B1 OperatingInstructions

Technical Documentation
Engine
Operating Instructions
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . L 58/64
Work No. . . . . . . . . . . . . . . . . . . . . . . . . . Edition only for Information
Plant No. . . . . . . . . . . . . . . . . . . . . . . . . .
6640-- 1
MAN B&W Diesel AG : D-86135 Augsburg : Postfach 10 00 80 : Telefon (0821) 3 22-0
6640
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: Telex 5 37 96-0 man d

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. 1998 MAN B&W Diesel AG

All copyrights reserved for reprinting, photomechanical, reproduction (photocopying/microcopying) and translation of
this documents or part of it.
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Table of contents
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Introduction
1.1
1.2
1.3
1.4
Preface
Product Liability
How the Operating Instruction Manual is organized, and how to use it
Addresses/Telephone numbers
Technical details
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2.1
2.1.1
2.2
2.2.1
2.2.2
2.3
2.3.1
2.3.2
2.3.3
2.3.4
2.3.5
2.4
2.4.1
2.4.2
2.4.3
2.4.4
2.4.5
2.4.6
2.4.7
2.5
2.5.1
2.5.2
2.5.3
2.5.4
Scope of supply/Technical specification

MAN B&W Diesel AGs Scope of Supply/Technical Specification
Engine
Characteristics
Photos/Drawings
Components/Subassemblies
Standard engine design Crankcase to cylinder head
Camshaft drive to injection valve
Supercharger system through engine controls
Special engine designs
Accessories
Systems
Fresh air/Charge air/ Exhaust gas systems
Compressed air and starting system
Fuel oil system
Control of Speed and Output
Injection timing adjusting device
Lube oil system
Cooling water system
Technical data
Ratings and consumption data
Temperatures and pressures
Weights
Dimensions/Clearances/Tolerances--Part 1
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Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
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Operation/Operating media
3.1
3.1.1
3.2
3.2.1
3.2.2
3.2.3
3.2.4
3.2.5
3.3
3.3.1
3.3.2
3.3.3
3.3.4
3.3.5
3.3.6
3.3.7
3.3.8
3.3.11
3.4
3.4.1
3.4.2
3.4.3
3.4.4
3.5
3.5.1
3.5.2
3.5.3
3.5.4
3.5.5
3.5.6
3.5.7
3.5.8
3.5.9
3.5.10
3.5.11
3.5.12
3.6
3.6.1
3.6.2
Prerequisites
Prerequisites/Warranty
Safety regulations
General remarks
Destination/suitability of the engine
Risks/dangers
Safety instructions
Safety regulations
Operating media
Quality requirements on gas oil/diesel fuel (MGO)
Quality requirements for Marine Diesel Fuel (MDO)
Quality requirements for heavy fuel oil (HFO)
Viscosity/Temperature diagram for fuel oils
Quality requirements for lube oil
Quality requirements for engine cooling water
Analyses of operating media
Quality requirements for intake air (combustion air)
Engine operation I -- Starting the engine
Preparations for start/ Engine starting and stopping
Change--over from Diesel fuel oil to heavy fuel oil and vice versa
Admissible outputs and speeds
Engine Running--in
Engine operation II -- Control the operating media
Monitoring the engine/ performing routine jobs
Engine log book/ Engine diagnosis/Engine management
Load curve during acceleration/manoeuvring
Part--load operation
Determine the engine output and design point
Engine operation at reduced speed
Equipment for optimising the engine to special operating conditions
Bypassing of charge air
Condensed water in charge air pipes and pressure vessels
Load application
Exhaust gas blow--off
Charge air blow--off
Engine operation III -- Operating faults
Faults/Deficiencies and their causes (Trouble Shooting)
Emergency operation with one cylinder failing
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2.5.5
2.5.6
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Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6640
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102 / 03
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3.6.3
3.6.4
3.6.5
3.6.6
3.6.7
3.6.8
3.6.8
3.7
3.7.1
Emergency operation on failure of one turbocharger

Failure of the electrical mains supply (Black out)
Failure of the cylinder lubrication
Failure of the speed control system
Behaviour in case operating values are exceeded/ alarms are released
Procedures on triggering of oil mist alarm
Procedures in case a splash--oil alarm is triggered
Engine operation IV -- Engine shut--down
Shut down/Preserve the engine
Maintenance/Repair
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4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.7.1
4.7.2
General remarks
Maintenance schedule (explanations)
Tools/Special tools
Spare Parts
Replacement of components by the New--for--old Principle
Special services/Repair work
Maintenance schedule (signs/symbols)
Maintenance Schedule (Systems)
Maintenance Schedule (Engine)
Annex
5.1
5.2
5.3
5.4
5.5
Designations/Terms
Formulae
Units of measure/ Conversion of units of measure
Symbols and codes
Brochures
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
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103 /03
Introduction
1 Introduction
2 Technical details
3 Operation/
Operating media
4 Maintenance/Repair
5 Annex
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Table of contents
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Introduction
1.1
1.2
1.3
1.4
Preface
Product Liability
How the Operating Instruction Manual is organized, and how to use it
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6640
10.03
L 58/64
101 /01
Preface
1.1
Engines -- characteristics,
justified expectations,
prerequisites
Engines produced by MAN B&W Diesel AG have evolved from decades of

continuous, successful research and development work. They satisfy high
standards and have ample redundancy of withstanding adverse or detrimental influences. However, to meet such expectations, they have to be
used to purpose and serviced properly. Only if these prerequisites are fulfilled, unrestricted efficiency and long service life can be expected.
Purpose of the operating and

working instructions
The operating instructions as well as the working instructions (work cards)

are thought to assist you in becoming familiar with the engine. They are
also thought to provide answers to questions that may turn up later on,
and to serve as a guidance in your activities of engine operation and when
carrying out maintenance work. Furthermore, we attach equal importance
to familiarising you with the methods of operation, causes and consequences, and to conveying the empirical knowledge we have. Not least, in
providing the operating and working instructions, we comply with our legal
duty of warning the user of the hazards which can be caused by the engine or its components - in spite of a high level of development and much
constructive efforts - or which an inappropriate or wrong use of our products involve.
Condition 1
The technical management and also the persons carrying out maintenance and overhaul work have to be familiar with the operating instructions
and working instructions (work cards). These have to be available for consultation at all times.
Caution! Lack of information and disregard of information may
cause severe injury to persons, damage to property and the environment!
Therefore: Please observe the operating and working instructions!
Maintenance and overhaul of modern four-stroke engines requires a previous and thorough training of the personnel. The level of knowledge that is
acquired during such training is a prerequisite to using the operating instructions and working instructions (work cards). No warranty claims can
be derived from the fact that a corresponding note is missing in these.
Condition 2
Caution! Untrained persons can cause severe injury to persons, damage to property and the environment! Never give orders
which may exceed the level of knowledge and experience! Access
must be denied to unauthorised personnel!
The technical documentation is tailored to the specific plant. There may be
considerable differences to other plants. Informations valid in one case
may, therefore, lead to problems in others.
Condition 3
Attention! Technical documents are valid for one specific plant!

Using information provided for another plant or from outside
sources may, therefore, result in disturbances/damages! Only use
pertinent information, never use information from outside sources!
To be observed as well ...
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1.1--01 E
Please also observe the notes on product liability given in the following
section and the safety regulations in Section 3.
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Product Liability
1.2
The reliable and economically efficient operation of a propulsion system
requires that the operator has a comprehensive knowledge. Similarly,
proper performance can only then be restored by maintenance or repair
work if such work is done by qualified specialists with the adequate
expertise and skill. Rules of good workmanship have to be observed,
negligence is to be avoided.
This Technical Documentation complements these faculties by specific
information, and draws the attention to existing dangers and to the safety
regulations in force. MAN B&W Diesel AG asks you to observe the
following:
Caution! Neglection of the Technical Documentation, and
especially of the Operating/Working Instructions and Safety
Regulations, the use of the system for a purpose other than intended
by the supplier, or any other misuse or negligent application may
involve considerable damage to property, pecuniary damage and/or
personal injury, for which the supplier rejects any liability
whatsoever.
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How the Operating Instruction Manual

is organized, and how to use it
1.3
Instructions for use
The operating manual contains written and illustrated information. Some

of it is generally useful, some of it really must be observed. This information is thought to supplement the knowledge and faculties which the persons have who are entrusted with
- the operation,
- the control and supervision,
- the maintenance and repair
of the engines. The conventional knowledge and practical experience
alone will not be adequate.
The operating instructions have to be be made available to these persons.
The people in charge have the task to familiarise themselves with the
composition of the operating manual so that they are able to find the
necessary information without lengthy searching.
We attempt to render assistance by a clearly organised composition and
by a clear diction of the texts.
Structure and special features
The operating instruction manual consists of five sections:

1
2
3
4
5
Introduction
Technical details
Maintenance/Repair
Annex
It mainly focuses on:
- Understanding the functions/coherences

- Starting and stopping the engine
- Planning engine operation, controlling it according to operating results
and economic criteria
- Maintaining the operability of the engine,

carrying out preventive or scheduled maintenance work
The manual does not deal with:
- Transport, erection, and dismantling of the engine or major components

of it
- Steps and checks when putting the engine into operation for the first
time
- Repair work requiring special tools, facilities and experience
- Behaviour in case of/after fire, inrush of water, severe damage and
average
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What is also of importance
The operating manual will be continually updated, and matched to the design of the engine as ordered. There may nevertheless be deviations between the sheets of a primarily describing/illustrating content and the definite design.
Engine design
Usually a thematic differentiation is made between marine propulsion engines, marine auxiliary engines and engines for stationary plants. Where
the factual differences are but slight, the subject is dealt with in a general
manner. Such passages are to be read selectively, with the appropriate
reservations.
For technical details of your engine, please refer to:
Technical details
Section 2, Technical Details

Volume A1, to the publication ..... Continuous Development
Volume B2, Work Card 000.30
Volume B5, test run record and commissioning record
Volume D1, list of measuring, control and regulating instruments
Volume E1, installation drawing
With the exception of the above-mentioned publication, all documents

have been specifically matched to the respective engine.
The maintenance schedule is closely related to the work cards of Volume
B2. The work cards describe how a job is to be done, and which tools and
facilities are required for doing it. The maintenance schedule, on the other
hand, gives the periodical intervals and the average requirements in personnel and time.
Maintenance schedule/
work cards
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1.4
Table 1 contains the addresses of Works of the MBD and of the Technical
Branch Office in Hamburg. The addresses of MAN B&W service centers,
agencies and authorised repair workshops can be looked up in the
brochure Diesel and Turbocharger Service Worldwide in Volume A1.
Addresses
Company
Work Augsburg
Work Hamburg
Technical Branch Office Hamburg
MAN B&W Service Center,

agencies and authorised repair
workshops
Address
MAN B&W Diesel AG
D--86224 Augsburg
Phone +49 (0)821 322 0
Fax
+49 (0)821 322 3382
MAN B&W Diesel AG
Service Center, Werk Hamburg
Rossweg 6
D--20457 Hamburg
Phone +49 (0)40 7409 0
Fax
+49 (0)40 7409 104
MAN B&W Diesel AG
Vertriebsbro Hamburg
Admiralittstrae 56
D--20459 Hamburg
Phone +49 (0)40 378515 0
Fax
+49 (0)40 378515 10
Please look up in the brochure
Diesel and Turbocharger Service
Worldwide
Table 1. Companies and addresses of the MAN B&W Diesel AG
Table 2 contains the names, telephone and fax numbers of the competent
persons who can give advise and render assistance to you if required.
Contact
Your contact
Work Augsburg
Phone:
+49 (0)821 322 .....
Fax:
+49 (0)821 322 .....
Waschezek MST
Phone ..... 3930
Fax
..... 3838
Nickel TS
Phone ..... 3994
Fax
..... 3998
Stadler MSC
Phone ..... 3580
Fax
..... 3720
Service Engines
Service Turcharger
Service Spare parts
Work Hamburg
Service Center
Phone:
+49 (0)40 7409 .....
Fax:
+49 (0)40 7409 .....
Taucke MST4
Phone ..... 149
Fax
..... 249
MAN B&W Service

Center, agencies,
authorised repair
workshops
Look up in the brochure

Diesel and Turbocharger Service Worldwide
g
i Volume
in
V l
A1
Table 2. Persons to be contacted, telepone and fax numbers
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Technical details
1 Introduction
2 Technical details
3 Operation/
Operating media
5 Annex
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101/ 01
Table of contents
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Technical details
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2.1
2.1.1
2.2
2.2.1
2.2.2
2.3
2.3.1
2.3.2
2.3.3
2.3.4
2.3.5
2.4
2.4.1
2.4.2
2.4.3
2.4.4
2.4.5
2.4.6
2.4.7
2.5
2.5.1
2.5.2
2.5.3
2.5.4
2.5.5
2.5.6

MAN B&W Diesel AGs Scope of Supply/Technical Specification
Engine
Characteristics
Photos/Drawings
Standard engine design Crankcase to cylinder head
Camshaft drive to injection valve
Supercharger system through engine controls
Accessories
Systems
Fresh air/Charge air/ Exhaust gas systems
Fuel oil system
Injection timing adjusting device
Lube oil system
Technical data
Weights
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6640
10.03
L 58/64
101 /01
6682
2.1
2.2
2.3
2.4
2.5
Engine
Systems
Technical data
2.1--01 E
07.97
2.1
101/ 01
MAN B&W Diesel AGs

Scope of Supply/Technical Specification
2.1.1
Items supplied
The next page is a list of the items we have supplied. We are giving you
this list to ensure that you contact the right partner for obtaining
information/assistance.
For all items supplied by us ...
For all questions you have on items supplied by us, please contact
- MAN B&W Diesel AG in Augsburg,

and for typical service questions,
- MAN B&W service centers,

- agencies and
- authorised repair workshops all over the world.
For all items not supplied by us ...
For all items not supplied by us, please directly contact the subsuppliers,
except the components/systems supplied by MAN B&W Diesel AG are
concerned to a major extent or similar, obvious reasons apply.
Technical Specification
The order confirmation, technical specification related to order

confirmation and technical specification of the engine contain
supplementary information.
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Engine
2.2
6682
2.1
2.2
Engine
2.3
2.4
2.5
Systems
Technical data
2.2--01 E
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101/ 01
Characteristics
2.2.1
The 58/64 engine is the leader in

a successful series -220 engines sold (as at 12/97)
Engines with the identifier L 58/64 are supercharged, non-reversing

4-stroke in-line engines with 580 mm cylinder bore and 640 mm piston
stroke. They are used in main ships drives as well as in stationary power
stations. The engines have a number of constructive characteristics which
have been adopted by mid-sized high speed engines. They are therefore
based on the wide range of experience gained from 660 engines
(as at 12/97).
Overview characteristics
Looking at the coupling, the exhaust gas pipe is on the right (exhaust gas
side AS); the charge pipe is on the left (opposite side to the exhaust AGS).
The camshaft lies in a trough on the opposite side to the exhaust. It is
used for activating the inlet and exhaust valves and for driving the fuel
injection pumps. The injection timing can be altered using a manual
regulating device.
The turbo supercharger and supercharger intercooler are generally on the
coupling end in the case of propeller operation, and in the case of
generator operation arranged on the opposite side to the coupling. Using a
drive unit at the free end of the engine, cooling water and lubricating oil
pumps can be run.
The engine is suitable for fuels up to 700 mm2/s at 50 C up to and
including CIMAC H/K 55. If required, the engine can be set up for
operation using MDO.
Engines in the L 58/64 series have a high stroke-bore ratio and a high
pressure ratio. These values make it easier to achieve an optimal
combustion chamber design and contribute to a good function on
underload and a high degree of efficiency.
The engines are equipped with MAN NA-series B&W turbo superchargers.
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Photographies/Drawings
2.2.2
Figure 1. 6-cylinder engine L 58/64, viewed from the exhaust counter side
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Figure 2. 6L 58/64, viewed from the exhaust side
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Figure 3. Engine cross section, viewed from the coupling side
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Figure 4. Longitudinal section of engine (free engine/exhaust counter side)
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Figure 5. Longitudinal section of engine (coupling side/exhaust side
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6682
2.1
2.2

Engine
2.3
2.4
2.5
Systems
Technical data
2.3--01 E
12.97
2.3
101/ 01
Standard engine design

Crankcase to cylinder head
2.3.1
Crankcase
Crankcase/main bearing/tie rod
The engine crankcase (4) is made of cast iron (see Fig. 1 ). It is made in
one piece and designed to be very rigid. Tie rods (3) reach from the lower
edge of the suspended crankshaft bearing to the upper edge of the
crankcase and from the upper edge of the cylinder head (1) to the
diaphragm. The bearing caps (6) of the main bearing are in addition
laterally tensioned using the casing. The camshaft drive cogs and the
oscillation damper casing are integrated in the crankcase.
1
2
3
4
5
6
Cylinder head
Backing ring
Tie rods
Crankcase
Crankshaft
Main bearing
cap
7 Cross rods
Figure 1. Main components
Cooling water/lubrication oil
The crankcase does not have any water passages. The lubrication oil is
fed to the engine through a distribution pipe which is arranged on the
exhaust side over the crankcase covers. This pipe supplies the main
bearing, connecting rod bearing, camshaft drive, camshaft, eccentric shaft
fuel injection pumps, the block distributor of the cylinder lubrication system
and the turbo supercharger.
Access
Through large covers on the side walls (see Fig. 2 ) the running gear
components are easily accessible. On ships engines, the crankcase
covers on the exhaust side are generally equipped with safety valves and
are equipped in the same way on some stationary engines.
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Figure 2. Crankcase viewed from the coupling end
Oil sump
The oil sump is welded from sheet steel. It catches oil which drips from the
engine and feeds it into the lower-lying lubrication oil tank. In the case of
engines with semi-resilient bearings or rigid bearings, an oil sump without
fittings (a) is used. In the case of engines with resilient bearings,
reinforced oil sumps such as designs (b) or (c) are used (see Fig. 3 ).
Without fittings
V-oil sump
Reinforced oil sump
Figure 3. Oil sump
Crankshaft bearing
The main bearing covers (6) are arranged in a suspended position (see
Fig. 4 ). They are held by the continuous tie rods (3). The cross-tension is
maintained by the cross rods (7). They stabilize the form of the bearing
box and prevent lateral yielding of the crankcase under the effective
ignition pressures.
Bearing cap/tie rods
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3
4
5
6
Tie rods
Crankcase
Crankshaft
Main bearing
cap
7 Borehole for cross
rods
8 Bearing shell
21 Camshaftdrive cogs
Figure 4. Crankshaft with main bearing
The locating bearing, which establishes the axial position of the

crankshaft, is arranged on the coupling end. It consists of the bipartite
camshaft drive cog on the crankshaft and of wearing rings, which rest on
the first thrust bearings.
Locating bearing
Crankshaft
Crankshaft/counterweights/
drive wheel
The crankshaft is forged from a special steel. It is arranged in the head

and has two counterweights per cylinder held by anti-fatigue bolts for the
extensive balancing of the oscillating weights (see Fig. 5 ). The drive
wheel for the geared drive consists of two segments. They are held
together by four tangentially arranged screws.
Figure 5. Crankshaft with camshaft drive cog and attached counterweights
Fly wheel
The fly wheel is arranged on the flange of the crankshaft on the side of the
coupling. The engine can be turned during maintenance work by a turning
gear using its rim gear.
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Torsional vibration damper
Rotary oscillations, produced by the crankshaft when excited, are reduced

using a vibration damper (see Fig. 6 ), which is arranged on the opposite
side to the coupling. The vibrations are transmitted from the inner part to
assemblies of case springs and there are damped through friction and
cushioning. The inner is designed so that cooling water and lubrication oil
pumps can be driven using a rim gear screwed on (not visible in figure).
Figure 6. Torsional vibration damper, partially fitted with spring assemblies
Connecting rod
Figure 7. Connecting rod
Connecting rod with two parting

lines
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2.3.1--01 E
The connecting rod parting line lies below the eye of the connecting rod
(see Fig. 7 ). Therefore the connecting rod bearing does not have to be
opened when removing the piston. This has advantages for operational
01.99
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safety (no change in position/no new adjustments), and this method of

construction reduces the piston fitting height.
The bearing shells are identical with those of the main bearing. The
bearing cap and connecting rod head are both screwed together with
anti-fatigue bolts (stud bolts).
Bearing shells
Figure 8. Connecting rod processing centre
Piston
Constructive characteristics
Basically, the piston consists of two parts (see Fig. 9 ). The piston crown
(9) is forged from high-quality materials. The lower part is made from
aluminium alloy. The choice of materials and the constructive design
produce a high level of resistance to the ignition pressures which are
created and allow close piston play. Close piston play as well as the
method of construction of the piston as a differential piston reduce the
mechanical load on the piston rings (11), prevent the ingress of abrasive
particles and protect the oil film from combustion gases.
Cooling
The special form of the piston crown (9) makes effective cooling easier.
Cooling is carried out using oil. It is supported by the shaker effect inside
and outside as well as by an additional row of cooling holes on the piston
egde. In this way the temperatures are adjusted so that the thermal /
mechanical stresses can be controlled and cold condition corrosion in the
ring grooves can simultaneously be avoided. The ring grooves are
inductively hardened. Subsequent machining is possible.
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The cooling oil is fed through the connecting rod. The transfer from the
oscillating connecting rod to the upper part of the piston is carried out
using a funnel on spring bearings which slides on the outer contour of the
connecting rod eye.
9
10
11
12
13
20
Piston crown
Anti-fatigue bolt
Compression ring
Oil control ring
Connecting rod
Piston pin
Figure 9. Piston - bipartite, oil cooled
Differential piston
Compared to the remaining running surface, the piston crown (9) has a
somewhat smaller diameter. Pistons of this design are called differential
pistons. An explanation on the purpose of the step can be found under the
following point Cylinder liner.
Piston rings
The upper and lower parts are connected with one another using
anti-fatigue bolts (10). There are 3 compression rings (11) and an oil
control ring (12) to seal between the piston and the cylinder liner. The 1st
compression ring has a chrome-ceramic coating. The 2nd and 3rd rings
are chrome coated. All the compression rings are arranged in the
wear-resistant and well cooled steel crown.
Piston pin
The piston pin (20) is on a floating bearing in the piston and fixed axially to
the safety rings. There are no bore holes to affect the formation of an oil
film or rigidity.
Cylinder liner
Cylinder liner/backing ring/top

land ring
The upper area of the special cast iron cylinder liners (15) is surrounded
by a spheroidal graphite iron backing ring (see Fig. 10 ). This is centred in
the crankcase (4). The lower area of the cylinder liner is guided by the
diaphragm of the crankcase. There is a top land ring on (14) the cylinder
liner join.
The division into 3 components, i.e. into cylinder liner, backing ring and top
land ring means the best possible design with regard to safety from distortion, cooling and the guarantee of minimal temperatures of certain parts.
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2
4
14
15
Backing ring
Crankcase
Top land ring
Cylinder liner
Figure 10. Cylinder liner, top land ring and backing ring
Combined effect of differential

piston/top land ring
The top land ring (14) which protrudes opposite the cylinder liner bore hole
works together with the recessed piston crown (9) of the differential piston,
so that any coke coatings on the piston crown do not come into contact
with the running surface of the cylinder liner (15)(see Fig. 11 ). This thus
avoids bare polished areas on which lubricating oil adheres badly.
2
9
14
15
Backing ring
Piston crown
Top land ring
Cylinder liner
Figure 11. Combined effect of top land ring and differential piston
The cooling water reaches the cylinder liner via a pipeline which is
connected to the backing ring. The water cools the upper part of the
cylinder liner, flows through the bore holes in the top land ring (jet-cooling)
and flows through holes in the backing ring back to the cooling chambers
of the cylinder head. The cylinder head, backing ring and top land ring can
be drained as one.
Cooling
The top land ring, cylinder liner and cylinder head can be checked for gas
tightness and cooling water leakages using the bore holes in the backing
ring.
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Figure 12. Measuring roughness on finished cylinder liners
Figure 13. Steps in dismantling the cylinder liner - top land ring/pistons/cylinder liner
Cylinder head/rocker arm casing
The cylinder heads are made from spheroidal graphite iron. They are held
against the top land ring by eight stud bolts. The strong floor of the
cylinder heads cooled by bore holes as well as the inner part strengthened
with ribs guarantee a high degree of designed strength.
Valves in the cylinder head
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The cylinder head has 2 inlet valves (16) and 2 exhaust valves (17) which
are built in to valve cages (19), 1 starting valve as well as 1 indicator valve
and (in the case of ships motors) 1 safety valve. The fuel injection valve
(18) lies between the valves in a central position. It is surrounded by a
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sleeve which is sealed in the lower area from both the surrounding cooling
water space as well as from the combustion chamber (see Fig. 14 ).
1
16
17
18
19
Cylinder head
Inlet valve
Exhaust valve
Fuel injection valve
Valve cage
Figure 14. Cylinder head
Connections
The connections between the cylinder head and the exhaust pipe are
made using snap closures.
Rocker arm casing/valve drive
The cylinder head is locked upwards by the rocker arm casing and a
cover, through which the valves and the injection valve are easily
accessible (see Fig. 15 ).
Figure 15. Rocker arm casing (inlet valve on left, exhaust valve on right)
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Control drive to injection valve
2.3.2
Control drive/camshaft drive
Arrangement of the camshaft

drive and
the intermediate wheels
The camshaft drive is integrated in the crankcase (see Fig. 1 ). It is

placed on the coupling end between the first main bearings. The drive of
the camshaft wheel is carried out over two spur toothed intermediate
wheels through a gear rim on the crankshaft (1). The first intermediate
wheel has a large rim gear on the drive side and a small one on the power
take-off side. The second intermediate wheel drives the camshaft (2) over
a press-on wheel.
1 Crankshaft
2 Camshaft
Figure 1. Camshaft drive
The intermediate wheels run on axes which are inserted and screwed from
the outside.
The bearing bushes of the cogs are supplied with lubrication oil by the
axes which supply the meshing using spray nozzles.
Lubrication oil supply
Camshaft
Camshaft
The engine has a multi-part camshaft, which activates the gas exchange
and the fuel injection pumps (see Fig. 2 ). The cams are shrunk on
hydraulically. The shaft pieces are connected through the exhaust cam
using conical sleeves.
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Figure 2. Camshaft
The camshaft lies together with the cam follower shaft and the rocker
arms in a formed trough. The bearing caps are arranged vertically. The
bearings are two-component bearing shells. Each cylinder has an injection
cam (3), an inlet valve cam (4), an exhaust valve cam (5) and a starter
cam (6) (see Fig. 3 ).
There are thrust bearings to position the camshaft longitudinally. They are
integrated in the vibration damper of the camshaft and arranged on the
opposite side to the coupling.
Thrust bearing
3
4
5
6
7
Injection cam
inlet valve cam
Exhaust valve cam
Starter cam
Pulse pipe of the
starter disk cam
8 Rocker arm
9 Eccentric shaft
Figure 3. Camshaft with rocker arms
Valve drive
Camshaft-rocker arm-stop rods
The stop rod drive for the inlet and exhaust valves is carried out by the
camshaft over inlet and exhaust rockers (8), which are carried on short
shaft pieces and pick up the cam movement through a coil (see Fig. 3 ).
Activating the valves
The movement of the inlet valve stop rod is transferred through an

articulated lever to the valves. The exhaust valves are driven over an
intermediate lever. The rocker levers are carried in the casing on full
floating axles (see Fig. 4 ).
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Figure 4. Rocker arm casing (inlet valves on left, exhaust valves on right)
Valves
There are two inlet (11) and 2 exhaust valves (12) per cylinder head. They
are guided by the valve guides (15) pressed into the valve cages (14) (see
Fig. 5 ).
Valves/valve guides
10
11
12
13
14
15
Cylinder head
inlet valve
Exhaust valve
Injection valve
Valve cage
Valve guide
Figure 5. Cylinder head
Valves/seat rings
The exhaust valves and all the seat rings are armoured (see Fig.
exhaust valve cage is cooled using water.
Barring gears
The inlet valves (11) are turned using valve rotators (see Fig. 5 ). The
exhaust valves (12) have propeller blades on the shaft above the plate
which turn the valves using the passing gas flow. The rotation is facilitated
using the thrust bearing on the valve shaft.
). The
The barring gears counteract high temperature stresses of individual

points and guarantee gas-tight valve seating.
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Figure 6. Armouring on a valve cone
Speed governor
Basically a differentiation is made between mechanical-hydraulic and

mechanical-electronic speed governing.
The mechanical-hydraulic speed and performance control system consists
of the mechanical speed governor with the hydraulic final positioning
device (16), the remote speed adjuster and the stop device (see Fig. 7 ).
The speed sensors (31) are required for the emergency shut-down.
System components
16
17
18
31
33
Speed governor
Connector
Control shaft
Speed sensor
Inductive position
pick-up
(volume display)
Figure 7. Speed governor by Woodward
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An electronic-hydraulic speed and performance control system is

supplemented by an electro-hydraulic converter, an electronic speed
governor and an oil cooler.
Using the mechanical speed governor, or the electronic control device, the
difference between the target speed and the actual value is evaluated.
Where there is a discrepancy, the connecting rod (17) is moved
hydraulically and thus the control shaft (18) and the control rods of the fuel
injection pumps are moved, i.e. the amount of fuel injected into the
cylinder is changed.
Working principle
Injection timing adjustment
Using the injection timing regulating device, the injection timing can be
adapted to different fuel qualities. In this, the eccentric shaft is turned and
the rocker arm of the fuel injection pumps is moved in the direction of early
or late. The activation is carried out either mechanically (see Fig. 8 ) or
electrically. There is a more detailed description in section 2.4.5.
Figure 8. Mechanical injection timing adjustment
Fuel injection pump
The fuel injection pumps (see Fig. 9 and 11 ) are arranged on the
opposite side to the exhaust on the control shaft trough. The drive through
the fuel pump cams is carried out using rocker arms (8). The stroke
movement of the rocker arm is transferred directly to the spring loaded
pump piston (22).
Arrangement/drive
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4
8
19
20
21
Camshaft
Rocker arm
Pump cylinder
Baffle screw
Constant pressure
relief valve
22 Pump piston
Figure 9. Fuel injection pump with sloping control
Method of operation
The fuel is fed to the pump cylinder (19) in the middle area through an
annulus. The baffle screws (20) are also arranged there. They can be eaily
replaced in the event of wear through cavitation. The pump cylinder is
closed at the top by the valve body. Constant pressure relief valves are
arranged there (GDE-valves) (21). They close at the end of the pumping
procedure. The GDE valves prevent cavitation and pressure fluctuations in
the system. This prevents dripping from the injection valve.
Charge setting
The capacity is set according to the required performance speed

combination by turning the pump piston and thus the control edge. This
can be done using a sleeve toothed on the outside which grips the smooth
shoulder of the pump piston. The sleeve is turned by the toothed
regulating rod (23)(see Fig. 10 ). Each fuel injection pump has an air
activated emergency stop piston. The available power is limited by the
adjusting screw of the emergency stop cylinder.
A fuel leakage run-off under the baffle screws prevents fuel entering the
lubrication oil and (in MDF-mode) there is an additional oil prevention
connection.
Charge/Regulating rods
Final positioning device activates control shaft
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The filling rods are activated by the speed governor or the associated final
positioning device. Its leverage movement is transferred to the control
shaft (18). This lies in the brackets which are screwed to the crankcase
close to the fuel injection pumps and swings the articulated lever (24),
which finally moves the regulating rods (23) of the fuel injection pumps
(30) (see Fig. 10 ).
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18
23
24
30
Control shaft
Regulating rod
Articulated lever
Fuel injection pump
Figure 10. Control shaft with articulated lever
Articulated lever
Due to their spring loaded rocking mechanism, the articulated levers (24)
can stop as well as start the engine when the regulating rod is blocked.
Charge display
The position of the rods can be displayed using signals which are created
by an inductive position pick-up.
Injection pipes
The fuel is conveyed to the injection valves through the fuel injection pipes
with protecting tubes (25). Any fuel which emerges is collected in the
protecting tube and transferred away through a common leakage fuel pipe.
23 Regulating rod
24 Articulated lever
25 Fuel injection
pipe (dual walled)
Figure 11. Fuel injection pump with fuel injection pipe
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Injection valve
The injection valve (13) is arranged centrally in the cylinder head (see
Fig. 5 ). The fuel supply is carried out from the opposite side to the
exhaust using a lance (26) which is guided through the cylinder head (27)
and is screwed to the nozzle body (28)(see Fig. 12 ). The fuel is injected
straight into the combustion chamber (29).
Fuel feed
26
27
28
29
32
Lance
Cylinder head
Nozzle body
Combustion chamber
Injection nozzle
Figure 12. Fuel injection valve
The injection valve is cooled using water (as a rule) or diesel oil. Coolant
entry and exit lie in the centre area of the valve. The water supply and
removal occur separately from the cylinder cooling through pipes which lie
on the exhaust side (water) or on the side opposite to the exhaust (diesel
oil).
Cooling
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Supercharged system to motor control
2.3.3
Supercharged system/turbocharger
Supercharging occurs according to the so-called retention procedure. In

this, the exhaust gases from all the cylinders flow into a common exhaust
pipe (5). The turbo supercharger (1) is supplied with energy from this pipe.
The compressed fresh air is also supplied to the cylinders from a common
pipe (4) (see Fig. 1 ).
Retention procedure
1 Turbo supercharger
2 Diffusor
3 Supercharger
intercooler
4 Charge pipe
5 Exhaust pipe
B Exhaust
A Fresh air
Figure 1. Gas exchange in retention mode
Advantages
The retention procedure has the following advantages:
Simple pipe elements, the same components for all cylinders,

the same supercharging ratios for all cylinders,
the smallest gas exchange losses and
low stress on the turbine.
The selected charging procedure and the structure of the turbocharger

with its high degree of efficiency at partial and full load guarantee:
- a very lean mixture,

- clean burning and
- low thermal stresses.
Turbo supercharger
In engines which are used to drive propeller installations, the turbo

supercharger is generally on the coupling end, and in the case of engines
which drive generators, on the opposite side to the coupling. The turbo
supercharger is mounted along the length of the engine. Turbo
superchargers from the NA series such as turbo superchargers with radial
flow compressors (6) and axial turbines (7) are used (see Fig. 2 ). The
main characteristic of this series is the uncooled, isolated turbine intake
and exhaust housing. This structure guarantees
- that the turbine has the full exhaust energy available and
- that no corrosion can be expected through falling below the dew point
with a partial load.
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6
7
8
9
19
20
Radial flow compressor

Axial turbine
Sound dampers
Slide bearing
Compressor casing
Turbine casing
Figure 2. NA series turbo superchargers
The fresh air induction is carried out through an effective sound damper
(8) or air intake fitting. The rotor of the turbo supercharger runs on both
sides in rotating plain bearing bushes (9). These are connected to the
lubricating oil system of the engine.
Charge pipe/charge cooler
The fresh air sucked in and compressed by the turbo supercharger (1)
goes through a double diffuser into the casing before the charge air cooler
(3) (see Fig. 1 ). In the charge air cooler or (in the case of stationary
installations) in an air-to-air cooler it is cooled down and fed through the
charge pipe (4) to the cylinders. The charge cooler is designed in two
stages for impinging with fresh water.
The charge pipe is divided into sections which cover two or three
cylinders. They are connected via multi-layered rubber compensators to
the cylinders.
Exhaust pipe
The cast exhaust pipe sections have a low-maintenance mounting clip on

the connection to the cylinder head. The exhaust pipe is uncooled, heat
insulated and lagged and equipped with compensators between the
cylinders and in front of the turbo supercharger.
The exhaust pipe lagging consists of elements, each extending over one
cylinder. The sheets have insulating mats on the inside and they can be
removed after loosening a few screws (see Fig. 3 ).
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Figure 3. Turbo supercharger and exhaust pipe
Lubricating oil supply/Cylinder lubrication
Lubricating oil inlet/lubricating

oil route
All lubrication points of the engine are connected to a common oil pressure
circulation. The lubricating oil inlet flange is located at the free end of the
engine. From the distributor pipe on the exhaust side, the oil goes to the
tie rods and main bearings. From there, the route passes through the
crankshaft to the connecting rod bearing and through the connecting rod in
the piston crown. From the piston crown, the oil runs back to the oil sump.
The spray nozzles for the camshaft drive wheels, the turbo supercharger
and the speed governor are supplied with oil through a pipe on the
coupling end.
A connection runs from the main distributor pipe to a distributor pipe on
the opposite side to the exhaust. This pipe supplies the camshafts and
rocking lever bearings and the fuel injection pumps as well as the rocker
lever with oil.
The lubricating oil system is equipped with a pressure control valve which
keeps the oil pressure before the engine constant, independent of the
engine speed.
Lubricating the cylinder liners
The lubrication of running surfaces of the cylinder liners is carried out

using splash lubrication and oil vapour. The piston ring package is supplied
with oil from below via bore holes in the cylinder liner. The oil is fed from
the exhaust side through the diaphragm of the frame. An hydraulic block
distributor is used for this to which the oil is fed through a feed pump from
the entry pipe (see Fig. 4 ).
Figure 4. Feed pump and block distributor on the opposite side to the coupling
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Fuel pipes
The engine is supplied with fuel through a distribution pipe on the opposite
side to the exhaust. Fuel is fed to the fuel injection pumps from this pipe.
Excess fuel is collected in a return distribution pipe. The connections of
both pipes lie at the free end of the engine. The associated buffer pistons
and, in the case of fixed installations, the pressure maintenance valve are
arranged here. The buffer pistons are used to reduce hammer in the
system. The pressure maintenance valve in the fuel return pipe keeps the
system on the side of the engine under pressure, so that no vapour
bubbles arise.
Fuel inlet/fuel return
The fuel collection pipes are heated by the steam flow pipe situated in the
middle. The steam return pipe heats the leakage oil pipe which is used to
take away leakages.
Coolant water pipes
The following are cooled: the

cylinders, the charge cooler, the
injection nozzles
The backing rings of the cylinder liners and the cylinder heads are supplied
with fresh water. The charge cooler can be impinged with fresh water,
untreated water or sea water. The cooling of the injection nozzles is
carried out through a separate fresh water system (see Fig. 5 ).
10 Cylinder cooling
11 Injection nozzle cooling
C Cooling water feed

D Cooling water return
Figure 5. Coolant water pipes (exhaust side)
Cooling water inlet/Cooling

water return
The cooling water inlet flange for cylinder cooling is located at the free end
of the engine. The pipe lies on the exhaust side in front of the crankcase.
Moving away from this, there are connections to the backing rings of the
cylinder liners (C). The following are cooled:
- the upper part of the cylinder liner,

- the bore holes of the top land ring and
- the cylinder head with the exhaust valve cages.
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Route of the cylinder cooling

water
Cooling of the cylinder head (16) occurs away from the annulus around the
base of the cylinder head (see Fig. 6 ). From here, the water flows
through bore holes in the annulus between the injection valve gun and the
inner part of the cylinder head. From this annulus, the remaining large
cooling chambers of the cylinder head are filled and the exhaust valve
cages are cooled. The course of the water runs over the upper area to the
return distribution pipe (D). This lies next to the infeed pipe. It leads the
warmed water to the charge cooler or back into the system.
12
13
14
15
16
18
Crankcase
Backing ring
Cylinder liner
Top land ring
Cylinder head
Tightness control
C Cooling water feed

E Web cooling (entry)
F Web cooling (exit)
Figure 6. Cylinder cooling (sectioned in two places)
The infeed pipe for the nozzle cooling water lies above that of the cylinder
cooling water (11) (see Fig. 5 ). The return pipe lies above the charge
pipe.
At the uppermost points of the cylinder head and the charge cooler, a
permanent venting pipe is connected. To drain the cylinder heads and
backing rings, the infeed pipe must be emptied.
Venting/drainage
Condensation water pipe
The water which is produced through compressing and cooling the air after
the charge cooler, and is also produced in the charge pipe, is discharged
through external pipes. This occurs through a drainage valve (float valve)
and an overflow pipe which must be monitored.
Crankcase venting
The crankcase de-airing connection (17) is located on the upper side of

the crankcase (see Fig. 7 ). The connection to the fitting mounted there is
used to balance the pressure to the atmosphere. Excess pressure in the
crankcase is released by lifting the curved valve shell. On the other hand,
the valve shell prevents air flowing in in the event of fire in the driving
Venting valve
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chamber. Oil from leakages which has collected in the fitting is fed back to
the crankcase.
1 Turbo supercharger
3 Charge air cooler
17 Crankcase
de-airing connection
Figure 7. Crankcase venting (turbo supercharger on the free end)
Additional relief valves are arranged in the covers of the crankcase. They
permit fast release of pressure in the case of an explosion in the engine.
Relief valve
Starting device
The engine is started using compressed air. It is fed into the impinged
cylinder and presses the piston down. Before reaching the bottom dead
centre, the flow of air is interrupted and the process continued with the
next cylinders. This continues until the ignition speed is reached.
The connection from the air bottles to the starting valves in the cylinder
heads is opened/closed by the interposed main starter valve. To activate
these valves, control air pipelines and control valves are required. The
main starter valve is located on the free end of the crankcase (see Fig.
8 ). The starting air pipe lies on the exhaust side below the backing ring
of the cylinder liners.
Main starter valve
Figure 8. Main starter valve
Starting valve
Stub cables lead from the starter air line to the starting valves in the
cylinder heads. The opening and closing of the starting valves is triggered
by piston valves whose setting is affected by the starting control damper.
Starting control damper
The starting control dampers are located next to the fuel injection pumps.
They are linked to the main starter valve though a common control air line
and to the starter valves through individual control air lines. When control
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air pressure is present, part of the air flows from the starting control
damper through a fitting or a short pipe to the control cams which move
around the camshaft. As soon as the control cams close the bore hole in
the fitting, a pulse is created on the piston valves of the starter disk cam
through the retention pressure produced (see Fig. in section Camshaft).
The piston valve closes the air vent and feeds the air to the starting valve.
In this way, the starter valve is opened and the motor is started.
Operating and monitoring devices
Figure 9. Inner view of the standardised control boxes
Ships engines: Standardised

control box
The control and monitoring of modern ships engines is carried out using
pre-produced system components built into a control box. Dependent on
any delivery specification restrictions, this includes the following
components:
- Remote control system with a device for manual remote

-
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starting/remote stopping, including start blocking/start release and

clutch control,
security system including, amongst other things, devices for
manual/automatic emergency stop, automatic power reduction and
override command,
alarm system with limit value monitoring, open-circuit monitoring and
equipment failure monitoring,
display system for operational values and operational statuses
(see Fig. 10 ) and
diverse controls for accessory apparatus such as for the charge
bypass, cylinder lubrication, temperature control, etc. as well as
serial interfaces to ship alarm installations (log printer, shared alarm,
hooter, etc.) and to the MAN B&W engine diagnostic system, EDS.
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Figure 10. Display unit (built-in with PGA-EG speed governor)
Indicator board for operation

and monitoring
The data processing for these input and output signals takes place in
programmable compact controls. Using an indicator board (operator
station) (see Fig. 11 ), built into the control box door, the engine can be
operated and monitored and the constructed functions can be controlled.
To do this, there are two keypads and a display. The display shows
operation values and operation and control statuses in plain writing.
Figure 11. Indicator board (operator station) with keypads and display
Should the control box not be in the engine control room but in the engine
room, the operator station can be built into a desk in the machine control
room.
Arrangement variants
The connection between the main engine terminal box and the control box
is made using ready-made collective cables which can be plugged in at
both ends.
As an alternative to a standardised control box, the engine can be
equipped with a small display unit for the most important operating values.
The following can thus be shown:
- the engine speed,

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- the exhaust temperature by cylinder, before and after the turbo

supercharger,
- the fuel pressure as well as the pressure of the starter air, the control
air and the charge air and the
- lubrication oil and cooling water pressures.

In remote controlled engines, the range of operating elements also
extends to the emergency start and emergency stop valves.
With stationary installations, this pre-produced system which can be tested
in part with the engine is only used on occasion. It is natural here to
combine the control and monitoring part of the engine with that of the total
installation and to leave it up to a supplier. Therefore generally only one
terminal box is supplied with the desired controls for the accessory
devices.
Stationary engines ...
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2.3.4
Ident. No. 006 - Turbocharger mounted at the opposite end
The turbocharger is on engines used for propeller propulsion mounted at

the free engine end rather than at the coupling end. Likewise for generator
service the turbocharger is mounted at the coupling end instead of the free
end.
Ident. No. 016 - Slow-turn device
This device permits a slow turning of the engine by approx. two revolutions
to verify whether all cylinder spaces are free from liquid media for the
subsequent starting attempt. This device relies on the existing starting
system and uses a reduced starting air pressure of approx. 8 bar.
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Accessories
2.3.5
Gallery on crankcase
Galleries on the engine are necessary in order to ensure that maintenance

work can be carried out safely. The standard design of the engine includes
galleries on the charge air pipe with stairs, railings, flexibly supported running boards, a foot board that can be hung in place on the exhaust side,
and brackets all around the engine. In order to guarantee perfect access
to all components, an additional gallery for the cylinder crankcase (see
Figure 1 ) is available.
Figure 1. Gallery on crankcase
Resilient engine support
Rigid support -- indirect resilient

support -- semi-resilient support
-- resilient support
The most simple solution for mounting the engine on the foundation is a
rigid connection for both stationary plants and ship installations.
Figure 2. Resilient support of an in-line engine
With this solution, dynamic forces (caused by the uneven torque and free
forces due to gravity and moments of inertia), as well as structure-borne
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noise are transferred to the foundation. In order to avoid this, the engine/
generator unit is, in the case of stationary plants, often set up on a resiliently supported foundation block (indirect resilient support), reducing the
excitation of vibrations and the transmission of structure-borne noise to the
periphery in this way. In order to reach this goal also for ship propulsion
plants, either a semi-resilient support on steel diaphragms or (as more expensive solution) a direct resilient support is realised. This way, the engine is, with regard to vibrations, separated from the foundation and, by
means of a highly flexible coupling, also from the elements to be driven.
Crankshaft extension
The crankshaft extension permits a power output on the free end. It is

realised using the free shaft end and supporting bearings. Designs are
possible with or without lubricating oil and/or water pumps.
Figure 3. Two-part covering on the free end for crankshaft extension,

without attached pumps
Auxiliaries drive
Figure 4. Drive gear for pumps attached to the engine
The auxiliaries drive, arranged on the free engine end, is required for driving cooling water and/or lube oil pumps. It consists of a gear wheel, which
is attached in front of the torsional vibration damper, on the free end of the
crankshaft.
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Engine-mounted pumps
Two cooling water pumps (282) and two oil pumps (284) can be attached.
The oil pump, a self-priming gear pump, is mounted in the covering on the
free engine end, at the bottom. The drive gear engages in the spur wheel
fitted on the crankshaft end in front of the vibration damper.
The cooling water pumps are single-stage centrifugal pumps with independently lubricated bearings and are fitted in the covering on the free engine
end, on top. The drive is also effected by the spur wheel on the crankshaft
end.
Figure 5. Pumps attached to the engine (cooling water pump on top, lube oil
pump at the bottom)
Main bearing temperature monitoring
The temperatures of the main bearings are recorded just underneath the
bearing shells in the bearing caps. Resistance temperature sensors
(Pt 100), which are fitted in an oil-tight manner, are used for this purpose
(refer to Figure 6 ). The measuring cables run in the crankcase up to the
cable-duct level on the exhaust side, from where they are routed to the
outside, to terminal boxes.
Figure 6. Main bearing temperature monitoring
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Oil mist detector
Bearing damage, piston seizure, and blow-bys from the combustion

chamber cause increased oil vapour formation. The oil mist concentration
and/or the opacity of the air in the crankcase is monitored by means of the
oil mist detector. For this purpose, air is continuously drawn from all parts
of the crankcase by means of a jet pump, cleaned from larger oil droplets
and passed through a measuring section with infrared filters. The diode
provided at the exit supplies an electric signal that corresponds to the
quantity of light received, and transmits this signal to the monitoring unit.
Figure 7. Arrangement of the oil mist detector
The oil mist detector is part of the scope of delivery of

MAN B&W Diesel AG.
Splash-oil monitoring system
Figure 8. Arrangement of the splash-oil monitoring system
The splash-oil monitoring system is part of the safety system. Using sensors, the temperatures of each individual running gear (or running gear
pair in the case of V-type engines) are indirectly monitored by means of
the splash oil. In this connection, the safety system initiates an engine
stop if a defined maximum value or the admissible deviation from the average is exceeded.
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Damage on bearings of the crankshaft and connecting rod are recognised

at an early stage, and more extensive damage is prevented by initiating an
engine stop.
In the operators station, the temperatures of the individual running gears
of the engine are indicated by means of a graphical display and in absolute
values.
The splash-oil monitoring system is part of the standard scope of the engine.
Exhaust gas temperature - average monitor
The mean value monitoring consists of the thermocouples in the exhaust

pipe (refer to Figure 8 ) and a monitoring and display unit. Depending on
the configuration of the control and instrumentation system, monitoring
and indication can be effected by means of a PLC (programmable logical
control), a special unit or using elements of a superior monitoring system.
Depending on the engine output, larger or smaller deviations (at low or
high load respectively) from the calculated average of all cylinders are permissible for individual cylinders.
Figure 9. Temperature sensor, photo taken with cylinder head dismantled
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Systems
6682
2.4
2.1
2.2
2.3

Engine
2.4
Systems
2.5
Technical data
2.4--01 E
07.97
101/ 01
Fresh air/Charge air/

Exhaust gas systems
1
2
3
4
5
6
7
8
9
Intake casing
Intake sound damper
Turbocharger
Compressor
Turbine
Double diffuser
Diffuser housing
Charge air cooler
Charge pipe
16
17
18
19
2.4.1
Float valve
Overspill pipe
Exhaust pipe
Cleaning nozzles
A Compressor cleaning
B Lubrication oil for
turbocharger
C Turbine cleaning
D Waste water from turbine
cleaning
E Charge air for

compressor cleaning
(variant 1)
G Fresh air
H Charge air
J Exhaust
K Cooling water
L Condensed water
discharge
N Charge air/block air for
turbocharger
(NA-series)
Figure 1. Fresh air/charge air/exhaust system. Variants in Fig. 1a -- sound dampers, 1b -- intake casing (diagram applies also
to V-type engine)
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The air route
The air required for combustion of the fuel in the cylinder is drawn in
axially by the compressor wheel (4) of the turbocharger (3) (see Fig. 1 ).
This is done either using the intake sound damper (2) with dry air filters or
using the intake casing (1). Using the energy transmitted by the exhaust
flow on the turbine wheel (5) of the turbocharger, the air is compressed
and thus heated. The air of high energy (charge air) is fed over a sliding
sleeve and the double diffuser (6) into the diffuser casing (7). The diffuser
reduces the flow speed to the benefit of pressure. The air is cooled in the
two stage charge air cooler (8) fitted in the casing. In this way, the cylinder
is filled with the greatest possible mass of air. This is carried out using the
charge pipe (9), which consists of elements connected elastically with
each other.
The exhaust route
The exhaust leaves the cylinder head on the opposite side to the charge
pipe. It is collected in the exhaust manifold (18) and fed to the turbine side
of the turbocharger. Thermoelements in the cylinder heads both before
and after the turbocharger are used for monitoring the temperature. The
exhaust manifold consists of cylinder--length elements. The connection to
the cylinder head is made using a clamping connection. To connect with
one another and to the turbocharger, corrugated tube compensators are
used. The exhaust gases flow radially away from the turbine wheel.
Condensed water
On the casing of the charge air cooler and at the start of the charge pipe,
there are connected condensation water pipes. Any water occurring is led
through the float valve (16). The blockable overspill pipe (17) must be
monitored on site.
Cleaning the charge coolers
On the air side charge-air coolers can be cleaned with cleaning fluids
without dismantling. To do this, blind disks must be inserted after the
turbocharger and before the charge pipe. These are part of the special
tools.
Cleaning the turbocharger:

the compressor side using water
There are nozzles (19) fitted in the intake casing and the sound dampers
for the regular cleaning of the compressor wheel and compressor casing.
Water is sprayed in through the nozzles. The cleaning effect results from
the high impact speed of the drops of water compared to the rotating
wheel.
21 Tank
22 Pressure spray
23 Air pump
A Compressor cleaning
E Charge air for
compressor cleaning
F Fresh water/Drinking
water
Figure 2. Compressor cleaning using charge air (left) or pressure spray (right)
The water is either filled into the tank (21) and blown out using the charge
air pressure to connection A (variant 1 in Fig. 2 ) or is used to fill a
pressure spray (22), placed under pressure using an air pump (23) and
displaced by a cushion of air (variant 2).
Cleaning the turbocharger:
the turbine side using water
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Cleaning the turbine side is preferably carried out using water (see Fig.
3 ). The water is sprayed into the exhaust manifold in front of the
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turbocharger, either using a nozzle or a lance (see also operating

instructions for turbocharger in volume C1).
Alternatively or additionally, cleaning can take place using soft, granulated
material. The cleaning agent is blown using compressed air to the same
point (C) in the exhaust manifold.
or using solid matter
3 Turbocharger
C Turbine cleaning
J Exhaust from engine
D Waste water
Figure 3. Turbine cleaning using water or granules
Jet Assist acceleration device
The Jet Assist acceleration device is fed by the 30-bar compressed air
system. The flow of air is fed to the compressor casing and directed to the
compressor wheel through bore holes (30) distributed around the outside.
In this way, the volume of air is increased and the turbocharger
accelerated which results in the desired increase in charge pressure. See
section 3 -- Adapting the engine to ...
The pressure and throughput are set using the reducing valve and the
choke cover (31). Control guarantees that sufficient air is available for
starting procedures (see Fig. 4 ).
4
5
30
31
Compressor
Turbine
Flow hole
Choke cover
M Compressed air
O Control air
Figure 4. Jet Assist acceleration device
The charge air blower (variant 1 in Fig. 5 ) is used to improve the partial
load performance of the engine (see also section 3.5.8). When the
butterfly valve (40) is open, charge air flows through the blower pipe (41)
into the exhaust pipe. This leads to an increase in turbine performance
and a resultant increase in the charge pressure. The valve is activated
using a control cylinder (42) impinged with control air.
Charge air blower
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The charge air relief device (variant 2 in Fig. 5 ), the use of which is
restricted to sailing ships with full loads in arctic conditions or in the
operation of stationary engines with excess load, is also controlled using a
butterfly valve or by a spring loaded valve. The device is used 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 here to the
exhaust pipe.
Charge air relief device
3
40
41
42
43
Turbocharger
Butterfly valve
Blower pipe
Control cylinder
Relief pipe
J Exhaust from the

engine
G Fresh air
H Charge air to the
engine
Figure 5. Charge air blower and charge air relief device
Tip! For explanations of the symbols and letters used, see section 5.
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2.4.2
Compressed air is required for starting the engine and for a number of
pneumatic controls. For starting, $ 30 bar is required. For the controls, 30
bar, 8 bar or lower pressures are required.
1
2
3
5
6
7
8
9
Pipe
M462 air filter
Pipe
Venting valve
Feed pipe
Main starter valve
Pipe
M317 control valve
10
11
12
13
14
15
16
17
Pipe
Safety valve
Starter pipe
Starting valve
Branch conduit
Control pipe
M388 operator station
Booster servomotor
19 Emergency stop valve

M329/2
20 Pipe
21 Starting air valve
22 Fuel injection pump
23 Stop piston
25 M306 blocking valve
(turning gear)
26 Pilot valve M329/1
Figure 1. Starting diagram
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Compressed air route
Compressed air, which is preferably taken from two independent air

cylinders, flows over a main starter valve (see Fig. 1 and 2 ) and
pneumatically controlled starting valves (13) to the cylinders (7). One part
of the air is fed through the air filter (2) and the pilot valve (26) to the
starting air valves (21) and from there through the control pipe (15) to the
starting valves (13).
Figure 2. Main starter valve
When the shut--off valve on the compressed air cylinder is opened,

compressed air flows to the main starter valve (7) and through the pipe (8)
to the control valve (9). At the same time, compressed air flows through
the air air filter (2) and the pipe (1) to the pilot valve (26), the emergency
stop valve (19) and the blocking valve (turning gear) (25).
13
30
31
32
Starting valve
Cylinder head
Inlet valve
Exhaust valve
A Control air from the

starting air valve
B Compressed air from
the main starter valve
Figure 3. Starting valve
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When the blocking valve (25) is open, i.e. the turning gear is out of gear
and there is no starting block from the safety control (only for stationary
engines), the air flows on to the pilot valve (26). As soon as it receives a
start command from the automatic device or from the operator station (16)
it can switch to passage and leaves the way open to the starting air valves
(21), to the control valve (9) and to the booster servomotor (17) . In cases
of emergency, the pilot valve (26) can also be operated manually. The
control valve (9) now opens the main starter valve (7) and closes the
venting valve (5), so that compressed air flows through the starter pipe
(12) to the starting valves (13) (see Fig. 3 ).
According to the setting of the camshaft (28), the starter control damper
(21) air vent on one cylinder is covered by the starter cam (27) (see Fig.
4 ). Thus a piston in the starting air valve opens the passage, and air
flows over the control pipe (15) to the starting valve affected and opens it.
The compressed air present flows into the cylinder and presses the piston
down, i.e. the crankshaft starts to turn. When the starter cam runs out of
the area of the pulse pipe, the starting air valve (21) closes, the air feed is
interrupted and the pipe (15) is vented. The start periods of individual
cylinders overlap in order to guarantee a secure starting at each
crankshaft setting.
Starting air valve
21 Starting air valve with

pulse pipe
27 Starter cam
28 Camshaft
29 Eccentric shaft
Figure 4. Starting air valve/camshaft
Fill limit
The fill limit during the start procedure and shortly after the start is carried
out in normal mode through control by the controller from the automatic
device and in emergency mode manually directly on the controller.
Firestop
A firestop is built in to each branch conduit (14) and prevents a blowback

of flame in the case of a damaged starting valve (see Fig. 1 ).
Drainage
There is a drain tap in the connection pipe between the compressed air
cylinder and the feed pipe (6) at the lowest point. This tap must be opened
at regular intervals in order to release any condensed water from the
pipes. It is also used for venting the pipes before assembly work. The
relief tap on the main starter valve serves the same purpose and is
arranged parallel to the relief pipe of the venting valve.
Relieving the pipe

before assembly work
Before starting maintenance work, the relief tap must be opened. This
prevents pressure building up in front of the main starter valve through
leaks in the compressed air blockers.
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Attention! The pressure is sufficient to inadvertently start the

motor.
Emergency stop
There is an emergency stop device for the fastest possible halt to the
engine in the case of emergency. On activating it, the emergency stop
valve (19) is opened electrically and air flows over the pipe (20) to the stop
pistons (23) on the fuel injection pumps (22) and sets the control rods to
zero fill. Switching off the engine therefore depends on the setting of the
controlling rod assembly and the speed governor.
Blow through
Before starting the engine, the combustion chambers must be blown

through using compressed air. This is done by starting up the start
procedure with open indicator valves. In doing so, the fill of the fuel pumps
must be at zero/the emergency stop button must be depressed.
Turning with slow-turn device
With engines which are started in automatic mode, the opening of the
indicator valves is not assured. Before starting, the slow-turn device is
activated.
The device allows the engine to be slowly turned over through approx.
2 1/2 revolutions with the aim of checking whether all cylinders chambers
are free of liquid for the subsequent start. The device is based on the
existing starter system. It works with a reduced starter presure of approx.
8 bar.
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Fuel oil system
1
2
3
4
5
6
Manifold
Heat pipe
Distributor pipe
Leakage collector pipe
Injection valve
Venting pipe
2.4.3
7
8
9
10
11
12

Stop cock
Supply pipe
Injection pipe
13
14
15
16
17
Return pipe
Stop cock
Fuel injection pump
Buffer pistons
Pressure control valve
Figure 1. Fuel diagram (figure shows engine L58/64 -- applies also to L+V 48/60)
The fuel is fed from a free-standing pump through a filter into the
distributor pipe (3) (see Fig. 1 ). From here, an supply pipe (11) branches
to each fuel injection pump (15) with a stop cock (10) (see also Fig. 2 ).
The return of excess fuel is carried out through the manifold (1) which is
also connected through return pipes (13) with stop cocks (14) to the
injection pumps. In this way, each individual pump can be blocked from the
fuel inlet and removed without the whole pipe system having to be drained.
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10
11
12
13
14
Stop cock
Supply pipe
Injection pipe
Return pipe
Stop cock
Figure 2. Fuel injection pump with pipes (example L 58/64)
Buffer piston
A small venting pipe (6) is connected to the manifold (1) so that no air
cushions can form. The buffer pistons (16) attached to the pipes (1 and 3)
dampen the shock pressures which occur in the pipes (see Fig. 3 ).
Figure 3. Buffer pistons (example L 58/64)
Pressure control valve
The excess fuel flows back over the pressure control valve (17) at the end
of the manifold to the mix container (see diagram, Fig. 1 ). This
arrangement means that pre-heated fuel can be pumped around to warm
the pipe system and the fuel injection pumps before starting the engine.
Heat pipe
The heat pipe (2) for the heavy oil mode arranged between the distributor
and the manifold is also used for compensating heat losses. The heat
return pipes serve the purpose to heat the leakage fuel pipe.
Fuel injection pipe/

Leakage fuel pipe
The fuel injection pumps (15) feed the fuel in the injection pipes (12) to the
injection valves (5) (see Fig. 4 ). The leakage fuel (B) running from the
injection valves and fuel injection pumps is collected in the leakage
collector pipe (4) and fed to the manifold (8) at the foot of the fuel injection
pumps (see diagram, Fig. 1 ).
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5 Injection valve
18 Cylinder head
A Fuel from the fuel

injection pump
B Leakage fuel
Figure 4. Fuel injection valve
With automatic installations, the injection pipes (12) are monitored for
leaking fuel. For this purpose, the injection pipes are encased. The leaking
fuel resulting from untight screw fittings or damaged pipes runs into the
sleeve pipes to the leakage collector pipes (9) and on to the leakage
collector pipe (7). It is possible to attach to this pipe a container with level
monitoring to trigger an alarm.
System on the side of the installation
Engines operated using heavy oil must be equipped with a few

accessories (mix containers, heaters, viscosimeter, etc.). The exact
arrangement of the individual devices is shown in the fuel diagram of the
respective installation.
Refer to Technical Documentation Volume -- Engine and System
Accessories.
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2.4.4
Tasks/contexts
The most important tasks
The following tasks have to be carried out in the context of engine power
and engine speed:
parameters have to be changed or

kept constant,
there must be certain reactions to disturbances,
values must be limited and
if there are several engines in an installation, then these have to be
balanced to one another.
These tasks cannot be managed by one element/one system alone.

Depending on the design of the installation, the following are required in
different levels of completeness:
Systems involved
Everything is carried out through

the filling setting.
a speed and power limitation system,

a speed and power control system, possibly
a synchronization system,
a load distribution system and
a frequency control system.
It is only possible to actively influence the engine speed and the engine
power through the capacity setting of the fuel pumps. This is done using
the control rod assembly and the speed governor. Certain capacity
settings (filling settings) produce,
- in engines which drive generators, a certain power point on the

(constant) nominal speed line f A Pvar / nconst;
- in the case of engines which drive fixed propellers, a point on the
propeller curve and
- in the case of engines which drive adjustable pitch propellers, a point
on the combiner curve/in the propeller characteristic diagram.
In these two cases, the following applies:
f A Pvar / nvar.
Speed and power control system
The speed and power control system compares the actual speed to the
target speed. To do so, an actual value must be recorded and a target
value or, under certain circumstances, a selected target value, must be
stated. The controller determines the required correction signal. In
addition, through its setting it establishes the reaction ratios of the control
and it limits speeds and thus power.
Synchronization device
A synchronization device is required in engines which drive rotary current

generators. Rotary current systems may only be interconnected if
frequencies (speeds), voltages and phase position agree and if the energy
producing engines have the same power efficiency. The first conditions
must be created by influencing the generator (voltage) and the engine
(frequency/speed and phase position). The second condition must be
fulfilled by conscientious setting of the speed governor.
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Effective load-distribution
system
Generally, with multi-engine installations, you must avoid units with

different percentual loads working in parallel. For this, the effective load
distribution system is used. It compares the power signals of
interconnected units and supplies adjustment pulses over the remote
speed adjustment device to the speed governor until a balance is
achieved.
Frequency control system
The load distribution system is usually combined with a frequency control

system in generator units. In this, the busbar frequency must be compared
to the pre-stated frequency (e.g. 50 Hz or 60 Hz) and, in the event of
discrepancies, compensated through pulses on the speed controls.
1 Camshaft drive
2 Pulse detector
3 Speed governor
(electronic part)
4 Speed governor with
final positioning device
5 Rods
6 Control shaft
7 Fuel injection pump
8 Control rod
9 Emergency stop piston
10 Articulated lever
11 Emergency stop valve
12 Inductive position pick-up
13
14
15
16
Operating device
Booster servomotor
Tacho machine
Electronic control
(only in electronic speed
governors)
KS Coupling end
KGS Free end
A1 Mechanical actual speed
controller
A2 Electronic actual speed
controller
B Target value of speed

a Pulse higher/lower
b Pulse Stop
C Fill limit dependent on
charge air
E Actual value of fill
F Compressed air for
emergency shut-down
G Control air
H Fuel
a Feed
b Injection
c Return
P Charge air pressure
Figure 1. Speed and power control system
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Speed and power control system (mechanical-hydraulic)
The hydraulic speed and power control system -- or, more simply named,
the speed controller -- is used mainly in stationary installations and
consists in a restricted sense of the remote speed adjuster (setpoint
generator), the mechanical speed governor (4) with the hydraulic final
positioning device and the stop device (see Fig. 1 and 2 ). When used
in main ships engine, this list also includes the fill limits.
Components
2 Pulse detector
4 Speed governor with
final positioning device
5 Rods
6 Control shaft
12 Inductive position pick-up
14 Booster servomotor
15 Tacho machine
Figure 2. Mechanical-hydraulic speed governor, made by Woodward type

PGA 200 (example L 58/64)
The speed governor is located on the coupling end. It is driven by the

control shaft drive and is mechanically connected via the rods (5) to the
control shaft (6) of the fuel injection pumps (see Fig. 2 ). The actual
speed governor is located on the hydraulic final positioning device (4). The
booster servomotor (14) supports the final positioning device. It assures
the oil pressure necessary for starting the engine. The remote adjustment
and stopping device is installed either on the engine or remote from it, as
required.
Arrangement
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The speed target value requirement (fill requirement) is carried out in the
simplest way using a lever on the operator station. The target value is
converted into spring resistance in the speed governor. This is done using
a slide valve, which pre-tensions a speed spring (17) using oil. The
resistance to the spring is formed by governor weights (18) (see Fig. 3 ).
Method of operation
17 Speed spring
18 Governor weights
J Oil from the slide valve
Figure 3. Diagram of mechanical speed governor
The force of the governor weights attempts to lift the slide valve whilst the
force of the speed spring works against this. When the engine is running
at a constant speed, the forces are counterbalanced and the governor
weights are vertical. Any change in the balance of forces leads to a
movement in the slide valve. This movement is converted into a rotation
and thus moves the control rods of the fuel pumps. This changes the
amount of fuel injected into the combustion chambers.
The control rods of the fuel pumps are connected to the control shaft using
articulated levers. The articulated lever is designed so that it can bend in
either direction of movement if a certain controlling torque is exceeded
(see Fig. 4 ). This means that a jammed control rod or a control rod pump
piston unable to rotate cannot block the other fuel injection pumps.
Normally, the divided lever is held in its bearings by an extension spring.
Articulated lever
1
2
3
4
5
Control shaft
Articulated lever
Tension spring
Adjustable joint rod
Control rod
(shown in rotated
position)
Figure 4. Effect of the articulated lever (a Starting position, b Control rod blocked in ZERO position, c Control rod blocked in
FULL position)
Starting and accelerating

(fill limit)
On starting and accelerating the engine, certain amounts of fill must not be
exceeded, e.g. to guarantee an accelerating which is as free as possible of
smoke, or manoevring without overstraining. To do this, the charge air
pressure is fed directly into the limiting device in the speed governor.
Stopping the engine
Normally, the engine is stopped on setting the charge back to Zero. This
can be done using the remote control device or at the operators stand.
Emergency shut-down
In cases of emergency, the engine can be stopped by feeding control air to

the emergency stop piston of the fuel injection pumps (see section 2.4.2).
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A speed pick-up is necessary for the emergency shut-down. This is carried

out through the tacho machine (15), which is located on the main drive
pinion for the speed governor (4) (see Fig. 2 ). Redundant to this, a pulse
detector (2) is attached radially to the camshaft drive (see Fig. 6 ,
showing three pulse detectors). The pulse detector records the actual
speed of the engine by sampling the contour of the cog. Whenever a tooth
moves past the pick-up, a voltage is created which then collapses in the
space between the teeth. The frequency of the voltage signals is
proportional to the engine speed. The tacho machine detects mechanically
the speed.
Charge display/charge sensor
At the end of the control shaft, its deflection is transfered to an inductive

position pick-up (12) (see Fig. 2 ). In this way, 4-20 mA signals are
created, which permit a remote display or another type of processing. At
the control rods of the fuel injection pumps, the charge can be read off the
impressed scale.
Speed and power control system (electronic-hydraulic)
The electronic speed governor is mainly used in multiengine ship

installations or suction dredgers. Basically, both an electronic and a
mechanical speed control are possible. The mechanical control, however,
is only used in emergencies, e.g. in the case of the elecronic control
failing. The switch-over takes place at the operator station.
The electronic-hydraulic controller consists of the same components as
the mechanical-hydraulic speed governor, plus an electro-hydraulic
converter, an electronic speed governor and an oil cooler (22) (see
Fig. 5 ). The oil cooler cools the hydraulic oil which is heated by the larger
oil pump.
Components
22 Oil cooler
23 Switch-over device
(mechanical -electronic)
Figure 5. Electronic-hydraulic speed governor made by Woodward type
PGG-EG 200 (example L 48/60)
Arrangement/Mode of operation
6640
2.4.4--01 E
Three pulse detectors are arranged radially to the camshaft drive, two of
which supply the actual speed value to the electronic control device (see
Fig. 6 ). The third is used to check the engine speed for the emergency
shut-down.
05.99
48/60, 58/64
105/ 06
1 Camshaft drive
2 Pulse detector
Figure 6. Arrangement of the pulse detector on the camshaft drive
An analogue current signal of 4-20 mA is required as a speed target value

for the controller. In the simplest case, the target value can be stated using
higher/lower keys, for example arranged on the operator station by the
engine.
In the electronic control device, the difference between the actual and
target speeds is evaluated. In this, the amount and the direction of the
deviation, the duration and the speed of change is taken into
consideration. As a result, a correction signal is transferred in the form of
an electric variable to the final positioning device and there converted,
using an electro-hydraulic converter, into the force required to adjust the
filling rods.
Through a corresponding adjustment in the controller, the operating
behaviour of the engine can be adjusted to the prevailing conditions or the
operating aims. See print script in section D of the Technical
Documentation.
Starting and accelearting (fill
limit)
The limit curves can be freely programmed in the controller. This is done
using a small programming device or at the generator itself.
Stopping the engine
On stopping, electronic impulses are fed to the control electrics. In cases

of emergency, the engine can be stopped by feeding control air to the
emergency stop piston of the fuel injection pumps (see section 2.4.2).
6640
2.4.4--01 E
05.99
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Injection time adjusting device
2.4.5
Mechanical injection timing
Functional description
The cam follower (6) for driving the injection pump is supported on the
eccentric shaft (7) -- refer to Figure 2 . This shaft can be turned by
means of lever (1) and threaded rod (2), which is supported in the counter
bearing (3) -- refer to Figure 1 . Thereby, the position of the cam follower
to the camshaft (7) is changed.
Injection time adjustment
Depending on the direction of shifting, start of injection can be advanced

or deferred. This way, injection timing can easily be adjusted to different
fuel oil qualities. By adjustment in the direction of Early (max. +3 ), an
increase of the ignition pressure to the design point is possible within the
scope of service work. On the other hand, adjustment in the Later
direction (max. --2 ), leads to a considerable reduction of nitrogen oxide
emission, in connection with a drop in ignition pressure. The respective
adjustment is indicated by pointer (4) on scale (5).
Injection timing is in general to be adjusted in such a way that combustion
is completed shortly after TDC. This can be gathered from the ignition
diagrams.
1
2
3
4
5
6
7
9
Lever
Threaded rod
Counter bearing
Pointer
Scale
Cam follower
Eccentric shaft
Injection pump
Figure 1. Injection timing
6640
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6 Cam follower
7 Eccentric shaft
8 Camshaft
Figure 2. Camshaft with eccentric shaft
Electrical injection timing
Electrical injection timing works the same way as mechanical injection

timing with the exception that the eccentric shaft is adjusted electrically.
A three-phase geared motor (9) drives the eccentric shaft via a worm gear
(10) -- refer to Figure 3 . In order to comply with the IMO requirements,
two positions can be selected. They can be defined via two infinitely
variable limit switches (11) which are attached to the casing.
Brake
On the coupling side and on the free engine end (depending on the
number of cylinders) of the eccentric shaft, hydraulic brakes are mounted
which keep the shaft in its position. On the coupling side, the hydraulic
brake is located in the gear casing (12). On the free engine end, it is
separately fastened to the eccentric shaft.
Before an adjustment is made, the hydr. brake/brakes as well as a spring
brake is/are released on the three-phase motor. Releasing and actuating
the hydraulic brakes is always effected by means of pressure oil which is
applied to the piston(s).
9 Three-phase geared
motor
10 Worm gear
11 Limit switch
12 Hydraulic brake
Figure 3. Electrical injection timing
6640
2.4.5--01 E
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Lube oil system
2.4.6
Lubricating the engine and the turbocharger
1
2
3
4
5
6
7
8
9
10
12
14
Distributing pipe
Branch pipe
Drain pipe
Injection pump
Rocker arm
Piston
Branch pipe (main
bearing bolt)
Supply pipe
(injection pumps)
Spray nozzle
Supply pipe (turbocharger)
Supply pipe
Branch pipe (external
camshaft bearing)
15 Branch pipe
(intermediate wheel
bearing)
16 Branch pipe
(external crankshaft
bearing)
17 Branch pipe
(intermediate wheel
bearing)
18 Branch pipe
(governor drive)
19 Spray nozzle
20 Branch pipe
(load control pilot valve)
21 Drain pipe
22 Speed governor
23 Supply pipe
24
25
26
27
28
29
30
31
32
33
34
Main bearing
Main bearing bolt
Big-end bearing
Piston-pin bush
Branch pipe (injection
pump drive)
Camshaft bearing
Branch pipe, rocker arm
Eccentric shaft bearing
Eccentric shaft
Cam follower
Distributing pipe
Figure 1. Lubricating oil diagram
6640
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The route of the lubricating oil
A lubricating oil pump (attached to the engine or independently driven)

sucks the lubricating oil from the service tank and presses it through
cooler, pressure regulating valve and filter to the distributing pipe (1) arranged on the exhaust side of the engine (see Fig. 1 ). The oil routed
away by the pressure regulating valve runs back to the service tank in an
overflow pipe. A supply pipe (23) leads from the distributing pipe (1) to
each main bearing (24) from which branch pipes (7) lead to the bore holes
for the main bearing bolts (25) in the crankcase. The inflowing oil damps
oscillations of the long bearing bolts. In the upper area of the crankcase,
the oil emerges through overflow bore holes and runs freely off into the
crankcase.
Oil flows through bore holes in the crankshaft from the main bearings (24)
to the big-end bearings (26) and from there through bore holes in the connecting rods to the piston-pin bushes (27) and on to the cooling spaces of
the pistons (6). From the pistons, it runs freely off into the crankcase
through bore holes. The first main bearing between the coupling flange
and the camshaft drive is supplied with oil by the supply pipe (12), the
short branch pipe (16) and a duct in the crankcase. Branch pipes lead
from the supply pipe (12) to the external camshaft bearing (14), to the intermediate wheel bearings (15 and 17), to the different bearing points in
the governor drive (18) and the spray nozzle (19) at the bottom. The three
upper spray nozzles (9) for the meshing in the camshaft drive are also
connected to the supply pipe (12) by short branch pipes.
Lubricating the camshaft and injection pump
The distributing pipe (34), which branches off the distributing pipe (1) on
the free engine end, is arranged in the camshaft trough. Branch pipes
(30) lead from the distributing pipe to the camshaft bearings (29), the eccentric shaft bearings (31) and to the bearings of the rocker arms (5) in the
cylinder heads. The oil flows from the eccentric shaft bearing (31) through
bore holes in the eccentric shaft (32) to the cam followers (33) for the
valve and injection pump drives. The drive tappets of the injection pumps
(4) are also lubricated through short branch pipes (28) from the distributing
pipe (34), whilst the injection pumps (4) themselves are supplied with oil
via the supply pipe (8) and short branch pipes (2).
Return to the crankcase
The oil running off the rocker arm bearings collects on the respective cylinder head and runs through the pipe (3) and the protective tube of the push
rod into the camshaft trough and from there back into the crankcase.
Oil sump
The oil sump is used as a collecting tank for the lubricating oil dripping
from all the bearing points. On the coupling side and the free end, drain
pipes are connected to the front end, in which the oil can be returned to
the service tank.
Speed governor
The speed governor (22) has its own lubricating oil circuit and is thus not
connected to the lubricating oil circuit of the engine. In the case of marine
engines, the branch pipe (20) leads to the load control pilot valve in the
speed governor, and the drain pipe (21) leads back to the crankcase.
Turbocharger
The turbocharger is supplied via supply pipe (10). For a description,

please refer to the Operating instructions of the turbocharger in Volume C1.
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Cylinder lubrication
35
36
37
38
39
40
41
42
43
44
45
46
47
48
Cylinder liner
Lubrication bore hole
Cylinder crankcase
Lubrication bore hole
Connection pipe
Connection pipe
Supply pipe
Drain pipe
Oil pump
Supply pipe
Drain pipe
Block distributor
Proximity switch
Drain pipe
Figure 2. Cylinder lubricating oil diagram
The running surfaces of the pistons are supplied with oil through lubrication bore holes in each cylinder liner by an oil pump and a block distributor.
The oil pump (43) and the block distributor (46) are fitted on the exhaust
side (see Figures 2 and 3 ). Circulating oil from the distributing pipe is
sucked in by the oil pump through the supply pipe (44) and fed to the block
distributor through the supply pipe (41). Connection pipes (39 and 40) lead
from there to the lubrication bore holes (36 and 38) in each cylinder liner
(35). The movements of the main piston of the block distributor are monitored by a proximity switch (47) and a pulse evaluation device. The excessive oil delivered is routed through the drain pipes (45 and 48) back to
the oil pump and/or through the drain pipe (42) into the cylinder crankcase.
Figure 3. Block distributor with oil pump
6640
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Valve seat lubrication
1
37
64
65
Distributing pipe
Cylinder crankcase
Supply pipe to the pump
Drain pipe
66 Lube oil pump

67 Supply pipe to the block
distributor
68 Lubricating oil nozzle
69 Connection socket
70 Charge air pipe

71 Block distributor
72 Supply pipe to the individual cylinders
73 Drain pipe
Figure 4. Valve seat lubricating oil diagram*
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The valve seats of the inlet valves are supplied with lubricating oil via lubricating oil nozzles (68) in the charge air pipe (70) - refer to Figure 4 . For
this purpose, one nozzle (68) each is installed in the connection socket
(69) of the charge air pipe. An electrically driven radial piston pump (66)
draws the required lubricating oil from the lubricating oil distributing pipe
(1) and conveys it to the block distributor (71) on the control side of the
engine. From the block distributor, the lubricating oil is routed to the
nozzles (68) of the individual cylinders. The intake air stream carries the
oil emerging at the nozzles to the valve seat.
The excessively delivered oil is, at the lube oil pump (66) as well as at the
block distributor (71), routed back to the cylinder crankcase through the
drain pipes (65 and 73 respectively).
Important! The delivery rate of the pump is set in the manufacturing
works. The setting is not to be changed!
*
The number of supply and drain pipes connected to the block distributor depends on the number of cylinders of the engine and may deviate
from the diagram!
Monitoring of the main bearing temperature
The temperatures of the main bearings are measured by temperature sensors in the main bearing caps (24) - refer to Figure 5 . For this purpose,
the Pt 100 resistance temperature sensors (50), which are attached in an
oil-tight manner, are used. The measuring cables run in the crankcase up
to the cable duct level on the exhaust side, and are there led to the outside, to the terminal box.
24 Main bearing cap

49 Crankshaft
50 Resistance temperature sensor
Figure 5. Monitoring of the main bearing temperature
Splash oil monitoring system
The temperatures of the running gears and big-end bearings are monitored by temperature sensors in the crankcase covers. For this purpose,
one Pt 100 resistance temperature sensor is installed in one crankcase
cover (74) per running gear. This resistance temperature sensor determines the temperatures of the splash oil (see Figure 6 ). The splash oil is
collected in an oil collector tray (75) on the inside of the respective crankcase cover. Via measuring cables (80), the ascertained temperatures are
6640
2.4.6--01 E
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transmitted to an operating and control unit which is attached to the engine

or mounted in its vicinity.
37 Cylinder crankcase
74 Crankcase cover
75 Oil collecting tray
77 Resistance temperature
sensor
78 Connecting rod
79 Balance weight crankshaft

80 Measuring cable
81 Protecting tube
Figure 6. Splash oil monitoring system
The control unit evaluates each measured temperature in order to determine if a defined maximum value and/or a permissible maximum deviation
from the mean value has been exceeded.
The operating unit is equipped with a display panel, where all measured
temperatures as well as their deviations from the mean value can be read
off. On the operating panel of the control, the present system conditions plant in operation/pre-alarm/alarm - are indicated.
In case of an emergency, when a permissible maximum temperature is
exceeded, the monitoring equipment shuts the engine off via the safety
system of the engine plant.
Oil mist detector
Incipient damage to the bearings, piston seizure or blow-through from the

combustion chamber cause an increased formation of oil mist. This can
be diagnosed using an oil mist detector (see Figure 8 ) before serious
damage is caused. By means of the oil mist detector, the oil mist concentration or the opacity of the air in the crankcase is monitored. For this
purpose, air is sucked in continuously from all crankcase sections by
6640
2.4.6--01 E
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means of a jet pump, cleaned from larger oil droplets and fed to a measuring section (60) with infrared filters (58) - see Figure 7 .
51
52
53
54
55
56
57
58
59
60
61
62
C
D
E
F
Collection chamber
Separator
Detector
Transmitting LED
Flow control
Temperature sensor
Air filter
Infrared filter
Receiving diode
Measuring section
Air jet pump
Control and monitoring
unit
from the crankcase to
the collection chamber
from the separator to
the detector
to the air jet pump
Air stream
Figure 7. Crankcase monitoring by means of oil mist detector
The receiving diode (59) located at the outlet supplies an electrical signal
to the monitoring unit (62), according to the amount of light received.
Figure 8. Oil mist detector
See brochure in Volume D1.
6640
2.4.6--01 E
01.01
L 58/64
107/ 07
2.4.7
2 Cylinder head
4 backing ring
30 Charge-air cooler
C
D
E
F
HT High-temperature circuit (stage I)

NT Low-temperature circuit (stage II)
A Cooling water for charge-air cooler and
cylinder
B Cooling water for downstream of charge-air
cooler/upstream cylinder
Cooling water downstream of cylinder

Cooling water for charge-air cooler, stage II
Charge air
Cooling water for injection nozzles
(admission)
G Cooling water for injection nozzles (drain)
H Water drain (manifold)
K Vent for cylinder cooling and charge-air
cooler (manifold)
AGS Exhaust counter side
KS Coupling end
Figure 1. Cylinder/nozzle cooling water system (drawn up for two-stage charge-air cooler)
Overview
To guarantee the lowest possible thermal stresses, the following must be

cooled
Circulation/coolant
- the components which form the combustion chambers and

(through a separate system)
- the fuel injection valves.
The charge air heated in the turbo supercharger is cooled down using the
supercharger intercooler. This is done in the interest of increasing the air
mass available for combustion.
6640
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Prepared fresh water is used for cooling. The supercharger intercoolers

are also cooled using fresh water, and in a few cases using sea water or
untreated water. With two-stage supercharger intercoolers, the first stage
has engine cooling water flow through (high temperature circulation), and
the second stage has fresh water from the low temperature circulation
(see Fig. 3 ).
Cylinder cooling
The cooling water distributor pipe (9) is attached to the exhaust side of the
engine. From here, inlet pipes (6) lead to the backing rings (4) of the
cylinder (see Fig. 1 ). In the backing ring, the water is fed upwards
around the upper part of the cylinder liner (5). The water flows through
bore holes from the backing ring into the cooling chamber of the cylinder
head (2), rinses around the lower part of the injection valve (3) and
emerges at the top at the cylinder head.
1
2
3
4
5
6
7
Exhaust valve
Cylinder head
Injection valve
Backing ring
Cylinder liner
Inlet pipe
Drainage tap
8
9
10
11
12
Drainage pipe
Distributor pipe
Distribution pipe
Thermometer
Shut-off tap
(exhaust valve)
13 Inlet bore hole

(exhaust valve
14 Drainage bore hole
(exhaust valve)
15 Drainage pipe
16 Venting pipe
Figure 1. Cooling water pipe -- high temperature circulation
6640
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In each drainage pipe (15), the water flows to the distribution pipe (10),
which is arranged parallel to the distributor pipe. The venting pipe (16)
leads from the individual cylinder heads to the compensator reservoir. In
the event of maintenance work, the engine cooling chambers can be
emptied using the drainage pipe (8).
Part of the cooling water flows out of the cooling chamber in the cylinder
head to the valve cages of the exhaust valves (1) and then also flows into
drainage pipe (15). To dismantle the exhaust valve, the feed and drainage
bore holes (13 and 14) can be blocked off using a tap (12).
Nozzle cooling
The fuel injection valves are cooled in their own fresh water circulation.
The distributor pipe (22) lies on the exhaust side (see Fig. 2 ). It flows
through the inlet pipe (23) into the cooling chamber of the injection valve
(3) and from here through the drainage pipe (20) to the distribution pipe
(18) on the control side.
Draining
To disassemble an injection valve, the pipes to the engine can be drained.

To do this, the shut-off valves (19) must be closed and the drainage valve
opened (21).
3
18
19
20
21
22
23
Injection valve
Distribution pipe
Shut-off valve
Drainage pipe
Drainage valve
Distributor pipe
Inlet pipe
Figure 2. Cooling water diagram of the injection valve
6640
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Cooling the charge air and turbo supercharger
Supercharger intercooler
Water from two cooling water circulations flows through the supercharger
intercooler:
- stage I, high temperature water coming from the engine,

- stage II, low temperature water.
The inlet and outlet of water is carried out in the HT circulation using pipes
(33 and 32) (see Fig. 3 ). To vent and drain, there are sealing plugs (31
and 29). Condensed water which can occur in considerable amounts in
intercoolers and charge pipes under certain circumstances is fed to the
condensed water discharge (28) through a float valve. Above the float
valve there is an overspill pipe branch which leads to a tank with level
monitoring. The additional condensed water discharge (34) at the other
end of the charge pipe must be opened by hand if required.
24
25
26
27
28
29
30
31
32
33
34
Drainage pipe
Turbo supercharger
Inlet pipe
Waste water drain
Condensed water
discharge
Drainage screw
Charge air cooler
Drainage screw
Drainage pipe
Inlet pipe
Condensed water
discharge
I High temperature
circulation
II Low temperature
circulation
Figure 3. Cooling water diagram of the supercharger intercooler and the turbo supercharger
The turbo supercharger is connected to the cooling water circulation of the

engine. The inlet pipe (26) branches away from the distributor pipe on the
engine and from below leads to the bearing housing of the turbo
supercharger. The drainage pipe (24) is connected to the bearing housing
above.
Turbocharger
6640
2.4.7--01 E
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In addition, there is a waste water drain (27) on both the turbine housing
below and on the face side, which are used for draining water from the gas
chamber. The connections must be opened when the turbines are
cleaned.
Charge air temperature control
The engines must be controlled in use in the tropics in order to avoid

condensed water in the charge pipe and also with regard to the charge air
temperature. This is carried out using the CHATCO temperature control
(see Fig. 4 ), where the following physical boundary conditions apply: In
compressing and cooling the charge air, water is precipitated. Under
unfavourable conditions up to 1000 kg/h with larger engines. The amount
increases:
CHATCO
with an increase in inlet air temperature,

with an increase in inlet air humidity,
if the charge air pressure increases and
if the charge air temperature falls.
The amount of condensed water must be reduced as much as is possible.

Water must not enter the engine. This is guaranteed through constructive
measures and can be supported by controlled charge air temperatures.
CHATCO covers a 3-way temperature control valve in the low temperature
branch of the supercharger intercooler, an electronic temperature controller and two temperatur gauges -- one in the charge pipe and one in the
inlet area of the turbo supercharger (e.g. in the inlet air flue).
1 Supercharger
intercooler
2 Temperature control
valve
3 CHATCO cabinet
A
B
c
d
Charge air
Cooling water
inlet air temperature
Charge air temperature
ST
GT
TE1
TE2
TC
Engine speed
Fuel pump fill
inlet air temperature
Temperature controller
Figure 4. CHATCO -- control diagram
The charge air temperature is increased continually from a certain inlet air
temperature. The control is active in all operational modes in which no
charge air pre-heating takes place.
6640
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Technical data
6682
2.5
2.1
2.2
2.3
2.4

Engine
Systems
2.5
Technical data
2.5--01 E
07.97
101/ 01
2.5.1
Designations/work numbers
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Works number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Works number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see the name plate
Turbocharging method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . constant pressure
Accetance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Works acceptance test
Mode of operation and drive
Case of application
Correct
Stationary engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
..............
Marine main engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
..............
Marine auxiliary engine . . . . . . . . . . . . . . . . . . . . . . . . . . .
..............
Drive configuration
Correct
Fixed-pitch propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
..............
Controllable-pitch propeller . . . . . . . . . . . . . . . . . . . . . . .
..............
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
..............
Other . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
..............
Fuel oil
Correct
Diesel fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . 700
mm2/s
Operation/monitoring
6640
..............
..............
Correct
2.5.1--01 E
Automatic remote control . . . . . . . . . . . . . . . . . . . . . . . . .
..............
Remote control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
..............
Central control/unmanned operation . . . . . . . . . . . . . . .
..............
Standard monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
..............
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Continuous rating/reference
condition
Output
Ambient air temperature
Charge-air cooling water temp.
Barometric pressure
Site altitude
MCR
..............
..............
..............
..............
..............
to ISO 3046/I
(reference cond.)
................
................
................
................
................
to ISO3046/I
(on site)
...............
...............
...............
...............
...............
kW
C
C
bar
m above
sea level
Speed of engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . rpm

Sense of rotation . . . . . . . . . . . . . . . . . . . . . . . clockwise -Speed of turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . see test run
record
Mean effective piston pressure . . . . . . . . . . . . . . . . . . . . bar
Ignition pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 bar
Compression pressure . . . . . . . . . . . . . . . . . . . . . . . . 135 bar
Mean piston speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . m/s
Compression ratio e
. . . . . . . . . . . . . . . . . . . . . . 13.2 -Fuel oil consumption
MCR
Heavy fuel oil

Diesel fue oil/MDF
..............
..............
to ISO 3046/I
(reference cond.)
................
................
to ISO 3046/I
(on site)
. . . . . . . . . . . . . . . g/kWh
. . . . . . . . . . . . . . . g/kWh
Lube oil consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . .

................................................
Cylinder lube oil used . . . . . . . . . . . . . . . . . . . . . . . . . . . .
g/kWh
kg/h
see test run
record
Main dimensions
Cylinder diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 580

Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 640
Swept volume of one cylinder . . . . . . . . . . . . . . . 169.09
Cylinder distance . . . . . . . . . . . . . . . . . . . . . . . . . . . 1000
mm
mm
dm3
mm
Ignition sequence
Cyl.
correct
Technical data
6640
2.5.1--01 E
Rotating clockwise* . . . . . . . . . . . . . . . . . . . . .
A 1-3-5-6-4-2-1 . . . . . . . . . . . . . . 1-2-4-6-5-3-1 . . . . . . . . . . . . . . .
C 1-2-4-6-7-5-3-1 . . . . . . . . . . . 1-3-5-7-6-4-2-1 . . . . . . . . . . . . . . .
B 1-4-7-6-8-5-2-3-1 . . . . . . . 1-3-2-5-8-6-7-4-1 . . . . . . . . . . . . . . .
A 1-3-5-7-9-8-6-4-2-1 . . . . 1-2-4-6-8-9-7-5-3-1 . . . . . . . . . . . . . . .
B 1-6-3-2-8-7-4-9-5-1 . . . . 1-5-9-4-7-8-2-3-6-1 . . . . . . . . . . . . . . .
07.99
L 58/64
102/ 03
Timing
Inlet valve
opens . . . . . . . . . . . . 50 Crank angle deg.

before TDC
closes . . . . . . . . . . . 20 Crank angle deg. after
BDC
Exhaust valve
opens . . . . . . . . . . . . 50 Crank angle deg.

before BDC
closes . . . . . . . . . . . 50 Crank angle deg. after
TDC
Overlap
. . . . . . . . . . . . . . . . . 100 Crank angle deg.
Starting valve
opens . . . . . . . . . . . 2-3 Crank angle deg. after

TDC
closes
on 6-cyl.
engines . . . . . 1322 Crank angle deg. after
TDC
closes
on 7-cyl. to 9-cyl.
engines . . . . . . 1162 Crank angle deg. after
TDC
Starting slide valve
opens/closes
see test run record
Start of delivery/end of delivery of injection

pump
see test run record
Barred speed ranges and emissions
Barred speed ranges/

Output restrictions
.................................................................
.................................................................
.................................................................
Please also refer to Sections 3.4.3 and 3.6.2
Emissions
Noise (barometric pressure) . . . . . . . . . . . . . . . .
dB(A)
acc. to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
....................
Noise (structure-borne noise) . . . . . . . . . . . . . . .
....................
acc. to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
....................
Harmful substances in the exhaust gas

NOx
*
..............................................
....................
acc. to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
....................
Sense of rotation viewed from the coupling side
6640
2.5.1--01 E
07.99
L 58/64
103/ 03
2.5.2
Service temperatures*
Air
Air upstream of compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 C 1)
Charge air
Charge air upstream of cylinder . . . . . . . . . . . . . . . . . . . . . . . (45 ... 58 C) 2)
Exhaust gas
Exhaust gas downstream of cylinder . . . . . . . . . . . . . . . . . . . . max. 510 C

Admissible deviation on individual cylinders from the average . . . . . 50 K
Exhaust gas upstream of turbocharger . . . . . . . . . . . . . . . . . . . max. 570 C
Cooling water
Engine cooling water downstream of engine . . . . . . . . . . . . 90, max. 95 C

Engine cooling water preheating . . . . . . . . . . . . . . . . . . . . . . . . . 60 ... 90 C
Cooling water upstream of injection valve . . . . . . . . . . . . . . . . . . 80 ... 85 C
Cooling water upstream of LT stage . . . . . . . . . . . . . . . . . . . (max. 38 C) 1)
Lube oil
Lube oil upstream of engine/upstream of turbocharger . . . 55, max. 60 C

Lube oil downstream of turbocharger (at full load) . . max. 5K above 110%
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . test run value
Lube oil preheating prior to starting . . . . . . . . . . . . . . . . . . . . . . . . . . 40 C
Fuel oil
Fuel oil (MDF) upstream of engine . . . . . . . . . . . . . . . . . . . . . . . . max 50 C

Fuel oil (HFO) upstream of engine . . . . . . . . . . . . . . . . . . . . (max. 155 C) 4)
Service pressures (overpressures)*
1)
Air
Air upstream of turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting air/control air
Starting air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . min. approx. 15, max. 30 bar

Control air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8, min. 5.5 bar
Charge air
Charge air upstream/downstream of charge air cooler

(pressure differential) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max. 60 mbar
Cylinder
Nominal ignition pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 bar

Individual cylinders, admissible deviation from average . . . . . . . . . . 5 bar
Safety valve (opening pressure) . . . . . . . . . . . . . . . . . . . . . . . . . . 180 5 bar
Crankcase
Crank case pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max. 5 mbar

Safety valve (opening pressure) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 mbar
Exhaust gas
Exhaust gas downstream of turbocharger . . . . . . . . . . . . . . . max. 25 mbar
Cooling water
Engine cooling water and charge air cooler, HT . . . . . . . . . . . . . . 3 ... 4 bar

Injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 ... 5 bar
Charge air cooler, LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5 ... 3 bar
Lube oil
Lube oil upstream of engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 ... 5 bar

Lube oil upstream of turbocharger . . . . . . . . . . . . . . . . . . . . . . . 1.3 ... 1.7 bar
6640
2.5.2--03 E
04.03
L 58/64
101/ 02
Fuel oil
Fuel oil upstream of engine (pressurised system) . . . . . . . . . . . . . 6 ... 8 bar

(opening pressure) . . . . . . . . . . . . . . . . 300 + 10 bar
(ditto, with new spring) . . . . . . . . . . . . . 330 + 10 bar
Injection viscosity
Fuel viscosity
(mm2/s at 50 C
180
320
380
420
500
700
(mm2/s)
12
12
12
12
14
14
Temperature after
preheater
( C)
124
137
140
142
140
146
Evaporation
pressure
(bar)
1.4
2.4
2.7
2.9
2.7
3.2
Required
system pressure
(bar)
2.4
3.4
3.7
3.9
3.7
4.2
Table 1. Pressure required in the fuel oil system as a function of fuel oil viscosity and injection viscosity
Test pressures (overpressures)
Control air
Control air pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 bar
Cooling spaces/water side
Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 bar

Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 bar
Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 bar
Injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 bar
Cooling system, cylinder cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 bar
Cooling system, injection valve cooling . . . . . . . . . . . . . . . . . . . . . . . . . . 7 bar
Fuel oil spaces
Fuel supply pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 bar
Lube oil
Lube oil pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 bar
Applicable at rated outputs and speeds. For conclusive reference values, see test run or commissioning record in Volume B5 and List of
measuring and control units in volume D.
1) In compliance with rating definition. At higher temperatures/lower pressures, a derating is necessary.

2) Higher value to be aimed at in case of higher air humidity (water condensing).
4) Depending on the fuel viscosity and injection viscosity. See Section 3 - operating media.
80 Controlled temperature.
6640
2.5.2--03 E
04.03
L 58/64
102/ 02
Weights
2.5.3
Weights of principal components
Components from top

downwards
Rocker arm casing with rockers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 760 kg

Rocker arm casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 483 kg
Cylinder head with valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2970 kg
Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1560 kg
Inlet valve with cage and flange . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135 kg
Exhaust valve with cage and flange . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133 kg
Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2290 kg
Backing ring of cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1123 kg
Top land ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147 kg
Piston with connecting rod big end and piston pin . . . . . . . . . . . . . . . . 799 kg
Piston without piston pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 kg
Piston pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163 kg
Connecting rod (conrod shank, connecting rod big end, big-end bearing
cap) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 950 kg
Connecting rod big end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236 kg
Connecting rod shank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396 kg
Big-end bearing cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212 kg
Main bearing cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 550 kg
Main bearing shell (shell half) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 kg
Crankshaft with balance weights . . . 6L 58/64 . . . . . . . . . . . . . . . 19900 kg
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9L 58/64 . . . . . . . . . . . . . . . 28600 kg
Balance weight of the crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 424 kg
Camshaft drive gear (2 pieces) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 375 kg
Torsional vibration damper . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 2630 kg
Damper mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 805 kg
Crankcase/tierod
Crankcase . . . . . . . . . . . . . . . . . . . . . . 6L 58/64 . . . . . . . . . . . . . approx. 50 t

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7L 58/64 . . . . . . . . . . . . . approx. 57 t
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L 58/64 . . . . . . . . . . . . . approx. 65 t
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9L 58/64 . . . . . . . . . . . . . approx. 70 t
Tierod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 kg
Cross tierod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 kg
Cylinder head bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 kg
Injection system
Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3150 kg
Torsional vibration damper, camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . 390 kg
Fuel injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155 kg
Fuel injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 kg
Charge-air and exhaust

gas system
NA 48 Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3000 kg
NA 57 Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4365 kg
Charge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 1950 kg
Charge air pipe (inner section for 2 cyl.) . . . . . . . . . . . . . . . . . . . . . . . 590 kg
Charge air pipe (inner section for 3 cyl.) . . . . . . . . . . . . . . . . . . . . . . . 894 kg
Exhaust gas pipe (inner section) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248 kg
Others
Cylinder lube oil pump with attachment . . . . . . . . . . . . . . . . . . . . . . . . . 46 kg

Speed governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 180 kg
6640
2.5.3--01 E
12.98
L 58/64
101/ 02
Weights of complete engines
6L 58/64
7L 58/64
8L 58/64
9L 58/64
6640
2.5.3--01 E
....................................................
....................................................
....................................................
....................................................
12.98
L 58/64
154 t
177 t
198 t
217 t
102/ 02
Dimensions/Clearances/Tolerances-- Part 1
2.5.4
Erluterungen
Explanations
Die nachstehende Tabelle ist geordnet nach dem

MAN--Baugruppensystem, d.h. nach den fett gedruckten, in den Zwischentiteln rechts angeordneten Baugruppennummern.
The table below has been organised by the MAN subassembly group system, i.e. by the subassembly
group numbers in bold face entred at the right of the
intermediate titles.
Mae und Spiele werden nach folgendem Schema angegeben:

X
Durchmesser der Bohrung
Y
Spiel
Z
Durchmesser der Welle
Dimensions clearances have been given by the following systematic principle:
X
Diameter of the bore
Y
Clearance
Z
Diameter of the shaft
Toleranzangaben werden aus drucktechnischen Grnden nicht wie blich

200
+0,080
+0,055
200
sondern 200 +0,080/+0,055 geschrieben.
6640
2.5.4--01 E
For convenience of printing, tolerances are not given

like
+0,080
+0,055
but rather as 200 +0,080/+0,055
07.02
L 58/64
101/ 04
Ma/Mestelle
Dimension/Measuring point
Nennma (mm)
Nominal dimension
(mm)
Zuganker
Spiel neu (mm)

Clearance when
new (mm)
Tie rod
012
665 Horizontal
90 Horizontal
M 72x4
A
B
C
2690 Vertikal
M 100x6 Vertical
A
B/C
Kurbelwelle
Crankshaft
020
**
A Wangenatmung
* Siehe Abnahmeprotokoll
** Siehe Arbeitskarte 000.10
A Crank web deflection

* See acceptance record
** See work card 000.10
Kurbelwellenlager/Palager
Main bearing/Location bearing
A
B
C
D
440 --0,040
---344 --0,100
----
2.5.4--01 E
---0,366 ... 0,495

0,50 ... 0,76
021
---*
---*
* Limiting value for thickness of bearing shells in the

zone of maximum loading. For criterias of replacement
see work card 000.11
* Grenzwert fr Lagerschalendicke im Hauptbelastungsbereich. Austauschkriterien siehe Arbeitskarte 000.11.
6640
Spiel max. (mm)

Max. clearance
(mm)
07.02
L 58/64
102/ 04
Ma/Mestelle
Nennma (mm)
Nominal dimension
(mm)
Drehschwingungsdmpfer
Spiel neu (mm)

Clearance when
new (mm)
Spiel max. (mm)

Max. clearance
(mm)
Torsional vibration damper
027
1390 ... 1600* Durchmesser

Diameter
240 ... 370* Breite
Width
* Je nach Auslegung
* Depend on design
Pleuellager/Kolbenbolzenlager
Crank bearing/Piston pin bearing
A
B
C
D
E
F
420 --0,04
---250 +0,30/+0,23
---250 --0,02
----
2.5.4--01 E
---*
---0,50
-------

* Grenzwert fr Lagerschalendicke im Hauptbelastungsbereich. Austauschkriterien siehe Arbeitskarte 000.11.
6640
---0,36 ... 0,48

---0,23 ... 0,32
---0,6 ... 1,2
030
07.02
L 58/64
103/ 04
Ma/Mestelle
Nennma (mm)
Nominal dimension
(mm)
Kolben
Spiel neu (mm)

Clearance when
new (mm)
Piston
A
B
C
Spiel max. (mm)

Max. clearance
(mm)
034
250 +0,040/+0,020
---250 --0,034
---0,020 ... 0,074

----
---0,120
----
* Die Auendurchmesser sind infolge der ballig--ovalen Form nur schwer zu kontrollieren. Auf die Angabe
genauer Mae wurde verzichtet, da die Lebensdauer
des Kolbens normalerweise durch den Verschlei der
Ringnuten bestimmt wird.
* Checking the outer dimensions of the piston is rather difficult due to its crowned, oval form. Exact dimensions are not listed because normaly the life of the
piston is, in any case, determined by the wear of the
ring grooves.
Kolbenringe
Piston rings
A
B
C
D
E
F
G
H
J
K
L
L
L
*
**
***
****
10 +0,300/+0,280
---10 --0,050/--0,090
---10 --0,016/--0,050
10 +0,180/+0,150
---12 +0,080/+0,060
---12 --0,016/--0,050
----------
Stospiel Ring 1,2,3,4

Stospiel Ring 1; bei gasdichten (berlappten)
Ringen Sachnr. -- 1366
Stospiel Ring 1; bei gasdichten (berlappten)
Ringen Sachnr. -- 1384
siehe Arbeitskarte 034.05
6640
2.5.4--01 E
07.02
*
**
***
****
034
---0,330 ... 0,390

---0,296 ... 0,350
------0,166 ... 0,230
---0,076 ... 0,130
---* 1,0 ... 1,4
** 1,4 ... 2,0
*** 2,2 ... 2,6
---0,8
---0,5
------0,3
---0,25
---****
****
****
Ring gap: Ring 1/2/3/4

Ring gap: Ring 1; gas-tight (overlapped) rings
Part No. --1366
Ring gap: Ring 1; gas-tight (overlapped) rings
Part No. --1384
See work card 034.05
L 58/64
104/ 04
2.5.5
Note: Decimal commas are used instead of decimal points, and an ellipsis (...) means from to, following German usage.
Ma/Mestelle
Nennma (mm)
Nominal Dimension
(mm)
Zylinderbuchse
**
580 +0,070
------------780
670
1452
960
675
134
maximal zulssiger Verschlei an Mestelle

der Lehrschiene (siehe Arbeitskarte 050.02)
Ovalitt, C
(A1 -- A2)
Mae A, B, C gltig fr Zylinderbuchse, nicht fr

Feuerstegring.
Das Ma A wird im oberen Umkehrpunkt des ersten
Kolbenringes quer und lngs zur Motorlngsachse gemessen.
6640
Spiel max. (mm)

Max. clearance
(mm)
Cylinder liner
A
B2*
B4*
B5*
C**
D
E
F
G
H
K
Spiel neu (mm)

Clearance when
new (mm)
2.5.5--01 E
08.00
*
**
050
----------------------------------
---1,740
0,464
0,174
0,60
-------------------
Maximum permitted wear at measuring point

of gauge bar (see work card 050.02)
Ovality, C
(A1 -- A2 )
Dimensions A, B, C apply to cylinder liner, not to top

land ring.
The dimension A is measured at the point of reversal
of the top ring parallel with and at right angles to the
longitudinal engine axis.
L 58/64
101/ 03
Ma/Mestelle
Nennma (mm)
Nominal Dimension
(mm)
Zylinderkopf/Zylinderkopfschraube
Spiel max. (mm)

Max. clearance
(mm)
Cylinder head/Cylinder head bolt
A
B
C
D
E
F
835
951,2
1105
791,6
2155
M 64x4
Steuerungsantrieb
-------------------
Camshaft drive
A
B
C
D
E
F
G
6640
Spiel neu (mm)

Clearance when
new (mm)
2.5.5--01 E
---------180 +0,182/+0,123
---180 --0,020/--0,045
----
08.00
055
-------------------
100
0,200 ... 0,381

0,175 ... 0,349
0,200 ... 0,377
---0,143 ... 0,227
---0,7 ... 1,2
L 58/64
0,46
0,42
0,45
---0,28
---1,30
102/ 03
Ma/Mestelle
Nennma (mm)
Nominal Dimension
(mm)
Nockenwellenlager
Spiel neu (mm)

Clearance when
new (mm)
Spiel max. (mm)

Max. clearance
(mm)
Camshaft bearing
A
B
C
D
200 +0,217/+0,206
---200 --0,029
----
102
---0,206 ... 0,246

---0,300 ... 0,500
---*
---1,20
* Grenzwert fr Lagerschalendicke im Hauptbelastungsbereich. Austauschkriterien siehe Arbeitskarte

000.11.

Antrieb fr am Motor angebaute Pumpen
Drive for on engine attached pumps
A*
B*
-------
Zahnspiel
6640
2.5.5--01 E
08.00
0,40 ... 0,65

0,35 ... 0,60
105
0,80
0,75
Gear backlash
L 58/64
103/ 03
Ma/Mestelle
Nennma (mm)
Nominal dimension
(mm)
Kipphebellager/Einlaventil/Auslaventil
A1)
B2)
C**
D**
E**
F
G
H
J
K
1)
2)
*
**
------39 +0,05
---38,82+0,02/--0,02
100 +0,061/--0,01
---100 --0,072/--0,094
-------
Ein- und Auslaschwinghebel
2.5.6--04 E
1)
2)
*
**
0,8 +0,1
1,3 +0,1
---0,16 ... 0,25
------0,062 ... 0,155
---0,4 ... 1,9
0,2 ... 1,3
110 +0,154/+0,026
---110 --0,040/--0,060
60 +0,24/+0,21
---60 +0,033/+0,020
07.03
---------0,38
------0,25
------1,6
Valve clearance for inlet valves

Valve clearance for exhaust valves
measurement taken with cold or warm engine
Inlet and exhaust valve, measurement taken in
the middle of the valve guide
Inlet and exhaust cam follower
A
B
C
D
E
F
Spiel max. (mm)

Max. clearance
(mm)
Rocker arm bearing/Inlet valve/Exhaust valve

111/113/114
Ventilspiel fr Einlaventile*
Ventilspiel fr Auslaventile*
gemessen bei kaltem oder warmen Motor
Ein- und Auslaventil, gemessen auf halber
Hhe der Ventilfhrung
6640
Spiel neu (mm)

Clearance when
new (mm)
2.5.6
---0,066 ... 0,214

------0,117 ... 0,220
----
L 58/64
112
---0,26
------0,30
----
101/ 04
Ma/Mestelle
Nennma (mm)
Nominal dimension
(mm)
Reglerantrieb
45 +0,039
---45 --0,050/--0,066
75 +0,046
---75 --0,030/--0,060
-------------
Zahnspiel
Anlasteuerschieber/Anlaventil
2.5.6--04 E
---0,050 ... 0,105

------0,030 ... 0,106
---0,300 ... 0,400
0,150 ... 0,390
0,156 ... 0,308
0,150 ... 0,372
07.03
---0,15
------0,15
---0,60
0,60
0,35
0,45
Gear backlash
----
Ventilhub
6640
140
Starting air pilot valve/Starting valve
Spiel max. (mm)

Max. clearance
(mm)
Governor drive
A
B
C
D
E
F
G
H
J*
K*
Spiel neu (mm)

Clearance when
new (mm)
0,2 +0,1
160/161
----
Valve lift
L 58/64
102/ 04
Ma/Mestelle
Nennma (mm)
Nominal dimension
(mm)
Kraftstoffeinspritzpumpe
Fuel injection pump
A
B
C
D
E
F
G
H
J
K
L
M
N
O
P
15 +0,12/+0,10
---15 --0,03
55 +0,074
---55,15 --0,15
205 +0,046
---205 --0,050/--0,096
45 +0,025
---45 --0,050/--0,075
95 --0,035
---95 +0,175/+0,120
Antrieb der Kraftstoffeinspritzpumpe
A
B
C
D
E
F
G
H
J
K
L
6640
2.5.6--04 E
Spiel neu (mm)

Clearance when
new (mm)
200
---0,10 ... 0,15

------0,026 ... 0,150
------0,05 ... 0,142
------0,05 ... 0,10
------0,120 ... 0,209
----
Drive of fuel injection pump
110 +0,155/+0,002
---110 --0,036/--0,070
75 +0,100/+0,070
---75 --0,010/--0,029
75 +0,09/+0,06
---75,15 +0,030
---75 --0,019
07.03
Spiel max. (mm)

Max. clearance
(mm)
---0,065 ... 0,225

------0,080 ... 0,129
------0,070 ... 0,119
---0,15 ... 0,199
----
L 58/64
---0,20
---------------0,25
------0,15
------0,25
----
201
---0,30
------0,20
------0,10
---0,27
----
103/ 04
Ma/Mestelle
Nennma (mm)
Nominal dimension
(mm)
Kraftstoffeinspritzventil
1,3 +0,05
---543
100
Nadelhub
Dsenspezifikation -- siehe Abnahmeprotokoll
Drehzahlaufnehmer
*
**
221
-------------
2.5.6--04 E
-------------
Needle lift
Injector specification -- see acceptance record
Speed sensor
6640
Spiel max. (mm)

Max. clearance
(mm)
A*
B**
C
D
*
**
Spiel neu (mm)

Clearance when
new (mm)
400
07.03
L 58/64
104/ 04
1 Introduction
2 Technical details
3 Operation/
Operating media
5 Annex
6680
3--02 E
07.97
101/ 01
Table of contents
: :
:
:
:
:
:
:
:
:
:
N
:
:
:
:
:
N
N
N
: :
: :
: :
: :
: :
: :
: :
:
: :
N
N
N
N
N
N
N
: :
: :
: :
: : :
N
N
N
N
: :
:
:
:
:
:
:
:
:
N
N
N
N
:
:
:
:
:
3.1
3.1.1
3.2
3.2.1
3.2.2
3.2.3
3.2.4
3.2.5
3.3
3.3.1
3.3.2
3.3.3
3.3.4
3.3.5
3.3.6
3.3.7
3.3.8
3.3.11
3.4
3.4.1
3.4.2
3.4.3
3.4.4
3.5
3.5.1
3.5.2
3.5.3
3.5.4
3.5.5
3.5.6
3.5.7
3.5.8
3.5.9
Prerequisites
Safety regulations
General remarks
Risks/dangers
Safety instructions
Safety regulations
Operating media
Quality requirements on gas oil/diesel fuel (MGO)
Quality requirements for Marine Diesel Fuel (MDO)
Quality requirements for heavy fuel oil (HFO)
Viscosity/Temperature diagram for fuel oils
Quality requirements for engine cooling water
Quality requirements for intake air (combustion air)
Engine operation I -- Starting the engine
Preparations for start/ Engine starting and stopping
Change--over from Diesel fuel oil to heavy fuel oil and vice versa
Engine Running--in
Engine operation II -- Control the operating media
Monitoring the engine/ performing routine jobs
Engine log book/ Engine diagnosis/Engine management
Load curve during acceleration/manoeuvring
Part--load operation
Determine the engine output and design point
Equipment for optimising the engine to special operating conditions
Condensed water in charge air pipes and pressure vessels
N
N
N
N
N
N
N
N
N
N
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6640
10.03
L 58/64
101 /02
: :
:
:
:
: :
: :
: :
:
:
: :
: :
: :
:
N
:
:
:
:
:
N
N
N
N
N
N
N
N
N
N
N
N
3.5.10
3.5.11
3.5.12
3.6
3.6.1
3.6.2
3.6.3
3.6.4
3.6.5
3.6.6
3.6.7
3.6.8
3.6.8
3.7
3.7.1
Load application
Exhaust gas blow--off
Charge air blow--off
Engine operation III -- Operating faults
Faults/Deficiencies and their causes (Trouble Shooting)
Emergency operation with one cylinder failing
Emergency operation on failure of one turbocharger
Failure of the electrical mains supply (Black out)
Failure of the speed control system
Behaviour in case operating values are exceeded/ alarms are released
Procedures on triggering of oil mist alarm
Procedures in case a splash--oil alarm is triggered
Engine operation IV -- Engine shut--down
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6640
10.03
L 58/64
102 / 02
Prerequisites
6682
3.1
3.1
Prerequisites
3.2
3.3
3.4
3.5
3.6
3.7
Safety regulations
Operating media
Engine operation I - Starting the engine
Engine operation II - Control the operating data
Engine operation III - Operating faults
Engine operation IV - Engine shut- down
3.1--01 E
07.97
101/ 01
3.1.1
Prerequisites dating back into the past
Some of the prerequisites for successful operation of the engine/engine

plant are already dating back into the past when the phase of day-to-day
operation commences. Other prerequisites can, or have to be directly
influenced.
The factors that are no longer accessible to direct influence, are
- the source of the engine,

- qualified manufacture including careful controlling under the eyes of
control boards/classification societies,
- reliable assembly of the engine and its exact tuning during the trials.
The factors dating back into the past and having effects on future
performance also include
- the care invested in the planning, layout and construction of the

system,
- the level of cooperation of the buyer with the projecting firm and the
supplier, and
- the consistent, purpose activities during the commissioning, testing and
breaking-in phases.
Day-to-day prerequisites
The prerequisites directly required for day-to-day operation and to be

provided for again and again are, for example
- the selection of appropriate personnel and its instruction and training,

- the availability of technical documentation for the system, and of
operating instructions and safety regulation in particular,
- ensuring operational availability and reliability, in due consideration of

operational purposes and results,
- the organisation of controlling, servicing and repair work,
- the putting into operation of systems, ancillaries and engines in
accordance with a chronologically organised checklist, and
- definition of the operating purposes, compromising between expense
and benefit.
Detailed information on the above items is given in the following.
Warranty
Questions of warranty will be treated in compliance with the General

Conditions of Delivery of MAN B&W Diesel AG. In the following, we have
quoted some decisive passages, as a guideline how to orientate yourself
in your every-day decisions and/or actions by these principles. The
complete written texts and/or agreements reached in each case shall be
conclusive.
6680
3.1.1--01 E
12.97
32/40 upw
101/ 02
Item1
MAN B&W Diesel AG shall warrant expressly assured properties as well
as faultless design, manufacture and material. Parts which by reason of
defects have become unserviceable or the serviceability of which has
been substantially impaired shall, at the option of MAN B&W Diesel AG,
be reconditioned free of charge or MAN B&W DIesel AG shall supply new
parts at the cost and risk of MAN B&W Diesel AG.
Item 4
The warranty shall not cover normal wear and parts which, owing to their
inherent material properties or the use they are intended for, are subject to
premature wear; damage caused by improper storage, handling or
treatment, overloading, the use of unsuitable fuels, oils etc., faulty
construction work or foundations, unsuitable building ground, chemical,
electrochemical or electrical influences.
Item 5
The Purchaser may only claim the warranty of MAN B&W Diesel AG if
- the equipment was installed and put into operation by personnel of

-
6680
3.1.1--01 E
MAN B&W Diesel AG,

MAN B&W Diesel AG have been advised in writing of the claimed
defect immediately, but not later than two months after expiry of the
warranty period,
the Purchaser has observed the instructions issued by MAN B&W
Diesel AG in respect of the handling and maintenance of the equipment
and, in particular, has duly carried out any specified checks,
no subsequent adustments have been carried out without the approval
of MAN B&W Diesel AG,
no spare parts of outside make have been used.
12.97
32/40 upw
102/ 02
Safety regulations
6682
3.2
3.1
Prerequisites
3.2
Safety regulations
3.3
3.4
3.5
3.6
3.7
Operating media
Engine operation
Engine operation
Engine operation
Engine operation
3.2--01 E
07.97
I - Starting the engine

II - Control the operating data
III - Operating faults
IV - Engine shut- down
101/ 01
General remarks
3.2.1
Safety--related principles/compliance with the same
Safe use
German laws and standards as well as guidelines of the European

Community (EC) require that technical products ensure the necessary
safety for the users and that they are in conformity with the technical rules.
In this connection, it is emphasised that the safe use and the safety of
machines is to be guaranteed by proper planning and design and that this
cannot be reached by means of restrictive rules of conduct.
Intended use
The technical documentation must contain statements regarding the

intended use and concerning restrictions in the use.
Remaining risks
Remaining risks must be disclosed, sources of danger/critical situations

must be marked/named. These remarks serve the purpose of enabling
the operating personnel to act in accordance with danger precautions/
safety requirements.
As communication elements which bring such sources of danger/critical
situtions to the attention of the operating personnel, signals, symbols, texts
or illustrations are to be used. Their use on the product and in the
technical documentation is to be co--ordinated. For safety requirements, a
multi--stage system is to be used.
These requirements are adhered to by MAN B&W Diesel AG by special
efforts in development, design and execution and by drawing up the
technical documentation accordingly, especially by the remarks contained
in this section. The compilation (partially in key words) does, however, not
release the operating personnel from observing the respective sections of
the technical documentation. Please also note that incorrect behaviour
might result in the loss of warranty claims.
MAN B&W Diesel AGs

contribution
6680
3.2.1--02 E
12.97
32/40 upw
101/ 01
3.2.2
Use in accordance with the destination
The four-stroke Diesel engine delivered is destined for (firstly) operation

under the marginal conditions stipulated
- under Technical Data, Section 2.5.1,

- in the technical specification, Section 2.1 and
- in the order confirmation.
Furthermore destined for (secondly)
- operation using the specified operating media,

- taking into consideration the design/layout of the supply, measuring,
control and regulating systems as well as laying down of the marginal
conditions (e.g. removal space/crane capacities) in accordance with the
recommendations of MAN B &W Diesel AG or according to the state of
the art.
Furthermore destined for (thirdly)
- start, operation and stopping in accordance with the usual

organisational rules, exclusively by authorised, qualified, trained
persons who are familiar with the plant.
Furthermore destined for (fourthly)
Situation/characteristic
(Marine engine) for operation at full load in arctic waters or
(stationary engines) operated temporarily at overload
Part-load operation with improved acceleration ability
Safe operation in the upper load range with part-load optimised
turbochargers
Fast and to a large extent soot-free acceleration
Part-load operation with improved combustion and reduced
formation of residues
Operation with optimised part-load operating values by means of
timing adjustment (only engine 32/40)
Operation with optimised injection timing
Slow turning prior to starting (in case of automatic operation)
Low-vibration and low-noise (structure-borne) operation
Output on the free engine end
Cleaning of the turbocharger/s (during operation)
Cleaning of the charge-air cooler/s
6680
3.2.2--01 E
11.02
on condition of
Charge-air blow-off device
Charge-air blow-by device
Charge-air blow-off device
Jet-assist device
Two-stage charge-air cooler
Timing adjustment device
Injection timer
Slow-turn device
Semi-elastic/elastic support
Crankshaft extension
Cleaning device/s
Cleaning device
All D Eng
101/ 02
With restrictions destined/suitable for
The engine is with restrictions destined/suitable for:
operation at operating values resulting in an alarm situation,

operation at reduced speed (marine main engines),
passing through barred speed ranges,
black-out test,
idling or low-load operation,
operation with generator in reverse power
(during parallel operation with the grid),
operation at reduced maintenance expenditures,
speeded-up acceleration/abrupt loading/unloading to a moderate
extent,
operation without cylinder lubrication,
operation after failure of the speed governor
(only marine main engines 32/40),
operation in case of failure of the elctronic-hydraulic speed control
system after switching over to mech.-hydraulic speed governor
(40/45 ... 58/64)
emergency operation with one or two blocked/partly disassembled
turbocharger/s,
.........
shut-off fuel pumps,
.........
removed running gear/s,
.........
dismounted rocker arms/push-rods.
Not destined/suitable for
The engine is not destined/suitable for:
- operation at operating values due to which engine stop or load

-
6680
3.2.2--01 E
reduction was effected,

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, power take-off),
operation within barred speed ranges,
operation after failure of the mech.-hydraulic speed governor,
operation without appropriate surveillance/supervision,
operation without maintenance expenditures or if they have been
reduced to a great extent,
unauthorised modifications,
use of other than original spare parts,
long-term shut-down without taking preservation measures.
11.02
All D Eng
102/ 02
Risks/dangers
3.2.3
Dangers due to deficiencies concerning personnel/level of training
Expectations in case of vessel

plants
Propeller operation/generator operation (normal operation/operation in

road stead):
Chief engineer on board. Operational control by technical officer.
Maintenance work/repair work in the port:
To be carried out by engine operator, technical assistants or technicians
and helpers. For instructions and in difficult cases: technical officer or chief
engineer.
Generator operation (in port):
Operational control by technical officer.
Maintenance work/repair work in port:
As mentioned above.
Supplementary, the following

applies
Persons responsible for the operational control must be in possession of a

qualification certificate/patent which is in accordance with the national
requirements and international agreements (STCW). The number of
required persons and their minimum qualification are, as a rule, specified
by national requirements, otherwise by international agreements (STCW).
Expectations in case of
stationary plants (power plants)
During operation:
Plant manager (engineer) available. Operational control/supervision of the
engine and the belonging supply systems by trained and specially
instructed engine operator or technical assistant.
Maintenance work/repair work:
Execution by engine operator, technical assistants or technicians and
helpers. For instructions and in difficult cases: engineer or chief engineer.
Supplementary, the following

applies
For persons responsible for the operational control and for persons
carrying out/supervising maintenance and repair work, proof must be
furnished in Germany in accordance with the power economy law
(Energiewirtschaftsgesetz = EnWG) that, among other things, the
technical operation is ensured by a sufficient number of qualified
personnel. In other countries, comparable laws/guidelines are to be
observed. Deficiencies regarding personnel/level of training cannot be
compensated by other efforts.
Dangers due to components/systems
Certain dangers do of course originate from technical products and from

certain operating conditions or actions taken. This also applies to engines
and turbochargers in spite of all efforts in development, design and
manufacturing. They can be safely operated in normal operation and also
under some unfavourable conditions. Nevertheless, some dangers
remain, which cannot be avoided completely. Some of them are only
potential risks and some do only occur under certain conditions or in case
of unforeseen actions. Others do absolutely exist.
6640
3.2.3--01 E
12.98
L 58/64
101/ 08
Table 2, Figures 1 and 2
Please refer to Table 2, Figures 1 and 2. These sheets are meant to draw
the attention to such danger zones.
Figure 1. Danger zones on the engine according to the EC Machine Guideline

(part 1)
6640
3.2.3--01 E
12.98
L 58/64
102/ 08
Figure 2. Danger zones on the engine according to EC Machine Guideline (part 2)
Danger due to operational control/due to inappropriate use
Dangers do not only result from components and systems but also from
certain operating conditions or actions taken. Dangers of this type are
listed in the Tables 3 and 4, which contain additional instructions to the
listing in key--words in Section 3.2.2.
Tables 3 and 4
Dangers due to emissions
Emission
Treated cooling water, lube oil,
hydraulic oil, fuel
Preventive/protective measure
Use/dispose in accordance with the
instructions of the
manufacturers/suppliers
Cleaning agents and auxiliary
According to the manufacturers
Use/dispose in accordance with the
materials
specification
instructions of the
manufacturers/suppliers
Exhaust gas with the dangerous
Noxious1), has a negative effect on Carry out maintenance work
constituents NOx, SO2, CO, HC, soot the the environment in case the
according to the maintenance
limit values are exceeded
schedule, maintain danger--oriented
operational control, critically
observe operating results
Sound (air--borne)
Noxious, has a negative effect on
Wear ear protection, restrict
the environment in case the limit
exposure to the necessary
values are exceeded
minimum
6640
3.2.3--01 E
Danger
Harmful to skin and noxious,
polluts water
12.98
L 58/64
103/ 08
Emission
Sound (structure--borne)
Vibrations
1)
Danger
Noxious, has a negative effect on
the environment in case the limit
values are exceeded
Noxious, for the maximum
admissible limit value, please refer
to Volume B1, Section 2.5.1
Preventive/protective measure
Restrict exposure to the necessary
minimum
Avoid intensification of
process--induced vibrations by
additional sources of interference
Information for customers 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 caused by emissions, originating from engine and turbocharger
Planned working places
Engines are usually operated under remote control. Regular rounds

according to the rules of observation--free operation are required. In this
connection, measurement, control and regulating devices as well as other
areas of the plant, which require special attention, are preferably checked.
A continuous stay in the immediate vicinity of the running engine/
turbocharger is not planned.
Maintenance and repair work are, if possible, not to be carried out in the
vicinity of the danger zones listed in Table 1 or in Figures 1 and 2.
Personal protective measures
The regulations for prevention of accidents (Unfallverhtungsvorschriften =

UVV) and other regulations of the proper trade association or other
comparable institutions are to be observed without restriction.
This includes wearing of protective working clothing and safety shoes, the
use of a safety helmet, safety goggles, ear protection and gloves.
The relevant sections of the technical documentation must be read and
comprehended.
6640
3.2.3--01 E
12.98
L 58/64
104/ 08
Danger zone
Source of hazard
Possible consequences
Absence of/impaired operational reliability
Danger to ship and crew or emergency situation due to lack of

voltage
Flywheel (2)
Toothed rim/locating bolts
Body/limbs may get caught, squeezed, beaten
6640
Turning gear (3)
Toothed rim//area of gear meshing
Body/limbs may get caught, squeezed
3.2.3--01 E
Space upstream of the running

gear on the longitudinal sides of
the engine (4)
Turbocharger, especially space
radially to the rotor (5)
Danger of explosion/danger of running gear parts

being pushed out
Parts may be pushed out/come off
Parts under internal pressure, parts turning at high

speeds
Parts may break, come off
Pipes/pressure vessels/,
parts/systems to which pressure is
applied, or parts/systems filled with
liquid or gas (6)
Parts under internal pressure, which are filled with

liquids/gases
Squirting out/escape of media, danger of injuries, danger of

fire, loss of operating media, contamination, or causing
damage to the environment, noxious
Crankcase cover (7)
Moving parts, hot/swirled oil
In case of bearing or piston seizures, there is danger of

explosion, danger of fire and accidents due to squirting out of
oil, danger to persons
Covering of camshaft, rocker arms

and push rods (8)
Meshing cams/camshaft, movement of rocker arms

and push rods
Clothes/limbs may get caught/squeezed, escape of oil
Insulation and jacketing of fuel and

injection pipes (9)
Hot surfaces, inflammable medium, parts under high

internal pressure
Burning, squirting out of fuel, under certain circumstances in

piercing jets
Exhaust pipe and jacketing of the

exhaust pipe (10)
Hot surfaces, parts under internal pressure, filled with

hot gas
Burning, escape of hot gases, danger of fire
Measuring, control and regulating

devices/systems (electric) (11)
Under voltage
Electric shock, burning, risk of lightning; in case of incorrect

behaviour, the function is adversely affected
Measuring, control and regulating

devices/systems
(hydraulic/pneumatic) (12)
Parts under internal pressure, which are filled with

liquids/gases
Danger of injuries due to squirting out/escape of media, due to

release of pressure; in case of incorrect behaviour, the
function is adversely affected
Moving, spring--tensioned parts
Squeezing, injury due to released spring tension
Parts under high compression stress/tensile stress
Danger due to tearing off/coming loose of screws/nuts
12.98
Engine, complete (1)
L 58/64
Regulation linkage of the fuel

pump (13)
Screw connections (14)
105/ 08
Danger zones
Source of hazard
6640
3.2.3--01 E
Safety valves, pressure adjusting

valves (cylinder head, crankcase,
measuring, control and regulating
systems) (16)
Malfunction/functional inability and consequential

failures
Injuries due to bursting, coming off parts, due to escaping

media
Special tools (17)
Depending on the cases of application, differing, partly

high potential of danger
Damage to persons/damage to property
Hydraulic tensioning tools,

high--pressure hoses,
high--pressure pump (18)
Parts under high internal pressure may tear, break,

become untight; escape of hydraulic oil in piercing jets
is possible, hydraulic oil is noxious
Injuries due to coming off/coming loose parts, due to escaping

hydraulic oil
Table 2. Danger zones on the engine (w

when being used appropriately)
12.98
L 58/64
106/ 08
Danger zone
Source of hazard
6640
3.2.3--01 E
Operation at reduced speed

(marine main engines)
Idling operation or low--load
operation
Increase in torque, negative influence on operating

values
Operation beyond the operating range, deterioration
of the operating values
Operation with generator in

reverse power (in case of parallel
operation with the grid)
Generator is operated as engine, combustion engine

is being driven
Unplanned operating condition
Speeded--up acceleration/load
reduction
Increased thermal and mechanical stresses, exhaust

discoloration, overloading of turbocharger
Unplanned operating condition
Operation without cylinder

lubrication
Lack of lube oil
Deterioration of the lubricating conditions, outputs

70% are not permissible
Operation in case the speed

governor fails
Remote--controlled manoeuvring is not possible in

case of marine main engines (communication
problems)
Manoeuvrability impaired
12.98
Emergency operation with

blocked/partly dismounted
turbocharger
Emergency operation with shut--off
fuel pump
removed running gear
Emergency operation after
dismounting of rocker arms/push
rods
Contamination, wear, overloading of components,

turbocharger surging
Incomplete combustion, residues in the combustion chamber
Conductivity of the engine is impaired, imminent

overloading
Reduction in output is necessary, operating values
may be exceeded
may be exceeded, imminent starting difficulties,
critical vibrations may occur
may be exceeded
L 58/64
Table 3. Danger situations in case of pa

artially inappropriate use
Increased attention required
Increased attention required
107/ 08
Danger zone
Source of hazard
6640
3.2.3--01 E
Taking into operation of the

engine/of parts without running in
Initial damage on components, negative influence on

running faces
Increased wear, permanent damage, influence on the oil

consumption, in the extreme case piston seizure
Operation with impaired operating

media/voltage supply (including
black--out and black--out test)
Failure of operating media or voltage supply
Overheating due to lack of cooling and air, seizure due to lack

of lube oil
Increasecd, under certain conditions resonance--like

intensifying vibrations and mechanical stress
Endangering of components and screw connections
Reaction on occurrances not ensured
Diverse
Deterioration of operational reliability, spontaneous

failures must be apprehended, coercion to improvise,
special actions at unfavourable points of time
Cumulative effects, loss of warranty claims
Operation within restricted speed

ranges
Operation without appropriate
supervision
Operation with strongly reduced
maintenance
Unauthorised modifications
12.98
Use of non--original spare parts

Taking out of operation for an
extended period of time without
preservation
Danger of deterioration of the operational reliability

due to unreasonable solutions
Interaction with other parts is not ensured,
deterioration of operational reliability and spontaneous
failures must be apprehended
Corrosion, getting stuck of parts
Table 4. Danger situations in case of ina

appropriate use
Failure of parts leading to consequential damage, loss of

warranty claims
Failure of parts leading to consequential damage, loss of
warranty claims
Corrosion damage, accumulation of corrosive products,
starting and operating difficulties
L 58/64
108/ 08
Safety instructions
3.2.4
Characterisation/danger scale
According to the relevant laws, guidelines and standards, attention must

be drawn to dangers by means of safety instructions. This applies to the
marking used on the product and in the technical documentation. In this
connection, the following information is to be provided:
Characterisation
type and source of danger,

imminence/extent of danger,
possible consequences,
preventive measures.
The statements and tables in Section 3.2.3 follow this regulation, just as
the other safety instructions in the technical documentation do.
The imminence/extent of danger is characterised by a five--step scale as
follows:
Danger scale
Danger! Imminent danger

Possible consequences: Death or most severe injuries, total damage
to property
Caution! Potentially dangerous situation
Possible consequences: Severe injuries
Attention! Possibly dangerous situation
Possible consequences: Slight injuries, possible damage to property
Important! For calling attention to error sources/handling errors
Tip! For tips regarding use and supplementary information
Examples
Danger! The flywheel can catch body/limbs so that they are

squashed or hit.
Do not remove the flywheel enclosure. Keep your hands out of the
operating area.
Attention! Taking the engine/components into operation without
prior running in can lead to damage on components.
Proceed according to instructions, also run in again after an extended
period of low--load operation.
6680
3.2.4--01 E
12.97
32/40 upw
101/ 01
Safety regulations
3.2.5
Prerequisites
Personnel
The engine and its system may only be started, operated and stopped by
authorised personnel. The personnel has to be trained for this purpose,
possess complete understanding of the plant and should be aware of the
existing potential dangers.
Technical documentation
The personnel must be familiar with the technical documentation of the

plant, in particular the operating manual of the engine and the accessories
required for engine operation, particularly the safety regulations contained
therein.
Service log book
It is advisable resp. required by supervisory authorities to keep a service

log book into which all the essential jobs and deadlines for their performance, the operating results and special events are entered. The purpose of
this log book is that in the event of a change in personnel the successors
are in a position to duly continue operation using this data log. Moreover,
the log book permits to derive a certain trend analysis and to trace back
faults in operation.
Regulations for accident prevention
The regulations for accident prevention valid for the plant should be observed during engine operation as well as during maintenance and overhaul work. It is advisable to post those regulations conspicuously in the
engine room and to stress the danger of accidents over and over again.
Following advice
The following advice covers the measures against moving of running gear
parts and general precautions for work/occurrences on the engine, its
neighbouring systems and in the engine room. It does not claim to be
complete. Safety requirements mentioned in other passages of the technical documentation are valid supplementarily and are to be observed in the
same way.
Secure the crankshaft and components connected to it against moving
Before starting work in the crankcase or on components that move when

the crankshaft is turning, it must be ensured that the crankshaft cannot be
rotated/the engine cannot be started.
Danger! Ignoring this means danger to life!
Unintentional turning of the crankshaft and thus movement of the connected components may be caused:
Causes
- in marine propulsion plants by the vessel in operation or when the

vessel is at standstill due to the flow of water against the propeller,
- in gensets by maloperation when the mains voltage is applied,

- by unintentional or negligent starting of the engine,
- by unintentional or negligent actuation of the engine turning device
(turning gear).
The following protective measures are to be taken:
Precautions
6680
3.2.5--01 E
06.02
101/ 04
- Close the shut-off valves of the starting and control air vessels/secure
them against opening. Open the drain cocks in the air pipes/at the
filters. Open the relief cock at the main starting valve,
- Engage the engine turning device, secure against actuation.
Attention! In double and multi-engine plants the engine turning
device must no be used as locking brake when the second engine is
running!
The resistance of the engine turning device is not sufficient enough to reliably prevent the crankshaft from turning. When the turning device is engaged, only the start-up is electrically blocked and the control air supply to
the main starting valve is interrupted.
- Mount reference plate to the operating devices permitting a start-up of

the engine.
- For gensets and shaft generators: Secure the generator switch (es-
J
J
J
-
pecially of asynchronous generators) against switching-on. Mount reference plate. As far as possible the safeguards/safeguarding elements
are to be opened in additon.
For main marine engines with variable-pitch propeller: Pitch of the engine at standstill to be set to zero-thrust, not to zero.
For single-engine plants with fixed or variable-pitch propeller: The
above-mentioned measures are to be carried out. Further precautions
are not required.
For multi-engine plants with reduction gearbox/es, when work is carried
out on one engine while the other engine is running:
When using flexible couplings their rubber elements have to be removed.
When using flexible couplings with intermediate rings the latter have to
be removed; the resulting free space must by no means be bridged.
Coupling parts becoming loose as a result have to be supported if required.
When using clutch-type couplings between the engine and the gearbox
these have to be removed completely. Switching off/opening of the
coupling, as well as shutting off the switching medium compressed air/
oil is not sufficient.
When using clutch-type couplings in the gearbox the flexible couplings
have to be partly disassembled in accordance with the first two points.
For engines with mechanical dredger pump drive on which work at the
dredger pump gearbox or at the dredger pump is carried out during engine operation, measures have to be taken which are in accordance
with the above-mentioned points.
Precautions in case other work is being done on the engine
Opening of crankcase doors
Crankcase doors must not be opened prior to ten minutes after an alarm/
engine stop, due to excessive bearing temperatures or oil vapour concentration.
Attention! Danger of explosion due to atmospheric oxygen entering, because overheated components and operating media in their
environment may be at ignition temperatures.
Opening of pipes/pressure
vessels
Before opening pipes, flanges, screwed connections or fittings, check if

the system is depressurized/emptied.
Attention! Disregarding this means: risk of burns when hot
fluids are involved, fire hazard in case of fuel, injuries caused by
flung-out screw plugs or similar objects when loosening same under
pressure.
6680
3.2.5--01 E
06.02
102/ 04
Disassembling/assembling
pipelines
In case of disassembly, all pipes to be reinstalled, especially those for fuel

oil, lube oil and air, should be carefully locked. New pipes to be fitted
should be checked whether clean, and flushed if necessary. It should in
each case be avoided that any foreign matter gets into the system. In case
of prolonged storage, all parts involved have to be subjected to preservation treatment.
Use of hydraulic tensioning

tools
When using hydraulic tensioning tools, observe the particular safety regulations in work card 000.33.
Attention! Disregarding this means: danger of injuries by needlelike or razor-edged jets of hydraulic oil (which may perforate the
hand), or by tool fragments flung about in case of fractured bolts.
Removing/detaching heavy
engine components
When removing or detaching heavy engine components it is imperative to

ensure that the transportation equipment is in perfect condition and has
the adequate capacity of carrying the load. The place selected for depositing must also have the appropriate carrying capacity. This is not always
the case with platforms, staircase landings or gratings.
Releasing compression springs
For releasing compression springs, use the devices provided (refer to the
work cards that apply).
Attention! Disregarding this means: danger of injuries by
suddenly released spring forces/components.
Coverings
Following assembly work, check whether all the coverings over moving
parts and laggings over hot parts have been mounted in place again. Engine operation with coverings removed is only permissible in special
cases, e.g. if the valve rotator is to be checked for proper performance.
Attention! Disregardig this means: risk of fire. Loose clothing
and long hair might get entangled. Spontaneous supporting against
moving parts when loosing ones balance may result in serious injury.
Use of cleaning agents
When using cleaning agents, observe the suppliers instructions with respect to use, potential risks and disposal.
Attention! Disregarding this means: danger of caustic skin and
eye injury, and also of the respiratory tract if vapours are produced.
Attention! Using Diesel fuel for cleaning purposes involves the
risk of fire or even explosion. Otto fuel (petrol) or chlorinated hydrocarbons must not be used for cleaning purposes.
Use of anti-corrosion agents
Attention! Anti-corrosion agents may contain inflammable solvents which, in closed spaces, may form explosive mixtures (see
work card 000.14).
Use of high-pressure cleaning

equipment
When using high-pressure cleaning equipment, be careful to apply this

properly. Shaft ends including ones with lip seal rings, controllers, splash
water protected monitoring equipment, cable entries and sound/heat insulating parts covered by water-permeable materials have to be appropriately covered or excluded from high-pressure cleaning.
Other precautions
In case of governor or overspeed governor failure, the engine has to be

stopped immediately. Engine operation with the governor and/overspeed
governor failing can only be tolerated in emergency situations and is the
operators responsibility.
Failure of the governor/

overspeed governor
6680
3.2.5--01 E
06.02
103/ 04
Danger! If the governor/overspeed governor is defective, a

sudden drop in engine loading upon separation of the drive connection or de-energization of the generator will result in inadmissible
engine overspeed causing the rupturing of running gear components or destruction of the driven machine.
The use of fuel and lube oils involves an inherent fire hazard in the engine
room. Fuel and lube oil pipes must not be installed in the vicinity of unlagged, hot engine components (exhaust pipe, turbocharger). After carrying out overhaul work on exhaust gas pipes and turbochargers, all insulations and coverings must be carefully refitted completely. The tightness of
all fuel oil and oil pipes should be checked regularly. Leaks are to be repaired immediately.
Fire hazard
Fire extinguishing equipment must be available and is to be inspected periodically.

In case of fire, the supply of fuel and lube oil must be stopped immediately
(stop the engine, stop the supply pumps, shut the valves), and the fire
must be attempted to be extinguished using the portable fire-fighting
equipment. Should these attempts be without success, or if the engine
room is no longer accessible, all openings are to be locked, thus cutting off
the admission of air to quench the fire. It is a prerequisite for success that
all openings are efficiently sealed (doors, skylights, ventilators, chimney as
far as possible). Fuel oil requires much oxygen for combustion, and the
isolation from air is one of the most effective measures of fighting the fire.
Danger! Carbon dioxide fire extinguishing equipment must
not be used until it has been definitely ensured that no one is left in
the engine room. Ignoring this means danger of life!
Temperature in the engine room
6680
3.2.5--01 E
The engine room temperatures should not drop below +5 C. Should the
temperature drop below this value, the cooling water spaces must be emptied unless anti-freeze has been added to the cooling water. Otherwise,
material cracks/damage to components might occur due to freezing.
06.02
104/ 04
Operating media
6682
3.3
3.1
3.2
Prerequisites
Safety regulations
3.3
Operating media
3.4
3.5
3.6
3.7
Engine
Engine
Engine
Engine
3.3--01 E
operation
operation
operation
operation
07.97
I - Starting the engine

II - Control the operating data
III - Operating faults
IV - Engine shut- down
101/ 01
Quality requirements
on gas oil/diesel fuel (MGO)
3.3.1
Diesel fuel
Gas oil, Marine Gas Oil (MGO), High Speed Diesel Oil, Huile de Diesel
Other designations
Diesel fuel is a medium class distillate of crude oil which therefore must
not contain any residual components.
Specification
Suitability of the fuel depends on the conformity with the key properties as
specified herunder, pertaining to the condition on delivery.
On establishing the key properties, the standards of DIN EN 590 and
ISO 8217--1987 (Class DMA), as well as CIMAC--1990 were taken into
consideration to a large extent. The key property ratings refer to the
testing methods specified.
min.
max.
min.
max.
max.
max.
min.
Unit
kg/m3
kg/m3
mm2/s
mm2/s
C
C
C
Test method
ISO 3675
ISO 3675
ISO 3104
ISO 3104
DIN EN 116
DIN EN 116
ISO 1523
Properties
820.0
890.0
1.5
6.0
0
-12
60
min.
max.
% by volume
% by weight
ISO 3405
ISO 3735
85
0.01
max.
max.
max.
max.
min.
max.
% by volume
% by weight
% by weight
% by weight
---
ISO 3733
ISO 8754
ISO 6245
ISO CD 10370
ISO 5165
ISO 2160
0.05
1.5
0.01
0.10
40**
1
Property/feature
Density at 15 &
Cinematic viscosity/40 C
Filterability*
in summer
in winter
Flash point Abel--Pensky
in closed crucible
Destillation range up to 350 C
Content of sediment
(Extraction method)
Water content
Sulphur content
Ash
Coke residue (MCR)
Cetane number
Copper--strip test
Other specifications:
British Standard BS MA 100--1987
ASTM D 975
*
**
M1
1D/2D
Determination of filterability to DIN EN 116 is comparable to Cloud Point as per ISO 3015.
L/V 20/27 engines require a cetane number of at least 45
Table 1. Diesel fuel oil (MGO) -- key properties to be adhered to
6680
3.3.1--01 E
07.97
General
101/ 02
Supplementary information
If, in case of stationary engines a distillate intended for oil firing (for
instance Fuel Oil EL to DIN 51603 or Fuel Oil No 1 or No 2 according to
ASTM D--396, resp.), is used instead of Diesel fuel, adequate ignition
performance and low--temperature stability must be ensured, i.e. the
requirements as to properties concerning filterability and cetane number
must be met.
Using fuel oil
Investigations
Fuel analyses are carried out in our chemical laboratory for our customers
at cost price. For examination a sample of approx. 1 dm3 is required.
6680
3.3.1--01 E
07.97
General
102/ 02
for Marine Diesel Fuel (MDO)
3.3.2
Marine Diesel Oil
Diesel Fuel Oil, Diesel Oil, Bunker Diesel Oil, Marine Diesel Fuel.
Other designations
Marine Diesel Oil (MDO) is offered as heavy distillate (designation

ISO--F--DMB) or as a blend of distillate and small amounts of residual oil
(designation ISO--F--DMC) exclusively for marine applications. The
commonly used term for the blend, which is of dark brown to black colour,
is Blended MDO. MDO is produced from crude oil and must be free from
organic acids.
Specification
The usability of a fuel depends upon the engine design and available
cleaning facilities as well as on the conformity of the key properties with
those listed in the table below which refer to the condition on delivery.
The key properties have been established to a great extent on the basis of
ISO 8217--1987 and CIMAC--1990. The key properties are based on the
test methods specified.
Property/feature
Specification ISO-F
Density
at 15 C
Cinematic viscosity
at 40 C
Pour Point
winter quality
summer quality
Flash point
Pensky Martens
Sediment content (extraction)
Total content of sediments
Water content
Sulphur content
Ash content
Coke residue (MCR)
Cetane number
Copper-strip test
Vanadium content
Content of aluminium and silicon
Visual inspection
6680
3.3.2--01 E
Unit
Test method
kg/m3
mm2/scSt
C
C
C
% by weight
% by weight
% by volume
% by weight
% by weight
% by weight
mg/kg
mg/kg
-
ISO 3675
ISO 3104
ISO 3016
12.00
ISO 2719
ISO 3735
ISO CD 10307
ISO 3733
ISO 8754
ISO 6245
ISO CD 10370
ISO 5165
ISO 2160
DIN 51790T2
ISO CD 10478
General
Designation
DMB
DMC
900
920
<11
<14
<0
<0
<6
<6
>60
>60
<0.07
0.10
<0.3
<0.3
<2.0
<2.0
<0.01
<0.05
<0.30
<2.5
>40
>40
<1
<1
0
<100
0
<25
*
-
101/ 02
Property/feature
Other specifications:
British Standard BS MA 100 -1987
ASTM D 975
ASTM D 396
*
Unit
Test method
Designation
Class M2
2D
No. 2
Class M3
4D
No. 4
With good illumination and at room temperature, appearance of the fuel should be clear and transparent.
Table 1. Marine Diesel Oil (MDO) - key properties to be adhered to
At transshipment facilities and in transit MDO is handled like residual oil.

Thus, there is the possibility of oil being mixed with high-viscosity fuel oil or
Interfuel, for example with remainders of such fuels in the bunkering boat,
which may adversely affect the key properties considerably.
The Pour Point indicates the temperature at which the oil will refuse to
flow. The lowest temperature the fuel oil may assume in the system,
should lie approx. 10C above the pour point so as to ensure it can still be
pumped.
The recommended fuel viscosity at the inlet of the injection pump is
10 ... 14 mm2/s.
If Blended MDOs (ISO-F DMC) of differing bunkerings are being mixed,
incompatibility may result in sludge formation in the fuel system, a large
amount of sludge in the separator, clogging of filters, insufficient
atomization and a large amount of combustion deposits. We would
therefore recommend to run dry the respective fuel storage tank as far as
possible before bunkering new fuel.
Sea water, in particular, tends to increase corrosion in the fuel oil system
and hot corrosion of exhaust valves and in the turbocharger. It is also the
cause of insufficient atomization and thus poor mixture formation and
combustion with a high proportion of combustion residues.
Solid foreign matter increase the mechanical wear and formation of ash in
the cylinder space.
If the engine is mainly run on Blended MDO i.e. ISO-F-DMC, we
recommend to provide a centrifugal separator upstream of the fuel oil filter.
Separator throughput 65% with relation to the rated throughput.
Separating temperature 40 to 50 C. Solid particles (sand, rust, catalyst
fines) and water can thus largely be removed and the intervals between
cleaning of the filter elements considerably extended.
Investigations
Fuel analyses are carried out in our chemical laboratory for our customers
at cost price. For examination a sample of approx. 1 dm3 is required.
6680
3.3.2--01 E
12.00
General
102/ 02
for heavy fuel oil (HFO)
3.3.3
Prerequisites
MAN B&W four-stroke engines can be operated on any crude-oil based

heavy fuel oil provided the engine and the fuel treatment plant are
designed accordingly. In order to ensure a well-balanced relation between
the costs for fuel, spare parts and maintenance and repair work, we
recommed bearing in mind the following points.
Heavy fuel oil (HFO)
Provenance/refining process
The quality of the heavy fuel oil is largely determined by the crude oil
grade (provenance) and the refining process applied. This is the reason
why heavy fuel oils of the same viscosity may differ considerably,
depending on the bunker places. Heavy fuel oil normally is a mixture of
residue oil and distillates. The components of the mixture usually come
from state-of-the-art refining processes such as visbreaker or catalytic
cracking plants. These processes may have a negative effect on the
stability of the fuel and on its ignition and combustion properties. In the
essence, these factors also influence the heavy fuel oil treatment and the
operating results of the engine.
Bunker places where heavy fuel oil grades of standardised quality are
offered should be given preference. If fuels are supplied by independent
traders, it is to be made sure that these, too, keep to the international
specifications. The responsibility for the choice of appropriate fuels rests
with the engine operator.
Mineral oil companies have internally established specifications for heavy
fuel oils, and experience shows that these specifications are observed
worldwide and are within the limits of international specifications (e.g. ISO
8217, CIMAC, British Standards MA-100). As a rule, the engine builders
expect that fuels satisfying these specifications are being used.
Specifications
The fuel specifications (Table 1) are categorized by viscosity and grade,

and make allowance for the lowest-grade crude oil offered worldwide and
for the most unfavourable refining processes. The specifications have
been coordinated between the International Standard Organisation (ISO),
the British Standards Institute (BSI), the association of engine builders
(CIMAC) and the International Chamber of Shipping (ICS).
The admixing of engine oils (used oils), of non-mineral oil constituents
(such as coal oil) and of residual products from refining or other processes
(such as solvents) is not permitted. The reasons are, for example: the
abrasive and corrosive effects, the adverse combustion properties, a poor
compatibility with mineral oils and, last but not least, the negative
environmental effects. The order letter for the fuel should expressly
mention what is prohibited, as this constraint has not yet been
incorporated in the commonly applied fuel specifications.
Blends
The admixing of engine oil (used oil) to the fuel involves a substantial
danger because the lube oil additives have an emulsifying effect and keep
6680
3.3.3--01 E
11.02
General
101/ 09
dirt, water and catfines finely suspended. Therefore, they impede or

preclude the necessary cleaning of the fuel. We ourselves and others have
made the experience that severe damage induced by wear may occur to
the engine and turbocharger components as a result.
The admixing of chemical waste materials (such as solvents) to the fuel is
for reasons of environmental protection prohibited by resolution of the IMO
Marine Environment Protection Committee of 1 Jan. 92.
Leaked oil collectors into which leaked oil and residue pipes as well as
overflow pipes of the lube oil system, in particular, must not have any
connection to fuel tanks. Leaked oil collectors should empty into sludge
tanks.
Leaked oil collectors
Specifications
For the usability of fuels of certain specifications, Table 1 is valid. In

Table 2, the limit values to be complied with in each case are stated.
Fuel oil specification
CIMAC 1990
BS MA-100
ISO F-RM
Usability for engine models
Model
20/27
23/30
25/30
Stationary and marine main engines
Marine auxiliary engines
Model
16/24
21/31
27/38
All engines
A10
B/C10
M4
B/C10
A10
28/32
27/38
32/36
32/40
D15
M5
D15
40/45
E/F25
M7
E/F25
40/54
G/H/35
8/9
G/H/35
48/60
H/45
M8/-H/45
H/55
M9/-H55
52/55
58/64
Table 1. Usability of fuels with respect to engine models
Legend for Table 1
Fuel can be used without consultation
Fuel can be used after consulting MAN B&W Diesel AG. Consultation is necessary if the fuel exceeds the specified limit
values.
6680
3.3.3--01 E
11.02
General
102/ 09
Fuel oil specification

CIMAC 1990
A10
B/C10
D15
E/F25
M4
M5
M7
A10
B/C10
D15
E/F25
40
10
0.975
40
10
0.981
80
15
0.985
180
25
6
0
24
24
30
30
10
10/14
14
15/20
3.5
3.5
0.10
150/30
0
0.5
5
0.15
200/50 300/60
0
0
1
1
0.1
BS MA-100
ISO F-RM
Fuel-system related characteristic values
Viscosity (at 50EC)
mm2/s max.
( St)
(cSt)
Viscosity (at 100EC)
max.
Density (at 15EC)
g/ml
max.
Flash point
EC
min.
Pour point (summer)
EC
max.
Pour point (winter)
min.
Engine-related characteristic values
Carbon residues (Conradson) % wt.
max.
Sulphur
Ash
Vanadium
% wt.
% wt.
mg/kg
max.
max.
max.
Water
Sediment (potential)
Ergnzende Kennwerte
Aluminium and silicon
Asphalts
Sodium
% vol.
% wt.
max.
max.
G/
H/35
8/9
H45
H55
M8/--
M9/--
H45
H55
380
500
35
45
0.991
700
55
2
2
3
4
5/6
5/6
22
G/
H/35
60
150
0.5
350
0.8
30
30
18/22
22
5
0.20
600
1
See
Item
+
9
3
3
1
mg/kg max.
80
3
% wt.
max.
2/3 of carbon residues (Conradson)
7
mg/kg
Sodium
1/3 vanadium, sodium
100
3
Cetane number of low-viscosity constituent min. 35
8
Fuel free of admixtures not based on mineral oil, such as coal oils or vegetable oils; free of tar oil and lubricating
oil (used oil)
Table 2. Fuel oil specifications and associated characteristic values
Legend to Table 2
Refer to supplementary remarks in Section ...
The heavy fuel oils ISO F--RMK 35/45/55, with a maximum density of 1010
kg/m, can only be used if appropriate modern separators are available.
In the fuel ordering form, the limit values as per Table 2, which have an
influence on the engine operation, should be specified, for example in the
bunkering or charter clause. Please note the entries in the last column of
Table 2, because they provide important background information.
Supplementary remarks
The following remarks are thought to outline the relations between heavy
fuel oil grade, heavy fuel oil treatment, engine operation and operating
results.
1. Selection of heavy fuel oil
Economic operation on heavy fuel oil with the limit values specified in
Table 2 is possible under normal service conditions, with properly working
systems and regular maintenance. Otherwise, if these requirements are
not met, shorter TBOs (times between overhaul), higher wear rates and a
higher demand in spare parts must be expected. Alternatively, the
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necessary maintenance intervals and the operating results expected

determine the decision as to which heavy fuel oil grade should be used.
It is known that as viscosity increases, the price advantage decreases
more and more. It is therefore not always economical to use the highest
viscosity heavy fuel oil, which in numerous cases means the lower quality
grades.
Heavy fuel oils ISO--RMB/C 10 or CIMAC B10 ensure reliable operation of
older engines, which were not designed for the heavy fuel oils that are
currently available on the market. ISO--RMA 10 or CIMAC A10 with a low
pour point should be preferred in cases where the bunker system cannot
be heated.
2. Viscosity/injection viscosity
Heavy fuel oils if having a higher viscosity may be of lower qualtiy. The
maximum permissible viscosity depends on the existing preheating
equipment and the separator rating (throughput).
The specified injection viscosity and/or fuel oil temperature upstream of
the engine should be adhered to. Only then will an appropriate atomisation
and proper mixing, and hence a low-residue combustion be possible.
Besides, mechanical overloading of the injection system will be prevented.
The specified injection viscosity and/or the necessary fuel oil temperature
upstream of the engine can be seen from the viscosity/temperature
diagram.
3. Heavy fuel oil treatment
Trouble-free engine operation depends, to a large extent, on the care
which is given to heavy fuel oil treatment. Particular care should be taken
that inorganic, foreign particles with their strong abrasive effect (catalyst
residues, rust, sand) are effectively separated. It has shown in practice
that with the aluminium content > 10 mg/kg abrasive wear in the engine
strongly increases.
The higher the viscosity of the heavy fuel oil, the higher will the density
and the foreign particles concentration be, according to our experience.
The viscosity and density will influence the cleaning effect, which has to be
taken into consideration when designing and setting the the cleaning
equipment.
Settling tank
The heavy fuel oil is preceleaned in the settling tank. This precleaning is
all the more effective the longer the fuel remains in the tank and the lower
the viscosity of the heavy fuel oil is (maximum preheating temperature
75C to prevent formation of asphalt in the heavy fuel oil). One settling
tank will generally be sufficient for heavy fuel oil viscosities below 380
mm2/s at 50C. If the concentration of foreign matter in the heavy fuel oil is
excessive, or if a grade according to CIMAC H/K35, H/K45 or H/K55 is
preferred, two settling tanks will be required, each of which must be
adequately rated to ensure trouble-free settling within a period of not less
than 24 hours. Prior to separating the content into the service tank, the
water and sludge have to be drained from the settling tank.
Separators
A centrifugal separator is a suitable device for extracting material of higher

specific gravity, such as water, foreign particles and sludge. The
separators currently used are of the self-cleaning type (i.e. with
automatically induced cleaning intervals).
Cleaning equipment other than centrifugal separators cannot be agreed to.
Separators of the new generation are to be used exclusively; they are fully
efficient over a large density range without requiring any switchover, and
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are capable of separating water up to a heavy fuel oil density of 1.01 g/ml
at 15C. The cleaning effect is automatically controlled by the separator.
Table 3 shows what is essential in designing the heavy fuel oil cleaning
equipment.
It is common practise to use the stand-by separator for heavy fuel oil
cleaning as well, which allows fuel oil separation at a 50% admission rate.
Attention is to be paid to very thorough water separation, since the water
is not a finely distributed emulsion but in the form of adversely large
droplets. Water in this form promotes corrosion and sludge formation also
in the fuel system, which has an adverse effect on the delivery and
atomisation and thus also on the combustion of the heavy fuel oil. If the
water involved is sea water, harmful sodium chloride and other salts
dissolved in the water will enter the engine.
Water
The water-containing sludge must be removed from the settling tank prior
to each separating process, and at regular intervals from the service tank.
The venting system of the tanks must be designed in such a way that
condensate cannot flow back into the tanks.
Should the vanadium/sodium ratio be unfavourable, the melting
temperature of the heavy fuel oil ash may drop into the range of the
exhaust valve temperature which will result in high-temperature corrosion.
By precleaning the heavy fuel oil in the settling tank and in the centrifugal
separators, the water, and with it the water-soluble sodium compounds
can be largely removed.
Vanadium/sodium
If the sodium content is lower than 30% of the vadium content, the risk of
high-temperature corrosion will be small. It must also be prevented that
sodium in the form of sea water enters the engine together with the intake
air.
If the sodium content is higher than 100 mg/kg, an increase of salt
deposits is to be expected in the combustion space and in the exhaust
system. This condition will have an adverse effect on engine operation
(among others, due to surging of the turbocharger). The content of sodium
of engines with PTG has to be limited to 50 mg/kg.
Under certain conditions, high-temperature corrosion may be prevented by
a fuel additive that raises the melting temperature of the heavy fuel oil ash
(also refer to item 12).
Ash
Heavy fuel oils with a high ash content in the form of foreign particles such
as sand, corrosion and catalyst residues, promote the mechanical wear in
the engine. There may be catalyst fines (catfines) in heavy fuel oils coming
from catalytic cracking processes. In most cases, these catfines will be
aluminium silicate, which causes high wear in the injection system and in
the engine. The aluminium content found multiplied by 58 (depending on
the catalyst composition) will approximately correspond to the content of
catalyst materials in the heavy fuel oil.
Separators
In case of a high content of foreign matter, it is recommended to preclean

the heavy fuel oil in settling tanks. The separators connected downstream
are to be operated with the least possible throughout.
If a homogenizer is used, it must not be installed between the settling tank
and the separator on any account, since in that case, harmful contaminants, and in particular seawater, cannot be separated out sufficiently.
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ALFA LAVAL separators

Marine and stationary
application:
Connected in parallel
1 Alcap for 100% throughput
1 Alcap (standby) for 100%
throughput
WESTFALIA separators
Marine and stationary
application:
Connected in parallel
1 Unitrol for 100% throughput
1 Unitrol (standby) for 100%
throughput
Figure 1. Heavy fuel oil cleaning/separator layout
Layout of the separators is to be in accordance with the latest

recommendations of the separator manufacturers, Alfa Laval and
Westfalia. In particular, the density, viscosity and content of solid matter in
the heavy fuel oil are to be taken into consideration. Consulting MAN B&W
Diesel AG is required if other makes of separators come up for discussion.
If the cleaning treatment prescribed by MAN B&W Diesel AG is applied,
and if the separators are correctly set, it can be expected that the results
given in Table 3 below for water and inorganic foreign particles in the
heavy fuel oil are reached at the entry into the engine.
The results obtained in practical operation reveal that adherence to the
above values helps to particularly keep abrasive wear in the injection
system and in the engine within acceptable limits. Besides, optimal lube oil
treatment must be ensured.
Definition
Inorganic foreign particles
(incl. catalyst residues)
Water
Particle size
< 5 m
----
Quantity
< 20 mg/kg
(aluminium content < 5 mg/kg)
< 0.2% by volume
Table 3. Obtainable contents of foreign matter and water (after separation)
4. Flash point (ASTMD-93)

National and international regulations for transport, storage and application
of fuels must be adhered to in respect of the flash point. Generally, a flash
point of above 60C is specified for fuels used in Diesel engines.
5. Low temperature behaviour (ASTM D-97)
The pour point is the temperature at which the fuel is no longer fluid
(pumpable). Since many of the low-viscosity heavy fuel oils have a pour
point greater than 0C, too, the bunkering system has to be preheated
unless fuel in accordance with CIMAC A10 is used. The entire bunkering
system should be designed so as to permit preheating of the heavy fuel oil
to approx. 10C above the pour point. For filter clogging, the cloud point is
of interest.
Pourpoint
Cloudpoint
6. Pumpability
Difficulties will be experienced with pumping if the fuel oil has a viscosity
higher than 1000 mm2/s (cSt) or a termperature less than approx. 10C
above the pour point. Please also refer to item 5.
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7. Combustion properties
An asphalt content higher than 2/3 of the carbon residue (Conradson) may
lead to delayed combustion, which involves increased residue formation,
such as deposits on and in the injection nozzles, increased smoke
formation, reduced power and increased fuel consumption, as well as a
rapid rise of the ignition pressure and combustion close to the cylinder wall
(thermal overloading of the lube oil film). If the ratio of asphaltenes to
carbon residues reaches the limit value 0.66, and the asphaltene content
also exceeds 8%, additional analyses of the heavy fuel oil concerned by
means of thermogravimetric analysis (TGA) must be performed by MAN
B&W to evaluate the usability. This tendency will also be promoted by the
blend constituents of the heavy fuel oil being incompatible, or by different
and incompatible bunkerings being mixed together. As a result, there is an
increased separation of asphalt (see also item 10).
8. Ignition quality
Cracked products which nowadays are preferred as low-viscosity blend
constituents of the heavy fuel oil in order to achieve the specified
reference viscosity may have poor ignition qualities. The cetane number of
these constituents should be higher than 35. An increased aromatics
content (above 35%) also leads to a decrease in ignition quality.
Fuel oils of insufficient ignition qualities will show extended ignition lag and
delayed combustion, which may lead to thermal overloading of the oil film
on the cylinder liner and excessive pressures in the cylinder. Ignition lag
and the resultant pressure rise in the cylinder are also influenced by the
final temperature and pressure of compression, i.e. by the compression
ratio, the charge-air pressure and charge--air temperature.
Preheating of the charge-air in the part-load range, output reduction for a
limited period of time, and using a fuel additive are possible measures to
reduce detrimental influences of fuel of poor ignition qualities. More
effective, however, are a high compression ratio and the in-service
matching of the injection system to the ignition qualities of the fuel oil
used, as is the case in MAN B&W trunk piston engines.
The ignition quality is a key property of the fuel. The reason why it does
not appear in the international specifications is the absence of a
standardised testing method. Therefore, parameters such as the
Calculated Carbon Aromaticity Index (CCAI) are resorted to as an aid,
which are derived from determinable fuel properties. We have found this to
be an appropriate method of roughly assessing the ignition quality of the
heavy fuel oil used.
As the fluid constituent in the heavy fuel oil is the determining factor for its
ignition quality and the viscous constituent is decisive for the combustion
quality, it is the responsibility of the bunkering company to supply a heavy
fuel oil grade of quality matched to the Diesel engine. Please refer to
Figure 2.
9. Sulphuric acid corrosion
The engine should be operated at the cooling water temperatures
specified in the operating manual for the respective load. If the
temperature of the component surface exposed to the acidic combustion
gases is below the acid dew point, acid corrosion can no longer be
sufficiently prevented even by an alcaline lubricating oil.
If the lube oil quality and engine cooling meet the respective requirements,
the TBN values given in Sheet 3.3.6 will be adequate, depending on the
sulphur concentration in the heavy fuel oil.
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10. Compatibility
The supplier has to guarantee that the heavy fuel oil remains homogenous
and stable even after the usual period of storage. If different bunker oils
are mixed, separation may occur which results in sludge formation in the
fuel system, large quantities of sludge in the separator, clogging of filters,
insufficient atomisation and high-residue combustion.
In such cases, one refers to incompatibility or instability. The heavy fuel oil
storage tanks should therefore be emptied as far as possible prior to
rebunkering in order to preclude incompatibility.
11. Blending heavy fuel oil
If, for instance, heavy fuel for the main engine and gas oil (MGO) are
blended to achieve the heavy fuel oil quality or viscosity specified for the
auxiliary engines, it is essential that the constiuents are compatible (refer
to item 10).
V Viscosity, mm 2/s (cSt)

at 50 C
D Density, kg/m 3
at 15 C
CCAI Calculated Carbon
Aromaticity Index
A Normal operating
conditions
B Difficulties may be
encountered
C Problems encountered
may increase up to
engine damage after a
short time of operation
1 Engine type
2 The combining straight
line across density and
viscosity of a heavy
fuel oil results in CCAI.
Figure 2. Nomogram for the determination of CCAI (suitable for heavy fuel oil viscosities
Assignment of CCAI ranges to engine types
180 mm2/s at 50 C) --
CCAI can also be calculated with the aid of the following formula:
CCAI = D -- 141 log log (V+0.85) -- 81.
12. Additives to heavy fuel oils
MAN B&W Diesel engines can be economically operated without
additives. It is up to the customer to decide whether or not the use of an
additive would be advantageous. The additive supplier must warrant that
the product use will have no harmful effects on engine operation.
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The use of fuel additives during the guarantee period is rejected as a

matter of principle.
Additives currently in use for Diesel engines are listed below together with
their effect on engine operation:
Type of additive
Sludge and water dispersant,
demulsifier
Combustion catalyst,
ignition improver
Ash modifier
Pour-point depressant
Effect/influence
Residue formation in the fuel system,
emulsion of water
Combustion space and exhaust gas
system
Combustion space and exhaust gas
system, high-temperature corrosion and
ash deposits
Fluidity at low temperature
Table 4. Additives to heavy fuel oils: Classification/effects
Examinations
Sampling
To be able to check as to whether the specification indicated and/or the

stipulated delivery conditions have been complied with, we recommend a
minimum of one sample of each bunker fuel to be retained, at least during
the guarantee period for the engine. In order to ensure that the sample is
representative for the oil bunkered, a sample should be drawn from the
transfer pipe at the start, at half the time and at the end of the bunkering
period. Sample Tec, supplied by Messrs Mar-Tec, Hamburg is an
appropriate testing kit for taking samples continuously during the
bunkering.
Analyse samples
The samples received from the bunkering company are frequently not
identical with the heavy fuel oil bunkered. It is also appropriate to verify the
heavy fuel oil properties stated in the bunker documents, such as density,
viscosity, pour point. If these values should deviate from those of the
heavy fuel oil bunkered, one runs the risk that the heavy fuel oil separator
and the preheating temperature are not set correctly for the given injection
viscosity. The criteria for an economic engine operation with regard to
heavy fuel oil and lubricating oil may be determined with the help of the
MAN B&W Fuel and Lub Analysis Set.
Our department for fuels and lube oils (Augsburg Works, Department
QCB) will be glad to furnish further information if required.
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Viscosity/Temperature diagram
for fuel oils
3.3.4
Figure 1. Viscosity/temperature diagram for fuel oils
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Explanations to the viscosity/temperature diagram
The diagram (Figure 1 ) shows the fuel temperatures on the horizontal

and the viscosities on the vertical scales. The diagonal lines correspond to
the viscosity-temperature curve of fuels with different reference viscosity.
The vertical viscosity scales in mm2/s = cSt apply to 40C, 50C or 100C.
Determination of the viscosity-temperature curve and the preheating temperature required
Example: Heavy fuel oil of

180 mm2/s at 50 C
A vertical line is drawn starting from a reference temperature of 50C and

a horizontal line (a) starting from a viscosity of 180 mm2/s. From the point
of intersection of both these lines, a line is drawn parallel to the diagonals
entered in the diagram (b). This line represents the viscosity-temperature
line of a heavy fuel oil with 180 mm2/s at 50C.
This permits the preheating temperature to be determined for the specified
injection viscosity. Keeping to the example chosen, the values below refer
to a heavy fuel oil of 180 mm2/s at 50C.
Specified injection viscosity
mm 2/s
minimum 12
maximum 14
Required heavy fuel oil

temperature before engine inlet*
C
126 (line c)
119 (line d)
* The temperature drop after the preheater up to the fuel injection pump is not covered by
these figures (max. admissible 4 C).
Table 1. Determination of the heavy fuel oil temperature as a function of viscosity

(example)
A heavy fuel oil of 180 mm2/s at 50C reaches a viscosity of 1000 mm2/s
at 24C (line e) which is the max. permissible viscosity with respect to the
pumpability of the fuel.
Fuel oil preheating/pumpability
HFO temperature
Using a state-of-the-art final preheater a heavy fuel oil outlet temperature

of 152 C will be obtained at 8 bar saturated steam. Higher temperatures
involve the risk of increased residue formation in the preheater, resulting in
a reduction of the heating power and thermal overloading of the heavy fuel
oil. This causes new asphalt to form, i.e. a deterioration of quality.
Injection viscosity
The fuel pipes from the final preheater outlet up to the injection valve must
be insulated adequately ensuring that a temperature drop will be limited to
max. 4 C. Only then can the prescribed injection viscosity of max.
14 mm2/s be achieved with a heavy fuel oil of a reference viscosity of 700
mm2/s = cSt/50 C (representing the maximum viscosity of international
specifications such as ISO, CIMAC or British Standard). If a heavy fuel oil
of a lower reference viscosity is used, an injection viscosity of 12 mm2/s
should be aimed at, ensuring improved heavy fuel oil atomisation, and
consequently a heavy fuel oil combustion in the engine with less residues.
The transfer pump is to be rated for a heavy fuel oil viscosity of up to
1000 mm2/s. The pumpability of the heavy fuel oil also depends on the
pour point. The design of the bunkering system must permit heating up of
the fuel oil to approx. 10 C above its pour point.
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Temperatures/viscosity for operation on gas oil (MGO) or Diesel fuel oil (MDO)
Gas oil or Diesel oil (Marine Diesel fuel) must neither show a too low
viscosity or a higher viscosity than that specified for the fuel oil as entering
the injection pump. With a too low viscosity, insufficient lubricity may cause
the seizure of the pump plungers or the nozzle needles. This can be
avoided if the fuel temperature is kept to
- max. 50 C for gas oil operation and

- max. 60 C for Marine Diesel Fuel operation.
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for lube oil
3.3.5
Lube oil for operation on gas oil and Diesel oil (MGO/MDO)
The specific power output offered by todays Diesel engines and the use of
fuels, which more and more often approach the limit in quality, increase
the requirements placed on the lube oil and make it imperative that the
lube oil is chosen carefully. Doped lube oils (HD oils) have proven to be
suitable for lubricating the running gear, the cylinders, the turbochargers
and for cooling the pistons. Doped lube oils contain additives which,
amongst other things, provide them with sludge carrying, cleaning and
neutralization capabilities.
Only lube oils, which have been released by MAN B&W, are to be used.
These are listed in Table 3 .
Specifications
The base oil (doped lube oil = basic oil + additives) must be a narrow distillation cut and must be refined in accordance with modern procedures.
Brightstocks, if contained, must neither adversely affect the thermal nor
the oxidation stability. The base oil must meet the limit values as specified
below, particularly as concerns its aging stability.
Base oil
Properties/characteristics
Structure
Behaviour in cold, still flowing
Flash point (as per Cleveland)
Ash content (oxide ash)
Coke residue (as per Conradson)
Aging tendency after being heated up to 135 C
for 100 hrs
n-heptane insolubles
evaporation loss
drop test (filter paper)
Unit
Test method
--C
ASTM-D2500
C
ASTM-D92
Weight %
ASTM-D482
Weight %
ASTM-D189
-MAN-aging cabinet
ASTM-D4055
Weight%
or DIN 51592
-Weight%
MAN-test
--
Characteristic value
preferably paraffin-basic
-15
> 200
< 0.02
< 0.50
-t< 0.2
<2
must not allow to recognize
precipitation of resin or asphalt-like aging products
Table 1. Lube oil (operation on MGO/MDO) - characteristic values to be observed
Doped lube oils (HD-oils)
The base oil, which has been mixed with additives (doped lube oil) must
have the following characteristics:
Additives
The additives must be dissolved in the oil and must be of such a composition that an absolute minimum of ash remains as residue after combustion.
The ash must be soft. If this prerequisite is not complied with, increased
deposits are to be expected in the combustion chamber, especially at the
outlet valves and in the inlet housing of the turbochargers. Hard additive
ash promotes pitting on the valves seats, as well as valve blow-by and
increased mechanical wear.
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Additives must not facilitate clogging of the filter elements, neither in their
active nor in their exhausted state.
Detergency
The detergency must be so high that the build-up of coke and tar-like residues forming during the combustion of fuel is precluded.
Dispersancy
The dispersancy must be selected such that commercially available lubeoil cleaning equipment can remove the detrimental contaminations from
the used oil.
Neutralisation capacity
The neutralisation capacity (ASTM-D2896) must be so high that the acidic

products which result during combustion are neutralized. The reaction time
of the additives must be matched to the process in the combustion
chamber.
Evaporation tendency
The tendency to evaporate must be as low as possible, otherwise the oil

consumption is adversely affected.
Further conditions
The lube oil must not form a stable emulsion with water. Less than 40 ml
emulsion are acceptable in the ASTM-D1401 test after one hour.
The foaming behaviour (ASTM-D892) must meet the following conditions:
after 10 minutes < 20 ml. The lube oil must not contain agents to improve
viscosity index. The fresh oil must not contain any water or other contaminations.
Lube oil selection
*
**
Engine
SAE-Class
20/27*, 23/30, 28/32

25/30
32/36 through 58/64
30**
40
40
Viscosity mm 2/s at 40 C or
100 C
preferably in the upper range
of the SAE-class
applicable to the engine
Applies to engines with year of manufacture from 1985 on. For engines delivered before 01 Jan.
1985, lube oil viscosity as per SAE 40 continues to be valid.
If the lube oil is heated to approx. 40 C before the engine is started, SAE class 40 can also be
used if necessary (e.g. on account of simplified lube-oil storage).
Table 2. Viscosity (SAE class) of lube oils
Doped lube oils (HD oils) corresponding to international specifications

MIL-L 2104 D or API-CD, and having a total base number (TBN) of
12-15 mg KOH/g are recommended by us.
(Designation for armed forces of Germany: O-278)
Doped grade
The content of additves included in the lube oil depends upon the conditions under which the engine is operated, and the quality of fuel used. If
marine Diesel fuel is used, which has a sulphur content of up to 2.0 weight
% as per ISO-F DMC, and coke residues of up to 2.5 weight % as per
Conradson, a TBN of approx. 20 is of advantage. Ultimately, the operating
results are the decisive criterion as to which content of additives ensures
the most economic mode of engine operation.
In the case of engines with separate cylinder lubrication, the pistons and
the cylinder liner are supplied with lube oil by means of a separate oil
pump. The oil supply rate is factory-set to conform to both the quality of
the fuel to be used in service and to the anticipated operating conditions.
Cylinder lube oil
A lube oil as specified above is to be used for the cylinder lubrication and
the lubricating circuit.
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Speed governor
In case of mechanic-hydraulic governors with separate oil sump, multigrade oil 5W--40 is preferably used. If this oil is not available for topping-up, an oil 15W--40 may exceptionally be used. In this context it
makes no difference whether multigrade oils based on synthetic or mineral
oil are used. According to the mineral oil companies they can be mixed in
any case.
(Designation for armed forces of Germany: O-236)
The oil quality specified by the manufacturer is to be used for the remaining equipment fitted to the engine.
Lube-oil additives
We strongly advise against subsequently adding additives to the lube oil,

or mixing the different makes (brands) of the lube oil, as the performance
of the carefully matched package of additives which is suiting itself and
adapted to the base oil, may be upset. Also, the lube oil company (oil
supplier) is no longer responsible for the oil.
Selection of lube oils/

warranty
Most of the mineral oil companies are in close and permanent consultation
with the engine manufacturers and are therefore in a the position to quote
the oil from their own product line that has been approved by the engine
manufacturer for the given application. Independent of this release, the
lube oil manufacturers are in any case responsible for quality and performance of their products. In case of doubt, we are more than willing to provide you with further information.
Examinations
We carry out the examinations on lube oil in our laboratories for our customers who need only pay the self-costs (net-costs). A representative
sample of about 1 dm3 is required for the examination.
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M
Manufacturer
f t
ADNOC
AGIP
BP
CALTX
CASTROL
CHEVRON
DELEK
ENGEN
ELF
ERTOIL
ESSO / EXXON
FINA
IRVING
MOBIL
PETROBRAS
REPSOL
SHELL
STATOIL
TEBOIL
TEXACO
TOTAL
Base Number ( mgKOH/g )

12 - 15 1)
Marine Engine Oil X412
Cladium 120 - SAE 40
Sigma S SAE 40 2)
Energol DS 3-154
Vanellus C3 2)
Delo 1000 Marine SAE 40
Castrol MLC 40
Castrol TLX 154
Rivermax SX 40
Delo 1000 Marine SAE 40
Delmar 40-12
Genmarine EO 4015
Disola M 4015
Koral 15
Exxmar 12 TP 40
Caprano S412
Marine MTX 1240
Mobilgard 412 / SHC 120
Mobilgard ADL 40 / Delvac 1340
Marbrax CCD-410
Neptuno NT 1540
Gadinia Oil 40
Sirius FB 40
(Sirius/Rimula X) 2)
Gadinia AL
MarWay 1540
Ward S 10 T
Taro 16 XD 40
Rubia S 40
1) If Marine Diesel fuel of poor quality (ISO-F-DMC) is used, a base number (TBN) of approx. 20
is of advantage.
2) If the sulphur content of the fuel is < 1%.
Table 3. Lubricating oils which have been released for the use in MAN B&W Diesel
four-stroke engines running on gas oil and Diesel oil
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for lube oil
3.3.6
Lube oil for heavy fuel oil operation (HFO)
The specific power output offered by todays Diesel engines and the use of
fuels which more and more often approach the acceptable limit in quality
increase the requirements placed on the lube oil and make it imperative
that the lube oil is chosen carefully. Medium-alkaline lube oils have proven
to be suitable for lubricating the running gear, the cylinders, the turbocharger and, if applicable, for the cooling of the pistons. Medium-alkaline
oils contain additives which, amongst other things, provide them with a
higher neutralising capacity than doped (HD) engine oils have.
No international specifications exist for medium-alkaline lube oils. An adequately long trial operation in compliance with the manufacturers instructions is therefore necessary before a general release is possible.
Only lube oils, which have been released by MAN B&W, are to be used.
These are listed in Table 4 .
Requirements
The base oil (medium-alkaline lube oil = base oil + additives) must be a
narrow distillation cut and must be refined in accordance with modern procedures. Brightstocks, if contained, must neither adversely affect the thermal nor the oxidation stability.
Base oil
The base oil must meet the limit values of the following Table, particularly
as concerns its aging stability.
Properties/characteristics
Structure
Behaviour in cold, still flowing
Flash point (as per Cleveland)
Ash content (oxide ash)
Coke residue (as per Conradson)
Aging tendency after being heated up to 135 C
for 100 hrs
n-heptane insolubles
evaporation loss
drop test (filter paper)
Unit
-C
C
Weight %
Weight %
Weight %
Weight %
-
Test method
-ASTM-D2500
ASTM-D92
ASTM-D482
ASTM-D189
MAN-aging
cabinet
ASTM-D4055
or DIN 51592
MAN-test
Characteristic values
preferably paraffin-basic
-15
> 200
< 0,02
< 0,50
< 0,2
<2
must not allow to recognize
precipitation of resinous or
asphalt-like aging products
Table 1. Lube oil (HFO operation) - characteristic values to be observed
Medium-alkaline lube oil
The base oil (medium-alkaline lube oil) with which additives have been
mixed must demonstrate the following characteristics:
Additives
The additives must be dissolved in the oil and must be of such a composition that an absolute minimum of ash remains as residue after combustion,
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General
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even though the engine were run on distillate fuel temporarily. The ash
must be soft. If this prerequisite is not complied with, increased deposits
are to be expected in the combustion space, especially at the exhaust
valves and in the inlet housing of the turbochargers. Hard additive ash promotes pitting on the valve seats, as well as valve blow-by and increased
mechanical wear in the cylinder space.
Additives must not promote clogging of the filter elements, neither in their
active nor in their exhausted state.
Detergency
The detergency must be so high that the build-up of coke and tar-like residues forming during the combustion of heavy fuel oil is precluded.
Dispersancy
The dispersancy must be selected such that commercially available lubeoil cleaning equipment can remove the detremental contaminations from
the used oil, i.e., the used oil must have good separating and filtering properties
Diesel-Performance
The Diesel performance (without taking the neutralisation capacity into

consideration) must, at least, comply with MIL-L-2104 D resp. API-CD.
Neutralisation capacity
The neutralisation capacity (ASTM-D2896) must be so high that the acidic

products resulting from combustion are neutralised at the lube oil consumption rate that is specific for the engine. The reaction time of the additives must be matched to the processes in the combustion chamber. Hints
concerning the selection of the TBN are given in Table 3 .
Evaporation tendency
The tendency to evaporate must be as low as possible, otherwise the oil

consumption is adversely affected.
Further conditions
The lube oil must not form a stable emulsion with water. Less than 40 ml
emulsion are acceptable in the ASTM-D 1410 test after one hour. The
foaming behaviour (ASTM-D 892) must meet the following conditions:
after 10 minutes < 20 ml. The lube oil must not contain agents to improve
the viscosity index. Fresh oil must not contain any water or other contaminations.
Lube oil selection
*
**
Engine
SAE-class
20/27*, 23/30, 28/32

25/30
32/36 through 58/64
30**
40
40
Viscosity
mm 2/s at 40 C or 100 C
preferably in the upper range
of the SAE-Class
applicable to the engine
Applies to engines with year of manufacture from 1985. For engines delivered before 01 Jan.
1985, lube oil viscosity as per SAE 40 continues to be valid.
If the lube oil is heated to approx. 40 C before the engine is started, SAE class 40 can also be
used if necessary (e.g. on account of simplified lube-oil storage).
Table 2. Viscosity (SAE class) of lube oils
Neutralisation property (TBN)
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Medium-alkaline lube oils having differently high levels of neutralisation

capacity (TBN) are available on the market. According to the present-day
state of knowledge, operating conditions to be expected and TBN can be
correlated as follows (refer to Table 3 ). The operating results will in the
essence be the decisive criterion as to which TBN will ensure the most
economic mode of engine operation.
12.02
General
102/ 04
TBN (mg KOH/g oil)

20 -- 25
30
40
Operating conditions
Marine Diesel Oil (MDO) of poor quality (ISO-F-DMC) or heavy fuel oil
with a low sulphur content of ($ 0.5% by weight)
Common today in heavy fuel oil operation. Provision is thereby made for
an adequate additive safety margin even under conditions of varying
HFO quality.
For 32/40, 40/54, 48/60 and 58/64 engines only if sulphur concentration
< 1.5 %.
For 32/40, 40/54, 48/60 and 58/64 engines in general, provided the
sulphur concentration is > 1,5%.
For the other engine types if TBN 30 is definitely inadequate in terms of
wear, residue formation and time between renewal of oil charge, or if the
sulphur concentration > 4.0% by weight.
Contact the engine supplier prior to use.
Table 3. Determining the TBN appropriate for operating conditions
Cylinder lube oil
In the case of engines with separate cylinder lubrication, the pistons and
the cylinder liner are supplied with lube oil by means of a separate oil
pump. The lube oil supply rate is factory-set to conform to both the quality
of the fuel to be used in service and to the anticipated operating conditions.
A lube oil as specified above is to be used for the cylinder lubrication and
the lubricating circuit.
Speed governor
In case of mechanic-hydraulic governors with separate oil sump, multigrade oil 5W-40 is preferably used. If this oil is not available as refill, an oil
15W-40 can be used for once. In this context it is not important, if multigrade oils based on synthetic or mineral oil are used. According to the
mineral oil companies they can be mixed in all cases.
The oil quality specified by the manufacturer is to be used for the remaining equipment fitted to the engine.
Lube-oil additives
We strongly advise against subsequently adding additives to the lube oil,

or mixing the different makes (brands) of the lube oil, as the performance
of the carefully matched package of additives, which is suiting itself and
adapted to the base oil, may be upset. Also, the lube oil company (oil
supplier) is no longer responsible for the oil.
Selection of lube oils/

warranty
Most of the mineral oil companies are in close and permanent consultation
with the engine manufacturers and are, therefore, in a the position to
quote the oil from their own product line that has been approved by the
engine manufacturer for the given application. Independent of this release,
the lube oil manufacturers are in any case responsible for quality and performance of their products. In case of doubt, we are more than willing to
provide you with further information.
Examinations
We carry out the lube oil examinations in our laboratories for our customers who need only pay the self-costs (net-costs). A representative
sample of about 1 dm3 is required for the examination.
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General
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Manufacturer
ADNOC
AGIP
BP
CALTEX
CASTROL
CEPSA
CHEVRON
DELEK
ENGEN
ELF
ERTOIL
ESSO / EXXON
FINA
IRVING
MAO MING
MOBIL
PETROBRAS
REPSOL
SHELL
STATOIL
TEBOIL
TEXACO
TOTAL
Base Number ( mgKOH/g )

20 - 25
30
40
Marine Engine Oil
Marine Engine Oil
Marine Engine Oil
X424
X430
X440
-Cladium 300
Cladium 400
Energol IC-HFX 204
Energol IC-HFX 304
Energol IC-HFX 404
Delo 2000 Marine Oil
SAE 40
SAE 40
SAE 40
Castrol TLX 204
Castrol TLX 304
Castrol TLX 404
Koral 25
Koral 35
-Delo 2000 SAE 40
Delo 3000 SAE 40
Delo 3400 SAE 40
Delmar 40-24
Delmar 40-30
Delmar 40-40
-Genmarine EO 4030
Genmarine EO 4040
Aurelia 4020
Aurelia 4030
Aurelia 4040
Koral 25
Koral 35
-Exxmar 24 TP 40
Exxmar 30 TP 40
Exxmar 40 TP 40
-Exxmar 30 TP 40 Plus Exxmar 40 TP 40 Plus
Stellano S420
Stellano S430
Stellano S440
Marine MTX 2040
Marine MXD 3040
Marine MXD 4040
-MMDL 4030
--Mobilgard 430
Mobilgard 440
-Mobilgard M430
Mobilgard M440
Marbrax CCD-420
Marbrax CCD-430
Marbrax CCD-440
Neptuno NT 2040
Neptuno NT 3040
Neptuno NT 4040
Argina S 40
Argina T 40
Argina X 40
MarWay-2040
MarWay-3040
MarWay-4040
-Ward S 30 T
Ward S 40 T
Taro 20 DP 40
Taro 30 DP 40
Taro 40 XL 40
HMA Super X 420
HMA Super X 430
HMA Super X 440
Table 4. Lubricating oils, which have been released for the use in MAN B&W Diesel four-stroke engines running on heavy fuel
oil
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General
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for engine cooling water
3.3.7
Preliminary remarks
The engine cooling water, like the fuel and lubricating oil, is a medium
which must be carefully selected, treated and controlled. Otherwise, corrosion, erosion and cavitation may occur on the walls of the cooling system
in contact with water and deposits may form. Deposits impair the heat
transfer and may result in thermal overload on the components to be
cooled. The treatment with an anti-corrosion agent has to be effected before the first commissioning of the plant. During subsequent operations the
concentration specified by the engine manufacturer must always be ensured. In particular, this applies if a chemical additive is used.
Requirements
The characteristics of the untreated cooling water must be within the following limits:
Limiting values
Property/feature
Type of water
Total hardness
pH-value
Chloride ion content
*) 1dH (German hardness)
Characteristics
preferably distilled water or freshwater,
free from foreign matter.
Not to be used: Sea water, brackish
water, river water, brines, industrial waste
water and rain water
max. 10
6.5 - 8
max. 50
10 mg CaO in 1 litre water
0.357 mval/litre
Unit
--
dH*
-mg/l
17.9 mg CaCO3/itre
0.179 mmol/litre
Table 1. Cooling water -- characteristics to be adhered to
The MAN B&W water test kit includes devices permitting, i.a., to determine
the above-mentioned water characteristics in a simple manner. Moreover,
the manufacturer of anti-corrosion agents are offering test devices that are
easy to operate. As to checking the cooling water condition, refer to work
card 000.07.
Test device
If a distillate (from the freshwater generator for instance) or fully desalinated water (ion exchanger) is available, this should preferably be used as
engine cooling water. These waters are free from lime and metal salts, i.e.
major deposits affecting the heat transfer to the cooling water and worsening the cooling effect cannot form. These waters, however, are more corrosive than normal hard water since they do not form a thin film of lime on
the walls which provides a temporary protection against corrosion. This is
the reason why water distillates must be treated with special care and the
concentration of the additive is to be periodically checked.
Distillate
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The total hardness of the water is composed of temporary and permanent

hardness. It is largely determined by calcium and magnesium salts. The
temporary hardness is determined by the hydrogencarbon content of the
calcium and magnesium salts. The permanent hardness can be determined from the remaining calcium and magnesium salts (sulphates). The
decisive factor for the formation of calcareous deposits in the cooling system is the temporary (carbonate) hardness.
Hardness
Water with more than 10 dH (German total hardness) must be mixed with
distillate or be softened. A rehardening of excessively soft water is only
necessary to suppress foaming if an emulsifiable anti-corrosion oil is used.
Damage in the cooling water system
Corrosion
Corrosion is an electro-chemical process which can largely be avoided if

the correct water quality is selected and the water in the engine cooling
system is treated carefully.
Flow cavitation
Flow cavitation may occur in regions of high flow velocity and turbulance.
If the evaporation pressure is fallen below, steam bubbles will form which
then collapse in regions of high pressure, thus producing material destruction in closely limited regions.
Erosion
Erosion is a mechanical process involving material abrasion and destruction of protective films by entrapped solids, especially in regions of excessive flow velocities or pronounced turbulences.
Corrosion fatigue
Corrosion fatigue is a damage caused by simultaneous dynamic and corrosive stresses. It may induce crack formation and fast crack propagation
in water-cooled, mechanically stressed components if the cooling water is
not treated correctly.
Treatment of the engine cooling water
The purpose of engine cooling water treatment is to produce a coherent

protective film on the walls of the cooling spaces by the use of anti-corrosion agents so as to prevent the above-mentioned damage. A significant
prerequisite for the anti-corrosion agent to develop its full effectivity is that
the untreated water which is used satisfies the requirements mentioned
under point 2.
Protecting films can be produced by treating the cooling water with a
chemical anti-corrosion agent or emulsifiable anti-corrosion oil.
Emulsifiable anti-corrosion oils fall more and more out of use since, on the
one hand, their use is heavily restricted by environmental protection legislation and, on the other hand, the suppliers have, for these and other reasons, commenced to take these products out of the market.
Treatment before operating the
engine for the first time
Treatment with an anti-corrosion agent should be done before the engine

is operated for the first time so as to prevent irreparable initial damage.
Attention! It is not allowed to operate the engine without cooling
water treatment.
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Cooling water additives
No other additives than those approved by MAN B&W and listed in Tables
2 to 5 are permitted to be used. The suppliers are to warrant the effectivity of the cooling water additive.
Permission required
A cooling water additive can be approved for use if it has been tested according to the latest rules of the Forschungsvereinigung Verbrennungskraftmaschinen (FVV), Testing the suitability of coolant additives for cooling liquids of internal combustion engines (FVV publication R 443/1986).
The test report is to be presented if required. The necessary testing is carried out by Staatliche Materialprfanstalt, Department Oberflchentechnik,
Grafenstrae 2, 64283 Darmstadt on request.
To be used only in closed circuits
Additives can only be used in closed circuits where no appreciable consumption occurs except leakage and evaporation losses.
1 Chemical additives
Additives based on sodium nitrite and sodium borate, etc. have given good
results. Galvanised iron pipes or zinc anodes providing cathodic protection
in the cooling systems must not be used. Please note that this kind of corrosion protection, on the one hand, is not required since cooling water
treatment is specified and, on the other hand, considering the cooling water temperatures commonly practiced nowadays, it may lead to potential
inversion. If necessary, the pipes must be dezinced.
2 Anti-corrosion oil
This additive is an emulsifiable mineral oil mixed with corrosion inhibitors.
A thin protective oil film which prevents corrosion without obstructing the
transfer of heat and yet preventing calcareous deposits forms on the walls
of the cooling system.
Emulsifiable anti--corrosion oils have nowadays lost importance. For reasons of environmental protection legislation and because of occasionally
occurring emulsion stability problems, they are hardly used any more.
The manufacturer must guarantee the stability of the emulsion with the
water available or has to prove this stability by presenting empirical values
from practical operation. If a completely softened water is used, the possibility of preparing a stable, non-foaming emulsion must be checked in
cooperation with the supplier of the anti-corrosion oil or by the engine user
himself. Where required, adding an anti-foam agent or hardening (see
work card 000.07) is recommended.
Anti-corrosion oil is not suitable if the cooling water may reach temperatures below 0 C or above 90 C . If so, an anti-freeze or chemical additive
is to be used.
3 Anti-freeze agent
If temperatures below the freezing point of water may be reached in the
engine, in the cooling system or in parts of it, an anti-freeze agent simultaneously acting as a corrosion inhibitor must be added to the cooling water.
Otherwise the entire system must be heated.
(Designation for armed forces of Germany: Sy-7025).
Sufficient corrosion protection will be afforded if the water is mixed with at
least 35% of these products. This concentration will prevent freezing
down to a temperature of about - 22 C. The quantity of anti-freeze actually
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required, however, also depends on the lowest temperatures expected at

the site.
Anti-freeze agents are generally based on ethylene glycol. A suitable
chemical additive must be admixed if the concentration of the anti-freeze
specified by the manufacturer for a certain application does not suffice to
afford adequate corrosion protection. The manufacturer must be contacted
for information on the compatibility of the agent with the anti-freeze and
the concentration required. The compatibility of the chemical additives
stated in Table 2 with anti-freeze agents based on ethylene glycol is confirmed. Anti-freeze agents may only be mixed with each other with the
suppliers or manufacturers consent, even if the composition of these
agents is the same.
Prior to the use of an anti-freeze agent, the cooling system is to be
cleaned thoroughly.
If the cooling water is treated with an emulsifiable anti-corrosion oil, no
anti-freeze may be admixed, as otherwise the emulsion is broken and oil
sludge is formed in the cooling system.
For the disposal of cooling water treated with additives, observe the environmental protection legislation. For information, contact the suppliers of
the additives.
Prerequisites for efficient use of an anti--corrosion agent
1. Clean cooling system

Before starting the engine for the first time and after repairs to the piping
system, it must be ensured that the pipes, tanks, coolers and other equipment outside the engine are free from rust and other deposits because dirt
will considerably reduce the efficiency of the additive. The entire system
has therefore to be cleaned using an appropriate cleaning agent with the
engine shut down (refer to work cards 000.03 and 000.08).
Loose solid particles, in particular, have to be removed from the system by
intense flushing because otherwise erosion may occur at points of high
flow velocities.
The agent used for cleaning must not attack the materials and the sealants in the cooling system. This work is in most cases done by the supplier
of the cooling water additive, at least the supplier can make available the
suitable products for this purpose. If this work is done by the engine user
it is advisable to make use of the services of an expert of the cleaning
agent supplier. The cooling system is to be flushed thoroughly after cleaning. The engine cooling water is to be treated with an anti-corrosion agent
immediately afterwards. After restarting the engine, the cleaned system
has to be checked for any leakages.
2. Periodical checks of the condition of the cooling water and
cooling system
Treated cooling water may become contaminated in service and the additive will loose some of its effectivity as a result. It is therefore necessary to
check the cooling system and the condition of the cooling water at regular
intervals.
The additive concentration is to be checked at least once a week, using
the test kit prescribed by the supplier. The results are to be recorded.
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Important! The concentrations of chemical additives must not be

less than the minimum concentrations stated in Table 2 .
Concentrations that are too low may promote corrosive effects and have
therefore to be avoided. Concentrations that are too high do not cause
damages. However, concentrations more than double as high should be
avoided for economical reasons.
A cooling water sample is to be sent to an independent laboratory or to the
engine supplier for making a complete analysis every 3 - 6 months.
For emulsifiable anti-corrosion oils and anti-freeze agents, the supplier
generally prescribes renewal of the water after approx. 12 months. On
such renewal, the entire cooling system is to be flushed, or if required to
be cleaned (please also refer to work card 000.08). The fresh charge of
water is to be submitted to treatment immediately.
If excessive concentrations of solids (rust) are found, the water charge has
to be renewed completely, and the entire system has to be thoroughly
cleaned.
The causes of deposits in the cooling system may be leakages entering
the cooling water, breaking of the emulsion, corrosion in the system and
calcareous deposits due to excessive water hardness. An increase in the
chloride ion content generally indicates sea water leakage. The specified
maximum of 50 mg/kg of chloride ions must not be exceeded, since otherwise the danger of corrosion will increase. Exhaust gas leakage into the
cooling water may account for a sudden drop in the pH value or an increase of the sulphate content.
Water losses are to be made up for by adding untreated water which
meets the quality requirements according to item 2. The concentration of
the anti-corrosion agent has subsequently to be checked and corrected if
necessary.
Checks of the cooling water are especially necessary whenever repair and
servicing work has been done in connection with which the cooling water
was drained.
Protective measures
Anti-corrosion agents contain chemical compounds which may cause

health injuries if wrongly handled. The indications in the safety data sheets
of the manufacturers are to be observed.
Prolonged, direct contact with the skin should be avoided. Thoroughly
wash your hands after use. Also, if a larger amount has been splashed
onto the clothing and / or wetted it, the clothing should be changed and
washed before being worn again.
If chemicals have splashed into the eyes, immediately wash with plenty of
water and consult a doctor.
Anti-corrosion agents are a contaminating load for the water in general.
Cooling water must therefore not be disposed off by pouring it into the
sewage system without prior consultation with the competent local authorities. The respective legal regulations have to be observed.
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Permissible cooling water additives
1. Chemical additives (Chemicals) - containing nitrite
P d t designation
Product
d i
ti
Drew Ameroid Int.

Stenzelring 8
21107 Hamburg
Germany
Unitor Chemicals
KJEMI-Service A.S.
P.O.Box 49
3140 Borgheim
Norway
Vecom GmbH
Schlenzigstr. 7
21107 Hamburg
Germany
Nalfleet Marine
Chemicals
P.O.Box 11
Northwich
Cheshire CW8DX, UK
Maritech AB
P.O.Box 143
29122 Kristianstad
Sweden
Uniservice
Via al Santuario di N.S.
della Guardia 58/A
16162 Genova, Italy
Liquidewt
Maxigard
DEWT-NC
15 l
40 l
4.5 kg
Rocor NB Liquid
Dieselguard
21.5 l
4.8 kg
21500
4800
2400
2400
3600
3600
CWT Diesel/QC-2
16 l
16000
4000
6000
Nalfleet EWT Liq

(9-108)
Nalfleet EWT 9-131 C
Nalfleet EWT 9-111
Nalcool 2000
Marisol CW
3l
3000
1000
1500
10 l
10 l
30 l
12 l
10000
10000
30000
12000
1000
1000
1000
2000
1500
1500
1500
3000
N.C.L.T.
12 l
12000
2000
3000
Colorcooling
24 l
24000
2000
3000
IInitial
iti l dose
d
per 1000 litre
Minimum concentration ppm

Product
Nitrite
Na-Nitrite
(NO2)
(NaNO2)
15000*
700
1050
40000
1330
2000
4500
2250
3375
P d
Producer
The values in the marked areas can be determined with the test kit of the chemical manufacturer.
Table 2. Chemical additives -- containing nitrite
2. Chemical additives (Chemicals) - free from nitrite
Producer
Arteco
Technologiepark
Zwijnaarde 2
B-9052 Gent, Belgium
Product designation
Havoline
XLI
Initial dose
per 1000 l
Minimum concentration
75 l
7.5 %
Table 3. Chemical additives -- free from nitrite
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3. Emulsifiable anti-corrosion oils

Producer
BP Marine, Breakspear Way, Hemel Hempstead,
Herts HP2 4UL, UK
Castrol Int., Pipers Way, Swindon SN3 1RE, UK
DEA Minerall AG, berseering 40,
22297 Hamburg, Germany
Deutsche Shell AG, berseering 35,
Product
(Designation)
Diatsol M
Fedaro M
Solvex WT 3
Targon D
Oil 9156
Table 4. Emulsifiable anti-corrosion oils
4. Anti-freeze agents with corrosion inhibiting effect

Producer
Product
(Designation)
BASF, Carl-Bosch-Str., 67063 Ludwigshafen, Rhein, Glysantin G 48
Germany
Glysantin 9313
Glysantin G 05
Castrol Int., Pipers Way, Swindon SN3 1RE, UK
Antifreeze
BP, Britannic Tower, Moor Lane,
Antifrost X 139
London EC2Y 9B, UK
anti-frost
DEA Minerall AG, berseering 40,
Khlerfrostschutz
Deutsche Shell AG, berseering 35,
Glycoshell
Hchst AG, Werk Gendorf, 84508 Burgkirchen,
Genatin extra
Germany
(8021 S)
Mobil Oil AG, Steinstrae 5, 20095 Hamburg,
Frostschutz 500
Germany
Arteco, Technologiepark, Zwijnaarde 2,
Havoline XLC
B-9052 Gent, Belgium
Table 5. Anti-freeze agents with corrosion inhibiting effect
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3.3.8
Checking is important
The engine oil and cooling water require checking during engine operation
because contamination and acidification set limits to the useful life of the
lube oil, and inadequate water quality or insufficient concentrations of the
corrosion inhibitor in the cooling water may cause damage to the engine.
On engines operated on heavy fuel oil, it is also essential that certain
heavy fuel oil properties are checked for optimum heavy fuel oil treatment.
It cannot always be taken for granted that the data entered on the
bunkering documents is correct for the oil as supplied.
Test kit
We recommend the following MAN B&W test kits for comprehensive

chemical and physical analysis of fuel/lube oils:
Medium
Heavy fuel oil and lube oil
Cooling water
Type
A
B
Designation
Fuel and Lube Analysis Set
Cooling Water Test Kit
Table 1. Test kit for operating media analysis
Figure 1. Test kit A for fuel and lube oil analysis
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Figure 2. Test kit B for cooling water analysis
P
Property
t
Density
Viscosity
Ignition performance
CCAI/CII
Water content
Checking for sea water
Total Base Number (TBN)
pH value
Pour point
Water hardness
Chloride ion concentration
Concentration of corrosion
inhibiting oil
in the cooling water
Drop test
Spot Test (ASTM-D2781)
of interest for
P
Property
t is
i indicative
i di ti off
Fuel
Water Lubricati
or
decisive
for
on oil
x
x
Separator setting
x
x
Separating temperature, injection
viscosity, lube oil dilution
x
Ignition and combustion behaviour,
ignition pressure, pressure increase
rate, starting behaviour
x
x
Fuel oil supply
pp y and atomisation,,
corrosion
i
tendency
t
d
x
x
x
Remaining neutralisation capacity
x
x
x
Storing capacity/pumpability
x
Cooling water treatment
x
Salt deposits in the cooling system
x
Corrosion protection in the cooling
system
x
x
Total contamination of lube oil

Compatibility of HFO blending
components
Testt
T
kit
A
A*
A
A
A
A
B
A
B
B
**
A
A
Test kit A contains the Viscomar unit that allows the viscosity to be measured at various reference temperatures. In combination with the
Calcumar processing unit, the viscosity/temperature interdependence can be determined (e.g. injection and pumping temperatures).
**
Not included. Provided by the supplier of the corrosion inhibitor.
Table 2. Properties that can be tested using the test kits
Refills of the chemicals that are used are available. Each test kit includes
a comprehensive Users Guide containing everything you need to know
about its use.
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Other testing equipment
Lube Oil Tec
To determine the water content, the Total Base Number (TBN) and the
viscosity of lube oils (scaled down alternative to test kit A)
Figure 3. Lube Oil Tec
port-A-lab
For testing lube oil. Tests comparable to those performed by Lube Oil Tec.
Refractometer
For monitoring how much anti-freeze is dispensed (in stationary systems).
Sources
Product
A Fuel and Lube Analysis Set
Chemical refills for A
B Cooling Water Test Kit
Chemical refills for B
Lube Oil Tec
port-A-lab
Measuring instrument for determining the
concentration of corrosion inhibitors containing
nitrite
Refractometer for determining the concentration of
anti-freeze
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Item number
09.11999-9005
09.11999-9002
09.11999-9003
09.11999-9004
Source
1, 2
1, 2
1, 2
1, 2, 3
2
3
4
32/40 upw
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Addresses
Source
1
2
3
4
5
Address
MAN B&W Diesel AG, Augsburg, Dept. SK
Drew Marine Mar-Tec GmbH, Stenzelring 8, 21107 Hamburg
Martechnic GmbH, Schnackenbergallee 13, 22525 Hamburg
Supplier of corrosion inhibitor
Mller Gertebau GmbH, Rangerdinger Strae 35, 72414 Hfendorf
6680
3.3.8--01 E
06.99
32/40 upw
104/ 04
Quality requirements for

intake air (combustion air)
3.3.11
General
The quality and the condition of the intake air (combustion air) exert great
influence on the engine output. In this connection, not only the atmospherical condition is of great importance but also the pollution by solid and
gaseous matter.
Mineral dust particles in the intake air will result in increased wear. Chemical/gaseous constituents, however, will stimulate corrosion.
For this reason, effective cleaning of the intake air (combustion air) and
regular maintenance/cleaning of the air filter are required.
Requirements
The concentrations after the air filter and/or before the turbocharger inlet
must not exceed the following limiting values:
Limiting values
Properties/feature
Particle size
Characteristic value
max. 5
Unit
max. 5
mg/m3 (STP)
Chlorine
max. 1.5
mg/m3 (STP)
Sulphur dioxide (SO2)
max. 1.25
mg/m3 (STP)
max. 15
mg/m3 (STP)
Dust (sand, cement, CaO, Al2O3 etc.)
Hydrogen sulphide (H2S)

*
m3 (STP)
Cubic metre at standard temperature and pressure
Table 1. Intake air (combustion air) -- characteristic values to be observed
When designing the intake air system, it has to be kept in mind that the
total pressure drop (filter, silencer, piping) must not exceed 20 mbar.
6680
3.3.11--01 E
04.01
General
101/ 01
Engine operation I Starting the engine
6682
3.4
3.1
3.2
3.3
Prerequisites
Safety regulations
Operating media
3.4
3.5
3.6
3.7

3.4--01 E
11.97
101/ 01
Preparations for start/

Engine starting and stopping
3.4.1
Preparations for start after short downtimes
Activate/check the systems
Switch on pumps for fuel oil, lube oil and cooling water unless mounted on
the engine. Prime the engine. After downtimes exceeding 12 hours, additionally open the indicator valves and turn the running gear by approx.
three revolutions using the turning gear. On engines which are started
automatically, activate the slow-turn instead. Check whether the cooling
water and lube oil have been preheated (if possible). Set the shut-off elements of all systems to in-service position. The engine is then ready to
be started.
Recommendation:
Start using Diesel fuel oil
It is recommended to use Diesel fuel oil for starting HFO-operated engines, and to switch over to heavy fuel oil after the service temperature
has been reached. Starting the engine on heavy fuel oil is possible provided the necessary heating equipment is available or the heavy fuel oil is
still hot enough.
Engine start is initiated by a pulse transmitted through valve M 388/1 to
valve M 329/1 in the engine-mounted operating station. In case of
emergency, starting can also be initiated by hand on the valve M 329/1.
Further, please observe the specifications applying to the remote control of
marine engines.
Preparations for engine start on heavy fuel oil
The engine can also be started on heavy fuel oil provided the necessary
heating equipment is available. Proceed as follows:
- Switch on the pump for cylinder cooling water, and then the preheater.
Steps
Temperature required: approx. 60C.

- Switch on the pump for the injection valve cooling water, and subsequently the preheater. Temperature required: approx. 55C.
- Switch on the preheater for lube oil (heating coil in the service tank) or
preheat the lube oil in the by-pass (separator circuit). Temperature required: approx. 40C.
Important! The lube oil service pump and/or stand-by pump must
not be switched on until approx. 10 minutes prior to engine start to avoid
that the turbocharger(s) is/are overlubricated because of the absence of
sealing air at standstill.
- Switch on the fuel oil delivery pump, and subsequently the heating
equipment for the mixing tank, HFO piping and final preheater. The
heavy fuel oil in the service tank has to be permanently kept at a temperature of approx. 75C.
- When the necessary temperatures have been reached and the viscosity of the heavy fuel oil as entering the injection pumps is correct (refer
to Section 3.3), the engine can be started.
6640
3.4.1--03 E
11.02
L 40/54, 48/60, L 58/64
101/ 06
Preparations for starting after prolonged downtimes or after overhaul work
For restarting the engine after overhaul work or after prolonged downtimes
(several weeks) the following work has to be done:
- Dewater and top up the settling tank and service tank.

- Drain the filters and clean the elements.
- Set all the shut-off elements to in-service position.
Fuel oil system
For starting HFO-operated engines on Diesel fuel:

Set the three-way cock to the position permitting Diesel fuel to flow
from the service tank to the mixing tank (see the system-specific fuel oil
diagram in Volume E1.)
Switch on the delivery pump and evacuate air from the injection pumps,
pipes and filters.
Check the zero admission on the control rod of each injection pump
and verify that the linkage moves easily.
For HFO operation: Start the heating equipment (unless permanently
on) and check it.
Switch the delivery pump and the heating for the final preheater off
again (danger of overheating).
- Remove sludge from cooling water tank, coolers, pumps and pipes (en-
gine, injection valves, charge-air cooler).
- Top up the cooling water, check the concentration of the anti-corrosion

-
agent.
Switch on the cooling water pumps or stand-by pumps (engine and injection valves).
Evacuate air from the cooling water spaces and check all connections
for tightness.
Check, i.e. open the leaked water drain from the cylinder liner sealing in
the backing ring and from the charge-air cooler casing to verify that
they are tight.
Check the cooling water pressure and the water volume in the compensating tank.
Check the compensating tank for separations of anti-corrosion oil (cylinder cooling) and fuel oil (injection valve cooling).
Switch off the cooling water pumps.
- Pump the lube oil out of (oil sump and) storage tank and clean the oil
Lube oil system
spaces (make sure not to forget the exhaust gas turbocharger).

Clean the oil filters, separators and oil coolers.
Top up new lube oil, or separate the oil charge in use.
Set all the cocks to in-service position and switch on the electrically
driven lube oil pump or stand-by pump.
Check the running gear as well as the injection pump drive and the
valve gear to verify that oil is supplied to all bearing points.
Check the pipe connections and pipes for leakages.
Check the lube oil pressure upstream of the engine and upstream of
the exhaust gas turbocharger.
With the indicator valves opened, move the running gear by two
revolutions using the turning gear. Watch the indicator valves to see
whether any liquid is issuing.
Disengage the turning gear again and switch off the lube oil pump.
- Dewater the compressed air tank and check the pressure, top up if
Starting system
necessary.
- Check the shut-off valves for ease of movement.

- Check the starting valves in the cylinder heads for tightness
6640
3.4.1--03 E
11.02
L 40/54, 48/60, L 58/64
102/ 06
(see Work Card in Volume B2).

Clearances
Check the valve clearance.
Test run
If possible, make a short test run as follows:
- Start the heating equipment for lube oil and cooling water, where available. When preheating temperatures have been reached, set the shutoff elements to in-service position, switch on the fuel, lube oil and cooling water pumps, unless these are mounted on the engine, and start
the engine. Operate the engine at low speed for approx. 10 minutes.
- Watch the indicating instruments during operation.
- If the engine operates properly, load should be applied or the engines
should be shut down. Prolonged idle operation is to be avoided. The
engine should reach the service temperature as quickly as possible
because it suffers higher wear while cold.
Start the engine (with PGG speed governor)
1
2
3
4
Indication
Admission lever
Push-button
Actuating lever
Figure 1. Operating equipment (PGG speed governor)
- Set the actuating lever (4) to LOCAL .

- Adjust the nominal speed to the lowest value possible (if possible).
- Verify that the indication (1) DONT START is not glowing (if the in-
Steps
dication is glowing, the engine cannot be started.)

- Shift the admission lever (2) to 50% ... 60%.
- Press push-button (3) START until the engine starts running.
- By means of the admission lever (2), adjust the admission limitation to
the desired value (e.g. 100%, as shown in Figure 1 ).
- Change the nominal speed towards the upper range.
Attention! Observe remarks in Sections 3.4 to 3.7 (Operational
control I - IV)!
6640
3.4.1--03 E
11.02
L 40/54, 48/60, L 58/64
103/ 06
Start the engine (with PGG-EG speed governor)
1 Indication
3 Push-button
4 Actuating lever
Figure 2. Operating equipment (PGG-EG speed governor)
- Set the actuating lever (4) to NORMAL OPERATION WITH
Steps
ELECTRICAL GOVERNOR.
- Prior to starting, adjust the nominal speed to approx. 30% using the
adjusting knob provided for this purpose.
- Verify that the indication (1) DONT START is not glowing (if the indication is glowing, the engine cannot be started.)
- Press push-button (3) START until the engine starts running.
- Adjust the nominal speed by means of the adjusting knob provided.
Attention! Observe remarks in Sections 3.4 to 3.7 (Operational
control I - IV)!
Start the engine (with PGA speed governor)
1
2
3
4
5
Indication
Admission lever
Push-button
Actuating lever
Fine regulating valve
Figure 3. Operating equipment (PGA speed governor)
- Set the actuating lever (4) to LOCAL.
Steps
6640
3.4.1--03 E
11.02
L 40/54, 48/60, L 58/64
104/ 06
fine regulating valve (5).
- Shift the admission lever (2) to 50%.

- Press the push-button (3) START until the engine starts running.
- Set the admission limitation to the desired value using the admission
lever (2).
- Adjust the nominal speed on the fine regulating valve (5).
Attention! Observe the remarks in Sections 3.4 to 3.7 (Operational
control I - IV)!
Start the engine (with PGA-EG speed governor)
1
3
4
5
Indication
Push-button
Actuating lever
Fine regulating valve
Figure 4. Operating equipment (PGA-EG speed governor)
- Set the actuating lever (4) to NORMAL OPERATION WITH ELECTRI-
Steps
CAL GOVERNOR.
fine regulating valve (5).
- Press the push-button (3) START until the engine starts running.
- Adjust the nominal speed on the fine regulating valve (5).
Attention! Observe the remarks in Sections 3.4 to 3.7 (Operational
control I - IV) !
Shut down the engine
- Check whether a sufficient amount of compressed air is available in the
Steps
6640
3.4.1--03 E
compressed air tanks.

Remove load from engine and operate it at low load.
Shut down the engine.
If it is desired to maintain the operability of the engine for short-term
restarting, the pumps are to be kept operating, and the cooling water,
lube oil, and in case of HFO operation the fuel oil, too, are to be kept at
service temperatures. Recooling should be terminated.
Otherwise, switch off the fuel oil delivery pump.
11.02
L 40/54, 48/60, L 58/64
105/ 06
- The pumps for cooling water and lube oil should continue operating,
-
and cooling of the engine should be continued for approx. 10 minutes

after shut down (in case of electrically driven pumps).
Close all the shut-off valves, especially those on the compressed air
tanks. Check the pressure gauges!
Open all the indicator valves in the cylinder heads.
Engage the turning gear and attach a warning sign on the control console.
Clean the engine on the outside and carry out the necessary checks.
Deficiencies, if any, should be remedied immediately even if appearing
trivial.
Attention! If there is a danger of freezing, drain the cooling water

completely unless anti-freeze has been added; otherwise, cracks
might form in cooling spaces due to frozen water!
Engine shut down from HFO operation
For engine shut-down directly from HFO operation, the following points are
to be observed (refer to system-specific fuel oil diagram in Volume E1):
- If the engine is to be restarted after a few minutes, it is sufficient to

keep the heating equipment and one delivery pump operating.
- In case of longer engine downtime, the mixing tank and the pipes of the
fuel module have to be flushed with Diesel fuel from the Diesel fuel service tank (please refer to the operating instructions for the fuel module
-- Technical Documentation / Engine and system accessories in Volume E1.)
- The injection pipes from the injection pumps to the injection valves, and
the injection nozzles proper, cannot be flushed. The remainders of
heavy fuel oil congeal sooner or later, depending on the viscosity of the
fuel used. It might become necessary prior to re-starting that these
components have to be dismantled, heated and emptied unless special
heating equipment for engine starting on heavy fuel oil is available.
Emergency stop
For quickest possible engine stop in case of the lubrication or cooling system failing, or similar faults, a pneumatic stop piston is fitted in every injection pump which, when operated by compressed air, sets the injection
pump to zero admission.
At the same time, the speed governor is induced to move the control
linkage to ZERO admission, too.
This emergency stop system is activated in two ways as described below:
1. Automatically, by a monitoring system (consisting of oil pressure controller, cooling water temperature controller, speed governor etc. differing from engine to engine).
2. Manually, by pressing an emergency stop push-button in the control
stand or engine control centre of the remote control.
In both cases, emergency stop is indicated by a lamp in the control stand
glowing, and possibly also by an audible signal.
Attention! In emergency cases, where the manoeuvrability of the
vessel is of greater importance than the engine damage prevention,
an emergency stop impulse can be suppressed by pressing a corresponding push-button (override push-button) in the switch cabinet
or engine control centre!
6640
3.4.1--03 E
11.02
L 40/54, 48/60, L 58/64
106/ 06
Change-- over from Diesel fuel oil

to heavy fuel oil and vice versa
3.4.2
Change-over from Diesel fuel operation to operation on heavy fuel oil
In the case of engines equipped with a pressurised fuel oil system for HFO
operation, there exists the risk that on prolonged operation on Diesel fuel
oil the maximum admissible Diesel fuel temperature is exceeded due to
hot Diesel fuel being recirculated into the mixing tank. Excessive
temperatures imply low viscosity and lubricity involving corresponding
danger for the injection pumps. Therefore, the shut-off valves in the return
pipe have in this case to be switched so that the Diesel fuel oil is returned
to the service tank instead of the mixing tank (refer to Section 2.4 or the
system-specific fuel oil diagram).
Preliminary remarks
Important! On switch-over to heavy fuel oil operation, recirculation

has also to be switched back to mixing tank; otherwise, heavy fuel oil will
enter the Diesel fuel oil service tank.
- The engine is operated on Diesel fuel oil, the components are at
Prerequisites
service temperatures.
- The heating equipment is in operation, the HFO temperature in the

service tank being permanently maintained at approx. 75C.
- Switch on the heaters for the mixing tank and heavy fuel oil pipes, if
Steps
available.
- Switch the three-way cock to HFO operation (refer to system-specific

fuel oil diagram).
- For engine systems equipped with viscosity measuring system and
manual control of preheating temperature: Adjust the heating capacity
of the final preheater in accordance with the viscosimeter data so that
the viscosity shown in the viscosity/temperature diagram is obtained at
the injection pumps (depending on the heavy fuel oil used).
- In case of engine systems with automatic heavy fuel oil viscosity
control: The viscosity control system is adjusted on initial putting into
operation of the engine, and should not be changed normally.
- The temperature of the cooling water as leaving the cylinder is to be
maintained at approx. 80C. In the case of heavy fuel oils with a high
sulphur concentration, in particular, make sure that the temperature
does not drop below this value.
6628
3.4.2--01 E
07.97
32/40 upw
101/ 02
Change-over from HFO operation to operation on Diesel fuel oil
- Switch the three-way cock (please refer to system-specific fuel oil
Steps
diagram) to Diesel fuel oil approx. 30 minutes prior to engine

shut-down.
- Final preheaters controlled by hand have to be switched off.
- When the heavy fuel oil carried in the piping system has been used up
and replaced by Diesel fuel oil, the engine may be shut down.
- Switch off all heating equipment (as far as required).
Important! A change-over to Diesel fuel oil offers the advantage
that the engine is ready to be started at any time without previous system
heating for several hours being required. Maintenance and overhaul work
is substantially facilitated if the piping and injection system is filled with
Diesel fuel oil.
6628
3.4.2--01 E
07.97
32/40 upw
102/ 02
3.4.3
Background
The following relationships exist between engine power, speed, torque and
mean effective pressure:
Power, speed ...
pe
1200 P e
and
VH n z
Md
9550 P e
n
Where
pe
Pe
VH
n
Z
Md
Mean effective pressure [bar],

Effective engine power [kW],
Cubic capacity [dm3],
Speed [rpm],
Number of cylinders and
Torque [Nm].
The mean effective pressure is the mean value of the cylinder pressure
over the whole four-stroke cycle. It is proportional to the power and the
torque and inversely proportional to the speed. If the mechanical efficiency
hmech is known, it can be calculated from the mean value of the indicated
pressures:
Mean pressure
p e
pi mech
Three-phase generators are connected to the synchronous speeds:
Synchronous speeds
n
60p f
Where
n
f
p
Operating points/characteristic
curves
Rated engine speed [rpm],

Mains frequency [Hz] and
Number of generator pole pairs.
Stable engine operating points are only obtained when there is a balance
between output, speed and the feed rate setting of the fuel pumps (filling).
The energy supply must correspond to the energy requirements.
In hydraulic drive units, such as propellers or pumps, the power required
increases by roughly the speed to the power of three Pn3). This means
that increases in speed are relatively difficult to achieve towards the top of
the power curve. This also applies to speed gains as the ships speed is a
direct function of engine speed (nv). The gradient of the power-speed
curve (in the case of fixed-pitch propellers) or the location of the operating
point (with variable-pitch propellers) is determined by the pitch of the
propeller and the resistance of the ship or, in the case of pumps, by the
blade setting.
6680
3.4.3--01 E
06.99
32/40 upw
101/ 03
Changes in pump filling only bring about a change in power in the case of
generator systems; in marine propulsion systems, however, they lead to
different power-speed combinations.
Permitted power and speed
In service, the maximum speed and torque have to be limited in the first
approximation to 100 %, the continuous output in diesel operation to
between 0 and 100 %, and in HFO mode to between 151) and 100 %. This
is to some extent achieved through design measures but must be
supplemented by operational techniques.
Operation in a power range below 15 or 20 % is only permitted for short
periods. Operation in the range between
60 - 90 % of rated power is recommended.
The permitted operating ranges for marine engines are shown in Figure 1.
Figure 1. Permitted output-speed ranges for single-engine systems with fixed-pitch propellers (left) and for single-engine
systems with variable-pitch propellers without shaft generator (right)
Term
Rating
Speed
Explanation
Effective engine power (Pe)
Speed (n)
bmep
Mean effective pressure (pe)
Torque
MCR
Torque (Md)
Maximum continuous power
(blocked power)
Term
I
II
1
2
3
FP
P
Explanation
Operating range for continuous operation
Operating range permitted temporarily,
e.g. acceleration/manoeuvring
Load Limit
Recommended combinator curve
Zero thrust curve
Design range for fixed-pitch propeller unit
Design range for variable-pitch propeller unit
with combinator
Table 1. Legend for Figure 1 (abridged texts - not suitable for propeller design or for checking same)
1)
15 % not applicable for L/V 20/27 and 25/30, for which 20 % is the lower limit for continuous part-load operation.
6680
3.4.3--01 E
06.99
32/40 upw
102/ 03
Other limitations
- Engines that are being used as the main source of propulsion for
fixed-pitch or variable-pitch propellers are blocked at 100 % output.
They may be operated with a maximum of 10 % reduction in speed.
- Engines being used as the diesel-electric source of propulsion for
fixed-pitch or variable-pitch propellers are blocked at 110 % output.
Output 100 % may be applied temporarily for acceleration purposes.
- Engines being used for dredging operation are blocked at between 100
and 90 % output depending on engine size and may be operated with a
maximum of 30 % reduction in speed.
- Engines used in fishing boots or tugs are blocked at 100 % output and
may be operated with a 20 % reduction in speed.2)
The above information is for guidance purposes only. The procedures to
be used under operational conditions will be agreed between the
purchaser, shipyard/planning office and engine manufacturer.
Attention! Blocking/limitations must not be lifted without first
consulting MAN B&W Diesel AG.
2)
Only applies to engines 20/27 to 32/40
6680
3.4.3--01 E
06.99
32/40 upw
103/ 03
Engine
Running-- in
3.4.4
Preconditions
Engines must be run in
- during commissioning at site if, after the test run, pistons or bearings
were removed for inspection and/or if the engine was partly or completely disassembled for transport,
- on installation of new running gear components, e.g. cylinder liners,
pistons, piston rings, main bearings, big-end bearings and piston pin
bearings.
- on installation of used bearing shells,
- after an extended low-load operation (> 500 operating hours).
Surface irregularities on the piston rings and the cylinder liner running surface are smoothed out during the running-in process. The process is
ended when the first piston ring forms a perfect seal towards the combustion chamber, i.e. the first piston ring exhibits an even running surface
around its entire circumference. If the engine is subjected to a higher load
before this occurs, the hot exhaust gases will escape between the piston
rings and the cylinder liner running surface. The film of oil will be destroyed
at these locations. The consequence will be material destruction (e.g.
scald marks) on the running surface of the rings and the cylinder liner and
increased wear and high oil consumption during subsequent operation.
Adjustment required
The duration of the running-in period is influenced by a number of factors,

including the condition of the surface of the piston rings and the cylinder
liner, the quality of the fuel and lubricating oil and the loading and speed of
the engine. The running-in periods shown in Figure 1 and 2
respectively are, therefore, for guidance only.
Operating media
Fuel
Diesel oil or heavy fuel oil can be used for the running-in process. The fuel
used must satisfy the quality requirements (Section 3.3) and be appropriate for the fuel system layout.
The gas that is to be later used under operational conditions is best used
when running-in spark-ignited gas engines. Dual-fuel engines are run in in
diesel mode using the fuel that will later be used as pilot oil.
Lubricating oil
The lubricating oil to be used while running-in the engine must satisfy the
quality requirements (Section 3.3) relating to the relevant fuel quality.
Attention! The entire lube oil system is to be rinsed thoroughly
before taking the engine into operation for the first time (see work
card 000.03).
6680
3.4.4--03 E
04.03
32/40 upw
101/ 03
Running-in the engine
Cylinder lubrication
During the entire running-in process, the cylinder lubrication is to be

switched to the Running-in mode. This is done at the control cabinet
and/or the operators panel (under Manual Operation) and causes the
cylinder lubrication to be activated over the entire load range already when
the engine is started. The increased oil supply has a favourable effect on
the running-in of the piston rings and pistons. After completion of the running-in process, the cylinder lubrication is to be switched back to Normal
Mode.
Checks
During running-in, the bearing temperature and crankcase are to be

checked,
- for the first time after 10 minutes of operation at minimum speed,

- after operational output levels have been reached.
The bearing temperatures (camshaft bearings, big-end and main bearings)
are to be measured and compared with those of the neighbouring bearings. For this purpose, an electric tracer-type thermometer can be used
as measuring device.
At 85% load and on reaching operational output levels, the operating data
(firing pressures, exhaust gas temperatures, charge air pressure, etc.) are
to be checked and compared with the acceptance record.
Standard running-in programme
Marine engines for propeller plants (operation at variable speed)

Running-in can be carried out with a fixed-pitch, controllable-pitch, or zerothrust-pitch propeller. During the entire running-in period, the engine output is to remain within the output range that has been marked in Figure 1
and 2 respectively, i.e. below the theoretical propeller curve. Critical
speed ranges are to be avoided.
Running-in during commissioning

at site
Four-stroke engines are, with a few exceptions, always subjected to a test

run in the manufacturers works, so that the engine has been run in, as a
rule. Nevertheless, repeated running is required after assembly at the final
place of installation if pistons or bearings were removed for inspection
after the test run or if the engine was partly or completely disassembled for
transportation.
Running-in after installation of

new running gear components
In case cylinder liners, pistons and/or piston rings are replaced on the occasion of overhaul work, the engine has to be run in again. Running-in is
also required if the rings have been replaced on one piston only. Running-in is to be carried out according to Figures 1 and 2 and/or the
pertinent explanations.
The cylinder liner requires rehoning according to work card 050.05 unless
it is replaced. A portable honing device can be obtained from one of our
service bases.
Running-in after refitting used

or installing new bearing
shells (main bearing, big-end
and piston pin bearing)
If used bearing shells were refitted or new bearing shells installed, the
respective bearings have to be run in. The running-in period should be
three to five hours, applying load in stages. The remarks in the previous
paragraphs, especially under Checks, as well as Figure 1 and 2
respectively are to be observed.
Idling at high speed over an extended period is to be avoided, wherever
possible.
Running-in after low-load operation
Continuous operation in the low-load range may result in heavy internal

contamination of the engine. Combustion residues from the fuel and lubricating oil may deposit on the top-land ring of the piston, in the ring grooves
and possibly also in the inlet ducts. Besides, the charge-air and exhaust
6680
3.4.4--03 E
04.03
32/40 upw
102/ 03
piping, the charge-air cooler, the turbocharger and the exhaust gas boiler
may become oily.
As also the piston rings will have adapted themselves to the cylinder liner
according to the loads they have been subjected to, accelerating the engine too quickly will result in increased wear and possibly cause other
types of engine damage (piston ring blow-by, piston seizure).
After prolonged low-load operation (500 operating hours), the engine
should therefore be run in again, starting from the output level, at which it
has been operated, in accordance with the Figures 1 and 2 .
Please also refer to the notes in Section 3.5.4 Low-load operation.
Tip! For additional information, the after-sales service department of
MAN B&W Diesel AG or of the licensee will be at your disposal.
A Controllable-pitch propeller
B Fixed-pitch propeller
C Engine output
(specified range)
D Running-in period in [h]
E Engine speed and output
in [%]
Figure 1. Standard running-in programme for marine propulsion engines (variable

speed) of the 32/40 engine type
A Controllable-pitch propeller
B Fixed-pitch propeller
C Engine output
(specified range)
D Running-in period in [h]
E Engine speed and output
in [%]
Figure 2. Standard running-in programme for marine propulsion engines (variable

speed) of the 40/54, 48/60, 58/64 engine types
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3.4.4--03 E
04.03
32/40 upw
103/ 03
Engine operation II Control the operating media
6682
3.1
3.2
3.3
3.4
Prerequisites
Safety regulations
Operating media
3.5
3.6
3.7

3.5--01 E
11.97
3.5
101/ 01
Monitoring the engine/

performing routine jobs
3.5.1
Monitoring the engine/routine checks
State-of-the-art engine systems normally run automatically using intelligent

control and monitoring systems. Hazards and damage are precluded to a
large extent by internal testing routines and monitoring equipment. Regular
checks are nevertheless necessary to identify potential problems at an
early stage and to implement the appropriate preventive measures. Moreover, the necessary maintenance work should be done as and when required.
It is the operators duty to carry out the checks listed below, at least during
the warranty period. However, they should be continued after the warranty
term expires. The expense in time and costs is low compared to that incurred for remedying faults or damage that was not recognised in time.
Results, observations and actions taken in connection with such checks
are to be entered in an engine log book. Reference values should be defined to make an objective assessment of findings possible.
Regular checks
(every hour/daily)
The regular checks should include the following measures:
- Assess the operating status of the propulsion system, check for alarms
and shut-downs,
visual and audible assessment of the systems,
checking performance and consumption data,
checking the contents of all tanks containing operating media,
checking the most essential engine operating data and ambient conditions,
- checking the engine, turbocharger, generator/propeller for smooth running.
In addition to the regular checks, further checks should be made at somewhat longer intervals for the following purposes:
Periodic checks
(daily/every week)
- Determine the operating hours logged, and verify the balancing of operating times in case of multi-engine systems,
evaluate the number of starting events,
check the printers or recording instruments,
check all the relevant engine operating data,
evaluate the stability of the governor and control linkage,
check the engine systems for unusual vibrations and extraordinary
noise,
- check all the systems, units and main components for proper performance,
- check the condition of operating media.
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Routine jobs
The following routine jobs are to be carried out at appropriate intervals with
due regard to their importance:
- Check the service tanks (diesel fuel and heavy fuel oil) and top up in
Fuel oil system
time. Prior to changeover to another tank, drain the water from the
latter.
Never run the service tank completely dry. This would permit air to
enter the piping so that the injection system would have to be vented.
Regularly drain or exhaust water and sludge from the service tanks.
Otherwise sediments could rise up to the outlet connection level.
Clean the filters and separators at regular intervals.
Ensure cleanliness during fuel pumping. Perform a spot test of the fuel
on every bunkering (see work card 000.05) and keep these together
with the engine operating data logs. The fuel has to meet the quality
specifications.
Engines operated on heavy fuel oil:
- Heat the heavy oil to a temperature at which the prescribed viscosity
will be attained at the entry into the injection pumps. Refer to Figure 1.
Supplementary information is given in the viscosity/temperature diagram, Section 3.3.4
Figure 1. Viscosity/temperature diagram (reduced version)
- Do not mix heavy oils of different viscosities, and do not blend heavy oil
with distillate as instability may occur and cause engine operating
trouble.
- Submit the heavy fuel oil to one-stage or two-stage separation, depending on the system layout.
- Check the lube oil level in the service tank and top up if necessary.
- Check the lube oil temperatures upstream and downstream of the
Lube oil system
cooler.
- Monitor the lube oil pressure at the control console and, if necessary,
adjust to the specified service pressure. If the oil pressure rises above
normal when starting the cold engine, this is of no significance as the
oil pressure will drop to the specified service pressure as the oil heats
up.
Attention! The engine must be shut down immediately if the oil
pressure drops!
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- Check the water content of the lube oil at the specified intervals (see
maintenance schedule, Section 4).
- Use lube oil grades that meet the quality requirements

(see Section 3.3).
- Clean the filters and separators at regular intervals.

- Check the cooling water level in the expansion tanks (cylinder and in-
jection valve cooling) and top up if necessary. Check the concentration

of the corrosion inhibitor (see quality requirements, sheet 3.3.7 and
work card 000.07).
- Check the cooling water outlet temperatures. Should the temperature
rise above the specified maximum, and if corrective regulation is not
possible, reduce the engine load and take remedial measures. Reduce
the temperature slowly to avoid thermal stresses in the engine.
- Adjust the cooling water outlet temperature to the specified value (refer
to Section 2.5). If the engine operating temperature is too low, excessive cylinder liner wear will occur, and the sulphur contained in the heavy
fuel oil will induce corrosion. Fuel oil consumption will also rise.
- If marine engines are operated on heavy fuel oil during manoeuvring
(pier-to-pier operation), care should be taken that the cooling water
temperatures are maintained at as high a level as possible.
Attention! In case of faults in the engine cooling water circuit,
especially if the cooling water pump fails, the engine must be shut
down immediately!
- Refill the compressed air tanks immediately upon engine starting so
Starting air
system
that sufficient compressed air is available whenever required.
- The pipes from the distributing pipe to the starting valves are to be
checked after starting to ensure that they do not become too hot. If this
is the case, the corresponding valve is not tight. This valve should be
overhauled or replaced as soon as possible because otherwise the
valve seat and the valve cone will be destroyed.
- High air humidity may cause large amounts of condensed water to
Charge air system
accumulate in the charge air pipe (refer to Section 3.5). Discharge of

the condensed water is to be checked through the leaked water pipe
that runs along each cylinder bank. Where the condensed water is
drained via a float valve, this valve is to be checked for proper operation. To minimise the accumulation of condensed water, the charge air
temperature should be kept as high as possible over the entire operating range, however, with due allowance being made for other operating
parameters.
- The charge-air pressure should be looked up in the test run record and
compared with that measured on the engine. This comparison permits
conclusions to be drawn regarding the condition of the exhaust gas
turbocharger and charge-air cooler. The charge air pressure measured
by a differential pressure gauge upstream and downstream of the
charge air cooler will serve as a measure for the degree of fouling of
the air side of the cooler.
Refer to the Technical Documentation, Volume B2 / work card 000.40.
Supplementary jobs/notes
- Although the cylinders develop the same output, the exhaust gas tem-
Operating values
peratures may vary slightly. It is not admissible to adjust the cylinders

to the same exhaust gas temperatures.
- The cylinders should be loaded as evenly as possible. This can be verified by comparison of the ignition pressures and the control linkage
position of the injection pumps.
- The exhaust gas temperatures have to be checked and compared with
the previously measured temperatures (acceptance certificate).
If larger differences should be found, the cause is to be traced and the
fault eliminated.
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- The exhaust discoloration is to be checked. Oil in the combustion

Indicator diagrams
(not applicable to dual-fuel
engines)
Determination of output
Running gear bearings
chamber will give the exhaust gases a bluish colour, poor combustion
or overloading will give the exhaust gases a darker resp. black colour.
The engine output has to be reduced if the intake air temperatures or
air pressures deviate from the values which were taken as a basis for
output definition.
Indicator diagrams have to be taken from all cylinders at the specified
intervals (refer to the maintenance schedule, Section 4). For taking
indicator diagrams at ignigion pressures $160 bar, a mechanical instrument (such as, for example, an indicator, Maihak make), or, especially at higher ignition pressures, an electronic measuring unit can
be used. Pressure/volume diagrams can be taken by means of an
electronic ignition pressure measuring device, e.g. of Messrs Baewert,
Meerane (see complementary 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 comparison of the loading of
the individual cylinders. The ignition pressures should only slightly deviate from the average ( 5 %) and should not exceed the specified
level. Higher pressures are indicative of premature injection or an excessive injection volume, lower pressures suggest delayed injection or
an insufficient injection volume. A comparison of diagrams with those
taken from the new engine permits potential irregularities to be recognised. The following values should be entered in each diagram to permit comparison at a later date should this be necessary: turbine speed,
charge air pressure, exhaust gas temperature downstream of the cylinder, engine speed, injection pump setting, spring calibration, and
possibly the fuel consumption during taking of diagrams.
Marine engines can be rated using the engine operating data and the
injection pump setting. In the case of Diesel generator sets, the engine
output can be determined from the generator output. Please refer to
Section 3.5.
In order to detect bearing damage in time and to avoid consequential
damage, various safety equipment is fitted to the engine. The following
systems are used:
The oil mist detector controls the oil vapour concentration in the crankcase of each cylinder (or cylinder pair in the case of V-type engines)
and releases an audible and visible alarm or shuts the engine down
automatically when smoke develops from evaporating lube oil, when
the bearing temperatures are too high, or in case of incipient piston failure.
The bearing temperature monitoring system uses resistance thermometers fitted in the bearing bodies of the main bearings. These thermometers pass corresponding pulses to the safety system, thereby releasing audible and visible alarms or shutting down the engine
automatically.
The splash-oil monitoring system indirectly determines the temperatures of each individual running gear (or running gear pair in the case of
V-type engines) by means of the splash oil. In case a defined maximum value or the admissible deviation from the mean value is exceeded, the safety system initiates an engine shut-down. With this
equipment, it is possible to recognise incipient damage on running gear
components and bearings at a very early stage.
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Engine log book/

Engine diagnosis/Engine management
3.5.2
Engine log book
Classification societies and some supervisory authorities require keeping

an engine log book. Despite any printers and plotters your plant my have,
we also recommend to enter the results of your checks in an engine log
book, in which also additional observations and actions can be noted and
jobs that are due can be entered. Advantageously,
- measuring and test results,

- renewal and topping up of operating media,
- empirical information/conclusions drawn from maintenance and repair
work
should also be entered in this engine log book. It is up to the plant
manager/chief engineer to develop the engine log book to a basic tool to
work with or an essential instrument of engine operation.
Since the opinions on what should be contained in the engine log book
differ widely, we have abstained from making proposals. However, we
would gladly assist you if desired, especially in fixing the reference values.
The information sources of reference should be the test run and
commissioning records as well as the List of measuring and control units.
Still more valuable empirical facts/decision-taking fundamentals are
obtained if essential operating data, times between overhaul or activities
are not only noted down but represented chronologically. Diagrams similar
to that shown in Figure 1 can be used for this purpose. This is an
uncomplicated method for obtaining an informative trend analysis.
Figure 1. Diagrams for trend analyses
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Engine diagnosis using electronic ignition pressure measuring units
Visual and audible checks of the engine plant, entries in the engine log
book and evaluations on the basis of the operating time serve for the
conventional way of determining the present and/or future condition.
Information at a higher level can be obtained by using a portable ignition
pressure and injection pressure measuring unit, e.g. the Baewert HLV-94.
Using this device, the pressure (if required, of several engines) at the
indicator connection is recorded and indicated on an LC display in form of
a diagram over the crank angle or in form of a table. The appertaining
mean indicated pressures are also calculated. Via a connection cable, the
measuring results can also be printed or made accessible to computer
evaluation via a COM1 or COM2 interface. In a similar way, the injection
pressure is recorded and delivered. For this purpose, however, DMS
sensors are required which are to be attached to the injection pipes.
Electronic ignition pressure measuring units allow to draw reliable
conclusions on the load distribution from cylinder to cylinder and on
deviations from normal combustion and injection pressure trends, using
the measured values, pressure curves and diagrams obtained. Depending
on the power spectrum, they provide decision-taking fundamentals for
correction measures and maintenance or repair work, which in turn
contribute to reducing operating costs and downtimes.
Figure 2. Electronic injection pressure measuring device, make Baewert
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System
Indicator system
HLV 94
Digital pressure indicator
DPI
Peak pressure indicator
LEMAG-PREMET LS
Company
Baewert GmbH
Postfach 177
D-08393 Meerane
Leutert GmbH & Co.
Schillerstrae 14
D-21365 Adenhofen
Lehmann & Michels GmbH
Marlowring 4
D-22525 Hamburg
Table 1. Electronic indicator systems
Engine diagnosis using CoCoS-EDS
CoCoS-EDS is an engine diagnosis and trend analysis system, which

evaluates the latest measuring data of the Diesel engine, on line on a PC.
It was developed by MAN B&W Diesel AG and is a component of the
CoCoS engine management system. The diagnosis system, which
furnishes the knowledge of excellent specialists, permits a permanent
diagnosis in respect of
tubocharging, combustion and injection,

the temperatures and pressures of air, gas, oil and water systems,
the temperatures of components, and
the condition of air filter, compressor, charge air cooler, turbine and
exhaust gas boiler.
EDS offers three operating levels, which are available at any time:
- monitoring,
- trend, and
- diagnosis.
EDS uses the values of the normal alarm system and, in addition, the
measuring values of the EDS sensor box. These additional measuring
values are required for making more exact calculations and diagnoses.
They are recorded every 20 seconds and memorised every half hour. In
case of an engine stop, all data recorded during the last half an hour is
available. This is essential for analysing emergency stops.
Monitoring
Figure 3. CoCoS-EDS monitoring - visualising measuring data on a turbocharger
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Taking physical and thermo-dynamic processes into consideration, EDS

converts the measuring values in such a way that the displayed values
represent the actual condition of the engine. The measuring records can
be requested in various forms of representation.
Trend
The trend analysis graphically represents the registered and memorised

changes in condition. It is a very helpful method for early diagnosis of
irregularities in an engines operating condition.
In case of short-trend analyses, all engine operating values are memorised
in the data base at five-minute intervals. The memory depth is two weeks.
In the long-term data base, the operating data of the short-trend data base
are accumulated to daily values. The memory depth here is two years.
Figure 4. CoCoS-EDS trend - operating values are displayed over a certain period
of time
Every five minutes, the so-called tentative diagnosis is made, enabling

recognition and display of deviations of an operating value from its normal
value, independent from the present load point and from external
influences.
Diagnosis
Since presently measuring sensors with long-term stability are not

available for high-pressure values, the diagnosis system provides an
indication once a week or, if necessary, at shorter intervals that an ignition
and injection pressure measurement is to be carried out. After these
values are entered, the EDS is able to make a complete diagnosis.
On request, the user is provided with the following information:
- date and time of the first striking and of the last occurrance of the
disturbance,
- the type of disturbance, and

- the cause of the disturbance.
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Figure 5. CoCoS-EDS diagnosis
The three modules provide the user with the necessary information on the
actual condition of the engine, and all the experience gained by the MAN
B&W engine developers and service engineers.
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Load curve
during acceleration/manoeuvring
3.5.3
Power-increasing-times for diesel engines in marine applications
It is not permitted to apply load to and withdraw load from Diesel engines
as quickly as desired. Instead, allowance is to be made for
- thermal and mechanical loads,

- exhaust gas colouration, and
- the turbocharger capacity.
The shortest possible load application and load reduction for marine
propulsion engines is shown in Figure 1.
Zeit (Min.) bei vorgewrmtem Motor (ltemperatur 40 C, Frischwassertemperatur 60 C)

Time (min) with engine at preheating temperature (oil temperature 40 C, F.W. temperature 60 C)
Figure 1. Load application curve during manoeuvring
In the AHEAD direction, 60% of the engine output are permitted to be

applied only after 15 seconds have elapsed under emergency
manoeuvring conditions or 30 seconds resp. under normal manoeuvring
conditions. 100% engine output is not allowed to be reached earlier than
after 30 seconds or 3 minutes resp. Diagram, part 3.
Acceleration
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In the ASTERN direction, 15 seconds or 40 seconds resp. must elapse

before 70% of the output are reached. Higher outputs are not available
due to the propeller properties. Diagram, part 2.
Load reduction
At least 15 seconds must elapse during load reduction from FULL AHEAD
to STOP, at least 10 seconds during load reduction from FULL ASTERN to
STOP. Diagram, part 1/4. In case of faster load reduction, the
turbocharger may start surging
Besides, please note ...
Marine main engines in preheated condition should be operated at a

speed not exceeding approx 75% or a load not exceeding approx. 40%, if
possible. Operation at full load is admissible after the service temperatures
have been reached.
In fixing the load application and load reduction times it should be noted
that the time constants for the dynamic behaviour of the engine relative to
the prime mover and/or the vessel may be wide apart. Ratios of 1:100 are
encountered in the case of marine propulsion engines. This means that
the engine responds much faster than the ship does. Faster load
application and load reduction rates will therefore have but a minor effect
on the ships behaviour during manoeuvring (except, e.g. tug boats and
ferries).
Under normal manoeuvring conditions, we therefore strongly recommend
that the normal rates should be adhered to, and emergency manoeuvring
should be restricted to exceptional situations. This will decisively contribute
to trouble-free long-term operation.
In case of manned engine operation, the engine room staff is responsible
for the observation of load application requirements. For remotely
controlled engines, the loading programs for normal and emergency
manoeuvring have to be integrated in the remote control scope. Such
integration has to be agreed between the buyer, the shipyard and the
engine manufacturer.
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Part-- load operation
3.5.4
Generally the following load conditiones are differentiated:
Definition
Over-load: > 100 % of full load output

Full-load: 100 % of full load output
Part-Load: < 100 % of full load output
Low-load: < 25 % of full load output
Correlations
The ideal operating conditions for the engine prevail under even loading at
60 % to 90 % of the full-load output. Engine control and rating of all
systems are based on the full-load output.
In the idling mode or during low-load engine operation, combustion in the
cylinders is not ideal. Deposits may form in the combustion chamber,
which result in a higher soot emission and an increase of cylinder
contamination.
Moreover, in low-load operation and during manoeuvring of ships, the
cooling water temperatures cannot be regulated optimally high for all load
conditions which, however, is of particular importance during operation on
heavy fuel oil.
Better conditions
Engines are genuinely better equipped for low-load operation
- if they have a two-stage charge-air cooler, the second stage of which

can be switched off in order to improve the operating data or
- if they have a two-stage charge-air cooler and switch-over from HT to

LT has been provided for, permitting the admission of HT water to the
LT stage.
HT: high temperature
Operation on heavy fuel oil
LT: low temperature
Because of the aforementioned reasons, low-load operation < 20 % of full

load output on heavy fuel oil is subjected to certain limitations. According
to Figure 1 , the engine must, after a phase of part-load operation, either
be switched over to Diesel oil operation or be operated at high load (>70 %
of full load output) for a certain period of time in order to reduce the deposits in the cylinder and exhaust gas turbocharger again.
In case the engine is to be operated at low-load for a period exceeding
that shown in Figure 1 , the engine is to be switched over to Diesel oil
operation beforehand.
For continuous heavy-fuel oil operation at part loads in the range below
25 % of the full engine output, co-ordination with MAN B&W Diesel AG is
absolutely necessary.
Operation on Diesel fuel oil
For low-load operation on Diesel fuel oil, the following rules apply:
- A continuous operation below 15 % of the full load output is to be

avoided, if possible.
Should this be absolutely necessary, MAN B&W Diesel AG has to be
consulted for special arrangements (e.g. the use of part-load injection
nozzles).
- A no-load operation, especially at nominal speed (generator operation)
is only permitted for a maximum period of 1 ... 2 hours.
No limitations are required for loads above 15 % of full load, as long as the
spezified operating data of the engine will not be exceeded.
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P full load output in %
t Operating period in hours (h)
Figure 1. Time limits for part-load operation on heavy fuel oil (on the left), duration of Relieving operation (on the right)
Figure on the left: Time limits for part-load operation on heavy fuel oil.
Explanations
Right-hand figure: Necessary operating time at > 70 % of full-load output

after part-load operation on heavy fuel oil. Acceleration time from present
output to 70 % of full-load output not less than 15 minutes.
Line a
Example
Line b
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At 10 % of full-load output, HFO operation is permissible for

max. 19 hours, then switch over to Diesel fuel oil, or
operate the engine for approx. 1.2 hours at not less than 70 %
of full-load output to burn away the deposits that have formed.
Subsequently, low-load operation on heavy fuel oil can be
continued.
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Determine the engine output and

design point
3.5.5
Preliminary remarks
The engine output is one of the most important operating parameters. It

serves as a standard for assessing the economic efficiency and reliability
of the engine but also as a reference value for judging other operating
values. Combinations of outputs and associated speeds or speeds and
associated fuel pump admission settings provide design points. The
position of such design points permits conclusions to be drawn on
- alterations in resistance (of the ship),

- losses, leakages, damage, and
- the efficiency of the injection system, turbocharging system and charge
renewal system.
In the case of older engines (> 30 000 hours of operation), reliable conclusions are only possible at design points for which all three above-mentioned parameters are known. Further relevant operating values may have
to be taken into consideration to guarantee a correct judgement.
How to proceed
The effective engine output Pe cannot be easily measured on marine propulsion engines. For this purpose, it would be necessary to measure the
torque. In the case of medium-speed four-stroke Diesel engines, the indicated output Pi cannot be determined from indicator diagrams either.
In the case of marine

propulsion engines
Alternatively, the design point of interest can be determined from the

speed and the mean value of the pump admission settings. From this,
conclusions can be drawn on the corresponding effective output. A prerequisite, however, is that the same fuel is used and that the fuel temperature is the same.
In the case of Diesel generator
sets
The effective engine output for generator sets can be determined relatively
precisely from the effective generator output Pw, which is measured continually, and from the generator efficiency gen, which varies but slightly
within the usual operating range. This method, however, does not permit
any judgement to be made of changes that may occur on the engine or
generator. As an alternative or additional method, design points can be
determined as outlined above, and the results obtained can be compared.
Preparatory work
The mean value of pump admission settings plotted over the output is recorded during the engine works trials and included in the acceptance certificate in the form of a curve, both for marine and stationary engines. In
the case of marine engines, this data is also entered on an additional
sheet together with three propeller curves. The diagram corresponds to
Figure 1 . For determining the design point and the engine output, the
diagram of the acceptance certificate relating to the respective plant is,
therefore, to be used.
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This information permits the engine output to be determined and an

assessment to be made of the design points. It is necessary for this
purpose that in the case of marine propulsion engines the engine speeds
and fuel pump admission settings are recorded simultaneously and exactly
during sea trials and immediately afterwards with the ship loaded. This
should be done at varying engine outputs, under normal operating and
weather conditions, and with the fuel intended to be used for continuous
operation. In the case of ships equipped with a controllable-pitch propeller,
it must be ensured that the propeller pitch is the same. The design points
determined this way are also to be entered in the form. They serve as
reference values for assessing parameters determined later on.
Intermediate values have to be interpolated in accordance with the
diagram contained in the acceptance certificate.
For stationary engines, only the pump admission settings of the
acceptance certificate are to be copied into the form sheet.
Important! Diesel fuel oil (MDO) or gas oil (MGO) is used for the
engine trials as a rule. In heavy fuel oil (HFO) operation, pump admission
settings are approximately the same.
Determining the design point and the engine output
Example (marine propulsion

engine)
Determining the design point and the engine output are to be carried out
analogously using the example shown in Figure 1 , where:
Engine type
Rated output
Rated speed
Steps
XY,
6200 kW,
450 rpm.
Steps required:
- Measure the speed and the fuel pump admission setting. The following
have been determined:
Speed
Pump setting
432 rpm,
59 mm.
- Convert the measured speed value into a percentage of the rated

speed, which in this case will be 96%.
- Look up the speed point (96%) on the speed coordinate and project it
vertically upwards.
- Determine the admission value (59 mm) on the fuel admission scale,
and project it parallel to the closest admission line (arrow) up to the
speed line. Point of intersection = design point.
- Draw a horizontal through the intersection up to the output coordinate
and determine the value, which in this case will be 86%.
- Determine the corresponding engine output.
86% x 6200 kW
5330 kW
100%
1 Limiting curve for output
2 Recommended combinator
curve
3 Zero-thrust curve
4 Range of open blow-off flap
Table 1. Legend of Figure
6680
5 100s%-torque and
100%-mean-effectivepressure line
6 Constant-fuel-admission
lines
7 Range of open blow-by

flap
8 Range, in which the
charge air is preheated
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Figure 1. Diagram for determining the design point and engine output (example)
Prerequisites
Diagram prepared as required, characteristic design points added,

matched to the usual fuel oil.
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Generator sets
In the case of generator sets, the method can be applied analogously.

Design points are in this case only found on the 100%-speed line, or close
to it.
Evaluation of results
The design point that has been determined has to be within the admissible
service range. For marine propulsion engines, at least with a new vessel
and new engine, therefore, it has to be to the right of the theoretical propeller curve.
The design of the propulsion system is in order if admission settings are
as follows, with the system new and at rated speed:
Fixed-pitch propeller
Controllable-pitch propeller
Diesel generator sets
85 -- 90%,
85 -- 100%,
100%.
Refer to Section 3.4 - Permissible outputs and speeds.

The shifting of design points towards the left, with the other basic conditions being the same, is attributable to the increased resistance of the
ships hull, propeller modifications (larger diameter, increased pitch) or propeller defects.
Shifting of design points in an upward direction (higher admission settings)
is attributable to lighter fuels, higher preheating temperatures, functional
inadequacies or wear in the injection system, or functional inadequacies in
the turbocharging/charge renewal systems. Provided normal fuels are
used and the heating and cleaning equipment is in order, the wear on injection pump plungers and guides will only take effect after prolonged
times of operation ( 30.000 operating hours).
Since there are numerous potential influencing factors, whose effects cannot be easily determined, we recommend that in case of doubt you contact
the nearest service center or the service head office of MAN B&W Diesel
AG, Augsburg.
Economically efficient outputs and speeds
The usual test run/commissioning programme of marine main engines not

only includes the determination of engine speeds and fuel pump admission
settings as described under Preparatory work, but also the speeds that
are reached and the corresponding fuel consumption rates. The set of
data:
- engine speed/admission setting,

- ships speed, and
- fuel oil consumption
is necessary for taking operational/economic decisions. Based on this
data, reliable answers can be given to questions such as
- what amount of fuel is needed if the distance A is desired to be

travelled at the speed B, or
- at what speed (economic speed) will the greatest cruising range be

covered for a given amount of fuel.
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3.5.6
Changing operating conditions
Marine propulsion systems are subjected to external influences that may

lead to a shifting of operating points. Causes for a shifting of operating
points and/or of the propeller curve/propeller map towards the left, in the
direction of lower speeds, include
- increased drive resistances, or

- increased ships resistances,
due to marine growth and increasing roughness, inappropriate propeller
layout, propeller modifications (larger diameter/increased pitch) or
propeller defects.
Limits of operation at reduced speed under full torque
Under these conditions, the engine will still reach the full torque but no
longer the full speed -- at least not with the admissible rated output.
Operation of the engine under these conditions of reduced speed/
fuel-limited speed is limited as follows:
Application
Marine main engine driving
a controllable-pitch propeller
Marine main engine driving
a fixed-pitch propeller
Suction dredger equipped
with
engines 20/27, 25/30
engines 32/40 - 58/64
Fishing boats/tugs with
engines 20/27 - 32/40
Admissible speed
reduction 1)
----
Corresponding
rated output
(blocked)
100%
$ 10%
100%
$ 30%
$ 30%
90%
100%
$ 20%
100%
1) These values only serve for guidance. Conclusive for engine operation are the values fixed
by agreement between the buyer, the shipyard/projecting office and the engine supplier.
Table 1. Maximum admissible speed reduction at full torque
Operations with an even higher reduction of speed at full torque is not

admissible
- because of the decreasing excess combustion air ratio (tendency of

contamination/coking of components contacted by gas),
- because of the rising component temperatures endangering vital

components (exhaust valves, cylinder heads, piston etc.), and
- because of the danger that the surging limit of the compressor is

reached as a result of turbocharger fouling.
With due regard to the fact that continuous operation at reduced speed
under full torque is not only unfavourable for the engine but also results in
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reduced ships speeds, it must by all means be attempted to eliminate or

reduce avoidable resistances. Most promising are counter measures
against the above-mentioned resistances.
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Equipment for optimising the engine

to special operating conditions
3.5.7
Overview
MAN B&W four-stroke engines and turbochargers have been designed

specifically to yield optimum results, e.g. in terms of fuel oil consumption
and emission behaviour at normal service output. Nevertheless, certain
operating situations can better be coped with using supplementary or
alternative equipment.
Table 1 lists the equipment for adapting the engine to special operating
conditions/for optimising the operating performance. It also lists the
preferred fields of application. This table is intended to provide you with a
summary of the existing possibilities and their object.
Equipment/measure
Blow off charge air
Bypass charge air
Raise charge air temperature
(two-stage charge air cooler)
Control the charge air
temperature
(CHATCO)
Blow off exhaust gas
(waste gate)
Accelerate turbocharger
(jet assist)
Adjust the valve timing
(32/40 engine only)
Adjust injection timing
Object/load
condition
Full load
Part load
Part load
Ship
Stationary
x
x
x
Part load/
Full load
Full load
Manoeuvring
Load
application
Part load
Part load
Table 1. Equipment for optimising the operating performance.

x = availability
Brief descriptions
Charge air blow-off device
When engines are operated at full load at low intake temperature, the high
air density involves the danger of excessive charge air pressure leading to
an inadmissibly high ignition pressure. In order to avoid such conditions,
the excessive charge air is withdrawn upstream or downstream of the
charge air cooler and blown off into the engine room. This is achieved by
means of an electro-pneumatically controlled or spring-loaded throttle flap.
See Section 2.4.1 and 3.5.12.
Charge air bypass device
The charge air pipe is connected to the exhaust pipe via a reduced
diameter pipe and a bypass flap. The flap is closed in normal operation.
During propeller operation between 25 and 60% load, the volume of air
which is available for the engine is relatively small and the charge air
pressure is relatively low. To increase the air volume that is available for
the engine under these conditions, charge air is blown into the exhaust
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pipe. For this purpose, the bypass flap is opened. The resultant pressure
increase in the exhaust pipe leads to a higher turbine output and,
consequently, to a higher charge air pressure.
The throttle flap is controlled by a pneumatic actuator cylinder, as a
function of the engine speed and fuel pump admission setting. Please
refer to Sections 2.4.1 and 3.5.8.
Device for raising the
charge air temperature
(two-stage charge air cooler)
High air temperatures during part-load operation contribute to improved

combustion and, consequently, reduced exhaust gas discoloration. This
condition can be achieved if a two-stage charge air cooler is used and the
charge air is heated by means of the low-temperature (LT) stage during
part-load operation (20 to 60% load).
Control of the charge air

temperature (CHATCO)
The charge air temperature control CHATCO reduces the amount of

condensed water that accumulates during engine operation under tropical
conditions. In this connection, the charge air temperature is kept constant
up to a certain 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 regarding fast

acceleration and/or load application. In such cases, compressed air is
drawn from the starting air vessels and reduced to a pressure of approx.
4 bar before being passed into the compressor casing of the turbocharger
to be admitted to the compressor wheel via inclined bored passages. In
this way, additional air is supplied to the compressor which in turn is
accelerated, thereby increasing the charge air pressure. Operation of the
accelerating system is initiated by a control, and limited to a fixed load
range. Please refer to the figure in Section 2.4.1.
Device for blowing off the

exhaust gas (waste gate)
By blowing off exhaust gas upstream of the turbine and returning it to the
exhaust pipe downstream of the turbine, an exhaust gas pressure
reduction on the turbocharger and/or a drop in turbine speed at full load is
effected. This measure is necessary if the turbocharger has been
designed for optimised part load operation. See section 3.5.11.
Device for adjusting the valve

timing (for 32/40 engines only)
Two twin cams per cylinder are arranged on the camshaft. In each case,
the cam track on the coupling side is in mesh under full-load conditions.
During operation, the camshaft is shifted by a hydro-pneumatic control
system (similar to reversible engines).
This equipment enables the timing, i.e. the valve overlap, to be adapted to
the prevailing load. As a result, the charge renewal is optimised and the
engine operating data is improved during part-load operation. For details,
please refer to Section 2.4.5.
Device for adjusting the injection

timing
Adjustment on the 32/40 engine is achieved by means of a camshaft that

permits adjustment relative to the direction of rotation using a turning,
axially moving and helically toothed bushing which is in mesh with the
toothing provided on the camshaft. A shifting of the bush causes the
camshaft to be turned, whereby the injection timing is changed. For
details, please refer to Section 2.4.5.
On the engine types 40/54, 48/60 and 58/64, adjustment if effected by
shifting the cam followers provided between the cam track and the fuel
pump cylinder, or by turning the eccentric shaft carrying these cam
followers. For details, please refer to Section 2.4.5. The above-described
facilities allow the ignition pressure and the fuel consumption to be
influenced by effecting a shifting in the direction of advanced ignition.
Shifting in the direction of retarded ignition helps reduce NOX emissions.
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3.5.8
Technical layout
This equipment for the bypassing of charge air essentially consists of the
connection between the charge air pipe (1) and the exhaust pipe (8), the
throttle flap (4) and the associated electropneumatic control.
1
2
3
4
5
6
7
8
9
10
Charge air pipe

Diaphragm
Interconnecting pipe
Throttle flap,
pneumatically operated
Lift limiting screw
Electro-pneumatic
4/2-way valve (M392)
Compensator
Exhaust pipe
Lever for manual
switch-over
Shaft end, slotted
(emergency operation)
Figure 1. Equipment for charge air bypassing (schematic representation)
The rate of air flow through the interconnecting pipe can be limited by a
diaphragm (2). The throttle flap is pneumatically operated. The end
positions of the power cylinders can be fixed by adjusting screws (5). The
compensator (7) serves to absorb deformations/displacements in the
interconnecting pipe.
The supply of air to the pneumatic drive is controlled by the 4/2-way valve
(6) and its solenoid valve. The passage 1 - 2 to open the flap is cleared
when the solenoid valve is energised. The valve is switched over to
passage 1 - 3 for closing the flap when the valve is de-energised. The
switching condition of the solenoid valve (energised) is determined by the
following conditions:
- engine speed
> 60 ... < 85%*,
- pump rack setting
> 25 ... < 65%*,
- engine is not started/engine is not connected (stable load condition).
*
The upper limit depends on the engine size and number of cylinders (up to 95 or 75% respectively)
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To ensure these conditions and for the electric control of the solenoid
valve, there is a speed transmitter/speed relay and a split cam in the
control stand. This cam effects the pump rack setting (40/54 to 58/64
engines). On the 32/40 engine, pump rack settings are generated by a unit
evaluating the analog signals of the remotely operating admission
transmitter. This equipment restricts bypassing to an output/speed range
as shown in Figure 2.
1 Range for bypassing of

charge air
2 Limit of maximum
admissible operating
range
3 Theoretical propeller
curve
Figure 2. Output/speed range for the bypassing of charge air (example, valid for
fixed-pitch propeller drive)
The bypassing of charge air into the exhaust pipe causes the charge air
pressure and specific air/exhaust gas volume to be increased, and the
exhaust gas temperature upstream and downstream of the turbine to be
reduced.
Setting
The settings of all elements are fixed during the engine test run and/or
during sea trials/commissioning. They must not be changed during the
warranty period without the approval of MAN B&W Diesel AG.
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Emergency operation
If necessary, the 4/2-way valve can be switched over by hand using the
lever (9) on the underside of the valve. The throttle flap can be turned
through the slot provided in the shaft end (10). See Figure 3.
9 Lever for
4/2-way valve
10 Slotted shaft end
Figure 3. Actuation of the 4/2-way valve and the throttle flap in case of emergency
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Condensed water in charge air pipes

and pressure vessels
3.5.9
Background
Air contains finely dispersed water in the form of steam. Some of this
water condenses out as the air is compressed and cooled by the
turbocharger and charge air cooler, and this also happens with the
compressed air in air vessels. Condensation increases as
the air temperature rises,

the air humidity rises,
the charge air pressure rises, and
the charge air temperature drops.
Up to 1000 kg of water per hour can accumulate under certain conditions,

and on large engines, in the charge air pipe downstream of the charge air
cooler. This is due to the large volume of air and the relatively high charge
air pressures.
The amount of water accumulating in air vessels is much less, hardly in
excess of 5 kg per charge.
The amount of condensed water should be reduced as far as possible.
Water must not enter the engine.
Attention! Water draining of the charge air pipe must work
properly. Water should be drained from the air vessels after filling
and before the air is used.
Nomogram to determine the amount of condensed water
Using the nomogram in Figure 1, the amount of water can be determined

which condenses in the air pipe or in a pressure vessel as the air is
compressed and cooled. The principle of this method is described by two
examples which follow.
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Figure 1. Nomogram for determining the amount of condensed water in charge air pipes and pressure vessels
Example 1 -- Determine the amount of water accumulating in the charge air pipe

Relative air humidity
1st step
35 C,
90%.
The corresponding point of intersection in the diagram is the point I, i.e.
2nd step
the original water concentration is
0.033 kg of water/kg of air.

downstream of cooler
Charge air pressure (overpressure)
50 C,
2.6 bar.
The resultant point of intersection in the diagram is point II, i.e.

the reduced water content
The difference between I and II is the condensed water amount A.
3rd step
A
I II
0.033 0.021
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4th step
Multiplied by the engine output and the specific rate of air flow, the amount
of water accumulating in one hour, QA is obtained.
Engine output P
specific air flow rate le*
12,400 kW,
7.1 kg/kWh.
Q A
A P le
0.012 12, 400 7.1
1.055 kg water/h
1 t water/h.
Example 2 -- Determine the amount of water condensing in the compressed air vessel

Relative air humidity
1st step
35 C,
90%.
The resultant point of intersection in the diagram is point I, i.e.
2nd step
the original water content
Temperature T of the air in the vessel

Pressure in the vessel (overpressure) p
absolute pressure Pabs
40 C = 313 K,
30 bar, entsprechend
31 bar or 31 10 5 Nm2.
The resultant point of intersection in the diagram is point III, i.e.

the reduced water content is
The difference between I and III is the condensed water amount B.
3rd step
B
I III
0.033 0.0015
Multiplied by the air volume m in the vessel, the amount of water, QB, is
obtained which accumulates as the pressure vessel is filled.
4th step
Q B
B m.
m is calculated as follows:
m
pV
.
RT
Legend
Absolute pressure in the vessel, pabs
volume V of the pressure vessel
gas constant R for air
temperature T of the air in the vessel
m
31 10 4
287 313
5
31 10 5 Nm2,
4000 dm3 = 4 m3,
287 Nm/kgK,
40 C = 313 K.
138 kg of air.
Final result
Q B
B m
0.0315 138 kg
4.35 kg of water.
The specific air flow rate depends on the engine type and engine loading. To obtain a rough estimate of the condensed water volume, the
following approximate values can be used:
Four-stroke engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 7.0 ... 7.5 kg/kWh,
Two-stroke engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 9.5 kg/kWh.
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Load application
3.5.10
Isolated operation
Application of load dependent

on medium pressure
Large applications of load, such as occur in a ships auxiliary engine in the

ship network or in stationary engines in isolated operation, cannot be dealt
with in one step. According to the International Association of
Classification Societies (IACS) and the internationally valid standard ISO
8528-5, applications of load must be carried out in stages. See Figure 1.
The number of stages and their level depend on the effective medium
pressure of the engine.
1 1. Stage
2 2. Stage
3 3. Stage
Pe Application of load as a
% of continuous power
pe medium effective
pressure in continuous
power
Figure 1. Application of load in stages according to IACS and ISO 8528-5
For the 32/40, 40/54, 48/60 and 58/64 engines with medium pressures
between 21.9 ... 24.9 bar, the following load stages apply:
1. Stage
2. Stage
3. Stage
4. Stage
33%,
23%,
18%,
26%.
Larger load stages can possibly be achieved using special layouts. These
will require the written agreement of MAN B&W Diesel AG.
Application of load dependent
on the actual power
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The diagram in Figure 2 applies for applications of load based on the

current value.
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1 Maximum application
of load
2 Usable in short term
3 Not usable
(control reserve)
Pe C Application of load
Pe Constant load
Reference pressure pe =
24.8 bar
Figure 2. Application of load dependent on the current power
In keeping to this maximum load connection rate, the demands of the

classification associations can be safely fulfilled. These are (at 11/97):
the dynamic speed onset as a % of the nominal speed
$ 10%,
the remaining speed change as a % of the nominal speed $ 5%,
the settling time until intake to tolerance band +/-- 1%
of the nominal speed
$ 5 sec.
Even at load shedding of up to 100% of the nominal power, the following
can be guaranteed:
Load shedding
Dynamic speed change as a % of the nominal speed

remaining speed change as a % of the nominal speed
$ 10%,
$ 5%.
Details of the connecting of load and load shedding must be agreed with
MAN B&W Diesel AG in the planning stage. They require approval.
Parallel network mode
In parallel mode with engines using other high power current generators,
basic jumps in load do not occur. The course of engine loading is not
determined here through external influences but through its own
measurements. The loading/unloading of the engine are controlled by the
regulations in section 3.5.3.
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Exhaust gas blow-- off
3.5.11
Technical layout
The device for blowing off the exhaust gas essentially consists of the connection between the exhaust pipe upstream of the turbocharger (11) and
the exhaust pipe downstream of the turbocharger (9), the blow-off flap (1)
and its electro-pneumatic control.
1 Blow-off flap with

pneumatic drive
2 Intake silencer
3 Turbocharger
4 Compressor
5 Turbine
6 Double diffuser
7 Deflection casing
8 Blow-off pipe
9 Exhaust pipe
downstream of
turbocharger
10 Compensator
11 Exhaust pipe upstream of
turbocharger
M367 Electro-pneumatic
5/2-way valve
C
G
H
J
Control air 8 bar

Fresh air
Charge air
Exhaust gas downstream
of engine
P Exhaust gas downstream
of turbocharger
Figure 1. Device for blowing off exhaust gas (schematic representation)
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Brief description
Depending on the turbocharger design, especially in case of part-load

oriented use, turbocharger overspeed may occur in the upper load range.
In order to prevent this, exhaust gas is taken from the exhaust pipe upstream of the turbocharger and led via a bypass pipe directly into the
chimney or to the exhaust gas boiler plant. This way, an exhaust gas
pressure reduction is reached and thus a turbine speed decrease during
full load. If required, the by--pass pipe (blow-off pipe) is opened and/or
closed by means of an electro-pneumatically controlled flap.

pneumatic drive
8 Blow-off pipe
9 Exhaust pipe
downstream of
turbocharger
12 Exhaust pipe with
covering
(upstream of
turbocharger)
Figure 2. Arrangement of the exhaust gas blow-off pipe (figure shows the V 48/60
engine type - the design of the pipe fitted may differ from that shown in the figure)

pneumatic drive
8 Blow-off pipe
Figure 3. Arrangement of the exhaust gas blow-off pipe (figure shows the V 48/60
engine type - the design of the pipe fitted may differ from that shown in the figure)
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Operating principle
The air supply to the pneumatic drive of the flap is controlled by the
5/2-way solenoid valve (M367). The way 1 - 4 for opening the flap is clear
when the solenoid valve is excited. In de-excited condition, the way 1 - 2
for closing the flap is clear.
The turbocharger speed serves as a criterion for the activation of the blowoff flap. In case the speed transmitter fails, the activation is effected as a
function of the fuel admission. If the turbocharger speed or the fuel admission are in the critical range, the active flap position is maintained in order
to prevent constant switching-over (hysteresis) of the blow-off flap. In
case the actual value in turn exceeds and/or falls below the limit value, the
flap control causes switching over of the blow-off flap.
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Charge air blow-- off
3.5.12
Technical layout
The device for blowing off the charge air essentially consists of the blowoff pipe on the charge air cooler, the blow-off flap (1) and its electro-pneumatic control.

pneumatic drive
2 Intake silencer
3 Turbocharger
4 Compressor
5 Turbine
6 Double diffuser
7 Deflection casing
8 Charge air pipe

9 Exhaust pipe
downstream of
turbocharger
10 Compensator
12 Charge air cooler
13 Blow-off pipe
M367 Electro-pneumatic
5/2-way valve
C
G
H
J
Control air 8 bar

Intake air
Charge air
Exhaust gas downstream
of engine
P Exhaust gas downstream
of turbocharger
R Blown-off charge air
Figure 1. Device for blowing off charge air (schematic representation)
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Brief description
Depending on the operating or climatic conditions prevailing at the place of

use, an excessive charge air pressure may occur in case of low intake air
temperatures. This requires a controlled pressure reduction by removing
charge air from the charge air pipe via a flap. The blow-off pipe is opened
or closed by means of an electro-pneumatically controlled flap, if
necessary.
Depending on the prevailing climatic conditions at the place of use, one
distinguishes between the one-stage and the two-stage blow-off device:
- The one-stage blow-off device is used if the expected intake air temperatures are below +5 C but not lower than --15 C.
- The two-stage blow-off device is used if the expected intake air temperatures are below --15 C.
Operating principle
The air supply to the pneumatic drive of the flap is controlled by the
5/2-way solenoid valve (M367). The way 1 - 4 for opening the flap is clear
when the solenoid valve is excited. In de-excited condition, the way 1 - 2
for closing the flap is clear.
The admission serves as a criterion for the activation of the blow-off flap.
If the admission is lower than the limit value, the blow-off flap is closed. In
case the admission is higher and the intake air temperature is lower than
the limit value, the flap control causes the blow-off flap to be opened.

pneumatic drive
8 Charge air pipe
9 Exhaust pipe
downstream of
turbocharger
12 Charge air cooler
13 Blow-off pipe
Figure 2. Arrangement of the charge air blow-off pipe (figure shows V 48/60 engine type - the design of the pipe fitted may differ from that shown in the figure)
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Engine operation III Operating faults
6682
3.6
3.1
3.2
3.3
3.4
3.5
Prerequisites
Safety regulations
Operating media
3.6
3.7
3.6--01 E
11.97
101/ 01
Faults/Deficiencies
and their causes (Trouble Shooting)
3.6.1
Preliminary remarks
Trouble shooting with the aid of

Tables 1-3
Tables 1-3 contain a number of potential operating faults and their possible
causes. They are intended to contribute to reliable fault diagnosis and efficient elimination of their causes.
Break-down
The faults were subdivided into three categories:
- Engine start/engine operation,

- operating data, and
- other problems.
In most cases, the sources/causes of faults cannot be definitely traced in
the first step. There will be several possible causes as a rule. The most
probable one is to be found, making due allowance for
- the appearance,
- the temporal and physical facts, and
- the personal, empirical know-how.
Info and Code columns
The info column contains references to text passages of the operating

instruction manual and to work cards. The code numbers given in the
code column permit the table to be also used under the motto What
happens if ....
Example
The code number 15, for example, appears at three different points in the
tables (marked by -). The meaning behind it: Supposed the injection timing is too far in the late direction, the following possible effects must be
expected:
- The engine does not reach the full output/speed,

- the exhaust gas temperatures are excessive, and
- the exhaust plume is visible, of dark colour.
Trouble shooting on the
turbocharger
To be noted: The operating instruction manual for the turbocharger contains its own table for trouble shooting.
Order of entries
The order of entries does not permit to draw conclusions on the probability
of causes. The order rather follows the principle: Causes related to engine operating media and operating media systems in the first place, followed by engine, turbocharger, and possibly ship.
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Trouble shooting Engine start/engine operation
Fault/system
Causes
Crankshaft does not turn on start, turns too slowly, or swings back
Compressed air system
Pressure in the compressed air tank too low
Main starting valve defective
Starting valve defective
Starting air pilot valve defective
Fault in the pneumatic or electronic control system
system
Remote starting interlocked
Turning gear
Turning gear not completely disengaged
Engine reaches ignition speed, but there is no ignition
Fuel
Fuel quality inadequate
Fuel oil system
Fuel tank empty
Fuel system not vented
Injection pumps do not deliver fuel
Fuel pressure at entry into injection pump too low, delivery pump defective
Fuel oil filter clogged
Injection pump/IP drive
Excessive clearance between injection pump plunger
and barrel
Speed governing system
Speed governor/booster defective/faulty/misadjusted
Pick-up defective (32/40 engine)
Fuel admission release missing/too low
system
Fault in the pneumatic or electronic control system
Cylinders firing irregularly
Fuel
Fuel system
Injection valve
Inlet/exhaust valves

Water in the fuel
Injection valves defective
Inlet or exhaust valves sticking, valve spring broken,
valves not tight
Engine does not reach full output or speed

Fuel
Water in the fuel
Fuel oil viscosity too low, fuel overheated
Fuel system
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Info
Code
162.xx
161.xx
160.xx
01
02
03
05
63
83
79
3.3
2.4, 200.xx
2.4, 2.5
09
06
07
08
12
2.5, 200.xx
13
16
140.xx
140.xx, 400.xx
56
78
65
63
3.3
3.3, 000.05
2.4, 2.5
09
10
07
12
221.xx
113.xx, 114.xx
13
20
26
3.3
3.3, 000.05
3.3
2.4, 2.5
32/40 up D
09
10
66
07
12
13
102/ 09
Fault/system
Causes
Injection timing too late (only engines with
automatic injection timing adjustment)
Excessive clearance between injection pump plunger

and barrel
Injection pump plunger sticking, spring broken
Control rod, regulating sleeve or pump element got
stuck
Pressure valve in the injection pump not tight
Nozzle orifices or injection pipes clogged
Governor/booster defective/faulty/misadjusted
Governor or control linkage setting spoiled
Control linkage sluggish or stuck
valves not tight
Fuel admission release missing/too low
Injection valves
Governor/control linkage
Inlet and exhaust valves

system
Speed release too low

Turbocharger fouled or defective
Marine propulsion engines: Propeller damaged, or
marine growth on hull
Turbocharger
Ship
Irregular engine operation, knocking

Fuel system
Fuel pressure at entry into injection pumps too low,
delivery pump defective
Engine
Engine or some of the cylinders severely overloaded
Injection timing too early (only engines with automatic
injection timing adjustment)

Injection valves
Engine speed fluctuates

Fuel
Fuel system

system
6680

valves not tight
Excessive valve clearance
Air in the fuel

Governor setting spoiled, control linkage worn out
Pick-up defective (32/40 engine)
Control rod, regulating sleeve or pump element got
stuck
Reference value for speed instable (air leakage/electrical signal)
3.6.1--02 E
11.02
Info
Code
2.4, 200.xx,
15 120.xx (32/40),
202.xx
(40/45 ... 58/64)
2.5, 200.xx
16
200.xx
200.xx
17
18
200.xx
221.xx
221.xx
140.xx
2.4, 140.xx
203.xx
113.xx, 114.xx
19
20
21
56
22
23
26
65
500.xx
2.4, 2.5
89
49
45
07
12
13
25
14
2.5, 3.5
2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)
200.xx
17
221.xx
20
113.xx, 114.xx
26
111.xx
90
2.4, 2.5
75
12
2.4, 140.xx
140.xx
203.xx
140.xx, 400.xx
200.xx
22
56
23
78
18
32/40 up D
58
103/ 09
Fault/system
Causes
Engine speed drops, engine stops

Fuel
Water in the fuel
Fuel system
Fuel tank empty
Engine
Reference value for speed missing
Shut-down initiated
system
Overspeed protection tripped
Governor - Dynamics incorrectly adjusted
Overspeed relay defective
system
Exhaust plume contains soot, dark smoke
Fuel
Engine
Charge-air system
Charge air too cold
Charge-air cooler fouled (excessive differential
pressure)
Injection timing too late (only engines with automatic

Injection valves
system
Turbocharger
Fuel injection pump, baffle screws worn

Injection valve defective
valves not tight
Fuel admission setting too high (marine main engines
- in manoeuvring mode only)
Air intake filter clogged (air starvation)
Exhaust plume is blue smoke

Fuel
Water in the fuel
Lube oil system
Oil level in the oil sump too high (wet oil sump)
Piston/piston rings
Piston ring clearance or gap excessive
Piston rings stuck or broken
Turbocharger
Turbocharger overlubricated
Info
Code
3.3, 000.05
10
06
12
2.4, 2.5
2.5, 3.5
203.xx
2.4
13
25
59
23
24
140.xx
140.xx
203.xx
56
57
23
85
3.3
2.5, 3.5
2.5
2.5, 322.xx
09
25
73
53
2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)
200.xx
221.xx
113.xx, 114.xx
15 -
69
20
26
64
500.xx
49
91
3.3, 000.05
10
34
28
32
92
2.5, 034.xx
034.xx
500.xx
Noise coming from the valve or injection pump drive (noise depending on speed)
200.xx
17
Drive roller defective, or spring broken
200.xx (32/40,
46
40/45), 201.xx
(40/54 ... 58/64)
113.xx, 114.xx
26
valve not tight
6680
3.6.1--02 E
11.02
32/40 up D
104/ 09
Fault/system
Causes
Excessive valve clearance
Info
111.xx
Code
90
Smoke issuing from crankcase/crankcase venting, hollow-sounding noise coming from the crankcase
Lubricating oil
Oil contains too much water
3.3, 000.05
81
Engine
Crankcase venting blocked
93
Piston/piston rings
Piston rings stuck or broken
034.xx
32
Running gear/crankshaft
Piston or bearing runs hot or starts seizing
2.4, 3.5
31
Oil mist detector tripped
Oil mist detector
Lubricating oil
Piston/piston rings
Sensitivity wrongly set

Condensed water in the measuring unit (if engine
room ventilators blow cold air against the detector)
Lubricating oil contains too much water
Piston ring clearance or gap excessive
Splash-oil monitoring system tripped

Lubricating oil
Lube oil temperature too high
Lube oil temperature - deviation from mean value excessive
76
77
3.3, 000.05
2.5, 034.xx
2.4, 3.5
81
28
31
104
105
2.4, 3.5
31
Table 1. Faults and their causes/trouble shooting -- Part 1 -- Engine start/engine operation
6680
3.6.1--02 E
11.02
32/40 up D
105/ 09
Trouble shooting Operating data
Fault
Causes
Info
Cooling water temperature too high

Lack of cooling water, or air in the cooling water
(HT system)
system
Cooling water spaces and/or coolers fouled
Cooling water pump defective
Temperature controller defective
Preheating system operating
Engine
Indicating instrument or connecting line defective
system
42
000.08
2.5, 3.5
Cooling water pressure too low

Cooling water level in the storage tank too low
(HT system)
Leakage in the system
Pipes clogged, fittings blocked
Stand-by pump not started
system
Pressure switch/transducer defective
Lube oil temperature too high
Lack of cooling water or air in the CW system
(recooling system)
Preheating system operating
system
Lube oil pressure too low
Lube oil system

system
6680
Code
43
44
47
87
25
39
70
71
74
44
82
39
61
42
000.08
43
44
47
87
39
Lack of oil in the service tank

Overpressure valve of lube oil pump, spring broken
Pressure control valve defective
Lube oil pipes not tight
Lube oil pipe clogged
Lube oil filter clogged
Lube oil pump defective
Stand-by pump not started
35
36
60
37
80
38
41
82
39
Pressure switch/transducer defective
61
3.6.1--02 E
11.02
32/40 up D
106/ 09
Fault
Causes
Exhaust gas temperature (deviation from level or change of mean value)

Fuel system
Fuel oil pressure at entry into injection pump too low,
Engine
Charge-air system
Charge-air temperature too high, charge-air pressure
too low
Fault in the bypassing system
Injection timing too late (only engines with automatic
Injection valves
Injection pump
Cylinder head
system

Fuel injection pump - incorrect setting
Fuel injection pump defective
Cylinder head - inlet duct fouled
valves not tight
Temperature sensor defective
Cabling/connections defective/inadequate
Marine propulsion engines: propeller damaged, or
marine growth on hull
Turbocharger
Ship
Charge-air temperature too high

Air intake system/charge-air
Temperature of air taken in too high
system
Lack of cooling water, or air in the CW system
(LT system)
system
Charge-air pressure too low
Air intake system/charge-air
Temperature of air taken in too high
system
Charge-air cooler fouled (excessive differential
pressure)
Leakage on the air and exhaust gas sides
Exhaust gas system
Exhaust gas back pressure too high (exhaust gas
boiler fouled)

system
Turbocharger
6680

Air filter, compressor/turbine side of turbocharger fouled/damaged
3.6.1--02 E
11.02
Info
Code
2.4, 2.5
12
2.5, 3.5
2.5
25
48
2.4, 200.xx,
120.xx (32/40),
202.xx
(40/45 ... 58/64)
221.xx
200.xx
200.xx
055.xx
113.xx, 114.xx
62
15 -
20
67
68
88
26
39
500.xx
2.5
84
86
49
45
50
42
000.08
43
44
47
39
84
86
2.5
50
2.5, 322.xx
53
2.5
52
54
2.4, 200.xx,
14
120.xx (32/40),
202.xx
(40/45 ... 58/64)
39
500.xx
32/40 up D
51
107/ 09
Fault
Causes
Main bearings - Temperature too high

Main bearing
Bearing damaged, lubrication faulty
Engine
Alignment/foundation faulty
system
Info
Code
021.xx
000.09, 012.xx
72
95
84
86
Table 2. Faults and their causes/trouble shooting -- Part 2 -- Operating data
6680
3.6.1--02 E
11.02
32/40 up D
108/ 09
Trouble shooting Other problems
Fault
Causes
Control linkage of injection pumps sluggish/blocked

Governor or control linkage setting spoiled
Shut-down device triggered
system
Injection pump delivery erratic
Fuel
Fuel viscosity too low, fuel overheated
Fuel system
Fuel too cold, solidified in the pipes (HFO)
Fuel oil pressure at entry into injection pump too low,
Pressure valve in the injection pump not tight
Control rod, regulating sleeve or pump element
sticking
Starting-air pipe before cylinder head becoming hot
Cylinder head
Starting air valve not tight
Safety valve in the cylinder head blowing off
Engine
Cylinder head
Safety valve, spring broken
Info
Code
2.4, 140.xx
203.xx
2.4
22
23
24
3.3
3.3
2.4, 2.5
66
07
11
12
200.xx
200.xx
200.xx
13
17
19
18
161.xx
04
2.5, 3.5
25
057.xx
27
2.4, 200.xx,
14
120.xx (32/40),
202.xx
(40/45 ... 58/64)
Tabelle 3. Faults and their causes/trouble shooting -- Part 3 -- Other problems
6680
3.6.1--02 E
11.02
32/40 up D
109/ 09
Emergency operation
with one cylinder failing
Emergency operation with one
or two cylinders failing
3.6.2
Even if the engine is operated with adequate care, serious faults occuring
on the injection system or injection pump drive,

on the inlet or exhaust valves or the gear of these,
on the cylinder head, or
on the connecting rod, piston or cylinder liner
cannot be completely ecxluded. If such a fault occurs, the engine has to

be stopped and the damage has to be remedied. If this is not possible, the
possibilities of emergency operation are to be checked and the necessary
provisions are to be made, if any. The engine can then be further operated
under certain conditions, and at reduced output in most cases. If for some
important reason the engine cannot be stopped, it should at least be attempted to take all appropriate measures for avoiding consequential damage.
Dual-fuel engines are to be operated on diesel oil.
Table 1 lists such emergency cases, the relevant conditions and counter
measures. The texts following after the table describe the exemplary
cases of emergency in more details and give supplementary hints.
Fault
Legend:
A Single-engine plant
Twin-engine
B Twin
engine or
multi-engine plant
O
Operation
ti possible
ibl
Operation not possible
Consultation with
MAN B&W Diesel AG
requested
Case 1
Injection pump
switched off
Case 2
Rocker arms and
dispush rods dis
mantled, injection
pump switched off
Case 3
Piston and
connecting rod
dismantled
Case 4
Two pistons and
connecting rods
dismantled
Operation possible/
not possible
Engine mounting
rigid
resilient
A I B
Conditions/
Measures
Dangers
Code number
1, 5-7, 9
1, 5-7, 9
1, 2, 5-7, 9
1, 2, 5-7, 9
1-3, 5-10
1-10, 13
1)
12
11
11
12
1)
1) Operation of resiliently mounted Diesel generator sets is not possible under these conditions.
Table 1. Emergency operation with one or two cylinders failing
6680
3.6.2--03 E
12.00
32/40 upw
101/ 04
Explanations -- Type of fault
Case 1
Operating faults which necessitate the switching off of the injection pump
(fuel admission = zero) but permit operation of the cylinder/piston involved
against the normal compression resistance (the compression), such as
- fault in the injection system due to a defective nozzle,

- fault on the cylinder head due to a defective valve, due to gas leaking
at the cylinder head, due to a broken cylinder head bolt.
Case 2
Operating faults which necessitate the removing of rocker arms and push
rods and the switching off of the injection pump (fuel admission = zero) but
permit operation of the respective cylinder/piston to be continued against
compression (valves closed), such as
- fault in the valve timing gear,

- fault on the cylinder head due to gas leaking on the sealing rings, due
to max. two broken cylinder head bolts2).
Important! Cases 1 and 2 are less problematic from the vibrations

point of view than case 3 is, because the running gear components remain
in place.
In case of operating faults which do not permit operation of the piston
against compression, case 3 should be attempted, or the engine should be
shut down.
Case 3
Operating faults making the removal of a complete running gear (piston,

connecting rod, push rods) necessary.
Important! Cases 1 ... 3 are made allowance for in the torsional
vibration calculation. Limitations in operation which may become
necessary are given as barred ranges on warning plates attached to the
operating equipment.
Case 4
Operating faults making the removal of two complete running gears (piston, connecting rod, push rods) necessary.
2) Operation of the 32/40 engine with two cylinder head bolts broken is not permitted.
Conditions/measures -- What is to be done?
Code number
Conditions/measures/dangers
Switch off the injection pump as described in work card 200.02 (32/40,
40/54, 48/60 engine types) or work card 200.01 (L58/64 engine type).
- Remove the rocker arm as described in work card 111.01.

- Remove both push rods as described in work card 112.01, swing up the
cam follower and secure it in this position using a wire rope and clamping screw from the basic tools stock3). Plug the lube oil bores.
Plug the oil pipe for rocker arm lubrication.
Remove the piston and connecting rod.
Plug the lube oil bores in the crank pin as described in work
card 020.04.
Plug the starting air pipe leading to the silenced cylinder.
3) Cams and rollers must have no contact as the camshaft is turning.
6680
3.6.2--03 E
12.00
32/40 upw
102/ 04
Code number
Conditions/measures/dangers
For adequate balancing of the rotating mass moments, remove a balance

weight at the throw of the defective cylinder as described in
work card 020.01.
Reduce the engine output (and speed) in accordance with the instruction
plate attached to the control console. Theoretically available output and/or
speed in accordance with the conditions, which have been explained in the
following.
Observe the operating data. The exhaust gas temperatures and turbocharger speeds must not exceed the admissible limits.
Take note of the danger of turbocharger surging.
Due to one piston being removed, problems in engine starting may occur
at certain crankshaft positions.
Permanently observe the engine. As a matter of precaution, engine operation/manoeuvring should be performed from the engine room. Limit operation to emergency cases/a limited period of time.
10
Mass balancing upset. Critical vibrations may occur on the engine or in the
ships hull (natural hull frequencies) also outside the speed ranges which
have been barred as a result of the torsional vibration calculation. Such
ranges should be avoided/passed quickly. The engine output is to be reduced to 50%.
11
Mass balancing severely upset. Engine operation only permitted on consultation with MAN B&W Diesel AG.
12
Mass balancing upset. Vibrations/movements that occur on the engine

cannot be controlled by the elements of the resilient mounting system.
13
Block the resilient mounting by means of the device provided, as described in work card 012.04. This blocking device is included in the tools
set in case of single-engine plants. It can also be obtained later on. Consultation with MAN B&W Diesel AG is requested because of the work
which is to be done prior to its use.
Reduction of output and speed
To avoid that the unaffected/remaining cylinders are overloaded, the engine output, and possibly also the engine speed, have to be reduced. The
following theoretical conditions apply:
Controllable-pitch propeller or
generator drive (n = const.)
Maximum admissible output
P max
PN Z--1.
Z
Fixed-pitch propeller
Maximum admissible speed
n max
nN
Z--1
.
Z
With
PN Rated output
nN Rated speed
Number of
cylinders
The value for radicand can be looked up in Table 2.
6680
3.6.2--03 E
12.00
32/40 upw
103/ 04
10
12
14
16
18
Z--1
Z
0.89
0.91
0.93
0.94
0.94
0.95
0.96
0.96
0.97
0.97
Table 2. Factors to determine the speed reduction required when a cylinder fails
As a matter of basic principle, the maximum admissible exhaust gas temperature must not be exceeded, and the turbocharger must not be surging.
Instructions concerning vibrations
Switching off the injection pump on one cylinder may result in critical
speeds requiring further restrictions of the operating speed range. The
barred ranges to be observed under these abnormal operating conditions
are given on the instruction plates.
Barred ranges/
Torsional vibrations
If it should be necessary to remove the running gear components of the

cylinder affected (case 3), the engine output has to be reduced to 50%.
Moreover, the mass balance is seriously upset. Free mass forces and moments may occur, which in turn may result in anomalous vibrations on the
engine or in the ships hull. In this case, further speed ranges have to be
barred as required.
Removal of a balance weight to compensate the rotating mass portion of
the removed connecting rod will restore the upset mass balance to some
extent only.
Should it become necessary to suppress the ignition of more than one
cylinder, make sure to consult MAN B&W Diesel AG, Werk Augsburg.
6680
3.6.2--03 E
12.00
32/40 upw
104/ 04
Emergency operation on failure

of one turbocharger
3.6.3
Preliminary remarks
Turbochargers are turbo machines subjected to high stresses which must

reliably ensure the entire gas renewal performance of the engine at very
high speeds and relatively high temperatures and pressures. Like the
engine, the turbocharger can also suffer disturbances, despite careful
system operation, and emergency operation is also possible in most cases
unless the damage can be repaired immediately.
The following means are availabe for emergency operation of the engine
with the turbochargers defective:
Means available
NR turbochargers (R series and S series)
- End cover to close the turbine rear side with the rotor and bearing
housing removed (cartidge)
NA turbochargers (S series)
- Arresting key to block the rotor from the compressor side (the suction
cross-sectional opening remains unclosed) -- such a key is also
available for NR 34/S,
- end cover to close the compressor and turbine rear side with the rotor
dismantled.
All of these elements are so designed that the flow is not obstructed on the
air side and exhaust side of the turbocharger.
Means for use on the engine
- Cover piece (protection grid) for the far end of the turbocharger
charge-air pipe (remove the charge-air bypass pipe before if required).
This cover piece serves to facilitate suction.
- Blind flange for the exhaust gas pipe at the end opposite the
turbocharger (if there is a charge-air bypass). The blind flange serves
to lock the exhaust pipe during suction, with the bypass removed.
- In the case of V-type engines, depending on the layout of charge-air
and exhaust pipes on the engine, blind flanges for the charge-air pipe
socket and exhaust pipe socket (charge air side: downstream of the
compressor, exhaust gas side: upstream of the turbine). These blind
flanges serve to prevent wrong switching/backflow/leakage in
emergency operation.
Emergency operation with one
or both turbochargers failing
6680
3.6.3--01 E
The following possibilities exist if the rotor of the turbocharger can no

longer rotate freely, or must be prevented from rotating. Please refer to
Table 1.
10.98
General
101/ 03
Emergency measures
Supplementary measures/
provisiones
Code number
Engine stop not permitted for compulsory reasons

Nothing is changed on the turbocharger
Engine may be stopped (temporarily)
NR turbocharger
Dismantle the rotor and bearing housing (cartridge), mount the end cover on
the rear of the turbine (see turbocharger operating manual and relevant work
cards). Gas renewal of the engine is through the partly stripped turbocharger
on the air side and exhaust side.
This possibility exists in case of failure of
1 turbocharger
In-line engine
V-type engine
2 turbochargers
V-type engine
NA turbocharger
Measure A
Block the rotor from the compressor side using the arresting key (suction
opening remains open). Subsequently re-assemble intake air silencer or intake
casing. Please refer to turbocharger operating manual and work card 500.05.
Take measure A only if measure B cannot be taken for reasons of time.
Consequential damage possible.
Measure B
Dismantle the rotor with bearings, block the bearing casing by mounting end
covers on the compressor and turbine sides. Reassemble the silencer/intake
casing and the turbine inlet casing, if applicable. Please refer to the
turbocharger operating manual and work card 500.05.
1-3
1-7
1-4, 7
(5-7 depending on
situation and required)
1-7
Possibilities in case of failure of

1 turbocharger
In-line engine
V-type engine
2 turbochargers
V-type engine
Table 1. Emergency operation with one or both turbochargers failing (continued from preceding page)
Explanations
Code number
6680
Supplementary measures/provisions
Reduce the engine output. The maximum exhaust gas temperatures

downstream of the cylinders and upstream of the turbocharger and (on
engines equipped with two turbochargers) the maximum admissible
turbocharger speed must not be exceeded. Observe the exhaust gas for
discolouration.
Use all the endeavours that appear appropriate to reduce consequential

damage.
With the rotor arrested or dismantled, cut off the lube oil supply to avoid
fouling and fire hazards.
The engine has to be operated in the naturally aspirated mode, (if

equipped with two turbochargers) with reduced super-charging.
3.6.3--01 E
10.98
General
102/ 03
Code number
5
Supplementary measures/provisions
In-line engines:
Cover pieces (protection girds) have to be mounted on the charge-air pipe.
On engines equipped with a charge-air bypass, it is also necessary to
mount the blind flange at the exhaust gas side connection.
V-type engines
On V-type engines having a common charge-air pipe, a blind flange is to
be mounted on the compressor outlet of the defective turbocharger so as
to avoid air losses.
V-type engines
Separate the exhaust gas inlet side of the defective turbocharger from the
gas flow of the second turbocharger by fitting a blind flange.
1 turbocharger failing
Fixed-pitch
p
propeller
p p
In-line engine
V-type engine
15%
up to 50%
of the rated output at the
corresponding speed
Controllable-pitch
p
20%
up to 50%
propeller/generator
ll /
t service
i
of the rated output at the rated speed
Table 2. Emergency operation with one or both turbochargers failing -- outputs/
speeds that can be reached
6680
3.6.3--01 E
10.98
General
103/ 03
Failure of the electrical mains supply

(Black out)
3.6.4
The term black out designates the sudden failure of the electrical mains
supply. As a result, the cooling water, lube oil and fuel oil supply pumps
will fail, too, unless they are driven by the engine proper. However, other
vital supply equipment and measuring, control and regulating units are
affected, too.
If black out occurs at high engine output, the cooling water which now is
no longer circulating is heated by engine components that are subject to
high thermal loading, and steam bubbles may form locally. Therefore, be
careful with venting and discharge pipes!
Stop the engine immediately
Attention! No matter whether automatically controlled or

manually operated engines are concerned, it must be ensured that
the engine is stopped immediately on black out.
This applies to all cases, where the pumps cannot start operation again
within a few seconds, which is possible if a spare unit automatically takes
over the electric power supply. This emergency stop process can, in the
case of marine main engines, be cancelled for a limited period of time, at
the worst, according to the requirement ship takes precedence over
engine. On engines with disengaging coupling, the engines are to be
disconnected. On ships equipped with a controllable--pitch propeller, the
pitch is to be set to zero immediately in order to prevent propeller reverse
power. These processes must automatically be triggered in case of
decreasing lube oil pressure.
Emergency lubrication equipment
The oil supply of engines equipped with a directly connected,

engine-driven lube oil pump (and an electrically driven stand-by pump) is
maintained by this pump on black out.
Marine engines, which are equipped with two electrically driven lube oil
pumps, involving the potential risk that the engine is operated on reverse
power while the ship is gradually run down, are to be equipped with an
emergency lubrication oil tank. From this elevated tank, the oil supply is to
be ensured (temporarily) during this phase.
Stationary engines equipped with two electrically driven pumps are set to
Zero admission on black out. Emergency lubrication of the engine during
the relatively short (1 ... 3 minutes) coasting without load is dispensed with
as a rule.
The turbocharger(s) is/are supplied with oil for some time during the
run-down period from an attached oil tank on rigidly mounted engines, or
from a separate oil tank is case of resiliently mounted engines, irrespective
of the lube oil system layout.
Automatically operated systems
After the normal supply of electrical power has been restored, the pumps
and ventilators have to be started automatically and in the order as stated:
1.
2.
3.
4.
Lube oil pump and fuel oil supply pump,

cooling water pump,
engine room ventilation system,
sea water pump.
Attention! Under no circumstances must the engine be allowed

to start up automatically after black out.
6680
3.6.4--01 E
01.98
32/40 upw
101/ 02
The blocked fuel supply pumps are reset as soon as the cooling water
pump and the lube oil pump have started. The control lever of the
automatic control system is to be set to STOP and only then is the engine
allowed to be restarted and load to be applied gradually in accordance with
the automatic acceleration programme.
Manually operated engine plants
Manually operated engines have to be immediately stopped after black out

so as to avoid severe damage as a result of lubrication failure or thermal
overloading. After the electrical power supply has been restored, proceed
as in the case of automatic operation. It is essential in this case, too, that
the engine is restarted and load is applied gradually.
Black-out-Test
In the course of engine commssioning, black out is frequently caused on

purpose to test the behaviour of the engine and the reaction of the
shut--down device. In order not to overstrain the engine, this testing is only
allowed to be made at an engine speed below approx. 50 % and/or an
output below approx. 15 %.
Putting into operation of the

engine after black out
Depending on the load at which the engine was being operated prior to the
sudden shut-down, the cooling water which then is no longer circulating is
heated to high temperatures by the hot engine components, possibly
leading to the accumulation of steam in the cooling spaces of the cylinder
head.
Preferably, engine restarting should therefore be postponed until the
engine has cooled down. Since this will be possible in exceptional cases
only, proceed with the restarting as follows, so as to preclude damage by
thermal shocks:
1. Interrupt recooling by bypassing the freshwater cooler.
2. Temporarily switch on the cooling water pump initially to ensure that
water at relatively low temperatures from the pipelines slowly mixes
with the hot water in the engine.
3. Switch on the cooling water and lube oil pumps.
4. Start the engine.
5. Switch the recooling system on again.
6680
3.6.4--01 E
01.98
32/40 upw
102/ 02

cylinder lubrication failing
3.6.5
Supply of lube oil to the piston running surfaces, piston rings and cylinder
liners is ensured by splash oil in the crankcase and by the additional
cylinder lubrication. If the cylinder lubrication system should fail in part or
completely, engine operation can be continued for a short period
(app. 250 h).
The lubrication system should be repaired or replaced as soon as
possible.
6680
3.6.5--01 E
03.02
General
101/ 01
Failure of the speed control systems
3.6.6
Starting the engine in manual operation (with PGG-EG speed governor)
Failure of the remote control or the electronic governor.
Starting condition
1 Indication
3 Push-button
4 Operating lever
Figure 1. Operating device, in case a PGG-EG speed governor is mounted
(for older models, the steps apply accordingly)
- Switch the operating lever (4) to Emergency operation with mech.
Steps
governor (refer to Figure 1 ).

Turn the admission limitation knob (2) on the governor to position 4 ... 5
(refer to Figure 2 ).
Adjust the desired speed value to minimum by means of the turning
knob (5) (to the stop, counterclockwise).
Check whether all systems are working (oil, cooling water, lube oil) and
whether the indication (1) is glowing/not glowing.
Depress the push-button Starting (3) until the engine ignites.
Set the admission limitation to the desired value (normally Full) by
means of the admission limitation knob (2).
Adjust the desired speed value on the turning knob (5).
In case of twin-engine plants which drive a shaft, only one engine is run in
manual operation.
Attention! Observe the remarks in Sections 3.4 to 3.7, Engine
operation!
To ensure a reliable interaction of the engine with the subordinate
system components (coupling and propeller or generator), the
corresponding remarks in the operating instruction manuals of the
respective manufacturers are to be observed during manual
operation.
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2 Admission limitation knob

5 Turning knob
Figure 2. PGG-EG speed governor (example: L 58/64)
Important! It is recommended to start the engine in manual

operation at regular intervals.
Mechanic-hydraulic speed governor
In case of a total failure of the mechanic-hydraulic speed governor, e.g.

due to breakage of the speed governors drive shaft, the engine is
stopped.
Attention! Starting the engine is only possible after the governor
has been repaired.
Electronic-hydraulic speed control system
In case the electronic speed governor fails, caused
- by internal faults or
- by a failure of the voltage supply,
the governor output signalling to the actuator drops to zero. One
differentiates two cases:
- increasing current signal (direct acting) for higher admission,

- dropping current signal (reverse acting) for higher admission.
In case of an increasing signal, admission is set to Zero. The engine is
stopped.
Direct Acting
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Attention! The engine may only be restarted electronically after

the defect has been eliminated.
A further operation using the mechanic governor is possible after
switching over to Emergency operation with mech. governor.
n case of a dropping signal, admission is set to Full. The speed
increases. After a certain speed is reached, the mechanic-hydraulic speed
governor takes charge of the speed control.
Reverse Acting
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Behaviour in case
operating values are exceeded/
alarms are released
3.6.7
General remarks
Operating values/limit values
Operating values, e.g. temperatures, pressures, flow resistances and all

other safety--relevant values/characteristics, must be kept within the range
of nominal values. Limit values must not be exceeded. Binding reference
values are contained in the test run and commissioning records (in
Volume B5) and in the List of measuring and control devices (in
Volume D).
Alarms, reduction and stop

signals
Depending on the extent to which values are exceeded and on the

potential risks, alarms, reduction or stop signals are released for the more
important operating values. This is effected by means of the alarm system
and the safety controls. Reduction signals cause a reduction of the engine
output on vessel plants. This is effected by reducing the pitch of
controllable--pitch propeller plants. Stop signals cause an engine stop.
Behaviour in emergency cases -technical possibilities
Acoustic or visual warnings can be acknowledged. The displays remain

active until the malfunction is eliminated. Reduction or stop signals can in
the case of vessel plants be suppressed by means of the override function
of the valuation ship takes precedence over engine. For stationary
plants, this possibility is not provided.
Fixing alarm and limit values
For fixing the alarm and the safety--relevant limit values, the requirements
of the classification societies and the own assessment are decisive.
Examples
Stop criteria are, e.g., overspeed, too low lube oil pressure and too high
temperatures of the main bearing. In case the oil mist detector reacts, a
stop is usually effected as well. The occurrence of too high cooling water
temperatures causes a reduction in output of vessel plants.
Legal situation
Alarm, reduction and safety signals serve the purpose of warning against
dangers or of avoiding them. Their causes are to be traced with the
necessary care. The sources of malfunctions are to be eliminated
consistently. They must not be ignored or suppressed, except on
instructions from the management or in cases of a more severe danger.
Caution! Ignoring or suppressing of alarms, the cancellation of
reduction and stop signals is highly dangerous, both for persons
and for the technical equipment.
Liability claims for damages due to exceeded nominal values and
supressed or ignored alarm and safety signals respectively, can in no case
be accepted.
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Procedures on
triggering of oil mist alarm
3.6.8
What should be done?
Oil mist
The oil mist concentration in the crankcase is monitored by an oil mist

detector. It increases in cases of damage to bearings and piston seizures
and in the case of blow-through from the combustion chamber. In these
cases, an alarm is triggered and the red alarm LED starts to flash on the
oil mist detector.
Danger to people and property!
Danger! When the oil mist concentration is too high, there is

acute danger to people and property. An explosion in the crankcase
may occur, and the engine, crankshaft and running gear
components may be seriously damaged.
Turn off the engine immediately!
Warning! When the oil mist concentration is too high, the

engine is switched off by the safety controls. If this does not occur
or if this is not planned, then the engine must be switched off
manually. This must be done within a matter of seconds.
If the oil mist detectors are not functioning correctly, the engine is not
monitored. Damage which starts to occur cannot be recognised or only
recognised too late.
Tests after an oil mist alarm/engine stop
Checking the oil mist detector
After an oil mist detector alarm occurs, the function of the oil mist detector
must be tested according to the manufacturers operating instructions. The
engine must not be restarted for testing.
The measuring cell should be checked for traces of water as part of these
tests, as water vapour can trigger a false alarm. The measuring cell should
be cleaned if traces of water are detected. The engine should then be
blown through with compressed air, checking at the same time that the
runnung gear turns easily. If water can be eliminated as the cause of the
alarm, the following checks are to be performed:
Internal check of running gear
After a wait of 10 minutes -- required because of possible dangers of

explosion on the entry of air (see safety regulations) -- all crankcase
covers are to be removed. The subsequent checks include:
- measuring of all bearing temperatures,

- a visual examination of the running gear components and oil sump for
chips, discolouration or material deposits and
- a visual examination of all piston skirts and cylinder liners. Piston skirts
made of aluminium alloys suffer damage due to friction at an early
stage already. Grey cast iron skirts are less easily damaged.
External checks of running gear
The camshaft cover should then be opened and the following checks
performed:
- measuring the temperature of all camshaft bearings, including the

external bearing,
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- a visual examination of the camshaft(s), the injection pump motors, the

cam followers and rollers for wear/seizure.
Checking the combustion
chambers
For this purpose, the cylinder head covers are to be opened and the
combustion chambers, particularly the running surfaces of the cylinder
liners, are to be checked:
- either by employing an endoscope after first removing the injection

valves or
- by inspecting the surfaces with a mirror after removing one intake and
exhaust valve cage each (if present).
If no damage is ascertained during these checks, then extend the search
for damage to those points of the fault list which have not yet been
checked. If needs be, get in touch with the nearest service base.
Important! The engine must not be restarted until freedom from
damage has been established or original faults have been removed.
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Procedures in case
a splash-- oil alarm is triggered
3.6.8
General
Monitoring of the running gear

temperature
The temperatures of the running gear in the crankcase are transmitted to

the surrounding lubricating oil. Big-end bearing damage, piston seizures
and blow-bys from the combustion chamber cause a change in lube oil
temperature. For the splash-oil monitoring system, part of the splash oil
from each crank pin is collected. The temperature of the splash oil from
each individual crank pin is monitored and compared with that of the other
pins. In case a defined maximum temperature is exceeded or if the
difference between the temperatures of the individual running gears is too
large, an alarm is first triggered and, if necessary, the engine is then shut
off automatically.
Risk of personal injuries and damage to property!
Danger! Bearing damage, piston seizures and blow-bys promote the formation of oil mist, which includes an acute risk of personal injuries and damage to property. An explosion may occur in
the crankcase, and engine, crankshaft, as well as running-gear components may suffer severe damage.
If the splash-oil monitoring system does not work properly, the engine is
not monitored. In this case, incipient damage cannot be recognised, at
least not in time.
Checks to be carried out after a splash-oil alarm/an engine stop
Checking the alarms
After an alarm occurred, the splash-oil temperatures are to be observed

further. Should the temperature which caused the alarm to be triggered
not decrease to the normal value again after a short while, the engine is to
be stopped, and the running gear concerned is to be checked. Following
an automatic engine stop, the running gear must be checked.
Checking the running gear
After waiting for 10 minutes - which is required because of the possible

explosion hazard on entry of air (see the safety regulations) - all crankcase
covers are to be removed. The further checks include the following:
- measuring all bearing temperatures,

- visual inspection of the running gear components as well as the oil
sump for chips, discolouration and warping of material,
- visual inspection of all piston skirts and cylinder liners.
Pistons from aluminium alloy suffer contact damage already at an early
stage, skirts from grey cast iron are less easily damaged.
If no damage is ascertained, the search for damage is to be extended to
those items of the trouble-shooting list which have not been checked so
far. If necessary, the nearest service base should be contacted.
Important! The engine may only be restarted after it has been established that no damage occurred or after the damage causing the alarm
has been eliminated.
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Engine operation IV Engine shut-- down
6682
3.7
3.1
3.2
3.3
3.4
3.5
3.6
Prerequisites
Safety regulations
Operating media
3.7
3.7--01 E
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3.7.1
If an engine is to be shut down for more than 1 week it has to be turned

once a week for approx. 10 minutes. For this purpose, the lube oil pumps
for the lubrication of the running gear and the cylinder have to be
commissioned (oil temperature approx. 40 C).
For longer periods of engine shut down (e.g. when the engine is put in
stock) it must be emptied, cleaned and preserved. The relevant
information is given in work card 000.14 Corrosion inhibitors/preservation
of Diesel engines. The necessary preliminaries, preservation proper and
the appropriate preservation agents are described.
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Maintenance/Repair
1 Introduction
2 Technical details
3 Operation/
Operating media
5 Annex
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Table of contents
: : :
: : :
: :
: :
: :
: :
: :
: :
: :
N
N
N
N
Maintenance/Repair
N
N
N
N
N
4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.7.1
4.7.2
General remarks
Tools/Special tools
Spare Parts
Replacement of components by the New--for--old Principle
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
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General remarks
Purpose of maintenance work/
prerequisites
4.1
Similarly to regular checks, maintenance work belongs to the users
duties. Both serve the purpose of maintaining the reliable and safe
serviceability of the system. Maintenance work should be done by qualified
personnel and at the times defined by the maintenance schedule.
Maintenance work is of support to the engine operators in their
endeavours to recognise future failures at an early stage. It provides
useful notes on overhaul or repair becoming due, and is of influence on
the planning of downtimes.
Maintenance and repair work can only be carried out properly if the
necessary spare parts are available. It is advisable besides these spare
parts to keep an inventory of parts in reserve for unforeseen failures.
Please request MAN B&W Diesel AG to submit a quotation whenever
required.
Maintenance schedule/
maintenance intervals/
personnel and time required
The jobs to be done are shown in the maintenance schedule, which

contains
a brief description of the job,

the intervals of repetition,
the personnel and time required, and it makes reference to
the corresponding work cards/instructions.
Table 1. Maintenance schedule/extract
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Work cards in Volume B2 and C2

respectively
The work cards, comprised in Parts B2 and C2 of the technical

documentation, contain brief descriptions of
- the purpose of jobs to be done.

They contain
- information on the tools/appliances required, and

- detailed descriptions and drawings of the operating sequences and
steps required.
There is one copy on paper and one foil-sealed copy of each work card
available. The latter are dirt-proof and can be appropriately used for
information while the job is being done.
Maintenance schedule of
turbocharger
Volume C1 contains the maintenance schedule of the turbocharger/s.
Figure 1. Work card -- example
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4.2
Preliminary remarks
Maintenance schedules:
Systems
4.7.1
Engine
4.7.2
Turbocharger 4.7.3
The maintenance schedule of the engine comprises work to be done on

components of peripherical systems and components/subassemblies of
the engine itself (refer to Section 4.7). The maintenance schedule for the
turbocharger is part of Volume C1 of the Technical Documentation.
Binding character and adaptabilities
Validity of the maintenance

schedule
The maintenance schedules 4.7.1 and 4.7.2 are valid in combination and
comprise jobs to be done at regular intervals and/or within regular interval
ranges.
After 30,000 or 36,000 operating hours a thorough inspection of the main
components is to be carried out. During this process the cylinder head and
valves, the cylinder liners and pistons as well as the running gear components and bearings, in particular, should be checked for wear and replaced
if necessary. It is recommended to entrust one of our service bases with
this comprehensive scope of work or a general overhaul.
Adaption of the maintenance

schedule
The maintenance schedules have been drawn up for standard operating

conditions. The stipulations contained therein are non committal recommendations and approximative values. In order to gain emprical values, it
is recomended to observe the lower interval ranges first, as approximate
values. After a critical evaluation of the operating results and conditions,
shorter intervals may become necessary provided external operating
conditions (timetable of ships/inspection time of power plants) allow it. In
case of favourable operating results and conditions, an extension of the
intervals is possible.
Favourable operating conditions are:
- constant load within the range of 60% to 90% nominal load,

- observing the specified temperatures and pressures of the operating
media,
- using the specified lube oil and fuel quality,

- as well as a proper separation of the fuel and lube oil.
Adverse operating conditions are:
- long-term operation at peak load or low load; prolonged idling times;

-
6628
4.2--02 E
frequent, drastic load changes,

frequent engine starting and repeated warming-up phases without adequate preheating,
high loading of the engine before the operating media have reached the
specified temperatures,
lube oil, cooling water and charge air temperatures that are too low,
using inappropriate fuel qualities and insufficient separation,
inadequate intake air filtering (particularly on stationary engines).
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Tools/Special tools
4.3
Preliminary remarks
The following comprehensive standard set of tools comes supplied with

the engine:
Standard tools
- basic tools,
- hydraulic tensioning tools, and
- special tools.
This set of tools permits normal maintenance work to be carried out. A list
specifying the extent and designations of these tools is contained in
Volume B6 of the technical documentation. The tools set intended for the
turbocharger(s) is contained in one case, and a table of contents is also
included.
Tools are also available
- for jobs that are generally more difficult to perform or that are only
seldom necessary,
- which facilitate the work, or

- which help to overcome plant-specific obstructions.
Tools on customers request
Such tools are supplied on request. MAN B&W Diesel AG will gladly
submit an offer, if desired. The table below shows which tools are available
to supplement the standard set of tools for the engine.
Special tools
Certain jobs, which are rather repair jobs than maintenance jobs, require
special expert knowledge, experience and supplementary
equipment/accessories. Further special tools, e.g. for the milling of seats
in the valve cages of cylinder heads (from 40/54 engine upwards), are
made available to our service bases, and possibly also our authorised
workshops, for such purposes. We therefore recommend that you consult
these partners, or entrust them to do jobs for you whenever your own
capacities in terms of time, qualification or personnel are inadequate.
Tools supplied on customers request
Tools
Explanations
Device for removing/fitting the

main bearing cap
Item no. 10310
For maintenance work such as checking the main bearing or replacing the
bearing shells, the main bearing cap has only to be lowered; it need not be
removed. This is only necessary in special cases. This tool is provided for
this purpose.
Device for removing/fitting the

torsional vibration damper
(on the crankshaft)
Item no. 10305
Maintenance jobs such as the checking of spring assemblies can be done

without the complete vibration damper having to be disassembled. This is
only necessary in special cases. This tool is provided for this purpose.
Pneumatic honing tool for the

cylinder liner
Item no. 10115
Cylinder liners require rehoning when piston rings are replaced or when
the roughness of the running surface has become insufficient. This job can
be contracted to a service base or done by the user himself using the
honing tool.
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Figure 1. GERUS pneumatic honing tool, fitted
Tool for regrinding the sealing

groove in the top land ring
Item no. 10110
Regrinding of the sealing groove in the top land ring or the cylinder head
becomes necessary when the sealing ring is no longer able to provide
adequate compensation for deformation/material loss.
Suspension device for the

cylinder head, without rocker
arm casing
Item no. ...
If the engine room is high enough, the cylinder head is dismantled

completely. If the overhead space is inadequate, the rocker arm casing
has to be dismantled, and the cylinder head has to be lifted off using this
device.
Assembly/turnover stand
for the cylinder head
Included in the standard set of tools. The turnover stand enables cylinder
heads to be turned into the positions most favourable for carrying out the
necessary work, e.g. on the top and on valves/valve seats.
Figure 2. Assembly/turnover stand for cylinder heads
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Electric valve seat grinder

Item no. 10104
Valve seats requiring a minimum of correction can be treated by hand,

using grinding paste. If this method fails to produce a satisfactory result,
mechanical remachining is necessary.
Figure 3. Hunger valve seat grinder
Electric valve cone grinder

Item no. 10102
Similarly to valve seats, valve cones showing minimum deficiencies can be

corrected by hand using grinding paste. Where no satisfactory result can
be achieved by this method, mechanical remachining is necessary.
Figure 4. Hunger valve cone grinder
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Tool for grinding/milling of seats

in the cylinder head (valve cage,
injection valve, starting valve)
Rough or damaged seats can be remachined by hand using this tool with
grinding discs or wheel-type milling cutters. A dial gauge is provided for
checking the required residual gap.
Bild 5. Tool for milling/grinding of seats in the cylinder head
Tool for grinding the seats on the

valve cage shroud
A grinding ring is supplied to allow manual regrinding of the seats on the

valve cage shroud. Adhesive grinding discs provide an effective way of
reworking the seats.
Device for checking start

and end of fuel delivery on
fuel injection pumps
(pneumatically operating)
Item no. 10225
The start and end of delivery of fuel pumps are significant operating values
for the individual cylinders and the reciprocal load distribution. Although
changes due to wear or the installation of spare parts are negligible as a
rule, it is advisable to make a check in such cases.
Figure 6. Device for checking the start and end of delivery
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Testing device for injection

valves (pneumatic/hydraulic)
Included in the standard tools set. The testing of injection valves for
correct timing and injection is carried out with the pressure testing set
(from GERUS) which ensures reproducible injection conditions and a more
comfortable working environment.
Figure 7. Testing device for injection valves
Device for pulling the drive

gear of directly driven lube
oil or cooling water pumps
Item no. 10320
Pumps driven by the Diesel engine directly require no regular

maintenance. If it becomes necessary to disassemble a pump, the drive
gear has to be pulled. This tool is provided for this purpose.
Device for removing and

installing the pipe bundles
of the charge air cooler
Item no. 10325
For cleaning the air side, charge air coolers may be flooded in the
as-installed condition. The dummy flanges needed for this purpose are
included in the standard set of tools. Should this method of cleaning not
yield a satisfactory result, the cooler insert is to be removed, using this
device, and to be cleaned by a more appropriate method.
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Baewert indicator to measure

and evaluate ignition and
injection pressures
Item no. 10210
The accurate measuring and evaluating of ignition (and injection)

pressures using the Baewert indicator which consists of a quarz crystal
sensor and an instrument for evaluation furnishes useful information on
the condition of the engine and potential areas for improvement. A serial
interface and a PC program permit computer-aided evaluation. This device
cannot be used for gas engines. For devices from other manufacturers,
see section 3.5.2.
Figure 8. Baewert indicator
Grinding device for delivery

pipe
Item no. 10112
This device is used for regrinding the seat of the injection pipe in case of
sealing problems.
Figure 9. Grinding device for delivery pipe
Endoscope with or without video

camera
Item no. 10230/235
6628
4.3--02 E
For inspecting all types of internal areas and for checking cams and rollers
of the valve camshaft of Vee-type engines, the Olympus endoscope may
be used. It consists of an eyepiece unit, a jacketed photoconductor and
interchangeable lenses. These permit a direct view onto the illuminated
object or a look to the sides.
07.99
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Figure 10. Industrial endoscope with flexible photoconductor and interchangeable

lenses
Digital pressure gauge for

measuring the pressure and
differential pressure
Item no. 10215
Using the SI digital pressure gauge, differential pressure measurements

on the charge air cooler and in the crankcase can be carried out safely
and comfortably. Special connections are available. The device can also
be used at other measuring points.
Figure 11. SI digital pressure gauge
Tools for engine and systems accessories
Information on tools required for engine accessories such as the oil mist
detector and for systems accessories such as filters, separators, fuel and
lube oil treating modules, water softening equipment, etc. can be gathered
from the documents contained in Volumes E1 to E... of the technical
documentation.
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Spare Parts
4.4
Since it is so important, we are repeating below a sentence which we have
used already:
Tip! Maintenance and repair work can only be carried out properly if
the necessary spare parts are available.
The information given below is thought to assist you in quickly and reliably
finding the correct information source in case of need.
Spare parts for engines and turbochargers
Spare parts for engines and turbochargers can be identified using the
spare parts catalogues in Volumes B3 and C3 or the technical
documentation. The illustration sheets enclosed are provided with item
numbers permit to identify the ordering number.
Figure 1. Spare parts catalogue for engine components - illustration sheet
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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 using the tools list in Volume B6 of the
technical documentation, or the index included in the tools case for
turbochargers. The ordering numbers are also given on the respective
work cards in Volumes B2 and C2. In this way, it is also possible to order
components of tools alone.
When ordering tools, the engine type, the engine works number and the
six-digit tool number which simultaneously serves as ordering number
should be indicated as usual. The first three digits of the tool number stand
for the subassembly for which the tool is used. Tools which are suited for
general use have a figure below 010 instead of the subassembly group
number.
To avoid querying, please provide information 1, 2 and 5 as shown on the
following page:
1
2
3, 4
5
Explanations
6680
4.4--01 E
Piece number
Denomination
Subassembly group
Tool number = order number
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Figure 3. Information required for ordering tools/parts of these. Figure shows work card belonging to subassembly group 030
Spare parts for measuring, control and regulating systems, and for engine and systems accessories
Information on spare parts
- for measuring, control and regulating equipment such as temperature

sensors, relays, transducers (unless contained in the spare parts
catalogue of the engine),
- for engine accessories such as oil mist detector, and
- for system accessories such as filters, separators, water softening
equipment and the like
are contained in Volumes D1 to D... and Volumes E1 to E...
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Replacement of components
by the New-- for-- old Principle
4.5
Components of high value which have become defective or worn and the
reconditioning or repair of which requires special know-how or facilities can
be replaced by the Reconditioned-for-old principle. These include
piston crowns,
valve cages and valves,
fuel injection nozzles and injection pumps,
governors,
compressed-air starters, and
completely assembled rotors of turbochargers (cartridges).
Such components are available from stock as a rule. If not, they will be
reconditioned/repaired and returned to your address. If need arises,
please enquire a corresponding offer from MAN B&W Diesel AG or the
nearest Service Center.
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4.6
No matter whether routine cases or really intricate problems are

concerned,
MAN B&W Diesel AG, Augsburg works,

MAN B&W Diesel AG, Service Center Hamburg,
MAN B&W Diesel Pte. Ltd., Service Center Singapore,
service bases and authorised repair workshops
are readily available to offer you a wide spectrum of services and expert
advice, ranging from spare parts supplies, consultation and assistance in
operating, maintenance and repair questions, ascertaining and settling
cases of damage through to the assignment of fitters and engineers all
over the world. Some of these services are doubtless the standard offered
by suppliers, shipyards, repair workshops or specialist firms. Some of this
whole range of services, however, can only be rendered by someone who
can rely on decades of experience in Diesel engine systems. The latter are
considered as a part of the expert commitment towards the users of our
engines and for our products.
Please note the supplementary information contained in the printed
publications of Volume A1 of the Technical Documentation. In these, you
will also find the addresses and telephone numbers of the nearest service
bases which you can approach whenever required.
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4.7
Explanation of signs and symbols
The heading of the maintenance schedule shows symbols instead of

entries in two languages. They have the following meaning:
Serial number of the maintenance work.
The series shows gaps for changes/up-dates which could become
necessary.
1, 2, 3
Brief description of the job

Related work cards.
The work cards listed contain detailed information on the work steps
required.
___.xx These work cards comprise a group of work cards
A No Work card required/available
B See maintenance instructions of manufacturer (volume E1)
C These jobs are to be carried out by a MAN B&W Diesel
Service Center or by a special company
D See respective maintenance work
Relation between working cards.
These notes are of particular significance within the maintenance
system CoCoS. They give you information on the jobs with a temporal
connection to the work in question.
x
y
Required personnel
Time required in hours per person

per
Relational term to indicate the time required
24 ... 36000
Repetition intervals given in operating hours

Signs used in the columns of intervals.
Their meaning is repeated in each sheet.
We assume that the signs and symbols used in the head are sufficiently
pictorial and that it is not necessary to repeat them constantly.
x, 1 ... 4
Table 1. Explanation of signs and symbols of the maintenance schedule
Groups of maintenance works
6628
4.7--03 E
In case of the maintenance schedule (systems) the maintenance works

are grouped according to systems/functional groups whereas in the maintenance schedule (engine) they are grouped according to subassemblies.
06.99
32/40 upw
101/ 01
Wartungsplan (Systeme)
4.7.1
150
250
500
1500
3000
6000
12000
24000
30000
36000
1,
2,
3
004 Systembauteile auf Dichtheit

kontrollieren (Sichtprfung)
Check system components for

tightness (visually)
005
006
0.2
Motor
Engine
005 Tagestank: Kraftstoffstand

kontrollieren; Tagestank und
Absetztank entwssern
Check fuel oil level in day tank. Drain

day tank and settling tank
004
006
0.2
Motor
Engine
006 Viskosimat kontrollieren

(Temperatur--Vergleichsmessung
durchfhren)
Check viscosimat (carry out

comparative temperature
measurement)
004
005
0.1
Einheit
Unit
007 Kraftstoffilter reinigen (abhngig vom

Differenzdruck)
Clean fuel oil filter (depending on

differential pressure)
Filter
Filter
008 Kraftstoffrderpumpe berholen
Overhaul fuel delivery pump
Pumpe
Pump
009 Pufferkolben kontrollieren/berholen
Check/overhaul buffer pistons
434.04
Einheit
Unit
011 Systembauteile auf Dichtheit


tightness (visually)
012
262
0.2
Motor
Engine
012 Betriebsbehlter fr Motor-- und

Zylinderschmierung: lstand
kontrollieren
Check lube oil level in service tanks for

engine and cylinder lubrication
011
262
0.1
Motor
Engine
per
24
Kraftstoffsystem Fuel oil system
Schmierlsystem Lube oil system
X
1
2
3
4
6640
Wartungsarbeit fllig
Nach Bedarf/Zustand
Kontrolle neuer oder berholter Teile erforderlich (einmal nach der angegebenen Zeit)
Nach Vorschrift des Herstellers
Falls Bauteil/System vorhanden
4.7.1--01 E
12.02
X
1
2
3
4
Maintenance work is necessary

As required/depending on condition
Check new or overhauled parts once after the time given in the column
According to specifications of manufacturer
If component/system is installed
40/54, 48/60, 58/64
101 /07
12000
24000
30000
36000
24
1500
3000
6000
per
500
1,
2,
3
150
250
4.7.1
014 lprobe untersuchen (Tropfenprobe)
Examine oil sample (spot test)
000.05
0.15 Motor
Engine
015 lprobe analysieren lassen
Take oil sample to be analysed
000.04
0.25 Motor
Engine
016 lfllung wechseln (entsprechend

Analyse), Behlter reinigen
Change oil filling (depending on results

of analysis), clean the tank
000.04 015
--
Motor
Engine
017 lablauf kontrollieren (Sichtprfung)

bei Kolben, Pleuel-- und
Kurbelwellenlagern, am Rdertrieb und
am Turbolader -- siehe auch 401
Check oil drainage of piston, big--end

and main bearings, on the gear box
and the turbocharger (visually) -- refer
to 401
018
112
0.2
Zyl./
Einheit
Cyl./unit
018 lablauf kontrollieren (Sichtprfung)

bei Nockenwellenlagern,
Einspritzpumpen und am Ventilantrieb
(im Kipphebelgehuse) -- siehe auch
401
Check oil drainage of camshaft

bearings, injection pumps and valve
gear in the rocker arm casing (visually)
-- refer to 401
017
Motor
Engine
020 Schmierlpumpe berholen
Overhaul the lube oil pump
300.01
10
Pumpe
Pump
022 Zylinderschmierlaggregat bzw.

--pumpe, Blockverteiler und
berwachungsgerte berholen
Check the cylinder lube oil unit or

pump, the block distributor and the
monitoring systems
302.01
Einheit
Unit
023 Schmierl--Automatikfilter reinigen

(abhngig von Splintervallen)
Clean the lube oil service filter

(depending on scavenging intervals)
024
Filter
Filter
024 Schmierl--Indikatorfilter reinigen

(abhngig vom Differenzdruck)
Clean the lube oil indicating filter

(depending on differential pressure)
023
Filter
Filter
X
1
2
3
4
6640
Nach Bedarf/Zustand
4.7.1--01 E
12.02
X
1
2
3
4
X
X
1

40/54, 48/60, 58/64
102 /07
4.7.1
24
150
250
500
1500
3000
6000
12000
24000
30000
36000
1,
2,
3
025 Schmierl--Vorwrmer reinigen
(abhngig von der Separiertemperatur
bei erforderlichem Durchsatz).
Reinigung evtl. durch Spezialfirma
Clean the lube oil preheater (depending B

on separating temperature at the flow
rate required).
Cleaning should be carried out by a
special company if possible
Einheit
Unit
026 Schmierl--Separator
(selbstaustragend) kontrollieren,
reinigen, berholen
Check, clean and overhaul the lube oil

separator (residue--selfdischarging)
Einheit
Unit
027 Schmierl--Khler reinigen, evtl. durch

Spezialfirma
Clean the lube oil cooler.

--
Einheit
Unit
per
Khlwassersystem (Zylinder- und Dsenkhlung) Cooling water system (Cylinder an injection valve cooling)
031 Ausgleichsbehlter: Khlwasserstand
kontrollieren
Compensating tank: Check the cooling

water level
032
0.2
Motor
Engine
032 Dsenkhlwasserablauf kontrollieren

(auf freien Ablauf und eventuelle
Kraftstoffspuren)
Check the injection valve cooling water

system for free drainage and fuel
leckages
031
0.1
Motor
Engine
033 Khlwasser: Korrosionsschutz

kontrollieren -- siehe auch 401
Check the corrosion protection of the

cooling water -- refer to 401
000.07
0.5
Motor
Engine
035 Khlrume kontrollieren, System

chemisch reinigen (Zylinder-- und
Dsenkhlung).
Reinigung evtl. durch Spezialfirma
Check the cooling water spaces, clean

the system chemically (cylinder and
injection valve cooling system).
000.08
--
Motor
Engine
X
1
2
3
4
6640
Nach Bedarf/Zustand
4.7.1--01 E
12.02
X
1
2
3
4
X
1

40/54, 48/60, 58/64
103 /07
4.7.1
24
150
250
500
1500
3000
6000
12000
24000
30000
36000
1,
2,
3
C
--
Einheit
Unit
042 Druckluftbehlter nach jedem Fllen

entwssern (wenn keine automatische
Entwsserung erfolgt)
Compressed--air tank: Drain water after A

every filling (in case there is no
automatic drainage)
0.1
Einheit
Unit
043 Druckluftbehlter innen reinigen,

Ventile (nach Vorschrift der
Klassifikationsgesellschaft) berholen
Compressed--air tank: Clean the inside, B

overhaul valves (according to
specifications of the classification
society)
10
Einheit
Unit
044 Steuerluftsystem: Wasserabscheider

und Luftfilter entwssern
Control air system: Drain the water

separator and the air filter
125.xx
0.1
Motor
Engine
045 Steuerluftsystem: Wasserabscheider

und Luftfilter reinigen
Control air system: Clean the water

separator and the air filter
125.xx
0.5
Motor
Engine
052 Ladeluftkhler/Ladeluftleitung:
Kondenswasserablauf auf Menge/
Durchgngigkeit kontrollieren
Charge air cooler/pipe: Check

condensation water drainage for
quantity/free pass--through
0.1
Leitung
Pipe
053 Ladeluftkhler auf Wasser-- und

Luftseite reinigen, evtl. durch
Spezialfirma
Clean charge air cooler on both water

and air side.
322.01
322.02
15
Khler
Cooler
per
036 Khlwasser--Rckkhler: Khlrume

reinigen, evtl. durch Spezialfirma
Heat exchanger: Clean the cooling

spaces.
Druckluft- und Steuerluftsystem Compressed air and control air system
Ladeluftsystem Charge air system
X
1
2
3
4
6640
Nach Bedarf/Zustand
4.7.1--01 E
12.02
X
1
2
3
4

40/54, 48/60, 58/64
104 /07
4.7.1
24
150
250
500
1500
3000
6000
12000
24000
30000
36000
1,
2,
3
A
062
0.5
Motor
Engine
062 Abgasabblaseeinrichtung:
Systembauteile auf Dichtheit
kontrollieren (Sichtprfung). Steuer-und berwachungselemente auf
Funktionstchtigkeit kontrollieren
Exhaust gas blow--off device: Check

A
system components for tightness
(visually). Check control and monitoring
elements for proper functioning.
054
0.5
Motor
Engine
063 Abgasleitung: Flanschverbindungen

und Kompensatoren auf Dichtheit
Exhaust gas pipe: check flange

connections and compensators for
leaks (visually)
289.01 086
0.2
Leitung
Pipe
per
054 Ladeluftumblase--/Ladeluftabblaseein-richtung: Systembauteile auf Dichtheit

kontrollieren (Sichtprfung). Steuer-und berwachungselemente auf
Funktionstchtigkeit prfen
Charge air bypass/blow--off device:

tightness (visually). Check control and
monitoring elements
Abgassystem Exhaust gas system
Me- , Steuer- und Regeleinrichtungen Measurement and control systems

072 Schalt-- und Abstelleinrichtungen:
Funktionsfhigkeit und Schaltpunkte
kontrollieren -- siehe auch 402
Monitor and control equipment: Check

switch points and proper function -refer to 402
Motor
Engine
073 Schaltventile im 10-- und 30

bar--System zerlegen, Verschleiteile
erneuern
Dismantle control valves of the 10 and

30 bar system, replace wearing parts
125.xx
24
Motor
Engine
074 Batterie: Ladezustand und Surestand

kontrollieren
Accumulator: Check charge state and

electrolyte level
0.5
Motor
Engine
X
1
2
3
4
6640
Nach Bedarf/Zustand
4.7.1--01 E
12.02
X
1
2
3
4

40/54, 48/60, 58/64
105 /07
150
250
500
1500
3000
6000
12000
24000
30000
36000
1,
2,
3
24
4.7.1
per
075 lnebeldetektor kontrollieren/berholen Check/overhaul oil mist detector
Motor
Engine
076 Abgastemperatur--Meanlage
kontrollieren
Motor
Engine
Check measuring system for exhaust

gas temperatures
Motorfundament/Rohranschlsse Engine foundation/Pipe connections

082 Fundamentschrauben: Vorspannung
kontrollieren.
Stopper, Konsolen und elastische
Elemente auf festen Sitz kontrollieren
(bei Schiffen auch nach Kollision oder
Grundberhrung)
Foundation: Check tension of bolts.

Check stoppers, brackets and resilient
elements for tight fit (in case of ships
also after collision or ground contact) -refer to 402
012.01 083
Motor
Engine
083 Elastische Lagerung: Setzbetrag der

elastischen Elemente feststellen
Resilient mount: Check amount of

settling of resilient elements
012.01 082
092
Motor
Engine
084 Elastische Rohrverbindungen: Alle

Schluche kontrollieren
Flexible tubes: Check all hoses
Motor
Engine
085 Elastische Rohrverbindungen:

Schluche fr Kraftstoff, Schmierl,
Khlwasser, Dampf und Druckluft
erneuern
Flexible tubes: Replace hoses for fuel

oil, lube oil, cooling water, steam and
compressed air
14
Motor
Engine
086 Schraubverbindungen (z.B. an Abgas-und Ladeluftleitung, Ladeluftkhler und

Turbolader) auf festen Sitz/korrekte
Vorspannung kontrollieren -- siehe auch
402
Bolted connections: Check for tight

fit/proper preload (e.g. on exhaust gas
and charge air pipe, charge--air cooler
and turbocharger) -- refer to 402
000.30 063
10
Motor
Engine
X
1
2
3
4
6640
Nach Bedarf/Zustand
4.7.1--01 E
12.02
X
1
2
3
4
4
1

40/54, 48/60, 58/64
106 /07
12000
24000
30000
36000
24
1500
3000
6000
per
500
1,
2,
3
150
250
4.7.1
Elastische Kupplung/Trngetriebe Flexible coupling/Turning gear

092 Elastische Kupplung: Ausrichtung und
Gummielemente kontrollieren
Flexible coupling: Check alignment and

rubber elements
000.09 083
093
Motor
Engine
093 Kupplungsschrauben auf festen

Coupling bolts: Check for tight
Sitz/korrekte Vorspannung kontrollieren fit/proper preload -- refer to 402
-- siehe auch 402
020.02 047
Motor
Engine
094 Trngetriebe kontrollieren/berholen
Einheit
Unit
Check/overhaul turning gear
Auerdem erforderlich Additionally required

401 Neu oder in berholtem Zustand
eingebaute Teile/neu eingesetzte
Betriebsstoffe einmal nach der
angegebenen Zeit kontrollieren -- gilt
fr 017, 018, 033
Check parts installed in new or

reconditioned condition and operating
media applied in new or improved
condition once after the time given -applies to 017, 018, 033
--
Einheit
Unit
402 Neu oder in berholtem Zustand

eingebaute Teile/neu eingesetzte
Betriebsstoffe einmal nach der
angegebenen Zeit kontrollieren -- gilt
fr 072, 082, 086, 093
Check parts installed in new or

reconditioned condition and operating
media applied in new or improved
condition once after the time given -applies to 072, 082, 086, 093
--
Einheit
Unit
X
1
2
3
4
6640
Nach Bedarf/Zustand
4.7.1--01 E
12.02
X
1
2
3
4

40/54, 48/60, 58/64
107 /07
Wartungsplan (Motor)
Betriebswerte Operating data

Check smoke number of exhaust gas
0.1
Motor
Engine
103 Znddrcke kontrollieren
Check ignition pressures
000.25
0.1
Zyl.
Cyl.
104 Betriebswerte erfassen
Take the operational values
000.40
0.1
Motor
Engine
Triebwerk/Kurbelwelle Running gear/Crankshaft
020
Check the running gear (visually)
113 Kurbelwelle: Wangenatmung messen

Crankshaft: Measure crankweb
(bei Schiffsmotoren auch nach Kollision deflection (in case of marine engines
oder Grundberhrung)
also after collision or ground contact)
017
0.2
Zyl.
Cyl.
000.10 122
202
0.15 Zyl.
Cyl.
X
2
Kurbelwellenlager Main bearing
021
122 Palager: Axialspiel kontrollieren
Locating bearing: Check axial

clearance
021.xx 113
202
0.5
Lager
Bearing
123 1 Lagerdeckel absenken und untere

Lagerschale kontrollieren. Lsedruck
der Lagerschrauben kontrollieren
Lower one bearing cap and inspect

bearing shell. Check pressure for
loosening bearing bolts
000.11 142
012.02
012.03
021.xx
Lager
Bearing
124 Alle Lagerschalen erneuern
Replace all bearing shells.
021.xx
Lager
Bearing
X
*
2
3
4
6640
x 1000 h
4.7.2--04 E
60--80*
80--100*
000
102 Abgastrbung kontrollieren
112 Triebwerk kontrollieren (Sichtprfung)
15--20*
30--40*
3--4*
5--6*
10--12*
24
per
1--2*
1,
2,
3
250
500
4.7.2
12.02
X
*
2
3
4
X
X

x 1000 h
40/54, 48/60, 58/64
101 /09
Drehschwingungsdmpfer Torsional vibration damper

132 Schwingungsdmpfer der Kurbelwelle:
Hlsenfedern kontrollieren
Vibration damper of crankshaft: Check

sleeve springs
027.01
30
Motor
Engine
027.02
Einheit
Unit
Pleuellager Big- end bearing
030
142 1 Lagerschale ausbauen und

kontrollieren. Lsedruck der
Lagerschrauben kontrollieren
Remove and check one bearing shell.

Check pressure for loosening bearing
bolts
000.11 123
030.02
030.03
030.04
Lager
Bearing
143 Alle Lagerschalen erneuern
Replace all bearing shells.
030.03 124
030.04
Lager
Bearing
Kolben/Kolbenbolzen Piston/Piston pin
X
*
2
3
4
6640
034
Remove, clean and check one piston
(in case of V--engine per cylinder
bank). Measure shoulder clearance
(not in case of 40/54 and 48/60), piston
rings and ring grooves. Check pressure
for loosening bolts of connecting rod
shank
x 1000 h
4.7.2--04 E
60--80*
80--100*
027
133 Schwingungsdmpfer der Nockenwelle: Vibration damper of camshaft: Check

Hlsenfedern kontrollieren
sleeve springs
152 1 Kolben (bei V--Motor je Zylinderreihe)

ausbauen, reinigen und kontrollieren.
Schulterspiel (nicht bei 40/54 und
48/60), Kolbenringe und Ringnuten
vermessen. Lsedruck der
Pleuelschaftschrauben kontrollieren.
15--20*
30--40*
3--4*
5--6*
10--12*
24
per
1--2*
1,
2,
3
250
500
4.7.2
12.02
X
*
2
3
4
030.01 155
034.01 162
034.02 172
034.05
034.07
Zyl.
Cyl.

x 1000 h
40/54, 48/60, 58/64
102 /09
153 Alle Kolben ausbauen, reinigen und

kontrollieren. Schulterspiel (nicht bei
40/54 und 48/60) und Ringnuten
vermessen. Alle Kolbenringe erneuern.
Achtung: Wenn Kolbenringe erneuert
werden, ist die Zylinderbuchse
nachzuhonen!
Remove, clean and check all pistons.

Measure shoulder clearance (not in
case of 40/54 and 48/60) and ring
grooves. Replace all piston rings.
Caution: If piston rings are replaced
the cylinder liner is to be rehoned!
034.01 154
034.02 155
050.05 163
173
Zyl.
Cyl.
154 1 Kolbenbolzen (bei V--Motor je

Zylinderreihe) ausbauen,
Kolbenbolzenbuchse kontrollieren,
Spiel messen.
Remove one piston pin (in case of

V--engines per cylinder bank). Check
piston pin bush, measure the
clearance.
034.03 152
155
0.25 Zyl.
Cyl.
155 1 Kolben (bei V--Motor je Zylinderreihe)

zerlegen. Bauteile reinigen. Khlrume
und Khlbohrungen auf Koksansatz
kontrollieren. Bei Schichtdicken ber
1 mm alle Kolben zerlegen.
Disassemble one piston (in case of

V--engine per cylinder bank). Clean
components. Check cooling spaces
and cooling passages for coke
deposits. If thickness of layer exceeds
1 mm, disassemble all pistons.
034.02 152
034.03 154
034.04
Zyl.
Cyl.
157 Alle Kolben zerlegen. Bauteile reinigen. Disassemble all pistons. Clean
Neue oder regenerierte Kolbenoberteile components. Install new or
einbauen.
reconditioned piston crowns.
034.02 153
034.03
034.04
Zyl.
Cyl.
158 Alle Kolben zerlegen. Bauteile reinigen.

Kolbenbolzenlager erneuern.
034.02 153
034.03
034.04
Zyl.
Cyl.
Disassemble all pistons. Clean

components. Replace piston pin
bearings.
Zylinderbuchse Cylinder liner

162 1 Zylinderbuchse (bei V--Motor je
Zylinderreihe) vermessen.
X
*
2
3
4
6640
050
Measure one cylinder liner (in case of
V--engines per cylinder bank).
x 1000 h
4.7.2--04 E
60--80*
80--100*
15--20*
30--40*
3--4*
5--6*
10--12*
24
per
1--2*
1,
2,
3
250
500
4.7.2
12.02
050.02 152
172
X
*
2
3
4
0.25 Zyl.
Cyl.

x 1000 h
40/54, 48/60, 58/64
103 /09
163 Alle Zylinderbuchsen vermessen und

nachhonen
Measure and rehone all cylinder liners.
050.02 153
050.05 173
Zyl.
Cyl.
164 Alle Zylinderbuchsen ausbauen,

reinigen und kontrollieren. Dichtringe
erneuern
Remove, clean and check all cylinder

liners. Replace sealing rings.
050.01 157
050.04
4.5
Zyl.
Cyl.
165 Alle Zylinderbuchsen mit Dichtringen

erneuern.
Replace all cylinder liners and sealing

rings.
050.01
050.04
4.5
Zyl.
Cyl.
X
X
Zylinderkopf Cylinder head
055
172 1 Zylinderkopf (bei V--Motor je

Zylinderreihe) abbauen, reinigen und
kontrollieren. Lsedruck der
Zylinderkopfschrauben kontrollieren.
Remove, clean and check one cylinder 055.01 152

head (in case of V--engines per cylinder 055.02 162
bank). Check pressure for loosening
the cylinder head bolts.
Zyl.
Cyl.
173 Alle Zylinderkpfe abbauen, reinigen

und kontrollieren
Remove, clean and check all cylinder

heads.
Zyl.
Cyl.
055.01 153
055.02 163
Sicherheitsventile Safety valves
X
057/073
182 Sicherheitsventile in Triebraumdeckeln:

Alle Ventile auf Leichtgngigkeit
kontrollieren
Safety valves in crankcase covers:

Check all valves for easy movement
073.01
0.1
Ventil
Valve
183 Sicherheitsventile in Zylinderkpfen:

Alle Ventile ausbauen und reinigen.
ffnungsdruck kontrollieren
Safety valves in the cylinder heads:

Remove and clean all valves. Check
opening pressure
Ventil
Valve
X
*
2
3
4
6640
x 1000 h
4.7.2--04 E
60--80*
80--100*
15--20*
30--40*
3--4*
5--6*
10--12*
24
per
1--2*
1,
2,
3
250
500
4.7.2
12.02
X
*
2
3
4

x 1000 h
40/54, 48/60, 58/64
104 /09
Steuerungsantrieb Camshaft drive

202 Zahnrder kontrollieren, Zahnspiele
messen
Check gearwheels, measure the

backlash
100.01 017
113
122
Motor
Engine
Check cams, rollers and cam follower

(visually)
112.02 018
209.01 213
0.5
Zyl.
Cyl.
217 Schwinghebelbuchsen an 1 Zylinder

kontrollieren
Check bushes of cam follower on one

cylinder
112.02 216
303
2.5
Zyl.
Cyl.
218 2 Nockenwellenlager ausbauen,

Laufflche kontrollieren. Lsedruck der
Lagerschrauben kontrollieren
Remove two camshaft bearings, check

running surface. Check pressure for
loosening bearing bolts
000.11
102.01
1.5
Lager
Bearing
219 Alle Nockenwellenlager ausbauen und

erneuern
Remove and replace all camshaft

bearings.
102.01
1.5
Lager
Bearing
X
X
X
Kipphebel Rocker arm
111
222 Kipphebel und zugehrige

Schraubverbindungen kontrollieren
(Sichtprfung)
Check rocker arm and relevant bolted

connections (visually)
111.01 233
0.1
Zyl.
Cyl.
223 Kipphebellagerbuchsen an 2 Zylindern

kontrollieren
Check rocker arm bushes on two

cylinders
111.01 173
Zyl.
Cyl.
x 1000 h
4.7.2--04 E
101/102/112
216 Nocken, Rollen und Schwinghebel

6640
60--80*
80--100*
100
Nockenwelle/Nockenwellenlager/Schwinghebel Camshaft/Camshaft bearing/Cam follower
X
*
2
3
4
15--20*
30--40*
3--4*
5--6*
10--12*
24
per
1--2*
1,
2,
3
250
500
4.7.2
12.02
X
*
2
3
4

x 1000 h
40/54, 48/60, 58/64
105 /09
Ein- und Auslaventile Inlet and exhaust valves

113.01 222
114.01 233
0.1
Zyl.
Cyl.
233 Ventilspiel kontrollieren
Check valve clearance
111.01 222
232
0.2
Zyl.
Cyl.
234 2 Einlaventile (bei V--Motor je

Zylinderreihe) ausbauen. Ventilsitze
kontrollieren. Ventildrehvorrichtungen
kontrollieren, verschlissene Teile
austauschen
Remove two inlet valves (in case of

V--engine per cylinder bank). Check
valve seats. Check valve rotators,
replace wearing parts
113.01 172
113.02 242
113.03
113.07
1.5
Ventil
Valve
235 Alle Einlaventile ausbauen. Ventilsitze

kontrollieren und nacharbeiten.
Ventildrehvorrichtungen kontrollieren,
verschlissene Teile austauschen.
Ventilfhrungen kontrollieren
Remove all inlet valves. Check and

overhaul valve seats. Check valve
rotators, replace worn parts. Check
valve guides.
113.01 173
113.02 243
113.03
113.04
113.05
113.07
2.5
Ventil
Valve
236 Alle Einlaventile ausbauen,

Ventilkegel und Ventilsitze
austauschen.
Remove all inlet valves, replace valve

cones and valve seats.
113.01 173
113.02 244
1.5
Ventil
Valve
242 2 Auslaventile (bei V--Motor je

Zylinderreihe) ausbauen. Ventilsitze
kontrollieren.
Remove two exhaust valves (in case of

V--engine per cylinder bank). Check
valve seats.
113.02 172
113.03 234
114.01
2.5
Ventil
Valve
245 Alle Auslaventilkrbe ausbauen.

Ventilsitze kontrollieren und
nacharbeiten.
Remove all exhaust valves cages.

Check and overhaul valve seats.
114.01
4.5
Ventil
Valve
6640
x 1000 h
4.7.2--04 E
60--80*
80--100*
113/114
232 Ein-- und Auslaventile: Drehbewegung Inlet and exhaust valves: Check proper
whrend des Betriebes kontrollieren
rotation during operation
X
*
2
3
4
15--20*
30--40*
3--4*
5--6*
10--12*
24
per
1--2*
1,
2,
3
250
500
4.7.2
12.02
X
*
2
3
4

x 1000 h
40/54, 48/60, 58/64
106 /09
243 Alle Auslaventile ausbauen.

Ventilsitze kontrollieren und
nachschleifen. Ventilfhrungen
kontrollieren
Remove all exhaust valves. Check and

regrind valve seats. Check valve
guides.
113.02 173
113.03 235
113.04
113.05
114.01
4.5
Ventil
Valve
244 Alle Auslaventile ausbauen,

Ventilkegel und Ventilsitze
austauschen.
Remove all exhaust valves, replace

valve cones and valve seats.
113.02 173
114.01 236
1.5
Ventil
Valve
140
262 Mechanischer Regler: lstand

kontrollieren
Mechanical governor: Check oil level
140.01 011
012
0.1
Motor
Engine
263 Mechanischer Regler und

Booster--Servomotor: l und lfilter
wechseln
Mechanical governor and booster

servo--motor: Replace oil and oil filter
140.01
140.02
Motor
Engine
264 Mechanischer Regler: Reglerantrieb,

d.h. Antriebswelle und Zahnrder
kontrollieren.
Mechanical governor: Check governor

drive, i.e. drive shaft and gearwheels.
140.01 202
140.03
Einheit
Unit
265 Mechanischer Regler: Regler durch

Spezialwerkstatt berholen lassen
Mechanical governor: Take the

governor to be overhauled by a special
workshop
Motor
Engine
266 Elektronischer Regler: Impulsgeber auf

Verschmutzung und korrekten Abstand
kontrollieren
Electronic governor: Check pulse

pickup for dirt and verify that space is
correct
0.2
Einheit
Unit
6640
x 1000 h
4.7.2--04 E
60--80*
80--100*
Drehzahlregler Speed governor
X
*
2
3
4
15--20*
30--40*
3--4*
5--6*
10--12*
24
per
1--2*
1,
2,
3
250
500
4.7.2
12.02
X
*
2
3
4
4
4

x 1000 h
40/54, 48/60, 58/64
107 /09
Anlasteuerschieber/Anlaventil/Hauptanlaventil Starting air pilot valve/Starting valve/Main starting valve
160/161/162
272 Alle Anlasteuerschieber ausbauen

und berholen
Remove and overhaul all starting air

pilot valves
160.01
Ventil
Valve
273 Anlaventile auf Dichtheit kontrollieren
Check starting valves for tightness
161.01
0.2
Ventil
Valve
274 Alle Anlaventile ausbauen und

berholen
Remove and overhaul all starting

valves
161.01
Ventil
Valve
275 Hauptanlaventil ausbauen und

berholen
Remove and overhaul main starting

valve
162.01
2.5
Ventil
Valve
X
X
Kraftstoffeinspritzpumpe Fuel injection pump
200
302 Alle Prallschrauben ausbauen und

Remove and check all baffle screws

(visually).
200.01 305
200.05
0.25 Pumpe
Pump
305 Alle Prallschrauben ausbauen und

erneuern
Remove and replace all baffle screws.
200.01 302
200.05
0.25 Pumpe
Pump
303 1 Einspritzpumpe mit Antrieb und

Schwinghebel demontieren, zerlegen
und kontrollieren
Detach, disassemble and check one

injection pump together with drive and
cam follower
112.02 302
200.xx
201.xx
Einheit
Unit
304 Alle Einspritzpumpen mit Antrieb und

Schwinghebel demontieren, zerlegen
und kontrollieren. Pumpenelemente
erneuern
Detach, disassemble and check all

injection pumps together with drives
and cam followers. Replace pump
elements.
112.02 217
200.xx 302
201.xx
Pumpe
Pump
X
*
2
3
4
6640
x 1000 h
4.7.2--04 E
60--80*
80--100*
15--20*
30--40*
3--4*
5--6*
10--12*
24
per
1--2*
1,
2,
3
250
500
4.7.2
12.02
X
*
2
3
4
X
X
X

x 1000 h
40/54, 48/60, 58/64
108 /09
Kraftstoffregelgestnge Control linkage

312 Alle Lagerstellen und Gelenke
schmieren, Funktionsprfung
durchfhren
X
*
2
3
4
6640
Lubricate all bearing points and joints.

Check for proper functioning.
203.01
Motor
Engine
221
Remove injection valves, check nozzle

elements or replace them by new or
reconditioned nozzle elements if
necessary
x 1000 h
4.7.2--04 E
60--80*
80--100*
203
Kraftstoffeinspritzventil Fuel injection valve

322 Einspritzventile ausbauen,
Dsenelemente prfen und ggf. durch
neue bzw. regenerierte Dsenelemente
ersetzen
15--20*
30--40*
3--4*
5--6*
10--12*
24
per
1--2*
1,
2,
3
250
500
4.7.2
12.02
221.01
221.02
221.03
221.04
X
*
2
3
4
3.5
Ventil
Valve

x 1000 h
40/54, 48/60, 58/64
109 /09
Annex
1 Introduction
2 Technical details
3 Operation/
Operating media
5 Annex
6680
5--02 E
07.97
101/ 01
Table of contents
:
: :
:
:
:
:
:
:
:
N
N
N
Annex
5.1
5.2
5.3
5.4
5.5
Designations/Terms
Formulae
Units of measure/ Conversion of units of measure
Symbols and codes
Brochures
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6640
10.03
L 58/64
101 /01
Designations/Terms
5.1
The terms commonly used in the field of engine building have been
defined in the standard DIN 6265, and in the International Standards ISO
1205--1972 and ISO 2276--1972, and in MAN Quality Specification
Q10.09211--3050. A selection of these terms appearing in the technical
documentation for our Diesel engines is explained in more detail below.
Standards
Engines
Turbocharged engines
Turbocharged engines feature one or several turbochargers (consisting of

a turbine and compressor) that are exhaust-gas driven and used to
compress the air required for combustion.
Dual-fuel engines
Dual-fuel engines can be either operated on liquid fuels, or on gaseous

ones (natural gas, town gas, sewage gas etc.), a small amount of fuel
called pilot fuel being injected for ignition.
Otto gas engines
Otto gas engines are operated on gas (natural gas, town gas, sewage gas
etc.) and have electric spark ignition.
Design and sense of rotation
Left-hand engine/
Right-hand
engine
The terms left-hand (LH) engine and right-hand engine are determined by
the exhaust side of the engine. Viewing onto the coupling end, a left-hand
engine has the exhaust side at the left, and a right-hand engine at the
right. Figure 1 . This definition can normally only be applied to in-lines
engines.
Left-hand engine
Right-hand engine
Figure 1. Design (left-hand engine/right-hand engine)
Sense of rotation
6680
Viewing onto the coupling end, right-hand (RH) engines are rotating
clockwise, and left-hand (LH) ones counter-clockwise.
5.1--01 E
04.00
General
101/ 03
Designation of cylinders and bearings
Designation of cylinders
The cylinders are consecutively numbered 1, 2, 3, etc. if viewing from the

coupling end. On V-type engines, the cylinder bank which is the left as
viewed from the coupling end is designated A, and the right one B
(A1--A2--A3 or B1, B2, B3 etc.), Figure 2 .
In-line engine
V-type engine
Figure 2. Designation of cylinders
Designation of crank pins,

journals and bearings
The crank pins and big end bearings are designated (starting from the
coupling end) 1, 2, 3 etc., and the journals and crankshaft bearings 1, 2, 3
etc. Where an additional bearing is provided between the coupling flange
and the toothed gear for the camshaft drive, this bearing and the
associated journal are designated 01 (see Figure 3 ). For this
designation, it is irrelevant which of the bearings is a locating bearing.
On V-type engines where two connecting rods are associated with one
crank pin, the big end bearings and the cylinders are termed A1, B1, A2
etc.
01,1,2... Journal
1... Crank pin
A Coupling flange
B Spur gear
Figure 3. Designation of crank pins and bearings
6680
5.1--01 E
04.00
General
102/ 03
Designation of the engine sides/ends
Coupling end KS
The coupling end is the principal power take-off of the engine, to which the
propeller, the generator or any other machine is connected.
Free engine end KGS
The free engine end is opposite the coupling end of the engine.
Left-hand side
The left-hand side is the exhaust side on the left-hand engine, and the
cylinder bank A side on the V-type engine.
Right-hand side
The right-hand side is the exhaust side on the right-hand engine, and the
cylinder bank B side on the V-type engine.
Camshaft side SS
The camshaft side is the longitudinal side of the engine on which the
injection pumps and the camshaft are mounted (opposite the exhaust gas
side).
Exhaust gas side AS
The exhaust gas side is the longitudinal side of the engine on which the
exhaust gas pipe is mounted (opposite the camshaft side). The
designations camshaft side and exhaust side are in common use for in-line
engines only.
Exhaust gas counterside AGS
On engines having two camshafts, one on the exhaust side and one on
the opposite side, the term camshaft side would not be unambiguous. The
term exhaust gas counterside is used in such a case, together with the
term exhaust gas side.
6680
5.1--01 E
04.00
General
103/ 03
Formulae
5.2
The following is a selection of essential formulae of the engine building
and plant engineering sector. These formulae illustrate basic coherences.
Engine
Effective engine output Pe
Pe
pe V H n z
1200
Mean effective pressure pe
pe
1200 P e
VH n z
Swept volume VH
2
VH
D s
4
Mean piston speed cm
cm
s n
300
Torque Md
Md
Overall efficiency e
e
3600
Hu be
Propeller law
n 3
P1
13
P2
n2
9550 P e
n
Propeller
M d1
n 2
12
M d2
n2
Generator
Synchronous speed
n
60p f
Legend
6680
5.2--01 E
be
Specified fuel consumption
cm
Mean piston speed
m/s
Cylinder diameter
dm
Frequency
Hz
Hu
Net calorific value of the fuel
01.98
kg/kWh
kJ/kg
General
101/ 02
Md
Torque
Nm
Speed
rpm
Rating
kW
Pe
Effective engine output
kW
Number of pole pairs
pe
Mean effective pressure
bar
Stroke
dm
VH
Swept volume
Number of cylinders
Overall efficiency
dm3/cyl.
Swept volume
Engine type
20/27
25/30
32/40
40/45
40/54
48/60
52/55
58/64
Swept volume
dm3/cyl.
8,48
14,73
32,15
56,52
67,82
108,50
116,74
169,01
Table 1. Swept volume of MAN B&W engines
6680
5.2--01 E
01.98
General
102/ 02
Units of measure/
Conversion of units of measure
5.3
Useful information on units of measure is contained in the brochure

SI units in Section 5.5. It contains explanations on the ISO system of
units of measure, factors of conversion of units of measure, and physical
parameters commonly used in engine building.
6680
5.3--01 E
12.97
General
101/ 01
Symbols and codes
5.4
Use
To provide for clearness in the representation of process-related

coherences, standardized symbols and codes are used. The list below
contains a selection of such symbols and codes specifically used in engine
and power generation plant engineering. The symbols and codes are
mainly used in Section 2 and 3 of the operating manual.
Symbols for functional/piping diagrams
6680
5.4--01 E
12.97
General
101/ 05
6680
5.4--01 E
12.97
General
102/ 05
6680
5.4--01 E
12.97
General
103/ 05
Table 1. Symbols used in functional and piping diagrams
Codes for measuring, control and regulating units
Measuring, control and regulating units are marked by character

combinations in system diagrams. The individual characters have the
following meanings:
6680
5.4--01 E
12.97
General
104/ 05
Letter
Letter ... designating at

point 1 the measured
quantity/input quantity ...
-------
Letter ... designating at

point 2 the measured
quantity/input quantity ...
------Difference
---Ratio
------------------------------Integral/sum
Indication
Scanning
---------Freely assignable
Optical display/Yes or No info
-------
R
S
T
U
V
Density
Electrical quantity
Flow rate/throughput
Distance/length/position
Manual input/manual
intervention
------Time
Level
Humidity
Freely assignable
Freely assignable
Pressure
Other quality standards
(analysis/material property)
except D, M, V
Nuclear radiation quantity
Speed/frequency
Temperature
Composite quantities
Viscosity
Letter ... designating

at point 2 ... n
the processing in form of ...
Alarm/limit value signal
Automatic regulation/automatic
continous control
---Pick-up/sensor
----------
----------------
W
X
Y
Z
Weight/mass
Other quantities
Freely assignable
----
-------------
Registration/storage
Switch-over/intermittent
Transducer
---Actuator/valve/operating
element
---Other processing functions
Computing operation
Emergency intervention/
safeguarding by activating/
shut--off
Column 4
A
C
D
E
F
G
H
I
J
K
L
M
N
O
P
Q
Column 1
Column 2
Column 3
Table 2. Codes for measuring, control and regulating units in functional diagrams/piping diagrams
Explanation
The letter entered at point 1 represents a quantity of the second column of

the table. It can be supplemented by D, F or Q, in which case the meaning
corresponds to the entry in the third column of the table. Second or third in
the combination are letters of the fourth column, if required. Multiple
nominations are possible in this case. The order of use is Q, I, R, C, S, Z,
A. A supplementation by + (upper limit/on/open) or -- is possible; however,
only after O, S, Z and A.
Example
T
TE
TZA+
PO
PDSA
6680
5.4--01 E
Temperature
Temperature
Temperature
Pressure
Pressure
12.97
measuring point (without sensor)

sensor
cutout/alarm (when the upper limit is reached)
visual indication
difference/switch over/alarm
General
105/ 05
Brochures
5.5
In addition to the brochures in Volume A1 and D there are available:
SI units
CoCoS EDS
CoCoS SPC
6680
5.5--01 E
12.97
32/40 up D
101/ 01

B1 OperatingInstructions

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B1 OperatingInstructions

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Technical Documentation

: Telex 5 37 96-0 man d

. 1998 MAN B&W Diesel AG

Scope of supply/Technical specification

Emergency operation on failure of one turbocharger

Engines produced by MAN B&W Diesel AG have evolved from decades of

Purpose of the operating and

The operating instructions as well as the working instructions (work cards)

Attention! Technical documents are valid for one specific plant!

How the Operating Instruction Manual

Instructions for use

The operating manual contains written and illustrated information. Some

The operating instruction manual consists of five sections:

It mainly focuses on:

- Understanding the functions/coherences

- Maintaining the operability of the engine,

- Transport, erection, and dismantling of the engine or major components

What is also of importance

Section 2, Technical Details

With the exception of the above-mentioned publication, all documents

Technical Branch Office Hamburg

MAN B&W Service Center,

Table 1. Companies and addresses of the MAN B&W Diesel AG

Service Spare parts

MAN B&W Service

Look up in the brochure

Table 2. Persons to be contacted, telepone and fax numbers

Scope of supply/Technical specification

Scope of supply/Technical specification

Scope of supply/Technical specification

MAN B&W Diesel AGs

For all items supplied by us ...

- MAN B&W Diesel AG in Augsburg,

- MAN B&W service centers,

The order confirmation, technical specification related to order

Scope of supply/Technical specification

The 58/64 engine is the leader in

Engines with the identifier L 58/64 are supercharged, non-reversing

Figure 2. 6L 58/64, viewed from the exhaust side

Figure 3. Engine cross section, viewed from the coupling side

Figure 4. Longitudinal section of engine (free engine/exhaust counter side)

Figure 5. Longitudinal section of engine (coupling side/exhaust side

Scope of supply/Technical specification

Standard engine design

Crankcase/main bearing/tie rod

Figure 1. Main components

Cooling water/lubrication oil

Figure 2. Crankcase viewed from the coupling end

Reinforced oil sump

Figure 3. Oil sump

Bearing cap/tie rods

The locating bearing, which establishes the axial position of the

The crankshaft is forged from a special steel. It is arranged in the head

Figure 5. Crankshaft with camshaft drive cog and attached counterweights

Torsional vibration damper

Rotary oscillations, produced by the crankshaft when excited, are reduced

Figure 6. Torsional vibration damper, partially fitted with spring assemblies

Figure 7. Connecting rod

Connecting rod with two parting

safety (no change in position/no new adjustments), and this method of

Figure 8. Connecting rod processing centre

Figure 9. Piston - bipartite, oil cooled

Cylinder liner/backing ring/top