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Instruction book for :

STX/BARCLAY
S-1272
6L23/30H

MAN B&W Diesel Identification No. for Instruction Book.

Identification No for Description: 000.00

Function
Section No

Identification No for Working Card: 000 - 00.00

Sub-function
Function
Section No

Identification No for Plates: 00000 - 00 H

H for Holeby
Edition
Section No and Function

For ordering of spare parts, see page 600.50.

This book must not, either wholly or partly, be copied, reproduced, made public or in any other way made
available to any third party without the written consent to this effect from MAN B&W A/S, Holeby.

MAN B&W Diesel A/S, STX Engine Co., Ltd.


Holeby 80, Seongsan-dong, Changwon, Kyungnam
stervej 2, DK-4960 Holeby Republic of Korea
Denmark
Technical Service
Telephone + 45 54 69 31 00 Telephone : + 82 55 280 0590
Telefax : + 82 55 282 6907
Marketing
Telefax : + 45 54 69 30 30 Part Sales
Cables : oildiesel maribo Telephone : + 82 55 280 0550~6
Telex : 40646 hodiel dk Telefax : + 82 55 282 1388
Reg. No. : 24231

STX Engine
Your Notes :

08031-0D/H5250/94.09.07
Index
Page 1(1) Engine Data 500

L23/30H
Description

Main data for gensets ---------------------------------------------------------------------------500. 00


Introduction ----------------------------------------------------------------------------------------500. 01 (01H)
Safety -----------------------------------------------------------------------------------------------500. 02 (01H)
Cross section ------------------------------------------------------------------------------------- 500. 05 (06H)
Key for engine designation --------------------------------------------------------------------500. 10 (01H)
Designation of cylinders ------------------------------------------------------------------------500. 11 (01H)
Engine rotation clockwise ----------------------------------------------------------------------500. 12 (02H)
Code identification for instruments ---------------------------------------------------------- 500. 20 (01H)
Introduction to planned maintenance programme ---------------------------------------500. 24 (02H)
Planned maintenance programme ---------------------------------------------------------- 500. 25 (03S)
Maintenance Schedule - NICO ---------------------------------------------------------------500. 25 (07H)
Operation data and set points ---------------------------------------------------------------- 500. 30 (35H)
Data for pressure and tolerance ------------------------------------------------------------- 500. 35 (15H)
Data for torque moments ---------------------------------------------------------------------- 500. 40 (08S)
Declaration of weight --------------------------------------------------------------------------- 500. 45 (01H)
Ordering of spare parts -------------------------------------------------------------------------500. 50 (01H)
Service letters ------------------------------------------------------------------------------------ 500. 55 (01H)
Conversion table ---------------------------------------------------------------------------------500. 60 (01H)
Basic symbols for piping ----------------------------------------------------------------------- 500. 65 (01H)

Working Card

Plates

STX Engine
Your Notes :

08031-0D/H5250/94.09.07
Description
Page 1 (1) Warning 000.00

General

Warning !

(Marine engines only)

It is important that all MAN B&W Diesel A/S engines


are operated within the given specifications and
performance tolerances specified in the engines'
Technical Files and are maintained according to the
MAN B&W Diesel A/S maintenance instructions in
order to comply with given emissions regulations.

In accordance with Chapter I of the Code of Federal


Regulations, Part 94, Subpart C, 94.211 NOTICE is
hereby given that Chapter I of the Code of Federal
Regulations, Part 94, Subpart K, 94.1004 requires
that the emissions related maintenance of the diesel
engine shall be performed as specified in MAN B&W
Diesel A/S instructions including, but not limited to,
the instructions to that effect included in the
Technical File.
08028-0D/H5250/94.08.12

03.38 - ES0
Your Notes :

08031-0D/H5250/94.09.07
Description
Main Data for GenSets 500.00
Page 1(1)

6L23/30H

Main Data for Engine Type L23/30H


Engine Nos 3
(SB6L23-7447/48/49)

Number of cylinders 6
Cycle 4 stroke
Cylinder bore 225 mm
Stroke 300 mm
Engine speed 900 rpm
Engine outpur (on flywheel) 960 kW
Compression ratio 13 : 1
Max. combustion pressure 132.5 kg/cm2
Firing order 1-4-2-6-3-5
Rotation C.W view from flywheel

Main Data for Alternator Make HYUNDAI


Type HFC6 508-84K
Serial No for engine No.1 200880607RAL15801
Serial No for engine No.2 200880607RAL15802
Serial No for engine No.3 200880607RAL15803
Serial No for engine No.
Capacity 1125.0 kVA
Rating 900 rpm
Voltage 450 V
Frequency 60 Hz
Power factor 0.8

Main Data for Turbocharger Make ENPACO-MAN


Type NR20/R172
Serial No for engine No.1 SEL 0680
Serial No for engine No.2 SEL 0681
Serial No for engine No.3 SEL 0682
Serial No for engine No.

Main Data for Governor Make WOODWARD


Type UG8D
Serial No for engine No.1 16210094
Serial No for engine No.2 16210095
Serial No for engine No.3 16210096
Serial No for engine No.

STX Engine
Your Notes :

08031-0D/H5250/94.09.07
Description
Introduction 500.01
Page 1 (1)
Edition 01H

L23/30H

Description

This instruction book serves the purpose of providing Reliability and operation economy of the plant will to
general information for operation and maintenance, a great extent depend on correct operation and
to describe the design and to be used for reference proper maintenance.
when ordering spare parts.
Therefore, it is essential that the engine room per-
sonnel, in addition to basic knowledge of diesel
engine machinery installations, is fully acquainted
with the contents of the instructions.

The book is a basic instruction manual for the


particular engine supplied with plant-adapted infor-
Section 505-519 mation such as principle media-system drawings,
electric wiring diagrams and test bed reports.
Spare parts plates

The first five sections (500-504) of the book serve as


a guide to engine operation, and the next fifteen
Working card
sections (505-519) contain technical descriptions,
spare parts illustrations with pertaining parts lists as
well as working cards.
Description
The last section (520) comprises tools.

The engine is divided into a number of main compo-


nents/assemblies, each of which is described in a
section of this book (section 505-519).

Each of these sections starts with technical de-


scriptions of the systems/components, followed by
Fig. 1. Structuring of instruction book.
working cards. Later, the spare parts illustration
plates and parts lists are to be found.
08028-0D/H5250/94.08.12

96.02 - ES0S-G
Your Notes :

08031-0D/H5250/94.09.07
Description
Safety 500.02
Page 1 (2)
Edition 01H

L23/30H

General Spares

Proper maintenance, which is the aim of this book, Large spare parts should, as far as possible, be
constitutes the crucial point in obtaining optimum placed well strapped near the area of application and
safety in the engine room. The general measures accessible by crane. The spare parts should be well-
mentioned here should, therefore, be a natural rou- preserved against corrosion and protected against
tine to the entire engine room staff. mechanical damage. The stock should be checked
at intervals and replenished in time.

Cleanliness
Light
The engine room should be kept clean above and
below the floor plates. If grit or sand blows into the Ample working light should be permanently installed
engine room when the ship is in port, the ventilation at appropriate places in the engine room, and port-
should be stopped and ventilating ducts, skylights, able working light in explosion-proof fittings should
and doors in the engine room should be closed. be obtainable everywhere.

In particular, welding or work which causes spread-


ing of grit and chips must be avoided near the engine, Freezing
unless this is closed or covered, and the turbochar-
ger air intake filters are covered. If there is a risk of damage due to freezing when the
plant is out of service, engines, pumps, coolers and
The exterior of the engine should be kept clean and pipe systems should be emptied of cooling water.
the paintwork maintained, so that leakages can
easily be detected.
Warning

Fire The opening of cocks may cause discharge of hot


liquids or gases. The dismantling of parts may cause
If the crankcase is opened before the engine is cold, springs to be released.
welding and the use of naked light will involve the risk
of explosions and fire. The same applies to inspec- The removal of fuel valves (or other valves in the
tion of oil tanks and the space below the cooler. cylinder head) may cause oil to run down to the
Attention should furthermore be drawn to the danger piston crown, and if the piston is hot, an explosion
of fire when using paint and solvents with a low flash may then blow out the valve.
point. Porous insulating material drenched with oil
from leakages is easily inflammable and should be When testing fuel valves with the hand pump do not
renewed. See also: "Ignition in crankcase" in section touch the spray holes, as the jet may pierce the skin.
503. Think out beforehand which way the liquids, gases or
flames will move, and keep clear.
08028-0D/H5250/94.08.12

Order
Crankcase Work
Hand tools should be placed easily accessible on
tool boards. Special tools should be fastened to tool Check beforehand that the starting air supply to the
panels (if supplied) in the engine room close to the engine is shut off.
area of application. No major objects must be left
unfastened, and the floor and passages should be
kept clear.

96.02 - ES0U-G
500.02 Safety Description
Edition 01H Page 2 (2)

L23/30H

Feeling over Turning with Air

Whenever repairs or alterations have been made to After prolonged out-of-service periods or overhaul
the running gear, apply the "feel-over sequence" work which may involve a risk of accumulation of
until ensured that there is no undue heating, oil-mist liquid in the combustion spaces, turning with open
formation, blow-by, or failure of cooling water or indicator cocks should always be effected, through
lubricating oil systems. at least two complete revolutions.

Feel-over Sequence Check and Maintain

Feel-over after 5-15 and 30 minutes' idle running and Lubricating oil condition, filter elements and
finally when the engine is running at full load. See measuring equipment.
also "Starting-up sequence" in the section 502.

08028-0D/H5250/94.08.12

96.02 - ES0U-G
Description
Cross Section 500.05
Page 1 (1)
Edition 06H

L23/30H
08028-0D/H5250/94.08.12

99.40 - ES1
Your Notes :

08031-0D/H5250/94.09.07
Description 500.10
Page 1 (1) Key for Engine Designation Edition 01H

L23/30H

Engine Type Identification

The engine types of the MAN B&W Holeby programme are identified by the following figures:

6 L 23/30 H MCR

No of cylinders

5, 6, 7, 8, 9
12, 16, 18

Engine Type

L : In-line
V : V-built

Cyl. diam/stroke

23/30 : 225/300
28/32 : 280/320

Design Variant

Rating

MCR : Maximum continuous rating


08028-0D/H5250/94.08.12

ECR : Economy continuous rating

90.38 - ES1U-G
Your Notes :

08031-0D/H5250/94.09.07
Description 500.11
Page 1 (1) Designation of Cylinders Edition 01H

L23/30H

Front End Flywheel End

Exhaust Side / Right Side

Control Side / Camshaft Side / Left Side


08028-0D/H5250/94.08.12

89.17 - ES1S-L
Your Notes :

08031-0D/H5250/94.09.07
Description 500.12
Page 1 (1) Engine Rotation Clockwise Edition 02H

General
08028-0D/H5250/94.08.12

98.18 - ES1
Your Notes :

08031-0D/H5250/94.09.07
Description
Code Identification for Instruments 500.20
Page 1 (3) Edition 01H

L23/30H

Symbol explanation:

Measuring device
TI
Local reading
40
Temperature Indicator
No 40 *

Measuring device
PI Sensor mounted on engine/unit
22 Reading/identification mounted in a panel on the engine/unit

Pressure Indicator
No 22 *

Measuring device
TAH Sensor mounted on engine/unit
12 Reading/identification outside the engine/unit

Temperature Alarm High


No. 12 *

* Refer to standard location and text for instruments on the following pages.

Specification of letter code for measuring devices

1st letter Following letters

F Flow A Alarm

L Level D Differential

P Pressure E Element

S Speed H High
08028-0D/H5250/94.08.12

T Temperature I Indicating

U Voltage L Low

V Viscosity S Switching, Stop

X Sound T Transmitting

Z Position X Failure

96.02 - ES1U-G
500.20 Code Identification for Instruments Description
Edition 01H Page 2 (3)

L23/30H

Standard Text for Instruments

Diesel engine/Alternator

LT Water System

01 inlet to air cooler 05 outlet from alternator


02 outlet from air cooler 06 outlet from fresh water cooler (SW)
03 outlet from lub. oil cooler 07 inlet to lub. oil cooler
04 inlet to alternator 08 inlet to fresh water cooler (SW)
09

HT Water System

10 inlet to engine 14B FW outlet air cooler


10A FW inlet to engine 15 outlet HT system
11 outlet each cylinder 16 outlet turbocharger
12 outlet from engine 17 outlet fresh water cooler
13 inlet to HT pump 18 inlet fresh water cooler
14 inlet HT air cooler 19A inlet prechamber
14A FW inlet air cooler 19B outlet prechamber

Lubricating Oil System

20 inlet to cooler 25 prelubricating


21 outlet from cooler / inlet to filter 26 inlet rocker arms and roller guides
22 outlet from filter / inlet to engine 27 intermediate bearing / alternator bearing
23 inlet to turbocharger 28 level in base frame
24 sealing oil - inlet engine 29 main bearings

Charging Air System

30 inlet to cooler 35 surplus air inlet


31 outlet from cooler 36 inlet to turbocharger
32 jet assist system 37 charge air from mixer
33 outlet from TC filter / inlet to TC compressor 38
34 39
08028-0D/H5250/94.08.12

Fuel Oil System

40 inlet to engine 45 fuel-rack position


41 outlet from engine 46 inlet prechamber
42 leakage 47
43 inlet to filter 48
44 outlet sealing oil pump 49

96.02 - ES1U-G
Description
Code Identification for Instruments 500.20
Page 3 (3) Edition 01H

L23/30H

Cooling Oil System

50 inlet to fuel valves 55


51 outlet from fuel valves 56
52 57
53 58
54 59

Exhaust Gas System

60 outlet cylinder 65
61 outlet turbocharger 66
62 inlet turbocharger 67
63 68
64 69

Compressed Air System

70 inlet to engine 75 microswitch for turning gear


71 inlet to stop cylinder 76 inlet turning gear
72 inlet to balance arm unit 77 waste gate pressure
73 control air 78 inlet to sealing oil system
74 inlet to reduction valve 79

Load Speed

80 85 microswitch for overload


81 overspeed 86
82 87
83 88 index - fuel pump
84 89 turbocharger speed
90 engine speed

Miscellaneous

91 natural gas - inlet to engine 95 voltage


92 oil mist detector 96 switch for operating location
08028-0D/H5250/94.08.12

93 knocking sensor 97
94 cylinder lubricating 98
99

96.02 - ES1U-G
Your Notes :

08031-0D/H5250/94.09.07
Description
Introduction to Planned Maintenance Programme 500.24
Page 1 (1)
Edition 02H

L23/30H

General 4. Related procedures - indicates other works,


depending on this work - or works which would be
The overhaul intervals are based on operation on a expedient to carry out.
specified fuel oil quality at normal service output,
which means 70-100% of MCR. 5. Indicates x number of men in x number of hours
for accomplishing the work.
In the long run, it is not possible to obtain a secure and
optimal economical running without an effective main- The stated consumption of hours is only intended as
tenance system. a guide.

With the structure and amount of information in the Experience with the specific station/crew may lead to
maintenance programme, it can be integrated in the a bringing up-to-date.
entire ship's/power station's maintenance system or
it can be used separately. 6. Refers to data, which are required for carrying
out the work.
The crux of the maintenance system is the key
diagram, see page 500.25, indicating the inspection 7. Special tools, which must be used. Please note
intervals for the components/systems, so that the that not all tools are standard equipment.
crew can make the necessary overhauls, based on
the engines' condition and/or the time criteria. 8. Various requisite hand tools.

The stated recommended intervals are only for 9. Indicates the components/parts, which it is
guidance as different service conditions, the quality advisible to replace during the maintenance work.
of the fuel oil and the lubricating oil, treatment of the Please note, that this is a condition for the intervals
cooling water, etc, will decisively influence the actual stated.
service results and thus the intervals between
necessary overhauls.

Experience with the specific plant/crew is to be used


for adjustment of time between overhaul. Further it is
to be used for adjusting the timetable stated for
guidance in the working cards.

1
7
Working Cards
2
Each of the working cards can be divided into two: a
front page and one or several pages, describing and
illustrating the maintenance work. 3
8
The front page indicates the following:
08028-0D/H5250/94.08.12

1. Safety regulations, which MUST be carried out


before the maintenance work can start.
5
9
2. A brief description of the work.
6

3. Reference to work, which must be carried out,


if any, before the maintenance work can start.

Fig 1. Guidance instruction for working cards.

96.02 - ES0S-G
Your Notes :

08031-0D/H5250/94.09.07
Description
Planned Maintenance Programme 500.25
Page 1 (4) Edition 03S

L23/30H
900 RPM

Time Between Overhaul

overhauled parts
Working

Observations
l = Overhaul to be carried out
Description

3rd month
Check new/
Card

12000
24000
200

6000

Weekly
Monthly
50

2000
after hours
n

Daily
= Check the condition
No

Operating of Engine:

Readings of data for engine and alternor, with refe-


rence to "Engine Performance Data", section 502.01 ...... n 502-01.00

Cylinder Head:

Inlet and exhaust valve - overhaul and regrinding of


spindel and valve seat .................................................... l 505-01.10
Inspection of inlet, exhaust valves and valve guide ........ n 505-01.05
Check of valve rotators' rotation during engine rotation .... n 505-01.05
Sleeve for fuel injector .................................................... n 505-01.30
Safety valve - overhaul and adjustment of opening
pressure .......................................................................... n 505-01.25
Indicator valve ................................................................ n n 505-01.26

Cylinder head cooling water space - inspection ............... n 505-01.45


Cylinder head nut - retightening ....................................... 200 505-01.40

Piston, Connecting Rod and Cylinder Liner:

Inspection of piston ......................................................... n 506-01.10


Piston ring and scraper ring ............................................ l 506-01.10

Piston pin and bush for connecting rod - check of


clearance ........................................................................ n 506-01.15
Connecting rod - measuring of big-end bore .................... n 506-01.15
Inspection of big-end bearing shells ................................ n 506-01.16

Connecting rod - retightening ........................................... 200 n 506-01.25


l
08028-0D/H5250/94.08.12

Cylinder liner - cleaning, honing and measuring ............... 506-01.35


Cylinder liner removed - check the water space and
wear ring in frame ........................................................... n 506-01.40

Camshaft and Camshaft Drive:

Camshaft - inspection of gear wheels, bolts, connections


etc. ................................................................................. 200 n 507-01.00
Camshaft bearing - inspection of clearance ..................... n 507-01.05
Camshaft adjustment - check the condition .................... n 507-01.20

Lubrication of camshaft bearing - check .......................... n 507-01.00

03.05-STX
500.25 Planned Maintenance Programme Description
Editiong 03S Page 2 (4)

L23/30H
900 RPM

Time Between Overhaul

overhauled parts
Working

Ovservations
Description l = Overhaul to be carried out

3rd month
Card

Check new/

50

2000
8000
200

32000
16000

Weekly
Monthy
after hours
n = Check the condition

Daily
No

Operating Gear for Inlet Valves, Exhaust Valves and


Fuel Injection Pumps:

Roller guide for valve gear .............................................. n 508-01.00


Valve gear - valve bridge, spring, push rod, etc .............. n 508-01.10
Roller guide for fuel injection pump ................................. n 508.01.05

Roller guide housing ....................................................... n 508-01.10


Inlet and exhaust valve - check and adjustment of valve
clearance ............................................................................ n 508.01.10

Lubricating of operating gear - check .............................. n 508.01.00


508.01.05
Mounting bolts - houshing for valve gear - retightening,
see page 500.40 ............................................................. 200 n

Control and Safety System, Automatics and


Instruments:

Safety, alarm and monitoring equipment ......................... n 509-01.00

Lambda controller - adjustment ....................................... n 509-10.00

Governor - check oil level, see governor instruction


book, section 509 ........................................................... n

Crankshaft and Main Bearing:

Checking of main bearings alignment, (autolog) .............. n 510-01.00


Inspection of main bearing .............................................. n 510-01.05
08028-0D/H5250/94.08.12

Inspection of guide bearing ............................................. n 510-01.10

Vibration damper - check the condition ........................... n 510-04.00

Lubricating of gear wheel for lub. oil pump and cooling


water pump etc. .............................................................. n
Counterweight - retightening , see page 500.40 ................ 200 n

Main - and guide bearing cap - retightening ...................... 200 n


510-01.05
510-01.10

03.05 - STX
Description
Planned Maintenance Programme 500.25
Page 3 (4) Edition 03S

L23/30H
900 RPM

Time Between Overhaul

overhauled parts
Working

Observations
l = Overhaul to be carried out
Description

3rd month
Check new/

50

2000
6000
Card

200

24000
12000

Weekly
Monthly
after hours
n

Daily
= Check the condition
No

Engine Frame and Baseframe:

Holding down bolts - retightening, see page 500.40 ......... 200 n


Bolts between engine frame and base frame -
retightening, see page 500.40 ......................................... 200 n

For flexible mounted engines - check anti-vibration


mountings ....................................................................... 200 n 519-03.00
Safety cover - function test ............................................. n 511-01.00

Turbocharger System:

Wet cleaning of turbine side ............................................ l 512-15.00


Water washing of compressor side .................................. l 512-05.00

Cleaning of air filter - compressor side (see turbo-


charger instruction book) .................................................
Turbocharger complete - dismantling, cleaning, inspec-
tion etc. (see turbocharger instruction book) ....................
Charging air cooler - cleaning and inspection ................... n 512-01.00

Charging air cooler housing - draining .............................. l


Exhaust pipe - compensator ........................................... n

Compressed Air System:

Air starter motor - dismantling and inspection ................. n 513-01.30


Function test - main starting valve, starting valve, main
valves and emergency start valve ................................... n 513-01.40
08028-0D/H5250/94.08.12

Dirt separator - dismantling and cleaning ......................... l


Muffler - dismantling and cleaning ................................... l

Compressed air system - draining ................................... l 513-01.90


Compressed air system - check of the system ............... n 513-01.90

03.05-STX
500.25 Planned Maintenance Programme Description
Edition 03S Page 4 (4)

L23/30H
900 RPM

Time Between Overhaul

overhauled parts
Working

Observations
l = Overhaul to be carried out
Description

3rd month
Check new/
Card

Monthly
50

2000
6000
200

24000
12000

Weekly
after hours
n

Daily
= Check the condition
No

Fuel Oil System and Injection Equipment:

Fuel oil filter - dismantling and cleaning ........................... l 514-01.15


Fuel oil feed pump .......................................................... l 514-10.00
Fuel oil injection pump - dismantling and cleaning ........... l 514-01.05

Fuel injection valve - adjustment of opening pressure ..... 200 n 514-01.10


Fuel oil high-pressure pipe - dismantling and check ........ n 514-01.05
Adjustment of the maximum combustion pressure .......... l 514-05.01

Fuel oil system - check the system ................................ n 514-01.90


Nozzle cooling system - check the system if installed .... n 514-01.90

Fuel oil - oil samples after every bunkering, see sec.504

Lubricating Oil System:

Lubricating oil pump - engine driven ................................ n 515-01.00


Lubricating oil filter - cleaning and exhange ..................... l 515-01.10
Lubricating oil cooler ....................................................... l 515-06.00

Prelubricating pump - el.-driven ....................................... n 515-01.05


Thermostatic valve ......................................................... n 515-01.20
Centrifugal filter - cleaning and exhange of paper ............ l 515-15.00

Hand pump ..................................................................... l 515-10.00


Lubricating oil - oil samples, see section 504 .................. n
Lubricating oil system - check the system ...................... n 515-01.90

Cooling Water System:


08028-0D/H5250/94.08.12

Cooling water pump - engine-driven (sea water and


fresh water) ..................................................................... n 516-04.00
Thermostatic valve ......................................................... n 516-04.00
Cooling water system - check the system ....................... n 516-01.90

Cooling water system - water samples, see sec. 504 ...... n n

03.05-STX
Description
Maintenance Schedule - NICO 500.25
Page 1 (1) Edition 07H

L23/30H
08028-0D/H5250/94.08.12

98-31-ES0
Your Notes :

08031-0D/H5250/94.09.07
Description
Operation Data & Set Points 500.30
Page 1 (2) Edition 35H

L23/30H

Normal Value at Full load Alarm Set point Autostop of engine

Lubricating Oil System

Temp. before cooler SAE 30 TI 20 60-75 C TAH 20 90 C


(outlet engine) SAE 40 TI 20 65-82 C TAH 20 100 C

Temp. after cooler SAE 30 TI 22 45-65 C TAH 22 75 C TSH 22 85 C


(inlet engine) SAE 40 TI 22 50-72 C TAH 22 85 C TSH 22 95 C

Pressure after filter (inlet eng) PI 22 3-4 bar PAL 22 3 bar PSL 22 2.5 bar

Elevated pressure i.g. when


centrifugal filter installed PI 22 4-5 bar PAL 22 4 bar PSL 22 2.5 bar

Pressure drop across filter PDAH 21-22 0.5-1 bar PDAH 21-22 1.5 bar
Prelubricating pressure PI 25 0.1-0.5 bar LAL 25 level switch
Pressure inlet turbocharger PI 23 1.5 0.2 bar
Lub. oil, level in base frame LAL 28/LAH 28 low/high level

Temp. main bearings TE 29 75-85 C TAH 29 95 C

Fuel Oil System


Pressure after filter MDO PI 40 2-3 bar PAL 40 1.5 bar
HFO PI 40 (A) PAL 40 4 bar
Leaking oil LAH 42 leakage

Press. nozz. cool. oil, inlet eng. PI 50 2-3 bar PAL 50 1.5 bar (C)
Temp. nozz. cool. oil, outlet eng. TI 51 80-90 C (C)

Cooling Water System

Press. LT-system, inlet engine PI 01 1-2.5 bar PAL 01 0.4 bar + (B)
Press. HT-system, inlet engine PI 10 1-3.0 bar PAL 10 0.4 bar + (B)

Temp. HT-system, inlet engine TI 10 60-75 C


Temp. HT-system, outl. cyl.units TI 11 70-85 C

Temp. HT-system, outlet engine TAH 12 90 C TSH 12 95 C


TAH 12-2 93 C
Temp. raise across cyl. units max. 10 C

Exhaust Gas and Charge Air

Exh. gas temp. before TC TI 62 425-475 C TAH 62 550 C


TAH 62-2 600 C
Exh. gas temp. outlet cyl. TI 60 280-390 C TAH 60 420 C
Diff. between individual cyl. TAD 60 average 50 C
Exh. gas temp. after TC TI 61 275-350 C* TAH 61 500 C
TI 61 320-390 C**
Ch. air press. after cooler PI 31 2-2.5 bar
08028-0D/H5250/94.08.12

Ch. air temp. after cooler TI 31 35-55 C TAH 31 65 C


Compressed Air System

Press. inlet engine PI 70 7-9 bar PAL 70 7 bar

Speed Control System


Engine speed
Mechanical
Elec. SI 90 720 rpm SAH 81 815 rpm SSH 81 825 rpm
Mechanical SSH 81 815 rpm
Elec. SI 90 750 rpm SAH 81 850 rpm SSH 81 860 rpm
Mechanical SSH 81 850 rpm
Elec. SI 90 900 rpm SAH 81 1015 rpm SSH 81 1030 rpm
SSH 81 1015 rpm
Turbocharger speed SI 89 SAH 89 (D)

Specific plants will not comprise alarm equipment and autostop for all parameters listed above. For specific plants additional parameters
can be included. For remarks to some parameters, see overleaf.
* for 720/750 rpm ** for 900 rpm.

03.46 - ES1
500.30 Operation Data & Set Points Description
Edition 35H Page 2 (2)

L23/30H

Remarks to individual Parameters C. Nozzle Cooling Oil System

The nozzle cooling oil system is only applied for


A. Fuel Oil Pressure, HFO-operation stationary engines.

When operating on HFO, the system pressure must


be sufficient to depress any tendency to gasification D. Limits for Turbocharger Overspeed Alarm
of the hot fuel. (SAH 89)

The system pressure has to be adjusted according to


Engine type 720 rpm 750 rpm 900 rpm
the fuel oil preheating temperature.
5L23/30H 55,290 55,290
6L23/30H 55,290 55,290 42,680
7L23/30H 42,680 42,680 42,680
B. Cooling Water Pressure, Alarm Set Points 8L23/30H 42,680 42,680 42,680

As the system pressure in case of pump failure will


depend on the height of the expansion tank above
the engine, the alarm set point has to be adjusted to
0.4 bar plus the static pressure.

08028-0D/H5250/94.08.12

03.46 - ES1
Description 500.35
Page 1 (1) Data for Pressure and Tolerance Edition 15H

L23/30H

Section Description mm. / bar

505 Maximum inner diameter, valve guide 14.25 mm.


For grinding of valve spindle and valve seat ring
(see also working card 505-01.10)
Minimum height of valve head, inlet valve and exhaust valve, "H" 1 5.0 mm.
Maximum height of spindle above cylinder head, "H" 2 83.3 mm

506 Piston and piston ring grooves (see working card 506-01.10)
Clearance in big-end bearing 0.15-0.20 mm
Clearance between connecting rod bush and piston pin 0.15-0.25 mm.
Maximum ovalness in big-end bore (without bearing) 0.08 mm.
New cylinder liner, inside diameter 225,000-225,046 mm.
Maximum inside diameter cylinder liner, max. ovalness 0.1 mm 225.50 mm

507 Clearance between camshaft and camshaft bearing 0.11-0.20 mm


Maximum clearance between camshaft and camshaft bearing 0.35 mm
Clearance between teeth on intermediate wheel 0.2-0.3 mm.

508 Valve clearance, Inlet valve (cold engine 15 - 55C) 0.50 mm.
Valve clearance, Exhaust valve (cold engine 15 - 55C) 0.90 mm.
Maximum clearance between rocker arm bush and rocker arm shaft 0.30 mm.

509 Clearance between pick-up and impulse wheel 1 0.3 mm

510 Deflection of crankchaft (autolog) (see working card 510-01.00)


Clearance between crankshaft and sealing ring, (upper and lower part) 0.30 - 0.40 mm.
Clearance in main bearing 0,2-0,3 mm
Clearance in guide bearing (axial) 0.15 - 0.44 mm
Maximum clearance in guide bearing (axial) 0.8 mm

514 Maximum combustion pressure at full load 130 3 bar


Individual cylinders; admissible deviation from average 3 bar

A change of the height of the thrust piece spacer ring of 0.10 mm


will change the maximum pressure by 1 bar
08028-0D/H5250/94.08.12

1 turning of camshaft gear wheel changes max. pressure by approx 3 bar

Measurement "X" between thrust piece and roller guide housing 5.5 2.5 mm
1.5 mm
For L23/30H 900 rpm version a pressure of 135 bar measured at the
indicator cock correspond to 130 bar in the combustion chamber

Opening pressure of fuel valve 320 bar

03.36 - ES0
Your Notes :

08031-0D/H5250/94.09.07
Description 500.40
Page 1 (1) Data for Torque Moment Edition 08S

L23/30H
900 rpm

Tightening
Section Description Thread Torque Pressure Lubricant
Nm bar
505 Cylinder cover stud (in frame) Stud M48 200 Loctite 243
Nut for cylinder cover stud Nut M45 750 Oil / Molykote
(Unimol gl 82)
Cooling jacket cylinder cover Screw 22

506 Connecting rod (see section 506) Molykote


Connecting rod screw Stud M 33 x 2 (Unimol gl 82)
(hydraulic tightening) Nut M 33 x 2 700

507 Camshaft assembly Nut M12 85


Intermediate wheel shaft Nut M 20 x 1.5 250
Intermediate wheel gear Nut M 12 40
Gear wheel on camshaft Screw M 12 50

508 Housing for valve gear Screw M 12 60


Valve gear bracket rocker arm Nut M 16 150

510 Main bearing stud (in frame) Stud M 48 200 Loctite 243
Nut for main bearing stud Nut M 45 x 3 750 Molykote
(Unimol gl 82)
Main bearing side screw Screw M 24 300
Counterweight on crankshaft Screw M 30 x 2 200
+ 60 turn

Vibrationdamper on crankshaft Nut M 27 400


Frame / baseframe Nut M 24 500
Flywheel mounting (fitted bolt) Nut M 20 x 1.5 140
Gear rim on flywheel Screw 34
Gear wheel on crankshaft Nut M 10 40

514 Fuel pump distribution piece Screw M8 25 - 30


Fuel pump top flange (barrel) Screw M 10 55 - 65
Fuel pump caviation plugs Plug M 20 x 1.5 100-120
Fuel pump mounting
(bottom flange) Screw M 16 150
08028-0D/H5250/94.08.12

Fuel valve (nozzle nut) Nut M 26 x 1.5 100 - 120


Fuel valve mounting Nut M 16 40
Fuel valve (cap nut) Nut 70
Fuel valve adjusting (lock nut) Nut 100
High pressure pipe Nut M 18 x 1.5 40

515 Gear wheel on lub. oil pump Nut 300

519 Conical elements mounting


Upper mounting Screw M 20 150 -
Lower mounting Nut M 20 320

02.15 - ES0U
Your Notes :

08031-0D/H5250/94.09.07
Description
Declaration of Weight 500.45
Page 1 (1) Edition 01H

L23/30H

Section Component Plate No. Item No. Weight in Kg.

505 Cylinder Head, complete 50501-50502 250


50508-50510

506 Piston, complete 50601 081 45


Piston Pin 50601 019 19
Connecting Rod, complete without bearing 50601 068 95
Cylinder Liner, complete 50610 018 100
Cooling Water Jacket 50610 055 33

507 Camshaft, section 50705 014,026,038 29

508 Housing for Roller Guide 50801 016 17

509 Governor, complete 50901 021,104,116 28

511 Main Bearing Cap 51101 108 75


Guide Bearing Cap 51101 300 85
Front cover 51102 019 164
End cover, complete 51106 237 179

512 Turbocharger, complete See special


instruction
Intermediate piece 51202 181 9
Air Cooler 51203 054 450
Inlet Bend 51203 138 93

513 Air Starter 51309 756 40

514 Fuel Injection Pump 51401 381 15


Fuel Injection Valve 51402 177 5
Fuel Oil Feed Pump 51410 290 22

515 Lubricating Oil Pump 51501 330 45


Thermostatic Valve 51503 115 29
Prelubricating Oil Pump, incl. el-motor 51504 242 20
08028-0D/H5250/94.08.12

Centrifugal Filter 51515 337 24

516 Thermostatic Valve 51604 114 29


Cooling Water Pump 51610 201 30

97.06 - ES0U
Your Notes :

08031-0D/H5250/94.09.07
Description
Ordering of Spare Parts 500.50
Page 1 (2)
Edition 01H

L23/30H

Whenever spare parts are ordered (or reference is These data are used by us to ensure supply of the
made in correspondence etc.) the following data must correct spare parts for the individual engines, even
be indicated for the particular engine: though the spare part illustrations contained in this
book may not always be in complete accordance with
1. Name of plant the individual components of a specific engine.
2. Engine type and engine No ----, built by
3. Illustration plate number (complete with ed. Note: For ordering of spare parts for governor,
figures) turbocharger and alternator, please see special in-
4. Item No struction book for these components.
5. Quantity required (and description)

Information found on page 500.15 or on the nameplate on the engine(s):

Example: Name of plant Eng. type Eng. No. Built by


DANYARD 5L28/32H 20433 MAN B&W Holeby

Information found on each plate:

Plate No. Edition Item No. Qty. (and description)


50601 13H 10 10 pcs (Piston ring)

Pla
Page te
1 (2)

Piston
and Conn
ecting
Rod
60601-
13H
L/V28/
08
32H
09
10
11
12

01
02
03

04
05
607
608
08028-0D/H5250/94.08.12

609

06
610
611

13
612

07
3
61
4

91.4
61

6 - ES
0S
14
5
61
6
61
7
61
8
61
9
61
0
62

96.02 - ES2S-G
Description
Ordering of Spare Parts 500.50
Page 2 (2) Edition 01H

L23/30H

Name of Plant:

Engine type: Engine Number: Built by:

Plate No Ed. No Item No Description Qty


08028-0D/H5250/94.08.12

96.02 - ES2S-G
Description
Service Letters 500.55
Page 1 (1)
Edition 01H

L23/30H

Description

In order to ensure the most efficient, economical, and importance to the operation of the plant, we recommend
up-to-date operation of our engines, we regularly send that engine staff to file them to supple-ment the
out "Service Letters", containing first-hand informa- relevant chapters of this instruction book.
tion regarding accumulated service experience.

The service letters can either deal with specific


engine types, or contain general instructions and
recommendations for all engine types, and are used
as a reference when we prepare up-dated instruction
book editions.

Therefore, since new service letters could be of great


08028-0D/H5250/94.08.12

96.02 - ES0U-G
Your Notes :

08031-0D/H5250/94.09.07
Description 500.60
Page 1 (3) Conversion Table Edition 01H

L23/30H
SI Base Units Length (m)

Quantity Name Symbol 1 in (inch) 25.40 mm = 0.0254 m

1 ft (foot) = 12 inches 0.3048 m

lenght metre m 1 yd (yard) = 3 ft = 36 inches 0.9144 m

mass kilogram kg 1 statute mile = 1760 yds 1609 m

time second s 1 n mile (international nautical mile) 1852 m

electric current ampere A

absolute temperature* kelvin K

amount of substance mole mol SI Prefixes


luminous intensity candela cd
Factor Prefix Symbol Factor Prefix Symbol
* Also named "Thermodynamic temperature"

1018 exa E 10-1 deci d


15
10 peta P 10-2 centi c
Supplementary SI Units
1012 tera T 10-3 milli m
Quantity Name Symbol 109 giga G 10-6 micro m

106 mega M 10-9 nano n


plane angle radian rad 103
kilo k 10-12 pico p
solid angle steradian sr 102 hecto h 10-15 femto f

10 deca da 10-18 atto a

Derived Si Units with Special Names


Quantity Name Symbol Expressed in base, Area (m2)
supplementary or
derived SI units 1 sq. in (square inch) 0.6452 x 10-3 m2

1 sq. ft (square foot) 92.90 x 10-3 m2


frequency hertz Hz 1 Hz = 1 s-1

force newton N 1N = 1 kg m/s2

pressure, stress pascal Pa 1 Pa = 1 N/m2* Volume (1 m3 = 1000 l)


energy, work quantity of heat joule J 1J = 1 Nm
1 cub. in (cubic inch) 16.39 x 10-6 m3
power watt W 1W = 1 J/s
1 cub. ft (cubic foot) 28.32 x 10-3 m3 = 28.32 l
electric potential volt V 1V = 1 W/A
1 gallon* (imperial, UK) 4.546 x 10-3 m3 = 4.546 l
temperature Celcius C 1C = 1 k**
1 gallon* (US) 3.785 x 10-3 m3 = 3.785 l
* For mechanical stresses N/mm2 is widely used. 1 N/mm2 = 106 N/m2
1 barrel (US petroleum barrel) =
** t (C) = T(K) - T0(K), where T0 = 273.15 K
42 gallon (US) 0.1590 m3

1 bbl (dry barrel, US) 0.1156 m3

Additional SU Units 1 register ton = 100 cub. ft 2.832 m3

* 1 gallon = 4 quarts = 8 pints


Quantity Name Symbol Definition

time minute min 1 min = 60 s Velocity, Speed (m/s) (3.6 km/h = 1 m/s)
time hour h 1h = 60 min
1 kn (knot) = 1 nautical mile/h 1.852 km/h = 05144 m/s
plane angle degree 1 = (p/180) rad
For other conversions, see table for length
volume litre l 1l = 1 dm3

pressure bar bar 1 bar = 105 Pa

92.16 - ES0U
500.60 Conversion Table Description
Edition 01H Page 2 (3)

L23/30H

Mass (kg) Dynamic viscosity (N s/m2)

1 lb (pound mass) = 16 ozs (ounces) 0.4536 kg 1 kp s/m2 9.807 N s/m2 = 98.07 P (poise)

1 cwt (UK) (hundredweight) = 112 lbs 50.80 kg 1 poundal s/sq.ft 1.488 N s/m2

1 long ton (UK) = 20 cwt = 2240 lbs 1.016 metric tons = 1016 kg 1 lbf/sq.ft 47.88 N s/m2

1 short ton (UK) = 2000 lbs 0.907 metric tons = 907 kg poise is a special name taken from the CGS system. 1 P = 0.1 Pa s

1 slug* 14.59 kg 1 cP = 1 mPa s = 10-3 Pa s

* Unit and mass in the ft-lb-s system

Kinematic viscosity (m2/s)


Density
1 sq.ft/s 92.90 x 10-3 m2/s = 92.90 x 103 cSt *

1 lb/cub. ft 16.02 kg/m3 * 1 cSt (centi stokes) = 10-6 m2/s. Stokes is a special name taken from the

CGS system. 1 St = 10-4 m2/s

Force (1 kg m/s2 = 1 N)
Energy, Work (1 Nm = 1 J, Wh)
1 kp (kilopound)* 9.807 N

1 poundal** 138.3 x 10-3 N 1 cal I.T* 4.187 J*


1 lbf (pound force) 4.448 N 1 kpm 9.807 J
* Can occasionally be found stated as kgf (kilogram force). 1 hph (metric) 2.648 x 106 J = 0.7355 kWh
Standard acceleration of free fall gn = 9.80665 m/s2 1 ft. lbf 1.356 J
** Unit of force in the ft-lb-s system 1 hph (UK, US) 2.685 x 106J = 0.7457 kWh

1 BTU (UK, US) 1.055 x 103J = 1.055 KJ

* Exact value: 4.1868 J


Pressure I.T. = International Steam Table
(1 N/M2 = 1 Pa, 1 bar = 105 Pa, 1 mbar = 10-3 bar)

1 kp/cm2 = 1 at = 0.9678 atm 98.07 x 103 Pa = 0.9807 bar

1 at = 735.5 mm Hg* = 10 m H2O** (T = 277 K) Power (1 kg m2/s3 = 1 N m/s = 1 J/s = 1 W)


750 mm Hg* 105 Pa = 1 bar
1 kpm/s 9.807 W
1 mm Hg* (T = 273 K) 133.3 Pa = 1.333 mbar
1 hp (metric) = 75 kpm/s 735.5 W = 0.7355 kW
1 mm H2O** (T = 277 K) 10-4 at = 9.807 Pa = 98.07 x 10-3 mbar
1 kcalI.T./h 1.163 W
1 in Hg* (T = 273 K) 3386 Pa = 33.86 mbar
1 ft lbf/s 1.356 W
1 in H2O** (T = 277 K) 249.1 Pa = 2.491 mbar
1 hp (UK, US) = 550 ft.lbf/s 745.7 W
1 atm (standard atmosphere) = 760 mm Hg, 1.013 x 105 Pa = 1013 mbar
1 BTU/h 0.2931 W
1 atm = 1.033 at

1 lbf/sq.in (psi) 6895 Pa = 68.95 mbar

* Mercury. 1 mm Hg = 1 Torr
Moment of Force, Torque (kg m2/s2 = Nm)
Values in Table provided gn = 9.80665 m/s2

** Water column (WC) Can easily be derived from the above tables.

Stress ( 1 N/m2 = 10 -6 N/mm2) Moment of Inertia (kg m2)

1 kp/mm2 = 100 kp/cm2 9.807 N/mm2 1 GD2 (old notation) = 4 x I* kg m2

1 lbf/sq. in (psi) = 0.07031 at 6.895 x 10-3 N/mm2 1 WR2 (old notation)* = 1 x I* kg m2

*I = dmr x r2 mr = mass at the radius r


G = W = mass in kg D = Diameter of gyration
R = Radius of gyration

92.16 - ES0S
Description 500.60
Page 3 (3) Conversion Table Edition 01H

L23/30H

Specific fuel consumption* (g/kWh) Some physical data in SI units


1 g/hph (metric) 1.360 g/kWh
Nomenciature
* See also table for specific fuel oil consumption values t = temp. in C DK = temperature difference
r = density in kg/m3 Cp = heat capacity in J/(kg DK)

Temperature difference (K) t 


r Cp t Cp
range
1 C (Celsius) 1K
1 F (Fahrenheit) 5/9 K Water 18 999 4.18 x 103
Lubricating oil (approx.)* 15 900 1.96 x 103
Atmosphereric air (dry) (p= 1 bar) 0 1.276 998 0-150 1005
Exhaust gas 200-400 1080
Temperature levels (K) (see "Derived SI Units with special
Names) * Viscosity: 100-140 cSt at 40C
750 mm Hg = 1 bar = 105 Pa
t C (Celsius) tc + 273.15 = K 1 atm (standard pressure at sealevel) = 760 mm Hg = 1013 mbar
tF (Fahrenheit) 5/9(tf - 32) + 273.15 = K Gas constant for air and exhaust gas = 287 J/(kg x K)
Celsius from Fahrenheit: tc = 5/9(tf - 32) Water, heat of evaporation 100C 1.013 bar 2.256 x 106 J/kg
Fahrenheit from Celcius: tf = 9/5 x tc + 32 Fuel oil. Lower caloric value 41-43 x 106 J/kg
ISO 3046/1-1986 standard reference fuel 43 x 106 J/kg
Diesel engine reference fuel (see below)

Specific heat capacity (J/(kg K))


1 kcalI.T./(kg x C) 4.187 x 103 J/(kg K)
1 BTU*/(lb x F) = 1 kcalI.T. /(kg C) 4.187 x 103 J/(kg K) Specific fuel oil consumption (SFOC)
* British Thermal Unit (see table for energy conversions)

Reference conditions
Specific fuel oil consumption values refer to brake power, and the following
Heat conductance (W/(m K)) reference conditions:

1 calI.T./(cm x s x C) 418.7 W/(m K) Reference Conditions (ISO)


1 kcalI.T./(m x h x C) 1.163 W/(m K)
1 BTU*/(ft x h x F) 1.731 W/(m K) Blower inlet temperature 25C 298 K
* British Thermal Unit (see table for energy conversions) Blower inlet pressure 1000 mbar
Charge air coolant temperature 25C 298 K
Fuel oil lower calorific value (10200 kcal/kg) 42707 kJ/kgk

Heat transmittion (W/(m2 K))


1 calI.T./(cm x s x C) 41.87 x 103 W/(m2 K)
1 kcalI.T./(m" x h x C) 1.163 W/(m2 K)
1 BTU*/(ft2 x h x F 5.678 W/(m2 K)

92.16 - ES0U
Your Notes :

08031-0D/H5250/94.09.07
Description
Basic Symbols for Piping 500.65
Page 1 (3) Edition 01H

L23/30H

No. Symbol Symbol designation No. Symbol Symbol designation

1. GENERAL CONVENTIONAL SYMBOLS 2.14 Spectacle flange

1.1 Pipe 2.15 Orifice

1.2 Pipe with indication of direction of flow 2.16 Orifice

1.3 Valves, gate valves, cocks and flaps 2.17 Loop expansion joint

1.4 Appliances 2.18. Snap-coupling

1.5 Indicating and measuring instruments 2.19 Pneumatic flow or exhaust to atmosphere

1.6 High pressured pipe 3. VALVES, GATE VALVES, COCKS AND FLAPS

1.7 Tracing 3.1 Valve, straight through

Enclosure for several components as-


1.8 sembled in one unit 3.2 Valve, angle

2. PIPES AND PIPE JOINT 3.3 Valve, three-way

2.1 Crossing pipes, not connected 3.4 Non-return valve (flap), straight

2.2 Crossing pipe, connected 3.5 Non-return valve (flap), angle

2.3 Tee pipe 3.6 Non-return valve (flap), straight screw

2.4 Flexible pipe 3.7 down

2.5 Expansion pipe (corrugated) general 3.8 Non-return valve (flap), angle, screw

2.6 Joint, screwed 3.9 down

2.7 Joint, flanged 3.10 Safety valve

2.8 Joint, sleeve 3.11 Angle safety valve

2.9 Joint, quick-releasing 3.12 Self-closing valve

2.10 Expansion joint with gland 3.13 Quick-opening valve

2.11 Expansion pipe 3.14 Quick-closing valve

2.12 Cap nut 3.15 Regulating valve

2.13 Blank flange 3.16 Ball valve (-cock)

96.02 - ES0S-G
500.65 Basic Symbols for Piping Description
Edition 01H Page 2 (3)

L23/30H

No. Symbol Symbol designation No. Symbol Symbol designation

3.17 Butterfly valve 4. CONTROL AND REGULATION PARTS

3.18 Gate valve 4.1 Han-operated

3.19 Double-seated change-over valve 4.2 Remote control

3.20 Suction valve chest 4.3 Spring

3.21 Suction valve chest with non-return 4.4 Mass

3.22 valves 4.5 Float

3.23 Double-seated change-over valve, 4.6 Piston

3.24 straight 4.7 Membrane

3.25 Double-seated change-over valve, angle 4.8 Electric motor

3.26 Cock, straight through 4.9 Electro-magnetic

3.27 Cock, angle 4.10 Manual (at pneumatic valves)

3.28 Cock, three-way, L-port in plug 4.11 Push button

3.29 Cock, three-way T-port in plug 4.12 Spring

3.30 Cock, four-way, straight through in plug 4.13 Solenoid

3.31 Cock with bottom connection 4.14 Solenoid and pilot directional valve

3.32 Cock, straight through, with bottom conn. 4.15 By plunger or tracer

3.33 Cock, angle, with bottom connection 5. APPLIANCES

3.34 Cock, three-way with bottom connection 5.1 Mudbox

3.35 Thermostatic valve 5.2 Filter or strainer

3.36 Valve with test flange 5.3 Magnetic filter

3.37 3-way valve with remote control 5.4 Separator

3.38 (actuator) 5.5 Steam trap

On/off valve controlled by solenoid and


3.39 Non-return valve (air) 5.6 Centrifugal pump
pilot directional valve and with spring
return
3/2 spring return valve, normally closed

2/2 spring return valve, normally closed 96.02 - ES0S-G


Description
Basic Symbols for Piping 500.65
Page 3 (3) Edition 01H

L23/30H

No. Symbol Symbol designation No. Symbol Symbol designation

5.7 Gear or screw pump 6. FITTINGS

5.8 Hand pump (bucket) 6.1 Funnel / waste tray

5.9 Ejector 6.2 Drain

5.10 Various accessories (text to be added) 6.3 Waste tray

5.11 Piston pump 6.4 Waste tray with plug

5.12 Heat exchanger 6.5 Turbocharger

5.13 Electric preheater 6.6 Fuel oil pump

5.14 Air filter 6.7 Bearing

5.15 Air filter with manual control 6.8 Water Jacket

5.16 Air filter with automatic drain 6.9 Overspeed device

5.17 Water trap with manual control 7. READING INSTR. WITH ORDINARY DESIGNATIONS

5.18 Air lubricator 7.1 Sight flow indicator

5.19 Silencer 7.2 Observation glass

Fixed capacity pneumatic motor with on


5.20 7.3 Level indicator
direction of flow

5.21 Single acting cylinder with spring returned 7.4 Distance level indicator

5.22 Double acting cylinder with spring 7.5 Recorder

5.23 returned

Steam trap

96.02 - ES0S-G
Your Notes :

08031-0D/H5250/94.09.07
Index
Page 1(1) Operation of Engine 501

L23/30H
Description

Operating ------------------------------------------------------------------------------------------ 501. 01 (01H)


Out of service -------------------------------------------------------------------------------------501. 05 (01H)
Starting-up after out of service periods ---------------------------------------------------- 501. 10 (01H)
Guidelines for longterm low-load operation on HFO ------------------------------------501. 15 (02H)

Working Card

Plates

STX Engine
Your Notes :

08031-0D/H5250/94.09.07
Description
Operating 501.01
Page 1 (2)
Edition 01H

L23/30H

Preparations for Starting 4. Check the pressure in the starting air receiver(s)
and open the starting air supply (blow-off water, if any,
The following describes what to do before starting, and drain the starting air system before opening.
when the engine has been out of service for a longer
period of time, or if major overhauls have been made. 5. Regulating gear - please check:

1. Check the oil level in the base frame (or in the - that all fuel pumps are set at index "0" when the
lub. oil tank, if the engine is with dry sump), air regulating shaft are in STOP position.
lubricator and in the govenor.
- that each fuel pump can be pressed by hand to
Start-up the prelubricating pump. full index when the regulating shaft are in STOP
position, and that the pumps return automatically to
The engine shall be prelubricated at least 2 minutes the "0" index when the hand is removed.
prior to start.
- that the spring-loaded pull rod is working
Check oil pressures before and after the filter. correctly.

2. Open the cooling water supply, start separate - that the stop cylinder for regulating the shaft
cooling water pumps where installed, and check the works properly, both when stopping normally and at
cooling water pressure. overspeed and shut down.

Note: To avoid shock effects owing to large tempe- - that testing is made by simulating these
rature fluctuations just after the start, it is recom- situations.
mended:
6. Open the indicator valves and turn the engine
a) to preheat the engine. Cooling water of at least some few revolutions, check that no liquid is flowing
60 C should be circulated through the frame and out from any of the indicator valves during the turning.
cylinder head for at least 2 hours before start:
Slow-turning must always be carried out, before the
- either by means of cooling water from engines engine is started after prolonged out of-service pe-
which are running or by means of a built-in preheater riods and after overhauls, which may involve a risk of
(if installed). liquid having collected in the cylinders.

or 7. Close the indicator valves.

b) When starting without preheated cooling water, 8. Disengage the turning gear, if fitted. Check that
the engine must only be started on MDO (Ma-rine it is locked in the "OUT" position.
Diesel Oil).
08028-0D/H5250/94.08.12

The engine should not be run up to more than 50% Starting


load to begin with, and the increase to 100% should
take place gradually over 5 to 10 minutes. 1. Start the engine by activating the start buttom.

Note: When starting on HFO (Heavy Fuel Oil), only 2. Check the lubricating oil pressure, cooling water
item "a" applies. pressure, fuel oil feed pressure. Check that the
prelubricating oil pump is stopped.
3. Open the fuel oil supply to the feed pump.
3. Check that all alarms are connected.
Starting on HFO: circulate preheated fuel through the
pumps until correct working temperatures have been See also "checks after starting-up".
obtained. This normally takes 30-60 minutes.

96.02 - ES0U-G
501.01 Description
Edition 01H
Operating Page 2 (2)

L23/30H

Testing during Running 9. To ensure full operational liability, the condition


of the engine should be continuously observed in
When the engine is running, the planned maintenance order for preventive maintenance work to be carried
programme and the following should be checked: out before serious breakdowns occur.

1. The lubricating oil pressure must be within the


stated limits and must not fall below the stated Stopping
minimum pressure. The paper filter cartridges must
be replaced before the pressure drop across the filter 1. Before stopping, it is recommended to run the
reaches the stated maximum value, or the pressure engine at reduced load, or to idle for about 5 minutes
after the filter has fallen below the stated minimum for cooling-down purposes.
value. Dirty filter cartridges cannot be cleaned for re-
use. 2. The engine is stopped by keeping the fuel pump
delivery rate at "0", by turning the "load- limit" knob on
2. The lubricating oil temperature must be kept the governor to "0", or by activating the remote
within the stated limits indicated on the data sheet. stopping device.

3. The fuel oil pressure must be kept at the stated


value, and the filter must be cleaned before the Start and Stop on HFO
pressure drop across the filter reaches the stated
maximum value. Start and stop of the engine should take place on HFO
in order to prevent any incompatibility problems by
4. The cylinder cooling water temperature must be change-over to MDO.
kept within the limits indicated and the temperature
rise across the engine should not exceed 10C. MDO should only be used in connection with main-
tenance work on the engine or longer periods of engine
5. The cooling water temperature at the charging standstill.
air cooler inlet should be kept as low as possible;
however, not as low as to produce condensation water Before starting on HFO the engine must be properly
in the charging air space. preheated as described in "Preparations for Starting"
and as described below.
Adjustment takes place in the external system out-
side the engine, and the amount of cooling water must Stopping the engine on HFO is no problem, but it
be adjusted so that the temperature rise across the should be ensured that the temperature of fuel pipes
charging air cooler is 3 - 5 C. are not reduced to a level below the pour point of the
fuel, otherwise, reestabilishing of the circulation might
6. The exhaust gases should be free from smoke cause problems.
at all loads. For normal exhaust temperatures, see the
test report from shop and sea trials.
08028-0D/H5250/94.08.12

Starting on MDO
7. Keep the charging air pressure and tempera-
ture under control. For normal values, see the test For starting on MDO there are no restrictions except
report from shop and sea trials. lubricating oil viscosity may not be higher than 1500
cSt (5 C SAE 30, or 10 C SAE 40).
8. Recharge the starting air receivers when the
pressure has dropped to about 20 bar. Stop rechar- Initial ignition may be difficult if the engine and
ging at 30 bar. ambient temperatures are lower than 5 C and 15 C
cooling water temperature.

96.02 - ES0U-G
Description
Out of Service 501.05
Page 1 (2) Edition 01H

L23/30H

1. Stand-by Engines 4.3. Open up all filters to check that filter elements
are intact. Filter cartridges in the lub. oil filter is to be
During engine standstill in stand-by position the me- replaced before start, after repair, or after excessive
dia cooling water and fuel oil should be continuously differential pressure. After removal, dirty elements
circulated at temperatures similar to the operation can be examined for particles of bearing metal at the
conditions. bottom of the paper lamella. (the elements can not be
used again).
The engine shall be prelubricated 2 minutes prior to
start, if there is not intermittent or continuous prelub- 4.4. Check the cylinder walls.
ricating installed. intermittent prelub. is 2 min every 10
minutes. 4.5. Take deflection measurements of the crank-
shaft.

2. Maintenance during Standstill 4.6. A lubricating oil sample should be sent to a


laboratory for immediate analysis.
In periods during stand-still of the engine (not in stand-
by position) it is recommended to start the prelub- 4.7. Drain plugs are unscrewed from the bottom of
ricating oil pump minimum 10 minutes once every turbochargers, or the drain cock is opened. If drain
week and totum the engine during the prelubricating facilities are installed in the exhaust gas system this
period by 2-3 revolutions. should be opened.

3. Laid-up Vessels 5. Work during Repairs

During the lay-up period (and also when laying-up the The following should be made during major repairs.
vessel) we recommend that our special instructions
for preservation of the engines are followed. 5.1. Retighten all bolts and nuts in the crankcase
and check their locking devices. Also, retighten
foundation bolts.
4. Work before Major Repairs
5.2. Check the various gear wheel drives for the
4.1 After stopping the engine, while the oil is still camshaft(s).
warm, start the el-driven prelub. pump, open up the
crankcase and camshaft housings and check that the 5.3. Remedy leakages of water and oil in the engine,
oil is flowing freely from all bearings. Also, take off the and blow through blocked-up drain pipes.
top covers on the cylinder heads and make sure that
oil is not supplied for lubrication of rocker arms, as 5.4. Drain starting air pipes of water.
non-return valves are fitted which do not open until the
oil pressure at the inlet to the rocker arms exceeds 1 5.5. Empty the oil sump of lubricating oil and remove
08028-0D/H5250/94.08.12

bar. the sludge, if not done within a period of one year.


Clean the sump very thoroughly and subsequently
After overhaul of pistons, bearings, etc. this check coat with clean lubricating oil.
should be repeated before starting the engine.

4.2. After stopping the prelub. pump, check the 6. Work after Repairs
bottom of the oil sump for fragments of babbitt from
bearings 6.1. If an opening-up of engine or lubricating oil
system may have caused ingress of impurities,
cleaning should be carried out very carefully before
starting the engine.

96.02 - ES0U-G
501.05 Description
Edition 01H
Out of Service Page 2 (2)

L23/30H

The differential pressure across the lub. oil filter must 6.7 b) Adjustment speed: Switch-in the alternator
be watched very carefully after cleaning and starting- on the switchboard and set the load to about 40%. On
up the engine. Be sure to replace filter cartridges in reaching normal oil temperatures in governor and
due time. engine, increase the load instantly to about 80% (by
starting the major pump or compressor). This must
6.2. After restoring normal lubricating oil circulation, not cause the frequency to fall by more than some
turn the engine at least two revolutions by means of 8%, and the engine must return to a constant no rpm
the turning rod to check the movability of the relevant after about 3 seconds (although this rpm will be a little
parts of the engine. lower than before owing to the speed droop of
the governor). If the engine is operated in parallel with
6.3. Close the drain cocks in the turbocharger (or in other engines, an even sharing of load shall be
the exhaust gas system, if mounted). established within about 3 seconds. If the governor
reacts too slowly, compensating adjustment is ef-
6.4. Lubricate thebearings and rod connections in fected as indicated in Woodward's instruction manual
the manoeuvring gear. Disconnect the governor and (Compensating Adjustment).
move the rod connections by hand to check that the
friction in bearings and fuel pumps is sufficiently low. Note: It is a condition for this test that the engine and
If repair of bearings or alignment of engine has been turbocharger are in perfect operating condition, so
made, check no 1, 2, and 5 should be repated. that possible sources of error immediately can be
eliminated
6.5. Checks to be made just before starting of the
engine are mentioned under 501.01. 6.7 c) Hunting: Run the engine at synchronous
rpm, and without load. Provided the governor oil is
6.6. Add cooling water and check the leakage pres- warm, the regulating lever must not perform any major
sure system on at the upper and lower cy-linder liner periodical movments, and neither must there be any
sealings and at cooling water connections. variation in the engine speed. If that is the case,
repeat the compensating adjustment according to
6.7. Check the governor as follows: Woodward's instruction manual.
Start up the engine and run it at the synchronous
number of revolutions. 6.7 d) Speed droop: in case of unsatisfactory load
sharing between two ore more engines this can be
6.7 a) Speed-setting: Before switching-in the al- rectified by increasing the speed droop of the engine
ternator on the switchboard please check that the that is subject to the greatest load (or by reducing the
servomotor adjusts the rpm with a suitable quickness setting of the other engines).
after actuation of the synchronizer knob on the switch-
board. The range from - 5% to + 5% from the syn- The setting should not normally be increased beyond
chronous rpm should be tested. 70 on the scale, and satisfactory parallel operation
can generally be obtained at settings between 40 and
60.
08028-0D/H5250/94.08.12

96.02 - ES0U-G
Description
Starting-up after Out of Service Periods 501.10
Page 1 (1)
Edition 01H

L23/30H

The following enumerate checks are to be made After the last feel-over, repeat check 4 page 501.05,
immediately after starting, during load increase, and see also Ignition in Crankcase page 503.04 in
during normal running. section 503.

In the following it is assumed that the engine has After repair or renewal of cylinder liners, piston rings
been out of service for some time, for instance due or bearings, allowance must be made for a running-
to repairs and that checks during out of service in period, i.e. the engine load should be increased
periods have been carried out as described in the gradually as indicated in the tables below. The
previous chapter. engine output is determined on the basis of the fuel
index and the load on the electric switchboard. The
When starting after such an out-of-service period, turbocharger speed gives some indication of the
the following checks must be made in the stated engine output, but is not directly proportional to the
order in addition to normal surveillance and recor- output throughout the service period.
ding.
Begin the starting-up sequence at a reduced engine
speed, e.g. 400 rpm, until it can be known for certain
1. To be Checked immediately after Starting: that there are no hot spots in the engine. Then,
increase the speed to the normal rpm and connect to
1.1. Check that the turbocharger is running. the switchboard and put on load.

1.2. Check that the lubricating oil pressure is in The load increase during the starting-up sequence
order. may, for instance, be:

1.3. Check that all cylinders are firing (see exhaust 25 % load for 2 hours
temperatures). 50 % load for 2 hours
75 % load for 2 hours
1.4. Check that everyting is normal for the engine 100 % load may be put on.
speed, fuel oil, cooling water and system oil.
The pump index indicated in the tables has been
1.5. Check by simulation of the overspeed shut- given as a percentage of the index at full load. To
down device that the engine stops. The overspeed enable the index to be read directly off the fuel
setting should be according to " Set Points and pumps, the following formula can be employed:
Operation Data " section 500.
I = I% x IF
100
2. To be Checked during Starting-up, but
only if Required after Repairs or Alterations: IF = Index at full load (from testbed table)

2.1. If the condition of the machinery is not well- I% = Index expressed as % of full load index
known, especially after repairs or alterations, the (stated in the preceding starting-up
08028-0D/H5250/94.08.12

"feel-over sequence" should always be followed, sequence).


i.e.:
Following the alteration of the pump index of the one
After 5-15 and 30 minutes' idle running, open the or two cylinders concerned it must be checked that
crankcase and the camshaft housing and perform when in STOP position the governor is able to move
feel-over on the surfaces of all moving parts where all the fuel pumps to an average pump index not
friction may arise and cause undue heating. exceeding 2 or 3.

Feel: Main, crankpin, (alternator), and camshaft After completing the starting-up sequence, make
bearings, piston pins, cylinder liners, roller guides sure that all fuel pumps are set at the same index and
and gear wheels. that the governor can cause all fuel pumps to move
to "0" index.

96.30 - ES0U-G
Your Notes :

08031-0D/H5250/94.09.07
Description
Guidelines for Longterm Low-Load Operation on HFO 501.15
Page 1 (1) Edition 02H

General

Part load/low load operation HFO-operation at loads lower than 20% MCR should
therefore only take place within certain time limita-
In certain ship operation situations the diesel-gen- tions according to the curves.
erator sets are sometimes exposed to part load/low
load operation. After a certain period of HFO-operation at a load
lower than 20% MCR, a change to MDO should take
During manoeuvring all diesel-generator sets are place in order to prevent further retardation of the
often started up for safety reasons, resulting in low engine performance condition, or the engine load
load conditions for all sets. should over a period of 15 minutes be raised to 70%
MCR and maintained here for a certain period of time
During harbour stay even one diesel-generator run- in order to burn off the carbon deposits, thus reestab-
ning could be lowloaded when hotel purposes are lishing adequate performance condition. After such
the only electricity consumers. "cleanburning period" low-load operation on HFO
can be continued.
At part load/low load it is important to maintain
constant media temperatures, i.e. for cooling water, However the operator must be aware of the fact that
lubricating oil and fuel oil, in order to ensure ad- fouwling in the air inlet channels, if any, will not be
equate combustion chamber temperature and thus cleaned with high load running. Extensive low-load
complete combustion. running can therefore result in necessity off manual
cleaning of the inlet channels.
At loads lower than 20% MCR there is risk of timede-
pendant retardation of the engine performance con- If special application conditions demand continuous
dition due to fouling of gas- and air channels, com- HFO-operation at loads lower than 20% MCR. and
bustion chambers and the turbocharger. occasionally performed "clean-burning" periods are
inconvenient or impossible, special equipment and
arrangements must be established.

Load %
20
Admissible low-load operation Necessary operating period
(load percent/period) on HFO. with min. 70% load after low-
load operation on HFO.

15
Running-up period to 70%
load: approx. 15 min.

a b 70% load
10 HFO or MDO
08028-0D\H5250\94.08.12

5
a b

Operating period (h) Operating period (h)


Example: a) with 10% load 19 hours maximum operation on HFO admissible, then change-over to MDO
or b) operate engine for approx. 1.2 hours with 70% rating minimum, in order to burn off residues.
Afterwards low load operation on HFO can be continued.

Fig 1 Low-load operation.

00.11 - ES1
Your Notes :

08031-0D/H5250/94.09.07
Index
Page 1(1) Engine Performance and Condition 502

L23/30H
Description

Engine performance and condition ----------------------------------------------------------502. 01 (01H)


Evaluation of readings regarding combustion condition ------------------------------- 502. 02 (01H)
Condensate amount ---------------------------------------------------------------------------- 502. 05 (01H)

Working Card

Engine performance data ----------------------------------------------------------------------502- 01 .00 (01H)

Plates

STX Engine
Your Notes :

08031-0D/H5250/94.09.07
Description Engine Performance and Condition 502.01
Page 1 (3) Edition 01H

L23/30H

Performance Data and Engine Condition An increase of charge air temperature involves a
corresponding increase of the exhaust gas temperature
During operation small alterations of the engine level in a ratio of about 1:1.5, i.e. 1C higher charge air
condition continuously take place as a result of temperature causes about 1.5C higher exhaust gas
combustion, including fouling of airways and gasways, temperature.
formation of deposits, wear, corrosion, etc. If
continuously recorded, these alterations of the Reduction of the charge air pressure results in a
condition can give valuable information about the corresponding reduction of the compression pressure
operational and maintenance condition of the engine. and max. combustion pressure. When checking the
Continual observations can contribute to forming a max. pressure adjustment of the engine, it is therefore
precise and valuable basis for evaluation of the to be ensured that the existing charge air pressure is
optimal operation and maintenance programmes for correct.
the individual plant.
The injected amount of fuel is equivalent to supplied
We recommend taking weekly records of the most energy and is thus an expression of the load and mean
important performance data of the engine plant. During pressure of the engine. The fuel pump index can
recording (working card 502-01.00 can be used), the therefore be assumed to be proportional to the mean
observations are to be continually compared in order pressure. Consequently, it can be assumed that the
to ascertain alterations at an early stage and before connected values of the pump index are proportional
these exert any appreciable influence on the operation to the load.
of the plant.
The specific fuel consumption, SFOC (measured by
As a reference condition for the performance data, the weight) will, on the whole, remain unaltered whether
testbed measurements of the engine or possibly the the engine is operating on HFO or on MDO, when
measurements taken during the sea trial at the delivery considering the difference in calorimetric combustion
of the ship can be used. If considerable deviations value. However, when operation on HFO, the
from the normal condition are observed, it will, in a combination of density and calorific value may result
majority of cases, be possible to diagnose the cause in an alteration of up to 6% in the volumetric
of such deviations by means of a total evaluation and consumption at a given load. This will result in a
a set of measurements, after which possible corresponding alteration in the fuel pump index, and
adjustment/overhauls can be decided and planned. regard should be paid to this when adjusting the
overload preventative device of the engine.

Evaluation of Performance Data Abrasive particles in the fuel oil result in wear of fuel
pumps and fuel valve nozzles. Effective treatment of
For example, fouling of the air side of the air cooler will the fuel oil in the purifier can limit the content of
manifest itself in an increasing pressure drop, lower abrasive particles to a minimum. Worn fuel pumps will
charge air pressure and an increased exhaust result in an increase of the index on account of an
temperature level (with consequential influence on increased loss in the pumps due to leakage.
08028-0D/H5250/94.08.12

the overhaul intervals for the exhaust valves).


When evaluating operational results, a distinction is
Fouling of the turbine side of the turbocharger will, in to be made between alterations which affect the whole
its first phase, manifest itself in increasing turbocharger engine (all cylinder units) and alterations which occur
revolutions on account of increased gas velocity in only one or a few cylinders. Deviations occuring for
through the narrowed nozzle ring area. In the long run, a few cylinders are, as a rule, caused by malfunctioning
the charging air quantity will decrease on account of of individual components, for example, a fuel valve
the greater flow resistance through the nozzle ring, with a too low opening pressure, blocked nozzle
resulting in higher wall temperatures in the combustion holes, wear, or other defects, an inlet or exhaust valve
chambers. with wrongly adjusted clearance, burned valve seat
etc.

96.20 - ES0U-G
502.01 Engine Performance and Condition Description
Edition 01H Page 2 (3)

L23/30H

The operational observations supplemented by the Normally, the fuel nozzle temperature will be higher
daily routine monitoring contribute to ensuring that than the approx. 180C, at which cold corrosion starts
faulty adjustments and other deviations in the to occur.
performance of individual components are observed
in time to avoid operational disturbances and so that Abrasive particles in the fuel oil involve a heavier wear
normal routine overhauls can be carried out as of the fuel valve needle, seat, and fuel nozzle holes.
scheduled. Therefore, abrasive particles are, to the greatest
possible extent, to be removed at the purification.
If abnormal or incomprehensible deviations in the
operation are recorded, expert assistance for the
evaluation of these should be obtained. Exhaust Valves

The overhaul intervals of exhaust valves is one of the


Turbochargers key parameters when reliability of the entire engine is
to be judged. Operation on HFO has a negative effect
Service experience has shown that the turbine side is on these intervals. The performance of the exhaust
exposed to increased fouling when operating on HFO. valves is therefore extremely informative.

The rate of fouling and thereby the influence on the Especially under favourable conditions, fuel qualities
operation of the engine is greatest for small with a high vanadium and sodium content will promote
turbochargers where the flow openings between the burning of the valve seats. Combinations of vanadium
guide vanes of the nozzle ring are relatively small. and sodium oxides with a corrosive effect will be
Deposits especially occur on the guide vanes of the formed during the combustion. This adhesive ash
nozzle ring and on the rotor blades. In the long run, may, especially in the case of increased valve
fouling will reduce the efficiency of the turbocharger temperatures, form deposits on the seats. An
and thereby also the quantity of air supplied for the increasing sodium content will reduce the melting
combustion of the engine. A reduced quantity of air point and thereby the adhesive temperature for the
will result in higher wall temperatures in the combustion ash, which will involve a greater risk for deposits. This
spaces of the engine. condition will be especially unfavourable when the
weight ratio Na increases beyond 1:3.
Detailed information and instructions regarding water Va
washing of the turbocharger are given in the section
512. The exhaust valve temperature depends on the actual
maintenance condition and the load of the engine.
With correct maintenance, the valve temperature is
Fuel Valves kept at a satisfactory low level at all loads. The air
supply to the engine (turbocharger/air cooler) and the
Assuming that the fuel oil is effectively purified and maximum pressure adjustment are key parameters in
that the engine is well maintained, the operational this connection.
08028-0D/H5250/94.08.12

conditions for the fuel valves and the overhaul intervals


will not normally be essentially altered when operating It is important for the functioning of the valves that the
on HFO. valve seats are overhauled correctly in accordance
with our instructions.
If, for any reason, the surface temperature of the fuel
valve nozzle is lower than the condensation The use of rotocaps ensures a uniform distribution of
temperature of sulphuric acid, sulphuric acid temperature on the valves.
condensate can form and corrosion take place (cold
corrosion). The formation of sulphuric acid further
depends on the sulphur content in the fuel oil.

96.20 - ES0U-G
Description Engine Performance and Condition 502.01
Page 3 (3) Edition 01H

L23/30H
Air Inlet Valves Engine Room Ventilation, Exhaust System

The operational conditions of the air inlet valves are Good ventilation of the engine room and a suitable
not substantially altered when using residual fuel. location of the fresh air intake on the deck are
important. Seawater in the intake air might involve
corrosive attack and influence the overhaul intervals
Fuel Pumps for the exhaust valves.

Assuming effective purification of the fuel oil, the The fresh air supply (ventilation) to the engine room is
operation of the fuel pumps will not be very much to correspond to approximately 1.5 times the air
affected. consumption of the engines and possible boilers in
operation. Sub-pressure in the engine room will involve
The occurrence of increasing abrasive wear of plunger an increased exhaust temperature level.
and barrel can be a consequence of insufficient
purification of the fuel oil, especially if using a fuel The exhaust back-pressure measured after the
which contains residues from catalytic cracking. turbochargers at full load should not exceed 250-300
Water in the fuel oil involves an increased risk of mm water gauge. An increase of the exhaust back-
cavitation in connection with pressure impulses pressure will also involve an increased exhaust valve
occurring at the cutting-off of the fuel pump. A fuel temperature level.
with a high asphalt content has deteriorating lubricating
properties and can, in extreme cases, result in sticking
of the fuel pump plungers.
08028-0D/H5250/94.08.12

96.20 - ES0U-G
Your Notes :

08031-0D/H5250/94.09.07
Description Evaluation of Readings Regarding 502.02
Page 1 (1) Combustion Condition Edition 01H

L23/30H

PRESSURE DROP
INCREASING
(limit 50%)
Air filters
fouled.

PRESSURE DROP
INCREASING
(limit 50%)
Air side of
cooler fouled.
ALL CYLINDERS
Exhaust temp. increasing:
Air system fouled TEMP. DIFFERENCE
(Air filter-blower-cooler). TOO LARGE
Exhaust system fouled Water flow too small
(nozzle ring, turbine wheel).

TEMP. DIFFERENCE
TOO LARGE
Air cooler fouled.

ONE CYLINDER DECREASING CHARGE AIR


Exhaust temp. in- PRESSURE:
creasing: Fuel valve Decreasing air amount.
needs overhaul. Fouled turbocharger,
Compression too low air filter or charge
owing to leakage of air cooler (air side).
08028-0D/H5250/94.08.12

exhaust valve or piston


ring blow-by.
Pcomp and Pmax are measured by means
of max. pressure gauge.
Pcomp too low: Leaky combustion chamber,
charging air pressure too low.
See also:
Pmax too low:
P comp too low, ignition too late. Engine Performance
and condition 501.01

92.03 - ES0S-G
Your Notes :

08031-0D/H5250/94.09.07
Description
Condensate Amount 502.05
Page 1 (2) Edition 01H

L23/30H

Ambient air temperature (1 bar)

10 20 30 40 50 60 70
0.10

Charge air pressure (Above atmospheric)


r
ba
1.0
Water content of air in kg water / kg air

0.08

r
ba
0
2.
0.06

r
Max. water content

ba
0
of atmosphere

3.
%
%
0%

%
%

60
70
80
90
10

0.04

A B

in air tank
Pressure
0.02

30 bar

Relative 0
air humidity 30 40 50 60 70

Charge air temperature after cooler.


Air temperature in tank.

Fig. 1. Nomogram for calculation of condensate amount.

General Condensation of water in the engine's charge air


receiver is consequently dependent on the humidity
There is always a certain amount of water in air. When and the temperature of the ambient air. To find out if
the air is saturated with aqueous vapour, the humidity condensation in the charge air receiver will occur the
is said to be 100% and there is as much water in the diagram can be used.
air as it can absorb without condensing. The amount
08028-0D/H5250/94.08.12

of water in kg/kg air can be found from the diagram. Example:


The ability to absorb the water depends on the
pressure and temperature of the air. 6L23/30H, 720 rpm (P) 780 kW
Ambient air condition:
air temperature 35 C
Amount of Condensation Water in The Charge Air relative air humidity 90 %
Receiver Charge air temperature 50 C
Charge air pressure 2.6 bar
Both higher pressure and lower temperature reduce
the ability to absorb water. A turbocharged diesel As a guidance, an air consumption of 8.2 kg/kWh (Le)
engine takes air from outside, compresses and cools at full load can be used for MAN B&W Diesel
the air. Then, normally, the air cannot absorb the A/S, Holeby engines.
same amount of water as before.

96.02 - ES1S-G
502.05 Condensate Amount Description
Edition 01H Page 2 (2)

L23/30H
Solution according to diagram:
The volume of condensate in the air tank is determin-
Water content of air (l) 0.033 kg/kg ed by means of the curve at the bottom to the right of
Max. water cont. of air (ll) 0.021 kg/kg the diagram, representing an operating pressure of 30
bar.
Amount of condensate in charge air receiver.
Example:
= (l - ll) x le x P
= (0.033 - 0.021) x 8.2 x 780 = 76,8 kg/h Amount of condensate in air tank.

Volumetric capacity of tank(V) 4000 dm


Draining of Condensation Water Temperature in tank (T) 40 C=313K
Internal press. of tank (p) 30 bar
This phenomenon will occur on all turbocharged = 31 x 105 N/m(abs.)
engines. For MAN B&W Holeby 4-stroke engines, Gas constant for air (R) 287 Nm/kg.K
there is no risk with a small amount of water in the Ambient air temperature 35 C
charge air receiver. But if the charge air receiver is Relative air humidity 90 %
filled with water, there is a risk of getting water into the Weight of air in tank
cylinder. This water has to be drained away. As
standard a valve is mounted on the charge air receiv-
er/cooler on the engine. This valve is to be used for m= = = 138 kg
pxV 31 x 105 x 4
draining of the water. If there is a great amount, the
valve can be left half-open. If the amount is small, the RxT 287 x 313
charge air receiver can be drained periodically. Solution acc. to above diagram:

Water content of air (l) 0.033 kg/kg


Amount of Condensate Water in Air Tanks Max. water cont. of air (lll) 0.0015 kg/kg

Amount of condensate in air tank

= (I - III) x m.
= (0.033 - 0.0015) x 138 = 4.35 kg.
08028-0D/H5250/94.08.12

96.02 - ES1S-G
Working Card 502-01.00
Page 1 (4) Engine Performance Data Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no. Item no. Note.


Shut-off starting air
Shut-off cooling water 52005-01 109 Max. pressure
Shut-off fuel oil indicator
Shut-off cooling oil
Stopped lub. oil circul.

Description: Hand tools:

Measuring of engine performance data.

Starting position:

Engine is running.

Related procedure:
08028-0D/H5250/94.08.12

Man power: Replacement and wearing parts:

Working time : hour Plate no. Item no. Qty. /


Capacity : 1 man

Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

96.37 - ES0U-G
502-01.00 Engine Performance Data Working Card
Edition 01H Page 2 (4)

L23/30H
Engine Performance Data
M/V Engine Type Engine No Date/Year Hour Total Engine
1 2 3 4 5 6 Running Hours

Engine RPM Fuel Type Turbocharger Turbocharger


7 8 Visc. Density 9 Type Serial No 10 RPM

Switchboard
Effect (kW) Voltage (V) Current (A) cos j /kVAr
11 12 13 14

Cylinder Data
Ave-
15 Cylinder No. 1 2 3 4 5 6 7 8 9 16 rage

17 Fuel Pump Index A


B

18 Maximum Pressure (bar) A


B

19 Compress. Pressure (bar) A


B

20 Exhaust Temp. ( C) A
B

21 Cooling Water (C) A


B

Turbocharger
Temp. inlet blower ( C) Pressure before blower (mmWC) Temp. after blower ( C)
22 23 24

Press. air cooler (mmWC) Temp. charge air ( C) Press. charge air (bar)
25 26 27
Temp. exhaust gas before TC ( C) Temp. exhaust gas after TC ( C) Press. exhaust gas after TC (mmWC)
28 29 30

Lubricating Oil System


Temp. after engine ( C) Press. before filter (bar) Press. after filter (bar)
31 32 33
Temp. inlet engine ( C) Press. before TC (bar)
34 35 36
08028-0D/H5250/94.08.12

Cooling Water System


LT temp. inlet air cooler ( C) LT temp. outlet air cooler ( C) LT press. inlet air cooler (bar)
37 38 39

LT temp. inlet lub. oil cooler ( C) LT temp. outlet lub. oil cooler ( C) LT temp. inlet alternator ( C)
40 41 42
LT temp. outlet alternator ( C) HT FW temp. inlet engine ( C) HT FW press. inlet engine (bar)
43 44 45

Fuel Oil System


Fuel oil temp. inlet engine ( C) Fuel oil press. before engine (bar)
46 47

Sign.
48 49 50

96.37 - ES0U-G
Working Card
Engine Performance Data 502-01.00
Page 3 (4) Edition 01H

L23/30H

Instruction for Filling in the Diagram "Engine 14. Cos j/kVAr - can be read on the switchboard.
Performance Data"

The numbers in the instruction are commensurate Cylinder Data


with the numbers in the diagram.
15. Cylinder No. - can be read on engine plate.
The automatic symbols mentioned in the instruction A/B is used for V-engines.
(TI 01, TI 03, PI 01 etc) refer to the diagrams printed
in the instruction books for specified plants and page 16. Average for all engine cylinders for point: 17-
500.20. 18-19-20-21.

17. Fuel pump index - can be read on each of the


Engine Performance Data high pressure fuel oil injection pumps.

1. Name of ship, if stationary name of plant. 18. Max pressure (bar) can be read for each
cylinder by means of indicator or Pmax gauge.
2. Engine type.
19. Compression pressure (bar) - can be read for
3. Engine No. each cylinder by means of the indicator measure-
ment, which is carried out during idling by nominal
4. Date/year of observations. RPM.

5. Hour, time of observations. 20. Exhaust temperature (C)


- thermometer TI 60.
6. Total engine running hours - engineer's log-
book. 21. Water outlet cylinder (C) (jacket cooling)
- thermometer TI 11.
7. Engine revolutions per minute (RPM) - can be
read on tachometer SI 90.
Turbocharger
8. Fuel oil type: the viscosity must be stated (in
cSt) and the temperature by which the viscosity has 22. Thermometer inlet blower (C) can be read
been measured, f.inst. 180 cSt/50C. Density must by means of a thermometer placed in the engine
be stated: g/cm. room near the air filter of the TC.

9. Turbocharger: type and serial number are 23. Pressure before blower (mmWC) - can be
stated on the rating plate of turbocharger and page read by means of a mmWC instrument placed in
500.00. the engine room near the TC.

10. Turbocharger revolutions per minute (RPM) - 24. Temperature after blower (C) - can be read
08028-0D/H5250/94.08.12

can be read on the tachometer SI 89. by means of a thermometer TI 30.

25. D Pressure air cooler (mm/WC).


Switchboard.
26. Charge air temperature (C). Temperature of
11. Alternator output (kW) - can be read on the the charge air in the charge air receiver.
main switchboard. - thermometer TI 31.

12. Voltage (V) - can be read on the switchboard. 27. Pressure charge air (bar). Pressure of the
charge air in the charge air receiver.
13. Current (A) - can be read on the switchboard. - pressure gauge PI 31.

96.37 - ES0U-G
502-01.00 Engine Performance Data Working Card
Edition 01H Page 4 (4)

L23/30H
28. Gas before temperature exhaust TC (C) ture (sea, raw or fresh) at inlet lub. oil cooler (C)
- thermometer TI 62. - thermometer TI 07.

29. Exhaust gas temperature after TC (C) 41. Low temperature (LT) cooling water tempera-
- thermometer TI 61. ture (sea, raw or fresh) at outlet lub. oil cooler C)
- thermometer TI 03.
30. Exhaust gas pressure after the TC (bar)
- pressure gauge PI 61. 42. Low temperature (LT) cooling water tempera-
ture (sea, raw or fresh) at inlet alternator (C)
- thermometer TI 04.
Lubricating Oil System
43. Low temperature (LT) cooling water tempera-
31. Lub. oil inlet cooler temperature (C) ture (sea, raw or fresh) at outlet alternator (C)
- thermometer TI 20. - thermometer TI 05.

32. Lub. oil pressure before the filter (bar) 44. High temperature (HT) fresh water tempera-
- pressure gauge PI 21. ture (FW) at inlet engine (C)
- thermometer TI 10.
33. Pressure of the lub. oil after the filter (bar)
- Pressure gauge PI 22. 45. High temperature (HT) fresh water tempera-
ture (FW) of outlet engine (C)
The filter element should be replaced with a pressure - thermometer TI 10.
drop across the filter of 1.5 bar (see section 615).

34. Lub. oil inlet engine temperature (C) Fuel Oil System
- thermometer TI 22.
46. Fuel oil temperature at inlet engine (C)
35. Lub. oil pressure before the turbocharger - thermometer TI 40.
(bar).
- pressure gauge PI 23. 47. Fuel oil pressure before engine (bar)
- pressure gauge PI 40.

Cooling Water System 48.

37. Low temperature (LT) cooling water tempera-


ture (sea, raw or fresh) at inlet charge air cooler (C) 49.
- thermometer TI 01.

38. Low temperature (LT) cooling water tempera- 50. Signature.


ture (sea, raw or fresh) at outlet charge air cooler (C)
08028-0D/H5250/94.08.12

- thermometer TI 02.

39. Low temperature (LT) cooling water pressure


(sea, raw or fresh) at inlet charge air cooler (bar)
- pressure gauge PI 01.

40. Low temperature (LT) cooling water tempera-

96.37 - ES0U-G
Index
Page 1(1) Trouble Tracing 503

L23/30H
Description

Starting failures -----------------------------------------------------------------------------------503. 01 (02H)


Faults in fuel oil system ------------------------------------------------------------------------ 503. 02 (01H)
Disturbances during running ------------------------------------------------------------------503. 03 (01H)
Ignition in crankcase ----------------------------------------------------------------------------503. 04 (01H)
Trouble shooting guide for centrifugal by-pass filter ------------------------------------503. 05 (01H)
Trouble shooting guide for turbine starter ------------------------------------------------- 503. 06 (01H)
Trouble shooting for cooling water system ------------------------------------------------503. 09 (01H)
Trouble shooting for lubricating oil cooler ------------------------------------------------- 503. 10 (01H)

Working Card

Plates

STX Engine
Your Notes :

08031-0D/H5250/94.09.07
Description
Starting Failures 503.01
Page 1 (1) Edition 02H

General

Trouble Possible cause Troubleshooting

Engine turns as soon as shut- Faults in electrical system. Check electrical parts.
off valve is opened, without
start button being activated.

Engine does not turn when start Air pressure in starting air re- Start compressors, re-charge
button is activated. ceiver too low. air receiver.

Main valve(s) closed. Open valve at receiver and


stop valve interposed in line
between receiver and engine.

Pinion does not engage with Check the air starter.


the flywheel.

Air motor runs, pinion engages Check the air motor for broken
but does not rotate. shafting, bearing or clutch jaws,
see Working Card 513-01.30.
Faults in electrical system. Check electrical parts.

Engine turns too slowly or Worn air motor parts. Remove and disassemble the
irregularly when start button is air motor. Examine all parts
depressed. and replace any that are worn
or damaged. Use the guide-
lines for determining unserv-
iceable parts, see Working
Card 513-01.30.

Start valve is sticking in closed Check start valve.


position.

Low air pressure. Raise the air receiver pres-


sure.

Air starter works, but the drive Clutch or drive shaft broken. Dismantle the air starter and
shaft does not rotate. repair it.
08028-0D/H5250/94.08.12

00.12 - ES0
Your Notes :

08031-0D/H5250/94.09.07
Description
Faults in Fuel Oil System 503.02
Page 1 (3)
Edition 01H

L23/30H

Trouble Possible Cause Trouble Shooting

Engine turns on starting air, but Sluggish movement of manoeuvering Lubricate and mobilize rod con-
ignition fails. Fuel pumps are not gear. nections in manoeuvering gear.
actuated.
Governor setting incorrect. Adjust governor, see special in-
struction manual.

Overspeed stop tripped. Cancel overspeed stop.

Piston in stop cylinder is actuated. Check that piston is not sticking.


Check that pressure in cylinder is
relieved. Check that the overspeed
trip is not actuated.

Piston in stop cylinder is actuated Check pressures and tempera-


owing to uncancelled shutdown tures. Check for faults in shut-
function (1). down devices.

Failures in governor. Check that governor is working


properly. For further fault location,
see special instr. manual.

Incorrect adjustment of manoeuve- Check rod connec. Check that fuel


ring gear. pump index is corresponding to
"Adjustments after trials" in testbed
chart.

Incorrect adjustment of limiter Adjust setting of limiter cylinder.


cylinder.

Engine turns on starting air, but no


fuel is injected owing to failures in Fuel oil service tank empty. Pump oil into the tank.
fuel system.
Air in fuel pumps and fuel injection Vent the fuel pumps with fuel with-
valves (2). out air bubbles appears. If ignition
fails in just one cyl., vent the re-
spective fuel injection valve. If igni-
tion still fails, install a spare valve
before attempting to start the engi-
ne again.

Worn-out fuel pump. Change fuel pumps.


08028-0D/H5250/94.08.12

Defective fuel injection valves or Change defective fuel valves.


valve nozzles (4).

Too low pressure before fuel injection Increase the fuel oil feed pump
pumps (3). pressure.

Engine turns on starting air, fuel is


injected, but ignition fails. Water in the fuel. Drain off water and repeat venting
of fuel pumps.

Fuel valves or nozzles defective (4). Change defective fuel valves,


see Working Card 514-01.10.

Cont.

96.37 - ES0U-G
503.02 Faults in Fuel Oil System Description
Edition 01H Page 2 (3)

L23/30H

Trouble Possible Cause Trouble Shooting

Check intake and exhaust valve


Compression during start too low (5). for tight closing. Check cyl. wear
and piston rings.

Check fuel pump timing advance,


Incorrect timing of camshaft (6). and fuel valve opening pressure as
well as camshaft adjustment.

First ignitions are too violent Slow turning with open indicator
(safety valves are opening). Oil has collected on piston crown (7). valves. To locate defective fuel
Engine runs erratically. val-ve, remove oil.

Lubricate and mobilize rod


Sluggish movement of manoeuvering connections and bearings in
gear. manoeuvering gear.

Check rod connection is manoeu-


Fuel pump index too high. vering gear. Check that governor
is working properly. Limiter
cylinder to be set lower.

Remarks

1) If the shutdown function is due to overspeed, 4) If the fuel is forced into the cylinder through a
the shutdown impulse is cancelled by setting the defective fuel valve or through worn-out atomizer
overspeed governor and thus venting the stop cylin- holes, no or too sluggish atomization may prevent
der. ignition, possibly followed by too violent ignition.

2) Whenever air is present in the fuel oil system 5) To obtain ignition temperature in the cylinders,
repeat venting of fuel pumps. The cause may be that the compression pressure during starting should be
a fuel valve is kept in open position (spindle sticking normal, see the testbed report. This can be checked
or spring broken). Heating of fuel to a too high by measuring the compression pressure during
temperature may have a similar effect owing to starting. Cylinders having too low compression should
formation of gas in the fuel. If a sticking valve is be inspected.
08028-0D/H5250/94.08.12

found, it should be changed and overhauled. It


should be cheked that no oil has collected on the
piston crown. Air in the fuel oil system may also be 6) Major alterations of the combustion charac-
the result of the fuel oil feed pump suckingin air teristics of the fuel may demand adjustment of the
through a defective stuffing box or a leaky seal. timing of the fuel pumps. One or more camshaft
sections may be incorrectly fitted (after dismantling).
Too high opening pressure of the fuel valves will also
3) If the fuel oil pressure drops, the filter may be delay the injection.
clogged up, or the by-pass at the feed pump may
have opened.

96.37 - ES0U-G
Description
Faults in Fuel Oil System 503.02
Page 3 (3) Edition 01H

L23/30H

7) Oil on the piston crown will in most cases have If a repair cannot be made on the spot, it is decided
leaked down from a defective fuel valve. As these oil if running may continue, with or without the defective
accumulations are dangerous, the leakage should charger blanked off.
be found and remedied before the engine is started
again. When continuing the running with the turbocharger
out of operation, the engine output must be reduced.
The exhaust temperature must not exceed the nor-
Turbocharger Failure mal valve, for full load running with an intact turbo-
charger. For further details see the separate turbo-
If heavy vibrations, bearing failure or other trouble charger instr. manual.
arise in a turbocharger, the engine load must be
reduced until the vibrations cease. When possible,
the engine is stopped in order to locate and remedy
the fault (see turbocharger instr. manual).
08028-0D/H5250/94.08.12

96.27- ES0U-G
Your Notes :

08031-0D/H5250/94.09.07
Description
Disturbances during Running 503.03
Page 1 (3)
Edition 01H

L23/30H

Trouble Possible Cause Trouble Shooting

Exhaust temperature(s) (All cyls.) Increased charging air See Working Card 512-01.00.
increase(s) temperature due to ineffective air
coolers.
Reduce load and water-wash tur-
(All cyls.) Fouling or air and gas bine. Clean air filters and coolers.
passages.

(All cyls.) Insufficient cleaning of See Description 504.25.


fuel oil or changed combustion
characteristics.
Check Pmax. Check camshaft ad-
(All cyls.) Wrong position of cam- justment.
shaft (maladjustment).

(single cyls.) Fuel valve or valve See Working Card 514-01.10.


nozzle defective.

(Single cyls.) Leaky exhaust Check the valve clearance. Repla-


valves (1). ce cyl. head with defective valve.

(Single cyls.) Blow-byleaky com- See Working Card 506-01.00.


bustion chamber (2).

(Single cyls.) Damaged fuel pump Replace the single camshaft


cam. section.

Exhaust temperature(s) (All cyls.) Decreased charging air Check that thermostatic valve (by-
decrease(s) temperature. pass valve) in cold water system is
working properly and correctly set.

(Single cyls.) Air in fuel pump(s) Venting of fuel pump(s) until fuel
and fuel injection valve(s). without air bubbles appears.
Check feed pump pressure.

(Single cyls.) Spindle in fuel valve Change and overhaul defective


sticking (3). fuel valve.

(Single cyls.) Fuel pump plunger Change fuel pump plunger/barrel


sticking or leaking. assembly.
08028-0D/H5250/94.08.12

Engine RPM decreases Pressure before fuel pumps too Raise fuel oil feed pump pressure
low. to normal. Check filter.

Fuel valve or fuel pump defective. Change defective valve or pump.

Water in the fuel. Drain off water and vent the fuel
pumps.

Governor defective (4). Replace defective governor.

Increased internal friction in engine See "Ignition in Crankcase".


(5). Cont.

96.37 - ES0U-G
503.03 Disturbances during Running Description
Page 2 (3)
Edition 01H

L23/30H

Trouble Possible Cause Trouble Shooting

Engine stops. Shutdown. Check pressure and temperatures.


If OK, check for faults in shutdown
devices. See also Starting Failures.

Smoky exhaust. Turbine RPM lagging behind en- Reasonably smoke is normal when
gine RPM. RPM increases; no measures cal-
led for. If smoky exhaust during
normal running, clean turbine(s) and
check valves.

Air supply too low. Fouling of air and gas passages,


see section 512.

Fuel valves or nozzles defective. See Working Card 514-01.10.

"Trumpets" at nozzle holes. Failure Overhaul fuel valves.


of cooling (especially during hea-
vy-oil operation) (6).

Exhaust valve knocking. Adjusting screw for valve setting Inspect and replace defective parts
loose. Push rod thrust disc da- as necessary.
maged.

Rising cooling water temperature. Pump stopped. Increased friction Stop the engine. Check the cooling
(7). water. Find cause of increased
friction and remedy fault.

Lubricating oil pressure fails. Lubricating oil pump defective. Stop the engine. For further details,
Filters/cooler fouled. see "Ignition in crankcase". See
also Working Card 515-01.00 for
lub. oil pump and Working Card
515-01.10 for the lub. oil filter

Remarks
08028-0D/H5250/94.08.12

1) This manifests itself by the exhaust 2) Blow-by means a serious danger of piston
temperature rising and falling of the compression seizure, and the engine must, if possible, be stopped
and maximum combustion pressure of the respective and the piston in question pulled. If this is not
cylinder dropping. possible, the fuel pump index must, as described
above, be moved to stop. Leaky piston rings will
To limit the damage to the valves these should be normally result in a heavy excess pressure in the
changed immediately, if possible, or the fuel pump of crankcase.
the cylinder concerned should be put out of opera-
tion by moving the index to stop and locking it in this
position.

96.37 - ES0U-G
Description
Disturbances during Running 503.03
Page 3 (3) Edition 01H

L23/30H

3) If this happens the fuel pump barrel and plunger 6) If the cooling water temperature for the entire
must be changed, and if, it is necessary to increase engine has risen to 90-100 C, it should be checked
the fuel pump index by more than 10 index degrees, whether steam has developed by opening the test
to obtain full load of the respective cylinder, the fuel cocks, if fitted on the discharge from cylinders. If this
pump is worn out in most cases. Usually this is is the case, there is no water on the cooling surfaces,
confirmed by inspection of the fuel pump plunger on which may therefore be heated unduly. To avoid
which the helical cut-off edge will show a pitted and heat stresses arising in cylinder liners and cylinder
corroded area where material is plucked out. In that heads, if the water returns too early, the engine
case the pump can be provided with a new barrel and should be stopped and left to cool, while the discharge
plunger. valve is closed. After 15 minutes it is opened a little
to allow the water to rise slowly in the cooling jackets.
Check filling at test cocks. Make crankcase inspection
4) The governor will not reduce the fuel pump to ascertain that internal water leakage has not
delivery to zero in case of, for instance, failure of the arisen. Remember slow turning with open indicator
governor oil pump, but the engine speed will start valves at subsequent starting-up.
fluctuating.

When the governor is defective the engine is pro- 7) If the lubricating oil pressure drops below the
tected against racing by the overspeed trip, i.e. the minimum mentioned in "Data" find the cause of the
engine is stopped automatically in case of excessive pressure drop and remedy the defect before re-
speed. It is therefore, essential, that the overspeed starting the engine. Feel over 5-15-30 minutes after
trip is kept in perfect order. Regarding governor starting, and again when full load is obtained. See
failure, see special instruction book. section 502.

5) Usually a bearing failure will not slow down the


engine appreciably, but the seizure of a piston in the
cylinder liner might do so. Repair is necessary before
starting the engine again. Feelover and look out for
oil mist.
08028-0D/H5250/94.08.12

96.37 - ES0U-G
Your Notes :

08031-0D/H5250/94.09.07
Description
Disturbances during Running 503.03
Page 1 (3) Edition 01 H

L23/30H

Trouble Possible Cause Trouble Shooting

Exhaust temperature(s) (All cyls.) Increased charging air See section 501; Operational Observat-
Increase (s) temperature due to ineffective air coolers. ions, item e.

(All cyls.) Fouling or air and gas passages. Reduce load and water-wash turbine.
Clean air filters and coolers.

(All cyls.) Insufficient cleaning of fuel oil or See section 501; Operational Observat-
changed combustion characteristics. ions, item c.

(All cyls.) Wrong position of camshaft Check Pmax. Check camshaft adjustment.
(maladjustment).

(single cyls.) Fuel valve or valve nozzle See section 501; Operational Observat-
defective. ions.

(Single cyls.) Leaky exhaust valves (1). Check the valve clearance. Replace cyl.
head with defective valve.

(Single cyls.) Blow-byleaky combustion See section 501; Operational Observat-


chamber (2). ions.

(Single cyls.) Damaged fuel pump cam. Replace the single camshaft section.

Exhaust temperature(s) (All cyls.) Decreased charging air Check that thermostatic valve (bypass
decrease(s) temperature. valve) in cold water system is working
properly and correctly set.

(Single cyls.) Air in fuel pump(s) and fuel Venting of fuel pump(s) until fuel without air
injection valve(s). bubbles appears.
Check feed pump pressure.

(Single cyls.) Spindle in fuel valve sticking Change and overhaul defective fuel valve.
(3).

(Single cyls.) Fuel pump plunger sticking or Change fuel pump plunger/barrel
leaking. assembly.

Engine RPM decreases Pressure before fuel pumps too low. Raise fuel oil feed pump pressure to
normal. Check filter.

Fuel valve or fuel pump defective. Change defective valve or pump.

Water in the fuel. Drain off water and vent the fuel pumps.

Governor detective (4). Replace detective governor.


08028-0D/H5250/94.08.12

Increased internal friction in engine (5). See "Ignition in Crankcase".

Cont

96.02-ES0U-G
503.03 Disturbances during Running Description
Page 2 (3)
Edition 01 H

L23/30H

Trouble Possible Cause Trouble Shooting

Engine stops. Shutdown. Check pressure and temperatures.


If OK, check for faults in shutdown
devices. See also Starting Failures.

Smoky exhaust. Turbine RPM lagging behind engine Reasonably smoke is normal when RPM
RPM. increases; no measures called for. If
smoky exhaust during normal running,
dean turbine(s) and check valves.

Air supply too low. Fouling of air and gas passages, see
section 501;Operational Observations.

Fuel valves or nozzles defective. See section 501; Operation Observations.

"Trumpets" at nozzle holes. Failure of Overhaul fuel valves.


cooling (especially during heavy-oil
operation) (6).

Exhaust valve knocking. Adjusting screw for valve setting loose. Inspect and replace defective parts as
Push rod thrust disc damaged. necessary.

Rising cooling water Pump stopped. Increased friction (7). Stop the engine. Check the cooling water.
temperature. Find cause Of Increased friction and
remedy fault.

Lubricating oil pressure fails. Lubricating oil pump defective. (8) Stop the engine. For further details, see
Filters/cooler fouled. "Ignition in crankcase".

Remarks

1) This manifests itself by the exhaust 2) Blow-by means a serious danger of piston
temperature rising and falling of the compression seizure, and the engine must, if possible, be
and maximum combustion pressure of the stopped and the piston in question pulled. If this is
respective cylinder dropping. not possible, the fuel pump index must, as
described above, be moved to stop. Leaky piston
To limit the damage to the valves these should be rings will normally result in a heavy excess
changed immediately, if possible, or the fuel pump pressure in the crankcase.
of the cylinder concerned should be put out of
operation by moving the index to stop and locking
08028-0D/H5250/94.08.12

it in this position.

96.02-ES0U-G
Description
Disturbances during Running 503.03
Page 3 (3) Edition 01 H

L23/30H

3) If this happens the fuel pump barrel and 6) If the cooling water temperature for the entire
plunger must be changed, and if, it is necessary to engine has risen to 90-100 C, it should be
increase the fuel pump index by more than 10 checked whether steam has developed by opening
index degrees, to obtain full load of the respective the test cocks, if fitted on the discharge from
cylinder, the fuel pump is worn out in most cases. cylinders. If this is the case, there is no water on
Usually this is confirmed by inspection of the fuel the cooling surfaces, which may therefore be
pump plunger on which the helical cut-off edge will heated unduly. To avoid heat stresses arising in
show a pitted and corroded area where material is cylinder liners and cylinder heads, if the water
plucked out. In that case the pump can be returns too early, the engine should be stopped
provided with a new barrel and plunger. and left to cool, while the discharge valve is
closed. After 15 minutes it is opened a little to
allow the water to rise slowly in the cooling jackets.
4) The governor will not reduce the fuel pump Check filling attest cocks. Make crankcase
delivery to zero in case of, for instance, failure of inspection to ascertain that internal water leakage
the governor oil pump, but the engine speed will has not arisen. Remember slow turning with open
start fluctuating. indicator valves at subsequent starting-up.

When the governor is defective the engine is pro-


tected against racing by the overspeed trip, i.e. the 7) If the lubricating oil pressure drops below the
engine is stopped automatically in case of minimum mentioned in "Data" find the cause of the
excessive speed. It is therefore, essential, that the pressure drop and remedy the defect before
overspeed trip is kept in perfect order. Regarding restarting the engine. Feel over 5-15-30 minutes
governor failure, see special instruction book. after starting, and again when full load is obtained.
See section 502.

5) Usually a bearing failure will not slow down the


engine appreciably, but the seizure of a piston in
the cylinder liner might do so. Repair is necessary
before starting the engine again. Feelover and
look out for oil mist.
08028-0D/H5250/94.08.12

96.02-ES0U-G
Your Notes :

08031-0D/H5250/94.09.07
Description 503.04
Page 1 (1) Ignition in Crankcase Edition 01H

L23/30H

Cause 1. Stop the Engine

During running the atmosphere in the crankcase 2. Leave the engine room. Shut doors and keep
contains the same gases (N2-O2-CO2) in the same away from them. Make ready fire-fighting equip-
proportions as in the ambient air, but an intense ment.
spray of coarse oil drops is flung around everywhere.
If undue friction, and thus heating, arise between Warning: Do not open crankcase until 10 minutes
sliding surfaces, or heat is transmitted otherwise to after stopping the engine. When opening up, keep
the crankcase, the heated surface will cause eva- clear of possible flames. Do not use naked light and
poration of the lubricating oil splashed onto it. When do not smoke.
the oil vapours condense they form a multitude of
minute drops suspended in the atmosphere, i.e. a 3. Take off all doors on one side of the crankcase.
milky white oil mist is formed, able to nourish and Cut off starting air. Engage turning gear, if fitted.
spread a flame if ignited. Such ignition may be
caused by the same "hot spot" which produced the 4. Locate the hot spot. Powerful lamps should be
oil mist. If a large quantity of oil mist has developed employed at once (in explosion-proof fittings). Feel
before ignition, the burning may cause considerable over all sliding surfaces (bearings, liners, pistons,
pressure rise in the crankcase, forcing the relief roller guides, etc.).
valves to open. In a few cases, presumably when the
whole crankcase has been filled with oil mist, a Look for squeezed-out bearing metal and discolo-
subsequent explosion has thrown off crankcase ration by heat (blistered paint, burnt oil, heated
doors and caused fire in the engine room. steel).

Every precaution should therefore be taken to (A) 5. Prevent further heating, preferably by making
avoid "hot spots" and (B) discover oil mist in time. a permanent repair. Special attention should be
given to ensure lubricating oil supply and satisfactory
condition of the frictional surfaces involved. It is
A. "Hot spots" in Crankcase equally important to replace filter elements in time.

Overheating of bearings is a result of too bad or 6. Start electrically driven lubricating oil pump
failing lubrication possibly caused by pullution of the and check oil flow from all bearings and splash pipes
lubricating oil. in crankcase while turning the engine through at
least two revolutions. Section 502, Check 1.
It is therefore important that the lubricating oil filtra-
tion equipment is in perfect condition. Filter cartrid- 7. Stop and feel over. Look out for oil mist.
ges must not be used again, if they have been
removed from the filter. Check of the oil condition by Especially the frictional surfaces that caused the
analysis is recommended. heating should be felt over (5-15-30 minutes after
starting, and again when full load is obtained). Sec-
tion 501.10, Point 2.
08028-0D/H5250/94.08.12

B Oil Mist in Crankcase


8. In case it has not been possible to locate the
Presence of oil mist may by noted at the vent pipe, hot spot, point 8 should be intensified and repeated
which is usually fitted to the top of the engine frame. until the cause of the oil mist has been found and
remedied. In very rare cases oil mist could be due to
Measures (in case of white oil mist). "atomization" of lubricating oil by the action of an air
jet (for instance blow-by, or blow-by through cracked
Warning: Keep away from doors and relief valves on piston).
crankcase. Do not stay unnecessarily in doorways
near doors of the engine room casing.

96.37 - ES0U-G
Your Notes :

08031-0D/H5250/94.09.07
Description
Trouble Shooting Guide for Centrifugal By-pass Filter 503.05
Page 1 (1)
Edition 01H

L23/30H

Tabulated below are the corresponding remedial


actions to be taken, if the following faults are obser-
ved:

Trouble Possible Cause Trouble Shooting

Oil leakage through cover nut. Missing or damaged O-ring (see Item Replace O-ring.
291, Plate 51515).

Seal face damaged. Replace O-ring.

Excessive vibrations. Rotor out of balance owing to un-


even build-up of deposit on rotor
walls resulting from:

Missing or damaged O-ring (see Item Replace O-ring.


230, Plate 51515), allowing leakage.

O-ring seat on rotor joint faces Replace rotor assembly.


damaged.

Rotor assembly inadequately tight- Tighten and bring to notice of main-


ened. tenance staff.

Standtube incorrectly seated or Re-fit or replace if damaged.


damaged.

Dirt deposit not completely removed. Clean and bring to notice of main-
tenance staff.

Rotor castings distorted through Replace rotor assembly.


maltreatment.

Rotor assembly components fitted Follow sequence in Working Card


in wrong sequence. 515-15.00 in section 515.

Fit new bearing tube assembly.


Bushes loose or worn in tube as-
sembly.
08028-0D/H5250/94.08.12

96.30 - ES0U
Your Notes :

08031-0D/H5250/94.09.07
Description 503.06
Page 1 (2) Trouble Shooting Guide for Turbine Starter Edition 01H

L23/30H

Trouble Possible Cause, see working card Trouble Shooting

Motor will not run. No air supply. Check for blockage or damage to air
supply lines or tank.

Damaged motor assembly (12). Inspect motor assembly and power


train and repair power train or
replace motor assembly, if
necessary.

Foreign material in motor and/or Remove motor assembly and piping


piping. and remove the blockage.

Blocked exhaust system. Remove housing exhaust cover (1)


and check for blockage.

Defective control or relay valve. Replace control valve or relay valve.

Loss of power. Low air pressure to starter. Check air supply.

Restricted air supply line. Check for blockage or damage to air


lines.

Relay valve malfunctioning. Clean or replace lines or relay valve.


Lubricate relay valve.

Exhaust flow restricted. Check for blocked or damaged


piping. Clean or replace piping.
Check for dirt or foreign material and
clean or remove. Check for ice build-
up. Melt ice and reduce moisture
build-up to starter.

Damaged motor assembly. Replace motor assembly.

Drive (57) will not engage. No pressure to drive housing port. Check air supply.

Internal drive housing ports blocked. Remove blockage.

Fluid in drive unit components.


Remove fluid.
Damaged or worn piston assembly
(54), O-rings or seals. Replace damaged or worn parts.
08028-0D/H5250/94.08.12

O-rings and seals dry. Relubricate O-rings and seals.

Motor runs, pinion engages, but Damaged or broken drive train. Disassemble drive train and replace
does not rotate flywheel. worn or damaged parts.

Excessive butt engagement. Damaged drive pinion (63) or Inspect drive pinion and flywheel
flywheel. and replace, if necessary.

Damaged starter drive (57) Inspect drive components and


components. replace worn or damaged parts.

Cont. ....

96.38 - ES0U-G
503.06 Description
Edition 01H
Trouble Shooting Guide for Turbine Starter Page 2 (2)

L23/30H

Trouble Possible Cause, see working card Trouble Shooting

Low air pressure. Check air supply.

Wrong drive pinion. Replace with proper drive pinion.

Oil blowing out of exhaust. Oil in air supply line. Inspect air line and remove source
of oil.

Splash deflector retaining screw (5) Install splash deflector retaining


or pipe plug missing. screw or pipe plug.

Worn or damaged rotor seals or Replace static seals on outside of


static O-rings. motor or send motor to Ingersoll
Rand to be rebuilt.

Oil leaking from gear case (28). Worn or damaged O-rings. Replace O-rings.

Loose joints. Make sure that joints fit properly and


starter assembly cap screws are
tightened to 60 ft-lb (81 Nm) torque.
Make sure all seals and O-rings fit
and seal properly at their perimeters.
If they do not replace with new seals
and O-rings.

Excessive high-speed operation. Operate according to recommen-


dations.

High number of start cycles. Replace worn components.

Loose or leaking pipe plugs (10) or Tighten or replace pipe plugs using
(11). Ingersoll-Rand No SMB-441 pipe
sealant.

Splash deflector retaining screw Tighten splash deflector retaining


loose or pipe plug missing. screw or replace pipe plug.

Air or gas leakage. Loose joints. Make sure that joints fit properly and
starter assembly cap screws are
tightened to 60 ft-lb (81 Nm) torque.
Make sure all seals and O-rings fit
and seal properly at their perimeters.
If they do not, replace with new
08028-0D/H5250/94.08.12

seals and O-rings.

Excessive high-speed operation. Operate according to recommen-


dations.

High number of start cycles. Replace worn components.

Loose or leaking pipe plugs. Tighten or replace pipe plugs.

Splash deflector retaining screw Tighten splash deflector retaining


loose or pipe plug missing. screw or replace pipe plug.

96.38 - ES0U-G
Description
Trouble Shooting for Cooling Water System 503.09
Page 1 (1)
Edition 01H

L23/30H

Description The pump bearings are lubricated automatically with


oil from the lubricating oil system of the engine.
The built-on fresh water pump in the high tempera-ture
(HT) circuit is of the centrifugal type and is mounted If the pump leaks and the shaft sealing rings are worn,
on the front cover of the engine and is driven through it is recommended to replace the shaft seal, see
a gearing. working card 516-02.00.

Trouble Possible Cause Trouble Shooting

The pump does not work after Pump draws in air at suction side. Check packings and pipes for
start. tightness.

The system is not filled-up. Check the level in the expansion


tank.

Air cannot escape on delivery side. Vent the system.

Leaking shaft seal. Check the shaft seal.

Pump capacity drops after Air leakages of shaft seal. Overhaul the shaft seal.
normal operation.
Fouled impeller. Clean the impeller.

Pump does not give maximum Suction valve not fully open. Open the suction valve.
delivery.
Defective seals. Replace the seals.

Worn impeller and worn wear rings. Overhaul the pump.

Note! Running troubles with the pump, apart from


mechanical faults, are most often due to leaks in the
suction line. It is essential, therefore, that all packings
and gaskets are in order and that they are renewed
08028-0D/H5250/94.08.12

when necessary. Even a tiny hole in the suction line


will reduce the pump capacity.

96.02 - ES0U-G
Your Notes :

08031-0D/H5250/94.09.07
Description 503.10
Page 1 (2) Trouble Shooting for Lubricating Oil Cooler Edition 01H

L23/30H
Trouble Shooting In case of fatigue fracture, this will normally
necessitate a replacement of all plates and gaskets
In case of damage to plates or gaskets, it will often as there may be a risk of fatigue fracture in all the
be necessary to replace these. material.
In case of corrosion, all plates must be examined
First examine the external conditions around the carefully!
plate heat exchanger in order to localize the cause of For work to be carried out see working card 515-
the damage! very carefully. 06.00.

Visible Leakage

Trouble Possible Cause Trouble Shooting

Leakage. Too high pressure. Reduce the pressure to the correct work-
ing pressure, see page 500.30 "Operat-
ing Data & Set Points".

Leakage. Insufficient tightening Tighten up the plate heat exchanger -


(Phase 1) however, not under the minimum dimen-
sion and never, when the plate heat
exchanger is under pressure or over
40C.

If the plate heat exchanger is still leaky,


proceed to with phase 2.

Leakage. Fouled or deformed plates. Separate the plate heat exchanger and
(Phase 2) Inelastic or deformed gaskets. check if the plates are deformed or fouled.
Check that the gaskets are elastic and
non-deformed, and that the faces of the
joints are clean.
Replace deformed plates and gaskets, if
any.
Before assembling clean all plates and
gaskets very carefully.
Assemble the plate heat exchanger and
start it up again.
Note! Even tiny impurities such as sand
grains may cause leakage.

Separate the plate heat exchanger.


08028-0D/H5250/94.08.12

Leakage. Gaskets. Clean the plates very carefully.


(Even after tightening of the plate heat Replace the gaskets.
exchanger to minimum dimension) Assemble the plate heat exchanger and
start it up again.

Leakage. Separate the plate heat exchanger.


(Through the drain holes of the gas- Defective gasket or badly corroded Replace defective plates and gaskets, if
kets) plate. any.
Assemble the plate heat exchanger and
start it up again.

96.30 - ESOU-G
503.10 Trouble Shooting for Lubricating Oil Cooler Description
Edition 01H Page 2 (2)

L23/30H

Non-Visible Leakage

Trouble Possible Cause Trouble Shooting

Reduced heat transmission and/or in- Fouled plates or choked plate Separate the plate heat exchanger and
creasing pressure drop. channels. check if the plates are fouled.
Clean the plates very carefully.
Assemble the plate heat exchanger and
start it up again.

Leakage. Holes in plates. A suspected leakage can be localized in


(The fluids get mixed) Corrosion or fatigue fracture. the following way:
(Phase 1) Remove one of the lower pipe connec-
tions.
Then put the opposite side under pres-
sure.
If the medium continues to run out of the
lower pipe connections after the pres-
sure has stabilized one or several plates
are leaking.
Close down the plate heat exchanger.
Separate the plate heat exchanger and
check the plates very carefully.
Check suspected plates with a dye pen-
etrant.
Check defective plates and gaskets.
Before assembling, clean all plates and
gaskets.
Assemble the plate heat exchanger and
check to find more defective plates, if
any, by putting one side under pressure.
Start up again.

Leakage. Holes in plates. Close down the plate heat exchanger.


(The fluids get mixed) Corrosion or fatigue fracture. Separate the plate heat exchanger.
(Phase 2) Put all plates to dry. Suspend the plates
in the plate heat exchanger again and
tighten it.
Circulate medium at full capacity on one
plate side (every second plate channel).
Keep the other plate channels unpres-
surised and free from liquid!
Stop the circulation after a few minutes
of operation and open the plate heat
08028-0D/H5250/94.08.12

exchanger again. Take care to avoid


water spraying onto the dry plate side!
By a careful study of the plates it will be
possible to find moist areas, if any, on
the otherwise dry plate sides.
Check these areas with a dye penetrant!
Replace defective plates and gaskets.
Before assembling, clean all plates and
gaskets.
Assemble the plate heat exchanger and
check to find more defective plates, if
any, by putting one side under pressure.
Start up again.
If the unit is still leaking, check all plates
with a dye penetrant!

96.30 - ES0U-G
Index Specification and Treatment
Page 1(1) 504
Lubricating Oil, Fuel Oil and Cooling Water

L23/30H
Description

Lubricating oil specification --------------------------------------------------------------------504. 01 (05H)


Maintenance of lubricating oil condition ----------------------------------------------------504. 03 (04H)
Criteria for cleaning/exchange of lubricating oil-------------------------------------------504. 04 (03H)
Lubricating points --------------------------------------------------------------------------------504. 05 (01H)
Lubricating oil in base frame ------------------------------------------------------------------504. 06 (04H)
Specific Lube Oil Consumption SLOC ----------------------------------------------------- 504. 07 (01H)
Fuel oil specification ---------------------------------------------------------------------------- 504. 20 (04H)
Fuel oil quality ------------------------------------------------------------------------------------ 504. 25 (02H)
Nomogram for determination of CCAI ------------------------------------------------------504. 26 (02H)
Analysis data --------------------------------------------------------------------------------------504. 27 (02H)
Fuel oil cleaning ----------------------------------------------------------------------------------504. 30 (01H)
Fresh water system treatment ----------------------------------------------------------------504. 40 (02H)

Working Card

Plates

STX Engine
Your Notes :

08031-0D/H5250/94.09.07
Description
Lubricating Oil Specification 504.01
Page 1 (1) Edition 05H

General

Requirement Guiding Values

This document is valid for the following engine types: Based on typical load profile for marine GenSet (50-
L16/24, L21/31, L23/30H, L27/38, L28/32H, V28/ 60% of rated power)
32H, V28/32S
Oil type TBN TBN TBN
For the engines, a HD-lub. oil (heavy duty) corre- (initial) (equilibrium) (min. level)
sponding to at least type CD Comercial Class D after
API service system (meets MIL-L-2104 C and D) has Gas oil 8-12 6-8 6
to be used.
Marine diesel 10-15 8-10 8

The oil should be rust and oxidation inhibited. Heavy fuel (S<1.5) 10-15 8-10 8

When selecting a lubricating oil, attention must be Heavy fuel (1.5<S<2.5) 15-20 10-14 8
paid to the fuel oil sulphur content.
Heavy fuel (2.5<S<3.5) 20-25 10-14 8

Due to generating running mode for HOLEBY's Heavy fuel (3.5<S<4.5) 20-25 10-14 8
engines, where the lub. oil consumption depends on
running time and the fuel oil consumption and follow-
ing the sulphur input to the lub. oil depends on the Based on typical load profile for stationary GenSets
load, a lower TBN-value (Total Base Number) than (50-100% of rated power)
normal for main engines is needed.
Oil type TBN TBN TBN
(initial) (equilibrium) (min. level)
Viscosity
Gas oil 8-12 6-8 6
Marine
Marine diesel 10-15 8-10 8

Engine SAE class Heavy fuel (S<1.5) 15-20 8-10 8


L23/30H, L+V28/32H
30* 105 mm2/sec at 40 C Heavy fuel (1.5<S<2.5) 20-25 10-14 8
L16/24, L21/31, L27/38
Heavy fuel (2.5<S<3.5) 20-30 10-14 8
40 145 mm2/sec at 40 C
Heavy fuel (3.5<S<4.5) 20-30 10-14 8
Stationary

L16/24, L21/31, L27/38 Based on typical load profile for variable speed
L23/30H, L+V28/32H, V28/32S engine, pumps (10-100% of rated power)
08028-0D/H5250/94.08.12

40 145 mm2/sec at 40 C
Oil type TBN TBN TBN
* At cooling water temperatures above 32 C SAE 40 (initial) (equilibrium) (min. level)
oil can be used. In this case, please contact MAN
B&W, Holeby. Gas oil 10-14 6-8 6

Marine diesel 12-16 8-10 8


If load profile is different, this should be taken in
consideration. Heavy fuel (S<1.5) 15-20 8-10 8

In the long run though, the operation results are the Heavy fuel (1.5<S<2.5) 20-30 10-14 8
criteria that prove which TBN is the most economical
Heavy fuel (2.5<S<3.5) 20-30 10-14 8
one for efficient engine operation.
Heavy fuel (3.5<S<4.5) 25-30 10-14 8

01.24 - ES1
Your Notes :

08031-0D/H5250/94.09.07
Description
Maintenance of Lubricating Oil Condition 504.03
Page 1 (2)
Edition 04H

General
General A more economical solution is to maintain the condi-
tion by continuous treatment. Experience has proved
During operation of trunk engines the lubricating oil that centrifuging is superior to other methods of
will be contaminated slowly by small particles origi- cleaning lubricating oils.
nating from the combustion.
The optimum cleaning effect is achieved by keeping
The burning of heavy fuels will normally increase this the lubricating oil in a state of low viscosity for a long
contamination due to the increased content of car- period in the centrifuge bowl.
bon residues and other impurities.
Low viscosity is obtained by preheating the lubricat-
Contamination of lubricating oil with water, fresh or ing oil to a temperature of 85C - 95C.
salt, can also take place.
Slow passage of the lubricating oil through the
A certain amount of contaminants can be kept sus- centrifugal separator is obtained by using a reduced
pended in the lubricating oil without affecting the flow rate and by operating the separator 24 hours a
lubricating properties. day, stopping only when cleaning of the bowl is
necessary.
But the condition of the lubricating oil should be kept
under observation by analyzing oil samples. See When treating detergent type lubricating oil, the flow
also 504.04 "Criteria for Cleaning/Exchange of rate is usually recommended to be reduced to 15-
Lubricating Oil". 25% of the rated flow of the separator.

The engine bearings are protected by the full-flow In order to keep the amount of lubricating oil in the
lubricating oil filter built onto the engine, the filter engine in good condition, it is necessary to treat 0.3-
cartridges having a fineness of 15 micron and the 0.4 l/kw per hour.
safety filter a fineness of 60 micron.
A centrifuge for treating this amount of lubricating oil
The condition of the lubricating oil can be main- under the aforementioned derated flow conditions
tained/reestablished by exchanging the oil at fixed should have a rated capacity of 1.5-2.5 l/kw per hour,
intervals or based on analysis results. but in each case the separator manufacturer's rec-
ommendations for capacity and operating in-
structions should be followed.
Operation on Marine Diesel Oil (MDO)
For engines with cartridge-type oil filters (depth
The built-on full-flow dept filter cleans the oil thor- filters), continuous and efficient purification of the oil
oughly. For operation on MDO we recommend to in the separator is essential to ensure a long service
install a built-on centrifugal by-pass filter too. life for the cartridge filters.
08028-0D/H5250/94.08.12

For cleaning of the lubricating oil system after over-


Operation on Heavy Fuel Oil (HFO) hauls and inspection of the lubricating oil piping
system, see section 515.
For engines operating on HFO a lub. oil centrifugal
unit is required.
Deterioration of Oil
Continuous lub. oil centrifugation plus a built-on full-
flow depth filter clean the oil in a sufficient and safe Oil seldom loses its ability to lubricate, i.e. to form a
way. Any other filter system is not necessary, but not friction-decreasing oil film, but it may become cor-
wasted. rosive to the steel journals of the bearings in such a
way that the surface of these journals becomes too
rough and wipes the bearing surface.

02.16 - ES0 - G
504.03 Maintenance of Lubricating Oil Condition Description
Edition 04H Page 2 (2)

General

In that case not only must the bearings be renewed, These may be some or all of the following:
but the journals must also be polished. The corro-
siveness of the lubricating oil is either due to far - Sludge precipitation in purifier multiplies.
advanced oxidation of the oil itself (TAN) or to the
presence of inorganic acids (SAN). In both cases the - Smell of oil becomes acrid or pungent.
presence of water will multiply the effect, especially
an influx of sea water as the chloride ions act as an - Machined surfaces in crankcase become cof-
inorganic acid. fee brown with a thin layer of lacquer.

- Paint in crankcase peels off or blisters.


Oxidation of Oils
- Excessive carbon is formed in the piston cool-
At normal service temperature the rate of oxidation ing chamber.
is insignificant, but the following factors will accele-
rate the process: In a grave case of oil deterioration, the system
should be cleaned thoroughly and refilled with new
oil.
High Temperature

If the coolers are ineffective the temperature level Water Washing


will generally rise.
Water washing of HD oils must not be carried out.
A high temperature will also arise in electrical preheat-
ers if circulation is not continued for 5 minutes after
the heating has been stopped, or if the heater is only Water in the Oil
partly filled with oil.
If the TAN is low, a minor increase in the fresh water
content of the oil is not immediately detrimental while
Catalytic Action the engine is running. Naturally, it should be brought
down again as quickly as possible (below 0.2%
Oxidation of the oil will be accelerated considerably water content, which is permissible). If the engine is
if catalytic particles are present in the oil. Wear stopped while corrosion conditions are unsatisfac-
particles of copper are especially harmful, but also tory it should be turned just over 1/2 revolution once
ferrous particles and rust are active. Furthermore, every hour (i.e. stop in different positions) while the
the lacquer and varnish-like oxidation products of oil circulation and purifying at a high preheating
the oil itself have an accelerating effect. Continuous temperature continue to remove water. Water in the
cleaning of the oil is therefore important to keep the oil may be noted by steam formation on the sight
sludge content low. glasses, by appearance, or ascertained by immers-
08028-0D/H5250/94.08.12

ing a piece of glass or a soldering iron heated to 200-


300C in an oil sample. If there is a hissing sound,
Signs of Deterioration water is present. If a large quantity of water has
entered the oil system, it may be profitable to suck up
If circulating oil of inferior quality is used and the sedimented water from the bottom of the tank. Taste
oxidative influence becomes grave, prompt action is the water for salt. If salty, an oil sample should be
necessary as the last stages in the deterioration may analysed immediately for chloride ions.
develop surprisingly quickly, i.e. within one or two
weeks. Even if this seldom happens, it is wise to be
acquainted with the signs of deterioration.

02.16 - ES0 - G
Description
Criteria for Cleaning/Exchange of Lubricating Oil 504.04
Page 1 (2) Edition 03H

General

Replacement of Lubricating Oil 3. Water Content

It is not possible to predict the expected life time for Limit value : < 0.5
lubricating oil, as it is not possible for the engine preferred < 0.2 (higher value is
manufacturer to know which fuel and lubricating oil permissible in a shorter period)
qualities will be used and under which operation
conditions the engine will be operated. Possible test
method : Patable test unit or gas chrom-
A replacement of lubricating oil is required when the atography (or infra red distil).
oil's identification values have changed no that the If the limit value is exceeded, a
lubricating cleaning and neutralization properties no supplementary test for chlorides
longer are sufficient. (ASTM D-878) can be made.

Exchange of the lub. oil has to be based on the oil


suppliers evaluation of samples of oil in service. 4. Total Base Number (TBN-Number)
Samples should be forwarded at appropriate inter-
vals at least once every three months depending of Limit value : Ref. to fresh-oil TBN% : > 70%
running-mode and results of last analysis.
Unit : mg KOH/g
The oil sample should be taken after the filter and, if
possible, while the engine is running as this will Possible test
ensure that the test will be representative for the method : ASTM D-2896
whole change in the engine.
Due to the generating running mode for HOLE-
BY's engines, where the lub. oil consumption
Evaluation of the Lubricating Oil Condition depends on running time and the fuel oil con-
sumption and following the sulphur input to the
For evaluating the conditions of a used oil, the lub. oil depends on the load, a lower TBN-value
following guidance conditions are normally suffi- than normal for main engines is needed.
cient. Anyway, all parameters have to be evaluated
as a whole, and no single can be taken as a criterion Following guiding values can be given:
for changing oil.
Oil type TBN TBN (equi-
(initial) librium)
1. Viscosity
Gas oil 10 7
Limit value : < 1 viscosity grade
Marine diesel 15 10
Heavy fuel (S>2.5) 15 10
Units : SAE-units
Heavy fuel (S>4) 20 14
08028-0D/H5250/94.08.12

Possible test
method : ASTM D-445 (modified) The TBN is normally reduced gradually with the
time of operation. The influential elements are the
sulphur content in the fuel oil, the lubricating oil
2. Flash Point amount and the amount of re-filling due to normal
consumption. After a certain time of ope-ration,
Limit value : > 185 C the TBN will stabilize at a lower value, the TBN
equilibrium.
Possible test
method : Setaflash tests (cut of point cor
relates with 204 C i ASTM D-92
(coc)

96.44 - ES1
504.04 Criteria for Cleaning/Exchange of Lubricating Oil Description
Edition 03H Page 2 (2)

General

Re-filling should be carried out with lubricating oil of Unit : Weight %


the initial TBN.
Possible test
method : ASTM D-893 procedure B in n-
5. Neutralization Number Heptane.

Limit value : 0.4-1.0 above typical level Additionally


test : If the level in n-Heptane insolub-
Unit : mg KOH/g les is considered high for the ty-
pe of oil and application, the test
Possible test could be followed by a supple-
method : ASTM D-974 mentary determination in Tolu-
ene.

6. The Total Contamination (insolubles Con- Also infra red test can be used.
tent) Heptane insolubles

Limit value : < 1.5 generally, depending upon


actual dispersant value and the
increase in viscosity.

08028-0D/H5250/94.08.12

96.44 - ES1
Description 504.05
Page 1 (1) Lubricating Points Edition 01H

L23/30H
Lubricating Oil Types Used in the Engine.

Description Lub. Oil Type

Engine system lubricating oil SAE 30 oil according to lubricating oil specification on page 504.01.

Turbocharger Engine system lubricating oil.

Governor See governor instruction in section 509.

Air lubricator SAE 10W non-detergent oil.

Alternator See special instructions in section 518 or separate instruction.

Hydraulic tools Hydraulic oil or turbine oil (with a viscocity of about SAE 20).
08028-0D/H5250/94.08.12

96.02 - ES0U-G
Your Notes :

08031-0D/H5250/94.09.07
Description
Lubricating Oil in Base Frame 504.06
Page 1 (1) Edition 04H

L23/30H
900 rpm

Type L23/30H 6 cyl. 7 cyl. 8 cyl.

Min. level H1 (mm) 275 275 275

Max. level H2 (mm) 325 325 325

Min. litre 540 685 706

Max. litre 657 814 859

98.44 - ES1
Your Notes :

08031-0D/H5250/94.09.07
Description
Specific Lube Oil Consumption SLOC 504.07
Page 1 (2) Edition 01H

General

In order to determine the engine condition, the lube In order to evaluate the correct engine SLOC, the
oil consumption needs to be recorded. To secure a following circumstances must be noticed and
uniform method to evaluate the SLOC, the following subtracted from the engine SLOC:
method should be used as guidance:
A1) Desludging interval and sludge amount from
During the routinely engine inspections the lube oil the lube oil separator (or automatic lube oil filters).
level in the base frame must be observed. The The expected lube oil content of the sludge amount
engine must be in operation or the pre-lubricating is 30%.
pump must be running during this inspection!
The following does also have an influence on the
The lube oil volume between maximum and minimum SLOC and must be considered in the SLOC
level at the dipstick is described in the Instruction evaluation:
Manual or in the Product Manual. If the lube oil level
is at the minimum, lube oil is added until the max level A2)
is reached at the dipstick. Lube oil evaporation
Lube oil leakages
The lube oil volume added, the lube oil temperature Lube oil losses at lube oil filter exchange
and the engine running hours are recorded and the
readings could be filled in the attached data sheet.
The engine maximum continuous rating (PMCR) must
The lube oil density, @ 15C must be known in always be used in order to be able to compare the
order to convert to the present lube oil temperature individual measurements, and the running hours
in the base frame. The following formula is used to since the last lube oil adding must be used in the
calculate : calculation. Due to inaccuracy *) at adding lube oil,
the SLOC can only be evaluated after 1,000 running
lube oil [kg/m3] = hours or more, where only the average values of a
number of lube oil addings are representative.
lube oil @15C [kg/m3] 0,64 * (tlube oil [C] 15)
If the SLOC deviates from the nominal value stated
in the Instruction Manual or in the Product Manual,
The following formula is used to calculate the SLOC: the engine cylinder condition should be inspected.

SLOC [g/kWh] =

(lube oil added A1 A2 [dm3]) * lube oil [kg/m3] Note *)


run.hrs period * PMCR [kW] A deviation of 1 mm with the dipstick measurement
must be expected, witch corresponds 5 dm3,
depending on the engine type.
08028-0D/H5250/94.08.12

03.14 - ES0
Description
Specific Lube Oil Consumption SLOC 504.07
Page 2 (2) Edition 01H

General

Plant / Ship
Lube oil consumption
Engine type:___________________ Engine # :__________________

Lube oil brand/type:__________________________________________

Density @15C:_____________ [kg/m3]


Date Run. hrs Add. Lube oil A1 + A2 L.O.Temperature SLOC Remarks
[h] [dm] [dm] [C] [g/kWh]
08028-0D/H5250/94.08.12

03.14 - ES0
Description
Fuel Oil Specification 504.20
Page 1 (3) Edition 04H

General

Commercially available fuel oils with a viscosity up to The data refer to the fuel as supplied, i.e. before
700 cSt at 50 C corresponding to 55 cSt at 100 C any on-board cleaning.
can be used for MAN B&W Holeby 4-stroke medium
speed diesel engines.

For guidance on purchase, reference is made to ISO Property Units Value


8216/17, BS 6843 and to CIMAC recommendations
regarding requirements for heavy fuel for diesel Density at 15C kg/m3 991*
engines, third edition 1990. From these maximum
accepted grades are RMH 55 and K55. The mention- Kinematic
ed ISO and BS standards supersedes BS MA 100 in viscosity
which the limit is M9. at100C cSt 55
at 50 C cSt 700
It means that engines can be operated on the same
fuel oils as MAN B&W 2-stroke low-speed diesel Flash point C > 60
engines.
Pour point C 30
The data in the above HFO standards and specifica-
tions refer to the same fuel type as delivered to the Carbon residue % (m/m) 22
ship, i.e. before on-board cleaning.
Ash % (m/m) 0.15
In order to ensure effective and sufficient cleaning of
the HFO, i.e. removal of water and solid contaminants, Total sediment
the fuel oil specific gravity at 15 C (60 F) should be after ageing % (m/m) 0.10
below 0.991. Higher densities can be allowed if
special treatment systems are installed. Water % (v/v) 1.0

Current analysis information is not sufficient for Sulphur % (m/m) 5.0


estimating the combustion properties of the oil.
This means that service results depend on oil pro- Vanadium mg/kg 600
perties which cannot be known beforehand. This
especially applies to the tendency of the oil to form Aluminium +
deposits in combustion chambers, gas passages Silicium mg/kg 80
and turbines. It may, therefore, be necessary to rule
out some oils that cause difficulties.
m/m = mass V/V = volume

Guiding Heavy Fuel Oil Specification *) May be increased to 1.010 provided adequate
cleaning equipment is installed, and modern
Based on our general service experience we have, type of centrifuges.
08028-0D/H5250/94.08.12

as a supplement to the above-mentioned standards,


drawn up the guiding HFO-specification shown below.
If heavy fuel oils, with analysis data exceeding the
Heavy fuel oils limited by this specification have, to above figures, are to be used, especially with regard
the extent of the commercial availability, been used to viscosity and specific gravity, the engine builder
with satisfactory results on MAN B&W GenSets. should be contacted for advice regarding possible
changes in the fuel oil system.

01.34 - ES1
504.20 Fuel Oil Specification Description
Edition 04H Page 2 (3)

General

Fuel Oil Condition, when Entering the Engine

As practically all fuel oil specifications including the For fuels above 180 cSt/50 C a pressurerized fuel
above standards refer to the same fuel type as oil system is necessary to avoid boiling and foaming
supplied, the fuel supplied to a ship has to be treated of the fuel.
on board before use. For running on the oil quality
mentioned above it is necessary that equipment The viscosity leaving the heaters should be 10-15
exists on board, which can treat, viz clean and cSt and approx. 12-18 cSt entering the engine. The
preheat, the fuel oil with optimum efficiency. maximum temperature of oil after preheater should
be 150 C to avoid to rapid fouling of preheater.
In B 11 00 0 "Cleaning Recommendations" our
recommendations are outlined. The preheating chart on page 3 illustrates the expect-
ed preheating temperature as function of the specific
For economical HFO operation the fuel oil condition fuel oil viscosity.
at engine inlet should be as recommended below.

Property Units Max. value

Water % by volume max. 0.2

Solid
particles ppm (mg/kg) max. 20

Particle size Micron max. 5

Viscosity cSt Range 12-18

08028-0D/H5250/94.08.12

01.34 - ES1
Description
Fuel Oil Specification 504.20
Page 3 (3) Edition 04H

General

Fuel oil - preheating chart

Approx. viscosity
after preheater

Temperature sec.
cSt
after preheater C Rw.

7 43

170

160 10 52

Normal preheating limit 12 59


150
15 69
140

20 87
130

120
30 125

110

100

90

80

70

60
Approx. pumping limit
50

40

30
Log scales 10 15 25 35 45 55 cSt/100 C

30 60 100 180 380 700 cSt/50 C


200 400 800 1500 3500 7000 sec. Rw/100 F
08028-0D/H5250/94.08.12

Viscosity of fuel

This chart is based on information from oil suppliers regarding typical marine fuels with viscosity index 70-80.
Since the viscosity after the preheater is the controlling parameter, the preheating temperature may vary,
dependent on the viscosity and viscosity index of the fuel.

01.34 - ES1
Your Notes :

08031-0D/H5250/94.09.07
Description
Fuel Oil Quality 504.25
Page 1 (2) Edition 02H

General

General Considerations Combustion Quality

The quality of a fuel oil is stated, in analysis data, in Combustion quality is the ability of the fuel oil to ignite
terms of physical and chemical properties, which are and burn in a proper way. The ignition quality,
decisive to the suitability of the fuel oil for different combustion intensity, and length and completeness
applications. For diesel engine fuels the combustion of combustion are properties influenced by the
quality, the content of impurities and the handling chemical combustion and structure of the fuel oil.
properties are the main quality criteria.
Ignition quality relates to ignition delay, i.e. the time
Since residual fuels are traded and designated elapsed between the start of injection and the start of
according to viscosity, it has become common combustion.
practice to associate viscosity with quality. This
practice can be very misleading, especially with Ignition quality is expressed by the cetane number,
modern residual fuels, as a fuel oil of low viscosity diesel index or cetane index. In all cases the higher
can often be just as bad, or even worse, than other the value, the better the ignition quality. For diesel oil
fuel oils of very high viscosity. the ignition quality is expressed by the cetane number
determined by a specified method in a standard
The quality of refinery residues is dependent on the engine running under standard conditions.
origin of the crude oil, the grade of utilization when
refining the crude oil, and the refinery technique For residual fuels the ignition quality can be expressed
used. by the diesel index or cetane index, both to be
calculated from physical properties such as the
Some of the residues used in fuel oil production are aniline point, specific gravity and mid-distillation
of a viscosity requiring visbreaking, a process which temperature. The cetane number, diesel index or
will reduce the viscosity without improving the quality cetane index of a certain fuel oil will show reasonable
at all. correlation between the numerical values.

When producing residual fuels from visbreaked, A FIA cetane number test is also good for evaluation
cracked residues and from "straight run" residues, of the combustion quality.
the final adjustment of viscosity to fulfil the
requirements of the different grades of intermediate The combustion condition of the fuel oils is normally
fuels is achieved by adding gas oil. evaluated from Conradson Carbon residue and the
asphaltene contents.
However, it must be noted that considerable reduction
of the viscosity is achieved by adding a relatively
small amount of gas oil, which will give only a minor Content of Impurities
improvement of the quality of the blend. This means
that the quality to a major extent depends on residues The content of impurities of diesel engine fuels
present in the blend. Therefore the quality also should be kept as low as possible, and harmful and
depends on the density, see 504.26. unwanted impurities should, to the greatest possible
08028-0D/H5250/94.08.12

extent, be removed in the pre-treatment system in


As a consequence of the possible variations in the order to minimize wear and corrosion of engine
quality of residues and the influence of adding gas components. Impurities derive from the crude oil
oil, the quality of blended fuels can vary, even for fuel itself, from refinery processes and from handling and
oils of equal nominal viscosity. storage of oils. Some impurities, such as sulphur and
vanadium, are oil soluble and therefore impossible
to remove in a conventional mechanical fuel oil
treatment system, while the amount of water and
solid impurities can be reduced by centrifuging and
filtration.

02.16 - ESO - G
504.25 Fuel Oil Quality Description
Edition 02H Page 2 (2)

General

Sand, rust, metal oxides and catalyst particles can The flash point is related to the volatility of the
be found as solid particles in fuel oil. amount and nature of lighter fractions in the fuel oil,
and might thus be used to estimate the propensity of
Fuel-related wear and corrosion in diesel engines gasification in non-pressurized parts of the fuel
take the form of mechanical wear and chemically system.
induced corrosion, the latter in the form of high and
low temperature corrosion. The pour point defines the temperature at which wax
crystallization will take place and prevent the fuel oil
The solid impurities and particles produced during from flowing and from being pumped.
combustion, collectively known as ash, cause
mechanical wear of engine components. Therefore, the pour point must be taken into account
when deciding the presence and capacity of heating
Especially catalyst particles, silicone and aluminium coils in bunker tanks.
oxides and silicates in the form of sand are very
abrasive. From vanadium and sodium corrosive ash
in the form of oxides, carbonates and sulphates, is Quality Fuel Oil Main Effects
created during combustion. Criteria Characteristics

Combustion Conradson carbon Ignition ability.


The sulphur content of a fuel oil may lead to low quality asphaltenes + Combustion condition.
temperature corrosion of combustion chamber FIA test Fouling of gasways.
components and the formation of deposits on these.
The corrosive effect is due to the formation of sulphuric Sulphur Corrosive wear. Cold
acid. corrosion.

Vanadium Formation of deposits on


Water in the fuel oil may lead to several detrimental Sodium exhaust valves and turbo-
effects to the fuel system and to the diesel engine in chargers.
general by giving rise to mechanical and corrosive High temperature corrosion.
wear, as well as fouling.
Water Disturbance of combustion
process.
Increased heat-load of com-
Handling Properties Content of bustion chamber compo-
impurities nents, fouling of gas ways,
mechanical wear and cavita-
Handling of the fuel, i.e. storage, pumping and
tion of fuel injection system.
treatment, is affected mainly by physical properties
such as viscosity, density, flash point and pour point, Ash Mechanical and corrosive
but other fuel oil properties such as stability, emul- wear of combustion
sification tendency, viscosity index and the nature chamber components.
Formation of deposits.
and amount of water and solid impurities will also
Catalyst fines Mechanical wear of fuel in-
influence the handling system. jection system, cylinder
liners and piston rings.
08028-0D/H5250/94.08.12

The nominal viscosity is decisive for the preheating


temperature necessary to achieve adequate viscosity Viscosity Temperatures, pressures,
Density and capacities of fuel oil
for pumping, settling, centrifuging and injection.
Handling Pour point systems for storage,
properties pumping and pre-treatment.
The density influences the gravitational settling of
water and solid contaminants in settling tanks. Flash point Safety requirements.
Specific gravity is also an important parameter in the
centrifuging process. The flash point is, for safety Table 1. Fuel properties affecting diesel engine and fuel systems.
reasons, limited to a minimum of 60C (140F) by
classification societies and other authorities.

02.16 - ES0 - G
Description
Nomogram for Determination of CCAI 504.26
Page 1 (2) Edition 02H

General
08028-0D/H5250/94.08.12

Fig 1 Nomogram for determination of CCAI.

01.34 - ES1
504.26 Nomogram for Determination of CCAI Description
Edition 02H Page 2 (2)

General

Example: Ignition quality is an important fuel parameter. The


reason why it does not appear in the international
Viscosity: 180 cSt at 50C specifications is that there are no standardized testing
Density: 990 kg/m at 15C method is non-existent. Therefore, parameters such
as the Calculated Carbon Aromaticity Index (CCAI)
The combining straight line across density (990 kg/ are resorted to as an aid which is derived from
m) and viscosity (180 cSt) of a heavy fuel oil results determinable fuel parameters. According to our
in CCAI (859). From CCAI, conclusions may be experience, only a rough assessment of the ignition
derived with regard to the ignition qualities. quality of the heavy fuel oil is possible with the help
of this method.
CCAI may be calculated with the aid of the following
formula: However, the CCAI has become so well-known in
widespread publications that, in spite of the
CCAI = D - 141 log (log (v + 0.85)) - 81 reservations mentioned above. We were compelled
to classify the respective MAN B&W Diesel A/S,
Holeby engines according to CCAI-rating, too.

08028-0D/H5250/94.08.12

01.34 - ES1
Description
Analysis Data 504.27
Page 1 (4) Edition 02H

General

Comments on Analysis Data for Fuel Oils Asphaltenes also influences the lubricating proper-
ties of the fuel oil and, in extreme cases, high
Carbon Residue asphalteness content may lead to fuel injection
pump sticking.
The carbon residue of a fuel oil indicates its coke-
forming tendency and can be used to determine the Fuel oils with a high asphalteness content will have
tendency to form deposits in the combustion cham- a tendency to form sludge, especially if the water
ber and gasways. The higher the carbon residue content is also high. The asphaltenes content of a
value, the higher the fouling tendency. fuel oil is influenced by pre-treatment. The heaviest
semi-solid asphaltenes, and asphaltenes bound to
Some changes in the combustion process, requiring water as sludge, can be separated by centrifuging.
adjustment of the maximum pressure, may also be
attributed to a high carbon residue content. The
value is measured by standardized tests, such as Diesel Index
the Conradson or Ramsbottom tests which give
similar results. Diesel index is a calculated value to determine the
ignition quality of a fuel oil. The ignition quality is
The non-vaporized residue from the carbonizing test related to the hydrocarbon composition, paraffin
consists of carbonaceous material and inorganic being of high quality, n-heptanes of moderate quality
impurities and is expressed as percentage weight of and aromatics of low quality.
the fuel sample tested. Carbon residue and
asphaltenes content generally move in parallel, both With certain exceptions the properties of the aniline
in relation to the carbon-to-hydrogen ratio, with in- point and the specific gravity reflect the hydrocarbon
creasing values for a higher ratio. composition of a fuel oil, and are therefore used in
the following simple formula as an expression of
The carbon-to-hydrogen ratio and thus also the ignition quality:
carbon residue depends on the source of the crude
oil and the type of refinery processing used. Diesel index = (aniline point F x API gravity) x 0.01.

The effect of carbon residue is impossible to coun- The aniline point is the lowest temperature at which
teract by pre-treatment of the fuel oil, as centrifuging equal volumes of the fuel and aniline become just
only influences solid inorganic contaminants and miscible. The test relies on the fact that aromatic
hard asphalts, which are only small amounts of the hydrocarbons mix completely with aniline at com-
percentage weight called carbon residue. paratively low temperatures, whereas paraffins re-
quire considerably higher temperatures before they
are completely miscible.
Asphaltenes
A high aniline point thus indicates a highly paraffinic
Asphaltenes is defined as the part of a fuel oil sample fuel, and consequently a fuel oil of good ignition
which is insoluble in heptane. The content of quality. Similarly, a high API gravity number denotes
08028-0D/H5250/94.08.12

asphalteness is expressed as percentage weight of a low specific gravity and high paraffinicity, and
the fuel oil sample tested. again a good ignition quality.

Asphaltenes, which is aromatic, slow-burning, semi- The diesel index provides a reasonable idea of the
solid hydrocarbon compounds dispersed in the fuel ignition quality, but generally gives figures slightly
oil, has a similar effect on the combustion process to above the cetane number.
the carbon residue, the main impact being fouling of
gasways. The stability of the fuel oil is related to the Fuel oils with poor ignition quality and a low diesel
asphaltenes content. index might in particular cause problems in starting
diesel engines and running at low load.

02.16 - ES0 - G
504.27 Analysis Data Description
Edition 02H Page 2 (4)

General

In addition to starting difficulties, a prolonged ignition Especially if the weight ratio of sodium to vanadium
delay may give rise to alternations in the maximum exceeds 1:3, ash with a very low melting point and
pressure, leading to increased mechanical or ther- stiction temperature is formed, giving rise to high
mal load. temperature corrosion of exhaust valves and de-
posit formation in turbochargers.
Furthermore, fuel oils with poor ignition quality may
cause retarded combustion and subsequent fouling It is possible to reduce the tendency for formation of
of gasways. detrimental vanadium-sodium ash by effective cen-
trifuging, which will remove sodium salts together
with water. If a very low content of sodium is ensured,
Sulphur a relatively high vanadium content might be accept-
able.
Sulphur is present in fuel oil, mainly as organic
compounds, the amount present being expressed
as percentage weight of an oil sample tested. If free Water
sulphur is present it may cause corrosion in the fuel
system. The main problem caused by sulphur is low The water content of fuel oil is measured by a
temperature corrosion. During combustion, sulphur standardized distillation test and is expressed as
oxides are produced in the form of gases. Since percentage volume of the sample tested. Water in
humidity is also present sulphur and sulphuric acid the fuel oil may lead to several detrimental effects on
may be formed on components in the combustion the fuel oil system, and corrosion and cavitation of
chamber and in the gasways, where the temperature fuel injection pumps and fuel valves, and cause
is below that of the dew point for sulphuric acid. fouling of exhaust systems and turbochargers.

The detrimental effect of sulphur in fuel oil is counter- Due to its content of sodium, salt water in combina-
acted by maintaining an adequate temperature of tion with vanadium contributes to the formation of
the combustion chamber components and by using low-melting corrosive ash, which attacks exhaust
alkaline lubricating oil to neutralize the sulphuric acid valves and turbochargers. When it disturbs the fuel
produced during combustion. atomization, water will lead to poor combustion,
resulting in higher heat load on the combustion
chamber components.
Vanadium and Sodium
It is possible to reduce the water content of a fuel oil
Vanadium and sodium are constituents of the ash primarily by centrifuging, and this should be done to
content. The amounts of these are measured by the widest possible extent in order to avoid the
analyzing the residue from the combustion test used detrimental effects of water in the fuel oil.
for determination of the ash content. The amount of
vanadium and sodium present is expressed in ppm,
parts per million, by weight in relation to the fuel oil Ash
sample being tested for ash content. Vanadium
08028-0D/H5250/94.08.12

derives from the crude oil itself and, being oil soluble, Ash content is a measure of the non-combustible
cannot be removed from the fuel oil by conventional material present in the fuel oil. The ash content is
pre-treatment. Sodium derives from the crude oil, determined by a combustion test and it is expressed
and also from contamination with salt water during as a percentage weight residue from complete com-
storage and transport of the fuel oil. Sodium is water- bustion of the oil sample tested.
soluble and, regardless of derivation, tends to com-
bine with the water present in the fuel oil. Ash-forming materials are present in the fuel oil as
natural components of crude oil and due to external
Owing to its water solubility, it is possible to remove contamination of the fuel oil.
or reduce the amount of sodium present in the fuel
oil. During combustion, corrosive ash is formed from
vanadium and sodium.

02.16 - ES0 - G
Description
Analysis Data 504.27
Page 3 (4) Edition 02H

General

Ash-forming materials exist both as solid contami- Viscosity of Marine Gas Oil (MGO) and Marine
nants and in soluble compounds. The solid contami- Diesel Oil (MDO) are expressed in centistokes (cSt)
nants may lead to abrasive wear in the fuel injection at 40 C.
system. Ash formed during combustion may lead to
abrasive as well as corrosive wear of combustion Viscosity is an important parameter in connection
chamber components and give rise to formation of with pumping, pre-treatment and injection of fuel oil,
detrimental deposits. It is therefore essential, to the since the possibility and efficiency of these processes
greatest possible extent, to reduce the amount of to a large extent depend on adequate viscosity.
ash-forming materials by centrifuging.
Adjustment of viscosity to adequate values is possible
Solid contaminants such as sand, rust, certain metal by taking advantage of the interdependence between
oxides and catalyst fines can be removed by centri- the temperature and viscosity index of the fuel oil.
fuging, and the same goes for water-soluble salts
such as sodium. The nominal viscosity of a fuel oil is the factor
determining the preheating temperatures necessary
Some of the components included in the ash content to obtain adequate viscosity for pumping, centrifug-
have been found to be particularly harmful and are ing and injection of the fuel oil, and thus also the
therefore stated individually in the analysis data. factor determining the capacity of the preheating
equipment in the fuel oil system.

Silicium and Aluminium Oxides


Density
Residual fuels produced by refineries using fluid
catalytic cracking may be contaminated by catalyst Density is defined as the mass of a unit volume and
particles in the form of silicium and aluminium ox- is expressed in g/cm at a temperature of 15C
ides. Any catalyst particles are shown by the ash (59F).
content value. Separate values for silicium oxide
content and aluminium oxide content are measured Specific gravity is the ratio of the mass of a given
by analyzing the ash content. volume of liquid at 60F (15.6C) and the mass of an
equal volume of water at the same temperature. For
The amount of silicium and aluminium oxides is a given liquid, the specific gravity will generally give
expressed in ppm in relation to the weight of the the same numerical value as the density.
original fuel oil sample being tested for ash content.
API gravity is an arbitrary scale calibrated in degrees
As catalyst particles are very hard and abrasive, they and related to specific gravity by the following for-
can cause extreme mechanical wear of the fuel mula:
injection system, cylinder liners and piston rings. 141.5
API gravity = specific gravity/50F + 131.5
Catalyst particles, being solid and insoluble, can be
removed from the fuel oil. The guidelines for
08028-0D/H5250/94.08.12

dimensioning the centrifuge size are based on the As the formula indicates, the API gravity is in inverse
fact that approx. 1/3 of the catalyst particles in terms proportion to density and specific gravity.
of weight is removed.
Density is an important parameter in the centrifuging
process, where separating water and water-dis-
Viscosity solved impurities from the fuel oil is based on the
difference in densities. If the density of the fuel oil
Basically viscosity is a measure of the internal fric- approaches that of water, centrifuging thus becomes
tion or resistance of a liquid to flow. less effective, necessitating a reduced flow rate and
therefore increased centrifuge capacity.

02.16 - ES0 - G
504.27 Analysis Data Description
Edition 02H Page 4 (4)

General

The water separation ability of fuel oil is increased by Pour Point


preheating the fuel oil prior to centrifuging since the
densities of fuel oil and water change with the The pour point is the lowest temperature at which an
temperature at different rates, thus making it possi- oil will flow or can be poured. The pour point is
ble to optimize density differences. measured under specific test conditions. Fuel oil
must be stored, handled and pumped at tempera-
To some extent the quality of a fuel oil can be judged tures above the pour point to avoid wax crystalliza-
by the density, since this is directly proportional to tion, which may result in precipitation in storage
the carbon-to-hydrogen ratio, which again is in direct tanks, blocking of filters and pipe lines and preven-
proportion to aromativity, carbon residue and tion of pumpability. Normally, the pour point of re-
asphaltene content, but in reverse ratio to calorific sidual fuel oil does not create any problems, since
value. the temperature needed to reduce the viscosity to
pumpable levels will be adequately in excess of the
pour point.
Analysis Data for Fuel Oils

Carbon Residue % weight Flash Point


Asphaltenes % weight
Diesel Index The flash point of an oil is defined as the temperature
Engine- FIA
at which it gives off sufficient vapour to create an
Relevant Ash % weight
Properties Sulphur % weight inflammable mixture with air. This mixture will ignite
Water % volume or flash under the influence of an open flame, but will
Vanadium ppm not support combustion itself. The flash point of fuel
Sodium ppm oil is normally tested by the Pensky-Martens closed-
Silicium Oxide ppm
up method.
Aluminium Oxide ppm

Viscosity cSt/50C In order to provide a sufficient margin of safety from


Installation- Density g/ml fire risk during storage, handling and transportation,
Relevant Flash Point C fuel oils for shipboard use must meet the classifica-
Properties Pour Point C
tion societies' requirements of flash point, limited to
a minimum of 60C (140F).
Table 2 Analysis data for fuels.

08028-0D/H5250/94.08.12

02.16- ES0 - G
Description
Fuel Oil Cleaning 504.30
Page 1 (2) Edition 01H

L23/30H
Purification Recommendations RW/100F) the highest possible temperature 98C
(208F) should be maintained in the centrifuge oil
Fuel oils are always contaminated and should therefore preheater.
be thoroughly cleaned for solid as well as liquid
contaminants before use. The solid contami-nants in The fuel is kept in the centrifuge as long as possible
the fuel are mainly rust, sand, dust and re-finery by adjusting the flow rate through the centrifuge so
catalysts. Liquid contaminants are mainly water, i.e. that it corresponds to the amount of fuel required by
either fresh water or seat water. the engine without excessive re-circulating.
Consequently, the centrifuge should operate for 24
The impurities can cause damage to fuel pumps and hours a day except during necessary cleaning.
fuel valves, can result in increased cylinder liner wear
and deteriorate the exhaust valve seats. Also increased Taking today's fuel qualities into consideration the
fouling of gas ways and turbocharger blends may need for cleaning centrifuges ("shooting frequency")
result from the use of inadequately cleaned fuel oils. should not be underestimated. Correct choice and
adjustment of the regulating screws and/or the gravity
Effective cleaning can only be ensured by means of discs are of special importance for efficient water
a centrifuge. We recommend the capacity of the removal. The centrifuge manual states the disc or
installed centrifuges to be at least according to the screw adjustment which should be chosen on the
centrifuging maker's recommendations. To obtain basis of the specific gravity of the fuel.
optimum cleaning it is of the utmost importance to
operate the centrifuge with as low a viscosity of the Normal practice is to have at least two centrifuges
fuel oil as possible and allow the fuel oil to remain in available for fuel cleaning. Results from experimental
the centrifuge bowl as long time as possible. work on centrifuges, treating today's qualities of
residual fuel, have shown that the best cleaning
Especially for fuels above 180 cST/50C (1500 sec. effect, especially as regards removal of catalyst fines
is achieved when the centrifuges are operated in
series, in purifier/clarifier mode.
Cleaning of HFO by Centrifuging

Therefore series operation of centrifuges ensuring a


Operating Single centrifuge as purifier.
maximum of safety is a fully accepted alternative to
Options Two centrifuges in parallel.
the previously recommended parallel operation,
Two centrifuges in series.
provided the operating capacity of each individual
Optimum Operating Configurations centrifuge can handle the total amount of fuel required
by the engine, without exceeding the flow rate
Water content Parallel operation recommended by the centrifuge maker for the operating
below 1 % Purifier / Purifier mode in question.
Normal
Conditions or
Density at 15C Series operation If the installed centrifuge capacity is on the low side
below 0.991 Purifier + Clarifier corresponding to the specific viscosity of the used
08028-0D/H5250/94.08.12

fuel oil and if more than one centrifuge is available,


Water content parallel operation may be considered in order to obtain
below 1 % Parallel operation an even lower flow rate. However, in view of the above
results and recommendations serious considerations
Extreme Density at 15C Purifier / Purifier should be given to installing new equipment in
Conditions below 0.991 correspondence with today's fuel qualities and flow
recommendations.
High content Series operation
of catalyst fines Purifier + Clarifier For the determination of centrifuging capacity, we

Table 1. Cleaning of HFO.

96.02 - ES0S-G
504.30 Fuel Oil Cleaning Description
Edition 01H Page 2 (2)

L23/30H

generally advise to follow the recommendations of the


centrifuge maker, but the curves on fig. 1, can be used Flow Rate
as a guidance. Related to Rated Capacity of Centrifuge
%
100
A homogenizer may be installed in the fuel oil system
as a supplement to the centrifuges to homogenize 80
possible water and sludge still present in the fuel after 60
centrifuging. 40
20

Separation Temperature
F C
212 100
194 90
176 80
158 70
140 60
122 50
104 40
100
15 25 45 75 130 cSt/80C

Log scales 30 60 80 180 380 600 cST/50C

200 400 600 1500 3500 6000 sec. RI/100F

Fig. 1. Flow rate through centrifuge related to nominal


capa- city of centrifuge.

08028-0D/H5250/94.08.12

96.02 - ES0S-G
Description
Freshwater System Treatment 504.40
Page 1 (5) Edition 02H

General
Protection against Corrosion in Freshwater Cleaning agents emulsified in water as well as
Cooling System slightly alkaline cleaning agents can be used for the
degreasing process, whereas ready-mixed cleaning
The engine fresh water must be carefully treated, agents which involve the risk of fire must obviously
maintained and monitored so as to avoid corrosion not be used. For descaling with acid, especially
or the formation of deposits which can result in products based on amino-sulphonic acid, citric acid,
insufficient heat transfer, it is necessary to treat the and tartaric acid are recommendable, as these acids
cooling water. MAN B&W recommend that this treat- are usually obtainable as solid substances, easily
ment is carried out according to the following proce- soluble in water, and do not emit poisonous vapours.
dure:
The cleaning agents should not be directly admixed,
but should be dissolved in water and then added to
Clean the cooling water system. the cooling water system.

Fill up with deionized or distilled cooling water Normally, cleaning can be executed without any
(for example from the freshwater generator) dismantling of the engine. We point out that the water
with corrosion inhibitor added. should be circulated in the engine to achieve the best
possible result.
Carry out regular checks of the cooling water
system and the condition of the cooling water. As cleaning can cause leaks to become apparent in
poorly assembled joints or partly defective gaskets,
inspection should be carried out during the cleaning
Observance of these precautions, and correct ven- process. The acid content of the system oil should
ting of the system, will reduce service difficulties also be checked immediately after cleaning, and 24
caused by the cooling water to a minimum. hours afterwards.

Cleaning of the Cooling Water System Cooling Water - Inhibitors

Before starting the inhibition process, any existing The filling-up with cooling water and the admixture of
deposits of lime or rust, or any oil sludge, should be the inhibitor is to be carried out directly after the
removed in order to improve the heat transfer and to cleaning in order to prevent formation of rust on the
ensure uniform protection of the surface by means of cleaned surfaces.
the inhibitor.
Raw Water
The cleaning should comprise degreasing to remove
oil sludge, and descaling with acid afterwards to The formation of lime stone on cylinder liners and in
remove rust and lime deposits. cylinder heads may reduce the heat transfer, which
will result in unacceptably high temperatures in the
Ready-mixed cleaning agents, specially made for material.
08028-0D/H5250/94.08.12

cleaning the cooling water system, can be obtained


from companies specializing in cooling water treat- Therefore, it is recommended that deionized or
ment. These companies offer assistance and control distilled water (for example from the freshwater
of the treatment in all major ports. A number of these generator) is used as cooling water. However, on
companies are mentioned on the enclosed list. We account of its lack of hardness, this water will be
point out that the directions given by them should be relatively corrosive, and a corrosion inhibitor should
closely followed. It is of particular importance to flush therefore always be added.
the system completely after cleaning.

00.11- ES1
504.40 Freshwater System Treatment Description
Edition 02H Page 2 (5)

General

If deionized or distilled water cannot be obtained, Checking of the Cooling Water System and
normal drinking water can be used in exceptional the Sooling Water during Service
cases. If so, the total hardness of the water must not
exceed 9 dH (German hardness degrees). The If the cooling water is contaminated during service,
chloride, chlorine, sulphate, and silicate contents are sludge or deposits may form. The condition of the
also to be checked. These contents should not cooling water system should therefore be regularly
exceed the following values: checked, especially if deionized or distilled water is
not used. If deposits are found in the cooling spaces,
Chloride 50 ppm (50 mg/litre) these spaces or, if necessary, the entire system
Chlorine 10 ppm (10 mg/litre) should be cleaned.
Sulphate 100 ppm (100 mg/litre)
Silicate 150 ppm (150 mg/litre) According to experience, a zinc galvanized coating
in the freshwater cooling system is often very sus-
There should be no sulphide and ammonia content. ceptible to corrosion, which results in heavy for-
Rain water must not be used, as it may be heavily mation of sludge, even if the cooling water is cor-
contaminated. rectly inhibited. The initial descaling with acid will, to
a great extent, remove the galvanized coating. Gen-
It should be noted that softening of water does not erally, therefore, we advise against the use of galva-
reduce its sulphate and chloride contents. nized piping in the freshwater cooling system.

Corrosion Inhibitors The quality of the cooling water is to be checked


regularly, if possible once a week. Basically the
To protect freshwater cooling systems in marine inhibitor concentration, the pH value and the chloride
diesel engines against corrosion, various types of concentration should be in accordance with limits
inhibitors are available. stated by inhibitor manufacturer. For this purpose
the inhibitor manifactures normally supply simple
Generally, only nitrite-borate based inhibitors test kits.
are recommended.
As a general guidance values the pH value should be
A number of the products marketed by major compa- 7-10 measured at 20 C and the chloride concentra-
nies are specified on the enclosed list, together with tion should not exceed 50 ppm (50 mg/litre).
the necessary dosages and admixing procedures.
We recommend that these directions are strictly The water sample for these tests is to be taken from
observed. the circulating system, and not from the expansion
tank or the pipe leading to it.
Treatment of the cooling water with inhibting oils is
not recommended, as such treatment involves the The concentration of inhibitor must under no
risk of oil adhering to the heat transmitting surfaces. circumstances be allowed to fall below that re-
commended by the producer, as this would in-
Chromate inhibitors must not be used in plants crease the risk of corrosion.
08028-0D/H5250/94.08.12

connected to a freshwater generator.


A clear record of all measuring results should be
Evaporated cooling water is to be replaced with kept, so that the actual condition and trend of the
noninhibited water, whereas a loss of water through system may be currently ascertained and evaluated.
leakage must be replaced with inhibited water.
A sudden or gradual increase in the chloride content
When overhauling individual cylinders, a new dos- of the cooling water may be indicative of salt water
age of inhibitor must, if necessary, be added im- leakages. Such leakages are to be traced and repai-
mediately after completing the job. red at the first opportunity.

00.11- ES1
Description
Freshwater System Treatment 504.40
Page 3 (5) Edition 02H

General

A chloride content in the cooling water higher than The cooling water system must not be kept
the 50 ppm specified might, in exceptional cases be under pressure.
tolerated. However, in that case the upper limit
specified by the individual inhibitor supplier must not Check, and repair any leaks.
be exceed.
Drain the system and fill up completely with clean tap
A clear record of all measuring results should be water, in order to flush out any oil or grease from the
kept, so that the actual condition and trend of the tank.
system may be currently ascertained and evaluated.
Circulate the water for 2 hours, and drain again.
A sudden or gradual degrease in pH value, or an
increase of the sulphate content, may indicate ex-
haust gas leakage. The pH value can be increased Descaling with Acid Solution
by adding inhibtor; however, if major quantities are
necessary, the water should be replaced. Fill up with clean tap water and heat to 70-75 C.

Every third month a cooling water sample should be Dissolve the necessary dosage of acid compound in
sent ashore for laboratory analysis, in particular to a clean iron drum with hot water.
ascertain the contents of inhibtor, sulphate, and iron,
as well as the total salinity of the water. Fill the drum half up with water and slowly add the
acid compound, while stirring vigorously. Then fill
the drum up completely with hot water while conti-
Cleaning and Inhibiting Procedure nuing to stir (e.g. using a steam hose).

The engine must not be running during the cleaning Be careful - use protective spectacles and gloves.
procedure, as this may involve the risk of overhea-
ting when draining. For engines which have been treated before the trial
trip, the lowest concentration recommended by the
supplier will normally be sufficient.
Degreasing
For untreated engines, a higher concentration -
Use clean tap water for filling-up. The cooling water depending on the condition of the cooling system -
in the system can be used, if it does not contain will normally be necessary.
inhibitors.
Drain some water from the system and add the acid
Heat the water to 60 C and circulate the water solution via the expansion tank.
continuously.
The cooling water system must not be put under
Drain to lowest water level in expansion tank. pressure.
08028-0D/H5250/94.08.12

Add the amount of degreasing chemical specified by Keep the temperature of the water between 70 C
the supplier, preferably from the suction side of the and 75 C, and circulate it constantly. The duration
freshwater pump. of the treatment will depend on the degree of fouling.
Normally, the shortest time recommended by the
Drain to lowest water level in the expansion tank supplier will be sufficient for engines which are
directly afterwards. treated before the trial trip. For untreated engines, a
longer time must be reckoned with. Check every
Circulate the cleaning chemical for the period speci- hour, for example with pH-paper, that the acid in the
fied by the supplier. solution has not been used up.

00.11- ES1
504.40 Freshwater System Treatment Description
Edition 02H Page 4 (5)

General

A number of descaling preparations contain colour Adding of Inhibitors


indicators which show the state of the acid solution.
If the acid content is exhausted, a new acid solution Fill up the cooling water system with water from the
can be added, in which case, the weakest recom- evaporator to the lowest water level in the expansion
mended concentration should be used. tank.

The solubility of acids in water is often limited. Weight out the quantity of inhibitors specified by the
Therefore if, in exceptional cases, a large amount is supplier and dissolve in a clean iron drum with hot
required, descaling can be carried out in two stages water from the evaporator.
with a new solution of compound and clean water.
Normally the supplier will specify the maximum Add the solution via the expansion tank to the
solubility. system. Then fill up to normal water level with water
from the evaporator.
After completing the descaling, drain the system and
flush with water. Acid residues can be neutralized Allow the engine to run for not less than 24 hours to
with clean tap water containing 10 kg soda per ton of ensure that a stable protection of the cooling surfa-
water. Circulate the mixture for 30 minutes, then ces is formed.
drain and flush the system.
Subsequently, test the cooling water with a test kit
The cooling water system must not be put under (available from the inhibitor supplier) to ensure that
pressure. an adequate inhibitor concentration has been obtai-
ned.
Continue to flush until water used is neutral (pH
approx. 7). This should be checked every week.

The acid content of the system oil is to be checked


directly after the descaling with acid, and again 24
hours afterwards.

08028-0D/H5250/94.08.12

00.11- ES1
Description
Freshwater System Treatment 504.40
Page 5 (5) Edition 02H

General

Nitrite-borate corrosion inhibitors


for cooling water treatment

Maker's minimum
Company Name of Inhibitor Delivery Form Recommended
Dosage*

Castrol Limited Castrol Powder 3 kg/1000 l


Swindon Solvex WT4
Wiltshire, England Castrol Liquid 20 l/1000 l
Solvex WT2

Drew Ameriod DEWT-NC Powder 3.2 kg/1000 l


Marine Liquidewt Liquid 8 l/1000 l
Boonton, N.J./U.S.A Maxiguard Liquid 16 l/1000 l

Houseman Scandinavia Cooltreat 651 Liquid 5 l/1000 l


3660 Stenlse
Denmark Cooltreat 652 Liquid 5 l/1000 l

Nalfleet Marine Chemicals Nalfleet EWT Liq


Northwich, (9-108) Liquid 3 l/1000 l
Cheshire CW8DX, England Nalfleet EWT 9-131C Liquid 10 l/1000 l
Nalfleet EWT 9-111 Liquid 10 l/1000 l
Nalcool 2000 Liquid 10 l/1000 l

Rohm & Haas RD11 DIA PROSIM Powder 3 kg/1000 l


(ex Duolite) RD25 DIA PROSIM Liquid 50 l/1000 l
Paris, France

Unitor Rochem Dieselguard NB Powder 3 kg/1000 l


Marine Chemicals Rocor NB Liquid Liquid 10 l/1000 l
Oslo, Norway

* Initial dosage may be larger

The list is for guidance only and must not be The suppliers are listed in alpabetical order.
08028-0D/H5250/94.08.12

considered complete. We undertake no responsi-


bility for difficulties that might be caused by these or Suitable cleaners can normally be supplied by
other water inhibitos/chemicals. these firms.

00.11- ES1
Your Notes :

08031-0D/H5250/94.09.07
Index
Page 1(1) Cylinder Head 505

L23/30H
Description

Cylinder head -------------------------------------------------------------------------------------505 01 (01H)

Working Card

Dismantling of cylinder head ------------------------------------------------------------------505- 01 .00 (01H)


Inspection of inlet valve, exhaust valve and valve guide ------------------------------ 505- 01 .05 (01H)
Reconditioning of valve spindle seat and valve seat ring ----------------------------- 505- 01 .10 (01H)
Valve rotator -------------------------------------------------------------------------------------- 505- 01 .15 (01H)
Replacement of valve guide ------------------------------------------------------------------ 505- 01 .20 (01H)
Indicator valve ------------------------------------------------------------------------------------505- 01 .26 (01H)
Replacement of sleeve for fuel injector ---------------------------------------------------- 505- 01 .30 (01H)
Replacement of valve seat ring --------------------------------------------------------------505- 01 .35 (01H)
Mounting of cylinder head ---------------------------------------------------------------------505- 01 .40 (01H)
Inspection of cylinder head cooling water space ---------------------------------------- 505- 01 .45 (01H)

Plates

Cylinder head --------------------------------------------------------------------------------------------50501- 01H


Valve spindles and valve gear ---------------------------------------------------------------------- 50502- 01H
Indicator valve -------------------------------------------------------------------------------------------50508- 01H
Cylinder head, top cover ------------------------------------------------------------------------------50510- 01H

STX Engine
Your Notes :

08031-0D/H5250/94.09.07
Description
Cylinder Head 505.01
Page 1 (1)
Edition 01H

L23/30H

Cylinder Head Inlet and Exhaust Valves

The individual cast-iron cylinder heads, one for each The inlet and exhaust valve spindles are identical and
cylinder unit, are equipped with a centrally situated therefore interchangeable.
fuel injection valve, two inlet valves, two exhaust
valves and one indicator cock. The valve spindles are made of heat-resistant material.
Hard metal is welded on to the valve spindle seats.
The head has a thick, bore-cooled flame plate for
satisfactory control of mechanical and thermal loads The valve spindles are fitted with valve rotators which
and stress. turn the spindles a little each time the valves open.

The cylinder head is attached by means of 4 nuts and The cylinder head is equipped with replaceable seat
4 studs screwed into deep bosses in the engine frame rings for inlet and exhaust valves.
top plate. The nuts are tightened by means of hydraulic
tools. The seating surfaces are hardened in order to minimize
wear and prevent dent marks, on the inlet seat by
induction hardening, on the exhaust seat by hard
metal armouring.
08028-0D/H5250/94.08.12

95.50 - ES0U-G
Your Notes :

08031-0D/H5250/94.09.07
Working Card
Dismantling of Cylinder Head 505-01.00
Page 1 (2) Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note


Shut-off starting air
Shut-off cooling water 52021 011 Oil injector,
Shut-off fuel oil 52021 011 (Complete)
Shut-off cooling oil 52021 501 4 pieces
Stopped lub. oil circul. 52021 513 1 piece
52021 155
52005 014
52021 251 Hydraulic tools
Description:

Dismantling of cylinder head for inspection and/or


overhaul.

Hand tools:

Starting position: Ring and open-end spanner, 17 mm.


Ring and open-end spanner, 19 mm.
Cooling water has been drained from engine. Ring and open-end spanner, 27 mm.
Allen key, 8 mm.

Related procedure:

Dismounting of piston and connecting


rod 506-01.00
Dismounting and inspection of inlet valve,
exhaust valve and valve guide 505-01.05
Dismantling, overhaul and test
pressure of fuel oil valve 514-01.10

Manpower:
Replacement and wearing parts:
08028-0D/H5250/94.08.12

Working time : 1 hour


Capacity : 2 men Plate no Item no Qty/

Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

95.50 - ES0S
505-01.00 Working Card
Edition 01H
Dismantling of Cylinder Head Page 2 (2)

L23/30H

Draining of cooling water, disconnection of pipes


etc.

1) Open the drain cock and vent cock for cooling


water.

2) Take off the top cover.

3) Take off the front cover which gives access to


the injection pump.

4) Disconnect the fuel oil high-pressure pipe.

5) Disconnect the rocker arm lubricating oil pipe.

6) Remove the thermometer attachment branch


(cooling water outlet pipe).
Fig 2
7) Remove the exhaust pipe flange screws.

8) Remove the cylinder head nuts, see Fig 1, Mounting of Lifting Tool with the Fuel Injection
by means of hydraulic jacks. See working card 520- Valve is Removed from the Cylinder Head.
01.05.
12)Mount the two-distance pieces to the studs.

13)Mount the lifting tool by means of the two nuts. See


Fig 3.

Fig 1
08028-0D/H5250/94.08.12

Mounting of Lifting Tool while the Fuel Injection


Valve is Placed in the Cylinder Head.

9) Disconnect the two nuts which is holding down


the fuel injection valve. Fig 3

10) Remove the two distance pieces.


14)Attach the hook to the lifting tool and lift the
11)Mount the lifting tool by means of the two nuts. See cylinder head away.
Fig 2.

95.50 - ES0S
Working Card 505-01.05
Page 1 (3) Inspection of Inlet Valve, Exhaust Valve and Valve Guide Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no. Item no. Note.


Shut-off starting air
Shut-off cooling water 52005 014
Shut-off fuel oil 52005 051
Shut-off cooling oil 52005 254/301 Extra tools
Stopped lub. oil circul. 52005 553

Description:

Dismounting of inlet and exhaust valve, inspec-


tion of valve guide and mounting of inlet and
exhaust valve. Hand tools:

Ring and open-end spanner, 24 mm.


Small screwdriver.
Starting position: Measuring tools.

Cylinder head, dismantled from


engine 505-01.00

Related procedure:

Reconditioning of valve spindle seat


and valve seat ring 505-01.10
Valve rotator 505-01.15
Replacement of valve guide 505-01.20
Replacement of valve seat ring 505-01.35
Mounting of cylinder head 505-01.45

Manpower: Replacement and wearing parts:


08028-0D/H5250/94.08.12

Working time : 1 hour Plate no Item no Qty/


Capacity : 1 man
60501 363 4/cyl.
Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

95.50 - ES0S
505-01.05 Inspection of Inlet Valve, Exhaust Valve and Valve Guide Working Card
Edition 01H Page 2 (3)

L23/30H

Dismantling of Inlet and Exhaust Valve Spindles

1) Land and fasten the cylinder head upon the


special work table and remove the lifting tool.

Or as an Alternative:

Land the cylinder head on the floor upon wooden


supports and remove the lifting tool.

2) Mount the supporting devices for the valve


spindle heads on the work table.

Or as an alternative:
Fig 2.
Place wooden blocks under the valve spindle heads.
table and take out the valve spindle.
3) Turn back the rocker arm and remove the
spring-loaded valve bridge over the valve spindles. 11) Repeat point 4 - 10 to remove the two other
valve spindles.

Inspection of Valves/Valve Seats


A
A slight grinding of valve/valve seat can be carried out
by means of the handle as shown, see fig 3.
B
If the valve seat is heavily burnt or scarred, it should
be ground using the valve seat grinder, see working
card 505-01.10.

Inspection of Valve Guide

Fig 1.

4) Mount the tool for mounting af valves, see fig 2.

5) Compress the valve springs by tightening nut


A, see fig 1.
08028-0D/H5250/94.08.12

6) Remove the cone rings, see fig 2.

7) Release the springs again.

8) Remove nut A and traverse B, see fig 1.

9) Remove valve rotator and springs. Fig 3.

10) Remove the supporting devices under the work

95.50 - ES0S
Working Card
Page 3 (3) Inspection of Inlet Valve, Exhaust Valve and Valve Guide 505-01.05
Edition 01H

L23/30H

Too much clearance between valve spindle and


spindle guide may cause:
Max inner diameter,
- increased lub. oil consumption. see page 500.35.
- fouling up of the spindle guide and thus give the
risk of a sticking valve spindle.

Too much clearance also means insufficient guid-


ance of the valve spindle, and thus bad alignment
between spindle head and valve seat ring.

In connection with overhaul of the cylinder head, the


valve spindle guides should be cleaned, inspected
and measured for wear.

If the inner diameter of the valve spindle guide


exceeds the tolerance, see page 500.35, the valve
spindle guide must be replaced. See working card
505-01.20.

Mounting of Valve Spindle

12) For mounting of valve spindle follow the


Fig 4.
instructions in point 4 - 10 in reversed order.
08028-0D/H5250/94.08.12

95.50 - ES0S
Your Notes :

08031-0D/H5250/94.09.07
Working Card Reconditioning of Valve Spindle Seat 505-01.10
Page 1 (3)
and Valve Seat Ring Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note


Shut-off starting air
Shut-off cooling water 52005 408 Grinding machine
Shut-off fuel oil for valve spindle.
Shut-off cooling oil 52005 350 Grinding machine
Stopped lub. oil circul. for valve seat ring
(extra tools).

Description:

Reconditioning of valve spindle seat and valve


seat ring, with special grinding machine.
Hand tools:

All the hand tools and new stones are included in


the tools box for grinding machine.
Starting position:

Valve spindle has been removed 505-01.05

Related procedure:

Mounting of valve spindle 505-01.05

Manpower: Replacement and wearing parts:


08028-0D/H5250/94.08.12

Working time : 6 hours Plate no Item no Qty/


Capacity : 1 man

Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

95.50 - ES0S
505-01.10 Reconditioning of Valve Spindle Seat Working Card
Edition 01H and Valve Seat Ring Page 2 (3)

L23/30H

Reconditioning of Valve Seat Ring However, when the seat "S" has been ground to such
an extent that the recess "R" disappears, see fig 1,
Reconditioning of valve seat rings by machining is the valve seat ring has to be scrapped and a new one
carried out by means of a grinding machine, the pilot must be installed, see working card 505-01.35
spindle of which is to be mounted in the valve spindle
guide. For operation of the grinding machine, see
separate instructions. Reconditioning of Valve Spindle

Reconditioning by machining is carried out with the


Grinding of Valve Seats valve spindle being rotated in a turning lathe and a
special grinding machine mounted on the tool post of
Grinding of valve seat rings should be carried out the turning latch.
according to the following sequence:

1) Grind the seating surface with a feed at an Grinding of Valve Spindle


angle "A" of 30 0,10.
0.
For operation of the grinding machine, see separated
2) Continue the grinding until a clean and uniform instructions.
surface condition has been obtained.
1) Grind the seating surface with a feed at an angel
3) Carry out the final grinding with a feed in the "A" of 30 0.
direction inside and outwards. Normally, the best 0,25.
surface quality is obtained this way. 2) Continue the grinding until a clean and uniform
surface condition has been obtained.

3) Check the height "H"1 after completing the


grinding, see fig 2.
"A" 30 0,10
0

"R" "H"1 has as a minimum to be as indicated on page


500.35.
"S"

If measured to be less, the spindle has to be scrap-


ped.

4) After assembling the valves, check - on account


08028-0D/H5250/94.08.12

Fig 1. Valve Seat Ring

"H"1
Scrapping of Valve Seat Rings
0
"A" 30 0,25
Normally, the valve seat ring can be reconditioned
several times.

Fig 2. Valve Spindle

95.50 - ES0S
Working Card Reconditioning of Valve Spindle Seat 505-01.10
Page 3 (3)
and Valve Seat Ring Edition 01H

L23/30H

of the valve motion - that distance "H"2 between the


upper edge of the cylinder head and the upper edge of
the valve spindle, see fig 3, does not exceed the
maximum value, see page 500.35.

"H"2

Fig 3.
08028-0D/H5250/94.08.12

95.50 - ES0S
Your Notes :

08031-0D/H5250/94.09.07
Working Card
Valve Rotator 505-01.15
Page 1 (2) Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note


Shut-off starting air
Shut-off cooling water 52005 051
Shut-off fuel oil
Shut-off cooling oil
Stopped lub. oil circul.

Description:

Dismantling, inspection and mounting of valve


rotator. Hand tools:

Small screwdriver.
Ring and open-end spanner 24 mm.

Starting position:

Valve spindle has been removed 505-01.05

Related procedure:

Mounting of valve spindles 505-01.05

Manpower: Replacement and wearing parts:


08028-0D/H5250/94.08.12

Working time : 1/2 hour Plate no Item no Qty/


Capacity : 1 man

Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

95.50 - ES0S
5 05-01.15 Valve Rotator Working Card
Edition 01H Page 2 (2)

L23/30H

Inspection of Rotocap Note! Having assembled the valve rotator in dry


condition it should be placed in clean lubricating oil
Dirt especially in the ball pockets due to residues in for a short period of time.
the oil (abrasives, combustion products), can cause
the individual parts to become stuck, and hinders the
movement of the balls.

Rotocap valve rotators need no servicing under


normal operating conditions.

Rotator performance is satisfactory when the valve


rotates visibly and evenly.

Dismantling of Rotocap

See working card 505-01.05, point 3 to 9. Fig 1.

Overhaul of Rotator Mounting of Rotocap

1) Clean the valve rotator. See working card 505-01.05, point 3 to 9, opposite
direction.
2) Inspect for wear and ball impressions.

3) Remove the retaining ring and disassemble


the individual parts.

4) Replace parts showing wear grooves or de-


pressions formed by the balls.

5) Insert the balls and the tangential springs.

Note! All balls on the inclined races of the ball


pockets must point in the same direction, see fig. 1.

The inner ring of the spring washer should rest on the


retainer body.
08028-0D/H5250/94.08.12

95.50 - ESOS
Working Card
Replacement of Valve Guide 505-01.20
Page 1 (2) Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note


Shut-off starting air
Shut-off cooling water
Shut-off fuel oil
Shut-off cooling oil
Stopped lub. oil circul.

Description:

Dismantling and mounting of valve guide for inlet


and exhaust valve. Hand tools:

Hammer.
Nitrogen (N2), or similar.
Mandrel for knocking out the valve guide.
Starting position:

Valve spindle has been removed 505-01.05

Related procedure:

Mounting of valve spindles 505-01.05

Manpower: Replacement and wearing parts:


08028-0D/H5250/94.08.12

Working time : 3/4 hour Plate no. Item no. Qty/


Capacity : 1 man
50501 363 4/cyl
Data: 50501 218 4/cyl

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

95.50 - ES0S
505-01.20 Replacement of Valve Guide
Working Card
Edition 05H Page 2 (2)

L23/30H

When to Replace the Valve Guide 4) Before mounting - cool down the new valve
guide to approx. -70C with nitrogen or similar.
If the clearance exceeds the max. limit, see page
500.35, the valve guide must be replaced. 5) Insert the valve guide into the bore.

6) Knock slightly with the mandrel and a hammer.


Dismounting of Valve Guide Note! The shoulder of the valve guide must bear
against the cylinder head, by knocking slightly with
1) Knock the valve guide out from the bottom of the mandrel and a hammer.
the cylinder head, by means of a mandrel, which has
a shoulder turning that fits into the valve guide, see
fig 1.

Valve seat ring

Mandrel

Fig 2.

7) Before mounting of the valve spindle insert a


Valve guide
new O-ring in the valve guide.
08028-0D/H5250/94.08.12

Correct mounting can easily be done by the use of


two valve spindles as mounting tool, one spindle to
Fig 1. be used as support and the other spindle to be used
for pushing the O-ring downwards.

2) Clean the bore of the cylinder head carefully. Screw-drivers or other sharp tools should never be
used for this purpose.
3) Inspect for marks that can prevent mounting
of new valve guide. 8) For mounting of valve spindle, see working
card 505-01.05.

95.50 - ESOS
Working Card
Indicator Valve 505-01.26
Page 1 (2) Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate No Item No Note


Shut-off starting air
Shut-off cooling water
Shut-off fuel oil
Shut-off cooling oil
Stopped lub. oil circul.

Description: Hand tools:

Dismounting, inspection and mounting of indicator Ring and open-end spanner 10 mm


valve. Ring and open-end spanner 27 mm
Steel brush
Copaslip

Starting position:

Related procedure:

Man power: Replacement and wearing parts:

Working time : 1/2 hour Plate No Item No Qty./


Capacity : 1 man
50508 037 1/Cyl.

Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

95.50 - ES0S-G
505-01.26 Indicator Valve Working Card
Edition 01H Page 2 (2)

L23/30H

Maintenance

Under normal working conditions the indicator valve


requires very little maintenance except inspection in
connection with the normal cylinder cover overhaul.

Inspection of the Indicator Valve

1. Disassemble the indicator valve.

2. Check the valve seat and the cone for "burning


through".

If the valve seat in the housing is "burned", the entire


valve is to be replaced.
1. Indicator valve, complete
3. Clean and lubricate all components before 2. Connecting piece
remounting.

4. Ensure that the spindle is in "OPEN" position


when assembling the valve. Fig 1 Indicator valve.

NOTE: Otherwise, cone and seat may be damaged.

95.50 - ES0S-G
Working Card
Replacement of Sleeve for Fuel Injector 505-01.30
Page 1 (2) Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate No Item No Note


Shut-off starting air
Shut-off cooling water
Shut-off fuel oil
Shut-off cooling oil
Stopped lub. oil circul.

Description:

Dismounting, inspection and mounting of sleeve


for fuel injector. Hand tools:

Brass mandrel.
Hammer.
Lub. oil.
Starting position: Two small screw-drivers.
Loctite 572.
The cylinder head has been dis-
mounted from engine 505-01.00
The fuel injector has been removed 514-01.10

Related procedure:

Mounting of fuel valve 514-01.10

Man power: Replacement and wearing parts:

Working time : 1 hour Plate No Item No Qty/


Capacity : 1 man
50501 039 1/cyl.
Data: 50501 040 1/cyl.
50501 052 1/cyl.
Data for pressure and tolerance (Page 500.35)
Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

96.19 - ES0S
505-01.30 Replacement of Sleeve for Fuel Injector Working Card
Edition 01H Page 2 (2)

L23/30H

Dismounting of Sleeve for Fuel Injector 4) Coat the sealing ring zone in the bore with
grease or lub. oil.
1) Remove the snap ring by means of two screw-
drivers.

2) The sleeve can now be driven out of the bore by


Snap ring
use of a brass mandrel and a hammer.
O-ring
Sleeve
Loctite 572

Brass mandrel

Fig 2.

5) Install new sealing rings on the sleeve.

6) Coat the sealing surfaces on the sleeve with


Fig 1. loctite 572.

7) Insert the sleeve in the bore.


Inspection of Bore in Cylinder Head and Mounting
of the Sleeve: 8) Mount the snap ring.

3) Clean and inspect the bore in the cylinder head.


Any marks which could prevent mounting of the
sleeve, should be gently smoothed.

96.19 - ES0S
Working Card
Replacement of Valve Seat Ring 505-01.35
Page 1 (4)
Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note


Shut-off starting air
Shut-off cooling water 52021 011
Shut-off fuel oil 52021 501 1 piece
Shut-off cooling oil 52005 457 Extra tools
Stopped lub. oil circul. 52005 504 Extra tools
52021 466 1 piece

Description:

Replacement of valve seat ring for inlet and


exhaust valve.

Starting position:

Inlet and exhaust valves have been Hand tools:


removed 505-01.05
Ring and open-end spanner, 36 mm
Hammer.
Loctite, 572.
Lub. oil.
Related procedure:

Mounting of valve spindles 6505-01.05

Man power: Replacement and wearing parts:


08028-0D/H5250/94.08.12

Working time : 1 1/2 hours Plate no Item no Qty. /


Capacity : 1 man
50501 351 4/cyl.
Data: 50501 064 2/cyl.
50501 076 2/cyl.
Data for pressure and tolerance (Page 500.35)
Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

05.02 - ES0
505-01.35 Replacement of Valve Seat Ring Working Card
Page 2 (4)
Edition 01H

L23/30H

Dismounting of Valve Seat Rings Dismounting of a Valve Seat Ring is Carried out
According to the Following Procedure
When reconditioning of a valve seat ring no longer is
possible due to dimensions exceeding the scrapping 1) By means of the guide pin (7) the guide disc (5)
criteria, the seat ring has to be replaced. is led vertically through the valve seat ring. Then the
guide disc (5) is lifted with the guide pin (7) until the
Dismounting of a valve seat ring is carried out by latter is guided by the valve seat ring. The stud (1) is
means of a special extractor tool set comprising the then screwed in until it rests in the valve guide.
components, see fig 1.

08028-0D/H5250/94.08.12

1 Stud 6 Eye screw Fig 2.


2 Collar nut hexagon 7 Guide pin
3 Guide disc 8 Valve guide
4 Disc 9 Hydraulic jack
5 Guide disc 10 Valve seat ring 2) The guide disc (3) is positioned so that it bears
against the bottom of the cylinder head, and the
hydraulic jack is clamped with the disc (4) and the
Fig 1. collar nut hexagon (2), see fig 1. The hydraulic jack
is the one used for main bearing caps.

05.02 - ESO
Working Card
Replacement of Valve Seat Ring 505-01.35
Page 3 (4) Edition 01H

L23/30H

3) By pumping up the pack, see working card 3) To facilitate mounting the valve seat ring is it
520-01.05 for the use of hydraulic tools, the valve cooled down, however, a min. of -25C otherwise,
seat is pressed out max. 6 mm, and the pressure is the o-ring can be damaged.
released again. The collar nut hexagon is tightened
and the operation is continued until the valve seat 4) Place the o-ring on the valve seat ring and coat
ring can be removed. with oil/loctite as shown in fig 4, just before positioning
it in the bore.

Mounting of Valve Seat Rings

1) Prior to mounting of a new valve seat ring, the


bore must be cleaned thoroughly and inspected for Coat with
marks. Marks that can hinder mounting of the valve loctite 572
seat ring must be removed.
Valve seat ring

2) Tools for mounting of valve seat rings are


shown in fig 3. O-ring
Coat with oil

Fig 4.

5) The valve seat ring is positioned in the bore,


the handle with stud is inserted as shown in fig 5, and
1 the washer with screw is screwed tight.

2
08028-0D/H5250/94.08.12

1 Handle 2 Stud

Fig 3. Fig 5.

05.02 - ES0
505-01.35 Replacement of Valve Seat Ring Working Card
Edition 01H Page 4 (4)

L23/30H

6) By knocking on the handle and at the same


time tightening the nut (4), the valve seat ring slides
in place in the bore and it is felt on the knocks when
it bears in the bore.

7) Prior to mounting of the valve spindle the valve


seat ring must be ground, to ensure correct centering
af the valve guide and the valve seat ring. This can
be done according to working card 505-01.05 or 505-
01.10.

08028-0D/H5250/94.08.12

05.02 - ESO
Working Card
Mounting of Cylinder Head 505-01.40
Page 1 (2) Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note


Shut-off starting air
Shut-off cooling water 52021 011
Shut-off fuel oil 52021 501 4 Pieces
Shut-off cooling oil 52021 155
Stopped lub. oil circul. 52005 014
52010 011
52021 251

Description:

Mounting of cylinder head after inspection and/or


overhaul.

Hand tools:

Ring and open-end spanner, 14 mm.


Starting position: Ring and open-end spanner, 17 mm.
Ring and open-end spanner, 24 mm.
Cylinder head is completely Lub. oil and copaslip.
assembled 505-01.05 to 505-01.35
Valve gear of respective cylinder is in right posi-
tion (valve closed)
Control of the surface on the
cylinder liner 506-01.45

Related procedure:

Adjustment of valve clearance 508-01.10

Manpower: Replacement and wearing parts:


08028-0D/H5250/94.08.12

Working time : 1 1/2 hour Plate no Item no Qty/


Capacity : 2 men
50501 338 2/cyl
Data: 50510 075 1/cyl
50610 079 8/cyl
Data for pressure and tolerance (Page 500.35) 51202 024 2/cyl
Data for torque moment (Page 500.40) 51625 097 1/cyl
Declaration of weight (Page 500.45) 51625 132 1/cyl

95.50 - ES0S
505-01.40 Mounting of Cylinder Head Working Card
Edition 01H Page 2 (2)

L23/30H

Check to be Done before Lifting Place the spacer ring around the nuts with the slot in
such a position that the tommy bar can be used.
1) Check the jointing surfaces of the cylinder
head/cylinder liner to see that they are clean and Tighten the hydraulic jacks and make sure that the
without damage marks, see working card 506-01.45. cylinder of the jacks bears firmly against the spacer
Fit new O-rings on the water passage, lubricate the O- ring. Tighten up all the nuts, see page 500.40. For
rings with a little oil. using the hydraulic tools, see working card 520-01.05.

2) Check all contact faces on the cylinder head 7) If new studs or nuts have been fitted, the nuts
and nuts, including threads, and make sure that these
are level and smooth and absolutely free from foreign
particles.

Mounting of Cylinder Head

3) Attach the lifting tool, see fig 1, to the cylinder


head that has been made ready for installation, and
position it carefully on the cylinder liner.

Fig 2.

must be tightened and loosened three times, in order


to compensate for deformation of the thread and in
order to ensure a safe minimum load of the studs
through the tightening.

Adjustment of Valve Clearance

Fig 1. 8) Adjust the valve clearance, see working card


508-01.10.

Tightening of Cylinder Head Nuts 9) Fit the pipes for fuel oil, lub. oil, cooling water
and the flange for exhaust pipe.
08028-0D/H5250/94.08.12

4) Make sure that the nuts run easily on the


threads and that they bear on their entire contact
surfaces. Before Starting

5) Coat threads and contact faces with copaslip 10) Prior to starting up check for leakages. After
before fitting the nuts. starting up check for leakages and oil flow.

6) Screw nuts onto the studs and tighten lightly 11) Mount the cover for rocker arm and the front
with the tommy bar. cover for fuel pump.

95.50 - ES0S
Working Card
Inspection of Cylinder Head Cooling Water Space 505-01.45
Page 1 (2) Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note


Shut-off starting air
Shut-off cooling water
Shut-off fuel oil
Shut-off cooling oil
Stopped lub. oil circul.

Description:

Inspection of cylinder head cooling water space.


Hand tools:

Steel brush

Starting position:

The cylinder head dismantled


from engine 505-01.00

Related procedure:

Manpower: Replacement and wearing parts:

Working time : hour Plate no Item no Qty/


Capacity : 1 man

Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

95.50 - ES0S
505-01.45 Inspection of Cylinder Head Cooling Water Space
Working Card
Edition 01H Page 2 (2)

L23/30H

Inspection of Cylinder Head Cool. Water Space

1) Inspect the cooling water inlet at the bottom and


the cooling water outlet at the top of the cylinder head,
see fig 1.

2) Remove all possible deposits.

3) Pour water into the cooling water outlet and


make sure that water is coming out of all the cooling
water inlet bores at the bottom of the cylinder head.

4) If necessary, clean the cooling water inlet and


outlet by means of a steel brush. Flush the cooling
water space after cleaning.

5) Should the cylinder head cooling water space,


contrary to expectation, be blocked with deposits,
please contact MAN B&W Diesel, Holeby for further
instructions.
Fig 1. Cylinder Head

95.50 - ES0S
Plate
50501-01H Cylinder Head Page 2 (2)

L23/30H
Item Item
No. Qty. Designation Benvnelse No. Qty. Designation Benvnelse

015 1/C Cylinder head Cylinderdksel


as plate 50501 som plate 50501

039 1/C Sleeve Foring

040 1/C O-ring O-ring

052 1/C Snap ring Lsering

064 2/C Valve seat ring, Ventilsdering,


(inlet) (indstrmning)

076 2/C Valve seat ring, Ventilsdering,


(exhaust) (udstdning)

111 2/C Plug screw Propskrue

123 2/C Sealing ring Ttningsring

135 8/C Plug screw Propskrue

147 8/C Sealing ring Ttningsring

159 2/C Spring pin Fjederstift

160 1/C Water guide jacket Klekappe

172 4/C Screw Skrue

184 8/C O-ring O-ring

196 4/C Cooling water con- Klevandsovergang


nection

218 4/C Valve Guide Ventilstyr

231 2/C Stud Tap

243 2/C Distance pipe Afstandsstykke

255 2/C Nut Mtrik

267 2/C Stud Tap

279 2/C Nut Mtrik

280 1/C Spring pin Fjederstift

292 3/C Stud Tap

302 2/C Thrust piece Trykstykke

338 2/C O-ring O-ring


08028-0D/H5250/94.08.12

351 4/C O-ring O-ring

363 4/C O-ring O-ring

When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50.

* = Only available as part of a spare parts kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder

98.34 - ES0S
Plate
Page 1 (2) Cylinder Head 50501-01H

L23/30H

302
363
255 052
218
243 039 279

231 040 267

292
280
135

147

015

159

111

123 351
351
076
064

338
08028-0D/H5250/94.08.12

160

172

184
196
184

98.34 - ES0S
Plate
Page 1 (2) Valve Spindles and Valve Gear 50502-01H

L23/30H

573
249 237 095
286 262
See plate
50501

453
178 441

095 129 262


201 010
345
357 095 298
130 130
262 083
022 071
286 117
034
117
105 465 046
105
262 465
573
477 477
441 298
453 489 489

490 490

See plate
50501

524/536
548
08028-0D/H5250/94.08.12

585

512

512

98.34 - ES0S
Plate
50502-01H Valve Spindles and Valve Gear Page 2 (2)

L23/30H
Item Item
no. Qty. Designation Benvnelse no. Qty. Designation Benvnelse

010 2/C Valve bridge, compl. Ventilbro, komplet 490 4/C Outer spring Udvendig fjeder
incl. item 022, 034, 046, inkl. item 022, 034, 046,
071, 083, 095, 105, 117, 071, 083, 095, 105, 117, 512 4/C Valve spindle, inlet Ventilspindel, inds.
129 and 130 129 og 130 and outlet og uds.

022 2/C Valve bridge Ventilbro 524 28/C Spring Fjeder

034 2/C Spring Fjeder 536 28/C Ball Kugle

046 2/C Ball guide Kuglestyr 548 4/C Spring washer Fjederskive

071 2/C Thrust piece Trykstykke 573 2/C Bearing bush Lejebsning

083 2/C Thrust screw Trykskrue 585 4/C Retainer ring Lsering

095 4/C Nut Mtrik

105 4/C Thrust piece Trykstykke

117 4/C Circlip Fjederring

129 2/C Thrust piece Trykstykke

130 4/C Spring pin Fjederstift

178 1/C Rocker arm Buk for vippearm


bracket

201 1/C Plug Prop

237 1/C Rocker arm, exhaust, Vippearm udst, komplet


compl. incl. item 095, inkl. item 095, 249, 262,
249, 262, 286, 298, 585 286, 298, 585

249 1/C Rocker arm, exhaust Vippearm, udstdning

262 4/C Plug Prop

286 2/C Thrust piece Trykstrykke

298 2/C Thrust screw Trykskrue

345 1/C Rocker arm inlet, Vippearm inds., komp-


complete incl. item let inkl. item 095, 249,
095, 249, 262, 286, 298, 262, 286, 298, 585
585

357 1/C Rocker arm, inlet Vippearm, indsugning

441 2/C Disc Skive

453 2/C Securing ring Sikringsring


08028-0D/H5250/94.08.12

465 4/C Conical ring in 2/2 Konisk ring 2/2

477 4/C Rotocap, compl. Rotationsgiver, kompl.

489 4/C Inner spring Indvendig fjeder

When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50.

* = Only available as part of a spare parts kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
Qty./ = Qty./Individual Antal/I = Antal/Individuelt

98.34 - ES0S
Plate
Page 1 (2) Indicator Valve 50508-01H

L23/30H

049

037

013

025
08028-0D/H5250/94.08.12

95.50 - ES0S
Plate
50508-01H Indicator Valve Page 2 (2)

L23/30H
Item Item
No. Qty. Designation Benvnelse No. Qty. Designation Benvnelse

013 1/C Connecting piece Forbindelsesstykke

025 3/C Gasket Gasket

037 1/C Gasket Gasket

049 1/C Indicator valve Indikatorventil

08028-0D/H5250/94.08.12

When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50.

* = Only available as part of a spare parts kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder

95.50 - ES0S
Plate
Page 1 (2) Cylinder Head, Top Cover 50510-01H

L23/30H

087

099

063

075 110

051

038

122

014

026
08028-0D/H5250/94.08.12

94.22 - ES0S
Plate
50510-01H Cylinder Head, Top Cover Page 2 (2)

L23/30H
Item Item
No. Qty. Designation Benvnelse No. Qty. Designation Benvnelse

014 1/C Coaming Karm

026 1/C Gasket Pakning

038 13/C Screw Skrue

051 4/C Spring pin Fjederstift

063 1/C Top cover Topdksel

075 1/C Gasket Pakning

087 3/C Handle Hndtag

099 3/C O-ring O-ring

110 3/C Nut Mtrik

122 13/C Washer Skive

08028-0D/H5250/94.08.12

When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50.

* = Only available as part of a spare parts kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder

94.22 - ES0S
Index
Page 1(1) Piston, Connecting Rod and Cylinder Liner 506

L23/30H
Description

Piston, connecting rod and cylinder liner -------------------------------------------------- 506. 01 (01H)

Working Card

Dismounting of piston and connecting rod ------------------------------------------------ 506- 01 .00 (01H)


Separation of piston and connecting rod -------------------------------------------------- 506- 01 .05 (01H)
Piston -----------------------------------------------------------------------------------------------506- 01 .10 (01H)
Connecting rod -----------------------------------------------------------------------------------506- 01 .15 (01H)
Criteria for replacement of connecting rod big-end and main bearing shells -----506- 01 .16 (01H)
Mounting of piston and connecting rod ---------------------------------------------------- 506- 01 .20 (01H)
Hydraulic tightening of connecting rod screws -------------------------------------------506- 01 .25 (04H)
In-situ inspection of connecting rod big-end bearing ----------------------------------- 506- 01 .30 (01H)
Inspection and honing of cylinder liner -----------------------------------------------------506- 01 .35 (01H)
Replacement of cylinder liner ---------------------------------------------------------------- 506- 01 .40 (01H)
Grinding of seal face on cylinder liner and cylinder head ----------------------------- 506- 01 .45 (01H)
Dismounting of piston and cylinder liner at low overhaul height ---------------------506- 01 .50 (01H)

Plates

Piston and connecting rod (hydraulic tightened) ------------------------------------------------50601- 06H


Cylinder liner ---------------------------------------------------------------------------------------------50610- 02H

STX Engine
Your Notes :

08031-0D/H5250/94.09.07
Description
Piston, Connecting Rod and Cylinder Liner 506.01
Page 1 (1)
Edition 01H

L23/30H

Piston Connecting Rod

The piston, which is oil-cooled and of the monobloc The connecting rod is die-forged. The big-end has an
type made of nodular cast iron, is equipped with 3 inclined joint in order to facilitate the piston and
compression rings and 1 scraper ring. connecting rod assembly to be withdrawn up through
the cylinder liner. The joint faces on the connecting
By use of a combination of compression rings with rod and the bearing cap are serrated to ensure precise
different barrel-shaped profiles and chrome-plated location and to prevent relative movement of the
running surface on all rings, the piston ring pack is parts.
optimized for maximum sealing effect and minimum
wear rate. The big-end bearing is of the trimetal type, i.e. steel
shells lined with tin-aluminium or lead-bronze coated
The piston has a cooling oil space close to the piston with a running layer. Designed as plain type or
crown and the piston ring zone. The heat transport, rillentype. The bearing shells are of the precision type
and thus the cooling effect are based on the shaker and are therefore to be fitted without scraping or any
effect arising during the piston movement. Oil from other kind of adaption.
the engine's lubricating oil system is used as cooling
oil. The small-end bearing is of the trimetal type and is
pressed into the connecting rod.
The piston is provided with a turned edge at the top
due to the flame ring mounted in the cylinder liner.
Cylinder Liner

Piston Pin The cylinder liner is made of fine-grained, pearlite cast


iron and is fitted in a bore in the engine frame.
The piston pin is fully floating which means that it can Replaceable cast iron sealing rings are fitted between
turn freely in the pin bosses of the piston as well as the liner and the cylinder head and between the liner
in the connecting rod bush. The piston pin is turned in and the frame. The liner is clamped by the cylinder
place upwords in axial direction by two circlips (seeger head and is guided by a bore at the bottom of the
rings). cooling water space of the engine frame. The liner can
thus expand freely downwards, when heated during
the running of the engine. Sealing for the cooling water
is obtained by means of silicone rubber rings which
are fitted in grooves machined in the liner.

The cylinder liner is of the socalled "stepped cylinder"


type, provided with flame ring inserted in the top of the
liner.
08028-0D/H5250/94.08.12

96.19 - ES0U
Your Notes :

08031-0D/H5250/94.09.07
Working Card
Dismounting of Piston and Connecting Rod 506-01.00
Page 1 (3) Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note


Shut-off starting air
Shut-off cooling water 52006 021
Shut-off fuel oil 52006 033
Shut-off cooling oil 52006 094 2 pieces
Stopped lub. oil circul. 52006 224
52006 273 80-360 Nm
52010 011

Description: Tool combination for dismounting of connecting rod


screw, see working card 520-01.20.
Dismounting of piston and connecting rod as-
sembly, for inspection and/or overhaul.

Starting position: Hand tools:

Cylinder head has been dismounted Threaded pin M12.


from engine 505-01.00 Open-end spanner 24 mm.
Crankcase open. Wire.
Scraper or similar.
Small adjustable spanner.
Related procedure:

Separation of piston and connecting


rod 506-01.05
Inspection and honing of cylinder
liner 506-01.35

Manpower: Replacement and wearing parts:


08028-0D/H5250/94.08.12

Working time : 1 hour Plate no Item no Qty/


Capacity : 2 men

Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

96.20 - ES0S
506-01.00 Dismounting of Piston and Connecting Rod Working Card
Edition 01H Page 2 (3)

L23/30H

Preparations before Dismounting 2) Remove the gangway, if any installed, in order


to improve the access conditions.
1) Clean the upper part of the cylinder. If not, the
piston may get stuck during removal in the carbon 3) Turn the crankshaft to bring the crank throw
deposited in this area. concerned into a position of approx. 50 degrees
before TDC.
a) Turn the piston to the buttom.
This position is identifiable by the connecting rod
b) Place a used piston ring on top of the piston. shaft being very close to the cylinder liner shirt, see
fig. 1.
c) Mount the tube (for holding down the cylinder
liner during the piston withdrawal) on one of the 4) Clean the threaded hole in the piston top, and
cylinder head studs, screw on the nut and tighten it mount the eye screw.
slightly.
5) Mount the tube (for holding down the cylinder
d) Turn the piston in top, in order to push the flame liner during the piston withdrawal) on one of the
ring out of the cylinder by means of the piston ring. cylinder head studs, screw on the nut and tighten it
slightly.
Info: It is the used piston ring which pushes the flame
ring out of the cylinder. 6) Attach a wire rope to the eye bolt by means of
a shackle, hook the wire on to a tackle and pull the wire
rope tight.

Note! If minor adjustments of the crank throw position


appear necessary for access to the connecting rod
screws, the wire rope must be slackened before
turning of the crankshaft and tightened up again in the
new crank throw position.

08028-0D/H5250/94.08.12

Fig 1. Mounting of tools (placing). Fig 2. Removal of bearing cap.

96.20 - ES0S
Working Card
Dismounting of Piston and Connecting Rod 506-01.00
Page 3 (3) Edition 01H

L23/30H

Fig 3. Removal of upper big-end bearing shell.

Dismounting of Bearing Cap

7) Unload the connecting rod screws and unscrew


one of the upper screws.

8) Mount the guide pin for the bearing cap in one


of the threaded holes and fit a screwdriver or similar
in the hole in the guide pin, and unscrew the screws.
Fig 4. Lift of piston and connecting rod assembly.
Note! The purpose of the guide pin is to prevent any
damage of crank journal, joint faces or bearing sur-
face to occur during dismounting of the bearing cap,
and to facilitate easy handling when removing the Dismounting of Upper Big-end Bearing Shell
bearing cap from the crankcase.
11)Pull the piston and connecting rod assembly
9) Remove the screwdriver from the guide pin, and upwards and remove the upper big-end bearing shell,
dismount the bearing cap by sliding it along the guide see fig 3.
pin, see fig 2.
12) Lift the piston and connecting rod assembly up
10) Remove the guide pin from the connecting rod. through the cylinder liner and out of the engine, see fig
08028-0D/H5250/94.08.12

4.

96.20 - ES0S
Your Notes :

08031-0D/H5250/94.09.07
Working Card
Separation of Piston and Connecting Rod 506-01.05
Page 1 (2) Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note


Shut-off starting air
Shut-off cooling water 52006 021
Shut-off fuel oil 52006 033
Shut-off cooling oil 52006 200
Stopped lub. oil circul.

Description:

Separation of piston and connecting rod for


inspection or/and overhaul.
Assembly of piston and connecting rod after
inspection or/and overhaul.

Starting position: Hand tools:

Piston and connecting rod are dismounted Open-end spanner, 24 mm.


from engine 506-01.00 Wooden wedge, 2 pieces.
Wooden support.
Wire.

Related procedure:

Inspection or/and overhaul of piston 506-01.10


Inspection or/and overhaul of
connecting rod 506-01.15
Inspection of connecting rod
big-end bearing 506-01.16

Manpower: Replacement and wearing parts:


08028-0D/H5250/94.08.12

Working time : 1/4 hour Plate no Item no Qty/


Capacity : 1 man

Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

95.50 - ES0S
506-01.05 Separation of Piston and Connecting Rod Working Card
Edition 01H Page 2 (2)

L23/30H

Landing of Piston and Connecting Rod


6) Take out the securing ring, (seeger circlips),
1) Land the piston and connecting rod carefully on push out the piston pin and lift the connecting rod
wooden supports to prevent damage of piston and away.
scraper ring, see fig 1.

Assembly of Piston and Connecting Rod

7) For assembly of piston and connecting rod, see


point 1-6 in reversed order.

8) Lubricate the piston pin before assembling.

Fig 1. Landing of Piston and Connecting Rod.

2) The bearing cap should be mounted with the


screws tightened only by hand, in order to protect the
serrated joint faces during handling of the assembly,
see fig 1.

3) Remove the shackle and eye screw from the


piston crown, see fig 1.

4) Place the piston and connecting rod assembly


in upright position resting on the top face of the piston
crown, see fig 2.

Note: Wooden wedges should be used to prevent the


connecting rod from swinging out and thus impact the
piston skirt during the lifting into upright position.

5) Place a wire around the big-end of the connec-


ting rod. Attach a tackle and tighten the wire rope, see
Fig 2. Removal of Connecting Rod and Piston Pin.
fig 2.
08028-0D/H5250/94.08.12

Separation of Piston and Connecting Rod

95.50 - ES0S
Working Card
Piston 506-01.10
Page 1 (4) Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note


Shut-off starting air
Shut-off cooling water 52006 141
Shut-off fuel oil 52006 153
Shut-off cooling oil 52006 165
Stopped lub. oil circul.

Description: Hand tools:

Cleaning and inspection of piston. Control of Tools for cleaning of piston, steel brush,
piston ring, scraper ring and ring grooves. scraper etc.

Starting position:

Piston has been dismantled from


connecting rod 506-01.05

Related procedure:

Mounting of piston and


connecting rod 506-01.20

Manpower: Replacement and wearing parts:


08028-0d/H5250/94.08.12

Working time : 1/2 hour Plate no Item no Qty/


Capacity : 1 man

Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

95.50 - ES0S
506-01.10 Piston
Working Card
Edition 01H Page 2 (4)

L23/30H
Removal of Piston Ring Inspection of Piston

For removal of piston rings, which are to be used 1) Remove the piston and scraper rings.
again, and for all mounting of rings, only the special
ring opener which prevents local over stressing of 2) Clean and examine the piston rings to determine
the rings should be used. if reuse is acceptable, see page 3.

Straps to expand the ring gap or tools working on the 3) Clean the piston on the outside and on the
same principle must not be used, as this would result inside.
in permanent deformation which might cause blow-
by or broken rings. 4) Inspect the piston ring and scraper ring grooves
for wear, see page 3.

08028-0d/H5250/94.08.12

95.50 - ES0S
Working Card
Piston 506-01.10
Page 3 (4) Edition 01H

L23/30H
The piston has to be scrapped if:
Piston and oil New ring
Ring grooves.
scraper ring. grooves.
Max. wear limit.
Nominal size. Tolerances.
A) The wear limit on the testing mandrel is
exceeded, see fig 1A
Piston ring New +0.14
4.0 mm 4.43 mm
1 4.0 mm +0.12
or
Piston ring New +0.11
B) The clearance between the new piston/scraper 4.0 mm 4.43 mm
2 4.0 mm +0.09
ring and ring groove is exceeded, see fig 1B.
Piston ring New +0.11
4.0 mm 4.43 mm
3 4.0 mm +0.09
Note! At each piston overhaul:
- The piston and scraper ring must be New +0.10
Scraper ring 7.0 mm 7.43 mm
exchanged. 7.0 mm +0.08

- The cylinder liner must be honed according Table 1. Nominal size, new ring groove tolerance and wear
to the instructions. limit for ring grooves.

A) Testing Mandrel for Ring Grooves B) Clearance Ring/Groove

If the wear limit (2 mm mark) on the testing


mandrel is exceeded, the specified max. wear
limits are exceeded, and the piston must be
scrapped.

0.45 mm

Wear limit line.

Maximum vertical clearance


between new piston ring/scraper
ring and ring groove: 0.45 mm.

The handle is marked


with the nominal size.
08028-0d/H5250/94.08.12

Fig 1. Wear limits for ring grooves.

95.50 - ES0S
506-01.10 Working Card
Edition 01H
Piston Page 4 (4)

L23/30H

Position of Piston and Scraper Rings

Piston Ring No 1:
marked with ident.
No "top 881500-3"
or "0946".

Piston Ring No 2:
marked with ident.
No "top 881502-7"
or "0947".

Piston Ring No 3:
marked with ident.
No "top 881501-5"
or "0945".

Scraper ring:
marked with ident.
No "top 881503-9"
or "0120".

Marking of Piston and Scraper Rings


08028-0d/H5250/94.08.12

Marking

Identification marks to face upwards against the piston crown when mounted.

Note! The marking may include other figures than mentioned above, for instance trade mark and
production codes.

95.50 - ES0S
Working Card
Connecting Rod 506-01.15
Page 1 (4) Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note


Shut-off starting air
Shut-off cooling water 52006 273 80-360 Nm
Shut-off fuel oil 52006 618 225-250 Nm
Shut-off cooling oil
Stopped lub. oil circul.

Description:

Cleaning, inspection and test measurement of


connecting rod.

Hand tools:

Starting position: Inside micrometer (195 mm).


Feeler gauge 0.15 - 0.20 mm.
Connecting rod has been
dismantled from piston 506-01.05

Related procedure:

Mounting of piston and


connecting rod 506-01.20

Manpower: Replacement and wearing parts:


08028-0D/H5250/94.08.12

Working time : 1/2 hour Plate no Item no Qty /


Capacity : 1 man

Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

95.50 - ES0S
506-01.15 Connecting Rod Working Card
Edition 01H Page 2 (4)

L23/30H

Cleaning of Connecting Rod Measurement of Big-end Bore

1. Clean all machined surfaces on the connecting For check of ovalness the bearing cap has to be
rod. mounted onto the big-end bore without bearing shells.

2. Degrease the serrated joint faces, tapped holes Note !! The ident. No on the connecting rod and the
and connecting rod screws with a volatile solvent and bearing cap must always be the same, see fig 3.
blow dry with working air.
8. Mount the bearing cap onto the connecting rod

Visual Inspection of Serrated Faces

3. Inspect the serrated joint faces.

Damages, in the form of visible wear marks and


pittings or even cracks, may be in the serration due to
relative movements between the surfaces.

Wear marks and cracks are visible, but not perceptible


with a fingernail. Pittings and impact marks are both
visible and perceptible.

Note!! Handle the connecting rod with care. In case of


damaged serration caused by improper handling, the
bearing cap can no longer be tightened to the connecting
rod without ovalness of the big-end bore.

4. Register observed damages in the scheme


"Connecting Rod Inspection" for historic use only.
See page 4.
Fig. 1. Point of measurement

5. Carefully smooth single raised spots in the


serration caused by pitting and impact marks with a by means of the connecting rod screws.
filesmall.
9. Tighten the screws with the prescribed torque,
see working card 506-01.25.
Inspection of Connecting Rod Screws
10. Measure five different diameters in the middle
6. Inspect the connecting rod screws for seizures of the boring, see fig 1.
in the threads and pittings on the contact surfaces of
the screwheads. 11. Register the measurements in the scheme
"Connecting Rod Inspection". See page 4.
08028-0D/H5250/94.08.12

7. Turn the connecting rod screws into bottom


position in the threaded screw holes by hand. 12. Calculate the maximum ovalness as the diffe-
rence between biggest and smallest diameter
If screws Then measured.

have seizures in Renew the screws 13. Check if maximum ovalness is exceeded, see
threads or pittings on page 500.35.
contact surface

cannot be turned into Renew the screws


bottom position by hand If Then

95.50 - ES0S
Working Card
Connecting Rod 506-01.15
Page 3 (4) Edition 01H

L23/30H

0.125 mm and therefore the connecting rod is rejected.


maximum ovalness is Renew the complete
exceeded connecting rod, screws
and bearing shells. Inspection of Connecting Rod Bush

maximum ovalness is Reuse the connecting rod 1. Inspect the surface of the piston pin and the
not exceeded connecting rod bush.

2. Measure the clearance between the piston pin


Example of Measurement Results and bush.

3. Check if max clearance is exceeded, see page


Connecting Rod Inspection for L23/30H
500.35.

Cylinder no. 1 2 If the specified clearance is exceeded, contact MAN


Connecting rod ident no.
Running hours for connecting rod B&W Diesel A/S, Holeby for replacement.
A - 0,5 - 3,0
0,01 mm
1/100 mm B - 2,0 - 7,0
C - 1,5 - 5,0
Nominal D + 5,0 + 5,5
diameter
195 mm E + 3,0 + 3,5 Inspection of Bearing Shells for Big-end
Ovalness: Diff. between min./max. 7,0 12,5
Condition of serration Serration OK Serration OK Serration OK

Tightening for measurement see


instruction.
Criteria for replacement of connecting rod big-end
Wear Wear Wear
bearing, see working card 506-01.16.
Cracks Cracks Cracks

Corrosion/ Corrosion/ Corrosion/


Pitting Pitting Pitting

Serration
Impact mark Impact mark Impact mark
A B
C

Remarks: Remarks: Remarks:


D
to be to be
+
++ ++
E reused rejected
+

Connecting rod
Ident no.

Note ! The ident no. on the con-


necting rod and on the bearing
cap, must always be the same.

Fig 2. "Connecting Rod Inspection".

The example, see fig 2, shows measurements and


damage observations for two connecting rods on the
scheme "Connecting Rod Inspection" (in case the
08028-0D/H5250/94.08.12

Connecting rod
specified maximum ovalness is exceeded, contact Ident No
MAN B&W Diesel A/S, Holeby for overhaul).

For connecting rod No 1 the maximum ovalness is


0.07 mm and thus reuse is acceptable.
Fig 3.
For connecting rod No 2 the maximum ovalness is

95.50 - ES0S
506-01.15 Connecting Rod Working Card
Edition 01H Page 4 (4)

L23/30H

08028-0D/H5250/94.08.12

95.50 - ES0S
Working Card
Mounting of Piston and Connecting Rod 506-01.20
Page 1 (4) Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note


Shut-off starting air
Shut-off cooling water 52006 021
Shut-off fuel oil 52006 033
Shut-off cooling oil 52006 116
Stopped lub. oil circul. 52006 141
52006 224

Description:

Mounting of piston and connecting rod assembly,


after overhaul and/or inspection.

Starting position: Hand tools:

Piston mounted on the connecting rod, crank- Open-end spanner 24 mm.


shaft turned in the right position and the cylinder Clean lubricating oil.
liner is OK, see working card 506-01.35.

Related procedure:

Tightening of connecting rod screws 506-01.25


Mounting of cylinder head 505-01.40

Manpower: Replacement and wearing parts:


08028-0D/H5250/94.08.12

Working time : 1 1/2 hours Plate no Item no Qty/


Capacity : 2 men
50601 093 1/cyl
Data: 50601 103 1/cyl
50601 115 1/cyl
Data for pressure and tolerance (Page 500.35) 50601 127 1/cyl
Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

95.50 - ES0S
506-01.20 Mounting of Piston and Connecting Rod Working Card
Edition 01H Page 2 (4)

L23/30H

Mounting of Tools Note: A crank throw position of approx 50 degrees


before TDC will ensure this and also be suitable for the
1) Mount the lifting device comprising eye screw, further mounting procedure.
shackle and wire rope on the piston.

2) Lift up the piston and connecting rod and mount Mounting of Big-end Bearing
the piston and scraper rings, see point 14, and
working card 506-01.10. 6) Lower the piston further down, lubricate the
ends of the bearing shells (as in fig. 2) with copaslip,
3) Remove the backstop for cylinder liner and molycote pasta or similar and mount the upper shell
place the piston guide ring on top of the cylinder liner, of the big-end bearing.
see fig 1.

Fig 1.
Fig 2.

Lowering of Piston and Connecting Rod


7) Coat the crank journal with clean lubricating oil.
08028-0D/H5250/94.08.12

4) When the piston approaches the guide ring,


stop the lowering, coat guide ring, piston, piston rings 8) Lower the piston and connecting rod slowly into
and scraper ring, with clean lubricating oil in order to correct landing on the journal.
minimize friction during the subsequent lowering of
the assembly. During this the connecting rod must be guided by hand
to ensure correct approach and landing on the journal,
5) Make sure that the crank throw is in a position see fig 3.
allowing the connecting rod to go clear of both crank
journal and cylinder liner skirt during further lowering.

95.50 - ES0S
Working Card 506-01.20
Page 3 (4) Mounting of Piston and Connecting Rod Edition 01H

L23/30H

Note: The ident. No. on the connecting rod and on the


bearing cap must always be the same, see fig 4.

10) Lubricate threads and contact face of the


connecting rod screws with copaslip, molycote pasta
or similar.

11) Mount the screws and tighten them slightly


using an open end spanner.

12) Slacken the tackle and dismount the eye screw/


shackle from the piston.

Fig 3.

Mounting of Bearing Cap

9) Mount the bearing cap with inserted lower shell


of the big-end bearing, using the guide pin, see fig 4.

Fig 5.

Tightening of Connecting Rod Screws

13) Tighten the screws according to "Tightening


Procedure for Connecting Rod Screws", see working
08028-0D/H5250/94.08.12

card 506-01.25.

Fitting of Piston and Scraper Rings

14) Piston rings should only be removed from and


fitted to the piston by the use of a special tool, the
Con. Rod - Ident No. socalled piston ring opener.

Fig 4.

95.50 - ES0S
506-01.20 Working Card
Edition 01H
Mounting of Piston and Connecting Rod Page 4 (4)

L23/30H

If the rings are opened further than necessary there is Before fitting the coil spring loaded scraper ring, the
a risk of overstressing, which means that rings will coil spring is dismantled from the ring by removal of
become permanently distorted and will not confirm to the joint pin. The coil spring is placed and assembled
the inner running surface of the cylinder. in the ring groove. Then the scraper ring is fitted in the
groove in such a way that the ring joint is approxima-
The piston rings should be installed with the identifi- tely 180 offset to the spring joint.
cation mark, which is stamped into the ring close to
the ring joints, facing upwords, see working card 506- Ascertain correct assembling by checking the back
01.10 "Piston". clearance.The back clearance is sufficient when the
face of the ring is below the groove edge when the ring
is pressed against the bottom of the groove.

When installed on the piston the rings should be


Joint pin for pushed back and forth in the grooves to make sure
coil spring Joint coil spring to be
placed opposite to ring joint that they can move freely. It is also advisable to insert
a feeler gauge of adequate thickness between ring
and groove.

Adequate clearance is present so the feeler gauge


can be moved all the way round.
Ring joint
To prevent gas leakage through coinciding ring joints
the piston rings should be turned into positions offset-
ting the ring joint 180 to each other.
Fig 6.

08028-0D/H5250/94.08.12

95.50 - ES0S
Working Card
Hydraulic Tightening of Connecting Rod Screws 506-01.25
Page 1 (2) Edition 04H

L23/30H

Safety Precautions: Special Tools:

Stopped engine Plate No Item No Note


Shut-off starting air
Shut-off cooling water 52021
Shut-off fuel oil
Shut-off cooling oil
Stopped lub. oil circul.

Description:

Tightening procedure for connecting rod screws.


Check of connecting rod screws, tightening con- Hand Tools:
dition.

Starting Position:

Piston, connecting rod, bearing shells and bearing


cap preassembled. 506-01.20

Related Procedure:

Man Power: Replacement and Wearing Parts:


08028-0D/H5250/94.08.12

Working time : 1/2 Hour Plate No Item No Qty./


Capacity : 2 men

Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

00.28 -ES0
506-01.25 Hydraulic Tightening of Connecting Rod Screws Working Card
Edition 04H Edition 2 (2)

L23/30H

1) Screw the studs pos. 3 down by hand into the


connecting rod body pos. 1.

2) Fit the upper part of the connecting rod pos. 2


and hold it with nuts pos. 4.

Note. Remember to fit the bearing shells (unless the


mounting is carried out for finish-machining).

3) Screw the studs to the bottom. Check the


distance 81 from surface of upper part pos. 2 to the
end of the studs pos. 3 and hand-tighten the nuts pos.
4.

4) Mount the hydraulic jacks pos. 5.

Note. Turn the thrust piece of the jack so that the


slots for the ball handle pos. 6 are unloaded when
pressurizing the jack.

5) Connect the jacks to the hydraulic system/


pumpby using the angle piece pos. 7.

6) Load the studs with the hydraulic pressure and


tighten the nuts with the ball handle pos. 6

7) Relieve the tool pressure.

8) Re-apply the tool pressure.

9) Tighten the nuts again.

Note. Item 8 and 9 are carried out in order to


eleminate any harmful stresses.

10) If any clearance is still visible and the nut can


be turned, then repeat item 7, 8 and 9.
Fig. 1 Hydraulic tightening of connecting rod.
11) The pressure to be relieved and the tool to be
dismantled.
08028-0D/H5250/94.08.12

00.28 - ES0
Working Card
In-situ Inspection of Connecting Rod Big-end Bearing 506-01.30
Page 1 (3) Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note


Shut-off starting air
Shut-off cooling water 52006 070
Shut-off fuel oil 52006 224
Shut-off cooling oil 52006 273 80-360 Nm
Stopped lub. oil circul.
Tool combination for tightening of connecting
rod screw, see working card 520-01.20.

Description:

In-situ inspection and/or replacement of connec-


ting rod big-end bearing, dismounting and moun-
ting. Hand tools:

Open-end spanner 24 mm.

Starting position:

Fuel injection valve dismounted, 514-01.10


Crankcase open.
Top cover for cylinder head removed.

Related procedure:

Inspection of connecting rod


big-end bearing 506-01.16
Tightening and check of connecting
rod screws 506-01.25

Replacement and wearing parts:


Manpower:
08028-0D/H5250/94.08.12

Plate no Item no Qty/


Working time : 1 1/2 hours
Capacity : 1 man

Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

96.30 - ES0S
506-01.30 In-situ Inspection of Connecting Rod Big-end Bearing Working Card
Edition 01H Page 2 (3)

L23/30H

Turning the Piston in Correct Position

1) Turn the crankshaft into a position allowing the


connecting rod to be losened.

2) Turn the crankshaft in a position allowing the


connecting rod bearing cap to be dismounted, see fig
1.

Fig 1. Fig 2.

Dismounting of Bearing Cap 7) Lift the piston/connecting rod from the bearing
journal.
3) Remove the fuel injector.
Note: the piston/connecting rod should be lifted
4) Insert the long-eye bolt and screw it into the further then, just to allow dismounting of the upper
thread hole in the piston, see fig 2. bearing shell, see fig 2.
08028-0D/H5250/94.08.12

5) Tighten it slightly by means of a tackle, see fig


2. Inspection of Bearing Shells

8) Inspect the bearing shells, see working card


Removal of Bearing Shells 506-01.16.

6) Dismount the bearing cap and bearing shell.


For use of guide pin, see working card 506-01.00.

96.30 - ES0S
Working Card
In-situ Inspection of Connecting Rod Big-end Bearing 506-01.30
Page 3 (3) Edition 01H

L23/30H

11) Ascertain that the crank throw concerned is in


a position of approx 50 degrees before TDC.

12) Coat the journal with clean lubricating oil and


lower the piston and connecting rod assembly slowly
into correct landing on the journal.

While lowering the connecting rod, it must be guided


by hand to ensure a correct approach and landing on
the journal, see fig 4.

13) Lubricate the ends of the bearing shells (as in


fig 2) with copaslip, molycote or simular.

Mounting of Bearing Cap

14) Mount the bearing cap with inserted lower big-


end bearing shell, using the guide pin.

15) Lubricate threads and contact face of the


connecting rod screws with copaslip or similar.

16) Mount the screws and tighten them slightly


using an open-end spanner.
Fig 3.

17) Slacken the tackle and dismount the eye screw


from the piston crown.
Cleaning of Components before Mounting.

9) Clean all components, see working card 506- Tightening of Connecting Rod Screws
01.20.
18) Tighten the screws according to "Tightening
Procedure for Connecting Rod Screw", see working
Mounting of Upper Bearing Shells card 506-01.25.

10) The bearing shell is placed in the bore, the


contact surfaces of the shells to be in parallel to the
contact surface of the connecting rod and the bearing
cap respectively.
08028-0D/H5250/94.08.12

96.30 - ES0S
Your Notes :

08031-0D/H5250/94.09.07
Working Card
Inspection and Honing of Cylinder Liner 506-01.35
Page 1 (4) Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note


Shut-off starting air
Shut-off cooling water 52006 488
Shut-off fuel oil 52006 511
Shut-off cooling oil 52006 606 275-300 mm
Stopped lub. oil circul.

Description:

Inspection and honing of cylinder liner with ho-ning


brush.
Hand tools:

Drilling machine 60-180 rpm.


Honing oil.
Starting position: Gas oil.

Piston and connecting rod is


removed 506-01.00

Related procedure:

Mounting of piston and


connecting rod 506-01.20
Replacement of cylinder liner 506-01.40
Grinding of seal face on cylinder
head and cylinder liner 506-01.45

Manpower: Replacement and wearing parts:


08028-0D/H5250/94.08.12

Working time : 1/2 hour Plate no Item no Qty/


Capacity : 1 man

Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

96.04 - ES0S
506-01.35 Inspection and Honing of Cylinder Liner Working Card
Edition 01H Page 2 (4)

L23/30H

Measurement of Cylinder Diameter Prior to honing, deposits of coke and possible wear
edges in the top of the liner must be removed by
While the piston is removed from the cylinder, the scraping.
latter is measured to record the wear. The measure-
ments are taken by means of an inside micrometer, If the cylinder is of the flame ring type, the used flame
with measuring points at TDC-position for uppermost ring has to be cleaned in water. Subsequently, the
piston ring, halfway down and at the bottom of the flame ring is remounted in the cylinder before carrying
cylinder liner, see fig 1 and page 4. out the honing process.

Note: After the honing process has taken place the


used flame ring is discarded. A new flame ring is
always mounted in the cylinder when replacing a
piston ring.

80-160 rpm.

Fig 1.

The measurements should normally be taken in


transverse as well as in longitudinal direction.

When measuring, take care that the measuring tool


has the approximately same temperature as the liner.
When the wear of a cylinder liner exceeds the value
indicated on page 500.35, i.e. when it becomes too
08028-0D/H5250/94.08.12

troublesome to maintain satisfactory service condit-


ions, the cylinder liner in question should be exchanged.

Fig 2.
Honing the Cylinder Liner

The renovation can be made either with dismantled The honing is made by means of a flex-honer with
liner in the workshop or with liner mounted in the fineness grains 80-120. A revolution speed between
engine frame and by the use of the belonging funnel. 80 and 160 rpm is chosen.

96.04 - ES0S
Working Card
Inspection and Honing of Cylinder Liner 506-01.35
page 3 (4) Edition 01H

L23/30H

In order to achieve the required angle between the


honing grooves, see fig 2, the vertical speed is
adjusted to about 1 m/sec. which corresponds to
about 2 sec. for one double movement (the flex- honer
is led from below up and down in 2 sec.)

The procedure is to be continued until the cylinder wall 60


is covered by honing grooves and the surface has a
slight matt appearance without any signs of glaze.

During the honing it is important to lubricate freely with


honing oil or cutting oil.

After the honing, the liner is carefully cleaned with gas Fig 3.
oil. Make sure that all abrasive particles have been
removed.
08028-0D/H5250/94.08.12

96.04 - ES0S
08028-0D/H5250/94.08.12

96.04 - ES0S
Working Card
Page 4 (4)

Engine type Report No.


Measurement of Cylinder Liner Engine No. Encl. No.
Running hours Insp. date
Plant Fuel Sign.
Cyl. No. 1 2 3 4 5 6 7 8
Cyl.liner ident.No.
Running hours
Inspection and Honing of Cylinder Liner

L A
e
n B
g
t C
h
63

w
A i
s
194

e
C A
r
362

B
B o
s C
s
w
i
s
e
C Liner
temp.
C
Remarks...
506-01.35

L23/30H
Edition 01H
Working Card
Replacement of Cylinder Liner 506-01.40
Page 1 (2) Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note


Shut-off starting air
Shut-off cooling water 52006 452
Shut-off fuel oil
Shut-off cooling oil
Stopped lub. oil circul.

Description:

Replacement of cylinder liner.


Hand tools:

Adjustable spanner.
Starting position:

Cylinder head and piston/connecting rod dis-


mantled,working card 505-01.00 and 506-01.00.

Related procedure:

Mounting of piston and


connecting rod 506-01.20
Grinding of seal face on cylinder
head and cylinder liner 506-01.45

Manpower:
Replacement and wearing parts:
Working time : 11/2 hours
08028-0D/H5250/94.08.12

Capacity : 2 men Plate no Item no Qty/

Data: 50610 079 8/cyl


50610 031 1/cyl
Data for pressure and tolerance (Page 500.35) 50610 043 2/cyl
Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45) See also plate 50610.

96.27 - ES0S
506-01.40 Replacement of Cylinder Liner Working Card
Edition 01H Page 2 (2)

L23/30H

Dismounting of Cylinder Liner

1) Prior to mounting of the lifting tool and dis-


mounting from the frame, it must be ensured that the
liner and frame have been marked to match, for the
sake of a possible remounting of the liner, see fig 1.

Hole for charging air

Fig 2.

Hole for roller guide house Mounting of Cylinder Liner

Marking scratch frame 6) Check that the sealing surfaces on engine


frame, cylinder liner, and sealing rings are perfectly
Marking scratch liner clean.

7) Mount the lifting tool, attach a tackle hook to


Fig 1. the eye nut or to the wire in the cross bar and lift the
liner.
2) Mount the lifting tool as shown, see fig 2.
8) Check that the O-ring grooves are clean. Mount
the O-rings and lubricate with a little oil.
3) Turn the lifting eye nut to pull out the liner until
the upper edge of the liner lie aligned against the
9) Lower the cylinder liner carefully into the en-
copper protecting pieces of the cross bar.
gine frame.
4) Attach a tackle hook to the eye nut or the wire
When the first O-ring touches the sealing face, align
and the cross bar, and lift the liner out from the
the liner so that the scratch mark on the liner flange
08028-0D/H5250/94.08.12

engine frame and put it down onto wooden supports.


points to the scratch mark on the frame as illustrated.
5) Clean all parts and inspect for damage and
10) Mount the piston/connecting rod and cylinder
wear according to the description. For measurement
head according to working card 506-01.20 and 505-
of cylinder liner, see working card 506-01.35.
01.40.

96.27 - ES0S
Working Card Grinding of Seal Face on 506-01.45
Page 1 (2) Cylinder Liner and Cylinder Head Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no. Item no. Note.


Shut-off starting air
Shut-off cooling water 52005 205
Shut-off fuel oil
Shut-off cooling oil
Stopped lub. oil circul.

Description:

Grinding of seal face on cylinder liner and cylinder


head by hand with grinding tools and grinding Hand tools:
pasta.
Grinding pasta.

Starting position:

Cylinder head has been removed


from the engine 505-01.00
Cooling water guide jacket removed.

Related procedure:

Mounting of cylinder head 505-01.40

Man power: Replacement and wearing parts:

Working time : 1 hour Plate no. Item no. Qty. /


Capacity : 1 man
50610 031 1/cyl.
Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

95.50 - ES0S-G
506-01.45 Grinding of Seal Face on Working Card
Edition 01H Cylinder Liner and Cylinder Head Page 2 (2)

L23/30H

Note! The grinding tool is used for both grinding the


groove in the liner flange (1) and the sealing surface
on the cylinder head (2), see Fig 1.

Fig 3.
Fig 1.

3) After grinding, remove all traces of abrasives


Grinding and grinding compound.

1) Loosen the sealing ring in liner flange and take 4) When having ground the contact faces, it must
it out. be observed that the gap between cylinder head and
liner is no less than 0.5 mm, i.e. the difference
2) Face-grind the sealing grooves in the cylinder between measurements y and z must not be less than
liner flange, see Fig 2, and the sealing surface on the 0.5 mm, see Fig 4.
cylinder head, see Fig 3, with the use of grinding pasta
and the grinding tool.

y - z = min. 0.5 mm
Fig 2.

To do so, move the tool back and forth and lift it out
from time to time to allow the grinding compound to Fig 4.
distribute evenly.

95.50 - ES0S-G
Working Card Dismantling of Piston and Cylinder Liner 506-01.50
Page 1 (2)
at Low Overhaul Heights Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note


Shut-off starting air
Shut-off cooling water 52050
Shut-off fuel oil 52006 057
Shut-off cooling oil 52006 094 2 pieces
Stopped lub. oil circul. 52006 224
52006 285
52010 011 If necessary

Description: Tool combination for dismounting of connecting


rod screw, 520-01.20
Dismounting of piston, connecting rod and cylin-
der liner for inspection and/or overhaul.

Starting position: Hand tools:

Cylinder head has been dismounting from the Inside micrometer (195 mm).
engine. Feeler gauge 0.15 - 0.20 mm.
Crankcase open.

Related procedure:

Separation of piston and connecting rod.


Inspection and honing of cylinder liner.

Manpower: Replacement and wearing parts:


08028-0D/H5250/94.08.12

Working time : 2 hours Plate no Item no Qty /


Capacity : 2 men

Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

95.50 - ES0S-G
506-01.50 Dismantling of Piston and Cylinder Liner Working Card
Edition 01H at Low Overhaul Heights Page 2 (2)

L23/30H

Dismantling of Piston at Low Overhaul Heights Dismantling of Cylinder Liner at Low Overhaul
Heights
1) Lift up the piston and the connecting rod through
the cylinder liner until the piston is clear of the liner. 1) Mount the normal lifting tool for cylinder liners.

2) Mount the collar on the connecting rod, see 2) Carefully pull the cylinder liner half-way out of
plate 52050, item no 045. the frame.

3) Place the piston with the collar on the cylinder 3) Mount a special lifting tool for cylinder liners at
liner. low overhaul heights, see plate 52050, item no 033.

4) Mount pull-lifts on the collar. 4) Attach pull-lifts on the lifting tool for the cylinder
liner, see plate 52050, item no 033.
If Then
5) Take out the liner over the camshaft side.
the overhaul height is dismount the piston from
too low to pull out piston the connecting rod, re-
and connecting rod in move the piston and pull
one piece. out the connecting rod by
the pull-lifts.

the overhaul height is remove the piston and


sufficient to pull out the connecting rod by means
piston and the connect- of the pull-lifts.
ing rod in one piece.

08028-0D/H5250/94.08.12

95.50 - ES0S-G
Plate
Page 1 (2) Piston and Connecting Rod (Hydraulic Tightened) 50601-06H

L23/30H
900 RPM
08028-0D/H5250/94.08.12

00.27 - ES0
Plate
50601-06H Piston and Connecting Rod (Hydraulic Tightened) Page 2 (2)

L23/30H
900 RPM
Item Item
No. Qty. Designation Benvnelse No. Qty. Designation Benvnelse

019 1/C Piston pin incl. Stempelpind inkl.


item No 020 pos. nr. 020

020* 4/C Socket screw Kraterskrue

032 2/C Retaining ring Sikringsring

044* 1/C Plug screw Propskrue

056 1/C Bush for Plejlstangs-


connecting rod bsning

068 1/C Connecting rod Plejlstang inkl.


incl. item Nos pos. nr.
044, 056, 140, 152 044, 056, 140, 152
and 164 og 164

081 1/C Piston Stempel

093 1/C Piston ring Stempelring

103 1/C Piston ring Stempelring

115 1/C Piston ring Stempelring

127 1/C Oil scraper ring Olieskrabering

139 1/C Connecting rod Plejlstangs-


bearing 2/2 leje 2/2

140* 1/C Plug screw Propskrue

152 2/C Connecting rod Plejlstangs-


stud bolt

164 2/C Nut Mtrik

08028-0D/H5250/94.08.12

When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50.

* = Only available as part of a spare parts kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder

00.27 - ES0
Plate
Page 1 (2) Cylinder Liner 50610-02H

L23/30H
900 RPM
08028-0D/H5250/94.08.12

97.05 - ES0S
Plate
50610-02H Cylinder Liner Page 2 (2)

L23/30H
900 RPM
Item Item
No. Qty. Designation Benvnelse No. Qty. Designation Benvnelse

018 1/C Cylinder liner Cylinderforing

031 1/C Sealing ring Ttningsring

043 2/C O-ring O-ring

092 1/C Flame ring Flammering

08028-0D/H5250/94.08.12

When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50.

* = Only available as part of a spare parts kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder

97.05 - ES0S
Index
Page 1(1) Camshaft and Camshaft Drive 507

L23/30H
Description

Camshaft and Camshaft Drive --------------------------------------------------------------- 507. 01 (01H)

Working Card

Check of Camshaft and Camshaft Drive -------------------------------------------------- 507- 01 .00 (01H)


Inspection and Replacement of Camshaft Bearing -------------------------------------507- 01 .05 (01H)
Adjustment of Camshaft ----------------------------------------------------------------------- 507- 01 .20 (01H)

Plates

Intermediate wheel -------------------------------------------------------------------------------------50701- 01H


Camshaft and Camshaft Bearing -------------------------------------------------------------------50705- 07H

STX Engine
Your Notes :

08031-0D/H5250/94.09.07
Description
Camshaft and Camshaft Drive 507.01
Page 1 (1)
Edition 01H

L23/30H

General The lubricating oil pipes for the gear wheels are
equipped with nozzles which are adjusted to apply the
The camshaft which controls the actuation of inlet oil at the points where the gear wheels are in mesh.
valves, exhaust valves and fuel injection pumps is The position of the nozzles is determined by direction
driven by a gear wheel on the crankshaft through an of rotation of the engine.
intermediate wheel, and rotated by a speed which is
half of that of the crankshaft, see fig. 1.

The camshaft is located in a high level housing in the Engine seen from aft - fly wheel end
engine frame.
The camshaft runs in replaceable, identical, steel-
backed bronze bushings fitted into borings of the
transverse girders in the housing.

The camshaft is built-up of sections, one for each


cylinder unit. Each section is equipped with fixed
cams for operation of fuel injection pump, air inlet
valve and exhaust valve. The sections are assem-
bled by bolting of the ample dimensioned and pre-
cision made flange connections, which also act as
bearing journals.

Except for the foremost and the aftmost ones, the


sections are identical and therefore interchangeable.
The foremost section is equipped with a clutch for
driving the fuel oil feed pump (if mounted). The gear
wheel for driving the camshaft as well as a gear wheel
connection of governor are screwed on the aftmost
section. Clockwise rotation direction

Fig. 1. Intermediate wheel


08028-0D/H5250/94.08.12

94.26 - ES0S
Your Notes :

08031-0D/H5250/94.09.07
Working Card
Check of Camshaft and Camshaft Drive 507-01.00
Page 1 (2) Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note.


Shut-off starting air
Shut-off cooling water 52006 261 20 - 120 Nm.
Shut-off fuel oil
Shut-off cooling oil
Stopped lub. oil circul.

Description:

Checking of gear wheels, bolted connections and


lubricating system. Hand tools:

Allen key, 12 mm.


Ring and open end spanner, 19 mm.
Socket spanner, 19 mm.
Starting position:

Related procedure:

Replacement and wearing parts:

Man power: Plate no Item no Qty./


08028-0D/H5250/94.08.12

Working time : 3 Hours 50705 099 10/eng.


Capacity : 1 man 50705 146 6/eng.
50705 195 1/eng.
Data: 50705 183 2/eng.
50705 205 2/eng.
Data for pressure and tolerance (Page 500.35) 51106 237 1/cyl.
Data for torque moment (Page 500.40) 51106 058 1/cyl.
Declaration of weight (Page 500.45) 51106 693

97.06 - ES0U-G
507-01.00 Check of Camshaft and Camshaft Drive Working Card
Edition 01H Page 2 (2)

L23/30H

1) Dismount the covers which give access to the 3) Examine all lubricating oil spray pipe nozzles.
gear wheels, camshaft and crankcase.
4) Start the electrical lubricating oil pump and
Examine all gear wheels for cracks, wear and defor- check the oil flow everywhere. Be particularly careful
mations. While turning the engine to enable inspec- to check that the oil jet hits the gear wheels correctly
tion allover the circumference of the gear wheels. at the points where the wheels mesh.

2) Check all screws, nuts and bolted connec-


tions, including locking devices everywhere in the
gear wheel housing, camshaft housing and crank-
case to check that they have not worked loose.
Tightening torques, see page 500.40.

08028-0D/H5250/94.08.12

97.06 - ES0U-G
Working Card
Inspection and Replacement of Camshaft Bearing 507-01.05
Page 1 (2) Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note.


Shut-off starting air
Shut-off cooling water 52006 261 20 - 120 Nm.
Shut-off fuel oil
Shut-off cooling oil
Stopped lub. oil circul.

Description:

Check of roller path of cams and check of cam-


shaft bearing. Hand tools:
Replacement of camshaft bearing.
Ring and open end spanner, 19 mm.
Socket spanner, 19 mm.
Feeler gauge.
Starting position: Big screw driver.

Cover for camshaft and gear wheel has been


removed.

Related procedure:

Camshaft and camshaft drive, 507-01.00

Man power: Replacement and wearing parts:


08028-0D/H5250/94.08.12

Working time : 2 Hours Plate no Item no Qty. /


Capacity : 2 men
50705 038 1/eng.
Data: 50705 051 1/eng.

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

95.02 - ES0S-G
507-01.05 Inspection and Replacement of Camshaft Bearing Working Card
Edition 01H Page 2 (2)

L23/30H

To Check Roller Path of Cams.

1) While turning the engine, examine the cam Camshaft bearing


discs and in particular, check the roller path of all Hole for lubricating oil
cams for cracks, crackles and ruffle. Also examine
the rollers of the roller guides.

Note: if there are flat spots on the roller and if some


of the rollers may be blocked, the roller must be
replaced by a new one, see working card 508-01.00.

To Check Camshaft Bearings.

2) The wearing surface of the camshaft bearings


cannot be checked without dismounting the cam- Locating screw
shaft. However, ab-normal wear of one or more
Frame
bearings will become apparent in the form of burrs of
white metal at the circumference of the camshaft
journal, and in that case the bearing will in no doubt be
discoloured, as well. Fig 1.

The bearing clearance is measured with a feeler


gauge, see data sheet 500.35. Mount a new camshaft bearing in the bore and make
sure that the hole for insertion of the locating screw in
the bearing is in a correct position. Lock the bearing
To Replace Camshaft Bearing. by means of the locating screw, which is to be
provided with a new gasket. To facilitate the fitting of
3) If one or several of the camshaft bearings the bearing it can be cooled down with Co2.
should be replaced, the camshaft must be wholly or
partly dismantled. Inspect the camshaft journal for seizures.

Dismount the fuel oil feed pump, if mounted, and If necessary, the camshaft section must be entirely
check that the camshaft sections are marked in removed from the engine, and the journal concerned
relation to each other. Disassemble the camshaft aft must be polished.
(toward flywheel) of the bearing that is to be replaced.
Dismount all roller guides that are located forward of Coat all the journals of the camshaft section with
the disassembling position, see working card clean lubricating oil and push the camshaft into
508-01.00 and 508-01.05. position, making sure that the marks on the flanges
coincide.
Pull the disconnected sections of the camshaft so far
a head that the bearing which is to be replaced is free. Assemble the sections and fit the bolts (coated with
08028-0D/H5250/94.08.12

copaslip or similar).
Take out the locating screw of the camshaft bearing
concerned and push the bearing out of the bore in the Tighten the nuts with a torque spanner, see data sheet
engine frame, see fig 1. 500.40.

Check the lubricating oil ducts to the bearing for free Mount all roller guides as well as the fuel oil feed
flow. pump.

95.02 - ES0S-G
Working Card
Adjustment of Camshaft 507-01.20
Page 1 (2) Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note.


Shut-off starting air
Shut-off cooling water
Shut-off fuel oil
Shut-off cooling oil
Stopped lub. oil circul.

Description:

Nominal adjustment of camshaft. (Adjustment of


camshaft in relation to crankshaft). Hand tools:

Depth gauge.

Starting position:

Camshaft assembled as per timing order, moun-


ted in frame and roller gear house.

Related procedure:

Adjustment of the maximum


combustion pressure, 514-05.01

Manpower: Replacement and wearing parts:


08028-0D/H5250/94.08.12

Working time : 3 hours Plate no Item no Qty. /


Capacity : 1 man

Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

96.30 - ES0S-L
507-01.20 Adjustment of Camshaft Working Card
Edition 01H Page 2 (2)

L23/30H

If the intermediate wheel has been dismantled a


nominal adjustment of the camshaft compared to the
crankshaft (timing) must be made as follows: "Nominal size"

1) The crankshaft is turned to TDC (top dead


centre) for cylinder no 1.

Cylinder numbering, see page 500.11.

2) Roller guide for fuel oil pump cylinder no. 1 is


mounted and the camshaft is turned in a position
where the roller guide rests on the cicular part af the
cam, see fig 1.

Roller guide

Cam for
exhaust valve
Cam for fuel Fig 2.
oil pump

4) The camshaft is turned - in the engines direc-


tion of rotation (see page 500.12) - until the "nominal
size" (as described in item 3) is reduced with the
lead, mentioned in "Lead of Fuel Pump".
Seen from front edge
Note: "Lead of fuel pump" is shown in the table
"Adjusment after the trail" in the Shop Test Protocol.

Fig 1. 5) When items 1 - 4 are completed and correct


the intermediate wheel can be mounted and tighte-
ned up again (torque moment, see page 500.40).
3) The "nominal size" is measured with a depth
gauge, i.e. the distance from the upper edge of the For adjustment of the single fuel oil pumps (separa-
roller guide house to the thrust gauge pressed into tely and assembled), see working card 514-05.01.
the roller guide, see fig 2.
08028-0D/H5250/94.08.12

96.30 - ES0S-L
Plate
Page 1 (2) Intermediate Wheel 50701-01H

L23/30H

288
073+

181

144
048

168

132

264

227
024
120 215

193 203

239

156
240
119
215
08028-0D/H5250/94.08.12

276
252
061+
193

94.22 - ES0S
Plate
50701-01H Intermediate Wheel Page 2 (2)

L23/30H

Item Item
No. Qty. Designation Benvnelse No. Qty. Designation Benvnelse

024 1/E Gear wheel, complete Tandhjul, komplet


incl. item 119, 120, 132, inkl. item 119, 120, 132,
144, 156 144, 156

048 1/E Axle journal Lejetap

061+ 3/E Fitted bolt Pasbolt

073+ 3/E Self locking nut Selvlsende mtrik

119 1/E Gear wheel Tandhjul

120 1/E Gear wheel Tandhjul

132 1/E Bearing bush Lejebsning

144 4/E Fitted bolt Pasbolt

156 4/E Self locking nut Selvlsende mtrik

168 1/E Pipe Rr

181 6/E Locking plate Sikringsplade

193 2/E Gasket Pakning

203 1/E Connection piece Mellemstykke

215 2/E Securing washer Sikkerhedsskive

227 1/E Nipple plug Prop

239 1/E Pipe Rr

240 1/E Nipple plug Prop

252 1/E Connection piece Mellemstykke

264 3/E Gasket Pakning

276 1/E Cover Dksel

288 6/E Screw Skrue

+ Item No. 061 and 073 + Item nr. 061 og 073


require an individual krver en individuel til-
matching, before pasning, fr montering
mounting, contact kontakt MAN B&W,
MAN B&W, Holeby Holeby
08028-0D/H5250/94.08.12

When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50.

* = Only available as part of a spare parts kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./E = Qty./Engine Antal/E = Antal/Motor

94.22 - ES0S
Plate
Page 1 (2) Camshaft and Camshaft Bearing 50705-07H

L23/30H
08028-0D/H5250/94.08.12

99.41 - ES0
Plate
50705-07H Camshaft and Camshaft Bearing Page 2 (2)

L23/30H
Item Item
no Qty. Designation Benvnelse no Qty. Designation Benvnelse

026 4/E Camshaft , aft/inter- Styreaksel agter/mel- 230 1/E Camshaft "aft" Styreaksel, agter
mediate, 5 cyl. engine lem, 5 cyl. motor 7 cyl. engine 7 cyl. motor

038 1/E Camshaft "fore" Styreaksel "for" 242 1/E Camshaft "aft" Styreaksel, agter
5 cyl. engine 5 cyl. motor 8 cyl. engine 8 cyl. motor

051 1/E Camshaft bearing Styreakselleje 254 4/E Camshaft , intermed- Styreaksel mellem
iate, 6 cyl. engine 6 cyl. motor
063 Camshaft bearing Styreakselleje
5/E 5 cyl. engine 5 cyl. motor 266 5/E Camshaft , intermed- Styreaksel mellem
6/E 6 cyl. engine 6 cyl. motor iate, 7 cyl. engine 7 cyl. motor
7/E 7 cyl. engine 7 cyl. motor
8/E 8 cyl. engine 8 cyl. motor 278 6/E Camshaft , intermed- Styreaksel mellem
iate, 8 cyl. engine 8 cyl. motor
075 1/E Gear wheel Tandhjul
291 1/E Camshaft "fore" Styreaksel "for"
087 10/E Screw Skrue 6 cyl. engine 6 cyl. motor

099 10/E Spring washer Fjederskive 301 1/E Camshaft "fore" Styreaksel "for"
7 cyl. engine 7 cyl. motor
109 10/E Screw Skrue
313 1/E Camshaft "fore" Styreaksel "for"
110 Self locking nut Selvlsende mtrik 8 cyl. engine 8 cyl. motor
50/E 5 cyl. engine 5 cyl. motor
40/E 6 cyl. engine 6 cyl. motor 325 1/E Camshaft complete, Styreaksel komplet,
52/E 7 cyl. engine 7 cyl. motor 6 cyl. eng. incl. item 6 cyl. motor inkl. item
66/E 8 cyl. engine 8 cyl. motor 109, 110, 122, 134, 146, 109, 110, 122, 134, 146,
158, 171, 183, 195, 205, 158, 171, 183, 195, 205,
122 1/E Hub Nav 229, 254, 291, 374 229, 254, 291, 374

134 6/E Screw Skrue 337 1/E Camshaft complete, Styreaksel komplet,
7 cyl. eng. incl. item 7 cyl. motor inkl. item
146 6/E Disc spring Fjederskive 109, 110, 122, 134, 146, 109, 110, 122, 134, 146,
158, 171, 183, 195, 205, 158, 171, 183, 195, 205,
158 1/E Guide ring Sikringsring 230, 266, 301, 374 230, 266, 301, 374

171 Screw Skrue 349 1/E Camshaft complete, Styreaksel komplet,


40/E 5 cyl. engine 5 cyl. motor 8 cyl. eng. incl. item 8 cyl. motor inkl. item
30/E 6 cyl. engine 6 cyl. motor 109, 110, 122, 134, 146, 109, 110, 122, 134, 146,
42/E 7 cyl. engine 7 cyl. motor 158, 171, 183, 195, 205, 158, 171, 183, 195, 205,
56/E 8 cyl. engine 8 cyl. motor 242, 278, 313, 374 242, 278, 313, 374

183 2/E Spring pin Fjedertap 350 Guide screw Styreskrue


6/E 5 cyl. engine 5 cyl. motor
195 1/E Coupling Kobling 7/E 6 cyl. engine 6 cyl. motor
8/E 7 cyl. engine 7 cyl. motor
205 2/E Screw Skrue 9/E 8 cyl. engine 8 cyl. motor

217 1/E Camshaft, complete Styreaksel komplet, 362 Packing ring Pakningsring
for 5 cyl. engine, incl. 5 cyl. motor, inkl. item 6/E 5 cyl. engine 5 cyl. motor
08028-0D/H5250/94.08.12

item 026, 038, 109, 110, 026, 038, 109, 110, 122, 7/E 6 cyl. engine 6 cyl. motor
122, 134, 146, 158, 171, 134, 146, 158, 171, 183, 8/E 7 cyl. engine 7 cyl. motor
183, 195, 205, 374 195, 205, 374 9/E 8 cyl. engine 8 cyl. motor

229 1/E Camshaft "aft" Styreaksel, agter 374 1/E Shaft Aksel
6 cyl. engine 6 cyl. motor

When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50.

* = Only available as part of a spare parts kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./E = Qty./Engine Antal/E = Antal/Motor

99.41 - ES0S
Index Operating Gear for Inlet Valves,
Page 1(1) 508
Exhaust Valves and Fuel Injection Pumps

L23/30H
Description

Operating gear for valves and fuel injection pumps ------------------------------------ 508. 01 (01H)

Working Card

Inspection of valve roller guide ---------------------------------------------------------------508- 01 .00 (01S)


Inspection of fuel injector pump roller guide ----------------------------------------------508- 01 .05 (01S)
Control and adjustment of valve clearance ----------------------------------------------- 508- 01 .10 (01H)

Plates

Roller guide and push rods -------------------------------------------------------------------------- 50801- 01H

STX Engine
Your Notes :

08031-0D/H5250/94.09.07
Description
Operating Gear for Valve and Fuel Injection Pumps 508.01
Page 1(1)
Edition 01H

L23/30H

Roller Guides

The fuel injection pumps and the rocker arms for inlet
and exhaust valves are operated by the cams, on the
camshaft through roller guides. The roller guides for Valve bridge Rocker arm
fuel pump, inlet and exhaust valves are located in
bores in a common housing for each cylinder, this
housing is bolted to the engine frame.

The roller runs on a bush fitted on a pin that is pressed


into the roller guide and secured by means of a lock
screw.

Operating Gear for Fuel Injection Pumps


Valve spring
Valve spindle
The injection pumps which are mounted directly on
the roller guide housing are activated via thrust pieces Push rod
from the roller guide.
Protecting Tube

The roller is pressed down on to the cam by a spring, Roller guide


which is fixed between the roller guide and the foot housing
plate of the fuel injection pump.
Roller guide

Operating Gear for Inlet and Exhaust Valves Pin

The movment from the roller guides for inlet and Roller
exhaust is transmitted via the push rods the rocker
arms and spring-loaded valve bridges to each of the
two valve seats. The bridge is placed between the Camshaft
valve spindles and in the one end it is provided with
a pressed-on thrust shoe and in the other end it is
fitted with a thrust screw for adjustment of the valve
clearance. Fig. 1. Valve Operating Gear.

On its top the bridge is controlled by a spherical thrust


shoe on the rocker arm and at the bottom by a guide
which rests in a spherical socket in the cylinder head.
08028-0D/H5250/94.08.12

96.03 - ES0S
Your Notes :

08031-0D/H5250/94.09.07
Working Card
Inspection of Valve Roller Guides 508-01.00
Page 1 (3) Edition 01S

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note


Shut-off starting air
Shut-off cooling water 52006 261 20 120 Nm
Shut-off fuel oil
Shut-off cooling oil
Stopped lub. oil circul.

Description: Hand tools:

Dismounting. inspection and/or overhaul, and Ring and open end spanner, 19mm.
mounting of valve roller guides. Ring and open end spanner, 24mm.
Inspection of roller guide housing. Socket spanner, 19 mm.
Socket spanner, 10 mm.
Allen key, 3 mm.
Allen key, 10 mm.
Starting position: Ratchet spanner.
Hammer.
Top cover for cylinder head and cover for fuel in- Drift.
jection pump removed.

Related procedure:

Inspection of fuel injection pump


roller guide, 508-01.05
Control and adjusting of valve
clearance, 508-01.10
08028-0D/H5250/94.08.12

Replacement and wearing parts:


Man power:
Plate no Item no Qty/
Working time : 2 hours
Capacity : 1 man 50801 185 4/cyl
50801 220 2/cyl
50801 232 1/cyl
Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

96.03-ES0S
508-01.00 Inspection of Valve Roller Guides Working Card
Edition 01S Page 2 (3)

L23/30H

Dismounting of Roller Guide. 5) Dismount the screws (3) which secure the
roller guide top cover, take off the cover, the
1) Turn the engine so that the roller, rests on the spring (7) and lift out the roller guide (5).
circular part of the cam.
Disconnect any pipes that may be in the way (lub.
2) Unscrew the nuts which secure the rocket arm oil and fuel oil pipes).
brackets, and lift off the rocker arm with brack-
ets. 6) If the roller guide housing is to be dismantled,
the fuel injection pump and the fuel injection
3) Remove the push rods (1), see fig 1. pump roller guide are to be dismounted, see
working card 514-01.05 and a number af lubri-
cating oil and fuel oil pipes are also to be dis-
connected.

The roller guide housing (6) cannot be dismantled


with the roller guides fitted.

7) If the event of any marks or scores from sei-


zure, these must be polished away.

8) Inspect the spherical stud for deformations (re-


place as necessary).

Examine the surface of the roller for marks and


other deformations.

Make sure that there is free ply between the roller


and the bush and the shaft pin, and replace the
bush, if necessary.

Replacement of Roller, Bush and Shaft Pin.

9) Remove the lock screw which secures the


roller guide shaft pin and push out the shaft
pin.

The roller, shaft pin, and bush can now be re-


placed as required.
Fig 1.
10) Blow through the lubricating ducts in roller
guide and roller guide housing, and clean the
08028-0D/H5250/94.08.12

4) Loosen the lock screw for the push rod pro- lubricating grooves.
tecting tube, see plate 50801, item 207, on the
roller guide top cover and lift up and remove Mounting of Roller Guide.
the protecting tube (2).
11) When assembling the parts, which is carried
out in the reverse order to the above care
must be exercised not to damage the o-rings
when mounting the protecting tube.

12) Adjusting of valve clearance, see working card


508-01.10.

96.03-ES0S
Working Card
Inspection of Valve Roller Guides 508-01.00
Page 3 (3) Edition 01S

L23/30H

13) When the roller guide housing(6) to be re-


placed into a new part, special care should be
done at the mounting checking the contact
surface between each cam & roller to give a
smooth rolling motion. especially for the
alignment of center line between cam shaft
and roller guide housing.
08028-0D/H5250/94.08.12

96.03-ES0S
1999.11.16-S.H.B(No. 13) note to be added by S S H1
Your Notes :

08031-0D/H5250/94.09.07
Working Card
Inspection of Fuel Injection Pump Roller Guide 508-01.05
Page 1 (2) Edition 01S

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note


Shut-off starting air
Shut-off cooling water
Shut-off fuel oil
Shut-off cooling oil
Stopped lub. oil circul.

Description:

Dismounting. inspection and/or overhaul, and


mounting of roller guide for fuel injection pump. Hand tools:

Allen key, 3 mm.


Hammer.
Drift.
Starting position:

Cover for fuel injection pump removed.


Fuel injection pump has been
removed, 514-01.05

Related procedure:

Adjustment and/or check of max.


combustion pressure, 514-01.20

Man power: Replacement and wearing parts:


08028-0D/H5250/94.08.12

Working time : 1/2 hour Plate no Item no Qty/


Capacity : 1 man

Data:

Data for pressure and tolerance (Page


500.35)
Data for torque moment (Page
500.40)
Declaration of weight (Page
500.45)

96.03-ES0S
508-01.05 Inspection of Fuel Injection Pump Roller Guide Working Card
Edition 01S Page 2 (2)

L23/30H

Dismounting of Roller Guide. 3) Inspect he spherical stud for deformations (re-


place as necessary).
1) Remove the support ring (1) and spring (2)
and take up the roller guide (3), see fig 1. Examine the surface of the roller for marks and
other deformations.

Make sure that there is free ply between the roller


and the bush and the shaft pin, and replace the
bush if necessary.

Replacement of Roller, Bush and Shaft Pin.

4) Remove the lock screw which secures the


roller guide shaft pin anti push out the shaft
pin.

The roller, shaft pin, and bush can now be re-


placed as required.

5) Blow through the lubricating ducts in roller


guide and roller guide housing, and clean the
lubricating grooves.

Mounting of Roller Guide.

6) When assembling the parts which is carried


Fig 1.
out in the reverse order.

7) For adaption of the thrust piece of the roller


Inspection of Roller Guide.
guide, see working card 514-01.20.
2) If the event of any marks or scores from sei-
zures, these must be polished away. 8) When the roller guide housing(6) to be re-
placed into a new part, special care should
be done at the mounting checking the contact
surface between each cam & roller to give a
smooth rolling motion, especially for the
alignment of center line between cam shaft
and roller guide housing.
08028-0D/H5250/94.08.12

96.03-ES0S
1999.11.16-S.H.B(No. 8) note to be added by S S H1
Working Card
Control and Adjusting of Valve Clearance 508-01.10
Page 1 (3) Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no. Note


Shut-off starting air
Shut-off cooling water 52008 022 Exhaust
Shut-off fuel oil 52008 010 Inlet
Shut-off cooling oil 52010 011
Stopped lub. oil circul.

Description:

Control and/or adjusting of valve clearance.


Hand tols:

Ring and open end spanner, 24 mm.


Big screw driver.

Starting position:

Cover for rocker arm are removed.


All indicator valves open.

Related procedure:

Manpower: Replacement and wearing parts:


08028-0D/H5250/94.08.12

Working time : 1/4 hour Plate no Item no Qty/


Capacity : 1 man

Data:

Data for pressure and tolerance (Page 500.35) See also plate 50502.
Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

96.38 - ES0S
508-01.10 Control and Adjusting of Valve Clearance Working Card
Edition 01H Page 2 (3)

L23/30H

Adjusting of Inlet Valve Clearance.

1) Turn the engine so that the roller, rests on the


circular part of the cam, i.e. the inlet valves and the
exhaust valves are closed.

2) Loosen the adjustment screws on valve bridge


and rocker arm, see fig 1.

Fig 2.

The feeler gauge is to remain in this position when


adjusting the clearance of the other valve.

6) Place another feeler gauge, at the same size


0,50 mm above the other valve spindle, see fig 2.

Fig. 1. 7) Adjust the clearance between valve bridge and


valve spindle by means of the adjusment screw on
the valve bridge, and tighten the lock nut, see fig 2.
3) Clearance between valve bridge and valve
spindle, see page 500.40. 8) Check that the clearance is correct simulta-
neously at both valve spindles.
4) Place the feeler gauge marked with "correct"
0,50 mm above the valve spindle nearest to the
rocker arm bracket, see fig 1. Adjusting af Exhaust Valve Clearance.

5) Adjust the clearance between valve bridge and


valve spindle by means of the adjustment screw on
the rocker arm (above the push rod) and tighten the
lock nut.
08028-0D/H5250/94.08.12

96.38 - ES0S
Working Card
Control and Adjusting of Valve Clearance 508-01.10
Page 3 (3) Edition 01H

L23/30H

9) Carry out adjustment in the same way as


described for the inlet valves, but using the feeler
gauge for exhaust valve clearance 0,90 mm.

10) The feeler gauges for checking the clearance


have two gauges which are marked "incorrect" and
"correct", the latter to be used when adjusting the
valve clearance, see fig 3.

After tightening up the counter nuts on rocker arms


and valves bridge, be sure that the feeler gauges
marked "correct" can be inserted into the two clear-
ances simultaneously as where it must not be pos-
sible to insert the gauges marked "incorrect".

Fig 3.
08028-0D/H5250/94.08.12

96.38 - ES0S
Your Notes :

08031-0D/H5250/94.09.07
Plate
Page 1 (2) Roller Guide and Push Rods 50801-01H

L23/30H

268

293 303

268

185

173

185
090

219
112

197
124

207
089

148
100

281
028
077
077
041
053
220

041
053

065 065
08028-0D/H5250/94.08.12

256 244

161 016+

136 232

94.32 - ES0S
Plate
50801-01H Roller Guide and Push Rods Page 2 (2)

L23/30H
Item Item
No. Qty. Designation Benvnelse No. Qty. Designation Benvnelse

016+ 1/C Housing for Hus for 315 1/C Valve gear complete, Ventilbevgelse
roller guides rullestyr as shown on plate komplet, som vist p
50801 except item 303 plate 50801 undtagen
028 1/C Roller guide for Rullestyr for pumpe item 303
pump

041 3/C Pin Foring + Item No. 016 require + Item nr. 016 krver
an individual match- en individuel tilpasning
053 3/C Bush Tap ing before mounting, fr montering, kontakt
con-tact MAN B&W, MAN B&W, Holeby
065 3/C Roller Rulle Holeby

077 3/C Spring pin Fjederstift

089 1/C Thrust pin Tryktap

090 1/C Washer for spring Skive for fjeder

100 1/C Spring Fjeder

112 1/C Thrust pin Tryktap

124 1/C Washer Skive

136 2/C Screw Skrue

148 2/C Ball pin Kugletap

161 8/C Washer Skive

173 2/C Protecting tube Skrmrr

185 4/C O-ring O-ring

197 2/C Cover Dksel

207 2/C Spring pin Fjederstift

219 4/C Screw Skrue

220 2/C Gasket Pakning

232 1/C Gasket Pakning

244 2/C Guide pin Styrestift

256 8/C Screw Skrue

268 4/C Thrust pin Tryktap

281 2/C Roller guide for Rullestyr for ventil


valve
08028-0D/H5250/94.08.12

293 2/C Push rod Stdstang

303 2/C Push rod complete, Stdstang komplet, inkl.


incl. item 268 and 293 item 268 og 293

When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50.

* = Only available as part of a spare parts kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder

94.32 - ES0S
Index Control and Safety Systems
Page 1(1) 509
Automatics and Instruments

L23/30H
Description

Control and safety systems ------------------------------------------------------------------- 509. 01 (01H)


Instrument and automatics --------------------------------------------------------------------509. 05 (01H)
Lambda controller ------------------------------------------------------------------------------- 509. 10 (02H)
Starting box --------------------------------------------------------------------------------------- 509. 35 (01S)
Converter for engine- and turbocharger RPM signal ----------------------------------- 509. 40 (01H)

Working Card

Functional test and adjustment of safety, alarm and monitoring equipment ----- 509- 01 .00 (01H)
Function test and adjustment of overspeed trip ----------------------------------------- 509- 01 .05 (01H)
Adjustment and test of ON/OFF pressostate ---------------------------------------------509- 05 .00 (01S)
Adjustment and test of ON/OFF thermostate -------------------------------------------- 509- 05 .01 (01S)
Function and test of level switch (LAL 25) ------------------------------------------------ 509- 05 .02 (01H)
Adjustment and test of analogous pressure transmitter ------------------------------- 509- 05 .03 (01S)
Adjustment and test of analogous temperature transmitter ---------------------------509- 05 .04 (01H)
Adjustment of lambda controller ------------------------------------------------------------- 509- 10 .00 (08H)

Plates

Governor and governor drive ------------------------------------------------------------------------ 50901- 01H


Regulating device ---------------------------------------------------------------------------------------50902- 01H
Overspeed device -------------------------------------------------------------------------------------- 50903- 01H
Fuel oil leakage alarm (LAH 42) -------------------------------------------------------------------- 50905- 02H
Prelubricating oil alarm (LAL 25) ------------------------------------------------------------------- 50905- 03H
Instrument panel ---------------------------------------------------------------------------------------- 50905- 04H
Level switch in oil sump (LAL/LAH 28) ------------------------------------------------------------50905- 09H
Pressostate, thermostate, difference pressostate and pressure transmitter ------------ 50907- 01S
Thermometer -------------------------------------------------------------------------------------------- 50907- 03S
Pick-up ---------------------------------------------------------------------------------------------------- 50908- 01H
Temperature Transmitter ----------------------------------------------------------------------------- 50908- 03H
Lambda controller -------------------------------------------------------------------------------------- 50910- 02H
Starting box ---------------------------------------------------------------------------------------------- 50935- 01H

STX Engine
Your Notes :

08031-0D/H5250/94.09.07
Description 509.01
Page 1 (2) Control and Safety Systems Edition 01H

L23/30H

Governor Should a fuel pump plunger seize in its barrel, thus


blocking the regulating guide, governing of the
The engine speed is controlled by a hydraulic go- remaining fuel pumps may continue unimpede owing
vernor. The purpose of the governor is to regulate to the spring-loaded linkage between the blocked
the rate of delivery from the fuel pumps, so that the pump and the regulating shaft.
engine speed is kept within certain limits, indepen-
ding on the load.
Stop Screw for Max. Delivery Rate
Information about the design, function and operation
of the governor is found in the special governor The bracket for stop cylinder/limiting cylinder is fitted
instruction book. with a stop screw which prevents the fuel pumps
from being set to a higher delivery rate than what
The governor is mounted on the flywheel end of the corresponds to the permissible overload rating.
engine and is driven from the camshaft via a cy-
lindrical gear wheel and a set of bevel gears. This is effected by the arm on the regulating shaft
being stopped by the stop screw, see fig. 1.

Pick-up for Engine RPM


Mechanical Overspeed (SSH 81)
The pick-up for transfer of signal to the tachometer
instrument for engine RPM is mounted on the flywheel The engine is protected against overspeeding in the
end cover of the engine. event of, for instance, governor failure by means of
an overspeed trip.
A signal varying proportionally to engine RPM is
created in the pick-up by the rotating toothed impulse The engine is equipped with a stopping device which
wheel mounted on the camshaft end. starts to operate if the maximum permissible revo-
lution number is exceeded.

Pick-up for Turbocharger RPM The overspeed tripping device is fitted to the end
cover of the lubricating oil pump and is driven through
See turbocharger instruction book, section 512. this pump.

If the pre-set tripping speed is exceeded, the spring-


Regulating Shaft loaded flyweight (1), see fig. 1, will move outwards
and press down the arm (2).
The governor movements are transmitted through a
spring-loaded pull rod to the fuel pump regulating The arm is locked in its bottom position by the lock
shaft which is fitted along the engine. pin (3) which is pressed in by the spring (4).

The spring-loaded pull rod permits the governor to At the same time the arm (2) presses down the
08028-0D/H5250/94.08.12

give full deflection even if the stop cylinder of the spindle (5), and the pneumatic valve (6) opens,
manoeuvring system keeps the fuel pump regulating whereby compressed air will be led to the Lambda
shaft at "no fuel" position. cylinder, see description 509.10, in which the piston
is pressed forward and, through the arm, turns the
Each fuel pump is connected to the common, lon- fuel pump regulating rod to STOP position, thereby
gitudinal regulating shaft by means of a two-piece, the engine stops, the spring-loaded pull rod
spring-loaded arm. connection to the governor being compressed.

96.38 - ES0S-G
509.01 Description
Edition 01H
Control and Safety Systems Page 2 (2)

L23/30H

The engine can be stopped manually by pressing


down the button (7), see fig. 1, which will activate the
spring-loaded fly weight (1) through the lever (8).

If the overspeed has been activated the overspeed


must be reset before the engine can be started.
Reset is done by means of the button (10).

The overspeed alarm (SAH 81) is activated by


means of the micro switch (9).

3 8
1

5
2

6
1. Flyweight
1
2. Arm
3. Lock pin
9
4. Spring
5. Spindle
Normal Overspeed 6. Pneumatic valve
poisition activated 7. Button
8. Lever
9. micro switch
10. Button
2 5 3 4 10 10

Fig 1. Mechanical overspeed (SSH 81).


08028-0D/H5250/94.08.12

96.38 - ES0S-G
Description 509.05
Page 1 (3) Instruments and Automatics Edition 01H

L23/30H

Main Instrument Panel

As standard the engine is equipped with an instrument The instrument panel is mounted flexibly on rubber
panel, comprising instruments for visual indication of elements and all manometer connections are connec-
the most essential pressures. ted to the panel by means of flexible hoses, as shown
Illustrated on fig. 1. on fig. 2.

Flexible hose

Rubber element

Valves

Push button

On the engine is as standard mounted an instrument


panel.

The following incorporating pressure gauges for the most Fig. 2. Cross section of instrument panel
essential pressures.
08028-0D/H5250/94.08.12

Pressure gauge for:

PI 01 LT fresh water, inlet to air cooler


The connecting pipes to the manometers are equip-
PI 10 HT fresh water, inlet engine ped with valves which make it possible to replace the
PI 21/22 Lubricating oil, inlet/outlet to filter manometers during operation.
PI 23 Lub. oil, inlet to turbocharger
PI 31 Charge air, outlet from cooler
PI 40 Fuel oil, inlet to engine

Fig. 1. Lay-out of instrument panel

96.03 - ES0S
509.05 Description
Edition 01H
Instruments and Automatics Page 2 (3)

L23/30H

Instrumentation - too high press. drop across lub. oil filter


- too high HT FW temperature - outlet engine
As standard the engine is supplied with the following - too low starting air pressure - inlet engine
instrumentation mounted local on the engine: - too high engine speed (overspeed)

Thermometer TI 01 LT water - inlet air cooler The actual number and type of the alarm- and shut-
Thermometer TI 02 LT water - outlet from air cooler down switches for the plant can be seen in the list
Thermometer TI 03 LT water - outlet from lub. oil cooler "Engine Automatic part list" in this section.
Thermometer TI 10 HT fresh water - inlet to engine
Thermometer TI 11 HT fresh water - outlet each cylinder
Thermometer TI 20 Lubricating oil - inlet to cooler Leakage Alarm (LAH 42)
Thermometer TI 22 Lubricating oil - outlet from filter
Thermometer TI 30 Charge air - inlet to cooler Waste and leak oil from the comparement, for the
Thermometer TI 31 Charge air - outlet from cooler injection equipment, fuel valves, high-pressure pipes
Thermometer TI 40 Fuel oil - inlet to engine and engine feed pump (if mounted) is led to a fuel
Thermometer TI 60 Exhaust gas - outlet each cylinder leakage alarm unit.
Thermometer TI 61 Exhaust gas - outlet turbocharger

The actual number of the instrumentation for the plant


can be seen on the diagrams for the specific plant in Normal leakage
the sections 512-513-514-515-516.
For code identification see 500.20. C

Pressostates and Thermostates B


Leak alarm
The engine is supplied with a number of alarm- and Normal level
shut-down functions. The alarms shall via the alarm
panel worn against an abnormal working condition,
which can lead to break down and the shut-down
functions shall stop the engine before a break down.
I.e. a shut-down is "worse" than an alarm because a A
shut-down is given if the engine could be severe
damage by running on these conditions.
High level
As standard the engine is equipped with:
Leakoil
Shut-down Switches for
08028-0D/H5250/94.08.12

- too low lubricating oil pressure - inlet engine Alarm


- too high HT FW temperature - outlet engine Normal
- too high engine speed (over speed)

Alarm Switches for

- leaking fuel oil


- too low lubricating oil pressure - inlet engine
- too low prelubricating oil pressure (level alarm)
Waste oil outlet

Fig. 4. Fuel oil leakage alarm.

96.03 - ES0S
Description 509.05
Page 3 (3) Instruments and Automatics Edition 01H

L23/30H

The alarm unit consists of a box with a float switch for Alarm for Prelubricating (LAL 25)
level monitoring, see fig. 4.
Alarm for missing prelubricating, when the engine is
The supply fuel oil to the engine is led through the unit stopped is given by means of a level switch (LAL 25)
in order to keep heated up, thereby ensuring free mounted in the main lubricating oil pipe.
drainage passage even for high-viscous waste/leak
oil.
Alarm and Shut-down for Overspeed
Under normal conditions there will always be a smaller
amount of waste/leak oil from the comparement, this When the mechanical overspeed is activated, see
will be led out through the bore "A" in the pipe "B" as 509.01 fig. 2, a micro-switch will release the alarm for
illustrated. overspeed (SAH 81) and activate the shut-down
solenoid in the governor.
In case of a larger than normal leakage, the level in the
box will rise and the level switch "C" will be activated. The latter function is a back-up for the mechanical
The larger amount of leak oil will be lead out through overspeed.
the top of the pipe "B".
08028-0D/H5250/94.08.12

96.03 - ES0S
Your Notes :

08031-0D/H5250/94.09.07
Description
Lambda Controller 509.10
Page 1 (1) Edition 02H

L23/30H

Purpose If the system is activated more than 10 seconds, the


solenoid valve will be shut off and there will be a
The purpose with the lambda controller is to prevent remote signal for "system failure".
injection of more fuel in the combustion chamber than
can be burned during a momentary load in-crease.
This is carried out by controlling the relation between Fuel oil limiting during start procedure
the fuel index and the charge air pressure.
During the start procedure the lambda controller is
The Lambda controller is also used as stop cylinder. used as an index limiter.

Hereby heavy smoke formation is prevented during


Advantages start procedure and further the regulating device
cannot over-react.
The lambda controller has the following advantages:
The jet system is blocked during the starting proce-
- Reduction of visible smoke in case of sudden dure until the engine has reached 110 RPM.
momentary load increases.

- Improved load ability.

- Less fouling of the engine's exhaust gas ways.

- Limitation of fuel oil index during starting


procedure.

Principles for functioning

Figure 1 illustrates the controller's operation mode. In


case of a momentary load increase, the regulating
device will increase the index on the injection pumps
and hereby the regulator arm (1) is turned, the switch
(2) will touch the piston arm (3) and be pushed
downwards, whereby the electrical circuit will be
closed.

Thus the solenoid valve (4) opens. The jet system is


activated, the turbocharger accelerates and increases
the charge air pressure, thereby pressing the piston
(3) backwards in the lambda cylinder (5). When the
08028-0D/H5250/94.08.12

lambda ratio is satisfactory, the jet system will be de-


activated.

At a 50% load change the system will be activated for


about 3-8 seconds. Fig 1 Principle drawing of lambda controller.

00.11 - ES0-G
Your Notes :

08031-0D/H5250/94.09.07
Description 509.35
Page 1 (1) Starting Box Edition 01S

L23/30H

Description Engine / Turbocharger RPM

The starting box is mounted on the engine's control By activating the "Engine RPM/TC RPM" button, the
side. On front of the box there are the following indication is changed.
indications/pushbuttons:
Engine RPM indication is green light-emitting diodes
- Indication of engine or turbocharger RPM and turbocharger RPM indication is red light-emitting
- Indication of electronic overspeed diodes.
- Pushbutton for "Manual Start"
- Pushbutton for "Manual Stop" External Indications
- Pushbutton for "Remote" *
- Pushbutton for "Local" * There are output signals for engine RPM and
- Pushbutton for "Blocking" * turbocharger RPM.
- Pushbutton for change-over between engine Engine: 0 - 1200 RPM ~ 4-20 mA
and turbocharger RPM TC: 0 - 60000 RPM ~ 4-20 mA

* The function chosen is indicated in the pushbutton. The pushbuttons for "Remote", "Local" and "Blocking"
See fig 1. have potential free switches for external indication.

Manual Start All components in the starting box are wired to the
built-on terminal box.
The engine can be started by means of the start
button, but only if the button "Local" is activated.

The manual, local start is an electrical, pneumatic


start, i.e. when activating the start button a solenoid
valve opens for air to the air starter, thereby engaging
the starter and starting the diesel engine. Throughout
the starting cycle the start button must be activated.

The air starter is automatically disengaged when the


diesel engine exceeds 110 RPM. If the start button is
disengaged before the diesel engine has exceeded
110 RPM, further starting cycles are blocked, until 5
sec. after the engine is at standstill.

Remote Start

Remote start can only take place if the pushbutton for


08028-0D/H5250/94.08.12

"Remote" is activated.

Manual Stop

The "Manual Stop" button is connected to the stop


coil on the governor.

Blocking

If "Blocking" is activated, it is not possible to start the


diesel engine.
Fig 1. Starting box

94.26 - ES2S-G
Your Notes :

08031-0D/H5250/94.09.07
Description 509.40
Page 1 (1) Converter for Engine- and Turbocharger RPM Signal Edition 01H

L23/30H

Engine RPM signal The "engine run" signals will be given through a
relay. One for synchronizing and one for start/stop of
For measuring the engine's RPM, a pick-up mounted pre. lub. oil pump or alarm blocking at start/stop.
on the engine is used giving a frequency depending
on the RPM. To be able to show the engine's RPM
on an analogue tachometer, the frequency signal is Safe start
sent through an f/I converter (frequency/current
converter), where the signal is transformed into a When the safe start signal is activated the engine
proportional 4-20 mA ~ 0-1200 RPM signal. can start. When the engine reach 140 RPM the air
starter will be shut-off.
Further, the converter has following signals:
Further, the safe start signal is a blocking function for
- overspeed the air starter during rotation.
- engine run
- safe start
- tacho fail Tacho fail

The tacho fail signal will be on when everything is


normal. If the pick-up or the converter fails the signal
will be deactivated. E.g. if there is power supply
failure.

The converter for engine RPM signal is mounted in


the terminal box on the engine.

Turbocharger RPM signal

For measuring the turbocharger RPM, a pick-up


mounted on the engine is used giving a frequency
depending on the RPM. To be able to show the
Fig 1. Converter for engine RPM. turbocharger's RPM on an analogue tachometer,
the frequency signal is sent through a f/I converter
(frequency/current converter), where the signal is
Overspeed transferred into a proportional 4-20 mA ~ 0-60000
RPM.
When the engine speed reach the setpoint for
electronic overspeed the converter gives a shutdown
signal and a alarm signal through a relay.
08028-0D/H5250/94.08.12

Engine run

When the engine speed reach 710 RPM or 200 RPM


+ 10 seconds the converter gives a "engine run"
signal.
Fig 2. Converter for TC RPM.
The engine run signal will be deactivated when the
speed is 640 RPM. If the engine speed haven't been The converter is mounted in the terminal box on
over 710 RPM the signal will be deactivated at 200 engine.
RPM.

96.30 - ES2S-G
Your Notes :

08031-0D/H5250/94.09.07
Working Card Functional Test and Adjustment of Safety, 509-01.00
Page 1 (2) Alarm and Monitoring Equipment Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note.


Shut-off starting air
Shut-off cooling water See Related Procedure
Shut-off fuel oil
Shut-off cooling oil
Stopped lub. oil circul.

Description:

Function test and adjustment of safety, alarm and


monitoring equipment. Hand tools:

See Related Procedure

Starting position:

Related procedure:

Overspeed trip 509-01.05


Pressostate 509-05.00
Thermostate 509-05.01
Level switch (LAL 25) 509-05.02
Analog pressure transmitter 509-05.03
Analog temperature transmitter 509-05.04

Man power: Replacement and wearing parts:


08028-0D/H5250/94.08.12

Working time : hours Plate no Item no Qty. /


Capacity : man

Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

96.03 - ES0U-G
509-01.00 Functional Test and Adjustment of Safety, Working Card
Edition 01H Alarm and Monitoring Equipment Page 2 (2)

L23/30H

Maintenance of monitoring and safety systems. It is recommended that all functions are tested every
three months according to the mentioned working
One of the most important parameters in the pre- cards.
ventive work is that the alarm system as well as the
shutdown and overspeed devices are functioning The extent of the alarm and safety functions is vari-
100%. able from plant to plant.

If some of these functions are out of operation, they For check of these functions use the working cards
have to be repaired immediately. If this is not pos- mentioned under related procedure on page 1.
sible because of the present working situation, the
engine has to be under constant observation until it
can be stopped.

08028-0D/H5250/94.08.12

96.03 - ES0U-G
Working Card
Functional Test and Adjustment of Overspeed Trip 509-01.05
Page 1 (2) Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note


Shut-off starting air
Shut-off cooling water 52009 016
Shut-off fuel oil
Shut-off cooling oil
Stopped lub. oil circul.

Description:

Functional test and adjustment of overspeed trip.


Hand tools:

Allen key, 4 mm.


Allen key, 2 mm.

Starting position:

Functional test and adjustment of safety


alarm and monitoring equipment, 509-01.00

Related procedure:

Manpower: Replacement and wearing parts:


08028-0D/H5250/94.08.12

Working time : 1 hour Plate no Item no Qty/


Capacity : 1 man

Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

96.03 - ES0S-G
509-01.05 Functional Test and Adjustment of Overspeed Trip Working Card
Edition 01H Page 2 (2)

L23/30H

1) The engine is run up manually, (on governor Turn the engine until the adjusting screw is opposite
"synchronizer") and at no load, while watching the the opening on the side of the housing. Now loosen the
tachometer. lock screw and turn the adjusting screw, using the
tubular pin spanner supplied, see fig 2.
On reaching the revolution number indicated on page
500.30 or in "Test Report", the overspeed tripping
device must function, thus actuating the stop cylinders.
The fuel injection pump control rods are now moved
to zero index, and the engine stops.

2) If the overspeed device trip at a revolution


number different from that stated on page 500.30 or in
the "Test Report" the overspeed device must be
adjusted.

Fig 2.

Turn the adjusting screw outwards (slacken flyweight


spring) to reduce the revolution number. Be careful
not to screw the adjusting screw so far out that it may
touch the release arm. Tighten the lock screw and test
the overspeed device again.

4) Refit the covers when the overspeed device


functions at correct revolution number.

5) The overspeed device can be tested manually


Fig 1. by depressing the button on top af the housing, see fig
1. This will activate the flyweight and the arm for
release of the air valve for the stop cylinders and the
Adjustment of Overspeed Trip. engine should thus stop. (This test must also be
carried out without load).
3) Remove both covers on the housing of the
6) It is recommended now and then, while the
08028-0D/H5250/94.08.12

overspeed tripping device, see fig 1.


engine is at a standstill, to move the flyweight by
means of the push button to ensure that the flyweight
can always move with sufficient ease.

96.03 - ES0S-G
Working Card
Adjustment and Test of On/Off Pressostate 509-05.00
Page 1 (2) Edition 01S

L23/30H
08028-0D/H5250/94.08.12

91.45-ES0S-G
509-05.00 Adjustment and Test of On/Off Pressostate Working Card
Edition 01S Page 2 (2)

L23/30H

08028-0D/H5250/94.08.12

91.45-ES0S-G
Working Card
Adjustment and Test of On/Off Thermostate 509-05.01
Page 1 (2) Edition 01S

L23/30H
08028-0D/H5250/94.08.12

96.26-ES0S-G
509-05.01 Adjustment and Test of On/Off Thermostate Working Card
Edition 01S Page 2 (2)

L23/30H

08028-0D/H5250/94.08.12

96.26-ES0S-G
Working Card
Function and Test of Level Switch (LAL 25) 509-05.02
Page 1 (2) Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no. Item no. Note


Shut-off starting air
Shut-off cooling water
Shut-off fuel oil
Shut-off cooling oil
Stopped lub. oil circul.

Description:

Function and test of level switch, LAL 25, in


lubricating oil system. Hand tools:

Starting position:

Functional test and adjustment of safety


alarm and monitoring equipment, 509-01.00

Related procedure:

Manpower: Replacement and wearing parts:


08028-0D/H5250/94.08.12

Working time : 1/2 hour Plate no Item no Qty/


Capacity : 1 man

Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

91.03 - ES0S-G
509-05.02 Function and Test of Level Switch (LAL 25) Working Card
Edition 01H Page 2 (2)

L23/30H

The level switch LAL 25, which is mounted on the


main lubricating oil pipe of the engine, gives alarm for
missing prelubricating oil. Vent pipe

Function.

1) By starting the prelubricating oil pump the main


lubricating oil pipe will be filled with lubricating oil,
which means that the level switch is lifted and the
alarm is disconnected.
Level switch
2) When the prelubricating is interrupted, the lub.
oil will run out of the system through the bearings, Main lubricating oil pipe
which means that level switch is lowered and the
alarm starts.
Fig 1.

Test:

The test is carried out when the engine is stopped.

3) Start the lubricating oil pump, and let the pump


run about 5 min.

4) Stop the prelubricating oil pump. The alarm


must be released after 0 - 5 min., depending of the oil
viscosity.

08028-0D/H5250/94.08.12

91.03 - ES0S-G
Working Card Adjustment and Test of Analogous Pressure 509-05.03
Page 1 (2)
Transmitter Edition 01S

L23/30H
08028-0D/H5250/94.08.12

91.45-ES0S-G
509-05.03 Adjustment and Test of Analogous Pressure Working Card
Page 2 (2)
Edition 01S Transmitter
L23/30H

08028-0D/H5250/94.08.12

91.45-ES0S-G
Working Card Adjustment and Test of 509-05.04
Page 1 (2) Analogous Temperature Transmitter Edition 01H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no Item no Note


Shut-off starting air
Shut-off cooling water
Shut-off fuel oil
Shut-off cooling oil
Stopped lub. oil circul.

Description:

Adjustment and test of analogous temperature


transmitter, (PT 100 sensor). Hand tools:

Special testing devices.

Starting position:

Functional test and adjustment of safety


alarm and monitoring equipment, 509-01.00

Related procedure:

Mampower: Replacement and wearing parts:


08028-0D/H5250/94.08.12

Working time : 1/2 hour Plate no Item no Qty/


Capacity : 1 man

Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

96.26 - ES0S-G
509-05.04 Adjustment and Test of Working Card
Edition 01H Analogous Temperature Transmitter Page 2 (2)

L23/30H

The PT 100 sensor consists of a resistance wire Otherwise the test can be carried out by watching if
which changes resistance depending on the tempe- the alarm plant gives any alarm, when the alarm limit
rature. which is stated on page 500.30 is exceeded (if the
alarm plant is adjusted).
Look and design varify depending on the place of
measurement and manufacture. 5) The sensor is mounted again.

Adjustment:

1) The PT 100 sensor cannot be adjusted, but the


alarm limit must be set on the alarm plant.

Set point, see page 500.30.

Test:

2) The functional trial of the PT 100 sensor can be


carried out according to the following procedure.

3) Take out the sensor of the pocket.

4) Test the sensor by diving the sensor in the


water. Compare the signal from the sensor with the
water temperature.

If the alarm plant has an instrument unit, the tempe- Fig 1.


rature can be read on this.

08028-0D/H5250/94.08.12

96.26 - ES0S-G
Working Card
Lambda Controller 509-10.00
Page 1 (2)
Edition 08H

L23/30H

Safety precautions Special tools

Stopped engine Plate no Item no Note


Shut off starting air
Shut off cooling water
Shut off fuel oil
Shut off cooling oil
Stopped lub. oil circul.

Description Hand tools

Adjustment of lambda controller. Allen key.

Starting position

Related procedure

Manpower Replacement and wearing parts


08028-0D/H5250/94.08.12

Working time : 1 hour Plate no Item no Qty /


Capacity : 1 man

Data

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

99.28 - ES0
509-10.00 Working Card
Edition 08H
Lambda Controller Page 2 (2)

L23/30H

Lambda Controller

Normally the lambda controller does not need ad-


justment. The only time adjustment is needed, is
when the controller or the governor has been dis-
mantled. The adjustment is to be carried out in
standstill position.

1. Check that the free space between the pick-up


and the band steel on the regulating arm is min 1 mm,
see fig 1.

Fig 3.
1. Band steel
1 2. Pick-up
3. Regulating arm

2. Set the index of the fuel pumps at 17 by means


of the governor arm, see plate 50902, item 039.
Min 1 mm free space

Note: Set the "load limit" control knob at max in order


across pick-up

to protect the governor.

3
3. Fit the adjustment screw (4), fig 2, until the
2 piston has contact with the spring without com-
pressing the spring.
Fig 1.
4. Fasten the adjustment screw.

5. Adjustment finished.

Adjustment of the stop screw

6. Remove pipe for charge air pressure, see fig 3.


08028-0D/H5250/94.08.12

7. Supply air pressure until the piston rod reaches


its upper position.

8. Adjust the stop screw, see fig 2, to 110% load


according to the test bed, plus 1.5 index.
Use the index arm on the fuel pump nearest to the
lambda controller as control for the index.

9. Adjustment finished.

Fig 2.

99.28 - ES0
Plate
Page 1 (2) Governor and Governor Drive 50901-01H

L23/30H
08028-0D/H5250/94.08.12

91.43 - ES0S-L
Plate
50901-01H Governor and Governor Drive Page 2 (2)

L23/30H
Item Item
No. Qty. Designation Benvnelse No. Qty. Designation Benvnelse

021 1/E Synchronnizing Synchroniserings- 320 1/E Wear disc Slidskive


motor motor
332 1/E Key Feder
033 1/E Plug screw Propskrue

045 1/E Gasket Pakning + Item No. 212 require + Item nr. 212 krver en
an individual matching individual tilpasning
057 4/E Nut Mtrik (by shims) before (med shims) fr monte-
mounting, contact, ring, kontakt MAN B&W,
069 2/E Stud Tap MAN B&W, Holeby Holeby.

070 1/E O-ring O-ring

082 1/E Castle nut Kronemtrik

094 1/E Split pin Split

104 1/E Shut down Shut-down


solenoid spole

116 1/E Governor Regulator

128 4/E Screw Skrue

141 1/E Shim (set 0,1 - Mellemlg (st 0,1 -


0,3 - 0,5 - 1,0 mm) 0,3 - 0,5 - 1,0 mm)

153 1/E Disc Skive

165 1/E Ball bearing Kugleleje

177 1/E Bevel gear wheel Konisk tandhjul

189 1/E Key Feder

190 1/E Castle nut Kronemtrik

200 1/E Split pin Split

212+ 1/E Housing Hus

224 2/E Stud Tap

236 2/E Pin Stift

248 1/E Plug Prop

261 1/E Plug Prop

273 1/E Axle journal Akseltap

285 1/E Bush Bsning


08028-0D/H5250/94.08.12

297 1/E Bevel gear wheel Konisk tandhjul

307 1/E Gear wheel Tandhjul

319 1/E Pointed screw Pinolskrue

When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50.

* = Only available as part of a spare parts kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./E = Qty./Engine Antal/E = Antal/Motor

91.43 - ES0S-L
Plate
Page 1 (2) Regulating Device 50902-01H

L23/30H
08028-0D/H5250/94.08.12

94.46 - ES0S
Plate
50902-01H Regulating Device Page 2 (2)

L23/30H
Item Item
No. Qty. Designation Benvnelse No. Qty. Designation Benvnelse

015 1/R Screw Skrue 338 1/E Stop ring Stopring

027 3/R Locking plate Lseblik 351 1/E Screw Skrue

039 1/R Governor arm Regulatorarm 363 1/C Linkage Lnkeled

040 2/R Split pin Split 375 1/C Split pin Split

052 2/R Self locking nut Selvlsende mtrik 387 1/C Pin Stift

064 2/R Screw for ball head Skrue for kuglehoved 399 1/C Pin Stift

076 1/R Spring loaded pull rod, Fjederbelastet trk- 409 1/C Spring arm Fjederarm
complete stang, komplet
410 1/C Spring Fjeder
088 2/R Pull rod head Trkstangshoved
422 3/C Spring pin Fjederstift
111 1/R Split pin Split
434 1/C Armholder Armholder
123 1/R Pull rod end Trkstangsende
446 1/C Screw Skrue
135 1/R Cylindrical pin Cylindrisk stift
458 1/C Bushing Bsning
147 1/R Spring housing Fjederhus
471 1/C Bearing bracket Lejeblik
159 1/R Pointed screw Pinolskrue
483 2/C Spring pin Fjederstift
160 1/R Spring Fjeder
495 2/C Screw Skrue
172 1/R Cylindrical pin Cylindrisk stift
505 1/R Screw Skrue
184 1/R Guide ring Styrering
517 1/R Guide pin Styrestift
196 1/R Guide ring Styrering
529 1/R Stop arm Stoparm
206 1/R Pull rod Trkstang
530 2/E Screw Skrue
218 1/R Nut Mtrik
542 2/E Screw Skrue
231 1/R Locking plate Lseblik
554 2/E Washer Skive
243 1/R Arm Arm
566 2/E Nut Mtrik
255 1/R Spring pin Fjederstift
578 1/E Bracket Konsol
267 1/R Screw Skrue

279 1/R Guide pin Styrestift

280 1/R Screw Skrue

292 1/R Bearing Leje


08028-0D/H5250/94.08.12

302 1/R Bushing Bsning

314 1/E Regulating shaft Reguleringsaksel

326 1/E Washer Skive

When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50.

* = Only available as part of a spare part kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./E = Qty./Engine Antal/E = Antal/Motor
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
Qty./R = Qty./Regulating device Antal/R = Antal/Reguleringsmekanisme

94.46 - ES0S
Plate
Page 1 (2) Overspeed Device 50903-01H

L23/30H
08028-0D/H5250/94.08.12

94.01 - ES0S-V
Plate
50903-01H Overspeed Device Page 2 (2)

L23/30H
Item Item
No. Qty. Designation Benvnelse No. Qty. Designation Benvnelse

010 1/E Socket Muffe 357 1/E Button Knap

022 1/E Button Knap 369 1/E Nipple Nippel

034 1/E Spring pin Fjederstift 370 1/E Spindle Spindel

046 1/E Spring Fjeder 382 1/E Spring (left) Fjeder (venstre)

058 4/E Screw Skrue 394 1/E Spindle Spindel

071 1/E Screw Skrue 404 2/E Washer Skive

083 1/E Cover Dksel 416 2/E Screw Skrue

095 1/E Spindle Spindel 428 1/E Ball bearing Kugleleje

105 1/E Spring pin Fjederstift 441 1/E Elastic coupling Elastisk kobling

117 1/E Cylindrical pin Cylindrisk stift 453 1/E Spring (right) Fjeder (hjre)

129 1/E Lever Arm 465 1/E Valve attachment Ventilholder

130 1/E Screw Skrue 477 4/E Screw Skrue

142 1/E Flyweight housing Hus for svingvgt 489 1/E Pneumatic valve Pneumatisk ventil

154 1/E Adjusting screw Justeringsskrue 490 1/E Silencer Lyddmper

166 1/E Spring Fjeder 500 1/E Overspeed device, Overspeed anordning,
complete komplet
178 1/E Circlip Sikringsring

191 1/E Flyweight Svingvgt

201 1/E Key Not

213 1/E Ball bearing Kugleleje

225 1/E Housing Hus

237 1/E Cover Dksel

249 4/E Washer Skive

250 4/E Screw Skrue

262 1/E Pin Stift

274 1/E Lever Arm

286 1/E Nut Mtrik

298 1/E Gasket Pakning


08028-0D/H5250/94.08.12

333 1/E Spindle Spindel

345 1/E Spring Fjeder

When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50.

* = Only available as part of a spare parts kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./E = Qty./Engine Antal/E = Antal/Motor

94.01 - ES0S-V
Plate
Page 1 (2) Fuel Oil Leakage Alarm (LAH 42) 50905-02H

L23/30H
08028-0D/H5250/94.08.12

98.35 - ES0S
Plate
50905-02H Fuel Oil Leakage Alarm (LAH 42) Page 2 (2)

L23/30H
Item Item
No. Qty. Designation Benvnelse No. Qty. Designation Benvnelse

011 1/E Cable union Kabelunion

023 1/E Plug screw Propskrue

035 1/E Packing ring Ttningsring

047 1/E Level switch Niveaukontakt

059 1/E Plug screw Propskrue

060 1/E Packing ring Ttningsring

072 1/E Fuel leakage alarm, Brndolie lkage-


complete alarm, komplet

08028-0D/H5250/94.08.12

When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50

* = Only available as part of a spare parts kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./E = Qty./Engine. Qty./E = Antal/Motor

98.35 - ES0S
Plate
Page 1 (2) Prelubricating Oil Alarm (LAL 25) 50905-03H

L23/30H
08028-0D/H5250/94.08.12

98.35 - ES0S-G
Plate
50905-03H Prelubricating Oil Alarm (LAL 25) Page 2 (2)

L23/30H

Qty. Designation Benvnelse Qty. Designation Benvnelse

096 1/E Plug screw Propskrue

106 1/E Packing ring Pakningsring

118 1/E Loctite 577 Loctite 577

131 1/E Level switch Niveauafbryder

08028-0D/H5250/94.08.12

When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50

* = Only available as part of a spare parts kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./E = Qty./Engine. Qty./E = Antal/Motor

98.35 - ES0S-G
Plate
Page 1 (2) Instrument Panel 50905-04H

L23/30H

322

310

309

299

287
08028-0D/H5250/94.08.12

93.04 - ES0S-L
Plate
50905-04H Instrument Panel Page 2 (2)

L23/30H

Qty. Designation Benvnelse Qty. Designation Benvnelse

143 1/E Housing for instru- Hus for instrument 405 4/E Nut Mtrik
ment panel panel
417 1/E Instrument panel, Instrument panel,
155 1/E Bracket for instru- Konsol for instrument complete, L23/30H komplet, L23/30H
ment panel , L23/30H panel, L23/30H

167 4/E Rubber clutch Gummikobling

179 8/E Nut Mtrik

180 8/E Spring locks Fjedrende skive

192 2/E Pressure gauge 0-3 Manometer 0-3 bar


bar (PI 31 and PI 23) (PI 31 og PI 23)

202 3/E Pressure gauge 0-6 Manometer 0-3 bar,


bar, PI 01, PI 10, PI 21- PI 01, PI 10, PI 21-22
22

214 1/E Pressure gauge 0-10 Manometer 0-10 bar


bar (PI 40) (PI 40)

226 6/E Needle valve Nleventil

238 1/E 3-way valve for 3-vejsventil for


PI 21-22 PI 21-22

251 1/E Washer Skive

263 1/E Steel pipe Stlrr

275 1/E Screwed connection Forskruning

287 2/E Union Forskruning

299 2/E Pressure gauge hose Manometer slange


140 mm 140 mm

309 2/E Pressure gauge hose Manometer slange


195 mm 195 mm

310 2/E Pressure gauge hose Manometer slange


340 mm 340 mm

322 6/E Gasket Pakning

334 2/E Reduction adapter Reduktionsforskruning

346 1/E Damper (fuel oil) Dmper (fuel oil)

358 2/E Coupling for mano- Kobling for manometer


meter
08028-0D/H5250/94.08.12

371 1/E Damper (charging air) Dmper (ladeluft)

383 4/E Screw Skrue

395 4/E Lock washer Lseskive

When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50

* = Only available as part of a spare parts kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./E = Qty./Engine. Qty./E = Antal/Motor

93.04 - ES0S-L
Plate
Page 1 (2) Level Switch in Oil Sump (LAL/LAH 28) 50905-09H

L23/30H
08028-0D/H5250/94.08.12

98.13 - ES0
Plate
50905-09H Level Switch in Oil Sump (LAL/LAH 28) Page 2 (2)

L23/30H

Qty. Designation Benvnelse Qty. Designation Benvnelse

430 2/E Nut Mtrik

442 1/E Pipe for level Rr for niveau-


switch alarm

454 1/E Level switch Niveaualarm med


with cabel kabel

466 1/E Plug screw Propskrue

478 1/E Packing Pakningsring

491 1/E Red. adaptor Red. adapter

501 4/E Screw Skrue

513 1/E Flange Flange

525 1/E Gasket Pakning

537 1/E Box for level Boks for


switch niveaualarm

549 1/E Level switch, Niveaualarm,


complete komplet

579 1/E Pipe Rr

580 1/E Level switch incl. Niveauafbryder incl.


cable kabel

777 1/E Dipstick, complete Pejlestok, komplet

789 /I Loctite 577 Loctite 577

08028-0D/H5250/94.08.12

When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50

* = Only available as part of a spare parts kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./E = Qty./Engine Qty./E = Antal/Motor
Qty./I = Qty./Individual Qty./I = Antal/Individuel

98.13 - ES0
Plate Pressostate, Thermostate
Page 1 (2) 50907-01S
Difference Pressostate and Pressure Transmitter
L23/30H
08028-0D/H5250/94.08.12

91.44-ES0S-G
Pressostate, Thermostate Plate
50907-01S Page 2(2)
Difference Pressostate and Pressure Transmitter
L23/30H

08028-0D/H5250/94.08.12

91.44-ES0S-G
Index
Page 1 (2) Thermometer 50907-03S

L23/30H
Liquid Filled Type

Scale Size Item


Fig Code
L No.

40-240 0-120 69 TI31 101S

90-480 30-250 69 TI30 111S

Pocket 100 112S

40-240 0-120 69 TI01 121S


TI02
TI03
TI10
TI20
TI22

40-400 0-200 69 TI40 131S

Pocket 63 132S

40-240 0-120 69 TI11 141S

Pocket 100 142S


Index
50907-03S Thermometer Page 2 (2)

L23/30H
Liquid Filled Type

Scale Size Item


Fig Code
No.
L L1

100-1300 50-650 155 115 TI 60 323S

Pocket 100 335S

100-1300 50-650 65 215 TI 61 347S

Pocket 200 359S


Plate
Page 1 (1) Pick-up 50908-01H

L23/30H

Fig. and Description Range Item No.

Working temp. 018


-25C - 70C
08028-0D/H5250/94.08.12

95.28 - ES0S
Your Notes :

08031-0D/H5250/94.09.07
Plate
Page 1 (2) Temperature Transmitter 50908-03H

L23/30H
08028-0D/H5250/94.08.12

91.44-ES0S-G
Plate
50908-03H Temperature Transmitter Page 1 (2)

L23/30H

08028-0D/H5250/94.08.12

91.44-ES0S-G
Plate
Page 1 (2) Lambda Controller 50910-02H

L23/30H
08028-0D/H5250/94.08.12

97.14 - ES0S
Plate
50910-02H Lambda Controller Page 2 (2)

L23/30H
Item Item
No. Qty. Designation Benvnelse No. Qty. Designation Benvnelse

019 1/E Regulating arm, Reguleringsarm,


complete komplet

020 1/E Pick-up, Pick-up,


incl. sleeve incl. afstandsring

032 1/E Lambda cylinder, Lambdacylinder,


complete komplet

08028-0D/H5250/94.08.12

When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50.

* = Only available as part of a spare parts kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./E = Qty./Engine Antal/E = Antal/Motor

97.14 - ES0S
Plate
Page 1 (2) Starting Box 50935-01H

L23/30H

017

029

030

94.36 - ES0S-G
Plate
50935-01H Starting Box Page 2 (2)

L23/30H
Item Item
No. Qty. Designation Benvnelse No. Qty. Designation Benvnelse

017 1/E Starting box Startboks

029 1/E Terminal box Terminalboks

030 1/E Starting box, complete Startboks, komplet

When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se ogs side 500.50.

* = Only available as part of a spare parts kit. * = Kun tilgngelig som en del af et reservedelsst.
Qty./E = Qty./Enigne. Qty./E = Qty./Motor

94.36 - ES0S-G
Index
Page 1(1) Crankshaft and Main Bearings 510

L23/30H
Description

Crankshaft and main bearings --------------------------------------------------------------- 510. 01 (01H)

Working Card

Checking of main bearing alignment (deflection) --------------------------------------- 510- 01 .00 (04H)


(hydraulic tightened connecting rod)
Inspection of main bearing shells ------------------------------------------------------------510- 01 .05 (01H)
Inspection of guide bearing shells -----------------------------------------------------------510- 10 .10 (01H)
Vibration damper -------------------------------------------------------------------------------- 510- 40 .00 (01H)

Plates

Crankshaft ------------------------------------------------------------------------------------------------51001- 04H


Resilient gear wheel ----------------------------------------------------------------------------------- 51002- 02H
Flywheel with gear rim ---------------------------------------------------------------------------------51003- 02H
Torsional vibration damper ---------------------------------------------------------------------------51004-01H

STX Engine
Your Notes :

08031-0D/H5250/94.09.07
Description
Crankshaft and Main Bearings 510.01
Page 1 (1)
Edition 01H

L23/30H

Crankshaft Vibration Damper

The crankshaft, which is a one-piece forging with In special cases a vibration damper is mounted on the
ground main bearing and crankpin journals, is sus- crankshaft to limit torsional vibrations. The damper
pended in inderslung bearings. The main bearings are consists essentially of a heavy flywheel totally en-
equipped with insertion-type shells, which are coated closed in a light casing. A small clearance is allowed
with a wearing surface. To attain a suitable bearing between the casing and the flywheel, and this space
pressure the crankshaft is provided with is filled with a highly viscous fluid. The casing is rigidly
counterweights, which are attached to the crankshaft connected to the front end of the engine crankshaft
by means of two screws. and the only connection between the crankshaft and
the damper flywheel is through the fluid. Under condit-
At the flywheel end the crankshaft is fitted with a gear ions of no vibration, the casing and damper flywheel
wheel which through an intermediate wheel drives the tend to rotate as one unit, since the force required to
camshaft. Also fitted here is the flywheel and a shear the viscous film is consi-derable. As the torsional
coupling flange for connection of a reduction gear or vibration amplitudes increase, the casing follows the
an alternator. At the opposite end there is a claw-type movement of the crankshaft but the flywheel tends to
coupling for the lub. oil pump or a flexible gear wheel rotate uniformly by virtue of its inertia, and relative
connection for lub. oil and water pumps. motion occurs between the flywheel and the casing.
The viscous fluid film therefore undergoes a shearing
action, and vibration energy is absorbed and appears
as heat.
08028-0D/H5250/94.08.12

96.03 - ES0U
Your Notes :

08031-0D/H5250/94.09.07
Working Card Checking of Main Bearings Alignment (Deflection) 510-01.00
Page 1 (7)
(Hydraulic Tightened Connecting Rod) Edition 04H

L23/30H

Safety precautions: Special tools:

Stopped engine Plate no. Item no. Note


Shut-off starting air
Shut-off cooling water 52010 011
Shut-off fuel oil 52010 059
Shut-off cooling oil 52010 358
Stopped lub. oil circul.

Description: Hand tools:

Checking of main bearings alignment (autolog).

Starting position:

Turning gear in engagement. (If mounted).


Cover for crankshaft has been removed from
frame.
All indicator valves open.

Related procedure:

Manpower: Replacement and wearing parts:


08028-0D/H5250/94.08.12

Working time : 1 1/2 hours Plate no Item no Qty /


Capacity : 2 men

Data:

Data for pressure and tolerance (Page 500.35)


Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)

00.27 - ES0
510-01.00 Checking of Main Bearings Alignment (Deflection) Working Card
Edition 04H (Hydraulic Tightened Connecting Rod) Page 2 (7)

L23/30H

Alignment of Main Bearings. As the crankshafts of medium speed engines are very
stiff, any great deviations in the alignment will result
The lower main bearing shells should be positioned in clearance at the bottom shell of the bearings.
so that they keep the main bearing journals of the
crankshaft centered in a straight (ashore horizontal) The cause of incorrect main bearing position may be
line. Deviations from this centre line cause the wear of the bearings or misalignmnet of the engine.
crankshaft to bend and increase the load on some
main bearings.
Effecting The Deflection Measurement.
If two adjacent main bearings are placed too low, the
crankshaft centre line will in this place be lowered to The deflection measurement is effected by placing a
form an arc, causing the intermediate crank throw to springloaded dial gauge in the centre punch marks
bend in such a way that it "closes" when turned into provided for this purpose, see fig. 1.
bottom position and "opens" in top position.
"Closing" of the throw in top dead centre is regarded
As the magnitude of such axial lengthening and as negative, (compression of the gauge).
shortening during the turning of the throw increases in
proportion to the difference in the height of the In the example, page 3, the deflection reading is
bearing, it is measured as a check on the alignment therefore negative.
and condition of the bearing.

08028-0D/H5250/94.08.12

Not for measuring (autolog)

Existing centre punch marks for


measuring (autolog)

Fig. 1 Placing of dial gauge

00.27 - ES0
Working Card Checking of Main Bearings Alignment (Deflection) 510-01.00
Page 3 (7)
(Hydraulic Tightened Connecting Rod) Edition 04H

L23/30H

As during the turning of the throw, the gauge and the The total deflection ("opening-closing") of the throw