MAN Marine Diesel Engines For Commercial Shipping - Installation Instructions

Foreword
Dear Customer
The purpose of these Installation Instructions is to:
D provide assistance and advice in installing MAN D 08 and D28 series marine diesel engines08
D establish the conditions for trouble-free operation of the power plant and avoid installation-related mal-
functions and any consequential damage
These Installation Instructions apply for the installation of MAN D 08 marine diesel engines with distributor
injection pumps and D 28 engines with in−line injection pumps (not with common rail injection system),
which have been designed and built for commercial shipping.
Note:
The 50.99497−8066 Installation Instructions are no longer deliverable. They have been replaced by
these instructions (51.99496−8159).
It is essential when installing and operating marine diesel engines to also comply with the regulations of the
appropriate marine trade association and the relevant guidelines of the classification societies or supervis-
ory authorities.
Caution:
MAN is only liable for qualitative defects when these Installation Instructions have been observed.
On request and against payment, MAN will perform acceptance tests for installations. Certifications of pro-
totypes are only valid for series installations, provided that no retroactive modifications are carried out.
If you intend to modify a engine sub-assembly which has been acceptance-tested by MAN, you must notify
MAN in writing as renewed acceptance testing may be required.
Kind regards
MAN Nutzfahrzeuge Aktiengesellschaft
Nuremberg
Subject to technical alterations due to continuing development.
 2005 MAN Nutzfahrzeuge Aktiengesellschaft

Reprinting, copying or translation, even of extracts, is not allowed without written permission from MAN.All
rights under the copyright law are strictly reserved by MAN.
MTDB Technical Status: 10.2005 51.99496−8159
1
Contents
Page
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Safety regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Procedure for planning installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Power output and vessel speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Engine delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Accessibility of engine in engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Maximum angle of inclination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Engine mountings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Gearbox attachment on engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Gearbox installation on engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Aligning an engine with flange-mounted gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Free-standing gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Transmission of power by propshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Power take-off on opposite side to flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Power take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Air intake system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Cooling system with sea water heat exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Hull cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Lube oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Propeller system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Electrical system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Electrical preheating of coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Tightening torques for screw connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Specifications
Ship’s main engines for medium duty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Specifications
Ships’ main engines for heavy duty operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Recommended values for assignment:
Starter, battery size and starter cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Potential-free wiring diagram of basic components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
2
Safety regulations
General
Important safety regulations are summarised in this quick−reference overview and arranged by topic to ef-
fectively convey the knowledge necessary to avoid accidents causing injury, damage or environmental haz-
ards. Additional information can be found in the operating instructions for the engine.
Important:
Should an accident occur despite all precautionary measures, particularly one involving contact with corros-
ive acid, penetration of fuel into the skin, scalding by hot oil, antifreeze splashing into the eyes etc. you
must seek medical assistance immediately.
1. Regulations designed to prevent accidents with injury to persons
Checks, setting jobs and repair work must be carried out by authorised skilled personnel only.
D When carrying out maintenance and repair work, ensure that the engine cannot be ac-
cidentally started from the bridge by unauthorised persons.
D The engine may only be started and operated by authorised personnel.
D When the engine is running, do not get too close to the rotating parts.Wear closely−fit-
ting working clothes.
D Do not touch hot engine with bare hands: Risk of burns.
ËË
D Keep area surrounding engine, ladders and stairways free of oil and grease. Accidents
caused by slipping can have serious consequences.
D Only work with tools which are in good condition. Worn spanners / wrenches slip: Dan-
ger of injury.
D Persons must not stand under an engine suspended on a crane hook. Keep lifting gear
in good order.
D Open the coolant circuit only when the engine has cooled down. If opening the coolant
circuit while the engine is hot is unavoidable, observe the instructions in the chapter
”Maintenance and care” of the Operating Instructions.
D Do not tighten or undo pipes and hoses under pressure (lubricating oil circuit, coolant
circuit and any downstream hydraulic oil circuits). The fluids which escape can cause
injury.
D When checking the injection nozzles, do not hold your hands in the fuel jet. Do not in-
hale fuel vapour.
3
Safety regulations
D When working on the electrical system, first disconnect the earth cable of the battery
and reconnect this last to prevent short circuits.
D Follow the manufacturer’s instructions for handling batteries.

Caution:
Battery acid is toxic and caustic. Battery gases are explosive.
D When performing welding work, observe the “Notes for welders”.
2. Regulations designed to prevent damage to engine and premature wear
D The engine must be cleaned thoroughly prior to repair. Ensure that dirt, sand or foreign matter
cannot get into the engine during repair work.
D If engine operation is disrupted, immediately determine the cause and have it remedied to prevent addi-
tional damage.
D Only ever use genuine MAN parts. Installation of “equally good parts” from other suppliers may cause
severe damage for which the workshop carrying out the work is liable.
D Never allow the engine to run dry, i.e. without lubricant or coolant.
Appropriate notices must be attached to engines that are not in an operable condition.
D Use only MAN−approved service products (fuel, engine oil, antifreeze and anti-corrosion agent). Main-
tain a high standard of cleanliness. Diesel fuel must be free of water.
D Do not fill engine oil beyond the max. notch on the dipstick. Do not exceed the maximum per-
missible engine inclination.
The engine may be seriously damaged if these instructions are not adhered to.
D Control and monitoring devices (charge control, oil pressure, coolant temperature) must be in perfect
working order.
D Observe the instructions for operating the alternator; see chapter “Maintenance and care” in the Operat-
ing Instructions.
3. Regulations designed to prevent pollution
Engine oil and filter cartridges and elements, fuel / fuel filters
D Old oil must be passed on for recycling.
D Take strict precautions to ensure that no oil or diesel fuel gets into the drains or the ground.
Caution: The drinking water supply could be contaminated.
D Filter elements are classed as dangerous waste and must be treated as such.
Coolant
D Treat undiluted corrosion protection agents and / or antifreeze as hazardous waste.
D When disposing of used coolant, the regulations issued by the relevant local authorities must be ob-
served.
4
Procedure for planning installation
Supplementary documents
The following documents are required in addition to these installation instructions:
D Installation drawing
This provides information on the exact dimensions and on connections for fuel, coolant and exhaust
gas. The dimensions in the brochures are only approximations and must not be used when an engine is
being installed.
D Supplementary drawings, layout diagrams, wiring diagrams etc.
Supplementary drawings (depending on the scope of delivery) may be required for the drilling pattern of
the engine mountings and the layout of resilient engine mountings in accordance with their Shore hard-
ness.
The drawings are sent on request, corresponding to the scope of delivery ordered.
Regulations of supervisory authorities and national regulations must be observed in addition to these in-
structions where appropriate.
Electronically controlled diesel

injection in conjunction with MANMonitoring
Diagnostic System (MMDS)
Description, testing, interfaces
Item no.51.99598−8043
Mini-MarexThrottle Lever Control

Installation, Function, Operation
Item no. 51.99493−8518
5
Power output and vessel speed
The vessel’s hull as displacer

For the propagation of ”natural” waves formed by wind the following formula applies:
v + 2, 43 ǸL
or
v + 2, 43
ǸL
v Speed of propagation of a wave in nautical miles / hour

L Wave length in metres
When a ship’s hull moves through the water, the water is displaced by the volume of the hull, in proportion
to the vessel speed.
Thus the hull generates a wave system. The wave system created by the hull has the same characteristics
(e.g. wavelength, wave height, speed of propagation) as a ”natural” wind−generated wave system.
At lower speeds, when the first wave is at the bow and the second is somewhat furthermore aft. If the
speed increases, the second wave is displaced further and further aft until the second wave crest coincides
with the vessel’s stern. Now the wavelength L is the same as that of the ship’s hull. The above formula for
the wave speed also applies for the speed of the hull. L thus corresponds to both the wavelength and the
hull length. Effectively the top speed is reached, as the hull is trapped in its own wave system.
6
Power output and vessel speed
Maximum vessel speed for displacement hulls

There is a relationship between the hull length and the maximum attainable vessel speed, that is illustrated
with the following example:
Example:
Hull length: 16 m
From the above formula it is apparent that the maximum attainable vessel speed is v = 2.43 x p16 = 9.5
knots.
This speed is an upper limit and cannot be exceeded.
Power output and vessel speed with Power outputP 1P 2P 4P 7P

displacement hulls v / pL 1.81 2.18 2.36 2.54
The ratio v / pL is a characteristic value which
can be related to the installed power output.
Example:
Hull length: 16 m
From the adjacent table it can be seen that: to in-
crease the speed from 7.25 kn to 10 kn requires a
7-fold increase in engine output.
Conclusion:
An increase in engine output does not automatically result in a comparable increase in speed.
7
Engine delivery
Checking engine equipment and scope

of delivery prior to installation
The following visual checks should be performed
before starting on installation:
D Are the coolant filler neck (large cap) and the oil
dipstick inboard on the port engine?
D Are the coolant filler neck (large cap) and the oil
dipstick inboard on the starboard engine?
D Is the hydraulic pump mounted on the correct

engine as per the order?
D Are parts that have been supplied loose com-
plete as per the order?
D Do the engine mountings conform to the order?
Note:
All loose parts must be itemised in a deliv-
ery list.
8
Engine delivery
9
Accessibility of engine in engine room
Make sure when installing the engine that there is

sufficient space for regular maintenance work as
set out in the maintenance schedule and for a
possible engine overhaul after an extended period
of operation.
Note:
Advantages of easy access:
D Increased reliability of engine due to
facilitation of inspection and service
work
DLower service costs due to reduced time
outlays
D Hatches for lifting engines out
D Accessibility of terminal boxes
Danger:
The emergency stop buttons must be
quickly and safely accessible!
It must be possible to carry out the following tasks

on the engine and gearbox without obstruction:
D Replacement of oil filters
Removal height H=75 mm
(description in Operating Instructions)
D Checking of lube oil level, replenishment of lube
H
oil
(description in Operating Instructions)
10
D Changing the fuel filters

(description in the Operating Instructions)
D Actuation of hand pump on fuel delivery pump
and venting of fuel system
D Maintenance of fuel prefilters / water separators
D Topping up of coolant(description in Operating

Instructions)Height of deck above filler cap:
H=500 mm (recommendation)
H
D Draining of coolant
(description in operating instructions)
D Retensioning and replacement of V−belts

D Replacement of starter motor, alternator and
water pump
(description in the Repair Manual)
D Visual inspection and retightening of bolt, screw
and hose connections
Distance to bulkhead: D=300 mm
11
D Adjustment of valves, retightening of cylinder

head bolts
D Replacement of injection nozzles
D Servicing the air filters

(Dry air filters with cyclonic precipitator for
dusty conditions, attached to engine and in-
stalled separately in engine room)
D Servicing the air filters

(Dry air filters for low dust levels or reduced
downtimes, installed on engine)
The starter accommodates two main fuses which

are tripped by excess load or a short circuit. The
engine cannot be restarted if a fuse has tripped.
D Fuse boxes must be accessible
12
D Removal of heat exchanger and intercooler to

clean pipe bundle
(description in Service Manual)
13
Examples of poor accessibility
Caution:
Restricted or no access to the engine
gives rise to:
D Risk to operational reliability due to in-
adequate maintenance and upkeep
D High maintenance costs due to inten-
sive labour
Draining of engine oil from the oil filters is not

possible!
Retensioning and replacement of V−beltsis made

more difficult!
There is no room above the engines for servicing

or repair work!
14
Engine foundation
Requirements of engine foundation

D The engine foundation in the vessel must be designed to absorb propeller thrust in both directions and
transmit it to the hull.
D It must also be able to absorb the weight of the power plant and the dynamic forces created by rough
sea conditions.
D Hull torsion caused by motion of the sea and load must not be transmitted to the engine. The contact
area between the engine foundation and the hull should be as large as possible.
D The engine foundation must run parallel to the lower edge of the engine so that the resilient engine
mountings are not inclined.
Parallel Parallel
15
Maximum angle of inclination
Maximum permitted angle of inclination for engine

If the engine is to be installed at an inclination on its longitudinal axis, the maximum permitted angle of in-
clination must not be exceeded. The max. permitted angle of inclination is the largest angle that can be ex-
pected when the vessel is underway, i.e. installation inclination plus max. trim angle of the vessel.
α β
ϕ = Angle at flywheel end β = Angle at free end
Engine model Oil pan α β

D 2866 L.. 51.05801−5390 25_ 5_
51.05801−5543 15_ 5_
51.05801−5604 30_ 5_
D 2876 L.. 51.05801−5628 15_ 5_
D 2848 L.. 51.05801−5410 10_ 5_
D 2840 L.. 51.05801−5419 / 5471 17_ 5_
51.05801−5470 10_ 5_
51.05801−5470 / 5508 30_ 5_
D 2842 L.. 51.05801−0082 30_ 5_
51.05801−5440 15_ 5_
51.05801−5378 / 5401 25_ 5_
Note:
The angle β of 5_ at the free end may only occur when vessel is underway. The installation in-
clination at the free end is 0_ to assure ventilation of the cooling system.
Other installation inclinations available on request.
16
Engine mountings
Selection and arrangement of engine mountings

The MAN range features resilient mountings for all marine engines, which are offered in conjunction with
the appropriate power plants. The table below provides an overview of engine/gearbox arrangements and
associated mountings.
All the engine bearings are height−adjustable. This provides the following advantages:
− Slight unevenness in the engine foundation can be compensated for
− Ease of alignment if the engine has to be reinstalled or readjusted
Arrangement of engine and gearbox

Installation scenario 1:
Engine with flange−mounted gearbox
Engine and gearbox on resilient bearings
Engine bearings: “Cushyfloat”
with height adjustment
Engine with free−standing gearbox
Engine on resilient mountings, gearbox on rigid
mountings
Engine bearing: “Megi Konus”
V-drive
Engine on resilient bearings, gearbox on rigid
bearings
Engine bearings: “Megi Konus”
Engine with flange−mounted V−gearbox
Engine and gearbox on resilient bearings
Engine bearings: “Megi Konus”
17
Engine mountings
“Cushyfloat” resilient engine mount-

ings
As per installation scenario 1, see table
on page 17
The layout drawings provide information on the
dimensions of the mountings and the drilling pat-
tern of the engine foundation.
Resilient mountings of different Shore hardnesses
can be used in the same power plant for the en-
gine and gearbox.
The MAN part number, e.g.
− 51.96210−7002 − 65 Shore
− 51.96210−7003 − 55 Shore
is used for uniquely identifying the mounting.
The Shore hardness value is also stamped on the
mounting flange.
It is therefore essential when installing the mount-
ings to adhere to the arrangement specified in the
drawing.
À Retaining nut
Á Washer
Â Threaded pin
Ã Height adjustment
Ä Metal underlay (made to measure)
The heights of the mountings can be adjusted by
up to 10 mm. 1
2
3 max. 10 mm
228
26 18
34
112
18
182
18
Engine mountings
“Megi Konus” resilient engine mount-

ings
As per installation scenarios 2, 3 and 4,
see table on Page 17
À Engine mounting
Á Stamped Shore hardness
Â Height adjustment
Ã Hook wrench
Ä Overall height adjustable in range 139 −149
mm
Å Tapered bearing,
Shore hardness 40 / 50 / 60 / 70
These bearings offer the following advantages par-
ticularly at high speeds (> 30 kn) and in rough
seas: 1
− Reduced displacement about the engine
vertical axis 2 3
− Reduced impact loading of the engine and
its attachments
4
5 6
200
165
140
35
17,5
19
Engine room ventilation
Air temperature in engine room

While it is running the engine emits radiant heat due to its high surface temperature. This must be dissi-
pated by means of effective ventilation.
Caution:
The following equation provides a good rule of thumb for adequate engine room ventilation:
Engine room temperature = ambient temperature + 15_C (max. 20_C)
Measured at the front and back of the engine room and at the air filters.
An engine room temperature of 60_C must not be exceeded even under the most unfavourable conditions
to avoid impairment in the function of temperature−sensitive components (e.g. electronics).
In the interest of avoiding power losses, it is particularly important to prevent the intake air and fuel from
being heated.
Air requirement and air pressure in engine room

There is no upper limit for the air feedrate to the engine room.
However the air pressure in the machine room must not drop below the ambient pressure as otherwise
fumes, oil vapour etc. may penetrate the vessel’s living quarters (or the interior equipment).
Extreme underpressure in the engine room is an indication of an inadequate air supply, causing a loss of
power and overheating of engine components.
Note:
The require air feedrate for dissipating convective and radiant heat is:
6 m3 / kW hour (4.5 m3 / hp hour).
This value is based on experience. The air flowrate required by the engines for combustion must
also be taken into account. See the specifications from page 88.
20
General air ducting

3 1
The openings for the air inlet and air outlet must be
configured in such a way as to create a flushing
effect, i.e. the entire engine room is aired.
Caution:
Water spray and splashes must not be al-
lowed to reach the engines!
Fresh air inflow into the engine room ventila-

tion system
2
The fresh air should be obtained as high as poss-
ible on the side of the hull or above deck, forard of
the engine room À.
Fresh air inlet to engine room 4

A
The air inlet for the engine room Á should be as A
low as possible between the ship’s sides and the
engines.
5
Air outlet from the engine room
6
The air outlet Â should be located opposite the
inlet, that is aft of the engine room and as high as
possible.
Arrangement of the air ducts

The volume of the airflow can be optimised for fast
vessels by designing the air infeed to maximise
airflow and by exploiting the air flow created by the
ship’s movement.
A Free cross-section
Ã Deck
Ä Air duct
Å Side of vessel
Free cross-section A of the air inlet opening refers
to the narrowest point of the overall air duct.
Large-dimensioned fans can be used to provide
support here.
21
Fans
Large-dimensioned fans are required to ensure
that the entire engine room is thoroughly flushed
with fresh air.
The following criteria will help you in selecting ef-
fective fans:
1. Fans with
24V DC voltage,
dia. = 160 mm to 300 mm
2. Fans with
240V AC voltage supplied by the vessel’s alter-
nator,
dia. = 150 mm to 450 mm
Small fans attached to corrugated pipes are not
suitable as they do not provide a sufficient flowrate
and only guarantee a supply of fresh air in their
immediate vicinity.
22
Flywheel
Flywheels
MAN offers matching flywheel variants, depending SAE #14
on the type of drive chosen (flange−mounted gear-
box or power take−off via propeller shafts).
Flywheel I = 1.9 kgm2 for flange−mounting a gear-
box. Flywheels for EDC engines do not have any
SAE connections.
SAE #14
Flywheel with I = 1.1 kgm2 for attaching an articu-
lated shaft coupling, see page33
23
Gearbox attachment on engine
Calculation of rotational oscillations

The forces produced by gases and the inertial forces can cause the entire power plant to oscillate. Potential
torsional vibration must therefore be quantified to determine the location and strength of resonance and
prevent mechanical overloading.
MAN will perform these calculations against payment. The required data should be entered in the proforma
“Questionnaire for torsional vibration calculations for ship propulsion systems”, which is enclosed with the
order confirmation.
Danger:
Rotating machinery (V-belts, shafts, flanges) must be fitted with separate guards for safety rea-
sons. Please comply with accident prevention regulations.
24
Gearbox installation on engine
Flange-mounting a gearbox
Crankshaft axial clearance

It is essential that a torsionally resilient coupling is
installed between the engine and gearbox.
Caution:
The design axial clearance of the engines’
crankshafts must not in any event be re-
duced by flange-mounting couplings or
other attachments.
It is therefore essential, before and after attach-

ments are flange-mounted to measure the crank-
shaft axial clearance using a dial gauge with a
magnetic base. If the two measurements do not
agree or if the crankshaft springs back after dis-
placement, then the attachment must be re-exam-
ined.
Engines Crankshaft axial clea-

rance
D 0836 LE4.. 0.150−0.282 mm
D 28-R Engines 0.200−0.401 mm
D 28-V Engines 0.190−0.322 mm
Resilient coupling
The coupling must satisfy the following require- SAE #14
ments:
D It must be able to transmit the maximum engine
torque.
D Rotational oscillations and oscillating torques
1
(depending on the gas pressures in the cylin-
SAE #14
ders) must be compensated for.

It is important to ensure that the coupling is well
ventilated. Completely enclosing the coupling in an
engine/gearbox connection bell housing is there-
fore not permitted. Windows on the coupling bell
housing are usually sufficient for ventilation pur-
poses. The temperature of the resilient compo-
nents may not be allowed to rise above 80_C.
Attachment of the coupling to the flywheel

There are 8 threaded boreholes in the flywheel À
M12x1.5, tapped hole depth 20 mm.
25
Gearbox installation on engine
Attachment of gearbox to the flywheel housing

All motors in the D 28 series are equipped with a
flywheel housing with an SAE 1 connection. There
are 12 threaded boreholes in the flywheel Á M10,
tapped hole depth 15−20 mm.
Note:
Tightening torques for screws, see page 2
87
26
Aligning an engine with flange-mounted gearbox
Note:
Before the power plant (engine and flange-mounted reverse gear unit) is fitted, it is a good idea to
preload the resilient bearings before installation in the ship and give them time to settle. The need
for frequent subsequent adjustment can thus be avoided.
D Position the power plant on the resilient mountings in the specified arrangement (observe Shore
hardness)
D Fill the engine with coolant and the specified minimum oil quantity
Allow the power plant 12−24 hours to settle.
Installing power plant in vessel

D Lower the power plant and resilient mountings
onto the engine foundation with the aid of a
crane and lifting gear.
Provisionally aligning power plant

D Raise the propeller shaft by hand at the coupl-
ing flange as far as possible.
Half the angle between the highest and lowest
positions of the coupling flange is the correct
height for the transmission gearbox flange.
This ensures that the propeller shaft can be cor-
rectly centered.
Note:
A resilient propeller shaft coupling between
gearbox output flange and propeller shaft
flange compensates low offset and re-
duces vibrations.
D Align gearbox output flange and propeller shaft

flange with the aid of suitable underlays so that
they are level.
DAdjust the height setting of the engine bearings.
Ensure in the process that the bearings on both
sides of the engine settle by the same amount.
Caution:
Depending on the bearings, the maximum
adjusting height is:
D Cushy Float: 10 mm
D Megi Cone: 10 mm
This adjustment height must not be ex-
ceeded. Larger differences in height must
be compensated for with metal underlays.
The lower the adjusting height can be set,
the more reserve is available for subse-
quent readjustments after the mountings
have settled.
27
Aligning power plant

The power plant (engine and gearbox) and the propeller shaft must be aligned so that the radial offset and
angle offset of all the components are within the specified tolerances.
Caution:
In order to avoid damage by vibrations and oscillations, the alignment of the power plant must be
checked annually or after approx. 3000 operating hours and if necessary adjusted.
Parallelism of flanges
Preliminary checking of shaft alignment
D Apply the straightedge Â at several points to
check whether gearbox output flange À and 3
propeller shaft flange Á are mutually aligned.
Check for parallelism of flanges
D Join the propeller shaft flange and gearbox out-
put flange together
D Slide feeler gauge Ã with a 0.5 mm blade be-
tween the flanges, screw in a coupling bolt and
tighten slightly
D Pull out the 0.5 mm blade 1 2
D Check the gap size all round at 90_, 180_ and
270_ with 0.58 mm and 0.42 mm blades (the
tolerance must not exceed 0.08 mm)
D Remove the bolt and mark the gearbox output
flange 4
D Rotate the gearbox output flange through 90_,
180_ and 270_ and repeat the check
If the measurement is more than 0.125 mm, then
the propeller shaft flange is running out to much to
one side.
28
Checking gearbox output and propeller shaft

for radial and angle offset
Radial offset means that although the centre lines 1
of a flange pair are parallel, they are laterally offset 2
in relation to each other.
À Flange (e.g. gearbox output) x
Á Flange (e.g. propeller shaft)
Radial offset: X = max. 0.5 mm
Testing the radial offset: The dial gauge is at-
tached to one of the shaft ends. Join the two
flanges by turning them as far as they will go with-
out forcing them. Do this by tightening a screw.
However, the faces of the flanges may not come
into contact.
The check is repeated four times with an angular
spacing of 90_ between each check.
The display must not deviate by more than 2 x 0.5
mm = 1 mm.
Angle offset means that the centre lines of a

x
flange pair is not parallel.
À Flange (e.g. gearbox output) 1 2
Á Flange (e.g. propeller shaft)
Â Angle offset 3
Angle offset: max. 0.1 mm
based on the 200 mm flange diameter
Checking the angle offset: The dial gauge is at-
tached to one of the shaft ends. Connect the two
flanges by turning as far as they will go without
forcing them. To do this tighten a screw. However, x + max. 0.1 mm
the faces of the flanges may not come into con-
tact.
The check is repeated four times with an angular
spacing of 90_ between each check.
The maximum permissible angle offset may not be
exceeded at any measuring point.
Caution:
The alignment of the power plant must be
rechecked after the vessel has been
launched.
If readjustment is necessary, make sure
that all the bearings are equally loaded.
29
Free-standing gearbox
Example of how resilient coupling is attached

The gearbox is installed separately from the en-
gine.
À Engine flywheel with attached
coupling 2 3
Á Additional mass on the engine flywheel (if re-
ÇÇÇ
quired because of operating performance, not
ÇÇÇ
ÇÇÇ
part of MAN scope of delivery)
Â Face plate for mounting measuring gauge
1
ÇÇÇ
ÇÇÇ
ÇÇÇ
30
Transmission of power by propshafts
Marine V-drive
(engine and propeller shaft form a “V”, propeller shafts form a ”W”)
1
2
4
3
β1 β2
6
5 β1 = β2
7
Marine jet drive

(Z-form propeller shaft layout)
2 1
β1 β2
7
8
5 β 1 = β2
31
General
To avoid impermissible oscillations and resultant damage to the resilient coupling, the propeller shaft, en-
gine and gearbox, and to prevent these oscillations being transmitted to the engine foundation and to gen-
erally inhibit the production of vibrations, we urgently recommend the use of the following components and
the strict observance of the alignment tolerances.
If you fail to comply with these requirements, any warranty claims or complaints in relation to disruptive os-
cillations/vibrations will not be accepted by MAN.
Notes on the diagrams on the facing page:

À Resilient mountings, see page 19
Á Torsionally resilient coupling, see page 33
Â Propeller shaft with longitudinal compensation
Ã Marine reversing / transmission gearbox
Ä Maximum values, see page 33
Å Propeller shaft
Æ Reference edge: rear edge, flywheel housing
Ç Jet drive
32
Torsionally resilient coupling, propeller shaft and max. permitted running angle
The permitted running angles ß1, ß2 (see drawing, page 31) depend on:
D Type, design, weight of resilient coupling
D Propeller shaft version
D Engine power output
Resilient drive shaft coupling 51.17200-7251
This coupling is recommended by MAN for articu-

lated shaft drives. It is set apart from other designs
by the following features:
D Swivel head roughly 100 mm closer to the final
crankshaft bearing
D Weight of flywheel + coupling reduced by up to
40 kg
D More solid axial and radial coupling bearings
D Improved true running (imbalance) of swivel
head through omission of centering mountings
The vibratory loads on the engine and gearbox are
thus reduced.
Weights:
Flywheel: 39 kg
Coupling: 53 kg
Together: 92 kg
The permitted propeller shaft running angles ß1, ß2
for this coupling are 8_.
Note:
The coupling can only be installed when the engine has been equipped with the appropriate fly-
wheel for articulated shaft couplings. This coupling cannot be attached to the standard flywheel.
33
Flange bearing with resilient coupling

This design is suitable for the transmission of
higher torques.
It is available for the following engine types:
− D 2842 LE405
− D 2842 LE410
− D 2842 LE412
− D 2842 LE413
Weights:
Flywheel: 54 kg
Coupling: 82 kg
Together: 136 kg
The permitted propeller shaft running angles ß1, ß2
_ for this coupling are 9_.
Note:
Flange bearings and resilient coupling are
installed ex-works.
Note:
The aforesaid running angles ß1, ß2 are permissible values for the engine. The permissible val-
ues for the gearbox can be obtained from the manufacturer. For the installation angle ß1, ß2 the
respectively smaller angle is to be chosen:
z.B. zul. ß1, ß2 determined by the engine: 5_, determined by the gearbox: 7_
defined installation angle ß1 = ß2 = max. 5_
34
Aligning engine and gearbox
Alignment type Permitted tolerances
1 Max. angle per joint See page 33
2 Input and output angles ß1, ß2 Difference jß1 - ß2j 0.5_

(=running angles) must be the
same
3 Engine, propeller shaft and gearbox <1 %o

must be perfectly aligned when i.e. over 500 mm measured length
viewed from above 0.5 mm
4 The inner fork heads must lie on the <1_

same plane
5 Static offset of engine to gearbox <1 mm

longitudinal axis
(plan view)
Auxiliary equipment consisting of two alignment rods can be used to obtain the same running angle for a
V-configuration.
Examples of this auxiliary equipment are illustrated below.
This equipment of the stated dimensions can be used for propeller shafts with lengths of
Lz = 700 bis 1300 mm. Shorter or longer propeller shafts accordingly require shorter or longer rods A.
Procedure:Install the alignment rods instead of the propeller shaft. Both rods must be the same length.
Align the engine/gearbox so that the tips of the alignment rods meet. Then remove the auxiliary equipment
and install the propeller shafts.
35
Basic guidelines for installing cardan shafts

If a simple cardan, universal or ball joint is uniformly rotated while deformed, this produces irregular motion
at the output end.
This irregularity can be compensated for by connecting two simple joints to the cardan shaft. There are two
prerequisites for absolute motion compensation:
D Identical running angles at both joints (ß1=ß2)
D Both inner joint forks must lie on the same plane
D Input and output shafts must also lie on the same plane
Z−form cardan shaft configuration W-form cardan shaft configuration
Exception:
The input and output shafts do not lie in the same plane in the case of a spatially deflected propeller shaft.
To obtain a uniform output motion, in this case it is necessary to contra−rotate the inner joint forks so that
they lie in the plane of the bend at their junction. The deflected angles must also be the same.
36
Installing cardan shafts

When connecting the cardan shaft halves, make sure that the markings (arrows) on the splined shaft and
the splined hub face each other.
Caution:
If the propeller shafts are incorrectly connected, the irregularity at the output will not be compen-
sated but rather reinforced. This will result in vibrations in the drivetrain. Joint bearings and
spline profiles may also be destroyed.
The propeller shafts must be arranged in such a way that the spline profile is protected as much as pos-
sible against dirt and moisture. This generally involves installing the shafts in accordance with the drawing
below, where the cardan seal points downwards so that any dripping splash water is channelled away from
the spline profile.
The cardan shafts must not be separated or switched round as this would jeopardise the balance of the
shaft. Balance weights must not be removed for the same reason.
37
Power take-off on opposite side to flywheel
Power take-off on the opposite side of

engine to flywheel (front end) 1
There is the option with D 28 inline and V-Engines
of taking off the power from the side of the engine
opposite to the flywheel.
Power transmission is in this case effected by
means of a boss À at the front end of the crank-
shaft.
A shaft extension Á can be attached to the boss .
The dimensions and detailed specifications can be
obtained from the respective drawings that can
ordered on a project−by−project basis.
If a torsionally flexible coupling is attached to the
boss, the max. transmissible torque is:
− for D 28 in-line engines: 2500 Nm
− for D 28 V-engines: 3500 Nm
The coupling should be fixed with M12x1.5 / 12.9
bolts.
2
The transmissible power is calculated as follows:
M d nMotor
P Motor +
9549, 3
PEngine = Engine output in kW

Md = Torque in Nm
nEngine = Engine speed in rpm
38
Power take-off
PTO of V-engines to drive a hydraulic

pump
The V-engines can be equipped with an auxiliary
1
power take-off (PTO) on the flywheel housing at
the back of the engine on the right−hand side. A
hydraulic pump À can be installed at this point.
If a hydraulic pump has not been installed ex−
works, then the auxiliary PTO is sealed with a
dummy flange Á (Fig.).
Two versions of the auxiliary PTO can be supplied.
The versions are distinguished by the form of the
drive shaft.
− Drive shaft cam plate, see page 40
− Drive shaft with gear teeth (spline shaft),
see page 41
Assignment of auxiliary PTOs to the engines
Drive shaft Drive shaft

with cam with gear 2
plate teeth
D 2848 LE405 x x
D 2840 LE x −−
D 2840 LE401 x x
D 2842 LE x −−
D 2842 LE401 x x
D 2842 LE403 x x
D 2842 LE405 x x
D 2842 LE410 x x
D 2842 LE412 x x
D 2842 LE413 x x
39
Power take-off
Auxiliary PTO with cam plate
Specifications for auxiliary PTO with cam

plate
Direction of rotation counterclockwise
viewed towards flyw-
heel
Speed 1.26 x Engine speed
Max. transmittable tor- 30 Nm
que
Caution:
Hydraulic pumps are available for the
clockwise and counterclockwise directions
of rotation.
They may only be used for the specified
direction of rotation.
The direction of rotation is defined as
viewed towards the shaft.
Overview of hydraulic pumps
Item no. Manufacturer Type label Direction Flowrate

of rotation cm3 / min−1
51.67501−7004 Bosch HY / ZFS 11 / 4 R 231 Clockwise 4
51.67501−7005 Bosch HY / ZFS 11 / 16 BL 231 Clockwise 16
51.67501−7007 Bosch HY / ZFFS 11 / 11+5.5 R 231 Clockwise 11 / 5.5
40
Power take-off
Auxiliary PTO with spline shaft
Specifications for auxiliary PTO with spline

shaft
Direction of rotation Counterclockwise
viewed towards flyw-
heel
Speed 1.26 x Engine speed
Max. transmittable tor- 90 Nm
que
Caution:
Hydraulic pumps are available for the
clockwise and counterclockwise directions
of rotation.
Overview of hydraulic pumps

51.38600−7007 Kracht KP 1/8 Q10A X0A 4NL 1 Clockwise 8
51.38600−7009 HPA GmbH P11A 1 38 BE Ej 08 81 Clockwise 8
51.38600−7010 HPA GmbH P11A 1 38 BE Ej 11 81 Clockwise 11
41
Power take-off
Auxiliary power take-off on in-line en-

gines for powering hydraulic pumps
For in-line engines
− D 2866 LE403
− D 2876 LE402
− D 2876 LE403
À a hydraulic pump Á can be attached to the front
end of the auxiliary power take-off for the sea
water pump.
Power is transmitted via a spline shaft Â with a 1
coupling sleeveÃ.
2 3
Caution:
Hydraulic pumps with clockwise and
counterclockwise actions are available.
Over fo hydro gearwheel pumps

51.38600−7003 Kracht KP 1/8 Q20A XOA 4NL1 Counterclock- 8
wise
51.38600−7004 Kracht KP 1/11 Q20A XOA 4NL1 Counterclock- 11
wise
51.38600−7005 HPA GmbH P11A 2 38 BE EJ 08 81 Counterclock- 8
wise
51.38600−7006 HPA GmbH P11A 2 38 BE EJ 11 81 Counterclock- 11
wise
42
Air intake system
Combustion air requirement

In order to burn fuel completely and thereby achieve full power, the engine requires an adequate supply of
fresh air, whose volume can be determined from the technical data provided in the appendix to this manual.
Dry air filter for heavy duty operation

The dry air filter is designed for use in dusty air in
1
conjunction with an extended service life.
This dry filter with a cyclonic cyclonic precipitator
and replaceable paper cartridge is characterised
by high precipitation performance in all operating 2
ranges and a low increase in resistance as the
dust load increases.
The cyclonic precipitator sets the air in rotation,
with a major fraction of the dust being precipitated
out before it can reach the post−connected air
filter.
À Air inlet
Á Air outlet
If dry air filters are installed separately from the
engine, the manufacturer’s recommendations re-
garding installation position should be observed.
Underpressure downstream from air filter

1
The maximum permitted intake underpressure at
maximum power and rated engine speed is:
in an as new condition: 30 mbar
when contaminated: 60 mbar
The air filters are equipped with service indicators
À that are automatically activated when the conta-
mination reaches a certain level and the conse-
quent pressure loss (50 mbar) in the filter car-
tridge.
43
Air intake system
Dry air filter for normal operation

The “Duralite” paper air filter is designed for low
dust levels. The filter can also be mounted on the
engine itself if the space available in the engine
room is restricted.
Wet air filter for normal operation
Note:
A sufficient rate of precipitation is only as-
sured by the wet air filter when it is reg-
ularly wetted with oil.
If the filter is not adequately serviced,
there is a risk that dust particles may be
not be filtered out.
Caution:
Be sure to protect the air filters from becoming contaminated by air borne dust, during vessel
construction.
44
Exhaust system
An overview of all the key requirements on the exhaust system

It is essential to observe the following basic requirements when designing and building an exhaust system
to avoid accidents and to protect the engine:
Danger:
D The exhaust system must be completely ’gastight’ to fully exclude the danger of asphyxiation.
D Exhaust pipes must be wrapped in fireproof insulation and suitable contact protection.
Caution:
D The exhaust lines must not be allowed exert any forces on the engine or the turbochargers.
D No water may reach the engine.
DThe cross section of the exhaust system must be sufficient to ensure compliance with the maxi-
mum permitted exhaust back pressure.
DExhaust gases originating from different engines may not be fed into one system.
Design versions of the exhaust system

The following basic designs for exhaust systems are possible:
− With sea water injection (“wet”), see page 46
− Without sea water injection (“dry”), see page 48
In the case of a dry exhaust system, the exhaust gas is fed via a pipe system to an exhaust outlet that is
usually high above deck level.
With a wet exhaust system, the sea water in injected into the exhaust pipe after it emerges from the heat
exchanger and is mixed with the exhaust gas. The exhaust outlet is in the stern or below the waterline on
the ship’s bottom. This design is only possible in conjunction with heat exchanger cooling.
45
Exhaust system
Exhaust system with sea water injec-

tion 1
In the case of engines that are installed deep in
the hull and whose exhaust gas outlet is just above
or below the water line, a bend with subsequent
falling exhaust pipe (“swan neck”) À be installed in
the pipeline. This prevents water penetrating into
the engine when the vessel backs or in high seas.
The margin of safety is increased by a one−way
valve that is closed by external water pressure.
Caution:
If sea water reaches the engine, it will re-
sult in a total write-off that is not covered
by the MAN warranty.
Separate exhaust ducts are required for each en-

gine in multi-engine systems.
Securing the exhaust system
Caution:
Secure and support the exhaust pipes so
that the turbochargers are not subjected to
mechanical loading. 2
The way in which exhaust system is fixed in place

depends on its basic design.
If the exhaust system is connected to the engine
by way of heat-resistant hoses, the supports can
be attached to the engine and gearbox stands (Á
and Â).
If the exhaust system is connected to the engine
via expansion joints (see page 52), the exhaust
system should be mounted on height-adjustable
brackets Ã.
46
Exhaust system
Injection of sea water into exhaust system

After emerging from the heat exchanger, sea water
is injected into the exhaust pipe and mixed with the
exhaust gas.
Schematic drawing of sea water injection

(example)
4
À Sea water
2
Á Exhaust gas
Â Baffles with obtuse contact angle for water flow
Â Baffles with acute contact angle for water flow
Silicone tube Ä downstream of sea water injection.
47
Exhaust system
Exhaust system without sea water injection (diagrammatic representation)
5 4
3
2
1
À Expansion joint, upright installation, see page 52

Á Y-pipe
Â Place fixing as close as possible to the pipebend
Ã Expansion joint, recumbent installation (not deliverable by MAN)
Ä Silencer
Corrosion−resistant steel is the material of choice for the exhaust system. Depending on the temperature,
the standard value for longitudinal expansion coefficient of steel pipes is:
1 mm per metre and 100_C
Exhaust pipes become very hot due to the high exhaust temperatures of several hundred degrees Celsius.
For safety reasons, the pipes must be fitted with suitable heat−proofing.
To prevent the temperatures in the engine room reaching excessive levels, fireproof insulation that is both
fuel− and lubricant−impermeable is recommended.
Condensation collects in the exhaust system and must on no account be allowed to reach the engine. For
this reason a water collector with a drainage device must be installed near the engine if long, ascending
exhaust pipes are installed.
48
Exhaust system
Design of exhaust systems without sea water injection

We recommend that if you are when designing an exhaust system, you do not use the maximum permitted
value for back pressure (= pressure loss) as a design parameter and instead only use 75% of this value.
The back pressure is dependent on the gas flow through the system and the exhaust temperature and re-
aches its maximum value with the engine is operating at rated speed and rated power.
The overall back pressure (overall pressure loss) np in the exhaust system is the sum of the back pres-
sures of the individual components, such as straight pipe sections, elbows and silencers, expressed in the
formula:
np = npR L + npK nK + npS
where:
npR = Back pressure (pressure loss) per 1 m of pipe
L = Pipe length in m
npK = Back pressure (pressure loss) per degree manifold radius
nK = Number of manifolds
npS = Back pressure (pressure loss) in silencer
To minimise exhaust gas back pressure, avoid

sharp bends and manifolds.
Make sure the radius of all pipe bends is not too
small. D
(R / d 1.5). If silencers are installed, ensure that
the max. permissible exhaust gas back pressure is
not exceeded.
R
Example of a dry exhaust system calculation

A dry exhaust system with a pipe length of 4 m, two right−angled manifolds and a silencer is planned for a
boat. The clear diameter should be 120 mm.
Is this system adequately dimensioned for a turbocharged diesel engine with an exhaust gas mass flowrate
of 1,300 kg/h?
The following values can be obtained from the tables:
Back pressure per 1 m of pipe = 3 hPa
Back pressure for 90 degree manifold = 5.1 hPa
For back pressure specifications in the manifold, contact manufacturer.
A value of 5 hPa is assumed.
The total back pressure np is calculated as follows:
np = npR L + npK nK + npS
np = 3.0 hPa 4 + 5.1 hPa 2 + 5 hPa = 27.2 hPa
The value obtained is within the permissible range.
49
Exhaust system
Average back pressure (pressure drop) in hPa (mbar) per 1 m exhaust pipe, depending on the ex-
haust gas mass flowrate in kg/h and the clear diameter in mm
Exhaust gas
Mass flowrate * Diameter in mm
kg / h 80 100 120 140 160 180 200
800 9.9 3.0 1.2 0.5 0.3 0.1 0.1
900 12.6 3,8 1.5 0.6 0.3 0.2 0.1
1000 15.5 4.7 1.8 0.8 0.4 0.2 0.1
1100 18.8 5.7 2.2 1.0 0.5 0.3 0.2
1200 22.3 6.8 2.6 1.1 0.6 0.3 0.2
1300 −−− 8.0 3.0 1.3 0.7 0.4 0.2
1400 −−− 9.3 3.5 1.6 0.8 0.4 0.2
1500 −−− 10.7 4.0 1.8 0.9 0.5 0.3
1600 −−− 12.1 4.6 2.0 1.0 0.5 0.3
1700 −−− 13.7 5.2 2.3 1.1 0.6 0.4
1800 −−− 15.3 5.8 2.6 1.3 0.7 0.4
1900 −−− 17.1 6.5 2.9 1.4 0.8 0.4
2000 −−− 18.9 7.2 3.2 1.6 0.8 0.5
2100 −−− 20.1 7.9 3.5 1.7 0.9 0.5
2200 −−− 22.9 8.7 3.8 1.9 1.0 0.6
2300 −−− −−− 9.5 4.2 2.1 1.1 0.6
2400 −−− −−− 10.4 4.6 2.2 1.2 0.7
2500 −−− −−− 11.2 5.0 2.5 1.3 0.8
2600 −−− −−− 12.2 5.4 2.6 1.4 0.8
2700 −−− −−− 13.1 5.8 2.9 1.5 0.9
2800 −−− −−− 14.1 6.2 3.1 1.6 0.9
2900 −−− −−− 15.1 6.7 3.3 1.8 1.0
3000 −−− −−− 16.2 7.1 3.5 1.9 1.1
3100 −−− −−− 17.3 7.6 3.8 2.0 1.1
3200 −−− −−− 18.4 8.1 4.0 2.1 1.2
3300 −−− −−− 19.6 8.6 4.2 2.3 1.3
3400 −−− −−− 20.8 9.2 4.5 2.4 1.4
3500 −−− −−− 22.0 9.7 4.8 2.6 1.5
3600 −−− −−− −−− 10.3 5.0 2.7 1.5
3700 −−− −−− −−− 10.8 5.3 2.9 1.6
3800 −−− −−− −−− 11.4 5.6 3.0 1.7
3900 −−− −−− −−− 12.0 5.9 3.2 1.8
4000 −−− −−− −−− 12.7 6.2 3.3 1.9
4100 −−− −−− −−− 13.3 6.5 3.4 2.0
4200 −−− −−− −−− 14.0 6.8 3.6 2.1
4300 −−− −−− −−− 14.6 7.1 3.7 2.2
4400 −−− −−− −−− 15.2 7.4 3.8 2.3
4500 −−− −−− −−− 15.9 7.7 4.0 2.4
4600 −−− −−− −−− 16.5 8.0 4.1 2.5
* For engine values, see technical data in the appendix
50
Exhaust system
Average back pressure (pressure drop) in hPa (mbar) per 90_ manifold (R/d = 1.5), depending on
the exhaust gas mass flowrate in kg/h and the free diameter in mm
Exhaust gas
Mass flowrate * Diameter in mm
kg / h 80 100 120 140 160 180 200
800 9.8 4.0 1.9 1.1 0.6 0.4 0.3
900 12.3 5.1 2.5 1.3 0.8 0.5 0.3
1000 15.2 6.2 3.0 1.6 1.0 0.6 0.4
1100 18.4 7.6 3.6 2.0 1.2 0.7 0.5
1200 21.9 8.9 4.3 2.3 1.4 0.9 0.6
1300 −−− 10.6 5.1 2.8 1.6 1.0 0.7
1400 −−− 12.2 5.9 3.2 1.9 1.2 0.8
1500 −−− 14.1 6.8 3.7 2.2 1.3 0.9
1600 −−− 16.0 7.7 4.2 2.4 1.5 1.0
1700 −−− 18.0 8.7 4.7 2.8 1.7 1.1
1800 −−− 20.2 9.8 5.3 3.1 1.9 1.3
1900 −−− −−− 10.9 5.9 3.4 2.2 1.4
2000 −−− −−− 12.0 6.5 3.8 2.4 1.6
2100 −−− −−− 13.3 7.2 4.2 2.6 1.7
2200 −−− −−− 14.6 7.9 4.6 2.9 1.9
2300 −−− −−− 15.9 8.6 5.0 3.1 2.1
2400 −−− −−− 17.3 9.4 5.5 3.4 2.3
2500 −−− −−− 18.8 10.2 6.0 3.7 2.4
2600 −−− −−− 20.4 11.0 6.5 4.0 2.6
2700 −−− −−− −−− 11.8 6.9 4.3 2.8
2800 −−− −−− −−− 12.7 7.5 4.7 3.1
2900 −−− −−− −−− 13.7 8.0 5.0 3.3
3000 −−− −−− −−− 14.6 8.6 5.4 3.5
3100 −−− −−− −−− 15.6 9.1 5.7 3.7
3200 −−− −−− −−− 16.6 9.7 6.1 4.0
3300 −−− −−− −−− 17.7 10.4 6.5 4.2
3400 −−− −−− −−− 18.8 11.0 6.9 4.5
3500 −−− −−− −−− 19.9 11.7 7.3 4.8
3600 −−− −−− −−− 21.0 12.3 7.7 5.0
3700 −−− −−− −−− 22.2 13.0 8.1 5.3
3800 −−− −−− −−− −−− 13.7 8.6 5.6
3900 −−− −−− −−− −−− 14.5 9.0 5.9
4000 −−− −−− −−− −−− 15.2 9.5 6.2
4100 −−− −−− −−− −−− 15.9 10.0 6.5
4200 −−− −−− −−− −−− 16.6 10.5 6.8
4300 −−− −−− −−− −−− 17.4 11.0 7.1
4400 −−− −−− −−− −−− 18.1 11.4 7.3
4500 −−− −−− −−− −−− 18.8 11.9 7.6
4600 −−− −−− −−− −−− 19.5 12.3 7.9
* For engine values, see technical data in the appendix
51
Exhaust system
Connecting exhaust system to engine

(applies for both wet and dry exhaust systems)
Install between the engine and exhaust system
resilient connecting elements, which permit engine
movements conditioned by the resilient engine
mountings and isolate the engine from vibrations
from the exhaust system.
Either heat-resistant tubes (corrugated silicone
tubes) or bellow expansion joints can be used for
this purpose.
Installing exhaust expansion joint

Exhaust expansion joints prevent the transmission
of vibrations from the engine to the exhaust sys-
tem and compensate the temperature−induced
linear expansion of the exhaust pipes.
Due to the high gas speeds, the expansion joints
are equipped with guide pipes. The distance be-
tween the guide pipe and the fluted pipe of the ex-
pansion joint is relatively small.
It is therefore necessary to ensure that the expan-
sion joints are as near to vertical as possible when
installed and to attach the post−connected exhaust
pipe securely.
If the post-connected exhaust pipe is installed at
an incline or support in an unsuitable way, the ex-
pansion joint may be damaged. The guide pipe
and the fluted pipe then come into mutual contact.
1
Caution:
Subject the expansion joint to initial tensile
stress during installation 2 x 2
Á.
Note the direction of flow Â of the exhaust
gas through the expansion joint.
Initial tensile stress means that before the expan-

sion joint is bolted into place, a distance X of
10−15 mm is maintained between the flange of the
expansion joint and the mating flange of the post−
connected exhaust pipe À.
The position of guide pipe Ã determines the direc- 3 3
tion of flow of the exhaust gas.
52
Exhaust system
Permitted exhaust back pressure

The exhaust back pressure must be measured
during startup.
Note:
A measuring point with an M14x1.5
threaded connection must be provided by
the shipyard so that the exhaust back
pressure can be sampled .
This avoids time losses during commis-
sioning!
The measuring point for the exhaust back pressure

must be located in a straight pipe section.
It is the static pressure that is measured. i.e. the
inside end of the measuring connection must be Dia. 3 mm
flush with the pipe wall.
Measurements of the ram pressure and in pipe
bends will produce inaccurate results.
The permissible exhaust back pressure at full load
and rated speed is: 10 − 80 hPa (mbar)
Caution:
If the maximum value is exceeded, this will
result in an unacceptably high exhaust
temperatures, thermal loading, insufficient
engine power and the generation of thick
smoke.
Vacuum pressure at the exhaust outlet (e.g.

caused by the flow characteristics of an under-
water exhaust) results in unacceptably high turbo-
charger speeds and is therefore not permitted.
53
Exhaust system
Insulation of the exhaust pipe

Exhaust pipes should be carefully wrapped in fire-
proof material.
Danger:
Missing or unsuitable insulation can lead
to:
D Accidents with burns
D Fires in the engine room
D High engine room temperatures
Hot, uninsulated exhaust pipes strongly raise the

temperature of the engine room.
The quantity of heat emitted increases by the sur-
face temperature raised to the power of 4, e.g. sur-
face temperature increases by 20% − the radiated
heat produced is doubled.
Requirements on the insulation material:
− Flame retardant
− Fuel− and lubricant-impermeable
− The material must not release dust or fibres
into the atmosphere as these can be drawn
in by the engine
Caution:
Asbestos and fibre glass are unsuitable for
use as insulation materials.
54
Cooling system with sea water heat exchanger
Sea water cooling system

The sea water cooling system is designed to both
cool the engine and the charge air.
An ample supply of sea water is particularly im-
portant for intercooling so that full engine power
can be obtained under permitted thermal load.
The cooling system of all MAN engines is designed
in accordance with the regulations of the classifica-
tion societies for a sea water temperature of up to
32_C (305 K).
Danger:
If higher temperatures are expected, then
the manufacturer should be consulted.
Sea water inlet

Sea water enters through a scoop À on the under-
side of the hull.
In this way, the ram pressure created at the sea
water inlet while the vessel is sailing can be used
to supply the pump with sea water.
55
Scoop
Although the inlet cross-section of the scoop is
determined by the diameter of the sea water inlet
pipe, it should be made as large as possible within
these parameters. 2
In order to achieve a flow-optimised shape, the
entire scoop should be produced as a single cast-
ing.
The sea water enters through a grille with large
openings between the bars Á. In order the assist
the inflow into the sea water inlet pipe to the en-
gine, the back of the scoop Â must have a round,
flow−optimised shape so that no water back pres-
sure can impair the sea water supply.
In the case of two-section scoop designs, i.e. sep-

arate grille Ã and sea water inlet line Ä, a poor
mutual arrangement of the components will cause
water back pressure at the back of the scoop.
The same effect can arise in the case of one-sec-
tion scoops with rectangular grille designs.
56
Sea water pumps
Note:
The connections on the engine for sea
water inlet and sea water outlet and their
cross-sections are indicated in the relevant
installation drawing.
Two sea water pump models are optionally avail-

able for most engines in the D 28 series:
1
1. Displacement pumps with eccentric (impeller)
2. Rotary pumps
The adjacent figures show the sea water pump
types:
À Displacement pump (Jabsco) on a
D 0836 LE402 engine
Á Displacement pump (Jabsco) on a
D 2866 LE4.. / D 2876 LE4..motor
Â Rotary pump (Steimel) on a
D 2866 LXE40 motor
Ã Displacement pump (Johnson) on a
D 2842 LE4..motor
The V-engines D 2848 LE4.., D 2840 LE4..,
D 2842 LE4.. can alternatively be equipped with
rotary pumps (Steimel), see page 59.
2
Overview of sea water pumps
Engine model Displacement Rotary pump
pump
D 0836 LE402 x −−
D 2866 LXE −− x
D 2866 LE403 x x
D 2876 LE402 x x
D 2848 LE405 x x
D 2840 LE x x
D 2840 LE401 x −−
D 2842 LE x x
D 2842 LE401 x x 3
D 2842 LE403 x x
D 2842 LE405 x x
D 2842 LE410 x x
D 2842 LE413 x x
57
V-engines
Flowrates of sea water -displacement pumps in litres / minutes
Engine model MAN no. of Engine speed Engine speed Engine speed
sea water pump 1800 rpm 2100 rpm 2300 rpm
(make)
D 2848 LE405 51.06500−7026 −− 410 −−
(Jabsco)
D 2840 LE 50.06500−7013 350 380 430
(Jabsco)
D 2840 LE401 51.06500−7026 −− 410 450
(Jabsco)
D 2842 LE 50.06500−7011 350 410 450
(Johnson)
D 2842 LE401 51.06500−7026 −− 410 450
(Jabsco)
D 2842 LE403 51.06500−7035 480 −− −−
(Johnson)
D 2842 LE405 51.06500−7035 −− 450 −−
(Johnson)
D 2842 LE410 51.06500−7035 −− 560 −−
(Johnson)
D 2842 LE412 51.06500−7035 480 −− −−
(Johnson)
D 2842 LE413 51.06500−7035 −− 560 −−
(Johnson)
R Engines
Flowrates of sea water -displacement pumps in litres/minutes
Engine model Item no. of Engine speed Engine speed Engine speed
(make)
D 0836 LE402 51.06500−7042 −− −− 275
(Jabsco)
D 2866 LE403 51.06500−7026 −− 360 −−
(Jabsco)
D 2876 LE402 51.06500−7026 −− 360 −−
(Jabsco)
D 2876 LE403 51.06500−7026 310 −− −−
(Jabsco)
R Engines
Flowrates of sea water rotary pumps in litres / minute
Engine model Item no. of Engine speed Engine speed Engine speed
(make)
D 2866 LXE40 51.06500−7039 180 230 −−
(Steimel)
58
Sea water rotary pump KZ160 for V-engines

These are especially suitable for water that is
heavily contaminated with suspended particles and
solids.
Caution:
Fill rotary pumps with water before using
the first time!
The adjacent drawings show how sea water rotary

pumps are mounted on V-engines
D 2842 LE4.. (not D 2842 LE).
À Sea water rotary pump
Á Drain plug
1
Â Intake socket ∅75 mm, can be rotated through
180_
Flowrates in litres / minute 2

(Back pressure 0.7 bar)
Engine types Engine speed Engine speed
1800 rpm1) 2100 rpm2)
D 2848 LE403 600 −−
D 2842 LE412 600 −−
D 2842 LE405 −− 570
D 2842 LE410 −− 570
D 2842 LE413 −− 570
1) Gear ratio of pump: i = 1.63
2) Gear ratio of pump: i = 1.15
Caution:
When a gearbox oil cooler is connected,
the sea water inlet should be equipped
with baffles so that the gearbox oil cooler
is supplied with an adequate amount of
water, see page 62.
1
59
Sea water supply components
Sea valves
Ball valves which are bolted directly to the scoop
should be used as sea valves À.
These can be swiftly closed in an emergency (pipe 1
break).
In addition, the “Open / Closed” setting of the valve
can be immediately identified from the position of
the handle.
Sea water filter

The sea water filter should be fitted with an inspec-
tion glass, a removable cover and a removable
filter basket.
The following approximate values relate to the filter
basket:
− Mesh size max. 3 mm
− Surface approx. 10 times as large as the
inlet cross−section
Positioning of sea water filter:
If possible directly above the sea valve.
In any event the sea water filter must be situated
above the water level.
This means that the filter can be cleaned when the
sea valve is open. Furthermore, obstacles (ob-
jects) can be removed via the open valve from the
dynamic pressure scoop without required the ship
to be removed from the water.
sea water lines to and from engine

The sea water lines (tubing) must be sufficiently
flexible to compensate movements of the engine
caused by its resilient mountings.
60
Connection of a gearbox oil cooler for sea wa-

ter displacement pumps
(Example: V-engine)
The cool water is feed into the gearbox oil cooler
immediately after the sea water pump.
The sea water supply to the gearbox oil cooler À is

labelled “out” and the return Á labelled “in”.
61
Connection of a gearbox oil cooler for sea wa-

ter rotary pumps KZ160
(V-Engines D 28)
À Cooling water return flow from gearbox oil
cooler, 1
Connection G1
Á Cooling water feed to gearbox oil cooler
Connection G1
If a gearbox oil cooler is connection, the connect- 2
ing pipe Â is to be fitted with a baffle Ã (MAN item
no.. 51.06302−0570), to guarantee adequate water
supply for the gearbox oil cooler (approx. 80−100
litres / minute).
3
4 1
Sea water supply to propeller shaft stuffing

box
Sea water for cooling and lubricating the propeller
shaft stuffing box can be extracted after the engine
outlet.
The sea water line (dia. 10 mm, recommended)
must be integrated so that the ram pressure is fully
exploited by the pipe flow (no 90_ branch).
62
Choice of materials for pipework

It is not permissible to randomly combine various metals. If “inert” and “reactive” metals come into contact,
the more reactive of the two will be subject to galvanic corrosion.
This process is accelerated still further in humid or especially salty atmospheres.
The more reactive a metal is, the more negative is its electrical potential. Two different metals have a gal-
vanic potential difference that wants to balance itself out, when there is direct connection between the me-
tals (direct contact or conductive water). Metals are listed below according to their electrical potential, be-
ginning with the most inert (platinum) and ending with the most reactive (magnesium).
The further two metals are apart in this list, the greater the problems to be expected by bimetallic corrosion.
“Inert” platinum
Titanium
Silver
Nickel
Cupro−nickel
Lead
Stainless steel
Tin bronze
Copper
Tin
Brass alloys
Ferronickel
Low−alloy steels
Shipbuilding steel
Aluminium alloys
Zinc
“Reactive” Magnesium
Startup
Note:
Proof of an adequate sea water supply is provided by the elimination of the underpressure in the
inlet pipe with increasing vessel speed, ideally being changed into overpressure.
D in the status: 0.3 bar with the set rated speed
D with the maximum speed: 0.05 bar
If the underpressure increases during the voyage, the sea water supply is not assured.
63
Hull cooling
Hull cooling
With hull cooling one or more hull cooling cells are used instead of the heat exchanger.
Hull cooling cells are containers integrated into the outer shell of the ship below the water line.
The engine coolant pump feeds engine coolant through the hull cooling cells where it gives off heat to the
surrounding river or sea water.
Schematic diagram of a hull cooling system
3 4
À Expansion tank (due to its large volume frequently cannot be mounted on the engine)
Á Engine coolant pump
Â Hull cooling cell for engine coolant
Ã Hull cooling cell for the intercoolant
Ä Sea water pump as circulatory pump for the intercoolant
Note:
The external hull cooling cell for the intercoolant is always considerably larger than the hull cooling
cell for the engine coolant, as the temperature of the intercooler circuit is lower.
Paints of coat on the hull below the waterline in the vicinity of the cooling cells impair heat transfer.
64
Hull cooling
Establishing design parameters for a hull cooling system for engine coolant
The hull cooling area must be of a certain size to ensure that coolant heat is conducted away under all op-
erating conditions.
This cooling area depends, among other things, on the planned top speed of the vessel which, for a given
engine rating, is determined by the total drag produced by the hull.
Recommended values for the design of the hull cooling area as products of the amount of coolant heat to
be dissipated and the speed of the ship can be found in the tables on the following pages.
The amounts of heat to be dissipated at max. power output can be obtained from the technical data in the
appendix.
Hull coolant cell heights of over 20 mm are to avoided, as the heat transfer occurs only within a small
boundary layer. In addition, great heights result in large cross sections and, consequently, in flow rates that
are too low, which impairs the heat transfer performance.
The free cross section of the cooling system may not be simply made as small as possible, as otherwise
the pressure drop will be too high. Flow resistance in the cooling system can be effectively reduced by the
use of deflectors at the bends.
Note:
Effective air bleeding of each cell section upstream of the expansion tank is critical in assuring sys-
tem reliability.
Laying the pipes

Usually, the coolant is circulated by the engine coolant pump.
When laying the pipes between the cooling cells and the engine, 90_ elbows must be avoided where poss-
ible. The pipes should be selected in relation to the free cross−sections so that the circulation rates for the
engine coolant stated in the specifications in the annex are not exceeded. For information on the selection
of materials, see page 63.
Keel pipe cooling

An alternative to hull cooling is the use of keel pipe cooling, with the cooling containers being replaced by
pipes fixed to the outboard side of the hull. These pipes can either be laid in parallel to the keel or be fin-
ished like bilge keels.
As in hull cooling systems, avoid sharp edges and bends as well as any reductions in pipe cross sections to
minimise pressure drops in the system.
One drawback of keel cooling systems is their vulnerability to outages when they come into contact with the
sea− or riverbed or when the ship’s resistance coefficient increases. As all the pipes are located outboard
on the hull, the system must be checked for leaks before the ship is launched.
65
Hull cooling
Expansion tank
Cooling water expands as it absorbs the heat generated by engine operation. An expansion tank must be
installed to compensate for this expansion.
If an expansion tank is made by the shipyard, the following guidelines must be observed:
D In order to prevent cavitation in the cooling circuit, the cooling system must be a closed pressurised sys-
tem, i.e. the expansion tank must be equipped with an actuating valve that is activated at
0.7 − 1.0 bar above atmospheric pressure / 0.08 bar below atmospheric pressure.
D The water volume of the expansion tank must be y 15%, the air volume approx. 7 − 12% of the total
coolant filling volume (engine and cooling system on the ship).
D It is possible to remove the expansion tank from the engine and install it separately in the engine room if
required for reasons of space. In this case ensure that the expansion tank is installed above the engine
coolant level.
D All air bleed lines from the engine and the cooling system should be laid with a constant rise to the ex-
pansion tank and should not be allowed to cause any turbulence in the expansion tank.
Engines with intercooler
Caution:
For all engines with a three-figure development no. 4.. in the model designation (e.g. 401, 410 etc.)
a maximum temperature for the charge−air coolant of 32°C at the intercooler inlet is obligatory.
With engines D 2866 LXE40, D 2840 LE and D 2842 LE an inlet temperature of more than 32°C is
possible, but then the power output must be reduced. See page 67.
A second cooling system with a separate pump must be installed for the intercooler.
The circulating pump may be procured by the shipyard itself, but must meet the following minimum delivery
requirements:
− D 28 in-line engines (1,500 rpm): 10 m3/h
− D 28 in-line engines (1,800−2,200 rpm): 15 m3/h
− D 28 V-type engines: 27 m3/h
Alternatively, the sea water pump mandatory for sea water heat exchanger cooling systems may be used.
The cooling surfaces for the intercooler circuit and the associated measuring stations are stated on
page 70.
The air bleeding lines for the intercooler circuit must not be connected to the expansion tank for the engine
coolant circuit.
There is no need to provide a separate expansion
tank. As shown in the below drawing, all that is
required, is to fit a pipe socket closed with an actu- 4
ating valve.
À Intercooler
3
Á Pipes for the intercooler circuit
Â Pipe socket (volume: 0.5 − 1 litre)
Ã Cap with actuating valve 1
66
Hull cooling
Reduction in output proportional to the intercoolant

(only for D 2866 LXE40, D 2840 LE and D 2842 LE)
When the temperature of the coolant at the intercooler inlet is u 30_C, the output is reduced according to
the below formula:
P +*1 t)110
3
Key:
P = Power as a % of rated power
t = Inlet temperature of the coolant into the intercooler in _C
Example:
The coolant inlet temperature into the intercooler is 60_C.
P +*1 60)110 + 90
3
The engine can now be operated with only 90 % of its max. output.
Commissioning the hull cooling system

Before commissioning, remove any kind of contamination from the cooling system (scaling, welding beads
etc.) and check for leaks.
Caution:
Contamination and welding residues will destroy the engine coolant pump and lead to leaks.
Fig. 6
The cooling system of the engine should be filled with a mixture of potable mains water and antifreeze with
an ethylene glycol basis or corrosion inhibitor.
Note:
Only use coolants that comply with MAN specifications.
For basic information on fuels, lubricants and coolants refer to the publication ”Fuels, Lubricants
and Coolants for MAN Diesel Engines”. You can find the approved products on the Internet at:
http://www.man-mn.com/ " Products & Solutions " E-Business
The coolant consisting of water and antifreeze should be premixed before being introduced into the cooling
system. Pure antifreeze impairs heat transfer. When filling, carefully bleed the system of trapped air.
67
Hull cooling
Recommended values for the cooling area in m2 for outboard hull cooling of the
engine coolant circuit (river or sea water temperature = 32_C)
10 1 2
3
9
7
Cooling area in m2
1
100 150 200 250 300 350 400 450 500 550 600 650
Amount of heat to be dissipated from the engine coolant circuit in kW*
À Ships with a top speed of 8 kn

Á Ships with a top speed of 15 kn
Â Ships with a top speed of more than 20 kn
*) see technical data
Design data:
− River or sea water temperature: 20_C
− Cooling cell height: 20 mm
− Coolant flow rate in cooling system: 1 − 2 m/s
− Hull made of steel with thermal conductivity: 50 W / K x m
Caution:
Paints of coat can have an insulating effect! When calculating the required cooling surface area in
accordance with the above diagram, the coat of paint on the hull has not been allowed for. A safety
margin of 50% has been employed to cover fouling, deposits and so on.
68
Hull cooling
Recommended values for the area of cooling surfaces in m2 for outboard hull
cooling of the engine coolant circuit (river or sea water temperature = 20_C)
10
1
9
2
8
7
Cooling area in m2
1
100 150 200 250 300 350 400 450 500 550 600 650
Amount of heat to be dissipated from the engine coolant circuit in kW*

Design data:
Caution:
margin of 50% was employed to cover fouling, deposits.
69
Hull cooling
Recommended values for the area of cooling surfaces in m2 for outboard hull
cooling of the intercooler circuit (river or sea water temperature = 20_C)
18 1
17
16 2
3
15
14
13
12
Cooling area in m2
11
10
0
20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200
Amount of heat to be dissipated from the intercooler circuit in kW*

Design data:
Caution:
margin of 50% was selected to cover fouling, deposits.
70
Fuel system
Fuel prefilter and water separator

The fuel line should be equipped with a prefilter
(mesh gauge 30µ − 60µ) and a water separator.
Caution:
Water in the fuel causes:
D incomplete combustion
D jamming of injectors
D damage to the injection pumps
D piston damage
D destruction of the engine
Installing the fuel prefilter

The fuel prefilter with water separator must not be attached to the engine as the engine vibrations will im-
pair water separation.
Make sure when you install the fuel prefilter in the engine room that you leave enough room to change the
filter cartridge.
Note:
MAN recommends water separator with electrical warning relays connected to the engine monitor-
ing system.
Tank
Tank capacity
The required tank capacity depends on the engine power, the fuel consumption and the required range.
The following equation provides a rough-and-ready estimate. In addition, sufficient fuel reserves must also
be provided.
P be t
V+
830
Key:
V = Tank capacity in litres
P = Engine output in kilowatts at cruising speed
t = Running time in hours
be = Specific fuel consumption at full load in grams per kilowatt hour.
A guideline value of 220 g/kWh is sufficiently accurate for making an estimate.
71
Fuel system
Layout of the tank system on the ship

The tank should be installed at roughly the same height as the engine. If this is impossible owing to struc-
tural constraints, the following points must be heeded:
a) Tank located under the engine
The max. capillary height of the fuel supply pump is approx. 1 m for in−line injection pumps (D 28 mo-
dels) and approx. 0.5 m for engines with distributor injection pumps (D 08 models).
The capillary height is reduced if an additional filter is installed in the fuel feed line or a longer pipe is
required for locational reasons. A pipe bend in the fuel return line with its apex approx. 10 cm above all
other components of the fuel system prevents the system from running dry when the engine is idle for a
prolonged period.
If the max. permissible capillary height is exceeded, a service tank may be installed which is filled from
the main tank via a separate fuel pump.
The fuel return line should be fed into the main tank. It must be ensured that when the engine is
switched off, the static vacuum in the suction chamber of the injection pump does not exceed 100 mbar,
otherwise the system could be drained.
b) Tank located above the engine
In this case a shut−off valve must be installed in the fuel feed and return lines to prevent fuel from run-
ning out during servicing. Provision should be made to operate this valve from deck by remote control
(in the event of accidents, fires etc.).
Tank construction
The tank must be made of fuel- and corrosion-resistant materials. We recommend that tanks should be
made of special steel. Under no circumstances must galvanised metal be used. The tank must be robust in
construction. We recommend the use of baffles to prevent fuel from sloshing when the ship is in heavy
seas and to prevent any air from being drawn in. The tank bottom must have a depression with a drainage
device where contaminants and condensation can collect.
Condensation in the fuel tank encourages the growth of micro-organisms in diesel. These micro−organisms
cause premature filter blockages and corrosion damage. This is why it is important that condensation accu-
mulating in the tank and in the filter is drained off regularly.
The inlet of the fuel feed line to the engine should be approx. 100 mm above the tank bottom. We recom-
mend that the return line from the engine to the tank be located as far away from the feed line as possible
and project as far into the tank as the feed line.
Caution:
When the tank has been installed, remove all contamination, scales and welding beads from the
tank and check it for leaks.
Fuel lines
Protect fuel against heating up. Heated fuel expands and its specific weight is lower. As a result, the mass
of fuel injected is smaller, causing the power output to drop. For this reason fuel lines from the tank to the
engine and back must not run by or fixed to hot engine parts.
The internal cross sections of the fuel pipes must not be smaller than that at the injection pump socket.
Select fuel− and flame−resistant material for the fuel lines.
Before the fuel system (tank and pipes) is commissioned, the whole system must be cleaned.
72
Fuel system
Leakproof injection lines

Leakproof injection lines are characterised by
double walls. If fuel leaks out, an alarm is triggered
by a sensor.
Leakage sensor
Version is available for the following engines:
− D 0836 LE402 2
− All D 28 in-line engines with type designation
LE4..
− All D 28 V-engines with type designation
LE4..
The fuel À collects in the fuel collecting pan under
the fuel filters. 1
This pan is equipped with a fuel level probe Á
which issues a voltage signal when it contacts fuel.
(please also refer to diagram)
2 1
Cable to fuel level probe

Â black (+)
Ã blue (−)
Ä yellow (signal) 3
73
Lube oil system
Oil quality
Note:
Only use fuel, coolants and lubricants in accordance with MAN regulations, otherwise the manu-
facturer’s warranty will not apply!
For basic information on the consumable materials, refer to the publication “Fuels, Lubricants and
Coolants for MAN Diesel Engines”.
You can find the approved products on the Internet at:
http://www.man-mn.com/ " Products & Solutions " E-Business
Marking dipstick
The oil dipsticks for the main engines are usually
not marked by the manufacturer, as their final in-
stallation position is unknown. Therefore once the
engine is installed, they must be marked.
Proceed as follows:
D Add the minimum amount of oil stipulated for
each oil pan (see Operating Instructions,
Technical Data or stickers on the valve caps).
Then wait approx. 1/2 hour until the oil has col-
lected in the oil pan.
D Pull out the dipstick and mark the visible mini-
mum oil level (MIN) on it.
D Then top up the difference to the maximum per-
mitted volume in the pant, wait approx. 1/2 hour
and mark the max. oil level (MAX) on the dip-
stick.
D After filling with oil, start the engine and let it
idle for a few minutes. Turn off the engine.
Check the oil level after approx. 5 minutes.
MAX
D The oil filters and oil lines fill up while the en-
gine is running, therefore top up the shortfall in MIN
oil now. Note of the overall oil quantity.
Caution:
Overfilling the engine with oil will result in Oil
?
engine damage!
MAX
MIN
74
Lube oil system
Oil filter installed separately from engine

Oil filters can only be installed separately from the motor with additional hoses and connections. As these
produce an additional flow resistance in the oil circuit, the oil circulation in the engine is lower than that for
directly installed oil filters, resulting in possibly higher component loading (e.g. piston cooling)).
Note:
Oil filters fitted separately from the engine should therefore be avoided where possible.
If it is not possible to install the engine in the engine room unless the oil filters are installed separately, then
the connected pieces required should be obtained from MAN.
1
2
4 2
3
Parts for separately fitted oil filter

À Mounting bracket for separately fitted oil filter
Á Hoses with max. length of 2.5 m (no longer than necessary)
Â 90_ elbow
Ã Flange on engine
Caution:
Only use original MAN parts! Even the hoses Á may only be obtained from MAN!
75
Lube oil system
Connections on engine and on oil filter
Note:
The picture shows the 90 degree manifold
fitted, see item Â in drawing on page 75.
À Oil outlet from engine to oil filter

1
Á Oil inlet to engine from oil filter
Â Oil inlet to oil filter
Ã Oil outlet from oil filter
Connect tubes as follows:
2
Connection À to connection Â and connection Á

to connection Ã.
Caution:
The engine will be destroyed if the connec-
tions are mixed up!
Installing separately fitted oil filter

Make sure the oil filter is easily accessible when
installing:
− There must be sufficient space under drain
plugs Ä for a tray for catching used oil
− The oil filter cartridges must be able to be
changed
Caution:
Always maintain absolute cleanliness when working on the oil circuit! Plug opened connections with
protective caps.
76
Propeller system
Engine power as a function of engine 100

speed with propeller drive
(theoretical propeller curve) 90
The power of a marine diesel engine varies as il-

80
lustrated by the power curve approx. in proportion
to the engine speed.
70
The power input to a propeller, however, varies
according to the propeller law 60
Power in %
P1 : P2 = n13 : n23
50
with the cube of the engine speed, i.e. if the pro-
peller speed and, consequently, the ship speed is 1 2 3
40
to be doubled, the power input has to be increased
eightfold (23). 30
The associated power inputs and speeds are pres-
ented in percent in the adjacent diagram and table 20
according to the propellor law. These are theoreti-
cal values that solely describe an ideal state. 10
À Engine power curve 0

Á Power take-up of propeller 40 50 60 70 80 90 100 110 120
Â Breakaway curve Speed in %
This means that the real resistance curve of a
Table for propeller curveÁ
vessel depends on numerous variables, such as:
Power Speed
− Vessel type (planing hull or displacement P (%) n (%)
hull)
− Shape and length of vessel hull 20 58
− Design, size and pitch of propellor 30 66
− Loading of vessel 40 73
− Quality of hull surface below waterline (foul-
50 79
ing)
− Water depth, swell 60 84
70 89
80 93
90 97
100 100
77
Propeller system
Propeller adjustment to the power 100

5
characteristic for a displacement hull
90
4
Power input of propeller correctly adjusted
80
The propeller should be designed for 90% of the
rated power and must be selected so that in a sea 70
trial with the new, fully equipped ship in laden
condition the engine speed is 100 rpm above the 60
rated speed.
Power in %
This guarantees that rated engine speed is 50 1 2 3
achieved if drag (due to fouling) increases any
further. 40

Á Tractive resistance curve
Â Breakaway curve 20
Ã Operating state, in an as new condition (inspec-
tion, trial run) 10
Ä Operating state with further increase in drag
0
Propeller too large: 40 50 60 70 80 90 100 110 120
Speed in %
The power take-up of the propeller is higher than
the engine power. Consequently, the engine can- 100
not achieve its rated speed and is therefore over-
loaded. 90
Á Tractive resistance curve 80
Â Breakaway curve
Ã Operating point if the propeller is too big 70
Caution: 60
Power in %
With prolonged operation on the fully laden

curve below the rated speed, black smoke 50 1 2 3
may be produced and in the longer term
engine damage and excessive wear is to 40
be expected.
30
20
10
0
40 50 60 70 80 90 100 110 120
Speed in %
78
Propeller system
Propeller too small: 100

The propeller cannot receive and transmit the en-
gine power available. Thrust and ship speed may 90
be too low.
80
As the engine load is lower than the rated power at
rated speed, the operating point lies on the break- 70
away curve. The engine speed is markedly higher
than the rated speed as per the type plate. 60
Engine power curve
Power in %
À
Á Tractive resistance curve 50 1 3
Â Breakaway curve
Ã Operating point if the propeller is too small 40
There is no danger of the engine being damaged. 4

30
20
10
3
0
40 50 60 70 80 90 100 110 120
Speed in %
Operation with adjustable propeller

For certain applications it is a good idea to equip the ship with an adjustable propeller.
This offers the following advantages:
D Easy manoeuvrability for docking and casting off
D Easy on the engine when changing direction under load
D Higher efficiencies in certain speed ranges
The prerequisite however is that the system is precisely adjusted / attuned to the ship and the engine. To
this end, a combination system, which automatically adjusts the pitch of the propeller to the speed of the
engine, must be installed.
Without this installation, it is possible that the engine could be operated at every speed with the maximum
propeller pitch, i.e permanently with depressed speed on the full load curve. The consequences could be
black smoke increased wear and damage to the engine.
Note:
Always equip adjustable propeller systems with combination systems.
79
Electrical system
Wiring of engine and components

A wiring diagram of a twin engine installation is enclosed in the appendix. Each engine must be wired sep-
arately, i. e. the circuits for the engines must not be interconnected.
Vessel ground
The vessel ground is formed by a copper strip which runs longitudinally along the hull and is connected to
the zinc anodes.
The engine, gearbox and terminal box must be connected to the vessel ground by a ground cable.
Batteries
Separate batteries have to be provided for the starter of each engine.Onboard 24V DC consumers have to
be supplied by their own batteries.
Starter motor
The starter motor is of the dual polarity DC type À
as in all MAN marine engines. The negative cable
of the starter battery must therefore be led back to
starter terminal 31.
1
Caution:
The negative cable must never be con-
nected to the vessel ground, the hull or
other components.
The battery cables are connected to the starter

motor via the terminal box Á.
80
Electrical system
Alternators
3
An alternator Â is provided to charge the batteries
of each engine.
A second alternator Ã (optional) can be installed, if

batteries for additional consumers have to be
charged.
To energise the second alternator a bulb (4 Watt, 24 V / 4 Watt

24V) or alternatively a resistor (150Ω) is con-
nected.
W D+
B− B+
G
3
− Batt.
+ Batt.
Terminal 15
Terminal 31
Terminal box, shipyard plugs X4
81
Electrical system
Terminal box
The terminal boxes must be connected to the
vessel ground by a ground cable.
Engine and gearbox bearings

The engine and gearbox must be connected to the
Remove paint from a small area to provide a good
contact with the ground cable.
External control unit (optional)

The external control unit must be connected to the
82
Electrical preheating of coolant
Theory and practice of coolant preheating

Coolant preheating is designed to facilitate starting the engine when external temperatures are low and to
ensure the availability of the full power output immediately after a cold start (warm up phase not required).
For this purpose, the coolant is prewarmed during engine shutdown. The prewarming is effected by an
electrical heater that is supplied from the national AC power grid.
Calix 750 Watt Coolant Prewarming System

(V engines D 2848 LE4.., D 2840 LE4..,
D 2842 LE4..) 1
The heater À is fitted to the engine ex−works.
Two lose connecting cables Á and Â are supplied.
Cable Á is plugged into the heaterÀ.

The two cables are connected via plugs. The junc-
tion is secured with a plastic clip.
A protective contact plug for a 220 V connection is
provided on the cableÂ .
2 3
The heater À is designed for continuous operation.

A thermostat is not required as there is no risk of
1
the engine coolant being brought to the boil with
this preheating system.
83
Electrical preheating of coolant
Coolant preheating with external heater

(V engines D 2840 LE, D 2842 LE,
D 2866 LXE40)
A container À is attached to the engine that is con-
nects with the engine cooling circuit via the feed
and return lines.
A heating element Á with an adjustable output
(max. 2000 Watt, 220 V) is screwed into the con-
tainer.
The coolant is warmed in the heater. The coolant
that is now warmer, and hence has a lower specific 1
weight, floats up, passes into the engine and gives
off its heat. As the coolant loses heat, its specific
weight increases and it sinks down again, thus be-
ginning the cycle again (convection effects).
84
Appendix
85
Tightening torques for screw connections
Tightening torques for screw connections as per factory norm M 3059
Screws / nuts with external hex.head or hex. socket head, or head without collar or flange
Threading size Rigidity classes / tightening torque in Nm

x pitch
at 8.8 / 8 at 10.9 / 10 at 12.9 / 12
M4 2.5 4.0 4.5
M5 5.0 7.5 9.0
M6 9.0 13.0 15,0
M7 14.0 20.0 25.0
M8 22.0 30.0 35.0
M8x1 23.0 35.0 40.0
M10 45.0 65.0 75.0
M10x1.25 45.0 65.0 75.0
M10x1 50.0 70.0 85.0
M12 75.0 105.0 125.0
M12x1.5 75.0 110.0 130.0
M12x1.25 80.0 115.0 135.0
M14 115.0 170.0 200.0
M14x1.5 125.0 185.0 215.0
M16 180.0 260.0 310.0
M16x1.5 190.0 280.0 330.0
M18 260.0 370.0 430.0
M18x2 270.0 290.0 450.0
M18x1.5 290.0 410.0 480.0
M20 360.0 520.0 600.0
M20x2 380.0 540.0 630.0
M20x1.5 400.0 570.0 670.0
M22 490.0 700.0 820.0
M22x2 510.0 730.0 860.0
M22x1.5 540.0 770.0 900.0
M24 620.0 890.0 1040.0
M24x2 680.0 960.0 1130.0
M24x1.5 740.0 1030.0 1220.0
87
Specifications
Ship’s main engines for medium duty
D 0836 D 2866 LXE40 D 2866 D 2876 D 2848 D 2840 D 2840 LE D 2842 LE D 2842 D 2842 D 2842
LE402 LE403 LE402 LE405 LE401 LE401 LE413 LE410
Rated speed rpm 2400 1800 2100 2100 2100 2100 2100 1800 2100 1800 2100 2100 2100 2100
Rated power kW 265 279 294 368 412 478 478 365 412 441 497 588 735 809
hp 360 379 400 500 560 650 650 496 560 600 676 800 1000 1100
Torque at rated Nm 1054 1480 1337 1673 1874 2174 2174 1936 1873 2340 2260 2674 3342 3674
speed
Fuel consumption g/ 218 206 212 227 222 217 212 202 208 203 208 212 227 210
at max. power kWh
Average weight kg 730 1020 1020 1160 1290 1390 1580 1620 1620 1720 1720 1790 1790 1860
(dry, without gear-
box)
Ventilation system
Combustion air m3 / h 1270 1290 1500 1850 1880 2160 2780 1600 2100 1900 2350 3500 3490 3740
Radiant heat kW 30 35 37 25 80 45 50 44 51 56 60 70 90 48
Fuel system
Flowrate of fuel de- l/h 370 145 150 240 265 700 700 250 280 250 280 700 500 700
livery pump
88
Specifications
Ship’s main engines for medium duty
Exhaust system
D 0836 D 2866 LXE40 D 2866 D 2876 D 2848 D 2840 D 2840 LE D 2842 LE D 2842 D 2842 D 2842
LE402 LE403 LE402 LE405 LE401 LE401 LE413 LE410
Rated speed rpm 2400 1800 2100 2100 2100 2100 2100 1800 2100 1800 2100 2100 2100 2100
Exhaust-gas mass kg / h 1530 1550 1800 2225 2270 2600 3160 1930 2525 2290 2835 4100 4220 4510
flow
Exhaust tempera- _C 440 420 420 400 450 340 300 450 440 460 440 300 465 430
ture
Exhaust volumetric m3 / h 3130 3080 3580 4250 4710 4390 5200 4000 5170 4820 5800 6740 8930 9230
flow
Exhaust back pres- hPa 60 60 60 80 80 70 80 50 50 50 50 80 80 80

sure,
max. permissible
Cooling system
Rate at which heat kW 170 205 225 303 285 430 330 280 305 320 370 420 515 450
to be extracted in
engine cooling sy-
stem
Engine coolant cir- l / min 250 350 400 515 770 680 715 580 660 665 750 815 840 840
culation
Rate at which heat kW 55 35 45 74 80 94 107 28 36 33 43 125 160 163

to be extracted in
intercooler
89
Specifications
Ships’ main engines for heavy duty operations
D 2866 LXE D 2866 LXE D 2866 LXE D 2876 LE D 2840 LE D 2842 LE D 2842 LE D 2842 LE D 2842 LE
40 40 47 403 403 405 412
Rated speed rpm 1800 1800 1800 1800 1800 1800 1800 2100 1800
Rated power kW 190 250 221 331 346 420 529 662 588
hp 258 340 300 450 470 571 720 900 800
Torque at rated Nm 1008 1326 1756 1836 2228 2806 3010 3120
speed
Fuel consumption g/ 210 207 210 213 200 200 213 218 208
at max. power kWh
Average weight kg 1020 1020 1020 1160 1620 1720 1790 1790 1790
(dry, without gear-
box)
Ventilation system
Combustion air m3 / h 860 1210 1770 1600 1900 2860 3460 2880
Radiant heat kW 26 30 30 44 56 50 85 55
Fuel system
Pumped volume of l/h 145 145 230 250 250 600 500 600
fuel delivery pump
90
Specifications
Ships’ main engines for heavy duty operations
Exhaust system
D 2866 LXE D 2866 LXE D 2866 LXE D 2876 LE D 2840 LE D 2842 LE D 2842 LE D 2842 LE D 2842 LE
40 40 47 403 403 405 412
Rated speed rpm 1800 1800 1800 1800 1800 1800 1800 2100 1800
Exhaust-gas mass kg / h 1000 1460 2110 1930 2290 3430 4160 3460
flow
Exhaust gas tem- _C 390 400 360 450 460 350 400 360
perature
Exhaust gas volu- m3 / h 2190 2820 3840 4000 4820 6150 8010 5300
metric flow
Exhaust back pres- hPa 60 60 80 50 50 80 80 80

sure,
max. permissible
Cooling system
Quantity of heat to kW 150 185 262 278 320 390 430 390
be dissipated in en-
gine cooling system
Engine coolant cir- l / min 350 350 663 580 665 720 840 720
culation
Quantity of heat to kW 25 30 74 28 33 95 150 100

be dissipated in in-
tercooler
91
Recommended values for assignment:
Starter, battery size and starter cable
Engine types D 28 R Engines D 28 V Engines

Starter type Bosch KB Bosch KB
Rated voltage V 24 24
Rated power kW 5.4 6.5
Permitted battery capacity1) Ah 110 143 170 143 170 200 210
Starter short−circuit current A 1570 1750 1800 1760 1810 1830 1910
at 20_C with supply lead 1mW/m
Required starter cable cross sectio- Recommended starter cable length in metres
nal area (copper) mm2 (applies for the feed and return line, voltage drop: max. 4% based on 0.5 x starter short−circuit current
50 3.4 − − − − − −
70 4.8 4.3 4.1 4.2 4.1 4.0 3.9
95 6.5 5.8 5.6 5.8 5.6 5.5 5.3
120 8.2 7.3 7.1 7.3 7.0 7.0 6.7
140 (2 x 70) 9.5 8.5 8.3 8.5 8.2 8.2 7.8
Control lead between starting switch Max. permitted lead lengths in metres
and starter terminal 50 mm2
2.5 20
4.0 31
6.0 47
1) Batteries as per DIN 72 311. The maximum battery capacity listed for each starter may not be exceeded to avoid damage to the starter and the starter sprok-
ket.
92
Potential-free wiring diagram of basic components
Port engine Starboard engine
Batteries Batteries
for starter for starter
motor motor
1st. Alternator 1st. Alternator
Fuse box Fuse box

at starter at starter
Batteries Batteries
for additional for additional
onboard onboard
consumers consumers
2nd. Alternator 2nd. Alternator
(optional) (optional)
Terminal box Engine- and External Terminal box Engine- and External
gearbox control unit gearbox control unit
brackets (optional) brackets (optional)
Vessel potential 8159
93
Potential-free wiring diagram of basic components
94
Notes
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95
Index
A G
Air intake system, Combustion air . . . . . . . . . . . 43 Gearbox mounting . . . . . . . . . . . . . . . . . . . . . . . . . 25
Alignment Gearbox oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . 61
Engine and flange-mounted gearbox . . . . . . . 27
Propeller shaft drive . . . . . . . . . . . . . . . . . . . . . . 35 H
Alternators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 Hull cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
I
C Inclination max. perm. . . . . . . . . . . . . . . . . . . . . . . 16
Calculation of rotational oscillations . . . . . . . . . . 24 Installation drawing . . . . . . . . . . . . . . . . . . . . . . . . . 5
Cardan shafts, General . . . . . . . . . . . . . . . . . . . . 36 Installation planning . . . . . . . . . . . . . . . . . . . . . . . . . 5
Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
L
Choice of materials . . . . . . . . . . . . . . . . . . . . . . 63
Lube oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Startup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Marking dipstick . . . . . . . . . . . . . . . . . . . . . . . . . 74
Crankshaft axial play . . . . . . . . . . . . . . . . . . . . . . . 25
Separately fitted oil filter . . . . . . . . . . . . . . . . . . 75
E
P
Electrical system . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Power output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Engine bearings, Height adjustment . . . . . . 17 , 27
Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Engine delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Adjustable propeller . . . . . . . . . . . . . . . . . . . . . . 79
Engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . 15
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Engine mounting
Propeller shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Cushyfloat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Propeller shaft drive . . . . . . . . . . . . . . . . . . . . . . . 31
Megi Konus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Propeller shafts, Installation . . . . . . . . . . . . . . . . . 37
Engine mountings . . . . . . . . . . . . . . . . . . . . . . . . . 17
PTO, Hydraulic pump . . . . . . . . . . . . . . . . . . . . . . 39
Engine room
Accessibility of engine . . . . . . . . . . . . . . . . . . . . 10 S
Air requirement . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Safety regulations . . . . . . . . . . . . . . . . . . . . . . . . 3–5
Fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Sea valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 sea water filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Sea water inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Exhaust back pressure Scoop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Max. perm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 sea water lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Sea water pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Bellow expansion joint . . . . . . . . . . . . . . . . . . . . 52 Starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Sea water injection . . . . . . . . . . . . . . . . . . . . . . . 47 T
Securing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Exhaust system, Dry, Calculation . . . . . . . . . . . . 49 Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Expansion tank . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Tank capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
F
Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 V
Fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 V-Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Fuel system, Fuel pre-filter . . . . . . . . . . . . . . . . . 71 Vessel ground . . . . . . . . . . . . . . . . . . . . . . . . 80 , 82
Vessel speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
96

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Foreword

Subject to technical alterations due to continuing development.

 2005 MAN Nutzfahrzeuge Aktiengesellschaft

MTDB Technical Status: 10.2005 51.99496−8159

1. Regulations designed to prevent accidents with injury to persons

D Do not touch hot engine with bare hands: Risk of burns.

D Follow the manufacturer’s instructions for handling batteries.

D When performing welding work, observe the “Notes for welders”.

2. Regulations designed to prevent damage to engine and premature wear

3. Regulations designed to prevent pollution

Electronically controlled diesel

Mini-MarexThrottle Lever Control

The vessel’s hull as displacer

v Speed of propagation of a wave in nautical miles / hour

Maximum vessel speed for displacement hulls

Power output and vessel speed with Power outputP 1P 2P 4P 7P

Checking engine equipment and scope

D Is the hydraulic pump mounted on the correct

Make sure when installing the engine that there is

D Hatches for lifting engines out

D Accessibility of terminal boxes

It must be possible to carry out the following tasks

D Changing the fuel filters

D Topping up of coolant(description in Operating

D Retensioning and replacement of V−belts

D Adjustment of valves, retightening of cylinder

D Servicing the air filters

D Servicing the air filters

The starter accommodates two main fuses which

D Removal of heat exchanger and intercooler to

Examples of poor accessibility

Draining of engine oil from the oil filters is not

Retensioning and replacement of V−beltsis made

There is no room above the engines for servicing

Requirements of engine foundation

Maximum permitted angle of inclination for engine

ϕ = Angle at flywheel end β = Angle at free end

Engine model Oil pan α β

Selection and arrangement of engine mountings

Arrangement of engine and gearbox

“Cushyfloat” resilient engine mount-

“Megi Konus” resilient engine mount-

Air temperature in engine room

Air requirement and air pressure in engine room

General air ducting

Fresh air inflow into the engine room ventila-

Fresh air inlet to engine room 4

Arrangement of the air ducts

Calculation of rotational oscillations

Crankshaft axial clearance

It is therefore essential, before and after attach-

Engines Crankshaft axial clea-

ders) must be compensated for.

Attachment of the coupling to the flywheel

Attachment of gearbox to the flywheel housing

Installing power plant in vessel

Provisionally aligning power plant

D Align gearbox output flange and propeller shaft

Aligning power plant

Checking gearbox output and propeller shaft

Angle offset means that the centre lines of a

Example of how resilient coupling is attached

Marine jet drive

2 Input and output angles ß1, ß2 Difference jß1 - ß2j 0.5_