Working Instructions 32 - 40

Technical Documentation
Engine
Working Instructions
B2
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . 12V 32/40

Work No. . . . . . . . . . . . . . . . . . . . . . . . . . 1 065 006 - 009
Plant No. . . . . . . . . . . . . . . . . . . . . . . . . . F 12286
6632-- 3
MAN B&W Diesel AG : D-86135 Augsburg : Postfach 10 00 80 : Telefon (0821) 3 22-0
12286 B2--01 E
08.05
: Telex 5 37 96-0 man d

101/ 02
. 1996 MAN B&W Diesel AG

All copyrights reserved for reprinting, photomechanical reproduction (photocoying/microcopying) and translation of
this documents or part of it.
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Table of contents
: : :
: : :
Introduction
N
N
1.1
1.2
Preface
How the working instructions/work cards are organised, and how to use
them
Work cards, arranged by subjects/key words
Work cards, arranged by subassembly groups
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
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Introduction
1 Introduction
2 Work cards,
arranged by subjects/key words
3 Work cards,
arranged by subassembly groups of the engine
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Table of contents
: : :
: : :
Introduction
N
N
1.1
1.2
Preface
How the working instructions/work cards are organised, and how to use
them
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
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Preface
1.1
Work cards and maintenace

schedule
The working instructions/work cards are closely related to the maintenance

schedule of the engine contained in Volume B1 of the technical
documentation. The latter briefly specifies the maintenance work to be
done, whereas this volume gives a step-by-step description, with
illustrations, of the operating sequences required to maintain the
operational reliability and efficiency of the engine. The work cards have an
introductory part describing the purpose of the work, and contain
information also stating which tools and appliances are required. For most
of the jobs, several work cards have to be consulted.
Work cards serve the particular prupose of providing essential information
in concise form.
Work cards have in the first part been arranged by subjects/key words; in
the second part, the order follows the subassembly group system of the
engine. Both parts contain indices giving the contents of work cards that
concern your engine.
Ordinal system
One standard paper sheet and one foil-sealed copy of each work card is
available. The foil-sealed copies are insensitive to being soiled and can be
used for information while the job is being done.
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How the working instructions/work cards

are organised, and how to use them
1.2
Work cards contain the following information as a rule:
Structure
- Notes on the purpose of the jobs to be done,

- on the relevant work cards, i.e. those work cards containing further
essential or useful information,
- on the necessary tools and appliances,

- any supplementary details/technical data and
- the individual operating sequences, starting in each case with the
original condition and followed by the individual working steps.
Tools are marked with the tool number in illustrations and texts; other parts
are marked with their item number.
Numbering
The ordinal number of the work cards - on top at the right - is composed of
the three-digit subassembly group number (or of a neutral numerical
combination) and a counting number, for example:
021. 02
Counting number (card 2)
Subassembly group (crankshaft)
How to find the work cards

required
The work cards are contained in the lists of Section 2 and 3. The list, Part
1 is a summary of work cards by subjects/key words, the list, Part 2
contains working instructions arranged in an order following the
subassembly group system of the engine.
Access to the ordinal system of the list, Part 3 is ensured by the
subassembly group list. Illustrated by a cross section and a longitudinal
section of the engine, it lists the subassembly group numbers in tabulated
form, respresenting the order in which the work cards of this section have
been arranged.
Text passages in italic type draw the attention to dangers sources of
failure, technical necessities, supplementary information. The following are
used:
Safety notes
Danger! Imminent danger.

Possible consequences: Death or most severe injuries, total damage
to property.
Caution! Potentially dangerous situation.
Possible consequences: Severe injuries.
Attention! Possibly dangerous situation.
Possible consequences: Slight injuries, possible damage to
property.
Important! For calling attention to error sources/handling errors.
Tip! For tips regarding use and supplementary information.
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Clearances and tolerances

temperatures and pressures
Clearances and tolerances, temperatures and pressures are contained in

Section 2.5, Volume B1.
Values for the tightening of bolted connections and the appropriate
000.29, 000.30 and 000.31
000.31.
lubricants are contained in work cards 000.29
Information concerning the ordering of tools or parts of these is given in
Section 3.4 of Volume B1, or in the spare parts catalogue B3.
Ordering tools
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Work cards,
1 Introduction
2 Work cards,
3 Work cards,
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Table of contents
001
Operating media systems/Pipes

Operating media systems
Flushing and cleaning
Cooling water system
Cleaning
Pipes
Replacement
Pipes
Cleaning, Acid Bath Treatment and Preservation
Solderless screwed pipe unions
Mounting
Additional parts
: :
000.03
: :
000.08
: :
000.15
: :
000.16
: :
000.17
: :
000.18
002
Operating media/Auxiliary agents

Lubricating oil
Assessing and treating
Lube oil/fuel
Carry out drop test
Cooling water
Checking
Engine or components
Preservation treatment
Loctite Products
Use
: :
000.04
: :
000.05
: :
000.07
: :
000.14
: :
000.19
003
Machine elements
Galvanized bearings
Assessing
Bimetal bearings (without a third layer)
Assessing
: :
000.11
: :
000.11
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
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: :
000.21
: :
000.22
: :
000.29
: :
000.30
: :
000.31
: :
000.32
004
Hydraulic tensioning tools/ High--pressure pump

Working and safety regulations
Using high--pressure tools/ hydraulic tensioning tools
High--pressure pump
Use
High--pressure hoses
Use
Hydraulic tensioning tool
Use
Venting, checking, replacing of sealing rings
Use
Disassembling and assembling
Dial gauge (measuring device)
Checking the bolt elongation
: :
000.33
: :
009.03
: :
009.05
: :
009.01
: :
009.02
: :
009.07
: :
009.08
: :
009.06
Seals made from elastomer

Storage, cleaning, mounting
Threaded inserts
Use
Tightening of bolted connections
Tightening torques (illustrated)
Tightening torques (table)
Tightening torques (turning moment)
General remarks
005
Operating data/Operating results

Ignition and compression pressures
Determination
Charge air cooler/crankcase
Measuring the differential pressure
: :
000.25
: :
000.40
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
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Operating media systems/Pipes
6682
001
Operating media systems/pipes
002
003
004
005
Operating media/auxiliary agents

Machine elements
Hydraulic tensioning tools/high-pressure pump
Operating values/operating results
001--01 E
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Operating media systems

Flushing and cleaning
000.03
Purpose of jobs to be done

Keep operating media systems free from contamination and residues,
prevent operating problems/damage.
Brief description
Operating media systems are to be flushed prior to putting the engine into
operation, individual parts are to be cleaned. This applies to the systems
for lube oil, fuel, cooling water and compresssed air and includes,
depending on the system:
Flushing of system(s) (step 1),
flushing of system(s) (step 2),
draining of system(s) and
cleaning of components.
1. Lube oil system

The pipe section between the indicator filter and the engine admission
flange requires careful cleaning. To permit full visual inspection of the inside of this pipe it should be interrupted at each pipe elbow by a pair of
flanges. Any weld seams on the inside have to be ground smooth as a
matter of principle.
000.16, the individual sections of this pipe have
As described in work card 000.16
to be pickled, neutralized and treated with an anti-corrosion oil that is dissolved by the lube oil to be filled in later on (e.g. Esso Rustban No. 335,
Shell Ensis Oil, Valvoline Tectyl, Tecto 6 SAE 30). Unless installed immediately, openings have to be closed by covers. Our personnel in charge of
commissioning has been instructed to check this pipe for cleanliness prior
to filling the system.
Attention! Dirt particles penetrating into the engine interior may
cause serious damage to bearings!
1.1
Flushing the engine lubricating oil system
Despite careful installation and cleaning, some dirt particles will inevitably
remain in the pipelines. Therefore, the entire lubricating oil system has to
be thoroughly flushed prior to initial operation of the engine. On engines
with an engine-mounted lube oil pump, the electrical standby pump or the
priming pump has to be used for this purpose.
1.2
Flushing oil
For the flushing process, we recommend using a special flushing oil of a

low viscosity of 45-70 cSt / 40 C (e.g. SAE 20) which, being highly fluid,
need not be preheated.
Where flushing oil is not available, the SAE 40 oil intended to be later used
in operation can be used. In this case, the oil has to be preheated to
40-50 C (preheating equipment, separator preheater). The engine cooling
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water has simultaneously to be heated to not less than 60 C so as to preclude condensed water formation (which means corrosion in the crankcase).
Continuous cleaning of the oil by means of a filter and separator is required during and after the flushing process.
1.2.1 First stage of flushing process
In this operation only the piping system outside the engine is being
flushed.
The lube oil admission on the engine has to be bypassed. A provisional
line is to be installed from the indicator filter to the crankcase which serves
as the return pipe.
Automatic filter without continuous flushing
The filter rod elements of the automatic filter are to be removed, the filter
casing and the filter bypass lines are to be included in the flushing process.
Automatic filter with continuous

flushing
The filter rod elements of the automatic filter are to be removed, the filter
casing and the filter bypass lines are to be included in the flushing process.
In case an indicator filter is not connected in series, the filter rod elements
are not to be removed. In this case, precleaning by an indicator filter is
not possible so that the automatic filter is already to be used for cleaning
during the first flushing process. As the automatic filter routes the dirt particles back to the tank, the separator alone, which is also in operation,
causes the dirt particles to be removed from the oil circuit.
The lube oil cooler is also to be included in the flushing process. Manual
operation of the temperature control valve will alternately flush the cooler
or its bypass line. The lube oil separator is to be taken into operation.
During the entire flushing process, all the oil-carrying lines are to be
sounded by tapping, particularly in the region of weld seams.
Oil circuit with indicator filter
When the maximum differential pressure has been reached in the indicator
filter, switch over to the other filter chamber and appropriately clean the
strainer elements. When filter contamination has been reduced to a minimum, this first flushing stage can be terminated.
However, a minimum flushing period of 24 hours must be ensured.
On completion of the flushing process, the strainer elements of the indicator filter have to be cleaned and checked for possible damage.
Oil circuit without indicator filter
In this case, the filter rod elements remain in the automatic filter because
cleaning is only effected by the latter. Flushing is to be continued until
filter contamination has been reduced to a minimum, i.e. until the flushing
intervals of automatic filters without continuous flushing have been reduced to one flushing cycle per hour at maximum and the indicated differential pressure of automatic filters with continuous flushing has been reduced to the minimum.
Important! In case a run-in filter is fitted on the engine, the differential pressure of this filter has to be monitored continuously and the filter
cleaned, if necessary.
The inserts with filter rod elements are to be installed in the automatic filter
(in case they have been removed), the slide for the bypass line is to be
closed.
1.2.2 Second stage of flushing process
Following installation of the filter element rods in the automatic filter, flushing is to be continued for approx. 2 hours.
Mounting the pipeline (in clean condition) from the indicator filter to the
lube oil inlet on the engine results in the engine with its bearing points and
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spray nozzles being included in the flushing process. Moreover, the oil
tank for run-down lubrication (if applicable) is to be included in the flushing
circuit.
To remove the dirt that may have collected in the run-down lube oil tank,
the oil inlet/oil outlet pipelines should be crossed. Provisional, short hoses
are to be installed for this purpose. The oil admission to the turbocharger
is to be blocked. The orifice plate installed in the admission line is to be
removed. The pressure regulating valve is to be unloaded.
During flushing, the engine is to be turned by two revolutions each at
30-minute intervals. The cylinder lube oil pump must not be switched on
except during the turning cycles.
When there are but minor differential pressures building up in the automatic and indicator filters (one flushing cycle per hour), the flushing process may be terminated.
Important! In case a run-in filter is fitted on the engine, the differential pressure of this filter has to be monitored continuously and the filter
cleaned, if necessary.
Reconnect the pipelines that were dismantled.
Flushing processes are to be carried out under the supervision of personnel of MAN B&W Diesel AG.
1.3
Draining and cleaning of system components
In case a special flushing oil was used, the entire lube oil system has to be
thoroughly drained. The remainders in the cooler, the filter and the separator preheater are to be drained via the drain pipes. Filter inserts have to be
appropriately cleaned and checked for possible damage.
In case the lubricating oil also used for engine operation was used for
flushing, draining of the system can be dispensed with provided the oil
analysis is satisfactory.
1.4
Run-in filter
If necessary, a run-in filter is mounted directly on the engine. The inserts in

the run-in filter are used for a period commencing when the test run at the
engine manufacturers works is carried out and lasting until the commissioning period at the plant is terminated.
The filter insert is to be cleaned according to the manufacturers instructions before it is used.
As the run-in filter does not have a change-over cock, a limited service life
will result in operation (up to approx. 200 operating hours, depending on
the condition of the lube oil). The end of the service life is indicated by a
differential pressure transmitter on the run-in filter. Prolonged operation
with the contamination indication released may result in problems with the
lubricating oil supply. For this reason, increased attention is to be paid to
the lube oil pressure before the engine if the differential pressure alarm is
on, and the filter insert is to be cleaned as soon as possible, according to
the manufacturers instructions.
After the system-running-in period (after completion of commissioning as a
rule) -- in any case, before starting continuous operation of the
plant -- the filter insert is to be removed. The filter casing remains on the
engine. After removal of the filter insert, the run-in filter does no longer
have any effect. This is indicated by a corresponding notice on the filter
casing.
In case modifications are carried out in the lube oil system requiring flushing of the same, or if flushing the system becomes necessary for other
reasons, the filter insert has to be re-installed and has to remain in the
filter casing until the flushing process has been completed.
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2. Fuel delivery system

What has been specified for the lube oil pipe described under item 1 also
applies to the pipe fitted between the duplex filter to be installed immediately upstream of the engine and the engine entry.
2.1
Flushing the fuel oil system
In order to remove all of the dirt accumulated in the pipelines during erection, this system also has to be subjected to two-stage flushing, for which
gas oil or Diesel fuel oil has to be used.
2.1.1 First stage of the flushing process
In this stage of the flushing process, the entire piping system, i.e. that
installed by the shipyard and the plant-related system, is being flushed via
the existing simplex or duplex filter.
The automatic filter and the viscosity control system are to be bypassed
via their bypass lines.
The shut-off valves of all the injection pumps are to be closed.
The fuel supply and return pipes are to be connected by a provisional pipe
section at the last cylinder. Switch-over of the three-way cock installed upstream of the mixing tank provides for a return via the flushing line to the
HFO service tank. For this reason, the tank should not yet contain any
heavy fuel oil at this stage. In this case, the three-way cock for fuel selection may be switched to fuel supply from that tank, after the system has
been filled up with Diesel fuel oil or gas oil respectively, and an adequate
amount of this fuel has returned to the HFO service tank. The Diesel fuel
oil or gas oil is in that way circulated through the entire system.
The flushing process is to be carried out as described under item 1.3.1.
Based on experience, a flushing time of 24 hours is prescribed.
2.1.2 Second stage of the flushing process
The entire system including automatic filter and viscosity control system
are involved in this flushing operation.
Flushing has to be continued until but minor differential pressures are
building up in the filters.
On termination of this flushing operation, all the filter inserts are to be
cleaned and checked for possible damage. The shut-off valves of the injection pumps are to be opened, the bypass line of the viscosity control
system is to be closed. All the pipelines that had been dismantled are to
be reconnected (in cleaned condition).
On completion of the second stage of the flushing process which, as previous experience has shown, takes approx. 6 hours, the shut-off valves of
the fuel oil pumps are to be opened.
The flushing operations are to be performed under the supervision of personnel of MAN B&W Diesel AG.
2.2
Draining and cleaning of system components
The final preheater, the filter chambers and the mixing tank are to be emptied from sludge via their drain pipes. After a settling time of 24 hours,
sludge is also to be removed from the service tank.
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3. Cooling water system

Prior to initial operation of the engine and injection valve cooling system it
must be ensured that the surfaces contacted by the cooling water are free
from corrosion and other deposits.
Where spots of corrosion are found, the system has to be cleaned as de000.16.
scribed in work cards 000.08 and 000.16
The cooling water system is to be flushed with freshwater prior to initial
operation of the engine. A cleanser should be added to the water to ensure that any traces of the preservation agent used are removed. Table 1
lists some suitable cleansers in alphabetical order. Cleansers of other
makes may be used provided that they have properties equivalent to the
agents listed. Following the cleansing operation, the system is to be
flushed with plain freshwater.
For filtering out the coarse dirt particles, the provisional installation of dirt
traps is indispensable. The mesh width has to be 1 mm for the hightemperature and low-temperature systems.
The smallest gap in the injection valve is 0.5 mm. To avoid that dirt particles can deposit there, resulting in a reduced heat dissipation, provisional
installation of a dirt trap having a mesh width of $ 0.4 mm is required for
flushing of the cooling water system for the injection valves.
By installing two shut-off slide valves each, any leakage of water during
cleaning or the removal of the dirt traps is prevented.
Following the flushing operation, the freshwater is to be treated in
accordance with the quality requirements for cooling water (Operating
instructions, sheet 3.3.7).
Supplier
Drew
Unitor
Vecom
*
Product
HDE - 777
Seaclean
Ultrasonic
Multi Cleaner
Concentration
2 - 5%
0.5%
4%
Duration of cleaning/temperature
4 hrs at 50 - 60 C
4 hrs at 50 - 60 C *
12 hrs at 50 - 60 C
Can also be used for short-term engine operation.
Table 1. Cleansers for the removal of oil-containing residues
4. Compressed air system

4.1
Plant-specific system
The entire system has to be carefully cleaned prior to initial engine operation. The inside of all the compressed-air and control pipes must be free
from combustible media, slag, scale and corrosion.
Caution! The presence of combustible media, i.e. anti-corrosion oil, constitutes an explosion hazard!
Cleaning the air pipes is effected by purging them three to four times,
using the 30-bar compressed air from the starting air receivers.
The plant-specific pipeline has for this purpose to be disconnected from
the main starting valve and the engine entry which then is exposed has to
be closed off. The control air pipe upstream of the engine is also to be
removed.
Attention! Purging causes high-level noise! Make sure to wear
ear muffs!
On completion of the cleaning procedure, all pipelines that have been dismantled must be reconnected.
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4.2
Engine-specific system
In case there are any doubts as to whether or not the pipelines are free
from combustible media (e.g. anti-corrosion oil), the following steps are to
be carried out before the emergency start valve/main starting valve is
actuated live for the first time:
1. Dismantle the starting pipe upstream of the first cylinder and check it
in both directions for the presence of combustible media.
2. Remove the starting valves, and purge the air route towards the pipe
opening.
3. After the main starting valve, provide a connection for compressed
air, and purge the pipeline/spaces towards the cylinder, gently at the
beginning, for an extended period of time (using the contents of several air bottles).
Attention! Purging causes high-level noise! Make sure to wear
ear muffs!
Caution! The presence of combustible media, i.e. anti-corrosion oil, constitutes an explosion hazard!
4. Leave the pipelines open for 24 hours so that the solvent residues
can evaporate.
5. Install the starting valves, and restore the initial state.
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Cooling water system

Cleaning
000.08

Free operating media systems from contamination/residues,
ensure/restore operational reliability.
Brief description
Cooling water systems that show contamination or deposits impede
effective component cooling and may endanger a stable emulsion of water
and anti--corrosion oil. Contamination and deposits are to be removed at
regular intervals.
This includes:
cleaning of systems and, if necessary,
removing calcareous deposits,
flushing of systems.
Cleaning
The cooling water system has to be checked for contamination at the
specified intervals. If heavily fouled, immediate cleaning is necessary. This
work should preferably be done by a specialist firm which will provide the
cleansers suitable for the particular type of deposits and materials used in
the cooling system. Only in the event that procurement of the services of a
specialist firm is not possible, the cleaning should be performed by the
engine operator.
Oil sludge
Manufacturer
Drew
Nalfleet
Unitor
Vecom
*
Oil sludge produced by lube oil entering the cooling system or by an

excessive concentration of anti-corrosion agents can be removed by
flushing with fresh water, with some cleaning agent being added. Table 1
lists appropriate agents in alphabetical order. Products of other
manufacturers may be used provided their properties are comparable. The
manufacturers instructions for use are to be strictly observed.
Product
Concentration
HDE - 777
Nalfleet 9 - 010
Aquabreak *
Ultrasonic
Multi Cleaner
4 - 5%
2 - 5%
0.05 - 0.5%
4%
Duration of cleaning procedure /

temperature
4 hrs at 50 - 60 C
4 hrs at 60 - 80 C
4 hrs at ambient temperature
12 hrs at 50 - 60 C
Can also be used in case of short engine operating periods
Table 1. Cleaning agents for removing oil sludge
Calcareous and rust deposits
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000.08--01 E
Calcareous and rust deposits may form if excessively hard water or too
low a concentration of anti-corrosion agent has been used in operation. A
thin layer of scale need not be removed as, according to experience, this
provides protection against corrosion. Calcareous layers of > 0.5 mm in
thickness, however, will impede the heat transfer to an extent which
results in thermal overloading of the components to be cooled.
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Rust in the cooling system adversely affects the stability of the emulsion in
case anti-corrosion oil is being used for cooling water trreatment.
Washed-off rust particles can act like an abrasive (e.g. on the sealing
elements of the water pumps). Together with the water hardness
constituents, they form so-called iron sludge which settles predominantly
in areas of low flow rates.
In general, products used for dissolving calcareous scale deposits are also
suitable for removing rust. Table 2 lists appropriate agents in alphabetical
order. Products of other manufacturers may also be used as long as their
properties are comparable. The manufacturers instructions for use are
likewise to be strixctly observed. Prior to cleaning, check whether the
agent concerned is suitable for the materials to be cleaned. The agents
listed in Table 2 are also suitable for stainless steel.
Manufacturer
Drew
Nalfleet
Unitor
Vecom
Product
SAF-Acid
Descale-IT
Ferroclean
Nalfleet 9 - 068
Descalex
Descalant F
Concentration
5 - 10%
5 - 10%
10%
5%
5 - 10%
3 - 10%
Duration of the cleaning procedure /

temperature
4 hrs at 60 - 70 C
4 hrs at 60 - 70 C
4 - 24 hrs at 60 - 70 C
4 hrs at 60 - 75 C
4 - 6 hrs at approx. 60 C
approx. 4 hrs at 50 - 60 C
Table 2. Cleaning agents for removing calcareous and rust deposits
Only in exceptional cases, if none of the special agents the application of

which does not present problems is available, calcareous deposits may be
removed by using aqueous hydrochloric acid or amido sulphur acid as a
means of emergency. The following is to be observed for application:
In case of emergency
- Heat exchangers made of stainless steel must never be treated with

aqueous hydrochloric acid.
- Cooling systems containing non-ferrous metals (aluminium, red brass,
brass, etc.) have to be treated with inhibited amido sulphur acid. This
acid should be added to the water at a concentration of 3 - 5%. The
temperature should be 40 - 50 C.
- Aqueous hydrochloric acid may only be used for cleaning steel pipes.
The use of hydrochloric acid for system cleaning always involves the
risk of acid residues remaining in the system even after thorough
neutralisation and flushing. Such residues promote corrosion pitting.
We therefore recommend having the cleaning operation performed by a
firm specialising in this field.
Carbon dioxide bubbles which form in the dissolution process of the
calcareous deposits may obstruct the access of the cleaning agent to the
water scaling. It is, therefore, absolutely necessary to circulate the water
containing the cleaning agent so that the gas bubbles are carried away
and can escape. The duration of the cleaning process depends on the
thickness and composition of the deposits. For guide values, please see
Table 2.
Following the cleaning of cooling spaces using cleaning agents, the
system has to be flushed several times. In doing so, make sure to replace
the water. Where acids have been used for cleaning, subsequently
neutralise the cooling system with appropriate chemicals, and then flush it.
When this has been done, the system can be refilled with appropriately
treated water.
After cleaning
Attention! Do not start the cleaning process before the engine

has dooled down. Hot engine components are not allowed to be
charged with cold water. Prior to proceeding to refilling the cooling
water system, make sure that the venting pipes are open. Clogged
venting pipes obstruct the excape of air and involve the danger of
thermal overloading of the engine.
The relevant regulations have to be observed for the disposal of cleaning
agents or acids.
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Pipes
Replacement
000.15

Insert/replace components,
proper processing and installation.
Brief description
Pipes are to be replaced/supplemented if necessary. In this connection,
materials are to be selected in accordance with the requirements, and
processed properly.
This includes:
selection of suitable materials,
proper processing and
proper installation.
Preliminary remarks
When pipes of the fuel, lube oil, cooling water or starting air system or
pneumatic controls are to be repaired, modified or replaced, the notes
stated below should be obeserved so as to avoid trouble in later operation.
Instructions
Pipe sizes/materials
Seamless mild steel pipes as to DIN 2391 made of St 35 GZF material to

DIN 1629, or seamless copper pipes to DIN 1754 made of C-Cu F25 or
F30 respectively as to DIN 17671 and/or pipes made of high-grade steel
X6 CR Ni Ti 1810 as to DIN 2462 are to be used as replacements for
pipes on the engine or engine control system. Normally, the replacement
pipes to be mounted on the engine should be of the same dimensions as
the ones installed originally.
Manufacture
Pipes of small diameter can be bent while they are cold, using
commercially available standard pipe bending equipment. If solderless
pipe joints as to DIN 2353 are used, heat treatment can be dispensed
000.17).
within the majority of cases (please refer to work card 000.17
In the air duct systems of the pneumatic controls or starting system,
non-corroding, i.e. chrome-plated, galvanized or brass pipe joints are to be
used exclusively. Since, depending on the point of installation either metric
or Whitworth threads of cylindrical or conical shape are required, particular
attention should be paid to the type of thread required.
In case, due to the use of other pipe qualities or larger dimensions,
hot-bending is necessary or if soldering or welding work is carried out on
the pipes, the pipes have afterwards, by all means, to be treated in an acid
bath, in caustic solution and water (please refer to work card 000.16).
000.16
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Manufacturing lube oil piping
Larger-diameter lube oil pipes and the pipe/s behind the lube oil filter/s in
particular have to be manufactured by bending. Connecting flanges and
sockets are to be joined to the pipes by gas welding.
Gas welding does not produce the slag of the filler rod covering, which is
of particular importance, since the weld seam root has to reach the inside
of the pipe, i.e. the gap of the joint must be completely filled. Unfilled gaps
of joints at the inside of pipes are not admissible because particles of
foreign matter could accumulate there, which are difficult to be removed or
would not be cleaned away by the pipe cleaning operation. During
operation these particles might be carried to the bearings of the engine
causing damage to the bearings and thereby endangering operational
reliabilty. Where prefabricated pipe bends have to be welded into
pipelines, adapter flanges have to be provided in adequate number and
appropriately positioned to permit unimpeded inspection, trimming and
checking of the weld seams at the inside of the pipes.
The aforementioned welded connections can also be made by the WIG
welding process.
No matter whether using the gas welding or the WIG welding method, the
tack welding and the finish welding seams of welded conncetions have in
each case to be produced by one and the same welding method.
Pipeline installations should be fitted and mounted in such a way that
vibrations are reduced to a minimum. Pipes must not be mounted on
vibrating or oscillating parts. Even soft copper pipes will by the vibrational
effect become hard and brittle and ultimately tend to cracking.
Installation/mounting
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Pipes
Cleaning, Acid Bath Treatment and
Preservation
000.16

Keeping operating systems free from contamination and residues,
ensuring/restoring of operational reliability.
Brief description
Pipes, which are replaced or supplemented, must after
manufacture/processing be cleaned mechanically or chemically and, if
necessary, preserved.
Depending on the actual situation, this includes:
mechanical cleaning of components,
chemical cleaning of components,
carrying out of pressure test, and
preservation.
Preliminary remarks
All pipes to be mounted on the engine as replacements require mechanical
or chemical cleaning on completion of manufacture. If there is a longer
period between cleaning and mounting (replacement pipes), the pipes
must be preserved and their ends must be closed. Plastic plugs or caps in
vivid colours are most suitable for this purpose because they will not be
overlooked.
Pipes for cooling water, heating, exhaust gas and combustion air systems
are normally cleaned mechanically. Pipes for lube oil, fuel oil, compressed
air, gas, steam and condensation systems must be cleaned mechanically
and chemically. Shut--off and regulating elements as well as other units are
not to be fitted to the individual systems before the latter have been
cleaned.
Pipes to be bent in the hot state must be filled with fine--grained sand
exclusively, which must be completely dry. If the sand used is damp,
steam can develop involving accident hazards. Either the entire pipe
systems or parts of them are to be subjected to a pressure test. The entire
lube oil, fuel oil and compressed air systems must be thoroughly flushed
before the engine is put into operation.
Mechanical cleaning
Scale and welding pearls must be carefully removed from the welds with
the aid of a chisel, file or grinding wheel. The entire pipe section is to be
tapped with a hammer and, if possible, compressed air is to be passed
through simultaneously so that even minor particles (sand filled in for hot
bending) are removed.
All pipe conncetions must be closed and must stay closed until they are
installed.
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An acid bath is required for pipes that have to be cleaned mechanically

and chemically. The acid bath equipment essentially consists of:
a hydrochloric acid bath for steel pipes

a water bath for washing off the acid
a caustic bath for neutralizing and phosphating treatment,
a sulphuric acid bath for copper pipes.
The acid fumes developing from the hydrochloric acid bath and sulphuric
acid bath have to be exhausted by ventilators and diverted via wet
seperators. The caustic bath fume, too, has to be exhausted into the open
by means of a ventilator. The local safety regulations have to be observed.
The water bath needs a connection for water and compressed air. The
caustic bath requires a heating system for heating up to 80 C.
Attention! According to the safety regulations for the handling of
acids and lyes, all persons working with acids and lyes have to wear
acid - resistant overalls, rubber boots, rubber gloves and saftey
goggles. A water hose connected ready for use must be available in
the immediate vicinity of the acid and caustic baths.
Acid bath treatment of steel pipes
First pickle in the hydrochloric acid bath, subsequently treat in trisodium
phosphate bath for neutralizing the acid and for simultaneously providing
temporary preservation.
The hydrochloric acid (HCl) is commercially available with a concentration
of 31--33 % and an arsenic content of less than 1 %.
Mixing ratio for the HCl:H20 bath= 3:2 (parts by weight).
Attention! Pour the acid into the water and not vice versa!
The temperature of the bath should not be below 20 C. The duration of
treatment has to be determined by visual observation.
If threads have already been cut into the pipes, care is to be taken that the
tips of the threads do not suffer damage from acid attack. This is the
decisive point determining the duration of treatment in such cases.
After completion of the pickling process, acid solution adhering to the
pipes has to be washed off in the water bath.
Any further remainders of acid solution left in the scores and pores of the
surface structure are to be neutralized in a trisodium phosphate bath in the
course of which the pipes are provided with a phosphate layer giving
short--time protection against oxidation.
The mixing ratio for the Na3 PO4:H20 bath= 1:8 (parts per weight).
Treatment temperature: 80 C.
Important! Copper piping should not be treated in the hydrochloric

acid bath if subsequently steel piping is to be treated again. The reaction
of copper (Cu) with aqueous hydrochloric acid (HCl) leads to the formation
of copper chloride (CuCl2 ) which is dissociated in the aqueous solution. If
subsequently a steel pipe is immersed in the bath again the less noble iron
in the steel will oxidize because its positive charge is discharged and the
ferric ions enter the solution whereas the metallic copper is separated out.
The steel pipe material is then covered with a layer of copper which is not
very adhesive. Copper depositing on the inner walls of fuel conducting
pipes is undesirable. Copper particles that come loose by the action of the
flowing fuel oil would produce adverse effects in the injection elements
such as pumps and nozzles.
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Treating copper pipes

First pickle in sulphuric acid bath, possibly followed by trisodium
phosphate bath to neutralize acid and to achieve phosphatization.
Sulphuric acid (H2SO4) is commercially available at a concentration of
98 % (concentrated acid). It has to be transported in closed containers.
Mixing ratio of the H2SO4:H2O bath = 1:8 (parts by weight).
Attention! Again, pour acid into the water and not vice versa!
Once the acid bath has been prepared, it should be allowed to settle for
24 hours before it is used.
Duration of treatment: At the beginning, copper piping is to be treated for
15 minutes, and correspondingly longer as the bath is getting older.
When the pipes have been taken out of the sulphuric acid bath, they have
to be submitted to thorough flushing with water and drying by a low flame.
Neutralization in the trisodium phosphate bath is not absolutely necessary.
However, it is recommended in case of long--term storage to prevent
formation of verdigris.
Pressure testing of pipes
Water pipes are pressure--tested with water; lube oil, fuel oil and air pipes
are pressure--tested with slushing oil. For the testing pressures required
please refer to section 2.
Preservation of pipes
For short--term storage in shelterd places and/or in dry warehouses,
Phosphatin and oil film are considered to be sufficient as corrosion
protection. For long--term storage for product support service purposes,
Phosphatin offers an appropiate basic preservation prior to the
preservation properly using slushing oil, paint or grease. Pipe ends and
connections have to be sealed with colour plastic caps. Plastic caps in
signal colours offer the advantage to be recognized more easily when the
pipes are fitted to the engine. It is most important that they are removed
before the pipes are installed.
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Mounting
000.17

Brief description
Solderless screwed pipe unions are preferably used where pipes of minor
diameters can be bent in cold state. In this case, the pickling and
neutralising process can be dispensed with.
The work/steps include:
Tools/appliances required
Quant Denomination
No.
Availability
1 Tools, basic scope
000.002
Standard
1 Pipe cutter
--
Inventory
1 Spot facer
--
Inventory
1 Machinery oil
--
Inventory
Advantages of solderless screwed pipe unions

Solderless screwed pipe unions are preferably used where pipes of minor
diameters can be bent in cold state, i.e. which have not to be submitted to
heat treatment for this purpose. In this case, the pickling and neutralizing
process which otherwise is usually necessary can be dispensed with.
Copper pipes have to be provided with reinforcing sleeves on the inside.
Please refer to work card 000.18.
000.18
Sequence of operations
1. Cut off the pipe at right angles and deburr it.
Pipe cutters (as shown in the figure) are most suitable for such work.
The pipe is cut through using a cutting wheel. The inner edge of the
pipe can then be deburred by means of the three blades inside the
handle, or by using a spot facer. The chips must be carefully
removed by passing air through it.
2. The thread as well as the cutting and wedge ring (4) are to be oiled
(not greased). Then push the nut and the ring over the pipe as shown
in the illustration.
If the cutting and wedge ring cannot be pushed over the end of the
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pipe, or if this is only possible with difficulty, do not expand the ring
but rather reduce the pipes diameter by grinding/filing.
Figure 1. Tools required -- Spot facer, pipe cutter (left) and pipe bender (right)
3. Screw on the union nut by hand until it can be felt to contact the
cutting and wedge ring. The pipe is then to be pressed against the
stop in the inner cone and the union nut is to be tightened by
approximately 1/2 to 3/4 turn. In that way, the cutting and wedge ring
will engage the pipe, and there is no need to press the pipe any
further. Finally, tighten the union nut by one further turn
approximately. The ring then cuts into the pipe, building up a visible
collar (6) in front of its cutting edge.
A marking line (7) will facilitate adherence to the correct tightening.
1 Union nut
2 Stop
3 Pipe
4 Cutting and wedge ring
5 Inner cone
6 Visible collar
Figure 2. How screwed pipe unions work and how to check them. Initial condition illustrated on top on the left, after tightening -at the bottom on the left, checking -- on the right
4. Pipes with smaller outside diameters can be secured in screwed

unions without having to be preassembled if they are firmly screwed
in on the engine.
Pipes with a larger outside diameter, and all the connections in free
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pipes should be preassembled in a vice.The spanner should be about

15 times as long as its opening is wide (if necessary extend by a
pipe). The other operations are as described above. Final tightening
is easier if the union nut has been loosened a few times so that new
oil can enter between the friction faces.
Important! It is to be made sure that every pipe end comes into the
same inner cone in which it had been fitted before.
5. After final tightening unscrew the union nut and check if a visible
collar (6) has been produced and fills the space in front of the cutting
edge; if not, tighten slightly more. It does not matter whether the
cutting and wedge ring can be turned on the pipe end.
On completion of the joint and whenever the joint has been released,
the cap nut of the union is to be tightened with a spanner that has not
been extended; for this purpose no excessive force is to be used.
7 Marking
Figure 3. Assembly of screwed pipe unions. Assembly on site -- left, preassembly in vice -- right.
Supplementary notes
The straight pipe end that extends into the screwed joint should be at least
twice as long as the union nuts height (H).
Longer pipelines or pipes subjected to higher stresses require pipe
supports.
An appliance equiped with exchangeable rolls (as shown in figure 1) is
recommended for the bending of steel and copper pipes. The bending
radius (R) should not be less than twice the pipes outside diameter
(R = 2D).
H= Height of the union

nut (1)
2H= Minimum distance of a
bend
R= Bending radius
D= Outside diameter
Figure 4. Minimum distances/bending radii
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Solderless Screwed Pipe Unions

Additional parts
000.18

Use/replacement of components,
Brief description
Additional parts for solderless screwed pipe unions extend their range of
use. The following parts can be used: reinforcement sleeves, insert
nozzles and screwed hose connections.
Preliminary remarks
Reinforcing sleeves , insert nozzles and screwed hose connections are
used together with solderless screwed pipe unions. Their range of use is in
that way extended, among others to copper pipes and hose connections.
Instructions
When using solderless screwed pipe unions on soft copper piping,

reinforcing sleeves have to be used to prevent the pipes from being
squeezed as the union nut is being tightened.
Reinforcing sleeves
1 Reinforcing sleeve
Figure 1. Use of reinforcing sleeves. Left at the top-- sleeve inserted, left at the bottom -- sleeve driven in. Finish--assembled
screwed pipe union at the right.
The use of insert nozzles permits the air admission and venting time of
units to be adapted to the respective requirements. Such nozzles can
subsequently be inserted into the screwed pipe unions, for which purpose
the union nut has to be loosened and the pipe has to be pulled out. Please
note that the pipe end has to be shortened by the length of the nozzle
collar.
Insert nozzles
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2 Insert nozzle
Figure 2. Using insert nozzles. Insert nozzle at the left, finish--assembled screwed pipe union at the right.
Screwed hose connections
All pneumatic air systems will necessarily have transitions from a pipe to a
hose and vice versa, where it is necessary to connect moving parts. If it is
impossible to perfectly shape pipe ends so that they form standard hose
sockets, a screwed hose connection has to be used for such joints. It is
not permitted just to slide the hose onto a pipe that has been cut off flush.
The hose (3) has to be cut off at right angles and slid onto the hose socket
up to the stop. The hose must then be secured by a hose clip or hose
clamp (4) so that it cannot slide off.
3 Hose
4 Hose clamp
Figure 3. Using screwed hose connections
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Operating media/Auxiliary agents
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002
003
004
005
Machine elements
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Lubricating oil
Assessing and Treating
000.04

Record and assess the characteristics of the operating media,
keep the state within the permissible range,
avoid/reduce harmful effects.
Brief description
Lube oil is, according to the maintenance schedule, to be assessed
regarding its state in regular intervals and maintained continuously.
This includes:
carrying out of a spot test,
having an oil sample analysed,
maintenance of the operating media, and
changing of the operating media.
Assessment of oil
The condition of the lubricating oil in the engine should be continually

observed. The intervals at which blotter tests on filter paper are to be
made, or at which oil samples are to be taken for tests in a suitably
equipped laboratory (it is recommended that this be done by the suppliers
customer service department) are specified in the maintenance schedule .
Oil samples should be drawn with the engine operating, downstream of the
filter. Only then will results be obtained that are representative of the oil
being circulated in the engine.
Plotter test/oil analysis
The progression of changes in the characteristics of the oil can be inferred

from droplet samples taken at regular intervals. Obvious changes in the
appearance of blotter tests as against those taken from earlier oil charges
are an indication of irregularities, such as incomplete combustion, poor
filtration, or increased fuel or water content (see also Work Card D36
000.05-1).
6682/000.05
A reliable conclusion as to whether the used oil is still suitable for further
use can only be drawn from a complete laboratory analysis in which the
values are determined by standardized test procedures.
The limit values given are non-binding empirical values, and no single one
by itself should be taken as the criterion for requiring an oil change. For
this, the various limit values must be evaluated with respect to each other,
and the changes in the oil over an extended period of time should be
known. If in doubt, consult the lube oil suppliers. There may also be
instances where additional analyses (for example spectographic analysis,
particle analysis, or examination on remaining resistance against
oxidation) become necessary.
We recommend using a test kit specifically developed for making routine
on-site tests of fuel and lubricating oils. Together with the firm Mar-Tec,
MAN B&W has developed such a test kit, which contains easy-to-handle
equipment. Using this test kit, the condition of the heavy fuel oil bunkered
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and its characteristics that are important for conditioning, as well as the
condition of the used lube oil, can be determined with adequate accuracy.
Information material can be obtained from Mar-Tec, Warnckesweg 6,
22453 Hamburg, Germany.
To subject used oil to routine testing, the following criteria are sufficient as
a rule:
Characteristics
Viscosity at 40 C
Flash point (PM)
Water content
[mm /s]
[ C]
[% by vol.]
TBN
[% of fresh oil TBN]
Insolubles
[% by mass]
(see also spot test D365600/E/000--05)
Metal content
[mg/kg]
Attention limits
> 110
> 220
> 185
< 0.2
(0.5% admissible only for a short period)
50%
< 1.5
In general, depending upon actual dispersant
properties and increase in viscosity
Dependent upon engine type and operating
conditions
Method
ISO 3104
ISO 2719
ISO 3733
ISO 3771
DIN 51 592
IP 316
ASTM 5185--91
Table 1. Examination of lube oils - characteristics/limit values
Colour
The colour does not allow conclusions to be drawn about the degree of
contamination of used doped lube oil, because the dispersant/detergent
properties keep minute soot particles (less than <1.0 m) in suspension,
which even at low concentrations give the oil an deep black colour. The
total contamination of lube oils can be determined, for example, in
accordance with DIN 51592 or IP 316. The appearance of the droplet
sample also allows conclusions to be drawn.
Fuel contained in the

lube oil
Fuel oil in the lube oil can be determined by measuring the flash point and
viscosity of the used lubricating oil after cleaning, and comparing the
measured values with those of fresh lubricating oil. A change of oil
because of dilution by fuel oil becomes necessary when the oil viscosity
has dropped by one viscosity class, or the flash point has dropped below
185 C. If a laboratory analysis cannot be done, the viscosity can be
roughly determined as follows:
Drip samples of fresh oil with a viscosity one class higher and one class
lower than the oil used in the engine, and a sample of the used oil from the
engine onto an inclined glass or metal plate. It then can be seen from the
flow velocity whether the used oil has a higher or lower viscosity than it
had when it was new.
If laboratory testing to determine the water content is not possible, apply
one droplet of the used oil to a hot plate. If the oil contains water, the latter
will evaporate rapidly and, in overcoming the capillary force of the oil, it will
escape with an audible noise (spatter test). The water content of the oil
should not exceed 0.2%. If the water concentration is greater than 0.5%,
the oil must be changed unless it is possible, e.g. by careful centrifuging
and/or heating the oil charge for a short time, to reduce the water content
to less than 0.2%. Water contained in the oil promotes corrosion of the
bare metal parts of the running gear, and the formation of oil sludge, i.e.
increased viscosity, among other things.
Water contained in the

lube oil
Inadequate ventilation of the tank and crankcase are frequently the cause
of excessive water content in the lubricating oil. Therefore it is necessary
to drain sludge and water from the lowest point of the service and storage
tanks at regular intervals.
An air emulsion (oil has a whitish appearance) or strong surface foaming is
mostly caused by leaks at the suction side of the pump, through which air
Air contained in the

lube oil
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is entrained by the oil. Among other things, the formation of a

hydro-dynamic state of lubrication in the bearing is impeded, and the aging
of the oil is accelerated.
Oil treatment
The fineness of the filter is exactly matched to the requirements of the
engine model. Optimal treatment of the lubrication oil is a basic
prerequisite for trouble-free operation of the engine.
The lube oil is cleaned in the main flow by the filters installed. When
running on heavy fuel oil, this is invariably an automatic filter and an
indicator filter operated by hand and arranged downstream of the
automatic filter.
The triggering and progression of the cleaning process of the filter
cartridges in the automatic filter are controlled automatically. The filter
cartridges have to be cleaned at regular intervals, for which it is advisable
to use a device developed and cleaning fluid supplied by the filter
manufacturer. The same applies to the indicator filter. In the case of
smaller engines running on diesel fuel, the filter cartridges are of the
disposable type and require replacement when the maximum permissible
pressure differential is reached. HFO-operated engines have a separator
in bypass. Engines at the bottom of the range, which are mostly run on
diesel fuel, have engine-mounted free-jet centrifuges as a rule. These are
capable of removing much smaller dirt particles than the filters provided in
the main flow. The separator, which is designed as a purifier, also
removes water. The more effective the cleaning action of the separator is,
the less problems will arise in connection with the filtration of the main
flow. It is essential that the cleaning devices are operated in compliance
with the suppliers instructions. Pertinent criteria include:
Separator:
Gravity disc matched to the density of the lube oil,

correctly adjusted flow rate,
correct separating temperature,
cleaning of the drum in time etc.
Free-jet-centrifuge:
- Adequate oil pressure,

- cleaning in time (thickness of dirt layer in the drum max. 10 mm).
Oil change
It is not possible to make firm predictions as to the expected service life of
an oil charge, since the engine manufacturer usually does not know the
fuel and lubricating oil grades being used, nor the conditions under which
the engine is operating, nor whether the oil receives the proper care.
A change of the oil becomes necessary when the chemical and physical
characteristics of the oil charge have changed to such an extent that the
lubricating, cleaning and neutralizing properties are no longer adequate.
This can only be determined by a complete analysis. The characteristics
given in Table 1 and the spot test can only serve as a guide.
When changing the oil, drain the entire oil charge while it is still warm from
operation. If the main piping systems cannot be fully emptied, flush the
entire system with flushing oil before filling in the new oil charge.
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Lube oil/fuel
Carry out drop test
000.05

Record and assess characteristics of operating media,
keep their condition within the admissible range.
Brief description
Drop tests allow, with little effort, the evaluation of important
characteristics. They are useful in addition to lube oil and fuel analyses.
They can, however, not replace these.
The work includes:
Preparation of drop test and
assessment of drop test.
Sequence of operations (in lube oil sampling)

Dip a cleaned stick (glass rod or wire) which is pointed at its lower end into
the lube oil at service temperature.
Let the oil adhering to this stick drip onto filter paper and let dry for several
hours at room temperature.
Compare the filter paper with the samples shown on the reverse hereof.
Evaluation of the lube oil spot test
The spot test of a droplet on filter paper is indicative of the degree of
contamination, the presence of water or fuel and the detergent/dispersive
property still existing. The state of the oil being used can in that way be
roughly deduced. A spot test is no substitute for an oil analysis. Abnormal
appearance of the sample, compared with test samples from previous oil
charges which had been in the engine for the same length of time, will
indicate irregularities such as poor combustion, fuel or water leakage,
insufficient oil care etc. Figures 1 ... 5 illustrate the appearance of used,
doped (HD) oils. A lube oil corresponding to Figure 1 is but slightly
contaminated, that of Figure 5 is spent to a degree such that immediate oil
change is necessary. An appearance as shown in Figure 4 calls for a
complete analysis providing reliable information on the condition of the oil
charge in use.
Doped lube oils contain additives for finely suspending combustion
residues and/or preventing these from depositing in the engine
(detergent/dispersant effect). The dirt particles are smaller than the
capillaries in the paper are, which accounts for the pronounced flowing
effect in the external zone. As the dispersant effect is decreasing, dirt
particles coagulate thereby clogging the capillaries. The core of the droplet
has a dark colour. A radiant--like appearance of the margin is indicative of
water or fuel contained in the lube oil.
Spot test sampling has to be done at the intervals stated (please also refer
to the maintenance schedule), drawing always at the same point from the
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oil circulating system with the engine running and collecting the spot test
filter samples in a log.
One and the same kind of filter paper should be used for all spot test
comparisons. The spot tests shown were made with the above--mentioned
filter paper.
Figure 1. Spot tests of doped lube oils -- Figure 1 but slightly contaminated/Figure 4 calling for analysis/Figure 5 requiring oil
change
Fuel oil sampling

The spot test on filter paper provides information on the type of fuel, i.e.
whether it is a distillate or a fuel mix. In the case of heavy fuel oils, the
appearance of the spot test permits to draw conclusions on the
compatibility of the mixed components. It is advisable to make spot tests
of every new bunkering charge, and to collect the results in a log.
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Cooling water
Checking
000.07

Record and assess characteristic values of operating media,
avoid/reduce harmful effects.
Brief description
Fresh water that is used for filling cooling water circuits must comply with
the specifications. Cooling water in the system must be checked at
regular intervals according to the maintenance schedule.
recording characteristic values of operating media,
assessment of operating media and
checking the concentration of anti--corrosion agents.
Either use the MAN B&W water testkit or a corresponding testkit containing all the necessary instruments and chemicals for determining the water
hardness, the pH value and the chloride content (can be obtained from
MAN B&W Diesel AG or from Messrs Mar-Tec Marine, Hamburg), or
Means for checking the

fresh water quality
Durognost tablets used to determine the water hardness (Messrs Gebr.

Hegl KG, Hildesheim), and
pH value indicator paper with colour checking pattern to determine the pH
value (Messrs Merk AG, Darmstadt), or alternatively liquid pH value indicator or electronic measuring unit, and n/10 silver nitrate solution and
5-percent potassium chromate solution to determine the chloride ion content.
Means for checking the
concentration of additives
When using chemical additives:

Testing means according to the recommendations of the supplier.
Usually, the testkits delivered by the producers also contain testing means
for determining the fresh water quality.
When using anti-corrosion oils:
Emulsion tester (Messrs Hamburger Laborbedarf Dargatz, Hamburg), and
concentrated hydrochloric acid.
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Check the characteristic values of the water

Brief specification
Characteristic value/
Feature
Type of water
Total hardness
pH value
Chloride ion content
Water for charging

and topping up
Fresh water, free of
foreign matter
max. 10dGH *)
6.5 - 8 at 20C
max. 50 mg/l
Water in circulation
Treated cooling water
max. 10dGH *)
min. 7.5 at 20C
max. 50 mg/l
Table 1. Quality specifications for cooling water (brief)

*) dGH = German hardness
Check the water hardness
The water hardness should be tested in compliance with the instructions

accompanying the Durognost tablets.
Water of a hardness exceeding the specified limit is to be mixed with distillate or softened water, or to be softened by adding the chemicals stated
below.
The water hardness is reduced by 1dGH if the following quantities of
chemicals are added to 1000 l of water:
approx. 40 g anhydrous trisodium phosphate (Na3PO4), and
approx. 20 g anhydrous sodium carbonate (Na2CO3).
Important! The chemicals are to be dissolved in water, in a separate tank outside the engine circuit (in order for the water hardness constituents to be separated outside the engine circulation system) and subsequently be gradually added via the compensating tank, with the engine
running.
Chemicals to increase the water hardness are virtually insignificant nowadays because emulsifiable anti-corrosion oils are hardly used any longer.
These chemicals only served the purpose of suppressing foaming in such
cases.
Check the pH value
Indicator paper, a liquid indicator, or an electronic measuring unit is to be

used for measuring. Make sure to observe the instructions given by the
respective producer.
The pH value indicates the concentration of hydrogen ions and provides a
comparative value for the agressiveness of the water. If the pH value is
lower than the specified limit, it can be corrected by adding sodium nitrite
(NaNO2) or sodium hydroxide (NaOH); sodium nitrite should be given preference. Which quantity is required depends on the pH value found.
Check the chloride ion content
Add exactly 5 cm3 of n/10 silver nitrate solution (AgNO3) to 350 cm3 of the
water sample in the glass and mix thoroughly. Add 5 drops of a 5-percent
potassium chromate solution (K2CrO4). If red colouration occurs, the chloride ion content is less than 50 mg/l.
If the chloride ion content is too high, add water with a low chloride content
(distilled water or totally desalinated water) until red colouration occurs.
Then check once again for hardness and pH value.
Testkit of the producer of the additive
6682
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As far as the testkit of the supplier of the additive contains testing means
to determine the characteristic values of the fresh water, these can be
used.
03.04
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Check the concentration of anti-corrosion agents

Brief specification
Anti-corrosion
Concentration
agent
Chemical additives in compliance with quality specification in Volume
B1, Section 3, Sheet 3.3.7
Anti-corrosion oil
initially, after filling in, 1.5 - 2 % by volume; when
operating conditions have stabilised 0.5 - 1 %
by volume
Anti-freeze
in compliance with quality specification in Volume
B1, Section 3, Sheet 3.3.7
Table 2. Concentration of cooling water additives
Check the concentration of

chemical additives
The concentration should be checked weekly and/or in accordance with

the maintenance schedule, using the testing instruments and reagents
specified by the respective producer, and in accordance with the instructions issued.
A protection by chemical anti-corrosion agents is only ensured if the concentration is exactly adhered to. In this connection, the concentrations
recommended by MAN B&W Diesel (see quality requirements in Volume B1, Section 3, Sheet 3.3.7) are to be adhered to by all means. These
recommended concentrations may differ from the producers specifications.
For reasons of environment protection, chemical additives are almost exclusively used nowadays. Emulsifying anti-corrosion oils have lost importance.

anti-corrosion oils
The concentration of the anti-corrosion oil is determined by means of the

emulsion tester by acid cleavage with concentrated hydrochloric acid.

anti-freeze agents
The concentration is to be checked in accordance with the instructions of

the producer, or a suitable laboratory is to be entrusted with the determination of the concentration. In case of doubt, MAN B&W Diuesel AG, Augsburg, should be consulted.
6682
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Engine or components
Preservation treatment
000.14

Counteract corrosion attacks,
carry out/repeat preventive measures.
Brief description
Specific corrosion prevention and preservation measures are to be applied
by choosing a suitable corrosion inhibitor as well as the method of
application and by fixing the intervals between checks of the
represervation.
This includes:
selection of a suitable corrosion inhibitor,
corrosion prevention measures for new engines and spare parts, and
preservation of engines and engine parts in case of shut--down.
Corrosion inhibition
Corrosion of bare metal surfaces is mostly caused by atmospheric influence, its nature and severity varies depending on the prevailing climate
(continental, industrial, marine, tropical climate). Corrosion occurring, e.g.
in piping, fittings and heat exchangers due to the contact with residual water in the systems or air humidity is not readily visible and often remains
undetected until it becomes evident as damage occurs. The most common
method of preservation is by applying a protective coating to the metal surface, which must be appropriately dense and coherent, properly stick to
the surface, repel water and be insensitive to the aggressive media.
Even a most efficient preservation treatment will only provide protection for
a limited period of time. Periodic checks are therefore indispensable to
ensure that represervation is carried out in time.
Temporary character of
protection
The addition of vapour phase corrosion inhibiting oil (VCI) has proved to
be useful for preservation of closed spaces. A characteristic of these oils is
that they continuously emit a small amount of gaseous inhibitors so that, in
a closed space, a vapour phase develops which serves as supplementary
preservative if necessary. It is of importance, however, that the crankcase
is completely sealed and that the preserved Diesel engine or Diesel engine
components are stored in a dry, thoroughly ventilated room in which a
moderate temperature is maintained.
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Corrosion inhibitors
There are various types of corrosion inhibitors available to meet the specific purposes and prevailing conditions. They can be classified as follows:
1. Corrosion inhibitor with solvent additive
This type of inhibitor consists of wax or oil on mineral-oil basis to which,
e.g. solvent naphta is added, and which can be applied to the metal
surfaces to be protected by dipping, spraying or brushing, without having
to be heated. The protective film forming after evaporation of the solvent
can later be wiped off or washed off. If used for the preservation of the
inside of the engine, the corrosion inhibitor needs not to be removed prior
to putting the engine into operation, provided that the protective preservative film can be dissolved by the lubricating oil in operation. Such
protective agents can also be used for individual engine components and
for external preservation of complete engines.
Attention! The solvents contained are inflammable and may develop explosive vapours.
2. Corrosion-inhibiting grease
These protective greases are applied to the metallic surfaces by brushing
or scrubbing. If the grease used is soluble in oil, and provided that only a
thin film of it has been applied, it can be left on the preserved inner components when putting the engine into operation provided, however, the
engine had been properly sealed and dust or dirt were unable to enter.
Preservative grease on external engine parts or single components has in
any case to be cleaned away prior to putting the engine into operation,
which can easily be done by washing with an oil-dissolving fluid (e.g. Diesel fuel oil). Care must be taken, however, to prevent the cleaning fluid
from entering the engine and mixing with the lube oil.
3. Slushing oils
These slushing oils are mineral oils containing corrosion inhibiting agents
and can appropriately be used for spraying or brushing individual engine
components, or for the preservation of internal parts of completely assembled engines. It is also possible to run the engine, after it has been
thoroughly cleaned, for a short period of time with such a slushing oil,
whereby efficient preservation of the engines oil system can also be
achieved.
4. Corrosion-inhibiting dipping compounds, vapour phase corrosion inhibiting oil or paper are further products for the preservation of single components.
Preserving new engines and spare parts
Prior to being shipped, engines receive either a standard or a special preservation treatment in the factory. Special preservation is applied where it
is known that bad climatic conditions will be encountered in transit or at the
place of destination, and when it is to be expected that the engine will be
stored for a prolonged period of time prior to being operated. Provided the
engines are stored at a dry place, the supplier of the anticorrosive oil guarantees effectiveness of the protection for a period of three months as a
rule. For longer periods of engine storage, a represervation treatment becomes necessary. Such treatment is described further below. Represervation of the complete engine normally is applicable to four-stroke engines
only.
1. Remove covers on crankcase, on gear box of camshaft drive and on
camshaft proper. Should bags containing a hygroscopic substance (silica
gel) have been suspended inside the crankcase, remove these.
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2. Remove the valve protection cap and all the pipe sealing plugs (turbocharger, fuel oil, lube oil, cooling water and starting air pipes).
3. Fill up the fuel and lube oil pipes and the nozzle cooling system with
slushing oil; if a hand pump is provided, fill the lubricating oil system with
slushing oil.
4. Spray the crankcase, all the running gear components, gears of the
camshaft drive, camshaft, valve gear, all the pipe openings and openings
on the exhaust gas turbocharger with an ample amount of slushing oil. If
possible, turn the running gear by means of the turning gear or turning rod
for several revolutions and refill the fuel pipe with slushing oil.
If the running gear cannot be turned, fill injection pumps, pipes and injection valves with fresh slushing oil by actuating the shut-down levers. Make
sure that the fuel control lever is in the maximum admission position.
5. If necessary, suspend new bags containing hygroscopic substance (e.g.
silica gel supplied by BASF, D-67063 Ludwigshafen/Rhein) to preclude
condensed water formation.
Before doing this, wait until all the slushing oil has dripped down in the engine. Distribute the bags inside the engine, in tins with their open ends
pointing down. The number of bags placed inside the engine should be
recorded in the logs to ensure that all of them are taken out before the engine is started.
6. Remount all the covers and seal the engine airtight. For this purpose,
seal all the openings with grease-free paper and adhesive tape, and plug
the pipe connections with plastic caps or wood stoppers. All the gaps and
bores on the engine are to be treated with slushing oil and sealed subsequently because later cleaning would involve additional expenditure.
Important! After airtight sealing, it is not permitted to turn the engines running gear any longer.
Preservation of engines for shut-down
To ensure that the preservation is effective, it is essential that all the interior and exterior engine components are carefully cleaned prior to being
treated with a preservative. Maintenance and overhaul work should be carried out according to the maintenance schedule and recorded in the engine operating logs.
Steps
1. Drain all the fuel oil of the engine. The fuel oil service tank should be
carefully cleaned.
The service tank is topped up with a low-viscous slushing oil of SAE
CLASS 10 to 20 instead of fuel oil (e.g. Fuchs Anticorit 1); this will
ensure adequate internal preservation of the fuel-carrying piping and
engine components delivering fuel.
2. Operate the engine for approximately 30 minutes with the slushing oil
filled in, to ensure that all the pipes and the injection system are filled
with slushing oil. Prior to engine shut-down, introduce a small amount
of the low-viscous slushing oil into the intake pipe (of the exhaust gas
turbocharger) by spraying.
3. After shutting the engine off, spray a small amount of slushing oil (approx. 0.5 l) into the main starting air and control air pipes, too.
Attention! Do not start the engine in this condition under any
circumstances. Explosion hazard! Put up a warning sign, and
purge the pipes according to work card 000.03 prior to the next starting procedure.
4. After shut-down of the engine system, all the pressure gauges should
indicate zero. The engine has to be blocked against inadvertent turning of the running gear. The turning gear should be engaged (if applicable).
6682
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5. Preservation of the cooling water spaces is not required if a slushing

oil had been added to the engine cooling water during operation. If a
chemical additive had been used, the cooling water has to be replaced and a slushing oil is to be admixed at a concentration of
approximately 3-5%, and engine operation is to be continued for
some more time. If the engine is going to be shut-down for a prolonged period of time, or if there is the danger of freezing, it is necessary to drain the cooling water completely from the engine, turbocharger and the coolers of the individual circuits, making sure that the
drain cocks are constantly left open with the engine shut-down. When
draining the cooling water, make sure also to empty the water space
of the cooling water pump. The exhaust valves complete with cage
and the injection valves are to be removed and emptied separately.
6. A corrosion inhibitor has to be applied to all the bare, external engine
components by brushing or spraying. This applies to the control linkage and the control rods of the injection pumps in particular. The
opening for the crankshaft in the cylinder crankcase is to be closed
by means of lubricating grease.
Important! Engines that have already been operating and for which
a temporary operation for preserving purposes is impossible may be subjected to the preservation treatment described under Preservation of new
engines and spare parts. It should be made sure that prior to preservation
the fuel oil, the lube oil and cooling water are drained. Again, the engine
requires careful cleaning of all its components.
7. Spray the crankcase with a corrosion inhibitor (e.g. Fuchs Anticorit
6120-42 DFV or Valvoline Tectyl 51111).
In addition, preserve the camshaft using a corrosion inhibitor which
forms a soft, waxy layer (e.g. Valvoline Tectyl 542).
Furthermore, 5 - 6 litres of VCI oil are to be poured into the crankcase.
8. The silencer is to be covered with foil, and the exhaust pipe is to be
blanked off in order to avoid that a draught passes through the engine.
9. The preservation is to be renewed every six months.
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Loctite Products
Use
000.19

Use of auxiliary agents,
proper processing and mounting.
Brief description
Loctite is a liquid synthethic, which cures between narrow--fitting metallic
surfaces to form a tough, hard layer. Loctite products can be used for
fastening, sealing and gluing. Selection according to Tables 1 to 3.
proper assembly,
disassembly and
reassembly.
Preliminary remarks
The filling compound LOCTITE is a liquid synthetic which automatically
cures between narrow--fitting metallic surfaces to form a tough, hard layer
exhibiting excellent adhesion to the ridges left by the machine tools and
noticeably improves the surface contact between two parts. It is available
in several types of different viscosity for various gap widths, for fastening,
for securing, for sealing and for glueing.
Attention! LOCTITE must not be used inside the crankcase as a
substitute for locking fasteners, feather keys etc. provided for in the
design.
In the case of screwed connections requiring tightening to a given torque,
LOCTITE 222 and 243 may be used as the case may be, since the
lubricity of these two products corresponds to that of the lubricating oil.
The curing time which LOCTITE requires can be reduced by adding the
accelerator T or by warming up the joint to elevated temperatures. For
recommended products, please see Tables 1 2 3 .
Attention! The shelf life of LOCTITE is limited to approximately
1 year at room temperature. If stored longer, its properties will
change, rendering it useless. Therefore make sure to note the date
printed on the receptacle.
Operating Sequence 1 -- Assembly
Steps
1. Carefully clean the jointing surfaces using LOCTITE 706 quick

cleaner (evaporation time approximately 3 minutes) or any other
appropriate cleaning agent to remove dirt and grease.
6682
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2.
If necessary, apply accelator T by means of a spray bottle and allow

it to dry for about 3 minutes. The filling compound will cure more
quickly if the accelerator is used (see the Table).
3. Apply a thin coat of the appropriate LOCTITE product (see Table) to
one of the two surfaces to be jointed.
Important! Both of the jointing surfaces should be sparingly and
evenly coated if the joint is a press fit or if the surface areas are
comparatively large. In the latter case, LOCTITE may be spread using a
clean brush or a spatula.
In the case of blind--end holes, moisten the walls of the bore to prevent the
liquid LOCTITE product from being displaced by the air--pressure building
up during assembly.The content of the bottle must not come into contact
with metal parts prior to application.
4. Join both parts in the correct position.
5. Scrape off and remove filling compound outside the joint using care
not to dislodge the jointed parts.
6. The filling compound must be allowed to cure (refer to instructions for
use), then finish--assemble the parts.
7. If necessary, heat the joint to approximately 120 C, whereby the final
strength of the joint is reached earlier.
Sequence 2 -- Disassembly
1. Try if the joint can be undone with the aid of normal tools and by hand
force.
2. Should this prove to be impossible, heat the joint to approximately
200 C and separate the parts (fire hazard!).
Sequence 3 -- Reassembly
1. Mechanically remove the old LOCTITE layer on both parts

completeley, taking care not to damage the jointing surfaces. The
layer cannot be removed with the use of chemicals.
2. Degrease the parts carefully and reassemble as described under
operating sequence 1.
Tip! Cleanness can be checked by means of ultra--violet radiation.
LOCTITE is fluorescent and even the slightest traces of it will show.
6682
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Loctite-Product
Spec. number
Colour of product
222
-9222
purple
243
-9243
blue
245
-9245
blue
270
-9270
green
150
90 - 180
150
200 - 400
150
550 1000
150
400 - 600
M36
M36
M36 M80
Strength properties: *)
Compressive shear strength 1) N/mm2
2)
Initial break away torque
Nm
Max. screwing torque
Nm
3-9
8 - 20
---
6 - 14
14 - 34
---
6 - 14
13 - 33
---
Curing:
Open assembly time
for steel
max. hrs.
for nonferrous metals
max. Min.
Hand--tight min.
Min.
Final strength
max. hrs.
24
5
15 - 30
12
04.10170
Temperature range for use C

Viscosity
(mPa. x s)
Gap:
for threads up to
optimum
max.
max.
Special
p
properties
i
*
low
strength
24
24
1
5
15 - 30
30 - 60
12
12
KTW BAM approved approved
mean strength
272
-9272
redorange
200
400015000
275
-9275
green
648
-9648
green
150
550 1100
175
300 - 600
M20
M48
M20 M80
M20
11 - 20
25 - 54
45 - 70
14 - 20
18 - 28
20 - 31
10 - 20
25 - 55
35 - 65
16 - 30
30 - 55
40 - 60
24
5
15 - 30
12
24
24
5
10 -20
12
24
1
3-5
12
high
g strength
g
difficultl to separate
diffi
1) DIN 54452, 2) DIN 54454
Table 1. Loctite products for thread securing
Thread sealing
Loctite-Product
620
577
586
Spec. number
04.10170
-9620
-9577
-9586
Colour of product
green
yellow
red
Temperature range of use C
230
150
150
Viscosity
(mPa. x s) 800 - 1600 4000-8000 4000-6000
Gap:
for threads up to
optimum
max.
max.
2)
Nm
Nm
Curing:
Open assembly time
for steel
max. hrs.
max. Min.
Hand--tight
Min.
Final strength
max. hrs.
Special
p
properties
i
*
Surface sealing
518
-9518
red
150
25000 50000
--M60
--M80
--M60
0,5
---
20 - 35
20 - 45
---
5 - 13
9 - 25
---
10 - 25
25 - 55
30 - 55
4 - 14
5 - 13
---
24
5
60 - 120
24
DVGW approved
24
1
15 - 30
12
BAM approved
24
60
120
24
24
1
30
12
1) DIN 54452, 2) DIN 54454
Table 2. Loctite products for the sealing of threads and surfaces
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Loctite-Product
Spec. number
04.10170
Colour of product
Temperature range of use C
Viscosity
(mPa. x s)
Gap:
optimum
max.
for threads up to
max.
603
-9603
green
150
100 - 150
0,05
0,15
---
shaft/hub
620
-9620
green
230
800 - 1600
0,05
0,20
---
Plain surface
307
406
496
-9307
-9406
-9496
yellow
colourless colourless
120
80
80
800 - 3200
10 - 30
100 - 120
--0,05
0,05
0,1
0,1
0,1
-------
2)
Nm
Nm
16 - 25
40 - 60
40 - 60
20 - 35
20 - 45
---
15 - 30 1)
12 - 32 2)
---
12 - 25 1)
18 - 26 2)
---
12 - 25 1)
20 - 30 2)
---
Curing:
Open assembly time
for steel
max. hrs.
max. Min.
Hand--tight
Min.
Final strength
max. hrs.
24
5
20
12
24
5
60 - 120
24
24
max. 5
10 - 20
24
seconds
seconds
12
for
materials
difficult to
glue e.g.
Viton
12
3)
Special
Properties
1) Tensile strength N/mm2

2) Tensile shear strength N/mm2
3) with accelerator 7471
Table 3. Loctite products for gluing
6682
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Machine elements
6682
001
002

003
Machine elements
004
005

003--01 E
08.97
101/ 01
Galvanized bearings
Assessing
000.11

Carry out the work in time according to the maintenance schedule,
check state/wear condition of the components.
Brief description
Bearing shells are to be checked at regular intervals. Usually, only the
loaded bearing shell is checked. From wear condition and appearance of
the bearing shell running surface, conclusions can be drawn on the load
conditions, the lube oil care etc.
Measuring components and
assessing contact pattern/wear.
Related work cards
Work card
Work card
Work card
000.10
General
1
2
3
4
5
Anti-corrosion layer
Galvanized layer
Nickel barrier
Bearing metal
Steel support shell
Figure 1. Galvanized bearings - structure
Galvanized bearings (multi-layer bearings) are used for the main bearings
and big end bearings of four-stroke engines. These multi-layer bearings
are composed of a steel support shell, a bearing-metal layer of leaded
bronze or aluminium tin alloy and a running layer, which has been applied
galvanically.
The soft running layer possesses better running-in and dry-running
properties than the leaded bronze or aluminium tin alloy layer. This layer,
therefore, must remain serviceable as long as possible and all reworking
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of the running layer must be prohibited. Due to the fact that every bearing
must adapt itself again every time after it is refitted, bearings which are
running well are to be opened as rarely as possible.
If the lube oil is painstakingly filtered and separated, galvanized bearings
achieve a very long service life. For this reason, it is of utmost importance
that the filters and separators are cleaned in good of time and that the oil
is checked regularly.
Damaged bearing shells (upper and/or lower shell) can be replaced
individually or in pairs.
After reinstallation of bearing shells which have already run, or after
replacement, the bearing caps are to be carefully examined for
impermissible heating by touching them with the hand after approx.
30 minutes idling operation and after approx. 5 hours running with slowly
increasing loading of the engine (comparison with neighbouring bearings)
Undersize bearings (with smaller diameter) are available for crankshaft
journals that have been reworked. The undersize bearings are delivered
ready for fitting.
Wear limits
Bearing shells are to be replaced if their galvanized layer is worn over
more than 30% of the developed running surface. Bearing shells with
about 20 % running-surface wear should also be replaced when
large-scale overhaul work is being carried out on the engine at the same
time.
Figure 2. Degree of running surface wear
Bearing shells that have reached 30,000 operating hours are generally to
be replaced when the engine is overhauled.
If the bearing-metal layer of bearing shells already becomes visible after
approx. 5000 operating hours, or if the running layer is worn on about 20%
of the developed running surface, this is an indication for dirt accumulation
and insufficient cleaning of the lube oil.
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Appearance of the bearing surface

Using this series of illustrations, an evaluation of the removed bearing
shells can be made. It provides hints on the reusability or necessity for
replacement by new bearings.
1. Normal wear pattern with the running layer still present
Figure 3. Normal wear pattern
The predominantly matt grey running surface is smoothed and reflects

slightly in the zones of maximum loading. The bearing can be used again.
2. Normal wear pattern with partly worn through running layer
Figure 4. Partly worn through running layer
When the running layer has been worn through, a reddish-brown wear
pattern becomes visible in the case of leaded bronze bearings. On
aluminium-tin alloy bearings, a difference is visible between light and dark
zones. The light zone represents a fresh or new wear pattern, the dark
zone results from surface oxidation and has no derogatory effect on the
running behaviour. The bearing can be used again and is only to be
replaced when the characteristics listed under Wear Limits become
noticeable.
3. Shiny reflections on both edges of the bearing
Figure 5. Shiny reflections
During running-in the bearing becomes slightly crowned. Any weakly

shining reflections at the edges of the bearing usually disappear after the
bearing has run for a considerable length of time. The bearing can be used
again, unless Figure 6 (edge-carrying wear) is also applicable.
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4. Edge-carrying wear (on one or both edges)
Figure 6. Edge-carrying wear
A bearing that only carries on the edges is impermissible. Possible

causes of this fault are deviations in journal geometry or that the bore for
the bearing is out of true. These are factors which must be remedied
under all circumstances. If heavy wear is evident at the edges, the bearing
is to be replaced.
5. Carrying wear on one edge
Figure 7. Carrying wear on one edge
Single-edge wear is encountered on outside bearings and it is permissible

as long as the crankweb deflection is in order (cause of defect: weight of
the flywheel or of the vibration damper).
Carrying wear on one edge is not permissible in the case of intermediate
bearings. Here, the cause of the defect, for instance journal wobble,
deformation of the bearing seat, uneven initial tension on the tie-rods, dirt
on the bearing rear, must be eliminated. In cases of heavy single-edge
carrying wear, the bearing is to be replaced.
6. Traces of carrying wear at the point of contact between the
bearing shells (on one or on both sides)
Figure 8. Traces of carrying wear at the point of contact between the bearing shells
If heavy traces of wear are evident in the vicinity of the joint faces of the
bearing, there exists the danger of the shaft journal cutting through the
lubricating film at the parting line. Therefore, bearings should not show
contact patterns within the first approx. 10 degree, measured from the joint
faces. If traces of carrying wear nevertheless appear near to the point of
contact between the shells, the cause of the defect must be eliminated. If
such wear is only found on one side, the back of the bearing must be
checked for dirt or for carbon deposits. In addition, it is possible that there
5600
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is a misalignment of the bearing seat. In case traces of carrying wear are

found on both sides, the Figures 18 (cold shots on the back of the bearing)
and 19 (bearing spread) are to be taken into account. Bearings with heavy
traces of carrying wear in the vicinity of the joint faces are to be replaced.
7. Striation and embedding of foreign particles in the running
surface
Figure 9. Striation and foreign particles in the running surface
Hard dirt particles suspended in the lube oil are held back by the bearing
shells and cause striation in the running surface. These particles often
remain embedded in the running surface. Depending on the hardness of
the foreign particles, the bearing journals may also become scored. Light
traces of striation which do not penetrate the running layer are harmless,
and such bearings can be used again. Striation scratches which are wider
than 1 mm prevent the build-up of the wedge-shaped oil film. Bearings
with a number of wide striation scratches in the lower shell of the main
bearings, or the upper shell of the big end bearings, which penetrate into
the leaded-bronze or aluminium-tin alloy layer are to be replaced. This
applies, above all, when the striation scratches are very close to the edge
of the bearings. If wide striation scratches appear in the bearing shells, the
surface of the bearing journal is to be checked under all circumstances. If
necessary, the journal is to be smoothed or reworked using emery cloth
and/or an oil stone, or portable regrinding equipment is to be used from a
specialist firm. The causes which led to the formation of striation must be
eliminated. To do this, the complete lube-oil circuit including separator,
lube-oil filter and lube-oil pipes between filter and engine is to be checked
(scale, welding beads etc.). If other bearings in the equipment are supplied
with lube-oil via this bearing, it is imperative that these are checked as
well.
8. Cracks in the running layer
Figure 10. Cracks
A few isolated cracks in the running layer are harmless. It is only

necessary to replace the bearing if a large number of cracks is evident in
the loaded zone.
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9. Bark Beetle effect
Figure 11. Barks beetles
If a large number of small cracks have formed in the loaded zone of the
galvanic layer (often crazed cracks) and then, as a result of material
fatigue, crumbling or erosion of the crack area occurs (similar to the
appearance of the bark-beetle infection in trees), then the bearing is to be
replaced.
10. Separation or detachment of the running layer
Figure 12. Separation or detachment of the running layer
If areas of the running layer have become detached, the bearing is to be

replaced. Only if the bearing shows merely a single, small area of layer
detachment (smaller than 2 cm2), and the remaining running layer in the
immediate vicinity of the damaged area is in order and shows no signs of
detachment (check carefully with a pointed tool, e.g. a pocket knife), can
the bearing be used again
11. Running layer heavily smudged or smeared
Figure 13. Smearing of the running layer
If the galvanic layer is smeared over a wide area (creep formation), and
possibly worn through in the middle, this points to a lack of lube oil which
might have been caused by insufficient pre-lubrication prior to starting the
engine. The cause of the lack of lube oil is to be eliminated, and the
bearing is to be replaced.
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12. Roughening of bearing-metal layer
Figure 14. Roughening of the running layer
If the bearing shows signs of considerable roughness of the bearing metal,

it is to be replaced, particularly in order to prevent excessive journal wear.
Besides, the journal is to be smoothed.
13. Crumbling of the bearing-metal layer
Figure 15. Crumbling
Bearings which exhibit crumbling of the bearing-metal layer must be

replaced. The bearing journal is to be checked and smoothed or reworked
as necessary.
14. Overheating of the bearing-metal layer
Figure 16. Overheating of the running layer
If the bearing metal shows overheating features (blue-violet colouring), or

already shows reticular heating cracks, the bearing is to be replaced. The
bearing journal must, under all circumstances, be subjected to a magnetic
crack test. If there are signs of cracking, the bearing journal is to be
ground down until it is free of cracks. When grinding, attention must be
paid to surface quality, ovality and conicity. If no cracks or hardening were
found, it suffices that the bearing journal is smoothed.
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15. Electro-erosion
Figure 17. Electro-erosion
If generator units are inadequately grounded, stray electric currents and

possibly electro-erosion in the bearing may occur. In such cases, the
running layer is roughened in the form of scars. The scars are sometimes
oblique to the direction of running. In extreme cases of erosion, the
surface of the journal becomes visibly rough. It is imperative that the
cause of the damage is ascertained and remedied. The bearing is to be
replaced and the journal smoothed or reworked.
16. Corrosion
Figure 18. Corrosion
Features of running-surface corrosion are surface discolorations due to

chemical changes in the bearing material, and corrosive, mostly locally
restricted material wear off. The lube oil must be examined for
contamination due to water, acids etc. If the corrosion is in an advanced
stage, the bearing is to be replaced. It often occurs in such cases that the
bearing journal has also been attacked by corrosion, if so, it is to be
smoothed or reworked.
17. Cold shots on the bearing shell at the point where the two shells
join
Figure 19. Cold shots on the bearing shell at the point where the two shells join
Cold shots or pitting on the joint faces of the bearing shell indicate that
relative movement is occurring due to loss of pretension or insufficient
protrusion. The causes of the fault are to eliminated. In not too severe
cases, care must be taken before reinstallation of the bearing shells that
only the cold shot material is removed. This is to be carried out with great
care. In addition, the rear of the bearing is to be checked for the presence
of cold shots (see Figure 18). If severe damage has occurred
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General
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(considerable wear off and creep of material), the bearing shells are to be
replaced.
18. Cold shots on the rear of the bearing
Figure 20. Cold shots on the rear of the bearing
Cold shots on the rear of the bearing which occur in large numbers and
which cover more than 5% of the total area are not permissible. In such
cases, the bearing is to be replaced. The pretension of the bolts, the
bearing protrusion, the bearing spread (see Figure 19) and the condition of
the bearing locating bore are to be checked. The bearing protrusion can
only be approximately determined at the place of installation by one-sided
unscrewing of the bearing bolts. Cold shots in the bearing locating bore
are to be checked for cracks. If cracks are found, consultation with the
engine manufacturer is necessary. In case no cracks were found, the
material accumulations in the bearing locating bore and, if the bearing is to
be reused, also on the rear of the bearing is to be removed carefully.
Bearing spread
D Bearing diameter
S Spread
Figure 21. Bearing spread
Bearing shells must have sufficient positive spread to ensure proper

contact in the bearing locating bore when installed. The amount of spread
depends on the bearing diameter and may be several millimetres when
new. Even used bearings must still show sufficient residual spread so that
by all means a considerable pressure must be exerted onto both abutting
ends when inserting the bearing into the locating bore. Bearing shells
which fall into the bore very easily (spread zero or negative) must not be
used any more. Expanding the shell is not permissible.
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Bimetal bearings (without a third layer)

Assessing
000.11

Carry out the work in time according to the maintenance schedule, check
the state/wear condition of the components.
Brief description
Bearing shells (bimetal bearings) are used in crankshaft and connecting
rod bearings as well as in camshaft bearings. They are to be checked or
replaced at regular intervals according to the maintenance schedule.
The work /steps include:
Measure components and
assess wear pattern/condition.
Related work cards
Work card
Work card
Work card
000.10
General
1 Bearing metal
2 Aluminium bonding
layer
3 Steel shell
Figure 1. Composition of bearing
Roll-bonded bimetal bearings with a material combination of

steel/aluminium alloy (AlSn20) are used as main bearings, big-end
bearings and camshaft bearings. Visual examination of the degree of wear
on a bimetal multi-layer bearing shell (composition as shown in the figure
below) under normal wearing conditions is not possible. Contrary to the
three-metal multi-layer bearings with a galvanised running layer, bimetal
bearings do not have visual indicators permitting judgements of the degree
of wear from the contact surface coloration. The only way of determining
the degree of wear of a bimetal multi-layer bearing shell under normal
running conditions therefore is to measure the wall thickness of the
6682
000.11--03 E
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101/ 03
bearing shell and compare the result with that measured in the as-new
condition. As the admissible wear rates are in the range of hundredths of
millimeters, measurements of the bearing clearance do not provide for a
reliable indication of bearing wear.
Appraisal of the running behaviour and criteria for replacement
Figure 2. Measuring the wall thickness
The bearing shell has to be replaced if the wear limits stated in Technical
details: dimensions, clearances, tolerances are reached.
Important! The wall thickness (A) will in each case have to be
measured in the zone of maximum loading, or at 90 relative to the joint.
1. Bearing wear pattern uniform over the entire bearing width
Figure 3. Normal bearing wear pattern
1. Individual, superficial scores produced by solid particles do not affect

safe operational reliability.(see Figure 3-A)
Criterion: If the wall thickness still is within the admissible wear rate
tolerance, the bearing is suitable for further use.
2. Running surface slightly scored. If the scores can be seen but not
measured or felt, the bearing is suitable for further use. If the wall
thickness has reached the lower tolerance limit, replacement is
necessary. (see Figure 3-B)
Criterion: If the scores can be distinctly felt and/or measured, the bearing
shell has to be replaced.
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2. Bearing wear pattern showing traces of seizure
Figure 4. Bearing wear pattern showing seizure
1. The bearing wear pattern shows distinct edge loading with traces of
seizure in the running layer. The cause of edge loading has to be
established and, if possible, remedied before a new bearing shell is
installed. (see Figure 4-C)
Criterion: The bearing is unsuitable for further use.
2. The bearing wear pattern shows large zones of damage with seizure
of varying intensity. The cause of such damage has to be eliminated
before a new bearing shell is installed. (see Figure 4-D)
3. Bearing wear pattern showing patches of broken-off bearing metal
E
Figure 5. Bearing wear pattern showing patches of broken-off material
The loaded zone of the bearing shell shows spots of broken-off bearing
metal caused by material fatigue of the running layer. (see Figure 5-E)
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Seals made from elastomer

Storage, cleaning, mounting
000.21

Brief description
Seals made from elastomer (rubber products) are to be stored properly
and replaced during overhaul work.
storage of components/appliances,
cleaning of components and
proper mounting.
Explanatory remarks
When doing maintenance and overhaul work, seals made of natural or
synthetic rubber are to be renewed. Only in case of emergency may
completely intact seals be reused. It is recommended to order new seals
inmediately when used up to ensure that they are available when required.
The following sections are passages taken from DIN 7716 and ISO
2230-1973.
Storing elastomer seals
The useful life of rubber products is adversely affected by oxygen, ozone,
heat, light, humidity, solvents and mechanical loading. For this reason, the
serviceability of the rubber seals installed depends, among other things,
on correct storage. Therefore, the following should be given particular
attention.
1. The store should be kept cool, dry, dustfree with slight air circulation
2. The storing temperature should not drop below -10 EC and not
exceed +25 EC. For neoprene products (chloroprene rubber), the
storing temperature should not drop below +12 EC.
3. In storage rooms that are heated, rubber products are to be shielded
from the heat. The distance between the heat source and the
material stored should be not less than 1 m. A larger distance is
required in rooms using blast-heated air for heating (danger of drying
out).
4. Rubber products should not be stored in damp rooms. The relative air
humidity should be below 65 %.
5. Rubber products should be protected from direct sun light and strong
artificial light having a high ultra-violet content. The effects of ozone
are also extremely unfavourable. It is therefore necessary to ensure
that the storing location is not in the vicinity of fluorescent lamps or
other light sources emitting ultra-violet radiation. Due to the effect of
6682
000.21--01 E
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101/ 03
6.
7.
8.
9.
ozone, rubber products are not to be stored in the vicinity of electrical

installations, motors or generators.
Rubber products are not allowed to be stored in the same rooms as
solvents, fuels, lubricants, anti-corrosion oils, chemicals, acids,
disinfectants and similar.
It must be ensured that stored rubber products are not subjected to
any form of tension such as pull, pressure or other causes of
deformation (e.g. O-rings are not to be suspended from hooks
because of the danger of permanent deformation and fissure
forming).
Rubber products manufactured of different compositions, e.g.
perbunan and silicone rubber, must not physically touch in storage.
This applies in particular to parts of different colours. Contact with
copper and other materials containing manganese is also to be
avoided.
Rubber products are to be packed (sealed) in polyethylene foil bags
or similar (the foils must not contain any softening agent). The bags
are to be provided with a label for identification of the particular type
of elastomer (e.g. perbunan, silicone rubber) and the production date.
The labels prevent mix-ups. In addition, the bags are to be packed in
cartous to protect them from effects of light. Points 6 - 7 should be
duly observed.
10.
Attention! In case of fire or if fluorocaoutchouc FKM (trade
names: Viton, Fluorel, Techoflon, Dai-el) is heated to a temperature
above 315 EC, toxic fumes will develop.
In the presence of water, hydrogen fluoride fumes will convert into
hydrofluoric acid which may cause poorly healing cauterisation.
For fighting fires, always use suitable breathing apparatus, safety
masks and safety clothing.
Dispose of in compliance of the appropriate local regulations.
Cleaning
Rubber products are to be cleaned in warm soapy water and dried at room
temperature. If necessary, seals which have been stored for a longer
period of time can be cleaned in a 1.5 % sodium carbonate solution.
Sodium carbonate solution residues are to be rinsed off with normal tap
water (do not use sea water!).
Solvents such as trichloride ethylene, carbon tetrachloride and
hydrocarbons must not be used for cleaning purposes. Sharp-edged
objects, wire brushes, emery paper etc. are inappropriate for cleaning, too,
because the seals would suffer damage
Assembly
General fundamentals
The installation of rubber products requires particular care and attention. In

particular, the following should be observed during assembly and
installation.
O-rings
- When being installed, sealing rings must not be stretched by more than
30 % of their inner diameter, and for a short period of time only.
- Sealing rings must not be twisted as being installed (be careful with
rings of larger diameter and small cross-sectional area). Some of the
sealing rings are provided with a line running round the circumference
which must be fully visible and uninterrupted over the entire
circumference after the ring has been fitted.
- Sealing rings must not be slipped over sharp edges, threads, slots etc.
If necessary, the sharp edges are to be covered up.
6682
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- When slipping sealing rings over, they are not to come into contact with
anti-corrosion oil. Bushings must be free of anti-corrosion oil in the area
required for fitting the seals. The solvent used for cleaning must have
dried away completely.
- The fitting spaces required by the sealing rings are to be coated with a
suitable lubricant (see below).
Radial sealing rings
The sealing lips of rotary shaft seal rings should always face the medium
that is to be sealed off.
Lubricants
Components and sealing rings are to be treated with an appropriate

lubricant prior to assembly. Only the lubricating greases listed in the Table
are permissible for the various rubber products. Other lubricants and/or
agents for aiding assembly are only to be used after the manufacturer of
the seals has been consulted.
In the case of rotary shaft seals, only the lubricants listed below, or those
specified by the manufacturer are to be used.
Inappropriate lubricants may cause premature failure of the seals.
Lithium-saponified lubricating greases generally are multi-purpose greases
used for the lubrication of rolling and plain bearings (e.g. multi-purpose
grease MAN 257-NLGI 2). Greases containing silicone are specially
labeled and identified as such.
Lubricating grease
lithium
containing
saponified
silicone
Perbunan
NBR
X
X
Silicone
VMQ
X
Viton
FKM
X
X
Butyl rubber
IIR
X
X
Neoprene
CR
X
X
Table 1. Lubricants for elastomer seals
g ring
g
Sealing
Q lit
Quality
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Threaded inserts
Use
000.22

Brief description
Threaded inserts serve for making firmly locking threads in components
produced from grey cast iron or light metal. Damaged threads can be
repaired.
proper mounting
and, if necessary,
dismounting.
Commercially available twist drills, with diameters as required for the
respective type and make of threaded insert.
From the supplier of threaded inserts:
Special taps,
Turning-in tool, and turning-out tool if applicable
Drift punch
Standard tools
Explanatory remarks
Threaded inserts ar used, e.g. to produce wear-resistant threads in
components made of cast iron, light metal etc. Similarly, a damage to a
threaded bore can be repaired using a threaded insert to permit the same
bolt size being further used. For this purpose, the old thread has to be
bored open, a new thread has to be cut and the appropiate threaded insert
is to be turned in. Two different types of threaded inserts are avaible: Type
A - standard (non-secured) and tape B - autosecuring (one turn
hexagonally deformed). Please refer to Figure 1.
6682
000.22--01 E
07.97
101/ 03
Operating sequence 1- installation
Thrilling
Commercially available twist drills are to be used. For diameters and

drilling depths, please refer to the suppliers sales assortment. Never
counterbore the core hole. Slight deburring, however, is permitted.
Tapping
Only special taps are permitted for cutting the thread receiving the insert
(see Figure 3). The depths of thread should be equal to the length of the
threaded insert plus 0,3 ... 0,8 x P (P = pitch) (F in Figure 2 is too short).
A
B
C
K
Diameter
Length of the treaded
Tang
Threaded insert Type A
consistently round shape on
the inside
J Threaded insert Type B
(1 turn of thread of hexagonal
shape on the inside)
Figure 1. Threaded insert Type A - nonsecured (left). Type B - auto-securing (right).
E Core hole diameter

F Core hole depth
(length of threaded
insert plus transition)
Figure 2. Twist drill/bore hole
G Diameter of the special

tap, suitable for A
Figure 3. Special tap
C Tang
H Fitting tool
Figure 4. Fitting tool
6682
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07.97
102/ 03
L Tang breaker/punch
M Unfitting tool
Figure 5. Left. Tang breaker/punch, right. unfitting tool
Fitting
The fitting tool (H) is to be used for installation. Place the threaded insert
in the bias shell of the tool with the tang facing the direction of insertion.
Turning the spindle will cause the tang to be engaged by the spindle and
introduce the insert far enough into the bias shell to bring the first turn into
engagement with the last turn of the shell. Place the tool in straight
position onto the bore of the work piece and continue turning the spindle
whereby the threaded insert is fitted in the mating thread (see Figure 4) .
The threaded insert should be fitted 0,3 ... 0,8 x P below the surface. It
must be seated in the fully tapered thread only.
Break the tang
The tang (C) only serves for fitting. After fitting , it should be removed
using a special tang breaker (Figure 5) or a drift punch. The tool should be
placed in the thread on the tang of the threaded insert fitted. Give a short
and strong stroke onto the drift of the tool. The tang will break away at the
point programmed for (notch D).
In case of blind holes, breaking the tang away is not imperative. In case
the tang has not been removed, attention should be paid to the maximum
screw-in depth of the bolt.
Operating sequence 2 - removal
If in exceptional cases the threaded insert has to be removed again, an

unfitting tool is available that can be used as shown in Figure 6. With its
wedge-shaped section, this tool is to be vigorously pressed into the thread
and turned anti-clockwise until the insert comes loose/can be turned out.
6682
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Tightening torques (illustrated)
000.29

Indicating tightening torques for essential bolted connections.
Guaranteeing operating safety.
Brief description
Bolted connections which are tightened by torsion angle or by torque angle
using a hydraulic tensioning tool are to be tightened or released by the
specified value.
Work cards 000.29 and 000.30 contain the necessary information.
Explanations
The illustrations in work card 000.29 serve the purpose of identification in
terms of vicinity and location of the components to be connected. The
illustrations provide the identification numbers, e.g. 020--1, which are
numerically listed in work card 000.30
000.30. The identification number in turn
guide the user to the tightening torques and the relevant work cards.
6632
000.29--01 E
09.98
V 32/40
101/ 04
Figure 1. Cross-section/side view of engine
6632
000.29--01 E
09.98
V 32/40
102/ 04
Figure 2. Crankshaft with flywheel and pumps attached/turbocharger and charge-air cooler mounted
6632
000.29--01 E
09.98
V 32/40
103/ 04
Figure 3. Camshaft
6632
000.29--01 E
09.98
V 32/40
104/ 04

Tightening torques (tabulated)
000.30

Brief description
Bolted connections which are tightened by torsion angle or by torque angle
using a hydraulic tensioning tool are to be tightened or released by the
specified value.
6632
000.30--01 E
09.98
V 32/40
101/ 11
6632
000.30--01 E
09.98
V 32/40
102/ 11
6632
000.30--01 E
09.98
V 32/40
103/ 11
6632
000.30--01 E
09.98
V 32/40
104/ 11
6632
000.30--01 E
09.98
V 32/40
105/ 11
6632
000.30--01 E
09.98
V 32/40
106/ 11
6632
000.30--01 E
09.98
V 32/40
107/ 11
6632
000.30--01 E
09.98
V 32/40
108/ 11
6632
000.30--01 E
09.98
V 32/40
109/ 11
6632
000.30--01 E
09.98
V 32/40
110 / 11
6632
000.30--01 E
09.98
V 32/40
111 / 11

Tightening torques (turning moment)
000.31

Brief description
Screwed connections should be tightened by means of torque spanners as
far as possible. For especially important connections, the values are
000.30. Approximate values for other screws are
specified in work card 000.30
given in this work card.
Tightening of screwed
connections acc. to the torque
If bolted connections other than those listed in work card 000.30 are to be
tightened using a torque wrench, Table 2 should be looked up for approximate tightening torques. The following should be observed:
- The load acting on a bolted connection depends on the tightening

torque applied, on the lubricant used, the finished condition of the
surfaces and threads, and on the materials paired. It is, therefore, of
great importance that all these conditions are met.
- Table 2 lists the tightening torques for various threads as a function of
the coefficient of friction, i.e. of the lubricant used. The torques are
based on bolt material of the strength class 8.8 with the bolts stressed
up to approximately 70 % of the elastic limit. For other strength
classes, the tightening torques listed in the table have to be multiplied
by the corresponding conversion factors. The strength class is stamped
on the bolt head.
Strength class
Conversion factor x
5.6
0.47
6.8
0.75
10.9
1.4
12.9
1.7
Table 1. Conversion factors for tightening torques as a function of the bolt strength
class.
Approximate coefficient of friction:
6682
000.31--01 E
m = 0.08
for lubricants containing molibdenum disulphid

(MoS2) - (MOLYKOTE paste type G-n or HSC and
Optimoly-paste White T),
m = 0.14
for surfaces that are not finish-treated, with a thin film

of oil or grease using Loctite (see work card 000.19).
000.19
08.97
101/ 02
Thread
Nominal
size
M5
M6
M8
M 10
M 12
M 14
M 14x1.5
M 16
M 16x1.5
M 18
M 18x1.5
M 18x2
M 20
M 20x1.5
M 20x2
M 22
M 22x1.5
M 22x2
Tightening torque
in Nm
Coefficient of
friction m
0.08
4
7
17
34
60
95
100
140
150
200
215
205
275
295
285
370
395
380
0.14
6
10
25
50
85
135
145
205
220
280
320
300
400
450
425
540
595
565
Thread
Nominal
size
Tightening torque
in Nm
Coefficient of
friction m
M 24
M 24x2
M 27
M 27x2
M 30
M 30x2
M 33
M 33x2
M 36
M 36x3
M 39
M 39x3
M 42
M 42x3
M 45
M 45x3
M 48
M 48x3
0.08
475
500
700
730
950
1015
1270
1350
1640
1710
2115
2190
2630
2760
3260
3415
3950
4185
0.14
690
750
1020
1100
1380
1540
1870
2060
2400
2550
3120
3300
3860
4170
4820
5180
5820
6370
Table 2. Tightening torques for bolts of the strength class 8.8
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General remarks
000.32

Impart the necessary knowledge,
ensure the operational reliability of bolted connections.
Brief description
Bolted connections are, depending on their type and significance, to be
tightened by various methods: tightening without specification, at torque,
according to torsion angle, according to change in length, by means of
hydraulic tensioning tools.
Related work cards
Tightening using standard tools
Work card
Work card
Work card
000.29
000.30
000.31
Different methods of tightening bolted connections are being used,

depending on the purpose the connection serves and the significance it
has. Bolted connections of a standard type for which no special
specifications have to be followed can be secured using normal ring,
socket or open-end wrenches without an extension.
Attention! Self-locking hexagon nuts are to be used once only!
After they have been used for assembly, they must be replaced by
new self-locking hexagon nuts!
Bolted connections for which a certain tightening torque is specified in
work cards 000.29 and 000.30 require a torque wrench. The lubricant
specifiactions are of significance because, depending on the lubricant
applied, the loads acting on the bolted connections will differ although the
torque is the same. The suppliers specifications are to be observed for
pretreating the bolted connection and for applying the lubricant.
Tightening at torque
If a torque wrench is also used for the loosening of bolted connections,

care should be taken that the maximum torque of the wrench is not
exceeded (danger of suffering damage). In no case whatsoever is the use
of extension pipes permitted. Torque wrenches do also have to be
checked for correct indications/setting at regular intervals.
In case torque wrenches are used for tightening bolted connections other
than those listed in work card 000.30,
000.30 approximated tightening torques can
000.31.
be looked up in work card 000.31
Tightening acc. to torsion angle or
acc. to torque plus torsion angle
6682
000.32--01 E
Bolted connections for the tightening of which a specific torsion angle is

prescribed should in a first step be tightened to the point of snug contact of
the nut or bolt using an open-end ring or socket wrench or to the specified
torque using a torque wrench. In a second step, the nut or bolt is to be
further tightened by the specified torsion angle.
06.05
General
101/ 02
Tightening acc. to bolt elongation
The method of tightening bolted connections primarly or exclusively by

elongation of the bolt/compression of the parts to be connected has lost in
significance compared with others. The elongation/compression is
nowadays only used as a control measure supplementing the hydraulic
tensioning procedure.
Disadvantages of the methods

described above
Disadvantages with the tightening of bolted connections using ring,

open-end or socket wrenches and torque wrenches respectively are the
following:
- Side forces of considerable magnitudes are being introduced into the

connection,
- the effective preload depends on the lubricant used and/or on the
frictional conditions and
- these methods cannot be used for bolted connections involving a
relatively large nominal diameter.
Tightening
using
tensioning tools
6682
hydraulic
000.32--01 E
When hydraulic tensioning tools are used for the tightening of bolted
connections, the above-mentioned disadvantages do not occur. This
method can reliably be used even for the largest size of bolts. The screw,
the bolt or the axle are hydraulically elongated and released after the nut
has been tightened or loosened. Please refer to the work cards Hyraulic
Tensioning Tool - Use and the safety regulations.
06.05
General
102/ 02
Hydraulic tensioning tools/

High-- pressure pump
6682
001
002
003

Machine elements
004
005
004--01 E
08.97
101/ 01
Working and safety regulations

Using high-- pressure tools/
hydraulic tensioning tools
000.33

ensure safe use (of high--pressure tools).
Brief description
Hydraulic tensioning tool, high--pressure hose and high--pressure pump
are tools, which can, in spite of the high pressures, be used safely if the
instructions for use are followed.
The following are to be observed:
danger of accidents,
safety regulations, and
maintenance instructions.
Preliminary remarks
Despite the high service pressures they require, hydraulic tensioning tools,
high-pressure hoses and the high-pressure pump are devices that can be
operated safely and reliably, provided
- the instructions for use,

- the maintenance instructions and
- the safety regulations
are observed.
Safety regulations
J Study work cards carefully and observe safety regulations.

J Clean dirt away from contact surfaces of engine components or tools,
check the threads and clean them if necessary.
J Only use absolutely serviceable tools. Overhaul or replace defective/

dubious parts.
J Apply the specified tensioning pressures and lubricants.

J Use a low-viscous slushing oil as the hydraulic fluid (no lubricating oil,
no fuel oil).
J The securing ring (knurled, threaded ring) must be screwed up to the

stop after the hose coupling has engaged.
J Hose couplings to which no hose is connected have to be locked with

J
J
J
J
6682
000.33--01 E
dummy plugs.
Wear safety goggles.
Keep persons away from the extended line of the bolt or hydraulic tool
axes.
Maintain a safe distance from hydraulic tools and high-pressure hoses,
as far as possible.
Increase the pressure on the pressure regulating valve slowly, do not
exceed the specified pressure.
05.05
General
101/ 06
J No heavy blows on loaded bolts, nuts and presses.

J Do not excessively bend high-pressure hoses; the minimum bending
diameter is 400 mm.
J After every tensioning process, check if the hydraulic piston has been
properly reset. The procedure is described in the work cards for the
J When loosening hydraulically tightened bolts, do not exceed the specified tensioning pressure by more than 5%.
J When checking hydraulically tightened bolts, the loosening pressure
must not be more than 7% below or 5% above the specified tensioning
000.30).
pressure (see work card 000.30
If the loosening pressure is too low (max. 7% below the specified
value), the cause is to be traced (negligent tightening, wear, pronounced settling of the screwed connection).
If the loosening pressure is 10% or more below the specified value,
MAN B&W Diesel AG, Augsburg, is to be consulted for appropriate
checking measures.
If the loosening pressure is too high (tightening pressure plus 5% are
not sufficient for loosening), the cause is to be eliminated as far as
possible (screwed connection damaged/corroded / blocked by paint,
tensioning tool damaged/incorrectly mounted).
If it is not possible to undo the connection in spite of such improving
measures, the tensioning pressure may only be increased far enough
to allow the connection to be released if MAN B&W Diesel AG, Augsburg, verifiably has given its approval (danger of bolt overstretching/
component deformation). As an alternative solution, the nut is to be cut
open, and replaced together with the bolt.
Storage and care of the tools
J Store tools at temperatures between 15 and 25C, if possible, in order
J
J
J
J
J
to avoid premature aging of plastic materials, and to keep the hydraulic

fluid at an appropriately low viscosity. Plastic seals are to be protected
against the action of light.
Keep tools away from dust, dirt, chemicals and liquids so as to avoid
sealing faces to be damaged.
Depressurise presses and high-pressure hoses before they are stored.
Do not bend high-pressure hoses. Fit couplings into one another.
When doing overhaul work, make sure to use original spare parts because proper performance depends, e.g., on the correct hardness of
O-ring seals.
Check the pumps pressure gauge for correct indication at regular intervals.
Basic safety instructions
Obligations and liabilities
Obligations and liabilities
- The basic requirement for the safe handling and trouble-free operation
of hydraulic tensioning tools is the knowledge of the basic safety instructions and the safety regulations.
- These operating instructions, and the safety instructions in particular,
are to be observed by all persons performing work on the hydraulic tensioning tool.
- Moreover, all the rules and accident-prevention regulations applicable
at the usage site are to be observed.
6682
000.33--01 E
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General
102/ 06
Hazards in connection with the

use of hydraulic tensioning tools
Hazards in connection with the use of hydraulic tensioning tools

The hydraulic tensioning tool has been manufactured according to the
state of the art and in compliance with the accepted safety rules. Nevertheless, threats to life or physical condition of the user or third parties
and/or impairments on the tensioning tools or on other material assets
may occur during their use. The hydraulic tensioning tool is only to be
used:
J for the intended purpose,

J in unobjectionable, safe working condition.
Malfunctions which may affect the safety are to be remedied immediately.
Checking and keeping records of
the load cycles
Checking and keeping records of the load cycles

After every load cycle (load reversal due to pressurisation and depressurisation), the hydraulic tensioning tool has to be subjected to a general visual inspection, and the thread has to be checked for damage and wear.
Important! At regular intervals (after approx. 100 load cycles), the
hydraulic tensioning tool has to be checked (general visual inspection,
checking the thread for damage and wear, and magnetic crack testing of
all components of the device) and the results have to be recorded in the
service records.
Attention! After 2500 load cycles, the hydraulic tensioning tool
has to be taken out of operation and replaced by a new one! The
load cycles are to be recorded in the service records!
Warranty and liability
Warranty and liability
As a matter or principle, our General Conditions for Sales and Delivery

apply. These were made available to the operator at the time the contract
was concluded at the latest. In case of damage to persons and property,
warranty and liability claims are excluded if the damage is due to one or
several of the following causes:
- Improper use of the hydraulic tensioning tool

- Improper mounting, taking into operation, operation and maintenance
-
of the hydraulic tensioning tool

Operation of the hydraulic tensioning tool with defective safety equipment or with components, safety and protection devices fitted improperly or in inoperable condition
Non-observance of the information provided in the operating instructions regarding transport, storage, mounting, taking into operation,
operation, maintenance and setting up of the hydraulic tensioning tools
Unauthorised structural changes carried out on the hydraulic tensioning
tool
Unauthorised operating pressure changes
Insufficient monitoring of the hydraulic tensioning tool and parts subject
to wear
Improper repairs
Non-observance of the maximum permissible load cycles of the hydraulic tensioning tool
Cases of disaster caused by the detrimental effect of foreign matter
and force majeure.
Intended use
Intended use
The hydraulic tensioning tool serves for tightening and loosening the
tightening-screw connections on the Diesel engine specified by MAN B&W
Diesel AG, Augsburg. This is effected by applying a high operating pres-
6682
000.33--01 E
05.05
General
103/ 06
sure and tensioning pressure and their limits respectively, which have
been specified for the screwed connections.
Inappropriate use
Inappropriate use
Use of the hydraulic tensioning tool for any other than the purpose stated
above is prohibited. In the case of inappropriate use, dangers may occur.
Such inappropriate use includes, e.g.:
J Use for any other type of screwed connection than the ones specified
J High-strength screwed connections in steel construction
J Tightening-screw connections in other areas.
Organisational measures
Organisational measures
Supplementary to the operating instructions, the general legal and other
binding regulations for prevention of accidents and environment protection
are to be observed and according instructions are to be given!
Such obligations of the operator include, e.g.:
J Making available / wearing the personal protective outfit

J Checking all the available hydraulic equipment at regular intervals.
J The personal which is to perform work on/with the hydraulic tensioning
tool is, prior to commencement of the work, to be instructed in reference to the operating instructions and the safety instructions included
therein.
Safety equipment
Safety equipment
Prior to taking the hydraulic tensioning tool into operation, it must always
be ensured that all the safety equipment has been fitted properly and is
fully operational.
Informal safety measures
Informal safety measures

The operating instructions are always to be stored together with the hydraulic tensioning tool.
Supplementary to the operating instructions, the general as well as the
locally valid regulations for the prevention of accidents and the protection
of the environment are to be made available and observed.
Instructing the personnel
Instructing the personnel

Only trained and instructed personnel is allowed to carry out work on and
with the hydraulic tensioning tool. The competences of the personnel with
regard to operation, alteration and maintenance are to be clearly fixed.
Personnel to be trained may only perform work on the hydraulic tensioning
tool under the supervision of an experienced person.
Safety measures in normal

operation
Safety measures in normal operation

Prior to taking the hydraulic tensioning tool into operation, it must be ensured that no one can be endangered by the tool. At least once during
every load cycle, the hydraulic tensioning tool is to be checked for visible
damage on the outside and for the operability of all the safety equipment.
Attention! During pressurisation, attention must be paid to the
permissible operating/tensioning pressure of the respective hydraulic tensioning tool and the screwed connection to be tightened!
For hydraulic tensioning tools/cylinders with a low operating pressure, there is no additional pressure limitation for the max. operating
pressure of the pump. When such a tool is used, particular attention
is to be paid to the pressure gauge!
6682
000.33--01 E
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General
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Danger! Take the residual mechanical, hydraulic and pneumatic energies occurring on the hydraulic tensioning tool into consideration and take corresponding actions when instructing the operating personnel.
Points of particular danger
Points of particular danger

Period of use of hydraulic hose pipes and seals
J Pay attention to the period of use stated by the manufacturer of the

hoses!
Connection of the hose pipe
J Hose connections have to be checked prior to starting operation.

J The connections must be engaged and interlocked.
J Hose pipes may only be disconnected when the hydraulic system is in
unpressurised condition.
Defective hose pipes
J High-pressure hose pipes are subject to an operating pressure of

1500 bar (bursting pressure >3300 bar) and are jacketed by a protective hose. They are to be checked for damage prior to taking them into
operation.
J Do not bend hose pipes excessively. The minimum bending diameter
of the high-pressure hose pipe is 400 mm.
J Only use hose pipes approved by MAN B&W Diesel AG, Augsburg!
Bruising of limbs between tensioning cylinder and thrust pad
J When screwing the hydraulic tensioning tool onto the bolt, make sure to
keep your hands out of the area where the tensioning cylinder and
thrust pad will be seated!
J While pressurising the tool, make sure to keep your hands out of the
area where the tensioning cylinder and the thrust pad will be seated!
Hot surfaces and components
J Touch hot surfaces of components only when wearing protective gloves

and protective clothing!
J Let components cool off before touching surfaces when not wearing
protective gloves and protective clothing respectively!
Rupture of the bolt
J During pressure build-up, keep out of the direction of force, i.e. the extended axis of the respective bolt.
Defective components
J After every tensioning process, the threads are to be cleaned and

checked for damage
J Damaged and worn parts (tension screw, nut etc.) must not be used
under any circumstances and are to be replaced immediately.
6682
000.33--01 E
05.05
General
105/ 06
Due to the high pressures and forces, particular attention is to be paid to

the following:
J Risk of fracture of highly loaded parts during pressure build-up in the

tool (preloading, releasing and routine testing). Broken parts will be
flung in the direction of the force applied, i.e. the extended axis of the
bolts or presses. Such a hazard exists during pressure build-up or
when the hydraulic tool is under full tension and additional stress is induced by heavy blows.
J Risk of ejection of needle-like or razor-sharp hydraulic fluid jets due to
leaky sealing elements, bursting hoses or fracture of fittings. Hazard of
injury of the skin or the eyes at distances of up to one metre.
J Rupture of running gear bolts causing serious engine damage may
occur if the tightening processes have not been carried out according
to the instructions. Possible causes of failure: incorrect pressure built
up during preloading, connection of a hose has been omitted, the hose
coupling has not engaged properly, the tensioning process has not
been properly controlled (length not measured, the number of holes for
nut tightening was neglected).
Hydraulic tensioning tool, system
Hydraulic tensioning tool, system
J Work on hydraulic equipment may only be done by persons having

special knowledge and experience in dealing with hydraulics!
J Check all pipes, hoses and screwed connections at regular intervals for
J
J
J
J
Servicing and
trouble shooting
maintenance,
leakages and damage that is visible from the outside! Remedy damage immediately! Spurting out oil may cause injuries and fire.
Hose pipes which are to be opened are to be depressurised according
to the subassembly group description prior to starting repair or assembly and fitting work!
Use only the hydraulic fluids specified by MAN B&W Diesel AG, Augsburg.
Install and fit high-pressure hose pipes properly! Do not mix up the connections! Fittings, length and quality of the hose pipes must meet the
requirements.
When carrying out work on/with the hydraulic tensioning cylinder, wear
safety goggles and protective gloves. Keep out of the immediate vicinity of the device while pressure is being built-up.
Servicing and maintenance, trouble shooting
J Carry out the specified adjustments, maintenance and inspection work

in time.
J Secure hydraulic tensioning tools against inadvertent taking into operation.

Structural changes on the hydraulic tensioning tool
Structural changes on the hydraulic tensioning tool
J Do not carry out any modifications, attachments or alterations on the

hydraulic tensioning tool without prior written consent of the manufacturer.
J All alteration measures have to be approved in writing by Messrs MAN
B&W Diesel AG, Augsburg.
J Hydraulic tensioning tools which are not in an unobjectionable condition
are to be replaced immediately! Use only original spare and wear parts!
In case parts supplied by third parties are used, it is not guaranteed
that they have been designed and manufactured appropriately to the
type of duty and with regard to security.
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High-- pressure pump

Use
009.03

ensure proper application.
Brief description
The high--pressure pump produces the pressure required for tightening
and untightening the large bolted connections by means of the hydraulic
tensioning tool. It is driven by compressed air and produces pressures up
to 1,600 bar at low delivery rates.
Information is imparted concerning:
technical data,
putting into operation,
putting out of operation,
maintenance, and
behaviour in case of disturbances.
Qty Designation
No.
Availability
1 High--pressure pump
009.338
Standard
000.002
Standard
1 Anti--corrosion oil (Viscosity 6--16 mm2/s)
--
Inventory
Technical details
Term
Information
Weight
35 kg
Oil filling
5 litres
Quality
Anti--corrosion oil
Pressure range 1
0 -- 1100 bar
Pressure range 2
1,100 -- 1,600 bar
Test pressure
1600 bar
Compressed air connection

Dimensions
6682
009.03--01 E
6 -- 15 bar
444x240x318 mm
03.04
32/40, 40/45, 40/54, 48/60, 58/64
101/ 05
Technical/functional description
The following is required for tightening and untightening large-sized bolted
connections:
- the high-pressure pump,

- special, pressure-resistant hoselines, and
- hydraulic tensioning tools, with resetting devices if necessary.
The high-pressure pump delivers a relatively low volume of fluid (under
pressures of up to 1,600 bar if required) through push-and-lock hoselines
to one or several tensioning tools.
After the piston of the tensioning tool has been screwed onto the bolt
thread, the hydraulic fluid will lift the piston in the casing, whereby the bolt
is elongated; the tensioning tool as such is supported on the environment
of the bolt.
1 Pushbutton for 2nd

pressure range
3 Oil admission socket with
strainer
4 Compressed-air
connection
5 Pressure gauge
(0-10 bar)
6 Oil pressure gauge
(0-1600 bar)
7 Oil pressure gauge
(0-400 bar)
(in the casing cover)
8
9
10
11
12
A
B
C
Hose connection
(tensioning tool)
Front plate
Return connection
Casing cover
Set of wear parts
Lever
Relief valve
Pressure
control
valve
Figure 1. High-pressure pump, type 11, GERUS make
6682
009.03--01 E
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32/40, 40/45, 40/54, 48/60, 58/64
102/ 05
The high-pressure pump is driven by compressed air. The air is passed

through control elements and directed onto one piston. This piston carries
pistons of a smaller diameter on either side which draw hydraulic oil from
their environment, or deliver oil to the distributor on the opposite side. As
soon as the piston reaches an end position, a pilot valve directs the air
flow to the other side of the piston, and the delivery and intake process is
repeated. The pressure on the air side is normally limited so that a
pressure of 1,100 bar can be produced on the hydraulic side. If higher
pressures are required, a valve is switched over by pressing a button to
bypass the pressure limitation. A basic pressure of 1,600 bar must not be
exceeded.
10 Return connection
A Lever
B Relief valve
C Pressure control valve
Figure 2. High-pressure pump - Functional diagram
Putting into operation
Attention! Observe the safety instructions given in work card

000.33!
000.33
Steps
1. Check the oil level in the pump by opening the oil admission socket
(3); top up anti-corrosion oil if necessary.
Important! When topping up oil make sure that this is exclusively
done through the strainer because foreign particles may cause failures.
2. Connect the high-pressure pump to the hydraulic cylinder of the
tensioning tool via the hoses.
3. Shift the lever (A) to position II OUT OF OPERATION.
4. Connect the compressed air line to connection (4).
5. Adjust the pressure control valve (C) so that the pressure gauge (5)
for the supply of compressed air indicates approximately 1 bar.
6. Open the relief valve (B) (counter-clockwise) to relief the oil side of
the high-pressure pump.
7. Verify that all the hoses have been correctly connected and that
connection points (8) not needed have been plugged by dummies
(block the sliding sleeve of the coupling by means of arresting ring).
8. Shift the lever (A) to position I IN OPERATION - the pump will start
operating.
9. Close the relief valve (B) (clockwise).
Important! When connecting hoses and tensioning tools, these
must be vented and completely filled with oil, too.
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009.03--01 E
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10. Stepwise turn the pressure control valve (C) for compressed air
clockwise until the desired pressure is indicated on pressure gauge
(6) or the attached pressure gauge (7) (with atime lag depending on
the size of the tensioning tool).
Tip! The pump operates until the adjusted oil pressure has been
reached, leakage losses are automatically compensated by topping up.
11. If it is necessary to use pressure range II (above 1100 up to
1600 bar), press pushbutton (1) and keep pressing it until the
required pressure is reached.
Tip! When the pushbutton is released, the pump control will automatically return to pressure range I.
Taking out of operation
Steps
1. Shift lever (A) to position II to vent the air side of the pump.
2. Open the relief valve (B) to depressurise the oil side of the pump
(pressure gauge goes to zero). Decompression in the hoses takes
longer. Therefore, after depressurisation leave high-pressure hoses
connected to the pump for a further 3 minutes approx., with the relief
valve open. Otherwise, it may happen that there remains some
internal pressure that blocks the hose coupling. For remedial action,
009.05.
see work card 009.05
3. Disconnect the quick-lock couplings of the connection hoses.
Attention! Never open quick-lock couplings under pressure.
Accident hazard! Pressure gauge (6 or 7) readings must be zero.
Tip! If several screwed connections are to be tensioned successively at
the same pressure, the setting of the pressure control valve (C) remains
the same, it need not be newly adjusted.
4. Connect the hose to return connection (10) and displace the
anti-corrosion oil from the hydraulic cylinder of the tensioning tool.
This procedure is described in the work cards of the tensioning tools.
5. Disconnect the hose.
Servicing
The components and connections of the high-pressure pump should be
checked for tightness from time to time, and overhauled if necessary. The
set of wear parts (12) for the pump and pressure control valve is behind
the front plate (9).
Prior to use, check the oil level and top up if necessary. The pump must
never run completely dry because air would then be aspirated. The oil
charge should be drained at intervals of approx. one year, and fresh oil
should be filled in. On every oil change, also clean the oil space.
To remove water from the filter pressure controller, remove the front plate
(9) and screw the plug at the bottom of the pressure controller for some
turns further down so that the water is allowed to drain out. Retighten the
screw plug subsequently.
Cases of failure
1. Pump is only operating at pressures > 1.5 ... 2 bar.
Reason: The friction of the control slide valve gasket is too high.
Remedy: Lubricate or renew the O-ring seals on the slide.
2. Pump does not run, or runs but slowly
Reason 1: Compressed air side is not tight.
Compressed air part
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009.03--01 E
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32/40, 40/45, 40/54, 48/60, 58/64
104/ 05
Remedy: Replace the O-ring seals.

Reason 2: Venting holes are clogged with ice.
Remedy: Warm up the pump to approx. 20 EC.
3. Pump does not generate pressure, or stops at dead center
Reason: Ice clogging on the air side, or functional deficiency.
Remedy:Replace the O-ring seals on the control slide valve or
pneumatic piston.
4. Condensed water emerges at the silencer of the venting hole
Reason: The compressed air filter is filled with water.
Remedy: Drain the filter.
1. Pump is operating, however, not delivering
Reason 1: There is air in the suction pipe.
Remedy: Bleed air from the hydraulic system.
Hydraulic part
Reason 2: The suction filter is clogged.

Remedy: Clean the suction filter.
2. Hydraulic oil emerges at the silencer
Reason: The sealing of the piston is worn and leaky.
Remedy: Replace the seal.
Checking the pressure gauges
Steps
1. Connect the detachable pressure gauge of 400/1000 bar measuring

range as per Figure 3 to high-pressure pump.
2. Verify that both pressure gauges are at zero.
3. Start the pump and continue pumping until the maximum pressure of
the gauge with the small indicating range is reached.
4. Verify that both pressure gauges show the same pressure.
5. Open the relief valve on the high-pressure pump and check whether
both pressure gauges return to zero. If the readings of the two pressure gauges deviate considerably, they have to be replaced or sent in
for repair.
Type 1
1 High-pressure pump
without attached
pressure gauge
2 Detachable pressure
gauge
Type 2
3 High-pressure pump
with attached pressure
gauge
4 Integral pressure
gauge
Figure 3. Checking the pressure gauges
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32/40, 40/45, 40/54, 48/60, 58/64
105/ 05
High-- pressure hoses

Use
009.05

ensure safe use (of high--pressure tools).
Brief description
High--pressure hoses are required for connecting the hydraulic tensioning
tools with the high--pressure pump. They transmit high pressure.
Information is imparted concerning:
proper use/application and
forcing open of non--return valve.
Qty Designation
No.
Availability
1 High--pressure hose
009.304
Standard
009.305
Standard
009.306
Standard
009.330
Standard
1 Opener
009.026
Standard
Figure 1. High--pressure hose with opener mounted (left at the bottom)
Design
Special, pressure-resistent hoselines are used to connect the high-pressure pump with hydraulic tensioning tools. These hoses consist of a steelwire-clad synthetic hose on the inside and a protective external hose
which collects the fluid issuing in case of leakage.
6682
009.05--01 E
05.05
32/40, 40/45, 40/54, 48/60, 58/64
101/ 02
Admissible service pressure
J under constant load

J under pulsating load
Minimum burst pressure
1500 bar,
900 bar.
3300 bar.
Using
High-pressure hoses are equipped with quick-lock safety couplings at both
ends, which have to be secured against inadvertent disconnection by an
additional threaded ring. The knurled threaded ring is to be screwed down
to the stop after the coupling has engaged.
000.33!
Attention! Observe the safety instructions in work card 000.33
Take the maximum usability specified by the manufacturer into account!
Force the non-return valve open
After having been used, i.e. after the high-pressure pump has been
switched off and the relief valve has been opened, the hoses should be left
connected for approx. 3 more minutes. Otherwise, residual internal pressure may block the hose coupling when attempting to pull it off. As a result, it may happen that the high-pressure hose can no longer be inserted
in the coupling. In this case, the non-return valve has to be opened using
the opener (009.026) - see Figure 2. Other tools must not be used to avoid
damage.
The high-pressure hoses are equipped with non-return valves on both
ends, which provide protection against leakage during storage.
1 Hydraulic nipple on the

high-pressure hose
2 Knurled screw for
fixing in place
3 Knurled screw for
forcing the valve open
Figure 2. Using the opener
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009.05--01 E
05.05
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102/ 02

Use
009.01

Brief description
Hydraulic tensioning tools serve the purpose of expanding bolts as against
the components to be connected. In this condition, the nuts can be
tightened or loosened without application of force.
untightening,
tightening and
resetting of the piston.
Quant Denomination
No.
Availability
1 Hydraulic tensioning tool
009.096
Standard
009.097
Standard
009.338
Standard
009.304
Standard
009.305
Standard
009.306
Standard
009.330
Standard
1 Resetting device
009.092
Standard
1 Open--jaw wrench 24x27
000.606
Standard
1 Tommy bar 10
000.263
Standard
1 Tommy bar 6
000.261
Standard
Related work cards
6682
009.01--01 E
Work card
Work card
Work card
000.30
000.33
009.02
009.03
009.05
07.97
32/40, 40/45, 40/54, 48/60, 58/64
101/ 05
Technical details
Term
Information
Nominal pressure
1200 bar
Test pressure
1300 bar
Tool number
009.096 / 009.097
Effective piston area (cm2)
72.72 cm2
Delivery stroke
11 mm
Preliminary remarks
Using the piston and casing of the tensioning tool, completed by thrust
pads and adapter pieces, bolts are elongated relative to the components
to be connected. This is achieved by forcing hydraulic fluid against the
piston in the high--pressure pump. If the pressure is sufficiently high, the
nut of the bolt can either be unscrewed or tightened to specification.
Hydraulic tensioning tools as well as high--pressure hoses must be
completely filled with hydraulic oil prior to use. Air has to be bled if
necessary.
The tightness is to be checked from time to time; please refer to work card
009.02.
009.02
High-- pressure hoses have check valves on both ends. Therefore they
cannot run empty.
A prerequisite for the correct tensioning of the screwed connection is a
correctly indicating pressure gauge. In case of doubt, check the pressure
gauge by comparing it with a reference gauge.
For notes on the resetting of the tensioning tool, please refer to operating
sequence 3.
Single--type tensioning tools are used either individually or in combination

with others.
Tensioning tools
Tandem tensioning tools are used as one unit as a matter of principle
6682
009.01--01 E
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102/ 05
1
2
3
4
5
6
7
Piston
Casing
Thrust pad
Nut
Bolt
Tommy bar
Hose connection
A Gap width for

untensioning the
screwed connection
Figure 1. Single--type tensioning tool, not auto--resetting. Ready for tensioning at the left, and for releasing at the right
Tensioning
Prior to tensioning the screwed connection, the nut has to be tightened by

hand. The piston of the tensioning tool is to be screwed on in such a way
that the casing and the thrust pad are blocked.
Untensioning
To undo the tensioned screwed connection, the piston of the tensioning

tool has to be turned back from the hand--tightened position by a specified
angular amount. Otherwise, it may happen that the nut comes loose while
the bolt and tensioning tool are still under tension so that the tool cannot
be removed.
Operating sequence 1 -- Untensioning
Steps
1. Clean the thread of bolt (5).

2. Put the thrust pad (3) over the nut (4).
3. Screw on the tensioning tool, making sure that the thrust pad is
seated concentrically.
Attention! Prior to mounting a tensioning tool, make sure that
the piston is completely pressed in. If the piston is too far out, there
is the danger that hydraulic oil escapes abruptly.
4. Once the tensioning tool is properly seated, turn the piston back by
the angular amount that applies to the screwed connection concerned
000.30). The resultant gap width A can be measured
(see work card 000.30
on or underneath the thrust pad.
5. Connect the high--pressure hose to the tensioning tool and high-pressure pump.
6. Operate the high--pressure pump (see work card 009.03).
009.03
7. Close gap A.
8. Increase the pressure in the tensioning tool by pumping until nut (4)
can be loosened.
Attention! The pressure applied must not be more than 7 %
below and 5 % above the tensioning pressure (refer to work cards
000.33).
000.30 and 000.33
9. Insert the tommy bar through the recess in the thrust pad and turn
the nut back (for the angular amount of turning back, refer to work
000.30).
card 000.30
10. Depressurise the tool, disconnect the high--pressure hose from the
tensioning tool and high--pressure pump.
6682
009.01--01 E
07.97
32/40, 40/45, 40/54, 48/60, 58/64
103/ 05
11. Screw off the tensioning tool and remove the thrust pad.
Operating sequence 2 -- Tensioning
1. Tighten nut (4) by hand, using the tommy bar (6).

2. Put the thrust pad (3) over the nut.
3. Screw on the tensioning tool, making sure that the thrust pad is
positioned concentrically.
4. Connect the high--pressure hose to the tensioning tool and
high--pressure pump.
009.03).
5. Operate the high--pressure pump (see work card 009.03
6. Tension the stud bolt (5) at the specified pressure (refer to work card
000.30).
000.30
7. Insert the tommy bar through the recess in the thrust pad and fasten
the nut to contact, hand--tight.
8. Depressurise the unit, disconnect the high--pressure hose from the
tensioning tool and high--pressure pump.
9. Screw off the tensioning tool and remove the thrust pad.
Operating sequence 3 -- Resetting the piston
1
2
3
4
5
Casing
Piston
Thrust spindle
Thrust pad
Hose nipple with check
valve
Figure 2. Usage of the resetting device
Whenever the tensioning tool has been used, make sure to push the
piston back to its home position, thereby avoiding that the effective stroke
is exceeded. Danger of hydraulic fluid escaping abruptly, or of leakage!
Danger of tilting!
It is adviseable to reset the piston with the tensioning tool connected /
operative as a matter of principle. The first step then is to open the relief
valve of the high--pressure pump (whereby it becomes possible to displace
the hydraulic fluid). Resetting of the piston is facilitated if the
corresponding hose is temporarily connected to return.
For the resetting of a tensioning tool without the hose and high--pressure
pump being connected, first open the check valve of the hose nipple, using
the tool provided for this purpose (opener).
6682
009.01--01 E
07.97
32/40, 40/45, 40/54, 48/60, 58/64
104/ 05
Steps
1. Turn the two--armed resetting device 009.092 far enough back, then
insert it in the blind holes of the casing.
2. Turn the thrust spindle (3) forwards until the matching projection of
the thrust pad (4) engages in the bore of the piston.
3. Continue turning until contact is reached, and then reset the piston as
far as possible.
4. Remove the resetting device.
6682
009.01--01 E
07.97
32/40, 40/45, 40/54, 48/60, 58/64
105/ 05

Venting, checking, replacing of sealing
rings
009.02

Impart required knowledge,
ensure correct execution of work.
Brief description
Hydraulic tensioning tools must completely be filled with hydraulic fluid
whenever they are used. They must be vented, if necessary, and are to be
checked for tightness occasionally. In case they are untight, the sealing
rings are to be replaced.
venting,
checking for tightness,
disassembly and assembly,
replacement of sealing rings/sealing elements.
Quant Denomination
No.
Availability
009.097
Standard
1 Piston
009.097--1
Standard
1 Casing
009.097--12
Standard
009.096
Standard
1 Piston
009.096--1
Standard
1 Casing
009.096--12
Standard
1 Hydraulic nipple
009.096--20
Standard
1 Threaded piece
009.096--21
Standard
1 O--ring seal
009.096--26
Standard
1 Backing ring
009.096--27
Standard
1 O--ring seal
009.096--30
Standard
1 Backing ring
009.096--31
Standard
009.338
Standard
009.306
Standard
1 Opener
009.026
Standard
1 Resetting device
009.092
Standard
1 Resetting device
009.092--1
Standard
6682
009.02--01 E
08.97
32/40, 40/45, 40/54, 48/60, 58/64
101/ 04
Related work cards
Work card
Work card
Work card
009.01
Preliminary remarks
Hydraulic tensioning tools as well as high--pressure hoses have to be
completely filled with hydraulic fluid prior to being used. Air must be vented
if necessary. They should be checked for tightness from time to time.
High--pressure hoses have check valves on both ends; therefore they
cannot run empty.
1,2
12,13
20
21
22
26
27
30
31
*
Piston
Casing
Hydraulic nipple
Threaded piece *)
Sealing ring
O--ring seal
Backing ring
O--ring seal
Backing ring
Threaded piece is glued to hydraulic nipple by means of Loctide 586
Figure 1. Single--type tensioning tool, not auto--resetting
The hydraulic tensioning tool has to be disassembled if sealing rings

require replacement and when it has suffered damage. If disassembly
becomes necessary, it is advisable to replace all the sealing rings.
Because of the high working pressures and the critical clearances and
surfaces, major interventions/repairs are advised against. We recommend
instead to have the tool overhauled by MAN B&W Diesel AG or one of its
authorised service locations, if required.
Operating sequence 1 -- Vent the tensioning tool/check for tightness
1.
2.
3.
4.
5.
6.
7.
8.
Check for tightness
9.
10.
6682
009.02--01 E
Place the tensioning tool with the hydraulic nipple (20) pointing up.
Connect the high--pressure pump (009.338) and high--pressure hose.
Force the tensioning tool approx. 10 mm (not more!) apart.
Reduce the pressure to 0 and disconnect the high--pressure hose.
009.01). Force the
Apply the resetting device 009.092 (see work card 009.01
check valve in the hydraulic nipple (20) open, using the opener (for
application, see work card 009.05).
009.05
Hold the tensioning tool so that the high--pressure nipple points
upwards; using the resetting device, press the piston inward until
bubble--free hydraulic fluid emerges.
Dismount the opener and the resetting device.
From time to time, check the tensioning tool for tightness. For this
purpose, mount it on an easily accessible bolt. Connect the
high--pressure hose.
Operate the high--pressure pump and build up the tensioning
pressure that is specified for these bolts. No leakage should occur
during 5 minutes after.
Depressurise the tool, disconnect the high--pressure pump and
high--pressure hose. Dismount the tensioning tool.
08.97
32/40, 40/45, 40/54, 48/60, 58/64
102/ 04
Operating sequence 2 -- Disassemble and reassemble the tensioning tool/replace the sealing elements
1 Piston
12 Casing
Figure 2. Disassembling the tensioning tool (forcing out the piston)
1. Place the tensioning tool on a clean surface, or mount it in a vice with

the wrench flats of the piston (1, 2).
2. Fasten the opener 009.026 to the hose nipple and force the check
009.05).
valve open (for application, refer to work card 009.05
3. Put the spacer (10) onto the piston.
4. Turn the resetting device 009.092 back far enough, then insert it in
the blind holes of the casing.
5. Turn the thrust spindle forward until the projection of the thrust pad
engages in the spacer.
6. Continue turning until the piston comes clear. During the last phase,
avoid tilting as far as possible and secure against falling out.
7. Carefully remove the sealing rings and backing rings.
8. Clean all the parts and check them for damage, and replace them if
necessary.
9. Apply a thin film of Belzona anti--seize lubricant on all the fitting
surfaces of the piston and casing, excluding the sealing elements and
grooves.
10. Fit new backing rings and sealing rings, making sure that they are in
the correct position. The O--ring seal should always be on the
pressurised side, the backing ring with the depression facing the
O--ring seal.
11. For reassembly, follow the reverse order of disassembly. the resetting
device is in this case to be applied from the opposite side. Take care
not to tilt the piston when introducing it. If appropriate, change the
position of the resetting device by 180E. Be careful not to damage the
sealing rings. Use the opener for reassembly, too.
12. After reassembly, vent the tensioning tool as described under working
sequence 1, and check it for tightness.
Disassemble
Replace sealing rings
Reassemble
6682
009.02--01 E
08.97
32/40, 40/45, 40/54, 48/60, 58/64
103/ 04
Figure 3. Reassembling the tensioning tool
6682
009.02--01 E
08.97
32/40, 40/45, 40/54, 48/60, 58/64
104/ 04

Use
009.07

Brief description
Hydraulic tensioning tools serve the purpose of expanding bolts as against
components to be connected. In this condition, nuts can be tightened or
loosened without applying force. The piston is pressed back into its initial
position by disk springs.
untensioning and tensioning.
Qty Designation
No.
Availability
009.347
Standard
009.346
Standard
009.338
Standard
009.306
Standard
009.208
Standard
1 Open--jaw wrench 55
000.570
Standard
1 Tommy bar, 6 mm
000.261
Standard
Related work cards
Work card
Work card
Work card
000.30
000.32
000.33
009.03
009.05
009.08
Technical details
Term
Information
Delivery stroke
Test pressure
1 050 bar
Nominal pressure
1,000 bar
Tool number
Effective piston area
6682
009.07--01 E
3.5 mm
07.04
009.208
009.346 / 009.347
2 x 20.23 = 40.46 cm2
32/40, 40/54, 48/60, 58/64, 48/60 B
101/ 04
Preliminary remarks
By means of the piston and the casing of the hydraulic tensioning tool,
supplemented by the thrust pad and the nut, the bolt is elongated relative
to the components to be connected. This is done by anti-corrosion oil being pressed against the piston underside by means of the high-pressure
pump. If a sufficiently high pressure is applied, the nut of the bolt comes
clear and can either be loosened or fastened to specification.
Hydraulic tensioning tools as well as high-pressure hoses must be completely filled with anti-corrosion oil prior to use. They have to be vented if
required. The unit should be checked for tightness from time to time (see
work card 009.08).
009.08
Operating sequence 1 - Untensioning a bolt
Starting condition
The thread of the bolt has been cleaned.
Steps
1. Place the thrust pad (4) over the nut (6).

2. Using the open-jaw wrench (000.570), check whether the nut (3) has
been firmly screwed onto the hydraulic tensioning tool (1).
3. Screw the hydraulic tensioning tool (1) onto the bolt (7), making sure
that the thrust pad (4) is placed concentrically. Refer to Figure 1 .
Tip! For screwing in place, insert the tommy bar in bore (B).
4. Following attachment, turn the hydraulic tensioning tool (1) including
the nut (3) back by the back-off angle applicable for the corresponding screwed connection (see work card 000.30).
000.30 Refer to Figure 1 .
5. Connect the high-pressure hose to the hydraulic tensioning tool (1)
and high-pressure pump.
009.03), and close
6. Switch the high-pressure pump on (see work card 009.03
the gap (A) produced by turning back.
Danger! During untensioning, make sure that there is no one
along the extended axis of the bolt to be untensioned!
7. Pump the hydraulic tensioning tool (1) up until the nut (6) can be
loosened.
Attention! The pressure applied should not be more than 7% below and 5% above the tensioning pressure (refer to work card
000.30)!
000.30
8. Insert the tommy bar (5) through the opening in the thrust pad (4),
and slacken the nut (6) - for back-off angle, see work card 000.30.
000.30
9. Release the pressure, disconnect the high-pressure hose from the
hydraulic tensioning tool (1) and the high-pressure pump.
Important! The hydraulic tensioning tool is automatically reset to
zero position by a set of disk springs (2) - this takes approx. 2 to 3 minutes. For this purpose, however, the high-pressure pump has to be con009.03).
nected and its relief valve has to be open (see work card 009.03
10. Remove the tensioning tool.
Operating sequence 2 - Tensioning a bolt
Starting condition
6682
The nut has been screwed on and tightened by hand. The thread of the
bolt has been cleaned.
009.07--01 E
07.04
32/40, 40/54, 48/60, 58/64, 48/60 B
102/ 04
Attention! Correct tensioning of a bolted connection requires the

pressure gauge indication to be correct! In case of doubt, check the
pressure gauge against a reference pressure gauge!
Steps
1. Place the thrust pad (4) over the nut (6).

2. Using the open-jaw wrench (000.570), check whether the nut (3) has
been firmly screwed onto the hydraulic tensioning tool (1).
3. Screw the hydraulic tensioning tool (1) onto the bolt (7), making sure
that the thrust pad (4) is placed concentrically. Refer to Figure 2 .
Tip! For screwing in place, insert the tommy bar in bore (B).
4. Connect the high-pressure hose to the hydraulic tensioning tool (1)
and high-pressure pump.
009.03), and tension the bolt (7) applying the specified tensioning pressure (see work
000.30).
card 000.30
Danger! During tensioning, make sure that there is no one
along the extended axis of the bolt to be tensioned!
6. Insert the tommy bar (5) through the opening in the thrust pad (4),
and screw down the nut (6), hand-tight.
hydraulic tensioning tool (1) and high-pressure pump.
zero position by a set of disk springs (2) - this takes approx. 2 to 3 minutes. For this purpose, however, the high-pressure pump has to be con009.03).
nected and its relief valve has to be open (see work card 009.03
1 Hydraulic tensioning
tool
2 Disk spring
3 Nut
4 Thrust pad
5 Tommy bar
6 Nut
7 Bolt
A Gap
B Bore for inserting the
tommy bar
Figure 1. Bolt with tensioning tool attached - Untensioning

(Figure shows hydraulic tensioning tool with tool number 009.346)
6682
009.07--01 E
07.04
32/40, 40/54, 48/60, 58/64, 48/60 B
103/ 04
1 Hydraulic tensioning
tool
2 Disk spring
3 Nut
4 Thrust pad
5 Tommy bar
6 Nut
7 Bolt
B Bore for inserting the
tommy bar
Figure 2. Bolt with tensioning tool attached - Tensioning

(Figure shows hydraulic tensioning tool with tool number 009.346)
6682
009.07--01 E
07.04
32/40, 40/54, 48/60, 58/64, 48/60 B
104/ 04

009.08

Brief description
Hydraulic tensioning tools must completely be filled with hydraulic fluid
whenever they are used. They must be vented, if necessary, and checked
for leaks occasionally. In case they leak, the sealing rings must be
replaced.
venting,
checking for leaks,
replacement of sealing rings/sealing elements.
Qty Designation
No.
Availability
009.347
Standard
009.346
Standard
009.338
Standard
009.306
Standard
1 Opener
009.026
Standard
1 Eye bolt
001.404
Standard
000.570
Standard
000.568
Standard
1 Hexagon screw driver 12
000.299
Standard
000.002
Standard
1 Anti--corrosion oil
--
Inventory
1 Molecular Gold grease (lubricant)
--
Inventory
Related work cards
6682
009.08--01 E
Work card
Work card
Work card
000.30
000.33
009.03
009.05
009.07
08.03
32/40, 40/54, 48/60, 58/64, 48/60 B
101/ 05
Tool No./Spare part No.
Item
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
Designation
Hydr. tensioning tool, complete
Hydraulic nipple
Sealing ring
Threaded piece
Nut
Piston
Casing
Casing
Disk spring
Piston
Closing cap
Backing ring
O-ring seal
Backing ring
O-ring seal
Sealing ring
Tool No.
009.346
009.346-1
009.346-2
009.346-3
009.346-16
009.346-18
009.346-21
009.346-24
009.346-10
009.346-17
009.346-13
009.346-23
009.346-22
009.346-19
009.346-20
009.346-4
Tool No.
009.347
009.347-1
009.347-2
009.347-3
009.347-25
009.347-18
009.347-21
009.347-24
009.347-10
009.347-17
009.347-13
009.347-23
009.347-22
009.347-19
009.347-20
009.347-4
Preliminary remarks
Hydraulic tensioning tools as well as high-pressure hoses must be completely filled with anti-corrosion oil prior to use. They have to be vented if
required, and checked for tightness from time to time.
The hydraulic tensioning tool has to be disassembled if backing rings/Oring seals are to be replaced, and if it has suffered damage. If disassembled, all the backing rings/O-rings seals are to be replaced for practical reasons. Major interventions/repairs are advised against, because of
the high working pressures and critical clearances and surfaces. We recommend that you have the tool overhauled by MAN B&W Diesel AG or
one of the authorised service bases in case of need.
Operating sequence 1 -- Disassembly of the hydraulic tensioning tool
Starting condition
The hexagon screw driver has been clamped into the vice.
Steps
1. Place the piston (9) on the clamped-in hexagon screw driver

(000.299).
2. Loosen the nut (16) by means of the open-jaw wrench (000.570), and
unscrew it.
3. Remove the disk springs (8).
4. Connect the high-pressure hose (009.306) to the hydraulic tensioning
tool.
5. Using the opener (009.026), open the nun-return valve on the high009.05).
pressure hose (see work card 009.05
Important! Unless the non-return valve is open, the casing (7) cannot be pulled off.
6. Pull the casing (7) off.
7. Disconnect the hydraulic hose from the hydraulic nipple (1).
8. Place the piston (9) on the clamped-in hexagon screw driver.
6682
009.08--01 E
08.03
32/40, 40/54, 48/60, 58/64, 48/60 B
102/ 05
9. Loosen the nut (4) by means of the open-jaw wrench (000.568), and
unscrew it.
Attention! The screwed connection of nut and piston has a lefthand thread!
10. Remove the sealing ring (15).
11. Pull the piston (5) and the casing (6) off.
12. Screw the eye bolt (001.404) into the piston (5), and remove the
latter from the casing (6).
13. Remove the backing rings (11 and 13) as well as the O-ring seals (12
and 14).
14. Clean all the individual components and check them for damage, replace them if necessary.
15. Purge the oil bores in the piston (9) with compressed air.
Operating sequence 2 -- Assembly of the hydraulic tensioning tool
Starting condition
All individual components have been cleaned, checked for damage, and
replaced if necessary. The hexagon screw driver has been clamped into
the vice.
Steps
1. Check new backing rings (11 and 13) as well as O-ring seals (12 and
14) to see if they are intact.
2. Coat the backing rings (13) and O-ring seals (14) with anti-corrosion
oil and place them in the respective grooves, making sure that they
are evenly tensioned over the entire circumference, and not twisted.
Refer to Figure 1 .
Attention! Make sure that the backing ring and the O-ring seal
are positioned correctly! Always insert the O-ring seals on the pressure side, the backing ring on the opposite side, with the depression
in the backing ring pointing towards the O-ring seal! Refer to Figure 1 /detail Y and Z.
3. Coat the backing rings (11) with anti-corrosion oil, and insert them
into the respective grooves.
4. Coat the O-ring seals (12) with anti-corrosion oil, bend them so that
they become kidney-shaped, and insert them into the respective
grooves, making sure that they are not twisted. See Figures 1 and
3 .
Attention! Make sure that the backing ring and the O-ring seal
are positioned correctly! Always insert the O-ring seals on the pressure side, the backing ring on the opposite side, with the depression
in the backing ring pointing towards the O-ring seal! Refer to Figure 1 /detail X and Z.
5. Apply a thin film of Molecular Gold grease (lubricant) to the running
surface of pistons (5 and 9) as well as casings (6 and 7).
Attention! Backing rings, O-ring seals, and grooves must remain
free from grease!
6. Press the piston (5) into the casing (6).
7. Put the casing (6) together with the piston (5) onto the piston (9) and
slide them on.
8. Place piston (9) on the clamped-in hexagon screw driver (000.299).
9. Put a new sealing ring (15) onto the piston (9). Refer to Figure 1 .
10. Screw the nut (4) on so that it contacts the piston (9), and tighten it
by means of the open-jaw wrench (000.568).
Attention! The screwed connection of nut and piston has a lefthand thread!
11. Connect the high-pressure hose (009.306) to the hydraulic nipple (1).
6682
009.08--01 E
08.03
32/40, 40/54, 48/60, 58/64, 48/60 B
103/ 05
12. Open the non-return valve on the high-pressure hose by means of

009.05.
the opener (009.026). See work card 009.05
Important! Unless the non-return valve is open, the casing (7) cannot be put on.
13. Slip the casing (7) onto the piston (9) so that it contacts the casing (6). Refer to Figure 1 .
14. Disconnect the high-pressure hose from the hydraulic tensioning tool.
15. Install the disk springs (8), observing the correct order. Refer to Figure 1 .
16. Screw the nut (16) onto the piston (9) and tighten it, hand-tight.
17. Place piston (9) on the clamped-in hexagon screw driver. Screw the
nut (16) on all the way, until it is seated, using the open-jaw wrench
(000.570). Refer to Figure 2 .
Important! The disk springs have to be compressed slightly.
18. Attach the hydraulic tensioning tool to a suitable bolt (see
corresponding work card) so that the hydraulic nipple (1) points
upward.
19. Connect the high-pressure hose to the hydraulic tensioning tool and
high-pressure pump (009.338).
009.03), and pump
the hydraulic tensioning tool up.
Attention! Make sure that the tensioning pressure specified for
the selected bolt is not exceeded (see work card 000.30)!
000.30
21. Release the pressure.
zero position by the integrated set of disk springs (this takes approx. 2 to
3 minutes. For this purpose, however, the high-pressure pump has to be
009.03).
connected and its relief valve has to be open (see work card 009.03
When the piston is reset by the disk springs, the remaining air escapes
into the high-pressure hose.
22. Disconnect the high-pressure hose.
23. Vent the high-pressure hose by means of the opener (see work card
009.05).
009.05
24. Reconnect the high-pressure hose.
25. Pump the hydraulic tensioning tool up until the tensioning pressure
000.30).
specified for this bolt has been reached (see work card 000.30
Maintain the pressure for five minutes.
Important! After the hydraulic tensioning tool has been pumped up,
there must not be any visible leakage within the period the pressure is
maintained.
hydraulic tensioning tool and high-pressure pump.
6682
009.08--01 E
08.03
32/40, 40/54, 48/60, 58/64, 48/60 B
104/ 05
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
Hydraulic nipple
Sealing ring
Threaded piece
Nut
Piston
Casing
Casing
Disk spring
Piston
Closing cap
Backing ring
O-ring seal
Backing ring
O-ring seal
Sealing ring
7
8
9
16
Casing
Disk spring
Piston
Nut
Figure 1. Hydraulic tensioning tool
Figure 2. Hydraulic tensioning tool with nut screwed on
Figure 3. Bending the O-ring seal so that it becomes kidney-shaped
6682
009.08--01 E
08.03
32/40, 40/54, 48/60, 58/64, 48/60 B
105/ 05
Dial gauge (measuring device)

Checking the bolt elongation
009.06

Tighten and untighten important bolted connections at the correct values,
Brief description
The measuring device serves the purpose of determining the bolt
elongation for comparison with a reference value. This is to ensure that
bolts of particular significance are tightened correctly by means of the
hydraulic tensioning tool.
proper utilisation/application and
measuring the elongation.
Quant Denomination
No.
Availability
1 Measuring device
009.051
Standard
1 Magnetic prism with support
009.051--1
Standard
1 Clamping piece
009.051--5
Standard
1 Sleeve
009.051--6
Standard
1 Dial gauge (measuring device)
009.051--14
Standard
1 Extension
009.051--15
Standard
009.338
Standard
009.306
Standard
Related work cards
Work card
Work card
Work card
009.01
000.29
000.30
Preliminary remarks
Screwed connections of particular significance require that the bolt
elongation is measured and compared with a reference value. This is to
ensure that the necessary preload resulting from the bolt elongation and
from forcing the corresponding components together is really achieved.
This is not the case if the tensioning tool is blocked or if some of the
tensioning pressure is absorbed by friction.
6682
009.06--01 E
04.98
32/40, 40/45, 40/54, 48/60, 58/64
101/ 02
1
2
3
4
5
Stud
Knurled nut
Thrust pad
Casing
Piston
Figure 1. Measuring instrument, attached to hydraulic tensioning tool
Operating sequence 1 -- Measure the bolt elongation al
Starting condition
Screwed connection released, tensioning tool put in place and ready to be

operated.
Steps
1. Switch on the high--pressure pump and tighten the bolt to the

pretensioning pressure (for the value, please refer to work card
000.30)
000.30 using the tensioning tool.
2. Attach the measuring device (009.051) to the casing of the tensioning
tool. Appropriately match the dial gauge and feeler positions by
omission of the sleeve (6), turning the clamping piece (5), using the
extensions (15, 16). Set the dial gauge to 0.
3. Increase the tensioning pressure to the prescribed ultimate level (see
000.30). Tighten the nut by hand, using the tommy bar.
work card 000.30
4. Reduce the pressure to 0 and load to pretensioning pressure again.
5. The dial gauge reading corresponds to bolt elongation/contact
pressure of components al. Convert the reading into millimeters and
compare with the set point value (refer to work card 000.30).
000.30
Attention! Bolts are to be tightened applying the specified oil
pressure, and not to elongation al. al measurement is a control
measure only.
6. In case of larger deviations from the set point value, repeat the
procedure; otherwise, check the tensioning tool, the screwed
connection and the pressure gauge.
7. Reduce the pressure to 0. Dismount the tensioning tool.
6682
009.06--01 E
04.98
32/40, 40/45, 40/54, 48/60, 58/64
102/ 02
Operating values/Operating results
6682
001
002
003
004

Machine elements
005
005--01 E
08.97
101/ 01
Ignition and compression pressures

Determination
000.25

Record and assess operating values,
recognise problems on subassembly groups/systems (having an
influence).
Brief description
Ignition and compression pressures are a significant indicator for the
mechanical loading the engine is subjected to. They are closely correlated
with essential operating values and allow conclusions on the condition of
components and systems.
The work includes:
recording pressures,
recording operating values, and
evaluating results.
Quant Denomination
No.
Availability
1 Indicator, Maihak make, type 30
419.351
Optional
1 Graph paper
--
Optional
1 Protective gloves
--
Inventory
1 Lubricating grease, acid--free
--
Inventory
1 Indicator box with

accesories
2 Indicator
Figure 1 Indicator, Maihak make
6682
000.25--01 E
08.97
101/ 03
Preliminary remarks
The ignition pressures are a significant indicator for the mechanical loading
the engine is subjected to. They are closely correlated with essential
operating data and permit to draw conclusions on the condition of
components and the systems, and have therefore to be checked in regular
intervals as specified in the maintenance schedule, using an indicator
(pressure gauge). The evaluation of readings will have to make allowance
both for the absolute values and for differential values from cylinder to
cylinder.
Operating sequence 1 - Record pressures
Starting condition
Stable engine operating condition at the desired output. Steady-state

condition of operating characteristics has been reached.
Steps
1. Prior to taking indicator diagrams open the indicator valve and keep it
open for 2 - 3 firing strokes to expel soot and combustion residues
that may have deposited in the indicator valve pipe.
Attention! Keep away from the fire burst!
2. Ensure that the indicator is equipped with the correct spring which is
capable of withstanding the engines peak pressure to be expected Figure 1.
3. Fasten graph paper on drum, appropiately tightened and not
creasing. Verify that the spring is seated tightly and the knurled nuts
of the top screw and the recorder carrier are screwed tight.
4. Fasten the indicator to the indicator valve. Draw a cero line.
5. Open the indicator valve, and while turning the drum slightly by hand,
obtain an ignition pressure diagram (bar diagram) 5 - 8 mm wide on
the indicator. Then permit the drum to return.
6. Quickly move the drum by hand into end position within one ignition
cycle, thereby recording the developed ignition pressure diagram of
the cylinder - Figure 2.
Tip! The bar diagrams of several cylinders can be recorded side by
side on the chart. Taking hand-drawn diagrams requires some practice.
Do not excessively heat the indicator by too many ignitions, because this
might produce incorrect diagrams.
The spring system of the mechanical indicator will possibly be excited to
vibrate at certain load points, especially under low-load operating conditions , so that an overshooting of indication occurs. Appropiate allowance
is to be made for such overshooting in diagram evaluation.
a Ignition pressure
b Charge-air pressure
f Spring calibration
Figure 2. Ignition pressure diagrams (bar diagram/hand-drawn diagram)
7. Measure the diagram heights; for conversion, use the spring

calibration which is stamped on the indicator spring.
Tip! The difference (b) between the cero line and the lower edge of the
diagram corresponds to the charge-air pressure. If gaps (b) are consider-
6682
000.25--01 E
08.97
102/ 03
able, measure the diagram hight only, convert it into terms of pressure and
add the charge-air pressure measured on a normal indicating instrument.
8. After diagrams have been taken from all cylinders, remove the
indicator and clean all the parts thoroughly, especially the piston; then
apply high-temperature bearing grease or an equivalent lubricant.
9. Enter the following in the diagrams, for later comparison purposes:
- spring calibration of the indicator,
- speed of the engine and speed of the turbocharger,
- pump rack setting,
- charge-air pressure,
- exhaust gas temperature after the cylinder and possibly,
- fuel oil consumption rate.
Tip! The compression pressures can be recorded in the same way as
described above for the ignition pressures, for which purpose the fuel rack
of the corresponding injection pump is during the process set to cero
against the force of the knuckle spring.
Operating sequence 2 - Evaluations/valuation
The following limits /requirements have to be observed:
- ignition pressures measured at rated output maximum value,

- cylinder-per-cylinder deviations mean value tolerance (for relevant
limits see the operating manual, section 2.5),
- equal fuel rack settings on all injection pumps.

It is recommended that the diagrams/results are compared with those of
the test run record and/or with those of previous measurements.
Excessive ignition pressures will occur when ignition is timed too early and
the amount of fuel injected is too large, whereas insufficient pressures are
the result of injection being timed too late and the amount of fuel injected
being too low. Low ignition pressures on individual cylinders possibly result
from the following deficiencies:
- fuel dripping in/poor injection of the injection nozzle

- defective/worn injection pump and
- inadequate tightness of injection/exhaust valves.
6682
000.25--01 E
08.97
103/ 03
Charge air cooler/crankcase

Measuring the differential pressure
000.40

Record operating values,
ensure/restore operational reliability,
enable/support economic operation.
Brief description
Supplementary to the data provided in the maintenance schedule,
differential pressure measurements support the determination of the most
appropriate cleaning intervals for charge air coolers, and they enable the
assessment of operating values.
The work includes:
measurement by means of digital pressure gauge, and
measurement by means of U--pipe pressure gauge.
Quant Denomination
No.
Availability
1 Digital pressure gauge Digima--Premo
009.090
Optional
1 Ready--to--use bag
009.090--1
Optional
1 Accumulator 9V
009.090--2
Optional
1 Battery charger
009.090--3
Optional
1 PVC hose
009.030--4
Optional
4 Quick--lock coupling
009.030--5
Optional
2 Hose plug--in nipple
009.090--6
Optional
2 Filter
009.090--7
Optional
1 U--pipe pressure gauge/water--filled PVC hose
--
Inventory
1 Measuring tape
--
Inventory
Preliminary remarks
Clogged charge-air coolers adversely affect the cooling effect and the
engine operating performance. Measuring of the differential pressure in
addition to the cleaning intervals specified in the maintenance schedule
serve the purpose of determining the most appropriate times for cleaning
and to interprete operating data. A digital differential pressure gauge or a
U-pipe pressure gauge can be used for measuring.
6682
000.40--01 E
07.97
32/40, 40/54, 48/60, 58/64
101/ 04
Measuring set--up/unit
1 Casing in front of
charge-air cooler
2 Charge-air cooler
3 Charge-air pipe
4 Measuring connection
5 Measuring unit
Figure 1. Measuring points/measuring set--up (illustration shows L 40 / 54 engine with single--stage charge--air cooler)
1a ON push button
1b OFF push button
2a 0 push botton (measuring
range 0 -- 2 bar)
2b / Push button
(measuring range 0 10 bar)
3 Info field (display of
measuring range attenuation)
4 Attenuation push button

5a Pressure line connection
p1
5b Pressure line connection
p2
6a Zero resetting for
measuring range
0 - 2 bar
6b Zero resetting for
measuring range
0 - 10 bar
7 Display of the measured
value
8 Battery shelf
9 lo bat display (battery
condition)
10a Output for recorder (+)
10b Output for recorder (--)
Figure 2. Digima--Premo measuring unit, make SI, special instruments
6682
000.40--01 E
07.97
32/40, 40/54, 48/60, 58/64
102/ 04
Safety instructions
The maximum pressure on the unit is 14 bar.
Only admit dry gases to connection p1, and only admit gases and fluids
which do not attack polyester, silicone and silicon to connection p2. Only a
measuring hose equipped with a water-repellent filter may be fitted to
connection p2.
In differential pressure measuring, p2 > p1 as a rule. Where p2 < p1, the
measured value sign becomes negative. In relative pressure measuring,
p1 = ambient air pressure, p2 = measuring pressure.
The hose couplings on the engine and the hoses upstream of the
meassuring unit are of the self--locking type.
Measuring using digital pressure gauge
Non--recurring preparations
Steps
Equip PVC hoses with slip-in nipples and quick-lock coupling at both ends.
Cut one of the hoses approximately 30 cm upstream of the coupling and
fasten both ends to the connections on the water-repellent filter. Use this
hose also for connection p1.
1. Purge the measuring connections. For this purpose temporarily
connect the hose slip-in nipple which has a nominal diameter of 8 mm
and is fastened to the connection, to the coupling on the engines
side.
2. With the filter mounted, connect the PVC hoses to the measuring
points A and B. The securing rings of the hose couplings must be
made sure to engage.
3. Connect the measuring unit and press the 0 push button for 0 2 bar measuring. In field 3, the simbol at D turns up.
4. Press the ON push button. Read the measured value from the
display.
5. Pressure pulsations result in instable displays. If this is the case,
press the Attenuation push button. The simbol at D will turn up in
field 3.
6. Switch the measuring unit off. Pull the measuring hoses off the unit
and the measuring points (making sure to lift the securing ring).
7. Compare the measured value with the reference value and valuate it.
The differential pressure in the as-new condition can be looked up in
the acceptance certificate of the engine. The charge-air cooler should
be cleaned when the differential pressure has reached the maximum
( see engine operating manual, section 2.5) at the latest.
Supplementary information
If the battery or accumulator voltage is too low, this will be signalled in the
display field 9 by lo bat. The unit can be further used as long as this
display does not start flashing. When it does, the measurements must be
expected to become incorrect.
The recorder outputs 10a/10b produce a DC of 1 mV/digit (max. 2 V) that
is proportional to the measured value.
Zero resetting is done by means of the potentiometers 6a/6b, with the unit
unloaded.
6682
000.40--01 E
07.97
32/40, 40/54, 48/60, 58/64
103/ 04
Measuring using U-pipe pressure gauge
Steps
1. Purge the measuring connections as described above.

2. Provide the PVC hose of 8 mm inside diameter with end fittings on
both ends, these fittings being connected to the measuring
connections on the engine.
3. Fill an adequate amount of water into the hose so that the water
column is approximately 300 mm high on both sides.
4. Take both ends of the hose and connect them simultaneously to the
couplings of the measuring points.
5. Measure the water differential level h, and evaluate the results as
described above.
ah = 100 mm WS =10
mbar differential
pressure
A Connection upstream
of charge-air cooler
B Connection downstream of charge-air
cooler
Figure 3. Measuring the pressure differential using a U-pipe pressure gauge
Checking the crankcase pressure

The crankcase also has a measuring connection (approximately at engine
centre line, exhaust side). It serves to measure the crankcase pressure
relative to the atmospheric, i.e. at connection p2. When interpreting the
measured data, allowance has to be made for the wear on pistons, piston
rings and cylinder liners, for sealing air possibly entering from the
turbocharger bearings into the crankcase, the operating condition of the
crankcase venting valve and other factors.
Figure 4. Measuring point on the crankcase (L 40/54)
6682
000.40--01 E
07.97
32/40, 40/54, 48/60, 58/64
104/ 04
Work cards,
arranged by subassembly groups
1 Introduction
2 Work cards,
3 Work cards,
6682
3--02 E
08.97
101/ 01
Table of contents
: :
3.1
List of Assemblies
: : :
3.2
Work cards, arranged by subassembly groups
009...
Foundation/resilient mounting/ alignment of the engine

Position of the crankshaft flange in relation to the driven flange
Determine/check
Check the foundation bolts
Align the engine on the foundation
: :
000.09
: :
012.01
012
Crankcase/Bearing bolts/Cross tierods/ Cylinder head bolts

Main bearing bolts and cross tierods
Checking, untightening and tightening
Cylinder head bolts
Removal and installation
: :
012.02
: :
012.03
020
Crankshaft/Coupling bolts
Crankshaft
Measure the crank web deflection
Balance weight bolts
Checking
Oil bore of the crankshaft
Blocking
Gearwheel on the crankshaft
Removing and installing
: :
000.10
: :
020.01
: :
020.02
: :
020.03
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6632
08.05
V 32/40
101 /07
: :
N
N
020.04
Coupling bolts
Checking
021
Main bearing/ Thrust bearing/Flange bearing

Main bearing cap with lower bearing shell
Lowering and checking
Upper main bearing shell
Removing and installing/checking
Main thrust bearing
Measuring axial clearance/ checking locating bearing rings
Main bearing cap
: :
021.01
: :
021.02
: :
021.03
: :
021.05
N
: :
N
N
027
Torsional vibration damper
027.01

Checking
030
Connecting rod/Big--end bearing

Con--rod shank bolts
Big--end bearing bolts
Big--end bearing cap -- lowering Big--end bearing bolt -- removal
Lower big--end bearing shell -- checking
Upper big--end bearing shell
Big--end bearing
Connecting rod position
Checking
: :
030.01
: :
030.02
: :
030.03
: :
030.04
: :
030.05
: :
030.06
034
Piston/Piston rings
Piston
Piston/Piston rings
Checking
: :
034.01
: :
034.02
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6632
08.05
V 32/40
102 / 07
: :
034.03
: :
034.04
: :
034.05
034.07
050
Cylinder Liner/Top land ring

Top land ring
Cylinder liner
Measuring
Cylinder liner (with backing ring)
Cylinder liner (without backing ring)
Cylinder liner
Honing
: :
050.01
: :
050.02
: :
050.03
: :
050.04
: :
050.05
055...
Cylinder head/Vave seat rings/ Saftey valve

Cylinder head bolts
Cylinder head
Removing and refitting
Cylinder head
Cleaning
Sealing face on cylinder head and sealing groove in top land ring
Grinding
Cylinder head with turnover stand
Machining
Safety valve on cylinder head
Checking
: :
055.01
: :
055.02
: :
055.03
: :
055.04
: :
055.05
: :
057.01
N
: :
Piston pin and piston pin bush

Piston
Piston rings
Assessing
Chromium--ceramic coated piston rings
Assessing
073
Crankcase cover/Saftey valve/ Coverings
073.01
Safety valve on the crankcase cover

Checking
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6632
08.05
V 32/40
103 /07
: :
N
N
073.02

100
Camshaft drive
Studs for intermediate wheel axles
Checking
Camshaft drive
Checking
: :
100.01
: :
100.02
101...
Camshaft/ Camshaft thrust bearing

Valve/injection camshaft Thrust bearing
Checking
Valve/injection camshaft Thrust bearing
Checking
: :
102.01
: :
102.02
N
: :
N
N
101
101.02
Torsional vibration damper of the valve camshaft

Checking
111
Rocker arm/Rocker arm casing

Studs of the rocker arm shafts
Valve clearance
Checking and adjusting
Rocker arm casing with rocker arms
Rocker arm
: :
111.01
: :
111.02
: :
111.03
: :
111.04
N
: :
112
Cam follower/Push--rod
112.01
Cam follower
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6632
08.05
V 32/40
104 / 07
: :
N
N
112.02
Push--rods
113...
Inlet and exhaust valves/Valve seat rings/ Valve guides/Valve

rotators
Valve rotator
Checking rotating motion
Inlet and exhaust valve/valve rotator
Removing and installing or rather disassembling and reassembling
Inlet and exhaust valves Valve seats
Checking
Valve seat rings
Valve guide in the cylinder head
: :
113.01
: :
113.02
: :
113.03
: :
113.04
: :
113.05
: :
125
Operating device
140...
Speed control
140.01
Electronic speed governor

Checking
160...
Starting air pilot valve/ Starting valve/Main starting valve

Starting air pilot valve
Starting valve
Checking, removing and installing
Starting valve
Starting valve Seat in the cylinder head
Grinding
Main starting valve
N
N
: :
160.01
: :
161.01
: :
161.02
: :
161.03
: :
162.01
200...
Fuel injection pump/Control linkage
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6632
08.05
V 32/40
105 /07
: :
200.01
: :
200.02
: :
200.03
: :
200.04
: :
200.05
: :
203.01
221
Fuel injection valve

Checking
Disassembling
Assembling
Fuel injection valve Seat in the cylinder head
Grinding
Fuel injection valve Sealing faces on the threaded piece
Milling
: :
221.01
: :
221.02
: :
221.03
: :
221.04
: :
221.05
: :
221.06
N
: :
: : :
: :
N
N
N
Fuel injection pump

Checking
Fuel injection pump
Shutting off
Fuel injection pump
Fuel injection pump
Fuel injection pump
Check the setting
Control linkage
Maintaining and checking
280...
Charge air and exhaust pipe
289.01
Exhaust pipe
Checking
400
Pulse pick--up
400.01
Pulse pick--up
434
Fuel injection pipe
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6632
08.05
V 32/40
106 / 07
: :
434.01
: :
434.02
: :
434.03
Fuel injection pipe

Fuel injection pipe
Fuel injection pipe Sealing faces on the delivery pipe
Milling
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6632
08.05
V 32/40
107 /07
Baugruppenbersicht
List of Assemblies
Aperu des sous- ensembles
Lista de todos los grupos
6632
3.1--01 E
3.1
07.97
V 32/40
101/ 05
Baugruppenbersicht
List of Assemblies
6632
3.1--01 E
3.1
07.97
V 32/40
102/ 05
Baugruppenbersicht
List of Assemblies
011
012
020
(023) *
027
GB
lwanne
Zylinderkurbelgehuse
Kurbelwelle
Kurbelwellenverlngerung
Schwingungsdmpfer
Oil sump
Cylinder crankcase
Crankshaft
Crankshaft extension
Vibration damper
Carter huile
Carter du vilebrequin
Vilebrequin
Prolongement du vilebrequin
Amortisseur de vibrations
Crter de aceite
Crter del cigeal
Cigeal
Prolongacin del cigeal
Amortiguador de vibraciones
030
034
050
Pleuelstange
Kolben
Zylinderbuchse mit Feuerstegring
Connecting rod
Piston
Cylinder liner with top land ring
055
057 *
Zylinderkopf
Sicherheitsventil am Zylinderkopf
Cylinder head
Bielle
Piston
Chemise de cylindre avec
segment couronne de piston
Culasse de cylindre
Soupape de scurit dans la
culasse de cilindre
Biela
mbolo
Camisa de cilindro con
aro de alma superior
Culata
Vlvula de seguridad en la culata
071
072
073
Verschalungen
Verschalungen
Verschalungen,
Kurbelraumverschalungen mit
Entlastungsventil
Verschalung der Nockenwelle
Steuerungsantrieb
Coverings
Coverings
Coverings, coverings of crankcase
with relief valve
Revtements
Revtements
Revtements, revtements du
carter avec soupape de dcharge
Revestimientos
Revestimientos
Revestimientos, revestimientos del
crter con vlvula de descarga
Covering of camshaft
Camshaft drive
Revtement darbre cames

Commande de la distribution
Revestimiento del rbol de levas

Accionamiento por ruedas dentadas
Einspritznockenwelle
Ventilnockenwelle
Nockenwellenlager
Kipphebel mit Lagerung und
Zylinderkopfhaube
Ein-- und Auslaschwinghebel
mit Stostange
Injection camshaft
Valve camshaft
Camshaft bearing
Rocker arm with bearings and
cylinder head cover
Inlet and exhaust cam follower
with push--rod
Arbre cames dinjection

Arbre cames de soupape
Palier darbre cames
Culbuteur avec logement et chape
de culasse de cylindre
Basculeur dadmission et
dchappement avec tige de
culbuteur
Arbol de levas de inyeccin

Arbol de levas de vlvula
Cojinete del arbol de levas
Balancn con cojinete y tapa de
culata
Seguidores de leva de admisin y
escape con varilla de empuje
077
100
101a
101b
102
111
112
6632
3.1
3.1--01 E
07.97
V 32/40
103/ 05
Baugruppenbersicht
List of Assemblies
113
114 *
(120a)
GB
Inlet valve
Exhaust valve
Control piston for injection
camshaft
Control piston for valve camshaft
125 *
Einlaventil
Auslaventil
Steuerkolben fr Einspritz-nockenwelle
Steuerkolben fr
Ventilnockenwelle
Bedienungseinrichtung
140 *
160 *
Drehzahlregler
Anlasteuerschieber
Speed governor
161
162 *
Anlaventil
Hauptanlaventil
Starting valve
Main starting valve
200
Kraftstoffeinspritzpumpe mit
Antrieb
Fuel injection pump with drive
203
221
Regelgestnge
Kraftstoffeinspritzventil
Control linkage
280
286
Ladeluftleitung
Abgasturboladeranbau
289
(120b)
(300)
302 *
6632
3.1
Soupape dadmission
Soupape dchappement
Piston distributeur pour arbre
cames dinjection
Piston distributeur pour arbre
cames de soupape
Dispositif de manoeuvre
Vlvula de admisin
Vlvula de escape
Embolo distribuidor para rbol de
levas de inyeccin
Embolo distribuidor para rbol de
levas de vlvula
Dispositivo de manejo
Rgulateur de regime
Vanne dasservissement de
lancement
Soupape de lancement
Soupape de lancement
principale
Pompe dinjection de combustible
avec commande
Regulador de revoluciones
Distribuidor de arranque
Varillaje de regulacin
Vlvula de inyeccin de combustible
Tubera del aire de sobrealimentacin
Montaje turbosobrealimentador
Abgasleitung
Charge air pipe

Mounting exhaust gas
turbocharger
Exhaust pipe
Tringlerie de rgulation
Soupape dinjection de
combustible
Conduite dair de suralimentation
Montage turbocompresseur
Tuyauterie dchappement
Tubera de escape
Schmierlpumpe
Schmierlpumpe fr
Zylinderschmierung
Lube oil pump

Lube oil pump for cylinder
lubrication
Pompe huile de graissage

Pompe huile de graissage pour
lubrification du cylindre
Bomba de lubricacin
Bomba de lubricacin para la
lubrificacin de cilindros
3.1--01 E
Operating device
07.97
V 32/40
Vlvula de arranque
Vlvula de arranque principal
Bomba de inyeccin de combustible
con accionamiento
104/ 05
Baugruppenbersicht
List of Assemblies
GB
311 *
Kurbelraumentlftung
Crankcase venting
322 *
Ladeluftkhler
Charge air cooler
Khlwasserpumpe
434
Impulsaufnehmer
Indiziereinrichtung
Rohrleitungen, allgemein
Anlaluftleitungen und
Steuerleitungen
Kraftstoffeinspritzleitung
440
442 *
443 *
447
Schmierlleitung
Kondenswasserablauf
Zylinderschmierung
Khlwasserleitungen
(350)
400 *
419
430 *
432
(...)
6632
3.1
Cooling water pump
Ventilation du carter du
vilebrequin
Rfrigrant dair de
suralimentation
Pompe eau de refroidissement
Ventilacin del crter

Refrigerador del aire de
sobrealimentacin
Bomba de agua de refrigeracin
Pulse pick--up
Capteur dimpulsions
Receptor de impulsos
Pipes, general
Starting air pipes and control
pipes
Fuel injection pipe
Tuyauteries, gnral
Tuyauteries dair de lancement et
tuyauteries de commande
Tuyauterie dinjection de
combustible
Tuberas, general
Tuberas de aire de arranque y
tuberas de mando
Tubera de inyeccin de combustible
Lubricating oil pipe

Condensed water discharge
Cylinder lubrication
Cooling water pipes
Tuyauterie dhuile de graissage

Dcharge deau de condensation
Lubrification cylindres
Tuyauteries deau de
refroidissement
Tubera de aceite lubricante

Descarga del agua de condensacin
Lubrificacin de cilindros
Tuberas de agua de refrigeracin
Diese Baugruppen sind in den Bildern nicht sichtbar

These assemblies are not shown in the figures
Ces sous--groupes ne sont pas visibles sur les figures
Estos grupos constructivos no estn visibles en las figuras
falls vorhanden
if provided
sil existe
si existe
3.1--01 E
07.97
V 32/40
105/ 05
Work cards,
arranged by subassembly groups
3.2
See the following pages.
Auxiliary sheet for generating the table of contents
6629
3.2--01 E
08.97
General
101/ 01
Foundation/resilient mounting/
alignment of the engine
009...
Foundation/Bearings/Alignment
012
020
021
027
030
034
050
055...
073
100
101...
101
111
112
113...
120
125
140...
160...
Crankcase/Tie rod/Bolts
Main bearing/Thrust bearing/Flange bearing
Connecting rod/Big end bearing
Piston/Piston rings
Cylinder liner/Top land ring
Cylinder head/Safety valve
Crankcase cover/Covering
Camshaft drive
Camshaft/Thrust bearing
Cam follower/Push- rod
Inlet and exhaust valve
Camshaft adjusting device
Operating device
Speed control
Starting air pilot valve/Starting valve/
Main starting valve
Lube oil and cooling water pipe
Charge air cooler
Pulse pick- up
Fuel injection pipe
200...
221
280...
300...
322
400
434
6682
009...--01 E
08.97
101/ 01
Position of the crankshaft flange

in relation to the driven flange
Determine/check
000.09

Check alignment,
recognise problems on (influencing) components/systems,
Brief description
The crankshaft flange/the engine must in cold condition show a certain
displacement relative to the driven flange/unit. The alignment is to be
measured during the installation, and to be checked at regular intervals.
This includes the following:
checking the alignment,
recording the measuring values, and
evaluating the results.
Qty Designation
No.
Availability
2 Dial gauge
--
Inventory
1 Micrometer (inside)
--
Inventory
1 Micrometer (outside)
--
Inventory
Related work cards
Work card
Work card
000.10
012.01
Work card
Preliminary remarks
The crankshaft flange, or strictly speaking the engine, must in the cold
condition show a certain axial displacement relative to the driven flange,
whereby it is ensured that under operating conditions the influences of
certain factors can be compensated. Such factors include:
- thermal expansion of the foundations,

- thermal expansion of the engine, the generator or the gearbox,
- thermal expansion of the rubber elements where resilient seating is
used,
- the settling behaviour of resilient mounting elements, and
- shaft displacement under load.
The position of both flanges is to be measured in the original state, and
later to be checked at regular intervals as specified in the maintenance
schedule.
6682
000.09--01 E
02.01
101/ 04
Important! If required, special written instructions are drawn up for

certain propulsion systems, in which also the necessary alignment details
are given. These may deviate from those in the flywheel arrangement
drawing.
1
2
A
B
C
D
Driven shaft flange

Crankshaft flange of engine
Radial displacement
Axial displacement
Alignment control dimension, coupling
Distance
E
F
G
aA
ST
Distance
Axis of engine crankshaft
Axis of shaft
Difference, radial displacement
Camshaft side
Figure 1. Alignment of the crankshaft flange relative to the driven flange -- dimensions and terms
Operating sequence 1 -- Measure the flange alignment
Starting condition
The crank web deflection is in compliance with specifications (see work

card 000.10).
000.10
Prerequisites/measuring
procedure
To determine the exact alignment dimensions during assembly, it is

necessary to manufacture a measuring jig with two dial gauges to be
attached to the flywheel. One of the dial gauges will measure the radial
axial displacements (A) for the vertical and horizontal deviations, while the
second one serves to measure the plane parallelity and/or the flange gap
(B). The measuring jig is also usable for later checks as are necessary on
resiliently mounted engines, in particular.
The axial distance (E) is measured by a micrometer, from the flange of the
crankshaft to the flange of the driven shaft; the control dimension (C) is
measured from the flywheel to the flange of the driven shaft. In that way,
the distance between the engine and the driven flange and the installation
dimension (C) of the flexible coupling with the possibly required preload
can be adjusted/checked.
Attention! Emergency lubrication of the engine bearings may
possibly have to be provided for turning the crankshaft during the
alignment procedure.
6682
000.09--01 E
02.01
102/ 04
The values measured should be noted down and entered in a log form
sheet (similar to that suggested on the following page). In this process, the
originally measured values should be compared with the desired values
calculated, and/or with the empirical values. Alignment will have to be
corrected once more, if necessary. A later comparison of measured values
permits to draw conclusions on the chronology, the amount and possible
causes of changes.
Date
Time
g
g sheet
Alignment
log
E i Works
Engine
W k No..:
N
1 driven shaft flange

*
Enter values in table
**
Enter values in illustration
2 engine crankshaft
Important! The effective radial displacement is only half the

difference (aA) calculated from the dial gauge readings.
1st measurement
2nd measure- 3rd measurement

ment
4th measurement
Radial displacement (A), dial gauge reading

Axial displacement (B), dial gauge reading
horizontally
vertically
Difference (aA)
Effective radial displacement (aA/2)
Alignment control dimension (C), coupling
Distance (D)
Distance (E)
Distance between crankshaft flange and engine crankcase
Distance between flange and bearing of the driven shaft
6682
000.09--01 E
02.01
103/ 04
Engine
coupled
not coupled
Engine state
cold
warm
C
C
Engine room temperature
Remark: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
...................................................................................................
...................................................................................................
...................................................................................................
Signature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6682
000.09--01 E
02.01
104/ 04
Check the foundation bolts

Align the engine on the foundation
012.01

Check alignment,
check state/wear condition of components,
recognise problems on components/in systems (which have an influence).
Brief description
Foundation bolts must be checked for correct preload at regular intervals,
the state and firm seat of fitting pieces and stops must be verified.
This includes:
checking components and
re--alignment of engine
Personnel and time required
Numb Qualification
Time [h]
1 Qualified mechanic
1 Assistant
Qty Designation
No.
Availability
1 Thrust pad
030.258
Standard
1 Nut
030.205
Standard
1 Guide tube
021.032
Standard
009.346
Standard
009.341/(009.338)
1 Hydraulic hand pump
009.320
Standard
009.306
Standard
000.570
Standard
1 Thickness gauges 0.05--1
000.454
Standard
000.451
Standard
1 Tommy bar, 6 mm
000.261
Standard
1 Forcing--off bolt M32x2
--
Inventory
1 Depth gauge
--
Inventory
1 Hammer (wood/plastic)
--
Inventory
6629
012.01--01 E
03.05
32/40
Optional
101/ 05
Related work cards
Work card
Work card
Work card
000.10
000.30
000.33
009.03
Preliminary remarks
The maintenance schedule also specifies that the hydraulically tensioned
foundation bolts are checked for correct preload, and the fitting pieces and
stops are checked for firm seat. The pressures required for loosening the
nuts are determined, and compared with the specified tensioning
pressures. The foundation bolts are then retensioned to the specified
tensioning pressure.
A further item in the maintenance schedule is the checking of crank web
deflections. If this checking has revealed an inadmissibly high value
(particularly on cylinder No. 1, resp. cylinders A1/B1, see work card
000.10) and correction by alignment of the adjoining shaft (generator) was
000.10
not possible, the engine has to be lifted from the foundation for being
realigned. Please refer to the aligning instructions in the foundation
drawing.
Attention! After spells of bad weather, after collision or ground
touching (marine engines), or after natural disasters (stationary
engines), the position of the engine should be accurately checked,
and all foundation bolts should be retightened. The foundation bolts
at the coupling end and free engine end are most likely to be
affected.
Engine mounting on the foundation will differ, depending on the engine
installation (marine engine, stationary engine). Marine engines are bolted
to the top plates of the vessel, stationary engines are bolted to the
foundation girders.
Operating sequence 1 - Checks on the crankcase
Attention! Danger to life! Whenever doing work in the crankcase,

block the starting air vessel, bleed air from the starting air pipe and
engage the turning gear to preclude inadvertent starting of the
engine and movement of the running gear. For further safety
regulations refer to sheet 3.2.
Steps
1. When doing overhaul work and on every oil change, carefully clean
the crankcase and oil sump.
2. Inspect the crankcase for cracks on the inside and outside.
Operating sequence 2 - Check on the foundation
Important! For checking the foundation bolts, start at the coupling

end.
Steps
1. Remove the protecting caps (9), and clean and degrease the
foundation bolts (12/13).
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012.01--01 E
03.05
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102/ 05
2. Verify that the pulling nut (030.205) is securely bolted to the

tensioning tool (009.346).
3. Slip the thrust pad (030.258) over the foundation bolt and screw on
the tensioning tool.
4. Turn the tensioning tool back by 180 deg.
5. Connect the high-pressure hose (009.306) to the tensioning tool and
high-pressure pump, or hydraulic hand pump.
6. Switch on the high-pressure pump, or the hydraulic hand pump (see
work card 009.03)
009.03 and close the gap produced between the thrust
pad and the tensioning tool on turning the latter back.
7. Pressurise the tensioning tool by pumping until the nut (10) can be
loosened. Note down the loosening pressure and compare it with the
9
10
11
12
Protecting cap
Nut
Crankcase
Foundation bolt
(Undercut bolt)
13 Foundation bolt
(Fitting bolt)
14 Fitting piece
15 Stop
16 Foundation
17 Disk
18 Hexagon nut
A Bolt projection
Figure 1. Mounting the engine on the foundation plate (marine engine) and attaching the hydraulic tensioning tool
Attention! The pressure is allowed to be max. 7% below and

max. 5% above the tensioning pressure (cf work cards 000.30 and
000.33).
000.33
Important! In case of resin chocking, the tensioning value for the
foundation bolts is to be specified by the resin chock manufacturer.
Threads of the foundation bolts and the contact faces of nuts must be free
from any traces of resin.
8. Adjust the high-pressure pump to the specified tensioning pressure,
resp. operate the hydraulic hand pump until the specified tensioning
pressure is reached, and retighten the nut.
9. Depressurise the unit and remove the hydraulic tensioning tool.
10. Check all the other foundation bolts in the same way (points 3 to 9).
11. Apply grease to the threads of the foundation bolts against corrosion,
and mount the protecting caps.
12. Check by tapping whether fitting pieces (14) and stops (15) are firmly
seated.
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012.01--01 E
03.05
32/40
103/ 05
Operating sequence 3 - Align the complete engine
Steps
1. Mount the hydraulic tensioning tool on the foundation bolt (12 or 13)
and loosen nut (10) - see operating sequence 2, points 1 to 7.
2. Turn back the nut.
4. Unload all the other foundation bolts in the same way.
5. Screw off the nuts and remove the foundation bolts if possible.
6. Take the protecting caps off the forcing-off threads and screw in the
forcing-off bolts (19), using washers (20) to protect the foundation.
7. Lift the engine by means of the forcing-off bolts, remove the fitting
pieces (14) and align the engine so that the crank web deflection is
000.10).
within admissible limits (refer to work card 000.10
11
14
16
19
20
Crankcase
Fitting piece
Foundation
Forcing-off bolt
Washer
Figure 2. Arrangement of forcing-off bolt
Important! During engine alignment, take note of the connected

shaft and of the crank web deflection of cylinder 1, resp. cylinder A1/B1
(coupling end) in particular. Use thickness gauges (000.454) to verify
whether the crankshaft properly rests on the bottom bearing shells.
8. Measure the thickness of fitting pieces and make new fitting pieces if
necessary.
Attention! One and the same material has to be used for engine
chocking. A mix of resin and steel chocks is not admissible.
9. Fit the fitting pieces, check that they fit snugly using the thickness
gauge (000.451).
10. Fit the foundation bolts (for the fitted bolts, do not forget to install disk
(17) and tighten the nuts hand-tight. Check the bolt projection (A) of
79 mm.
11. Remove the forcing-off bolts and washers and keep them along with
the tools. Apply grease to the forcing-off thread and cover with
protecting caps.
12. Verify that the pulling nut (030.205) has been firmly bolted to the
tensioning tool (009.346).
13. Slip the thrust pad (030.258) over the foundation bolt and screw on
the tensioning tool; the order can be seen from Figure 4, resp. 5.
14. Connect the high-pressure hose (009.306) to the tensioning tool and
high-pressure pump, resp. hydraulic hand pump.
15. Switch on the high-pressure pump, resp. the hydraulic hand pump
(refer to work card 009.03)
009.03 and load the foundation bolt to the
000.30). Using the
specified tensioning pressure (see work card 000.30
tommy bar (000.261), tighten the nut hand-tight.
Important! In the case of resin chocking, the tensioning torque for
the foundation bolts is to be specified by the resin chock manufacturer.
6629
012.01--01 E
03.05
32/40
104/ 05
The threads of the foundation bolts and the contact faces of nuts should
be free of any traces of resin.
17. Load all the other foundation bolts in the same way (points 13 to 16).
18. Check the crank web deflection once again and enter it in the engine
000.10).
operating records (refer to work card 000.10
19. Apply grease to the threads of foundation bolts against corrosion, and
cover them with protecting caps.
1-8 Order of bolt tightening
Figure 3. Order of foundation bolt tightening
1-8 Order of bolt tightening

A1-A6 Cylinder bank A
B1-B6 Cylinder bank B
Figure 4. Order of foundation bolt tightening (V-type engine)
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012.01--01 E
03.05
32/40
105/ 05
Crankcase/Bearing bolts/Cross tierods/

Cylinder head bolts
009...
012
020
021
027
030
034
050
055...
073
100
101...
101
111
112
113...
120
125
140...
160...
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Main starting valve
Charge air cooler
Pulse pick- up
Fuel injection pipe
200...
221
280...
300...
322
400
434
6682
012--01 E
08.97
101/ 01
Main bearing bolts

and cross tierods
012.02

Tighten and untighten important bolted connections to the correct values,
Brief description
Main bearing bolts
and cross tierods
Establishing and evaluating the loosening pressure and
tightening the connection at nominal pressure.
Safety requirements
- Engine secured against starting
- Driving shaft secured against turning
Qty Designation
No.
Availability
2 Setting gauge
021.256
Standard
2 Tension screw
021.255
Standard
2 Thrust pad
021.254
Standard
2 Tension screw
021.253
Standard
2 Thrust pad
021.252
Standard
2 Intermediate ring
021.250
Standard
009.341/(009.338)
009.320
Standard
009.306
Standard
009.097
Standard
009.095
Standard
2 Measuring device
009.051
Standard
2 Angle piece
009.028
Standard
000.451
Standard
2 Tommy bar, 10 mm
000.263
Standard
2 Tommy bar, 8 mm
000.262
Standard
1 Ring spanner (cranked) 24x27
000.247
Standard
1 Depth gauge
--
Inventory
6632
012.02--01 E
03.05
V 32/40
Optional
101/ 07
Related work cards
Work card
Work card
Work card
000.30
000.32
000.33
009.01
009.03
Operating sequence 1 -- Check the cross tierods
Starting condition
Protecting caps removed from the cross tierods.
Steps
1. Clean the threads of cross tierods (6).

2. Mount hydraulic tensioning tools on both cross tierods of a main
bearing, screw down the tension screws (021.253) to contact,
hand-tight.
Attention! Prior to mounting the tensioning cylinders make sure
that the pistons have been fully driven home.
3. Turn the tensioning cylinders (009.097) back by 270E.
4. Connect the high-pressure hoses (009.306) to the tensioning
cylinders and high-pressure pump and/or to the hydraulic hand pump.
5. Switch on the high-pressure pump and/or the hydraulic hand pump
009.03) and close the gap between thrust pad
(021.252) and ring (4) produced by the turning back of the tensioning
cylinder.
6. Pressurise the tensioning cylinder by pumping until nuts (5) can be
loosened.
Attention! The pressure is permitted to be max. 7% below and/or
max. 5% above the tensioning pressure (refer to work cards 000.30
000.33).
and 000.33
Note down the loosening pressure and compare with the tensioning
pressure.
7. Adjust the high-pressure pump to the specified tensioning pressure
and/or activate the hydraulic hand pump until the specified tensioning
pressure is reached, and retighten both the nuts.
8. Release the pressure and remove the hydraulic tensioning tools.
9. Mount the protecting caps on the cross tierods.
10. Reset the pistons of the tensioning cylinders (refer to work card
009.01).
009.01
1
4
5
6
Cylinder crankcase
Ring
Nut
Cross tierod
Figure 1. Fitting the hydraulic tensioning tool on the cross tierod
6632
012.02--01 E
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Operating sequence 2 -- Check the main bearing bolts
Starting condition
Crank case opened, running gear turned into a position permitting good
access to main bearing cap.
Attention! Prior to mounting the tensioning cylinders make sure
that the pistons have been fully reset.
3 Main bearing cap
Figure 2. Fitting the hydraulic tandem tensioning tool on the main bearing bolt for loosening
Steps
1. Clean the threads of the main bearing bolts (8).

2. Screw the tension screws (021.255) onto the tensioning cylinders
(009.095) up to stop.
3. Slip the thrust pads (021.254) over nuts (7) and screw the tensioning
cylinders by a few thread turns onto the main bearing bolts.
4. Insert the setting gauges (021.256) between the thrust pads and
main bearing cap (3) and screw on the tensioning cylinders until the
thrust pads snugly contact the setting gauges.
5. Attach the intermediate rings (021.250) and tensioning cylinders
(009.097).
6. Slip the angle pieces (009.028) onto the tensioning cylinders.
7. Connect four high-pressure hoses (009.306) to tensioning cylinders
and high-pressure pump and/or hydraulic hand pump.
8. Remove the setting gauges.
009.03 and close the gap between the thrust pad
and the main bearing cap.
10. Pressurise the tensioning cylinder by pumping until nuts can be
loosened.
Attention! The pressure is permitted to be max. 7% below and/or
000.33).
and 000.33
Note down the loosening pressure and compare with the tensioning
pressure.
6632
012.02--01 E
03.05
V 32/40
103/ 07

pressure is reached, and retighten both the nuts.
12. Release the pressure and remove the hydraulic tandem tensioning
tool.
13. Close the crankcase.
009.01).
009.01
3
7
8
9
Main bearing cap

Nut
Main bearing bolt
Dial gauge
A Bolt projection
Figure 3. Arrangement of the hydraulic tandem tensioning tool on the main bearing bolt
Operating sequence 3 -- Unload the cross tierods
Starting condition
Protecting caps removed from the cross tierods.
Steps
1. Fit the hydraulic tensioning tool and loosen nuts (5) (see operating
sequence 1, points 1 to 6).
2. Turn both nuts back
000.30).
(for angular amount of turning back, see work card 000.30
4. Reset the pistons of the tensioning cylinders (009.097).
(Refer to work card 009.01.)
009.01
Operating sequence 4 -- Unload the main bearing bolts
Starting condition
Crank case opened, with running gear turned to a position providing good
access to main bearing cap. Cross tierods unloaded.
Important! Prior to untensioning the main bearing bolts, make sure
to unload the cross tierods.
Steps
1. Mount hydraulic tandem tensioning tools on both main bearing bolts

(8) and loosen nuts (7).
(Refer to operating sequence 2, points 1 to 10.)
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012.02--01 E
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V 32/40
104/ 07
2. Turn back both nuts (for angular amount of screwing back, see work
000.30).
card 000.30
tools.
4. Reset the pistons of the tensioning cylinders (009.095) (see work
card 009.01).
009.01
Operating sequence 5 -- Tension the main bearing bolts and cross tierods
Important! Tensioning is done in several steps. The correct order

of tightening should be observed. Prior to tensioning the main bearing
bolts, verify that the bolt projection A is correct, namely 174 1.8 mm.
Steps
1. Screw down the nuts (7) of the main bearing bolts (8), hand-tight,
using the tommy bar (000.263).
2. Verify that the gap of the joint between the main bearing cap (3) and
the cylinder crankcase (1) is the same on both sides (max. 1 mm).
3. Screw down the nuts (5) of the cross tierods (6) hand-tight, using the
tommy bar (000.262).
4. Mount hydraulic tensioning tools on both cross tierods,
simultaneously screw on the tension screws (021.253), hand-tight, to
contact.
Attention! Prior to mounting the tensioning cylinders, make sure
that the pistons have been completely reset.
5. Screw the tension screws (021.255) onto tensioning cylinder
(009.095) until contact is established.
6. Slip the thrust pad (021.254) over nuts (7) and screw tightening
cylinders onto main bearing bolts (8).
Attention! Prior to mounting the tensioning cylinders, make sure
that the pistons have been fully forced home.
7. Slip the intermediate rings (021.250) over the tension screws onto the
tensioning cylinders, introduce tommy bars through bores provided in
the intermediate rings into tension screws.
Tip! With the tommy bars introduced, the fitting and removal of the
intermediate rings on changing the tensioning cylinders (009.097) is
avoided.
6632
012.02--01 E
03.05
V 32/40
105/ 07
1 Cylinder crankcase
2 Crankshaft
3 Main bearing cap
Figure 4. Fitting the hydraulic tensioning tool on the cross tierods
8. Connect high-pressure hoses (009.306) to tensioning cylinders

mounted on the cross tierods and to the high-pressure pump and/or
the hydraulic hand pump.
009.03 and load the cross tierods to 300 bar.
Tighten both the nuts, hand-tight, using the tommy bar.
10. Release the pressure, disconnect the high-pressure hoses, screw off
the tensioning cylinders.
11. Reset the pistons of the tensioning cylinders (see work card 009.01).
009.01
12. Screw tensioning cylinders (009.097) onto main bearing bolts,
remove the tommy bars from the tension screws.
13. Slip angle pieces (009.028) onto tensioning cylinders.
14. Connect high-pressure hoses to tensioning cylinders mounted on the
main bearing bolts.
15. Switch on the high-pressure pump and/or the hydraulic hand pump,
and load the main bearing bolts to 300 bar. Screw down both the
nuts, hand-tight, using the tommy bar.
16. Release the pressure, disconnect the high-pressure hoses and angle
pieces, reinsert the tommy bars through intermediate rings into
tension screws, and screw off the tensioning cylinders (009.097).
17. Reset the pistons of the tensioning cylinders.
18. Screw the tensioning cylinders onto cross tierods again.
19. Connect high-pressure hoses to tensioning cylinders on the cross
tierods.
and load the cross tierods to the specified end pressure (see work
card 000.30).
000.30 Screw down both the nuts, hand-tight, using the tommy
bar.
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012.02--01 E
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2 Crankshaft
Main bearing cap
Figure 5. Fitting the hydraulic tandem tensioning tool on the main bearing bolts
21. Release the pressure, disconnect the high-pressure hoses and

remove the hydraulic tensioning tools from the cross tierods.
22. Reset the pistons of the tensioning cylinders.
23. Screw the tensioning cylinders onto the main bearing bolts, remove
tommy bars from the tension screws.
24. Slip angle pieces onto the tensioning cylinders.
25. Connect high-pressure hoses to the tensioning cylinders mounted on
the main bearing bolts.
and load the main bearing bolts to 300 bar.
27. Attach measuring devices (009.051) to tensioning cylinders (009.097)
and set the dial gauges (9) to Zero.
28. Load the main bearing bolts to the specified end pressure (see work
card 000.30).
000.30 Screw down both the nuts, hand-tight, using the tommy
bar.
30. Load the main bearing bolts to 300 bar again. Read the elongation
aL on the dial gauges and compare the readings with the specified
000.30).
elongations (see work card 000.30
Attention! Main bearing bolts should be tightened to the
specified tensioning pressure, not according to elongation.
Elongations are stated for control purposes only. In case of unusual
deviations, repeat the tensioning process and check the measuring
units and/or pressure gauges.
tools from the main bearing bolts.
32. Close the crankcase and mount the protecting caps on the cross
tierods.
33. Reset the pistons on all tensioning cylinders.
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Cylinder head bolt

Removal and installation
012.03

Brief description
Cylinder head bolts are to be dismantled in case cylinder liners must be
removed at a low removal height. Cylinder head screws are also to be
dismantled if their sealing rings are damaged.
The work/steps extend to:
Removal of components,
Installation of components.
Quant Denomination
No.
Availability
1 Bolt extractor
009.089
Optional
1 Ring nut
009.089--1
Optional
1 Ring nut
009.089--2
Optional
1 Tommy bar 16
000.266
Standard
000.243
Standard
1 Grease (acid--free)
--
Inventory
Related work cards
Work card
Work card
000.30
055.02
Work card
Technical details
Term
Information
Cylinder head bolt
6629
012.03--01 E
08.97
19.5 kg
32/40
101/ 03
Operating sequence 1 -- Dismantle the cylinder head bolts
Starting condition
Cylinder head removed.
Steps
1. Mount the bolt extractor (009.089) on cylinder head bolt (1). (Observe
the projection A = 53 mm -- see Figure 1).
2. Loosen the cylinder head bolt and screw it out.
3. Dismantle all the other cylinder head bolts in the same way.
4. Clean the cylinder head bolts and check them for damage.
5. Check the ring (3) for damage and install a new one, if required.
Operating sequence 2 -- Install the cylinder head bolts
Starting condition
Bores and threads in the crankcase and cylinder head bolts thoroughly
cleaned and degreased.
Steps
1. Slip new O--ring seals (2) and the ring (3) -- if required, new -- over
the thread onto the cylinder head bolts.
2. Mount the bolt extractor (009.089) on cylinder head bolt (1) (observe
projection A = 53 mm).
3. Introduce cylinder head bolt into bore, screw down and screw
hand--tight using tommy bar (000.266) (see work card 000.30).
000.30
4. Remove the bolt extractor.
5. Apply acid--free grease to O--ring seals.
6. Insert the O--ring seals and ring with the aid of an appropriate means
into bore, taking care not to twist and/or damage the O--ring seals.
7. Install the other cylinder head bolts in the same way.
8. Mount the cylinder head (refer to work card 055.02).
055.02
Attention! Before proceeding to the job following next, namely
the hydraulic tensioning of the cylinder head bolts, make sure that
the crankcase and the cylinder head bolts have the same
temperature.This is of particular importance when replacing cylinder
head bolts with the engine at operating temperature.
055.01).
9. Tension the cylinder head bolts (see work card 055.01
6629
012.03--01 E
08.97
32/40
102/ 03
1
2
3
4
5
6
7
Cylinder head bolt

O--ring seal
Ring
Crankcase
Hexagonal nut
Stud bolt
O--ring seal
A Projection
Figure 1. Cylinder head bolt in the crankcase/mounting the bolt extractor (right--hand top)
6629
012.03--01 E
08.97
32/40
103/ 03
009...
012
020
021
027
030
034
050
055...
073
100
101...
101
111
112
113...
120
125
140...
160...

Piston/Piston rings
Camshaft drive
Operating device
Speed control
Main bearing valve
Charge air cooler
Pulse pick- up
Fuel injection pipe
200...
221
280...
300...
322
400
434
6682
020--01 E
08.97
101/ 01
Crankshaft
Measure the crank web deflection
000.10

Check alignment,
Brief description
The crank web deflection permits to draw conclusions on the alignment of
the crankshaft bearing and the bearing/the alignment of the driven shaft. It
is to be checked regularly.
This includes the following:
checking the alignment,
recording the measuring values, and
evaluating the results.
Qty Designation
No.
Availability
1 Dial gauge (measuring device)
008.171
Standard
1 Guide tube
021.032
Standard
000.454
Standard
000.002
Standard
1 Felt--tip pen/Marking pen
--
Inventory
Related work cards
Work card
Work card
Work card
000.09
Preliminary remarks
The crank web deflection permits to draw conclusions on the alignment of
the crankshaft bearings and the bearings of the driven shaft. Should the
measured values exceed the admissible maxima, the cause must be
remedied/the crankshaft has to be realigned. Possible causes include:
- Uneven wear of crankshaft bearings,

- the position of the driven shaft has changed, or
- the engine mounting on the foundation or the foundation as such has
changed.
6682
000.10--01 E
07.97
32/40, 40/45, 40/54, 48/60, 58/64
101/ 04
The results of crank web deflection measurements have a coherence with

the alignment checks of the crankshaft flange relative to the driven flange.
1 Crank web
2 Measuring point
(punch mark)
3 Crank pin
A Distance between
measuring points
Figure 1. Measuring the crank web deflection
Attention! The measuring points (2) for taking measurements with the
running gear installed are located in the balance weights. Exception: 58/64
engine, here they are in the crank webs.
Operating sequence 1 -- Measure the crank web deflection
OT Top dead center (TDC)

UT Bottom dead center (BDC)
ROT 90 right of TDC (RTDC)

LOT 90 left of TDC (LTDC)
UTR right of BDC (BDCR)

UTL left of BDC (BDCL)
Figure 2. Designations of measuring points
Dial gauge readings should be taken at the points BDCR and BDCL if the
connecting rod is in place. With the connecting rod removed, readings are
to be taken in BDC position.
6682
000.10--01 E
07.97
32/40, 40/45, 40/54, 48/60, 58/64
102/ 04
The designation refers to the position of the crank pin, but not that of the
dial gauge.
The sides and the sense of rotation are to be understood from the end
viewing onto the coupling flange.
Steps
1. Remove or open the crankcase doors.

2. Turn the crankshaft so that the number 1 cylinder comes to be in the
starting position; depending on the normal sense of rotation of the
engine, this is either the BDCL or the BDCR position.
3. Check with the thickness feelers whether the crankshaft rests on the
bottom bearing shells. If this is not the case, wrong results of crank
web deflection will be obtained!
4. Place the measuring instrument in measuring point (2) and set the
dial gauge to 0 approx. in the middle of the measuring range. If
measurements are taken with the engine still warm, the measuring
instrument must previously have been in the crankcase for approx.
15 minutes to adapt to the temperature prevailing.
5. Turn the crankshaft in the normal sense of rotation up to the desired
measuring positions (refer to Figure 2). At every position, take
readings of the magnitude and direction (+ or --) of the dial gauge
excursion in comparison with the initial setting, and enter in a table
(similar to the example).
Attention! On a Vee engine, take care that the measuring
instrument is not damaged by the slave connecting rod while
turning the engine.
6. Measure the other crank throws in the same way
Operating sequence 2 -- Note down the measured values
C k web
Crank
b position
iti
Crank web at BDCR
Crank web at RTDC
Crank web at TDC
Crank web at LTDC
Crank web at BDCL
Crank web deflection TDC-BDC
Crank web deflection RTDC-LTDC
Cylinder No.
1
2
3
0
0
+3
+5
+8
+1
+4
-4
0
-2
+8
+2
-1
+9
Difference in TDC values of

neighbouring cylinders
Table 1. Measuring log sheet (example). Dimensions in 1/100 mm
Apart from the data shown in Table 1, the following information should be
entered in the measuring log sheet:
- Assembly condition (e.g. pistons/connecting rods in place/removed),

- condition of coupling and bearings (e.g. vessel in drydock/afloat),
- temperatures of oil and cooling water if measurements taken with the
engine at operating temperature, and
- main sense of rotation of the engine if measurements are taken with

running gear components in place.
Operating sequence 3 -- Evaluation/valuation
Crank web deflection is the maximum difference of measurements of two

crank web positions at an angle of 180 . The reference position for
6682
000.10--01 E
07.97
32/40, 40/45, 40/54, 48/60, 58/64
103/ 04
vertical deflection is the BDC, that for horizontal deflection is LTDC. If

crank web deflection is to be measured with the running gear components
in place, the value for BDC is obtained from 0.5 (BDCL + BDCR), which
then permits to calculate the difference between TDC and BDC.
If the crank web distance increases as compared with the reference
position, plus values (+) are to be entered in the table; if the distance
becomes smaller, minus values ( -- ) are entered.
Table 2 contains the maximum deflection values and the measuring point
distances A. The maximum values apply to all cylinders with the engine
either cold or at operating temperature, and whether rigidly or flexibly
coupled (exception for 32/40 engine see below). If the deflections
measured exceed those given in the table, the crankshaft requires
realigning.
Please also note the following:
The difference of TDC measurements of neighbouring cylinders should not
be larger than the maximum admissible deflection.
Engine type
Deflection in 1/100 mm
Measuring point distance (A) in mm
32/40
14 1) 2)
460
40/45
13
460
40/54
18 1)
505
48/60
23 1)
580
52/55 B
18
L=640
V=680
58/64
23 1)
560
1) With the engine at operating temperature, negative values by 20% larger are permissible.
2) Applicable to crank No. 1 (coupling end) with rigid coupling and to all the other cranks in all cases.
For crank No. 1 (coupling end) the maximum value is -- 20 if the connection to the driving flange is by flexible coupling.
Table 2. Maximum admissible crank web deflections (differentials) and relevant measuring point distances
6682
000.10--01 E
07.97
32/40, 40/45, 40/54, 48/60, 58/64
104/ 04
Balance weight bolts

Checking
020.01

Brief description
Bolted connections which are tightened by means of hydraulic tensioning
tools must be checked for correct tension, according to the maintenance
schedule.
Safety requirements
- Engine shut down
Qty Designation
No.
Availability
2 Thrust pad
030.243
Standard
2 Tension screw
021.251
Standard
2 Intermediate ring
021.250
Standard
009.341/(009.338)
009.320
Standard
009.306
Standard
009.096
Standard
009.097
Standard
1 Tommy bar, 10 mm
000.263
Standard
Optional
Related work cards
Work card
Work card
Work card
000.30
000.32
009.01
009.03
6632
020.01--01 E
03.05
V 32/40
101/ 03
Operating sequence 1 -- Check the balance weight bolts
2 Balance weight
Figure 1. Hydraulic tensioning tool, as mounted
Starting condition
Crankcase opened, with crankshaft turned to a position in which balance

weight is in vertical position (refer to Figure 1).
Steps
1. Clean the threads of studs (4).

2. Screw the tension screws (021.251) onto the tensioning cylinder
(009.096) down to stop.
3. Put the thrust pads (030.243) over nuts (3) and screw the tensioning
cylinder onto the stud bolts.
4. Turn the tensioning cylinder (009.096) back by 250
5. Fit the intermediate rings (021.250) and the tensioning cylinder
(009.097).
6. Connect four high-pressure hoses (009.306) to tensioning cylinder
and high-pressure pump and/or hydraulic hand pump.
009.03 and close the gap between the thrust pad
and the balance weight (2).
8. Pressurise the tensioning cylinder by pumping so that the nuts can be
loosened.
Attention! The pressure is allowed to be max. 7% below and/or
000.32).
and 000.32
pressure is reached, and retighten both nuts.
tool.
11. Close the crankcase.
009.01).
009.01
6632
020.01--01 E
03.05
V 32/40
102/ 03
2 Balance weight
3 Nut
4 Stud
Figure 2. Arrangement of the hydraulic tandem tensioning tool
6632
020.01--01 E
03.05
V 32/40
103/ 03
Oil bore of the crankshaft

Blocking
020.02

Ensure correct execution of work,
enable emergency operation.
Brief description
Should it be necessary in case of emergency, to continue engine operation
although one piston/connecting rod assembly has been removed, the oil
bores in the respective crankpin are to be blocked.
proper mounting
and, if necessary,
dismounting.
Safety requirements
- Engine shut--down
Quant Denomination
No.
Availability
1 Blocking tool
020.050
Standard
1 Threaded rod
020.050--1
Standard
2 Sealing plug
020.050--5
Standard
1 Screw driver 0.8x5.5
000.391
Standard
000.243
Standard
Related work cards
Work card
Work card
Work card
030.05
112.01
200.01
Preliminary remarks
It may become necessary in case of emergency to continue engine
operation although one piston/connecting rod assembly has been
removed. To keep the oil circulating and thereby ensure lubrication of other
engine components, the oil bore in the crankpin has to be blocked.
Attention! Engine operation with a piston/connecting rod unit
removed should only be continued in a real case of emergency, and
6629
020.02--01 E
07.97
32/40
101/ 02
at reduced output and speed. Please refer to the detailed description

given in the operating instruction manual, Section 3.6.
Operating sequence 1 - Block the oil bore
Starting condition
Piston with connecting rod, big end bearing and pushrod removed.
Steps
1. Slip one screw plug (020.050-5) onto threaded rod (020.050-1) and
insert it in the oil bore (3).
2. Slip the second screw plug onto threaded rod, screw on the castle
nut (4), tighten it and secure it with split pin (5).
3. Mount the complete cylinder head, do not insert pushrods. Put inlet
and exhaust cam follower out of operation (lock them in postion
outside the cam area), block the lube oil bores.
4. Put the injection pump of the relevant cylinder out of operation (move
the control rod to zero admission and fix it by means of clamp; refer
200.01).
to work card 200.01
5. Block the oil pipe to the rocker arm lubrication.
6. Block the starting air pipe of the cylinder that has been put out of
operation.
1
2
3
4
5
O-ring seal
Crankpin
Oil bore
Castle nut M8
Split pin
Figure 1. Blocking the oil bore in the crankpin (figure showing L 32/40)
6629
020.02--01 E
07.97
32/40
102/ 02
Gearwheel on the crankshaft

020.03

Check state/wear condition of components,
Brief description
If damage should be found on the gear wheel on the crankshaft, the gear
rim is to be replaced or renewed.
removal of components,
installation of components.
Qty Denomination
No.
Availability
1 Torque wrench
008.017
Standard
2 Shackle A0.6
002.452
Standard
1 Adapter 12.5x20
001.927
Standard
1 Extension piece 12.5x250
001.912
Standard
1 Screw driver insert 17x12.5
001.859
Standard
1 Socket wrench insert 30x12.5
001.759
Standard
1 Ratchet
001.521
Standard
2 Eye bolt M12
000.142
Standard
2 Lifting tackle with rope
--
Inventory
4 Threaded rod M22/22
--
Inventory
2 Wood (for placing underneath)
--
Inventory
1 Lubricant (containing molybdenum disulphide)
--
Inventory
Related work cards
Work card
Work card
Work card
000.30
000.32
100.01
Technical details
Term
Information
Crankshaft gear wheel
6632
020.03--01 E
07.97
66 kg
V 32/40
101/ 05
Preliminary remarks
In case of marine engines, it is recommended to have overhaul work on
the camshaft drive done at a service base (ships safety/intricacy of the
job).
Operating sequence 1 -- Disassemble the crankshaft gear wheel
Starting condition
Covering on the coupling side and external crankshaft bearing removed.

Markings on the gear wheels coincide (refer to Figure 4).
Steps
1. Loosen and screw out the hexagon bolts (27).

2. Screw four threaded rods (29) through crankshaft gear wheel (23)
into crankshaft (22).
3. Pull the crankshaft gear wheel up to the front until it is positioned
outside the crankcase. Support the crankshaft gear wheel by a
wooden block.
4. Screw two eye bolts (000.142) into upper part of gear wheel (24).
5. Attach ropes (28) to eye bolts by means of shackle (002.452) and
suspend from lifting tackle.
6. Loosen and screw out the hexagon socket bolts (32).
7. Screw out the two upper threaded rods.
8. Lift the upper part of gear wheel, remove it over the crankshaft and
put it on an appropriate support.
Important! Do not put down gear wheel upper part on parallel pins
(31).
9. Separate shackle from eye bolts and detach it from ropes.
10. Sling ropes around lower part of gear wheel (25) and suspend from
lifting tackle.
11. Screw out the lower threaded rods.
12. Lift the gear wheel lower part, replace the wooden block by a wooden
pad, lower the gear wheel lower part onto this pad, and pull it out
underneath the crankshaft.
13. Remove the ropes, put the gear wheel lower part onto appropriate
support.
Attention! Only turn the running gear when rocker arm casings
have been completely removed because otherwise the opened
valves may suffer damage by upward movement of the piston
(movement of crankshaft no longer synchronised with camshaft/s).
6632
020.03--01 E
07.97
V 32/40
102/ 05
21 Flywheel
22 Crankshaft
23 Crankshaft gearwheel
26 Parallel pin
27 Hexagon bolt
28 Rope
29 Threaded rod
30 Wooden block
Figure 1. Arrangement of the crankshaft gear wheel (left) / crankshaft gear wheel pulled forward to position outside of
crankcase (right)
22 Crankshaft
24 Gear wheel upper part
25 Gear wheel lower part
28 Rope
29 Threaded rod
30 Wooden block
31 Parallel pin
32 Hexagon socket bolt
Figure 2. Suspending the gear wheel upper part and lifting the gear wheel lower part
6632
020.03--01 E
07.97
V 32/40
103/ 05
Operating sequence 2 -- Install the crankshaft gear wheel
Starting condition
Damaged crankshaft gear wheel has been replaced by a new one. The
supporting and contacting faces on the crankshaft and crankshaft gear
wheel, and the joint faces between the gear wheel upper and lower parts
have been cleaned. Markings on the gear wheels coincide (see Figure 4).
1-4 Marking the order of

tightening
23 Crankshaft gear wheel
31 Parallel pin
KS Coupling end
Figure 3. Order of tightening the radial fixing bolts
Steps
1. Sling two ropes (28) around gear wheel lower part (25), suspend from
lifting tackle, push underneath the crankshaft (22) on a wooden pad,
and lift. Push the wooden block (30) underneath the gear wheel lower
part to support it. Take off the ropes.
Tip! Prior to mounting the gear wheel lower part, note the position of
bores for the parallel pins (31).

33 Camshaft gear wheel
34 Spur wheel
(intermediate wheel)
35 Double spur wheel
(intermediate wheel))
36 Gearwheel of injection
camshaft
M Marking
Figure 4. Markings on the gear wheels
2. Screw two threaded rods (29) through the gear wheel lower part into
the crankshaft.
6632
020.03--01 E
07.97
V 32/40
104/ 05
3. Screw eye bolts (000.142) into gear wheel upper part (24), attach
ropes to eye bolts by means of shackle (002.452), and suspend from
lifting tackle.
4. Lift gear wheel upper part over the crankshaft and place onto the
gear wheel lower part, paying attention to the parallel pins/bores.
5. Apply MoS2 lubricant to threads and contact faces of hexagon socket
bolts (32), screw the bolts home and tighten to the specified torque
000.30); for order, refer to Figure 3.
6. Screw the upper threaded rods through gear wheel upper part into
crankshaft.
7. Detach ropes from lifting tackle, detach shackle from eye bolts and
screw the eye bolts out of the gear wheel upper part.
8. Push the crankshaft gear wheel (23) into the crankcase until it
contacts the crankshaft, taking due note of the shoulder on the
crankshaft and the position of the bores for the parallel pins (26).
Attention! Verify that the markings (M) of the gear wheels of the
camshaft drive coincide (refer to Figure 4).
9. Screw off and remove the threaded rods.
10. Apply MoS2 lubricant to the threads and contact faces of hexagon
bots (27), screw the bolts home and tighten them to the specified
000.30); for order, refer to Figure 5.
torque (see work card 000.30
11. Mount the external crankshaft bearing and the covering at the
071.01).
coupling side (refer to work cards 021.04 and 071.01
5-20 Marking the order of

tightening
22 Crankshaft
27 Hexagon bolt
Figure 5. Order of tightening the axial fixing bolts
6632
020.03--01 E
07.97
V 32/40
105/ 05
Coupling bolts
Checking
020.04

ensure operational reliability of bolted connections.
Brief description
Coupling bolts are to be checked at regular intervals for tight fit. Where
connections are found to have loosened, the cause is to be found.
The work includes:
checking bolted connections.
Quant Denomination
No.
Availability
000.002
Standard
--
Inventory
Related work cards
Work card
Work card
Work card
000.32
Preliminary remarks
The maintenance schedule also specifies that the coupling bolts are
checked for tight fit. Where connections are found to have loosened, the
cause is to be found (inadvertent tightening, overloading and the like).
Operating sequence 1 - Check the coupling bolts
Starting condition
Coupling (1) at the coupling end dismounted.
Steps
1. Verify that the coupling bolts are properly tight and the torque is as
specified (see the flywheel arrangement drawing of the respective
system); retighten the hexagon nuts (7) if required.
Tip! When checking the coupling bolts and/or retightening them, hold
the hexagon nuts (9) in position using open-jaw wrench.
2. When mounting the coupling (1) make sure that MoS2 lubricant has
been applied to the threads and contact faces of hexagon head bolts
(10), that they are screwed in and tightened to the specified torque
6629
020.04--01 E
07.97
32/40
101/ 02
(refer to the flywheel arrangement drawing of the respective system)

and that washers (11) have been placed between the hexagon head
bolts and the coupling.
1
2
3
4
5
6
7
8
9
10
11
Coupling
Flywheel
Hexagon socket bolt
Crankshaft
Covering
Oil pipe
Hexagon nut
Coupling bolt
Hexagon nut
Hexagon head bolt
Washer
Figure 1. Connection between crankshaft, flywheel and coupling
6629
020.04--01 E
07.97
32/40
102/ 02
Main bearing/
Thrust bearing/Flange bearing
009...
012
020
021
027
030
034
050
055...
073
100
101...
101
111
112
113...
120
125
140...
160...

Piston/Piston rings
Camshaft drive
Operating device
Speed control
Main bearing valve
Charge air cooler
Pulse pick- up
Fuel injection pipe
200...
221
280...
300...
322
400
434
6682
021--01 E
08.97
101/ 01
Main bearing cap

with lower bearing shell
Lowering and checking
021.01

ensure operational reliability of bearings.
Brief description
Bearing shells are to be checked at regular intervals. Usually, only the
loaded bearing shell is checked. From wear condition and appearance of
the bearing shell running surface, conclusions can be drawn on the load
conditions, the lube oil care etc.
dismantling the cross tierods,
lowering the bearing cap,
checking the bearing shell and
restoring the initial condition.
Quant Denomination
No.
Availability
1 Lifting/lowering device
021.257
Standard
2 Support
021.260
Standard
2 Guide tube
021.258
Standard
1 Cross tie
021.259
Standard
1 Scissor--type jack
009.085
Standard
1 Guide tube
021.032
Standard
000.454
Standard
1 Tommy bar 10
000.263
Standard
4 Tommy bar 8
000.262
Standard
1 Open--jaw and ring wrench (set)
--
Standard
--
Inventory
Related work cards
Work card
Work card
Work card
000.10
000.11
012.02
Technical details
Term
Information
Main bearing cap
6632
021.01--01 E
08.98
118 kg
V 32/40
101/ 04
Operating sequence 1 -- Check the bottom main bearing shell
Starting condition
Main bearing bolts and cross tierods unloaded. Running gear turned to a
position permitting easy access to the main bearing cap. Foot board
(special tool) placed in oil sump and/or oil sump cleaned using appropriate
means. Temperature sensor (if fitted) removed.
5
9
10
11
12
Crankcase
Cross tierod
Nut
Ring
O-ring seal
Figure 1. Detail of the cross tierod
Steps
1. Screw nuts (10) off the cross tierods (9), take off rings (11) and
O-ring seals (12).
2. Screw out and remove both cross tierods.
3. Screw guide tubes (021.258) into main bearing bolts (16), hand-tight.
4. Put the cross tie (021.259) into oil sump (17), push it under the guide
tubes. Lift and fix it by inserting one tommy bar (000.262) each into
the central bore (3) of the guide tubes. (Figure 2A).
5. Place two supports (021.260) onto the cross tie and fasten them in
the crankcase by turning the hexagon nuts (18). The cross tie is
thereby forced against the tommy bars.
6. Slide the scissor-type jack (009.085) into the groove on the cross tie
and insert the catch (20) in the cross tie. Turn the scissor-type jack
up until it contacts the main bearing cap (7) and fasten it by means of
two hexagon bolts (15).
7. Screw off the nuts (14) and lower onto cross tie.
8. Insert two further tommy bars into bores (1) of the guide tubes. Using
the scissor-type jack, pull the main bearing cap down onto these
tommy bars (Figure 2B).
Important! If the engine is at operating temperature, it may
become necessary to unload the cross tierods of the neighbouring main
bearings.
Attention! Do not dismantle the main bearing shell for the check
to avoid that the matching condition is disturbed, if possible.
9. Unload the tommy bars in the bores (3) of the cross tie and remove
the supports (021.260).
10. Pull the tommy bars out of bores (3) and insert them into bores (4).
11. Lower the cross tie and tommy bars and unload the tommy bars in
the bores (1) of the main bearing cap (Figure 2C).
12. Pull the tommy bars out of bores (1) and insert them into bores (2).
13. Using the scissor-type jack, pull the main bearing cap down onto
theses tommy bars (Figure 2D).
14. Carefully clean the running surface of the main bearing shell (8),
taking care not to damage it.
6632
021.01--01 E
08.98
V 32/40
102/ 04
15. Check the condition of the running surface (refer to work card
000.11).
000.11
Attention! Replace main bearing shells that have been damaged
or heavily scored by dirt particles. Insert a new main bearing shell in
the main bearing cap, taking care of bearing shell fixing (back of
bearing shell oil-dry). The new main bearing shells supplied are
ready to be installed, and no scraping or any other touching-up is
permitted. The bearing points are numbered. If new main bearing
shells are installed, this marking is to be transferred to the new
shells.
16. Thoroughly lubricate the running surface of the main bearing shell (8).
1 - 4 Markings of the bores

in the guide tube
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
Crankcase
Crankshaft
Main bearing cap
Bottom main bearing
shell
Cross tierod
Nut
Ring
O-ring seal
Ratchet
Nut
Hexagon bolt M12x45
Main bearing bolt
Oil sump
Hexagon nut M24x2
Fixing pin
Catch
(A) Steps 1...4

Cross tie put in place
(B) Steps 5...8
Bearing cap partially
lowerd
(C) Steps 9...11
Cross tie repositioned
(D) Steps 12...13
Bearing cap lowered
Figure 2. Main bearing with attached lifting/lowering device
17. Lift the main bearing cap (7) by means of the scissor-type jack, taking
care that the cap is not tilted; if necessary, slightly loosen the
hexagon bolts (15) to allow the main bearing cap to align. Continue in
the reverse order of points 3-13, i.e. lift the bearing cap in two stages.
18. Screw nuts (14) onto the main bearing bolts (16) and screw them
down, hand-tight, until they contact the main bearing cap.
19. Remove the complete lifting/lowering device.
6632
021.01--01 E
08.98
V 32/40
103/ 04
20. Apply MoS2 lubricant to the screw-in threads of the cross tierods (9)
and screw them into the main bearing cap, hand-tight, down to
contact.
21. Put the O-ring seals (12) and rings (11) over the cross tierods, screw
nuts (10) down to contact, hand-tight.
22. Load the main bearing bolts and cross tierods (refer to work card
012.02).
012.02
Attention! In case the cross tierods of neighbouring main
bearings have been unloaded, first load the main bearing bolts and
cross tierods of the main bearing that has been checked, and then
the cross tierods of the neighbouring main bearings.
23. Use thickness gauges (000.454) to check the main bearing clearance
(refer to the operating manual, Section 2.5), introducing the thickness
gauges approx. 10 mm deep, from the coupling end and free engine
end.
000.10) and
24. Measure the crank web deflection (refer to work card 000.10
enter the value in engine operating record.
25. Take the foot board (if one was used) out of the oil sump.
26. Mount the temperature sensor (if applicable).
Attention! For the running-in of new main bearing shells,
observe the relevant instructions in Section 3 of the engine
operating manual.
6632
021.01--01 E
08.98
V 32/40
104/ 04

021.02

Brief description
The upper main bearing shell is to be removed and checked if damage or
pronounced scoring by dirt particles was found on the lower main bearing
shell during checking.
The work includes:
checking the bearing shell.
Safety requirements
Qty Designation
No.
Availability
1 Turning stone
021.268
Standard
1 Centring template
021.266
Standard
1 Turning stone
021.265
Standard
1 Eye bolt M6
000.023
Standard
Related work cards
Work card
Work card
000.11
021.01
Work card
Technical details
Term
Information
6632
021.02--01 E
12.00
2.5 kg
V 32/40
101/ 03
Operating sequence 1 -- Check the main bearing shell (removal/reinstallation)
Starting condition
Main bearing cap lowered, bottom main bearing shell removed.
Steps
1. Insert the turning stone (021.265) into oil bore of the crankshaft (6),
turn the crankshaft by some amount if necessary.
Attention! The turning stone must fully contact the crankshaft.
2. Carefully turn out the upper main bearing shell (20), be careful not to
damage it (see Figure 1 ).
Attention! Note the position of bearing shell fixation (nose bent
open). The crankshaft has to be turned so that the fixation comes
clear. It must not be pulled into the bearing casing.
3. Pull out the turning stone, using the eye bolt (000.023).
4. Carefully clean the main bearing shell running surface, taking care
not to damage it.
5. Check the condition of the running surface (refer to work card
000.11).
000.11
Steps (Part 2: Installation)
Important! Replace damaged or worn main bearing shells.

The new main bearing shells supplied are ready to be fitted, scraping or
any other touching up is not permitted. The bearing points are numbered
(refer to the engine operating manual, Section 5). If new main bearing
shells are fitted, the marking has to be transfered to these.
6. Place the centring template (021.266) against the crankcase (5). The
centring bolt of the centring template should for this purpose be
inserted in the bore provided for fixing the main bearing cap (centring
template is held by magnetic force).
7. Thoroughly lubricate the running surface of the main bearing shell
(20) with oil (back of the main bearing shell to remain dry).
5
6
16
20
21
Crankcase
Crankshaft
Main bearing bolt
Main bearing shell
O-ring seal
Figure 1. Removing the upper main bearing shell
8. Place the main bearing shell against the centring template and push it
in by hand as far as possible.
6632
021.02--01 E
12.00
V 32/40
102/ 03
Important! Take note of the position of bearing shell fixation prior to

pushing in.
9. Turn the crankshaft (6) until the turning stone (021.268) can be
inserted into the oil bore of the crankshaft through one of the bores in
the main bearing shell.
Attention! To avoid deformation of the thin main bearing shell in
the process of turning it in, place the turning stone as closely as
possible to the joint of the main bearing.
10. Turn in the main bearing shell in several steps (corresponding to the
pitch of bore holes). This is done by pulling out the turning stone after
the first turning-in step, turning the crankshaft back by one pitch of
bore holes and reinserting the turning stone. Repeat this step up to
the last bore.
11. Turn the crankshaft back until the lube oil bore comes clear.
12. Insert the turning stone (021.265) directly into the oil bore of the
crankshaft and then turn the bearing shell in completely.
Important! Make sure that the joint faces of bearing shells are in
uniform end position.
13. Remove the centring template and pull out the turning stone using
the eye bolt (000.023).
14. Mount the main bearing cap with the bottom main bearing shell (refer
021.01).
to work card 021.01
Attention! For the running-in of new main bearing shells, refer to
the engine operating manual, Section 3.4.
5
6
16
20
Crankcase
Crankshaft
Main bearing bolt
Main bearing shell
Figure 2. Installing the upper main bearing shell
6632
021.02--01 E
12.00
V 32/40
103/ 03
Main thrust bearing

Measuring end play/
checking locating bearing rings
021.03

Carry out work in time according to maintenance plan,
measure components,
Brief description
The end play as well as the locating bearing rings are to be checked at
regular intervals.
The work /steps include:
Measure components and
Quant Denomination
No.
Availability
1 Ratchet
008.023
Standard
1 Torque wrench
008.011
Standard
001.911
Standard
001.755
Standard
1 Crow bar
001.391
Standard
000.451
Standard
1 Magnetic post
--
Inventory
1 Dial gauge
--
Inventory
--
Inventory
Related work cards
Work card
Work card
Work card
000.11
Technical details
Term
Information
Locating bearing ring
6629
021.03--01 E
08.97
3.0 kg
32/40
101/ 03
Operating sequence 1 - Measure the crankshaft axial play
Steps
1. Use crow bar (001.391) to shift the crankshaft in one coaxial direction
up to the stop.
Attention! Using a hydraulic press with support between
crankcase side and balance weight is strictly prohibited.
2. Mount a dial gauge on the magnetic post, attach the magnetic post
and place the dial gauge on the coupling flange or any other easily
accessible point. Set the dial gauge to ZERO.
3. Shift the crankshaft axially in the opposite direction up to the stop.
During this process, the distance is measured by means of the dial
gauge.
4. Note down the end play and compare it with the admissible play
(refer to engine operating manual, Section 2.5). Enter this end play in
the engine operating records.
Important! If the admissible play is exceeded, the crankshaft
locating bearing rings have to be removed and checked (see operating
sequence 2).
5. Remove the magnetic post and the dial gauge.
Operating sequence 2 - Check the crankshaft locating bearing rings
Starting condition
Crankcase door removed.
Steps
1. Use appropriate means to fix the crankshaft (4) in axial position such
that the crankshaft locating bearing rings (2) are accessible.
2. Dismantle one stop (6), refer to Figure 1.
2 Crankshaft locating
bearing ring
5 Hexagon head bolt
6 Stop
A Control dimension
= 1.0 mm
(Distance between
locating bearing ring
and stop
Figure 1. Securing the crankshaft locating bearing ring
Attention! Take care that crankshaft locating bearing rings

cannot drop out.
3. Turn out both locating bearing rings in the direction of rotation.
Attention! Do not turn the crankshaft.
4. Carefully clean the crankshaft locating bearing rings, taking care not
to damage them.
5. Check the condition of the running surfaces (refer to work card
000.11).
000.11
6. Slightly oil the crankshaft locating bearing rings (2).
7. Apply MoS2 lubricant to the threads and contact surfaces of
hexagonal head bolts (5).
8. Tunr in the crankshaft locating bearing rings, mount the stop (6) and
screw down the hexagonal head bolts hand-tight.
Important! Watch the control dimension A on both sides.
See Figure 1.
6629
021.03--01 E
08.97
32/40
102/ 03
9. Tighten the hexagon head bolts to the specified torque (refer to work
000.30).
card 000.30
10. Remove the axial fixation of the crankshaft (refer to point 1).
11. Measure the crankshaft axial play (refer to operating sequence 1)
and enter in the engine operating records.
12. Mount the crankcase door.
1 Bearing casing
2 Crankshaft locating bearing
ring
3 Crankcase
4 Crankshaft
5 Hexagon head bolt

6 Stop
Figure 2. Axial fixation of the crankshaft (locating bearing)
6629
021.03--01 E
08.97
32/40
103/ 03
Main bearing cap

021.05

Brief description
Main bearing caps are not to be removed during usual maintenance work.
However, where overheating is suspected or in case of serious damage of
the bearing cap, removal may become necessary.
Safety requirements
Quant Denomination
No.
Availability
1 Lifting/lowering device
021.257
Standard
2 Guide tube
021.258
Standard
1 Guide tube
021.032
Standard
1 Ratchet hoist
002.552
Optional
1 Suspension link
002.481
Optional
2 Wire rope
030.255
Optional
2 Protection sheet
021.244
Optional
1 Support
021.243
Optional
1 Butt strap
021.241
Optional
2 Support
021.240
Optional
4 Support
021.261
Optional
1 Shackle A1.0
002.453
Standard
4 Shackle A0.6
002.452
Standard
000.454
Standard
1 Tommy bar 10
000.263
Standard
2 Tommy bar 8
000.262
Standard
2 Eye bolt M16
000.143
Standard
--
Standard
--
Inventory
6632
021.05--01 E
07.97
V 32/40
101/ 04
Related work cards
Work card
Work card
Work card
000.11
000.30
021.01
Technical details
Term
Information
Main bearing cap
118 kg
Operating sequence 1 -- Lower and remove the main bearing cap
1
5
6
7
8
Bore
Crankcase
Crankshaft
Main bearing cap
Main bearing bottom shell
16
17
20
21
Main bearing bolt

Oil sump
Balance weight
Crank pin
22 Hexagon bolt M12x20

Figure 1. Lowering the main bearing cap
Starting condition
6632
Main bearing bolts and cross tierods unloaded. Running gear turned into a
position where the balance weight (20) is in horizontal position (Figure 1A).
Foot board (special tool) placed in oil sump and/or oil sump cleaned using
appropriate means so as to ensure a safe foothold. Temperature sensor (if
fitted) removed. Main bearing cap lowered onto bores (1) of guide tubes
021.05--01 E
07.97
V 32/40
102/ 04
(021.258). Lifting/lowering device removed again (refer to work card

021.01-1).
021.01
Steps
1. Screw the support (021.243) onto the main bearing cap using
hexagon bolts (23). Screw four supports (021.261) onto the
crankcase (5). Attach wire ropes (030.255) to the supports on the
balance weight side by means of one shackle (002.452) each
(Figure 1A).
2. Screw two protection sheets (021.244) to the big-end bearing cap of
the neighbouring connecting rods (Figure 1B).
Tip! The protection sheets serve to guide the rope and to protect the
big-end bearing bolts from being damaged.
3. Lead the wire ropes around the rope pulleys of the support, over the
protection sheets and supports and attach them to the butt strap
(021.241) using one shackle (002.452) each (Figure 2).
4. Attach the suspension link (002.481) to the butt strap by means of
shackle (002.453) and hook in the ratchet hoist (002.552). The
ratchet hoist in turn is to be hooked to an appropriate suspension
point in the engine room (e.g. crane runway).
5. Using the ratchet hoist, slightly lift the main bearing cap and pull the
tommy bars out of the bores (1) of the guide tubes.
6. Lower the main bearing cap onto the oil sump (17) by means of the
ratchet hoist.
7. Insert the tommy bars into bores (1) of the guide tubes and screw
these off the main bearing bolts (16).
8. Remove the wire ropes and the support on the balance weight side.
24 Hexagon nut M12
Figure 2. Lowering and shifting the main bearing cap
Important! Do not pull out the tommy bars.

9. Push the main bearing cap sideways towards the middle of the next
crankcase opening (Figure 2). Pull out the guide tubes with tommy
bars.
10. Turn the running gear into a position where the balance weight has a
30 downward inclination (Figure 3).
11. Screw one eye bolt (000.143) each into the main bearing cap and
attach the wire ropes by means of shackle (002.452).
6632
021.05--01 E
07.97
V 32/40
103/ 04
12. Hook the wire rope (x) onto the crane on the balance weight side.
Hook in the wire rope (y) with the ratchet hoist at an appropriate
suspension point in the engine room.
13. Using the crane, slowly pull the wire rope (x) upward, making sure
that the wire rope (y) runs through the protection sheet (021.244).
14. Simultaneously slackening wire rope (y) and tensioning wire rope (x),
slowly pull the main bearing cap out of the crankcase opening.
Attention! Be careful not to damage other components as the
main bearing cap is being pulled out.
5 Crankcase
20 Balance weight
7 Main bearing cap
X Wire rope
Y Wire rope
Figure 3. Pulling out the main bearing cap
Operating sequence 2 -- Reinstall the main bearing cap
For reinstallation, proceed in the reverse order of removal. For the last
021.01-1. On
working steps of lifting and tensioning, follow work card 021.01
completion of the job, verify that all the appliances have been removed
and no tool has been left in the oil sump.
6632
021.05--01 E
07.97
V 32/40
104/ 04
009...
012
020
021
027
030
034
050
055...
073
100
101...
101
111
112
113...
120
125
140...
160...

Piston/Piston rings
Camshaft drive
Operating device
Speed control
Main bearing valve
Charge air cooler
Pulse pick- up
Fuel injection pipe
200...
221
280...
300...
322
400
434
6682
027--01 E
08.97
101/ 01

Checking
027.01

Brief description
Torsional vibration dampers and their sleeve spring assemblies are to be
checked at regular intervals. Signs of wear should be recognised in time,
and parts affected should be replaced.
The work includes:
checking components.
Quant Denomination
No.
Availability
1 Driving mandrel
027.015
Standard
1 Clamp
027.013
Standard
1 Dismantling tool
027.012
Standard
1 Torque wrench
008.017
Standard
2 Shackle A1.0
002.453
Standard
1 Shackle A0.6
002.452
Standard
001.912
Standard
1 Cross handle
001.891
Standard
001.759
Standard
1 Ratchet
001.521
Standard
2 Eye bolt M16
000.143
Standard
1 Eye bolt M10
000.141
Standard
1 Eye bolt
000.028
Standard
1 Open--jaw and ring spanner (set)
--
Standard
--
Inventory
--
Inventory
1 Securing compound
(Loctite 243)
--
Inventory
Related work cards
6629
027.01--01 E
Work card
Work card
Work card
000.19
000.30
000.32
07.97
32/40
101/ 03
Technical details
Term
Information
Side disc
99.5 kg
Cover
28 kg
Bolt
6.5 kg
Operating sequence 1 -- Check the sleeve spring assemblies
Starting condition
The crankcase door and covering at the coupling end removed.
Steps
1. Screw the ring bolt (000.141) into cover (5). Attach rope to the ring
bolt by means of shackele (002.452) and suspend rope from lifting
tackle.
2. Screw out the hexagon head bolts (4) and remove the cover. Put the
cover down onto an appropriate pad.
3. Turn the crankshaft (6) to a position in which one half of the face
plate (9) is up.
4. Screw two ring bolts (000.143) into the face plate half. Attach rope to
ring bolts using the shackle (002.453) and suspend the rope from the
lifting tackle.
5. Screw off the hexagon head bolts (10) for the upper face plate half.
6. Dismount the face plate half and put it down on an appropriate pad.
Remove the tool.
7. Turn the crankshaft by 180 and dismount the second face plate half
in the same way.
8. Extract the pin (3), using the eye bolt (000.028).
Important! Mark the sleeve spring assemblies, pins and bore holes
by numbering because sleeve spring assemblies and pins should be refitted to the same bore hole.
Never disassemble all the pins and sleeve spring assemblies simultaneously; i.e. leave the pin and sleeve spring assembly installed in every
second bore.
9. Extract the sleeve spring assemblies (2) using the dismantling tool
(027.012).
10. Clean and check the pin and sleeve spring assemblies, replace if required.
Important! If springs have broken, replace the complete sleeve
spring assembly.
11. Thoroughly clean all the oil bores in the damper carrier (8), and the oil
admission bore in the crankshaft.
12. Apply MoS2 lubricant to the springs of the assembly (2) individually.
13. Compress the sleeve spring assembly using clamp (027.013) and
insert it into the bore hole. Loosen the clamp and push the sleeve
spring assembly completely into the bore, using driving mandrel
(027.015).
Attention! Observe the number of sleeve spring assemblies and
pins per bore hole.
14. Apply MoS2 lubricant to the pin (3) and fit the pin.
15. Screw two ring bolts (000.143) into the face plate half. Attach rope to
ring bolts using shackle (002.453) and suspend the rope from the
lifting tackle.
6629
027.01--01 E
07.97
32/40
102/ 03
16. Mount the face plate half and secure it in place by loosely screwed-in
hexagon head bolts (10). Remove the tool.
17. Turn the crankshaft (6) by 180 and mount the second face plate half
in the same way.
18. Screw in all the hexogon head bolts (10) hand-tight, using Loctite
243, and tighten them to the specified torque (refer to work card
000.30).
000.30
19. Mount the cover (5) and screw in the hexagon head bolts (4)
hand-tight, using Loctite 243.20
243.
20. Mount the covering at the free end, and the crankcase door.
1 Damper mass
2 Sleeve spring
assembly
3 Pin
4 Hexagon head bolt
5 Cover
6 Crankshaft
7 Gear wheel
8 Damper carrier
9 Face plate, two-part
10 Hexagon head bolt
Figure 1. Torsional vibration damper (with three sleeve spring assemblies)
6629
027.01--01 E
07.97
32/40
103/ 03
009...
012
020
021
027
030
034
050
055...
073
100
101...
101
111
112
113...
120
125
140...
160...
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Main bearing valve
Charge air cooler
Pulse pick- up
Fuel injection pipe
200...
221
280...
300...
322
400
434
6682
030--01 E
08.97
101/ 01
Con-- rod shank bolts

030.01

Brief description
Con--rod shank bolts are to be checked at regular intervals by means of
Safety requirements
Numb Qualification
Time [h]
1 Assistant
Qty Designation
No.
Availability
2 Thrust pad
030.258
Standard
2 Nut
030.205
Standard
009.346
Standard
009.341/(009.338)
009.320
Standard
009.306
Standard
2 Measuring device
009.051
Standard
2 Angle piece
009.028
Standard
000.451
Standard
1 Tommy bar, 6 mm
000.261
Standard
6629
030.01--01 E
03.05
32/40
Optional
101/ 05
Related work cards
6629
030.01--01 E
Work card
Work card
Work card
000.30
000.32
009.03
03.05
32/40
102/ 05
Operating sequence 1 -- Check the conrod shank bolts
Starting condition
Crankcase opened, piston/connection rod assembly of the respective

cylinder in BDC position.
Steps
1. Clean the threads of conrod shank bolts (8).

2. Mount hydraulic tensioning tools on conrod shank bolts (1 and 3) refer to Figure 1 .
Attention! Once the hydraulic tensioning tools have been
mounted, the running gear must not be turned.
3. Turn the tensioning tools (009.346) back by 290 .
4. Connect high-pressure hoses (009.306) to tensioning tools and
high-pressure pump or hydraulic hand pump.
5. Switch on the high-pressure pump or the hydraulic hand pump (see
009.03) and close the gap between the thrust pad
work card 009.03
(030.258) and the tensioning tool resulting from the turning back.
cloosed.
Note down the force required for loosening and compare it with the
Attention! The pressure is allowed to be max. 7% below max. 5%
000.33).
above the tensioning pressure (see work cards 000.30 and 000.33
1 - 4 Order of tightening
5 Conrod shank
6 Big-end bearing
8 Conrod shank bolt

10 Balance weight
Figure 1. Working on the conrod shank bolts. On the right side of the figure - Placing of the tensioning tools/running gear
position. On the left side - Order of tightening (illustrtion shows L-type engine)
7. Adjust the specified tensioning pressure with the high-pressure pump

or by operating the hydraulic hand pump and retighten both the nuts.
9. Repeat the procedure (points 2 to 8) in the same way as on conrod
shank bolts (2 and 4).
6629
030.01--01 E
03.05
32/40
103/ 05
Operating sequence 2 -- Untighten the conrod shank bolts
Steps
1. Clean the threads of the conrod shank bolts (8).

2. Untighten the conrod shank bolts (1 and 3) - see operating sequence
1, points 2 to 6.
3. Turn the nuts (7) back (for angular amount of turning back, see work
card 000.30).
000.30
5. Repeat the procedure (points 2 to 8) in the same way as on conrod
shank bolts (2 and 4).
Operating sequence 3 -- Tighten the conrod shank bolts
Starting condition
Running gear in BDC position, conrod shank resting on big-end bearing

034.01). The nuts are loosened.
Steps
1. Screw the nuts (7) of conrod shank bolts hand-tight, using the tommy
bar (000.261).
2. Verify that the gap of the joint between the conrod shank (5) and the
big-end bearing (6) is less than 0.05 mm all around.
3. Mount the hydraulic tensioning tool on conrod shank bolts (1 and 3) see Figure 2 .
4. Connect high-pressure hoses (009.306) to tensioning tools (009.346)
and high-pressure pump or hydraulic hand pump.
5. Place measuring devices (009.051) to tensioning tools.
009.03) and load the conrod shank bolts (8) to a pressure
work card 009.03
of 50 bar. Set the dial gauges (9) to Zero.
5
7
8
9
Conrod shank
Nut
Conrod shank bolt
Dial gauge
Figure 2. Hydraulic tensioning tool and measuring device in place
7. Load the conrod shank bolts (8) to the specified pressure (refer to
000.30). Screw both the nuts (7) hand-tight.
work card 000.30
6629
030.01--01 E
03.05
32/40
104/ 05
9. Load the conrod shank bolts (8) to 50 bar again. Read the elongation
aL on the dial gauges and compare with the specified value (see
work card 000.30).
000.30
Attention! Tighten the conrod shank bolts to the specified
tensioning pressure, and not by elongation. The elongationonly
serves as a means of control. In case of excessive deviations, repeat
the tensioning procedure and check the measuring devices and/or
pressure gauges.
Extraordinary conditions may result in permanent elongation of the
conrod shank bolts. Conrod shank bolts as new have the dimension
of 253 0.1 mm and are allowed to sustain a permanent elongation
by 0.5 mm; this means that if the length of 253.6 mm (in unloaded
condition) is exceeded, the conrod shank bolt has to be replaced.
11. Repeat the procedure (points 3 to 10) in the same way on conrod
shank bolts (2 and 4) - see Figure 1 and 2 .
6629
030.01--01 E
03.05
32/40
105/ 05
Big-- end bearing bolts

030.02

Brief description
Big--end bearing bolts are to be checked at regular intervals using
Safety requirements
Numb Qualification
Time [h]
1 Assistant
Qty Designation
No.
Availability
2 Thrust pad
030.243
009.341/(009.338)
009.320
Standard
009.306
Standard
009.097
Standard
2 Measuring device
009.051
Standard
000.451
Standard
1 Tommy bar, 10 mm
000.263
Standard
6629
030.02--01 E
04.05
Standard
32/40
Optional
101/ 04
Related work cards
Work card
Work card
Work card
000.30
000.32
009.01
009.03
Operating sequence 1 -- Check the big-end bearing bolts
Starting condition
Crankcase opened, crank pin of the respective cylinder vertically up

(running ger at TDC) on the L-type engine, and vertically down on the
V-type engine. Foot board (special tool) placed in oil sump, or oil sump
cleaned by appropriate means.
Steps
1. Clean the threads of the big-end bearing bolts (5).

2. Mount hydraulic tensioning tools on both big-end bearing bolts (5),
taking care of the centerings (refer to Figures 1 and 2).
Attention! Once the hydraulic tensioning tools have been
installed, it is not permitted any longer to turn the running gear.
Prior to mounting the tensioning cylinder, make sure that the piston
has been fully forced home.
1 Big-end bearing body

2 Big-end bearing cap
Figure 1. Mounting the hydraulic tensioning tools to the big-end bearing bolts
3. Turn the tensioning cylinder (009.097) back by 310 .

4. Connect high-pressure hoses (009.306) to tensioning cylinder and
high-pressure pump or hydraulic hand pump.
009.03) and close the gap produced by the turning back
work card 009.03
between the thrust pads (030.243) and big-end bearing cap (2).
loosened.
Note down the force required for loosening, and compare it with the
Attention! The pressure is permitted to be max. 7% below and
max. 5% above the tensioning pressure (refer to work card 000.30
and 000.33).
000.33
6629
030.02--01 E
04.05
32/40
102/ 04
7. Adjust the high--pressure pump to the specified tensioning pressure

or actuate the hydraulic hand pump until the specified tensioning
pressure is reached and retighten the nuts (3).
8. Release the pressure and remove the hydraulic tensioning tool.
9. Take the foot board (if one has been provided) out of the oil sump.
10. Reset the pistons of the tensioning cylinders (see work card 009.01).
009.01
Operating sequence 2 -- Untighten the big-end bearing bolts
Steps
1. Unload the big-end bearing bolts (see operating sequence 1,

points 1 to 6).
2. Turn nuts (3) back (for angular amount of turning back, see work
card 000.30).
000.30
4. Reset the pistons of the tensioning cylinders (see word card 009.01).
009.01
2
3
4
5
Big-end bearing cap

Nut
Dial gauge
Big-end bearing bolt
Figure 2. Sectional view of the hydraulic tensioning tool/dial gauge mounted.
Operating sequence 3 -- Tighten the big-end bearing bolts
Starting condition
Big-end bearing preassembled (refer to work card 030.03

030.03), crankpin of the
respective cylinder vertically up (running ger at TDC) on the in-line engine,
and vertically down on the V-type engine.
Steps
1. Tension nuts (3) of the big-end bearing bolts hand-tight using the
tommy bar (000.263).
2. Verify that the gap at the joint between the big-end bearing body (1)
and the big-end bearing cap (2) is the same on both sides.
3. Mount hydraulic tensioning tools on the big-end bearing bolts (5) -see Figure 1.
Attention! Prior to mounting the tensioning cylinder make sure
that piston has been fully forced home.
4. Connect high-pressure hoses (009.306) to tensioning cylinders
(009.097) and high-pressure pump or hydraulic hand pump.
6629
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04.05
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103/ 04
5. Place measuring devices (009.051) to tenioning cylinders

(see Figure 2).
009.03) and tension the big-end bearing bolts to a pressure
work card 009.03
of 500 bar. Set the dial gauges (4) to Zero.
7. Load the big-end bearing bolts to the specified pressure (refer to
000.30). Tension both the nuts (3) hand-tight.
work card 000.30
9. Tension the big-end bearing bolts to a pressure of 500 bar again.
Read the elongation al on the dial gauges, and compare it with the
000.30).
specified value (refer to work card 000.30
Attention! Big-end bearing bolts should be tightened to the
specified tensioning pressure, not according to elongation. The
elongation only serves as a means of control. In case of excessive
deviations, repeat the tensioning procedure and check the
measuring instruments and/or pressure gauges.
Extraordinary conditions may cause a permanent elongation of
big-end bearing bolts. The big-end bearing bolt as a new is
462 +/- 0.1 mm long and must not suffer a permanent elongation of
more than 1.0 mm, i.e. it has to be replaced if its length (in unloaded
condition) exceeds 463.1 mm.
11. Take the foot board (if one has been provided) from the oil sump.
009.01).
12. Reset the pistons of tensioning cylinders (see work card 009.01
6629
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Big-- end bearing cap - lowering

Big-- end bearing bolt - removal
Lower big-- end bearing shell - checking
030.03

Brief description
Big--end bearing shells are to be checked in regular intervals. For this
purpose, the big--end bearing cap must be lowered and the big--end
bearing bolts removed.
Checking bearing shells,
removing components,
attaching components.
Safety requirements
Quant Denomination
No.
Availability
1 Fitting/unfitting tool
030.273
Standard
1 Wire rope
200.067
Standard
1 Rope clamp
030.273--7
Standard
1 Supporting device
030.271
Standard
1 Rope guide
030.270
Standard
2 Extension pipe
030.269
Standard
2 Guide tube
030.268
Standard
1 Rope guide
030.262
Standard
1 Rope guide
030.261
Standard
1 Screw--on plate
030.259
Standard
2 Holder
030.250
Standard
2 Thrust pad
030.243
Standard
009.338
Optional
009.320
Standard
009.306
Standard
009.097
Standard
1 Bolt extractor
009.089
Optional
1 Ring nut
009.089--1
Optional
1 Ring nut
009.089--2
Optional
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Quant Denomination
No.
Availability
1 Torque wrench
008.011
Standard
2 Shackle A0.6
002.452
Standard
000.451
Standard
--
Standard
1 Depth gauge
--
Inventory
Related work cards
Work card
Work card
Work card
030.02
000.11
030.04
Technical details
Term
Information
Bearing shell
2.5 kg
Big--end bearing cap
44.5 kg
Preliminary remarks
To check the unloaded, lower bearing shell it is only necessary to lower the
big-end bearing cap into the oil sump. The shell can then be taken out for
being checked (part of operating sequence 1, and sequences 2 and 3). To
check the upper bearing shell, which is under load and the condition of
which is decisive for drawing conclusions on the bearing, it is also
necessary to lower the big-end bearing cap. Moreover, the big-end bearing
bolts have to be removed (as described in operating sequence 1). Only in
this condition can the crankshaft be turned to come clear of the upper
030.04). It is permitted to replace bearing
bearing shell (refer to work card 030.04
shell halves individually.
Operating sequence 1 - Lower the big-end bearing cap / remove the big-end bearing bolts
Starting condition
Big-end bearing bolts are untightened (see work card 030.02 and
Figure 1 A). Running gear is turned in such a way that the crankcase
balance weight of the respective cylinder points vertically upward.
Steps
1. Attach two brackets (030.250) to the big-end bearing cap (6) and
big-end bearing body (10).
2. Unscrew the nuts.
3. Remove big-end bearing bolts (4) as follows only in case removal of
the upper bearing shell according to work card 030.043 is planned
after checking the lower bearing shell. Otherwise, continue with
step 8.
4. Mount bolt extractor (009.089) on big-end bearing bolts (projection A
in figure 2 to be noted).
5. Loosen, unscrew and remove the big-end bearing bolts.
6. Remove the bolt extractor.
7. Turn crankshaft by 20 to 255 (in direction of big-end bearing to be
removed). See Figure 3.
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8. Screw two rope guides (030.261 and 030.262) onto balance

weights (8) in such a way that these can still be moved.
9. Screw rope guide (030.070) onto cylinder crankcase (2) (see
Figure 3, view Y).
Attention! The engine must not be turned any more in this
condition (rope guides).
10. Place wire rope (200.067) over rope guides and attach to brackets by
means of shackles (002.452). See Figure 3.
11. Suspend ratchet hoist (002.552) from a suitable point. Suspend wire
rope from ratchet hoist and secure with wire rope clip (030.273-7) refer to Figure 3. Tension the wire rope.
1 Hexagon head bolt

M12x25
2 Crankcase
3 Oil sump
4 Big-end bearing bolt
5 Crankshaft
8 Balance weight
Figure 1. Removal of big-end bearing bolts
12. Screw guide tubes (030.268) into big-end bearing body and screw on
extension pipes (030.269).
13. Screw screw-on plate (030.259) onto cylinder crankcase (2) and
screw supporting device (030.271), depending on the appertaining
cylinder bank, onto screw-on plate (refer to Figure 3, view X).
14. Screw two hexagon head bolts (1) out of the big-end bearing body.
15. Lower big-end bearing cap onto the supporting device, using the
ratchet hoist. See Figure 3.
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16. Remove rope guides between the balance weights as well as the wire
rope.
17. Clean the running surface of the big-end bearing shell (13).
4
6
10
17
18
19

Big-end bearing cap
Big-end bearing body
O-ring seal
Stud bolt M10
Hexagon nut
A Projection A = 53 mm
Figure 2. Illustration showing bolt extractor as mounted, and big-end bearing bolt
Operating sequence 2 - Check the lower big-end bearing shell
Starting condition
Big-end bearing cap put down in oil sump.

Important! Conclusions on the big-end bearing can primarily be
drawn from the condition of the upper bearing shell. Please refer to work
030.04. The lower bearing shell is also to be checked in connection
card 030.04
with this job, the more so if damage is to be expected or has been found
on the upper bearing shell.
Steps
1. Take the lower big-end bearing shell (13) out of the big-end bearing
cap (6).
2. Check the condition of the running surface of the lower big-end
000.11).
bearing shell (see work card 000.11
Attention! Replace damaged or worn-out big-end bearing shells
The bearing shells are consecutively numbered on initial assembly. When
fitting new bearing shells, these are also to be marked with the
corresponding number.
New bearing shells are supplied in a condition ready for installation. Under
no circumstances whatsoever attempt to reduce the clearance by filing the
joint surfaces, or by mechanically treating them in any other way. This
equally applies to new bearing shells as well as to bearing shells already
used. Although it is true that this would reduce the clearance, it also
means that the shells are no longer clamped sufficiently in the big-end
bearing and its cap. Also, subsequent scraping of the running surface is to
be refrained from under all circumstances.
3. Place the lower big-end bearing shell into the big-end bearing cap
(back of the big-end bearing shell to be oil-dry).
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Operating sequence 3 - Mount the big-end bearing cap
Starting condition
2
3
5
6
Bearing shell cleaned, running surface well oiled, big-end bearing bolts
cleaned and threads dry, running gear in position as shown in Figure 3.
Crankcase
Oil sump
Crankshaft
Big-end bearing cap
7 Hexagon nut
8 Balance weight
9 Hexagon head bolt
M12x25

13 Lower big-end bearing
shell
Figure 3. Lower big-end bearing cap
Steps
1. When fitting the bing-end bearing cap (6) to the big-end bearing body
(10), take note of the fixing pins (14).
2. For fitting the big-end bearing bolts (4), proceed as follows:
3. Turn the crankshaft (5) in such a way that the balance weight (8) is in
vertical position (see Figure 1 B).
4. Screw the big-end bearing bolts by hand from below through the
big-end bearing cap into the big-end bearing body until the collar of
the big-end bearing bolt contacts the big-end bearing body (see
Figure 2).
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030.03--01 E
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5. Screw the nuts hand-tight, so that they contact the big-end bearing
cap.
6. After the big-end bearing bolts have been tensioned, measure the
bearing clearance using thickness gauge (000.451); introduce
thickness gauge approx. 10 mm deep from the coupling end and free
end.
Enter readings in the engine operating records.
6632
030.03--01 E
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Upper big-- end bearing shell

030.04

Brief description
Big--end bearing shells are to be checked at regular intervals. For this
purpose, the big end bearing cap must be lowered and the big end bearing
bolts removed.
Checking bearing shells,
removing components,
attaching components.
Safety requirements
- Engine shut down
Numb Qualification
Time [h]
1 Assistant
Qty Designation
No.
Availability
030.273
Standard
1 Support
030.272
Standard
1 Support (for piston of S.G. iron)
030.253
Standard
1 Support (for steel piston)
030.330
Standard
1 Open--jaw and ring wrenches (set)
--
Standard
Related work cards
6632
030.04--01 E
Work card
Work card
000.11
030.03
02.05
Work card
V 32/40
101/ 04
Technical details
Term
Information
Bearing shell
2.5 kg
2
3
6
8
10
15
22
24
25
Cylinder crankcase
Oil sump
Big-end bearing cap
Balance weight
Cylinder liner
Connecting rod
Piston of S.G. iron
Steel piston
A Cylinder bank A
B Cylinder bank B
Figure 1. Tool for checking the upper big-end bearing shell mounted in place
Operating sequence 1 -- Remove the upper big-end bearing shell
Starting condition
Big-end bearing bolts removed, big-end bearing cap placed in supporting

device, running gear at BDC position.
030.03).
1. Remove the wire rope and rope guides (refer to work card 030.03
2. Disconnect extension tubes (030.269) from guide tubes (030.268)
and take them off.
3. Turn the running gear so that the crank pin of the crankshaft (5) is in
horizontal position.
4. Depending on the engine design, screw one support (030.253) for
piston of S.G. iron (24) or one support (030.330) for steel piston (25)
in place onto the cylinder liner (15) - refer to Figure 2 , view X.
5. Move the piston downward to stop, by careful turning.
Steps
Attention! During turning, make sure that the big-end bearing

body follows the crankshaft.
6. Mount the support (030.272) to the cylinder crankcase (2).
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7. Fasten the big-end bearing body (10) to the support using hexagon
bolt (1) - Figure 2 .
8. Turn the crank pin out in downward direction until the big-end bearing
shell (16) is easily accessible (Figure 2 ).
Attention! While turning the crank pin out of the way, take care
that the big-end bearing shell does not drop out and suffer damage.
9. Take the big-end bearing shell out.
000.11), and
10. Check the the big-end bearing shell (refer to work card 000.11
replace it, if necessary.
1
2
5
7
Hexagon bolt M12x25

Cylinder crankcase
Crankshaft
Hexagon nut M12
8
10
15
16
Balance weight
Cylinder liner
Upper big-end bearing
shell

24 Piston of S.G. iron
25 Steel piston
Figure 2. Tool mounted in place, crank pin being turned out
Operating sequence 2 -- Install the upper big-end bearing shell
Starting condition
Big-end bearing shell cleaned, back of the shell oil-dry, running surface
well oiled.
Important! The bearing shells are on initial assembly marked by
consecutive numbers. When new bearing shells are installed, these are to
be correspondingly marked with the same number.
New bearing shells are supplied in a condition ready for installation. Under
no circumstances whatsoever attempt to reduce the clearance by filing the
joint faces or by any other mechanical treatment. This equally applies to
new bearing shells as well as to ones already used. Although it is true that
6632
030.04--01 E
02.05
V 32/40
103/ 04
this would reduce the clearance, it also means that the shells are no
longer clamped sufficiently in the big-end bearing body and the big-end
bearing cap. Also, subsequent scraping of the running surface is to be refrained from under all circumstances.
For reinstallation, proceed in the reverse order of removal. When inserting
the upper big-end bearing shell (16) in the big end bearing body (10), take
note of the bearing shell fixation.
Attention! When turning the crankshaft into BDC position, make
sure that the supports (030.253 or 030.330) have been removed and
the connecting rod with the piston follows the movement of the
crankshaft.
6632
030.04--01 E
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Big end bearing

030.05

Brief description
Big end bearings are not to be disassembled for doing maintenance work.
This will only be necessary under certain circumstances, e.g. if the engine
has to be operated under emergency conditions with the running gear
removed and the oil bore blocked.
Safety requirements
- Engine shut--down
Quant Denomination
No.
Availability
030.259
Standard
2 Butt strap
030.259--1
Standard
2 Eye bolt M10
000.141
Standard
2 Shackle A0.6
002.452
Standard
1 Plate
030.259--9
Standard
2 Bracket
030.259--13
Standard
2 Plate
030.259--22
Standard
2 Bracket
030.259--30
Standard
1 Guide tube
030.259--41
Standard
1 Clamping piece (two--part)
030.259--48
Standard
1 Threaded piece
030.259--53
Standard
1 Guide rod
030.259--56
Standard
1 Guide rod
030.259--58
Standard
1 Guide bush
030.259--61
Standard
1 Turning stirrup
030.260
Standard
1 Support
030.260--1
Standard
1 Pilot rod
009.087
Standard
1 Bolt extractor
009.089
Optional
1 Ring nut
009.089--1
Optional
6632
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Quant Denomination
No.
Availability
1 Ring nut
009.089--2
Optional
000.451
Standard
1 Tommy bars (set)
--
Standard
--
Inventory
--
Standard
1 Depth gauge
--
Inventory
Related work cards
Work card
Work card
030.02
034.01
Work card
Technical details
Term
Information
Big end bearing body
48.5 kg
Big end bearing cap
44.5 kg
Operating sequence 1 -- Remove the big-end bearing
Starting condition
Big-end bearing bolts unloaded, big-end bearing fastened to balance

weight by means of turning stirrup (030.260), piston and connecting rod
shank removed.
4
6
10
17
18
19

Big-end bearing cap
O-ring seal
Stud M10
Hexagon nut M10
A Projection = 53 mm
Figure 1. Big-end bearing bolt with bolt extractor mounted in place
6632
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Steps
1. Turn the crankshaft (5) until the big-end bearing is in horizontal

position (see Figure 2).
2. Screw the nut (3) off the upper big-end bearing bolt (4).
3. Remove the upper big-end bearing bolt (4) as follows: (points 4 to 6)
4. Mount the bolt extractor (009.089) on big-end bearing bolt (4) -observe projection A in Figure 1.
5. Loosen, screw out and remove the big-end bearing bolt (4).
6. Remove the bolt extractor (009.089). The lower bolt still to remain in
place.
7. Slip the brackets (030.259-30) onto the studs on the cylinder
crankcase (9), and fasten them in place (refer to Figure 3).
8. Mount the plate (030.259-9) to the big-end bearing cap (6), screw in
the pilot rod (009.087).
9. Turn the crankshaft (5) by 5 in the TDC direction.
10. Remove the turning stirrup (030.260), holding the big-end bearing by
means of the pilot rod.
11. Screw the guide bush (030.259-61) into big-end bearing body (10).
12. Move the big-end bearing into horizontal position using the pilot rod,
slip the guide tube (030.259-41) through the bracket into the big-end
bearing cap (6)-- the flange on the guide tube to contact the bracket,
see Figure 3.
Attention! Keep holding the big-end bearing in horizontal
position by the pilot rod until the bearing is held by the guide tube
and guide rods (points 12 to 14).
13. Slip the guide rod (030.259--58) through the guide bush (030.259-61)
and screw it into the guide tube. Screw in the guide rod (030.259-58).
Slip the threaded piece (030.259-53) onto guide rod and screw it
down to contact with the bracket (see Figure 3).
3
4
5
6
Nut
Crankshaft
Big-end bearing cap
7
8
9
10
Conrod shank bolt

Balance weight
Cylinder crankcase

Figure 2. Dismantling the big-end bearing after having fastened it to the balance weight, and by the guide rods
14. Check the big-end bearing for horizontal position and fix it in place by
screwing the hexagon bolts (27) into the bracket down to contact with
the guide tube and/or threaded piece (refer to Figure 3).
15. Screw out the pilot rod.
16. Place the clamping piece (030.259-48) against the big-end bearing
cap (6) and fasten to guide tube.
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17. Screw the nut (3) off the lower big-end bearing bolt (4) and remove
the bolt in the same way as the upper big-end bearing bolt (points 4
to 6). Screw the pilot rod into the big-end bearing body (10).
18. Slip the screw-on plates (030.259-22) onto the studs and fasten them
to the cylinder crankcase (9). Fasten the brackets (030.259-13) to the
screw-on plate (refer to Figures 3/4).
19. Pull the big-end bearing body (10) outward until it contacts the
bracket. Fix the big-end bearing body in the bracket by screwing in
two hexagon bolts (16). Screw off the pilot rod.
Attention! During pulling out, take care of the big-end bearing
shell (15) and conrod shank bolt (7) to prevent falling out and/or
damage.
20. Take out the big-end bearing shell (15).
21. Screw the pilot rod into the plate on the big-end bearing cap (6).
22. Remove the clamping piece, pull the big-end bearing cap (6) outward
until it contacts the bracket. Fix the big-end bearing cap to the
bracket by screwing in two hexagon bolts (16). Screw out the pilot
rod.
Attention! During pulling out, take care that the big-end bearing
shell (14) does not fall out and suffer damage.
23. Take out the big-end bearing shell (14).
24. Remove the threaded piece, guide rods, guide tube, guide bush and
the upper brackets.
5
6
10
14
Crankshaft
Big-end bearing cap
Bottom big-end bearing
shell
15 Upper big-end bearing

shell

26 Hexagon nut M12
Figure 3. Big-end bearing with tool mounted in place
25. Fasten the butt straps (030.259-1) to the big-end bearing cap (6) and
big-end bearing body (10). Screw the eye bolts (000.141) into the butt
straps (see Figure 5).
26. Attach the rope (22) to the eye bolt by means of shackle (002.452).
Suspend the rope from the lifting tackle.
27. Loosen the hexagon bolts (16), lift the big-end bearing cap (6) and/or
the big-end bearing body (10) and put down on wooden pad.
Attention! Take care of the conrod shank bolts in the big-end
bearing body, to avoid damage when putting it down.
6632
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20 Fixing pin
22 Wire rope

26 Hexagon nut M12
Figure 4. Big-end bearing ready for transport
Operating sequence 2 -- Install the big-end bearing
Starting condition
Individual parts cleaned, back of the big-end bearing shells oil-dry, running
surface well oiled, threads of the big-end bearing bolts dry.
For installation, proceed in the reverse order of removal, noting the
following points:
1. Prior to installing the big-end bearing cap (6) and/or body (10), note
the position of the marking.
2. When inserting the big-end bearing shells (14 and/or 15) in the
big-end bearing cap (6) and/or big-end bearing body (10), note the
bearing shell fixation.
3. When assembling the big-end bearing body (10) with the big-end
bearing cap (6), note the fixing pins (20).
4. Screw the big-end bearing bolts (4) by hand into the big-end bearing
body (10) through the big-end bearing cap (6) until the collar on the
big-end bearing bolt contacts the big-end bearing body (see
Figure 1). Screw the nuts (3) down to contact with the big-end
bearing cap, hand-tight.
5. Remove the complete fitting/unfitting tool (030.259).
6. Turn the running gear until the crankpin is at TDC. Tighten the
030.02.
big-end bearing bolts (4) -- see work card 030.02
7. After tightening the big-end bearing bolts (4), measure the bearing
clearance using the thickness gauge (000.451), introducing the
gauge approx. 10 mm deep from the coupling end and free engine
end sides. Enter the results in the engine operating logs.
8. Turn the running gear until the crankpin is at BDC. Install the piston
complete with conrod shank and top land ring (see work card
034.01).
034.01
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Connecting rod position

Checking
030.06

Check alignment,
Brief description
Checking the connecting rod position is not part of the usual maintenance
work. This need only be done
if a connecting rod has been exchanged,
after a piston seizure, or
if a crankpin had to be reground.
The work includes:
Operating sequence 1 - Check the connecting rod position
Starting condition
Big-end bearing and piston with connecting rod shank in place, big-end
bearing bolts and connecting rod shank bolts tensioned.
Steps
1. Turn the running gear by several revolutions.

2. Turn the running gear into TDC position.
3. Measure and note down the gap between the piston crown and the
cylinder liner in longitudinal engine direction.
4. Measure and note down the gap between the lower piston edge and
cylinder liner in the longitudinal engine direction.
5. Turn the running gear to BDC and also measure the gaps in this
position.
Attention! The gap should be approximately the same on both
sides of the piston. In case of excessive deviations, check the
connecting rod shank/big-end bearing connection (bolts porperly
loaded). In case of doubt, consult MAN B&W Diesel AG or one of its
service bases.
Please see the illustration on the reverse.
6682
030.06--01 E
07.97
101/ 02
Figure 1. Checking the connecting rod position
6682
030.06--01 E
07.97
102/ 02
Piston/piston rings
009...
012
020
021
027
030
034
Piston/Piston rings
050
055...
073
100
101...
101
111
112
113...
120
125
140...
160...

Camshaft drive
Operating device
Speed control
Main bearing valve
Charge air cooler
Pulse pick- up
Fuel injection pipe
200...
221
280...
300...
322
400
434
6682
034--01 E
08.97
101/ 01
Piston
034.01

Carry out work in time according to the maintenance schedule,
ensure correct execution of work,
check state/wear condition of components.
Brief description
Pistons are to be disassembled within the scope of maintenance and
repair work.
Safety requirements
Quant Denomination
No.
Availability
1 Tapered sleeve for inserting the piston rings
034.100
Standard
1 Tap wrench
034.097
Standard
1 Tap
034.096
Standard
1 Suspension device
034.095
Standard
1 Support
034.095--1
Standard
1 Pilot rod
034.006
Standard
1 Shackle A1.0
002.453
Standard
030.265
Standard
2 Guide tube
030.263
Standard
2 Slide piece
030.264
Standard
1 Turning stirrup
030.260
Standard
1 Tommy bar 5
000.507
Standard
000.451
Standard
--
Standard
--
Inventory
6632
034.01--01 E
07.97
V 32/40
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Related work cards
Work card
Work card
Work card
030.02
Technical details
Term
Information
Piston with connecting rod shank
234 kg
Operating sequence 1 -- Remove the piston
5
7
8
9
10
Rope
Piston
Backing ring
Cylinder liner
Connecting rod shank
11
13
15
16
17
Balance weight
Conrod shank bolt
Big-end bearing cap
Crankshaft

Figure 1. Removal and installation of the piston
General
Prior to piston removal, the top land ring has to be taken off because it has
a smaller diameter than the piston has.
6632
034.01--01 E
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Starting condition
Top land ring removed, crankcase opened, foot board (special tool) placed
in oil sump, or oil sump cleaned for this purpose by appropriate means;
conrod shank bolts unloaded, running gear at TDC.
Steps
1. Clean the threaded bores in the piston crown using the hand tap
(034.096).
2. Place the support (034.095-1) onto piston (7), screw in two hexagon
bolts and fasten the support to the piston by means of hexagon nuts.
Attach the rope (5) to the support using the shackle (002.453).
3. Turn the piston exactly to BDC and attach the rope to the lifting
tackle.
4. Attach the turning stirrup (030.260) to the big-end bearing using two
hexagon bolts (18) and to the balance weight (11) using hexagon bolt
(19) -- refer to Figure.
5. Screw the nuts off the conrod shank bolts (13).
6. Screw two guide tubes (030.263) to inner conrod shank bolts down to
contact.
7. Pull the piston upward until the slide piece (030.264) can be screwed
onto connecting rod shank (10) -- refer to Figure 1.
8. While pulling the piston further out make sure that the connecting rod
big end is pulled upward on slide pieces along the cylinder liner. Pull
the piston upward over the cylinder liner until the pilot rod (034.006)
can be screwed into the support.
9. Carefully pull the piston out of the cylinder liner, guiding it with the
pilot rod.
Attention! In pulling out the piston take care that the connecting
rod big end is not caught by the cylinder liner and that the cylinder
liner running surface does not suffer damage.
10. Place the piston and connecting rod shank (10) onto wooden pad.
11. Blank off the lube oil bores in the connecting rod shank and big-end
bearing body to prevent penetration of dirt.
12. Cover the cylinder liner which now is open.
Attention! Fastening the big-end bearing to the balance weight
by means of the turning stirrup is only permitted with the engine out
of operation, for turning the running gear with the piston removed,
and for some other servicing jobs. The engine must not be operated
in this condition!
Operating sequence 2 -- Install the piston
Starting condition
Piston cleaned, checked and assembled with connecting rod shank.

Cylinder liner and joint faces of big-end bearing body/connecting rod shank
cleaned. Big-end bearing fastened to balance weight by means of turning
stirrup, and turned exactly to BDC.
1 - 4 Location of piston
ring gaps
KS Coupling end
KGS Free end of engine
Figure 2. Location of piston ring gaps
Steps
1. Screw two guide tubes (030.263) to inner conrod shank bolts (13)
down to contact (refer to Figure 1).
2. Remove the covering applied to the cylinder liner opening.
6632
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3. Put the inserting sleeve (034.100) onto the cylinder liner (9),
thoroughly oil the inner surface.
4. Attach the support (034.095-1) to piston (7) -- refer to operating
sequence 1, point 2; attach rope (5) to support using shackle
(002.453) and screw the pilot rod (034.006) into the support. Attach
the rope to the lifting tackle. Screw the slide piece (030.264) to the
connecting rod big end.
5. Lift the piston. Apply clean lube oil to the piston rings and running
surface of the piston.
6. Adjust the piston ring gaps as shown in Figure 2.
7. Open the lube oil bores in the big-end bearing body (15) and
connecting rod shank (10).
8. Using the lifting tackle, move the piston over the cylinder liner and
carefully lower it into the liner, guiding the connecting rod by hand
and the piston by means of the pilot rod, until the piston skirt enters
the cylinder liner.
Attention! When introducing the piston take care that the
connecting rod big end does not damage the cylinder liner running
surface.
9. Screw out the pilot rod, carefully lower the piston further down while
the piston rings are passing through the inserting sleeve and into the
cylinder liner. Align the piston and the connecting rod shank in time
so that the bores in the connecting rod shank point to the
corresponding guide tubes.
10. Lower the piston further down until the connecting rod shank is
guided by the guide tubes (030.263) and the slide piece (030.264)
can be detached.
11. Continue lowering the piston with care until the connecting rod shank
rests on the big-end bearing body, taking due note of the fixing pins
at the joint. To facilitate introduction, slightly loosen the hexagon bolt
on the balance weight (11).
12. Using the thickness gauge (000.451), check to verify that the gap at
the joint is 0.05 mm over the whole circumference.
13. Screw out the guide tubes taking care that the conrod shank bolts do
not follow the movement. Screw the nuts onto the conrod shank
bolts, hand-tight.
14. Dismount the turning stirrup and load the conrod shank bolts (refer to
030.01).
work card 030.01
15. Turn the piston into TDC position, detach the rope and dismount the
tool.
050.01).
16. Install the top land ring (refer to work card 050.01
17. Take the foot board (if there is one) out of the oil sump, close the
crankcase.
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Piston/piston rings
Checking
034.02

Brief description
Pistons and piston rings are to be checked with regard to the appearance
of their contact faces as well as the lubricating and wear condition.
Numb Qualification
Time [h]
Qty Designation
No.
Availability
1 Piston ring expander
034.110
Standard
1 Feeler gauge (set)
000.451
Standard
--
Inventory
1 Dial gauge
--
Inventory
Related work cards
Work card
Work card
Work card
034.01
034.05
034.07
Operating sequence 1 -- Check the piston
Starting condition
Piston has been removed and placed on an appropriate wooden support.
Steps
1. Check the condition of the piston and piston rings.

Important! The running surface of the piston should present a uniform contact pattern without scores and other signs of damage. Pronounced scoring or fretting suggests overloading of the engine, unsatisfac-
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tory cooling, inadequate lubrication or foreign particles having entered

between the piston and cylinder liner.
2. Clean carbon deposits away from the piston, taking care not to
roughen the piston crown surface. Carefully clean the running surface.
Attention! The graphitised layer on the piston skirt (22) must not
be damaged by the cleaning treatment.
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
22
Retaining ring
Nut
Thrust pad
Guide shoe
Stud
Piston crown
Spring plate
Compression spring
Spring plate
Retaining ring
Retaining ring
Clamping sleeve
Compression ring
Compression ring
Compression ring
Oil control ring
Piston skirt
Figure 1. Piston (with connecting rod and piston pin dismantled)
3. Measure and note down the axial clearance of the piston rings in their
grooves, compare the readings with the admissible maxima, and enter them in the engine operating logs. For this purpose, determine
the axial clearance at four points (on the exhaust and exhaust
counter side, as well as on the coupling and the free engine end), at
a quarter depth of the piston ring groove (refer to Figure 2 ). Use
feeler gauges (000.451) to do so.
Regarding the assessment of piston rings, refer to work cards
034.07.
034.05 and 034.07
10 Piston crown
17,18,19 Compression ring
A Depth of piston ring
groove
B Measuring point (A)
Figure 2. Measuring the axial clearance of the piston rings
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Operating sequence 2 -- Removal and installation of the piston rings
Starting condition
Normally, piston rings are not to be removed for checking the piston, as
they are subjected to considerable stresses while being removed/fitted.
Should piston rings have to be removed because of advanced wear or dirt
accumulation, proceed as follows:
Steps
1. Remove piston rings (17 - 20) one after the other using the piston
ring expander (034.110) and mark them with the marking pen (cylinder No. and number of piston ring groove).
Attention! Marking the piston rings is necessary so as to avoid
mixing them up (piston rings which have already been in use must
be refitted to the same piston and into the same piston ring groove
as before).
17,18,19 Compression rings

23 Locking lever
Figure 3. Piston ring expander with piston ring inserted
Important! The piston ring expander has in any case to be used for
removing and fitting the piston rings (refer to Figure 3 ) . For expanding
the piston rings, press the locking lever (23) down. The locking lever will
automatically return to its normal position when released.
2. Check piston rings thoroughly and renew them, if necessary.
10
17
18
19
20
22
Piston crown
Compression ring
Compression ring
Compression ring
Oil control ring
Piston skirt
Figure 4. Arrangement of the piston rings
3. Thoroughly clean the ring grooves in the piston and check them for
wear. For this purpose, check the depth of the piston ring groove by
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means of a suitable dial gauge (30), taking measurements at four

points (on the exhaust and exhaust counter side, as well as on the
coupling and the free engine end), at a quarter depth of the piston
ring groove, and determine the wear (refer to Figure 5 ).
10 Piston crown
30 Dial gauge
A Depth of piston ring
groove
B Measuring point (A)
Figure 5. Measuring the piston ring groove (in order to determine the wear)
Attention! Conically worn piston ring grooves suggest excessive

wear of the cylinder liner. Ring grooves affected by pounding can be
reconditioned. We recommend that in such cases MAN B&W be consulted. Replacement piston rings fitting the reconditioned ring
grooves have to be installed, the new ring height has to be entered
in the engine operating logs.
4. Using the piston ring expander, mount the piston rings on the piston,
making sure that the rings are positioned correctly, in accordance
with the marking. Measure the axial clearance of the piston rings in
the grooves and enter the measured values in the engine operating
logs (refer to operating sequence 1, item 3).
Important! If a piston that has already been in use is going to be
fitted in another cylinder liner, it is absolutely necessary to replace the
compression rings and the oil control ring, and to rehone the cylinder liner.
New running in of the engine will then be necessary (refer to the engine
operating instructions, Section 3).
Regarding dimensions and clearances of piston rings and piston ring
grooves, refer to the engine operating instructions, Section 2.5.4.
A compression ring with chrome-ceramic plating (17) is fitted in the topmost groove (ring groove 1) of the piston crown. The ring side marked
TOP is to be up. The bevel on the inside diameter is to be up.
Chrome-plated compression rings (18 and 19) are fitted in the second and
third grooves from top (ring grooves 2 and 3). The ring side marked TOP
is to be up. The bevel on the inside diameter is to be up.
The oil control ring (20) with hose spring always has to be fitted with the
ring side marked TOP being up.
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Piston pin and piston pin bush

034.03

Brief description
Piston pin and piston pin bush are to be checked at regular intervals, and
are hence to be dismounted.
Quant Denomination
No.
Availability
034.109
Optional
1 Retaining clamp
034.109--1
Optional
1 Shackle A0.6
002.452
Standard
1 Shackle A1.0
002.453
Standard
1 Pliers for locking ring
002.165
Standard
1 Eye bolt M16
000.143
Standard
1 Lifting takle with rope
--
Inventory
Related work cards
Work card
Work card
Work card
034.01
Technical details
Term
6629
034.03--01 E
Information
Connecting rod shank
93.5 kg
Piston pin
31.5 kg
07.97
32/40
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Operating sequence 1 -- Remove the piston pin (and piston pin bush)
1
2
3
4
5
6
7
Rope
Conrod shank
Piston pin
Piston
Wooden pad
Securing ring
Piston pin bush
Figure 1. Remove/reinstall the piston pin
Starting condition
Piston and conrod shank removed and put down on wooden pad with
piston crown (see Figure 1). Conrod shank secured against tilting. Piston
free of oil and oil coke on the inside.
Steps
1. Screw eye bolt (000.143) into conrod shank (2).

2. Attach rope (1) to eye bolt using shackle (002.453). Suspend rope
from the lifting tackle.
3. Slightly lift the conrod shank (2) to relieve the piston pin (3).
4. Remove the safeguard used to secure the conrod shank (2) against
tilting.
5. Remove the securing rings (6) and push the piston pin (3) out as far
as shown in the illustration, securing the piston (4) against tilting.
Tip! The piston pin can be easily pushed out if the temperature relative
to the piston differs by 30 -- 40EC. To reach this, carefully heat the piston
in the pin area using, e.g. a gas flame that is moved in circles and at a
distance not too close to the piston.
6. Lift the conrod shank (2) out of the piston (4) and carefully put it down
onto a pad. Detach the rope (1) from the lifting tackle and shackle.
7. Install the retaining clamp (034.109--1) in piston pin (3) -- see the
illustration.
8. Attach rope (1) to the retaining clamp using shackle (002.452).
Suspend the rope from the lifting tackle.
9. Pull the piston pin (3) completely out with care.
10. Clean piston pin (3) and bush (7) and check for wear (for admissible
maximum clearance, see engine operating manual, Section 2.5).
Attention! If it is necessary to replace the piston pin bush, this
should preferably be done by an authorised workshop because
deep- freezing has to be applied to fit it. Install a spare conrod shank
temporarily if necessary. Scraping treatment of the running surface
is not permitted, neither on new piston pin bushings nor on used
ones.
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Operating sequence 2 -- Install the piston pin
Steps
1. Verify that the sliding piece easily moves in the piston skirt.
2. For reinstallation of the piston pin (3), proceed in the reverse order of
dismantling it, taking care that the piston (4) with the retaining clamp
(034.109--1) is not damaged during pushing in, and making sure that
when mounting the conrod shank (2) the markings (AS) on the piston
and conrod shank coincide.
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Piston
034.04

Brief description
Pistons are to be disassembled within the scope of maintenance and
repair work.
disassembly of components,
assembly of components.
Qty Designation
No.
Availability
1 Ratchet
008.023
Standard
1 Torque wrench
008.011
Standard
1 Pliers for retaining rings C 19--60
002.162
Standard
001.912
Standard
1 Cross handle
001.891
Standard
001.757
Standard
001.751
Standard
1 Emery paper
--
Inventory
1 Oil stone
--
Inventory
1 Honing stone
--
Optional
--
Inventory
1 Depth gauge
--
Inventory
--
Inventory
--
Inventory
Related work cards
Work card
Work card
Work card
034.03
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Technical details
Term
Information
Piston crown
38 kg
Piston skirt
70 kg
Operating sequence 1 -- Disassemble the piston
Starting condition
Piston put down on wooden pad (piston crown pointing up), piston pin and
connecting rod dismantled. Piston cleaned on the outside.
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
22
Securing ring
Nut
Thrust pad
Sliding piece
Stud bolt
Piston crown
Spring cup
Compression spring
Spring cup
Securing ring
Securing ring
Tensioning sleeve
Compression ring
Compression ring
Compression ring
Oil scraper ring
Piston skirt
Figure 1. Piston (with connecting rod and piston pin dismantled)
Steps
1. Loosen and screw off four nuts (6). Disassemble thrust pad (7).
2. Suspend the piston skirt (22) from the lifting tackle by means of the
rope threaded through the piston pin bore, lift it and put it down on
wooden pad (do not rest it on sliding piece (8).
Attention! When lifting the piston skirt, take care not to damage
the stud bolts.
3. Verify that the sliding piece moves easily, remove it if necessary.
4. Carefully clean the piston crown (10) and piston skirt (22). The
cooling spaces (interior) have to be cleaned down to the bare metal
surface (using a rotating wire brush or emery belt). Purge the oil
bores with compressed air. Check the parts for damage (cracks).
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5. If necessary, turn the stud bolts (9) out of the piston crown.
6. Check the contact face between piston crown (10) and piston skirt
(22), and smooth material elevations (see Operating Sequence 2).
Operating sequence 2 -- Smoothing the contact face between the piston crown and the piston skirt
Preliminary remark
During engine operation, punctual welding may occur locally on the contact faces between piston crown and piston skirt, which cause material
elevations on the contact faces when the piston is disassembled.
As the precise starting position cannot be reached when the piston is reassembled, the material elevations are to be removed and smoothed respectively.
Starting condition
The piston has been disassembled and cleaned.
Arbeitsschritte
1. Check the contact face of piston crown (10) and piston skirt (22) for
material elevations.
2. Remove the material elevations in several stages using emery paper
with increasingly finer grain size every time (100 --180).
3. Smooth the contact faces by means of an oil stone or honing stone.
Achtung! Particular care is to be taken in this connection that
the material elevations on the contact faces of the piston crown and
piston skirt are removed completely, as remaining elevations may
result in high compressive stresses at certain points.
Operating sequence 3 -- Assemble the piston
Starting condition
Piston components cleaned, checked and replaced as far as necessary

Piston crown put down on appropriate wooden pad.
Important! Do points 1--13 if parts are tobe replaced. Carry out
points 1-6 and 9-13 as a general rule, when the piston has been
disassembled.
6
7
9
22
Nut
Thrust pad
Stud bolt
Piston skirt
A Nut -- Stud bolt

distance
Figure 2. Bolted connection of piston
Steps
1. Screw the sutd bolts (9) into piston crown (10), with a torque of
50 Nm.
2. Check the contact faces of the piston crown and piston skirt, they
have to be absolutely clean and dry.
3. Suspend the piston skirt (22) from the lifting tackle by means of a
rope run through the piston pin bore, lift it and carefully place it onto
the piston pin bore, lift it and carefully place it onto the piston crown.
Important! Prior to placing the piston skirt, make sure that the bore
in the piston skirt has the correct position relative to the tensioning sleeve
(16) in the piston crown.
When placing the piston skirt onto the piston crown, take care not to
damage the stud bolts.
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1 - 4 Order of tightening
Figure 3. Order of stud bolt tightening
4. Insert the thrust pads (7) over the stud bolts into the bores.
5. Apply HSC Molycote paste or Copaslip to the threads and contact
faces of nuts (6), and screw the nuts home until seated.
6. Check the distance A Desired: 10 2 mm.
7. Tighten the nuts to a torque of 90 Nm, order of tightening 1--2--3--4,
and loosen them again.
8. Check the stud bolt tightening of 50 Nm and the distance A (nuts
screwed down until seated).
9. Do final tightening in two steps.
10. Tighten the nuts to a preliminary 25 Nm, in the order 1--2--3--4.
11. Turn the nuts by a further increment of 90E, in the order 4--3--2--1.
Check: Turning of the nuts further should not be possible at a torque of
65 Nm.
12. Check the ease of motion of the sliding piece (8).
034.03).
13. Install the conrod shank and piston pin (refer to work card 034.03
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Piston rings
Assessing
034.05

measure components,
Brief description
Piston rings are to be diagnosed at regular intervals on the basis of the
wear pattern.
The work includes:
Related work cards
Work card
Work card
Work card
034.07
Preliminary remarks
Piston rings have to be replaced after they have been in use for the time
periods given in the maintenance schedule. Replacement will also be
necessary if interim checking reveals damage to the running surface or
excessive clearances.
The rings being in use are compression rings with chromium-plated,
plasma-coated or (the most recent solution) chromium/ceramic-coated
running surfaces, and chromium-plated oil scraper rings. Please refer to
Table 1.
Running surface
Appearance
later network of cracks
Grooves 1/2
Grooves 2/3
chrome/
ceramic-coated
plasma-coated
chromium-coated
Oil scraper ring

Groove 4
chromium-coated
uniformly grey
Ring
Compression rings
Groove1
uniformly grey
uniformly grey
Table 1. Piston rings/coating
On plasma-coated and chrome-plated rings, the appearance of the coating

does not change, or changes but slightly, under steady wearing conditions.
The behaviour of chromium/ceramic-coated rings is different. The running
surface of these rings has a polished metal appearance of uniformly grey
colour when not yet worn. After several hundreds of operating hours, a
6682
034.05--01 E
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network of cracks will appear on the surface. This is the normal

appearance.
It is the result of hard metal oxide/ceramic particles embedded in the
reticular structure of the chromium layer.
The ring type can be sun from the code number on the top side of the
piston ring.
Wear appearance of plasma-coated, chrome-plated or chromium/ceramic-coated piston rings
Due to its shape, the running face of new compression rings does not
have contact across its full width but only the width of the actual contact
surface A. With the progress of wear, the actual contact surface width will
increase.
A Actual contact surface

width
B Ring width
Figure 1. Running face of plasma-coated and chrome-plated piston rings

(time in use > 1000 hrs)
Figure 2. System of cracks on chromium/ceramic-coated piston rings

(time in use approx. > 8000 hrs)
At the end of the useful life, the actual contact surface extends up to the
chamfers or radii of the ring sides, please see Figure 3.
Figure 3. Piston ring of good running pattern at the end of the useful life.
The chamfers or radii are still distinctly visible on the piston ring shown in
Figure 3. Coated compression rings have to be replaced when the actual
contact surface extends over the entire piston ring width, i.e. when the
chamfers or radii are hardly visible any more. In this condition, the residual
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thickness of the coating will not safely endure the subsequent

maintenance interval.
Burns (C) produce local discoloration of the piston ring face. Such rings
have to be replaced. (See Figure 4).
Figure 4. Piston ring with burns on the face
Coated compression rings and oil scraper rings have also to be replaced if
the coating has worn through at one spot.
Figure 5. Piston with worn-through coating
Figure 5 shows a chrome-plated compression ring. Turn chromium layer

has completely worn spotwise at (D).
Broken-off particles or cracks in the coating of a piston ring also call for its
replace.
Figure 6. Piston ring with broken-off particles in the face
Figure 6 shows a plasma-coated compression ring. Parts of the coating

have broken off at (E).
Chromium/ceramic-coated compression rings have to be replaced when
the continous, micro-cracked surface has decayed to a crazed cracke
appearance. The cracks will then have extended down to the base
material, which involves the danger of particles breaking away.
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Chromium-- ceramic coated

Piston rings
Assessing
034.07

Brief description
Piston rings are to be diagnosed at regular intervals on the basis of the
wear pattern.
The work includes:
Related work cards
Work card
Work card
Work card
034.05
Preliminary remarks
Piston rings have to be replaced after they have been in use for the time
periods specified in the maintenance schedule. Replacement will also
become necessary if interim checking reveals damage to the running
surface or excessive wear.
Piston rings with a chromium-ceramic coating on the running surface are
fitted in the topmost groove. The ring specification is defined by the code
number applied to the top side of the piston rings.
Contrary to plasma-coated or chromium-plated rings, the appearance of
the coating on chromium-ceramic rings changes distinctly as wear
proceeds. In the new condition, the face of these rings has a polished
metal appearance of uniform silvery grey colour. After several hundreds of
operating hours, a network of cracks or individual longitudinally and
transversely oriented cracks will appear. This is the normal appearance. It
is the result of hard metal oxide/ceramic particles embedded in the
reticular structure of the chromium layer and offers the advantage of very
high resistance to wear and a distinctly improved resistance to thermal
loads and simultaneously minimised cylinder liner wear. The characteristic
crack network serves as a lube oil reservoir.
The illustrations following below show piston rings in approximately 5-fold
magnification. They are thought as an aid in diagnosing the condition of
used chromium-ceramic coated piston rings and as supplementary
information to work card 034.05.
034.05
6682
034.07--01 E
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1. Normal wear pattern. The piston ring can be used without any restrictions.
1. Wide network of cracks

This appearance of the running face is representative for the normal
wear condition of a chromium-ceramic coated ring.
Result: The piston ring is available for further use without any restriction.
2. Narrow network of cracks

This appearance of the running face also reflects the normal state of
wear. The surface is smooth throughout. No bulging of the running
layer towards the cracks can be seen. Surfaces of such appearance
do not suggest separation of layers.
Result: The piston ring ring is available for further use without any
restriction.
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3. Narrow longitudinal cracks in the running direction

This appearance of the running face also reflects normal wear
conditions. The surface is smooth throughout.
Result: Provided the cracks have a width of < approx. 0.1 mm, the piston
ring is available for further use without any restriction.
2. Wear is critical -- Piston ring has to be replaced.
1. Burn
This appearance of the running face reflects a condition which is
actually to be diagnosed as normal, but the burn spot that is visible
will not recover. Besides, there is a potential risk of blow-by.
Result: The piston ring cannot be used any longer and has to be replaced.
2. Pronounced crazed cracking

This appearance of the running face shows pronounced crazed
cracking of relatively large crack width. The surface is no longer
continuously smooth but bulged near the cracks.
Result: The piston ring cannot be used any longer and has to be replaced.
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3. Longitudinal cracks of large width in the running direction

This appearance of the running face, showing longitudinal cracks of
considerable width, is indicative of the danger of separation even
though the surface may be smooth throughout.
Result: As the cracks have a width of > approx. 0.1 mm, the piston ring
cannot be used any longer and has to be replaced.
3. Total damage. Piston ring has to be replaced.
Piston rings that have suffered total damage such as, e.g.:
- breakage
- separation of the running layer
- pieces of material broken off, etc.
require replacement. Neighbouring components such as the cylinder liner,
piston, cylinder head should be checked for damage.
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Cylinder Liner/Top land ring
009...
012
020
021
027
030
034
Piston/Piston rings
050
055...
073
100
101...
101
111
112
113...
120
125
140...
160...

Camshaft drive
Operating device
Speed control
Main bearing valve
Charge air cooler
Pulse pick- up
Fuel injection pipe
200...
221
280...
300...
322
400
434
6682
050--01 E
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101/ 01
Top land ring

050.01

Brief description
The top land ring must be removed every time the pertaining piston is to
be removed/the sealing ring is to be replaced.
Quant Denomination
No.
Availability
2 Spacer pipe
050.133
Standard
050.099
Standard
1 Support
050.099--1
Standard
2 Thrust bolt
050.099--15
Standard
050.098
Standard
1 Support
050.098--1
Standard
3 Hexagon bolt
050.098--5
Standard
1 Support
050.098--12
Standard
1 Pilot rod
034.006
Standard
1 Shackle A0.6
002.452
Standard
--
Standard
--
Inventory
--
Inventory
Related work cards
Work card
Work card
Work card
055.02
Technical details
Term
Information
Top land ring
6629
050.01--02 E
07.97
33.5 kg
32/40
101/ 04
Operating sequence 1 -- Remove the top land ring
Starting condition
Cylinder cooling water completely drained. Cylinder head dismantled,

running gear at approx. 60 before/after TDC.
Attention! Do not discharge the cooling water into the bilge or
waste water. Instead, pump cooling water into a separate container
for further use.
Steps
1. Remove any carbon deposits on the top land ring (6) and in the upper
zone of cylinder liner (5). Before doing so, cover the gap between the
piston (7) and the cylinder liner so that no debris can penetrate in
between.
2. Clean three pocket bore holes on the inner diameter of the top land
ring and remove loose dirt particles on the piston top side.
3. Place the support on the top land ring.
4. Screw three hexagon head bolts (050.098-5) into pocket holes of the
top land ring, hand-tight.
5. Pull support (050.098-12) over threaded rods, place on backing ring
(1) and fasten to support (050.098-1) with hexagon nuts (3).
1
2
3
4
5
6
7
8
9
10
Backing ring
Rope
Hexagon nut M16
Sealing ring
Cylinder liner
Top land ring
Piston
O-ring seal
Cylinder head bolt
Nut
Figure 1. Removing of the top land ring (figure shown in-line engine)
6. Slip space pipe (050.133) diagonally over cylinder head bolt (9) and
fasten with nuts (10).
7. Turning the hexagon nuts uniformly and alternately, pull out the top
land ring until it is loose.
8. Fasten rope (2) with shackle (002.452) to support and attach rope to
lifting tackle. (Depending on engine type, choose the correct
suspension point).
9. Screw pilot rod (034.006) into support.
10. Carefully pull top land ring out in upward direction, guiding it with pilot
rod.
11. Put top land ring down on a wooden pad and remove tools.
12. Loosen sealing ring (4) and remove it.
6629
050.01--02 E
07.97
32/40
102/ 04
Operating sequence 2 -- Install the top land ring
1
2
3
4
5
6
7
8
9
Backing ring
Rope
Hexagon nut M16
Sealing ring
Cylinder liner
Top land ring
Piston
O-ring seal
Cylinder head bolt
Figure 2. Installation of the top land ring in the backing ring (figure shows in-line engine)
Starting condition
Top land ring cleaned.
Steps
1. Fit new O-ring seals lubricated with acid-free grease in the ring
grooves (8), taking care that these are evenly tensioned over the
entire circumference and that they are not distorted.
2. Fit a new sealing ring (4) in the groove.
3. Place the support (050.098-1) on the top land ring (6).
4. Screw three hexagon head bolts (050.098-5) into pocket bore holes
on the top land ring, hand-tight.
5. Slip support (050.098:12) over threaded rods, screw on hexagon
nuts (3).
Important! Take care that the distance between support and
support is the same on all threaded rods.
6. Fasten rope (2) with shackle (002.452) to support and attach rope to
lifting tackle. (Depending on engine type, choose the correct
suspension point).
7. Screw pilot rod (034.006) into support.
8. Carefully insert top land ring backing ring (1), guiding it with pilot rod
(cf. Figure 2).
Important! Take care that the distance between the supports is the
same on all threaded rods.
9. Remove tools.
10. Screw back thrust bolts (050.099-15) of support (050.099-1).
11. Place support on backing ring. In doing so, watch for position of
recess for sleeve (12).
12. Fasten support to backing ring using hexagon head bolts (11).
13. Screw the thrust bolt down to upper edge of top land ring.
14. Press down top land ring by turning thrust bolts uniformly and
alternately, until top land ring contacts the cylinder liner.
Attention! When pressing down top land ring, take care that it
does not tilt in the backing ring.
15. Remove tools.
16. Mount the engine components that had been dismantled; mount the
pipes and screwed connections. Fill cooling water in engine.
6629
050.01--02 E
07.97
32/40
103/ 04
17. On completion of assembly work, and with the appropriate cooling

water pressure existing, verify that the O-ring seal are in order. No
water should leak from control bores (A).
18. With the engine running, verfiy that no gas leaks through the control
bores (A).
1 Backing ring
6 Top land ring
M Marking
AGS Exhaust counter side
Figure 3. Backing ring/top land ring
1
4
5
6
8
9
11
Backing ring
Sealing ring
Cylinder liner
Top land ring
O--ring seal
Cylinder head bolt
Hexagon head bolt
M16x35
12 Sleeve
A Control bore for
cooling water leakage
and gas tightness
Figure 4. Pressing down top land ring
6629
050.01--02 E
07.97
32/40
104/ 04
Cylinder liner
Measuring
050.02

Brief description
Cylinder liners are to be checked within the scope of maintenance and
repair work.
Qty Designation
No.
Availability
1 Gauge bar 32/40
050.097
Standard
1 Gauge bar 40/54
050.096
Standard
1 Gauge bar 48/60
050.095
Standard
1 Gauge bar 58/64
050.094
Standard
1 Micrometer (inside) 32/40
050.038
Optional
050.002
Optional
050.062
Standard
050.107
Standard
Preliminary remarks
Cylinder liners are not worn out completely evenly on the circumference
and along the running face. The wear values are limited and that for both
the ovality and the maximum wear. This way, sealing problems and overloading of the piston rings are to be avoided.
Regular checks provide a basis for optimising the operating conditions and
for decisions concerning a possible replacement of the cylinder liner.
Operating sequence 1 - Measure the cylinder liner
Starting condition
6682
Cylinder head, top land ring (if existing) as well as piston and connecting
rod removed. Cylinder liner thoroughly cleaned, especially in the upper
area and in the area of the gauge bar stop, on the top face.
050.02--01 E
04.98
32/40, 40/54, 48/60, 58/64
101/ 03
Steps
1. Insert the gauge bar in the cylinder liner. See Figure 1. The measuring bar is held magnetically on the running face and on the top face
of the collar. The number and positions of the measuring points are
fixed by means of the bores in the bar.
Important! Measuring point 1 is only relevant for cylinder liner designs without top land ring. For measuring, the spacer (8) is to be removed. For cylinder liner designs with top land ring, measuring is started
at measuring point 2.
2. Heat up the inside micrometer to the temperature of the cylinder liner
and insert it successively into all of the bores of the gauge bar. Determine the dimensions in longitudinal direction of the engine and
transversely to it and note them down.
3. Determine the temperature of the cylinder liner during measurement
and note it down.
4. Enter dimensions in engine log book and compare with the max. permissible values (refer to operating manual, Section 2.5).
Attention! In case the values measured exceed the max. permissible values for wear or ovality, the cylinder liner must be renewed.
The wear is the difference from the values measured minus nominal dimension. The ovality is the difference from the values measured (in transverse and in longitudinal direction) of each plane.
1-6
7
8
9
10
11
Measuring point
Knurled screw
Spacer
Cylinder liner
Gauge bar
Inner screw gauge
Figure 1. Measuring the cylinder liner
6682
050.02--01 E
04.98
32/40, 40/54, 48/60, 58/64
102/ 03
Cylinder diameter (mm)
M
Measuring
i plane
l
1
2
3
4
5
6
Cylinder liner
temperature during
measuring
Condition of running
surface
Cyl. 1
trans- longituverse
dinal
--580.82 580.75
580.76 580.60
580.30 580.30
580.20 580.20
580.83 580.75
Cyl. 2
trans- longituverse
dinal
Cyl. 3
trans- longituverse
dinal
Cyl. 4
trans- longituverse
dinal
and
d so
on
30 &
perfect
Table 1. Measuring log (example: L 58/64 engine)
6682
050.02--01 E
04.98
32/40, 40/54, 48/60, 58/64
103/ 03

050.03

Brief description
Cylinder liners are to be removed and cleaned at regular intervals.
Qty Denomination
No.
Availability
1 Suspension device
050.128
Standard
050.128--1
Standard
2 Shackle A0.6
002.452
Standard
050.099
Standard
1 Support
050.099--1
Standard
2 Thrust bolt
050.099--15
Standard
1 Pilot rod
034.006
Standard
1 Shackle A1.6
002.454
Standard
2 Eye bolt M20
000.155
Standard
--
Standard
--
Inventory
--
Inventory
Related work cards
6629
050.03--02 E
Work card
Work card
034.01
050.02
09.98
Work card
32/40
101/ 04
Technical details
Term
Information
407.5 kg
Backing ring
233.5 kg
Cylinder liner
172.5 kg
Preliminary remarks
On this occasion, the wear and ovality are to be checked, the running
surface appearance is to be examined, the internal and exterior surfaces
and the oil bores are to be cleaned, and the sealing rings to be renewed.
These jobs provide information that is essential for system operation and
contributes to ensuring operational reliability.
Cylinder liners are usually pulled without dismantling the backing ring.
They have only to be dismantled together if the backing ring is to be
replaced or if better accessibility is required.
1 Cylinder head bolt

2 Rope
3 Hexagon head bolt
M16x35
4 Backing ring
5 Crankcase
6 Cylinder liner
7 O-ring seal
8 Sleeve
9 O-ring seal
10 O-ring seal
11 Sleeve
A Control bore for
cooling water leakage
Figure 1. Removal/reinstallation of the cylinder liner (with backing ring) -- illustration shows in-line engine
Operating sequence 1 -- Removing the cylinder liner/dismantling the backing ring
Starting condition
Big-end bearing attached to balance weight by means of turning stirrup,

piston with conrod shank dismantled, all the piping and screwed
connections on the backing ring removed.
050.02.
1. Clean and measure the cylinder liner (6) -- see work card 050.02
2. Screw back the thrust bolts (050.099-15) in the support (050.099-1).
Steps
6629
050.03--02 E
09.98
32/40
102/ 04
3. Attach the support to the backing ring by means of hexagon head

bolts (3), making sure that the branch socket for the pilot rod
(034.006) is on the exhaust counter side. Figure 1.
4. Screw the thrust bolts up to the cylinder liner top edge to avoid that
the backing ring (if loose) drops down as the pulled-out cylinder liner
is put down.
5. Attach the rope (2) to shackle (002.454) and lifting tackle and fasten
the shackle to the support (depending on type of engine, choose
correct suspension point). Screw the pilot rod into the branch socket
on the support.
6. Appropriately cover the crankcase, especially on the sides, so as to
prevent the penetration of dirt from the cooling spaces into the
big-end and main bearings.
7. Pull the cylinder liner and backing ring upward out of the crankcase in
parallel with the cylinder centre line, guiding the cylinder liner with the
pilot rod.
Attention! When pulling the cylinder liner, take care not to
damage the cylinder head bolts.
2 Rope
6 Cylinder liner
M16x50
17 Hexagon nut M16
Figure 2. Suspending the cylinder liner
8. Put the cylinder liner and backing ring down onto a wooden pad.
9. Screw two eye bolts (000.155) into the backing ring.
10. Detach the shackle from the support. Unhook the rope and attach it
to the eye bolts by means of shackles. Tighten the rope.
11. Screw two thrust bolts back by a few turns, slightly slacken the lifting
tackle and work the backing ring loose by careful knocking (use a
wood or copper rest).
12. Detach the support and lower the backing ring onto a wooden pad.
13. Fasten the clamping piece (050.128-1) around the cylinder liner.
Figure 2.
14. Attach rope to shackle (002.452) and lifting tackle, and attach the
shackle to the clamping piece.
15. Lift the cylinder liner out of the backing ring, and put it down on a
wooden pad.
16. Clean the cylinder liner and backing ring.
Operating sequence 2 -- Install the cylinder liner
Starting condition
Cylinder liner thoroughly cleaned on the inside and outside. Cylinder liner
measured on the inside (deep scoring of the piston running surface, or
excessive wear call for a replacement of the cylinder liner, especially if the
maximum admissible wear has been reached in the area of the top
compression ring at TDC or ovality has become excessive; refer to
operating manual, Section 1). Lube oil bores purged, sealing faces
thouroughly cleaned, without defects. Crankcase covered by appropriate
means. Cylinder liner standing in the backing ring.
Steps
1. Lubricate new O-ring seals (7) with acid-free grease and insert them
in the ring grooves, making sure that they are evenly tensioned over
the whole circumference, and not distorted.
6629
050.03--02 E
09.98
32/40
103/ 04
2. Attach the rope to two eye bolts (000.155) by means of shackle

(002.452) and suspend rope from lifting tackle.
3. Pull the backing ring (4) over the cylinder liner (6) from below, taking
note of the O-ring seals.
Attention! Ensure correct position of marking (M) backing
ring/cylinder liner (see Figure 3).
4. Screw back the thrust bolts (050.099-15) in the support (050.099-1).
5. Fasten support to backing ring by means of hexagon head bolts (3)
and screw two thrust bolts up to cylinder liner top edge.
Tip! When placing the support on the backing ring make sure that the
branch socket for the pilot rod is on the exhaust counter side (AGS).
6. Detach the rope from the eye bolts.
7. Attach rope to shackle (002.454) and fasten shackle to support.
Screw the pilot rod (034.006) into support.
8. Carefully introduce the backing ring with cylinder liner into crankcase
(5), guiding the cylinder liner by means of the pilot rod.
Attention! Ensure correct position of backing ring relative to
sleeves (8). Take care not to damage cylinder head bolts (1) during
installation.
9.
10.
11.
12.
Dismount the tool, remove the covering of the crankcase.

Measure the cylinder liner.
Remount the piping and restore the screwed connections.
On completion of assemby work (cylinder head in place, cylinder
head bolts tightened) and with the proper cooling water system
pressure built up, check wheter O-ring seals are in order and make
sure that no water leaks on the control bores (A).
Attention! If a new cylinder liner has been installed, it has to be

run in as specified (refer to operating manual, Section 3).
3 Hexagon head bolt

M16x35
4 Backing ring
6 Cylinder liner
11 Sleeve
13 Washer
15 Sleeve
M Marking backing ring/
cylinder liner
Figure 3. Suspending the backing ring, marking backing ring/cylinder liner
6629
050.03--02 E
09.98
32/40
104/ 04
Cylinder liner (without backing ring)

Removing and Installing
050.04

measure components,
assess running surface appearance/wear condition.
Brief description
Cylinder liners are to be removed and cleaned in regular intervals.
Quant Denomination
No.
Availability
2 Spacer pipe
050.133
Standard
050.129
Standard
1 Cross tie
050.129--1
Standard
1 Support (upper)
050.129--5
Standard
1 Support (lower)
050.129--12
Standard
1 Spindle (short)
050.129--21
Standard
1 Spindle (long)
050.129--27
Standard
1 Spherical disk
050.129--33
Standard
1 Ball cup
050.129--34
Standard
1 Suspension device
050.128
Standard
050.128--1
Standard
2 Shackle A0.6
002.452
Standard
1 Shackle A1.6
002.454
Standard
1 Ring nut M30x3
000.186
Standard
--
Standard
--
Inventory
2 Wood (for placing underneath)
--
Inventory
--
Inventory
Related work cards
6629
050.04--02 E
Work card
Work card
034.01
050.02
07.97
Work card
32/40
101/ 04
Technical details
Term
Information
Cylinder Liner
172.5 kg
Preliminary remarks
Check the wear condition and ovality, examine the running surface
appearance, clean the inner and outer surfaces and the oil bores, and
replace the sealing rings. This work provides information that is essential
for system operation, and contributes to ensuring operational reliability
Cylinder liners are usually pulled without dismantling the backing ring.
Removal of both will only become necessary if the backing ring has to be
exchanged or if better accessibility is required.
1
3
4
5
6
7
8
10
11
12
Cylinder head bolt

Collar nut
Backing ring
Crankcase
Cylinder liner
O-ring seal
Hexagon nut M30
O-ring seal
Sleeve
Nut
Figure 1. Removal of cylinder liner (illustration shows in-line engine)
Operating sequence 1 -- Remove the cylinder liner
Starting condition
Piston with conrod shank dismantled, big-end bearing with turning stirrup
attached to balance weight and turned into a position permitting easy
access to the cylinder liner from below.
050.02.
1. Clean and measure the cylinder liner (6) - see work card 050.02
2. Introduce the lower support (050.129-12) through the crankcase
opening and place it against the cylinder liner. Figure 1.
Steps
Attention! Once the lower support has been fitted, do not turn
the crankshaft.
3. Slip the long spindle (050.129-27) into support and fasten by means
of hexagon nut (8).
6629
050.04--02 E
07.97
32/40
102/ 04
4. Fit the upper support (050.129-5) on spindle, place on the cylinder

liner and fasten by means of hexagon nut (8).
5. Screw spindle (050.129-21) onto long spindle, slip the cross tie
(050.129-1) over spindle and place on backing ring (4).
Important! When fitting the cross bar, take note of sleeves
(11).When fitting the cross tie, take note of sleeves (11).
6. Fit ball cup (050.129-34) over spindle and place on cross tie.
7. Grease the spherical disk (050.129-33) and fit over spindle on ball
pan. Screw on the collar nut (3).
8. Slip spacer pipes (050.133) in diagonal order over cylinder head bolts
(1) and fasten with nuts (12).
2 Rope
6 Cylinder liner
M16x50
17 Hexagon nut
M16
Figure 2. Suspending the cylinder liner
9. Cover the crankcase by appropriate means, especially on the sides,

to prevent penetration of dirt from the cooling spaces into big-end and
main bearings.
10. Detach the cylinder liner by tightening the collar nut, and pull it upward.
Attention! In case of V-type engines remove cross tie (050.129-1)
and fasten shackle to suspension point of rib.
11. Screw ring nut (000.186) onto spindle, attach rope (2) to shackle
(002.454) and lifting tackle, and fasten shackle to ring nut.
12. Pull the cylinder liner out upward in parallel with cylinder centre line.
(11).During cylinder liner removal, take care not to damage the cylinder
head bolts.
13. Put cylinder liner down on wooden pad.
14. Detach the tools
15. For further transport, fasten the clamping piece (050.128-1) around
the cylinder liner. Attach rope to shackle (002.452) and lifting tackle,
and fasten shackle to clamping piece. Figure 2.
16. Clean the cylinder liner.
Operating sequence 2 -- Install the cylinder liner
Starting condition
Cylinder liner thoroughly cleaned internally and externally. Cylinder liner

measured on inside (deep scoring in the piston running surface or
excessive wear call for replacement of cylinder liner, especially if the
maximum admissible wear has been reached in the area of the top
compression ring at TDC, or ovality has become excessive). Lube oil
bores purged, sealing faces thoroughly cleaned and without defects.
Crankcase covered by appropriate means. Cylinder liner standing on
wooden pad, lower support (050.129-12) inserted in cylinder liner.
Steps
1. Lubricate new O-ring seals (7) with acid-free grease and fit in ring
grooves, making sure that they are evenly tensioned over the entire
circumference, and not distorted.
6629
050.04--02 E
07.97
32/40
103/ 04
2. Slip the long spindle (050.129-27) into support and fasten by means
of hexagon nut (8). Figure 3.
3. Place the upper support (050.129-5) over spindle and onto cylinder
liner (6) and fasten by means of hexagon nut (8).
Attention! In case of V-type engines fasten shackle to
suspension point of rib.
4. Screw ring nut (050.186) onto spindle, attach rope (2) to shackle
(002.454) and lifting tackle, and fasten shackle to ring nut. Lift the
cylinder liner.
5. Carefully introduce the cylinder liner into backing ring (4) and
crankcase (5).
(11).When fitting the cylinder liner note correct position of marking (M)
backing ring/cylinder liner and make sure that cylinder head bolts are in
order. Figure 4.
6.
7.
8.
9.
Detach the tool.

Uncover the crankcase.
Measure the cylinder liner.
On completion of assembly work (cylinder head in place, cylinder
head bolts tensioned) and with the appropriate cooling water system
pressure built up, verify that O-ring seals are in order and water does
not leak from control bore (A).
Attention! If a new cylinder liner has been installed, it is to be

run in as specified (see operating manual, Section 3).
1
2
4
5
6
8
10
11
Cylinder head bolt

Rope
Backing ring
Crankcase
Cylinder liner
Hexagon nut M30
O-ring seal
Sleeve
Figure 3. Installing the cylinder liner
4
6
11
13
14
15
AGS
M
Backing ring
Cylinder liner
Sleeve
Disk
Hexagon head bolt
Sleeve
Exhaust counter side
Marking backing ring/
cylinder liner
Figure 4. Marking on backing ring and cylinder liner for correct installation
6629
050.04--02 E
07.97
32/40
104/ 04
Cylinder liner
Honing
050.05

check state/wear condition of components,
restore running face,
Brief description
Cylinder liners are to be checked at regular intervals, and the original
running face geometry is to be restored.
honing of the reversing zone of the piston rings,
honing of the complete running face.
Qty Denomination
No.
Availability
1 Honing device
050.152
Optional
1 Rope tackle with remote control
050.152--1
Optional
1 Cross tie
050.152--2
Optional
2 Adapter
050.152--5
Optional
4 Stop for stroke limit
050.152--6
Optional
1 Guide arm with control valve
050.152--7
Optional
1 Extension
050.152--8
Optional
1 Drive unit
050.152--9
Optional
1 Air connection with universal joint
050.152--10
Optional
1 Honing head
050.152--11
Optional
1 Tank
050.152--12
Optional
1 Funnel
050.152--13
Optional
2 Tension spring strip
050.152--16
Optional
1 Air supply station
050.152--17
Optional
1 Spray nozzles
050.152--20
Optional
3 Cleaning brush
050.152--21
Optional
1 Oil for air oiler
050.152--23
Optional
1 Support
050.152--24
Optional
2 Extension pipe
050.152--27
Optional
3 Ball--bearing
050.152--28
Optional
1 Honing stone (set) for unhardened cylinder liners
--
Optional
1 Honing stone (set) for laser--hardened cylinder

liners
--
Optional
6632
050.05--01 E
08.97
V 32/40
101/ 08
Qty Denomination
No.
Availability
1 Cleaning agent (Diesel oil/petroleum)
--
Inventory
1 Collecting tank
--
Inventory
--
Inventory
Related work cards
Work card
Work card
034.01
050.02
Work card
Preliminary remarks
Cylinder liners require rehoning when piston rings are to be replaced or
after the maintenance interval has expired. Honing will restore the original
state of roughness of the cylinder liner running surface. This roughness is
necessary to ensure a sufficiently thick and properly adhering lubricating
film. While the original microgeometry can largely be restored, no influence
can be taken on the wear profile, i.e. the macrogeometry of the cylinder
liner.
The usual procedure is that in a first pass the TDC zone of piston rings is
honed, and in a second pass the entire running surface of piston rings.
Honing of the cylinder liner is not very time-consuming. However, the use
of the tool and the job proper, and judging the results require care and a
certain amount of experience. We therefore recommend that MAN B&W
personnel is entrusted with this job, at least the first time for instruction.
Technical/functional description
The honing tool essentially consists of:
the cable hoist (1)

the drive unit (11)
the lubricator (18 and 20)
the guide elements (2 to 4, 6 and 7), and
the portable air supply station (23).
The honing tool is driven and controlled by means of compressed air.
The fittings of the air supply station serve the purposes of air filtering,
water draining and oil admixing.
The regulating valves at the compressed air outlets serve to preset the
reciprocating and rotational velocity of the honing head, and the contact
pressure of the honing elements. The hoisting motor for lifting and
lowering is operated by pushbuttons of the remote control (5).
The ball cock on the guide arm (7) serves to switch the drive unit (11) on
and off. The slide valve next to it is used to control the contact force of the
honing elements.
The lubricator consisting of the tank (20) and the spray nozzles (18) is
used to lubricate the grinding zone and to clean the grinding dust away.
The lubricant/cleanser is collected in a funnel (16) attached to the lower
rim of the cylinder liner, and disposed. Exchanging the grinding elements
against cleaning brushes (14) permits mechanical cleaning of the cylinder
liner (19).
6632
050.05--01 E
08.97
V 32/40
102/ 08
The tool can be adjusted to various diameters, and matched to different

reciprocating lengths by means of extensions and adapters.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
23
24
Rope tackle
Cross tie
Extension tube
Stop for limitation of
reciprocation
Remote control
Adapter
Guide arm with
control valves
Extension
Support
Cylinder head bolt
Drive unit
Air connection with
universal joint
Grinding element with
honing stones
Cleaning brush
Honing head
Funnel
Tension spring strip
Spray nozzle
Cylinder liner
Tank
Air supply station
Ball-bearing
Figure 1. Pneumatic honing tool as mounted
6632
050.05--01 E
08.97
V 32/40
103/ 08
23
26
27
28
Air supply station

Filter/water separator
Oiler
Pressure regulating
valve
29 Pressure gauge
A Compressed air supply

B Compressed air to the
hoist motor
(reciprocation velocity)
C Compressed air to
drive unit (speed)
D Compressed air to
guide arm/honing head
(contact pressure)
Figure 2. Air supply station (viewed from the side and from top)
16
19
24
31
32
Funnel
Cylinder liner
Ball-bearing
Hose
Collecting tank
Honing angle
Figure 3. Honing the cylinder liner (starting position)
Operating sequence 1 -- Honing the zone of piston ring reversal, TDC (nip area)
Starting condition
6632
Cylinder head dismantled, piston with conrod shank removed, big-end

bearing attached to balance weight by means of turning stirrup and turned
sideward far enough to permit the funnel to be mounted. Cylinder liner
050.05--01 E
08.97
V 32/40
104/ 08
cleaned (from coke and lube oil) and measured (cylinder liner has not yet
reached limits of maximum wear; for limit values, see B1). Bore hole
outlets for cylinder lubrication plugged by means of plasticine or pasty
grease. Crank gear covered by appropriate means. Funnel attached to
lower end of cylinder liner, and hose connected outward into the collecting
tank. Honing tool assembled and adjusted in accordance with separate
description.
Important! The zone of piston ring reversal is to be honed in a first
pass using the short honing stones, followed by honing of the entire
running surface contacted by the piston rings (see operating sequence 2).
Steps
1. Mount the honing stones (20 mm long) to each of the honing

elements (13) at the same level in way of the middle part of the
honing elements.
Tip! Short honing stones can be prepared by breaking long honing
stones. For this purpose, cut a notch into the stone using a steel saw
blade, mount the stone in the vice and break it.
2. Fit the ball-bearings (24) to the honing head (15).
3. Carefully introduce the honing head into the cylinder liner (19).
4. Adjust ball-bearings, thereby centering the honing head in the
cylinder liner.
5. Using the stops (4), limit the reciprocating movement of the honing
head in the cylinder liner (19) so that the top edge of the honing
stones projects approx. 10 mm beyond the top dead centre of the top
piston ring and a reciprocation path of 40 -- 50 mm results.
6. Adjust the spray nozzles (18) so that the issuing lubricant is
distributed over the honing area.
7. Close the stop cock of the tank (20) and top up the tank with lubricant
(Diesel fuel, gas oil or kerosene).
Caution! Do not smoke, do not use open flames - fire hazard!
8. Open the stop cock on the tank. Verify that lubricant issues from the
spray nozzles and distributes over the honing area. Verify that the
lubricant is without leakage losses collected in the funnel (16) and
passed to the collecting tank (32).
Important! Approx. 4 -- 6 litres of lubricant are required for honing
one cylinder liner. You should make sure to use an adequate amount of
lubricant for honing because it is desirable to wash off the grinding dust
immediately.
If passed through a fine-meshed fleece mat into the collecting tank, the
lubricant can be used several times.
However, after the honing treatment the cylinder liner is to be cleaned
using lubricant/cleanser that is still in its clean state.
9. After having tried the adjustment, start the honing tool and make the
honing stones contact the liner wall.
Proceed with the honing treatment by short, reciprocating upward
and downward strokes (20 -- 30 double strokes each) until the short
honing stones have been used up, which takes approx. 1 -1.5 minutes. During the honing process, the speed of the honing
head is approx. 35 rpm, the contact pressure is 2.5 bar. The short
stroke results in a narrow honing angle. When honing marks become
visible in the TDC zone of the top piston ring, honing is to be
discontinued. A rounded step that may have been left at the point of
top piston ring reversal is acceptable. A second set of short honing
stones is to be used and the process is to be repeated, if necessary.
10. Honing is to be finished as soon as a satisfactory grinding pattern has
been produced, and the supply of lubricant is to be stopped.
11. Move the honing head out of the cylinder liner and secure it in the top
position.
6632
050.05--01 E
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Operating sequence 2 -- Honing the entire cylinder liner running surface
Starting condition
Zone of reversal of piston rings at TDC honed, or cylinder liner shows but
slight incipient wear in the TDC zone.
Important! The purpose of this operating sequence is the
roughening of the upper cylinder liner area, where the honing marks have
disappeared in the course of time. Honing in the lower area should be kept
to the minimum possible; at the end of this operating sequence, however,
two double strokes should be made over the entire running surface
contacted by the piston rings. On laser-hardened cylinder liners, it should
be made sure that there is a gradual transition from the hardened parts of
the cylinder liner to the soft section below.
Steps
1. Mount six long honing stones on the honing head (15).

2. Carefully introduce the honing head into the cylinder liner (19),
adjusting the ball-bearings (24) again, if necessary.
3. Adjust the reciprocation of the honing head by means of stops (4) so
that the honing stones work in the upper half of the piston stroke
zone (the zone contacted by the piston rings), i.e. the honing stones
should with their top and bottom edges move approx. 100 mm
beyond these limits.
4. Adjust the spray nozzles (18) so that the issuing lubricant distributes
over the honing area. Top up the tank (20) with lubricant (Diesel fuel,
gas oil or kerosene).
Caution! Do not smoke, do not use open flames - fire hazard!
5. Open the stop cock of the tank. Verify that lubricant issues from the
spray nozzles and distributes over the honing area. Check whether
the lubricant is without leakage losses collected in the funnel (16) and
passed into the collecting tank (32).
Important! Approx. 10 litres of lubricant are required for the
honing of one cylinder liner.
Make sure to use enough lubricant for the honing process. The grinding
dust should preferably be washed away immediately.
6. After having tried the adjustment, start the honing tool and make the
honing stones contact the liner surface.
60 -- 65 reciprocations up and down (refer to Table 1) are required for
the honing of one cylinder liner at a reciprocating velocity of approx.
18 double strokes per minute (cf. Table 1). The entire honing time for
one cylinder liner normally is 3.5 -- 4 minutes, times at the upper limit
being required for the laser-hardened cylinder liners.
Speed of the honing head, approx. 35 rpm; contact pressure, 2.5 bar.
The reciprocating motion is to be controlled so that a honing angle ()
of 45 -- 60 (22.5 -- 30 ) relative to the horizontal is reached (for
template, see page 9). The desirable surface roughness Rz is 10 -15 m, both for laser-hardened and standard-type cylinder liners.
7. Stop the honing tool. Examine the surface roughness, the honing
angle and the honing pattern (cf. Table 2).
If this examination leads to a satisfactory result, two double strokes
covering the full zone of piston ring contact should subsequently be
made. The stops (4) should for this purpose be adjusted so that the
honing stones to some extent come out of the cylinder liner. The
honing head should during this operation not hit the funnel (16).
8. After the honing treatment, the cylinder liner is to be measured. If the
maximum admissible wear in the TDC zone of the top piston ring or
the maximum admissible ovality has been exceeded (for limits, refer
to B1), the cylinder liner has to be replaced.
9. Exchange the grinding elements (13) against hard cleaning brushes
(14).
6632
050.05--01 E
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10. Introduce the honing head and carefully remove (loosen/wash off)
any remnants of grinding at a reduced contact pressure of 0.5 -1.0 bar while the rotating and reciprocating velocities are the same.
Repeat the procedure with soft cleaning brushes, if necessary. An
ample amount of lubricant should be used for cleaning. A total of
approx. 50 double strokes is necessary. Fresh lubricant should be
used for the last pass. No grinding particles must be left (check with
the finger tips).
11. Detach the honing tool. Attach it to the next cylinder, or on
termination of the cleaning process store it at a safe place or in a
box.
12. Remove all of the plasticine or grease plugs from the bores of the
cylinder lubrication system. Remnants in the oil ducts should be
washed out by operating the cylinder lubricating pump.
13. Remove the funnel, taking care that no contaminating matter gets
into the running gear.
14. Submit the cylinder liner to a final, manual cleaning treatment.
Attention! After the piston has been installed and the cylinder
head mounted in place, the instructions as per Section B1 are to be
observed for putting into operation.
Reciprocation
(mm)
450
Type
32/40
Number of
double strokes
per min
18
Velocity
(rpm)
35
Time per
double stroke*
(s)
3.3
Number of
double strokes
required
60 - 65
Table 1. Parameters for the honing of cylinder liners

*
Applicable for a honing angle () of 45E
Alternative
Feature
Checking/Measuring
Surface roughness Rz,

measured in the TDC
zone for the top piston
ring and the middle of
top piston ring lift
Honing angle
Honing pattern, i.e. profile
and distribution
of honing lines,
occurrance of metall
jackets (glazing and
pitting along the
honing lines), unhoned
holes being left.
1
2
Technovit impression
Finger nail test and visual
(thermosetting synthetic) -- examination
permits later evaluation of
all three parameters
Measuring instrument
Goniometer
Examinations of
faxfilm impressions
(celluloseacetate film)
under the microscope
(50-fold magnification)
Angle template
Examination using a
pocket lense, visual
checking -- requires
empirical skill
Table 2. Examining the running surface of cylinder liners after honing
6632
050.05--01 E
08.97
V 32/40
107/ 08
X 135
45 Honing angle
Y 120
60 Honing angle
Figure 4. Auxiliary means for making a honing angle template
6632
050.05--01 E
08.97
V 32/40
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Cylinder head/Saftey valve
009...
012
020
021
027
030
034
050
Piston/Piston rings
055...
073
100
101...
101
111
112
113...
120
125
140...
160...
Camshaft drive
Operating device
Speed control
Main bearing valve
Charge air cooler
Pulse pick- up
Fuel injection pipe
200...
221
280...
300...
322
400
434
6682
055...--01 E
08.97
101/ 01
Cylinder head bolts

055.01

Brief description
Cylinder head bolts are to be checked at regular intervals by means of
checking bolted connection,
untightening,
tightening.
Safety requirements
- Engine shut--down
Quant Denomination
No.
Availability
4 Tension screw
055.157
Standard
4 Thrust pad
055.156
Standard
009.338
Optional
009.320
Standard
009.306
Standard
009.097
Standard
009.096
Standard
1 Tommy bar 10
000.263
Standard
--
Standard
Related work cards
Work card
Work card
Work card
000.30
000.32
009.01
009.03
6629
055.01--01 E
11.97
32/40
101/ 04
Operating sequence 1 - Check the cylinder head bolts
Starting condition
Protecting caps removed from the cylinder head bolts of the respective
cylinder.
Steps
1. Clean the threads of cylinder head bolts (4).

2. Screw the tension screws (055.157) up to contact with the cylinder
head bolts. Figure 1.
3. Slip thrust pads (055.156) over tension screws.
4. Screw hydraulic hydraulic tensioning tool (009.097 and 009.096) onto
tension screws, noting centricity of hydraulic tensioning tool/thrust
pad.
Attention! Prior to mounting the hydraulic tensioning tool make
sure that pistons have fully reset.
5. Turn the hydraulic tensioning tool back by 530 .
6. Connect high-pressure hoses (009.306) to hydraulic tensioning tool
and high-pressure pump (009.338) or hydraulic hand pump
(009.329).
009.03) and close
the gap produced between the thrust pads and hydraulic tensioning
tool by the turning back of hydraulic tensioning tool.
8. Pressurise the hydraulic tensioning tool until nuts (3) come loose.
Attention! The pressure is permitted to be max. 7% below and
000.33).
and 000.33
Note down the force required for loosening, and compare it with the
9. Adjust the specified tensioning pressure by means of the
high-pressure pump or by operating the hydraulic hand pump and
re-tighten the nuts.
11. Put the protection caps onto the cylinder head bolts.
12. Reset the pistons of the hydraulic tensioning tool (see work card
009.01).
009.01
6629
055.01--01 E
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32/40
102/ 04
1 Cylinder head
2 Rocker arm casing
3 Nut
4 Cylinder head bolt
Figure 1. Hydraulic tensioning tools mounted on the cylinder head bolts, and sectional view of a hydraulic tensioning tool
mounted.
Operating sequence 2 - Untightening the cylinder head bolts
Starting condition
Protecting caps removed from the cylinder head bolts of the respective
cylinder.
1. Mount hydraulic tensioning tools on cylinder head bolts (4) and
loosen nuts (3) - see Operating sequence 1, points 1 to 8.
2. Turn back the nuts (for angular amount of turning back, see work
card 000.30).
000.30
009.01).
009.01
Operating sequence 3 - Tighten the cylinder head bolts
Starting condition
Cylinder head in place, nuts screwed onto cylinder head bolts.
Steps
1. Fasten nuts (3) of cylinder head bolts (4) hand-tight, using tommy bar
(000.263).
2. Screw tension screws (055.157) up to contact with the cylinder head
bolts.
3. Slip thrust pads (055.156) over tension screws.
4. Screw hydraulic tensioning tool (009.097 and 009.096) to tension
screws, observing centricity of hydraulic tensioning tool/thrust pad.
Attention! Prior to mounting the hydraulic tensioning tool make
sure that pistons have been fully forced home.
5. Connect high-pressure hoses (009.306) to hydraulic tensioning tool
and high-pressure pump (009.338) or hydraulic hand pump
(009.320).
6. Switch the high-pressure pump or hydraulic hand pump (009.320) on
009.03) and load the cylinder head bolts to the
000.30). Secure the
specified tensioning pressure (see work card 000.30
nuts hand-tight using the tommy bar.
6629
055.01--01 E
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32/40
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8. Mount protecting caps on the cylinder head bolts.
009.01).
009.01
6629
055.01--01 E
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32/40
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Cylinder head
055.02

Brief description
Cylinder heads are to be disassembled within the scope of maintenance
and repair work.
Safety requirements
Qty Denomination
No.
Availability
1 Suspension device
055.158
Standard
1 Support
055.158--1
Standard
055.158--17
Standard
1 Pilot rod
034.006
Standard
1 Shackle A1.6
002.454
Standard
--
Standard
--
Inventory
--
Inventory
Related work cards
Work card
Work card
Work card
055.01
111.01
289.01
Technical details
Term
6632
055.02--01 E
Information
Cylinder head, complete
771 kg
Cylinder head
523 kg
09.99
V 32/40
101/ 04
Operating sequence 1 -- Remove the cylinder head
Starting condition
Cooling water in the engine drained to a level below the cylinder heads,
cooling water of injection valves completely drained.
Attention! Do not pass cooling water into bilge or waste water
system. Pump cooling water into separate container to reuse it
(cooling water additives).
Cocks in the fuel oil pipes closed. Shut-off valve on the compressed air
tank closed, starting air pipes without pressure.
Running gear turned to a position at which the piston of the respective
cylinder is at ignition TDC, cylinder head bolts unloaded. Cylinder head
cover removed.
1
4
7
16
17
18
Rope
Rocker arm casing
O-ring seal
Cylinder head
Charge-air pipe section
Screw plug
Figure 1. Cylinder head with suspension device mounted
Steps
1. Dismount all the pipes and attachments for pipes from the respective
cylinder head and rocker arm casing.
2. Remove part of the exhaust pipe covering.
3. Open the clamp on the exhaust-gas pipe connection
(refer to work card 289.01).
289.01
4. Unscrew the screw plug (18) and drain condensed water from the
charge-air pipe (17). Screw the screw plug back in place. Figure 1.
5. Loosen the pipe couplings on the charge-air pipe section (17) and
shift it.
6. Remove the delivery pipe of the injection pipe
434.01)
(refer to work card 434.01
6632
055.02--01 E
09.99
V 32/40
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7. Detach the starting air pipe from the starting valve

161.01).
(refer to work card 161.01
8. Screw off nuts (6).
9. Place the support (055.158-1) onto cylinder head (16) and attach it by
means of four hexagon bolts (055.158-17).
10. Attach rope (1) to support using shackle (002.454) and suspend from
lifting tackle (see Figure 1).
11. Screw in the pilot rod (034.006).
12. Lift the cylinder head, guiding it by means of the pilot rod, and put the
head down onto wooden pad.
Important! Do not damage cylinder head bolts (5) and studs.
13. To proceed with the work, dismount the rocker arm casing (4) from
the cylinder head, if necessary (refer to work card 111.01)
111.01 and
remove push rods.
14. Cover all the openings on the engine by appropriate means, blank off
the exhaust gas pipe connection using sealing cover.
055.03).
15. Clean the cylinder head (refer to work card 055.03
Operating sequence 2 -- Refit the cylinder head
Starting condition
Cylinder head cleaned, sealing faces between cylinder head and top land
ring, and between cylinder head and exhaust gas pipe cleaned. All the
covering means removed again, push rods in place, rocker arm casing
mounted on cylinder head.
11
13
16
19
20
21
22
O-ring seal
Supporting ring
Cylinder head
Sleeve
O-ring seal
Push rod
Sleeve
Figure 2. Connecting sleeves between the cylinder head and supporting ring
Steps
1. Check the sealing ring (14) and replace it if necessary.

2. Disassemble sleeves (22), remove the O-ring seals (11) and fit new
O-ring seals, after having lubricated them with acid-free grease,
making sure that they are evenly tensioned around the
circumference, and not distorted. Install the sleeves. Refer to
Figure 2.
3. Place the support (055.158-1) onto cylinder head (16) and attach it by
means of four hexagon bolts (055.158-17).
4. Attach rope (1) to support using shackle (002.454) and suspend it
from lifting tackle. Lift the cylinder head.
5. Screw the pilot rod (034.006) into the support.
6. Lubricate new O-ring seals (11 and 20) with acid-free grease and fit in
ring grooves, making sure that O-ring seals are evenly tensioned
over the whole circumference, and not distorted.
7. Move the cylinder head over cylinder centre line and lower it down,
guiding it by means of the pilot rod.
Important! Do not damage studs and cylinder head bolts, note the
position of sleeves (19 and 22). Put the thrust pad of the rocker arms onto
the cups of the push rods.
8. Screw nuts onto cylinder head bolts.
9. Slip the pipe couplings over the charge-air pipe section (17) and
111.01).
fasten them in place (refer to work card 111.01
6632
055.02--01 E
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V 32/40
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10. Mount the exhaust gas pipe to the cylinder head (refer to work card
289.01)
289.01 and mount the covering in place.
434.01).
11. Fit the delivery pipe of the injection pipe (refer to work card 434.01
12. Mount all the pipes and pipe attachments to the cylinder head, rocker
arm casing and starting valve.
13. Tension the cylinder head bolts to the specified pressure
055.01
14. Check the valve clearance, readjust if necessary
111.01
15. Top up the cooling water in the cylinder head and injection valve
cooling system, evacuate the air from the cooling water pipe.
16. Open all the cocks that have been closed.
Attention! Should the cylinder head continue leaking despite
correctly loaded cylinder head bolts, it has to be dismounted once
again, and the sealing ring has to be checked.
6632
055.02--01 E
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V 32/40
104/ 04
Cylinder head
Cleaning
055.03

Brief description
Cylinder heads have to be cleaned from soot and coke deposits at regular
intervals.
This includes:
cleaning of components
Related work cards
Work card
Work card
Work card
000.08
055.02
113.01
Operating sequence 1 -- Clean the cylinder head
Starting condition
Cylinder head dismounted, rocker arm casing and charge-air piping

section dismantled, inlet and exhaust valves removed.
Figure 1. Sectional view of a cylinder head dismounted
6629
055.03--01 E
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32/40
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Steps
1. Check the inlet and exhaust valve ducts and the combustion space
side for deposits and clean these away, taking care not to damage
the surfaces.
2. Check the cooling spaces for deposits, and remove any deposits
found (see work card 000.08).
000.08
3. Clean the cylinder head top side from oil sludge.
4. Fit the inlet and exhaust valves (see work card 113.01).
113.01
6629
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32/40
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Sealing face on cylinder head

and sealing groove in top land ring
Grinding
055.04

Brief description
The sealing face on the cylinder head and the sealing groove in the top
land ring are to be checked every time the cylinder head is removed, and
remachined if necessary.
The work includes:
grinding of the sealing face and the sealing groove.
Quant Denomination
No.
Availability
1 Grinding tool
050.119
Optional
1 Grinder
050.119--1
Optional
2 Bow
050.119--2
Optional
1 Shackle A0.6
002.452
Standard
1 Eye bolt M12
000.142
Standard
--
Standard
1 Depth gauge
--
Inventory
1 Grinding paste (silicon--free)
--
Inventory
Related work cards
Work card
Work card
Work card
050.01
055.02
055.05
Preliminary remarks
Important! This grinding tool can be used for the cylinder head and
top land ring. The correct side for each case is shown in Figure 1.
After the sealing face or sealing groove has been remachined, the gap (A)
between the cylinder head and top land ring should be not less than 0.5
mm (refer to Figure 2 in the Section Operating sequence).
6629
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1 Hexagon head bolt

M12x25
2 Cylinder head
3 Top land ring
B Sealing face
C Sealing groove
Figure 1. Grinding the sealing face on the cylinder head (figure on the left) and the sealing groove in the top land ring (figure on
the right)
Operating sequence 1 -- Grind the sealing face on the cylinder head and/or sealing groove in the top
land ring
Starting condition
Cylinder head dismantled and mounted in reversing jig. Top land ring
dismantled, sealing ring taken out.
Steps
1. Attach the bow (050.119-2) to grinding wheel (050.119-1), bearing in

mind whether the sealing face (B) or the sealing groove (C) are to be
ground.
2. Apply grinding paste to grinding wheel.
Tip! Do not apply excessive amount of grinding paste.
3. Place the grinding tool onto the sealing face or into the sealing
groove, refer to Figure 1.
Tip! Possibly use shackle (002.452) to attach grinding tool to rope and
place it on cylinder head or top land ring using the lifting tackle.
4. Exercise a turning, reciprocating motion with the grinding tool and lift
it inbetween so as to permit the grinding paste to redistribute.
Important! Do not grind off more material than required to leave
the sealing face and / or sealing groove bright and free of damage over the
full width; therefore, inspect the sealing face or sealing groove several
times during the grinding process.
6629
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08.97
32/40
102/ 03
5. On completion of the grinding, take the grinding tool (050.119) off and
clean the sealing face and/or sealing groove carefully.
6. Determine the gap (A) between the cylinder head (2) and the top land
ring (3) by differential measuring on several points.
Minimum gap with: 0.5 mm
2
3
4
5
6
Cylinder head
Top land ring
Sealing ring
Cylinder liner
Supporting ring
A Gap
Figure 2. Gap between the top land ring and the cylinder liner with the sealing ring
fitted
6629
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Cylinder head with turnover stand

Machining
055.05

Brief description
On cylinder heads, various jobs are to be carried out at regular intervals.
For this purpose, the turnover stand is to be used.
The work includes:
clamping components.
Qty Designation
No.
1 Turnover stand
055.153
--
Availability
Optional
Standard
Technical details
Term
Information
Cylinder head
503 kg
General
The turnover stand is suitable for:
- thorough cleaning and checking of cylinder heads (cf. work card

-
055.03),
055.03
grinding of valve seat faces in the cylinder head,
checking of valve seats (cf. work card 113.03
113.03),
measuring of inlet and exhaust valve seat faces,
removing and installing the valve seat rings in the cylinder head (cf.
work card 113.04).
113.04
Operating sequence 1 -- Clamping of cylinder head
Starting condition
Cylinder head suspended on lifing tackle with suspension device.
Steps
1. Fasten adapter plates (2 and 9) to cylinder head (8).

2. By turning hand wheel on turnover gear (3), position receiver head (4)
so that fastening bracket (5) is situated on top (see illustration).
3. Open fastening bracket and locking bar (10).
6629
055.05--01 E
09.03
32/40
101/ 02
4. Place cylinder head (see illustration) and clamp it tight, using

fastening bracket. Lock the locking bar.
5. Remove suspension device. With the arresting lever (7) folded up,
the cylinder head may now be moved to any desired position by
turning the hand wheel (arresting is possible in every 45--degree
position).
Attention! When working on the cylinder head, it is absolutely
necessary to engage arresting lever into one of the grooves in the
receiver head (4).
6. The adapter plates may be stored by fastening them to the frame (1).
1
2
3
4
5
Frame of turnover stand

Adapter plate
Turnover gear
Receiver head
Fastening bracket
6
7
8
9
10
Turning shaft axle

Arresting lever
Cylinder head
Adapter plate
Locking bar
11
12
13
14
Exhaust valve
Inlet valve
Receptacle
Envelope circle (cylinder
head with valves)
Figure 1. Cylinder head clamped into the turnover stand
6629
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32/40
102/ 02

Checking
057.01

free components from contaminations/residues,
Brief description
The safety valve on cylinder head has to be examined for ease of motion
at regular intervals.
disassembling components,
cleaning components,
adjusting opening pressure,
assembling components.
Safety requirements
- Engine shut--down
Qty Denomination
No.
Availability
1 Pressure tester
221.146
Standard
1 Reducing piece
009.332
Standard
1 Delivery pipe
008.079
Standard
1 Fuel hand pump
008.032
Standard
1 Pliers for retaining rings A 19--60
002.122
Standard
--
Standard
1 Receptacle
--
Inventory
1 Hook spanner
--
Inventory
--
Inventory
1 Lubricant for hot parts
--
Inventory
1 Anti--corrosion oil
--
Inventory
Operating sequence 1 -- Check the safety valve
Important! Safety valves that are leaking have to be replaced as

complete units.
Steps
1. Dismount the safety valve (2). Refer to Figure 1.
6682
057.01--01 E
07.98
General
101/ 03
2. Remove the retaining ring (16) and pull off the protecting cap (15).
Refer to Figure 2.
3. Clean the safety valve on the outside.
4. Mount the safety valve in a vice.
5. Screw the delivery pipe (008.079) onto the fuel hand pump (008.032)
via pipe connection (9), and screw the connection tight.
6. Top up the tank (5) of the fuel hand pump with anti-corrosion oil.
Important! Make sure that the anti-corrosion oil filled into the tank is
absolutely clean; otherwise, failures may occur in the hand pump or safety
valve.
1
2
3
4
Indicator valve
Safety valve
Seal
Cylinder head
Figure 1. Safety valve mounted in place
7. Place the receptacle (8) underneath the free delivery pipe end,
operate the hand lever (7) on the fuel hand pump until bubble-free
anti-corrosion oil emerges.
8. Screw the reducing piece (009.332) complete with seal (3) to the
safety valve, and tighten.
11
12
13
14
15
16
17
18
19
20
21
22
Lower part of casing

Valve cone
Slotted nut
Parallel pin
Protecting cap
Retaining ring
Compression spring
Upper part of casing
Taper pin
Valve stem
Lead seal
Locking wire
Figure 2. Sectional drawing of the safety valve
9. Connect the delivery pipe to the reducing piece and tighten.

10. Place the receptacle underneath the safety valve.
11. With the shut-off valve (6) opened, slowly actuate the hand lever of
the fuel hand pump until the pressure gauge (10) nearly indicates the
specified opening pressure. For ignition pressure and related
opening pressure, see the Operating instruction manual, Section 2.5.
The safety valve must not be leaking at pressures up to closely below
the opening pressure.
6682
057.01--01 E
07.98
General
102/ 03
Attention! Accident hazard by needle-like or razor-sharp oil jets if

the sealing element is leaky.
Important! It is inadmissible to eliminate leaks on the safety valve
by increasing the tension of the valve spring.
12. Increase the pressure until the safety valve opens (for readjusting the
opening pressure, if necessary, refer to operating sequence 2).
13. Dismount the pressure tester from the safety valve.
14. Take the safety valve out of the vice.
15. Thoroughly clean the safety valve.
Attention! Having checked it, clean the safety valve from
anti-corrosion oil; otherwise, there is a fire hazard.
16. Slip on the protecting cap and mount the retaining ring.
17. Mount the safety valve complete with new seal on the engine.
Operating sequence 2 -- Readjust the opening pressure
Starting condition
Safety valve mounted in vice and connected to pressure tester. Checking

revealed that opening pressure is too low or too high.
Steps
1. Undo the locking wire (22) and the lead seal (21).
2. Loosen the slotted nut (13) using the hook spanner, and slightly turn
it back.
3. With the pressure gauge (10) switched on, i.e. with the shut-off valve
(6) opened, actuate the hand lever (7) of the fuel hand pump
(008.032). Change the position of the upper part of the casing (18)
until the pressure gauge indicates the specified opening pressure and
the valve cone (12) opens.
4. Apply HSC Molycote paste to the slotted nut and, using the hook
spanner, screw in onto the upper part of the casing until contact is
established.
5. Check the opening pressure again.
6. Rebore the upper part and lower part (11) of casing and the slotted
nut, and secure with locking wire.
Important! Take care that no contaminating matter/solid particles
can enter the interior of the safety valve.
2
3
5
6
7
8
9
10
Safety valve
Seal
Tank
Shut-off valve
Hand lever
Receptacle
Pipe connection
Pressure gauge
Figure 3. Safety valve mounted to pressure tester
6682
057.01--01 E
07.98
General
103/ 03
Crankcase cover/Saftey valve/

Coverings
009...
012
020
021
027
030
034
050
055...
Piston/Piston rings
073
100
101...
101
111
112
113...
120
125
140...
160...
Camshaft drive
Operating device
Speed control
Main bearing valve
Charge air cooler
Pulse pick- up
Fuel injection pipe
200...
221
280...
300...
322
400
434
6682
073--01 E
08.97
101/ 01

Checking
073.01

Brief description
Safety valves on the crankcase covers are to be examined for ease of
motion at regular intervals.
The work includes:
Check of components.
Quant Denomination
No.
Availability
--
Standard
Related work cards
Work card
Work card
Work card
073.02
Technical details
Term
Information
Crankcase cover with safety valve
16.5 kg
Preliminary remarks
Checking all the safety valves mounted on the crankcase for ease of
motion is to ensure that pressure increases/pressure waves occurring, e.g.
after explosions, can be safely controlled.
Attention! When alarm has been signalled or the engine has
been stopped because of excessive bearing temperatures or oil mist
concentration, open the crankcase 10 minutes after at the earliest.
There is the danger of explosions upon access of oxygen because
components that have run hot and the operating media surrounding
them may be at ignition temperature.
6629
073.01--01 E
07.97
32/40
101/ 02
Operating sequence 1 -- Check the safety valve
Steps
1. Unscrew the hexagon nuts (2), remove washers (3) and the
crankcase cover (8).
2. Verify that safety valve (4) is in good condition and moves easily;
073.02) and clean it, if necessary.
disassemble (see work card 073.02
3. Check the valve plate (6), the compression spring (5) and O--ring seal
(7) for damage; disassemble the safety valve if necessary (see work
card 073.02)
073.02 and replace parts.
4. Check the sealing ring (1) for damage and replace if necessary.
5. Mount the crankcase cover and fix it in place by means of hexagon
nuts and washers.
1
2
3
4
5
6
7
8
9
Sealing ring
Hexagon nut
Washer
Safety valve
Compression spring
Spring cup
O--ring seal
Crankcase cover
Crankcase
Figure 1. Safety valve mounted to crankcase cover
6629
073.01--01 E
07.97
32/40
102/ 02

073.02

Brief description
Safety valves are to be disassembled if damage on components have
been found during checking.
Quant Denomination
No.
Availability
--
Standard
1 Hexagon screw driver (set)
--
Standard
Related work cards
Work card
Work card
Work card
073.01
Technical data
Term
Information
Safety valve
6.5 kg
Operating sequence 1 - Disassemble the safety valve
Starting condition
Crankcase cover with safety valve removed.
Steps
1. Unscrew the hexagon head bolts (18) and remove safety valve from
the crankcase cover (8).
2. Unscrew the hexagon nuts (15), holding position of countersunk bolts
(14).
3. Remove the cap (11), compression spring (5), flame shields (12),
spring plate (6) and spacer pipe (17), and spring plate (13).
4. Clean all these individual components.
5. Check all parts for damage, and replace if necessary.
6629
073.02--01 E
07.97
32/40
101/ 02
Important! When replacing the O-ring seal (7), make sure to glue
the new one into the ring groove.
Operating sequence 2 - Assemble the safety valve
Starting condition
All the parts have been cleaned, damaged parts replaced.
Steps
For assembly of the safety valve, proceed in the reverse order of

disassembly. When fitting hexagon nuts or bolts, new washers should be
used as a matter of principle.
5
6
7
8
10
11
12
13
14
15
16
17
18
19
20
Compression spring
Upper spring plate
O-ring seal
Crankcase cover
Seal
Cap
Flame shields
Lower spring plate
Countersunk bolt
Hexagon nut
Washer
Spacer pipe
Hexagon head bolt
Washer
Sealing plate
Figure 1. Showing safety valve mounted to crankcase cover.
6629
073.02--01 E
07.97
32/40
102/ 02
Camshaft drive
009...
012
020
021
027
030
034
050
055...
073
Piston/Piston rings
100
101...
101
111
112
113
120
125
140...
160...

Speed control
Main bearing valve
Charge air cooler
Pulse pick- up
Fuel injection pipe
200...
221
280...
300...
322
400
434
6682
100--01 E
08.97
101/ 01
Studs for intermediate wheel axles

Checking
100.01

Brief description
Studs for intermediate wheel axles are to be checked at regular intervals
by means of hydraulic tensioning tools.
Safety requirements
- Engine shut down
Numb Qualification
Time [h]
1 Assistant
Qty Designation
No.
Availability
2 Thrust pad
030.243
Standard
2 Tension screw
021.251
Standard
2 Intermediate ring
021.250
Standard
009.341/(009.338)
009.320
Standard
009.306
Standard
009.097
Standard
009.096
Standard
1 Tommy bar, 10 mm
000.263
Standard
--
Standard
6629
100.01--01 E
04.05
32/40
Optional
101/ 03
Related work cards
Work card
Work card
Work card
000.30
000.32
009.01
009.03
1
2
3
4
5
6
7
8
Axle
Nut
Stud bolt
Hexagon head bolt
Washer
Disc
Spur gear (idler)
Double spur gear
(idler)
9 Lateral shim
Figure 1. Detail of camshaft drive (side view)
Operating sequence 1 -- Check the fixing bolts
Starting condition
Crankshaft outboard bearing removed, covering at coupling end

dismantled, shifted alongside the engine up to the flywheel, supported on
wooden pad (see Figure 2).
Steps
1. Screw off the hexagon head bolts (4) and remove washers (6).
Figure 1.
2. Take off the lateral shim (9) on axle (1) for double spur gear.
3. Clean the threads of stud bolts (3).
4. Check on tensioning cylinders (009.096 and 009.097) whether
pistons have been fully reset.
5. Screw the puller bolts (021.251) up to contact with tensioning cylinder
(009.096). Figure 2, left.
6. Slip thrust pads (030.243) over nuts (2) and screw tensioning cylinder
(009.096) until seated.
6629
100.01--01 E
04.05
32/40
102/ 03
7. Slip intermediate rings (021.250) over puller bolts and screw

tensioning cylinder (009.097) onto puller bolts until it contacts
intermediate rings.
8. Turn the complete tandem tensioning tool back by 230E.
9. Connect four high-pressure hoses (009.306) to tensioning cylinders
and high-pressure pump or hydraulic hand pump.
10. Start the high-pressure pump or the hydraulic hand pump on (see
009.03) and close the gap produced between the thrust
work card 009.03
pads and axles (1) by the turning back.
11. Pressurise the tensioning cylinder until nuts come loose.
000.33).
and 000.33
Note down the force required for loosening and compare it with the
12. Adjust the specified tensioning pressure with the high-pressure pump
or operate the hydraulic hand pump until reaching the specified
tensioning pressure, and screw both nuts hand-tight.
tools.
14. Slip the lateral shim (9) onto the axle (1) for the double spur gear (8).
15. Fasten the discs (6) on the axles by means of hexagon head bolts
(4), fitting new washers (5).
16. Mount the covering (11) at the coupling end, and mount the
crankshaft outboard bearing.
009.01).
17. Reset the pistons of tensioning cylinders (see work card 009.01
1 Axle
2 Nut
3 Stud bolt
7 Spur gear (idler)

8 Double spur gear
(idler)
10 Flywheel
11 Covering
(at coupling end)
Figure 2. Mounting the hydraulic tandem tensioning tools (right) and sectional view of a tandem tensioning tool mounted in
place (left)
6629
100.01--01 E
04.05
32/40
103/ 03
Camshaft drive
Checking
100.02

Brief description
The camshaft drive is to be inspected for changes at regular intervals, the
wear pattern is to be assessed so that sources of disturbances are
recognized and, if necessary, remedied in time.
The work includes:
Quant Denomination
No.
Availability
000.451
Standard
--
Standard
Preliminary remarks
We recommend having overhaul work on the camshaft drive done at a
service base or by MAN B&W technicians.
Operating sequence 1 -- Check the camshaft drive
Starting condition
Casing cover on camshaft drive removed.
Steps
1. Carry out visual inspection of all gear wheels, assess the wear
pattern.
2. Measure the tooth backlash using thickness gauge (000.451), note
down and compare with the specified values. Refer to the operating
manual, Section 2.5.
3. Check spray nozzles (15) for proper performance, clean with
compressed air if necessary.
4. Check the hexagon bolts (4) for tightness.
6632
100.02--01 E
07.97
V 32/40
101/ 02
1
4
7
8
12
13
14
15
16
Axle
Hexagon bolt
Spur wheel (idler)
Double spur wheel
(idler)
Camshaft gear wheel
Crankshaft
Spray nozzle
Gear wheel of injection
camshaft
Figure 1. Camshaft drive -- at the top, viewed from the coupling end
6632
100.02--01 E
07.97
V 32/40
102/ 02
009...
012
020
021
027
030
034
050
055...
073
100
Piston/Piston rings
Camshaft drive
101...
101
111
112
113
120
125
140...
160...

Operating device
Speed control
Main bearing valve
Charge air cooler
Pulse pick- up
Fuel injection pipe
200...
221
280...
300...
322
400
434
6682
101...--01 E
08.97
101/ 01
Valve/injection camshaft
Thrust bearing
Checking
102.01

Brief description
The thrust bearings of the valve and injection camshafts are to be checked
for damage at regular intervals. The end play is to be established. In the
process, changes/sources of disturbances are to be recognised in time
and eliminated, if needed.
The work includes:
Quant Denomination
No.
Availability
--
Standard
--
Standard
1 Depth gauge
--
Inventory
1 Securing compound
(Loctite 243)
--
Inventory
--
Inventory
Operating sequence -- Checking the thrust bearing
Steps
1. Dismount the lube oil supply pipe (10) leading to the thrust bearing.
2. Remove the sealing cover (11).
3. Remove the bearing cover (12) including butting disc (14) and clean
the contact faces.
4. Measure projection (A) bearing cover - butting disc at several points
and note it down.
5. Clean the contact face on bearing body (5) and thrust bearing disc
(15), measure projection (B) at several points and note down the
value.
6. Remove the thrust bearing disc.
7. Clean the contact face to shaft (2) and butting disc (16), measure
projection (C) at several points, noting down the value.
8. Calculate the axial clearance from the measurements as per points 4,
5 and 7 and compare with the permissible clearance. Refer to
operating manual, Section 2.5.
9. Remove the butting disc.
10. Clean all individual parts and check for damage, replace if necessary.
11. Attach butting disc (16), paying attention to the bore for the spring
cotter (8). Oil the running face.
6629
102.01--01 E
11.97
32/40
101/ 02
12. Slip the thrust bearing disc (15) onto the shaft (2). Using Loctite 243,
screw the hexagon socket screw (9) in, hand-tight.
13. Slip the butting disc (14) onto bearing cover (12), oil the running face,
install both parts and screw the hexagon socket screw (7) in,
243.14
hand-tight, applying Loctite 243.
14. Put a new O-ring seal (13), which has been smeared with acid-free
grease, into the ring groove, paying attention that it is not distorted.
15. Attach the sealing cover (11).
16. Mount the lube oil supply pipe (10).
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
Injection camshaft
Shaft
Cylinder crankcase
O-ring seal
Bearing body
Hexagon socket screw
Spring cotter
Lube oil supply pipe
Sealing cover
Bearing cover
O-ring seal
Butting disc
thrust bearing disc
Butting disc
2
5
12
14
15
16
Shaft
Bearing body
Bearing cover
Butting disc
thrust bearing disc
Butting disc
Figure 1. thrust bearing (side view)
A Projection
B Projection
C Projection
Figure 2. Measuring the projections for establishment of the thrust bearing clearance
6629
102.01--01 E
11.97
32/40
102/ 02
Valve/injection camshaft
Thrust bearing
Checking
102.02

Brief description
The thrust bearings of the valve and injection camshafts are to be checked
for damage at regular intervals. The axial clearance is to be established.
In the process, changes/sources of disturbances are to be recognized in
time and eliminated, if needed.
The work includes:
Check of components.
Quant Denomination
No.
Availability
1 Shackle A0.6
002.452
Standard
1 Eye bolt M12
000.142
Standard
--
Standard
--
Inventory
1 Sliding caliper
--
Inventory
1 Depth gauge
--
Inventory
1 Sealing compound
--
Inventory
--
Inventory
Related work cards
Work card
Work card
Work card
000.11
Technical data
Term
Information
Bearing body
47 kg
Operating sequence 1 -- Check the thrust bearing
Steps
1. Dismantle the lube oil feed pipe (6) to the thrust bearing.
6629
102.02--01 E
11.97
32/40
101/ 03
2. Remove the cover (9).

3. Remove the butting disk (8).
4. Screw the eye bolt (000.142) into the bearing body (7), attach the
rope to the eye bolt by means of shackle (002.452) and suspend from
lifting tackle.
5. Screw out the hexagon head bolts (5).
1
2
3
4
5
6
7
8
9
10
11
12
13
Valve camshaft
Shaft
Bearing bush
Crankcase
Hexagon head bolt
Lube oil feed pipe
Bearing body
Butting disk
Cover
Hexagon head bolt
Hexagon head bolt
O--ring seal
Oil bore
Figure 1. Thrust bearing for valve camshaft
Steps
6. Jack off the bearing body using two hexagon head bolts M16,
dismantle it and put it down on an appropriate pad.
7. Clean all the individual parts and check them for damage, replace if
necessary.
8. Measure and note down the projection (A) on the butting disk and
dimension (B) on the bearing body. Calculate the axial clearance from
these measurements, and compare it with the admissible clearance.
Refer to operating instruction manual, Section 2.5.
9. Check the bearing bush (3) for damage or dirt scores (refer to work
card 000.11),
000.11 replace if necessary.
7 Bearing body
8 Butting disk
A Projection
B Dimension
Figure 2. Measuring the projections to determine the axial clearance
Attention! Replacement of the bearing bush should only be done

by a service base or by MAN B&W personnel because the bearing
bush has been pressed into the bearing body.
6629
102.02--01 E
11.97
32/40
102/ 03
10. Screw the eye bolt (000.142) into the bearing body (7), attach rope to
the eye bolt by means of shackle (002.452) and suspend from lifting
tackle.
11. Lubricate a new O--ring seal (12) with acid--free grease and place into
the ring groove, making sure that it is not distorted.
12. Slightly lubricate the running surface of the bearing bush (3) with oil.
13. Carefully install the bearing body, making sure that the oil bore (13) is
at the bottom.
14. Screw the hexagon head bolts (5) down hand--tight.
15. Lubricate the contact face of the butting disk (8) with oil and install
disk.
16. Assemble the lube oil feed pipe (6).
17. Apply sealing compound Hylomar SQ 32/M to the contact face of the
cap (9) and attach the cap to the bearing body.
6629
102.02--01 E
11.97
32/40
103/ 03
009...
012
020
021
027
030
034
050
055...
073
100
101...
Piston/Piston rings
Camshaft drive
101
111
112
113
120
125
140...
160...

Operating device
Speed control
Main bearing valve
Charge air cooler
Pulse pick- up
Fuel injection pipe
200...
221
280...
300...
322
400
434
6682
101--01 E
08.97
101/ 01

of the valve camshaft
Checking
101.02

Brief description
The torsional vibration damper on the valve camshaft has to be checked at
regular intervals for wear of the sleeve spring assemblies.
The work includes:
Quant Denomination
No.
Availability
1 Clamp
027.019
Standard
1 Removing tool
027.018
Standard
1 Torque wrench
008.011
Standard
1 Ratchet
008.023
Standard
001.912
Standard
001.755
Standard
1 Eye bolt
000.028
Standard
--
Standard
--
Inventory
--
Inventory
--
Inventory
1 Sealing compound
--
Inventory
Related work cards
Work card
Work card
000.30
000.32
Work card
Technical details
Term
Information
Side disc
6632
101.02--01 E
15.5 kg
Cover with oil supply
8.5 kg
Cover with block distributor and oil pump
28 kg
08.97
V 32/40
101/ 03
Operating sequence 1 -- Check the sleeve spring assemblies
Steps
1. Remove all the pipes leading to the block distributor (1), to the cover
(6) and the oil pump (7). Take appropriate precautions to prevent dirt
from entering through the openings that are now exposed.
2. Dismantle the cover (4) including block distributor, cover with oil inlet
and oil pump.
3. Dismount the cover (7).
4. Screw off the hexagon bolts (13). Take off and remove the side disc
(14).
5. Pull out the bolt (8) using the eye bolt (000.028).
Important! Mark the sleeve spring assemblies, bolts and bores by
numbering because sleeve spring assemblies and bolts should be refitted
to the same bore.
Never disassemble all the bolts and sleeve spring assemblies
simultaneously; i.e. leave the bolt and sleeve spring assembly installed in
every second bore.
6. Pull the sleeve spring assembly (9) out by means of the removing
tool (027.018).
7. Clean and check the bolt and sleeve spring assembly, replace if
required.
Attention! If springs have broken, replace the complete sleeve
spring assembly.
8. Thoroughly clean all the oil bores in the damper support (12).
9. Apply MoS2 lubricant to the springs of the assembly individually.
1
2
3
4
5
6
7
Block distributor
Stud
Hexagon nut
Cover
Hexagon bolt
Oil pump
Figure 1. Casing cover for valve camshaft at the free end, with block distributor and oil pump mounted in place
10. Compress the sleeve spring assembly using clamp (027.019) and
insert it into the bore. Loosen the clamp and push the sleeve spring
assembly completely into the bore, using an appropriate means (e.g.
copper bolt).
11. Apply MoS2 lubricant to the bolt and fit it.
12. Mount the side disc (14) to the torsional vibration damper.
13. Apply MoS2 lubricant to the threads and contact faces of the hexagon
bolts (13), screw the bolts in place and tighten them to the specified
torque (refer to work card 000.30).
000.30
14. Place the cover (11) against the damper support (12), align it
centrally and fasten it by means of hexagon socket bolts (10).
15. Clean the contact face of cover (4)/cylinder crankcase.
6632
101.02--01 E
08.97
V 32/40
102/ 03
16. Loosen hexagon bolts (5) to allow the cover (6) to be aligned during
assembly.
17. Apply Rhodorsil CAF 730 WS to the contact face between cover (4)
and cylinder crankcase.
18. Mount the cover (4) including block distributor (1), cover (6) with oil
supply and oil pump (7).
Attention! Take care that the pipe on cover (6) is inserted into the
bore on cover (11) and adjacent parts are not damaged.
19. Fix the cover (4) by means of hexagon nuts (3).
20. Align the cover (6) centrally to the torsional vibration damper, turn the
engine if necessary, and tighten the hexagon bolts (5).
21. Connect the pipes to block distributor, cover with oil supply and oil
pump.
4
6
8
9
10
11
12
13
14
15
16
Cover
Bolt
Sleeve spring
assembly
Hexagon socket bolt
Cover
Damper support
Hexagon bolt
Side disc
Damper mass
Camshaft
Figure 2. Torsional vibration damper on the valve camshaft
6632
101.02--01 E
08.97
V 32/40
103/ 03
009...
012
020
021
027
030
034
050
055...
073
100
101...
101
Piston/Piston rings
Piston/Piston rings
Camshaft drive
111
112
113
120
125
140...
160...

Operating device
Speed control
Main bearing valve
Charge air cooler
Pulse pick- up
Fuel injection pipe
200...
221
280...
300...
322
400
434
6682
111--01 E
08.97
101/ 01
Studs of the rocker arm shafts

111.01

Brief description
Bolted connections which are tightened by means of hydraulic tensioning
tools must, according to the maintenance schedule, be checked for correct
tension.
checking bolted connection,
untightening,
tightening.
Qty Denomination
No.
Availability
1 Threaded piece
111.120
Standard
1 Thrust pad
111.119
Standard
009.338
Standard
009.306
Standard
009.097
Standard
1 Tommy bar 6
000.261
Standard
--
Standard
--
Inventory
1 Sealing compound
--
Inventory
1 Securing compound
(Loctite 243)
--
Inventory
Related work cards
Work card
Work card
Work card
000.30
000.32
009.01
009.03
Operating sequence 1 -- Check
Starting condition
6629
Cooling water in the engine drained to a level underneath the cylinder

heads.
111.01--01 E
07.97
32/40
101/ 04
Attention! Do not pass the cooling water into the bilge or waste
water system. Instead, pump the cooling water into a tank provided
for this purpose, and reuse it (cooling water additives).
Cooling water venting pipe of the fuel injection valves disconnected from
exhaust pipe covering; upper part of covering dismantled from exhaust
pipe.
Steps
1. Dismantle plate (3) together with sealing cover (4). Refer to Figure 1
and schematic of Figure 2.
2. Clean the threads of studs (5 and 6).
3. Screw the threaded piece (111.120) onto stud (5) until seated.
1
2
3
4
5
6
7
8
Rocker arm casing

Spring pin
Plate
Sealing cover
Stud (inlet valves)
Stud (exhaust valves)
Nut
Hexagon socket bolt
AS Exhaust gas side
Figure 1. Rocker arm bearing (top view of exhaust-gas side part)
4. Slip the thrust pad (111.119) over the threaded piece and onto
lever (10).
5. Screw the tensioning cylinder (009.097) onto the threaded piece.
Attention! Prior to mounting the tensioning cylinder, make sure
that the piston has been fully reset.
6. Turn the tensioning cylinder back by 360 .
7. Connect the high-pressure hose (009.306) to the tensioning cylinder
and high-pressure pump (009.338).
009.03) and close
8. Switch on the high-pressure pump (see work card 009.03
the gap between the thrust pad and tensioning cylinder produced by
turning back of the cylinder.
9. Pressurise the tensioning cylinder by pumping until nut (7) comes
loose.
000.33).
and 000.33
Note down the pressure required for loosening, and compare it with the
and retighten the nut.
12. Reset the piston of the tensioning cylinder (see work card 009.01).
009.01
6629
111.01--01 E
07.97
32/40
102/ 04
13. Attach the hydraulic tensioning tool to the second stud (6) and check
the preload of the latter (refer to points 3 to 12).
14. Apply sealing compound Hylomar SQ 32/M to the contact face of the
plate, and mount the plate in place, taking note of the position of the
bore relative to the spring pin (2).
15. Screw the hexagon socket bolts (8) down hand-tight, using
243.16
Loctite 243.
16. Mount the upper covering piece on the exhaust pipe.
17. Connect the venting pipe, top up cooling water in the cylinder heads,
and vent the cooling water pipe.
1 Rocker arm casing

5 Stud (inlet valves)
6 Stud (exhaust valves)
7 Nut
9 Exhaust pipe covering
10 Lever
Figure 2. Attaching the hydraulic tensioning tool to the stud (inlet valves) and sectional view of the hydraulic tensioning tool as
mounted (illustration shows in-line engine)
Operating sequence 2 -- Untightening
Starting condition
Cooling water in the engine drained down to a level underneath the

cylinder heads.
Attention! Do not pass cooling water into bilge or waste water
system. Instead, pump it into a tank provided for this purpose, and
reuse it (cooling water additives).
Cooling water venting pipe disconnected from the exhaust gas covering,
upper part of covering removed from exhaust pipe.
Steps
1. Dismount plate (3) together with sealing cover (4). Refer to Figure 1
and schematic in Figure 2.
2. Clean the threads of studs (5 and 6).
6629
111.01--01 E
07.97
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103/ 04
3. Mount the hydraulic tensioning tool on stud (5) and loosen nut (7) -see operating sequence 1, points 3 to 9.
4. Turn the nut back (for angular amount of turning back, refer to work
000.30).
card 000.30
009.01
7. Attach the hydraulic tensioning tool to the second stud (6), loosen
and turn back the nut of this stud (refer to points 3 to 6).
Operating sequence 3 -- Tightening
Starting condition
Nuts screwed onto the studs.
Steps
1. Fasten nuts (7) hand-tight, using the tommy bar (000.261).

2. Screw the threaded piece (111.120) onto the stud (6) until seated.
3. Move the thrust pad (111.119) over the threaded piece and onto lever
(10).
4. Screw the tensioning cylinder (009.097) onto the threaded piece.
Attention! Prior to mounting the tensioning cylinder make sure
that the piston has been fully reset.
5. Connect the high-pressure hose (009.306) to tensioning cylinder and
high-pressure pump (009.338).
009.03) and apply
6. Switch on the high-pressure pump (see work card 009.03
000.30).
the specified tensioning pressure to the stud (see work card 000.30
Fasten the nut hand-tight, using the tommy bar.
009.01
9. Attach the hydraulic tensioning tool to the second stud (5) and tighten
the latter in the same way (refer to points 3 to 9).
10. Apply sealing compound Hylomar SQ 32/M to the contact face of
plate (3) and mount the plate in place, taking note of the position of
the bore relative to spring pin (2).
11. Screw down the hexagon socket bolts (8) hand-tight, using
Loctite 243.12
243.
12. Mount the upper covering piece on the exhaust pipe.
13. Mount the venting pipe, top up cooling water in the cylinder heads
and vent the cooling water pipe.
6629
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Valve clearance
Checking and adjusting
111.02

permit/support economic operation,
Brief description
The valve clearance is to be determined and, if necessary, corrected at
regular intervals.
The work includes:
checking/adjusting the valve clearance.
Safety requirements
Numb Qualification
Time req.
1 Technical assistant
0.5
1 Assistant
0.5
Qty Designation
No.
Availability
3 Setting gauge (inlet valve) 0.5
113.156
Standard
3 Setting gauge (exhaust valve) 0.7
113.154
Standard
1 Setting tool
111.126
Standard
1 Plate--type spanner, 32 mm
009.088
Standard
1 Ratchet
008.023
Standard
1 Torque wrench
008.011
Standard
000.454
Standard
1 Guide tube
021.032
Standard
000.451
Standard
--
Standard
--
Inventory
6629
111.02--01 E
01.00
32/40
101/ 04
Related work cards
Work card
Work card
000.30
111.03
Work card
1 Cylinder head cover

2 Lever
(inlet valves)
3 Lever
(exhaust valves)
5 Hexagon bolt
12 Thrust pad
14 Valve yoke
exhaust valves)
15 Exhaust valve
17 Nut
18 Setting screw
19 Inlet valve
21 Valve yoke
inlet valves)
22 Rocker arm casing
25 Valve adjuster
26 Calotte
C Valve clearance
AGS Exhaust gas counter
side
Figure 1. Rocker arm casing with rocker arm, measuring the valve clearance (inlet valve on the left, exhaust valve on the right)
Preliminary remarks
Checking and, if necessary, adjusting the clearance of valve yoke and

valve is to be carried out whenever new parts are installed or cylinder
head and rocker arm casing are remounted after carrying out maintenance
work. In this connection, it is to be ensured that the setting nuts are
000.30).
tightened to the specified torque (see work card 000.30
In order to rule out mounting or adjusting errors, it is recommended not to
remove the cylinder head together with the rocker arm casing.
Operating sequence 1 -- Check the valve clearance
Starting condition
6629
The engine is in the cold condition or at operating temperature (however,

30 minutes after engine shut-down at the earliest), i.e. the valves approx.
have the same temperature as the cylinder head. The piston/connecting
111.02--01 E
01.00
32/40
102/ 04
rod assembly of the respective cylinder is in the ignition TDC position (all
valves closed). The cylinder head cover has been removed.
Checking the clearance between

yoke and valve shaft
1. Use the feeler gauge (000.454) and the guide tube (021.032) to verify
that the thrust pad (12) and the setting screw (18) rest on the exhaust
and inlet valve (15 and 19) respectively without clearance; readjust if
necessary (cf. operating sequence 2).
Attention! The permissible clearance on one side of the yoke is
max. 0.1 mm. In this connection it must be ensured, that there is no
clearance on the other side of the yoke.
Checking the valve clearance
2. Measure the valve clearance (C) for the exhaust and inlet valves (15
and 19) between the respective valve yoke (14 and/or 21) and the
calotte (26), using the setting gauge (113.154 for the exhaust valve
and 113.156 for the inlet valve resp.). For the specified values, refer
to the operating instruction manual, Section 2.5.6.
3. If necessary, readjust the valve clearance (cf. operating sequence 2).
4. Put the cylinder head cover (1) onto the rocker arm casing (22) and
mount in place.
13 Parallel pin
14 Valve yoke
(exhaust valves)
15 Exhaust valve
16 Cylinder head
19 Inlet valve
21 Valve yoke
(inlet valves)
36 Hexagon bolt
M16x140
37 Hexagon nut M12
38 Hexagon bolt
M 12x60
Figure 2. Fixing the valve yokes to loosen/tighten the nuts on the setting screws
Operating sequence 2 -- Adjust the valve clearance
Starting condition
6629
The engine is in the cold condition or at operating temperature (however,

30 minutes after engine shut-down at the earliest), i.e. the valves approx.
have the same temperature as the cylinder head. The piston/connecting
rod assembly of the respective cylinder is in the ignition TDC position (all
111.02--01 E
01.00
32/40
103/ 04
valves closed). Valve clearance has been checked (valve clearance too
large or too small).
Adjustment of the clearance
between yoke and valve stem
1. Using the thickness gauge (000.451) verify that the thrust pad (12)
and the setting screw (18) properly contact the exhaust or inlet valve
(15 or 19) respectively (clearance = zero).
Attention! Should this not be the case, first carry out steps 2 to
13. Otherwise, continue with step 14.
2. Remove the rocker arm casing with rocker arms (cf. work card
111.03).
111.03
3. Attach the setting tool (111.126) to the cylinder head (16) taking care
of the centering bores and/or centering groove for parallel pins (13)
and valve yokes (14 and 21) - refer to Figure 2.
4. Turn the hexagon bolts (38) until they contact the valve yokes.
Secure the hexagon bolts by means of the hexagon nuts (37).
5. Loosen the nuts (17) on the setting screws (18) and screw them off,
clean the threads and contact faces.
6. Screw back the setting screws (18).
7. Clean the contact faces on the valve cones, thrust pads and setting
screws.
8. Place the thrust pad (12) on the valve cone, ensuring clearance-free
contact. Screw the setting screw down until it also properly contacts
the valve cone. There must not be any clearance.
9. Apply MoS2 lubricant to the thread and contact face of nut (17),
screw it in place and tighten it to the specified torque (cf. work card
000.30)
000.30 holding the setting screws steady.
10. Verify once again that there is clearance-free contact between thrust
pad and setting screw (there must not be any clearance).
11. Establish clearance-free contact of the second valve yoke in the
same way (refer to items 8 to 10).
12. Loosen the hexagon nuts (37), turn the hexagon bolts (38) back and
remove the setting tool.
13. Mount the rocker arm casing with rocker arms in place
111.03).
(cf. work card 111.03
14. Loosen the nuts (17) on the valve setting screws (25) and screw
them off. Clean the threads and contact faces.
15. Screw back the valve setting screws.
16. Slip the setting gauge (113.156) inbetween the valve yoke and calotte
(26) of the inlet valves.
17. Screw in the valve setting screw until there is clearance-free contact
with the setting gauge.
18. Apply MoS2 lubricant to the thread and contact face of the nut (17).
Screw it in place and tighten it to the specified torque (refer to work
card 000.30),
000.30 holding the valve setting screw steady.
19. Remove the setting gauge.
20. Using setting gauge (113.154), adjust the valve clearance on the
exhaust valves in the same way (refer to items 16 to 19).
Adjustment of the valve

clearance
6629
111.02--01 E
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111.03

Brief description
Rocker arm casings are to be disassembled within the scope of
maintenance and repair work.
dismounting components,
mounting components.
Safety requirements
- Engine shut--down
Numb Qualification
Time requ
1 Assistant
Qty Denomination
No.
Availability
1 Setting tool
111.126
Standard
4 Guide rod
111.125
Standard
1 Suspension device
111.124
Standard
1 Suspension plate
111.124--1
Standard
1 Spring pin
111.124--3
Standard
1 Plate--type spanner 32
009.088
Standard
1 Ratchet
008.023
Standard
1 Torque wrench
008.011
Standard
1 Shackle A1.0
002.453
Standard
001.911
Standard
001.858
Standard
000.454
Standard
1 Guide tube
021.032
Standard
000.451
Standard
6629
111.03--02 E
11.98
32/40
101/ 06
Qty Denomination
No.
Availability
--
Standard
--
Inventory
--
Inventory
--
Inventory
Related work cards
Work card
Work card
000.30
111.02
111.02
Work card
Technical details
Term
Information
140 kg
Operating sequence 1 - Dismantle the rocker arm casing
Starting condition
Running gear of the respective cylinder at ignition TDC (all valves closed).
Steps
1. Screw out the hexagon bolt (5) and take off the cylinder head cover
(1). Refer to Figure 1.
2. Disconnect the lube oil supply pipe to the rocker arm casing (22) and
close it to prevent dirt from entering.
3. Put the suspension plate (111.124-1) onto the rocker arm casing, and
fit the spring pin (39) in the bore hole. Fasten the suspension plate
(refer to Figure 2).
4. Attach rope (23) to suspension plate by means of shackle (002.453)
and suspend from lifting tackle.
Important! Make sure to use the correct suspension point
(refer to Figure 2).
5. Screw the hexagon socket bolts (6) out and take them off together
with washers (7).
6. Screw the guide rods (111.125) into the cylinder head, down to
contact (refer to Figure 4).
7. Carefully lift the rocker arm casing, taking due note of the valve
yokes (14 and 21) and push-rods (11).
8. Completely lift off the rocker arm casing and put it down onto wooden
pad.
9. Remove the valve yokes.
6629
111.03--02 E
11.98
32/40
102/ 06
1 Cylinder head cover

2 Rocker arm (inlet valves)
3 Rocker arm (exhaust
valves)
4 O-ring seal
4 Hexagon bolt
7 Washer
valves)
9 Rocker arm shaft (inlet

valves)
11 Push-rod
12 Thrust pad
13 Parallel pin
14 Valve yoke (exhaust
valves)
15 Exhaust valve
16
17
18
19
20
21
22
Cylinder head
Nut
Setting screw
Inlet valve
O-ring seal
Valve yoke (inlet valves)
Rocker arm casing
22
23
24
39
Rocker arm casing

Rope
Hexagon bolt M10x65
Spring pin
Figure 1. Rocker arm casing with rocker arms
X Suspension point for

V-type engine
Y Suspension point for
L-type engine
Figure 2. Attaching the rocker arm casing
6629
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Operating sequence 2 - Mount the rocker arm casing
Starting condition
Contact faces on the rocker arm casing, valve yokes, cylinder head cover,
valve cones and cylinder head cleaned.
Steps
Checking the clearance between

1. Apply clean lube oil to a new O-ring seal (20) and place the ring in the
ring groove, taking care not to twist it.
2. Clean the guide sleeves in the cylinder head (16) for the valve yokes.
3. Apply oil to the sliding faces of the valve yokes (14 and 21) and insert
the yokes in the cylinder head (setting screws with nut pointing
towards the coupling end).
4. Use thickness gauge (000.451) and guide tube (021.032) to verify
that the thrust pads (12) and setting screws (18) snugly contact the
exhaust valve and/or inlet valve (15 and/or 19) -- clearance = zero.
Attention! If this is not the case, start with points 5 to 13.
Otherwise, continue with point 14.
13 Parallel pin
14 Valve yoke
(exhaust valves)
15 Exhaust valve
16 Cylinder head
19 Inlet valve
21 Valve yoke
(inlet valves)
37 Hexagon nut M12
AGS Exhaust gas counter
side
Figure 3. Fixing the valve yokes to loosen or tighten the nuts on the setting screws
Adjusting the clearance between

6629
111.03--02 E
5. Attach the setting device (111.126) to the cylinder head (16), taking
due note of the centring bores and/or centring groove for parallel pins
(13) and valve yokes (refer to Figure 3).
6. Turn the hexagon bolts (38) until they contact the valve yokes.
Secure the hexagon bolts by means of the hexagon nuts (37).
7. Loosen the nuts (17) on the setting screws (18) and screw them off,
clean the threads and contact faces.
8. Turn the setting screws (18) back.
11.98
32/40
104/ 06
2 Rocker arm (inlet

valves)
valves)
11 Push-rod
13 Parallel pin
14 Valve yoke (exhaust
valves)
15 Exhaust valve
16 Cylinder head
19 Inlet valve
20 O-ring seal
21 Valve yoke (inlet
valves)
22 Rocker arm casing
23 Rope
39 Spring pin
X Suspension point for
V-type engine
Y Suspension point for
L-type engine
Figure 4. Mounting the rocker arm casing
9. Snugly place the thrust pad (12) onto the valve cone. Screw in the
setting screw until it also snugly contacts the valve cone.
10. Apply MoS2 lubricant to the thread and contact face of nut (17),
screw the nut home and tighten to the specified torque (refer to work
card 000.30),
000.30 holding fast at the setting screw.
11. Verify again that the thrust pad and setting screw have snug contact.
12. Adjust snug contact of the second valve yoke in the same way (refer
to points 9 to 11).
13. Loosen the hexagon nut (37), turn the hexagon bolts (38) back and
remove the setting device.
14. Put the suspension plate (111.124-1) onto the rocker arm casing (22)
and insert the spring pin (39) into the bore. Attach the suspension
plate (refer to Figures 2 and 4).
15. Attach rope (23) with shackle (002.453) to suspension plate and
suspend from lifting tackle.
Important! Make sure to use the correct suspension point
(refer to Figures 2 and 4).
16. Screw the guide rods (111.125) into the cylinder head, down to
contact (refer to Figure 4).
6629
111.03--02 E
11.98
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Adjusting the valve clearance
6629
111.03--02 E
17. Lift the rocker arm casing and move it to a position centrally above
the cylinder.
18. Carefully lower the rocker arm casing, making sure that the guide
rods engage in the guide bores to avoid that the valve yokes become
tilted during inserting. In this connection, see to it that the thrust pads
of rocker arms (8 and 10) correctly rest in the cups of the push-rods,
and that the parallel pins (13) in the cylinder head engage in the
bores of the rocker arm casing (refer to Figures 1 and 4).
19. Screw off the guide rods.
socket bolts (6), screw in the bolts together with washers (7),
hand-tight, and tighten them to the specified torque (refer to work
card 000.30).
000.30
21. Detach the suspension plate together with shackle and rope.
22. Readjust the valve clearance on the exhaust and inlet valves (refer to
111.02).
work card 111.02
23. Mount the lube oil supply pipe on the rocker arm casing.
24. Check the O-ring seal (4) on the cylinder head cover (1) for damage
and, if necessary, apply clean lube oil to a new O-ring seal and place
it in the ring groove, taking care not to twist it.
25. Put the cylinder head cover onto the rocker arm casing and fasten it
in place.
11.98
32/40
106/ 06
Rocker arm
111.04

Brief description
The axial and radial play of the rocker arm shafts are to be specified at
regular intervals. By this measurement, together with a check of the
components it can be ensured that the rocker arms perform properly.
Numb Qualification
Time requ
1 Assistant
Qty Denomination
No.
Availability
000.451
Standard
1 Tommy bar 6
000.261
Standard
--
Inventory
--
Inventory
--
Inventory
1 Copper bolt
--
Inventory
Qty Denomination
No.
Spare parts required
1 O--ring seal
111.02.112
111.02
Related work cards
6629
111.04--01 E
Work card
Work card
111.01
111.03
05.99
Work card
32/40
101/ 04

valves)
valves)
9 Rocker arm shaft (inlet
valves)
10 Rocker arms (inlet valves)
23 Bearing bush
24
25
26
27
28
29
Fixation pin
Bearing bush
Plate
End cover
Nut
Stud bolt
(inlet valves)
30 Stud bolt
(exhaust valves)
31 Rocker arm shaft

(exhaust valves)
32 O-ring seal
33 Hub
34 Cover
M Marking
Figure 1. Rocker arm casing with rocker arms (top view)
Operating sequence 1 - Dismantle the rocker arms
Starting condition
Plate (26) with end cover (27) removed, nuts (28) untightened, cylinder
head cover removed, rocker arm casing removed.
Steps
1. Using the caliper gauge (000.451), measure the end play between
the bearing bush (25) and rocker arms (8 and 10); for this purpose,
mount the plate (26) together with end cover (27) to the rocker arm
casing (22). Figure 1.
Note down the end play measured and compare it with the specified
value. Please refer to the operating instruction manual, Section 2.5.
After measuring, remove the plate.
2. Dismount the cover (34).
3. Screw the nut (28) off the stud bolt (29).
4. Using the plastic hammer or the copper bolt, separate and remove
rocker arm (10) from rocker arm shaft (9) by means of slight axial
blows and taking care of the fixation (spring) pin (24).
5. Using the caliper gauge, measure the play between the bearing bush
(25) and the rocker arm shaft (9), and that between the bearing bush
6629
111.04--01 E
05.99
32/40
102/ 04
6.
7.
8.
9.
10.
(23) and the hub (33). Note down the results and compare with the
specified play.
Screw out the stud bolt and remove the hub, the rocker arm shaft and
the rocker arm (2).
Screw the nut (28) off the stud bolt (30).
Using the plastic hammer or the copper bolt, separate and remove
rocker arm (8) from rocker arm shaft (31) by means of slight axial
blows and taking care of the fixation (spring) pin (24).
Screw the stud bolt out and remove the rocker arm (3).
Using the caliper gauge, measure the play between bearing bushes
(23 and 25) and the rocker arm shaft (31), note down and compare
the results with the specified play.
Attention! The replacement of bearing bushes should be

entrusted to a service base or to MAN B&W personnel as a matter of
principle because the bearing bushes have been pressed into the
rocker arm casing.
11. Disassemble the rocker arm shaft.
12. Clean all the individual parts and check for damage, replace if
necessary.
13. Purge all the oil bores with compressed air.
2 Rocker arm
(inlet valves)
3 Rocker arm
(exhaust valves)
8 Rocker arm
(exhaust valves)
9 Rocker arm shaft
(inlet valves)
10 Rocker arms (inlet
valves)
24 Fixation pin
28 Nut
29 Stud bolt (inlet valves)
30 Stud bolt
(exhaust valves)
31 Shaft
33 Hub
Figure 2. Sectional view of rocker arm shafts (top for inlet valves, bottom for exhaust valves)
Operating sequence 2 - Install the rocker arms
Starting condition
All the parts cleaned, running surfaces of bearing bushes, hub and rocker
arm shafts completely clean, oil bores free of dirt.
Steps
1. Slightly oil the rocker arm shaft (31) and fit it in the rocker arm
casing (22).
2. Slip the rocker arm (3) onto the rocker arm shaft, making sure that
the markings (M) coincide and taking care of fixation pin (24) - see
Figure 1.
3. Insert the stud bolt (30) into rocker arm shaft and screw down
hand-tight until contacting the rocker arm shaft (see Figure 2).
4. Slip the rocker arm (8) onto rocker arm shaft, making sure that the
markings (M) coincide and taking note of the fixation pin
(see Figure 1).
5. Screw the nut (28) onto the stud bolt hand-tight.
6. Slip the rocker arm (2) onto the hub (33), taking note of the fixation
pin (24).
6629
111.04--01 E
05.99
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103/ 04
7. Slightly oil the running surface of the hub and introduce into the
bearing bush (23).
8. Slightly oil the running surface of the rocker arm shaft (9), fit in rocker
arm casing and join with the rocker arm, making sure that markings
(M) coincide (see Figure 1).
9. Slip the stud bolt (29) into rocker arm shaft and screw down
hand-tight until it contacts the rocker arm shaft (see Figure 2).
10. Slip the rocker arm (10) onto rocker arm shaft, making sure that
markings (M) coincide and taking note of the fixation pin
(see Figure 1).
11. Screw the nut onto the stud bolt hand-tight.
12. Lubricate a new O-ring seal (32) with acid-free grease and place in
ring groove, making sure that it is not distorted.
13. Mount the cover (34) on rocker arm casing.
111.01.
14. For tensioning of the Stud bolts see work card 111.01
6629
111.04--01 E
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32/40
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Cam follower/Push-- rod
009...
012
020
021
027
030
034
050
055...
073
100
101...
101
111
Piston/Piston rings
Camshaft drive
112
113
120
125
140...
160...

Operating device
Speed control
Main bearing valve
Charge air cooler
Pulse pick- up
Fuel injection pipe
200...
221
280...
300...
322
400
434
6682
112--01 E
08.97
101/ 01
Cam follower
112.01

Brief description
Clearance and components of cam followers are to be checked at regular
intervals.
checking of components,
Qty Denomination
No.
Availability
112.007
Optional
1 Cross tie
112.007--1
Optional
4 Thrust bolt
112.007--10
Optional
2 Guide rod
112.008
Optional
000.451
Standard
1 Screw driver 0.8x5.5
000.391
Standard
2 Eye bolt M12
000.142
Standard
Related work cards
Work card
Work card
111.03
289.01
Work card
Technical details
Term
6632
112.01--01 E
Information
Cam follower
9.5 kg
Push--rod
6.5 kg
07.97
V 32/40
101/ 05
Operating sequence 1 -- Remove the inlet/exhaust cam followers
Starting condition
Roller of cam followers at the cam base circle (all valves closed). The
respective exhaust gas pipe section complete with covering and cooling
water pipe removed.
Rocker arm casing of the respective cylinder removed.
Steps
1. Screw off the bolts (22) of the camshaft casing and take off the cover
(21).
2. Turn the push-rod (1) so that it can be disengaged from the thrust
pad (2) (push-rod with transverse groove, thrust pad with spot-faced
shoulder -- refer to Figure 1).
1 Push-rod
2 Thrust pad
3 Cam follower
Figure 1. Push-rod/cam follower connection
3. Pull the push-rod out of the cylinder head. Mark the push-rod and
cylinder head with a tallow pencil to prevent confusion on
reinstallation.
4. Remove further push-rods the same way (points 2 and 3).
5. Remove the lube oil pipe (16).
6. Screw off the bolts (23) of the bearing blocks (12) and screw the
guide rods (112.008) through the central bearing block into the
cylinder crankcase (6) -- refer to Figure 3.
7. Screw the thrust bolts (112.007-10) on cross tie (112.007-1) in or out
as required for the set screw to be flush with the plate (refer to Figure
2, right).
8. Screw the cross tie to the central bearing block by means of hexagon
bolts (24) and screw in the eye bolts (000.142) -- Figure 3.
9. Attach the eye bolts to the crane by appropriate suspension means
and lift carefully.
10. Slowly pull the cam followers together with the bearing blocks upward
and put down on wooden pad.
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1
3
5
6
Push-rod
Cam follower
Camshaft
Crankcase
7
8
9
11
Hexagon bolt
Wedge-type lock washer
Washer
Cam follower axle
12
21
22
23
Bearing block
Cover of casing
Hexagon bolt
Hexagon bolt
Figure 2. Dismantling and checking the cam followers
Operating sequence 2 -- Check the inlet/exhaust cam followers
Steps
1. Remove the cross tie. Appropriately number and/or mark the bearing
blocks and cam followers for later reassembly using a tallow pencil.
2. Measure the axial clearance of the cam followers (3) by means of
thickness gauge (000.451), note down the value and compare with
the specified clearance. Refer to operating instruction manual,
Section 2.5.
3. Detach the washers (9), pull off the cam followers (3) and bearing
blocks (12). In the process of this work, measure the radial clearance
of the cam followers using the thickness gauge, note it down and
compare it with the specified clearance.
Important! The central bearing block to remain on the cam follower
axle (11). Take care not to damage the spacer rings between the cam
followers and bearing blocks when pulling them off, and put them down in
a way permitting slipping them back on in the reverse order during
assembly.
4. Measure the axial clearance of the roller (17) using the thickness
gauge, note it down and compare it with the specified clearance.
5. Using the screw driver (000.391), force in the positioning pin (19) until
the roller pin (20) can be removed.
6. Measure the radial clearance of the roller using the thickness gauge,
note it down and compare it with the specified clearance.
7. Clean all the individual parts of the cam followers and the running
surface of the cam follower axle, check for damage, purge the oil
bores with compressed air.
Attention! Replacement of bearing bushes should be entrusted
to a service base or to MAN B&W personnel as a matter of principle
because the bearing bushes have been fitted in the cam followers by
deep- freezing.
6632
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3 Cam follower
5 Camshaft
12 Bearing block
16 Lube oil pipe

Figure 3. Installation of the cam followers
Operating sequence 3 -- Reinstall the inlet/exhaust cam followers
Steps
1. Slightly oil the bore of the roller (17) and fit it in the cam follower (3).
2. Insert the roller pin (20) in cam follower and roller (taking note of the
bore/positioning pin location), force the positioning pin (19) in and
push the roller pin fully home. Make sure that the spring-loaded
positioning pin engages in the bore in the cam follower (Figure 4).
3. Fit the rollers and roller pins also in the cam followers 2-4.
4. Slightly oil the running surface of bearing bushes (10), and slip the
cam followers together with spacer rings and bearing blocks onto the
cam follower axle (11) in the correct order.
5. Mount the washers (9) with hexagon bolts (7) screwed-in hand-tight
including wedge-type lock washers (8) onto the cam follower axle.
6. Attach the cross tie and fasten eye bolts to the crane by appropriate
suspension means.
7. Slowly lower the cam followers together with bearing blocks over the
guide rods (112.008) onto the valve camshaft (5), expanding the cam
followers by means of thrust bolts (112.007--10) until these roll off on
the cam base circle.
8. Screw four screws (23) through the bearing blocks into the cylinder
crankcase (6), remove the guide rods and screw the remaining two
screws (23) in.
9. Remove the cross tie and attach the lube oil pipe (16).
10. Insert the push-rods in the cylinder head and put the thrust pads on,
paying attention to the transverse groove in the push-rods and the
spot--faced shoulder on the thrust pads.
11. Turn the push-rods by approx. 90E (position of marking M on the
push-rod) -- refer to Figure 5 -- and connect the push-rods with the
thrust pads (refer to Figure 1).
12. On completion of installation, check the cam followers and push-rods
for ease of motion.
13. Check whether oil is supplied to all the lubricating points.
14. Attach the camshaft casing.
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3
17
18
19
20
Cam follower
Roller
Compression spring
Positioning pin
Roller pin
Figure 4. Cam follower
1 Push-rod
4 Cylinder head
AS Exhaust side
M Marking on the
push-rod
Figure 5. Position of the markings on the push-rods with the push-rods connected
to the thrust pads (top view)
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Push-- rods
112.02

Brief description
Push--rods are to be disassembled and recorded within the scope of
maintenance and repair work.
Related work cards
Work card
Work card
Work card
111.03
111.03
Technical details
Term
Information
Push--rod
6.5 kg
Operating sequence 1 -- Disassemble the pushrods
Starting condition
Rocker arm casing dismantled, cover of the camshaft casing taken off.
Steps
1. Turn the pushrod (1) until it can be disengaged from the thrust pad
(2) (pushrod with transverse groove, thrust pad with spot--faced
shoulder -- see Figure 1).
2. Remove the pushrod.
3. Remove second pushrod in the same way.
4. Clean the pushrods and check for damage.
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1 Pushrod
3 Rocking lever
(Inlet/exhaust valve)
4 Cylinder head
5 Valve camshaft
Figure 1. Pushrod as installed (illustration shows L--type engine)
1 Pushrod
2 Thrust pad
3 Rocking lever
(Inlet/exhaust valve)
Figure 2.
Operating sequence 2 -- Install the pushrods
Starting condition
Pushrods cleaned and checked for damage.
Steps
1. Clean the thrust pad (2), then slightly lubricate it with oil.
2. Introduce pushrod (1) into the engine and place onto thrust pad,
taking note of the transverse groove in the pushrod and the
spot--facing on the thrust pad.
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3. Turn the pushrod by approx. 90 (position of marking (M) on the

pushrod, see Figure 2) and connect the pushrod with the thrust pad
(see Figure 1).
4. Install the second pushrod in the same way.
5. Check the pushrods for ease of motion.
1 Pushrod
4 Cylinder head
AS Exhaust side
M Marking on the
pushrod
Figure 3. Position of the markings on the push rods when the push rods are
connected with the thrust pads (plan view).
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Inlet and exhaust valves/Valve seat rings/

Valve guide/Valve rotators
009...
012
020
021
027
030
034
050
055...
073
100
101...
101
111
112
Piston/Piston rings
Camshaft drive
113...
120
125
140...
160...

Operating device
Speed control
Main starting valve
Charge air cooler
Pulse pick- up
Fuel injection pipe
200...
221
280...
300...
322
400
434
6682
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Valve rotator
Checking rotating motion
113.01

Brief description
Valve rotators are to be assessed at regular intervals.
The work includes:
Quant Denomination
No.
Availability
--
Standard
--
Inventory
Functional description
Inlet valve
When the valve is opened, the cup spring (4) installed in the valve rotator
becomes flatter as a result of the increasing force of the valve spring.
Please refer to Figures 1 and 2. As a result, it exerts a load on the balls
provided in the pockets of the solid body (1), forcing them to run
downwards in their inclined races, thereby automatically exercising a
rotating movement along the balls itself. Resting on the ball race (3)
during the rotating motion, the inner rim of the cup spring is unloaded and
enabled to slide on the solid body. The cover, the cup spring and the valve
spring, however, are positively connected with each other by frictional
effect. The relative rotating movement between the cup spring/cover and
the solid body is transmitted to the valve through the solid body. When the
valve closes, the cup spring is unloaded, releasing the balls so that these
are reset (not rolled) to their original position by compressive spring force.
Exhaust valve
When the valve is opened, a rotating movement is imparted to it by a

propeller sleeve mounted on the valve stem. The rotating movement
begins as soon as the gas flow passes the propeller sleeve, it is made
possible by a deep-groove thrust bearing that is friction-mounted on the
valve top.
Operating sequence 1 - Check the valve rotators
Starting condition
6629
Engine shut down.
113.01--01 E
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Steps
1. Unscrew the hexagon head bolts of the cylinder head cover and take
the cover off.
2. Make markings on the valve rotators (15) and the thrust bearing (17)
with the felt-tip pencil.
3. Start the engine and operate it at low speed.
4. Watch the valve rotator (15) of the inlet valves to see whether the
solid body (1) and the valve cone (10) rotate evenly.
1
2
3
4
5
6
7
Solid body
Ball
Ball race
Cup spring
Cover
Spring ring
Compression spring
Figure 1. Valve rotator of the inlet valve
8
9
10
11
12
13
14
15
16
17
18
Inlet valve seat ring

Cylinder head
Inlet valve cone
Valve guide
Compression spring
O-ring seal
Compression spring
Valve rotator
Valve collet, two parts
Thrust bearing
Exhaust valve cone
with propellor sleeve
19 Exhaust valve seat
ring
Figure 2. Inlet valve/exhaust valve
Important! Fouling of the ball pockets, in particular by residues

contained in the oil (abrasion, combustion products) may cause
malfunction. Dirt that has deposited causes parts to stick and obstructs
the movement of the balls. The valve rotator has to be taken out,
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disassembled, carefully washed and lubricated before being reinstalled

(see work card 113.02).
113.02
5. Watch the thrust bearing (17) of the exhaust valves. One full
revolution of the thrust bearing/exhaust valve cone (18) should not
take longer than one minute.
Important! If one revolution takes longer, dismantle the exhaust
valve and clean all the individual parts.
Attention! If the balls have produced impressions in the track
due to lumped pressure loading because the inlet or exhaust valve
has stopped rotating, the complete valve rotator or thrust bearing,
respectively has to be replaced. Also, if there is no rotation of the
inlet or exhaust valve, check the condition of the valve cone and
113.03).
valve seat ring (refer to work card 113.03
6. Stop the engine.
7. Put the cylinder head cover onto the rocker arm casing and fasten it
in place.
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Inlet and exhaust valve/valve rotator

Removing and installing or rather
disassembling and reassembling
113.02

Brief description
Inlet and exhaust valves as well as valve rotators are to be disassembled
at regular intervals and overhauled if necessary.
Quant Denomination
No.
Availability
1 Valve spring tensioner
113.153
Standard
1 Thrust pad
113.153--1
Standard
1 Bridge
113.153--7
Standard
000.451
Standard
--
Standard
1 Lubricant
--
Inventory
Related work cards
Work card
Work card
Work card
055.02
Technical details
Term
6629
113.02--01 E
Information
Inlet valve cone
3.5 kg
Exhaust valve cone
3.5 kg
07.97
32/40
101/ 05
Operating sequence 1 - Disassemble the inlet and exhaust valves
Starting condition
Cylinder head dismantled and mounted in cylinder head reversing jig.

Important! If it is only desired to dismantle the valve rotators/thrust
bearings or the compression springs, the cylinder head is left in place and
the piston has been turned into ignition TDC position.
Steps
1. Attach the bridge (113.153-7) to the cylinder head (9) using two hexagon head bolts (21). Figures 1 and 2.
2. Slip the thrust pad (113.153-1) over the spindle fitted on the bridge,
and slip it over the valve rotator (15) or thrust bearing (17) - see
Figure 2 /I.
3. Screw the hexagon nut (20) onto the spindle.
4. Depress the thrust pad by turning the hexagon nut, thereby
preloading the compression springs (12 and 14) sufficiently to allow
disassembly of the two-part collet (16) - see Figure 2 /II. Hold the
valve cone (10 or 18) against the valve cone cup by hand while the
compression springs are being pressed down. Remove the collets.
Attention! Unless the valve cone is held in place, it will drop out
of the valve guide when the collet has been taken away.
5. Push the valve cone out of the valve guide (11) and put it down.
6. Screw back the hexagon nut to unload the compression springs (see
Figure 2 /III).
7. Completely turn back the hexagon nut, remove the thrust pad from
the valve rotator or thrust bearing, turn it and slip it onto the next
valve rotator or thrust bearing.
8. Take off the valve rotator or thrust bearing and the compression
springs.
9. Dismantle the other inlet/exhaust valves in the same way (refer to
points 2 to 8).
Important! Note down the valve cone/valve guide pairings
because, unless replaced by new ones, valve cones have to be refitted
into the same valve guide.
10. Remove the O-ring seals (13) from the valve guides.
11. Disassemble the valve rotator (refer to operating sequence 2).
Attention! In case the balls have produced impressions in the
tracks as a result of lumped loading because the inlet or exhaust
valve stopped rotating, the complete valve rotator or thrust bearing
has to be replaced.
12. Clean all the parts and check them for damage, replace if necessary.
13. Check the condition of the valve guide and disassemble it if
055.05).
necessary (see work card 055.05
14. Slip the valve cone into the valve guide and measure the radial
clearance using the caliper gauge (000.451), note down and compare
with the specified clearance. Please refer to the operating instruction
manual, Section 2.5.
15. Check the valve seats (refer to work card 113.03).
113.03
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8
9
10
11
12
13
14
15
16
17
18
19

Cylinder head
Inlet valve cone
Valve guide
Compression spring
O-ring seal
Compression spring
Valve rotator
Collet (two-part)
Thrust bearing
Exhaust valve cone
Exhaust valve seat
ring
Figure 1. Inlet valve/exhaust valve
Operating sequence 2 - Disassemble and reassemble the valve rotator
Starting condition
Valve rotator dismounted and put down (with spring ring on top).
Steps
1. Remove the spring ring (6). Figure 3.

2. Take off the cover (5), the cup spring (4) and the ball race way (3).
3. Take all the balls (2) and compression springs (7) out of the solid
body (1).
4. Wash all the parts using an appropriate cleanser, and dry them.
5. Check the parts for wear and impressions produced by balls, replace
them if necessary.
Important! When replacing parts of the valve rotator, the solid body
(1) has to be marked with the subject number of the set of wear parts
which has been used. New parts are to be cleaned prior to being installed.
6. Fit the balls and compression springs in the pocket tracks provided
for this purpose in the solid body.
Attention! Take care that all the balls are at the highest point of
the inclined pocket tracks, i.e. all of them arranged in the same
direction (see Figure 3).
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9
10
12
14
15
16
17
18
20
21
22
23
Cylinder head
Inlet valve cone
Compression spring
Compression spring
Valve rotator
Collet (two-part)
Thrust bearing
Exhaust valve cone
Hexagon nut
Hexagon head bolt
Inlet valve
Exhaust valve
AS Exhaust side
Figure 2. Dismantling the collet
7. Place the ball race way onto the balls.

8. Insert the cup spring, put the cover in place and fit the spring ring.
9. Immerse the valve rotator into clean lube oil and take it out
immediately prior to being installed.
Attention! Never introduce grease into the valve rotator.
Parts being stored must be appropriately packed and protected from dust,
water, humidity and aggressive media. Dust would cause the parts to get
stuck and thereby impede or prevent a rotating movement when put to
use.
Storage
1
2
3
4
5
6
7
Solid body
Ball
Ball race way
Cup spring
Cover
Spring ring
Compression ring
Figure 3. Valve rotator
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Operating sequence 3 - Install the inlet and exhaust valves
Starting condition
All the parts cleaned, cylinder head mounted in cylinder head reversing jig.
Bridge mounted on cylinder head.
Important! If only the valve rotators/thrust bearings or compression
springs have been dismantled, the cylinder head is left in place and the
piston is in ignition TDC position.
Steps
1. Clean the bore in the valve guide (11) and valve seat ring (8 or 19).
2. Insert a new O-ring seal (13) in the ring groove, taking care that it is
not distorted.
3. Fit the compression springs (12 and 14) in the cylinder head (9) and
place the valve rotator (15) or thrust bearing (17) onto the
compression springs.
4. Slip the thrust pad (113.153-1) over the spindle fitted on the bridge
(113.153-7) and then slip over the valve rotator or thrust bearing (see
Figure 2 /III).
5. Screw the hexagon nut (20) onto the spindle.
6. Apply G-n Molicote to the stem of the valve cone (10 or 18) and
push it into the valve guide. In case the engine ist put into operation
immediately the valve stem can be treated with clean engine oil as
well.
Tip! While fitting the collet, hold the valve cone against the valve cone
cup by hand.
7. Turn the hexagon nut to depress the thrust pad and thereby preload
the compression springs sufficiently to permit the two-part collet (16)
to be installed (see Figure 2 /II). Insert the collets.
Attention! Prior to unloading the compression springs verify that
the two-part collet has been fitted correctly and the gap between
both parts is the same.
8. Screw back the hexagon nut and unload the valve spring tensioning
tool.
9. Fully unscrew the hexagon nut, take the thrust pad off the valve
rotator or thrust bearing, and back it off.
10. Fit the other inlet/exhaust valves in the same way (refer to points
1 to 9).
11. Remove the valve spring tensioning tool.
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Inlet and exhaust valves

Valve seats
Checking
113.03

Carry out the work in time according to the maintenance plan,
check components for condition/wear,
consider the contact pattern/wear.
Brief description
Inlet and exhaust valve seats are to be checked and, if necessary,
overhauled/replaced at regular intervals.
carrying out a touching test,
assessment of contact pattern/wear condition.
Quant Denomination
No.
Availability
1 Touching bow
113.144
Standard
1 Hexagon screw driver 8
000.297
Standard
1 Touch--up paste
--
Inventory
--
Inventory
Related work cards
Work card
Work card
Work card
113.02
Technical details
Term
Information
Inlet valve cone
3.5 kg
Exhaust valve cone
3.5 kg
Preliminary remarks
Exhaust and inlet valves with a poor contact pattern do not have a long life
expectancy. They have to be overhauled or replaced.
The intervals for overhaul as entered in the maintenance schedule are
guide values and depend on the operating mode and the engine condition,
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and the quality of the fuel used. The most suitable intervals for overhaul
have to be chosen, making due allowance for the specified checks.
Due to the frequent temperature changes, the material of the valve cone is
subject to fatigue. The inlet and exhaust valve cones have to be replaced
when the operating times stated in the maintenance schedule have been
reached, even if the admissible maximum remachining limits have not yet
been reached.
Attention! Use beyond this limit involves an unpredictable risk
for the engine.
The seating angle of the valve cone is 120 , with a positive tolerance. The
valve seat angle in the cylinder head has a negative tolerance so that the
valve cone seating face is in contact with the full seating face of the valve
seat ring, or a small differential angle exists. This ensures that in operation
the sealing zone for the hot gases is on the outer margin of the valve seat
area.
The wear appearance is checked by means of a touching test.
Attention! With valve seat grinders that have long been in use,
tolerances resulting from wear may influence the valve seat angle so
that incorrect contact distribution is produced. We recommend
checking by means of a touching test made with a new, original
MAN B&W valve cone. If deviations are found, the valve seat grinder
has to be readjusted or overhauled.
8
9
10
24
Valve seat ring

Cylinder head
Valve cone
Hexagon socket bolt
M10x120
Valve seating angle on

the valve cone
(120 +10)
Valve seating angle on
the valve seat ring
(120 10)
Differential angle
(0 to 20)
Figure 1. Valve cone and valve seat ring (inlet valve being shown)
Operating sequence 1 - Touching test
Starting condition
Cylinder head mounted in the cylinder head reversing jig, inlet/exhaust

valves dismantled.
Steps
1. Carefully clean the valve seat surfaces.

Attention! Do not damage the valve cone by using a wrong
cleaning tool (such as a slag hammer).
2. Fasten the touching bow (113.144) to the valve cone (10). Figure 1.
3. Apply a uniform film of touching ink as thin as possible to the valve
seat of the valve cone.
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4. Slide the valve cone into its valve guide and turn it by one half
revolution in vertical position and under pressure, using the touching
bow.
5. Take out the valve cone. If the differential angle is correct and/or
remachining has been carried out properly, there must be a
continuous bearing zone at the external margin of the valve seat.
Operating sequence 2 - Assessing valve seat surfaces
Starting condition
Cylinder head mounted in the cylinder head reversing jig, inlet and exhaust
valves dismantled.
Diagnosis No. 1
Valve seat surfaces of the cone and seat ring are clean, show traces of
varnishing or slight pitting. Uniform wear appearance all around. Figure 2.
Action
Apply silicon-free grinding paste to the valve seating surface of the valve
cone and valve seat ring (observe instructions of the supplier!) and clean
by hand using the touching bow (113.144) until varnishing has been
removed. After cleaning, make a touching test (see operating
sequence 1).
Important! Use as little grinding paste as possible for cleaning, and
carefully wash the valve cone and valve seat ring afterwards. Residues of
grinding paste promote wear.
Figure 2. Illustrating assessment No. 1
Assessment No. 2
The valve seating surface of the valve cone or valve seat shows heavy
deposits, rather deep corrosion pitting and/or distinct pounding marks.
Wear on the valve cone or seat ring. Figure 3.
Action
Remachine the valve cone and valve seat ring using the valve cone/valve
seat grinder until the seating surfaces are clean or a new wear
appearance is obtained. After cleaning, make a touching test (refer to
operating sequence 1).
Important! Keep grinding treatment to a minimum and
subsequently clean the valve cone and valve seat ring carefully. Grinding
residues promote wear.
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Minor pitting left after removal of varnishing can be tolerated, it has but
little effect on the service life.
Figure 3. Illustrating assessment No. 2
Assessment No. 3
Valve cone showing incipient blow-by or stress cracking.
Action
The valve cones have to be replaced.
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Valve seat rings

113.04

Brief description
Removal and installation of valve seat rings are not part of the work
specified in the maintenance schedule.
The work/steps consist of:
Qty Designation
No.
Availability
113.148
Standard
1 Ring
114.042
Standard
1 Clamping piece
113.167
Standard
1 Thrust pad
113.166
Standard
1 Ring
113.165
Standard
1 Guide piece
113.148--13
Standard
1 Extractor
113.146
Standard
1 Guide piece
114.041
Standard
1 Guide piece
113.157
Standard
1 Yoke
113.146--6
Standard
1 Ball bearing
113.146--10
Standard
1 Thrust pad
113.146--12
Standard
1 Feeler gauge (set)
000.451
Standard
--
Standard
1 Hexagon screw drivers (set)
--
Standard
1 Welding apparatus (autogenous)
--
Inventory
1 Micrometer (inside)
--
Inventory
1 Sliding caliper
--
Inventory
1 Lubricant, clean
--
Inventory
1 Securing compound Loctite 640
--
Inventory
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Related work cards
Work card
Work card
Work card
113.02
113.03
113.06
Preliminary remarks
Valve seat inserts (rings) must be disassembled and replaced
- if they have corroded areas or dents that cannot be removed with a

grinding machine,
- if pieces have broken off or cavities have been burned in the ring, or
there are stress cracks, and
- if the limit for reworking (see Work Card 113.06

113.06) has been reached.
Valve seat rings cannot be removed without being heated and cooled first.
Operating sequence 1 -- Removing valve seat rings
Cylinder head removed, cleaned carefully of oil and fuel, and mounted in
cylinder head reversing jig (combustion chamber side up), and the
corresponding inlet or exhaust valve disassembled.
Starting condition
1 Welding torch
2 Cylinder head
3 Inlet valve seat ring

7 Exhaust valve seat ring
A Heating areas
AS Exhaust side
Figure 1. Heating the valve seat rings
1. Using the welding torch (1), heat the valve seat ring (3 or 7) on the
valve seat at four different points offset by about 90, until the material starts to melt (see Figure 1).
2. Let the cylinder head (2) and valve seat ring cool down.
Steps
Attention! In the heated area, the tangential stress is reduced,

due to exceeding the yield point.
3. Insert the guide piece (113.157 or 114.041) into the valve seat ring (3
or 7) and hold it (see Figure 3/I).
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2 Cylinder head
M Marking
Figure 2. Installed position of guide piece in inlet valve
Important! For inlet valve seat rings, make sure that the guide piece
(113.157) is at right angles to the marking (M) see Figure 2.
4. Slip the yoke (113.146--6), the ball-bearing race (113.146--10), and
the thrust pad (113.146--12) over the guide piece, and screw on the
hexagon nut (6) see Figure 3/II.
2
3
6
7
Cylinder head
Hexagon nut, M20
Exhaust valve seat
ring
AS Exhaust side
Figure 3. Stripping out the valve seat rings (stripping out an inlet valve seat ring shown)
5. Extract the valve seat ring by turning the hexagon nut (see Figure
3/III).
Important! Make sure that the valve seat ring is lifted evenly, i.e.
that it does not become wedged.
6. Check the opening in the cylinder head for damage, check dimension
(B) (max. permitted value 118.022 mm), and measure and note dimension (E) see Figure 4.
6629
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07.98
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Attention! If dimension (B) is exceeded, oversize valve seat rings

can be obtained from MAN B&W Diesel AG. For this purpose, the
opening has to be reworked.
2 Cylinder head
B Maximum dimension of
opening
E Distance between the
two surfaces
Figure 4. Opening for the valve seat ring in the cylinder head
Operating sequence 2 -- Installing valve seat rings
Cylinder head mounted in cylinder head reversing jig (combustionchamber side up); opening in the cylinder head cleaned and measured.
Starting condition
1. When installing inlet valve seat rings (3), make markings (N) on the
combustion-chamber side of the cylinder head (2) with a felt-tip pen
(see Figure 5).
Steps
2 Cylinder head
AS Exhaust side
M Marking on the inlet
valve seat ring
N Marking on the cylinder
head
Figure 5. Position of the markings for installing the inlet valve seat ring
2. Measure the dimension of the new valve seat ring from the lower
edge to the contact surface and compare with dimension (E) see
Operating Sequence 1, item 6). Dimension (E) must be at least
0.2 mm larger.
3. Fit a new O-ring seal in the ring groove, taking care that it is evenly
tensioned over the entire circumference, and not twisted.
4. Slide the guide piece (113.148-13) into the valve stem guide (8), slip
on the clamping piece (113.167), and screw on the hexagon nut (6)
by hand (without using wrench) all the way.
5. Slip on the corresponding ring (113.165 or 114.042) onto the thrust
pad (113.166) and fasten it (See Figure 6).
6. Lubricate contact surface (C) in the cylinder head (2) with Loctite 640
and the area of the O-ring seal (2) with clean lubricating oil.
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7. Place the thrust pad onto the valve seat ring, put both over the guide
piece, and centre them in the opening of the cylinder head by hand
(see Figure 6/I).
Important! When installing inlet valve seat rings, make sure they are
installed in the correct position (markings M and N on inlet valve seat ring
and cylinder head) see Figure 5.
8. Screw the hexagon nut (6) all the way onto the guide piece.
9. Pull in the valve seat ring until seated by turning the hexagon nut.
Important! Make sure that the valve seat ring is evenly pressed in,
without tilting.
10. Remove the tool.
11. Check the gap (D) on several points for uniform width with the feeler
gauge (000.451).
Attention! The gap must not be less than 0.2 mm.
12. Grind the valve seat ring with a valve-seat grinding machine, and
check the seat with an inked new valve cone (see Work Card
113.03).
113.03
13. Install inlet or exhaust valve together with new or reground valve
113.02).
cone (see Work Card 113.02
2 Cylinder head
5 O-ring seal
6 Hexagon nut, M20
7 Exhaust valve seat ring

8 Valve guide
9 Set screw
C Contact face on the

cylinder head
D Gap between cylinder
head and valve seat ring
Figure 6. Installing the valve seat ring (installation of exhaust valve seat ring shown)
6629
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Valve guide in the cylinder head

113.05

Brief description
Removal and installation of valve guides is not part of the work specified in
the maintenance schedule. This is only necessary if the valve guides are
damaged/worn to such an extent that sealing effect and reliable guiding
are no longer ensured.
Qty Denomination
No.
Availability
1 Ring
114.042
Standard
1 Clamping piece
113.168
Standard
1 Thrust pad
113.166
Standard
1 Ring
113.165
Standard
113.148
Standard
1 Guide piece
113.148--13
Standard
--
Standard
--
Inventory
Related work cards
Work card
Work card
Work card
113.02
Operating sequence 1 -- Removal of a valve guide
Starting condition
Cylinder head dismantled and clamped into cylinder head turnover stand.
The respective inlet and/or exhaust valve disassembled.
Steps
1. Introduce the guide piece (113.148-13) into the valve guide (8) and
hold it in place.
2. Slip the clamping piece (113.168) over the guide piece and screw on
the hexagon nut (6). See Figure 1.
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32/40
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3. Pull the valve guide out of the cylinder head (2) by turning the
hexagon nut.
4. Clean the locating bore in the cylinder head.
2 Cylinder head
6 Hexagon nut M20
8 Valve guide
Figure 1. Removal of the valve guide
Operating sequence 2 -- Installation of a valve guide
Starting condition
Cylinder head clamped into cylinder head turnover stand (combustion

space side up). Locating bore in the cylinder head cleaned.
Steps
1. Slip the valve guide (8) onto the guide piece (113.148-13) and fasten
by means of the hexagon nut (6). Figure 2.
2. Mount the corresponding ring (113.165 and/or 114.042) on the thrust
pad (113.166) and fasten it. See Figure 2.
3. Introduce the guide piece together with the valve guide into the
cylinder head (2) from below, and hold in place.
4. Put the thrust pad over the guide piece and place onto the valve seat
ring.
5. Screw on hexagon nut (6).
6. Draw the valve guide into the locating bore until it is seated by turning
the hexagon nut.
Important! Take care that the valve guide is evenly inserted and
not tilted.
7. Remove the complete tool.
6629
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2 Cylinder head
6 Hexagon nut M20
7 Exhaust valve seat
ring
8 Valve guide
9 Set screw
Figure 2. Installation of the valve guide (Figure shows valve guide on the exhaust valve)
6629
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Operating device
009...
012
020
021
027
030
034
050
055...
073
100
101...
101
111
112
113
120
Piston/Piston rings
Camshaft drive
125
Operating device
140...
160...
Speed control
Main starting valve
Charge air cooler
Pulse pick- up
Fuel injection pipe
200...
221
280...
300...
322
400
434
6682
125--01 E
08.97
101/ 01
Speed control
009...
012
020
021
027
030
034
050
055...
073
100
101...
101
111
112
113
120
125
Piston/Piston rings
Camshaft drive
Operating device
140...
Speed control
160...

Main starting valve
Charge air cooler
Pulse pick- up
Fuel injection pipe
200...
221
280...
300...
322
400
434
6682
140...--01 E
08.97
101/ 01
Electronic speed governor

Checking
140.01

Brief description
Electronic speed governors are, to a large extent, maintenance free.
Should, however, operating problems occur, the fault should be cleared as
soon as possible.
The work includes:
repairing the speed governor
Qty Denomination
No.
Availability
--
Inventory
Related work cards
Work card
Work card
Work card
203.02
Operating sequence 1 -- Repairing the speed governor
Starting condition
Alarm of the speed governor in the engine control room.
Steps
1.
2.
3.
4.
Open the speed governor cabinet (10).

Remove cover from digital governor (11).
Connect hand programmer (17) to jack (4) of the digital governor.
If NO PARAMETER IN MASK appears on the display (18), press
key MASK ON/OFF.
5. Read off fault flag which appears on the display (text in the fourth
line).
Tip! The display indicates the last fault which has occurred.
6. Look up the corresponding Code No. in Table 1 and note down.
7. Look up the corresponding Code No. in the governors brochure
Programming the Digital Governor in Section Fault Corrective
Action. Eliminate the cause of failure following the instructions given
there.
8. In case the parameters have been changed, store them by pressing
first key 2nd and then SAVE DATA.
6632
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9. Press key RESET (14) of the digital governor. If there are further
faults, the next fault flag appears on the display after having
eliminated the cause of the previous one. In this case, follow the
instructions given under points 5 to 9 once more. This procedure is to
be repeated until no fault flag appears on the display.
10. Press key bank 2nd CLEAR ERR, 2nd and ERASE ERR to
clear non-self--clearing faults and the fault memory.
11. Remove hand programmer, attach cover to digital governor, close the
speed governor cabinet.
6 Positioner
7 Regulating rod
8 Pull rod
9 Position pick--up
KGS Free engine end
Figure 1. Fitting the positioner for the regulation
6632
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In case the fault which has caused the failure of the speed governors
electronic cannot be rectified and the speed governor cannot be
commissioned, the following operations are to be carried out:
- With the hand programmer attached, press key bank MASK ON/OFF,
2nd and ERRORS, note down all fault flags which are set to 1 and
contact MAN B&W Diesel AG.
Example: ERR FEEDBACK 0 = Fault flag denotes: no fault
ERR SPEED OVER 1 = Fault flag denotes: fault
- Remove hand programmer.
- Switch off automatic cut-outs (12 and 13).
Attention! By switching off the voltage, the alarm in the engine
control room is activated.
- Mount hand lever to control linkage (cf. work card 203.02

203.02) and operate
the engine by hand.
10 Speed governor
cabinet
11 Digital governor
12 Automatic cut--out
13 Automatic cut--out
Figure 2. Speed governor cabinet
1-5
11
14
15
16
Connecting jack
Digital governor
7--segment display
RESET key
LED row
Figure 3. Speed governor
6632
140.01--01 E
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V 32/40
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17 Hand programmer
18 Display
19 Keyboard
Figure 4. Hand programmer
6632
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V 32/40
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Fault flag
(ERR)
ERR_ACTUATOR_DIFF
ERR_ADC1
ERR_ADC2
ERR_ADC3
ERR_ADC4
ERR_ADC5
ERR_ADC6
ERR_ADC7
ERR_ALINE
ERR_AMPLIFIER
Code No.
3004
3041
3042
3043
3044
3045
3046
3047
3068
3005
Fault flag
/SERR)
SERR_ACTUATOR_DIFF
Code No.
3104
SERR_ALINE
SERR_AMPLIFIER
3168
3105
ERR_BOOST
3023
SERR_BOOST
3123
ERR_CALC_TIME
ERR_CLEAR_FLASH
ERR_CPU2
ERR_CURVE
3069
3065
3014
3060
SERR_CALC_TIME
3169
SERR_CPU2
SERR_CURVE
3114
3160
ERR_DATA
3062
SERR_DATA
3162
ERR_FEEDBACK
ERR_FEEDBACK2
ERR_FEEDBACK3
ERR_FEEDBACK_ADJUST
3001
3002
3003
3000
SERR_FEEDBACK
SERR_FEEDBACK2
SERR_FEEDBACK3
SERR_FEEDBACK_ADJUST
3101
3102
3103
3100
ERR_GAS_PRESS_MIX
ERR_GAS_PRESS_RED
3030
3031
SERR_GAS_PRESS_MIX
SERR_GAS_PRESS_RED
3130
3131
ERR_INTER
3072
SERR_INTER
3172
ERR_LMG_INPUT
ERR_LOGICAL
3029
3064
SERR_LMG_INPUT
SERR_LOGICAL
3129
3164
ERR_MAP
ERR_MEMORY
3061
3063
SERR_MAP
SERR_MEMORY
3161
3163
ERR_OIL_ECY
ERR_OIL_PRESSURE
ERR_OIL_WARN
3010
3024
3009
SERR_OIL_ECY
SERR_OIL_PRESSURE
SERR_OIL_WARN
3110
3124
3109
ERR_PICK_UP1
ERR_PICK_UP2
ERR_PROG_FLASH
3007*
3008*
3066*
SERR_PICK_UP1
SERR_PICK_UP2
SERR_PROG_FLASH
3107
3108
3166
6632
140.01--01 E
07.97
V 32/40
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Fault flag
(ERR)
ERR_SETPOINT1
ERR_SETPOINT2
ERR_SETPOINT3
ERR_SPEED_OVER
ERR_STACK
ERR_SYNCHRON_INPUT
ERR_TEMP_CHARGE_AIR
ERR_TEMP_COOL_WATER
ERR_TEMP_OIL
Code No.
3020
3021
3022
3006
3070
3028
3027
3025
3026
Fault flag
(SERR)
SERR_SETPOINT1
SERR_SETPOINT2
SERR_SETPOINT3
SERR_SPEED_OVER
SERR_STACK
SERR_SYNCHRON_INPUT
SERR_TEMP_CHARGE_AIR
SERR_TEMP_COOL_WATER
SERR_TEMP_OIL
Code No.
ERR_USER
3067
SERR_USER
3167
ERR_VOLTAGE
ERR_VOLTAGE2
ERR_VOLTAGE3
3011
3012
3013
SERR_VOLTAGE
SERR_VOLTAGE2
SERR_VOLTAGE3
3111
3112
3113
ERR_WATCHDOG
3071
SERR_WATCHDOG
3171
3120
3121
3122
3106
3170
3128
3127
3125
3126
Table 1. Assignment fault flag/code number

*
In this connection, see also work card 400.01
6632
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07.97
V 32/40
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Starting air pilot valve/

Starting valve/Main starting valve
009...
012
020
021
027
030
034
050
055...
073
100
101...
101
111
112
113
120
125
140...
Piston/Piston rings
Camshaft drive
Operating device
Speed control
160...

Main starting valve
200...
221
280...
300...
322
400
434

Charge air cooler
Pulse pick- up
Fuel injection pipe
6682
160...--01 E
08.97
101/ 01

160.01

Brief description
Starting air pilot valves are to be disassembled and overhauled at regular
intervals.
removal/disassembly of components,
replacement of sealing rings/sealing elements,
assembly/attachment of components.
Qty Designation
No.
Availability
000.451
Standard
--
Standard
1 Depth gauge
--
Inventory
Technical details
Term
Information
8.5 kg
Operating sequence 1 -- Dismantling and disassembling the starting air pilot valve
Important! When opening the starting air system make sure that
no dirt can enter the valves and pipes. Open pipe ends have to be
blanked off with plastic caps or adhesive tape. The work place at which
starting air pilot valves are disassembled must be clean; use fat solvents
and compressed air for cleaning.
For reassembly, make sure that the work place is meticulously clean. Dirt
particles may cause malfunctions in the starting air system.
Steps
1. Screw the air supply pipe (2) and the control air pipe (4) off the casing (9). Figure 1.
2. Dismantle and disassemble the complete starting air pilot valve, clean
all the parts, purge the control air holes, check the sliding faces and
the set of seals (6) for wear, replace if necessary.
6629
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12.00
32/40
101/ 02
1
2
3
4
5
Spacer disc
Air supply pipe
Hexagon bolt
Control air pipe
Control piston
6
7
8
9
11
Set of seals
O-ring seal
PTFE ring
Casing
Cylinder crankcase
12 Pressure tube
13 Starting cam
A Gap size
B Gap as new, 2 0.6 mm
Figure 1. Starting air pilot valve - Left: arrangement/Right: control piston. Figure shows clockwise rotating engine
Operating sequence 2 -- Fitting the set of seals
Steps
1.
2.
3.
4.
Insert the O-ring seal (7) into the groove.

Heat the PTFE ring (8) in oil to 80C-100C.
Pull the PTFE ring over the control piston (5) into the groove.
Reshape the stretched PTFE ring by introducing the control piston (5)
into the oiled casing (9).
Operating sequence 3 -- Assembling and mounting the starting air pilot valve
Starting condition
Verify that all the parts are clean, and reassemble and mount them in reverse
order. Pay special attention to the following points:
Steps
1. Check the control piston (5) for ease of movement.

2. After screwing down the two hexagon bolts (3), check the gap size
(A) - see the Operating Instructions, Section 2.5; if necessary, dismantle the starting air pilot valve again and correct the gap size (B)
by removing foils from the spacer disc (1).
3. After connecting the air pipes (2 and 4), check them for leakages and
proper functioning.
6629
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12.00
32/40
102/ 02
Starting valve
161.01

Brief description
Starting valves are to be checked and, if necessary, overhauled at regular
intervals.
checking for tightness,
Quant Denomination
No.
Availability
161.018
Standard
1 Thrust pad
161.018--1
Standard
1 Spindle
161.018--5
Standard
1 Cleaning tool
055.149
Standard
1 Ratchet
008.023
Standard
1 Torque wrench
008.011
Standard
1 Shackle A0.6
002.452
Standard
001.912
Standard
001.757
Standard
1 Ring nut M12
000.182
Standard
--
Standard
--
Inventory
--
Inventory
--
Inventory
Related work cards
6629
161.01--01 E
Work card
Work card
000.30
161.03
07.97
Work card
32/40
101/ 04
Technical details
Term
Information
Starting valve
6.5 kg
Thrust flange
5.5 kg
Operating sequence 1 -- Checking the tightness
Attention! Should the starting air pipe become hot in operation,

the engine should be shut down immediately if possible, and the
defective starting air valve should be replaced. Prior to working on
the starting air valve, depressurise all the air- carrying pipes. Close
the shut- off valve on the compressed air container.
1
2
3
4
5
6
7
8
Cylinder head
Thrust flange
O--ring seal
O--ring seal
Starting valve
Stud bolt
Hexagon nut
Control air pipe
Figure 1. Starting valve in the cylinder head
Steps
1. Remove the pipe section between the main starting valve and the
manifold to the starting air pilot valves, and block the open ends by
means of the union nut and screw plugs. In that way, it is precluded
that control air can be admitted to any of the starting valves.
2. Open the indicator valve on the cylinder head.
3. Turn the piston into ignition TDC position (inlet and exhaust valves
closed).
4. Admit air to the starting air pipes. Starting valves that are not tight
can be recognised by air issuing at the indicator valve.
Important! Leaking starting air valves should be overhauled
immediately, if possible; otherwise, destruction of the valve seat will
proceed further.
6629
161.01--01 E
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102/ 04
Operating sequence 2 -- Removing the starting valve
Steps
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Screw the control air pipe (8) off the thrust flange (2).
Screw off two hexagon nuts (7) and remove the thrust flange.
Screw the spindle (161.018--5) onto the starting valve (5) until seated.
Put the thrust pad (161.018--1) over the spindle and onto the cylinder
head (1), screw on the collar nut (10).
Loosen the starting valve by turning the collar nut, and carefully lift
the starting valve out.
Screw the ring nut (000.182) onto the spindle, suspend from the
lifting tackle by means of shackle (002.452) and rope, and remove
from the cylinder head.
Clean the starting valve bore in the cylinder head using the cleaning
tool (055.149). Be careful that no foreign objects can fall into the
combustion space.
Check the valve seat surface in the cylinder head and regrind it if
161.03).
necessary (see work card 161.03
Cover the bore in the cylinder head.
Put the starting valve down onto the work bench and remove the tool.
161.02).
Disassemble the starting valve and clean it (see work card 161.02
1 Cylinder head
5 Starting valve
9 Neighbouring cylinder
head
10 Collar nut M 20
Figure 2. Removing/installing the starting valve
Operating sequence 3 -- Installing the starting valve
Starting condition
Starting valve cleaned and checked, damaged components replaced.

For installation, proceed in the reverse order of removal, taking note of the
following:
1. Treat new O--ring seals (3 and 4) with acid--free grease and fit in ring
groove, taking care that they are evenly tensioned around the
circumference, and not twisted.
2. Fit the starting valve (5) by means of spindle (161.018--5) and ring
nut (000.182).
3. Apply MoS2 lubricant to the threads and contact face of the hexagon
nuts (7), screw them in place and alternately tighten them to the
000.30).
specified torque (see work card 000.30
Attention! If the starting valve is installed with the cylinder head
at operating temperature, provisionally screw the two hexagon nuts
6629
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(7) hand- tight and tighten them to the specified torque after
temperature equalisation.
4. Upon installation, check the starting valve for tightness (see operating
sequence 1).
6629
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Starting valve
161.02

Brief description
Starting valves are to be checked at regular intervals and overhauled if
necessary.
replacement of sealing rings/sealing elements,
Quant Denomination
No.
Availability
1 Ratchet
008.023
Standard
1 Torque wrench
008.011
Standard
1 Socket wrench insert 19x12.5L
001.767
Standard
--
Inventory
--
Inventory
1 Touch--up paste
--
Inventory
Related work cards
Work card
Work card
Work card
000.30
Operating sequence 1 - Disassembling the starting air valve
Starting condition
Starting air valve dismantled and put down on work bench.
Steps
1. Mount the starting air valve in the vice, with two faces of the valve
cone (21).
2. Screw off the hexagon nut (11), whereby the compression spring (19)
is unloaded.
3. Take the piston (15) off the valve cone. Then take off the casing (20)
with the compression spring.
4. Take the sealing sets (12 and 16) off the piston.
5. Clean all the parts, check them for wear and damage.
6. Check the valve seats by touching tests.
6629
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05.98
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7. If grinding in becomes necessary, cautiously mount the casing in the

vice, taking care not to damage sealing faces. Fit the valve cone with
piston but without compression spring and sealings in the casing.
Apply fine grinding paste to the valve seat and rotate the valve cone
to and fro. Lift the valve cone occasionally so that the grinding paste
distributes again. After grinding in, clean the valve cone, the casing
and the piston.
Important! Remove as little material as possible and do not grind
longer than necessary to obtain a uniform, pale-grey annular face (check
by applying touch-up ink).
1 Hexagon nut
12 Packing consisting
of:
13 O-ring seal
14 PTFE ring
15 Piston
16 Packing consisting
of:
17 O-ring seal
18 PTFE ring
19 Compression spring
20 Casing
21 Valve cone
Figure 1. Sectional view of the starting valve (left)/disassembled piston with sealings (right)
Operating sequence 2 - Fit the packings (12 and 16)
Steps
1.
2.
3.
4.
6629
161.02--01 E
Insert the O-ring seal (13 or 17) into the groove.

Heat the PTFE ring (14 or 18) in oil to 80 - 100 EC.
Pull the PTFE ring over the piston (15) into the groove.
Restore the original shape of the elongated PTFE ring by fitting the
piston in the oiled casing (20).
05.98
32/40
102/ 03
Operating sequence 3 - Assemble the starting air valve
Starting condition
All parts cleaned, checked and replaced if necessary.
Steps
For assembly of the starting air valve, proceed in the reverse order of
disassembly, taking note of the following:
Apply MoS2 lubricant to the threads and contact face of the hexagon nut
(11), screw in place and tighten to the specified torque (see work card
000.30).
000.30
6629
161.02--01 E
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32/40
103/ 03
Starting valve
Seat in the cylinder head
Grinding
161.03

Brief description
Starting valves are to be checked and, if necessary, overhauled at regular
intervals.
The work concerns:
Establishment of a correct contact pattern.
Quant Denomination
No.
Availability
1 Grinding device
055.150
Standard
1 Holder
055.150--1
Standard
1 Guide piece
055.150--6
Standard
1 Grinding wheel
055.150--12
Standard
1 Cleaning tool
055.149
Standard
1 Cross handle
001.891
Standard
--
Standard
1 Depth gauge
--
Inventory
1 Torch
--
Inventory
--
Inventory
Related work cards
Work card
Work card
Work card
161.01
6629
161.03--01 E
07.97
32/40
101/ 03
Operating sequence 1 -- Grinding the starting valve seat
1 Cylinder head
A Maximum admissible
dimension
Figure 1. Foreshortened illustration of the max. admissible distance for grinding the
starting valve seat
Starting condition
Starting valve dismantled.
Steps
1. Place the grinding wheel (055.150-12) onto the holder (055.150-1)

and fasten by means of the hexagon nut (22). Figure 2.
2. Apply grinding paste to the grinding wheel.
3. Introduce the grinding wheel into the cylinder head (1), fit the guide
piece (055.150-6) on the holder, whereupon the holder can be
introduced into the starting air valve bore.
4. Rotate the grinding tool to and fro, and lift it occasionally so that the
grinding paste can distribute again.
Tip! Do not grind off more material than necessary to obtain an
integral valve seat that is polished and without damage across the full
width; therefore, check the valve seat several times during the grinding
operation.
Maximum admissible dimension A: 388.5 mm. If a distance larger than the
admissible one is measured, the cylinder head has to be replaced.
5. After grinding, take the grinding device (055.150) out and clean the
valve seat carefully using the cleaning tool (055.149).
Figure 2.
6629
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1 Cylinder head
22 Hexagon nut M 12
Figure 2. Grinding (left) and cleaning (right) the starting valve seat in the cylinder head
6629
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Main starting valve

162.01

Brief description
The main starting valve is to be checked, cleaned and, if necessary,
overhauled at regular intervals.
Quant Denomination
No.
Availability
000.002
Standard
--
Inventory
1 Threaded rod
--
Standard
Technical details
Term
Information
Main starting valve
26.2 kg
Operating sequence 1 -- Dismantle and disassemble
Starting condition
Engine stopped, no starting attempt necessary. Compressed air vessel

shut off, relieve valves in the compressed air pipes open.
Important! When opening the starting air and control air system,
take care that no dirt can enter the valves and pipes. Open pipe ends are
to be blocked by plastic caps or adhesive tape. Choose a clean work place
for disassembling the main starting valve and the pilot valves, use
fat--dissolving agents and compressed air for cleaning.
Assembly should be done with utmost care and cleanliness. Even
microscopically small dirt particles may cause malfunctions.
Steps
1. Undo pipe connections, remove hexagon head bolts (1) and

dismantle the valve, taking care of sealing rings (2).
2. Block open pipe ends to prevent dirt from entering.
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3. Loosen and remove the hexagon head bolts (3), mark the position of
the casing (4) relative to the valve seat (14).
4. Separate the casing from the valve seat. Remove all the individual
parts (5 -- 7), clean them and apply compressed blast air and check
their condition, replace them if necessary.
5. Loosen the cap (8) and remove it, take out the venting valve and
disassemble it into parts (9 --13).
6. Clean all the parts, apply compressed blast air and check their
condition, replace them if necessary.
7. If necessary, grind the valve piston (5) and/or the venting cone (9)
into the valve seat (14 or 10 respectively), using fine--grained grinding
paste.
Important! In grinding in, remove little material and do not grind
longer than necessary to obtain a pale--grey, annular face without defects.
The sealing efficiency can be checked by means of fuel oil or touching ink.
A threaded rod M10 is to be screwed into the valve piston (5) for the
grinding--in operation.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
Hexagon head bolt

Sealing ring
Hexagon head bolt
Casing
Valve piston
Sealing ring, consisting
of:
O ring and PTFE ring
Compression spring
Cap
Venting cone
Valve seat
Nut
Piston
Sealing ring, consisting
of:
O ring and PTFE ring
Valve seat
Safety valve
Figure 1. Main starting valve
Operating sequence 2 -- Assemble
For assembly, proceed in the reverse order of disassembly. Particular

attention should be paid to the ease of movement of the moving parts and
to the sealing effect of joints. A performance check is to be made after
installation. If the tightness of the casings is to be checked, the moving,
internal parts are not installed initially. A test pressure of max. 45 bar is to
be used for checking.
For fitting new sealing rings (6 and/or 13), proceed as follows:
Steps
1.
2.
3.
4.
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162.01--01 E
Insert an O ring into the groove.

Heat the PTFE ring in oil to 80 -- 100 EC.
Pull the PTFE ring over the groove edge and into the groove.
Restore the original state of the PTFE ring by introducing the valve
piston (5) or the venting cone (9) into the oiled casing (4) or valve
seat (10).
07.97
32/40, 40/45, 40/54
102/ 02
009...
012
020
021
027
030
034
050
055...
073
100
101...
101
111
112
113
120
125
140...
160...
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Main starting valve
200...
221
280...
300...
322
400
434

Charge air cooler
Pulse pick- up
Fuel injection pipe
6682
200...--01 E
08.97
101/ 01
Fuel injection pump

Checking
200.01

Brief description
Fuel injection pumps are to be checked at regular intervals.
The work includes:
Quant Denomination
No.
Availability
--
Standard
--
Standard
Preliminary remarks
Wear of the pump elements primarily depends on the abrasive or corrosive
constituents of the fuel. Correct prehaeating, separation and filtration,
timely maintenance and replacement of wear parts (baffle screws)
contribute to extended service lives, even under unfavourable basic
conditions.
Operating sequence 1 -- Check a fuel injection pump
Starting condition
Cover of the injection camshaft housing and the covering at the exhaust
counterside removed.
Steps
1. Check the condition (lubrication) of the injection cams (33), the

followers (32) and the tappet guides.
2. Remove the hexagon head bolt (22) between the fuel rack (25) and
the articulated head (24), and check the fuel rack and sleeve (26) for
ease of motion.
Tip! Movability of sluggish or stuck sleeves can be restored by means
of Diesel fuel oil.
3. Screw the hexagon head bolt (22) in place again and fix it by means
of hexagon nut (23).
4. Block the fuel pipes (fuel oil system without pressure).
5. Screw out both baffle screws (17) of each injection pump (16) and
check them for wear; replace them if necessary.
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6. Screw the baffle screws (17) complete with new sealing rings (18)
into the injection pump (16), hand-tight.
7. Open the fuel oil pipes.
8. Check the leaked fuel discharge from time to time. In case of
excessive leakage losses, disassemble the respective pump element
(27). If the sealing rings (19) and the O-ring seal (20 and 21) are in
order, the pump element has to be replaces.
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
Injection pump
Baffle screw
Sealing ring
Sealing ring
O-ring seal
O-ring seal
Hexagon head bolt
Hexagon nut
Articulated head
Fuel rack
Regulating sleeve
Pump element
Monobloc cylinder
Pump plunger
Crankcase
Tappet
Follower
Injection cam
Figure 1. Fuel injection pump
Attention! A pump element consists of the pump pluger (29) and

the monobloc cylinder (28). The pump plunger and monobloc
cylinder can only be replaced together because they fit together.
When installing new pump elements, it is also recommended to fit
new sealing rings (19) and O-ring seals (20 and 21).
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Fuel injection pump

Shutting off
200.02

Brief description
Injection pumps are to be shut off every time single running gears have to
be put out of operation.
The work includes:
putting out of operation components
Quant Denomination
No.
Availability
1 Clamp
200.078
Standard
--
Standard
Preliminary remarks
In case of failures in the injection system, on the cylinder head, on the
valve timing gear or with the piston/connecting rod removed, it is possible
or necessary to shut off the injection pump involved, as a prerequisite for
emergency operation (refer to the operating instruction manual, Section
3.6).
For shut-down, the fuel rack of the injection pump involved is blocked at
the Zero admission position.
Attention! Fuel admission to the injection pump must not be
shut off (lubrication of the pump plunger).
Fuel admission to the other injection pumps is made possible by tilting the
knuckle lever fitted on the injection pump that is shut off.
Operating sequence 1 - Shutting off a fuel injection pump
Starting condition
Covering of the corresponding cylinder on the exhaust counter side

removed, damaged parts removed and/or the necessary measures for
emergency operation taken (refer to the operating instruction manual,
Section 3.6).
Steps
1. Verify that the fuel rack (25) is at Zero admission position (with
engine shut down), or pull the fuel rack against the force of the
knuckle lever spring into Zero admission position and hold in that
position (with the engine running).
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2. Put the two-part clamp (200.078) onto the fuel rack, loosely screw in
the hexagon socket screw. (35).
3. Push the clamp forward until it contacts the casing (34), and tighten
the hexagon socket screws hand-tight.
25 Fuel rack
34 Casing
35 Hexagon socket screw
Figure 1. Fuel injection pump with fuel rack blocked
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Fuel injection pump

200.03

Brief description
Fuel injection pumps are to be dismantled within the scope of maintenance
and repair work.
Qty Designation
No.
Availability
200.079
Standard
1 Lever
200.079--1
Standard
1 Support
200.079--6
Standard
1 Bolt
200.079--7
Standard
1 Spring plug
200.079--8
Standard
1 Ring extension, A/F 24
200.073
Standard
1 Ratchet
008.023
Standard
1 Torque wrench
008.011
Standard
1 Shackle A0.6
002.452
Standard
1 Cross handle
001.891
Standard
001.755
Standard
1 Angular screw driver
000.445
Standard
--
Standard
--
Inventory
--
Inventory
--
Inventory
--
Inventory
Related work cards
6629
200.03--01 E
Work card
Work card
000.30
434.01
02.05
Work card
32/40
101/ 05
Technical details
Term
Information
Fuel injection pump
36.5 kg
Operating sequence 1 - Dismantle a fuel injection pump
Starting condition
Covering on the exhaust gas counterside removed, fuel injection pipe

dismounted.
Steps
1. Turn the engine so that the follower of the injection pump (16) is at
cam base circle position (spring largely unloaded).
2. Close all the necessary shut-off valves (such as for the fuel oil pipes,
air ducts etc.).
3. Disconnect the air duct, leaked fuel oil pipe, lube oil pipe and sealing
oil pipe (if fitted) from the injection pump
4. Unscrew the hexagon socket bolts (41) with the hexagon screw driver
(000.445) and take off the flanges (40) of the fuel admission pipe (38)
and fuel oil discharge pipe (42).
5. Unscrew the hexagon head bolt (22) between the control rod (25) and
the articulated head (24).
16
22
23
24
25
36
37
38
39
40
41
42
Injection pump
Hexagon head bolt
Hexagon nut
Articulated head
Control rod
Buckling lever
Control linkage
Fuel admisson pipe
O-ring seal
Flange
Hexagon socket bolt
Fuel oil discharge pipe
Figure 1. Fuel injection pump as mounted
Attention! The correct length of the articulated head between the

buckling lever and the control rod has been adjusted and secured by
the manufacturer. It is expressly pointed out that the articulated
head must not be disassembled and/or changing the length as
adjusted is only allowed for zero position balancing between the
injection pump and the governor.
6. As a protective precaution for the control rod, push it completely in
(full load position).
7. Screw off the hexagon nuts (45) with ring extension (200.073).
8. Screw the support (200.079-6) onto the injection pump.
Important! On engines with attached gallery, removal and
installation by means of lever (200.079-1) may create problems. In this
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case, the work is to be continued with step 14. If so, steps 9 to 13 are not
to be carried out.
9. Insert the lever (200.079-1) into the support and connect it with the
bolt (200.079-7). Secure the bolt by means of the spring plug
(200.079-8).
10. Attach the rope (44) to the lever by means of shackle (002.452) and
suspend it from the lifting tackle.
11. Lift rope until the lever approximately has the position as shown in
Figure 2/I.
12. Depress the lever to lift the injection pump far enough to come clear
of the bore (see Figure 2/II).
13. Keep the injection pump in this position and remove it sideward.
Attention! During removal, take care that the studs are not
damaged and that the injection pump does not hit any other
parts/does not get caught whereby damage may be caused.
14. Remove the charge-air pipe section (43) situated above and attach
rope together with shackle (002.452) directly to support (200.079-6)
by means of bolt (200.079-7) and spring plug (200.079-8).
15. Cautiously remove injection pump (16) in upward direction, using
lifting tackle.
16. Cover the resultant opening in the crankcase (30).
17. Put the injection pump down on a clean place.
18. Completely remove the tool.
19. Clean the injection pump on the outside.
16
24
25
30
Injection pump
Articulated head
Control rod
Crankcase
33
36
43
44
Injection cam
Buckling lever
Charge-air pipe
Rope
45 Hexagon nut
46 Stud
47 O-ring seal
Figure 2. Removing a fuel injection pump (illustration shows in-line engine)
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Operating sequence 2 - Install a fuel injection pump
Starting condition
Injection pump cleaned and checked, control rod completely pushed in as

a precautionary measure of protection (full load position).
Steps
1. Clean the contact faces on the injection pump (16) and the crankcase
(30).
2. Treat new O-ring seals (39) with acid-free grease and fit them in the
ring grooves on the fuel oil admission pipe (38) and fuel oil discharge
pipe (42), making sure not to twist them.
3. Screw the support (200.079-6) onto the injection pump.
Important! Depending on the procedure followed for removal, the
steps 4 to 9 or 10 to 13 are to be carried out for installation.
4. Insert the lever (200.079-1) into the support and connect by means of
bolt (200.079-7). Secure the bolt by means of spring plug
(200.079-8).
5. Attach the rope (44) to the lever by means of a shackle (002.452)
and suspend from lifting tackle. Lift the injection pump.
6. Treat a new O-ring seal (47) with acid-free grease and fit it in the ring
groove, taking care that it is evenly tensioned over the whole
circumference and not twisted.
7. Press the lever down to lift the injection pump.
8. Push the injection pump under the charge-air pipe (43) and over the
bore.
9. Release the pressure exerted on the lever, lowering the injection
pump into the bore.
Attention! Take care that the injection pump does not hit any
other parts/does not get caught during installation whereby damage
may be caused.
10. Attach rope together with shackle (002.452) directly to the support
(200.079-6) by means of bolt (200.079-7) and spring plug
(200.079-8).
11. Lift the injection pump.
12. Treat new O-ring seal (47) with acid-free grease and fit it in the ring
groove, taking care that it is evenly tensioned over the whole
circumference and not twisted.
13. Position the injection pump (16) above the bore and carefully lower it
into the bore by means of the lifting tackle.
Attention! In introducing the injection pump, take care that studs
do not suffer damage.
14. Completely remove the tool.
ring grooves on the flange (40), taking care that they are not twisted.
16. Push the flange between the injection pump and fuel admission pipe
and fuel oil discharge pipe, respectively and loosely screw home the
hexagon socket bolts (41) with the hexagon screw driver (000.445)
until seated so as to permit the injection pump to align.
17. Treat the thread and contact face of the hexagon nut (45) with MoS2
lubricant, screw it hand-tight onto the studs (46) (do not tighten
them).
18. Turn the engine (follower of the injection pump aligns on cam).
19. Tighten hexagon nut (45) with ring extension (200.073). During this
process, watch for specified torque (refer to work card 000.30).
000.30 For
order of tightening see Figure 3.
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1-4
16
45
46
Order of tightening
Injection pump
Hexagon nut
Stud
AGS Exhaust gas

counterside
Figure 3. Order of tightening
20. Tighten the hexagon socket bolts (41).

21. Connect the air pipe, the leaked fuel oil pipe, the lube oil pipe and the
sealing oil pipe (if applicable) to the injection pump.
22. Mount the fuel injection pipe (see work card 434.01).
434.01
23. Attach the articulated head (24) to the control rod (25).
Attention! The correct length of the articulated head between
buckling lever and control rod was adjusted and secured by the
supplier. It is expressly pointed out that changing the length of the
articulated head as adjusted is only allowed for zero position
balancing between the injection pump and the governor.
24. Open all the shut-off valves that had been closed in operating
sequence 1.
25. Verify that the control rod is in the Zero admission end position
when the complete control linkage is at Zero admission (compare
control rod position with that on the other injection pumps).
26. After putting into operation, determine the ignition pressure by taking
indicator diagrams.
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Fuel injection pump

200.04

Brief description
Fuel injection pumps are to be dismantled within the scope of maintenance
and repair work.
Quant Denomination
No.
Availability
200.081
Standard
1 Pressure plate
200.081--1
Standard
1 Bridge
200.081--3
Standard
200.074
Standard
1 Bridge
200.074--1
Standard
1 Thrust pad with spindle
200.074--6
Standard
1 Ratchet
008.023
Standard
1 Torque wrench
008.011
Standard
1 Cross handle
001.891
Standard
001.857
Standard
001.856
Standard
000.451
Standard
--
Standard
--
Standard
--
Inventory
1 Securing compound
(Loctite 243)
--
Inventory
--
Inventory
Related work cards
Work card
Work card
Work card
000.30
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Operating sequence 1 -- Disassemble a fuel injection pump
17
18
19
20
21
25
26
27
28
29
31
32
34
48
Baffle screw
Sealing ring
Sealing ring
O-ring seal
O-ring seal
Control rod
Regulating sleeve
Pump element
Monobloc cylinder
Pump plunger
Tappet
Roller
Casing
Hexagon socket bolt
49
50
51
52
53
54
55
56
57
58
59
60
61
62
Hexagon socket bolt

Thrust ring
Parallel pin
Valve support
Compression spring
Pressure valve
Spring plate
Compression spring
Screw plug
Sealing ring
Pressure plate
Set screw
Roller pin
Hexagon socket bolt
63
65
66
67
68
69
70
71
72
73
Piston spring plate

Parallel pin
Distance sleeve
Compression spring
Spring plate
Ball
Plunger packing
Cylinder
Sealing ring
Parallel pin
A Clearance
M Control rod/regulating
sleeve marking
Figure 1. Fuel injection pump
Important! The assembly of injection pumps should be done with

utmost care because an unobjectionable performance and sealing effect
can only be achieved with its individual components being intact and
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clean. In particular, this applies to the monobloc cylinder and the pump
plunger.
Starting condition
Injection pump detached and cleaned on the exterior.
Steps
1. Screw out the hexagon socket bolts (48), take off the valve support
(52) and put down on clean place. Figure 1.
2. Screw the spindle (74) back, place the bridge (200.074-1) diagonally
onto the casing (34) and attach it by means of hexagon nuts (75) refer to Figure2/I.
3. Turn the spindle until the thrust pad (200.074-6) contacts the tappet
(31) - refer to Figure 2/II.
4. Turn the spindle to depress the tappet far enough to unload the screw
plug (57) so that the latter can be removed (refer to Figure 2/III).
5. Turn the spindle back to untension the compression spring (refer to
Figure 2/IV).
7. Disassemble the tappet together with the pump plunger (29) and put
down on clean place.
Attention! Do not touch the pump plunger with your bare hands.
Protect the control edges on the pump plunger from damage.
8. Measure the clearance (A) of the pump plunger between the
pressure plate (59) and the piston spring plate (63), note down and
compare with specified value.
9. Screw off the hexagon socket bolts (62) and take the tappet off.
10. Take the pressure plate out and pull the piston spring plate off the
pump plunger.
11. Take the compression spring out of the casing, disassemble the
spring plate (55) and the regulating sleeve (26).
12. Screw out both baffle screws (17).
13. Unscrew the hexagon socket screws (49) and take the thrust ring
(50) off.
14. Put the pressure plate (200.081-1) onto the monobloc cylinder (28)
and fasten it in place (refer to Figure 3).
15. Screw two hexagon head bolts (83) into the pressure plate, down to
contact with the casing (34).
16. Pull the monobloc cylinder out of the casing by turning the hexagon
head bolts (refer to Figure 3).
Important! Take care to avoid tilting of the monobloc cylinder as it
is being pulled out.
17. Remove the monobloc cylinder from the casing and put it down on a
clean place.
18. Unscrew the cylinder (71) and remove the control rod (25).
19. Measure the axial and radial clearances of roller (32), note down and
compare with the specified clearances.
Important! The replacement of rollers should be entrusted to a
service base or MAN B&W personnel as a matter of principle because the
roller pin has been fitted in the tappet by deep-freezing.
20. Check the complete valve support for tightness and verfiy that the
individual parts move easily; disassemble the valve support if
necessary.
21. Clean all the parts with clean Diesel fuel and check them for wear or
damage.
Important! A pump element consists of the pump plunger and
monobloc cylinder. Pump plunger and monobloc cylinder can only be
replaced together because both parts are fit together.
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31 Tappet
34 Casing
56 Compression spring
57 Screw plug
58 Sealing ring
74 Spindle
75 Hexagon nut M16
Figure 2. Untensioning/tensioning of the compression spring in the fuel injection pump
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19 Sealing ring
20 O-ring seal
21 O-ring seal
28 Monobloc cylinder
34 Casing
M12x170

M12x35
Figure 3. Removing the monobloc cylinder
Operating sequence 2 -- Assemble a fuel injection pump
Starting condition
All the parts cleaned and checked for damage, and replaced if necessary.
Tappet and valve support assembled.
Steps
1. Prior to assembly, slightly oil all the parts with thin-bodied mineral oil.
Important! Metallic sealing and contact faces must be absolutely
dry when assembled.
2. Fit a new plunger packing (70) in the ring groove.
3. Fit the control rod (25) in the casing (34).
4. Apply Locite 243 bonding agent to the thread of the cylinder (71) over
a length of 6 mm and screw home into the casing with a new seal
(72) fitted.
5. Treat new sealing rings (19) and O-ring seals (20 and 21) with
acid-free grease and fit them in ring groove, taking care that the
O-ring seals are evenly tensioned over the whole circumference, and
not twisted.
6. Introduce the monobloc cylinder (28) into casing (34), taking note of
the position of the parallel pin (65) - refer to Figure 4.
7. Place the pressure plate (200.081-1) onto the monobloc cylinder,
mount the bridge (200.081-3) over the pressure plate on the casing,
and screw the hexagon nut (86) down to contact with the cross tie
(refer to Figure 4). Screw the hexagon head bolt (85) into the cross
tie.
8. Force the monobloc cylinder into the casing by turning the hexagon
head bolt, making sure that the parallel pin (65) is between the
parallel pins (73) - refer to Figure 4.
Important! When forcing the monobloc cylinder into the casing,
prevent it from tilting.
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19
20
21
28
Sealing ring
O-ring seal
O-ring seal
Monobloc cylinder
34 Casing
65 Parallel pin
73 Parallel pin

M20x2x120
86 Hexagon nut M10
Figure 4. Installing the monobloc cylinder
9. Remove the tool (200.081).

10. Put the thrust ring (50) onto the monobloc cylinder.
socket bolts (49), screw home hand-tight and tighten to the specified
torque (refer to work card 000.30).
000.30 For order of tightening, refer to
Figure 5.
12. Place the valve support (52) onto the monobloc cylinder, taking note
of the bore/parallel pin (51) position.
socket bolts (48), screw home hand-tight and tighten to the specified
000.30). For order of
torque in three steps (refer to work card 000.30
tightening, refer to Figure 5.
14. Fit the regulating sleeve (26) so that the markings (M) on the control
rod and regulating sleeve coincide.
15. Install the spring plate through the regulating sleeve into the casing.
Important! Prior to installing the spring plate, verify again that the
markings of regulating sleeve and control rod coincide.
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16. Fit the compression spring (56) in the casing.

17. Put the piston spring plate (63) onto the plump plunger (29), insert
the pressure plate (59) in the piston spring plate.
Attention! Do not touch pump plungers with your bare hands,
protect control edges on plungers against damage.
18. Put the tappet (31) over the piston spring plate and fasten it by
means of four hexagon socket bolts (62).
19. Measure the clearance (A) of the pump plunger between the
pressure plate and piston spring plate, note down and compare with
the specified clearance.
20. Carefully push the pump plunger and tappet into the monobloc
cylinder and/or casing, taking note of the position of the longitudinal
groove in the tappet provided for the screw plug (57).
21. Screw the spindle (74) back, place the bridge (200.074-1) diagonally
onto the casing and fasten it by means of hexagon nuts (75) - refer to
Figure 2/I.
22. Turn the spindle until the thrust pad (200.074-6) contacts the tappet
(refer to Figure 2/II).
23. Turn the spindle to depress the tappet far enough to allow the screw
plug equipped with a new sealing ring (58) to be fitted (refer to
Figure 2/III).
25. Screw the baffle screws (17) complete with new sealing rings (18)
into the casing, hand tight.
1-8
9-19
48
49
50
52
Order of bolt tightening

Order of bolt tightening
Hexagon socket bolt
Hexagon socket bolt
Thrust ring
Valve support
Figure 5. Order of tightening the fixing bolts for the monobloc cylinder (left) and valve support (right)
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Fuel injection pump

Check the setting
200.05

Brief description
Whenever an injection pump is replaced by a new or overhauled one, the
start and end of delivery is to be checked before putting the engine into
operation.
The work includes:
Quant Denomination
No.
Availability
1 Setting tool
200.080
Optional
--
Standard
--
Standard
1 Plastic hose (outside diameter approx. 24 mm,

2m long)
--
Inventory
Related work cards
Work card
Work card
Work card
200.03
Preliminary remarks
These settings have an influence on the ignition pressure, the exhaust gas
emission and other engine operating values. The start and end of delivery
are fixed by the dimensions of the influencing components. Changes are
possible by a matching of the thrust plate and by using the adjusting
device for the injection timing.
Operating sequence 1 - Preparation for check
Starting condition
Articulated head separated from fuel rack, all the necessary shut-off
valves closed.
Steps
1. Adjust the control piston for the injection camshaft to the value
recorded in the log.
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200.05--01 E
07.97
32/40
101/ 03
2. Turn the crankshaft to a position of approx. 40 before ignition TDC

of the corresponding cylinder (injection cam starts lifting the tappet).
3. Screw both the baffle screws (17) out of the injection pump (16) and
drain the fuel
Important! If the engine was operated on heavy fuel oil before,
drain the heavy fuel oil while still hot, and flush with Diesel fuel oil if
necessary.
4. Insert the holder (79) of the setting device (200.080) through the
threaded bore for the front baffle screw into the suction bore of the
momobloc cylinder, and tighten the screwed piece (81) by hand.
5. Introduce the plastic hose (82) into the threaded bore for the rear
baffle screw to dispose of the fuel oil vapour that forms. Connect the
hose (76) to the compressed air connection and check the pressure
(6.0 bar).
16 Injection pump
17 Baffle screw
18 Gasket
Figure 1. Baffle screw as screwed down
16
24
25
28
33
76
77
78
79
80
81
82
Injection pump
Articulated head
Fuel rack
Monobloc cylinder
Injection cam
Hose
Filter pressure
controller
Pressure gauge
Holder
O-ring seal
Screwed piece
Plastic hose
Figure 2. Checking the fuel oil injection pump
6629
200.05--01 E
07.97
32/40
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Operating sequence 2 - Checking a injection pump
Steps
1. Move the fuel rack (25) to the position fixed in the log.
2. Read the pressure from the pressure gauge (78).
Important! If the pressure exceeds 4.0 bar, turn the engine back
until the pressure drops below 4.0 bar.
3. Turn the engine in the ahead direction until the pressure increases to
4.0 bar. This position is the start of delivery.
4. Read the crank position on the coupling flange and note down.
5. Continue slowly turning in the ahead direction. The pressure will first
rist to 6 bar and then drop again. At 4.0 bar (falling) is the point of
end of delivery.
6. Read the crank position and note down.
Important! For verification, compare the start of delivery which you
have determined with those entered in the log for the neighbouring pumps.
7. Separate the compressed air connection, remove the setting device
and plastic hose.
Important! In case of a longer period of engine shut-down following
the injection pump checking, introduce some oil into the injection pump for
preservation puposes.
8. Screw the baffle screws (17) equipped with new gaskets (18) down
into the injection pump hand-tight.
6629
200.05--01 E
07.97
32/40
103/ 03
Control linkage
Maintaining and checking
203.01

Brief description
The control linkage must be checked and lubricated at regular intervals.
The work includes:
Quant Denomination
No.
Availability
1 Grease gun
003.005
Standard
--
Standard
--
Standard
1 Lubricating grease, acid--free
--
Inventory
Operating sequence 1 -- Inspection and Servicing
Important! The control linkage has been precisely adjusted on

commissioning of the engine, it might only require correction on
replacement of components and/or installation of a new injection pump.
With the control linkage in zero position, all the control rods of the injection
pumps must be in the ZERO position, as otherwise it might happen that
the engine cannot be stopped because individual injection pumps continue
injecting.
Starting condition
Covering removed.
Steps
1.
2.
3.
4.
Check the entire control linkage for wear.

Check the control linkage for correct setting.
Verify that the joints of the control linkage move easily.
Check the hexagon head bolts and nuts as well as the hexagon
socket bolts for tightness.
5. Verify that movability of the buckling lever (6) is not impeded.
6. Lubricate all the articulated heads on the control rod (8) and pushrod
(10) as well as on the connection rods (16) with multi-purpose
grease.
6629
203.01--01 E
07.97
32/40
101/ 02
1
2
3
4
5
Bearing block
Shaft
Fuel injection pump
Crankcase
Bearing block
6
7
8
9
10
Buckling lever
Lever
Control rod
Lever
Tierod
11
12
13
14
Regulating rods
Lever
Actuator
Lever
Figure 1. Control linkage (illustration shows in-line engine)
1
2
5
6
7
8
9
10
12
13
14
15
Bearing block
Shaft
Bearing block
Buckling lever
Lever
Control rod
Lever
Tierod
Lever
Actuator
Lever
Control rod on the fuel
injection pump
16 Connection rod
Figure 2. Control linkage (views and sections)
6629
203.01--01 E
07.97
32/40
102/ 02
009...
012
020
021
027
030
034
050
055...
073
100
101...
101
111
112
113
120
125
140...
160...
200...
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Main starting valve
221
280...
300...
322
400
434

Charge air cooler
Pulse pick- up
Fuel injection pipe
6682
221--01 E
08.97
101/ 01

221.01

permit/support economic operation,
Brief description
Fuel injection valves affect the loads on the injection system and the
operating values of the engine. They must be checked in case of
deviation from the operational values and overhauled or replaced, if
necessary.
The work/steps consist of:
Qty Designation
No.
Availability
221.151
Standard
1 Threaded rod
221.151--8
Standard
1 Sleeve
221.151--17
Standard
1 Extractor
221.144
Standard
1 Cleaning tool
055.149
Standard
1 Ratchet
008.023
Standard
1 Torque wrench
008.011
Standard
1 Shackle A1.0
002.453
Standard
001.912
Standard
1 Cross handle
001.891
Standard
001.759
Standard
1 Ring nut M24
000.192
Standard
--
Standard
--
Inventory
--
Inventory
1 Wooden spatula
--
Inventory
1 Wire brush
--
Inventory
--
Inventory
--
Inventory
6629
221.01--01 E
08.02
32/40
101/ 05
Related work cards
Work card
Work card
000.30
434.01
Work card
Technical details
Term
Information
Thrust pad
5 kg
Thrust ring
2.5 kg
3.0 kg
Operating sequence 1 -- Dismantling a fuel injection valve
1
6
7
8
Charge-air pipe
Cylinder head
Screwed piece
Injection valve
Figure 1. Injection valve and part of the injection pipe
Important! Engines which normally are operated on heavy fuel oil

have to be operated on Diesel fuel oil for a short period of time before the
injection valves are dismantled
Starting condition
Cooling water for the injection valve cooling completely drained. Shut-off
valves on the fuel oil piping closed. Oil pump (standby) shut off, cylinder
head cover taken off, indicator valve opened.
Caution! Only dismantle the injection valve with the indicator
valve opened. With this valve closed, a high pressure may exist in
the combustion space.
Steps
1. Disconnect the cooling water admission pipeline from the cylinder

head (6) and empty the cooling bores of the injection valve (8) by
blowing compressed air through. Reconnect the pipeline.
2. Loosen the hexagon nuts (10) and screw them off.
434.01).
3. Remove the fuel injection pipe (refer to work card 434.01
4. Loosen the screwed piece (7), screw it out and take it out of the
cylinder head.
5. Remove the thrust pad (11).
6. Screw the extractor (221.144) into the thrust ring (12) and take the
latter off (see Figure 2 ).
6629
221.01--01 E
08.02
32/40
102/ 05
7. Screw the threaded spindle (221.151-8) onto the injection valve (8)
until seated (see Figure 3 ).
8. Put the sleeve (221.151-17) over the threaded spindle and onto
sleeve (15), taking note of the position of the recess for the rocker
arm shaft. Screw the hexagon nut (14) in place.
9. Pull the injection vale out by turning the hexagon nut.
Important! The injection valve may only be removed by means of
the fitting/unfitting tool.
10. Screw the ring nut (000.192) onto the threaded spindle, attach the
rope to the ring nut by means of shackle (002.453), and suspend the
rope from the lifting tackle.
11. Carefully pull the injection valve out of the cylinder head, making sure
that the sealing ring (18) is also removed.
12. Cover the opening in the cylinder head.
13. Put the injection valve down on the work bench and remove the tool.
14. Remove the sealing ring (18).
15. Clean the complete injection valve with fuel on the outside, remove
coke deposits by using the wire brush. For the injection nozzle, only
use a wooden spatula in order not to damage the nozzle orifices.
Clean the cylindrical projection of the nozzle body with particular
care.
Attention! Cleaning is to be done away from the work bench.
6
8
9
10
11
12
13
Cylinder head
Injection valve
Rocker arm casing
Hexagon nut
Thrust pad
Thrust ring
Stud bolt
Figure 2. Injection valve - removal of the thrust ring being shown at the right
6629
221.01--01 E
08.02
32/40
103/ 05
6
8
9
14
15
16
17
18
Cylinder head
Injection valve
Rocker arm casing
Hexagon nut M24
Sleeve
O-ring seal
Sleeve
Sealing ring
Figure 3. Removal of the injection valve
Operating sequence 2 -- Install a fuel injection valve
Starting condition
The injection valve, and especially the cylindrical projection of the nozzle
body, has been carefully cleaned. The injection pressure, tightness and
nozzle bores have been checked.
Important! The injection valve taken from the spares or from a
replacement delivery should be cleaned and checked on the outside.
Steps
1. Mount the sealing ring (18) on the injection valve (8), making sure
that it tightly fits the nozzle body.
ring grooves, taking care that they are evenly tensioned over the
circumference and not distorted.
3. Top up the inner space (spring space) of the injection valve with clean
fuel oil through the leaked fuel oil drain.
4. Screw the threaded spindle (221.151-8) onto the injection valve.
6629
221.01--01 E
08.02
32/40
104/ 05
5. Screw the ring nut (000.192) onto the threaded spindle (221.151-8),
attach the rope to the ring nut by means of the shackle (002.453) and
suspend the rope from the lifting tackle.
6. Remove the covering put over the opening in the cylinder head (6),
and thoroughly clean the opening and the seating face in the cylinder
head using the cleaning device (055.149).
Attention! During cleaning, take care that no foreign objects fall
into the combustion space.
7. Carefully install the injection valve in the bore opening, taking note of
the correct position of the bore for the threaded piece (7). Press
down the injection valve until seated.
8. Take the shackle off the ring nut, screw off the ring nut and threaded
spindle.
9. Install the thrust ring (12) with the extractor.
10. Place the thrust pad (11) over the stud bolts (13) and onto the thrust
ring.
11. Apply MoS2 lubricant to the thread of the screwed piece (7), screw
the latter into the injection valve and tighten to the specified torque
000.30
434.01).
12. Install the fuel injection pipe in place (refer to work card 434.01
13. Apply MoS2 lubricant to the threads and contact faces of hexagon
nuts (10), screw the nuts onto the stud botls hand-tight, and tighten
000.30). alternately and
them to the specified torque (see work card 000.30
in separate steps.
Important! If the injection valve is to be installed in a cylinder head
still at operating temperature, initially fasten the hexagon nuts hand-tight,
and tighten them to the specified torque after equalisation of temperatures.
14.
15.
16.
17.
6629
221.01--01 E
Close the indicator valve.

Top up cooling water for the injection valve cooling.
Open the shut-off valves on the fuel oil pipes.
Mount the cylinder head cover.
08.02
32/40
105/ 05

Checking
221.02

Brief description
Fuel injection valves exert an influence on the loading of the injection
system and on the operating values of the engine. They are to be
checked and, if necessary, to be overhauled or replaced at regular
intervals.
The work includes:
Related work cards
Work card
Work card
Work card
221.03
L/V 32/40
Engine type
L/V 32/40 DG
Quan
Denomination
1 Pressure
tester
1 Reducing jaw
1 Connecting
piece
221.158
221.166
221.158-21
211.166-20
221.158-26
221.166-9
40/45
Normal
injection
221.159
40/45
High presL 40/54
sure injection
Tool number
221.157
221.156
L/V 48/60
L 58/64
221.155
221.154
221.159-19
221.157-19
221.156-19
221.155-18
---
221.159-30
221.157-25
221.156-24
221.155-23
221.154-22
Additionally required:
Quan
1
1
1
1
1
Denomination
Receptacle for corrosion protection oil
Ring or open jaw spanner (set)
Hexagon screw driver (set)
Corrosion protection oil
Air pressure max. 15 bar
Tool number
------
Status
Inventory
Standard
Standard
Inventory
Inventory
Tip! The tool numbers of individual parts of the pressure tester

comprise the tool number of the pressure tester and the position number
of the individual part (see figure/scheme).
Example: Tool number of high pressure hose for engine type L 58/64:
221.154-6
6629
221.02--02 E
03.98
32/40 upw
101/ 06
Structure and scheme of pressure tester
1
2
3
4
5
6
Manometer 0-600 bar

Air cock
Filter pressure regulator
Air coupling
Pressure relief valve
High pressure hose
7
8
10
11
12
Pressure reservoir
Release lever with stop
Hydraulic pump
Pressure limiting valve
Oil tank
13
14
15
16
Oil pan
Nozzle jet shield
Shield cover
Fixing head
Figure 1. Pressure tester
Legend as in Figure 1
9,22--26,30 Connecting
piece
Figure 2. Scheme of pressure tester
6629
221.02--02 E
03.98
32/40 upw
102/ 06
Preliminary remarks
The function capability and setting of the injection valve affect the course
of combustion, the operating values and the load on the injection system.
In the case of changes in the operating value (ignition pressure pz,
exhaust temperature tA) and in the intervals which are stated in the
maintenance schedule, the opening pressure, tightness and jet pattern of
the valves affected must be tested. The pressure tester carries out
injection under pressure using a hydropneumatic high pressure pump and
a pressure reservoir. The device guarantees comfortable working under
reproducible conditions.
Operating sequence 1 -- Preparation for checks
Important! Heavy oil residues in injection valves can adversely

affect test results and make cleaning more difficult. Therefore we
recommend operating the engine for approximately 1 hour using diesel oil
before removing any injection valves. If this is not possible, and if the
engine is shut off from heavy oil operation, then the injection valve can be
injected under pressure as long as it is still warm. Otherwise, the injection
valve must be disassembled and cleaned before the tests prescribed here.
Starting position
The injection valve is removed and externally cleaned.

Important! In spraying the injection valves, use corrosion
protection oil as this simultaneously preserves. Only use absolutely clean
corrosion protection oil in the pressure tester, otherwise faults in the pump
or in the test injection valve can occur. The fill height of the oil container
(12) must be checked.
Steps
1. Depending on the engine type, insert the correct reducing jaws into
the fixing head (16) (in the case of engine type 58/64, no reducing
jaws are required). Insert the injection valve in the fixing head and
tighten evenly using the handles.
2. Depending on the engine type, screw the suitable connecting piece
(9,22-26 or 30) into the delivery pipe connector of the injection valve
and screw the high pressure hose (6) onto the connecting piece.
3. Place the nozzle jet receptacle (13-15) under the injection nozzle and
move upwards so that the expected jets meet on the outer walls of
the nozzle jet shield.
Attention! Never let the injection nozzle spray into the air; only
spray it into the shield. Fuel jets must not be touched as they can
penetrate the skin tissue and cause painful inflammations. Do not
use naked flames in the work area. No smoking at all. If possible,
remove oil mist using suction.
Checking and setting the injection valves covers the following steps:
Checking opening pressure,

checking nozzle holes,
adjusting specified pressure,
checking tightness,
checking jet pattern.
Operating sequence 2 -- Checking the opening pressure
Steps
1. Press the release lever (8) down and lock using the built--in locking
bar.
6629
221.02--02 E
03.98
32/40 upw
103/ 06
2. Turn the knob on the filter pressure regulator (3) completely to the left
(minus - ) and set the air cock (2) to On.
3. Close the pressure relief valve (5).
4. By turning the knob on the filter pressure regulator (3) to the right
(plus +), start up the hydraulic pump (10) and increase the pressure
until the injection valve sprays continually. Note the opening pressure
and compare the specified value. Leave the pressure tester to run for
approx. 20 sec. and thereby rinse the injection valve.
Important! The hydraulic pressure must be increased slowly to the
opening pressure otherwise errors can arise in reading off the opening
pressure. The test pressure must not exceed 400 bar! In the case of new
nozzle elements, the nozzle needle can be stuck fast due to preservative
and must be loosened by forced rinsing. In the case of injection nozzles
which have already run, the corrosion protection oil already contaminated
with fuel must be collected and not refilled into the pressure tester.
During spraying, intensive spraying should take place at all bore
holes within a slim cone (see Figure 4). Only temporary judgement of
the jet pattern can now be made: firstly the fuel mist makes it harder
to judge whether all bore holes are free. Secondly, the correct spring
tension is not guaranteed.
Opening pressure ok?
Decision
Yes - continue with the next step

No - continue with the next step
Operating sequence 3 -- Checking the nozzle bores
Steps
1. Turn the filter pressure regulator completely to the left (minus - ),

open pressure relief valve (5) and proceed as follows
221.03):
(for positions, see work card 221.03
2. Loosen hexagon nut (44) and turn back setting screw (45) until the
tension of the compression spring (49) is released.
3. Close the pressure relief valve. Using the knob on the filter pressure
regulator, start up the hydraulic pump and set the spray pressure to
30 bar using the setting screw (45).
Decision
Nozzle bores open?

Yes - continue with next step
No - disassemble the injection valve according to work card
221.03.
221.03
Figure 3. Judging the nozzle bores. Left - open, right - partly blocked
Operating sequence 4 -- Adjusting the opening pressure to specified value
Steps
1. Using the knob on the filter pressure regulator (3), increase the hydraulic pressure; simultaneously slightly tighten the compression
6629
221.02--02 E
03.98
32/40 upw
104/ 06
spring (49) using the setting screw (45). Repeat the procedure until
the specified value is reached (for specified value, see volume B1,
section Technical data).
Important! Do not set a pressure higher than stated otherwise the
compression spring will be deformed. Only set the spray pressure to a
higher stated value after fitting a new compression spring for the first time
in order to balance the first settings of the compression springs.
2. If the specified value is reproducibly set, fix the setting screw (45)
with a hexagon nut (44) and check the opening pressure once again.
Important! The final judgement of the jet pattern and the overall
condition of the injection valve cannot be done until the next step, or the
next step but one, as the injection valve may not be tight and may have to
be tested using the higher energy afforded by the pressure reservoir.
Injection procedure ok at specified pressure?
Decision
Yes - continue with the next step

No - continue with the next step
Figure 4. Judging the jet pattern at the specified pressure. Left - in order, right unsatisfactory
Operating sequence 5 -- Checking the tightness
Steps
1. To check the tightness, set the pressure using the knob of the filter
pressure regulator (3) to approx. 10 bar below opening pressure and
leave to stand. The injection nozzle is considered to be tight if no
drips fall within 3 - 5 seconds.
Figure 5. Judging tightness. Left - tight, right - dripping
2. Taking into consideration the jet pattern previously observed, a

decision now has to be made according to the following table:
Decision
Tightness ok?
Yes
6629
221.02--02 E
03.98
Jet pattern ok?

Yes
Decision
Use
32/40 upw
105/ 06
Yes
unsatisfactory
No
Routine case - continue

Problem case - disassemble
disassemble
- In case 1, the injection valve can be made ready for use.

- In case 2, two situations must be taken into consideration:
Routine case - applies to injection valves which were removed for
routine maintenance work.
Problem case - applies to injection valves which were removed due to
operational difficulties.
In routine cases, one can presuppose that the injection valve will fulfill
the test criteria at higher energy levels. These valves must be sprayed
with the aid of the pressure reservoir.
In problem cases and
- in case 3, the injection valve must be disassembled and overhauled
(see work card 221.03/221.04
221.03 221.04).
Operating sequence 6 -- Spraying the fuel injection valve using the pressure reservoir
In controlling the injection valve using the pressure reservoir, the

behaviour of the valve is imitated under the conditions present in the
engine. The energy supplied corresponds approximately to that in partial
load operation.
Steps
1. Unlock the release lever (8).

2. Close the pressure relief valve (5).
3. Using the knob on the filter pressure regulator (3), set the hydraulic
pressure to the specified pressure plus 10 %.
4. When the set pressure is reached, suddenly press the release lever
(8) down and release again immediately. In doing so, check the jet
pattern. This spray procedure must be repeated several times.
Decision
Injection procedure with pressure reservoir ok?

Yes - use
No - disassemble
5. After finishing the checking, set the air cock (2) to Off. Turn the
knob on the filter pressure regulator (3) until it stops (minus - ) and
open the pressure relief valve (5). Loosen the high pressure hose (6)
from the connecting piece (22-26 or 30) and screw out the connecting
piece.
Tip! Video is available!

Subject: Overhauling injection valves
Duration : 30 minutes
The film is supplied with an accompanying booklet in German (English,
French and Spanish).
6629
221.02--02 E
03.98
32/40 upw
106/ 06

Disassembling
221.03

Brief description
intervals.
checking of components.
Related work cards
Work card
Work card
Work card
000.30
221.02
221.04
L/V 32/40
Engine type
L/V32/40DG
Qty. Denomination
1
Pressure tester
1
Reducing jaw
1
1
Socket wrench
Torque wrench
221.158
221.166
221.158-21
221.166-20
221.143
008.017
40/45
Normal
injection
40/45
High--pressure
L 40/54
injection
Tool Number
221.157
221.156
221.159
L/V 48/60
L 58/64
221.155
221.154
221.159-19
221.157-19
221.156-19
221.155-18
---
221.040
008.004
221.040
008.004
221.040
008.017
221.127
008.017
221.119
008.005
Qty.
1
1
1
1
1
1
1
Denomination
Eye bolt M10
Clamping chuck
Open--jaw and ring spanners (set)
Hexagon screw drivers (set)
Wire brush
Wooden spatula
Cleaning wires (set)
6629
221.03--02 E
Number
001.412
002.701
------
12.97
32/40, 40/45, 40/54, 48/60, 58/64
Status
Standard
Standard
Standard
Standard
Inventar
Inventar
Inventar
101/ 05
Qty.
1
1
1
1
1
1
Denomination
Depth gauge
Tank containing clean fuel oil
Cleaning waste
Roll of paper towels
MoS2 lubricant
Securing compound Loctite 243
Number
-------
Status
Inventar
Inventar
Inventar
Inventar
Inventar
Inventar
Preliminary remarks
Important! Injection valves are to be disassembled if the checks

according to work card 221.01 revealed deficiencies and if the nozzle
element is to be replaced due to the operating hours reached.
Disassembly is effected in the pressure tester.
13-15 Receptacle
16 Fixing head
Operating sequence 1 -- Disassemble a fuel injection valve
Steps
1. Clean the injection valve in fuel oil and remove adherent coke
deposits by means of a wire brush.
2. Swing the receptacle (13--15) aside and, depending on the engine
type, insert the appropriate reducing jaw into the fixing head (16) of
the clamping device.
6629
221.03--02 E
12.97
32/40, 40/45, 40/54, 48/60, 58/64
102/ 05
3. Insert the injection valve with the injection nozzle down into fixing
head and fasten it evenly.
4. Loosen the hexagon nut (44) and turn the setting screw (45) back
until the compression spring (49) is released.
42
43
44
45
46
47
48
49
50
51
52
Nozzle body
Nozzle needle
Hexagon nut
Setting screw
Holder
Set screw
Thrust pad
Compression spring
Spring plate
Parallel pin
Nozzle clamping nut
Figure 2. Injection valve (illustration shows injection valve of engine type 32/40).
5. Screw the hexagon head bolts (60) out of the fixing head (16). Turn
the fixing head with the injection valve by 180 and screw the
hexagon head bolts in again.
6. Carefully release the nozzle clamping nut (52).
Important! If a strong resistance is felt while attempting to release
the nut, it must be attempted to loosen the thread by soaking in fuel oil and
turning forward and backward. Do not violently loosen the nozzle clamping
nut because threads might seize and parts become unserviceable.
7. Screw off the nozzle clamping nut and take off the nozzle body,
paying attention that the parallel pins do not get lost.
8. Carefully pull the nozzle needle (43) out of the nozzle body and
immerse it in fuel oil for cleaning.
Important! Nozzle needles may under no circumstances be
exchanged from one nozzle body to the other. They are manufactured in
pairs.
6629
221.03--02 E
12.97
32/40, 40/45, 40/54, 48/60, 58/64
103/ 05
9. Remove the injection valve from the fixing head of the pressure tester
and put down on work bench.
10. Screw out the setting screw.
11. In case the inner parts are not loose, screw eye bolt (001.412) into
thrust pad (48) and pull the thrust pad out. Afterwards, remove the
compression spring and the spring plate (50).
Important! On the 32/40 engine, the set screw (47) is to be
removed for this purpose. On valves of the larger engine types, this is not
necessary.
12. For cleaning, immerse all parts into Diesel fuel oil and wash them.
Afterwards blow them off using compressed air.
Operating sequence 2 -- Check the components
Checking the components includes:
the nozzle holes,

the condition of fitting areas/seats,
the movability of the needle,
traces of corrosion on the nozzle clamping nut, and
the nozzle specification.
Tip! Pay particular attention to those sources of defects which led to

unsufficient results during checking the injection valve.
Steps
1. For cleaning the nozzle holes, fix a suitable cleaning wire in the
clamping chuck (002.701) and pierce the nozzle orifices with it (see
Figure 3).
41 Cleaning wire
42 Nozzle body
Figure 3. Cleaning the nozzle holes
2. Examine all components, especially seats and sealing faces, for

damage/traces of wear. Most frequently, damage is found on the
needle seat.
Figure 4. Needle seats checked by means of an endoscope. On the left -- in order,

on the right -- defective
6629
221.03--02 E
12.97
32/40, 40/45, 40/54, 48/60, 58/64
104/ 05
Important! Seats and fitting areas may neither be remachined by

hand nor mechanically, since the required precision cannot be obtained
this way.
3. Check whether the nozzle needle in the nozzle body can be moved
easily and without noticeable resistance (see Figure 4).
42 Nozzle body
43 Nozzle needle
Figure 5. Checking the movability of the nozzle needle.
4. Check the nozzle body for traces of corrosion. These may have a
maximum depth of 2.5 mm. Check the nozzle cooling water outlet
temperature, if necessary, increase the temperature to max. 85 C.
5. Read the nozzle specification on the collar of the nozzle body and
compare it with the required specification. For the original
specification, please refer to the engines acceptance records.
Figure 6. Nozzle element. On the left -- nozzle specification, on the right -regeneration marking
6. Exchange damaged parts. In this connection, replace nozzle needle

and nozzle body together, if necessary, have them regenerated by
MAN B&W Diesel AG, Augsburg or Hamburg. Other workshops are
not authorised to carry out this work.
Important! Regenerated nozzle elements are marked with RA or
RH and the date of the regeneration. A repeated regeneration is not
possible.
6629
221.03--02 E
12.97
32/40, 40/45, 40/54, 48/60, 58/64
105/ 05

Assembling
221.04

Brief description
intervals.
The work includes:
reassembling components.
Related work cards
Work card
Work card
Work card
000.30
221.02
221.03
L/V 32/40
Engine type
L/V32/40DG
Qty. Denomination
1 Pressure tester
1 Reducing jaw
1 Box spanner
1 Torque wrench
221.158
221.166
221.158-21
211.166-20
221.143
008.017
40/45
Normal
injection
40/45
High--pressure
L 40/54
injection
Tool Number
221.157
221.156
221.159
L/V 48/60
L 58/64
221.155
221.154
221.159-19
221.157-19
221.156-19
221.155-18
---
221.040
008.004
221.040
008.004
221.040
008.017
221.127
008.017
221.119
008.005
Qty.
1
1
1
Denomination
Eye bolt
Open--jaw and ring spanner (set)
Hexagon screw driver (set)
6629
221.04--01 E
Number
001.412
---
12.97
32/40, 40/45, 40/54, 48/60, 58/64
Status
Standard
Standard
Standard
101/ 03
42
43
44
45
46
47
48
49
50
51
52
Nozzle body
Nozzle needle
Hexagon nut
Setting screw
Holder
Threaded pin
Thrust pad
Compression spring
Spring plate
Parallel pin
Nozzle clamping nut
Figure 1. Injection valve (illustration shows injection valve of engine type 32/40)
Operating sequence -- Assemble a fuel oil injection valve
Important! Prior to assembly verify that the data written on the

injection nozzle correspond to the acceptance record (number, number of
nozzle orifices, orifice diameter, injection angle).
Starting condition
Injection valve disassembled, all the parts cleaned, damaged parts

replaced.
Steps
1. This applies only to engine type 32/40: Clean the threaded pin (47)
and the orifice according to Loctite specification.
2. Screw the eye bolt (001.412) into the thrust pad (48), hold the
holder (46) at inclined position (with the sealing face pointing up) and
introduce the thrust pad together with the compression spring (49)
and spring plate (50), looking out for position of the groove for the
threaded pin (47). (Figure 1).
Verify that the spring plate has been correctly fitted.
3. This applies only to engine type 32/40: Apply Loctite 234 fastener
onto the thread of the threaded pin over a length of 5 mm, and screw
6629
221.04--01 E
12.97
32/40, 40/45, 40/54, 48/60, 58/64
102/ 03
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
the pin down into the holder until it does no longer protrude.
Verify that the thrust pad is still movable in the axial direction.
Screw the eye bolt off.
Screw in the setting screw (45), without tensioning the compression
spring yet.
Depending on the type of engine, insert suitable reducing jaw into
fixing head (16) of the pressure tester.
Introduce holder (46) into the fixing head (16) in a manner that
sealing face for nozzle body (42) is down, and tighten evenly. Turn
the fitting head through 180 degrees and retighten it.
Dip the nozzle needle (43) into clean fuel oil and introduce into the
nozzle body, check whether it moves easily.
Check the nozzle needle lift between the nozzle body top edge and
projection on the nozzle needle. For specified value see Volume B1,
Section Technical Data.
Wipe the sealing face dry using a paper towel. Put the nozzle body
with the nozzle needle onto the holder, looking out for position of the
two parallel pins (51).
Apply MoS2 lubricant to the threads of the holder and nozzle
clamping nut (52).
Screw the nozzle clamping nut onto the holder hand-tight and tighten
000.30).
to the specified torque (see work card 000.30
Turn the fitting head through 180 degrees and retighten it.
Loosely screw the hexagon nut (44) onto the setting screw, and wait
with the tightening after the injection pressure has been set (refer to
work card 221.01 (40/45) or 221.02 (other types).
13-15 Collector
16 Fixing head
6629
221.04--01 E
12.97
32/40, 40/45, 40/54, 48/60, 58/64
103/ 03

Seat in the cylinder head
Grinding
221.05

assess wear pattern/condition,
restore contact pattern.
Brief description
The injection valve seat in the cylinder head is to be checked by means of
a touching test and, if necessary, remachined every time the fuel injection
valve is removed.
The work concerns:
establishment of a correct contact pattern.
Quant Denomination
No.
Availability
1 Grinding device
055.150
Standard
1 Support
055.150--1
Standard
1 Guide piece
055.150--6
Standard
1 Grinding wheel
055.150--10
Standard
1 Cleaning tool
055.149
Standard
1 Cross handle
001.891
Standard
--
Standard
1 Depth gauge
--
Inventory
1 Torch
--
Inventory
--
Inventory
Related work cards
Work card
Work card
Work card
221.01
Operating sequence 1 -- Grinding the seat
Starting condition
Fuel injection valve dismounted.
Steps
1. Screw out hexagon head bolt (63) and remove washer (62); Figure 1.
2. Place the grinding wheel (055.150-10) onto the support (055.150-1)
and fasten by means of the hexagon nut (61). Figure 3.
6629
221.05--01 E
07.97
32/40
101/ 03
3. Apply grinding paste to the grinding wheel.

4. Introduce the grinding wheel into the cylinder head (6), fit the guide
piece (055.150-6) on the support, whereupon the support can be
introduced into the sleeve (15). Figure 1.
5. Rotate the grinding tool to and fro, and lift it occasionally so that the
grinding paste can distribute again.
Important! Do not grind off more material than necessary to obtain
an intergral valve seating face that is polished and without damage across
the full width; therefore, check the valve seating face several times during
the grinding operation.
Max. admissible dimension A: 400 mm. In case this measure is
exceeded, the sleeve (17) is to be replaced. Figure 2.
6. After grinding, take the grinding device (055.150) out and clean the
valve seating face carefully using the cleaning tool (055.149).
Refer to Figure 3.
7. Mount washer (62) to cylinder head (6) by means of the hexagon
head bolt (63).
6
15
62
63
Cylinder head
Sleeve
Washer
Hexagon bolt
Figure 1. Securing the sleeves in the cylinder head
6 Cylinder head
15 Sleeve
17 Sleeve
A maximum admissible
measure
Figure 2. Shortened illustration of the maximum admissible dimension when
grinding the seating face of the fuel injection valve.
6629
221.05--01 E
07.97
32/40
102/ 03
6 Cylinder head
9 Rocker arm casing
17 Sleeve
61 Hexagon nut M12
Figure 3. Grinding (left) and cleaning the fuel injection valve seating face in the cylinder head
6629
221.05--01 E
07.97
32/40
103/ 03

Sealing faces on the threaded piece
Milling
221.06

assess wear pattern/condition,
restore contact pattern.
Brief description
The sealing faces on the threaded piece to the fuel injection valve are to
be checked for damage and, if necessary, remachined every time it is
removed.
The work concerns:
Qty Denomination
No.
Availability
1 Milling tool
434.035
Optional
1 Casing
434.035--1
Optional
1 Guide sleeve
434.035--2
Optional
1 Milling cutter
434.035--3
Optional
1 Milling cutter
434.035--5
Optional
1 Washer
434.035--6
Optional
1 Cover
434.035--8
Optional
1 Cover
434.035--9
Optional
1 Clamping disk
434.035--11
Optional
1 Joining piece
434.035--12
Optional
1 Crank
434.035--13
Optional
1 Distance sleeve
434.035--14
Optional
1 Tommy bars (set)
--
Standard
--
Inventory
1 Cutting oil
--
Inventory
Related work cards
Work card
Work card
Work card
221.01
6629
221.06--01 E
07.97
32/40
101/ 03
Operating sequence 1 -- Remilling the sealing faces on the threaded piece (on the injection valve side)
7 Threaded piece
64 Retaining ring
65 Disk spring
66 Hexagon socket screw
67 Washer
Figure 1. Threaded piece with remilling tools mounted (injection pipe side on the left, injection valve side on the right)
Attention! The remachining of sealing faces is intricate and

requires particular care. It is recommended to entrust this work to a
service base or to MAN B&W Diesel personnel.
Starting condition
Threaded piece dismantled and cleaned.
Steps
1. Screw the clamping piece (434.035-11) onto the threaded piece (7).
2. Screw the casing (434.035-1) including cover (434.035-8) onto the
threaded piece so that a gap remains between the clamping piece
and the cover.
3. Screw the clamping piece and casing together by means of hexagon
socket screw (66), thereby clamping parts of the remilling tool to the
threaded piece.
4. Screw the guide sleeve (434.035-2) together with the milling cutter
(434.035-3) into the casing down to contact of the milling cutter with
the threaded piece.
5. Slip the hand crank (434.035-13) onto the milling cutter, insert the
tommy bar into the guide piece.
6. Apply cutting oil to the milling cutter and sealing face through the
bore in the casing.
7. Turn the hand crank with the milling cutter. During the milling process,
readjust the guide piece by means of the tommy bar to obtain an
even contact pressure.
Important! The sealing face to be remachined only slightly, so as to
merely be smoothed, removing as little of the material as possible.
8. Prior to finishing the milling process, slowly turn the guide piece back
while turning the milling cutter so as to reduce the contact pressure.
Attention! If the milling process were finished abruptly, without
reducing the contact pressure, scores might be produced in the
sealing face.
9. Remove the complete remilling tool and clean it.
6629
221.06--01 E
07.97
32/40
102/ 03
10. Clean the threaded piece, thoroughly treat it with compressed air,
remove any chips.
Operating sequence 2 -- Remilling the sealing face on the threaded piece (on the injection pipe side)
Starting condition
Threaded piece dismantled and cleaned.
Steps
1. Screw the casing (434.035-1) together with the cover (434.035-9)

onto the threaded piece (7) down to contact.
2. Screw the guide sleeve (434.035-2) together with the milling cutter
(434.035-5) into the casing down to contact of the milling cutter with
the threaded piece.
3. Slip the hand crank (434.035-13) onto the joining piece (434.035-12),
insert the tommy bar into the guide piece.
4. Apply cutting oil to the milling cutter and sealing face through the
bore in the casing.
5. Turn the hand crank together with the milling cutter. During the milling
process, readjust the guide piece by means of the tommy bar to
obtain an even contact pressure.
Important! Sealing face to be slightly remachined only, so as to be
merely smoothed, removing as little of the material as possible.
6. Prior to finishing the milling process, slowly turn the gide piece back
while turning the milling cutter so as to reduce the contact pressure.
Attention! If the milling process were finished abruptly, without
reducing the contact pressure, scores might be produced in the
sealing face.
8. Clean the threaded piece, thoroughly treat it with compressed air,
remove any chips.
6629
221.06--01 E
07.97
32/40
103/ 03
009...
012
020
021
027
030
034
050
055...
073
100
101...
101
111
112
113
120
125
140...
160...
200...
221
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Main starting valve
280
300...
322
400
434

Charge air cooler
Pulse pick- up
Fuel injection pipe
6682
280...--01 E
08.97
101/ 01
Exhaust pipe
Checking
289.01

Brief description
The exhaust pipe is to be checked at regular intervals for tightness of the
flanged connections and compensators.
disassembling and assembling of components.
Qty Denomination
No.
Availability
1 Torque wrench
008.017
Standard
2 Eye bolt M12
000.142
Standard
1 Wire brush
--
Inventory
--
Inventory
--
Inventory
Related work cards
Work card
Work card
Work card
000.30
Operating sequence 1 - Checking and disassembling the exhaust pipe
Starting condition
Covering of the exhaust pipe removed at the respective points.
Steps
1. Check exhaust pipe for leak-proof condition on flanged connections

and compensators.
Important! Leaky exhaust pipes will be noted by black areas on the
respective insulation at spots where the leaks have occurred.
2. Screw off the hexagon nuts (8) on the base of the exhaust pipe
section concerned and take off the clamps (5).
3. Screw eye bolts (000.142) into eyes (12) on exhaust pipe section (6)
and fasten to the lifting tackle using the rope.
6632
289.01--01 E
07.97
V 32/40
101/ 03
4. Slowly pull the exhaust pipe section upwards. During this process,
watch that compensator (4) is not damaged.
5. Clean exhaust pipe sections and compensators.
1 Y-pipe
2 Connection for air
bypass
3 Connection for exhaust
gas blow-off
4 Compensator
5 Clamp
6 Exhaust pipe section
11 Direction of flow
12 Eye
Figure 1. Exhaust pipe
1
4
5
6
7
Y-pipe
Compensator
Clamp
Exhaust pipe section
Exhaust gas
turbocharger
8 Hexagon nut
9 Cylinder head
10 Hexagon nut
Figure 2. Exhaust pipe -- refitting
6632
289.01--01 E
07.97
V 32/40
102/ 03
Operating sequence 2 - Reassemble the exhaust pipe
Assembling is a reversal of the disassembling process. In this connection,

the following points are to be observed.
1. When fitting the compensators (4) watch for correct installation
position (protective tube inside in flow direction, refer to Figure 1).
2. Tighten the clamps (5) to the specified torque (see work card
000.30).
000.30
Important! After a piston or valve damage, the exhaust pipe is to
be checked for foreign matter. Broken pieces may be drawn into the
turbine by the flow of the exhaust gases and cause serious damage.
6632
289.01--01 E
07.97
V 32/40
103/ 03
Pulse pick-- up
009...
012
020
021
027
030
034
050
055...
073
100
101...
101
111
112
113...
120
125
140...
160...
200...
221
280...
300...
322
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Main starting valve
Charge air cooler
400
Pulse pick- up
434
Fuel injection pipe
6682
400--01 E
08.97
101/ 01
Pulse pick-- up
400.01

free components from contaminations/residues,
Brief description
Pulse pick--ups are to be checked at regular intervals and to be replaced, if
necessary.
Quant Denomination
No.
Availability
000.451
Standard
--
Standard
1 Pliers for locking wire
--
Inventory
1 Mirror
--
Inventory
1 Locking wire
--
Inventory
Operating sequence 1 -- Checking the pulse pick--ups
Starting condition
Engine shut off and cooled down to room temperature. Casing cover of
the camshaft drive removed.
Steps
1. Check cables (8) to the pulse pick-ups (3).

2. Introduce mirror into crankcase, turn the crankshaft (1) so that the
head of one tooth comes to lie on the centre of the pulse pick-up
(see Fig. 2).
Tip! Check procedure and correct position of tooth head in the mirror.
3. Measure distance (E) between tooth head and pulse pick-up by
means of thickness gauge (000.451).
Distance (E) = 1.0 - 0.2 mm.
4. Check the remaining pulse pick-ups the same way (points 2 and 3).
5. Remove the mirror, mount the casing cover.
6629
400.01--01 E
08.97
32/40
101/ 04
1
2
3
4
5
6
Crankshaft
Pulse pick-up
Holder
Hexagon nut
Locking wire
7 Plug
8 Cable
A for engine-dependent
control
B for engine-dependent
control
C for speed governor

(PICK UP1)
D for speed governor
(PICK UP2)
Figure 1. Pulse pick-up
6629
400.01--01 E
08.97
32/40
102/ 04
2
3
5
6
7

Pulse pick-up
Hexagon nut
Locking wire
Plug
A for engine-dependent
control
B for engine-dependent
control
C for speed governor
(PICK UP1)
D for speed governor

(PICK UP2)
E Gap between crankshaft
gear wheel and pulse
pick-up
Figure 2. Position of the crankshaft gear wheel to the respective pulse pick-up for determining/adjusting gap dimension E.
Operating sequence 2 -- Removing and Reinstalling one pulse pick-up
Starting condition
Engine shut off and cooled down to room temperature. Casing cover of the
camshaft drive removed.
Steps
1. Pull off plug (7) from defective pulse pick-up (3).

2. Introduce the mirror into the crankcase, turn the crankshaft (1) so
that the head of one tooth comes to lie on the centre of the pulse
pick-up (see Figure 2).
Tip! Check procedure and correct position of tooth head in the mirror.
3. Remove locking wire (6), loosen hexagon nut (5) and screw out pulse
pick-up.
6629
400.01--01 E
08.97
32/40
103/ 04
Attention! Watch that locking wire does not drop into the oil pan.
4. Screw back the hexagon nut of the new pulse pick-up.
5. Screw the new pulse pick-up into the holder (4).
6. Push thickness gauge (000.451) with distance (E) between tooth
head and pulse pick-up.
7. Screw-in pulse pick-up until thickness gauge seats snugly.
8. With the thickness gauge inserted, tighten the hexagon nut.
9. Remove the thickness gauge.
10. Secure hexagon nut by means of locking wire (cf. Figure 1).
Attention! When drilling a new retaining hole into the hexagon
nut, watch that no chips drop into the crankcase/oil pan.
11.
12.
13.
14.
6629
400.01--01 E
Slip plug onto pulse pick-up.

Remove tool from crankcase.
Mount casing cover.
Carry out a performance test.
08.97
32/40
104/ 04
Fuel injection pipe
009...
012
020
021
027
030
034
050
055...
073
100
101...
101
111
112
113
120
125
140...
160...
200...
221
280...
300...
322
400
Piston/Piston rings
Camshaft drive
Operating device
Speed control
Main starting valve
Charge air cooler
Pulse pick- up
434
Fuel injection pipe
6682
434--01 E
08.97
101/ 01
Fuel injection pipe

434.01

Brief description
Fuel injection pipes are to be dismounted for maintenance and repair work
on injection valves or injection pumps.
dismounting components,
mounting components.
Safety requirements
- Engine shut down
- Operating media systems closed/depressurised
Numb Qualification
Time [h]
0.5
Qty Designation
No.
Availability
1 Plate--type spanner, 32 mm
009.088
Standard
1 Ratchet
008.023
Standard
1 Torque wrench
008.011
Standard
1 Adapter 20x12.5
001.923
Standard
1 Extension piece
001.913
Inventory
--
Standard
--
Inventory
--
Inventory
--
Inventory
Related work cards
6629
434.01--02 E
Work card
Work card
Work card
000.30
221.01
434.02
02.01
32/40
101/ 04
1
2
3
4
5
6
7
Cylinder head
Threaded piece
O-ring seal
Adapter
Nut
Set screw
Hexagon nut
8
9
10
11
12
13
14
Delivery pipe
Injection pump
Covering (bottom)
Hexagon bolt
Hexagon nut
Charge-air pipe
Covering (top)
15
16
17
18
Leaked fuel drain pipe

Hexagon bolt
Washer
Nut (left-handed
thread)
Figure 1. Fuel injection pipe (illustration shows covering without socket for engine diagnosis system)
Operating sequence 1 -- Remove the fuel injection pipe
Starting condition
Covering on the exhaust counterside removed, shut-off valves on the fuel

pipes closed, cylinder head cover dismounted.
Steps
1. Loosen hexagon nuts on the injection valve and screw them off
221.01).
2. Remove the leaked fuel drain pipe (15) from the lower part of the covering (10).
3. In case of engines provided with an engine diagnosis system
(MODIS), pull the plug off the covering.
4. Slacken hexagon nuts (7) and screw set screws (6) half out.
5. Loosen hexagon bolts (16).
6. Slacken nuts (5), screw them off and push back.
7. Pull the delivery pipe (8) off the threaded piece (2) by slightly lifting,
resp. pressing down the adapter (4) and the threaded piece, depending on the tolerance.
6629
434.01--02 E
02.01
32/40
102/ 04
Important! If more than one fuel injection pipe has to be dismounted, they have to be appropriately marked so that each of the pipes
can be refitted to the same cylinder.
8. Screw out hexagon bolts, remove washers (17) and adpater.
9. Clean the fuel injection pipe on the outside.
10. Clean the sealing faces on the delivery pipe (8), check for damage
and recondition, if necessary (cf. work card 434.03).
434.03
11. Protect the connection socket on the injection pump (9) against damage and dirt.
Operating sequence 2 -- Mount the fuel injection pipe
Starting condition
Fuel injection pipe cleaned.
Steps
1. Clean the sealing faces on the threaded piece (2) and the fuel injection pump (9), check them for damage and recondition, if necessary
221.06) .
2. Place new O-ring seal, which has been coated with acid-free grease,
into ring groove, taking care that it is not twisted.
3. Place adapter (4) on threaded piece (2) and loosely screw in hexagon
bolts (16) together with washers (17).
Important! Before fitting the fuel injection pipe, verify that the nuts
434.02).
(18) on the delivery pipe (8) are on tightly (cf. work card 434.02
4. Coat thread of nuts (5) with MoS2 lubricant.
5. Put delivery pipe (8) together with covering on injection pump (9) and
screw on nuts by two or three turns.
Attention! It is important to fit the delivery pipe to the injection
pump first.
6. Insert delivery pipe into the connection on the threaded piece by
slightly lifting, resp. pressing down the adapter and the threaded
piece, depending on the tolerance.
7. Screw nut onto threaded piece.
000.30).
8. Tighten both nuts (5) to the specified torque (cf. work card 000.30
9. Tighten hexagon nuts (16).
10. Coat threads and seating surfaces of hexagon nuts on the fuel injection valve with MoS2 lubricant, screw the nuts onto the studs handtight, and tighten them alternately in several steps to the specified
000.30).
torque (cf. work card 000.30
Important! If the fuel injection valve has been installed in a cylinder
head at operating temperature, initially fasten the hexagon nuts only handtight, and tighten them to the specified torque after temperature equalisation.
11. Initially tighten both set screws (6) so that covering can still be
moved.
12. Check if the tops of the set screws are located in the groove of the
nuts.
Important! Special attention has to be paid to this point, as otherwise the covering will not be tight at the ends because of inclined fastening.
13. Tighten the set screws, and screw on hexagon nuts (7) until seated.
6629
434.01--02 E
02.01
32/40
103/ 04
Important! The covering has to fit snugly!

14. In case of engines provided with an engine diagnosis system
(MODIS), insert plug into socket.
15. Mount the leaked fuel drain pipe to the covering.
16. Mount the covering on the exhaust counterside.
17. Remount the cylinder head cover.
6629
434.01--02 E
02.01
32/40
104/ 04
Fuel injection pipe

434.02

Brief description
Fuel injection pipes are to be disassembled for checking and
reconditioning the sealing faces of the delivery pipe.
Qty Denomination
No.
Availability
--
Standard
--
Inventory
Related work cards
Work card
Work card
434.01
434.03
Work card
Operating sequence 1 -- Disassembling the fuel injection pipe
Fuel injection pump removed.
Starting condition
1. Push back nuts (5) until nuts (18) are accessible.

2. Unscrew nuts (18) (left-handed thread!) and pull off nuts (5).
Steps
Attention! In the case of engines fitted with an Engine Diagnosis

System (EDS = MODIS), the coverings (10 and 14) must not be
disassembled (points 3 to 4), to prevent the lead from the strain
gauge to the jack being damaged or torn off.
3. Unscrew hexagon nuts (12) and remove hexagon-head bolts (11).
4. Remove coverings (10 and 14) from the delivery pipe (8).
5. Clean all individual parts, check them for damage, and replace if
necessary.
Attention! In the case of engines fitted with an Engine Diagnosis
System (EDS), take care not to damage or to tear off the lead from
the strain gauge to the jack during cleaning.
6629
434.02--01 E
09.98
32/40
101/ 02
6. Recondition the sealing faces on the delivery pipe, if necessary (see

Work Card 431.03).
431.03
5
8
10
11
12
14
18
19
20
Nut
Delivery pipe
Covering (bottom)
Hexagon-head bolt
Hexagon nut
Covering (top)
Nut
O-ring seal
O-ring seal
Figure 1. Fuel injection pump (illustration shows covering without jack for Engine Diagnosis System)
Operating sequence 2 -- Re-assembling the fuel injection pipe
Individual parts cleaned; any damaged sealing faces on delivery pipe reconditioned.
In case of engines fitted with the Engine Diagnosis System (EDS), coverings (10 and 14) not removed.
Starting condition
Important! In case of engines fitted with the Engine Diagnosis System (MODIS), start assembly at Item 4.
1. Place a new O-ring seal (20), coated with acid-free grease into the
ring groove, being careful not to twist it.
2. Place covering parts (10 and 14) over delivery pipe (9) and join them.
Insert hexagon bolts (11) and screw on hexagon nuts (12) loosely.
3. Align covering parts and tighten hexagon nuts.
4. Place new O-ring seals (19) coated with acid-free grease into ring
grooves, being careful not to twist them.
5. Place nuts (5) onto delivery pipe.
6. Screw nuts (18) all the way onto delivery pipe (left-handed thread!),
then back off the nuts slightly, so as to form a gap between delivery
pipe and nut (see Fig. 1, detail Y).
Important! If the fuel injection pipe is not installed until later, put the
nuts (5) over the ends of delivery pipe, so as to protect the sealing faces
on the delivery pipe (see Figure 1).
6629
434.02--01 E
09.98
32/40
102/ 02
Fuel injection pipe

Sealing faces on the delivery pipe
Milling
434.03

Brief description
The sealing faces on the delivery pipe of the fuel injection pipe are to be
checked for damage and, if necessary, remachined every time it is
removed.
The work concerns:
Quant Denomination
No.
Availability
1 Milling tool
434.035
Optional
1 Casing
434.035--1
Optional
1 Guide sleeve
434.035--2
Optional
1 Milling cutter, clockwise
434.035--4
Optional
1 Washer
434.035--6
Optional
1 Cover
434.035--7
Optional
1 Clamping disk
434.035--10
Optional
1 Crank
434.035--13
Optional
--
Inventory
1 Cutting oil
--
Inventory
Related work cards
Work card
Work card
434.01
434.02
Work card
Operating sequence 1 - Remilling of the sealing faces on the delivery pipe
Attention! Remachining the sealing faces is difficult and requires

particular care. It is recommended to have this work carried out in a
service centre or by personnel of MAN B&W Diesel .
Starting condition
6629
Delivery pipe cleaned.
434.03--01 E
07.97
32/40
101/ 03
Steps
1. Mount the delivery pipe (8) in the vice, using protective linings.
2. Screw clamping disk (434.035-10) and casing (434.035-1) including
cover (434.035-7) onto delivery pipe.
3. Screw guide sleeve (434.035-2) together with milling cutter
(434.035-4) into casing down to contact of the milling cutter with the
delivery pipe.
4. Adjust the position of the casing so that a sufficiently large gap forms
between the cover and the milling cutter.
5. Adjust the clamping disk until a gap forms between cover and
clamping disk.
6. Screw the clamping disk and the casing together using the hexagon
socket bolt (21), thereby clamping parts of the remilling tool to the
delivery pipe.
7. Slip hand crank (434.035-13) onto the milling cutter. Insert the
tommy bar into the guide piece.
8. Apply cutting oil to the milling cutter and the sealing face through a
bore in the casing.
9. Turn the hand crank including the milling cutter. During the milling
process, readjust the guide piece by means of the tommy bar, so as
to provide for an even contact pressure.
Important! Remachine the sealing face only slightly, merely
smoothing it, removing as little of the material as possible.
10. Prior to finishing the milling process, slowly turn the guide piece back
while turning the milling cutter so as to reduce the contact pressure
evenly.
Attention! Finishing the milling process abruptly without
reducing the contact pressure might produce scores in the sealing
face.
12. Remill the second sealing face on the delivery pipe the same way
(refer to points 1 to 11).
13. Clean the delivery pipe, thoroughly blowing it out with compressed
air, remove any chips.
6629
434.03--01 E
07.97
32/40
102/ 03
8
21
22
23
24
Delivery pipe
Hexagon socket bolt
Washer
Disk spring
Retaining ring
Figure 1. Delivery pipe with remilling tool mounted in place
6629
434.03--01 E
07.97
32/40
103/ 03

Working Instructions 32 - 40

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Working Instructions 32 - 40

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Technical Documentation

Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . 12V 32/40

: Telex 5 37 96-0 man d

. 1996 MAN B&W Diesel AG

Work cards, arranged by subjects/key words

Work cards, arranged by subassembly groups

Work cards and maintenace

The working instructions/work cards are closely related to the maintenance

How the working instructions/work cards

Work cards contain the following information as a rule:

- Notes on the purpose of the jobs to be done,

- on the necessary tools and appliances,

How to find the work cards

Danger! Imminent danger.

Clearances and tolerances

Clearances and tolerances, temperatures and pressures are contained in

Operating media systems/Pipes

Operating media/Auxiliary agents

Hydraulic tensioning tools/ High--pressure pump

Seals made from elastomer

Operating data/Operating results

Operating media systems/Pipes

Operating media systems/pipes

Operating media/auxiliary agents

Operating media systems

Purpose of jobs to be done

1. Lube oil system

Flushing the engine lubricating oil system

For the flushing process, we recommend using a special flushing oil of a

Automatic filter with continuous

Oil circuit with indicator filter

Oil circuit without indicator filter

Draining and cleaning of system components

If necessary, a run-in filter is mounted directly on the engine. The inserts in

2. Fuel delivery system

Flushing the fuel oil system

Draining and cleaning of system components

3. Cooling water system

Can also be used for short-term engine operation.

Table 1. Cleansers for the removal of oil-containing residues

4. Compressed air system

Cooling water system

Purpose of jobs to be done

Oil sludge produced by lube oil entering the cooling system or by an

Duration of cleaning procedure /

Can also be used in case of short engine operating periods

Table 1. Cleaning agents for removing oil sludge

Calcareous and rust deposits

Duration of the cleaning procedure /

Table 2. Cleaning agents for removing calcareous and rust deposits

Only in exceptional cases, if none of the special agents the application of

- Heat exchangers made of stainless steel must never be treated with

Attention! Do not start the cleaning process before the engine

Purpose of jobs to be done

Seamless mild steel pipes as to DIN 2391 made of St 35 GZF material to

Manufacturing lube oil piping

Purpose of jobs to be done

An acid bath is required for pipes that have to be cleaned mechanically

a hydrochloric acid bath for steel pipes

Important! Copper piping should not be treated in the hydrochloric

Treating copper pipes

Solderless screwed pipe unions

Purpose of jobs to be done