Man PDF

Technical Documentation
Engine
Operating Instructions
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . .
Works No. . . . . . . . . . . . . . . . . . . . . . . . . Edition only for Information
Plant No. . . . . . . . . . . . . . . . . . . . . . . . . .
MAN B&W Diesel AG : D-86135 Augsburg : Postfach 10 00 80 : Telefon (0821) 3 22-0

6628
B1--01 E
11.97
: Telex 5 37 96-0 man d

101/ 02
. 1993 MAN B&W Diesel AG

All copyrights reserved for reprinting, photomechanical reproduction (photocopying/microcopying) and translation of
this documentation or part of it.
6628
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Table of contents
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Introduction
1.1
1.2
1.3
1.4
Preface
Product Liability
How the Operating Instruction Manual is organized, and how to use it
Addresses/Telephone numbers
Technical details
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2.1
2.1.1
2.2
2.2.1
2.2.2
2.3
2.3.1
2.3.2
2.3.3
2.3.4
2.3.5
2.4
2.4.1
2.4.2
2.4.3
2.4.4
2.4.5
2.4.6
2.4.7
2.5
2.5.1
2.5.2
2.5.3
2.5.4
Scope of supply/Technical specification

MAN B&W Diesel AGs Scope of Supply/Technical Specification
Engine
Characteristics
Photographies/Drawings
Components/Subassemblies
Standard engine design Crankcase to cylinder head
Camshaft drive to injection valve
Supercharger system through engine controls
Special engine designs
Accessories
Systems
Fresh air/Charge air/ Exhaust gas systems
Compressed air and starting system
Fuel oil system
Control of Speed and Output
Injection and valve timing adjustment
Lube oil system
Cooling water system
Technical data
Ratings and consumption data
Temperatures and pressures
Weights
Dimensions/Clearances/Tolerances--Part 1
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Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
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Operation/Operating media
3.1
3.1.1
3.2
3.2.1
3.2.2
3.2.3
3.2.4
3.2.5
3.3
3.3.1
3.3.2
3.3.3
3.3.4
3.3.5
3.3.6
3.3.7
3.3.8
3.4
3.4.1
3.4.2
3.4.3
3.4.4
3.5
3.5.1
3.5.2
3.5.3
3.5.4
3.5.5
3.5.6
3.5.7
3.5.8
3.5.9
3.5.10
3.5.11
3.5.12
3.6
3.6.1
3.6.2
3.6.3
Prerequisites
Prerequisites/Warranty
Safety regulations
General remarks
Destination/suitability of the engine
Risks/dangers
Safety instructions
Safety regulations
Operating media
Quality requirements on gas oil/diesel fuel (MGO)
Quality requirements for Marine Diesel Fuel (MDO)
Quality requirements for heavy fuel oil (HFO)
Viscosity/Temperature diagram for fuel oils
Quality requirements for lube oil
Quality requirements for lube oil
Quality requirements for cooling water
Analyses of operating media
Engine operation I -- Starting the engine
Preparations for start/ Engine starting and stopping
Change--over from Diesel fuel oil to heavy fuel oil and vice versa
Admissible outputs and speeds
Engine Running--in
Engine operation II -- Control the operating media
Control the engine/ perform routine jobs
Engine log book/ Engine diagnosis/Engine management
Load curve during acceleration/manoeuvring
Part--load operation
Determine the engine output and design point
Engine operation at reduced speed
Equipment for optimising the engine to special operating conditions
Bypassing of charge air
Condensed water in charge air pipes and pressure vessels
Load application
Exhaust gas blow--off
Charge air blow--off
Engine operation III -- Operating faults
Faults/Deficiencies and their causes (Trouble Shooting)
Emergency operation with one cylinder failing
Emergency operation on failure of one turbocharger
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2.5.5
2.5.6
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Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6628
05.00
L 32/40
102 / 03
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3.6.4
3.6.5
3.6.6
3.6.7
3.6.8
3.7
3.7.1
Failure of the electrical mains supply (Black out)

Failure of the cylinder lubrication
Failure of the speed control system
Behaviour in case operating values are exceeded/ alarms are released
Procedures on triggering of oil mist alarm
Engine operation IV -- Engine shut--down
Shut down/Preserve the engine
Maintenance/Repair
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4.1
4.2
4.3
4.4
4.5
4.6
4.7
4.7.1
4.7.2
General remarks
Maintenance schedule (explanations)
Tools/Special tools
Spare Parts
Replacement of components by the New--for--old Principle
Special services/Repair work
Maintenance schedule (signs/symbols)
Maintenance Schedule (Systems)
Maintenance Schedule (Engine)
Annex
5.1
5.2
5.3
5.4
5.5
Designations/Terms
Formulae
Units of measure/ Conversion of units of measure
Symbols and codes
Brochures
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
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How the Operating Instruction Manual

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

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

1
2
3
4
5
Introduction
Technical details
Operation/Operating media,
Maintenance/Repair, and
Annex
The operating manual is limited to the vital subjects. It mainly focuses on:
- Understanding the functions/coherences;

- Starting and stopping the engine,
operating it in routine and emergency modes;
- Planning engine operation, controlling it in compliance with operating

results and economic criteria,
ensuring operational prerequisites on the engine and the peripheral
systems,
selecting, preparing and treating operating media and
- Maintaining the operability of the engine,
carrying out preventive or scheduled maintenance work,
doing unsophisticated repair work, and contracting and supervising
more difficult work.
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The manual does not deal with:
- The moving, erection and dismantling of the engine or major

components of it,
- Steps and checks when putting the engine into operation for the first
time,
- Difficult repair work requiring special tools, facilities and experience and
the
- Behaviour after fire, inrush of water, severe damage and average.
What is also of importance
The sheet Scope of supply
The content of the operating manual and structural details of it can be

seen at a glance from the table of contents. We would like to draw your
particular attention to the sheet Scope of supply in Section 2. The sheet
named Scope of supply lists and briefly describes all the items that were
supplied by MAN B&W Diesel AG. This sheet shows for which
components you may expect to receive assistance and spare parts
supplies from us. This is the scope to which our information, our
maintenance schedules and specifications refer to. Where problems are
encountered with systems for which we have supplied but a few items, it
will possibly be more helpful to consult the system supplier directly, unless
MAN B&Ws scope of supply is mainly concerned, or similar, obvious
reasons apply.
Engine design
The operating manual will be continually updated, and matched to the

design of the engine as ordered. There may nevertheless be deviations
between the sheets of a primiarily describing/illustrating content and the
definite design.
Technical details
Technical details of your engine are included in
the printed brief description in Section 5,

the installation drawing included in Volume E1,
the Technical details in Section 2,
in the work cards in Volume B2, and
the test run or commissioning certificate included in Volume B5.
All the documentation is specially matched to your particular engine, with

the exception of the printed brief description.
The maintenance schedule is closely related to the work cards of Volume
B2. The work cards describe how a job is to be done, and which tools and
facilities are required for doing it. The maintenance schedule, on the other
hand, gives the periodical intervals and the average requirements in
personnel and time.
Maintenance schedule/
work cards
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Lube oil system
2.4.6
Lubrication of the engine and turbocharger
All the lubricating points of the engine and of the turbocharger are
connected to the forced--feed oil circulation system. The lube oil admission
flange (2171) is at the free engine end, above the casing. The oil is from
the cast--in/frame--integrated distributor pipe supplied to the main bearings
via the tierod pipes. From there it continues through the crankshaft to the
big end bearings and through the connecting rods to the piston crowns
(Figure 1), and also to the torsional vibration damper at the free engine
end. The locating bearing at the coupling end receives oil from the last
bearing pedestal.
Supply from the inner

distributor pipe
5
30
31
32
33
Crankshaft
Main bearing
Connecting rod
Piston pin
Piston
G To the main bearings

N From the main
bearings to the piston
crown
Figure 1. Lube oil system from the main bearing to the piston (Section S2--S2, for a
general view and further sections, please see the following pages)
From all these lubricating points, the oil flows freely back into the oil sump,
and from the oil sump into the lube oil tank underneath.
The integrated distributor pipe also supplies oil to
- the camshaft bearings of the injection and valve camshafts, and

- the spray nozzles and bearings of the camshaft drive.
The oil ducts required for supplying oil to the camshafts continue above
the camshafts, where short lube oil pipes are connected which serve the
- rocker arms on the exhaust side, and

- the fuel oil pumps and control levers on the exhaust gas counterside.
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1
2
3
4
5
6
7
8
9
10
KS
KGS
AS
AGS
Pressure control valve

Attached pumps
Engine
Oil sump
Crankshaft
Camshafts
Fuel injection pump
Cylinder head/rocker arm
Pressure reducing valve
Turbocharger
Coupling end
Free engine end
Exhaust side
Exhaust counter side
A
B
C
D
E
F
G
H
J
K
L
M
N
P
Lube oil to the engine and turbocharger (2171)

To the pump drive
To the thrust bearing of the injection camshaft
Distributor pipe
Via the injection camshaft to the fuel pumps and control
levers/yokes in the cylinder head
Via the valve camshaft to the rocker arms
To the main bearings
Via the main bearings to the locating bearing
To the bearings and spray nozzles of the camshaft drive
To the hydraulic pistons and locating bearings of the
injection and valve camshafts
To the turbocharger
Oil discharge from the turbocharger
From the main bearings through the crankshaft and
connecting rod to the piston crown/drain to oil sump
Ventilation (2598)
Figure 2. Lube oil system (survey)
The thrust bearing of the injection camshaft (arranged at the free engine
end, and on engines without injection time adjusting device at the coupling
end) is externally supplied with oil. The same pipeline is used for the
lubrication of engine--driven pumps. The control plungers and locating
bearings of the camshaft adjusting devices at the coupling end are also
externally supplied from separate pipes. The same applies to the bearings
of the turbocharger. The supply pipes for these subassemblies are
connected to the integrated distributor pipe.
Supply from the outside
The lube oil system has to be equipped with a pressure control valve at
the entry side to maintain a constant oil pressure at the entry into the
engine, independently of the speed and oil temperature. The oil admission
to the turbocharger is adjusted by means of a pressure--reducing valve or
an orifice plate.
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5
11
12
13
14
15
Crankshaft
Crankcase
Tierod
Injection camshaft
Valve camshaft
Rocker arm
D Distributor pipe
E Via injection camshaft
to fuel oil pumps and
control levers/yokes in
the cylinder head
F Via valve camshaft to
the rocker arms
G To the main bearings
Figure 3. Schmierlsystem von der Verteilerleitung zur Kurbelwelle und den Nockenwellen (Schnitt S1--S1)
13
14
20
21
22
23
Injection camshaft
Valve camshaft
Crankshaft gear wheel
Intermediate gear
Bearing bush
Spray nozzle
J To the bearings and

spray nozzles of the
camshaft drive
Figure 4. Lube oil system from the distributor pipe to the gear wheels -- drawn--up for clockwise rotating engine
(Section S3--S3)
Supply to the turbocharger
6628
2.4.6--02 E
Marine propulsion engines, particularly those with mechanically driven lube

oil pumps, have turbochargers that are equipped with an emergency
lubrication system to ensure adequate lube oil supply to the turbocharger
as it continues running on stop events and in the case of blackout. The
bearings of NR turbochargers are during the boosting phase supplied with
oil from a bladder--type accumulator whose bladder is filled with nitrogen
and which is in the compressed state during normal operation. When the
service pressure is decreasing, oil is supplied to the turbocharger by the
effect of the compressed bladder, while a non--return valve prevents the oil
from flowing back into the supply pipe. Please refer to Figure 5.
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B Oil to the turbocharger

P Nitrogen (one--time
charge)
Q Oil reserve to the
turbocharger
R Oil to the engine
Figure 5. Emergency lubrication of the turbocharger (marine propulsion engines)

from a bladder accumulator
The main lubricating pump, or alternatively a smaller secondary pump can

be used to lubricate the turbocharger prior to the engine start, please refer
to Figure 6. It must be ensured by appropriate timing of the pump and by
system matching that excess lubrication of the turbocharger during priming
and in service is avoided.
R Oil to the engine

Figure 6. Priming of the turbocharger using a secondary pump
Cylinder lubrication
The running surfaces of the cylinder liners are primarily lubricated by

splash oil and oil vapour from the crank case. Lubrication of the piston
rings is from below, through bores in the lower part of the cylinder liner. To
minimise the oil consumption rate, a geometry has been chosen which
provides for the oil bores to be covered by the top ring land in BDC
position of the piston, and by the piston skirt in TDC position. The oil
comes from the free engine end and is supplied to the cylinder liners from
the exhaust gas counterside, through the frame diaphragm. The pipes are
supported in openings underneath the injection camshaft.
Route of the lube oil
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9 Frame diaphragm
10 Cylinder liner
11 Piston (top edge right/
bottom edge left)
C Oil from the block--type

distributor to the
cylinder liner
Figure 7. Lubrication of cylinder liners and piston rings
The necessary oil pressure is generated by a pump set (1) (Figure 8). The
delivery volume can be matched to the engine size/number of cylinders by
adjusting the speed of the frequency--controlled motor.
Generation of pressure/
distribution of oil
The suction pipe B of the pump is connected to the lube oil admission pipe
A which supplies oil to the engine and turbocharger. An adjustable
pressure control valve is provided on the delivery side of the pump. The
flow of oil to the lubricating points is controlled by means of a hydraulic
block--type distributor (3).
The movements of the block--type distributor main piston are controlled by
an inductive proximity switch (7) and a pulse evaluating unit (8). A
predetermined number of pulses must be received within a certain unit of
time.
A Lube oil flowing to the

engine and
turbocharger
B to the cylinder lube oil
pump
C Overflow pipe
D to the block--type
distributor
E to the cylinder
liners/piston rings
1 Pump set
2 Pressure control valve
(adjustable)
3 Block--type distributor
4 Proximity switch
5 Pulse monitoring
Figure 8. Cylinder lube oil system
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Temperature monitoring of main bearings
The temperatures of the crankshaft bearings (and of the outboard bearing)

are measured at the bearing caps immediately underneath the bearing
shells. Resistance temperature sensors (Pt 100) in oil--tight mountings
serve this purpose. The measuring lines run inside the crankcase up to
cable duct level on the exhaust side, from where they are taken to external
terminal boxes.
1 Crankshaft
2 Main bearing cap
3 Temperature sensor
Figure 9. Temperature monitoring of main bearings
Oil mist detector
Incipient bearing damage, piston seizure or blowby from the combustion

space cause pronounced oil vapour formation. The oil mist detector
permits a reliable diagnosis before severe damage occurs. The oil mist
detector controls the oil vapour concentration, or say the opacity of air in
the crankcase. A jet pump continually draws air from all parts of the
crankcase, bigger droplets of oil are removed from the air, and the air is
passed through a measuring section equipped with infrared filters. The
diode provided at the end produces an electric signal that corresponds to
the quantity of light received, and transmits this signal to the monitoring
unit.
Please refer to the brochure included in volume D of the technical
documentation.
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1
2
3
4
5
6
7
8
9
10
11
12
A
B
C
D
Collecting chamber
Separator
Detector
Emitter LED
Flow controller
Temperature sensor
Air filter
Infrared filter
Receiver diode
Measuring section
Air jet pump
Controlling and
monitoring
From the crankcase to
the collecting chamber
From the separator to
the detector
To the air jet pump
Air flow
Figure 10. Crankcase monitoring by oil mist detector
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Dimensions/Clearances/Tolerances-- Part 3
Ma/Mestelle
Dimension/Measuring point
Nennma (mm)
Nominal dimension
(mm)
1)
2)
*
**
***
------24 +0,021
---23,85 +0,02/--0,02
70,1 +0,061/+0,005
---70 --0,04/--0,06
---106
28
534
25 +0,026/--0,020
---24,86 --0,02
Ventilspiel fr Einlaventile*
Ventilspiel fr Auslaventile*
gemessen bei kaltem oder warmem Motor -dabei kein Spiel zwischen Joch und Ventilschaft
Ein-- und Auslaventil
Ventilhub
6628
2.5.6--09 E
Spiel max. (mm)

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

111/113/114
Kipphebellager/Einlaventil/Auslaventil
A1)
B2)
C**
D**
E**
F
G
H
J
K**
L***
M
N
O
P
Spiel neu (mm)

Clearance when
new (mm)
2.5.6
03.00
0,5 +0,1
0,7 +0,1
---0,130 ... 0,191
------0,145 ... 0,221
---0,3 ... 1,0
------------0,12 ... 0,186
----
---------0,24
------0,27
---1,2
------------0,23
----
1)
2)
Valve clearance for inlet valves*

Valve clearance for outlet valves*
*
measurement taken with cold or warm engine -no clearance permitted between yoke and valve stem
** Inlet and exhaust valve
*** Valve lift
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Inlet and exhaust cam follower
Ein-- und Auslaschwinghebel
A
B
C
D
E
F
G
6628
2.5.6--09 E
55 +0,100/+0,041
---55 --0,010/--0,029
40 +0,025/+0,009
---40 --0,025/--0,041
----
03.00
---0,051 ... 0,129

------0,034 ... 0,066
---0,5 ... 1,4
L 32/40
112
---0,15
------0,08
---1,5
102/ 04
Ma/Mestelle
Nennma (mm)
Nominal dimension
(mm)
A
B
C*
---37
7
Ventilhub
A
B
C
D
E1)
F
G
H
J
K
L
M
N2)
O3)
P4)
Q
R
Spiel am Kopf des Pumpenkolbens 0,018...0,020mm

Stempelhub
Stempelhub bei Hauptkolben in OT -- siehe
Abnahmeprotokoll
4) Pumpenfllung -- siehe Abnahmeprotokoll
03.00
160/161
----------
Valve lift
10 +0,04/+0,02
---9,95 --0,02
32 +0,062
---(32)
54 +0,046
---54 --0,060/--0,106
25 +0,021
---25 --0,020/0,041
34,5
------500
160
1)
2)
3)
2.5.6--09 E
0,2 +0,1/--0,1
-------
Fuel injection pump
Kraftstoffeinspritzpumpe
6628
Spiel max. (mm)

Max. clearance
(mm)
Starting air pilot valve/Starting valve
Anlasteuerschieber/Anlaventil
Spiel neu (mm)

Clearance when
new (mm)
200
---0,07 ... 0,11

------0,011 ... 0,013
------0,06 ... 0,15
------0,020 ... 0,062
-------------------
---0,14
---------------0,17
------0,075
-------------------
1)
2)
3)
Clearance at piston head 0,018 ... 0,020 mm

Plunger stroke
Plunger stroke with main piston in TDC -- see acceptance record
4) Fuel admission -- See acceptance record
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Ma/Mestelle
Nennma (mm)
Nominal dimension
(mm)
114 +0,035
---114 --0,100/--0,135
45 +0,025/+0,041
---45 --0,038/--0,054
---55 +0,019
---55 --0,080/--0,119
A*
B**
C
D
* Nadelhub
** Dsenspezifikation -- siehe Abnahmeprotokoll
2.5.6--09 E
---0,100 ... 0,170

------0,063 ... 0,096
---0,2 ... 0,4
---0,08 ... 0,118
----
Fuel injection valve
Kraftstoffeinspritzventil
6628
Spiel max. (mm)

Max. clearance
(mm)
Drive of fuel injection pump
Antrieb der Kraftstoffeinspritzpumpen
A
B
C
D
E
F
G
H
J
K
Spiel neu (mm)

Clearance when
new (mm)
1 +0,05/--0,05
---425
68,5
200
---0,20
------0,15
---0,5
---0,15
----
221
-------------
-------------
* Needle lift
** Injector specification -- see acceptance record
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Quality requirements
for heavy fuel oil (HFO)
3.3.3
Prerequisites
MAN B&W four-stroke engines can be operated on any crude-oil based

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

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

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

Table 2, the limit values to be complied with in each case are stated.
Fuel oil specification

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

CIMAC 1990
A10
B/C10
D15
E/F25
M4
M5
M7
A10
B/C10
D15
E/F25
40
10
0.975
40
10
0.981
80
15
0.985
180
25
6
0
24
24
30
30
10
10/14
14
15/20
3.5
3.5
0.10
150/30
0
0.5
5
0.15
200/50 300/60
0
0
1
1
0.1
BS MA-100
ISO F-RM
Fuel-system related characteristic values

Viscosity (at 50EC)
mm2/s max.
( St)
(cSt)
Viscosity (at 100EC)
max.
Density (at 15EC)
g/ml
max.
Flash point
EC
min.
Pour point (summer)
EC
max.
Pour point (winter)
min.
Engine-related characteristic values
Carbon residues (Conradson) % wt.
max.
Sulphur
Ash
Vanadium
% wt.
% wt.
mg/kg
max.
max.
max.
Water
Sediment (potential)
Ergnzende Kennwerte
Aluminium and silicon
Asphalts
Sodium
% vol.
% wt.
max.
max.
G/
H/35
8/9
H45
H55
M8/--
M9/--
H45
H55
380
500
35
45
0.991
700
55
2
2
3
4
5/6
5/6
22
G/
H/35
60
150
0.5
350
0.8
30
30
18/22
22
5
0.20
600
1
See
Item
+
9
3
3
1
mg/kg max.
80
3
% wt.
max.
2/3 of carbon residues (Conradson)
7
mg/kg
Sodium
1/3 vanadium, sodium
100
3
Cetane number of low-viscosity constituent min. 35
8
Fuel free of admixtures not based on mineral oil, such as coal oils or vegetable oils; free of tar oil and lubricating
oil (used oil)
Tabelle 2. Fuel oil specifications and associated characteristic values
Legend to Table 2
Refer to supplementary remarks in Section ...
The heavy fuel oils ISO F--RMK 35/45/55, with a maximum density of 1010
kg/m, can only be used if appropriate modern separators are available.
In the fuel ordering form, the limit values as per Table 2, which have an
influence on the engine operation, should be specified, for example in the
bunkering or charter clause. Please note the entries in the last column of
Table 2, because they provide important background information.
Supplementary remarks
The following remarks are thought to outline the relations between heavy
fuel oil grade, heavy fuel oil treatment, engine operation and operating
results.
1. Selection of heavy fuel oil
Economic operation on heavy fuel oil with the limit values specified in
Table 2 is possible under normal service conditions, with properly working
systems and regular maintenance. Otherwise, if these requirements are
not met, shorter TBOs (times between overhaul), higher wear rates and a
higher demand in spare parts must be expected. Alternatively, the
6680
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103/ 09
necessary maintenance intervals and the operating results expected

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

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

the heavy fuel oil in settling tanks. The separators connected downstream
are to be operated with the least possible throughout.
If a homogenizer is used, it must not be installed between the settling tank
and the separator on any account, since in that case, harmful contaminants, and in particular seawater, cannot be separated out sufficiently.
6680
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ALFA LAVAL separators

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

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

National and international regulations for transport, storage and application
of fuels must be adhered to in respect of the flash point. Generally, a flash
point of above 60C is specified for fuels used in Diesel engines.
5. Low temperature behaviour (ASTM D-97)
The pour point is the temperature at which the fuel is no longer fluid
(pumpable). Since many of the low-viscosity heavy fuel oils have a pour
point greater than 0C, too, the bunkering system has to be preheated
unless fuel in accordance with CIMAC A10 is used. The entire bunkering
system should be designed so as to permit preheating of the heavy fuel oil
to approx. 10C above the pour point. For filter clogging, the cloud point is
of interest.
Pourpoint
Cloudpoint
6. Pumpability
Difficulties will be experienced with pumping if the fuel oil has a viscosity
higher than 1000 mm2/s (cSt) or a termperature less than approx. 10C
above the pour point. Please also refer to item 5.
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7. Combustion properties
An asphalt content higher than 2/3 of the carbon residue (Conradson) may
lead to delayed combustion, which involves increased residue formation,
such as deposits on and in the injection nozzles, increased smoke
formation, reduced power and increased fuel consumption, as well as a
rapid rise of the ignition pressure and combustion close to the cylinder wall
(thermal overloading of the lube oil film). If the ratio of asphaltenes to
carbon residues reaches the limit value 0.66, and the asphaltene content
also exceeds 8%, additional analyses of the heavy fuel oil concerned by
means of thermogravimetric analysis (TGA) must be performed by MAN
B&W to evaluate the usability. This tendency will also be promoted by the
blend constituents of the heavy fuel oil being incompatible, or by different
and incompatible bunkerings being mixed together. As a result, there is an
increased separation of asphalt (see also item 10).
8. Ignition quality
Cracked products which nowadays are preferred as low-viscosity blend
constituents of the heavy fuel oil in order to achieve the specified
reference viscosity may have poor ignition qualities. The cetane number of
these constituents should be higher than 35. An increased aromatics
content (above 35%) also leads to a decrease in ignition quality.
Fuel oils of insufficient ignition qualities will show extended ignition lag and
delayed combustion, which may lead to thermal overloading of the oil film
on the cylinder liner and excessive pressures in the cylinder. Ignition lag
and the resultant pressure rise in the cylinder are also influenced by the
final temperature and pressure of compression, i.e. by the compression
ratio, the charge-air pressure and charge--air temperature.
Preheating of the charge-air in the part-load range, output reduction for a
limited period of time, and using a fuel additive are possible measures to
reduce detrimental influences of fuel of poor ignition qualities. More
effective, however, are a high compression ratio and the in-service
matching of the injection system to the ignition qualities of the fuel oil
used, as is the case in MAN B&W trunk piston engines.
The ignition quality is a key property of the fuel. The reason why it does
not appear in the international specifications is the absence of a
standardised testing method. Therefore, parameters such as the
Calculated Carbon Aromaticity Index (CCAI) are resorted to as an aid,
which are derived from determinable fuel properties. We have found this to
be an appropriate method of roughly assessing the ignition quality of the
heavy fuel oil used.
As the fluid constituent in the heavy fuel oil is the determining factor for its
ignition quality and the viscous constituent is decisive for the combustion
quality, it is the responsibility of the bunkering company to supply a heavy
fuel oil grade of quality matched to the Diesel engine. Please refer to
Figure 2.
9. Sulphuric acid corrosion
The engine should be operated at the cooling water temperatures
specified in the operating manual for the respective load. If the
temperature of the component surface exposed to the acidic combustion
gases is below the acid dew point, acid corrosion can no longer be
sufficiently prevented even by an alcaline lubricating oil.
If the lube oil quality and engine cooling meet the respective requirements,
the TBN values given in Sheet 6628 3.3.6 will be adequate, depending on
the sulphur concentration in the heavy fuel oil.
6680
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10. Compatibility
The supplier has to guarantee that the heavy fuel oil remains homogenous
and stable even after the usual period of storage. If different bunker oils
are mixed, separation may occur which results in sludge formation in the
fuel system, large quantities of sludge in the separator, clogging of filters,
insufficient atomisation and high-residue combustion.
In such cases, one refers to incompatibility or instability. The heavy fuel oil
storage tanks should therefore be emptied as far as possible prior to
rebunkering in order to preclude incompatibility.
11. Blending heavy fuel oil
If, for instance, heavy fuel for the main engine and gas oil (MGO) are
blended to achieve the heavy fuel oil quality or viscosity specified for the
auxiliary engines, it is essential that the constiuents are compatible (refer
to item 10).
V Viscosity, mm 2/s (cSt)

at 50 C
D Density, kg/m 3
at 15 C
CCAI Calculated Carbon
Aromaticity Index
A Normal operating
conditions
B Difficulties may be
encountered
C Problems encountered
may increase up to
engine damage after a
short time of operation
1 Engine type
2 The combining straight
line across density and
viscosity of a heavy
fuel oil results in CCAI.
Figure 2. Nomogram for the determination of CCAI (suitable for heavy fuel oil viscosities
Assignment of CCAI ranges to engine types
180 mm2/s at 50 C) --
CCAI can also be calculated with the aid of the following formula:
CCAI = D -- 141 log log (V+0.85) -- 81.
12. Additives to heavy fuel oils
MAN B&W Diesel engines can be economically operated without
additives. It is up to the customer to decide whether or not the use of an
additive would be advantageous. The additive supplier must warrant that
the product use will have no harmful effects on engine operation.
6680
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General
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The use of fuel additives during the guarantee period is rejected as a

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

stipulated delivery conditions have been complied with, we recommend a
minimum of one sample of each bunker fuel to be retained, at least during
the guarantee period for the engine. In order to ensure that the sample is
representative for the oil bunkered, a sample should be drawn from the
transfer pipe at the start, at half the time and at the end of the bunkering
period. Sample Tec, supplied by Messrs Mar-Tec, Hamburg is an
appropriate testing kit for taking samples continuously during the
bunkering.
Analyse samples
The samples received from the bunkering company are frequently not
identical with the heavy fuel oil bunkered. It is also appropriate to verify the
heavy fuel oil properties stated in the bunker documents, such as density,
viscosity, pour point. If these values should deviate from those of the
heavy fuel oil bunkered, one runs the risk that the heavy fuel oil separator
and the preheating temperature are not set correctly for the given injection
viscosity. The criteria for an economic engine operation with regard to
heavy fuel oil and lubricating oil may be determined with the help of the
MAN B&W Fuel and Lub Analysis Set.
Our department for fuels and lube oils (Augsburg Works, Department
QCB) will be glad to furnish further information if required.
6680
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Faults/Deficiencies
and their causes (Trouble Shooting)
3.6.1
Explanatory remarks
Trouble shooting with the aid of

Tables 1--3
Tables 1--3 contain a number of potential operating faults and their

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

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

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

- the exhaust gas temperatures are excessive, and
- the exhaust plume is visible, of dark colour.
Trouble shooting on the
turbocharger
To be noted: The operating instruction manual for the turbocharger

contains its own table for trouble shooting.
Order of entries
The order of entries does not permit to draw conclusions on the probability
of causes. The order rather follows the principle: Causes related to
engine operating media and operating media systems in the first place,
followed by engine, turbocharger, and possibly ship.
6680
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32/40 up D
101/ 09
Trouble shooting Engine start/engine operation
Fault/system
Causes
Crankshaft does not turn on start, turns too slowly, or swings back
Compressed air system
Pressure in the compressed air vessel too low
Main starting valve defective
Starting valve defective
Starting air pilot valve defective
Control and monitoring
Fault in the pneumatic or electronic control system
system
Remote starting interlocked
Turning gear
Turning gear not completely disengaged
Engine reaches ignition speed but there is no ignition
Fuel
Fuel quality inadequate
Fuel oil system
Fuel tank empty
Fuel system not vented
Injection pumps do not deliver fuel
Fuel pressure at entry into injection pump too low,
supply pump defective
Fuel oil filter clogged
Injection pump/IP drive
Excessive clearance between injection pump plunger
and barrel
Speed governing system
Speed governor/booster defective/faulty/misadjusted
Pick--up defective (32/40 engine)
Fuel admission release missing/too low
system
Fault in the pneumatic or electronic control system
Cylinders firing irregularly
Fuel
Fuel system
Injection valve
Inlet/exhaust valves

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

Fuel
Water in the fuel
Fuel oil viscosity too low, fuel overheated
Fuel system
6680
3.6.1--02 E
06.99
Info
Code
162.xx
161.xx
160.xx
01
02
03
05
63
83
79
3.3
2.4, 200.xx
2.4, 2.5
09
06
07
08
12
2.5, 200.xx
13
16
140.xx
140.xx, 400.xx
56
78
65
63
3.3
3.3, 000.05
2.4, 2.5
09
10
07
12
221.xx
113.xx, 114.xx
13
20
26
3.3
3.3, 000.05
3.3
2.4, 2.5
32/40 up D
09
10
66
07
12
13
102/ 09
Fault/system
Injection time adjustment
Causes
Injection timing too late (only engines having
automatic injection time adjustment)
Excessive clearance between injection pump plunger

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

system
Speed release too low

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

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

Injection valves
Injection and exhaust valves
Engine speed fluctuates

Fuel
Fuel system

Control and monitoring system
6680

Injection or exhaust valves sticking, valve spring
broken, valves not tight
Excessive valve clearance
Air in the fuel

Governor setting spoiled, control linkage worn out
Pick--up defective (32/40 engine)
Control rod, sleeve or pump element getting stuck
Speed set value instable (air leakage/electrical signal)
3.6.1--02 E
06.99
Info
Code
2.4, 200.xx
15 120.xx (32/40),
112.xx (40/45 ...
58/64)
2.5, 200.xx
16
200.xx
200.xx
200.xx
221.xx
221.xx
140.xx
2.4, 140.xx
203.xx
113.xx, 114.xx
17
18
19
20
21
56
22
23
26
65
500.xx
2.4, 2.5
2.5, 3.5
2.4, 200.xx
120.xx (32/40),
112.xx (40/45 ...
58/64)
200.xx
221.xx
113.xx, 114.xx
89
49
45
07
12
13
25
14
17
20
26
113.xx, 114.xx
90
2.4, 2.5
75
12
2.4, 140.xx
140.xx
203.xx
140.xx, 400.xx
200.xx
32/40 up D
22
56
23
78
18
58
103/ 09
Fault/system
Causes
Engine speed drops, engine stops

Fuel
Water in the fuel
Fuel system
Fuel tank empty
Engine
Speed set value missing
Control and monitoring syShut--down initiated
stem
Overspeed protection tripped
Governor -- wrong dynamic setting
Control and monitoring syOverspeed relay defective
stem
Exhaust plume contains soot, dark smoke
Fuel
Engine
Charge--air system
Charge air too cold
Charge--air cooler fouled (excessive differential
pressure)
Injection timing too late (only engines having

Injection valves
Turbocharger
Fuel injection pump, baffle screws worn

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

Fuel
Water in the fuel
Lube oil system
Oil level in the sump too high (wet oil sump)
Piston/piston rings
Piston ring clearance or gap excessive
Piston rings stuck or broken
Turbocharger
Turbocharger overlubricated
Noise coming from the valve or injection pump gear (noise depending on speed)
Follower defective, or spring broken
valve not tight
Excessive valve clearance
6680
3.6.1--02 E
06.99
Info
Code
3.3, 000.05
10
06
12
2.4, 2.5
2.5, 3.5
203.xx
2.4, 203.xx
13
25
59
23
24
140.xx
140.xx
203.xx
56
57
23
85
3.3
2.5, 3.5
2.5
2.5, 322.xx
09
25
73
53
2.4, 200.xx
120.xx (32/40),
112.xx (40/45 ...
58/64)
200.xx
221.xx
113.xx, 114.xx
15 -
69
20
26
64
500.xx
49
91
3.3, 000.05
2.5, 034.xx
034.xx
500.xx
10
34
28
32
92
200.xx
111.xx, 200.xx
113.xx, 114.xx
17
46
26
113.xx, 114.xx
90
32/40 up D
104/ 09
Fault/system
Causes
Info
Code
Smoke issuing from crankcase/crankcase vent, hollow- sounding noise coming from the crankcase
Lube oil
Oil contains too much water
3.3, 000.05
81
Engine
Crankcase vent blocked
93
Piston/piston rings
Piston rings stuck or broken
034.xx
32
Running gear/crankshaft
Piston or bearing runs hot or starts seizing
2.4, 3.5
31
Oil mist detector tripped
Oil mist detector
Lube oil
Piston/piston rings
Running gear/crankshaft
Sensitivity wrongly set

Condensed water in the measuring unit (if engine
room ventilators blow cold air against the detector)
Lube oil contains too much water
Piston ring clearance or gap excessive
Piston or bearing runs hot or starts seizing
76
77
3.3, 000.05
2.5, 034.xx
2.4, 3.5
81
28
31
Tabelle 1. Faults and their causes/trouble shooting -- Part 1 -- Engine start/engine operation
6680
3.6.1--02 E
06.99
32/40 up D
105/ 09
Trouble shooting Operating values
Fault
Causes
Info
Cooling water temperature too high

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

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

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

Overpressure valve of lube oil pump, spring broken
Pressure control valve defective
Lube oil pipes not tight
Lube oil pipe clogged
Lube oil filter clogged
Lube oil pump defective
Stand--by pump not started
35
36
60
37
80
38
41
82
39
Pressure switch/transducer defective
61
3.6.1--02 E
06.99
32/40 up D
106/ 09
Fault
Causes
Exhaust gas temperature (deviation from level or change of mean value)

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

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

Air intake system/charge--air
Temperature of air taken in too high
system
Cooling water system (LT
Lack of cooling water, or air in the CW system
system)
Control and monitoring syIndicating instrument or connecting line defective
stem
Cabling/connections defective/inadequate
Charge- air pressure too low
Air intake system/charge--air
Temperature of air taken in too high
system
Charge--air cooler fouled (excessive differential
pressure)
Leakage on the air and exhaust gas sides
Exhaust gas system
Exhaust gas back pressure too high (exhaust gas
boiler fouled)
Injection timing too early (only engines having

Turbocharger
6680

Air filter, compressor/turbine sides of turbocharger
fouled/damaged
3.6.1--02 E
06.99
Info
Code
2.4, 2.5
12
2.5, 3.5
2.5
25
48
62
2.4, 200.xx
15 120.xx (32/40),
112.xx (40/45 ...
58/64)
221.xx
20
67
68
055.xx
88
113.xx, 114.xx
26
39
500.xx
2.5
84
86
49
45
50
42
000.08
43
44
47
39
84
86
2.5
50
2.5, 322.xx
53
2.5
52
54
2.4, 200.xx
14
120.xx (32/40),
112.xx (40/45 ...
58/64)
39
500.xx
32/40 up D
51
107/ 09
Fault
Causes
Main bearings - Temperature too high

Main bearing
Bearing damaged, lubrication faulty
Engine
Alignment/foundation faulty
system
Cabling/connections defective
Info
Code
021.xx
000.09, 012.xx
72
95
84
86
Tabelle 2. Faults and their causes/trouble shooting -- Part 2 -- Operating values
6680
3.6.1--02 E
06.99
32/40 up D
108/ 09
Trouble shooting Other problems
Fault
Causes
Info
Code
2.4, 140.xx
203.xx
2.4, 203.xx
22
23
24
3.3
3.3
2.4, 2.5
66
07
11
12
200.xx
200.xx
200.xx
13
17
19
18
Starting- air pipe at entry into cylinder head becoming hot

Cylinder head
Starting air valve not tight
161.xx
04
Safety valve in the cylinder head blowing off

Engine
Cylinder head
Safety valve, spring broken
Injection timing too early (only engines having
2.5, 3.5
057.xx
2.4, 120.xx,
200.xx
25
27
14
Linkage of injection pumps sluggish/blocked

Governor/linkage
Governor or linkage setting spoiled
Shut--down device triggered
system
Injection pump delivery erratic
Fuel
Fuel viscosity too low, fuel overheated
Fuel system
Fuel too cold, solidified in the pipes (HFO)
Fuel oil pressure at entry into injection pump too low,
Pressure valve in the injection pump not tight
Control rod, sleeve or pump element sticking
Tabelle 3. Faults and their causes/trouble shooting -- Part 3 -- Other problems
6680
3.6.1--02 E
06.99
32/40 up D
109/ 09
Behaviour in case
operating values are exceeded/
alarms are released
3.6.7
General remarks
Operating values/limit values
Operating values, e.g. temperatures, pressures, flow resistances and all

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

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

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

active until the malfunction is eliminated. Reduction or stop signals can in
the case of vessel plants be suppressed by means of the override function
of the valuation ship takes precedence over engine. For stationary
plants, this possibility is not provided. For these, there is also no reducing
function.
Fixing alarm and limit values
For fixing the alarm and the safety--relevant limit values, the requirements
of the classification societies and the own assessment are decisive.
Examples
Stop criteria are, e.g., overspeed, too low lube oil pressure and too high
temperatures of the main bearing. In case the oil mist detector reacts, a
stop is usually effected as well. The occurrence of too high cooling water
temperatures causes a reduction in output of vessel plants.
Legal situation
Alarm, reduction and safety signals serve the purpose of warning against
dangers or of avoiding them. Their causes are to be traced with the
necessary care. The sources of malfunctions are to be eliminated
consistently. They must not be ignored or suppressed, except on
instructions from the management or in cases of a more severe danger.
Caution! Ignoring or suppressing of alarms, the cancellation of
reduction and stop signals is highly dangerous, both for persons
and for the technical equipment.
Liability claims for damages due to exceeded nominal values and
supressed or ignored alarm and safety signals respectively, can in no case
be accepted.
6680
3.6.7--01 E
07.98
32/40 upw
101/ 01

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Technical Documentation

MAN B&W Diesel AG : D-86135 Augsburg : Postfach 10 00 80 : Telefon (0821) 3 22-0

: Telex 5 37 96-0 man d

. 1993 MAN B&W Diesel AG

Scope of supply/Technical specification

Failure of the electrical mains supply (Black out)

How the Operating Instruction Manual

Instructions for use

The operating manual contains written and illustrated information that is

The operating instruction manual mainly consists of the sections

- Understanding the functions/coherences;

- Planning engine operation, controlling it in compliance with operating

The manual does not deal with:

- The moving, erection and dismantling of the engine or major

The sheet Scope of supply

The content of the operating manual and structural details of it can be

The operating manual will be continually updated, and matched to the

Technical details of your engine are included in

the printed brief description in Section 5,

All the documentation is specially matched to your particular engine, with

Lube oil system

Lubrication of the engine and turbocharger

Supply from the inner

G To the main bearings

- the camshaft bearings of the injection and valve camshafts, and

- rocker arms on the exhaust side, and

Pressure control valve

Lube oil to the engine and turbocharger (2171)

Figure 2. Lube oil system (survey)

Supply from the outside

J To the bearings and

Supply to the turbocharger

Marine propulsion engines, particularly those with mechanically driven lube

B Oil to the turbocharger

Figure 5. Emergency lubrication of the turbocharger (marine propulsion engines)

The main lubricating pump, or alternatively a smaller secondary pump can

R Oil to the engine

The running surfaces of the cylinder liners are primarily lubricated by

Route of the lube oil

C Oil from the block--type

Figure 7. Lubrication of cylinder liners and piston rings

A Lube oil flowing to the

Figure 8. Cylinder lube oil system

Temperature monitoring of main bearings

The temperatures of the crankshaft bearings (and of the outboard bearing)

Figure 9. Temperature monitoring of main bearings

Oil mist detector

Incipient bearing damage, piston seizure or blowby from the combustion

Figure 10. Crankcase monitoring by oil mist detector

Spiel max. (mm)

Rocker arm bearing/Inlet valve/Exhaust valve

Spiel neu (mm)

Valve clearance for inlet valves*

Inlet and exhaust cam follower

Ein-- und Auslaschwinghebel

---0,051 ... 0,129

Spiel am Kopf des Pumpenkolbens 0,018...0,020mm

Fuel injection pump

Spiel max. (mm)

Starting air pilot valve/Starting valve

Spiel neu (mm)

---0,07 ... 0,11