l2738 Propulsion Tieri PDF

L27/38-VBS
Instruction Manual
Four-stroke Propulsion Engine
compliant with IMO Tier I
MAN Diesel & Turbo
Technical Documentation
Original instructions
- EN 1 (2)
MAN Diesel & Turbo
MAN Diesel & Turbo

DK-9900 Fredrikshavn
Phone +45 9620 4100
Fax +45 9620 4030
info-frh@mandieselturbo.com
www.mandieselturbo.com
Copyright © MAN Diesel & Turbo

All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.
2 (2) - EN
MAN Diesel & Turbo
Table of contents
Table of contents
1 General
1.1 Description
1-00 Preface
2 Data [00]
2.1 Description
100-A1 Main Data
100-B1 General safety precautions
100-C1 Capacities at MCR - MDO operation
100-C2 Capacities at MCR - HFO operation
100-D1 Maintenance program MGO/MDO operation
100-D2 Maintenance program HFO operation
100-E1 Maintenance program - MGO/MDO operation
100-E2 Maintenance program - HFO operation
100-F1 Operating data and set points
100-G1 “Green passport”
100-H1 Weights of main components
100-I1 Limits for crankshaft deflection
100-J2 Data for pressure and tolerance
100-J1 Tightening specification
100-N1 List of Symbols
2.2 Work cards
3 Operation of engine [02]

3.1 Description
102-A1 Operation
102-B1 Checks during out-of-service periods
102-C1 Starting-up after repair
102-D1 Engine performance and condition
102-E1 Condensate
102-F1 Borescope inspection of cylinder liner
3.2 Work Cards
102-101 Recording of engine performance data
4 Trouble shooting [06]

4.1 Description
106-A1 Starting failures
106-B1 Faults in fuel oil system
106-C1 Disturbances during operation
106-D1 Ignition in crankcase
106-E1 Faults in cooling water system
106-F1 Faults in lubricating oil cooler
- EN 1 (9)
MAN Diesel & Turbo
5 Frame, bearings, oil pan covers

Table of contents
5.1 Description
110-A1 Engine frame
110-B1 Main bearings
110-C1 Resilient mounting
5.2 Work Cards
110-101 Dismantling and mounting of main bearing and guide bearing
110-102 Functional test of crankcase safety relief valves
110-103 Criteria for replacement of connecting rod big-end and main bear-
ing shells
110-103 Criteria for replacement of connecting rod big-end and main bear-
ing shells
5.3 Plates
110-10 Lubricating oil pan
110-12 Frame
110-14 Covers on frame
110-16 Front end box
110-18 Covers on aft end
6 Crankshaft, flywheel, turning gear

6.1 Description
112-A1 Crankshaft and main bearings
112-B1 Vibration damper
6.2 Work Cards
112-101 Recording of crankshaft deflection
6.3 Plates
112-10 Crankshaft
112-10 Crankshaft
112-12 Power take off
112-12 Power take off
112-16 Flywheel
112-20 Turning gear
112-20 Turning gear
112-20 Turning gear
112-20 Turning gear
7 Camshaft, gear wheels, roller guides

7.1 Description
114-A1 Camshaft and camshaft drive
114-B1 Operating gear for valves and fuel injection pumps
7.2 Work Cards
2 (9) - EN
MAN Diesel & Turbo
114-101 Check of camshaft and camshaft drive
Table of contents
114-102 Inspection and replacement of camshaft bearings
114-103 Adjustments of camshafts for valve and injection timing
114-104 Inspection and overhaul of cam followers and rocker arms
7.3 Plates
114-10 Camshaft
114-10 Camshaft
114-10 Camshaft
114-10 Camshaft
114-10 Camshaft
114-12 Drive
114-12 Drive
114-14 Cam follower and push rods
8 Cylinder unit
8.1 Description
116-A1 Cylinder unit
116-B1 Piston, connecting rod and cylinder liner
8.2 Work Cards
116-101 Dismantling of cylinder unit from engine
116-102 Disassembly of cylinder unit
116-103 Dismantling of piston and cylinder liner
116-104 Inspection and overhaul of cam followers and rocker arms
116-105 Grinding of valve seat ring and valve spindle seat
116-115 Inspection of valve rotators
116-106 Replacement of valve guide
116-107 Replacement of valve seat ring
116-108 Inspection of piston
116-108 Inspection of piston
116-109 Removal of marine head from engine
116-110 Inspection of connecting rod big-end bearing
116-111 Inspection and honing of cylinder liner
116-112 Grinding of seal faces on cylinder liner, cylinder head and engine
frame
116-113 Assembly of cylinder unit
116-114 Mounting of cylinder unit in engine
116-116 Control and adjustment of valve clearance
116-117 Check and overhaul of indicator valve
116-118 Check/adjustment of safety valve opening pressure
8.3 Plates
116-10 Cooling water jacket
116-10 Cylinder liner
116-10 Cooling water jacket
116-12 Connecting rod
116-14 Piston with piston rings
- EN 3 (9)
MAN Diesel & Turbo

Table of contents

116-16 Cylinder head
116-18 Safety valve and indicator valve
116-20 Valve guard
116-20 Valve guard
9 Turbocharger
9.1 Description
118-A1 Turbocharging, charge air cooler
9.2 Work Cards
118-101 Cleaning of charge air cooler
118-102 Cleaning of turbine, dry-cleaning
118-102 Cleaning of turbine, dry-cleaning
9.3 Plates
118-10 Turbocharger
118-10 Turbocharger
118-10 Waste-gate
118-10 Charge air by-pass arrangement
118-10 Mounting off control valve
118-10 Turbocharger
118-10 Turbocharger
118-12 Charge air cooler
118-12 Charge air cooler
118-14 Charge air connection TC/AC
118-14 Charge air connection AC/receiver
118-14 Charge air receiver drain
118-14 Charge air connection AC/Receiver
118-14 Covering of charge air receiver
118-14 Condensed water drain for charge air cooler
118-14 Covering of charge air receiver
118-18 Exhaust pipe arrangement
118-18 Exhaust pipe
118-18 Exhaust pipe
118-18 Exhaust pipe arrangement
118-18 Exhaust, manifold to turbocharger
4 (9) - EN
MAN Diesel & Turbo
118-18 Heat insulation
Table of contents
118-18 Heat insulation
118-20 Turbocharger turbine cleaning valve
118-22 Compressor washing
118-22 Compressor cleaning,arrangement
118-22 Compressor cleaning, arrangement
118-22 Compressor cleaning, arrangement
118-24 Exhaust outlet
118-26 Exhaust compensator
10 Fuel oil system

10.1 Description
120-A1 Fuel oil system
120-B1 Fuel oil system — MDO
120-B2 Fuel oil system — HFO
120-C1 Fuel injection system
10.2 Work Cards
120-101 Dismantling/installation of fuel injection pump
120-102 Disassembly/reassembly and repair of fuel injection pump
120-103 Removal and refitting of fuel injection valve
120-104 Fuel injection valve to be checked
120-105 Fuel injection valve to be separated
120-106 Assembly of the fuel injection valve
120-107 Grinding of fuel injection valve seat face
10.3 Plates
120-10 Fuel oil prefilter
120-12 Cover – if no fuel oil pump
120-12 Fuel oil primary pump
120-14 Fuel oil filter
120-14 Fuel oil filter
120-16 Fuel injection pump
120-16 Fuel injection pump
120-16 Starting air pipes on pumps
120-18 Fuel injection valve
120-18 Fuel injection valve
120-20 High pressure fuel oil pipes
120-20 Fuel oil pipes
120-20 Fuel oil pipes
120-20 Low pressure fuel oil pipes
120-20 Low pressure fuel oil pipes
120-20 Covering for fuel oil pipes
11 Cooling oil system
12 Speed control system
- EN 5 (9)
MAN Diesel & Turbo
12.1 Plates
Table of contents
124-10 Governor and governor drive

124-10 Governor and governor drive
124-12 Speed control system
13 Starting air system

13.1 Description
126-A1 Starting air system
126-A1 Starting air system
13.2 Work Cards
126-101 Overhaul, test and inspection of air starter
13.3 Plates
126-16 Start air connections
126-16 Control air pipe
126-16 Control air pipes
126-16 Starting air pipes
126-16 Jet assist pipes
126-20 Starting air receivers
14 Lubricating oil system

14.1 Description
128-A1 Lubricating oil system
128-B1 Lubricating oil filter — back-flushing filter
14.2 Work Cards
128-101 Overhaul of lubricating oil pump
128-102 Dismantling and overhaul of back-flushing filter
128-103 Overhaul of lubricating oil thermostatic valve
128-104A Overhaul of lubricating oil cooler
14.3 Plates
128-12 Lub oil pump
128-14 Lub. oil pressure regulator
128-14 Double check valve
128-14 Pressure regulator
128-16 Lub oil full flow filter
128-16 Lubricating oil filter
128-16 Lub oil full flow filter
128-18 Lub oil cooler
128-18 Lubricating oil cooler
128-20 Lub oil thermostatic valve
128-20 Lub oil thermostatic valve
128-20 Lubricating oil thermostatic valve
128-20 Lubricating oil thermostatic valve
128-24 Lub oil pipes
6 (9) - EN
MAN Diesel & Turbo
Table of contents
128-24 Leakage fuel oil pipes, leakage oil pipes, lube oil pipes to high
pressure pump
128-24 Lubricating oil pipe for oil injection pump
128-24 Lubricating oil pipe for oil injection pump
128-24 Lubricating oil pipes
128-24 Lubricating oil pipes
128-26 Crankcase venting
128-26 Crankcase venting
128-36 Lubrication oil seperator
128-36 Lubrication oil seperator
15 Cooling system
15.1 Description
130-A1 Cooling water system
15.2 Work Cards
130-101 Cooling water thermostatic valves
130-102 Overhaul and replacement of cooling water pumps
15.3 Plates
130-10 Ht pump
130-10 Ht pump
130-10 High temperature cooling water pump
130-10 High temperature cooling water pump
130-10 Ht pump
130-10 Ht pump
130-10 Ht pump
130-12 Cooling water thermostat for low temperature system
130-12 Cooling water thermostat for low temperature system
130-12 Cooling water thermostats
130-16 High temp. pipes
130-16 High temp. pipes
130-16 High temperature cooling water pipes
130-16 Cooling water connection,gear
16 Cooling water system

16.1 Plates
132-10 Low temperature cooling water pump
132-10 Low temperature cooling water pump
132-10 Cooling water pump
- EN 7 (9)
MAN Diesel & Turbo
17 Instrumentation
Table of contents
17.1 Description
180-A1 Local monitoring, control and safety LMCS
17.2 Plates
180-10 Operator panel – fittings
180-10 Engine operator panel
180-10 Operator panel – mounting
180-10 Local operator panel
180-10 Local operator panel
180-12 Engine operator slave panel
18 Control equipment
18.1 Plates
182-10 Engine terminal box 1
182-10 Governor control equipment
182-10 ZS1705 – turning gear indication
182-10 Engine terminal box 1
182-10 Electrical governor control unit
182-10 Governor control equipment
182-10 Plug for local operation
182-10 Operator Panel and Control Unit, Plug Local Remote
182-10 Electronic governor control unit
182-10 Electronic governor control unit
182-10 Connection plug
19 Monitoring equipment
19.1 Description
184-A1 Sensors used on the engine
19.2 Work Cards
184-101 Adjustment and test of pressure controllers
184-102 Adjustment and test of pressure transmitters
184-103 Adjustment and test of temperature sensors (Pt 100)
184-104 Adjustment and test of temperature sensors (NiCrNi)
184-105 Adjustment and test of level sensors
184-106 Adjustment and test of tacho and proximity sensors
184-107 Adjustment and test of displacement transmitters
19.3 Plates
20 Safety equipment
21 Tools
8 (9) - EN
MAN Diesel & Turbo
21.1 Plates
Table of contents
190-12 Standard tools
190-12 Tools for fuel valve and fuel pump
190-12 Closing device for turbocharger
190-12 Peak pressure gauge
190-12 Measuring device
190-12 Closing device for turbocharger
- EN 9 (9)
MAN Diesel & Turbo
Index
- EN 1 (1)
MAN Diesel & Turbo
1 General
2 Data [00]
8 Cylinder unit
9 Turbocharger
10 Fuel oil system
General
1- EN 1 (2)
MAN Diesel & Turbo

15 Cooling system
17 Instrumentation
20 Safety equipment
21 Tools
General
2 (2) 1- EN
MAN Diesel & Turbo
1.1 Description
1.1- EN 1 (1)
MAN Diesel & Turbo Questionnaire – Technical Documentation
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1 (1)
MAN Diesel & Turbo D100-01
Preface
Preface
What does this book contain?
This instruction manual provides general guidance regarding operation and
maintenance of the engine. It is also to be used as reference when ordering
spare parts.
The manual is divided into a number of chapters that correspond to the main
components/units in the engine. The number of each chapter is determined
by our PSP–system (product specification system) and is the foundation
stone of our EDP–system.
Each chapter consists of four main elements:
▪ Descriptions (explanatory text concerning design features, functionality
and operation)
▪ Work cards (specifications on how to perform different maintenance jobs)
▪ Data sheets (cooling system, lubrication system etc.)
▪ Spare part plates (spare part illustrations and additional lists)
Reliable and safe operation of the engine is dependent on correct operation
and maintenance. It is therefore important that the engine personnel is fully
acquainted with the contents of this book.
The equipment is delivered including a warranty clause which has been con-
tractually agreed upon.
It is, of course, a precondition for the validity of such a warranty that the
equipment is operated in accordance with agreed requirements and recom-
mendations.
Spare parts must be original spare parts purchased directly from MAN Diesel
& Turbo or from one of MAN Diesel & Turbo’s authorized workshops or
agents.
2012-06-18 - en
Description
L27/38
D100-01 EN 1 (4)
D100-01 MAN Diesel & Turbo
Preface
How do I order spare parts?

Spare part plates consist of a drawing of the spare part and an accompany-
ing list of the items shown on the drawing.
The drawing may not be completely identical to your plant and may also
show some items that are not included in your plant. The additional list of
items, however, is always in accordance with your specific plant.
Note that some items on the spare part drawings may only be delivered as
part of a kit or as a complete, assembled component. This, however, is gen-
erally stated on the drawing.
Plate no A BBCC–DD
A: A = 1 for engine
BBCC: BB = chapter (main function)
CC = subfunction
DD: version
When ordering spare parts (or reference is made in correspondence), you

must specify the following data:
1. Name of vessel (eg M/S WANNSEE)
2. Type of engine (eg 6L27/38)
3. Engine no or product identification no (eg 17019 or 1000 6769)
2012-06-18 - en
4. Spare part plate no (incl edition no – e.g. 1 1010–01)

Description
5. Item no (eg 7)
L27/38
6. Description of part and quantity required (eg 2 gaskets)

These data are used in order to ensure correct supply of spare parts for the
individual propulsion plants.
2 (4) D100-01 EN
MAN Diesel & Turbo D100-01
Preface
MAN Diesel & Turbo | PrimeServ
The MAN Diesel & Turbo Group offers worldwide round-the-clock service,
365 days a year. Apart from the MAN Diesel & Turbo service headquarters in
Augsburg, Copenhagen, Frederikshavn, Holeby, Stockport, St. Nazaire, Tur-
bocharger and service centres on all continents provide comprehensive and
continuous support. The long service life associated with MAN Diesel &
Turbo products dictates a spare parts programme that ensures components
are available for products in operation for decades. Based on high-capacity
machines, MAN Diesel & Turbo service production facilities are able to com-
ply with special customer requests with the utmost precision and flexibility.
24-hour hotline number:
+49 1801 15 15 15
http://www.mandieselturbo.com/primeserv
2012-06-18 - en
Description
L27/38
D100-01 EN 3 (4)
D100-01 MAN Diesel & Turbo
Preface
How to return spare parts?

If the unfortunate situation occurs that your spare parts do not fit or is dam-
aged in any way, you need to return your spare parts to us.
The return procedure is as follows:
Send an email to our office via
primeserv-frh@mandieselturbo.com
Clearly stating:
▪ Our order number
▪ Item numbers
▪ Reason for return
▪ Your reference
▪ Pictures of damaged parts - if any
Please be noted that your parts are not to be returned unless there is an
agreement with our sales personnel.
When parts are received in good condition, we will issue a credit-note.
Please mark the box with our order number or attach a copy of our packing
list.
Please return by cheapest mean to the below address:
MAN Diesel & Turbo
Niels Juels Vej 15
9900 Frederikshavn
Denmark
Att: Dept. store
2012-06-18 - en
Description
L27/38
4 (4) D100-01 EN
MAN Diesel & Turbo
1 General
2 Data [00]
8 Cylinder unit
9 Turbocharger
10 Fuel oil system
Data [00]
2- EN 1 (2)
MAN Diesel & Turbo

15 Cooling system
17 Instrumentation
20 Safety equipment
21 Tools
Data [00]
2 (2) 2- EN
MAN Diesel & Turbo
2.1 Description
2.2 Work cards
2.1- EN 1 (1)
MAN Diesel & Turbo D100A1-01
Main Data
Main Data
Main data for engine
The main particulars are carefully selected in order to Fig. 00.1
reach the optimal compromise between low operational
costs and reliability, - and fulfilling future legal emission
limit values.
Cylinder numbers 6-7-8-9
Power range 2040-3060 kW
Engine speed 800 rpm
Bore 270 mm
Stroke 380 mm
Stroke/bore ratio 1,4 : 1
Bmep 23,5 bar
Mean piston speed 10,1 m/s
Compression ration 16,5 : 1
Max. combustion press. 195 bar
Turbocharger principle Constant pressure
Fuel quality according to HFO (up to 700 cSt/50° C,
RMK700)
Cross section of engine
MDO (DMB) - MGO (DMA,
DMZ)
according ISO8217-2010
Ignition sequence
Clockwise rotating engines (seen from aft end):
6 cyl: 1-2-4-6-5-3
7 cyl: 1-2-4-6-7-5-3
8 cyl: 1-2-4-6-8-7-5-3
9 cyl: 1-2-4-6-8-9-7-5-3
Counter clockwise rotating engines (seen from aft end):
6 cyl: 1-3-5-6-4-2
7 cyl: 1-3-5-7-6-4-2
8 cyl: 1-3-5-7-8-6-4-2
9 cyl: 1-3-5-7-9-8-6-4-2
2012-06-18 - en
Description
L27/38
D100A1-01 EN 1 (1)
MAN Diesel & Turbo D100B1-01
General safety precautions

General
Proper maintenance, which is the aim of this book, constitutes the crucial
point in obtaining optimum safety in the engine room. The general measures
mentioned here should be a natural routine to the entire engine room staff.
Cleanliness
The engine room should be kept clean above and below the floor plates. If
grit or sand may blow into the engine room when the ship is in port, the ven-
tilation should be stopped and ventilating ducts, skylights, and doors in the
engine room should be closed.
In particular, welding or work which causes spreading of grit and chips must
be avoided near the engine unless this is closed or covered, and the turbo-
charger air intake filters are covered.
The exterior of the engine should be kept clean and the paintwork main-
tained so that leakages can be easily detected.
Fire
If the crankcase is opened before the engine is cold, welding and the use of
naked light will involve a risk of explosions and fire. The same applies to
inspection of oil tanks and the space below the floor. Attention is furthermore
drawn to the danger of fire when using paint and solvents with a low flash
point. Porous insulating material drenched with oil from leakages is highly
inflammable and should be renewed. See also: “Ignition in crankcase”.
Other
Hand tools should be placed easily accessible on tool boards. Special tools
should be fastened to tool panels (if supplied) in the engine room close to the
area of application. No major objects must be left unfastened, and the floor
and passages should be kept clear.
Spares
Large spare parts should as far as possible be placed well strapped near the
area of application and accessible by crane. The spare parts should be well
preserved against corrosion and protected against mechanical damage. The
stock should be checked at intervals and replenished in time.
Light
Ample working light should be permanently installed at appropriate places in
the engine room, and portable low voltage working light, in explosion-proof
fittings, should be obtain able everywhere.
2012-06-19 - en
Freezing
Description
If there is a risk of damage due to freezing when the plant is out of service,
engines, pumps, coolers, and pipe systems should be emptied of cooling
L27/38
water.
D100B1-01 EN 1 (2)
D100B1-01 MAN Diesel & Turbo
Warning
The opening of cocks may cause discharge of hot liquids or gasses.
The dismantling of parts may cause springs to be released.The removal
of fuel valves (or other valves in the cylinder head) may cause oil to run
down to the piston crown; if the piston is hot, an explosion may then
blow out the valve. When testing fuel valves with the hand pump, do
not touch the spray holes, as the jet may pierce the skin. Think out
beforehand which way the liquids, gases or flames will move, and keep
clear.
Entering the crankcase or cylinder

Check beforehand that the starting air supply to the engine is shut off, and
that the turning gear is engaged. Make sure that the propeller is disengaged
or that the propeller shaft is mechanically locked.
Turning gear
Before engaging the turning gear, check that the starting air supply is shut
off, that the indicator valves are open, and subsequently that the “Turning
gear in” indication is on.
Feeling-over
When repairs or alterations have been made to the running gear, apply the
“Feel-over sequence” until satisfied that there is no undue heating, oil mist
formation, blow-by, or failure of cooling water or lubricating oil systems.
Feel-over sequence
Feel-over after 5, 15 and 30 minutes’ idle running and finally when the engine
is running at full load. See also “Starting-up sequence”.
Slow turning
After prolonged out-of-service periods or overhaul work which may involve a
risk of accumulation of liquid in the combustion spaces, “Slow turning”
should always be effected, through at least two complete revolutions.
Hydraulic tools
Safety goggles and gloves must be worn when using hydraulic tools. If skin is
damaged by oil jets seek treatment immediately.
Grinding tools
Safety goggles and gloves must be worn when using grinding tools. Prevent
grinding particles from entering the engine. Afterwards clean all parts care-
fully.
2012-06-19 - en
Description
Check and maintain

Engine performance, lubricating and cooling water condition.
L27/38
Measuring equipment.
2 (2) D100B1-01 EN
MAN Diesel & Turbo D100C1-01
Capacities at MCR - MDO operation

Engine type 6L 7L 8L 9L
MCR (Max continuous rating) kW 2040 2380 2720 3060
Fuel oil system

Fuel oil consumption MDO incl built-on I/h 475 555 635 715
pumps
Pump capacity Built-on primary pump m3/h 2.3 2.3 2.3 2.3
Stand-by pump, min m /h3
2.2 2.2 2.8 2.8
Lubricating oil system
Pump capacity Built-on pump m3/h 80 80 115 115
Stand-by pump m3/h 60 60 75 75
Heat dissipation Lub oil cooler (built-on) kW 285 335 380 430
Lub oil volume in oil pan Min. m 3
1.4 1.6 1.8 1.9
Max. m3 1.6 1.8 2.0 2.2
LT cooling water system
Stand-by pump m /h3
62 62 62 62
Heat dissipation Charge air cooler /HT kW 200 230 265 295
stage
Water in engine m3 0.15 0.15 0.15 0.15
Expansion tank m3 0.1 0.1 0.1 0.1
HT cooling water system

Stand-by pump m /h3
62 62 62 62
Heat dissipation Charge air cooler/HT kW 430 500 575 645
stage
Jacket water kW 315 370 425 475
Water in engine m3 0.175 0.2 0.225 0.25
Expansion tank m3 0.1 0.1 0.1 0.1
Starting air system

Air consumption Per start Nm3 1.7 1.7 1.9 1.9
Starting air receivers Receiver 1 l 500 500 500 500
Receiver 2 250 250 500 500
2012-06-25 - en
Starting air compressors Total capacity m3/h 22.5 22.5 30 30

Description
Charging air system

Turbocharger type MAN NR24/S NR24/S NR26/R NR29/S
L27/38
Air consumption ISO ambient conditions kg/h 14800 17300 19700 22200
Charge air cooler MBD 58/58 m 2
58/58 58/58 58/58 58/58
D100C1-01 EN 1 (2)
D100C1-01 MAN Diesel & Turbo
Exhaust gas system

Exhaust gas quantity ISO ambient conditions kg/h 15200 17700 20300 22800
Exhaust pipe dimensions Du x t mm 500 x 3 550 x 3 600 x 3 600 x 3
Radiated heat kW 65 76 87 98
Engine weight (dry) Approx. ton 31.0 34.0 37.0 40.5
2012-06-25 - en
Description
L27/38
2 (2) D100C1-01 EN
Capacities at MCR - HFO operation

MCR (Max continuous rating) kW 2040 2380 2720 3060
Fuel oil system

Fuel oil consumption* HFO incl built-on pumps I/h 430 500 570 640
Pump capacity Booster pump (sepa- m /h3
2.2 2.2 2.8 2.8
rate)
bar 4-6 4-6 4-6 4-6
Stand-by pump, min m3/h 2.2 2.2 2.8 2.8

Stand-by pump m /h3
60 60 75 75
Heat dissipation Lub oil cooler (built-on) kW 285 335 380 430
Lub oil volume in oil pan Min. m3 1.4 1.6 1.8 1.9
Max. m 3
1.6 1.8 2.0 2.2
LT cooling water system
Stand-by pump m3/h 62 62 62 62
Heat dissipation Charge air cooler /LT kW 200 230 265 295
stage
Water in engine m3 0.15 0.15 0.15 0.15
Expansion tank m 3
0.1 0.1 0.1 0.1
HT cooling water system

Stand-by pump m /h3
62 62 62 62
Heat dissipation Charge air cooler /HT kW 430 500 575 645
stage
Water in engine m3 0.175 0.2 0.225 0.25
Expansion tank m 3
0.1 0.1 0.1 0.1
Starting air system

Air consumption Per start Nm3 1.7 1.7 1.9 1.9
Starting air receivers Receiver 1 l 500 500 500 500
Receiver 2 l 250 250 500 500
2012-06-25 - en
Starting air compressors Total capacity m3/h 22.5 22.5 30 30

Description
Charging air system

Turbocharger type MAN NR24/S NR24/S NR26/R NR29/S
L27/38
Air consumption ISO ambient conditions kg/h 14800 17300 19700 22200
Charge air cooler MBD 58/58 m2 58/58 58/58 58/58 58/58
D100C2-01 EN 1 (2)
Exhaust gas system

Exhaust gas quantity ISO ambient conditions kg/h 15200 17700 20300 22800
Exhaust pipe dimensions Du x t mm 500 x 3 550 x 3 600 x 3 600 x 3
Radiated heat kW 65 76 87 98
Engine weight (dry) Approx. ton 31.0 34.0 37.0 40.5
* Depending on fuel oil quality
2012-06-25 - en
Description
L27/38
2 (2) D100C2-01 EN
MAN Diesel & Turbo D100D1-02
Maintenance program MGO/MDO operation
Maintenance program MGO/MDO operation

Major overhaul/inspection
2012-06-14 - en
Description
L27/38
D100D1-02 EN 1 (2)
Description Maintenance program MGO/MDO operation
2 (2)
L27/38 D100D1-02
D100D1-02 EN
MAN Diesel & Turbo
2012-06-14 - en
Maintenance program HFO operation
Maintenance program HFO operation

Major overhaul/inspection
2012-06-15 - en
Description
L27/38
D100D2-02 EN 1 (2)
Description Maintenance program HFO operation
2 (2)
L27/38 D100D2-02
D100D2-02 EN
MAN Diesel & Turbo
2012-06-15 - en
MAN Diesel & Turbo D100E1-01
Maintenance program - MGO/MDO operation
Maintenance program - MGO/MDO operation

Duties during operation
2012-06-19 - en
Description
L27/38
D100E1-01 EN 1 (2)
Description Maintenance program - MGO/MDO operation
2 (2)
L27/38 D100E1-01
D100E1-01 EN
MAN Diesel & Turbo
2012-06-19 - en
Maintenance program - HFO operation
Maintenance program - HFO operation

Duties during operation
2012-06-19 - en
Description
L27/38
D100E2-01 EN 1 (2)
Description Maintenance program - HFO operation
2 (2)
L27/38 D100E2-01
D100E2-01 EN
MAN Diesel & Turbo
2012-06-19 - en
MAN Diesel & Turbo D100F1-01
Operating data and set points

AT2000-LMCS
Normal value at full Alarm set points Reduced load of Shutdown
load at ISO conditions engine engine
Low High

Temp. after cooler (inlet engine) 68–73°C 80°C 85°C
Pressure after filter (inlet engine) 4.0–4.8 bar 3.0 bar 1.8 bar
Pressure before filter 4.2–5.0 bar
Pressure drop across filter 0.1–0.3 bar 0.8 bar 1.3 bar
Pressure inlet turbocharger 1.4–2.2 bar 1.0 bar
Lub oil level Low level
Temperature main bearing 80–95°C 100°C 105°C
Fuel oil system

Pressure after filter MDO 3.0–3.5 bar 1 bar
Pressure after filter HFO 4–10 bar 3 bar
Leaking oil High leakage

level
Temperature inlet engine MDO 20–40°C
Temperature inlet engine HFO 80–140°C
Fuel oil viscosity HFO 11–13 cSt 10 cSt 14 cSt
Cooling water system

Press. LT system, inlet engine 2.0–3.0 bar 0.4 + static
Press. HT system, inlet engine 2.0–3.0 bar 0.4 + static 0.3 + static 0.2 + static
Temp. HT system, outlet engine 75–85°C 92°C 95°C 97°C
Temp. HT system, inlet engine 65–70°C
Temp. LT system, inlet engine 25–40°C
Temp. LT system, outlet engine 35–45°C
Exhaust gas and charge air

Exh. gas temp. before TC 480–530°C 570°C 590°C
Exh. gas temp. outlet cyl 390–460°C Average Average Average

2012-08-20 - en
– 50°C +50°C ± 50°C

Description
Exh. gas temp. after TC 300–360°C 450°C
Ch. air press. after cooler 3.0–3.3 bar

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Ch. air temp. after cooler 40–55°C 25°C 55°C 58°C
D100F1-01 EN 1 (2)
D100F1-01 MAN Diesel & Turbo
Normal value at full Alarm set points Reduced load of Shutdown

load at ISO conditions engine engine

Low High
Starting air system

Press. inlet engine 30 bar 15 bar
Speed control system

Engine speed 800 960
Safety control air pressure 8 bar 6 bar
10° C change in ambient temperature correspond to approx. 15° C exhaust gas temperature change
2012-08-20 - en
Description
L27/38
2 (2) D100F1-01 EN
MAN Diesel & Turbo D100G1-01
“Green passport”
“Green passport”
"Green passport"
In 2009 IMO adopted the „Hong Kong International Convention for the Safe
and Environmentally Sound Recycling of Ships, 2009“
Until this convention enters into force the recommendatory guidelines “Reso-
lution A.962(23)” (adopted 2003) apply. This resolution has been implemen-
ted by some classification societies as “Green Passport”.
MAN Diesel & Turbo is able to provide a list of hazardous materials comply-
ing with the requirements of the IMO Convention. This list is accepted by
classification societies as a material declaration for “Green Passport”.
This material declaration can be provided on request.
2012-06-19 - en
Description
L27/38
D100G1-01 EN 1 (1)
MAN Diesel & Turbo D100H1-01
Weights of main components

Section Component Plate No Weight in kg
1 10 Cover for crankcase (max) 1 1014 31.5
1 16 Cylinder liner 1 1610 140

Connecting rod 1 1612 52
Piston 1 1614 68
Cylinder head incl. rocker arms 1 1616 350
Cylinder unit complete 680
Marine head bearing 50
1 18 Turbocharger NR24/S 1 1810 500

Turbocharger NR29/S 1 1810 780
Turbocharger TCR18 1 1810 440
Turbocharger TCR20 1 1810 740
Charging air cooler 1 1812 500
1 20 Fuel injection pump 1 2016 38
1 28 Lubricating oil pump 1 2812 40

Lubricating oil filter 1 2816 40
Lubricating oil cooler 1 2818 310
Lubricating oil thermostatic valve housing 1 2820 45
1 30 Cooling water thermostatic valve housing 1 3012 50

Cooling water pump 1 3210 30
1 80 Engine operator panel 1 8010 25

2012-06-19 - en
Description
L27/38
D100H1-01 EN 1 (1)
MAN Diesel & Turbo D100I1-01
Limits for crankshaft deflection

Fig 00.2
Crankshaft deflection at engine service temperatures and connected to gear- B *) [1/100 mm]
box
New or recently overhauled engine, nominal ±8
New or recently overhauled engine, max. ±15
Operating engine, check alignment immediately ±22
For the crank nearest the flywheel, the permissible deflections are as follows B *) [1/100 mm]
New or recently overhauled engine, nominal + 8 / - 20
New or recently overhauled engine, max. + 15 / - 23
Operating engine, check alignment immediately + 22 / - 25
*) Cold engine = 15-50°C

2012-06-19 - en
Description
L27/38
D100I1-01 EN 1 (1)
MAN Diesel & Turbo D100J2-01
Data for pressure and tolerance

Subject Description mm/bar
1 12 Deflection of crankshaft (autolog) (see working card 12 101-01)
Minimum axial guide bearing clearance 0.400 mm
Maximum axial guide bearing clearance 0.663 mm
Minimum radial main bearing clearance 0.225 mm
Maximum radial main bearing clearance 0.336 mm
Main bearing journal, min. diameter 249.9 mm
Main bearing journal, max. ovality 0.03 mm
Crankpin journal, min. diameter 249.9 mm
Crankpin journal, max. ovality 0.03 mm
1 14 Maximum tolerance at the valve cam bearing 0.3 mm

Maximum tolerance at the fuel cam bearing 0.35 mm
Plunger lift, IMO Tier II – 340 kw/cyl. 10.86 mm*
*) for information on max settings check the engine's IMO Technical file.
Plunger lift, IMO Tier II – 365 kw/cyl. 11.00 mm*
*) for information on max settings check the engine's IMO Technical file.
Valve clearance, Inlet valve (cold engine 15 - 50°C) 0.7 mm
Valve clearance, Exhaust valve (cold engine 15 - 50°C) 0.7 mm
Maximum clearance between rocker arm bush and rocker arm shaft 0.3 mm
Maximum total tolerance between shaft bushing and roller 0.35 mm
1 16 Safety valve to be adjusted to 230 bar

(7 bar at 20°C)
Maximum inner diameter, valve guide 20.2 mm
For grinding of valve spindle and valve seat ring (see working card 16 104-01)
Minimum height of valve head, inlet valve and exhaust valve, "H"1 9.0 mm
Piston and piston ring grooves (see working card 16 108-02)
Maximum clearance between connecting rod bush and piston pin 0.29 mm
Maximum ovalness in big-end bore (without bearing) 0.08 mm
Maximum inside diameter cylinder liner, maximum ovalness 0.1 mm Ø 270.2 mm
Sealing minimum height above the cylinder liner 0.2 mm
2012-06-19 - en
Description
1 20 Combustion pressure range at full load (Measured at indicator cock) 189 - 210 bar
(Depending on rating/ambient condition)
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Combustion pressure range at full load (Inside combustion chamber) 185 - 200 bar
Individual cylinders; admissible deviation from average ± 5 bar
D100J2-01 EN 1 (2)
D100J2-01 MAN Diesel & Turbo
Subject Description mm/bar

Fuel valve, adjusment of opening pressure 400 - 410 bar

(when new spring) (420 bar)
Clearance (A) of plunger between thrust plate and plunger base plate / fuel injection 0.07-0.11 mm
pump
Total axial clearance of follower / fuel injection pump 0.4 - 0.7 mm
2012-06-19 - en
Description
L27/38
2 (2) D100J2-01 EN
Tightening specification
Fuel injection system
Subject Threaded Thread Property Hydraulic Tightening Lubricat- Locking Work card
part dimension class pressure torque ing type sealing
(bar) (Nm)
Lance for fuel injection valve Threa- M18x1.5 75 Molykote 20 103
ded paste-D
piece
95 Oil
H.P. fuel injection pipe Union M26x1.5 50 Molykote 20 103
nut paste-D
65 Oil
Fuel valve mounting stud Stud M16 30 Loctite 20 103
243
Fuel valve mounting nut Hexagon M16 8.8 In 2 Molykote 20 103
nut steps paste-D
25-115
Fuel atomizer nozzle clamp- Union M36x1.5 270 Molykote 20 103
ing nut paste-D
Fuel injection pump mount- Stud M16 10.9 25 Molykore 20 101
ing paste-D
30 Oil
Fuel injection pump mount- Collar M16 10.9 190 Molykote 20 101
ing nut paste-D
Fuel injection pump delivery Screw M12 12.9 In 3 Molykore 20 101
valve/barrel steps paste-D
25-50-75
see work
card
Fuel injection pump barrel/ Screw M14 10.9 90 Molykote 20 102
housing paste-D
110 Oil
Cylinder head
(bar) (Nm)
Cylinder unit/engine frame Tierod M39x2 By hand Oil O-ring/ 16 114
silicone
oil
Cylinder unit/engine frame Nut M39x2 1200* Oil 16 114
2012-06-19 - en
Adjusting screw valve Hexagon M20x1.5 200 Oil 16 104

bridge nut
Description
Adjusting screw rocker arm Hexagon M20x1.5 200 Oil 14 104

nut
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* Hydraulical oil pressure for untightening max 1260 bar.
D100J1-01 EN 1 (5)
Connecting rod
(bar) (Nm)
Con. rod stem/marine head Stud M27x2 By hand Oil 16 110
Con. rod stem/marine head Nut M27x2 1200* Oil 16 110
Marine head/bearing cap Stud M36x2 By hand Oil 16 110
Marine head/bearing cap Nut M36x2 1200* Oil 16 110
Piston
(bar) (Nm)
Piston crown/skirt Stud M16x1.5 See work Molykote 16 108
card paste-D
Piston crown/skirt Collar M14x1.5 See work Molykote 16 108
nut card paste-D
Exhaust system
(bar) (Nm)
V-clamp cylinder head/ Hexagon M16 80 Copas- 16 114
exhaust screw/- lip-paste
nut
Exhaust manifold section/ Hexagon M16 80 Copas- 16 114
bellow compensator screw/- lip-paste
nut
Exhaust manifold/end cover Hexagon M16 80 Copas- 16 114
screw/- lip-paste
nut
T/C intermediate flange/bel- Stud/ M16 80 Copas- 16 114
low compensator hexagon lip-paste
nut
Main bearing cap

2012-06-19 - en
(bar) (Nm)
Description
Engine frame/main bearing Tierod/ M39x2 By hand Oil 10 101

cap crown
nut
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Engine frame/main bearing Nut M39x2 1200* Oil 10 101

cap
2 (5) D100J1-01 EN
(bar) (Nm)
Main bearing cap/side Tierod M30x2 By hand Oil 10 101
bracing
Main bearing cap/side Nut M30x2 1200* Oil 10 101
bracing
Crankshaft
(bar) (Nm)
Crankshaft counter weight Tierod M30x2 130 Oil
Crankshaft counter weight Nut M30x2 1200* Oil
Crankshaft/flywheel Tierod M39x2 By hand Oil
Crankshaft/flywheel Nut M39x2 1200* Copas-

lip-paste
Crankshaft/vibration Tierod M39x2 By hand Oil
damper
Crankshaft/vibration Nut M39x2 1200* Oil
damper
Damper assembly Screw M24x3 580 Molykote
1000
Turning gear
(bar) (Nm)
Pinion/shaft Hexagon M20x1.5 260 Molykote
nut paste-D/
oil
Camshaft drive
(bar) (Nm)
Camshaft intermediate gear Tierod M39x2 By hand Oil 14 101
wheel drive 14 103
2012-06-19 - en
Camshaft intermediate gear Nut M39x2 1200* Oil 14 101

Description
wheel drive 14 103

L27/38
D100J1-01 EN 3 (5)
Valve camshaft
(bar) (Nm)
Camshaft section/bearing Hexagon M16 10.9 250 Oil 14 101
journal screw 14 102
Fuel injection camshaft

(bar) (Nm)
Camshaft section/bearing Hexagon M16x1.5 10.9 250 Oil 14 101
journal screw 14 102
Pump drive intermediate gear wheel

(bar) (Nm)
Engine frame/hub-shaft Tierod M39x2 By hand Oil
Engine frame/hub-shaft Nut M39x2 1200* Oil
Lubricating oil pump

(bar) (Nm)
Pinion gear wheel/shaft Hexagon M22x2 10.9 550 Molykote 28 101
screw paste-D
Cooling water pump

(bar) (Nm)
Pinion gear wheel/shaft Hexagon M14 10.9 130 Molykote
screw paste-D
Pump impeller/shaft Cap nut M16 6.8 75 Copas-
lip-paste
2012-06-19 - en
Description
L27/38
4 (5) D100J1-01 EN
LT-cooling control valve
(bar) (Nm)
Control piston/rod Hexagon M24 8.8 200 Loctite
screw 243
Valve slider/rod Hexagon M20 8.8 200 Loctite
nut 243
Tightening torque for shoulder screws

Values from AN 268 (if no data given in table)
Thread Ø Tightening torque (Nm) quality class 8.8 Tightening torque (Nm) quality class 10.9
mm Copaslip Oil Copaslip Oil
M8 17 25 25 35
M10 35 50 50 70
M12 60 85 85 120
M14 90 130 130 190
M16 140 200 200 280
M18 200 280 280 390
M20 270 400 380 560
2012-06-19 - en
Description
L27/38
D100J1-01 EN 5 (5)
MAN Diesel & Turbo D100N1-01
List of Symbols
List of Symbols
Pipe dimensions and piping signature
Pipe dimensions
A: Welded or seamless steel pipes.
Normal Diameter DN Outside Diameter mm Wall thickness mm
15 21,3 In accordance with classi-
fication or other rules.
20 26,9
25 33,7
32 42,4
40 48,3
50 60,3
65 76,1
80 88,9
90 101,6
100 114,3
125 139,7
150 168,3
175 193,7
200 219,1
B: Seamless precision steel pipes or Cu-pipes.

Stated: Outside diameter and wall thickness, i.e. 18 x 2
Piping
: Built-on engine/Gearbox
: Yard supply
Items connected by thick lines are built-on engine/gearbox.

2012-04-17 - en
Description
L27/38
D100N1-01 EN 1 (4)
D100N1-01 MAN Diesel & Turbo
List of Symbols
Symbols for pipeline systems

The symbols are accordance with ISO/R 538, unless otherwise stated.
2012-04-17 - en
Description
L27/38
2 (4) D100N1-01 EN
MAN Diesel & Turbo D100N1-01
List of Symbols
Measuring, control functions and instrumentation
Symbols and letter explanation
Specification of letter code for measuring devices

1st letter Following letters
D : Density A : Alarm
E : Electric D : Difference
F : Flow E : Transducer
L : Level H : High
M : Moisture I : Indicating
P : Pressure L : Low
S : Speed N : Closed
T : Temperature O : Open
V : Viscosity R : Recording, load reduction
Z : Position S : Switching, shut down
T : Transmitter
X : Failure
C : Controlling
Z : Emergency/safety acting
2012-04-17 - en
Table 1: ISO 3511/I-1977(E)

Description
The presence of a measuring device on a schematic diagram does not nec-

essarily indicate that the device is included in our scope of supply.
L27/38
For each plant. The total extent of our supply will be stated formally.
D100N1-01 EN 3 (4)
D100N1-01 MAN Diesel & Turbo
List of Symbols
Specification of ID-no code for measuring signals/devices

1st digit 2nd digit
Refers to the main system to which the Refers to the auxillary system to which
signal is related. the signal is related.
1xxx: Engine x0xx: LT cooling water
2xxx: Gearbox x1xx: HT cooling water
3xxx: Propeller equipment x2xx: Oil systems (lub. oil, cooling oil,
clutch oil, servo oil)
4xxx: Automation equipment x3xx: Air systems (Starting air, control
air, charging air)
5xxx: Other equipment, not related to x4xx: Fuel systems (fuel injection, fuel
the propulsion plant oil)
x5xx:
x6xx: Exhaust gas system
x7xx: Power control systems (start,
stop, clutch, speed, pitch)
x8xx: Sea water
x9xx: Miscellaneous (shaft, stern tube,
sealing)
The last two digits are numeric ID for devices referring to the same main and
aux. system.
Where dublicated measurements are carried out, i.e. multiple similar devices
are measuring the same parameter, the ID specification is followed by a letter
(A, B, ...etc.), in order to be able to separate the signals from each other.
2012-04-17 - en
Description
L27/38
4 (4) D100N1-01 EN
MAN Diesel & Turbo 010.000.023-01
Gas oil / diesel oil (MGO) specification
D010.000.023-01-0001
Diesel oil
Other designations Gas oil, marine gas oil (MGO), diesel oil
Gas oil is a crude oil medium distillate and therefore must not contain any
residual materials.
Specification
The suitability of fuel depends on whether it has the properties defined in this
specification (based on its composition in the as-delivered state).
The DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ) standards
have been extensively used as the basis when defining these properties. The
properties correspond to the test procedures stated.
Properties Unit Test procedure Typical value
Density at 15 °C ≥ 820.0
kg/m3 ISO 3675 ≤ 890.0
Kinematic viscosity at 40 °C ≥2
mm2/s (cSt) ISO 3104 ≤ 6.0
Filterability*
in summer and °C DIN EN 116 ≤0
in winter °C DIN EN 116 ≤ -12
Flash point in closed cup °C ISO 2719 ≥ 60
Sediment content (extraction method) weight % ISO 3735 ≤ 0.01
Water content Vol. % ISO 3733 ≤ 0.05
Sulphur content ISO 8754 ≤ 1.5
Ash weight % ISO 6245 ≤ 0.01
Coke residue (MCR) ISO CD 10370 ≤ 0.10
Hydrogen sulphide mg/kg IP 570 <2
Acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m 3
ISO 12205 < 25 Gas oil / diesel oil (MGO) specification
Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
Cetane number or cetane index - ISO 5165 ≥ 40
Copper strip test - ISO 2160 ≤1
Other specifications:
British Standard BS MA 100-1987 M1
ASTM D 975 1D/2D
Table 1: Diesel fuel (MGO) – properties that must be complied with.
2012-11-08 - de
* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining
the cloud point in accordance with ISO 3015
General
D010.000.023-01-0001 EN 1 (2)
010.000.023-01 MAN Diesel & Turbo
D010.000.023-01-0001
Additional information
Use of diesel oil If distillate intended for use as heating oil is used with stationary engines
instead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 or
no. 2 according to ASTM D 396), the ignition behaviour, stability and behav-
iour at low temperatures must be ensured; in other words the requirements
for the filterability and cetane number must be satisfied.
Viscosity To ensure sufficient lubrication, a minimum viscosity must be ensured at the
fuel pump. The maximum temperature required to ensure that a viscosity of
more than 1.9 mm2/s is maintained upstream of the fuel pump, depends on
the fuel viscosity. In any case, the fuel temperature upstream of the injection
pump must not exceed 45 °C.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 μm.
You can ensure that these conditions will be met by using motor vehicle die-
sel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.
Improper handling of operating fluids

If operating fluids are improperly handled, this can pose a danger to
health, safety and the environment. The relevant safety information by
the supplier of operating fluids must be observed.
Analyses
Analysis of fuel samples is very important for safe engine operation. We can
analyse fuel for customers at our laboratory (PrimeServLab).
Gas oil / diesel oil (MGO) specification
2012-11-08 - de
General
2 (2) D010.000.023-01-0001 EN
Marine diesel oil (MDO) specification
D010.000.023-04-0001
Marine diesel oil
Other designations Marine diesel oil, marine diesel fuel.
Origin Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-
DMB) exclusively for marine applications. MDO is manufactured from crude
oil and must be free of organic acids and non-mineral oil products.
Specification
The suitability of fuel depends on the design of the engine and the available
cleaning options, as well as compliance with the properties in the following
table that refer to the as-delivered condition of the fuel.
The properties are essentially defined using the ISO 8217-2010 standard as
the basis. The properties have been specified using the stated test proce-
dures.
Properties Unit Testing method Designation
ISO-F specification DMB
Density at 15 °C kg/m 3
ISO 3675 900
Kinematic viscosity at 40 °C mm2/s (cSt) ISO 3104 > 2.0
< 11 *
Pour point (winter quality) °C ISO 3016 <0
Pour point (summer quality) °C ISO 3016 <6
Flash point (Pensky Martens) °C ISO 2719 > 60
Total sediment content weight % ISO CD 10307 0.10
Water content vol. % ISO 3733 < 0.3
Sulphur content weight % ISO 8754 < 2.0
Ash content weight % ISO 6245 < 0.01
Carbon residue (MCR) weight % ISO CD 10370 < 0.30
Cetane number or cetane index - ISO 5165 > 35
Hydrogen sulphide mg/kg IP 570 <2
Acid value mg KOH/g ASTM D664 < 0.5
Oxidation resistance g/m3 ISO 12205 < 25
Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
Copper strip test - ISO 2160 <1
Other specifications:
British Standard BS MA 100-1987 Class M2
2012-11-08 - de
ASTM D 975 2D
ASTM D 396 No. 2
Table 1: Marine diesel oil (MDO) – characteristic values to be adhered to
General
* For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not exceed
6 mm2/s @ 40 °C, as this would reduce the lifetime of the injection system.
D010.000.023-04-0001 EN 1 (2)
D010.000.023-04-0001
During transshipment and transfer, MDO is handled in the same manner as
residual oil. This means that it is possible for the oil to be mixed with high-
viscosity fuel or heavy fuel oil – with the remnants of these types of fuels in
the bunker ship, for example – that could significantly impair the properties of
the oil.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 μm.
The fuel must be free of lubricating oil (ULO – used lubricating oil, old oil).
Fuel is considered as contaminated with lubricating oil when the following
concentrations occur:
Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.
The pour point specifies the temperature at which the oil no longer flows. The
lowest temperature of the fuel in the system should be roughly 10 °C above
the pour point to ensure that the required pumping characteristics are main-
tained.
A minimum viscosity must be observed to ensure sufficient lubrication in the
fuel injection pumps. The temperature of the fuel must therefore not exceed
45 °C.
Seawater causes the fuel system to corrode and also leads to hot corrosion
of the exhaust valves and turbocharger. Seawater also causes insufficient
atomisation and therefore poor mixture formation accompanied by a high
proportion of combustion residues.
Solid foreign matter increase mechanical wear and formation of ash in the
cylinder space.
We recommend the installation of a separator upstream of the fuel filter. Sep-
aration temperature: 40 – 50°C. Most solid particles (sand, rust and catalyst
particles) and water can be removed, and the cleaning intervals of the filter
elements can be extended considerably.

Analyses
2012-11-08 - de
Analysis of fuel samples is very important for safe engine operation. We can
General
2 (2) D010.000.023-04-0001 EN
Man Diesel & Turbo 010.000.023-05
Heavy fuel oil (HFO) specification
D010.000.023-05-0001
Prerequisites
MAN four-stroke diesel engines can be operated with any heavy fuel oil
obtained from crude oil that also satisfies the requirements in Table 1, pro-
viding the engine and fuel processing system have been designed accord-
ingly. To ensure that the relationship between the fuel, spare parts and
repair / maintenance costs remains favorable at all times, the following points
should be observed.
Heavy fuel oil (HFO)

Origin/Refinery process The quality of the heavy fuel oil largely depends on the quality of crude oil
and on the refining process used. This is why the properties of heavy fuel oils
with the same viscosity may vary considerably depending on the bunker
positions. Heavy fuel oil is normally a mixture of residual oil and distillates.
The components of the mixture are normally obtained from modern refinery
processes, such as Catcracker or Visbreaker. These processes can
adversely affect the stability of the fuel as well as its ignition and combustion
properties. The processing of the heavy fuel oil and the operating result of
the engine also depend heavily on these factors.
Bunker positions with standardised heavy fuel oil qualities should preferably
be used. If oils need to be purchased from independent dealers, also ensure
that these also comply with the international specifications. The engine oper-
ator is responsible for ensuring that suitable heavy fuel oils are chosen.
Specifications Fuels intended for use in an engine must satisfy the specifications to ensure
sufficient quality. The limit values for heavy fuel oils are specified in Table 1.
The entries in the last column of Table 1 provide important background infor-
mation and must therefore be observed.
Different international specifications exist for heavy fuel oils. The most impor-
tant specifications are ISO 8217-2010 and CIMAC-2003, which are more or
less identical. The ISO 8217 specification is shown in Fig. 1. All qualities in
these specifications up to K700 can be used, providing the fuel preparation
system has been designed accordingly. To use any fuels, which do not com-
ply with these specifications (e.g. crude oil), consultation with Technical Serv-
ice of MAN Diesel & Turbo SE in Augsburg is required. Heavy fuel oils with a
maximum density of 1,010 kg/m3 may only be used if up-to-date separators
are installed.
Important Even though the fuel properties specified in the table entitled "The fuel speci-
fication and corresponding properties for heavy fuel oil" satisfy the above
requirements, they probably do not adequately define the ignition and com-
bustion properties and the stability of the fuel. This means that the operating
behaviour of the engine can depend on properties that are not defined in the
specification. This particularly applies to the oil property that causes forma-
tion of deposits in the combustion chamber, injection system, gas ducts and
exhaust gas system. A number of fuels have a tendency towards incompati-
bility with lubricating oil which leads to deposits being formed in the fuel
2012-11-08 - de
delivery pump that can block the pumps. It may therefore be necessary to
exclude specific fuels that could cause problems.
Blends The addition of engine oils (old lubricating oil, ULO –used lubricating oil) and
General
additives that are not manufactured from mineral oils, (coal-tar oil, for exam-
ple), and residual products of chemical or other processes such as solvents
(polymers or chemical waste) is not permitted. Some of the reasons for this
D010.000.023-05-0001 EN 1 (12)
010.000.023-05 Man Diesel & Turbo
are as follows: abrasive and corrosive effects, unfavourable combustion

characteristics, poor compatibility with mineral oils and, last but not least,
D010.000.023-05-0001
adverse effects on the environment. The order for the fuel must expressly
state what is not permitted as the fuel specifications that generally apply do
not include this limitation.
If engine oils (old lubricating oil, ULO – used lubricating oil) are added to fuel,
this poses a particular danger as the additives in the lubricating oil act as
emulsifiers that cause dirt, water and catfines to be transported as fine sus-
pension. They therefore prevent the necessary cleaning of the fuel. In our
experience (and this has also been the experience of other manufacturers),
this can severely damage the engine and turbocharger components.
The addition of chemical waste products (solvents, for example) to the fuel is
prohibited for environmental protection reasons according to the resolution
of the IMO Marine Environment Protection Committee passed on 1st January
1992.
Leak oil collector Leak oil collectors that act as receptacles for leak oil, and also return and
overflow pipes in the lube oil system, must not be connected to the fuel tank.
Leak oil lines should be emptied into sludge tanks.
Viscosity (at 50 ℃) mm2/s (cSt) max. 700 Viscosity/injection viscosity
Viscosity (at 100 ℃) max. 55 Viscosity/injection viscosity
Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing
Flash point °C min. 60 Flash point
(ASTM D 93)
Pour point (summer) max. 30 Low-temperature behaviour
(ASTM D 97)
Pour point (winter) max. 30 Low-temperature behaviour
(ASTM D 97)
Coke residue (Conrad- Weight % max. 20 Combustion properties
son)
Sulphur content 5 or Sulphuric acid corrosion
legal requirements
Ash content 0.15 Heavy fuel oil processing
Vanadium content mg/kg 450 Heavy fuel oil processing
Water content Vol. % 0.5 Heavy fuel oil processing
Sediment (potential) Weight % 0.1
Aluminium and silicium mg/kg max. 60 Heavy fuel oil processing

content (total)
Acid number mg KOH/g 2.5
Hydrogen sulphide mg/kg 2
Used lubricating oil mg/kg The fuel must be free of lubri-
(ULO) cating oil (ULO = used lubricat-
ing oil, old oil). Fuel is consid-
2012-11-08 - de
ered as contaminated with

lubricating oil when the follow-
ing concentrations occur:
Ca > 30 ppm and Zn > 15
General
ppm or Ca > 30 ppm and P >

15 ppm.
2 (12) D010.000.023-05-0001 EN
Asphaltene content Weight % 2/3 of coke residue Combustion properties
D010.000.023-05-0001
(according to Conradson)
Sodium content mg/kg Sodium < 1/3 Vanadium, Heavy fuel oil processing
Sodium<100
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. It
must also be
free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.
Table 1: The fuel specification and corresponding characteristics for heavy fuel oil

2012-11-08 - de
General
D010.000.023-05-0001 EN 3 (12)
D010.000.023-05-0001
2012-11-08 - de
General
Figure 1: ISO 8217-2010 specification for heavy fuel oil
4 (12) D010.000.023-05-0001 EN
D010.000.023-05-0001
2012-11-08 - de
General
Figure 2: ISO 8217-2010 specification for heavy fuel oil (continued)
D010.000.023-05-0001 EN 5 (12)
D010.000.023-05-0001
The purpose of the following information is to show the relationship between
the quality of heavy fuel oil, heavy fuel oil processing, the engine operation
and operating results more clearly.
Selection of heavy fuel oil Economic operation with heavy fuel oil within the limit values specified in the
table entitled "The fuel specification and corresponding properties for heavy
fuel oil" is possible under normal operating conditions, provided the system is
working properly and regular maintenance is carried out. If these require-
ments are not satisfied, shorter maintenance intervals, higher wear and a
greater need for spare parts is to be expected. The required maintenance
intervals and operating results determine which quality of heavy fuel oil
should be used.
It is an established fact that the price advantage decreases as viscosity
increases. It is therefore not always economical to use the fuel with the high-
est viscosity as in many cases the quality of this fuel will not be the best.
Viscosity/injection viscosity Heavy fuel oils with a high viscosity may be of an inferior quality. The maxi-
mum permissible viscosity depends on the preheating system installed and
the capacity (flow rate) of the separator.
The prescribed injection viscosity of 12 - 14 mm2/s (for GenSets, 23/30H and
28/32H: 12 - 18 cSt) and corresponding fuel temperature upstream of the
engine must be observed. This is the only way to ensure efficient atomisation
and mixture formation and therefore low-residue combustion. This also pre-
vents mechanical overloading of the injection system. For the prescribed
injection viscosity and/or the required fuel oil temperature upstream of the
engine, refer to the viscosity temperature diagram.
Heavy fuel oil processing Whether or not problems occur with the engine in operation depends on how
carefully the heavy fuel oil has been processed. Particular care should be
taken to ensure that highly-abrasive inorganic foreign matter (catalyst parti-
cles, rust, sand) are effectively removed. It has been shown in practice that
wear as a result of abrasion in the engine increases considerably if the alumi-
nium and silicium content is higher than 15 mg/kg.
Viscosity and density influence the cleaning effect. This must be taken into
account when designing and making adjustments to the cleaning system.
Settling tank Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains in
the tank and the lower the viscosity of heavy fuel oil is, the more effective the
precleaning process will be (maximum preheating temperature of 75 °C to
prevent the formation of asphalt in heavy fuel oil). A settling tank is sufficient
for heavy fuel oils with a viscosity of less than 3802/s at 50 °C. If the heavy
fuel oil has a high concentration of foreign matter, or if fuels in accordance
with ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tanks will
be required one of which must be sized for 24-hour operation. Before the
content is moved to the service tank, water and sludge must be drained from
the settling tank.
Separators A separator is particularly suitable for separating material with a higher spe-
cific density – water, foreign matter and sludge, for example. The separators
2012-11-08 - de
must be self-cleaning (i.e. the cleaning intervals must be triggered automati-

cally).
Only new generation separators should be used. They are extremely effective
General
throughout a wide density range with no changeover required, and can sep-
arate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 °C.
6 (12) D010.000.023-05-0001 EN
Table "Achievable proportion of foreign matter and water (following separa-

tion)" shows the prerequisites that must be met by the separator. These limit
D010.000.023-05-0001
values are used by manufacturers as the basis for dimensioning the separa-
tor and ensure compliance.
The manufacturer's specifications must be complied with to maximize the
cleaning effect.
Application in ships and stationary use: parallel installation

1 Separator for 100 % flow rate 1 Separator (reserve) for 100 % flow
rate
Figure 3: Location of heavy fuel oil cleaning equipment and/or separator

The separators must be arranged according to the manufacturers' current
recommendations (Alpha Laval and Westfalia). The density and viscosity of
the heavy fuel oil in particular must be taken into account. If separators by
other manufacturers are used, MAN Diesel should be consulted.
If processing is carried out in accordance with the MAN Diesel specifications
and the correct separators are chosen, it may be assumed that the results
stated in the table entitled "Achievable proportion of foreign matter and
water" for inorganic foreign matter and water in the heavy fuel oil will be ach-
ieved at the engine inlet.
Results obtained during operation in practice show that the wear occurs as a
result of abrasion in the injection system and the engine will remain within
acceptable limits if these values are complied with. In addition, an optimum
lubricating oil treatment process must be ensured.
Definition Particle size Quantity

Inorganic foreign matter < 5 µm < 20 mg/kg
including catalyst particles
Al+Si content -- < 15 mg/kg
Water content -- < 0.2 % by vol. %
Table 2: Achievable proportion of foreign matter and water (after separation)
Water It is particularly important to ensure that the water separation process is as
2012-11-08 - de
thorough as possible as the water takes the form of large droplets, and not a
finely distributed emulsion. In this form, water also promotes corrosion and
sludge formation in the fuel system and therefore impairs the supply, atomi-
sation and combustion of the heavy fuel oil. If the water absorbed in the fuel
General
is seawater, harmful sodium chloride and other salts dissolved in this water
will enter the engine.
D010.000.023-05-0001 EN 7 (12)
Water-containing sludge must be removed from the settling tank before the
separation process starts, and must also be removed from the service tank
D010.000.023-05-0001
at regular intervals. The tank's ventilation system must be designed in such a

way that condensate cannot flow back into the tank.
Vanadium/Sodium If the vanadium/sodium ratio is unfavourable, the melting point of the heavy
fuel oil ash may fall in the operating area of the exhaust-gas valve which can
lead to high-temperature corrosion. Most of the water and water-soluble
sodium compounds it contains can be removed by pretreating the heavy fuel
oil in the settling tank and in the separators.
The risk of high-temperature corrosion is low if the sodium content is one
third of the vanadium content or less. It must also be ensured that sodium
does not enter the engine in the form of seawater in the intake air.
If the sodium content is higher than 100 mg/kg, this is likely to result in a
higher quantity of salt deposits in the combustion chamber and exhaust-gas
system. This will impair the function of the engine (including the suction func-
tion of the turbocharger).
Under certain conditions, high-temperature corrosion can be prevented by
using a fuel additive that increases the melting point of the heavy fuel oil ash
(also see "Additives for heavy fuel oils”).
Ash Fuel ash consists for the greater part of vanadium oxide and nickel sulphate
(see above chapter for more information). Heavy fuel oils containing a high
proportion of ash in the form of foreign matter, e.g. sand, corrosion com-
pounds and catalyst particles, accelerate the mechanical wear in the engine.
Catalyst particles produced as a result of the catalytic cracking process may
be present in the heavy fuel oils. In most cases, these are aluminium silicate
particles that cause a high degree of wear in the injection system and the
engine. The aluminium content determined, multiplied by a factor of between
5 and 8 (depending on the catalytic bond), is roughly the same as the pro-
portion of catalyst remnants in the heavy fuel oil.
Homogeniser If a homogeniser is used, it must never be installed between the settling tank
and separator, as otherwise it will not be possible to ensure satisfactory sep-
aration of harmful contaminants, particularly seawater.
Flash point (ASTM D 93) National and international transportation and storage regulations governing
the use of fuels must be complied with in relation to the flash point. In gen-
eral, a flash point of above 60 °C is prescribed for diesel engine fuels.
Low-temperature behaviour The pour point is the temperature at which the fuel is no longer flowable
(ASTM D 97) (pumpable). As the pour point of many low-viscosity heavy fuel oils is higher
than 0 °C, the bunker facility must be preheated, unless fuel in accordance
with RMA or RMB is used. The entire bunker facility must be designed in
such a way that the heavy fuel oil can be preheated to around 10°C above
the pour point.
Pump characteristics If the viscosity of the fuel is higher than 1000 mm2/s (cST), or the tempera-
ture is not at least 10 °C above the pour point, pump problems will occur.
For more information, also refer to “Low-temperature behaviour
(ASTM D 97)”.
Combustion properties If the proportion of asphalt is more than two thirds of the coke residue (Con-
2012-11-08 - de
radson), combustion may be delayed which in turn may increase the forma-
tion of combustion residues, leading to such as deposits on and in the injec-
tion nozzles, large amounts of smoke, low output, increased fuel consump-
General
tion and a rapid rise in ignition pressure as well as combustion close to the
cylinder wall (thermal overloading of lubricating oil film). If the ratio of asphalt
to coke residues reaches the limit 0.66, and if the asphalt content exceeds
8%, the risk of deposits forming in the combustion chamber and injection
8 (12) D010.000.023-05-0001 EN
system is higher. These problems can also occur when using unstable heavy
fuel oils, or if incompatible heavy fuel oils are mixed. This would lead to an
D010.000.023-05-0001
increased deposition of asphalt (see "Compatibility”).
Ignition quality Nowadays, to achieve the prescribed reference viscosity, cracking-process
products are used as the low viscosity ingredients of heavy fuel oils although
the ignition characteristics of these oils may also be poor. The cetane num-
ber of these compounds should be < 35. If the proportion of aromatic hydro-
carbons is high (more than 35 %), this also adversely affects the ignition
quality.
The ignition delay in heavy fuel oils with poor ignition characteristics is longer;
the combustion is also delayed which can lead to thermal overloading of the
oil film at the cylinder liner and also high cylinder pressures. The ignition delay
and accompanying increase in pressure in the cylinder are also influenced by
the end temperature and compression pressure, i.e. by the compression
ratio, the charge-air pressure and charge-air temperature.
The disadvantages of using fuels with poor ignition characteristics can be
limited by preheating the charge air in partial load operation and reducing the
output for a limited period. However, a more effective solution is a high com-
pression ratio and operational adjustment of the injection system to the igni-
tion characteristics of the fuel used, as is the case with MAN Diesel & Turbo
piston engines.
The ignition quality is one of the most important properties of the fuel. This
value does not appear in the international specifications because a standar-
dised testing method has only recently become available and not enough
experience has been gathered at this point in order to determine limit values.
The parameters, such as the calculated carbon aromaticity index (CCAI), are
therefore aids that are derived from quantifiable fuel properties. We have
established that this method is suitable for determining the approximate igni-
tion quality of the heavy fuel oil used.
A testing instrument has been developed based on the constant volume
combustion method (fuel combustion analyser FCA) and is currently being
tested by a series of testing laboratories.
The instrument measures the ignition delay to determine the ignition quality
of fuel and this measurement is converted into a an instrument-specific
cetane number (FIA-CN or EC). It has been established that in some cases,
heavy fuel oils with a low FIA cetane number or ECN number can cause
operating problems.
As the liquid components of the heavy fuel oil decisively influence the ignition
quality, flow properties and combustion quality, the bunker operator is

responsible for ensuring that the quality of heavy fuel oil delivered is suitable
for the diesel engine. (Also see illustration entitled "Nomogram for determin-
ing the CCAI – assigning the CCAI ranges to engine types").
2012-11-08 - de
General
D010.000.023-05-0001 EN 9 (12)
D010.000.023-05-0001
V Viscosity in mm2/s (cSt) at 50° C A Normal operating conditions

D Density [in kg/m3] at 15° C B The ignition characteristics can
be poor and require adapting the
engine or the operating condi-
tions.
CCAI Calculated Carbon Aromaticity C Problems identified may lead to
Index engine damage, even after a
short period of operation.
1 Engine type 2 The CCAI is obtained from the
straight line through the density
and viscosity of the heavy fuel
oils.
Figure 4: Nomogram for determining the CCAI – assigning the CCAI ranges to engine
types
The CCAI can be calculated using the following formula:
CCAI = D - 141 log log (V+0.85) - 81
Sulphuric acid corrosion The engine should be operated at the cooling water temperatures prescribed
in the operating handbook for the relevant load. If the temperature of the
2012-11-08 - de
components that are exposed to acidic combustion products is below the

acid dew point, acid corrosion can no longer be effectively prevented, even if
alkaline lubricating oil is used.
General
The BN values specified in Section 010.000.023-11 are sufficient, providing

the quality of lubricating oil and the engine's cooling system satisfy the
requirements.
10 (12) D010.000.023-05-0001 EN
Compatibility The supplier must guarantee that the heavy fuel oil is homogeneous and
remains stable, even after the standard storage period. If different bunker oils
D010.000.023-05-0001
are mixed, this can lead to separation and the associated sludge formation in
the fuel system during which large quantities of sludge accumulate in the
separator that block filters, prevent atomisation and a large amount of resi-
due as a result of combustion.
This is due to incompatibility or instability of the oils. Therefore heavy fuel oil
as much as possible should be removed in the storage tank before bunker-
ing again to prevent incompatibility.
Blending the heavy fuel oil If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtain
the required quality or viscosity of heavy fuel oil, it is extremely important that
the components are compatible (see "Compatibility").
Additives for heavy fuel oils MAN Diesel & Turbo engines can be operated economically without addi-
tives. It is up to the customer to decide whether or not the use of additives is
beneficial. The supplier of the additive must guarantee that the engine opera-
tion will not be impaired by using the product.
The use of heavy fuel oil additives during the warranty period must be avoi-
ded as a basic principle.
Additives that are currently used for diesel engines, as well as their probable
effects on the engine's operation, are summarised in the table below "Addi-
tives for heavy fuel oils – classification/effects".
Precombustion additives ▪ Dispersing agents/stabil-
isers
▪ Emulsion breakers
▪ Biocides
Combustion additives ▪ Combustion catalysts
(fuel savings, emissions)
Post-combustion additives ▪ Ash modifiers (hot corro-
sion)
▪ Soot removers (exhaust-
gas system)
Table 3: Additives for heavy fuel oils – Classification/effects
Heavy fuel oils with low From the point of view of an engine manufacturer, a lower limit for the sul-
sulphur content phur content of heavy fuel oils does not exist. We have not identified any
problems with the low-sulphur heavy fuel oils currently available on the mar-
ket that can be traced back to their sulphur content. This situation may
change in future if new methods are used for the production of low-sulphur
heavy fuel oil (desulphurisation, new blending components). MAN Diesel &
Turbo will monitor developments and inform its customers if required.
If the engine is not always operated with low-sulphur heavy fuel oil, corre-
sponding lubricating oil for the fuel with the highest sulphur content must be
selected.
2012-11-08 - de

General
D010.000.023-05-0001 EN 11 (12)
D010.000.023-05-0001
Tests
Sampling To check whether the specification provided and/or the necessary delivery
conditions are complied with, we recommend you retain at least one sample
of every bunker oil (at least for the duration of the engine's warranty period).
To ensure that the samples taken are representative of the bunker oil, a sam-
ple should be taken from the transfer line when starting up, halfway through
the operating period and at the end of the bunker period. “Sample Tec" by
Mar-Tec in Hamburg is a suitable testing instrument which can be used to
take samples on a regular basis during bunkering.
Analysis of samples To ensure sufficient cleaning of the fuel via the separator, perform regular
functional check by sampling up- and downstream of the separator.
Analysis of HFO samples is very important for safe engine operation. We can
2012-11-08 - de
General
12 (12) D010.000.023-05-0001 EN
Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram
Figure 1: Viscosity-temperature diagram (VT diagram) Viscosity-temperature diagram (VT diagram)

In the diagram, the fuel temperatures are shown on the horizontal axis and
the viscosity is shown on the vertical axis.
The diagonal lines correspond to viscosity-temperature curves of fuels with
different reference viscosities. The vertical viscosity axis in mm2/s (cSt)
applies for 40, 50 or 100 °C.
Determining the viscosity-temperature curve and the required preheating temperature

Example: Heavy fuel oil with Prescribed injection viscosity Required temperature of heavy fuel oil
180 mm²/s at 50 °C in mm²/s at engine inlet* in °C
2012-08-03 - de
≥ 12 126 (line c)
≤ 14 119 (line d)
Table 1: Determining the viscosity-temperature curve and the required preheating
General
temperature
* With these figures, the temperature drop between the last preheating
device and the fuel injection pump is not taken into account.
D010.000.023-06-0001 EN 1 (2)
A heavy fuel oil with a viscosity of 180 mm2/s at 50 °C can reach a viscosity
of 1000 mm2/s at 24 °C (line e) – this is the maximum permissible viscosity of
fuel that the pump can deliver.

A heavy fuel oil discharge temperature of 152 °C is reached when using a
recent state-of-the-art preheating device with 8 bar saturated steam. At
higher temperatures there is a risk of residues forming in the preheating sys-
tem – this leads to a reduction in heating output and thermal overloading of
the heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration.
The heavy fuel oil lines between the outlet of the last preheating system and
the injection valve must be suitably insulated to limit the maximum drop in
temperature to 4 °C. This is the only way to achieve the necessary injection
viscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700
mm2/s at 50 °C (the maximum viscosity as defined in the international specifi-
cations such as ISO CIMAC or British Standard). If heavy fuel oil with a low
reference viscosity is used, the injection viscosity should ideally be 12 mm2/s
in order to achieve more effective atomisation to reduce the combustion resi-
due.
The delivery pump must be designed for heavy fuel oil with a viscosity of up
to 1 000 mm2/s. The pour point also determines whether the pump is capa-
ble of transporting the heavy fuel oil. The bunker facility must be designed so
as to allow the heavy fuel oil to be heated to roughly 10 C above the pour
point.
Viscosity
The viscosity of gas oil or diesel oil (marine diesel oil) upstream of the
engine must be at least 1.9 mm2/s. If the viscosity is too low, this may
cause seizing of the pump plunger or nozzle needle valves as a result
of insufficient lubrication.
This can be avoided by monitoring the temperature of the fuel. Although the
maximum permissible temperature depends on the viscosity of the fuel, it
must never exceed the following values:
▪ 45 °C at the most with MGO (DMA) and MDO (DMB) and
▪ 60 °C at the most with MDO (DMC).
A fuel cooler must therefore be installed.

If the viscosity of the fuel is < 2 cSt at 40 °C, consult the technical service of
MAN Diesel & Turbo SE in Augsburg.
2012-08-03 - de
General
2 (2) D010.000.023-06-0001 EN
Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil
(MGO/MDO) and biofuels
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Doped lubricating oils (HD oils) have a proven track record as lubricants for
the drive, cylinder, turbocharger and also for cooling the piston. Doped lubri-
cating oils contain additives that, amongst other things, ensure dirt absorp-
tion capability, cleaning of the engine and the neutralisation of acidic com-
bustion products.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the tables below.
Specifications
Base oil The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the following limit values, particularly in terms
of its resistance to ageing.
Properties/Characteristics Unit Test method Limit value
Make-up - - Ideally paraffin based
Low-temperature behaviour, still flowable °C ASTM D 2500 -15
Flash point (Cleveland) °C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Specification of lubricating oil (SAE 40) for operation with

Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of heating - MAN ageing oven * -
up to 135 °C
Insoluble n-heptane Weight % ASTM D 4055 < 0.2
or DIN 51592 gas oil, diesel oil (MGO/MDO) and biofuels
Evaporation loss Weight % - <2
Spot test (filter paper) - MAN Diesel test Precipitation of resins or
asphalt-like ageing products
must not be identifiable.
Table 1: Base oils - target values
* Works' own method
Compounded lubricating oils The base oil to which the additives have been added (doped lubricating oil)
(HD oils) must have the following properties:
2012-11-08 - de
Additives The additives must be dissolved in the oil, and their composition must ensure
that as little ash as possible remains after combustion.
General
D010.000.023-07-0001 EN 1 (5)
The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
osition in the combustion chamber will be higher, particularly at the outlet
valves and at the turbocharger inlet housing. Hard additive ash promotes pit-
ting of the valve seats, and causes valve burn-out, it also increases mechani-
cal wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
Washing ability The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion.
Dispersion capability The selected dispersibility must be such that commercially-available lubricat-
ing oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
Neutralisation capability The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.
Evaporation tendency The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
Additional requirements The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.
Lubricating oil selection

Engine SAE class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64, 40
51/60DF
Table 2: Viscosity (SAE class) of lubricating oils
Doped oil quality We recommend doped lubricating oils (HD oils) according to international
specifications MIL-L 2104 or API-CD with a base number of BN 10 – 16 mg
KOH/g. Military specification O-278 lubricating oils may be used.
The operating conditions of the engine and the quality of the fuel determine
the additive fractions the lubricating oil should contain. If marine diesel oil is
used, which has a high sulphur content of 1.5 up to 2.0 weight %, a base
number of appr. 20 should be selected. However, the operating results that
ensure the most efficient engine operation ultimately determine the additive
content.
gas oil, diesel oil (MGO/MDO) and biofuels
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Speed governor Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
lers with a separate oil sump, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
2012-11-08 - de
no difference whether synthetic or mineral-based oils are used.

The military specification for these oils is O-236.
General
2 (5) D010.000.023-07-0001 EN
Experience with the drive engine L27/38 has shown that the operating tem-
perature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 °C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. The
engines supplied after March 2005 are already filled with this oil.
Lubricating oil additives The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmon-
ised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/ Most of the mineral oil companies are in close regular contact with engine
warranty manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
the particular application. Irrespective of the above, the lubricating oil manu-
facturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
with further information.
Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analysed. The oil can be
used for as long as the oil properties remain within the defined limit values
(see table entitled "Limit values for used lubricating oil“). An oil sample must
be analysed every 1-3 months (see maintenance schedule). The quality of the
oil can only be maintained if it is cleaned using suitable equipment (e.g. a
separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1000 h, a
lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1000 h and is subsequently operated once again with HFO, a lubricat-

ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 – 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 – 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Tests
Regular analysis of lube oil samples is very important for safe engine opera-
2012-11-08 - de
tion. We can analyse fuel for customers at our laboratory (PrimeServLab).

General
D010.000.023-07-0001 EN 3 (5)


Approved lubricating oils SAE 40

Manufacturer Base number 10 - 16 1) (mgKOH/g)
AGIP Cladium 120 - SAE 40
Sigma S SAE 40 2)
BP Energol DS 3-154
CASTROL Castrol MLC 40
Castrol MHP 154
Seamax Extra 40
CHEVRON Texaco Taro 12 XD 40
(Texaco, Caltex) Delo 1000 Marine SAE 40
Delo SHP40
EXXON MOBIL Exxmar 12 TP 40
Mobilgard 412/MG 1SHC
Mobilgard ADL 40
Delvac 1640
PETROBRAS Marbrax CCD-410
Marbrax CCD-415
Q8 Mozart DP40
REPSOL Neptuno NT 1540
SHELL Gadinia 40
Gadinia AL40
Sirius X40 2)
Rimula R3+40 2)
STATOIL MarWay 1540
MarWay 1040 2)
TOTAL LUBMARINE Caprano M40
Disola M4015
Table 3: Lubricating oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on gas oil and
diesel fuel
If marine diesel oil is used, which has a very high sulphur content of 1.5 up
1)
to 2.0 weight %, a base number of appr. 20 should be selected.

2)
With a sulphur content of less than 1 %
2012-11-08 - de
No liability assumed if these oils are used

MAN Diesel & Turbo SE does not assume liability for problems that
General
occur when using these oils.
4 (5) D010.000.023-07-0001 EN
Limit value Procedure
Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D445
Base number (BN) at least 50 % of fresh oil ISO 3771
Flash point (PM) At least 185 ℃ ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D 1744
ods)
n-heptane insoluble max. 1.5 % DIN 51592 or IP 316
Metal content depends on engine type and operat-
ing conditions
Guide value only .
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
When operating with biofuels: max. 12 % FT-IR
biofuel fraction
Table 4: Limit values for used lubricating oil

2012-11-08 - de
General
D010.000.023-07-0001 EN 5 (5)
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Medium alkalinity lubricating oils have a proven track record as lubricants for
the moving parts and turbocharger cylinder and for cooling the pistons.
Lubricating oils of medium alkalinity contain additives that, in addition to
other properties, ensure a higher neutralisation reserve than with fully com-
pounded engine oils (HD oils).
International specifications do not exist for medium alkalinity lubricating oils.
A test operation is therefore necessary for a corresponding long period in
accordance with the manufacturer's instructions.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the table entitled "Lubricating oils approved for use
in heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines".
Specifications
Base oil The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the limit values in the table below, particularly
in terms of its resistance to ageing:
Properties/Characteristics Unit Test method Limit value
Make-up - - Ideally paraffin based
Low-temperature behaviour, still flowable °C ASTM D 2500 -15
Flash point (Cleveland) °C ASTM D 92 > 200
Lubricating oil (SAE 40) - Specification for heavy fuel

Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of heating - MAN ageing oven * -
up to 135 °C
Insoluble n-heptane Weight % ASTM D 4055 < 0.2
or DIN 51592
Evaporation loss Weight % - <2
Spot test (filter paper) - MAN Diesel test Precipitation of resins or
asphalt-like ageing products
must not be identifiable.
Table 1: Base oils - target values
* Works' own method

2012-11-08 - de
operation (HFO)
Medium alkalinity lubricating The prepared oil (base oil with additives) must have the following properties:
oil
Additives The additives must be dissolved in the oil and their composition must ensure
General
that after combustion as little ash as possible is left over, even if the engine is
provisionally operated with distillate oil.
D010.000.023-11-0001 EN 1 (5)
The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
osition in the combustion chamber will be higher, particularly at the outlet
valves and at the turbocharger inlet housing. Hard additive ash promotes pit-
ting of the valve seats, and causes valve burn-out, it also increases mechani-
cal wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
Washing ability The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion. The lubricating oil must not
absorb the deposits produced by the fuel.
Dispersion capability The selected dispersibility must be such that commercially-available lubricat-
ing oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
Neutralisation capability The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.
For tips on selecting the base number, refer to the table entitled “Base num-
ber to be used for various operating conditions".
Evaporation tendency The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
Additional requirements The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.
Lubricating oil selection

Engine SAE class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64, 40
51/60DF
Table 2: Viscosity (SAE class) of lubricating oils
Neutralisation properties Lubricating oils with medium alkalinity and a range of neutralisation capabili-
(BN) ties (BN) are available on the market. According to current knowledge, a rela-
tionship can be established between the anticipated operating conditions
and the BN number as shown in the table entitled "Base number to be used
for various operating conditions". However, the operating results are still the
overriding factor in determining which BN number produces the most effi-
cient engine operation.
Approx. BN Engines/Operating conditions
of fresh oil
(mg KOH/g oil)
20 Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphur
content of less than 0.5 %
30 generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
2012-11-08 - de
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF
operation (HFO)
for exclusively HFO operation only with a sulphur content < 1.5 %.
General
2 (5) D010.000.023-11-0001 EN
Approx. BN Engines/Operating conditions
of fresh oil
(mg KOH/g oil)
40 Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corre-
sponding requirements for the oil service life and washing ability exist.
In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF for
exclusively HFO operation providing the sulphur content is over 1.5 %.
50 32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is insufficient
with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil consumption).
Table 3: Base number to be used for various operating conditions
Operation with low-sulphur To comply with the emissions regulations, the sulphur content of fuels used
fuel nowadays varies. Fuels with a low-sulphur content must be used in environ-
mentally-sensitive areas (SECA). Fuels with a higher sulphur content may be
used outside SECA zones. In this case, the BN number of the lubricating oil
selected must satisfy the requirements for operation using fuel with a high-
sulphur content. A lubricating oil with low BN number may only be selected if
fuel with a low-sulphur content is used exclusively during operation.
However, the results obtained in practiсe that demonstrate the most efficient
engine operation are the factor that ultimately determines, which additive
fraction is permitted.
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Speed governor Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
lers with a separate oil sump, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
no difference whether synthetic or mineral-based oils are used.
The military specification for these oils is O-236.
Experience with the drive engine L27/38 has shown that the operating tem-

perature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 °C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. The
engines supplied after March 2005 are already filled with this oil.
Lubricating oil additives The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmon-
ised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/ Most of the mineral oil companies are in close regular contact with engine
warranty manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
the particular application. Irrespective of the above, the lubricating oil manu-
facturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
2012-11-08 - de
operation (HFO)
with further information.

Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analysed. The oil can be
General
used for as long as the oil properties remain within the defined limit values
(see table entitled "Limit values for used lubricating oil“). An oil sample must
D010.000.023-11-0001 EN 3 (5)
be analysed every 1-3 months (see maintenance schedule). The quality of the
oil can only be maintained if it is cleaned using suitable equipment (e.g. a
separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1000 h, a
lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1000 h and is subsequently operated once again with HFO, a lubricat-
ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 – 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 – 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Limit value Procedure
Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D 445
Base number (BN) at least 50 % of fresh oil ISO 3771
Flash point (PM) At least 185 ℃ ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D 1744
ods)
n-heptane insoluble max. 1.5 % DIN 51592 or IP 316
Metal content depends on engine type and operat-
ing conditions
Guide value only .
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Table 4: Limit values for used lubricating oil
Tests
Regular analysis of lube oil samples is very important for safe engine opera-
2012-11-08 - de
tion. We can analyse fuel for customers at our laboratory (PrimeServLab).

operation (HFO)
Base Number (mgKOH/g)

Manufacturer
20 30 40 50
General
AEGEAN —— Alfamar 430 Alfamar 440 Alfamar 450

AGIP —— Cladium 300 Cladium 400 ——
4 (5) D010.000.023-11-0001 EN
Base Number (mgKOH/g)
Manufacturer
20 30 40 50
BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA —— Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
CHEVRON Taro 20DP40 Taro 30DP40 Taro 40XL40 Taro 50XL40
(Texaco, Caltex) Taro 20DP40X Taro 30DP40X Taro 40XL40X Taro 50XL40X
EXXON MOBIL —— Mobilgard M430 Mobilgard M440 Mobilgard M50
—— Exxmar 30 TP 40 Exxmar 40 TP 40
LUKOIL Navigo TPEO 20/40 Navigo TPEO 30/40 Navigo TPEO 40/40 Navigo TPEO 50/40
Navigo TPEO 55/40
PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 ——
REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 ——
SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40
Argina XX 40
TOTAL LUBMAR- —— Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055
INE
Table 5: Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines.
No liability assumed if these oils are used

MAN Diesel & Turbo SE does not assume liability for problems that
occur when using these oils.

2012-11-08 - de
operation (HFO)
General
D010.000.023-11-0001 EN 5 (5)
Engine cooling water specifications
D010.000.023-13-0001
Preliminary remarks
As is also the case with the fuel and lubricating oil, the engine cooling water
must be carefully selected, handled and checked. If this is not the case, cor-
rosion, erosion and cavitation may occur at the walls of the cooling system in
contact with water and deposits may form. Deposits obstruct the transfer of
heat and can cause thermal overloading of the cooled parts. The system
must be treated with an anticorrosive agent before bringing it into operation
for the first time. The concentrations prescribed by the engine manufacturer
must always be observed during subsequent operation. The above especially
applies if a chemical additive is added.
Requirements
Limit values The properties of untreated cooling water must correspond to the following
limit values:
Properties/Characteristic Properties Unit
Water type Distillate or fresh water, free of foreign matter. -
Total hardness max. 10 °dH*
pH value 6.5 - 8 -
Chloride ion content max. 50 mg/l**
Table 1: Cooling water - properties to be observed
*) 1°dH (German hard- ≙ 10 mg CaO in 1 litre of water ≙ 17.9 mg CaCO3/l

ness)
≙ 0.357 mval/l ≙ 0.179 mmol/l
**) 1 mg/l ≙ 1 ppm
Testing equipment The MAN Diesel water testing equipment incorporates devices that deter-
mine the water properties directly related to the above. The manufacturers of
anticorrosive agents also supply user-friendly testing equipment. Notes for
cooling water check see in 010.005 Engine – Work Instructions
010.000.002-03.
Distillate If distilled water (from a fresh water generator, for example) or fully desalina-
ted water (from ion exchange or reverse osmosis) is available, this should
ideally be used as the engine cooling water. These waters are free of lime
and salts which means that deposits that could interfere with the transfer of
heat to the cooling water, and therefore also reduce the cooling effect, can-
not form. However, these waters are more corrosive than normal hard water
as the thin film of lime scale that would otherwise provide temporary corro-
sion protection does not form on the walls. This is why distilled water must
be handled particularly carefully and the concentration of the additive must
2013-01-22 - de
be regularly checked.
Hardness The total hardness of the water is the combined effect of the temporary and
permanent hardness. The proportion of calcium and magnesium salts is of
General
overriding importance. The temporary hardness is determined by the carbo-

nate content of the calcium and magnesium salts. The permanent hardness
D010.000.023-13-0001 EN 1 (8)
is determined by the amount of remaining calcium and magnesium salts (sul-

phates). The temporary (carbonate) hardness is the critical factor that deter-
D010.000.023-13-0001
mines the extent of limescale deposit in the cooling system.

Water with a total hardness of > 10°dGH must be mixed with distilled water
or softened. Subsequent hardening of extremely soft water is only necessary
to prevent foaming if emulsifiable slushing oils are used.
Damage to the cooling water system

Corrosion Corrosion is an electrochemical process that can widely be avoided by
selecting the correct water quality and by carefully handling the water in the
engine cooling system.
Flow cavitation Flow cavitation can occur in areas in which high flow velocities and high tur-
bulence is present. If the steam pressure is reached, steam bubbles form
and subsequently collapse in high pressure zones which causes the destruc-
tion of materials in constricted areas.
Erosion Erosion is a mechanical process accompanied by material abrasion and the
destruction of protective films by solids that have been drawn in, particularly
in areas with high flow velocities or strong turbulence.
Stress corrosion cracking Stress corrosion cracking is a failure mechanism that occurs as a result of
simultaneous dynamic and corrosive stress. This may lead to cracking and
rapid crack propagation in water-cooled, mechanically-loaded components if
the cooling water has not been treated correctly.
Processing of engine cooling water

Formation of a protective The purpose of treating the engine cooling water using anticorrosive agents
film is to produce a continuous protective film on the walls of cooling surfaces
and therefore prevent the damage referred to above. In order for an anticor-
rosive agent to be 100 % effective, it is extremely important that untreated
water satisfies the requirements in the Section Requirements.
Protective films can be formed by treating the cooling water with an anticor-
rosive chemical or an emulsifiable slushing oil.
Emulsifiable slushing oils are used less and less frequently as their use has
been considerably restricted by environmental protection regulations, and
because they are rarely available from suppliers for this and other reasons.
Treatment prior to initial Treatment with an anticorrosive agent should be carried out before the
commissioning of engine engine is brought into operation for the first time to prevent irreparable initial
damage.
Treatment of the cooling water

The engine must not be brought into operation without treating the
cooling water first.
2013-01-22 - de
Additives for cooling water

General
Only the additives approved by MAN Diesel and listed in the tables under the
section entitled "Approved cooling water additives“ may be used.
2 (8) D010.000.023-13-0001 EN
Required approval A cooling water additive may only be permitted for use if tested and
approved as per the latest directives of the ICE Research Association (FVV)
D010.000.023-13-0001
"Suitability test of internal combustion engine cooling fluid additives.” The test
report must be obtainable on request. The relevant tests can be carried out
on request in Germany at the staatliche Materialprüfanstalt (Federal Institute
for Materials Research and Testing), Abteilung Oberflächentechnik (Surface
Technology Division), Grafenstraße 2 in D-64283 Darmstadt.
Once the cooling water additive has been tested by the FVV, the engine
must be tested in the second step before the final approval is granted.
In closed circuits only Additives may only be used in closed circuits where no significant consump-
tion occurs, apart from leaks or evaporation losses. Observe the applicable
environmental protection regulations when disposing of cooling water con-
taining additives. For more information, consult the additive supplier.
Chemical additives
Sodium nitrite and sodium borate based additives etc. have a proven track
record. Galvanised iron pipes or zinc sacrificial anodes must not be used in
cooling systems. This corrosion protection is not required due to the prescri-
bed cooling water treatment and electrochemical potential reversal that may
occur due to the cooling water temperatures which are usual in engines
nowadays. If necessary, the pipes must be deplated.
Slushing oil
This additive is an emulsifiable mineral oil with added slushing ingredients. A
thin film of oil forms on the walls of the cooling system. This prevents corro-
sion without interfering with heat transfer, and also prevents limescale depos-
its on the walls of the cooling system.
The significance of emulsifiable corrosion-slushing oils is fading. Oil-based
emulsions are rarely used nowadays for environmental protection reasons
and also because stability problems are known to occur in emulsions.
Anti-freeze agents
If temperatures below the freezing point of water in the engine cannot be
excluded, an anti-freeze solution that also prevents corrosion must be added
to the cooling system or corresponding parts. Otherwise, the entire system
must be heated.
Sufficient corrosion protection can be provided by adding the products listed
in the table entitled "Anti-freeze solutions with slushing properties" (Military
specification: Sy-7025) while observing the prescribed minimum concentra-
tion. This concentration prevents freezing at temperatures down to -22 °C
and provides sufficient corrosion protection. However, the quantity of anti-
freeze solution actually required always depends on the lowest temperatures
that are to be expected at the place of use.
Anti-freezes are generally based on ethylene glycol. A suitable chemical anti-
corrosive agent must be added if the concentration of the anti-freeze solution
2013-01-22 - de
prescribed by the user for a specific application does not provide an appro-
priate level of corrosion protection, or if the concentration of anti-freeze solu-
tion used is lower due to less stringent frost protection requirements and
does not provide an appropriate level of corrosion protection. Considering
General
that anti-freeze agents listed in the table "Anti-freeze solutions with slushing
D010.000.023-13-0001 EN 3 (8)
properties" also contain corrosion inhibitors and their compatibility with other
anticorrosive agents is generally not given, only pure glycol may be used as
D010.000.023-13-0001
anti-freeze agent in such cases.

Simultaneous use of anticorrosive agent from the table „Chemical additives –
nitrite free” together with glycol is not permitted, because monitoring the anti-
corrosive agent concentration in this mixture is not more possible.
Anti-freeze solutions may only be mixed with one another with the consent of
the manufacturer, even if these solutions have the same composition.
Before an anti-freeze solution is used, the cooling system must be thoroughly
cleaned.
If the cooling water contains an emulsifiable slushing oil, anti-freeze solution
must not be added as otherwise the emulsion would break up and oil sludge
would form in the cooling system.
Biocides
If you cannot avoid using a biocide because the cooling water has been con-
taminated by bacteria, observe the following steps:
▪ You must ensure that the biocide to be used is suitable for the specific
application.
▪ The biocide must be compatible with the sealing materials used in the
cooling water system and must not react with these.
▪ The biocide and its decomposition products must not contain corrosion-
promoting components. Biocides whose decomposition products con-
tain chloride or sulphate ions are not permitted.
▪ Biocides that cause foaming of cooling water are not permitted.
Prerequisite for effective use of an anticorrosive agent
Clean cooling system

As contamination significantly reduces the effectiveness of the additive, the
tanks, pipes, coolers and other parts outside the engine must be free of rust
and other deposits before the engine is started up for the first time and after
repairs of the pipe system. The entire system must therefore be cleaned with
the engine switched off using a suitable cleaning agent (see 010.005 Engine
– Work Instructions 010.000.001-01.010.000.002-04).
Loose solid matter in particular must be removed by flushing the system

thoroughly as otherwise erosion may occur in locations where the flow veloc-
ity is high.
The cleaning agents must not corrode the seals and materials of the cooling
system. In most cases, the supplier of the cooling water additive will be able
to carry out this work and, if this is not possible, will at least be able to pro-
vide suitable products to do this. If this work is carried out by the engine
operator, he should use the services of a specialist supplier of cleaning
agents. The cooling system must be flushed thoroughly after cleaning. Once
2013-01-22 - de
this has been done, the engine cooling water must be immediately treated
with anticorrosive agent. Once the engine has been brought back into opera-
tion, the cleaned system must be checked for leaks.
General
4 (8) D010.000.023-13-0001 EN
Regular checks of the cooling water condition and cooling water
D010.000.023-13-0001
system
Treated cooling water may become contaminated when the engine is in
operation, which causes the additive to loose some of its effectiveness. It is
therefore advisable to regularly check the cooling system and the cooling
water condition. To determine leakages in the lube oil system, it is advisable
to carry out regular checks of water in the compensating tank. Indications of
oil content in water are, e.g. discoloration or a visible oil film on the surface of
the water sample.
The additive concentration must be checked at least once a week using the
test kits specified by the manufacturer. The results must be documented.
Concentrations of chemical additives

The chemical additive concentrations shall not be less than the
minimum concentrations indicated in the table „Nitrite-containing
chemical additives“.
Excessively low concentrations can promote corrosion and must be avoided.

If the concentration is slightly above the recommended concentration this will
not result in damage. Concentrations that are more than twice the recom-
mended concentration should be avoided.
Every 2 to 6 months send a cooling water sample to an independent labora-
tory or to the engine manufacturer for integrated analysis.
Emulsifiable anticorrosive agents must generally be replaced after abt. 12
months according to the supplier's instructions. When carrying this out, the
entire cooling system must be flushed and, if necessary, cleaned. Once filled
into the system, fresh water must be treated immediately.
If chemical additives or anti-freeze solutions are used, cooling water should
be replaced after 3 years at the latest.
If there is a high concentration of solids (rust) in the system, the water must
be completely replaced and entire system carefully cleaned.
Deposits in the cooling system may be caused by fluids that enter the cool-
ing water, or the break up of emulsion, corrosion in the system and limescale
deposits if the water is very hard. If the concentration of chloride ions has
increased, this generally indicates that seawater has entered the system. The
maximum specified concentration of 50 mg chloride ions per kg must not be
exceeded as otherwise the risk of corrosion is too high. If exhaust gas enters
the cooling water, this may lead to a sudden drop in the pH value or to an
increase in the sulphate content.
Water losses must be compensated for by filling with untreated water that
meets the quality requirements specified in the section Requirements. The
concentration of the anticorrosive agent must subsequently be checked and
adjusted if necessary.
2013-01-22 - de
Subsequent checks of cooling water are especially required if the cooling

water had to be drained off in order to carry out repairs or maintenance.
General
D010.000.023-13-0001 EN 5 (8)
D010.000.023-13-0001
Protective measures
Anticorrosive agents contain chemical compounds that can pose a risk to
health or the environment if incorrectly used. Comply with the directions in
the manufacturer's material safety data sheets.
Avoid prolonged direct contact with the skin. Wash hands thoroughly after
use. If larger quantities spray and/or soak into clothing, remove and wash
clothing before wearing it again.
If chemicals come into contact with your eyes, rinse them immediately with
plenty of water and seek medical advice.
Anticorrosive agents are generally harmful to the water cycle. Observe the
relevant statutory requirements for disposal.
Auxiliary engines
If the same cooling water system used in a MAN Diesel & Turbo two-stroke
main engine is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38
or 28/32H, the cooling water recommendations for the main engine must be
observed.
Analysis
We analyse cooling water for our customers in our chemical laboratory. A 0.5
l sample is required for the test.
Permissible cooling water additives
Nitrite-containing chemical additives

Manufacturer Product designation Initial dosing for Minimum concentration ppm
1,000 litres
Product Nitrite Na-Nitrite
(NO2) (NaNO2)
Drew Marine Liquidewt 15 l 15,000 700 1,050

One Drew Plaza Maxigard 40 l 40,000 1,330 2,000
Boonton
New Jersey 07005
USA
Wilhelmsen (Unitor) Rocor NB Liquid 21.5 l 21,500 2,400 3,600

KJEMI-Service A.S. Dieselguard 4.8 kg 4,800 2,400 3,600
P.O.Box 49/Norway
3140 Borgheim
Nalfleet Marine Nalfleet EWT Liq 3l 3,000 1,000 1,500
Chemicals (9-108)
P.O.Box 11 Nalfleet EWT 9-111 10 l 10,000 1,000 1,500
Northwich Nalcool 2000 30 l 30,000 1,000 1,500
Cheshire CW8DX, U.K.
2013-01-22 - de
Nalco Nalcool 2000 30 l 30,000 1,000 1,500

TRAC 102 30 l 30,000 1,000 1,500
TRAC 118 3l 3,000 1,000 1,500
General
Maritech AB Marisol CW 12 l 12,000 2,000 3,000

P.O.Box 143
S-29122 Kristianstad
6 (8) D010.000.023-13-0001 EN
Manufacturer Product designation Initial dosing for Minimum concentration ppm
D010.000.023-13-0001
1,000 litres
Product Nitrite Na-Nitrite
(NO2) (NaNO2)
Uniservice N.C.L.T. 12 l 12,000 2,000 3,000

Via al Santuario di N.S.
della Guardia 58/A Colorcooling 24 l 24,000 2,000 3,000
16162 Genova, Italy
Marichem – Marigases D.C.W.T. - 48 l 48,000 2,400 -
64 Sfaktirias Street Non-Chromate
18545 Piraeus, Griechen-
land
Marine Care Caretreat 2 16 l 16,000 4,000 6,000
3144 NA Maasluis
The Netherlands
Vecom Cool Treat NCLT 16 l 16,000 4,000 6,000
Schlenzigstraße 7
21107 Hamburg
Deutschland
Table 2: Nitrite-containing chemical additives
Nitrite-free additives (chemical additives)

Manufacturer Product designation Initial dosing Minimum concentration
for 1 000 litres
Arteco
Technologiepark Havoline XLI 75 l 7.5 %
Zwijnaarde 2
B-9052 Gent, Belgium
Total Lubricants WT Supra 75 l 7.5 %
Paris, France
Q8 Oils Q8 Corrosion Inhibitor 75 l 7.5 %
Long-Life
Table 3: Chemical additives - nitrite free
Emulsifiable slushing oils

Manufacturer Product
(designation)
BP Marine, Breakspear Way, Hemel Hempstead, Diatsol M
Herts HP2 4UL Fedaro M
Castrol Int., Pipers Way, Swindon SN3 1RE, UK Solvex WT 3
Deutsche Shell AG, Überseering 35, Oil 9156
22284 Hamburg, Germany
Table 4: Emulsifiable slushing oils
2013-01-22 - de
General
D010.000.023-13-0001 EN 7 (8)
Anti-freeze solutions with slushing properties

D010.000.023-13-0001
Manufacturer Product designation Minimum concentration

BASF Glysantin G 48
Carl-Bosch-Str. Glysantin 9313
67063 Ludwigshafen, Glysantin G 05
Rhein
Deutschland
Castrol Int. Antifreeze NF, SF
Pipers Way
Swindon SN3 1RE, UK
BP, Britannic Tower Anti-frost X2270A
Moor Lane,
London EC2Y 9B, UK
35%
Deutsche Shell AG Glycoshell
Überseering 35
22284 Hamburg
Deutschland
Mobil Oil AG Frostschutz 500
Steinstraße 5
20095 Hamburg
Deutschalnd
Arteco, Technologiepark Havoline XLC
Zwijnaarde 2
B-9052 Gent, Belgium
Total Lubricants Glacelf Auto Supra
Paris, France Total Organifreeze
Table 5: Anti-freeze solutions with slushing properties
2013-01-22 - de
General
8 (8) D010.000.023-13-0001 EN
Water specification for fuel-water emulsions
Water specification for fuel-water emulsions

Prerequisites
The water used for the fuel-water emulsion is an operating fluid that must be
carefully selected, processed (if necessary) and monitored. If this is not done,
deposits, corrosion, erosion and cavitation may occur on the fuel system
components that come into contact with the fuel-water emulsion.
Specifications
Limit values The characteristic values of the water used must be within the following limit
values:
Properties/ Characteristic value Unit
Characteristic
Water type Distillate or fresh water, free of foreign matter. -
Total hardness max. 10 ºdH*
pH value 6.5 - 8 -
Chloride ion content max. 50 mg/l
Table 1: Fuel-water emulsion - characteristic values to be observed
*) 1º dH (German hard- ≙ 10 mg CaO ≙ 17.9 mg CaCO3/l

ness) in 1 litre of water
≙ 0.357 mval/l ≙ 0.179 mmol/l
Testing instruments The MAN Diesel water testing kit contains instruments that allow the water
characteristics referred to above (and others) to be easily determined.
Distillate If distillate (e.g. from the fresh water generator) or fully desalinated water (ion
exchanger) is available, this should ideally be used for the fuel-water emul-
sion. These types of water are free of lime and salts.
Hardness The total hardness of the water is the combined effect of the temporary and
permanent hardness. It is largely determined by the calcium and magnesium
salts. The temporary hardness depends on the hydrocarbonate content in Water specification for fuel-water emulsions
the calcium and magnesium salts. The lasting (permanent) hardness is deter-
mined by the remaining calcium and magnesium salts (sulphates).
Water with hardness greater than 10°dH (German total hardness) must be
blended or softened with distillate. It is not necessary to increase the hard-
ness of extremely soft water.
Treatment with anticorrosive agents not required

Treatment with anticorrosive agents is not required and must be
omitted.
2012-08-20 - de
General
D010.000.023-16-0001 EN 1 (1)
Specifications for intake air (combustion air)

General
The quality and condition of intake air (combustion air) have a significant
effect on the power output, wear and emissions of the engine. In this regard,
not only are the atmospheric conditions extremely important, but also con-
tamination by solid and gaseous foreign matter.
Mineral dust in the intake air increases wear. Chemicals and gases promote
corrosion.
This is why effective cleaning of intake air (combustion air) and regular main-
tenance/cleaning of the air filter are required.
When designing the intake air system, the maximum permissible overall pres-
sure drop (filter, silencer, pipe line) of 20 mbar must be taken into considera-
tion.
Exhaust turbochargers for marine engines are equipped with silencers
enclosed by a filter mat as a standard. The quality class (filter class) of the
filter mat corresponds to the G3 quality in accordance with EN 779.
Requirements
Fuel oil engines: As minimum, inlet air (combustion air) must be cleaned in a
filter of the G3 class as per EN779. For engine operation in the environment
with a risk of higher inlet air contamination (e.g. due to sand storms, due to
loading the grain crops cargo vessels or in the surroundings of cement
plants) additional measures must be taken.
Gas engines and dual-fuel engines: As minimum, inlet air (combustion air)
must be cleaned in a filter of the G3 class as per EN779. Gas engines or
dual-fuel engines must only be equipped with a dry filter. Oil bath filters are
not permitted because they enrich the inlet air with oil mist. This is not per-
missible for gas operated engines. For engine operation in the environment
with a risk of higher inlet air contamination (e.g. due to sand storms, due to
loading the grain crops cargo vessels or in the surroundings of cement
plants) additional measures must be taken.
In general, the following applies: The concentration downstream of the air fil-
ter and/or upstream of the turbocharger inlet must not exceed the following Specifications for intake air (combustion air)
limit values.
Properties Typical value Unit *
Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/Nm3
Chlorine max. 1.5
Sulphur dioxide (SO2) max. 1.25
Hydrogen sulphide (H2S) max. 5
Salt (NaCl) max. 1
2013-02-04 - de
* One Nm corresponds to one cubic meter of

3
gas at 0 °C and 101.32 kPa.

Table 1: Intake air (combustion air) - typical values to be observed
General
D010.000.023-17-0001 EN 1 (2)
Intake air shall not contain any flammable gases

Intake air shall not contain any flammable gases. Make sure that the
combustion air is not explosive.
2013-02-04 - de
General
2 (2) D010.000.023-17-0001 EN
MAN Diesel & Turbo
2.1 Description
2.2 Work cards
2.2- EN 1 (1)
Cooling water
M010.000.002-03-0001
inspecting
Summary
Acquire and check typical values of the operating media to prevent or limit
damage.
The fresh water used to fill the cooling water circuits must satisfy the specifi-
cations. The cooling water in the system must be checked regularly in
accordance with the maintenance schedule.
The following work/steps is/are necessary:
Acquisition of typical values for the operating fluid,
evaluation of the operating fluid and checking the concentration of the anti-
corrosive agent.
Tools/equipment required
Equipment for checking the The following equipment can be used:
fresh water quality ▪ The MAN Diesel & Turbo water testing kit, or similar testing kit, with all
necessary instruments and chemicals that determine the water hardness,
pH value and chloride content (obtainable from MAN Diesel & Turbo or
Mar-Tec Marine, Hamburg)
Equipment for testing the When using chemical additives:
concentration of additives ▪ Testing equipment in accordance with the supplier's recommendations.
Testing kits from the supplier also include equipment that can be used to
determine the fresh water quality.
Testing the typical values of water

Short specification
Typical value/property Water for filling Circulating water
and refilling (without additive) (with additive)
Water type Fresh water, free of foreign matter Treated cooling water
Total hardness ≤ 10°dGH 1) ≤ 10°dGH 1)
pH value 6.5 - 8 at 20 °C ≥ 7.5 at 20 °C
Chloride ion content ≤ 50 mg/l ≤ 50 mg/l 2)
Table 1: Quality specifications for cooling water (abbreviated version)
1)
dGH German hardness
1°dGh = 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/L
2)
1mg/l = 1 ppm
2012-10-31 - de
Cooling water
General
M010.000.002-03-0001 EN 1 (2)
M010.000.002-03-0001
Testing the concentration of rust inhibitors

Brief specification
Anticorrosive agent Concentration
Chemical additives in accordance with quality specification in Volume 010.005 Engine – operating manual
010.000.023-14
Anti-freeze agents in accordance with quality specification in Volume 010.005 Engine – operating manual
010.000.023-14
Table 2: Concentration of the cooling water additive
Testing the concentration of The concentration should be tested every week, and/or according to the
chemical additives maintenance schedule, using the testing instruments, reagents and instruc-
tions of the relevant supplier.
Chemical slushing oils can only provide effective protection if the right con-
centration is precisely maintained. This is why the concentrations recommen-
ded by MAN Diesel & Turbo (quality specifications in Volume 010.005 Engine
– operating manual 010.000.023-14) must be complied with in all cases.
These recommended concentrations may be other than those specified by
the manufacturer.
Testing the concentration of The concentration must be checked in accordance with the manufacturer's
anti-freeze agents instructions or the test can be outsourced to a suitable laboratory. If in
doubt, consult MAN Diesel & Turbo.
Testing We can analyse fuel for customers at our laboratory (PrimeServ Lab).
2012-10-31 - de
Cooling water
General
2 (2) M010.000.002-03-0001 EN
M010.000.002-04-0001
Summary
Remove contamination/residue from operating fluid systems, ensure/re-
establish operating reliability.
Cooling water systems containing deposits or contamination prevent effec-
tive cooling of parts. Contamination and deposits must be regularly elimina-
ted.
This comprises the following:
Cleaning the system and, if required,
removal of limescale deposits,
flushing the system.
Cleaning
The cooling water system must be checked for contamination at regular
intervals. Cleaning is required if the degree of contamination is high. This
work should ideally be carried out by a specialist who can provide the right
cleaning agents for the type of deposits and materials in the cooling circuit.
The cleaning should only be carried out by the engine operator if this cannot
be done by a specialist.
Oil sludge Oil sludge from lubricating oil that has entered the cooling system or a high
concentration of anticorrosive agents can be removed by flushing the system
with fresh water to which some cleaning agent has been added. Suitable
cleaning agents are listed alphabetically in the table entitled "Cleaning agents
for removing oil sludge". Products by other manufacturers can be used pro-
viding they have similar properties. The manufacturer's instructions for use
must be strictly observed.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew HDE - 777 4 - 5% 4 h at 50 – 60 °C
Nalfleet MaxiClean 2 2 - 5% 4 h at 60 °C
Unitor Aquabreak 0.05 – 0.5% 4 h at ambient temperature
Vecom Ultrasonic 4% 12 h at 50 – 60 °C
Multi Cleaner
Table 1: Cleaning agents for removing oil sludge
Lime and rust deposits Lime and rust deposits can form if the water is especially hard or if the con-
centration of the anticorrosive agent is too low. A thin lime scale layer can be
left on the surface as experience has shown that this protects against corro-
sion. However, limescale deposits with a thickness of more than 0.5 mm
obstruct the transfer of heat and cause thermal overloading of the compo-
nents being cooled.

Rust that has been flushed out may have an abrasive effect on other parts of
the system, such as the sealing elements of the water pumps. Together with
2012-08-20 - de
the elements that are responsible for water hardness, this forms what is
known as ferrous sludge which tends to gather in areas where the flow
velocity is low.
General
Products that remove limescale deposits are generally suitable for removing
rust. Suitable cleaning agents are listed alphabetically in the table entitled
"Cleaning agents for removing lime scale and rust deposits". Products by
M010.000.002-04-0001 EN 1 (3)
other manufacturers can be used providing they have similar properties. The
manufacturer's instructions for use must be strictly observed. Prior to clean-
M010.000.002-04-0001
ing, check whether the cleaning agent is suitable for the materials to be
cleaned. The products listed in the table entitled "Cleaning agents for remov-
ing lime scale and rust deposits" are also suitable for stainless steel.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew SAF-Acid 5 - 10% 4 h at 60 - 70 °C
Descale-IT 5 - 10% 4 h at 60 - 70 °C
Ferroclean 10% 4 - 24 h at 60 - 70 °C
Nalfleet Nalfleet 9 - 068 5% 4 h at 60 – 75 ℃
Unitor Descalex 5 - 10% 4 - 6 h at approx. 60 °C
Vecom Descalant F 3 – 10% Approx. 4 h at 50 – 60°C
Table 2: Cleaning agents for removing limescale and rust deposits
In emergencies only Hydrochloric acid diluted in water or aminosulphonic acid may only be used
in exceptional cases if a special cleaning agent that removes limescale
deposits without causing problems is not available. Observe the following
during application:
▪ Stainless steel heat exchangers must never be treated using diluted
hydrochloric acid.
▪ Cooling systems containing non-ferrous metals (aluminium, red bronze,
brass, etc.) must be treated with deactivated aminosulphonic acid. This
acid should be added to water in a concentration of 3 - 5 %. The tem-
perature of the solution should be 40 - 50 °C.
▪ Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-
chloric acid is used as the cleaning agent, there is always a danger that
acid will remain in the system, even when the system has been neutral-
ised and flushed. This residual acid promotes pitting. We therefore rec-
ommend you have the cleaning carried out by a specialist.
The carbon dioxide bubbles that form when limescale deposits are dissolved
can prevent the cleaning agent from reaching boiler scale. It is therefore
absolutely necessary to circulate the water with the cleaning agent to flush
away the gas bubbles and allow them to escape. The length of the cleaning
process depends on the thickness and composition of the deposits. Values
are provided for orientation in the table entitled "Detergents for removing lime
scale and rust deposits“.
Following cleaning The cooling system must be flushed several times once it has been cleaned
using cleaning agents. Replace the water during this process. If acids are
used to carry out the cleaning, neutralise the cooling system afterwards with
suitable chemicals then flush. The system can then be refilled with water that
has been prepared accordingly.
Only carry out the cleaning operation once the engine has
cooled down
Start the cleaning operation only when the engine has cooled down.
2012-08-20 - de
Hot engine components must not come into contact with cold water.
Open the venting pipes before refilling the cooling water system.
Blocked venting pipes prevent air from escaping which can lead to
thermal overloading of the engine.
General
2 (3) M010.000.002-04-0001 EN
Cleaning products can cause damage
M010.000.002-04-0001
The products to be used can endanger health and may be harmful to
the environment.
Follow the manufacturer's handling instructions without fail.
The applicable regulations governing the disposal of cleaning agents or acids

must be observed.

2012-08-20 - de
General
M010.000.002-04-0001 EN 3 (3)
MAN Diesel & Turbo
1 General
2 Data [00]
8 Cylinder unit
9 Turbocharger
10 Fuel oil system
Operation of engine [02]
3- EN 1 (2)
MAN Diesel & Turbo

15 Cooling system
17 Instrumentation
20 Safety equipment
21 Tools
Operation of engine [02]
2 (2) 3- EN
MAN Diesel & Turbo
3.1 Description
3.2 Work Cards
3.1- EN 1 (1)
Operation
Operation
Preparations for starting
The following describes what to do before starting when the engine has been
out of service for a period of some hours.

Open for the cooling water supply to the engine. Start sea water pump(s) for
central cooler.
To avoid shock effects owing to large temperature fluctuations just

after start, it is required:
1. To preheat the engine.

The HT cooling water must be preheated to:
HFO operation 60-70°C
MDO operation Min 40°C
2. If for some reason starting without preheated cooling water, the engine
may only be started on MDO.

1. Check the oil level in the oil pan.
2. Check the oil level in the governor, see fig 02.1.
3. Start up the stand-by pump.
The engine must be prelubricated for at least 3 minutes prior to
startup.
4. Check prelubricating oil pressure at inlet to engine and to inlet turbo
charger on the operator panel.
2012-04-17 - en
Description
L27/38
D102A1-01 EN 1 (4)
D102A1-01 MAN Diesel & Turbo
Operation
Governor
Table 1: Fig 02.1
Fuel oil system

1. Open the fuel oil supply.
Starting on HFO:
Circulate preheated fuel through the pumps until correct working
temperatures have been achieved.
2. Regulating gear — please check:
▪ that all fuel injection pumps are set at index "0" when the regulating shaft
is in STOP position.
▪ that each fuel injection pump can be pressed by hand to full index when
the regulating shaft are in STOP position, and that the pumps return
automatically to the "0" index when the hand is removed.
Starting air system

1. Check the pressure in the starting air receiver(s).
2. Drain the starting air system.
3. Open the starting air supply.
4. Check the air pressure on the operator panel.
5. Check that:
▪ Propeller pitch is zero.
2012-04-17 - en
▪ Engine is disconnected.
▪
Description
Propeller is locked (if shaft brake).

L27/38
2 (4) D102A1-01 EN
Operation
Turning of engine
1. Open the indicator valves and turn the engine some few revolutions,
check that no liquid is flowing out from any indicator valves during the
turning. The turning can be done by activating the start button on the
operator panel and at the same time keeping fuel pump index on zero,
with a tool on the regulating shaft.
2. Close indicator valves. Observe possible leakages from indicator valves!
Starting
1. Start the engine by turning the start button on the operator panel until
the engine ignites, see fig 02.2.
To reduce the exhaust smoke during starting, the “load limit”
knob on the governor can be activated — corresponding to a fuel
pump index of 24.
For normal operation the “load limit” knob should be set at 10.
Failure in reset of fuel limit can load to blackout during shaft alternator
operation.
Operator panel
Table 2: Fig. 02.2
Testing during running

Check the following on the operator panel according to shop test report and
sea trial records.
2012-04-17 - en
1. Check the lubricating oil pressure and that the stand-by pump has
Description
stopped.
2. Check the cooling water pressure.
L27/38
3. Check the fuel oil feed pressure.

4. Check that the turbocharger is running.
D102A1-01 EN 3 (4)
5. Check that all cylinders are firing, see exhaust gas temperatures.
Operation
6. Check that all shut-downs are connected and function satisfactorily.

7. Check that all alarms are connected.
Operation
The engine should not be loaded more than 50% just after start. The
increase to 100% should take place gradually over 15 to 20 minutes.
When the engine is running, the following should be checked:
1. The lubricating oil pressure must be within the stated limits and may not
fall below the stated minimum pressure.
2. The lubricating oil temperature must be kept within the stated limits
indicated on the data and set points sheet, see page 00-16.
3. The fuel oil pressure must be kept at the stated value.
4. The cylinder cooling water temperature must be kept within the limits
indicated on the data and set points sheet.
See also shop test report and sea trial records.
5. The exhaust gases should be free of visible smoke at all loads. For nor-
mal exhaust temperatures, see the shop test report and sea trial
records.
6. Keep the charging air pressure and temperature under control. For nor-
mal values, see the test report from shop and sea trial records.
7. Recharge the starting air receivers to 30 bar. The air starter operates
with a pressure of 7-8 bar.
8. To ensure full operational reliability, the condition of the engine should
be continuously observed so that order to preventive maintenance work
can be carried out before serious breakdowns occur.
Stopping
Before stopping, it is recommended to run the engine at idle speed for 10-15
minutes.
1. The engine is stopped by turning the button on the operator panel.
2. Check that the lub oil stand-by pump is started automatically and runs
for 5 minutes.
Starting and stopping on HFO

Starting and stopping of the engine should take place on HFO in order to
prevent any incompatibility problems on changeover to MDO.
MDO should only be used in connection with maintenance work on the
engine or before a longer period of engine standstill.
Before starting on HFO the engine must be properly preheated as described
in “Preparations for starting” and as described below.
2012-04-17 - en
Stopping the engine on HFO is no problem, but it should be ensured that

Description
preheated fuel is continuously circulated by means of the booster pump.

L27/38
4 (4) D102A1-01 EN
Checks during out-of-service periods

General
The responsible chief engineer should always be well-informed regarding the
operational condition of the engine; the results of the inspections must there-
fore be recorded.
The work can be adapted to the sailing schedule of the ship so that it is car-
ried out at suitable intervals, eg. as suggested in the "Planned Maintenance
Programme", see Description 00D/00E. The intervals stated are normal for
well-maintained machinery. If a period of operational irregularities occurs or
the operational condition is unknown due to repairs or changes, the relevant
inspections should be repeated more frequently until normal operation has
been restored.
The checks are listed in the following order:
▪ 1–8 to be carried out before overhaul
▪ 9–14 during the overhaul
▪ 15-18 after the overhaul
In case of longer runs (more than 5 minutes) with the stand-by lub oil
pump, the lub oil connection to the turbocharger should be blocked.
Do not forget to restore this connection prior to operation.
1. Recordings
Make a complete set of recordings of the engine performance
data at MCR load.
2. Check lub oil flow
Start the stand-by lub oil pump, remove the crankcase covers
and check that the oil flows freely from all bearings. Also take off
the valve covers on the cylinder heads and make sure that oil is
supplied for lubrication of the rocker arms.
3. Lub oil sump
Empty the oil sump and remove sludge. Clean the sump very
thoroughly and inspect for foreign particles, pieces of bearing
metal, etc.
4. Automatic lub oil filter
Remove the complete filter unit from the housing. Dismantle the
end cover and candle unit. The filter candles are inspected for
possible damages. Replace if necessary.
5. Inspection of cylinder liner
Check the cylinder liner running surface from the crankcase or by
borescope through the hole for the fuel valve.
2012-04-17 - en
6. Crankshaft
Description
Carry out deflection measuring of the crankshaft, see "Checking

of main bearings alignment (Autolog)", Working Card 12 101.
L27/38
7. Oil samples
D102B1-02 EN 1 (3)
A lub oil sample is to be sent to a laboratory for immediate analy-

sis.
8. Turbocharger
If the recordings show that the charging air conditions have
changed radically, cleaning of turbocharger or charge air cooler or
other action should be effected, see separate instruction manual
for turbocharger.
9. Nuts and bolts
Tighten all nuts and bolts in the crankcase, see "Data for torque
moment", Description 00J1. Also retighten foundation bolts and
check the chocks.
10. Camshaft gear train
Check the various gear wheels.
11. Pneumatic valves
Drain starting air pipes for condensed water. Check solenoid
valve for over-speed stop, charge air by-pass valve and waste
gate valve.
12. Lub oil sump
Empty the oil sump and remove sludge. Clean the sump very
thoroughly and inspect for foreign bodies, pieces of bearing
metal, etc.
13. Automatic lub oil filter
Check that the automatic filter is operating under oil pressure.
(Rotating of the filter shaft can be observed at the end cover filter).
14. Lub oil cooler
If the performance records indicate increased lub oil temperature
or pressure drop, the oil cooler should be dismantled and
cleaned.
15. Lub oil cleaning
Opening up the engine or the lub oil system may have caused
ingress of impurities and a thorough cleaning should be carried
out before starting the engine.
By means of the stand-by pump and the purifier the lub oil should
be circulated until the impurities are removed. After cleaning and
starting up, keep a close watch on the pressure drop.
16. Turning
After normal lub oil circulation has been restored, turn the engine
at least 2 revolutions by means of the turning device to control the
movability of the engine’s parts.
17. Speed control system
Lubricate bearings and rod connections. Disconnect the governor
and move the rod connections by hand to check that friction in
2012-04-17 - en
the bearings and fuel injection pumps is sufficiently low. Checks

Description
which should be made just before starting the engine are men-
tioned under “Operation”, see 02A1.
L27/38
18. Cooling water system
2 (3) D102B1-02 EN
Add cooling water, keep the system under pressure and check
for leakages at cylinder liner and cylinder head sealings and at the

cooling water joints.
Do not forget to add cooling water treatment additives.
2012-04-17 - en
Description
L27/38
D102B1-02 EN 3 (3)
Starting-up after repair

General
The following checks are to be made immediately after starting and during
load increase.
It is assumed that the plant has been out of service for some time, for
instance due to overhaul, and that the “check during out-of-service periods”
(see page 6) has been carried out as described.
Starting up after such an out of service period is normally carried out as a
test run (quay trial). Priorto the trial run it must be ascertained that:
1. The port authorities allow quay trials.
2. The moorings are adequate.
3. The wheel house is manned during quay trials.
Whether a quay trial is carried out or not, in addition to normal supervising
and recording, the following checks must be made in the order stated.
To be checked immediately after starting

1. Check that the turbocharger is running.
2. Check that the lubricating oil pressure is in order and that the automatic
lub oil filter is operating.
3. Check that all cylinders are firing (see exhaust temperatures).
4. Check that everything is normal for engine speed, fuel oil, cooling water
and system oil.
Check by simulation of the overspeed shutdown device that the
engine stops.
The overspeed setting should be according to “Operating data and set

points”.
To be checked during starting-up, but only if required after repairs or alterations

1. If the condition of the machinery is not well known, especially after
repairs or alterations, the “feel-over sequence” should always be fol-
lowed, ie:
After 5, 15 and 30 minutes’ idle running, open the crankcase and
the camshaft housing and perform feel-over on the surfaces of all
moving parts where friction may arise and cause undue heating.
Feel: main bearings, con-rod bearings, camshaft bearings and
cylinder liners.
2012-04-17 - en
After the last feel-over, check lub oil flow from bearings, see also
Description
“Ignition in crankcase” .
2. After repair or renewal of cylinder liners, piston rings or bearings, allow-
L27/38
ance must be made for a running-in period, ie. the engine load should
be increased gradually as indicated in the table below. The engine out-
D102C1-01 EN 1 (2)
put is determined on the basis of the fuel pump index and engine
speed. The turbocharger speed and charge air pressure give some indi-
cation of the engine output.
Running-in sequence
Load step Time (hours) Load (%) Engine (rpm)
1 0,5 0 500
2 0,5 10 535
3 0,5 20 610
4 0,5 30 670
5 0,5 40 800
6 1,0 50 800
7 1,0 60 800
8 1,0 70 800
9 1,0 80 800
10 1,0 90 800
11 1,0 100 800
After the running–in sequence, make sure that all fuel pumps are set at the
same index and that the governor can move all fuel pumps to “zero” index.
2012-04-17 - en
Description
L27/38
2 (2) D102C1-01 EN
Engine performance and condition

Performance data and engine condition
During operation small changes in the engine condition take place continu-
ously as a result of combustion, including fouling of airways and gasways,
formation of deposits, wear, corrosion, etc. If continuously recorded, these
changes in the condition can give valuable information about the operational
and maintenance condition of the engine. Continuous observation can con-
tribute to forming a precise and valuable basis for evaluation of the optimum
operation and maintenance programmes for the individual plant.
Engine performance data

If abnormal or incomprehensible deviations in operation are recorded, expert
assistance in the evaluation thereof should be obtained.
We recommend taking weekly records of the most important performance
data of the engine plant. During recording (inspection sheet 2020734-6 can
be used) the observations are to be compared continuously in order to
ascertain alterations at an early stage and before these exert any appreciable
influence on the operation of the plant.
As a reference condition for the performance data, the testbed measure-
ments of the engine or possibly the measurements taken during the sea trial
on the delivery of the ship can be used. If considerable deviations from the
normal conditions are observed, it will be possible, in a majority of cases, to
diagnose the cause of such deviations by means of a total evaluation and a
set of measurements, after which possible adjustment/overhauls can be
decided on and planned.
Evaluation of performance data
Air cooler
Fouling of the air side of the air cooler will manifest itself as an increasing
pressure drop, lower charge air pressure and an increased exhaust/charge
air temperature level (with consequential influence on the overhaul intervals
for the exhaust valves).
An increase in charge air temperature involves a corresponding increase in
the exhaust gas temperature level by a ratio of about 1:1.5, i.e. 1°C higher
charge air temperature causes about 1.5°C higher exhaust gas temperature.
Reduction of the charge air pressure results in a corresponding reduction of
the compression pressure and max. combustion pressure.
When checking the max. pressure adjustment of the engine, it is therefore to
be ensured that the existing charge air pressure is correct.
Fuel injection pump

2012-06-20 - en
The amount of fuel injected is equivalent to the supplied energy and is thus
an expression of the load and mean effective pressure of the engine. The fuel
Description
pump index can therefore be assumed to be proportional to the mean pres-

sure. Consequently, it can be assumed that the connected values of the
L27/38
pump index are proportional to the load.
D102D1-02 EN 1 (4)
D102D1-02 MAN Diesel & Turbo
The specific fuel consumption, SFOC (measured by weight) will, on the

whole, remain unchanged whether the engine is operating on HFO or on
MDO, when considering the difference in calorimetric heat value.

However, when operating on HFO, the combination of density and calorific
value may result in a change of up to 6% in the volumetric consumption at a
given load. This will result in a corresponding change in the fuel pump index,
and attention should be paid to this when adjusting the overload preventive
device of the engine.
To avoid overloading of the engine the charge air pressure and turbine speed
recorded at the shop test should not be exceeded.
At the Power Control Synchronizing (PCS) panel in the engine control room it
is possible to reduce the load by adjusting the setting for maximum MCR
load limit.
Abrasive particles in the fuel oil result in wear of fuel injection pumps and fuel
valve nozzles. Effective treatment of the fuel oil in the purifier can keep the
content of abrasive particles to a minimum. Worn fuel injection pumps will
result in an increase of the index on account of an increased loss in the
pumps due to leakage.
When evaluating operational results, a distinction is to be made between
changes which affect the whole engine (all cylinder units) and changes which
occur in only one or a few cylinders.
Deviations occuring for a few cylinders are, as a rule, caused by malfunction-
ing of individual components, for example a fuel valve with a too low opening
pressure, blocked nozzle holes, wear or other defects, an inlet or exhaust
valve with wrongly adjusted clearance, burned valve seat, etc.
Turbochargers
Fouling of the turbine side of the turbocharger will, in its first phase, manifest
itself in increasing turbocharger revolutions on account of increased gas
velocity through the narrowed nozzle ring area. In the long run, the charging
air quantity will decrease on account of the greater flow resistance through
the nozzle ring, resulting in higher wall temperatures in the combustion
chambers.
Service experience has shown that the turbine side is exposed to increased
fouling when operating on HFO.
The rate of fouling and thereby the influence on the operation of the engine is
greatest for small turbochargers where the flow openings between the guide
vanes of the nozzle ring are relatively small. Deposits occur especially on the
guide vanes of the nozzle ring and on the rotor blades. In the long run, foul-
ing will reduce the efficiency of the turbocharger and thereby also the quan-
tity of air supplied for the combustion of the engine. A reduced quantity of air
will result in higher wall temperatures in the combustion spaces of the
engine.
Detailed information and instructions regarding water washing of the turbo-
charger are given in the instruction manual.
2012-06-20 - en
Description
Fuel valves
Assuming that the fuel oil is purified effectively and that the engine is well-
L27/38
maintained, the operational conditions for the fuel valves and the overhaul
intervals will not normally be altered essentially when operating on HFO.
2 (4) D102D1-02 EN
If, for any reason, the surface temperature of the fuel valve nozzle is lower
than the condensation temperature of sulphuric acid, sulphuric acid conden-

sate can form and corrosion take place (cold corrosion). The formation of sul-
phuric acid also depends on the sulphur content in the fuel oil.
Normally, the fuel nozzle temperature will be higher than the approx. 180°C
at which cold corrosion starts to occur.
Abrasive particles in the fuel oil involve heavier wear of the fuel valve needle,
seat, and fuel nozzle holes. Therefore, abrasive particles are to the greatest
possible extent to be removed at the purification.
Exhaust valves
The overhaul intervals for exhaust valves is one of the key parameters when
the reliability of the entire engine is to be judged. The performance of the
exhaust valves is therefore extremely informative.
Especially under unfavourable conditions, fuel qualities with a high vanadium
and sodium content will promote burning of the valve seats. Combinations of
vanadium and sodium oxides with a corrosive effect will be formed during
combustion. This adhesive ash may, especially in the event of increased
valve tem-peratures, form deposits on the seats. An increasing sodium con-
tent will reduce the melting point and thereby the adhesive temperature of
the ash, which will involve a greater risk of deposits. This condition will be
especially unfavourable when the na/va weight ratio increases beyond 1:3.
The exhaust valve temperature depends on the actual maintenance condition
and the load of the engine.
With correct maintenance, the valve temperature is kept at a satisfactory low
level at all loads. The air supply to the engine (turbocharger/air cooler) and
the maximum pressure adjustment are key parameters in this connection.
It is important for the functioning of the valves that the valve seats are over-
hauled correctly in accordance with our instructions.
The use of rotocaps ensures a uniform distribution of temperature on the
valves.
Air inlet valves

The operational conditions of the air inlet valves are not altered substantially
when using residual fuel.
Fuel injection pumps

Assuming effective purification of the fuel oil, the operation of the fuel injec-
tion pumps will not be very much affected.
The occurrence of increasing abrasive wear of plunger and barrel can be a
consequence of insufficient purification of the fuel oil, especially if a fuel which
contains residues from catalytic cracking is used. Water in the fuel oil increa-
ses the risk of cavitation in connection with pressure impulses occurring at
the fuel injection pump cut-off. A fuel with a high asphalt content has deterio-
2012-06-20 - en
rating lubricating properties and can, in extreme cases, result in sticking of

Description
the fuel injection pump plungers.

L27/38
D102D1-02 EN 3 (4)
Engine room ventilation, exhaust system

Good ventilation of the engine room and suitable location of the fresh air
intake on the deck are important. Sea water in the intake air might involve
corrosive attack and influence the overhaul intervals for the exhaust valves.
The fresh air supply (ventilation) to the engine room should correspond to
approximately 1.5 times the air consumption of the engines and possible
boilers in operation.
Under-pressure in the engine room will involve an increased exhaust temper-
ature level.
The exhaust back-pressure measured after the turbochargers at full load
must not exceed 300 mm water column. An increase in the exhaust back-
pressure will also cause an increased exhaust valve temperature level, and
increased fuel consumption.
2012-06-20 - en
Description
L27/38
Figure 1: Evaluating performance data
4 (4) D102D1-02 EN
Condensate
Condensate
General
Air always holds a certain amount of water. When the air is saturated with
aqueous vapour, the humidity is said to be 100% and there is as much water
in the air as it can absorb without condensing.
The amount of water in kg/kg air can be found from the diagram. The ability
to absorb water depends on the pressure and temperature of the air.
Amount of condensate in charge air receiver

Both higher pressure and lower temperature reduce the ability to absorb
water. A turbocharged diesel engine takes air from the outside, compresses
and cools it.
Then the air can normally not absorb the same amount of water as before.
Condensation of water in the engine’s charge air receiver is consequently
dependent on the humidity and the temperature of the ambient air. To find
out if condensation in the charge air receiver will occur, the diagram can be
used.
Example
Diesel engine 2300 kW
Ambient air condition:
air temperature 35 °C
relative air humidity 90 %
Charge air temperature 50 °C
Charge air pressure 2,6 bar
As a guidance, an air consumption of 7,25 kg/kWh (Le) at full load can be

used for L27/38.
Solution according to diagram see fig. 02.4.
Water content of air (I) 0,033 kg/kg
Max water content of air (II) 0,021 kg/kg
Amount of condensate in charge air receiver:

= (I-II) x Le x P
= (0,033 - 0,021) x 7,25 x 2300 = 205 kg/h
Draining of condensate
The phenomenon will occur on all turbocharged engines.
There is no risk with a small amount of water, but to avoid overfilling of the air
receiver, it must be drained off.
2012-04-17 - en
The drain valve at the bottom of the air cooler housing shall therefore be kept
Description
open.
L27/38
D102E1-01 EN 1 (3)
D102E1-01 MAN Diesel & Turbo
Condensate
Amount of condensate in air tanks

The volume of condensate in the air tank is determined by means of the
curve at the bottom to the right of the diagram, representing an operating
pressure of 30 bar.
Example
Amount of condensate in air tank:
Volumetric capacity of tank (V) 1000 dm³
Temperature in tank (T) 40°C = 313 K
Internal pressure of tank (p) 30 bar =
31x105N/m²
(abs)
Gas constant for air (R) 287 Nm/kg K
Ambient air temperature 35°C
Relative air humidity 90%
Weight of air in tank:

m = (p x V) / (R x T) = (31 x 105 x 1) / (287 x 313) = 34,5 kg
Solution according to above diagram:
Water content of air (I) 0,033 kg/kg
Max water content of air (III) 0,0015 kg/kg
Amount of condensate in air tank:

= (I - III) x m
= (0,033 - 0,0015) x 34,5 = 1,08 kg
2012-04-17 - en
Description
L27/38
2 (3) D102E1-01 EN
Condensate
Figure 1: 02.4 - Nomogram for calculation of condensate amount
2012-04-17 - en
Description
L27/38
D102E1-01 EN 3 (3)
Borescope inspection of cylinder liner
Borescope inspection of cylinder liner

General
In order to check and evaluate the cylinder liner condition, a borescope
inspection is recommended as an easy and efficient method, only by removal
of the fuel injection valve.
Example
Increasing lub oil consumption may be caused by lacquer deposits on the
liner surface. As the honing marks are filled with lacquer, it will result in loss
of lub oil control.
This can normally be detected by a borescope inspection and the necessary
measures can be decided.
Scores, polished areas or water leakage may occur in one cylinder only, and
it is imperative to detect which cylinder has to be opened.
MAN Diesel will be pleased to carry out the borescope inspection.
Figure 1: 02.5 - Borescope

2012-04-17 - en
Description
L27/38
D102F1-01 EN 1 (1)
MAN Diesel & Turbo
3.1 Description
3.2 Work Cards
3.2- EN 1 (1)
MAN Diesel & Turbo M102101-01
Recording of engine performance data
Recording of engine performance data

Safety precautions
Manpower
Number Qualification Duration in h
1 1
Special tools
Plate No. Item No. Note
1 9012-06 - Indicator (Baewert), Handle for indicator
Data
Designation Information
Shoptest report for engine See chapter 00 Data
Replacement and wearing parts

Plate No. Item No. Quantity
- -
Starting Position
Engine running
Procedure
a) Run the engine at MCR load.
b) Stabilise the engine load and keep a straight course.
c) Record the performance data.
d) Compare the data with the engine builder’s shop test report.
To obtain reliable records, the engine observations should be recorded

during calm sea, normal weather conditions and with the ship operated
in normal load condition.
2012-06-25 - en
Work Card
L27/38
M102101-01 EN 1 (1)
MAN Diesel & Turbo
1 General
2 Data [00]
8 Cylinder unit
9 Turbocharger
10 Fuel oil system
Trouble shooting [06]
4- EN 1 (2)
MAN Diesel & Turbo

15 Cooling system
17 Instrumentation
20 Safety equipment
21 Tools
Trouble shooting [06]
2 (2) 4- EN
MAN Diesel & Turbo
4.1 Description
4.1- EN 1 (1)
Starting failures
Starting failures
Air starter does not respond when activating the start switch.
Possible cause Troubleshooting
Empty air recievers. Charge air recievers.
Valve closed. Open air valves.
Solenoid valve on air starter does not Check electrical connections.
receive 24 volt.
Emergency stop activated. De-activate emergency stop.
Turning gear engaged. Disengage the turning gear.
Pinion engages, but does not turn the engine.

Filter at air starter blocked. Clean the filter.
Low air pressure. Raise the air receiver pressure.
Pressure control valve is not working. Dismantle and repair the pressure con-
trol valve.
Air starter works, but the drive shaft does not rotate.
Clutch or drive shaft broken. Dismantle the air starter and repair it.
2012-04-17 - en
Description
L27/38
D106A1-01 EN 1 (1)
Faults in fuel oil system
Faults in fuel oil system

Engine turns, but ignition fails. Fuel pumps are not actuated.
Stop signal to governor. Check if emergency stop is activated.
Overspeedstop tripped. Cancel over speed stop.
Sticking fuel pumps. Dismantle and clean.
Defective governor. See governor manual.
Check rod connection.
Check that fuel pump indexes are equal
on all pumps.
Engine turns, but no fuel is injected owing to failure in fuel system.

Fuel oil service tank empty Pump oil into the tank.
Engine runs, but does not ignite on all cylinders.

Air in fuel system. Start electrical stand-by pump.
Worn-out fuel pump. Change fuel pumps.
Primary pressure too low. Clean fuel filter.
Water in the fuel. Drain off water.
Fuel valves or nozzles defective. Change defective fuel valves.
First ignitions are too violent. Engine runs erratically.

Sluggish movement of the fuel pump ter- Lubricate and mobilize rod connections
minal shaft. and bearings on the terminal shaft.
Fuel pump index too high. Check rod connection from the terminal
shaft. Check that governor is working
properly.
2012-04-17 - en
Description
L27/38
D106B1-01 EN 1 (1)
Disturbances during operation

Exhaust gas temperatures increased on all cylinders.
Increased charging air temperature due Clean air cooler.
to ineffective air cooler.
Fouling of air and gas passages. Clean air and gas passages.
Insufficient cleaning of fuel oil or changed Check separator and fuel filters.
combustion characteristics.
Poor fuel quality. Change fuel.
Exhaust gas temperature increased on one cylinder.

Fuel valve or valve nozzle defective. Overhaul fuel valve.
Leaky exhaust valves. Check the valve clearance
Note: This manifests itself by a rise in the or
exhaust temperature and failing of the change the cylinder head. Pressure test
compression and maximum combustion the cylinder by means of special tool.
pressure of the respective cylinder.
If
Stopping of the engine is not possible or
convenient
Then
The fuel pump of the cylinder concerned
should be put out of operation by mov-
ing the index to stop and locking it in this
position.
Damaged fuel pump cam/ roller. Replace camshaft section and roller.
Crankcase pressure increased.

Blow-by = leaky combustion chamber. Check piston rings.
Blow-by means a serious danger of pis-
ton seizure, and the engine must if possi-
ble be stopped and the piston in ques-
tion pulled. Leaky piston rings will nor-
mally result in heavy excess pressure in
the crankcase.
If
Stopping of the engine is not possible or
convenient.
2012-04-17 - en
Then
Description
The fuel pump of the cylinder concerned

should be put out of operation by mov-
ing the index to stop and locking it in this
L27/38
position.
D106C1-01 EN 1 (3)
Exhaust gas temperature decreases on all cylinders.

Decreased charging air temperature. Check the thermostatic valve in the cool-
ing water system.
Exhaust gas temperature decreases on one cylinder.

Fuel pump plunger is sticking or leaking. Change fuel pump plunger/ barrel
assembly.
Engine speed decreases.

Pressure before fuel pumps too low. Raise fuel oil primary pump pressure to
normal
or
check filter.
Fuel valves defective. Change defective valves.
Fuel injection pumps defective. Change or overhaul.
Water in the fuel. Drain off water from service and settling
tanks. Check fuel oil centrifuge.
Governor defective. See governor manual.
Engine stops.
Shut-down for overspeed. Check fuel pumps.
Check governor.
Check movement of regulating mecha-
nism.
Shut-down for low lubricating oil pres- Check pressostat.
sure. Check lubricating oil filter.
Check lubricating oil pump.
Shut-down for high HT cooling water Check HT system and pump.
temp. — or low HT cooling water pres-
sure.
2012-04-17 - en
Description
L27/38
2 (3) D106C1-01 EN

Smoky exhaust.
Charge air pressure too low. Clean turbine, see turbocharger manual.
Check air supply to engine room.
Air supply too low. Clean air cooler.
Clean air filter.
Clean compressor.
Clean turbine.
Fuel valves or nozzles defective. Check fuel valves.
Rising cooling water temperature.

Thermostat function. Check thermostat.
Defective pumps. Stop the engine and repair the pumps.
Fouled cooler. Clean cooler.
Check whether steam has developed.
Check filling at test cocks.
2012-04-17 - en
Description
L27/38
D106C1-01 EN 3 (3)
Ignition in crankcase
Cause
During running the atmosphere in the crankcase contains the same gases
(N2-O2-CO2) in the same proportions as in the ambient air, but an intense
spray of oil drops is slung around everywhere. If undue friction arises
between sliding surfaces, the heated surface will cause evaporation of the
lubricating oil splashed onto it. When the oil vapours condense, they form a
milky white oil mist which can ignite. Such ignition may be caused by the
same “hot spot” that produced the oil mist. If a large quantity of oil mist has
developed before ignition, the burning may cause considerable pressure rise
in the crankcase, forcing the relief valves to open.
Every precaution should therefore be taken to avoid “hot spots” and discover
oil mist in time.
“Hot spots” in crankcase

Overheating of bearings is a result of inadequate or failing lubricating, possi-
bly caused by pollution of the lubricating oil.
It is therefore important that the lubricating oil filtration equipment is in perfect
condition. Checking of the oil condition by analysis is recommended.
Oil mist in crankcase

The presence of oil mist may be noted at the vent pipe which is fitted at the
aft end of the crankcase or by an oil mist detector.
Measures (in case of white oil mist).
Keep away from doors and relief valves on crankcase. Do not stay
unnecessarily in doorways near the doors of the engine room casing.
1. Stop the engine.

2. Leave the engine room. Shut doors and keep away from them. Make
ready firefighting equipment.
Do not open crankcase until 10 minutes after stopping the engine.

When opening up, keep clear of possible flames. Do not use naked
light and do not smoke.
3. Cut off starting air. Take off all doors on one side of the crankcase. Set
the switch on the operator panel in position LOCAL.
2012-04-17 - en
4. Locate the hot spot. Powerful lamps should be employed at once (in
Description
explosion-proof fittings). Feel over all sliding surfaces.

5. Look for squeezed-out bearing metal and discoloration by heat (blis-
L27/38
tered paint, burnt oil, heated steel).
D106D1-01 EN 1 (2)
6. Prevent further heating, preferably by making a permanent repair. Spe-

cial attention should be paid to ensure lubricating oil supply and the sat-
isfactory condition of the frictional surfaces involved. It is important to

replace or clean the filter candles.
7. Start electrically driven lubricating oil pump and check oil flow from all
bearings and spray pipes in crankcase while turning the engine through
at least two revolutions.
8. Start engine. Look out for oil mist.
Especially the frictional surfaces that caused the heating should be felt over
(5,15 and 30 minutes after starting, and again when full load is obtained).
2012-04-17 - en
Description
L27/38
2 (2) D106D1-01 EN
Faults in cooling water system
Faults in cooling water system

General
The built-on fresh water pumps in the high and low temperature circuits are
of the centrifugal type. They are mounted in the front-end box and are driven
through gearwheels from the crankshaft. The pump bearings are lubricated
automatically with oil from the lubricating oil system of the engine.
Running trouble with the pumps, apart from mechanical faults, is most
often due to leaks in the suction line. It is therefore essential that all
packings and gaskets are in order and that they are renewed when
necessary. Even a tiny hole in the suction line will reduce the pump
capacity.
Oil or water flows out of the telltale holes in the front-end box.
Worn shaft seals. Repair the pump.
The pump does not work after start.

Pump draws in air at suction side. Check gaskets and pipes for tightness.
The system is not filled up. Check the level in the expansion tank.
Air cannot escape on delivery side. Check the venting pipe.
Leaking shaft seal. Check the shaft seal.
Pump capacity drops after normal operation.

Air leakages from shaft seal. Overhaul the shaft seal.
Fouled or worn impeller. Check the impeller.
Pump does not give maximum delivery.

Non-return valve not fully open. Dismantle pump and check the non-
return valve.
Defective seals. Replace the seals.
2012-04-17 - en
Description
Worn impeller and worn wear rings. Overhaul the pump.

L27/38
D106E1-01 EN 1 (1)
Faults in lubricating oil cooler

Visible Leakage
Trouble Possible cause Troubleshooting
Leakage Insufficient tightening. Tighten up the cooler, but not below
(Phase 1) the minimum distance and never
when the plate heat exchanger is
under pressure or over 40°C.
If the cooler is still leaky, proceed to
phase 2.
Leakage Fouled or deformed plates. Inelastic Dismantle the cooler and check if the
(Phase 2) or deformed gaskets. plates are deformed or fouled. Check
that the gaskets are elastic and non-
deformed, and that the faces of the
joints are clean. Replace deformed
plates and gaskets. Before assem-
bling clean all plates and gaskets very
carefully. Assemble the cooler and
start up again.
Note: Even tiny impurities such as
sand grains may cause leakage.
Leakage. Defective gasket. Dismantle the cooler.
(Even after tightening of the plate heat Clean the plates very carefully.
exchanger to minimum dimension) Replace the gaskets.
Assemble the cooler and start up
again.
Leakage. Defective gasket or badly corroded Dismantle the cooler.
(Through the drain holes of the gas- plate. Replace defective plates and gaskets,
kets) if any.
again.
2012-04-17 - en
Description
L27/38
D106F1-01 EN 1 (2)
D106F1-01 MAN Diesel & Turbo
Non-visible leakage
Trouble Possible cause Troubleshooting
Reduced heat transmission and/or Fouled plates or choked plate chan- Dismantle the cooler and check if the
increasing pressure drop. nels. plates are fouled.
Clean the plates very carefully.
again.
Leakage Holes in plates A suspected leakage can be localized
(The fluids get mixed) Corrosion or fatigue fracture. in the following way:
(Phase 1) Remove the complete cooler from the

engine.
Dismantle the cooler and check the
plates very carefully.
Check suspected plates with a dye
penetrant.
Before assembling, clean all plates
and gaskets.
Assemble the cooler and check to
find more defective plates, if any, by
putting one side under press.
Install the cooler on the engine and
start up again.
2012-04-17 - en
Description
L27/38
2 (2) D106F1-01 EN
MAN Diesel & Turbo
1 General
2 Data [00]
8 Cylinder unit
9 Turbocharger
10 Fuel oil system
Frame, bearings, oil pan covers
5- EN 1 (2)
MAN Diesel & Turbo

15 Cooling system
17 Instrumentation
20 Safety equipment
21 Tools
Frame, bearings, oil pan covers
2 (2) 5- EN
MAN Diesel & Turbo
5.1 Description
5.2 Work Cards
5.3 Plates
5.1- EN 1 (1)
Engine frame
Engine frame
General
The engine frame is made of nodular cast iron. Distribution of lubricating oil is
integrated in the frame to reduce the number of pipes to be installed. To
reduce the stresses in the frame, the frame is kept compressed by heavy tie
rods from the main bearing cap to the top of the frame. The tie rods for the
cylinder head are deeply anchored in the frame. Tie rods in each side stabi-
lize the main bearing caps. All tie rods are hydraulically tightened. The engine
frame does not hold any water.
Figure 1: 10.1 - Tie rods in engine frame

2012-04-17 - en
Description
L27/38
D110A1-01 EN 1 (1)
Main bearings
Main bearings
General
Well supported main bearings carry the crankshaft with generously dimen-
sioned journals. The combination of the stiff box design and the carefully bal-
anced crankshaft ensures a smooth and vibration free running engine.
Criteria for replacement of main bearing shells, see Guidance for

replacement of bearings 2043666-4, see chapter 10.
Figure 1: 10.2 - Main bearing

2012-04-17 - en
Description
L27/38
D110B1-01 EN 1 (1)
Resilient mounting
Resilient mounting
General
The engine can be installed resiliently by means of bolted-on brackets and
rubber mounts. These are easy to implement and do not require modification
of the engine except for installation of flexible connections. The highly elastic
rubber coupling between engine and gearbox will permit the radial move-
ments.
Figure 1: 10.3 - Resiliently mounted engine

2012-04-17 - en
Description
L27/38
D110C1-01 EN 1 (1)
MAN Diesel & Turbo
5.1 Description
5.2 Work Cards
5.3 Plates
5.2- EN 1 (1)
Dismantling and mounting of main bearing and guide bearing

Safety precautions
▪ Select local control
▪ Stop lub. oil circulation
▪ Shut-off starting air
▪ Engine stopped
▪ Shut off cooling water
▪ Shut off fuel oil
Manpower
2 1
Special tools
1 9012-05 Turning-out tool lifting handles
1 9012-05 Hydraulic tools
Data

1 1012
1 1410
Starting Position
Engine out of operation.
Dismantling of main bearing

1. Dismantle the crankcase covers on both sides of the engine fore and aft
of the main bearing in question.
2012-08-20 - en
2. Install the hydraulic tool on the side tie rods for the main bearing cap to
be lowered. Loosen and remove the nuts (1), see fig 1. Leave the the
Work Card
rods in to avoid that the main bearing cap drops down when removing
the nuts for the main bearing cap.
L27/38
3. Install the hydraulic tool on the tie rods for the main bearing cap inside
the crankcase. Loosen and remove the nut (2), see fig 1.
M110101-01 EN 1 (5)
M110101-01 MAN Diesel & Turbo
Figure 1: Hydraulic tools mounted on tie rods

4. Install the lifting tool for the main bearing cap, see fig 2.
2012-08-20 - en
Work Card
L27/38
Figure 2: Installing lifting tool on main bearing cap
2 (5) M110101-01 EN
5. Place a tackle above the handles of the two lifting tools. Connect it to
the handle and pull tight to carry the weight of the main bearing cap

and screw the side stay bolts out.
6. Slacken the tackle until the lifting tool is resting against the engine
frame.
7. Remove the lower bearing shell from the bearing cap.
8. Press the tool for turning the upper bearing half out into the lubricating
oil bore in the crank journal, see fig 3.
9. Turn the upper bearing half out by turning the crankshaft.
Figure 3: Using turning-out tool
Mounting of main bearing

2012-08-20 - en
1. Carefully wash the new bearing in diesel fuel to remove the preserva-
tion.
Work Card
2. Add oil to the bearing surface of the upper bearing shell and slide it by
L27/38
hand into position as far as possible. Make sure that the bearing is
placed in the middle of the longitudinal direction of the bearing bore.
M110101-01 EN 3 (5)
3. If the bearing cannot be brought into correct position by hand, the tool
for turning out the bearing can be used to turn in the bearing. Make
sure the joint faces of the bearing shell and the frame are in line.
4. Add oil to the bearing surface of the lower bearing shell and place it in
the main bearing cap. Make sure the joint faces of the bearing shell and
the bearing cap are in line.
5. Add molykote paste to the surface around the hole for the side tie rods
on the main bearing cap.
6. Lift the bearing cap into position by means of the tackle and screw the
side studs in by hand. Add some liquid sealing compound to the nuts
to seal against the frame and screw on the nuts but do not tighten.
7. Fit the nuts on the tie rods for the main bearing cap in the crankcase.
8. The lifting tool for the main bearing cap can now be removed.
9. Install the hydraulic tools on the side tie rods and tighten with a pres-
sure of 400 bar and turn the nuts against the frame.
10. Install the hydraulic tool on the tie rods for the main bearing cap in the
crankcase and tighten with a pressure of 1200 bar and turn the nuts
against the bearing cap.
11. Release the pressure completely and rise the pressure once again to
1200 bar and turn the nuts against the bearing cap.
12. Release the pressure and remove the hydraulic tools.
13. The hydraulic tool on the side tie rods is now pressurized to 1200 bar
and the nuts are turned against the engine frame.
14. Release the pressure completely and rise the pressure once again to
1200 bar and turn the nut against the engine frame.
15. Release the pressure and remove the hydraulic tools.
Dismantling of guide bearing, fig 4

All 4 thrust ring halves are identical.
Check or replacement of the thrust rings is carried out, when checking or
replacing the aft main bearing.
Before lowering the aft main bearing cap, as described under “Dismantling of
main bearing”, the crankshaft must be moved a little axially to make sure
there is no axial force on the fore or aft thrust rings.
2012-08-20 - en
Work Card
L27/38
4 (5) M110101-01 EN

Figure 4: Guide bearing
Dismantling of thrust rings

1. When lowering the main bearing cap, care must be taken that the lower
thrust rings do not drop into the oil pan.
2. The fore and aft upper thrust rings have come down a little at the same
time as the main bearing cap was low ered and can easily be turned
out while the main bearing cap is resting in the lifting tools.
Installation of thrust rings

1. The upper fore and aft thrust rings can easily be turned in if the crank-
shaft is in the right axial position.
2. Leave the two halves hanging over the main journal with the joint faces
in horizontal position.
3. Add some grease to the back of the lower thrust rings and place the
thrust rings on the main bearing cap. Make sure the guide fl aps are
located in the grooves machined in the bearing cap.
4. Lift the bearing cap and assemble as described under “Mounting of
main bearing”.
2012-08-20 - en
Work Card
L27/38
M110101-01 EN 5 (5)
Functional test of crankcase safety relief valves

Safety precautions
▪ Engine stopped
Manpower
1 1/4
Special tools
Data

1 1014
Starting Position
Functional testing
Functional testing of the crankcase safety relief valves cannot be performed
during operation of the engine, but it must be checked during overhauls that
the valve flap is movable
When painting
When painting the engine, take care not to block up the safety relief valves
with paint.
Check of opening pressure

2012-08-20 - en
To check the proper opening pressure, see fig 1.

Work Card
L27/38
M110102-01 EN 1 (2)
Figure 1: Cover with relief valve

1. Remove the relief valve cover from the engine.
2. Place the cover on the floor with the pressure area upwards.
3. Apply a weight of 26.5 kg on the pressure area. The relief valve must
open under this pressure.
4. Remount the relief valve cover on the engine.
If the safety relief valves are actuated, the engine must be stopped
immediately, and it must not be restarted until the cause and the fault
are detected.
2012-08-20 - en
Work Card
L27/38
2 (2) M110102-01 EN
Criteria for replacement of connecting rod big-end and main bearing shells
Criteria for replacement of connecting rod big-end and main

bearing shells
Safety precautions
Manpower
1 1/4
Special tools
Data
Weights of main compo-
nents
Starting Position
Bearing sheels removed from bearing, see work card 10 101 or 16 110
General
This paper gives information about the evaluation of the connecting rod big-
end and, main bearing shells when wear appears on the running surface
under normal operating conditions.
Bearing damages caused by incorrect running conditions, like
▪ Scoring of the runnning surface due to foreign particles in the lubricating
oil
▪ Cavitation
▪ Corrosion
▪ Overloading, overheating a. s. o.
are not described in this paper.
In these cases, the bearing shells must be exchanged, of course, and in
order to avoid further bearing failures, the cause of the failure must be found
and eliminated.
2012-04-17 - en
Work Card
L27/38
M110103-01 EN 1 (8)
bearing shells
Criteria for replacement of the bearing shells

The running surface if new bearings consists of approx. 75% electroplated
overlay and approx. 25% aluminium alloy ridges.
First signs of running surface wear on the electroplated running layer. The
overlay in the grove is worn down by a few 1/1000 mm.
As wear increases, the difference between the aluminium alloy ridges and the
overlay remains more or less the same, at approx. 0.005 mm.
For precise evaluation of the degree of wear of the running surface, a magni-
fying glass (minimum magnification 5x) is necessary.
Under the magnifying glass, the overlay appears as a dark area, and the alu-
minium alloy ridge as a light area.
The ratio of the aluminium alloy ridge width to the groove width, as well as
the size of the worn surface, are the most important criteria for evaluating the
degree of wear of the Rillenlager.
The Rillenlager can still function when the overlay in the grooves has partly
worn away. In actual practice it has been proven that the bearing shell can
continue to function without any ill effects, even with partially empty grooves.
When evaluating the condition of the grooves, the running surface in the area
subject to the lowest load (condition of groove generally as new) should be
used as a point of comparison.
The condition of the Bearing shell evaluated according to six different cate-
gories:
1.1 Reuse possible
1.2 Reuse possible
2.1 Wear
2.2 Borderline case - wear and local levelling of the ridges
3.1 Cracks in the running layer
3.2 Borderline case - cracks in overlay, empty grooves
2012-04-17 - en
Work Card
L27/38
2 (8) M110103-01 EN

bearing shells
1.1 Reuse possible
Condition: Geometry of the groove is as Evaluation: The ratio between the alumin-
new. The overlay inside the groove is ium alloy ridges and the overlay is 25%
intact. The dark points are predominantly to 75%. Reuse possible.
embedded oil coke particles.
Condition: The overlay in the grooves has Evaluation: As a result of overlay wear,
worn through uniformly by about 0.005 the aluminium alloy ridges appear slightly
mm. The aluminium alloys ridges show wider. Reuse possible.
no sign of wear. The dark points are pre-
dominantly embedded oil coke particles.
2012-04-17 - en
Work Card
L27/38
M110103-01 EN 3 (8)
bearing shells
1.2 Reuse possible
Condition: Small foreign particles spread Evaluation: Reuse of shell is possible,

over the entire surface. No significant since foreign particles are embedded in
alteration of the aluminium alloy ridges. the grooves.
Condition: The overlay has been locally Evaluation: Reuse of shell is possible!
dragged and smeared over the alumi-
nium alloy ridges. The aluminium alloys
ridges can no longer be seen in some
places.
2012-04-17 - en
Work Card
L27/38
4 (8) M110103-01 EN

bearing shells
2.1 Wear
Condition: The bearing has in some places been worn down to such an extent that
the aluminium alloy ridges and the overlay grooves have reached a ratio of 1:1. The
width of the aluminium ridges has increased from25% (when new) to 50%.Some
overlay still exists in the grooves.
Evaluation: The bearing is functional. If a wear condition as depicted in 2.2 is antici-

pated within the next service interval, then the bearing should be replaced for safety
reasons.
2012-04-17 - en
Work Card
L27/38
M110103-01 EN 5 (8)
bearing shells
2.2 Borderline case - wear and local levelling of the ridges
Condition: Bearing material webs are locally worn.
Evaluation: when the level of wear as defined above is reached, the bearing needs
to be replaced.
2012-04-17 - en
Work Card
L27/38
6 (8) M110103-01 EN

bearing shells
3.1 Cracks in the running layer
Condition: Fatigue of the electroplated overlay due to local overload.
Evaluation: The bearing is functional. If a condition as depicted in 3.2 is anticipated

within the next service interval, then the bearing should be replaced for safety rea-
sons.
2012-04-17 - en
Work Card
L27/38
M110103-01 EN 7 (8)
bearing shells
3.2 Borderline case - cracks in overlay, empty grooves
Condition: Fatigue of the electroplated overlay due to local overload.
Evaluation: When a condition as defined above is reached, the bearing needs to be

replaced.
2012-04-17 - en
Work Card
L27/38
8 (8) M110103-01 EN

bearing shells
Safety precautions
▪ Engine stopped
Manpower
1 1/4
Special tools
Data
nents
Starting Position
Bearing sheels removed from bearing, see work card 10 101 or 16 110
General
This Work card gives information about the evaluation of the connecting rod
big-end and main bearing shells when wear appears on the running surface
under normal operating conditions.
Bearing damages caused by incorrect running conditions, like
• Corrosion
• Overloading, overheating a. s. o. are not described in this Work card.
In these cases, the bearing shells must be exchanged, of course, and in
2012-08-28 - en
order to avoid further bearing failures, the cause of the failure must be found
and eliminated.
Work Card
L27/38
M110103-02 EN 1 (7)
bearing shells
Inspection and replacement criteria for aluminium tin bi-metal bearings

Compared with overlay plated, or tri-metal, bearing construction, aluminium
tin bi-metal bearings have a homogeneous construction throughout the lining
layer. Thus surface wear will never change the operating characteristics of
the bearing unless the lining is completely removed. The lining thickness is
typically of the order of 0.4 to 1.0 mm for medium speed diesel engine bear-
ings. This level of thickness would not be lost by conventional wear and
would only be removed by virtue of major operating problems causing high
temperature generation at the bore surface, or by fatigue.
Figure 1: Suction cavitation erosion due to high clearance

Although conventional wear will never change the properties of the surface of
the lining, the resulting increase in clearance can have several effects. These
will all limit the acceptable level of wear, regardless of the lining material. The
oil flow requirement through the bearing will increase, and ultimately the
capacity of the engine oil pump will be reached. Hydrodynamic oil film forma-
tion is also a function of clearance, very large values resulting in reduction of
film thickness. Additionally, as clearance increases, all bearing materials
become more prone to suction cavitation erosion.
Under normal engine operating conditions, surface wear of unplated tin-
based aluminium alloy bearing alloys, such as A20 & A104, should be negli-
gible. The surface hardness is significantly higher than overlay plated (tri-
metal) bearings and affords as much reduced wear rate.
2012-08-28 - en
Work Card
L27/38
Figure 2: A104 bearing after 22,000 hours. Can refit.
2 (7) M110103-02 EN
The bedding-in process will produce a moderate initial wear rate, while geo-
metric inaccuracies in crank journals, housings and the bearings themselves

bearing shells
are being accomodated. Once bedding-in is completed, wear rate usually
becomes immeasurable.
Direct measurement of bearing wall thickness is the simplest way of assess-
ing the level of wear. The most common procedure would be to use a ball
ended micrometer. However, at the low levels of wear that will usually occur,
measurement inaccuracy can mask the true wear rate, but since it is only
gross wear that will become the limitation, this method is acceptable. It
should be noted that some bearings are deliberately bored eccentric to
counter housing distortion, and this must be taken into account when
assessing wall thickness measurements. Alterna- tively, Plastigauge, or other
soft material, may be used for direct measurement of diametral clearance.
The engine manufacturers’ advice on maximum diametral clearance
shouldbe sought. If no such advice is available, a general rule is that the
maximum clearance should not increase by more than 50% of the minimum
design clearance.
Figure 3: Acceptable level of contaminant. Can refit.

A significant rate of wear would only be anticipated under severe adverse
conditions, most commonly where oil entrained hard debris is present. Fine
debris would be evidenced by an abraded appearance of the bore surface,
while coarse debris would produce deep scoring with raised edges, often
polished an eventually bedded-in. Large debris may not become completely
embedded in the lining material, and would also score the shaft. Severe
scoring of the bearing could cause overheating, tin melt and eventually seiz-
ure. However, aluminium tin bearing materials, such as A20 and A104, are
tolerant of a significant level of contaminant, and can absorb it without detri-
ment, and such bearings can be refitted.
Replacement frequency for un-plated bi- metal bearings depends upon vis-
2012-08-28 - en
ual appearance and/or operating time. If, on removal and examination, the
bore surface appears overheated, significantly scored, debris contaminated
Work Card
or showing other signs of distress, then the bearings should be renewed. It is

often the case that bearings operate satisfactorily even though damaged,
L27/38
particularly if the damage progresses slowly. However, if such parts are refit-
ted after inspection or overhaul they may be less tolerant to slight geometric
variations introduced during the rebuild.
M110103-02 EN 3 (7)
bearing shells
Figure 4: Multiple scoring due to excessive fine debris. Do not refit.

If significant debris has been present in the oil, over a long time interval, dif-
ferential wear of the crank surface may have occurred. This is termed cam
wear and is characterised by wear or wiping of the bearing surface between
the ends of partial grooves. If this is evident, the bearings should be
replaced, and the differential wear of the crank surface eliminated.
Any indication of loss of lining is an obvious reason not to refit the bearings.
However, the cause for such damage should be investigated, and corrected
where possible. The two most likely causes are fatigue and cavitation ero-
sion. Provided the engine has been running at its design rating, fatigue
should not occur unless some introduced defect is present. Possibilities
include oil or debris trapped between the bearing and its housing, mechani-
cal damage to the housing bore, the bearing back or bearing bore, or lack of
support behind the bearing.
Figure 5: Large embedded debris. Do not refit.

Aluminium tin bearings are resistant to corrosion in a normal engine environ-
ment, but can suffer damage due to water if the engine has been shut down
for a long time. If all the oil has drained away, the bore surface and bond
lines can oxidise. Such bearings should not be refitted.
2012-08-28 - en
Work Card
L27/38
4 (7) M110103-02 EN

bearing shells
Figure 6: Cam wear. Do not refit.
Figure 7: Carbonised oil behind bearing, causing overloading Do not refit.

As with any bearing material, if the interface between the bearing back and
the housing bore shows signs of fretting, the bearing should be renewed,
and any damage to the housing rectified. Even if the bearing bore surface
has not been damaged, refitting in such a condition may still result in later
damage.
If bearings are in otherwise good condition, they should be checked for the
presence of positive free-spread before refitting. Some loss of freespread is
normal, but bearings without positive freespread, possibly caused by high
temperature operation, cannot be refitted correctly and must be discarded.
Such bearings would have continued to operate successfully had the assem-
bly not been dismantled, as freespread loss only occurs when the clamping
2012-08-28 - en
bolts are released.

Work Card
L27/38
M110103-02 EN 5 (7)
bearing shells
Figure 8: Lack of support behind bearing back results in fatigue in the bore.
Figure 9: Carbonised oil behind bearing, causing overloading Do not refit.

2012-08-28 - en
Work Card
L27/38
6 (7) M110103-02 EN
2012-08-28 - en
MAN Diesel & Turbo
M110103-02 EN
Figure 10: Fitting on bearing back. Do not refit.
Work Card Criteria for replacement of connecting rod big-end and main
L27/38 bearing shells
7 (7)
M110103-02
MAN Diesel & Turbo
5.1 Description
5.2 Work Cards
5.3 Plates
5.3- EN 1 (1)
2013-02-27 - en
MAN Diesel & Turbo
Plate Lubricating oil pan

P11010-01-L2738-P
1 (2)
P11010-01-L2738-P
P11010-01-L2738-P MAN Diesel & Turbo
Pos. No. Qty Item designation

Lubricating oil pan
A3 Hexagon screw
A6 Magnetic rod
A7 Washer
A8 Hexagon nuts,self-locking
1 Oil pan, assembly
10 Hexagon bolt
11 Hexagon screw
12 Hexagon screw
14 Magnetic rod, complete
15 Hexagon screw
18 Packing-silicone
2 Flange
3 Gasket
4 Spring washer
5 Hexagon screw
6 Flange
7 Gasket
8 Spring washer
9 Hexagon nut
P11010-01-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo

P11010-02-L2738-P
1 (2)
P11010-02-L2738-P

Lubricating oil pan
2 Gasket
3 Pipe for dipstick
4 Dipstick
P11010-02-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo

P11010-03-L2738-P
1 (2)
P11010-03-L2738-P

Lubricating oil pan
1 Oil pan(dry sump), complete

10 Blank flange
11 Hexagon screw
12 Spring washer
13 Hexagon nut
5 Packing rings
6 Blank flange
7 Spring washer
8 Hexagon screw
9 Packing ring
P11010-03-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Frame
P11012-01-L2738-P
1 (4)
P11012-01-L2738-P

Frame
A1 Main bearing (set)

A11 Main bearing shell, upper
A12 Main bearing shell, lower
A2 Thrust ring
B1 Bearing bush, injec. pump camshaft
C1 Bearing bush, valve camshaft
40 Main bearing
42 Main bearing
45 O-ring, viton 70, Ø66.27xØ3.53
46 Tierod, main bearing cap, m39x2
47 Cap nut, m39x2
48 Nut m39x2
49 Cylindrical pin, din 7 12m6x28 st
50 Tierod, main bearing bracing, m30x2
51 Nut m30x2
52 Plug screw, din 908 m60x2 st
53 Copper ring
54 Plug screw, din 908 m36x1.5 st
55 Sealing ring, din 7603 a36x42 cu
57 Plug screws
58 Gasket, din 7603 a14x18 cu
63 Tierod, cyl. head, m39x2
64 O-ring, viton 70, Ø40.64xØ5.33
65 Ring
66 Nut m39x2
66A Protection cap
66_A Protection cap
70 Cover with spray-nozzle
71 O-ring, viton 70, Ø100.97xØ5.33
73 Spring washer
74 Stud, din 835 m16x90ri 10.9
75 Nut din 6331 - m16
77 Connecting piece, komplett
78 O-ring, viton 70, Ø21.82xØ3.53
79 Hexagon bolt
80 Cylindrical pin
81 Spring pin
85 Cover
P11012-01-L2738-P
2013-02-27 - en
Plate
2 (4)
2013-02-27 - en
MAN Diesel & Turbo
Plate Frame
P11012-01-L2738-P
3 (4)
P11012-01-L2738-P

Frame
86 Hexagon screw
87 Lock washer
90 Spray-nozzle, ass.
91 O-ring, viton 70, Ø24.99xØ3.53
93 Protection cap, e 643 a27x45
95 Glue loctite 270
96 Packing-silicone paste
P11012-01-L2738-P
2013-02-27 - en
Plate
4 (4)
2013-02-27 - en
MAN Diesel & Turbo
Plate Covers on frame

P11014-01-L2738-P
1 (4)
P11014-01-L2738-P

Covers on frame
1 Cover
10 O-ring
11 Cover
12 O-ring
13 Cover with relief valve, compl.
14 O-ring
15 Cover, intermediate gear wheel, b
16 O-ring
18 O-ring
2 O-ring
21 Hexagon socket head cap screw
22 Washer
23 Hexagon screw
24 Spring washer
25 Warning sign,crankcase,danish
26 Rivet, 3/8" no. 8
3 Crankcase venting
4 O-ring
5 Cover, injec. camshaft gear wheel
51 Cover
54 Washer
6 O-ring
7 Cover, gear wheel, a-side
8 O-ring
85 Cover
86 Hexagon screw
87 Spring washer
9 Cover, crank case aft, w. handle
A1 Cover
A10 Self-locking hexagon nuts
A11 Washer
A2 Valve flap f. safety valve
A3 O-ring, viton, Ø5,7xØ119,5
A4 Spring
A6 Distance pipe
A7 Housing for relief valve
A9 Coach bolt, m10 x 140 mm
L Oil separator, mounting
P11014-01-L2738-P
2013-02-27 - en
Plate
2 (4)
2013-02-27 - en
MAN Diesel & Turbo

P11014-01-L2738-P
3 (4)
P11014-01-L2738-P

Covers on frame
L2 Cover for oil separator

L3 Hexagon screw
L4 Insert
L5 Gasket for oil separator
P11014-01-L2738-P
2013-02-27 - en
Plate
4 (4)
2013-02-27 - en
MAN Diesel & Turbo

P11014-02-L2738-P
1 (4)
P11014-02-L2738-P

Covers on frame
1 Cover
11 Cover
12 O-ring
13 Cover with h rbiger valve, compl.
15 O-ring
16 O-ring
18 O-ring, viton 70, Ø21.82xØ3.53
2 O-ring
22 Washer
23 Hexagon screw
24 Spring washer
26 Rivet, 3/8" no. 8
3 Crankcase venting, complete
4 O-ring
51 Cover
54 Washer
8 O-ring
85 Cover
86 Hexagon screw
87 Spring washer
A1 Cover for h rbiger valve, compl.
A2 Relief valve, h rbiger
A4 Spring washer
A5 Hex.socket head cap screw
A8 Washer
L1 Cover, valve camshaft gear wheel
L2 Stud
L3 Locking fluid, 50 cm3
L4 Spring washer
L5 Lub. oil separator
L6 Hexagon nut
P11014-02-L2738-P
2013-02-27 - en
Plate
2 (4)
2013-02-27 - en
MAN Diesel & Turbo

P11014-02-L2738-P
3 (4)
P11014-02-L2738-P

Covers on frame
1 Cover
11 Cover
12 O-ring
13 Cover with h rbiger valve, compl.
15 O-ring
16 O-ring
18 O-ring, viton 70, Ø21.82xØ3.53
2 O-ring
22 Washer
23 Hexagon screw
24 Spring washer
26 Rivet, 3/8" no. 8
4 O-ring
51 Cover
54 Washer
8 O-ring
85 Cover
86 Hexagon screw
87 Spring washer
A1 Cover for h rbiger valve, compl.
A2 Relief valve, h rbiger
A4 Spring washer
A8 Washer
L2 Stud
L4 Spring washer
L6 Hexagon nut
P11014-02-L2738-P
2013-02-27 - en
Plate
4 (4)
2013-02-27 - en
MAN Diesel & Turbo

P11014-03-L2738-P
1 (4)
P11014-03-L2738-P

Covers on frame
1 Cover
11 Cover
12 O-ring
15 O-ring
16 O-ring
18 O-ring, viton 70, Ø21.82xØ3.53
2 O-ring
22 Washer
23 Hexagon screw
24 Spring washer
26 Rivet, 3/8" no. 8
4 O-ring
51 Cover
54 Washer
8 O-ring
85 Cover
86 Hexagon screw
87 Spring washer
A1 Cover
A2 Relief valve, h rbiger 173 evn
A4 Spring washer
A8 Washer
L2 Stud
L4 Spring washer
L6 Hexagon nut
P11014-03-L2738-P
2013-02-27 - en
Plate
2 (4)
2013-02-27 - en
MAN Diesel & Turbo

P11014-03-L2738-P
3 (4)
P11014-03-L2738-P

Covers on frame
1 Cover
11 Cover
12 O-ring
15 O-ring
16 O-ring
18 O-ring, viton 70, Ø21.82xØ3.53
2 O-ring
22 Washer
23 Hexagon screw
24 Spring washer
26 Rivet, 3/8" no. 8
4 O-ring
51 Cover
54 Washer
8 O-ring
85 Cover
86 Hexagon screw
87 Spring washer
A1 Cover
A2 Relief valve, h rbiger 173 evn
A4 Spring washer
A8 Washer
L2 Stud
L4 Spring washer
L6 Hexagon nut
P11014-03-L2738-P
2013-02-27 - en
Plate
4 (4)
2013-02-27 - en
MAN Diesel & Turbo
Plate Front end box

P11016-01-L2738-P
1 (4)
P11016-01-L2738-P

Front end box
20 Intermediate piece
21 O-ring
22 O-ring
25 Hexagon bolt
26 Hexagon bolt
A1 Front end box-press.tested incl.item a2,a3,a4,a5
A10 Cover, small pto
A11 Hexagon screw
A12 Spring washer
A15 Cover
A16 Hexagon screw
A17 Spring washer
A2 Closing screw
A20 Cover, front end box
A21 Hexagon screw
A22 Spring washer
A28 Bleeding, complete
A29 Hexagon socket head cap screw
A3 O-ring
A4 Plug screw
A5 Gasket
A7 Cover, oil filter
A8 Hexagon screw
A9 Spring washer
B1 Casing for bleeding
B2 Screw
B3 Washer
B4 Retaining ring for shaft
B5 O-ring
B6 Gasket
P11016-01-L2738-P
2013-02-27 - en
Plate
2 (4)
2013-02-27 - en
MAN Diesel & Turbo
Plate Front end box

P11016-01-L2738-P
3 (4)
P11016-01-L2738-P

Front end box
21 O-ring
22 O-ring
25 Hexagon bolt
26 Hexagon bolt
A1 Front end box-press.tested incl.item a2,a3,a4,a5
A10 Cover, small pto
A11 Hexagon screw
A12 Spring washer
A15 Cover
A16 Hexagon screw
A17 Spring washer
A2 Closing screw
A20 Cover, front end box
A21 Hexagon screw
A22 Spring washer
A28 Bleeding, complete
A3 O-ring
A4 Plug screw
A5 Gasket
A7 Cover, oil filter
A8 Hexagon screw
A9 Spring washer
B1 Casing for bleeding
B2 Screw
B3 Washer
B4 Retaining ring for shaft
B5 O-ring
B6 Gasket
P11016-01-L2738-P
2013-02-27 - en
Plate
4 (4)
2013-02-27 - en
MAN Diesel & Turbo
Plate Covers on aft end

P11018-01-L2738-P
1 (4)
P11018-01-L2738-P

Covers on aft end
1 Aft end box, machined

10 O-ring, viton 70, Ø100.97xØ5.33
12 Spring washer
13 Closing screw, m80x2
14 O-ring, viton 70, Ø85.32xØ3.53
15 Plug screw, din908 m48x1.5 st
2 Hexagon bolt
20 Housing
21 O-ring, nbr3-70, man 356 658.88x7
22 Hexagon screw
23 Spring washer
25 Oil sealing ring
26 O-ring, viton 70, Ø417,96xØ7,0
3 Screw
30 Dead centre pointer
31 Hexagon screw
32 Spring washer
35 Cover, not timing arr.
36 Hexagon screw
37 Spring washer
4 Closing piece(long)
40 Cover (if no fuel oil prim. pump)
41 Hexagon screw
42 Spring washer
43 Plug screw
44 Cu-gasket, Ø16,2/20*1,5
46 Plug screw
5 O-ring, viton 70, Ø100.97xØ5.33
6 O-ring, viton 70, Ø81.92xØ5.33
8 Spring washer
9 Closing piece(short)
P11018-01-L2738-P
2013-02-27 - en
Plate
2 (4)
2013-02-27 - en
MAN Diesel & Turbo
Plate Covers on aft end

P11018-01-L2738-P
3 (4)
P11018-01-L2738-P

Covers on aft end
1 Aft end box, machined

10 O-ring, viton 70, Ø100.97xØ5.33
12 Spring washer
13 Closing screw, m80x2
14 O-ring, viton 70, Ø85.32xØ3.53
15 Plug screw, din908 m48x1.5 st
2 Hexagon bolt
20 Housing
21 O-ring, nbr3-70, man 356 658.88x7
22 Hexagon screw
23 Spring washer
25 Oil sealing ring
26 O-ring, viton 70, Ø417,96xØ7,0
3 Screw
30 Dead centre pointer
31 Hexagon screw
32 Spring washer
35 Cover, not timing arr.
36 Hexagon screw
37 Spring washer
4 Closing piece(long)
41 Hexagon screw
42 Spring washer
43 Plug screw
44 Cu-gasket, Ø16,2/20*1,5
46 Plug screw
5 O-ring, viton 70, Ø100.97xØ5.33
8 Spring washer
9 Closing piece(short)
P11018-01-L2738-P
2013-02-27 - en
Plate
4 (4)
MAN Diesel & Turbo
1 General
2 Data [00]
8 Cylinder unit
9 Turbocharger
10 Fuel oil system
Crankshaft, flywheel, turning gear
6- EN 1 (2)
MAN Diesel & Turbo

15 Cooling system
17 Instrumentation
20 Safety equipment
21 Tools
Crankshaft, flywheel, turning gear
2 (2) 6- EN
MAN Diesel & Turbo
6.1 Description
6.2 Work Cards
6.3 Plates
6.1- EN 1 (1)
Crankshaft and main bearings

The crankshaft, which is a one-piece forging, is suspended in underslung
bearings. The main bearings are coated with a running layer. To attain a suit-
able bearing pressure and vibration level the crankshaft is provided with
counterweights, which are attached to the crankshaft by means of two
hydraulic screws.
At the flywheel end the crankshaft is fitted with a gear wheel which, through
two intermediate wheels, drives the camshafts.
Also fitted here is a coupling flange for the connection of an alternator. At the
opposite end (front end) there is a gear wheel connection for lube oil and
water pumps.
Lubricating oil for the main bearings is supplied through holes drilled in the
engine frame. From the main bearings the oil passes through bores in the
crankshaft to the big-end bearings and thence through channels in the con-
necting rods to lubricate the piston pins and cool the pistons.
2012-06-21 - en
Description
L27/38
Figure 1: Crankshaft
D112A1-02 EN 1 (1)
Vibration damper
Vibration damper
Vibration damper
A vibration damper is mounted on the crankshaft to limit torsional vibrations.
The damper consists of a primary and a secondary part. Between these,
groups of leaf spring packs are arranged, which are clamped at their outer
ends.
These spring packs form, together with the primary and secondary mem-
bers, chambers which are filled with oil. If the exterior member vibrates in
relation to the inner member, the leaf springs are bent and force oil from one
chamber into another, retarding the relative movement of the two parts and
thus damping the torsional vibration. In order to protect the leaf springs
against overloading, their deflection is limited by buffers.
The elasticity is determined by careful choise of the leaf springs, the damping
factor by the gap between primary and secondary members.
2012-06-21 - en
Description
L27/38
D112B1-02 EN 1 (1)
MAN Diesel & Turbo
6.1 Description
6.2 Work Cards
6.3 Plates
6.2- EN 1 (1)
Recording of crankshaft deflection

Safety precautions
▪ Engine stopped
Manpower
2 1
Special tools
1 9012 Crankshaft deflection gauge
Data
Crankshaft deflection

1 9012
Starting Position
Engine stopped. Turning gear engaged.
Procedure
a) Remove the side covers from the crank casing.
b) Turn the crankshaft to bring the crank web for cylinder no 1 to position
X, see fig 1.
2012-08-21 - en
c) Place the dial gauge in the punch marks in the counterweight, see fig
1.
Work Card
d) Adjust the dial gauge to 0.

L27/38
e) Turn the crankshaft to position P, T, S and Y and read the dial gauge
in each position and fill in the form Checking of Main Bearing Align-
ment (Autolog).
M112101-02 EN 1 (2)
f) Repeat the procedure on the remaining crank webs.

g) Compare the values to earlier values taken after the sea trial.
h) Please contact us if the values exceed the values shown in this Work-
ing Card.
Figure 1: Placing of dial gauge
2012-08-21 - en
Work Card
L27/38
2 (2) M112101-02 EN
MAN Diesel & Turbo
6.1 Description
6.2 Work Cards
6.3 Plates
6.3- EN 1 (1)
2013-02-27 - en
MAN Diesel & Turbo
Plate Crankshaft
P11210-01-L2738-P
1 (2)
P11210-01-L2738-P

Crankshaft
0 Crankshaft with counter weights excl. item 30-36

30 Gear wheel, crankshaft, aft
31 Cylindrical pin
32 Intermediate flange for flywheel
35 Stud, flywheel
36 Nut
A1 Crankshaft
A10 Counter weight for crankshaft
A11 Stud for counter weight
A12 Cylindrical pin
A13 Spring pin
A14 Nut
P11210-01-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Crankshaft
P11210-02-L2738-P
1 (2)
P11210-02-L2738-P

Crankshaft
A01 Crankshaft
A10 Counter weight for crankshaft
A11 Stud for counter weight
A12 Cylindrical pin
A13 Spring pin
A14 Nut
000 Crankshaft with counter weights excl. item 30-36
030 Gear wheel, crankshaft, aft
031 Cylindrical pin
032 Intermediate flange for flywheel
034 Pin
035 Stud, flywheel
036 Nut
P11210-02-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Power take off

P11212-01-L2738-P
1 (2)
P11212-01-L2738-P

Power take off
1 Power take off, small, conical shaft end

5 O-ring
A1 Housing, pto
A10 Cover for pto
A11 Oil sealing ring
A13 Gear wheel for pto
A14 Washer
A15 Hexagon screw
A17 Key
A18 Spring pin
A2 Retaining ring for boring
A20 Silicone elastomer paste
A3 Supporting disc
A4 Deep groove ball bearing
A5 Cyl. roller bearing
A6 Sleeve
A7 Supporting disc
A8 Retaining ring for shaft
A9 Shaft for pto, conical
P11212-01-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo

P11212-02-L2738-P
1 (4)
P11212-02-L2738-P

Power take off
1 Sleeve bearing, flange-mounted

2 Oil discharge pipe
3 O-ring
5 O-ring
6 Plug screw, Ø5 bore hole
7 Connecting piece
8 O-ring
9 Cover, 100% front pto
10 Pto shaft l27/38
12 Distance pipes
14 Spring pin
19 Hexagon screw for lock. wire
21 Locking wire
26 Glue loctite 577
P11212-02-L2738-P
2013-02-27 - en
Plate
2 (4)
2013-02-27 - en
MAN Diesel & Turbo

P11212-02-L2738-P
3 (4)
P11212-02-L2738-P

Power take off
1 Sleeve bearing, flange-mounted

2 Oil discharge pipe
3 O-ring
5 O-ring
6 Plug screw, Ø5 bore hole
7 Connecting piece
8 O-ring
9 Cover, 100% front pto
10 Pto shaft l27/38
12 Distance pipes
14 Spring pin
21 Locking wire
26 Glue loctite 577
P11212-02-L2738-P
2013-02-27 - en
Plate
4 (4)
2013-02-27 - en
MAN Diesel & Turbo
Plate Flywheel
P11216-01-L2738-P
1 (2)
P11216-01-L2738-P

Flywheel
1 Flywheel
2 Toothed rim, 2-part
2A Toothed rim, 5-part
4 Ring
P11216-01-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Turning gear

P11220-01-L2738-P
1 (2)
P11220-01-L2738-P

Turning gear
1 Turning gear
A1 Flange bearing
A10 Spur wheel
A11 Washer
A12 Hexagon nut
A15 Support
A2 Grease nipples
A20 Nut
A4 Shaft
A5 Spring
A6 Spring
A7 Sliding piece
A8 Stop piece
P11220-01-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Turning gear

P11220-02-L2738-P
1 (2)
P11220-02-L2738-P

Turning gear
14 Worm gear with shaft (item a1, a2, a3)

15 Spur wheel (pinion)
16 Washer
17 Hexagon nut
18 Worm
19 Angular contact ball bearing,single
20 Shaft sealing ring
23 O-ring
3 O-ring
6 Handle knob
A1 Shaft
A2 Key
A3 Worm gear
P11220-02-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Turning gear

P11220-03-L2738-P
1 (2)
P11220-03-L2738-P

Turning gear
14 Worm gear with shaft (item a1, a2, a3)

15 Spur wheel (pinion)
16 Washer
17 Hexagon nut
18 Worm
19 Angular contact ball bearing,single
20 Shaft sealing ring
23 O-ring
3 O-ring
36 Key
37 Worm gear motor, 0.55kw
6 Handle knob, gn 613-10-a
A1 Shaft
A2 Key
A3 Worm gear
P11220-03-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Turning gear

P11220-05-L2738-P
1 (2)
P11220-05-L2738-P

Turning gear
003 Turning gear, manual drive, complete (a1 - a53)

005 Stud screw
006 Nut
A3 Counter nut for pull rod
A4 Washer
A5 Gear wheel
A6 Shaft
A7 Flange
A8 Cyl. screw
A9 Retaining ring for shaft
A10 Ball bearing
A11 Keys
A13 Worm gear
A14 Cyl. screw
A15 Flange
A16 Cyl. screw
A17 Shaft
A19 Disc
A20 Compression spring
A21 Handle
A22 Disc
A23 Cyl. screw
A24 Cover plate
A25 Cylindrical pin
A28 Plate
A29 Limit switch
A30 Cyl. screw
A31 Washer
A32 Circlip
A33 Pipe
A43 Handle knob with pin
A45 Handle knob with pin
A51 Shaft
A52 Spindle
A53 Keys
P11220-05-L2738-P
2013-02-27 - en
Plate
2 (2)
MAN Diesel & Turbo
1 General
2 Data [00]
8 Cylinder unit
9 Turbocharger
10 Fuel oil system
Camshaft, gear wheels, roller guides
7- EN 1 (2)
MAN Diesel & Turbo

15 Cooling system
17 Instrumentation
20 Safety equipment
Camshaft, gear wheels, roller guides
21 Tools
2 (2) 7- EN
MAN Diesel & Turbo
7.1 Description
7.2 Work Cards
7.3 Plates
7.1- EN 1 (1)
Camshaft and camshaft drive
Camshaft and camshaft drive

General
The engine has two camshafts. One for actuation of valves and one for fuel
injection.
Using two camshafts gives the opportunity to change the fuel injection inde-
pendently of the valve timing.
The camshaft for valve actuation is located in the exhaust side of the engine
at a high level in relation to the engine frame to make the push rods as short
as possible and thereby reduce the moving masses.
The camshaft for fuel injection is located in the manoeuvre side of the engine.
Both camshafts are made of sections. Cam sections and journal sections are
bolted together. This design makes it possible to change a cam section
through the inspection openings in the engine frame.
The camshafts are located in replaceable bearing bushes, frozen into bores
in the engine frame. The gearwheel drive for the camshafts is located in the
flywheel end of the engine. Lubrication of the gears is supplied from two
spray nozzles.
Figure 1: 14.1 - Camshafts

2012-04-17 - en
Description
L27/38
D114A1-01 EN 1 (1)
Operating gear for valves and fuel injection pumps

Valve operation
The valves are operated from the camshaft through cam followers, push rods
and rocker arms.
The cam follower is a lever.
In one end a roller and a bushing are placed on a shaft.
The shaft is installed in a press fit and secured with a lock screw.
A ball shaped thrust piece is mounted in a press fit at the same end.
In the opposite end of the link a bushing has been frozen in.
The lever is installed on a shaft in a console above the camshaft.
Lubrication takes place through internal bores.
Fuel pump operation

The fuel injection pump is operated from the fuel camshaft.
In the lower part of the fuel pump housing a roller guide has been integrated
which means that the fuel pump and roller guide are one unit.
Lubricating oil from the camshaft bearing is transferred through a pipe to the
roller guide in the lower part of the pump.
2012-06-21 - en
Description
L27/38
Figure 1: Cam follower and roller guides
D114B1-02 EN 1 (2)
2012-06-21 - en
Description
L27/38
2 (2) D114B1-02 EN
MAN Diesel & Turbo
7.1 Description
7.2 Work Cards
7.3 Plates
7.2- EN 1 (1)
Check of camshaft and camshaft drive

Safety precautions
▪ Engine stopped
Manpower
1 3
Special tools
Data

1 1410
Starting Position
Engine out of service.
Procedure
1. Dismantle the side covers at the cam shafts and the side covers at the
gear wheel drive in the aft, see fig 1.
2012-08-28 - en
Work Card
L27/38
M114101-01 EN 1 (2)
Figure 1: Side covers

2. Check the condition of the gearwheels while turning the crankshaft.
3. Check the surface of the cams and the rollers while turning. Check the
tightening of all screws, see Tightening specification in chapter 00 Data.
4. Start the lubricating oil stand-by pump to check the oil flow from all
bearings.
5. Put the covers back on.
2012-08-28 - en
Work Card
L27/38
2 (2) M114101-01 EN
Inspection and replacement of camshaft bearings

Safety precautions
▪ Engine stopped
Manpower
2 4
Special tools
Feeler gauge
1 9012-01 Extractor
Data

1 1012
1 1410
Starting Position
Covers for camshaft and gear wheel have been removed.
Check of camshaft bearings

The surface of the camshaft bearings cannot be checked without dismantling
the camshafts and journals. However, as long as no visible burrs or disco-
louring at the circumference of the bearing indicate serious damage, evalua-
tion of the bearing condition can be done by means of a feeler gauge.
2012-08-28 - en
Max tolerance at the valve cam bearings is: 0.3 mm.

Max tolerance at the fuel cam bearings is: 0.35 mm, see fig 1.
Work Card
L27/38
M114102-01 EN 1 (3)
Figure 1: Check of bearing tolerance

All camshaft sections in one side of the engine are identical, which means
that a camshaft section can be installed in any position regardless of the cyl-
inder number. All journal sections have locating pins to ensure the right tim-
ing of the cam sections. This means that the journal sections must remain in
their place as originally installed.
Replacement of bearings for valve camshaft

A camshaft bearing can be replaced after the camshaft section next to the
bearing in question and towards the engine front and the journal section has
been removed. This means that all cam sections from the bearing to be
replaced and towards the engine front must be moved about 12 mm
towards the engine front.
Prior to this, the rocker arms and push rods on the cylinder heads related to
the cams to be moved must be dismantled. To remove the rocker arms, the
crankshaft must be turned until the cam followers for the rocker arms in
question are resting on the circular part of the cams. The screw “A”, see fig
2, is removed and the rocker arm shaft is pushed to the side to release the
rocker arms. The push rods can now be removed.
2012-08-28 - en
Work Card
L27/38
Figure 2: Locking screw for rocker arm shaft
2 (3) M114102-01 EN
1. Unscrew and remove all the screws in both ends of the camshaft sec-
tion to be removed.

2. Place a screwdriver between the cam shaft section and the journal sec-
tion in the aft end of the section to be re moved and push the camshaft
forward about 12 mm.
3. Remove the cam section.
4. Unscrew and remove all screws in the aft end of the shaft journal and
remove it.
5. The bearing can now be extracted from its bore by means of a tool sim-
ilar to the tool in fig 3.
Figure 3: Tool for removing the camshaft bearing -tool is optional

6. A new bearing must be cooled down to at least –90°C by means of liq-
uid nitrogen. Make sure the oil pockets are in horizontal position and
the bearing is in the right position to the oil bore.
If the aft camshaft bearing has to be replaced and the engine is

equipped with a fuel oil primary pump, the pump must be removed.
The aft side door must be removed and the camshaft gearwheel
dismantled from the shaft journal. The axial guide bearing at the aft
bearing journal must be dismantled before the journal can be removed.
Replacement of fuel camshaft bearings

The procedure is largely the same as for the valve camshaft bearings. The
rocker arms can remain in place, but the fuel pump above the cam section
must be dismantled, see work card 20 101. If the aft bearing is going to be
replaced, the gearwheel and the journal must be marked to be able to
assemble the two parts in the same position as before disassembling.
When assembling the camshaft see Tightening specification in chapter 00
2012-08-28 - en
Data.
Work Card
L27/38
M114102-01 EN 3 (3)
Adjustments of camshafts for valve and injection timing

Safety precautions
▪ Engine stopped
Manpower
2 2
Special tools
1 9012-19 Measuring device
Data
nents

1 1014
Starting Position
Camshaft assembled as per timing order, mounted in frame and roller gear
house. If intermediated gearwheel must be changed, the geneator must be
dismounted.
Assembly of gear wheels for valve camshaft and Injection valve camshaft, without
mounted flywheel
Following description is for mounting the gearwheels in the control drive
2012-09-11 - en
when alternator, flywheel and cover on coupling side are dismantled from the
engine.
Work Card
Mounting of the Intermediate Spur Gear Wheels

L27/38
1. Turn the crankshaft to top dead centre for the last cylinder (the cylinder
nearest to the coupling side).
M114103-03 EN 1 (5)
2. Mount the upper intermediate spur gearwheel.

3. Mount the lower intermediate spur gear wheel so that the marks on the
lower intermediate spur gearwheel are corresponding with the mark on
the crankshaft gearwheel, see fig 1 E2, and at the same time turn the
upper intermediate spur gearwheel so that the small holes in the cir-
cumference of the two intermediate spur gearwheel are corresponding,
see fig 2.
Figure 1: Marks on gearwheel
2012-09-11 - en
Work Card
L27/38
Figure 2: Position of small holes in the circumference of the intermediate gearwheels
2 (5) M114103-03 EN
4. Tighten up the intermediate spur gearwheels. See tightening specifica-

tion in chapter 00 Data

The punch mark on the crankshaft gearwheel is placed between teeth
12 and 13 counting counter clockwise from the joint of the gearwheel,
see fig 3.
Figure 3: 13 teeth counter-clockwise from the joint of the gearwheel
Mounting of gearwheel for valve camshaft

1. Before mounting the gearwheel, must marks for crankshaft and lower
intermediate gearwheel correspond, see fig 1(E2). Secondly must the
small holes for both intermediate gearwheels be corresponding.
2. Turn the valve camshaft, until the mark on the gearwheel for valve cam-
shaft corresponds with the 2 marks on upper intermediate gearwheel,
see fig 1 (E1).
3. Tighten up the gearwheel. See tightening specification in chapter 00
Data.
Mounting the gearwheel for injection camshaft

1. Before mounting the gearwheel, must marks for crankshaft and lower
intermediate gearwheel correspond, see fig 1(E2). Secondly must the
small holes for both intermediate gearwheels be corresponding.
2. Turn the injection valve camshaft, until the mark on the gearwheel for
valve camshaft correspond with the 2 marks on upper intermediate
gearwheel, see fig. 1.
2012-09-11 - en
Adjustment of injection valve camshaft is now needed, please see

Work Card
separately chapter “Adjustment of Fuel Injection Camshaft / Injection

Timing”.
L27/38
M114103-03 EN 3 (5)
Measure of fuel pump lead

1. Dismantle covers for fuel camshaft and fuel pump.
2. Check the mobility of the regulating device.
3. Position the support of the measuring tool on the two bolts of the cam-
shaft covering. Slip on the distance sleeves and fasten to the cylinder
crankcase by means of hexagon nuts.
During attaching, pay attention to the correct fitting position of the

contact point.
Figure 4: Measure of fuel pump lead

4. Insert the dial gauge into the support.
5. Turn the engine until the cam base circle is reached (approx 40° BTDC).
6. Set the dial gauge to "Zero".
7. Turn the engine until the TDC mark (ignition DC) for the actual cylinder is
reached. Read the dial gauge and note down the gauge value.
8. Determine the values for the other cylinders in the same way.
Calculate the average value of all measurements.
9. Compare the calculated value de termined with the value mentioned
below.
2012-09-11 - en
10. If the values exceeds the limits, an adjustment must be done in order to
Work Card
correct the errors.

11. Remove the complete measuring tool.
L27/38
4 (5) M114103-03 EN
12. Mount all camshaft covers.

Plunger lift (average value), please see data for pressure and tolerance,

chapter 00
2012-09-11 - en
Work Card
L27/38
M114103-03 EN 5 (5)
Inspection and overhaul of cam followers and rocker arms

Safety precautions
▪ Engine stopped
Manpower
1 2
Special tools
Data

1 1616
1 1620
Starting Position
Cyl. unit has been removed from engine. See work card 16 101.
Procedure
1. To be able to inspect the cam followers it can be necessary to gain
access by removing the exhaust arrangement, water pipes and top
cover.
2012-09-11 - en
Work Card
L27/38
M114104-02 EN 1 (4)
Figure 1: Lower and upper rocker arm

2. The cam followers can be dismantled after the rocker arms in the cylin-
der head have been removed.
3. To remove the rocker arms, the crankshaft must be turned to a position
where the cam followers are on the circular part of the cams for the cyl-
inder unit in question.
4. Untighten the locking screw for rocker arm shaft, see fig 2 and push out
the shaft for rocker arm.
5. After the rocker arms have been removed, the push rods can be pulled
out.
2012-09-11 - en
Work Card

6. Check the condition of the bushings in the rocker arms and the condi-
L27/38
tion of the rocker arm shaft. Max clearance is 0.3 mm, see fig 2.
2 (4) M114104-02 EN
7. To get access to the cam follower, the cover for tthe valve camshaft
must be removed.

8. Dismantle the shaft for the cam followers by removing the locking screw
(1), fig 3, and push the shaft out of the console.
Figure 3: Locking screw for cam follower shaft

9. Check the tolerance between the shaft and the bushing in the shaft end
of the cam follower. Max clearance is 0.3 mm.
10. Check of roller, bushing and shaft: While pressing in the spring loaded
guide pin, the roller shaft can be pressed out, see fig 4.
2012-09-11 - en
Work Card
L27/38
M114104-02 EN 3 (4)
Figure 4: Remove the locating pin for the roller shaft

11. Max total tolerance between shaft, bushing and roller is 0.35 mm.
12. If all parts appear in good condition, they can be reused, otherwise
defective parts are to be replaced.
2012-09-11 - en
Work Card
L27/38
4 (4) M114104-02 EN
MAN Diesel & Turbo
7.1 Description
7.2 Work Cards
7.3 Plates
7.3- EN 1 (1)
2013-02-27 - en
MAN Diesel & Turbo
Plate Camshaft
P11410-01-L2738-P
1 (2)
P11410-01-L2738-P

Camshaft
1 Camshaft part piece, valve

10 Journal 2, 7
11 Journal 3, 6
12 Journal 4, 5
13 Journal 8
14 Journal 7
15 Journal 6
16 Journal 4
17 Journal 3
18 Journal 2
19 Journal 2, 9
20 Journal 3, 8
21 Journal 5, 6
25 Journal, axial bearing
26 Journal, fore end
28 Cylindrical pin
29 Hexagon screw
30 Washer
32 Gearwheel,f/valve camshaft
33 Cylindrical pin
34 Distance washer,f.o.prim.pump shaft
35 Shaft/flange, fuel o. prim. pump
36 Key, din 6885 6x6x20 c45k
37 Hexagon screw,din931,m16x170,10.9
45 Axial bearing piece, camshaft
46 Hexagon bolt
47 Spring washer
5 Journal 2
6 Journal 3
7 Journal, 4(6l), 5(8l)
8 Journal, 5(6l), 4,7(9l)
9 Journal 6
P11410-01-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Camshaft
P11410-02-L2738-P
1 (2)
P11410-02-L2738-P

Camshaft
1 Camshaft section, fuel injection

10 Journal 2, 7
11 Journal 3, 6
12 Journal 4, 5
13 Journal 8
14 Journal 7
15 Journal 6
16 Journal 4
17 Journal 3
18 Journal 2
19 Journal 2, 9
20 Journal 3, 8
21 Journal 5, 6
25 Axial bearing disc
28 Journal, end
30 Cylindrical pin
31 Hexagon screw, m16x1,5x80 12.9
32 Washer
35 Intermediate plate
37 Hexagon bolt
38 Spring washer
40 Gear wheel, fuel injection camshaft
41 Flange
42 Hexagon bolt
5 Journal 2
6 Journal 3
7 Journal, 4(6l), 5(8l)
8 Journal, 5(6l), 4,7(9l)
9 Journal 6
P11410-02-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Camshaft
P11410-03-L2738-P
1 (2)
P11410-03-L2738-P

Camshaft

10 Journal 2, 7
11 Journal 3, 6
12 Journal 4, 5
13 Journal 8
14 Journal 7
15 Journal 6
16 Journal 4
17 Journal 3
18 Journal 2
19 Journal 2, 9
20 Journal 3, 8
21 Journal 5, 6
28 Cylindrical pin
29 Hexagon screw
30 Washer
33 Cylindrical pin
37 Hexagon screw
40 Washer
46 Hexagon bolt
47 Spring washer
5 Journal 2
6 Journal 3
7 Journal, 4(6l), 5(8l)
8 Journal, 5(6l), 4,7(9l)
9 Journal 6
P11410-03-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Camshaft
P11410-04-L2738-P
1 (2)
P11410-04-L2738-P

Camshaft

10 Journal 2, 7
11 Journal 3, 6
12 Journal 4, 5
13 Journal 8
14 Journal 7
15 Journal 6
16 Journal 4
17 Journal 3
18 Journal 2
19 Journal 2, 9
20 Journal 3, 8
21 Journal 5, 6
28 Cylindrical pin
29 Hexagon screw
30 Washer
33 Cylindrical pin
35 Shaft/flange, fuel o. prim. pump
37 Hexagon screw
41 Inertia mass (valve camshaft)
43 Disc
46 Hexagon bolt
47 Spring washer
5 Journal 2
6 Journal 3
7 Journal, 4(6l), 5(8l)
8 Journal, 5(6l), 4,7(9l)
9 Journal 6
P11410-04-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Camshaft
P11410-05-L2738-P
1 (2)
P11410-05-L2738-P

Camshaft

10 Journal 2, 7
11 Journal 3, 6
12 Journal 4, 5
13 Journal 8
14 Journal 7
15 Journal 6
16 Journal 4
17 Journal 3
18 Journal 2
19 Journal 2, 9
20 Journal 3, 8
21 Journal 5, 6
28 Cylindrical pin
29 Hexagon screw
30 Washer
33 Cylindrical pin
37 Hexagon screw
41 Inertia mass (valve camshaft)
43 Disc
46 Hexagon bolt
47 Spring washer
5 Journal 2
6 Journal 3
7 Journal, 4(6l), 5(8l)
8 Journal, 5(6l), 4,7(9l)
9 Journal 6
P11410-05-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Drive
P11412-01-L2738-P
1 (2)
P11412-01-L2738-P

Drive
1 Gear wheel, double intermediate

10 Nut
1A Bearing bush
3 Ass. spur wheel
3A Bearing bush
6 Stud
7 Axial bearing disk
8 Axle, intermediate gear wheel
9 Disc, gear wheel journal
1_A Bearing bush
3_A Bearing bush
011 Snap ring
P11412-01-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Drive
P11412-02-L2738-P
1 (2)
P11412-02-L2738-P

Drive
1 Axle, intermediate gear wheel

2 Axial bearing disc
3 Intermediate gear wheel, pumpdrive
4 Cover
5 Stud, intermediate wheel journal
6 Nut
7 Cheese-head screw
8 Locking fluid, 50 cm3
A1 Intermediate gear wheel, pumpdrive
A2 Bearing bush, intermediate wheel
P11412-02-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Cam follower and push rods

P11414-01-L2738-P
1 (2)
P11414-01-L2738-P

Cam follower and push rods
1 Cam follower, complete

2 Push rod, complete
A1 Bearing block
A10 Axle for rocking lever, compl.
A11 Threaded pin
A15 Cam follower with roller
A3 Hexagon bolt
A4 Cylindrical pin
A5 O-ring
B1 Swing arm
B2 Bearing bush
B4 Thrust piece
B5 Roller
B6 Roller pin
B7 Bearing bush
B8 Locating pin, roller pin
B9 Pressure spring
P11414-01-L2738-P
2013-02-27 - en
Plate
2 (2)
MAN Diesel & Turbo
1 General
2 Data [00]
8 Cylinder unit
9 Turbocharger
10 Fuel oil system
Cylinder unit
8- EN 1 (2)
MAN Diesel & Turbo

15 Cooling system
17 Instrumentation
20 Safety equipment
21 Tools
Cylinder unit
2 (2) 8- EN
MAN Diesel & Turbo
8.1 Description
8.2 Work Cards
8.3 Plates
8.1- EN 1 (1)
Cylinder unit
Cylinder unit
Cylinder head
The cylinder head with integrated charge air receiver is made of nodular cast
iron. It has 4 valves and is of the cross flow design, to ensure a high flow effi-
ciency. The fuel injection valve is placed in a liner in the centre.
Intensive water cooling of the nozzle tip area makes it possible to omit direct
nozzle cooling.
The cylinder head is tightened by means of 4 nuts and 4 studs. The studs
are screwed into the engine frame. The tightening is done by means of
hydraulic jacks.
The top cover has two functions. It is a cover for the rocker arm chamber to
seal for the lubricating oil and a guard to cover the cylinder head.
2012-04-17 - en
Description
L27/38
D116A1-01 EN 1 (2)
Cylinder unit
Figure 1: 16.1 - Cylinder head
Air inlet and exhaust valves

The valve spindles are of heat resistant material and the spindle seat has wel-
ded on hard metal.
All valve spindles are fitted with valve rotators which turn the spindles each
time the valves are activated. The turn of the spindles ensures even tempera-
ture levels on the valve discs and prevents deposits on the seating surfaces.
2012-04-17 - en
The cylinder head has replaceable valve seat rings. The exhaust valve seat
Description
rings are water cooled in order to ensure low valve temperatures.

The seat rings are made of heat resistant steel. The seating surfaces are
L27/38
hardened in order to minimize wear and prevent dent marks.
2 (2) D116A1-01 EN
Piston, connecting rod and cylinder liner

Piston
The piston is of two part design. The piston crown is made of forged steel
and the skirt is made of nodular cast iron.
The piston has 3 piston rings and 1 oil scraper ring.
All piston ring grooves are hardened and placed in the piston crown.
The piston has a cooling oil space at the top, to ensure efficient cooling of
the top land and piston ring area. Oil from the lubricating oil system of the
engine is used as cooling oil.
The piston pin is floating and kept in position by two circlips.
Figure 1: 16.2 - Piston
Connecting rod of marine head design

The connecting rod and the big-end bearing housing are made of CrMo
steel.
To make it possible to pull a piston without pulling the cylinder liner, the con-
necting rod can be separated from the big-end bearing.
The big-end bearing housing is assembled by means of two hydraulically
tightened studs.
The big end bearing shells are thin walled steel shells.
Criteria for replacement of connecting rod big-end bearing and main

bearing shells, see Guidance for replacement of bearings 2043666-4,
see chapter 10.
2012-04-17 - en
Description
L27/38
D116B1-01 EN 1 (3)
Figure 2: 16.3 - Connecting rod
Cylinder liner
The cylinder liner is made of cast iron.
Only the upper part of the liner is watercooled which gives a uniform temper-
ature pattern over the entire length of the liner preventing cold corrosion.
The liner is landed on top of the engine frame. The cooling water chamber
around the top of the liner holds the cooling water which means there is no
cooling water in the engine frame.
To reduce bore polishing and lub oil consumption, a slip-fit-type flame ring is
installed in top of the cylinder.
2012-04-17 - en
Description
L27/38
2 (3) D116B1-01 EN

Figure 3: 16.4 - Cylinder liner
2012-04-17 - en
Description
L27/38
D116B1-01 EN 3 (3)
MAN Diesel & Turbo
8.1 Description
8.2 Work Cards
8.3 Plates
8.2- EN 1 (1)
Dismantling of cylinder unit from engine

Safety precautions
▪ Engine stopped
Manpower
2 1
Special tools
1 9012-03 Fixation tool for cyl. liner and connecting
rod
1 9012-11 Lever for cooling water connections
1 9012-12 Fork for intermediate piece
1 9012-14 Fixation tool — marine head
1 9012-15 Hydraulic tool
Starting Position
Engine stopped and cooled down.
Before dismantling
1. Drain off the water from the engine.
2. Remove the top cover from the cylinder head.
3. Remove the crank case covers on both sides of the engine.
4. Remove the guard over the exhaust gas receiver.
Disassembling of external connections

1. Dismantle the clamp connecting cylinder head and exhaust receiver.
2. Dismantle the fuel oil high pressure pipe.
2012-09-12 - en
3. Dismantle the clamps locking the FW connection between the cylinder

heads.
Work Card
4. Push the FW connections into the cylinder head to be removed.

5. Disconnect the clamps locking the charge air connections.
L27/38
6. Push the charge air connections into the cylinder head to be removed,
see fig 1.
M116101-01 EN 1 (4)
7. Turn the piston into top dead centre.

Figure 1: Charge air connection
Disconnecting connecting rod from connecting rod bearing

1. Install the tool for fixation of the connecting rod bearing, see fig 2.
2012-09-12 - en
Work Card
Figure 2: Fixation of connecting rod bearing

L27/38
2. Loosen the piston rod from the bearing by means of the hydraulic tools.
3. Remove the 4 nuts.
2 (4) M116101-01 EN
4. Install the fixing tool on both sides of the connecting rod for fixation of
cylinder liner and connecting rod, see fig 3.

Figure 3: Mounting of fixing tool
5. Remove the cylinder head nuts by means of the hydraulic tools.
6. Mount the lifting tool on top of the cylinder head.
2012-09-12 - en
Work Card
L27/38
M116101-01 EN 3 (4)
Figure 4: Hydraulic tool for dismounting of the cylinder head
Lifting of cylinder unit from engine

1. Carefully lift the cylinder unit out of the engine
2. Remove the push rods from the engine frame.
3. Land and fasten the cylinder unit upon the special work table, or on the
floor upon wooden supports and remove the lifting tool.
2012-09-12 - en
Work Card
Be careful not to harm the threads on the 4 studs on the connecting

rod bearing when lifting the cylinder unit.
L27/38
4 (4) M116101-01 EN
Disassembly of cylinder unit

Safety precautions
▪ Engine stopped
Manpower
1 1
Special tools
1 9012-01 Lifting tool for cylinder head
Lifting tool for cylinder liner
Fixation tool for cylinder liner and con-
necting rod
1 9012-03 Extractor tool for flame ring
Starting Position
Cylinder unit is dismantled from engine, see work card 16 101.
Procedure
Before the cylinder unit is dismantled, it must be placed on the working table.
Removal of piston and connecting rod

1. Turn the unit upside down.
2. Remove the tool fixing the connecting rod and cylinder liner.
3. Mount an eye bolt at the bottom of the connecting rod, see fig 1.
4. Pull the piston and piston rod out of the liner by means of a tackle.
5. Turn the unit back to it’s starting position.
Removal of cylinder head

2012-09-12 - en
1. Remove all 4 allen screws see fig 2 keeping the cooling water jacket to
Work Card
the cylinder head.

L27/38
M116102-02 EN 1 (3)
Figure 1: Cyl. head and cooling water assembly

2. Mount the lifting tool on the cylinder head, see fig 3.
Figure 2: Removal of cylinder head

3. Lift the cylinder head out of the cooling water jacket.
Removal of cylinder liner from water jacket

1. Lift the cylinder liner out of the water jacket by means of the lifting tool
as shown in fig 4.
2012-09-12 - en
Work Card
L27/38
2 (3) M116102-02 EN

Figure 3: Removal of cylinder liner from water jacket
2. Remove the flame ring from the cylinder liner by means of the tool
shown in fig 5 and a scrapped piston ring.
2012-09-12 - en
Figure 4: Removal of flame ring

Work Card
L27/38
M116102-02 EN 3 (3)
Dismantling of piston and cylinder liner

Safety precautions
▪ Engine stopped
Manpower
2 2½
Special tools
1 9012-02 Lifting tool for piston
1 9012-03 Lifting tool for cooling water jacket and
liner
1 9012-14 Fixation tool — marine head
Starting Position
Complete cylinder unit has not been removed from engine. Engine stopped
and cooled down.
Procedure
Prepare dismantling of the cylinder head as described in work card 16 101.
Lift the cylinder head as described in work card 16 102.
1. Remove the push rods after the cylinder head has been removed.
2. Turn the crankshaft into a position where the hydraulic tools can be in
stalled to loosen the nuts on the connecting rod.
3. Remove the flame ring from the liner, see work card 16 102-01 fig 5.
4. Remove the deposits in top of the liner.
5. Remove the nuts on the connecting rod and turn the crankshaft into
TDC.
2012-09-12 - en
6. Install the fixation tool, see fig 1.

Work Card
L27/38
M116103-01 EN 1 (3)
Figure 1: Fixation tool mounted on marine head and counter weight

7. Install the tool for lifting of the piston, see fig 2.
Figure 2: Lifting tool for piston

8. Pull the piston out of the liner and land it on a wooden support.
9. Install the tool for lifting of the cooling water jacket and cylinder liner,
2012-09-12 - en
see fig 3.
Work Card
L27/38
2 (3) M116103-01 EN

Figure 3: Lifting tool for cooling water jacket and cylinder liner
10. Lift the cooling water chamber and the liner out of the engine frame.
2012-09-12 - en
Work Card
L27/38
M116103-01 EN 3 (3)

Safety precautions
▪ Engine stopped
Manpower
1 1
Special tools
1 9012-01 Valve spring compressing device
Data

1 1616
Starting Position
Cylinder unit is disassembled, see work card 16 102.
Procedure
1. Before the valves can be dismantled, the rocker arms have to be
removed.
2. The screw “A” in fig 1 has to be removed before the rocker arm shaft
can be pushed out to free the rocker arms.
2012-09-12 - en
Work Card
L27/38
M116104-01 EN 1 (4)

3. By means of the tool shown in fig 2, the valve spring can be com
pressed and the cone ring removed, see fig 3.
Figure 2: Tool for dismantling valves

4. The valve rotator and spring can now be removed and the valve pushed
out.
2012-09-12 - en
Work Card
L27/38
2 (4) M116104-01 EN

2012-09-12 - en
Work Card
L27/38
Figure 3: Dismantling valve - step a, b and c
M116104-01 EN 3 (4)
Inspection of valves/valve seats

If the valve seat is burned or scarred, it must be ground using a valve seat
grinder, see work card 16 105.
Inspection of valve guide

Too much clearance between the valve spindle and the valve guide may
cause:
▪ increased lube oil consumption
▪ fouling of the spindle guides resulting in sticking valves
1. Clean the valve guide.
2. Inspect and measure for wear.
If the inner diameter of the valve guide measured below the O-ring
exceeds 20.2 mm, the valve guide must be replaced, see fig 4.
Too much clearance means insufficient guidance of the valve spindle,
and thus bad alignment between the spindle head and the valve seat
ring.
Figure 4: Measurement of valve guide wear

3. Change the O-ring inside the spindle guide, see work card 16 106.
2012-09-12 - en
Work Card
L27/38
4 (4) M116104-01 EN
Grinding of valve seat ring and valve spindle seat

Safety precautions
▪ Engine stopped
Manpower
1 3
Special tools
1 9012 Grinding machine
Data

1 1616
Starting Position
Valve spindle has been removed, see work card no 16 104.
Reconditioning of Valve Seat Ring

Reconditioning of valve seat rings by machining is carried out by means of a
grinding machine, the pilot spindle of which must be mounted in the valve
spindle guide. For operation of the grinding machine, see separate instruc-
tions.
Grinding of Valve Seats

2012-09-12 - en
Grinding of valve seat rings should be carried out in the following order:
Work Card
1. Grind the seating surface with a feed at an angle ”A” of 30° ± 0.05°
2. Continue grinding until a clean and uniform surface is obtained.
L27/38
3. Carry out final grinding with a feed in direction from inside to outwards.
Normally, the best surface quality is obtained this way.
M116105-02 EN 1 (3)
Figure 1: Valve exhaust seat ring
Scraping of Valve Seat Rings
Figure 2: Valve spindle

Normally, the valve seat ring can be reconditioned several times.
However, when seat ”S” is ground to such an extent that recess ”R” disap-
pears, see fig 1, the valve seat ring must be scrapped and a new one must
be installed, please see work card 16 107.
2012-09-12 - en
This is only valid for the exhaust valve seat. The inlet valve seat has no recess
due to less wear of the inlet valve seat.
Work Card
L27/38
2 (3) M116105-02 EN

Reconditioning of Valve Spindle
Reconditioning by machining is carried out with the valve spindle being rota-
ted in a turning lathe and a special grinding machine mounted on the tool
post of the turning latch.
Grinding of Valve Spindle

For operation of the grinding machine, see separate instructions.
1. Grind the seating surface with a feed at an angel ”A” of 30° ± 0
2. Continue grinding until a clean and uniform surface is obtained.
3. Check height ”H”1 upon completion of the grinding, see fig 16.23.
”H”1 must be no less than indicated on page 1 00J2-02. If less, the spindle
must be scrapped.
2012-09-12 - en
Work Card
L27/38
M116105-02 EN 3 (3)
Inspection of valve rotators

Safety precautions
Manpower
1 1/2
Special tools
Data

1 1616 -
1 1620 -
Starting Position
Engine stopped
Procedure
Valve rotators are installed on all 4 valves in the cylinder head. The function of
the valve rotators is of greatest importance for the lifetime of the valves. Non-
functioning valve rotators must be exchanged.
At every overhaul of the cylinder head, the valve rotators must be checked.
Function test
2013-03-22 - en
Work Card
L27/38
1 Indicator mark
Figure 1: Valve rotator
M116115-01 EN 1 (2)
1. Remove the valve covers from the cylinder heads.

2. Start the engine and let it run idle speed to avoid oil splash.
3. Watch the indicator mark on top of the valve rotator and see that it
moves a little each time the valve is activated. See fig 1.
4. Stop the engine, and re-install the valve covers with new seals.
2013-03-22 - en
Work Card
L27/38
2 (2) M116115-01 EN
Replacement of valve guide

Safety precautions
▪ Engine stopped
Manpower
1 3/4
Special tools
1 9012-01 Drift mandrel
Data

1 1616
Starting Position
Valve spindle has been removed, see work card no 16 104.
When to replace the valve guide

If the diameter exceeds the max. limit, see page 1 00J2-02, the valve guide
must be replaced.
Dismounting of valve guide

1. Remove the old valve guide, through the top of the cylinder head using
a drift inserted through the valve seat, see fig 1.
2012-09-12 - en
This is easiest if the cylinder head is inverted, as shown on fig 1.

Work Card
L27/38
M116106-02 EN 1 (3)
Figure 1: Dismounting of valve guide
Mounting of valve guide

1. Clean the bore in the cylinder head carefully.
2. The new valve guide must be cooled down to approx. -70°C with liquid
nitrogen (LN2) or equivalent.
3. Insert the valve guide in the bore, see fig 2.
Figure 2: Mounting of valve guide

4. Ensure that the valve guide is fully seated, if necessary by light blows to
2012-09-12 - en
the drift.
Work Card
5. After the guide has been ἀtted and has returned to room temperature,
it is essential that it be reamed to final size using the specified reamer.
Please see page 1 00J2-02 for tolerances.
L27/38
6. Insert a new O-ring in the top of the valve guide, see fig 3.
2 (3) M116106-02 EN

Figure 3: Inserting a new O-ring in the valve guide
Tool for valve guides is not a part of the standard tool kit.
2012-09-12 - en
Work Card
L27/38
M116106-02 EN 3 (3)
Replacement of valve seat ring

Safety precautions
Manpower
1 1
Special tools
1 9012-01 Extractor
1 9012-15 Hydraulic tool
Data

1 1616
Starting Position
Cylinder head removed from engine.
Procedure
The exhaust and inlet valve seat rings are installed in a press fit.
The seat rings can be pulled out by means of the hydraulically operated
extractor shown in fig 1.
2012-04-17 - en
Work Card
L27/38
M116107-01 EN 1 (3)
Figure 1: Extractor
Before installing new seat rings the bores in the cylinder head must be
cleaned carefully.
Do not use emery paper because this will change the tolerance of the bore.
Add a little sealing compound (loctite 572.) to the bore for the exhaust seat
rings.
Place a new O-ring on the seat ring and lubricate with oil or “copaslip”.
It is not necessary to cool down the seat rings before pulling them in by
means of the pulling deice shown in fig 2.
2012-04-17 - en
Work Card
L27/38
2 (3) M116107-01 EN

Figure 2: Pulling device mounted on cylinder head - tool not supplied
The bore for the inlet seat rings does not need any sealing compound before
pulling in the seat rings.
After the valve seat rings have been installed the valve seat must be ground.
Regarding valve seat angle and max grinding limit, see work card 16 105.
2012-04-17 - en
Work Card
L27/38
M116107-01 EN 3 (3)
Inspection of piston
Safety precautions
▪ Engine stopped
Manpower
1 1
Special tools
1 9012-02 Piston ring expander tool
Data
nents

1 1614
Starting Position
Cyl. unit has been removed from engine, work card 16 101. Piston has been
dismantled from connecting rod.
1. Remove the piston and scraper rings.
2012-09-14 - en
2. Clean the piston on the outside and on the inside.

3. Inspect the piston ring and scraper ring grooves for wear, see table 1.
Work Card
Check of piston bolt tension

L27/38
1. Apply a torque spanner to the piston bolts, adjusted to 54 Nm.

2. Turn the torque spanner.
M116108-02 EN 1 (4)
It may turn out that the bolts do not turn during the test:
If Then
the bolts do not turn during the test the tension is ok
the bolts can turn during the test loosen the bolts and tighten as descri-
bed in the process of "Mounting of pis-
ton crown"
Inspection of piston crown

For cleaning and inspection of the piston crown, it must be disassembled.
1. Loosen the bolts and remove the piston crown.
2. Carefully clean the piston shirt, piston crown and piston bolts.
Mounting of piston crown, fig 1
Always use new bolts when assembling the piston.
1. Lubricate the threads and bearing surface with “molycote-paste G-n

Plus”.
2. Tighten the piston bolts with a torque of 40 Nm in the piston head.
3. Tighten the nuts crosswise with 67 Nm.
4. Loosen the nuts again.
5. The tightening of the piston bolts with a torque of 40 Nm in the piston
head must be controlled.
6. Pretighten the nuts crosswise with joint moment of 20 Nm.
7. Turn the nuts further 90 degrees.
Check the piston bolt tension, see “check of piston bolt tension”.
2012-09-14 - en
Work Card
L27/38
2 (4) M116108-02 EN
Figure 1: Piston - sectional view
The piston crown must be scrapped if:

▪ The wear limit on the testing mandrel is exceeded, see fig. 2.
or
▪ The clearance between the new piston/scraper ring and the ring groove
is exceeded, see fig. 3.
Figure 2: Testing mandrel for ring grooves

If the wear limit on the testing mandrel is exceeded, the specified max. wear
limits are exceeded, and the piston must be scrapped.
2012-09-14 - en
Work Card
L27/38
M116108-02 EN 3 (4)
Figure 3: Clearance ring/groove

Maximum vertical clearance between new piston ring/scraper ring and ring
groove: 0.45 mm
At each piston overhaul:

- The piston and scraper ring must be replaced.
- The cylinder liner must be honed according to work card 16 111.
- For position and fittings of piston rings, refer to work card 16 113.
Piston type "KOLBEN- Piston and oil scraper New ring grooves. Tol- Ring grooves. Max.
SCHMIDT" ring. Nominal size. erances. (mm) wear limit. (mm)
(mm)
Piston ring 1 6 6.17 +0.03 6.42
Piston ring 2 6 6.12 +0.03 6.42
Piston ring 3 6 6.12 +0.03 6.42
Scraper ring 8 8.04 +0.03 8.42
Table 1: Nominal size, new ring groove tolerance and wear limit for ring grooves 2012-09-14 - en
Work Card
L27/38
4 (4) M116108-02 EN
Safety precautions
▪ Engine stopped
Manpower
1 1
Special tools
1 9012-02 Piston ring expander tool
Data
nents

1 1614
Starting Position
Cyl. unit has been removed from engine, work card 16 101. Piston has been
dismantled from connecting rod.
1. Remove the piston and scraper rings.
2012-09-14 - en
2. Clean the piston on the outside and on the inside.

3. Inspect the piston ring and scraper ring grooves for wear, see table 1.
Work Card
Check of piston bolt tension

L27/38
1. Apply a torque spanner to the piston bolts, adjusted to 50 Nm.

2. Turn the torque spanner.
M116108-03 EN 1 (4)
It may turn out that the bolts do not turn during the test:
If Then
the bolts do not turn during the test the tension is ok
the bolts can turn during the test loosen the bolts and tighten as descri-
bed in the process of "Mounting of pis-
ton crown"
Inspection of piston crown

For cleaning and inspection of the piston crown, it must be disassembled.
1. Loosen the bolts and remove the piston crown.
2. Carefully clean the piston shirt, piston crown and piston bolts.
Mounting of piston crown, fig 1
Always use new bolts when assembling the piston.
1. Lubricate the threads and bearing surface with “molycote-paste G-n

Plus”.
2. Tighten the piston bolts with a torque of 50 Nm in the piston head.
3. Tighten the nuts crosswise with 60 Nm.
4. Loosen the nuts again.
5. The tightening of the piston bolts with a torque of 50 Nm in the piston
head must be controlled.
6. Pretighten the nuts crosswise with joint moment of 20 Nm.
7. Turn the nuts further 120 degrees.
Check the piston bolt tension, see “check of piston bolt tension”.
2012-09-14 - en
Work Card
L27/38
2 (4) M116108-03 EN
Figure 1: Piston - sectional view
The piston crown must be scrapped if:

▪ The wear limit on the testing mandrel is exceeded, see fig. 2.
or
▪ The clearance between the new piston/scraper ring and the ring groove
is exceeded, see fig. 3.
Figure 2: Testing mandrel for ring grooves

If the wear limit on the testing mandrel is exceeded, the specified max. wear
limits are exceeded, and the piston must be scrapped.
2012-09-14 - en
Work Card
L27/38
M116108-03 EN 3 (4)
Figure 3: Clearance ring/groove

Maximum vertical clearance between new piston ring/scraper ring and ring
groove: 0.45 mm
At each piston overhaul:

- The piston and scraper ring must be replaced.
- The cylinder liner must be honed according to work card 16 111.
- For position and fittings of piston rings, refer to work card 16 113.
Piston type "Mahle" Piston and oil scraper New ring grooves. Tol- Ring grooves. Max.
ring. Nominal size. erances. (mm) wear limit. (mm)
(mm)
Piston ring 1 6 6.17 +0.03 6.42
Piston ring 2 6 6.12 +0.02 6.42
Piston ring 3 6 6.12 +0.02 6.42
Scraper ring 8 8.04 +0.02 8.42
Table 1: Nominal size, new ring groove tolerance and wear limit for ring grooves 2012-09-14 - en
Work Card
L27/38
4 (4) M116108-03 EN
Removal of marine head from engine

Safety precautions
▪ Engine stopped
Manpower
2 1/2
Special tools
1 9012-14 Fixation tool for marine head, Guide
beam
Data

1 1612
Starting Position
Procedure
Condition: Piston and connecting rod has been removed and the fixation tool
is installed, see fig 1.
2012-09-14 - en
Work Card
L27/38
M116109-01 EN 1 (5)
Figure 1: Fixation of connecting rod bearing

1. Turn the crank through to about TDC.
2. Install the brackets in the lower end of the crankcase opening, see fig 2.
Figure 2: Bracket installed

3. Place the guide beam on the brackets and secure it by means of the
2012-09-14 - en
screws, see fig 3.

Work Card
L27/38
2 (5) M116109-01 EN

Figure 3: Placing of guide beam
4. Turn the crankshaft to the position shown in fig 4 and remove the nuts
by means of the hydraulic tool.
2012-09-14 - en
Work Card
L27/38
M116109-01 EN 3 (5)
Figure 4: Removal of nuts

5. Install the slide piece as shown in fig 5 and remove the bracket.
6. Turn the crankshaft to make the marine head rest against the beam,
see fig 5.
2012-09-14 - en
Work Card
L27/38
4 (5) M116109-01 EN

Figure 5: Marine head with slide piece
7. Pull out the two halves of the marine head.
8. Remove the bearing shells from each marine head half.
Mounting of marine head

Mounting is carried out in reverse order of the above. See Tightening specifi-
cation in chapter 00 Data.
2012-09-14 - en
Work Card
L27/38
M116109-01 EN 5 (5)
Inspection of connecting rod big-end bearing

Safety precautions
▪ Engine stopped
Manpower
1 1 1/2
Special tools
Lifting handles
1 9012-14 Fixation tool
1 9012-15 Hydraulic tool - marine head
Data

1 1612
Starting Position
Crankcase opened.
Check of connecting rod bearing shells

1. Turn the crankshaft into top dead centre.
2. Install the lifting tool with two screws on each side of the connecting
rod bearing housing. The upper screw is screwed into the upper bear-
2012-09-14 - en
ing hous ing and the other into the lower bearing housing, see fig 1
Work Card
L27/38
M116110-01 EN 1 (4)
Figure 1: Mounting of holders on the marine head

3. Loosen the two nuts (1) on the marine head, by means of the hydraulic
tool, see fig 5.
4. Remove the hydraulic tool and then the nuts (1) and studs (2), see fig 5.
5. Fit the two pipes for lifting, see fig 2.
Figure 2: Lowering marine head bearing cap with lifting handles

6. Pull upwards in the two lifting pipes to carry the weight of the lower
2012-09-14 - en
bearing housing while removing the upper screws from the lifting tools.
Work Card
7. Lower the bearing cap until the lifting pipes are resting on the engine
frame.
L27/38
8. The lower bearing shell can now be re moved, see fig 2.

9. Install the inspection bracket, see fig 3.
2 (4) M116110-01 EN

Figure 3: Mounting of the inspection bracket
10. Slowly turn the crankshaft until the upper part of the bearing housing
is resting on the bracket and secure it with a screw, see fig 3.
11. Turn the crankshaft until it is possible to remove the upper bearing shell,
see fig 4.
Figure 4: Removal of the upper marine head bearing shell
Inspection of bearing shells

2012-09-14 - en
see work card 10 103.

Work Card
Installation of bearing shells

L27/38
1. Carefully clean the joint faces, the bore and the bearing shells.
M116110-01 EN 3 (4)
2. Install the upper bearing shell. Make sure the ends of the bearing shell
are flush with the ends of the bearing cap.
3. Add some clean engine oil to the crank journal.

4. Turn the crankshaft until the journal has contact with the bearing, see
fig 4.
5. Remove the inspection bracket.
6. Turn the crankshaft into top dead centre.
7. Install the lower bearing shell. Make sure the ends of the bearing shell
are flush with the ends of the lower bearing cap.
8. Add some clean engine oil to the bearing shell.
9. Lift the lower bearing cap up against the upper and fit the two screws
to in terlock the two bearing houses.
10. Mount the two assembling studs and fit the nuts.
11. Install the hydraulic tool and tighten, see fig 5 and Tightening specifica-
tion in chapter 00 Data.
Figure 5: Hydraulic tool

2012-09-14 - en
Work Card
L27/38
4 (4) M116110-01 EN
Inspection and honing of cylinder liner

Safety precautions
▪ Engine stopped
Manpower
1 1/2
Special tools
Data
Limits for crankshaft
deflection

1 1610
Starting Position
Piston and connecting rod removed.
Measuring of cylinder diameter

At any overhaul of the cylinder unit it is very important to know the condition
of the cylinder liner.
The inside diameter of the cylinder liner is measured in 3 levels, see fig 1.
2012-09-14 - en
Work Card
L27/38
M116111-01 EN 1 (4)
Figure 1: Measuring points

The measurements are taken in both transverse and in longitudinal direction.
Max acceptable diameter is 270.4 mm after honing.
Max acceptable ovalness after honing is 0.05 mm.
Figure 2: Honing device for cylinder liner

2012-09-14 - en
Work Card
L27/38
2 (4) M116111-01 EN

Figure 3: Angle between honing grooves
Honing of cylinder liner

Before honing the cylinder liner must be cleaned and deposits in the top
must be removed.
The honing must be done with a honing machine and not a honing brush.
Honing procedure (plateau honing)

The honing angle is 60° ± 5°
The honing marks must be of equal depth in both directions and equidistant.
The surface must be free of smeared material and free of polished areas.
Roughness:
Rmax = 12–16μm
Rz = 6–10μm
(Ra = 1.3–1.6μm)
Measuring guidance:
Measuring length = 5mm
Cut-off value = 0.8mm
Plateau area = 50–70%
Plateau area to be measured 1.5 μm below the top line.
After the honing, the liner must be carefully cleaned with gas oil. Make sure
that all abrasive particles are removed.
2012-09-14 - en
Work Card
L27/38
M116111-01 EN 3 (4)
Work Card Inspection and honing of cylinder liner
4 (4)
L27/38 M116111-01
M116111-01 EN
MAN Diesel & Turbo
2012-09-14 - en
Grinding of seal faces on cylinder liner, cylinder head and engine frame
Grinding of seal faces on cylinder liner, cylinder head and engine

frame
Safety precautions
▪ Engine stopped
Manpower
1 1/2
Special tools
1 9012-03 Grinding tool
Starting Position
Disassembly of cylinder unit, see work card 16 102.
Procedure
The grinding tool is used for grinding of the seal face on the cylinder head,
the cylinder liner and the engine frame.
The intention with the grinding is to ensure a proper sealing between mating
faces in connection with major overhaul.
If severe damage or corrosion is observed, a machining of the sealing faces
may be required.
In this case please consult us.
Note
Clean all parts carefully after grinding.
2012-09-14 - en
Work Card
L27/38
Figure 1: Grinding tool
M116112-01 EN 1 (2)
Grinding of seal faces on cylinder liner, cylinder head and engine
frame
Figure 2: Grinding tool used on cylinder liner
Figure 3: Grinding tool used on engine frame
Figure 4: Grinding tool used on cylinder head

2012-09-14 - en
Work Card
L27/38
2 (2) M116112-01 EN
Assembly of cylinder unit

Safety precautions
▪ Engine stopped
Manpower
1 1 1/2
Special tools
1 9012-02 Piston ring expander
1 9012-02 Lifting tool for piston
1 9012-02 Guide ring for piston
1 9012-03 Lifting tool for cyl. liner
1 9012-03 Fixation tool for cyl. unit and con. rod
Data
nents

1 1610
1 1616
Starting Position
2012-09-14 - en
Cylinder unit dismantled, see work card no 16 102.

Work Card
Procedure
L27/38
1. Place the water jacket on the work table.

2. Place a new O-ring (1) on the cylinder liner and oil it.
M116113-01 EN 1 (5)
3. Install the cylinder liner in the water jacket by means of the lifting tool for
the liner, see fig 1.
Figure 1: Lifting tool for cylinder liner
The liner can be marked in two different ways: Either the letters “AS”in
top of the liner or a groove below the largest diameter. Be sure the
marking on the cylinder liner points towards the exhaust side of the
cooling water jacket.
Figure 2: Marking of liner

2012-09-14 - en
Mounting of piston
Work Card
1. Place the piston guide ring on the cylinder liner.

2. Install the lifting tool on the piston crown and lift the piston.
L27/38
3. Install the piston rings using a piston ring expander.

4. Lubricate the piston rings and the inside of the liner.
2 (5) M116113-01 EN
5. Slowly lower the piston into the cylinder liner.

Make sure the mark “AS” on the top of the piston is pointing in the
same direction as the cylinder liner.
6. Install the fixation tools to lock the connecting rod and cylinder liner.
7. Remove the lifting tool from the piston crown.
8. Place the seals 1, 2, 3, 4, 5 and the flame ring 6 as shown in fig 3.
Figure 3: Mounting of seals in cylinder unit

9. Install a new O-ring (1) at the bottom of the cylinder head, see fig 5.
Before landing the cylinder head on top of the liner, make sure the
exhaust gate is pointing in the right direction.
2012-09-14 - en
Work Card
L27/38
M116113-01 EN 3 (5)
Figure 4: Mounting O-ring on cylinder head bottom

10. Install and tighten the 4 long allen screws, see fig 4 and Tightening
specification in chapter 00 Data.
Figure 5: Install allen screws
2012-09-14 - en
Work Card
L27/38
4 (5) M116113-01 EN

Figure 6: Cylinder unit mounted on table
2012-09-14 - en
Work Card
L27/38
M116113-01 EN 5 (5)
Mounting of cylinder unit in engine

Safety precautions
▪ Engine stopped
Manpower
2 1 1/2
Special tools
1 9012-01 Lifting tool for marine head
1 9012-11 Lever tool for cooling water connection
1 9012-12 Fork for intermediate piece
Data
nents

1 1012
1 1610
1 3016
Starting Position
2012-09-14 - en
Cylinder unit is completely assembled. Valve gear of respective cylinder is in

Work Card
position “valve closed”.

L27/38
M116114-01 EN 1 (6)
Procedure
Before installing the cylinder unit, the joint faces must be cleaned carefully
and the crank throw with marine head must be turned into top dead centre.
See the marks on the flywheel.
Installation of cylinder unit

1. Place a new seal (1) around the hole for push rods in the frame, see fig
1.
Figure 1: Connecting piece for rocker arm lubrication

2. Fit new O-rings (2) on the lubricating oil connection tube for rocker arm
lu brication and install it in the connecting piece (3).
3. Replace O-ring (4) under connecting piece.
4. Place new O-rings on the cooling water connecting sleeves. Lubricate
the O- rings with grease and install the sleeves in the cooling water
bores pointing to the aft of the engine. Press in the sleeves as far as
possible.
Replace the O-rings on the cooling water sleeves belonging to the cylin-
der head in front of the unit to be installed and press in the sleeves as
far as possible. See fig 7.
5. Place new O-rings on the charge air connecting sleeves. Lubricate the
O- rings with grease and press the sleeves into the charge air bore in
the cylinder unit to be installed, and the unit on the engine.
6. Slowly lower the unit into the engine frame.
2012-09-14 - en
7. Make sure that the connecting rod lands on the marine head without
Work Card
harming the threads on the studs.

8. Remove the fixation tools from the unit, see fig 3.
L27/38
2 (6) M116114-01 EN

Figure 2: Installation of cylinder unit
9. Lubricate the 4 studs on the marine head with engine oil and install the
4 nuts. Tighten by using a tommy bar.
Check that the “IMO” marks on the marine head and connecting rod
are pointing in direction of the exhaust side.
2012-09-14 - en
Work Card
L27/38
M116114-01 EN 3 (6)
Figure 3: Remove fixation tools
Tightening of connecting rod to marine head

1. Install the hydraulic tools and tighten.
Tightening of cylinder head

1. Lubricate the threads on the cylinder head studs with engine oil.
2. Fit the cylinder head nuts and make sure they turn easily and tighten
with a tommy bar.
3. Install the hydraulic tools on the cylinder head studs as shown in fig 4.
2012-09-14 - en
Work Card
L27/38
Figure 4: Hydraulic tool for mounting of cylinder head nuts
4 (6) M116114-01 EN
4. Make sure the slot in the lower end of the distance tube is pointing in a
direction where it is possible to use the tommy bar.

If new studs or nuts are fitted, the assembly must be tightened and
loosened three times, in order to compensate for deformation of the
threads and in order to ensure a safe load of the studs.
Mounting of push rods

1. Remove the screw on top of the rocker arm shaft, see fig 5.

2. Push out the rocker arm shaft and re move the rocker arms.
3. Place the push rods on the cam follower.
4. Remount the rocker arms and secure the shaft with the screw shown in
fig 5.
Assembling of connections
1. Mount the clamp for assembling of cyl inder head and exhaust pipe,
see fig 6.
2012-09-14 - en
Work Card
Figure 6: Correct mounting of clamps

L27/38
2. Push the connecting sleeves for water and charge air into the bores in
the adjacent units.
M116114-01 EN 5 (6)
3. Secure the connections with the clamps and screws belonging to them.
Figure 7: Cooling water connection between cylinder units

2012-09-14 - en
Work Card
L27/38
6 (6) M116114-01 EN
Control and adjustment of valve clearance

Safety precautions
▪ Engine stopped
Manpower
1 1 1/2
Special tools
1 9012 Valve feeler gauge
Data
Limits for crankshaft
deflection
nents

1 1616
1 1620
Starting Position
Cover for valve camshaft is removed. Cover for rocker arms is removed.
Rocker arms are removed.
Procedure
2012-09-17 - en
1. Shut-off starting air and fuel oil.

Work Card
2. Stop the lubricating oil circulation.

3. Dismantle the cylinder top cover.
L27/38
4. Dismantle the clamp for non-turning bridge, if mounted.
M116116-03 EN 1 (6)
5. Turn the crankshaft until the cylinder is in ignition TDC (both valves
closed).
6. Check that the surfaces are clean.

7. Loosen the counter nut, pos. 1 and the adjusting screw, pos. 2 on the
valve bridge.
Figure 1: .
8. Loosen the counter nut, pos. 3 and the adjusting screw, pos. 4 on the
rocker arm and insert the feeler gauge between valve bridge and rocker
arm, pos. 5.
2012-09-17 - en
Work Card
L27/38
2 (6) M116116-03 EN
Figure 2: .
9. Adjust the screw , pos. 4 on the rocker arm until the feeler gauge
makes only slight resistance.
10. Tighten the counter nut, pos. 3 on the rocker arm with torque. Re-
check that the feeler gauge clearance has not changed.
2012-09-17 - en
Work Card
L27/38
M116116-03 EN 3 (6)
Figure 3: .
11. Adjust the screw, pos. 2 on the valve bridge until the feeler gauge
makes slightly more resistance, but it must still be possible to move the
feeler gauge.
12. Tighten counter nut, pos. 1 on the valve bridge with torque. Re-check
that the feeler gauge clearance has not changed.
2012-09-17 - en
Work Card
L27/38
4 (6) M116116-03 EN

Figure 4: .
13. The adjustment is completed.
14. Install the clamp for non-turning bridge, if mounted.
15. Install the cylinder head cover.
Please note:
▪ The engine must be cold or cooled down for at leased 30 minutes.
▪ Ensure to have a firm stand before working on the engine.
▪ It is not allowed to turn during the adjustment process.
▪ The torque spanner must be positioned completely on the coupling.
▪ Attach the socket wrench straight on hexagon nut before screwing.
▪ Adjust the torque correctly, see values for tightening on data 1 00J1-01.
▪ Tool consisting of several parts, can fall into pieces.
▪ All bolted joints must to be re-established.
Caution:
▪ Engine parts can be hot, be careful with burns.
▪ Slipping can cause injuries.
▪ Injury due to crushing of fingers, hands or similar.
▪ Slipping of torque spanner or similar tools can cause injuries.
2012-09-17 - en
▪ Falling down from working position and/ or hitting engine parts can
Work Card
cause injuries.
▪ Damaging of socket wrench, hexagon nut or screw can cause injuries.
L27/38
▪ Sharp-edged feeler gauge can case injuries.

▪ Be careful not to put fingers between adjusting screw and valve.
M116116-03 EN 5 (6)
▪ Wrong torque can cause injuries.

▪ Damaged parts must not be reused.
2012-09-17 - en
Work Card
L27/38
6 (6) M116116-03 EN
Check and overhaul of indicator valve

Safety precautions
▪ Engine stopped
Manpower
1 1/2
Special tools
Data

1 1618
Starting Position
Engine stopped.
Description
Under normal working conditions the indicator valves require very little main-
tenance. However, to minimize toxic gases in the engine room and to keep
the engine and engine room clean, it is necessary to keep the indicator
valves tight.
Also, when taking combustion pressures/ diagrams, it is important that the
mechanical connection between the indicator valve and the indicator is tight
so that the parts are not overheated and damaged. It is therefore important
that the valve connecting surface is in good condition.
In connection with check of indicator valves, be aware of hot surfaces

2012-09-17 - en
and possible discharge of hot gasses.

Work Card
L27/38
M116117-01 EN 1 (2)
Check of indicator valve, see fig 1
Figure 1: Indicator valve

1. Visually inspect the valve cone for damage.
2. Ensure that all indicator valves are closed.
3. Start and run the engine.
4. Observe that the indicator valve is not leaking.
5. Shortly open the valve and close it again.
6. Observe if there is a leakage from the indicator valve.
7. If the indicator is leaking, stop the en gine and replace the indicator
valve.
2012-09-17 - en
Work Card
L27/38
2 (2) M116117-01 EN
Check/adjustment of safety valve opening pressure

Safety precautions
▪ Engine stopped
Manpower
1 1/2
Special tools
Calibrated high pressure testing equip-
ment
Data

1 1618
Procedure
For safety reasons, the safety valves are normally checked/adjusted at an
authorised workshop in connection with overhaul of cylinder heads.
However, it is possible to check/adjust the valves on board if calibrated high
pressure testing equipment is available.
When using hydraulic equipment, protective goggles and gloves MUST

be used.
Note
2012-09-17 - en
In connection with check of safety valves, do not increase the test pressure
to more than 250 bar.
Work Card
Blow off pressure for L27/38 is:

230 bar +7 bar at 20° C.
L27/38
M116118-01 EN 1 (2)
Figure 1: Safety valve

1. Dismount the safety valve.
2. Connect the safety valve to a cali brated high pressure testing device.
3. Slowly increase the pressure until the safety valve blows off. Observe
the blow-off pressure and compare with the factory setting.
4. If necessary, adjust the blow off pres sure, see fig 1:
- Remove lead seal (2) and securing wire (3).
- Loosen and remove locking screw (4).
- Adjust the blow off pressure by tur ning the outer bushing (1).
- Repeat step 3. until the correct low off pressure is reached.
- Drill a securing bore for locking screw (4).
- Mount locking screw (4).
- Secure locking screw with locking wire and lead seal.
2012-09-17 - en
5. Mount the safety valve with a new gasket.

Work Card
6. Mount the side covers.

L27/38
2 (2) M116118-01 EN
MAN Diesel & Turbo
8.1 Description
8.2 Work Cards
8.3 Plates
8.3- EN 1 (1)
2013-02-27 - en
MAN Diesel & Turbo
Plate Cooling water jacket

P11610-02-L2738-P
1 (2)
P11610-02-L2738-P

Cooling water jacket
1 Cooling water jacket

4 Gasket
5 Connecting piece
6 O-ring
P11610-02-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Cylinder liner

P11610-03-L2738-P
1 (2)
P11610-03-L2738-P

Cylinder liner
1 Cylinder liner
10 O-ring
5 Flame ring (for cyl. liner)
7 Sealing ring
9 O-ring, viton
P11610-03-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Cooling water jacket

P11610-04-L2738-P
1 (2)
P11610-04-L2738-P

Cooling water jacket
1 Water jacket, ass.

4 Gasket
5 Connecting piece
6 O-ring
7 Ltc-ring
8 Seal ring u-profile
P11610-04-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Connecting rod

P11612-01-L2738-P
1 (2)
P11612-01-L2738-P

Connecting rod
0 Connecting rod, compl

1 Nut
10 Connecting rod stem
2 Connecting rod bolt
20 Piston pin bush
5 Stud for connecting rod, m36x2
6 Nut
7 Cylindrical pin
8 Connecting rod, bearing cap
9 Connecting rod bearing, complete
9A Connecting rod bearing, upper shell
9B Connecting rod bearing, lower shell
9_A Connecting rod bearing, upper shell
9_B Connecting rod bearing, lower shell
P11612-01-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Piston with piston rings

P11614-01-L2738-P
1 (2)
P11614-01-L2738-P

Piston with piston rings
1 Piston ring,compression,top
10 Spring pin
12 Spring pin
13 Piston without piston pin (ks)
14 Piston pin
15 Retaining ring for boring
16 Stud, piston
17 Thrust piece, piston
18 Hexagon nut, piston
2 Piston ring
3 Piston lower part (ks)
4 Oil control ring (goetze)
8 Piston top part, e=15.9 (ks)
9 O-ring
P11614-01-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo

P11614-02-L2738-P
1 (2)
P11614-02-L2738-P

10 Spring pin
12 Spring pin
14 Piston pin
16 Stud, piston
17 Thrust piece, piston
18 Hexagon nut, piston
2 Piston ring (goetze)
3 Piston lower part (ks)
8 Piston top part, e=15.9 (ks)
9 O-ring
P11614-02-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo

P11614-03-L2738-P
1 (2)
P11614-03-L2738-P

14 Piston pin
A10 Stud, piston
A11 Slide shoe
A12 Pressure spring
A13 Support disc
A14 Retainer ring
A15 Retainer ring
A4 Piston lower part (ks)
A5 Piston top part, e=15.9 (ks)
A6 0-ring
A7 Spring pin
A8 Thrust piece, piston
A9 Hexagon nut, piston
P11614-03-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo

P11614-04-L2738-P
1 (2)
P11614-04-L2738-P

14 Piston pin
A10 Stud, piston
A11 Slide shoe
A12 Pressure spring
A13 Support disc
A15 Retainer ring
A5 Piston top part
A6 0-ring
A7 Spring pin
P11614-04-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo

P11614-05-L2738-P
1 (2)
P11614-05-L2738-P

1 Compression ring
13 Piston compl. ks (without piston pin)
14 Piston pin
15 Retaining rings f.boring
2 Compression ring
4 Oil scrape ring
A10 Stud, piston
A11 Slide shoe
A12 Pressure spring
A13 Support disc
A15 Retainer ring
A5 Piston head
A6 O-ring, viton 70, Ø225.0xØ4.0
A7 Spring pin, din 1481 Ø6*20
P11614-05-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo

P11614-06-L2738-P
1 (2)
P11614-06-L2738-P

1 Piston ring (sg)

14 Piston pin
2 Oil scrape ring
A10 Stud, piston
A11 Slide shoe
A12 Pressure spring
A13 Support disc
A15 Retainer ring
A5 Piston head
P11614-06-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo

P11614-07-L2738-P
1 (2)
P11614-07-L2738-P

1 Compression ring, chrome-ceramic

14 Piston pin
2 Piston ring (kv1)
3 Oil scrape ring
A10 Stud, piston
A11 Slide shoe
A12 Pressure spring
A13 Support disc
A15 Retainer ring
A5 Piston head
P11614-07-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo

P11614-08-L2738-P
1 (2)
P11614-08-L2738-P

1 Piston ring (kv1)

14 Piston pin
15 Retaining rings f. boring
2 Oil scrape ring
A5 Piston head
A6 O-ring
A7 Spring ring
A10 Stud, piston
A11 Slide shoe
A12 Pressure spring
A13 Support ring
A15 Retainer ring
P11614-08-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Cylinder head

P11616-01-L2738-P
1 (4)
P11616-01-L2738-P

Cylinder head
1 Cylinder head, with valves

11 Pressure spring
12 Valve bridge, complete
13 Rocker arm, inlet - complete
14 Rocker arm, exhaust - complete
15 Axle, assembly
16 O-ring
17 O-ring
18 Hexagon screw
2 Valve, inlet
3 Valve rotation device (rotocap)
4 Valve cone
5 O-ring
7 Valve spindle, exhaust
A3 O-ring
A5 Gasket
A6 O-ring
A7 O-ring
B1 Valve bridge
B2 Thrust piece
B3 Adjusting screw
B4 Hexagon nut
C1 Rocker arm, inlet
C2 Bearing bush, rocker arm
C3 Thrust piece
D1 Adjusting screw
D2 Snap ring
D3 Ball seat
D4 Adjusting screw with thrust pad
E1 Rocker arm, exhaust
F10 O-ring
F11 Valve seat ring, inlet
F12 Loctite 640
F2 Valve guide
F4 Valve bridge guide
F6 Insert for fuel injection valve
F7 O-ring
F8 O-ring
F9 Valve seat ring, exhaust
21 Valve cap
P11616-01-L2738-P
2013-02-27 - en
Plate
2 (4)
2013-02-27 - en
MAN Diesel & Turbo
Plate Cylinder head

P11616-01-L2738-P
3 (4)
P11616-01-L2738-P

Cylinder head
1 Cylinder head, with valves

11 Pressure spring
12 Valve bridge, complete
13 Rocker arm, inlet - complete
14 Rocker arm, exhaust - complete
15 Axle, assembly
16 O-ring
17 O-ring
18 Hexagon screw
2 Valve, inlet
3 Valve rotation device (rotocap)
4 Valve cone
5 O-ring
7 Valve spindle, exhaust
A3 O-ring
A5 Gasket
A6 O-ring
A7 O-ring
B1 Valve bridge
B2 Thrust piece
B3 Adjusting screw
B4 Hexagon nut
C1 Rocker arm, inlet
C2 Bearing bush, rocker arm
C3 Thrust piece
D1 Adjusting screw
D2 Snap ring
D3 Ball seat
D4 Adjusting screw with thrust pad
E1 Rocker arm, exhaust
F10 O-ring
F11 Valve seat ring, inlet
F12 Loctite 640
F2 Valve guide
F4 Valve bridge guide
F6 Insert for fuel injection valve
F7 O-ring
F8 O-ring
F9 Valve seat ring, exhaust
21 Valve cap
P11616-01-L2738-P
2013-02-27 - en
Plate
4 (4)
2013-02-27 - en
MAN Diesel & Turbo
Plate Safety valve and indicator valve

P11618-01-L2738-P
1 (2)
P11618-01-L2738-P

Safety valve and indicator valve
1 Indicator valve
2 Connection socket
3 Union nut
4 Threaded socket
5 Molykote
A1 Safety valve
A2 Copper gasket
A3 Pipe, safety valve
6 Insulation glove
P11618-01-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Valve guard

P11620-01-L2738-P
1 (2)
P11620-01-L2738-P

Valve guard
1 Valve cover
4 O-ring, viton 070, Ø380.37xØ5.33
6 Washer
P11620-01-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Valve guard

P11620-02-L2738-P
1 (2)
P11620-02-L2738-P

Valve guard
001 Valve cover

004 O-ring
005 Cyl. screw
006 Disc
P11620-02-L2738-P
2013-02-27 - en
Plate
2 (2)
MAN Diesel & Turbo
1 General
2 Data [00]
8 Cylinder unit
9 Turbocharger
10 Fuel oil system
Turbocharger
9- EN 1 (2)
MAN Diesel & Turbo

15 Cooling system
17 Instrumentation
20 Safety equipment
21 Tools
Turbocharger
2 (2) 9- EN
MAN Diesel & Turbo
9.1 Description
9.2 Work Cards
9.3 Plates
9.1- EN 1 (1)
Turbocharging, charge air cooler

The turbocharging system is based on the constant pressure principle, using
the radial-flow type MAN Diesel & Turbo turbochargers, lubricated from the
engine lub oil system.
A by-pass connection is arranged from the turbocharger air outlet to the gas
inlet side in order to increase the charge air pressure at part load and thus
minimising exhaust smoke.
For certain operating conditions requiring high engine torque at reduced
engine speed, a waste gate arrangement will be incorporated in the exhaust
system.
Figure 1: Turbocharger by-pass/waste gate arrangement

The charge air cooler is a compact two-stage plug-in unit. The high tempera-
ture water passes the first stage and the low temperature water is passed
through the second stage of the cooler.
The two-stage design provides the possibility of utilizing a high percentage of
the engine heat loss for other purposes such as fresh-water generation and
heating.
2012-06-21 - en
Description
L27/38
D118A1-02 EN 1 (2)
Figure 2: Charge air cooler
2012-06-21 - en
Description
L27/38
2 (2) D118A1-02 EN
MAN Diesel & Turbo
9.1 Description
9.2 Work Cards
9.3 Plates
9.2- EN 1 (1)
Cleaning of charge air cooler

Safety precautions
▪ Engine stopped
Manpower
2 2
Special tools
1 9012-10 Lifting tool
Data
nents

1 1812
Starting Position
Procedure
The air cooler is normally cleaned if observations prove that the cooler effi-
ciency has dropped.
To clean the cooler on the air and the water side, it must be dismantled from
the engine.
2012-09-17 - en
Work Card
Dismounting
Before the cooler can be dismantled, the instrument panels must be
L27/38
removed.
M118101-01 EN 1 (4)
1. Unscrew and remove the multiple plug in the bottom of the instrument
panels.
2. Remove the plate with the instrument panels from the air cooler.
3. Remove all allen screws from the end cover of the cooler, except for the
8 screws shown in fig 1.
Figure 1: End cover of cooler

4. Fit the lifting tool on the 4 studs on which the instrument panel was in
stalled, see fig 2.
Figure 2: Cooling water connecting tubes

2012-09-17 - en
5. Hook on a chain block to the lifting tool, but keep the chain slack.
6. Press out the cooler insert about 30 millimetres with the dismantling
Work Card
screws.
7. Lift the cooler with the chain block, pull it out and land it on a wooden
L27/38
support.
8. Remove the end covers and the side plates, see fig 3.
2 (4) M118101-01 EN

Figure 3: Charge air cooler
9. Clean the pipes inside and be sure all deposits have been removed.
Use a suitable cleaning agent to clean the lamellas.
2012-09-17 - en
Work Card
L27/38
M118101-01 EN 3 (4)
Figure 4: Lifting tool mounted on charge air cooler
The greatest care must be taken when handling the cooler insert. Make
sure not to bend any of the lamellas on the tubes. If by accident some
of the lamellas have been bent they must be straightened again,
otherwise the air flow through the cooler will be reduced and change
the performance of the engine.
Assembling after cleaning

1. Reinstall the side plates and the end covers with new gaskets and a
new O-ring, see fig 4.
2. Pressure test the cooler to see if any of the tubes are leaking. If some
pipes are leaking where the tubes are ex- panded into the tube plates,
they can possibly be repaired by re-expanding the tubes. Otherwise,
the tubes must be plugged.
3. Fit new O-rings on the cooling water connecting tubes, fig 3 and add
some acid free grease to the O-rings.
4. Install the connecting tubes in the bores inside the aft-end box, see fig
3.
5. Put some liquid sealing compound on the surface against which the
insert is going to be tightened.
2012-09-17 - en
6. Lift the cooler insert with the lifting tool and carefully push it into the
Work Card
cooler housing and press it in as far as possible.

7. Because of the O-rings on the connecting tubes and the O-ring on the
L27/38
cooler, the cooler does not go all the way in, therefore it must be
pressed into final position by 4 long screws.
8. Install and tighten all screws with a torque of 140 Nm.
4 (4) M118101-01 EN
Cleaning of turbine, dry-cleaning

Safety precautions
▪ Engine stopped
Manpower
1 1/4
Special tools
1 9012-13 Dry cleaning device
Starting Position
Engine in operation — min 75% loaded.
Dry cleaning
The device is connected immediately before the TC gas inlet.
Appropriate cleaning materials are granulates from nut shells or activated
charcoal of a grain size of 1 mm (max 1.5 mm).
Cleaning sequence
Please also consult the instruction plate on the engine.
The cleaning is to be carried out at high engine load, min 75% MCR.
2012-09-17 - en
Work Card
L27/38
M118102-01 EN 1 (2)

1. Before connecting the cleaning device (see fig 1), open the stop valve
(1) and check that the passage is not blocked. Close the valve again.
2. Fill the container (2) with granulate. The amount depending on the type
of turbocharger:
NR24/S, NR26/R 0.4 litres
NR29/S 0.5 litres
3. Connect to the working air system (4).
4. Connect the dry cleaning device to valve (1) and open valve (3). Then
open valve (1) slowly until a hissing sound indicates that the granulate is
being injected. Injection period: Approx 2 min or until the container is
emtpy.
If vibrations occure after cleaning the turbine it is necessary to repeat

the cleaning proces until no vibrations are observed.
2012-09-17 - en
Work Card
L27/38
2 (2) M118102-01 EN

Safety precautions
▪ Engine stopped
Manpower
1 1/4
Special tools
1 9012-13 Dry cleaning device
Starting Position
Engine in operation — min 75% loaded.
Dry cleaning
The device is connected immediately before the TC gas inlet.
Appropriate cleaning materials are granulates from nut shells or activated
charcoal of a grain size of 1 mm (max 1.5 mm).
Cleaning sequence
Please also consult the instruction plate on the engine.
The cleaning is to be carried out at high engine load, min 75% MCR.
2012-09-17 - en
Work Card
L27/38
M118102-02 EN 1 (2)

1. Before connecting the cleaning device (see fig 1), open the stop valve
(1) and check that the passage is not blocked. Close the valve again.
2. Fill the container (2) with granulate. The amount depending on the type
of turbocharger:
TCR18 0.4 litres
TCR20 0.5 litres
3. Connect to the working air system (4).
4. Connect the dry cleaning device to valve (1) and open valve (3). Then
open valve (1) slowly until a hissing sound indicates that the granulate is
being injected. Injection period: Approx 2 min or until the container is
emtpy.
If vibrations occure after cleaning the turbine it is necessary to repeat

the cleaning proces until no vibrations are observed.
2012-09-17 - en
Work Card
L27/38
2 (2) M118102-02 EN
MAN Diesel & Turbo
9.1 Description
9.2 Work Cards
9.3 Plates
9.3- EN 1 (1)
2013-02-27 - en
MAN Diesel & Turbo
Plate Turbocharger
P11810-01-L2738-P
1 (2)
P11810-01-L2738-P

Turbocharger
1 Turbocharger nr24/s 052

5 Hexagon screw
6 Distance piece
A1 Air filter mat, nr29/s
P11810-01-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Turbocharger
P11810-02-L2738-P
1 (2)
P11810-02-L2738-P

Turbocharger
1 Turbocharger nr26/r 154

5 Hexagon screw
6 Distance piece
7 Washer
8 Hexagon screw
A1 Air filter mat, nr26/r
P11810-02-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Waste-gate
P11810-03-L2738-P
1 (2)
P11810-03-L2738-P

Waste-gate
1 Waste-gate valve
10 Nut, heat resistant
12 Pipe for waste-gate
2 Gasket
22 Cover
23 Hexagon screw
24 Hexagon screw
25 Spring washer
3 Stud
4 Spring washer
7 Orifice
8 Gasket
9 Screw
P11810-03-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Charge air by-pass arrangement

P11810-04-L2738-P
1 (2)
P11810-04-L2738-P

Charge air by-pass arrangement
10 Nut, heat resistant, m1602 m16

19 Cover
3 Compensator
4 Gasket
5 Gasket
7 Flapvalve with actuator
8 Stud, am 1701 m16x100
9 Hexagon screw, rust and acidproof
P11810-04-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Mounting off control valve

P11810-05-L2738-P
1 (2)
P11810-05-L2738-P

Mounting off control valve
1 Gasket, din86071 100pn6 af

10 Packing ring
13 Welding neck flange w.certificat
6 Control valve
7 Control valve
8 Packing rings
P11810-05-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Turbocharger
P11810-06-L2738-P
1 (2)
P11810-06-L2738-P

Turbocharger
002 Turbocharger foot for tcr20

005 Hexagon bolt
006 Distance piece, m 2510 a26x60 10.9
012 Hexagon screw
013 Lock washer(pair), Ø13.0 mm,517.078
016 Nozzle
020 O-ring
022 O-ring
030 Lub.o.piping from turbocharger
031 O-ring, nbr3-70, man356 53.57x3.53
032 Gasket, oval, nr26, 517.068
033 Spring washer
008 Hexagon bolt
P11810-06-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Turbocharger
P11810-07-L2738-P
1 (2)
P11810-07-L2738-P

Turbocharger
002 Turbocharger foot for tcr18

005 Hexagon bolt
006 Distance piece, m 2510 a26x60 10.9
008 Hexagon bolt
012 Hexagon screw
013 Lock washer(pair), Ø13.0 mm,517.078
016 Nozzle
020 O-ring
022 O-ring
031 O-ring, nbr3-70, man356 53.57x3.53
032 Gasket, oval, nr26, 517.068
033 Spring washer
P11810-07-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Charge air cooler

P11812-01-L2738-P
1 (4)
P11812-01-L2738-P

Charge air cooler
1 Charge air cooler, mbd58/58

7 O-ring
A1 Cooling block ***deleted***
A10 Plug screw, bsp 1/4"
A11 Sealing ring
A2 Cover ***deleted**
A3 Gasket
A4 Hexagon bolt
A5 Gasket
A6 Cover ***deleted***
A7 Hexagon bolt
A9 O-ring
B10 Cover (no lt-control)
B12 O-ring
B13 Hexagon socket head cap screw
B14 Spring washer
B16 Connecting pipe, dummy
B17 Handle
P11812-01-L2738-P
2013-02-27 - en
Plate
2 (4)
2013-02-27 - en
MAN Diesel & Turbo

P11812-01-L2738-P
3 (4)
P11812-01-L2738-P

Charge air cooler

7 O-ring
A11 Sealing ring
A3 Gasket
A4 Hexagon bolt
A5 Gasket
A7 Hexagon bolt
A9 O-ring
B10 Cover (no lt-control)
B12 O-ring
B14 Spring washer
B16 Connecting pipe, dummy
B17 Handle
P11812-01-L2738-P
2013-02-27 - en
Plate
4 (4)
2013-02-27 - en
MAN Diesel & Turbo

P11812-02-L2738-P
1 (4)
P11812-02-L2738-P

Charge air cooler

11 Actuator/lt-coolingwater valve
7 O-ring
A11 Sealing ring
A3 Gasket
A4 Hexagon bolt
A5 Gasket
A7 Hexagon bolt
A9 O-ring
B1 Housing, complete
B10 Hexagon nut
B11 Spring washer
B12 Slide
B13 Round sealing ring w. supporting ring
B14 Hexagon nut
B15 Washer, control valve
B16 Spring
B18 Cover
B20 O-ring
B4 Piston
B40 Spring washer
B5 Slide ring
B6 Round seal ring w. supporting ring
B8 Piston rod
B9 O-ring
C1 Housing
C2 Guide bush
P11812-02-L2738-P
2013-02-27 - en
Plate
2 (4)
2013-02-27 - en
MAN Diesel & Turbo

P11812-02-L2738-P
3 (4)
P11812-02-L2738-P

Charge air cooler

11 Actuator/lt-coolingwater valve
7 O-ring
A11 Sealing ring
A3 Gasket
A4 Hexagon bolt
A5 Gasket
A7 Hexagon bolt
A9 O-ring
B1 Housing, complete
B10 Hexagon nut
B11 Spring washer
B12 Slide
B13 Round sealing ring w. supporting ring
B14 Hexagon nut
B15 Washer, control valve
B16 Spring
B18 Cover
B20 O-ring
B4 Piston
B40 Spring washer
B5 Slide ring
B6 Round seal ring w. supporting ring
B8 Piston rod
B9 O-ring
C1 Housing
C2 Guide bush
P11812-02-L2738-P
2013-02-27 - en
Plate
4 (4)
2013-02-27 - en
MAN Diesel & Turbo
Plate Charge air connection TC/AC

P11814-01-L2738-P
1 (2)
P11814-01-L2738-P

Charge air connection TC/AC
1 Charge air connection, tc/ac

10 Intermediate flange
11 Cover
14 Covering
15 Washer
17 Glue
3 Axial compensator w. double diff.
4 Stud
5 Hexagon nut
6 Hexagon screw, m10x40, 10.9
8 Hexagon nut
9 Studs
P11814-01-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo

P11814-02-L2738-P
1 (2)
P11814-02-L2738-P


11 Cover
12 Silicone elastomer paste (caf 730)
14 Covering
15 Washer
3 Axial kompensator w. double diff.
4 Stud
5 Hexagon nut
6 Hexagon screw
8 Hexagon nut
P11814-02-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo

P11814-03-L2738-P
1 (2)
P11814-03-L2738-P


10 Spring washer
11 Cover
13 Hexagon bolt
14 Covering
15 Washer
17 Glue
3 Axial compensator w. double diff.
4 Stud
5 Hexagon nut
6 Hexagon screw
7 O-ring, viton 70, Ø240.67xØ5.33
8 Clamp fork for connecting pipe
9 Hexagon screw
P11814-03-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Charge air connection AC/receiver

P11814-04-L2738-P
1 (2)
P11814-04-L2738-P

Charge air connection AC/receiver
1 End cover, charge air receiver

10 Spring washer
13 Hexagon bolt
15 Grease, 1000 gramme
2 O-ring
3 Hexagon screw
4 Spring washer
7 O-ring
9 Hexagon screw
12 Charge air connection, ik-receiver
14 Silicone elastomer paste (caf 730)
P11814-04-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Charge air receiver drain

P11814-05-L2738-P
1 (2)
P11814-05-L2738-P

Charge air receiver drain
1 Adjustable elbow coupling,compl.

10 Hose clip with worm
2 Seamless hydraulic pipe, Ø12 x 1,5
3 Straight male stud coupling
4 Packing rings
5 Socket with srg thread
6 Cock
7 Pipe holder half part, Ø12 mm
9 Plastic hose, pvc, Ø10x14 mm
P11814-05-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo
Plate Charge air connection AC/Receiver

P11814-06-L2738-P
1 (2)
P11814-06-L2738-P

Charge air connection AC/Receiver
1 Flange
10 Spring washer
1010 Flange
1020 O-ring
1030 Hexagon screw
1040 Spring washer
1070 O-ring
1075 Grease
1090 Hexagon screw
1100 Spring washer
1130 Hexagon bolt
1160 Rubber cord
1161 Locking fluid
13 Hexagon bolt
15 Grease
16 Rubber cord
17 Glue loctite 495
2 O-ring
3 Hexagon screw
4 Spring washer
7 O-ring
9 Hexagon screw
P11814-06-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo

P11814-07-L2738-P
1 (2)
P11814-07-L2738-P

001 Charge air connection

002 Axial compensator
003 Cover
004 Covering of compensator
011 Cyl. screw
012 Packing silicone paste
021 Hexagon screw
022 Screw
023 Washer
024 Nut
031 Hexagon screw
032 Cyl. screw
P11814-07-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-27 - en
MAN Diesel & Turbo

P11814-08-L2738-P
1 (2)
P11814-08-L2738-P

001 Charge air connection

002 Axial compensator
003 Cover
011 Cyl. screw
012 Packing silicone paste
021 Hexagon screw
022 Screw
023 Washer
024 Nut
031 Hexagon screw
P11814-08-L2738-P
2013-02-27 - en
Plate
2 (2)
2013-02-28 - en
MAN Diesel & Turbo
Plate Covering of charge air receiver

P11814-09-L2738-P
1 (2)
P11814-09-L2738-P

Covering of charge air receiver
001 Cover, top

002 Cover, pump side
003 Cover, exhaust side
004 Cover, by pass flange
005 Cover, aft. end
006 Cover, front - horizontal
007 Cover, front - vertical
008 Cover, front- rib
009 Distance piece
010 Washer
011 Spring lock
012 Hexagon screw
013 Washer
014 Spring lock
015 Hexagon lock
016 Hexagon screw
018 Closing device
P11814-09-L2738-P
2013-02-28 - en
Plate
2 (2)
2013-02-28 - en
MAN Diesel & Turbo
Plate Condensed water drain for charge air cooler

P11814-10-L2738-P
1 (2)
P11814-10-L2738-P

Condensed water drain for charge air cooler
001 Pipe from charge air cooler

002 Plug screw
003 Sealing ring
004 Socket
005 Connection socket
006 Bracket for pipe clamp
007 Cyl. screw
008 Elbow union
P11814-10-L2738-P
2013-02-28 - en
Plate
2 (2)
2013-02-28 - en
MAN Diesel & Turbo

P11814-11-L2738-P
1 (4)
P11814-11-L2738-P

001 Cover, top

004 Cover, by-pass flange
005 Cover, aft end
010 Covering
011 Covering
020 Countersunk screw
021 Hexagon screw
022 Hexagon head screw
023 Washer
025 Hexagon head scew
P11814-11-L2738-P
2013-02-28 - en
Plate
2 (4)
2013-02-28 - en
MAN Diesel & Turbo

P11814-11-L2738-P
3 (4)
P11814-11-L2738-P

001 Cover, top

004 Cover, by-pass flange
005 Cover, aft end
010 Covering
011 Covering
021 Hexagon screw
022 Hexagon head screw
023 Washer
025 Hexagon head scew
P11814-11-L2738-P
2013-02-28 - en
Plate
4 (4)
2013-02-28 - en
MAN Diesel & Turbo
Plate Exhaust pipe arrangement

P11818-01-L2738-P
1 (2)
P11818-01-L2738-P

Exhaust pipe arrangement
1 Pipe piece
11 Hexagon nut
12 Hexagon screw
13 Spring washer
2 Clamp ring, compl.
22 Exhaust connection to tc
23 Intermediate flange, t/c-inlet
24 Stud
5 Gasket
6 Compensator
7 Cover
8 Support, exhaust
A1 Clamp ring
A2 Hexagon screw
A3 Spring pin
A4 Nut, heat resistant
P11818-01-L2738-P
2013-02-28 - en
Plate
2 (2)
2013-02-28 - en
MAN Diesel & Turbo
Plate Exhaust pipe

P11818-02-L2738-P
1 (2)
P11818-02-L2738-P

Exhaust pipe
1 Pipe piece
11 Hexagon nut, din934, am1702 m16
20 Intermediate flange, t/c-indlet
23 Sealing ring
24 Plug screw
29 Gasket
30 Cover (if not waste-gate)
31 Gasket
32 Hexagon screw
33 Spring washer
5 Gasket
6 Compensator
7 Cover
A1 Clamp ring
A2 Hexagon screw
A3 Spring pin
P11818-02-L2738-P
2013-02-28 - en
Plate
2 (2)
2013-02-28 - en
MAN Diesel & Turbo
Plate Exhaust pipe

P11818-03-L2738-P
1 (2)
P11818-03-L2738-P

Exhaust pipe
1 Pipe piece
11 Hexagon nut
12 Hexagon screw
13 Spring washer
5 Gasket
6 Compensator
7 Cover
8 Support, exhaust
A1 Clamp ring
A2 Hexagon screw
A3 Spring pin
P11818-03-L2738-P
2013-02-28 - en
Plate
2 (2)
2013-02-28 - en
MAN Diesel & Turbo
Plate Exhaust pipe arrangement

P11818-04-L2738-P
1 (2)
P11818-04-L2738-P

Exhaust pipe arrangement
A1 Clamp ring
A10 Cover
A11 Hexagon screw m1591 m12x50 sm
A14 Sealing ring
A15 Gasket
A2 Hexagon screw
A3 Spring pin
A5 Clamp ring, compl.
A6 Pipe piece
A7 Compensator, axial0t
A8 Hexagon screw m1591 m16x45 sm
A9 Nut
P11818-04-L2738-P
2013-02-28 - en
Plate
2 (2)
2013-02-28 - en
MAN Diesel & Turbo
Plate Exhaust, manifold to turbocharger

P11818-05-L2738-P
1 (2)
P11818-05-L2738-P

Exhaust, manifold to turbocharger
A1 Clamp ring
A2 Hexagon screw
A3 Spring pin
A5 Clamp ring, compl.
001 Compensator
002 Exhaust pipe with wastegate
003 Exhaust pipe without wastegate
005 Gasket
006 Hexagon screw
008 Hexagon screw
009 Nut
011 Hexagon screw
012 Spring washer
013 Nut
014 Sealing ring
P11818-05-L2738-P
2013-02-28 - en
Plate
2 (2)
2013-02-28 - en
MAN Diesel & Turbo
Plate Heat insulation

P11818-06-L2738-P
1 (2)
P11818-06-L2738-P

Heat insulation
001 Insulating sheet

005 Hex. head screw
010 Connection wire
015 Insulating mat
016 Insulating mat
017 Insulating mat
018 Insulating mat
019 Insulating mat
P11818-06-L2738-P
2013-02-28 - en
Plate
2 (2)
2013-02-28 - en
MAN Diesel & Turbo
Plate Heat insulation

P11818-09-L2738-P
1 (2)
P11818-09-L2738-P

Heat insulation
001 Sheet
002 Sheet
003 Heat insulation
004 Insulation mat
005 Heat insulation
006 Heat insulation
007 Insulation mat
008 Hexagon screw
009 Washer
010 Wire
P11818-09-L2738-P
2013-02-28 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate Turbocharger turbine cleaning valve

P11820-01-L2738-P
1 (2)
P11820-01-L2738-P

Turbocharger turbine cleaning valve
A1 Distance piece for drycleaning

A2 Gasket
A3 Closing valve
P11820-01-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate Compressor washing

P11822-01-L2738-P
1 (2)
P11822-01-L2738-P

Compressor washing
1 Adjustable elbow coupl.complete

10 Spring washer
11 Bracket
12 Plastic hose, pvc, Ø10x14 mm
2 Seamless hydraulic pipe, Ø6 x 1
4 Bushing, male/female
5 Pipe holder, half-part
7 Hexagon screw
8 Spring washer
9 Hexagon screw
P11822-01-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate Compressor cleaning,arrangement

P11822-02-L2738-P
1 (2)
P11822-02-L2738-P

Compressor cleaning,arrangement
001 Clamp
003 Hexagon screw
004 Spring lock
005 Adjust. elbow coupling, complete
006 Cyl. screw
007 Pipe holder
009 Cyl. screw
010 Precision steel pipe
011 Hose clamp/worm gear
012 Plastic hose
P11822-02-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate Compressor cleaning, arrangement

P11822-03-L2738-P
1 (2)
P11822-03-L2738-P

Compressor cleaning, arrangement
001 Clamp
003 Hexagon screw
004 Spring lock
005 Adjust. elbow coupling, complete
006 Cyl. screw
007 Pipe holder
009 Cyl. screw
011 Hose clamp/worm gear
012 Plastic hose
P11822-03-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate Compressor cleaning, arrangement

P11822-04-L2738-P
1 (2)
P11822-04-L2738-P

Compressor cleaning, arrangement
001 Water wash of compressor

002 Bracket
011 Elbow union
012 Connection
013 Screwed socket
014 Snap coupling
015 Hose
016 Clamp
020 Pipe clip
021 Cyl. screws
022 Clamping claw
023 Cyl. screws
024 Hexagon screw
P11822-04-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate Exhaust outlet

P11824-01-L2738-P
1 (2)
P11824-01-L2738-P

Exhaust outlet
0 Expansion bellow dn600 1 counter fl

1 Expansion bellow, dn 600
2 Weld-on flanges
3 Gasket tape for exhaust compensator
4 Hexagon bolt
5 Hexagon nut
6 Flange mount. t/c gas outlet
P11824-01-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate Exhaust compensator

P11826-01-L2738-P
1 (2)
P11826-01-L2738-P

Exhaust compensator
0 Exh. compensator, dn550

1 Expansion bellow, dn 600
2 Flange
3 Gasket tape for exhaust compensator
4 Hexagon bolt
5 Hexagon nut
P11826-01-L2738-P
2013-03-01 - en
Plate
2 (2)
MAN Diesel & Turbo
1 General
2 Data [00]
8 Cylinder unit
9 Turbocharger
10 Fuel oil system
Fuel oil system
10- EN 1 (2)
MAN Diesel & Turbo

15 Cooling system
17 Instrumentation
20 Safety equipment
21 Tools
Fuel oil system
2 (2) 10- EN
MAN Diesel & Turbo
10.1 Description
10.2 Work Cards
10.3 Plates
10.1- EN 1 (1)
Fuel oil system
Fuel oil system

General
Depending on fuel oil quality the engine can be equipped with different types
of equipment.
MDO
For operation on MDO (Marine Diesel Oil), the standard engine is equipped
with built on:
▪ Fuel oil primary pump
▪ Double filter with paper inserts
▪ Lubrication of fuel oil pumps
▪ Fuel oil pumps with leak oil seal
▪ Uncooled fuel injection valves
The MDO built on equipment is designed for single engine installation. For
multi engine installations, it is recommended to have either separate fuel sup-
plies or the built on pumps have to be replaced by electrical pumps.
HFO
For operation on HFO (Heavy Fuel Oil), the standard engine is equipped with
built on:
▪ Fuel oil duplex slit filter
▪ Fuel oil back pressure valve
▪ Lubrication of fuel oil pumps
▪ Uncooled fuel injection valves
The built on equipment is designed for use on fuel oil modules, normally
referred to as booster modules. For multi engine installations, a common fuel
oil feed system should cover all engines.
HFO quality
We recommend to use heavy fuel up to 380 cSt/ 50°C, even though the
engine is designed for operation on HFO up to 700 cSt/ 50°C, depending on
the actual fuel quality.
For fuel oil quality, see Viscosity temperature (VT) diagram of fuel oil/ Quality
of heavy fuel oil (HFO) in chapter 00 Data. The maximum injection viscosity is
12–14 cSt.
2012-04-17 - en
Description
L27/38
D120A1-01 EN 1 (1)
Fuel oil system — MDO

Fig 1
Figure 1: Fuel oil diagram - MDO

2012-04-17 - en
Description
L27/38
D120B1-01 EN 1 (2)
Fuel oil system, see fig 1

To protect the purifier pump (2), a prefilter is inserted before the pump.
The pump can be driven directly by the purifier or by an independent motor.
For engines operating on MDO, we recommend cleaning of the oil by a puri-
fier to remove water. For the blended fuel oil (M3 in accordance to BS
MA100 fuel oil specification) which can be expected in some bunker places,
the purifier is also an important cleaning device. An automatic selfcleaning
type is recommended.
Preheating is normally not necessary, but a purifying temperature of approx
40°C will improve separation. Some Marine Diesel Oils have a high content of
“paraffin” which cloggs up filters and can cause the engine to stop. To avoid
this preheating can be necessary.
A heat exchanger and a thermostatic valve using the main engine HT cooling
water as heating media can be installed, if necessary.
The service tank (4) should be drained daily for water and sludge.
A duplex suction filter (6) with magnetic inserts is installed in the suction line
of the fuel oil primary pump to protect the pump. The filter should be cleaned
regularly.
A standby fuel oil pump (7) is installed for circulation of fuel after dismantling
or repair of the system.
In case of breakdown of the built on primary pump, the standby pump will
take over. The fuel oil temperatures before engine/f uel injection pumps
should be observed:
MDO
Viscosity at 40° C ≥ 2.5 cSt max 60° C
MGO
Viscosity at 40° C ≥ 2.0 cSt max 50° C
Viscosity at 40° C 1.5-2.0 cS max 40° C
2012-04-17 - en
Description
L27/38
2 (2) D120B1-01 EN
Fuel oil system — HFO

Fig 20.2
Figure 1: Fuel oil diagram - HFO

2012-04-17 - en
Description
L27/38
D120B2-01 EN 1 (4)
Item Description
1 HFO settling tank

2 Prefilterfor purifier/clarifier
3 Transfer pump for purifier/clarifier
4 Preheater for purifier/clarifier
5 HFO purifier
6 HFO clarifier
7 HFO day tank
8 Prefilter for HFO supply pump
9 Fuel oil supply pump
10 Automatic filter
11 Flow indicator
12 Mixing tank
13 Automatic deaeration valve
14 Supply pressure control valve
15 Duplex filter (magnetic insert)
16 Fuel oil booster pump
17 Preheater
18 Viscosity control equipment
19 Duplex slit filter
20 Booster pressure regulating valve
30 Sight glass, HFO day tank overflow
31 Prefilter for MDO transfer pump
32 MDO transfer pump
33 MDO purifier
34 MDO day tank
35 Sight glass, MDO day tank overflow
Connections:
B1 Fuel oil inlet engine
B2 Drain oil from fuel valves
B4 Fuel oil circulation to service tank
B7 Leak oil to drain tank (with alarm)
Pressure regulating valve (item 20):

The pressure regulating valve is to be adjusted to a pressure of 4 bar.
The relief valve for booster pumps (items 16 and 16A) are adjusted to a somewhat
higher pressure
Heavy fuel oil system, fig 20.2

2012-04-17 - en
The settling tank (1) should be designed to provide the most efficient sludge
Description
and water separation.

The capacity of each settling tank should be sufficient to ensure minimum 24
L27/38
hours operation.
2 (4) D120B2-01 EN
The temperature of the oil settling tanks should be as high as possible to

help the dirt to settle. The temperature should be below 75° C in order to

avoid the formation of asphaltenes, and min 7° C above the pour point of the
oil to ensure pumpability.
To protect the separator pumps, (3/3A) pre-filters (2/2A) are inserted before
the pumps.
The pumps can be driven directly by the purifier or by an independent motor.
The preheaters (4/4A) must be able to raise the temperature of the oil from
approx 60° C to approx 98° C, which is the temperature of the oil for purify-
ing.
Cleaning of the fuel oil by a purifier and a clarifier which remove water and
solids. For applications with separators acting as a clarifier and purifier at the
same time, one separator should be standby. Only the automatic self-clean-
ing type should be used.
Guidance given by the manufacturer of the separators must be observed.
The service tank (7) should be dimensioned to contain purified HFO for oper-
ating for at least 12 hours.
The tank must be insulated and the oil temperature in the tank should be
kept at minimum 60° C. Depending on separating temperature and tank
insulation, the temperature may rise to above 90° C.
Attention must be paid that the fuel oil suction pipe is connected to the side
of the tank in a position to avoid sludge and water contamination of the HFO
system.
The HFO system must be pressurised to avoid gas separation in the fuel oil
piping. Pressurising is maintained by the pumps (9/9A) installed between the
HFO service tank and the automatic filter. The prefilters (8/8A) must be
cleaned regularly.
The pressure regulating valve (14) is to be adjusted to a pressure of approx.
4 bar and the relief valve setting for supply pumps (9/9A) is adjusted to a
higher pressure.
An automatic filter (10) is installed between the supply pumps and the mixing
tank (12).
As the flow is limited to the consumption of the engine, a filter with 10 μm
mesh size should be used in order to achieve optimal filtration. In case of
malfunction of the filter, a manually cleaned bypass filter has to be installed in
parallel to the automatic filter.
For engines with pressurised HFO system a fuel consumption meter (11) may
be fitted between the automatic filter (10) and the mixing tank (12). A spring
loaded valve is installed in parallel. In case of problem with the measuring
device, the valve will open and ensure fuel supply to the engine.
The main purpose of the mixing tank (12) is to ensure good ventilation of gas
from the hot fuel oil.
Furthermore, the mixing tank ensures a gradual temperature balance by mix-
ing the hot oil returned from the engine with the oil from the service tank.
2012-04-17 - en
Because the capacity of the fuel oil booster pumps (16/16A) is higher than
Description
the consumption of the engine, the surplus oil from the engine is returned to
the mixing tank.
L27/38
To protect the fuel oil booster pumps, a duplex prefilter (15) is installed
between the mixing tank and the booster pumps (16/ 16A).
The filter must be cleaned regularly.
D120B2-01 EN 3 (4)
In order to heat the HFO to the proper viscosity before the injection valves
(10-14 cSt), the oil is led through a preheater.
The temperature of the HFO is regulated by an automatic viscosity control

unit to 85 - 150°C (depending on the viscosity).
The viscosity control equipment (18) is required for all types of fuel to ensure
the optimum viscosity of approx 10 - 14 cSt at the inlet to the fuel injection
pump. The viscosi-meter should not be affected by pressure peaks pro-
duced by the injection pumps.
The viscosity control equipment must be able to switch over to thermostatic
control in case of malfunctioning.
The MDO treatment and feed system

The engine is designed for pier to pier operation on HFO. However, change
over to MDO might become necessary. For instance during:
▪ Repair of engine and fuel oil system
▪ Docking
▪ More than 5 days stop
▪ Environmental legislation requiringuse of low–sulphur fuels
The layout of the MDO treatment and feed system should be in accordance
with the recommendations for MDO.
2012-04-17 - en
Description
L27/38
4 (4) D120B2-01 EN

Fig 20.3
2012-04-17 - en
Description
L27/38
Figure 1: Fuel pump
D120C1-01 EN 1 (3)
Fuel pump
The fuel pump and the roller guide are one unit, placed over the fuel cam. A
pipe supplies lubricating oil from the camshaft bearing to the roller guide.
The barrel is installed with seals on the outer circumference at various levels
to avoid leakages and to give the possibility to drain fuel from the lower part
of the barrel bore.
At the same time it also gives the possibility to add sealing oil to minimize fuel
contamination of the lubricating oil.
The rack for fuel control is shaped as a piston at one end. The piston works
inside a cylinder. When the cylinder is pressurized, the fuel rack will go to
zero and the engine will stop.
A delivery valve is installed on top of the barrel. In the delivery valve housing a
second valve is installed. This valve will open for oscillating high pressure
waves between the needle in the fuel injection valve and the delivery valve on
the pump, causing the needle in the fuel valve to stay closed after the injec-
tion is finished. This will reduce formation of carbon around the nozzle tip and
save fuel.
Fuel injection valve

The fuel valve is uncooled and placed in a sleeve in the centre of the cylinder
head.
O-rings around the fuel valve body prevent fuel and lubricating oil from mix-
ing. From the side of the cylinder head, a lance for fuel supply is screwed into
the fuel valve. The lance is sealed with a bushing and two O-rings where the
lance goes into the cylinder head. A double-walled high pressure pipe con-
nects the fuel pump with the lance.
Leak oil from the fuel valve or from a possible defective high pressure pipe is
led to the bore for the lance in the cylinder head. From here a pipe will drain
the fuel either to a leak oil tank — in case of HFO operation, or to the day
tank — in case of MDO operation.
2012-04-17 - en
Description
L27/38
2 (3) D120C1-01 EN

Fig 20.4
Figure 2: Injection valve

2012-04-17 - en
Description
L27/38
D120C1-01 EN 3 (3)
MAN Diesel & Turbo
10.1 Description
10.2 Work Cards
10.3 Plates
10.2- EN 1 (1)
Dismantling/installation of fuel injection pump

Safety precautions
▪ Engine stopped
Manpower
1 2
Special tools
1 9012-04 Lifting tool
Data
nents

1 2016
1 2020
Starting Position
Covers over fuel pumps removed.
Dismantling
1. Close the valves in the fuel lines and the air supply for safety stop.
2012-09-17 - en
2. Dismantle the high pressure fuel pipe.

Work Card
3. Remove the pipes for lubrication, drain and air.

4. Remove the plug screws (1) fig 1.
L27/38
M120101-01 EN 1 (5)
Figure 1: Fuel injection pump

5. Unscrew the 8 screws (3) on the con necting pieces on the right side of
the fuel pump, see fig 1.
6. Pull the connecting pieces to the right to separate the connecting
pieces from the fuel pipes to the left, see fig 5.
7. Disconnect the ball head connection (1) fig 2 between the terminal shaft
and the fuel rack shaft.
Figure 2: Fuel injection pump as mounted

8. Check if the roller of the fuel pump is on the circular part of the fuel
cam. Other wise turn the crankshaft.
2012-09-17 - en
9. Loosen and remove the 4 nuts (2) se curing the pump on the engine, fig
Work Card
2.
10. Install the lifting tool as shown in fig 3 and remove the pump.
L27/38
2 (5) M120101-01 EN

Figure 3: Removing the fuel injection pump
2012-09-17 - en
Work Card
L27/38
M120101-01 EN 3 (5)
Figure 4: Transporting the dismounted fuel injection pump
Installation
1. Clean all the joint surfaces on the engine and the pump.
2. Place new O-ring seals (2) fig 5 on the orifice flanges at the inlet and
outlet of the pump and the lower part of the pump (2) fig 1.
Lubricate the O-rings with acid-free grease.
2012-09-17 - en
Work Card
Figure 5: Tightening of fuel pump

3. Install the lifting tool on the fuel pump and lift it to the place where it is
L27/38
to be installed.
4 (5) M120101-01 EN
4. Establish all the connections earlier disconnected, fit new O-rings (1) fig
5. Install and tighten the 4 nuts to fasten the pump, fig 5. See Tighten-

ing specification in chapter 00 Data.
Figure 6: Removal of fuel oil pipes

2012-09-17 - en
Work Card
L27/38
M120101-01 EN 5 (5)
Disassembly/reassembly and repair of fuel injection pump

Safety precautions
▪ Engine stopped
Manpower
1 1
Special tools
1 9012-04 Fit./remov. dev. f. injec. pump
Data

1 2016
Starting Position
Fuel injection pump dismantled from engine, see work card 20 101.
2012-10-02 - en
Work Card
L27/38
M120102-02 EN 1 (8)
Disassembly of fuel injection pump
Figure 1: Delivery valve on fuel pump

1. Unscrew the allen screws (1), fig 1, and remove the delivery valve hous-
ing. Take care not to loose the valves inside the housing.
2. See fig 2/I. Screw the spindle back, place the bridge diagonally onto the
casing and attach it by means of hexagon nuts.
3. Turn the spindle until the thrust pad contacts the tappet, see fig 2/II.
4. Turn the spindle to depress the tappet far enough to unload the screw
plug so the latter can be removed, see fig 2/III.
5. Turn the spindle back to unload the compression spring, see fig 2/IV.
6. Remove the complete tool.
7. Disassemble the tappet together with the pump plunger and put down
on clean place.
Do not touch the pump plunger with your bare hands. Protect the
control edges on the pump plunger from damage.
2012-10-02 - en
Work Card
L27/38
2 (8) M120102-02 EN

Figure 2: Unloading / loading the compression spring in the fuel injection pump. Tool
is not supplied
8. Measure the clearance (A), fig 3, of the pump plunger between the
thrust plate (2) and the plunger base plate, note down and compare
with specified value, see data 1 00J2. In case of exceeding values,
please replace wearing parts.
9. Screw off the hexagon socket bolts (3) and take the tappet (16) off.
10. Take the thrust plate out and pull the plunger base plate (14) off the
plunger.
11. Take the compression spring out of the casing, disassemble the spring
cup (4) and the regulating sleeve (5).
12. Unscrew the cylinder and remove the regulator rod, see fig 5.
2012-10-02 - en
13. Screw out both baffle screws (6).

14. Unscrew the hexagon socket screws (7) and take the thrust ring (19)
Work Card
off.
L27/38
15. Put the thrust plate onto the monobloc cylinder and fasten it in place,
see fig 4.
M120102-02 EN 3 (8)
16. Screw two hexagon head bolts into the thrust plate down to contact
with the casing.
17. Attach the monobloc cylinder to the casing by turning the hexagon
head bolts.
Take care to avoid tilting of the monobloc cylinder as it is being pulled

out.
18. Remove the monobloc cylinder from the casing and put it down on a
clean support.
19. Measure the axial and radial clearance of roller (8), fig 3, note down and
compare with the specified clearances, see data 1 00J2-02. In case of
exceeding values, please replace wearing parts.
The replacement of rollers should be entrusted to a service base on

MAN personnel as a matter of principle because the roller bolt has
been fitted in the tappet by freezing.
20. Check the complete valve support, (20) fig 3, for tightness and verify
that the individual parts move easily. Disassemble the valve support if
necessary.
21. Clean all the parts with clean diesel oil and check them for wear or
damage.
2012-10-02 - en
Work Card
Figure 3: Fuel injection pump

L27/38
4 (8) M120102-02 EN
A pump element consists of the plunger and monobloc cylinder.

Plunger and monobloc cylinder can only be replaced together because
they fit together.
Figure 4: Removing the monobloc cylinder
Operating Sequence 2 - Assemble a Fuel Injection Pump

1. Prior to assembly, slightly oil all the parts with thin-bodied mineral oil.
Metallic sealing and contact faces must be absolutely dry when

assembled.
Figure 5: Fuel injection pump - top view

2. Fit a new plunger packing in the ring groove, see fig 5.
Alignment of the marks M/M is of great importance.

2012-10-02 - en
Work Card
L27/38
3. Fit the fuel rack in the casing.

4. Apply loctite 243 to the thread of the cylinder over length of 6 mm and
screw home into the casing with a new gasket fitted.
M120102-02 EN 5 (8)
5. Treat new sealing rings (9) and o-ring seals (10 and 11) with acid-free
grease and fit them in ring groove, taking care that the o-ring seals are
evenly tensioned aver the circumference, and not twisted, see fig 3.
6. Assembly of sealing rings, according to fig. 7. Following require that
extra tool are supplied by MAN Diesel & Turbo.
7. Introduce the monobloc cylinder into casing, taking note of the position
of the cylindrical pin, refer to fig 6.
Figure 6: Installing a new barrel

8. Place the thrust plate, see fig 6, onto the monobloc cylinder, mount the
2012-10-02 - en
bridge over the thrust plate on the casing, and screw the hexagon nut
down to contact with the thrust plate, see fig 6. Screw the hexagon
Work Card
head bolt into the bridge.

9. Force the monobloc cylinder into the casing by turning the hexagon
L27/38
head bolt, making sure that the locating pin is between the cylindrical
pins, see fig 6.
6 (8) M120102-02 EN
When forcing the monobloc cylinder into the casing, prevent it from

tilting.
10. Removel the tool.
Figure 7: Assembly of sealing rings

11. Put the thrust ring (2), fig 3, onto the monobloc cylinder.
12. Apply copaslip or the like to the threads and contact faces of the hexa-
gon socket bolts, screw home hand-tight and tighten to the specified
torque, please see data 1 00J1. For order of tightening, see fig 8.
13. Place the valve support onto the monobloc cylinder, taking note of the
bore/cylindrical pin (12) position.
14. Apply copaslip or the like to the threads and contact faces of the hexa-
gon socket bolts, screw home hand-tight and tighten to the specified
torque in three steps, please see data 1 00J1. For ordering of tighten-
ing, see fig 8.
2012-10-02 - en
Figure 8: Order of tightening the fixing bolts for the barrel cylinder (left) and valve
Work Card
support (right)
15. Fit the regulating sleeve so that the markings (M), see fig 5, on the fuel
L27/38
rack and regulating sleeve coincide.

16. Install the spring plate through the regulating sleeve into the casing.
M120102-02 EN 7 (8)
Prior to installing the spring plate, verify once again that the markings
of the regulating sleeve and fuel rack match.
17. Fit the compression spring (13) in the casing.

18. Put the plunger base plate (14) onto the pump plunger (15). Insert the
thrust plate (2) in the plunger base plate.
Do not touch pump plungers with your bare hands. Protect control
edges on plungers against damage.
19. Put the tappet (16) over the plunger base plate and fasten it by four
hexagon socket bolts (3).
20. Measure the clearance (A), fig 3, of the pump plunger between the
thrust plate (2) and the plunger base plate, note down and compare
with specified value, see data 1 00J2. In case of exceeding values,
please replace wearing parts.
21. Carefully push the plunger and tappet into the monobloc cylinder and/
or casing, taking note of the position of the longitudinal groove in the
tappet for the screw plug (17).
22. Screw the spindle back and place the bridge diagonally onto the casing
and fasten it by hexagon nuts, see fig 2/I.
23. Turn the spindle until the thrust pad contacts the tappet see fig 2/II.
24. Turn the spindle to depress the tappet far enough to allow the screw
plug equipped with a new gasket to be fitted, see fig 2/III.
25. Insert a masuring mandrel in cavitation holes. Depress the tappet spring
until plunger just have contact with measuring mandrel area of 6.5h6,
see fig 3. Check that the clearance (B) from roller to mounting surface
comply the dimension, see fig 3 and data 1 00J2. In case of exceeding
values please exchange the trust plate (2).
26. Remove the complete tool.
27. Screw the baffle screws (6) complete with new gaskets (18) into the
casing specified.
2012-10-02 - en
Work Card
L27/38
8 (8) M120102-02 EN
Removal and refitting of fuel injection valve

Safety precautions
▪ Engine stopped
Manpower
1 1
Special tools
1 9012-04 Grinding device for nozzle seat
1 9012-04 Extractor
1 9012-04 Fuel valve test pump
1 9012-04 Cleaning needles
Hand Tools
Qty Designation Number Status
Ring- and open end spanner, 12 mm
Socket spanner, 24 mm
Data
Weight of main compo-
nents

1 2018
2012-10-04 - en
Starting Position
Work Card
Operating media systems closed/depressurised. Engine shut down.

L27/38
Procedure
Execute work on time according to the maintenance schedule, enable/sup-
port economic operation, prevent operating problems damages.
M120103-02 EN 1 (5)
Fuel injection valves affect the loading of the injection system and the operat-
ing values of the engine. They are to be checked if there are deviations in the
operating values, to be overhauled if necessary or changed.
Dismantling of a fuel injection valve
An engine that runs usually on heavy oil, should be operated for a short
while on diesel oil before disassembling the fuel injection valves.
Initial state
Stop valves on fuel pipes closed. Oil pump (reserve) shut off, cylinder head
cover removed, indicator valve opened.
Injection valve should be disassembled only with opened indicator

valve.
1. Remove the side cover over the fuel pump and the top cover over the
rocker arms for the cylinder head.
2. Dismantle the delivery pipe between the fuel pump and the lance (5) fig
1.
2012-10-04 - en
Work Card
L27/38
Figure 1: Fuel injection valve assembly
2 (5) M120103-02 EN
3. Remove the nuts (1) and the thrust piece (2)

4. Unscrew the screw (3) and remove the locking device (4)
5. Unscrew the lance (5) and remove it from the cylinder head.
6. Install the extractor tool, see fig 2 and pull out the fuel valve.
Figure 2: Extractor tool mounted on fuel injection valve

7. Extract injector valve by turning the spindle nut until it is loose.
Injection valve may be dismantled only with disassembly and assembly

fixture.
8. Thread off spindle nut and remove the extractor tool.

9. Cover opening in the cylinder head.
10. Place injection valve on workbench.
11. Clean complete injection valve outside with fuel, remove adhering with
wire brush. Scratch injection nozzle only with wooden spatulas, in order
not to damage nozzle bore. Clean cylindrical set of nozzle bodies.
Cleaning should be done on the side away of the workbench.

2012-10-04 - en
Work Card
L27/38
M120103-02 EN 3 (5)
Assembling of fuel injection valve
Initial state
Injection valve, especially cylindrical seat of nozzle bodies cleaned carefully.
Opening pressure, tightness and nozzle bores checked.
Injection valve from reserve stock or spares delivery cleaned and

check from outside.
1. Fit new round ring seals (8), lubricated with clean lubricating oil, in the
ring groove, ensuring that this is tensioned equally on the entire periph-
ery and not twisted.
2. Fill the inside space (spring room) of the injection valve through leakage
fuel draining hole, with clean fuel.
3. Remove cover for bore in the cylinder head and clean the bore and seat
face in the cylinder head carefully.
4. Assemble injection valve in bore, taking care of correct positioning of
the bore for threaded piece. Fit new round ring seals (8), lubricated with
clean lubricating oil, in the ring groove, ensuring that this is tensioned
equally on the entire periphery and not twisted.
5. Add lubricant pasta to the thread of the lance (5) and screw it into the
fuel valve.
6. Place the thrust collar (2) fig 1 on the fuel injection valve and apply lubri-
cant type GN or similar on screw thread, contact surface and hexagon
nuts (1). Then tighten with hand and after installation of the lance (5) the
hexagon nuts (1) can be tightened to the specified torque of 115 Nm.
Prior to the tightening It might be necessary to turn the fuel valve a little
to make the thread catch. Tightening torque for the lance is 75 Nm.
If the injection valve is installed in an operat-ng hot cylinder head,

tighten the hexagonal nuts (7) only after temperature equalisation, with
specified torque.
7. Place the locking device on the hexagon of the lance and secure it with
the screw (4) lubricated with oil. Tightening torque 115 Nm.
8. Ad lubricant type GN or similar to the lance (5) and the fuel pump top
and install the high pressure pipe. Tighten- ing torque: 50 Nm.
9. Close indicator valve.
2012-10-04 - en
10. Open stop valves on fuel pipes.

11. Attach cylinder head cover.
Work Card
L27/38
4 (5) M120103-02 EN

2012-10-04 - en
Work Card
Figure 3: Fuel injection valve complete

L27/38
M120103-02 EN 5 (5)
Fuel injection valve to be checked

Safety precautions
Manpower
1 2
Special tools
1 9012-04 Extractor
1 9012-04 Cleaning needles
Data
nents

1 2018
Starting Position
Procedure
Assembly of the fuel injection valve see work card 20 106.
Check components for quality/wear condition ensure/ restore operating
reliability. Fuel injection valve affect the loading of the fuel injection system
and the operating values of the engine. They are to be checked if there are
deviations in the operating values, to be overhauled if necessary or changed.
The work extends: Checking of parts / components.
2012-10-04 - en
Work Card
Preliminary observations
Functioning capability and setting of the injection valve affect the combustion
L27/38
course, the operating values and the loading of the injection system. If the
operating values are changed (ignition pressure, exhaust temperature) the
opening pressure and tightness of the concerned valves should be checked.
M120104-01 EN 1 (6)
The nozzle test stand allows to pressure- test and adjust the injection valve,
using a hydraulic hand pump. The fixture ensure comfortable working under
reproducible conditions.
In the testing of injection valves of modern 4-stroke engines the atomisation
is no longer a test criterion, because the behaviour of the injection nozzle in
engine operation cannot be verified.
An inferior spray pattern does not say anything about the functioning of the
injection nozzles in the engine. It is fully functional if the criteria for opening
pressure, tightness and free nozzle bores are fulfilled.
4 Test pressure pump for fuel noz- 5 Clamping for injection valve
zle complete
6 Adapter for fuel injection valve 6 High pressure pipe
Figure 1: Nozzle test stand
2012-10-04 - en
Work Card
L27/38
2 (6) M120104-01 EN
1 Fixation for mounting device 2 Lever for pump Fuel injection valve to be checked
3 Partition of test rig in tabletop 4 Lever with locking mechanism
(GXO-G011a) for rotating of mounting device
5 Device to move showcase up 6 Pockets for eg mounting device
and downwards or tools
7 Oil collecting tank 8 Fan to evacuate oil vapour
9 Showcase to watch spray pat- 10 Connection for high pressure
tern pipe
11 Lever to switch from opening 12 Relief valve lever (to release
pressure to boost test pressure in high pressure pipe)
13 Pressure gauge (with bar and
PSI scaling)
Figure 2: Nozzle test stand

2012-10-04 - en
Work Card
L27/38
M120104-01 EN 3 (6)
Preparation for inspection
Heavy oil residues in the injection valves can adversely affect test
result and make cleaning more difficult. It is therefore recommended
that the engine run on diesel oil for about 1 hour before disassembling
the injection valves. If that is not possible then it is important to carry
out the described test at once after injection valves are removed from
engine. Otherwise the injection valve has to be separated and
cleaned before testing.
Initial state
Injection valve is dismantled and cleaned on the outside.
Use anti-corrosion oil for checking the injection valves, so that they
also given the conservation treatment. Only absolutely clean anti-
corrosion oil should be filled in the nozzle test stand otherwise there
could be malfunctioning in the pump or in the injection valve to be
tested. The fill level of the oil container (12) should be checked.
1. Insert injection valve in the adapter head and tighten uniformly with
holder.
2. Thread in connection piece on pressure hose connection of the injec-
tion valve and screw in high pressure hose on connecting piece.
3. Set nozzle jet collector vessel under the injection nozzle and push it up
until the expected jets meet on the outer walls of the nozzle jets collec-
tor vessel.
Never allow injection nozzle to spray into open air but only in the
collector! Do not touch fuel jets, as they penetrate the skin structure
and cause painful inflammation! Do not use any open flames at
workplace! Smoking is absolutely prohibited! Use suction on oil mist
wherever possible.
The checking and setting of the injection valves extends to the following
steps:
▪ Check opening pressure
▪ Check nozzle bores
▪ Set target pressure
▪ Check tightness
2012-10-04 - en
Check opening pressure

Work Card
1. Close pressure relief valve (12) if it exist on the test equipment used.
L27/38
4 (6) M120104-01 EN
2. Actuate hand pump (26) uniformly and raise pressure until the injection
nozzle opens. Note opening pressure and compare with reference

value 420 bar. Actuate hand pump for min 20 strokes and rinse injec-
tion valve.
Opening pressure The hydraulic pressure must be taken slowly past

the opening pressure, as otherwise there are errors while reading off
the opening pressure. The test pressure must not exceed 430 bar! In
case of new nozzles elements, the nozzle needle can be stuck at the
first spray test and must be released by strong rinsing. In case of
already run-in nozzles, collect the anti corrosion oil contaminated with
fuel and do not fill it again in the pressing device.
In case of new nozzles, there can be a drop in the opening pressure up
to 90 bar after a few operating hours.
This pressure drop does not mean any functional deficiency and is
characteristic of all fuel injection nozzles.
It cannot be expected that the nozzle will spray or make a sound, only
opening pressure can be checked.
Decision
Opening pressure drop less /greater than 90 bar.
Opening press. drop less than 90 bar:
▪ Continue with the next step.
Opening press. drop greater than 90 bar:
▪ Separate injection valve as mentioned in workcard 20 105.
▪ Carry out visual inspection (spring breakage)
▪ If component is in order, continue with the next step
Check nozzle bores

1. Loosen the hexagonal nut (1) and turn back adjusting screw (2) until
compression spring (6) is released.
2. Close pressure relief valve (if it exist or retighten the high pressure pipe).
Actuate hand pump uniformly and adjust opening pressure with adjust-
ing screw (2) to 30 bar.
Decision
All nozzle holes open? See fig 3
2012-10-04 - en
Work Card
Figure 3: Assessment of the nozzle holes. Left – open, right – partly clogged
▪ Yes, continue with the next step
L27/38
▪ No, Separate the injection valve as mentioned in work card 20 105.
M120104-01 EN 5 (6)
Adjust opening pressure to reference value

1. Actuate hand pump uniformly and thus raise the hydraulic pressure, at
the same time tension the compression spring (6) a little by using
adjusting screw (2). Repeat the process until the reference value of 420
bar is reached.
Compression spring Do not set a higher pressure than indicated,

otherwise the compression spring will be deformed. Adjust to the
indicated higher spray pressure value only after assembling a new
compression spring to compensate for the initial setting of the
compression springs.
2. If the reference value is set reproducibly, lock the adjusting screw (2)
with the hexagonal nut (1) and check the opening pressure again.
Check leak proofing

1. Stop the pumping of the tester and open the pressure relief valve (12) if
it exist on the test equipment reducing the pressure to 0 bar. Or release
pressure by loosening high pressure pipe until pressure has dropped to
0 bar. This ensures, that the nozzle is closed completely.
2. Close pressure relief valve and pressurize pipe again.
3. To check the leak proofing, actuate hand pump evenly until 250 bar are
reached on the pressure gauge (13). The injection valve is considered
tight if no drops fall within 5 seconds.
Make sure, that no oil drop off from the nozzle leakage bore (9) (see fig
3 workcard 20 105). This may causes a misinterpretation of the tight
nozzle. Avoid this by wrapping a cleaning rag around the injection
nozzle.
Decision
Tightness OK? see fig 4.
2012-10-04 - en
Figure 4: Judgement on the tightness. Left – tight, right - drops

Work Card
▪ Yes, The injection valve can be made available for use!

▪ No, The injection valve should be replaced with new unit.
L27/38
6 (6) M120104-01 EN
Fuel injection valve to be separated

Safety precautions
Manpower
1 1
Special tools
1 9012-04 Holder/Cleaning needles
Hand Tools
Torque wrench
Hexagonal screw driver (set)
Wire brush
Spatula (wood)
Depth gauge
Container with fuel
Polishing medium (wool)
Paper towels
Lubricant (containing molybdenum disul-
phide)
Data
nents

2012-10-04 - en
Work Card
Starting Position
L27/38
M120105-01 EN 1 (5)
Procedure
Check components for quality/wear condition, prevent operating problems/
damages.
Fuel injection valves affect the loading of the fuel injection system and the
operating values of the engine. They are to be checked if there are deviations
in the operating values, to be overhauled if necessary or changed.
The work extends: Separation of components. Checking of parts/ compo-
nents
Preliminary observation
Separate injection valve if, during the test according to work card 20
104, errors are detected and if the nozzle element should be changed
due to the operation time. The separation is done by placing the valve
in a vice with soft jaws.
2012-10-04 - en
Work Card
Figure 1: Fuel injection valve

L27/38
2 (5) M120105-01 EN

Separating of a fuel injection valve
1. Wash injection valve in fuel and remove adhering coke with a wire
brush.
2. Place the fuel valve in a vice with soft jaws.
3. Loosen hexagon nut (1) and turn back adjusting screw (2) until com-
pression spring (6) is released.
4. Turn the fuel valve 180° so the hexagon nut (1) is turned down.
5. Loosen nozzle tensioning nut (4) carefully.
Releasing the nozzle tensioning nut
If there is heavy resistance when releasing, try to make the threads

free again by softening them in fuel and turning to and fro. Do not
release nozzle tensioning nut with force, as otherwise threads can
wear out and parts can become useless.
1. When threading out the nozzle tensioning nut (4) use the following
method: Unscrew released nozzle tensioning nuts and at the same time
prevent them from lifting axially from holder by continuously lightly hit-
ting with rubber hammer on nozzle bodies.
This method should prevent shaving or scratching of the parallel pin of

the sealing face between nozzle body and holder during the threading
off of the nozzle tensioning nut.
2. Thread off nozzle tensioning nut and remove nozzle body. See that noz-
zle needle does not fall out.
3. Extract nozzle needle from nozzle body and place it in fuel for cleaning.
Nozzle needle
Never interchange nozzle needles from nozzle body to nozzle body.

They are manufactured in pairs.
1. Remove the injection valve from the vice with soft jaws and place it on
the workbench.
2012-10-04 - en
2. Thread off adjusting screw (2).

3. Disassemble threaded pin (3) if existing.
Work Card
4. If all internal parts are not loose, screw in suitable eye bolt in thrust
piece (5) and extract thrust piece. Then disassemble compression
L27/38
spring (6) and thrust piece (7).
M120105-01 EN 3 (5)
5. Place all parts for cleaning in diesel oil and wash them off. Then blow
with compressed air.
Check components
The inspection of the components extends to:
▪ The nozzle holes
▪ The quality of fitting faces
▪ The mobility of the needle
▪ Traces of corrosion on the nozzle tensioning nut and the nozzle body
▪ The nozzle specifications
Figure 2: Cleaning the nozzle holes

1. Clamp a suitable cleaning wire, see plate 9012-04, item no 3 and 8 for
cleaning the nozzles holes.
2. Examine all components and especially sealing faces for damage /
traces of wear.
No rework on the seat and fitting faces
Seat and fitting faces should not be machined manually nor

mechanically, as the requisite accuracies cannot be achieved.
1. Check if nozzle needle can be moved in the nozzle body easily and
without perceivable resistance, see fig 3.
2012-10-04 - en
Work Card
L27/38
4 (5) M120105-01 EN

Figure 3: Checking the mobility of the nozzle needle
2. Examine nozzle bodies for traces of corrosion.
3. Read off nozzle specifications on the collar of the nozzle body.
Original specification - see acceptance record of the motor.
Figure 4: Nozzle element with specification and IMO number

4. Change damaged parts. Replace nozzle needle and nozzle body
together.
2012-10-04 - en
Work Card
L27/38
M120105-01 EN 5 (5)
Assembly of the fuel injection valve

Safety precautions
Manpower
1 1
Special tools
1 9012-04 Clamping for injection valve
1 9012-04 Adaptor for fuel injection valve
1 9012-04 High-pressure pipe
Hand Tools
Torque wrench
Ring- and open end spanner
Hexagonal screw driver (set)
Lubricant (copaslip, containing molybdenum
disulphide)
Data
nents
Starting Position
2012-10-04 - en
Procedure
Work Card
Impart necessary knowledge, ensure correct execution of work.

L27/38
Fuel injection valves affect the loading of the fuel injection system and the
operating values of the engine. They are to be checked if there are deviations
in the operating values, to be overhauled if necessary or changed.
M120106-01 EN 1 (3)
The work extends: Assembly of components.

Specification of the injection nozzle
Check before the assembly whether specification of the injection

nozzle matches with the reference specification. The original
specification can be referred from the acceptance record (number,
number of nozzle bores, bore diameter, spraying angle).
Initial situation
Injection valve separated, all individual parts carefully cleaned, damaged
parts changed.
2012-10-04 - en
Work Card
L27/38
Figure 1: Assembly of the nozzle
2 (3) M120106-01 EN
1. Clean threaded pin (3) and bore carefully as given in Loctite-specifica-

tions.

2. Hold holder body at an angle (with sealing face facing up) and guide in
thrust piece (5) including compression spring (6) and spring plate (7).
Pay attention to the position of the groove for the threaded pin (3). See
fig 1.
3. Paint screw thread of the threaded pin (3) with securing compound
Loctite 243 on a length of 5 mm and thread in into holder until threaded
pin no longer projects. Check that the thrust piece can still move in axial
direction.
4. Screw in adjusting screw (2), do not yet tighten compression spring.
5. Insert holder complete fuel valve in the nozzle tester such that the seal-
ing surface for nozzle body (10) faces up and tighten evenly. Rotate
take-up head by 180° and fix it.
6. Dip nozzle needle (10) in clean fuel and guide into the nozzle body,
check easy movement.
7. Check nozzle needle stroke between top edge of nozzle body and off-
set on nozzle needle. For reference value see section “technical data” in
instruction book.
8. Rub sealing face dry with sealing paper towel. Insert nozzle body with
nozzle needle on holder, paying attention to the position of pins.
9. Paint pressure shoulder (11) on nozzle body (10) with lubricant “Optimol
Paste White T”, See fig 1.
10. Paint screw threads of holder and nozzle tensioning nut (4) as well as
pressure shoulder (4) on nozzle tensioning nut with lubricant “Optimol
Paste White T”, See fig 1.
11. Screw on by hand nozzle tensioning nut on holder and in the second
step tighten with specified torque (see work card). Rotate take-up head
by 180° and fix it.
12. Screw on hexagonal nut (1) loosely on adjusting screw and tighten only
after adjusting the opening pressure.
2012-10-04 - en
Work Card
L27/38
M120106-01 EN 3 (3)
Grinding of fuel injection valve seat face

Safety precautions
Manpower
1 1/2
Special tools
Data
nents
Starting Position
Procedure
Ensure correct execution of work, assess contact pattern/wear status,
restore contact pattern again.
The injection valve seat face in the cylinder head should be checked on every
disassembly of the fuel injection valve by means of touching up sampling and
reworked if necessary.
The work extends: Creating of correct contact pattern.
2012-10-04 - en
Work Card
L27/38
M120107-01 EN 1 (2)
Figure 1: Grinding tools complete
Grinding the seat area
Initial state
Fuel injection valve dismantled.
1. Before mounting the fuel valve, clean and inspect the valve sleeve in the
cylinder head.
2. If necessary, grind the seating face with the grinding tool see fig 1.
3. Place grinding tool in cylinder head, paying attention to guide piece (2)
is in correct position inside cylinder head.
4. Rotate grinding tool to and fro, raise in-between and blow off grinding
dust with compressed air.
5. Remove grinding tool see fig 1 after the grinding process is complete
and clean valve seat carefully.
2012-10-04 - en
Work Card
L27/38
2 (2) M120107-01 EN
MAN Diesel & Turbo
10.1 Description
10.2 Work Cards
10.3 Plates
10.3- EN 1 (1)
2013-03-01 - en
MAN Diesel & Turbo
Plate Fuel oil prefilter

P12010-04-L2738-P
1 (2)
P12010-04-L2738-P

Fuel oil prefilter
0 Fuel oil prefilter (magn. insert)

2 O-ring
3 O-ring
4 Hexagon nut
P12010-04-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate Cover – if no fuel oil pump

P12012-01-L2738-P
1 (2)
P12012-01-L2738-P

Cover – if no fuel oil pump

41 Hexagon screw
42 Spring washer
P12012-01-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate Fuel oil primary pump

P12012-05-L2738-P
1 (2)
P12012-05-L2738-P

Fuel oil primary pump
1 Plug screw
10 Packing
11 Cover
12 Hexagon bolt
13 Square bright-drawn key steel,6 mm
14 Toothed coupling
15 Screw plug
16 Gasket
17 Slide
18 Spring
19 Adjusting screw
2 Packing rings
20 Nut
21 Cap nut
22 Cylinder
23 Cylindrical pin
25 Oil sealing ring
26 Sealing ring
27 Elbow bulkhead coupling
29 Pipe
3 End cover, clockwise
30 Packing rings
31 Retaining ring f. borings
32 Washer
33 Fuel oil primary pump,anticlockwise
34 Key, din 6885 6x6x20 c45k
36 Hexagon screw
4 Hexagon screw
5 Gear wheel
6 Pump housing, clockwise
7 Tandhjul
8 Bush
9 Slide ring joint
P12012-05-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate Fuel oil filter

P12014-01-L2738-P
1 (2)
P12014-01-L2738-P

Fuel oil filter
1 Fuel oil filter, mdo

2 Drip tray for fuel oil filter, mdo
3 Distance piece
4 Stud
5 Stud
6 Hexagon nut
7 Spring washer
B10 Gasket
B101 Cock plug
B102 Center pipe
B103 Stud
B104 Plug
B105 Sealing ring
B106 Bush
B19 Stop screw
B2 Plug screw
B20 Gasket
B21 Gasket
B22 Disc
B23 Gasket
B24 Nut
B27 Filter cartridge, mdo
B28 Gasket
B29 Spring washer
B30 Hexagon nut
B36 Nut
B37 Gasket
B38 Cover
B39 Venting screw repair set
B40 Gasket
B9 Plug screw
P12014-01-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate Fuel oil filter

P12014-02-L2738-P
1 (2)
P12014-02-L2738-P

Fuel oil filter
10 O-ring
18 Gasket
20 O-ring
200 Fuel oil filter duplex, complete
22 Hexagon nut
31 Spring pin
6 O-ring
900 Fuel oil filter element
P12014-02-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-22 - en
MAN Diesel & Turbo
Plate Fuel injection pump

P12016-01-L2738-P
1 (4)
P12016-01-L2738-P

Fuel injection pump
0 Fuel injection pump, compl.

1 Housing for fuel injec. pump
11 Assm. valve carrier
12 O-ring
2 Cylindrical pin
25 Pointer plate
26 Hex. socket countersunk head screw
29 Thrust ring
31 Fuel pump element
34 Spring guide, fuel injec. pump
35 Sealing ring
36 O-ring
37 O-ring
38 Case handle(gear rim)
41 Pressure spring
42 Screw plug
43 Copper gasket
45 Plunger/spring guide, fuel pump
46 O-ring
47 Hexagon socket low head cap screw
48A Thrust plate (a=11,0 mm)
48B Thrust plate (a=10,6 mm)
48C Thrust plate (a=10,8 mm)
48D Thrust plate (a=11,2 mm)
48E Thrust plate (a=11,4 mm)
51 Tappet with bush
6 Baffle screw
61 Speeder rod
62 Copper gasket
63 Sealing ring
64 Cylinder for emergency stop
69 Grease,"molykote paste",250 gramme
7 Cu-gasket, a26x32 cu
8 Hexagon head plug screw
9 Copper gasket
A1 Pressure control valve, fuel pump
A3 Steel ball
P12016-01-L2738-P
2013-03-22 - en
Plate
2 (4)
2013-03-22 - en
MAN Diesel & Turbo

P12016-01-L2738-P
3 (4)
P12016-01-L2738-P

Fuel injection pump
A4 Spring guide
A5 Spacer sleeve
A6 Pressure valve
A8 Cylindrical pin
48_A Thrust plate (a=11,0 mm)
48_B Thrust plate (a=10,6 mm)
48_C Thrust plate (a=10,8 mm)
48_D Thrust plate (a=11,2 mm)
48_E Thrust plate (a=11,4 mm)
A2 Missing
A7 Missing
B1 Tappet
B10 Bush
B2 Roller
B7 Roller
B8 Threaded pin
B9 Loctite 620
P12016-01-L2738-P
2013-03-22 - en
Plate
4 (4)
2013-03-01 - en
MAN Diesel & Turbo

P12016-02-L2738-P
1 (4)
P12016-02-L2738-P

Fuel injection pump
A1 Pressure control valve, fuel pump

A2 Spring
A3 Steel ball
A4 Spring guide
A5 Spacer sleeve
A6 Pressure valve
A7 Spring
A8 Cylindrical pin
B1 Tappet
B10 Bush
B2 Roller
B7 Roller
B8 Threaded pin
B9 Loctite 620
1 Housing for fuel injec. pump
11 Valve carrier, complete
12 O-ring
2 Cylindrical pin
23 Cylindrical screw
25 Pointer plate
29 Thrust ring
31 Fuel pump element
34 Spring guide, fuel injec. pump
35 Sealing ring
36 O-ring
37 O-ring
38 Case handle(gear rim)
41 Pressure spring
42 Screw plug, m14x1,5
43 Gasket
45 Plunger/spring guide, fuel pump
46 O-ring
47 Hexagon socket low head cap screw
48_A Thrust plate (a=11,00 mm)
48_B Thrust plate (a=10,60 mm)
48_C Thrust plate (a=10,80 mm)
48_D Thrust plate (a=11,20 mm)
48_E Thrust plate (a=11,40 mm)
P12016-02-L2738-P
2013-03-01 - en
Plate
2 (4)
2013-03-01 - en
MAN Diesel & Turbo

P12016-02-L2738-P
3 (4)
P12016-02-L2738-P

Fuel injection pump
48_F Thrust plate (a=11,25 mm)

48_G Thrust plate (a=11,15 mm)
48_H Thrust plate (a=11,10 mm)
48_I Thrust plate (a=11,05 mm)
48_J Thrust plate (a=10,95 mm)
48_K Thrust plate (a=10,90 mm)
48_L Thrust plate (a=10,85 mm)
48_M Thrust plate (a=10,75 mm)
51 Tappet with bush
6 Baffle screw
61 Speeder rod
62 Gasket
63 Sealing ring
64 Cylinder for emergency stop
65 Glue loctite 243
69 Molykote-paste, 250 gr.
7 Cu-gasket
8 Hexagon head plug screw
P12016-02-L2738-P
2013-03-01 - en
Plate
4 (4)
2013-03-22 - en
MAN Diesel & Turbo
Plate Starting air pipes on pumps

P12016-03-L2738-P
1 (2)
P12016-03-L2738-P

Starting air pipes on pumps
1 Adjustable elbow coupling

2 Adjustable t-coupling,compl.
4 Seamless hydraulic pipe
P12016-03-L2738-P
2013-03-22 - en
Plate
2 (2)
2013-03-22 - en
MAN Diesel & Turbo
Plate Fuel injection valve

P12018-01-L2738-P
1 (2)
P12018-01-L2738-P

0 Fuel injection valve. mount.

1 Fuel injection valve
3 Stud, fuel valve
6 Nut
7 Thrust piece, fuel injection valve
8 O-ring
9 O-ring
A1 Fuel inj. nozzle, 9*Ø0.45*148 dg
A15 Fuel injection valve body, pre ass.
A17 Push rod, fuel injection valve
A18 Pressure spring, fuel injec. valve
A19 Intermediate piece/spring guide
A20 O-ring
A23 Setting screw, fuel valve
A24 Nut
A25 Union nut for fuel injector
A27 Cylindrical pin
B1 Fuel injection valve body
B3 Bush
B4 Guide bush, fuel injec. valve
B6 Cylindrical pin
P12018-01-L2738-P
2013-03-22 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate Fuel injection valve

P12018-02-L2738-P
1 (2)
P12018-02-L2738-P

0 Fuel injection valve, mount.

1 Fuel injection valve
3 Stud, fuel valve
6 Nut
7 Thrust piece, fuel injection valve
8 O-ring
9 O-ring
A1 Fuel inj. nozzle
A15 Fuel injection valve body, pre ass.
A17 Push rod, fuel injection valve
A18 Pressure spring, fuel injec. valve
A19 Intermediate piece/spring guide
A20 O-ring
A23 Setting screw, fuel valve
A24 Nut
A25 Union nut for fuel injector
A27 Cylindrical pin
B1 Fuel injection valve body
B3 Bush
B4 Guide bush, fuel injec. valve
B6 Cylindrical pin
P12018-02-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate High pressure fuel oil pipes

P12020-01-L2738-P
1 (2)
P12020-01-L2738-P

High pressure fuel oil pipes
1 Connection pipe (lance)

10 Sechskantschrauber
11 Sleeve
12 Disc
14 Fuel injection pipe, complete
16 O-ring, viton 70, Ø23.40xØ3.53
3 Sealing ring
4 O-ring
5 O-ring
7 Locking washer
A10 Fuel injection pipe
A12 Sleeve
A13 Circlip, din 7993 a20
A14 Union nut
A15 O-ring
A16 O-ring
P12020-01-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-22 - en
MAN Diesel & Turbo
Plate Fuel oil pipes

P12020-02-L2738-P
1 (2)
P12020-02-L2738-P

Fuel oil pipes
1 Connecting piece, end

10 Connecting piece
11 Throttle plate, Ø4 mm, fuel oil
12 Screw plug
13 Seal ring, a26x32 st
15 O-ring, viton 70, Ø23.16xØ5.33
16 Hexagon head screws
18 O-ring 43,82 x 5,33
20 Fuel pipe
25 Connecting piece, fuel oil
26 Hexagon bolt
27 Spring washer
28 Plug screws
29 Gasket
3 Flange
30 Plug screw
31 Gasket
40 Plug screw
41 Sealring
7 Hexagon screw
8 Spring washer
9 Connecting piece
P12020-02-L2738-P
2013-03-22 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate Fuel oil pipes

P12020-03-L2738-P
1 (2)
P12020-03-L2738-P

Fuel oil pipes

11 Throttle plate, Ø4 mm, fuel oil
12 Screw plug
13 Cu-gasket
14 Spring washer
15 O-ring
18 O-ring
20 Fuel pipe
25 Connecting piece, fuel oil
26 Hexagon bolt
27 Spring washer
28 Plug screws
29 Gasket
3 Flange
30 Plug screw
31 Packing rings
4 Clamping holder
40 Plug screw
41 Sealring
6 Hexagon screw
7 Hexagon screw
8 Spring washer
P12020-03-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate Low pressure fuel oil pipes

P12020-04-L2738-P
1 (4)
P12020-04-L2738-P

Low pressure fuel oil pipes
001 Fuel oil pipe

002 Fuel oil pipe
003 Fuel oil pipe
004 Fuel oil pipe
005 Fuel oil pipe
006 Fuel oil pipe
007 Fuel oil pipe
008 Fuel oil pipe
009 Fuel oil pipe
010 Fuel oil pipe
011 Fuel oil pipe
012 Fuel oil pipe
013 Fuel oil pipe
014 Fuel oil pipe
015 Bracket
016 Drip pan
017 Fuel oil filter, mdo
018 Bracket
019 Bracket
020 Socket
021 Non-return valve
022 Elbow union
025 Socket
026 Socket
027 Cyl. screws
028 Cap nut
029 Self tapping ring
030 O-ring
031 Washer
032 Locking plate
034 Cyl. screws
035 Cyl. screws
036 Cyl. screws
037 Cyl. screws
038 Cyl. screws
039 Hex. socket screw
040 Hex. socket screw
P12020-04-L2738-P
2013-03-01 - en
Plate
2 (4)
2013-03-01 - en
MAN Diesel & Turbo

P12020-04-L2738-P
3 (4)
P12020-04-L2738-P

041 Support
042 Hexagon screw
P12020-04-L2738-P
2013-03-01 - en
Plate
4 (4)
2013-03-01 - en
MAN Diesel & Turbo

P12020-05-L2738-P
1 (2)
P12020-05-L2738-P

001 Fuel oil pipe

002 Fuel oil pipe
003 Fuel oil pipe
004 Fuel oil pipe
005 Fuel oil pipe
006 Bracket
007 Drip pan
009 Cyl. screw
010 Cyl. screw
011 Bracket
012 Washer
013 Cyl. screw
014 Cyl. screw
015 Elbow union
017 Fuel oil filter duplex
018 Washer
019 Cyl. screw
020 Thrust washer
021 Cyl. screw
022 Lock washer
023 Cyl. scew
024 Seal ring
025 Screw plug
026 Socket
027 Cap nut
028 Self tapping ring
029 O-ring
A1 Glass cloth
A2 Aluminium tape
A3 Wire cloth tape
P12020-05-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate Covering for fuel oil pipes

P12020-06-L2738-P
1 (2)
P12020-06-L2738-P

Covering for fuel oil pipes
001 Covering of the fuel oil filter

002 Covering of elbow coupling
004 Covering of elbow coupling on the fuel oil pipe
005 Covering of elbow coupling on the fuel oil pipe
007 Sheet
008 Covering of fuel oil connection
011 Covering of measuring pipe connections
012 Sheet
013 Covering of measuring pipe connections
021 Lock washer
022 Screw
023 Cyl. head bolt
024 Cyl. screw
025 Hexagon head bolt
026 Cyl. screw
P12020-06-L2738-P
2013-03-01 - en
Plate
2 (2)
MAN Diesel & Turbo
1 General
2 Data [00]
8 Cylinder unit
9 Turbocharger
10 Fuel oil system
Cooling oil system
11- EN 1 (2)
MAN Diesel & Turbo

15 Cooling system
17 Instrumentation
20 Safety equipment
21 Tools
Cooling oil system
2 (2) 11- EN
MAN Diesel & Turbo
1 General
2 Data [00]
8 Cylinder unit
9 Turbocharger
10 Fuel oil system
12- EN 1 (2)
MAN Diesel & Turbo

15 Cooling system
17 Instrumentation
20 Safety equipment
21 Tools
2 (2) 12- EN
MAN Diesel & Turbo
12.1 Plates
12.1- EN 1 (1)
2013-03-22 - en
MAN Diesel & Turbo
Plate Governor and governor drive

P12410-02-L2738-P
1 (4)
P12410-02-L2738-P

Governor and governor drive
1 Governor, woodward ug8

10 Screw
11 Self-locking hexagon nuts
12 Disc spring
20 Governor drive, complete
5 Pull rod, complete
7 Governor lever
8 Hexagon screw
9 Spring washer
A1 Ball joint
A2 Ball joint, m 804 c10xm10 lh
A3 Locking plate with tab and wing
A4 Hexagon nut
A5 Counter nut, left handed thread
A6 Pull rod end, m10 rh-thread
A7 Pull rod end, m10 lh-thread
A8 Cylindrical pin
A9 Seamless hydraulic pipe, Ø16 x 1,5
B1 Housing
B11 Key
B12 Copper gasket
B13 Plug screws
B14 Cylindrical pin
B16 Split pin
B19 Sealing ring
B2 Spur wheel
B22 Ball bearing
B23 Disc
B25 Expander plug, m 655-e8
B26 O-ring
B28 Expander
B3 Bevel gear wheels
B4 Bearing bush
B5 Castle nut
B6 Shaft
B8 Thrust disc, glacier wc 20 du
B9 Washer - 0,1 mm
H14 Angel piece f.oil level-glass
P12410-02-L2738-P
2013-03-22 - en
Plate
2 (4)
2013-03-22 - en
MAN Diesel & Turbo

P12410-02-L2738-P
3 (4)
P12410-02-L2738-P

H4 Oil level-glass
P12410-02-L2738-P
2013-03-22 - en
Plate
4 (4)
2013-03-01 - en
MAN Diesel & Turbo

P12410-03-L2738-P
1 (2)
P12410-03-L2738-P

A1 Guide sleeve
A10 Ball joint
A11 Counter nut for pull rod
A13 Ball joint
A14 Nut
A16 Washer
A2 Pressure rod
A4 Retaining ring for boring
A6 Pressure spring
B1 Housing
B10 Hexagon socket set screw
B11 Key
B12 Copper gasket
B13 Plug screws
B14 Cylindrical pin
B16 Split pin
B19 Sealing ring
B2 Spur wheel
B22 Ball bearing
B23 Disc
B25 Expander plug, m 655-e8
B26 O-ring
B28 Expander
B3 Bevel gear wheels
B4 Bearing bush
B5 Castle nut
B6 Shaft
B8 Thrust disc, glacier wc 20 du
B9 Washer - 0,1 mm
001 Governor, woodward ug25
005 Pull rod, complete
007 Governor lever
008 Hexagon screw
009 Spring washer
010 Screw
011 Self-locking hexagon nuts
012 Disc spring
020 Governor drive, complete
P12410-03-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate Speed control system

P12412-01-L2738-P
1 (2)
P12412-01-L2738-P

10 Buckling lever
12 Ring
13 Spring pin
15 Sleeve
17 Lever, complete
18 Hexagon screw
20 Spring pin
22A Hexagon screw
24 Nut
4 Shaft, injec. pump control
7 Bearing bracket with bush
8 Hexagon bolt
A1 Butt strap
A10 Hexagon bolt
A11 Self-locking hexagon nuts
A12 Self-locking hexagon nut
A13 Hexagon screw
A14 Tension spring, f6-2,5x18x10-5
A19 Ball joint
A2 Clamping piece
A20 Ball joint
A21 Nut
A4 Spring pin
A5 Spring pin
A6 Spring pin
A7 Sleeve
A8 Sleeve
A9 Hexagon screw
B1 Bearing bracket
B2 Bearing bush
22_A Hexagon screw
P12412-01-L2738-P
2013-03-01 - en
Plate
2 (2)
MAN Diesel & Turbo
1 General
2 Data [00]
8 Cylinder unit
9 Turbocharger
10 Fuel oil system
Starting air system
13- EN 1 (2)
MAN Diesel & Turbo

15 Cooling system
17 Instrumentation
20 Safety equipment
21 Tools
Starting air system
2 (2) 13- EN
MAN Diesel & Turbo
13.1 Description
13.2 Work Cards
13.3 Plates
13.1- EN 1 (1)
Starting air system
Starting air system

Ingersoll Rand air starter
Starting air for the engine is supplied from two air receivers. Maximum pres-
sure is 30 bar.
An air operated turbine starter is installed on the engine at the flywheel.
The starter may be activated in two ways:
▪ The starter engages with a gear rim on the flywheel on order from a
switch in the instrument panel on the engine.
▪ By remote control.
In both cases the start will only take place if all safety precautions for the start
are fulfilled. The solenoid valve for start can be activated manually. In this
case the safety precautions will be overruled.
A pressure control valve and a filter is installed in the air inlet pipe at the
starter. The pressure from the air receiver is reduced to 6.3 bar at the inlet of
the starter.
When the solenoid valve for start is activated, the pinion shaft of the starter is
pushed aft to engage with the gear rim on the flywheel. After the pinion has
engaged fully with the gear rim, air will enter the turbine with a pressure of
6.3 bar and the engine will start.
Fig 26.1
2012-04-17 - en
Description
L27/38
Figure 1: Starting air diagram
D126A1-01 EN 1 (1)
Starting air system
Starting air system

TDI air starter
General
The compressed air system on the engine consists of a starting system,
starting control system and safety system. Further, the system supplies air to
the jet system and the stop cylinders on each fuel injection pump.
The compressed air is supplied from the starting air receivers (30 bar)
through a reduction station, where from compressed air at 10 bar is supplied
to the engine. The reduction station should be located as near the starting air
receiver as possible.
To avoid dirt particles in the internal system, a strainer equipped with a drain
valve is mounted in the inlet line to the engine.
Starting System
The engine is started by means of a built-on air starter, which is a turbine
motor with gear box, safety clutch and drive shaft with pinion. Further, there
is a main starting valve.
Control System
The air starter is activated electrically with a pneumatic 3/2-way solenoid
valve. The valve can be activated manually from the starting box on the
engine, and it can be arranged for remote control, manual or automatic.
For remote activation the starting coil is connected so that every starting sig-
nal to the starting coil goes through the safe start function which is connec-
ted to the safety system mounted on the engine.
Further, the starting valve also acts as an emergency starting valve which
makes it possible to activate the air starter manually in case of power failure.
Safety System
As standard the engine is equipped with an emergency stop. It consists of
one on-off valve, see diagram, which activates one stop cylinder on each fuel
injection pump.
Air supply must not be interrupted when the engine is running.
Pneumatic Start Sequence
When the starting valve is opened, air will be supplied to the drive shaft
housing of the air starter.
The air supply will - by activating a piston - bring the drive pinion into
engagement with the gear rim on the engine flywheel.
When the pinion is fully engaged, the pilot air will flow to, and open the main
starting valve, whereby air will be led to the air starter, which will start to turn
the engine.
When the RPM exceeds approx. 158, at which firing has taken place, the
starting valve is closed whereby the air starter is disengaged.
2012-06-22 - en
Description
L27/38
D126A1-03 EN 1 (2)
Starting air system
Figure 1: Starting air diagram
2012-06-22 - en
Description
L27/38
2 (2) D126A1-03 EN
MAN Diesel & Turbo
13.1 Description
13.2 Work Cards
13.3 Plates
13.2- EN 1 (1)
Overhaul, test and inspection of air starter

Safety precautions
▪ Engine stopped
Manpower
Special tools
Data
nents

1 2618
Starting Position
All connections to the air starter have been removed, and air starter is
removed.

As with all TDI air starter products, there are no rubbing parts so there is no
lubrication required.
This eliminates failures due to lubricator problems, the expense of installing
and maintaining the system, and the messy and hazardous oil film around
the starter exhaust.The starter is factory grease packed for the life of the
starter so it requires no maintenance.
Operation
The starters are powered by a pair of axial flow turbines coupled to a simple
planetary gear reduction set. The starters incorporate an inertia bendix drive
2012-10-04 - en
coupled to the starter gearbox drive train to provide a means of disengaging

the pinion from the engine’s ring gear.
Work Card
It is important to properly install and operate the starters to receive the full
benefits of the turbine drive advantages.
L27/38
M126101-01 EN 1 (13)
General
Turbine housing assembly

The Turbine housing assembly, please see Fig 1, consists of a stage one (13)
and a stage two (5) turbine wheel mounted on sungear shaft (30). The front
bearing (8) is secured by a retainer plate (29). The aft bearing (8) is preloaded
by a wavy spring (10). The ring gear (27) is installed between the turbine
assembly (23) and the gearbox housing and secured by four screws (25).
Figure 1: Turbine housing assembly
Gearbox housing assembly

The gearbox housing assembly, please see Fig 2, consist of a planet gear
carrier shaft (32), three planet gears (34), needle bearings (35), spacers (33),
and bearing pins (36).
2012-10-04 - en
The carrier shaft is mounted on two ball bearings (38) in the gearbox housing
(48). The aft bearing is preloaded by use of spring washers (39). The forward
Work Card
bearing is installed into the bearing housing (43), which is secured by four
screws (44) to the gearbox housing. The spur gear (45) is installed on the
L27/38
carrier shaft and secured by the bearing locknut (47).
2 (13) M126101-01 EN

Figure 2: Gearbox housing assembly
Drive assembly
The drive assembly, please see Fig 3, consists of a piston (53), helical shaft
spline (56), dental clutch (58) and drive pinion shaft (61). The clutch assembly
(56 thru 64) is installed into the spur gear (65). The spur gear (65) is suppor-
ted by the aft bearing (66), which is secured by the retaining ring (67).
The roller bearing (69) is installed into spur gear (65) and secured by retaining
ring (70). The forward bearing (66) is pressed into the drive housing. The lip
seal (75) is pressed into the forward side of drive housing (72).
The pinion collar (76) is installed on pinion shaft (61) behind pinion (77), which
is secured by washer (78) and screw (79).
2012-10-04 - en
Work Card
L27/38
M126101-01 EN 3 (13)
Figure 3: Drive assembly
General
Always mark adjacent parts on the starter housing;
Nozzle 2/ Containment Ring (11), Turbine Housing (23), Gearbox Housing
(48), and Drive Housing (72) so these parts can be located in the same rela-
tive position when the starter is reassembled.
Do not disassemble the starter any further than necessary to replace a worn
or damaged part. Always have a complete set of seals and o- rings on
hand before starting any overall of a the starter. Never use old seals or o-
rings.
The tools listed in Table 1 are suggested for use by technicians servicing the
starters. The best results can be expected when these tools are used, how-
ever the use of other tools are acceptable.
Tool Description No
Spanner wrench 52-20134
Spanner wrench 52-21345
Shaft Removal Tool 2-26945
Stage 2 Rotor Puller Tool 52-20076
Carrier Shaft Holding Tool 52-20202
Tool, Bearing Pressing 52-20143
2012-10-04 - en
Tool, Bearing/Seal 2-26943

Work Card
Table 1: Service tools

L27/38
4 (13) M126101-01 EN

Drive housing
Removal of drive housing

Mark position of drive assembly (72) relative to gearbox housing (48) for ref-
erence during reassembly.
Remove the eight screws (73), please see Fig 3, and pull drive assembly from
gearbox housing. If drive housing is too tight, tap it with a mallet to loosen.
Remove o-ring (71) from aft end of drive housing (72).
Before removing the eight screws (73), install a spacer between pinion
(77) and drive housing (72) to allow for easy installation during
reassembly.
Pre-engaged Drive Disassembly

Secure pinion (77) in a soft tooth vise while supporting aft end of the air
starter. Rotate pinion screw (79) counterclockwise to remove using a 3/4”
socket and wrench.
Use only a soft tooth vise to secure the pinion to avoid damaging
pinion.
This screw is torqued to 60 lb ft during assembly therefore a large wrench

may be required when removing screw.
Remove washer (78), pinion (77) and spacer (76) from pinion shaft (61). If pin-
ion is too tight, place a screwdriver underneath pinion and lift up on pinion to
remove from shaft.
Remove helical spline shaft assembly (54- 64) from spur gear shaft (65).
Remove spring (64) from shaft. Use press tool and arbor press to remove
spur gear shaft (65) from drive housing (72).
Use a screwdriver to remove lip seal (75) from forward end of drive housing
(72).
Remove retainer ring (70) and bearing (69) from forward end of spur gear
shaft (65).
Remove retainer ring (67) and press bearing (66) from spur gear shaft (65).
Remove retainer ring (54) and bearing (55) from helical spline shaft (56).
2012-10-04 - en
Gearbox housing
Work Card
Removal of gearbox housing

L27/38
Remove the screws (25) securing the gearbox (48) to the turbine assembly
(23).
M126101-01 EN 5 (13)
Remove ring gear (27) from turbine (23) or gearbox assembly (48). The ring
gear could remain on either assembly when separation occurs.
Gearbox disassembly
Place gearbox assembly (48), please see Fig 2 on flat surface with aft end
facing up.
Remove four screws (44) and lift carrier shaft assembly (32) from gearbox
housing.
Place carrier shaft assembly on carrier shaft holding tool (52-20202) and use
a screwdriver to remove tang of lock washer (46) from slot of retainer nut
(47).
Place tool No 52-20134 (Spanner Wrench) over shaft and into slots of
retainer nut (47).
Hold carrier shaft assembly down and turn spanner wrench counter clock-
wise to remove retainer nut, lock washer (46), spur gear (45), and woodruff
key (37) from carrier shaft (32). Use an arbor press to remove carrier shaft
(32) from bearing housing (43).
The bearing housing must be elevated and supported to remove carrier
shaft.
Do not support the bearing housing on the four lips as they could
break while pressing on carrier shaft.
Remove spring washer (39), spring retaining plates (40), and bearing spacer
(42) from carrier shaft.
Remove aft bearing (38) from shaft by pressing shaft while supporting bear-
ing.
Planet gear disassembly

Remove retainer ring (31) from planet shaft (36) and push planet shaft
through assembly.
Slide the planet gear (34) from carrier shaft and remove two spacers (33).
Use press tool to remove needle bearing (35) from planet gear (34).
Turbine Housing
Stage 2 rotor removal

Place the turbine assembly (23), please see Fig 1, with ring gear (27) on a flat
surface with (exhaust) end up and remove the six screws (1), and the screen
(2).
2012-10-04 - en
Secure the stage 2 rotor (5) and remove the turbine screw (3) and washer (4).
Work Card
Install the rotor puller tool No 52-20076 and remove the stage 2 rotor.
Remove the woodruff key (6) from the turbine shaft (30).
L27/38
6 (13) M126101-01 EN

Turbine Shaft Removal
Place the turbine housing on a flat surface with the sun gear end facing up.
Remove four screws (16) and bearing retainer plate (29) from turbine hous-
ing. Using the shaft removal tool No 2-26945, press on the aft end of the tur-
bine shaft (30) while supporting the turbine housing (23).
Press the turbine shaft (30) through the aft bearing (8) until the shaft is com-
pletely out of the housing (23).
Remove the woodruff key (14), seal spacer (7), bearing spacer (28), and
bearing (8) from turbine shaft (30).
The bearing can be removed from the shaft by pressing the shaft through the
bearing while supporting bearing.
Separate the stage 2 nozzle assembly (11) from the turbine assembly (23) by
firmly holding the turbine assembly, while tapping nozzle 2 with a mallet. If
nozzle 2 is too tight, it can be removed by installing two threaded screws into
nozzle 2 and using them as jacks to separate nozzle 2 from the turbine
assembly.
Rotate the stage 1 rotor if necessary to allow the jacks to travel

through the large holes in the rotor.
The jacks will damage the stage 1 rotor if pressure is applied to the rotor
while removing nozzle 2.
Remove stage 1 rotor (13) and o-ring (12) from nozzle 2. Remove the four
screws (16) and nozzle 1 (17) from the turbine assembly. It may be necessary
to tap the screws with a hammer and chisel to loosen.
Remove o-ring (19) from aft end of turbine housing.
Remove the seal spacer (15) from the forward side of nozzle 2 (11). Place
the stage 2 nozzle on the exhaust end. Press through the forward lip seal
onto the bearing until it, including the aft lip seal and seal spacer disengages
from the nozzle. Turn the nozzle over and press on the forward lip seal to
remove.
Cleaning
Degrease all metal parts, except bearings, using a commercially approved
solvent.
Clean aluminum parts.
Remove parts, rinse in hot water, and dry thoroughly.
Clean corroded steel parts with a commercially approved stripper.
Clean corroded aluminum parts and rinse in hot water and dry thoroughly.
2012-10-04 - en
Inspection
Work Card
Use Table 2 as a guide to check for acceptable condition of the parts listed.
L27/38
Check all threaded parts for galled, crossed stripped, or broken threads.
Check all parts for cracks, corrosion, distortion, scoring, or general damage.
M126101-01 EN 7 (13)
Check all bearing bores for wear and scoring.

Bearing bores shall be free of scoring lines, not to exceed 0.005” width and
0.005” depth.
Check gear teeth and turbine housing ring gear for wear.
In general, visually check for spalling, fretting, surface flaking, chipping, split-
ting, and corrosion.
Parts inspection check requirements

Part Description Check For Requirements (Defective Parts
Must Be Replaced)
Pinion Chipped Teeth, Cracks Defective unit to be
replaced. Use Fig. 3 as a
guideline for acceptable
pinion wear.
Drive Housing Cracks and breakage Cracks are not acceptable
Planet Gear Cracked, chipped, or gal- Wear must not exceed
led teeth. Wear must not limits per Table 3.
exceed limits per Table 3. There shall be no evidence
of excessive wear.
Carrier Shaft Cracks, scoring or raised Deformation or metal
metal in planet shaft holes smearing in planet pin
and keyways. Integrity of holes and keyways are not
knurl connection. acceptable. Scoring on
bearing diameter not to
exceed .005" depth.
Wear must not exceed
limits per Table 3.
Planet Pins Wear grooves or flat spots Wear grooves in flat spots
not permitted.
Wear must not exceed
limits per Table 3.
Washers Wear created grooves Wear must not exceed
limits per Table 3.
Gearbox Housing Cracks and Breakage Cracks and breakage not
acceptable.
Sungear / Turbine Shaft Cracks, scoring, wear cre- Wear must not exceed
ated grooves, chipped or limits per Table 3.
broken gear- teeth, galling
or scoring on bearing sur-
face of shaft. Raised metal
on the keyway.
Spacers Parallelism of end surfaces Ends must be parallel
within 0.0005".
Turbine Housing Cracks and breakage Cracks and breakage are
not acceptable.
2012-10-04 - en
Minor surface damage is

permitted if function is not
impaired.
Work Card
Ring Gear Cracks, wear, chipped, or Wear must not exceed

L27/38
broken gear teeth. limits per Table 3.
8 (13) M126101-01 EN
Part Description Check For Requirements (Defective Parts

Must Be Replaced)
Seal Assembly Wear grooves or Wear is not permitted.
scratched surfaces on car-
bon ring.
Seal Spacer Wear Grooves No wear permitted.
Needle Bearings Freedom of needle rollers Replace bearings
Ball bearings Freedom of rotation with- Replace bearings
out excessive play
between races
Containment Ring/ Nozzle Corrosion, erosion, cracks Cracks and breakage are
and broken nozzle edges. not acceptable.
Minor surface damage is
permitted if function is not
impaired.
Turbine Rotors Corrosion, erosion, cracks Minor tip rub is permitted if
and broken edges. function is not impaired.
Tip wear; bore and key Wear is not permitted.
way wear
Table 2: Parts inspection check requirements
Part description Limit, Inches

Ring gear / Turbine Housing
Internal measurement between two .084" diameter pins. 5.0890 max.
Sun Gear / Turbine Shaft
Bearing diameter 0.6690 min
External measurement over two .096 diameter pins.
7.5:1 0.952 min
9:1 0.808 min
11.4:1 0.670 min
Planet Gear
External measurement over two .0864" diameter pins.
7.5:1 2.3067 min
9:1 2.3699 min
11.4:1 2.4359 min
Carrier Shaft
Bearing Diameter 1.1800 min
Planet Pin Bore 0.8750 max
Planet Pins
Bearing Diameter 0.873 min
Thrust Washer .
Thickness 055 min
Table 3: Parts wear limits
2012-10-04 - en
If wear is apparent, check the gear teeth dimensions in accordance with

Table 3. Nicks and dents that cannot be felt with a .020 inch radius scribe
Work Card
are acceptable.
L27/38
M126101-01 EN 9 (13)
General
The tools listed in Table 1 are suggested for use by technicians servicing the
starters. The best results can be expected when the proper tools are used,
however, use of other tools is acceptable.
Replace all screws, O-rings, lip seals, and bearings when the starter is
reassembled.
Always press the inner race of a ball bearing when installing a bearing
on a shaft. Always press the outer race of a ball bearing when installing
into a housing.
The list of kits and components, which are available to aid in rebuilding the
starters. Lubricate all O-rings with petroleum jelly or Parker-O-Ring Lube
before assembly.
The screws that secure the Containment Ring/ Stage 2. Nozzle must
have a drop of Loctite RC290 applied to the threads before being used.
Turbine housing
Turbine shaft installation

Press the bearing (8), please see Fig 1, onto the shaft (30) until seated. Sup-
port the shaft and press on the inner race only with press tool No 2-26943
as shown in Table 1.
Press the bearing/shaft assembly (8, 30), keyway end first, into bearing hous-
ing of the turbine housing (23).
Use press tool No 2-26943 if required. Do not press on the end of the shaft
because the load could damage the balls of the bearing.
Install bearing retainer plate (29) and secure with four screws (16). Torque
screws to 40 in-lbs.
Place turbine housing with sun gear end down on a flat surface, while using
ring gear to support turbine housing. Install long bearing space (28) and
2012-10-04 - en
seal spacer (7) over shaft.

Install the O-ring (19) into the aft face of the turbine housing (23).
Work Card
Nozzle 1 installation
L27/38
Press the aft seal (15) into nozzle 1 (19) using press tool No 2-26943 per
Table 1, with the lips facing up.
10 (13) M126101-01 EN
Install nozzle 1 onto the turbine housing (23).

Orient the nozzles facing the air inlet (21) and install four screws (16) to
secure the nozzle.
Do not tighten the screws at this time.
The rotation of the turbine assembly is opposite from the pinion

rotation, therefore this nozzle must be configured for LH (CCW) if the
pinion rotation is RH (CCW), or configured for RH (CW) if pinion
rotation is LH (CCW).
Rotor 1 installation
Install the large woodruff key (14) for stage 1 rotor into the turbine shaft (30).
Install the stage 1 rotor (13), while supporting sun gear end of shaft, onto the
turbine shaft by aligning the slot in the rotor with the woodruff key and hand
press the rotor until firmly seated.
Use press tool No 2-26943 if required. Visually inspect that the key was not
pushed out during assembly.
Note that the direction of rotation was oriented properly.
This turbine rotor can be installed backwards. Install spacer (7) onto sun gear
(30). To center nozzle 1, temporarily install Noz- zle 2 (11) on the turbine
housing and tighten the four screws that secure nozzle 1 (17) to 30 in-lb.
The four screws can be accessed via the holes in nozzle 2 and the first stage
turbine rotor.
Remove Nozzle 2 when the four screws are tight.
Nozzle 2 installation
Install the O-ring (9) into the bearing bore of nozzle 2 (11).
Do not lubricate this O-ring. Install O-ring (12) onto the outer diameter of noz-
zle 2 and install nozzle 2 (11) onto the turbine housing (23).
The rotation of the turbine assembly is opposite from the pinion
rotation, therefore this nozzle must be configured for LH (CCW)
rotation if the pinion rotation is RH (CW), or configured for RH (CW) if
pinion rotation is LH (CCW).
Install the seal spacer (7) onto the shaft and the wavy spring washer (10) into
the bearing bore of the stage 2 nozzle.
While supporting the sun gear end of the shaft, press the aft bearing (8) onto
the shaft by pressing onto the inner and outer race simultaneously.
Use press tool No 2-26943 per Table 1.
2012-10-04 - en
Press until bearing is seated. Install the stage 2 woodruff key (6) into the shaft
Work Card
(30).
L27/38
Stage 2 rotor installation

Install the stage 2 rotor (5) onto the shaft. Use press tool No 2-26943 if
required. Visually inspect that the key was not pushed out during assembly.
M126101-01 EN 11 (13)
Note that the direction of rotation was oriented properly. This turbine
can be installed backwards.
Install the rotor washer (4) and secure with screws (3). Tighten screw to 100
in-lb.
Install the exhaust screen (2) and secure with six screws (1). Tighten the
screws to 80 in-lb.
Air inlet installation

Place the O-ring (22) into the groove on the air inlet (21).
Install the 2” NPT air inlet flange (21) and secure with six screws (20). Tighten
the six screws to 170 in-lb.
Gearbox Housing
Planetary gear carrier reassembly

Press needle bearing (35) into planet gears (34). The planet gears are not
identified by part number, therefore, dimensionally check if correct gears are
being used. Use Table 3 for over the wire measurements.
With a thrust washer (33), please see Fig 2, on each side of gear, slide gear
into carrier shaft slots (32), and align with pin holes.
Lightly slide plant shafts into aligned holes, making sure retainer ring groove
on end of pins goes in first.
Make sure that anti-rotation pins on shafts are properly located in

retaining slots of carrier shaft (32).
Install retainer ring (31) onto planet shaft (36) using a retainer ring tool.
Gearbox reassembly
Install bearing (38) into the bearing housing (43) and secure with retaining
ring (41). Press aft bearing (38) onto carrier shaft (32) using Tool No
52-20143 per Table 1.
Pressing force should be on the inner race of bearing. Install spring washer
(39), spring retaining plate (40) and bearing spacer (42) onto shaft and locate
against bearing.
Position bearing housing assembly (38, 41, 43) over carrier shaft (32) and
press until firmly seated.
2012-10-04 - en
Install woodruff key (37) into slot on carrier shaft (32) and install spur gear
Work Card
(45) on carrier shaft aligning slot on gear with woodruff key.

Place bearing housing assembly on carrier shaft holding tool No 2-20202 per
L27/38
Table 1.
12 (13) M126101-01 EN
Install lockwasher (46) and retainer nut (47). Torque to 90-100 ft.lb. After the
slotted round nut (47) has been tightened, the tab of the washer (46) is driven

into one of the slots. Place O-ring (12) onto outer diameter of gearbox hous-
ing (48).
Install carrier shaft assembly into aft side of gearbox housing (48) and secure
with four screws (44). Torque to 113 in-lbs.
Drive Housing
Drive reassembly
Install bearing (69), please see Fig 3, into forward end of spur gear shaft (65)
and secure with retaining ring (70).
Press bearing (66) onto spur gear shaft (65) and secure with retaining ring
(67).
Press bearing (68) into drive housing (72) until seated firmly into housing.
Press lip seal (75) into forward end of drive housing (72) and install O-ring
into O-ring groove on drive housing.
Install spur gear assembly (65-67) into gearbox drive housing (72) until firmly
seated. Install bearing (55) onto aft end of drive shaft assembly (56-61) and
secure with retaining ring (54).
Lubricate drive shaft assembly using grease No 9-94121-002.
Lubricate inner diameter of spur gear assembly (65) using grease No
9-94121-002.
Install spacer (62), spring (64), and pinion spacer (76) onto pinion drive shaft
assembly (56-61) then install into aft end of spur gear (65).
The gears on helical shaft (56) must be aligned into the aft end of the spur
gear shaft (65).
Press the helical shaft assembly into the spur gear shaft (65) until end of
shaft protrudes from forward end of drive housing.
Maintain pressing force and install pinion onto drive shaft (61).
Secure with screw (79). Torque to 60 ft. lb. Install spacer between pinion (79)
and drive housing (72) before releasing pressure from helical shaft.
Final assembly
Place turbine assembly (23) with aft end on a flat surface and install ring gear.
Ensure notches on ring gear are aligned with screw positions on turbine
housing.
Thoroughly grease planet gears (34), ring gear (27), sun gear (30), spur gears
(45, 65) using grease No 9-94121-002.
Rotate carrier shaft (35) slightly, and at the same time, align gearbox into the
front of turbine housing (26).
Install six gearbox to turbine assembly screws (25) and torque 113 in-lbs.
2012-10-04 - en
Install drive assembly (72) onto gearbox assembly (48) and secure with
Work Card
eight screws (73). Torque to 113 in.lbs.

L27/38
M126101-01 EN 13 (13)
MAN Diesel & Turbo
13.1 Description
13.2 Work Cards
13.3 Plates
13.3- EN 1 (1)
2013-03-01 - en
MAN Diesel & Turbo
Plate Start air connections

P12616-01-L2738-P
1 (2)
P12616-01-L2738-P

Start air connections
1 Air filter for gali air starter

2 Hexagon bolt
3 Sealing ring, Ø4x57mm
4 Washer
5 Hexagon nut
6 Stud
7 Flange with flange socket
8 Hexagon screw
P12616-01-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate Control air pipe

P12616-02-L2738-P
1 (2)
P12616-02-L2738-P

Control air pipe
1 Valve, 3/2 ways

10 Regulator
11 Safty valve, 10 bar
12 Bracket,control unit
13 Plug screw with sealing 1/4"
15 Nut, 1/4"
17 Plate
2 Coil, 24vdc
3 Mounting kit
4 Plug for magnetic valve
5 Air manifold
6 Connecting piece
7 Clips
8 Plug screw
9 Nippel 1/4"-1/4"
018 Repair ser for regulator
P12616-02-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-22 - en
MAN Diesel & Turbo

P12616-03-L2738-P
1 (2)
P12616-03-L2738-P

Control air pipe
1 Valve
10 Regulator
11 Safty valve
12 Bracket,control unit
13 Plug screw, blanking end
14 Cyl. screw
15 Nut
18 Repair set for regulator
2 Coil
3 Mounting kit
4 Plug for magnetic valve
5 Air manifold
6 Connecting piece
7 Clips
8 Hexagon socket plug
9 Nippel
P12616-03-L2738-P
2013-03-22 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate Control air pipes

P12616-04-L2738-P
1 (2)
P12616-04-L2738-P

Control air pipes
001 Air pipe to emergency shut down

002 Air pipe
003 Air pipe
004 Air pipe
005 Air pipe
006 Air pipe
010 Socket
011 Elbow union
012 Socket
013 Socket
014 Socket
015 Socket
016 Socket
020 Pipe clamp
021 Pipe clip
022 Bolt
P12616-04-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-22 - en
MAN Diesel & Turbo
Plate Starting air pipes

P12616-05-L2738-P
1 (2)
P12616-05-L2738-P

Starting air pipes
001 Jet-assist pipes

002 Air pipe
003 Air pipe
005 Air pipe
006 Air pipe
011 Solenoid valve
012 Ball valve
013 Gasket
016 Pipe clamp
017 Support
018 Bolt
019 Cyl. head screw
021 Orifice, jet assist
022 Socket
023 Reducing piece
024 Socket
025 Socket
026 Elbow union
027 Reducing piece
028 Connection piece
P12616-05-L2738-P
2013-03-22 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate Jet assist pipes

P12616-06-L2738-P
1 (2)
P12616-06-L2738-P

Jet assist pipes
001 Jet-assist pipes

002 Air pipe
003 Air pipe
004 Air pipe
006 Air pipe
011 Solenoid valve
012 Ball valve
013 Gasket
016 Pipe clamp
017 Support
018 Bolt
019 Cyl. head screw
021 Orifice, jet assist
022 Socket
023 Reducing piese
024 Socket
025 Socket
026 Elbow union
027 Reducing piece
P12616-06-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-22 - en
MAN Diesel & Turbo

P12616-07-L2738-P
1 (2)
P12616-07-L2738-P

Control air pipe
001 Air pipe

002 Air pipe
004 Air pipe
006 Air pipe
010 Socket
011 Socket
012 Socket
013 Socket
014 Pipe clip
016 Cyl. screw
P12616-07-L2738-P
2013-03-22 - en
Plate
2 (2)
2013-03-22 - en
MAN Diesel & Turbo
Plate Starting air receivers

P12620-03-L2738-P
1 (2)
P12620-03-L2738-P

Starting air receivers
1 Pressure gauge 0-60 kg/cm2

2 Straight female couplings
3 Soldering ring
5 Packing rings
7 Gasket
8 Starting air receiver, 250 l compl
P12620-03-L2738-P
2013-03-22 - en
Plate
2 (2)
MAN Diesel & Turbo
1 General
2 Data [00]
8 Cylinder unit
9 Turbocharger
10 Fuel oil system
14- EN 1 (2)
MAN Diesel & Turbo

15 Cooling system
17 Instrumentation
20 Safety equipment
21 Tools
2 (2) 14- EN
MAN Diesel & Turbo
14.1 Description
14.2 Work Cards
14.3 Plates
14.1- EN 1 (1)

Lub oil diagram, fig 28.1
The oil pan contains the oil needed for lubrication and cooling of all moving
parts (wet sump).
A gearwheel pump integrated in the front end box and driven by a gear train
from the crankshaft supplies the oil needed, see table page 4.
Before the oil enters the bearings, etc., it has passed a double acting non-
return valve (8), also allowing oil from the standby pump to enter the engine,
the oil cooler (3) and a self-cleaning, continuously back flushing filter (5A) at
the top of the front end box. The filter mesh is 25 micron. The safety mesh is
50 micron.
The particles caught in the back flushing filter (5A) are drained to the sump
from where they must be removed by a purifier (23).
The oil temperature is controlled by thermostatic elements (4) integrated in
the front end box. The thermostatic elements are manufactured to control a
certain temperature and the set point cannot be changed, but manual over-
ride is possible, if required by the classification society.
An adjustable pressure control valve (6) keeps the oil under pressure.
The oil flow through the turbocharger is controlled by an orifice at the inlet of
the turbocharger.
2012-04-17 - en
Description
L27/38
D128A1-01 EN 1 (3)
Fig 28.1
Figure 1: Lub oil diagram
Oil pressure control valve, fig 28.2

2012-04-17 - en
The oil pressure is controlled by means of a hydraulically loaded piston. Oil

from the pump passes an orifice in the centre of the piston and pressurizes
Description
the chamber behind the piston. This pressure forces the piston towards its
own seat and in this way controls the oil pressure. To be able to adjust the oil
L27/38
pressure, a spring loaded pilot valve is connected to the mentioned chamber

and the pressure side after the back flushing filter. By adjusting the spring
load, the oil pressure can be adjusted.
2 (3) D128A1-01 EN

Pump capacity [m /h]
3
80 80 115 115
Volume in oil pan [m ]3
Max. 1,6 1,8 2,0 2,2
Min. 1,4 1,6 1,8 1,9
Fig 28.2
Figure 2: Control valve

2012-04-17 - en
Description
L27/38
D128A1-01 EN 3 (3)
Lubricating oil filter — back-flushing filter
Lubricating oil filter — back-flushing filter

General
The back flushing filter is integrated in the front end box. It has filter candles
with a filter mesh of 25 micron, a safety filter with a filter mesh of 50 micron
and safety valves.
A lub oil pressure driven turbine in the inlet of the filter operates a worm gear
which continuously rotates the back flushing arm. The rotation can be seen
in the centre of the end cover. Rotation indicates that the filter works.
After the oil has passed the filter candles, it passes the safety filter before it
enters the bearings.
Impurities caught by the filter candles will go to the sump together with the
back flushing oil.
A purifier must be connected to the sump to remove impurities from the oil.
If the filter candles become blocked and the pressure drop over the filter
exceeds 2 bar, the safety valves will open and the oil will bypass the filter
candles and only be filtered by the safety filter.
Maintenance
Under normal conditions, the filter does not need any maintenance as long
as the pressure drop over the filter is less than 1.0 bar and the shaft is rotat-
ing.
However, it is required to replace all filter candles after 18,000 – 20,000
hours of operation (or after maximum 4 years) since this is expected to be
the safe life time for the filter candles.
Fig 28.3
2012-04-17 - en
Description
L27/38
Figure 1: Back-flushing filter
D128B1-02 EN 1 (1)
MAN Diesel & Turbo
14.1 Description
14.2 Work Cards
14.3 Plates
14.2- EN 1 (1)
Overhaul of lubricating oil pump

Safety precautions
▪ Engine stopped
Manpower
1 4
Special tools
Data
nents

1 2812
Starting Position
Dismantling of pump from engine

1. Remove the screws holding the oil pump.
2. Press the pump out of the front-end box by means of two dismantling
screws.
2012-10-04 - en
Work Card
L27/38
M128101-01 EN 1 (3)
Overhaul, see fig 1
Figure 1: Lubricating oil pump

1. Unscrew the screw (1).
2. Remove the gearwheel (2).
3. Unscrew the screws (3) and remove the end cover (4).
4. Remove the two gearwheels (5) from the pump housing.
5. Check the gearwheels in accordance with fig 2, as well as the condition
of the flanks.
2012-10-04 - en
Work Card
L27/38
Figure 2: Gearwheels and bearing bushing

6. Check the inside diameter of the bear ing bushings. If the diameter
exceeds the measure in fig 2, the bearing bushings must be replaced.
2 (3) M128101-01 EN
7. New bushings are frozen with nitrogen before they are placed in the
bores. Make sure the oil inlet holes in the bushings are located in the

right position, see fig 4.
8. Assemble the pump and fit new O-rings (1) fig 3.
Figure 3: Fit new O-tings

9. Install the pump.
2012-10-04 - en
Figure 4: Installation of bearing bushing

Work Card
L27/38
M128101-01 EN 3 (3)
Dismantling and overhaul of back-flushing filter

Safety precautions
▪ Engine stopped
Manpower
2 3
Special tools
1 9012-09 Lifting tool for oil filter
Data
nents

1 2816
Starting Position
Procedure
The oil in the filter can be drained by turning the screw (1), fig 1, anticlock-
wise.
2012-10-04 - en
Work Card
L27/38
M128102-02 EN 1 (4)
Figure 1: Oil drain from filter

1. When all the screws (1), fig 2, have been removed, the filter can be
pressed out by means of two dismantling screws.
2. The filter must only be pressed out 21 mm. This will give enough space
to in stall the lifting tool (10), see fig 2.
3. When the lifting tool is installed and the weight of the filter is carried in a
chain block, the filter can be pulled out.
4. Place the filter on a wooden support in vertical position and remove the
lifting tool.
5. Remove the end cover (2), fig 2, and the cover plate (3).
6. Pull the candle unit (7) out of the housing.
7. The filter candles can now be pushed out one by one.
8. Install new candles in the candle plate with new O-rings and put the
cover plate (3) over the candles and secure it with the 3 screws (4).
9. Check that the bushings (9) on the backlushing arm does not slide
against the candle plate. If there is any contact, the bushings must be
ad justed to make some clearance.
10. If the ball bearings on the centre shaft are worn (11), they must be
replaced.
11. Fit two new O-rings (12) on the centre shaft.
12. Check that the turbine wheel and the worm drive are moving freely.
13. Fit a new O-ring (5), fig 2, and install the candle unit in the housing.
2012-10-04 - en
When lowering the candle into the housing, care must be taken that
Work Card
the gear wheels are gently engaged.

L27/38
2 (4) M128102-02 EN
14. Place the O-rings (6) around the candle plate and install the end cover
(2).

15. Fit new O-rings (8) and install the lifting tool on the side opposite the
turbine inlet.
16. Lift the filter and push it into the front- end box as far as the lifting tool
allows.
17. Remove the lifting tool and push the filter all the way in. Lubricate the
screws (1) with oil and tighten the screws with a torque of 150 Nm.
Remember to turn the screws (1), fig 28.8, clockwise and tighten it
before starting the engine.
2012-10-04 - en
Work Card
L27/38
M128102-02 EN 3 (4)
Figure 2: Fitting of lifting tool

2012-10-04 - en
Work Card
L27/38
4 (4) M128102-02 EN
Overhaul of lubricating oil thermostatic valve

Safety precautions
▪ Engine stopped
Manpower
1 1 1/2
Special tools
Data
nents

1 2820
Starting Position
Procedure
The temperature of the lubricating oil is controlled by 4 thermostatic elements
placed in a thermostat housing installed on the front-end box below the oil
cooler, see fig 1.
2012-10-04 - en
Work Card
L27/38
M128103-01 EN 1 (3)
Figure 1: Lub oil thermostatic valve mounted on front-end box

The thermostatic elements are not adjustable. The elements are supplied
with or without manual override, depending on the requirements of the clas-
sification societies. If the elements fail to work, they must be replaced.
Replacement of thermostatic elements, see fig 2
Figure 2: Lub oil thermostatic valve — without manual override

1. Fit two eye bolts in the holes (1) on the thermostat housing. Put a wire
through the eye bolts and hook it onto a chain block.
2. Unscrew all the screws (2).
2012-10-04 - en
3. Remove the thermostat housing from the engine.

Work Card
4. Remove the circlip (7) and pull out the distance tube (6) and thermo-
static el ement (5).
L27/38
5. After the elements have been dis mantled, they can be checked in hot
water. The elements must start open ing at about 63°C.
2 (3) M128103-01 EN
6. Defective elements must be scrapped.

7. Install new or checked elements in the housing.
8. Clean the joint surface on the engine and thermostat housing and apply
some liquid sealing compound.
9. Lift the thermostat housing back onto the engine. All the screws (2)
lubricated with oil are tightened with a torque of 140 Nm.
2012-10-04 - en
Work Card
L27/38
M128103-01 EN 3 (3)
MAN Diesel & Turbo M128104A-01
Overhaul of lubricating oil cooler

Safety precautions
▪ Engine stopped
Manpower
1 4
Special tools
Data
nents

1 2818
Starting Position
Cooling water and lub oil have been drained from cooler/engine. All external
pipes are disconnected.
Procedure
A plate cooler is placed on top of the front-end box and secured by allen
screws. See fig 1.
2012-10-05 - en
Work Card
L27/38
M128104A-01 EN 1 (4)
M128104A-01 MAN Diesel & Turbo
Figure 1: Cooler mounted on front-end box

Inlet and outlet of water and oil are sealed with O-rings between the bottom
plate of the cooler and the front-end box. The cooler plates are made of
stainless steel and the gaskets are of the clip-on type.
Whenever it becomes necessary to clean the cooler, this can take place in
two different ways:
1. The complete cooler can be removed from the engine and brought to a
work shop for overhaul.
2. The cooler can be dismantled on the engine.
Disassembling of the cooler
2012-10-05 - en
Figure 2: Oil cooler

Work Card
This cooler (see fig 2) has long assembling studs and does not need special
tools for disassembling or assembling. In addition, it has tubes around the
L27/38
studs against which the top frame plate has to be tightened to ensure the
right compression of the plates.
2 (4) M128104A-01 EN
MAN Diesel & Turbo M128104A-01

Cleaning agent
Kerosene on the oil side. Citric acid on the water side, or agents that do not
harm the stainless steel or the nitrile rubber gasket.
After cleaning, the condition of the gaskets is to be checked.
Replace gaskets with cracks or other types of damage.
Replacement of clip-on gasket, see fig 3.
Figure 3: The clip-on gasket in the gasket groove
Assembling of the cooler, fig 4

1. Place the first cooler plate marked 367317-0483A with the gasket
against the bottom frame plate.
2. The plates marked 367317-4403 are placed one by one on the forego-
ing plate and always with the canal pattern pointing in the opposite
direction of the foregoing.
3. Place the final plate marked 367317- 0476 A.
4. Place the top frame plate on top of the cooler plates.
5. Tighten the nuts crosswise in turns and only a little at the time to ensure
that the top frame plate comes down in parallel with the bottom frame
plate.
2012-10-05 - en
Work Card
L27/38
M128104A-01 EN 3 (4)
M128104A-01 MAN Diesel & Turbo
2012-10-05 - en
Work Card
Figure 4: Lubricating oil cooler – viewed from below

L27/38
4 (4) M128104A-01 EN
MAN Diesel & Turbo
14.1 Description
14.2 Work Cards
14.3 Plates
14.3- EN 1 (1)
2013-03-01 - en
MAN Diesel & Turbo
Plate Lub oil pump

P12812-01-L2738-P
1 (2)
P12812-01-L2738-P

Lub oil pump
0 Lub. oil pump, c.w., mounting

1 Lub. oil pump, clockwise, compl.
10 Cylindrical pin
11 Hexagon screw
12 Spring washer
13 Hexagon bolt
15 O-ring
18 Gear wheel (short), lub.oil pump
2 Housing, lub. oil pump, clockwise
24 Gear wheel (long), lub.oil pump
25 Spur gear
27 Washer
28 Hexagon screw
30 Expander
6 Cover, lub. oil pump, clockwise
8 Bearing bush, lub. oil pump
P12812-01-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate Lub. oil pressure regulator

P12814-01-L2738-P
1 (2)
P12814-01-L2738-P

Lub. oil pressure regulator
0 Lub. oil. pressure regulator, mount

1 Lub. oil pressure regulator
11 O-ring
12 Closing screw
13 O-ring
15 O-ring
16 Corner flange
17 O-ring
20 Pipe, assembly.
3 Connecting pipe, complete
5 O-ring
7 O-ring
9 Plate
1A Control unit
1B O-ring
1C O-ring
P12814-01-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-01 - en
MAN Diesel & Turbo
Plate Double check valve

P12814-02-L2738-P
1 (2)
P12814-02-L2738-P

Double check valve
1 Doub. check valve, complete

2 Hexagon screw
3 Spring washer
A1 Housing, doub. check valve
A10 Flange, dn100
A11 O-ring
A12 Hexagon screw
A13 Spring washer
A2 Guide, check valve
A3 Valve cone, check valve
A4 Spring
A5 Cover, doub. check valve
A6 O-ring
A7 Hexagon screw
A8 Spring washer
A9 Valve cone, check valve
P12814-02-L2738-P
2013-03-01 - en
Plate
2 (2)
2013-03-22 - en
MAN Diesel & Turbo
Plate Pressure regulator

P12814-03-L2738-P
1 (2)
P12814-03-L2738-P

Pressure regulator
0 Pressure relief, arrangement.

10 Pipe holder half-part, 15 mm
2 Pipe to fp-valve
4 Bushing, male/female
5 Solenoid valve, complete
8 Pipe from fp-valve
12 Plug female
13 Gasket for plug
14 Diode
P12814-03-L2738-P
2013-03-22 - en
Plate
2 (2)
2013-03-22 - en
MAN Diesel & Turbo
Plate Lub oil full flow filter

P12816-01-L2738-P
1 (2)
P12816-01-L2738-P

Lub oil full flow filter
1 Aut.lub.oil filter
2 O-ring
5 Hexagon screw
6 Spring washer
A1 Filter element
A10 Flushing canal shaft
A108 Perforated sheet
A11 Turbine housing
A114 Impeller
A12 Flange fastening
A13 Worm drive
A14 Turbine hub
A15 Toothed wheel
A16 Bush
A17 Bush
A18 Valve seat
A19 Valve inlet parts
A2 O-ring
A21 Nozzle
A22 Pressure spring
A3 Deep groove ball bearing with seal
A4 O-ring
A47 Washer
A5 O-ring
A61 O-ring
A64 O-ring
A65 O-ring
A73 Nut
A74 Bush
A8 Safety sieve
A9 Cover plate
B1 Housing
B2 Cover
B3 Flushing canal
B4 Connection pipe
B5 Sieb
P12816-01-L2738-P
2013-03-22 - en
Plate
2 (2)
2013-03-03 - en
MAN Diesel & Turbo
Plate Lubricating oil filter

P12816-02-L2738-P
1 (2)
P12816-02-L2738-P

Lubricating oil filter
1 Lub.oil filter, mounting

10 Cover, complete
2 O-ring, viton 70, Ø356 393.07xØ7.0
3 Spring washer
4 Hexagon screw
5 Filter insert, without filter candles
6 O-ring, 354.9x5.33 perbunan
7 Filter candle, 25 microns
8 Safety sieve, 50 microns
9 O-ring
P12816-02-L2738-P
2013-03-03 - en
Plate
2 (2)
2013-03-22 - en
MAN Diesel & Turbo
Plate Lub oil full flow filter

P12816-03-L2738-P
1 (2)
P12816-03-L2738-P

Lub oil full flow filter
1 Lub. oil filter

3 O-ring
6 Locking spring washer
5 Hexagon screw
A1 Filter casing
A2 Cover
A3 Safety sieve
A4 O-ring
A5 O-ring
A6 Hexagon screw
A7 Round seal
P12816-03-L2738-P
2013-03-22 - en
Plate
2 (2)
2013-03-22 - en
MAN Diesel & Turbo
Plate Lub oil cooler

P12818-01-L2738-P
1 (2)
P12818-01-L2738-P

Lub oil cooler
11 Lub. oil cooler, complete

3 O-ring
A1 Plate
A10 Stud
A11 Hexagon nut
A12 Washer
A15 Plug screw
A16 Gasket
A17 Guide pin, lub. o. cooler
A2 Plate
A3 Cooler plate, m10, connecting
A4 Cooler plate, m10, end plate
A5 Cooler plate, m10, heat transfer
B1 Gasket for duct plate m10
C1 Gasket for duct plate m10
P12818-01-L2738-P
2013-03-22 - en
Plate
2 (2)
2013-03-03 - en
MAN Diesel & Turbo
Plate Lubricating oil cooler

P12818-02-L2738-P
1 (2)
P12818-02-L2738-P

Lubricating oil cooler
3 Lub. oil cooler, complete

6 O-ring, viton 70, Ø104.37xØ3.53
A1 Plate
A13 Hexagon nut
A14 Washer
A16 Stud screw
A2 Plate
A24 Rod
A3 Cooler plate, m10, connecting
A4 Cooler plate, m10, end plate
A5 Cooler plate, m10, heat transfer
A8 Pipe, lub. oil cooler
B1 Gasket for duct plate m10
C1 Gasket for duct plate m10
P12818-02-L2738-P
2013-03-03 - en
Plate
2 (2)
2013-03-22 - en
MAN Diesel & Turbo
Plate Lub oil thermostatic valve

P12820-01-L2738-P
1 (2)
P12820-01-L2738-P

Lub oil thermostatic valve
0 Lub.o. thermostat, arr.

1 Lub oil thermostat-complete excl.item 2
10 Stop disc
11 Plug screw
12 Plug screw
13 Sealing fluid
5 Amot thermostat, 66 dgr.
6 Distance sleeve
P12820-01-L2738-P
2013-03-22 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo
Plate Lub oil thermostatic valve

P12820-02-L2738-P
1 (2)
P12820-02-L2738-P

Lub oil thermostatic valve
0 Lub.o.thermostat, manual or. mount.

1 Lub oil thermostat-complete excl.item 2
10 Stop disc
11 Screw
15 Thermostat valve control, manual
28 Link
29 Spring pin
5 Amot thermostat, 66 dgr.
6 Distance sleeve
P12820-02-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-03 - en
MAN Diesel & Turbo
Plate Lubricating oil thermostatic valve

P12820-03-L2738-P
1 (2)
P12820-03-L2738-P

Lubricating oil thermostatic valve
000 Lub. oil thermostat, arr.

001 Lub oil thermostat - complete excl. item 2
005 Amot thermostat
006 Distance sleeve
007 Retaining rings for boring
010 Stop disc
011 Plug screw
012 Plug screw
013 Sealing fluid
015 Locking fluid
030 Screw plug
031 Seal ring
P12820-03-L2738-P
2013-03-03 - en
Plate
2 (2)
2013-03-03 - en
MAN Diesel & Turbo
Plate Lubricating oil thermostatic valve

P12820-04-L2738-P
1 (2)
P12820-04-L2738-P

Lubricating oil thermostatic valve
005 Amot thermostat

015 Amot thermostat
006 Distance sleeve
017 Glue
028 Link
016 Locking fluid
001 Lub oil thermostat - complete excl. item 2
000 Lub. oil thermostat, manual override mount.
007 Retaining rings for boring
011 Screw
030 Screw plug
031 Seal ring
029 Spring pin
010 Stop disc
P12820-04-L2738-P
2013-03-03 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo
Plate Lub oil pipes

P12824-01-L2738-P
1 (2)
P12824-01-L2738-P

Lub oil pipes
1 Banjo coupling
2 Lub.oil branch pipe, fuel oil pump
3 Banjo coupling
5 Adjustable l-coupling
P12824-01-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo
Plate Lub oil pipes

P12824-02-L2738-P
1 (2)
P12824-02-L2738-P

Lub oil pipes

11 Hexagon nut
12 Lock washer (pair)
13 Gasket
14 O-ring
15 O-ring, viton 70, Ø56.52xØ5.33
2 Lub.o.piping f. turbocharger nr24/s
P12824-02-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo
Plate Lub oil pipes

P12824-03-L2738-P
1 (4)
P12824-03-L2738-P

Lub oil pipes
001 Flange
002 Sealing ring
003 Welding socket
004 Hexagon screw
005 Spring lock
006 Banjo coupling
010 Equal elbow coupling
015 Flange
017 Cyl. screw
018 Washer
019 Round seal ring
020 O-ring
021 Round seal ring
P12824-03-L2738-P
2013-03-24 - en
Plate
2 (4)
2013-03-24 - en
MAN Diesel & Turbo
Plate Lub oil pipes

P12824-03-L2738-P
3 (4)
P12824-03-L2738-P

Lub oil pipes
001 Flange
002 Sealing ring
003 Welding socket
004 Hexagon screw
005 Spring lock
006 Banjo coupling
015 Flange
017 Cyl. screw
018 Washer
019 Round seal ring
020 O-ring
021 Round seal ring
P12824-03-L2738-P
2013-03-24 - en
Plate
4 (4)
2013-03-24 - en
MAN Diesel & Turbo
Plate Lub oil pipes

P12824-04-L2738-P
1 (2)
P12824-04-L2738-P

Lub oil pipes
001 Flange
002 Sealing ring
003 Welding socket
004 Spring lock
005 Hexagon screw
006 Banjo coupling
017 Union with throttle nozzle
018 Boss a. cock
P12824-04-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-03 - en
MAN Diesel & Turbo
Plate Leakage fuel oil pipes, leakage oil pipes, lube oil pipes to high
P12824-05-L2738-P pressure pump
1 (2)
P12824-05-L2738-P

Leakage fuel oil pipes, leakage oil pipes, lube oil pipes to high
pressure pump
001 Drain pipe

002 Drain pipe
004 Leakage fuel oil pipe
018 Drain pipe
020 Socket
021 Socket
023 Elbow union
024 Socket
026 Cyl. head bolt
028 Cap nut
029 Blind plug
045 Socket
P12824-05-L2738-P
2013-03-03 - en
Plate
2 (2)
2013-03-03 - en
MAN Diesel & Turbo
Plate Lubricating oil pipe for oil injection pump

P12824-06-L2738-P
1 (2)
P12824-06-L2738-P

Lubricating oil pipe for oil injection pump
015 Lub. oil pipe

016 Lub. oil pipe
017 Lub. oil pipe
019 Lub. oil pipe
040 Elbow union
041 Socket
042 Socket
043 Elbo union
044 Socket
P12824-06-L2738-P
2013-03-03 - en
Plate
2 (2)
2013-03-03 - en
MAN Diesel & Turbo
Plate Lubricating oil pipe for oil injection pump

P12824-07-L2738-P
1 (2)
P12824-07-L2738-P

Lubricating oil pipe for oil injection pump
001 Sealing oil pipe

002 Socket
003 Socket
004 Socket
005 Sealing oil pipe
006 Socket
007 Threaded socket
008 Socket
009 Reducing pipe
010 Solenoid valve
011 Seal ring
012 Socket
013 Elbow union
014 Lub. oil pipe
015 Elbow union
016 Lub. oil pipe
P12824-07-L2738-P
2013-03-03 - en
Plate
2 (2)
2013-03-03 - en
MAN Diesel & Turbo
Plate Lubricating oil pipes

P12824-08-L2738-P
1 (2)
P12824-08-L2738-P

Lubricating oil pipes
010 Drain pipe

011 Drain pipe
012 Drain pipe
013 Bracket
014 Arr. of fuel oil drain tank
030 Reducing piece
031 Elbow inion
033 Bolt
034 Union
035 Socket
P12824-08-L2738-P
2013-03-03 - en
Plate
2 (2)
2013-03-03 - en
MAN Diesel & Turbo
Plate Lubricating oil pipes

P12824-09-L2738-P
1 (2)
P12824-09-L2738-P

Lubricating oil pipes
001 Lubricating oil pipe

007 Flange
008 Bracket
009 Bracket
013 Socket
014 Socket
017 Round seal ring
018 Round sealing ring
019 O-ring
020 Round seal ring
021 Gasket
025 Hexagon screw
026 Washer
027 Cyl. screw
028 Hexagon screw
029 Washer
030 Plug scew
P12824-09-L2738-P
2013-03-03 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo
Plate Crankcase venting

P12826-01-L2738-P
1 (2)
P12826-01-L2738-P

Crankcase venting
001 Pipe
002 Pipe
004 Pipe
005 Oil mist detector
007 Bracket
008 Gasket
009 Disc
010 Disc
011 Disc
012 Screw
013 Bolt
014 Screw
015 Bolt
016 Screw
017 Nut
018 Nut
019 Nut
020 Gasket
021 Pipe clamp
P12826-01-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-03 - en
MAN Diesel & Turbo
Plate Crankcase venting

P12826-02-L2738-P
1 (2)
P12826-02-L2738-P

Crankcase venting
001 Pipe
002 Pipe
004 Pipe
006 Pipe
007 Bracket
008 Gasket
009 Disc
010 Disc
011 Disc
012 Screw
013 Bolt
014 Screw
015 Bolt
016 Screw
017 Nut
018 Nut
019 Nut
020 Gasket
021 Pipe clamp
P12826-02-L2738-P
2013-03-03 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo
Plate Lubrication oil seperator

P12836-02-L2738-P
1 (2)
P12836-02-L2738-P

Lubrication oil seperator
001 Cover
002 O-ring
005 Glacier filter
013 Ball valve
P12836-02-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo
Plate Lubrication oil seperator

P12836-03-L2738-P
1 (2)
P12836-03-L2738-P

Lubrication oil seperator
001 Glacier filter

002 Cover
007 Arr. of splash oil monitoring
008 Bracket
011 Protection cover
013 Socket
017 O-ring
020 Ball valve
P12836-03-L2738-P
2013-03-24 - en
Plate
2 (2)
MAN Diesel & Turbo
1 General
2 Data [00]
8 Cylinder unit
9 Turbocharger
10 Fuel oil system
Cooling system
15- EN 1 (2)
MAN Diesel & Turbo

15 Cooling system
17 Instrumentation
20 Safety equipment
21 Tools
Cooling system
2 (2) 15- EN
MAN Diesel & Turbo
15.1 Description
15.2 Work Cards
15.3 Plates
15.1- EN 1 (1)

General
The engine is designed for freshwater cooling only. Therefore the cooling
water system has to be arranged as a centralised/ closed cooling water sys-
tem.
The engine design is almost pipeless, ie the water flows through internal cavi-
ties inside the front end box and the cylinder units. The front end box con-
tains all large pipe connections. On the aft-end, the water to the gear oil
cooler has to be connected by the yard.
2012-04-17 - en
Description
L27/38
D130A1-01 EN 1 (3)
2012-04-17 - en
Figure 1: 30.1 - Cooling water diagram

Description
The engine is equipped with built on fresh water pumps for both the high and
low temperature cooling water systems. To facilitate automatic startup of
standby pumps, non return valves are included.
L27/38
The freshwater pumps are mounted in the front end box and are driven
through gear-wheels from the crankshaft.
2 (3) D130A1-01 EN
The pump bearings are lubricated automatically with oil from the lubricating
oil system of the engine.

Thermostatic valve elements which control the high and low temperature
cooling water system are also integrated parts of the front end box.
The engine is equipped with a two stage charge air cooler. The first stage is
placed in the high temperature cooling water system. The high charging air
temperature after the turbocharger makes a higher degree of heat recovery
possible when the heat is dissipated to the high temperature cooling water.
Figure 2: 30.2 - Charging air cooler

The second stage of the charge air cooler is placed in the low temperature
system.
It will cool the charging air further down before entering the cylinder.
For special applications, i. e. sailing in arctic waters with low air temperatures
and direct air intake from deck, a regulating system can be applied to control
the water flow to the second stage of the charge air cooler in order to
increase the charging air temperature, at low load.
2012-04-17 - en
Description
L27/38
D130A1-01 EN 3 (3)
MAN Diesel & Turbo
15.1 Description
15.2 Work Cards
15.3 Plates
15.2- EN 1 (1)
Cooling water thermostatic valves

Safety precautions
▪ Engine stopped
Manpower
1 2
Special tools
Data
nents

1 3012
Starting Position
Procedure
The cooling water system is normally divided into two separated closed cir-
cuits.
A low temperature circuit (LT) and a high temperature circuit (HT) based on
fresh water treated with anti-corrosion agents, see fig 1.
2012-10-05 - en
Work Card
L27/38
M130101-01 EN 1 (3)
Figure 1: Cooling water thermostatic valves mounted on front-end box

Each circuit has 4 thermostatic elements.The elements are supplied with or
without manual override, depending on the requirements of the classification
societies. The elements are not adjustable. The elements for HT and LT have
different temperature ranges and therefore not interchangeable. If they fail to
work, they must be replaced.
The pump cover/housing for thermostatic valves must be dismantled from
the front-end box to replace the thermostatic elements. Each element is
secured with a circlip (1), see fig 2.
2012-10-05 - en
Work Card
L27/38
2 (3) M130101-01 EN

Figure 2: BT thermostatic valve: no manual correction
In case the HT cooler is cooled by water from the LT circuit, a separate ther-
mostatic valve is installed in the external piping. In such cases the LT thermo-
static elements in the thermotat housing on the engine are replaced by dum-
mies.
Replacement of thermostatic elements, see fig 1

1. Unscrew all the screws (2).
2. Remove the thermostat housing from the engine.
3. Remove the circlip (1) and pull out the distance tube (6), thermostatic el
ement (5), supporting ring (4) and O- ring (3).
4. After the elements have been dis mantled, they can be checked in hot
water.
The LT elements must start opening at about 29°C.
The HT elements must start opening at about 77°C.
5. Defective elements must be scrapped.
6. Install new or checked elements in the housing.
7. Clean the joint surface on the engine and thermostat housing and apply
2012-10-05 - en
some liquid sealing compound.

Work Card
8. Lift the thermostat housing back onto the engine. All the screws (2)
lubricated with oil are tightened with a torque of 140 Nm.
L27/38
M130101-01 EN 3 (3)
Overhaul and replacement of cooling water pumps

Safety precautions
▪ Engine stopped
Manpower
2 4
Special tools
Data
nents

1 3010
Starting Position
Procedure
The HT and LT cooling water pumps are centrifugal pumps installed in the
front-end box. The pumps are installed underthether- mostatic housing hold-
ing the elements and can therefore not be seen. The pumps are driven by a
gear train from the crankshaft.
2012-10-05 - en
A pump can be dismantled after the thermostatic valve housing has been
removed.
Work Card
L27/38
M130102-02 EN 1 (4)
Figure 1: Cooling water pumps mounted on front-end box
Figure 2: Cooling water pump

When the 4 screws (1), fig 2, have been removed, the pump can be pulled
out by means of dismantling screws.
Disassembling of a pump, see fig 3

1. Unscrew the 3 screws (6) and remove the flange (5).
2. Remove the screw (16) and thrust piece (17).
3. Pull off the impeller (3) and the shaft seal (14).
4. The gearwheel can be removed after the screw (20) and disc (19) have
2012-10-05 - en
been removed.
5. Remove the circlip (11).
Work Card
6. The pump shaft with ball bearings can now be pressed out.
L27/38
7. Remove the gland for the shaft seal and the lip ring (13) from the hous-
ing.
2 (4) M130102-02 EN

Assembling of a pump, see fig 3
1. Install 2 new ball bearings (9 and 10) on the shaft.
2. Place a new lip ring seal (13) and a new gland for the shaft seal in the
pump housing.
3. Add some oil to the shaft in the position where the lip ring is going to
seal.
4. Install the shaft in the housing and fit the circlip (11).
5. Place the rotating parts of a new shaft seal over the shaft and on top of
this the impeller.
6. Lubricate the screw (16) with oil and tighten to 50 Nm.
7. Place the gearwheel on the tapered end of the shaft together with the
disc (19).
8. Tighten the screw (20) with a torque of 110 Nm after it has been lubri-
cated with oil.
9. Fit two new O-rings (1) in the ring groves on the pump housing.
Installation
A new or overhauled water pump is placed in the bore in the front-end box
and tightened with 4 screws lubricated with molycote paste type GN or
copaslip. Tightening torque is 140 Nm.
If the screws are lubricated with oil the torque is 200 Nm.
2012-10-05 - en
Work Card
L27/38
M130102-02 EN 3 (4)
Work Card Overhaul and replacement of cooling water pumps
4 (4)
L27/38 M130102-02
Figure 3: Cooling water pump
M130102-02 EN
MAN Diesel & Turbo
2012-10-05 - en
MAN Diesel & Turbo
15.1 Description
15.2 Work Cards
15.3 Plates
15.3- EN 1 (1)
2013-03-24 - en
MAN Diesel & Turbo
Plate Ht pump
P13010-01-L2738-P
1 (2)
P13010-01-L2738-P

Ht pump
0 Cooling water pumps,right,mount.

10 Non-return flap, complete
5 O-ring, viton
6 Hexagon screw
A1 Housing, cooling water pump, clw.
A10 Ball bearing, 6308
A11 Retaining ring for bore
A13 Shaft seal
A14 Slide ring joint
A15 Woodruff key
A16 Cap nut
A17 Disc
A18 Spur gear
A19 Disc
A20 Hexagon screw
A3 Impeller, clockwise rot.
A5 Cover, cooling water pump
A6 Hexagon screw
A7 Spring washer
A8 Shaft, cooling water pump
A9 Ball bearing
B1 Seat
B2 Flap for check valve
B3 Cylindrical pin
B4 Spring pin
P13010-01-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo
Plate Ht pump
P13010-02-L2738-P
1 (2)
P13010-02-L2738-P

Ht pump
0 Cooling water pumps,left,mount.

5 O-ring, viton
6 Hexagon screw
A1 Housing
A10 Ball bearing, 6308
A11 Retaining ring for bore
A13 Shaft seal
A15 Woodruff key
A16 Cap nut
A17 Disc
A18 Spur gear
A19 Disc
A20 Hexagon screw
A3 Impeller
A6 Hexagon screw
A7 Spring washer
A9 Ball bearing
B1 Seat
B3 Cylindrical pin
B4 Spring pin
P13010-02-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-03 - en
MAN Diesel & Turbo
Plate High temperature cooling water pump

P13010-03-L2738-P
1 (2)
P13010-03-L2738-P

High temperature cooling water pump
0 Cooling water pumps,right,mount.

5 O-ring, viton
6 Hexagon screw
A10 Ball bearing
A11 Retaining rings f.boring
A13 Shaft seal
A16 Woodruff key
A17 Cap nut
A18 Spur gear
A19 Disc
A20 Hexagon screw
A3 Pump impeller
A6 Hexagon screw
A7 Spring washer
A9 Ball bearing
B1 Seat
B3 Cylindrical pin
B4 Spring pin
P13010-03-L2738-P
2013-03-03 - en
Plate
2 (2)
2013-03-03 - en
MAN Diesel & Turbo
Plate High temperature cooling water pump

P13010-04-L2738-P
1 (2)
P13010-04-L2738-P

High temperature cooling water pump
0 Cooling water pumps,left,mount.

5 O-ring, viton
6 Hexagon screw
A1 Housing
A10 Ball bearing
A13 Shaft seal
A16 Woodruff key
A17 Cap nut
A18 Spur gear
A19 Disc
A20 Hexagon screw
A3 Pump impeller
A6 Hexagon screw
A7 Spring washer
A9 Ball bearing
B1 Seat
B3 Cylindrical pin
B4 Spring pin
P13010-04-L2738-P
2013-03-03 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo
Plate Ht pump
P13010-05-L2738-P
1 (4)
P13010-05-L2738-P

Ht pump
0 Cooling pump, clockwise

11 O-ring, viton 70, Ø183.52xØ5.33
5 O-ring, viton 70, Ø183.52xØ5.33
6 Hexagon screw
7 Spring washer
8 Hexagon screw
9 Flange, blind
A10 Ball bearing
A13 Shaft seal
A16 Woodruff key
A17 Cap nut
A18 Spur gear
A19 Disc
A20 Hexagon screw
A3 Pump impeller
A6 Hexagon screw
A7 Spring washer
A9 Ball bearing
B1 Seat
B3 Cylindrical pin
B4 Spring pin
P13010-05-L2738-P
2013-03-24 - en
Plate
2 (4)
2013-03-24 - en
MAN Diesel & Turbo
Plate Ht pump
P13010-05-L2738-P
3 (4)
P13010-05-L2738-P

Ht pump
0 Cooling pump, clockwise

11 O-ring, viton 70, Ø183.52xØ5.33
5 O-ring, viton 70, Ø183.52xØ5.33
6 Hexagon screw
7 Spring washer
8 Hexagon screw
9 Flange, blind
A10 Ball bearing
A13 Shaft seal
A16 Woodruff key
A17 Cap nut
A18 Spur gear
A19 Disc
A20 Hexagon screw
A3 Pump impeller
A6 Hexagon screw
A7 Spring washer
A9 Ball bearing
B1 Seat
B3 Cylindrical pin
B4 Spring pin
P13010-05-L2738-P
2013-03-24 - en
Plate
4 (4)
2013-03-24 - en
MAN Diesel & Turbo
Plate Ht pump
P13010-06-L2738-P
1 (4)
P13010-06-L2738-P

Ht pump
0 Cooling pump, counter clockwise

11 O-ring, viton 70, Ø183.52xØ5.33
5 O-ring, viton 70, Ø183.52xØ5.33
6 Hexagon screw
7 Spring washer
8 Hexagon screw
9 Flange, blind
A1 Housing
A10 Ball bearing
A13 Shaft seal
A16 Woodruff key
A17 Cap nut
A18 Spur gear
A19 Disc
A20 Hexagon screw
A3 Pump impeller
A6 Hexagon screw
A7 Spring washer
A9 Ball bearing
B1 Seat
B3 Cylindrical pin
B4 Spring pin
P13010-06-L2738-P
2013-03-24 - en
Plate
2 (4)
2013-03-24 - en
MAN Diesel & Turbo
Plate Ht pump
P13010-06-L2738-P
3 (4)
P13010-06-L2738-P

Ht pump
0 Cooling pump, counter clockwise

11 O-ring, viton 70, Ø183.52xØ5.33
5 O-ring, viton 70, Ø183.52xØ5.33
6 Hexagon screw
7 Spring washer
8 Hexagon screw
9 Flange, blind
A1 Housing
A10 Ball bearing
A13 Shaft seal
A16 Woodruff key
A17 Cap nut
A18 Spur gear
A19 Disc
A20 Hexagon screw
A3 Pump impeller
A6 Hexagon screw
A7 Spring washer
A9 Ball bearing
B1 Seat
B3 Cylindrical pin
B4 Spring pin
P13010-06-L2738-P
2013-03-24 - en
Plate
4 (4)
2013-03-24 - en
MAN Diesel & Turbo
Plate Ht pump
P13010-07-L2738-P
1 (2)
P13010-07-L2738-P

Ht pump
001 Flange, blind

002 Round seal ring
003 Spring locks
004 Hexagon screw
P13010-07-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-03 - en
MAN Diesel & Turbo
Plate Cooling water thermostat for low temperature system

P13012-01-L2738-P
1 (2)
P13012-01-L2738-P

Cooling water thermostat for low temperature system
1 Housing, cooling water thermostat-high temp.system

10 Stop disc
11 Plug screw
12 Plug screw
15 Cover
16 O-ring
17 Hexagon screw
18 Spring washer
2 Thermostat elem.f.w.80dg.c,man.or.
20 Plug screw
21 Cu-gasket
22 Plug screw
23 Copper ring
24 Flange, dn100
25 O-ring
26 Hexagon screw
27 Spring washer
30 Supporting ring
31 O-ring
4 Housing, cooling water thermostat-low temp.system
5 Thermostatic element 35 dg. c
6 Distance sleeve
P13012-01-L2738-P
2013-03-03 - en
Plate
2 (2)
2013-03-03 - en
MAN Diesel & Turbo

P13012-02-L2738-P
1 (4)
P13012-02-L2738-P


10 Stop disc
11 Screw
15 Cover
16 O-ring
17 Hexagon screw
18 Spring washer
2 Thermostat elem., f.w., 79 dg.c
20 Plug screw
21 Cu-gasket
22 Plug screw
23 Copper ring
28 Link
29 Spring pin
30 Supporting ring
31 O-ring
32 Flange, dn100
33 O-ring
34 Hexagon screw
35 Spring washer
6 Distance sleeve
P13012-02-L2738-P
2013-03-03 - en
Plate
2 (4)
2013-03-03 - en
MAN Diesel & Turbo

P13012-02-L2738-P
3 (4)
P13012-02-L2738-P


10 Stop disc
11 Screw
15 Cover
16 O-ring
17 Hexagon screw
18 Spring washer
20 Plug screw
21 Cu-gasket
22 Plug screw
23 Copper ring
28 Link
29 Spring pin
30 Supporting ring
31 O-ring
32 Flange, dn100
33 O-ring
34 Hexagon screw
35 Spring washer
6 Distance sleeve
P13012-02-L2738-P
2013-03-03 - en
Plate
4 (4)
2013-03-24 - en
MAN Diesel & Turbo
Plate Cooling water thermostats

P13012-03-L2738-P
1 (2)
P13012-03-L2738-P

Cooling water thermostats
0 Thermostatic valve,dn100,74deg.c
1 Thermostatic valve,freshwater,4"
10 Hexagon bolt
2 Flange
20 Gasket for 4" thermostaic valve
3 Gasket
30 Thermostat elem.,f.w.,74 dg.c
4 Hexagon bolt
40 O-ring
5 Hexagon nut
50 Supporting ring
60 Spring washer
70 Hexagon nut
80 Sealing ring f. amot thermost.valve
P13012-03-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo

P13012-04-L2738-P
1 (4)
P13012-04-L2738-P


10 Stop disc
11 Plug screw
12 Plug screw
15 Cover
16 O-ring
17 Hexagon screw
18 Spring washer
20 Plug screw
21 Cu-gasket
22 Plug screw
23 Copper ring
24 Flange
25 O-ring
26 Hexagon screw
27 Spring washer
28 Silicone paste
30 Supporting ring
31 O-ring
33 O-ring
34 Hexagon screw
35 Spring washer
6 Distance sleeve
9 Closing piece
P13012-04-L2738-P
2013-03-24 - en
Plate
2 (4)
2013-03-24 - en
MAN Diesel & Turbo

P13012-04-L2738-P
3 (4)
P13012-04-L2738-P


10 Stop disc
11 Plug screw
12 Plug screw
15 Cover
16 O-ring
17 Hexagon screw
18 Spring washer
20 Plug screw
21 Cu-gasket
22 Plug screw
23 Copper ring
24 Flange
25 O-ring
26 Hexagon screw
27 Spring washer
28 Silicone paste
30 Supporting ring
31 O-ring
33 O-ring
34 Hexagon screw
35 Spring washer
6 Distance sleeve
9 Closing piece
P13012-04-L2738-P
2013-03-24 - en
Plate
4 (4)
2013-03-24 - en
MAN Diesel & Turbo

P13012-05-L2738-P
1 (4)
P13012-05-L2738-P


10 Stop disc
11 Screw
12 Plug screw
15 Cover
16 O-ring
17 Hexagon screw
18 Spring washer
20 Plug screw
21 Cu-gasket
22 Plug screw
23 Copper ring
24 Flange
28 Link
29 Spring pin
30 Supporting ring
31 O-ring
32 Flange
33 O-ring
34 Hexagon screw
35 Spring washer
36 Silicone paste
6 Distance sleeve
9 Closing piece
P13012-05-L2738-P
2013-03-24 - en
Plate
2 (4)
2013-03-24 - en
MAN Diesel & Turbo

P13012-05-L2738-P
3 (4)
P13012-05-L2738-P


10 Stop disc
11 Screw
12 Plug screw
15 Cover
16 O-ring
17 Hexagon screw
18 Spring washer
20 Plug screw
21 Cu-gasket
22 Plug screw
23 Copper ring
24 Flange
28 Link
29 Spring pin
30 Supporting ring
31 O-ring
32 Flange
33 O-ring
34 Hexagon screw
35 Spring washer
36 Silicone paste
6 Distance sleeve
9 Closing piece
P13012-05-L2738-P
2013-03-24 - en
Plate
4 (4)
2013-03-24 - en
MAN Diesel & Turbo

P13012-06-L2738-P
1 (4)
P13012-06-L2738-P

1 Housing, cooling water thermostat

10 Stop disc
11 Plug screw
12 Plug screw
16 O-ring
18 Spring washer
20 Plug screw
21 Cu-gasket
22 Plug screw
23 Copper ring
24 Flange, dn100
25 O-ring
26 Hexagon screw
27 Spring washer
30 Supporting ring
31 O-ring
37 Cover
38 Clamp
6 Distance sleeve
P13012-06-L2738-P
2013-03-24 - en
Plate
2 (4)
2013-03-24 - en
MAN Diesel & Turbo

P13012-06-L2738-P
3 (4)
P13012-06-L2738-P


10 Stop disc
11 Plug screw
12 Plug screw
16 O-ring
18 Spring washer
20 Plug screw
21 Cu-gasket
22 Plug screw
23 Copper ring
24 Flange, dn100
25 O-ring
26 Hexagon screw
27 Spring washer
30 Supporting ring
31 O-ring
37 Cover
38 Clamp
6 Distance sleeve
P13012-06-L2738-P
2013-03-24 - en
Plate
4 (4)
2013-03-24 - en
MAN Diesel & Turbo

P13012-07-L2738-P
1 (4)
P13012-07-L2738-P


10 Stop disc
11 Screw
16 O-ring
18 Spring washer
20 Plug screw
21 Cu-gasket
22 Plug screw
23 Copper ring
28 Link
29 Spring pin
30 Supporting ring
31 O-ring
32 Flange, dn100
33 O-ring
34 Hexagon screw
35 Spring washer
37 Cover
38 Clamp
6 Distance sleeve
P13012-07-L2738-P
2013-03-24 - en
Plate
2 (4)
2013-03-24 - en
MAN Diesel & Turbo

P13012-07-L2738-P
3 (4)
P13012-07-L2738-P


10 Stop disc
11 Screw
16 O-ring
18 Spring washer
20 Plug screw
21 Cu-gasket
22 Plug screw
23 Copper ring
28 Link
29 Spring pin
30 Supporting ring
31 O-ring
32 Flange, dn100
33 O-ring
34 Hexagon screw
35 Spring washer
37 Cover
38 Clamp
6 Distance sleeve
P13012-07-L2738-P
2013-03-24 - en
Plate
4 (4)
2013-03-24 - en
MAN Diesel & Turbo

P13012-08-L2738-P
1 (4)
P13012-08-L2738-P


06 Distance sleeve
09 Closing piece
10 Restriction
11 Plug screw
12 Plug screw
15 Cover
16 O-ring
17 Hexagon screw
18 Spring washer
20 Plug screw
21 Cu-gasket
22 Plug screw
23 Copper ring
24 Flange
25 O-ring
26 Hexagon screw
27 Spring washer
28 Silicone paste
30 Supporting ring
31 O-ring
33 O-ring
34 Hexagon screw
35 Spring washer
P13012-08-L2738-P
2013-03-24 - en
Plate
2 (4)
2013-03-24 - en
MAN Diesel & Turbo

P13012-08-L2738-P
3 (4)
P13012-08-L2738-P


06 Distance sleeve
09 Closing piece
10 Restriction
11 Plug screw
12 Plug screw
15 Cover
16 O-ring
17 Hexagon screw
18 Spring washer
20 Plug screw
21 Cu-gasket
22 Plug screw
23 Copper ring
24 Flange
25 O-ring
26 Hexagon screw
27 Spring washer
28 Silicone paste
30 Supporting ring
31 O-ring
33 O-ring
34 Hexagon screw
35 Spring washer
P13012-08-L2738-P
2013-03-24 - en
Plate
4 (4)
2013-03-24 - en
MAN Diesel & Turbo
Plate High temp. pipes

P13016-01-L2738-P
1 (4)
P13016-01-L2738-P

High temp. pipes
1 Flange
2 End cover, cooling water
20 Cooling water connection housing
22 Cooling water pipe
3 O-ring, viton 70, Ø104.14xØ5.33
30 Flange
31 O-ring, viton 70, Ø85.09xØ5.33
32 O-ring, viton 70, Ø104.14xØ5.33
48 O-ring, viton 70, Ø104.14xØ5.33
9 O-ring, viton 70, Ø104.14xØ5.33
B1 Seat
B3 Cylindrical pin
B4 Spring pin
P13016-01-L2738-P
2013-03-24 - en
Plate
2 (4)
2013-03-24 - en
MAN Diesel & Turbo

P13016-01-L2738-P
3 (4)
P13016-01-L2738-P

High temp. pipes
1 Flange
3 O-ring, viton 70, Ø104.14xØ5.33
30 Flange
31 O-ring, viton 70, Ø85.09xØ5.33
32 O-ring, viton 70, Ø104.14xØ5.33
48 O-ring, viton 70, Ø104.14xØ5.33
9 O-ring, viton 70, Ø104.14xØ5.33
B1 Seat
B3 Cylindrical pin
B4 Spring pin
P13016-01-L2738-P
2013-03-24 - en
Plate
4 (4)
2013-03-24 - en
MAN Diesel & Turbo

P13016-02-L2738-P
1 (4)
P13016-02-L2738-P

High temp. pipes
1 Flange
3 O-ring
30 Flange
31 O-ring
32 O-ring
9 O-ring
B1 Seat
B3 Cylindrical pin
B4 Spring pin
P13016-02-L2738-P
2013-03-24 - en
Plate
2 (4)
2013-03-24 - en
MAN Diesel & Turbo

P13016-02-L2738-P
3 (4)
P13016-02-L2738-P

High temp. pipes
1 Flange
3 O-ring
30 Flange
31 O-ring
32 O-ring
9 O-ring
B1 Seat
B3 Cylindrical pin
B4 Spring pin
P13016-02-L2738-P
2013-03-24 - en
Plate
4 (4)
2013-03-03 - en
MAN Diesel & Turbo
Plate High temperature cooling water pipes

P13016-03-L2738-P
1 (4)
P13016-03-L2738-P

High temperature cooling water pipes
1 Flange
11 O-ring
12 V-profil clamp
3 O-ring
30 Flange
31 O-ring
32 O-ring
B1 Seat
B3 Cylindrical pin
B4 Spring pin
P13016-03-L2738-P
2013-03-03 - en
Plate
2 (4)
2013-03-03 - en
MAN Diesel & Turbo
Plate High temperature cooling water pipes

P13016-03-L2738-P
3 (4)
P13016-03-L2738-P

High temperature cooling water pipes
1 Flange
11 O-ring
12 V-profil clamp
3 O-ring
30 Flange
31 O-ring
32 O-ring
B1 Seat
B3 Cylindrical pin
B4 Spring pin
P13016-03-L2738-P
2013-03-03 - en
Plate
4 (4)
2013-03-03 - en
MAN Diesel & Turbo
Plate Cooling water connection,gear

P13016-04-L2738-P
1 (2)
P13016-04-L2738-P

Cooling water connection,gear
1 Throttle insert pipe, Ø50 mm

10 Hexagon screw
3 Cooling water connection
4 Spring washer
5 Hexagon bolt
6 Hexagon bolt
7 Gasket
72 O-ring, viton 70, Ø81.92xØ5.33
73 Closing piece
8 Flange
9 Spring washer
P13016-04-L2738-P
2013-03-03 - en
Plate
2 (2)
MAN Diesel & Turbo
1 General
2 Data [00]
8 Cylinder unit
9 Turbocharger
10 Fuel oil system
16- EN 1 (2)
MAN Diesel & Turbo

15 Cooling system
17 Instrumentation
20 Safety equipment
21 Tools
2 (2) 16- EN
MAN Diesel & Turbo
16.1 Plates
16.1- EN 1 (1)
2013-03-24 - en
MAN Diesel & Turbo
Plate Low temperature cooling water pump

P13210-01-L2738-P
1 (2)
P13210-01-L2738-P

Low temperature cooling water pump
1 Connecting piece
10 Flange
12 Plug screw
13 Sealing ring
15 Pump, sea water - cw
2 O-ring
3 Intermediate housing
5 Coupling
7 Key
8 Shaft sealing ring, Ø35/Ø57
18 Pump, sea water - ccw
21 Nipple
22 Gasket
23 Compression fitting
24 Steel pipe
25 Pipe clip
26 Screw
P13210-01-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo
Plate Low temperature cooling water pump

P13210-02-L2738-P
1 (2)
P13210-02-L2738-P

Low temperature cooling water pump
1 Connecting piece
11 Flange
12 Plug screw
13 Sealing ring
16 Pump, sea water - cw
2 O-ring
3 Intermediate housing
6 Coupling
7 Key
8 Sealing ring
19 Pump, sea water - ccw
21 Nipple
22 Gasket
23 Compression fitting
24 Steel pipe
25 Pipe clip
26 Screw
P13210-02-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo
Plate Cooling water pump

P13210-03-L2738-P
1 (2)
P13210-03-L2738-P

Cooling water pump
001 Pump casing

002 Sealing ring
003 Key for empeller
004 Sealing washer
005 Gasket
006 Ball bearing
007 Ball bearing
008 Coupling (female)
009 Rubber bushing
010 Coupling (male)
011 Key for coupling
012 Shaft
013 Sealing ring
014 Shaft seal
015 Sealing washer
016 Impeller
017 Valve flap
018 Sealing washer
019 Sealing ring
P13210-03-L2738-P
2013-03-24 - en
Plate
2 (2)
MAN Diesel & Turbo
1 General
2 Data [00]
8 Cylinder unit
9 Turbocharger
10 Fuel oil system
Instrumentation
17- EN 1 (2)
MAN Diesel & Turbo

15 Cooling system
17 Instrumentation
20 Safety equipment
21 Tools
Instrumentation
2 (2) 17- EN
MAN Diesel & Turbo
17.1 Description
17.2 Plates
17.1- EN 1 (1)
Local monitoring, control and safety LMCS

General
The engine is using a fully electronic and redundant local instrumentation
concept on the engine, thus providing extensive monitoring and a good over-
view for the operator.
The Operator Panel — Engine (OP-E) is placed next to the governor. This is
done to give the operator the best possible condition for controlling and
monitoring the complete engine from only one position.
The layout of the Local Monitoring, Control and Safety systems (LMCS) is
shown on fig 11.
The computer unit named Alphacomm Safety (ACS) is acting as a self con-
tained safety system, using the OP-E as its display. The computer unit
named Alphacomm Monitoring — Engine (ACM-E) is handling the following
tasks:
▪ Acting as a data collection device, using the OP-E as its display
▪ Data link to the ship's alarm system
▪ Automatic control functions on the engine
▪ Redundant Safety System
Generally, all sensors are analogue, thus offering the user the possibility to
read the exact value of all parameters. All sensors are continuously moni-
tored to be within the specified measuring range. The operator will be made
aware, should a sensor exceed its validity limits.
The measurement and display of the essential parameters are duplicated.
The duplicated measurements can be identified on the drawing, where they
are marked with an “S”.
The hardware of the two Alphacomm units marked ACS and ACM-E is iden-
tical. The units are acting as self-contained computer units with their sensors
and outputs directly connected. The power supply is 24 volt D.C., coming
from a battery-backed outlet. The units are communicating with the operator
panel via a serial connection. Communication between the units takes place
via a duplicated network.
The ACM-E is connected to the ship’s alarm system via a serial connection,
enabling access to all sensor values.
The ACS is connected to the Propulsion Control System via a serial connec-
tion, enabling remote display and operation of the Safety System.
Lists of sensors connected to the LMCS can be found in chapters 84 and
86.
2012-04-17 - en
Description
L27/38
D180A1-01 EN 1 (8)
Fig 80.11
2012-04-17 - en
Description
L27/38
Figure 1: System Configuration
2 (8) D180A1-01 EN

Operator panel
The operator panel for the engine (OP-E) is serving three purposes:
▪ local monitoring
▪ local control
▪ safety system interface
Figure 2: 80.12 - Operator panel
Local monitoring
The local monitoring function is using bar graphs to present all measure-
ments on the engine. In order to give a good overview, the bar graphs are
organised in a mimic diagram, showing the approximate location of the sen-
sors on the engine.
In addition to the indication on the bar graph, it is possible to show the exact
value of each sensor, using the “Measurement” display and push buttons. A
yellow lamp will indicate the selected parameter above the corresponding bar
graph.
The digital display marked “Measurement” Sensor failure will show the values
originating from the sensors connected to the ACM-E.
2012-04-17 - en
The digital display marked “Engine Running Hours” is indicating the total
Description
number of hours where the engine has been running. The counter can not be
reset by the ship’s crew.
L27/38
The push-button marked “Panel/ Lamp Test” will, as long as activated, turn
on all indicators inside the panel. Both indicators for the safety and the moni-
toring circuits will be activated.
D180A1-01 EN 3 (8)
When green, the two indicators marked “Safety Syst. Link OK” and “Monit.
Syst. Link OK” indicate that the communication with the ACS and the ACM-E
respectively is working. If there is a problem with the communication to one

of the Alphacomm units, the corresponding indicator will be turned off.
Sensor failure
(Value out of range or cable failure) can be indicated on the OP-E in the fol-
lowing ways:
▪ The upper and lower indicator of a bar graph is flashing to indicate that
the corresponding sensor has a failure.
▪ The digital display marked “Measure ment” is displaying “FAIL” when a
sen sor selected by the yellow LED has a failure.
▪ A single shut down indicator is flashing to indicate sensor failure of a shut
down sensor.
The Safety system interface, fig 80.13

The shut down indicators are duplicated. The right hand side of the indica-
tors are activated via the ACS, while the left hand side is activated via the
ACM-E.
When one of the shut down sensors is exceeding its limit , the corresponding
single shut down indicator will be turned on. Simultaneously, the Shut Down
Memory will be set and the Safety Stop valve will be activated and the engine
will be stopped.
The Shut Down Memory can be reset by activating the push button “RESET
SHUT DOWN”.
Shut downs are divided into Cancellable shut downs and Non-cancellable
shut downs as indicated above.
2012-04-17 - en
Description
L27/38
Figure 3: 80.13 - Safety system interface
4 (8) D180A1-01 EN

Cancellable shut downs
When the push button “CANCEL SHUT DOWN” is activated, the indicators
“SHUT DOWN Cancelled” will be turned on to indicate the present status. If
one of the cancellable shut down sensors should exceed its shut down limit,
nothing will happen as long as the “SHUT DOWN Cancelled” indicator is on.
Activating the push button “CANCEL SHUT DOWN” will turn the indicator off
again.
Cancellable shut downs will be initiated by a pre warning of 6 seconds on the
bridge and in the ECR. During this time, the operator has the possibility, via
the Propulsion Control System, to cancel the shut down before it stops the
engine.
Non-cancellable shut downs

A non-cancellable shut down will always shut down the engine immediately.
It can not be cancelled.
Sensor failure
Sensorfailure on a shut down sensor will not lead to a shut down. An alarm
will be given via the ship’s alarm system, and the corresponding indicator on
the OP-E will start flashing. The flashing will not stop before the sensor failure
has been repaired.
Local control, fig 80.14

The local control functions are acting directly on the machinery components;
i. e. the local controls are operating independently of the computer units.
However, any active start blocking coming from the Safety System, will
inhibit the start of the engine.
2012-04-17 - en
Description
L27/38
Figure 4: 80.14 - Local control
D180A1-01 EN 5 (8)
Speed-setting of the governor

The governor set-point can be controlled when the “CONTROL POSITION”
switch is inposition“LOCAL”.Speed-setting is done by turning the appropriate
knob on the governor itself. Please refer to the governor manual. The set-
point of the governor is remotely controlled by the PCS when the “CONTROL
POSITION” switch is in position “REMOTE”. When changing from “REMOTE”
to “LOCAL”, no change of set-point will take place.
Safety system
The safety system is acting as an independent stand alone system including
its own sensors. In order to give an even higher safety level, the safety func-
tions are duplicated in the ACM-E, ie also in case of a failure of the actual
safety system, the full shut down protection of the engine will be intact via
the ACM-E, acting on the stop valve of the governor.
In addition to the operator interface on the local Operator Panels described
above, there are similar operator facilities on the Operator Panels of the
Remote Control System.
Start blocking
The safety system detects possible start blockings as shown above. The
start blocking protection is active during both remote and local operation.
In case of a very high turbo charger speed, the waste gate valve will be
opened in order to decrease the turbo charger speed. During remote control,
the PCS will normally avoid the high TC rpm by reducing engine load (i.e.
propeller pitch).
The list of all shut down sensors and their limits can be found in chapter 86.
In case of failure of the ACS, all start blockings will be released

automatically. The operator must prevent a dangerous situation when
starting the engine, ie check that the turning gear is not engaged.
Test of the overspeed shut down function

It is possible to test the overspeed shut down function, using switches on the
two units ACS and ACM-E. The switches are located inside box 1 on the
front end of the engine.
The normal overspeed shut down limit is 960 rpm. By activating the test
switch, the limit is lowered to 600 rpm.
2012-04-17 - en
Description
L27/38
6 (8) D180A1-01 EN

Figure 5: 80.15 - Switch
By setting switch number 2 “ON” only on the ACS, only the shut down sys-
tem of the ACS will be tested. Only the safety shut down valve will be activa-
ted when the engine rpm exceeds 600. The individual fuel pumps will be
pushed to zero position using compressed air.
After test of the overspeed shut down of the ACS, the switch is set back to
“OFF” and the shut down memory is reset by the operator via the “RESET
SHUT DOWN” push button of the Operator Panel - Engine.
By setting switch number 2 “ON” only on the ACM-E, only the shut down
system of the ACM-E will be tested. Only the stop valve inside the governor
will be activated when the engine rpm exceeds 600.The fuel pumps will col-
lectively be pushed to zero position by the governor. After test of the over-
speed shut down of the ACM-E, the switch is set back to “OFF” and the shut
down memory is reset by the operator via the “RESET SHUT DOWN” push
button of the Operator Panel - Engine.
Automatic control functions

The following automatic control functions will be carried out by the ACM-E
unit:
▪ Position of the turbo charger by-pass valve
▪ Position of the turbo charger waste gate valve
▪ Activation of the Jet Assistance valve
▪ Position of the Variable Injection timing Control (VIC)
▪ Position of the charge air low tempera ture cooler by-pass valve
The position of the two turbo charger valves is sensed by feed-back
switches, and the corresponding position is displayed as “WASTE GATE
OPEN (or CLOSED)” and “BY-PASS OPEN (or CLOSED)”.
The position of the two turbo charger valves is supervised by the ACM-E. If
2012-04-17 - en
there is a discrepancy between the commanded position and the actual

Description
position, an alarm will be given via the ship’s alarm system. In addition, the
OP-E will flash the corresponding indicator until command and feed-back
signals coincide again.
L27/38
D180A1-01 EN 7 (8)
Connection to the ship’s alarm system

Generally, all measurements from the ACM-E can be transmitted to the
Ship’s Alarm System which will detect possible exceeding of alarm limits and
emit an alarm throughout the vessel as required. Chapter 84 gives the exact
information of the alarm sensors and their limits.
The connection to the Ship’s Alarm System is realised using a serial point to
point connection. Supervision of the communication line must be handled by
the ship’s alarm system, as this is acting as a master in the communication.
It is important that all alarms lead to prompt investigation and remedy

of the error.
No alarm is insignificant. It is therefore important that all engine crew
members are familiar with and well trained in use and important of the
alarm system.
The most serious alarms are equipped with slow-down and/or shut-
down functions.
Connection to the Propulsion Control System

The ACS is connected to the Propulsion Control System via a serial connec-
tion, enabling remote display and operation of the Safety System. In case of
a failure of this communication line, the PCS will initiate an alarm.
2012-04-17 - en
Description
L27/38
8 (8) D180A1-01 EN
MAN Diesel & Turbo
17.1 Description
17.2 Plates
17.2- EN 1 (1)
2013-03-24 - en
MAN Diesel & Turbo
Plate Operator panel – fittings

P18010-01-L2738-P
1 (2)
P18010-01-L2738-P

Operator panel – fittings
11 Switching element 2xno

12 Switching element 2xnc
14 Resistor
15 Plug double screw connec. - 2,5/5
16 Flat packing
17 Clamp fixture, complete
2 Rubber cord
3 Hex. socket countersunk head screw
4 Handle
6 Chassis connector for op-e
A1 Suspension-engine/gear instr. panel
A2 Hex.socket set screw with cup point
A3 Self-locking hexagon nut
P18010-01-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo
Plate Engine operator panel

P18010-02-L2738-P
1 (2)
P18010-02-L2738-P

Engine operator panel
0 Operator panel-engine
1 Op-e elektronics
10 Switch - 3 positions
12 Frontring
15 Connector for cancel/reset button
5 Pushbutton, momentary, type 61
6 Frame, to push button
7 Switching element, 2no, type 61
8 Lamp glass, yellow, type 61
P18010-02-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo

P18010-03-L2738-P
1 (2)
P18010-03-L2738-P

0 Operator panel-e-uk-8-100-000
1 Op-e elektronics
12 Frontring
P18010-03-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-03 - en
MAN Diesel & Turbo

P18010-04-L2738-P
1 (2)
P18010-04-L2738-P

0 Operator panel
1 Op-e electronics
12 Frontring
P18010-04-L2738-P
2013-03-03 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo

P18010-05-L2738-P
1 (2)
P18010-05-L2738-P

10 Frontring ip65
13 Housings bulkhead mounting
14 Hoods
15 Code pins
16 Male insert
17 Female insert
2 Rubber cord, Ø6 mm
25 Resistor 120 ohm
27 Flat packing 2 x 5 mm
48 Suspension-engine/gear instr. panel
49 Hex.socket set screw with cup point
50 Self-locking hexagon nut
54 Vibration damper
6 Impuls pressure 2 pole
61 Diode
62 Switching element 1xno/1xnc
7 Lamp
9 Lens cap, transparent, type 4-14
P18010-05-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo

P18010-06-L2738-P
1 (2)
P18010-06-L2738-P


14 Hoods
15 Code pins
16 Male insert
17 Female insert
25 Resistor 120 ohm
47 Vibration damper
61 Diode
P18010-06-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-03 - en
MAN Diesel & Turbo
Plate Operator panel – mounting

P18010-07-L2738-P
1 (2)
P18010-07-L2738-P

Operator panel – mounting

6 Vibration damper
P18010-07-L2738-P
2013-03-03 - en
Plate
2 (2)
2013-03-03 - en
MAN Diesel & Turbo
Plate Local operator panel

P18010-08-L2738-P
1 (2)
P18010-08-L2738-P

Local operator panel

18 Resistor 120 ohm
41 Diode
8 Code pins
9 Male insert
P18010-08-L2738-P
2013-03-03 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo
Plate Local operator panel

P18010-09-L2738-P
1 (2)
P18010-09-L2738-P

Local operator panel
10 Frontring ip65
15 Code pins
16 Male insert
25 Resistor 120 ohm
48 Switching element 1xno/1xnc
49 Diode
6 Impuls pressure 2 pole
7 Lamp
9 Lens cap, transparent, type 4-14
P18010-09-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo
Plate Engine operator slave panel

P18012-01-L2738-P
1 (2)
P18012-01-L2738-P

Engine operator slave panel
0 Operator panel
1 Op-e electronics
19 Plug double screw connec.
20 Resistor
P18012-01-L2738-P
2013-03-24 - en
Plate
2 (2)
MAN Diesel & Turbo
1 General
2 Data [00]
8 Cylinder unit
9 Turbocharger
10 Fuel oil system
Control equipment
18- EN 1 (2)
MAN Diesel & Turbo

15 Cooling system
17 Instrumentation
20 Safety equipment
21 Tools
Control equipment
2 (2) 18- EN
MAN Diesel & Turbo
18.1 Plates
18.1- EN 1 (1)
2013-03-24 - en
MAN Diesel & Turbo
Plate Engine terminal box 1

P18210-01-L2738-P
1 (2)
P18210-01-L2738-P

Engine terminal box 1
17 Alphacomm - acs (incl. a1 and a2)

18 Stay m4-10
19 Hex.socket head cap screw
22 Spring loaded plug part - 2,5/6
26 Control system, box1
27 Double row terminal - 2 diode,black
29 Double row terminal
31 Earth terminal
33 Alphacomm - acm-e (incl. a1 and a2)
40 Resistor 120 ohm
A1 Battery, lithium 3v
A2 Fuse - 2,5a slow blow, 5x20 mm
B1 Repair set-fixing of junct.box kl12
P18210-01-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo
Plate Governor control equipment

P18210-02-L2738-P
1 (2)
P18210-02-L2738-P

Governor control equipment
13A Angle connector

13B Driver box
13_A Angle connector
13_B Driver box
P18210-02-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-03 - en
MAN Diesel & Turbo
Plate ZS1705 – turning gear indication

P18210-04-L2738-P
1 (2)
P18210-04-L2738-P

ZS1705 – turning gear indication
46 Position switch
P18210-04-L2738-P
2013-03-03 - en
Plate
2 (2)
2013-03-03 - en
MAN Diesel & Turbo
Plate Engine terminal box 1

P18210-05-L2738-P
1 (2)
P18210-05-L2738-P

Engine terminal box 1
17 Alphacomm - acs (incl. a1 and a2)

18 Stay m4-10
19 Hex.socket head cap screw
26 Control system, box1
27 Double row terminal - 2 diode,black
29 Double row terminal
31 Earth terminal
33 Alphacomm - acm-e (incl. a1 and a2)
40 Resistor 120 ohm
A1 Battery, lithium 3v
A2 Fuse - 2,5a slow blow, 5x20 mm
B1 Repair set-fixing of junct.box kl12
P18210-05-L2738-P
2013-03-03 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo
Plate Electrical governor control unit

P18210-06-L2738-P
1 (4)
P18210-06-L2738-P

Electrical governor control unit
1 Hand held programmer, 721 dsc

11 Insulation amplifier 4-20/4-20 ma
16 Plug pin relay
17 Relay socket, 16 poles
18 Opto coupler
2 Connector kit for actuator
50 Pin connector
6 723 plus digital speed control
P18210-06-L2738-P
2013-03-24 - en
Plate
2 (4)
2013-03-24 - en
MAN Diesel & Turbo
Plate Electrical governor control unit

P18210-06-L2738-P
3 (4)
P18210-06-L2738-P

Electrical governor control unit
1 Hand held programmer, 721 dsc

11 Insulation amplifier 4-20/4-20 ma
16 Plug pin relay
18 Opto coupler
2 Connector kit for actuator
50 Pin connector
6 723 plus digital speed control
P18210-06-L2738-P
2013-03-24 - en
Plate
4 (4)
2013-03-03 - en
MAN Diesel & Turbo
Plate Governor control equipment

P18210-07-L2738-P
1 (2)
P18210-07-L2738-P

Governor control equipment
13A Angle connector

13B Driver box
P18210-07-L2738-P
2013-03-03 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo
Plate Plug for local operation

P18210-08-L2738-P
1 (2)
P18210-08-L2738-P

Plug for local operation
0 Harting plug complete

2 Hoods
3 Female insert
5 Code pins
P18210-08-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-03 - en
MAN Diesel & Turbo
Plate Operator Panel and Control Unit, Plug Local Remote

P18210-09-L2738-P
1 (2)
P18210-09-L2738-P
Plate Operator Panel and Control Unit, Plug Local Remote
2 (2)
P18210-09-L2738-P P18210-09-L2738-P
0
Pos. No.
Qty
Item designation
Plug - complete
MAN Diesel & Turbo
2013-03-03 - en
2013-03-24 - en
MAN Diesel & Turbo
Plate Electronic governor control unit

P18210-10-L2738-P
1 (2)
P18210-10-L2738-P

Electronic governor control unit
001 Hand held programmer

006 Regulator
016 Plug pin relay
019 Row terminal
037 Signal isolator
038 Latch relay, rhk-412b
042 Front bezel, black
043 Push button
044 Lamp
045 Lens cap
047 Switching element
048 Push button
064 Diode
P18210-10-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo
Plate Electronic governor control unit

P18210-11-L2738-P
1 (2)
P18210-11-L2738-P

Electronic governor control unit
006 Regulator
016 Plug pin relay
019 Row terminal
037 Signal isolator
038 Latch relay, rhk-412b
042 Front bezel, black
043 Push button
044 Lamp
045 Lens cap
047 Switching element
048 Push button
064 Diode
P18210-11-L2738-P
2013-03-24 - en
Plate
2 (2)
2013-03-24 - en
MAN Diesel & Turbo
Plate Connection plug

P18210-12-L2738-P
1 (2)
P18210-12-L2738-P

Connection plug
001 Plug - female

002 Gasket for plug
P18210-12-L2738-P
2013-03-24 - en
Plate
2 (2)
MAN Diesel & Turbo
1 General
2 Data [00]
8 Cylinder unit
9 Turbocharger
10 Fuel oil system
Monitoring equipment
19- EN 1 (2)
MAN Diesel & Turbo

15 Cooling system
17 Instrumentation
20 Safety equipment
21 Tools
Monitoring equipment
2 (2) 19- EN
MAN Diesel & Turbo
19.1 Description
19.2 Work Cards
19.3 Plates
19.1- EN 1 (1)
Sensors used on the engine

Pressure controllers
The pressure controller register a deviation in pressure and will only operate
correctly if the sensor is adjusted to the intended pressure limit, see fig 84.1.
Pressure transmitters
The pressure transmitters register the actual pressure and transform it into
an electrical signal (4–20 mA) corresponding to the pressure range specified
on the sensor, see fig 84.1.
Fig 84.1
Figure 1: Pressure sensor

2012-04-17 - en
Description
L27/38
D184A1-01 EN 1 (7)
Temperature sensors (Pt 100)

The Pt 100 sensors consist of a temperature resistance wire. The mechanical
design may vary depending on type of measuring. Fig 84.2 shows a typical
Pt 100 sensor for measuring of liquid temperature and fig 84.3 shows a typi-
cal Pt 100 sensor for measuring of bearing temperatures.
The sensor is made of a platinum (Pt) thread with a resistance of 100 ohm at
0° C, hence the name Pt 100. The connection between the Pt 100 sensor
resistance and the measured temperature may be seen in the table.
Fig 84.2
Figure 2: Pt 100 sensor - liquid
Fig 84.3
2012-04-17 - en
Description
Figure 3: Pt 100 sensor bearings

L27/38
Temperature [°C] 0 10 20 30 40 50 60 70 80 90 100

Resistance [Ω] 100,00 103,90 107,79 111,67 115,54 119,40 123,24 127,07 130,89 134,70 138,50
Table 1: Pt resistance 100
2 (7) D184A1-01 EN

Temperature sensors (NiCrNi thermocouple)
The NiCrNi thermocouples consist of two wires of different material: nickel-
chromium and nickel-aluminium, respectively. The amount of voltage gener-
ated between the two depends on the temperature of the medium in which
the sensor is placed. In the temperature range from 0° C to 600° C, the gen-
erated voltage is from 0 V to 25 mV.
The NiCrNi thermocouple is mainly used for measuring of engine exhaust
temperature. Appearance and construction of the sensor can vary depend-
ing on the spot where the temperature is measured, see fig 84.4. The sen-
sors used for measuring of the engine exhaust gas temperature from each
cylinder contain two independent thermocouples, one connected to the
AlphaComm monitoring unit and one connected to the AlphaComm safety
unit.
Fig 84.4
2012-04-17 - en
Description
L27/38
Figure 4: NiCrNi thermocouples
D184A1-01 EN 3 (7)
Level sensors
The level sensors shown in fig 84.5 are all used for measuring high/low limits
of liquid levels. They function in the same way and their design depends on
the connection in which they are to be used.
In principle, they consist of a magnetic float moving according to the liquid
level and thus activate a glass-cased, hermetically sealed switch in the core
of the level device.
Fig 84.5
Figure 5: Level alarms
2012-04-17 - en
Description
L27/38
4 (7) D184A1-01 EN

Tacho and proximity sensors
In general, the sensors are used to measure the position of a movable
mechanical part, but also used as a tacho sensor to detect rotational speed
of a shaft. A transistor circuit inside the sensor will react when a metal object
approaches the front of the sensor, whereby the output signal from the sen-
sor is activated. The proximity sensor is used mainly for relatively low speed
measurements and position measurements of movable parts.
For high speed measurements, a magnetic tacho sensor generating an elec-
trical signal is used. This sensor type consists of a permanent magnet and a
coil. A voltage is induced in the coil when ferromagnetic material passes the
front of the sensor.
The mechanical design of the tacho and proximity sensors may vary depend-
ing on type of measuring. Fig 84.6 shows typical proximity sensors used for
measuring of speed or position of movable parts.
Fig 84.6
Figure 6: Tacho and proximity sensor

2012-04-17 - en
Description
L27/38
D184A1-01 EN 5 (7)
Displacement transmitter
A displacement sensor is used to measure the actual position of movable
mechanical parts. The measured displacement can be angular or linear. The
sensor registers the actual position of the movable mechanical part and
transforms it into an electrical signal (4–20 mA) corresponding to the range of
displacement specified on the sensor. The sensor will normally consist of a
ferromagnetic or magnetic part mounted on the movable mechanical part
and a fixed part incorporating an electronic circuit for conditioning of the
measured signal.
The mechanical design of the sensors may vary depending on type of meas-
uring. Fig 84.7 shows typical displacement sensors for measuring of linear
displacement.
Fig 84.7
Figure 7: Displacement transmitter

2012-04-17 - en
Description
L27/38
6 (7) D184A1-01 EN

Alarm sensors
Generally, all measurements collected by the Alphacomm units, mounted on
the engine and the gear, are transmitted to the ship’s alarm system where
possible exceeding of alarm limits will be detected and alarmed as required
throughout the vessel. The list with Summary of alarms gives the exact infor-
mation of the sensors and their alarm limits.
The connection to the ship’s alarm system is realised using a serial point-to-
point connection. The electrical interface is specified in the document: Alarm
system interface, MODBUS.
Test of sensors
According to the maintenance program for the engine, the tests mentioned
on the following work cards should be carried out at every major overhaul.
The test shall make sure that in case of abnormal operating conditions, a
warning is given in orderto prevent a major breakdown.
The list Summary of alarms incorporated in this chapter gives the exact infor-
mation of the sensors and their alarm limits. The lists Summary of shut
downs, load reductions and stand by pump controls incorporated in the fol-
lowing chapter 86 give the exact information of the safety and control sen-
sors and their limits.
2012-04-17 - en
Description
L27/38
D184A1-01 EN 7 (7)
MAN Diesel & Turbo
19.1 Description
19.2 Work Cards
19.3 Plates
19.2- EN 1 (1)
Adjustment and test of pressure controllers

Safety precautions
▪ Engine stopped
Manpower
1 1/4 / sensor
Special tools
Pressure testing pump with reference
manometer - not supplied
Data
Data for pressure limits
from the list Summary of
alarms

1 8412
Starting Position
Local monitoring, control and safety power are switched on.
Adjustment
Open the protection cap in the top of the sensor and use one of the below-
mentioned procedures for adjustment of the setpoint.
Adjustment for decreasing pressure (low limit)

Pump up the pressure till the switch changes over. Release the pressure
slowly and check that the switch changes back at the pressure indicated for
low limit of the measured parameter.
2012-10-05 - en
Work Card
Adjustment for increasing pressure (high limit)

Pump up the pressure till the switch changes over and check that it happens
L27/38
at the pressure indicated for high limit of the measured parameter.
M184101-01 EN 1 (3)
If a pressure controller has been replaced by a spare unit, the new

sensor has to be adjusted to the pressure limit specified for the

measured parameter.
Figure 1: Pressure controller
Test
It is possible to test the functioning of the pressure controller. This is done in
the following manner:
2012-10-05 - en
1. Cut off the system pressure with the valve on the test block on which
the sensor is mounted.
Work Card
2. Dismantle the screw lock on the test coupling.

3. Connect the testing tool to the test coupling.
L27/38
4. Pump up the pressure as described above and check that the sensor
will change over at the intended pressure limit.
2 (3) M184101-01 EN
5. Dismantle the test tool and mount the screw lock after checking and
adjusting.

6. Connect the system pressure by opening the valve on the test block.
2012-10-05 - en
Work Card
L27/38
M184101-01 EN 3 (3)
Adjustment and test of pressure transmitters

Safety precautions
▪ Engine stopped
Manpower
1 1/4 / sensor
Special tools
Pressure testing pump with reference
manometer – not supplied
Data
Data for pressure limits
alarms

1 8412
Starting Position
Adjustment
A pressure transmitter is adjusted by the factory and does not need to be
adjusted on board the vessel. The limits for alarm are set in the ship’s alarm
system, limits for shut down are set in the AT2000 LMCS safety system and
limits for automatic load reduction are set in the remote control system.
2012-10-05 - en
Work Card
L27/38
M184102-01 EN 1 (2)
Figure 1: Pressure transmitter
Test
It is possible to test the functioning of the pressure transmitter. This is done
in the following manner:
1. Cut off the system pressure with the valve on the test block on which
the sensor is mounted.
2. Dismantle the screw lock on the test coupling.
3. Connect the testing tool to the test coupling.
4. Pump up a pressure within the range of the transmitter. If the tested
parameter is incorporated in the local operator panel on the engine, the
2012-10-05 - en
pressure may be read here. Measured parameters not incorporated in

the local operator panel are shown in the ship’s alarm system.
Work Card
5. Release the pressure slowly and check the pressures for alarm, load
reduction and shut down limits specified for the tested parameter.
L27/38
6. Dismantle the test tool and mount the screw lock after checking.
7. Connect the system pressure by open ing the valve on the test block.
2 (2) M184102-01 EN
Adjustment and test of temperature sensors (Pt 100)

Safety precautions
▪ Engine stopped
Manpower
1 1/4 / sensor
Special tools
Temperature testing tool with reference
termometer – not supplied
Data
Data for temperature limits
alarms

1 8416
1 8418
Starting Position
Adjustment
The Pt100 sensor cannot be adjusted. The limits for alarm are set in the
ship’s alarm system, limits for shut down are set in the AT2000 LMCS safety
system and limits for automatic load reduction are set in the remote control
system.
2012-10-05 - en
Work Card
L27/38
M184103-01 EN 1 (2)
Figure 1: Pt 100 sensor
Test
It is possible to test the functioning of the Pt 100 sensor. This is done in the
following manner:
1. Take the sensor out of its pocket or channel boring.
2. Test the sensor by using a special temperature testing tool.
3. Increase the temperature to the normal value stated for the measured
parameter. If the tested parameter is incorporated in the local operator
panel on the engine, the temperature may be read here. Measured para
meters not incorporated in the local operator panel are shown in the
ship’s alarm system.
4. Increase the temperature slowly and check the high temperature alarm,
load reduction and shut down limits specified for the tested parameter.
5. Reduce the temperature slowly and check the low temperature alarm,
load reduction and shut down limits speci fied for the tested parameter.
2012-10-05 - en
6. Remount the sensor in the sensor pocket after test.

Work Card
L27/38
2 (2) M184103-01 EN
Adjustment and test of temperature sensors (NiCrNi)

Safety precautions
▪ Engine stopped
Manpower
1 1/4 / sensor
Special tools
High temperature testing tool with refer-
ence thermometer – not supplied
Data
Data for temperature limits
alarms

1 8424
Starting Position
Adjustment
The NiCrNi thermocouple sensor cannot be adjusted. The limits for alarm are
set in the ship’s alarm system and limits for automatic load reduction are set
in the remote control system.
Test
It is possible to test the functioning of the NiCrNi thermocouples. This is done
2012-10-05 - en
1. Take the sensor out of the boring in the exhaust pipe.

Work Card
2. Test the sensor by using a temperature controlled testing tool.

3. Increase the temperature to a normal value stated for the measured
L27/38
parameter. The tested parameter is incorporated in the local operator

panel on the engine and the temperature may be read here.
M184104-01 EN 1 (2)
4. Increase the temperature slowly and check the high temperature alarm
and load reduction limits specified for the tested parameter.
5. Remount the sensor in the boring.
2012-10-05 - en
Work Card
L27/38
2 (2) M184104-01 EN
Adjustment and test of level sensors

Safety precautions
▪ Engine stopped
Manpower
1 1/4 / sensor
Special tools
Data
Data for level limits from
the list Summary of alarms

1 8420
Starting Position
Adjustment
The level sensors used for alarm operate as a normally closed switch (NC) so
that a warning also can be given if the wire is broken. Switch function nor-
mally open (NO) or normally closed (NC) can be chosen by turning the float
180°.
Test
The functioning of the level sensor can be carried out by the following proce-
dure:
1. Dismantle the level sensor mechanically.
2012-10-05 - en
2. Check that the level alarm sets off when the float is actuated by hand.
3. Remount the level alarm.
Work Card
L27/38
M184105-01 EN 1 (2)
It is important that all alarms lead to prompt investigation and remedy

of the error. No alarm is insignificant. It is therefore important that all

engine crew members are familiar with and well trained in the use and
importance of the alarm system. The most serious parametres are
additionally protected with automatic load reduction.
2012-10-05 - en
Work Card
L27/38
2 (2) M184105-01 EN
Adjustment and test of tacho and proximity sensors
Adjustment and test of tacho and proximity sensors

Safety precautions
Manpower
1 1/4 / sensor
Special tools
Data
Data for speed limits from

1 8428
Starting Position
Adjustment
Correct detection of position or counting of teeth depends on the size of the
gap between the movable mechanical part and the front of the sensor. If no
signal is detected by the sensor, the measuring gap must be adjusted. The
gap is expected to be 1.0 mm ± 0.5 mm. The number of teeth, relative
speed values and speed limits are set in the AT2000 LMCS system.
Test
It is possible to test the functioning of the tacho and proximity sensors. This
is done in the following manner:
1. Start rotation of the shaft on which the tacho sensor is measuring.
2012-10-05 - en
2. Adjust shaft speed to a well–known rpm, if necessary use a hand ta

chometer for reference measurement. Alternatively, a frequency genera-
Work Card
tor can be used for test of speed limits set in the system.
3. Read and check the measured para meter in the local operator panel
L27/38
and/or in the remote control system.

4. Increase the speed slowly and check the limits for alarm, control and
overspeed stop specified for the tested parameter.
M184106-01 EN 1 (1)
Adjustment and test of displacement transmitters

Safety precautions
▪ Engine stopped
Manpower
1 ½ / sensor
Special tools
Data
Data for speed limits from

1 8428
Starting Position
Adjustment
A displacement sensor is normally adjusted by the factory to a specified
range of movement and does not need to be adjusted on board the vessel.
But some sensors have to be adjusted on board the vessel to fulfil require-
ments for a plant specific range of the measured movement.
For adjustment of a displacement sensor, the specific instruction for the par-
ticular measurement must be used. In general, the position corresponding to
4 mA is adjusted with the zero setting and the position corresponding to
20mA is adjusted with the gain setting.
2012-10-05 - en
If the engine fuel index displacement transmitter has been replaced by

a spare unit, the new sensor always has to be adjusted to the fuel
Work Card
index range specified for the engine.

L27/38
M184107-01 EN 1 (2)
Test
It is possible to test the functioning of the displacement sensors. This is done
1. Move the mechanical part to a well known reference position for the
measured movement.
2. Read and check the measured parameter in the local operator panel
and/or in the remote control system.
3. Move the mechanical part slowly and check the control limits specified
for the tested parameter.
2012-10-05 - en
Work Card
L27/38
2 (2) M184107-01 EN
MAN Diesel & Turbo
19.1 Description
19.2 Work Cards
19.3 Plates
19.3- EN 1 (1)
MAN Diesel & Turbo
1 General
2 Data [00]
8 Cylinder unit
9 Turbocharger
10 Fuel oil system
Safety equipment
20- EN 1 (2)
MAN Diesel & Turbo

15 Cooling system
17 Instrumentation
20 Safety equipment
21 Tools
Safety equipment
2 (2) 20- EN
MAN Diesel & Turbo
1 General
2 Data [00]
8 Cylinder unit
9 Turbocharger
10 Fuel oil system
Tools
21- EN 1 (2)
MAN Diesel & Turbo

15 Cooling system
17 Instrumentation
20 Safety equipment
21 Tools
Tools
2 (2) 21- EN
MAN Diesel & Turbo
21.1 Plates
21.1- EN 1 (1)
2013-03-08 - en
MAN Diesel & Turbo
Plate Standard tools

P19012-01-L2738-P
1 (2)
P19012-01-L2738-P

Standard tools
1 Valve seat grinder

10 Setting device
2 Driving unit for chris marime type msd
3 Lifting tool for cylinder head
4 Valve grinding handle,inlet,complet
5 Valve grinding handle,exhaust,comp.
6 Valve spring compressing device
7 Valve feeler gauge, set
8 Extractor
9 Drift mandrel
P19012-01-L2738-P
2013-03-08 - en
Plate
2 (2)
2013-03-08 - en
MAN Diesel & Turbo
Plate Tools for fuel valve and fuel pump

P19012-04-L2738-P
1 (2)
P19012-04-L2738-P

Tools for fuel valve and fuel pump
001 Extractor for fuel valve

002 Ass. grinding tool
003 Holder
004 Test pressure pump for fuel nozzle
005 Clamping f injection valves compl.
006 Adapter f fuel injection valve
007 High-pressure pipe
008 Cleaning needle
009 Ass. fit./remov. dev. f. injec. pump
010 Fit./remov. dev. f. injec. pump
P19012-04-L2738-P
2013-03-08 - en
Plate
2 (2)
2013-03-08 - en
MAN Diesel & Turbo
Plate Closing device for turbocharger

P19012-17-L2738-P
1 (2)
P19012-17-L2738-P

Closing device for turbocharger
1 Closing device for turbocharger

P19012-17-L2738-P
2013-03-08 - en
Plate
2 (2)
2013-03-08 - en
MAN Diesel & Turbo
Plate Peak pressure gauge

P19012-18-L2738-P
1 (2)
P19012-18-L2738-P

Peak pressure gauge
1 Indicator, leutert type 3-220 1286

2 Handle
P19012-18-L2738-P
2013-03-08 - en
Plate
2 (2)
2013-03-08 - en
MAN Diesel & Turbo
Plate Measuring device

P19012-19-L2738-P
1 (2)
P19012-19-L2738-P

Measuring device
001 Measuring device - plunger, assembly

015 Dial gauge
P19012-19-L2738-P
2013-03-08 - en
Plate
2 (2)
2013-03-08 - en
MAN Diesel & Turbo
Plate Closing device for turbocharger

P19012-20-L2738-P
1 (2)
P19012-20-L2738-P

Closing device for turbocharger
1 Closing device for turbocharger, complete

1A Cover for turbine housing
1B Bracket for cover
1C Nut
P19012-20-L2738-P
2013-03-08 - en
Plate
2 (2)

l2738 Propulsion Tieri PDF

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L27/38-VBS

MAN Diesel & Turbo

Copyright © MAN Diesel & Turbo

3 Operation of engine [02]

4 Trouble shooting [06]

5 Frame, bearings, oil pan covers

6 Crankshaft, flywheel, turning gear

7 Camshaft, gear wheels, roller guides

114-101 Check of camshaft and camshaft drive

116-14 Piston with piston rings

116-14 Piston with piston rings

118-18 Heat insulation

10 Fuel oil system

11 Cooling oil system

12 Speed control system

124-10 Governor and governor drive

13 Starting air system

14 Lubricating oil system

128-24 Lub oil pipes

16 Cooling water system

12 Speed control system

Your opinion counts!

Your opinion counts!

How do you rate the overall level of satisfaction with the

Ring binders and organisation

Labelling of ring binders

Structuring of information and documents

Access aids (contents page, index, register, etc.)

Preparation of CDs/DVDs (navigation, etc.)

Readability of texts and drawings (paper, CD/DVD)

Scope of information provided

How do I order spare parts?

When ordering spare parts (or reference is made in correspondence), you

4. Spare part plate no (incl edition no – e.g. 1 1010–01)

6. Description of part and quantity required (eg 2 gaskets)

How to return spare parts?

12 Speed control system

General safety precautions

General safety precautions

Entering the crankcase or cylinder

Check and maintain

Capacities at MCR - MDO operation

Capacities at MCR - MDO operation

MCR (Max continuous rating) kW 2040 2380 2720 3060

Fuel oil system

Expansion tank m3 0.1 0.1 0.1 0.1

HT cooling water system

Pump capacity Built-on pump m3/h 62 62 62 62

Expansion tank m3 0.1 0.1 0.1 0.1

Starting air system

Starting air compressors Total capacity m3/h 22.5 22.5 30 30

Charging air system

Exhaust gas system

Engine weight (dry) Approx. ton 31.0 34.0 37.0 40.5

Capacities at MCR - HFO operation

Capacities at MCR - HFO operation

MCR (Max continuous rating) kW 2040 2380 2720 3060

Fuel oil system

Stand-by pump, min m3/h 2.2 2.2 2.8 2.8

HT cooling water system

Starting air system

Starting air compressors Total capacity m3/h 22.5 22.5 30 30

Charging air system