S1736 - Main Engine PDF

50-108MC/MC-C VOLUME l
OPERATION
Instructions for Main Engines
This book forms part of a set of books consisting of three volumes entitled:
Vol. I OPERATION
Vol. II MAINTENANCE
Vol. III COMPONENTS, DESCRIPTIONS
The purpose of these books is to provide general guidance on operation and maintenance and
to describe the constructional features of a standard version of an MAN B&W main diesel en-
gine. Deviations may be found in a specific plant. In addition, the books can be used for ref-
erence purposes, for instance in correspondence and when ordering spare parts.
It is essential that the following data is stated in spare parts orders as it is used by us to ensure
the supply of the correct parts for the individual engines:
1. Name of vessel
2. Engine No. built by
3. Plate No.
4. Part No.
5. Quantity required (and description)
Example: M/S Nybo – 7730 B&W – P90201-0036 – 059

10 off (piston ring)
+ )The Plate No. may consist of either of these two sets of digits, as the pages are
in the process of being updated with new numbers: P90201-0036 or 90201-036.
To ensure optimum efficiency, reliability and lifetime of the engine and its components, only
original spare parts should be used when replacing parts on the engine.
When used in texts and illustrations, the designation “D” refers to the information given on the
data sheets inserted in the respective books.
Reliable and economical operation of the diesel engines is conditional upon its correct oper-
ation and maintenance in accordance with MAN B&W Diesel A/S’ instructions. Emissions re-
lated maintenance of the diesel engine shall be performed as specified in MAN B&W Diesel
A/S’ instructions and any additional instructions to that effect included in the Technical File.
Consequently, it is essential that the engine room personnel are fully acquainted with the con-
tents of this book and, in respect of instructions on emissions related maintenance of the die-
sel engine, also the additional instructions to that effect set out in the Technical File.
This book is subject to copyright protection, and should therefore not, in whole or in part, be
copied, reproduced, made public or in any other way made available to a third party without
the written consent of this effect from MAN B&W Diesel A/S.
MAN B&W Diesel A/S STX Engine Co.,Ltd. STX HI Co.,Ltd.

Teglholmsgade 41 MAN B&WChangwon,
80, Seongsan-dong, Diesel66-5,
A/S Sinchon-dong, Changwon,
A90023-0027
DK-2450 Copenhagen Kyungnam, Republic of Korea Kyungnam, Republic of Korea

Denmark
Teglholmsgade 41 Teleph.:+45 33 85 11 00
DK-2450 Copenhagen
Technical Service Telex :16592 manbw dk
Technical Service
Denmark
Teleph.:+82 55 282 0590
Telefax:+45 33 85 10 30
Teleph.:+45 33 85 11 00 Teleph.:+82 55 278 9651
Telex :16592 manbw dk Telefax :+82 55 282 6907 Telefax :+82 55 278 2169
CVR No. 39 66 13 14
Part Sales
Telefax: +45 33 85 10 30
Teleph.:+82 55 280 0550~6
Telefax.:+82 55 282 1388
Chapter 701
700-01 Introduction
Contents
This instruction book is divided into nine Chapters and an Index – as listed below:
Chapter Title
701 Safety Precautions and Engine Data
702 Checks during Standstill Periods
703 Starting, Manoeuvring and Running
704 Special Running Conditions
705 Fuel and Fuel Treatment
706 Performance Evaluation & General Operation
707 Cylinder Condition
708 Bearings and Circulating Oil
709 Water Cooling Systems
710 Index
Each Chapter is subdivided into separate sections and sub-sections. For convenience, the
main titles and topics are summarized on the first page(s) of each chapter.
The Index gives a comprehensive list of the subjects covered.
Page 2 (3) When referring to this page, please quote Operation 700-01, Edition 0002
MAN B&W Diesel A/S
Chapter 701
Introduction 700-01
Service Letters
In order to ensure the most efficient, economic, and up-to-date operation of the MAN B&W
engines, we, and our licensees, regularly send out ‘Service Letters’, containing first-hand
information regarding accumulated service experience.
The Service Letters can either deal with specific engine types, or contain general instruc-
tions and recommendations for all engine types, and are used as a reference when we pre-
pare up-dated instruction book editions.
Therefore, since new Service Letters could be of great importance to the operation of the
plant, we recommend that the engine staff file them to supplement the relevant chapters of
this instruction book.
When referring to this page, please quote Operation 700-01, Edition 0002 Page 3 (3)
MAN B&W Diesel A/S
Safety Precautions and
Engine Data
701
Safety Precautions and Engine Data Chapter 701
Table of Contents
701-01 Safety Precautions

Special Dangers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Cleanliness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Order/Tidiness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Spares . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Low Temperatures – freezing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Check and Maintain. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Entering the Crankcase or Cylinder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Turning Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Slow-turning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Feeling over. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Sealing Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Safety Cap in Starting Air Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
701-02 Guidance Value Automation

General Basis for Guidance Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
701-03 Instrumentation
1. Measuring Instruments, Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. List of Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3. Instrumentation on Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
701-04 Testbed Adjustments

Testbed results scheme (to be filled in by engine builder) . . . . . . . . . . . . . . . . . . . . . . . . . 1
701-05 IMO NOx Components

1. Check of IMO-ID, Markings on Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Fuel Valve Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.2 Fuel Pump Plunger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.3 Fuel Pump Barrel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.4 Cylinder Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.5 Cylinder Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
When referring to this page, please quote Operation Chapter 701 Edition 0002 Page 1 (2)
MAN B&W Diesel A/S
Chapter 701 Safety Precautions and Engine Data
Table of Contents
1.6 Piston Crown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1.7 Exhaust Cam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.8 Fuel Cam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2. Checking Setting Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

2.1 Checking the VIT-adjustments (Engines with VIT) . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.2 Checking the Shims. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3. Nameplates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.1 Turbocharger Specifications (Nameplate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.2 Air Cooler Specifications (Nameplate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.3 Auxiliary Blower Specifications (Nameplate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4. Survey methods including on-board verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

4.1 IMO surveys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.2 Definitions and Corrections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.2.1 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.2.2 ‘Standard MAN B&W performance check’. . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.2.3 Tolerances for ‘load points’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.2.4 Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.2.5 Back pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.3 Survey cases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
4.3.1 Load-point ‘corrections’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
4.3.2 Testbed survey – All engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
4.3.3 On board – Engine without VIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
4.3.4 On board – Engine with VIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
4.3.5 Scavenging-air temperature corrections on board. . . . . . . . . . . . . . . . . . . . . . 15
4.3.6 Sea-water cooling system (SW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
4.3.7 Central cooling system – Optimal cooling (CC-O) . . . . . . . . . . . . . . . . . . . . . 15
4.3.8 Central cooling system – Fixed cooler out temperature (CC-F) . . . . . . . . . . . 16
4.3.9 Test-bed cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
4.4 Correction to ISO ambient conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
4.4.1 Performance parameters correction to ISO ambient conditions . . . . . . . . . . . 16
4.4.2 NOx emission correction to ISO ambient conditions . . . . . . . . . . . . . . . . . . . . 16
4.5 Correction to reference performance conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
5. MAN B&W survey procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

5.1 On-board survey code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
5.2 Manual procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
5.3 Comments on component checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
5.4 Survey example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
5.5 Flow Chart for Survey Methods (Fig. B.1.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Page 2 (2) When referring to this page, please quote Operation Chapter 701 Edition 0002
MAN B&W Diesel A/S
Chapter 701
Safety Precautions 701-01
General:
Correct operation and maintenance, which is the aim of this book,
are crucial points for obtaining optimum safety in the engine room.
The general measures mentioned here should therefore be rou-
tine practice for the entire engine room staff.
Special Dangers
WARNING !
Keep clear of space below crane with load.

The opening of cocks may cause discharge of hot liquids or gases.
Carefully consider which way liquids, gases or flames will move, and
keep clear.
The dismantling of parts may cause the release of springs.
The removal of fuel valves (or other valves in the cylinder cover) may
cause oil to run down onto the piston crown. If the piston is hot, an
explosion might blow out the valve.
When testing fuel valves, do not touch the spray holes as the jets may
pierce the skin.
Do not stand near crankcase doors or relief valves – nor in corridors
near doors to the engine room casing – when alarms for oil mist, high
lube oil temperature, no piston cooling oil flow, or scavenge box fire is
registered. See also Chapter 704.
WARNING !
In the design and layout of the engines, MAN B&W Diesel A/S has the
basic philosophy that the failure of one part should not result in the
engine becoming inoperative.
As some mechanical and electronical parts are essential for the safe
functioning of the engine, such parts are duplicated to achieve redun-
dant capability.
Should such a redundant part become wholly or partly inoperative, the
failing part must be changed or repaired immediately to re-establish
redundancy of the part or – if an emergency situation requires operation
of the engine – as soon as the vessel calls at the nearest port.
MAN B&W Diesel A/S
Chapter 701
Cleanliness
The engine room should be kept clean both above and below the floor plates.
If there is a risk of grit or sand blowing into the engine room when the ship is in
port, the ventilation should be stopped and ventilating ducts, skylights and engine
room doors closed.
Welding, or other work which causes spreading of grit and/or swarf, must not be
carried out near the engine unless it is closed or protected, and the turbocharger
air intake filters covered.
The exterior of the engine should be kept clean, and the paintwork maintained, so
that leakages can be easily detected.
Fire
WARNING !
Keep the areas around the relief valves free of oil, grease, etc. to pre-
vent the risk of fire caused by the emitted hot air/gas in the event that
the relief valves open.
Do not weld or use naked lights in the engine room, until it has been ascertained
that no explosive gases, vapour or liquids are present.
If the crankcase is opened before the engine is cold, welding and the use of naked
flames will involve the risk of explosions and fire. The same applies to inspection
of oil tanks and of the spaces below the floor.
Attention is furthermore drawn to the danger of fire when using paint and solvents
having a low flash point.
Porous insulating material, soaked with oil from leakages, is easily inflammable
and should be renewed. See also Sections 704-01, 02 and ‘Sealing Materials’ in
this Section.
Order/Tidiness
Hand tools should be placed on easily accessible tool panels. Special tools should
be fastened 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 near the area of applica-
tion, well secured, and accessible by crane.
MAN B&W Diesel A/S
Chapter 701
All spares should be protected against corrosion and mechanical damage. The
stock should be checked at intervals and replenished in good time.
Lighting
Ample working light should be permanently installed at appropriate places in the
engine room, and portable working light should be obtainable everywhere. Special
lamps should be available for insertion through the scavenge ports.
Low Temperatures – freezing

If there is a risk of freezing, then all engines, pumps, coolers, and pipe systems
should be emptied of cooling water, or the cooling water treated to avoid freezing.
Check and Maintain

Measuring equipment, filter elements, and lubricating oil condition.
Entering the Crankcase or Cylinder
WARNING !
Always ensure that the turning gear is engaged; even at the quay, the
wake from other ships may turn the propeller and thus the engine.
Check beforehand that the starting air supply to the engine and the starting air dis-
tributor, is shut off.
In case of oil mist alarm, precautions must be taken before opening to crankcase
(see Section 704-02).
Turning Gear
Before engaging the turning gear, check that the starting air supply is shut off, and
that the indicator cocks are open.
When the turning gear is engaged, check that the indicator lamp “Turning gear in”
has switched on. Check turning gear starting blocking once every year.
Slow-turning
If the engine has been stopped for more than 30 minutes, slow-turning should al-
ways be effected, just before starting in order to safeguard free rotation of the en-
gine, see Chapter 703.
MAN B&W Diesel A/S
Chapter 701
Feeling over
Whenever repairs or alterations have been made to moving parts, bearings, etc.,
apply the “Feel-over sequence” (see Section 703-03) until satisfied that there is no
undue heating (friction, oil-mist formation, blow-by, failure of cooling water or lubri-
cating oil systems, etc.).
Feel over after 10-15 minutes’ running, again after 1 hour’s running, and finally
shortly after the engine has reached full load. See Section 703-03.
Sealing Materials
Use gloves when removing O-rings and other rubber/plastic-based sealing mate-
rials which have been subjected to abnormally high temperatures.
These materials may have a caustic effect when being touched directly.
The gloves should be made of neoprene or PVC.

Used gloves must be discarded.
Safety Cap in Starting Air Line

If the bursting disc of the safety cap is damaged due to excessive pressure in the
starting air line, overhaul or replace the starting valve which caused the burst, and
mount a new disc.
If a new disc is not available immediately, turn the cover in relation to the cylinder,
in order to reduce the leakage of starting air.
Mount a new bursting disc and return the cover to the open position at
the first opportunity.
Alarms
It is important that all alarms lead to prompt investigation and remedy of the error.
No alarm is insignificant. The most serious alarms are equipped with slow-down
and/or shut-down functions. It is therefore important that all engine crew members
are familiar with and well trained in the use and importance of the alarm system.
MAN B&W Diesel A/S
MAN Diesel
MAN 'LHVHO$6'HQPDUN
Service Letter SL08-496/NJC

May 2008
Cleaning and Inspection of Cylinder Cover

Contact Face and Combustion Area
MAN B&W 60-98MC/MC-C Engines
Action Code: WHEN CONVENIENT
Dear Sirs
Recently, we have received information that a cylinder cover had unfortunately been
dropped from an engine room crane during overhaul.
The incident was caused by failure of the engine room crane during cleaning/inspec-
tion of the contact face and combustion area on the cylinder cover. Fortunately, the
incident did not cause injuries to any personnel.
It has come to our knowledge that, occasionally, inspection/cleaning of the cylinder

cover before re-assembly is carried out by engine crew standing underneath the
cylinder cover while it is suspended from the engine room crane.
Therefore, we enclose and draw your attention to the very important Safety
Precautions chapter of our Operation Manual, No. 701-01, warning of special
dangers, e.g.: ³.HHSFOHDURIVSDFHEHORZFUDQHZLWKORDG´
MAN Diesel has designed special supports for cylinder covers to be used during
overhaul of large bore engines, thereby avoiding inspections carried out standing
underneath a cylinder cover hanging from the engine room crane.
The cylinder cover supports have been a part of the standard tools for a number of
years for 60-98 cm bore engines designed with 8 cylinder cover studs.
HEAD OFFICE (& postal address) PrimeServ PRODUCTION FORWARDING & RECEIVING MAN Diesel A/S
MAN Diesel A/S Teglholmsgade 41 Teglholmsgade 35 Teglholmsgade 35 Denmark
Teglholmsgade 41 2450 Copenhagen SV 2450 Copenhagen SV 2450 Copenhagen SV Reg. No.: 39661314
2450 Copenhagen SV Denmark Denmark Denmark
Denmark Phone: +45 33 85 11 00 Phone: +45 33 85 11 00 Phone: +45 33 85 11 00
Phone: +45 33 85 11 00 Fax: +45 33 85 10 49 Fax: +45 33 85 10 17 Fax: +45 33 85 10 16
Fax: +45 33 85 10 30 PrimeServ-cph@mandiesel.com manufacturing-dk@mandiesel.com
mandiesel-cph@mandiesel.com
www.mandiesel.com MAN Diesel ± a member of the MAN Group
Chapter 701
General:
Correct operation and maintenance, which is the aim of this book,
are crucial points for obtaining optimum safety in the engine room.
The general measures mentioned here should therefore be rou-
tine practice for the entire engine room staff.
Special Dangers
WARNING !
Keep clear of space below crane with load.

The opening of cocks may cause discharge of hot liquids or gases.
Carefully consider which way liquids, gases or flames will move, and
keep clear.
The dismantling of parts may cause the release of springs.
The removal of fuel valves (or other valves in the cylinder cover) may
cause oil to run down onto the piston crown. If the piston is hot, an
explosion might blow out the valve.
When testing fuel valves, do not touch the spray holes as the jets may
pierce the skin.
Do not stand near crankcase doors or relief valves – nor in corridors
near doors to the engine room casing – when alarms for oil mist, high
lube oil temperature, no piston cooling oil flow, or scavenge box fire is
registered. See also Chapter 704.
WARNING !
In design and layout of the engines, MAN B&W Diesel A/S has the basic
philosophy that the failure of one part should not result in the engine
becoming inoperative.
As some mechanical and electronical parts are essential for the safe
functioning of the engine, such parts are duplicated to achieve redun-
dant capability.
Should such a redundant part become wholly or partly inoperative, the
failing part must be changed or repaired immediately to re-establish
redundancy of the part or – if an emergency situation requires operation
of the engine – as soon as the vessel calls at the nearest port.
MAN B&W Diesel A/S
Chapter 701
Hydraulic System
WARNING !
Before repair or maintenance work is started, the plant must be stopped

and the current be switched off at the main switch. Open the drain valve
to decrease the pressure to zero. During repairs, the drain valve must
be open.
Always measure the pressure and check that the system is depressu-
rized before disassembling the part concerned from the system.
Never service the hydraulic system when the pumps are running,
unless absolutely necessary (bleeding the system).
Leak detection must always be carried out using a long piece of wood to
secure proper distance to eventually outflowing oil.
Leaking seals cannot be repaired by tightening. Sealing is only possible
by replacing the sealing elements with new parts.
Never carry out welding or soldering on any part of the hydraulic sys-
tem.
Only use nitrogen as pre-charge gas on accumulators.
Cleanliness
The engine room should be kept clean both above and below the floor plates.
If there is a risk of grit or sand blowing into the engine room when the ship is in
port, the ventilation should be stopped and ventilating ducts, skylights and engine
room doors closed.
Welding, or other work which causes spreading of grit and/or swarf, must not be
carried out near the engine unless it is closed or protected, and the turbocharger
air intake filters covered.
The exterior of the engine should be kept clean, and the paintwork maintained, so
that leakages can be easily detected.
Fire
WARNING !
Keep the areas around the relief valves free of oil, grease, etc. to pre-
vent the risk of fire caused by the emitted hot air/gas in the event that
the relief valves open.
Do not weld or use naked lights in the engine room, until it has been ascertained
that no explosive gases, vapour or liquids are present.
MAN B&W Diesel A/S
Chapter 701
If the crankcase is opened before the engine is cold, welding and the use of naked
flames will involve the risk of explosions and fire. The same applies to inspection
of oil tanks and of the spaces below the floor.
Attention is furthermore drawn to the danger of fire when using paint and solvents
having a low flash point.
Porous insulating material, soaked with oil from leakages, is easily inflammable
and should be renewed. See also Sections 704-01, 02 and ‘Sealing Materials’ in
this Section.
Order/Tidiness
Hand tools should be placed on easily accessible tool panels. Special tools should
be fastened 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 near the area of applica-
tion, well secured, and accessible by crane.
All spares should be protected against corrosion and mechanical damage. The
stock should be checked at intervals and replenished in good time.
Lighting
Ample working light should be permanently installed at appropriate places in the
engine room, and portable working light should be obtainable everywhere. Special
lamps should be available for insertion through the scavenge ports.
Low Temperatures – freezing

If there is a risk of freezing, then all engines, pumps, coolers, and pipe systems
should be emptied of cooling water, or the cooling water treated to avoid freezing.
Check and Maintain

Measuring equipment, filter elements, and lubricating oil condition.
MAN B&W Diesel A/S
Chapter 701
Entering the Crankcase or Cylinder
WARNING !
Always ensure that the turning gear is engaged; even at the quay, the
wake from other ships may turn the propeller and thus the engine.
Check beforehand that the starting air supply to the engine and the starting air dis-
tributor, is shut off.
In case of oil mist alarm, precautions must be taken before opening to crankcase
(see Section 704-02).
Turning Gear
Before engaging the turning gear, check that the starting air supply is shut off, and
that the indicator cocks are open.
When the turning gear is engaged, check that the indicator lamp “Turning gear in”
has switched on. Check turning gear starting blocking once every year.
Slow-turning
If the engine has been stopped for more than 30 minutes, slow-turning should al-
ways be effected, just before starting in order to safeguard free rotation of the en-
gine, see Chapter 703.
Feeling over
Whenever repairs or alterations have been made to moving parts, bearings, etc.,
apply the “Feel-over sequence” (see Section 703-03) until satisfied that there is no
undue heating (friction, oil-mist formation, blow-by, failure of cooling water or lubri-
cating oil systems, etc.).
Feel over after 10-15 minutes’ running, again after 1 hour’s running, and finally
shortly after the engine has reached full load. See Section 703-03.
Sealing Materials
Use gloves when removing O-rings and other rubber/plastic-based sealing mate-
rials which have been subjected to abnormally high temperatures.
These materials may have a caustic effect when being touched directly.
The gloves should be made of neoprene or PVC.

Used gloves must be discarded.
MAN B&W Diesel A/S
Chapter 701
Safety Cap in Starting Air Line

If the bursting disc of the safety cap is damaged due to excessive pressure in the
starting air line, overhaul or replace the starting valve which caused the burst, and
mount a new disc.
If a new disc is not available immediately, turn the cover in relation to the cylinder,
in order to reduce the leakage of starting air.
Mount a new bursting disc and return the cover to the open position at
the first opportunity.
Alarms
It is important that all alarms lead to prompt investigation and remedy of the error.
No alarm is insignificant. The most serious alarms are equipped with slow-down
and/or shut-down functions. It is therefore important that all engine crew members
are familiar with and well trained in the use and importance of the alarm system.
MAN B&W Diesel A/S
Chapter 701
Guidance Value Automation 701-02
General Basis for Guidance Values

The values stated in the list on the following pages refer to layout point L1.
(Nominal max. continuous rating).
The values must only be used as a guidance in connection with the ‘List of Capac-
ities of Auxiliary Machinery’ for dimensioning of auxiliary systems, and must not be
used for determining the extent of the alarms or actions.
The item numbers refer to the drawings showing the extent and placement of sen-
sors for standard alarms and indicators on the engine, if the signal equipment is
fitted. See Section 701-03, furtheron.
For sensors placed in the systems outside the engine, see the actual pipe arrange-
ments in the appropriate chapters.
If the engine is provided with special equipment, some values may differ from this
list. The correct values shall in such a case be obtained from the Plant Installation
Drawings.
The engine slow-down level corresponds to 40% of nominal MCR r/min.
Engines specified and optimised at derated power may have other normal service
values depending on layout power/revolutions and application.
For derated engines, the testbed/trial values should be used.
Attention must be paid to the temperature levels stated under Nos. 8120
to 8125 (incl.), as two different values have been indicated, one value for
metal temperature and another for oil outlet temperature.
When setting the limits, maximum limits must be set at rising parameter and min-
imum limits at falling parameter.
MAN B&W Diesel A/S
Chapter 701
Guidance Alarm Limits and Measuring Values (at max. continuous rating with engine running steadily)
The list applies to MC/MC-C Engines. For items marked with an , further details are given in a footnote.
Fuel Oil System
Normal Set
Sensor Code Function Designation Unit SLD SHD
Service Value point
PT 8001 I – AL Fuel oil Inlet (after filter) 7–8 6.5 Bar
PT 8002 AL Fuel oil before filter 6.5 Bar
PDT 8003 AH Fuel oil filter 0.2 – 0.5 Bar
VT 8004 AH Fuel oil viscosity 10 – 15 20 cST
AL 7
TE 8005 I Fuel oil inlet (after filter) T °C
LS 8006 AH Leakage from high pressure pipes Level

high
PT 8007 I – AH Fuel pump roller guide gear activated.

K80MC-C, L80MC, S80MC, S80MC-C, 0 2.0 Bar
K90MC-C, K90MC,
S90MC-C, K98MC-C, K98MC
PT 8001 Fuel viscosity max. 700 cST. at 50 °C measured at fuel pump level.
PT 8002 Yard supply. Fuel viscosity max. 700 cST at 50 °C.
PDT 8003 Yard supply.
VT 8004 Yard supply. Viscosity to be monitored and alarm given off by sensor built into the Viscorator
TE 8005 T = See chapter 705 Vol.1 Operation book.
MAN B&W Diesel A/S
Chapter 701
Lubricating Oil System
Normal Set
Service Value point
PT 8103 I – AL Lub. oil inlet to turbocharger 1.5 – 2.2 1.2 Bar
TE 8106 AH Thrust bearing segment 55 – 70 75 °C
Y 80 H
TE 8107 Z Thrust bearing segment 55 – 70 90 °C H
PT 8108 I – AL Lubrication oil inlet Bar

L50MC 1.9 – 2.2 1.5
S50MC, S50MC-C, L60MC 2.0 – 2.3 1.6
S60MC-C, L60MC-C, S60MC, 2.1 – 2.4 1.7
L70MC, L70MC-C, S70MC,
K80MC-C
S70MC-C, L80MC, S80MC-C, 2.2 – 2.5 1.8
K90MC-C, K98MC-C,
K98MC
S80MC, K90MC 2.3 – 2.6 1.9
S90MC-C 2.4 – 2.7 2.0
Y L50MC 1.3 L
S50MC, S50MC-C, L60MC 1.4
S60MC-C, L60MC-C, S60MC, 1.5
K80MC-C
S70MC-C, L80MC, S80MC-C, 1.6
K90MC-C, K98MC-C,
K98MC
S80MC, K90MC 1.7
S90MC-C 1.8
PT 8109 Z Lubrication oil inlet Bar L

L50MC 1.1
S50MC, S50MC-C, L60MC 1.2
S60MC-C, L60MC-C, S60MC, 1.3
K80MC-C
S70MC-C, L80MC, S80MC-C, 1.4
K90MC-C, K98MC-C,
K98MC
S80MC, K90MC 1.5
S90MC-C 1.6
TE 8112 I – AH Lubrication oil inlet 40 – 47 55 °C
AL 35
Y 60 H
TE 8113 AH Piston cooling oil outlet/cylinder 50 – 65 70 °C
Y 75 H
FS 8114 Y Piston cooling oil outlet/cylinder No flow L
MAN B&W Diesel A/S
Chapter 701
Normal Set
Service Value point
TE 8117 I – AH Lub. oil outlet from turbocharger/TC
MAN/TCA COM 70 – 90 95 °C
MAN/NA COM 70 – 90 95 °C
MHI/MET COM 70 – 90 85 °C
ABB/TPL COM/ABB/VTR COM 70 – 90 110 °C
Y 120 °C H
TE 8118 I – AH Lub. oil outlet from engine 50 – 60 65 °C
TE 8120 I – AH Main bearing metal temperature 50 – 70 75 °C
Y 80
TE 8121 I – AH Crankpin bearing metal 50 – 70 75 °C

temperature
Y 80
TE 8122 I – AH Crosshead bearing metal 50 – 70 75 °C

temperature
Y 80
TE 8123 AH Main bearing oil outlet 50 - 60 65 °C
Y 70 H
AH Deviation from average +/- 5
Y +/- 7 H
TE 8124 AH Crankpin bearing 50 - 60 65 °C
Y 70 H
Y +/- 7 H
TE 8125 AH Crosshead bearing oil outlet, fore 50 - 60 65 °C
Y 70 H
Y +/- 7 H
LS 8130 AL – Y Lub. oil level in tank Low

level
PT 8108, PT 8109. Measured by pressure gauge placed 1.8 m above crankshaft centreline. For Lub. oil pumps of cen-
trifugal type, the pressure at stopped engine will be about 0.2 bar lower. (The difference in pressure
at stopped and running engine is mainly caused by influence of oscillation forces, especially in pis-
ton cooling space.).
TE 8117 Inlet reference, see sensor TE 8112.

TE 8120 – TE 8125 * Please note that the “Normal service value” is to be stated at sea trial, but, in between the range
stated. With regard to the “Alarm”, “Slow down” and “Shut down” levels they should be 5°C, 10°C
and 20°C above the sea trial finding respectively, however, maximum the value stated.
TE 8124 and TE 8125 Cut off at stopped engine. Cut off to remain until 3 minutes after start.
LS 8130 For separate lubricating system of the turbochargers.
MAN B&W Diesel A/S
Chapter 701
Cylinder Lubricating Oil System
Normal
Sensor Code Function Designation Set point Unit SLD SHD
Service Value
PT 8201 AH Cylinder Lub.oil inlet pressure 40 – 50 60 Bar
AL 35
TE 8202 AH Cylinder Lub. oil temperature 40 – 60 70 °C
PDI 8206 AH Pressure drop across filter high
XC 8220 A Alpha cylinder lubrication system MCU failure

common alarm
XC 8221 A Alpha cylinder lubrication system BCU in failure

control

failure
XC 8223 A Alpha cylinder lubrication system BCU failure

failure

power failure
XC 8226 A Alpha cylinder lubrication system BCU failure

power failure
XC 8227 Y Alpha cylinder lubrication system slow X

down
LS 8250 AL Cylinder lubricators build in Low

switches (Hans Jensen) Level
PS 8251 AL – Y Cylinder lubricators build in No X

switches (Hans Jensen) Flow
XC 8227 The delay is between 50 to 120 seconds.
MAN B&W Diesel A/S
Chapter 701
Cooling Water System
Normal
Service Value
PT 8401 I – AL Jacket cooling water inlet 3.5 – 4.5 2.0 Bar
Y 1.5 Bar L
PS 8402 Z Jacket cooling water inlet 3.5 – 4.5 X Bar L
PDT 8403 I – AL Jacket cooling water pressure loss 0.8 – 1.4 X Bar
across engine
Y X 0.2 Bar X 0.4
TE 8407 I – AL Jacket cooling water inlet 65 – 70 57 °C
TE 8408 I – AH Jacket cooling water outlet/cyl. °C

L50MC, S50MC, S50MC-C 75 – 80 85
S60MC-C, L60MC, L60MC-C, 80 – 85 90
S60MC, L70MC, L70MC-C,
S70MC, S70MC-C, K80MC-C,
L80MC, S80MC, S80MC-C,
K90MC-C, K90MC,
Y L50MC, S50MC, S50MC-C 90 °C H

S60MC-C, L60MC, L60MC-C,
S60MC, L70MC, L70MC-C, 95
K90MC-C, K90MC,
TE 8409 I – AH Jacket cooling water outlet temp, °C

at turbocharger
L50MC, S50MC, S50MC-C 75 – 80 85

S60MC-C, L60MC, L60MC-C, 80 – 85 90
K90MC-C, K90MC,
TE 8411 Jacket cooling water outlet temp, 80 – 120 °C

exhaust valve
LS 8412 AL Jacket cooling water de-aerating tank Low

device level
PI 8413 Jacket cooling water outlet common 2.7 – 3.1 Bar

pipe
PT 8421 I – AH Cooling water inlet to air cooler(s)
Sea water cooling system 2.0 – 2.5 X 3.5 Bar
Central cooling water system 2.0 – 4.5 X 5.5
AL 1.0 Bar
TE 8422 I – AH Cooling water inlet to air cooler(s)
Sea water cooling system >10 – 32 40 °C
Central cooling water system >10 – 36 40
MAN B&W Diesel A/S
Chapter 701
Normal
Service Value
TI 8423 I Cooling water outlet from air cool.
Sea water cooling system >10 – 50 °C
Central cooling water system >10 – 63
PDT 8424 I Pressure drop of cooling water across 0.25 – 0.5 Bar
air cooler/air cooler
TE 8431 I – AL Cooling water inlet to lub. oil cool. >10 – 32 10 °C
PT 8401, PI 8413 If the expansion tank is located more than 5 m above the engine outlet, the resulting increase in
the static pressure must be added to the “normal service value” indicated here.
PS 8402 X = With stopped cooling water pump, the set point for the sensor is the static pressure plus the
stated value.
PDT 8403 X = To be stated on sea-trial. Set point 0.2 and 0.4 bar lower.
PT 8421 X = To be stated on sea-trial.
MAN B&W Diesel A/S
Chapter 701
Compressed Air System
Normal
Service Value
PT 8501 I – AL Starting air inlet pressure 30 15 Bar
PT 8503 I-C-AH Control air inlet 6.5 – 7.5 0.5 X Bar
AL 5.5 Bar
PT 8504 I-C-AH Safety air inlet 6.5 – 7.5 0.5 X Bar
AL 5.5 Bar
PT 8505 I – AL Air inlet to air cylinder for exhaust valve 6.5 – 7.5 5.5 Bar
PT 8503, PT 8504. X = AH at finished with engine.
MAN B&W Diesel A/S
Chapter 701
Scavenge Air System
Normal
Service Value
PT 8601 I Scavenge air receiver pressure Bar

L50MC, L60MC, L60MC-C, X – 3.50
L70MC, L70MC-C, L80MC,
S90MC-C
S50MC, S60MC, S70MC, S80MC, X – 3.55
S80MC-C
K80MC-C, K90MC-C, K90MC, X – 3.60
K98MC-C, K98MC
S50MC-C, S60MC-C, S70MC-C X – 3.65
PS 8603 C Scavenge air receiver, auxiliary blower Bar

control
L50MC, S50MC, S50MC-C, S60MC-C, 0.55 – 0.7
S70MC-C, K80MC-C, L80MC,
K90MC, S90MC-C,
K98MC-C, K98MC
PS 8604 AH Scavenge air receiver, auxiliary blower Bar

failure
L50MC, S50MC, S50MC-C, S60MC-C, 0.56
K90MC, S90MC-C,
K98MC-C, K98MC
AL L50MC, S50MC, S50MC-C, S60MC-C, 0.45

K90MC, S90MC-C,
K98MC-C, K98MC
TE 8605 I Scavenge air temp. before each cooler 170 – 210 °C
PDT 8606 I – AH Scavenge air pressure drop across each X XX Bar

air cooler
PDT 8607 I – AH Scavenge air pressure drop across filter X XX Bar
TE 8608 I Scavenge air temperature after each air X °C

cooler
TE 8609 I – AH Scavenge air temperature in receiver

Sea water cooling system
Central cooling water system >25 – 47 55 X °C

>25 – 51 55 X °C
Y °C 65 X
TE 8610 AH Scavenge air box-fire alarm/cyl. 80 °C
Y °C 120
MAN B&W Diesel A/S
Chapter 701
Normal
Service Value
LS 8611 AH Water mist catcher - water level High
TE 8612 I Compressor inlet temperature/ - 10 - + 45 °C

turbocharger
PT 8601 The set point of scavenge air pressure depends on the engine load and shall be set during sea
trial.
PS 8603 Makes at normal minimum. Breaks at normal maximum.
PS 8604 Alarm contact brakes at alarm minimum. Alarm contact makes at alarm maximum.
TE 8605 Value based on MCR, depending on engine load and ambient conditions.
PDT 8606, PDT 8607 X = According to shop-trial results. XX = at 50 % increase.
TE 8608 X = coolant inlet + 12 °C.
TE 8609 X = To be cut off during stop. To remain cut out until 3 – 5 minutes after start.
MAN B&W Diesel A/S
Chapter 701
Exhaust Gas System
Normal
Service Value
TC 8701 I – AH Exhaust gas temperature before X °C

turbocharger
L50MC, S50MC, S50MC-C, 380 – 500

L60MC, S60MC-C, L60MC-C,
S60MC, L70MC-C, S70MC,
S70MC-C, S80MC,
L70MC, K80MC-C, L80MC, 380 – 460
S80MC-C, K90MC-C, K90MC,
Y X H
TC 8702 I – AH Exhaust gas temperature after valves. °C

Average
L50MC, S50MC, S50MC-C, 320 – 390 430
L60MC, S60MC-C, L60MC-C,
K90MC-C, K90MC,
Y 450 H
Deviation from average +/-50 +/-60
TC 8704 I Exhaust gas temperature in receiver 100 – 500 °C
TC 8701 Normal exhaust gas temperatures depend on the actual engine load and ambient condition.
NOTE: Regarding alarm for high turbine inlet temperature:
This alarm is not an MAN B&W requirement, as alarms for high gas temperatures, are given by
cylinder exhaust as well as for turbine outlet temperature alarms.
Some Classification Societies require alarm for high turbine inlet temperature. In such cases we
recommend set point equivalent to the maximum temperature for continuous operation shown
on the turbocharger name plate.
(Some Turbocharger manufacturers shows two (2) maximum temperatures on the name plate.
It is the lowest shown temperature that must be used as set point - if alarm is required. The high
maximum temperature is only allowed at short over-load tests at test-bed)
X = turbocharger dependent.
TC 8702 Normal exhaust gas temperatures depend on the actual engine load and ambient condition.
When operating below 200 °C average temperature deviation alarm is cut off.
MAN B&W Diesel A/S
Chapter 701
Normal
Service Value
PT 8706 I Exhaust gas pressure in receiver Bar

S90MC-C 3.25
L50MC, L60MC, L60MC-C, 3.30
L70MC, L70MC-C, L80MC,
S50MC, S60MC, S70MC, 3.35
S80MC, S80MC-C
K80MC-C, K90MC-C, K90MC, 3.40
K98MC-C, K98MC
S50MC-C, S60MC-C, S70MC-C 3.45
TC 8707 I – AH Exhaust gas temperature after each 220 – 300 350 °C

turbocharger
PT 8708 I – AH Exhaust gas pressure after each 300 450 mm –

T/C at MCR
WC
PDI 8709 I Exhaust gas pressure drop across boiler 150 mm –

at MCR
WC
ZT 8721 I Exhaust gas by-pass valve angle 0 – 90

position
PT 8706 Normal exhaust gas temperatures depend on the actual engine load and ambient condition.
TC 8707 The service values apply under the following conditions: Ambient temperature in engine room
25 °C. Scavenge air temperature in receiver 35 °C.
MAN B&W Diesel A/S
Chapter 701
Tacho / Crankshaft Position System
Normal
Service Value
ZT 4020 Z Tacho for safety r/min MCR x

1.09
MAN B&W Diesel A/S
Chapter 701
Miscellaneous
Normal
Service Value
ZT 8801 I - AH Turbocharger speed, each unit X X r/min
PT 8802 I Engine room pressure (bar abs.) 0.95 – 1.05 Bar
PI 8803 Air inlet for dry cleaning, turbocharger 4.5 – 10 Bar
PI 8804 Water for cleaning, inlet turbocharger min. 0.5 X Bar
WT 8805 AH Vibration of turbocharger, each unit high mm

(option)
PI 8806 Speed setting to governor (air pressure) 0.5 – 5.0 Bar
XC 8807 I Pmax. control pressure 0.0 – 5.0 Bar
XC 8808 I Fuel injection pump index, each cylinder X

XC 8809 I VIT index, each cylinder X
XC 8810 I Governor index X
XC 8811 I Engine torque X Nm
WT 8812 I – AH Crankshaft longitudinal vibration

Axial vibration monitor
Peak to peak
Y 6K98MC 0.0 – 2.28 3.05 mm 3.81

7K98MC 0.0 – 2.66 3.55 4.43
8K98MC 0.0 – 3.03 4.05 5.06
9K98MC 0.0 – 3.41 4.55 5.68
10K98MC 0.0 – 3.78 5.05 6.31
11K98MC Monitoring equip. required 0.0 – 4.16 5.55 6.93
12K98MC 0.0 – 4.54 6.06 7.57
6K98MC-C 0.0 – 1.88 2.51 3.13

7K98MC-C 0.0 – 2.19 2.92 3.65
8K98MC-C 0.0 – 2.49 3.33 4.16
9K98MC-C 0.0 – 2.80 3.74 4.67
10K98MC-C 0.0 – 3.11 4.15 5.18
11K98MC-C Monitoring equip. required 0.0 – 3.42 4.56 5.70
12K98MC-C 0.0 – 3.72 4.97 6.21
14K98MC-C 0.0 – 4.34 5.79 7.24
6S90MC-C Monitoring equip. required 0.0 – 3.24 4.33 5.41

7S90MC-C 0.0 – 3.78 5.04 6.30
8S90MC-C 0.0 – 4.32 5.76 7.20
9S90MC-C 0.0 – 4.86 6.48 8.10
MAN B&W Diesel A/S
Chapter 701
Normal
Service Value
4K90MC 0.0 – 1.44 1.92 2.40

5K90MC 0.0 – 1.80 2.40 3.00
6K90MC 0.0 – 2.16 2.88 3.60
7K90MC 0.0 – 2.54 3.38 4.23
8K90MC 0.0 – 2.90 3.86 4.83
9K90MC 0.0 – 3.26 4.34 5.43
10K90MC 0.0 – 3.62 4.82 6.03
12K90MC 0.0 – 4.34 5.78 7.23
6K90MC-C 0.0 – 1.95 2.60 3.25

7K90MC-C 0.0 – 2.28 3.04 3.80
8K90MC-C 0.0 – 2.61 3.48 4.35
9K90MC-C 0.0 – 2.94 3.92 4.90
10K90MC-C 0.0 – 3.26 4.34 5.43
12K90MC-C 0.0 – 3.92 5.22 6.53

7S80MC-C 0.0 – 3.45 4.59 5.74
8S80MC-C 0.0 – 4.06 5.40 6.75
4S80MC 0.0 – 1.95 2.60 3.25

5S80MC Monitoring equip. required 0.0 – 2.45 3.26 4.08
6S80MC 0.0 – 2.93 3.90 4.88
7S80MC 0.0 – 3.42 4.56 5.70
8S80MC 0.0 – 3.90 5.20 6.50
9S80MC 0.0 – 4.40 5.86 7.33
10S80MC 0.0 – 4.88 6.50 8.13
12S80MC 0.0 – 5.87 7.82 9.78
4L80MC 0.0 – 1.44 1.92 2.40

5L80MC 0.0 – 1.80 2.40 3.00
6L80MC 0.0 – 2.16 2.88 3.60
7L80MC 0.0 – 2.52 3.36 4.20
8L80MC 0.0 – 2.90 3.86 4.83
9L80MC 0.0 – 3.26 4.34 5.43
10L80MC 0.0 – 3.62 4.82 6.03
11L80MC Monitoring equip. required 0.0 – 3.98 5.30 6.63
12L80MC 0.0 – 4.34 5.78 7.23
6K80MC-C 0.0 – 1.73 2.30 2.88

7K80MC-C 0.0 – 2.03 2.70 3.38
8K80MC-C 0.0 – 2.31 3.08 3.85
9K80MC-C 0.0 – 2.61 3.48 4.35
10K80MC-C 0.0 – 2.90 3.86 4.83
12K80MC-C 0.0 – 3.47 4.62 5.78
MAN B&W Diesel A/S
Chapter 701
Normal
Service Value
4S70MC-C 0.0 – 1.77 2.36 2.95

7S70MC-C 0.0 – 3.05 4.07 5.08
8S70MC-C 0.0 – 3.58 4.78 5.97
4S70MC 0.0 – 1.71 2.28 2.85

6S70MC 0.0 – 2.57 3.42 4.28
7S70MC 0.0 – 3.00 4.00 5.00
8S70MC 0.0 – 3.42 4.56 5.70
4L70MC-C 0.0 – 1.41 1.88 2.35

5L70MC-C Monitoring equip. required 0.0 – 1.74 2.32 2.90
7L70MC-C 0.0 – 2.42 3.23 4.03
8L70MC-C 0.0 – 2.76 3.68 4.60
4L70MC 0.0 – 1.28 1.70 2.13

7L70MC 0.0 – 2.22 2.96 3.70
8L70MC 0.0 – 2.54 3.38 4.23
4S60MC-C 0.0 – 1.52 2.03 2.53

7S60MC-C 0.0 – 2.61 3.49 4.36
8S60MC-C 0.0 – 3.07 4.10 5.12
4S60MC 0.0 – 1.47 1.96 2.45

6S60MC 0.0 – 2.21 2.94 3.68
7S60MC 0.0 – 2.58 3.44 4.30
8S60MC 0.0 – 2.94 3.92 4.90
MAN B&W Diesel A/S
Chapter 701
Normal
Service Value
Y 4L60MC-C 0.0 – 1.20 1.60 mm 2.00

7L60MC-C 0.0 – 2.07 2.76 3.45
8L60MC-C 0.0 – 2.36 3.15 3.93
4L60MC 0.0 – 1.08 1.44 1.80

5L60MC 0.0 – 1.35 1.80 2.25
6L60MC 0.0 – 1.62 2.16 2.70
7L60MC 0.0 – 1.89 2.52 3.15
8L60MC 0.0 – 2.16 2.88 3.60
4S50MC-C 0.0 – 1.26 1.69 2.11

7S50MC-C 0.0 – 2.17 2.90 3.62
8S50MC-C 0.0 – 2.55 3.41 4.26
4L50MC 0.0 – 0.92 1.22 1.53

5L50MC 0.0 – 1.14 1.52 1.90
6L50MC 0.0 – 1.37 1.82 2.28
7L50MC 0.0 – 1.59 2.12 2.65
8L50MC 0.0 – 1.82 2.42 3.03
4S50MC 0.0 – 1.23 1.64 2.05

6S50MC 0.0 – 1.85 2.46 3.08
7S50MC 0.0 – 2.16 2.88 3.60
8S50MC 0.0 – 2.46 3.28 4.10
XS 8813 AH – Y Oil mist in crankcase, each cyl. high mg/l high

density density
or 0.5 or 0.5
XS 8814 A Oil mist detector failure (no value)
ZT 8801 X = according to the manufacturer.
PI 8804 X = higher than exhaust gas pressure.
XC 8808, 8809,
8810 and 8811 X = Engine and load dependent.
MAN B&W Diesel A/S
Chapter 701
Instrumentation 701-03
1. Measuring Instruments, Identification

Remote Indication
Codes for identification of instruments and signal-related functions
PT 8108 AH
First letter Ident. No. Secondary letter(s)
Measured or indicating Ident. number Function

variable The first two digits indicate the point of (Secondary letter(s))
(First letter(s)) measurement, the next two are serial
numbers.
DS: Density switch 11. Manoeuvring system A: Alarm
DT: Density transmitter 12. Hydraulic power supply C: Control
GT: Gauging transmitter 14. Combustion pressure supervision H: High
(load/index transmitter) 20. ECS to/from safety system I: Indication
FT: Flow transmitter 21. ECS to/from remote control system (remote)
FS: Flow switch 22. ECS to/from alarm system L: Low
LS: Level switch 30. ECS Miscellaneous input/output R: Recording
LI: Level indication (local) values S: Switching
LT: Level transmitter 40. Tacho/crankshaft pos. system Y: Slow-down
PDI: Pressure difference 41. Engine cylinder components X: Unclassified
indication (local) 50. VOC: supply system function
PDS: Pressure difference switch 51. VOC: sealing oil system Z: Shut-down
PDT: Pressure difference 52. VOC: control oil system
transmitter 53. Other VOC related systems
PI: Pressure indication (local) 54. VOC engine related components
PS: Pressure switch 80. Fuel oil system
PT: Pressure transmitter 81. Lubrication oil system
ST: Speed transmitter 82. Cylinder lub. oil system
TC: Thermo couple (NiCr-Ni) 83. Stuffing box drain system
TE: Temperature element (Pt-100) 84. Cooling water system
TI: Temperature indication (local) e.g. central cooling water
TS: Temperature switch e.g. sea cooling water
WS: Vibration switch e.g. jacket cooling water
WT: Vibration transmitter 85. Compressed air supply system
VS: Viscosity switch e.g. control air
VT: Viscosity transmitter e.g. starting air
ZV: Position valve (solenoid valve) 86. Scavenge air
ZS: Position switch (limit switch) 87. Exhaust gas system
ZT: Position transmitter 88. Miscellaneous functions
(e.g. proximity sensor) e.g. axial vibration
XC: Unclassified control 90. Project specific
XS: Unclassified switch Note:
XT: Unclassified transmitter ECS: Engine control system
VOC: Volatile Organic Compound
MAN B&W Diesel A/S
Chapter 701
The first link (first letter) indicates what is measured or the indicating variable. The
second link is the Ident.No., in which the first two digits indicate the point of meas-
urement or the indicating variable, followed by a serial number. The third link (sec-
ondary letter(s)) indicates the function of the measured value.
Example
TE 8026 I AH Y
Slow down
Alarm high
Indicator
Measurement No. 26
Fuel oil system
Temperature Element
Repeated signals:
Signals which are repeated, such as per cylinder measurement or per turbocharg-
er measurement, etc. are provided with a suffix number. The suffix number is iden-
tical with the place of measurement, such as 1 for cylinder 1, etc. Where signals
are redundant, suffix A or B may be used.
Examples
Cylinder or Turbocharger-Related Signals
ZV 1120-1 C
e.g. Cyl. No./TC No.

Aux. Blower No.
Redundant Signals
PT 8603-A I AH C PT 8603-B I AH C
System A System B
Cylinder-Related Redundant Signals
ZT 8203-A-1 C
e.g. Cyl. No./TC No.

System A
Graphical presentation in PI-diagrams according to ISO 1219 I - II
MAN B&W Diesel A/S
Chapter 701
2. Lift of Instruments
Fuel Oil System
PI 8001 Fuel oil, inlet engine (Setting of by-pass valve)
PI 8001 Fuel oil, inlet engine (At local manoeuvring console)
PT 8001 Fuel oil, inlet engine (After filter) (Alarm)
TI 8005 Fuel oil, inlet engine (After filter)
TE 8005 Fuel oil, inlet engine (After filter)
LS 8006 Leakage from high pressure pipes (Alarm)
Lubrication Oil System

PT 8103 Lubricating oil inlet to Turbocharger/Turbocharger (Alarm)
PI 8103 Lubricating oil inlet to Turbocharger/Turbocharger
TI 8106 Thrust bearing segment
TE 8106 Thrust bearing segment (Alarm + Slow down)
TS 8107 Thrust bearing segment (Shut down)
PI 8108 System lubricating oil inlet 1800 above cl. of crankshaft
PI 8108 System lubricating oil inlet (At local manoeuvring console)
PT 8108 Lubricating oil inlet to main bearing and thrust bearing
(Alarm + Slow down)
PS 8109 Lubricating oil inlet to main bearing and thrust bearing
(Shut down)
TI 8112 System lubricating oil inlet
TE 8112 System lubricating oil inlet (Alarm + Slow down)
TI 8113 Piston cooling oil outlet/cylinder
TE 8113 Piston cooling oil outlet/cylinder (Alarm + Slow down)
FS 8114 Piston cooling oil outlet/cylinder (Alarm + Slow down/ no flow)
TI 8117 Lubricating oil outlet Turbocharger/Turbocharger
TE 8117 Lubricating oil outlet Turbocharger/Turbocharger (Alarm)
Mechanical Cylinder Lub.Oil System (H.Jensen cylinder lubricators)

LS 8250 Hans Jensen cylinder lubricators
FS 8251 Hans Jensen cylinder lubricators
ZV 8253 Load change dependent cylinder lubrication
Electronic Cylinder Lub.Oil System (Alpha cylinder lubricators)

PT 8201 Cylinder lubrication oil inlet pressure
TE 8202 Cylinder lubrication oil temperature
ZT 8203 Confirm cylinder lubricator piston movement, cyl/cyl
ZV 8204 Activate cylinder lubricator, cyl/cyl
PDI 8206 Pressure drop across filter
Cooling Water System

PT 8401 Jacket cooling water inlet
PI 8401 Jacket cooling water inlet (At local manoeuvring console)
PDS 8403 Jacket cooling water across engine
TI 8407 Jacket cooling water inlet
MAN B&W Diesel A/S
Chapter 701
TE 8407 Jacket cooling water inlet

TI 8408 Jacket cooling water outlet/cylinder
TE 8408 Jacket cooling water outlet/cylinder
TI 8409 Jacket cooling water outlet/turbocharger
PI 8421 Cooling water inlet air cooler
PT 8421 Cooling water inlet air cooler (Alarm)
TI 8422 Cooling water inlet air cooler
TE 8422 Cooling water inlet air cooler (Alarm)
TI 8423 Cooling water outlet air cooler/air cooler
TE 8423 Cooling water outlet air cooler/air cooler
Compressed Air Supply System (Control, starting air)

PI 8501 Starting air to main starting valve
(At local manoeuvring console)
PT 8501 Starting air inlet (Alarm)
PI 8503 Control air inlet (At inlet panel)
PT 8503 Control air inlet (At inlet panel)
PI 8503 Control air inlet (At local manoeuvring console)
PI 8504 Safety air inlet (At inlet panel)
PT 8504 Safety air inlet
PS 8505 Air inlet to air cylinder for exhaust valve
Scavenge Air
PT 8601 Scavenge air receiver
PI 8601 Scavenge air receiver (at engine side)
PI 8601 Scavenge air receiver (At local manoeuvring console)
PS 8603 Scavenge air receiver auxiliary blower control
PS 8604 Scavenge air auxiliary blower, failure
TI 8605 Scavenge air before air cooler/air cooler
TE 8605 Scavenge air before air cooler/air cooler
PDI 8606 Pressure drop across air cooler/air cooler
TI 8608 Scavenge air after air cooler/air cooler
TE 8608 Scavenge air after air cooler/air cooler
TI 8609 Scavenge air receiver
TE 8609 Scavenge air receiver (Alarm + slow down)
TE 8610 Scavenge air box-fire alarm, cylinder/cylinder
LS 8611 Water mist catcher – water level
Exhaust Gas System

TI 8701 Exhaust gas before turbocharger/turbocharger
TC 8701 Exhaust gas before turbocharger/turbocharger
(Alarm + slow down)
TI 8702 Exhaust gas after valve, cylinder/cylinder
TC 8702 Exhaust gas after exhaust valve, cylinder/cylinder
PI 8706 Exhaust gas receiver
MAN B&W Diesel A/S
Chapter 701
Manoeuvring System
XC 1103 Solenoid valve for engine emergency stop
XS 1106 Reset shut down at emergency
XC 1126 I/P Converter for V.I.T. control
ZV 1127 Solenoid valve for control of V.I.T. system
in stop or astern function
PS 1133 Cancel of tacho alarm from safety system,
when stop is ordered
PS 1134 Gives signal when on bridge control
ZV 1137 Remote start solenoid valve
ZS 1109 Turning gear disengaged
ZS 1110 Turning gear –engaged
ZS 1111 Main starting valve – blocked
ZV 1112 Main starting valve – in service
ZV 1114 Slow turning valve
ZV 1116 Starting air distributor – open
ZS 1117 Starting air distributor – closed
PS 1118 Manoeuvring system in emergency control
ZS 1121 Activate main starting valves – open
ZS 1122 Gives signal when changes-over mechanism is
in remote control
ZV 1136 Remote stop solenoid valve
ZS 1138 Reversing cylinder ahead position
ZS 1139 Reversing cylinder astern position
ZV 1141 Solenoid valve for reversing cylinder activation direction
ahead during remote control
ZV 1142 Solenoid valve for reversing cylinder activation direction
astern during remote control
PI 1149 Pilot pressure to actuator for V.I.T. system
E 1180 Electric motor – Auxiliary blower
E 1181 Electric motor – Turning gear
E 1182 Actuator for electronic governor
Miscellaneous
ST 8801 Turbocharger speed/turbocharger
PI 8803 Air inlet for dry cleaning of turbocharger
PI 8804 Cleaning water inlet to turbocharger
WT 8812 Axial vibration monitor
XC 8813 Oil mist in crankcase/cylinder
TACHO/CRANKSHAFT POS. SYSTEM

ZT 4020 Tacho for safety Instrumentation on Engine
MAN B&W Diesel A/S
Chapter 701
3. Instrumentation on Engine
MAN B&W Diesel A/S
Chapter 701
MAN B&W Diesel A/S
Chapter 701
MAN B&W Diesel A/S
Chapter 701
MAN B&W Diesel A/S
Chapter 701
Testbed Adjustments 701-04
701-04 TestbedAdjustments
TESTBED Engine Type: Water Brake: No.: Constant, K: kW/Kg.RPM
DATA
Engine Builder: Engine No.: Yard:
Layout kW: Layout RPM: Sign.: Test No.:
Turbocharger(s) No. of TC: Serial No. No. of Cyl.: Bore, m: Stroke, m:
Make: Type: 1 Cylinder Constant (kW,bar): Mean Friction. Press., bar:
Max. RPM: Max. Temp., °C: 2 Lubrication Oil System (Tick box)
Compr. Slip Factor: Compr. Diam., m: 3 External from External from
Internal
M. E. System Gravity Tank
TC specification: 4
Observation No:
Fuel Oil Viscosity: at: °C Brand Type
Bunker Station: Cylinder Oil
Oil Brand: Heat value, kcal/kg: Circulating Oil
Density at 15 °C: Sulphur, %: Turbo Oil
Ambient Water Brake Speed VIT
Test Date Test Hour Load Engine
Pressure Load Governor index Setting Control
RPM
(yyyy-mm-dd) (hh:mm) % mbar Kg bar bar
Effective Indicated Eff. Fuel Indicated Fuel

Power Power Consumption Consumption
kW kW g/kWh g/kWh
Cylinder No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Ave.

Pi, bar
Pmax, bar
Ref. Pmax, bar
Pcomp, bar
Fuel Pump Index
VIT index
Exhaust Gas Temp., °C
Cooling Water Outlet Temp., °C
Piston Outlet Lub. Temp., °C
Cooling Water Temperature, °C Exhaust Gas Temp., °C Exhaust Pressure Turbo Aux. Scavenge Air Pressure
Charger Blower
Air Cooler Main Engine Turbine Receiver Turb. Outl. Ÿp Filter Ÿp Cooler Receiver
Inlet Outlet Inlet Turb. Outlet Inlet Outlet bar mmWC RPM On/Off mmWc mmWc bar
1 1 1 1 1 1 1 1 1
Seaw. mmHg Axial mmHg
Temp. Vibration
2 2 2 2 2 2 2 2 2
mm
3 3 3 3 3 3 3 3 3
4 4 4 4 4 4 4 4 4
Ave. Ave. Ave. Ave. Ave. Ave. Ave. Ave. Ave.
Scavenge Air Temperature, °C Lubricating Oil Fuel Oil Pressure

Inlet Blower Before Cooler After Cooler Pressure, bar Temperature, °C Temperature, °C bar
Scavenge
1 1 1 System Oil Inlet Engine TC Inlet / TC Outlet / Before Filter
Air
Temperature Blower end Turb. end
2 2 2 Cooling Oil Inlet Cam 1 1 After Filter
3 3 3 Cam Shaft Oil Outlet Cam 2 2 Temperature, °C

Before Pumps
4 4 4 Turbine Oil Thrust Segment 3 3
Ave. Ave. Ave. 4 4
Ave. Ave.
Remarks:
MAN B&W Diesel A/S
Chapter 701
IMO NOx Components 701-05
701-05 IMO NOx Components and Technical File
1. Check of IMO-ID, Markings on Components

The components described in Items 1.1 to 1.8 have been marked with unambiguous
identification numbers to enable the relevant drawing and certificate to be traced. The
schematic drawings show where to find the markings on the individual component types.
Information on the important dimensions for each component type in respect to the NOx
characteristic can be found in the engine instruction book, see references in footnotes **)
to TF Chapter 1.4.
The circled part of the number is the only part of the entire number that is
to be defined as the “IMO number”. The component marking may include a revision refer-
ence nnnnnnn-n.n, however, that reference is not part of the defining marking and should
be ignored.
See also Drawing No. 0741260-8 regarding marks and stamps on components
for MAN B&W two-stroke diesel engines.
MAN B&W Diesel A/S
Chapter 701
1.1 Fuel Valve Nozzle
302 To be marked with

Licensee’s name/ Certified markings:
trademark or abbreviation
Part No.
XXX 1261573-1 x 150

Marking instruction:
747 To be stamped:
No. 0742639-1
Part No.
Checking the dimensions of the certified component:
1. Remove the fuel valve, see instruction manual Vol.II, Procedure 901-2.
2. Disassemble the fuel valve, see instruction manual Vol. II, Procedure 909-6.
Fig. 1 Fuel valve nozzle
MAN B&W Diesel A/S
Chapter 701
1.2 Fuel Pump Plunger
To be marked with Licensee’s name/

302
trademark, Part No. and abbreviation Certified markings:
Part No.
No. 0742845-1
1. Remove the fuel pump top cover, see instruction manual Vol.II, Procedure 909-3.
2. Remove the plunger/barrel assembly, see instruction manual Vol. II, Procedure 909-3.
Fig. 2 Fuel pump plunger
MAN B&W Diesel A/S
Chapter 701
1.3 Fuel Pump Barrel
Certified markings:
XXXXXXXXXXX
Part No.
SXXMC/MC-C
111111-1
302 trademark, Part No. and engine type No. 0742843-8
1. Remove the fuel pump top cover, see instruction manual Vol.II, Procedure 909-3.
2. Remove the plunger/barrel assembly, see instruction manual Vol. II, Procedure 909-3.
Orifice
Orifice
Fig. 3 Fuel pump barrel
MAN B&W Diesel A/S
Chapter 701
1.4 Cylinder Liner
Certified markings:
Part No.
307 Marking scratch
432 Camshaft side Marking instruction:

0920352 - 4
To be marked with Licensee’s
302 name/trademark, Part No.
No. 0742637-8
1. Remove the cylinder cover, see instruction manual Vol.II, Procedure 901-1.
2. Remove the piston, see instruction manual Vol. II, Procedure 902-2.
3. Remove the liner and the cooling jacket, see instruction manual Vol. II, Procedure 903-3.
A A
H
W
A-A
Liner diameter, D: _________________

Number of cooling water bores: ____________
Number of lubricating oil quills: ____________
Fig. 4 Cylinder liner
MAN B&W Diesel A/S
Chapter 701
1.5 Cylinder Cover
Certified markings:
302 trademark, Part No. Year and Week
Part No.
309 To be marked with Charge and Serial No.
On camshaft side
No. 0742634-2
2. Remove the cooling jacket, see instruction manual Vol. II, Procedure 901-3.
Fig. 5 Cylinder cover
MAN B&W Diesel A/S
Chapter 701
1.6 Piston Crown
Certified markings:
302 trademark, Part No. Year and Week
Part No.
309 To be marked with Charge and Serial No.
On camshaft side
No. 0742392-0
2. Measure the piston bowl, see instruction manual Vol. II, Procedure 902-3.
3. Measure the heights (A and B) through the scavenge air ports.
Fig. 6 Piston crown
MAN B&W Diesel A/S
Chapter 701
1.7 Exhaust Cam
To be marked with Licensee’s

AHEAD AHEAD 302 name/trademark or abbreviation Certified markings:
XXXXX
XXXXXXX-X.X XXXXX
302 To be marked with Part No.

5 0 0 5 10
201510
Part No.
15 2025
25 25
Size: 3.5 mm
Size: 5 mm Marking instruction:
0 510 15
20
No. 0742635-4

1. Remove the cover for the exhaust roller guide, see instruction manual Vol.II, Procedure 908-4.
2. Locate the middle of the cam, see instruction manual Vol. II, Procedure 908-7.
3. Check the distance ‘L’ according to the table below.
155 205
150 180 210
140 220
AHEAD
130 230
120 240
110 250
100 260
90 270
0 Middle
Middle of camof cam
Angle ( ° ) Angle ( ° ) L*) (mm) Angle ( ° ) Angle ( ° ) L*) (mm) Angle ( ° ) Angle ( ° ) L*) (mm)
Angle ( ° ) Angle ( ° ) L *) (mm) Angle ( ° ) Angle ( ° ) L *) (mm) Angle ( ° ) Angle ( ° ) L *) (mm)
0.0 360.0 105.0 255.0 135.0 225.0
0.0 360.0 105.0 255.0 135.0 225.0
80.0
80.0 280.0
280.0 110.0
110.0
250.0
250.0
140.0
140.0
220.0
220.0
85.0 275.0 115.0 245.0 145.0 215.0215.0
85.0
90.0
275.0
270.0
115.0
120.0
245.0
240.0
145.0
150.0 210.0
95.0
90.0 265.0
270.0 125.0
120.0 235.0
240.0 155.0
150.0 205.0210.0
100.0 260.0 130.0 230.0
95.0 265.0 125.0 235.0 155.0 205.0
*) Specific for an individual engine type
100.0 260.0 130.0 230.0
*) Specific for an individual engine type
Fig. 7 Exhaust cam
MAN B&W Diesel A/S
Chapter 701
1.8 Fuel Cam
302 To be marked with To be marked with

Bearing side 302 Part No. Certified markings:
To be marked with
302
Licensee’s name/trademark
Bearing xxxxx or abbreviation Part No.
side xxxxxxxxx xxxxx
307 Marking scratch

5 Marking instruction:
No. 0742636-6

1. Remove the covers for the fuel pump roller guide, see Vol.II, Procedure 909-2.
2. Locate the lowermost position of the cam, see instruction manual Vol. II, Procedure 909-1.
3. Check the distance ‘L’ according to the table below.
340 350 0 10 20 30
330
320 40
310 50
300 60
290 70
AHEAD
280 80
270 90
100
260
110
250
120
240
130
230
140
220
150
210
200 160
190 180 170
Angle ( ° ) L *) (mm) Angle ( ° ) L *) (mm) Angle ( ° ) L *) (mm)

Angle ( ° ) L *) (mm) Angle ( ° ) L *) (mm) Angle ( ° ) L *) (mm)
0.0 0.0 120.0 120.0 245.0
5.0 5.0 125.0 250.0 245.0
125.0
10.010.0 130.0 255.0 250.0
130.0 255.0
15.015.0 135.0 135.0 260.0
20.020.0 140.0 265.0 260.0
140.0
25.025.0 145.0 270.0 265.0
145.0 270.0
30.030.0 150.0 150.0 275.0
35.035.0 155.0 280.0 275.0
155.0
40.040.0 160.0 285.0 280.0
160.0 285.0
45.045.0 165.0 165.0 290.0
50.050.0 170.0 295.0 290.0
170.0
55.055.0 175.0 300.0 295.0
175.0 300.0
60.060.0 180.0 180.0 305.0
65.065.0
305.0
185.0 185.0 310.0
70.070.0
310.0
190.0 190.0 315.0
315.0
75.075.0 195.0 195.0 320.0
320.0
80.080.0 200.0 200.0 325.0
325.0
85.085.0 205.0 205.0 330.0 330.0
90.090.0 210.0 210.0 335.0 335.0
95.095.0 215.0 215.0 340.0 340.0
100.0
100.0 220.0 220.0 345.0 345.0
105.0
105.0 225.0 225.0 350.0 350.0
110.0
110.0 230.0 230.0 355.0 355.0
115.0
115.0 235.0 235.0 360.0 360.0
240.0 240.0
*) Specific for the individual engine type
*) Specific for the individual engine type
Fig. 8 Fuel cam
MAN B&W Diesel A/S
Chapter 701
2. Checking Setting Values

2.1 Checking the VIT-adjustments (Engines with VIT)
2.1.A Load the engine

· Loading to 75% MCR or 100% MCR:
see Vol I, Chapter 706, Appendix 2 or 5.
· Loading to the ‘break-point’:
Electronically controlled VIT:
Follow the instructions from the supplier of the engine control system
Mechanically controlled VIT:

Load the engine until the steel bar touches the pivoting points (F1 and F2)
simultaneously, see Fig. 2.1.A..
Fig. 2.1.A
2.1.B Read the actual VIT-index

Read the actual VIT-index on the scale of the fuel pump timing racks,
see Fig. 2.1.B..
Fig. 2.1.B
MAN B&W Diesel A/S
Chapter 701
2.2 Checking the Shims
2.2.A Number of shims in fuel pump (Injection timing)

For engines without VIT, visually check the number of shims between the fuel
pump top cover and the pump housing. See Fig. 2.2.A.
Fig. 2.2.A
2.2.B Checking the shim thickness, t (Compression volume)

Turn the crankthrow towards the exhaust side, to provide access for measuring
the thickness of the shim which is inserted between piston rod and crosshead
pin. See Fig. 2.2.B.
Fig. 2.2.B
MAN B&W Diesel A/S
Chapter 701
3. Nameplates
3.1 Turbocharger Specifications (Nameplate)
Manufacturer
Type
Serial number(s)
Manufacturing date
Specification
Max. cont. speed
Max. cont. gas temperature
3.2 Air Cooler Specifications (Nameplate)

Manufacturer
Type
Contract Number
Year build
Water side Air side
Operational Gauge Pressure bar
Test Gauge Pressure bar
Operational Temperature deg. C
Content L
3.3 Auxiliary Blower Specifications (Nameplate)

Manufacturer:
Model: Serial number(s):
Capacity: Speed:
Pressure: Power:
Temp.: Elec. source:
Density: Mfg. date:
MAN B&W Diesel A/S
Chapter 701
4. Survey methods including on-board verification
4.1 IMO surveys

Figure B.1 shows a flow chart for all the survey methods used in connection with
IMO certification of a MAN B&W two-stroke engine.
a. test-bed survey (engine pre-certification survey)

b. sea-trial survey (initial survey on board), and
c. on-board surveys (intermediate and periodical surveys)
On test bed, parent and the member engines are surveyed by the same proce-
dures, except for the important difference that emission measurements are per-
formed and surveyed on the parent engine, only. (The emissions data measured
on the parent engine are used to establish the emission simulation for the on-
board survey code to verify compliance based on standard performance data.)
On board, only the ‘on-board’ survey method shall be used for future ‘intermediate’
and ‘periodical’ surveys. (Provided that the required IMO certificates have been is-
sued based on the engine ‘pre-certification’ and ‘initial’ surveys.)
The standard MAN B&W on-board survey method is defined as a combination of

performance parameter checks, and component and setting verification. The ex-
tend of the component and setting verification depends on different conditions,
but, in general, can be reduced to the fuel nozzle, if the performance data are with-
in the specified tolerances given in TF Table 1.3 and no component changes have
been made to the engine.
The necessary performance parameters and corrections are specified in Chapter

B.2. And a description with step-by-step procedures of the actual survey is pre-
sented in Section B.3.
4.2 Definitions and Corrections
4.2.1 Definitions
4.2.2 ‘Standard MAN B&W performance check’

Table B.2.1 lists the parameters necessary as input for the survey code from a
standard MAN B&W performance check.
MAN B&W Diesel A/S
Chapter 701
Table B.2.1: Input data for survey code *)
Engine Number -
Vessel Name -
T/C inlet temperature ** deg.C
Ambient temperature ** deg.C
Ambient pressure ** mbar
Relative humidity of ambient air rel.%
Scavenging-air temperature ** deg.C
Scavenging-air pressure ** bar
Sea-water (inlet) temperature ** deg.C
Turbine back pressure ** mmWC
Max. cylinder pressure ** bar
Max. compression pressure bar
Power **,*** kW
Engine speed r/min
Turbocharger speed r/min
Fuel pump index -
VIT index (if applicable) -
* See foot notes **) to TF Chapter 1.4 Comments on
calibration of sensors and apparatus, and correction to
ISO ambient conditions for these measurements.
** These items are required in order to calculate the NOx
emission.
*** See comment in text on power estimation
(Section B.2.1.3.)
4.2.3 Tolerances for ‘load points’

The actual load points are attached a certain tolerance (see ‘NOx Technical Code,’
Appendix 4.) However, due to propeller lay out or vessel trim a ‘light or heavy pro-
peller’ may be experienced. In these cases MAN B&W recommend to select the
load point according to the actual measured mean effective pressure correspond-
ing to the specified load point.
4.2.4 Power
The power is usually derived from torque and speed. If the torque is difficult to
measure directly through torsion measurements, the Charts added in Fig. B.2 or
B.3, can be used to estimate the brake power. Alternatively the load could be de-
rived from a MAN B&W PMI system.
4.2.5 Back pressure

The usual variations in turbine back pressure have been shown only to have a mi-
nor influence on the NOx emission and the measurement of the turbine back pres-
sure, therefore, could be omitted during a NOx compliance survey. However, the
MAN B&W Diesel A/S
Chapter 701
influence has been included in the survey code as well as in the following example
due to the influence on the ISO correction on Pmax.
4.3 Survey cases

The different load points and cooling conditions lead to the following survey cases:
4.3.1 Load-point ‘corrections’
4.3.2 Test-bed survey – All engines

Includes all four E3/E2-ISO cycle load points.
4.3.3 On board – Engine without VIT

The actual NOx compliance is estimated from performance data at 75% load only,
assuming that the NOx(test bed 75%) / NOx(estimated 75%) ratio is identical for the ratio
of the remaining load points, also.
4.3.4 On board – Engine with VIT

The actual NOx compliance assumes that the 25 to 75% load points contribute as
without VIT, based on the 75% performance data. The 100% load point contribu-
tion is estimated from the actual performance at the measured load above the
break point (from 85 to 100% loads), adjusting the NOx(test bed 100%) for the same
Pmax difference as the measured load, but for a Tscav and Pturb.back reflecting
the 100% load:
1. Pmax(100%) = Pmax(meas load%)

2. Tscav(100%) = Tscav(meas load%) + (100 – meas load%) x (Tscav.ref(100%) –
Tscav.ref(75%)) / 25
3. Pturb.back(100%) = Pt.back(meas load%) + (100 – meas load%) x
(Ptback.ref(100%) – Ptback.ref(75%)) / 25
(If the VIT break point can not be reached, case B.2.2.1.3 is handled identical to
case B.2.2.1.2.)
4.3.5 Scavenging-air temperature corrections on board

The correction for cooling-water temperature depends on the actual cooling sys-
tem. In all cases, TF Table 1.3 specifies the actual reference scavenging-air tem-
perature.
4.3.6 Sea-water cooling system (SW)

4. Relative scavenging-air temperature change
= (Tmeas.scav.air – Tref.scav. air) – (Tmeas.sea-water inlet – Tref.sea-wa-
ter inlet)
4.3.7 Central cooling system – Optimal cooling (CC-O)

5. Relative scavenging-air temperature change
= (Tmeas.scav.air – Tref.scav. air) –
(Tmeas.sea-water inlet – Tref.sea-water inlet)
MAN B&W Diesel A/S
Chapter 701
4.3.8 Central cooling system – Fixed cooler out temperature (CC-F)

6. Relative scavenging-air temperature change =
Tmeas.scav.air – Tref.scav. air
4.3.9 Test-bed cooling system

The scavenging-air temperature is on test bed always adjusted similar to a CC-F
cooling system with the appropriate Tscav.ref., since the actual cooling system is
not available and different cooling-water adjustment possibilities usually exists on
a test bed. (The actual air-cooler performance can be evaluated based on a heat
balance for the system.)
All assumptions have been built into the MAN B&W survey code.
4.4 Correction to ISO ambient conditions
4.4.1 Performance parameters correction to ISO ambient conditions

Some of the measured performance parameters need to be corrected to ISO am-
bient conditions in order to perform a reliable evaluation and compare with refer-
ence conditions. These parameters are Pmax, Pcomp and Pscav.
Correction equations:
7. CorrP max = P max, m ⋅ (100 − 0.2198 ⋅ ∆Tinl + 0.081 ⋅ ∆Tsc + 0.022 ⋅ ∆Pamb − 0.005278 ⋅ ∆Pback ) / 100
8. CorrPcomp = Pcomp , m ⋅ (100 − 0.2954 ⋅ ∆Tinl + 0.153 ⋅ ∆Tsc + 0.0301 ⋅ ∆Pamb − 0.007021 ⋅ ∆Pback ) / 100
9. CorrPsc = Psc , m ⋅ (100 − 0.2856 ⋅ ∆Tinl + 0.222 ⋅ ∆Tsc + 0.0293 ⋅ ∆Pamb − 0.006788 ⋅ ∆Pback ) / 100
where: ∆ refers to (reference – measured)

subscript m measured
Tinl T/C inlet temperature (deg.C)
Tsc scavenging-air temperature (deg.C)
Pamb ambient pressure (mmHg)
Pmax maximum pressure (bar)
Pcomp compression pressure (bar)
Psc scavenging-air pressure (bar)
Pback back pressure (mmWC)
4.4.2 NOx emission correction to ISO ambient conditions

Based on simultaneous measurements of NOx emission and performance param-
eters from several different MAN B&W two-stroke engines, a special ‘NOx func-
tion’ has been formulated to calculate NOx as a function of specific engine
parameters. Together with the MAN B&W cycle simulation to predict dependent
engine parameters (or simplified in the form of performance correction factors,) the
‘NOx function’ can be used to calculate the tolerances on the most common per-
formance parameters.
MAN B&W Diesel A/S
Chapter 701
The measured data have also been used to formulate an equation to correct emis-
sions at the given ambient conditions to the specified ISO ambient conditions in
order to compare emission values at the same conditions (see Equation (10).)
1
10. CorrNO x (H a ,Tamb , pamb ) =
1 + C 1⋅ (H a − 10.71) + C 2 ⋅ (Tamb − 298.15) + C 3 ⋅ (pamb − 1000 )
where: Ha water content in scavenging air (gH2O/kg dry air)

Tamb ambient-air temperature (K)
pamb ambient pressure (mbar)
C1 to C3 coefficients depend on engine load (given in Table B.2.2)
Table B.2.2: ISO ambient correction coefficients
Engine load - C1 C2 C3
%
100 -0.00994 0.00144 -0.00007
75, 50 and 25 -0.00505 0.00145 -0.00011
Ha can be calculated the following way:
6.220 ⋅ Ra ⋅ pa
11. H a* =
pb − pa ⋅ Ra ⋅ 10− 2
6.220 ⋅ psc ⋅ 100

12. H sc =
pc − psc
13. If H*a ≥ Hsc then Ha = Hsc else Ha = H*a
where: H*a water content at ambient-air condition (gH2O/kg dry air)

Ra relative humidity of intake air (rel.%)
pa saturation vapour pressure at ambient-air condition (kPa)
pb total barometric pressure (kPa)
Hsc water content at scavenging-air condition (gH2O/kg dry air)
pc scavenging-air pressure (kPa)
psc saturation vapour pressure at scavenging-air condition (kPa)
The saturation vapour pressure is only a function of temperature and can be cal-
culated the following way:
5325.35
19.008 −
14. p = 1.013 ⋅ e T
where T is the temperature in Kelvin (K).
MAN B&W Diesel A/S
Chapter 701
The ISO corrected NOx value is calculated using the equation for the average
weighed NOx emission (IMONOx) given in the ‘IMO-NOx Technical Code:’
15. ∑ii ==1nSpecific _ emission (i ) ⋅ Power (i ) ⋅WF (i )

IMONOx =
∑ii ==1nPower (i ) ⋅WF (i )
where n=4 represents the 4 load points of the E3/E2 cycle (please refer to the
‘IMO-NOx Technical Code’ for definition of E3/E2.) Using the weight factor (WF),
the power (in kW) and the specific NOx emission (in g/kWh) for the 4 load points,
the equation can also be written as Equation (16). However, for Equation (16) to
be valid, the load points of the E3/E2 cycle must correspond exactly to 100, 75, 50
and 25% of MCR.
16. IMONOx = 0.2909 ⋅ NO x (100% ) + 0.5455 ⋅ NO x (75% ) + 0.1091 ⋅ NO x (50% ) + 0.0545 ⋅ NO x (25% )
4.5 Correction to reference performance conditions

The NOx function has also been used to derive a simplified method to calculate
the variation in the ISO corrected NOx value as function of maximum cylinder
pressure, scavenging-air temperature and turbine back pressure. The relative
changes are shown in Table B.2.3 at the four specific cycle-load conditions. How-
ever, the simplified method will predict a slightly higher NOx emission than the
NOx function.
Table B.2.3: Relative changes in NOx for Pmax, Tscav and Pturb.back
Power ∆NOx, Pmax 1) ∆NOx, Tscav 2) ∆NOx, Pturb.back 3)

(%) (gNOx/kWh pr. (gNOx/kWh pr. (gNOx/kWh pr.
bar) deg.C) mmWC)
100 0.1816 0.0224 0.0004

75 0.1760 0.0209 0.0006
50 0.1760 0.0209 0.0006
25 0.1760 0.0209 0.0006
1. Relative increase in NOx value (corrected to ISO ambient conditions) resulting from a
one bar increase in the cylinder maximum pressure.
one degree increase in the scavenging-air temperature.
one mmWC increase in the turbine back pressure.
5. MAN B&W survey procedures

MAN B&W has defined a combination of performance parameter checks and,
component and setting verification as the on-board survey method. TF Fig. 1
shows a flow chart of the on-board survey procedures only, whereas Fig. B.1 also
shows the applications for test-bed and sea-trial surveys.
MAN B&W Diesel A/S
Chapter 701
On board, the ‘on-board survey’ method checks with a minimum of component and
adjustment verifications in order not to stop and dismantle the engine. The more
extended component and setting adjustment verification can be used, when the
engine is apart. Since a performance check can not be performed in dock, the
‘missing’ setting values are based on recorded data obtained within (a recom-
mended) one-month period from a called (or anticipated) survey. However, it is
strongly recommended to perform a performance check to verify the setting values
soonest possible after the docking to ensure continuing compliance.
The parameter check method defined through the survey code accounts the influ-
ence of certain parameters, only. Through the cylinder pressure: adjustments of
injection timing, VIT, compression shims and exhaust-valve timing, through the
scavenging-air temperature: a deteriorated scavenging-air cooler performance,
and through the back pressure: eventually blocking up of the exhaust heat ex-
changer.
5.1 On-board survey code

The on-board survey (parameter check) can be performed using the manufacturer
supplied survey code as an easy tool to calculate and present the expected NOx
emission. If a computer is not available, a manual evaluation can be performed fol-
lowing Section B.3.2. The procedure is based on a ‘standard MAN B&W perform-
ance check’ (see necessary parameters in Table B.2.1 and the comments in TF
Chapter 1.4.)
Two versions of the code exist. The ‘on-board’ version is used as the standard sur-
vey method on board. And, the ‘test-bed’ version, a more detailed version, is used
to show compliance on test bed for member engines. As described in Chapter B.2,
the on-board version differs slightly for a sea-water and a central cooling-water
system and, for an engine without VIT or with VIT.
To perform the survey, the following steps are to be taken (see flow Chart Fig. 1
or Fig. B.1,) independent of the survey-code version:
a. Inspect ‘Technical File’ (TF) and ‘record book’ (or pre-TF on test bed.)
b. Perform a ‘performance check’ (the extend follows the survey-code re-
quirement) (for a load estimate see B.2.1.3.)
c. Estimate NOx for verifying compliance using the dedicated ‘survey code.’
d. Check fuel nozzle (a spare fuel nozzle may suffice.)
e. Check other NOx components on test bed or in dock (or if considered
necessary.)
f. Check setting adjustments on test bed or in dock (or if considered neces-
sary.)
g. Add output from the survey code to the ‘record book.’
The Tables in Enclosure 1 show input and output from the survey code based on
the parent engine test-bed data, as an example. The actual estimated NOx will be
compared in the plot with the measured (and corrected) parent engine data.
MAN B&W Diesel A/S
Chapter 701
5.2 Manual procedure

All the steps in Section B.3.1 are followed except for execution of the survey code
(B.3.1.c.)
To evaluate manually the NOx compliance, the following two steps have to be per-
formed:
a. Evaluate the performance influence on the ISO corrected NOx values for
each load condition (as specified in Chapter B.2 or in the following exam-
ple in Section B.3.4 based on the parent engine data.) Performance data
are corrected manually using Equations (7) to (9) in B.2.3.1 (or from
Charts in the instruction book specified in foot notes **) to TF Chapter 1.4
Comments.)
b. Calculate the final average IMO NOx (Equations (15) or (16).)
5.3 Comments on component checks

The actual NOx components are specified in TF Chapter 1.1 (or in Enclosure 1,
the last output page from the survey code,) and Appendix A specifies the neces-
sary verification procedures. The extend of the component verification is dis-
cussed above.
Turbocharger, air cooler and auxiliary blower are verified through their nameplates
(also included in Appendix A.) To verify the turbochargers internal parts (marked
by the turbocharger manufacturer) dismantling is necessary (procedures are not
included.)
To verify the setting values, a performance check has to be performed using the
on-board survey code (as described in the previous Section B.3.1.) When the
specified performance data (see Table 1.3) corrected to ISO ambient conditions
are within the given tolerances, the setting adjustments are within compliance.
For spare part changes (only components as listed in TF Table 1.1 are allowed) a
review of the record book would normally be sufficient. Although a standard per-
formance check will reveal changes to many NOx components, a new combustion
chamber or a new fuel nozzle may not be discovered. (The fuel nozzle is the most
important component to affect the NOx emission from an engine.) Therefore, a re-
view of the record book is necessary as a starting point for the survey, and a fuel
nozzle should be inspected.
5.4 Survey example

Details of the NOx estimate to verify compliance for a test-bed survey using a test-
bed cooling-water system are described in this Chapter as an example. The earlier
Chapters describe modifications necessary for the slightly different survey cases.
The NOx emission can be estimated at each load conditions using the following
calculation method:
MAN B&W Diesel A/S
Chapter 701
1. Measure the maximum pressure, scavenging-air temperature, turbine back

pressure and ambient conditions (see example in Table B.3.1) at the re-
quired load points.
2. Correct maximum pressure to ISO conditions using Equation (7).
3. Derive the equivalent relative change in NOx emission (g/kWh) using Table
B.2.3 based on the actual performance in step 1 and reference conditions in
TF Table 1.3.
Table B.3.1: Calculation of expected NOx ‘at site’ performance and ISO ambient
condition – test bed cooling-water system (example only – identical to the results
in Enclosure 1)
Power Meas- Relative Meas.‘sea Meas. Relative Meas.tur Relative Expected

ured max. change -water’ scav.air change bback change site
pressure in NOx temp. temp. in NOx pressure in NOx ISO-NOx
(%) (barabs) (g/kWh) (deg.C) (deg.C) (g/kWh) (mmWC) (g/kWh) (g/kWh)
100 148.8 -0.400 29 41 0.090 230 -0.028 13.83
75 130.7 -0.232 27 33 0.021 121 -0.035 14.70
50 99.3 -0.300 26 29 0.021 63 -0.014 12.32
25 70.8 -0.215 25 32 -0.021 19 -0.003 12.56
E3 cycle 14.07
value
Example of calculation for 100% engine load and test bed cooling (the approach
is similar for the other load conditions:)
Measured scavenging-air temperature (Table B.3.1) 41 deg.C

Reference scavenging-air temperature (TF Table 1.3) 37 deg.C
Measured ‘sea-water’ inlet temperature (Table B.3.1) 29 deg.C
‘Sea-water’ reference temperature (TF Table 1.3) 25 deg.C
Relative scavenging-air temperature = 41 – 37 = 4 deg.C
change= Tmeas.scav.air – Tref.scav. air *)
Delta NOx, Tscav (Table B.2.3) 0.0224 g/kWh

pr. deg.C
Relative change in NOx due to Tscav differ- 4 * 0.0224 = 0.090 g/kWh
ence
Measured maximum pressure (Table B.3.1) 148.8 barabs

Reference maximum pressure (TF Table 1.3) 151 barabs
Difference (measured – reference) -2.2 barabs
Delta NOx, Pmax (Table B.2.3) 0.1816 g/kWh
pr. barabs
MAN B&W Diesel A/S
Chapter 701
Relative change in NOx due to Pmax differ- -2.2 * 0.1816 = -0.400 g/kWh
ence
Measured turbine back pressure (Table B.3.1) 230 mmWC

Reference turbine back pressure (TF Table 1.3) 300 mmWC
Difference (measured – reference) 230 – 300 = -70 mmWC
Delta NOx, Pturb.back (Table B.2.3) 0.0004 g/kWh pr.
mmWC
Relative change in NOx due to Pturb.back -70 * 0.0004 = -0.0280 g/kWh
difference
Measured NOx, corr. ISO ambient and ref. (TF Table 14.17 g/kWh
performance 4.2.2)
NOx value, at ISO ambient and reference 14.17 + 0.090 –
site conditions 0.400 – 0.028 = 13.83 g/kWh
*) Remember to change to the actual cooling-water system for on-board surveys
4. Estimate the expected NOx emission at measured site performance but ISO
ambient conditions for each load condition as a summation of the ISO cor-
rected NOx value and the relative changes (see last column in Table B.3.1)
using Equation (16) to verify compliance.
IMONOx = 0.2909* 13.83 + 0.5455* 14.70 + 0.1091* 12.32 + 0.0545* 12.56 = 14.07 g/kWh
This method is used to check NOx compliance for varying measured values of
maximum pressure, scavenging-air temperature and turbine back pressure. Since
the maximum IMO-NOx value for this engine group is 15.1 g/kWh, the engine ful-
fils the requirements. This is of course equivalent to the performance parameters
being within the specified tolerances.
It should be emphasized that the survey code, unlike this example, uses Equation
(15) (i.e. the measured load-point powers) to calculate the simulated NOx emis-
sion. And, the survey code will issue a warning, if the performance parameters are
outside the allowed ranges, or the load point is more than ±5% off the ideal E3/E2
cycle value.
Performance check:
1) 4 load points (E2/E3 cycle)
2) For engines with VIT: 75% load and one load point above the break point.
Without only the 75% load point.
MAN B&W Diesel A/S
5.5
Survey start
Survey
type
MAN B&W Diesel A/S

Test-bed
Inspection of pre-TF On-board surveys
Sea-trial Inspection of TF and
(EIAPP) Inspection of TF record book
Parent Member (IAPP)
Engine Adj. or Yes Performance check 2):

type component a. measure performance
Performance check 1): Performance check 1): changes b. estimate NOx (VIT or
a. measure performance a. measure performance non-VIT)
Flow Chart for Survey Methods
b. measure NOx b. estimate NOx (TB)

No
‘NOx component’ check:
c. check fuel nozzle
‘NOx component’ check: ‘NOx component’ check: ‘NOx component’ check: d. other NOx components
c. check fuel nozzle c. check fuel nozzle c. check fuel nozzle
(as considered necessary)
d. other NOx compnents d. other NOx components d. other NOx components e. verify settings
e. verify settings e. verify settings (as considered necessary) (as considered necessary)
e. verify settings
(as considered necessary)
IMO NOx Components
Print out survey Tables Print out survey Tables Print out survey Tables
(with EIAPP application)
Print out survey Tables
When referring to this page, please quote Operation 701-05, Edition 0002
No No No
Perf. & Perf. & Adjust Perf. &

Adjust Adjust component component
component
approval approval approval
Sign documents
Sign documents Add to record book
Yes Yes
Chapter 701
Yes
Performance check: Survey end
1) 4 load points (E2/ E3 cycle)
2) For engines with VIT: 75% load and one load point above the break point. Without only the 75% load point.
I:\sdrev\vol-1\50-108MC_MC-C_0002\Grafik\Appendix B-v4.doc Nov 2001 B 8

701-05
Page 23 (23)
Checks during Standstill
Periods
702
Checks during Standstill Periods Chapter 702
Table of Contents
702-01 Checks during Standstill Periods

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Regular Checks at Engine Standstill during Normal Service . . . . . . . . . . . . . . . . . . . . 1

Check 2.1: Oil Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Check 2.2: Oil Pan, and Bearing Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Check 2.3: Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Check 2.4: Scavenge Port Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Check 2.5: Exhaust Receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Check 2.6: Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Check 2.7: Circulating Oil Samples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Check 2.8: Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Check 2.9: Manoeuvring Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Check 2.10: Timing Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3. Checks at Engine Standstill during Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Check 3.1: Bolts, Studs and Nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Check 3.2: Chain Casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Check 3.3: Leakages and Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Check 3.4: Pneumatic Valves in the Control Air System . . . . . . . . . . . . . . . . . . . . . . . . . 4
Check 3.5: Bottom Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
4. Checks at Engine Standstill after Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Check 4.1: Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Check 4.2: Piston Rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Check 4.3: Turning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Check 4.4: Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Check 4.5: Cylinder Lubricators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Check 4.6: Manoeuvring Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Check 4.7: Air Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
5. Laid-up Vessels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
MAN B&W Diesel A/S
Checks during Standstill Periods 702-01
1. General
The present chapter describes how to check up on the condition of the engine
while it is at a standstill.
To keep the engine-room staff well informed regarding the operational condition,
we recommend recording the results of the inspections in writing.
The checks mentioned below follow a sequence which is suited to a forthcoming

period of major repairs.
Checks 2.1-2.9
should be made regularly at engine standstill during normal service.
Checks 2.1 to 2.9 should be coordinated and evaluated together

with the measurements described in Chapter 706, ‘Engine Synopsis’.
Checks 3.1-3.5
should be made at engine standstill during the repairs.
Checks 4.1-4.7
should be made at engine standstill after the repairs.
If repair or alignment of bearings, crankshaft, camshaft or pistons has been carried

out, repeat checks 2.1, 2.2 and 2.6.
Checks to be made just before starting the engine are mentioned in Chapter 703.
2. Regular Checks at Engine Standstill during Normal Service

The work should be adapted to the sailing schedule of the ship, such that it can be
carried out at suitable intervals – for instance as suggested in Vol. II Introduction
‘Checking and Maintenance Programme’.
The maintenance intervals stated therein are normal for sound machinery. If, how-
ever, a period of operational disturbances occurs, or if the condition is unknown
due to repairs or alterations, the relevant inspections should be repeated more fre-
quently.
Based upon the results of Checks 2.1-2.9, combined with performance observa-
tions, it is determined if extra maintenance work (other than that scheduled) is nec-
essary.
Check 2.1: Oil Flow

While the circulating oil pump is still running and the oil is warm, open up the crank-
case and check that the oil is flowing freely from all crosshead, crankpin and main
bearings.
When referring to this page, please quote Operation 702-01 Edition 0002 Page 1 (6)
MAN B&W Diesel A/S
The oil jets from the axial oil grooves in the crosshead bearing lower shells should
be of uniform thickness and direction. Deviations may be a sign of “squeezed
white-metal” or clogged-up grooves, see also Section 708-01.
Check also that oil is flowing freely from bearings, spray pipes and spray nozzles
in the chain drive.
By means of the sight glasses at the piston cooling oil outlets, check that the oil is
passing through the pistons.
Check also the thrust bearing and camshaft lubrication.
After a major overhaul of pistons, bearings, etc.,

this check should be repeated before starting the engine.
Check 2.2: Oil Pan, and Bearing Clearances

After stopping the circulating oil pump, check the bottom of the oil pan for frag-
ments of white metal from the bearings.
Check crosshead, crankpin, main bearing and thrust bearing clearances with a
feeler gauge, and note down the values, as described in Section 708-01.
Check 2.3: Filters

Open up all filters, (also automatic filters), to check that the wire gauze and/or oth-
er filtering material is intact, and that no foreign bodies are found, which could in-
dicate a failure elsewhere.
Check 2.4: Scavenge Port Inspection

Inspect the condition of the piston rings, cylinder liners, pistons, and piston rods,
as detailed in Section 707-01.
Note down the conditions as described in Section 707-01.
During this inspection, circulate the cooling water and cooling oil through the en-
gine so that leakages, if any, can be discovered.
Remove any coke and sludge from the scavenge air ports and boxes.
(In case of prolonged port calls or similar, follow the precautions mentioned in
point 4.2).
Check 2.5: Exhaust Receiver

Open up the exhaust receiver and inspect for deposits and/or any metal frag-
ments, (which could indicate a failure elsewhere). Examine also the gas grid to
make sure that it is clean and undamaged.
Check 2.6: Crankshaft

Take deflection measurements as described in Section 708-02.
MAN B&W Diesel A/S
Check 2.7: Circulating Oil Samples

Take an oil sample and send it to a laboratory for analysis and comments.
(See Section 708-04).
Check 2.8: Turbocharger

Unscrew the drain plugs or open the cocks at the bottom of the turbocharger hous-
ings. Also drain from the drain box/pipe in the exhaust gas uptake (also used when
cleaning the exhaust gas evaporator).
This prevents the possible accumulation of rain water, which could cause corro-
sion in the gas ducts, and partial wash-off of soot deposits, which again may result
in unbalance of the turbocharger rotor.
Open inspection covers (if fitted) or remove the gas inlet pipe on the turbine side
of the charger, and check for deposits on the turbine wheel and nozzle ring. See
also Check 4.4 regarding precautions to avoid turbocharger bearing damage dur-
ing engine standstill.
Check 2.9: Manoeuvring Gear

Frequently check the movability of the system.
Disconnect the governor from the regulating gear by means of the impact hand-
wheel in the engine side control console. Move the rod connections by means of
the regulating handle to check that the friction in the regulating gear is sufficiently
low.
Lubricate the system (bearings and rod connections) at intervals of about 4000
hours.
Use grease of a good quality, and with a “melting” point of about 120°C.
For the governor, use an anti-corrosive oil, with additives against: foam, sludge
formation, and damage to gaskets and paint.
The viscosity index should be high and the viscosity be in the range 22-68 cSt at
40°C.
Regarding check of the governor, see the producer’s special instructions.
Check 2.10: Timing Guide

(Only for engines with VIT, Variable Injection Timing)
In order to keep the timing guide in an optimum service condition with regard to
movability, we recommend that you twice a year apply diesel oil via the plug screw
hole at the base of the fuel pump housings.
When the diesel oil has drained off, apply lube oil and reinstall the plug screw.
Page 3 (6) When referring to this page, please quote Operation 702-01 Edition 0002
MAN B&W Diesel A/S
3. Checks at Engine Standstill during Repairs

Check 3.1: Bolts, Studs and Nuts
Check all bolts, studs and nuts in the crankcase and chain casing to make sure
that they have not worked loose.
The same applies to the holding-down bolts in the bedplate. Check that side and
end chocks are properly positioned, see also Vol. II ‘Maintenance’, Chapter 912.
Check all locking devices.
Check 3.2: Chain Casing

Inspect the chains, wheels, bearings and rubber-bonded guide bars.
Check the hydraulic damper of the chain tightener, see also Vol. II ‘Maintenance’,
Chapter 906-2.1.
Check 3.3: Leakages and Drains

Remedy any water or oil leakages. Clean drain and vent pipes of possible block-
ages by blowing-through.
Check 3.4: Pneumatic Valves in the Control Air System

Clean the filters.
Check 3.5: Bottom Tank

If not done within the previous year, pump the oil out of the bottom tank and re-
move the sludge. After brushing the tank ceiling (to remove rust and scale), clean
the tank and coat the ceiling with clean oil.
After brushing the tank ceiling (to remove rust and scale), clean the tank and coat
the ceiling with clean oil.
4. Checks at Engine Standstill after Repairs

If repair or alignment of bearings, crankshaft, camshaft or pistons has been carried
out, repeat Checks 2.1, 2.2 and 2.6.
Check 4.1: Flushing

If during repairs (involving opening-up of the engine or circulating oil system) sand
or other impurities could have entered the engine, flush the oil system while by-
passing the bearings, as described in Chapter 708.
Continue the flushing until all dirt is removed.
Check 4.2: Piston Rods

If the engine is to be out of service for a prolonged period, or under adverse tem-
perature and moisture conditions, coat the piston rods with clean oil, and turn the
engine while the circulating oil pump is running.
Repeat this procedure regularly in order to prevent corrosion attack on piston rods
and crankcase surfaces.
MAN B&W Diesel A/S
Check 4.3: Turning

After restoring normal oil circulation, check the movability of the engine by turning
it one or more revolutions using the turning gear.
Before leading oil to the exhaust valve actuators:

• Engines without Unilub: via the camshaft oil pump,
• Engines with Unilub: via the main lube oil pump,
and camshaft booster pumps,
check that air supply is connected to the pneumatic pistons of the exhaust valves,
and that the exhaust valves are closed. See also Chapter 703.
Check 4.4: Turbocharger

Mount the drain plugs, (or close the cocks) and re-fit the inspection covers.
Make sure that the turbocharger shafts do not rotate during engine standstill, as
the bearings may suffer damage if the shafts rotate while the lube oil supply is
stopped.
Check 4.5: Cylinder Lubricators

See also Plate 70716.
HJ Type
Manually operate the “button pumps” until the cylinder oil is known for certain to
be flowing from all the cylinder liner lubricating orifices:
Check that all steel balls are moving in the sight tubes, indicating oil flow.
Turn each main piston to BDC in turn, and check, via the scavenge ports, the lube
oil flow to the cylinder liner. See Plate 70701.
Check that all pipe connections and valves are tight.
Alpha Lubricator Type
Press the PRE-LUBRICATION button on the HMI panel and inspect that all LED’s for
feedback indication on the intermediate boxes are flashing. This indicates that the
lubricators are functioning correctly. If in doubt, dismantle the pipe at the cylinder
liner to observe the oil flow.
Check 4.6: Manoeuvring Gear

See Check 2.9.
Check 4.7: Air Cooler

With the cooling water pump running, check if water can be seen through the drain
system sight glass or at the small drain pipe from the water mist catcher.
If water is found, the cooler element is probably leaking. In that case the element
should be changed or repaired.
MAN B&W Diesel A/S
5. Laid-up Vessels
During the lay-up period, and also when preparing the engine for a long time out
at service, we recommend that our special instructions for preservation of the main
engine are followed.
MAN B&W Diesel A/S
Starting, Manoeuvring
and Running
703
Starting, Manoeuvring and Running Chapter 703
Table of Contents
703-01 Preparations for Starting

1. Air Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Lube Oil Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Cooling Water Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4. Slow-Turning the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

4.1 Slow-turn with Slow-Turning Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4.2 Slow-turn with Turning Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5. Fuel Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
6. Checking the Fuel Regulating Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
7. Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
703-02 Starting-up
1. Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Starting Difficulties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Supplementary Comments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4. Checks during Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
703-03 Loading
1. Loading Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Checks during Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
703-04 Running
1. Running Difficulties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Supplementary Comments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3. Check during Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
703-05 Preparations PRIOR to Arrival in Port
703-06 Stopping
MAN B&W Diesel A/S
Chapter 703 Starting, Manoeuvring and Running
Table of Contents
703-07 Operations AFTER Arrival in Port
703-10 Engine Control System, FPP Plant, 50-70MC Engines

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Remote Control from Control Room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. Remote Control from Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4. Manual Control from Engine Side Control Console. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
5. Interlocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
6. Safety System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
7. Sequence Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
8. Function of the Individual Valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
9. Symbol Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
703-11 Engine Control System, CPP Plant, 50-70MC Engines

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Bridge Control: Restart of Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
5. Interlocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
6. Safety System, Sequence Diagram, etc.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
7. General (Non-Reversible Engines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
9. Bridge Control: Restart of Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
11. Interlocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
12. Safety System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
MAN B&W Diesel A/S
Chapter 703 Starting, Manoeuvring and Running
Table of Contents
703-12 Engine Control System, FPP Plant, 80-108MC/MC-C Engines

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Remote Control from Bridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
5. Interlocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
6. Safety System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
703-13 Crash-Stop (FPP Plants and Reversible CPP Plants)
PLATES
Manual Control from Engine Side Control Console . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70301

Change-over from Normal to Manual Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70302
Manoeuvring Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70303
Starting Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70304
Sequence Diagram, FPP Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70305
Control Room Control, STOP. Safety System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70306
Control Room Control, START, AHEAD, ASTERN . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70307
Control from Engine Side Control Console, STOP, START, AHEAD, ASTERN . . . Plate 70308
Sequence Diagram, CPP Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70309
Control Room Control, STOP, START, AHEAD, ASTERN. Safety System . . . . . . Plate 70310
Bridge Control, Restart of Engine (Showing ‘START AHEAD’) . . . . . . . . . . . . . . . . Plate 70311
Remote Control, STOP, START. Safety System. . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70312
Control from Engine Side Control Console, STOP, START . . . . . . . . . . . . . . . . . . Plate 70313
Control Room Control, STOP. Safety System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70314
Control Room Control, START, AHEAD, ASTERN . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70315
Control from Engine Side Control Console, STOP, START, AHEAD, ASTERN . . . Plate 70316
MAN B&W Diesel A/S
Preparations for Starting 703-01
Starting-up, Manoeuvring and Arrival in Por
General:
The following descriptions cover the standard manoeuvring sys-
tem for the 50-108MC/MC-C engines.
Since the manoeuvring and hydraulic system supplied for a spe-

cific engine may differ from the standard system, ‘Plant Installa-
tion Drawings’ should always be consulted when dealing with
questions regarding a specific plant.
See Section 705-03 regarding correct fuel oil temperature before starting.
For information on checks to be made before starting, when cylinders are out of
operation, see Section 704-04.
1. Air Systems
· Drain water, if any, from the starting air system.
· Drain water, if any, from the control air system at the receivers.
· Pressurise the air systems. Check the pressures.
See also Section 701-02.
· Pressurise the air system to the pneumatic exhaust valves.
Air pressure must be applied before the lube oil pump is started.
This is necessary to prevent the exhaust valves from opening too
much. See also Section 702-01.
· Engage the lifting/rotation check rod mounted on each exhaust valve,

and check that the exhaust valves are closed.
2. Lube Oil Systems

1. Start the lube oil pumps for:
– Engine
– Camshaft
– Engines without Unilub: camshaft lube oil pumps,
– Engines with Unilub: camshaft booster pumps.
– Turbochargers
If the turbochargers are equipped with a separate, built-in, lubrication
system, check the oil levels through the sight-glasses.
Check the oil pressures. See also Section 701-02.
MAN B&W Diesel A/S
2. Check the oil flow, through the sight-glasses, for:

– Piston cooling oil
– Turbochargers
3. Check that the cylinder lubricators are filled with the correct type of oil.
4. Operate the cylinder lubricators manually.
Check that oil is emitted. See also Chapter 702, Check 4.5.
Check regularly during service that the Load Change

Dependent lubricators function properly.
See also the producer’s special instructions.
5. For 70-98 MC/MC-C engines equipped with double apparatus

Alpha Lubricator, note the following:
In case of cold engine room conditions:

Before starting the engine this valve (see Plate 70713 Fig. 3)
is to be opened to circulate and heat up the cylinder oil.
The valve must be closed before starting the engine.
On MC/ MC-C engines with one lubricator per cylinder, the valve on the cyl-
inder block intended for emptying the accumulator at overhaul can also be
used as a by-pass valve.
3. Cooling Water Systems
The engine must not be started if the jacket cooling water temperature
is below 20°C.
Preheat to minimum 20°C or, preferably, to 50°C. See also Sections 703-03 and
703-07.
· Start the cooling water pumps.

· Check the pressures. See also Section 701-02.
4. Slow-Turning the Engine

This must be carried out to prevent damage caused by fluid in one of the cylinders,
and to check the reversing mechanism.
Before beginning the slow-turning, obtain permission from the bridge.
Always carry out the slow-turning at the latest possible moment be-fore
starting and, under all circumstances, within the last 30 minutes.
MAN B&W Diesel A/S
Preparations for Starting 703-01
Is the special slow turning device installed?
YES Follow Procedure 4.1

NO Follow Procedure 4.2
4.1 Slow-turn with Special Slow-Turning Device

1. Disengage the turning gear.
Check that it is locked in the OUT position.
Check that the indicator lamp for TURNING GEAR ENGAGED extinguishes.
2. Lift the locking plate of the main starting valve to the SERVICE position. Check
the indicator lamp.
– The locking plate must remain in the upper position during running.
– The locking plate must remain in the lower position during repairs.
3. Open the indicator valves.
4. Turn the slow-turning switch to SLOW-TURNING position.
5. Move the regulating handle to START position. Check to see if fluid flows out
of any of the indicator valves.
Check that the individual air cylinders reverse the displaceable rollers for each
fuel pump to the outer position.
6. When the engine has moved one revolution, move the handle back to STOP
position.
7. Turn the reversing handle to the opposite direction of rotation. Repeat points
5 and 6.
8. Turn the slow-turning switch back to NORMAL position.
9. Close the indicator valves.
4.2 Slow-turn with Turning Gear

1. Open the indicator valves.
2. Give REVERSING order by moving the reversing handle to the opposite direc-
tion of rotation.
3. Turn the engine one revolution with the turning gear in the direction indicated
by the reversing handle.
Check to see if fluid flows out of any of the indicator valves.
Check that the individual air cylinders reverse the displaceable rollers for each
fuel pump to the outer position.
4. Repeat points 2 and 3 in the opposite direction of rotation.
5. Close the indicator valves.
MAN B&W Diesel A/S
6. Disengage the turning gear.

Check that it is locked in the OUT position.
Check that the indicator lamp for TURNING GEAR ENGAGED extinguishes.
7. Lift the locking plate of the main starting valve to the SERVICE position. Check
the indicator lamp.
– The locking plate must remain in the upper position during running.
– The locking plate must remain in the lower position during repairs.
5. Fuel Oil System

Regarding fuel oil temp. before starting, see Section 705-03.
· Start the fuel oil supply pump and circulating pump. If the engine was running
on heavy fuel oil until stop, the circulating pump is already running.
Check the pressures and temperatures.
6. Checking the Fuel Regulating Gear

· Close the shut-off valve of the starting air distributor to prevent the engine from
turning. Check the indicator lamp.
· Switch over to control from the engine side control console.
See description of the procedure on Plate 70302.
· Turn the regulating handwheel to increase the fuel pump index, and check that
all the fuel pumps follow to the FUEL SUPPLY position. With the regulating hand-
wheel back in STOP position, check that all the fuel pumps show zero-index.
· Switch back to NORMAL control by following Plate 70302.
· Open the shut-off valve of the starting air distributor. Check that the indicator
lamp extinguishes.
7. Miscellaneous
· Lubricate the bearings and rod connections in the regulating gear, etc., at the
intervals stated in Section 702-01.
· Switch on the electrical equipment in the control console.
· Set switch for the auxiliary blowers in AUTO position.
The blowers will start at intervals of 6 sec.
See the Warning of scavenge air box fire due to incorrectly work-
ing auxiliary blowers in Section 704-01.
· Check that all drain valves from scavenge air receiver and boxes to drain tank
are open and that test cocks are closed. See Plate 70402.
The engine is now ready to start.
MAN B&W Diesel A/S
Starting-up 703-02
703-02 Starting-up
1. Starting
Start the engine as described under START-order in Section 703-10 for fixed pitch
propeller plants and in Section 703-11 for controllable pitch propeller plants.
If the engine has been out-of-service for some time, starting-up is usu-
ally performed as a quay-trial. Prior to this, it must be ascertained that:
1. The harbour authorities permit quay-trial.
2. The moorings are sufficient.
3. A watch is kept on the bridge.
2. Starting Difficulties
Starting Difficulties – See also ‘Supplementary Comments’ in this Section
Difficulty Point Possible Cause Remedy
Engine fails to turn 1 Pressure in starting air receiver Start the compressors. Check
on starting air after too low. that they are working properly.
START order has
been given
2 Valve on starting air receiver Open the valve.
closed.
3 Valve to starting air distributor Open the valve.
closed.
4 No pressure in the control air Check the pressure (normally 7
system. bar). If too low, change over to
the other reducing valve and
clean the filter.
5 Main starting valve (ball valve) Lift locking plate to working posi-
locked in closed position. tion.
6 Main starting valve (ball valve) Release the turning gear locking
does not function owing to acti- device.
vated turning gear locking device.
7 Control selectors are wrongly set. Correct the setting.
8 The starting air distributor has Lubricate and make the shaft
not activated its end stop valve. movable so that the distributor
moves easily. Check and adjust
the air cylinder and end stop
valves.
MAN B&W Diesel A/S
703-02 Starting-up
Starting Difficulties (Continued) – See also ‘Supplementary Comments’ in this Section
9 Pistons in starting air distributor Lubricate and make the pistons

sticking. movable. Overhaul the starting
air distributor.
10 Distributor wrongly ad-justed. Check the timing marks, see Vol.
II, Maintenance, proc. 907-2.
Alternatively, with engine piston 1
in TDC, check that the starting air
distributor piston for cyl. 1 is lifted
to the same height (within a toler-
ance of about 0.2 mm) by, re-
spectively, the AHEAD and ASTERN
cam of the starting air distributor.
11 Sticking control valve for starting Overhaul the control valve slide.
air distributor.
12 Starting air valves in cylinder cov- Pressure-test the valves.
ers defective. Replace or overhaul defective
valves, see also Section 703-07.
13 Control air signal for starting Find out where the signal has
does not reach the engine. been stopped and correct the
fault.
13A Propeller blades are not on zero- Set pitch to zero position.
pitch (CPP-plants).
Engine does not 14 Coil of solenoid valve for the See the ‘Bridge Control’ instruc-
reverse when desired direction of rotation does tion book.
order is given. not receive voltage.
15 Control air signal for the desired By loosening one copper pipe at
direction of rotation does not a time on the signal’s route
reach the engine. through the system, find the
defective valve or pipe which
stops the signal.
Repair or replace the valve.
Engine turns too 16 ‘Slow-turning’ (option) of engine Set the ‘slow-turning’ adjustment
slowly (or adjusted too low. screw so that the engine turns as
unevenly) on slowly as possible without falter-
starting air ing.
17 ‘Slow-turning’ (option) is not can- See the ‘Bridge Control’ instruc-
celled (automatic control). tions.
18 Faulty timing of starting air dis- Check the timing, see also point
tributor. 10.
MAN B&W Diesel A/S
Starting-up 703-02
19 Defective starting valves in cylin- Pressure-test the valves for leak-

der covers. ages, see also Section 703-07.
Replace or overhaul the defective
valves.
Engine turns on 20 Puncture valves not deaerated. Find the cause of the stop-order
starting air but and correct the fault.
stops after receiv-
ing order to run on
fuel
21 Shut-down of engine. Check pressure and tempera-
ture. Reset ‘shut-down’.
22 Sluggishness in the manoeuvring Lubricate the manoeuvring gear.
gear. Ensure that the fuel pumps, rod
connections and bearings are
movable.
See Section 702-01.
23 Faulty adjustment of manoeu- Check the rod connections.
vring gear. Check that the fuel pump index
corresponds to ‘Adjustment on
testbed’, see Section 701-04.
24 Governor air booster (Woodward) See the Governor instructions.
does not supply oil pressure to
the governor during the starting
air period. (Woodward governor
only).
25 The pre-set speed setting pres- The pressure shall be set
sure to the governor (Wood- between 1.6 and 2.0 bar, and
ward), is set too low, or for too maintained for about 6 seconds.
short a period.
26 Engine runs too long on starting Automatic running: Adjust the
air, so the governor has time to starting level, see Plates 70305
regulate the pump index down- and 70311. Manual running:
wards, before running starts on Shorten the starting air period.
fuel oil.
MAN B&W Diesel A/S
703-02 Starting-up
27 Fault in governor. Woodward governor

Check that the governor func-
tions with the correct oil pressure.
Check that the limiting functions
in the governor are adjusted cor-
rectly.
Deflection at the starting moment
shall be about 6 on the terminal
lever scale.
For further fault-finding, see the
Governor instructions.
Electronic governor
See the Governor instruction
book.
See also ‘Difficulties during Run-
ning’, Point 28, further on in this
Section.
Engine turns on 28 Auxiliary blowers not functioning. Start auxiliary blowers.
fuel, but runs un-
evenly (unstable)
and will not pick-
up rpm.
29 Scavenge air limit set at too high Check level of scavenge air lim-
or too low level. iter.
Check the scavenge air pressure

and the exhaust gas pressure at
the actual load. Compare the
pressures with shop or seatrial
observations.
30 Fuel filter blocked. Clean the filter.
31 Too low fuel pressure. Increase the pressure.
32 One or more cylinders not firing. Check suction valve and punc-
ture valve in fuel pump.
Check individual index, if no

index, check the rod connections
and the safety shut-down system.
If fault not found, change fuel

valves.
MAN B&W Diesel A/S
703-02 Starting-up
3. Supplementary Comments
Item 2, ‘Starting Difficulties’ gives some possible causes of starting failures, on
which the following supplementary information and comments can be given.
Point 1
The engine can usually start when the starting air pressure is above 10 bar. The
compressors should, however, be started as soon as the pressure in the starting
air receiver is below 25 bar.
Points 12, 26 and 28

The testing procedure describing how to determine that all starting valves in the
cylinder covers are closed and are not leaking is found in Section 703-07. If a start-
ing valve leaks during running of the engine, the starting air pipe concerned will
become very hot. When this occurs, the starting valve must be replaced and over-
hauled, possibly replacing the spring. If the engine fails to start owing to the causes
stated under 12, this will usually occur in a certain position of the crankshaft.
If this occurs during manoeuvring, reversing must be made as quickly as possible

in order to move the crankshaft to another position, after which the engine can be
started again in the direction ordered by the telegraph.
Point 13
Examine whether there is voltage on the solenoid valve which controls the starting
signal. If not, see the special instruction book for the engine control system.
If the solenoid valve is correctly activated or the engine is being manually control-
led, trace the fault by loosening one copper pipe at a time on the route of the signal
through the system, until the valve blocking the signal has been found. The failure
can be due to a defective valve, or to the causes mentioned under points 8, 9, 10
and 21.
Point 21
If the shut-down was caused by over-speed, cancel the shut-down impulse by
moving the regulating handle to the STOP position, whereby the cancellation switch
closes, and the puncture valves are vented.
If the shut-down was caused by too low pressures or too high temperatures, bring
these back to their normal level. The shut-down impulse can then be cancelled by
actuating the appropriate “reset” switch on the alarm panel.
In MANUAL control mode, the shut-down signal is reset by moving the regulating
handwheel to STOP position.
4. Checks during Starting

Make the following checks immediately after starting:
MAN B&W Diesel A/S
Starting-up 703-02
Check 1: Direction of Rotation

Ensure that the direction of propeller rotation corresponds to the telegraph or-
der.
Check 2: Exhaust Valves

See that all exhaust valves are operating correctly.
Disengage the lifting/rotation indicators after checking the functioning. Check that
the slide valve spindles of the sealing air control units protrude through the covers
to ensure sealing air supply.
Check 3: Turbochargers
Ensure that all turbochargers are running.
Check 4: Circulating Oil

Check that the pressure and discharge are in order
(main engine and turbochargers).
Check 5: Cylinders
Check that all cylinders are firing.
Check 6: Starting Valves on Cylinder Covers

Feel over the pipes. A hot pipe indicates leaking starting valve.
See also Vol. III, Chapter 911, “Safety Cap in Starting Air Line”
Check 7: Pressures and Temperatures

See that everything is normal for the engine speed. In particular: the circulating oil
(bearing lubrication and piston cooling), camshaft lubricating oil (engines without
Unilub), fuel oil, cooling water, scavenge air, and control and safety air.
Check 8: Cylinder Lubricators

Make sure that the lubricators are working, and with an even “drop height” level in
all the sight glasses.
Check that the actuators on the Load Change Dependent lubricators are in the po-
sition for increased cyl. lub. oil dosage during starting and manoeuvring.
See the producer’s special instructions.
Check the oil levels in the centre glass, and the feeder tank.
The lubricator pump stroke should be occasionally checked by measur-

ing the free movement of the adjustment screw, which corresponds to
the pump stroke.
See Maker’s instruction regarding pre-calculating the pump stroke.
Follow the producer’s special instructions for checking and adjusting the pump
stroke.
MAN B&W Diesel A/S
Loading 703-03
703-03 Loading
1. Loading Sequence
Regarding load restrictions after repairs and during running-in, see Check 10.
If there are no restrictions, load the engine according to this programme:
Is the cooling water temperature above 50°C?
YES · Increase gradually to:

FPP-plants: 90% of MCR speed
CPP-plants: 80% pitch
· Increase to 100% speed/pitch over a period of

30 minutes or more.
See also Plates 70305, 70311.
NO · See table below.
Is the cooling water temperature between 20°C and 50°C?
YES · Preferably, preheat to 50°C.
· If you start with a cooling water temperature below 50°C,

increase gradually to:
FPP-plants: 90% of MCR speed
CPP-plants: 80% pitch.
· When the cooling water temperature reaches minimum

50°C, increase to 100% of MCR speed/pitch over a
period of 30 minutes or more.
· The time it takes to reach 50°C will depend on the

amount of water in the system and on the engine load.
NO · Do not start the engine.
· Preheat to minimum 20°C, or preferably to 50°C.
When 20°C, or preferably 50°C, has been reached, start

and load the engine as described above.
MAN B&W Diesel A/S
703-03 Loading
2. Checks during Loading

Check 9: Feel-over Sequence
If the condition of the machinery is uncertain (e.g. after repairs or alterations), the
“feel-over sequence” should always be followed, i.e.:
a. After 15-30 minutes’ running on SLOW

(depending on the engine size);
b. again after 1 hour’s running;
c. at sea, after 1 hour’s running at service speed;
stop the engine, open the crankcase, and feel-over the moving parts listed below
(by hand or with a “Thermo-feel”) on sliding surfaces where friction may have
caused undue heating.
During feeling-over, the turning gear must be engaged, and the main starting valve
and the starting air distributor must be blocked.
The starting air distributor is blocked by closing the cross-over valve.
Feel:
· Main, crankpin and crosshead bearings,

· Piston rods and stuffing boxes,
· Crosshead shoes,
· Telescopic pipes,
· Chains and bearings in the chain casing, and in
the moment compensator chain drives (if mounted),
· Camshaft bearing housings,
· Thrust bearing / guide bearing,
· Axial vibration damper,
· Torsional vibration damper (if mounted).
After the last feel-over, repeat Check A1: ‘Oil Flow’, in Section 702-01.
Check 10: Running-in

For a new engine, or after:
· repair or renewal of the large bearings,

· renewal or reconditioning of cylinder liners and piston rings,
allowance must be made for a running-in period.
Regarding bearings: increase the load slowly, and apply the feel-over sequence,
see Check 9. Regarding liners/rings: See Section 707-01.
MAN B&W Diesel A/S
Running 703-04
703-04 Running
1. Running Difficulties
Running Difficulties – See also ‘Supplementary Comments’ in this Section
Exhaust tempera- 1 Increased scavenge air tempera- See Section 706-02: The section
ture rises ture owing to inadequate air entitled ‘Evaluation of Records’,
a) all cyl. cooler function. point 3, ‘Air Cooler Synopsis’.
$)
2 Fouled air and gas passages. Clean the turbine by means of
dry cleaning/water washing.
Clean the blowers and air cool-
ers, see Section 706-03 .
Check the back pressure in the

exhaust gas system just after the
T/C turbine side.$)
3 Inadequate fuel oil cleaning, or See Chapter 705 $)

altered combustion characteris-
tics of fuel.
4 Wrong position of camshaft Check pmax. Check camshaft
(Maladjusted or defective chain with pin gauge. Check chain ten-
drive). sion.
b) single cyl. 5 Defective fuel valves, or fuel $)
nozzles.
6 Leaking exhaust valve Replace or overhaul the valve.
$)
7 Blow-by in combustion chamber. $)
8 Wrongly adjusted, or slipped, fuel Check the fuel pump lead.
cam.
Exhaust tempera- 9 Falling scavenge air temperature. Check that the seawater system
ture decreases. thermostat valve is functioning
a) all cyl. correctly.
10 Air/gas/steam in fuel system. Check the fuel oil supply and cir-
culating pump pressures. Check
the function of the de-aerating
valve. Check the suction side of
the supply pumps for air leak-
ages. Check the fuel oil pre-
heater for steam leakages.
MAN B&W Diesel A/S
703-04 Running
Running Difficulties (Continued) – See also ‘Supplementary Comments’ in this Section
b) single cyl. 11 Defective fuel pump suction Repair the suction valve.
valve.
12 Fuel pump plunger or puncture Replace the fuel pump or the
valve sticking or leaking. puncture valve.
13 Reversible roller guide in wrong Check the roller guide me-cha-
position (reversible engines). nism for seized bearings, roller
guide, roughened rollers or cam
etc. In case of seizure being
observed, check the cam shaft
lub. oil filter as well as the by-
pass filter for possible damage.
Engine r/min 14 Exhaust valve sticking in open Replace the exhaust valve.
decrease position.
15 Oil pressure before fuel pumps Raise the supply and circulating
too low. pump pressures to the normal
level.
16 Air/gas/steam in the fuel oil. See point 10.
17 Defective fuel valve(s) or fuel Replace and overhaul the defec-
pump(s). tive valve(s) and pump(s).
17a Fuel index limited by torque/scav- See Section 706-01.
enge air limiters in the governor
due to abnormal engine load.
18 One (or more) reversible roller See point 13.
guides in wrong position (reversi-
ble engines).
19 Water in fuel oil. Drain off the water and/or clean
the fuel more effectively.
20 Fire in scavenge air box. See Chapter 704.
21 Slow-down or shut-down. Check pressure and tempera-

ture levels. If these are in order,
check for faults in the slow-down
equipment.
22 Combustion characteristics of When changing from one fuel oil
fuel oil. type to another, alterations can
appear in the r/min, at the same
pump index.
23 Fouling of hull. See Section 706-01.
Sailing in shallow water.
MAN B&W Diesel A/S
Running 703-04
Running Difficulties (Continued) – See also ‘Supplementary Comments’ in this Section
Smoky exhaust 24 Turbocharger revolutions do not Some smoke development during

correspond with engine r/min. acceleration is normal; no meas-
ures called for.
Heavy smoke during accelera-
tion: Fault in governor limiters
setting.
25 Air supply not sufficient. See reference quoted under
point 1.
Check engine room ventilation.
26 Defective fuel valves See point 5, and Section 706-05,
(incl. nozzles). (incl. Plate 70618).
27 Fire in scavenge air box. See Chapter 704.
28 Governor failure/erratic See Item 2 ‘Supplementary Com-
regulation. ments’.
2. Supplementary Comments
Item 1, ‘Difficulties when Running’ gives some possible causes of operational dis-
turbances, on which the following supplementary information and comments can
be given.
Point 6
A leaking exhaust valve manifests itself by an exhaust temperature rise, and a
drop in the compression and maximum pressures.
In order to limit the damage, if possible, immediately replace the valve concerned,
or, as a preliminary measure, lift the fuel pump roller guide, see Section 704-04.
Point 7
In serious cases, piston ring blow-by manifests itself in the same way as a leaking
exhaust valve, but sometimes reveals itself at an earlier stage by a hissing sound.
This is clearly heard when the drain cock from the scavenge air box is opened. At
the same time, smoke and sparks may appear.
When checking, or when cleaning the drain pipe, keep clear of the line of ejection,
as burning oil can be blown out.
With stopped engine, blow-by can be located by inspecting the condition of the pis-
ton rings, through the scavenge air ports. Piston and cylinder liner become black
in the area of blow-by. Sludge, which has been blown into the scavenge air cham-
ber, can also indicate the defective cylinder. See also Section 707-03.
Since blow-by can be due to sticking of unbroken piston rings, there is a chance
of gradually diminishing it, during running, by reducing the pump index for a few
MAN B&W Diesel A/S
703-04 Running
minutes and, at the same time, increasing the cylinder oil amount. If this is not ef-
fective, the fuel pump index and the pmax must be reduced until the blow-by ceases.
The pressure rise pcomp-pmax must not exceed the value measured on testbed at the
reduced mean effective pressure or fuel pump index. Regarding adjusting of pmax,
see Vol. II ‘Maintenance’, Chapter 909.
If the blow-by does not stop, the fuel pump roller guide should be lifted, or the pis-
ton rings changed.
Running with piston ring blow-by, even for a very limited period of time, can cause
severe damage to the cylinder liner. This is due to thermal overheating of the liner.
Furthermore, there is a risk of fire in the scavenge air boxes and scavenge air re-
ceiver, see also Section 704-01.
In case of severe blow-by, there is a general risk of starting troubles owing to too
low compression pressure during the starting sequence.
Concerning the causes of blow-by, see Chapter 707, where the regular mainte-
nance is also described.
Points 10 and 16
Air/gas in the fuel oil system can be caused by a sticking fuel valve spindle, or be-
cause the spring has broken.
If a defective fuel valve is found, this must be replaced, and it should be checked
that no fuel oil has accumulated on the piston crown.
Points 13 and 18
In the normal running condition, the reversible roller guide is in a self-locking posi-
tion. (Reversible engine).
However, in the event of increased friction in the roller guide mechanism (seizure),
there is a risk that the roller guide link might change position.
Points 12 and 17
If, to obtain full load, it proves necessary to increase an individual fuel pump index
by more than 10% (from sea trial value), then this in most cases indicates that the
pump is worn out. This can usually be confirmed by inspecting the plunger. If the
cut-off edge shows a dark-coloured eroded area, the pump should be sent for re-
pair. This can usually be done by reconditioning the bore, and fitting a new plung-
er.
Point 28
If the fault lies in the governor itself, the special governor instruction book should
be consulted.
External influences can also cause erratic regulation. For instance:
· main chain drive wrongly tensioned (Woodward governor),

· falling oil pressure to the governor (Woodward governor),
MAN B&W Diesel A/S
Running 703-04
· lack of control air pressure (Woodward governor),

· sluggishness in the regulating gear,
· firing failure,
· unbalance in the load distribution between the cylinders,
see Section 706-02.
See Section 703-02.
3. Check during Running

Check 11: Thrust Bearing
Check measuring equipment.
Check 11A: Chain Tighteners

Check the chain tighteners for the cam shaft drive and the moment compensators
(if installed). The combined chain tighteners and hydraulic damping arrangements
should be readjusted, when the red-coloured part of the wear indicators is
reached. See Vol. II, Maintenance, Chapter 706.
Check 12: Shut Down and Slow Down

Check measuring equipment.
Check 13: Pressure Alarms (Pressure Switches)

General:
The functioning and setting of the alarms should be checked.
It is essential to carefully check the functioning and setting of pressure sensors

and temperature sensors.
They must be checked under circumstances for which the sensors are designed
to set off alarm.
This means that sensors for low pressure/temperature should be tested with falling
pressure/temperature, and sensors for high-pressure/temperature should be test-
ed with rising pressure/temperature.
Checking:
If no special testing equipment is available, the checking can be effected as fol-
lows:
a. The alarm pressure switches in the lubricating and cooling systems may be pro-
vided with a test cock, by means of which the pressure at the sensor may be
decreased, and the alarm thereby tested.
b. If there is no such test cock, the alarm point must be displaced until the alarm
is given. When the alarm has thus occurred it is checked that the pressure
switch scale is in agreement with the actual pressure. (Some types of pressure
switches have an adjustable scale).
MAN B&W Diesel A/S
Running 703-04
Then reset the pressure switch to the preselected alarm limit, which should
cause the alarm signal to stop.
Check 14: Temperature Alarms (Thermostats)

See also Check 13, ‘General’.
Most of the thermostatic valves in the cooling systems can likewise be tested by
displacing the alarm point, so that the sensor responds to the actual temperature.
However, in some cases, the setting cannot be reduced sufficiently, and such
valves must either be tested when the service temperature has been reached, or
by heating the sensing element in a water bath, together with a reference ther-
mometer.
Check 15: Oil Mist Detector

Check the oil mist detector.
Adjustment and testing of the alarm function is effected in accordance with the in-
structions given on the equipment, or in the separate Oil Mist Detector instruction
book.
Check 16: Observations

Make a full set of observations, including indicator cards, see Plate 70603 ‘Per-
formance Observations’ and Section 706-04. Check that pressures and tempera-
tures are in order.
Check the load distribution between the cylinders, see Section 706-02.
MAN B&W Diesel A/S
Preparations PRIOR to Arrival in Port 703-05
703-05 Preparations PRIOR to Arrival in Port
See Section 707-01 regarding scavenge port inspection prior to

arrival in port.
1. Decide whether the harbour manoeuvres should be carried out on diesel oil
or on heavy fuel oil. See also Section 705-03.
Change-over should be carried out one hour before the first manoeuvres are
expected. See Section 705-03.
2. Start an additional auxiliary engine to ensure a power reserve for the manoeu-
vres.
3. Make a reversing test (FPP-plants). This ensures that the starting valves and
reversing mechanism are working.
4. Blow-off any condensed water from the starting air and control air systems
just before the manoeuvres.
MAN B&W Diesel A/S
Stopping 703-06
703-06 Stopping
Stop the engine as described under stop-order in Section 703-10 for fixed pitch
propeller plants and in Section 703-11 for controllable pitch propeller plants.
See also Section 703-13 ‘Crash-Stop (FPP-Plants and Reversible CPP-Plants)’.
MAN B&W Diesel A/S
Operations AFTER Arrival in Port 703-07
1. Operations AFTER Arrival in Port

When the ‘FINISHED WITH ENGINE’ order is received in the control room:
1. Switch over to control room control.

2. Switch-off the auxiliary blowers.
3. Test the starting valves for leakage:
– Obtain permission from the bridge.
– Check that the turning gear is disengaged.
This is because a leaky valve can cause the crankshaft to rotate.
– Close the valve to the starting air distributor.
– Open the indicator valves.
– Change-over to manual control from engine side control console.
See Section 703-10 ‘Manual Control form Engine Side Control Console’,
regarding the change-over procedure.
– Activate the START button.
This admits starting air, but not control air, to the starting valves.
– Check to see if air blows out from any of the indicator valves.
In this event, the starting valve concerned is leaky.
– Replace or overhaul any defective starting valves.
4. Lock the main starting valve in its lowest position by means of the locking
plate.
Engage the turning gear.
Check the indicator lamp.
Check that the valve to the starting air distributor is closed.
5. Stop the camshaft lube oil pump/booster pumps.
6. Close and vent the control air and safety air systems.
Check that the action of the springs causes the slide valve spindles of the
sealing air control units to move inwards, thus stopping the sealing air supply.
Do not stop the air supply to the exhaust valve air cylinders, as air draught
through an open exhaust valve may cause the turbocharger shaft to rotate,
thus causing bearing damage, if the lube oil supply to the turbocharger is
stopped.
7. Wait minimum 15 minutes after stopping the engine, then:
– stop the lube oil pumps
– stop the cooling water pumps.
MAN B&W Diesel A/S
This prevents overheating of cooled surfaces in the combustion

chambers, and counteracts the formation of carbon deposits in
piston crowns.
8. Fuel oil pumps:
Did engine run on heavy fuel oil until STOP?
YES · Stop the fuel oil supply pumps.
· Do not stop the circulating pumps.
· Keep the fuel oil preheated.

The circulating oil temperature may be reduced during
engine standstill, as described in Section 705-03 ‘Fuel Pre-
heating when in Port’.
Cold heavy fuel oil is difficult or even impossible to pump
NO · Stop the fuel oil supply and circulating pumps.
9. Freshwater preheating during standstill:
Will harbour stay exceed 4-5 days?
YES · Keep the engine preheated or unheated.

However, see Items 1.3 and 3.1.
NO · Keep the engine preheated to minimum 50°C.

This counteracts corrosive attack on the cylinder liners
during starting-up.
· Use a built-in preheater or the auxiliary engine cooling

water for preheating of the engine.
See also Section 709-03 ‘Jacket Water Cooling System’
10. Switch-off other equipment which need not operate during engine standstill.
11. Regarding checks to be carried out during engine standstill, see Chapter 702
MAN B&W Diesel A/S
Engine Control System,
703-10
FPP Plant, 50-70MC-Engines
703-10 Engine Control System, FPP Plant, 50-70MC Engines
1. General
For plants equipped with fixed pitch propeller, the following modes of control are
available:
– Remote control from control room

– Remote control from bridge (option)
– Manual Control from engine side control console.
On Plate 70306, the pneumatic STOP signal is indicated in red and control air is
indicated in green.
The safety air system, which is indicated in purple, is only

pressurised after valve 127-C6 during engine shut-down.
See Chapter 701, ‘Alarm Limits’.
The manoeuvring system is shown with the following status:
– STOP
– Latest direction of rotation ordered: AHEAD
– Power on (pneumatic + electric)
– Main starting valve on SERVICE.
– In this condition the engine is ready to start.
MAN B&W Diesel A/S
703-10
2. Remote Control from Control Room Plates 70306, 70307

The change-over valve (100-E2) must be in its ‘Remote Control’ position.
STOP, START, reversing (AHEAD or ASTERN) and speed-setting orders are given
manually by moving the regulating handle, corresponding to the order from the
bridge.
STOP order The STOP signal is indicated in red on Plates 70306, 70307
Move the regulating handle to STOP position
The following items are actuated: Function:
63-K1 Activates valve 84-K4 and subsequently valve 38-D4, which

(STOP switch) activates:
25-C4: Leads control air to the puncture valve on each fuel pump
This prevents the injection of high-pressure fuel oil into
the cylinders.
117-B8: Activates the starting air distributor so that it is ready when
the starting signal is given.
40-B2 Adjusts the fuel pumps to maximum VIT-index by means of reducing

(Via 151-A4) valve 59-C1. The consequent early fuel oil injection facilitates start-
ing and running in ASTERN direction.
The STOP signal is kept as long as the regulating handle is in STOP position, in START posi-
tion and in the range in between.
MAN B&W Diesel A/S
703-10
The START signal is indicated in dotted red on Plates 70307.

START order The AHEAD signal is indicated in blue, and the ASTERN signal
is indicated in dotted blue on Plate 70307.
Note: Regarding slow-turning, see ‘Slow-Turning (Optional)’
Acknowledge the telegraph. Move the regulating handle into START position, in the required
direction of rotation. The following describes the sequence for START AHEAD.
The following items remain actuated: Function:
63-K1 Maintains the STOP-signal, see ‘STOP-order’, above.
176-K1 • Activates valve 86-K4, which:

(AHEAD switch) – Activates valve 10-G11 which supplies air to reversing
cylinders 13-C11 and 57-E9.
This causes reversing of the starting air distributor and the
roller guides for the fuel pumps, provided that they are not
already in the required position.
Note: The roller guides are only able to reverse when the
engine rotates.
– Leads air to interlock valve 55-E8.
When the starting air distributor has reached the required posi-
tion, air is supplied to valve 37-E5.
This prevents the engine from starting if the starting air distrib-
utor is in an incorrect position.
64-K1 • Activates valve 90-K5 and subsequently valve 37-E5.

(START switch) Provided interlock valve 55-E8 is released:
– Leads pilot air to valve 33-D5.
Provided the turning gear is disengaged (115-G7):
– Activates valves:
14-E9: Blocks reversing of the starting air distributor to
prevent damage.
15-E10: See 14-E9, above.
26-B8: Admits air supply to the starting air distributor.
27-D9: Opens the main starting valve and the (Optional)
slow-turning valve which leads air to:
– Starting air distributor
– Starting valves
Note: If slow-turning is installed, valve 28-C9 is inserted to
prevent opening of the main starting valve until the crankshaft has
rotated at least one revolution.
The engine will now rotate on starting air. When the RPM-detector, H7, detects the AHEAD
motion, valve 40-B2 is deactivated, enabling regulating valve 53-C2 to control the fuel pump
VIT-index via valve 52-A2 during running AHEAD.
MAN B&W Diesel A/S
703-10
START order (Cont.)
When START-LEVEL
8 – 12% of MCR speed, see Plate 70305
RPM is reached:
Move the regulating handle to the ordered position. (However, see Section 703-03).
The following items are deactuated: Function:
63-K1 Deactivates valve 84-K4 and subsequently valve 38-D4, which

(STOP switch) deactuates:
25-C4: Vents puncture valves (A3), causing high-pressure fuel oil to
be injected into the cylinders.
117-B8: Cuts-off the pilot air supply to the starting air distributor. The
memory function causes those starting valves which are
already activated to stay open during the remaining opening
period.
64-K1 Deactivates valve 90-K5 and subsequently valve 37-E5, causing

(START switch) deactivation of valve 33-D5, and with one second’s delay (32-D5)
deactivates:
14-E9: Vents the blocking of the starting air distributor.
26-B8: Closes the air supply to the starting air distributor.
27-D9: Closes the main starting valve and the (optional) slow-turn-
ing valve,
This one second’s delay causes the main starting valve to remain
open, so as to supply air to those cylinders that are in START posi-
tion.
176-K1 With six seconds’ delay, valve 86-K4 deactivates valve 10-G11
(AHEAD switch) which vents reversing cylinders 13-C11 and 57-E9.
This six seconds’ delay is to ensure that the fuel roller guides
change their position.
Set the speed with the regulating handle. See also Section 703-03.
In case of START-FAILURE, i.e. if the engine stops after the starting sequence is finished:
• Cancel the limiters in the governor by activating switch 79-H2.

This allows the governor to give more fuel during the starting sequence.
• Make a new start attempt as described under ‘START order’, above.
MAN B&W Diesel A/S
703-10
Reversing and START in a new direction
Regarding reversing and start in a new direction when the ship’s speed is high, see
Section 703-13 ‘Crash-Stop (FPP-Plants and Reversible CPP-Plants)’
• Stop the engine, as described under ‘STOP order’, above.

• Start the engine in the opposite direction, as described under ‘START order’, above.
• During starting and running in ASTERN direction, valve 40-B2 is activated, hereby
leading the pre-set air signal for maximum VIT-index from valve 59-C1 to the VIT-
actuators (52-A2). The consequent early fuel injection facilitates starting and running
in ASTERN direction.
Slow-Turning (Optional)
If the manoeuvring system is equipped with a slow turning feature, we recommend using
this in connection with starting the engine, if it has been stopped for more than 30 minutes.
• Activate the slow turning switch 78-H2 on the manoeuvring console manually.
The switch activates solenoid valve 28-C9, which deaerates the pneumatic opening line
to the main starting valve.
• Give START order with the regulating handle. The main starting valve is kept in the closed
position, while only the smaller slow turning valve opens.
• When the crankshaft has rotated at least one revolution, deactivate the slow-turning
switch.
• The main starting valve opens, and the normal START procedure can continue.
3. Remote Control from Bridge (Option) Plates 70305-07

The change from remote control from control room to remote control from bridge
is made by moving the change-over switch 80-H2 on the manoeuvring console.
The control position is changed immediately when the switch is operated.
During remote control from bridge, the STOP, START, reversing (AHEAD or ASTERN)
and speed-setting signals are given by an operating handle on the bridge, normal-
ly the bridge telegraph handle, not shown in the diagram.
The necessary functions such as changing to fuel at START level r/min, slow-turn-
ing (option), delay of reversing signals, and cancelling of limiters in the governor
at repeated START are built-in electronically in the remote control system. The con-
version into pneumatic signals is effected by means of solenoid valves (84-K4),
(86-K4), (88-K5) and (90-K5) for STOP, AHEAD, ASTERN and START, respectively, as
described under ‘Remote Control from Control Room’.
The procedure outside the manoeuvring console takes place as described under
‘Remote Control from Control Room’, Plate 70306-07.
MAN B&W Diesel A/S
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If the engine r/min falls below starting level to “starting-error” level after “change to
fuel”, the remote control system automatically detects a starting error and carries
out an automatically repeated START, cf. sequence diagram, Plate 70305.
4. Manual Control from Engine Side Control Console

Plates 70301, 70302, 70308
In the event of breakdown of the normal pneumatic manoeuvring system, the gov-
ernor or its electronics, or if – for other reasons – direct index-control is required,
the engine can be operated from the engine side control console.
Change-over with stopped engine:
See detailed description on Plate 70302.
Change-over with running engine:
1. Reduce the engine load to max. 80% of MCR.

2. Check that the position of reversing valve 105-E3 corresponds to the
present running direction.
3. Move the regulating handwheel to bring the tapered slots of the change-over
mechanism in position opposite each other.
4. Put the blocking arm in position for engine side control.
5. Quickly, move the impact handwheel, P-C3, to the opposite position.
This disconnects the fuel pumps from the governor and connects them
to the regulating handwheel on the engine side control console.
6. Move the change-over valve 100-E2 to the position for engine side control.
This vents valves 84-K4, 86-K4, 88-K5 and 90-K5, and leads control air to
the valves in the engine side control console.
If STOP valve 102-D2 is not deactivated, the engine now receives a STOP
order.
– Activate START valve 101-E2 briefly. This air impulse deactivates STOP
valve 102-D2.
7. Set the engine speed directly with the regulating handwheel.
See also Section 703-03 ‘Loading’.
When the governor is disengaged, the engine is still protected against

overspeed by the electric overspeed trip, i.e. the engine is stopped
automatically if the revolutions increase to the overspeed setting. The
overspeed shut-down can only be reset by moving the regulating hand-
wheel to STOP position. Manoeuvring must therefore be carried out very
carefully, especially when navigating in rough weather.
MAN B&W Diesel A/S
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STOP order The STOP signal is indicated in red on Plates 70308.
Activate STOP valve 102-D2
25-C4 Leads control air to the puncture valve on each fuel pump. This pre-
vents the injection of high-pressure fuel oil into the cylinder.
117-B8 Activates the starting air distributor so that it is ready when the start-
ing signal is given.
Furthermore, air is supplied to the reversing valve 105-E3.

(Via 151-A4) valve 59-C1. The consequent early fuel oil injection facilitates start-

The AHEAD signal is indicated in blue, and the ASTERN signal
START order is indicated in dotted blue on Plate 70308.
Move reversing valve 105-E3 to the ordered position.

The following describes the sequence for START AHEAD.
The following Items are actuated: Function:
10-G11 Supplies air to reversing cylinders 13-C11 and 57-E9.

This causes reversing of the starting air distributor and the roller
guides for the fuel pumps, provided they are not already in the
required position.
Note: The roller guides are only able to reverse when the engine
rotates.
When the starting air distributor is in the correct position:

Note: This must be checked visually
Move the regulating handwheel to a suitable position.

Activate START valve 101-E2.
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START order (Cont.)
25-C4 See ‘STOP order’, above.
117-B8 See ‘STOP order’, above.
10-G11 See 10-G11 above.
33-D5 Provided the turning gear is disengaged:

Activates valves:
14-E9: Blocks reversing of the starting air distributor to prevent
damage.
27-D9: Opens the main starting valve and the (optional) slow-turn-
ing valve which leads air to:
– Starting air valves
motion, valve 40-B2 is deactivated, enabling regulating valve 53-C2 to control the fuel pump
VIT-index via valve 52-A2 during running AHEAD.
When START-LEVEL
RPMis reached:
Deactivate start valve 101-E2.
The following items are deactivated: Function:
25-C4 Vents the puncture valves (A3), causing high-pressure fuel oil to be
injected into the cylinders.
117-B8 Cuts-off the pilot air supply to the starting air distributor. The mem-
ory function causes those starting valves which are already acti-
vated to stay open during the remaining opening period.
33-D5 With one second’s delay, deactivates valves:

ing valve.
open, so as to supply air to those cylinders that are in START
position.
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START order (Cont.)
105-E Deactivates valve 10-G11, which vents reversing cylinders

(Delayed six seconds) 13-C11 and 57-E9.
Set the engine speed directly with the regulating handwheel.

See Section 703-03 ‘Loading’.
See also the Note regarding overspeed shut-down at the beginning of Item 4.
Regarding reversing and start in a new direction when the ship’s speed is high,
see Section 703-13 ‘Crash-stop (FPP-Plants and Reversible CPP-Plants)
• Activate STOP valve 102-D2.

• Change-over reversing valve 105-E3.
This reverses the fuel pump roller guides and the starting air distributor.
• Check visually that the starting air distributor is in the correct position.
• Start the engine, as described in ‘START’ order, above.
• During starting and running in ASTERN direction, valve 40-B2 is activated, hereby leading
the pre-set air signal for maximum VIT-index from valve 59-C1 to the
VIT-actuators (52-A2). The consequent early fuel injection facilitates starting and
running in ASTERN direction.
5. Interlocks
The following interlocks are built into the manoeuvring system:
1. Start-blocking with turning gear

When the turning gear is engaged, valve (115-G7) is activated, whereupon
the air supply to valve (33-D5), which forms part of the starting system, is
blocked, Plate 70306. This means that when the turning gear is engaged, the
engine is unable to start. Active in all modes of control.
2. Position of starting air distributor
When the starting air distributor is changed to AHEAD position, valve (55-E8)
is activated, allowing air to be supplied to valve (37-E5), which forms part of
the starting system.
The procedure is the same in the case of an ASTERN order. Valve (56-E8) is
activated before air is supplied to valve (37-E5).
MAN B&W Diesel A/S
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This interlock ensures that the engine is unable to start until the starting air
distributor (E8) is in a well-defined position, i.e. in AHEAD or ASTERN position.
The interlock is only active during control room control and bridge control.
3. Blocking of starting air distributor during START

When START signal is given, both valve (14-E9) and valve (15-E10) are acti-
vated.
Thereby, the reversing of the starting air distributor is blocked while starting
air is supplied to the engine. (Reversing of the starting air distributor during
START might cause damage to the distributor.) Active at all modes of control.
4. Disablement of start when pitch is applied (CPP-Plants only) (Plate 70310)

If pitch is applied, an interlock in the electrical part of the manoeuvring system
(not shown in the manoeuvring diagram), will be activated and the starting
possibility will be blocked until the propeller is in zero position.
If the CPP-system fails mechanically or electrically, it is possible to by-pass

the interlock by means of switch 140-H3 on the manoeuvring console. When
the fault has been corrected, reset the switch to the normal service position.
Only active during control room control.
6. Safety System Plates 70306, 70310, 70313

The safety system is a completely separate system for the protection of the en-
gine.
The pneumatic part of the safety system is separate from the control system and
supplied with air via valve (16-A10) and is controlled by the safety system (with
separate power supply, not shown in diagram). In case of shut-down, the safety
system activates valve (127-C6). Then an air signal is led to the puncture valves
(A3) on each fuel pump whereupon the engine stops. The system is connected in
all modes of engine control. The safety air system is indicated in purple. Regarding
fuel oil leakage shut-down, see Vol III, Chapter 909.
7. Sequence Diagram Plates 70305, 70309

The diagrams show the most important signals in the manoeuvring system during
start, stop, reversing, etc.
The diagrams may also be useful for trouble-shooting purposes.
MAN B&W Diesel A/S
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8. Function of the Individual Valves

Components applied for:
– : All plant types
F : FPP, 50-70 MC
F2 : FPP, 80-90 MC/MC-C
CR : CPP-plants, reversible engine
CNR : CPP-plants, non-reversible engine
1: Ball valve
For manual cutting-off of control air supply.
2: Pressure switch/sensor
For alarm if control air supply pressure is too low. Alarm point 5.5 bar.
3: Ball valve
For manual cutting-off of air to exhaust valve.
See also Section 702-01 Check 2.8 and 4.4.
For alarm if control air pressure is not vented during
FINISHED WITH ENGINE. Alarm point 0.5 bar
6: Pressure gauge
Indicates control air supply pressure.
7: Magnet switch F1, F2, CR
Activated when reversing cylinder (13) is in AHEAD position.
8: Magnet switch F1, F2, CR
Activated when reversing cylinder (13) is in ASTERN position.
9: Ball valve F1, F2, CR
For manual blocking of the air supply to air cylinder (13).
10: Two-position, three-way valve F1, F2, CR
Leads air to reversing cylinders (13) and (57) for reversing to
AHEAD position.

Leads air to reversing cylinders (13) and (57) for reversing to
ASTERN position.
13: Air cylinder F1, F2, CR

Reverses the roller for the fuel pump to AHEAD and ASTERN, respectively.
Prevents reversing of starting air distributor when starting air is supplied. F2:
Activates the starting air distributor in AHEAD direction.
Prevents reversing of starting air distributor when starting air is supplied.
F2: Activates the starting air distributor in ASTERN direction.
16: Ball valve
For manual cutting-off of safety air supply.
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For alarm if safety pressure is too low. Alarm point 5.5 bar.
For alarm if safety air pressure is not vented during FINISHED WITH ENGINE.
Alarm point 0.5 bar.
19: Pressure gauge
Indicates safety air supply pressure.
20: Air receiver
Reduces time lags in the manoeuvring system.
21: Ball valve
For draining off water from the manoeuvring system.
23: Double non-return valve
25: Two-position, three-way valve
Controls puncture valves on fuel pumps.
Prevents air inlet to starting air distributor in case of leaking main starting
valve. Allows air during START.
27: Two-position, five-way valve
Controls the main starting valve and slow turning valve (if installed).
(Open or closed).
28: Two-position, three-way solenoid valve
Controls slow-turning. Blocks opening of the main starting valve during slow-
turning.
29: Double non-return valve F1, F2 CR
30: Double non-return valve F1, F2, CR
32: Throttle non-return valve
Delays venting of the pilot signal to valves (26) and (27). The delay is adjust-
able. The purpose of this delay is to ensure that those cylinders which are
supplied with starting air when changing to fuel oil, will fulfil the starting se-
quence. This ensures a good start of the engine.
Delay about 1 second.
Leads pilot signal to valves (26) and (27) when turning gear is disengaged
and pilot signal is given from valve (37).
CNR: When START signal is received.
34: Two-position, three-way valve F2
Activates the starting air distributor in AHEAD direction.
Activates the starting air distributor in ASTERN direction.
MAN B&W Diesel A/S
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Controls the air supply to valves (34), (35) when STOP signal is given.
37: Two-position, three-way valve F1, CR
Leads pilot signal to valve (33) during START.
Leads pilot signal to valves (25),(36) and (117) when STOP signal is given.
40: Two-position, three-way solenoid valve F1, F2, CR
Changes the pilot signal to activator (52) during STOP and ASTERN running.
41: Switch
Gives signal to manoeuvring system when the change-over mechanism is in
remote control mode.
CNR: Also disconnects el. instrument box at engine side control console.
42: Electrical governor activator
Controls the fuel pumps.
45: Reducing valve F2
Leads pre-set control pressure to VIT-actuators (52) during AHEAD running
and MANUAL control mode.
48: Switch
Resets shut-down function (in safety panel) when regulating handle is in
STOP position during control from engine side control console.
49: Throttle non-return valve F1, CNR, CR

Controls the time delay of the pilot signal to activator (52) during AHEAD run-
ning.
50: Double non-return valve F1, CR
51: Pressure gauge
Indicates the control pressure to activator (52).
52: VIT activator
Adjusts the injection lead (timing) in accordance with the mean indicated
pressure.
53: Regulating valve
Supplies control pressure to activator (52) in accordance with the mep during
AHEAD running.
F2: I/P converter. Controls the pilot pressure to VIT-activator (52) during re-
mote control mode.
Changes the signal to VIT-actuators from remote control mode to MANUAL
control mode, respectively.
Blocks the START AHEAD signal until starting air distributor is in AHEAD posi-
tion.
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Blocks the START ASTERN signal until the starting air distributor is in ASTERN
position.
57: Air cylinder F1, CR
Reverses the starting air distributor from AHEAD to ASTERN and vice versa.
59: Reducing valve F1, F2, CR
Controls the pre-set control pressure to activator (52) during STOP and
ASTERN running.
60: Switch
Gives shut-down signal to governor when regulating handle is in STOP posi-
tion.
61: Switch
Resets shut-down function (in safety panel) when regulating handle is in
STOP position.
62: Potentiometer
Regulates the speed-setting signal to governor during control-room control.
63: Switch
The switch is actuated when the control handle is in STOP position, in START
position, and in the range in between, and provides STOP signal to valve
(166)/(84).
64: Switch
The switch is actuated when the control handle is in START position, and pro-
vides START signal to valve (172)/(90).
70: Telegraph F2
78: Switch
Activates the slow turning valve (28) during control-room control.
79: Switch
Cancels limitation in governor during control-room control.
80: Switch/valve
Change-over between bridge control and control-room control.
83: Pressure switch F1, F2, CR
Gives signal to manoeuvring system when engine is on remote control.
Set point: 2 bar.
Gives pilot signal to valve (38) when STOP is ordered from bridge (or control
room).
Gives pilot signal to valve (10) and supply air to valve (55) when AHEAD is or-
dered from bridge.
F2: Signal to (10), (14), (34) when AHEAD is ordered from bridge or control
room.
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Gives pilot signal to valve (11) and supply air to valve (56) when ASTERN is
ordered from bridge.
F2: Signal to (11), (15), (35) when ASTERN is ordered from bridge or control
room.
Leads pilot signal to valves (33), (37) when START is ordered from bridge (or
control room).
Shifts control air from system for MANUAL control from the engine side to the
remote control systems, and vice versa.
101: Two-position, three-way valve, hand operated
Leads START signal to valves (25), (33), (102) and (117) and supply air to
valve (105) during MANUAL control from engine side. Gives combined START
and STOP signal when activated during MANUAL control from engine side.
102: Two-position, three-way valve, hand operated
Leads STOP signal to valves (25), (36), (117) and supply air to valve (105)
during MANUAL control from engine side.
104: Throttle non-return valve F1, F2, CR
Keeps the AHEAD and ASTERN signals activated for 6 seconds after START
during MANUAL control from engine side control console.
105: Two-position, five-way valve, hand-operated F1, F2, CR
Leads reversing signal to valves (10) and (11), corresponding to order
(AHEAD or ASTERN), during MANUAL control from engine side.
106: Pressure switch Disconnects reset function and cancelling functions in re-
mote control systems from safety system during MANUAL control from engine
side. Set point: 2 bar.
107: Pressure switch
Gives signal to manoeuvring system when engine is on MANUAL control from
engine side control console. Set point: 2 bar.
114: Switch
Gives signal to lamp in manoeuvring console when shut-off valve (118) is in
SERVICE position.

Blocks the START possibility when the turning gear is engaged.
116: Switch
Gives indication on bridge if turning gear is engaged.
Activates the starting air distributor when STOP signal is received.
F2: Controls air supply to valves (14), (15) when STOP signal is given.
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118: Shut-off valve

For manual cutting-off of control air to the starting air distributor.
119: Switch
Gives indication on bridge when starting air distributor is blocked.
120: Switch
Gives SERVICE / BLOCKED signal to lamps in manoeuvring console.
121: Switch
Gives signal to lamps on manoeuvring console and to telegraph system/
communication system when main starting valve is blocked.
122: Sensor for starting air pressure
Blocks START possibility from bridge if starting air pressure is too low.
Set point: 15 bar.
125: Air receiver 20 l
Reduces time lags in the safety system.
126: Ball valve
For draining off water from the safety system.
127: Two-position, three-way solenoid valve
Activates puncture valve on fuel pumps when shut-down signal is given
(from safety system).
For alarm when lifting gear device for fuel pumps are activated.
Actuates the lifting gear device in case of leakage from high-pressure pipes.
131: Diaphragm
Controls valve (130)
132: Non-return valve
Drains diaphragm (131) if pressure exceeds 1 bar.
133: Ball valve
For manual blocking of drain pipe.
137: Non-return valve
Prevents back-flow of air from exhaust valve.
For alarm if pressure is too low. Set point 5.5 bar.
140: Switch CNR, CR
By-pass of zero pitch interlock.
141: Pressure switch CNR
Gives information to bridge control system and safety system when
engine is on bridge control.
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146: Switch CR
Gives AHEAD or ASTERN signal to valves 86 or 88, respectively.
148: Three-position, four-way valve
For manual actuation and resetting of the lifting gear device.
149: Air cylinder (lifting gear device)
Lifts the fuel pump roller guide clear of the cam.
150: Reduction unit
Reduces the starting air pressure to 7 bar.
Cancels tacho failure alarm from safety system when STOP signal is
given. Set point: 4 bar.
166: Two-position, three-way solenoid valve CNR
Gives pilot signal to valve (38) when STOP is ordered during MANUAL
control.
172: Two-position, three-way solenoid valve CNR
Leads pilot signal to valve (33) when START is ordered during MANUAL
control.
176: Switch F1, F2
The switch is activated when the control handle is in AHEAD position and pro-
vides AHEAD signal to valve (168)/(86).
177: Switch F1, F2
The switch is activated when the control handle is in ASTERN position and
provides ASTERN signal to valve (170)/(88).
180: Safety valve F2
Opens at 8 bar.
Note: If setpoint of safety valve is higher than 8 bar, reversing mechanism
may bounce.
See maker’s instruction for correct safety valve test and setpoint adjustment.
181: Throttle non-return valve (non-adjustable) F2
Delays venting of the air cylinder (13) when reversing ASTERN.
182: Safety valve F2
Opens at 8 bar.
Note: If setpoint of safety valve is higher than 8 bar, reversing mechanism
may bounce.
See maker’s instruction for correct safety valve test and setpoint adjustment.
183: Throttle non-return valve (non-adjustable) F2
Delays venting of the air cylinder (13) when reversing AHEAD.
184: Double non-return valve F1
MAN B&W Diesel A/S
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9. Symbol Description
The Symbols consist of one or more square fields. The number of fields corre-
sponds to the number of valve positions. The connecting lines are connected to
the field which represents the valve position at a given moment of the process.
The change of position is conceived to take place by the fields being displaced at
right angles to the connecting lines, which are assumed to have a stationary posi-
tion on the paper. A short crossline on a broken line indicates a closed path.
Example of pressure controlled 2-position valve with spring return:

1.
Control air
Venting
Inlet
2.
Control air
Venting
Inlet
1. = Initial Position
2. = Changed Position
MAN B&W Diesel A/S
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CPP Plant, 50-70MC-Engines
703-11 Engine Control System, CPP Plant, 50-70MC Engines
1. General (Reversible Engines)

For plants of the reversible type, equipped with controllable pitch propeller, the fol-
lowing modes of control are available:
– Remote Control from Control Room.

– Bridge Control: Restart of Engine
– Manual Control from Engine Side Control Console.
This description only includes the pneumatic manoeuvring system. The

control of the propeller pitch, including loading, is indicated in the
sequence diagram. Plate 70309. See also Section 703-03.
Regarding description of the pitch control equipment, see the supplier’s special in-
structions.
On Plates 70310, 70311 the pneumatic STOP signal is indicated in red, the start
signal is indicated in dotted red, control air is indicated in green and safety air is
indicated in purple.

pressurised after valve 127-C6 during engine shut-down,
see Section 701-01 ‘Alarm Limits’.
– Stop
– Control room control
– Main starting valve on SERVICE
– Latest direction of rotation ordered: AHEAD.
MAN B&W Diesel A/S
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2. Remote Control from Control Room Plate 70312

The change-over valve 100-E2 must be in its ‘Remote Control’ position.
STOP, START and speed-setting orders are given manually by moving the regulat-
ing handle, corresponding to the order from the bridge.
The reversing valve 146-H3 is maintained in AHEAD position by a detachable block-

ing device in order to prevent unintentional reversing..
Move the regulating handle to STOP position.
63-K1 Activates valve 84-K4 and subsequently valve 38-D4, which acti-
(STOP switch) vates:
25-C4: Leads control air to the puncture valve on each fuel pump.
This prevents the injection of high-pressure fuel oil into the
cylinders.
117-B8: Activates the starting air distributor so that it is ready when

(Via valve 151-A4) valve 59-C2. The consequent early fuel oil injection facilitates start-
The STOP signal is kept as long as the regulating handle is in STOP position, in START position
and in the range in between.
MAN B&W Diesel A/S
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START order The START signal is indicated in dotted red on Plates 70310.
Note: Regarding slow-turning, see ‘Slow-Turning (Optional’) in Section 703-10.

Move the regulating handle into START position.
63-K1 Maintains the STOP signal, see ‘STOP’ order above.
64-K1 • Activates valve 86-K4 via switch 146-K3, which:
(START valve) – Activates valve 10-G11, which supplies air to reversing cylin-
ders 13-C11 and 57-E9.
This causes reversing of the starting air distributor and the
roller guides for the fuel pumps, provided that they are not
already in the required position.
engine rotates.
– Leads air to interlock valve 55-E8.
When the starting air distributor has reached the required posi-
tion, air is supplied to valve 37-E5.
This prevents the engine from starting if the starting air distrib-
utor is in an incorrect position.
• Activates valve 90-K5 and provided the propeller is in zero pitch
(interlock built into the electrical part of the manoeuvring system):
– Leads pilot air to valve 37-E5.
Provided interlock 55-E8 is released:
– Leads pilot air to valve 33-D5.
Provided the turning gear is disengaged (115-H6):
– Activates valves:
14-E9: Blocks reversing of the starting air distributor to pre-
vent damage.
27-D9: Opens the main starting valve and the (optional)
slow-turning valve, which leads air to:
– Starting valves
Note: If slow-turning is installed, valve 28-C9 is inserted to prevent
opening of the main starting valve until the crankshaft has rotated at
least one revolution.
motion, valve 40-B2 is deactivated, enabling the regulating valve 53-C2 to control the fuel
pump VIT-index via valve 52-A2 during running AHEAD.
MAN B&W Diesel A/S
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START order (Cont.)

When START-LEVEL
RPM is reached:
Move the regulating handle to the ordered position. However, see Section 703-03.
117-B8: Cuts-off the pilot air supply to the starting air
distributor.
The memory function causes those starting valves which
are already activated to stay open during the remaining
opening period.
64-K1 Deactivates valve 90-K5 and subsequently valve 37-E5, causing
(START switch) deactivation of valve 33-D5, and with one second’s delay (32-D5),
deactivates:
14-E9: Vents the blocking of the starting air distributor.
ing valve.
tion.
86-K4 With six seconds’ delay, valve 86-K4 deactivates valve 10-G11
(AHEAD switch) which vents reversing cylinders 13-C11 and 57-E9.
Set the speed with the regulating handle.
Note: The engine can only be started when the propeller is on zero pitch, due to an interlock
built into the electrical part of the manoeuvring system. In case of breakdown, it is possible to
by-pass this interlock by actuating switch 140-H3.
See also Section 703-10 ‘Interlocks’, point 4.
MAN B&W Diesel A/S
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Reversing and START in a ASTERN direction
Regarding reversing and START in a ASTERN direction when the ship’s speed is high,
see Section 703-13 ‘Crash-Stop (FPP-Plants and Reversible CPP-Plants)’.

• Disable the blocking device of reversing valve 146-H3, and move the reversing
handle to the opposite position.
• Start the engine, as described under ‘START order’, above.
the pre-set air signal for maximum VIT-index from valve 59-C2 to the VIT-
actuators (52-A2). The consequent early fuel injection facilitates starting and running in
ASTERN direction.
3. Bridge Control: Restart of Engine Plate 70311

During remote control from bridge, adjustment of speed-setting (and pitch) is ef-
fected via an operating interface, normally a combinator handle or, for plants with
constant speed, a telegraph handle. The operating interface is not shown in the
diagrams.
· Start the engine from the control room, as described in Item 2.

· Transfer control to the bridge (80-H2).
If the engine stops during control from the bridge, it can be restarted from the
bridge, but restart from bridge is not to be considered as a normal manoeuvre.
The restart switch on the bridge activates STOP valve 84-K4, START valve 90-K5 as
well as the valve (86-K4 or 88-K5) which corresponds to the position of valve 146-
H3.
Restart of engine from bridge:
· Set the propeller on zero.

· Set the speed setting pressure to the value corresponding to idling speed.
· Actuate the restart switch.
· When the START-LEVEL rpm is reached
(8-12% of MCR speed, see Plate 70309), release the restart switch.
The engine will now run on fuel.

As described for plants with fixed-pitch propeller, Section 703-10, Item 4.
MAN B&W Diesel A/S
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5. Interlocks
6. Safety System, Sequence Diagram, etc.

As described for fixed pitch propeller, Section 703-10, Items 6 to 9.
7. General (Non-Reversible Engines)

For plants of the non-reversible type equipped with controllable pitch propeller, the
following modes of control are available:
– Remote Control from Control Room.

– Bridge Control: Restart of Engine
– Control from Engine Side Control Console
This description only includes the pneumatic manoeuvring system. The

control of the propeller pitch is indicated in the sequence diagram. Plate
70309.
Regarding description of the pitch control equipment, see the supplier’s special in-
structions.
On Plates 70312-13 the pneumatic STOP signal is indicated in red, the START signal
is indicated in dotted red and control air is indicated in green.

pressurised after valve 127-C6 during engine shut-down.
See Section 701-01, ‘Alarm Limits’
– STOP
– Control room control
– Main starting valve on service.
8. Remote Control from Control Room Plate 70312

The change-over valve 100-E2 must be in its ‘Remote Control’ position.
STOP, START and speed-setting orders are given manually by moving the regulat-
ing handle, corresponding to the order from the bridge.
MAN B&W Diesel A/S
703-11
Move the regulating handle to STOP position.
63-K1 Activates valve 166-K4 and subsequently valve 38-D4, which acti-
cylinders.
117-C8: Activates the starting air distributor so that it is ready when
The STOP signal is kept as long as the regulating handle is in STOP position, in START position
and in the range in between.
START order The START signal is indicated in dotted red on Plate 70312.
Note: Regarding slow-turning, see ‘’Slow-Turning (Optional)’ in Section 703-10, Item 2.

Move the regulating handle into START position.
63-K1 Maintains the STOP signal, see ‘STOP order’, above.
64-K1 Provided the propeller is in zero pitch (interlock built into the electri-
(START switch) cal part of the manoeuvring system):
• Activates valve 172-K5, which leads pilot air to valve 33-D5.
Provided the turning gear is disengaged (115-H7):
• Activates valves:
27-D9: Opens the main starting valve and the (optional)
slow-turning valve, which leads air to:
Starting air distributor
Starting valves
The engine will now rotate on starting air.
MAN B&W Diesel A/S
703-11
START order (Cont.)

When START-LEVEL
RPM is reached:
Move the regulating handle to the ordered position (See also Section 703-03)

117-C8: Cuts-off the pilot air supply to the starting air
distributor.
opening period.
64-K1 Deactivates valve 172-K5 and subsequently valve 33-D5, which,

(START switch) with one second’s delay (32-D5) deactivates valves:
ing valve.
tion.
Set the speed with the regulating handle. (See also Section 703-03 ‘Loading’)
Note: The engine can only be started when the propeller is on zero pitch, due to an interlock
built into the electrical part of the manoeuvring system. In case of breakdown, it is possible to
by-pass this interlock by actuating switch 140-H3.
See also Section 703-10 ‘Interlocks’, point 4.
9. Bridge Control: Restart of Engine Plate 70313

During remote control from bridge, adjustment of speed-setting (and pitch) is ef-
fected via an operating interface, normally a combinator handle or, for plants with
constant speed, a telegraph handle. The operating interface is not shown in the
diagrams.
· Start the engine from the control room, as described in Item 8.
MAN B&W Diesel A/S
703-11
· Transfer control to the bridge (80-H2).

If the engine stops during control from the bridge, it can be restarted from the
bridge, but restart from bridge is not to be considered as a normal manoeuvre.
The restart switch on the bridge activates both STOP valve 166-K4 and START valve
172-K5.
Restart of engine from bridge:
· Set the propeller on zero.

· Set the speed setting pressure to the value corresponding to idling speed.
· Actuate the restart switch.
This causes actuation of those valves, which are mentioned under ‘Control
Room Control’, ‘START-order’ section ‘Move the regulating handle into START po-
sition’.
· When the START-LEVEL RPM is reached (8-12% of MCR speed,
see Plate 70309), release the restart switch.
This cause deactuation of those valves, which are mentioned under ‘Control Room
Control’, ‘START-order’ section ‘When START-LEVEL RPM is reached’.
The engine will now run on fuel.
10. Manual Control from Engine Side Control Console Plate 70316
ernor or its electronics, or if – for other reasons – direct index control is required,
the engine can be operated from engine side control console on the engine.
Change-over with stopped engine: as detailed on Plate 70302.
Change-over with running engine: as described in Section 703-10, Item 4,

except that there is no reversing valve 105-E3.
MAN B&W Diesel A/S
703-11
Activate STOP valve 102-D3.
102-D3 Activates valves:

cylinders.
117-C8: Activates the starting air distributor so that it is ready when
START order The START signal is indicated in dotted red on Plate 70313.
Move the regulating handle to START position.

Activate START valve 101-E2.
101-E2 Deactivates valve 102-D3.

Keeps the STOP signal via non-return valve 103-D3,
see 102-D3, above.
Activates valve 33-D5.

Provided the turning gear is disengaged (115-H8),
activates valves:
– Starting valves
The engine will now rotate on starting air.
MAN B&W Diesel A/S
703-11
START order (Cont.)

When START-LEVEL
RPM is reached:
Deactivate START valve 101-E2.
101-E2 Deactivates valves:

25-C4: Vents the puncture valves (A2) causing high-pressure fuel
oil to be injected into the cylinders.
117-C8: Cuts off the pilot air to the starting air distributor.
opening period.
33-D5: With one second’s delay, deactivates valves:
27-D9: Closes the main starting valve and the (optional)
slow-turning valve.
This one second’s delay causes the main starting valve to
remain open, so as to supply air to those cylinders that are
in START position.
Set the engine speed directly with the regulating handle.

See also the Note regarding overspeed shut-down in Section 703-10, Item 4.
11. Interlocks
12. Safety System, Sequence Diagram, etc.

As described for plants with fixed-pitch propeller, Section 703-10, Items 6 to 9.
MAN B&W Diesel A/S
703-12
FPP Plant, 80-108MC/MC-C Engines
703-12 Engine Control System, FPP Plant, 80-108MC/MC-C Engines
1. General
For plants equipped with fixed pitch propeller, the following modes of control are
available:

– Remote control from bridge (option)
– Manual control from engine side control console.
On Plate 70314, the pneumatic STOP signal is indicated in red and control air is
indicated in green.

pressurised after valve 127-A7 during engine shut-down.
See Section 701-01, ‘Alarm Limits’.
– STOP
– Latest direction of rotation ordered: AHEAD
– Main starting valve on SERVICE.
In this condition the engine is ready to start.
MAN B&W Diesel A/S
703-12
2. Remote Control from Control Room Plates 70314, 70315

The change-over valve (100-G1) must be in its ‘Remote Control’ position.
STOP, START, reversing (AHEAD OR ASTERN) and speed-setting orders are given
manually by moving the regulating handle, corresponding to the order from the
bridge.
STOP order The STOP signal is indicated in red on Plate 70314.

Move the regulating handle to STOP position
63-K1 Activates valve 84-K4 and subsequently valve 38-C3, which acti-
25-B3: Leads control air to the puncture valve on each fuel pump.
cylinders.
117-D8 and 36-D6 (9-12 cyl. engines):
Provided the turning gear is disengaged (115-G9), supply
air to valves 14-C8 + 34-C6 and 15-C8 + 35-C5, which con-
trol ‘START AHEAD’ and ‘START ASTERN’, respectively.
(Via 151-A3) valve 59-B1. The consequent early fuel oil injection facilitates start-
The STOP signal is kept as long as the regulating handle is in stop position, in start position and
in the range in between.
MAN B&W Diesel A/S
703-12

Note: Regarding slow-turning, See ‘Slow-Turning (Optional)’ in this Section.

Acknowledge the telegraph.
Move the regulating handle into START position in the required direction of rotation
The following Items remain actuated: Function:
63-K1 Maintains the STOP signal, see STOP-order above.
176-K1 Activates valve 86-K4, which activates:

(AHEAD switch) 10-G11 Supplies air to reversing cylinder 13-D10.
This causes reversing of the roller guides for the fuel
pumps, provided that they are not already in the required
position. The last part of the reversing motion is dampened
by means of valves 181-D11 and 183-D10.
engine rotates.
14-C8 and 34-C6:
Activates the starting air distributor in the AHEAD direction.
64-H1 Activates valve 90-K5 and subsequently valve 33-D4.

(START switch) Provided the turning gear is disengaged (115-G9):
• Activates valves:
26-C8: Admits air supply to the starting air distributor.
27-D9: Opens the main starting valve and the (Optional) slow-
turning valve which leads air to:
– Starting valves
motion, valve 40-B1 is deactivated, enabling regulating unit 53-C1 to control the fuel pump VIT-
index via valve 52-A2 during running AHEAD.
MAN B&W Diesel A/S
703-12
START order (Cont.)
When START-LEVEL 8 – 12% of MCR speed, see Plate 70305

RPM is reached
Move the regulating handle to the ordered position.

(However, see Section 703-03 ‘Loading’).
63-K1 Deactivates valve 84-K4 and subsequently valve 38-C3, which

25-B3: Vents puncture valves (A3), causing high-pressure fuel oil to
117-D8 and 36-D6:
Cuts-off the pilot air supply to the starting air distributor.
opening period.
64-H1 Deactivates valve 90-K5 and subsequently valve 33-D4 and with
(START switch) one second’s delay (32-D4) deactivates:
26-C8: Closes the air supply to the starting air distributor.
ing valve,
tion.
176-K1 With six seconds’ delay, 86-K4 deactivates valve 10-G11 which
(AHEAD switch) vents reversing cylinder 13-D10.
Set the speed with the regulating handle. See also Section 703-03 ‘Loading’.
MAN B&W Diesel A/S
703-12
see Section 703-13 ‘Crash-stop (FPP-Plants and Reversible CPP-Plants’).

• Start the engine in the opposite direction, as described under ‘START order’, above.
the pre-set air signal for maximum VIT-index from valve 59-B1 to the VIT-
ASTERN direction.
Slow-Turning (Optional)
If the manoeuvring system is equipped with a slow turning feature, we recommend using
this in connection with starting the engine, if it has been stopped for more than 30 minutes.
• Activate the slow turning switch 78-H3 on the manoeuvring console manually.
The switch activates solenoid valve 28-C9, which deaerates the pneumatic opening line
to the main starting valve.
• Give START order with the regulating handle. The main starting valve is kept in the closed
position, while only the smaller slow turning valve opens.
• When the crankshaft has rotated at least one revolution, deactivate the slow-turning
switch.
The main starting valve opens, and the normal START procedure can continue.
3. Remote Control from Bridge (Option) Plates 70305, 70314-15

The change from remote control from control room to remote control from bridge
is made by moving the change-over switch 80-H2 on the manoeuvring console.
The control position is changed immediately when the switch is operated.
During remote control from bridge, the STOP, START, reversing (AHEAD or ASTERN)
and speed-setting signals are given by an operating handle on the bridge, normal-
ly the bridge telegraph handle, not shown in the diagram.
The necessary functions such as changing to fuel at START level r/min, slow-turn-
ing (option), delay of reversing signals, and cancelling of limiters in the governor
at repeated START are built-in electronically in the remote control system. The con-
version into pneumatic signals is effected by means of solenoid valves (84-K4),
(86-K4), (88-K4) and (90-K5) for STOP, AHEAD, ASTERN and START, respectively, as
described under ‘Remote Control from Control Room’.
The procedure outside the manoeuvring console takes place as described under
‘Remote Control from Control Room’, Plate 70314-15.
MAN B&W Diesel A/S
703-12
If the engine r/min falls below starting level to “starting-error” level after “change to
fuel”, the remote control system automatically detects a starting error and carries
out an automatically repeated START, cf. sequence diagram, Plate 70305.

Plates 70301, 70302, 70316
ernor or its electronics, or if – for other reasons – direct index-control is required,
the engine can be operated from the engine side control console on the engine
side.
Change-over with stopped engine:
See detailed description on Plate 70302.
Change-over with running engine:
1. Reduce the engine load to max. 80% of MCR.

2. Check that the position of reversing valve 105-G3 corresponds to the present
running direction.
3. Move the regulating handwheel to bring the tapered slots of the change-over
mechanism in position opposite each other.
4. Put the blocking arm in position for engine side control.
5. Quickly, move the impact handwheel, P-C1, to the opposite position.
This disconnects the fuel pumps from the governor and connects them to the
regulating handwheel on the engine side control console.
6. Move the change-over valve 100-G1 to the position for engine side control.
This vents valves 84-K4, 86-K4, 88-K4 and 90-K5, and leads control air to the
valves in the engine side control console.
7. If STOP valve 102-E2 is not deactivated, the engine now receives a STOP or-
der.
– Activate START valve 101-G2 briefly.
This air impulse deactivates STOP valve 102-E2.
8. Set the engine speed directly with the regulating handwheel.
See also Section 703-03 ‘Loading’..
When the governor is disengaged, the engine is still protected against

overspeed by the electric overspeed trip, i.e. the engine is stopped
automatically if the revolutions increase to the overspeed setting. The
overspeed shut-down can only be reset by moving the regulating hand-
wheel to STOP position. Manoeuvring must therefore be carried out very
carefully, especially when navigating in rough weather.
MAN B&W Diesel A/S
703-12
STOP order The STOP signal is indicated in red on Plate 70316.
Activate STOP valve 102-E2
25-B3 Leads control air to the puncture valve on each fuel pump.
cylinder.
117-D8, 36-D6 Provided the turning gear is disengaged (115-G9), supply air to
valves 14-C8 + 34-C6 and 15-C8 + 35-C5, which control ‘START
AHEAD’ and ‘START ASTERN’, respectively.
Furthermore, air is supplied to the reversing valve 105-G3.

(Via 151-A3) valve 59-B1. The consequent early fuel oil injection facilitates start-

Move reversing valve 105-G3 to the ordered position.
10-G11 Supplies air to reversing cylinder 13-D10.

This causes reversing of the roller guides for the fuel pumps, pro-
vided they are not already in the required position. The last part of
the reversing motion is dampened by means of valves 181-D11 and
183-D10.
Note: The roller guides are only able to reverse when the engine
rotates.
Move the regulating handwheel to a suitable position.

Activate START valve 101-G2.
MAN B&W Diesel A/S
703-12
START order (Cont.)

102-E2 Valve 102-E2 is reset to enable subsequent venting of the STOP sig-
nal.
The following items remain actuated: (Via 103-G2) Function:
25-B3 See ‘STOP order’, above.
117-D8, 36-D6 See ‘STOP order’, above.
10-G11 See 10-G11, above.
33-D4 Provided the turning gear is disengaged:

Activates valves:
26-C8: Admits air supply to the starting air distributor.
– Starting air valves
motion, valve 40-B1 is deactivated, enabling regulating unit 53-C1 to control the fuel pump VIT-
index via valve 52-A2 during running AHEAD.
When START-LEVEL
8 –12% of MCR speed, see Plate 70305
RPM is reached:
Deactivate START valve 101-G2.
The following items are deactivated: Function:
25-B3 Vents the puncture valves (A3), causing high-pressure fuel oil to be
injected into the cylinders.
117-D8, 36-D6 Cuts-off the pilot air supply to the starting air distributor. The mem-
ory function causes those starting valves which are already acti-
vated to stay open during the remaining opening period.
33-D4 With one second’s delay, deactivates valves:

26-C8: Closes the air supply to the starting air distributor.
ing valve.
tion.
MAN B&W Diesel A/S
703-12
START order (Cont.)

105-G3 Deactivates valve 10-G11, which vents reversing cylinder
(Delayed six seconds) 13-D10.
Set the engine speed directly with the regulating handwheel.

See Section 703-03 ‘Loading*.
See also the Note regarding overspeed shut-down at the beginning of Section 703-10,
Item 4.
see Section 703-13 ‘Crash-Stop (FPP-Plants and Reversible CPP-Plants)’.
• Activate STOP valve 102-E2.

• Change-over reversing valve 105-G3.
This reverses the fuel pump roller guides and supplies air to the starting air distributor, for
‘START AHEAD’ or ‘START ASTERN’.
• Start the engine, as described in ‘START’ order, above.
the pre-set air signal for maximum VIT-index from valve 59-B1 to the VIT-
ASTERN direction.
5. Interlocks
As described for plants with fixed-pitch propeller, 50-70MC engines,
Section 703-10 Item 5.
6. Safety system, Sequence diagram, etc.

As described for plants with fixed pitch propeller, 50-70MC engines,
Section 703-10, Items 6 to 9.
MAN B&W Diesel A/S
Crash-Stop,
703-13
(FPP Plants and Reversible CPP Plants)
703-13 Crash-Stop (FPP Plants and Reversible CPP Plants)
When the ship’s speed must be reduced quickly, the engine can be started in the
opposite direction of rotation according to the procedure below:
The procedure is valid for:
· Remote Control from Control Room.

See Sections 703-10, 703-11, 703-12 Item 2
· Manual Control from Engine Side Control Console.
See Sections 703-10, 703-11, 703-12 Item 4
· Regarding crash-stop during Bridge Control, see the special instruction book
for the Bridge Control System.
1. Acknowledge the telegraph.
2. Give the engine a stop order.
The engine will continue to rotate (at slowly decreasing speed), because the
velocity of the ship through the water will drive the propeller, and thereby turn
the engine.
3. Check that the limiters in the governor are not cancelled.
4. When the engine speed has fallen to the REVERSING-LEVEL (15-30% of MCR-
speed, depending on engine size and type of ship, see Plate 70305):
– Give REVERSING order.
– Give START order.
5. When the START-LEVEL is reached in the opposite direction of rotation
(8-12% of MCR-speed, see Plate 70305):
– Give order to run on fuel.
If the ship’s speed is too high, the START-LEVEL will not be

reached quickly. This will cause a loss of starting air.
In this case:
– Give STOP order.

– Wait until the speed has fallen further.
– Return to point 4
MAN B&W Diesel A/S
Crash-Stop,
703-13
(FPP Plants and Reversible CPP Plants)
Does the engine run on fuel in the correct direction of rotation?
YES Keep the engine speed low during the first few minutes.
This is in order to reduce the hull vibrations that may occur owing to
“conflict” between the wake and the propeller
NO Cancel the limiters in the governor.

Return to point 4.
MAN B&W Diesel A/S
Manual Control from Engine Side Control Console Plate 70301
Connection to regulating Shaft

(See also Plate 70303, ‘Manoeuvring Gear’)
A) Pull rod connetion from governor.
B) Stop indicator.
B C) Indicator from engine side control.
A
D) Blocking arm “Normal control”-position.
E) Hollow shaft connected to regulating

handwheel on engine side control console.
F) Shaft connected to regulating arms on fuel

pumps.
C G) Keys and keyways.

D
H) Plate connected to regulating handwheel.
I) Plate connected to governor.
J) Plate connected to regulating shaft.
P) Impact handwheel. Changing from Normal

to Control from Engine Side Control Console,
see Plate 70302.
G
F
P
H I J
Control from Engine Side Control Console Normal Control
When referring to this page, please quote Operation Plate 70301, Edition 0002
MAN B&W Diesel A/S
Plate 70302 Change-over from Normal to Manual Control
y
g
START (101)
STOP (102)
A
100
105
P
B
C Remote Blocking arm
Control from engine

Side Control Console
For changing-over to ‘Control from Engine Side Control Console' with running engine,
see Section 703-10 Item 4 ‘Control from Engine Side Control Console’.
1. Check that valve (105), which is the “telegraph handle” of the engine side control sys-
tem, is in the required position. Note that reversing to a new direction is only possible
when stop valve (102) is activated.
2. Turn the handle ‘A’ anti-clockwise to free the regulating handwheel ‘B’.
3. Put the blocking arm in position for control from engine side control console.
4. Turn handwheel ‘B’ to move the innermost lever of the change-over mechanism ‘C’ to
a position where the impact handwheel ‘P’ is able to enter the tapered slots in both le-
vers. Quickly, turn the impact handwheel ‘P’ anti-clockwise. This causes disconnection
of the governor and connection of the regulating handwheel ‘B’ to the fuel pumps.
The impact handwheel must be very firmly tightened so as to ensure that it does not
work itself loose. This firm tightening must also be carried out when changing over from
Manual Control to Normal running.
It is vital that the impact handwheel is used to firmly secure the tapered pin and thus
the cone. This will prevent the impact wheel from inadvertently causing the cone to
loosen at certain vibration levels.
5. Change position of valve (100) from Normal to Control from Engine Side Control Con-
sole. Now air supply is led to the valves of the manoeuvring system for control from
engine side control console.
6. Ready for start. Start is described in Section 703-10 Item 4 ‘Control from Engine Side
Control Console’.
Note: Always keep the threads of the change-over mechanism well lubricated, to ensure a
quick changing-over.
MAN B&W Diesel A/S
Manoeuvring Gear Plate 70303
Pull rod to fuel pumps
Regulating hand-wheel for

Control from engine side control console
Pull rod to governor
Regulating shaft
Engine side
Control Console
Manoeuvring Console
Pos. Qty. Description Pos. Qty. Description

7 1 Magnet switch 30 1 Double non-return valve
8 1 Magnet switch 50 1 Double non-return valve
9 1 Ball valve 55 1 3/2-way valve
10 1 3/2-way valve 56 1 3/2-way valve
11 1 3/2-way valve 57 1 Air cylinder
13 1 Air cylinder 69 1 Throttle non-return valve
14 1 3/2-way valve 70 1 Telegraph
15 1 3/2-way valve 105 1 5/2-way valve
29 1 Double non-return valve
MAN B&W Diesel A/S
Nom. diam. 25 mm
Plate 70304
Reduction station To fuel valve
MAN B&W Diesel A/S

testing unit
Oil and water separator

Starting air
receiver 30 bar
Nom. diam. 25 mm Nom. diam. 12 mm
Air inlet for clean To bilge
turbocharger
Nom. diam. 25 mm
Pipe To bilge
Manoeuvring air compressor

Starting Air System
Supplied with the engine
Starting air
receiver 30 bar
Main engine Aux. Aux. Aux.
eng. eng. eng.
Emergency air
The air consumption for control air and
compressor Reduction
valve testing and starting of aux. engines
valve
are covered by the capacities stated for air
receiver and compressors in the list of
capacities Starting air bottle
Sequence Diagram, FPP Plant Plate 70305
Sequence Diagram for Fixed Pitch Propeller Plant
MAN B&W Diesel A/S
Control Room Control, STOP. Safety System Plate 70306
MAN B&W Diesel A/S
Control Room Control, START, AHEAD, ASTERN Plate 70307
MAN B&W Diesel A/S
Control from Engine Side Control Console
STOP, START, AHEAD, ASTERN Plate 70308
MAN B&W Diesel A/S
Sequence Diagram, CPP Plant Plate 70309
MAN B&W Diesel A/S
Control Room Control,
STOP, START, AHEAD, ASTERN. Safety System Plate 70310
MAN B&W Diesel A/S
Bridge Control, Restart of Engine
(Showing ‘START AHEAD’) Plate 70311
MAN B&W Diesel A/S
Remote Control, STOP, START
Safety System Plate 70312
MAN B&W Diesel A/S
Control from Engine Side Control Console,
STOP, START Plate 70313
MAN B&W Diesel A/S
Control Room Control, STOP
Safety System Plate 70314
MAN B&W Diesel A/S
Control Room Control,
START, AHEAD, ASTERN Plate 70315
MAN B&W Diesel A/S
Control from Engine Side Control Console,
STOP, START, AHEAD, ASTERN Plate 70316
MAN B&W Diesel A/S
MAN Diesel
MAN Diesel Phone: + 45 33 85 11 00
Teglholmsgade 41 Fax: + 45 33 85 10 30
2450 Copenhagen SV E-mail: mandiesel-cph@mandiesel.com
Denmark www.mandiesel.com
To: STX Heavy Industries Co., Ltd. E-mail: jspark@stxhi.co.kr

Changwon, Korea
Att.: Mr J. S. Park
c.c.: MAN Diesel Site Office E-mail: JK.lee@kr.man.eu
MAN Diesel Korea Ltd., Mr K. K. Lee post-mbdhhi@mandiesel.kr
Your ref.: Number of pages: 2 (incl. this page)

Our dept./ref.: LDD3/JSB/PLB/DUN.16.2008 Date: 15 January 2009
Design Update Note
K/S80-98MC/ME/-C engine types

Modification of engine load-up programme specification
Lately a number of scuffing incidents in connection with engine acceleration have been
reported for some of our large bore engine types. A significant share of these incidents has
been seen related to rpm levels below 90% MCR rpm (73% of MCR load). To ensure a more
gentle load-up, both from part- and low-load (below 73% load), and at high load (above 73%
load), we have decided to introduce a wider load-up range, in which the load is restricted and
controlled by the engine control system.
Presently, the standard load-up programme is active between 90 and 100% rpm (73-100%
load). In this range, the rpm increase is linear and the rpm increase from 90 to 100% rpm is
set to 30 minutes.
The new specification will apply linear increase from 80 to 100% rpm and the corresponding
time frame will be 90 minutes.
MAN Diesel
Branch of MAN Diesel SE, Germany
CVR No.: 31611792
Head office: Teglholmsgade 41
2450 Copenhagen SV, Denmark
German reg. No.: HRB 22056
Amtsgericht Augsburg
MAN Diesel - a member of the MAN Group

MAN Diesel 2/2
For control systems facilitating the possibility of a break point, the specification will be 80 to
90% rpm linearly in 30 minutes, and 90 to 100% rpm linearly in 60 minutes, as illustrated
below:
R/min
100 %
95 %
90 %
85 %
80 % Minutes
0 30 60 90
For controllable pitch propellers, the reference values applied for the break point version is
50 to 75% MCR load in 30 minutes, and 75 to 100% MCR load in 60 minutes, as illustrated
below:
Load
100 %
90 %
80 %
70 %
60 %
50 % Minutes
0 30 60 90
For further illustration and detail explanation of the new specification, we refer to document
No. 1755627-0 (“Load Control Requirements”).
The new load programme specification applies to all new engines of the above mentioned
types. For new engines already in the ship yard, implementation is recommended on as
many engines as possible before entering service. All new Design Specifications will of
course apply automatically. Engines already in service will be attended individually
depending on requirement, either by service engineer assistance or by remote instruction to
the crew.
Best regards
MAN Diesel
Søren H. Jensen Per Rønnedal

Special Running
Conditions
704
Special Running Conditions Chapter 704
Table of Contents
704-01 Fire in Scavenge Air Box

1. Cause . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Warnings of Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
3. Measures to be taken . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4. Scavenge Air Drain Pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

4.1 Daily checks during running: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.2 Cleaning of drain pipes at regular intervals: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
704-02 Ignition in Crankcase

1. Cause . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
A. “Hot Spots” in Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
B. Oil Mist in Crankcase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2. Measures to be Taken when Oil Mist has Occurred . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
704-03 Turbocharger Surging (Stalling)

2. Causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.1 Fuel Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.2 Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.3 Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.4 Scavenge Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.5 Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. Countermeasure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
704-04 Running with Cylinders or Turbochargers Out of Operation

2. How to Put Cylinders Out of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
A. Combustion cut out. Piston and exhaust valve gear still working
Compression on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
B. Combustion and compression cut out. Piston still working in cylinder . . . . . . . . . . . . 4
C. Combustion cut out. Exhaust valve closed. Piston still working in cylinder. . . . . . . . . 5
D. Piston, piston rod, and crosshead suspended in the engine.
Connecting rod out . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
E. Piston, piston rod, crosshead, connecting rod and telescopic pipe out. . . . . . . . . . . . 6
3. Starting after Putting Cylinders Out of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
MAN B&W Diesel A/S
Chapter 704 Special Running Conditions
Table of Contents
4. Running with One Cylinder Misfiring (Cases A and C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
5. How to put Turbochargers Out of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

A. If the ship must be instantly manoeuvrable: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
B. If the ship must be instantly manoeuvrable,
but the damaged turbocharger cannot run even at reduced load: . . . . . . . . . . . . . . . 7
C. Running for an extended period with a turbocharger out of operation . . . . . . . . . . . . 8
D. Repair to be carried out during voyage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
6. Putting an Auxiliary Blower Out of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
PLATES
Cutting Cylinders out of Action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70401

Scavenge Air Drain Pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70402
Cutting Turbochargers out of Action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70403
Turbocharger Surging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70404
Scavenge Air Spaces, Fire Extinguishing Systems . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70405
MAN B&W Diesel A/S
Fire in Scavenge Air Box 704-01
1. Cause
If flakes of burning or glowing carbon deposits drop into the oil sludge at the bottom
of the scavenge air box, this sludge can be ignited and serious damage can be
done to the piston rod and the scavenge air box walls, possibly reducing the ten-
sion of the staybolts.
Ignition of carbon deposits in the scavenge air box can be caused by:
· prolonged blow-by,
· “slow combustion” in the cylinder, owing to incorrect atomization, incorrect type
of fuel valve nozzle, or “misaligned” fuel jets.
· “blow-back” through the scavenge air ports, due to an incorrectly adjusted ex-
haust cam disc or large resistance in the exhaust system (back pressure).
To keep the exhaust resistance low, heavy deposits must not be allowed to col-
lect on protective gratings, nozzle rings and turbine blades, in addition the back
pressure after the turbocharger must not exceed 350 mm WC.
2. Warnings of Fire
WARNING!
If the auxiliary blowers do not start during low-load running, on
account of a fault, or the switch for the blowers not being in
“Auto”-position, unburned fuel oil may accumulate on top of the
pistons.
This will involve the risk of a scavenge air box fire.
In order to avoid such fires:

· obtain permission to stop the engine
· stop the engine
· remove any unburned fuel oil from the top of the pistons
· re-instate the supply of scavenge air
· start the engine.
The switch for the auxiliary blowers should be in “AUTO”-posi-
tion during all modes of engine control, i.e.:
· remote control
· control from engine side control console.
MAN B&W Diesel A/S
If the engine stops on shut-down or if the operator performs a safety

stop, the auxiliary blowers are stopped independently of the operating
mode (automatic or manual).
A fire in the scavenge box manifests itself by:
· an increase in the exhaust temperature of the affected cylinder,

· the turbocharger may surge,
· smoke from the turbocharger air inlet filters when the surging occurs,
· the scavenge air box being noticeably hotter.
If the fire is violent, smoky exhaust and decreasing engine revolutions will occur.
Violent blow-by will cause smoke, sparks and even flames to be blown out when
the corresponding scavenge box drain cock is opened – therefore keep clear of
the line of ejection.
Monitoring devices, see Section 701-02, in the scavenge air space give alarm and
slow-down at abnormal temperature increase.
For CPP-plants with shaft generator engaged, an auxiliary engine will be started
automatically and coupled to the grid before the shaft generator is disengaged and
the engine speed reduced (see Plate 70309).
3. Measures to be taken
Owing to the possible risk of a crankcase explosion, do not stand near the relief
valves – violent flames can suddenly be emitted.
1. Reduce speed/pitch to SLOW, if not already carried out automatically,

see above, and ask bridge for permission to stop.
2. When the engine STOP order is received, stop the engine and switch-off
the auxiliary blowers.
3. Stop the fuel oil supply.
4. Stop the lub. oil supply.
5. Put the scavenge air box fire extinguishing equipment into function.
See Plate 70405. To prevent the fire from spreading to adjacent cylinder(s),
the ball valve of the neighbouring cylinder(s) should be opened in case of fire
in one cylinder.
Do not open the scavenge air box or crankcase before the site of the fire has
cooled down to under 100°C. When opening, keep clear of possible fresh
spurts of flame.
6. Remove dry deposits and sludge from all the scavenge air boxes.
MAN B&W Diesel A/S
Fire in Scavenge Air Box 704-01
7. Clean the respective piston rods and cylinder liners, and inspect their surface
condition, alignment, and whether distorted. If in order, coat with oil.
Continue checking and concentrate on piston crown and skirt, while the en-
gine is being turned (cooling oil and water on).
Inspect the stuffing box and bottom of scavenge box for possible cracks.
8. If a piston caused the fire, and this piston cannot be overhauled at once, take
the precautions referred to in Section 703-02.
If the scavenge air box walls have been heated considerably, the staybolts
should be retightened at the first opportunity.
Before retightening, all engine parts must be returned to normal operating

temperature.
4. Scavenge Air Drain Pipes Plate 70402

To ensure proper draining of oil sludge from the scavenge air boxes, thereby re-
ducing the risk of fire in the scavenge air boxes, we recommend:
· Daily check with the engine running

· Cleaning of drain pipes at regular intervals
4.1 Daily checks with the engine running:

1. Open the valve between the drain tank and the sludge tank.
2. Close the valve when the drain tank is empty.
3. Check the pipes from flange AV to the drain tank venting pipe:
Does air escape from the drain-tank venting pipe?
Yes This indicates free passage from flange AV to the

drain tank venting pipe.
Clean the pipes as described below, at the first oppor-
No
tunity.
4. Check the pipes from the test-cocks to flange AV:

Open the test cocks, one by one, between the main drain pipe and the scav-
enge air boxes and between the main drain pipe and the scavenge air receiv-
er/auxiliary blowers.
Begin at flange AV, and proceed towards flange BV.

Use this procedure to locate any blockages.
MAN B&W Diesel A/S
Does air or oil blow-out from the individual test-cock?

Air The scavenge air space is being drained correctly.
This indicates free passage from the actual test cock to flange AV.
Oil The scavenge air space is not being drained correctly.
This indicates that the main drain pipe is blocked between the test
cock which blows-out oil, and the neighbouring test cock near the
flange AV.
Clean the drain pipe as described below, at the first opportunity.
4.2 Cleaning of drain pipes at regular intervals:

The intervals should be determined for the actual plant, so as to prevent blocking-
up of the drain system.
Clean the main drain pipe and the drain-tank discharge pipe by applying air, hot
water or steam during engine standstill.
If leaking valves are suspected, dismantle and clean the main drain
pipe manually.
If hot water or steam is used, the risk of corrosion on the piston rods must be con-
sidered, if a valve is leaking.
1. Check that the valve between flange AV and the main drain pipe is open.
2. Close all valves between the main drain pipe and the scavenge air boxes, and
between the main drain pipe and the scavenge air receiver/auxiliary blowers.
If hot water or steam is used, it is very important to close all valves, to pre-
vent corrosion on the piston rods.
3. Open the valve at flange BV on the main drain pipe.

This channels the cleaning medium to the main drain pipe.
4. When the main drain pipe is sufficiently clean, open the valve between the
drain-tank and the sludge tank.
This will clean the drain tank discharge pipe.
5. When the drain tank discharge pipe is sufficiently clean, close the valve be-
tween the drain tank and the sludge tank.
6. Close the valve at flange BV.
7. Finally, open all valves between the main drain pipe and the scavenge air box-
es, and between the main drain pipe and the scavenge air receiver/auxiliary
blowers.
MAN B&W Diesel A/S
Ignition in Crankcase 704-02
1. Cause
When the engine is running, the air in the crankcase contains the same types of
gas (N2-O2-CO2) in the same proportions as the ambient air, but there is also a
heavy shower of coarse oil droplets that are flung around everywhere in the crank-
case.
If abnormal friction occurs between the sliding surfaces, or heat is otherwise trans-
mitted to the crankcase (for instance from a scavenge air fire via the piston rod/
stuffing box, or through the intermediate bottom), “Hot spots” can occur on the
heated surfaces which in turn will cause the oil droplets falling on them to evapo-
rate.
When the oil vapour condenses again, countless minute droplets are formed
which are suspended in the air, i.e. a milky-white oil mist develops, which is able
to feed and propagate a flame if ignition occurs. The ignition can be caused by the
same “hot spot” which caused the oil mist.
If a large amount of oil mist has developed before ignition, the burning can cause
a tremendous rise of pressure in the crankcase (explosion), which forces a mo-
mentary opening of the relief valves. In isolated cases, when the entire crankcase
has presumably been filled with oil mist, the resulting explosion blows off the
crankcase doors and sets fire to the engine room.
In the event that a crankcase explosion has occurred, the

complete flame arrester of the relief valves must be replaced.
Note: Similar explosions can also occur in the chain casing and scavenge air box.
Every precaution should therefore be taken to:

A) avoid “hot spots”
B) detect the oil mist in time.
A. “Hot Spots” in Crankcase

Well-maintained bearings only overheat if the oil supply fails, or if the bearing
journal surfaces become too rough (owing to the lubricating oil becoming cor-
rosive or being polluted by abrasive particles).
For these reasons, it is very important to:
– purify the lubricating oil correctly,

– make frequent control analyses (see Chapter 708),
– ensure that the filter gauze is maintained intact.
Due to the high frictional speed of the thrust bearing, special care has been tak-
en to ensure the oil supply to this bearing.
MAN B&W Diesel A/S
Monitoring equipment is included to give an alarm in the event of low circulating

oil pressure and/or high temperature of thrust bearing segments. Keep this
equipment in tip-top condition. (See Section 701-02).
Feel over moving parts (by hand or with a “thermo-feel”) at suitable intervals
(15-30 minutes after starting, one hour later, and again at full load, (see Section
703-03).
The checks in Section 702-01 are still the best safeguard against “hot spots”
when starting up after repairs or alterations affecting the moving parts, and
should never be neglected. If in doubt, stop and feel over.
B. Oil Mist in Crankcase

In order to ensure a fast and reliable warning of oil mist formation in the crank-
case, constant monitoring is provided using an “Oil Mist Detector”, which sam-
ples air from each crankcase compartment.
The detector gives alarm and slow-down, see Section 701-02, at a mist concen-
tration which is less than the lower explosion limit, LEL, to gain time for stopping
the engine before ignition of the oil mist can take place.
See also the special instructions from the supplier of the oil mist detector.
For CPP-plants with shaft generator engaged, an auxiliary engine will be start-
ed automatically and coupled to the grid, before the shaft generator is disen-
gaged and the engine speed reduced (see Plate 70309).
2. Measures to be Taken when Oil Mist has Occurred
WARNING!
Do not stand near crankcase doors or relief valves, nor in corridors

near doors to the engine room casing, in the event of an alarm for:
a. oil mist
b. high lube oil temperature
c. no piston cooling oil flow, or
d. scavenge box fire
Alarms b, c and d should be considered as pre-warnings of a possible
increasing oil mist level.
See also our Service Letters SL97-348/ERO and SL00-377/CEE.
1. Reduce speed/pitch to slow-down level, if not already carried out automatical-

ly, (see Section 701-02), see above.
2. Contact the bridge for permission to stop.
MAN B&W Diesel A/S
Ignition in Crankcase 704-02
3. When the engine STOP order is received:

– stop the engine
– close the fuel oil supply.
4. Switch-off the auxiliary blowers and engine room ventilation.
5. Open the skylight(s) and/or “stores hatch”.
6. Leave the engine room.
7. Lock the casing doors and keep away from them.
8. Prepare the fire-fighting equipment.
Do not open the crankcase until at least 20 minutes after stopping the en-
gine. When opening up, keep clear of possible spurts of flame. Do not use
naked lights and do not smoke.
9. Stop the circulating oil pump. Take off/open all the lowermost doors on one
side of the crankcase. Cut off the starting air, and engage the turning gear.
10. Locate the “hot spot”. Use powerful lamps from the start.
Feel over, by hand or with a “thermo-feel”, all the sliding surfaces (bearings,
thrust bearing, piston rods, stuffing boxes, crossheads, telescopic pipes, vi-
bration dampers, moment compensators, etc.).
See also point 14.
Look for signs of squeezed-out bearing metal and discolouration caused by

heat (blistered paint, burnt oil, oxidized steel). Keep possible bearing metal
found at bottom of oil tray for later analyzing.
11. Prevent further “hot spots” by preferably making a permanent repair.

In case of bearings running hot, see Section 708-01 and Section 701-01.
Ensure that the respective sliding surfaces are in good condition.
Take special care to check that the circulating oil supply is in order.
12. Start the circulating oil pump and turn the engine by means of the turning
gear.
Check the oil flow from all bearings, spray pipes and spray nozzles in the
crankcase, chaincase and thrust bearing (Section 702-01).
Check for possible leakages from pistons or piston rods.
13. – Start the engine.

After:
– 15-30 minutes,
– one hour later,
– when full load is reached:
MAN B&W Diesel A/S
– Stop and feel over.

– Look for oil mist.
Especially feel over (by hand or with a “thermo-feel”) the sliding surfaces
which caused the overheating. See Section 703-03.
14. In cases where it has not been possible to locate the “hot spot”, the procedure
according to Point 10 above should be repeated and intensified until the
cause of the oil mist has been found and remedied.
There is a possibility that the oil mist is due to “atomization” of the circulating
oil, caused by a jet of air/gas, e.g. by a combination of the following:
– Stuffing box leakages (not air tight).

– Blow-by through a cracked piston crown or piston rod (with direct connec-
tion to crankcase via the cooling oil outlet pipe).
– An oil mist could also develop as a result of heat from a scavenge fire being
transmitted down the piston rod or via the stuffing box. Hot air jets or flames
could also have passed through the stuffing box into the crankcase.
MAN B&W Diesel A/S
Turbocharger Surging (Stalling) 704-03
1. General
During normal operation, a few sporadic surges will often occur, e.g. at crash stop
or other abrupt manoeuvrings. Such surges are normally harmless, provided the
turbocharger bearings are in a good service condition.
However, continuous surges must be avoided, as there is a risk of damaging the

rotor, especially the compressor blades.
All cases of turbocharger surging can be divided into three main categories:
1. Restriction and fouling in the air/gas system.

2. Malfunction in the fuel system.
3. Rapid variations in engine load.
However, for convenience, the points in the “check lists” below are grouped ac-
cording to specific engine systems. See also Plate 70404.
2. Causes
2.1 Fuel Oil System
· Low circulating or supply pump pressure.
· Air in fuel oil
· Water in fuel oil
· Low preheating temperature
· Malfunctioning of deaerating valve on top of venting tank
· Defective suction valve
· Defective puncture valve
· Sticking fuel pump plunger
· Sticking fuel valve spindle
· Damaged fuel valve nozzle
· Defect in overflow valve in fuel return pipe
· Camshaft timing, faulty load distribution.
2.2 Exhaust System

· Exhaust valve not opening correctly
· Damaged or blocked protective grating before turbocharger
· Increased back pressure after T.Ch.
· Pressure pulsations after T.Ch.
MAN B&W Diesel A/S
· Pressure pulsations in exhaust receiver

· Damaged compensator before T.Ch.
2.3 Turbocharger
· Fouled or damaged turbine side
· Fouled or damaged compressor side
· Fouled air filter boxes
· Damaged silencer
· Bearing failure.
2.4 Scavenge Air System

· Fouled air cooler, water mist catcher, and/or ducts
· Stopped water circulation to cooler
· Coke in scavenge ports
· Too high receiver temperature.
2.5 Miscellaneous
· Hunting governor
· Rapid changes in engine load.
· Too rapid rpm change:
a. when running on high load
b. during manoeuvring
c. at shut downs/slow downs
d. when running ASTERN.
e. due to “propeller racing” in bad weather.
3. Countermeasure
Continuous surging can be temporarily counteracted by “blowing-off” from the
valve at the top of the air receiver. However, when doing this the exhaust temper-
atures will increase and must not be allowed to exceed the limiting values, see
Chapter 701.
MAN B&W Diesel A/S
Running with Cylinders or Turbochargers
704-04
out of Operation
704-04 Running with Cylinders or Turbochargers out of Operation
1. General
The engine is designed and balanced to run with all cylinders as well as all turbo-
chargers working. If a breakdown occurs which disables one or more cylinders, or
turbochargers, repair should preferably be carried out immediately.
If this is not possible, the engine can be operated with one or more cylinders or
turbochargers out of operation, but with reduced speed owing to the following:
1. As, in such cases, the air supply is no longer optimal, the thermal load will be
higher.
Therefore, depending upon the actual circumstances, the engine will have to
be operated according to the restrictions mentioned in Items 4 and 5 further
on in this Section.
Note that the exhaust temperatures can sometimes be high at about 30-40%
load, corresponding to 67 to 73% of MCR speed. It may be necessary to avoid
operating in this range.
2. Pressure pulsations may occur in the scavenge and exhaust receivers, which
can give a reduced air supply to any one of the cylinders, and as a result
cause the respective exhaust temperatures to increase.
The fuel pump index for these cylinders must therefore be reduced to keep
the exhaust temperatures (after valves) below the value stated in Chapter
701. However, see “Note” in point 1 above.
3. Since the turbochargers will be working outside their normal range, surging
may occur.
This can generally be remedied by “blowing off” from the scavenge air receiv-
er. The increased temperature level caused by this must be compensated for
by reducing the engine revolutions, until the exhaust temperatures are in ac-
cordance with the values stated in Chapter 701.
If more than one cylinder must be cut out of operation, and the engine has two
or more turbochargers, it may be advantageous to cut out one of the turbo-
chargers. However, see “Note” in point 1 above.
4. When cylinders are out of operation, governor hunting may occur. When this
happens, the fuel pump index must be limited by operating the electric gover-
nor on “index control”.
For some electronic governors, it is not recommended to use the mechanical
stop for max. index. These governors have a built-in electronic max. index
control.
MAN B&W Diesel A/S
704-04
out of Operation
Regarding the mechanical/hydraulic governor (Woodward) the stop screw,

mounted at the change-over mechanism, see Plate 70301, is screwed slightly
downwards, until the hunting just ceases.
Before this is carried out, measure or mark the position of the stop screw, so
that it can be returned to the original position, when max. index is no longer
needed.
5. With one or more cylinders out of operation, torsional vibrations, as well as

other mechanical vibrations, may occur at certain engine speeds.
The standard torsional vibration calculations cover the following conditions:
– normal running
– misfiring of one cylinder
The latter leads to load limitations, see Item 4 further on, which in most cases
are irrespective of the torsional vibration conditions; additional restrictions
may occur depending on the specific conditions.
The above-mentioned calculations do not deal with the situation where recip-
rocating masses are removed from the engine or where the exhaust valve re-
mains open. In such specific cases the engine maker has to be contacted.
Should unusual noise or extreme vibrations occur at the chosen speed, the
speed must be further reduced.
Because the engine is no longer in balance, increased stresses occur in

crankshaft, chain and camshaft. However, if no abnormal vibrations occur, the
engine can usually be run for a short period (for instance some days) without
suffering damage.
If the engine is to be run for a prolonged period with cylinders out of operation, the
engine builder should always be contacted in order to obtain advice concerning
possible recommended barred speed ranges.
When only the fuel for the respective cylinders is cut off, and the starting air con-
nections remain intact, the engine is fully manoeuvrable.
In cases where the starting air supply has to be cut off to some cylinders, starting
in all crankshaft positions cannot always be expected.
If the engine does not turn on starting air in a certain crankshaft position, it must
be immediately started for a short period in the opposite direction, after which re-
versal is to be made to the required direction of rotation.
Should this not give the desired result, it will be necessary to turn the engine to a
better starting position, by means of the turning gear. Remember to cut off the
starting air before turning and to open the indicator cocks.
MAN B&W Diesel A/S
704-04
out of Operation
2. How to Put Cylinders Out of Operation Plate 70401

See Volume II, ‘Maintenance’ for the respective procedures.
The following points (A-E) describe five different “methods” of putting a single cyl-
inder out of operation.
The extent of the work to be carried out depends, of course, on the nature of the
trouble.
Note: In cases where the crosshead and crankpin bearings are operative, the oil
inlet to the crosshead must not be blanked-off, as the bearings are lubricated
through the crosshead.
A summary of the various cases is given on Plate 70401.
A. Combustion cut out. Piston and exhaust valve gear still working
Compression on
Reasons:
Preliminary measure in the event of, for instance: blow-by at piston rings or ex-
haust valve; bearing failures which necessitate reduction of bearing load; faults in
the injection system.
Procedure:
Cut out the fuel pump by lifting and securing the roller guide
(see Vol. II, Procedure 909-5).
Note: The piston cooling oil and cylinder cooling water must not be cut off.
See also Item 4.
B. Combustion and compression cut out. Piston still working in cylinder

Reasons:
This measure is permitted in the event of, for instance, water leaking into the cyl-
inder from the cooling jacket/liner or cylinder cover.
Running with the above it must be superseded as soon as possible by the precau-
tions mentioned under D or E. See also Item 3.
Procedure:
1. Cut out the fuel pump by lifting and securing the roller guide
(see Vol. II Procedure 909-5).
2. Put the exhaust valve out of action and lock it in open position.
See Vol. II, Procedure 908-6.
Shut-off the air supply to the exhaust valve and stop the lube oil pumps. Dis-
mantle and block the actuator oil pipe.
Restart the lube oil pumps.
3. Close the cooling water inlet and outlet valves for the cylinder. If necessary,
drain the cooling water spaces completely.
MAN B&W Diesel A/S
704-04
out of Operation
4. Dismantle the starting air pipe, and blank off the main pipe and the control air
pipe for the pertaining cylinder.
5. When operating in this manner, the speed should not exceed 55% of MCR
speed. See also ‘Note’ below.
Note: The joints in the crosshead and crankpin bearings have a strength that, for
a short time, will accept the loads at full speed without compression in the cylinder.
However, to avoid unnecessary wear and pitting at the joint faces when running a
unit continuously with the compression cut-out, it is recommended that the engine
speed is reduced to 55% of MCR speed, which is normally sufficient for manoeu-
vring the vessel.
During manoeuvres, if found necessary, the engine speed can be raised to 80%
of MCR speed for a short period, for example 15 minutes.
In order to ensure that the engine speed is kept within a safe upper limit under
these circumstances, the over-speed level of the engine must be lowered to 83%
of MCR speed.
C. Combustion cut out. Exhaust valve closed. Piston still working in cylinder.
Reasons:
This measure may be used if, for instance, the exhaust valve or the actuator is de-
fective. See also Item 4.
Procedure:
2. Put the exhaust valve out of action (See Vol. II Procedure 908-5) so that the
valve remains closed (lift the guide or stop the oil supply and remove the hy-
draulic pipe).
Note: The cylinder cooling water and piston cooling oil must not be cut out.
D. Piston, piston rod and crosshead suspended in the engine.

Connecting rod out
Reasons:
For instance, serious defects in piston, piston rod, connecting rod, cylinder cover,
cylinder liner and crosshead. See also Item 3.
Procedure:
2. Put the exhaust valve out of action (Vol. II Procedure 908-5) so that the valve
remains closed.
3. Dismantle the starting air pipe
Blank off the main pipe and the control air pipe for the actual cylinder.
MAN B&W Diesel A/S
704-04
out of Operation
Note: In this case the blanking-off of the starting air supply is particularly im-
portant, as otherwise the supply of starting air will blow down the suspended
engine components.
4. Suspend the piston, piston rod and crosshead, and take the connecting rod
out of the crankcase, in accordance with the directions in Volume II, Chapter
904.
5. Blank off the oil inlet to the crosshead.
6. Set the cylinder lubricator for the actual cylinder, to “zero” delivery.
E. Piston, piston rod, crosshead, connecting rod and telescopic pipe out
Reasons:
This method is only used if lack of spare parts makes it necessary to repair the
defective parts during the voyage. See also Item 3.
Procedure:
2. Put the exhaust valve out of action (See Vol. II Procedure 908-5) so that the
valve remains closed.
3. Dismantle the starting air pipe, and then blank off the main pipe and the con-
trol air pipe for the actual cylinder.
4. Dismantle piston with piston rod and stuffing box, crosshead, connecting rod
and crankpin bearing. Blank off the stuffing box opening with two plates (to-
wards scavenge air box and crankcase). Minimum plate thickness 5 mm.
5. Blank off the oil inlet hole from the telescopic pipe.
6. Set the cylinder lubricator for the actual cylinder to “zero” delivery.
3. Starting After Putting Cylinders Out of Operation

After carrying out any of the procedures described under points B, C, D and E, it
is absolutely necessary before starting to check the oil flow through the bearings,
and the tightness of blanked-off openings.
After 10 minutes’ running, and again after one hour, the crankcase must be
opened for checking:
· the bearings,
· the temporarily secured parts,
· the oil flow through bearings,
· the tightness of blanked-off openings.
MAN B&W Diesel A/S
704-04
out of Operation
Load Restrictions:
Cases A and C, see Item 4 below. Cases B, D and E, always contact the engine
builder for calculation of allowable output and possible barred speed range.
4. Running with one (1) Cylinder Misfiring (Cases A and C)

Misfiring is defined as:
· no injection and
· compression present.
If only one cylinder is misfiring, it may be possible to run the engine with the re-
maining and working cylinders, under two restrictions:
1. The thermal load of the cylinders.

2. The torsional vibration in the propeller shaft system.
Ad 1) Thermal load restriction: The following r/min and shaft powers may be ob-
tained with a fixed pitch propeller given by the thermal load of the cylinders:
Total No. of % r/min % Load

Cylinders (of MCR) (of MCR)
4 83 57
5 86 63
6 88 67
7 89 71
8 90 73
9 91 75
10 91 77
11 92 78
12 92 78
14 93 80
Ad 2) Torsional vibration restrictions: These restrictions, given as barred speed

range, may be found from the class-approved report on the torsional vibration of
the actual propeller shaft system.
Note Only valid for misfiring, i.e. Item 2, cases A and C. See also Plate 70401.
With a CP-propeller, the same restrictions apply when running according to the de-
sign pitch. During the misfire operation keep the CP-propeller pitch fixed at the de-
sign pitch.
If more than one cylinder is misfiring, the engine builder must be contacted.
Running limitations in Cases B, D and E

In cases B, D and E, the engine builder must always be contacted for calculation
of allowable output and possible barred speed range.
MAN B&W Diesel A/S
704-04
out of Operation
5. How to Put Turbochargers Out of Operation

(See also special instruction book for turbochargers).
If heavy vibrations, bearing failure or other troubles occur in a turbocharger, pre-

liminary measures can be taken in one of the following ways:
A. If the ship must be instantly manoeuvrable:

Reduce the load until the vibrations cease.
B. If the ship must be instantly manoeuvrable,

but the damaged turbocharger cannot run even at reduced load:
Note: This mode of operation is only recommended if no time is available for car-
rying out the procedures described in Item ‘C’, ‘Running for an extended period
with a Turbocharger out of Operation’.
Refer to the T/C manual regarding the maximum time of operation in condition ‘B’,
before the bearings will be damaged.
Engines with one turbocharger:
1. Stop the engine.

2. Lock the rotor of the defective turbocharger. (See T/C manual).
3. Remove the compensator between the compressor outlet and the scavenge
air duct. This reduces the suction resistance.
4. Load restrictions: See Plate 70403.
Engines with two or more turbochargers:
1. Stop the engine.

2. Lock the rotor of the defective turbocharger. (See T/C manual).
3. Insert an orifice plate in the compressor outlet.
A small air flow is required through the compressor to cool the impeller.
Note: The load limit can be increased considerably if an orifice plate is also insert-
ed in the turbine inlet, as described in Item C, ‘Engines with two or more Turbo-
chargers’.
C. Running for an extended period with a turbocharger out of operation

Engines with one turbocharger:
· Engines with exhaust by-pass (Option).

Note: The blanking plates mentioned in item 3 below, are optional for BBC/
ABB and MHI turbochargers.
1. Stop the engine.
2. Lock the turbocharger rotor. (See T/C manual).
MAN B&W Diesel A/S
704-04
out of Operation
3. Remove the blanking plate from the exhaust by-pass pipe.

4. Remove the compensator between the compressor outlet and
the scavenge air duct. This reduces the suction resistance.
· Engines without exhaust by-pass.

1. Stop the engine.
2. Remove the rotor and nozzle ring of the turbocharger. (See T/C manual)
3. Insert blanking plates. (See T/C manual)
4. Remove the compensator between the compressor outlet and
the scavenge air duct. This reduces the suction resistance.
1. Stop the engine.

2. Lock the rotor of the defective turbocharger. (See T/C manual)
3. Insert orifice plates in the compressor outlet and the turbine inlet.
A small air flow is required to cool the impeller, and a small gas flow is desir-
able to prevent corrosion.
D. Repair to be carried out during voyage.

1. Stop the engine.

2. Insert blanking plates in compressor outlet, turbine inlet and turbine outlet.
Engines with one turbocharger, equipped with exhaust by-pass (Option):
1. Stop the engine.

2. Insert blanking plates in turbine inlet and turbine outlet.
3. Remove the blanking plate from the exhaust by-pass pipe.
4. Remove the compensator between the compressor outlet and the scavenge
air duct.
5. Load restrictions: See Item ‘C’, ‘Engines with exhaust by-pass (Option)’.
MAN B&W Diesel A/S
704-04
out of Operation
6. Putting an Auxiliary Blower Out of Operation

If one of the auxiliary blowers becomes inoperative, it is automatically cut out by
the built-in non-return valve, and there are no restrictions in the operation of the
engine. See also Vol. III, ‘Components Descriptions’, Chapter 910.
MAN B&W Diesel A/S
Running with Cracked Cylinder Cover
704-05
Studs/Staybolts
704-04 Running with Cylinders or Turbochargers out of Operation
If a crack in a cylinder cover stud/ staybolt occurs, replacement should preferably

be carried out immediately.
If this is not possible, the engine can still be operated at reduced speed according
to the guidelines specified below.
1. Cylinder Cover Studs

· 8 studs; one stud cracked, reduce cylinder pressure to 85 % of pmax
· 8 studs; two studs cracked, reduce cylinder pressure to 75 % of pmax
· 16 studs; one stud cracked, no reduction

· 16 studs; two studs cracked, reduce cylinder pressure to 85 % of pmax
Always ensure that no gasleak occurs from the cylinder with cracked bolts. Gas-
leaks will cause burnings on the joint surfaces of the cylinder cover and liner.
2. Staybolts, Mono and Twin Staybolts

· Engine end staybolts; one bolt cracked (located ahead of cylinder No. 1 or the
aft cylinder), reduce the cylinder pressure in the nearest cylinder to 75 % of pmax.
· Staybolts in between cylinder No. 1 and the aftmost cylinder, including the bolts
located by the chain drive at the centre; reduce the cylinder pressure in the both
adjacent cylinders to 80 % of pmax (by the centre chain drive, only the nearest
cylinder is affected).
Cylinder cover studs and staybolts must be replaced at first opportunity. For end
mono-staybolts we recommend that both staybolts (manoeuvring side and ex-
haust side) are replaced.
In all other situations (than the above-mentioned) involving cracked cylinder cover
studs or staybolts, MAN Diesel or the engine builder must be contacted.
MAN B&W Diesel A/S
Cutting Cylinders out of Action Plate 70401
Case A Case B Case C Case D Case E

Nature of the action Combustion to Compression Combustion to All reciprocating All reciprocating
be stopped and combustion be stopped (due parts suspended parts out
to be stopped to faulty exhaust or out
valve)
Some reasons for Blow-by at pis- Leaking cylinder Exhaust valve, Quickest and Only of interest if
the action ton rings or cover or liner or exhaust valve safest measure spare parts are
exhaust valve. actuating gear, in the event of not available
Reduction of malfunction faults in large
load on bear- moving parts, or
ings. Faulty cylinder cover or
injection equip- cylinder liner
ment.
Fuel pump with Lifted Lifted Lifted Lifted Lifted

roller guide
Exhaust valve Working Held open Closed Closed Closed
Air for air spring Open Closed Open Open Open
Exhust valve actua- Working Out or lifted Out or lifted Out or lifted Out or lifted
tor with roller guide
Oil inlet for actuator Open Pipe dismantled Pipe dismantled Pipe dismantled Pipe dismantled
and blocked and blocked and blocked and blocked
Starting valve Working Blanked Working Blanked Blanked
Piston with rod Moving Moving Moving Suspended Out
Crosshead Moving Moving Moving Suspended Out
Connecting rod Moving Moving Moving Out Out
Crankpin bearing Moving Moving Moving Out Out
Oil inlet to Open Open Open Blanked Blanked

crosshead
Cooling oil outlet Open Open Open

from crosshead
Cylinder Working Working Working “zero” delivery “zero” delivery

lubricators
MAN B&W Diesel A/S
Plate 70402 Scavenge Air Drain Pipes
Normally open. To be closed

AV in case of fire in the
BV
scavenge air box.
10 mm orifice
Sludge tank Drain tank

for heavy oil
centrifuges
Normally closed. Tank to be emptied

during service with valve open
Scavenge air receiver
Cyl. 1
TEST COCK TEST COCK
Normally open
BV AV
MAN B&W Diesel A/S
Cutting Turbochargers out of Action Plate 70403
Case B Case C 1) Case D
Component Engines with Engines with Engines with one T/C Engines with (Engines
one T/C two or more two or more with two or
T/C With Without T/C more T/C)
by-pass by-pass
Rotor 2) Locked Locked Locked Removed Locked
Nozzle ring 2) Removed
Compressor Orifice plate Orifice plate Blanking

outlet plates
Turbine inlet Orifice plate Blanking

plates
Turbine outlet Blanking

plates
Compensator Removed Removed Removed

after compres-
sor outlet
By-pass Removed
blanking plate
T/C housing 2) Blanking

plates
Max % of MCR
load/ (speed):
1 T/C of 1 15/(53) 3) – 20-(58) 4)

15/(53) 3) – –
1 T/C of 2 – 15/(53) 3) 5) – – 50/(79) 3) 6) 50/(79) 3) 6)
1 T/C of 3 – 20/(58) 3) 5) – – 66/(87) 3) 6)

66/(87) 3) 6)
1 T/C of 4 – 20/(58) 3) 5) – – 75/(91) 3) 6)

75/(91) 3) 6)
1 Aux.bl. of 2 7) 10/(46) 4) 15/(53) 4) 10/(46) 3) 10/(46) 3) 8) 8)
1 Aux.bl. of 3 7) – 15/(53) 4) – – 8) 8)
1 Aux.bl. of 4 7) – 15/(53) 4) – – 8) 8)
1) The engine builder will, in each specific case, be able to give further information about engine load pos-
sibilities and temperature levels.
2) See T/C manual.
3) The exhaust temperatures must not, however, exceed the value(s) stated in Chapter 701.
See also the Note in Item 1, ‘General’.
4) The exhaust temperature must not exceed 430°C.
5) This is due to the loss of exhaust gas through the damaged turbocharger.
6) The mentioned exhaust temperature limit is an average value for the whole load range.
7) Simultaneous with 1 T/C out of operation. There are no load restrictions with 1 aux. blower out of
operation and all T/C’s in operation.
8) See the limits given under ‘1 T/C of 2’, ‘1 T/C of 3’, and ‘1 T/C of 4’, above.
MAN B&W Diesel A/S
E
DE
D
E
D
Observations: Temporary stop of surging: Check of engine performance: Investigations of surging T/C: Corrective actions:
See Chapter 706 (See notes below) (See Chapter 706)
START T/C Clean the turbine, 706

Y
Record: speed Check that the exh. receiver is free from
- Engine load A), B)
Plate 70404
loose parts, that the protecting grating to

- Open one exhaust by-pass valve - Engine speed N the turbine is free for passage and that
(if installed), or - T/C speed the compensators are OK.
MAN B&W Diesel A/S

Y - reduce engine load, or - pmax
Y
Surging tbtc - tatc
at constant - open the relief valve on the scav. air - pcomp
C)
load? receiver, - pi (if possible)
until surgigng just stops *) N
N - texhv Clean the air cooler, 706
- tbtc
pc Y
- Open one exhaust by-pass valve - tatc
(if installed), or C) Check for:
-patc - Fuel pump / valve failure
Surging Y - open the relief valve on the scav. air - pc N
while run- receiver, or - Low fuel oil pressures, 701
ning up? - start the aux. blowers, if possible, to
- pf pmax - Low fuel oil temp., 701
‘help’ the charger pass the critical point - tcoolinl pcomp pi Y - Back press. valve failure in return pipe
N t exhv - Exhaust valve failure
until surgigng just stops *) - tcoolout
D) - Liner / ring failure
- tscav N
Repair if possible
- pscav
Surging Y If possible: - pexhrec pexhrec Y
at fluctuating - Stabilise the engine load Check that the gas passage from turbine
load? - Adjust the load C) to funnel is free
- Switch over to index regulation N
Turbocharger Surging
N
Check the water supply to the cooler(s)
twater Y
NOTES:
Surging Y C) Clean or renew the filter
while running Reduce the engine load more slowly A) Deviating from normal N
down? B) Deviating from the other T/C’s
C) Higher than normal tscav Y Check that the scav. ports are free from
D) Abnormal or deviating from
Has C) coke, that silencer conditions is OK and
Y surging the other cyl.
END stopped ? N that the air passage in the air duct is
free, if the vessel has direct air intake
*) Note: The exhaust temperatures must N pf Y

not be allowed to exceed the C) If surging has not stopped:
limiting values, see Chapter 701 N Inspect the turbocharger turbine, cover
ring, nozzle ring, compressor and
diffusor, as described in the T/C manual
C
O
Steam extinguishing
CO2 extinguishing
Steam pressure 3-10 bar
CO2 test pressure 150 bar
MAN B&W Diesel A/S

Normally position
open to bilge
CO2 CO2 bottles

At least two bottles ought to be installed.
Water mist extinguishing In most cases, one bottle should be
Fresh water pressure min. 3.5 bar sufficient to extinguish fire in three cylinders,
while two or more bottles would be required
to extinguish fire in all cylinders
Normally position
open to bilge
Scavenge Air Spaces, Fire Extinguishing Systems
To prevent the fire from spreading to the

next cylinder(s), the ball-valve of the
neighbouring cylinder(s) should be opened
in the event of fire in one cylinder
Plate 70405
Fuel and Fuel Treatment
705
Fuel and Fuel Treatment Chapter 705
Table of Contents
705-01 Fuel Oil

1. Diesel Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Heavy Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Fuel Sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3.1 Sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3.2 Analysis of Samples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3.3 Sampling Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4. Guiding Fuel Oil Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
705-02 Pressurised Fuel Oil System

1. System Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Fuel Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
705-03 Fuel Treatment

1. Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 Centrifuging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.3 High Density Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.4 Homogenisers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.5 Fine Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.6 Super Decanters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2. Fuel oil stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3. Preheating before Injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

3.1 Precaution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.2 Fuel Preheating when in Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.3 Starting after Staying in Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4. Other Operational Aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

4.1 Circulating Pump Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4.2 Fuel change-over . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
MAN B&W Diesel A/S
Chapter 705 Fuel and Fuel Treatment
Table of Contents
PLATES
Residual Marine Fuel Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70501

Fuel Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70502
Fuel Oil Pipes on Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70503
Fuel Oil Centrifuges – Modes of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70504
Centrifuge Flow Rate and Separation Temperature (Preheating) . . . . . . . . . . . . . . Plate 70505
Preheating of Heavy Fuel Oil (Prior to Injection) . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70506
MAN B&W Diesel A/S
Fuel Oil 705-01
705-01 Fuel Oil
1. Diesel Oil
Diesel oil fulfilling:
British Standard MA 100, Class M2; ASTM Classification of Diesel fuel oil D975,
grade No. 4-D, CIMAC grade 1, or similar; may be used.
2. Heavy Oil
Most commercially available fuel oils with a viscosity below 700 cSt. at 50°C (7000
sec. Redwood I at 100°F) can be used.
For guidance on purchase, reference is made to ISO 8217, BS6843 and to CIMAC
recommendations regarding requirements for heavy fuel for diesel engines, edi-
tion 2003. From these, the maximum accepted grades are RMH 700 and RMK
700. The mentioned ISO and BS standards supersede BS MA 100 in which the
limit is M9.
For reference purposes, an extract from relevant standards and specifications is

shown in Plate 70501.
The data in the above fuel standards and specifications refer to fuel as delivered
to the ship, i.e. before on-board cleaning.
In order to ensure effective and sufficient cleaning of the fuel oil – i.e. removal of
water and solid contaminants – the fuel oil specific gravity at 15°C (60°F) should
be below 0.991.
Higher densities can be allowed if special treatment systems are installed.

See Section 705-03.
Current analysis information is not sufficient for estimating the combustion proper-
ties of the oil.
This means that service results depend on oil properties which cannot be known
beforehand. This especially applies to the tendency of the oil to form deposits in
combustion chambers, gas passages and turbines. It may therefore be necessary
to rule out some oils that cause difficulties.
If the ship has been out of service for a long time without circulation of fuel oil in
the tanks (service and settling), the fuel must be circulated before start of the en-
gine.
Before starting the pump(s) for circulation, the tanks are to be drained for possible
water settled during the stop.
The risk of concentration of dirt and water in the fuel to the main and auxiliary en-
gines caused by long time settling is consequently considerably reduced. For
treatment of fuel oil, see further on in this Chapter.
MAN B&W Diesel A/S
705-01 Fuel Oil
3. Fuel Sampling
3.1 Sampling
To be able to check whether the specification indicated and/or the stipulated de-
livery conditions have been complied with, we recommend that a minimum of one
sample of each bunker fuel lot be retained. In order to ensure that the sample is
representative for the oil bunkered, a sample should be drawn from the transfer
pipe at the start, in the middle, and at the end of the bunkering period.
3.2 Analysis of Samples

The samples received from the bunkering company are frequently not identical
with the heavy fuel oil actually bunkered. It is also appropriate to verify the heavy
fuel oil properties stated in the bunker documents, such as density, viscosity, and
pour point. If these values deviate from those of the heavy fuel oil bunkered, there
is a risk that the heavy fuel oil separator and the preheating temperature are not
set correctly for the given injection viscosity.
3.3 Sampling Equipment

Several suppliers of sampling and fuel test equipment are available on the market,
but for more detailed and accurate analyses, a fuel analysing institute should be
contacted.
4. Guiding Fuel Oil Specification

Based on our general service experience we have, as a supplement to the above-
mentioned standards, drawn up the guiding fuel oil specification shown in the Ta-
ble below.
Fuel oils limited by this specification have, to the extent of the commercial availa-
bility, been used with satisfactory results on MAN B&W two-stroke low speed die-
sel engines, as well as MAN B&W auxiliary engines.
Guiding specification (maximum values)

Density at 15°C kg/m3 991 *
Kinematic viscosity at 100°C cSt 55
Kinematic viscosity at 50°C cSt 700
Flash point °C ≥60
Pour point °C 30
Carbon residue %(m/m) 22
Ash %(m/m) 0.15
Total sediment after ageing %(m/m) 0.10
Water %(v/v) 0.5
Sulphur %(m/m) 4.5
Vanadium mg/kg 600
Aluminium + Silicon mg/kg 80
Equal to ISO 8217/CIMAC – H55
* 1010 provided automatic modern clarifiers are installed.
MAN B&W Diesel A/S
Fuel Oil 705-01
The data refers to the fuel as supplied, i.e. before any on-board cleaning.
If fuel oils with analysis data exceeding the above figures are to be used, especial-
ly with regard to viscosity and specific gravity, the engine builder should be con-
tacted for advice regarding possible fuel oil system changes.
On account of the relatively low commercial availability, only limited service expe-
rience has been accumulated on fuels with data exceeding the following:
Viscosity 450 cSt / 50°C

Conradson Carbon 18%
Sulphur 4%
Vanadium 400 mg/kg
Therefore, in the case of fuels with analysis data exceeding these figures, a close
watch should be kept on engine performance.
MAN B&W Diesel A/S
Pressurised Fuel Oil System 705-02
1. System Layout (Plates 70502, 70503)

The system is normally arranged such that both diesel oil and heavy fuel oil can
be used as fuel.
Plate 70502 shows the UNI-Concept common for main and auxiliary engines. It is
possible to run the auxiliary engines on heavy fuel oil or diesel oil independent of
the main engine.
From the bunker tanks, the oil is pumped to an intermediate tank, from which the
centrifuges can deliver it to the respective service tanks (“day-tank”).
To obtain the most efficient cleaning, the centrifuges are equipped with preheat-
ers, so that the oil can be preheated to about 95-98°C (regarding the cleaning, see
Section 705-03).
From the particular service tank in operation, the oil is led to one of the two elec-
trically driven supply pumps, which deliver the oil, under a pressure of about 4 bar
(possibly through a meter), to the low pressure side of the fuel oil system.
The oil is thereafter drawn to one of two electrically driven circulating pumps,
which passes it through the preheater, the viscosity regulator, the filter, and on to
the fuel injection pumps.
The filter mesh shall correspond to an absolute fineness of 50 µm (0.050 mm). The
absolute fineness corresponds to a nominal fineness of approximately 30 µm at a
retaining rate of 90%.
The return oil from the fuel valves and pumps is led back, via the venting pipe, to
the suction side of the circulating pump.
In order to maintain a constant pressure in the main line at the inlet to the fuel
pumps, the capacity and delivery rate of the circulating pump exceeds the amount
of fuel consumed by the engine.
In addition, a spring-loaded overflow valve is fitted, which functions as a by-pass

between the fuel oil inlet to the fuel injection pumps and the fuel oil return, thus
ensuring a constant pressure in the fuel oil inlet line.
The fuel oil drain pipes are equipped with heat tracing, through which hot jacket
cooling water flows. The drain pipe heat tracing must be in operation during run-
ning on heavy fuel. See also Plate 70903.
To ensure an adequate flow of heated oil through the fuel pumps, housings and
fuel valves at all loads (including stopped engine), the fuel valves are equipped
with a slide and circulating bore, see Vol. III, Section 909.
By means of the “built-in” circulation of preheated fuel oil, the fuel pumps and fuel
valves can be maintained at service temperature, also while the engine is stopped.
MAN B&W Diesel A/S
Consequently, it is not necessary to change to diesel oil when entering harbour,

provided that the circulating pump is kept running and preheating of the circulated
fuel oil is maintained, see Section 705-03.
If, during long standstill periods, it is necessary to stop the circulating pump or the
preheating, the fuel oil system must first be emptied of the heavy oil.
This is carried out by:
· either changing to diesel oil in due time before the engine is stopped,
see Section 705-03, or
· stopping the preheating, and pumping the heavy oil back to the service tank,
through the change-over valve mounted at the top of the venting pipe.
See Section 705-03.
2. Fuel Oil Pressure

Carry out adjustment of the fuel oil pressure, during engine standstill, in the follow-
ing way:
1. Adjust the valves in the system as for normal running, thus permitting fuel oil
circulation.
2. Start the supply and circulating pumps, and check that the fuel oil is circulat-
ing.
3. Supply Pumps: Adjust the spring-loaded safety valve at supply pump No. 1 to
open at the maximum working pressure of the pump.
The pressure must not be set below 4 bar, due to the required pressure level
in the supply line, see point 4.
Make the adjustment gradually, while slowly closing and opening the valve in
the discharge line, until the pressure, with closed valve, has the above-men-
tioned value.
Carry out the same adjustment with supply pump No. 2.
4. Regulate the fuel oil pressure, by means of the over-flow valve between the
supply pump’s discharge and suction lines. Adjust so that the pressure in the
low pressure part of the fuel system is 4 bar.
5. Circulating Pumps: With the supply pumps running at 4 bar outlet pressure,
secure that the spring-loaded relief by-pass valves for each circulating pump
(the valve is preset from the valve manufacturer) open at the maximum work-
ing pressure of the circulation pumps involved, about 10 bar.
If adjustments have to be made, regulate the spring tension in the relief by-
pass valve(s), see valve maker’s instruction.
MAN B&W Diesel A/S
Pressurised Fuel Oil System 705-02
6. Fuel Line: Regulate the fuel oil pressure by means of the spring-loaded over-
flow valve installed between the main inlet pipe to the fuel injection pumps and
the outlet pipe on the engine. Adjust the overflow valve so that the pressure
in the main inlet pipe is 7-8 bar, see also Chapter 701.
7. With the engine running, the pressure will fall a little.
Re-adjust to the desired value at MCR.
MAN B&W Diesel A/S
Fuel Treatment 705-03
1. Cleaning
1.1 General
Fuel oils are always contaminated and must therefore, before use, be thoroughly
cleaned for solid as well as liquid contaminants.
The solid contaminants are mainly rust, sand and refinery catalysts; the main liquid
contaminant is water, – i.e. either fresh or salt water.
These impurities can:

· cause damage to fuel pumps and fuel valves.
· result in increased cylinder liner wear.
· be detrimental to exhaust valve seatings.
· give increased fouling of gasways and turbocharger blades.
1.2 Centrifuging
Effective cleaning can only be ensured by means of centrifuges.
The ability to separate water depends largely on the specific gravity of the fuel oil
relative to the water – at the separation temperature. In addition, the fuel oil vis-
cosity (at separation temp.) and flow rate, are also influencing factors.
The ability to separate abrasive particles depends upon the size and specific
weight of the smallest impurities that are to be removed; and in particular on the
fuel oil viscosity (at separation temp.) and flow rate through the centrifuge.
To obtain optimum cleaning, it is of the utmost importance to:
a. operate the centrifuge with as low a fuel oil viscosity as

possible.
b. allow the fuel oil to remain in the centrifuge bowl for as
long as possible.
Re a.
The optimum (low) viscosity, is obtained by running the centrifuge preheater at the
maximum temperature recommended for the fuel concerned.
It is especially important that, in the case of fuels above 1500 Sec. RW/100°F
(i.e. 180 cSt/50°C), the highest possible preheating temperature – 98°C –
should be maintained in the centrifuge preheater. See Plate 70505.
The centrifuge should operate for 24 hours a day except during necessary clean-
ing.
MAN B&W Diesel A/S
Re b.
The fuel is kept in the centrifuge as long as possible, by adjusting the flow rate so
that it corresponds to the amount of fuel required by the engine, without excessive
re-circulation.
The ideal “through-put” should thus correspond to the normal amount of fuel re-
quired by the engine, plus the amount of fuel consumed during periods when the
centrifuge is stopped for cleaning.
The nominal capacity of the installed centrifuges must be according to the maker’s
instructions.
For efficient removal of water by means of a conventional purifier, the correct

choice of gravity disc is of special importance. The centrifuge manual states the
disc which should be chosen, corresponding to the specific gravity of the fuel in
question.
Centrifuge Capacity: Series or Parallel Operation
It is normal practice to have at least two centrifuges available for fuel cleaning.
Plate 70504 Fig. 1
As regards centrifuge treatment of today’s residual fuel qualities, experimental

work has shown that, provided the capacity of each centrifuge is sufficient, the
best cleaning effect, particularly as regards removal of catalyst fines, is achieved
when the centrifuges are operated in series – in purifier/clarifier mode.
Series operation of centrifuges (ensuring a maximum of safety), is therefore a fully

acceptable alternative to the previously recommended parallel operation. Each
centrifuge must however be able to handle the total amount of fuel required by the
engine, without exceeding the flow-rate recommended by the centrifuge maker.
This recommendation is valid for conventional centrifuges. For later types, suitable
for treating fuels with densities higher than 991 kg/m3 at 15°C, it is recommended
to follow the maker’s specific instructions, see item 1.3 below.
Plate 70504 Fig. 2
If the installed centrifuge capacity is on the low side (relative to the specific viscos-
ity of the fuel oil in question), and if more than one centrifuge is available, parallel
operation may be considered in order to obtain a lower flow rate. However, in view
of the above recommendations, serious considerations should be given to the pos-
sible advantages of installing new equipment, in accordance with today’s fuel qual-
ities and flow recommendations.
As regards the determination/checking of the centrifuging capacity, we generally

advise that the recommendations of the centrifuge maker are followed, but the
curves shown on Plate 70505 can be used as a guidance.
MAN B&W Diesel A/S
1.3 High Density Fuels

To cope with the trend towards fuels with density exceeding 991 kg/m3 at 15°C,
the centrifuging technology has been further developed.
Improved clarifiers, with automatic de-sludging provides adequate separation of

water and particles from the fuel, up to a density of 1010 kg/m3 at 15°C.
The centrifuges should be operated in parallel or in series according to the maker’s

instructions and recommendations.
1.4 Homogenisers
As a supplement only (to the centrifuges), a homogeniser may be installed in the
fuel oil system, to homogenise possible water and sludge still present in the fuel
after centrifuging.
1.5 Fine Filter

As a supplement only (to the centrifuges), a fine filter with very fine mesh may be
installed, to remove possible contaminants present in the fuel after centrifuging.
A homogeniser should be inserted before a possible fine filter in order to minimise

the risk of blocking by agglomeration of asphaltenes.
1.6 Super Decanters

As a supplement only, a super decanter may be installed. This is, in principle, a
“horizontal” clarifier. The aim is to remove sludge before normal centrifuging and
thus minimize the risk of blocking of the centrifuges.
2. Fuel oil stability

Fuel oils of today are produced on the basis of widely varying crude oils and refin-
ery processes. Practical experience has shown that, due to incompatibility, certain
fuel types may occasionally tend to be unstable when mixed.
As a consequence, fuel mixing should be avoided to the widest possible extent.
A mixture of incompatible fuels, in the bottom tanks and the settling tanks, may
lead to stratification, and also result in rather large amounts of sludge being taken
out by the centrifuges, in some cases even causing centrifuge blocking.
Stratification can also take place in the service tank, leading to a fluctuating pre-
heating temperature, when this is controlled by a viscorator.
Service tank stratification can be counteracted by recirculating the contents of the

tank through the centrifuge. This will have to be carried out at the expense of the
previously mentioned benefits of low centrifuge flow rate.
MAN B&W Diesel A/S
3. Preheating before Injection

In order to ensure correct atomization, the fuel oil has to be preheated before in-
jection.
The necessary preheating temperature is dependent upon the specific viscosity of

the oil in question.
Inadequate preheating (i.e. too high viscosity):
· will influence combustion,

· may cause increased cylinder wear (liners and rings),
· may be detrimental to exhaust valve seatings,
· may result in too high injection pressures, leading to
excessive mechanical stresses in the fuel oil system.
In most installations, preheating is carried out by means of steam, and the result-
ant viscosity is measured by a viscosity regulator (viscorator), which also controls
the steam supply.
Depending upon the viscosity/temperature relationship, and the viscosity index of

the fuel oil, an outlet temperature of up to 150°C will be necessary. This is illustrat-
ed in the diagram on Plate 70506, which indicates the expected preheating tem-
perature as a function of the fuel oil viscosity.
Recommended viscosity meter setting is 10-15 cSt.
However, experience from service has shown that the viscosity of the fuel, before
the fuel pump, is not a too strict parameter, for which reason we allow a viscosity
of up to 20 cSt after the preheater.
In order to avoid too rapid fouling of the preheater, a temperature of 150°C should
not be exceeded.
3.1 Precaution
Caution must be taken to avoid heating the fuel oil pipes by means of the heat trac-
ing when changing from heavy fuel to diesel oil, and during running on diesel oil.
Under these circumstances excessive heating of the pipes may reduce the viscos-
ity too much, which will involve the risk of the fuel pumps running hot, thereby in-
creasing the risk of sticking of the fuel pump plunger and damage to the fuel oil
sealings. (See item 4.2).
3.2 Fuel Preheating when in Port

During engine standstill, the circulation of preheated heavy fuel oil does not re-
quire the viscosity to be as low as is recommended for injection. Thus, in order to
save energy, the preheating temperature may be lowered some 20°C, giving a vis-
cosity of about 30 cSt.
MAN B&W Diesel A/S
3.3 Starting after Staying in Port

If the engine has been stopped on heavy fuel, and if the heavy fuel has been cir-
culated at a reduced temperature during standstill, the preheating and viscosity
regulation should be made operative about one hour before starting the engine, so
as to obtain the required viscosity, see Item 3., ‘Preheating before Injection’.
4. Other Operational Aspects

4.1 Circulating Pump Pressure
The fuel oil pressure measured on the engine (at fuel pump level) should be 7-8
bar, equivalent to a circulating pump pressure of up to 10 bar. This maintains a
pressure margin against gasification and cavitation in the fuel system, even at
150°C.
The supply pump may be stopped when the engine is not in operation.
See Plate 70502.
4.2 Fuel change-over

(See also Section 705-02).
The engine is equipped with uncooled, “all-symmetrical”, light weight fuel valves –
with built-in fuel circulation. This automatic circulation of the preheated fuel
(through the high-pressure pipes and the fuel valves) during engine standstill, is
the background for our recommending constant operation on heavy fuel.
However, change-over to diesel oil can become necessary if, for instance:
· the vessel is expected to have a prolonged inactive period with cold engine, e.g.
due to:
– a major repair of the fuel oil system etc.
– a docking
– more than 5 days’ stop (incl. laying-up)
· environmental legislation requiring the use of low-sulphur fuels.
Change-over can be performed at any time:

· during engine running, see Items 4.2.A. and 4.2.B.
· during engine standstill, see Item 4.2.C.
In order to prevent:
· fuel pump and injector sticking/scuffing,
· poor combustion,
· fouling of the gasways,
it is very important to carefully follow the temperature / load requirements of the

change-over procedures. See Items 4.2.A., 4.2.B. and 4.2.C.
MAN B&W Diesel A/S
A. Change-over from Diesel oil to Heavy Fuel during Running

To protect the injection equipment against rapid temperature changes, which may
cause sticking/scuffing of the fuel valves and of the fuel pump plungers and suc-
tion valves, the change-over is carried out as follows (manually):
First, ensure that the heavy oil in the service tank is at normal temperature level.
Reduce the engine load to 3/4 of normal. Then, by means of the thermostatic valve
in the steam system, or by manual control of the viscosity regulator, the diesel oil
is heated to maximum 60-80°C. Regulate the preheating so as to give a tempera-
ture rise of about 2°C per minute.
The diesel oil viscosity should not drop below 2 cSt, as this might cause fuel pump
and fuel valve scuffing, with the risk of sticking, due to failing lubrication ability of
the diesel oil.
For some light diesel oils (gas oil), this will limit the upper temperature to some-
what below 80°C.
Due to the above-mentioned risk of sticking/scuffing of the fuel injection equip-

ment, the temperature of the heavy fuel oil in the service tank must not be more
than 25°C higher than the heated diesel oil in the system (60-80°C) at the time of
change-over.
When the temperature requirements have been fulfilled, the change to heavy oil is
performed by turning the change-over cock. The temperature rise is then contin-
ued at a rate of about 2°C per minute, until reaching the required viscosity, see
Item 3., ‘Preheating before Injection’.
B. Change-over from Heavy Fuel to Diesel Oil during Running

See also Item 3.1, ‘Precaution’.
To protect the fuel oil injection equipment against rapid temperature changes,
which may cause scuffing with the risk of sticking of the fuel valves and of the fuel
pump plungers and suction valves, the change-over to diesel oil is performed as
follows (manually):
· Preheat the diesel oil in the service tank to about 50°C, if possible.
· Cut off the steam supply to the fuel oil preheater and heat tracing.
· Reduce the engine load to 3/4 of MCR load
· Change to diesel oil when the temperature of the heavy oil in the preheater has
dropped to about 25°C above the temperature in the diesel oil service tank,
however, not below 75°C.
If, after the change-over, the temperature (at the preheater) suddenly
drops considerably, the transition must be moderated by supplying a lit-
tle steam to the preheater, which now contains diesel oil.
MAN B&W Diesel A/S
C. Change-over from Heavy Fuel to Diesel Oil during Standstill

· Stop the preheating. Regarding temperature levels before change-over,
see Item B., ‘Change-over from Heavy Fuel to Diesel Oil during Running’.
· Change position of the change-over valve at the fuel tanks,
so that diesel oil is led to the supply pumps.
· Start the supply pumps and circulating pumps
(if they are not already running).
· Change position of the change-over valve at the venting pipe,
so that the fuel oil is pumped to the HFO-tank.
· When the heavy fuel oil is replaced by diesel oil, turn the
change-over valve at the venting pipe back to its normal position,
so that the heavy oil in the venting pipe is now mixed with diesel oil.
· Stop the supply pumps.
· Stop the circulating pumps.
MAN B&W Diesel A/S
Residual Marine Fuel Standards Plate 70501
Designation CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC CIMAC
A 10 B 10 D 15 E 25 F 25 G 35 H 35 K 35 H 45 K 45
Characteristic Limit RMA RMB RMD RME RMF RMG RMH RMK RMH RMK
Related to ISO 8217 (2003): 30 30 80 180 180 380 380 380 700 700
Density at 15°C, kg/m3 max. 960,0 975,0 980,0 991,0 991,0 1010,0 991,0 1010,0
Kinematic viscosity at 50°C, mm2/S a max. 30,0 80,0 180,0 380,0 700,0
Flash point, °C min. 60 60 60 60 60
Pour point (upper), °C b

max. 0 24 30 30 30 30
– winter quality
min. 6 24 30 30 30 30
– summer quality
Carbon residue, % (m/m) max. 10 14 15 20 18 22 22
Ash, % (m/m) max. 0.10 0.10 0.10 0.15 0.15 0.15
Water, % (V/V) max. 0.5 0.5 0.5 0.5 0.5
Sulphur, % (m/m) c max. 3.50 4.00 4.50 4.50 4.50
Vanadium, mg/kg max. 150 350 200 500 300 600 600
Total sediment potential, % (m/m) max. 0.10 0.10 0.10 0.10 0.10
Aluminium plus silicon, mg/kg max. 80 80 80 80 80
Used lubricating oil (ULO) The fuel shall be free of ULO. A fuel shall be considered to be free of ULO if
Zinc, mg/kg one or more of the elements Zinc, Phosphorus and Calcium are below or at the
Phosphorus, mg/kg specified limits. All three elements shall exceed the same limits before a fuel
Calcium, mg/kg shall be deemed to contain ULO.
15
15
30
a: Annex C gives a brief viscosity/temperature table, for information purposes only. 1 mm 2/S = 1 cSt
b: Purchasers should ensure that this pour point is suitable for the equipment on board,
especially if the vessel operates in both the northern and southern hemispheres.
c: A sulphur limit of 1.5% (m/m) will apply in SOx Emission Control Areas designated by the
International Maritime Organisation, when its relevant Protocol comes into force.
There may be local variations.
MAN B&W Diesel A/S
Plate 70502 Fuel Oil System
MAN B&W Diesel A/S
Fuel Oil Pipes on Engine Plate 70503
Cylinder 1
Fuel valve
High pressure pipes
Fuel pump
TI
302
PI
305
MAN B&W Diesel A/S
Fuel Oil Centrifuges
Plate 70504 Modes of Operation
In Series Fig. 1
In Parallel Fig. 2
By courtesy of Alfa-Laval
MAN B&W Diesel A/S
Centrifuge Flow Rate and Separation Temperature
(Preheating) Plate 70505
Rate of flow
Related to rated capacity of centrifuge
%
100
80
60
40
20
Separation temperature
1
C
$
À
9
8
7
6
5
0
4
°C
100
90
80
70
60
50
40
Log 15 25 45 75 100 130

cSt/80°C
scales
30 60 80 180 380 600
cSt/50°C
200 400 600 1500 3500 6000

sec R I/100°F
MAN B&W Diesel A/S
Preheating of Heavy Fuel Oil
Plate 70506 (Prior to Injection)
Approx. viscosity
Temperature after preheater
after preheater °C sek.
cSt.
Rw.
7 43
170
Normal preheating limit 10 52
160
12 59
150
15 69
140
20 87
130
120 30 125
110
100
90
80
70
60
Approx. pumping limit
50
40
30 Viscosity of fuel
10 15 25 35 45 55 cSt / 100°C
30 60 100 180 380 600 cSt / 50° C
200 400 800 1500 3500 6000 sec. Rw / 100° F
This cart is based on information from oil suppliers regarding typical

marine fuels with viscosity index 70-80.
Since the viscosity after the preheater is the controlled parameter, the
preheating temperature may vary, dependent on the viscosity and the
viscosity index of the fuel.
Recommended viscosity meter setting is 10-15 cSt.
MAN B&W Diesel A/S
Performance Evaluation
and General Operation
706
Performance Evaluation and General Operation Chapter 706
Table of Contents
706-01 Observations during Operation

1. Symbols and Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Operating Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.1 Load Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.2 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.3 Limits for Continuous Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.4 Limits for Overload Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.5 Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.6 Propeller Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3. Performance Observations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3.2 Key Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3.3 Measuring Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.4 Intervals between Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.5 Evaluation of Observations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
706-02 Evaluation of Records

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Engine Synopsis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.1 Parameters related to the Mean Indicated Pressure (pi) . . . . . . . . . . . . . . . . . . . . . . 1
2.1.A Mean Draught . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.1.B Mean indicated Pressure (pi) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.1.C Engine Speed (pi) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.1.D Maximum Combustion Pressure (pmax – pi) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.1.E Fuel Index (pi) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.2 Parameters related to the Effective Engine Power (Pe) . . . . . . . . . . . . . . . . . . . . . . . 3
2.2.A Exhaust Temperature (texhv – Pe) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.2.B Compression Pressure (pcomp – Pe). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3. Turbocharger Synopsis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.0.A Scavenge Air Pressure (pscav – Pe) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.0.B Turbocharger Speed (T/C speed – pscav) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.0.C Pressure Drop across Turbocharger Air Filter (∆pf – pscav) . . . . . . . . . . . . . . . . 9
3.0.D Turbocharger Efficiency (ηT/C). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
MAN B&W Diesel A/S
Chapter 706 Performance Evaluation and General Operation
Table of Contents
4. Air Cooler Synopsis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

4.0.A Temperature Difference between Air Outlet and Water Inlet
(∆ t(air-water) – pscav) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4.0.B Cooling Water Temperature Difference (∆ twater – pscav). . . . . . . . . . . . . . . . . . 10
4.0.C Pressure Drop across Air Cooler (∆ pair – pscav) . . . . . . . . . . . . . . . . . . . . . . . . 10
4.1 Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
5. Specific Fuel Oil Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
706-03 Cleaning of Turbochargers and Air Coolers

1. Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 Cleaning the Turbine Side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2.A Dry Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2.B Water Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.3 Cleaning the Compressor Side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2. Air Cooler Cleaning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
3. Drain System for Water Mist Catcher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

3.1 Condensation of Water from a Humid Atmosphere. . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3.2 Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3.3 Checking the Drain System by the Sight Glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
706-04 Measuring Instruments

1. Thermometers and Pressure Gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. The Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.1 Indicator and Draw Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.2 Maintenance of the Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.3 Indicator Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.4 Fitting the Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.5 Taking the Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.6 Diagram Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.7 Adjustment of Indicator Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3. PMI System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
MAN B&W Diesel A/S
Performance Evaluation and General Operation Chapter 706
Table of Contents
706-05 Pressure Measurements and Engine Power Calculations

1. Compression Pressure, Maximum Pressure, and Faults . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Area of Indicator Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. Calculation of the Indicated and Effective Engine Power . . . . . . . . . . . . . . . . . . . . . . . . . . 2
706-06 Correction of Performance Parameters

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Examples of calculations: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4. Maximum Exhaust Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
706-07 Turbocharger Efficiency

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Calculating the Efficiencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

2.1 Plants without TCS and Exhaust By-Pass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.2 Plants with TCS and/or Exhaust By-Pass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
706-08 Estimation of the Effective Engine Power

without Indicator Diagrams
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.1 Fuel Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.2 Turbocharger Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
MAN B&W Diesel A/S
Chapter 706 Performance Evaluation and General Operation
Table of Contents
PLATES
Load Diagram for Propulsion alone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70601

Load Diagram for Propulsion and Main Engine Driven Generator . . . . . . . . . . . . . Plate 70602
Performance Observations (2 pages) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70603
Readings relating to Thermodynamic Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70604
Synopsis Diagrams – for engine (2 pages each). . . . . . . . . . . . . . . . . . . . . Plates 70605-70607
Synopsis Diagrams – for turbocharger (2 pages each) . . . . . . . . . . . . . . . . Plates 70608-70609
Synopsis Diagrams – for air cooler (2 pages) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70610
Specific Fuel Oil Consumption – Corrections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70611
Dry Cleaning of Turbocharger (Turbine side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70612
Water Cleaning Turbocharger (Turbine side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70613
Air Cooler Cleaning System (Option) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70614
Normal Indicator Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70615
Adjustment of Indicator Drive. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70616
Faulty Indicator Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70617
Information from Indicator and Draw Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70618
Using the Planimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70619
Correction to ISO Reference Ambient Conditions :
Maximum Combustion Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70620
Exhaust Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70621
Compression Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70622
Scavenge Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70623
Example of Readings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70624
Calculation of Compressor Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70625
Calculation of Total Turbocharger Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70626
Power Estimation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70627
Turbocharger Compressor Wheel Diameter and Slip Factor. . . . . . . . . . . . . . . . . . Plate 70628
MAN B&W Diesel A/S
Observations during Operation 706-01
1. Symbols and Units

The following designations are used:
Parameter Symbol Unit 1 Unit 2
Effective engine power Pe bhp kW
Engine speed speed speed speed
Indicated engine power pi ihp ikW
Fuel pump index Index No. %
Specific fuel oil consumption SFOC g/bhph g/kWh
Fuel oil lower calorific value LCV kcal/kg kJ/kg
Turbocharger speed T/C speed speed speed
Barometric pressure pbaro mmHg mbar
Pressure drop across T/C air filters ∆pf mmWC mbar
Pressure drop across air cooler ∆pc mmWC mbar
Scavenge air pressure pscav mmHg bar )
Mean indicated pressure pi bar ) bar )
Mean effective pressure pe bar ) bar )
Compression pressure pcomp bar ) bar )
Maximum combustion pressure pmax bar ) bar )
Exhaust receiver pressure pexhrec mmHg bar )
Pressure after turbine patc mmWC mbar
Air temperature before T/C filters tinl °C °C
Air temperature before cooler tbcoo °C °C
Cooling water inlet temp., air cooler tcoolinl °C °C
Cooling water outlet temp., air cooler tcoolout °C °C
Scavenge air temperature tscav °C °C
Temperature after exhaust valve texhv °C °C
Temperature before turbine tbtc °C °C
Temperature after turbine tatc °C °C
Conversion factors: N
1 bar= 1.02 kp/cm2 = 0.1 MPa = 105 Pa = 105
1 kg/cm2 = 0.9807 bar m2
1 kW = 1.3596 hp
1 mbar = 10.2 mmWC = 0.75 mm
π = 3.14159
) Pressure stated in bar is the measured value, i.e. read from an ordinary
pressure gauge. Note: the official designation of bar is Absolute Pressure.
MAN B&W Diesel A/S
2. Operating Range
2.1 Load Diagram
The specific ranges for continuous operation are given in the ‘Load Diagrams’:
· For propulsion alone, Plate 70601.

· For propulsion and main engine driven generator, Plate 70602.
Specific engine calculations (load diagrams) can be ordered by contacting MAN
B&W Diesel A/S.
2.2 Definitions
The load diagram, in logarithmic scales (Plates 70601 and/or 70602) defines the
power and speed limits for continuous as well as overload operation of an installed
engine having a specified MCR (Maximum Continous Rating) point ‘M’ according
to the ship’s specification.
The service points of the installed engine incorporate the engine power required
for ship propulsion, see Plate 70601, and for main engine driven shaft generator,
if installed, see Plate 70602.
2.3 Limits for Continuous Operation

The continuous service range is limited by four lines:
Line 3: Represents the maximum speed which can be accepted for

continuous operation.
Running at low load above 100% of the nominal speed of the
engine is, however, to be avoided for extended periods.
Line 4: Represents the limit at which an ample air supply is available

for combustion and gives a limitation on the maximum combi-
nation of torque and speed.
Line 5: Represents the maximum mean effective pressure (mep) lev-

el, which can be accepted for continuous operation.
Line 7: Represents the maximum power line for continuous operation.
2.4 Limits for Overload Operation

Many parameters influence the performance of the engine. Among these is: over-
loading. The overload service range is limited as follows:
Line 8: Represents the overload operation limitations.
The area between lines 4, 5, 7 and the heavy dotted line 8 is available as overload
for limited periods only (1 hour per 12 hours).
2.5 Recommendations
Continuous operation without limitations is allowed only within the area limited by
lines 4, 5, 7 and 3 of the load diagram.
MAN B&W Diesel A/S
The area between lines 4 and 1 is available for running conditions in shallow water,
heavy weather and during acceleration, i.e. for non-steady operation without actu-
al time limitation.
After some time in operation, the ship’s hull and propeller will be fouled, resulting
in heavier running of the propeller, i.e. loading the engine more. The propeller
curve will move to the left from line 6 to line 2 and extra power is required for pro-
pulsion. The extent of heavy running of the propeller will indicate the need for
cleaning the hull and possibly polishing the propeller.
Point A is a 100% speed and power reference point of the load dia-
gram. Point M is normally equal to point A but may in special cases, for
example sometimes when a shaft generator is installed, be placed to
the right of point A on line 7.
2.6 Propeller Performance

Experience indicates that ships are – to a greater or lesser degree – sensitive to
bad weather (especially with heavy waves, and with head winds and seas), sailing
in shallow water with high speeds and during acceleration. It is advisable to notice
the power/speed combination in the load diagram and to take precautions when
approaching the limiting lines.
3. Performance Observations Plates 70603 (two pages), 70604
3.1 General
During engine operation, several basic parameters need to be checked and eval-
uated at regular intervals.
The purpose is to follow alterations in:
· the combustion conditions,

· the general cylinder condition,
· the general engine condition
in order to discover any operational disturbances.
This enables the necessary precautions to be taken at an early stage, to prevent

the further development of trouble.
This procedure will ensure optimum mechanical condition of the engine compo-
nents, and optimum overall plant economy.
3.2 Key Parameters

The key parameters in performance observations are:
– Barometric pressure
– Engine speed
MAN B&W Diesel A/S
– Ships draught
– Mean indicated pressure
– Compression pressure
– Maximum combustion pressure
– Fuel pump index
– Exhaust gas pressures
– Exhaust gas temperatures
– Scavenge air pressure
– Scavenge air temperature
– Turbocharger speed
– Exhaust gas back pressure in exhaust pipe after turbocharger
– Air temperature before T/C filters
– ∆ p air filter (if pressure gauge installed)
– ∆ p air cooler
– Air and cooling water temperatures before and after
scavenge air cooler.
3.3 Measuring Instruments

The measuring instruments for performance observations comprise:
– Thermometers,
– Pressure gauges,
– Tachometers,
– PMI – On/Off-line Cylinder pressure measurring equipment
– Eventually the engine diagnosis system CoCos-EDS
– Indicator and planimeter
It is important to check the measuring instruments for correct functioning.
Regarding check of thermometers and pressure gauges, see Section 706-04.
3.4 Intervals between Checks

Constantly: Temperature and pressure data should be constantly monitored, in or-
der to protect the engine against overheating and failure. In general, automatic
alarms and slow-down or shut-down equipment are installed for safety.
Guiding values of permissible deviations from the normal service data are given in
Section 701-02.
Daily: Fill-in the Performance Observation record, Plate 70603.
Every two weeks: Take indicator cards and fill in the complete Performance Ob-
servations record, Plate 70603.
MAN B&W Diesel A/S
3.5 Evaluation of Observations

Compare the observations to earlier observations and to the testbed/sea trial re-
sults.
From the trends, determine when cleaning, adjustment and overhaul should be
carried out.
See Chapter 701, regarding normal service values and alarm limits.
Not all parameters can be evaluated individually.
This is because a change of one parameter can influence another parameter.
For this reason, these parameters must be compared to the influencing parame-
ters to ensure correct evaluations.
A simple method for evaluation of these parameters is presented in Section

706-02.
MAN B&W Diesel A/S
Evaluation of Records 706-02
1. General
Record the performance observations as described in the previous Section
706-01.
Use the synopsis diagrams to obtain the best and most simple method of plotting
and evaluating the parameters:
Engine: Plates 70605, 70606, 70607

Turbocharger: Plates 70608, 70609
Air cooler: Plate 70610
Plates 70605, 70606 and 70607 are sufficient to give a general impression of the
overall engine condition.
The plates comprise:
Model curve: shows the parameter as a function of the parameter on which it is

most dependent (based on the testbed/sea trial results).
Time based deviation curve: shows the deviation between the actual service ob-
servations and the model curve, as a function of time. The limits for max. recom-
mended deviation is also shown. The limits are based on the MAN B&W CAPA-
system. (Computer Aided Performance Analysis).
From the deviation curves, it is possible to determine what engine components

should be overhauled.
From the slope of the curves, it can be determined approximately when the over-
haul should be carried out.
Blank sheets: Blank ‘Time based deviation’ sheets which can be copied. Use
these sheets for plotting the deviation values for the specific engine.
The following Items describe the evaluation of each parameter in detail.
2. Engine Synopsis
A 6L60MC has been used in these examples.
2.1 Parameters related to the Mean Indicated Pressure (pi)

Plates 70605 and 70606 (engine synopsis diagrams) show model curves for en-
gine parameters which are dependent upon the mean indicated pressure (pi).
Plate 70605 also includes two charts for plotting the draught of the
ship, and the average mean indicated pressure as a function of the
engine running hours.
For calculation of the mean indicated pressure, see Section 706-05.
MAN B&W Diesel A/S
For engines without indicator drive or PMI-system, the estimated mean indicated
pressure is read from Plate 70606.
2.1.A Mean Draught

The mean draught is depicted here because, for any particular engine speed, it will
have an influence on the engine load.
2.1.B Mean indicated Pressure (pi)

The average calculated value of the mean indicated pressure is depicted in order
that an impression of the engine’s load can be obtained.
Load balance: the mean indicated pressure for each cylinder should not deviate
more than 0.5 bar from the average value for all cylinders.
The load balance must not be adjusted on the basis of the exhaust
gas temperatures after each exhaust valve.
The fuel index must be steady. Unbalances in the load distribution may cause the
governor to be unstable.
It is recommended to apply PMI-system for easy access to P-V-diagrams (work

diagram), if the indicator drive is not installed.
2.1.C Engine Speed (pi)

The model curve shows the relationship between the engine speed and the aver-
age mean indicated pressure (pi).
The engine speed should be determined by counting the revolutions over a suffi-
ciently long period of time.
Deviations from the model curve show whether the propeller is light or heavy, i.e.
whether the torque on the propeller is small or large for a specified speed. If this
is compared with the draught (under the same weather conditions), see remarks
in Section 706-01, then it is possible to judge whether the alterations are owing to:
· changes in the draught,

· or an increase in the propulsion resistance, for instance due to fouling of the
hull, shallow water, etc.
Valuable information is hereby obtained for determining a suitable docking sched-
ule.
If the deviation from the model curve is large, (e.g. deviations from shop trial to sea
trial), it is recommended to plot the results on the load diagram, see Section
706-01, and from that judge the necessity of making alterations on the engine, or
to the propeller.
2.1.D Maximum Combustion Pressure (pmax – pi)

The model curve shows the relationship between the average pmax (corrected to
ISO reference ambient conditions) and the average pi.
MAN B&W Diesel A/S
For correction to reference conditions, see Section 706-06.
Deviations from the model curve are to be compared with deviations in the com-
pression pressure and the fuel index (see further on).
At loads lower than 85-90% of specified MCR-power, the pmax will increase in pro-
portion to the fuel pump index. At loads higher than 85-90%, the pmax is kept con-
stant.
If an individual pmax value deviates more than 3 bar from the average value, the
reason should be found and the fault corrected.
The pressure rise pcomp-pmax must not exceed the specified limit, i.e. 35 bar.
2.1.E Fuel Index (pi)

The model curve shows the relationship between the average index and the aver-
age pi.
Deviations from the model curve give information on the condition of the fuel injec-
tion equipment.
Worn fuel pumps, and leaking suction valves, will show up as an increased fuel
index in relation to the mean pressure. Note, however, that the fuel index is also
dependent on:
a. The viscosity of the fuel oil, (i.e. the viscosity at the pre-
heating temperature). Low viscosity will cause larger
leakages in the fuel pump, and thereby necessitate
higher indexes for injecting the same volume.
b. The calorific value and the specific gravity of the fuel oil.
These will determine the energy content per unit vol-
ume, and can therefore also influence the index.
c. All parameters that affect the fuel oil consumption (am-
bient conditions, pmax, etc.)
Since there are many parameters that influence the index, and thereby also the
pmax, it can be necessary to adjust the pmax from time to time.
It is recommended to overhaul the fuel pumps when the index has increased by
about 10%.
In case the engine is operating with excessively worn fuel pumps, the starting per-
formance of the engine will be seriously affected.
2.2 Parameters related to the Effective Engine Power (Pe)

Plate 70607 shows model curves for engine parameters which are dependent on
the effective power (Pe).
Regarding the calculation of effective engine power, see Section 706-05.
MAN B&W Diesel A/S
For engines without indicator drive, the estimated effective engine power is found
by using the fuel pump index and T/C revolutions as parameters, see Section 706-
08.
It is recommended to apply PMI-system for easy access to P-V-diagrams (work

diagrams) and thereby the effective engine power.
2.2.A Exhaust Temperature (texhv – Pe)

The model curve shows the average exhaust temperatures (after the valves), cor-
rected to reference conditions, and drawn up as a function of the effective engine
power (Pe).
For correction to ISO reference ambient conditions, see Section 706-06.
Regarding maximum exhaust temperatures, see also Section 706-06.
The exhaust temperature is an important parameter, because the majority of faults

in the air supply, combustion and gas systems manifest themselves as increases
in the exhaust temperature level.
The most important parameters which influence the exhaust temperature are list-
ed in the table on the next page, together with a method for direct diagnosing,
where possible.
MAN B&W Diesel A/S
Increased Exhaust Temperature Level – Fault Diagnosing
Possible Causes Diagnosing

a. Fuel injection equipment: As these faults occur in individual cylinders,
– Leaking or incorrectly working fuel compare:
valves (defective spindle and seat) · fuel indexes
– Worn fuel pumps. If a high wear rate · Indicator and draw diagrams
occurs, the cause for this must be found
See Section 706-05.
and remedied.
Check the fuel valves:
Note: Inadequate cleaning of the fuel oil
can cause defective fuel valves and worn · visually
fuel pumps. · by pressure testing.
b. Cylinder condition: These faults occur in individual cylinders.
– Blow-by, piston rings · Compare the compression pressures from
See also Chapter 703, Item ‘4.1, Run- the indicator and draw diagrams.
ning Difficulties’, point 7. See Section 706-05.
– Leaking exhaust valves · During engine standstill:
See also Chapter 703, Item ‘4.1, Run-
Carry out scavenge port inspection.
ning Difficulties’, point 6.
See Section 707-01.
Check the exhaust valves.
c. Air coolers: Check the cooling capability.
– Fouled air side See Section 706-02.
– Fouled water side
d. Climatic conditions: Check cooling water and engine room temper-
– Extreme conditions atures.
Correct Texhv to reference conditions.
See Section 706-06.
e. Turbocharger: Use the turbocharger synopsis methods for
– Fouling of turbine side diagnosing.
See Section 706-02.
– Fouling of compressor side
f. Fuel oil: Using heavy fuel oil will normally increase Texhv
– Type by approx. 15°C, compared to the use of gas
– Quality oil.
Further increase of Texhv will occur when using
fuel oils with particularly poor combustion
properties. In this case, a reduction of pmax can
also occur.
2.2.B Compression Pressure (pcomp – Pe)

The model curve shows the relationship between the compression pressure pcomp
(corrected to ISO reference ambient conditions) and the effective engine power Pe.
For correction to reference conditions, see Section 706-06.
MAN B&W Diesel A/S
Deviation from the model curve can be due to:
a. a scavenge air pressure reduction,

b. – mechanical defects in the engine components (blow-by
past piston rings, defective exhaust valves, etc. – see
the table on the next page).
– excessive grinding of valve spindle and bottom piece.
It is therefore expedient and useful to distinguish between ‘a’ and ‘b’, and investi-
gate how large a part of a possible compression reduction is due to ‘a’ or ‘b’.
This distinguishing is based on the ratio between absolute compression pressure

(pcomp + pbaro) and absolute scav. pressure (pscav + pbaro) which, for a specific engine,
is constant over the largest part of the load range (load diagram area).
Constant pmax in the upper load range is achieved by a combination of fuel injection
timing and variation of the compression ratio (the latter by varying the timing of
closing the exhaust valve).
The ratio is first calculated for the “new” engine, either from the testbed results, or
from the model curve.
See the example below regarding:
· Calculating the ratio

· Determining the influence of mechanical defects.
It should be noted that, the measured compression pressure, for the individual cyl-
inders, can deviate from the average, owing to the natural consequence of air/gas
vibrations in the receivers. The deviations will, to some degree, be dependent on
the load.
However, such deviations will be “typical” for the particular engine, and should not
change during the normal operation.
When evaluating service data for individual cylinders, comparison must be made
with the original compression pressure of the cylinder concerned, at the corre-
sponding load.
Example:
The following four values can be assumed read from the model curves:
The barometric pressure was: 1.00 bar

The scavenge pressure was: 2.25 bar
This gave an absolute scavenge pressure of: 3.25 bar
The average (or individual) compression pressure was: 115 bar
which gave an absolute compression pressure of 115 + 1.00 = 116 bar
MAN B&W Diesel A/S
pcomp abs 116 = 35.7

=
pscav abs 3.25
This value is used as follows for evaluating the data read during service.
Service Values
pcomp : 101 bar (average or individual)

pscav : 2.0 bar
pbaro : 1.02 bar
Calculated on the basis of pscav and pbaro, the absolute compression pressure would
be expected to be:
pcomp abs = 35.7 × (2.0 + 1.02) = 107.8 bar
i.e. pcomp = 107.8 – 1.02 = 106.8 bar
The difference between the expected 106.8 bar and the measured 101 bar could
be owing to mechanical defects or grinding of exhaust valve spindle and bottom
piece.
Concerning the pressure rise pcomp-pmax,

see Item 2.1.D, ‘Maximum Combustion Pressure (pmax – pi)’.
MAN B&W Diesel A/S
Mechanical Defects which can influence the Compression Pressure
Possible Causes Diagnosis / Remedy

a. Piston rings: Diagnosis: See Table Increased Exhaust Tem-
– Leaking perature Level – Fault Diagnosing
Remedy: See Section 703-04.
b. Piston crown: Check the piston crown by means of the tem-
– Burnt plate. See Vol. II, Procedure 902-3.
c. Cylinder liner: Check the liner by means of the measuring
– Worn tool. See Vol. II, Procedure 903-2.
d. Exhaust valve: Remedy: See Section 703-04.
– Leaking
– The exhaust temperature rises.
– A hissing sound can possibly be
heard at reduced load.
– Timing Check:
– Cam lead
– Hydraulic oil leakages, e.g. misalignment
of high pressure pipe between exhaust
valve actuator and hydraulic cylinder.
– Damper arrangement for exhaust valve
closing.
e. Piston rod stuffing box: Small leakages may occur due to erosion of
– Leaking the bronze segments of the stuffing box, but
– Air is emitted from the check this is normally considered a cosmetic phe-
funnel from the stuffing box. nomenon.
Remedy: Overhaul the stuffing box, see Vol. II,
Chapter 902.
3. Turbocharger Synopsis Plates 70608 and 70609

(Turbocharger synopsis diagrams)
Plates 70608 and 70609 should be filled out in a number of copies

which corresponds to the number of turbochargers.
Regarding cleaning of the turbochargers, see Section 706-03.
3.0.A Scavenge Air Pressure (pscav – Pe)

The model curve shows the scavenge air pressure (corrected to reference condi-
tions) as a function of the effective engine power (Pe).
See Sections 706-05 and 706-08 regarding the effective engine power.
For correction to ISO reference ambient conditions, see Section 706-06.
MAN B&W Diesel A/S
Deviations in the scavenge air pressure are, like the exhaust temperature, an im-
portant parameter for an overall estimation of the engine condition.
A drop in the scavenge air pressure, for a given load, will cause an increase in the
thermal loading of the combustion chamber components.
A simple diagnosis, made only from changes in scavenge air pressure, is difficult.
Fouled air filter, air coolers and turbochargers can greatly influence the scavenge
air pressure.
Changes in the scavenge air pressure should thus be seen as a “consequential

effect” which is closely connected with changes in:
· the air cooler condition.
· the turbocharger condition.
· the cam timing.
Reference is therefore made to the various sections covering these topics.
3.0.B Turbocharger Speed (T/C speed – pscav)

The model curve shows the speed of the turbocharger as a function of the scav-
enge air pressure (pscav).
Corroded nozzle ring or turbine blades will reduce the turbine speed. The same
thing will happen in case of a too large clearance between the turbine blades and
the shroud ring (MAN B&W) / cover ring (BBC / ABB).
Deviation from the model curve, in the form of too high speed, can normally be at-
tributed to a fouled air filter, scavenge air cooler, turbine side or compressor side.
A more thorough diagnosing of the turbocharger condition can be made as out-

lined in the ‘turbocharger efficiency’ Section below.
3.0.C Pressure Drop across Turbocharger Air Filter (∆pf – pscav)

The model curve shows the pressure drop across the air filter as a function of the
scavenge air pressure (pscav).
Deviations from this curve give direct information about the cleanliness of the air
filter.
Like the air cooler, the filter condition is decisive for the scavenge air pressure and
exhaust temperature levels.
The filter elements must be cleaned when the pressure drop is 50% higher than
the testbed value.
If a manometer is not standard, the cleaning interval is determined by visual in-

spection.
MAN B&W Diesel A/S
3.0.D Turbocharger Efficiency (ηT/C)

The model curves show the compressor and turbine efficiencies as a function of
the scavenge air pressure (pscav).
In order to determine the condition of the turbocharger, the calculated efficiency

values are compared with the model curves, and the deviations plotted.
Calculation of the efficiency is explained in Section 706-07.
As the efficiencies have a great influence on the exhaust temperature, the condi-
tion of the turbocharger should be checked if the exhaust temperature tends to in-
crease up to the prescribed limit.
Efficiency reductions can normally be related to “flow deterioration”, which can be

counteracted by regular cleaning of the turbine side (and possibly compressor
side).
4. Air Cooler Synopsis Plate 70610 (Air cooler synopsis diagrams)

The plate gives model curves for air cooler parameters, which are dependent on
the scavenge air pressure (pscav).
Regarding cleaning of air coolers, see Section 706-03.
4.0.A Temperature Difference between Air Outlet and Water Inlet (∆ t(air-water) – pscav)
The model curve shows the temperature difference between the air outlet and the
cooling water inlet, as a function of the scavenge air pressure (pscav).
This difference in temperature is a direct measure of the cooling ability, and as

such an important parameter for the thermal load on the engine. The evaluation of
this parameter is further discussed in Item 4.1, ‘Evaluation’.
4.0.B Cooling Water Temperature Difference (∆ twater – pscav)

The model curve shows the cooling water temperature increase across the air
cooler, as a function of the scavenge air pressure (pscav).
This parameter is evaluated as indicated in Item 4.1.
4.0.C Pressure Drop across Air Cooler (∆ pair – pscav)

The model curve shows the scavenge air pressure drop across the air cooler, as
a function of the scavenge air pressure (pscav).
This parameter is evaluated as indicated in Item 4.1, ‘Evaluation’.
4.1 Evaluation
Generally, for the above three parameters, changes of approx. 50% of the testbed
value can be considered as a maximum. However, the effect of the altered tem-
peratures should be kept under observation in accordance with the remarks under
Exhaust Temperature. (Point 2.2 earlier in this Section).
MAN B&W Diesel A/S
In the case of pressure drop across air cooler, for purposes of simplification, the
mentioned “50% margin” includes deviations caused by alterations of the suction
temperature, scavenge air temperature, and efficiency of the turbochargers.
Of the three parameters, the temperature difference between air outlet and water
inlet, is to be regarded as the most essential one.
Deviations from the model curves, which are expressions of deteriorated cooling
capability, can be due to:
a. Fouling of the air side

b. Fouling of the water side
a. Fouling of the air side: manifests itself as an increased pressure drop
across the air side.
Note however, that the heat transmission can also be influenced by an
“oily film” on tubes and fins, and this will only give a minor increase in the
pressure drop.
Before cleaning the air side, it is recommended that the U-tube manom-
eter is checked for tightness, and that the cooler is visually inspected for
deposits.
Make sure that the drainage system from the water mist catcher functions
properly, as a high level of condensed water (condensate) – up to the
lower measuring pipe – might greatly influence the ∆p measuring. See
also Section 706-03.
b. Fouling of the water side: Normally involves a reduction of the cooling wa-
ter temperature difference, because the heat transmission (cooling abili-
ty) is reduced.
Note however that, if the deposits reduce the cross sectional area of the
tubes, so that the water quantity is reduced, the cooling water tempera-
ture difference may not be affected, whereby diagnosis is difficult (i.e.
lower heat transmission, but also lower flow volume).
Furthermore, a similar situation will arise if such tube deposits are

present simultaneously with a fault in the salt water system, (corroded
water pump, erroneous operation of valves, etc.). Here again the reduced
water quantity will result in the temperature difference remaining approx-
imately unaltered.
In cases where it is suspected that the air cooler water side is obstructed,
the resistance across the cooler can be checked by means of a differen-
tial pressure gauge.
A mercury manometer pressure gauge should not be used,

because of environmental considerations.
MAN B&W Diesel A/S
Before dismantling the air cooler, for piercing of the tubes, it is recom-
mended that the remaining salt-water system is examined, and the cool-
ing ability of the other heat exchangers checked.
Be careful when piercing, because the pipes are thin-walled.
5. Specific Fuel Oil Consumption Plate 70611

Calculation of the specific fuel oil consumption (g/kWh, g/bhph) requires that en-
gine power, and the consumed fuel oil amount (kg), are known for a certain period
of time.
The method of determining the engine power is illustrated in Section 706-05. For
engines without indicator drive, see Section 706-08.
The oil amount is measured as described below.
To achieve a reasonable measuring accuracy, it is recommended to measure over

a suitably long period – dependent upon the method employed i.e.:
· If a day tank is used, the time for the consumption of the whole tank
contents will be suitable.
· If a flow-meter is used, a minimum of 1 hour is recommended.
The measurements should always be made under calm weather conditions.
Since both of the above-mentioned quantity measurements will be in volume units,

it will be necessary to know the oil density, in order to convert to weight units. The
density is to correspond to the temperature at the measuring point (i.e. in the day
tank or flow-meter).
The specific gravity, (and thus density) can be determined by means of a hydrom-
eter immersed in a sample taken at the measuring point, but the density can also
be calculated on the basis of bunker specifications.
Normally, in bunker specifications, the specific gravity is indicated at 15°C/60°F.
The actual density (g/cm3) at the measuring point is determined by using the curve
on Plate 70611, where the change in density is shown as a function of tempera-
ture.
The consumed oil quantity in kg is obtained by multiplying the measured volume

(in litres) by the density (in kg/litre).
In order to be able to compare consumption measurements carried out for various

types of fuel oil, allowance must be made for the differences in the lower calorific
value (LCV) of the fuel concerned.
Normally, on the testbed, gas oil will have been used, having a lower calorific value
of approx. 42,707 kJ/kg (corresponding to 10,200 kcal/kg). If no other instructions
have been given by the shipowner, it is recommended to convert to this value.
MAN B&W Diesel A/S
Usually, the lower calorific value of a bunker oil is not specified by the oil compa-
nies. However, by means of the graph, Plate 70611, the LCV can be determined
with sufficient accuracy, on the basis of the sulphur content, and the specific grav-
ity at 15°C.
The corrected consumption can then be determined by multiplying the “measured

consumption”, by either:
LCV1
LCV1 = the specific lower calorific value,
42,707 in kJ/kg, of the bunker oil concerned
or
LCV2 LCV2 = the specific lower calorific value,
10,200 in kcal/kg, of the bunker oil concerned
Example: (6L60MC)
Effective Engine
Power, Pe : 15,600 bhp
Consumption, Co : 7.125 m3 over 3 hours
Measuring point temperature : 119°C
Fuel data : Specific gravity:

3
0.9364 g/cm at 15°C, 3% sulphur
Density at 119°C (see Plate 70611), ρ 119: 0.9364 – 0.068 = 0.8684 g/cm3.
Specific consumption:
Co × ρ 119 × 106
(g / bhph)
h × Pe
where:
Co = Fuel oil consumption over the period, m3
ρ 119 = Corrected gravity, g/cm3
h = Measuring period, hours
Pe = Brake horse power, bhp
7.125 × 0.8684 × 106
= 132.2 g/bhph
3 × 15,600
Correction to ISO reference conditions

regarding the specific lower calorific value:
LCV1 = 40,700 kJ/kg, derived from Plate 70611.

Consumption corrected for calorific value:
132.2 × 40,700
= 126.0 g/bhph
42,707
MAN B&W Diesel A/S
or
LCV2 = 9723 kcal/kg derived from Plate 70611.
Consumption corrected for calorific value:
132.2 × 9723
= 126.0 g/bhph
10,200
The ambient conditions (blower inlet temperature and pressure and

scavenge air coolant temperature) will also influence the fuel consump-
tion. Correction for ambient conditions is not considered important
when comparing service measurements.
MAN B&W Diesel A/S
Cleaning of Turbochargers and Air Coolers 706-03
1. Turbocharger
1.1 General
We recommend to clean the turbochargers regularly during operation.
This prevents the build-up of heavy deposits on the rotating parts and keeps the
turbochargers in the best running condition between manual overhauls.
The intervals between cleaning during operation should be determined from the
degree of fouling of the turbocharger in the specific plant.
This is because the tendency to form deposits depends, among

other things, on the combustion properties of the actual fuel oil.
Guiding intervals between cleaning are given for each cleaning method in the fol-
lowing items.
If the cleaning is not carried out at regular intervals, the deposits may
not be removed uniformly. This will cause the rotor to be unbalanced,
and excite vibrations.
IF Vibrations occur after cleaning THEN Clean again

Vibrations occur after repeated See Section 704-04.
cleaning
Clean the turbochargers manu-
ally at the first opportunity.
Manual overhauls are still necessary to remove deposits which the cleaning during
operation does not remove, in particular on the non-rotating parts.
Regarding intervals between the manual overhauls, see the maker’s instructions.
1.2 Cleaning the Turbine Side
1.2.A Dry Cleaning (Plate 70612)

Intervals between cleaning: 24-50 hours of operation.
The cleaning is effected by injecting a specified volume of crushed nut shells or

similar. The “grain size” is to be about 1.5 mm.
Since the cleaning is mechanical, the highest efficiency is obtained at full load, and
cleaning should not be carried out below half load.
Carry out the cleaning according to the instruction given on the “instruction plate”
located at the turbocharger, see Plate 70612. See also Vol. II, ‘Maintenance’,
Chapter 910.
MAN B&W Diesel A/S
1.2.B Water Cleaning (Not MET-Turbochargers) (Plate 70613)

Intervals between cleaning: Approx. every 50 to 500 operating hours.
The cleaning is effected by injecting atomised water through the gas inlet, at re-
duced engine load.
Carry out the cleaning according to the instruction given on the “instruction plate”
located at the turbocharger, see Plate 70613.
Be aware that water cleaning can cause corrosion on the shroud ring surrounding
the T/C turbine blading.
Note that, during normal running, some of the scavenge air is led through a three-
way cock, from pipe No. 2 to pipe No. 1, at the turbine outlet drainage hole, where-
by this pipe is kept clean.
1.3 Cleaning the Compressor Side

Guiding intervals between cleaning: 25-75 hours of operation.
Always refer to the maker’s special instruction.
The cleaning is effected by injecting water through a special pipe arrangement

during running at high load and normal temperatures.
Regarding the cleaning procedure, see the maker’s special instructions.
If the deposits are heavy and hard, the compressor must be

dismantled and cleaned manually.
If the in-service cleaning is carried out when the compressor side is too contami-
nated, the loosened deposits can be trapped in the narrow passages of the air
cooler element.
This reduces the air cooler effectiveness.
Regarding air cooler cleaning, see Item 2., ‘Air Cooler Cleaning System’, below.
We recommend to wrap a thin foam filter gauze around the turbocharger intake
filter, and fasten it by straps.
This greatly reduces fouling of the compressor side, and even makes in-
service cleaning unnecessary.
Replace and discard the filter gauze, when it becomes dirty.
2. Air Cooler Cleaning System Plate 70614

See Section 701-02 regarding the basis for intervals between cleaning.
MAN B&W Diesel A/S
Carry out the cleaning only when the engine is at standstill.

This is because the water mist catcher is not able to retain the
cleaning fluid. Thus there would be a risk of fluid being blown into
the cylinders, causing excessive liner wear.
Cleaning of the air side of the scavenge air cooler is effected by injecting a chem-
ical fluid through ‘AK’ to a spray pipe arrangement fitted to the air chamber above
the air cooler element.
The polluted chemical cleaning agent returns from ‘AM’, through a filter to the
chemical cleaning tank.
The procedure is described in the ‘Maintenance’ instruction book, Chapter 910.
3. Drain System for Water Mist Catcher

3.1 Condensation of Water
A combination of high air humidity and cold cooling water will cause an amount of
condensed water to be separated from the scavenge air in the water mist catcher.
Estimation of condensate from the water mist catcher drain

The amount of condensate from the water mist catcher(s) can be estimated based
on the below listed measurements and figure 1 and 2.
· Engine load (kW)

· Ambient air temperature (oC)
· Relative humidity of ambient air (%)
· Scavenge air pressure (Bar abs)
· Scavenge air temperature (oC)
MAN B&W Diesel A/S
Figures of water vapour in ambient and scavenge air can be seen in full figur on
plate 70712.
Wate r vapour in intake air Maxim um w ater vapour

Mambient
kg/kWh M scavenge
kg/kWh in scavenge air
0.60 0.60
Rel. Humidity = 100%

Pscav = 2.0 bar abs
Rel. Humidity = 90%
Pscav = 2.5 Bar abs
0.50 0.50
Rel. Humidity = 80% Pscav = 3.0 Bar abs
Rel. Humidity = 50%

0.40 0.40
Rel. Humidity = 40%
0.30
0.30
0.20
0.20
0.10
0.10
0.00
0.00
0 5 10 15 20 25 30 35 40 45
10 15 20 25 30 35 40 45 50 55
(°c)
Am bie nt air te m perature (c) (°c)
Scave nge air tem perature (c)
Figure 1 Figure 2
Calculation procedure
1. The amount of water vapour in the intake air (Mambient) is found in figure 1
based on measurements of ambient air temperature and relative humidity.
2. The maximum amount of water vapour in the scavenge air (Mscavenge ) is found
in figure 2 based on measurements of scavenge air pressure and tempera-
ture.
3. The expected amount of condensate is calculated by:
MCondens = k × Engine load × (Mambient - Mscavnege)* [kg/h]
where, k = 1.05 for K80-K98 type engines

k = 1.00 for S50-S90 and L50-L70 type engines
k = 0.90 for S26-S46 and L35-L42 type engines
*) The tolerance of the result is ± 10%
No water condensation occurs, if the result is negative.
The sea water temperature may alternatively be used in figure 1 instead of the am-
bient air temperature and relative humidity. The 100% relative humidity curve ap-
plies, if the sea water temperature is used.
MAN B&W Diesel A/S
Example of estimation of condensate amount:
Readings:
Engine type: 7K80MC-C

Engine load: 22,700 kW
Ambient air temperature: 30 oC
Relative humidity: 85 %
Scavenge air pressure: 3.25 Bar abs
Scavenge air temperature: 45 oC
Calculation procedure:
1) Mambient = 0.21 kg/kWh found from figure 1 (as outlined)
2) Mscavenge = 0.17 kg/kWh found from figure 2 (as outlined)
3a) k = 1.05 for K80 type engine
3b) Mcondens = 1.05 x 22700 x (0.21 - 0.17) = 953 kg/h
The condensate amount is estimated to be 950 kg/h (± 10%) or 22.8 t/day for the
7K80MC-C engine.
The estimation of condensate amount is based on nominal air amount for the en-
gine and even distribution of the air outlet temperature from the scavenge air cool-
er. The expected condensate amount should, therefore, be taken as rough
guidance in case of small amounts of condensate (between -0.01 and 0.01 kg/
kWh).
3.2 Drain System Plate 70614

Condensed water will be drained off from the water mist catcher through the sight
glass, the orifice and flange AL to bilge.
The size of the orifice in the drain system is designed to be able to drain off the
amount of condensed water under average running conditions.
In case of running under special conditions with high humidity, it can be necessary
to open the bypass valve on the discharge line a little.
Close the bypass valve when possible to reduce the loss of scavenge air.
A level-alarm (Section 701-02) will set off alarm in case of too high water level at
the drain.
Check the alarm device regularly to ensure correct functioning.
MAN B&W Diesel A/S
3.3 Checking the Drain System by the Sight Glass

a. A mixed flow of air and water indicates a correctly working system where
condensation takes place.
b. A flow of water only, indicates malfunctioning of the system.
Check the orifice for blocking.
Check for any restrictions in the discharge pipe from AL.
Check and overhaul the level alarm.
c. A flow of air is only normal when running under dry ambient conditions
A sight glass which is completely filled with clean water, and with no air
flow, visually looks like an empty air-filled sight glass.
MAN B&W Diesel A/S
Measuring Instruments 706-04
1. Thermometers and Pressure Gauges

The thermometers and pressure gauges fitted on the engine are often duplicated
with instruments for remote indication.
Owing to differences in the installation method, type and make of sensing ele-
ments, and design of pockets, the two sets of instruments cannot be expected to
give exactly the same readings.
During shoptest and sea trials, readings are taken from the local instruments. Use
these values as the basis for all evaluations.
Check the thermometers and pressure gauges at intervals against calibrated con-
trol apparatus.
Thermometers should be shielded against air currents from the engine-room ven-
tilation.
If the temperature permits, keep thermometer pockets filled with oil to ensure ac-
curate indication.
Keep all U-tube manometers perfectly tight at the joints.
Check the tightness from time to time by using soap-water.
To avoid polluting the environment, do not use mercury instruments.
Check that there is no water accumulation in tube bends.
This would falsify the readings.
If cocks or throttle valves are incorporated in the measuring equipment, check

these for free flow, prior to taking readings.
If an instrument suddenly gives values that differ from normal, consider the possi-
bility of a defective instrument.
The easiest method of determining whether an instrument is faulty or not,

is to exchange it for another.
2. The Indicator
The indicator is employed for taking indicator diagrams, whereby the combustion
chamber pressures can be measured while the engine is running.
2.1 Indicator and Draw Diagrams

The draw diagram is used for measuring the compression pressure and maximum
pressure, and for evaluating the ignition characteristics of the fuel oil.
MAN B&W Diesel A/S
For engines fitted with indicator drive or PMI-system:
The indicator diagram (pv diagram: work diagram), illustrates the pressure varia-
tions in the engine cylinder as a function of the main piston position. The diagram
area can be integrated by means of a planimeter, and the mean indicated pressure
calculated.
The power developed in the particular cylinder can then be found by multiplication
by the engine speed and the cylinder constant, see Section 706-05.
In order to ensure true indicator/draw diagrams, and correct evaluation of data, the
following instructions should be followed in detail.
2.2 Maintenance of the Indicator

Friction in the indicator piston movement, as well as slackness in the stylus (writ-
ing) mechanism, will distort both the shape and the area of the diagram.
Test and maintain the indicator in the following way:
Friction and tightness of piston:
· Remove the indicator spring.
· Dismantle the upper part of the indicator, and

remove the piston from the cylinder.
· Wipe the piston and cylinder with a clean cloth.
· Mount the upper part again.
During mounting, check that the piston sinks slowly down the liner, by
its own weight, when the cylinder is held vertically.
· Hold the indicator upright.
· Pull the piston to the upper position.
· Block the bottom of the cylinder with a finger.
· Check that the piston fits so tightly that it remains in the upper position.
· Push the piston downwards and release.
· Check that the piston springs back to the upper position.
· Tighten the top screw, which retains the spring, firmly against
the ball-head of the spring.
· Check that the ball is not loose on the spring (older spring types).
· Check that the coils of the spring have not worked loose at the
soldered joint in the base.
MAN B&W Diesel A/S
Stylus (writing) mechanism:
· Check that the stylus is sharp.
· Check for slackness in the writing mechanism.
· Replace any worn parts.
· Adjust the stylus so that, with a light writing pressure, a single passage over the
paper can just be seen.
· To obtain sufficiently distinct work diagrams, trace the diagram two or three
times.
· Lubricate the mechanism with thin oil.
2.3 Indicator Valve

During the running of the engine, soot and oil will accumulate in the indicator bore.
Clean the bore by opening the indicator valve for a moment.
To protect the valve against burning:
– Open the valve only partially,

– Close the valve after one or two ignitions.
2.4 Fitting the Indicator

· Dismantle the upper part.
· Give the piston a little cylinder oil.
· Check that the various recesses are clean.
Otherwise the parts could be positioned askew,

and this would cause the piston to move sluggishly in the cylinder.
· Mount the upper part.
· Fit the indicator and the cord.
· Engage the indicator drive.
· Check the cord alignment.
· Adjust the length of the indicator cord so that:
– the diagram is traced in the centre of the paper,

– the cord is tight in all positions.
MAN B&W Diesel A/S
2.5 Taking the Diagrams

For diagram descriptions and nomenclature – see Plate 70615.
1. Atmospheric line:
– Keep the indicator valve closed.
– Press the stylus against the paper.
– Release the stylus when the indicator drive
has turned the drum one or two times.
2. For engines fitted with indicator drive/PMI-system.
Indicator diagram:
– Open the indicator valve.
– Press the stylus against the paper.
– Release the stylus, when the drum has turned two or three times.
– Close the indicator valve.
3. Draw diagram:
– Release the cord from the indicator drive.
– Open the indicator valve.
– Watch the movement of the stylus.
– At the moment it moves upwards, simultaneously
– Press it against the paper.
– Pull the cord just quickly enough for the stylus to
trace the compression and ignition sequence.
This operation requires some practice to ensure that both
compression and maximum pressures are clearly recorded.
Close the indicator valve.
If the indicator quickly becomes very hot, and the piston is black after use, then
this means that there is a leakage.
In such a case, exchange the piston and liner.

See also item 2.2 in this Section.
4. Check that the diagrams have been correctly taken and are distinct.
Normal indicator and draw diagrams are shown in the illustration,
Plate 70615.
Examples of incorrect diagrams and possible causes are shown on
Plate 70617. See also Item 2.6 in this Section.
Regarding pressure evaluation and engine power calculation, see Section 706-05.
5. Repeat Items 2.3, 2.4 and 2.5 for the remaining cylinders.
MAN B&W Diesel A/S
Lubricate the piston with a drop of cylinder oil after about six diagrams have been
taken.
When diagram taking is finished, unscrew the indicator head.
Clean and lubricate both the cylinder and the piston with cylinder oil.
2.6 Diagram Faults

The most common faults are shown on Plate 70617, in Figs. 1 to 6.
Fig. 1 For engines fitted with indicator drive:
Vibrations in the cord, or drive, give a wavy indicator

diagram, but a smooth draw diagram.
Fig. 2 & 3 For engines fitted with indicator drive:
The drum hits the stop at one of the end points, before the
diagram is completed:
The cord is too long or too short.
Fig. 4 The indicator piston works sluggishly in the cylinder,

and moves in jerks:
If only the expansion curve is wrong (wavy), the cause may
be gas pulsations in the combustion chamber or indicator bore.
Fig. 5 The indicator spring is too weak.

The piston strikes against the top of the indicator
cylinder. Change to a more rigid spring.
Fig. 6 The indicator valve leaks:

Gives an untrue atmospheric line.
2.7 Adjustment of Indicator Drive Plate 70616
The paper drum of the indicator is driven by the indicator drive, which is activated
by the indicator cam on the camshaft, in line with the corresponding cylinder.
The indicator drive must be adjusted so that the position of the paper drum at any
moment corresponds to the position of the main piston, when taking the diagrams.
This ensures correct indicator diagrams.
Check the adjustment of the individual indicator drives regularly, and after disas-
sembling in the following way:
1. Prepare the indicator valve and indicator for taking diagrams.

See previous Items 2.3 and 2.4.
2. Cut-off fuel injection in one cylinder:
– Reduce the load to 35-50% of MCR (70-80% of MCR speed).
– Pull the fuel rack for the cylinder concerned to ‘O’ index.
MAN B&W Diesel A/S
Alternatively, lift the roller guide as described in Vol. II, Procedure 909-5. Start the
engine and load to 35-50% of MCR power (70-80% of MCR speed).
3. Trace the compression and expansion lines.

Follow the procedure in Item 2.5, point 2, ‘Indicator Diagram’. The compres-
sion line is traced when the engine piston moves upwards, and the expansion
line is traced when the engine piston moves downwards.
4. Evaluate the diagram:
Do the compression line and

the expansion line coincide?
YES The indicator drive is correctly adjusted.

See also Plate 70616, Fig. 1.
NO
The indicator drive is incorrectly adjusted.
See also Plate 70616, Fig. 2.
Adjust the indicator drive.
See Plate 70616, Case A and Case B.
3. PMI System
The PMI System is designed to provide engineers and service personnel onboard
ship and at power plants with a computerised tool for pressure measurements and
analysis on two-stroke diesel engines. The main advantages of the system are:
· On-line measurement of cylinder pressure. Fully automated measurement rou-

tine for measurements conducted from engine control room.
· Graphic display and print out of PT, PV and Balance Diagrams, together with
Mean Indicated Pressure and Max. Pressure deviation limits.
· Calculated values of Effective Power, Mean Indicated Pressure pi, Compres-

sion Pressure pcomp, Max. Pressure pmax, and Scavenge Pressure pscav, including
proposed values for index adjustments, etc.
· Software interface for use with MAN B&W Diesel’s engine performance and en-
gine diagnostics software, e.g. CoCos-EDS
MAN B&W Diesel A/S
Pressure Measurements and
706-05
Engine Power Calculations
706-05 Pressure Measurements and Engine Power Calculations
Regarding taking the diagrams, see Section 706-04.
1. Compression Pressure, Maximum Pressure, and Faults

Plate 70618 (See also Plate 70615)
Measure the compression pressure and maximum pressure on the cards.
Use a scale rule which corresponds to the stiffness of the

indicator spring used.
Compare the measurement results to the normal values for the actual engine.
Figs. 1-3 show some typical examples of engine maladjustment and

faults which can be derived from the indicator and draw diagrams.
Fig. 1
Maximum pressure too low, but compression pressure correct.
Fuel injection delayed, check:
· the fuel pressure at engine (after the filter), see Section 701-01, ‘Alarm Limits’.
· the fuel valves function
· the fuel pump suction valve, puncture valve and shock absorber.
· VIT-index.
If the above are in order, the fuel oil is injected too late in relation to its ignition char-
acteristics.
Exceptionally bad fuels can have very poor ignition qualities.
Increase the fuel pump lead. See Vol. II, Chapter 909.
Fig. 2
Maximum pressure too high, but compression pressure normal.
Too early injection, check VIT-index.
If this is in order, reduce the fuel pump lead. See Vol. II, Chapter 909.
Fig. 3
Compression and maximum pressures both too low. Possible causes:
· piston ring blow-by +

· leaking exhaust valve +
· increased combustion space volume (piston crown burnt) +
MAN B&W Diesel A/S
706-05
· low scavenge air pressure, for instance due to fouling of exhaust

and/or air system.
· defective or maladjusted damping arrangement in the exhaust valve +
· Cooling water inlet and air inlet temperatures deviate from reference
ambient conditions.
+ See also Section 706-02, Item 2.2.B, ‘Compression Pressure (pcomp-Pe)’
2. Area of Indicator Diagram Plate 70619

(For engines fitted with indicator drive or PMI-system)
If the planimeter is adjustable, check the setting before use.
For checking, use the reference template, or the area of an accurately

drawn rectangle or circle.
Place the planimeter and indicator card on a piece of plane cardboard (not too
smooth), as shown in the illustration. Trace the diagram as described in Plate
70619.
Only consider the result satisfactory, when two readings are obtain-ed
which do not differ more than ‘1’ on the planimeter vernier scale.
3. Calculation of the Indicated and Effective Engine Power

(For engines without indicator drive or PMI-system, see Section 706-08)
Calculation of the indicated and effective engine power consists of the following
steps:
Calculate:
– The mean indicated pressure, pi
– The mean effective pressure, pe
– The cylinder constant, k2
– The indicated engine power, Pi
– The effective engine power, Pe
The mean indicated pressure, pi

A
pi = (bar)
L × Cs
where:
A (mm2) = area of the indicator diagram, as found by planimetering.
L (mm) = length of the indicator diagram (= atmospheric line).
MAN B&W Diesel A/S
706-05
Cs (mm/bar) = spring constant (= vertical movement of the indicator

stylus (mm) for a 1 bar pressure rise in the cylinder).
pi corresponds to the height of a rectangle with the same area and length as the
indicator diagram.
I.e., if pi was acting on the piston during the complete downwards stroke,
the cylinder would produce the same total work as actually produced in
one complete revolution.
The mean effective pressure, pe
pe = pi – k1 (bar)
where
k1 = the mean friction loss
The mean friction loss has proved to be practically independent of the engine load.
By experience, k1 has been found to be approx. 1 bar.
The cylinder constant, k2
k2 is determined by the dimensions of the engine, and the units in which the power
is wanted.
For power in kW : k2 = 1,30900 × D2 ×S
For power in BHP : k2 = 1,77968 × D2 × S
where:
D (m) = cylinder diameter
S (m) = piston stroke
MAN B&W Diesel A/S
706-05
For power in kW For power in BHP

Engine type
k2 k2
S46MC-C 0.5351 0.7276
L50MC 0.5301 0.7208
S50MC 0.6250 0.8498
S50MC-C 0.6545 0.8899
L60MC 0.9161 1.2455
S60MC 1.0801 1.4685
S60MC-C 1.1310 1.5377
L70MC 1.4547 1.9779
S70MC 1.7151 2.3319
S70MC-C 1.7959 2.4418
L80MC 2.1715 2.9524
S80MC 2.5602 3.4809
K80MC-C 1.9268 2.6198
L90MC 3.0918 4.2037
K90MC 2.7037 3.6761
K90MC-C 2.4387 3.3157
S90MC-T 3.3802 4.5958
K98MC-C 3.0172 4.1022
S90MC-T 3.3802 4.5958
K98MC-C 3.0172 4.1022
The indicated engine power, Pi
Pi = k2 × n × pi (ikW or ihp)
where
n (rpm) = engine speed.
The effective engine power, Pe
Pe = k2 × n × pe (kW or bhp)
where
n (rpm) = engine speed.
Due to the friction in the thrust bearing, the shaft power is approx. 1% less than
the effective engine power.
MAN B&W Diesel A/S
Correction of Performance Parameters 706-06
1. General
Some measured performance parameters need to be corrected to ISO ambient
conditions to facilitate reliable evaluation.
These parameters are: pmax, texhv, pcomp and pscav. See also Section 706-01.
Making such corrections enables comparison to earlier (corrected) read-

ings or model curves, regardless of deviations of the actual tinl and tcoolinl
from reference conditions.
I.e. the correction provides the values which would have been measured
if tinl and tcoolinl had been 25°C.
In extreme cases, the divergencies can be large.
Record the corrected value as described in Section 706-02.
Use the following reference conditions:
tinl = Air inlet temperature = 25°C
(The air inlet temperature can vary greatly, depending on the position in
which it is measured on the intake filter. Experience has shown that two
thermometers situated at ten o’clock and four o’clock positions (i.e. 180°
apart) and at the middle of the filter, give a good indication of the average
temperature).
tcoolinl = Cooling water inlet temp. to air cooler = 25°C.

See also Plate 70610, regarding ∆t (tscav-tcoolinl).
2. Correction
The correction for deviations of tinl and tcoolinl from reference conditions can be car-
ried out in two ways:
By reading
See Plate 70624, which shows how to use Plates 70620-70623 to determine the
correction.
MAN B&W Diesel A/S
By calculation
The corrections can be determined by the general equation:
Acorr = (tmeas – tref) × F × (K + Ameas)
where
Acorr = the correction to be applied to the parameter, i.e. to pmax, texh,

pcomp or pscav.
tmeas = measured tinl or tcoolinl.
tref = reference tinl or tcoolinl (in case of Standard Conditions, 25°C).
F1, F2= constants, see the table below.
K = constant, see the table below.
Ameas = the measured parameter to be corrected, i.e. pmax, texh, pcomp or pscav.
See Plates 70620, 70621, 70622 and 70623, which show how to use the formulas.
Parameter to F1: for air inlet F2: for cooling K

be corrected temp. water inlet temp.
texhv – 2.446 × 10–3 – 0.59 × 10–3 273
pscav + 2.856 × 10–3 – 2.220 × 10–3 pbaro 1 bar or 750 mm Hg
pcomp + 2.954 × 10–3 – 1.530 × 10–3 pbaro 1 bar or 750 mm Hg
pmax + 2.198 × 10–3 – 0.810 × 10–3 pbaro 1 bar or 750 mm Hg
3. Examples of calculations:
See Plate 70624, which states a set of service readings.
1. Correction of texhv (Plate 70621).

Measured:
Exhaust temperature after valve = 425°C
Air inlet temp. = 42°C
Cooling water inlet temp.(air cooler) = 40°C
Correction for air inlet temperature:
(42 – 25) × (–2.466 × 10–3) × (273 + 425) = –29.3°C
Correction for cooling water inlet temperature:
(40 – 25) × (–0.59 × 10–3) × (273 + 425) = –6.2°C
Corrected texhv value = 425 – 29.3 – 6.2 = 389.5°C
MAN B&W Diesel A/S
Correction of Performance Parameters 706-06
2. Correction of pscav (Plate 70623):

Measured: Scavenge air pressure = 2.0 bar
Air inlet temp. = 42 °C
Cooling water inlet temp.(air cooler) = 40 °C
Correction for air inlet temp.:
(42 – 25) × (2.856 × 10–3) × (1 + 2.0) = 0.146 bar
Correction for cooling water inlet temp.:
(40 – 25) × (–2.220 × 10–3) × (1 + 2.0) = –0.10 bar
Corrected pscav value = 2.0 + 0.146 – 0.10 = 2.046 bar
Alternatively, if pscav is measured in mmHg:
Scavenge air pressure = 1500 mmHg
Correction for tinl:
(42 – 25) × (2.856 × 10–3) × (750 + 1500) = 109.2 mmHg
Correction for tcoolinl:
(40 – 25) × (–2.220 × 10–3) × (750 + 1500) = –74.9 mmHg
Corrected pscav value = 1500 + 109.2 – 74.9 = 1534.3 mmHg
Corrections of pcomp (Plate 70622) and pmax (Plate 70620) can be made in a similar
manner.
4. Maximum Exhaust Temperature

The engine is designed to allow a limited increase of the thermal loading, i.e. in-
crease of texhv.
This enables the engine to operate under climatic alterations and under
normally deteriorated service condition.
Whether the engine exceeds this built-in safety margin for thermal loading can be
evaluated as follows:
The factors contributing to increased exhaust temperature levels (and thereby

thermal loads) and the largest permissible deviation values are:
Factor Max. temp. increase
· due to fouling of turbocharger (incl. air intake filters),

+ 30°C
and exhaust uptake, see also Chapter 701, Item 433A
· due to fouling of air coolers + 10°C
· due to deteriorated mechanical condition (estimate) + 10°C
· due to climatic (ambient) conditions + 45°C
· due to operation on heavy fuel, etc. + 15°C
Total 110°C
Regarding increasing exhaust temperatures, see also Section 706-02.
MAN B&W Diesel A/S
For new engines it is not unusual to observe a temperature increase of 50–60°C

from the shop test to the sea trial.
This is due to the operation on heavy fuel oil and altered climatic
conditions.
If the temperature increases further during service:
· Find the cause of the temperature increase.

· Clean, repair or overhaul the components in question at the first opportunity, to
improve the engine performance.
The exhaust temperature must not exceed the alarm limit,

see Section 701-02.
To evaluate the exhaust temperature correctly, it is important to distinguish be-

tween:
· Exhaust temperature increase due to fouling and mechanical condition, and

· Exhaust temperature increase due to climatic alterations.
The method to distinguish between the factors is shown in the example:
Example:
According to a model curve, the exhaust temperature (approx. 95% engine load)
should be 375°C. The observed exhaust temperature is 425°C.
Correct texhv according to Plate 70621:

Air inlet temp. (tinl) = 42°C corresponding to (42 – 25) = 17°C above the reference
value.
Cooling water inlet temp. to the air cooler (tcoolinl) = 40°C, corresponding to
(40 – 25) = 15°C above the reference value.
Using the curves, the following temperature corrections are obtained:
Correction due to increased engine room temperature: –27.0°C

Correction due to increased cooling water inlet temp. –6.0°C
Total –33.0°C
Distinguish between the factors:
The total exhaust temp. increase of 425°C – 375°C = 50°C, is caused by:
· an increase of 33.0°C on account of climatic alterations,

· an increase of 50°C – 33°C = 17°C, due to mechanical conditions
and operation on heavy fuel oil.
MAN B&W Diesel A/S
Turbocharger Efficiency 706-07
1. General
To record the turbocharger efficiencies, see Section 706-02.
Plate 70609 shows model curves for compressor and turbine efficiencies,
based on the scavenge air pressure.
For general evaluation of the engine performance, it is unnecessary to calculate

turbocharger efficiencies.
However, if such calculations are desired, they can be carried out as described be-
low.
2. Calculating the Efficiencies

The total turbocharger efficiency is the product of the compressor, turbine, and
mechanical efficiencies.
However, the last one has almost no effect on the efficiency calculations, and is
therefore omitted.
When calculating the turbocharger efficiency, it is necessary to distinguish be-

tween:
· Plants without turbo compound system (TCS) and exhaust by-pass.

· Plants with TCS and/or exhaust by-pass.
2.1 Plants without TCS and Exhaust By-Pass

Measure the parameters listed in Table 1.
It is essential that, as far as possible, the measurements are taken simul-

taneously.
Convert all pressures to the same unit.
Use the following conversion factors:
750 mm Hg = 1.000 bar = 0.1 MPa

1 mm H2O = 0.0001 bar
1 kp/cm2 = 735 mm Hg = 0.98 bar
1 bar = 0.1 MPa
π = 3.14159
MAN B&W Diesel A/S
Unit Examples of Measurements
Barometric pressure pbaro mm Hg or bar 766.5/750=1.022 bar

Pressure drop, air cooler Δpc mm H2O or bar 168 × 0.0001=0.017 bar
Temperature before compr. tinl °C = 21°C
Turbocharger speed n rpm = 13350 rpm
Scavenge air pressure pscav mm Hg or bar 1900/750=2.533 bar *)
Exhaust receiver pressure pexh mm Hg or bar 1795/750=2.393 bar *)
Pressure after turbine patc mm H2O or bar 265 × 0.0001=0.026 bar *)
Temperature before turbine tbtc °C = 400°C
Table 1: Measurements for calculation of efficiencies *) “Gauge” Pressure
Note that the official designation of bar is “absolute pressure”.
Total Efficiency:
The total efficiency ηtot is given by the equation
Example
MF : Fuel mass flow injected for combustion: 0.88 kg/g

MX : Exhaust gas mass flow through turbine: 48.05 kg/g
MA : Air mass flow through compressor
MA=MX – MF
MA × T1 × (R10.286 – 1 Example of Calculation, ηtot

ηtot = 0.9265
Mx × T2 × (1 – R20.265) See measurements in Table 1
if MA or MX unknown:
MA
≈ 0,9817
MX
T1 = tinl + 273,15 T1 = 21 + 273,15 = 294,15 K
pbaro + pscav + Δpc R1 = 1,022 + 2,533 + 0,017 3,495
R1 = =
pbaro 1,022
T2 = tbtc + 273,15 T2 = 400 + 273,15 = 673,15 K
pbaro + patc 1,022 + 0,026
R2 = R2= = 0,307
pbaro + pexh 1,022 + 2,393
0.286
(R1 –1) H (R10,286–1) = 0,430
(1 – R20.265) H (1 – R10,265) = 0,269
MX = 48,05 kg/g
MA × T1 × (R10.286 – 1 MA = 48,05 – 0,88 = 47,17 kg/g
ηtot = 0.9265
Mx × T2 × (1 – R20.265) 47,17 × 294,15 × 0,430
η=0,9265 x = 0,635
48,05 × 673,15 × 0,269
MAN B&W Diesel A/S
Turbocharger Efficiency 706-07
Compressor efficiency:
The compressor efficiency ηcompr is given by the equation
ηcompr = 3628800 × T1 (R10.286–1)
μ × U2
μ = slip factor, see Plate 70628
U2 = (π × D × n)2
D = Diameter of compressor wheel, see Plate 70628
U = π × D × n is the peripheral speed of the compressor wheel.
The turbocharger used in this example is an MAN B&W, type NA57/TO7.
From Plate 70628 is taken:

D = 0.656 m
μ = 0.77
Example of Calculation, ηcompr
See measurements in Table 1
T1 = tinl + 273,15 °K 21 + 273,15 = 294,15

R1 = pbaro + pscav + Δpc 1,022 + 2,533 + 0,017 = 3,495
pbaro 1,022
(R1 0.286
–1) H = 0,430
U = (π × D × n)2
2 (π × 0.656 × 13350)2 = 757000000
ηcompr = 3628800 × T1 (R10.286–1) 3628800 × 294 × 0.430 = 0,787
μ × U2 0.77 × 757000000
H Determine the values of the expressions (R10.286–1) and (1– R20.265).

Use a mathematical calculator or use the curves in Plates 70625 and 70626.
Turbine efficiency:
The turbine efficiency ηturb appears from
ηtotal = ηcompr × ηturb
ηtotal 0.635
i.e. ηturb = = = 0.807
ηcompr 0.787
2.2 Plants with TCS and/or Exhaust By-Pass
The equation ηtot = 0.9265 MA × T1 × (R1
0.286 – 1
stated in item 2.1 is based on
Mx × T2 × (1 – R2 0.265 )
a situation where the mass flow through the turbine is equal to the mass flow
through the compressor plus the fuel oil amount.
If a TCS or an exhaust by-pass is fitted, the mass flow through the turbine is re-
duced by the mass flow through the TCS or the exhaust by-pass.
The mass flows through the turbine and the TCS or through the turbine and the
exhaust by-pass are proportional to the effective areas in the turbines or the orifice
in the exhaust by-pass.
MAN B&W Diesel A/S
Calculate the turbocharger efficiency as described in Item 2.1 ‘Plants without TCS
and exhaust by-pass’.
Then correct the results in accordance with the following:
Total efficiency:
Aeff+aeff
ηtot = ηtot × Aeff
TCS/by-pass
where
Aeff = Effective area in turbocharger turbine
aeff = Effective area in TCS or exhaust by-pass.
See also ‘Remarks’, below
Turbine Efficiency:
Aeff+aeff
ηturb = ηturb ×
TCS/by-pass Aeff
See also ‘Remarks’, below
Compressor Efficiency:
ηcompr is unchanged, as it is not affected by whether the plant operates with TCS/
by-pass or not.
Remarks
Aeff+aeff
The relation Aeff can vary from plant to plant, but is most often about 1.07.
This value can be used when evaluating the trend of the efficiency in service.
Aeff+aeff
When using a computer program in which the relation Aeff is not intro-
duced, the value for ηtot and ηturb will have to be multiplied by the above-mentioned
factor of about 1.07.
MAN B&W Diesel A/S
Estimation of the Effective Engine Power
706-08
706-08 Estimation of the Effective Engine Power

1. General
The estimation is based on nomograms involving engine parameter measure-
ments taken on testbed.
The nomograms are shown in Plate 70627. The following relationships are illus-
trated:
Chart I – fuel index and mean effective pressure.
Chart II – mean effective pressure and effective engine power (BHP), with the en-
gine speed as a parameter.
Chart III – turbocharger speed and effective engine power (BHP), with the scav-
enge air temperature and ambient pressure as parameters.
A condition for using these charts is that the engine timing and turbocharger
matching are unchanged from the testbed.
2. Methods (See Plate 70627)
2.1 Fuel Index (an approximate method)

Chart I: draw a horizontal line from the observed fuel index to the nomo-
gram curve, and then a vertical line down to the observed engine speed
on Chart II. From this intersection a horizontal line is drawn to the effec-
tive engine power scale, i.e. 16,400 BHP.
This method should only be used as a quick (rough) estimation, because the fuel
oil, as well as the condition of the fuel pump, may have great effect on the index.
In particular, worn fuel pumps or suction valves tend to increase the index, and will
thus result in a too high power estimation.
2.2 Turbocharger Speed (A more accurate method)

Chart III: draw a horizontal line from the observed tscav value and an in-
clined line from the observed turbocharger speed.
From the intersection point, draw a vertical line down to the nomogram
curve and then a horizontal line to the vertical line from the observed am-
bient pressure (point x in the ambient pressure scale).
Finally, a line is drawn parallel with the inclined ‘ambient pressure correc-
tion’ lines. The effective engine power can then be read on the scale at
the right hand side, i.e. 15,700 BHP.
MAN B&W Diesel A/S
Estimation of the Effective Engine Power
706-08
This method is more reliable, and an accuracy to within ± 3% can be expected.

However, the accuracy obtained will depend on the condition of the engine and
turbocharger. A fouled or eroded turbocharger will in most cases tend to decrease
the turbocharger speed, and thus result in a too low power estimation. This situa-
tion is characterized by increased exhaust gas temperatures and a decreased
scavenge air pressure.
It is recommended to apply PMI-system, for easy access to P-V-diagrams (work

diagrams) for power calculation. See also Section 706-05.
MAN B&W Diesel A/S
Load Diagram for Propulsion alone Plate 70601
Engine shaft power,

per cent of power A
110 100% ref. point (A)

105 Specified MCR (M)
A=M
100 7
5
95
90
85
80
75
70
65
55
8 4 1 6 3
50
9
2
45
40
60 65 70 75 80 85 90 95 100 105 110
Engine speed,
per cent of speed A
Line 1: Propeller curve through point A – layout curve for engine
Line 2: Propeller curve – heavy running, recommended limit

for fouled hull at calm weather conditions
Line 3: Speed limit
Line 4: Torque/speed limit
Line 5: Mean effective pressure limit
Line 6: Propeller curve – light running (range: 3.0-7.0%)

for clean hull and calm weather conditions – for propeller layout
Line 7: Power limit for continuous running
Line 8: Overload limit
Line 9: Speed limit at sea trial.
Plant specific calculations can be prepared by contacting MAN B&W Diesel A/S.
MAN B&W Diesel A/S
Load Diagram for Propulsion and
Plate 70602 Main Engine Driven Generator
Engine shaft power,

per cent of power A
110 100% ref. point (A)

105 Specified MCR (M)
A
100 5 7
95
90
85
80
75
70
65
1)
55 SG
8 4 1 6 3
50
9
2A 2
45
40
60 65 70 75 80 85 90 95 100 105 110
Engine speed,
per cent of speed A
Line 1: Propeller curve through point A – layout curve for engine
Line 2: Propeller curve for propulsion alone – heavy running, recommended

limit for fouled hull at calm weather conditions
Line 2A: Engine service curve for heavy running propulsion (line 2) and shaft generator (SG)
Line 3: Speed limit
Line 4: Torque/speed limit
Line 5: Mean effective pressure limit
Line 6: Propeller curve for propulsion alone – light running (range: 3.0 - 7.0%),
for clean hull and calm weather conditions - for propeller layout
Line 7: Power limit for continuous running
Line 8: Overload limit
Line 9: Speed limit at sea trial.
1) Note: The propeller curve for propulsion alone is found by subtracting the actual shaft generator power
(incl. generator efficiency) from the effective engine power at maintained speed.
MAN B&W Diesel A/S
Plate 70603
Performance Observations Page 1 (2)
SERVICE Engine Type: Name of vessel:

DATA
Internal
TC specification: 4 M. E. System Gravity Tank
Observation No:
Ambient Speed VIT
Test Date Test Hour Load Engine Total Running
Pressure Governor index Setting Control
RPM Hours
(yyyy-mm-dd) (hh:mm) % mbar bar bar
Effective Indicated Eff. Fuel Indicated Fuel Draft Fore, m Log Knots Wind, m/s Direction, °
kW kW g/kWh g/kWh Draft Aft, m Obs. Knots Wave Height, m Direction, °
Cylinder No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Ave.

Pi, bar
Pmax, bar
Ref. Pmax, bar
Pcomp, bar
Fuel Pump Index
VIT index
Charger Blower
1 1 1 1 1 1 1 1 1
2 2 Temp. 2 2 2 2 2 Vibration 2 2
mm
3 3 3 3 3 3 3 3 3
4 4 4 4 4 4 4 4 4

Scavenge
Air

Before Pumps
Ave. Ave. Ave. 4 4
Ave. Ave.
Remarks:
MAN B&W Diesel A/S
Plate 70603
Page 2 (2) Performance Observations
TESTBED Engine Type: Water Brake: No.: Constant, K: kW/Kg.RPM

DATA
Internal
TC specification: 4 M. E. System Gravity Tank
Observation No:
Ambient Water Brake Speed VIT
Test Date Test Hour Load Engine
Pressure Load Governor index Setting Control
RPM
(yyyy-mm-dd) (hh:mm) % mbar Kg bar bar
Effective Indicated Eff. Fuel Indicated Fuel

kW kW g/kWh g/kWh
Cylinder No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Ave.

Pi, bar
Pmax, bar
Ref. Pmax, bar
Pcomp, bar
Fuel Pump Index
VIT index
Charger Blower
1 1 1 1 1 1 1 1 1
2 2 Temp. 2 2 2 2 2 Vibration 2 2
mm
3 3 3 3 3 3 3 3 3
4 4 4 4 4 4 4 4 4

Scavenge
Air

Before Pumps
Ave. Ave. Ave. 4 4
Ave. Ave.
Remarks:
MAN B&W Diesel A/S
EXHAUST TEMPERATURE,
g
measured at turbocharger
inlet
EXHAUST TEMPERATURE increasing on
pp
all cylinders indicates: EXHAUST TEMPERATURE increasing

a) Air system fouled. on a single cylinder indicates:
(air filter / blower / cooler / a) Fuel valves need overhaul
scavenge ports) b) Compression pressure too low
b) Exhaust system fouled. owing to exhaust valve leakage
(nozzle ring / turbine wheel / or blow-by past piston rings
MAN B&W Diesel A/S

exhaust gas boiler)
, gg g
MEAN INDICATED PRESSURE

g ggg
Measured by indicator cards,

which also give compression
and max. combustion pressure
qp ypg ygg
INLET AIR TEMPERATURE

Rising ambient temperature will give
increasing exhaust temperatures.
qyp pp gp
PRESSURES in combustion chamber.

Will be reduced by piston ring blow-by
burnt piston top; wear; leaking exhaust
valve; defective fuel valves; etc.
), g ggpg
g
PRESSURE DROP across air filter. SCAVENGE AIR TEMPERATURE

Rising scavenge air temperature will
(
Increasing p indicates fouling.

y ggyq g gp pyg pp
Cleaning required when p is 50% give increasing exhaust temperature.

gp;
greater than on testbed.

p;
y
g g
PRESSURE DROP across air cooler.

g
Increasing p indicates fouling of air
side. Cleaning required when p is
50% greater than on testbed.
Readings relating to Thermodynamic Conditions
py ; g p
SCAVENGE AIR PRESSURE

Decreasing air pressure implies
) )
TEMPERATURE RISE of cooling water

)
decreasing air quantity and indicates

increasing temperature difference fouling of air or gas system.
indicates reduced water flow.
; y
TEMPERATURE DIFFERENCE
air after cooler and at water inlet.
Increasing temperature difference
indicates fouled air cooler.
(
Plate 70604
M/V Engine Type Checked by:
Builder No. Time based Deviation Charts
Date:
Yard Built year
ng
ge
ght
m8
MAN B&W Diesel A/S

edmean
Mean
All the model curves are based on test results 4
draught
(ballasted)
from shop trial or sea trial.

(full loaded)
1 2
Directions for use: 0 500 1000 1500 2000 2500 Running
hours
Service results are plotted faintly in the Model
Bar
Curve diagrams. The vertical deviations are
indicated pressure, pi
transferred to the pertaining Time based 20

Deviation-chart (on the right hand side).
15
cated pressure
Average mean indi-
10
2 500 1000 1500 2000 2500 Running
0 hours
RPM RPM
Synopsis Diagrams – for engine
Draught (full loaded)

130
Draught (ballasted)
120 5
Model curves + time based deviation chart for: r/min as a function of pi.
110
100
0
Testbed
Engine revolutions
90
Engine revolution deviation
Bar 3
Time based deviation charts for: mean draught and average mean indicated pressure (pi).
80 -5
0 5 10 15 20 0 500 1000 1500 2000 2500 Running
hours
Page 1 (2)
Plate 70605
Average mean indicated pressure, pi

Plate 70605
Page 2 (2) Synopsis Diagrams – for engine
Time based deviation charts for: mean draught and average mean indicated pressure (pi).
Model curves + time based deviation chart for: r/min as a function of pi.
Checked by:
Running hours
Running hours
Running hours
Date:
Time based Deviation Charts
No.
Engine Type
Built year
Builder
2
4
6
m8
20
Bar
15
RPM
10
-5
5
draught
M/V
Mean cated pressure Engine revolution deviation

Yard
2
1
Average mean indi-
MAN B&W Diesel A/S
Date:
Yard Built year
Bar Bar
gg
150
+5
140
130
p
120 0
110
Average Pmax (corrected)

,p
100
90 -5
10 11 12 13 14 15 16 17 Bar 0 500 1000 1500 2000 2500 Running

hours
Index Index
pmax and fuel index as a function of pi
100
90
+3
Model curves and time based deviation chart for:
80
70 0
60
-3
Average fuel index

50
10 11 12 13 14 15 16 17 Bar 0 500 1000 1500 2000 2500 Running

hours
MAN B&W Diesel A/S
Page 1 (2)
Plate 70606
Plate 70606
Time based deviation chart for:
pmax and fuel index
g
Checked by:
Date:
Running hours
Running hours
No.
Engine Type
Built year
Builder
Bar
Index
-5
-3
+5
0
+3
Pmax deviation Fuel index deviation

M/V
Yard
MAN B&W Diesel A/S
Date:
Yard Built year
MAN B&W Diesel A/S

°C
°C 40
gp
450
,
20
400
350
-20
Average exhaust temp. (corrected)

300
8000 10000 12000 14000 16000 0 500 1000 1500 2000 2500 Running
Effective power, Pe BHP hours
texhv and pcomp as a function of pe
Bar Bar
130
120
3
110
100 0
90
-3
80
Average compression pressure (corrected)

70
8000 10000 12000 14000 16000 0 500 1000 1500 2000 2500 Running
hours
Page 1 (2)
Plate 70607
Effective power, Pe BHP

Plate 70607
texhv and pcomp
À!À20 hours
20
40
À!À3
3
r0
Running
Checked by:
Date: m
P
cp
n
o
ia
vtd
xh
e a
B
C
À
Running hours
Running hours
No.
Engine Type
Built year
Builder
-20
0
40
20
Bar
-3
3
Pcomp deviation
°C
texhv deviation
M/V
Yard
MAN B&W Diesel A/S
Date:
Yard Built year
gp
3.5 0.2
Bar Bar
3 0.1
gg p
2.5 0
p,
-0.1
(corrected)
2
1.5 -0.2
Scavenge air pressure

1 -0.3
8000 10000 12000 14000 16000 0 500 1000 1500 2000 2500 Running
Effective power, Pe BHP hours
rpm rpm
12000 1000
pscav as a function of pe
10000 500
8000 0
Turbocharger rpm
6000 -500
T/C r/min and ∆pf as a function of pscav
4000
Synopsis Diagrams – for turbocharger
1 2 3 Bar 0 500 1000 1500 2000 2500 Running

Scavenge air pressure hours
mmWC 50 mmWC
40 20
30 10
20 0
10 -10
T/C air filter intake

Pressure drop across
0 -20
1 2 3 Bar 0 500 1000 1500 2000 2500 Running
MAN B&W Diesel A/S
Page 1 (2)
Plate 70608

Plate 70608
Page 2 (2) Synopsis Diagrams – for turbocharger
pscav T/C r/min and ∆ pf
Checked by:
p g
Date:
Running hours
Running hours
Running hours
No.
Engine Type
Built year
Builder
-20
-0.1
-500
-0.3
500
1000
-10
rpm
-0.2
mmWC
0.1
20
10
0
0.2
∆ pf deviation
Bar
Pscav deviation T/C rpm deviation T/C air filter

M/V
Yard
MAN B&W Diesel A/S

Date:
Yard Built year
g
η comp ηcomp
MAN B&W Diesel A/S

gg
0.82
p
0.80 0.02
0.78
0.76 0
compressor
0.74
0.72 -0.02
1 2 3 Bar 0 500 1000 1500 2000 2500 Running

η turb
ηturb
0.82
Synopsis Diagrams – for turbocharger
0.80 0.02
0.78
0.76 0
turbine
Compressor and turbine efficiencies as a function of pscav
0.74
0.72 -0.02
1 2 3 Bar 0 500 1000 1500 2000 2500 Running

Page 1 (2)
Plate 70609

Plate 70609
Page 2 (2) Synopsis Diagrams – for turbocharger
compressor and turbine efficiencies
Checked by:
F
lp
fuA
rg
n
vito
em
P
xd
aÀ!À5
r+5
a
!B
À
3
+
x0
e
dRunning
In hours
Running hours
Running hours
Date:
No.
l
Engine Type
Built year
Builder
comp
0.02
-0.02
-0.02
0.02
0
0
turb
η
Compressor efficiency deviation Turbine efficiency deviation

M/V
Yard
MAN B&W Diesel A/S

Date:
Yard Built year
16 °C
°C
gg
14 20
10
p
12
10 0
∆t (air-water)
8 -10
outlet and water inlet)

6
(Temp. diff. between air

1 2 3 Bar 0 500 1000 1500 2000 2500 Running
hours
°C °C
20 10
15 5
10 0
5 -5
across cooler
Water temp. diff.
Synopsis Diagrams – for air cooler
0
1 2 3 Bar 0 500 1000 1500 2000 2500 Running
hours
tair-water, twater, and pair, as a function of pscav

mmWC mmWC
200 75
150 50
100 25
50 0
drop across cooler

0 - 25
1 2 3 Bar
MAN B&W Diesel A/S
2000 2500 Running
Page 1 (2)
Plate 70610
0 500 1000 1500 hours

Plate 70610
Page 2 (2) Synopsis Diagrams – for air cooler
∆ tair-water ∆ twater and ∆ pair
Checked by:
g g
Date:
Running hours
Running hours
Running hours
No.
Engine Type
Built year
Builder
25
-10
0
0
20
10
10
75
50
-25
0
5
°C
°C
-5
mmWC
∆ ∆ ∆ pair
t air-water deviations t water deviations deviations
M/V
Yard
MAN B&W Diesel A/S
Specific Fuel Oil Consumption –
Correction for Fuel Temperature (Density) and
Sulphur Content (Calorific Value) Plate 70611
MAN B&W Diesel A/S
Plate 70612
Dry cleaning of turbocharger (turbine side)
MAN B&W Diesel A/S

A C
1. Carry out cleaning for every 24 to 50 hours of operation,
based on observations. B
2. Preferably clean the turbocharger at full load.

Do not clean below half load.
3. Close valve A.
4. Open valves B and C, to blow out possible deposits

and/or condensate in the connecting pipe.
After about 2 minutes, close valves B and C. TC Type Amount
litres
(Turbine side)
5. Slowly open valve A to vent the container.

NA24 0.4
NA26 0.4
6. Fill the container with the quantity of granules specified NA34 0.5
in the table
Dry Cleaning of Turbocharger
NA40 1.0
NA48 1.5
7. Close valve A. NA57 2.0
NA70 3.0
8. Open valves B and C to blow-in the granules. NA83 3.5
After 1 to 2 minutes, close valves B and C. VTR354 1.5
VTR454 2.0
9. Slowly open valve A to vent the container. VTR564 2.5
VTR714 3.0
MET 53 SD/E 1.6
MET 66 SD/E 2.6
MET 71 SD/E 2.6
MET 83 SD/E 3.5
Water Cleaning Turbocharger (Turbine side):
ABB TPL (2-stroke) Plate 70613
(Interval: approx. every 50 to 500 operating hours)
Instructions
1. Adjust the engine load until the scavenge air pressure is in the range of pscav = 0.3 –
0.6 bar (overpressure). The temperature before turbocharger has to be below 430°C
and the auxiliary blower should be in operation.
2. Open the drain cock A of the gas outlet casing and check whether exhaust gas emerges
3. Open valve B slowly until the pressure gauge C (water pressure pwater) indicates:
pwater = 1.0 bar
4. Inject water for 5 minutes while keeping the engine load constant
5. Close valve B
6. Close the drain cock A of the gas outlet casing
Remarks
– The engine should be run at least for further 10 minutes to prevent corrosion of the in-
ternal casing surfaces.
– Depending on the load only little or no water flows out the drain hole A. Water drain is
not relevant for the cleaning effect. Water injection can be confirmed with reduced
T/C speed during cleaning and lower gas temperature after turbochareger.
– If more than one turbocharger is mounted it is recommend to clean one after the other.
Water supply
(only fresh water)
min. 2.0 bar
TC-type TPL65-A TPL69-A TPL73-B TPL77-B TPL80-B TPL85-B

Orifice integrated in TC 5.7 6.7 7.8 9.3 10.8 13.2
∅ [mm]
MAN B&W Diesel A/S
Plate 70614 Air Cooler Cleaning System (Option)
Nom. diam. 25 mm
Air cooler Air cooler
To bilge
F.W. (from hydrophor)
Re-circulation
Nom. diam. 50 mm Orifice
Filter 1 mm Nom. diam. 50 mm
Drain from air cooler

cleaning & water mist
catcher in air cooler
Chemical clean. tank
Heating coil *
Circulating pump Sludge pump suction
* Capacity for heating coils according to

requirement from supplier of the chemical
MAN B&W Diesel A/S
Normal Indicator Diagram Plate 70615
K/L-MC Engines:
(
p
p
Indicator diagram
(p-v diagram, Draw diagram
working diagram)
Ignition Ignition
C
om
Combustion
bu
on
sti
s i
es
on
pr
Ex
om
pa
C
ns
p comp
io
p max
n
Exp
Co
m ans
pr ion
es
sion
Atmospheric line
Top dead centre
Bottom dead centre
Compression pressure
Maximum combustion
pcomp
pressure p max
Length of indicator diagram =
Length of atmospheric line
S-MC Engines:
For this type of engine it has been necessary to delay the point of ignition to 2-3° after
TDC, in order to keep the pressure rise, pcomp - pmax, within the specified 35 bar, while
still maintaining optimum combustion and thereby low SFOC.
Due to this delay in ignition, the draw diagram will often show two pressure peaks, as
shown in the figure below.
cÙ
mÙ
p
pcomp
max
p
MAN B&W Diesel A/S
Plate 70616 Adjustment of Indicator Drive
Correctly adjusted indicator drive/cam

The compression and expansion lines co- Coinciding
incide, no area visible between the curves.
(Fig. 1)
Fig. 1
Not Coinciding
Incorrectly adjusted indicator drive/cam (Untrue)
The compression and expansion lines do Z
not coincide – an area is visible between
the curves. (Fig. 2)
NB: The compression line is normally

thicker than the expansion line.
Fig. 2
Case A
The expansion line above the compres-
sion line, as shown.
The discrepancy ‘Z’ is positive: Displace

the indicator drive or turn the cam “back”,
Fig. 3.
Case B
The expansion line below the compres-
sion line. ‘Z’ is negative: Displace the indi-
cator drive or turn the cam “forward”, Fig.
3.
(For z = 1 mm, turn the cam 2 mm or dis-

place the drive approx. 2.5 mm, when us-
ing an indicator spring of 0.5 mm or 0.6
mm per bar).
MAN B&W Diesel A/S
Faulty Indicator Diagrams Plate 70617
- - - - - - - - - - correct diagram
__________ measured diagram
Fig. 1. Vibrations in drive. Fig. 2. Length of cord too long

Draw-diagram not affected T.D.C.-part missing
Fig. 3 Length of cord too short Fig. 4. Friction in indicator piston.

B.D.C.-part missing. Draw-diagram also affected. This fault gives
a too large working diagram area.
Fig. 5. Spring too weak. Indicator piston Fig. 6. Indicator cock leaking.
strikes top end of cylinder. Atmospheric line untrue.
MAN B&W Diesel A/S
Plate 70618 Information from Indicator and Draw Diagrams
- - - - - - - - - - correct
__________ measured
Fig. 1:
Fuel injection too late.
Normal
– Fuel pressure too low.
– Defective fuel valve(s).
– Defective fuel pump suction valve
or shock absorber.
– Exceptionally poor fuel
(bad ignition properties)
– Fuel pump lead too little.
(see also the text)
pmax low, but pcomp normal
Fig. 2 Normal
Fuel injection too early. Normal
– VIT index wrong.

– Fuel pump lead too large.
pmax high, but pcomp normal

Fig. 3: Normal
Leakages, increased cyl.
Normal
volume, or fouling.
– Piston ring blow-by.

– Exhaust valve seat leakage.
– Piston crown burnt.
– Low scavenge pressure,
fouling of exhaust and/or
air system.
both pcomp and pmax are low.
MAN B&W Diesel A/S
Using the Planimeter Plate 70619
Loaded fix point
Removable
Roller hinge
Vernier
Counter
Mark for
Adjustable arm starting point
Tracer centre
Indicator diagram
Fasten by drawing pins
Planimetering:
Position the indicator as illustrated above.
Mark a starting point on the expansion line (to exactly localize the start/stop position of
the diagram circumscription).
Begin tracing from the starting point, and circumscribe the diagram at even speed, and
not too slowly.
Employ good illumination and, if necessary, use a magnifying glass for accurate read-
ing of the vernier, before and after circumscription.
The difference in readings is proportional to the area of the indicator diagram.
NB: The calibration should be checked by measuring a known area, e.g. a precisely-
drawn rectangle.
MAN B&W Diesel A/S
Plate 70620 Correction to ISO Reference Ambient Conditions
Maximum Combustion Pressure

Correction of measured pmax
because of deviations between tinl / tcoolinl and standard conditions
,
()g
p
Correction bar Measured pmax.
160 bar 140 bar
120 bar
t inl.
100 bar
80 bar
t inl
t
coolinl.
Measured p
max
80 bar
100 bar
t coolinl. 120 bar

140 bar
160 bar
Air inlet temp. (t )

inl.
Cooling water inlet temp., air cooling (t coolinl. )
Calculating the corrections:
tinl : Acorr = (tmeas -25) x 2.198 x 10-3 x (1+ Ameas) Bar
tcoolinl : Acorr = (tmeas -25) x -0.810 x 10-3 x (1 + Ameas) Bar
MAN B&W Diesel A/S
Correction to ISO Reference Ambient Conditions Plate 70621
Exhaust Temperature (after exhaust valves)

Correction of measured exhaust temperature (texhv)
Correction
°C
t inl
t
coolinl.
Measured t exh
325 °C
tcoolinl. 425 °C
t inl. Measured t exh.
Air inlet temp. (t ) 425 °C 325 °C

inl.
MAN B&W Diesel A/S
Compression Pressure
Correction of measured compression pressure
,
()g
p
Correction bar Measured p
comp.
140 bar 120 bar
t inl. 100 bar
80 bar
t inl
t coolinl.
Measured pcomp.
80 bar
tcoolinl.
100 bar
120 bar
140 bar
Air inlet temp. (t inl.)

Cooling water inlet temp., air cooling (t coolinl.)
MAN B&W Diesel A/S
Correction to ISO Reference Ambient Conditions Plate 70623
Scavenge Pressure
Correction of measured scavenge pressure
,
p
()g
Correction bar
Measured p
scav.
3.5 bar 3.0 bar
2.5 bar
2.0 bar
t inl.
1.5 bar
1.0 bar
t inl
t coolinl.
Measured p
scav.
1.0 bar
1.5 bar
tcoolinl
t inl. 2.0 bar
2.5 bar
3.0 bar
Air inlet temp. (t ) 3.5 bar

inl.
tinl : Acorr = (tmeas -25) x 2.856 x 10-3 x (1 + Ameas) Bar
MAN B&W Diesel A/S
Example of readings:pmax : 140 bar pscav : 2.0 bar

texhv : 425 °C tinl : 42 °C
pcomp : 110 bar tcoolinl : 40 °C
Correction bar Measured p max. Correction
°C
160 bar 140 bar
120 bar
pmax t inl. texhv

100 bar
80 bar
t inl
t
coolinl.
t inl.
t coolinl. Measured t exh.
Measured pmax
80 bar 325 °C
100 bar tcoolinl. 425 °C
t coolinl. 120 bar

140 bar
160 bar
t inl.
Measured t exh.
Air inlet temp. (t inl.)

Air inlet temp. (t inl.) 425 °C 325 °C
Correction for tinl : +5.3 bar Correction for tinl : -27 °C

Correction for tcoolinl : - 1.7 bar Correction for tcoolinl : - 6 °C
Correction 5.3-1.7 : +3.6 bar Correction -29 -6 : - 33 °C
,
()g
p ,
()g
p
Correction bar Measured p Correction bar
comp.
Measured p scav.
140 bar 120 bar
3.5 bar 3.0 bar
pcomp 100 bar pscav 2.5 bar
t inl.
2.0 bar
80 bar t
inl.
1.5 bar
1.0 bar
t inl
t coolinl.
Measured p
scav.
t inl
tcoolinl.
1.0 bar
1.5 bar
Measured pcomp.
80 bar tcoolinl
t inl. 2.0 bar
tcoolinl. 2.5 bar

100 bar
3.0 bar
120 bar
Air inlet temp. (t inl.) 3.5 bar
140 bar
Air inlet temp. (t inl. )

Correction for tinl : +5.6 bar Correction for tinl : +0.145 bar
Correction for tcoolinl : - 2.5bar Correction for tcoolinl : - 0.1 bar
Correction 5.6-2.5 : +3.1 bar Correction 0.145-0.1 : +0.045 bar
MAN B&W Diesel A/S
Calculation of Compressor Efficiency Plate 70625
Curve for the factor (R1 0.286-1)
R1
3.502
3.5
3.0
2.5
2.0
-1)
0.286
1
(R
1.5
0.4311
0.12
0.4
0.3
0.2
MAN B&W Diesel A/S
Plate 70626 Calculation of Total Turbocharger Efficiency
Curve for the factor (1–R2 0.265)
R2
0.6
0.5
0.4
0.307
0.3
)
0.265
2
(1-R
0.2
0.2688
0.4
0.3
0.2
0.1
MAN B&W Diesel A/S
Power Estimation Plate 70627
The Charts and values, in the example below, refer to a particular 7L60MC engine.
For a specific plant, see the actual Testbed Report concerned.
Engine RPM
Fuel Pump
Index
Ambient Pressure
Scavenge
Temp.
Deg.C
Air
Estimation of Effective Engine
X
Power for 7L60MC
T/C speed / 100 rpm
MAN B&W Diesel A/S
Turbocharger Compressor Wheel Diameter and
Plate 70628 Slip Factor
Turbocharger Make: MAN B&W
Type Designation Diameter, D (m) No. of Blades Slip Factor, µ
NR 24/R 0.276 – 0.76
NR 26/R 0.324 – 0.75
NA 34/S 0.408 – 0.70
NA 40/S 0.480 20 0.70
NA 48/S 0.576 20 0.70
NA 57/T9 0.684 20 0.70

0.684 18 0.74
NA 70/T9 0.840 22 0.76

0.840 18 0.74
Turbocharger Make: MAN B&W
Type Designation Diameter, D(m) Slip Factor

TCR18 0.264 0.727
TCR20 0.318 0.727
TCR22 0.415 0.727
TCA44 0.449 0.745
TCA55 0.533 0.745
TCA66 0.633 0.745
TCA77 0.752 0.745
TCA88 0.893 0.745
When referring to this page, please quote Operation Plate 70628, Edition 0003 Page 1 (2)
MAN B&W Diesel A/S
Turbocharger Compressor Wheel Diameter and
Slip Factor Plate 70628
Turbocharger Make: BBC / ABB
Type Diameter, Slip Type Diameter, Slip

Designation D (m) Factor µ Designation D (m) Factor µ
VTR254 0.2943 TPL65-A10 0.3390
VTR304 0.3497 TPL69-BA10 0.3999
VTR354 0.4157 TPL73-B11 0.4879
VTR454D-VA12 0.5233 TPL73-B12 0.5065
VTR454D-VA13 0.5756 TPL77-B11 0.5799

0.69
VTR564D-VA12 0.6588 0.77 TPL77-B12 0.6020
VTR564D-VA13 0.7247 TPL80-B11 0.6729
VTR714D-VA12 0.8294 TPL80-B12 0.6985
VTR714D-VA13 0.9123 TPL85-B11 0.8239
TPL85-B12 0.8553
TPL91-B12 0,9430 0,69
Turbocharger Make: Mitsubishi H.I. (MET)
Type Diameter, Slip Factor µ

Designation D (m)
Impeller Profile V, S or R V S or R
Impeller Size 2 3 2 3 2 3
MET33SD,SE 0.352 0.373
MET42SD,SE 0.436 0.462
MET53SD,SE 0.553 0.586
MET66SD,SE 0.689 0.730 0.72 0.69
MET71SE 0,790
MET83SD,SE 0.873 0.924
MET90SE 1,02
Page 2 (2) When referring to this page, please quote Operation Chapter Plate 70628, Edition 0003
MAN B&W Diesel A/S
Cylinder Condition
707
Cylinder Condition Chapter 707
Table of Contents
707-01 Cylinder Condition

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Piston Ring Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Scavenge Port Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3.2 Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3.3 Observations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3.3.A Piston Rings: In good Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3.3.B Piston Rings: Micro-seizure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3.3.C Piston Rings: Scratched . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.3.D Piston Rings: Sticking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.3.E Piston Rings: Breakage/Collapse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.3.F Piston Rings: Blow-by . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.3.G Deposits on Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.3.H Lubricating Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3.4 Replacement of Piston Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4. Cylinder Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4.1 Intervals between Piston Pulling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4.2 Initial Inspection and Removal of the Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4.3 Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.4 Measurement of Ring Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.5 Inspection of Cylinder Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.5.A Cylinder Wear Measurements: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.5.B Correction of wear measurements:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.5.C Maximum Wear: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.5.D Checking Liner Surface: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.6 Piston Skirt, Crown and Cooling Space . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.7 Piston Ring Grooves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
4.8 Reconditioning the Running Surfaces of Liner, Rings and Skirt . . . . . . . . . . . . . . . . . 9
4.9 Piston Ring Gap (New Rings) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
4.10 Fitting of Piston Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
4.11 Piston Ring Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4.12 Cylinder Lubrication and Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4.13 Running-in of Liners and Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4.13.ABreaking-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4.13.BSpecial Remarks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.13.CRunning-in of Rings after a Piston Overhaul. . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.13.DRunning-in of Liners and Rings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
MAN B&W Diesel A/S
Chapter 707 Cylinder Condition
Table of Contents
5. Factors Influencing Cylinder Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
5.2 Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
5.3 Cylinder Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
5.4 Corrosive Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
5.4.A The Influence of Sulphur in the Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
5.4.B Sodium Chloride . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
5.4.C Cleaning Agents (Air Cooler) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
5.4.D Water Condensation on Air Cooler Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
5.5 Abrasive Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
5.5.A Particles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
5.5.B Scuffing (micro-seizure) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
5.5.C Fuel Oil Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
6. Propeller Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
707-02 Cylinder Lubrication

1. Lubricators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Cylinder Oil Film . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Cylinder Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
4. Cylinder Oil Feed Rate (dosage) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4.2 Running-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4.3 Basic Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.4 Alpha ACC (Adaptive Cylinder oil Control) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4.5 How to adjust the dosage according to the Alpha ACC principle . . . . . . . . . . . . . . . . 4
MAN B&W Diesel A/S
Cylinder Condition Chapter 707
Table of Contents
707-03 Inspection of Nimonic Exhaust Valve Spindles

1. Spindle Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Inspection Intervals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3. Inspecting the Contact Condition of the Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4. Checking the Seat for Gas Leakage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5. Cleaning and Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
6. Inspecting the Valve Stem Wear Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
7. Grinding the Spindle Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
8. Exhaust Valve Condition Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
PLATES
Inspection through Scavenge Ports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70701

Inspection through Scavenge Ports. Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70702
Inspection through Scavenge Ports. Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70703
Inspection through Scavenge Ports. Pictures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70704
Inspection through Scavenge Ports. Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70705
Factors influencing Cylinder Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70706
Abrasive Particles (Grum-Schwensen drawings) . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70707
Abrasive Particles (Pictures) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70708
Abrasive Particles (Pictures) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70709
Cylinder Oil Feed Rates (3 pages) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70710
Cylinder Condition Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70711
Calculation of Condensate Amount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70712
Cylinder Lubricating Oil Pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70713
Running-in Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70714
MAN B&W Diesel A/S
Cylinder Condition 707-01
1. General
To obtain and maintain a good cylinder condition involves the optimisation of many
factors.
Since most of these factors can change during the service period – and can be in-
fluenced by service parameters within the control of the engine room staff – it is of
great importance that running conditions and developments are followed as close-
ly as possible.
By means of continual monitoring it is normally possible to quickly discover abnor-

malities, whereby countermeasures can be taken at an early stage.
In particular, it is advisable to regularly check the cylinder condition by means of

inspection through the scavenge ports – especially concentrating on the piston
ring condition. See Item 3.1 further on.
In order to cover all aspects, this chapter is divided into seven principal subjects –
each having a certain amount of topic overlap.
1. General
2. Piston Ring Function
3. Scavenge Port Inspection
4. Cylinder Overhaul
5. Factors Influencing Cylinder Wear
6. Propeller Performance
and a separate section dealing with: Cylinder Lubrication
2. Piston Ring Function

The function of the piston ring is to give a gas-tight sealing of the clearance be-
tween the piston and cylinder liner. This seal is brought about by the gas pressure
above and behind the piston ring, which forces it downwards, against the bottom
of the ring groove, and outwards against the cylinder wall.
In order to ensure optimum sealing, it is therefore important that the piston rings,
the grooves, and the cylinder walls, are of proper shape, and that the rings can
move freely in the grooves (since the piston will also make small horizontal move-
ments during the stroke).
The lubrication of the piston rings influences the sealing as well as the wear.
Experience has shown that unsatisfactory piston ring function is probably one of
the main factors contributing to poor cylinder condition. For this reason, regular
scavenge port observations are strongly recommended as a means of judging
how conditions are progressing, see Item 3.1 below. See also Item 3.4 ‘Replace-
ment of Piston Rings’
MAN B&W Diesel A/S
3. Scavenge Port Inspection

3.1 General
Regarding intervals between scavenge port inspection, see Vol. II, 900-1, ‘Check-
ing and Maintenance Schedules’.
This inspection provides useful information about the condition of cylinders, pis-
tons and rings, at low expense.
The inspection consists of visually examining the piston, the rings and the lower
part of the cylinder liner, directly through the scavenge air ports.
To reduce the risk of scavenge box fire, remove any oil sludge and carbon depos-
its in the scavenge air box and receiver in connection with the inspection.
The port inspection should be carried out at the first stop after a long voyage, e.g.
by anchoring if possible, to obtain the most reliable result with regard to the effec-
tiveness and sufficiency of the cylinder lubrication and the combustion cycle (com-
plete or incomplete).
A misleading result may be obtained if the port inspection is carried out after arrival
at harbour, since manoeuvring to the quay and low-load running, e.g river or canal
passage, requires increased cylinder oil dosage, i.e the cylinders are excessively
lubricated.
Further, during low load, the combustion cycle might not be as effective and com-
plete as expected, due to the actual fuel oil qualities and service (running) condi-
tion of the fuel injection equipment. It is highly recommended to take this informa-
tion into consideration.
3.2 Procedure
Scavenge port inspections are best carried out by two men, the most experienced
of whom inspects the surfaces, and states his observations to an assistant, who
records them. The assistant also operates the turning gear.
Keep the cooling water and cooling oil circulating, so that possible leakages can
be detected.
Block the starting air supply to the main starting valve.
Open the indicator valves. Engage the turning gear.
Remove the inspection covers on the camshaft side of the cylinder frame, and
clean the openings. Remove the cover(s) on the scavenge air receiver.
Do not enter the scavenge air receiver before it has been thoroughly
ventilated.
MAN B&W Diesel A/S
Begin the inspection at the cylinder whose piston is nearest BDC.
· Inspect the piston, rings, and cylinder wall.

Wipe the running surfaces clean with a rag to ensure correct
assessment of the piston ring condition.
Use a powerful lamp to obtain a true impression of the details.
Regarding the sequence, see Plate 70701. Regarding description
of the conditions, see Item 3.3, points A) to H).
Record the results on Plate 70702, ‘Inspection through Scavenge Ports,
Record’.
Use the symbols shown on Plate 70703 to ensure easy interpretation
of the observations.
Keep the records to form a “log book” of the cylinder condition.
· Measure the total clearance between the piston rings and the ring grooves.
See Vol. II Procedure 902-1, ‘Maximum Clearance, and Vol. II Data 102-1.
Continue the inspection at the next cylinder whose piston is nearest BDC, and so
on according to the firing order. Note down the order of inspection for use at later
inspections.
Check the non-return valves (flap valves/butterfly valves) in the auxiliary blower
system for easy movement and possible damage.
Remove any oil sludge and carbon deposits in the scavenge air boxes and receiv-
er. Record the observations on Plate 70702.
3.3 Observations
3.3.A Piston Rings: In good Condition

When good and steady service conditions have been achieved, the running sur-
faces of the piston rings and cylinder liner will be worn bright (this also applying to
the ring undersides and the “floor” of the ring grooves, which, however, cannot be
seen). In addition, the rings will move freely in the grooves and also be well oiled,
intact, and not unduly worn.
The ring edges will be sharp when the original roundings have been worn away,
but should be without burrs.
3.3.B Piston Rings: Micro-seizure

If, over a period of time, the oil film partially disappears, so that dry areas are
formed on the cylinder wall, these areas and the piston ring surfaces will, by fric-
tional interaction, become finely scuffed and hardened, i.e. the good “mirror sur-
face” will have deteriorated (see Plates 70704 and 70705).
In case of extensive seizures, sharp burrs may form on the edges of the piston
rings.
MAN B&W Diesel A/S
A seized surface, which has a characteristic vertically-striped appearance, will be

relatively hard, and may cause excessive cylinder wear.
Due to this hardness, the damaged areas will only slowly disappear (run-in again)
if and when the oil film is restored. As long as the seizure is allowed to continue,
the local wear will tend to be excessive.
Seizure may initially be limited to part of the ring circumference, but, since the rings
are free to “turn” in their grooves, it may eventually spread over the entire running
face of the ring.
The fact that the rings move in their grooves will also tend to transmit the local sei-
zure all the way around the liner surface.
If seizures have been observed, then it is recommended that the cyl. oil dosage is
temporarily increased (see item 4.12, and Section 707-02).
3.3.C Piston Rings: Scratched Plates 70704, 70705

Scratching is caused by hard abrasive particles originating from the ring itself, or,
usually, from the fuel oil. As regards liner and ring wear, the scratching is not al-
ways serious, but the particles can have serious consequences elsewhere. (See
item 5.5, ‘Abrasive Wear’).
3.3.D Piston Rings: Sticking

If, due to thick and hard deposits of carbon, the piston rings cannot move freely in
their grooves, dark areas will often appear on the upper part of the cylinder wall
(may not be visible at port inspection). This indicates lack of sealing, i.e. combus-
tion gas blow-by between piston rings and cylinder liner.
The blow-by will promote oil film break-down, which in turn will increase cylinder
wear. Sticking piston rings will often lead to broken piston rings.
The free movement of the rings in the grooves is essential, and can be checked
either by pressing them with a wooden stick (through the scavenge ports) or by
turning the engine alternately ahead and astern, to check the free vertical move-
ment.
3.3.E Piston Rings: Breakage/Collapse

Broken piston rings manifest themselves during the scavenge port inspection by:
· Lack of “elastic tension”, when the rings are

pressed into the groove by means of a stick
· Blackish appearance
· Fractured rings
· Missing rings.
Piston ring breakage is mostly caused by a phenomenon known as “collapse”.
However, breakage may also occur due to continual striking against wear ridges,
or other irregularities in the cylinder wall.
MAN B&W Diesel A/S
Collapse occurs if the gas pressure behind the ring is built up too slowly, and there-
by exerts an inadequate outward pressure. In such a case, the combustion gas
can penetrate between the liner and ring, and violently force the ring inwards, in
the groove. This type of sudden “shock” loading will eventually lead to fracture –
particularly if the ring ends “slam” against each other.
The above-mentioned slow pressure build-up behind the rings can be due to:
· carbon deposits in the ring groove,

· too small vertical ring clearance,
· partial sticking,
· poor sealing between the ring and the groove floor,
· “clover-leafing” (see below)
· ring-end chamfers (see below)
· too large ring-edge radii,
· etc.
“Clover-leafing”, is a term used to describe longitudinal corrosive wear at several
separate points around the liner circumference – i.e. in some cases the liner bore
may assume a “clover-leaf” shape, see Item 5.4.D.
Chamfering at the ring ends is unnecessary and detrimental in MAN B&W en-
gines, as the scavenge ports are dimensioned to avoid “catching” the ring ends.
3.3.F Piston Rings: Blow-by

Leakage of combustion gas past the piston rings (blow-by) is a natural conse-
quence of sticking, collapse or breakage (see points D and E).
In the later stages, when blow-by becomes persistent, it is usually due to ad-
vanced ring breakage, caused by collapse.
Blow-by is indicated by black, dry areas on the rings and also by larger black dry
zones on the upper part of the liner wall which, however, can only be seen when
overhauling the piston (or when exchanging the exhaust valve.
See also Sections 704-04 and 706-02.
3.3.G Deposits on Pistons

Usually some deposits will have accumulated on the side of the piston crown (top
land). Carbon deposits on the ring lands indicate lack of gas sealing at the respec-
tive rings, see Plate 70703.
If the deposits are abnormally thick, their surfaces may be smooth and shiny from
rubbing against the cylinder wall. Such contact may locally wipe away the oil film,
resulting in micro-seizure and increased wear of liner and rings.
In some instances, ‘mechanical clover-leafing’ can occur, i.e. vertical grooves of

slightly higher wear in between the lubricating quills.
MAN B&W Diesel A/S
Such conditions may also be the result of a combustion condition which overheats
the cylinder oil film. This could be due to faulty or defective fuel nozzles or insuffi-
cient turbocharger efficiency.
3.3.H Lubricating Condition

Note whether the “oil film” on the cylinder wall and piston rings appears to be ad-
equate. All piston rings should show oil at the edges. However, see also Item 3.1.
White or brownish coloured areas may sometimes be seen on the liner surface.
This indicates corrosive wear, usually from sulphuric acid (see also Item 5.4), and
should not be confused with grey-black areas, which indicates blow-by.
In such cases it should be decided whether, in order to stop such corrosive attack,
a higher oil dosage should be introduced. (See Item 5.4 and Section 707-02).
3.4 Replacement of Piston Rings

It is recommended that the complete set of piston rings is replaced at each piston
overhaul, to ensure that the rings always work under the optimum service condi-
tions, thereby giving the best ring performance.
4. Cylinder Overhaul
To ensure correct recording of all relevant information, we recommend

that our ‘Cylinder Condition Report’ (Plate 70711) be used.
4.1 Intervals between Piston Pulling

Regarding guiding, average intervals, see Vol. II ‘Maintenance’ ‘Checking and
Maintenance Schedules’.
Base the actual intervals between piston overhauls on the previous wear meas-
urements and observations from scavenge port inspections, supplemented with
the pressures read from the CoCos-eds, PMI-system or indicator cards.
Regarding procedures for the dismantling and mounting of pistons, see Vol. II,
Procedures 902-2.1 and 902-2.2.
Remove the piston cleaning (PC) ring (if installed) and carefully remove
any coke deposits and wear ridges from the upper part of the liner,
before the piston is lifted.
Regarding procedure for checking the PC-ring, see Vol. II Procedure
903-1.1.
4.2 Initial Inspection and Removal of the Rings

Before any cleaning, inspect the piston and liner, as described in Item 3.3, points
A) to H).
Measure the free ring gap and compare to that of a new ring, whereby the loss of
tension can be calculated. Note down the measurements on Plate 70711.
MAN B&W Diesel A/S
Remove the piston rings.
Use only the MAN B&W standard ring opener for all mounting and
removal of piston rings.
This opener prevents local overstressing of the ring material which, in turn, would
often result in permanent deformation, causing blow-by and broken rings. Straps
to expand the ring gap, or tools working on the same principle, should never be
used.
It is extremely important that the piston rings are removed by means of the special
ring opener, if they are to be reinstalled after inspection. However, it is recom-
mended to replace the complete set of piston rings at each overhaul, see Item 3.4
above.
4.3 Cleaning
Clean the piston rings. Clean all ring grooves carefully. If carbon deposits remain,
they may prevent the ring from forming a perfect seal against the floor of the
groove.
Remove deposits on the piston crown and ring lands.
Remove any remaining coke deposits from the upper section of the liner.
4.4 Measurement of Ring Wear See Plate 70711

Measure and record the radial width and the height of the rings.
Compare the measured wear to the wear tolerances stated in Vol. II ‘Mainte-
nance’, Chapter 902.
When this value has been reached, scrap the ring. As it is recommended to re-
place the complete set of piston rings at each overhaul, use these measurements
to form the basis for deciding optimal overhaul intervals, see Item 4.1.
4.5 Inspection of Cylinder Liner See Plate 70711
4.5.A Cylinder Wear Measurements:

Before measuring the cylinder wear:
· ensure that the tool and cylinder liner temperatures are close
to each other
· record the tool and cylinder liner temperatures on Plate 70711
to enable correction.
Measure the wear with the special tool at the vertical positions marked on the tool.
Measure in both the transverse and longitudinal directions. This ensures that the
wear is always measured at the same positions. See also Vol. II, Procedure 903-2.
Record the measurements on Plate 70711.
MAN B&W Diesel A/S
4.5.B Correction of wear measurements:

Correct the actual wear measurements by multiplying with the following factors, if
the temperature of the cylinder liner is higher than the temperature of the tool. This
enables a comparison to be made with earlier wear measurements.
∆t °C Factor
10 0.99988
20 0.99976
30 0.99964
40 0.99952
50 0.99940
Example (S/K/L90MC):
Measured value : 901.3 mm
∆t measured : 30°C
(corrected value : 901.3 × 0.99964 = 900.98
(i.e. a reduction of 901.3-900.98 = 0.32 mm)
4.5.C Maximum Wear:

The maximum wear of cylinder liners can be in the interval of 0.4% to 0.8% of the
nominal diameter, depending on the actual cylinder and piston ring performance.
Ovality of the liner, for instance, may form a too troublesome basis for maintaining
a satisfactory service condition, in which case the cylinder liner in question should
be replaced.
4.5.D Checking Liner Surface:

Inspect the liner wall for scratches, micro-seizure, wear ridges, collapse marks,
corrosive wear, etc.
If corrosive wear is suspected or if a ring is found broken, take extra wear meas-
urements around the circumference at the upper part of the liner:
Press a new piston ring into the cylinder. Use a feeler gauge to check for local
clearances between the ring and liner. This can reveal any “uneven” corrosive
wear. See items 3.3.E, 3.3.H, and 5.4.
4.6 Piston Skirt, Crown and Cooling Space Plate 70711

Clean and check the piston skirt for seizures and burrs.
In case of seizures, grind over the surface to remove a possible hardened layer.
Check the shape of the piston crown by means of the template. Measure any burn-
ings.
If in any place the burning/corrosion exceeds the max. permissible, send the pis-
ton crown for reconditioning.
MAN B&W Diesel A/S
Regarding max. permissible burning, see Vol. II, Procedure 902-1. Inspect the
crown for cracks.
Pressure-test the piston assembly to check for possible oil leakages, see Vol. II,
Procedure 902-1.
If the piston is taken apart, for instance due to oil leakage, check the condition of
the joints between the crown, the piston rod, and the skirt. Inspect the cooling
space and clean off any carbon/coke deposits.
Replace the O-rings. Check that the surfaces of the O-ring grooves are smooth.
This is to prevent twisting and breakage of the O-rings.
Pressure test the piston after assembling.
4.7 Piston Ring Grooves See Plate 70711

Check the piston ring grooves as described in Vol. II, Procedure 902-1.
If the ring groove wear exceeds the values stated in Procedure 902.1, send the
crown for reconditioning (new chrome-plating).
4.8 Reconditioning the Running Surfaces of Liner, Rings and Skirt

If there are micro-seized areas on the liner or skirt:
· Scratch-over manually with a coarse carborundum stone (grindstone),

moving the grindstone crosswise, at an angle of 20 to 30 degrees to
horizontal.
This is done to break up the hard surface glaze.
Leave the “scratching marks” as coarse as possible.
It is not necessary to completely remove all signs of “vertical stripes” (micro-sei-

zure).
If there are horizontal wear ridges in the cylinder liner – e.g. at the top or bottom
where the rings “turn”: smoothen out carefully with a portable grinding machine.
4.9 Piston Ring Gap (New Rings)

As the piston rings work at a somewhat higher temperature than the liner, it is im-
portant that they have a gap which is sufficient to permit the extra thermal expan-
sion.
Place the ring in the special tool (guide ring) which is used when mounting the pis-
ton in the cylinder liner. The upper part of a clean, new liner (above the ring travel)
can also be used. Check the gap as described in Vol. II, Procedure 902-1.
4.10 Fitting of Piston Rings

Fit the piston rings. See also Item 3.4.
Push the ring back and forth in the groove to make sure that it moves freely.
MAN B&W Diesel A/S
Use only the MAN B&W standard piston ring opener.

See also point 4.2.
4.11 Piston Ring Clearance

When the rings are in place, check and record the vertical clearance between ring
and ring groove.
Furthermore, insert a feeler gauge of the thickness specified in Vol. II, Procedure
902-1, and move it all the way round the groove both above and below each piston
ring. Its free movement will confirm the clearances as well as proper cleanliness.
4.12 Cylinder Lubrication and Mounting

Check the cylinder lubrication:
Press pre-lubrication on the HMI Panel or pump the Mechanical Lubricators by

hand and check that the pipes and joints are leak-proof, and that oil flows out from
each lubricating orifice.
If any of the above-mentioned inspection points have indicated that the cylinder oil
amount should be increased, or decreased: Adjust the feedrate as described in the
Alpha Lubricator Manual or the Mechainical Lubricator instruction book. For cal-
culation of the M. lubricator’s pump stroke, see the ‘Cylinder Lubrication’ section
further on in this Chapter.
Coat the piston with clean oil.
Before mounting the overhauled piston, remove any remaining depos-

its from the upper end of the liner.
Mount the piston. See Vol. II, Procedure 902-1.
4.13 Running-in of Liners and Rings

After reconditioning or renewal of cylinder liners and/or piston rings, allowance
must be made for a running-in period, see Items 4.13.A – 4.13.D.
· Refer to Section 703-03 .

· If only one or two cylinders have been overhauled, see Item 4.13.B
· See also Item 4.13.B regarding manoeuvring and low-load running.
· Refer to the maker’s special instructions on how to adjust the lubrica-
tor’s stroke.
4.13.A Running-in of Liners and Rings (Fixed pitch propeller plants) Plates 70710 and 70714
Breaking-in:
Breaking-in of all cylinders, or of individual cylinders having their separate cylinder
lubricator:
MAN B&W Diesel A/S
Alpha Lubricator: Refer to the Alpha Lubricator Manual on how to adjust the lubri-
cator feed rate.
Mechanical : Adjust the lubricators to the Basic Setting, see Section ‘’Cylinder Oil
Feed Rate (dosage)’, Item 4.3.
Set the lubricators to maximum extra feed rate:
· Move both handles of the lubricators to position “+6mm”.

This normally means an increase of more than 100%.
Start the engine. Increase gradually to 55% of MCR-speed.
Increase to 100% of MCR-speed during the next 20 hours, as shown on Plate

70714.
After this 20-24 hour breaking-in period, stop the engine and make a scavenge
port inspection.
If the cylinder condition proves satisfactory, decrease the feed rate corresponding
to an over-lubrication of 150%:
· Move both handles of the lubricators to position “+3mm”.

Breaking-in of individual cylinders, if two or more cylinders are connected to each
cylinder lubricator:
Adjust the lubricator pump units for the pertaining cylinder(s) to 1.5 times the
stroke which is calculated in Section ‘Cylinder Lubrication’, Item 4.5, by means of
the adjusting screws.
If this stroke cannot be achieved, adjust the pump units to the maximum stroke.
Move the joint quantity handle of the lubricator(s), so that the position, plus the
stroke set with the adjusting screws, corresponds to minimum 2.0 times the stroke
which is calculated in Section ‘Cylinder Lubrication’, Item 4.5, for the pertaining
cylinder(s).
Move the LCD-handle to the same position as the joint quantity handle, or, as a
minimum to position “+3mm”
Start the engine. Increase gradually to 55% of MCR-speed.
Increase to 100% MCR-speed during the next 20 hours, as shown on Plate 70714.
After this 20-24 hours’ breaking-in period, stop the engine and make a scavenge
port inspection.
If the cylinder condition proves satisfactory, decrease the feed-rate corresponding

· Move the joint quantity handle to position “0 mm”.

· Move the LCD-handle to position “+3mm”.
MAN B&W Diesel A/S
If 1.5 times the stroke calculated in Section ‘Cylinder Lubrication ’, Item

4.5, could not be achieved by means of the adjusting screws, move the
joint quantity handle, so that the position, plus the stroke set with the
adjusting screws, as a minimum gives that stroke.
Running-in:
Running-in of all cylinders, or of individual cylinders having their separate cylinder
lubricator:
Maintain the 150% feed rate during the next 600 hours of service.
Make a scavenge port inspection. If the cylinder condition proves satisfactory, de-
crease the feed rate corresponding to an over-lubrication of 125%:
· Move the joint quantity handle of the lubricators to position “+1.5mm”.

· Leave the LCD-handle in position “+3mm”.
Make a scavenge port inspection. If the cylinder condition proves satisfactory, de-
crease the feed rate to the Basic Setting:
· Move the joint quantity handle of the lubricators to position “0mm”.

Maintain this setting during the next 600 hours of service.
Running-in of individual cylinders, if two or more cylinders are connected to each

cylinder lubricator:
Make a scavenge port inspection.
If the cylinder condition proves satisfactory, decrease the feed rate corresponding
· Move the joint quantity handle to position “0mm”, if not already carried out, and
adjust the lubricator pump units for the pertaining cylinder(s) to 1.25 times the
stroke which is calculated in Section ‘Cylinder Lubrication’, Item 4.5.
Make a scavenge port inspection.
If the cylinder condition proves satisfactory, decrease the feed rate to the Basic
Setting:
· Adjust the lubricator pump units for the pertaining cylinder(s) to the stroke which
is calculated in Section ‘Cylinder Lubrication’, Item 4.5.
MAN B&W Diesel A/S
Maintain this setting during the next 600 hours of service.
Basic Setting:
After the running-in period the Basic Setting should be maintained, see Section
‘Cylinder Oil Feed Rate (dosage)’, Item 4.4.
Actual feed rate:

When the cylinder condition has stabilised and proved satisfactory by scavenge
port inspections, adjustments towards the actual feed rate may be introduced:
· Make repeated scavenge port inspections.

· If the cylinder condition proves satisfactory, reduce the feed rate
by maximum 0.05 g/bhph, at intervals of minimum 600 hours,
see Plate 70710.
Increase or decrease the feed rate during the continued service, based on the reg-
ular:
– scavenge port inspections, see Vol. II, Chapter 900, and

– piston/liner overhauls, see earlier in this Section 4.1.
See also earlier in this Section 4.8.
4.13.B Special Remarks (See also Item 4.13.A)

Running-in only one cylinder:
If only one cylinder has been renewed, the fuel pump index for the cylinder in ques-
tion may be decreased in proportion to the required load reduction, under the con-
dition that the torsional vibration in the propeller shaft allow it.
As vibration condition due to reduction of the fuel pump index of one cylinder is
very similar to running the engine with one cylinder in misfire, a barred engine
speed range may be present (see Chapter 704 ‘Special Running Conditions’).
Thus consult the class-approved report on the torsional vibration of the actual pro-
peller shaft system and avoid any barred speed range during running-in.
Before starting the engine, fix the fuel rack for the pertaining cylinder at 16% of
MCR index. Increase the index stepwise in accordance with the breaking-in
schedule, see Plate 70714. Regarding the pressure rise pcomp - pmax, see comp max
Chapter 703 ‘Running Difficulties, Supplementary Comments’, point 7.
If the engine is fitted with the Turbo Compound System (TCS), the TCS
must be out of operation if running-in with reduced index is chosen in
order to safeguard the gear.
Regarding cylinder lubrication, see Item 4.13.A.
MAN B&W Diesel A/S
Manoeuvring and low load:

In practice, of course, the engine must be able to operate freely in the whole ma-
noeuvring range.
Also the situation where low load has to be maintained for an extended period, e.g.
in connection with river/canal passage, has to be coped with in the breaking-in pro-
gram.
As an example, when the first breaking-in has to take place during a long river pas-
sage, we suggest the following program, (see also Plate 70714):
% rpm % Load Duration (h)

Increase to: 55 16 0.5
River passage: 55 16 5.5
Sea passage: 70 34 2.0
– 80 51 2.0
– 85 61 2.0
– 87.5 67 2.0
– 90 73 2.0
– 92.5 79 2.0
– 95 86 2.0
– 97.5 93 2.0
– 100 100 2.0
Total Breaking-in time 24.0
Do not run for less than two hours at 55% rpm (16% load).
Regarding cylinder lubrication, see Item 4.13.A.
4.13.C Running-in of Rings after a Piston Overhaul (Fixed pitch propeller plants)
When running-in piston rings in already run-in liners, the breaking-in time can be
reduced to some 10 – 14 hours, e.g. following the dotted line in Plate 70714, ‘Run-
ning-in Load’.
The extra lubrication should follow the same pattern as when running-in new lin-
ers; however, the duration of the 150% and 125% steps can be reduced to the time
intervals between scavenge port inspections, see Plate 70710.
4.13.D Running-in of Liners and Rings (Controllable pitch propeller plants)

Regarding running-in when only one or two cylinders have been overhauled, see
the procedure described in Item 4.13.B.
Regarding the cylinder oil dosage during breaking-in and running-in, see the pro-
cedure described in Item 4.13.A.
About half an hour before harbour manoeuvres are expected, start the engine and
increase to rated speed, with the propeller in Zero-pitch.
MAN B&W Diesel A/S
Connect the shaft generator (if installed) to the grid, and let the generator take over
the electrical power supply.
This is in order to raise the engine temperature towards the normal service value
prior to the harbour manoeuvres.
When manoeuvring is finished, gradually increase the propeller pitch correspond-

ing to about 50% of MCR-load.
The increase to 100% of MCR-load should be effected gradually during the next
20 hours. See also Plate 70714.
When running-in piston rings in already run-in liners, the breaking-in period can be
reduced to abt. 10 hours.
5. Factors Influencing Cylinder Wear

5.1 General
Plate 70706 gives a summary of the most common causes of cylinder wear. The
following gives a brief explanation of the most important aspects, and of the pre-
cautions to be taken to counteract them.
5.2 Materials
Check that the combination of piston ring and cylinder liner materials complies with
the engine builder’s recommendations.
5.3 Cylinder Oil

Check that the quality and feed rate are in accordance with the recommendations
in the Alpha Lubricator Manual and Plate 70710.
5.4 Corrosive Wear
5.4.A The Influence of Sulphur in the Fuel

Corrosive wear is caused by condensation and the formation of sulphuric acid on
the cylinder wall.
In order to minimise condensation, the newest MC design incorporates optimised

temperature level of the liner wall, based on the actual engine layout.
If corrosion arises even so, insulation of the liner and/or insulated steel pipes in the
cooling bores can be arranged.
To reduce the risk of corrosive attack:
· Keep the cooling water outlet temperatures within the specified interval,
see Section 701-02.
· Keep the temperature difference across the cylinder units between
12°-18°C at MCR.
· Use alkaline cylinder lubricating oils, see also Item 5.3, ‘Cylinder Oil’.
MAN B&W Diesel A/S
· Preheat the engine before starting, as described in Chapter 703.

· Check that the drain from the water mist catcher functions properly,
to prevent water droplets from entering the cylinders, see also Item 5.4.D.
It is important that any corrosion tendency is ascertained as soon as possible.
If corrosion is prevailing:
· Check the cylinder feed rate, see Item 5.3.

· Increase the feed rate as described in Section 707-02.
· Check the alkalinity, see Item 5.3.
· Check the timing, see the Alpha Lubricator Manual.
· Check the cooling water temperatures and the drain from the water mist catch-
er, as described above. The amount of condensate can be read from Plate
70712. See also Item 5.4.D.
In case of too small cylinder oil feed rate or too low alkalinity, the alkaline additives
may be neutralised too quickly or unevenly, during the circumferential distribution
of the oil across the liner wall.
This systematic variation in alkalinity may produce “uneven” corrosive wear on the
liner wall, see points 3.3.E and 5.4.D, regarding ‘clover-leafing’.
5.4.B Sodium Chloride

Seawater (or salt) in the intake air, fuel, or cylinder oils, will involve the risk of cor-
rosive cylinder wear. The corrosion is caused by sodium chloride (salt), which
forms hydrochloric acid.
To prevent salt water entering the cylinder, via the fuel and cylinder oil:
· maintain the various oil tanks leak-proof

· centrifuge the fuel carefully.
· do not use the bunker tanks for ballast water.
5.4.C Cleaning Agents (Air Cooler)

The air side of the scavenge air cooler can, if the necessary equipment is installed,
be cleaned by means of cleaning agents dissolved in fresh water.
Follow the supplier’s instructions strictly for:
· the dosage of the agent

· the use of the cleaning system
After using chemical agents, flush with clean fresh water to remove the agent from
the cooler and air ducts.
Cleaning of the air side of the air cooler must only be carried out dur-
ing engine standstill.
See also Section 706-03 and Maintenance book Chapter 910.
MAN B&W Diesel A/S
5.4.D Water Condensation on Air Cooler Tubes

Depending on the temperature and humidity of the ambient air and the tempera-
ture of the seawater, water may condense on the coldest air cooler tubes.
Water mist catchers are installed directly after the air coolers on all MAN B&W MC
engines to prevent water droplets from being carried into the cylinders.
If water enters the cylinders, the oil film may be ruptured and cause wear (clover-
leafing) on the liner surfaces between the cylinder lub. oil inlets.
It is very important that the water mist catcher drains function properly.
See Section 706-03. See also Plate 70712 for amount of condensate.
5.5 Abrasive Wear Plates 70705, 70707, 70708 and 70709
5.5.A Particles
Abrasive cylinder wear can be caused by hard particles which enter the cylinder
via
· The fuel oil, e.g. catalyst fines. See also point 5.5.C, ‘Fuel Oil Treatment’.
Particles in the fuel oil can also be caught in the fuel pump suction valve. If this
occurs, the suction valve seats can very quickly become so heavily pitted (Plate
70709, photo 4) that they leak, causing a reduction of the maximum pressure
and an increase of the fuel index.
The occurrence of the particles is unpredictable. Therefore, clean the fuel oil as
thoroughly as possible by centrifuging, in order to remove the abrasive parti-
cles.
· The air, e.g. sand.
Keep the turbocharger intake filter in a good condition. See also Section
706-03 regarding the use of a thin foam filter. See also Section 701-01.
Abrasive wear can occur on:
1. The running surfaces of the liner and piston rings.

Scratching on the piston ring running surface is one of the first signs of abra-
sive particles, and can be observed during scavenge port inspections or pis-
ton overhauls.
Scratching is often seen as a large number of rather deep “trumpet shaped”
grooves (see Plates 70705 and 70708),
Usually, micro-seizures do not occur, i.e. the ring surface remains soft. This
can be checked with a file, see Plate 70704.
2. The upper and lower sides of the piston rings.
Particles caught between the upper horizontal ring/groove surfaces will cause
pitting – “pock-marks” – on the upper ring surface (Plates 70707 and 70708).
“Pock-marks” may also arise during a prolonged period of ring collapse.
MAN B&W Diesel A/S
Even if the running surface of the top ring has a satisfactory appearance, the
condition of the ring’s upper surface, (and of the suction valve seats) will re-
veal the presence of abrasive particles.
3. The upper edge of the piston rings.
When particles pass down the ring pack, via the ring joint gaps, they will cause a
“sand blasting” effect on the upper edge of the ring below, which protrudes from
the piston ring groove, i.e. this is only seen on ring Nos. 2, 3, and 4.
5.5.B Scuffing (micro-seizure)

Abrasive wear may be the result of scuffing (micro-seizure).
Apart from the factors mentioned under point 3.3 (blow-by, deposits, cyl. oil defi-
ciencies, etc.) scuffing can be due to:
· unsatisfactory running-in conditions (especially if a previous micro-seizure has

not been successfully counteracted during a cylinder overhaul). As regards run-
ning-in, see point 4.13.
· misalignment, (including machining errors).
5.5.C Fuel Oil Treatment (See also Chapter 705)

Correct fuel oil treatment and proper maintenance of the centrifuges are of the ut-
most importance for cylinder condition, exhaust valves and fuel injection equip-
ment.
Water and abrasive particles are removed by means of the centrifuges:
1. The ability to separate water depends largely on the specific gravity of the fuel
oil relative to the water – at the separation temperature. Other influencing fac-
tors are the fuel oil viscosity (at separation temp.) and the flow rate.
Keep the separation temperature as high as possible, for instance: 95-98°C
for fuel oil with a viscosity of 380 cSt at 50°C.
2. The ability to separate abrasive particles depends upon the size and specific
weight of the smallest impurities that are to be removed and, in particular, on
the fuel oil viscosity (at separation temp.) and the flow rate through the centri-
fuge.
Keep the flow rate as low as possible.
6. Propeller Performance
As indicated in Section 706-01, special severe weather condition can cause a
change to heavy propeller running. In cases where the power/speed combination
has moved too much to the left in the load diagram (see Section 706-01), contin-
ued service may cause thermal overload of the components in the combustion
chamber and thereby create heat cracks.
MAN B&W Diesel A/S
Cylinder Lubrication 707-02
1. Lubricators Plate 70713

Each cylinder liner has a number of lubricating quills, through which oil is intro-
duced from the Alpha Lubricators or Mechanical Lubricators, as outlined in in-
struction book, Volume III ‘Components’.
The oil is pumped into the cylinder (via non-return valves) when the piston rings
pass the lubricating orifices, during the upward stroke. See also Plate 70713, Fig.
2. For check of functioning, see Section 702-01.
The lubricators are supplied with oil from a pump station to which the oil is supplied
from a head tank.
2. Cylinder Oil Film

If a satisfactory cylinder condition is to be achieved, it is of vital importance that the
oil film is intact. Therefore, the following conditions must be fulfilled:
1. The cylinder lubricators must be correctly timed.

(See Alpha Lubricator Manual and Mechanical Lubricator Manual).
2. The cylinder oil type and TBN must be selected in accordance with the fuel
being burned (see point 3 below).
3. New liners and piston rings must be carefully run-in, see Plate 70710.
4. The oil feed-rate (dosage) under normal service must be in accordance with
the engine builder’s recommendations. Furthermore, the dosage must be ad-
justed in accordance with the service experience for the actual trade (ob-
tained from the scavenge port inspections).
5. The feed-rate must be increased in the situations described in Item 4.8, ‘Spe-
cial Conditions’.
3. Cylinder Oils
We recommend the use of cylinder oils of the SAE 50 viscosity grade.
During shop trial and seatrial, we recommend using a cylinder oil with a high de-
tergency level.
Use a “total base number” (TBN) of 70 as a 70 TBN oil will normally give good re-
sults. Use higher TBN oils in the event of high sulphur content in the fuel oil.
Some high alkaline cylinder oils are not compatible with:
· certain low sulphur fuels (having poor combustion properties),

· some diesel oils.
MAN B&W Diesel A/S
Such incompatibility may be indicated by poor cylinder condition during scavenge

port inspection. In such cases, change to a lower TBN cylinder oil.
The table below indicates international brands of oils that have given satisfactory
results when applied in MAN B&W diesel engine types (heavy fuel operation).
Do not consider the list complete, as oils from other companies can be equally suit-
able.
Type Cylinder Oil

Requirement SAE50/BN 70-80 SAE50/BN 40-50
Oil Company
BP CLO 50-M CL/CL-DX 405
Castrol S/DZ 70 cyl. CL/CL-DX 405
Chevron Delo Cyloil Special Taro Special HT 50
Elf Talusia HR70 Talusia LS 40
Exxon Exxmar X70 Mobilgard L540
Mobil Mobilgard 570 Mobilgard L540
Shell Alexia 50 Alexia LS
Texaco Taro Special HT70 Taro Special HT50
Further information can be obtained by contacting the engine builder or MAN B&W
Diesel A/S, Copenhagen.
4. Cylinder Oil Feed Rate (dosage)

4.1 General
The following guidelines are based on service experience, and take into consider-
ation the specific design criteria of the MC/ME engines (such as mean pressure,
maximum pressure, lubricated liner area) as well as today’s fuel qualities and op-
erating conditions.
The recommendations are valid for fixed pitch and controllable pitch propeller
plants as well as stationary plants (generator application).
This Section is based on our Service Letter 03-417/HRJ, which recommends:
· Adjusting the lubricators to the Basic Setting.

· Over-lubricating during breaking-in and running-in.
· Gradually reducing the feed rate based on scavenge port inspections.
(*) Cylinder oil feed rate : See the Service letter 07-479HRR as NEW one in this chapter.
4.2 Running-in
Regarding increased feed rate during breaking-in and running-in, and the step-
wise reduction towards the actual feed rate, see Plate 70710.
MAN B&W Diesel A/S
4.3 Basic Setting

The Basic Setting for S/K/L-MC/MC-C engines is 0.8 g/bhph (Alpha Lubricator).
See Plate 70710.
Service experience has now demonstrated that it is also possible to reduce the
feed rate for the super-long-stroke S-MC/MC-C engines fitted with Alpha Lubrica-
tors, even down to the same low level as for the K/L engines, i.e. to a basic feed
rate of 0.8 g/bhph and a minimum of 0.6 g/bhph.
4.4 Alpha ACC (Adaptive Cylinder oil Control)

The actual need for cylinder oil quantity varies with the operational conditions such
as load and fuel oil quality. Consequently, in order to obtain the optimal lubrication,
the cylinder oil dosage should be adapted to such operational variations.
With the introduction of the electronically controlled Alpha Lubricator system, fea-
turing the easy-to-operate “HMI” panel, such adaptive lubrication has become fea-
sible. The Alpha Lubricator system offers the possibility of saving a considerable
amount of cylinder oil per year and, at the same time, to obtain a safer and more
predictable cylinder condition.
Intensive studies of the relation between wear and lube oil dosage have revealed
thatthe actual need for cylinder lubrication follows the amount of fuel being burnt
and the fuel quality.
This calls for part-load lube oil control which is proportional to the engine output,
as load and oil consumption in this connection are practically proportional. This is,
at the same time, the most economical control mode, compared to the previous
practice where part-load dosages were controlled proportionally with either engine
speed or cylinder mean pressure.
The basic feed rate control should be adjusted in relation to the actual fuel quality
being burnt at a given time. Of course, fuel quality is rather complex. However,
studies have also shown that the sulphur percentage is a good indicator in relation
to wear, and an oil dosage proportional to the sulphur level will give the best overall
cylinder condition.
This new cylinder oil control principle is called the “Alpha Adaptive Cylinder oil
Control”, or abbreviated “Alpha ACC”.
Tests with Alpha ACC on K and S engines of various engine sizes have shown that
a safe and optimum lube-economical control is obtained with a basic setting ac-
cording to the below formula:
Basic lube oil setting = 0.25 g/bhph x S%,
with a minimum setting of 0.5 g/bhph, i.e. the setting should be kept constant from
2% sulphur and down.
MAN B&W Diesel A/S
Alpha ACC
Cylinder oil Dosages (g/bhph)
Fuel Oil Sulphur %
4.5 How to adjust the dosage according to the Alpha ACC principle
First of all, knowledge of the sulphur percentage of the fuel oil being burnt at any
time is a condition for obtaining the savings with Alpha ACC. Therefore, we rec-
ommend that the ships in question join one of the well-known fuel analysis pro-
grammes on the market, and that burning of the oil is not started until the analysis
result is known. This will normally take two to four days after bunkering.
One of the key parameters in Alpha ACC lubrication is part-load control proportion-
al to engine load. This is important in order to prevent over-lubrication at low loads,
and it is one of the main parameters to save oil, compared with conventional lubri-
cation.
If “load-proportional control” is not already preset from delivery of your Alpha Lu-
bricator system, we suggest that you contact MAN B&W Diesel A/S in order to get
instructions on how to change the software from either speed-proportional control
or cylinder-mean-pressure proportional control.
When starting to burn new bunker oil, the HMI setting of the Alpha ACC should be
adjusted according to the bunker analysis results. For reference, the below table
should be used:
MAN B&W Diesel A/S
Sulphur Dosage HMI

% g/bhph g/kWh Setting
0.0-2.0 0.50 0.68 63
2.2 0.55 0.75 69
2.4 0.60 0.82 75
2.6 0.65 0.88 81
2.8 0.70 0.95 88
3.0 0.75 1.02 94
3.2 0.80 1.09 100
3.4 0.85 1.16 106
3.6 0.90 1.22 113
3.8 0.95 1.29 119
4.0 1.00 1.36 125
4.2 1.05 1.43 131
4.4 1.10 1.50 138
4.6 1.15 1.56 144
4.8 1.20 1.63 150
5.0 1.25 1.70 156
Our ‘basic setting’ is traditionally chosen to obtain a dosage which, in average con-
ditions, results in a safe and lube-oil-economical cylinder condition. This leaves
possibilities for further individually based reductions, towards the recommended
minimum setting.
In the case of the Alpha ACC, the basic factor of 0.25 g/bhph x S% may, of course,
also be lowered. Currently, we have experienced down to a factor of 0.21 g/bhph
x S%.
MAN B&W Diesel A/S
Inspection of Nimonic Exhaust Valve Spindles 707-03
Introduction
These instructions are a supplement to “Procedure 908-2”, in our Volume II,
Maintenance” instruction book, and should be used in combination with that
Procedure during inspection and overhaul of all Nimonic spindles on MAN B&W
engines.
All general data, including specified wear limits for the spindle used on your engine
type, are given in Procedure 908-2, DATA. Note down the actual engine data in
the “DATA”-box in the relevant chapters of these instructions.
The procedure is divided into the following eight sections:
1. Spindle identification Page 1
2. Inspection intervals 2
3. Inspecting the contact condition of the seat 2
4. Checking the seat for gas leakage 4
5. Cleaning and evaluation 5
6. Inspecting the valve stem wear layer 8
7. Grinding the spindle seat 9
8. Exhaust Valve Condition Report 11
Sections 3 to 7 are each divided into four steps:
· What to do
· Acceptance criteria
· Remarks
· Further action
1. Spindle Identification
Markings:
The tops of Nimonic spindles are marked:
“Nim”, “Nim80A”, “N80A”,”N80”, or “NCF80A”.
If in doubt, please contact MAN B&W Diesel A/S, Copenhagen.
MAN B&W Diesel A/S
2. Inspection Intervals
Inspection Inspections:
intervals Initial Second Subsequent
Normal hours of After 6,000 hours After 16,000 hours *) Every 16,000 hours *)
service:
Recommended: After 6,000 hours Based on condition Based on condition at
(50-60MC at initial inspection initial and second
3-6,000 hours) inspections **)
*) The normal hours of service between overhauls for Nimonic exhaust valve
spindles is 16,000 hours (see instruction book Volume II, Chapter 900).
**) If the spindle condition is very good, the condition of other exhaust valve
parts may prove to be the decisive factor in determining the future
overhaul/inspection intervals.
3. Inspecting the Contact Condition of the Seat

What to do
Do not clean the spindle disc before inspection.
· Visually check that there is inner contact.
Fig. 1 shows inner contact between the seats of the spindle and bottom piece, cor-
responding to slow/low-load/manoeuvring condition.
Inner contact
Inner part
Outer part
Fig. 1: Inner contact, and zone designation
Acceptance criteria
There must be contact around the entire inner circumference of the seat.
MAN B&W Diesel A/S
Remarks
When the valve heats up in service, the angular difference between the spindle
and bottom piece seatings will decrease. At steady, full load, the seatings will be
parallel, as shown in Fig. 2.
Thus, inner contact must be maintained in order to be sure of parallel contact dur-
ing running.
Parallel contact
Fig. 2: Contact condition during running
If there is no inner contact, outer contact (Fig. 3) will occur during running, and this
will increase the risk of blow-by.
Outer contact
Fig. 3: Outer contact, increased risk of blow-by
Further action:
Fill in Page 11 ‘Exhaust Valve Condition Report’.
If the seat contact is incorrect, grind the spindle seating, as described in Step 7.
However, before grinding, proceed to Steps 4, 5 and 6.
MAN B&W Diesel A/S
4. Checking the Seat for Gas Leakage

What to do
Do not clean the spindle disc before inspection

· Visually check the inner part of the seating for blow-by
(Fig. 4 and Photo 1).
Blow-by
Inner part
Fig. 4: Blow-by
Photo 1: Blow-by
Acceptance criteria:
There must be no blow-by “tracks” across the inner part of the seat
(Figs. 1 + 4, and Photo 1).
MAN B&W Diesel A/S
Remarks:
Blow-by indications may be associated with large/deep dent marks, and will of-
ten form a “gas-jet-fan” in the deposits on the disc cone (Photo 1).
The surface of a serious blow-by track/groove will usually show signs of hot corro-
sion, i.e. it will have an “elephant skin” texture.
Minor leakages. Small, faint, fan-shaped leakage indications on the spindle cone,
just inside the seat area (Photo 2), are harmless.
Photo 2: Minor leakages, and “fans”
Further action:
Fill in Page 11, ‘Exhaust Valve Condition Report’.
If blow-by has been found, then grind the seat, as described in Step 7.
However, before grinding, proceed to Steps 5 and 6.
5. Cleaning and Evaluation

What to do
· Clean the seat with coarse emery cloth. Observe and note down the size and
number of dent marks. Also note any possible crack indications.
· Check the outer part of the seat for high temperature corrosion
(Fig. 1 and Photo 3).
MAN B&W Diesel A/S
Inner part
Outer part
Photo 3: Example of high-temperature corrosion at outer part

after 33,000 hours
· Clean the contact faces on which the measuring template is to be applied, and
measure:
– the burn-off on the disc underside,
– the total amount the seat has been ground.
See Vol. II Procedure 908-2
Dent marks, of varying number and size (up to 8-10 mm), will be seen on the seat-
ing after a few thousand service hours. The first marks may appear as early as af-
ter testbed running. In general, dent marks are acceptable and should not
necessitate grinding of the seat. If, however, the marks have caused blow-by, then
the seat must be ground/reconditioned.
Cracks. Any indications of cracks in the seat area should be checked carefully. If
cracking is confirmed, contact MAN B&W Diesel A/S.
High-temperature corrosion on the outer part of the seat may result in a meas-
urable difference in level between the inner and outer seat zones. In that case the
spindle must be ground. However, this will not normally happen before 20 –
30,000 hours after the previous grinding.
MAN B&W Diesel A/S
Wear allowances:.
Fill in data from
· Burn-off on disc underside, (F1) Procedure 908-2
F1:
· Total grinding of seat, (G1).
G1:
Remarks:
Burn-off rate (disc underside). The number of service
hours before shore-side reconditioning usually depends upon the burn-off rate of
the disc underside (Table 1)
Engine Type: *) Max. permissible

burn-off (mm)
26MC 5
35MC 6
42MC 7
46MC-C 8
50MC/MC-C 8
50ME/ME-C
60MC/MC-C 9
60ME/ME-C
70MC/MC-C 10
70ME/ME-C
80MC/MC-C 11
80ME/ME-S
90MC/MC-C 12
90ME/ME-C
*) Also valid for stationary engines (power plants)
Table 1: Permissible burn-off rate before reconditioning of spindle disc underside
Further action:
If the burn-off or grinding limits have been reached, contact MAN B&W Diesel A/
S for advice on reconditioning.
If the seat and the disc underside are acceptable with respect to Steps 3, 4, and
5, then the spindle can be reinstalled without grinding after step 6 has been carried
out. Otherwise, proceed to Steps 6 and 7.
MAN B&W Diesel A/S
6. Inspecting the Valve Stem Wear Layer

What to do
· Clean the valve spindle stem.
· Measure the diameter of the spindle stem in the area shown
in Volume II, Procedure 908-2.
· Check the surface condition of the chrome-plated/HVOF-coated area.
Acceptance criteria:.
Fill in data from
Min. diameter: Must not be less than that stated in Vol. II, DATA 908-2
Procedure 908-2, DATACracking (“network cracking”)
D-__________:
of chrome/HVOF: Slight cracking of the lowermost part of min. diameter of
the chrome plating/HVOF-coating (Photo 4) has no signif- spindle stem:
icance, and is therefore acceptable.
Peeling-off: The chrome plating/HVOF-coating must not

show peeling-off.
Photo 4: Slight cracking (“network cracking”) of wear layer
Further action:
If the spindle stem is acceptable, proceed to Step 7.
Otherwise, contact MAN B&W Diesel A/S for advice on reconditioning.
MAN B&W Diesel A/S
7. Grinding the Spindle Seat

What to do
· Mount the spindle in the grinding machine and, using the dial-gauge positioned
just inside the area of inner contact, (see Fig. 5), true-up to within a maximum
of 0.05 mm. This is done in order to minimize the amount of material removed
during grinding.
Max. 0.05 mm
Fig. 5: Truing-up the spindle
· Grind the seat according to the special instructions from

the grinding machine supplier. Fill in data from
DATA 908-2
See also MAN B&W Service Letter SL95-332/UM,
“Grinding of Nimonic Exhaust Valve Spindles”. D-__________:
Offset angle:
Keep the grinding to a minimum!
After full contact between grindstone and seat is reached at the beginning of
the grinding process:
Normally Limit the grinding to 0.2 mm.
Rare cases Remove 0.3 mm or more.
Blow-by Continue the grinding until the blow-by marks are removed.
Dent marks It is not necessary to continue grinding until all dent marks
have been removed.
MAN B&W Diesel A/S
Photo 5 shows an overhauled Nimonic valve spindle which is ready for further
service.
Photo 5: Acceptable seat condition after grinding
The ground surface. The grindstone must have removed
material from the whole width and the whole circumference Fill in data from
DATA 908-2
of the seat. There must be no signs of blow-by.
G1:
Max. grinding depth: must not exceed the limit (G1) stated
in Vol. II, Procedure 908-2, DATA.
If the seat surface is still not acceptable when the max. grinding depth has been
reached, contact MAN B&W Diesel A/S for advice on reconditioning.
MAN B&W Diesel A/S
8. Exhaust Valve Condition Report
Exhaust Valve Condition Report

Vessel: Engine type: Builder/no.:
Valve dismounted from cyl.: Date: Engine hours (total): Valve no.:
Valve checked/overhauled by: Date: Place: Remarks:
Valve mounted on cyl.: Date: Engine hours (total): Kept as spare (yes/no):
BOTTOM PIECE
Marking: Base material: Hours after overhaul:
Type: Seat material: Hours total:
Seat contact (inner/outer/parallel): No. of dent marks larger than Ø = 7 mm:
Cracks (yes/no): Blow-by (yes/no): Maximum deposit thickness in duct (mm):
Deposit in chamber, extent (mm): at position (degrees, 0° = port side):
Total grinding, G1 (mm): S = 180°
Note! Max grinding, G1 = 2.0 mm

G1
Remarks: F = 90° A = 270°
P = 0°
SPINDLE
Marking: Base material: Hours after overhaul:
Disc coating: Seat material: Hours total:
Cracks (yes/no): Seat contact (inner/outer/parallel): Blow-by (yes/no):
Spindle disc max burn-off (mm): at position (A, B, C, D or E): Burn-off rate (mm/1000h):
No. of dent marks larger than Ø = 7 mm: Total grinding, G2 (mm): Note! Max grinding, G2 = 2.0 mm
E
Stem diameter d0 above sealing area (mm):
D
Min. stem diameter dmin at sealings (mm): C
B
Extent of reconditioning 1st 2nd 3rd A
Welding of seat (Tick off)

Seat welding material:
dmin d0
Welding of disc (Tick off) G2
Disc welding material:

Stem recond. Chr.-plating Remarks:
(Tick off)
HVOF-Cermet
HOUSING
Marking: Hours after overhaul:
Spindle guide diameter, d Top Bottom Extent of reconditioning 1st 2nd Hours total:
Minimum (mm) Repair welding (Tick off) Max coke deposit thickness (mm):
Maximum (mm) Coating:
Corrosion d 12 o'clock
Area A B C C
mm
B 6 o'clock
position
(o'clock)
A
Remarks:
MAN B&W Diesel A/S
Inspection through Scavenge Ports Plate 70701
1. Dismount the small covers on the scav-

enge air boxes, and clean the openings.
2. When the piston has been turned below

the level of the scavenge air ports, in-
spect the cylinder liner walls and the pis-
ton crown.
3. A tiltable mirror fixed to a telescopic rod

can be used as illustrated. Use a power-
ful light source for inspection.
4. In order to inspect a larger area of the

cylinder liner and piston, it is expedient
to enter the scavenge air receiver and
make observations from the “exhaust
side”. This should be done every time
the sludge is cleaned out from the scav-
enge air receiver and box.
5. While the piston is passing the scav-

enge air port, examine the piston crown,
the rings, and the skirt.
In order to be able to correctly observe

the running surfaces of the piston rings,
clean them with a rag.
Check the free movement and the ten-

sion of the piston rings, by pressing
them with a wooden stick.
6. Measure the total clearance between

the piston rings and the ring grooves.
7. When the piston has been turned up-

wards past the scavenge air ports, in-
spect the piston rod.
8. Note down the results on Plate 70702.
MAN B&W Diesel A/S
Plate 70702 Inspection through Scavenge Ports. Record
Inspection through Scavenge Ports

Vessel: Ll. no.: Builder/no.:
Number of cylinders: Eng. type: Eng. hrs.: Checked by: Date:
Weeks pr. port calls: Normal service load (% of MCR): MEP lubricator type (Y/N):
Cyl. oil consump. (l/24 hrs): at load % Cyl. oil type: Position: Exhaust Manoeuvre
Cylinder No.
Condition and Symbol Engine Part 1 2 3 4 5 6 7 8 9 10 11 12
Intact - *
Burning - BU
Piston crown
Leaking oil - LO
Leaking water - LW
Topland
No deposit - *
Deposits
Light deposit - LC
Ringland 1
Medium deposit - MC
Excessive deposit - EC
Ringland 2
Polished deposit - PC
Ringland 3
Intact - *
Ring breakage
Ring 1
Collapsed - C
Broken opposite ring gap - BO Ring 2
Broken near gap - BN
Several pieces - SP Ring 3
Entirely missing - M
Ring 4
Ring movement
Ring 1
Loose - * Ring 2
Sluggish - SL
Sticking - ST Ring 3
Ring 4
Clean, smooth - * Ring 1

Running surface, Black,overall - B
Running surface, Black, partly - (B) Ring 2
Black ring ends > 100 mm - BR
Surface condition
Scratches (vertical) - S Ring 3

Micro-seizures (local) - mz
Micro-seizures (all over) - MZ Ring 4
Micro-seizures, still active - MAZ
Old MZ - OZ Piston skirt
Machining marks still visible - **
Wear-ridges near scav. ports - WR Piston rod
Scuffing - SC Cylinder liner abv.
Clover-leaf wear - CL scav. ports
Rings sharp-edged Top/Bot. - T/B Cylinder liner near
scav. ports
Ring 1
Lubrication condition
Ring 2
Optimal - * Ring 3
Too much oil - O
Slightly dry - D Ring 4
Very dry - DO
Black oil - BO Piston skirt
Piston rod
Cylinder liner
Deposit
No Sludge - *
Scavenge box
Sludge - S
s
Much sludge - MS
Scav. receiver
Flaps and nonreturn
Intact - *
valves
Running hours since last overhaul
MAN B&W Diesel A/S
Inspection through Scavenge Ports, Symbols Plate 70703
q
g
Sym- Condition of inspection part
Piston Bowl
bol
Burning Carbon
• Satisfactory
Deposits, etc.
C Carbon Deposit
BU Burning Piston Liquid
LO Leakage Oil Topland
LW Leakage Water Piston
Ringlands
• Satisfactory (no deposits) 1, 2 and 3
LC Light carbon deposit
Deposits
EC Excessive carbon deposit Piston
PC Thick carbon deposit worn Rings
bright by rubbing against Piston
cyl. liner Skirt
• Intact Piston Rod

BO Broken, opposite ring gap
Broken
BN Broken, near ring gap

SP Broken in several pieces
M Entirely missing
COL Collapsed
• Loose
SL Sluggish in groove
Sticking
ST Sticking Cyl. Liner

above Ports
B Black running surface, over-
(B) all
Black running surface, parly
• Clean, smooth
S Vertical scratches
(abrasive particles)
mz Micro Seizures in spots Area near
MZ (local) Scavenge Air
Surface condition
MAZ Micro Seizures, all over Ports

OZ Micro Seizures still active Cyl. Liner
WR Old (nearly recovered) MZ below Ports
CO Wear ridges near bottom
CL Corrosion
T/B Clover-leaf wear Wear
Edge
Rings sharp-edged Top/Bot.
Lubr. condition
• Oil film normal

O Too much oil
D Too dry
DD Very dry
BO Black oil
A dot (•) always means that the inspected condition is satisfactory, e.g. small deposits, no leakage,
no breakages, no sticking, clean smooth surfaces, normal oil film, etc. However, this shall be record-
ed in order to show that the condition has been noted.
MAN B&W Diesel A/S
Plate 70704 Inspection through Scavenge Ports. Pictures
Running Surface of Piston Rings (see also Plate 70705)
NB: In file tests, use a new very finely cut file
“Polished Mirror Surface”

Photo 1 (about X3)
A normal, good running surface is smooth,

clean, and without scratches. The horizontal
line is a scratch mark resulting from a file
test, which indicates that the surface is not
hardened.
“Vertically Scratched”
Photo 2 (about X3)
Here the running surface has been

scratched by sharp, hard abrasive particles,
e.g. grains of sand.
The file test shows that the surface is not

hardened.
“Micro-Seizures”
Photo 3 (about X3)
A micro-seized running surface can appear

as shown here.
The file test gives almost no horizontal

scratch, which indicates that the surface is
covered by a hard glaze, i.e. has been hard-
ened due to micro-seizure.
MAN B&W Diesel A/S
Inspection through Scavenge Ports, Evaluation Plate 70705
Surface Condition Profile Running Surface
Normal good
“mirror surface”
“•” Barrel-shaped Clean, smooth, soft
Scratched by hard
abrasive particles
“S”
Uniform scratches, dull, soft
Sharp burrs
New
Micro seizures
(still active)
“MAZ”
Flat
Irregular marks, hardened
Old
Micro seizures
(restoration has
begun)
“OZ”
Curved edges, im- Smooth and soft Still hard in
plies that restora- along the edges centre area
tion has begun
Lubrication
Clover-leaf formation: orifice
heavy wear at several areas
around the cylinder liner,
in the case illustrated
concentrated between the
lubrication orifices
“CL”
Horizontal Section of Cyl. Liner
MAN B&W Diesel A/S
Plate 70706 Factors influencing Cylinder Wear
Schematic summary of the most widely recognized causes of “cylinder wear”
Water droplets *)
Water leakages
H2SO4 “Cold” liner wall
Cleaning agents
Cyl. oil film deficiencies → 
Salt in intake air 
Sea water in fuel 
Corrosive HCL Sea water in cyl. oil 
wear Air cooler leakage 
Cyl. oil film deficiences → 


Cylinder 
liner ↓


Cyl. oil/fuel oil matching 
Piston rings
Cylinder Too low cyl. oil dosage 
oil film Distribution ←
deficiencies Water in cyl. oil 
Water leakage to cylin- 
Piston skirt ↓

Cyl. oil film deficiencies → 
Material Liner
Design Ring
Machining Skirt
Mechanical load
Micro- Thermal load
seizure Lack of ring tension
Deformation of piston rings
(during fitting)
Misalignment
Too high cyl. oil dosage
(deposits)
Water droplets *)
Cleaning agents
Abrasive
wear
Impurities in fuel oil

Scratches Impurities in intake air
Wear particles
*) Drain for condensed water in scavenge air receiver blocked or out of function.
See also Section 706-03 ‘Cleaning of Turbochargers and Air Coolers’
MAN B&W Diesel A/S
Abrasive Particles Plate 70707
Typical observations when particles penetrate from

the combustion chamber into the piston ring zone
Exaggerated illustration of “worn and eroded” piston rings

No. 1 to 4, in “worn” grooves. It is typical for particle wear
that it excessively affects the upper ring (both the running
face and the horizontal surfaces) as well as the groove.
Some degree of micro-seizure sometimes occurs on the
lower rings, decreasing upwards. This is contrary to the
scratching intensity (or roughness) which decreases, from
ring to ring, downwards.
When particle-wear prevails, the cylinder liner wear rate
usually rises to between 0.30 and 0.50 mm/1000 hours.
Running face ring No. 1

The “trumpet-shaped” scratches
indicate that the hard particles
have penetrated from above.
Upper side of the uppermost rings

The horizontal faces, especially the
upper side, often become pock-marked
due to hard grains being crushed when
the rings are pressed upwards by the
gas trapped between the rings.
However, such an appearance can also
be the result of mechanical impact
due to ring collapse.
Upper side of the lower rings

The part sheltered in the groove
still shows intact machining marks.
The exposed part, protruding from
the groove, becomes sand-blasted
by the hard particles blown down
through the ring gap above.
Designations
“S” – Scratched running face
“PO” – “pock-marked”
“E” – Erosion. Outer edge sand-blasted

“MI” – Machining marks intact.
Numbers 1 to 5 give degree of damage

(5 being most).
MAN B&W Diesel A/S
Photo 1 (X30) Photo 2 (X30)
Rough scratching Typical “older” much
(degree 5) of a top finer scratching.
piston ring running That recovery or res-
face. The photo toration is at work,
shows the upper can be ween from
Plate 70708
edge, where the hard the fact that the

particles enter be- graphite flakes are
MAN B&W Diesel A/S

tween ring and liner distinct.
wall. This scratching Designation S2OLD.
is quite fresh, i.e. re-
covery or restoration
has not yet com-
menced.
Designation S5NEW.
Abrasive Particles

Typical “pock- This photo illus-
marking” of a ring trates how small
upper side, caused pieces of cast iron
by hard particles are “torn out” of the
penetrating into the top surface, by the
clearance above the masticating effect
ring and being of the hard parti-
crushed. This is cles. The pieces
most often seen on probably loosen
the two uppermost due to shear stress-
rings, which, during es, which cause
the last part of the fractures in the ma-
expansion stroke, terial between the
are pressed up- graphite flakes.
wards, against the Also ring collapse
ceiling of the groove, can cause “torn out”
by the gas trapped material.
between the rings
Typical erosion or Hard particles (sand)
sand-blasting on separated from a
the part of the ring sample of piston
topside which pro- crown deposit. Oil
trudes out of the and carbon have
groove. This is due been removed by in-
to hard grains being cineration, other mat-
MAN B&W Diesel A/S

blown down through ter by acid, magnetic
the gap in the ring separation and filtra-
above (NB: The tion. Theoretically
rings “turn” in the these particles could
grooves). Such ero- have come into the
sion is only seen on combustion chamber
rings Nos. 2, 3 and 4. either with the air or
with the fuel.

Abrasive Particles
Sand (or sand-like Fuel pump suction

grains) separated valve flap after only
from centrifuge a few service hours
sludge. In this case (the lapping marks
the centrifuge treat- are still visible. The
ed the fuel oil after depressions in the
the oil had passed a surface are in many
full flow (fabric) filter. cases made by one
The particles size is and the same parti-
10µ to 15µ. cle (repeated and
identical in shape
and size). Usually
the edge around the
holes is raised, and
often the original lap-
ping marks are still
visible in the bottom
of the depression
Plate 70709
Plate 70710 1(3)
Cylinder oil feed rate during running-in
MAN B&W Diesel A/S

- Running-in feed rate
- Basic feed rate
210
- Example of service feed rate
200
- Max. recommendable service feed rate
190
- Minimum feed rate
180
170
160
150
140
130
120
110
100
90
80
70
S/K/L MC/MC-C Engines
60
50
40
Cylinder oil dosage in percent of basic setting

Cylinder oil Feed Rate during Running-in
30
20
10
0
0 600 1200 1800 2400 3000 3600 4200 4800 5400
Running hours
Cylinder oil Feed Rate during Running-in Plate 70710 2(3)
Guiding Cylinder Oil Feed Rates

S/L/K-MC/MC-C engines with Alpha Lubricators, based on a BN 70 cylinder oil
Standard guidelines Alpha Adaptive Cylinder oil

(ref. to MCR load) Control (Alpha ACC)
Basic setting 0.8 g/bhph 0.25 g/bhph x S%
1.1 g/kWh 0.34 g/kWh x S%
Minimum feed rate 0.6 g/bhph 0.5 g/bhph
0.8 g/kWh 0.7 g/kWh
Maximum feed rate during 1.25 g/bhph 1.25 g/bhph
normal service 1.7 g/kWh 1.7 g/kWh
Part-load control Proportional to mean cylinder Proportional to engine load
pressure
Below 25% load, proportional to engine speed.
Alu-coat piston First 5 hours: 1.6 g/bhph
rings: From 5 to 250 hours: Basic setting +50%
From 250 to 500 hours: Basic setting +25%
Running-in Feed rate:
new liners Non-coated or First 15 hours: 1.6 g/bhph
and piston hard-coated From 15 to 250 hours: Basic setting +50%
rings rings: From 250 to 500 hours: Basic setting +25%
Alu-coat piston Stepwise increase to max. load over 5 hours
Engine rings:
load:
Non-coated or Stepwise increase to max. load over 15 hours
hard-coated
rings:
Running-in new rings in Alu-coat piston rings: No load restrictions
already run-in liners: Non-coated or hard-coated rings: Stepwise load increase to max.
load over 5 hours.
Feed rate: Basic setting +25% for 24 hrs.
Load change device During starting, manoeuvring and load changes, regulation propor-
(LCD) tional to load or mean effective pressure should be replaced by rpm
proportional control, and the dosage increased by 25%.
Lubrication of cylinders Frequent scavenge port inspections of piston rings and cylinder lin-
that show abnormal con- ers are very important for maintaining a good cylinder condition.
ditions: If irregularities are seen, adjustments of the lube oil rate should be
considered.
In case of scuffing, sticking piston rings or high liner temperature
fluctuations, the feed rate should be raised by 25–50%.
MAN B&W Diesel A/S
Plate 70710 3(3) Cylinder oil Feed Rate during Running-in

S/L/K-MC/MC-C engines with Hans Jensen Lubricators
Basic setting L and K-MC/MC-C : 0.9 g/bhph

(ref. to MCR load): S-MC/MC-C : 1.1 g/bhph
Minimum feed rate L and K-MC/MC-C : 0.60 g/bhph
Maximum recommendable L and K-MC/MC-C : 1.35 g/bhph
feed rate during normal S-MC/MC-C : 1.65 g/bhph
operation (ref. to MCR):
Alu-coat rings: Basic feed rate + 100% / 50%
Feed rate:
Non or hard-coated rings: Basic feed rate + 100%
Breaking-in Alu-coat rings: The first 5 hours + 100%

new liners and Duration: Remaining testbed trials + 50%
rings (Initial Non or hard-coated rings: + 100% for 15 hours
running-in) Alu-coat rings:
Stepwise increase to max. load over 5 hours
Load:
Non or hard-coated rings:
Running-in feed rate, Basic setting +50%, to be reduced in two steps of 25% each after an
new liners and rings: interval of 250 hours
Alu-coat rings:
No load restrictions or demands for extra oil
Breaking-in new rings in
already run-in liners:
Stepwise load increase to max. load over 5 hours.
Lube oil service feed rate +50% for 24 hrs.
The “Service feed rate”, i.e. the feed rate between the “Basic setting”
and the “Minimum feed rate”, is to be based on observations of the
actual condition (scavenge port inspections and overhauling
Service feed rate:
reports).
Lowering the feed rate may be done in steps of maximum 0.05
g/bhph.
All feed rates are based on the MCR load. At part load, the lubrica-
tor dosage may be regulated downwards in proportion to the mean
effective pressure.
Service feed rate
Regulating downwards in proportion to the load is being practised
at part load:
successfully on stationary constant-speed engines. Below 25%
MCR and further reduction should be regulated in proportion to the
engine revolutions.
During starting, manoeuvring and load changes, any possible regu-
Manoeuvring and load lation in proportion to mean effective pressure or load should be
change situations: replaced by rpm-proportional regulation, and the lubricator set to
125% of the MCR-service feed. rate.
MAN B&W Diesel A/S
Cylinder Condition Report Plate 70711
If a liner or piston crown is exchanged, two reports must be filled-in!
Cylinder Condition Report

Vessel: Ll. no.: Eng. builder: Eng. no.: Checked by:
No. of cyl.: Eng. type: Eng. hrs.: Date (yymmdd): Inspected unit no.:
Voyage info
Weeks pr. port calls: Normal service load (% of MCR): Lub. part load control: Lub. type:
Cyl. oil consumption (l/24 hrs): at load %: Cyl. oil type:
Cylinder liner
Liner hours: Insulation pipe (Y/N): PC ring (Y/N): Liner material:
Drawing no.: Frame type: Liner cool type:
Producer/Marking: Wear type: Liner honed (Y/N):
Cyl. cover tightened (Y/N): Temp. between liner and measuring tool (°C): Shims (mm):
Measuring A1 A2
0 1 2 3 4 5 6 7 8 9 10 11
point (Additional) (Additional)
Depth (mm)
Diameter F-A
(mm) E-M
F A 0 2 4 5 6 7 8 9 10 11
1 3 All measuring points are defined from the distance of themating surface from the cylinder cover.
Pos. 0: The middle of the none sliding part above the top piston ring at TDC.
Pos. 1-4: The middle of the rings at TDC.
M Pos. 5 & 6: Equally positioned between pos. 4 and 7 (1/3 of distance).
Pos. 7: Lubrication quill level.
E: Exhaust M: Manoeuvre Pos. 8 & 9: Equally positioned between pos. 7 and 10 (1/3 of distance).
Pos. 10: 100 mm. above the scav. air ports.
A: Aft F: Fore Pos. 11: The middle of the none sliding part below the bottom piston ring at BDC.
Liner
remarks
Piston rings
Base material Coating Profile Manufacturer Lock type CL grooves Broken
Ring 1
Ring 2
Ring 3
Ring 4
Ring 5
Width of ring (mm) Free ring
F
Ring grooves
A B C D E gap "F" Height, H (mm)
E A 2 mm
Degrees (mm) F E A M
D B
Ring 1
Ring 2 H
C
Ring 3
Ring 4 "F" to be measured
before dismantling
Ring 5
Hours since last overhaul:
Piston Reason for examination
Crown hours: High topland (Y/N): Routine piston overhaul (If either of these boxes are ticked, below
boxes must be kept blank)
Bronze ring (Y/N): Oros piston (Y/N): Test
Max burning 1 (mm) E (180°) Liner Piston Crown Piston Rings Piston Skirt
Position 1 (degree) Cracks Burning Broken Leaking
Max burning 2 (mm) Scuffing Cracks Collapsed Scuffing
F (90°) A (270°)
Position 2 (degree) Leak Leaking Scuffing Piston Rod
Max burning 3 (mm) High Groove Sticking Stuff. box
Position 3 (degree) M (0°) Wear
Piston
remarks
MAN B&W Diesel A/S
Calculation of Condensate Amount Plate
MAN B&W Diesel P70712-0002
M ambient Water vapour in intake

(kg/kWh)
0.60 100%
Rel. Humidity = 100%

90%
Rel. Humidity = 90%
0.50
Rel. Humidity = 80%
Rel. Humidity = 70% 80%
Rel. Humidity = 60%

Rel. Humidity = 50% 70%
0.40
Rel. Humidity = 40%
60%
0.30
50%
40%
0.20
0.10
0.00
0 5 10 15 20 25 30 35 40 45
Am bient air tem perature (oc)
When referring to this page, please quote Plate P70712 Edition 0002 Page 1 (2)
Plate
Calculation of Condensate Amount
P70712-0002 MAN B&W Diesel
M scavenge Maxim um w ater vapour

(kg/kWh) in scavenge air
0.60
Pscav = 2.0 bar abs

Pscav = 2.5 bar abs
0.50
Pscav = 3.0 bar abs
Pscav = 3.5 bar abs
Pscav = 4.0 bar abs 2.0 bar abs
0.40
2.5 bar abs
0.30 3.0 bar abs
3.5 bar abs
4.0 bar abs
0.20
0.10
0.00
10 15 20 25 30 35 40 45 50 55
Scavenge air tem perature ( oc)
Page 2 (2) When referring to this page, please quote Plate P70712 Edition 0002
Cylinder Lubricating Oil Pipes Plate
MAN Diesel P70713-0004
Fig. 1
Filling pipe
Service tank
for cylinder oil
Cylinder Min.
oil tank 3000 mm
AU
AC
Fig. 2 Hans Jensen Lubricator
LS 8250 AL PS 8251 AL-Y AC
Plate
Page 2 (2)
P70713-0004
Fig. 3 Alpha Lubricator
Note: In case of COLD Engine Room conditions

Before starting the engine this valve is to be OPENED
to circulate and heat up the cylinder oil.
The valve is then to be CLOSED before starting the engine.
Cylinder Lubricating Oil Pipes
The above only relates to engines with Double Lubricator

(70 - 98 MC/MC-C)
Engines with single Lubricator

uses the valve intended for emptying the
accumulator at overhaul, as a by-pass valve
(this valve is situated at the lubricator block)
MAN Diesel
When referring to this page, please quote Plate P70713 Edition 0004
Plate 70714
Running-in Cylinder Liners and Piston Rings
MAN B&W Diesel A/S

100%MCR
100 93%
86%
79%
73%
90 67%
61%
51%
80
34%
70
60
16% MCR load
50 Running-in piston
rings only
Running-in Load
40
Rpm% (Ships speed)

30 Cylinder liner
running-in
20
10
0
0 2 4 6 8 10 12 14 16 18 20 22 24
Hours
MAN B&W Diesel A/S
Service Letter SL00-385/HRJ

December 2000
Cylinder Oil Dosage, Marine MC-Engines

Dear Sirs
In June 1994, 10 years after the introduction of the MC engine, we adjusted the
Cylinder Lubrication Guidelines, as service experience, especially from the superlong
stroke “S” engines, had shown benefits of increased oil dosages. The result was
differentiated guidelines, recommending a basic feed rate of 1 g/bhph for “L” and “K”
engines, and 1.2 g/bhph for the “S” engines.
Now, six years after issuing this recommendation, development has brought us in a
position where we can correct the guidelines so as to bring even more benefit to the
owners. While the following instructions are aimed at marine engines, special
additional guidelines for stationary engines have been issued and are available on
request.
Cylinder lubrication has a direct influence on the operational costs of two-stroke

engines. The cost of the cylinder lube oil itself is one of the biggest contributions to
the total operating costs (next to the fuel cost), while the lubrication rate has a major
influence on the cylinder condition and thus, to a certain extent, on the overhauling
schedules and overhauling costs.
Therefore, feed rate and overhaul predictability and cost are interrelated factors that
need to be kept in balance.
Recently we have seen, with our highest loaded engines, that excessive lubrication
may lead to deposit build-up on the pistons, which may disturb the cylinder condition.
Therefore, excessive cylinder lubrication should be limited to situations such as the
very first breaking-in (up to 15 hours), where the oil is used to flush away the wear
particles formed. Otherwise, increased lubrication should only take place in cases of
a very poor cylinder condition, where heavy blow-by or scuffing takes place and
constantly destroys the oil film on the liner.
HEAD OFFICE (& Postal address) DIESEL SERVICE PRODUCTION FORWARDING MAN B&W Diesel A/S
Teglholmsgade 41 Teglholmsgade 41 Teglholmsgade 35 Teglholmsgade 35 Denmark
DK-2450 Copenhagen SV DK-2450 Copenhagen SV DK-2450 Copenhagen SV DK-2450 Copenhagen SV Reg.No.: 24 231
Telephone: +45 33 85 11 00 Telephone: +45 33 85 11 00 Telephone: +45 33 85 11 00 Telephone: +45 33 85 11 00
Telex: 16592 manbw dk Telex: 31197 manbw dk Telex: 19023 manfw dk Telex: 19023 manfw dk
Telefax: +45 33 85 10 30 Telefax: +45 33 85 10 49 Telex: 19042 manfw dk Telex: 19042 manfw dk
E-mail: manbw@manbw.dk E-mail: diesel-service@manbw.dk Telefax: +45 33 85 10 17 Telefax: +45 33 85 10 16
http://www.manbw.dk E-mail: manufacturing/copenhagen@manbw.dk
2

Basic setting L and K-MC/MC-C : 0.9 g/bhph
Minimum feed rate L and K-MC/MC-C : 0.60 g/bhph

Maximum
recommendable feed rate L and K-MC/MC-C : 1.35 g/bhph
during normal operation S-MC/MC-C : 1.65 g/bhph
(ref. to MCR):
Alucoat rings: Basic feed rate +100% / 50%
Feed rate:
Non or hard-coated rings: Basic feed rate +100%
Breaking-in Alucoat rings: The first 5 hours +100%

new liners Duration: Remaining testbed trials +50%
and rings Non or hard-coated rings: +100% for 15 hours
(Initial
running-in). Alucoat rings:
Load:
Running-in feed rate, Basic setting +50%, to be reduced in two steps of

new liners and rings: 25% each after an interval of 250 hours.
Alucoat rings:
No load restrictions or demands for extra oil
Breaking-in new rings in
already run-in liners: Non or hard-coated rings:
Stepwise load increase to max. load over 5 hours.
Lube oil service feed rate +50% for 24 hrs.
The “Service feed rate”, i.e. the feed rate between

the “Basic setting” and the “Minimum feed rate”, is
to be based on observations of the actual
Service feed rate: condition (scavenge port inspections and
overhauling reports).
Lowering the feed rate may be done in steps of
maximum 0.05 g/bhph.
3
All feed rates are based on the MCR load. At part

load, the lubricator dosage may be regulated
downwards in proportion to the mean effective
pressure.
Service feed rate
Regulating downwards in proportion to the load is
at part load:
being practised successfully on stationary
constant-speed engines.
Below 25% MCR any further reduction should be
regulated in proportion to the engine revolutions.
During starting, manoeuvring and load changes,

any possible regulation in proportion to mean
Manoeuvring and load
effective pressure or load should be replaced by
change situations:
rpm-proportional regulation, and the lubricator set
to 125% of the MCR-service feed rate.
Basic setting
The “Basic setting” corresponds to a dosage which, after confirmation of a successful
running-in, under average conditions, will ensure a safe cylinder condition and a good
overall economy.
Maximum recommendable feed rate during normal operation

Excessive cylinder lubrication may lead to harmful deposit build-up in the combustion
chamber, and should therefore be limited to special operation conditions such as
breaking-in, re-establishment of a failed cylinder condition, sticking piston rings, etc.
Breaking-in
The running-in of new cylinder liners and piston rings is carried out during the initial
running-in period, which we call the “breaking-in ”period, and during the subsequent
service period in which the load is unrestricted but where extra lubrication is still
needed.
During breaking-in, i.e. the very first loading up to MCR, excessive lubrication is
recommended in order to flush away any wear particles generated. 200% of the basic
setting is recommended in this period.
If “Alucoat” piston rings are used, the duration of the breaking-in period can be limited
to about five hours.
If “hard-coated” rings (Cermet coated PM14 or similar) or non-coated rings are used,
the breaking-in and loading up to MCR should be done within 15 hours.
Running-in
After the breaking-in period where ample oil has been applied, the load reductions are
lifted. In order to ensure optimal oil film build-up between rings and liner, extra oil
should be applied for a period. However, in order to protect the combustion chamber
from harmful deposit build-up, this period should be limited to the period during which
the rings and liner surfaces are forming their final operational surfaces.
4
We recommend that frequent scavenge port inspections are carried out during the
entire running-in process.
We recommend that 150% of the basic setting is maintained during the first 250
hours. When a scavenge port inspection has proved a satisfactory condition, the feed
rate should be reduced to 125%.
This setting is kept for the next 250-hour period. If the cylinder condition is again
confirmed as being satisfactory, lubrication may now be reduced to the basic feed rate
setting.
Service feed rate

During normal, average conditions the basic setting will result in a safe cylinder
condition with reasonable overhauling intervals and a good overall economy.
However, in many cases the economic optimum can be obtained at a lower feed rate,
when taking the overhauling intervals and operational cost of lube oil and
maintenance into consideration.
Lowering the feed rate towards the optimal “Service feed rate” should be done in
small steps not exceeding 0.05 g/bhph. Any reduction should always be based on
careful evaluation of the actual cylinder condition.
Please note that the optimal service feed rate is not an absolute figure, as it varies
with the environment of the engine, such as load pattern, fuel quality, weather
conditions, etc.
Service at part load

All feed rate specifications are based on MCR load. Therefore, before evaluating part
load lube oil consumption, the actual dosage should be recalculated to what it would
have been at MCR.
On fixed-pitch propeller plants, with lubricators having a fixed relationship between

engine speed and lubricator flow, any part load condition will result in an increase in
the specific cylinder oil feed rate measured in g/bhph. On constant-speed engines and
on engines with CP-propellers, this tendency to over-lubrication will be more
predominant.
On CPP-plants and constant-speed plants, including stationary power plants, and

fixed-pitch propeller plants running on part load for extended periods, it may therefore
be beneficial to reduce the part load consumption from the full load consumption (in
kg/cyl.) proportional to the mean effective pressure reduction ratio.
Regulation proportional to the mean effective pressure may be carried out down to
25% load, whereafter regulation proportional to RPM should take place.
5
Manoeuvring and load change situations

During starting, manoeuvring and during sudden load changes, the engine requires
extra oil due to the changed thermal and mechanical deformations of ring grooves
and rings. A possible mean effective pressure regulation should be replaced by rpm-
proportional regulation, and the lubricator should be set to 125% of the service feed
rate.
Cylinder condition abnormalities

It is recommended that the cylinder condition is always kept under strict observation,
by combining the results of frequent scavenge port inspections with the wear results
measured during routine overhauls of the pistons. If any abnormalities are observed, it
is recommended to adjust the feed rate back to the “Basic setting” and, furthermore,
to add extra oil on the “LCD”-actuator or on the “joint quantity adjustment” handle.
This over-lubrication should be maintained until the cause of the problem has been
eliminated, and scavenge port inspections have proved that a safe condition has been
re-established.
Cylinder oil recommendations

The demand for high-detergency cylinder oils is increasing with the increasing load
output of our latest engine designs. A satisfactory detergency level is normally
ensured with a cylinder oil with a BN (Base Number) of 70-80.
Note: Some high-alkaline cylinder oils are not compatible with:

•= Certain low sulphur fuels in the range of 0 to 1.5% sulphur
•= Some diesel oils.
For continuous running on such fuels and high-detergency high-BN cylinder oil,
special attention must be paid to the cylinder condition. In case of any irregularity, the
cylinder oil may be changed to a high-detergency lower-BN cylinder oil. In such a case
the engine builder or MAN B&W should be consulted.
Questions or comments regarding this SL should be directed to our Dept. 2300.
Yours faithfully
MAN B&W Diesel A/S
Carl-Erik Egeberg Uffe Mikkelsen
Encl.: 3 graphs
MAN B&W Diesel A/S
Enclosure 1
Cylinder oil feed rate during running-in

- Running-in feed rate
- Basic feed rate
210 - Example of service feed rate
200 - Max. recommendable service feed rate
190 - Minimum feed rate
180
Cylinder oil dosage in percent of basic setting
170
160
150
140
130
120
110
100
90
80
70
60
50
40
30
20
10
0
0 600 1200 1800 2400 3000 3600 4200 4800 5400
Running hours
2300/HRJ, 2000-05-04
MAN B&W Diesel A/S
Enclosure 2
Breaking-in load programme
120
110
96% load 94% 97% 99% 100% load
100 88% 86% 88% 91%
80% 78% 80% 83%
70% 73%
90
57% 61% 67%
51
Rpm % (ship's speed)
80
41% 37
70
22%
60
Breaking-in load new cylinder
50 liner and Alucoat piston rings
6%
40
Breaking-in load new cylinder
30 liner and non-coated piston rings
20
10
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Hours
2300/HRJ, 2000-05-04
MAN B&W Diesel A/S
Enclosure 3
Cylinder oil regulation, fixed-pitch propeller

1,3
1,2
25% load
1,1
0,9
Reduction factor
0,8
0,7
0,6
0,5
0,4
0,3 Manoeuvring and load change situations

RPM regulation
0,2
MEP reg. down to 40% and then RPM reg.
0,1 Load reg. down to 40% and then RPM reg.
0
20 30 40 50 60 70 80 90 100 110
RPM, % of MCR
2300/HRJ, 2000-05-04
MAN Diesel
Encl. 1 for
SL07-479

S/L/K-MC/MC-C/ME/ME-C, Mk 6 and higher,
with Alpha ACC lubrication system and coated piston rings.
Standard BN 70 cylinder oil BN 40 cylinder oil
Basic setting 0.26 g/kWh x S% 0.45 g/kWh x S%
Minimum feed rate 0.60 g/kWh
Maximum feed rate

1.7 g/kWh
during normal service
Part-load control Proportional to indicated engine load
First 5 hours: 1.7 g/kWh

From 5 to 250 hours: 1.5 g/kWh
Feed
Running-in From 250 to 500 hours: 1.2 g/kWh
rate:
new or From 500 to 2500 h: Stepwise reduction from
reconditioned 0.34 to 0.26 g/kWh x S%
liners and
new piston
rings Engine
load:
Running-in new rings in

already run-in and well No load restrictions
running liners:
During starting, manoeuvring and load changes, the feed rate

Manoeuvring and load
should be increased by means of the “LCD” by 25% and kept at this
change situations.
level for ½ hour after the load has stabilised.
Frequent scavenge port inspections of piston rings and cylinder
liners are very important for maintaining a safe cylinder condition.
If irregularities are observed, adjustments of the lube oil rate should
Lubrication of cylinders
be considered.
that show abnormal
In case of scuffing, sticking piston rings or high liner temperature
conditions:
fluctuations, the feed rate should be raised to 1.2 g/kWh and the P-
max and Mep reduced. As soon as the situation is stabilised, the
lubrication and the pressures should be normalised.
th
HRR 6 February 2007
P P
MAN Diesel
Encl. 2 for
SL07-479
Adjusting Alpha Lub. using ACC, BN40 Cylinder Oil
ACC Factor g/kWh x S%:

HMI
0.45 0.47 0.51 0.52 0.54 0.58 0.60 g/kWh
setting
Sulphur Content %:
0 0 0 0 0 0 0 0.60 56
1.4 1.3 1.2 1.2 1.1 1.1 1.0 0.60 56
1.5 1.4 1.3 1.3 1.2 1.2 1.1 0.65 60
1.6 1.5 1.4 1.4 1.3 1.3 1.2 0.71 66
1.7 1.6 1.5 1.5 1.4 1.4 1.3 0.77 71
1.8 1.8 1.7 1.6 1.5 1.5 1.4 0.83 77
2.0 1.9 1.8 1.7 1.6 1.6 1.5 0.89 82
2.1 2.0 1.9 1.8 1.7 1.7 1.6 0.95 88
2.2 2.1 2.0 1.9 1.8 1.8 1.7 1.01 93
2.4 2.3 2.1 2.0 2.0 1.9 1.8 1.07 98
2.5 2.4 2.3 2.2 2.1 2.0 1.9 1.13 104
2.6 2.5 2.4 2.3 2.2 2.1 2.0 1.19 109
2.8 2.6 2.5 2.4 2.3 2.2 2.1 1.25 115
2.9 2.8 2.6 2.5 2.4 2.3 2.2 1.31 120
3.0 2.9 2.7 2.6 2.5 2.4 2.3 1.37 126
3.2 3.0 2.9 2.7 2.6 2.5 2.4 1.43 131
3.3 3.1 3.0 2.8 2.7 2.6 2.5 1.49 137
3.4 3.3 3.1 3.0 2.8 2.7 2.6 1.55 142
3.6 3.4 3.2 3.1 2.9 2.8 2.7 1.61 148
3.7 3.5 3.3 3.2 3.0 2.9 2.8 1.67 153
3.8 3.6 3.4 3.3 3.1 3.0 2.9 1.70 156
MAN Diesel
Encl. 3 for
SL07-479
Adjusting Alpha Lub. using ACC, BN 70 Cylinder Oil
ACC factor g/kWh x S%

HMI
0.26 0.27 0.29 0.30 0.31 0.33 0.34 g/kWh
setting
Sulphur content %
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.60 56
0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.60 56
1.0 1.0 1.0 1.0 1.0 1.0 1.0 0.60 56
1.1 1.1 1.1 1.1 1.1 1.1 1.1 0.60 56
1.2 1.2 1.2 1.2 1.2 1.2 1.2 0.60 56
1.4 1.4 1.3 1.3 1.3 1.3 1.3 0.60 56
1.6 1.6 1.4 1.4 1.4 1.4 1.4 0.60 56
1.8 1.8 1.6 1.6 1.5 1.5 1.5 0.60 56
2.0 2.0 1.8 1.8 1.6 1.6 1.6 0.60 56
2.2 2.2 2.0 1.9 1.8 1.7 1.7 0.60 56
2.4 2.3 2.1 2.0 2.0 1.9 1.8 0.60 56
2.5 2.4 2.3 2.2 2.1 2.0 1.9 0.65 59
2.6 2.5 2.4 2.3 2.2 2.1 2.0 0.68 63
2.8 2.6 2.5 2.4 2.3 2.2 2.1 0.71 66
2.9 2.8 2.6 2.5 2.4 2.3 2.2 0.75 69
3.0 2.9 2.7 2.6 2.5 2.4 2.3 0.78 72
3.2 3.0 2.9 2.7 2.6 2.5 2.4 0.82 75
3.3 3.1 3.0 2.8 2.7 2.6 2.5 0.85 78
3.4 3.3 3.1 3.0 2.8 2.7 2.6 0.88 81
3.6 3.4 3.2 3.1 2.9 2.8 2.7 0.92 84
3.7 3.5 3.3 3.2 3.0 2.9 2.8 0.95 88
3.8 3.6 3.5 3.3 3.2 3.0 2.9 0.99 91
3.9 3.8 3.6 3.4 3.3 3.1 3.0 1.02 94
4.1 3.9 3.7 3.5 3.4 3.2 3.1 1.05 97
4.2 4.0 3.8 3.6 3.5 3.3 3.2 1.10 100
4.3 4.1 3.9 3.8 3.6 3.4 3.3 1.12 103
4.5 4.3 4.0 3.9 3.7 3.5 3.4 1.16 106
4.4 4.2 4.0 3.8 3.6 3.5 1.19 109
4.5 4.3 4.1 3.9 3.8 3.6 1.22 113
4.4 4.2 4.0 3.9 3.7 1.26 116
4.5 4.3 4.1 4.0 3.8 1.29 119
4.4 4.2 4.1 3.9 1.33 122
4.5 4.3 4.2 4.0 1.36 125
4.5 4.3 4.1 1.39 128
4.4 4.2 1.43 131
4.5 4.3 1.46 134
4.4 1.50 138
4.5 1.53 141
MAN Diesel
MAN Diesel A/S • Denmark
Encl. 4 for
SL07-479
ACC Running-in Schedule
Initial running-in dosage g/kWh

1.8 0.52
0.50
1.6 Scavenge port insp. Fixed running-in dosage (g/kWh) 0.48
*
0.46
1.4 Feed rate factor reduction curve(g/kWh/S%)
0.44
Scavenge port insp.
* 0.42
1.2
0.40
1 0.38
0.36
ACC feed rate factor (g/kWh/S%)

0.8 0.34
* Scavenge port insp.
Scavenge port insp. * 0.32
0.6 Scavenge port insp. 0.30
*
Scavenge port insp.
0.28
0.4 *
0.26
0.24
0.2
Running-in Change to ACC 0.22
period with
0 fixed 0.20
lubrication ACC optimisation phase Optimum ACC setting 0.18
-0.2 0.16
0 500 1000 1500 2000 2500 3000 3500 4000
HRJ 2300, 11 October 2006 Hours
Service Letter SL09-507/HRR
Action code: WHEN CONVENIENT
Cylinder Lubrication Update

Guiding ACC Feed Rates for Alpha Lubri-
cator and ME Lube
Replaces SL07-479/HRR for large bore

engines
SL09-507/HRR
April 2009
Concerns
Dear Sirs MAN B&W two-stroke 60-98 cm
large bore engines.
Based on experience and research, we have lowered our recom- Types: MC/MC-C, ME/ME-C with high top-
mended ACC (Adaptive Cylinder oil Control) feed rate factors for plants land and Alpha Lubricator or ME Lube.
equipped with Alpha Lubricator or ME Lube system. Consequently,
our previous recommendation, announced in SL07-479/HRR, issued Summary
in June 2007, is only valid for engine types not covered by this service New cylinder lubrication recommendation
letter. 0.20 g/kWh × S%.
Absolute minimum: 0.60 g/kWh.
We now recommend the following feed rates:
Standard BN70 lubricating oil

Fuel oil with sulphur content 3% and below 0.60 g/kWh
Fuel oil with sulphur content above 3% 0.20 g/kWh × sulphur%
This service letter specifies the recommended ACC feed rates for dif-
ferent types of lubricating oil during during running-in, low-sulphur fuel
operation and standard engine operation.
A ready-to-print page, summarising feed rates for any lubrication situa-

tion is available on page 5, and selected ACC settings for BN70, BN50
and BN40 lubricating oils are listed on page 6.
Yours faithfully
Mikael C Jensen Stig B Jakobsen

New ACC guidelines further emphasise the
Vice President, Engineering Senior Manager, Operation advantage of the Alpha Lubricator system
Head office (& postal address) PrimeServ Production Forwarding & Receiving MAN Diesel
MAN Diesel Teglholmsgade 41 Teglholmsgade 35 Teglholmsgade 35 Branch of MAN Diesel SE, Germany
Teglholmsgade 41 2450 Copenhagen SV 2450 Copenhagen SV 2450 Copenhagen SV CVR No.: 31611792
2450 Copenhagen SV Denmark Denmark Denmark Head office: Teglholmsgade 41
Denmark Phone: +45 33 85 11 00 Phone: +45 33 85 11 00 Phone: +45 33 85 11 00 2450 Copenhagen SV, Denmark
Phone: +45 33 85 11 00 Fax: +45 33 85 10 49 Fax: +45 33 85 10 17 Fax: +45 33 85 10 16 German Reg.No.: HRB 22056
Fax: +45 33 85 10 30 PrimeServ-cph@mandiesel.com manufacturing-dk@mandiesel.com Amtsgericht Augsburg
mandiesel-cph@mandiesel.com
www.mandiesel.com MAN Diesel – a member of the MAN Group
Contents The target BN-value in the cylinder drain oil is around 15–20.
Cylinder lubrication page 2
Cylinder chemistry page 2 A more acidic environment than recommended will increase
Standard operation page 2 the cold corrosion and, consequently, the wear on the cylin-
Low-sulphur fuel operation page 3 der liner.
Running-in operation page 3
In a more alkaline cylinder environment, surplus alkaline ad-
ditives may accumulate as calcium deposits on the piston
top land, possibly leading to mechanical bore polish. Lack of
Cylinder lubrication corrosive refreshment of the liner surface is another risk fac-
Four factors determine the lubricating oil feed rate: tor leading to chemical bore polish. Bore polish is one of the
reasons for the most feared cylinder condition problem, i.e.
- sulphur content in the fuel oil scuffing.
- alkali content in the cylinder lube oil
- engine history
- engine load. Standard operation
We continuously perform lubrication feed rate tests on the
An Alpha Lubricator or ME Lube operating in ACC-mode different MAN B&W engines types, under varying running
(Adaptive Cylinder oil Control) adapts the lubricating oil feed conditions and with varying fuel oil sulphur contents.
rate to the fuel oil sulphur content and the engine load. The
ACC-mode has been the standard on MAN B&W two-stroke Our most recent research shows that the optimum lubrica-
engines since 2004. tion feed rate is lower than our previous recommendations.
The ACC factor is the determining factor in the feed rate New recommendations for standard operation with standard
equation: Feed rate = ACC factor × sulphur%. The recom- BN70 lubricating oil:
mended ACC factor is based on practical experiments
performed on different types of engines under varying run- BN70 lubricating oil
ning conditions. When determining the recommended ACC
factor, we consider engine performance, engine service life,
environment and economy. Fuel oil with sulphur content above 3% 0.20 g/kWh × S%
This service letter describes the cylinder feed rates in the

following operation situations: Low-sulphur fuel oils call for less alkaline lubricating oil (see
page 3). Below is given the recommendations for selected
- standard types of less alkaline lubricating oils:
- low-sulphur fuel
- running-in. BN60 lubricating oil
Fuel oil with sulphur content 2.6% and below 0.60 g/kWh
Cylinder chemistry Fuel oil with sulphur content above 2.6% 0.23 g/kWh × S%
The combustion process turns sulphur in the fuel oil into sul-
phuric acid. The higher the sulphur content in the fuel oil, the BN50 lubricating oil
more sulphuric acid is created.
The alkaline content in the lubricating oil adds base to the Fuel oil with sulphur content above 2.1% 0.28 g/kWh × S%
chemical environment in the cylinder. The base in the lubri-
cating oil will neutralise the sulphuric acid developed from BN40 lubricating oil
the fuel sulphur.
The more base available, the more sulphuric acid can be Fuel oil with sulphur content above 1.7% 0.35 g/kWh × S%
neutralised. This is why lubricating oil with a high level of al-
kaline additives, i.e. high-BN (base number) oil, is particularly
advantageous when operating on high-sulphur fuels.
Cylinder Lubrication Update. Page 2 of 6 pages

ACC Cylinder Lubrication

!BSOLUTE Running-in operation
DOSAGESæ
GK7H A MAN B&W two-stroke engine requires extra attention and

ææ3
K 7H extra lubricating oil during its first 2,500 running hours, the
æG
æ first 500 hours being the most demanding period.

". æ3
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We classify the running-in period in three categories:
". 7Hæ
æG K
æ H æ æ3 1. breaking-in (0-500 hours)
7
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æ

". 2. running-in, phase 1 (500-1,500 hours)
3. running-in, phase 2 (1,500-2,500 hours).

The purpose of extra lubricating oil during the running-in
period is to:

- help flush away wear particles
3ULPHURæ
- build up oil film in a not yet run in cylinder.
&IGææ2ECOMMENDEDæCYLINDERæLUBRICATIONæFEEDæRATEæASæAæFUNCTIONæOFæ
THEæFUELæOILæSULPHURæCONTENTæFORæSELECTEDæLUBRICATINGæOILSæ". ".
The running-in process has been eased and shortened con-
Based on calculations of the average worldwide sulphur siderably by our alu-bronze running-in coating on all 4 piston
content used on MAN B&W two-stroke engines, the average rings (standard on all MAN B&W two-stroke engines). Cylin-
cylinder oil consumption will be less than 0.65 g/kWh when der liner run-in is facilitated by our semi-honed liner surface.
these new recommendations become effective.
We recommend frequent scavenge air port inspections dur-
ing the first 2,500 running hours (see Fig. 2).
Low-sulphur fuel operation
Low-sulphur fuel oil is necessary when operating in sulphur Breaking-in (0-500 hours)
emission control areas (SECA). Piston ring and liner breaking-in takes 500 running hours,
maximum. We recommend a fixed, relatively high lubrication
Operation on fuel oil with around 1.5% sulphur should pref- feed rate during the breaking-in period.
erably be done in combination with a low-BN cylinder oil.
However, continuing on BN70 cylinder oil is possible for a During breaking-in, the running-in coating on the piston rings
limited period of 7-14 days without any serious risks of over- will gradually wear off, and the wave shape of the cylinder
alkalinity. liner surface will smoothen. During this process, extra lubri-
cating oil is required to flush away wear particles and build
We recommend using a lower-BN cylinder oil, when operat- a satisfactory oil film between the still relatively rough sliding
ing on low-sulphur fuels for extended periods (more than surfaces.
14 days).
During breaking-in, we recommend checking the piston
BN and low-sulphur fuel rings and the cylinder liner through the scavenge air ports
MAN Diesel recommends a minimum oil feed rate of 0.60 every 100 hours. Do not proceed to the next lubrication step
g/kWh for any lubricating oil for hydrodynamic purposes. if the scavenge air port inspection reveals seizures or other
irregularities!
However, to avoid surplus alkaline additives in the cylinder,
we generally recommend that the alkaline content in the Breaking-in Feed rate, BN70 lubricating oil
lubricating oil match the sulphur content in the fuel oil. This
0 - 5 hours 1.70 g/kWh
is particularly crucial when operating on low-sulphur fuel for
extended periods (more than 14 days). 5 - 100 hours 1.50 g/kWh
100 - 200 hours 1.30 g/kWh
Low-BN oils should be chosen for low-sulphur fuels, and
200 - 300 hours 1.10 g/kWh
high-BN oils for high-sulphur fuels.
300 - 400 hours 0.90 g/kWh
BN Sulphur 400 - 500 hours 0.70 g/kWh
40 - 50 < 3.5%
60 - 70 > 2.5%

To avoid a high torque during breaking-in, we recommend

a 16-hours stepwise load increase from 50% load to max.
load.
When running in new piston rings in well running liners, we

recommend a 5-hour load-up from 50% load to max. load.
This load limitation can be set for a single cylinder unit by
adjusting the individual fuel pump index.
Running-in, phase 1 (500-1,500 hours)

After the first 500 running hours, standard sulphur-depen-
dent lubrication can be applied. Hence, ACC can take over
lubrication.
For a BN70 oil, MAN Diesel recommends a running-in,

phase 1 dosage of 0.26 g/kWh x sulphur %.
Running-in, phase 1 Feed rate, BN70 lubricating oil

500 - 1,500 hours 0.26 g/kWh × S%
Running-in, phase 2 (1,500-2,500 hours)

After 1,500 hours, the running-in piston ring alu-coating is
usually worn through, and the base material or the cermet
coating on the top and bottom rings is visible.
When reaching 1,500 running hours, carefully check the

piston rings and the cylinder liner through the scavenge air
ports. If the alu-coating is worn through, proceed to running-
in, phase 2.
For a BN70 oil, MAN Diesel recommends a running-in, phase

2 dosage of 0.23 g/kWh × sulphur %.

1,500 - 2,500 hours 0.23 g/kWh × S%
Inspect the piston rings and the cylinder liner through the
scavenge air ports after 2,500 running hours. If no micro
seizures or other irregularities are found, we recommend
switching to the standard operation feed rate of 0.20 g/kWh
× sulphur%.

Table l: Guiding Cylinder Oil Feed Rates for all Operation Situations
MC/MC-C, ME/ME-C and ME-B engines with high topland and Alpha Lubricator or ME Lube
Standard BN70 cylinder oil BN60 cylinder oil BN50 cylinder oil BN40 cylinder oil
Basic setting 0.20 g/kWh × S% 0.23 g/kWh × S% 0.28 g/kWh × S% 0.35 g/kWh × S%
Maximum feed rate during running-in 1.7 g/kWh
Part-load control 100% to 25% load: proportional to indicated engine load
25% load and lower: proportional to rpm
Running-in new or reconditioned Feed rate First 5 hours 1.7 g/kWh
liners and new piston rings based 5 - 500 hours: stepwise reduction from 1.5 to 0.6 g/kWh
on standard BN70 cylinder oil 500 - 1,500 hours: 0.26 g/kWh × S% (absolute min. 0.60 g/kWh)
1,500 - 2,500 hours: 0.23 g/kWh × S% (absolute min. 0.60 g/kWh)
From 2,500 hours: 0.20 g/kWh × S% (absolute min. 0.60 g/kWh)
Engine load Testbed: stepwise increase to max. load over 5 hours
In service: from 50% to max. load over 16 hours
Running-in new rings in already run-in and well From 50% to max. load in 5 hours
running liners (standard BN70 cylinder oil) Feed rate: +25% for 24 hours
Manoeuvring and load change situations During starting, manoeuvring and load changes, increase feed rate by means of the “LCD” by
25% of the actual figure. Keep this level for ½ hour after the load has stabilised.
Lubrication of cylinders that show abnormal Frequent scavenge air port inspections of piston rings and cylinder liners are very important
conditions for maintaining a safe cylinder condition. If irregularities are observed, consider adjustments
of the lube oil rate.
In case of scuffing, sticking piston rings or high liner temperature fluctuations, raise the feed
rate to 1.2 g/kWh and lower pmax and mep. As soon as the situation has been stabilised, set
the lubrication feed rate and the pressures back to normal.

)NITIALæRUNNINGçINæDOSAGEæGK7H

3CAVENGEæPORTæINSP &IXEDæRUNNINGçINæDOSAGEæGK7H

!##æCONTROLæGK7H3

3CAVENGEæPORTæINSP




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PERIODæWITHæ
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Table II: ACC settings for BN70, BN50 and BN40 lubricating oils for MC/MC-C engines
Alpha Lube ACC Alpha Lube ACC Alpha Lube ACC

BN70 Cylinder Oil BN50 Cylinder Oil BN40 Cylinder Oil
ACC factor ACC factor ACC factor
Dosage Dosage Dosage
Standard Running-in (ACC Standard Running-in (ACC Standard Running-in (ACC
factor × HMI factor × HMI factor × HMI
Phase 2 Phase 1 setting Phase 2 Phase 1 setting Phase 2 Phase 1 setting
S%) S%) S%)
0.20 0.23 0.26 0.28 0.32 0.36 0.35 0.40 0.46
Sulphur % g/kWh Sulphur % g/kWh Sulphur % g/kWh
0-3.0 0-2.6 0-2.3 0.60* 55 0-2.1 0-1.9 0-1.7 0.60* 55 0-1.7 0-1.5 0-1.5 0.60* 55
3.1 2.7 2.4 0.62 57 2.2 1.9 1.7 0.62 56 1.8 1.6 1.4 0.63 57
3.2 2.8 2.5 0.64 58 2.3 2.0 1.8 0.64 59 1.9 1.7 1.5 0.67 60
3.3 2.8 2.5 0.65 59 2.4 2.1 1.9 0.67 61 2.0 1.8 1.5 0.70 64
3.4 2.9 2.6 0.68 61 2.5 2.2 1.9 0.70 64 2.1 1.8 1.6 0.74 67
3.5 3.1 2.7 0.70 64 2.6 2.3 2.0 0.73 66 2.2 1.9 1.7 0.77 70
3.6 3.2 2.8 0.73 66 2.7 2.4 2.1 0.76 69 2.3 2.0 1.8 0.81 73
3.7 3.2 2.9 0.74 67 2.8 2.5 2.2 0.78 71 2.4 2.1 1.8 0.84 76
3.8 3.3 2.9 0.75 69 2.9 2.5 2.3 0.81 74 2.5 2.2 1.9 0.88 80
3.9 3.4 3.0 0.78 71 3.0 2.6 2.3 0.84 76 2.6 2.3 2.0 0.91 83
4.0 3.5 3.1 0.81 73 3.1 2.7 2.4 0.87 79 2.7 2.4 2.1 0.95 86
4.1 3.6 3.2 0.82 74 3.2 2.8 2.5 0.90 81 2.8 2.4 2.2 0.98 89
4.2 3.6 3.2 0.83 76 3.3 2.9 2.6 0.92 84 2.9 2.5 2.2 1.02 92
4.3 3.7 3.3 0.86 78 3.4 3.0 2.6 0.95 87 3.0 2.6 2.3 1.05 95
4.4 3.8 3.4 0.88 80 3.5 3.1 2.7 0.98 89 3.1 2.7 2.4 1.09 99
4.5 3.9 3.5 0.90 82 3.6 3.2 2.8 1.01 92 3.2 2.8 2.5 1.12 102
4.0 3.5 0.91 83 3.7 3.2 2.9 1.04 94 3.3 2.9 2.5 1.16 105
4.1 3.6 0.94 85 3.8 3.3 3.0 1.06 97 3.4 3.0 2.6 1.19 108
4.2 3.7 0.96 87 3.9 3.4 3.0 1.09 99 3.5 3.1 2.7 1.23 111
4.3 3.8 0.99 90 4.0 3.5 3.1 1.12 102 3.6 3.2 2.8 1.26 115
4.4 3.9 1.01 92 4.1 3.6 3.2 1.15 104 3.7 3.3 2.8 1.30 118
4.5 4.0 1.04 95 4.2 3.7 3.3 1.18 107 3.8 3.3 2.9 1.33 121
4.1 1.07 97 4.3 3.8 3.3 1.20 109 3.9 3.4 3.0 1.37 124
4.2 1.10 100 4.4 3.9 3.4 1.23 112 4.0 3.5 3.1 1.40 127
4.3 1.12 102 4.5 4.0 3.5 1.26 115 4.1 3.6 3.2 1.44 130
4.4 1.14 104 4.1 3.6 1.28 116 4.2 3.7 3.2 1.47 134
4.5 1.17 106 4.2 3.6 1.31 119 4.3 3.8 3.3 1.50 136
1.30 118 4.3 3.7 1.34 122 4.4 3.9 3.4 1.54 140
1.50 136 4.4 3.8 1.38 125 4.5 4.0 3.5 1.61 146
1.70 155 4.5 3.9 1.41 128 4.1 3.6 1.65 150
4.0 1.44 131 4.2 3.7 1.70 155
4.1 1.48 134
4.2 1.51 137
4.3 1.55 141
4.4 1.58 144
4.5 1.62 147
æ!BSOLUTEæMINIMUMæDOSAGE

Bearings and
Circulating Oil
708
Bearings and Circulating Oil Chapter 708
Table of Contents
708-01 Bearings
1. General Bearing Requirements and Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Bearing Metals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.1 Tin based White Metal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.2 Tin Aluminium (AlSn40) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Overlayers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4. Flashlayer, Tin (Sn) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5. Bearing Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5.1 Smooth Runout of Oil Groove . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5.2 Bore Relief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
5.3 Axial Oil Grooves and Oil Wedges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.4 Thick Shell Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.5 Thin Shell Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.6 Top Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5.7 Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5.8 Undersize Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
6. Journals/Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
6.1 Surface Roughness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
6.2 Spark Erosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
6.3 Surface Geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
6.4 Undersize Journals/Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
7. Practical Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
7.1 Check without Opening up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
7.2 Open up Inspection and Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
7.3 Types of Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
7.4 Causes of Wiping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
7.5 Cracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
7.6 Cause for Cracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
7.7 Repair of Oil Transitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
7.8 Bearing Wear Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
7.9 Surface Roughness (journal/pin) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
7.10 Repairs of Bearings on the Spot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
7.11 Repairs of Journals/Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
7.12 Inspection of Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
MAN B&W Diesel A/S
Chapter 708 Bearings and Circulating Oil
Table of Contents
8. Crosshead Bearing Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

8.1 Bearing Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
8.2 Bearing Function and Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
9. Main Bearing Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

9.1 The Thick Shell Bearing Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
9.2 The Thin Shell (Insert Bearing) Bearing Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 13
10. Crankpin Bearing Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
11. Guide Shoes and Guide Strips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
12. Thrust Bearing Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
13. Check of Bearings before Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

13.1 Visual Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
13.2 Check Measurements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
13.3 Cautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
14. Camshaft Bearing Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
708-02 Alignment of Main Bearings

1. Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Alignment of Main Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

2.1 Deflection Measurements (autolog) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.2 Checking the Deflections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.3 Floating Journals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.4 Causes of Crankshaft Deflection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.5 Piano Wire Measurements. Bedplate Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.6 Shafting Alignment, Bearing Load, “Jack-up” Test . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
708-03 Circulating Oil and Oil System

1. Circulating Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
2. Circulating Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Circulating Oil Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

3.1 Cooling Oil Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
3.2 Lubricating Oil Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
MAN B&W Diesel A/S
Bearings and Circulating Oil Chapter 708
Table of Contents
708-04 Maintenance of the Circulating Oil

1. Oil System Cleanliness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Cleaning the Circulating Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

2.1 Cleaning before filling-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.2 Flushing Procedure, Main Lub. Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Circulating Oil Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.2 The Centrifuging Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.3 The System Volume, in Relation to the Centrifuging Process . . . . . . . . . . . . . . . . . . 5
3.4 Guidance Flow Rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4. Oil Deterioration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.2 Oxidation of Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.2.A High Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.2.B Air Admixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.2.C Catalytic Action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.3 Signs of Deterioration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.4 Water in the Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.5 Check on Oil Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
5. Circulating Oil: Analyses & Characteristic Properties . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
6. Cleaning of Drain Oil from Piston Rod Stuffing Boxes . . . . . . . . . . . . . . . . . . . . . . . . . . 11
708-05 Turbocharger Lubrication

1. MAN B&W T/C, System Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. MET T/C, System Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. BBC T/C, System Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
708-06 Separate Camshaft Lub. Oil System (Option)

1. System Details. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Camshaft Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.1 Fuel Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.2 Water Contamination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.3 Flushing Procedure, Separate Camshaft Lub. Oil System . . . . . . . . . . . . . . . . . . . . . 2
MAN B&W Diesel A/S
Chapter 708 Bearings and Circulating Oil
Table of Contents
708-07 Camshaft Lubrication for Engines with Uni-Lube System

1. System Details. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Flushing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
PLATES
Main Bearing, Thick Shell Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70801
Main Bearing, Thin Shell Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70802
Crosshead Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70803
Crankpin Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70804
Main Bearing Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70805
Guide Shoes and Strips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70806
Thrust Bearing Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70807
Camshaft Bearing Assemblies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70808
Inspection of Bearings – Recording of Observations . . . . . . . . . . . . . . . . . . . . . . . Plate 70809
Inspection of Bearings – Location and Size of Damage in Bearing Shells . . . . . . . Plate 70810
Acceptance Criteria for Tin-Aluminium Bearings with Overlayer . . . . . . . . . . . . . . Plate 70811
Inspection of Bearings – Location of Damage on Pin/Journal . . . . . . . . . . . . . . . . . Plate 70812
Inspection of Bearings – Observations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70813
Inspection of Bearings – Inspection Records, Example . . . . . . . . . . . . . . . . . . . . . Plate 70814
Inspection of Bearings – Inspection Records, Blank . . . . . . . . . . . . . . . . . . . . . . . Plate 70815
Report: Crankshaft Deflections (Autolog) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70816
Crankshaft Deflection, Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70817
Circulating Oil System (Outside Engine) (Engine with Uni-Lube System). . . . . . . . Plate 70818
Circulating Oil System (Outside Engine) (Engine without Uni-Lube System) . . . . . Plate 70919
Circulating Oil System (Inside Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70820
Flushing of Main Lub. Oil System – Location of Checkbag and Blank Flanges . . . Plate 70821
Flushing of Main Lub. Oil System – Dimension of Checkbag and Blank Flanges . Plate 70822
Flushing of Main Lubricating Oil System – Flushing Log. . . . . . . . . . . . . . . . . . . . . Plate 70823
Cleaning System, Stuffing Box Drain Oil (Option) . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70824
Camshaft Lubricating Oil Pipes (Engines with Uni-Lube System) . . . . . . . . . . . . . . Plate 70825
Camshaft Lubricating Oil Pipes (Engines without Uni-Lube System) . . . . . . . . . . . Plate 70826
Flushing of Camshaft Lubricating Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70827
Turbocharger Lubricating Oil Pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70828
Check Measurements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70829
MAN B&W Diesel A/S
Bearings 708-01
708-01 Bearings
1. General Bearing Requirements and Criteria

Bearings are vital engine components; therefore, the correct bearing design and
the proper choice of bearing metal is necessary for reliable engine performance.
Bearing design criteria depend on the bearing type and, in general, on:
a. Bearing load
· Static
· Dynamic
b. Bearing load direction
c. Journal/housing movement
d. Revolutions
e. Cooling used.
The compactness of engines and the engine ratings influence the magnitude of
the specific load on the bearing and make the correct choice of bearing metals,
production quality and, in certain bearings, the application of overlayer necessary.
(See Item 3., ‘Overlayers’).
Scraping of the bearing surfaces is not advisable, except in those repair situ-
ations mentioned in Items 7.7 and 7.10. It is strongly recommended to contact
MAN B&W Diesel for advice before starting any repairs, as incorrect scraping has
often proved to have an adverse effect on the sliding properties of the bearing, and
has resulted in damage.
2. Bearing Metals
2.1 Tin based White Metal
Tin-based white metal is an alloy with minimum 88% tin (Sn), the rest of the alloy
composition is antimony (Sb), copper (Cu), cadmium (Cd) and small amounts of
other elements that are added to improve the fineness of the grain structure and
homogeneity during the solidification process. This is important for the load carry-
ing and sliding properties of the alloy. Lead (Pb) content in this alloy composition
is an impurity, as the fatigue strength deteriorates with increasing lead content,
which should not exceed 0.2 % of the cast alloy composition.
2.2 Tin Aluminium (AlSn40)

Tin aluminium is a composition of aluminium (Al) and tin (Sn) where the tin is
trapped in a 3-dimensional mesh of aluminium. AlSn40 is a composition with 40%
tin. The sliding properties of this composition are very similar to those of tin based
white metal but the loading capacity of this material is higher than tin based white
metals for the same working temperature; this is due to the ideal combination of
tin and aluminium, where tin gives the good embedability and sliding properties,
while the aluminium mesh functions as an effective load absorber.
MAN B&W Diesel A/S
708-01 Bearings
3. Overlayers
An overlayer is a thin galvanic coating of mainly lead (Pb) and tin (Sn), which is
applied directly on to the white metal or, via a thin galvanically applied intermediate
layer of either Ag or Ni, on to the tin aluminium sliding surface of the bearing. The
overlayer is a soft and ductile coating, its main objective is to ensure good embed-
ability and conformity between the bearing sliding surface and the pin surface ge-
ometry. Overlayer is mainly used in XH-bearing design
4. Flashlayer, Tin (Sn)

A flash layer is a 100% tin (Sn) layer which is applied galvanically; the thickness
of this layer is only a few µm. The coating of tin flash is applied all over and func-
tions primarily to prevent corrosion (oxidation) of the bearing. The tin flash also
functions as an effective dry lubricant when new bearings are installed and when
the crankshaft is turned.
5. Bearing Design (Plates 70801, 70802, 70803, 70804)

Plain bearings for MC engines are manufactured as steel shells with a sliding sur-
face of white metal or tin aluminium with or without overlayer/flash layer. Tin alu-
minium bearings are always of the thin shell design while the white metal bearings
can either be of the thick shell or thin shell design.
The bearing surface is furnished with a centrally placed oil supply groove and oth-
er design features such as smooth run-outs, oil wedges and/or bore reliefs.
5.1 Smooth Runout of Oil Groove (Plates 70801, 70802, 70804, Fig. B-B)
A smooth runout is the transition geometry between the circumferential oil supply
groove and the bearing sliding surface. This special oil groove transition geometry
prevents an oil scraping effect and reduces the resistance to the flow of oil towards
the loaded area of the bearing (Main bearing Plates 70801, 70802 and crankpin
bearing Plate 70804).
5.2 Bore Relief (Plates 70801, 70802, 70804, Fig. A-A)

The bearing sliding surface is machined at the mating faces of the upper and lower
shells to create bore reliefs. Their main objective is to compensate for misalign-
ments which could result in a protruding edge (step) of the lower shell’s mating
face to that of the upper shell. Such a protruding edge can act as an oil scraper
and cause oil starvation. Main bearing (Plates 70801, 70802), and crankpin bear-
ing (Plate 70804).
MAN B&W Diesel A/S
Bearings 708-01
5.3 Axial Oil Grooves and Oil Wedges (Plates 70803, 70806, Fig. A-A)
Oil grooves and wedges have the following functions:
1. To enance the oil distribution over the load carrying surfaces.

(The tapered areas give improved oil inlet conditions).
2. Especially in the case of crosshead bearings (Plate 70803) – to assist the for-
mation of a hydrodynamic oil film between the load carrying surfaces.
3. To provide oil cooling (oil grooves).
In order to perform these functions, the oil must flow freely from the lubricating
grooves, past the oil wedges, and into the supporting areas – where the oil film car-
ries the load.
5.4 Thick Shell Bearings (Plate 70801)

This type of bearing has a steel back with the required stiffness
1. To ensure against distortion of the sliding surface geometry, and

2. To support the cast-on white metal in regions where the shell lacks support,
for example in the area of the upper shell mating faces.
The top clearances in this bearing design are adjusted with shims, while the side
clearances are a predetermined result of the summation of the housing bore, shell
wall thickness, journal tolerances, and the influence of the staybolt tensioning
force which deforms the bedplate around the bearing assembly.
Thick shell bearings are typically 30-60 mm thick and used for main bearings only.
5.5 Thin Shell Bearings (Plate 70802)

Thin shell bearings have a wall thickness between 2% and 2.5% of the journal di-
ameter. The steel back does not have the sufficient stiffness to support the cast-
on bearing metal alone. The bearing must therefore be supported rigidly over its
full length. This type of bearing is manufactured with a circumferential overlength
(crush/nip) which, when the shells are mounted and tightened up, will produce the
required radial pressure between the shell and the bearing housing.
The top and side clearance in this bearing is predetermined and results from a
summation of the housing bore, shell wall thickness, journal/pin diameter toleranc-
es and, for main bearings, the deformation of the bedplate from the staybolt ten-
sioning force.
5.6 Top Clearance

Correct top clearance in main bearings, crankpin bearings, and crosshead bear-
ings is a balance between sustaining the required oil flow through the bearing,
hence stabilizing the bearing temperature at a level that will ensure the fatigue
strength of the bearing metal and having a geometry, which enhances a proper oil
film build-up and maintenance.
MAN B&W Diesel A/S
708-01 Bearings
Too high top clearance is often the cause of fatigue cracks.
The bearings are checked in general by measuring the top clearances.
In service, top clearance measurements can be regarded:
1. as a check of the correct re-assembly of the bearing.

For new bearings the clearances should lie within the limits specified in the
maintenance manual (see Volume II, 904 and 905).
2. as an indicator to determine the condition of the bearing at a periodic check
without opening up, see Item 7.1, ‘Check without Opening up’.
In both cases, it is vital that the clearance values from the previous check are avail-
able for comparison. Therefore, it is necessary to enter clearances in the engine
log book with the relevant date and engine service hours (see e.g. Plate 70814).
The initial clearances can be read from the testbed results
5.7 Wear
Bearing wear is negligible under normal service conditions, see Item 7.8, ‘Bearing
Wear Rate’. Excessive wear is due to abrasive or corrosive contamination of the
system oil which will affect the roughness of the journal/pin and increase the wear
rate of the bearing.
5.8 Undersize Bearings

1. Crankpin bearings are thin shell bearings. Due to relatively long production
time, the engine builder has a ready stock of semi-produced shells (blanks)
that covers a range from nominal diameter to 3 mm undersize, see also Item
6.4, ‘Undersize Journals/Pins’. Semi-produced shells for journals with under-
sizes lower than 3 mm are not stocked as standard. Furthermore, undersizes
lower than 3 mm can also involve modification such as the bolt tension, hy-
draulic tool, etc.
For advice on the application of undersize bearings, it is recommended to
contact MAN B&W Diesel.
2. The main bearings for the MC engine series can be of the thick or thin shell
type (see 70801, 70802); the information under point 1 is also valid here.
3. Crosshead bearings are only available as standard shells, as the recondition-
ing proposal for offset grinding of the pin (refer to 6.4 2.b) facilitates the use
of standard shells.
It is recommended to contact MAN B&W Diesel for advice on such recondi-
tioning.
6. Journals/Pins
6.1 Surface Roughness
Journal/pin surface roughness is important for the bearing condition.
Increased surface roughness can be caused by:
MAN B&W Diesel A/S
Bearings 708-01
1. Abrasive damage due to contamination of the system oil.

See also Item 7.4.2.
2. Corrosive damage due to sea water or other contamination of the system oil
(acidic) or oxidation of the journals due to condensate. See also Item 7.4.2.
3. Spark erosion (only known in main bearings). See also Item 6.2, ‘Spark Ero-
sion’.
4. Scratches caused by manhandling.
With increasing journal/pin roughness, a level will be reached where the oil film
thickness is no longer sufficient, causing metal contact between journal/pin and
the bearing sliding surface. This will cause bearing metal to adhere to the journal/
pin, giving the surface a silvery white appearance. When such a condition is ob-
served, the journal/pin must be reconditioned by polishing, and the roughness of
the surface made acceptable. In extreme cases, the journal/pin must be ground to
an undersize (see Item 6.4, ‘Undersize Journals/Pins’).
6.2 Spark Erosion

Spark erosion is caused by a voltage discharge between the main bearing and
journal surface.
The cause of the potential is the development of a galvanic element between the
ship’s hull, sea water, and the propeller shaft/crankshaft.
The oil film acts as a dielectric. The puncture voltage in the bearing depends on
the thickness of the oil film.
Since the hydrodynamic oil film thickness varies through a rotation cycle, the dis-
charge will take place at roughly the same instant during each rotation cycle, i.e
when the film thickness is at its minimum. The roughening will accordingly be con-
centrated in certain areas on the journal surface.
In the early stages, the roughened areas can resemble pitting erosion – but later,
as the roughness increases, the small craters will scrape off and pick up bearing
metal – hence the silvery white appearance.
Therefore, to ensure protection against spark erosion, the potential level must be
kept at maximum 80 mV, which is feasible with a high efficiency earthing device.
If an earthing device is installed, its effectiveness must be checked regularly.
Spark erosion has only been observed in main bearings and main bearing jour-
nals. Regarding repair of the journals, see Item 7.11, ‘Repairs of Journals/Pins’.
The condition of the bearings must be evaluated to determine whether they can be
reconditioned or if they have to be discarded. It is recommended to contact MAN
B&W Diesel if advice is required.
6.3 Surface Geometry

Surface geometry defects such as lack of roundness, conicity and misalignment
may give rise to operational difficulties. Such abnormal cases of journal/pin geom-
MAN B&W Diesel A/S
708-01 Bearings
etry and misalignment may occur after a journal grinding repair.

It is recommended to contact MAN B&W Diesel for advice.
6.4 Undersize Journals/Pins

In case of severe damage to the journal, it may become necessary to recondition
the journal/pin by grinding to an undersize. The final undersize should as far as
possible be selected as a half or full millimetre. This is advisable in order to simplify
production and availability of undersize bearings, as for example in the following
cases:
1. Main and crankpin journals can be ground to 3 mm undersize; undersize jour-

nals below this value require special investigations of the bearing assembly.
2. In service, crossheads pins can be:
a. Polished to (Dnominal – 0.15 mm) as the minimum diameter.
b. Offset to a maximum of 0.3 mm and ground.
In both cases, since standard bearings are used, the bearing top clearance
will increase depending on the surface condition of the pin to be recondi-
tioned. The offset value used for grinding must be stamped clearly on the pin.
7. Practical Information
7.1 Check without Opening up
Follow the check list in accordance with the programme stated in Vol. II ‘Mainte-
nance’, 904 and 905. Enter the results in the engine log book. See also Item 7.12,
‘Inspection of Bearings’.
1. Stop the engine and block the main starting valve and the starting air distrib-
utor.
2. Engage the turning gear.
3. Just after stopping the engine, while the oil is still circulating, check that uni-
form oil jets appear from all the oil outlet grooves in the crosshead bearing
lower shell and the guide shoes.
4. Turn the crankthrow for the relevant cylinder unit to a suitable position and
stop the lube oil circulating pump (it is recommended to trial the engine for
½-1 hr with the pumps off to let the oil drip off).
5. a. Check the top clearance with a feeler gauge. The change in clearances
must be negligible when compared with the readings from the last inspec-
tion (overhaul). If the total increase in top clearance as from new is be-
yond the tolerance, the bearing should be inspected.
b. For guide shoe and guide strip clearances and checking procedure, see
Vol. II: ‘Maintenance’, 904.
MAN B&W Diesel A/S
Bearings 708-01
6. Examine the sides of the bearing shell, guide shoes and guide strips, and
check for squeezed-out or loosened metal; also look for bearing metal frag-
ments in the oil pan, see item Volume II, ‘Maintenance’, 905.
7. In the following cases, the bearings must be dismantled for inspection, see
Item 7.2, ‘Open up Inspection and Overhaul’.
a. Bearing running hot.
b. Oil flow and oil jets uneven, reduced or missing.
c. Increase of clearance since previous reading larger than 0.05 mm.
See also Item 7.8, ‘Bearing Wear Rate’.
d. Bearing metal squeezed out, dislodged or missing at the bearing, guide
shoe or guide strip ends.
If Item 7.a has been observed excessively in crosshead bearings or crankpin bear-
ings, measure the diameter of the bearing bore in several positions. If the diameter
varies by more than 0.06 mm, send the connecting rod complete to an authorised
repair shop.
If Items 7.a, 7.c or 7.d are observed when inspecting main bearings, we will rec-
ommend to inspect the two adjacent bearing shells, to check for any abnormalities.
7.2 Open up Inspection and Overhaul (Plates 70810)
Record the hydraulic pressure level when the nuts of the bearing cap
go loose.
Carefully wipe the running surfaces of the pin/journal and the bearing shell with a
clean rag. Use a powerful lamp for inspection.
Assessment of the metal condition and journal surface is made in accordance with
the directions given below. The results should be entered in the engine log book.
See also Item 7.12, ‘Inspection of Bearings’.
7.3 Types of Damage

The overlayer and bearing metal can exhibit the following types of damage.
1. Tearing of the overlayer (XH bearings) is due to substandard bonding. The

damage is not confined to specific areas of the bearing surface. The bearing
metal/intermediate layer in the damaged area is seen clearly with a sharply
defined overlayer border. This defect is regarded mainly as a cosmetic defect,
if it is confined to small areas of the bearing surface without interconnection.
For tin-aluminium bearings, the total area where the intermediate

layer is exposed due to overlayer tearing, wiping or wear must not
exceed the maximum limit given in Table 1 on Plate 70811.
Whether the intermediate layer is exposed can be determined if the layer is Ni

(for Daido produced bearings) with a knife test, as the knife will leave only a
faint or no cut mark in the intermediate layer.
MAN B&W Diesel A/S
708-01 Bearings
2. Wiping of overlayer manifests itself by parts of the overlayer being smeared

out. Wiping of overlayer can take place when running-in a new bearing; how-
ever, if the wiping is excessive, the cause must be found and rectified. One of
the major causes of wiping is pin/journal surface roughness and scratches.
See also the ‘Note’ above.
3. Bearing metal wiping is due to metal contact between the sliding surfaces
which causes increased frictional heat, resulting in plastic deformation (wip-
ing) (see Item 7.4, ‘Causes of Wiping’). See also Item 7.10.2.
Moderate wiping during the running-in stage is normal, and is considered as
a “cosmetic” problem.
7.4 Causes of Wiping

1. Hard contact spots, e.g. originating from:
a. Defective pin/journal, bearing, or crosshead guide surfaces.
b. Scraped bearing or guide shoe surfaces.
c. Hard particles trapped between the housing bore and the back
of the shell.
d. Fretting on the back of the shell and in the housing bore.
2. Increased pin/journal surface roughness.
In most cases the increase in roughness will have occurred in service, and is
attributed to:
a. Hard particle ingress:
Hard particle ingress may be due to the malfunction of filters and/or cen-
trifuges or loosened rust and scales from the pipings. Therefore, always
pay careful attention to oil cleanliness.
b. Corrosive attack:
· If the oil develops a weak acid.
· If strong acid anhydrides are added to the oil which, in combination with
water, will develop acid.
· If the salt water content in the lube oil is higher than 1%. The water will
attack the bearing metal, and result in the formation of a very hard
black tin-oxide encrustation (SnO) which may scratch and roughen the
pin surface. The formation of tin oxide is intensified by rust from the bot-
tom tank. Therefore, keep the internal surface, especially the “ceiling”,
clean.
3. Inadequate lube oil supply.
4. Misalignment.
7.5 Cracks
Crack development is a fatigue phenomenon due to increased dynamic stress lev-
els in local areas of the bearing metal.
MAN B&W Diesel A/S
Bearings 708-01
In the event of excessive local heat input, the fatigue strength of the bearing metal
will decrease, and thermal cracks are likely to develop even below the normal dy-
namic stress level.
A small cluster of hairline cracks develops into a network of cracks. At an ad-

vanced stage, increased notch effect and the influence of the hydrodynamic oil
pressure will tear the white metal from the steel back and produce loose and dis-
lodged metal fragments.
7.6 Cause for Cracks

1. Insufficient strength of the bonding between the white metal and the steel
back (tinning or casting error).
2. Crack development after a short working period may be due to a misalignment
(e.g. a twist between the bearing cap and housing) or geometric irregularities
(e.g. a step between the contact faces of the bearing shell, or incorrect oil
wedge geometry).
3. High local loading: for example, if, during running-in, the load is concentrated
on a few local high spots of the white metal.
Bearings with cracks can only be repaired temporarily depending

on the extent of the damage.
7.7 Repair of Oil Transitions (Wedges, tangential run out and bore relief)
It is strongly recommended to contact MAN B&W Diesel for advice

before starting any repairs. (See also Item 1., ‘General Bearing
Requirements and Criteria’.)
Formation of sharp ridges or incorrect inclination of the transition to the bearing
surface will seriously disrupt the flow of oil to the bearing surface, causing oil star-
vation at this location.
Oil transitions are reconditioned by carefully cleaning for accumulated metal with
a straight edge or another suitable tool. Oil wedges should be rebuilt to the re-
quired inclination (maximum 1/100) and length, see Plate 70803.
Check the transition geometries before installing the bearings,

see Item 13., ‘Check of Bearings before Installation’.
7.8 Bearing Wear Rate

The reduction of shell thickness in the loaded area of the main, crankpin and
crosshead bearing in a given time interval represents the wear rate of the bearing.
Average bearing wear rate based on service experience is 0.01 mm/10,000 hrs.
As long as the wear rate is in the region of this value, the bearing function can be
regarded as normal. See also Item 7.1, ‘Check without Opening up’, point 7.c.).
MAN B&W Diesel A/S
708-01 Bearings
For white metal crosshead bearings, the wear limit is confined to about 50% re-
duction of the oil wedge length, see Plate 70803. Of course, if the bearing surface
is still in good shape, the shell can be used again after the oil wedges have been
extended to normal length. Check also the pin surface condition, see Items 6.1,
‘Surface Roughness’ and 7.9, ‘Surface Roughness (journal/pin)’.
For tin-aluminium crosshead bearings, see the ‘Note’ in Item 7.3.1.
For further advice, please contact MAN B&W Diesel A/S.
7.9 Surface Roughness (journal/pin)

1. Limits to surface roughness
The surface roughness of the journal/pin should always be within
the specified limits.
a. For main and crankpin journals: 0.4 Ra AlSn 40-layer
· New journals 0.8 Ra WM-layer
· Roughness approaching 1.6 Ra WM-layer
(journal to be reconditioned) 0.8 Ra AlSn 40-layer
b. For crosshead pins: +
+ Scratches
· New or repolished 0.05 Ra OK
· Acceptable in service 0.05-0.1 Ra

· Repolishing if higher than 0.1 Ra
3. Determination of the pin/journal roughness 120°
Measure the roughness with an electronic roughness tester, or

Evaluate the roughness with a Ruko tester, by comparing the surface of the
pin/journal with the specimens on the Ruko tester. When performing this test,
the pin surface and the Ruko tester must be thoroughly clean and dry. Hold
the tester close to the surface and compare the surfaces. If necessary, use
your finger nail to run over the pin/journal surface and the Ruko specimens to
compare and determine the roughness level.
7.10 Repairs of Bearings on the Spot
It is recommended to contact MAN B&W Diesel for advice before start-

ing any repairs. See also Item 1., ‘General Bearing Requirements and
Criteria’).
1. Overlayer wiping
a. Overlayer wiping and moderate tearing in crosshead bearing lower shells
is not serious, and is remedied by careful use of a scraper. However, see
the ‘Note’ in Item 7.3.1.
b. Hard contact on the edges of crosshead bearings is normally due to gal-
vanic build-up of the overlay. This is occasionally seen when inspecting
newly installed bearings and is remedied by relieving these areas with a
straight edge or another suitable tool.
MAN B&W Diesel A/S
Bearings 708-01
2. Bearing metal squeezed out or wiped:

a. The wiped metal can accumulate in the oil grooves/ wedges, run-out or
bore relief where it forms ragged ridges. Such bearings can normally be
used again, provided that the ridges are carefully removed with a suitable
scraping tool and the original geometry is re-established (see Item 7.7,
‘Repair of Oil Transitions’). High spots on the bearing surface must be
levelled out by light cross-scraping.
b. In cases of wiping where the bearing surface geometry is to be re-estab-
lished, it is important:
· to assess the condition of the damaged area and, if found
necessary, to check the bearing surface for hairline cracks
under a magnifying glass and with a penetrant fluid, if necessary.
· to check the surface roughness of the journal/pin.
c. In extreme cases of wiping, the oil wedges in the crosshead bearing may
disappear. In that event, the shell should be replaced.
3. For evaluation and repair of spark erosion damage, refer to Item 6.2, ‘Spark
Erosion’.
4. Cracked bearing metal surfaces should only be repaired temporarily. The
bearing must be replaced (see Items 7.5, ‘Cracks’ and 7.6, ‘Cause for
Cracks’).
7.11 Repairs of Journals/Pins

1. Crosshead pins
Pin surface roughness should be better than 0.1 Ra (see Item 7.9, ‘Surface
Roughness (journal/pin)’). If the Ra value is higher than 0.1 µm, the pin can
often be repolished on the spot, as described below. If the pin is also
scratched, the position and extent of the scratched areas must be evaluated.
If there are also deep scratches, these must be levelled out carefully with
hardbacked polishing paper, or similar, before the polishing process is start-
ed.
Use a steel ruler, or similar, to support the polishing paper, as the finger-
tips are too flexible.
The surface roughness not counting in scratches after polishing should be

0.05 Ra in the 120° crown. The upper 240° can be accepted up to an average
roughness of 0.2 Ra including scratches.
The following methods are recommended for repolishing on the spot.
a. Polishing with microfinishing film

The polishing process is carried out with a “microfinishing film”, e.g. 3M
aluminium oxide (30 micron and 15 micron), which can be recommended
as a fairly quick and easy method, although to fully reestablish the pin
surface it will often be necessary to send the crosshead ashore.
MAN B&W Diesel A/S
708-01 Bearings
The microfinishing film can be slung around the pin and drawn to and fro
by hand and, at the same time, moved along the length of the pin, or it is
drawn with the help of a hand drilling machine; in this case, the ends of
the microfilm are connected together with strong adhesive tape or glued
together.
b. Braided hemp rope method
This method is executed with a braided hemp rope and jeweller’s rouge.
Before the rope is applied all frontending scratches must be removed with
fine emery cloth as per 7.11.1.
A mixture of polishing wax and gas oil (forming an abrasive paste of a
suitably soft consistency) is to be applied to the rope at regular intervals.
During the polishing operation, the rope must move slowly from one end
of the pin to the other.
The polishing is continued until the roughness measurement proves that
the surface is adequately smooth (see Item 7.9).
This is a very time consuming operation and, depending on the surface
roughness in prior, about three to six hours may be needed to complete
the polishing.
2. Journals (Main and crankpin journals)
a. The methods for polishing of crosshead pins can also be used here, and
method a) Polishing with microfinishing film, will be the most suitable
method. A 30 micron microfinishing film is recommended here or 220-270
grade emery cloth of a good quality.
b. Local damage to the journal can also be repaired. The area is to be
ground carefully and the transitions to the journal sliding surface are to be
rounded carefully and polished. We recommend to contact MAN B&W
Diesel for advice before such a repair is carried out. But as temporary re-
pair the ridges must be filed or ground to level.
7.12 Inspection of Bearings

Regarding check of bearings before installation, see item 13., ‘Check of Bearings
before Installation’.
For the ship’s own record and to ensure the correct evaluation of the bearings
when advice is requested from MAN B&W Diesel, we recommend to follow the
guidelines for inspection, which are stated in Plates 70810 – 70815.
See the example of an Inspection Record on Plate 70814.
8. Crosshead Bearing Assembly (See Vol. III, ‘Components’, Plate 90401)
8.1 Bearing Type

The type of bearing used in the crosshead assembly is a thin shell (insert) bearing
(see Item 5.5, ‘Thin Shell Bearings’). The lower shell is a trimetal shell, i.e. the shell
is composed of a steel back with cast-on white metal and an overlayer coating.
MAN B&W Diesel A/S
Bearings 708-01
See also Item 3, ‘Overlayers’. The upper shell is a bimetal shell, as it does not have
the overlayer coating; both the upper and lower shells are protected against cor-
rosion with tin flash (see Item 4, ‘Flashlayer, Tin (Sn)’). The upper part can also be
cast into the bearing cap.
8.2 Bearing Function and Configuration

Because of the oscillating movement and low sliding speed of the crosshead bear-
ing, the hydrodynamic oil film is generated through special oil wedges (see Item
5.3, ‘Axial Oil Grooves and Oil Wedges’) on either side of the axial oil supply
grooves situated in the loaded area of the bearing. The oil film generated in this
manner can be rather thin. This makes the demands for pin surface roughness
and oil wedge geometry important parameters for the assembly to function. A fur-
ther requirement is effective cooling which is ensured by the transverse oil
grooves. The pin surface is superfinished (see Item 7.9 1.b). The lower shell is
most often executed with a special surface geometry (embedded arc) which ex-
tends over a 120 degree arc, and ensures a uniform load distribution on the bear-
ing surface in contact with the pin. The lower shell is coated with an overlayer (see
Item 3., ‘Overlayers’), which enables the pin sliding geometry to conform with the
bearing surface in the embedded arch area.
Another geometry execution is the “Single bore” geometry, which depends on a

fully positive yet small clearance. With “Single bore” the overlayer is omitted.
9. Main Bearing Assembly

The MC engine series can be equipped with “Thick shell bearings” (Item 5.5) or
“Thin shell bearings” (Item 5.4).
The bearing type, i.e. “thick shell” or “thin shell” determines the main bearing hous-
ing assembly described below (see table of installed bearing types, Plate 70801,
and housing assemblies, Plate 70805).
9.1 The Thick Shell Bearing Assembly (Plate 70805, Fig. 1)
The tensioning force of a thick shell bearing assembly (Fig. 1) is transferred from
the bearing cap (pos. 1) to the upper shell (pos. 2) and via its mating faces to the
lower shell (pos. 3).
The bearing bore is equipped with the following geometry:
1. central oil supply groove and oil inlet in the upper shell which ends in a sloping
run-out (Item 5.1) in both sides of the lower shell, see Plate 70801.
2. the bearing bore is furnished with a bore relief (Item 5.2) at the mating faces
of the upper and lower shell, see Plate 70801.
9.2 The Thin Shell (Insert Bearing) Bearing Assembly (Plate 70805, Fig. 2)
This is a rigid assembly (Fig. 2). The bearing cap (pos. 1) which has an inclined
vertical and horizontal mating face, is wedged into a similar female geometry in the
MAN B&W Diesel A/S
708-01 Bearings
bedplate (pos. 2), which, when the assembly is pretensioned, will ensure a positive
locking of the cap in the bedplate.
The lower shell is positioned by means of screws (Pos. 3). During mounting of the
lower shell it is very important to check that the screws are fully tightened to the
stops in the bedplate. This is to prevent damage to the screws and shell during
tightening of the bearing cap. See also Vol. II, Maintenance, 905.
See also Item 5.5, ‘Thin Shell Bearings’ earlier in this section. For information re-
garding inspection and repair, see Item 7, ‘Practical Information’.
10. Crankpin Bearing Assembly (See Vol. III, ‘Components’, Plate 90401)
This assembly is equipped with thin shells, and has two or four tensioning studs,
depending on the engine type. Crankpin bearing assemblies with four studs must
be tensioned in parallel, for example first the two forward studs and then the two
aftmost studs; the tensioning may be executed in two or three steps. If four hydrau-
lic jacks are available only one step is necessary plus check-step.This procedure
is recommended in order to avoid a twist (angular displacement) of the bearing
cap to the mating face on the connecting rod.
The oil supply groove transition to the bearing sliding surface is similar to that of
the main bearing geometry. For information regarding inspection and repair, see
Item 7, ‘Practical Information’.
11. Guide Shoes and Guide Strips (Plate 70806)

(See also Vol. III, ‘Components’, Plate 90401)
1. The guide shoes, which are mounted on the fore and aft ends of the cross-
head pins, slide between guides and transform the translatory movement of
the piston/piston rod via the connecting rod into a rotational movement of the
crankshaft.
The guide shoe is positioned relative to the crosshead pin with a positioning
pin screwed into the guide shoe, the end of the positioning pin protrudes into
a hole in the crosshead pin and restricts the rotational movement of the cross-
head pin when the engine is turned with the piston rod disconnected.
The guide strips are bolted on to the inner side of the guide shoes and ensure
the correct position of the piston rod in the fore-and-aft direction. This align-
ment and the clearance between the guide strips and guide is made with
shims between the list and the guide shoe.
The sliding surfaces of the guide shoes and guide strips are provided with
cast-in white metal and furnished with transverse oil supply grooves and
wedges (see Item 5.3, ‘Axial Oil Grooves and Oil Wedges’, Plate 70806).
For inspection of guide shoes and guide strips, see Item 7.1, 7.3.3 and 7.4.1
a) and b) and Vol. II, ‘Maintenance’, 904.
MAN B&W Diesel A/S
Bearings 708-01
12. Thrust Bearing Assembly (Plate 70807)

The thrust bearing is a tilting-pad bearing of the Michell type. There are eight pads
(segments) or more placed on each of the forward and aft sides of the thrust collar.
They are held in place circumferentially by stoppers. The segments can be com-
pared to sliding blocks and are pivoted in such a manner that they can individually
take up the angle of approach necessary for a hydrodynamic lubricating wedge.
The lubricating/cooling oil is sprayed directly on to the forward and aft sides of the
thrust collar by means of nozzles positioned in the spaces between the pads. The
nozzles are mounted on a semicircular delivery pipe.
For clearances and max. acceptable wear, see Vol. II, ‘Maintenance’, 905-3.
13. Check of Bearings before Installation (Plate 70829)

Clean the bearing shells thoroughly before inspecting.
13.1 Visual Inspection

1. Check the condition of the bearing surfaces for impact marks and burrs.
Repair by scraping if necessary.
2. Check that the transition between the bore relief and the bearing sliding sur-
face is smooth.
13.2 Check Measurements

Place the shell freely, as illustrated in Plate 70829, Fig. 1.
Measure the crown thickness, with a ball micrometer gauge. Measure in the centre
line of the shell, 15 millimetres from the forward and aft sides.
Record the measurements as described in Item 7.12, ‘Inspection of Bearings’ and

Plates 70810 – 70815.
This will facilitate the evaluation of the bearing wear during later overhauls.
13.3 Cautions
As bearing shells are sensitive to deformations, care must be taken during han-
dling, transport and storage, to avoid damaging the shell geometry and surface.
The shells should be stored resting on one side, and be adequately protected
against corrosion and mechanical damage.
Preferably, keep new bearing shells in the original packing, and check that the
shells are in a good condition, especially if the packing shows signs of damage.
During transport from the store to the engine, avoid any impacts which could affect
the shell geometry.
MAN B&W Diesel A/S
708-01 Bearings
14. Camshaft Bearing Assembly (Plate 70808)
The camshaft bearing assemblies are positioned between the exhaust and fuel
cams of the individual cylinder units. The bearing assembly is of the unders-
lung design, i.e. the shaft rests in rigid bearing caps that are bolted from below
to the horizontal face in the cam housings. The correct position of the caps is
ensured by dowel pins.
The bearings used are of the thin shell type without overlayer (Item 5.5) and
the shell configuration can be:
1. a two-shell assembly (upper and lower shell), Plate 70808, Fig. 1.

2. a one-shell assembly (lower shell only), Plate 70808, Fig. 2.
In case 2 the mating faces of the lower shell rest against the horizontal partition
face in the cam housing. The wall thickness at the mating faces of the shell is
reduced to ensure that the inner surface of the shell is flush with the bore in the
cam housing.
The transition to the bearing sliding surface is wedge-shaped; this is to ensure

unrestricted oil supply to the bearing sliding surface.
The specific load in the camshaft bearings is low, and the bearings function
trouble free provided that the camshaft lub. oil/Uni-Lube system is well main-
tained, see Section 708-06. However, if practical information is needed, refer
to Item 7, ‘Check without opening up’ and ‘Open up inspection and overhaul’.
For clearances, please refer to Vol. II, ‘Maintenance’, 906.
MAN B&W Diesel A/S
Alignment of Main Bearings 708-02
1. Alignment
During installation of the engine, intermediate shaft and propeller shaft, the yard
aims to carry out a common alignment, to ensure that the bearing reactions are
kept within the permitted limits, with regard to the different factors which influence
the vessel and engine during service.
Factors like the ship’s load condition, permanent sag of the vessel, movements in
sea, wear of bearings etc., makes it necessary to regularly check the alignments:
– Main bearings, see Items 2.1-2.4

– Engine bedplate, see Item 2.5
– Shafts, see Item 2.6.
2. Alignment of Main Bearings (Plates 70816, 70817)

The bearing alignment can be checked by deflection measurements (autolog) as
described in the following Section.
Example; If two adjacent main bearings at the centre of the engine are placed too
high, then at this point the crankshaft centreline will be lifted to form an arc. This
will cause the intermediate crank throw to deflect in such a way that it “opens”
when turned into bottom position and “closes” in top position.
Since the magnitude of such axial lengthening and shortening increases in propor-
tion to the difference in the height of the bearings, it can be used as a measure of
the bearing alignment.
2.1 Deflection Measurements (autolog) (Plate 70816)
As the alignment is influenced by the temperature of the engine and the load con-
dition of the ship, the deflection measurements should, for comparison, always be
made under nearly the same temperature and load conditions.
It is recommended to record the actual jacket water and lub. oil temperatures and
load condition of the ship in Plate 70816.
In addition, they should be taken while the ship is afloat (i.e. not while in dry dock).
Procedure
Turn the crankpin for the cylinder concerned to Pos. B1, see Fig. 2, Plate 70816.
Place a dial gauge axially in the crank throw, opposite the crankpin, and at the cor-
rect distance from the centre, as illustrated in Fig. 1. The correct mounting position
is marked with punch marks on the crankthrow. Set the dial gauge to “Zero”.
Take the deflection readings at the positions indicated in Fig. 2.
MAN B&W Diesel A/S
“Closing” of the crankthrow (compression of the gauge) is regarded as negative

and “Opening” of the crankthrow (expansion of the dial gauge) is regarded as pos-
itive, see Fig. 1.
Since, during the turning, the dial gauge cannot pass the connecting rod at BDC,
the measurement for the bottom position is calculated as the average of the two
adjacent positions (one at each side of BDC).
When taking deflection readings for the two aftmost cylinders, the turning gear
should, at each stoppage, be turned a little backwards to ease off the tangential
pressure on the turning wheel teeth. This pressure may otherwise falsify the read-
ings.
Enter the readings in the table Fig. 3. Then calculate the BDC deflections, 1/2
(B1+B2), and note down the result in Fig. 4.
Enter total “vertical deflections” (opening – closing) of the throws, during the turn-
ing from bottom to top position in the table Fig. 5 (T-B).
2.2 Checking the Deflections (Plate 70817 and Shoptrial Report)

The results of the deflection measurements (see Plate 70816, Fig. 5) should be
evaluated with the testbed measurements (recorded by the engine builder in the
shoptrial report). If re-alignment has been carried out later on (e.g. following re-
pairs), the results from these measurements should be used.
Values of permissible “vertical deflections” etc. are shown in Plate 70817.
Deviation from earlier measurements may be due to:
– human error
– journal eccentricity
– floating journals, see Item 2.3 further on
– the causes mentioned in Item 2.4 further on
2.3 Floating Journals (See also Item 2.2 and Plate 70817)
Use a special bearing feeler gauge to investigate the contact between the main
bearing journals and the lower bearing shells. Check whether the clearance be-
tween journal and lower shell is zero.
If clearance is found between journal and lower bearing shell, the condition of the
shell must be checked and, if found damaged, it must be replaced.
The engine alignment should be checked and adjusted, if necessary.
To obtain correct deflection readings in case one or more journals are not in con-
tact with the lower shell, it is recommended to contact the engine builder.
MAN B&W Diesel A/S
If the deflection values are within limits and there is bottom clearance found, it is
possible to install an offset bearing to get a positive reaction.
2.4 Causes of Crankshaft Deflection

1. Excessive wear of main bearings
2. Displacement of bedplate (see ‘Piano Wire Measurements’)
3. Displacement of engine alignment and/or shafting alignment.
This normally manifests itself by large alteration in the deflection of the aft-
most crank throw (see Shafting Alignment).
2.5 Piano Wire Measurements. Bedplate Alignment

A 0.5 mm piano wire is stretched along each side of the bedplate.
The wire is loaded with 40 kp horizontal force.
At the centreline of each cross girder the distance is measured between the wire
and the machined faces of the bedplate top outside oil groove.
It will thus be revealed whether the latter has changed its position compared with
the reference measurement from engine installation.
This measurement requires special equipment available from MBD.
2.6 Shafting Alignment, Bearing Load, “Jack-up” Test

This can be checked by measuring the load at:
– the aftermost main bearing

– the intermediate shaft bearings (plummer blocks)
– in the stern tube bearing.
Taking these measurements normally requires specialist assistance.
As a reliable evaluation of the shafting alignment measurements requires a good

basis, the best obtainable check can be made if the yard or repairshop has carried
out the alignment based on precalculation of the bearing reactions.
MAN B&W Diesel A/S
MAN B&W Diesel A/S
Circulating Oil and Oil System 708-03
1. Circulating Oil (Lubricating and cooling oil)

Rust and oxidation inhibited engine oils, of the SAE 30 viscosity grade, should be
chosen.
In order to keep the crankcase and piston cooling space clean of deposits, the oils
should have adequate dispersancy/detergency properties.
Alkaline circulating oils are generally superior in this respect.
The international brands of oils listed below have all given satisfactory service in
one or more MAN B&W diesel engine installation(s).
Circulating oil
Company
SAE 30, TBN 5-10
Elf-Lub Atlanta Marine D3005
BP Energol OE-HT30
Castrol Marine CDX 30
Chevron Veritas 800 Marine
Exxon EXXMAR XA
Fina Fina Alcano 308
Mobil Mobilgard 300
Shell Melina 30/30S
Texaco Doro AR 30
The list must not be considered complete, and oils from other companies may be
equally suitable.
Further information can be obtained by contacting the engine builder or MAN B&W
Diesel A/S, Copenhagen.
2. Circulating Oil System (Plates 70818 and 70819)

Pump (4) draws the oil from the bottom tank and forces it through the lub. oil cooler
(5), the filter (6), (with an absolute fineness of minimum 50 µm (0.05 mm), corre-
sponding to a nominal fineness of approx. 30 µm at a retaining rate of 90%) and
thereafter delivers it to the engine via three flanges: Y, U and R.
Y. Via the camshaft booster pumps, oil is supplied to the camshaft bearings,
roller guides and exhaust valve actuators.
U. The main part of the oil is, via the telescopic pipe, sent to the piston cool-
ing manifold, where it is distributed between piston cooling and bearing
lubrication. From the crosshead bearings, the oil flows through bores in
the connecting rods, to the crankpin bearings.
R1. The remaining oil goes to lubrication of the main bearings, thrust bearing
and turbocharger if the system oil and camshaft oil are separate systems
MAN B&W Diesel A/S
R2. Common system oil system.

The relative amounts of oil flowing to the piston cooling manifold, and to the main
bearings, are regulated by the butterfly valve (7), or an orifice plate. The oil distri-
bution inside the engine is shown on Plate 70819.
Circulating Oil Pressure: See Chapter 701.
3. Circulating Oil Failure

3.1 Cooling Oil Failure
The piston cooling oil is supplied via the telescopic pipe fixed to a bracket on the
crosshead. From here it is distributed to the crosshead bearing, guide shoes,
crankpin, bearing and to the piston crown.
Failing supply of piston cooling oil, to one or more pistons, can cause heavy oil
coke deposits in the cooling chambers. This will result in reduced cooling, thus in-
creasing the material temperature above the design level.
In such cases, to avoid damage to the piston crowns, the cylinder loads should be
reduced immediately (see slow-down below), and the respective pistons pulled at
the first opportunity, for cleaning of the cooling chambers.
Cooling oil failure will cause alarm and slow-down of the engine.
See Section 701-02.
For CPP-plants with a shaft generator coupled to the grid, an auxiliary engine will
be started automatically and coupled to the grid before the shaft generator is dis-
connected and the engine speed reduced. See Plate 70311, ‘Sequence Diagram’.
After remedying a cooling oil failure, it must be checked (with the circulating oil
pump running) that the cooling oil connections in the crankcase do not leak, and
that the oil outlets from the crosshead, crankpin bearings, and piston cooling, are
in order.
3.2 Lubricating Oil Failure

If the lub. oil pressure falls below the pressures stated in Chapter 701, the engine’s
safety equipment shall reduce the speed to slow down level, respectively stop the
engine when the SHUT DOWN oil pressure level has been reached.
For CPP-plants with a shaft generator coupled to the grid, an auxiliary engine will
be started automatically and coupled to the grid before the shaft generator is dis-
connected and the engine speed reduced. See Plate 70311, ‘Sequence Diagram’.
Find and remedy the cause of the pressure drop.
Check for traces of melted white metal in the crankcase and oil pan.
“Feel over” 15-30 minutes after starting, again one hour later, and finally also after
reaching full load (see also Section 703-02).
MAN B&W Diesel A/S
Maintenance of the Circulating Oil 708-04
1. Oil System Cleanliness

In a new oil system, as well as in a system which has been drained owing to repair
or oil change, the utmost care must be taken to avoid the ingress and presence of
abrasive particles, because filters and centrifuges will only remove these slowly,
and some are therefore bound to find their way into bearings etc.
For this reason – prior to filling-up the system – careful cleaning of pipes, coolers
and bottom tank is strongly recommended.
2. Cleaning the Circulating Oil System

The recommendations below are based on our experience, and laid out in order
to give yards and operators the best possible advice regarding the avoidance of
mishaps to a new engine, or after a major repair.
The instruction given in this book is an abbreviated version of our flushing proce-
dure used prior to shoptrial. A copy of the complete flushing procedure is available
through MAN B&W or the engine builder.
2.1 Cleaning before filling-up

In order to reduce the risk of bearing damage, the normal careful manual cleaning
of the crankcase, oil pan, pipes and bottom tank, is naturally very important.
However, it is equally important that the system pipes and components, between
the filter(s) and the bearings, are also carefully cleaned for removal of “welding
spray” and oxide scales.
If the pipes have been sand blasted, and thereafter thoroughly cleaned or “acid-
washed”, then this ought to be followed by “washing-out” with an alkaline liquid,
and immediately afterwards the surfaces should be protected against corrosion.
In addition, particles may also appear in the circulating oil coolers, and therefore
we recommend that these are also thoroughly cleaned.
2.2 Flushing Procedure, Main Lub. Oil System

Regarding flushing of the camshaft lub. oil pipes:
Engines with Uni-lube system, see Section 708-07.
Engines without Uni-lube system, see Section 708-06.
Experience has shown that both during and after such general cleaning, airborne
abrasive particles can still enter the circulating oil system. For this reason it is nec-
essary to flush the whole system by continuously circulating the oil – while by-
passing the engine bearings, etc.
MAN B&W Diesel A/S
This is done to remove any remaining abrasive particles, and, before the oil is
again led through the bearings, it is important to definitely ascertain that the sys-
tem and the oil have been cleaned adequately.
During flushing (as well as during the preceding manual cleaning) the bear-
ings must be effectively protected against the entry of dirt.
The methods employed to obtain effective particle removal during the oil circula-
tion depend upon the actual plant installations, especially upon the filter(s) type,
lub. oil centrifuges and the bottom tank layout .
Cleaning is carried out by using the lub. oil centrifuges and by pumping the oil
through the filter. A special flushing filter, with fineness down to 10 μm, is often
used as a supplement to or replacement of the system filter.
The following items are by-passed by blanking off with special blanks:
a. The main bearings

b. The crossheads
c. The thrust bearing
d. The turbocharger(s) (MAN B&W, MET)
e. The axial vibration damper
f. The torsional vibration damper (if installed)
g. The moment compensators (if installed)
h. The chain drive
It is possible for dirt to enter the crosshead bearings due to the design of the open
bearing cap. It is therefore essential to cover the bearing cap with rubber shielding
throughout the flushing sequence.
As the circulating oil cannot by-pass the bottom tank, the whole oil content should
partake in the flushing.
During the flushing, the oil should be heated to 60-65°C and circulated using the
full capacity of the pump to ensure that all protective agents inside the pipes and
components are removed.
It is essential to obtain an oil velocity which causes a turbulent flow in the pipes
that are being flushed.
Turbulent flow is obtained with a Reynold number of 3000 and above.

V× D
Re = × 1000, where
V
Re = Reynold number
V = Average flow velocity (m/s)
v = Kinematic viscosity (cSt)
D = Pipe inner diameter (mm)
MAN B&W Diesel A/S
The preheating can be carried out, for instance, by filling the waterside of the cir-
culating oil cooler (between the valves before and after the cooler) with fresh water
and then leading steam into this space. During the process the deaerating pipe
must be open, and the amount of steam held at such a level that the pressure in
the cooler is kept low.
In order to obtain a representative control of the cleanliness of the oil system dur-
ing flushing, “control bags” are used (e.g. 100 mm wide by 400 mm long, but with
an area of not less than 1000 cm2, and made from 0.050 mm filter gauze). Propos-
als for checkbag housings are shown on Plate 70822.
To ensure cleanliness of the oil system after the filter, two bags are placed in the
system, one at the end of the main lub. oil line for the telescopic pipes, and one at
the end of the main lub. oil line for the bearings.
To ensure cleanliness of the oil itself, another bag is fed with circulating oil from a
connection stub on the underside of a horizontal part of the main pipe between cir-
culating oil pump and main filter. This bag should be fitted to the end of a 25 mm
plastic hose and hung in the crankcase.
At intervals of approx. two hours, the bags are examined for retained particles,
whereafter they are cleaned and suspended again, without disturbing the oil circu-
lation in the main system.
The oil flow through the ’’control bags’’ should be sufficient to ensure that they are
continuously filled with oil. The correct flow is obtained by restrictions on the bag
supply pipes.
The max. recommended pressure differential across the check bag is 1 bar, or in
accordance with information from the check bag supplier.
On condition that the oil has been circulated with the full capacity of the main
pump, the oil and system cleanliness is judged sufficient when, for two hours, no
abrasive particles have been collected.
As a supplement, and for reference during later inspections, we recommend that

in parallel to using the checkbag, the cleanliness of the lub. oil is checked by par-
ticle counting, in order to find particle concentration, size and type of impurities.
When using particle counting, flushing should not be accepted as being complete
until the cleanliness is found to be within the range in ISO 4406 level ≤19/15 (cor-
responding to NAS 1638, Class 10).
In order to improve the cleanliness, it is recommended that the circulating oil cen-
trifuges are in operation during the flushing procedure. The centrifuge preheaters
ought to be used to keep the oil heated to the proper level.
If the centrifuges are used without the circulating oil pumps running,
then they will only draw relatively clean oil, because, on account of low
oil velocity, the particles will be able to settle at different places within
the system.
MAN B&W Diesel A/S
A portable vibrator or hammer should be used on the outside of the lub. oil pipes
during flushing in order to loosen any impurities in the piping system. The vibrator
is to be moved one metre at least every 10 minutes in order not to risk fatigue fail-
ures in piping and welds.
A flushing log, see Plate 70823, is to be used during flushing and for later refer-
ence.
As a large amount of foreign particles and dirt will normally settle in the bottom tank
during and after the flushing (low flow velocity), it is recommended that the oil in
the bottom tank is pumped to a separate tank via a 10 μm filter, and then the bot-
tom tank is again cleaned manually. The oil should be returned to the tank via the
10 μm filter.
If this bottom tank cleaning is not carried out, blocking up of the filters can frequent-
ly occur during the first service period, because settled particles can be dispersed
again:
a. due to the oil temperature being higher than that

during flushing,
b. due to actual engine vibrations, and ship movements in
heavy seas.
Important: When only a visual inspection of the lub. oil is carried out, it is
important to realise that the smallest particle size which is detectable by the
human eye is approx. 0.04 mm.
During running of the engine, the lub. oil film thickness in the bearings becomes
as low as 0.005 mm or even lower. Consequently, visual inspection of the oil can-
not protect the bearings from ingress of harmful particles. It is recommended to in-
spect the lub. oil in accordance with ISO 4406.
3. Circulating Oil Treatment

3.1 General
Circulating oil cleaning, during engine operation, is carried out by means of an in-
line oil filter, the centrifuges, and possibly by-pass filter, if installed, as illustrated
on Plate 70818.
The engine as such consumes about 0.14 g/kWh of circulating lub. oil, which must
be compensated for by adding new lub. oil.
It is this continuous and necessary refreshing of the oil that will control the TBN
and viscosity on an acceptable equilibrium level as a result of the fact that the oil
consumed is with elevated figures and the new oil supplied has standard data.
In order to obtain effective separation in the centrifuges, it is important that the flow
rate and the temperature are adjusted to their optimum, as described in the follow-
ing.
MAN B&W Diesel A/S
3.2 The Centrifuging Process

Efficient oil cleaning relies on the principle that – provided the through-put is ade-
quate and the treatment is effective – an equilibrium condition can be reached,
where the engine contamination rate is balanced by the centrifuge separation rate
i.e.:
Contaminant quantity added to the oil per hour = contaminant quantity removed by
the centrifuge per hour.
It is the purpose of the centrifuging process to ensure that this equilibrium condi-
tion is reached, with the oil insolubles content being as low as possible.
Since the cleaning efficiency of the centrifuge is largely dependent upon the flow-
rate, it is very important that this is optimised.
The above considerations are further explained in the following.
3.3 The System Volume, in Relation to the Centrifuging Process

As mentioned above, a centrifuge working on a charge of oil will, in principle, after
a certain time, remove an amount of contamination material per hour which is
equal to the amount of contamination material produced by the engine in the same
span of time.
This means that the system (engine, oil and centrifuges) is in equilibrium at a cer-
tain level of oil contamination (Peq) which is usually measured as pentane insolu-
bles %.
In a small oil system (small vol- Pentane insolubles % Fig. 1

ume), the equilibrium level will
be reached sooner than in a Peq
large system (Fig. 1) – but the fi- Small
nal contamination level will be volume
the same for both systems – be-
cause in this respect the system Large volume
oil acts only as a carrier of con-
tamination material. Time
A centrifuge can be operated at

greatly varying flow rates (Q).
Practical experience has revealed Pentane insolubles % Fig. 2

that the content of pentane insolu- (difference, before/after centrifuge)
bles, before and after the centrifuge,
is related to the flow rate as shown in
Fig. 2.
Fig. 2 illustrates that the amount of

pentane insolubles removed will de-
crease with rising Q.
Q
100%
MAN B&W Diesel A/S
It can be seen that:
a. At low Q, only a small portion of the oil is passing the centrifuge/hour, but
is being cleaned effectively.
b. At high Q, a large quantity of oil is passing the centrifuge/hour, but the
cleaning is less effective.
Thus, by correctly adjusting the flow Pentane insolubles equilibrium level % Fig. 3
rate, an optimal equilibrium clean-
ing level can be obtained (Fig. 3).
This minimum contamination level

is obtained by employing a suitable
flow rate that is only a fraction of the min
stated maximum capacity of the
Q
centrifuge (see the centrifuge man- Q optimum 100%
ual).
3.4 Guidance Flow Rates

The ability of the system oil to “carry” contamination products is expressed by its
detergency/dispersancy level.
This means that a given content of contamination – for instance 1% pentane insol-
ubles – will, in a detergent oil, be present as smaller, but more numerous particles
than in a straight oil.
Furthermore, the particles in the detergent oil will be surrounded by additives,

which results in a specific gravity very close to that of the oil itself, thereby ham-
pering particle settling in the centrifuge.
This influences the position of the Pentane insolubles equilibrium level %

minimum in Fig. 3, as illustrated in Fig. 4
Fig. 4.
As can be seen, the equilibrium lev- Detergent oil

el in a detergent oil will be higher Straight mineral oil
than in a straight oil, and the opti-
mum flow rate will be lower.
Q
However, since the most important Qd Qs 100%
factor is the particle size (risk of
scratching and wear of the bearing journals), the above-mentioned difference in
equilibrium levels is of relatively minor importance, and the following guidance fig-
ures can be used:
In general,
a. the optimum centrifuge flow rate for a detergent oil is about
20-25% of the maximum centrifuge capacity,
b. whereas, for a straight oil, it is about 50-60%.
MAN B&W Diesel A/S
c. This means that for most system oils of today, which incorporate
a certain detergency, the optimum will be at about 30-40% of the
maximum centrifuge capacity.
The preheating temperature should be about 80°C.
4. Oil Deterioration
4.1 General
Oil seldom loses its ability to lubricate, i.e. to form an oil film which reduces friction,
but it can become corrosive.
If this happens, the bearing journals can be attacked, such that their surfaces be-
come too rough, and thereby cause wiping of the white metal.
In such cases, not only must the bearing metal be renewed, but also the journals
(silvery white from adhering white metal) will have to be re-polished.
Lubricating oil corrosiveness is either due to advanced oxidation of the oil itself
(Total Acid Number, TAN) or to the presence of inorganic acids (Strong Acid
Number, SAN). See further on in this Section.
In both cases the presence of water will multiply the effect, especially an influx of
sea water.
4.2 Oxidation of Oils

At normal service temperature the rate of oxidation is insignificant, but the follow-
ing three factors will accelerate the process:
4.2.A High Temperature

The temperature level will generally increase if the coolers are not effective.
Local high-temperature areas will arise in pistons, if circulation is not continued for
about 15 minutes after stopping the engine.
The same will occur in electrical preheaters, if circulation is not continued for 5
minutes after the heating has been stopped, or if the heater is only partly filled with
oil (insufficient venting).
4.2.B Air Admixture

Good venting of the bottom tank should be arranged.
The total oil quantity should be such that it is not circulated more than about 15-18
times per hour. This ensures that sufficient time exists for deaeration during the
period of “rest” in the bottom tank.
It is important that the whole oil content takes part in the circulation, i.e.
stagnant oil should be avoided.
MAN B&W Diesel A/S
4.2.C Catalytic Action

Oxidation will be considerably accelerated if oxidation catalysts are present in the
oil.
In this respect, wear particles of copper are especially bad, but also ferrous wear
particles and rust are active.
In addition, lacquer and varnish-like oxidation products of the oil itself have an ac-
celerating effect. Therefore, continuous cleaning is important to keep the “sludge”
content low.
As water will evaporate from the warm oil in the bottom tank, and condense on the
tank ceiling, rust is apt to develop here and fall into the oil, thereby tending to ac-
celerate oxidation. This is the reason for advocating the measures mention in Sec-
tion 702-01, concerning cleaning and rust prevention.
4.3 Signs of Deterioration

If oxidation becomes grave, prompt action is necessary because the final stages
of deterioration can develop and accelerate very quickly, i.e. within one or two
weeks.
Even if this seldom happens, it is prudent to be acquainted with the following signs
of deterioration, which may occur singly or in combinations.
· The sludge precipitation in the centrifuge multiplies.

· The smell of the oil becomes bad (acrid or pungent).
· Machined surfaces in crankcase become coffee-brown
(thin layer of lacquer).
· Paint in crankcase peels off, or blisters.
· Excessive carbon deposits (coke) are formed in piston cooling chambers.
In serious cases of oil deterioration, the system should be cleaned and flushed
thoroughly, before fresh oil is filled into it.
4.4 Water in the Oil

Water contamination of the circulating oil should always be avoided.
The presence of water, especially salt water, will:
· accelerate oil oxidation (tend to form organic and inorganic acids)

· tend to corrode machined surfaces and thereby increase the roughness
of bearing journals and piston rods, etc. (see e.g. Section 708-01).
· tend to form tin-oxide on white metal (see Section 708-01).
In addition, freshwater contamination can enhance the conditions for bacteriolog-
ical attack.
MAN B&W Diesel A/S
For alkaline oils, a minor increase in the freshwater content is not immediately det-
rimental, as long as the engine is running, although it should, as quickly as possi-
ble, be reduced again to below 0.2% water content.
If the engine is stopped with excess water in the oil, then once every hour, it should
be turned a little more than 1/2 revolution (to stop in different positions), while the
oil circulation and centrifuging (at preheating temperature) continue to remove the
water. This is particularly important in the case of sea water ingress.
Water in the oil may be noted by “dew” formation on the sight glasses, or by a
milky appearance of the oil.
Its presence can also be ascertained by heating a piece of glass, or a soldering

iron, to 200-300°C and immersing it in an oil sample. If there is a hissing sound,
water is present.
If a large quantity of (sea) water has entered the oil system, it may be profitable to
suck up sedimented water from the bottom of the tank. Taste the water for salt.
In extreme cases it may be necessary to remove the oil/water mixture, and clean
and/or flush the system, before filling up again with the cleaned oil, or the new oil.
4.5 Check on Oil Condition

As described in items 4.3 and 4.4, the on board surveillance of oil condition in-
volves keeping a check on:
· alterations in separated sludge amount

· appearance and smell of the oil
· “dew” on sight glasses
· lacquer formation on machined surfaces
· paint peeling and/or blistering
· “hissing” test
· carbon deposits in piston crown.
In addition to the above, oil samples should be sent ashore for analysis at least
every three months. The samples should be taken while the engine is running, and
from a test cock on a main pipe through which the oil is circulating.
Kits for rapid on-board analyses are available from the oil suppliers. However,
such kits can only be considered as supplementary and should not replace labo-
ratory analyses.
MAN B&W Diesel A/S
5. Circulating Oil: Analyses & Characteristic Properties

Used-oil analysis is most often carried out at oil company laboratories. It is normal
service for these to remark upon the oil condition, based upon the analysis results.
The report usually covers the following characteristics:
Guiding Limits
Property Remarks
for used oils
Oil Type Alkaline detergent (for 2-stroke engines)
Specific Gravity Usually 0.90-0.98. Mainly used for identification of the ± 5%
oil. (of initial value)
Viscosity The viscosity increases with oil oxidation, and also by
max. + 40%
contamination with cylinder oil, heavy fuel, or water. A
min. – 15%
decrease in the viscosity may be due to dilution with die-
(of initial value)
sel oil.
Flash Point Lowest temperature at which the oil gives off a combus-
(open cup) tible vapour. Gives an indication of possible fuel oil con- min. 180°C
tamination.
TAN This expresses the total content of organic and inor-
(Total Acid Number) ganic acids in the oil. Organic (or weak) acids are due to max. 2
oxidation. TAN = SAN + Weak acid number.
SAN This expresses the amount of inorganic (or strong) acids
(Strong Acid in the oil. These are usually sulphuric acid from the
Number) combustion chamber, or hydrochloric acid arising from
0
sea water (ought to be stated in the analysis). SAN
makes the oil corrosive (especially if water is present)
and should be zero.
Alkalinity/TBN Gives the alkalinity level in oils containing acid neutraliz- max. + 100%
(Total Base Number) ing additives. See also Service Letter SL02-408/KEA. min. – 30%
(of initial values)
Water Risky if TAN and SAN are high. Sea water has a higher fresh: 0.2%
corrosive effect than fresh water (0.5% f. short peri-
(see previous point 4.4). ods) Saline: trace
Conradsen Carbon Residue from incomplete combustion, or cracked lubri-
max. + 3%
cating and cylinder oil.
Ash Some additives leave ash, which may thereby be used
to indicate the amount of additives in the oil. The ash
can also consist of wear particles, sand and rust. The max. + 2%
ash content of a used oil can only be evaluated by com-
parison with the ash content of the unused oil.
Insolubles Usually stated as pentane/heptane and benzene insolu- Non-coagulated
bles. The amount of insoluble ingredients in the oil is pentane insolu-
checked as follows: Equal parts of the oil sample are bles max. 2%
diluted with benzene (C6H6) and normal pentane (C5H12)
or heptane (C7H14). As oxidized oil (lacquer and varnish-
like components) is only soluble in benzene, and not in
pentane or heptane, the difference in the amount of Non-coagulated
insolubles is indicative of the degree of oil oxidation. The benzene insolubles
benzene insolubles are the solid contaminants. max. 1%
The above limiting values are given for reference / guidance purposes only.
MAN B&W Diesel A/S
The assessment of oil condition can seldom be based on the value of a single pa-
rameter, i.e. it is usually important, and necessary, to base the evaluation on the
overall analysis specification.
For qualified advice, we recommend consultation with the oil company or engine
builder.
6. Cleaning of Drain Oil from Piston Rod Stuffing Boxes (Plate 70824)
The oil which is drained off from the piston rod stuffing boxes is mainly circulating
oil with an admixture of partly-used cylinder oil and, as such, it contains sludge
from the scavenge air space. In general, this oil can be re-used if thoroughly
cleaned.
Plate 70824 shows the cleaning installations. (Option)
The drain oil is collected in tank No. 1. When the tank is nearly full, the oil is trans-
ferred, via the centrifuge, to tank No. 2, and thereafter, via the centrifuge, recircu-
lated a number of times.
When centrifuging the stuffing box drain oil, the flow-rate should be decreased to
about 50% of what is normally used for the circulating oil, and the preheating tem-
perature raised to about 90°C. This is because, in general, the drain oil is a little
more viscous than the circulating oil, and also because part of the contamination
products consist of oxidized cylinder oil, with a specific gravity which does not dif-
fer much from that of the circulating oil itself.
Water-washing should only be carried out if recommended by the oil supplier.

Finally, the centrifuged oil, in tank No. 2, should be filtered a number of times
through the cellulose fine filter, at a temperature of 60-80°C.
This will remove any very fine soot and oxidation products not taken out by the
centrifuging, and thus make the oil suitable for returning to the circulating system.
Provided that the circulating oil is an alkaline detergent type, it is not necessary to
analyse each charge of cleaned drain oil before it is returned to the system. Reg-
ular sampling and analysis of the circulating oil and drain oil will be sufficient.
If, however, the circulating oil is not alkaline, all the cleaned drain oil should be
checked for acidity, for instance by means of an analysis kit, before it is returned
to the system.
The “total acid number” (TAN) should not exceed 2. See also Item 5, ‘Circulating
Oil: Analyses & Characteristic Properties’5
If the TAN exceeds 2, the particular charge of drain oil should be disposed of.
MAN B&W Diesel A/S
Turbocharger Lubrication 708-05
708-05 Turbocharger Lubrication
1. MAN B&W T/C, System Details (Plate 70828)
The lub. oil system for the MAN B&W type of turbocharger is shown separately on
Plate 70828.
The system is supplied from the main lub. oil system, via inlet, U.
The oil is discharged to the main lub. oil bottom tank via outlet, AB. The discharge
line is connected to the venting pipe, E, which leads to the deck.
In case of failing lub. oil supply from the main lub. oil system, e.g. due to a power
black-out or defects in the system, the engine will stop due to shut-down. Lubrica-
tion of the turbocharger bearings is ensured by a separate tank.
The tank is mounted on top of the turbocharger, and is able to supply lub. oil until
the rotor is at a standstill, or until the lub.oil supply is re-established.
2. MET T/C, System Details

The MET turborchargers are also lubricated via the main lub. oil system. See de-
scription of turbocharger lub. oil system in Item 1 ‘MAN B&W T/C, System Details’.
3. BBC T/C, System Details

The BBC/ABB turbochargers are designed either with an integrated lub. oil system
or with a similar system as MBD TC. Please refer to the relevant BBC/ABB-instruc-
tion manual.
MAN B&W Diesel A/S
Turbocharger Lubrication 708-05
MAN B&W Diesel A/S
Separate Camshaft Lub. Oil System (Option)
708-06
(Engines without Uni-Lube System)
708-06 Separate Camshaft Lub. Oil System
1. System Details (Plate 70826)

To prevent the circulating oil in the crankcase from being contaminated with fuel,
the engine is provided with a separate forced lubrication system which supplies oil
to the camshaft bearings, roller guides and hydraulically operated exhaust valves.
This oil is taken from a special tank by one of the two circulating pumps, and is
then passed through a cooler and a full flow filter.
The absolute fineness of the full flow filter should be 50 µm (0.05 mm), corre-
sponding to a nominal fineness of 30 µm at a retaining rate of 90%.
From the bearings and roller guides, the oil drains to the bottom of the bearing
housings, where a suitable oil level is maintained to lubricate the running surfaces
of the cams.
1. The lub. oil is drained back to the tank through a magnetic filter.
2. The cleaning of the camshaft oil is done by the by-pass fine filter unit which is
connected to the camshaft lub. oil tank. The lub. oil is drawn from the bottom
of the tank by a screw pump and is returned to the tank through a fine filter.
For check of the by-pass filtration system, start the screw pump and check the
pressure drop across the fine filter. Normal pressure drop is 0.8 bar. When 1.8
bar is reached, the filter cartridge should be replaced and discarded.
The system is fitted with pressure-switches, which are activated at low oil pressure
for signal to an alarm device and for automatic start of the stand-by pump.
1.1 Pressure Adjustment

The oil pressure is adjusted in the following way:
1. Open the valves in the system and start circulating pump No. 1.
2. Check that the oil circulates and that there is sufficient oil in the tank.
3. Set the pump by-pass valve to open at the maximum working pressure of the
pump – not, however, higher than 4 bar. Adjust in steps (while a valve in the
pressure piping is slowly closed and opened) until the pressure, with closed
valve, has the above-mentioned value.
Make the same adjustment with circulating pump No. 2.
4. In some cases, the pump capacity can be so large that problems can arise in
draining the oil quickly enough out of the roller guide housing.
It may therefore become necessary to reduce the spring-pressure on the
pump by-pass valve, so that the surplus capacity flows back to the tank.
MAN B&W Diesel A/S
708-06
2. Camshaft oil
The camshaft oil also operates the hydraulic exhaust valves
The same oil as in the engine circulating system is normally used.
H.D. oils, as used in auxiliary engines, may also be employed.
2.1 Fuel Contamination

Regularly check the camshaft lub. oil for fuel contamination, and change it if the
fuel content exceeds 10%.
Checking is recommended at intervals of max. three months.
The dilution will be indicated by:
· increasing oil level in the tank;

· smell of the oil;
· increasing oil viscosity (in the case of HFO contamination)
It can also be “measured” by a flash-point test, but this can only be done ashore.
2.2 Water Contamination

Also regularly check the oil for water contamination.
Water ingress is indicated by:
1. Increased level in the oil tank

2. Discolouration of the lub. oil
3. Sudden (momentary) increase of pressure differential across
the by-pass filter.
The water will spoil the by-pass filter cartridge. Consequently, the water has to be
removed from the oil by means of centrifuging, before the cartridge is replaced.
Before the oil is returned to the system, it should be checked for possi-
ble fuel oil content.
2.3 Flushing Procedure, Separate Camshaft Lub. Oil System Plate 70827
In principle, the flushing procedure for the main lub. oil system is used (see ‘Main-
tenance of the lubricating oil’, Item 2.2 ‘Flushing procedure’), with the following
modifications:
1. The standard 50 micron filter basket should be either exchanged with a 6-10
micron filter basket, or additional 6-10 micron filter material should be inserted
inside the filter basket.
2. Remove one inspection hole cover on each camshaft roller guide housing.
MAN B&W Diesel A/S
708-06
3. Remove the lub. oil inlet pipe sections to all camshaft roller guide housings,
(see diagram, Plate 70827), and inspect internal cleanliness of all opened
pipes.
4. Connect a flexible hose with a valve to the open end of the lub. oil pipe at point
(B) of each cylinder unit, and suspend the flexible hose through the open in-
spection hole into the corresponding camshaft oil pan.
5. In order to monitor the cleanliness of the system while the flushing is in
progress, a 50 micron checkbag may be fitted to the end of the flexible hose
in the outmost cylinder unit.
Regarding recommended design of the checkbag housing, see Plate 70822.
6. To improve the cleanliness, it is recommended to operate the CJC-filter (fine
filter) or an additional 6-10 µm filter, see Plate 70827.
7. After flushing, the lub. oil pipe blank flanges at points Y & Z, other possible
“blind ends” and the camshaft lub. oil tank should be opened for inspection
and manual cleaning.
Flushing log, see Plate 70823, is to be used during flushing and for later reference.
MAN B&W Diesel A/S
708-06
MAN B&W Diesel A/S
Camshaft Lubrication for Engines
708-07
with Uni-Lube System
708-07 Camshaft Lubrication for Engines with Uni-Lube

Syste
1. System details (Plate 70825)

The camshaft bearings and the fuel and exhaust roller guides are lubricated by the
main lub. oil pumps.
The exhaust valve actuators also receive oil from the main lub. oil system.
Booster pumps are installed in order to increase the oil inlet pressure.
From the bearings, roller guides and exhaust valve actuators, the oil drains to the
bottom of the bearing housings, where a suitable oil level is maintained to lubricate
the running surfaces of the cams. From here, the lub. oil is drained back to the bot-
tom tank.
2. Pressure Adjustment
1. Start the main lub. oil pumps and booster pump No. 1.
2. Set the pump by-pass valve to open at the maximum working pressure of the
pump – not, however, below 3 bar.
Adjust in steps (while the outlet valve is slowly closed and opened) until the
pressure, with closed valve, has the above-mentioned value.
Adjust booster pump No. 2, using the same method.
3. Adjust the pressure control valve fitted at the end of the inlet pipe, so as to
obtain the pressure indicated in Chapter 701, pos. 357.
4. When the engine is running, it may become necessary to readjust the pres-
sure control valve, to maintain the required pressure.
3. Flushing Procedure
Follow these instructions together with the instructions given in ‘Mainte-

nance of the circulating oil’, Item 2.2 ‘Flushing procedure’.
1. Remove the inspection hole cover of each camshaft roller guide section.
2. Remove the oil inlet pipes to all camshaft roller guide sections and exhaust
valve actuators, see Plate 70827. Also blank off to governor drive/starting air
distributor, etc. Inspect internal cleanliness of all opened pipes.
3. Connect a flexible hose with a valve to the open end of the lub. oil pipes at
point (B) of each cylinder unit. See also Plate 70827.
4. Suspend the flexible hoses through the open inspection hole into the corre-
sponding camshaft section.
MAN B&W Diesel A/S
708-07
5. Keep the booster pumps running during the flushing procedure.

6. In order to monitor the cleanliness of the system while the flushing is in
progress, a 50 micron checkbag may be fitted to the end of the flexible hoses
in the outmost cylinder unit.
Regarding recommended design of the checkbag housing, see Plate 70822.
7. After flushing, open the lub. oil blank flanges and any other possible “blind
ends” for inspection and manual cleaning.
8. Use the flushing log, Plate 70823, during flushing and for later reference.
m
MAN B&W Diesel A/S
708-07
MAN B&W Diesel A/S
Main Bearing, Thick Shell Design Plate 70801
A-A
(Bore Relief)
A
B
B-B
(Tang. Run-out)
A
B
Engine types with thick shell main bearing assemblies:
S/K/L50ME/MC
S/K/L60ME/MC
S/K/L70ME/MC
S/K/L80ME/MC
K/L90ME/MC
MAN B&W Diesel A/S
Plate 70802 Main Bearing, Thin Shell Design
A-A
(Bore Relief)
A
B
B-B
(Tang. Run-out)
Engine types with thin shell main bearing assemblies:
S46MC-C
S50ME-C/MC-C
S60ME-C/MC-C
S70ME-C/MC-C
K80ME-C/MC-C
S90ME-C/MC-C
K90-98ME-C/MC-C
MAN B&W Diesel A/S
Crosshead Bearing Plate 70803
A-A
(Oil Wedge) A
A
Extent of oil wedges in crosshead bearing lower shell
Engine Type Extent L (mm) *
S46MC-C 10
S/K/L50ME/MC 15
S50ME-C/MC 10
S/K/L60ME/MC 15
S/K/L70ME/MC 15
S/K/L80ME/MC 15
K80ME-C/MC-C 15
K/L90ME/MC 18
K90-98ME-C/MC-C 18
* On each side of the axial oil groove.
MAN B&W Diesel A/S
Plate 70804 Crankpin Bearing
B-B
(Tang. Run-out)
A-A
(Bore Relief)
MAN B&W Diesel A/S
Main Bearing Assemblies Plate 70805
Fig. 1 Thick Shell
Fig. 2 Thin Shell
MAN B&W Diesel A/S
Plate 70806 Guide Shoes and Strips
MAN B&W Diesel A/S
Thrust Bearing Assembly Plate 70807
MAN B&W Diesel A/S
Plate 70808 Camshaft Bearing Assemblies
Fig. 1 Two-Shell Assembly

Fig. 2
1 One-Shell
Two-Shell Assembly
Fig. 2 One-Shell Assembly
MAN B&W Diesel A/S
Inspection of Bearings
Recording of Observations Plate 70809
References to Volume II, ‘Maintenance’

Inspection without Open-up Inspection
Bearing Type Opening-up and Overhaul
Main bearing 905 905
Crankpin bearing 904 904
Crosshead bearing 904 904
Guide shoes 904 –
Crosshead guides 904 –
Thrust bearing – 905
Camshaft bearing (only MC) 906 906
Recording of Observations
Use the Inspection Sheet, Plate 70814. For help, refer to example, Plate 70813.
A. Inspection without Opening-up

State the following information:
Date / Signature / Engine running hours / Type of inspection / Bearing type
(Plate 70809, Table 1) / Bearing number / Observation (Plate 70812, Table 3)/
Remarks / Clearances.
B. Open-up Inspection and Overhaul
State the following information:
Date / Signature / Engine running hours / Type of inspection / Bearing type
(Plate 70809, Table 1) / Bearing number / Manufacturer’s logo / Damage to
(Plate 70809, Table 2) / Observation (Plate 70812, Table 4) / Site and extent
of damage (Plate 70810-70811) * / Remarks / Clearances / Hydraulic opening
pressure / Roughness.
* The site and extent of the damage is determined by:
1. The approx. centre of the damaged area (see examples I, II and III).
The axial location (I) of the centre should be stated in (mm) from the aft end
of the bearing or the journal.
2. The extent of the damage defined by a circle with radius (r); or a rectangle (a,
b) or (a, b, +/– c), (see examples I, II and III).
Note: for isolated cracks, illustration III is used, with the measurement b omitted.
Table 1: Table 2:
Bearing Type Damage
Main bearing MB Overlayer OL
Crankpin Bearing CRB White Metal WM
Crosshead Bearing CHB Journal J
Guide Shoes GS Pin P
Crosshead Guides CG Transitions:
Thrust Bearing TB Oil Wedge OW
Bore Relief BR
Camshaft Bearing CSB Tang. Run-out TR
(only MC)
Back of Shell BS
MAN B&W Diesel A/S
Plate 70810 Location and Size of Damage in Bearing Shells
MAN B&W Diesel A/S
Acceptance Criteria for Tin-Aluminium Bearings
with Overlayer (Crosshead Bearing Lower Shells) Plate 70811
Overlayer
Intermediate layer
Tin-Aluminium
Steel
Engine Type Max. allowed exposure (mm2)

46MC 4400
50MC/ME 4700
60MC/ME 5500
70MC/ME 7000
80MC/ME 10300
90MC/ME 13000
98MC/ME 15000
Table 1. Maximum allowable exposure of the intermediate layer
When referring to this page, please quote Operation Plate 70811 Edition 0002
MAN B&W Diesel A/S
Plate 70812 Location of Damage on Pin/Journal
d
a
e
sh
ro
C Crosshead pin
(View from aft)
F M A
0
9 3
Main and crank bearing journals
(View from aft)
0
F M A
9 3
6
2
0
F M A
1
9 3
1 Main bearing journal
2 Crank pin bearing journal
MAN B&W Diesel A/S
Observations Plate 70813
Table 3 Inspection without Opening-up (7.1)
Checks Symbol Observations

Oil flow OF • OK, similarity
U Uneven
Oil Jets OJ • OK, similarity
(Crosshead, Guide strips) R Reduced
M Missing
TW Twisted
White Metal WM • OK
SQ Squeezed out
CR Cracks
L Loose
M Missing
Crosshead Guides CG • OK
SC Scratches
CO Corrosion
SW Silvery White
Oil Pan OP • OK, clean
WM White metal fragments
Oil Condition OC • OK
DK Dark
WT Water traces
Table 4 Open-up Inspection and Overhaul (7.2)
Checks Symbol Observations Ref.

White Metal WM • OK
W Wiping 7.3 II
HC Hard Contact 7.4
7.7
OS Oil Starvation 7.5
CR Cracks 7.1
CRC Crack Cluster 7.1
L Loose 6.2
M Missing 7.4 B, 6.1
SSE Spark Erosion
CO Corrosion
Overlayer OL • OK 7.3 I
(Crosshead only) TE Tearing 7.3 II
W Wiping
Transitions: • OK 7.7
Oil Wedge OW RR Ragged Ridges 7.7
Bore Relief BR W Wiping 7.10BII
Tang. Run-out TR D Disappeared
Journal/Pin J/P • OK
SE Spark Erosion 6.2
CO Corrosion 7.4B, 6.1
6.1
SW Silvery White 7.4, 7.11
SC Scratches
Back of Shell BS • OK
FR Fretting 7.4
TH Trapped hard Particles 7.4
MAN B&W Diesel A/S
Clearance (mm)
M/V
No.:
Date
Yard:
hours
Type of
pressure
Description of Condition Top
Journal/pin
Hydr. open.
Checked by
inspection 2)
Roughness 3)
Plate 70814
Engine running
Fore Aft
MAN B&W Diesel A/S

Builder:
Built year:
Engine type:
No.:
Engine
Inspection Records, Example
Total
CW / CCW 1) Running hours
4)
Date:
Checked by:
4)
4)
1) Engine direction of rotation, seen from aft, must be underllined; CW: Clockwise, CCW: Counter Clockwise
2) Inspection without opening-up: 7.1; Open-up inspection: 7.2
3) It should be stated whether the roughness is measured: M, or evaluated: E.
4) Only to be filled in, if all observations are carried out at the same running hours.
Clearance (mm)
M/V
No.:
Date
Yard:
hours
Type of
pressure
Description of Condition Top
Journal/pin
Hydr. open.
Checked by
inspection 2)
Roughness 3)
Engine running
Fore Aft
MAN B&W Diesel A/S

Builder:
Built year:
Engine type:
No.:
Engine
Inspection Records, Blank
Total
CW / CCW 1) Running hours
4)
Date:
Checked by:
4)
4)
1) Engine direction of rotation, seen from aft, must be underllined; CW: Clockwise, CCW: Counter Clockwise
Plate 70815
2) Inspection without opening-up: 7.1; Open-up inspection: 7.2

3) It should be stated whether the roughness is measured: M, or evaluated: E.
4) Only to be filled in, if all observations are carried out at the same running hours.
Report: Crankshaft Deflections
Plate 70816 (Autolog)
M/V Engine type: Total running Checked by:

hours
Builder: Engine No.:
Yard No.: Built year: Date:
For comparison of Ships draught, aft measured (m) Fully loaded Ballasted (m)
measurements (m)
Jacket cooling water temp. (°C) Main lub. oil temp. (°C)
Fig. 1 Fig. 2
Top
Camshaft Exhaust
side
B1 B2
For deflection readings, a dial micrometer is to be placed in Bottom

Looking forward
the punch marks.
Closing of the crankthrow is regarded as negative deflection
(Unit for measuring and calculating: 1/100 mm)
Fig. 3 Cyl. No. and deflections

Crankpin position
1 2 3 4 5 6 7
Near bottom, fuel pump side B1

Fuel pump side C
Top T
Exhaust side *) E
Near bottom, exhaust side B2
*) Positions C and E are included for reference purposes.
Fig. 4 Bottom 1/2 (B1 + B2) = B
Fig. 5 Vertical Deflections
Top-bottom or (T-B) = V
For permissible deflections, see Plate 70817. See also Item 2.2 ‘Checking the Deflections*
earlier in this Chapter.
MAN B&W Diesel A/S
Crankshaft Deflection, Limits Plate 70817
Normally obtainable for a Realignment Absolute maximum

new or recently over- recommended permissible
Type hauled engine
mm mm mm
1 2 1 2 1 2
S46MC-C 0.23 0.46 0.62 0.69 0.93 0.93
K50ME/MC 0.12 0.25 0.34 0.38 0.51 0.51
L50ME/MC 0.17 0.34 0.45 0.51 0.68 0.68
S50ME/MC 0.23 0.46 0.61 0.69 0.92 0.92
S50ME-C/MC-C 0.23 0.47 0.62 0.70 0.94 0.94
K60ME/MC 0.15 0.31 0.41 0.46 0.62 0.62
L60ME/MC 0.20 0.40 0.54 0.61 0.81 0.81
L60ME-C/MC-C 0.22 0.45 0.59 0.67 0.89 0.89
S60ME/MC 0.27 0.55 0.73 0.82 1.10 1.10
S60ME-C/MC-C 0.28 0.56 0.75 0.84 1.13 1.13
S65ME-C 0.33 0.65 0.87 0.98 1.31 1.31
K70ME/MC 0.18 0.37 0.49 0.55 0.74 0.74
L70ME/MC 0.24 0.48 0.63 0.71 0.95 0.95
L70ME-C/MC-C 0.26 0.53 0.70 0.79 1.05 1.05
S70ME/MC 0.32 0.64 0.85 0.96 1.28 1.28
S70ME-C/MC-C 0.33 0.66 0.88 0.99 1.32 1.32
L80ME/MC 0.27 0.54 0.72 0.81 1.08 1.08
S80ME/MC 0.36 0.73 0.97 1.10 1.46 1.46
S80ME-C/MC-C 0.38 0.75 1.00 1.13 1.50 1.50
K80ME-C/MC-C 0.22 0.44 0.58 0.66 0.88 0.88
L90ME/MC 0.30 0.60 0.81 0.92 1.22 1.22
L90ME-C/MC-C 0.27 0.54 0.72 0.81 1.08 1.08
K90ME/MC 0.25 0.50 0.67 0.75 1.00 1.00
K90ME-C/MC-C 0.20 0.41 0.54 0.61 0.82 0.82
S90ME-C/MC-C 0.36 0.72 0.96 1.08 1.45 1.45
K98ME/MC 0.25 0.49 0.65 0.74 0.98 0.98
K98ME-C/MC-C 0.20 0.41 0.54 0.61 0.81 0.81
K108MC-C 0.22 0.44 0.59 0.67 0.89 0.89
1. Normal for all crank throws.
2. Permissible for the foremost crank throw, when the crankshaft fore end is provided with a
torsional vibration damper, tuning wheel or directly coupled to a generator rotor.
Permissible for the aftmost crank throw, when the crankshaft aft end is provided with a flex-
ible coupling.
When judging the alignment on the above “limiting-value”' basis, make sure that the crank-
shaft is actually supported in the adjacent bearings. (See ‘Alignment of Main Bearings’
point 2.3 ‘floating journals’).
MAN B&W Diesel A/S
lr
e
F
Deck
Filling pipe
To drain tank
Engine
Plate 70818
oil Full flow filter to be situated

as near as possible to the engine
MAN B&W Diesel A/S

Camshaft lub. oil
booster pumps
Feeler 45°C NB 50 mm
TI TI TI PI PI
5 Y
U AR Min. 15°
A 3 AB E Vent. for MAN B&W
6 and MET turbochargers
Cooling oil inlet
Lub. oil 7 Butterfly valve
Lub. oil inlet
cooler
De-aeration R
S
C/D
For initial filling of pumps Lubricating oil bottom tank

25 mm valve to be located on
(Engines with Uni-Lube System)
4 underside of horizontal pipe piece

25 mm hose connection for cleaning of To and from purifiers
Circulating Oil System (Outside Engine)
lub. oil system. See information letter
“Cleaning of lub. oil system”
By-pass valve may be omitted in cases
where the pumps have a built-in by-pass
If using centrifugal pumps it is recommended to Approximately the following quantity of

install a throttle valve at position A to prevent a too lub. oil should be treated in the 2
3
high oil level in the oil pan. A device preventing the purifiers 0.136 l/kwh. The capacity of
valve from being closed has to be introduced so that purifiers to be according to
the min. flow area gives the specified pressure at manufacturer’s recommendation.
inlet to engine under normal service conditions. it
ought to be possible to fully open the valve e.g.
when starting the engine with cold oil.
Deck
Filling pipe
To drain tank
D
Fine filtration of lub. oil by means of
C.J.C. by-pass filters as indicated by
Engine 1 dotted lines can replace in-service
oil D purification
About 4 x D
MAN B&W Diesel A/S

Branch from underside
Feeler 45°C of pipe
Full flow filter to be situated 3
TI TI TI as near as possible to the engine PI 6 PI A B
U E Min. 15° NB 50 mm
C.J.C. by-pass filter 1 C AR Vent. for MAN B&W
5 Cooling oil inlet turbocharger
Lub. oil inlet AB
Lub. oil
cooler Heat 7
supply
De-aeration R
S S
From stuffing box

For initial filling of pumps drain system
25 mm valve to be located on Emergency suction
4 underside of horizontal pipe piece To and from purifiers

2
Circulating Oil System (Outside Engine)
25 mm hose connection for cleaning of
lub. oil system. See information letter
“Cleaning of lub. oil system”
By-pass valve may be omitted in cases
where the pumps have a built-in by-pass
If using centrifugal pumps it is recommended to

install a throttle valve at pos. A to prevent a too
high oil level in the oil pan. A device preventing
the valve from being closed has to be introduced
so that the min. flow area gives the specified
pressure at inlet to engine under normal service
conditions. It ought to be possible to fully open
the valve e.g. when starting the engine with cold
Plate 70819
oil.
Plate 70820
Crosshead bearings
System oil outlet and piston Main bearings
MAN B&W Diesel A/S

TI TSA TS SHD
349 350 352
AR
Axial vibration damper
Thrust bearing
WEA WI Only 5 cyl.
472 471 S-engines
S
Aft R
(Inside Engine)
Fore
PI
Circulating Oil System
330
TI TSA FSA
PSA PS SHD
317 318 320
331 335
PI PSA TI
326 327 311
Lubricating oil to MAN B&W and MET turbochargers (see also Plate 70826)
Flushing of Main Lub. Oil System
Location of Checkbag and Blank Flanges Plate 70821
Location of checkbag and blank flanges

Lube oil
inlet
U
3 8
Flexible
hose
Oil Manometer Lube oil

Protection sample ** inlet
apron Checkbag R
housing
Man 3
hole 4
2
Checkbag
housing
Manometer
1 7
**
5
6 Flexible
10 hose
** Manometer, maximum
recommended pressure
before checkbag = 1 bar eff.
Oil or in accordance with
sample information from the
checkbag supplier.
Blanking-off pipes
1 Main bearing by-pass blanks
2 Crosshead bearings by-pass blanks
4 Blank-off thrust bearing
5 Blank-off or by-pass axial vibraiton damper
6 Blank-off torsional vibration damper
7 Blank-off forward moment compensator chain drive, (if installed)
8 Blank-off or by-pass turbocharger
10 Blank-off PTO-PTI power gear
MAN B&W Diesel A/S
Flushing of Main Lub. Oil System
Plate 70822 Dimension of Checkbag and Blank Flanges
Sketch of Alternative Checkbag

checkbag checkbag monofil
housing: (inside engine): filter cloth
50 μm
Approximate
dimensions Flexible hose
Plate, welded
70
to housing
2” Checkbag frame
400
360
390
2” Pipe stub
160 75
The holes in the checkbag frame

are, in our experience, to be
approx. 5 mm in diameter, to avoid ø80
damage to the checkbag and a too ø80
high pressure drop.
The above filter components can be delivered from MAN B&W Diesel
* Blank flanges for flushing:
A) Blank at main bearings
D
D
H
4
B) Blank between telescopic pipes and crossheads

d2
Diameter > d2
D
D Diameter > D
H
9
Diameter < d1
d1
MAN B&W Diesel A/S
Flushing of Main Lubricating Oil System
Flushing Log Plate 70823
M/V Engine Type: System Checked by:
Builder: Engine No.: M.E. Lub. Oil
Yard No.: Built year: Camshaft Date:
Info Pumps Filters Absolute/fineness Centrifuge Magnet Filter

Centrifugal Maker : Maker: Maker:
Screw Main : μm Type: Type:
Maker: Type : Capacity: Other Filters
Type: By-pass : μm Maker:
Capacity: Type : Type:
Filter Unit (if used) μm L.O. System
Type: Temp. Press. Pump 1-2 Purifier Filter Check
Maker: [C] [bar] Unit No.
at &
Inspection of Checked by Date Time Run- Run- Start/ Start/
pump ISO
start ning ning stop stop
& Code
Pipes: & hours hours running running
M.E.
Tanks: stop per total hours hours
day
Date: Remarks
Sign. Inspector: Yard/Engine builder Total flushing hrs.: Final cleanliness:

Check bags ISO 4406 Code
Recording of pump running hrs. with ½hr.

Cleaning and replacement of filters to be recorded under remarks.
Accepted flushing cleanliness level: Clean check bags after 2 hrs. (ISO 4406 Code ≤ 19/15)
MAN B&W Diesel A/S
Plate 70824
C.J.C. filter and pump
MAN B&W Diesel A/S

32 mm nom. bore
AG LAH
Main engine
Tank top
Heating coil
Drain tank for oil from
To lub. oil bottom tank piston rod stuffing boxes
Cleaning System, Stuffing Box Drain Oil (Option)
From purifier
To purifier
Camshaft Lubricating Oil PIpes
(Engines with Uni Lube System) Plate 70825
p
g
SHD
359
PS
PSA
358
357
PI
Connected to frame box
Exhaust valve actuator
360
TI
Cyl. 1
System oil inlet
Uni lubrication system

Engine
Y
Fuel pump
Booster
pumps
MAN B&W Diesel A/S
Camshaft Lubricating Oil Pipes
Plate 70826 (Engines without Uni Lube System)
MAN B&W Diesel A/S
Flushing of Camshaft Lubrication Oil System Plate 70827
*
*
* Also valid for engines with Uni lube system
MAN B&W Diesel A/S
Plate 70828 Turbocharger Lubricating Oil Pipes
g
n
ve
ca
S
Scavenge air receiver TSA

433
Sealing air
PI
433A
PI TI
371 432
Expansion joint
MAN B&W
turbocharger
Tank
TI
369
E
AB
U
Orifice
PI
E 371
MET turbocharger
TI
369
AB
MAN B&W Diesel A/S
Plate 70829 Check Measurements
See also ‘Check of Bearings before Installation’
Fig. 1 - Measuring of crown thickness.
tr
n
e
C 15 mm
Centre line
15 mm
Ball micrometer gauge
MAN B&W Diesel A/S
MAN B&W Diesel A/S
Service Letter SL02-408/KEA

July 2002
Level of BN (Base Number) and Viscosity

in System Lube Oil during Operation
Dear Sirs
In two-stroke crosshead engines, the piston rod stuffing box separates the
combustion and scavenge air spaces from the crankcase. Thereby, lube oil will not
be contaminated with combustion products and used cylinder lube oil. However, in
practice, we have experienced that some cylinder lube oil is leaking through the
stuffing box, down into the system lube oil sump.
This is revealed by increasing BN and viscosity of the system lube oil. Normally, the
increase will stop after some time and remain at a stable equilibrium level where
topping up with new system lube oil, to make up for normal consumption, will reduce
the degree of contamination of the system oil with residues from the scavenge air
drain oil.
A certain minimum consumption is necessary to keep the equilibrium at an acceptable

level, especially on newer engines, as explained below.
Stuffing box design

When taking a look back in time, the largest modification of the stuffing box design
was carried out around 1980, when hardened piston rods were introduced, together
with the introduction of the MC engines. It thus became possible to considerably
increase the tension of the scraper ring springs. The result was a reduction in the
stuffing box drain amount from 24 l/day/cyl to 2-10 l/day/cyl for a run-in engine.
HEAD OFFICE (& Postal address) DIESEL SERVICE PRODUCTION FORWARDING MAN B&W Diesel A/S
Teglholmsgade 41 Teglholmsgade 41 Teglholmsgade 35 Teglholmsgade 35 Denmark
DK-2450 Copenhagen SV DK-2450 Copenhagen SV DK-2450 Copenhagen SV DK-2450 Copenhagen SV CVR.No.: 39 66 13 14
Telephone: +45 33 85 11 00 Telephone: +45 33 85 11 00 Telephone: +45 33 85 11 00 Telephone: +45 33 85 11 00
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Telefax: +45 33 85 10 30 Telefax: +45 33 85 10 49 Telex: 19042 manfw dk Telex: 19042 manfw dk
E-mail: manbw@manbw.dk E-mail: diesel-service@manbw.dk Telefax: +45 33 85 10 17 Telefax: +45 33 85 10 16
http://www.manbw.dk E-mail: manufacturing/copenhagen@manbw.dk
2
Drain cleaning system

If a stuffing box drain cleaning system is used, and “cleaned” lube oil is returned to
the system lube oil sump, the quantity of new topping-up oil is minimized, and the BN
will therefore increase further, as the BN is not reduced by the cleaning.
Together with reduced drain oil amounts, this was the reason for omitting a stuffing
box drain cleaning system in our installation standard, when we changed this from
‘the standard’ to an option in 1996.
System oil consumption

Modern engines have much fewer joints than previous designs and are significantly
more oil tight. This reduces oil losses from leaks, and consumption is thus lower.
If a separate camshaft lube oil system is arranged, it is recommended to use system

oil from the bottom tank when the camshaft oil needs to be replaced. In this way, new
oil is supplied to the system lube oil sump, thereby also counteracting BN number and
viscosity increases.
BN level consideration
The increase in BN can influence the ability of the oil to reject water. It will then be
difficult for the centrifuge to remove water, which may thus accumulate in the system
lube oil. Water together with Ca can form calcium hydrogen/carbonate and build up a
deposit of lacquer on the bearings. Another effect is an increased sludge formation
when water is present.
Experience shows, however, that typical engine system oils are applicable with up to
30 BN (starting from initial 5-12 BN) without any operational problems, and without
any changes in the lube oil performance that give reason for renewing the oil.
An increase in BN to 25, and an increase in viscosity from SAE 30 to SAE 40, is

considered normal, and no action is called for. An increase beyond that is not really
harmful and can, in most cases, be balanced by new low-BN topping-up oil.
Conclusion
We recommend that attention is paid to the BN if there is an increase to more than
25 BN, and that the ability of the oil to reject water is tested by the oil supplier.
An increase in viscosity from the level of SAE 30 to the SAE 40 range does not give
rise to any concern.
Questions or comments regarding this SL should be directed to our Dept. 2160.

Yours faithfully
MAN B&W Diesel A/S
Carl-Erik Egeberg Kjeld Aabo

2
Wear of the overlayer changes the Inspection of crosshead bearings

geometry of the bearing surface and,
thereby, the intended “embedded arch” As described in earlier service letters
geometry. A change in the bearing geo- (SL87-219, SL90-272 and SL90-273),
metry will obstruct the oil film formation, AlSn40-based crosshead bearings must
which is critical for the correct functioning urgently be replaced as soon as possible
of the crosshead bearing. if an open-up inspection shows more
than 5% of the nickel layer exposed. If
Furthermore, excessive wear of the one bearing unit has more than 5% of
overlayer in AlSn40 bearings could, the Ni-layer exposed, it is very likely that
eventually, expose the interlayer to all the other units suffer from a similar
nickel-to-steel contact with the cross- extraordinary wear, and they should
head pin, and result in scuffing action therefore be replaced as well.
between the pin and the bearing shell.
To decide which bearings to inspect
The photos below show the stages of first, all top clearances should be
corrosive wear of the overlayer. measured and compared with the shop
test/sea trial records. If large deviations
are found, and/or if bearing “dust” is
found in the surrounding area in the
frame box, those bearings should be
the first to be inspected.
Countermeasures against corrosion –

Lube oil system
Initial scuffing of Ni-layer The water content in the lube oil system
is normally not measured on a regular
basis. However, to prevent water from
accumulating in the lube oil and, thereby,
causing damage to the bearings, the oil
should be monitored manually or, alter-
natively, automatically by means of an oil
condition monitoring system.
Manual oil monitoring can be carried out,

e.g. visually, as the oil changes in ap-
pearance when mixed with water.
Portable equipment can be used as well,
but to ensure efficient and constant
Bearing metal worn out, monitoring, use of a continuous meas-
steel-steel contact uring sensor can be used.
In addition to damaging the compon- A water monitoring system should

ents, there is, in extreme cases, a risk of trigger an alarm when the water content
a crankcase explosion. exceeds 0.2%, and preferably again
when exceeding 0.5%.
3
If 0.2% water (0.5% for short periods) results, it is possible to monitor and
contaminates the lube oil, the water alarm for an evolving corrosion condition
leakage should be found, and the source of the overlayer, by evaluating the lead
of the water contamination (e.g. content in the oil system.
separators, heat exchangers, cooling
water leakage, etc.) should be inspected The following values for the lead
and rectified if defect. content in the oil system can be used
as a guideline:
For online monitoring of the water-in-oil
content, we are currently testing a large • 0-4 ppm
number of different types of equipment. Normal
We have found that some of the equip-
ment in use in the industry today does • 5-10 ppm
not work as expected with the prevalent Inspect filters and crankcase
system oils. At this relatively early stage, for bearing debris, and prepare
we recommend four products which are inspection of crosshead bearings
suitable for all system oil conditions, and when convenient
another two seem suitable for most • >10 ppm
situations, see the enclosed table of on- Inspect filters and crankcase
line water monitoring equipment. for bearing debris, and prepare
inspection of crosshead bearings
Today, the water content can be as soon as possible.
measured manually with an on-board
analysing kit from the available equip- It is important to note that in case of a
ment makers on the market, such as corroded overlayer, the lead, once
Kittiwake or Unitor. The oil companies corroded and thereby contained in the
will normally be of assistance and system oil, is un-removable by non-
provide similar equipment. However, chemical means, and the lead content
we recommend, as a minimum, that will remain high until new clean oil is
manual equipment be acquired at first added.
opportunity.
The laboratory analyses performed

by the oil suppliers at regular intervals Note:
provide important information on an on- The above values should be considered
going or previously encountered over- as relative values compared with the
layer corrosion, because the lead values that were recorded when the
content will build up as lead compound condition of the bearings was well
dissolved in the oil. known, e.g. when newly built. The lead
content of a new oil may vary as much
These elements will not be removed by as 4 ppm (0-4 ppm), which should also
filters or purifiers, and they will there-fore be considered when observing the
appear in the elementary analysis relative lead values as a guideline for
normally provided in the analysis results. any active corrosion of the overlayer.
When observing the regular analysis
MAN B&W Diesel
Enclosure 1 for
SL05-460/NHN
Water-in-oil Monitoring Systems

Suitable for MAN B&W Two-stroke Engines
ppm or % Water Suitability Alarm Price US$

Manufacturer Product indication in-rush for all oils relay (approx.)
sensitiv Scale 1-3 output
e (3 is best)
Lubrizol Fluipak No Yes 1 No 330
Dr. E. Horn FRG No*** Yes 1-2** Yes 490
Parker MS 100 No Yes 1 Yes 475
E+E Elektronik E+E 36 Yes* Yes 2 Yes 1,610
Vaisala HMP 228 Yes* Yes 2 Yes 1,940
Gertsen & Olufsen Survey Model 2 Yes Yes 3 Yes 5,400

* Only if calibrated at regular intervals
** Under development
*** Possible if used together with a PC
As an alternative to the above systems, the relative humidity in the crankcase /

crankcase breathing pipe close to the engine can be monitored using a suitable
humidity sensor. Tests have shown that if the relative humidity is below 70-80%, the
water in oil can be expected to be below the 0.2%, which is our stated maximum value.
However, such a system will not react quickly on water in-rush.
NHN/JCB
2005-11-20
MAN B&W Diesel
Enclosure 2 for
SL05-460/NHN
Cases of Crosshead Bearing Overlayer Corrosion
Overlayer completely corroded away, partly scuffing between

Steel to steel contact, severe damage to XH pin
Ni-layer and pin, partly steel-to-steel contact.
and conrod. Not acceptable.
Not acceptable.
Overlayer completely corroded away, Ni 100% Partially corroded overlayer, not yet scuffed.
exposed, partial scuffing between Ni-layer and pin. Not acceptable.
Not acceptable.
Partially corroded overlayer, not yet scuffed. Fully intact overlayer.

Not acceptable. Acceptable!
MAN B&W Diesel 2
Close-ups:
Partially corroded overlayer,

not yet scuffed.
Not acceptable.
Almost completely corroded-off

overlayer, severe scuffing
between Ni-layer,
AlSn40 lining and XH-pin.
Not acceptable.
Upper pad: intact overlayer.

Lower pad: 100% exposed Ni.
Not acceptable
NHN/JCB
2005-09-22
Service Letter SL08-498/AAB
About Spark Erosion Shaftline Earthing Device

Unfortunately, spark erosion is still a problem on some ves- The best spark erosion cure is to prevent it. So, MAN Diesel
sels with two-stroke marine diesel engines. However; engine still strongly recommends these precautionary measures
design and our recommendations for service and mainte- against spark erosion:
nance procedures have changed since our last service letter
on spark erosion. • Correct installation of a shaftline earthing device.
• Follow maintenance instructions carefully.
Former MAN Diesel service letters on spark erosion:
SL 83-193, SL 86-213, and SL 08-495 A full and updated shaftline earthing device specification,
including installation and maintenance instructions, is en-
closed (see appendix).
Engine Developments
To meet new market demands we continuously develop and Installation
improve our main bearing design, lining material, and service We recommend installing the shaftline earthing device in as
recommendations. As a consequence, particularly three dry, warm, well-ventilated, and easy-to-access environ-
recent developments have, unfortunately, also affected our ment as possible, preferably close to the engine. If a shaft
engines’ resistibility to spark erosion adversely: generator is installed, install the device forward of the gen-
erator, i.e. between the generator and the engine flywheel.
Lining thickness
To improve lining fatigue strength, white metal bearing lining When installing and maintaining the device, remember:
thickness has been reduced from about 2.5 mm to 1.5 mm. • Install slip rings, brushes, brush holders, and cables that
When lining thickness is reduced, the time from spark ero- meet MAN Diesel’s specifications.
sion onset until the situation becomes critical will also be • Install brushes to run on a slip ring, never directly on the
reduced. shaft.
• Fit slip rings on a clean, polished shaft.
Tin/aluminium lining • Apply rust protection between shaft and slip ring.
A tin/aluminium lining is used on small and medium bore • Adjust brush holders precisely.
engines to improve lining fatigue strength. • Install a monitoring voltmeter and connect output to the
A few case studies suggest that in case of spark erosion alarm system. Always use a separate and dedicated slip
a tin/aluminium lining may wear through to the steel-back ring and brush system for the voltmeter.
faster than a white metal lining. • Follow installation and maintenance instructions.
Oil film thickness Maintenance

Over the years, higher engine rating has led to a reduced Be particularly cautious with maintenance if the shaftline
minimum oil film thickness in our main bearings. earthing device is located in the far aft end of the shaft or
A reduced oil film thickness can make an engine more sensi- other exposed place.
tive to spark erosion.
Always overhaul and replace worn parts in due time:
• Replace the slip ring before the silver layer is worn
through.
• Replace worn out brushes.
Brush holder Cable connected
arrangement to the hull • Keep the slip ring clean and dry.
Monitoring
equipment Corrosion between the slip ring and the shaft can be difficult
Cable connected
with mV-meter to the hull to detect. We recommend these procedures:
• No monitoring voltmeter installed:
Cable to
Slip ring
alarm system
Measure electrical contact between slip ring and shaft at
Slip ring for
least monthly to reveal any concealed corrosion.
monitoring Brush holder If resistance exceeds 5 m: Overhaul the slip ring.
equipment arrangement
• Monitoring voltmeter installed:
Shaftline earthing device parts Check shaftline earthing device monitoring monthly.
Spark Erosion Update. Page 2 of 7

Discover Spark Erosion

A few spark erosion situations have developed dramatically Measurement procedures and intervals are specified in the
because severe main bearing wear was not discovered in instruction manual. More frequent measurements will im-
time. The wear was discovered too late, because the main prove condition monitoring considerably.
bearing top clearance and crankshaft deflection measures
were compared to the maximum values in the manual, in- Signs of spark erosion can be difficult to discover and recog-
stead of the reference values for the particular engine. nise, even during open-up inspections of main bearings and
thrust bearing cam. To help you discover and recognise
Our minimum recommendation is to perform yearly main signs of spark erosion and spark erosion risk situations in
bearing top clearance measurements and crankshaft time, we have prepared a series of photos showing where to
deflection readings. Store the values for future reference. look and what to look for.
AlSn40 Lining
This is a journal, main bearings and thrust collar with clear
signs of spark erosion. Spark erosion signs are obvious,
even in the upper main bearing shell.
The bearing damage is irreparable: This bearing cannot be

re-used, it has to be replaced.
Upper main bearing shell
This journal MUST be polished to meet surface roughness specifications.

White Metal, Severe

Main bearing journal with signs of severe spark erosion. The consequences of undiscovered spark erosion are shown
The condition was not discovered in time, so this main bear- below. The best protection against severe spark erosion in-
ing cannot be saved; is has to be replaced. The journal can cidents like this, is to use a correctly installed and well-main-
be-used, but has to be polished to meet surface roughness tained shaftline earthing device.
specifications.
This journal MUST be polished to meet surface roughness specifications
Corresponding main bearing lower shell with wide spread journal imprint.
0.5 mm of the shell is worn off between the two distinct, visible lines.

White Metal, Moderate Thrust Collar Face

Main bearing with moderate spark erosion, discovered in This is a thrust collar face with clear signs of spark erosion.
time to save the bearing shell. Spark erosion may not be visible on the entire surface.
This bearing can be re-used after dressing up. The journal When inspecting the thrust collar surface or the main bear-
must be polished to meet surface roughness specifications. ing journal, remember:
Slowly turn the engine 360˚/1 revolution, and inspect the en-
tire surface very carefully.
Main bearing journal
The greyish stripes on this thrust collar face

indicate spark erosion
Corresponding lower bearing shell. Visible spark erosion,

but no or limited wear can be measured.

Incorrect installation Poor Hardware Quality

Incorrect shaftline earthing device installation can increase 3-year-old vessel, incorrect installation.
the risk of spark erosion dramatically. The photos on this
page show how incorrect installation has increased the risk These pictures show a severe rust attack causing poor con-
of spark erosion. tact between the slip ring and the shaft. The installed cables
are incorrectly dimensioned. Cables, Ag/carbon brushes,
DO NOT copy these incorrect installations! and slip ring are of poor quality that do not meet MAN Diesel
Correct installation and maintenance procedures are de- specifications.
scribed in specification No. 0792182-1.
ALWAYS install slip ring, cables and brushes that meet MAN
Diesel specifications (see appendix for details).
No Slip Ring
2-year-old vessel, incorrect installation.
Here, the carbon brushes run directly on the propeller shaft,

and so electrical contact between brushes and shaft is re-
duced.
Note:
• Install a silver covered slip ring between the brushes and
the shaft to ensure sufficient electrical contact
• Replace the slip ring before the silver layer is worn
through.
• Inspect brushes regularly, and re-adjust brushes when
necessary. Poor hardware quality
No seperate slip ring installed
Brushes and cables that do not meet MAN specifications

Insufficient Maintenance Corroded Slip Ring

Insufficient maintenance is a severe spark erosion risk factor. Here, the voltmeter readings were ok, so the shaftline earth-
The pictures on this page show how incorrect maintenance ing device appeared to be in an acceptable condition.
can increase the risk of spark erosion.
However: High electrical resistance was measured between
ALWAYS follow maintenance instructions carefully. See en- the slip ring and the shaft, indicating insufficient electrical
closed MAN Diesel specification No. 0792182-1 for details. contact between slip ring and shaft. Removing the slip ring
revealed heavy corrosion on the shaft and on the back side of
the slip ring.
Poor Brush Adjustment
This picture shows a set of incorrectly adjusted brushes.
The brushes have slipped out, and so the distance between
brushes and slip ring is too long.
Poorly adjusted brushes
Note:
• Inspect the brushes if the voltmeter reads more than
50 mV.
• Re-adjust the brushes if they have insufficient contact
with the slip ring. Corrosion hiding behind the slip ring
Heavy corrosion on the back side of the slip ring
Note:
ALWAYS polish the propeller shaft carefully and apply rust
protection (e.g. Dinitrol 300) between the Ag band and the
shaft when assembling and overhauling.

MAN Diesel
Info No.: Description: Ident. No.:

Copyright © 2008 MAN Diesel A/S
300155 Shaftline earthing device 0792182-1

Scale: Size: Type: Page No.:
A4 Specification 1 (11)
Similar Drwg.: Replacement for Ident No.:
Date Des. Chk. Appd. A.C. Change / Replacement C. No.
20080609 IBB TOB OLS 0
20080610 IBB TOB OLS Z4 Pictorial correction. 1
20080702 IBB TOB NBC Z4 Text added in paragraph 5. 2
3
4
Replaced by Ident. No.: 5
Suppl. Drwing. No.:
This document is valid for following engine types:

Diesel A/S and is not to be disclosed to any third party without the specific prior written permission of MAN Diesel A/S
This drawing is the property of MAN Diesel A/S and is to be treated as confidential by the party to whom it has been submitted by MAN
All engine types
This MAN Diesel Specification should be regarded as a guideline. Further design

details are to be taken from the drawings for the actual plant concerned.
Contents:
1. Scope and field of application
2. Design description of the shaftline earthing device
3. Mounting of shaftline earthing device
4. Preservation oil recommended for assembly
5. Verification of electrical resistance between the slip rings and the shaft
6. Maintenance
7. Suppliers
MAN Diesel


1. Scope and field of application:
A difference in electrical potential between the hull and the propeller shaft will be
generated due to the difference in materials and to the propeller being immersed in sea
water.
In some cases, the difference in the electrical potential has caused spark erosion on the
thrust and main bearings and journals of the crankshaft of the engine.
In order to reduce the electrical potential between the crankshaft and the hull and thus
prevent spark erosion, there must be installed a highly efficient shaftline earthing
device.
The shaftline earthing device should be able to keep the electrical potential difference
below 50 mV DC, and there must be installed a shaft to hull monitoring equipment with
a mV-meter and with an output signal to the alarm system so that the potential and thus
the correct function of the shaftline earthing device can be monitored.
Please note that only one shaftline earthing device is needed in the propeller shaft
system.
MAN Diesel


2. Design description of the shaftline earthing device:
The shaftline earthing device consists of two silver slip rings, two arrangements for
holding brushes including connecting cables and monitoring equipment with a mV-
meter and an output signal for alarm.
Figure 1.
The slip rings should be made of solid silver or back-up rings of cobber with a silver
layer all over. The expected life span of the silver layer on the slip rings should be
minimum 5 years.
The brushes should be made of minimum 80% silver and 20% graphite to ensure a
sufficiently electrically conducting capability.
Resistivity of the silver should be less than 0.1μ Ohm x m. The total resistance from shaft
to hull must not exceed 0.005 Ohm. For a well-functioning shaftline earthing device it is
expected that the resistance is approximately 0.001 Ohm.
Cabling of shaftline earthing device to hull must be with a cable with a cross section not
less than 45mm² and the length of the cable to the hull must be as short as possible.
MAN Diesel


Monitoring equipment should have a 4-20 mA signal for alarm and a two range mV-
meter with switch for changing range. Primary range from 0 mV to 50 -150 mV DC and
secondary range from 0 mV to 300-1500 mV DC.
When the shaftline earthing device is working correctly, the electrical potential will
normally be within the range of 10-50 mV DC. The alarm set-points should be 5 mV for
low alarm and 80 mV for high alarm. The alarm signals with alarm delay of 30 seconds
and alarm cut-off, when engine is stopped, must be connected to the alarm system.
Connection of cables as shown on the sketch, Figure 1.

MAN Diesel


3. Mounting of shaftline earthing device:
The shaftline earthing device slip rings must be mounted on the foremost intermediate
shaft as close to the engine as possible, Figure 2.
Figure 2.
MAN Diesel


When a generator is mounted in the propeller shaft system, where the rotor of the
generator is part of the intermediate shaft, the shaftline earthing device must be placed
between the generator and the engine, Figure 3.
Figure 3.
MAN Diesel


Before mounting the two silver slip rings, the intermediate shaft has to be cleaned and
polished with emery paper. It is recommended to keep a distance between the two slip
rings of approximately 100 – 200 mm.
To protect the shaft and slip rings from corrosion, a preservation oil has to be applied to
the shaft surface before mounting the slip rings.
Information of recommended preservation oils are to be found in paragraph 4.
After mounting the slip rings excessive preservation oil has to be cleaned off with a
clean cloth leaving the surface of the slip rings clean and dry. Do not use a solvent
which can penetrate and remove the coat of the preservation oil between the shaft and
slip rings.
Verification of the electrical resistance between the slip rings and the shaft should be
conducted by measuring, as descriped in paragraph 5.
Mounting of the holders for the brushes should be as close, to the slip rings as possible.
For adjustment of the arrangement see the makers recommendation.
It is recommended to place the monitoring equipment near the shaftline earthing device
and at an easy accessible location for inspection and for reading the mV-meter.
A simple cover can be applied in case protection of the arrangement of brush holders is
needed. The cover must be easy to remove for inspection of the shaftline earthing
device.
4. Preservation oil recommended for assembly:
As preservation oil we recommend to use one of the following products listed in Table
4.1.
Table 4.1 Preservation oils:

Dinitrol ML300
Tectyl 472
Rust Ban 393
Mobilarma 245
Chevron Water Displacing Fluid
Rust Veto 266
MAN Diesel


5. Verification of the electrical resistance between the slip rings and the shaft.
For the verification equipment is needed:
One new high quality 1.5 V battery of D type. An electrical wire with a cross section of
0.75mm² has to be mounted on each pole of the battery by soldering. Length of the wire
should be approximately 200mm.
At the end of the wire end of the positive pole a length of 20 mm of the insulation has to
be removed and encapsulated by soldering. At the end of the wire of the negative pole
an alligator clip should be mounted by soldering.
Before the battery is connected to the shaft, a small area of the shaft must be polished
with emery paper in order to ensure a good connection for the end of the wire of the
positive pole. One of the poles of a horseshoe shaped permanent magnet is placed on
top of the wire end to keep it in place on the polished area. It is recommended that the
horseshoe shaped magnet has a pull force of 80 to 120 N.
The wire end of the negative pole with the alligator clip should be placed on the tension
adjuster of the clamping belt.
Figure 4.
MAN Diesel


For the first measurement place the positive touch needle of the instrument for Voltage
measurement 5 to 10mm from the positive wire end and the negative touch needle on
the silver layer of the slip ring as near as possible to the tension adjuster where the
alligator clip is placed and note the reading.
For the second measurement place the touch needles at a distance corresponding to
minimum 90° of the circumference of the shaft. Place the positive touch needle on the
shaft and the negative touch needle on the silver layer of the slip ring and note the
reading. It is expected that the second measurement should be 0 V.
A high short-circuit current from the 1.5 V DC battery will only last for a short time. To
ensure reliable measuring results it is important to carry out the two measurements
within 30 seconds after the battery has been connected. The battery should be
disconnected and removed after the last measurement. The battery must only be used
once and should be renewed if another measurement is to be carried out later.
Figure 5.
MAN Diesel


To verify the electrical resistance the following formula is to be used:
U
= R , Where the short-circuit current is set to be 15 A.
I
The voltage readingV

= RΩ
15 A
Example:
0,015V
= 0,001Ω
15 A
For a well functioning shaftline earthing device it is expected that the resistance is
approximately 0.001 Ohm and must not exceed 0,005 Ohm.
6. Maintenance:
It is recommended to keep the shaftline earthing device clean and dry at all times and
to make a visual inspection of the shaftline earthing device on a regular basis.
Cables and cable connections are to be checked. Damaged cables or connectors have
to be replaced.
If the brushes are worn-out, they have to be replaced with new brushes.
If the silver layer on the slip rings is worn-out or if the silver layer is partly missing the
slip rings have to be replaced with new ones. Follow the mounting procedure described
in paragraph 3.
If the mV-meter on the monitoring device indicates more than 80 mV DC after the
inspection of the mechanical parts of the earthing device and all parts have been found
in good condition, it is recommended to dismount the slip rings and clean and polish the
shaft and apply new preservation oil ( Paragraph 4. Table 4.1 ). The slip rings back side
should be cleaned and polished, if they are not replaced with new before remounting.
When maintenance work of the earthing device has been carried out, it must be
checked that the monitoring equipment is working properly.
MAN Diesel


7. Suppliers:
Supplier ref. no. 1386
BAC Corrosion Control A/S

Faeroevej 7-9
DK-4681 Herfoelge, Denmark
Telephone: +45 70 26 89 00
Telefax: +45 70 26 97 00
E-mail: info@bacbera.dk
Website: www.bacbera.dk
Supplier ref. no. 1606
M. G. Duff Marie Limited

1 Timberlaine Estate
Gravel Lane, Quarry Lane, Chichester
West Sussex, PO19 8PP, England
Telephone: +44 1243 533 336
Telefax: +44 1243 533 422
E-mail: sales@mgduff.co.uk
Website: www.mgduff.co.uk
Water Cooling Systems
709
Water Cooling Systems Chapter 709
Table of Contents
709-01 Water Cooling Systems

1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Seawater Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. Jacket Water Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

3.1 Operation in Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
4. Central Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

4.1 Operation in Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
5. Preheating during Standstill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
6. Jacket Water Cooling Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
709-02 Cooling Water Treatment

1. Reducing Service Difficulties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Types of Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 Corrosion Inhibitors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.3 Cooling Water Quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.4 Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2. Checking the System and Water during Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

2.1 Regularly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.2 Once a Week . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.3 Every Third Month . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.4 Once a Year . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.5 Every Four-Five Years and after Long Time Out of Operation . . . . . . . . . . . . . . . . . . 4
2.6 Water Losses and Overhauling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3. Cleaning and Inhibiting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.2 Cleaning Agents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.3 Inhibitors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4. Cleaning and Inhibiting Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4.2 Degreasing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4.2.A Prepare for degreasing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4.2.B Add the degreasing agent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4.2.C Circulate the solution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4.2.D Drain and flush the system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
MAN B&W Diesel A/S
Chapter 709 Water Cooling Systems
Table of Contents
4.3 Descaling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4.3.A Prepare for descaling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4.3.B Add the acid solution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.3.C Circulate the acid solution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.3.D Neutralise any acid residues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.4 Filling up with Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.5 Adding the Inhibitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
5. Central Cooling System, Cleaning and Inhibiting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

5.1 Nitrite-borate Corrosion Inhibitors for Fresh Cooling Water Treatment . . . . . . . . . . . 9
PLATES
Seawater Cooling System Main and Auxiliary Engines . . . . . . . . . . . . . . . . . . . . . . Plate 70901

Jacket Cooling Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70902
Central Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70903
Preheating of Jacket Cooling Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plate 70904
MAN B&W Diesel A/S
Water Cooling Systems 709-01
1. General
Pipe systems vary considerably from plant to plant. The following schematic pipe
diagrams are included here, for guidance, to illustrate the essential principles of
the circuits and their correlation.
For a specific plant, the correct details must be found in the piping diagrams
supplied by the shipyard.
2. Seawater Cooling System (Plate 70901)

Seawater is drawn up through the sea connection (1) by the seawater pump (2).
From the pump, the water-flow is divided into three separate branches:
1. through the adjustable valve (3) direct to the main engine scavenge
air cooler(s).
2. through the non-return valve (5) to the auxiliary engines
3. through the adjustable valve (3) to the lub. oil cooler and jacket
water cooler, which are connected in series.
Other branches may be installed in parallel with branch 3:
– Water supply to PTO/RCF lube oil cooler (if installed).
The sea water from the above-mentioned branches is later mixed again, and then
continues to the thermostatically controlled 3-way regulating valve (6) at the sea-
water overboard valve (7).
Regulating valve (6) is controlled by the sensor (8) which is located in the seawater
inlet pipe. The thermostat is adjusted so that the water temperature at the pump
inlet is kept above 10°C, in order to prevent the lub. oil from becoming too viscous
on the cold cooling surfaces (see also ‘Alarm Limits’, Section 701-01).
If the seawater inlet temperature drops below the set level, then regulating valve
(6) opens for the return flow to the seawater pump suction piping.
3. Jacket Water Cooling System Plates 70902, 70904

The jacket water is circulated through the cooler and the main engine cylinders by
the jacket water pump (1). The thermostatically controlled regulating valve (2), at
the outlet from the cooler, mixes cooled and uncooled jacket water in such propor-
tions that the temperature of the outlet water from the main engine is maintained
at about 80-85°C. See Section 701-02.
Regulating valve (2) is controlled by the sensor (3), which is located in the cooling
water outlet of the main engine.
MAN B&W Diesel A/S
In order to avoid increased cylinder wear it is important to maintain the cooling wa-
ter outlet temperature at 80-85°C.
A lower temperature may cause condensation of sulphuric acid on the cylinder

walls.
An integrated loop in the auxiliary engines ensures a constant temperature of 80°C

at the outlets from the auxiliary engines.
To prevent air accumulation in the cooling water system, a deaerating tank (4) (cy-
clone tank) has been inserted in the piping. The expansion tank (5) takes up the
difference in the water volume at changes of temperature.
Also an alarm device is installed to give off alarm, in case of excessive air/steam
formation in the system. See Section 701-02.
Pressure gauges are installed to enable checking of the pressure difference

across the engine. See Section 701-02.
3.1 Operation in Port (Plate 70902)

The main engine is preheated by utilising hot water from the auxiliary engine(s).
This preheating is activated by closing valves (6) and opening valves (7).
Activating valves (6) and (7) will change the direction of flow, and the water will
now be circulated by the auxiliary engine-driven pumps.
From the auxiliary engines, the water flows directly to the main engine jacket out-
let. When the water leaves the main engine, through the jacket inlet, it flows to the
thermostatically controlled 3-way valve (2).
In this operating mode, the temperature sensor (3) for valve (2) measures in a non-
flow, low temperature piping. Valve (2) will consequently be set to lead the cooling
water to the jacket water cooler (8), and further on to the auxiliary engine-driven
pumps.
The integrated loop in the auxiliary engines will ensure a constant temperature of
80°C at the auxiliary engine outlet, thus preheating the main engine.
Auxiliary engines in stand-by are automatically preheated by hot water entering

through valves F3 and leaving through valves F1.
4. Central Cooling System (Plate 70903)

In the central cooling water system, the central cooling water pump (3) circulates
the low-temperature freshwater (central cooling water) in a cooling circuit: in par-
allel through the scavenge air cooler(s), through the lub. oil cooler and jacket water
cooler, the two last mentioned connected in series, and through the auxiliary en-
gines.
MAN B&W Diesel A/S
Water Cooling Systems 709-01
The temperature in the low temperature part of the system is monitored by the
thermostatically controlled regulating valve (4). Adjust the regulating valve so that
the min. temperature at inlet to the air cooler, the oil cooler, and the auxiliary en-
gines is above 10°C.
Regarding main and auxiliary jacket cooling water systems, see previous section
3., ‘Jacket Water Cooling System’.
4.1 Operation in Port (Plate 70903)

The main engine is preheated by utilising hot water from the auxiliary engine(s).
This preheating is activated by closing valves (6) and opening valves (7).
Activating valves (6) and (7) will change the direction of flow, and the water will
now be circulated by the smaller port service central water pump.
From the auxiliary engines, the water flows directly to the main engine jacket out-
let. When the water leaves the main engine, through the jacket inlet, it flows to the
thermostatically controlled 3-way valve of the jacket water cooler.
In this operating mode, the temperature sensor for the thermostatically controlled
3-way valve measures in a non-flow, low temperature piping. The valve will con-
sequently be set to make the cooling water by-pass the jacket water cooler and
return to the port service pump.
The integrated loop in the auxiliary engines will ensure a constant temperature of
80°C at the auxiliary engine outlet, thus preheating the main engine.
Auxiliary engines in stand-by are automatically preheated by hot water entering

through valves F3 and leaving through valves G1.
5. Preheating during Standstill

Preheat the engine in accordance with Section 703-07.
Preheat by means of:

· A built-in preheater, see also Plate 70904.
The capacity of the preheater pump should correspond to about 10% of the ca-
pacity of the jacket water main pump.
The pressure drop across the preheater should be approx. 0.2 bar.
The preheater pump and the main pump should be electrically interlocked to
avoid the risk of simultaneous operation.
· Cooling water from the auxiliary engines, see item 3.1, ‘Operation in Port’
MAN B&W Diesel A/S
6. Jacket Water Cooling Failure

It is assumed that the temperature rise is not caused by defective measuring
equipment or thermostatic valve. These components should be checked regularly
to ensure correct functioning.
If the cooling water temperature, for a single cylinder or for the entire engine, rises
to 90-100°C, follow this procedure:
Open the test cocks on the cylinder outlets.
Is the water coming out?
YES
· Close the test cocks.

· Re-establish the cooling water supply at once, or stop the engine for troubleshooting.
NO The cooling space is not completely filled with water. This results in local overheating,
and hence the formation of steam.
· Close the test cocks.
· Stop the engine.
· Close the outlet valve on the overheated cylinder.
· Open the indicator cocks.
· Keep the auxiliary blowers and lub. oil pumps running.
· Turn the piston of the cylinder concerned to BDC to slowly cool down the overheated
area via the air flow through the cylinder and indicator cock.
· Leave the engine to cool.
This prevents extra shock heat stresses in cylinder liner, cover and exhaust valve housing,
if the water should return too suddenly.
· After 15 minutes, open the outlet valves a little so that the water can rise slowly in the
cooling jackets. Check the level at the test cocks.
· Find and remedy the cause of the cooling failure.
· Check for proper inclination of the freshwater outlet pipe, and for proper deaeration from
the forward end of the engine.
· Make a scavenge port inspection to ensure that no internal leakage has occurred.
Note: Slow-turn the engine with open indicator cocks before starting the engine.
MAN B&W Diesel A/S
Cooling Water Treatment 709-02
1. Reducing Service Difficulties

To reduce service difficulties to a minimum, we strongly recommend:
· effective protection against corrosion of the cooling water system

by adding a chemical corrosion inhibitor. See Item 1.2.
· using the correct cooling water quality. See Item 1.3.
· effective venting of the system. See Item 1.4.
· Checking the system and water during service. See Item 2.
· Using the correct cleaning and inhibiting procedure. See Items 3 and 4.
1.1 Types of Damage

If the above-mentioned precautions are not taken, the following types of damage
may occur:
· corrosion, which removes material from the attacked surface

by a chemical process.
· corrosion fatigue, which may develop into cracks because of
simultaneous corrosion and dynamic stresses.
· cavitation, which removes material because of local steam formation
and subsequent condensation in the cooling water, due to high water
velocity or vibrations.
· scale formation, which reduces the heat transfer, mostly due to lime
deposits.
Corrosion and cavitation may reduce the lifetime and safety factors of the parts
concerned. Deposits will impair the heat transfer and may result in thermal over-
load of the components to be cooled.
1.2 Corrosion Inhibitors

Various types of inhibitors are available but, generally, only nitrite-borate based in-
hibitors are recommended.
A number of products marketed by major companies are specified in the table on

Page 9. The relevant dosages are also mentioned, and we recommend that these
directions are strictly observed.
Cooling water treatment using inhibiting oils is not recommended, as such treat-
ment involves the risk of uncontrolled deposits being formed on exposed surfaces,
and furthermore represents an environmental problem.
The legislation for disposal of waste water, incl. cooling water, prohibits
the use of chromate for cooling water treatment. Chromate inhibitors
must not be used in plants connected to a freshwater generator.
MAN B&W Diesel A/S
1.3 Cooling Water Quality

It is important to use the correct cooling water quality. We recommend to use de-
ionized or distilled water (for example produced in the freshwater generator) as
cooling water.
This prevents, to a wide extent, the formation of lime stone on cylinder liners and
in cylinder covers, which would impair the heat transfer, and result in unacceptably
high material temperatures.
Before use, check that the following values are not exceeded:
– Hardness: max. 10° dH (=10 ppm CaO)
– pH: 6.5-8.0 (at 20°C)
– Chloride: 50 ppm (50 mg/litre)
– Sulphate: 50 ppm (50 mg/litre)
– Silicate: 25 ppm (25 mg/litre)
Check that there is no content of:
– Sulphide
– Chlorine
– Ammonia
Softening of the water does not reduce its sulphate and

chloride contents.
If deionized or distilled water cannot be obtained, normal drinking water can be

used in exceptional cases.
Rain water, etc. must not be used, as it can be heavily contaminated.
1.4 Venting
The system is fitted with a deaerating tank with alarm and with venting pipes which
lead to the expansion tank.
See Section 709-01.
2. Checking the System and Water during Service

Check the cooling water system and the water at the intervals given below:
We recommend to keep a record of all tests, to follow the condition and trend of
the cooling water.
2.1 Regularly
Whenever practical, check the cooling water system for sludge or deposits. See
also Item 2.5, ‘Every Four-Five Years and after Long Time Out of Operation’.
Check at the cooling pipes, cooling bores, at the top of the cylinder and cover and
exhaust valve bottom piece.
MAN B&W Diesel A/S
Sludge and deposits can be due to:

· contaminated cooling water system,
· zinc galvanized coatings in the cooling water system.
Experience has shown that zinc galvanized coatings in the freshwater cooling
system are often very susceptible to corrosion, which results in heavy sludge
formation, even if the cooling system is correctly inhibited.
In addition, the initial descaling with acid will, to a great extent, remove any gal-
vanized coating. Therefore, generally, we advise against the use of galvanized
piping in the freshwater cooling system.
2.2 Once a Week

Take a water sample from the system during running.
Take the sample from the circulating system, i.e. not from the
expansion tank or the pipes leading to the tank.
Check the condition of the cooling water.
Test kits are normally available from the inhibitor supplier.
Check:
· The concentration of inhibitor must not fall below the value recommended by
the supplier, as this will increase the risk of corrosion.
When the supplier specifies a concentration range, we recommend to maintain
the concentration in the upper end.
· pH-value should be within 8.5-10 at 20°C.
A decrease of the pH-value (or an increase of the sulphate content, if meas-
ured) can indicate exhaust gas contamination (leakage).
pH can be increased by adding inhibitor, however, if large quantities are neces-
sary, we recommend to change the water.
· Chloride content should not exceed 50 ppm (mg/litre).
In exceptional cases, a maximum of 100 ppm can be accepted, however, the
upper limit specified by the inhibitor supplier must be adhered to.
An increase of the chlorine content can indicate salt water ingress.
Trace and repair any leakages at the first opportunity.
If out-of-specification results are found, repeat the tests more

frequently.
2.3 Every Third Month

Take a water sample from the system during running, as described in Item 2.2,
‘Once a week’.
MAN B&W Diesel A/S
Send the sample for laboratory analysis, in particular to ascertain the content of:
– inhibitor
– sulphate
– iron
– total salinity.
2.4 Once a Year

Empty, flush and refill the cooling water system.
Add the inhibitor. See also Item 4.5, ‘Adding the Inhibitor’, further on.
2.5 Every Four-Five Years and after Long Time Out of Operation
Based on the regular checks, see Item 2.1, clean the cooling water system for oil-
sludge, rust and lime. Refill and add the inhibitor.
See Items 3 and 4 further on.
2.6 Water Losses and Overhauling

Replace evaporated cooling water with non-inhibited water.
Replace water from leakages with inhibited water.
After overhauling, e.g. of individual cylinders, add a new portion of inhibitor imme-
diately after completing the job.
Check the inhibitor concentration any time a substantial amount of cooling water
is changed or added.
3. Cleaning and Inhibiting

3.1 General
Carry out cleaning before inhibiting the cooling water system for the first time.
This ensures uniform inhibitor protection of the surfaces and improves the heat
transfer.
During service, carry out cleaning and inhibiting every 4-5 years and after long
time out of operation, see also Item 2.5.
Cleaning comprises degreasing to remove oil sludge and descaling to remove rust
and lime deposits.
3.2 Cleaning Agents

Special ready-mixed cleaning agents can be obtained from companies specialis-
ing in cooling water treatment, and from the supplier of inhibitors.
See item 5.1.
These companies offer treatment, assistance and cooling water analysis.
We point out that the directions given by the supplier should always be closely fol-
lowed.
MAN B&W Diesel A/S
The cleaning agents must not be able to damage packings, seals, etc. It must also
be ensured that the cleaning agents are compatible with all parts of the cooling
system to avoid any damage.
The cleaning agents should not be directly admixed, but should be dissolved in
water and then added to the cooling water system.
For degreasing, agents emulsified in water, as well as slightly alkaline agents, can
be used.
Ready-mixed agents which involve the risk of fire obviously must not be
used.
For descaling, agents based on amino-sulphonic acid, citric acid and tartaric acid
are especially recommended.
Use only inhibited acidic cleaning agents.
These acids are usually obtainable as solid substances, which are easily soluble
in water, and do not emit poisonous vapours.
3.3 Inhibitors
See Item 1.2, ‘Corrosion Inhibitors’, earlier in this Chapter.
4. Cleaning and Inhibiting Procedure

4.1 General
The engine must be at a standstill during the cleaning procedure to

avoid overheating during draining.
Normally, cleaning can be carried out without any dismantling of the engine.
Since cleaning can cause leaks to become apparent (in poorly assembled joints
or partly defective gaskets), inspection should be carried out during the cleaning
process.
4.2 Degreasing
Be careful. Use protective spectacles and gloves.
MAN B&W Diesel A/S
4.2.A Prepare for degreasing
Does the cooling water contain inhibitor?
YES Drain the system.

Fill up with clean tap water.
Follow the procedure below.
NO
Follow the procedure below.
Heat the water to 60°C and circulate it continuously.

Drain to lowest water level in the expansion tank sight glass.
4.2.B Add the degreasing agent

Add the degreasing agent, preferably at the suction side of the running jacket wa-
ter pump.
Use the amount of agent specified by the supplier.
Drain again to the lowest level in the expansion tank if the cooling water system is
filled-up, before all agent is applied.
4.2.C Circulate the solution

Circulate the agent for the period specified by the supplier.
Check and repair any leaks.
4.2.D Drain and flush the system

Drain the system completely.
This will also flush out any oil or grease settled in the expansion tank.
Circulate the water for two hours.
Drain the system completely.
Proceed to the descaling procedure, see Item 4.3, ‘Descaling’.
4.3 Descaling
On completing the degreasing procedure, see Item 4.2, ‘Degreasing’, apply this
descaling procedure.
Be careful. Use protective spectacles and gloves.
To avoid polluting the sea water with acid, it is recommended, if possible,

to collect all the drained water that contains acid in a tank where it can be
neutralised, for example by means of soda, before being led overboard.
4.3.A Prepare for descaling

Heat the water to a maximum of 70°C, and circulate it continuously.

Some ready-mixed cleaning agents are specified to be used at a lower
temperature. This maximum temperature must be adhered to.
MAN B&W Diesel A/S
4.3.B Add the acid solution

Dissolve the necessary dosage of acid compound in a clean iron drum, half filled
with hot water. Stir vigorously, e.g. using a steam hose.
For engines that were treated before the sea trials, the lowest dosage recom-
mended by the supplier will normally be sufficient.
For untreated engines, a higher dosage – depending on the condition of the
cooling system – will normally be necessary.
The solubility of acids in water is often limited. This can necessitate descaling
in two stages, with a new solution and clean water. Normally, the supplier
specifies the maximum solubility.
Fill the drum completely with hot water while continuing to stir.
Slowly add the acid compound at the suction side of the jacket water cooling
pump.
Drain some water from the system, if necessary.
4.3.C Circulate the acid solution

Keep the temperature of the water at the prescribed preheating temperature, and
circulate it constantly.
The duration of the treatment will depend on the degree of fouling.
Normally, for engines that were treated before the sea trials, the shortest time
recommended by the supplier will be sufficient.
For untreated engines, a longer time must be reckoned with.
Check every hour, for example with pH-paper, that the acid has not been neutral-
ised.
A number of descaling preparations contain colour indicators which show the
state of the solution.
If the acid content is exhausted, a new admixture dosage can be added, in which
case the weakest recommended concentration should be used.
4.3.D Neutralise any acid residues

After completing the descaling, drain the system and flush with water.
The flushing is necessary to remove any debris that may have formed during
the cleaning.
Continue the flushing until the water is neutral (pH approx. 7).
Acid residues can be neutralised with clean tap water containing 10 kg soda per
ton of water. As an alternative to soda, sodium carbonate or sodium phosphate
can be used in the same concentration.
Circulate the mixture for 30 minutes.
Drain and flush the system.
Continue to flush until the water is neutral (pH approx. 7).
MAN B&W Diesel A/S
Check the acid content of the system oil directly after the descaling,
and again 24 hours later. See Section 708-04.
4.4 Filling up with Water

To prevent the formation of rust on the cleaned surfaces, fill up with water imme-
diately after the cleaning.
Fill up, with deionizer or distilled water, to the lowest level in the expansion tank.
See also Item 1.3, ‘Cooling Water Quality’.
4.5 Adding the Inhibitor

On account of the lack of hardness, the deionized or distilled water is relatively cor-
rosive.
Add the corrosion inhibitor immediately after filling up.
Weigh out the quantity of inhibitors specified by the supplier. See item 5.1.
We recommend to use the maximum amount specified by the makers.
Dissolve the inhibitor in hot deionized or distilled water, using a clean iron drum.
Add the solution at the suction side of the running jacket water cooling pump or at
another place where flow is ensured.
A liquid inhibitor may be entered directly into the system by equipment supplied by
the maker. Follow the maker’s instructions.
Fill up to normal water level, using deionized or distilled water.
Circulate the cooling water for not less than 24 hours. This ensures the forming of
a stable protection of the cooling surfaces.
Check the cooling water with a test kit (available from the inhibitor supplier) to en-
sure that an adequate inhibitor concentration has been obtained. See also Item
2.2, ‘Once a Week’, ‘Check: Inhibition concentration’.
5. Central Cooling System, Cleaning and Inhibiting

It is important for the proper functioning of this system to remove existing deposits
of lime, rust and/or oil sludge in order to minimise the risk of blocking the coolers,
and to ensure a good heat transfer. Subsequent inhibiting shall, of course, be car-
ried out.
For central cooling water systems, which are arranged with separate high and low
temperature freshwater circuits, the careful, regular checks which are necessary
for the jacket cooling water (= high temperature freshwater circuit) are not neces-
sary for the low temperature freshwater circuit.
MAN B&W Diesel A/S
5.1 Nitrite-borate Corrosion Inhibitors for Fresh Cooling Water Treatment

Delivery Maker’s min. Recom-
Company Name of Inhibitor
Form mended Dosage (*)
Castrol Ltd. Swindon Castrol Solvex WT4 Powder 3 kg / 1000 l
Wiltshire, England Castrol Solvex WT2 Liquid 20 l / 1000 l
Drew Ameriod Marine DEWT NC Powder 3.2 kg / 1000 l
Boonton, N.J./USA Liquidewt Maxiguard Liquid 8 l / 1000 l
Liquid 16 l / 1000 l
Nalfloc Ltd. Northwich, NALFLEET 9-121 Powder 2.5 kg / 1000 l
Cheshire, England NALFLEET 9-108 Liquid 2.25 l / 1000 l
Rohm & Haas (ex RD11 DIA PROSIM Powder 3 kg / 1000 l
Duolite) Paris, France RD25 DIA PROSIM Liquid 50 l / 1000 l
Unitor Rochem Marine Dieselguard NB Powder 3 kg / 1000 l
Chemicals Oslo, Rocor NB Liquid Liquid 10 l / 1000 l
Norway
Vecom Maassluis, CWT Diesel QC2 Liquid 12 l / 1000 l
Holland
Generally we recommend 2000-2500 ppm Nitrite.
(*) Initial dosage may be larger.
5.2 Non Nitrite-borate Corrosion Inhibitors for Fresh Cooling Water Treatment
Delivery Maker’s min. Recom-

Company Name of Inhibitor
Form mended Dosage (*)
FAMM, Havoline XLI Liquid 50 l / 1000 l
Houston, USA Havoline XLC 350 l / 1000 l
(*) Initial dosage may be larger.
These lists are for guidance only and must not be considered complete. We un-
dertake no responsibility for difficulties that might be caused by these or other wa-
ter inhibitors/chemicals.
The suppliers are listed in alphabetical order.

Suitable cleaners can normally also be supplied by these firms.
MAN B&W Diesel A/S
Air cooler
Lub. oil cooler for gear

(PTO/RCF unit not TI
included in standard F.w.
engine delivery) cooler
MAN B&W Diesel A/S

TI
TI
Regarding the lub. oil

Lub. oil coolers, this valve should be
cooler adjusted so that the cooling
Main engine
Air cooler water inlet temp. is not
TI Lub. oil cooler below 10° C.
These valves to
be provided with
gradual scale
Aux. Aux. Aux.
Eng. Eng. Eng.
Cooling water pumps BWL
PT Feeler
8421 PI
Shipside
Main and Auxiliary Engines
Seawater Cooling System
PI
Cooling water pump for

aux. engine
Sea chest (port service)
Plate 70901
Jacket cooling water Venting pipe ought to be discharged
just below lowest water level Expansion tank must be placed
Sea water
min. 5 m above the engien cooling
Fuel oil water discharge pipe
Alarm must be given if excess air High level alarm
Venting pipe or automatic
is separated from the water in the
venting valve to be arranged
de-aerating tank
Plate 70902
in one end of discharge pipe. Low level alarm

(Opposite end of discharge
to pump)
Alarm device box
MAN B&W Diesel A/S

see special drawing
Orifice for adjustment of
cooling water pressure Normally closed valve
To be opened when the
system is filled with
cooling waer. (Manually
or automatically)
Tracing of F.O.
drain pipe
*) Pre-
heater
Jacket The freshwater generator

De-aerating tank F. W.
Jacket water pumps water generator
to be coupled in and out
see special drawing cooler slowly min. 3 minutes
3 bar head
Main
Water inlet for
Jacket Cooling Water System
engine From tracing of F.O. drain pipe

cleaning turbocharger May be connected to S.W. main
system if generator does not
have separate cooling water pump
Fresh cooling
Drain from bedplate/cleaning
turbocharger to waste tank water drain
It is recommended to install pre-heater
if pre-heater possibilities from aux.
For flow rates and capacities for engines fresh cooling water system are
main engine, see list of capacity not available
for actual engine type
Number of Aux. engines, pumps, coolers, Thermostat controlled 3-way valve

etc. subject to alterations according adjusted to 80°C cooling water outlet
to the actual plant specification temperature
For arrangement common for main engine

and MAN B&W Aux. engines, see special
drawing
Expansion tank
Seawater central
Central cooling water cooling water
Jacket cooling water
These valves to be
MAN B&W Diesel A/S

provided with graduated
scale
Seawater
outlet
Regarding the lub. oil coolers, this

valve should be adjusted so that the
inlet temp. of the cooling water is
not below 10°C
Lub. oil
cooler
Air pocket, if any, in the pipe line between Central
the pump, must be vent to the expansion tank cooler
Central Cooling System
Central
Seawater cooling Jacket Main
pumps water engine
water cooler
pumps
Cooling water
drain air cooler
Seawater
inlet
For arrangement common for main

Number of Aux. engines, pumps, engine and MAN B&W Aux. engines,
coolers, etc. subject to see special drawing
Seawater
alterations according to the inlet
actual plant specification For jacket cooling water
system, see special drawing
Plate 70903
Plate 70904 Preheating of Jacket Cooling Water
p
Temperature Preheater
increase of capacity in
jacket water % of nominal
MCR power
°C 1.5% 1.25% 1.00% 0.75%
60
50
0.50%
40
30
20
10
0
0 10 20 30 40 50 60 70 hours
Preheating time
Preheating of Jacket Cooling Water
If the cooling water is heated by means of a preheater installed in the freshwater

system, the curves above can be used.
The curves are drawn on the basis that, at the start of preheating, the engine and
engine-room temperatures are equal.
Example:
A freshwater preheater, with a heating capacity equal to 1% of nominal MCR
engine shaft, output, is able to heat the engine 35°C (from 15°C to 50°C) in the
course of 12 hours.
Cooling water preheating during standstill is described in Section 703-07.
MAN B&W Diesel A/S
Vol. 1 - Operation Manual Index
Text Index Drawing No.
Content 700
Warning S900 S900-0002

Frontpage 700-00 V70000-0004
Introduction 700-01 V70001-0002
Safety Precautions and Engine Data 701
Table of Contents 701TOC V701-0002TOC

Safety precautions 701-01 V70101-0004
Guidance Value Automation 701-02 V70102-0009
Instrumentation 701-03 V70103-0002
Testbed Adjustments 701-04 V70104-0002
IMO NOx Components and technical file 701-05 V70105-0002
Checks during Standstill Periods 702

Checks during Standstill Periods 702-01 V70201-0002
Starting, Manoeuvring and Running 703

Preparations for Starting 703-01 V70301-0006
Starting-up 703-02 V70302-0002
Loading 703-03 V70303-0002
Running 703-04 V70304-0002
Preparations PRIOR to arrival in Port 703-05 V70305-0002
Stopping 703-06 V70306-0002
Operations AFTER arrival in Port 703-07 V70307-0002
Engine Control System, FPP Plants, 50-70 MC Engines 703-10 V70310-0002
Engine Control System, CPP Plants, 50-70 MC Engines 703-11 V70311-0001
Engine Control System, FPP Plants, 80-108MC/MC-C Engines 703-12 V70312-0001
Chrash-Stop, (FPP-Plants and Reversible CPP-Plants) 703-13 V70313-0001
Manual Control from Engine Side Control Console Plate 70301 VP70301-0002
Change-over from Normal to Manual Control Plate 70302 VP70302-0003
Manoeuvring Gear Plate 70303 VP70303-0002
Starting Air System Plate 70304 VP70304-0002
Sequence Diagram, FPP Plant Plate 70305 VP70305-0002
Control Room Control, STOP. Safety System Plate 70306 VP70306-0001
Control Room Control, START, AHEAD, ASTERN Plate 70307 VP70307-0001
Control from Engine Side Control Console STOP, START, AHEAD, Plate 70308 VP70308-0001
ASTERN
Sequence Diagram, CPP Plant Plate 70309 VP70309-0001
Control Room Control, STOP, START, AHEAD, ASTERN. Safety Plate 70310 VP70310-0001
System
Bridge Control, Restart of Engine (Showing START AHEAD) Plate 70311 VP70311-0001
Remote Control, STOP, START Safety System Plate 70312 VP70312-0001
Control from Engine Side Control Console, STOP, START Plate 70313 VP70313-0001
Control Room Control, STOP Safety System Plate 70314 VP70314-0001
Control Room Control, START, AHEAD, ASTERN Plate 70315 VP70315-0001
Control from Engine Side Control Console, STOP, START, Plate 70316 VP70316-0001
AHEAD, ASTERN
Index Vol. 1 - Operation Manual
Special Running Conditions 704

Fire in Scavenge Air Box 704-01 V70401-0002
Ignition in Crankcase 704-02 V70402-0002
Turbocharger Surging (Stalling) 704-03 V70403-0002
Running with Cylinders or Turbochargers Out of Operation 704-04 V70404-0003
Running with cracked Cylinder cover studs and Staybolts 704-05 V70405-0001
Cutting Cylinders out of Action Plate 70401 VP70401-0002
Scavenge air drain pipes Plate 70402 VP70402-0002
Cutting turbochargers out of action Plate 70403 VP70403-0001
Turbocharger surging Plate 70404 VP70404-0001
Scavenge air spaces, fire exting. systems Plate 70405 VP70405-0001
Fuel and Fuel Treatment 705

Fuel oil 705-01 V70501-0003
Pressurised Fuel Oil System 705-02 V70502-0002
Fuel Treatment 705-03 V70503-0001
Residual Marine Fuel Standards Plate 70501 VP70501-0002
Fuel Oil System Plate 70502 VP70502-0002
Fuel oil pipes on engine Plate 70503 VP70503-0001
Fuel oil centrifuges. Modes of operation Plate 70504 VP70504-0001
Centrifuge flow rate and separation temp. (preheating) Plate 70505 VP70505-0001
Preheating of heavy fuel oil (prior to injection) Plate 70506 VP70506-0001
Performance Evaluation and General Operation 706

Observations during Operation 706-01 V70601-0004
Evaluation of Records 706-02 V70602-0002
Cleaning of Turbochargers and Air Coolers 706-03 V70603-0003
Measuring Instruments 706-04 V70604-0002
Pressure Measurements and Engine Power Calculations 706-05 V70605-0002
Correction of Performance Parameters 706-06 V70606-0002
Turbocharger Efficiency 706-07 V70607-0004
Estimation of the Effective Engine Power without Indicator Diagrams 706-08 V70608-0002
Load Diagram for Propulsion alone Plate 70601 VP70601-0002
Load Diagram for Propulsion and Main Engine Driven Generator Plate 70602 VP70602-0002
Performance Observations (2 pages) Plate 70603 VP70603-0002
Readings relating to Thermodynamic Conditions Plate 70604 VP70604-0001
Synopsis Diagrams - for engine (Pi) (2 - pages) Plate 70605 VP70605-0001
Synopsis Diagrams - for engine (Pmax) (2 - pages) Plate 70606 VP70606-0001
Synopsis Diagrams - for engine (Pe) (2-pages) Plate 70607 VP70607-0001
Synopsis Diagrams - for turbocharger (Pscav-Pe) (2-pages) Plate 70608 VP70608-0001
Synopsis Diagrams - for turbocharger (Pscav-Compressor) Plate 70609 VP70609-0001
(2-pages)
Synopsis Diagrams - for air cooler (Pscav-Tair) (2-pages) Plate 70610 VP70610-0001
Specific Fuel Oil Consumption (Corrections) Plate 70611 VP70611-0001
Dry Cleaning of Turbocharger (Turbine side) Plate 70612 VP70612-0001
Water Cleaning Turbocharger (Turbine side) Plate 70613 VP70613-0001
Air Cooler Cleaning System (Option) Plate 70614 VP70614-0001
Vol. 1 - Operation Manual Index
Normal Indicator Diagram Plate 70615 VP70615-0001

Adjustment of Indicator Drive Plate 70616 VP70616-0002
Faulty Indicator Diagrams Plate 70617 VP70617-0002
Information from Indicator and Draw Diagrams Plate 70618 VP70618-0002
Using the Planimeter Plate 70619 VP70619-0001
Correction to ISO Reference Ambient Conditions. (Pmax) Plate 70620 VP70620-0002
Correction to ISO Reference Ambient Conditions. (Texh.) Plate 70621 VP70621-0002
Correction to ISO Reference Ambient Conditions (Pcomp.) Plate 70622 VP70622-0002
Correction to ISO Reference Ambient Conditions. (Pscav.) Plate 70623 VP70623-0003
Correction to ISO Reference Ambient Conditions. (Example) Plate 70624 VP70624-0004
Calculation of Compressor Efficiency Plate 70625 VP70625-0002
Calculation of Total Turbocharger Efficiency Plate 70626 VP70626-0002
Power Estimation Plate 70627 VP70627-0002
Turbocharger Compressor Wheel Diameter and Slip Factor Plate 70628 VP70628-0003
Cylinder Condition 707

Cylinder Condition 707-01 V70701-0004
Cylinder Lubrication 707-02 V70702-0002
Inspection of Nimonic Exhaust Valve Spindles 707-03 V70703-0002
Inspection through Scavenge Ports Plate 70701 VP70701-0001
Inspection through Scavenge Ports (Record) Plate 70702 VP70702-0001
Inspection through Scavenge Ports, Symbols Plate 70703 VP70703-0001
Inspection through Scavenge Ports (Pictures) Plate 70704 VP70704-0001
Inspection through Scavenge Ports, Evaluation Plate 70705 VP70705-0001
Factors influencing Cylinder Wear Plate 70706 VP70706-0002
Abrasive Particles Plate 70707 VP70707-0001
Cylinder oil Feed Rate during Running-in. S/K/L MC/MC-C Plate 70710 VP70710-0002
Engines (3-pages)
Cylinder Condition Report Plate 70711 VP70711-0002
Calculation of Condensate Amount Plate 70712 VP70712-0002
Cylinder Lubricating Oil Pipes Plate 70713 VP70713-0004
Running-in Load Plate 70714 VP70714-0001
Bearings and Circulating Oil 708

Bearings 708-01 V70801-0002
Alignment of Main Bearings 708-02 V70802-0002
Circulating Oil and Oil System 708-03 V70803-0002
Maintenance of the Circulating Oil 708-04 V70804-0006
Turbocharger Lubrication 708-05 V70805-0001
Separate Camshaft Lubricating Oil System (Option) 708-06 V70806-0001
Camshaft Lubrication for Engines with Uni-Lube System 708-07 V70807-0001
Main Bearing, Thick Shell Design Plate 70801 VP70801-0002
Main Bearing, Thin Shell Design Plate 70802 VP70802-0002
Crosshead Bearing Plate 70803 VP70803-0002
Crankpin Bearing Plate 70804 VP70804-0001
Main Bearing Assemblies Plate 70805 VP70805-0001
Guide Shoes and Strips Plate 70806 VP70806-0001
Index Vol. 1 - Operation Manual
Thrust Bearing Assembly Plate 70807 VP70807-0001

Camshaft Bearing Assemblies Plate 70808 VP70808-0002
Inspection of Bearings. Recording of Observations. Plate 70809 VP70809-0002
Inspection of Bearings. Location and Size of Damage in Bearing Plate 70810 VP70810-0002
Shells
Acceptance Criteria for Tin-Aluminium Bearings with Overlayer Plate 70811 VP70811-0002
(Crosshead Bearing Lower Shells)
Inspection of bearings. Location of Damage on Pin/Journal Plate 70812 VP70812-0002
Inspection of Bearings. Observations Plate 70813 VP70813-0002
Inspection of Bearings. Inspection Records, Example Plate 70814 VP70814-0002
Inspection of Bearings. Inspection Records, Blank Plate 70815 VP70815-0002
Report: Crankshaft Deflections (Autolog) Plate 70816 VP70816-0002
Crankshaft Deflection, Limits Plate 70817 VP70817-0003
Circulating Oil System (Outside Engine) (Engines with Uni-Lube Plate 70818 VP70818-0003
System)
Circulating Oil System (Outside Engine) (Engines without Uni-Lube Plate 70819 VP70819-0002
System)
Circulating Oil System (Inside Engine) Plate 70820 VP70820-0002
Flushing of Main Lubricating Oil System. Location of Checkbag and Plate 70821 VP70821-0002
Blank Flanges
Flushing of Main Lubricating Oil System. Dimension of Checkbag and Plate 70822 VP70822-0002
Blank Flanges
Flushing of Main Lubricating Oil System. Flushing Log Plate 70823 VP70823-0002
Cleaning System, Stuffing Box Drain Oil (Option) Plate 70824 VP70824-0002
Camshaft Lubricating Oil Pipes (Engines with Uni-Lube System) Plate 70825 VP70825-0001
Camshaft Lubricating Oil Pipes (Engines without Uni-Lube System) Plate 70826 VP70826-0001
Flushing of Camshaft Lubrication Oil System Plate 70827 VP70827-0001
Turbocharger Lubricating Oil Pipes Plate 70828 VP70828-0001
Check Measurements Plate 70829 VP70829-0001
Water Cooling Systems 709

Water Cooling Systems 709-01 V70901-0001
Cooling Water Treatment 709-02 V70902-0003
Seawater Cooling System. Main and Auxiliary Engines Plate 70901 VP70901-0001
Jacket Cooling Water System Plate 70902 VP70902-0001
Central Cooling System Plate 70903 VP70903-0001
Preheating of Jacket Cooling Water Plate 70904 VP70904-0001
S50MC-C, Volume II
908 901 902 903
910 909
913
911 907
904
912 906
905
S50MC-C VOLUME II
MAINTENANCE
Vol. I OPERATION
Vol. II MAINTENANCE
1. Name of vessel
3. Plate No.
4. Part No.


A90023-0027

Denmark
DK-2450 Copenhagen
Technical Service
Denmark
Teleph.:+82 55 282 0590
Telefax:+45 33 85 10 30
Teleph.:+45 33 85 11 00 Teleph.:+82 55 278 9651
CVR No. 39 66 13 14
Part Sales
Telefax: +45 33 85 10 30
Teleph.:+82 55 280 0550~6
Telefax.:+82 55 282 1388
Cross Section through Engine Plate
P90001-0048
Cross Section through Engine
0048
P90001
MAN B&W Diesel A/S
Checking and Maintenance Schedule,
MAN B&W 26-70MC/MC-C Engines 9001
The Checking and Maintenance Schedules indi- Design modifications may necessitate a revision of
cate the intervals at which it is deemed appropri- the instructions, in which case the revised instruc-
ate to inspect the individual components of the tions and changed overhauling intervals, if any, will
engine and to carry out overhauls, if necessary, apply and supersede those originally issued (see
based on the engine condition or a criterion of e.g our Service Letters).
time.
In addition to the checking and overhauling inter-
The stated Regular checks or Service interval vals stated in this schedule, please note that the
are intended primarily as a guide, as differences periodical survey requirements of the classifica-
in the actual service conditions, the quality of the tion society may require additional checks and
fuel oil or lubricating oil, the treatment of cooling reference is made to be carried out. For further
water, etc., will decisively influence the actual information reference is made to the classification
service results, and thus the intervals between society.
necessary overhauling.
The procedures are divided into five categories:
Time-based condition checking marked with a C, under the heading Regular checks or Service
procedures interval, deal with the service condition of a number of engine
components, and form the basis for estimating whether further
overhauling is necessary. In a number of cases the condition
checking procedures refer to Volume I of the instruction book, in
which more detailed descriptions and working procedures can be
found.
Condition-based overhauling are marked with an O, under the heading Regular checks or
procedures Service interval. Under the heading Refer to (column P), a ref-
erence to additional information is stated.
This procedure number normally refers to one of the above condi-

tion checking procedures which form the basis of the overhaul.
For this reason, the intervals stated are for guidance only.
Time-based overhauling also marked with an O, under the headings Regular checks or
procedures Service interval or Based on observations, are the procedures
where an actual basis for estimation is lacking. It is recommend-
ed, therefore, to carry out these procedures at the overhauling
intervals stated as a basis.
The letters O or C in Based on observations (column B), in-

dicate that special service conditions may make checking or
overhauling necessary beyond the actual standard schedules
indicated.
(continued)
When referring to this page, please quote Maintenance Schedule A90050 Edition 0296 Page of 6
Checking and Maintenance Schedule,
9001 26-70MC/MC-C Engines MAN B&W
Initial checking procedures marked with a C, under the heading Check new/overhauled
parts at 500, 1000 and 1500 hours (column H), deal with initial
checks that must be carried out on a new engine, or when parts
have been replaced.
After the three initial checks have been completed, checks need
only be carried out as per heading Regular checks or Service
interval.
When using electronic maintenance planning systems, special

attention should be paid to all initial checking procedures, as
handling of such procedures often can not be done automatically.
Instead such procedures must be handled manually.
Initial adjustment procedures marked with an A, under the heading Check new/overhauled
parts at 500, 1000 and 1500 hours (column H), deal with initial
adjustment that must be carried out on a new engine, or when
parts have been replaced.
After the three initial adjustments have been completed, adjust-

ments need only be carried out as per headings Regular checks
or Service interval.
When using electronic maintenance planning systems, special

attention should be paid to all initial adjustment procedures, as
handling of such procedures often can not be done automatically.
Instead such procedures must be handled manually.
NOTE!
Special attention should be paid to the chain tightener,
which must be adjusted three times (at 500, 1000 and 1500
hours of operation) on a new engine, or when chains or
chain wheels have been replaced.
Page of 6 When referring to this page, please quote Maintenance Schedule A90050 Edition 0296
MAN B&W Checking and Maintenance Schedule, 26-70 MC/MC-C Engines 9001
V : See Volume I “Operation” M : See maker’s instructions R : Parts to be replaced

A : Adjustment to be carried out O : Overhaul to be carried out B : Based on observations
C : Check the condition H : Check new/overhauled parts at 500, 1000 and 1500 hours P : Refer to
Regular Checks Service interval (x 1000 hours of operation)
No. Procedure H Daily Weekly Monthly 2 4 6 8 12 16 24 32 B P Remarks
901 Cylinder Cover

1 Cylinder cover C* O * Check whenever exhaust valve
is removed
Indicator cock O
902 Piston with Rod and Stuffing box

1 Piston C,O O
Inspection through scavenge ports C V
2 Piston rod stuffing box C* O
* Check clearances without
dismantling segments
903 Cylinder Liner and Cylinder Lubrication
1 Cylinder liner O
Inspection through scavenge ports C
Measuring wear inside liner C
2 Cylinder lubricators C A V,M
Accumulators (Only for Alpha lubricator) C O A
904 Crosshead with connecting rod

1 Crosshead bearing C C C,O V Bearings should only be
opened if bearing material
2 Crosshead C C C,O fragments fall out.
3 Reciprocating parts C C,O
4 Crankpin bearing C C C,O V
5 Connecting rod O
905 Crankshaft and Thrust Bearing

2 Main bearing C C C,O V Bearings should only be
opened if bearing material
3 Thrust bearing C C C,O
fragments fall out.
3 Guide bearing C C C,O
4 Journal bearing C C C,O V
5 Axial vibration damper O
Electronic axial vibration monitor (If installed) C
Mechanical checking C
9001 Checking and Maintenance Schedule, 26-70 MC/MC-C Engines MAN B&W
7 Tacho pickup C,O M

8 Angle encoder (Only for Alpha lubricator) C,O M
906 Mechanical Control Gear

1 Chains C C R V New or overhauled chain to be
checked/retightened after 500,
2 Chain tightener C,A C,A A 1500 and 4000 hours
Chain wheels, spray nozzles and guide bars C C R
-3 Camshaft C C C,A
-4 Camshaft bearings C C,O
Camshaft coupling, fitted bolts C
-5 Moment compensator C C C,A
Governor O M
Functional check of overspeed device C M
Functional check of speed-setting system C M
(engine with bridge control system)
907 Starting Air System

-1 Starting air distributor C C A
-2 Starting air valve C,O
908 Exhaust Valve

-1 High-pressure pipe O
-2 Exhaust valve
Conventional hard-faced valve seats O
Nimonic exhaust valves O
-3 Exhaust valve actuator O
Actuator safety valve C,A
-4 Exhaust valve roller guide C* C’ C O * Only inspection through
camshaft covers
-5 Exhaust valve cam C* C* O
-7 Exhaust valve special running O
MAN B&W Checking and Maintenance Schedule, 26-70 MC/MC-C Engines 9001

909 Fuel Oil System

Fuel oil water content C
-1 Fuel pump settings A,C V
-2 VIT system (If applied) A V
-3 Fuel pump cam A
-4 Fuel pump C O O
-5 Fuel pump top cover O
-6 Fuel pump barrel assembly R
-7 Fuel pump suction valve C,O
-8 Fuel pump puncture valve C,O
-9 Fuel pump shock absorber C O
-9 Fuel system shock absorber C O
-10 Lifting gear for roller guide C O
11 Fuel valve C,O
* HIP compound type nozzles
 Fuel nozzle R* R
only. Other types: 8000 hours
12 Spindle guide R R
13 Nonreturn valve O
* Only inspection through
14 Fuel oil highpressure pipes O
camshaft covers
-15 Fuel pump roller guide C* C* C O
16 Fuel pump special running O
910 Turbocharger System Check ∆p and ∆t

Check at every port inspection
1 Air cooler C O V
2 Nonreturn valve C O
3 Auxiliary blower O
4 Butterfly valves (Not applied on Belt driven aux. blower) C O
5 Turbocharger turbine C* C C,O V,M
Turbocharger air filter C O
9001 Checking and Maintenance Schedule, 26-70 MC/MC-C Engines MAN B&W
Protective grid before turbocharger C R V * Only if separate oil system

Turbocharger lubricating oil water content C* M * Check ∆p
6 Water mist catcher C* C,O
911 Safety Equipment

1 Overpressure indicator valve C O
2 Relief valve C O
3 Scavenge air receiver safety valve C O
Functional test of alarm system for thrust
bearing and slow down /shut down system C C M
Checking and adjustment of pressure gauge C A M
Checking and adjustment of thermometers C A M
Checking and adjustment of thermostats C A M
Checking and adjustment of pressurestats C A M
Checking and adjustment of turning gear switch C A M
912 Assembly of Large Parts

2 Holdingdown and end chock bolts C C
3 Stay bolts C C
Top bracings C C
Diaphragm in crankcase oil outlet C R
System lubricating oil water content C M
System lubricating oil bottom tank O Empty and clean tank
Cooling water quality C A V,M
Crankcase C* * Check for loose nuts and
bearing material fragments
913 General Tools

1 Hydraulic tools C O M
General – Safety Precautions 900-2
Before maintenance work is carried out, the engine must be stopped and blocked according to the
safety precautions given on the specific Data Sheet.
SAFETY PRECAUTIONS
X Stopped engine
X Shut off starting air supply – At starting air receiver
X Block the main starting valve
X Shut off starting air distributor/distributing system supply
X Shut off safety air supply – Not ME-engines
X Shut off control air supply
X Shut off air supply to exhaust valve – Only with stopped lubriating oil pumps
X Engage turning gear
X Shut off cooling water
X Shut off fuel oil
X Stop lubricating oil supply
X Lock the turbocharger rotors
The sketch gives the approximate location of the valves concerned:
When referring to this page, please quote Safety Precaution A90060 Edition 0002 Page 1 (2)
MAN B&W Diesel A/S
900-2 General - Safety Precautions
MAN B&W Diesel
Safety Equipment - Recommendations 1.
In order to perform maintenance in a safe and

correct way, MAN B&W Diesel A/S recommends
use of the following personal safety gear:
1. • Safety shoes.
• Hearing protection.
• Work gloves.
• Protective head wear, such as a baseball
cap with a hard protective liner.
• Safety goggles.
• Fall arrestor equipment.
A90060-0002C01
Safety shoes, hearing protection, work gloves
and protective head wear should be used when
there is a risk of falling objects, loud noises and
sharp edges or oily surfaces.
2.
Use safety goggles when working with com-
pressed air, grinders, hydraulics and when there
is a risk of getting foreign objects in the eyes.
2. We strongly recommend the use of fall

protection harness and arrestor equipment
when working in places on the engine where
there is a risk of falling or slipping.
3. This is especially needed when mount-

ing eyebolts and hanging tackles inside the
crankcase, and when working on the hydrau-
lic pump station on some ME engines.
A90060-0002C02
3.
A90060-0002C03
Page 2 (2) When referring to this page, please quote Safety Precaution A90060 Edition 0002
Cylinder Cover 101-1
Data
SAFETY PRECAUTIONS
Special
D10101 Data 0048
101-1 Edition Cylinder
S50MC-C Cover
X Stopped engine
X Block the starting mechanism
X Shut off starting air supply
X Shut off fuel oil
Shut off lubricating oil
X Lock turbocharger rotors
Data
Ref. Description Value Unit
D01-01 Exhaust valve stud, screwing-in torque 200 Nm

D01-02 Starting valve stud, screwing-in torque 145 Nm
D01-03 Fuel valve stud, screwing-in torque 80 Nm
D01-06 Cylinder cover, complete 1670 kg
D01-08 Cooling jacket 40 kg
D01-09 Exhaust valve stud 28 kg
D13-01 Hydraulic pressure, mounting 1500
D13-02 Hydraulic pressure, dismantling 1400-1650
When referring to this page, please quote Data D10101 Edition 0S48 Page 1 (2)
MAN B&W Diesel A/S
101-1 Cylinder Cover
Data
The task-specific tools used in this procedure are shown on the plates at the end of this chapter or in the
chapters indicated by the first three digits in the plate number, e.g. P90951 refers to chapter 909.
Plate Item No. Description
P90151 46 Grinding tool for exhaust valve seat

P90151 58 Milling and grinding wheel for fuel valve seat
P90151 60 Milling and grinding wheel for starting valve seat
P90151 83 Grinding handle
P90151 130 Lifting chains
P90151 201 Handle
P90161 Cylinder cover, tools
P91351 10 Hydraulic pump, pneumatically operated
P91351 46 Hose with unions (1500 mm), complete
P91351 130 9-way distributor block, complete
P91359 Torque Spanners
Page 2 (2) When referring to this page, please quote Data D10101 Edition 0S48
MAN B&W Diesel A/S
Cylinder Cover 901-1.2
MAN B&W Dismantling
1. Set blocking device A on the main start-

ing valve in the BLOCKED position. 1. E
Engage turning gear B. C
Close fuel oil inlet valve C.

D F
Close cooling water inlet valve E.
A
Open cooling water drain cocks F and
G.
Shut off control air and safety air sup-

ply. Vent the manoeuvering system
through the ball valve.
G
Also shut off the air supply on the pres-

sure reduction unit for the hydraulic/
pneumatic exhaust valve, and vent the
system.
M90101-0270D01
When referring to this page, please quote Procedure M90101 Edition 0270 Page 1 (13)
901-1.2 Cylinder Cover
Dismantling MAN B&W
2. Remove the cooling water inlet and

2. outlet pipes from the exhaust valve and
cylinder cover.
Remove the drain pipe from the inter-

mediate pipe between the cylindercover
and the exhaust valve.
Dismount the fuel oil high-pressure

pipes between fuel valves and fuel
pump.
See Procedure 909-14.2.
Dismount the control air pipe from the

M90101-0270D02
starting air valve.
Remove the starting air pipe.
3. Remove the exhaust valve high-pressure

3. pipe.
Dismount the drain oil pipe between the

exhaust valve and the hydraulic activa-
tor, the air pipe for pneumatic closing of
the exhaust valve.
4. Remove the protective jacket enclosing

the intermediate pipe between the ex-
haust reciever and the exhaust valve.
Dismount the screws in the flange be-

M90101-0270D03
tween the intermediate pipe and the

exhaust reciever. The four lowermost
screws need not be dismantled, just
loosened.
4. Remove the protective caps from the

cylinder cover nuts.
M90101-0270D04
Page 2 (13) When referring to this page, please quote Procedure M90101 Edition 0270
MAN B&W Dismantling
5. Place eight hydraulic jack supports, one

around each nut, and screw the eight 5.
hydraulic jacks onto the studs.
D13-02
Connect the high-pressure pump to the
jacks by means of the distributor block
and the high-pressure hoses.
Using the vent screws of the hydraulic

jacks, vent the system and increase the
pressure as stated in Data.
For operation of the hydraulic tools, see
Procedure 913-1.
M90101-0270D05
Loosen the nuts by applying the tommy
bar through the slots in the hydraulic
jack supports.
Relieve the pressure.

6.
Disconnect the high-pressure hoses
from the jacks.
Remove the hydraulic jacks and their

supports, and unscrew the nuts.
6. Hook the engine room crane on the lift- D01-06

ing attachment on top of the exhaust
valve.
Lift away the cylinder cover complete,

and land it on a couple of wooden
M90101-0270D06
planks.
Dismantling MAN B&W
When inspecting/cleaning the

8.
combustion chamber.
7. Lift the cylinder cover with the engine

room crane.
8. Mount the tilting tool in the two holes

for the cylinder cover studs close to the
‘neighbouring’ cylinder cover, opposite
to the starting valve.
9. Mount the lifting tool in the two cylinder

cover stud holes on the opposite side of
the exhaust valve housing, as shown.
M90101-0270D08
10. Land the cylinder cover on a couple of

wooden planks on the upper platform.
9.
M90101-0270D09
10.
M90101-0270D10
MAN B&W Dismantling
11. Hook on to the lifting tool with a strap

or a set of lifting chains, and lift the cyl- 11.
inder cover with the engine room crane
to an angle of approx. 45 degrees.
12. Apply pressure (by hand) to the exhaust

valve housing while lowering the engine
room crane in order to tilt the cylinder
cover into a horizontal position and
place a wooden plank to support the
exhaust valve housing.
13. When turning the cylinder cover to verti-

cal position, hook on the lifting tool with
M90101-0270D11
a strap or a set of lifting chains and lift
the cylinder cover with the engine room
crane to an angle of approx. 45 de-
grees.
12.
M90101-0270D12
13.
M90101-0270D13
Dismantling MAN B&W
14. Apply pressure (by hand) to the cylinder

14. cover while lowering the engine room
crane and follow the movement of the
cylinder cover with the crane until the
cylinder cover is in a vertical position.
15. Remove and discard the sealing ring

between the cylinder cover and the cyl-
inder liner.
M90101-0270D14
15.
M90101-0270D15
MAN B&W Overhaul
1. Dismount all valves and pipes on the

cylinder cover. 1.
D01-09
Dismount all studs on top of the cylin-
der cover.
2. Remove the four screws which secure

the cooling jacket to the cylinder cover.
Lift the cylinder cover free of the cool-

ing jacket and land it on a couple of
planks.
Remove and discard the O-rings from
M90101-0270O01
the cover, and carefully clean the cool-
ing jacket and the cylinder cover.
3. Provide the cylinder with new O-rings,

well lubricated with oil.
2.
4. Lift the cylinder cover and guide the
jacket/cover into position, using the
guide pin as a reference (Camshaft
side).
Mount and tighten the screws for the

cooling jacket.
D01-08
M90101-0270O02
3.
M90101-0270O03
Overhaul MAN B&W
5. Recondition the valve bores as follows:

5.
Fuel valve bore
6. The tool consists of a common spindle

with handle, a guide, a carbon cutter, a
seating face cutter and a grinding man-
drel.
Clean the fuel valve bores, using the

carbon cutter. If required, recondition
the fuel valve seating with appropriate
cutter.
M90101-0270O05
Grind the seating with a grinding man-

drel and a grinding compound (e.g. Car-
borundum No. 200).
After the milling/grinding, clean the bore

6. and seating carefully, and check that
the seating is not damaged.
7. The tool consists of a spindle with han-

dle a grinding disc.
After cleaning the valve boare and seat-

ing, grind the seating with a grinding
mandrel and a grinding compound (e.g.
Carborundum No. 200).
After the grinding, clean the bore and

seating carefully, and check that the
M90101-0270O06
seating is not damaged.
7.
M90101-0270O07
MAN B&W Overhaul
Starting valve bore

8.
8. The tool consists of a guide, a cut-
terand a grinding disc.
Recondition the starting valve bore and

seating in the same way as described
for the fuel valve bore.
When replacing valves on a cylinder

cover that is mounted on the engine,
recondintion the valve bores/seating in
the same way as described here, but
without dismounting the studs.
9. Clean the bores for safety valve/indica-

tor cock.
M90101-0270O08
9.
M90101-0270O09
Overhaul MAN B&W
10. Lubricate the threads with ‘Never Seize’

2. D01-01 or Molybdenum Disulphide (MoS2) and
mount the valve studs.
Tighten up the studs in accordance with

D01-03 the screwing-in torque stated in Data.
D01-02 Fill up the grooves between the valve
studs and the bores for the valve studs
with permatex to prevent water or oil
from entering the bores during opera-
tion of the engine.
Provide the water connection flanges

M90101-0270O10
with new gaskets, and keep the cylinder

cover ready for replacement.
Always fit new or overhauled valves be-

fore a cylinder cover is mounted on the
engine.
MAN B&W Mounting
1. Place a new sealing ring on top of the

cylinder liner with the guide tabs in the 1.
fore and aft direction.
This is to ensure that the tabs fit into

the two gas blow-out grooves milled in
the cylinder cover guide recess.
D01-06
2. Lift the cylinder cover by means of the

crane and carefully clean the contact
surface which faces the cylinder liner.
Provide the cooling water connection

pipes with new O-rings and lubricate
M90101-0270M01
them with grease or soft soap.
Mount a new ‘klinger’ sealing ring in the

groove of the flange of the intermediate
pipe.
2.
Lower the cover carefully into position.
During the landing, carefully check that

the cooling water connection pipes
engage correctly with the holes in the
cooling jacket.
3. Mount the cover nuts on the studs and

screw them down.
Place eight hydraulic jack supports, one

around each nut, and mount the eight
M90101-0270M02
hydraulic jacks on the studs.
Connect the high-pressure pump to the

jacks by means of the distributor block
and the high-pressure hoses.
3.
Using the vent screws of the hydraulic
jacks, vent the system, and then in- D13-01
crease the pressure as stated in Data.
Procedure 913-1.
Tighten the nuts by applying the tommy

bar through the slots in the hydraulic
jack supports.
Relieve the system of pressure.

M90101-0270M03
Finally, remove the hydraulic jacks and

their supports from the nuts.
Mounting MAN B&W
4. Mount the protective caps on the cylin-

4. der cover studs.
Align the intermediate pipe so that the

holes in the flange of the intermediate
pipe are in line with the threaded holes
in the exhaust reciever.
Mount the screws of the flange between

the intermediate pipe and the exhaust
reciever.
Note!
M90101-0270M04
Lubricate the screws with “Never Seize”

or molybdenum disulphide (MoS2) before
fitting.
5. Mount the insulating jacket around the

5. intermediate pipe.
M90101-0270M05
MAN B&W Mounting
6. Mount the return oil pipe and the air

pipe for pneumatic closing of the ex- 6.
haust valve.
Mount the high-pressure pipe for the

hydraulic valve gear.
7. Mount the starting air pipe and control

air pipe for the starting valve.
Mount the cooling water inlet and outlet

pipes on teh exhaust valve.
M90101-0270M06
Mount the drain pipe on the intermedi-
ate pipe between the exhaust valve and
the cylinder cover.
Mount the fuel oil high-pressure pipes

for the fuel valves. 7.
Connect the outlet pipe from the return

oil pipe on the fuel valves.
Shut the drain valves and open the

cooling water inlet. After venting the cyl-
inder section, shut the vent cocks and
open the cooling water outlet valve.
Open the fuel oil, lubricating oil and air

supplies to the alarm system.
M90101-0270M07
Cylinder Cover Panel Plate
P90151-0199
Cylinder Cover Panel
0199
P90151
MAN B&W Diesel A/S
Plate Cylinder Cover Panel
P90151-0199
Item Item
Item Description Item Description
No. No.
010 Panel for tools

022 Name plate
046 Grinding tool for exhaust valve seat
058 Milling and grinding wheel for fuel
valve seat
060 Milling and grinding wheel for starting
valve seat
071 Dismantling tool for fuel valve seat
083 Handle for cutting and grinding tool
095 Grinding ring for starting valve
105 Grinding handle
117 Pressure tester for safety valve
130 Lifting chains
201 Handle for cutting and grinding tool
MAN B&W Diesel A/S
Cylinder Cover - Tools Plate
P90161-0105
MAN B&W Diesel A/S
Plate Cylinder Cover - Tools
P90161-0105
Item Item Description Item Item Description

No. No.
027 Hydraulic jack, complete

039 Support
040 Support
052 O-ring with back-up ring
090 Spanner
100 Tommy bar
111 Stud setter
206 Hydraulic tool set, complete
MAN B&W Diesel A/S
Cylinder Cover - Lifting Tools Plate
MAN B&W P90165-0003
Plate Cylinder Cover - Lifting Tools
P90165-0003 MAN B&W
Item Item
No. No.
017 Lifting tool for cylinder cover

029 Lifting tool for cylinder cover
Piston 102-1
MAN B&W Data
SAFETY PRECAUTIONS For detailed sketch, see 900-2

X Stopped engine
X Shut off safety air supply – Not ME engines
X Shut off air supply to exhaust valve – Only with stopped lubricating oil pumps
X Shut off fuel oil
Data
D01-05 Cylinder cover stud, check distance 128-129 mm

D02-01 Test pressure 7 bar
D02-02 Piston rod/crosshead, tightening torque 430 Nm
D02-03 Piston rod/crown, tightening torque 300 Nm
D02-05 Piston skirt, tightening torque 80 Nm
D02-06 Cooling oil pipe, tightening torque 80 Nm
D02-07 Piston rod/crosshead, tightening torque+angle 100/30 Nm/°
D02-08 Piston ring new, radial width 17.2 mm
D02-09 Piston ring worn, min. radial width 14.2 mm
D02-10 Groove No.1, max. vertical height 13.2 mm
D02-11 Groove Nos. 2, 3 and 4, max. vertical height 10.2 mm
D02-12 Piston top, max. permissible burn-away 15 mm
D02-13 Piston ring new, height of ring No. 1 12.4 mm
D02-14 Piston rings new, height of ring Nos. 2, 3 and 4 9.4 mm
D02-15 Minimum free ring gap ( before dismantling ) 28 mm
D02-16 Minimum ring gap, ring No. 1 ( new ring in new liner ) 3.4 mm
D02-17 Minimum ring gap, ring Nos. 2, 3 and 4 ( new ring in new liner ) 2.4 mm
D02-18 Vertical clearance, new parts 0.38 mm
D02-19 Vertical clearance, worn parts, max. 0.87 mm
D02-20 Piston complete 1000 kg
D02-21 Piston crown 220 kg
D02-22 Piston rod 580 kg
D02-23 Piston skirt 60 kg
D02-24 Piston cooling pipe 22 kg
D02-25 Lifting tool, tightening torque 100 Nm
D02-46 CPR ring CL groove, min. depth 1.1 mm
When referring to this page, please quote Data D10201 Edition 0109 Page 1 (2)
102-1 Piston
Data MAN B&W
The task-specific tools used in this procedure are shown on the plates at the end of this chapter or in
the chapters indicated by the first three digits in the plate number, e.g. P90951 refers to chapter 909.
P90251 040 Lifting tool for piston rod foot

P90251 075 Template for piston top
P90251 087 Distance piece for stuffing box
P90251 099 Cover for stuffing box hole
P90251 110 Pressure test tool for piston
P90251 134 Piston ring expander
P90251 158 Guide screw for piston crown
P90261 Piston and Piston Rod - Tools
P90264 Tools for tilted lift (optional tool/If applied)
P90265 Piston and Piston Rod - Support Tools
P90266 Piston - Lifting Tools
P90451 118 Rubber cover for crosshead
Page 2 (2) When referring to this page, please quote Data D10201 Edition 0109
Piston 902-1.1
MAN B&W Checking
Scavenge Port Inspection

1.
To detect possible leakages from the piston
or cylinder cover, keep the cooling water
and cooling oil circulating during the scav-
enge port inspection.
1. The scavenge port inspection is carried out

from the scavenge air receiver. An addition-
al view of the rings is possible through the
cleaning cover on the manoeuvring side.
Turn the engine at least ½ a revolution, and
M902010280C01
begin with a unit arriving downwards, just
above the scavenge air ports. Inspect the
piston rod and the lower part of the cylin-
der wall.
While the piston is passing downwards,

inspect the piston skirt, all the piston rings, 2.
the ring lands and the piston top.
2. Ring inspection:
Inspect the rings, one at a time, and note
down the results. See Volume I, Operation,
Chapter 707.
3. Ring tension:
Check the tension of the piston rings, by
pressing against them with a wooden stick.
M902010280C02
3.
M902010280C03
902-1.1 Piston
Checking MAN B&W
4. Ring grooves:
4. Measure the total clearance between the
D0218 piston ring and the ring groove. The total
clearance must not exceed the value stated
in Data.
D0219 Measure the clearance at the top (E) and
E
bottom (F) of the piston ring groove.
Total clearance = E + F.
F 5. Uppermost piston ring:

If possible, measure the depth of the pres-
sure relief grooves with a calliper. The
piston rings must be replaced if the radial
M902010280C04
Max. 2mm
depth of the grooves has worn down to
less than stated in Data D0246.
Checking, in connection with piston

overhaul
5.
D0246 6. Piston support:
Remove the piston from the cylinder and

place it on the piston support.
See Procedure 9021.2. For evaluation of
the rings, see Volume I, Chapter 707.
Note!
It is recommended to replace all the pis-
ton rings whenever a piston is removed
M902010280C05
from the engine.
6.
M902010285C06
Piston 902-1.1
MAN B&W Checking
7. Free ring gap:

Before dismantling the piston rings, mea- 7.
sure the free ring gap of all the piston
rings.
D0215
For dismantling the piston rings, see Proce-
dure 9021.3.
8. Radial ring width:

Measure the radial width of the rings. Note
down the results See Volume I, Operation,
Chapter 707.
9. Ring grooves:
M902010285C07
Clean the ring grooves and check them for
burn marks or other deformation.
Measure the ring grooves with a calliper

gauge, see Data D0210 and D0211.
8.
Clearance in piston ring grooves:
The maximum vertical height in a worn ring
groove must not exceed the value stated
in Data. The groove is also worn out if
there is no chromium layer.
D0208 New
If the ring grooves are worn out, the piston
crown must be reconditioned, contact MAN
B&W Diesel A/S for advice.
M902010280C08
D0209 Worn
9.
D02-10
D02-11
Max 2mm
M902010280C09
902-1.1 Piston
Checking MAN B&W
10. Piston crown top:

10. Clean the piston crown and check the
burnaway by means of the template.
D0212
For maximum permissible burn away value,
see Data.
Check the burnaway on the whole circum-

ference of the piston crown top.
If the burnaway exceeds the values given

in Data, contact MAN B&W for advice.
Note down the results for later reference.

M902010285C10
Piston 902-1.2
MAN B&W Dismantling
Preparations in the crankcase

1.
1. Access:
Open the crankcase door to the cylinder
concerned.
Turn the crosshead down far enough to

give access to the piston rod stuffing box
and the piston rod/crosshead connection.
2. Stuffing box:
Release the stuffing box by removing the
innermost screws from the stuffing box
flange.
M90201280D01
On engine models where the drain pipe is
connected directly to the stuffing box:
Disconnect the stuffing box drain pipe.

2.
Note!
Do NOT remove the outermost screws
from the flange.
3. Loosen the piston rodcrosshead connec-

tion:
Remove the screws from the piston rod.
M902010280D03
3.
M902010284D04
902-1.2 Piston
Dismantling MAN B&W
4. Stuffing box distance pieces:

4.
Mount the two distance pieces on the pis-
ton rod foot to protect the lower scraper
ring and to guide the stuffing box.
Preparations on the cylinder top
5. Cylinder cover:
Remove the cylinder cover. See Procedure
9011.2.
Make a scratch mark in liner and pis-

ton cleaning ring to ensure correct
remounting. Remove the piston cleaning
ring.
Carefully remove any wear ridges at the top

of the cylinder liner. See Procedure 9031.3.
M902010280D05
5.
M902010285D06
Piston 902-1.2
MAN B&W Dismantling
6. Piston lifting tool:

Turn the piston to TDC. The top of the pis- 6. D0225
ton is now free of the cylinder liner.
Clean the lifting groove of the piston crown

and mount the lifting tool.
Note!
Make sure to mount the lifting tool cor-

rectly, so that the claws of the lifting tool
enter the lifting grooves of the piston
crown.
M902010285D07
If the engine not is equipped with long dis-
tance pieces, remove one or two cylinder
cover studs, using a stud setter.
902-1.2 Piston
Dismantling MAN B&W
Piston lift
7.
7. Lift the piston out of the cylinder liner and
guide the piston rod foot through the stuff-
ing box flange.
If the engine is equipped with long distance

pieces for the stuffing box, the piston rod
foot can pass between two cylinder cover
studs.
Place the two halves of the support around

one of the openings in the platform. Low-
er the piston rod foot and stuffing box
through the opening in the platform. Secure
the two support halves with screws and
lower the piston on the support. Check the
piston is resting on the piston rod flange.
Limited Lifting height:
If the piston rod foot can not be lifted clear

of the liner top with the standard lifting
D0220 tool, contact MAN Diesel for instructions
for tilted lift.
M902010285D08
Piston 902-1.2
MAN B&W Dismantling
8. Protect the crosshead bearing:

8.
Place a cover over the opening for the pis-
ton rod stuffing box in the bottom of the
cylinder unit.
Turn the crosshead down far enough to

permit mounting of the protective rubber
cover on the crosshead bearing cap. The
protective rubber cover is found on tool
panel 904.
The covers must remain in place to protect

the crosshead bearing journal from impuri-
ties until the piston is remounted.
Clean, measure and recondition the cylin-

der liner. See Procedure 9031.
M902010283D09
902-1.3 Piston
Overhaul MAN B&W
1. Piston support:
1. Place the piston in the support and remove
the piston lifting tool.
D0220 See Procedure 9021.2.
Clean the piston top and the piston rings.
Check the free ring gap and the burnoff

on the piston top. See Procedure 9021.1.
Remove the stuffing box. See Procedure

9022.3.
2. Piston ring dismantling:

M902010285O01
Take off the piston rings by means of the

ring expanders. If the engine is equipped
with two ring expanders, the short ring ex-
pander is for the uppermost ring.
2. First remove the uppermost ring, then ring

No. two, three and four.
Clean and inspect the rings and the ring

grooves. See Procedure 9021.1.
3. Piston crown dismantling:

Remove the locking wire and the innermost
screws between the rod and the piston
crown.
Lift the piston crown and skirt clear of the

piston rod.
M902010285O02
3.
D0221
+
D0223
M902010284O03
Piston 902-1.3
MAN B&W Overhaul
4. Piston rod and cooling pipe:

Remove the screws from the cooling oil 4.
pipe flange.
Mount the eye bolts and lift out the cooling D0224
oil pipe.
Clean and inspect the cooling oil pipe and D0206

the piston rod, then remount the cooling oil
pipe, see Data.
Check that the surfaces of the Oring D0222

groove is clean and smooth.
M902010280O04
Mount a new Oring on the piston rod
flange.
5. Unhook the crane from the piston lifting

tool, and connect the lifting tool and the
crane hook by means of a wire rope. Lift 5.
up the piston crown.
Fit two eyebolts in the piston skirt and a

wire rope between the bolts as shown in
the sketch.
Install a tackle in a suitable place with suf-

ficient space below for the piston crown.
Attach the tackle to the wire rope on the
piston crown and carefully turn the piston
crown upside down. Use both cranes if the
engine room is equipped with two cranes.
M902010286O05
Land the piston lifting tool and the piston

crown on a sufficient support of wood
pieces. Loosen the piston lifting tool and
lift the piston crown clear of the tool.
6. Piston crown dismantling and cleaning: 6.

Place the piston crown with skirt on a D0223
wooden support as shown.
Remove the locking wire and the screws in

the skirt. If necessary use two dismantling
screws to pull the skirt out of the piston
crown. Mount two eye bolts in the skirt. Lift
the skirt and land it on a couple of planks.
Discard the sealing ring on the piston skirt.

M902010284O05
902-1.3 Piston
Overhaul MAN B&W
Thoroughly clean and inspect all parts of

7. the crown and skirt. If coke deposits are
found in the cooling spaces of the piston
D0205 crown, they should be washed clean with
Carbon Remover or a similar cleaning fluid.
When all coke deposits have been dis-
solved, clean and inspect the piston crown
again.
Note!
Coke deposits reduce heat transfer from

the piston crown to the cooling oil. The
deposits must be removed as a routine
M902010284O06
procedure when a piston is overhauled.
7. Piston crown assembly:

Mount a new Oring on the piston skirt.
8. Check that the surfaces of the Oring
groove are clean and smooth. Coat the ring
with lubricating oil before mounting.
Mount the piston skirt on the piston crown.

Tighten the screws to specified torque, see
data D0205. Lock the screws with locking
wire, see Procedure 9137.
8. Piston crown and skirt mounting:

Mount the guide screw to ensure the cor-
rect positioning of the piston rod in relation
to the piston crown.
Lubricate the Oring on the piston rod

flange with lubricating oil.
Land the overhauled piston crown and skirt

on the piston rod.
Remove the guide screw.

D0203
M902010284O07
Mount and tighten the screws between the

piston rod and the piston crown, see Data.
Piston 902-1.3
MAN B&W Overhaul
Sealing ring and pressure test

9.
According to current class rules, the piston
must be pressure tested hydraulically. It is
possible to carry out a test of the sealing
rings with compressed air before filling the
piston with oil. The sealing ring test can
also be carried out when the piston is rest-
ing in the support tool.
9. Sealing ring test:

Mount the pressuretesting tool on the
piston rod foot. Connect compressed air
to the testing tool and fill the piston to 45
M902010277O16
bar. Close the valve on the testing tool and
remove the air connection. The piston must
now hold the pressure for minimum 30
minutes.
Spray a little soap water on to the surface 10.

joints between piston rod/crown/skirt and D0201
around the bolt heads to detect leaks.
Dry off all soap water.
10. Pressure test:

For this test, the piston must be turned oil
upside down (see next step to turn a com-
plete piston).
Fill the piston and piston rod with lubricat-

ing oil. Mount the pressuretesting tool
M902010277O17
on the piston rod foot. Pressuretest the

piston at the pressure stated on the Data
Sheet. Check the contact surfaces of the
piston and the sealing rings for tightness.
Check that there are no cracks in the pis-
ton crown.
Turn the piston upside up and drain out the

piston oil.
902-1.3 Piston
Overhaul MAN B&W
11. Piston turning:

11. Lift the piston with the normal lifting tool.
Lower the piston rod foot until it is close to
the platform. Land the foot on a wooden
block.
Lower the piston crown to the platform and

land it on a wooden block in such a way
that it is possible to remove the lifting tool.
Attach the lifting bracket to the bottom of

the piston rod foot. Hook the crane on to
the lifting bracket. Lift the piston rod foot
clear of the wooden block. Keep lifting until
the piston rod is in a vertical position.
Note!
During the lift, follow with the crane
to keep the crane positioned vertically
above the lifting point. The stuffing box
must be removed.
M902010283O10
Piston 902-1.4
MAN B&W Mounting
12. Piston completion:

Fit the new piston rings (alternately 12.
righthand and lefthand cuts, with the ring A
gaps staggered 180° and with the TOP
mark upwards), using the ring expander. B
When mounting the piston rings, use the
ring expanders to prevent unintended de- A C
formation of the rings.
Do not expand the rings more than neces- D

sary. The uppermost ring (CPRring) must
be mounted with the short ring expander, B
if the engine is equipped with two ring ex-
panders
Mount the piston rod stuffing box.

See Procedure 9022.3. C
D
M902010285O11
902-1.4 Piston
Mounting MAN B&W
Preparation of piston
1.
1. Check the piston rings and piston crown in
accordance with Procedure 9021.1, if not
already done.
Mount the lifting tool on the piston crown.

See Data D0225.
2. Stuffing box position:

Ensure that the stuffing box is correctly po-
sitioned over the distance pieces mounted
on the piston rod foot. Both the holes for
the flange and the drain hole for the drain
pipe must be positioned correctly.
M902010285M01
2.
M902010277M02
Piston 902-1.4
MAN B&W Mounting
Preparation of cylinder liner

3.
3. Mount the guide ring:
Mount the guide ring in the top of the cyl-
inder liner. The cut outs for the lifting tool
must be turned to fit the piston lifting tool.
4. Stuffing box cover:

Remove the cover from the piston rod
stuffing box opening in the bottom of the
cylinder unit.
Clean the stuffing box flange.
M902010283M03
5. Crosshead position:
Turn the crosshead to a position 45° from
TDC (crank web pointing towards exhaust
side).
4.
M902010277M05
5.
M902010277M06
45°
902-1.4 Piston
Mounting MAN B&W
Mounting of piston
6. D0220
6. Coat the Orings of the stuffing box and
the piston rod with oil. Coat the piston
rings and cylinder liner with cylinder lubri-
cating oil.
Lower the piston into the cylinder liner

– while guiding the piston rod foot through
the cutout in the stuffing box flange – until
the piston rings are inside the liner.
7. Protective cover:
Remove the protective rubber cover from
M902010285M06
the crosshead.
8. Crosshead alignment:
Turn the crosshead almost to TDC, while
checking that the guide ring of the cross-
7. head enters the centre hole in the piston
rod.
After turning the crosshead fully to TDC,

and ensuring that the piston rod has full
contact with the crosshead, unscrew the
lifting tool and remove the lifting tool and
the guide ring for piston rings.
M902010283M07
8.
M902010284M08
Piston 902-1.4
MAN B&W Mounting
9. Stuffing box:
Turn down and land the stuffing box on the 9.
stuffing box flange. Check that the holes in
the stuffing box and stuffing box flange are
correctly centered.
Tighten the piston rod stuffing box by

means of the screws through the inner
holes in the stuffing box flange. For Data,
see Procedure 9022.
On engine models where the drain pipe is

connected directly to the stuffing box:
M902010280M09
• Mount the stuffing box drain pipe.
Remove the distance pieces from the pis-

ton rod foot.
10. Tightening of the piston rodcrosshead 10.

connection:
Mount and tighten the piston rod screws.
D0202
Tighten the screws to the specified torque or
and lock with locking wire. D0207
See Data. Use either Data D0202 or Data
D0207.
11. Piston cleaning ring:

Mount the piston cleaning ring in accor-
dance with the scratch mark. If the PCring
is damaged (broken or cracked), it must be
replaced by another ring.
M902010284M10
See Procedure 9031.
11.
M902010285M12
902-1.4 Piston
Mounting MAN B&W
12. Cylinder cover studs:

12. If the cylinder cover studs have been re-
moved, remount them. Carefully clean the
surfaces around the base of the studs and
check the Orings on the studs.
Mount the cylinder cover studs with the

stud setter. Screw the stud down to con-
tact and half a revolution back.
13. Cylinder cover:

Land the cylinder cover on the liner and
check the distance that the stud is protrud-
ing from the cylinder cover. If necessary,
M902010277M15
adjust the distance D0105 by turning the

stud.
Tighten the cylinder cover nuts and mount

the necessary pipes.
13. See Procedure 9011.4.
14. Runningin:
Smear the piston rod with molybdenum di-
sulphide, and turn the crankshaft a couple
of revolutions.
At the first opportunity, start the engine

and keep it running for about 15 minutes
at a speed corresponding to “Dead Slow”
D0105 Ahead.
Then stop the engine and inspect the pis-

M902010280M14
ton rod and stuffing box.
Piston Rod Stuffing Box 102-2
Data
SAFETY PRECAUTIONS
Special
D10202 Data 0048
102-2 Edition PistonS50ME-C
Rod Stuffing Box
X Stopped engine
X Shut off fuel oil
X Shut off lubricating oil
Lock turbocharger rotors
Data
D02-26 Stuffing box flange, outer screws tightening torque 80 Nm

D02-27 Stuffing box flange, inner screws tightening torque 80 Nm
D02-28 Stuffing box halves, tightening torque 80 Nm
D02-29 Uppermost rings, ring-end clearance 4x6 mm
D02-30 Lowermost rings, ring-end clearance 3x3 mm
D02-33 Check length for the six uppermost springs:
D02-34 – F 0 = 0 N.........…....... L 0 = 639 mm
D02-35 – F 1 = 153 +/– 7 N....... L 1 = 763 mm
D02-36 – F 2 = 163 +/– 10 N..... L 2 = 835 mm
D02-37 Check length for the four lowermost springs:
D02-38 – F 0 = 0 N......….......... L 0 = 496 mm
D02-39 – F 1 = 150 +/– 7 N....... L 1 = 646 mm
D02-40 – F 2 = 200 +/– 10 N..... L 2 = 714 mm
D02-44 Stuffing box complete 63 kg
D02-45 Stuffing box half 19 kg
MAN B&W Diesel A/S
102-2 Piston Rod Stuffing Box
Data
P90251 109 Mounting tool for stuffing box spring

P90251 122 Worktable for stuffing box
P90451 118 Rubber cover for crosshead
MAN B&W Diesel A/S
Piston Rod Stuffing Box 902-2.1
Checking
0221 Rod Stuffing Box
Piston S46MCC
Checking
902-2.1
1.
1. After the piston rod stuffing box has been
dismantled, check the following clearanc-
es:.
See Procedure 902-2.2. D02-29
Uppermost scraper ring and sealing rings

A
Clearance at ring ends (scraper ring).
Total clearance (scraper ring). (D02-29) D02-30
Clearance at ring ends (sealing rings).

Total clearance (sealing rings). (D02-29)
Lowermost scraper rings
Clearance at ring ends.

Total clearance. (D02-30) B
The ring clearances stated in Data apply to A B
new rings.
As a general guide, it is recommended –

depending on the overhauling intervals and
one’s own experience – to replace sealing D02-29 D02-30
rings and scraper rings when the specified
NB902-2.1 216 01
clearance values D02-29 and D02-30 have

been halved.
2. Check the length of the springs at different

loads. Adjust the loads to achieve the
2.
lengths stated in Data. D02-33
If the loads necessary are outside the limits
stated in Data, the springs must be discard-
ed.
It is recommended to renew the springs for

the sealing rings when the rings are re-
newed.
D02-37
HM902-5.0 70 02
0$1% :'LHVHO$6
902-2.2 Piston Rod Stuffing Box
Dismantling
Dismantling
902-2.2
1. In connection with dismantling of the piston,

only the innermost screws in the stuffing box
flange should be removed.
If, in the period between piston overhauls, it be-

comes necessary to inspect the piston rod
stuffing box, proceed as follows:
1. Turn the crosshead to about 90° from TDC.
Mount the rubber cover around the piston

rod to protect the crosshead bearing from
impurities.
GN902-2.2 203 01
2. Remove the drain oil pipe and all innermost

screws and all outer screws except for two
screws placed diametrically opposite in the
stuffing box flange, longitudinally to the en-
2. gine.
3. Mount the worktable around the piston rod

so that the two remaining screws in the
stuffing box flange can be loosened through
the holes.
DM902-5.2 108 02
3.
DM902-5.2 108 03
0$1% :'LHVHO$6
Dismantling
4. Remove the two long dismantling screws 4.

from the worktable.
Mount them in the stuffing box through the

holes in the worktable.
Remove the remaining two screws from the

stuffing box.
5. Turn the piston to BDC, thereby withdraw-

ing the stuffing box from the cylinder frame
bottom.
DM902-5.2 108 04
6. Remove the two long dismantling screws
from the stuffing box and mount them in the
worktable.
By means of the four short screws in the

worktable, press the stuffing box out of the 5.
flange.
For overhauling the stuffing box, see Pro-
cedure 902-2.3.
DM902-5.2 108 05
6.
EN902-2.2 221 06
0$1% :'LHVHO$6
Overhaul
Overhaul
902-2.3
Normally, overhaul of the piston rod stuffing box

is carried out by routine methods in connection
with the dismantling (pulling) of the pistons.
During such overhauls, the piston rests on a

support placed over one of the cut-outs in the
top platform.
Work on the stuffing box is then carried out

from the platform below.
Overhaul inside the engine is carried out in the

same way as outside the engine.
GM902-5.1 90 01
1. Mount two eye bolts in the stuffing box

flange, and hook on two tackles.
Lift the stuffing box a little up the piston rod,

1. and mount the worktable round the piston
rod at a suitable working height.
Land the stuffing box on the worktable, and

remove the tackles and eye bolts.
D02-44 2. Remove the O-ring of the stuffing box. If the
O-ring is intact and is to be used again,
D02-44
move it up the piston rod and secure it in
this position, for example with tape.
Remove the nuts from the stuffing box as-

sembling bolts.
2222041a
2.
2222042a
0$1% :'LHVHO$6
Overhaul
3. Take out the six bolts, and pull away one 3.

stuffing box half.
Mount two eye bolts on the stuffing box half D02-45

and remove it from the worktable.
4. Using a feeler gauge, measure the vertical

clearance of the rings.
5. Remove the remaining stuffing box half and

press all sealing rings and scraper rings
down against the worktable.
6. Measure the clearance between the ring
2222043a
segments to determine whether replace-
ment is necessary.
7.
Dismantle and stack the rings in the same D02-33
order as when fitted in the stuffing box.
Carefully clean all the ring segments.
Inspect and assess the surface quality of

the sealing rings. If their sliding surfaces
have scratches or marks, replace the rings.
D02-37
7. Check the lengths of the springs.
8. Inspect the surface of the piston rod. If

HM902-5.0 70 02
small longitudinal scratches have occurred

(caused by poorly adapted stuffing box
rings), smooth the piston rod surface care-
fully with a fine grained carborundum stone.
In the case of coarse scratches, it may 8.
prove necessary to machine-grind the sur-
face in a workshop.
9. Clean the halves of the stuffing box hous-

ing.
HC902-5.1 98 07
0$1% :'LHVHO$6
Overhaul
10. 10. Lubricate the piston rod (in the area where
all the ring units in the stuffing box will be
positioned) with molybdenum disulphide
(MoS 2).
Assemble all the stuffing box ring units

round the piston rod, on the worktable, in
the following way:
• Place the lowermost scraper ring seg-

ments on the worktable.
• Place the spring round the segments,

and hook the spring ends together.
NB902-3 217 10
Repeat this procedure for the remaining

scraper rings.
11. On top of the scraper rings, assemble the

two sealing ring units (each consisting of a
4-part and an 8-part ring).
Assemble the 8-part sealing ring so that the

two guide pins face upwards, place the
spring round the segments and, hook the
spring ends together.
Assemble the 4-part sealing ring above the

8-part sealing ring. Push the two rings to-
gether in such a manner that the guide pins
in the lower sealing ring engage with the
two holes in the upper sealing ring.
HC902-5.1 98 11
Finally, assemble the uppermost ring unit

(consisting of a 4-part scraper ring and an
8-part sealing ring).
11. Use the stuffing box half on the worktable

to adjust the height of all the assembled
ring units on the piston rod until the ring
units are opposite the corresponding
grooves in the stuffing box housing. Subse-
quently, push the stuffing box half into con-
tact with the piston rod, round the ring units.
Note!
If the stuffing box is assembled inside the

engine, place two pieces of plywood of
the same thickness as the flange on the
worktable, to ease the assembling.
0$1% :'LHVHO$6
Overhaul
12. Check the ring clearance again. 12.
Then place the other half of the stuffing box

housing on the worktable, pushing it into D02-28
place round the rings.
Mount and tighten up the fitted bolts to the

torque specified on the Data Sheet.
Mount the O-ring in the stuffing box groove.
13. Mount eye bolts and wire ropes, and lift the
stuffing box a little.
HC902-5.1 98 12
Remove the worktable and lower the stuff-
ing box until it rests against the distance
pieces on the piston rod foot.
Remove wire ropes and screws. 13.
D02-44
22320313
0$1% :'LHVHO$6
Mounting
Mounting
902-2.4
1. 1. In connection with mounting of the piston,

only the innermost flange screws are to be
mounted and tightened, see data.
After overhauling the stuffing box inside the

engine, assemble the stuffing box halves on
top of the four screws.
Mount the two long screws from the workta-

ble in the stuffing box.
Turn down the short screws so that the

stuffing box lands on the flange.
2. Turn the piston upwards until the stuffing

22420416
box is in place in the cylinder frame.
2. Note!
Make sure that the two guide pins in the

flange enter the guide holes in the bottom
of the cylinder frame.
3. Mount two screws in the flange through the

holes in the worktable.
DM902-5.2 108 08
3.
DM902-5.2 108 09
0$1% :'LHVHO$6
Mounting
4. Remove the long screws from the stuffing 4.

box and mount them in the worktable.
Remove the worktable from the piston rod.
5. Mount and tighten all the inner and outer

screws for the stuffing box. See Data.
6. Remove the protecting rubber cover from

the piston rod/crosshead.
Smear the piston rod with molybdenum di-

sulphide.
DM902-5.2 108 10
Then turn the crankshaft a couple of revo-
lutions.
Start up the engine and keep it running for

about fifteen minutes at a number of revo- 5.
lutions corresponding to very slow or idle
speed.
Then stop the engine and inspect the piston

rod and stuffing box.
D02-26
DM902-5.2 108 11
D02-27
6.
GN902-2.2 203 01
0$1% :'LHVHO$6
Piston and Piston Rod Panel Plate
P90251-0237
MAN B&W Diesel A/S
Plate Piston and Piston Rod Panel
P90251-0237

No. No.
014 Panel for tools

026 Name plate
040 Lifting tool, piston rod foot
051 Lifting tool, cylinder liner
075 Template, piston top
087 Distance piece, stuffing box
099 Cover, stuffing box hole
109 Mounting tool, stuffing box spring
110 Pressure test tool, piston
122 Worktable, stuffing box
134 Expander, piston ring
158 Guide screw, piston crown
160 Guide screw, piston crown
MAN B&W Diesel A/S
Piston and Piston Rod - Tools Plate
P90261-0108
MAN B&W Diesel A/S
Plate Piston and Piston Rod - Tools
P90261-0108

No. No.
019 Guide ring for piston
MAN B&W Diesel A/S
Piston and Piston Rod - Support Tools Plate
P90265-0001
MAN B&W Diesel A/S
Plate Piston and Piston Rod - Support Tools
P90265-0001

No. No.
010 Support iron for piston
MAN B&W Diesel A/S
Piston - Lifting Tools Plate
P90266-0002
MAN B&W Diesel A/S
Plate Piston - Lifting Tools
P90266-0002

No. No.
016 Lifting tool for piston
MAN B&W Diesel A/S
Cylinder Liner 103-1
Data
SAFETY PRECAUTIONS
Special Edition
D10301
103-1 Data 0056 Cylinder
S50ME-C Liner
X Stopped engine
X Shut off fuel oil
Data
D03-01 Lifting tool screws, tightening torque 150 Nm

D03-03 Cylinder diameter, new 500 mm
D03-04 Piston cleaning ring diameter, new 498.3 mm
D03-05 Cylinder liner, complete 1820 kg
D03-06 Cooling jacket 170 kg
D03-16 Piston cleaning ring radial width, new 38.8 mm
D03-17 PC-ring/Liner max. wear deviation 0.5 mm
D03-18 PC-ring replacement criteria:
Liner diameter: 500 mm

Liner wear: Install:
0 – 0.50 mm Standard PC-ring
(new or max. wear of diameter 0.50 mm)
0.50 – 1 mm Oversize PC-ring
> 1 mm Dummy ring
MAN B&W Diesel A/S
103-1 Cylinder Liner
Data
P90251 51 Lifting tool for cylinder liner

P90361 Measuring tool for cylinder liner
P90362 Cylinder Liner - Extra Tool
P90366 Cylinder Liner - Lifting Tools
MAN B&W Diesel A/S
Cylinder Liner 903-1.1
Checking
0237
Cylinder Liner S42MC-C
Checking
903-1.1
1.
1. Dismount the cylinder cover and piston.
Clean the cylinder liner and scavenge air
ports.
2. Position the cylinder liner measuring tool.
Measure the cylinder liner with an inside

micrometer at the positions indicated on the
measuring tool. See Data.
3. Take measurements in the fore-and-aft and

athwartship directions.
4. Check and assess the condition of the cyl-

inder liner according to the description giv-
en in Volume I, Chapter 707. DM903-2.0 90 01
5. Carefully scratch over any scores or marks

on the cylinder liner running surface, and
grind away the wear ridges. See Procedure
903-1.3.
2.
6. Check the lubricating points of the cylinder
by pumping cylinder oil to each individual
lubricating point.
Clean any blocked lubricating duct.

GN903-1.1 203 03
4.
EN903-1.1 220 04
When referring to this page, please quote Procedure M90301 Edition S237 Page 1 (10)
MAN B&W Diesel A/S
903-1.1 Cylinder Liner
Checking
7. 7. Piston cleaning (PC) ring:
The PC ring is to be regarded as an inte-

grated part of the liner and it is intended to
follow the service life of the liner.
During inspection of the piston and liner,

the PC ring must also be inspected.
When the piston is removed, the PC-ring

must always be taken up before the piston.
GW903-1.1 247 07
8. Measure the PC ring radial width B, and

find the most worn place. Compare with
data D03-16 and calculate the wear of the
PC ring. Multiply the wear by 2 to get the
8. PC ring diameter wear.
Measure the liner in the fore-and-aft and

athwartship directions at piston skirt TDC
position, corresponding to measuring point
No. 5 on the liner measuring tool. Compare
the measurements with the diameter of a
new liner as stated in data. Calculate the
wear of the liner.
Compare the PC ring diameter wear with

the wear of the liner. If wear of the two com-
DM903-1.1 237 08
ponents does not deviate more than D03-

17, then reinstall the PC ring.
If the deviation between PC ring wear and

liner wear is more than D03-17, or if the PC
ring is broken or cracked, replace the ring
with a new PC ring, an oversize ring or a
dummy ring according to the table in D03-
18 on the Data sheet.
If it is needed to install an oversize PC ring,

contact MAN B&W Diesel for advice.
When a new liner is installed, also a new

PC ring must be installed. When a new liner
is ordered, also a new PC ring must be or-
dered.
Page 2 (10) When referring to this page, please quote Procedure M90301 Edition S237
MAN B&W Diesel A/S
Dismantling
Dismantling
903-1.2
1. Dismount the cylinder cover. 1.

Discard the sealing ring from the top of the

cylinder liner.
Turn the piston down far enough to make it

possible to remove the wear ridges at the
top of the liner.
Dismount the piston.
Mount the two lifting screws in the cylinder

liner.
Note! GN903-1.2 224 01
Tighten the lifting screws to the torque

stated in Data.
Check with a 0.05 mm feeler gauge that 2.

there is no clearance between the screws
and the cylinder liner.
This must be done whenever the lifting

tools are mounted on the liner.
2. Disconnect – at the exhaust side of the cyl-

inder – the oil pipes leading from the cylin-
der lubricator to the non-return valves.
Dismount the four cooling water pipes – be-

tween the cooling jacket and cylinder cover
GN903-1.2 224 02
– and clean them carefully.
MAN B&W Diesel A/S
Dismantling
3. 3. Remove the screws of the cooling water in-

let pipe.
4. Attach the crane hook to the lifting cross-

bar.
Hook the chains from the lifting tools on to

the crossbar and lift the cylinder liner with
the cooling jacket out of the cylinder frame.
Note!
Low lifting height in the engine room may

EN903-1.4 205 03
require the removal of one or more cylin-

der cover studs before dismantling the
cylinder liner.
4. Land the cylinder liner vertically on, for in-

D03-05 stance, a couple of planks.
Clean the cylinder frame internally, taking

special care with the contact surfaces for
the cylinder liner at the top of the cylinder
frame.
Discard the O-rings on the cooling water

pipes.
Clean the pipes carefully.

GN903-1.2 224 04
MAN B&W Diesel A/S
Dismantling
5. The lifting screws are also used for trans- 5.

porting the cylinder liner.
Note!
The cylinder liner is not in balance, even

with the cooling jacket mounted.
To keep the liner in a horizontal position

during transportation, use e.g. a wire
rope connected from the scavenge ports
to the traverse as shown on the sketch.
D03-05
GN903-1.2 224 05
MAN B&W Diesel A/S
Overhaul
Overhaul
903-1.3
1. 1. Unscrew the nuts on the non-return valves

and remove the valves.
Clean and inspect the non-return valves.
2. Attach two tackles to the crossbar, as

shown.
Mount two lifting eye bolts in the cooling

jacket.
Hook the tackles on to the lifting eye bolts

on the cooling jacket and haul tight.
GN903-1.3 224 01
Remove the two lifting screws from the cyl-

inder liner.
Remove the four clamps which fix the cool-

2. ing jacket to the cylinder liner.
3. Lift the cooling jacket away by means of the

tackles, and land it on the wooden planks.
EN903-1.3 237 02
3.
D03-06
EN903-1.3 237 03
MAN B&W Diesel A/S
Overhaul
4. Check and assess the condition of the cyl- 4.

inder liner according to the description giv-
en in Volume I, Chapter 707.
Carefully scratch over any scores or marks

on the cylinder liner running surface, by
means of a rough grindstone held in the
hand.
Check in the top of the liner for a wear ridge

(where the piston rings reverse direction). If
there is any sign of a wear ridge, it is nec-
essary to create a groove by grinding.The
groove serves to prevent the build-up of a
new wear ridge.
5. It is recommended to use a wear ridge mill-

ing machine to create the groove. For use
of the milling machine, see supplier’s in-
struction.
6. Alternatively, place an old piston ring on the

HN903-1.3 221 04
top of the piston and turn to a position that

enables the grinding disc to rest on the old
piston ring while removing the wear ridge.
Use a grinding disc with a round edge.
5.
Check the distance C before grinding to as-
certain that the wear ridge was caused by
the top ring at TDC.
MB903-1.3 231 04
The maximum depth of the groove is calcu-

lated as S max. = D x 0.0045.
Note!
6.
It is of the utmost importance that the
groove is made with a regular rounding
as shown in the sketch.
D
R=4-5 mm
C
C
MN903-1.3 229 05
MAN B&W Diesel A/S
Overhaul
7. 7. Replace the two uppermost O-rings on the

cylinder liner.
8. Lower the cooling jacket on to the cylinder

liner.
Note!
Make sure that the scratch marks in the

camshaft side of the cylinder liner and
cooling jacket coincide.
GN903-1.3 203 04
9. Mount the four clamps in the groove of the

liner, and tighten the screws.
Remove the tackles from the lifting cross-

bar and the cooling jacket lifting eye bolts.
8.
10. Mount the non-return valves for cylinder lu-
brication. Tighten the nuts and connect the
lubricating oil pipes.
D03-06
EN903-1.3 237 08
9.
EN903-1.3 237 09
MAN B&W Diesel A/S
Mounting
Mounting
903-1.4
1. Loosen the water connections on the cool- 1.

ing jacket.
Mount the two lifting screws in the cylinder

liner. See Data D03-01.
Hook the chains from the lifting crossbar on

to the lifting screws, and lift the jacket/liner
assembly.
Mount the lowermost O-ring and apply a lit-

tle lubricating oil on the ring.
D03-01
2. Check that the joint surfaces on the cylinder
frame and cylinder liner are completely
clean.
Coat the joint surfaces with permatex or a

similar liquid sealing compound.
Mount the cylinder liner in the cylinder

frame. Replace the O-rings on the water
connections and mount the water connec-
DM903-1.4 237 01
tions on the cooling jacket.
2.
GN903-1.4 224 02
MAN B&W Diesel A/S
Mounting
3. 3. Fit a new gasket between the cooling water

inlet pipe and the cooling jacket. Mount and
tighten the screws.
4. Connect and tighten the oil pipes for the

cylinder lubrication.
Vent the cylinder lubricating system until

oil, without air bubbles, comes out from the
non-return valves. Check that there is no
leakage from the system.
When this is in order, check that each indi-

EN903-1.4 205 03
vidual lubricating point functions correctly.
5. Lubricate the upper part inside of the cylin-

der liner with cylinder lubricating oil and
mount the piston and the PC ring.
4. See Procedure 902-1.4.
6. Mount the sealing ring and the cylinder cov-

er.
Tighten the upper water connections on the

cooling jacket as soon as the cylinder cover
is correctly positioned.
GN903-1.4 224 04
6.
GN901-1.4 203 01
MAN B&W Diesel A/S
Cylinder Lubricators 103-2
Data
X Stopped engine
Shut off cooling water
Shut off fuel oil
Stop lubricating oil supply
Lock the turbocharger rotors
Data
D03-10 Inlet accumulator, nitrogen pressure, 30 bar

D03-11 Outlet accumulator, nitrogen pressure, 1.5 bar
D03-13 Plug screw, tightening torque, 30 Nm
MAN B&W Diesel A/S
103-2 Cylinder Lubricators
Data
P90364 Test Equipment for Lubricators
MAN B&W Diesel A/S
Cylinder Lubricators 903-2.1
MAN B&W Diesel Checking
Check of Oil Injection:

1.
With stopped engine and normally when the
system has been disassembled:
1. Press the ESC + PRELUB.-button on the

HMI control panel, and check that all lubri-
cators are operating correctly by watching
the LEDs on the intermediate boxes for
each lubricator.
2. If the cylinder cover or the exhaust valve is

removed, check inside the liner that all lu-
bricating points are working properly.
Otherwise, remove the covers for scavenge

port inspection.
Turn the piston to BDC and check inside

the liner with a mirror and a powerful light
source that all lubrication points are work-
ing properly.
M903020245C01
3.
M903020245C02
903-2.1 Cylinder Lubricators
Checking MAN B&W Diesel
With running engine:

4.
3. Check that all lubricators are operating cor-
Inlet
rectly by watching the LEDs on the inter-
mediate boxes for each lubricator.
The LEDs give signal when oil is injected.
Check the pressure shocks from the injec-

tion of the lubricators on each lubricator
pipe by feeling with a hand.
D0311
If in doubt, disconnect the pipe at the cyl-
D0310 inder liner to observe the oil flow.
M903020249C03
Check of Accumulators:
4. Measuring the nitrogen pre-pressure can

only be done with stopped engine and
5. pressure-free lubrication system.
Stop both oil pumps. Close the inlet valve

and open the equalizing valve on the re-
spective lubricator.
The nitrogen pressure in the inlet accumu-

lator (0.7 litre) can be checked without dis-
mounting the accumulator. For use of the
pressure setting tool, see Step 5.
5. To measure the nitrogen pressure in the

outlet accumulator (0.16 litre), the accumu-
M903020245C05
lator or the lubricator with accumulator

must be dismounted.
For nitrogen pressure in the accumulators,

see Data.
6. Use of Pressure Setting Tool

Assemble the pressure setting tool as 7.
C
shown in Figure 5, and mount the reducing
valve on the nitrogen cylinder. If necessary,
use a threaded adaptor. A E D0313
Mount a 0-60 bar pressure gauge on the
filling valve when the inlet accumulator (0.7 F
litre) is to be checked, and a 0-10 bar
pressure gauge when the outlet accumula-
tor (0.16 litre) is to be checked.
B
7. Before mounting the filling valve on the ac-
cumulator, check that the accumulator top
is clean.
M903020247C07
Mount the filling valve on the relevant accu-
mulator with the union nut. Check that
valves C and F are closed.
Loosen the plug screw in the accumulator

using a ½” square drive handle in socket E.
It is now possible to read the actual nitro-

gen pressure in the accumulator on the dial
gauge on the filling valve.
8. If the accumulator needs to be refilled with

nitrogen, open valve A and increase the
outlet pressure from valve C on spindle B
to 1-2 bar above the pressure stated in
Data.
Open valve C until the accumulator is filled

to the correct pressure.
Close valve C and tighten the plug screw

with socket E to the torque stated in Data.
Release the pressure in the filling valve at

bleed screw F.
Unscrew the filling valve from the accumu-

lator. Retighten the plug screw to the
torque stated in Data. Remount the accu-
mulator.
Dismantling MAN B&W Diesel
Dismantling of lubricators:
1.
The engine must be stopped and blocked be-
fore dismounting a lubricator. Stop the cylinder
Inlet oil pump station.
1. Close the supply valve for the lubricator

and open the equalizing valve (turn both
handles to a horizontal position). Remove
the upper shield, if installed.
Disconnect the electrical plug on the side

of the lubricator.
M903020249D01
2. Unscrew the six screws in the bottom of

the lubricator and disconnect the cover
with pertaining pipes.
3. Unscrew the four screws on the side that

2.
Inlet
secure the lubricator to the hydraulic block,
and remove the lubricator.
Special running
It is possible to change a lubricator while the

engine is running if a spare lubricator with O-
rings and the necessary tools is available. The
change should be done in a maximum of 15
minutes.
• Reduce the engine load to below 40%

of MCR
M903020249D02
• Let the lubricator pump station run
• Dismount the lubricator as described in

steps 1-3
• Mount a spare lubricator as described

in Procedure 903-2.4.
MAN B&W Diesel Dismantling
Dismantling of accumulators:
5.
4. The engine must be stopped and blocked
before the accumulator is dismounted.
Inlet
Stop the cylinder oil pump station.
Close the supply valve for the lubricator

and open the equalizing valve.
Note!
When the oil pressure is released, a ni-
M903020249D04
trogen pre-pressure of 25-30 bar will re-
main in the accumulator.
Carefully unscrew the accumulator to re-

lease the remaining oil pressure in the sys-
tem. Remove the accumulator from the hy-
draulic block.
Overhaul MAN B&W Diesel
1. Place the lubricator in a bench vice with

1. soft “jaws”.
Remove the adjusting screw with bushings.

Unscrew the oil accumulator.
Discard the O-ring from the adjusting

screw.
2. Remove the screws from the cylinder

block.
3. Pull up the cylinder block.

M903020247O01
Remove the spring and actuator piston

with plungers.
Remove and discard the O-ring from the

cylinder block.
2.
Remove the cover for the non-return
valves. Take out springs and balls. Remove
and discard the O-rings.
M903020247O02
3.
M903020247O03
MAN B&W Diesel Overhaul
4. Screw out the non-return valves and re-

move and discard the O-rings. 4.
Clean the valves and check them with

compressed air.
5. Inspect the plungers, actuator piston and

cylinder block for wear, using a magnifying
glass.
6. Fit the non-return valve with new O-rings.
Mount the non-return valves in the cylinder

block.
M903020247O04
5.
M903020247O05
6.
M903020247O06
7. Pre-assemble the cylinder blockwith the

7. actuator piston and plungers to ensure the
correct guidance of the plungers, before fi-
nally assembling the cylinder block unit.
Mount the spring and press down the ac-

tuator piston with plungers. Mount an M6 x
60 screw with a washer to keep the spring
compressed.
Fit the cylinder block with a new O-ring.

M903020247O07
8. Remove the cover from the terminal box

and disconnect the wires for the feedback 8.
(pick-up) sensor.
Remove the terminal box and the plug for

the solenoid valve.
Carefully unscrew the feedback sensor and

remove and discard the O-ring.
Clean the housing with diesel oil or kero-

sene and dry with a non-fluffy cloth.
9 Turn the lubricator upside down in the vice.
M903020247O08
Unscrew the solenoid valve.
Discard the O-rings.
10. Solenoid valve: 9.
Disassemble and clean the valve.
Check the slide for wear. If the slide is

scratched or scuffed, the valve must be re-
placed by a new one.
Lubricate the slide with oil and check that

the slide can move lightly with a good fit in
the housing.
Assemble the valve.

M903020247O09
See also manufacturer’s instructions.
10.
M903020244O12
11. Before mounting the feedback sensor,

11. check that the sensor is flush with the sen-
sor housing.
Mount the feedback sensor or a new one,

if necessary, with a new O-ring.
Check with an object with a straight edge

(e.g. the end of a calliper) that the end of
the feedback sensor does not protrude into
the actuator piston cylinder.
Mount the terminal box.

M903020245O10
1 1
2 2 Solenoid valve 11. Connect the wires and mount the cover on
3 BN (brown) the terminal box.
BK (black)
4
BU (blue) Feedback sensor
5 13. Mount the solenoid valve fitted with new
O-rings. Coat the O-rings with a little
12. grease to keep the rings in place during
LED
mounting.
2
Brown+15
Blue OV
Black FBsignal
M903020242O08
13.
M903020247O13
14. Mount the cylinder block assembly in the

cylinder housing. 14.
Check that the spring pin engages cor-

rectly with the cylinder block assembly.
Mount the screws and tighten the block to

the housing.
Remove the M6 x 60 screw with disc.
15. Mount the adjusting screw fitted with a

new O-ring and the distance bushing.
M903020247O14
Mount the oil accumulator.
16. If the lubricator is not to be mounted on

the engine immediately after overhauling,
cover all openings with plastic to prevent
dirt from entering the lubricator during stor- 15.
age.
Cover all surfaces with a thin layer of oil.

M903020247O01
Mounting MAN B&W Diesel
1. Before mounting the accumulator, check

1. Inlet the nitrogen pressure, see Data.
Mount the accumulator.
2. Mount new O-rings on the hydraulic block

and on the cover with pipes.
Mount the lubricator and tighten the screws

on the hydraulic block.
Tighten the screws in the bottom of the lu-

bricator to the pipe connection.
M903020249M01
3. Close the equalizing valve and open the

supply valve (handles to be in a vertical po-
sition).
Mount the electrical plug. Check the injec-

2. tion of cylinder oil on the feedback LED on
Inlet the terminal box for the specific lubricator.
M903020249M02
3.
Inlet
M903020249M03
Cylinder Liner - Tools Plate
P90361-0084
Cylinder Liner - Tools
0084
P90361
MAN B&W Diesel A/S
Plate Cylinder Liner - Tools
P90361-0084
Item Item
No. No.
036 Cylinder gauge, complete
MAN B&W Diesel A/S
Test Equipment for Lubricator Plate
P90364-0004
Test Equipment for Lubricator
0004
P90364
MAN B&W Diesel A/S
Plate Test Equipment for Lubricator
P90364-0004
Item Item
No. No.
019 Tool box

020 Nameplate
032 Adaptor
044 Pressure gauge
056 Spanner
068 Pressure gauge
081 Adaptor
103 Hose with 2 union
115 Quick coupling, minimess
139 Reducing valve
152 Adaptor
164 Adaptor
176 Adaptor
211 Adaptor
223 Filling and testing valve
MAN B&W Diesel A/S
Cylinder Liner - Lifting Tools Plate
P90366-0007
Cylinder Liner - Lifting Tools
0007
P90366
MAN B&W Diesel A/S
Plate Cylinder Liner - Lifting Tools
P90366-0007
Item Item
No. No.
021 Crossbar for cylinder liner
MAN B&W Diesel A/S
Crosshead Bearing 104-1
Data
SAFETY PRECAUTIONS
Special Edition
S50ME-C
D10401
104-1 Data 0048 Crosshead Bearing
X Stopped engine
X Shut off fuel oil
Data
D02-02 Piston rod/crosshead, tightening torque 430 Nm

D02-07 Piston rod/crosshead, tightening torque+angle 100/30 Nm/°
D02-20 Piston complete 921 kg
D04-01 Crosshead bearing, top clearance max. 0.55 mm
D04-02 Crosshead bearing, top clearance min. 0.15 mm
D04-03 Oil wedge length, L 10 mm
D04-04 Crosshead bearing cap 160 kg
D04-05 Crosshead bearing shell, upper 13 kg
D04-06 Crosshead bearing shell, lower 28 kg
D04-07 Crosshead bearing cap with bearing shell 173 kg
D04-21 Crosshead complete 1100 kg
D04-51 Connecting rod complete 1400 kg
D13-01 Hydraulic pressure, mounting 1500 bar
D13-02 Hydraulic pressure, dismantling 1400 -1650 bar
MAN B&W Diesel A/S
104-1 Crosshead Bearing
Data
P90451 47 Wire guide

P90451 59 Lifting attachment - connecting rod
P90451 72 Chain for suspending piston
P90451 96 Bracket for support, crosshead
P90461 Connecting Rod - Hydraulic Tools
P91356 Lifting Tools, Etc.
P91366 50 Feeler gauge
MAN B&W Diesel A/S
Crosshead Bearing 904-1.1
Checking
Crosshead Bearing
S50ME-C
0239
Checking
904-1.1
2.
Tin-Aluminium bearings
The top clearance between the journal and a

new bearing shell is the result of a summation
of the production tolerances of the bearing as-
sembly components.
The top clearance for a new bearing will nor-

mally be in the range stated in Data. Note that
the figures are to be used for guidance only.
For the top clearance of a specific bearing, see

the measurement in the Adjustment Sheet in
GW904-1.1 239 02
Volume I, OPERATION.
1. Open the crankcase door at the relevant

cylinder.
2. Turn the crankthrow concerned to BDC. 3. D04-01

D04-02
3. Measure the clearance in the crosshead
bearing by inserting a feeler gauge be-
tween the bearing cap and the crosshead
journal at the top of the upper bearing shell,
at both sides and fore and aft. See Data.
4. The difference between the actual clear-

ance measurement and the measurement
recorded in the Adjustment Sheet (or the
clearance noted for a new bearing installed
DM904-1.1 232 03
later) must not exceed 0.1 mm. If so, the

crosshead bearing must be disassembled
for inspection.
For evaluation of the bearing shell, see

Chapter 708, ‘Bearings’ in the instruction 5.
book, Volume I, OPERATION.
5. The wear limit for a crosshead bearing shell

is confined to a 50% reduction of the oil
wedge length L.
If the wear limit exceeds the 50% reduction,

(Oil Wedge)
the bearing shell must be replaced by a
new one.
D04-03
DM904-1.1 232 05
0$1% :'LHVHO$6
904-1.2 Crosshead Bearing
Dismantling
Dismantling
904-1.2
1. This procedure applies to the following two dis-

mantling situations:
• with piston mounted
• with piston removed
With piston mounted:
1. Turn the crankshaft down far enough to give

access to the nuts and screws on the piston
rod.
GW 904-1.1 239 02
2. Mount two chains in the inner screw holes

in the top of the crankcase, in the athwarth-
ship direction, for suspending the piston
rod.
2. 3. Loosen and remove the locking wire from

the screws on the piston rod foot. Remove
the screws.
HN904-1.2 222 02
3.
HN904-1.2 222 03
0$1% :'LHVHO$6
Dismantling
4. Mount a lifting eye bolt on each side of the 4.

piston rod.
5. Turn the crosshead to TDC.
Hook the chains to the lifting eye bolts in

the piston rod.
Turn the crosshead downward, and the pis-

ton rod will then remain suspended from
the two chains.
With piston removed:
HN904-1.2 222 04
6. Turn to BDC.
7. Place the spacer rings around the nuts and

screw the hydraulic jacks on to the studs.
5.
Loosen the crosshead bearing cap nuts.
For operation of the hydraulic jacks, see
Procedure 913.
Remove the hydraulic jacks and the spacer

rings, and unscrew the nuts.
HN904-1.2 222 05
7.
D13-02
HN904-5.2 217 01
0$1% :'LHVHO$6
Dismantling
8. 8. Mount the lifting attachments on the head

of the connecting rod.
9. Suspend two tackles from the lifting brack-

ets, in the athwarthship direction.
10. Mount the wire guide at the top of the

crankcase door frame to prevent damage.
Mount two eye bolts in the top of the cross-

head bearing cap.
Hook the tackles on to the eye bolts, and re-

move the bearing cap from the engine.
JN904-1.2 227 08
Check the upper part of the journal.
9.
JN904-1.2 227 09
10.
D04-07
JN904-1.2 227 10
0$1% :'LHVHO$6
Dismantling
11. Place the bearing cap on one side on a 11. D04-07

couple of wooden planks.
Check the bearing shell, see Procedure

904-1.1.
12. Fasten tackles to the fixed lifting brackets

on the frame box wall.
HG904-1.2 238 11
13. Turn the crosshead upwards until the piston
rod lands on the crosshead. Ensure that the
guide ring in the crosshead fits correctly in D04-05
the centre hole of the piston rod.
Do not remove the chains or lifting eye 12.

bolts.
HG904-1.2 238 12
13.
GN904-1.2 203 13
0$1% :'LHVHO$6
Dismantling
14. 14. Turn to TDC and attach the tackle hooks to

the lifting attachments. Haul the tackles
tight.
15. Mount the four supports for guide shoes on

the crosshead guides.
Carefully turn the crank down towards the

exhaust side, until the guide shoes rest on
the supports.
Adjust the support brackets to the guide

shoes so that the weight of the crosshead
HG904-1.2 238 14
is evenly distributed on the four supports.
Haul the tackles tight.
16. Turn the crankthrow carefully towards BDC

15. while ‘following’ with the tackles, thus con-
tinuously supporting the connecting rod.
17. With the crosshead resting on the supports,

check the lower part of the crosshead jour-
nal and the lower bearing shell.
Regarding checking of journal and bearing

shells, see Volume I, OPERATION, Chap-
ter 708, ‘Bearings’.
JN904-1.2 227 15
16.
17. D04-21
D02-20
JN904-1.2 227 16
0$1% :'LHVHO$6
Dismantling
18. In cases where it is necessary to remove 18.

the lower bearing shell, tilt the connecting
rod towards the doorway on the fuel pump
side, using the tackles.
D04-06
Dismount the locking screws, and turn the

bearing shell so far up that an eye bolt can
be mounted.
Lift the bearing shell out of the engine.
JN904-1.2 227 18
0$1% :'LHVHO$6
Mounting
Mounting
904-1.4
1. With piston mounted/

With piston removed:
D04-06
1. Mount and secure the bearing shell in the
bearing housing.
The excess height X is to ensure the cor-

rect tightening-down of the bearing shell
and must not be eliminated.
2. Raise the connecting rod to an upright po-

sition.
Turn to TDC while ‘following’ with the tack-

JN904-1.4 227 01
les, for assembling the crosshead and the

connecting rod.
Take care that the guide shoes do not dam-

2. age the bearing shell.
D04-21 3. Remove the supports from the crosshead

guides.
Remove the tackles from the crosshead.
Turn the crank throw to BDC.
If the piston is mounted, slowly turn down

until it is fully suspended from the chains.
JN904-1.4 227 02
3.
JN904-1.4 227 03
0$1% :'LHVHO$6
Mounting
4. Lift the bearing cap into the engine. Lower 4. D04-07

the bearing cap onto the crosshead and re-
move the tackles. Remove the lifting attach-
ments from the connecting rod and the wire
guide from the door frame.
Note!
Take care that the bearing studs do not

damage the crosshead.
5. Tighten all four crosshead bearing cap nuts
JN904-1.4 227 04
simultaneously. See Data.
For operation of hydraulic jacks, see Sec-
tion 913.
6. Mount the piston.

See Procedure 902-1.4. 5.
With piston mounted:
7. Turn the crosshead upwards until the piston

rod lands on the crosshead. Ensure that the
guide ring in the crosshead fits correctly in
the centre hole of the piston rod.
D13-01
HN904-5.2 217 01
7.
GN904-1.4 203 07
0$1% :'LHVHO$6
Mounting
8. 8. Unhook the chains from the lifting eye bolts

in the piston rod. Remove the chains and
eye bolts from the top of the crankcase,
from the piston rod and from the crosshead
bearing cap.
9. Turn down to BDC, tighten the screws in the

piston rod, and lock with locking wire. See
Data.
Mount the locking wire in such a way that

GN904-1.2 203 19
the wire is tightened if a screw works loose.

See Procedure 913-7.
9. D02-02
D02-07
HN904-1.4 222 09
0$1% :'LHVHO$6
Crosshead 104-2
Data
SAFETY PRECAUTIONS
Special Edition
S50ME-C
D10402
104-2 Data 0050 Crosshead
X Stopped engine
Shut off fuel oil
Data
D04-04 Crosshead bearing cap 160 kg

D04-08 Cooling oil outlet pipe, tightening torque 50 Nm
D04-12 Guide strip screws, tightening torque 100 Nm
D04-13 Guide plate, tightening torque 135 Nm
D04-15 Telescopic pipe, tightening torque 50 Nm
D04-19 Telescopic pipe, tightening angle 25 °
D04-21 Crosshead complete 1100 kg
D04-22 Guide shoe 159 kg
D04-23 Cooling oil outlet pipe 9 kg
D04-50 Connecting rod, without bearing caps 1020 kg
MAN B&W Diesel A/S
104-2 Crosshead
Data

P90451 60 Lifting tools - crosshead
P90451 72 Chain for suspending piston
P90451 84 Retaining tool telescopic pipe
P90451 214 Torque wrench offset tool
P90462 11 Guide shoe extractor, complete
P90463 Crosshead - Hydraulic Tools
MAN B&W Diesel A/S
Crosshead 904-2.2
Dismantling
Crosshead
S50ME-C
0239
Dismantling
904-2.2
2.
1. Dismount the piston.
2. Dismount the main bearing lubricating oil

pipes.
3. Dismount the cooling oil outlet pipe from

the guide shoe and the drain oil slotted
pipe.
Loosen and remove the screws which se-

cure the telescopic pipe to the guide shoe.
GN904-2.2 203 02
In order to reach the screw in the corner be-
hind the telescopic pipe, use the offset tool
along with a socket wrench.
4. Mount the retaining tool for the telescopic

pipe on the stuffing box housing for the tel- 3.
escopic pipe.
Turn the crosshead to TDC.
Suspend the telescopic pipe by means of

the tool.
Turn the crosshead to gain access to the

nuts on the crosshead bearing studs.
Mount two eye bolts in the top of the crank-

case in the fore-and-aft direction.
GN904-2.2 204 03
Mount the spacer rings and the hydraulic

jacks for loosening the nuts on the cross-
head bearing studs.
For operation of the hydraulic tools, see 4.

Section 913.
D13-02
Loosen the nuts, remove the hydraulic jacks D04-23
and unscrew the nuts.
HN904-2.2 223 04
0$1% :'LHVHO$6
904-2.2 Crosshead
Dismantling
5. 5. Mount eye bolts in the crosshead bearing

cap and hook the tackles on to the lifting
brackets in the top of the crankcase.
Dismount the bearing cap and lift it out of

the engine.
6. Mount the special lifting tool on the cross-

head.
Mount the lifting attachments for fixing the

connecting rod, on the head of the connect-
ing rod.
HN904-2.2 223 05
Fasten tackles to the lifting brackets on the

frame box wall and attach the tackle hooks
to the lifting attachments. Haul the tackles
tight.
6.
Attach the flat-plaited wire strap to the en-
gine room crane.
D04-21 Hook the engine room crane on to the lifting

tool on the crosshead, and lift the cross-
head.
7. Using the tackles, tilt the connecting rod to-

wards the exhaust side, while turning the
crankthrow towards the camshaft side.
Transfer the tackles from one lifting attach-

ment to another as necessary.
GN904-2.2 232 06
When the crankthrow is 90° after BDC, stop

turning.
7. By alternate use of the tackles, tilt the con-

necting rod until it rests against a couple of
D04-50 wooden planks in the bottom of the bed-
plate.
HN904-2.2 223 07
0$1% :'LHVHO$6
Crosshead 904-2.2
Dismantling
8. Lower the crosshead to a position just 8.

above the main bearing caps.
Remove the guide strips and both guide

plates from the guide shoes.
Mount lifting eye bolts in both guide shoes.
9. Suspend two tackles from the eye bolts in

the top of the crankcase, in the fore-and-aft
direction, and attach the tackles to the
guide shoes.
Push one of the guide shoes against the
GN904-2.2 232 08
middle of the crosshead. If necessary, use
the guide shoe extractor tool.
10. Pull the “free end” of the crosshead into the

neighbouring cylinder unit. 9.
Mount the guide shoe extractor on the op- D04-22

posite guide shoe.
Pull off the guide shoe, remove the extrac-

tor, and lift up the guide shoe.
GN904-2.2 232 09
10.
D04-22
GN904-2.2 232 10
0$1% :'LHVHO$6
904-2.2 Crosshead
Dismantling
11. 11. Pull the crosshead with guide shoe into the
opposite neighbouring cylinder unit.
Mount the guide shoe extractor tool on the

remaining guide shoe.
Pull off the guide shoe, remove the extrac-

tor tool and lift up the guide shoe.
12. Turn the crosshead 90°.
13. Mount the wire guide tool in the framebox

door opening.
GN904-2.2 232 11
Remove the crosshead from the engine, us-

ing wire rope and tackles.
Protect the crosshead, for instance with

12. thick or corrugated paper, and land it out-
side the engine.
If necessary, remove the guide shoes from

the engine.
HN904-2.2 223 11
13.
HN904-2.2 223 12
0$1% :'LHVHO$6
Crosshead 904-2.4
Mounting
Mounting
904-2.4
1. Attach the flat-plaited wire strap to the en- 1.

gine room crane. D04-22 D04-21
Lift the crosshead into the engine, using
wire rope, tackles, and the engine room
crane.
2. Turn the crosshead 90°. Pull the crosshead

to one side under the web plates between
the cyliners.
3. Lower one guide shoe in the other side of

the crosshead and mount the guide shoe
HN904-2.2 223 11
extractor tool.
Use the guide shoe extractor tool to pull the

crosshead so far through the guide shoe
that the other guide shoe can be lowered.
3.
Follow the movement of the crosshead with
the engine room crane.
4. Lower the other guide shoe.
Use the guide shoe extractor tool to push

the crosshead towards the second guide
shoe.
Remove the extractor tool and adjust the

position of the opposite guide shoe.
GN904-2.4 232 03
4.
GN904-2.4 232 04
0$1% :'LHVHO$6
904-2.4 Crosshead
Mounting
5. 5. Mount the guide plates on the side of the

D04-12
D04-13 guide shoes.
Tighten the screws and lock them with lock-

ing wire.
Using the engine room crane, lift the cross-

head to a working position and mount the
guide strips on the side of the guide shoes.
Tighten the screws and lock them with lock-

ing wire.
HN904-2.4 223 05
6. Using the tackles, lift the connecting rod to

a vertical position while turning the crank-
throw to BDC.
6.
7. When the connecting rod is in a vertical po-
D04-50 sition, lower the crosshead and land it on
the connecting rod.
Remove the lifting attachments from the

connecting rod head.
Remove the lifting tool from the crosshead.

HN904-2.4 223 06
7.
EN904-2.4 237 07
0$1% :'LHVHO$6
Crosshead 904-2.4
Mounting
8. Lift the crosshead bearing cap into the en- 8.

gine. D04-04
9. Mount the spacer rings and the hydraulic

jacks for tightening the nuts on the cross-
head bearing studs.

Procedure 913.
Mount the drain oil slotted pipe and the

cooling oil outlet pipe on the guide shoe.
HN904-2.2 223 05
Turn the crankshaft to TDC.
Land the telescopic pipe on the guide shoe.
10. For tightening the bolt in the corner behind

the telescopic pipe, use the offset tool 9.
along with the torque wrench. D13-01 D04-15
D04-19
11. Mount the lubricating oil pipes on the main
bearing caps.
D04-08
12. Mount the piston.
HN904-2.2 223 04
10.
D04-15
D04-19
GN904-2.2 204 03
0$1% :'LHVHO$6
Reciprocating Parts 104-3
MAN B&W Data

X Stopped engine
Shut off air supply to exhaust valve – Only with stopped lubricating oil pumps
Shut off fuel oil
Data
Acceptance criteria with piston in centre (F-A direction)

D04-25 PF+PA, N max. 0.5 mm
D04-26 PF+PA, O max. 0.7 mm
D04-28 E+G, H+F, N max. 0.5 mm
D04-29 E+G, H+F, N min. 0.2 mm
D04-30 E+G, H+F, O max. 0.8 mm
D04-34 J+C, L+D, K+C, M+D, N max. 0.9 mm
D04-35 J+C, L+D, K+C, M+D, N min. 0.5 mm
D04-36 J+C, L+D, K+C, M+D, O max. 1.1 mm
D04-40 ZF/ZA O max. 5.0 mm
D04-41 ZF/ZA O min. 4.0 mm
D04-67 Crankshaft position (after BDC). 70 °
D04-68 Piston inclination R1-R2, O max. 0.35 mm
N: New and cold engine with staybolts tightened
(less than 100 running hours).
O: Engine in service.
104-3 Reciprocating Parts
Data MAN B&W

P91366 073 Dial gauge and stand tool
Reciprocating Parts 904-3.1
MAN B&W Checking
In order to achieve uniform measuring condi-

1.
tions on board, the ship’s trim must be as
close as possible to 0°.
1. Mount a transparent plastic tube along the

length of the bedplate. T S S
Bend each end approx. 250 mm up the

framebox side. See T.
Fill the tube with water (preferably co-

loured) until the water level is approx. 100 Bedplate
mm from the end of the tube.
M904030219C01
Trim the ship until the difference between
the water level S fore and aft is less than
1.5 mm per 1000 mm.
Measurements are to be taken with a ruler.

2. Fore Aft
2. Turn the crankshaft in ASTERN direction to
D04-67 (see data) degrees after BDC (the
guide shoe must rest against the cross-
head guide).
Check the centering of the piston in the

cylinder liner by measuring the clearance
(use a long feeler gauge from the scavenge
air space) between the piston skirt and the
cylinder liner in the Fore and Aft positions
(PFPA).
M904030220C02
PA
Make sure that the piston is clear of the
cylinder liner in the fore and aft directions.
D0
4 6 PA
7
904-3.1 Reciprocating Parts
Checking MAN B&W
3. Fit a dial gauge in the bottom of the scav-

3. enge air space to the front of the piston rod
with the tip of the dial gauge against the
piston rod.
Note down the reading of the dial gauge

R1.
4. Turn the crankshaft in ASTERN direction to

35° before TDC.
R1
Aft
Fore
M904030220C03
D0468
4. C
TD
fore
° Be
3 5
M904030220C04
MAN B&W Checking
5. Note down the reading of the dial gauge

5.
R2.
Calculate the piston inclination R1-R2.
6. Turn in astern direction until the bottom of

the guide shoe is 50 mm above the top of
the cut-out in the web plate.
R2
Aft
Fore
M904030220C05
D0468
6.
50
EXH CAM
E 12 G 12
50
F 12
H 12
M904030219C03
Checking MAN B&W
7. Measure the fore and aft clearances ZF

7. and ZA between the crankthrow and the
connecting rod.
8. Measure the clearance C, between the

foremost stop plate and the crosshead.
Fore Aft
M904030220C07
ZA
ZF D0441
8.
C
Fore
M904030220C08
MAN B&W Checking
9. Measure the clearance D, between the aft-

most stop plate and the crosshead. 9.
D
10. Measure the clearances E1 and E2 be-
tween the top of the foremost guide shoe
and the exhaust-side crosshead guide.
11. Measure the clearances E3 and E4 be-

tween the top of the aftmost guide shoe
and the exhaust-side crosshead guide. Aft
M904030220C08
10. E1 E2
Aft
M904030220C10
11. E3 E4
Fore
M904030220C11
Checking MAN B&W
12. Measure the clearances G1 and G2 be-

12.
J G2 G1 tween the top of the foremost guide shoe
and the manoeuvring-side crosshead guide.
Measure the clearance J between the

top of the foremost guide strip and the
Fore manoeuvring-side crosshead guide.
13. Measure the clearances G3 and G4 be-

tween the top of the aftmost guide shoe
and the manoeuvring-side crosshead guide.
Measure the clearance L between the

top of the aftmost guide strip and the
M904030220C12
manoeuvring-side crosshead guide.
14. Measure the clearances F1 and F2 between

the bottom of the foremost guide shoe and
the exhaust-side crosshead guide.
13.
G4 G3 L
Aft
M904030220C13
14.
Fore
M904030220C14
F1 F2
MAN B&W Checking
15. Measure the clearances F3 and F4 between

15.
the bottom of the aftmost guide shoe and
the exhaust-side crosshead guide.
16. Measure the clearances H1 and H2 be-

tween the bottom of the foremost guide
shoe and the manoeuvring-side crosshead Aft
guide.
Measure the clearance K between the bot-

tom of the foremost guide strip and the
17. Measure the clearances H3 and H4 be-
M904030220C15
tween the bottom of the aftmost guide
shoe and the manoeuvring-side crosshead
guide. F3 F4
Measure the clearance M between the
bottom of the aftmost guide strip and the 16.
Fore
M904030220C16
K H2 H1
17.
Aft
M904030220C17
H4 H3 M
Checking MAN B&W
18. The guide strip clearance, calculated as

19.
J+C, K+C, L+D and M+D, is adjusted by
the insertion of shims so that it is symmet-
rical in relation to the clearance between
the piston skirt and the cylinder liner.
Parallelism between the guide strip and

guide is to be kept within a tolerance of 0.2
mm per 1000 mm.
19. It is recommended that the measured re-

sults are noted down so that possible later
Unit mm Cyl. 1 2 3 changes can be ascertained.
Piston/Liner PF
PA Compare the measured results with the val-
Framebox E1 ues stated on the data sheet.
E2
E3
E4
F1
F2
F3
F4
G1
G2
G3
G4
H1
H2
H3
H4
S
K
L
M
C
D
R1
Piston Rod
R2
ZF
Crankthrow
ZA
M904030220C19
Crankpin Bearing 104-4
Data
SAFETY PRECAUTIONS
Special Edition
S50ME-C
D10404
104-4 Data 0042 Crankpin Bearing
X Stopped engine
Shut off fuel oil
Data
D04-43 Crankpin bearing clearance, max. 0.6 mm

D04-44 Crankpin bearing clearance, min. 0.2 mm
D04-46 Crankpin bearing, upper shell 17 kg
D04-47 Crankpin bearing, lower shell 13 kg
D04-48 Crankpin bearing cap + shell + bearing studs 150 kg
MAN B&W Diesel A/S
104-4 Crankpin Bearing
Data

P90461 Connecting Rod - Hydraulic Tools
MAN B&W Diesel A/S
Crankpin Bearing 904-4.1
Checking
Crankpin Bearing
S46MC-C
0226
Checking
904-4.1
2.
The bottom clearance between the journal and
a new bearing shell is the result of a summation
of the production tolerances of the bearing as-
sembly components.
For the bottom clearance of a specific bearing,

see the measurement in the Adjustment Sheet
in Volume I, OPERATION.
1. Open the crankcase door at the relevant

cylinder.
2. Turn the crank concerned to BDC.
GW904-1.1 239 02
3. Measure the clearance in the crankpin
bearing by inserting a feeler gauge at the
bottom of the bearing shell in both sides.
See Data for bottom clearance.
3.
recorded in the Adjustment Sheet (or the
later) must not exceed 0.1 mm. If so, the
crankpin bearing must be disassembled for
inspection.
5. The wear limit for the crankpin bearing

shells is based on an evaluation of the
bearing condition at the time of inspection.
GM904-6.1 69 03
D04-43
An average wear rate of 0.01 mm per
10,000 hours is regarded as normal. D04-44
6. For further external inspection of the crank-

pin bearing, see Chapter 708 ‘Bearings' in 5.
the instruction book, Volume I, OPERA-
TION.
GN904-4.1 219 05
0$1% :'LHVHO$6
904-4.2 Crankpin Bearing
Dismantling
Dismantling
904-4.2
2. 1. Turn the crank to BDC.
2. Suspend two tackles from the lifting brack-

ets, in the athwartship direction.
3. Turn the crank to TDC.
Mount eye bolts in each side of the crankpin

bearing cap and, using shackles and wire
ropes, hook on the tackles and haul tight.
Loosen the crankpin bearing stud nuts, us-

ing the hydraulic jacks.
GW904-2 226 02

Procedure 913-1.
Remove the hydraulic jacks and the nuts.

3.
4. Lower the bearing cap while seeing care-
fully that the studs do not damage the
crankpin journal.
Land the bearing cap on a couple of planks

placed in the oil pan.
Inspect the bearing shell.

D13-02
For evaluation of bearings, see Volume I,
Chapter 708.
GN904-4.2 203 03
4.
D04-48
GW904-4.2 226 04
0$1% :'LHVHO$6
Dismantling
5. If the bearing shell needs to be replaced, 5.

remove the whole bearing cap from the
crankcase.
Hook the tackle on to an eye bolt on one

side of the bearing cap.
Mount the wire guide in the top of the

crankcase door opening.
Using the tackle from the frame box inside D04-48

wall, together with a tackle suspended from
the platform bracket, lift the bearing cap out
of the crankcase.
6. Place the bearing cap on one side on a

couple of planks.
Inspect the bearing shell.

See Volume I, Chapter 708.
GW904-4.2 226 05
If necessary, dismount the bearing shell

lock screws and replace the bearing shell
by a new one.
6.
Note! D04-47
Normally bearing shells are replaced in
pairs.
GN904-4.2 203 06
If only one of the shells needs replace-

ment, MAN B&W Diesel should be con-
tacted for advice beforehand.
7. Turn to TDC. 7.
Mount the four supports for guide shoes on
Carefully turn the crank down until the

guide shoes rest on the supports.

HN904-4.2 217 07
0$1% :'LHVHO$6
Dismantling
8. 8. Mount a lifting attachment for securing the

connecting rod at the lower end, on one
side.
Hook on the tackle to a beam under the gal-

lery platform and haul tight.
9. Carefully turn the crankshaft downwards,

while ‘following’ with the tackle, making
sure that the upper part of the bearing
comes completely clear of the recess in the
crankshaft when the parts begin to ‘sepa-
rate’.
GW904-4.2 226 08
Continue turning the crankshaft until the

bearing surface can be freely inspected.
Inspect the bearing shell surface and the

9. crankpin journal.
10. If it is necessary to replace the bearing

shell, proceed as follows:
Turn the crankshaft to BDC.
Release the tackle so that the connecting

rod is hanging freely.
GW904-4.2 226 09
10.
GW904-4.2 226 10
0$1% :'LHVHO$6
Dismantling
11. Dismount the bearing shell lock screws and 11.

lift out the bearing shell.
D04-46
GN904-4.2 219 11
0$1% :'LHVHO$6
Mounting
Mounting
904-4.4
1. 1. Bearing shells of three mm undersize are

available as spares in case of journal recti-
fication. Please contact MAN B&W Diesel
for advice.
Coat the bearing shell surfaces and the

journal with clean oil.
HM904-6.0 61 16
The excess height X is to ensure the cor-

rect tightening-down of the bearing shell,
and must not be eliminated.
2.
2. Lift the upper bearing shell for the crankpin
concerned into the crankcase.
Carefully lift the bearing shell into position

in the connecting rod, and mount the lock
screws.
D04-46
GN904-4.4 219 02
0$1% :'LHVHO$6
Mounting
3. Hook the tackle on to a beam under the gal- 4.

lery platform and on to the lifting attach-
ment on the connecting rod, and haul tight.
Carefully turn the crankshaft upwards,

while following up with the tackle, making
sure that the upper part of the bearing en-
ters the recess in the crankshaft when the
parts turn together.
Remove the tackle and the lifting attach-

ment from the connecting rod.
4. Turn the crosshead to TDC.
Remove the guide shoe support brackets

from the crosshead guides.
GW904-4.4 226 04
5.
HN904-4.4 217 05
0$1% :'LHVHO$6
Mounting
6. 5. Suspend the tackles from the lifting brack-

ets in the top of the frame box.
Lift the bearing cap assembly into the

crankcase and land it on a couple of planks
placed in the oil pan.
6. Hook the tackles on to the wire ropes and

lift the bearing cap into position against the
connecting rod.
D04-48
Caution!
During mounting, take care that the studs

do not damage the crankpin journal, and
check that the guide pins mounted in the
bearing cap enter the holes in the con-
necting rod.
Mount the nuts and, by means of spacer

rings and hydraulic jacks, tighten the crank-
GW904-4.4 226 06
pin bearing cap. See Data.
For operation of hydraulic jacks, see Sec-

tion 913.
7. Remove the tackles from the top of the

frame box.
Check the bearing clearance.

GW904-4.4 226 07
D13-01
0$1% :'LHVHO$6
Connecting Rod 104-5
MAN B&W Data

X Stopped engine
Shut off fuel oil
Data
D04-48 Crankpin bearing cap + shell + bearing studs 160 kg

D04-50 Connecting rod, without bearing caps 950 kg
D13-02 Hydraulic pressure, dismantling 1400-1650 bar
104-5 Connecting Rod
Data MAN B&W

P90451 060 Lifting tools - crosshead
P90461 Connecting rod - hydraulic tools

P91356 Lifting tools, etc.
Connecting Rod 904-5.2
MAN B&W Dismantling
1. Turn the crank to BDC.

1.
D13-02
Dismount the crosshead bearing stud nuts.
2. Mount two shackles in the top of the

crankcase in the lifting brackets, in the
athwartship direction, and suspend two
tackles.
3. Turn the crank to TDC.
Dismount the crankpin bearing cap, and re-

move the bearing cap from the engine.
M90405-0241D01
2.
M90405-0241D02
3.
D13-02
D04-48
M90405-0241D03
904-5.2 Connecting Rod
Dismantling MAN B&W
4. 4. Mount the four supports for guide shoes on

Carefully turn the crank down towards the

camshaft side, until the guide shoes rest
on the supports.

5. Mount the lifting attachments for securing

the connecting rod on the head of the con-
necting rod.
M90405-0241D04
Fasten tackles to lifting brackets A and B

on the frame box wall, and attach the tack-
le hooks to the mentioned lifting attach-
ments on the connecting rod head.
5.
Haul the tackles tight.
D04-50
Also mount a lifting attachment on the
A B lower end of the connecting rod, on the ex-
haust side.
C 6. Turn the crankthrow carefully towards BDC

while ‘following’ with the tackles, thus con-
tinuously supporting the connecting rod.
The crosshead now rests on the four sup-

ports.
M90405-0241D05
Turn the crankthrow to 90° before BDC.
6.
A B
C
M90405-0241D06
MAN B&W Dismantling
7. Shift tackle B from the lifting attachment

7.
on one side of the connecting rod to the
lifting attachment on the other side.
A B
Dismount the lifting attachment on the
camshaft side of the connecting rod.
Attach a tackle to lifting bracket A on the

frame box wall and connect the tackle C
hook to the lifting attachment on the lower
end of the connecting rod.
Mount the wire guide on the door frame.
M90405-0241D07
Turn the crankthrow towards TDC while
‘following’ with the tackles, thus continu-
ously supporting and guiding the connect-
ing rod towards the doorway.
8. Attach a tackle to the gallery-mounted lift- 8.

ing bracket E, and hook on to the lifting at-
tachment on the connecting rod.
A B E
Unhook tackle A from the lifting attachment
on the head of the connecting rod.
Turn the crank carefully upwards while ‘fol-

lowing’ with tackles A, B and E, guiding C
the head of the connecting rod out of the
doorway.
Shift the tackles from one lifting attach-

M90405-0241D08
ment to the other as necessary.
9. Mount a strap around the connecting rod

and suspend the connecting rod from the
engine room crane. Shift tackle B from the
lifting attachment on the head of the con- 9.
necting rod to the lifting attachment at the
bottom of the connecting rod.
A B E
Remove tackles A and E.
Continue turning upwards till about 30°

after TDC while ‘following’ with the tackles
and the engine room crane.
M90405-0241D09
Dismantling MAN B&W
10. Lift the connecting rod out of the engine,

10.
using the tackles and the engine room
crane.
A B E
Remove the tackles, and lift the connect-
ing rod away by means of the engine room
crane.
M90405-0241D10
MAN B&W Mounting
1. Equip the connecting rod with the same

2.
lifting attachments as mentioned under dis-
mantling.
A B E
Turn the crank to a position about 25° past
TDC on the camshaft side.
D04-50
Apply clean lubricating oil to the crankpin
bearing shell and journal.
2. Carefully lift the connecting rod into the

crankcase by alternate use of the engine
room crane and the tackles attached to lift-
ing brackets A and B.
M90405-0241M02
3. When the end of the connecting rod rests
on the crankpin journal, follow with tackle
A.
4. Turn the crankthrow towards BDC, past 3.

TDC, while ‘following’ with the tackles and
the engine room crane.
A B E
Attach tackle B to the upper end of the
connecting rod.
Attach a tackle to bracket E and the upper

Haul tight and remove the strap around the

connecting rod.
M90405-0241M03
4.
A B E
M90405-0241M04
Mounting MAN B&W
5. Turn the crankthrow to 90° before BDC.

5.
Shift tackle A from the lower end to the top
A B of the connecting rod.
Remove the tackle at E.
Shift tackle B from the lifting attachment

on one side to the other side of the con-
necting rod.
C
Remove the wire guide on the door frame.

M90405-0241M05
Remove the lifting attachment at the lower

6. Turn the crankthrow towards TDC while

‘following’ with the tackles.
6.
Caution!
Take care that the studs do not damage
the crosshead bearing shell.
A B
7. When the crank is in TDC, mount the

crankpin bearing cap.
M90405-0241M06
7.
D13-01
M90405-0241M07
MAN B&W Mounting
8. Remove the four supports from the cross-

8.
head guides and the lifting attachments
from the connecting rod.
Turn the crosshead down far enough to fa-

cilitate the tightening of the nuts.
9. Tighten all four crosshead bearing cap nuts

simultaneously. See Data.
M90405-0241M08
9.
M90405-0241M09
D13-01
Connecting Rod and Crosshead Panel Plate
P90451-0133
Connecting Rod and Crosshead Panel
0133
P90451
MAN B&W Diesel A/S
Plate Connecting Rod and Crosshead Panel
P90451-0133
Item Item
No. No.
011 Panel for tools

023 Name plate
047 Wire guide
059 Lifting attachment
060 Lifting tool for crosshead
072 Chain for suspending of piston
084 Retaining tool for telescope pipe
096 Support crosshead
106 Support crosshead
118 Rubber cover for crosshead
120 Rubber cover w. hole for crosshead
214 Torque wrench offset tool
251 Alignment tool
Notes:
MAN B&W Diesel A/S
Connecting Rod - Hydraulic Tools Plate
P90461-0069
Connecting Rod - Hydraulic Tools
0069
P90461
MAN B&W Diesel A/S
Plate Connecting Rod - Hydraulic Tools
P90461-0069
Item Item
No. No.
028 Jack-hydraulic, complete

030 Support
053 Sealing ring with back-up ring
089 Key, hexagon socket screw
090 Tommy bar
100 Stud setter
207 Hydraulic toolset, complete
MAN B&W Diesel A/S
Connecting Rod - Tools Plate
P90462-0020
Connecting Rod - Tools
0020
P90462
MAN B&W Diesel A/S
Plate Connecting Rod - Tools
P90462-0020
Item Item
No. No.
011 Guide shoe extractor, complete
MAN B&W Diesel A/S
Main Bearing 105-2
MAN B&W Data

X Stopped engine
Shut off safety air supply – Not ME engines
X Shut off fuel oil
Data
D05-01 Main bearing, top clearance max. 0.60 mm

D05-02 Main bearing, top clearance min. 0.35 mm
D05-03 Main bearing cap 270 kg
D05-04 Main bearing shell, upper 17 kg
D05-05 Main bearing shell, lower 19 kg
0S88
105-2 Main Bearing
Data MAN B&W
P90161 Cylinder cover tightening tool
P90551 040 Pulley for wire for main bearing

P90551 076 Lifting tool - main bearing cap
P90551 088 Dismantling tool, main bearing shell
P90551 090 Mounting tool for bearing shell
P90551 123 Retaining tool for main bearing shell
P90551 172 Mounting tool, thin bearing shell
P90551 184 Lifting tool for main bearing shell
P90561 Main bearing - hydraulic tools

P90562 Lifting tool for crankshaft
P90572 Main bearing - measuring tools

P91351 022 Hydraulic pump, hand operated
P91351 166 Angle union
P91356 Lifting tools, etc.

P91366 061 Slide caliper
P91366 048 Autolog, measuring tool for crankshaft
Page 2 (2) 0S88

When referring to this page, please quote Data D10502 Edition 0088
Main Bearing 905-2.1
MAN B&W Checking
General
1.
The condition of the main bearings (and the
journal bearing) can be checked by:
• Deflection readings
• Visual checking
• Edge checking and
• Measuring of top clearance.
Crankshaft deflection readings
M90502-0263C01
Crankshaft deflection readings should be taken
while the ship is afloat (i.e. not while in dry
dock).
As the alignment is influenced by the engine 2.

temperature as well as the loading conditions, “Positive” (+)
deflection measurements should, for compari-
son purposes, always be made under nearly
the same temperature and load conditions.
1. Place a dial gauge axially in the crank

throw opposite the crankpin, as illustrated
on the sketch. The correct mounting posi-
tion is marked with punch marks on the
crank throw.
See also Chapter 708 in Volume I. “Negative” (-)
M90502-0263C02
2. “Closing” of the crank throw (compression

of the gauge) is regarded as negative (–)
and “opening” as positive (+).
3. Set the dial gauge to zero at the B1 side

near BDC. Whilst turning clockwise, take 3. T
the readings when the throw passes the
positions:
B1 (near bottom)
C (camshaft side) C E
T (top)
E (exhaust side)
B2 (near bottom) Looking forward
1/2 (B2+B1) = B B1
B1 B2 C
B
M90502-0263C03
T
E
B2
½ (B1+B2)=B
905-2.1 Main Bearing
Checking MAN B&W
4. 4. When taking deflection readings for the

three aftmost cylinders, the turning gear
should, at each stoppage, be turned a little
backwards to ease off the tangential pres-
sure on the turning wheel teeth. Otherwise,
this pressure may falsify the readings.
For evaluation of the crankshaft deflec-

tion readings, see Volume I, OPERATION,
Chapter 708.
If the crankshaft deflection (alignment in-

dicator) is approaching the tolerance limits
(see Vol. I, OPERATION), the two adjacent
M90502-0263C04
main bearings must be checked for wear.

See next page for checking of main bear-
ing.
If the bearings are found to be in good

5. order please contact MAN Diesel or the
engine manufacturer for checking of the
bedplate alignment.
As reference, use the “after seatrial” deflec-

tion table.
The condition of the bearing can be checked

as follows:
5. Visually look for bearing metal fragments in

the oil pan, and check the filters for metal
fragments.
M90502-0263C05
Such fragments can be from crosshead,

guide shoe or crankpin bearings. If frag-
ments are found, the damaged bearing can
be found by edge checking with a feeler.
General
Bearing damage usually propagates rather

quickly towards the edge of the bearing where,
eventually, it causes chips to be broken off,
which means that loose pieces of white metal
can fall down into the crankcase beneath the
bearing support.
Large, thick pieces will normally be found dur-

ing a crankcase inspection, and small, thin
pieces can enter the filter. A check of the
bearing edges together with inspection of the
crankcase and the filter normally provides a
good indication of the bearing condition.
MAN B&W Checking
Checking the bearing edges

6.
6. Bearing edges can be checked with a
“feeler” that is able to follow the bearing
edge against the journal the whole way
round on each side. If white metal is miss-
ing at the edge, the tip of the “feeler” will
enter the hole, thus locating the damage.
In most cases this hole can be seen by the
naked eye as a dark spot when using a
strong flashlight.
The No. 1 and the two aftmost main bear-

ings are more difficult to access on the Hole in
M90502-0263C06
the edge
whole circumference on each side, but it is
often possible to bend the “feeler” to suit
the situation and thus reach as far round
as possible.
Wire-feeler 7.
<1.2 mm
>0.7 mm 7-10 mm
7. It is rather easy to make a feeler (see 1
sketch). The “feeler” should be made from
a piece of steel wire (e.g. a welding rod)
approx. 0.6 - 1 m long depending on the
engine type, and 2 to 3 mm thick. Ap-
prox. 7 to 10 mm of the wire should be
bent to an angle of approx. 65° to form a
“feeler tip”. Grind the tip smooth to obtain
the shape and dimension shown on the 60-70
sketch. Note that the thickness of the white
metal is approx. 1.5 mm, which is why the 2-3 mm
tip should be less than 1.2 mm thick, and
500-1000
bigger than the max. top clearance. At the

other end of the tip, a “handle” should be
made by bending a hook or similar in the
same direction as the tip.
Wire feeler
Note!
The above dimensions of the “wire-feel-
M90502-0263C07
er” are guideline values and may depend

on the engine type as well as individual,
personal designs.
Checking MAN B&W
8. 8. If there is too large a difference in the

crankshaft deflection readings (autolog)
check the clearance in the individual bear-
ings.
Bearing clearance checks should also be

carried out during time-based overhauls
and surveys.
If there is a suspicion of a damaged bear-

ing, it is recommended to edge check the
bearing, without opening up.
9. Before measuring, check that the feeler

M90502-0263C08
blades are in good condition without dam-

aged or missing blades.
The feeler is inserted along the crank

throw. When the feeler touches on the jour-
9.
nal, it is horizontally pushed against the
clearance. Make sure that the feeler is in
contact with the bearing shell before push-
ing the feeler blades maximum 20 mm into
the gap.
10. The clearance is measured at both the fore

and the aft part of the bearing.
The crank throw adjacent to the bearing

must be turned away from TDC in order
to provide sufficient room to perform the
clearance measurement correctly.
M90502-0263C09
Note!
The bearing clearances for a new bear-
ing stated in Data (see D10502) are for
10. guidance purposes only.
M90502-0263C10
MAN B&W Checking
11. Note the following.

11.
When a feeler blade with a rectangular
cross section is used to measure a curved
clearance, the resulting measured clear-
ance CM will be smaller than the actual
clearance CA. The difference between CA
and CM may be 0.03 to 0.005 mm.
Consequently, when the clearance stated

in the datasheet is 0.25 mm the measured
clearance may be 0.20 mm and still be cor-
rect.
12. For example: During inspection a 0.35 mm

feeler blade could enter the clearance, but
a 0.40 mm feeler blade could not. This
means that the real clearance is larger than
0.35 mm, but smaller than 0.45 mm.
This is illustrated in the table below: Cm Ca

M90502-0263C11
GO NO GO
T25-30 = 0.40 0.35 0.4
T25-31 = 0.20 0.15 0.10
Note!
12.
The main purpose of scheduled main
bearing clearance measurements is to
ascertain the relative wear of the bear-
ing. 0,15 - 0,20 mm
Note that the bearing clearances stated
in the data sheet are for guidance pur-
poses only. 0,15 mm
M90502-0263C12
Checking MAN B&W

13.
recorded in the adjustment sheet (or the
later) must not exceed 0.10 mm. If it does,
see Volume I, Operation, Chapter 708.
For evaluation of the bearing, see Volume I,

Operation, Chapter 708.
If the bearing needs to be disassembled for

inspection, see procedure 905-2.2.
M90502-0263C13
MAN B&W Dismantling
Positioning the crankshaft Aftmost main bearing (= Journal bearing)

1.
1. Dismantling of main bearing.
The bearings are divided into two catego-

ries:
• The main bearings
• The aftmost main bearing often referred

to as “Journal bearing”
(See Procedure 905-4).
2. Before any dismantling, check and write
M905020238D01
down the main bearing top clearances and
crankshaft deflection readings for the cylin- Main bearings
der unit concerned.
Thrust bearing
3. Turn the crank throw to the position shown
on the sketch and in such a way that the 2.
top of the studs is flush with the crank
throw.
Note!
Be sure that the crosshead for the neigh-
bouring cylinder is in a higher position
than for the cylinder you are working on,
otherwise it will be impossible to lift the
cap.
M905020238D02
3.
EXHSIDE MANSIDE
M905020238D03
Dismantling MAN B&W
Oil pipes
4.
4. Disconnect the lubricating oil pipe from the
main pipe.
Note!
On some engines, the oil pipes for the
Axial Vibration Damper (AVD) have to be
removed together with the oil pipe on
main bearing No. 1.
Note!
M905020238D04
Some engines have temperature sensors

fitted to the main, crosshead, and crank-
pin bearings. These sensors must be
carefully handled to avoid damaging the
5. equipment.
5. Mount the extension studs, the spacers,

the hydraulic jacks and the nuts on the
extension studs. Loosen the main bearing
stud nuts, using the hydraulic jacks.
Procedure 913-1.
6. Remove the hydraulic main bearing tools

from the engine.
D1302 Unscrew and remove the nuts from the

M905040227D03
main bearing studs.
Remove the rectangular nut washers from

the bearing cap.
6.
M905020238D07
MAN B&W Dismantling
7. Mount the lifting tool on the main bearing 7.

cap.
Mount the pulley on the web-plate over

the main bearing, and mount the wire rope
from the lifting tool in the pulley.
Mount an eye bolt in one of the threaded

holes on the opposite web-plate.
8. Mount the wire guide as shown.
Move the lifting pipes below the platform

outside the relevant cylinder.
M905020256D07
Mount tackles in the following positions:
A + B: Two 2-ton chain tackles, below the

platform.
8.
C: One 1-ton chain tackle.
D: One ½-ton chain tackle, in the eye bolt

on the opposite web-plate. A
B
9. Attach the wire rope from the lifting tool to
tackle A. C
Using tackle A, lift the main bearing cap
free of the studs.
Note! D
M905020244D08
Owing to space requirements below the

web-plate, it might be necessary to dis-
mount the eye bolt from the lifting tool.
9.
P
D
A
M905020256D09
Dismantling MAN B&W
10. Pull the bearing cap clear of the crosshead

10.
guides by using chain tackle D.
D
Attach tackle C to the eye bolt in the cen-
tre of the lifting tool.
Dismount the balancing handle from the

lifting tool for main bearing cap.
A
Tighten tackle C, and release tackles A and
D.
When released, dismount tackle A from the

wire rope, and dismount the wire rope from
M905020256D10
D0503
the pulley.
12. Lift out the bearing cap, using tackles B

and A.
11.
B A
C
D
M905020244D11
12.
" !
$ç
$
-ç$
MAN B&W Dismantling
13. Mount the lifting tool on the upper main

13.
bearing shell, and lift out the shell by hand.
14. If the crankshaft is turned with the bearing

cap dismounted, use the two stops to pre- D0504
vent the lower shell from being rolled out.
15. Place the crosspiece in the bedplate with

the ends resting on the cross girders, and
position the hydraulic jacks beneath the
crank webs as shown.
Tighten the screws against the crank webs

and compress the jacks.
M905020244D13
Connect the hydraulic jacks to the high-
pressure pump, and raise the pressure until
the crankshaft has been lifted 0.2-0.5 mm,
but max. the clearance in the two adjacent
bearings. 14.
Note down the pressure for later reference.

M905020238D24
15.
M905020238D27
Dismantling MAN B&W
16. Check that there is min. 0.1 mm clearance

16. min between journal and bearing shell, or be-
0.1 mm
tween bearing shell and main bearing sup-
port, on both sides of the journal.
Note!
The feeler blade must be inserted mini-
Min. 60 mm
mum 60 mm into the gap to pass the

bore relief in the bearing shell.
EXH CAM If the clearance is less than 0.1 mm, move

the crosspiece sideways until clearance is
obtained. Normally, adjustment needs to
M905020238D28
be 50-150 mm to the exhaust side (the side

where the clearance is missing).
Note!
17.
The lower shell must be lifted out to the
side with the most clearance, which is
normally the fuel pump side.
17. If re-positioning of the crosspiece does not

ensure a vertical lift, place a 5-tonne jack
between the side wall and the crank throw,
to correct the journal position in this way.
If it is available, note down the pressure

applied to the jack. This data is used to
M905020238D25
ensure that the crankshaft is in the same

position when the new bearing is installed.
Note!
It is recommended that the crankshaft
lifting tool is only removed if it is urgently
necessary and then only after the main
bearing shell has been reinstalled.
MAN B&W Dismantling
18. Dismount the locking screws.

18.
Place the dismantling tool on top of the
lower bearing shell. Make sure that the
flap on the dismantling tool enters the oil
groove in the bearing shell.
19. Pull the lower shell around and up until it

lies over the main bearing journal. Never
use a tackle larger than 0.5 tonne.
Note!
While pulling out the shell, it is recom-
mended to hold a foot or hand on the
wire rope, to tighten it up and to observe
whether the shell is sticking.
M90504-0216D08
19.
M905020236D27
Dismantling MAN B&W
20. Take the lower shell out of the engine in the

20. same way as the upper shell, i.e. using the
lifting tool.
D0505
M905020244D20
MAN B&W Overhaul
1. Clean and inspect the bearing shells. It is

recommended that the main bearing shells 1 + 2.
be replaced in pairs.
If it is nevertheless desired to replace only

one shell, this requires a careful evaluation
of the condition of the shell that is to be
reinstalled.
See Instruction book, Volume I,
Chapter 708.
For advice on replacing individual bearing

shells, it is recommended to contact MAN
Diesel or the engine builder.
M905020252O01
2. Before remounting:
• Check the bearing support for damage

and burrs. If damage is found, contact
MAN Diesel for advice.
• Make sure that all parts are clean, use

non-fluffy cloth to clean between journal
and main bearing support.
• Lubricate the bearing journal, the main

bearing support and the back of the
shell, with main engine lubricating oil.
Mounting MAN B&W
Mounting of bearing shells

1.
1. Lubricate the journal and the bearing sup-
port with clean oil
Using the bearing shell lifting tool, lift the

D0505 lower bearing shell into the crankcase and
land it on the crankshaft journal.
2. Position the guide tool for the lower bearing

shell on the main bearing support. Remove
the lifting tool from the bearing shell.
M905020244M01
Place the lower bearing shell on the journal

and push it down by hand.
To ensure that the shell is correctly mount-

ed, check that the distance from the main
bearing support to the shell is equal in
2. both sides.
3. Mount the locking screws in the bearing

support.
Lower the crankshaft and remove the hy-

draulic jacks and the crosspiece from be-
low the crankshaft.
Wipe the contact surfaces between the up-

per and the lower bearing shells clean with
a non-fluffy piece of cloth.
M90504-0216M02
3.
M90504-0216M03
MAN B&W Mounting
4. Land the upper bearing shell on the main

4.
journal in the same way as the lower bear-
ing shell.
Make sure that none of the edges of the D05-04

upper bearing shell are resting on the edge
of the bearing support.
If necessary, place the special tool be-

tween the studs and press the shell into
place.
Clean the contact surfaces between the
M90502-0262M04
bearing support and the bearing cap. Make
sure that no oil is left on the contact sur-
faces.
5. Mount the lifting tool on the bearing cap.
Using the tackles and pulleys, lift the cap 5.

into the crankcase in reverse order to dis-
mantling.
See Procedure 905-2.2, steps 12-9.
Note!
Be sure that the cap lands correctly and
that the spring pin in the assembly sur-
face enters the hole in the bearing cap.
M90504-0216M06
Mounting MAN B&W
6. Mount the hydraulic jacks.

6.
Use the hydraulic jacks to fully tighten the
nuts on both sides of the bearing cap.
For tightening pressure, see Data.

$ç
For operation of the hydraulic tools,
see Procedure 913-1.
7. Note!
Before removing the hydraulic jacks,
check the top clearance between the up-
M90502-0262M06
per bearing shell and the journal.
8. Mount the lubricating oil pipe on the main

7. bearing cap.
D05-01
D05-02
M90502-0262M07
20
8.
M90504-0216M10
MAN B&W Mounting
9. Remove all tools from the engine.

9.
Note!
Search the crankcase to ensure that
there are no tools, shackles or rags left
behind.
M90504-0216M09
C
Thrust Bearing 105-3
MAN B&W Data

X Stopped engine
X Shut off fuel oil
Data
D05-06 Thrust bearing segment 27 kg

D05-07 Segment stopper 25 kg
D05-09 Segment stopper, fore 25 kg
D05-10 Segment stopper, aft 18 kg
D05-32 Segment stopper stud, screwing in torque 450 Nm
105-3 Thrust Bearing
Data MAN B&W
P90551 100 Tool for turning out segments
P90662 Camshaft - Hydraulic Tools

Thrust Bearing 905-3.1
Checking
Thrust Bearing
S50ME-C
0233
Checking
905-3.1
1.
The clearance in the thrust bearing was meas-
ured during testbed trials of the engine and not-
ed down in the ‘Adjustment Sheet' which is
inserted at the front of Volume I, OPERATION.
For a new engine the clearance is 0.5-1.0 mm,

and for an engine in service it must not exceed
2.0 mm.
In service it is only necessary to measure the

wear of the thrust bearing pads, and to inspect
for white metal below the thrust bearing.
GW905-3.1 233 01
1. To measure the wear in the thrust bearing,
it is necessary to dismount the foremost
segment stopper.
For dismantling the segment stopper, see
Procedure 905-3.2.
2.
A wear groove of 1 mm is positioned in the
uppermost thrust segment. (The segment
with thermometers).
2. To measure the wear, the thrust segment

has to be pressed against the thrust cam,
to eliminate any gap, i.e. by using a suitable
crowbar on the back of the segment.
If a feeler gauge of 0.1 mm is not able to

enter the groove (the wear is more than 0.9
mm), the thrust bearing must be over-
hauled.
GN905-3.1 224 02
3. Note down the wear for later reference.
3.
KN905-2.2 238 02
MAN B&W Diesel A/S
905-3.2 Thrust Bearing
Dismantling
Dismantling
905-3.2
1. 1. Remove the lub. oil pipe from the bearing,

the protective shield, and the lub. oil pipe
for the thrust segments.
2. Loosen and remove the nuts from the seg-

ment stoppers.
Procedure 913-1.
Use a stud setter to loosen the segment

stopper studs. Remove the segment stop-
per studs.
GW905-3.2 233 01
Mount an eye bolt in the segment stopper

and use a rope around the horizontal lub.
oil pipe to remove the segment stoppers.
Lift the stoppers out of the chain casing.
2. 3. Mount the tool for turning out the segments

on the edge on the thrust bearing cam.
D13-02
GW905-3.2 233 02
3.
GW905-3.2 233 03
MAN B&W Diesel A/S
Dismantling
4. Turn up the segments, one at a time, by 4. D05-06

turning the engine, and remove the seg-
ment from the thrust bearing casing. In-
spect the segment and remount it before
turning up the next segment.
Note!
Never remove more than one segment at

a time.
GW905-3.2 233 04
MAN B&W Diesel A/S
905-3.4 Thrust Bearing
Mounting
Mounting
905-3.4
1. 1. Suspend a tackle above the segments

which are to be mounted. Still, it is possible
to lift the segments by hand.
D05-06
Mount the tool for turning out segments on
the thrust bearing cam.
Land the segment on the journal and re-

move the eye bolt from the segment.
Carefully slide the segment on to the seg-

ment tool. Turn the engine to dismantle the
next segment.
2. After the last segment has been mounted,

turn the segment tool up and dismount it.
GW905-3.4 233 01
2.
GW905-3.4 233 02
MAN B&W Diesel A/S
Mounting
3. Mount the segment stopper. 3.

D05-07
Mount the segment stopper studs. D05-32
Mount the hydraulic jacks and tighten the
nuts on the stopper.
For operating hydraulic jacks,

4. Mount the lub. oil pipe for the thrust seg-

ments and the lub. oil pipe on the bearing.
D13-01
GW905-3.4 233 03
GW905-3.4 233 04 4.
MAN B&W Diesel A/S
Journal Bearing 105-4
MAN B&W Data

X Stopped engine
X Shut off fuel oil
Data
D05-11 Min. bearing clearance 0.3 mm

D05-12 Max. bearing clearance 0.65 mm
D05-13 Journal bearing cap 270 kg
D05-14 Upper bearing shell 17 kg
D05-15 Lower bearing shell 19 kg
D05-16 End cover 160 kg
105-4 Journal Bearing
Data MAN B&W
P90551 076 Lifting tool - main bearing cap

P90551 088 Dismantling tool, main bearing shell
P90551 090 Mounting tool for bearing shell
P90551 111 Lifting attachment
P90551 123 Retaining tool for main bearing shell
P90551 172 Mounting tool, thin bearing shell
P90551 184 Lifting tool for main bearing shell
P90561 Main bearing - hydraulic tools

P90562 Lifting tool for crankshaft
P90572 Main bearing - measuring tools


Journal Bearing 905-4.1
MAN B&W Checking
1. Check the journal bearing in the same way Aftmost main bearing (= Journal bearing)
as the remaining main bearings, see Proce- 1.
dure 905-2.1.
2. Write down the journal bearing clearances.
3. Also check the journal bearing by visually

searching the area underneath the bearing
support for bearing material.
M905040230C01
Main bearings
Thrust bearing
2.
M905040230C02
3.
M905040230C03
905-4.2 Journal Bearing
Dismantling MAN B&W
1. Dismount the screws for the end cover.

2.
Mount a tackle above the end cover.
Remove the end cover.
2. Disconnect the lubricating oil pipe from the

main pipe.
Remove the protective shield for the thrust

bearing.
Turn the crank throw for the aftmost cylin-

der to TDC.
M90504-0216D02
3. Mount the extension studs, the spacers,

the hydraulic jacks and the nuts on the
extension studs. Loosen the bearing stud
nuts, using the hydraulic jacks
3.
Procedure 913-1.
4. Remove the hydraulic main bearing tools

from the engine
Unscrew and remove the nuts from the

bearing studs.
M90504-0216D03
D13-02
4.
M905040227D04
MAN B&W Dismantling
5. Mount the lifting attachment at the journal

5.
bearing cap, and lift the cap out of the en-
gine by using the tackle above the bearing.
D05-13
6. Mount the lifting attachment on the upper
shell, and lift the shell out of the engine.
7. Place the crosspiece under the turning

wheel as shown. Mount a dial gauge to
measure the lift of the crankshaft.
Tighten the screw against the turning wheel

and compress the jacks.
M90504-0216D05
Connect the hydraulic jacks to the high-
pressure pump, and raise the pressure
until the crankshaft has been lifted 0.2-0.5
mm, but max. the clearance in the adjacent
bearing.
6.
D05-14
M90504-0216D06
7.
M90504-0216D07
Dismantling MAN B&W
8. Dismount the locking screws.

8.
Place the dismantling tool on top of the
lower bearing shell. Make sure that the
flap on the dismantling tool enters the oil
groove in the bearing shell.
Pull the lower bearing shell round and up-

wards until it lies over the bearing journal.
Never use a tackle larger than 0.5 ton.
9. Take the lower shell out of the engine in the

same way as the upper shell, i.e. using the
lifting tool.
M90504-0216D08
9.
D05-15
M90504-0216D09
MAN B&W Overhaul
1. Clean and inspect the bearing shells. It is

1 + 2.
recommended that the main bearing shells
be replaced in pairs.
If it is nevertheless desired to replace only

one shell, this requires a careful evaluation
of the condition of the shell that is to be
reinstalled.
See Instruction book, Volume I,
Chapter 708.
For advice on replacing individual bearing

shells, it is recommended to contact MAN
Diesel or the engine builder.
M90504-0216O01
2. Before remounting:
• Check the bearing support for damage

and burrs. If damage is found, contact
MAN Diesel for advice.
• Make sure that all parts are clean, use

non-fluffy cloth to clean between journal
and bearing support.
• Lubricate the bearing journal, the bear-

ing support and the back of the shell,
with main engine lubricating oil.
Mounting MAN B&W
1. Lubricate the journal, the lower bearing

1.
shell and the bearing support with clean
oil.
D05-15 Using the bearing shell lifting tool, lift the

lower bearing shell into the crankcase and
land it on the crankshaft journal.
2. Position the guide tool for the lower bear-

ing shell on the bearing support. Remove
the lifting tool from the bearing shell.
Lubricate the journal, the lower bearing

shell and the bearing support with clean
M90504-0216D09
oil.
Place the lower bearing shell on the journal

and push it down by hand.
2. To ensure that the shell is correctly mount-
ed, check that the distance from the bear-
ing support to the shell is equal in both
sides.
3. Remove the guide tool when the lower

bearing shell has been mounted.
Mount the locking screws in the bearing

support.
Lower the crankshaft and remove the hy-

draulic jacks and the crosspiece from un-
M90504-0216M02
der the crankshaft.
Wipe the contact surfaces between the up-

per and the lower bearing shells clean with
a non-fluffy piece of cloth.
3.
M90504-0216M03
MAN B&W Mounting
4. Land the upper bearing shell on the main

journal in the same way as the lower bear- 4.
ing shell.
Make sure that none of the edges of the D05-14

upper bearing shell are resting on the edge
of the bearing support.
If necessary, place the special tool be-

tween the studs and press the shell into
place.
Clean the contact surfaces between the
M90504-0216M04
bearing support and the bearing cap. Make
sure that no oil is left on the contact sur-
faces.
5. Mount the lifting tool on the bearing cap.

Using the lifting tool and the tackles, lift
the bearing cap into the crank casing in re- 6.
verse order to dismantling.
See Procedure 905-4, step 5.
6.
Note!
Be sure that the cap lands correctly and
that the guide pin in the assembly sur-
face enters the hole in the bearing cap.
7. Mount the nuts, the spacer rings, the hy-

M90504-0216M06
draulic jacks, and tighten the nuts.

See Data.
For operation of the hydraulic tools,

7.
$ç
M90502-0262M06
Mounting MAN B&W
8.
8.
Note!
Before removing the hydraulic jacks,
D05-11 check the top clearance between the up-
D05-12 per bearing shell and the journal.
9. Remove all tools from the engine.
Note!
M90504-0216M08

behind.
20
10. Mount the lubricating oil pipe on the bear-

9. ing cap, and mount the end cover.
M90504-0216M09
10.
M90504-0216M10
Axial Vibration Damper 105-5
MAN B&W Data

X Stopped engine
Shut off fuel oil
Data
D05-18 Inner studs, screwing-in torque 150 Nm

D05-19 Nuts on inner studs, tightening torque 500 Nm
D05-22 Outer studs, screwing-in torque 450 Nm
D05-23 Horizontal screws, tightening torque 450 Nm
D05-24 Horizontal screws, tightening torque/angle 100/25 Nm/°
D05-25 Damper housing, upper part 275 kg
105-5 Axial Vibration Damper
Data MAN B&W

Axial Vibration Damper 905-5.1
MAN B&W Checking
For checking the effectiveness of the axial vi-

bration damper, it is necessary to measure the 1.
longitudinal movements of the fore end of the
crankshaft during running.
The measurement (or reading) should be taken

at the same r/min as during the sea trials.
(Preferably 90% and 100% of MCR.)
As different equipment may be mounted on the

specific engines, the checking procedure de-
scribes three systems:
A: Electronic, with Axial Vibration Monitor
B: Mechanical, (without angle encoder fore)
C: Mechanical, with angle encoder fore.
A: Electronic, with Axial Vibration Monitor

M90505-0235C01A
The probe is connected to a control unit which

displays peak-to-peak movements and sends
signals to the engine control system.
A proximeter probe is built onto the damper

housing. The probe can either be fitted on the
lower part of the damper housing or on the up-
per part of the damper housing.
1. In this case, the proximeter probe is built

onto the lower part of the damper housing.
Concerning overhaul and setting of the

electronic device, see makers instructions
and Volume I, Operation, Chapter 701.
The peak-to-peak values displayed in mm

are to be compared with the original val-
ues obtained during sea trial and the limits
given in Volume I, Operation, Chapter 701.
If the peak-to-peak value exceeds the Nor-

mal Service Value, it is necessary to over-
haul the axial vibration damper, see Proce-
dure 905-5.2.
905-5.1 Axial Vibration Damper
Checking MAN B&W
2. In this case, the proximeter probe is

2. mounted on the upper part of the damper
housing.
The overhaul and settings of the electrinic

device are the same as those mentioned
under point 1. Interpretation of peak-to-
peak displayed values is also the same as
mentioned under point 1.
M90505-0235C02A
MAN B&W Checking
B: Mechanical (without angle encoder fore)

1.
1. Stop the engine.
Unscrew the two plugs from the cover at

the front of the engine.
2. Fit the shaft piece to the end of the crank-

shaft, using the handle.
After tightening the shaft, remove the han-

dle.
-ç#"
Screw the measuring arm into the small
threaded hole beside the centre hole, so
that the arm is perpendicular to the shaft
piece. Tighten the lock nut.
Attach a pencil to the arm.

2.
Note!
To obtain a correct measurement, the
tip of the pencil should protrude 10 mm
from the end of the arm.
3. Start the engine, and let the speed rise

to the number of revolutions at which the
measurement is to be taken. (Preferably
90% and 100% of MCR.)
-ç#"
When measuring, press the measuring arm

against the shaft piece with the one hand.
With the other hand, move a sheet/block of
paper, clipped on to a solid backing plate,
lightly downwards against the tip of the
pencil.
3.
To ensure a certain inertia, the backing
plate should have a mass of approx. 1-2
kg.
The axial movements (S2) recorded on the

paper must be measured with a slide cal-
liper as shown in the sketch.
PULL
M90505-0235C03C
Checking MAN B&W
4. Before comparing the measured value (S2)

4. with the Normal Service Value (S1), stated
S1 in Volume I, Operation, Chapter 701, it is
necessary to compensate for the ratio in
the tool.
For a standard measuring tool (L1 = 38 mm

and L2 = 200 mm), the ratio is 5.3. There-
L2 fore, S1 can be calculated as follows:
L1 S2
S2
S1 = ___
5.3
If a non-standard tool is used, S1 can be

M90505-0235C04B
calculated as follows:
L
S1 = S2 x __1
L2

dure 905-5.2.
MAN B&W Checking
C: Mechanical, with angle encoder fore

1.
For engines with angle encoder fore, a measur-
ing tool is available for mounting on the angle
encoder housing.
1. Stop the engine.
Dismantle the protection shield over the an-

gle encoder. (Not always on engine).
Dismantle the cover on the angle encoder

housing.
Apply some MolycoteTM on the fore side of

the shaft cam.
2. Fit the axial vibration measuring tool, using

the screws from the cover.
Attach a pencil to the arm.

-ç##
Note!
To obtain a correct measurement, the
tip of the pencil should protrude 10 mm
from the end of the arm.
2.
-ç##
Checking MAN B&W
3. Start the engine, and let the speed rise

3. to the number of revolutions at which the
measurement is to be taken. (Preferably
90% and 100% of MCR.)
When measuring, pull the measuring arm

against the shaft cam with one hand. With
the other hand, move a sheet/block of
paper, clipped onto a solid backing plate,
PULL
lightly sidewards against the tip of the pen-
cil.
To ensure a certain inertia, the backing

M90505-0235C03C
plate should have a mass of approx. 1-2

kg.
The axial movements (S2) recorded on the

paper must be measured with a slide cal-
liper as shown in the sketch.
4.
4. Before comparing the measured value (S2)
with the Normal Service Value (S1), stated
in Volume I, Operation, Chapter 701, it is
necessary to compensate for the ratio in
the tool.
For a standard measuring tool (L1 = 35 mm

and L2 = 178 mm), the ratio is 5.1. There-
fore, S1 can be calculated as follows:
S1
S1 = ___
5.1
If a non-standard tool is used, S1 can be

calculated as follows:
L
S1 = S2 x __1
L2

M90505-0235C04C
dure 905-5.2.
MAN B&W Dismantling
Dismantling of the axial vibration damper is

1.
carried out from the crankcase of cyl. No. 1.
1. Turn the engine to 90º after TDC.
Disconnect the lubricating oil pipes for the

main bearing and axial vibration damper. D13-02
Loosen and remove the nuts from the inner
studs and the hydraulic nuts from the outer
studs. For operation of the hydraulic tools,
Loosen and remove the horizontal screws.
M90505-0235D01
Only the upper part of the housing needs
to be removed, while the lower half remains
mounted on the bedplate.
2. Fit an eyebolt in the centre lifting hole on 2.

the upper part.
Engines with chain box fore:

Fit a tackle in the bracket above the axial
vibration damper inside the chain box.
Engines without chainbox fore:

Fit a tackle below the fore end platform,
and dismount the cover on the lifting hole
above the axial vibration damper.
3. By means of the tackle and wire rope, sep-

M90505-0235D02
arate and raise the upper part of the damp-

er housing to a position in which it is pos-
sible to change the oil seals and springs.
Note!
3.
Before starting the work under the sus-
pended upper part, secure the upper D05-25
part with, e.g. a wire rope or another
tackle.
M90505-0235D03
Overhaul MAN B&W
1. Dismantle and remove the springs from the

1.
oil sealing rings.
Remove the oil sealing rings.
Note!
It is recommended to discard both the
springs and the oil sealing rings.
When installling the new oil sealing rings,

first insert the lower half of the rings in the
lower housing.
-ç/
Then press the tension springs into the

groove between the oil sealing ring half and
the housing.
2. 2. Install all the upper halves of the oil seal-

ing rings in such a way that the clearance
at both joints on each oil sealing ring is the
same.
Now hook the new tension springs into

place, ensuring that they are centralised in
the grooves of the oil sealing rings.
Note!
The lower half of the oil sealing rings will
protrude above the centreline.
-ç/
MAN B&W Mounting
1. Release and carefully lower the upper part

1.
of the damper housing.
When reaching the oil sealing rings, take D05-25

care that the rings enter the sealing ring
grooves correctly.
Before landing the upper part on the lower

part, be sure that the guide pins have en-
tered the guide pin holes.
2. Install and tighten the vertical nuts. See

Data.
Install and tighten the hydraulic nuts. For

operation of the hydraulic tools, see Proce-
dure 913-1.
Fit and tighten the horizontal screws. See

Data.
Note!
M90505-0235M01

behind.
Connect the lubricating oil pipes.

2.
D05-18
Engines without chainbox fore: D05-19
Fit the cover for the lifting hole above the
axial vibration damper. D05-22
Note! D13-01
After overhaul of the axial vibration
damper, it is recommended to check the
axial vibrations. See Procedure 905-3.1.
D05-23
D05-24
M90505-0235M02
Tacho Pick-Ups 105-7
Data
SAFETY PRECAUTIONS Standard Tools: See Section 913

Special Data
S50MC-C
0002
105-7 Tacho Pick-Ups
X Stopped engine
Shut off fuel oil
Data
D-1 Tacho pick-ups for governor

system(Gov. and BMS maker : Lyngso)
– check distance 5 ±1.0mm
Special Data
S50MC-C
0002
105- Tacho Pick-Ups
7
D-2 Tacho pick-ups for Alpha

lubricator
– check distance 3 +0/-1 mm
When referring to this page, please quote Data D10507 Edition S004 Page 1 (2)
MAN B&W Diesel A/S
Data
Spare Parts
Plate – Item No. Description Qty
Page 2 (2) When referring to this page, please quote Data D10507 Edition S004
MAN B&W Diesel A/S
Tacho Pick-Ups 905-7.1
Checking
Tacho Pick-Ups
S46MC-C
0201
Checking
905-7.1

The engine is equipped with two sets of pick-
ups:
• Governor system pick-ups
• Alpha lubricator system pick-ups.
Governor system pick-ups:
1. The tacho pick-ups are placed next to the

turning wheel.
2. Check the distance between the tacho pick-

ups and the turning wheel, see Data.
If necessary, adjust the distance.
If the tacho pick-ups are renewed, note

down the wiring to ensure the correct re-
mounting.
EN905-7.1 201 01

Turning wheel
EN905-7.1 201 02
0$1% :'LHVHO$6
905-7.1 Tacho Pick-Ups
Checking
Alpha lubricator system pick-ups

(backup system for angle encoder):
3. Turn the crankthrow for cylinder 1 to TDC.

HM906-7.0 56 01
Check the TDC of cylinder 1 against the

mark on the turning wheel.
4. The pick-ups are placed next to the turning

wheel, see the sketch.
5. Check that the upper marker piece edge is

in the centreline of the pick-ups.
Check the distance between the pick-ups

and the marker piece on the turning wheel.
Adjust the distance if necessary. See Data.
If the pick-ups are renewed, note down the

wiring to ensure the correct remounting.
50'
EN905-7.1 201 04

D-2
EN905-7.1 201 05
0$1% :'LHVHO$6
Angle Encoder 105-8
Data
SAFETY PRECAUTIONS
Special Edition
MC
D10508
105-8 Data 0007 Angle Encoder
X Stopped engine
Shut off fuel oil
Data
MAN B&W Diesel A/S
105-8 Angle Encoder
Data
MAN B&W Diesel A/S
Angle Encoder 905-8.1
Checking
Angle Encoder
S42MC
0204
Checking
905-8.1


2. Check that power is supplied to the inter-
HM906-7.0 56 01
mediate box.
The green indicator should now light.
For adjustment of the angle encoder, see

Procedure 905-8.3.
MN905-8.1 202 03
0$1% :'LHVHO$6
905-8.2 Angle Encoder
Dismantling
Dismantling
905-8.2
1. Remove the inspection cover.
Cut the cable tie which holds the rubber

damper around the coupling, in the end
nearest to the engine, and loosen the cou-
pling.
2. Loosen the three adjusting screws on the

front flange, and remove the angle encoder
and the coupling.
3. Screw out the flange screws and remove

the encoder housing. Take care not to dam-
age the guide pins.
XR905-8.2 204 01

XR905-8.2 204 02

XR905-8.2 204 03
0$1% :'LHVHO$6
Adjustment
Adjustment
905-8.3

Check the TDC position with the pin gauge
HM906-7.0 56 01
on the crankthrow, cylinder 1.
Note!
Before using the pin gauge, check the

measurement from tip to tip with the
value stamped on the pin gauge, and/or
the check-marks stamped on the fore
end of the cylinder frame.
2. Loosen the adjusting screws which fasten

the encoder to the housing. Slowly turn the
encoder until the green indicator lights on
BG906-7.0 58 02
the intermediate box.
Tighten the screws to secure the encoder in

the correct position.

MN905-8.3 202 02
0$1% :'LHVHO$6
Mounting
Mounting
905-8.4
1. 1. Mount the encoder housing. The two guide

pins indicate the correct positioning of the
housing. Tighten the screws.
2. Mount the angle encoder and the coupling.
Tighten the coupling, and mount new cable

ties around the rubber damper.
Adjust the angle encoder according to Pro-

cedure 905-8.3.
XR905-8.4 204 01
Note!
The adjustment will be easier if mounting

is in the same crank position as disman-
2. tling.
3. Mount the cover.

XR905-8.4 204 02
3.
XR905-8.4 204 03
0$1% :'LHVHO$6
Crankshaft, Thrust Shaft,
Main Bearing, etc. - Panel Plate
MAN B&W P90551-0227
When referring to this page, please qoute Plate P90551 Edition 0227 Page 1 (2)
Crankshaft, Thrust Shaft,
Plate Main Bearing, etc. - Panel
P90551-0227 MAN B&W
Item Item Description
No.
015 Panel for tools
027 Name plate
040 Wire pulley, main bearing
076 Lifting tool, main bearing cap
088 Dismantling tool, main bearing shell
090 Mounting tool, thin bearing shell
100 Tool, turning out segments
111 Lifting attachment
123 Retaining tool, main bearing shell
135 Lifting tool, relief valve
172 Mounting tool, thin bearing shell
184 Lifting tool, main bearing shell
Page 2 (2) When referring to this page, please qoute Plate P90551 Edition 0227
Main Bearing - Hydraulic Tools Plate
MAN B&W P90561-0093
Plate Main Bearing - Hydraulic Tools
P90561-0093 MAN B&W

No.
045 Jack-hydraulic, support
057 Stud
069 Nut
104 Spanner
130 Ball handle
141 Lifting tool
165 Stud setter
Crankshaft - Tools Plate
P90562-0125
Crankshaft - Tools
0125
P90562
MAN B&W Diesel A/S
Plate Crankshaft - Tools
P90562-0125
Item Item
No. No.
015 Support
039 Screw with special head
052 Nut
MAN B&W Diesel A/S
Crankshaft - Tools Plate
P90564-0018
Crankshaft - Tools
0018
P90564
MAN B&W Diesel A/S
Plate Crankshaft - Tools
P90564-0018
Item Item
No. No.
016 Measuring tool for axial movement
MAN B&W Diesel A/S
Thrust Shaft - Tools Plate
P90570-0004
Thrust Shaft - Tools
0004
P90570
MAN B&W Diesel A/S
Plate Thrust Shaft - Tools
P90570-0004
Item Item
No. No.
019 Lifting tool for thrust shaft
MAN B&W Diesel A/S
Main Bearing - Measuring Tools Plate
MAN B&W P90572-0005
Plate Main Bearing - Measuring Tools
P90572-0005 MAN B&W

No.
010 Feeler gauge set
069 Feeler gauge
070 Feeler gauge
082 Feeler gauge
094 Feeler gauge
104 Feeler gauge
116 Feeler gauge
128 Feeler gauge
141 Feeler gauge
153 Feeler gauge
165 Feeler gauge
177 Feeler gauge
189 Feeler gauge
190 Feeler gauge
200 Feeler gauge
212 Feeler gauge
224 Feeler gauge
236 Feeler gauge
248 Feeler gauge
261 Feeler gauge
332 Spare tip for feeler gauge
Tuning Wheel - Tools Plate
P90573-0001
Tuning Wheel - Tools
0001
P90573
MAN B&W Diesel A/S
Plate Tuning Wheel - Tools
P90573-0001
Item Item
No. No.
015 Wooden box

027 Support
090 Tommy bar
MAN B&W Diesel A/S
Chains 106-1
Data
X Stopped engine
Shut off fuel oil
Data
D06-18 Teeth on chain wheel, max. wear 3 mm

D06-19 Original length (chain pitch x 10 links) 889 mm
D06-20 10 links measurements + 1% of a tensioned chain =
scrapping of chain 897.9 mm
MAN B&W Diesel A/S
106-1 Chains
Data
P90651 44 Chain assembling tool

P90651 56 Chain disassembling tool
MAN B&W Diesel A/S
Chains 906-1.1
MAN B&W Checking
Carry out the inspection as follows:

1.
1. Make a general inspection for loose bolts
and screws.
2. Inspect lube oil pipes for damage, and

check jet nozzles for possible stoppages or
deformations.
3. Examine the rubber track of the guideways

for cracks or other damage.
Replace the guideway if bits have started

to be “plucked out” of the rubber track.
M906010251C01
4. Check the teeth of the chain wheels. If ab-
normal wear is found, take a measurement
(see Data).
Measurements are best taken by placing a 4.

short straight-edge over straight part of the
chain wheel and then measuring the dis-
tance D06-18.
5. If abnormal wear is observed at the bottom

of the teeth, make a drawing in scale 1:1 of
the teeth and wear profile.
Draw two rulers on the drawing.

D0618
For assessing the wear profile, contact
MAN Diesel.
M906010245C02
In most cases, scratches caused by the

side plates of the chain will be found on
the sides of the teeth. Such scratches can
generally be considered normal.
5.
Scale 1:1
M906010244C05
10
0 10
906-1.1 Chains
Checking MAN B&W
6. The chains for the camshaft drive are

7.
matched together to ensure an even load
distribution.
To keep such matching chains in their

pairs, the side plates of the outer link
nearest to the assembled link have been
D0619 marked with year, month, day and chain
Ma
D0620 number.
x.D
Example:
06
No. 1 order,
20
840520 1A
M906010251C07
840520 1B
(840520 1C, possible 3rd chain)
No. 2 order,
840520 2A
840520 2B
(840520 2C, possible 3rd chain)
On the same links there is an arrow (–>)

which indicates the mounting direction.
Check the chains for cracks on possibly

defective rollers and side plates.
Check that the chain rollers can run freely

and that the chain links can freely move
on the pin and bushing (that they are not
“seized” between the pin and the bushing).
It is normal, however, that the rollers get

light, circumferential scratches during the
running-in period. These fine scratches are
of no importance and need not be consid-
ered.
It is recommended that each single link is

checked.
7. Check chain wear by measuring the length

of 10 chain links. Use two master squares
and a steel measuring tape as shown on
the sketch. Compare the result with the val-
ues given in Data.
If necessary, adjust the chain tightener.

Chains 906-1.2
MAN B&W Dismantling
It may become necessary to disassemble

the chain if, for instance, cracked rollers 1.
or seizures between pin and bushing have
been discovered during the inspection.
Note!
Every time a chain link is disassembled,
a new link must always be fitted as
the link pin press-fit is destroyed when
breaking the chain.
M906010251D01
When a new link is fitted in one chain,
the corresponding link in the other chain
must also be renewed.
1. Remove the tension on the chain by loos-

ening the chain tightener. 2.
(See Procedure 906-2.3).
Turn the engine until the slack part of the

chain, with the chain link that is to be dis-
assembled, is in a favourable position for
the work. If the engine is equipped with
balanceweights, continue the turning until
the balanceweights are hanging vertically
downwards, as shown in the sketch.
2. Mount a wire round the link rollers a short

distance from the disassembly point, and
M906010238D02
tighten the wire lightly with a tackle.
Protect the link rollers over which the wire

is wrapped.
Note! 3.
If the chain is to be completely removed,
contact MAN Diesel for further informa-
tion.
The riveting of the pins that are to be

pressed out is to be chiselled or ground
away.
3. Place the chain bursting tool over the outer

chain link, and dismantle the link by alter-
nately tightening the screws on the tool.
M906010238D03
906-1.4 Chains
Mounting MAN B&W
Before assembling the inner and outer links,

1. clean the pins and bushings.
1. Combine the inner chain link with the outer

chain link and mount the compression tool.
Force the loose side plate of the outer

link into place by alternately tightening the
screws on the compression tool.
2. When the link has been assembled, remove

the compression tool and lock the pin ends
by riveting.
M906010238M01
Repeat this procedure until the chain has

been assembled.
Remove the tackle and wire and adjust the

chain tension.
(See Data and Procedure 906-2.3).
Chain Tightener 106-2
Data
SAFETY PRECAUTIONS
X Stopped engine
X Block the star ting mechanism
X Shut off star ting air supply
Shut off fuel oil
Data
D06-21 Tightening angle = xx hexagons 720/12 ° / hex

D06-23 Reduced tightening angle = xx hexagons 600/10 °
D06-25 Mechanical or blocked chain tightener, clearance 0.1 mm
D06-26 Max.distance 265 mm
D06-66 D max. 165 mm
MAN B&W Diesel A/S
106-2 Chain Tightener
Data
MAN B&W Diesel A/S
Chain Tightener 906-2.3
Adjusting
Chain Tightener
S50MC-C
0235
Adjusting
906-2.3
1.
1. To retighten the chains, loosen nuts A, B,
C and D to free the chain tightener bolt.
2. Turn the engine so that the slack part of the

chains is on the same side as the tightener
wheel.
3. Tighten nut B on the chain tightener bolt

until there is a clearance between the shaft
and the nut as stated in D06-25.
Then tighten nut B as stated in D06-21.

(see Data).
GN906-2.3 203 01
For chain wear, see Procedure 906-1.1.
GN906-2.3 209 02 2.
3. D06-21
D06-25
GN906-2.3 203 03
MAN B&W Diesel A/S
906-2.3 Chain Tightener
Adjusting
4. 4. Tighten nut C hard against the contact face

of the shaft.
Tighten nut D.
Lock nuts C and D with the tab washer.
5. Tighten nut A.
Lock nuts A and B with the tab washer.
The number of times that retightening can

be carried out depends on when the limit for
GN906-2.3 203 04
scrapping the chain has been reached. See

Data page 106-1.
5.
GN906-2.3 203 05
MAN B&W Diesel A/S
Camshaft 106-3
MAN B&W Diesel Data

X Stopped engine
Shut off fuel oil
Data
D06-27 Max. permissible change in lead angle 2 °

D06-28 corresponding to 3.5 mm
106-3 Camshaft
Data MAN B&W Diesel

P90664 Crankshaft - Pin Gauge
Camshaft 906-3.1
MAN B&W Checking

1.
Turn in the ahead direction to ensure that
the tension of the chain on the chain drive
is correct. If necessary, adjust the chain
tension.

2. Use the check measurement value

stamped on the pin gauges to check the
pin gauges for deformation.
M906030218C01
On some engines the pin gauges can be
checked against punch marks made on the
front cylinder frame.
2.
Check
Che
ck
M906030218C02
906-3.1 Camshaft
Checking MAN B&W
3. Position the camshaft pin gauge in the cen-

3. tre punch mark, and measure the deviation,
if any, in lead angle.
For max. permissible change, see Data.
4. Check and, if necessary adjust the cylinder

lubricator. See Procedure 903-2.1.
Check the setting of the starting air dis-

D0628 tributor. See Procedure 907-1.1.
5. When checking the camshaft position, also

2°
check the running surface of the cams.
M906030220C03
D0627
As the inspection must include the entire
surface of the cam, the cam should be
turned one complete revolution during the
inspection.
5.
The running surface of the cam must be
completely smooth and bright.
6. If light scratches are ascertained, remove

them by carefully polishing the cam in the
direction of rotation with a fine carborun-
dum stone. Such light scratches can ap-
pear if the roller guide and the cam are not
correctly aligned.
In the event of heavier scratches or direct

flaking of the material on the running path,
M906030220C05
MAN Diesel should be contacted for further

instructions.
6.
M906030220C06
Camshaft 906-3.3
MAN B&W Adjustment
1. If the chains prove to be so heavily worn

that the deviation between the measuring 6.
points and the pin gauge has reached the
maximum value stated in Procedure 906-
3.1, MAN Diesel should be contacted for
further instructions.
D0628
2°
M906030220O01
D0627
Camshaft Bearings 106-4
MAN B&W Data

X Stopped engine
Shut off fuel oil
Data
D06-31 Screws for bearing cap, tightening torque 125 Nm

D06-33 Clearance between cap/bearing housing 3 ± 0.3 mm
D06-34 Bearing shell, max. wear 0.1 mm
D06-37 Camshaft bearing cap 13 kg
D06-65 Bearing shell, minimum thickness 7.35 mm
106-4 Camshaft Bearings
Data MAN B&W

P90651 152 Hydraulic jack for lift of camshaft

Camshaft Bearing 906-4.1
1. As the upper shell of the camshaft bear-

1.
ing assembly has been dispensed with on
this engine, it is no longer necessary to
measure the top clearance of the camshaft
bearing.
Dismount the inspection covers from the

front of the camshaft housing.
Check for wipedout metal at the bearing

ends, and for fragments of metal in the
camshaft housing.
M906040225C01
In the event of any signs of anomalies, the
bearing shell must be dismantled for closer
investigation and, if necessary, the bearing
shell must be replaced.
If no anomalies are found during the visual

inspection, dismantling need not be carried
out.
When checking the camshaft bearings, it is

recommended also to check the condition
of the fuel and exhaust cams.
See Procedures 9085 and 9093.
906-4.2 Camshaft Bearing
1. Warning!
Before dismantling any camshaft bear-
ings, the main chain must be relieved of
tension by loosening the chain tightener
to avoid damaging engine parts.
See Procedure 9062.3.
1. Remove the inspection covers on each side

of the bearing from the camshaft housing.
Dismount the lubricating oil connecting

M906040225D01
pipe and the plug screws from the base-

plate above the bearing in question.
Lift the roller guide of the exhaust valve ac-

tuator. See Procedure 9087.
2.
2. Loosen the bearing cap screws through the
holes in the baseplate.
Remove the screws from the bearing cap.
Remove the bearing cap from the housing.
D0637
M906040225D02
3. Place a hydraulic jack between two pieces

of wood in the camshaft housing under- 3. Max. 20/100 mm
neath the camshaft, close to the bearing.
Place a dial gauge on the camshaft, and lift

the camshaft 0.20 mm.
4. Press lightly on the upper edge of the shell

to turn the shell up over the camshaft.
Remove the shell from the camshaft hous-

ing.
M906040225D03
4.
M906040225D04
906-4.3 Camshaft Bearing
1. For assessment of the bearing condition,

1. see Volume I OPERATION, Chapter 708
‘Bearings’.
Inspect the entire surface of the bearing

journal for seizures.
If seizures are found on the bearing journal

surface (on account of bearing breakdown),
polish the surface with a fine carborundum
stone to reestablish a bright and smooth
D0634 surface.
D0665
By closely examining the sliding surface
M906040225O01
of the bearing shell visually, an impression

can be formed of whether the lubrication of
the bearing surface has been insufficient or
entirely missing. Normally, camshaft bear-
ing damage only occurs due to faulty lubri-
cation.
Measure the thickness of the bearing shell

with a micrometer to check the amount of
wear.
MAN B&W Diesel Mounting
1. Clean the bearing journal, the bearing sup-

port and the bearing shell. 1.
2. Coat the bearing journal and the bearing

shell with plenty of lubricating oil. Mount
the shell on the camshaft, and turn it into
place.
Relieve the hydraulic jack of pressure

to lower the camshaft. Remove the dial
gauge, the pieces of wood and the hydrau-
lic jack from the camshaft housing.
M906040225M01
3. Place the bearing cap on the camshaft and
mount the outermost bearing cap screw.
Note!
Be careful not to scratch the camshaft
surface. 2.
Tighten the outermost screw lightly by

hand until the clearance given in D0633 D0631
is reached. Then mount and tighten the in-
nermost screw with a torque spanner. See
Data D0631. This procedure ensures that
the outermost screw will obtain the correct
torque.
Check the torque on the outermost screw D0633

with a torque spanner.
M906040225M02
Check the clearance D0633 on both sides

of the camshaft. Then mount the lubricating
oil pipe and the plug screws in the base-
plate.
3.
4. Lower the exhaust valve actuator roller
guide. See Procedure 908-7.
5. Clean the camshaft housing and mount the

inspection covers.
M906040225M03
Replacement of Cams on Camshaft 106-6
Data
SAFETY PRECAUTIONS
Special Edition
S50MC-C
D10606
106-6 Data 0007 Replacement of Cams on Camshaft
X Stopped engine
X Shut off fuel oil
Data
D06-47 Exhaust cam screws, tightening torque 560 Nm

D06-48 Indicator cam screws, tightening torque 50 Nm
D06-49 Fuel cam screws, tightening torque 880 Nm
D06-50 Fuel cam, marking scratch 65 mm
D06-51 Fuel cam, axial movement 145 mm
D06-52 Exhaust cam, marking scratch 55 mm
D06-53 Exhaust cam, axial movement 220 mm
MAN B&W Diesel A/S
106-6 Replacement of Cams on Camshaft
Data

P91359 Torque spanners
MAN B&W Diesel A/S
Replacement of Cams on Camshaft 906-6.2
Dismantling
Replacement of Cams on Camshaft
S42MC
0203
Dismantling
906-6.2
1.
Fuel Cam
1. Remove the front cover of the camshaft

housing.
2. Lift the roller guide from the cam in ques-

tion. See Procedures 908-5 or 909-5.
3. Turn the camshaft so that the marking

scratch can be seen.
4. Extend the marking scratch on the shaft by

D06-50. See Data.
XZ906-6.2 201 01
XZ906-6.2 201 02 2.
4.
XZ906-6.2 201 04
D06-50
0$1% :'LHVHO$6
906-6.2 Replacement of Cams on Camshaft
Dismantling
5. 5. Remove the plug from the cam and mount

gaskets and snap-on connectors instead.
6. Connect the snap-on connectors to the hy-

draulic high-pressure pump.
Apply oil pressure to the cam, using the

high-pressure pump.
When oil seeps out along the cam, press

the cam sideways, in the direction towards
the forward end of the engine.
7. The cam should be moved as stated in

XZ906-6.2 201 05
D06-51 to be sure that it gets free of the lin-

er for the roller guide.
8. In case the cam cannot be moved as de-

6. scribed in item 6, MAN B&W should be con-
tacted for further instructions.
XZ906-6.2 201 06
7.
D06-51
XZ906-6.2 201 07
D06-51
0$1% :'LHVHO$6
Dismantling
Exhaust Cam 9.
9. Remove the front cover of the camshaft

housing.
10. Lift the roller guide from the cam in ques-

tion. See Procedure 908-5.
11. Extend the marking scratch on the indicator

drive cam onto the camshaft.
Extend the marking scratch on the exhaust

cam onto the camshaft by D06-52. See Da-
ta.
XZ906-6.2 201 01
XZ906-6.2 201 10 10.
11.
XZ906-6.2 201 11
D06-52
0$1% :'LHVHO$6
Dismantling
12. 12. Dismantle and remove the indicator drive

cam from the camshaft when fitted.
13. Remove the plug from the cam and mount

gaskets and snap-on connectors instead.
14. Connect the snap-on connectors to the hy-

draulic high-pressure pump.
Apply oil pressure to the cam, using the

high-pressure pump.
When oil seeps out along the cam, press

the cam sideways, in the direction towards
XZ906-6.2 201 12
the aft end of the engine.
13.
XZ906-6.2 201 13
14.
XZ906-6.2 201 14
0$1% :'LHVHO$6
Dismantling
15. The cam should be moved as stated in 15.

D06-53 to be sure that it gets free of the lin-
er for the roller guide.
16. In the event that the cam cannot be moved

as described in item 14, MAN B&W should
be contacted for further instructions.
D06-53
D06-53
XZ906-6.2 201 15
0$1% :'LHVHO$6
Mounting
Mounting
906-6.4
1. Fuel Cam
1. Before mounting the two-part spare cam,

the bore and the area on the shaft must be
degreased.
Place the two-part spare cam on the shaft,

mount the four screws, and tighten slightly,
so that the gap between the two parts is
equal at both sides.
2. Make sure that the marking scratches on

the cam and the camshaft coincide, and
that the running surface of the cam is op-
posite the roller.
Tighten the screws just hard enough to

avoid that the cam slips when the roller
guide is lowered onto the cam.
Measure the fuel cam lead (see Procedures

909-1 and 909-2) and adjust if necessary.
XZ906-6.4 201 01
Tighten the screws to D06-49 and check

that the gap is still equal at both sides.
Lock the screws with Loctite, type 242

2. (EN243S).
3. Mount the cover on the front of the cam-

shaft housing.
D06-49
XZ906-6.4 201 02
0$1% :'LHVHO$6
Mounting
Exhaust Cam 4.
4. Mount the indicator drive cam and adjust

according to Chapter 706 in the Operation
manual when fitted.
Tighten the self-locking nuts as stated in

D06-48.
5. Before mounting the two-part spare cam,

the bore and the area on the shaft must be
degreased.
Place the two-part spare cam on the shaft,
XZ906-6.4 201 04
mount the four screws, and tighten slightly,
so that the gap between the two parts is
equal at both sides.
6. Make sure that the marking scratches on 5.

the cam and the camshaft coincide, and
that the running surface of the cam is op-
posite the roller.
Tighten the screws just hard enough to

avoid that the cam slips when the roller
guide is lowered onto the cam.
Measure the fuel cam lead (see Procedure

908-7) and adjust if necessary.
Tighten the screws to D06-47 and check

that the gap is still equal at both sides.
XZ906-6.4 201 05
Lock the screws with Loctite, type 242

(EN243S).
7. Mount the cover on the front of the cam- 6.

shaft housing.
XZ906-6.4 201 06
D06-47
D06-49
0$1% :'LHVHO$6
Chain Drive and Camshaft Panel Plate
P90651-0173
MAN B&W Diesel A/S
Plate Chain Drive and Camshaft Panel
P90651-0173

No. No.
019 Panel for tools

020 Name plate
044 Impact spanner, fuel cam
056 Assembling tool, chain
068 Disassembling tool, chain
152 Hydraulic jack, lift of camshaft
MAN B&W Diesel A/S
Camshaft - Hydraulic Tools Plate
P90662-0046
MAN B&W Diesel A/S
Plate Camshaft - Hydraulic Tools
P90662-0046

No. No.
020 Jack - hydraulic, complete

032 Support
044 Tommy bar
093 Spanner
103 Stud setter
MAN B&W Diesel A/S
Crankshaft - Pin Gauge Plate
P90664-0005
Crankshaft - Pin Gauge
0005
P90664
MAN B&W Diesel A/S
Plate Crankshaft - Pin Gauge
P90664-0005
Item Item
No. No.
021 Pin gauge for crankshaft
MAN B&W Diesel A/S
Camshaft - Pin Gauge Plate
P90668-0003
Camshaft - Pin Gauge
0003
P90668
MAN B&W Diesel A/S
Plate Camshaft - Pin Gauge
P90668-0003
Item Item
No. No.
011 Pin gauge for camshaft
MAN B&W Diesel A/S
Starting Air Distributor 107-1
Data
SAFETY PRECAUTIONS
Special Edition
S46MC-C
D10701
107-1 Data 0017 Starting Air Distributor
X Stopped engine
Shut off fuel oil
Data
D07-01 Gear wheel on camshaft, tightening torque 90 Nm

D07-03 Clearance between gear wheel and bushing: 0.9 - 1.6 mm
D07-04 Clearance with roller in outermost position: 1.0 - 3.0 mm
D07-05 Clearance with roller in innermost position: 1.0 - 2.0 mm
MAN B&W Diesel A/S
107-1 Starting Air Distributor
Data
MAN B&W Diesel A/S
Starting Air Distributor 907-1.1
Checking
Starting Air Distributor
S46MCC
0216
Checking
907-1.1
1.
1. Turn the engine in AHEAD direction to bring
the piston of cylinder No. 1 to TDC.
Check with the pin gauge.
2. Remove the plug screw and gasket from the

side of the distributor housing, and insert
check pin K in slot S.
GN906-3.1 203 02
If pin K is not available, use the cylindrical
end of a drill of a suitable size.
3. If the check pin cannot enter the slot, i.e. if

the slot is not aligned with the hole in the
2.
distributor housing, the air distributor must
be adjusted.
S
K S
EN907-1.3 204 02
0$1% :'LHVHO$6
907-1.3 Starting Air Distributor
Adjustment
Adjustment
907-1.3
1. 1. Turn the engine in AHEAD direction to bring

the piston of cylinder 1 to TDC.
Check with the pin gauge.
2. Dismount the end cover of the camshaft

housing, along with the starting air distrib-
utor, from the engine.
GN906-3.1 203 02
Remove the plug screw and gasket from the

side of the distributor housing, and insert
check pin K in slot S.
Turn the shaft together with the distributor

2. disc until check pin K enters slot S in the
disc and keep it there.
S 3. Check and, if necessary, adjust clearance

D07-03 between the gear wheel and the
bushing.
K S
EN907-1.3 204 02
3.
GN907-1.3 203 03
D07-03
0$1% :'LHVHO$6
Starting Air Distributor 907-1.3
Adjustment
4. Remove the lower half of the gearwheel 4.

drive cover. Mount the upper half of the
gearwheel drive cover with the complete
starting air distributor after loosening the
gear wheel on the camshaft, and then en-
gage the two gear wheels by turning the
wheel on the camshaft.
Tighten and lock the gear wheel screws on

the camshaft, see Data, D07-01.
Mount the lower half of the gearwheel drive

cover.
5. Remove check pin K from the distributor

housing and mount the gasket and plug
screw. D07-01
6. Check the clearance between the roller and GN907-1.3 203 02
the two interlocking valves with the roller in

its innermost and outermost positions, re-
spectively ( ASTERN and AHEAD).
5.
K
S
GN907-1.3 203 02
6.
D07-01
EN907-1.3 204 06
D07-04
0$1% :'LHVHO$6
Starting Air Valve 107-2
Data
X Stopped engine
Engage turning gear
Shut off fuel oil
Data
D07-09 Piston tightening torque 180 Nm

D07-10 Valve tightening torque 175±20 Nm
D07-11 Valve tightening angle 50/30 °
D07-12 Starting air valve 24 kg
MAN B&W Diesel A/S
107-2 Starting Air Valve
Data
P90151 095 Grinding ring for starting valve

P90151 105 Grinding handle for starting valve
MAN B&W Diesel A/S
Starting Air Valve 907-2.2
1. Shut off the starting air and control air in-

let. 1.
Dismount the control air pipes.
Unscrew the fixing nuts of the starting

valve flange.
2. Pull the starting air valve out of the cylinder

cover and remove it from the engine.
M90702-0219D01
2.
D07-12
M90702-0219D02
907-2.3 Starting Air Valve
1. Remove the top cover fixing screws and re-

1. move the cover.
Remove and discard the gasket.
2. Screw off the valve spindle nut and remove

the valve spindle from the valve housing.
Take out the piston, distance pipe, valve

spring, and the liner.
Remove and discard the O-ring.

M90702-0219O01
2.
M90702-0219O02
3. Grind the valve housing seating with the

grinding ring after applying grinding paste. 3.
Carborundum No. 200.
Grind the seatings of the spindle and hous-

ing to match, using the face wrench to ro-
tate the valve spindle.
Carborundum No. 500.
4. Thoroughly clean all parts before reassem-

bling the valve.
CARBORUNDUM
No. 200
Lubricate all internal parts (sliding surfaces)
with, for instance, Molybdenum Disulphide,
MoS2.
5. First mount the liner in the valve housing,

then the valve spindle, the distance pipe,
the spring and the piston. M90702-0219O03
CARBORUNDUM
No. 500
5.
M90702-0219O05
907-2.3 Starting Air Valve
6. Mount the nut on the valve spindle and

6. tighten the nut, see D07-09.
D07-09
7. Place a new gasket on the valve housing.
Mount and tighten the top cover.
Replace the O-ring on the valve housing.
8. If the starting air valve is not to be mount-

ed in the engine immediately after the
overhaul, all openings of the valve should
be covered with plastic to prevent dirt from
entering the valve during storage.
M90702-0219O06
7.
M90702-0219O07
MAN B&W Diesel Mounting
1. Carefully clean the starting valve bore in

the cylinder cover and, if necessary, recon- 1.
dition the seat for the starting valve in the
bore.
If not already done, replace the O-ring on

the overhauled valve and lubricate with
Neverseize or Molybdenum Disulphide,
MoS2.
For overhaul, see Procedure 907-2.3.
2. Mount the valve in the cylinder cover.
M90702-0219M01
3. Mount the nuts and tighten-up either to
specified torque or to specified torque and
angle, not both.
See Data D07-10 or D07-11.
Mount the control air pipes and turn on 2.

starting air and control air.
D07-12
M90702-0219M02
3.
D07-10
or
D07-11
M90702-0219M03
High-Pressure Pipe 108-1
Data

Special Data
S50MC-C
0017
108-1 High-Pressure Pipe
X Stopped engine
Engage turning gear
10-120 Nm
Shut off fuel oil
Data
D-1 Weight of high-pressure pipe 34 kg
D-2 Tightening torque –

High-pressure pipe 36 Nm
MAN B&W Diesel A/S
108-1 High-Pressure Pipe
Data
Spare Parts
MAN B&W Diesel A/S
High-Pressure Pipe 908-1.2
Dismantling
High-Pressure Pipe
S50MC-C
0212
Dismantling
908-1.2
1.
1. When replacing the hydraulic high-pressure
pipe, exhaust valve or hydraulic actuator,
check the high-pressure pipe sealing sur-
faces.
2. Before dismounting the high-pressure pipe,

stop the camshaft oil pump.
Loosen the screws for the high-pressure

pipe and lift the pipe slightly away from the
actuator to let the oil in the pipe drain
through the drain holes in the actuator. D-1
3. Remove the screws in both ends of the
high-pressure pipe. Lift the high-pressure
pipe away from the engine.
GN908-1.2 203 01
2.
GN908-1.2 203 02
0$1% :'LHVHO$6
908-1.3 High-Pressure Pipe
Overhaul
Overhaul
908-1.3
1. The two ends of the pipe are identical and

should both be overhauled as follows:
1. Remove the thrust piece from the actuator/

exhaust valve.
Remove and discard the O-rings from the

thrust piece and the thrust flange.
Clean and inspect the conical seats of the

high-pressure pipe and the thrust piece.
Note!
GN908-1.3 203 01
The seats cannot be reconditioned.

If a seat is damaged, the thrust piece/
high-pressure pipe must be replaced.
2.
2. To change the internal O-ring, proceed as
follows:
Lift the thrust flange upwards.
Remove the spring ring from the two-part

sleeve.
3. Remove the thrust flange from the pipe

end.
Remove and discard the internal O-rings.

DM908-1.1 61 02
Mount new internal O-rings lubricated with

a little camshaft lubricating oil.
4. Assemble the high-pressure pipe in the re-

3. verse order to disassembling.
DM908-1.1 61 03
0$1% :'LHVHO$6
High-Pressure Pipe 908-1.4
Mounting
Mounting
908-1.4
1. Mount new O-rings, lubricated with a little 1.

camshaft lubricating oil, on the thrust piec-
es and thrust flanges.
Mount the thrust pieces on the actuator/ex-

haust valve.
Mount the high-pressure pipe on the en-

gine.
Note!
When mounting the high-pressure pipe,

take care not to damage the conical
seats of the pipe/thrust pieces.
2. After fitting the pipe to the exhaust valve

and actuator, tighten up the screws of the
pressure flanges diagonally, see Data.
3. Check the system for tightness.

GN908-1.2 203 01
2.
D-2
GN908-1.4 203 02
0$1% :'LHVHO$6
Exhaust Valve 108-2
MAN B&W Data

X Stopped engine
Shut off fuel oil
Data
D08-04 Safety valve, opening pressure 23 bar

D08-05 Screws for lifting eye bolt, tightening torque 50 Nm
D08-06 Oil cylinder, tightening torque 70 Nm
D08-07 Safety valve, tightening torque 50 - 80 Nm
D08-09 Bottom piece seat, grinding angle 29.9 - 30.0 °
D08-10 Valve spindle seat, grinding angle 30.5 - 30.6 °
D08-11 Bottom piece seat, max. grinding 2.3 mm
D08-12 Gap of bottom piece seat 1.0 mm
D08-13 Spindle, max. burn-off 8.0 mm
D08-14 Spindle, max. grinding 2.0 mm
D08-15 Spindle stem, measuring area, min. 235 mm
D08-16 Spindle stem, measuring area, max. 345 mm
D08-17 Spindle stem, min. diameter 59.8 mm
D08-18 Bushing max. diameter, top 60.6 mm
D08-19 Bushing max. diameter, bottom 62.0 mm
D08-20 Oil cylinder max. inside diameter 71.2 mm
D08-21 Piston rings, min. thickness 2.6 mm
D08-24 Exhaust valve, complete 460 kg
D08-25 Exhaust valve housing 260 kg
D08-26 Oil cylinder 65 kg
D08-27 Air cylinder 20 kg
D08-28 Spindle 45 kg
D08-29 Bottom piece 55 kg
D08-30 Air piston 6 kg

108-2 Exhaust Valve
Data MAN B&W
P90851 065 Lifting tool for exhaust valve

P90851 077 Cone ring for pneumatic piston
P90851 089 Pressure tester for safety valve
P90851 090 Gauge for exhaust valve spindle
P90851 150 Gauge for exhaust valve bottom piece
P90851 161 Lifting tool for exhaust valve spindle
P90851 185 Grinding ring for exhaust valve bottom piece
P90862 Exhaust Valve - Hydraulic Tools

Exhaust Valve 908-2.1
MAN B&W Checking
Checks during running:

1.
1. Check of valve spindle rotation
The engine must run when the valve func-

tion and spindle rotation are checked. Lift
the valve spindle rotation indicator, turn it
90° and let it rest on the air piston.
The indicator will now follow the move-

ments of the valve spindle and the air pis-
ton. During rotation of the valve spindle,
the top position of the indicator will change
about 6 mm, because of the groove in the
M908020252C01
piston.
During engine operation, the spindle must

On Surface InGroove
rotate. The rotation can vary with unit and
engine load. In the event of no rotation, at-
tention should be paid to avoid seat prob- 2.
lems. When check of the valve rotation is
finished, lift the rotation indicator and lock
it in the top position.
The indicator must not be in constant op-

eration.
Exhaust valve performance condition

See volume I chapter 706 Performance
Evaluation
2. Check of bottom piece sealings

M908020254C03
With the exhaust valve mounted in the cyl-

inder cover, check the cooling water inlet
and outlet to the cylinder cover and ex-
haust valve is open.
Check the tightness of the sealing rings

between the bottom piece and the exhaust
valve housing. IF water flows from the small
bore on the manoeuvring side of the ex-
haust valve, the lowermost sealing ring is
leaking.
If water flows from the any of the rings, the

exhaust valve must be dismounted and the
sealing rings replaced.
908-2.1 Exhaust Valve
Checking MAN B&W
Check with stopped engine:

3.
In connection with port stays, at an interval
of e.g. one month, an easy check of all ex-
haust valves is recommended.
3. Check of spindle dropdown time:
Engage all rotation indicators on the ex-

haust valves.
SAFETY AIR
SUPPLY Shut off and release the spring air on the
valve, next to the engineside manoeuvring

stand.
AIR SUPPLY
EXHAUST VALVE Check the drop down time for all spindles:
• Spindles dropping down within 30 min-

utes: Check and overhaul, See next step
“Check of Air Spring tightness”.
• Spindles dropping down between 30

M908020273C03
minutes and 1 hour: Keep under obser-

vation.
CONTROL AIR
SUPPLY • Spindles dropping down after 1 hour:
OK.
When check of drop down time is finished,

lift the rotation indicators and lock them in
the top position.
MAN B&W Checking
4. Check of Air spring tightness

4.
Connect compressed air to the non return
(A) valve on the air cylinder.
Disconnect and remove the drain oil pipe

from the oil cylinder (C).
Check if air is coming out from:

B A
• The bore (B): Leakage from spindle
stem sealing , change and overhaul.
• Hole for drain oil (C): If yes, the leakage

comes from the safety valve or the air
piston. Check the safety valve (D). If air
still is coming out, the leakage comes
from the air piston: change and over-
haul.
• Remove the air supply to the nonreturn

valve on the air cylinder and check the
nonreturn valve for tightness.
D A
The checks is for guidance only, minor
leaks is difficult to detect.
D
C
C
M908020273C04
Dismantling MAN B&W
1. Close off cooling water

1.
Close the cooling water inlet and outlet
connections, and drain the exhaust valve.
Close the air supply to the exhaust valve.
2. Dismount the oil pipe connections
Dismount the highpressure pipe for the hy-

draulic valve actuation.
See Procedure 9081.2
Dismount the return oil pipe from the ex-

haust valve.
M908020273D01
2.
M908020273D02
MAN B&W Dismantling
3. Disconnect pipe connections

3.
Disconnect the cooling water connections
from the exhaust valve and the air pipe for
the air spring.
Remove the plate jacket and insulation

from the intermediate pipe.
Loosen the screws which attach the inter-

mediate pipe to the exhaust valve housing.
Support the intermediate pipe by e.g. a

chain block and remove the screws.
M908020273D03
4. Dismantling of hydraulic nuts.
Remove the protective caps from the ex-

haust valve studs.
4.
Loosen and remove the hydraulic nuts, see
Data. See Procedure 9131.
D1302
M908020273D04
Dismantling MAN B&W
5. Lift of exhaust valve

5.
Check all connections to the valve are re-
D0824 moved.
Attach the crane to the eye bolt fitted on

top of the valve and start lifting the exhaust
valve. During the lift check the valve goes
clear of all other engine components.
Land the exhaust valve on a wooden plate

on the platform.
Carefully clean the exhaust valve bore in

the cylinder cover and recondition the seat-
ing and sealing surfaces of the bore, if re-
quired.
See Procedure 9011.3.
For overhaul of the exhaust valve, see Pro-

cedure 9082.3
M908020273D05
MAN B&W Overhaul
1. Oil cylinder
1.
Place the exhaust valve on a wooden sup-
port on the platform.
Remove the nuts and the safety strap from

the oil cylinder.
D0826
Lift away and place the oil cylinder on a
wooden support.
2. Conical locking ring
Relieve the air pressure through the

nonreturn valve from below the piston. Use
a small screwdriver to press the ball into
the nonreturn valve. Cover the nonreturn
valve with a rag to catch the oil drops.
Unscrew the non-return valve from the air

cylinder.
M908020273O01
Remove the four screws from the flange

on top of the air piston and dismount the
flange.
Loosen the air piston from the conical lock-

ing ring by means of a tin hammer, and re-
move the conical locking ring. 2.
M908020273O02
Overhaul MAN B&W
3. Spindle
3.
Use the oil cylinder as a lifting tool for the
exhaust valve housing. Lift the oil cylinder
with the crane, and guide it down over the
studs for the oil cylinder. Mount four nuts
D0824 so that the load from the valve housing is
evenly distributed.
Lift the valve housing clear of the valve

spindle. Take care – when the internal
Oring in the air piston and the internal
rings for the sealing arrangement at the
bottom of the air cylinder pass the groove
for the conical ring at the top of the spin-
dle.
4. Bottom piece
Unscrew and remove the lock screws

which retain the bottom piece. Lift the
valve housing approx. 10 mm.
M908020273O03
If the bottom piece has become stuck, use

a tin hammer to release it.
Lift the valve housing away and land it on a

couple of wooden planks.
4.
Remove the oil cylinder.
D0829
M908020273O04
MAN B&W Overhaul
5. Air piston and cylinder

5.
Dismount the air piston from the air cylin- D08-30
der.
Mount two eye bolts in the air cylinder and

dismount the air cylinder.
D08-27
Remove and discard the Oring on the air
cylinder.
6. Guide bushing
Clean the exhaust valve housing.
M908020273O05
Inspect the bushing in the spindle guide for
wear and measure the top and bottom di-
ameters. See Data.
6.
D0818
M908020255O10
D0819
Overhaul MAN B&W
7. Bushing renewal
7.
If it proves necessary to replace the bush-
ing, remove the screws and knock out the
bushing with a hammer and a suitable
mandrel.
Alternatively, if the extractor tool is avail-

able, mount the extractor tool and pull up
the bushing.
The extractor tool is optional, and can be

ordered as spare part.
When a new bushing is mounted, mount

a new Oring for sealing between bush-
ing and exhaust valve housing. Mount and
tighten the screws for the bushing.
8. Bottom piece inspection
Before cleaning the bottom piece, See Vol-

M908020256O08
ume I, supplement 70703
Inspect and evaluate the seating according

to Volume I.
8.
M908020256O09
MAN B&W Overhaul
9. Bottom piece Measuring

9.
In connection with evaluation of the bottom
piece according to Volume I, wear or the
total amount the seat has been ground, is
measured as described below.
G3
Use the bottom piece template and a feeler D0812
gauge, take measurements G2 and G3. All
measurements should be taken at four dia-
metrically opposite points on the circumfer-
ence of the bottom piece seating.
For maximum wear or grinding, see Data

D0811 and D0812.
D0809
If the seat or the recess G3 is ground, see
Data D08 – 09 for correct grinding angle.
IF the template rests on the lower surface

in the groove, i.e. G2 = 0, THEN Further
grinding or reconditioning is not recom- G2
mended.
M908020255O14
D0811
10. Bottom piece sealing face
If necessary grind the outside seating.
Use carborundum 200 and the special 10.

grinding tool. Turn the special grinding tool
by hand, turning alternately clockwise and
anticlockwise. Grind until a smooth surface
is achieved.
Clean the bottom piece.

M908020255O15
Overhaul MAN B&W
11. Bottom piece sealing rings

11.
Mount new sealing rings on the bottom
piece.
Mount one Oring in the upper groove.
Make sure that the groove for the Useal is

clean.
Heat the Useal in 100°C hot water for min-

imum five minutes and then mount it in the
groove immediately.
M908020256O12
12. Bottom piece mounting

12. Check the face on the valve housing is

clean.
If fitted, check that the guide pin in the

bottom piece enters the hole in the bottom
of the exhaust valve housing.
Land the exhaust valve housing on the bot-

tom piece. Mount and tighten the retaining
screws for the bottom piece.
M908020273O12
MAN B&W Overhaul
13. Spindle inspection

13.
Before cleaning the spindle, See Volume I,
supplement 70703
Inspect and evaluate the spindle according

to Volume I.
14. Spindle burnoff and grinding check
In connection with evaluation of the spindle

according to Volume I, burnoff and wear or
the total amount the seat has been ground,
are measured as described below.
M908020256O14
The burnoff F1 of the valve spindle is
checked by measuring along the spindle
template from point A to point D and in
point E.
14.
For the maximum allowable burnoff, see G1
Data D0813.
The maximum seat grinding, gap G1 is

measured between the spindle template,
and the seating of the spindle with a feeler
gauge. D0814
For maximum seat grinding, see data D08

– 14. F1
If necessary to grind the seat, see Data D0810
M908020256O15
D0810 for correct grinding angle.

A
D0813 D E
Overhaul MAN B&W
15. Spindle stem check

15.
In connection with evaluation of the spindle
according to Volume I, the spindle stem
wear is measured as described below.
D0816 D0815
Check the spindle stem for wear in the
area D0815 to D0816 measured from the
top of the spindle.
D0817
For minimum stem diameter, see data D08
17.
If the exhaust valve spindle needs recondi-

tioning, contact MAN Diesel for advice.
16. Spindle transport
When lifting or transporting the exhaust

valve spindle, use the special valve spindle
lifting tool.
M908020252O19
16.
D0828
M908020255O16
MAN B&W Overhaul
17. Spindle bushing sealingrings

17.
Check the top of the spindle bushing and
the face on the housing is clean.
Fit new orings on the spindle bushing as

shown in the sketch.
18. Spindle mounting
Lubricate the inside of the bushing in the

spindle guide with plenty of lubricating oil.
M908020256O18
Carefully land the exhaust valve housing

with the bottom piece on the exhaust valve
spindle.
18.
Remove the oil cylinder.
M908020273O18
Overhaul MAN B&W
19. Air cylinder

19.
Clean the air cylinder.
Dismount the safety valve from the air cyl-

inder, use the machined faces to unscrew
the valve.
Unscrew the plug for the bore to the spin-

dle stem bushing. Blow through all bores
in the air cylinder. Clean the bottom of the
air cylinder for possible coke deposits. Re-
mount the plug. Mount a new Oring in the
Compressed Air groove on the outside of the air cylinder.
20. Safety valve
Place the safety valve in the pressure test-

ing device. Connect the testing device with
the high pressure pump by means of a
hose.
M908020256O20
Check the opening pressure, see Data.
If the opening pressure is not correct, loos-

en the lock nut and, using a screwdriver,
adjust the safety valve until the correct
pressure is indicated. Tighten the lock nut
20. and test the opening pressure once more.
Mount a new gasket and a new Oring on

the safety valve. Mount the safety valve in
the bore near the bottom of the air cylinder.
When mounting the safety valve in the air
D08-04 cylinder, use only the machined faces on
the valve housing and tighten, see Data.
Finally, mount the protective cap.

M908020256O21
D08-07
MAN B&W Overhaul
21. Air cylinder mounting

21.
Lubricate the Orings on the spindle bush-
ing.
Carefully land the air cylinder on the ex-

haust valve housing and check correct en-
gaging with the locating pin. Some engines
are not equipped with the locating pin.
Note!
Take care not to damage the Orings on
the outside of the spindle bushing.
M908020256O22
22. Air piston seals
Check the teflon guide ring and teflon seal-

ing ring for wear, if it is necessary to re- 22.
place the sealing rings on the air piston, cut
them and remove them.
Be careful not to damage the edges of the

ring grooves in the piston.
Note!
Before mounting, heat the new teflon
rings in 100°C hot water for at least five
minutes. When mounting the teflon rings,
M908020252O32
be careful not to damage the running

surfaces.
After mounting, compress the teflon rings

by means of the conical ring from tool
panel 908. This is done by pressing the air
piston through the conical ring.
Mount new Orings in the inside grooves of

the air piston.
Overhaul MAN B&W
23. Air piston mounting

23.
IMPORTANT!
Fill the bottom of the air cylinder up to
the drain hole with clean lubricating oil.
Clean oil
Fit the conical guide ring for the air piston
Oil level on the air cylinder. Lubricate the guide ring
and the running surface of the air cylinder.
Lower the air piston over the valve spindle
down into the air cylinder.
Use a nylon block and a hammer to press

the air piston down in the cylinder
Remove the conical guide ring from the air

cylinder.
Mount the non return valve for spring air
24. Locking ring

M908020273O23
Mount the two part conical locking ring and

apply compressed air below the air piston
to lift the piston.
Mount the flange on top of the air piston

24. and, by means of the four screws, tighten
the air piston and the flange together.
On valve models where the bolts are de-

signed for securing, secure the bolts. See
Procedure 9137.
Compressed Air
M908020273O24
MAN B&W Overhaul
25. Oil cylinder

25.
Loosen the screws and remove the lifting
bracket from the oil cylinder to gain access
to the orifice plug.
Remove and discard the gasket. Unscrew

and clean the orifice plug. Remove and dis-
card the sealing disc. Check and clean the
bore for the orifice plug in the top of the oil
cylinder.
Place the oil cylinder in a horizontal posi-

tion. Remove the flange and take out the
piston. Inspect the inside of the liner in the
oil cylinder for scoring. Measure the cylin-
der diameter. If the diameter of the oil cylin-
der exceeds Data D0820, either renew the D08-20
liner or send the complete oil cylinder to an
authorised MAN Diesel workshop for over-
haul, depending on the valve model.
M908020273O25
26. Oil piston
Remove the piston rings from the oil pis-

ton and check them for wear. If the thick-
ness of the rings has worn down to the
minimum, see Data, discard the rings and
mount new ones. Check that the TOP mark 26.
on the piston rings faces upwards, when Top
mounting
Check the mesh once more.
D0821
M908020253O42
Overhaul MAN B&W
27. Oil cylinder assembly

27.
Mount the piston and the flange in the oil
cylinder. Tighten and lock the screws.
Return the oil cylinder to an upright posi-

tion. Mount a new sealing disc in the bore
for the orifice plug. Screw the orifice plug
into the bore. Place a new gasket on top
of the oil cylinder. Mount the lifting bracket
on the oil cylinder. Mount the screws and
tighten to the torque stated in Data.
28. Oil cylinder mounting

D08-05 Mount the overhauled oil cylinder on top of
the air cylinder. Mount the safety strap and
tighten the nuts. See Data.
M908020273O27
28.
D0806
M908020273O29
MAN B&W Mounting
1. Checks before mounting

1.
Before mounting an overhauled exhaust
valve in the engine, it is recommended that
the valve is checked and prepared as fol-
lows:
Check the oil level in the bottom of the air

cylinder. Unscrew and remove the non-re-
turn valve and the safety valve.
Fill oil into the non-return valve hole until oil

flows out from the safety valve hole.
Refit the two valves again.
Connect compressed air to the air cylinder D0824

to close the valve.
Lift up the valve with the engine room
crane.
G3
Check that a 1.0 mm feeler gauge can be
inserted about 15 mm into gap G3, to en-
M908020273M01
sure that there is a clearance between the

outer parts of the seating faces of valve
housing and spindle.
The valve must be able to stay closed for a

minimum of 15 minutes or according to the
dropdown test in Procedure 908-2.1. 2.
Note!
If the air cylinder is fitted with new seal-
ing rings, the time the valve is closed
may be considerably shorter than 15
minutes. The dropdown test should not
be carried out until after a »running-in« Compressed Air
period of 500 hours on valves with new
sealing rings.
Check the valve is fitted with new sealing

rings in the grooves on the bottom piece.
2. Exhaust valve landing
Close the valve with compressed air. Copper Grease

Vaseline
Lubricate the sealing rings with vase-
line and the threads of the studs with
antiseizure paste.
M908020273M02
Position the valve in the cylinder cover

bore, guiding it in accordance with the ex-
haust flanges and the guide pin on the ex-
haust side of the exhaust valve.
Mounting MAN B&W
3. Mounting of hydraulic nuts.

3.
Mount and tighten the hydraulic nuts, see
Data.
D1301 See Procedure 9131.
Mount the protective caps on the exhaust

valve studs.
4. Mount the pipe connections
Connect the intermediate pipe to the ex-

haust valve.
M908020273M03
Mount and tighten the screws to the ex-

haust valve housing.
Mount the insulation and plate jacket
4. for the intermediate pipe.
Mount the cooling water connections for

the exhaust valve and the air pipe for the
air spring.
5. Mount the oil pipe connections
Mount the highpressure pipe for the hy-

draulic valve actuation.
See Procedure 9081.2
Mount the return oil pipe to the exhaust-

M908020273M04
valve.
Check that all pipe connections are prop-

erly tightened.
5.
M908020273M05
MAN B&W Mounting
6. Open cooling water supply

6.
Check that all water connections are
mounted and tightened.
Open the cooling water inlet supply, and

vent the exhaust valve, open the cooling
water outlet valve
Open the air supply to the exhaust valve.
Check the tightness of the sealing ring be-

tween the bottom piece and the exhaust
valve housing. See Procedure 9082.1.
7. Air spring check
The air supply to the exhaust valve must al-

ways be connected and pressurized before
turning on the oil supply to the exhaust
valve actuator.
M908020273M06
If the lubricating oil pumps have been

started before the exhaust valve pneumatic
springs are pressurize:
Engage the indicators on top of the ex-

haust valves and wait until the exhaust
valves are closed. 7.
Closing of the exhaust valves are eased

if the lubrication oil pumps are stopped
and the actuators are drained at the drain
screws.
M908020256M07
Closed Valve Open Valve
Exhaust Valve Actuator 108-3
MAN B&W Diesel Data

X Stopped engine
Shut off fuel oil
Data
D08-20 Oil cylinder max. inside diameter 71.2 mm

D08-21 Piston rings, min. thickness 2.6 mm
D08-32 Hydraulic actuator, tightening torque 300 Nm
D08-33 Locking plate, tightening torque 10 Nm
D08-34 Hydraulic actuator, tightening angle 25 °
D08-35 Hydraulic actuator 75 kg
108-3 Exhaust Valve Actuator
Data MAN B&W Diesel
Exhaust Valve Actuator 908-3.1
Checking
0226
Exhaust Valve Actuator S42MC-C
Checking
908-3.1
1.
1. The non-return valve A is built into the oil
inlet pipe to the actuator.
To check the valve, dismantle and clean it

and connect a supply of working air (7 bar)
to the outlet side of the valve (the side fac-
ing the actuator). If the air flow can be felt
at the inlet side of the valve, the valve must
be overhauled.
DM908-3.1 226 01
MAN B&W Diesel A/S
908-3.2 Exhaust Valve Actuator
Dismantling
Dismantling
908-3.2
1. 1. Stop the engine and shut off the oil supply.
Turn the camshaft so that the roller rests on

the circular part of the cam.
Remove the inspection cover of the roller

guide housing to check the position of the
exhaust cam.
Dismount the inlet pipe and the drain pipe

from the exhaust valve.
Dismount the high-pressure pipe.

DM908-3.0 92 02
2. Fit eye screws in the lifting holes of the ac-

tuator housing and hook on a tackle.
2. Unscrew the nuts on the two short studs,

then loosen the nuts on the long studs suc-
D08-35 cessively until the roller guide spring is re-
lieved.
Dismount the nuts and lift the housing care-

fully, leaving the piston on top of the roller
guide.
Remove the spring.
3. Remove the locking plate for the piston.

Turn the piston 90° to release it from the
bayonet joint.
DM908-3.0 92 03
Remove the piston from the roller guide.
4. Overhaul the actuator housing and the pis-

3. ton as required.
See Procedure 908-3.3 .
HM908-3.0 70 03
MAN B&W Diesel A/S
Exhaust Valve Actuator 908-3.3
Overhaul
Overhaul
908-3.3
1. Clean the piston in kerosene and wipe dry 1.

with a clean piece of cloth.
D08-21
Take off the piston rings and check them for

wear. If the ring thickness has worn down
to the minimum (see Data) , discard the
rings and mount new ones.
Check that the TOP mark on the piston

rings faces upwards when mounting.
2. Inspect the sliding surfaces of the piston to

ensure that there are no scratch marks or
seizure marks.
3. Clean the oil cylinder and inspect the bores

for deposits.
Check the bore of the oil cylinder for possi-

ble scores and measure it for wear.
HM908-3.0 69 04
If the bore is seized or worn down to the

measurement stated in Data, send the oil
cylinder to an MAN B&W authorised work-
shop for reconditioning.
3.
D08-20
DM908-3.0 92 06
MAN B&W Diesel A/S
908-3.4 Exhaust Valve Actuator
Mounting
Mounting
908-3.4
1. 1. Mount the actuator piston in the roller guide

and turn 90° to lock it in the bayonet joint.
Mount the locking plate and tighten as stat-

ed in Data. Lubricate the piston with plenty
of camshaft lubricating oil.
2. Mount the spring on the roller guide. Care-

fully lower the actuator housing on to the
piston, taking care not to damage the piston
rings.
Mount the washers and nuts on the two

long studs and tighten alternately until the
KC908-3.0 76 05
actuator housing rests firmly against the

roller guide housing.
Mount the washers and nuts on the two

2. short studs. Tighten all four nuts as stated
in Data.
D08-35
Note!
Use only the tightening angle OR the

D08-32 tightening torque, NOT both.
D08-34
3. Mount the oil inlet pipe and the drain pipe
from the exhaust valve.
Mount the hydraulic high pressure pipe.

DM908-3.0 92 08
3.
DM908-3.0 92 09
MAN B&W Diesel A/S
Exhaust Valve Roller Guide 108-4
MAN B&W Data

X Stopped engine
Shut off fuel oil
Data
D08-36 Bushing/shaft pin, max. clearance 0.5 mm

D08-38 Roller guide complete 38 kg
108-4 Exhaust Valve Roller Guide
Data MAN B&W
P90851 053 Lifting tool for roller guide

P90851 173 Lifting tool for exhaust valve roller guide
Exhaust Valve Roller Guide 908-4.1
Checking
Exhaust Valve Roller Guide
S42MC
0216
Checking
908-4.1
2.
1. The exhaust valve roller guide can be par-
tially checked while mounted on the engine,
using the following procedure:
Lift the roller guide.

2. Remove the camshaft inspection cover.
Turn the engine to provide the maximum

space between the roller guide and the cam
disc.
GN908-4.1 203 01
Check the movability of the roller by turning
this by hand to ascertain if the roller moves
freely and without unnecessary resistance
or “hard” points.
Also inspect the surface of the roller for 5.

possible damage marks, seizures or
scratches. Make sure that no traces of '
bearing metal exist in the roller guide hous-
ing.
Check the clearance in the slide bearing by

lifting the roller relative to the roller guide
and measuring the difference in distance
between the cam disc and the roller in the
upper and lower positions of the roller.
3. A more suitable and reliable method is to

check the roller guide and the bearing
clearance when the roller guide is dis-
mounted.
For dismantling of the roller guide see Pro-
cedure 908-4.2.
4. Inspect the surfaces of the roller guide and

the roller for damage marks, seizures or
scratches.
GN908-4.3 203 02
5. To measure the clearance in the roller

guide slide bearing, place the roller guide
vertically upside down on a couple of
planks with the roller hanging freely.
6. Place a dial gauge against the roller. Then

lift the roller as much as the clearance per-
mits, which makes it possible to read the
clearance D-2 directly on the dial.
0$1% :'LHVHO$6
908-4.1 Exhaust Valve Roller Guide
Checking
7. It is recommended that the roller guide

shold ONLY be dismantled if:
• irregularities when turning the roller,
• damage to the roller,
• larger clearance than stated on the Data

sheet,
• seizure marks on the slide surfaces,
have been observed during the checking of

the roller guide.
Note!
For disassembling of the roller guide,

contact an MAN B&W authorized repair
shop.
0$1% :'LHVHO$6
Exhaust Valve Roller Guide 908-4.2
Dismantling
Dismantling
908-4.2
1. Dismantle the hydraulic actuator above the 1.

exhaust valve roller guide.
2. Mount the roller guide lifting tool as follows:
• Lift the lock ring of the tool up on the

shaft of the tool.
• Place the tool in such a manner that its

foot rests on the thrust piece in the bayo-
net joint of the roller guide.
• Turn the tool 90° so as to allow the foot to

engage properly in the bayonet joint.
• Lower the lock ring, thereby securing the

foot in the locked position.
Lift the roller guide out of the roller guide

housing, using the crane. Take care not to
damage the sliding surfaces of the roller
guide when lifting.
GN908-4.2 203 01
2.
'
GN908-4.2 203 02
0$1% :'LHVHO$6
908-4.4 Exhaust Valve Roller Guide
Mounting
Mounting
908-4.4
1. 1. Mount the lifting tool for the roller guide as

follows:
• Lift the lock ring of the tool up on the

shaft of the tool.
'
• Place the tool in such a manner that its
foot rests on the thrust piece in the bayo-
net joint of the roller guide.

• Lower the lock ring, thereby securing the

foot in the locked position.
Clean and lubricate the sliding surfaces of

the roller and the roller guide and lower it
carefully into the roller guide bushing.
Remove the lifting tool.
2. Mount the actuator.

GN908-4.2 203 02
0$1% :'LHVHO$6
Exhaust Valve Cam 108-5
Data
X Stopped engine
Shut off fuel oil
Data
D08-39 Check lifting height 10 mm
MAN B&W Diesel A/S
108-5 Exhaust Valve Cam
Data

P91351 166 Angle union
P91351 225 Disc, round-plain, Cu ø11x3 mm
MAN B&W Diesel A/S
Exhaust Valve Cam 908-5.1
Checking
1. Turn the crank throw of the cylinder con- 1.

cerned in AHEAD direction until TDC.
Check and write down the angle indicated
on the turning wheel.
2. Remove the high pressure pipe, see proce-

dure 908-1.2
Mount and tighten the lifting tool for the

exhaust valve roller guide to the actuator
piston (remove the screws for tightening to
the actuator housing and do not lift the
roller guide).
Mount a dial gauge (measuring range 0.00

- 20.00 mm) on the lifting tool for the ex-
haust valve roller guide.
Reset the scale and the pointer.
2.
Press the dial gauge against the face of the
actuator housing until the reading D08-39 +
1.00 mm is obtained.
3. Turn the roller guide in AHEAD direction

until lifted to D08-39, and the dial gauge
gives the reading 1.00 mm and calculate
the angle A, which is the number of de-
grees the crank throw has turned from TDC
position to the present position.
Continue turning AHEAD until the roller

M908050217C02
guide again is lifted to D08-39, and the dial

gauge gives the reading 1.00 mm.
Calculate the angle B, which is the number

of degrees the crank throw has turned from
TDC position to the present position.
Note!
When calculating the angles A and B, re-
member to take into account that the
scale on the turning wheel shifts from
360 to 0 (zero) degrees.
MAN B&W Diesel A/S
908-5.1 Exhaust Valve Cam
Checking
4. Calculate the lead angle as:

4. 180° – (A° + B°)/2
The lead angle is normally a negative fig-

ure.
The illustration shows the position of the
exhaust cam when the piston of the rel-
evant cylinder is in TDC.
The position of the cam must be correct

within a tolerance of +/-0.5°.
See the Adjustment Sheet in Volume I, OP-

ERATION, Chapter 701, for the “lead angle”
of the plant in question.
5. The cam lead angle can be checked visu-

ally by reading directly the scale position of
the exhaust cam over the marking scratch
5. on the camshaft and comparing this angle
with the angle stated in the Adjustment
Sheet.
At the same time, it is recommended to

check the position of the camshaft with the
pin gauge. See Procedure 906-3.1
MAN B&W Diesel A/S
Exhaust Valve Cam 908-5.3
Adjustment
Normally, adjustment of the exhaust cams

should not be necessary. Before adjust- 1.
ment of any cams, see Volume I, Chapter
706.
1. Remove the inspection cover from the

camshaft housing.
2. Dismount the exhaust valve high-pressure

pipe, see procedure 908-1.2.
3. Turn the camshaft until there is access to

the oil duct in the exhaust cam through the
M908050217O01
inspection hole.
If fitted, remove the plug from the oil duct

(using, for instance, a screwdriver).
Insert three copper gaskets in the oil duct.

3.
Mount one snap-on couplings in the oil
duct, but do not tighten it.
Fit a hose between the snap-on coupling

and the hydraulic high pressure pump.
4. Mount the special spanner on the exhaust

cam disc, ensuring that the two pins enter
the holes in the cam.
Apply a light pressure to the hydraulic sys-

tem and, after venting the system, tighten
M908050217O03
the snap-on couplings.
Raise the hydraulic pressure until oil seeps

out along the camshaft under the cam disc.
Keep the cam pressurised for at least two 4.

to five minutes before turning the cam.
Oil must sweep out with the pump running
during the operation.
Keep the cam pressurised during turning.

M908050217O04
MAN B&W Diesel A/S
908-5.3 Exhaust Valve Cam
Adjustment
5. Turn the cam disc, using the fitted spanner,

5. until the desired change of lead is ob-
tained. Check the change on the cam scale
To increase the lead angle and reduce the

compression pressure:
– turn the cam disc ASTERN.
To reduce lead angle and increase the

compression pressure:
– turn the cam disc AHEAD.
6. After completing the desired turning of the

cam disc, relieve the hydraulic system of
pressure and dismount the spanner and the
hydraulic equipment.
Wait at least 15 minutes – the cam must be

allowed time to “settle” – before mounting
the plug again in the oil duct of the cam
disc.
After carrying out adjustment, measure the

exhaust cam lead again. See procedure
908-5.1.
Write down and file the new results for the

purpose of comparing with future measure-
ments and adjustment.
7. Mount the inspection cover on the cam-

shaft housing.
8. Mount the high pressure pipe for the ex-

haust valve. See procedure 908-1.4
9. After any adjustment of the cam position,

pcomp must be recorded and compared with
pcomp at a known engine reference load.
MAN B&W Diesel A/S
Exhaust Valve Special Running 108-7
Data
X Stopped engine
Shut off fuel oil
Data
MAN B&W Diesel A/S
108-7 Exhaust Valve Special Running
Data
P90851 124 Tool for emergency open exhaust valve

MAN B&W Diesel A/S
Exhaust Valve 908-7
Special Running
Exhaust Valve
S46MC-C
0225
Special Running
908-7
3.
Engine trouble might require that a cylinder be
taken out of action. The engine can continue
operation with the fuel and exhaust systems of
a single cylinder disconnected. See Volume I,
Section 704.
This can take place with the exhaust valve

locked in either the open or the closed position.
Either way, carry out the following procedure:
1. Lift the relevant fuel pump roller guide.

DM908-7.0 224 03
2. Dismantle the hydraulic high-pressure
pipe.See Procedure 908-1.3.
3. Dismantle the non-return valve on the oil in-

let pipe. Loosen the union nut in the ex-
haust side of the oil pipe and turn the pipe 4.
to one side. Mount the non-return valve on
the oil pipe and blank off the non-return
valve with the plug from tool panel 908.
4. Remove the inspection cover of the cam-

shaft housing. Turn the engine until the ex-
haust roller guide is at TDC.
5. Position the lifting tool on the actuator and

GN908-4.1 203 01
screw the spindle into the top of the actua-

tor piston.
Tighten the lowermost nut on the tool to pull

up the roller guide as far as possible. 5.
Tighten the upper nut of the tool against the
lower nut to secure the roller guide in this
position.
6. If the cylinder is to operate with the exhaust

valve closed, the air supply must remain
connected to the air cylinder of the exhaust
valve. No further action is required.
GN908-7 203 05
MAN B&W Diesel A/S
908-7 Exhaust Valve
Special Running
7. If the cylinder is to operate with the exhaust

valve open, continue the procedure as follows:
7. Turn off the air to the exhaust valve.
Remove the venting plug screw, fitted just

above the ball cock on the air cylinder, to let
the air inside the air cylinder escape.
8. Dismantle the rotation indicator on the oil

cylinder and mount the tool for opening of
the exhaust valve.
The tool will keep the piston of the air cyl-

inder in the bottom position and thus keep
the exhaust valve open.
EN908-7.0 204 07
8.
EN908-7.0 204 08
MAN B&W Diesel A/S
Exhaust Valve 908-7
Special Running
After overhaul of the cylinder unit, re-engage 9.

the exhaust valve gear as follows:
9. Loosen the nuts of the lifting tool to lower

the roller guide on to the exhaust cam. Re-
move the tool.
10. If the engine has been running with the ex-

haust valve open, remove the tool mounted
in the oil cylinder and mount the rotation in-
dicator.
Note!
The rotation indicator should only be left

in the engaged position for short periods
of time during operation of the engine.
Leaving the rotation indicator in the

engaged position continuously might
damage the exhaust valve due to the for-
mation of a wear groove in the air piston
GN908-7 203 05
of the exhaust valve.
Re-connect the air supply to the air cylin-

der.
11.
11. Remove the plug from the non-return valve
and re-connect the oil inlet pipe on the ac-
tuator housing.
12. Mount the hydraulic high-pressure pipe.

13. Engage the fuel pump roller guide.

DM908-7.0 224 11
MAN B&W Diesel A/S
Exhaust Valve - Panel Plate
MAN B&W P90851-0200
Plate Exhaust Valve - Panel
P90851-0200 MAN B&W

No.
016 Panel for tools
028 Name plate
041 Tightening template, actuator
053 Lifting tool , roller guide
065 Lifting tool, exhaust valve
077 Conical ring, pneumatic piston
089 Pressure tester, safety valve
090 Gauge, exhaust valve spindle
124 Tool, emergency opening of exhaust
valve
150 Gauge, exhaust valve bottom piece
161 Lifting tool, exhaust valve spindle
173 Lifting tool, exhaust valve roller guide
185 Grinding ring, exhaust valve bottom
piece
Exhaust Valve - Hydraulic Tools Plate
MAN B&W P90862-0043
Plate Exhaust Valve - Hydraulic Tools
P90862-0043 MAN B&W

No.
030 Support
077 Tommy bar
090 Spanner
100 Stud setter
Fuel Pump Settings 109-1
Data
X Stopped engine
X Shut off fuel oil
Data
D09-02 Change of one index mark, corresponds to p-max being altered approx. 3-4 bar
MAN B&W Diesel A/S
109-1 Fuel Pump Settings
Data
MAN B&W Diesel A/S
Fuel Pump Settings 909-1.3
Adjustment
Fuel Pump Settings
K98MC-C
0241
Adjustment
909-1.3
1.
Before adjustment of the fuel pump is carried
out, see Volume I, Chapter 706, also the fuel
cam lead should be checked, see Procedure
909-3.1.
pmax adjustment:
1. The Maximum Combustion Pressure (pmax)

is adjusted for the individual units at the fuel
pump VIT index arm. For collective adjust-
ments of pmax on all units, see Procedure
909-2.
HN909-1.3 240 01
2. Loosen lock nut B and then turn adjusting
screw H. The link can be adjusted by ap-
prox. 3 index marks.
3. To increase p max, adjust to higher VIT index 2.

(advance injection).
To decrease p max, adjust to lower VIT index

(delay injection).
One index mark will alter pmax approximate-

ly as given in Data D09-02.
Note!
The individual p max value must not devi-

ate more than 3 bar from the average
value for all cylinders.
4. If the required p max adjustment cannot be

HN909-1.3 240 02
attained by adjustment on the VIT index

arm, it is possible to carry out the adjust-
ment on the fuel cam disc. Contact MAN
B&W Diesel for advice.
MAN B&W Diesel A/S
909-1.3 Fuel Pump Settings
Adjustment
5. MIP adjustment:
5. The Mean Indicated Pressure (pi) for a cer-

tain cylinder is adjusted on the fuel pump
index arm.
Increase index for higher p i.
Decrease index for lower p i.
Note!
HN909-1.3 240 05
The mean indicated pressure is one of

the most important parameters in obtain-
ing good engine performance.
The mean indicated pressure should not
deviate more than 0.5 bar from the aver-
6. age value for all cylinders. See Volume I,
Chapter 706.
6. After adjustment of the fuel pumps a set of

observations must be taken, to evaluate the
adjustments see Volume I.
M90901-0242O06
MAN B&W Diesel A/S
VIT System 109-2
Data
X Stopped engine
Engage turning gear
Shut off fuel oil
Data
MAN B&W Diesel A/S
109-2 VIT System
Data
MAN B&W Diesel A/S
VIT System 909-2.3
Adjustment
VIT System
K98MC-C
0206
Adjustment
909-2.3
1.
Before adjustment of any part of the VIT sys-
tem, see Volume I, Chapter 706. All adjust-
ments should be based on a set of
observations including a set of indicator dia-
grams taken when the engine is running just
above the breakpoint (90% MCR).
The engine may be equipped with either a me-

chanical or an electronic VIT (Variable Injection
Timing) system.
If the fuel quality has changed or if the fuel
M90902-0206O01
pumps are worn, the pmax will change, this
change can be corrected by adjusting the pmax
of all the cylinders with the VIT system, see
“Fine adjustment”.
Normally the VIT system is adjusted to start at

2.
40% engine load and to have break point at
90% of MCR engine output. Look in the test
sheet for actual start- and break point.
Mechanical VIT system

Basic adjustment:
When the basic adjustment is carried out the

engine must be stopped, normally only fine ad-
justment is necessary.
1. Engage the manual engine control, and ad-

just the regulating shaft to a fuel pump in-
dex corresponding to 90% engine load.
(The fuel index must correspond to 90%
load taken by measurement or from the test
bed sheet).
2. Check that the VIT lever is resting on both

rollers (break point for all cylinders).
M90902-0206O02
MAN B&W Diesel A/S
909-2.3 VIT System
Adjustment
3. 3. If necessary, adjust the lever by loosening

the nut A and turn the clamping arm B, until
lever contact with both rollers and tighten
nut A.
Adjust the VIT air pressure to 3.0 bar, by

axial displacement of the bracket with the
pilot valve and read the pressure on the
C pressure gauge C. See figure 2.
4. Spare pilot valves should be pre-adjusted

B to 0.5-5.0 bar control air pressure, corre-
sponding to 0.5-8.0 mm pressing-in of pin
M90602-0238O03
C.
A
To check a pilot valve already mounted on
the engine, remove the inlet and outlet pipe
connections at A and P, and connect a
4. Pbar pressure gauge at A and a pipe with work-
5 ing air (pressure 7 bar) at P on the pilot
4 valve.
3 Check that the pressure on the pressure
2 gauge and the pressing-in of pin C is in ac-
1.5 Pressing cordance with the curve.
0.5 1 in mm
0.1 Any necessary adjustment is done by turn-
0 1 2 3 4 5 6 7 8 ing adjusting screw B.
0.5
A
C
B
M90902-0206O04
MAN B&W Diesel A/S
VIT System 909-2.3
Adjustment
Fine adjustment: 5.
5. When the fine adjustment is carried out, the

engine must run at 90% load or just above.
Take a new set of indicator diagrams and

calculate the engine load.
Adjust the VIT air pressure to obtain cylin-

der p max of 140 bar. The VIT air pressure
must be maximum 5.0 bar.
Increase the pmax pressure by moving the

pilot valve toward the lever.
Decrease the p max pressure by moving the

pilot valve away from the lever.
For adjustment of pmax on a single cylinder,

see procedure 909-1.
M90902-0206O05
6. Run the engine at maximum load and check

that p max is 140 bar.
If the maximum combustion pressure devi-

ates more than 3.0 bar from 140 bar, adjust
the pressure by replacement of the lower- 6.
most roller.
M90902-0206O06
MAN B&W Diesel A/S
909-2.3 VIT System
Adjustment
7. Pmax
7. The uppermost roller is used to adjust the
adjusted on
Pbar VIT start point (40% engine load).
lowermost roller
Electronic VIT system

Break point
Pmax
8. The adjustment should be based on a set
adjusted on
uppermost roller of indicator diagrams taken when the en-
gine is running just above the breakpoint.
9. On the panel in the engine room control

Pcomp
room, change the p offset value in accord-
ance with the required increase or de-
M90902-0206O07
crease in the p max pressure. One

graduation mark on the p offset scale corre-
%Load
40 90 100 sponds to a change in p max of 1 bar.
10. Check the adjustment by taking a new set

8. of indicator diagrams while the engine is
running just above the breakpoint.
M90902-0206O08
MAN B&W Diesel A/S
VIT System 909-2.3
Adjustment
11. The I/P converter mounted on the engine 11.

receives a 4-20 mA signal I from the elec-
tronic governor system and converts this
into a 0.5-5.0 bar control air pressure
pcontrol .
12. To check the adjustment of the I/P convert-

er, operate the panel in the engine control
room to supply various signals I to the I/P
converter. P control
For operation of the panel, see the panel

manufacturer’s instructions.
P supply
On the pressure gauge mounted on the

control air line after the I/P converter check P control
that the control air pressures from the I/P
converter are in accordance with the curve. 5
4
13. If the control air pressure is not in accord-
ance with the curve, the I/P converter must 3
be adjusted. Remove the hood of the I/P 2

M90902-0206O11
1.5
converter and adjust the I/P converter ac- 1
0.5
cording to the manufacturer’s instructions. 0.1
0 I, mA
0 4 8 12 16 20
MAN B&W Diesel A/S
Fuel Pump Cam 109-3
Data
X Stopped engine
X Shut off fuel oil
Data
MAN B&W Diesel A/S
109-3 Fuel Pump Cam
Data
P90651 44 Impact spanner for turning cam

P90951 45 Measuring tool for fuel pump
P91351 154 Conical valve, 0 - 15
P91351 201 Quick coupling, male
P91351 225 Disc, round-plain, Cu ø11x3 mm
MAN B&W Diesel A/S
Fuel Pump Cam 909-3.1
Checking
Fuel cam lead:

1.
C
The lead C of the fuel cam is defined as the
number of mm the plunger is lifted from its X2 X1 Roller guide
bottom position when the main piston is in
TDC.
1. To measure the fuel cam lead (top lift):
Dismantle the puncture valve. Fuel cam

Make sure that the reversing mechanism is

in AHEAD direction.
M909030233C01
Ahead
2. Push down the measuring pin through the

top cover, until it rests against the pump Lowest position
plunger. of pump plunger Main piston in TDC
Turn the engine until the lowest point of the 2.

cam is found, use a calliper to find the X
point.
3. Measure the distance x from the top of the

measuring pin to the transverse piece.
Note down the result as x2.
4. Turn ahead until the main piston of the cyl-

inder concerned is in TDC.
Again measure the distance x from the top

M909030233C03
of the measuring tool to the transverse

piece. Note down the result as x1.
Calculate the fuel cam lead C (top lift) as:
C = x1 – x2 (mm) 3.
5. Note down the result for comparison with

the testbed results and for future reference.
For adjustment of the fuel cam lead, see
Procedure 909-3.3.
Remount the puncture valve.

M909030233C04
MAN B&W Diesel A/S
909-3.2 Fuel Pump Cam
Adjustment
Normally, adjustment of the fuel cam should

1. not be necessary. Before adjustment of fuel
equipment, see Volume I, Chapter 706.
1. Remove the inspection cover from the

camshaft housing.
Note!
Before dismantling any part of the fuel
pump, make sure that the pump has
been relieved of pressure and that all oil
has been drained off.
M909030233O01
2. Dismount the puncture valve from the fuel

pump top cover, and mount the measuring
tool to check the cam adjustment.
2. 3. Turn the camshaft until there is access to

X the oil ducts in the fuel cam through the in-
spection hole.
If fitted, remove the plugs from the oil

ducts (using, for instance, a screwdriver).
Insert three copper gaskets in each oil

duct.
Mount snap-on couplings in the oil ducts,

but do not tighten them.
M909030233C03
Fit hoses between the snap-on couplings

and the distributor block and between the
distributor block and the hydraulic high-
pressure pump.
3.
M909030233O03
MAN B&W Diesel A/S
Fuel Pump Cam 909-3.2
Adjustment
4. Mount the special spanner on the fuel cam

disc, ensuring that the two pins enter the 4.
holes in the cam.
For better access to the cam, remove the

oil tray and carry out the adjustment from
the bottom of the cam shaft housing.
See Procedure 906-4.2
Apply a light pressure to the hydraulic sys-

tem and, after venting the system, tighten
the snap-on couplings.
Raise the hydraulic pressure until oil seeps
M909030233O04
out along the camshaft under the cam disc.
Keep the cam pressurised for at least two

to five minutes before turning the cam.
Oil must seep out with the pump running

during the operation to keep the cam
pressurised during turning.
Turn the cam disc, using the fitted spanner,

until the desired change of lead is ob-
tained.
To increase lead and pmax:
– turn the cam disc AHEAD.
To reduce lead and pmax:
– turn the cam disc ASTERN.
5. After completing the desired turning of the

cam disc, relieve the hydraulic system of
pressure and dismount the spanner and the
hydraulic equipment.
Wait at least 15 minutes – the cam must be

allowed time to “settle” – before mounting
the plugs again in the oil ducts of the cam
disc.
After carrying out adjustment, measure the

fuel cam lead again.
Note down and file the new results for pur-

poses of comparison with future measure-
ments and adjustment.
MAN B&W Diesel A/S
909-3.2 Fuel Pump Cam
Adjustment
6. Mount the inspection cover on the cam-

shaft housing.
7. Mount the puncture valve.

8. After any adjustment of the cam position,

pmax must be recorded and compared with
pmax at a known engine reference load.
MAN B&W Diesel A/S
Fuel Pump 109-4
Data
X Stopped engine
X Shut off fuel oil
Data
D09-18 Pump housing nuts, tightening torque 450 Nm

D09-19 Pump housing nuts, tightening angle 150/60 Nm/°
D09-20 Pump housing 100 kg
D09-21 Bottom plate 5 kg
D09-68 Fuel pump complete 210 kg
D09-39 Shock absorber 20 kg
MAN B&W Diesel A/S
109-4 Fuel Pump
Data
P90951 070 Lifting tool for fuel pump housing
MAN B&W Diesel A/S
Fuel Pump 909-4.2
Dismantling
Fuel Pump
K90MC-C
0224
Dismantling
909-4.2
1.
1. Close the fuel oil inlet valve.
Open the drain cock, enabling the oil to es-

cape.
Note!

2. Dismantle the fuel pump top cover and con-
MA909-1.1 223 03
nected pipes.
3. Dismantle the barrel/plunger assembly.

4.
4. Remove the screws holding the fuel oil inlet
pipe between the fuel pump and the fuel in-
D09-39
let valve.
Remove the fuel oil inlet pipe.
Remove the shock absorber.
Remove the fuel oil outlet pipe.
Discard the gaskets.
5. Remove the drain pipes from the fuel pump

housing.
MA909-4.2 214 04
Remove the control air pipes from the actu-

ator for the VIT index arm.
MAN B&W Diesel A/S
909-4.2 Fuel Pump
Dismantling
6. 6. Loosen the four nuts by means of a slug-

ging spanner. Remove the nuts.
7. Fit the lifting tool using the top cover studs/

nuts, and lift the pump housing away.
Take care not to damage the threads of the

studs.
Land the fuel pump on wooden planks.

MA909-4.2 214 06
7.
D09-20
MA909-4.2 214 07
MAN B&W Diesel A/S
Fuel Pump 909-4.3
Overhaul
Overhaul
909-4.3
1. If the fuel index arm or the VIT index arm 3.

of the fuel pump is moving too tightly, the
regulating and timing systems of the fuel
pump must be overhauled.
2. In order to carry out this overhaul, the top

cover and plunger/barrel assembly of the
fuel pump must have been removed, and
the fuel pump must have been dismantled
from the pump base and landed on wooden
planks.
MA909-4.3 214 03
3. Dismantle the actuator and actuator brack-

et.
4. Tilt the fuel pump housing into a horizontal 4.

position on the wooden planks. D09-20
5. Dismantle the screws and the bottom plate
from the fuel pump housing.
If the bottom plate is stuck, loosen it by

screwing two M10x80 mm screws into the
holes of the bottom plate.
MA909-4.3 214 04
5.
D09-21
MA909-4.3 214 05
MAN B&W Diesel A/S
909-4.3 Fuel Pump
Overhaul
6. 6. Dismantle the:
• Fuel index arm
• Regulating guide
• Sleeve
7. Dismantle the:
• Guide screw
• VIT index arm

MA909-4.3 214 06
• Timing guide
8. Remove the caps from the back of the fuel

pump housing.
7.
Remove the orifice plug from the front side
of the fuel pump housing.
Discard all sealing rings and gaskets.

MA909-4.3 214 07
8.
MA909-4.3 214 08
MAN B&W Diesel A/S
Fuel Pump 909-4.3
Overhaul
9. Dismantle and inspect the plug screws in 9.

both sides of the fuel pump housing.
If eroded, replace the plug screws.
10. Clean all the dismantled parts of the fuel

pump thoroughly in diesel oil or kerosene.
Dry all parts carefully.
Clean all inside surfaces of the fuel pump

housing.
Check that all the bores of the fuel pump

housing are clean.
11. Mount new sealing rings and gaskets.
MA909-4.3 214 09
Mount the caps and the orifice plug.
Mount new sealing rings on the plug screws

and mount the plug screws.
11.
Note!
Lubricate the threads of all the parts with

Molybdenum Disulphide (MoS 2) before
mounting.
12. Mount new sealing rings in the sleeves that

are provided with a pointer scratch.
MA909-4.3 214 11
Note!
Soak the sealing rings in lubricating oil

before mounting.
12.
HC909-3.4 121 11
MAN B&W Diesel A/S
909-4.3 Fuel Pump
Overhaul
14. Mounting
13. Lubricate the following with molybdenum di-

sulphide (MoS 2):
• all internal surfaces of the fuel pump

housing
• the sliding surfaces of all parts of the

regulating and timing systems.
• the teeth of the:

regulating guide
MA909-4.3 214 14
timing guide
VIT index arm
15. fuel index arm.
14. Mount the VIT index arm and the guide

screw.
Adjust the position of the VIT index arm so

that the scratch mark is aligned with the
centre of the fuel pump housing.
15. Mount the timing guide in the fuel pump

housing.
The timing guide must be mounted in such

a way that the scratch marks on the timing
MA909-4.3 214 15
guide, on the VIT index arm and on the fuel

pump housing are aligned.
16. Mount the sleeve in the fuel pump housing,

ensuring that the notch in the side of the
16.
sleeve is aligned with the pin hole in the
fuel pump housing.
MA909-4.3 214 16
MAN B&W Diesel A/S
Fuel Pump 909-4.3
Overhaul
17. Mount the fuel index arm. 17.
Adjust the position of the fuel index arm so

that the scratch mark on the fuel index arm
is aligned with the centre of the fuel pump
housing.
18. Mount the regulating guide in the fuel pump

housing.
The regulating guide must be mounted so

that the scratch mark on the regulating
guide is aligned with the scratch mark on
the fuel index arm.
19. Mount the bottom plate on the fuel pump

housing.
20. Return the fuel pump to a vertical position. MA909-4.3 214 17
Mount the actuator and actuator bracket on

the side of the fuel pump.
18.
MA909-4.3 214 18
19.
MA909-4.3 214 05
MAN B&W Diesel A/S
909-4.4 Fuel Pump
Mounting
Mounting
909-4.4
2. 1. Before mounting the fuel pump housing,

make sure that all sliding faces and threads
D09-20 are cleaned and lubricated with MOLYKOTE
antifriction spray D321R or molybdenum di-
sulphide (MoS 2).
2. Mount the lifting tool on the fuel pump top

cover studs. Lift the fuel pump housing on
to the pump base, taking care not to dam-
age the threads of the studs.
Remove the lifting tool.
3. Mount the nuts on the studs and tighten to

the specified torque or angle, see Data.
Note!
Use either the tightening torque or the

tightening angle.
MA909.4.2 214 07
3.
D09-18
or
D09-19
MA909-4.2 214 06
MAN B&W Diesel A/S
Fuel Pump 909-4.4
Mounting
4. Mount the drain oil pipes on the fuel pump 5.

housing.
Connect the control air pipes to the actuator

for the VIT index arm. D09-39
5. Fit new gaskets on the fuel pump inlet pipe.

Mount the pipe between the fuel pump
housing and the fuel oil inlet and outlet
valve.
Mount the shock absorber.
6. Mount the barrel assembly in the fuel pump

housing. See Procedure 909-6.4.
MA909-4.2 214 04
7. Mount the top cover on the fuel pump hous-
ing. See Procedure 909-5.4.
Mount the air pipe for the puncture valve.
8. Close the drain cock and open the fuel oil 8.

inlet valve.
MA909-1.1 223 09
MAN B&W Diesel A/S
Fuel Pump Top Cover 109-5
Data
X Stopped engine
X Shut off fuel oil
Data
D09-23 Top cover studs, screwing-in torque 130 Nm

D09-24 Top cover nuts, tightening torque 210 Nm
D09-26 Outlet seat, max.grinding diameter 18 mm
D09-27 Top cover 35 kg
MAN B&W Diesel A/S
109-5 Fuel Pump Top Cover
Data
P90951 069 Lifting tool for fuel pump

P90951 094 Milling tool for fuel oil pipe seats
MAN B&W Diesel A/S
Fuel Pump Top Cover 909-5.1
Checking
1. Shut off the fuel oil inlet.

1.
Open the drain cock (at the bottom of the
pump housing), and drain off any oil left in
the high-pressure pipe and the fuel pump.
Note!
M909050234D01
Dismount all drain pipes and the pipe con-
nections to the puncture valve.
Dismount the high-pressure pipes between

the top cover and the fuel valves.
See Procedure 909-14.2. 2.
Note!
If the puncture valve is to be overhauled,
remove the puncture valve from the top
cover at this stage.
2. Remove the top cover fixing nuts and

mount the dismantling screws for top cover
in the two threaded holes.
M909050234D02
Pull the top cover with suction valve and

puncture valve (if still mounted) free by
tightening the dismantling screws.
When the top cover is loose, remove the 3.

dismantling screws and mount the lifting
tool in the threaded holes instead.
3. Lift the top cover carefully off.

D0927
For overhaul of top cover, puncture valve
and suction valve, see Procedures 909-5.3,
909-7.3, 909-8.3.
Discard the gasket.

M909050234D03
MAN B&W Diesel A/S
909-5.2 Fuel Pump Top Cover
Dismantling
1. If not already done, dismount the protective

1. cap and the puncture valve from the top
cover.
2. Mount the top cover in special bracket and

dismantle the suction valve and the lock
washer from the top cover.
3. Fill the oil ducts of the top cover with

vaseline or heavy grease.
Screw the guide, with the miller, into the

M909050234O02
high-pressure pipe thread.
Mill the seat until a smooth surface is

achieved. For maximum seat diameter see
Data.
2.
After completing the milling, use com-
pressed air to blow the vaseline/ grease
out from the oil ducts.
D0926 Clean the top cover with diesel oil/gas oil,

and blow dry with compressed air.
Note!
Make sure that all bores and threads in-
side the top cover are absolutely clean.
M9099050234O03
If necessary, recondition the seats of the

fuel oil high-pressure pipes.
3. 4. Mount a new lock washer and a new or

overhauled suction valve in the top cover.
M9099050234O04
MAN B&W Diesel A/S
Fuel Pump Top Cover 909-5.2
Dismantling
1. Make sure that the inside of the fuel pump

housing and the top of the fuel pump bar- 1.
rel is completely clean.
2. Mount a new gasket on top of the pump D0927

housing.
Lubricate all sliding faces, studs and seal-

ing rings with molybdenum disulphide
(MoS2). See Procedure 913-11.
Mount the overhauled top cover (with over-

hauled suction valve and reconditioned
M909050234M01
seatings for the high-pressure pipes) on the
pump housing.
Check that the guide pin in the top cover

enters the hole in the pump housing.
Warning! 3.
D0924
As a safety precaution, and before
mounting the top cover nuts, turn the
engine one revolution.
When doing this, the top cover must not

move upwards!
3. Mount the top cover fixing nuts, and

tighten them diagonally to the torque indi-
cated in Data.
M909050234M03
For adjustment of the fuel pump, see Pro-

cedure 909-1.1.
4. Finally, mount a new or overhauled punc-

ture valve on the top cover. See Procedure 4.
909-8.4.
Mount the protective cap over the puncture

valve and the two screws in the top cover.
Mount the high-pressure pipes and the
drain screw in the pump housing.
Mount the drain pipes on the top cover

and the connecting pipe to the puncture
valve. Open the fuel oil inlet.
M909050234M04
MAN B&W Diesel A/S
Fuel Pump Barrel Assembly 109-6
Data
X Stopped engine
X Shut off fuel oil
Data
D09-29 Barrel assembly 28 kg

D09-30 Plunger 7 kg
MAN B&W Diesel A/S
109-6 Fuel Pump Barrel Assembly
Data
P90951 057 Lifting tool for barrel and plunger

P90951 224 Tool for P. max rack
P90977 Mounting Tools - Pump Barrel Seals
MAN B&W Diesel A/S
Fuel Pump Barrel Assembly 909-6.2
Dismantling
Fuel Pump Barrel Assembly
S60MC-C
0219
Dismantling
909-6.2
1.
Open the drain cock (at the bottom of the

pump housing), enabling the oil which is left
in the high-pressure pipe and the fuel pump
to escape.
Note!

GN909-5.2 204 01
Dismount the pipe connections to the punc-
ture valve.
Dismount the fuel oil high-pressure pipes. 2.

See Procedure 909-14-2.
2. If the top cover is to be overhauled, dis-

mount the puncture valve.
3. Dismount the fuel pump top cover.

HN909-8.2 207 03
3.
GN909-5.2 204 03
0$1% :'LHVHO$6
909-6.2 Fuel Pump Barrel Assembly
Dismantling
4. 4. Position the lifting tool for the barrel/plunger

assembly (without measuring pin) in such a
manner that the two distance tubes of the
tool rest on the pump barrel.
Make sure that the two guide pins in the

bottom of the lifting tool enter the holes in
the top of the plunger.
Secure the lifting tool by screwing the two

screws into the pump barrel.
Loosen the stop ring on the spindle of the

GN909-6.2 204 01
tool and press the spindle down against the

pump plunger.
Turn the spindle in this position until the two

guide pins engage with the two holes in the
5. plunger top.
Tighten the centre screw of the spindle

against the plunger.
5. Remove the pump barrel guide screw from

the pump housing.
MB909-3.1 95 05
6. Disconnect the links for the timing drive and

the regulating drive. Dismount the union
and pointer for the timing drive and the reg-
ulating drive.
6.
Note the position of the scratch mark on the
lever arm.
Remove the locking plate and the lever

arm.
Mount the extractor tool and connect the

timing toothed rack to the pulling rod by
means of the pin.
GN909-6.2 204 03
0$1% :'LHVHO$6
Dismantling
7. Turn the nut at the end of the pulling rod, 7.

whereby the timing rack will move out-
wards.
Continue turning the nut until the pin reach-

es the outer position of the slot in the tool,
whereby the thread of the fuel pump barrel
GN909-6.2 204 04
goes clear of the timing guide.
Keep the toothed rack in this position during

the overhaul or replacement of the pump
barrel.
8.
There is now a distance between the lifting
tool and the pump housing.
8. Pull the regulating toothed rack outwards

until the plunger foot has been turned clear
of the bayonet joint in the roller guide.
This can be ascertained by watching the

handles on the spindle of the lifting tool.
These will be parallel with the fore-and-aft
direction of the engine when the plunger
has been turned into position.
Remove the cover of the pump base to

make sure that the plunger is able to go
GN909-6.2 204 05
clear of the bayonet joint.
Lift the spindle so that the plunger foot goes

clear of the bayonet joint.
Move the stop ring of the spindle into con- 9.

tact with the upper flange of the tool, and
lock the stop ring in this position by means
of the stop screw.
9. Carefully lift the barrel/plunger assembly D09-29

out of the pump housing.
Dismount the tool.
Press the plunger upwards to the bottom of

the barrel.
Send the barrel/plunger assembly to an

MAN B&W authorized workshop for repair,
or overhaul it on board as described in Pro-
cedure 909-6.3.
GN909-6.2 204 06
0$1% :'LHVHO$6
Overhaul
Overhaul
909-6.3
1. 1. Clean the outside of the barrel.
Set up the pump barrel/plunger in a bench

vice provided with “soft” jaws.
D09-29
Remove and discard the sealing rings from
the barrel.
2. Pull the plunger carefully out of the barrel.
Carefully clean the plunger (for example in

clean kerosene) and wipe dry with a clean
piece of cloth. Also clean the bores in the
top of the plunger.
MB909-3.2 95 01
Clean the barrel and wipe dry with a clean

piece of cloth.
2. For evaluation of pump barrel/plunger, see

Volume I, OPERATION, Chapter 706.
3. Before mounting new sealing rings on the

barrel, heat them in 100°C hot water for at
least five minutes.
4. When mounting the new sealing rings on

the lower end of the pump barrel, the inner
sealing ring must be mounted first.
Mount the guide stick in the barrel and po-

D09-30 sition the big cone on the barrel.
MB909-3.2 95 02
Place the spring-loaded sealing ring on the

cone with the spring facing upwards, see
the sketch.
4. Use the pusher tool to push the sealing ring

into the groove.
MB909-3.2 95 04
0$1% :'LHVHO$6
Overhaul
5. When mounting the sealing ring in the outer 5.

groove, place the spacer tool inside the
cone to obtain the correct distance to the
groove, and repeat the above procedure.
After mounting the sealing rings, compress

them by pressing the “sizer” tool over the
sealing rings.
6. Mount the guide stick and cone on the top

end of the barrel and mount the uppermost
sealing ring in the same way as above.
Make sure that the spring faces down-
MB909-3.2 95 05
wards, see the sketch.
7. Lubricate the plunger with molybdenum di-

sulphide (MoS 2).
6.
Carefully slide the plunger into the barrel
and press it to the bottom.
Note!
Do not use force as this will damage the

sliding surfaces of the plunger or barrel
If the barrel assembly is not to be mounted

immediately, all openings must be covered
with plastic to prevent dirt from entering the
barrel assembly during storage.
MB909-3.2 95 06
7.
MB909-3.2 95 07
0$1% :'LHVHO$6
Mounting
Mounting
909-6.4
1. 1. Place the supplied measuring pin – which

is of the same length as the plunger – on
the spindle of the lifting tool, and fasten it
by tightening the centre screw of the spin-
dle. Loosen the stop ring on the spindle.
Place the tool on the pump housing, and

press the spindle down until the pointed
end of the measuring pin is in contact with
the thrust piece of the roller guide.
Then press the stop ring down until it

reaches the flange of the tool and lock it
there by tightening the screw of the stop
ring against the spindle.
The stop ring is to remain tightened in this

position until the plunger has been correctly
mounted.
The engine must not be turned until the

mounting of the barrel/plunger assembly
HN909-6.4 207 01
has been completed.
2. Dismount the tool from the pump housing

and remove the measuring pin from the
spindle. Then mount the tool on the barrel/
2. plunger assembly which is ready for mount-
ing.
Secure the tool to the barrel by tightening

the two screws, and attach the plunger to
the spindle of the tool by tightening the cen-
tre screw of the spindle. The tool is thus
fixed on the barrel in such a way that its cor-
rect positioning is ensured during mount-
ing.
Before mounting the barrel/plunger in the

pump housing, lubricate the thread for the
timing guide and all sealing rings with mo-
lybdenum disulphide.
Using the spindle of the tool, pull the plung-

er as high up in the barrel as possible, at
the same time turning the spindle so as to
position the plunger foot correctly in relation
to the cutout of the regulating guide.
HN909-6.4 207 02
0$1% :'LHVHO$6
Mounting
3. Pull the regulating toothed rack as far out 3.

as possible and check that the extractor
tool is mounted correctly on the timing
toothed rack when this is in its outer posi-
tion.
4. Check that the slot in the barrel coincides

with the hole for the guide screw.
Lower the barrel assembly carefully into the
GN909-6.4 204 03
pump housing.
If necessary, turn the regulating guide a lit-

tle (using the toothed rack) to make the foot
and the regulating block of the plunger fit
properly in the cutout of the regulating 4.
guide.
Lowering the barrel assembly so far down

into the pump housing that the sealing rings D09-29
of the barrel are about to enter the bore in
the pump housing.
Then continue pressing down the barrel/

plunger assembly until the barrel assembly
rests on top of the timing guide. There will
be a gap between the tool and the pump
housing.
GN909-6.4 204 04
0$1% :'LHVHO$6
Mounting
5. 5. Loosen the nut on the extractor, disconnect

the pulling rod from the timing toothed rack,
and remove the extractor.
Engaging the thread of the fuel pump barrel

with the timing guide is accomplished by
pressing-in the toothed rack. (A pressure of
about 30 kg may be required).
Check that the toothed rack is correctly en-

gaged by pressing-in the rack. When doing
this, the pump barrel shall move down-
wards.
The top flange of the tool is now resting on

the top of the pump housing.
6. After ‘landing’ the barrel assembly, press

the plunger down into contact with the
GN909-6.4 204 05
thrust piece of the roller guide.
Check that the stop disc of the spindle is in

full contact with the flange of the tool, as
when measuring.
6.
If necessary, turn the regulating guide a lit-
tle (using the toothed rack) to make the
plunger foot fit properly in the cutout of the
roller guide. Inspect the position of the
plunger foot through the inspection hole.
When the plunger is in place, press the reg-

ulating rod in, thereby turning the plunger
by means of the regulating guide and caus-
ing the plunger foot to “interlock” with the
bayonet joint of the roller guide.
Check that the plunger is correctly engaged

by pulling at the spindle of the lifting tool.
When doing this, it must not be possible to
lift the spindle.
Mount the inspection hole cover.

GN909-6.4 204 06
0$1% :'LHVHO$6
Mounting
7. Mount the pointer and union for the timing 7.

rack.
Mount the links for the timing drive and the

regulating drive in place in accordance with
the marks.
8. Mount the guide screw for the pump barrel

in the pump housing.
GN909-6.4 204 07
Remove the centre screw from the plunger,
and remove the tool.
9. Mount the top cover without mounting the 8.

nuts. Turn the engine one revolution, and
check that the top cover does not move up-
wards. If the top cover does move upwards,
the barrel/plunger assembly has to be re-
moved and re-inserted.
10. Mount the fuel pump top cover, including

the nuts. See Procedure 909-5.4.
GN909-6.4 204 08
0$1% :'LHVHO$6
Fuel Pump Suction Valve 109-7
Data
X Stopped engine
Engage turning gear
X Shut off fuel oil
Data
D09-33 Suction valve, tightening torque 900 Nm

D09-34 Suction valve 2.5 kg
MAN B&W Diesel A/S
109-7 Fuel Pump Suction Valve
Data
P90951 128 Crowfoot spanner

P90979 Mounting Tools - Suction Valve Seals
MAN B&W Diesel A/S
Fuel Pump Suction Valve 909-7.1
Checking
Fuel Pump Suction Valve
S60MC-C
0214
Checking
909-7.1
1.
1. Using a brass mandrel, check that the valve
slide can slide freely up and down inside
the suction valve.
2. Check the seats for tightness by filling the

inlet hole with diesel oil or gas oil, and wait
five minutes. No oil may seep through the
seats of the slide/housing.
3. If the suction valve is not to be mounted on

the engine immediately after the checking,
cover all openings of the valve with plastic
to prevent dirt from entering the valve dur-
ing storage.
HN909-7.1 207 01
2.
KB909-3.3 105 08
0$1% :'LHVHO$6
909-7.2 Fuel Pump Suction Valve
Dismantling
Dismantling
909-7.2
1. 1.
Note!
Before dismantling the top cover, it is

recommended to dismantle the fuel pump
puncture valve, see Procedure 909-8.2.
Dismantle the fuel pump top cover and suc-

tion valve assembly from the fuel pump
housing. See Procedure 909-5.2.
2. Mount two eye bolts in the bottom of the top

cover and turn it upside down.
3. Mount the top cover in an upside down po-

GN909-5.2 204 03
sition in the top cover bracket mounted on

the bulkhead inside the engine room. Tight-
en the nuts of the bracket to fix the top cov-
er.
2.
Release the suction valve lock washer.
Dismount the suction valve from the top

cover.
Remove and discard the lock washer.

GN909-5.3 204 02
3.
KN909-7.2 213 03
0$1% :'LHVHO$6
Fuel Pump Suction Valve 909-7.3
Overhaul
Overhaul
909-7.3
1. Set up the suction valve in a bench vice 1.

with “soft” jaws and, using a brass mandrel
and a hammer, release the spring guide
from the valve thrust piece.
Disassemble the other parts of the suction

valve and clean the parts thoroughly in
clean diesel oil.
Remove and discard the sealing ring from

the valve thrust piece.
2. Inspect the seat of the valve slide and the

seat in the thrust piece for damage. If the
seats are damaged, both the suction valve
and the valve slide must be discarded.
KB909-3.3 105 05
Lapping of the seats must not be attempt-
ed.
3. Mount the O-ring in the groove of the seal- 2.

ing ring and position the cone on the thrust
piece.
Place the sealing ring on the cone and, us-

ing the pusher tool, push the sealing ring on
to the groove.
Note!
KB909-3.3 105 06
Make sure that the sealing ring is

mounted correctly. See the sketch.
After mounting the sealing ring, compress it 3.

by pressing the “sizer” tool over the sealing
ring.
4. Clean and overhaul all internal parts, and

lubricate them with molybdenum disulphide
(MoS 2).
5. Re-assemble the suction valve.
6. Check the suction valve after the overhaul.

XZ909-7.3 204 03
0$1% :'LHVHO$6
909-7.4 Fuel Pump Suction Valve
Mounting
Mounting
909-7.4
1. 1. Mount the top cover in an upside down po-

sition in the top cover bracket mounted on
the bulkhead inside the engine room. Tight-
en the nuts of the bracket to fix the top cov-
D09-33 er.
Lubricate the thread of the suction valve

with copper grease.
Make sure that the bore for the suction

valve in the top cover is absolutely clean.
Fit a new lock washer and mount a new or

overhauled suction valve in the top cover.
Fit the two screws which secure the lock

washer.
Tighten the suction valve with a torque

spanner. See Data.
Lock the suction valve in position by bend-

ing up an edge of the lock washer over one
KN909-7.4 213 01
of the flats of the valve.
2. Remove the top cover from the bracket and

mount the top cover in the fuel pump hous-
2. ing. See Procedure 909-5.4.
GN909-5.2 204 03
0$1% :'LHVHO$6
Fuel Pump Puncture Valve 109-8
Data
X Stopped engine
Engage turning gear
X Shut off fuel oil
Data
D09-35 Puncture valve, tightening torque 890 Nm
MAN B&W Diesel A/S
109-8 Fuel Pump Puncture Valve
Data
P90951 Crowfoot spanner

P90980 Mounting Tools - Air Piston Seals
MAN B&W Diesel A/S
Fuel Pump Puncture Valve 909-8.2
Dismantling
Fuel Pump Puncture Valve
S60MC-C
0217
Dismantling
909-8.2
2.
Open the drain cock at the bottom of the

pump housing and drain off any oil left in
the fuel oil high-pressure pipe and fuel
pump.
Note!

2. Dismantle the control air pipe and the pro-

tective cap above the puncture valve.
3. Unscrew and remove the puncture valve

from the fuel pump top cover.
4. After dismantling it is recommended always

HN909-8.2 207 02
to overhaul the puncture valve.
If the overhaul cannot take place immedi-

ately after the dismantling, it is recommend-
ed to place the puncture valve immersed in
diesel oil until the overhaul. 3.
HN909-8.2 207 03
0$1% :'LHVHO$6
909-8.3 Fuel Pump Puncture Valve
Overhaul
Overhaul
909-8.3
1. 1. Remove and discard the O-rings from the

puncture valve.
Set up the puncture valve in a bench vice

with “soft” jaws.
Loosen and remove the four screws and

dismount the plug. Use a screw to remove
the air piston from the housing.
Remove and discard the sealing rings from

the air piston.
Disassemble the other parts of the punc-

ture valve, using a brass mandrel and a
hammer. Take care not to damage the valve
seat.
Thoroughly clean all the parts in clean die-

sel oil.
2. Inspect the conical seats of the valve hous-

ing and the valve slide for wear marks or
scratches.
If the seats are damaged, the valve housing

and the valve slide must be discarded.
Lapping of the valve seats must not be at-

HN909-8.3 207 01
tempted.
2.
HG909-8.2 201 02
0$1% :'LHVHO$6
Fuel Pump Puncture Valve 909-8.3
Overhaul
3. When mounting the new sealing rings on 3.

the spindle of the air piston, the inner seal-
ing ring must be mounted first.
Mount the O-ring in the ring groove and po-

sition the large cone on the spindle.
Place the sealing ring on the cone and, us-

ing the pusher tool, push the sealing ring on
to the O-ring in the groove.
After mounting the sealing ring, compress it

by pressing the ‘sizer' tool, over the sealing
ring.
Mount the outer sealing ring in the groove

using the short cone, and repeating the
above procedure.
4. The new sealing ring is mounted on the

head of the air piston in accordance with
the same procedure as above.
GM909-3.3 89 10
Before assembling the puncture valve, lu-

bricate all parts with “MOLYKOTE anti-fric-
tion SPRAY D321R” or molybdenum
disulphide (MoS 2).
4.
Mount new O-rings on the housing.
5. If the puncture valve is not to be mounted

on the engine immediately after the over-
haul, cover all openings of the valve with
plastic to prevent dirt from entering the
valve during storage.
GM909-3.3 89 12
0$1% :'LHVHO$6
909-8.4 Fuel Pump Puncture Valve
Mounting
Mounting
909-8.4
2. 1. Make sure that the bore for the puncture

valve in the fuel pump top cover is absolute-
ly clean.
If this has not already been done, mount

new O-rings on the puncture valve.
Lubricate the thread of the puncture valve

with copper grease.
D09-35 2. Screw the puncture valve into the bore in

the top cover.
Using a crowfoot wrench and a torque

spanner, tighten the puncture valve to the
torque stated in Data.
3. Mount the protective cap and the control air

pipe on top of the puncture valve.
4. If open, close the drain cock on the fuel

pump and open the fuel oil inlet valve.
HN909-8.4 207 02
3.
HN909-8.4 207 03
0$1% :'LHVHO$6
Fuel Pump Shock Absorber 109-9
Data
X Stopped engine
X Shut off fuel oil
Data
D09-39 Shock absorber 20 kg
MAN B&W Diesel A/S
109-9 Fuel Pump Shock Absorber
Data
MAN B&W Diesel A/S
Fuel Pump Shock Absorber 909-9.1
Checking
Fuel Pump Shock Absorber
S60MC-C
0214
Checking
909-9.1
To ensure satisfactory operation, the function-

ing of the fuel pump shock absorber should be
checked at regular intervals. Normally, inspec-
tion is necessary only at the intervals stated in
the maintenance programme. The checks
should be carried out while the engine is oper-
ating.
1. Remove the plug from the end cover of the

shock absorber. Check that air is ‘pulsating’
through the threaded hole.
Short bursts of air should be felt against the
HM909-4.0 09 01
hand, corresponding to the strokes of the
fuel pump.
The air pulses occur when the shock ab-

sorber piston is working and the air below
the piston is being compressed and forced
out through the threaded hole.
2. To check the ‘tightness’ of the piston, meas-

ure the amount of leakage oil flowing from
the drain pipe of the shock absorber hous-
ing. Note down the amounts measured and
compare with earlier measurements.
Increasing amounts indicate a deteriorating

piston sealing. Excessive amounts indicate
that the shock absorber requires overhaul-
ing.
0$1% :'LHVHO$6
909-9.3 Fuel Pump Shock Absorber
Overhaul
Overhaul
909-9.3
1.
Note!

D09-39 has been drained off.
1. Remove the shock absorber drain pipe.

Place a wire strap around the shock ab-
sorber and hook on the engine room crane.
Loosen the screws holding the shock ab-
GN909-9.3 204 01
sorber and remove it from the fuel pump

housing.
2. Remove the plug from the end cover of the

shock absorber. Fit a threaded rod between
2. the piston and the end cover to counteract
the force of the springs. Loosen the screws
of the end cover and remove the end cover
and piston. Discard the gasket.
3. Loosen the nut on the threaded rod to re-

lieve the springs and remove the threaded
rod. Remove and discard the sealing ring in
the shock absorber housing and the wear
ring on the piston.
4. Clean all parts and polish the sliding sur-

faces of the piston and the shock absorber
housing. Mount a new sealing ring in the
HG909-9.2 201 02
shock absorber housing and a new wear

ring on the piston.
5. Mount the springs and the spring guide be-

tween the end cover and the piston, using
4. the threaded rod.
Lubricate all sliding surfaces and assemble

the shock absorber. Take care not to dam-
age the sealing ring or wear ring when
mounting the piston. Check that the piston
slides easily in the shock absorber housing.
6. Mount the end cover. For tightening the

nuts, see Data. Lock with the locking de-
vice. Remove the threaded rod and insert
the plug.
HG909-9.2 201 04
0$1% :'LHVHO$6
Fuel Pump Shock Absorber 909-9.3
Overhaul
7. Fit a new gasket on the fuel pump housing

and mount the shock absorber. Mount the
shock absorber drain pipe.
If an excessive amount of drain oil is still

observed after the overhaul, the shock ab-
sorber must be replaced and the damaged
one sent to an authorized MAN B&W repair
shop for reconditioning.
0$1% :'LHVHO$6
Fuel Valve 109-11
Data
SAFETY PRECAUTIONS
Special Edition
S50MC-C
D10911
109-11 Data 0061 Fuel Valve
X Stopped engine
Engage turning gear
X Shut off fuel oil
Data
D09-40 Fuel valve opening pressure 350 - 380 bar

D09-41 Fuel valve tightening torque 25 Nm
D09-42 Inlet seat, max. diameter 18 mm
D09-43 Fuel valve 8 kg
When referring to this page, please quote Data D10911 Edition 0 S61 Page 1 (2)
MAN B&W Diesel A/S
109-11 Fuel Valve
Data
P90151 71 Dismantling tool for fuel valve

P90951 94 Milling tool for fuel oil pipe seats
P90951 165 Grinding mandrel for valve head
P90951 177 Grinding mandrel for thrust spindel
P90951 189 Grinding mandrel for holder - outside
P90951 190 Grinding mandrel for holder - inside
P90951 248 Hook wrench
P90951 297 Assembling tool for fuel valve
P90961 Fuel Valve tester, complete
Page 2 (2) When referring to this page, please quote Data D10911 Edition 0 S61
MAN B&W Diesel A/S
Fuel Valve 909-11.1
Checking
Fuel Valve
S50MEC
0235
Checking
909-11.1
1.
The fuel valves must be given the utmost atten-
tion and care, as the greater part of irregulari-
ties that may occur during the running of the
engine can be attributed to defects in these
valves.
If the engine gives normal performance in ac-
cordance with diagrams and exhaust tempera-
tures, it is only necessary to inspect the fuel
valves after the service period stated in the
Checking and Maintenance Schedules. See
Chapter 900-1.
In order to obtain reliable results during testing
of the fuel valves, all fuel valves that are dis-
mantled from the engine must be disassem-
bled, cleaned, inspected and re-assembled
befire testing. See Procedures 909-11.3 and
909-12.3.
GN909-11.1 204 01
Note!
In the event that the slide-type fuel valve

is pressure tested without being cleaned
between the fuel nozzle and the cut-off 2.
slide, the opening pressure value measu-
ered might be considerably lower than D09-41
specified.
All fuel valves must be function-tested before

being mounted in the cylinder cover.
1. Pressure testing pump
If an air supply of 10 bar is not available,

working air of 7 bar can be used. Regarding
the operation of the pressure testing pump,
see the supplier’s instructions.
Note!
The high-pressure pump should be peri-

odically checked in accordance with the
supplier’s instructions.
Prescribed oil: Hydraulic oil (rust-prevent-

ing) with a viscosity of between 7 and 10
cSt at 50°C.
Note: use clean oil only.
GN909-11.1 204 02
2. Setting-up the fuel valve
Place the fuel valve in the test rig and se-

cure it with the tubular spacers and nuts.
MAN B&W Diesel A/S
909-11.1 Fuel Valve
Checking
3. Tighten the nuts to the torque stated in Da-

ta. Mount the oil pipe between the pressure
testing pump and the fuel valve.
3. Pressure testing procedure

The subsequent items must be followed in
the sequence stated. Items 4, 6, 7 and 8
are each divided into the following four sub-
items:
A. Objective
B. Procedure
C. Acceptance criteria
D. Cause of fault.
Note!
If working air of 10 bar is not available,

pressures down to 7 bar are acceptable
for all the tests.
GN909-11.1 204 03
4. Flushing and jet control

A. Objective:
To remove air in the system and check the
fuel jet.
4.
B. Procedure:
The control handle must be in the OPEN
position. Slowly increase the working pres-
sure until straight jets of oil are ejected from
the nozzle holes (no atomization).
C. Acceptance criteria:
There is to be a continuous jet of oil through
at least one of the nozzle holes.
Owing to the geometry of the internal part

of the nozzle – and because the height to
which the spindle is lifted during pressure
testing is lower than the height it is lifted
during normal engine operation – the fuel
oil will not necessarily flow from all of the
nozzle holes.
D. Cause of fault:
If the above point C is not fulfilled, the
cause may be:
GW909-11.1 235 04
• Dirt in the nozzle holes.

• The nozzle is not mounted correctly.
MAN B&W Diesel A/S
Fuel Valve 909-11.1
Checking
5. Atomization test 5.
Note!
Do NOT attempt to carry out an atomiza-

tion test on slide type fuel valves, as this
may damage the cut-off slide and nozzle.
The reason is that the atomization test may

damage the valve because it makes the
needle oscillate, with a small lift at a very
high frequency. The high pressure drop
GW909-11.1 235 05
across the cut-off edge and the high con-
tact pressure between slide and fuel noz-
zle, in combination with the poor lubricity of
the test oil, increase the risk of seizures be-
tween cut-off slide and nozzle.
6.
All of these conditions involve the risk of
seizure between the cut-off slide and the D09-40
nozzle.
6. Opening pressure
A. Objective:
To check the opening pressure.
B. Procedure:
The control handle is to be in the OPEN po-
sition.
Increase the oil pressure until oil is admit-

ted through the nozzle holes.
Check the opening pressure on the pres-
sure gauge.
GN909-11.1 204 06
MAN B&W Diesel A/S
909-11.1 Fuel Valve
Checking
7. D. Cause of fault:
If the opening pressure is higher than spec-
ified in D09-40, the cause may be that a
wrong type of spring is used – replace the
spring on the thrust spindle, if necessary,
replace the complete thrust spindle.
If the opening pressure is lower than spec-

ified in D09-40, the cause may be that the
spring has sagged – replace the spring, or
add a special thin disc.
Note!
Special thin discs are available as

spares.
If a spring or a disc has been changed, the

pressure testing procedure of the fuel valve
must be repeated from step 4.
7. Sealing test and sliding function
A. Objective:
To check the needle valve seat for tightness
and the slide for correct closing.
B. Procedure:
The control handle must be in the OPEN po-
sition.
Slowly increase the oil pressure to about 50

bar below the opening pressure. Maintain
the built-up pressure by moving the control
handle into the CLOSED position. Repeat the
procedure two or three times.
GN909-11.1 204 07
Oil must not flow from the nozzle holes.
The pressure drops relatively slowly to

about 15 bar, after which it drops quickly to
0 (the slide is pressed against the conical
seat and opens for circulation oil).
Note!
Oil flows out of the leak oil outlet when

the fuel valve is full of oil.
MAN B&W Diesel A/S
Fuel Valve 909-11.1
Checking
D. Cause of fault:
D.1 Sealing test

If oil flows out of the nozzle holes, the
cause is either:
• Defective spindle guide at needle seat, or

a sticking spindle. Examine and/or re-
place the spindle guide.
• Too quick pressure drop:

– the clearances of the movable parts,
both of the spindle guide and of the non-
return valve, are too large, or
– the seats between the thrust piece/

spindle in the spindle guide or thrust
piece/valve slide in the non-return valve
are damaged.
Examine and/or replace both the spindle

guide and non-return valve.
D.2 Sliding function

The pressure drops relatively slowly to
about 15 bar, after which it drops quickly to
0 (the slide is pressed against the conical
seat and opens for circulation oil).
Note!
There will always be an oil flow from the

GN909-11.1 204 07
leak oil outlet when the fuel valve is full of

oil.
If a quick pressure drop from 15 to 0 bar

cannot be registered:
• The valve slide is sticking; or
• the vent hole in the thrust piece is

blocked.
If so, disassemble and examine the spindle

guide, replace if necessary.
MAN B&W Diesel A/S
909-11.1 Fuel Valve
Checking
8. 8. Pressure test, O-ring sealings
A. Objective:
To ensure that the leak oil (circulation oil)
remains in the closed system.
B. Procedure:
The control handle is to be in the OPEN po-
sition.
Build up a working pressure of about max.

10 bar until oil flows out of the leak oil out-
let.
Close the leak oil outlet with a gasket and
plug screw.
Increase the working pressure to about 100

bar.
Move the control handle to the CLOSED po-

sition.
The built-up pressure of about 100 bar

should be maintained.
D. Cause of fault:
If oil leaks out at the union nut, the O-ring
inside the fuel valve head is defective, and
must be replaced.
GN909-11.1 204 08
MAN B&W Diesel A/S
Fuel Valve 909-11.2
Dismantling
Dismantling
909-11.2
1. Close the fuel oil inlet and outlet valves. 1.
Dismantle the high-pressure pipe. See Pro-

cedure 909-14.2.
Disconnect the return oil pipe from the fuel

valve.
2. Remove the nuts and the tubular spacers.
3. Take out the valve. If the valve is sticking,

use the fuel valve dismantling tool to pull
the valve clear of the top cover.
GW909-11.2 235 01
If the valve is not to be overhauled immedi-
ately, the valve should be immersed in die-
sel oil until overhauling.
GN909-11.2 204 02 2.
3.
D09-43
MN909-11.2 206 03
MAN B&W Diesel A/S
909-11.3 Fuel Valve
Overhaul
Overhaul
909-11.3
1. When fuel valves are overhauled, all parts

should be handled carefully and be kept clean.
Use only clean, non-fluffy rags for wiping pur-

poses. Make sure to remove all liquid or solid
impurities. Whenever fuel valves are over-
hauled, all sealing rings should be discarded
and replaced by new, faultless sealing rings be-
A fore reassembly.
GW909-11.3 235 01
1. Measure the length A of the protruding part

of the nozzle, and write down the result for
correct re-assembling of the valve.
2. 2. Place the valve holder in a machine vice,

mount the fuel valve in the holder and fit the
valve with the guide disc from the grinding
tool.
3. Compress the fuel valve and the spring in-

side, by means of a drilling machine, to
avoid seizures in the union thread. Hold the
fuel valve compressed and unscrew the un-
ion nut with a hook spanner.
Remove the valve from the valve holder.

GW909-11.3 235 02
3.
MN909-11.3 222 03
MAN B&W Diesel A/S
Fuel Valve 909-11.3
Overhaul
4. Pull the valve head clear of the valve hous- 4.

ing.
Remove the:
• Non return valve
• Thrust spindle parts
• Thrust foot
• Spindle guide and fuel nozzle
from the valve housing.
Remove and discard all the O-rings.
GW909-11.3 235 04
MAN B&W Diesel A/S
909-11.3 Fuel Valve
Overhaul
5. 5. Carefully clean and examine all surfaces of

the:
• Fuel valve housing
D09-42 • Fuel valve head
• Thrust spindle
If necessary, grind the seating surfaces by

means of the grinding mandrels supplied
and a fine-grain abrasive (such as Carbo-
rundum No. 500).
This grinding must only be carried out man-

ually.
After the grinding, wash the parts in gas oil

and blow clean by means of compressed air
to remove any remains of the grinding com-
pound.
In the event of more serious damage to the

seating surface for the high-pressure pipe
in the valve head, the milling tool can be
used.
Normally, the milling tool is turned by hand,

but it may be fitted in the chuck of a column-
type drilling machine provided that the
number of revolutions is kept at a minimum
(not exceeding approx. 100 r/min). An am-
ple supply of cutting emulsion must be
used.
Note!
Take care not to exceed the maximum

diameter of the seat, see Data.
GN909-11.3 204 02
MAN B&W Diesel A/S
Fuel Valve 909-11.3
Overhaul
6. The complete spindle guide, including the 6.

fuel nozzle, should be sent to an authorised
MAN B&W repair shop for overhaul. If this
is not possible, the spindle guide may be
overhauled on board.
Note!
Do not attempt to remove the fuel nozzle
GW909-11.3 235 06
from the spindle guide unless the spindle
guide has been dismantled. Otherwise
the cut-off slide on the spindle may be
damaged.
7.
7. The non-return valve should be sent to an
authorised MAN B&W repair shop for over-
haul. If this is not possible, the non-return
valve may be overhauled on board.
8. Mount the complete spindle guide, includ-

ing the fuel nozzle, in the fuel valve hous-
ing.
Carefully slide the spindle guide down into

GN909-11.3 204 04
the valve holder, and turn the nozzle until it

engages correctly with the guide pin. Check
that distance A corresponds to the meas-
urement taken before the valve was disas-
sembled.
8.
Note!
Make sure that the fuel nozzle engages

correctly with the guide pin in the fuel
valve housing. This can be ascertained
by attempting to turn the nozzle by hand
after mounting. It must not be possible to
turn the nozzle.
GW909-11.3 235 08
MAN B&W Diesel A/S
909-11.3 Fuel Valve
Overhaul
9. 9. Mount:
• the thrust foot
• the parts of the thrust spindle
• the non-return valve
in the fuel valve housing.
Mount a new O-ring in the uppermost

groove of the fuel valve housing.
Lubricate the thread of the valve head with

molybdenum disulphide (MoS 2).
For the correct use of this lubricant, see
Procedure 913-11.
Fit the valve head with new O-rings.
10. Make sure that the guide pin between valve

housing and valve head is intact. Press the
valve head down into the valve housing and
check that the guide pin engages correctly
so as to prevent relative turning of the
GW909-11.3 235 09
parts.
10.
GN909-11.3 204 07
MAN B&W Diesel A/S
Fuel Valve 909-11.3
Overhaul
11. Assemble the valve by means of the union 11.

nut.
Place the valve in the valve holder in a drill-

ing machine.
Compress the fuel valve and the spring in-

side. Keep the valve compressed and tight-
en the union nut with a hook spanner.
After overhaul, the fuel valve must be test-

ed in the test rig.
12. If the fuel valve is not to be mounted in the

engine immediately after the overhaul, cov-
er all openings of the valve with plastic to
prevent dirt from entering the valve during
storage. MN909-11.3 222 09
MAN B&W Diesel A/S
909-11.4 Fuel Valve
Mounting
Mounting
909-11.4
1.
Note!
All fuel valves must be function-tested

before being mounted in the cylinder
cover, see Procedure 909-11.1.
1. Before mounting the fuel valve, thoroughly

clean the valve bore in the cylinder cover
and check the seating in the bore for marks
which, if any, must be eliminated.
(For reconditioning of valve bore in cylinder
GN909-11.4 204 01
cover, see Procedure 901-1).
If not already done, mount new O-rings on

the fuel valve. Lubricate the valve with mo-
lybdenum Disulphide (MoS 2).
2.
2. Mount the valve in position in the cylinder
D09-41 cover.
Mount the tubular spacers and nuts. Tight-

en the nuts as stated in Data.
3. Lubricate the thread on the union nipple of

the fuel oil pipe with a heat resistant anti
seize grease before mounting.
Note!
GN909-11.2 204 02
It is recommended to overhaul the fuel oil

pipe before mounting.
3. Mount the overhauled fuel oil pipe. See

Procedure 909-14.4.
Mount and tighten the union nuts.
Reconnect the return oil pipe to the fuel

valve.
Turn on the fuel oil supply.

GW909-11.4 235 03
MAN B&W Diesel A/S
Spindle Guide 109-12
Data
Stopped engine
Shut off starting air supply – At starting air receiver
Block the main starting valve
Shut off starting air distributor/distributing system supply
Shut off control air supply
Shut off air supply to exhaust valve – Only with stopped lubriating oil pumps
Engage turning gear
Shut off fuel oil
Data
MAN B&W Diesel A/S
109-12 Spindle Guide
Data
P90966 Fuel Valve Nozzle - Tools

P90968 Fuel Valve - Inspection Tools
P90974 Fuel Valve Nozzle - Cleaning Tools
MAN B&W Diesel A/S
Spindle Guide 909-12.3
Overhaul
Spindle Guide
S50ME-C
0222
Overhaul
909-12.3
2.
Note!
This instruction is only valid for spindle

guides of the slide valve design.
Extreme care and accuracy should be

exercised when carrying out this opera-
tion.
Based on service experience it is recom-

mended to replace the complete spindle
guide after 8000 hours of operation.
1. Clean the outside of the spindle guide in pure

gas oil or kerosene. The individual parts of the
spindle guide are not interchangeable, there-
fore only one guide is to be disassembled at
a time.
Note!
GW909-12.3 222 02
The spindle guide, thrust piece and spin-

dle are matched parts and may not be re-
placed individually.
2. Place the spindle guide in a bench vice pro- 4.

vided with “soft” jaws, and use the brass
mandrel as shown to disassemble the spin-
dle guide.
3. Mount the pulling tool around the fuel noz-

zle on the spindle guide. Turn the nut to pull
the fuel nozzle off the spindle guide.
Note!
The pulling tool is not standard for all

engines, but may be delivered as an
optional extra.
4. If no pulling tool is available, the fuel nozzle

can be dismantled from the spindle guide
using two screwdrivers.
Place the screwdrivers opposite each other

in the small gap between the fuel nozzle
GW909-12.3 222 04
and the spindle guide and very carefully

force the fuel nozzle off the spindle guide.
MAN B&W Diesel A/S
909-12.3 Spindle Guide
Overhaul
5. 5. Clean all the parts of the spindle guide in

gas oil and wipe dry with a clean piece of
cloth.
Clean all parts again in kerosene or ‘Elec-

trocleaner’ and wipe dry with a clean piece
of cloth.
Place all the parts on a clean, lint-free cloth

and examine them through an 8-10 times
magnification magnifying glass and an in-
spection lamp.
During the examination, pay special atten-

tion to the seating surfaces and sliding sur-
faces of the parts.
6. Remove any deposits or very fine scratches

by placing the spindle, thrust piece or spin-
dle guide respectively in a lathe, as shown,
and polishing with a very fine conventional
polishing linen ‘grade 360’.
GW909-12.3 222 05
Use also a little oil for the polishing (a

coarser polishing linen must absolutely
not be used).
6.
Note!
The sliding surface of the cut-off slide

may only be polished VERY carefully.
The sliding surface must not be dam-
aged.
After polishing, clean the parts again and

re-check the seat on thrust piece/spindle,
the seat on slide valve/spindle, and the seat
on spindle/guide. Use an inspection lamp
and an 8-10 times enlargement magnifying
glass.
MA909-6.2 111 05
If the seats are not in order, i.e. if there are

pressing-in marks or similar on the seats,
the complete spindle guide must be dis-
carded.
MAN B&W Diesel A/S
Overhaul
7. Clean any carbon deposits from the central 7.

bore of the fuel nozzle by means of the spe-
cial brass brush. Clean the spray holes, us-
ing gas oil and the special drills supplied.
Note!
During this operation be very careful not

to push the drill too far to avoid scratch-
ing the snug-fit surface on the inside of
the fuel nozzle.
Clean the fuel nozzle with kerosene and

wipe dry with a clean cloth.
Then test the spray holes with the test pin.

If the test pin is able to enter just one of the
holes, the fuel nozzle must be discarded.
This also applies to nozzles with oval holes

(can be ascertained with a magnifying
glass).
GW909-12.3 222 07
Check the fuel nozzle before mounting on

the spindle guide, the cut-off slide must be
able to move freely inside the nozzle.
Note!
It is recommended that the fuel nozzle is

changed whenever the spindle guide is
being overhauled.
MAN B&W Diesel A/S
909-12.3 Spindle Guide
Overhaul
9. 8. Lubricate the spindle and the thrust piece

with the cut-off slide with a little Molybde-
num Disulphide (MoS 2), see Procedure
913-11.
9. Assemble the thrust piece, the spindle and

the spindle guide and carefully knock the
parts together using a soft hammer.
10. Shake the spindle guide back and forth.

The spindle with the cut-off slide must be
able to slide freely back and forth inside the
spindle guide, with a ‘clicking’ sound.
MN909-12.3 215 09
10.
GW909-12.3 222 10
MAN B&W Diesel A/S
Overhaul
11. Lubricate the sliding surfaces of the nozzle 11.

and the spindle with a little Molybdenum Di-
sulphide (MoS 2). See Procedure 913-11.
Mount the nozzle on the spindle guide.
Place the parts on the plane of a drilling

machine or hydraulic press and position the
mounting tool over the parts. Make sure
that all the parts are perfectly aligned.
Press the nozzle on to the spindle guide.
Note!
The mounting tools are not standard for

all engines but may be delivered as
optional extras.
If no mounting tools are available, the noz-

zle can be mounted on the spindle guide
GW909-12.3 222 11
using a short piece of pipe.
Place the pipe around the nozzle, so that

the lower end of the pipe rests on the ‘foot’
of the fuel nozzle. Then press the parts to-
gether the same way as when using the
mounting tools.
Check that the spindle inside the spindle

guide is able to move freely, by ‘shaking’
the spindle guide.
12. If the spindle guide is not to be mounted in a

fuel valve immediately after the overhaul, cov-
er all openings of the spindle guide with plas-
tic to prevent dirt from entering the spindle
guide during storage.
MAN B&W Diesel A/S
Non-return Valve 109-13
Data
Stopped engine
Shut off star ting air supply – At star ting air receiver
Block the main star ting valve
Shut off star ting air distributor/distributing system supply
Shut off safety air supply – Not ME-engines
Engage turning gear
Shut off fuel oil
Data
MAN B&W Diesel A/S
109-13 Non-return Valve
Data
P90951 153 Flange for dismantling of non return valve

P90968 Fuel Valve - Inspection Tools
MAN B&W Diesel A/S
Fuel Valve Non-return Valve 909-13.3
Overhaul
1.
Note!
Extreme care and accuracy should be
exercised when carrying out this opera-
tion.
1. Clean the outside of the non-return valve

with pure gas oil. The individual parts are
not interchangeable, therefore only one
guide is to be disassembled at a time.
M909130207O01
Note!
Except for the slide valve spring, defec-
tive parts cannot be replaced individually
by new ones.
2.
Place the non-return valve as shown in Fig.

1 in a bench vice provided with “soft” jaws,
and disassemble the non-return valve, us-
ing the disassembling tool and a hammer
as shown.
2. Clean all the parts for the spindle guide in

gas oil and then blow clean.
Finally, clean in either gas oil, kerosene or

‘Electrocleaner', and blow the parts dry
M909130207O02
with compressed air as shown in Fig. 2.
3. Now place the parts on clean, lint-free rags

and examine with an 8-10 times enlarge-
ment magnifying glass, and an inspection
lamp with magnifying glass as shown in 3.
Fig. 3.
M909130207O03
MAN B&W Diesel A/S
909-13.3 Fuel Valve Non-return Valve
Overhaul
4. Examine the slide faces of movable parts

4. for coating. Vent slide B/housing A will be
too tight if there is a coating. (The letters
A-D refer to the letters/parts in Fig. 2).
Fix vent slide B and, subsequently, housing

A in a lathe as shown in Fig. 4 and remove
the coating by means of very fine conven-
tional polishing linen ‘grade 360'.
Also a little oil should be used (a coarser

polishing linen must absolutely not be
used).
M909130207O04
5. Check spring C for the thrust piece for out-

side wear marks. If defective, it should be
exchanged.
Check the seat on thrust piece D/vent

5. slide, and the seat on vent slide/housing.
Use an inspection lamp and an 8-10 times
enlargement magnifying glass.
If the seats are not in order, i.e. if there are

pressing-in marks or similar on the seats,
the complete spindle guide must be dis-
carded.
6. Mount the non-return valve as follows:
• Lubricate all movable parts with molyb-

denum disulphide (MoS2).
M909130207O05
• Place the loosely-assembled non-return

valve on the plane of a drilling machine,
with the tool positioned as shown in
Fig. 6.
6.
• Make sure that the thrust piece and the
other parts are perfectly aligned and
that the thrust piece is guided in the
vent slide.
• Press the handle until the housing and

thrust piece meet.
7. If the non-return valve is not to be

mounted in a fuel valve immediately after
the overhaul, cover all openings of the non-
return valve with plastic to prevent dirt from
M909130207O06
entering the valve during storage.
MAN B&W Diesel A/S
Fuel Oil High-Pressure Pipe 109-14
Data
X Stopped engine
Engage turning gear
X Shut off fuel oil
Data
D09-47 Fuel oil high-pressure pipe, tightening torque 100 Nm

D09-51 Distance from pipe end to thrust bushing lower edge 11 mm
D09-52 Fuel oil pipe 8 kg
When referring to this page, please quote D10914 Edition 0074 Page 1 (2)
MAN B&W Diesel A/S
109-14 Fuel Oil High-Pressure Pipe
Data
P90951 104 Milling tool for fuel oil pipe

P90951 319 Hook wrench for hose pipe
MAN B&W Diesel A/S
Fuel Oil High-Pressure Pipe 909-14.2
Dismantling
Fuel Oil High-Pressure Pipe
S60MC-C
0234
Dismantling
909-14.2
2.
High-Pressure Pipe with Protective Hose
1. Close the fuel oil inlet and outlet valves.
2. Using a hook spanner, unscrew the union

nut at the fuel valve end of the high-pres-
sure pipe.
Pull the union nut and the protective hose

clear of the union nipple.
Unscrew the union nipple from the fuel

valve.
HN909-14.2 209 02
3. Using a hook spanner, unscrew the union
nut at the fuel pump end of the high-pres-
sure pipe.
Pull the union nut and the protective hose 3.

clear of the union nipple.
Unscrew the union nipple from the fuel

pump.
4. Lift the pipe ends clear of the fuel valve/fuel

pump, and remove the high-pressure pipe
from the engine.
Note!
It is recommended always to overhaul

HN909-14.2 209 03
the high-pressure pipe before remounting

it on the engine.
The overhaul should preferably take

4.
place immediately after the high-pres-
sure pipe has been dismantled.
D09-52
HN909-14.2 209 04
0$1% :'LHVHO$6
909-14.3 Fuel Oil High-Pressure Pipe
Overhaul
Overhaul
909-14.3
1. 1. Whenever the fuel oil high-pressure system

has been dismantled, it is necessary, be-
D09-51
fore remounting the high-pressure pipes, to
carefully inspect the tapered contact surfac-
es of the pipe ends, together with their
seats in fuel valves and fuel pump top cov-
er.
Furthermore, the position of the thrust

bushing on the pipe end must be checked.
If the distance is incorrect, compared with
the measurement stated in Data, it should
be adjusted by screwing the thrust bushing
up or down the pressure pipe.
2. If any of the pipe ends requires recondition-

ing, dismantle the high-pressure pipe as
HM909-7.0 59 01
follows:
D09-51
• Lift up the union nut with flexible protec-
tive hose, together with the coupling nut,
on the high-pressure pipe and screw off
2. the thrust bushing.
• Remove the coupling nut and, when the

thrust bushings at both ends of the pipe
have been dismounted, pull the flexible
protective hose with union nuts off the
high-pressure pipe.
3. Shape-up the threads on the pipe ends with

the nut die.
MC909-7.0 67 02
3.
MC909-7.0 67 04
0$1% :'LHVHO$6
Fuel Oil High-Pressure Pipe 909-14.3
Overhaul
4. Mount the guide on the pipe end, place the 4.

miller in the guide and lightly screw on the
union nut.
5. Turn the miller with, for instance, a tap

wrench while lightly tightening the union nut
to provide a suitable pressure between mill-
er and pipe end. During the milling, add
drilling oil emulsion liberally.
After completing the milling, carefully clean

the high-pressure pipe with diesel oil and
wipe dry with a clean piece of cloth.
MC909-7.0 67 03
6. When assembling the high-pressure pipe,
screw the thrust bushings so high up on the
thread of the pressure pipe that the dis-
tance between the pipe end and the bottom
edge of the thrust bushing is as stated in 5.
Data.
Replace the O-rings.
Before mounting a high-pressure pipe,

check the centre distances between pipe
ends and seats, and lubricate the threads
of the union nuts with molybdenum disul-
phide (MoS 2).
It is of great importance for the mounting,

and a condition for obtaining tight joints,
GN909-14.3 204 05
that the pipes fit the seats accurately.
For reconditioning of seat in fuel valve, see

Procedure 909-11.3.
For reconditioning of seat in fuel pump top 6.

cover, see Procedure 909-5.3.
D09-51
HM909-7.0 62 06
0$1% :'LHVHO$6
909-14.4 Fuel Oil High-Pressure Pipe
Mounting
Mounting
909-14.4
4. 1. Check that the distance between the thrust

bushing and the pipe end is correct at both
ends of the pipe. See Procedure 909-14.3.
2. Ensure that the fuel valve is fitted with a

D09-52 new O-ring. Lubricate the thread of the fuel
valve with a heat resistant grease.
3. Ensure that the union nipple at the fuel

pump end of the high-pressure pipe is fitted
with a new O-ring. Lubricate the thread on
the union nipple with a heat resistant
grease.
HN909-14.4 209 04
4. Mount the high-pressure pipe between the

fuel valve and the fuel pump.
Screw the union nipples onto the fuel valve

5. and into the fuel pump top cover, by hand.
Note!
The nipples must be screwed by hand,

as the threads of the union nipples, fuel
valve or fuel pump top cover might other-
wise be damaged.
Tightening with a crowfoot wrench should
only be done after both of the union nip-
ples have been screwed into position.
5. Use a crowfoot wrench and a torque

HN909-14.4 209 05
D09-47
wrench to tighten the union nipple at the
fuel valve to the torque stated in Data.
Screw the union nut onto the union nipple

6. by hand, and tighten lightly with a hook
spanner.
6. Use a crowfoot wrench and a torque

wrench to tighten the union nipple at the
fuel pump to the torque stated in Data.
Screw the union nut onto the union nipple

by hand, and tighten lightly with a hook
spanner.
7. If dismantled, re-mount the return oil pipe

on the fuel valve. Open the fuel oil inlet and
outlet valves.
HN909-14.4 209 06
D09-47
0$1% :'LHVHO$6
Fuel Pump Roller Guide 109-15
Data
SAFETY PRECAUTIONS
Special Edition
D10915
109-15 Data 0050 Fuel Pump
S50MC-C
Roller Guide
Stopped engine
Block the starting mechanism
Shut off starting air supply
Engage turning gear
Shut off fuel oil
Data
D09-53 Nut, reversing shaft, tightening torque 80 Nm

D09-54 Clearance A 0.7 - 3.2 mm
D09-55 Clearance B 2.8 - 5.3 mm
D09-56 Clearance C, max. 0.45 mm
D09-57 Roller/bushing/shaft pin, max. clearance 0.5 mm
D09-60 Housing for sealing arrangement 70 kg
D09-61 Fuel pump roller guide 60 kg
D09-62 Pump base 31 kg
When referring to this page, please quote Data D10915 Edition 0 S50 Page 1 (2)
MAN B&W Diesel A/S
109-15 Fuel Pump Roller Guide
Data
MAN B&W Diesel A/S
Fuel Pump Roller Guide 909-15.1
Checking
Fuel Pump Roller Guide
S60MC-C
0226
Checking
909-15.1
3.
Roller guide mounted in engine
1. The fuel pump roller guide can be partially

checked while mounted on the engine, us-
ing the following procedure:
2. Lift the fuel pump roller guide.

3. Remove the cover on the camshaft housing

to inspect the fuel pump roller guide.
Turn the engine to provide the maximum
HN909-10.1 205 01
space between the roller guide and the cam
disc.
Turn the roller by hand to check that it can

move freely and without unnecessary re-
sistance or “hard” points. 5.
Also inspect the surface of the roller for

possible damage marks, seizures or
scratches. Make sure that there are no trac-
es of bearing metal left in the roller guide
housing.
Check the clearance in the slide bearing by

lifting the roller relative to the roller guide
and measuring the difference in distance
between the cam disc and the roller in the
upper and lower positions of the roller.
4. Lower the roller guide onto the fuel cam

again.
5. Using the telegraph, move the roller guide

to the AHEAD position.
GN909-15.1 203 05
Check that the reversing link is fully tilted

over in AHEAD position.
Carry out the same check in the ASTERN po-

sition.
When referring to this page, please quote Procedure 909-15.1 Edition 0226 Page 1 (10)
0$1% :'LHVHO$6
909-15.1 Fuel Pump Roller Guide
Checking
7. Roller guide removed from engine
A more suitable and reliable method is to check

the roller guide and the bearing clearance after
the roller guide has been dismounted:
6. Dismount the roller guide from the engine.

7. Check the surface of the roller and the slid-

ing surfaces of the roller guide, and meas-
ure any ovalness.
8. Turn the roller guide upside down and land

it in a vertical position on a couple of
planks, with the roller hanging freely.
Measure the clearance in the slide bearing

by placing a dial gauge against the roller
and lifting the roller as much as the clear-
ance permits.
MA909-8.0 70 07
8.
D09-57
MA909-8.0 70 06
Page 2 (10) When referring to this page, please quote Procedure 909-15.1 Edition 0226
0$1% :'LHVHO$6
Dismantling
Dismantling
909-15.2
1.
Note!

1. Dismantle the top cover of the fuel pump.

2. Dismantle the fuel pump barrel assembly.

GN909-5.2 204 03
2.
GN909-6.2 204 06
0$1% :'LHVHO$6
Dismantling
3. 3. Dismantle the fuel pump housing, see Pro-

cedure 909-4.2.
Note!
When lifting the fuel pump housing, take

care not to damage the threads on the
studs.
4. Loosen and remove the screws from the

sealing cap on top of the roller guide inside
the pump base.
Remove the sealing cap from the roller

guide/pump base.
Dismantle the lubricating oil pipe and the

GN909-15.2 203 03
drain pipe from the pump base.
5. Remove the cover on the camshaft housing

to inspect the position of the roller guide.
Turn the engine until the roller guide is at
4.
BDC.
HN909-15.2 206 04
5.
HN909-10.1 205 01
0$1% :'LHVHO$6
Dismantling
6. Loosen the nuts on the two threaded studs 6.

successively until the roller guide springs
are relieved.
Remove the nuts, mount two eye bolts in

the pump base and lift it away. D09-62
When lifting, take care that the bushing of
the pump base slides against the neck of
the roller guide without scratching.
Remove the springs from the roller guide.
7. Mount the roller guide lifting tool as follows:
• Lift the lock plate of the tool up on the

shaft of the tool.
• Position the tool so that its foot rests on

the thrust piece in the bayonet joint of the
roller guide.
HN909-15.2 206 06

• Lower the lock plate, thereby securing

the foot in the locked position.
7.
Lift the roller guide out of the roller guide
housing, using the crane.
When lifting, take care that the slide surfac-

es of the roller guide do not scrape against
the roller guide bushing. D09-61
Land the roller guide on wooden planks.
8. Check the roller guide.

GN909-15.2 203 07
0$1% :'LHVHO$6
Overhaul
Overhaul
909-15.3
1. 1. Inspect and check the fuel pump roller

guide.
2. It is recommended that the roller guide

D09-61 should ONLY be dismantled if
• irregularities when turning the roller,
• damage to the roller,
• larger clearance than stated on the Data

sheet,
• seizure marks on the slide surfaces,
have been observed when checking the

roller guide.
Note!
For disassembling of the roller guide,

MA909-8.0 70 07
contact an MAN B&W authorized repair

shop.
3. If no irregularities are found, just clean and

3. lubricate the roller guide before remounting
it in the roller guide bushing.
HN909-15.3 206 03
0$1% :'LHVHO$6
Mounting
Mounting
909-15.4
1. Lubricate the roller guide with plenty of 1.

camshaft lubricating oil, and mount it in the
roller guide bushing, using the lifting tool.
During mounting, take care not to scratch

the sliding surfaces of the roller guide.
D09-61
Make sure that the pin of the reversing link
fits in the bracket of the reversing shaft.
2. After mounting the roller guide with the re-

versing link, check the clearance between
the roller guide and the guide plate mount-
ed in the roller guide bushing.
Turn the camshaft so that the roller guide is

lifted approx. 20 mm.
The clearance C between the roller guide

and the guide plate must be the same at
both ends +/– 0.1 mm.
HN909-15.4 206 01
The clearances A and B between the

guideway and the pin of the reversing link
(arm) must be checked in the AHEAD and
ASTERN positions.
Connect working air to the air cylinder, and 2.

check that the reversing mechanism is
working smoothly.
The clearances A and B must be approx.

the same in both positions. See Data.
D09-54
D09-56
D09-55
HN909-15.4 206 02
0$1% :'LHVHO$6
Mounting
3. 3. If adjustment is necessary, it must take

place in the ASTERN position.
Remove the cover over the shaft connec-

tion.
Loosen the nut on the reversing shaft and

carry out the adjustment.
After adjustment, shift to AHEAD position

and check the clearances A and B once
more.
Finally, shift again to ASTERN.
Tighten the nut on the reversing shaft to the

D09-53 torque stated in Data, and lock the nut with
Loctite type: Screw Lock No. 59.
Mount the cover over the shaft connection.
4. Turn the engine until the roller guide is at

HN909-15.4 206 03
BDC.
5. Mount the springs and the spring seat discs

over the roller guide.
5. Mount the pump base over the roller guide

and the springs.
Mount the two special nuts on the threaded

studs.
Using the special tube-shaped socket

D09-62 wrench, tighten the nuts until the pump
base is fastened tightly to the roller guide
bushing.
HN909-15.2 206 06
0$1% :'LHVHO$6
Mounting
6. Check the movement of the reversing link. 6.

7. Replace the scraper rings in the sealing

cap as follows:
Loosen and remove the screws and nuts

from the bottom of the cap, remove the re-
taining flange and ring holder with scraper
ring.
8. Replace the O-ring in the top of the cap.
Replace the axial scraper ring in the bottom

of the cap. Check that the O-ring and scrap-
GN909-15.1 203 05
er ring are mounted correctly. See the
sketch.
7.
GN909-15.4 203 07
8.
MA909-8.0 70 21
0$1% :'LHVHO$6
Mounting
9. 9. Remove the scraper ring and O-ring from

the ring holder.
Place the new O-ring in the ring holder.
Before mounting, the new scraper ring must

be heated in 100°C hot water or oil for at
least five minutes.
Note!
When mounting the scraper ring in the

groove, fold the ring without making any
AM909-8.0 31 16
sharp edges, and be careful not to cut

the scraper ring on the edge of the ring
groove when pressing it in.
10. Check that the O-ring and scraper ring are

mounted correctly. See the sketch.
10. Assemble the sealing cap, the ring holder

and retaining flange.
Tighten the nuts on the screws.
After tightening, check that the holder can

be moved.
11. Mount the lubricating oil pipe and the drain

pipe on the pump base.
GN909-15.4 203 10
Mount the sealing cap on top of the roller

guide, over the sealing bush inside the
pump base.
11. Tighten the screws and lock with locking

wire.
12. Mount the fuel pump housing.

Mount the barrel assembly.

Mount the top cover.

HN909-15.4 206 11
0$1% :'LHVHO$6
Fuel Pump Special Running 109-16
Data
SAFETY PRECAUTIONS
Special Edition
S46MC-C
D10916
109-16 Data 0016 Fuel Pump Special Running
X Stopped engine
X Shut off fuel oil
Data
MAN B&W Diesel A/S
109-16 Fuel Pump Special Running
Data
P90951 82 Lifting tool for fuel pump roller guide
MAN B&W Diesel A/S
S50MC-C Fuel Pump Emergency Running 909-16
Fuel Pump Emergenc y Running

S50MC-C
201
909-16
2.
Disengagement of fuel pump
Warning !
Disengagement or re-engagement of the

fuel pump roller guide or the exhaust
valve roller guide must only take place at
engine standstill.
1. Engine trouble might require a cylinder to

be taken out of action. The engine can con-
tinue operation with the fuel and exhaust
GN909-16 201 02
systems of a single cylinder disconnected.
See Volume I, Section 704.
To disconnect the fuel pump of a single cyl-

inder, proceed as follows:
3.
2. Remove the puncture valve from the fuel
pump.
Plug the air supply pipe to the puncture

valve.
Note !

GN909-16 201 03
3. Remove the cover on the camshaft hous-

ing. Turn the engine until the fuel pump roll-
er is at TDC.
4.
4. Mount the lifting tool on the fuel pump top
cover and secure it in position with the two
screws.
Turn the uppermost nut to screw the spindle

of the lifting tool into the fuel pump plunger.
GN909-16 201 04
When referring to this page, please quote Procedure 909-16 Edition 204 Page 1 (2)
MAN B&W Diesel A/S
909-16 Fuel Pump Emergency Running S50MC-C
5. 5. Tighten the lowermost nut on the tool to pull

the roller guide upwards as far as possible.
Tighten the middle nut of the tool against

the lowermost nut to secure the roller guide
in this position.
6. Turn the engine one full revolution and in-

spect through the opening in the camshaft
housing to make sure that the roller guide
is clear of the fuel cam.
7. If necessary, disengage the exhaust valve

GN909-16 201 05
actuator.
The engine can now operate on the remain-

ing cylinders. See Volume I, Section 704.
6.
Re-engagement of fuel pump
Warning !
Re-engagement of the fuel pump must

only take place at engine standstill.
8. Remove the cover on the camshaft hous-

ing. Turn the engine until the circular sec-
tion of the fuel cam is positioned upwards.
9. Lower the roller guide on to the fuel cam in

GN909-16 201 03
the reverse order to lifting.
10. Remove the lifting tool and re-mount the

puncture valve.
10.
GN909-16 201 10
Page 2 (2) When referring to this page, please quote Procedure 909-16 Edition 204
MAN B&W Diesel A/S
Fuel Valve and Fuel Pump Panel Plate
P90951-0442
307
MAN B&W Diesel A/S
Plate Fuel Valve and Fuel Pump Panel
P90951-0442

No. No.
010 Panel for tools

021 Name plate
045 Measuring tool, fuel pump lead
057 Lifting tool for fuel pump plunger barrel
069 Lifting tool, fuel pump
070 Lifting tool, fuel pump housing
082 Lifting tool, fuel pump roller guide
094 Milling tool, fuel oil pipe seats
104 Milling tool, fuel oil pipe
116 Crowfoot spanner
153 Flange, dismantling of non return
valve
165 Grinding mandrel, valve head
177 Grinding mandrel, thrust spindle
189 Grinding mandrel, holder - outside
190 Grinding mandrel for holder - inside
200 Screw, topcover
224 Tool for P.max rack
236 Neck spanner
248 Hook spanner
250 Drift, spindle guide
261 Drift for puncture valve
273 Drift, non return valve
297 Assembly tool, fuel valve
307 Hook spanner
MAN B&W Diesel A/S
Fuel Valve - Tools Plate
P90961-0059
MAN B&W Diesel A/S
Plate Fuel Valve - Tools
P90961-0059

No. No.
014 Test rig, complete

026 Rig fuel oil valve
038 High-pressure hose
051 Table
063 High-pressure pump
099 Gasket
109 Plug screw
110 Angle union
122 Hose
134 Cover, test rig
158 Connecting piece
MAN B&W Diesel A/S
Fuel Valve Nozzle - Tools Plate
P90966-0008
MAN B&W Diesel A/S
Plate Fuel Valve Nozzle - Tools
P90966-0008

No. No.
011 Tool box

023 Extractor for atomizer
035 Drift for atomizer
047 Cleaning brush
060 Instruction plate
202 Toolset, complete
Note:
When odering new cleaning tool,

please state P/N on fuel nozzle.
MAN B&W Diesel A/S
Fuel Puncture Valve - Tools Plate
P90967-0001
MAN B&W Diesel A/S
Plate Fuel Puncture Valve - Tools
P90967-0001

No. No.
017 Tool for tightening of puncture valve
MAN B&W Diesel A/S
Fuel Valve - Inspection Tools Plate
P90968-0001
MAN B&W Diesel A/S
Plate Fuel Valve - Inspection Tools
P90968-0001

No. No.
012 Probe light with magnifier, complete
MAN B&W Diesel A/S
Fuel Valve Nozzle - Cleaning Tools Plate
P90974-0001
MAN B&W Diesel A/S
Plate Fuel Valve Nozzle - Cleaning Tools
P90974-0001

No. No.
015 Drill*
027 Test mandrel*
039 Pin vice*
206 Cleaning tool set, complete
Note:
* When ordering new cleaning tool,

please state P/N on fuel nozzle.
MAN B&W Diesel A/S
Mounting Tools - Pump Barrel Seals Plate
P90977-0001
Mounting Tools - Pump Barrel Seals
0001
P90977
MAN B&W Diesel A/S
Plate Mounting Tools - Pump Barrel Seals
P90977-0001
Item Item
No. No.
011 Cone
023 Pushing tool
035 Compression tool
047 Cone
059 Pushing tool
072 Spacer ring
MAN B&W Diesel A/S
Mounting Tools - Suction Valve Seals Plate
P90979-0001
Mounting Tools - Suction Valve Seals
0001
P90979
MAN B&W Diesel A/S
Plate Mounting Tools - Suction Valve Seals
P90979-0001
Item Item
No. No.
012 Cone
024 Pushing tool
MAN B&W Diesel A/S
Mounting Tools - Air Piston Seals Plate
P90980-0001
Mounting Tools - Air Piston Seals
0001
P90980
MAN B&W Diesel A/S
Plate Mounting Tools - Air Piston Seals
P90980-0001
Item Item
No. No.
018 Cone
020 Pushing tool
043 Cone
055 Pushing tool
079 Cone
MAN B&W Diesel A/S
Air Cooler Element 110-1
Data

Special Data
S50MC-C
0032
110-1 Air Cooler Element
X Stopped engine
Engage turning gear
2 x 2000 kg
Shut off fuel oil
Data
D-1 Air cooler element 1550 kg
MAN B&W Diesel A/S
110-1 Air Cooler Element
Data
Spare Parts
MAN B&W Diesel A/S
Air Cooler Element 910-1.1
Checking
Air Cooler Element
S80MC
0229
Checking
910-1.1
1.
1. For the day-to-day checking of the scav-
enge air cooler, measure the drop in pres-
sure and temperature of the scavenge air
across the cooler while the engine is run-
ning.
Compare these measurements with the

testbed data. For further evaluation of the
measurements, see instruction book Vol-
ume I, Chapter 706.
2. An increase in the air pressure drop across

the scavenge air cooler indicates fouling of
GN910-1.1 206 01
the air side of the cooler.
A decrease in the air temperature drop

across the scavenge air cooler indicates
fouling of the water side of the cooler.
4.
3. If the measurements indicate fouling, it is
recommended to inspect the air cooler ele-
ments as follows:
4. Remove the front end cover of the air cool-

er.
5. Visually inspect the air cooler element

through the opening.
Clean the element if it is fouled.

GN910-1.1 206 04
If the element needs to be dismantled for

further inspection or replacement, see Pro-
cedure 910-1.2.
5.
GN910-1.1 206 06
MAN B&W Diesel A/S
910-1.2 Air Cooler Element
Dismantling
Dismantling
910-1.2
1. The cooler element normally does not need to

be dismantled for inspection purposes. It is only
in the event that the cooler element has suf-
fered damage that it has to be dismantled and
replaced.
Note!
During dismantling, take care not to dam-

age the cooler element.
1. Close the cooling water inlet and outlet

GN910-1.2 206 01
valves. Open the drain cocks in the aft end

cover to drain off the cooling water.
2. Dismount the cooling water inlet and outlet

pipes from the aft end cover.
2.
3. Release the screws and remove the frame
around the front end cover.
Remove and discard the O-ring.
Remove the sealing plate.

GN910-1.2 206 02
3.
GN910-1.2 206 03
MAN B&W Diesel A/S
Dismantling
4. Mount the first set of guide rails on the 4.

frame around the front end cover.
5. When mounting the guide rails, hold them

up against the wheels of the cooler element
and mount, but do not tighten, the lower-
most screws. Mount and tighten the upper-
most screws.
Finally, tighten the lowermost screws and

the thrust nuts on the uppermost screws si-
multaneously. This results in loosening and
lifting the cooler element.
JN910-1.2 213 04
6. Mount the lifting bracket on the aft end cov-
er.
Mount a travelling trolley on the beam

above the aft end cover. 5.
Mount a tackle between the travelling trolley

and the lifting bracket, and use the tackle to
lift the air cooler element approx. 1-2 mm.
GN910-1.2 206 05
6.
GN910-1.2 228 06
MAN B&W Diesel A/S
Dismantling
7. 7. Mount a second tackle on the lifting brack-

et, and use it to pull out the air cooler ele-
ment approx. half a metre.
8. Mount the second set of guide rails on the

frame around the air cooler element.
9. Pull out the air cooler element until the front

end cover of the air cooler element is clear
of the air cooler housing.
Mount a second travelling trolley on the

beam above the air cooler.
GN910-1.2 228 07
Mount a tackle between the second travel-

ling trolley and the lifting holes in the upper
corners of the front end cover of the air
cooler element.
8.
Using the tackles, lift the air cooler element
away and land it on a couple of wooden
planks.
Note!
Depending on the engine layout and

engine room installation, it may be nec-
essary to remove some pipes or floor
plates.
GN910-1.2 228 08
9.
D-2
GN910-1.2 228 09
MAN B&W Diesel A/S
Overhaul
Overhaul
910-1.3
Cleaning the air side: 1.
The air side of the cooler is cleaned by injecting

a chemical fluid through the spray pipe arrange-
ment fitted to the air chamber above the cooler
element.
It is recommended to use one of the following

cleaning fluids, or a similar product.
1) Product: ACC 9, produced by

Drew Chemical Corp., New York, USA
GN910-1.3 206 01
2) Product: 80B, produced by
Vecom Int., Maassluis, Holland
Cleaning should be carried out in the following

sequence:
2.
1. Do not start cleaning until the engine has
been at a standstill for about 30 minutes.
Do not disconnect the compressed air sup-
ply to the exhaust valve.
2. Follow the detailed cleaning instructions

displayed at the cleaning pipe on the en-
gine. To ensure satisfactory spraying of the
cleaning fluid, the circulating pump pres-
sure must be at least 0.7 bar.
3. Continue the cleaning process for at least

30 minutes. The time required depends on
the frequency with which cleaning is carried
out and on the chemical product used.
4. After cleaning, flush the cooler with clean

water until the water appearing in the sight
glasses is clean and pure.
5. Inspect the element either by removing the

cover on top of the cooler or by dismantling
KE910-5.1 61 02
the charging air pipe.
MAN B&W Diesel A/S
Overhaul
6. Cleaning the water side
6. Close the cooling water inlet and outlet

valves. Remove the plug screws from the
front end cover and the aft end cover to
drain off the cooling water.
7. Dismount the cooling water inlet and outlet

pipes from the aft end cover.
8. Screw two eye bolts into the upper flange of

the aft end cover. Mount a lifting wire rope
between the eye bolts.
GN910-1.2 206 01
Mount a travelling trolley on the beam

above the aft end cover.
Mount a tackle between the travelling trolley

7. and the lifting wire rope. Tighten up the
tackle.
GN910-1.2 206 02
8.
GN910-1.3 206 03
MAN B&W Diesel A/S
Overhaul
9. Mount a shackle in each of the two lifting 9.

eyes on the front end cover.
Mount two tackles above the front end of

the air cooler.
Hook the tackles on to the shackles and

tighten up.
10. Remove the screws of the front end and aft

end covers.
Lower both covers and land them on a cou-

ple of wooden planks. Discard the gaskets.
GN910-1.3 206 04
11. Clean the inside of the tubes, using the
cleaning brush mounted on a drilling ma-
chine. In the event of leakages between
cooling tube and tube plate, the tubes are 10.
rolled with the tube expander.
Tools for tube cleaning and the tube ex-

pander are supplied by the air cooler man-
ufacturer.
Clean the front-end and aft-end covers in-

side with a stiff brush and then rinsed with
fresh water.
Replace the anti-corrosion blocks, if neces-

sary.
GN910-1.3 206 05
Note!
D-1 D-3
D
If damaged, the coating inside the covers

is to be repaired with the original coating
or a similar product. 11.
12. When cleaning is complete, mount the cov-

ers in the reverse order to dismantling.
GN910-1.3 206 06
MAN B&W Diesel A/S
Mounting
Mounting
910-1.4
1. 1. Lift the air cooler element and land the front

end of the element on the guide rails
mounted on the aft end of the air cooler
housing.
Remove the tackle from the front end of the

cooler.
2. Push the air cooler element inwards ap-

prox. one metre.
D-2
Remove the guide rails from the aft end of
the air cooler housing.
GN910-1.4 228 01
3. Clean the frame around the air cooler ele-

ment and the contact surface of the aft end
cover.
2. Apply a thin layer of silicone paste to the

frame around the air cooler element and the
contact surface of the aft end cover.
Push the air cooler element fully into the air

cooler housing.
GN910-1.4 228 02
3.
GN910-1.4 228 03
MAN B&W Diesel A/S
Mounting
4. Mount and tighten all the screws of the aft 4.

end cover.
Remove the tackle and the lifting bracket

from the aft end cover.
5. Remove the guide rails from the front end

cover.
6. Mount the sealing plate, a new O-ring and

the frame around the front end cover.
7. Mount the cooling water inlet and outlet
GN910-1.4 228 04
pipes on the aft end cover.
8. Close the drain cocks, and open the cooling

water inlet and outlet valves.
5.
Note!
Remember to vent trapped air from the

air cooler element.
JN910-1.4 213 04
6.
GN910-1.2 206 03
MAN B&W Diesel A/S
Non-Return Valve 110-2
Data
N
D
X Stopped engine
R
X Block the main starting valve B
X Shut off starting air distributor/distributing system supply I
E
Engage turning gear
Shut off fuel oil
Data
MAN B&W Diesel A/S
110-2 Non-Return Valve
Data
MAN B&W Diesel A/S
Non-Return Valve 910-2.3
Overhaul
Non-Return Valv e
S50MC-C
205
Overhaul
910-2.3
1.
The non-return valves are accessed from the
scavenge air receiver.
Note!
Access to the scavenge air receiver must

not be attempted until the air in the
receiver is clean.
GN910-2.3 205 01
Main Non-Return Valve
1. Inside the scavenge air receiver, lift up the

valve flap of the valve that is to be over- 2.
hauled.
2. Remove the screws behind the valve flap.

Remove the valve from the engine.
3. Remove the spring pin from the valve shaft

and knock the valve shaft out of the valve
flap.
GN910-2.3 205 02
4. For further dismantling, remove the two

screws which hold the clamp and the sup-
port together as an assembly.
Clean the valve shaft and the slide bearings 3.

inside the valve flaps. Lubricate the valve
shaft and the slide bearings with molybde-
num disulphide (MoS 2).
5. Assemble the valve
After the overhaul, it must be possible to

move the valve flap by the light touch of a
MC910-6.0 26 02
finger.
6. Re-mount the valve in the scavenge air re-

ceiver.
4.
MC910-6.0 26 03
MAN B&W Diesel A/S
Auxiliary Blower 110-3
Data
SAFETY PRECAUTIONS
Special Edition
D11003
110-3 Data 0018 Auxiliary
S50ME-C Blower
X Stopped engine
Engage turning gear
Shut off fuel oil
Data
D10-09 Weight of blower unit, complete * up to 800 kg

*) Depending on electric motor type and number of
cylinders of engine (size and capacity of auxiliary blower)
MAN B&W Diesel A/S
110-3 Auxiliary Blower
Data
P91356 Lifting Tools, etc.

P91361 Combination Wrenches
MAN B&W Diesel A/S
Auxiliary Blower 910-3.3
Overhaul
When referring to this page, please quote Procedure M91003 Edition S234
0219 Page 1 (1)
(2)
0$1% :'LHVHO$6
Butterfly Valves 110-4
Data
SAFETY PRECAUTIONS
Special Edition
S46MC-C
D11004
110-4 Data 0004 Butterfly Valves
X Stopped engine
Engage turning gear
Shut off fuel oil
Data
MAN B&W Diesel A/S
110-4 Butterfly Valves
Data
P91361 Combination Wrenches
MAN B&W Diesel A/S
Butterfly Valves 910-4.1
Checking
Butterfly Valves
S60MC-C
0207
Checking
910-4.1
1.
1. It is important that the automatic non-return
valves (butterfly valves) are always able to
function easily and unimpeded.
The movability of the valve flaps should

therefore be checked at suitable intervals.
The valves shall open for the air flow from
the scavenge air cooler housings to the
auxiliary blowers.
2. To check the valve, remove the cover on the

top of the butterfly valve.
GN910-4.1 203 01
Reach down through the opening in the top
of the valve and move the valve flaps.
3. If the valve flaps in one of the butterfly

valves cannot be moved by a light touch of
2.
a fingertip, it must be dismantled and over-
hauled.
4. Re-mount the cover on the top of the but-

terfly valve.
XZ910-9.0 15 02
0$1% :'LHVHO$6
Turbocharger Turbine 110-5
Data
Stopped engine
Engage turning gear
Shut off fuel oil
Data
MAN B&W Diesel A/S
110-5 Turbocharger Turbine
Data
MAN B&W Diesel A/S
Turbocharger Turbine 910-5.1
MAN B&W Cleaning
The dry cleaning method employs compressed

air to blow dry, solid, granules through the tur-
bocharger, thus removing most of the deposits
which may have formed on the nozzle vanes
and turbine blades.
On account of their hardness, nutshells, or

broken or artificially shaped pieces of acti-
vated charcoal with a size of between 1.0 and
max. 2.8 mm are particularly suited as blasting
agents.
For exact information about cleaning agent

size, see manufactors documentation.
Note!
We do not recommend the use of rice
or grain as cleaning materials, as these
may possibly stick in the exhaust gas
boiler.
It is not always possible to remove thick de-

posits with this dry cleaning method.
Therefore, in order to prevent the buildup of

thick deposits, the turbine must be cleaned af-
ter every 24 to 50 hours of operation.
Generally, turbocharger cleaning can be carried

out without, or with very little, reduction of the
engine load.
More detailed information regarding the amount

of granules to be used is stated on the instruc-
tion plate located close to the turbocharger.
Note!
Regarding water washing of turbocharg-
er turbine, see turbine manufacturer’s
instructions.
See also Volume I, Chapter 706.
910-5.1 Turbocharger Turbine
Cleaning MAN B&W
Cleaning Procedure:
1.
1. Carry out cleaning for every 24 to 50 hours
of operation, based on observations.
A C 2. Clean the turbocharger at an engine load
between 50%-90%. Do not clean below
half load.
B
3. Close valve A.
4. Open valves B and C, to blow out any de-

posits and/or condensate in the connecting
pipe.
M91005-0215O01
After about two minutes, close valves B

and C.
5. Slowly open valve A to relieve the pressure

2. in the tank.
Amount
TC type
dm3 6. Fill the tank with the quantity of granules
0.5 specified in the table.
TCA 33
TCA 44 0.5 7. Close valve A.
TCA 55 1.0
TCA 66 1.5 8. Open valves B and C, to blowin the gran-
2.0 ules. After one to two minutes, close valves
TCA 77
B and C.
TCA 88 2.5
TCA 99 3.0 9. Slowly open valve A to relieve the pressure
TPL 61 0.5 in the tank.
TPL 65 0.6
Caution!
TPL 69 0.9
TPL 73 1.2 1.The drain openings in the gas casings
must remain closed while dry cleaning
TPL 77 1.5 the turbine.
TPL 80 2.0
TPL 85 3.0 2. It is possible that during dry cleaning
0.4 of the turbine, some of the blownin solid
MET 33
particles or sparks will escape through
MET 42 0.7 the funnel.
MET 53 1.6
MET 60 2.1
MET 66 2.6
MET 71 3.0
M910050216O02
MET 83 3.5
MET 90 3.5
Water Mist Catcher 110-6
MAN B&W Data

X Stopped engine
Engage turning gear
Shut off fuel oil
Data
D10-11 Water mist catcher 100 kg
110-6 Water Mist Catcher
Data MAN B&W
Water Mist Catcher 910-6.2
Dismantling
When referring to this page, please quote Procedure M91006 Edition S221
0221 Page
Page11 (2)
(3)
0$1% :'LHVHO$6
910-6.4 Water Mist Catcher
Mounting
0221
Page 2 (2) 0$1% :'LHVHO$6
Turbocharger System - Tools Plate
P91061-0071
Turbocharger System - Tools
0071
P91061
MAN B&W Diesel A/S
Plate Turbocharger System - Tools
P91061-0071
Item Item
No. No.
014 Pulling tool

026 Lifting eye bolt
MAN B&W Diesel A/S
Air Cooler - Tools Plate
P91063-0017
MAN B&W Diesel A/S
Plate Air Cooler - Tools
P91063-0017

No. No.
015 Guide rail, air cooler fore end

027 Guide rail, air cooler fore end
MAN B&W Diesel A/S
Travelling Trolley Plate
P91064-0002
MAN B&W Diesel A/S
Plate Travelling Trolley
P91064-0002

No. No.
010 Travelling trolley*
Note:
* When ordering this tool, please state

load and track width.
MAN B&W Diesel A/S
Air Cooler - Lifting Tools Plate
P91066-0001
Air Cooler - Lifting Tools
0001
P91066
MAN B&W Diesel A/S
Plate Air Cooler - Lifting Tools
P91066-0001
Item Item
No. No.
011 Lifting attachment air cooler fore end,

complete
023 Screw
MAN B&W Diesel A/S
Safety Valve 111-1
Data (If install the safety valve)
X Stopped engine
Engage turning gear
Shut off fuel oil
Data
D11-01 Opening pressure 200± 5 bar

D11-02 Valve housing, tightening torque 45 Nm
MAN B&W Diesel A/S
111-1 Safety Valve
Data

P90151 117 Test equipment for combined safety valve
MAN B&W Diesel A/S
Safety Valve 911-1.2
Dismantling
0210 Valve
Safety S42MC
Dismantling
911-1.2
1.
When Side-mounted
1. Remove the guard surrounding the safety

valve.
Unscrew the safety valve from the exten-

sion pipe.
2. Dismantle the indicator cock and the inter-

mediate pipe.
BG901-2.5 90 01
BG901-2.5 90 02 2.
When Top-mounted 3.
3. Unscrew the safety valve from the cylinder
cover.
Remove and discard the mild steel disc.

HM911-1.2 205 01
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911-1.3 Safety Valve
Overhaul (adjustment)
911-1.3
1. 1. If necessary, dismantle the safety valve and

clean all the parts in either gas oil, kero-
sene, or ‘electro-cleaner’.
2. Assemble the safety valve in two steps:
• Insert the valve flap and the stop ring in

the valve guide and screw on the valve
housing.
• Tighten the housing to the torque stated

in the data, loosen and tighten again to
the torgue stated in the data.
HM911-1.0 27 01
3. Then mount:
• the valve spindle
2. • the spring
• the adjusting screw
• the lock nut
D11-02
D11-02
HM911-1.0 27 02
3.
HM911-1.0 27 03
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4. To set the safety valve opening pressure: 4.

D11-01
• Set up the safety valve in the testing
device.
• Connect the testing device to the hydrau-

lic pump.
• Loosen the lock nut on the safety valve.
• Turn the adjusting screw until the valve

just closes.
• Bleed the valve and hose until oil, without
HM911-1.0 27 04
air bubbles, flows out from the openings
of the safety valve.
• Tighten the adjusting screw of the safety

valve until the correct pressure is indi-
cated (see Data).
• Tighten the lock nut.
• Test the opening pressure.
• Remove the valve from the testing

device.
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911-1.4 Safety Valve
Mounting
Mounting
911-1.4
1. When Side-mounted
1. Pierce the bore in the cylinder cover, and

blow it clean.
2. Clean the sealing ring grooves of the indi-

cator cock. Mount the intermediate pipe
and the indicator cock.
3. Mount a new sealing ring and a new or

overhauled safety valve.
DM901-2.4 122 03
When mounting the safety valve, apply

tools only on the hexagon on the safety
valve.
2. Mount the guard surrounding the safety

valve.
BG901-2.5 90 04
3.
BG901-2.5 90 05
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Mounting
When Top-mounted 4.
4. Pierce the bore in the cylinder cover, and

blow it clean.
Clean the thread and the sealing surface.
5. Mount a new or overhauled safety valve.
Mount a new mild steel disc in the bore.
When mounting the safety valve on the cyl-

inder cover, apply tools only on the hexa-
HN911-1.4 205 01
gon on the safety valve.
HN911-1.2 205 01 5.
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Relief Valve 111-2
Data
X Stopped engine
Engage turning gear
X Shut off fuel oil
Data
MAN B&W Diesel A/S
111-2 Relief Valve
Data
MAN B&W Diesel A/S
Relief Valve 911-2.1
Checking
60&
Relief Valve
0211
Checking
911-2.1
1.
1. During running of the engine, check if there
are any leaks.
If a leak occurs, replace the O-ring inside

the relief valve. See separate instructions
from the valve manufacturer.
2. If work involving risks of mechanical dam-

age to the flame arrester has taken place,
a visual inspection of the flame arrester
should always be performed before starting
the engine.
Check on the whole circumference that all

the plates in the flame arrester are evenly
distributed and that no local openings exist.
If one or more plates in the flame arrester

are damaged, the relief valve must be dis-
assembled and the flame arrester replaced.
See separate instructions from the valve
manufacturer.
XZ911-2.1 209 01
Note!
The complete flame arrester has to be

2.
replaced after a crankcase explosion.
XZ911-2.1 207 03
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Scavenge Air Receiver Safety Valve 111-3
Data
SAFETY PRECAUTIONS
Special Edition
S60MC-C
D11103
111-3 Data 0001 Scavenge Air Receiver Safety Valve
X Stopped engine
Shut off fuel oil
X Lock turbocharger rotors
Data
MAN B&W Diesel A/S
111-3 Scavenge Air Receiver Safety Valve
Data
MAN B&W Diesel A/S
Scavenge Air Receiver Safety Valve 911-3.1
Checking
Scavenge Air Receiver Safety Valve
0001
Checking
911-3.1
2.
1. The scavenge air receiver safety valve is
calibrated at the factory and does not re-
quire any adjustment.
2. Check the scavenge air receiver safety

valve by loosening the counter nut and turn
the forced opening screw to open the valve
approx. 10 millimetres.
Use a piece of cloth to wipe out any dirt

from the O-ring packing and close the valve
again. Tighten the counter nut.
911-1.1 0001 01
If this operation cannot be performed
smoothly, the safety valve must be disman-
tled and cleaned.
MAN B&W Diesel A/S
911-3.2 Scavenge Air Receiver Safety Valve
Dismantling
Dismantling
911-3.2
1. 1. Dismount the safety valve from the scav-

enge air receiver.
911-1.1 0001 02
MAN B&W Diesel A/S
Overhaul
Overhaul
911-3.3
1. Remove the split pin. 1.
Unscrew the nut thereby relieving the

spring tension.
Remove the nut, spring retainer and wash-

ers.
Keep count of the washers.
Pull out the spring.
2. Pull out the valve flap with spindle. If the O-

ring seal is damaged remove it without
911-1.1 0001 03
damaging the O-ring groove.
3. Clean the metal surfaces thoroughly.
911-1.1 0001 04 2.
MAN B&W Diesel A/S
911-3.3 Scavenge Air Receiver Safety Valve
Overhaul
4. 4. If the O-ring seal has been removed mount

a new one using Locktite type AVX and Loc-
tite activator type T or similar.
5. Push in the valve flap and spindle while tak-

ing care not to damage the O-ring seal.
6. Mount the spring, spring retainer and all the

washers.
Tighten the nut until the split pin can be

mounted.
7. Check the valve according to 91101.1.

911-1.1 0001 05
5.
911-1.1 0001 01
6.
911-1.1 0001 03
MAN B&W Diesel A/S
Mounting
Mounting
911-3.4
1. Mount the safety valve on the scavenge air 1.

receiver.
911-1.1 0001 07
MAN B&W Diesel A/S
Holding Down and End Chock Bolts 112-2
Data

.0&
Special Data
112-2
0007 Holding Down and End Chock Bolts
Stopped engine
Block the starting mechanism
Shut off starting air supply
Engage turning gear
Shut off fuel oil
Data
D-1 Tightening pressure for

holding down bolts and
end chock bolts 1500 bar
D-2 Check holding down bolts

and end chock bolts for cor-
rect tightening after the fol-
lowing service hours:
1st check 500 hours

2nd check 1000 hours
3rd check 2000 hours
4th check 4000 hours
5th check 8000 hours
Subsequently at
intervals of 8000 hours
Engine on Epoxy supporting chocks
MAN B&W Diesel A/S
112-2 Holding Down and End Chock Bolts
Data
Spare Parts
MAN B&W Diesel A/S
Holding Down and End Chock Bolts 912-2.1
Checking
.0&
Holding Down and End Chock Bolts
0208
Checking
912-2.1
Note!
The hydraulic jack used for tightening the

holding down bolts is marked with:
For: Holding down bolts
The larger jack used for tightening the

end chock bolts is marked with:
For: End chock bolts
Hydraulic tightening of holding down bolts and

end chock bolts is carried out as detailed in
Section 913-1. The normal tightening pressure
is indicated on the Data sheet and is also
stamped on the tightening tool.
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912-2.1 Holding Down and End Chock Bolts
Checking
1. Checking the Bolt Tightening
1. The holding down bolts and end chock bolts

must be checked for correct tightness at the
intervals indicated on the Data sheet.
For this purpose, raise the pressure on the

hydraulic tool slowly while constantly at-
tempting to loosen the nut with the tommy
bar. The oil pressure indicated on the pres-
sure gauge when the nut comes loose
(‘loosening pressure') is to be noted down
in the checking tables, see pages 4 and 5,
following which the bolts are tightened to
the normal tightening pressure.
The condition of the bolted joints, and thus

the general condition of the foundation, can
be effectively checked by comparing the ta-
bles from successive bolt checks.
If the ‘loosening pressure' is below 80 per

cent of the tightening pressure, the relative
EN912-1.1 205 01
chocks shall always be checked for possi-

ble defects. If the chocks are in position and
in order, the bolts should be taken out for
inspection of threads and contact faces.
Checking of Epoxy Supporting Chocks
2. If a number of measuring pins have been

welded to the tanktop, the heights of the
epoxy supporting chocks are to be checked
immediately after finishing the checking of
the loosening pressures of the holding
down bolts and the retightening of these.
The distance between the measuring pins

and the bedplate is to be measured with a
blade gauge and noted down. Any possible
settling of the chocks during the intervals
between measurements can thereby be fol-
lowed.
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Checking
Side Chocks and Side Chock Liners 3.
3. After fitting the liners to an 80 per cent con-

tact area on both sides of the liners, knock
the liners a further 3 to 4 mm inwards.
The liners located in way of each main

bearing on either side of the engine must
be fitted and knocked into position simulta-
neously.
The first time the ship is sailing in a fully-

loaded condition after the engine has been
operating for 1,000 hours, all side chocks
should be checked to see whether the lin-
ers can be knocked further inward.
GN912-2.1 203 03
The fit of the side chock liners should be
checked with a feeler gauge each time the
loosening pressure of the holding down
bolts is checked, and thus at the same time
intervals.
The feeler gauge is applied at the 7 points

indicated in the table on page 5, and the
measurements found are to be entered in
the relevant table. These results are used
to determine whether refitting or, possibly,
replacement of the liners is necessary.
If the measurements at 3 points or more have

increased 5/100 mm or more from the initial re-
sults, we recommend that the following proce-
dure is followed:
1. Loosen the hexagon screws.
2. Try to knock the liner further inward.
3. Measure again at the 7 points indicated in

the table.
If this procedure does not improve the situation,

the liner must be removed, and it must be
checked that the actual contact area is more
than 80 per cent of the possible contact surface
areas on both sides of the liner.
The liners are secured in their correct position

by means of hexagon socket set screws with
cup point.
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912-2.1 Holding Down and End Chock Bolts
Checking
Holding Down Bolts

Engine Port side Cylinder Starboard side Engine
frame Bolt Bolt frame
No. No. pressure % dev. remarks No. pressure % dev. remarks No. No.
1 1
2 2
1 3 3 1
4 4
1
1 1
2 2
2 3 3 2
4 4
1 2 1
2 2
3 3 3 3
4 4
1 3 1
2 2
4 3 3 4
4 4
1 1
2 2
5 3 3 5
4 4
1 1
2 2
6 3 3 6
4 4
1 1
2 2
7 3 3 7
4 4
1 1
2 2
8 3 3 8
4 4
1 1
2 2
9 3 3 9
4 4
1 1
2 2
10 3 3 10
4 4
1 1
2 2
11 3 3 11
4 4
1 1
2 2
12 3 3 12
4 4
1 1
2 2
13 3 3 13
4 4
1 1
2 2
14 3 3 14
4 4
1 1
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Checking
Side Chocks and End Chock Bolts

Port side Starboard side
Chock Point Point Chock
Cylinder
No. A B c d e f g No. A B c d e f g No.
1 1
2 1 2
3 2 3
4 3 4
5 5
6 6
7 7
8 8
9 9
10 10
11 11
12 12
13 13
14 14
A, B
FORE A, B
A
d
c
A
d
c
e
e
g
B
f
f
g
B
c, d, e, f, g c, d, e, f, g
Port side Starboard side

Pres- Devi- Devi- Pres-
Ch Bolt sure ation Point Point ation sure Bolt Ch
2) (kp/cm 2 )
No. No. (kp/cm
bar % a b c d e a b c d e % bar
No. No.
1 1
E E
2 2
b c d d c b
a e e a
No. 2 Contact face No. 1 No. 2
AFT
B1
B2
B2
B1
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Stay Bolts 112-3
MAN B&W Data

X Stopped engine
Engage turning gear
Shut off fuel oil
Data
D12-04 Check measurement 148±3 mm

112-3 Stay Bolts
Data MAN B&W
P91261 Large Parts - Tools

Stay Bolts 912-3.1
Checking
Stay Bolts
S60MC-C
0212
Checking
912-3.1
1.
1. This check can be performed during several
periods of stopped engine, but must be per- One Group
formed on complete twin stay bolt groups at One Group
a time, thereby ensuring uniform tension in
the affected bearings.
Note!
The first time this check is performed it

has to be completed in one operation.
NA912-3.1 210 01
The following checks have to be com-
pleted within a 500-hour period.
2. Before retightening the stay bolts, remove

the protective caps. 2.
3. Check for loose staybolt nuts with the tom-

my bar.
If a loose nut is found, unscrew the nut until

a gap occurs between cylinder frame and
nut.
GN912-3.1 202 01
Loosen and unscrew the nut on the oppo-

site stay bolt.
Check for the correct mounting of the stay

bolt by comparing with the check measure-
ment on the Data Sheet. 3.
D13-02
If the check measurement is not reached,
indicating that the stay bolt is not screwed
properly down in the thread of the bedplate,
apply a screw and a counternut in the
D12-04
thread in the top of the stay bolt, and turn
the stay bolt until the check measurement
GN912-3.0 39 09
data is met.
4. Retighten the stay bolts in pairs (athwart-

ship), working from fore to aft of the engine.
4.
D13-01
GN912-3.1 202 03
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912-3.1 Stay Bolts
Checking
5. 5. Clean the contact faces and mount the hy-

draulic tools on a pair of stay bolts posi-
tioned opposite each other.
Connect the high-pressure pump by means

of the high-pressure hoses, so that the two
D13-01 stay bolts are tightened in one operation.
6. Maintain the mounting pressure, and

retighten the stay bolt nuts with a tommy
bar. Before relieving the system of pres-
sure, check with a feeler gauge that the
nuts bear against their contact faces.
GN912-3.1 202 02
7. When all stay bolts have been retightened,

reconnect the hydraulic tools to the pair of
stay bolts first tightened. Tighten to 10%
below the mounting pressure and check
6. whether the nut is loose.
If the nut is not loose:

Tighten the stay bolts concerned to the
mounting pressure.
If the nut is loose:

Tighten all stay bolts once again to the
mounting pressure.
8. After completing the retightening proce-

dure, mount the protective caps.
HM912-3.0 28 04
7.
HM912-3.0 28 05
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Crankcase Oil Outlet 912-5.1
The crankcase oil outlets guide the lubricating

oil from the crankcase to the lubricating oil 1.
bottom tank. The sealings of the crankcase oil
outlets must be checked at regular intervals,
for example during dockings. The crankcase oil
outlets may be equipped with either rubber
diaphragm sealing or metal bellow sealing. E F G D C B A
Note!
If the water content of the main engine
lube oil is rising, this may indicate that
the crankcase oil outlet sealings are frac-
tured.
M912050201C01
Rubber diaphragm sealing
1. To access the rubber diaphragm sealing

remove:
Screws A 2.
Grating B
Screws C
Cover plate D
Screws E
Steel ring F.
2. Lift away the rubber sealing diaphragms G

and examine each diaphragm closely. In
case of any rips or tears in the diaphragms,
they must be replaced.
M912050201C02
Note!
It is strongly recommended to always re-
place the diaphragms during inspection.
If unavailable, new diaphragms may be
made from three layers of 2 mm thick oil
and temperature resistant rubber.
3. Mount:
Rubber sealing diaphragms G
Steel ring F
Screws E
Cover plate D
Screws C
Grating B
Screws A.
Note!
Remember to fit new locking plates at
screws A.
912-5.1 Crankcase Oil Outlet
Metal bellow sealing

4.
4. Remove all screws A and grating B.
5. Remount four of the screws A at diametri-

C B cally opposite positions.
D A
6. Remove:
F Screws C
Cover plate D
Screws E.
E
G 7. Lift away metal bellow sealing F and exam-
ine it closely. If any cracks or punctures are
M912050201C04
found in the metal bellow sealing, it must

H be replaced.
Note!
7. It is recommended to always replace the
metal bellow sealing during inspection.
8. Replace gaskets G and H.
9. Mount metal bellow sealing F.
10. Mount:
Screws E
Cover plate D
Screws C.
M912050201C07
11. Remove the four screws A.
12. Mount grating B.
13. Mount all screws A.
Large Parts - Tools Plate
P91261-0073
MAN B&W Diesel A/S
Plate Large Parts - Tools
P91261-0073

No. No.

035 Support
047 Tommy bar
084 Spanner
106 Stud setter
MAN B&W Diesel A/S
Hydraulic Tools - Holding Down Bolts Plate
(Epoxy Chocks) P91265-0003
Hydraulic Tools - Holding Down Bolts (Epoxy Chocks)
0003
P91265
MAN B&W Diesel A/S
Plate Hydraulic Tools - Holding Down Bolts
P91265-0003 (Epoxy Chocks)
Item Item
No. No.

037 Support
074 Tommy bar
MAN B&W Diesel A/S
HydraulicTools - End Chock Bolts Plate
P91268-0001
(Iron Chocks)
MAN B&W Diesel A/S
Plate HydraulicTools - End Chock Bolts
P91268-0001
(Iron Chocks)
No. No.

033 Support
094 Tommy bar
104 Spanner
MAN B&W Diesel A/S
Hydraulic Tools 913-1.1
Description
A. Snap-on coupling
1. A
B. Tool attachment thread C B
C. Bleed screw D
D. Piston E
E. Cylinder
F. Sealing rings
F
G. Spacer ring G S
H. Tommy bar
I. Nut
J. Stud or bolt
M913010215C01
H
K. Extension stud U
I
L. Lifting tool
S. Clearance
J
U. Milled recess for feeler gauge 2.
Studs or bolts provided with threads for at-

taching hydraulic tools and with circular nuts L
must only be loosened and tightened up by
means of the hydraulic tools supplied.
The jack(s) is/are connected, via a distributor I

block, to a high-pressure pump, which is set to
deliver hydraulic oil at the pressure indicated
D
on the jack and on the data sheet in the rel- C F
evant section of this instruction book. The stud E
or bolt concerned is thereby lengthened rela-
tive to the oil pressure applied and the piston
area, and the nut can be loosened or tight-
ened, as required, with the aid of a tommy bar. A F
The jacks must never be overloaded or ex- G K

posed to blows or impacts. They are marked 3. B
with a “Max. lift”, which must not be exceeded. H
J
1. The hydraulic tools, except those for the
M913010215C02
main bearings and the cylinder cover, con- U

sist of a jack with an internal thread to suit
the tool attachment thread on the stud or I
bolt, and a spacer ring which is to be
placed under the jack and around the nut
that is to be loosened or tightened.
2. For the main bearings, the hydraulic tool

consists of a double jack with two exten-
sion studs. This jack is designed for the si-
multaneous dismantling of both nuts on
one side of the main bearing.
MAN B&W Diesel A/S
913-1.1 Hyraulic Tools
Description
3. For the cylinder cover, the hydraulic tool

3. consists of eight individual jacks sus-
pended from a common lifting tool. A
spacer ring is mounted below each jack
using two spring pins.
Operation of the cylinder cover jacks is

identical to the operation of the single hy-
draulic jacks.
4. The hydraulic jacks are so designed that, in

the event that the “Max. lift” limit is ex-
ceeded, the pressure is relieved at the bot-
tom of the pressure chamber and the oil
M913010215C03
will be pressed out into the space between

the stud and the spacer ring.
When the pressure is relieved in this way,

the lowermost sealing ring will in most
4. cases be damaged. Therefore inspect and,
if necessary, replace this sealing ring.
The oil used must be pure hydraulic oil or

turbine oil (with a viscosity of about SAE
20). Oils such as, for instance, lubricating
oil (system oil) or cylinder lubricating oil
must not be used, as these oils are nor-
mally alkaline and can thus damage the
back-up rings.
The following instructions must be closely

followed to prevent accidents or damage,
and after use the jacks should be cleaned
and kept in the wooden boxes supplied.
Warning!
Eye protectors and gloves must be used

when using hydraulic tools.
M913010215C04
MAN B&W Diesel A/S
Dismantling
Single Hydraulic Jack

1.
1. Carefully clean the tool attachment thread,
the nut and the surrounding parts.
Grease the tool attachment thread with

molybdenum disulphide grease or with
graphite and oil or similar.
Place the spacer ring around the nut in

such a position that the tommy bar can be MoS2
applied through the slot when the nut is to
be loosened.
2. Screw the jack on to the tool attachment

thread of the bolt/stud, until the cylinder of
the jack bears firmly against the spacer
ring.
Screw back the jack a number of turns, ac-

cording to the table shown on the sketch,
to produce a clearance between the jack
and the spacer ring.
M913010215D01
The clearance between the jack and spacer

ring ensures dismantling of the jack after
loosening the nut.
When loosening nuts on very long bolts 2.

(e.g. staybolts) it is recommended to un- Max. lift =
screw the jack an additional half turn.
Max. lift 10 mm 25 mm
Connect the hydraulic jack, the distributor Loosening 1 turn 3 turn
block and the high pressure pump by Tightening 1/4 trun 1/4 turn
means of high pressure hoses.
Loosen the bleed screw in the jack and fill

up the system with oil until oil without
bubbles, flows out of the bleed hole. Then
tighten the bleed screw again.
After adjustment, check that the parts are

guided correctly together and that there is
no clearance between the piston and cylin-
der of the jack.
M913010215D02
MAN B&W Diesel A/S
913-1.2 Hydraulic Tools
Dismantling
3. Increase the oil pressure to the prescribed

3. value. If the nut does not come loose, the
pressure may be increased by approx. 150
bar.
4. Unscrew the nut with the tommy bar, mak-

ing sure that the nut is not screwed up
against the jack.
5. Relieve the system of pressure, disconnect

the high-pressure pump, and remove the
hydraulic tools.
M913010215D03
Note!
Make sure not to exceed the “max lift”

stamped on the jack.
4.
M913010215D04
5.
M913010215D05
MAN B&W Diesel A/S
Dismantling
Double Hydraulic Jack

6.
6. Carefully clean the tool attachment threads,
the main bearing studs, the nuts and the
surrounding parts.
Grease the tool attachment threads with

molybdenum disulphide grease or graphite
and oil or similar.
Mount the extension studs on the main

bearing studs.
Using the lifting tool, place the spacer ring

over the extension studs in such a position
that the tommy bar can be applied through
the slots for the purpose of loosening the
nuts.
Press the pistons and the cylinder of both

the hydraulic jacks firmly together.
Mount the two jacks (one by one using the

M913010215D06
lifting tool) over the extension studs and

land them on the spacer ring.
Make sure that both the cylinders of the

jacks and the spacer ring are guided cor-
rectly together. 7.
7. Screw the upper nuts on to the threads of

the extension studs until the cylinders of
the jacks bear firmly against each other
and against the spacer ring. MoS2
M913010215D07
MAN B&W Diesel A/S
Dismantling
8. The clearance between the pistons and the

8. cylinder of the top jack is adjusted by un-
Max. lift 10 mm
screwing the upper nuts 1 turn ª 3 mm.
The clearance between the jack and spacer

ring ensures dismounting of the jack after
3 mm loosening the nut.
Connect the hydraulic jacks, the distributor

block and the high pressure pump by
Loosen the bleed screws in both jacks, and

fill up the system with oil until oil, without
M913010215D08
bubbles, flows out of the bleed holes.
Re-tighten the bleed screws.

9. value. If the nut does not come loose, the
pressure may be increased by approx. 150
bar.
10. Unscrew the lower nuts 1½ turns with the

tommy bar, making sure that the nuts are
not screwed up against the extension stud.

the high-pressure pump, and remove the
hydraulic tools.
M913010215D09
Note!
Make sure not to exceed the “max lift”
stamped on the jack.
MAN B&W Diesel A/S
Overhaul
1. The hydraulic jacks require no maintenance

except replacement of defective sealing 1.
rings, each of which consists of an O-ring
and a back-up ring fitted in ring grooves in
the piston and cylinder.
The piston and cylinder are easily sepa-

rated by taking out the bleed screw and
pressing the parts apart with the help of Air
compressed air.
Warning!
Always use protective gloves and eye
protection when working with com-
pressed air.
Make sure that there are no marks or

scratches on the sliding surfaces of the
parts. The presence of metal particles will
damage the sealing rings.
M913010215O01
Keep the sliding surfaces and threads

coated with acid-free grease or molybde-
num disulphide grease.
2. The pistons and cylinders of the double

jacks are separated in the same easy way
as described for the single jack. 2.
Air
Air
M913010215O02
MAN B&W Diesel A/S
Overhaul
3. When changing the sealing rings, first

3. mount the back-up ring and then the O-
ring.
Note!
Note that the back-up ring (1) must be

away from the pressure chamber and
the O-ring (2) close to the pressure
chamber.
1
2
See the sketch for the correct mounting of
both the upper and the lower sealing rings.
The same principle applies to all the jacks.
2
1 4. After fitting the sealing rings, coat the pis-
ton and cylinder with molybdenum
disulphide grease and press the piston and
cylinder together. See that the rings do not
get stuck between the piston and cylinder.
M913010215O03
MAN B&W Diesel A/S
Mounting
Single Hydraulic Jack

1.
1. Thoroughly clean the nut, the thread, the
contact faces, and the surrounding parts.
Clean and lubricate the tool attachment

thread and the thread in the nut with mo-
lybdenum disulphide grease or with graph-
ite and oil or similar.
Fit the round nut on the thread and tighten MoS2

it with the tommy bar.
Check with a feeler gauge that the contact

face of the nut bears on the entire circum-
ference.
Place the spacer ring around the nut in

such a position that the tommy bar can be
applied through the slot for the purpose of
tightening the nut.
2. Press the piston and the cylinder of the

M913010215D01
jack firmly together.
Screw the hydraulic jack on to the tool at-

tachment thread.
Make sure that the cylinder of the jack 2.

bears firmly against the spacer ring and Max. lift =
that the parts are guided correctly together
Max. lift 10 mm 25 mm
Connect the hydraulic jack, the distributor Loosening 1 turn 3 turn
block and the high-pressure pump by Tightening 1/4 trun 1/4 turn
means of high-pressure hoses.
Loosen the bleed screw in the jack and fill

up the system with oil, until oil without
bubbles flows out of the bleed hole.
Re-tighten the bleed screw.

M913010215D02
MAN B&W Diesel A/S
Mounting

3. value, and tighten the nut by means of the
tommy bar applied through the slot of the
spacer ring.
4. While maintaining the pressure, check with

a feeler gauge introduced through the re-
cess at the bottom of the spacer ring that
the nut bears against the contact face.

the pump, and remove the hydraulic jack.
M913010215M03
6. When new studs, bolts or nuts are tight-

ened for the first time, do not remove the
jacks, but loosen the nut as described un-
der ‘Loosening’, points 6-7-8, and then
tighten the nut again according to the pro-
cedure under ‘Tightening', points 17-18-19.
4.
M913010215M04
MAN B&W Diesel A/S
Mounting
Double Hydraulic Jack 5.
5. Thoroughly clean the nuts, the threads on

the main bearing studs, the contact faces,
and the surrounding parts.
Clean and lubricate the tool attachment

thread and the threads in the nuts with mo-
lybdenum disulphide grease or with graph- MoS2
ite and oil.
Fit the round nuts on the threads and

tighten them with the tommy bar.
M913010215M05
Check with a feeler gauge that the contact
faces of the nuts bear on the entire circum-
ference.
Mount the extension studs on the main 6.

bearing studs.
Using the lifting tool, place the spacer ring

over the extension studs in such a position
that the tommy bar can be applied through
the slots for the purpose of tightening the
nuts.
6. Press the piston and the cylinder of both

the hydraulic jacks firmly together.
Mount the two jacks (one by one using the

lifting tool) over the extension studs and
land them on the spacer ring.
Make sure that both the cylinders of the

jacks and the spacer ring are guided cor-
rectly together.
Screw the upper nuts on to the threads of

the extension studs until the cylinders of
M913010215D06
the jacks bear firmly against each other

and against the spacer ring.
MAN B&W Diesel A/S
Mounting
7. Connect the hydraulic jacks, the distributor

7. block and the high pressure pump by
Loosen the bleed screws in both jacks, and

fill up the system with oil until oil, without
bubbles, flows out of the bleed holes.
Re-tighten the bleed screws.

value, and tighten the nuts by means of the
tommy bar applied through the slots of the
M913010215M07
spacer ring.
9. While maintaining the pressure, check with

a feeler gauge introduced through the re-
cesses at the bottom of the spacer ring
that the nuts bear against the contact face.
8.
the pump, and remove the hydraulic tools.
11. When new studs, bolts or nuts are tight-

ened for the first time, do not remove the
jacks, but loosen the nuts as described un-
der ‘Loosening', points 12-13-14, and then
tighten the nuts again according to the pro-
cedure under ‘Tightening', points 24-25-26.
M913010215M08
9.
M913010215M09
MAN B&W Diesel A/S
Standard Tightening Torques 913-4
.0&&
Standard Tightening Torques
0201
913-4
When tightening screws or nuts for which no

torque is specified in the instruction procedure
or the related data sheet, the standard torques
specified in this procedure are to be applied.
1. Standard screws and nuts lubricated with a

Molybdenum Disulphide (MoS 2) based lu-
bricant.
Thread Tightening Thread Tightening

torque torque
M8 17 Nm M22 400 Nm
M10 35 Nm M24 460 Nm
M12 50 Nm M27 610 Nm
M14 80 Nm M30 950 Nm
M16 135 Nm M33 1200 Nm
M18 190 Nm M36 1650 Nm
M20 260 Nm M39 2100 Nm
2. Self-locking nuts.

torque torque
M8 20 Nm M22 430 Nm
M10 40 Nm M24 490 Nm
M12 60 Nm M27 650 Nm
M14 90 Nm M30 1000 Nm
M16 150 Nm M33 1250 Nm
M18 210 Nm M36 1700 Nm
M20 290 Nm M39 2200 Nm
3. Screws and nuts locked with glue/Loctite.

torque torque
M8 23 Nm M22 580 Nm
M10 50 Nm M24 680 Nm
M12 70 Nm M27 900 Nm
M14 115 Nm M30 1350 Nm
M16 190 Nm M33 1700 Nm
M18 270 Nm M36 2350 Nm
M20 380 Nm M39 3000 Nm
0$1% :'LHVHO$6
Torque Spanner 913-5
/0&
Torque Spanner
0205
913-5
Before screwing the nuts on, the threads and

the contact faces should be greased with a mix-
ture of graphite and oil or molybdenum disul-
phide with a friction coefficient µ = 0.1-0.12
(e.g. MOLYKOTE paste type G).
The nuts should fit easily on the thread, and it

should be checked that they bear on the entire
contact face.
In the case of new nuts and studs, the nuts are

to be tightened and loosened two or three times
so that the thread may assume its definite
shape; thus obviating the risk of loose nuts.
Nuts secured with a split pin are to be tightened

to the stated torque and then to the next split-
pin hole.
The torque spanner must not be used for tor-

ques higher than those stamped on it, and it
must not be damaged by hammering on it or the
like.
Rahsol Torque Spanner
The handle of the torque spanner is provided

with a scale indicating the torques at which the
spanner can be set.
For setting the spanner at the required torque,

there is a ball on a small arm at the end of the
handle.
When the ball is pulled, a small crank handle

appears. A spring-loaded slide in the handle is
provided with a mark which, when the crank
handle is turned, can be set at the required
torque on the scale. The torque spanner works
as follows:
The above-mentioned spring acts on a pawl

system in the handle. When the pre-set torque
has been reached, the pawl system is released,
at which moment a small jerk is felt in the span-
ner, and a small click is heard.
When the torque spanner is not in use, the

spring inside should be released by adjusting to
minimum torque.
0$1% :'LHVHO$6
Tightening Gauge 913-6
Tightening Gauge
0205
913-6
Preparations
Before screwing on the nuts, grease the

threads and the contact faces with a mixture of
graphite and oil or molybdenum disulphide with
a friction coefficient.
µ = 0.1–0.12 (e.g. MOLYKOTE paste type G)
The nuts should fit easily on the thread, and it

should be checked that they bear on the entire
contact face.
Pre-tightening with a torque spanner
Before tightening the nuts according to a tight-

ening gauge or tightening angle, they must be
pre-tightened with a torque spanner.
Apply a pre-tightening torque of:

– thread M8 – M20 = 50 Nm
– thread M22 – M27 = 100 Nm
– thread M30 – M39 = 150 Nm
– thread M42 – M48 = 200 Nm
This is in order to ensure a uniform basis for the

subsequent tightening with gauge or tightening
angle.
Tightening with a tightening gauge
After pre-tightening, place the tightening gauge

round the nut, and mark off with chalk on the
nut at slot A on the tightening gauge, and make
another chalk mark on the contact face at slot
B. Then tighten the nut until the two chalk
marks coincide.
Tightening without a tightening gauge
For tightening angles of e.g. 30°–45° and 60°,

we usually do not deliver a tightening gauge.
Therefore, after pre-tightening, mark the angle
on a corner of the nut and on the contact face,

respectively. Then tighten the nut until the two

marks coincide.
7;
GQ
D
When tightening new studs or bolts for the first

time, loosen again and repeat the procedure –
including pre-tightening with a torque spanner,

to allow the parts to settle. 0
+
0$1% :'LHVHO$6
Screws and Nuts 913-7.1
MAN B&W Diesel Locking
Some screwed and bolted connections on the

1.
engine, as well as some movable joints, are se-
cured against untimely loosening by means of
different types of locking devices.
When reassembling the engine after overhauls,

it is vital that all such screws and nuts are
again locked correctly.
Note!
Make sure only to mount locking devices
on nuts and screws which have been
mounted with locking devices by the en-
M913070207C01
gine manufacturer.
1. Lock washers, tab washers, locking

plates, etc., must always be replaced. The
tab-like projections, etc., on the washers 2.
are to be bent back over one of the flats of
the screw or nut concerned.
2. Used spring washers must be replaced.
3. Self-locking nuts may only be used five

times. Therefore, give the nut a centre
punch mark each time it is loosened.
To tighten a self-locking nut to a specific

torque, first measure the torque required to
turn the nut itself, and then add this torque
M913070207C02
to the torque value stated on the data

sheet of a procedure.
3.
M913070207C03
913-7.1 Screws and Nuts
Locking MAN B&W Diesel
Locking wire should be fitted after the screws

Fig. 1 Fig. 2 or nuts have been tightened to the correct
torque. Do not overtighten or loosen the units
to get a correct alignment of the wire holes. Al-
ways fit new wire after tightening-up the units.
Any tendency of the screws or nuts to loosen

will be counteracted by a tightening of the
locking wire. Do not secure more than four
units in a series, unless otherwise specified.
Fig. 3 Fig. 4 Fig. 1: Insert wire, grasp the upper end of the
wire and bend it around the head of the screw,
then under the other end of the wire, be sure
that the wire is tight around the head.
Fig. 2: Twist the wire clockwise until it is just

short of the hole in the second screw. Keeping
the wire under tension, twist it until tight. When
the wire is tight, the wire shall have approxi-
Fig. 5 Fig. 6 mately 7-10 twists per 25 mm. One twist is a
twist of the wires through an arc of 180°, equal
to half of a complete turn.
M913070207C04
Fig. 3: Insert the uppermost wire in the second

screw, and pull it tight.
Fig. 4: Bend the lower wire around the screw,

and under the end protruding from the screw.
Fig. 5: Keeping the wire under tension, twist it

Fig. 7 min. 3 twists, counterclockwise until tight.
Fig. 6: During the final twisting motion, bend

the wire along the screw head. Cut off excess
wire.
Fig. 8
Fig. 7-9: Show the preferred ways of mounting
the locking wire on screws with wire holes ori-
ented in different angles.
M913070207C05
Fig. 9
Screws and Nuts 913-7.1
MAN B&W Diesel Locking
Fig. 10: Shows how to route the locking wire

on screws in different planes.
Fig. 11: Wire that passes over the top of a nut

is an acceptable alternative only if it routes
Fig. 10
around the protruding screw thread.
Fig. 12: Wire that passes over the top of a nut

is also an acceptable alternative if the hole is
located as shown in the figure. Fig. 11
Fig. 13: Where drilling of locking wire holes has
caused a thin wall section, route the wire as
shown in the figure, to prevent damage to the
nut. Fig. 12
Fig. 14: Locking wire can be mounted to any
other part of the assembly if nothing else is
possible. M913070207C06
Fig. 13
Fig. 14
913-7.1 Screws and Nuts
Locking MAN B&W Diesel
Cam Lock Washers with rising cams on one

Fig. 15 side and radial teeth on the other.
Fig. 15: The washers are installed in pairs, cam

face to cam face. When the bolt and/or nut is
tightened the teeth grip and seat the mating
surfaces. The cam lock washer is locked in
place, allowing movement only across the face
of the cams. Any attempt from the bolt/nut to
rotate loose is blocked by the wedge effect og
the cams.
Fig. 16: Different uses of the cam lock wash-

M913070207C15
ers.
Fig. 17: Don not use the cam lock washers in

conjunction with other loose washers.
Note!
Fig. 16.
Cam lock washers must be installed in
pairs and are not to be substituted by
other typers of washers.
M913070207C16
Fig. 17
M913070207C17
Lubricating Procedures 913-11
.0&&
Lubricating Procedures
0204
913-11
Molybdenum Disulphide (MoS2)
The following procedure is to be followed prior

to the mounting of metal surfaced parts which
are to function as seals.
• Clean the surface with a cleaning fluid

and ensure that the entire surface is
completely free of grease.
• Allow 5 minutes for the cleaning fluid to

evaporate.
• With a clean leathercloth, and using cir-

cular movements, rub a mixture of fine-
grained particles of Molybdenum Disul-
phide (MoS2) and mineral oil (e.g. Moly-
cote G-n Plus, or the like) hard onto the
metal surface.
• Remove any excessive paste and ensure

that the metal surface is only coated with
a thin, uniform, layer of the above mix-
ture.
• Protect the wet paste and cloth from dust

or other foreign particles.
0$1% :'LHVHO$6
Accessories for Hydraulic Tools Plate
P91351-0037
Accessories for Hydraulic Tools
0037
P91351
Working Pressure 1500 bar
MAN B&W Diesel A/S
Plate Accessories for Hydraulic Tools
P91351-0037
Item Item
No. No.
010 Hydralic pump, pneumatic operated

022 Hydralic pump, hand operated
046 Hose with unions (1500mm), complete
105 3-way distributor block, complete
154 Conical valve, 0 - 15
166 Angle union
201 Quick coupling, male
213 Quick coupling, female
225 Disc, round-plain, Cu ø11x3mm
237 Bleeder screw
249 Disc, round-plain, Cu ø11x9mm
MAN B&W Diesel A/S
Lifting Tools, Etc. Plate
P91356-0058
Lifting Tools, Etc.
0058
P91356
MAN B&W Diesel A/S
Plate Lifting Tools, Etc.
P91356-0058
Item Item
No. No.
020 Forged-bent screw shackle, 10mm

114 Lifting eye bolts, 10mm
210 Chain tackle, 500kg
295 Pull lift, 3000kg
305 Wire rope, 6m
MAN B&W Diesel A/S
Open Ended Spanners Plate
P91357-0005
Open Ended Spanners
0005
P91357
70
75
MAN B&W Diesel A/S
Plate Open Ended Spanners
P91357-0005
Item Item
No. No.
013 Open-ended spanner, size NV65mm

MAN B&W Diesel A/S
Open-Ended Slugging Spanners Plate
P91358-0013
Open-Ended Slugging Spanners
0013
P91358
MAN B&W Diesel A/S
Plate Open-Ended Slugging Spanners
P91358-0013
Item Item
No. No.
127 Open-ended slugging spanner, size

NV65mm
MAN B&W Diesel A/S
Torque Wrenches Plate
MAN B&W P91359-0003
10-60
160-800
500-2000
Plate Torque Wrenches
P91359-0003 MAN B&W

No.
014 Torque wrench, 10-60Nm
026 Adapter for socket wrench, 10 x 12.5
mm
038 Torque wrench, 40 - 200Nm
Pliers Plate
P91360-0003
P91360
Pliers
0003
MAN B&W Diesel A/S
Plate Pliers
P91360-0003
Item Item
No. No.
010 Pliers for retaining ring, size 0.9mm

MAN B&W Diesel A/S
Combination Spanners Plate
P91361-0052
3
&RPELQDWLRQ6SDQQHUV

MAN B&W Diesel A/S
Plate Combination Spanners
P91361-0052
Item Item
No. No.
015 Combination spanners, size NV10mm

MAN B&W Diesel A/S
Ring Slugging Spanner Plate
P91362-0064
MAN B&W Diesel A/S
Plate Ring Slugging Spanner
P91362-0064

No. No.
022 Slugging spanners, ring size

NV30mm
NV32mm
NV34mm
NV36mm
NV41mm
NV46mm
NV50mm
NV55mm
NV60mm
NV65mm
NV70mm
NV75mm
NV80mm
MAN B&W Diesel A/S
Spanners Plate
MAN B&W P91363-0040
Plate Spanners
P91363-0040 MAN B&W

No.
016 Tool set, complete, size 10-22 mm
028 Tool set, complete, size 24-46 mm
030 Hex key tool set, complete
100 Socket spanner, 46 mm
150 Hex key, 22 mm
161 Hex key, 24 mm
Note:
*
Open-ended Spanners Plate
P91364-0059
MAN B&W Diesel A/S
Plate Open-ended Spanners
P91364-0059

No. No.
011 Open ring wrench, 14 - 17mm

023 Open ring wrench, 19 - 22mm
MAN B&W Diesel A/S
Instruments Plate
P91366-0066
MAN B&W Diesel A/S
Plate Instruments
P91366-0066

No. No.
012 Indicator, complete

024 Indicator paper
036 Plainmeter, complete
048 Autolog, measuring tool for crankshaft
050 Feeler gauge
061 Slide caliper
073 Dial gauge and stand tool*)
*)To be supplied by exh. grinding mashin maker
MAN B&W Diesel A/S
Working Platforms Plate
P91368-0004
Working Platforms
0004
P91368
MAN B&W Diesel A/S
Plate Working Platforms
P91368-0004
Item Item
No. No.
013 Foot grating, 800 x 250 x 40mm
MAN B&W Diesel A/S
S50MC-C, Volume III
908 901 902 903
910 909
911 907
904
912 906
905
S50MC-C VOLUME III
COMPONENTS
DESCRIPTION
Vol. I OPERATION
Vol. II MAINTENANCE
1. Name of vessel
3. Plate No.
4. Part No.


A90023-0027

Denmark
DK-2450 Copenhagen
Technical Service
Denmark
Teleph.:+82 55 282 0590
Telefax:+45 33 85 10 30
Teleph.:+45 33 85 11 00 Teleph.:+82 55 278 9651
CVR No. 39 66 13 14
Part Sales
Telefax: +45 33 85 10 30
Teleph.:+82 55 280 0550~6
Telefax.:+82 55 282 1388
Cross Section through Engine Plate
P90001-0S48
Cross Section through Engine
0048
P90001
When referring to this page, please quote Plate P90001 Edition 0S48 Page 1 (1)
MAN B&W Diesel A/S
Cylinder Cover Plate
Plate
Cylinder Cover

No. No.
018 Screw
031 Protective cap
043 Nut
055 Stud for exhaust valve
067 Nut
079 Nut
080 Stud for starting valve
092 Cylinder cover
114 O-ring
126 Cooling jacket
163 Nut
175 Distance pipe
187 Stud for fuel valve
209 Screw
Indicator Cock - Mounting Plate
P90103-0005
MAN B&W Diesel A/S
Plate Indicator Cock - Mounting
P90103-0005

No. No.

020 Gasket
032 Extension
056 Gasket
068 Gasket
081 Indicator cock
093 Screw
103 Locking plate
115 Flange
140 Screw
152 Lock washer
176 Stud
188 Nut, self-locking
MAN B&W Diesel A/S
Piston and Piston Rod Plate
P90201-0204
MAN B&W Diesel A/S
Plate Piston and Piston Rod
P90201-0204

No. No.
011 Screw
023 Screw
035 Screw
047 Locking wire
059 Screw
060 Screw
084 Piston ring
096 Piston ring
106 Piston ring
118 Piston crown
143 Pipe for cooling
155 Piston rod
167 D-ring
179 D-ring
180 Piston skirt
192 Screw
MAN B&W Diesel A/S
Piston Rod Stuffing Box Plate
P90205-0115
B B
MAN B&W Diesel A/S
Plate Piston Rod Stuffing Box
P90205-0115

No. No.
013 Nut
025 Housing for stuffing box
037 Scraper ring
049 Scraper ring
050 Flange
062 Guide pin
086 Screw
098 Spring pin
121 Lamella
145 O-ring
157 Scraper ring
169 Sealing ring
170 Sealing ring
182 Screw
204 Fitted bolt
216 Housing for stuffing box, complete
241 Spring
253 Spring
MAN B&W Diesel A/S
Cylinder Frame Plate
P90301-0167
MAN B&W Diesel A/S
Plate Cylinder Frame
P90301-0167

No. No.
015 Screw
027 Protective cap
039 Nut
040 Stud for cylinder cover
052 O-ring
064 Screw
076 Distance pipe
088 Nut
111 Stud
123 Cylinder frame
135 Distance pipe
147 Nut
159 Distance pipe
160 Stud
172 Distance pipe
184 Distance pipe
196 Fitted bolt
206 Cover
218 Screw
231 Cap nut
243 Screw
255 Protective pipe, complete
267 O-ring
279 Packing
292 Nut
302 Stud
314 Cover
326 O-ring
351 Screw
363 O-ring
375 Cleaning cover
399 Stud
409 Screw
MAN B&W Diesel A/S
Cylinder Liner and Cooling Jacket Plate
P90302-0184
Cylinder Liner and Cooling Jacket
0184
P90302
MAN B&W Diesel A/S
Plate Cylinder Liner and Cooling Jacket
P90302-0184
Item Item
No. No.
010 Cooling jacket

022 Gasket
034 Piston cleaning ring*
046 Cylinder liner
058 Packing
071 Plug screw
095 Clamp
105 Screw
117 O-ring
129 O-ring
142 Stud
154 Nut
166 Cooling water connection
178 Packing
201 Sealing ring
225 Screw
Note:
* Two designs aviable: 1. Standard
Cleaning ring. 2. Retrofit piston
cleaning ring.
MAN B&W Diesel A/S
Cylinder Liner - Details Plate
P90304-0037
MAN B&W Diesel A/S
Plate Cylinder Liner - Details
P90304-0037

No. No.
011 Non-return valve, complete

023 Head
035 Valve
047 Housing
MAN B&W Diesel A/S
Cylinder Lubricator Plate
P90305-0113
Cylinder Lubricator
0113
P90305
MAN B&W Diesel A/S
Plate Cylinder Lubricator
P90305-0113
Item Item
No. No.
017 Bracket
030 Screw
054 Screw
066 Distance pipe
091 Steel pipe, L=590
101 Coupling
MAN B&W Diesel A/S
Cylinder Lubricator Unit Plate
Plate
Cylinder Lubricator Unit

No. No.
018 Ball valve

031 Stud
043 Hydraulic block
055 Nut
067 Plug screw
080 O-ring
092 Intermediate pipe
114 Adjustable elbow coupling
138 Ball valve
151 Stud
175 Lubricator, complete
199 Hydraulic block
209 Gasket
210 Membrane accumulator
234 Screw
258 Adjusting screw
271 O-ring
283 Spacer, tubular
295 Cover
305 O-ring
317 Non-return valve
329 O-ring
330 Cylinder block
342 O-ring
354 Spring
366 Plunger
378 Actuator piston
391 Straight stud coupling
401 Screw
413 Screw
437 Cylinder housing
449 Solenoid valve complete
450 Screw
486 Gasket
498 O-ring
508 O-ring
521 Inductive sensor
533 Cable
545 Cable gland, complete
569 Housing
570 Plug
582 Plug
594 Screw
Intermediate Box Plate
P90308-0012
MAN B&W Diesel A/S
Plate Intermediate Box
P90308-0012

No. No.
013 Intermediate box, complete

037 Electric enclosure with cables
049 Circuitboard assy
050 Screw
074 Diode
MAN B&W Diesel A/S
Cylinder Lubrication System - Details Plate
P90309-0016
Cylinder Lubrication System - Details
0016
P90309
MAN B&W Diesel A/S
Plate Cylinder Lubrication System - Details
P90309-0016
Item Item
No. No.
019 Steel pipe

020 Pipe holder
032 Screw
044 Steel pipe
056 Pipe holder
068 Coupling
081 Steel pipe
103 Steel pipe
115 Steel pipe
127 Coupling
139 Pipe holder
140 Distributor block
152 Screw
176 Coupling
188 Coupling
211 Steel pipe
223 Steel pipe
MAN B&W Diesel A/S
Cylinder Lubrication -
Electronic Components Plate
MAN B&W P90312-0001
Cylinder Lubrication -
Plate Electronic Components
P90312-0001 MAN B&W
No.
027 Master control unit
039 Circuit board
040 Backup control unit
Cylinder Lubrication - Electronic Components Plate
P90312-0003
MAN B&W Diesel A/S
Plate Cylinder Lubrication - Electronic Components
P90312-0003

No. No.
015 Electronic enclosure, complete

027 Screw
039 Nut
052 Bracket
064 Screw
076 Nut
088 Distance pipe
111 Terminal
123 Terminal
135 Terminal
147 Rail
166 Electronic enclosure
184 Terminal
206 Terminal
MAN B&W Diesel A/S
Cylinder Lubrication - Electronic Components Plate
P90312-0004
MAN B&W Diesel A/S
Plate Cylinder Lubrication - Electronic Components
P90312-0004

No. No.
015 Name plate

027 Pilot lamp
039 Name plate
040 Selector switch
052 Terminal
064 Terminal
076 Din rail
088 Terminal
111 Terminal
159 HMI panel
160 Mounting plate
184 Nut
196 Screw
206 Terminal
MAN B&W Diesel A/S
Connecting Rod and Crosshead Plate
P90401-0154
Connecting Rod and Crosshead
0154
P90401
MAN B&W Diesel A/S
Plate Connecting Rod and Crosshead
P90401-0154
Item Item
No. No.
019 Plate
020 Screw
032 Locking wire
044 Screw
068 Crank-pin bearing shell, complete
081 Screw
093 Screw
103 Outlet pipe
115 Guide shoe, fore
139 Guide strip
140 Crosshead bearing shell, lower part
152 Connecting rod
176 Screw
188 Shim
211 Crosshead bearing cap
223 Crosshead bearing shell, upper part
235 Guide pipe
247 Crosshead
260 Crank-pin bearing cap
272 Guide pin
284 Screw
306 Distance piece
318 Bushing
331 Housing for stuffing box
343 Telescope pipe
355 Screw
379 Stud
380 Nut
402 Guide shoe, aft
414 Shim 0,25mm
426 Shim 0,50mm
438 Screw
451 Nut
463 Stud
475 Spring pin
487 Screw
509 Counterwight
510 Spring pin
558 Connecting rod, complete
MAN B&W Diesel A/S
Lubricating and Cooling Oil for Crosshead Plate
Crankpin and Main Bearing P90403-0008
0008
P90403
Lubricating and Cooling Oil for Crosshead Crankpin and Main Bearing
MAN B&W Diesel A/S
Crankshaft Plate
Plate
Crankshaft

No. No.
012 Crankshaft
036 Chain wheel
061 Packing
073 Cover
085 Screw
Arrangement of Fore End Plate
P90502-0062
MAN B&W Diesel A/S
Plate Arrangement of Fore End
P90502-0062

No. No.
018 Stud
031 Nut
043 Screw
055 Shield, upper
067 Shield, lower
080 Screw
092 Cover
102 Gasket
114 Cover
126 Gasket
138 Screw
151 Flange
163 Screw
187 Gasket
209 Cover
210 Gasket
MAN B&W Diesel A/S
Arrangement of Angle Encoder Plate
MAN B&W P90503-0012
Plate Arrangement of Angle Encoder
P90503-0012 MAN B&W

No.
013 Measuring instrument, axial vibration
damper (If A/V monitor is not applied)
037 Angle encoder
049 Coupling
050 Screw
074 Intermediate box
098 Housing
108 Shaft
121 Screw
145 Adjustment tool
157 Packing
170 Shaft
182 Spring pin
204 Packing
216 Washer
228 Cover
241 Packing
253 Screw
265 Spring lock
Axial Vibration Monitor Plate
P90504-0003
Axial Vibration Monitor
0003
P90504
MAN B&W Diesel A/S
Plate Axial Vibration Monitor
P90504-0003
Item Item
No. No.
019 Terminal box, complete

020 Steel pipe
032 Pipe holder
044 Screw
068 Elbow
081 Coupling
093 Coupling
115 Bracket
127 Axial vibration monitor
MAN B&W Diesel A/S
Thrust and Guide Bearing Plate
P90505-0154
MAN B&W Diesel A/S
Plate Thrust and Guide Bearing
P90505-0154

No. No.
002 Screw
026 Lubricating oil pipe
038 Segment stopper, fore
051 Spray pipe
063 Segment
075 Segment
099 Clamp
146 Guard
171 Clamp
205 Nut
217 Stud
229 Segment stopper, fore
242 Segment stopper, aft
266 Segment stopper, aft
301 Spray pipe
313 Screw
337 Screw
350 Scraper ring housing, upper part
362 Fitted bolt
374 Scraper ring housing, lower part
386 Nut
398 Guide pin
408 Screw
433 Scraper ring housing, complete
457 Guard
516 Stud
553 Screw
565 Oil throw ring, upper part
577 Oil throw ring, lower part
589 Oil throw ring, complete
600 Fitted bolt
612 Screw
624 Scraper ring, upper part
636 Scraper ring, lower part
648 Nut
661 Scraper ring, complete
MAN B&W Diesel A/S
Turning Gear Plate
P90510-0107
MAN B&W Diesel A/S
Plate Turning Gear
P90510-0107

No. No.
011 Nut
023 Distance pipe
035 Distance pipe
047 Screw
060 Turning gear
096 Gear wheel
106 Disengaging device, complete
131 Guide pin
MAN B&W Diesel A/S
Turning Wheel Plate
P90511-0029
Turning Wheel
0029
P90511
MAN B&W Diesel A/S
Plate Turning Wheel
P90511-0029
Item Item
No. No.
017 Screw
029 Fitted bolt
054 Turning wheel
078 Dead center pointer
101 Screw
113 Spring lock
125 Spring pin
MAN B&W Diesel A/S
Turning Gear - Details Plate
P90512-0002
Turning Gear - Details
0002
P90512
MAN B&W Diesel A/S
Plate Turning Gear - Details
P90512-0002
Item Item
No. No.
012 Screw
024 Spring washer
048 3/2-way valve
061 Screw
073 Spring washer
097 Switch 0-110 volts
107 Screw
119 Spring washer
132 Bracket
156 Eye screw
168 Key ring
181 Chain
203 Disc with inicision
215 Stud with groove
227 Circlip
240 Disc with inicision
252 Sleeve- special
264 Screw
276 Spring washer
311 Lever
323 Bush
MAN B&W Diesel A/S
Tacho Equipment Plate
P90513-0009
Tacho Equipment
0009
P90513
002
MAN B&W Diesel A/S
Plate Tacho Equipment
P90513-0009
Item Item
No. No.
018 Sectional iron

031 Screw
055 Pick-up box
067 Screw
080 Bracket
092 Cylindrical dowels
114 Screw
126 Spring lock
002 Sensor
MAN B&W Diesel A/S
Plate
Tacho Equipment
P90513-0S10
102
067
329
When referring to this page, please quote Plate P90513 Edition0S10 Page 1(2)
MAN B&W Diesel A/S
Plate
Tacho Equipment
P90513-0S10
Item Item
No. No.
067 Bracket
102 Tacho pick-up
Page 2(2) When referring to this page, please quote Plate P90513 Edition0S10
MAN B&W Diesel A/S
Arrangement of Chain Drive and Camshaft Plate
P90600-0130
MAN B&W Diesel A/S
Chain Drive and Guide Bars Plate
P90601-0099
Chain Drive and Guide Bars
0099
P90601
MAN B&W Diesel A/S
Plate Chain Drive and Guide Bars
P90601-0099
Item Item
No. No.
016 Guidebar
028 Locking wire, L=5000
041 Screw
053 Screw
065 Bracket for guidebar
077 Screw
089 Guidebar
090 Beam for guidebar
100 Washer
124 Screw
136 Bracket
148 Disc
161 Screw
173 Beam for guidebar
185 Screw
293 3½" Chain, complete
303 Chain link, complete
315 Outer link
327 Inner link
MAN B&W Diesel A/S
Chain Drive - Lubrication Plate
P90602-0120
MAN B&W Diesel A/S
Plate Chain Drive - Lubrication
P90602-0120

No. No.
023 Lubricating pipe

072 Steel pipe
118 Spray pipe
202 Spray pipe
MAN B&W Diesel A/S
Chain Tightener Plate
P90603-0114
MAN B&W Diesel A/S
Plate Chain Tightener
P90603-0114

No. No.
017 Nut
029 Locking plate
030 Guide nut
054 Guide nut
066 Tightening bolt
101 Cover
113 Screw
125 Locking wire
137 Shaft
150 Screw
162 Screw
174 Flange
186 Stop screw
198 Shaft
208 Cover
221 Screw
245 Bracket
257 Chain wheel
269 Bushing
270 Shaft
282 Distance piece
304 Coupling
316 Lubrication oil pipe
328 Lubrication oil pipe
341 Coupling
365 Distance pipe
377 Screw
389 Nut
390 Stud
400 O-ring
412 Guide pin
424 O-ring
448 Shaft
MAN B&W Diesel A/S
Bearing Housing - Mounting Plate
P90610-0113
MAN B&W Diesel A/S
Plate Bearing Housing - Mounting
P90610-0113

No. No.
015 Screw
027 Bearing cap
039 Bearing shell in 2/2
040 Bearing housing
064 Nut
076 Stud
111 Guide screw
123 Guide pin
135 Guide pin
147 Shim
160 Bearing cap
172 Thrust ring
196 Bearing housing
218 Screw
MAN B&W Diesel A/S
Camshaft and Chain Wheel Plate
Plate
Camshaft and Chain Wheel

No. No.
010 Camshaft
034 Exhaust cam
046 Fuel cam
058 Indicator cam, complete
083 Plug
105 Indicator cam, upper part
117 Screw
142 Indicator cam, lower part
154 Screw*
166 Repair cam, fuel*
191 Screw*
201 Repair cam, exhaust*
213 Chain wheel
225 Thrust disc
237 Gear wheel
249 Screw
250 Locking wire
Note:
* Optional extra
Arrangement of Indicator System Plate
P90612-0051
Arrangement of Indicator System
0051
P90612
A B
MAN B&W Diesel A/S
Plate Arrangement of Indicator System
P90612-0051
Item Item
No. No.
016 Handle
028 Screw
041 Roller guide
053 Screw
065 Liner
077 Housing
089 Screw
090 Washer
112 Packing
124 Stud
136 Self-locking nut
148 Extension
173 Screw
185 Lock washer
207 Spring
232 Guard
244 Screw
256 Lock washer
268 Packing
281 Packing
293 Flange
303 Indicator valve
327 Spring pin
339 Liner
352 Circlip
376 Liner
388 Circlip
423 Key
435 Screw
459 Shaft
460 Bearing
484 Disc spring
496 Valve cone
506 Valve seat
531 Spindle guide
543 Spindle
567 Gasket
579 Valve housing
580 Handwheel
MAN B&W Diesel A/S
Camshaft Bearing Plate
P90613-0113
MAN B&W Diesel A/S
Plate Camshaft Bearing
P90613-0113

No. No.
023 O-ring
035 Connecting pipe
059 Baseplate
072 Screw
084 Guide pin
096 Bearing cap
118 Bearing shell
131 Screw
MAN B&W Diesel A/S
Arrangement of Governor Plate
P90615-0135
Arrangement of Governor
0135
P90615
Max.
Stop.
MAN B&W Diesel A/S
Plate Arrangement of Governor
P90615-0135
Item Item
No. No.
012 Guard
036 Screw
061 Guide pin
073 Screw
085 Washer
107 Electrical governor actuator
119 Lever
120 Screw
132 Spring lock
144 Bracket
MAN B&W Diesel A/S
Regulating Shaft Plate
Plate
Regulating Shaft

No. No.
019 Retaining ring for shaft

020 Forked lever
032 Dowel pin
044 Ball joint
068 Locking plate
081 Counter nut for pull rod
093 Pull rod
103 Washer
115 Fitted bolt
127 Spring pin
139 Spring pin
152 Ball joint
164 Nut
176 Spacer, tubular
188 Clamping arm
223 Lever
235 Eye bolt
259 Spring
272 Guide pin
284 Screw
318 Washer
343 Regulating shaft
355 Bushing
367 Bearing pedestal
379 Bearing pedestal, last cylinder
380 Screw
Note:
Load Transmitter Plate
Plate
Load Transmitter

No. No.
014 Cover
051 Pull rod, complete
063 Washer
087 Fitted bolt
099 Clamping arm
122 Clamping arm
134 Plate
146 Screw
158 Disc
171 Screw
195 Potentiometer
Note:
Engine-Side Control Console Plate
MAN B&W P90620-0103
Plate Engine-Side Control Console
P90620-0103 MAN B&W

No. No.
021 Screw 702 Clamping block
033 Handle 714 Sealing ring
045 Shaft 726 Retaining ring
057 Nut, self-locking 738 Bearing
069 Washer
070 Plate
094 Valve, 5/2-way
104 Screw
141 Screw
165 Screw
177 Pressure switch
190 Pointer
200 Screw
212 Angle lever
224 Stop ring
236 Pin
248 Shaft
261 Bushing
285 Bellows gland
297 Cover
319 Screw
320 Index plate
332 Hand wheel
344 Handle
356 Stud
368 Lock washer
393 Slide shoe
403 Retaining ring
415 Screw
427 Lock washer
440 Grease nipple
464 Washer
476 Key
488 Split pin
523 Angle lever
535 Console
547 Screw
560 Local control box
572 Valve, 3/2-way
584 Valve, 3/2-way
596 Nut
618 Spindle
631 Ball bearing
643 Retaining ring
667 Screw
679 Thrust ring
680 Ball bearing
692 Thrust ring
Engine Side Control Console - Details Plate
P90621-0090
MAN B&W Diesel A/S
Plate Engine Side Control Console - Details
P90621-0090

No. No.
027 Copuling
040 Steel bar
052 Screw
064 Copper pipe
076 Coupling
111 Coupling
135 Coupling
159 Coupling
160 Plug
184 Coupling
196 Connection
206 Copper pipe
231 Steel bar
255 Coupling
MAN B&W Diesel A/S
Arrangement of Layshaft Plate
P90622-0072
MAN B&W Diesel A/S
Plate Arrangement of Layshaft
P90622-0072

No. No.
010 Lever, complete

022 Grease nipple
034 Lever
046 Cone
058 Pin
071 Screw
083 Washer
095 Bushing
105 Lever
117 Lever
129 Switch
130 Screw
142 Lock washer
154 Bushing
191 Cone
213 Washer
249 Screw
250 Nut
274 Impact socket
286 Impact handwheel
298 Pin
308 Stop ring
321 Clamping arm
333 Pull rod
357 Fitted bolt
370 Distance pipe
382 Screw
394 Lock washer
404 Support
416 Fitted bolt
428 Fitted bolt
441 Pull rod, complete
453 Fitted bolt
MAN B&W Diesel A/S
Main Starting Valve Plate
Plate
Main Starting Valve

No. No.
015 Screw
027 Switch
039 Spacer, tubular
052 Nut
064 Washer
076 Handwheel
088 Locking plate
111 Spring
123 Spindle
135 Screw
147 Plate
159 Ball valve, with actuator*
172 Screw
196 Guide pin
206 Nut
218 Packing
231 Screw
255 Washer
279 Plug screw
280 Housing
302 Split pin
314 Sundry chain
326 Key ring
338 Split pin
351 Housing
900 Repair kit, actuator*
912 Repair kit, ball valve*
Note:
* When ordering spare parts for this item,

please state manufacturer’s Part No.
Starting Air Distributor Plate
P90703-0122
MAN B&W Diesel A/S
Plate Starting Air Distributor
P90703-0122

No. No.
010 Guide pin

022 Guide pin
034 Name plate
058 Coupling
071 Adapter
095 Spring pin
105 Bracket
117 Nut
129 Fitted bolt
130 Gear wheel
142 Lock washer
154 Nut
166 Key
178 Shaft
191 Bushing
201 Spring pin
237 Screw
249 Air cylinder
250 Screw
262 Distributor housing, complete*
274 Sealing ring
298 Reversing disc*
321 Screw
333 Packing
345 Valve, 3/2-way
357 Screw
369 Bracket
370 Sealing ring
382 Distributor disc
394 Piston ring
404 Nut
416 Stud
428 Cover
441 Fitted bolt
453 Washer
Note:
* When ordering spare parts, please

state number of cylinders.
MAN B&W Diesel A/S
Starting Valve Plate
P90704-0058
MAN B&W Diesel A/S
Plate Starting Valve
P90704-0058

No. No.
016 Screw
028 Cover
041 Packing
065 Piston
077 Piston
089 Spring
090 Distance pipe
100 Liner
112 Valve housing
124 Sealing ring
136 Valve spindle
MAN B&W Diesel A/S
Exhaust Valve - Lower Parts Plate
MAN B&W P90801-0213
Plate
Exhaust Valve - Lower Parts
P90801-0213 MAN B&W

No. No.
013 Packing
025 Cover
037 Screw
049 Exhaust valve housing
050 Screw
062 Spring pin
074 Bottom piece
086 O-ring
098 Sealing ring
108 Screw
121 Sealing ring
133 Spindle guide
145 Sealing ring
157 Thread insert
169 Packing ring
170 Plug screw
182 Packing ring
194 Plug screw
204 Flange
216 Packing
228 Exhaust valve spindle
Exhaust Valve - Upper Parts Plate
MAN B&W P90803-0049
Plate
Exhaust Valve - Upper Parts
P90803-0049 MAN B&W

No. No.
014 Eye bolt by MAN Diesel only.

026 Screw
038 Plate
051 Orifice plug
063 Disc
075 Packing
087 Steel pipe
109 Oil cylinder
110 Disc
122 Locking plate
134 Screw
158 Pipe
171 Union nut
183 Reducing nipple
195 O-ring
205 Spring
217 Disc
229 Point screw
230 Rod.lift-rotation check
254 Dowel pin
278 Packing ring
301 Spring pin
325 Nut
349 Plug screw
362 Screw
374 Cam lock washer*
386 Flange
398 Cone
408 Sealing ring
421 Sealing ring
433 Piston, air cylinder
445 Sealing ring
457 Sealing ring
469 Air cylinder
494 Piston ring
516 Piston, actuator
528 Slide
541 Piston
553 Spring
565 Disc
589 Stud
600 Piston actuator, complete
Note:
* Cam lock washers are to be supplied
Exhaust Valve, Upper Parts - Details Plate
P90804-0007
MAN B&W Diesel A/S
Plate Exhaust Valve, Upper Parts - Details
P90804-0007

No. No.
021 Gasket
033 Safety valve
MAN B&W Diesel A/S
Valve Gear Plate
P90805-0141
MAN B&W Diesel A/S
Plate Valve Gear
P90805-0141

No. No.
015 Stud
027 Stud
039 Piston
052 Roller guide, complete
064 Thrust disc
076 Roller guide
088 Shaft
111 Plug
123 Screw
135 Bushing
147 Disc
160 Bushing
172 Sealing ring
196 Nut
218 Oil cylinder
231 Piston ring
243 Disc
255 Screw
267 Disc
279 Spring
280 Screw
292 Key
302 Roller
MAN B&W Diesel A/S
Exhaust Valve - Pipe System Plate
MAN B&W P90806-0105
Plate Exhaust Valve - Pipe System
P90806-0105 MAN B&W

No.
010 Hydraulic pipe, complete
034 Steel pipe
071 Nut
083 Screw
095 Support
105 Clamp
129 Screw
130 Thrust flange
142 Sealing ring
154 Hydraulic pipe
166 O-ring
178 Retaining ring
191 Retaining ring
201 Sleeve, divided
213 Intermediate piece
225 Sealing ring
249 Packing, oval
250 Flange
262 Sealing ring
274 Screw
Arrangement of Cooling Water Pipes Plate
P90810-0063
MAN B&W Diesel A/S
Plate Arrangement of Cooling Water Pipes
P90810-0063

No. No.
012 Valve
024 Coupling
036 Pipe
061 Butterfly valve
073 Screw
085 Pipe
097 Screw
107 Packing
120 Ball valve
132 Drain pipe
144 Plug screw
168 Pipe (inside valve housing)
181 Packing
193 Screw
203 Screw
215 Packing
227 Screw
239 Nut
240 Packing
252 Orifice plate
276 Cooling pipe
288 Packing
323 Cooling pipe
347 Screw
359 Compensator
372 Pipe
396 Packing
406 Screw
418 Screw
431 Cooling pipe
443 Orifice plate
455 Nut
MAN B&W Diesel A/S
Arrangement of Freshwater Pipes Plate
P90811-0012
MAN B&W Diesel A/S
Plate Arrangement of Freshwater Pipes
P90811-0012

No. No.
018 Butterfly valve

031 Screw
055 Freshwater pipe, inlet
067 Screw
079 Packing
092 Ball valve
102 Coupling
126 Drainwater pipe
MAN B&W Diesel A/S
Arrangement of Drain Water Pipes Plate
P90812-0002
MAN B&W Diesel A/S
Plate Arrangement of Drain Water Pipes
P90812-0002

No. No.
013 Valve
025 Coupling
037 Pipe
050 Pipe
MAN B&W Diesel A/S
Fuel Pump Plate
MAN B&W P90901-0151
Plate Fuel Pump
P90901-0151 MAN B&W

No. No.
017 Gasket 784 Gasket
030 Cylindrical pins 867 Protective cap
042 Gasket 879 Coupling
054 Plug screw 880 Pipe, L=730
078 Pump housing, complete 892 Banjo coupling
101 Timing guide 902 Plug screw
113 Sleeve 914 Disc
125 Regulating guide 926 Pipe, L=520
137 Guide pin
149 Screw
162 Stud
174 Gasket
186 Guide screw
198 Guide pin
208 Guide pin
221 Guide bushing, complete
233 Guide bushing
257 Screw
269 Screw
270 Top cover
282 Lock washer
294 Plug screw
341 Orifice plate
389 Nut
390 Screw
400 Spring guide
412 Spring
436 Suction valve, complete
448 Slide
461 Thrust piece
473 Sealing ring
520 Sealing ring
532 Pump barrel
544 Pump barrel, complete
556 Plunger
568 Sealing ring
603 Screw
615 Lock washer
627 Cover
639 Sealing ring
640 Sealing ring
652 Puncture valve, complete
664 Air piston
676 Gasket
688 Valve housing
711 O-ring
723 Slide
735 Spring
747 Spring guide
772 Throttle plug
Fuel Pump Gear Plate
Plate Fuel Pump Gear

No. No.
012 Fuel pump roller guide, complete 646 Disc

024 Shaft 671 Sealing ring
036 Plug
048 Plug
061 Stop screw
073 Roller
085 Bushing
097 Disc
107 Shaft-pin for roller
120 Guide pin
144 Thrust disc
156 Roller guide
168 Plug
181 Bushing
193 Pin
215 Link for reversing
227 Pin
240 Guide pin
252 Guide block
264 Screw
276 Guide pin
288 Bushing
311 Locking wire
323 Flange
335 Screw
347 Sealing bush
359 Bushing for roller guide
372 Cap
396 Screw
418 Scraper ring, axial
431 Scraper ring
443 Flange
455 Holder for scraper ring
467 Locking wire
479 Screw
492 Nut
502 Pump base
514 Pump base
526 Packing
538 Cover, transparent
551 Flange
563 Screw
587 Disc
599 Stud
609 Stud
610 Spring, internal
622 Spring, external
634 Disc
Reversing Mechanism Plate
MAN B&W P90905-0025
Plate Reversing Mechanism
P90905-0025 MAN B&W

No.
019 Shaft
020 Guide for reversing
032 Distance pipe
056 Guard
068 Screw
093 Cover
103 Screw
115 Bolt
127 Flange for air cylinder
139 Reversing mechanism, complete
152 Screw
164 Bush
176 Air cylinder
211 Screw
223 Union
235 Reducing socket
247 Ball valve
259 Union
Fuel Valve Plate
P90910-0145
Fuel Valve
0145
P90910
MAN B&W Diesel A/S
Plate Fuel Valve
P90910-0145
Item Item
No. No.
016 Thrust piece

041 Cut-off shaft
053 Spindle guide
065 Nozzle
077 Spindle guide, complete
089 O-ring
090 Holder, complete
100 Guide pin
112 Union nut
124 O-ring
148 O-ring
161 Valve head
173 Guide pin
185 Spring
197 Non-return valve, complete
219 Thrust spindle
220 Spring
232 Spring guide
244 Thrust foot
950 * Disc
* Optional extras
* Optional extras
MAN B&W Diesel A/S
Fuel Valve Function Plate
MAN B&W P90911-0022
High-Pressure Pipes Plate
MAN B&W P90913-0173
Plate High-Pressure Pipes
P90913-0173 MAN B&W

No.
012 Sleeve in 2/2
024 Retaining ring
036 Union nipple
048 Sealing ring
061 High-pressure pipe
073 Insulation pipe*
085 Union nipple
097 Sealing ring
119 High-pressure pipe, complete
120 High-pressure pipe, complete
144 Steel pipe
156 Flange
168 Screw
181 Housing
203 T-coupling
239 Flange
252 Cylindrical pin
264 Screw
908 Pipe end insulation sleeve, roll**
921 Tape, roll**
Note:
* Pipe end insulation sleeve and tape
is not included.
Fuel Oil System Plate
MAN B&W P90914-0110
Plate
Fuel Oil System
P90914-0110 MAN B&W

No. No.
018 Support
031 Screw
043 Steel pipe
055 Adjustable l-coupling, complete
080 Steel pipe
102 Packing
114 Fuel oil inlet pipe
126 Screw
138 Ball valve
151 Packing
163 Screw
187 Steel pipe
199 Reducing connection, complete
209 Equal t-coupling, complete
222 Support
234 Pipe clamp
246 Screw
271 Adjustable elbow coupling, complete
283 Steel pipe
305 Steel pipe
317 Straight coupling, complete
329 Drain pipe
330 Banjo coupling, complete
342 Packing ring
354 Screw
366 Nut
Fuel Oil System - Details Plate
P90915-0053
Fuel Oil System - Details
0053
P90915
MAN B&W Diesel A/S
Plate Fuel Oil System - Details
P90915-0053
Item Item
No. No.
013 O-ring
025 Piston
037 Spring
050 Cup point screw
062 Nut
086 O-ring
108 Housing
121 Valve housing
133 Spring guide
145 Valve cover
169 Over-flow valve, complete
182 Level switch
194 Drain box
216 Drain box, complete
241 Packing
253 Screw
265 Wearing ring
277 Sealing ring
289 Packing
290 Lock washer
300 Nut
312 Stud
324 Spring guide
348 Housing
361 Piston
373 Spring
385 Stud
397 Flange
407 Spring
420 Shock absorber, complete
MAN B&W Diesel A/S
Turbocharger System Plate
P91000-0017
Turbocharger
0017
P91000 System
Fig. 1
Turbocharger
Auxiliary blower
system
Fig. 2
Fig. 3
MAN B&W Diesel A/S
Scavenge Air Receiver Plate
P91001-0154
MAN B&W Diesel A/S
Plate Scavenge Air Receiver
P91001-0154

No. No.
017 Screw
029 Guard
042 Screw
054 Scavenge air receiver
066 Crane beam
091 Nut
101 Distance piece
113 Screw
125 Guide pin
137 Distance piece
149 Screw
150 O-ring
162 Plug screw
174 Nut
186 Distance piece
198 Stud
208 Nut
221 Cleaning pipe
233 Spray nozzle
245 Stud
257 Packing
269 Plug screw
282 Cover
294 Plug screw
316 Flange
328 Washer
341 Flange
365 O-ring
377 Manhole cover, complete
389 Stud
390 Plate
400 Plate
412 Nut
424 Sectional iron
436 Sectional iron
448 Stud
461 Screw
473 Support
MAN B&W Diesel A/S
Arrangement of Charging Air Pipe Plate
P91002-0099
Arrangement of Charging Air Pipe
0099
P91002
MAN B&W Diesel A/S
Plate Arrangement of Charging Air Pipe
P91002-0099
Item Item
No. No.
012 Cover plate

024 Insulation material
036 Glass fibre cloth
048 Compensator
061 Plug screw
073 Gasket
085 Charging air pipe
097 Cover plate
107 Nut
119 Washer
120 Screw
132 Plug screw
144 Screw
MAN B&W Diesel A/S
Exhaust Pipes and Receiver Plate
P91003-0164
Exhaust Pipes and Receiver
0164
P91003
MAN B&W Diesel A/S
Plate Exhaust Pipes and Receiver
P91003-0164
Item Item
No. No.
018 Plug screw

031 Packing
043 Gas inlet
055 *) Screw
067 Packing
079 Nut
080 Compensator
092 *) Screw
114 Blind rivet
126 Insulation material
138 Exhaust receiver
151 Packing
163 Plug screw
175 Nut
199 *) Screw
209 Insulation cover 2/2
222 Packing
234 Grid, complete
246 Wire gauze
258 Plug screw
271 Packing
295 Plug screw
305 Packing
317 Insulation plate cover
330 Washer
342 Packing
354 Locking plate
366 Washer
378 *) Screw
391 Cover
401 Wing nut
425 *) Screw
437 *) Screw
449 Washer
450 Nut
462 Packing
474 Stud
486 Heating shield
498 Manhole cover
508 Split pin
521 Hinge rod
557 Compensator *) The screws are special screws for
569 Plate hot joints, they are marked with a "T",
582 Packing and MUST NOT BE USED ELSE-
594 Plug screw WHERE!
MAN B&W Diesel A/S
Exhaust Receiver - Details Plate
P91004-0037
MAN B&W Diesel A/S
Plate Exhaust Receiver - Details
P91004-0037

No. No.
001 Nut
013 Clamp
025 Distance pipe
037 Nut
049 Distance pipe
050 Screw
062 Spring pin
074 Distance pipe
086 Screw*
098 Spring pin
108 Nut
121 Distance pipe
133 Clamp
145 Support
157 Shim
169 Spring plate
170 Clamp
182 Screw
194 Spring pin
204 Washer
216 Screw*
228 Nut
241 Nut
253 Distance pipe
277 Support
289 Screw
Note:
* These screws are special screws

for hot joints, they are marked with a
“T” and MUST NOT be used else-
where !
MAN B&W Diesel A/S
Air Cooler Plate
P91005-0114
Air Cooler
0114
P91005
MAN B&W Diesel A/S
Plate Air Cooler
P91005-0114
Item Item
No. No.
019 Cooler insert

032 Water mist catcher
MAN B&W Diesel A/S
Arrangement of Auxiliary Blower Plate
P91006-0026
MAN B&W Diesel A/S
Plate Arrangement of Auxiliary Blower
P91006-0026

No. No.
014 Screw
026 Nut
038 Screw
051 Distance pipe
075 Auxiliary blower*
099 Screw
146 Screw
158 Spring washer
171 Support
183 Clamp
195 Spring pin
205 Shaft
217 Holder
229 Sealing ring
230 Sliding bearing
242 Valve flap
266 Screw
291 Auxiliary blower
Note:
* When ordering spare parts for this

item, please state manufacturer’s Part
No.
MAN B&W Diesel A/S
Butterfly Valve Plate
P91007-0012
Butterfly Valve
0012
P91007
Flow
A A
C
MAN B&W Diesel A/S
Plate Butterfly Valve
P91007-0012
Item Item
No. No.
021 Screw
033 Packing
045 Shaft
057 Valve housing
069 Valve flap
082 Screw
094 Locking plate
104 Locking device
128 Cover
153 Packing
165 Cover
MAN B&W Diesel A/S
Air Cooler System - Cleaning Plate
P91009-0038
MAN B&W Diesel A/S
Plate Air Cooler System - Cleaning
P91009-0038

No. No.
010 Screw
022 Packing ring
046 Nipple
058 Ball valve
071 Hose connection
095 Steel pipe
105 Coupling
129 T-coupling
130 Coupling
142 Ball valve
154 Coupling
178 Blank flange
191 Screw
201 Butterly valve
225 Plug screw
237 Plug screw
250 Cooling water pipe
MAN B&W Diesel A/S
Air Cooler Frame Plate
P91010-0007
MAN B&W Diesel A/S
Plate Air Cooler Frame
P91010-0007

No. No.
016 Air cooler

041 O-ring
053 Frame
065 Screw
089 Screw
090 Distance pipe
100 Flat steel bar
112 sealing plate
136 Plug screw
148 Packing
173 Cover
185 Screw
207 Packing
219 Cover
220 Screw
MAN B&W Diesel A/S
Arrangement of Non-return Valve Plate
Plate
Arrangement of Non-return Valve

No. No.
011 Screw
023 Lock washer
035 Support
047 Clamp
059 Spring pin
060 Shaft
084 Holder
096 Sealing ring
106 Sliding bearing
118 Valve flap
Safety Valve - Cylinder Plate
P91101-0037
Safety Valve - Cylinder
0037
P91101
MAN B&W Diesel A/S
Plate Safety Valve - Cylinder
P91101-0037
Item Item
No. No.
010 Spindle
022 Spring retainer
034 Lock nut
046 Spring
058 Valve housing
071 Stop ring
083 Valve flap
095 Valve guide
105 Gasket
117 Safety valve, complete
MAN B&W Diesel A/S
Relief Valve Plate
MAN B&W P91102-0036
Plate Relief Valve
P91102-0036 MAN B&W
Item Item
No. No.
016 Relief valve, complete*

028 Relief valve*
041 Screw*
053 O-ring*
065 Packing*
Notes:
* When ordering, please state

manufacturer and type of relief valve.
Safety Valve, Scavenge Air System Plate
P91103-0015
MAN B&W Diesel A/S
Plate Safety Valve, Scavenge Air System
P91103-0015

No. No.
011 Spindle
023 Washer
035 Spring retainer
047 Spring
060 Valve flap
072 Screw
084 Nut
096 Split pin
106 Castle nut
131 Seal
143 Valve seat
MAN B&W Diesel A/S
Arrangement of Safety Cap Plate
P91104-0080
Arrangement of Safety Cap
0080
P91104
MAN B&W Diesel A/S
Plate Arrangement of Safety Cap
P91104-0080
Item Item
No. No.
017 Plug screw

029 Gasket
030 Starting air pipe, complete
042 Screw
054 Gasket
066 Nut
078 Bursting cap, complete
091 Screw
101 Check plate
113 Wing nut
125 Screw
137 Washer
150 Bursting cap cover
162 Perforated cylinder
174 Housing
186 Bursting disc
198 Screw
208 Safety cap
MAN B&W Diesel A/S
Arrangement of Stay Bolts Plate
P91201-0093
Arrangement of Stay Bolts
0093
P91201
MAN B&W Diesel A/S
Plate Arrangement of Stay Bolts
P91201-0093
Item Item
No. No.
014 Stay bolt, complete

026 Screw
038 Protective cap
051 Nut
075 Stay bolt
087 Guide bushing
MAN B&W Diesel A/S
Frame Box - Details Plate
P91203-0008
MAN B&W Diesel A/S
Plate Frame Box - Details
P91203-0008

No. No.
015 Fitted bolt

027 Nut
039 Distance pipe
040 Screw
052 Distance pipe
076 Distance pipe
088 Screw
111 Screw
123 Distance pipe
MAN B&W Diesel A/S
Frame - Details Plate
P91204-0022
MAN B&W Diesel A/S
Plate Frame - Details
P91204-0022

No. No.

034 Damper-oil pipe
046 Damper-oil pipe
071 Bracket
083 Screw
095 Bracket
117 Nut
129 Stud
130 Screw
142 Pipe clamp
154 Screw
166 Screw
191 Pipe holder
213 Screw
225 Damper-oil pipe
286 Distance pipe
298 Stud
308 Nut
MAN B&W Diesel A/S
Frame Box Plate
P91205-0146
MAN B&W Diesel A/S
Plate Frame Box
P91205-0146

No. No.
016 Frame box door

028 O-ring
053 Frame box
100 Stud
112 Nut
136 Relief valve
148 Packing
161 Screw
173 Drain pipe
197 Cover
207 Screw
220 Screw
232 Frame door, rear
244 Stud
256 Nut
281 Eye bolt
293 Cover
303 Screw
327 Cover
340 Cover
364 Fitted bolt
376 Screw
388 Nut
411 Distance pipe
435 Spring
447 Door fastner
459 Wing nut
460 Distance pipe
472 Screw
484 Stud
506 Face
518 Sealing ring
531 Screw
543 Locking wire
567 Face
579 Sealing ring
580 Face
592 Screw
614 Distance pipe
638 Screw
MAN B&W Diesel A/S
Arrangement of Piston Cooling Plate
P91207-0081
MAN B&W Diesel A/S
Plate Arrangement of Piston Cooling
P91207-0081

No. No.
017 Screw
029 Locking wire
042 Slotted pipe
054 Screw
078 Washer
091 Drain pipe
113 Sight glass
125 Drain box
149 Bracket
150 Screw
174 Clamp
MAN B&W Diesel A/S
Chain Wheel Frame - Upper Plate
P91208-0005
MAN B&W Diesel A/S
Plate Chain Wheel Frame - Upper
P91208-0005

No. No.
012 Gasket
024 Flange
036 Stud
048 Nut
061 Chain wheel frame, upper
073 Screw
097 Stud
107 Distance pipe
119 Nut
132 Plug
156 Stud
181 Cover
203 Guide pin
215 Cover
227 Screw
240 Distance pipe
252 Screw
276 Locking wire
288 Screw
323 Stud
347 Stud
360 Screw
396 Gasket
406 Cover
418 Guide pin
431 Screw
455 Stud
467 Distance pipe
479 Nut
492 Stud
502 Distance pipe
514 Nut
538 Screw
563 Top guard
587 Gasket
599 Cover
610 Screw
634 Screw
646 Rail for sealing
658 Packing rubber
683 Distance pipe
695 Guide pin
MAN B&W Diesel A/S
Bedplate Plate
MAN B&W P91210-0171
Plate Bedplate
P91210-0171 MAN B&W
Item Item
No. No.
013 Nut for hydraulic tightening

025 Main bearing stud
050 Screws with special heads
062 Bedplate
086 Main bearing cap
098 Spring pin
108 Main bearing, upper shell*
121 Main bearing, lower shell*
133 Screw
157 Grate
170 Screw
182 Cover plate
Notes:
* To be ordered as a complete part

only.
Axial Vibration Damper Plate
P91211-0065
Axial Vibration Damper
0065
P91211
MAN B&W Diesel A/S
Plate Axial Vibration Damper
P91211-0065
Item Item
No. No.
019 Spring
020 Spring
044 Screw
056 Restriction for damper
103 Screw
127 Oil seal in 2/2
139 Oil seal in 2/2
140 Guide pin
164 Nut
176 Nut
188 Stud
211 Stud
235 Axial vibration damper housing, com-
plete
259 Damper housing, upper part
260 Guide pin
272 Damper housing, lower part
MAN B&W Diesel A/S
Holding-Down Bolts and End-Chock Bolts Plate
P91216-0009
(Epoxy Chocks)
MAN B&W Diesel A/S
Plate Holding-Down Bolts and End-Chock Bolts
P91216-0009
(Epoxy Chocks)
No. No.
028 Screw
041 Washer
053 Locking plate
077 Liner for side chock, port side
089 Liner for side chock, starboard
100 Liner end chock
112 Spherical washer
136 Nut
148 Protective cap
173 Protectice cap
185 Nut
197 Distance pipe
220 Spherical nut
232 Holding-down bolt, M36 x 4
256 Stud for end chock bolt, M60 x 5.5
MAN B&W Diesel A/S
S50MC-C ACCESSORY
MANUAL
Contents
This instruction book is divided into eighteen Chapters as listed belows;
Chapter Title
01 Turbocharger (Type : TCA66)

02 Lubricator (Type : Alpha Lubricator)
03 Tuning Gear (Type : YRTG 20-27)
04 Aux. Blower (Type : HA A-334/80N)
05 Air Cooer (Type : LKMY-C2/1836)
06 Rollerchain (DONGBO CHAIN)
07 Press. S/W, Press. Transmeter
08 Resistance Bulb
09 Thermocouple
10 High Pressure Pump (Type : AHP-2500)
11 Fuel Pump Test Device (Type : HDFD-1100)
12 Axial Vibration Monitor (Type : AVM-K M30-13)
13 Oil Mist Detector (Type : Specs Vision IIIC)
MAN Diesel
Technical Documentation
Turbocharger
Operating Instructions
Turbocharger type ................... TCA66-2
Works No. of turbocharger ......

2010-02-17
6671-5 C1-5 EN 1 (2)

MAN Diesel
MAN Diesel SE
86224 Augsburg
Phone +49 (0) 821 322-0
2010-02-17
Fax +49 (0) 821 322-49 4180

primeserv-aug@mandiesel.com
www.mandiesel.com/primeserv
Copyright © MAN Diesel

All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.
2 (2) 6671-5 C1-5 EN

MAN Diesel
Table of contents
Table of contents
1 Safety
1.0 General Safety Instructions
1.1 Product Liability
1.2 Manufacturer's Declaration
2 Addresses
2.1 MAN Diesel | PrimeServ
3 Technical Data
3.1 Turbocharger
3.1.1 Operating Data and Alarm Points
3.1.2 Weights and Dimensions
3.1.3 Allowable Inclinations
3.2 Operating Media/ Quality Requirements
3.2.1 Fuels for the Engine
3.2.2 Lubricating Oil
3.2.3 Intake Air
3.2.4 Cleaning Agents for Compressor and Turbine
4 Description
4.1 Turbocharger
4.2 Lube Oil System
4.3 Sealing Air System
4.4 Acceleration System „Jet Assist“ (Auxiliary Air Drive)
4.5 Cleaning System – Dry Cleaning of the Turbine
4.6 Cleaning System – Wet Cleaning of the Turbine (Optional delivery
scope)
4.7 Cleaning System – Wet Cleaning, Compressor (Optional delivery
scope)
5 Operation
5.0 Safety during Operation
5.1 Starting Operation/Putting Out of Operation
5.2 Emergency Operation on Failure of a Turbocharger
5.3 Malfunctions/Faults and their Causes
2010-02-17
6 Maintenance
6.0 Safety during Maintenance/Repair
6.1 General Remarks
6.2 Tools/Special Tools
6.3 Maintenance Schedule
6671-5 C1-5 EN 1 (3)

MAN Diesel
6.3.1 Maintenance Schedule

Table of contents
6.4 Remarks to the Maintenance Work

6.5 Inspection of Individual Components
6.6 Inspection Report
7 Work Cards
7.1 Preface
7.1.1 Layout and Usage of the Work Cards
7.2 Setting Data
7.2.1 Screw Connections and Tightening Torques
7.2.2 Gaps and Clearances
7.3 Emergency Operation
500.11 Operation with Holding Device
500.12 Operation without rotating element
7.4 Cleaning
500.21 Cleaning the Turbine (Wet Cleaning)
500.22 Cleaning the Turbine (Dry Cleaning)
500.23 Wet Cleaning the Compressor (Pressure Sprayer)
500.24 Cleaning the Air Filter
7.5 Assembly of the Turbocharger and Auxiliary Equipment
500.31 Turbocharger to Engine
500.32 Silencer
500.33 Air intake casing
500.34 Gravitiation Tank
7.6 Assembly and Maintenance - Compressor Side
500.46 Thrust bearing and counter thrust bearing, bearing disk and thrust
ring Removing and refitting
500.47 Thrust bearing and counter thrust bearing, bearing disk and thrust
ring Checking
7.7 Assembly and Maintenance - Turbine Side
500.56 Bearing bushes remove, check, refit
8 Spare parts catalogue / tools

8.1 Preface
8.1.1 Organisation and use of the spare parts catalogue
8.1.2 Ordering spare parts
8.2 Spare parts
500 Overview of subassemblies
501.02 Gas-admission Casing
506.01 Gas Outlet Casing
2010-02-17
509.01 Gas outlet diffusor

513.02 Turbine nozzle ring
517.03 Bearing case
518.01 Casing Feet
520.02 Rotor complete
2 (3) 6671-5 C1-5 EN

MAN Diesel
540.01 Insert
Table of contents
542.01 Diffuser
544.02 Silencer, complete
545.01 Air intake casing axial
545.02 Air intake casing 90°
546.01 Compressor casing (single outlet)
554.03 Gravitation tank
554.04 Gravitation tank, remove
578.03 Dry Cleaning of the turbine
578.04 Wet cleaning of turbine
579.03 Wet Cleaning of the Compressor (pressure sprayer)
579.04 Wet Cleaning of the Compressor (pipe connection)
591.01 Annular Lagging Gas-admission Casing
591.02 Sound Insulation Compressor Casing (single outlet)
8.3 Spare and wear parts
595.01 List of Spare Parts - STANDARD Turbocharger
595.02 List of Spare Parts - OPTION Turbocharger
8.4 Tools
596.02 List of Tools
9 Index
2010-02-17
6671-5 C1-5 EN 3 (3)

MAN Diesel
Safety
1 Safety
2 Addresses
3 Technical Data
4 Description
5 Operation
6 Maintenance
7 Work Cards
9 Index
2010-02-17
6671-5 1-5 EN 1 (1)

MAN Diesel 1.0
General Safety Instructions
Safety
Safety Instructions
Safety instructions are always noted down prior to the description of any
action. They are categorized in 3 hazard levels and differentiated by the
degree of hazard seriousness for personnel or equipment.
Hazard Levels
The safety instructions for the hazard levels 1 - 3
▪ Danger,
▪ Warning,
▪ Caution
are indicated as follows:
When the respective caution measures are not complied with,

there is imminent danger which will result in:
▪ Death or serious injury,
▪ Total damage to property or
▪ Serious environmental damage.
When the respective caution measures are not complied with, a

potentially hazardous situation will be caused.
This can lead to:
▪ Death or serious injury,
▪ Serious damage to property or
▪ Serious environmental damage.
When the respective caution measures are not complied with, a

hazardous situation can be caused.
This can lead to:
▪ Personal injury,
▪ Possible damage to property.
For notes concerning fault sources/handling errors; material damage can

occur.
Additional notes, information and tips.
2009-01-15
A symbol appropriate to the hazard is always depicted in the marginal col-

umn. It either indicates a hazard (hazard symbol) or the corresponding pro-
General
Safety
tective measure (safety symbols):
C1 6673 1.0-02 EN 1 (3)

1.0 MAN Diesel
Safety Symbols
Safety
Wear Wear Wear Wear Wear

gloves protective hearing pro- hard hat safety boots
goggles tection
Wear Read
protective manual
clothing
Danger Symbols
Warning of a Danger of slip- Tripping haz- Danger of Corrosive

hazard loca- ping ard electric shock materials
tion
Crush hazard Inflammable Hot Danger of sus- Rotating

materials surface pended loads gear hazard
Bans
Fire, No access for

open flames unauthorized
and smoking persons!
prohibited!
2009-01-15
General
Safety
2 (3) C1 6673 1.0-02 EN

MAN Diesel 1.0
Safety Instruction Sign - Engine Room
Safety
Figure 1: Safety Instruction Sign - Engine Room
To point out the most important regulations, bans and hazards during
operation and maintenance, the safety instruction sign enclosed with
each turbocharger must be posted at the entry of the engine room.
Persons, who for operational reasons are to be within the danger area of 2.5
2009-01-15
m around the engine, are to be instructed of the predominant hazards.

Access to the danger area is permitted when the turbocharger is in proper
operating condition and only when wearing suitable protective equipment.
General
Safety
It is prohibited to stay within the danger area without reason.
C1 6673 1.0-02 EN 3 (3)

MAN Diesel 1.1
Product Liability
Safety
Personnel Requirements
Safe and economic operation of the engine system including the turbo-
charger requires extensive knowledge. Also, the operatability can be main-
tained or regained only through maintenance and repair work when these
are carried out with expertise and skill by trained personnel. The rules of
proper craftsmanship are to be observed. Negligence is to be prevented.
The technical documentation supplements this ability through specialized
information, draws attention to dangers and points out the safety regula-
tions to be observed. The MAN Diesel SE asks you to observe the following
guidelines:
For improper usage of the turbocharger, the danger of accidents

is given!
Improper usage of the turbocharger can lead to damage of the
turbocharger or its individual components. Damaged components pose
a potential risk of injury for the operating and maintenance personnel.
▪ Before putting into operation for the first time, carefully read the
technical documentation at hand with the therein included safety
instructions!
▪ Use the turbocharger only for the purpose intended for by the
manufacturer!
▪ Do not unnecessarily stay in the vicinity of the turbocharger. Staying
within the vicinity of the turbocharger is permitted for maintenance
which is expressly to be carried out during operation!
▪ Carry out maintenance on the turbocharger regularly and properly
within the specified intervals!
▪ Carry out any and all repair work exclusively with original MAN Diesel
spare parts!
MAN Diesel SE disclaims all liability if the above-mentioned safety

regulations are infringed.
2009-01-15
General
Safety
C1 6673 1.1-02 EN 1 (1)

MAN Diesel 1.2
Manufacturer's Declaration
Safety
EC Declaration of Manufacturer
2009-02-20
TCA66-2
Safety
C1 6671 1.2-01 EN 1 (1)

MAN Diesel
Addresses
1 Safety
2 Addresses
3 Technical Data
4 Description
5 Operation
6 Maintenance
7 Work Cards
9 Index
2010-02-17
6671-5 2-5 EN 1 (1)

MAN Diesel 2.1
MAN Diesel | PrimeServ
Addresses
Works in Germany
Contact persons The following tables contain addresses for MAN Diesel in Germany, together
with telephone and fax numbers for the departments responsible and ready
to provide advice and support on request.
Augsburg Works
Telephone/Fax/e-Mail/Internet
(Headquarters)
MAN Diesel SE Tel. +49 821 322-0 (switchboard)
MAN Diesel | PrimeServ Augsburg Fax +49 821 322-49 4180
86224 Augsburg
Germany e-Mail PrimeServ-Aug@mandiesel.com
Internet http:// www.mandiesel.com
PrimeServ Turbocharger Tel. +49 821 322-4010 (axial turbochargers)
Technical service Tel. +49 821 322-4020 (radial turbochargers)
Fax +49 821 322-3998
e-Mail PrimeServ-TC-Technical@mandiesel.com
Internet http:// www.mandiesel.com/primeserv
PrimeServ Turbocharger e-Mail Primeserv-TC-Retrofit@mandiesel.com
Retrofit Internet http:// www.mandiesel.com/primeserv
PrimeServ Turbocharger Tel. +49 821 322-4030
Spare parts Fax +49 821 322-3998
e-Mail PrimeServ-TC-Commercial@mandiesel.com
PrimeServ Academy Tel. +49 821 322-1397
Turbocharger and Engine Training Fax +49 821 322-1170
e-Mail PrimeServ.Academy-Aug@mandiesel.com
Internet http://www.mandiesel.com/psa-augsburg
Hamburg Works
Telefon/Fax/e-Mail/Internet
(Service, Repair and Maintenance)
MAN Diesel SE Tel. +49 40 7409-0
MAN Diesel | PrimeServ Hamburg Fax +49 40 7409-104
Hachmannkai
Rossweg 6 e-Mail PrimeServ-Ham@mandiesel.com
20457 Hamburg Internet http:// www.mandiesel.com/primeserv
Germany
Worldwide Service Addresses

Internet MAN Diesel service addresses and authorized service partners (ASP) can
be found on the Internet at:
http:// www.mandiesel.com/primeserv
2010-02-17
PrimeServ Worldwide A brochure with the worldwide service addresses can be obtained from:
Addresses
administrative office(administrative office)

General
Tel. +49 821 322-1198

Fax +49 821 322-3998
C1 6673 2.1-06 EN 1 (1)

MAN Diesel
Technical Data
1 Safety
2 Addresses
3 Technical Data
4 Description
5 Operation
6 Maintenance
7 Work Cards
9 Index
2010-02-17
6671-5 3-5 EN 1 (1)

MAN Diesel 3.1
Turbocharger
3.1 Turbocharger
6671-5 3.1-5 EN 1 (1)

MAN Diesel 3.1.1
Operating Data and Alarm Points
Turbocharger
Turbocharger Type Plate
1 Turbocharger type 5 Unit of temperature

2 Works number (serial number) 6 Type approval
3 Max. permissible rotor speed 7 Year of ex-works delivery
4 Max. permissible turbine inlet temperature
Figure 1: Type plate
The type plate is attached to the delivery socket of the compressor

casing or to the air intake casing (if provided).
Operating Parameters
Speed Operating limit nmax see
type plate
Exhaust gas temperature ahead of tur- Operating limit tmax see
bine type plate
Lube oil temperature Inlet temperature 40 — 70 °C
Outlet temperature, max. See engine start-up
record1)
Δ Inlet temperature/outlet temperature ≤ 40 °C702)
Lube oil pressure At regular operation and full load of engine 1.2 — 2.2 bar
Admissible lubricating oil pressure, max. 2.2 (6.0)3) bar
Lube oil flow rate with SAE 30 at 60 °C and 1.3 bar operating pressure
with SAE 30 at 60 °C and 2.2 bar operating pressure
Noise development Up to 105 dB (A) at a distance of 1 m from the tur-

bocharger
1) IBM = Putting into operation
2) Only for turbocharger retrofits
3) For engine lube oil pressures > 2.2 bar, an orifice or a pressure reducing valve is to be provided for in the oil supply
Technical Data
to the turbocharger. See Chapter [4.2].

2009-02-20
Table 1: Operating parameters TCA66

TCA66-2
Alarm Points
When exceeding the following operating data, an alarm is to be actuated by
the engine control system:
C1 6671 3.1.1-06 EN 1 (2)

3.1.1 MAN Diesel
Speed Alarm actuates at 97 % nmax

Turbocharger
Exhaust gas temperature ahead of tur- Alarm actuation at tmax see

bine type plate
Lube oil temperature Alarm actuation at max. outlet temperature See engine start-up
record
Alarm actuates when Δ inlet temperature/outlet 1)
temperature ≥ 40 °C2)
Lube oil pressure Alarm actuates at < 1.2 bar
Reduction to engine half load (slow down) < 1.0 bar
Engine shut down < 0.8 bar
1) IBM = Putting into operation
2) Only for turbocharger retrofits
Table 2: Alarm Points
Technical Data
2009-02-20
TCA66-2
2 (2) C1 6671 3.1.1-06 EN

MAN Diesel 3.1.2
Weights and Dimensions
Turbocharger
Weights
500 Exhaust gas turbocharger, incl. silencer 5 500 kg
501 Gas-admission casing, complete
90° 380 kg
506 Gas outlet casing, complete 1 200 kg
509 Gas outlet diffuser 232 kg
Shroud ring 20 kg
513 Nozzle ring 37 kg
517 Bearing casing, complete 910 kg
518 Casing feet, complete 323 kg
520 Rotating element, complete 200 kg
Turbine rotor 130 kg
Compressor wheel 66 kg
540 Insert 198 kg
542 Diffuser 64 kg
544 Silencer, complete (if existing) 800 kg
545 Intake casing, complete (if existing)
axial 237 kg
90° 384 kg
546 Compressor casing, complete
single outlet 829 kg
double outlet 813 kg
554 Emergency and post-lubrication system, complete 140 kg
595 Spare parts with box – see „List of Spare Parts“ See chapter 8.3
596 Tools with box – see „List of Tools“ See chapter 8.4
Table 1: Weights (approx. values)
Technical Data
2009-05-08
TCA66-2
C1 6671 3.1.2-06 EN 1 (2)

3.1.2 MAN Diesel
Dimensions and Connections

Turbocharger
738 896
2
783
x
7 5
6
2198
1
1658
813
8
3
4
9 980
1625 3028
1 Exhaust-gas inlet 6 Charge air inlet

2 Exhaust gas outlet 7 Charge air outlet
3 Washing water outlet 8 Jet assist
4 Lube oil outlet 9 Lube oil supply
5 Venting x Rotor removal size: 660 mm
Figure 1: Maindimensions, TCA66 with 90° gas-admission casing
Technical Data
2009-05-08
TCA66-2
2 (2) C1 6671 3.1.2-06 EN

MAN Diesel 3.1.3
Allowable Inclinations
Turbocharger
Allowable Inclinations
Installation position The exhaust gas turbochargers of the TCA Series require horizontal assem-
bly with respect to the axis of the rotating element.
Ship Applications For operation in ships, however, where the installation position is crosswise
to the longitudinal axis, inclination angles occur that can influence the oper-
ating ability of the exhaust gas turbocharger.
The following inclination angles can be handled by the exhaust gas turbo-
charger without problems.
Inclination Continuous Short-term
α in ° ±15 ±22.5
β in ° ±15 ±22.5
Table 1: Possible inclines for installation positions crosswise to the longitudinal
axis
Figure 1: Turbocharger side view, installation crosswise to the longitudinal axis

of the vessel
Technical Data
2006-12-04
TCA
C1 6673 3.1.3-01 EN 1 (2)

3.1.3 MAN Diesel
Turbocharger
Figure 2: Turbocharger side view, installation crosswise to the longitudinal axis

of the vessel
With the installation position in longitudinal direction of the ship, these limit
values are not reached even under unfavorable exterior conditions.
Technical Data
2006-12-04
TCA
2 (2) C1 6673 3.1.3-01 EN

MAN Diesel 3.2
Operating Media/ Quality Requirements

3.1 Turbocharger
6671-5 3.2-5 EN 1 (1)

MAN Diesel 3.2.1
Fuels for the Engine

Fuels for the Engine
Engine Fuel Affects Exhaust The quality of the fuel with which the engine is operated affects the com-
Gas Quality position of the exhaust gas that flows through the turbocharger. Impurities
in the fuel can lead to residues in the exhaust gas, which can effect the
turbocharger in an abrasive or corrosive manner.
Quality Requirements for MDO is also known as diesel fuel oil, diesel oil, bunker diesel oil or marine
Marine Diesel Oil (MDO) diesel fuel.
MDO is offered exclusively for shipping as heavy distillate (ISO-F-DMB or

as a mixture of distillate and low amounts of residual oil (ISO-F- DMC). The
term “blended MDO” is common for the dark brown to black colored mix-
ture. MDO is produced from crude oil and must be free of organic acids.
The usability of the fuel depends on the design of the engine and the clean-
ing device as well as if the characteristics mentioned below, which are
based on the condition at the time of supply, are observed.
The characteristics determined were based on the ISO 8217‑1996 and
CIMAC‑2003 specifications. The characteristics refer to the mentioned test-
ing methods.
Properties/Characteristics Unit Testing Method Characteristic
ISO-F specification DMB DMC
Density at 15 °C kg/m 3
ISO 3675 900 920
Kinematic viscosity at 40 °C mm /s = cSt
2
ISO 3104 < 11 < 14
Pour point Winter quality °C ISO 3016 < 0 < 0
Summer quality °C ISO 3016 < 6 < 6
Flash point Pensky Martens °C ISO 2719 > 60 > 60
Total sediment content Wt.% ISO CD 10307 0.10 0.10
Water content Vol.% ISO 3733 < 0.3 < 0.3
Sulphur content Wt.% ISO 8754 < 2.0 < 2.0
Ash content Wt.% ISO 6245 < 0.01 < 0.03
Carbon residue (MCR) Wt.% ISO CD 10370 > 0.3 < 2.5
Cetane number – ISO 5165 > 35 > 35
Copper strip test – ISO 2160 < 1 < 1
Vanadium content mg/kg DIN 51790 T2 0 < 100
Aluminum and silicium content mg/kg ISO CD 10478 0 < 25
Visual check – * –
Other specifications:
British Standard BS MA 100-1987 Class M2 Class M3
Technical Data
2009-01-15
ASTM D 975 2D 4D
ASTM D 396 No. 2 No. 4
General
* In good light and at room temperature, the fuel should appear clear and transparent.
Table 1: Marine Diesel Oil (MDO) – Characteristics to be met
C1 6673 3.2.1-01 EN 1 (4)

3.2.1 MAN Diesel
Mixing fuels can lead to a reduction of quality. This can result in

combustion with a high degree of residuals, which can cause heavy

contamination of the turbocharger. Extreme contamination can damage
the turbocharger.
Therefore the following points are to be observed:
▪ In loading plants and during transportation, MDO is treated as residual

oil. Mixing with, e. g. high-viscous fuel oil or Interfuel remaining in a
bunker vessel is possible and can lead to a considerable reduction in
quality.
▪ Different bunker batches of blended MDO (ISO-F DMC) can be incom-
patible and therefore should not be mixed. For this reason, the respec-
tive fuel tank should be emptied to the greatest possible extent before
a new batch is filled up.
Ocean water in the fuel aides corrosion in the turbocharger and leads to
high-residual combustion. Solid foreign matter increases the mechanical
wear in the nozzle ring and the turbine of the turbocharger.
Therefore the following is to be observed:
▪ If blended MDO (ISO-F DMC) is primarily being used, we recommend

installing a centrifugal separator in front of the fuel filter. This widely
separates solid particles (sand, rust, catalyst residue, catfines) and
water, so that the cleaning intervals for the filter inserts can also be pro-
longed.
Operting data:
▪ Separator admission 65%, with reference to the rated throughput
capacity,
▪ Separation temperature 40-50 °C.
Quality requirements for MAN Diesel turbochargers can be operated on engines that run on crude-
Heavy Fuel Oil (HFO) oil based heavy fuel oil, when the engine and the processing system are
designed accordingly.
The fuels used must meet the fuel specifications in accordance with the
Table "Fuel specifications and corresponding characteristics".
The respective limit values to be observed are listed in the Table "Fuel
specifications and corresponding characteristics". The limit values that
influence the engine operation are to be specified when ordering fuel, e. g.
in the bunker or charter clause.
Adding motor oil (waste oil), mineral-oil-foreign materials (e. g. coal oil)
and remainders from refining or other processes (e. g. solvent) is
prohibited! This ban is specifically to be pointed out in the fuel order, as
it is not yet part of the standard fuel specifications.
Technical Data
Such additions lead to combustion with high residue and increased wear
2009-01-15
and corrosion on components of the turbocharger. Adding motor oil (waste/

old oil) is particularly critical, as the lube oil additives cause emulsions to
General
form and keep debris, water and catalyst particles finely distributed in poise.
This impedes or avoids the required fuel cleaning.
2 (4) C1 6673 3.2.1-01 EN

MAN Diesel 3.2.1
The heavy fuel oils ISO F-RMK 35/45/55, with a maximum density of

1010 kg/m3, can be used only when respectively modern separators are
available.
Fuel Specification
CIMAC 2003 A10 B/C10 D15 E/F25 G/H35 H45 H55
BS MA-100 M4 M5 M7 8/9 M8/ – M9/ –
ISO F-RM A10 B/C10 D15 E/F25 G/H35 H45 H55
System-relevant Characteristics
Viscosity (at 50 °C) mm2/s (cSt) max. 40 40 80 180 380 500 700
Viscosity (at 100 °C) mm /s (cSt)
2
max. 10 10 15 25 35 45 55
Density (at 15 °C) g/ml max. 0.975 0.981 0.985 0.991
Flash point °C min. 60
Pour point (summer) °C max. 6 24 30 30
Pour point (winter) °C min. 0 24 30 30
Engine-relevant Characteristics
Carbon residue (Conrad- Wt.% max. 10 10/14 14 15/20 18/22 22 22
son)
Sulphur Wt.% max. 3.5 3.5 4 5 5
Ash Wt.% max. 0.10 0.15 0.20
Vanadium mg/kg max. 150 150/30 350 200/50 300/60 600
0 0 0
Water Vol.% max. 0.5 0.5 0.8 1 1 1 1
Sediment (potential) Wt.% max. 0.1
Supplementary Characteristics
Aluminum + silicium mg/kg max. 80
Asphaltenes Wt.% max. 2/3 of the carbon residue (Conradson)
Sodium mg/kg Sodium< 1/3 vanadium, sodium< 100
Cetane number of the fluid mixing component: min. 35
Fuel to be free of mineral-oil-foreign additives such as coal oil or vegetable oil.
Free of creosol and lubricating oil (waste oil)
Table 2: Fuel specifications and corresponding characteristics (HFO)
Thorough processing of heavy fuel oil is required for trouble-free

engine operation.
The following points are to be observed for this:
▪ Heavily abrasive inorganic, solid foreign substances (catfines, rust,

sand) must be separated to the greatest possible extent.
Technical Data
2009-01-15
▪ With an aluminum content >10 mg/kg, the abrasive wear in the turbo-
charger increases heavily.
General
▪ Use only separators of the latest generation which are fully effective over
a large density range without any adjustment, and separate water with
C1 6673 3.2.1-01 EN 3 (4)

3.2.1 MAN Diesel
an HFO density of 1.01 g/ml at 15 °C. The cleaning effect is controlled

by the separator itself.

▪ The HFO purification is to be designed in such a manner that the char-
acteristics in the Table "Achievable foreign matter and water content
after separation" are reached:
Characteristic Particle Size Amount
Inorganic, solid foreign < 5 µm < 20 mg/kg
substances (AlSi content < 15 mg/kg)
(incl. catfines)
Water – < 0.2 vol.%
Table 3: Achievable foreign matter and water content after separation
▪ With unfavorable vanadium-sodium ratio, the melting temperature of the
HFO ash drops to the range of the exhaust valve temperature, which
causes hot corrosion. By pre-cleaning the HFO in the settling tank and
in the centrifugal separators, the water and thus the water-soluble
sodium compounds can be removed to the largest extent.
With a sodium content exceeding 100 mg/kg, increasing salt deposits
in the turbine are to be expected. This jeopardizes the turbocharger
operation (by pumping of the turbocharger, among other things). When
using PTG, the sodium content must be limited to 50 mg/kg.
Under certain conditions, hot corrosion can be avoided with a fuel addi-
tive that increases the melting temperature of the HFO ash.
▪ Heavy fuel oils with a high ash content in form of foreign substances, e.
g. sand, rust, catfines, increase the mechanical wear in the turbo-
charger. Heavy fuel oils from catalytic cracking plants can contain cat-
fines. Generally, these are aluminum silicate, which effects high wear in
the turbocharger. The determined aluminum content multiplied by 5-8
(depending on catalyst composition) approximately amounts to the con-
tent of catalyst material in the HFO.
Technical Data
2009-01-15
General
4 (4) C1 6673 3.2.1-01 EN

MAN Diesel 3.2.2
Lubricating Oil

Lubricating Oil
Base Oil The base oil must fulfil the following limit values, particularly concerning the
aging stability:
Properties/Characteristics Unit Testing Method Characteristic
Structure – – Preferably paraffin-based
Behaviour in cold - still fluid °C ASTM-D2500 -15
Flash point acc. to Cleveland °C ASTM-D92 > 200
Ash content (oxide ash) Wt.% ASTM-D482 < 0.02
Carbon residue acc. to Conradson Wt.% ASTM-D189 < 0.50
Aging tendency after 100 h of heating – MAN aging cabinet –
to 135 °C
n-heptane insoluble Wt.% ASTM-D4055 resp. < 0.2
DIN 51592
Evaporation loss Wt.% – < 2
Drop test (filter paper) – MAN test Must not show separation of resinous
and asphaltic aging products.
Table 1: Lubricating oil – Characteristics to be met
Additives Additives must be dissolved in oil and of such a structure that as little ash
as possible results during combustion. The ash must have a soft structure.
If this is not the case, increased formation of residue in the bearing casing
of the turbocharger must be taken into account. Hard additive ash aides
increased mechanical wear.
Additives may not aid a clogging of the filter inserts, neither in the active or
processed condition.
Viscosity SAE Class Viscosity mm2/s at 40 °C resp. 100°C
30 Preferred in the upper range of the SAE class assigned to the
40 turbocharger
Table 2: Viscosity (SAE class) of lubricating oils
Lubricating Oil Additives We urgently advise against the later addition of additives to the lubricating
oil or mixing different lube oil brands together, as this can destroy the func-
tion of the additive package matched for the base oil. Such action also
annuls the supplier’s responsibility for the lubricating oil.
Technical Data
2009-01-15
General
C1 6673 3.2.2-01 EN 1 (1)

MAN Diesel 3.2.3
Intake Air

Intake Air
The state as well as the condition of the intake air has a decisive influence
on the performance of the turbocharger. Not only is the atmospheric con-
dition of great importance, but also the degree of solid and gaseous impur-
ities.
Mineral dust particles in the intake air have a wear-aiding effect. Chemical/
gaseous components, on the other hand, have a corrosion-aiding effect.
For this reason, effective cleaning of the intake air and regular maintenance/
cleaning of the silencer air filter mat is required.
Intake Air Characteristics The particle size in the intake air must not exceed 5 μm after the silencer/
air intake casing or ahead of the compressor inlet.
The following maximum concentrations in the intake air may not be
exceeded:
Concentration
Properties/Characteristics
in mg/Nm3 1)
Dust (sand, cement, CaO, Al2O3 etc.) 5
Chlorine 1.5
Sulphur dioxide (SO2) 1.25
Hydrogen sulphide (H2S) 15
1) Standard cubic meter in Nm 3
Table 1: Maximum concentration of particles in the intake air

When dimensioning the intake air system, pay attention not to exceed a total
pressure loss (filter, silencer, piping) of 20 mbar.
Technical Data
2009-04-30
General
C1 6673 3.2.3-01 EN 1 (1)

MAN Diesel 3.2.4
Cleaning Agents for Compressor and Turbine

Wet Cleaning of the Compressor and Turbine
Use freshwater only.

Salt water causes corrosion on the turbocharger components.
Wet Cleaning For wet cleaning of the compressor and turbine during operation, use only
freshwater without chemical additives.
Dry Cleaning of the Turbine
Dry Cleaning For dry cleaning of the turbine during operation, commercial granules are
used that must meet the following specifications:
Granulate of:
▪ Nutshells,
▪ Activated charcoal (soft).
Particle size:
▪ 1.0 mm (max. 1.5 mm).
Store and mark granulates in such a manner that they can not be
mistaken for other materials (salt, sand, etc.).
Technical Data
2009-01-15
General
C1 6673 3.2.4-01 EN 1 (1)

MAN Diesel
Description
1 Safety
2 Addresses
3 Technical Data
4 Description
5 Operation
6 Maintenance
7 Work Cards
9 Index
2010-02-17
6671-5 4-5 EN 1 (1)

MAN Diesel 4.1
Turbocharger
Description
General
Economical operation of modern large-scale engines is not imaginable
without exhaust gas turbochargers. The already high requirements for pro-
pulsion systems and energy producing units concerning efficiency and lon-
gevity are being continuously increased under the aspects of fuel utilization
and environmental load.
In this, the components of exhaust gas turbochargers are subject to extreme
operating conditions.
▪ Exhaust gases of up to 650 °C continuously flow through the turbine
and heat up its components, without an own counteractive cooling sys-
tem. Especially the shaft bearing must withstand the high operating
temperatures without the lubricating film ever breaking.
▪ On the compressor side, the air is heated to over 200 °C.
▪ The high temperatures lead to extreme thermal loads of the material at
many locations.
▪ Speeds are extremely high: The MAN Diesel exhaust gas turbochargers
are operated with speeds ranging from 10 000 to 35 000 rpm, depending
on size.. In this, circumferential velocities of 530 m/s and more are
reached at the compressor wheel, which amounts to 1.7 times the
speed of sound or 2 000 km/h.
▪ The centrifugal forces are extremely high: Forces of several 100 kN can
easily apply at the foot of the turbine blade.
▪ The complete gas exchange of the engine is performed by the exhaust
gas turbocharger. For this machine, the throughput of combustion air
can amount to 24 m3/s.
▪ Simplified, it can be said that approx. 1/3 of the power produced by the
engine is converted on minute space within the exhaust gas turbo-
charger.
These requirements can be fulfilled only with use of the most recent material
and manufacturing technologies, introduced into the series by MAN Diesel
with use of the latest developmental results, and based on decades of
experience in building diesel engines and exhaust gas turbochargers.
Prescribed maintenance must be carried out precisely and in time using

the prescribed tools, in order to keep the turbocharger in good condition
and not damage it.
See Maintenance Schedule.
2009-04-30
Description
TCA66
C1 6671 4.1-02 EN 1 (4)

4.1 MAN Diesel
Subassemblies
Description
1 Silencer 11 Nozzle ring

2 Insert 12 Gas-admission casing
3 Compressor casing 13 Turbine blades
4 Diffuser 14 Casing feet
5 Bearing casing 15 Gas outlet diffuser
6 Bearing bush, compressor side 16 Outlet, washing water
7 Bearing body 17 Thrust bearing
8 Turbine rotor 18 Compressor wheel
9 Gas outlet casing 19 Discharge, compressed fresh air
10 Bearing bush, turbine side
Figure 1: Cutaway view, TCA66
Turbochargers consist mainly of a turbine and a compressor, which are
seated on the same shaft. The exhaust gas of the engine drives the turbine;
2009-04-30
the compressor draws in fresh air and compresses it.

Description
The turbocharger consists of the following main subassemblies:

▪ Rotating element:
TCA66
2 (4) C1 6671 4.1-02 EN

MAN Diesel 4.1
Turbine wheel and shaft are firmly connected together; the turbine
Description
blades are individually set into the turbine wheel. The compressor wheel
is mounted on the shaft and can be removed.
▪ Bearing casing:
The interior bearing of the rotating element consists of two bearing
bushes and a thrust bearing. Lubrication of the bearing is carried out via
the lube oil circuit of the engine. Lubricating oil pipes, lube oil venting
and sealing air pipes are integrated in the bearing casing.
▪ Gas-admission casing:
The nozzle ring is built into the gas-admission casing. It enables opti-
mum adaptation of the turbocharger to the engine.
▪ Gas outlet casing:
The gas outlet diffuser in the outlet casing is flow-technically optimized.
The outlet casing is fitted with 5 offset connections for the washing water
outlet. Depending on the build-in position of the turbocharger, the con-
nection positioned lowest is used.
The outlet casing is designed so that together with the flanged-on gas-
admission casing, it offers optimum burst protection for the turbine
wheel.
▪ Silencer or air intake casing
▪ Compressor casing optional with one or two discharge connections.
The compressor casing houses the diffuser, which allows for optimum
adaptation of the turbocharger to the engine. Additionally, the diffuser
functions as burst protection.
Functional Description
The exhaust gas of the engine flows through the gas-admission casing and
the nozzle ring, and runs axially onto the turbine wheel. The exhaust gas
drives the turbine wheel; in this process, the energy contained in the exhaust
gas is transformed into mechanical rotation energy at the turbine wheel. As
the turbine wheel and the compressor wheel are seated on the same shaft,
the compressor wheel is driven at the same time. The exhaust gas exits the
turbocharger through the gas outlet diffuser and the gas outlet casing.
The compressor wheel draws in fresh air through the silencer or the intake
casing and the insert. The fresh air is compressed in the compressor wheel,
diffuser and compressor casing. The compressed fresh air is forced into the
cylinders of the engine via charge air cooler and charge air pipe.
The rotating element of the turbocharger is led radially by two bearing
bushes, which are situated in the bearing casing between turbine wheel and
compressor wheel. The thrust bearing positioned on the compressor side
not only handles the axial guidance, but also transfers the thrust in axial
direction. A bearing body holds the bearing seat and at the same time is
used as insulation against the hot exhaust-gas side of the turbocharger.
Intended Use
2009-04-30
Description
The turbocharger is intended for use on diesel and heavy-fuel-oil engines.

It produces the required amount of air for engine operation and the charge
pressure. Any application beyond this must be discussed with and
TCA66
approved by MAN Diesel , otherwise MAN Diesel will refuse any and all
liability.
C1 6671 4.1-02 EN 3 (4)

4.1 MAN Diesel
Each turbocharger is specially adapted to the engine with which it will be

Description
operated. This means the turbocharger may be operated only on this engine
or one that is absolutely comparable. (Also see scope of supply, technical
specifications and order confirmation).
In addition to this, the intended use includes as follows:
▪ The build-in location must afford sufficient space for maintenance and
assembly/disassembly of the turbocharger. Usage of lifting equipment
must be possible.
▪ Supply, measuring, control and regulating systems must enable trouble-
free operation (design/lay-out in accordance with MAN Diesel recom-
mendation, resp. state of art).
▪ Observing the operating parameters: Admissible exhaust gas temper-
ature, admissible lube oil temperature and lube oil pressure, use of the
specified operating materials. andSee chapter 3.2.
▪ The turbocharger may be put into operation only when in perfect con-
dition.
▪ Operation may be carried out only by trained personnel which is familiar
with the system; operation through unauthorized personnel is to be pre-
vented with suitable means. For operation, the operating manuals and
the general safety and operational regulations are to be observed.
▪ The operation must be controlled by means of suitable measures.
▪ Malfunctions that could influence the safety are to be corrected imme-
diately.
▪ Performing the service and maintenance in accordance with the main-
tenance schedule.
▪ For repairs, use original spare parts only.
Not Intended Use The following points specifically do no comply with the intended use.
MAN Diesel shall not be held liable for any or all damages resulting there-
from.
▪ Unauthorized changes/alteration on the turbocharger.
▪ Installation of foreign (non-original) parts.
▪ Operation not within the defined operating parameters.
▪ Bridging/shutting off alarm systems, and thereby enabling operation in
spite of limiting values being exceeded.
▪ Operation when supply systems have failed (e. g. lubricating oil system).
▪ Insufficient maintenance.
▪ Longer-term shut downs without preservation measures.
2009-04-30
Description
TCA66
4 (4) C1 6671 4.1-02 EN

MAN Diesel 4.2
Lube Oil System
Description
Lube Oil Diagram
1 Supply pipe 10 Drain pipe

2 Orifice 11 Service tank or crankcase
3 Turbocharger supply pipe 12 Venting
4* Non-return valve 13* Non-return valve with bypass
5 Pressure monitor 15* Supply/drain pipe
6 Pressure gauge 17* Overflow pipe
7* Bearing casing 18* Gravitation tank
2009-05-07
8* Thrust bearing with bearing disc

Description
9* Bearing bush T Measuring point for lube-oil outlet temperature

* Delivery scope of turbocharger
α > max. inclination of system +5°
Figure 1: Lube Oil Diagram
TCA
C1 6673 4.2-04 EN 1 (4)

4.2 MAN Diesel
Description
Lube Oil Circuit The lubrication and cooling of the high-stressed bearing bushes in the tur-
bocharger takes place by means of a lube oil system, which is integrated
mainly in the bearing casing.
The lubricating oil is supplied from the lube oil system of the engine to the
lube oil system of the turbocharger via a supply pipe (1). An orifice (2) adjusts
the required lube oil pressure. The lube oil pressure is controlled behind the
non-return valve (4) by means of a pressure monitor (5) and a pressure gauge
(6).
Air bubbles may not be contained in the oil being supplied. This could
lead to bearing damage at lubrication of the turbocharger.
The lubrication oil flows through the non-return valve (4) into the turbo-
charger casing, from where it reaches the thrust bearing (8) and the bearing
bushes (9) via passages in the bearing casing (7) and the bearing body. The
lubricating oil flows to the gap between bearing and shaft as well as to the
face-sided lubrication point of the thrust bearing via bores in the bearing
bushes. The lubricating oil leaves the gap between the bearing and the shaft
and is splashed against the wall of the bearing casing by the rotation of the
shaft. The lubricating oil exits the bearing casing through the drain pipe (10)
and flows back into the lube oil system of the engine (11).
Danger of burning/scalding from running-out lube oil!

A backup in the lube oil outlet can lead to an oil-flood in the turbocharger.
In the worst case, the oil can come out of the turbine-side and cause a
fire in the exhaust pipe.
▪ The pipe for the lube oil drain must be installed with sufficient large
diameter and inclination, so that drainage of the lube oil is readily
possible without backing up.
The lube oil outlet must be installed with an inclination, which is calculated
as follows(see Fig. Lube-oil system:
Inclination α > max. possible system inclination + 5°
Venting Due to constructive measures, this turbocharger does not require a separate
venting tank. Lubricating oil and air are separated from each other within
the bearing casing. The connection for the venting pipe (12) is attached
directly at the bearing casing.
Gravitations Tank The gravitiation tank (18) above the turbocharger ensures the lubrication of
the bearings after the engine is switched off, while the rotating element runs
out and the bearings still must cool down.
2009-05-07
During operation the non-return valve (13) is shut. The gravitiation tank is
Description
filled with lubricating oil via a small bypass bore in the valve plate of the non-
return valve (13). As soon as the lube oil level reaches the height of the
overflow pipe (17) (level 1), lubricating oil flows back into the bearing casing
through the overflow pipe.
TCA
2 (4) C1 6673 4.2-04 EN

MAN Diesel 4.2
If the engine is shut off, the pressure in the lube oil system is reduced. This
Description
causes the non-return valve (13) to open and the non-return valve (4) to shut.
Das lubrication oil flows out of the gravitiation tank back into the turbo-
charger and cools the bearing points in the process.
In case of a „blackout“, the gravitation tank serves as an oil reservoir for
approx. 10 seconds of emergency operation of the turbocharger without
lube-oil supply.
Shaft Sealing The bearing casing is sealed with labyrinth sealings on the rotor shaft, both
on the turbine and compressor side. The radial labyrinth clearance is dimen-
sioned so that during the first operating phase, the rotating labyrinth tips
lightly embed into the softer layer of the cover seal. At higher speeds, the
rotating element is lightly elevated according to the thickness of the lubri-
cating film. The labyrinth tips run freely then. When standing still, the rotating
element is lowered again. The labyrinth tips embed into the grooves of the
cover seal, through which a better sealing effect is achieved during pre and
post lubrication. Run-in grooves at the circumference of the sealing cover
bores are thus intentional and not a reason for replacement of the parts.
On the turbine side, the shaft is additionally sealed by means of sealing air
(see Chapter [4.3]).
Operating Conditions
Lube Oil Quality Commercial engine lubricating oils SAE 30 and SAE 40.
High-alkaline cylinder oils are not suitable. See Chapter [3.2.2]

Lube Oil Filtration The turbocharger does not require any separate lube oil filters. The filtration
and processing of the lubrication oil through the engine system is generally
sufficient. The following values must be observed:
▪ Lube oil filter ≤ 0.050 mm,
▪ Accumulation with water < 0.2% amount of weight
Lube oil temperature Inlet temperature in the turbocharger: See Chapter [3.1.1]
Lube oil pressure Admissible lube oil pressures in operation: See Chapter [3.1.1]
For engine lube oil pressures > 2.2 bar to 6.0 bar max., we recommend
installing an orifice(2).
For this, the measuring connection for control of the lube oil pressure must
be provided for behind the non-return valve (4) (see Fig. Lube oil diagram ).
Differences in height between the indicating instrument and the

turbocharger centreline are to be taken into account with ± 0.1 bar per
1 m height difference (indicator installed higher – lower pressure;
indicator installed lower – higher pressure).
Lube oil pressure at engine start and cold lube oil: For a short time up to 4
bar.
2009-05-07
Alarm Points Limit values for control of the lube oil pressure: See Chapter [3.1.1]
Description
When the limit values are reached, the alarm must be triggered and the
engine control must react at the same time (without delay) in order to
TCA
avoid damage to the turbocharger.
C1 6673 4.2-04 EN 3 (4)

4.2 MAN Diesel
Lube Oil Flow Rate The required lube oil flow rate depends on the viscosity and temperature of
Description
the lubrication oil.

Lube oil throughput, see technical data, Chapter [3.1.1].
Pre-lubrication Before starting the engine, the bearing points of the turbocharger must be
pre-lubricated. This is done automatically together with the pre-lubrication
of the engine, as the lube oil system of the turbocharger is connected to that
of the engine. Depending on the engine system, pre-lubrication occurs
directly before starting, either through interval or continuous pre-lubrication.
Pre-lubrication before starting:
▪ 10 minutes min., oil pressure 0.6 - 2.2 bar.
Post Lubrication Occurs automatically via the gravitiation tank.
Connecting Several Turbochargers to the Engine Lube Oil System

If an engine operates with several turbochargers, then these are connected
parallel to the lube oil system of the engine (see Fig. Lube oil system – Con-
nection of several turbochargers).
1 Supply pipe 7 Bearing casing

2.1 Pressure reducing valve 10 Drain pipe
3 Turbocharger supply pipe 11 Service tank or crankcase
4 Non-return valve 12 Venting
5 Pressure monitor 18 Gravitiation tank
6 Pressure gauge α Maximum inclination of system +5°
2009-05-07
Description
Figure 2: Lube oil system – Connection of several turbochargers

TCA
4 (4) C1 6673 4.2-04 EN

MAN Diesel 4.3
Sealing Air System
Description
Sealing Air Diagram
1 Compressor casing 8 Pipe bend

2 Ring duct, compressor-side 9 Bearing bush
3 Orifice 10 Locating bearing
4 Sealing air pipe 11 Bearing casing
5 Ring duct, turbine-side 12 Gas outlet casing
6 Compensation pipe C Compressor wheel
7 Non-return valve T Turbine wheel
Figure 1: Sealing Air Diagram TCA66
Sealing Air System The sealing air prevents hot exhaust gas from entering the bearing casing
and the lubricating oil from seeping into the turbine (oil coke). Additionally,
2007-02-19
undesirable axial thrust on the bearing bush is reduced.

Description
The sealing air system is fully integrated in the bearing casing (11). A part of
the air compressed by the compressor wheel (C) is diverted and flows out
TCA66-2
of the compressor casing (1) into a ring duct (2) in the bearing casing. From
there, the air is led into the sealing air pipe (4), whereby an orifice (3) reduces
the pressure to the required sealing air pressure. The air is led to a ring duct
C1 6671 4.3-02 EN 1 (2)

4.3 MAN Diesel
(5) on the turbine side of the bearing casing. There, the sealing air emerges
Description
between shaft and turbine labyrinth.

▪ A small amount of the sealing air flows back into the bearing casing,
presses against the turbine-sided bearing bush (9), and thus holds back
the lubricating oil.
▪ The other part of the sealing air is led past the rotor shaft, through the
labyrinth seal on the turbine side, and into the gas outlet casing (12).
This develops a thrust-compensating piston between the labyrinths on the
turbine disc and bearing casing.
The sealing air pressure is factory set via the orifice (3) and must not be
controlled or readjusted by the user.
Measures in Case of Vacuum With four-stroke engines, a vacuum can develop on the compressor side at
reduced partial load (suction operation). In this case, a compensation pipe
(6) between sealing air pipe and ambient air prevents lubricating oil and
exhaust gas from being drawn into the compressor casing.
A non-return valve (7) blocks the compensation pipe during regular opera-
tion. In case of a vacuum in the sealing air system, the spring-free non-return
valve opens and outside air is drawn in through the compensation pipe.
2007-02-19
Description
TCA66-2
2 (2) C1 6671 4.3-02 EN

MAN Diesel 4.4
Acceleration System „Jet Assist“ (Auxiliary Air Drive)
Description
Diagram „Jet Assist“
1 Pressure reducing station or orifice 6* Bore

2 Solenoid valve 7* Compressor casing
3 Non-return valve A Starting-air cylinder (30 bar)
4* Ring duct C* Compressor wheel
5* Insert
Figure 1: Jet assist diagram, TCA66
2007-02-19
"Jet Assist" The „Jet Assist“ acceleration system is used when special requirements are
Description
made towards swift and possibly soot-free acceleration, and/ or towards

the load applications of the engine.
TCA66
The engine control actuates the solenoid valve (2). Compressed air of 30
bar now flows from the starting-air cylinder through the pressure reducing
station or orifice (1), where it is reduced to a maximum of 4 bar. The com-
C1 6671 4.4-02 EN 1 (2)

4.4 MAN Diesel
pressed air reaches the compressor casing (7) via a non-return valve (3) at
Description
a maximum of 4 bar, from where it is conducted around the insert (5) via the
ring duct (4). The compressed air is blown onto the compressor wheel (C)
through several inclined bores in the insert. On the one hand this provides
additional air to the compressor, while on the other hand the compressor
wheel is accelerated, thus increasing the charge air pressure.
2007-02-19
Description
TCA66
2 (2) C1 6671 4.4-02 EN

MAN Diesel 4.5
Cleaning System – Dry Cleaning of the Turbine
Description
Dry Cleaning of the Turbine
1 Compressed-air supply line (5 - 8 bar) 8 Gas outlet casing

∅ 15 x 2 mm
2 Screw plug 9 Turbine wheel
3 Granulate container 10 Nozzle ring
4 Piping 11 Sealing air
(withdrawal after charge air
cooler)
5 Connection flange 12 Exhaust gas pipe
6 Adapter A Stop cock (compressed-air
connection G1/2)
7 Gas-admission casing B Three-way cock with sealing
air connection
Figure 1: Diagram, dry cleaning of the turbine
2009-02-04
Type and source of the hazard

Description
The connection flange (5) can be attached either at the adapter (6) of the
exhaust gas pipe (12) or directly at the gas-admission casing (7).
TCA
C1 6673 4.5-03 EN 1 (2)

4.5 MAN Diesel
Description
The dry cleaning of the turbine is performed during operation at normal load
of the engine.
The granulate container (3) is equipped with a filling opening, a compressed-
air supply line (1) and a pipe (4) leading to the gas-admission casing (7). The
pipes for compressed air are fitted with stop cocks (A) and (B).
The granulate container is filled with cleaning granulates and shut tight. The
stop cock (A) in the compressed-air supply line is opened and compressed
air flows into the granulate container. Afterwards, the three-way cock in the
pipe leading to the gas-admission casing is opened. The compressed air
blows the granulates into the gas-admission casing. There, the exhaust gas
flow transports the granulates to the turbine wheel. The granulates bounce
against the nozzle ring and turbine wheel, thus removing deposits and con-
tamination. The exhaust gas flow carries the granulates and contamination
particles out of the system.
After the cleaning process has been carried out, the stop cock (A) and the
three-way cock (B) are shut again. The sealing air (11) prevents clogging of
the pipe during operation of the turbocharger. For this, a minor quantity of
the air after the charge air cooler is used for continuous flow through the
respective pipe system.
Cleaning the turbine with granulates on ship systems can lead to

downfall on deck.

Granulates to be used for cleaning: See Chapter Technical Data [3.2.4]
Specified maintenance interval, see Maintenance Schedule [6.3.1]
For a detailed description on how to operate the cleaning device, see
Work Card [500.22]
Assembling Instructions The cleaning device is factory-mounted on a bracket at the gas outlet casing
(8).. The pipings from stop cock (A) on are specifically adatped to the
respective turbocharger, and included in the MAN Diesel delivery scope. For
later equipping of the turbocharger with the cleaning device, the following
points are to be observed:
▪ The granulate container (3) must be fastened at a suitable location. It
may not be not be positioned lower than 1 m below the connection
flange (5).
▪ The pipe (4) may not be longer than 6 m and must be supported against
vibrations. Ensure unobstructed flow.
▪ Maximum operating temperature of the three-way cock (B) (exhaust
gas): ≤150 °C.
2009-02-04
▪ The connection flange (5) can be attached either at the adapter (6) of the
Description
exhaust gas pipe or directly at the gas-admission casing (7).

TCA
2 (2) C1 6673 4.5-03 EN

MAN Diesel 4.6
Cleaning System – Wet Cleaning of the Turbine
Description
(Optional delivery scope)
Wet Cleaning of the Turbine
1 Water supply 5* Nozzle ring 9 Sealing air

Water pressure 2-3 bar) (withdrawal after charge air cooler)
2 Pressure gauge 6* Turbine wheel 10 gas outlet casing
3* Nozzles 7 Water discharge
2009-02-13
4* Gas-admission casing 8 Drain funnel B Drainage cock

E* Three-way cock with sealing air connec-
Description
tion
Figure 1: Diagram, wet cleaning of the turbine
TCA
C1 6673 4.6-03 EN 1 (2)

4.6 MAN Diesel
Description
Introductory Remarks Depending on the quality of the fuel and the operating method of the engine,
combustion residue can deposit in the turbine.
For this reason, the turbine must be cleaned at regular intervals in accord-
ance with the maintenance schedule. Cleaning of the turbine is carried out
during operation of the turbocharger.
In addition to cleaning the turbine with granulate(see Chapter Dry Cleaning
[4.5]), the turbine can optionally also be cleaned with water (wet cleaning).
In this, the advantages of both cleaning methods supplement each other.
Wet Cleaning of the Turbine The wet cleaning is performed during operation with heavily reduced engine
load, in order to avoid overload of the turbine blades (thermo shock).
The washing water flows into the gas-admission casing (4) via three-way
cock (E).
The washing nozzles spray out the washing water into the gas-admission
casing ahead of the turbine. The washing water droplets bounce against the
nozzle ring (5) and the turbine (6), where they wear off contamination/depos-
its as follows:
▪ Mechanical cleaning from the impact of the water droplets
▪ Accumulated combustion residue are dissolved by the washing water
▪ The water vapor lightly reduces the temperature at the turbine blades.
Due to the contraction of the turbine blade material caused by the lower
temperature, the deposits on the turbine blades chip/crack off.
The majority of the washing water is forced out into the open as steam via
the flue, owing to the high flow rate in the gas outlet casing.
A minor quantity of the washing water runs off through the washing water
drain (7) and the drain valve (B). The washing water is conducted via a funnel
(8) to a sediment tank, where it is collected.
The sealing air (9) prevents clogging of the pipes during operation of the
turbocharger. For this, a minor quantity of the air after the charge air cooler
is used for continuous flow through the respective pipe system.
The wet cleaning of the turbine may only be carried out at heavily
reduced engine load (max. exhaust-gas temperature ahead of
turnbine ≤ 320° C)!
When the exhaust-gas temperature is too high, the washing water can
trigger a thermoshock and cause damage to the turbine.
For operating parameters during the washing procedure, see Work Card
[500.21]

For information on the requirements of the washing-water quality, see
Technical Data [3.2.4]
2009-02-13
Specified maintenance interval, see Maintenance Schedule [6.3.1]

Description
For instructions concerning the washing procedure, see Work Card

[500.21]
TCA
2 (2) C1 6673 4.6-03 EN

MAN Diesel 4.7
Cleaning System – Wet Cleaning, Compressor
Description
(Optional delivery scope)
Wet Cleaning System of the Compressor with Pressure Sprayer
1 Handle 4 Hand valve

2 Pressure sprayer 5 Turbocharger (compressor)
3 Relief valve
Figure 1: Wet cleaning system, compressor (pressure sprayer)
The wet cleaning of the compressor is performed during operation at full
load.
The water container of the pressure sprayer (2) is filled with freshwater. An
overpressure is created in the water container by means of the pump. By
actuating the pushbutton on the hand valve (4), water is sprayed into the
compressor casing (5) ahead of the compressor wheel. The water droplets
bounce against the compressor wheel where they wear off contamination.
2006-12-04
Description
TCA
C1 6673 4.7-03 EN 1 (1)

MAN Diesel
Operation
1 Safety
2 Addresses
3 Technical Data
4 Description
5 Operation
6 Maintenance
7 Work Cards
9 Index
2010-02-17
6671-5 5-5 EN 1 (1)

MAN Diesel 5.0
Safety during Operation
Operation
Containment Safety
The turbocharger is one of the highest loaded components in modern diesel
engines. The high rotor speeds of a turbocharger result in high centrifugal
force stresses at simultaneous high component temperatures. A conse-
quence of additional extraordinary influences might be - in extremely rare
cases - a failure of the components.
Precautions MAN Diesel turbochargers correspond to the required containment safety
according to the rules stipulated by the classification societies so that the
state of the art prevents fragments from escaping.
In extreme cases, particularly if the turbocharger has not been sufficiently
or properly maintained, there may be the risk of damages to persons or
property in vicinity of the turbocharger.
To eliminate residual risks we kindly ask you to observe following rules:
Risk of injury!
Under no circumstances are persons permitted to be near the
turbocharger without reason during operation.
▪ Turbine and compressor are to be cleaned at regular intervals as speci-

fied in the maintenance schedule.
▪ The maintenance of the turbocharger may only be carried out by trained
personnel as well as in the maintenance intervals as stipulated in the
operating manual.
▪ Inadmissible operating conditions, such as frequent load releases, com-
pressor surging, excessive turbocharger speeds, must be avoided.
▪ Corrosive and erosive media in the intake air are to be avoided.
The technical documentation of the system, particularly the operating and
maintenance manuals for the engine, turbocharger and the accessories
required for engine operation, must be stored at a location where they are
accessible for the operating and maintenance personnel at all times.
Regulations for Prevention of Accidents
When operating the system and for all maintenance and repair work, the
relevant Regulations for Prevention of Accidents are to be observed. It is
2009-01-15
advisable to hang these regulations in the engine room and to repeatedly

point out the dangers of accidents.
Operation
Safety Instructions Concerning Specific Danger Sources

General
Hearing Protection
C1 6673 5.0-01 EN 1 (4)

5.0 MAN Diesel
Sound levels exceeding 85 dB(A)!

Operation
The danger of hearing impairment is given because sound levels are

permanently above this value in the engine room when the engine is
running.
▪ Always wear hearing protection in the engine room!
Exhaust Gases In the engine room, exhaust gases with the harmful components NOx, SO2,
CO, HC and soot can be set free.
Health risk due to exhaust gases!

The exhaust gases of the engine are harmful to one’s health and
detrimental to the environment when exceeding the limit values.
▪ Carry out maintenance in accordance with the maintenance schedule!
▪ Orient the operational management on behalf of the hazards!
▪ Observe operating results critically!
Danger of fire
Potential danger of fire in the engine room!

Fuel and lube oil are combustible and can easily ignite when contacting
hot components in the engine room.
▪ Do not conduct fuel and oil pipes alongside hot engine components
(exhaust pipe/turbocharger) that are not insulated!
▪ After maintenance and repair work on exhaust pipes and
turbochargers, carefully and completely reattach all insulations and
coverings!
▪ Regularly check the tightness of all fuel and oil pipes (maintenance
schedule)!
▪ Eliminate any leakages immediately!
Fire-extinguishing Equipment The engine room must be equipped with fire-extinguishing equipment. The
proper function of this equipment is to be checked regularly.
Danger to life through suffocation!

When carbon dioxide fire-extinguishing systems are put into operation,
danger of life is given due to suffocation.
▪ Do not put carbon dioxide fire-extinguishing systems into operation
before it is ensured that no more persons are in the engine room!
Protective Covers
2009-01-15
Operation
General
2 (4) C1 6673 5.0-01 EN

MAN Diesel 5.0
Danger of burns and fire hazard from hot system components!
Operation
Due to high operating temperatures the system components can
become very hot. Persons can burn themselves on the hot components
and/or inflammable operating fluids can ignite.
▪ Always have all coverings and insulations mounted to the turbocharger
during operation of the engine!
▪ Regularly check the tightness of all fuel and oil pipes!
After assembly work, ensure that all coverings and protective covers from
moving components as well as all insulations from hot components are
reattached again. Engine operation with coverings removed is permitted
only in special cases, such as for functional tests.
Alarm System If important operating data are exceeded, an alarm system will set off alarm,
reduction or stop signals, depending on the danger potential. The cause of
the signals is to be thoroughly investigated and the source of the malfunc-
tion to be corrected. The signals may not be ignored or suppressed, except
when ordered by management or in cases of increased danger.
Ignoring or suppressing alarms and putting reduction and stop

signals out of operation can lead to operational malfunctions
which can result in serious personal injury and damage to
property!
Turbocharger and engine are fitted with an alarm system which sounds
an alarm in case of technical problems or malfunctions. Therefore, an
alarm always has a cause which must be rectified!
▪ Do not ignore or suppress any alarm, reduction or stop signals!
▪ Investigate the cause of every alarm, reduction or stop signal or report
them!
▪ As far as possible, provide for swift rectification of the cause of alarms
and signals!
▪ Ignore or suppress alarms, reduction and stop signals only in cases of
increased danger or when ordered by management!
Personnel/ Qualification of The engine and the systems required for its operation may be started, oper-
Personnel ated and stopped only by authorized persons. The personnel must be edu-
cated, trained and familiar with the system and the occurring dangers.
All persons operating the system or carrying out maintenance or repair work
on the system must have read and understood all accompanying operating
and maintenance instructions.
For ship systems:
Operational management through the chief engineer on board or through a
technical officer.
Persons managing the operation must be in possession of a competence
certificate that corresponds with the national regulations and international
agreement (STCW). The number of required persons and their minimum
2009-01-15
qualification are usually stipulated through the national regulations or the

Operation
international agreement (STCW).

General
For stationary systems (power plants):
C1 6673 5.0-01 EN 3 (4)

5.0 MAN Diesel
The superintendent (engineer) must be available. Supervision/controlling of

Operation
the engine and the accompanying supply system through a trained and
specially briefed machinist or mechanic.
For managing persons in Germany, proof, among other things, must be fur-
nished in accordance with the energy economy law (EnWG) that the tech-
nical operation management is guaranteed by qualified and sufficiently
numbered personnel. In other countries, comparable laws/ guidelines are
to be observed.
Safety during operation on the gas-powered engine
Danger of fire caused by electrostatic charging

In the case of turbochargers on gas-powered engines, insulated
mounting can cause electrostatic charging, resulting in ignition of the air/
gas mixture in the air intake.
▪ If the turbocharger is mounted on the engine in such a way that it is
electrically insulated, an earth connection must be installed for the
equipotential bonding between the turbocharger and the engine.
2009-01-15
Operation
General
4 (4) C1 6673 5.0-01 EN

MAN Diesel 5.1
Starting Operation/Putting Out of Operation
Operation
Initial Starting of Operation
1. Unpack the turbocharger.
2. Remove closing covers on gas-admission casing, gas outlet casing and
compressor casing.
3. Remove preservation agents on the exhaust gas flanges of the turbine
casing as well as on the pressure socket of the compressor casing with
suitable scraper and cleaning agent.
Danger of poisoning from toxic vapours!

The vapour-phase corrosion agent (increased corrosion protection) with
which the openings of the turbocharger are treated sets toxic vapours
free upon heating.
▪ Thoroughly blow out the turbocharger casing before assembling the
turbocharger!
▪ Upon initial putting into operation, check if any corrosion protection
agent is on the turbocharger!
For assembly of the turbocharger to the engine, see Work Card

[500.31][500.31].
Upon delivery, the oil system of each turbocharger is factory-checked

for cleanliness, and the oil supply and oil drainage are plugged.
Therefore, when flushing the engine oil system, care must be taken that
inadmissible contamination in the oil does not get into the turbocharger.
4. Flush the lube oil system. Plug the oil supply and oil drainage of the
turbocharger and connect the supply and drain pipe on the engine side,
or use an intake filter with low filter rating (20 μm recommended) in the
lube oil supply. Measurement of the oil pressure after the intake filter.
For additional information on flushing the oil lubrication system, please

refer to the engine manufacturers’ manual.
Engine control
Indication of the pending alarm and the reaction of the engine control
system must occur at the same time. Therefore, the engine control
2007-09-28
system must conform at least to category 3 in compliance with

DIN EN 954-1.
Operation
TCA66-2
C1 6671 5.1-03 EN 1 (3)

5.1 MAN Diesel
Work Prior to Starting the Engine

Operation
1. Pre-lubricate engine and bearing points of the turbocharger (engine

control system).
2. Set all shut-off devices of the engine system to the operating position.
3. Check the lube oil pressure in front of the turbocharger.
Starting Operation
Turbocharger Start the engine. The engine exhaust gases drive the turbocharger and thus
start it operating. If provided, the “Jet Assist” acceleration system is put into
operation via the control system.
Checks during Operation
General Despite automatic activation and control of the engine system, regular
checks of the turbocharger are required so that possible malfunctions are
detected as early as possible and the causes can be corrected in time.
The checks listed below are part of the operator's maintenance

obligations. Results, observations and actions in connection with such
monitoring measures are to be recorded in an engine log book.
Reference values are to be defined in order to allow objective
assessment of the results.
Continuous Checks on the ▪ Turbocharger speed

Turbocharger
▪ Lube oil pressure in front of turbocharger
▪ Lube oil temperature in front of turbocharger
▪ Lube oil temperature behind turbocharger
▪ Exhaust gas pressure in front of turbine
▪ Exhaust gas temperature ahead of turbine
▪ Charge air pressure behind compressor
▪ Charge air temperature behind compressor
▪ Leakage of exhaust gas, charge air and oil pipes
▪ Contamination/saturation of air filter mat at silencer
▪ Smooth running of turbocharger
Smooth Running Damage to the rotating element and bearings usually gives notice of appear-
ance by unsmooth running, owing to imbalance or grazing of rotating parts.
By auscultating the turbocharger (listening with e.g., a stethoscope),
unsmooth running can often be detected at an early stage.
Speed For clean air ducts of the compressor, a certain charge air pressure is
2007-09-28
assigned to each speed of the turbocharger. Thus, the charge pressure

gives information about the speed and can be used for approximate speed
Operation
control.
TCA66-2
2 (3) C1 6671 5.1-03 EN

MAN Diesel 5.1
What to do in Case of Operating Faults
Operation
Ignoring or suppressing alarms and putting reduction and stop
signals out of operation can lead to operational malfunctions
which can result in serious personal injury and damage to
property!
Turbocharger and engine are fitted with an alarm system which sounds
an alarm in case of technical problems or malfunctions. Therefore, an
alarm always has a cause which must be rectified!
▪ Do not ignore or suppress any alarm, reduction or stop signals!
▪ Investigate the cause of every alarm, reduction or stop signal or report
them!
▪ As far as possible, provide for swift rectification of the cause of alarms
and signals!
▪ Ignore or suppress alarms, reduction and stop signals only in cases of
increased danger or when ordered by management!
1. Either reduce the engine load or shut off engine, depending on the sit-
uation.
2. Determine and correct the cause of the malfunction (see Chapter [5.3]).
All malfunctions are to be corrected as soon as possible, as minor

malfunctions can also lead to increased subsequent damage of the
turbocharger or engine.
3. If the damage can not be corrected immediately, emergency operation

is possible (see Chapter [5.2])
4. When the damage has been corrected, start the engine operation again
as usual.
Putting Out of Operation

1. Shut off engine. The turbocharger gradually comes to a stop.
The run-down time of the turbocharger gives an indication of its

mechanical condition. Sudden stopping indicates mechanical damage
to the bearing, contact of the compressor or turbine wheel, trapped
foreign objects or heavy fouling.
2. The lubrication oil runs out of the emergency and post-lubrication sys-
tem to the turbocharger bearings so that these are still continuously
lubricated for several minutes (post lubrication).
2007-09-28
Operation
TCA66-2
C1 6671 5.1-03 EN 3 (3)

MAN Diesel 5.2
Emergency Operation on Failure of a Turbocharger
Operation
Introductory Remarks
If damage occurs to a turbocharger which can not be corrected immedi-
ately, emergency operation is still possible.
Available Appliances Turbocharger (see Work Card [500.11] and [500.12])
▪ Securing fixture for blocking of the rotating element from the compres-
sor side (intake cross-section remains open).
▪ End covers, for closing of the compressor and turbine back side when
the rotating element is disassembled.
All appliances are designed in such a manner that continuous flow through
the air and exhaust gas side of the turbocharger is possible.
Appliances for use on the engine:
▪ Screen/s (grid) for the side of the charge air pipe that faces away from
the turbocharger. The screen/s is/are supposed to ease the suction
operation of the engine.
▪ Blind flange/s for blocking of the partially mounted charge-air bypass
pipe (if given).
Achievable Outputs/Speeds for Four-stroke Engines

The following criteria restrict the achievable engine load in engine-emer-
gency operation:
▪ Maximum exhaust gas temperature after cylinder,
▪ Maximum exhaust gas temperature in front of turbocharger,
▪ Density of exhaust gas.
The following rating data apply only as reference values:
Turbocharger failed L-Engine V-Engine
Engine operation with var- 15% 15%
iable speed
Engine operation with 20% 20%
constant speed
Table 1: Emergency operation for failure of one turbocharger – Achievable
outputs
2007-02-19
Operation
TCA66
C1 6671 5.2-02 EN 1 (2)

5.2 MAN Diesel
Emergency Operation on Failure of a Turbocharger

Operation
Despite compliance of the following measures, the danger of

turbocharger destruction is still given!
For this case, there is imminent danger of personal injury or damage to
property!
▪ Limit the duration of emergency operation to the absolute necessary
minimum!
▪ Use the securing fixture (measure A) for emergency operation only
when removal of the rotating element is not possible!
▪ Do not unnecessarily stay in the vicinity of the turbocharger during
emergency operation!
Carry out measure A (see Table “Emergency operation in the event of

turbocharger failure”) only when measure B cannot be performed for
reasons of time. Consequential damage possible.
Supplementary Measures/
Emergency Measures Precautions
(see code number)
Engine may not be stopped for reasons of urgency 0-3
Turbocharger remains unchanged
Engine may be stopped (short-term)
Measure A: 0-5
Block rotor from the compressor side using securing fixture (intake cross-section
remains open). Afterwards, mount intake silencer or air intake casing again. (see Work
Card [500.11])
Measure B: 0-5
Disassemble rotating element including bearings; shut bearing casing on compressor
and turbine side with end covers. Mount silencer/air intake casing and gas-admission
casing again, as required. (see Work Card [500.12])
Table 2: Emergency operation for failure of a turbocharger
Legend
Code Number Supplementary Measures/Precautions
0 Observe instructions of engine manufacturer!
1 Reduce engine power. The maximum exhaust gas temperatures
behind cylinder and in front of turbocharger, and (for engines
with two or more turbochargers) the maximum admissible tur-
bocharger speed must not be exceeded. Pay attention to den-
sity of exhaust gas.
2 As a precaution, prepare fire-extinguishing measures!
3 When the rotating element is blocked or disassembled, stop
lube oil supply because of danger of contamination or fire.
2007-02-19
4 For suction operation (or with two or more turbochargers), the

engine must be driven with reduced charge.
Operation
5 Engines with two or more turbochargers:

Separate the exhaust gas intake side of the defective turbo-
TCA66
charger from the gas flow of the second turbocharger with blind
flange.
2 (2) C1 6671 5.2-02 EN

MAN Diesel 5.3
Malfunctions/Faults and their Causes
Operation
Trouble Shooting
In case of turbocharger irregularities upon or during engine operation,

determine and correct the cause of the malfunction as soon as possible.
Otherwise the danger is given that minor malfunctions can lead to
increased subsequent damage on the turbocharger or engine.
No. Malfunction Possible Cause Corrective Action Work Card

1 Exhaust gas temperature in Silencer contaminated Clean/replace [500.24]
front of turbine too high [500.32]
Compressor contaminated Clean [500.23]
Turbine wheel and/or nozzle ring Clean [500.21]
heavily contaminated [500.22]
Rotating element grazes Contact MAN Diesel Service
Foreign objects in front of/in tur- Check turbine/compressor for
bine or compressor damage; contact MAN Diesel
Service, if required
Turbine wheel, shroud ring, noz- Exchange defective components;
zle ring or compressor wheel contact MAN Diesel Service, if
damaged or eroded required
High air-intake temperature Reduce output Engine
Charge air cooler contaminated Clean, measure pressure differ- Engine
ential
Charge air pipe leaks Seal charge air pipe Engine
Charge air temperature too high Check charge air cooler Engine
Inlet/exhaust valves, valve slots Clean Engine
of engine contaminated
Exhaust gas pipe leaks Seal exhaust gas pipe Engine
Exhaust-gas back-pressure Clean boiler System
behind turbine too high
Fuel injection at engine faulty Repair fuel injection Engine
2008-10-08
Operation
TCA66
C1 6671 5.3-02 EN 1 (5)

5.3 MAN Diesel

Operation
2 Charge air pressure too low Turbine speed too low See malfunction No. 4
Silencer contaminated Clean/replace [500.24]
[500.32]
Defective bearings, imbalance of Bearing inspection (noise and [500.46]
rotating element vibrations); contact MAN Diesel [500.56]
Rotating element grazes Check components; contact [500.56]
MAN Diesel Service, if required
Charge air cooler contaminated Clean Engine
Inlet/exhaust valves, valve slots Clean, measure pressure differ- Engine
of engine contaminated ential
Exhaust-gas back-pressure Clean turbine; check for damage, [500.21]
behind turbine too high if required [500.22]
3 Charge air pressure too Nozzle ring lightly contaminated/ Clean

high restricted
Low air intake temperature Reduce output Engine
2008-10-08
Operation
TCA66
2 (5) C1 6671 5.3-02 EN

MAN Diesel 5.3
Operation
4 Speed too low Silencer or air filter contaminated Clean/replace [500.24]
[500.32]
Defective bearings, imbalance of Bearing inspection; Contact [500.46]
rotating element MAN Diesel Service [500.56]
Exhaust-gas back-pressure Clean turbine; check for damage, [500.21]
behind turbine too high if required [500.22]
5 Speed too high Nozzle ring lightly contaminated/ Clean
restricted
6 Lube oil pressure too low Flow temperature of lube oil too Engine
high
Lube oil filter contaminated Replace lube oil filter Engine
Lube oil manometer defective Replace lube oil manometer Engine
7 Lube oil loss Thrust ring or labyrinth ring dam- Check components; contact
aged MAN Diesel Service, if required
Defective labyrinth seal Check components; contact
Seals damaged, connections Check components; contact
untight MAN Diesel Service, if required
Sealing air ineffective, oil coke Check components; contact
behind turbine wheel MAN Diesel Service, if required
Lube oil pressure too high Reduce oil pressure Engine/
system
Overpressure in oil drain or in Drain oil as described in Chapter
crankcase [4.2][4.2]
2008-10-08
Operation
TCA66
C1 6671 5.3-02 EN 3 (5)

5.3 MAN Diesel

Operation
8 Hesitant starting, short run- Compressor contaminated Clean [500.23]

down time
Thrust ring or labyrinth ring dam- Check components; contact
rotating element MAN Diesel Service, if required [500.56]
damaged required
Sealing air ineffective, oil coke Check components; contact
behind turbine wheel MAN Diesel Service, if required
9 Unusual heavy noise Thrust ring or labyrinth ring dam- Check components; contact
Rotating element grazes Check components; contact [500.56]
damaged required
10 Turbocharger vibrates Turbine wheel heavily contami- Clean [500.21]

nated [500.22]
Thrust ring or labyrinth ring dam- Check components; contact
Rotating element grazes Contact MAN Diesel Service [500.56]
damaged required
2008-10-08
Operation
TCA66
4 (5) C1 6671 5.3-02 EN

MAN Diesel 5.3
Operation
11 Compressor surges Turbine wheel and/or nozzle ring Clean [500.21]
Charge air temperature too high Reduce output Engine
Exhaust-gas back-pressure Check exhaust gas pipe Engine/
behind turbine too high system
Table 1: Trouble Shooting
2008-10-08
Operation
TCA66
C1 6671 5.3-02 EN 5 (5)

MAN Diesel
Maintenance
1 Safety
2 Addresses
3 Technical Data
4 Description
5 Operation
6 Maintenance
7 Work Cards
9 Index
2010-02-17
6671-5 6-5 EN 1 (1)

MAN Diesel 6.0
Safety during Maintenance/Repair
Maintenance
Qualification of Personnel
Performed by machinists or mechanical fitters and their assistants.
Briefing and supervision of difficult work tasks through a technical officer or
the chief engineer.
Opening Pipes/Pressure Tanks
Danger of burns from hot components!

Many engine and turbocharger components become very hot during
operation and require ample time for cooling down afterwards.
▪ Prior to taking any action, allow the engine and turbocharger to cool
down sufficiently (1-2 h)!
▪ Wear protective clothing!

The lube oil is under pressure and very hot!
▪ Before opening pipes, flanges, screwed connections or gauges, free
the system of pressure and check that it is pressure-free!
▪ Before opening oil pipes, wait until the lube oil has cooled down
sufficiently (1-2 h)!
▪ Drain the system and check that the lube oil has been drained
completely!
On turbochargers with emergency and post-lubrication system, the lube oil

will continue to drain for up to 1.5 h after shutting down the engine system.
Disassembly and Assembly of Pipes
During any work on the pipe systems, especially for fuel, lubrication oil and
air, ensure utmost cleanness in order to avoid foreign objects or debris from
entering the system. Therefore, all pipes subject to reassembly should be
blocked with care upon disassembly.
New pipes being installed should be checked for cleanness and flushed, if
required.
For extended storage, all individual parts are to be preserved.
2009-02-20
Maintenance
General
C1 6673 6.0-01 EN 1 (3)

6.0 MAN Diesel
Removal/Disassembly of Heavy Components

Maintenance
Danger of injury from suspended loads!

Unsuitable or poorly maintained transport equipment as well as
unsuitable set-down locations can lead to serious injury of people and
to major damage.
▪ Use only transport equipment which is in perfect condition!
▪ Check if the transport equipment being used has the required carrying
capacity!
▪ Choose only set-down locations that have sufficient loading capacity
for the heavy component (this is not always the case for galleries, half-
landings or grid-iron coverings)!
Danger of Crush Injuries from Rotating Components
Danger of crush injuries or from blows!

When the engine is running during disassembly or assembly work, there
is danger of becoming entangled in or coming against rotating
components.
▪ Carry out all disassembly or assembly work while the turbocharger is
shut down!
▪ During the work, secure the engine against starting!
▪ Set up danger signs!
Use of Cleaning Agents

When using cleaning agents, the manufacturer’s notes for usage, possible
dangers and disposal are to be observed.
Cleaning agents can be caustic!

Cleaning agents on the skin, in the eyes or being inhaled can lead to
serious damage to one’s health or to allergies.
▪ Always observe the manufacturer’s notes for cleaning agents!
▪ Wear protective clothing whenever required!
▪ Wear protective gloves whenever required!
▪ Wear safety goggles whenever required!
▪ Wear respiratory protection whenever required!
▪ Pay attention that other persons also wear the appropriate protective
equipment whenever required or make these persons aware thereof!
Use of High-pressure Cleaners

When working with high-pressure cleaners ensure proper usage.
2009-02-20
Maintenance
Air filters, shaft ends (also including such with lipped sealing rings), gover-
nors, splash-proof monitoring systems, cable sockets as well as sound and
heat insulations under non-watertight coverings, must be covered or
General
exempt from the high-pressure cleaning.
2 (3) C1 6673 6.0-01 EN

MAN Diesel 6.0
Spare Parts
Maintenance
During operation, the components of the turbocharger are subjected to very
high forces. MAN Diesel has therefore developed special materials that can
withstand these high forces. Only by using MAN Diesel original spare parts
can you be sure that these high-quality materials have been employed.
Bought-out spare parts can be manufactured from low quality

materials that can not withstand the forces occurring during
operation of the turbocharger!
This can result in serious damage to the turbocharger, engine room and
engine, as well as danger to life for the operating personnel.
▪ Use only MAN Diesel original spare parts!
▪ Use bought-out spare parts only after these have been released by
MAN Diesel!
MAN Diesel shall in no way be liable for any personal injury or material dam-
age caused by use of spare parts from other manufacturers. Furthermore,
any and all warranty claims relating to the turbocharger expire when using
non-original spare parts.
2009-02-20
Maintenance
General
C1 6673 6.0-01 EN 3 (3)

MAN Diesel 6.1
General Remarks
Maintenance
Maintenance Work
Maintenance work belongs to the duties of the user, just as regular checks
do. Their purpose is to retain operational readiness and operational safety
of the system. They are to be carried out by competent personnel in accord-
ance with the time schedule for maintenance.
Maintenance work supports the operating personnel in their effort to detect
arising malfunctions/failures in time. They deliver hints towards necessary
maintenance work or repairs to the persons responsible, and influence the
planning of downtimes.
Maintenance and repair work can be carried out properly only when the
required spare parts are available. In addition to these spare parts, it is
advisable to stock a certain quantity of spares for unexpected outages.
Maintenance Schedule
The required tasks are Maintenance Schedule (Sheet [6.3.1][6.3.1][6.3.1]. It
contains
▪ a brief description of the work,
▪ the repeat intervals,
▪ the personnel and time requirements,
▪ references to the respective work cards/working instructions.
Work Cards
The work cards describe
▪ the aim and object of the work
and contain information about
▪ the required tools/appliances and
▪ detailed descriptions and graphical depictions of the necessary work
sequences and work steps.
see Work Card [7.1.1].
Spare Parts
Order numbers for spare parts can be found
▪ Turbocharger: in the spare parts catalogue of the technical documen-
tation
▪ Tools: list of contents for tools
▪ On the respective work cards of the technical documentation.
2007-05-03
Order numbers consist of the three-digit subassembly number and a three-

Maintenance
digit item number, separated by a dot.

Special Services/Repair Work
TCA66
MAN Diesel offers the following special services:
C1 6671 6.1-02 EN 1 (2)

6.1 MAN Diesel
▪ Delivery of spare parts

Maintenance
▪ Consultation and support on questions concerning operation, mainte-

nance and repairs
▪ Field-experienced training for operating personnel of MAN Die-
sel exhaust gas turbochargers
▪ Assessment and clarification of damage cases
▪ Dispatch of fitters and engineers
In case of requests please contact us at
▪ MAN Diesel SE, Augsburg Works
▪ MAN Diesel SE, Service Center Hamburg,
▪ Other Service Centers and authorized repair shops
Service Centers and Works of MAN Diesel SE can be found in Chapters
[2.1] „MAN Diesel SE in Germany“ and „Worldwide Service Addresses“.
2007-05-03
Maintenance
TCA66
2 (2) C1 6671 6.1-02 EN

MAN Diesel 6.2
Tools/Special Tools
Maintenance
Inventory Tools
Commercially available tools that are usually included in the inventory of the
engine system.
Inventory tools are not contained in the turbocharger’s scope of supply.
Standard Tools
Included as standard in the turbocharger’s scope of supply.
Normally, one set of standard tools is sufficient for a system with several
turbochargers. The usual maintenance work can be carried out with these
standard tools and the inventory tools.
The standard tool kit for the turbocharger(s) is combined in one or more
boxes and supplied with a table of contents. The order numbers of the indi-
vidual tools can also be taken from the table of contents.
Tools Requested by the Customer
Additional tools and appliances can be ordered at the MAN Diesel SE, as
required.
Special Tools
Available only at the Service Centers; these tools are not required by the
user of the turbocharger.
Some jobs, -more repair work than maintenance-, require special knowl-
edge, experience and auxiliary equipment/appliances. For jobs like this,
additional specialty tools are available to our Service Centers and possibly
to some authorized repair shops. Therefore, we recommend that you always
consult these Partners or commission work to them when your own time
schedule, or the professional or personnel capacities are not sufficient.
2007-03-23
Maintenance
General
C1 6673 6.2-02 EN 1 (1)

MAN Diesel 6.3
Maintenance
Reliability and Adaptability
Validity of the Maintenance The maintenance schedule contains a summary of the maintenance and
Schedule inspection work, down to the major overhaul of the turbocharger.
A major overhaul of the turbocharger must be carried out latest after

▪ 24 000 - 30 000 operating hours
.
After each major overhaul, which best is carried out with a due engine serv-
ice, the maintenance schedule starts from the beginning again.
A major overhaul includes the disassembly of the complete turbocharger for
inspection of the actual condition, thorough cleaning and a check of all
parts/components.
The maintenance must be scheduled well in advance, meaning that, for

example, sailing timetables or power plant inspections must be taken
into account. In order to ensure the operational safety of the
turbocharger and the engine, maintenance work is to be performed as
far as possible on schedule or beforehand.
Adaptation of the Mainte- The maintenance schedule takes the following operating conditions and an
nance Schedule annual operating period of approx. 6000 hours into account:
▪ Uniform loading within a range of 60 to 90% of the rated power,

▪ Observation of the specified operating media temperatures and pres-
sures,
▪ Usage of the specified lube oil and fuel qualities,
▪ Attentive separation of fuel and lubrication oil.
The maintenance intervals must be shortened when the following operating
conditions are given:
▪ Longer-term operation with peak loads or low loads, long idle periods,
frequent heavy load cycles,
▪ Frequent engine starts and repeated run-up phases without sufficient
warming-up,
▪ High stress on the engine before reaching the specified operating media
temperatures,
▪ Too low lube oil, cooling water and charge air temperatures,
▪ Use of problematic fuel qualities and insufficient separation,
▪ Insufficient filtration of the intake air (particularly with stationary
engines).
2009-02-16
Maintenance
General
C1 6673 6.3-02 EN 1 (1)

MAN Diesel 6.3.1
Maintenance
Turbocharger on the Two-stroke Engine
1, per
2,
12000
24000
3
3000
150
250
24
Inspection (during operation)
901 Check turbocharger for unusual noise and vibrations. A 1 0,1 Turbo X
903 Check turbocharger and system pipes for leaks (charge A 1 0,2 Turbo X
air, exhaust gas, lubricating oil)
905 Check all the fixing screws, casing screws and pipe 7.2.1 1 1 Turbo 2 X
connections for tight fit.
Maintenance (during operation)
911 Clean turbine - Dry clean, if available 500.22 1 0,3 Turbo 1
913 Clean turbine - Wet clean, if available 500.21 1 1 Turbo 1
915 Clean compressor (during operation) 500.23 1 0,3 Turbo 1
917 Clean air filter (if available) 500.24 1 0,4 Turbo 1
Maintenance (in common with an engine maintenance)
931 Clean and check compressor casing, insert, diffuser 500.41 2 4 Turbo X
and compressor wheel (visually check and clean, as 500.42
required). Establish operational readiness of the turbo- 500.43
charger again.
941 Check thrust bearing, counter-thrust bearing, bearing 500.46 1 2 Turbo X
disk
951 Major overhaul 24 000 ... 30 000 operating hours: Dis- 500.32 2 20 Turbo X
mantle, clean and check all components of the turbo- 500.33
charger. Check gaps and clearances upon assembly 500.34
500.41
500.42
500.43
500.44
500.45
500.46
500.51
500.52
500.53
500.54
500.55
500.56
500.57
7.2.2
Maintenance Schedule, Legend

24 ... 24000 Repetition intervals in operating hours
2007-05-03
Maintenance
X Maintenance work due

1 As required/depending on condition
TCA66-2
2 Checking of new or overhauled parts required (once after the mentioned time)
A No work card required/available
C1 6671 6.3.1-04 EN 1 (1)

MAN Diesel 6.4
Remarks to the Maintenance Work
Maintenance
General Remarks
Disassembling the Turbo- The simplest method to go about the disassembly depends on the space
charger conditions in the engine room. When performing maintenance and inspec-
tion work, it is sufficient in most cases to disassemble only subassemblies
of the turbocharger.
Inspection Report For a major overhaul of the turbocharger or for repair work concerning major
components, it is recommended to record the condition of individual sub-
assemblies and make entries into the operating log. Inspection report form,
see Chapter [6.6].
In disassembly work, mark the position of the components relative to

each other using a felt-tip marker pen. If required, document the
disassembly/assembly with a camera.
Exchanging Components
Components with traces of wear or damage that influence especially the
strength and the balancing precision and thus the smooth running of rotat-
ing parts, must be exchanged with original spare parts or repaired by an
authorized repair facility or the manufacturer.
For dispatch, components must be packed and protected against corrosion
in such a manner that they are not further damaged during transportation.
Screw Connections
Never attempt to loosen seized or tight screw connections with

excessive force.
This can lead to screws being sheared off or parts being so badly
damaged that they must be replaced. Sheared-off screws must be drilled
out and the threads retapped.
Apply plenty of diesel fuel or special dissolver (e. g. Caramba, Omnigliss,

WD 40) to the screw connections and allow to penetrate for at least 1/2 hour,
so that the dissolver can work its way through the threads. Observe the
applicational tips of the dissolver manufacturer. Afterwards, apply light
hammer blows to the screw/bolt head so that the threads run freely.
Tightening Screw Connec- All screw connections on the turbocharger must be in perfect condition
tions upon assembly or be renewed. When assembling lock washer pairs (1 pair
consists of 2 equal washers), the long wedge surfaces (inside) must face
each other, otherwise there will be no securing effect.
2008-05-06
Maintenance
General
C1 6673 6.4-02 EN 1 (2)

6.4 MAN Diesel
Maintenance
Figure 1: Assembly of wedge lock washers
Always tighten screws/bolts with the specified tightening

torque!
See Technical Documentation, Work Cards.
Improper tightened and secured screws/bolts and nuts can become loose
due to vibrations and then be driven into the turbocharger by the air or
exhaust gas flow, and cause severe damage.
Connections on the Turbine Due to the high temperatures on the turbine side, screws/bolts, nuts and
Side tab washers of non-scaling materials are used. These are marked on the
face side (SM, VM or 4923, Z1 or 4828), to avoid them from being mistaken
with regular parts. When disassembling, the fasteners marked in this man-
ner are to be stored separately until being assembled.
All lock washer pairs on the turbocharger are made of non-scaling material
and are not marked.
In order to avoid the screws/bolts and nuts on the turbine side from heating
together, they must be treated with high-temperature lubricant (e. g. Moly-
kote HSC) prior to each new assembly. Molykote HSC) prior to each new
assembly. Before treating with lubricant, the threads must be cleaned thor-
oughly. Screw-in threads from studs are not treated.
2008-05-06
Maintenance
General
2 (2) C1 6673 6.4-02 EN

MAN Diesel 6.5
Inspection of Individual Components
Maintenance
General Remarks
The following remarks and questions are intended as a guide, e. g. for
▪ Assessment of the turbocharger condition,
▪ Operating log and inspection report,
▪ Inspection, reusing, repair and replacement of individual components.
Inspection Work
Gaps and Clearances Admissible values, see Chapter [7.2.2].
Crack Test Crack test on turbine blades (turbine rotor, compressor wheel) via acoustic
testing or penetration testing with fluorescent color.
Streaks Streaks all around the circumference of the turbine rotor, compressor wheel,
insert: Check gaps and clearances,, see Chapter [6.6].
Streaks, locally on circumference of turbine rotor, compressor wheel, insert:
Indication of imbalance.
Oil Coke behind Turbine Sealing air not effective (e. g., pipes clogged), shaft seal on turbine side
Wheel damaged or pre-lubrication pressure too high.
Erosion during HFO Operation During HFO operation, small, hard particles (e.g. “catfines”) are contained
in the exhaust gas. These act particularly erosive where high gas velocities
and high concentrations of such particles occur. The highest flow rates are
effective at the outlet of the turbine nozzle ring. Here, the flow is strongly
deflected towards the direction of the circumference. Besides this, the par-
ticles contained in the exhaust gas are hurled towards the outside. For this
reason erosions can be noticed at the discharge of the nozzle ring, at the
interior diameter of the shroud ring and at the exterior of the turbine blades.
"Catfines" As a result of the refinery process and the achieved quality, “catfines”, a fine
grained powder with great hardness (recognizable through the Al and Si
content) as well as other abrasive contaminants, are contained in the heavy
fuel oil. Their amount can be reduced by means of well dimensioned, heated
settling tanks and through sufficient separation.
Additions Adding used engine lube oil is of particular disadvantage, recognizable
through the increased amounts of Ca and Fe. Used engine oil not only con-
tains residues of wear, but above all “Detergent dispersing additives”, which
bind fine particles and prevent “catfines” and other impurities from being
eliminated through separation. For operation with “waste oil” added, a sharp
increase of erosion damage is noticed.
Combustion residue caused by incomplete combustion can also have ero-
sive effects. Therefore, ensure clean combustion.
Silencer, if Available How is the condition of the air filter mat? How is the condition of the absorp-
tion plates? Are cracks on any of the components?
2007-02-19
Maintenance
Insert Are there any traces of streaks?
Control Unit for Speed Is the speed transmitter or the speed indicator defective?
TCA66
Casing Which casings are strongly contaminated from soot, oil or oil coke?
C1 6671 6.5-02 EN 1 (3)

6.5 MAN Diesel
Were the casings tight, particularly at the parting lines and the connection
Maintenance
flanges? Do the casings show signs of cracks?

Were screws/bolts torn? Were all screws/bolts and nuts firmly tightened and
secured?
Was the seal air or were oil bores in the bearing casing clogged?
Are all seals O.K.?
Compressor Wheel How is the seat of the compressor wheel and the carrier?
Are the seat faces bright or are there signs of fretting?

Do the turbine blades show signs of cracks or heavy wear? Are there traces
of streaks?
Do the leading edges of the turbine blades show puncture notches caused
by drawn-in foreign objects?
Turbine rotor How is the run-out of the shaft? How is the condition of the bearing points?
Are the labyrinth rings strongly worn?

Are the seat faces bright or are there signs of fretting?
Are the blades damaged or is heavy wear or erosion at the edges detecta-
ble? Do the blades have signs of cracks?
Do the blades, disc or shaft show any traces of streaks?
Are the fastenings at the foot of the blade O.K.?
In new condition, the blades are not fastened but inserted into the disc
with clearance. At the blade end, they can be moved several millimeters
both in axial and in radial direction. Due to deposits, this movability is
limited after extended periods of operation.
Shroud Ring Are there any traces of streaks from the turbine blades?
The radial gap between shroud ring and turbine blade may not fall below
the minimum value at any position, in order to avoid grazing during opera-
tion. The gap can become larger due to erosion. This considerably influen-
ces the efficiency. Therefore, the gap is measured at 4 locations around the
circumference (every 90°) during checking. Admissible values, see work
card .
Turbine Nozzle Ring Are the blades bent? Are the blades heavily worn due to erosion?
Are foreign objects obstructed in the ducts? Can traces be detected that
point out to foreign objects?
Can any cracks be detected at the blades?
Thrust ring Are the seat faces bright or are there signs of fretting?
Are there any signs of scoring or heavy wear?

Bearings For checking of the bearings and bearing bushes, see Work Card [500.46]
and [500.56]. Any wear across corners on both bearings is an indicator for
2007-02-19
Maintenance
imbalance of the rotating element.

How is the seat of the bearing in the casing bore?
TCA66
Is the axial clearance of the rotating element and the bearing clearance
within the admissible range?
2 (3) C1 6671 6.5-02 EN

MAN Diesel 6.5
When the axial bearing clearance is determined by axial displacement of
Maintenance
the rotating element, then the rotating element is to be lifted lightly so
that the labyrinth tips come free, out of the grooves in the cover seal.
Labyrinth Disk, End Cover Is the run-in pattern of the labyrinth tips normal?
Operating Life, Assemblies

Bearing Up to 50 000 operating hours
Turbine rotor Up to 100 000 operating hours
Compressor Wheel Up to 80 000 operating hours
The operating life of the compressor wheel depends on the intake air tem-
perature, the charge pressure and the load profile of the engine. It can be
considerably reduced by unfavorable conditions.
Casing Practically unlimited
These periods are empirical values and are reached with turbochargers that
operate on engines powered with heavy fuel oil.
Continued use or replacement of components is decided upon at each
major overhaul of the turbocharger. It is imperative that major overhauls are
performed according to the periods specified in the maintenance schedule.
2007-02-19
Maintenance
TCA66
C1 6671 6.5-02 EN 3 (3)

MAN Diesel 6.6
Inspection Report
Maintenance
Form
2006-12-04
Maintenance
TCA66-2
C1 6673 6.6-02 EN 1 (2)

6.6 MAN Diesel
Maintenance
2006-12-04
Maintenance
TCA66-2
2 (2) C1 6673 6.6-02 EN

MAN Diesel
Work Cards
1 Safety
2 Addresses
3 Technical Data
4 Description
5 Operation
6 Maintenance
7 Work Cards
9 Index
2010-02-17
6671-5 7-5 EN 1 (1)

MAN Diesel 7.1
Preface
7.1 Preface
7.2 Setting Data
7.4 Cleaning
7.5 Assembly of the Turbocharger and Auxiliary
Equipment
6671-5 7.1-5 EN 1 (1)

MAN Diesel 7.1.1
Layout and Usage of the Work Cards
Preface
Numbering
The ordinal number of the work cards is located in the top right of the title.
It consists of a 3-digit subassembly group number and a 2-digit counting
number. The subassembly group number 500 hereby represents the col-
lective subassembly group number for turbochargers.
Example - Turbocharger on engine: 500.31
▪ 500 = Subassembly group number (500 for turbocharger)
▪ 31 = Counting number (work card No. 31)
Cross references in work cards to corresponding work cards are in square
brackets.
Example - Cross-reference to work card 500.43: [500.43]
In work card (labyrinth disk), there is a reference to work card 500.43 (com-
pressor wheel).
Layout of the Work Cards
Work cards generally contain the following information:
▪ Required personnel and time,
▪ Affiliated work cards, meaning work cards that contain additional nec-
essary or other useful information,
▪ The required tools and appliances,
▪ Possibly additional information/technical data and,
▪ The individual work sequences, always beginning with the starting con-
dition, and followed by the individual work steps.
Parts and tools in the figures and text are each designated with their order
number.
Example for the turbine rotor: 520.001
▪ 520 = Subassembly group number (520 für „Rotor, complete“)
▪ 001 = Position number
All assemblies and subassembly group numbers are listed in the spare parts
catalog.
Order numbers for tools are (generally) identical with the tool number affixed
on the tool.
Required Personnel and Time
The required time is mentioned in hours, both for the amount and qualifi-
cation of the required personnel. The higher hour rate covers the time
2008-10-08
requirement for the complete scope of the respective work card. Personnel
Work Cards
with lower hour rate is required only at times, e. g., for operation of a lifting
tackle.
TCA66-2
C2 6671 7.1.1-01 EN 1 (2)

7.1.1 MAN Diesel
Tools / Appliances
Preface
Numbers mentioned under the Designation column represent spanner

widths in mm, e. g. Socket wrench 22 = Socket wrench, size 22 mm.
Availability-codes under the Status column have the following meaning:
Standard Standard tools (with tool number)
If included in the scope of supply, turbochargers are equipped
with a set of standard tools.
Option Tools requested by the customer (with tool number)
Inventory Commercially available tools/appliances
These are not included in the supply scope of the turbocharger.
It is assumed that these tools/appliances are included in the
inventory of the engine system.
Special Tools Special tools, e. g. for service centers
Tips and Pictographs
For notes concerning fault sources/handling errors; material damage can

occur.
Additional notes, information and tips.
The instructions “Lubricate contact surfaces and threads”, “Observe tight-

ening torques” and “Use lock washer pairs” are additionally indicated by
means of symbols in the marginal column:
Grease, lubricate and oil Use Observe

lock washers tightening torques!
2008-10-08
Work Cards
TCA66-2
2 (2) C2 6671 7.1.1-01 EN

MAN Diesel 7.2
Setting Data
7.1 Preface
7.2 Setting Data
7.4 Cleaning
Equipment
6671-5 7.2-5 EN 1 (1)

MAN Diesel 7.2.1
Screw Connections and Tightening Torques
Setting Data
Short Version
Tightening values for all important bolted connections/tightening torques
for various friction coefficients μ.
Tightening Torques for Bolted Connections

Tightening of Bolted Connec- Whenever possible, bolted connections should be tightened with torque
tions by Torque wrenches.
Particularly important bolted connections on the turbocharger are specified

in "Special tightening torques at turbocharger - contact surfaces and
threads lubricated with Molykote HSC)" and additionally on the respective
work cards.
For all other bolted connections that are to be tightened with torque
wrenches, the approximate values for the tightening torques are specified
in the Table "Tightening torques for bolts, property class 8.8".
When tightening bolted connections observe as follows:
▪ Apart from the applied tightening torque, the tension force of a bolted
connection depends on the lubricant being used, the surface condition
of support and thread, as well as on the material combination. It is
therefore very important that these conditions are completely observed.
▪ The tightening torques for the various threads, depending on their coef-
ficient of friction (meaning depending on the selected lubricant), are
listed in Table "Tightening torques for bolts, property class 8.8". The
tightening torques apply for bolt materials of the 8.8 property class
under utilization of approx. 70% of their yield strength. For other prop-
erty classes, conversion factors are to be used and multiplied with the
tightening torques from "Tightening torques for bolts, property class
8.8". The property class is impressed on the bolt head.
Property Class 5.6 6.8 8.8 10.9 12.9
Conversion Factor x 0.47 0.75 1.0 1.40 1.70
Table 1: Conversion factors for tightening torques depending on the property
class of the bolts
Friction Coefficient µ For the friction coefficient μ use approximately:
µ = 0.08 for lubricants at temperatures

≤ 200 °C, e.g. Molykote paste D or Optimoly paste White-T
≥ 200 °C, e.g. Molykote paste HSC
μ = 0.14 for lightly oiled surfaces without refinishing
Tightening torques in general Tightening torque in Nm
2009-10-16
for coefficient of friction µ

Work Cards
Thread, nominal size

0.08 0.14
TCA66
M5 4 6
M6 7 10
C1 6671 7.2.1-04 EN 1 (4)

7.2.1 MAN Diesel
Tightening torque in Nm
Setting Data
Thread, nominal size for coefficient of friction µ

0.08 0.14
M8 17 25
M 10 34 50
M 12 59 84
M 14 95 135
M 14x1.5 100 145
M 16 141 205
M 16x1.5 150 220
M 18 200 280
M 18x1.5 215 320
M 18x2 205 300
M 20 275 400
M 20x1.5 295 450
M 20x2 285 422
M 22 370 540
M 22x1.5 385 595
M 22x2 380 565
M 24 475 690
M 24x2 500 750
M 27 700 1020
M 27x2 730 1100
M 30 950 1380
M 30x2 1015 1540
M 33 1270 1870
M 33x2 1350 2060
M 36 1640 2400
M 36x3 1710 2550
M 39 2115 3120
M 39x3 2190 3300
M 42 2630 3860
M 42x3 2760 4170
M 45 3260 4820
M 45x3 3415 5180
M 48 3950 5820
M 48x3 4185 6370
2009-10-16
Table 2: Tightening torques for bolts, strength class 8.8

Work Cards
High-temperature bolts Screw connections with high-temperature bolts must be tightened with
special tightening torques.
TCA66
Tip! High-temperature bolts can be recognised by the “SM” stamped on the

head of the bolt.
2 (4) C1 6671 7.2.1-04 EN

MAN Diesel 7.2.1
Tightening torque in Nm
Thread, nominal size
Setting Data
for a friction coefficient µ=0.8
M8 20
M 10 40
M 12 70
M 16 165
M 20x2 335
Table 3: Tightening torques for SM grade bolts
Lubricate contact surfaces and threads with Molykote HSC lubricant!
Tightening Torques, Turbocharger
The tightening torques in the Table "Special tightening torques at

turbocharger - contact surfaces and threads lubricated with Molykote
HSC" apply to a friction coefficient μ=0.08;
2009-10-16
Work Cards
TCA66
C1 6671 7.2.1-04 EN 3 (4)

7.2.1 MAN Diesel
Tightening
Setting Data
Work Card Description Torque in

Nm
[500.11] Undercut bolt (546.073) 75
Cylindrical screw (596.023) for hub 34
[500.12] Closing mechanism (emergency operation): 60
Hexagon bolt (517.093)/
Hexagon nut (596.032)
[500.32] Silencer at compressor casing: 140
[500.33] Air intake casing at compressor casing: 140
[500.34] Gravitiation tank: 59
Hexagon bolts for flanges/oil hoses
Hexagon bolt (554.048) 59
Hexagon bolt (554.056) 141
Insert: Undercut bolt (546.073) 75
Diffuser: Hexagon bolt (546.045) 60
Compressor casing: Hexagon nut (506.104) 250
Compressor wheel: Thrust screw for superbolt-tension 34
nut (520.068)
Gas-admission casing: 165
Hexagon bolt (506.106)
Nozzle ring/clamp ring: 70
Hexagon bolt (513.013)
Table 4: Special tightening torques on the turbocharger - Contact surfaces and
threads lubricated with Molykote HSC
2009-10-16
Work Cards
TCA66
4 (4) C1 6671 7.2.1-04 EN

MAN Diesel 7.2.2
Gaps and Clearances
Setting Data
Short Version
Gaps and clearances are to be measured and compared with the specified
tolerances; the results are to be recorded and appropriate action is to be
taken.
Required Tools/Appliances
Quantity Designation Number Status
1 Feeler gauge - Inventory
1 Sliding caliper - Inventory
1 Dial gauge - Inventory
509.008
540.001
540.030
10
517.162 6a
520.044 520.001
517.161
3c 3c
3a 3a
3b
11
509.008 Shroud ring 520.044 Compressor wheel

517.161 Bearing bush 540.001 Insert
517.162 Bearing body 540.030 Balance ring
520.001 Turbine shaft
Figure 1: Overview, Gaps and Clearances
When tolerances are not met, the causes must be corrected, e. g.,
2009-04-29
imbalance, malfunctions with the lube oil system (debris, pressure,

Work Cards
volume, temperature, pre-lubrication and post lubrication).

TCA66
C1 6671 7.2.2-04 EN 1 (4)

7.2.2 MAN Diesel
Radial Clearance Bearing Bush/Turbine Shaft

Setting Data
Measuring Condition as Manufactured Replace Parts Work

Gaps and Clearances
Point Min. in mm Max. in mm Min. in mm Max. in mm Card
3a – 0.05 0.09 – 0.10 [500.56]
Radial Clearance Bearing Body/Bearing Bush: Turbine Side

Gaps and Clearances
3b – 0.25 0.30 – 0.31 [500.56]
Radial Clearance Bearing Body/Bearing Bush: Compressor Side

Gaps and Clearances
3b – 0.25 0.30 – 0.31 [500.56]

2009-04-29
Work Cards
TCA66
2 (4) C1 6671 7.2.2-04 EN

MAN Diesel 7.2.2
Axial Clearance Bearing Bush/Bearing Body: Turbine Side
Setting Data
Gaps and Clearances
3c – 0.16 0.31 – 0.35 [500.56]
Axial Clearance Bearing Bush/Bearing Body: Compressor Side

Gaps and Clearances
3c – 0.16 0.31 – 0.35 [500.56]
Radial Gap Turbine Blade/Shroud Ring

Gaps and Clearances
6a1) * 0.95 1.15 (0.80)2) 1.40
1) Setting specification for shroud ring, see Work card .

2009-04-29
2) The minimum value may not be fallen short of at any location on the circumference.
Work Cards
Gaps and clearances marked with (*) are to be recorded in the inspection report.
TCA66
C1 6671 7.2.2-04 EN 3 (4)

7.2.2 MAN Diesel
Axial Gap (10) and Radial Gap (11) Compressor Wheel/Insert

Setting Data

Gaps and Clearances
101) * 2.00 2.30 – 2.50

112) * 1.20 1.30 (1.00)3) 1.50
1) Set rotor towards system in direction (A). Measure the axial gap at 3 locations on the circumference via soft-
metal marking, and calculate the mean value (determined value corresponds with the largest given (max.) axial
gap).
2)Take measurement at 4 locations of the circumference with a feeler gauge and calculate the mean value.
3) The minimum value may not be fallen short of at any location on the circumference.
Gaps and clearances marked with (*) are to be recorded in the inspection
report.
2009-04-29
Work Cards
TCA66
4 (4) C1 6671 7.2.2-04 EN

MAN Diesel 7.3
Emergency Operation
7.1 Preface
7.2 Setting Data
7.4 Cleaning
Equipment
6671-5 7.3-5 EN 1 (1)

MAN Diesel 500.11
Operation with Holding Device
Emergency Operation
Short Version
Enable emergency operation by blocking the rotating element.

Number Qualification Duration in h
1 Technician 0,6
1 Assistant 0,6
1 Open-jaw wrench 55 – Inventory
1 Hex key 8 – Inventory
1 Holding device 596.511 Standard
1 Arresting wrench 596.018 Standard
1 Hub 596.022 Standard
4 Cylindrical screw 596.023 Standard
4 Lock washer pair 596.024 Standard
Corresponding Work Cards

Work card Work card Work card
500.12 500.32 500.33
500.41
The damaged turbocharger can be shut down either with holding device
[500.11] or with the closing mechanism [500.12].
Use the holding device (596.511) only when removal of the rotating element
is not possible.
By using the closing mechanism (see work card [500.12]

Operation without rotating element), further damage of the
rotating element can be avoided.
2009-02-20
Work Cards
TCA66
C2 6671 500.11-04 EN 1 (3)

500.11 MAN Diesel
Work Sequence – Assembly of the Holding Device

Emergency Operation
520.001 Turbine rotor 596.022 Hub

520.044 Compressor wheel 596.023 Cylindrical screw
546.073 Undercut bolt 596.024 Lock washer pair
596.018 Arresting wrench
Figure 1: Holding device for emergency operation with rotating element
Danger to life from crush injuries or blows!

When the engine starts during assembly of the holding device, there is
danger of becoming entangled in or coming against rotating components
and being seriously injured.
▪ Shut down the engine before installing the holding device in the
turbocharger!
Starting Condition Silencer [500.32]/air intake casing [500.33] insert and balance ring disas-
sembled.
Work Steps 1. Unscrew spinner from compressor wheel (520.044).
2. Fasten hub (596.022) on compressor wheel with four cylindrical screws

(596.023) and lock washer pair (596.024).
The hub is formed accordingly so that the tension nut does not have to
be loosened.
3. Attach arresting wrench (596.018) on hub and tighten with two undercut
bolts (546.073) of the insert.
2009-02-20
Work Cards
TCA66
2 (3) C2 6671 500.11-04 EN

MAN Diesel 500.11
Use lock washer pairs (596.024)!
Emergency Operation
4. Mount silencer/air intake casing again.
Lubricate contact surfaces and threads (e. g., with Molykote HSC)!
Danger of fire caused by lube oil!

During emergency operation with the holding device, the danger of fire
is given when lube oil gets into the turbocharger.
In emergency operation, always shut the oil supply pipe to the
turbocharger!
Additional emergency operation notes, see Chapter [5.2].

Consequences
Observe tightening torques upon installation!

Undercut bolt (546.073): 75 Nm
Cylindrical screw for hub (596.023): 34 Nm
2009-02-20
Work Cards
TCA66
C2 6671 500.11-04 EN 3 (3)

MAN Diesel 500.12
Operation without rotating element
Emergency Operation
Short Version
Enable emergency operation by disassembling the rotating element and
closing the bearing casing with closing covers.

1 Technician 3,5
1 Assistant 3,5
1 Closing mechanism 596.512 Standard
1 Closing cover (compressor side) 596.027 Standard
1 Closing cover (turbine side) 596.028 Standard
1 Gasket (compressor side) 596.029 Standard
1 Gasket (turbine side) 596.030 Standard
1 Stud screw 596.031 Standard
3 Hexagon nut 596.032 Standard
2 Hexagon bolt 596.033 Standard

500.11 500.32 500.33
500.41 500.43 500.44
500.51 500.53
Technical Data
Designation Information
Closing mechanism 45 kg
Closing cover (compressor side) 31 kg
Closing cover (turbine side) 9 kg
2007-02-19
The damaged turbocharger can be shut down either with the holding device
Work Cards
[500.11] or with the closing mechanism [500.12].

Use the holding device only when removal of the rotating element is not
TCA66
possible.
C2 6671 500.12-02 EN 1 (4)

500.12 MAN Diesel
By using the closing mechanism (596.512 Operation without rotating

Emergency Operation
element), further damage of the rotating element can be avoided.
Work Sequence – Assembly of the Closing Covers
517.001 Bearing casing 596.029 Gasket (compressor side)

517.093 Hexagon bolt 596.030 Gasket (turbine side)
517.095 Lock washer pair 596.031 Stud screw
596.027 Closing cover (compressor side) 596.032 Hexagon nut
596.028 Closing cover (turbine side) 596.033 Hexagon bolt
Figure 1: Closing mechanism at emergency operation without rotating element
Danger to life from crush injuries or blows!

When the engine starts during removal of the rotating element or during
assembly of the closing mechanism, there is danger of becoming
entangled in or coming against rotating components.
▪ Shut down the engine before removal of the running gear as well as
before installing the closing mechanism in the turbocharger!
2007-02-19
Starting Condition Silencer [500.32]/air intake casing [500.33], insert and gas-admission casing
Work Cards
disassembled.
Compressor wheel , labyrinth disk and turbine rotor disassembled.
TCA66
2 (4) C2 6671 500.12-02 EN

MAN Diesel 500.12
Bearing bushes and counter-thrust bearings may remain installed.
Emergency Operation
Work Steps 1. Fasten stud screw (596.031) to closing cover (596.027) with two nuts
(596.032).
2. Fasten closing cover and seal (596.029) to bearing casing (517.001)with
eight hexagon bolts (517.093) and lock washer pairs (517.095) of the
disassembled labyrinth disk.
3. Mount closing cover (596.028) and gasket (596.030) on turbine side and
fasten to stud screw (596.031) with hexagon nut (596.032).
For easier installing, screw two hexagon bolts (596.033) each into the
closing covers.
4. Mount gas-admission casing.

5. Mount silencer and air intake casing.
Figure 2: Closing covers mounted (compressor side and turbine side)
Danger of fire caused by lube oil!

During emergency operation without rotating element, the danger of fire
is given when lube oil gets into the turbocharger.
In emergency operation, always shut the oil supply pipe to the
turbocharger!
2007-02-19
Work Cards
TCA66
C2 6671 500.12-02 EN 3 (4)

500.12 MAN Diesel
Additional emergency operation notes, see Chapter [5.2].

Emergency Operation
Observe tightening torques upon assembly!

Hexagon bolt (517.093): 60 Nm
Hexagon nut (596.032): 60 Nm
2007-02-19
Work Cards
TCA66
4 (4) C2 6671 500.12-02 EN

MAN Diesel 7.4
Cleaning
7.1 Preface
7.2 Setting Data
7.4 Cleaning
Equipment
6671-5 7.4-5 EN 1 (1)

MAN Diesel 500.21
Cleaning the Turbine (Wet Cleaning)
Cleaning
Short Version
Carry out the wet cleaning in time according to the maintenance plan; clean
components from debris/residue.

1 Technician 0,6
Technical Data
Washing nozzles 4
Water pressure 2 bar
Max. washing water-inlet temperature 50 °C
Exhaust gas temperature ahead of turbine ≤ 320 °C
Turbocharger speed ≤ 9500 min/-1
Cleaning Agent Use only fresh water for cleaning!
For information on the requirements of the washing water, see Technical

Data - [3.2.4]
Cleaning Interval Every 250 operating hours (depending on the operating conditions the inter-
vals can be shorter).
Cleaning instructions: See cleaning plate on the bracket at the gas outlet
casing of the turbocharger.
2009-02-20
Work Cards
TCA66
C2 6671 500.21-03 EN 1 (3)

500.21 MAN Diesel
Cleaning
1 Water supply 5* Nozzle ring 9 Sealing air

Water pressure 2-3 bar) (withdrawal after charge air cooler)
2 Pressure gauge 6* Turbine wheel 10 gas outlet casing
3* Nozzles 7 Water discharge
4* Gas-admission casing 8 Drain funnel B Drainage cock
E* Three-way cock with sealing air connec-
tion
Figure 1: Diagram, wet cleaning of the turbine
Amount and layout of the washing nozzles (3) depends on the engine
2009-02-20
type and can vary from the illustration.

Work Cards
TCA66
2 (3) C2 6671 500.21-03 EN

MAN Diesel 500.21
Work Sequence – Water Washing of Turbine (during Operation)
Cleaning
General Water washing of the turbine is carried out at reduced engine power.
Washing is carried out in “intervals”, otherwise the turbine could graze.

The size of the nozzle slot and the water pressure are matched to the
exhaust amount and temperature (quantity of heat) of the charger.
Work Steps 1. Run the engine at reduced engine power (1/4 load) for approx. 10
minutes (cooling down to the stabilizing condition).
2. Check the operating parameters for the washing of the turbine:
˗ Exhaust gas temperature ≤ 320 °C
˗ Turbocharger speed ≤ 9500 rpm
˗ Water pressure: 2 bar
The exhaust gas temperature of 320 °C must not be exceeded under any
circumstances, otherwise the turbine is liable to make contact during
washing.
3. Open drainage cock (B). Check the outflow of exhaust gas at the opened
cock; free opening, if required.
4. Open stop cock (E): Water is sprayed through the nozzles.
5. Washing duration 1 minute.
The water running out of the washing water outlet (7) gives information
about the washing effect or about the contamination degree of the
turbine. The water can be checked at the drain funnel (8).
6. Shut the stop cock (E).

7. Run the turbocharger dry for 1 minute at reduced engine capacity.
8. Repeat the washing procedure and the running dry (work steps 4-7) 3-5
times.
9. Shut drainage cock (B).
10. Run the turbocharger dry for 8 minutes at reduced engine power, then
slowly increase the load.
If vibrations due to irregular heavy deposits of debris can not be

corrected through the washing, the turbocharger must be dismantled
and the respective parts must be cleaned mechanically.
In case vibrations of the turbocharger occur that were previously not

existent, repeat the washing procedure.
2009-02-20
Work Cards
TCA66
C2 6671 500.21-03 EN 3 (3)

MAN Diesel 500.22
Cleaning the Turbine (Dry Cleaning)
Cleaning
Short Version
Carry out the cleaning in time according to the maintenance plan; clean
components from debris/residue.

1 Technician 0,6
Technical Data
Particle size of the granulate in mm (nutshells or soft acti- 1 mm (max. 1,5 mm)
vated charcoal)
Filling volume 1,5 l
Cleaning Interval At normal operating load of the engine, every 24 operating hours.
For turbine cleaning with this setup, do not use water, as in this case the
cleaning is carried out at normal operating load of the engine.
Granulates to be used for cleaning: See Chapter Technical Data - [3.2.4]
2009-02-20
Work Cards
TCA66
C2 6671 500.22-03 EN 1 (3)

500.22 MAN Diesel
Cleaning
1 Compressed-air supply line (5 - 8 bar) 8 Gas outlet casing

∅ 15 x 2 mm
2 Screw plug 9 Turbine wheel
3 Granulate container 10 Nozzle ring
4 Piping 11 Sealing air
(withdrawal after charge air
cooler)
5 Connection flange 12 Exhaust gas pipe
6 Adapter A Stop cock (compressed-air
connection G1/2)
7 Gas-admission casing B Three-way cock with sealing
air connection
Figure 1: Diagram, dry cleaning of the turbine
General The exact layout of the components depends on the engine type and can
vary from the illustration.

The connection flange (5) can be attached either at the adapter (6) of the
exhaust gas pipe (12) or directly at the gas-admission casing (7).
2009-02-20
Work Cards
Work Sequence – Dry Cleaning of Turbine (during Operation)

TCA66
Work Steps 1. Stop cock (A) must be shut.
2 (3) C2 6671 500.22-03 EN

MAN Diesel 500.22
2. Three-way cock (B) must be set to position „0“.
Cleaning
3. Unscrew screw plug (2), fill cleaning agent (granulates, active carbon)
into the tank (3) and then shut again.
4. Set three-way cock (B) to position „I“
5. Open stop cock (A) (compressed-air connection) until a whistling sound
indicates that the granulates are being blown in.
Blow-in duration approx. 30 seconds.
6. Shut the stop cock (A).
7. Set three-way cock (B) to position „0“ (sealing air). The sealing air pre-
vents clogging of the pipe.
2009-02-20
Work Cards
TCA66
C2 6671 500.22-03 EN 3 (3)

MAN Diesel 500.23
Wet Cleaning the Compressor (Pressure Sprayer)
Cleaning
Short Version
The cleaning of the compressor is carried out during operation. Carry out
the work in time according to the maintenance schedule. Clean the com-
ponents from debris/residue.

1 Technician 0,3
General The layout of the components depends on the engine type and can vary
from the illustration.
See plate with the cleaning specifications (see Fig. Wet cleaning system,
compressor (pressure sprayer)) on pressure sprayer.
Cleaning Agent Use only fresh water for cleaning.
Cleaning Interval Every 150 operating hours.
The cleaning intervals depend on the contamination degree of the drawn-in

air and range between 100 and 200 operating hours.
Carry out the cleaning only with the engine warmed up and in full
load operation.
Do not shut down the engine immediately after cleaning, but continue to
run it for several minutes until dry.
2007-02-19
Work Cards
TCA66
C2 6671 500.23-03 EN 1 (2)

500.23 MAN Diesel
Cleaning
1 Plate (cleaning specification) 5 Hand valve

2 Pressure sprayer 6 Nipple
3 Relief valve 7 Coupling
4 Handle 8 Silencer/compressor
Figure 1: Wet cleaning system, compressor (pressure sprayer)
Work Sequence – Compressor Cleaning (during Operation)
Work Steps 1. Operate engine at full load.
2. Turn the handle (4) on the container of the pressure sprayer (2) to the
left and take out the pump.
3. Fill a maximum of 2 l of freshwater into the container (to the 2 L mark on
the container).
4. Screw in the pump and operate it until the relief valve (3) blows off.
5. Connect hose with nipple (6) to the coupling (7).
6. Operate the pushbutton (see large arrow in figure Wet cleaning system,
compressor (pressure sprayer) on the hand valve (5) until water is blown
into the compressor (8) (approx. 30 seconds).
7. Release the plug connection and vent the container; for this, pull the
spindle at the relief valve (3) outward (see small arrow in figure Wet
cleaning system, compressor (pressure sprayer).
2007-02-19
Work Cards
TCA66
2 (2) C2 6671 500.23-03 EN

MAN Diesel 500.24
Cleaning the Air Filter
Cleaning
Short Version
Clean the air filter regularly in accordance with the maintenance schedule.
The work can be carried out during operation.

1 Technician 0,3
– Compressed air – Inventory
– Cleaning agent (non-corrosive) – Inventory
Spare Parts
Amount Designation Number
1 Air filter mat 544.150
3 Lashing strap with ratchet 544.160
1 Cover strip 544.170
General The soiled air filter mat (544.150) can be cleaned several times, or replaced
by a new mat.
Replacement is necessary when the air filter mat is strongly deformed,
frayed out or perforated.
An increase in pressure loss, due to a contaminated air filter mat, should

not be used as a reference for the cleaning interval.
Danger to life from crush injuries or blows against rotating

components!
When the inspection cover of the silencer is removed during operation,
there is danger of becoming entangled in or coming against rotating
components in the silencer or turbocharger and being seriously injured.
▪ Open the inspection cover for visual checks only when the engine is
shut down!
2007-02-19
▪ Change only the air filter mat during operation (see Work Sequence)!
Work Cards
Cleaning Interval Every 250 operating hours.

TCA66
The cleaning intervals depend on the contamination degree of the drawn-in

air and therefore range between 250 and 500 operating hours.
C2 6671 500.24-02 EN 1 (2)

500.24 MAN Diesel
In case of heavy contamination, it may be necessary to immerse the air

Cleaning
filter mat into a cleaning agent for several hours. Therefore it is

recommended to have a second air filter mat in stock at all times.
Figure 1: Inspection cover (1) and air filter mat with lashing strap on silencer
Work Sequence – Removal/Cleaning/Reinstallation of the Air Filter Mat
1. Loosen lashing straps and remove air filter mat (see Fig. Inspection
cover (1) and air filter mat with lashing strap on silencer).
2. Clean the soiled air filter mat with warm water and a cleaning agent (non-
corrosive).
Avoid excessive mechanical stress (e.g. wringing, sharp water jet). After
cleaning, blow compressed air through the air filter mat.
3. Place the air filter mat over the perforated sheet of the silencer.
4. Place the cover strip over the butt joint of the air filter mat and then fasten
the air filter mat with lashing straps.
5. Firmly tighten the ratchets of the lashing straps.
2007-02-19
Work Cards
TCA66
2 (2) C2 6671 500.24-02 EN

MAN Diesel 7.5
Assembly of the Turbocharger and Auxiliary Equipment

7.1 Preface
7.2 Setting Data
7.4 Cleaning
Equipment
6671-5 7.5-5 EN 1 (1)

MAN Diesel 500.31
Turbocharger to Engine

Short Version
Removing and refitting the turbocharger from and to the engine.

1 Technician 6,0
1 Assistant 6,0
2 Shackle - Inventory
1 Torque wrench - Inventory
1 Open-jaw and ring wrenches (set) - Inventory
1 Socket wrench (set) - Inventory
1 Screwdriver - Inventory
1 Lifting tackle, ropes - Inventory
- Wood (for placing underneath) - Inventory
1 High-temperature lubricant (e. g. Molykote HSC) - Inventory

500.21 500.22 500.23
500.41
Technical Data
Turbocharger 5500 kg
Work Sequence - Deconserving

Condition at time of supply (as ▪ Packed in wooden box.
a rule)
▪ Accessories, spare parts and tool box are enclosed.
For lists of spare parts and tools, see Chapter Spare Parts Catalog.
2008-11-28
▪ Socket adjustments of the casings are factory set.

Work Cards
▪ Connections are shut with sealing caps.

TCA66-2
▪ Interior components are conserved with corrosion prevention agents

that are consistent with operating media.
▪ Protective coating against corrosion on the outside.
C2 6671 500.31-02 EN 1 (6)

500.31 MAN Diesel
Condition at time of supply In order to achieve increased corrosion protection (e. g., overseas, tropics,
with increased corrosion pro- subtropics), the following measures are additionally carried out:
tection
▪ Drying agent (bag, block) at the inside of closing caps/lids.
▪ Prior to closing the openings, a vapor-phase corrosion agent is sprayed
into the gas intake, gas discharge and air-discharge connections.
Work Steps 1. Remove the protective coating against corrosion on the outside using
diesel or kerosene.
2. Remove sealing caps/lids.
In case of increased corrosion protection:
1. Remove all drying agents, if applicable.
2. Blow compressed air through turbocharger casing, in order to remove
vapor-phase corrosion agent.
Danger of poisoning from toxic vapours!

The vapour-phase corrosion agent (increased corrosion protection) with
which the openings of the turbocharger are treated sets toxic vapours
free upon heating.
▪ Thoroughly blow out the turbocharger casing before assembling the
turbocharger!
▪ Upon initial putting into operation, check if any corrosion protection
agent is on the turbocharger!
2008-11-28
Work Cards
TCA66-2
2 (6) C2 6671 500.31-02 EN

MAN Diesel 500.31
Work Sequence - Assembly to the Engine, Connection of the Charge Air and Exhaust Pipes

1 Suspension device 544.000 Silencer
501.001 Gas-admission casing 546.000 Compressor casing
506.001 Gas outlet casing
Figure 1: Suspension device for turbocharger with 90° gas-admission casing
Suspension device welded to turbocharger (condition of delivery).
Work Steps 1. Insert shackle and tackle line to suspension device (see Fig. Suspension
device for turbocharger with 90° gas-admission casing).
Danger of the turbocharger falling down!

Improvised or incorrectly attached suspension devices can result in the
falling down of the turbocharger and can seriously injure or kill persons
located below.
▪ Lift the complete turbocharger only with the suspension device cast to
the turbocharger!
▪ Never use other or self-designed suspension devices!
▪ Never use the lifting eye bolts to lift up the complete turbocharger, as
these are intended only for the lifting individual subassemblies!
2008-11-28
Work Cards
TCA66-2
C2 6671 500.31-02 EN 3 (6)

500.31 MAN Diesel

A rocking turbocharger is difficult to maneuver and can therefore

seriously injure or kill people.
▪ Hang turbochargers with axial gas-admission casing onto the two lifting
hooks between the compressor casing (546.000) and the gas outlet
casing (506.001) and additionally onto the silencer (544.000) so that the
turbocharger is in balance!
▪ Hang turbochargers with the radial gas-admission casing only onto the two
lifting hooks between the compressor casing (546.000) and the gas
outlet casing (506.001). The turbocharger is then in balance!
▪ Use tackle line/chains and adjust these to the appropriate lengths in
order to guide the turbocharger!
▪ Move the turbocharger slowly in the engine room!
2. Lift turbocharger with lifting tackle and place onto bracket of engine.
3. Aligning the turbocharger:
The exhaust pipe must be in alignment with the gas-admission casing
(501.001) and the compressor socket must be in alignment with the
charge-air pipe of the engine.
The turbocharger must be aligned particularly accurate when a sliding

sleeve is used between compressor casing (546.000) and air pipe instead
of a compensator.
4. Lightly tighten the casing feet on the engine bracket. Use the fastening
bolts and the resilient sleeves (delivery scope of engine) for this.
5. Connect the exhaust pipe of the engine and gas-admission casing
(501.001) with the compensator (delivery scope of engine). Lightly
stretch the compensator forward for this and use heat-resistant bolts.
6. Connect the pressure socket of the compressor casing (546.000) and
the charge air pipe with the compensator or with the sliding sleeve (both
in delivery scope of engine).
7. Tighten screw connection of the casing feet on the engine bracket with
torque wrench.
2008-11-28
Observe tightening torques during assembly!

Work Cards
Screw connection of the casing feet to the engine bracket: see engine
manual.
TCA66-2
4 (6) C2 6671 500.31-02 EN

MAN Diesel 500.31
Work Sequence - Connection of the Lube Oil System

General A backup in the lube oil outlet can lead to an oil-flood in the turbocharger.
In the process, oil can seep out of the turbine side and cause a fire in the
exhaust pipe.
The lube oil discharge must be installed sloped: Gradient >

maximum possible system inclination + 5°. (See Chapter [4.2]
[4.2])
Work Steps 1. Remove the closures at the bearing casing (517.001) and connect the
lube oil supply and drain pipes to the turbocharger.
After fitting the lube oil pipes to size and prior to the final assembly, treat
all pipes in acid bath and thoroughly clean them.
2. Mount and connect lube oil pipes, gauges and pressure controllers.
Use only seals that are in proper condition.
Work Sequence - Connecting the Speed Transmitter

Work Steps Connect the read-out unit of the speed measuring device to the terminal
box (compressor casing) according to the electrical wiring diagram.
Also see Work Card .
Work Sequence - Jet Assist Connection (Optional)
Work Steps 1. Check if the O-ring seals (540.015) are in the insert (540.001).
2. Fit air-supply pipe (delivery scope of engine) with pressure reducer, sol-
enoid valve and non-return valve to the connection at the compressor
casing and screw together.
Work Sequence - Cleaning System Connection (Optional)

▪ Connect the dry cleaning system for the turbine at the intended location
on the engine/turbocharger [500.22].
▪ Mount the wet cleaning equipment for the turbine to the connections of
the cleaning nozzles (gas-admission casing) and the dirty water drain
[500.21].
▪ Connect the wet cleaning equipment for the compressor to the con-
nection of the injection pipe in the compressor casing [500.23].
2008-11-28
Work Cards
Work Sequence - Removal of the Turbocharger

TCA66-2
Removal of the turbocharger is carried out in reverse order of assembly.
C2 6671 500.31-02 EN 5 (6)

500.31 MAN Diesel
Due to restricted space conditions, it may be necessary to remove the tur-

bocharger in partially disassembled condition (silencer, compressor and

admission casing, and rotating element disassembled) ( and ).
Danger of burns from hot components!

Many engine and turbocharger components become very hot during
operation and require ample time for cooling down afterwards.
▪ Prior to taking any action, allow the engine and turbocharger to cool
down sufficiently (1-2 h)!

The lube oil is under pressure and very hot!
▪ Before opening pipes, flanges, screwed connections or gauges, free
the system of pressure and check that it is pressure-free!
▪ Before opening oil pipes, wait until the lube oil has cooled down
sufficiently (1-2 h)!
▪ Drain the system and check that the lube oil has been drained
completely!
2008-11-28
Work Cards
TCA66-2
6 (6) C2 6671 500.31-02 EN

MAN Diesel 500.32
Silencer

Short Version
Removal and installation of the silencer is carried out in completed condi-
tion. Disassembly of the silencer is required for all work that must be per-
formed from the compressor side.

1 Technician 2,0
1 Assistant 2,0
1 Open-jaw wrench 24 - Inventory
- Lifting tackle, ropes - Inventory
- Eye bolts, shackles - Inventory
Spare Parts
24 Lock washer pair 544.181

500.24
Technical Data
Silencer 800 kg
2007-02-19
Work Cards
TCA66
C2 6671 500.32-02 EN 1 (3)

500.32 MAN Diesel
General
544.000 Silencer 544.182 Hexagon nut

544.181 Lock washer pair 546.000 Compressor casing
Figure 1: Installation/removal of the silencer at the compressor casing
For cleaning of air filter, see Work Card [500.24].
Danger to life from crush injuries or blows against rotating

components!
Never remove the inspection cover (see Fig. in Work Card [500.24]) of the
silencer during operation. There is danger of becoming entangled in or
coming against rotating components of the silencer or turbocharger and
being seriously injured.
▪ Shut down the engine before working on the silencer!
2007-02-19
Work Cards
TCA66
2 (3) C2 6671 500.32-02 EN

MAN Diesel 500.32

A rocking silencer is difficult to maneuver and can therefore seriously
injure or kill people.
▪ For attachment of the lifting equipment, use only the lifting hooks on
the silencer which are intended for this purpose!
▪ Move the silencer slowly away from or towards the turbocharger!
Work Sequence - Removing the Complete Silencer

Starting Condition Connection of the compressor washing equipment loosened (if available).
Work Steps 1. Fasten silencer (544.000) to lifting equipment using ropes.
The stud screws on the silencer casing are secured with Loctite 586.
Therefore do not heat them upon disassembly.
2. Loosen hexagon nuts (544.182) at intermediate flange of compressor

casing/silencer from the stud bolts of the silencer casing, preceding in
circumferential direction.
3. Move silencer in axial direction away from the compressor casing and
place it on wooden support with the flange surface down.
Work Sequence - Installation of the Complete Silencer

WorkSteps Installation is carried out in reverse order of removal.
Mount hexagon nuts each with lock washer pairs!

2007-02-19

Work Cards
TCA66
C2 6671 500.32-02 EN 3 (3)

MAN Diesel 500.33
Air intake casing

Short Version
Removal and refitting of the air intake casing is carried out in complete con-
dition. Dismantling of the air intake casing is necessary for all jobs that must
be performed from the compressor side.

1 Technician 2,0
1 Assistant 2,0
1 Shackle 596.046 Standard
1 Lifting eye bolt 596.051 Standard
Spare Parts
Technical Data
Air intake casing axial 237 kg
Air intake casing 90° 384 kg
2007-02-19
Work Cards
TCA66
C2 6671 500.33-02 EN 1 (3)

500.33 MAN Diesel
General
545.401 Air intake casing 546.000 Compressor casing

545.425 Hexagon bolt 596.046 Shackle
545.427 Hexagon nut 596.051 Lifting eye bolt
545.428 Lock washer pair
Figure 1: Installation/removal of the air intake casing at the compressor casing
Work Sequence - Removing
Starting Condition Connection of the compressor washing equipment loosened (if available).
Work Steps 1. Screw eye bolt (596.051) into air intake casing (545.401).
2. Hang air intake casing via shackle (596.046) to lifting device; tension the
rope.
3. Loosen hexagon nuts (545.427), hexagon bolts (545.425), lock washer
pairs (545.428) in circumferential direction.
2007-02-19
4. Move air intake casing away from compressor casing in axial direction
Work Cards
and place down on wooden supports.
Work Sequence - Installation

TCA66
Work Steps Installation is carried out in reverse order of removal.
2 (3) C2 6671 500.33-02 EN

MAN Diesel 500.33

Mount hexagon bolts and hexagon nuts each with lock washer pairs!

2007-02-19
Work Cards
TCA66
C2 6671 500.33-02 EN 3 (3)

MAN Diesel 500.34
Gravitiation Tank

Short Version
The gravitation tank is removed only when the compressor casing is disas-
sembled.

1 Technician 1,5
Spare Parts
1 Sealing ring 554.061
1 Seal 554.062
1 Sealing ring 554.083
Technical Data
Gravitation tank 140 kg
2009-02-12
Work Cards
TCA66
C2 6671 500.34-04 EN 1 (3)

500.34 MAN Diesel
Work Sequence - Removal of the Gravitation Tank

554.001
554.083
554.049
554.087
554.056 554.080
554.048
554.055
554.047 554.096
554.031
554.049 554.056
554.061
554.055
554.064
554.050 554.062
554.066
554.063
554.096
554.001 Oil tank 554.062 Seal

554.031 Bracket 554.063 Hexagon bolt
554.047 Plate 554.064 Non-return valve
554.048 Hexagon bolt 554.066 Piping
554.049 Lock washer pair 554.080 Piping
554.050 Hexagon nut 554.083 Sealing ring
554.055 Resilient sleeve 554.087 Hexagon bolt
554.056 Hexagon bolt 554.096 Hexagon bolt
554.061 Sealing ring
Figure 1: Removal of the gravitiation tank (554.000)
Starting Condition Pipes (554.066 and 554.080) have been released from bearing casing and
oil tank, and oil drained. The openings at the gravitiation tank and the bear-
ing casing have been provisionally shut.
Check if the sealing rings (554.061, 554.062, 554.083) need to be replaced.
Work Steps 1. Fasten oil tank (554.001) to rope; use lifting device.
2. Loosen hexagon bolts (554.048) of plate (554.047).

2009-02-12
Work Cards
3. Loosen hexagon bolts (554.056) of bracket (554.031).

4. Lift gravitiation tank (554.000) with lifting device and set down on
TCA66
wooden support.
2 (3) C2 6671 500.34-04 EN

MAN Diesel 500.34
Work Sequence - Installation of the Gravitation Tank

Work Steps Installation is carried out in reverse order of removal. Afterwards connect
the pipings (554.066, 554.080). Use new sealing rings, as required.

Hexagon bolts flanges/ pipings: 59 Nm
2009-02-12
Work Cards
TCA66
C2 6671 500.34-04 EN 3 (3)

MAN Diesel 7.6
Assembly and Maintenance - Compressor Side

7.1 Preface
7.2 Setting Data
7.4 Cleaning
Equipment
6671-5 7.6-5 EN 1 (1)

MAN Diesel 500.46
Thrust bearing and counter thrust bearing, bearing disk and thrust ring

Removing and refitting
Short Version
Carry out the work at regular intervals, in accordance with the maintenance
schedule.
Removing the bearings (axial bearings) for checking or exchange.

1 Technician 1,5
1 Size 13 spanner – Inventory
1 Spanner 17 – Inventory
1 Spanner 19 – Inventory
1 Rubber hammer – Inventory
1 Punch wood – Inventory
1 Molykote P40 lubricant - Inventory
1 Molykote Paste D or Optimoly Paste White T - Inventory
1 Extension shaft 596.040 Standard
3 Hexagon bolt M12 x 90 596.041 Standard
1 Protecting sleeve 596.075 Standard
3 Hexagon bolt M10 x 130 596.087 Standard
1 Eye bolt M12 596.180 Standard
1 Shackle A 0.6 596.208 Standard

500.47 500.56
Technical data
Thrust bearing, weight in kg 19
2010-01-11
Work Cards
TCA66
C2 6671 500.46-04 EN 1 (5)

500.46 MAN Diesel
517.157
517.153 517.156
517.075
520.028
517.154
517.095
520.066
517.102 517.162
“0” 520.001
517.100
596.040
596.075
517.075 Bearing disk 517.154 Counter thrust bearing 520.028 Thrust ring
517.095 Lock washer pair 517.156 Lock washer pair 520.066 Undercut bolt
517.100 Stud 517.157 Hexagon bolt 596.040 Extension shaft
517.102 Lock nut 517.162 Bearing body 596.075 Protecting sleeve
517.153 Thrust bearing 520.001 Turbine rotor “0” Balancing mark
Figure 1: Disassembly and assembly of thrust bearing, bearing disk, thrust ring and counter thrust bearing
Work sequence – Removing the thrust bearing, counter thrust bearing, bearing disk and
thrust ring
Starting condition Compressor wheel , labyrinth disk and labyrinth ring removed.
Tip! Please refer to the “List of tools” for detailed information about the indi-
vidual tools. [596.02]
See Turbocharger tool box.
Removing the bearings 1. Install the protecting sleeve (tool 596.075) with extension shaft (tool
2010-01-11
596.040) on the undercut bolt (520.066) of the turbine rotor (520.001).

Work Cards
2. Remove the thrust bearing (517.153):

˗ Loosen the six hexagon nuts (517.102) on the thrust bearing
TCA66
(517.153). Completely unscrew the hexagon nuts and remove them

with the lock washer pairs (517.095) from the studs (517.100).
2 (5) C2 6671 500.46-04 EN

MAN Diesel 500.46
˗ Force the thrust bearing off the bearing body (517.162) with three

hexagon bolts (tool 596.041) and move it forwards on the protecting
sleeve until the thrust bearing can be attached to lifting tackle.
˗ Unscrew the hexagon bolts (tool 596.041), attach the thrust bearing
to lifting tackle using a rope, an eye bolt (596.180) and a shackle
(596.208) and move it away from the turbine rotor. Carefully set
down the thrust bearing.
3. Unscrew the protecting sleeve (tool 596.075).
4. Remove the bearing disk (517.075):
˗ Remove the bearing disk (517.075) from the thrust ring (520.028) and
check it.
See Work card – Checking the thrust bearing and counter thrust bearing,
bearing disk and thrust ring. [500.47]
5. Remove the thrust ring (520.028):
˗ Screw three hexagon bolts (tool 596.087) into the forcing-off threads
of the thrust ring (520.028) and remove the thrust ring from the shaft
seat. Remove the thrust ring from the turbine rotor and unscrew the
hexagon screws (tool 596.087).
˗ Check the thrust ring.
6. Remove the counter thrust bearing (517.154):
˗ Unscrew the six hexagon bolts (517.157) on the counter thrust bear-
ing (517.154) and take off with the lock washer pairs (517.156).
˗ Force the counter thrust bearing off the bearing body (517.162)
using two hexagon bolts (517.157).
Important! Do not damage the threads of the hexagon bolts (517.157)
when forcing off the counter thrust bearing.
˗ Completely remove the counter thrust bearing (517.162) and check
it.
Removing and checking the bearing bushes:

See Work card – Bearing bushes. [500.56]
Work sequence – Refitting the thrust bearing, counter thrust bearing, bearing disk and
thrust ring
Observe tightening torques for bolts during installation!

For safe operation of the turbocharger, all screw connections on the
turbocharger must be tightened with the specified tightening torques.
▪ Lubricate contact surfaces and threads of the screw connections
(Molykote Paste D or Optimoly Paste White T)!
2010-01-11
Work Cards
▪ Only use original lock washer pairs (two-part). Ensure that the lock
washer halves are installed correctly: wedge surfaces inside!
▪ Tighten the screw connections with the specified tightening torques!
TCA66
C2 6671 500.46-04 EN 3 (5)

500.46 MAN Diesel
Starting condition Bearing bushes [500.56] and turbine rotor are installed.
Bearing components have been cleaned and their dimensional accuracy

(wear condition) checked.
Preliminary remarks Installation of the thrust bearing (517.153), bearing disk (517.075) and coun-
ter thrust bearing (517.154) is carried out by reversing the removal proce-
dure.
See Figure Disassembly and assembly of thrust bearing, bearing disk, thrust
ring and counter thrust bearing.
Refitting the bearings 1. Install the counter thrust bearing (517.154):
˗ Insert the counter thrust bearing (517.154) into the bearing body
(517.162). Fasten the counter thrust bearing with six hexagon bolts
(517.157) and lock washer pairs (517.156).
Important! Tighten the hexagon bolts with the specified tightening
torque.
2. Install the thrust ring (520.028):
˗ Thinly coat the shaft seat for the thrust ring (520.028) on the turbine
rotor (520.001) with molybdenum disulfide lubricant (e.g. Molykote
P40).
˗ Push the thrust ring onto the turbine rotor until the thrust ring rests
against the counter thrust bearing. Align the thrust ring radially – see
balancing mark “0”.
˗ Important! The balancing mark “0” on the thrust ring must line up with
the “0” mark on the front of the turbine rotor.
3. Insert the bearing disk (517.075):
˗ Oil both sides of the bearing disk (517.075) with machine oil and
insert it on the collar on the thrust ring (520.028).
4. Screw the protecting sleeve (tool 596.075) with extension shaft (tool
596.040) onto the undercut bolt (520.066) of the turbine rotor (520.001).
5. Thrust bearing (517.153) – observe/check installation position!
˗ Important! Carry out the following check before refitting the thrust
bearing (517.153) in the bearing body (517.162):
Check that the eight internally-located studs (517.068) have been
fitted with lock nuts (517.094) and do not protrude beyond the con-
tact surface for the thrust bearing!
See Work card – End cover.
Observe installation position for thrust bearing (517.153)!

The thrust bearing must not be installed the wrong way around, as the
lube oil supply of the bearing is not otherwise assured!
▪ Position the face of the thrust bearing so that the circumferential groove
is aligned with the bearing disk (517.075).
▪ Do not tilt the thrust bearing during installation!
6. Install the thrust bearing (517.153):

2010-01-11
˗ Attach the thrust bearing to lifting tackle using an eye bolt (596.180)
Work Cards
and shackle (596.208).

˗ Lift the thrust bearing (517.153) using lifting tackle and guide it over
the studs (517.100) onto the protecting sleeve until the studs are
TCA66
fully visible and the thrust bearing is positioned right up against the
bearing body.
4 (5) C2 6671 500.46-04 EN

MAN Diesel 500.46
˗ Push the lock washer pairs (517.095) onto the six studs (517.100)

and fasten the thrust bearing with hexagon nuts (517.102).
Important! Tighten the hexagon nuts with the specified tightening
torque.
7. Remove the protecting sleeve (tool 596.075) with extension shaft (tool
596.040).

▪ Lubricate contact surfaces and threads (Molykote Paste D or Optimoly
Paste White T).
▪ Hexagon nuts (517.102) for the thrust bearing (517.153): 59 Nm
▪ Hexagon bolts (517.157) of counter thrust bearing (517.154): 17 Nm
Important! Ensure that the installation position of the lock washer halves is
correct: wedge surfaces inside!
2010-01-11
Work Cards
TCA66
C2 6671 500.46-04 EN 5 (5)

MAN Diesel 500.47
Thrust bearing and counter thrust bearing, bearing disk and thrust ring

Checking
Short Version
Check the state and wear condition of the components of the axial bearing.
The work includes:
Checking the thrust bearing,
Checking the counter thrust bearing,
Checking the bearing disk,
Checking the thrust ring.

1 Technician 0,5
Tools/appliances required
1 Sliding caliper - Inventory
1 Hairline gauge - Inventory
Spare Parts
Quantity Designation Number
1 Bearing disk 517.075
1 Thrust bearing 517.153
1 Counter thrust bearing 517.154
1 Thrust ring 520.028

500.46 500.56
Preliminary remarks
Starting condition Thrust bearing (517.153) and counter thrust bearing (517.154), bearing disk
(517.157) and thrust ring (520.028) have been removed.
See Work card – Removing and refitting the thrust bearing and counter thrust bear-
ing, bearing disk and thrust ring. [500.46]
2010-01-11
Work Cards
TCA66
C2 6671 500.47-01 EN 1 (7)

500.47 MAN Diesel
Work sequence – Checking the thrust bearing

517.153
517.153 Thrust bearing a Thrust surface for bearing disk (517.075)

Figure 1: Checking the thrust surface of the thrust bearing
Starting condition Thrust bearing (517.153) has been removed and cleaned.
Checking the thrust bearing 1. Carry out visual inspection of the thrust bearing (517.153).
2. Exchange the thrust bearing if:

˗ there is excessive deep scratching and scoring on the thrust sur-
face, resulting in perceptible roughness,
˗ the thrust surface has wear > 0.05 mm in the axial direction (a).
See Figure Checking the thrust surface of the thrust bearing.
Determining wear of the thrust surface (a):

▪ Check the evenness using a hairline gauge at three points on the thrust
surface (a).
▪ The thrust surface must not be worn on the outer or inner edge!
Exchange the thrust bearing if the thrust surface has wear > 0.05 mm.
2010-01-11
Work Cards
TCA66
2 (7) C2 6671 500.47-01 EN

MAN Diesel 500.47
Work Sequence - Checking the Counter-thrust Bearing

517.154 Counter thrust l Measured length a Wedge surface b Engagement sur- v Edge
bearing face
Figure 2: Counter thrust bearing in new condition (left) and with significant signs of wear (right)
Starting condition Counter thrust bearing (517.154) removed and cleaned.
Checking the The length (l) of the wedge surfaces (a) is measured to assess the wear.
counter thrust bearing Length (l) extends up to the edge (v) on the engagement surface (b).
Depending on the incidence of light, a dark band can be seen in front of

the edge (v) on the taper face (a). This is also to be included in the length
measurement (l).
Exchange the counter thrust bearing if one of the lengths (l) falls below the fol-
lowing value:
Exchange the counter thrust bearing if l ≤ 5 mm
2010-01-11
Work Cards
TCA66
C2 6671 500.47-01 EN 3 (7)

500.47 MAN Diesel
Work Sequence - Inspection of the Bearing Disk

517.075
c d
c Individual scratches and scoring > 0.5 mm (left-hand fig- d Band of wear > 5 mm (right-hand figure)
ure)
Figure 3: Impermissible signs of wear on the bearing disk (517.075)
Exchange the bearing disk if individual scratches and scoring > 0.5 mm
Exchange the bearing disk if whole bands of wear > 5.0 mm
Preliminary remarks The bearing disk is manufactured from tempered steel and coated with a
special coating (DLC layer – Diamond-Like Carbon).
Do not remachine the surfaces of the bearing disk!

The bearing disk must not be remachined, as this would destroy the
surface coating!
▪ The bearing disk must be exchanged if pitting and cracks in the bearing
disk material exceed the permissible size!
Starting condition Bearing disk (517.075) has been removed and cleaned.
Checking the bearing disk 1. Carry out a visual inspection of the bearing disk.
2010-01-11
2. Exchange the bearing disk if:

Work Cards
˗ Flaking or pitting of the DLC layer is detected on the wedge surfaces

of the disk surfaces and bare metal is exposed.
TCA66
4 (7) C2 6671 500.47-01 EN

MAN Diesel 500.47
˗ Excessive wear is detected on the inner diameter of the bearing disk

and bare metal is exposed.
See also / bearing seat for bearing disk (517.075).
˗ There is excessive deep scratching and scoring on the wedge and
engagement surfaces, indicating the passage of larger particles
from the lube oil.
This can be individual scratches and scoring or entire bands of wear
– consisting of many scratches and score marks – on one segment
of the bearing disk (wedge and engagement surfaces).
See Figure Impermissible signs of wear on the bearing disk
(517.075).
3. Measure the lengths (l) of the wedge surfaces (a) on both sides of the
bearing disk to assess the wear.
˗ Tip! Length (l) starts at the edge of the oil groove and extends up to
the edge (v) on the engagement surface (b).
See Figure Bearing disk in new condition (left) and with max. per-
missible wear (right).
Exchange the bearing disk if one of the measured lengths (l) reaches or falls
below the following value:
Exchange the bearing disk if l ≤ 28.5 mm
l l
517.075
a
v
b
517.075 Bearing disk l Measured length a Wedge surface b Engagement surface v Edge
Figure 4: Bearing disk in new condition (left) and with max. permissible wear (right)
2010-01-11
Work Cards
Depending on the incidence of light, a dark band can be seen in front of

the edge (v) on the taper face (a). This is also to be included in the length
measurement (l).
TCA66
C2 6671 500.47-01 EN 5 (7)

500.47 MAN Diesel
Work sequence – Checking the thrust ring

520.028
Thrust surface and bear-

ing seat for bearing disk
(517.075)
Thrust surface for coun-
ter thrust bearing
(517.153)
Figure 5: Thrust surfaces on the thrust ring (520.028)
Preliminary remarks The thrust ring (520.028) serves to transfer the axial thrust of the turbine
rotor to the counter thrust bearing (517.154) and the bearing disk (517.075).
For this reason, it is designed with two thrust surfaces.
Starting condition Thrust ring (520.028) has been removed and cleaned.
Checking the thrust ring 1. Carry out a visual inspection of the running surfaces on both sides of
the thrust ring (520.028).
2. Exchange the thrust ring if:
˗ Pitting or cracks are detected in the thrust ring material and bare
metal is exposed.
˗ There is excessive deep scratching and scoring on the running sur-
faces and on the bearing seat.
These include scratches and scoring measured in the radial direction.
See Figure Impermissible signs of wear on the thrust ring (520.028).
2010-01-11
Work Cards
TCA66
6 (7) C2 6671 500.47-01 EN

MAN Diesel 500.47

Individual scratches and scoring > 0.5 mm (left-hand fig- Band of wear > 5.0 mm (right-hand figure)
ure)
Figure 6: Impermissible signs of wear on the thrust ring (520.028)
Exchange the thrust ring if individual scratches and scoring > 0.5 mm
Exchange the thrust ring if whole bands of wear > 5.0 mm
Do not remachine the running surfaces of the thrust ring!

The running surfaces on the thrust ring must not be remachined, as this
would destroy the surface!
▪ The thrust ring must be exchanged if pitting and cracks in the thrust
ring material exceed the permissible size!
2010-01-11
Work Cards
TCA66
C2 6671 500.47-01 EN 7 (7)

MAN Diesel 7.7
Assembly and Maintenance - Turbine Side

7.1 Preface
7.2 Setting Data
7.4 Cleaning
Equipment
6671-5 7.7-5 EN 1 (1)

MAN Diesel 500.56
Bearing bushes

remove, check, refit
Short Version
Removal of the bearings for inspection purposes or replacement.

1 Technician 1,0
1 Size 13 spanner – Inventory
1 Depth gauge – Inventory
Spare Parts
Quantity Designation Number
2 Bearing bush 517.161

7.2.2 500.46 500.47
2010-01-11
Work Cards
TCA66
C2 6671 500.56-03 EN 1 (6)

500.56 MAN Diesel
517.001
517.162
517.157 517.154
517.156 517.161
2 517.156
517.157
517.161
517.159
517.001 Bearing casing 517.157 Hexagon bolt 517.162 Bearing body

517.154 Counter thrust bearing 517.159 Cover
517.156 Lock washer pair 517.161 Bearing bush 2 Spring pin
Figure 1: Bearing casing – Removing and refitting the bearing bushes
Before disassembly of the bearing bushes:

▪ Mark the installation position of the bearing bushes in the bearing body
(compressor side/turbine side) on the bushes with a felt-tip marker to
prevent them from being interchanged.
Work sequence – Checking axial clearance, removing bearing bushes

Starting condition Thrust bearing and counter thrust bearing [500.46], turbine rotor and end
cover have been removed.
When the bearing bushes (517.161) are removed, the bearing body
(517.162) remains installed in the bearing casing (517.001)!
Bearing bush 1. Manually push the bearing bush all the way into the bearing body and
(compressor side) measure the axial clearance (3c) with a depth gauge.
2010-01-11
See Figure Bearing bush on compressor side – Measuring axial clear-

Work Cards
ance (3c).
2. Compare measured value with specified tolerance for clearance.
TCA66
See Work card – Gaps and clearances [7.2.2] – Axial clearance (3c)
2 (6) C2 6671 500.56-03 EN

MAN Diesel 500.56
Observe the installation position of the bearing bush!

▪ Before removing it, label the bearing bush with a felt-tip marker
(compressor side).
1. Remove the bearing bush from the bearing body and check it for wear.
See Work sequence – Checking the bearing bushes.
517.161 Bearing bush

517.162 Bearing body
Figure 2: Bearing bush on compressor side – Measuring axial clearance (3c)
Bearing bush 1. Unscrew the hexagon bolts (517.157) and remove the cover (517.159).
(turbine side)
2. Manually push the bearing bush all the way into the bearing body and
measure the axial clearance (3c) with a depth gauge.
See Figure Bearing bush on turbine side – Measuring axial clearance
(3c).
3. Compare measured value with specified tolerance for clearance.
See Work card – Gaps and clearances [7.2.2] – Axial clearance (3c)
Observe the installation position of the bearing bush!

▪ Before removing it, label the bearing bush with a felt-tip marker (turbine
side).
4. Remove the bearing bush from the bearing body and check it for wear.
517.161 Bearing bush

517.162 Bearing body
2010-01-11
Figure 3: Bearing bush on turbine side – Measuring axial clearance (3c)

Work Cards
TCA66
C2 6671 500.56-03 EN 3 (6)

500.56 MAN Diesel
Work sequence – Checking the bearing bushes

517.161
1 l
517.161 Bearing bush 1 Tapped hole 2 Spring pin l Wear dimension

Figure 4: Bearing bush with MGF profile – front and rear view
Preliminary remarks The bores of the two bearing bushes (517.161) with MGF profile are not
absolutely circular. Wear becomes evident as a mirror-bright recess caused
by embedding of the turbine rotor.
Starting condition The bearing bushes (517.161) have been removed and cleaned. Installation
position of each bearing bush marked with a felt-tip marker (turbine side/
compressor side).
See Work sequence – Checking axial clearance, removing bearing bushes.
Checking the bearing bushes 1. Carry out a visual inspection of both bearing bushes.
Exchange the bearing bush if:
˗ The bore for the spring pin (2) in the bearing body (517.162) is worn
or the spring pin is seated loosely in the bearing bush (517.161) due
to a worn hole.
2. Measure the wear dimension (l) at four points on circumference of each
bearing bush.
Exchange the bearing bush if:
˗ One of the worn grooves, measured at the narrowest point of the
bearing (usually the bearing centre of the bearing bush), has reached
or exceeded width (l).
Exchange the bearing bush if l ≥ 25 mm
2010-01-11
Work Cards
TCA66
4 (6) C2 6671 500.56-03 EN

MAN Diesel 500.56
Defective bearing bushes can cause major turbocharger damage.

During operation, worn or defective bearing bushes can lead to
breakdown of components in the turbocharger. This can lead to the injury
of persons and cause damage in the engine room.
▪ Carry out checks and maintenance work regularly!
▪ Pay attention that the bearing bushes do not have deep grooves or
scoring on the running surfaces!
▪ Check the accuracy to measure of the bearing bushes!
▪ In cases of doubt, replace the bearing bushes!
Work sequence – Refitting the bearing bushes

Starting condition The bearing body (517.162) is installed in the bearing casing (517.001).
The bearing bushes have been cleaned. The condition and dimensional
accuracy of the bearing bushes (517.161) have been checked.
Refitting the To refit the bearing bushes in the bearing casing, proceed in the reverse
bearing bushes order of removal.
See Figure Bearing casing – Removing and refitting the bearing bushes.
1. Assign bearing bushes (517.161) to the labelled installation position
(compressor side/turbine side).
2. Oil the bearing bushes with machine oil before inserting them.
3. Insert the bearing bushes into the bearing casing (517.001).
Ensure that the installation position of the bearing bushes is correct!

▪ Insert the spring pin of the bearing bush (517.161) into the spring pin
bore in the bearing body (517.162).
4. Check axial clearance (3c) on the turbine side and compressor side.
See Work sequence – Checking axial clearance.
5. Fasten the cover (517.159) on the turbine side. Fasten the hexagon bolts
(517.157) with lock washer pairs (517.156).

▪ Lubricate contact surfaces and threads (Molykote Paste D or Optimoly
Paste White T).
▪ Hexagon bolts (517.157) for cover (517.159): 17 Nm
2010-01-11
Work Cards
TCA66
C2 6671 500.56-03 EN 5 (6)

500.56 MAN Diesel
Important! Ensure that the installation position of the lock washer halves is
correct: wedge surfaces inside!
Installing the counter See Work card – Removing and refitting the thrust bearing and counter thrust bear-
thrust bearing (517.154) ing, bearing disk and thrust ring. [500.46]
2010-01-11
Work Cards
TCA66
6 (6) C2 6671 500.56-03 EN

MAN Diesel
Spare parts catalogue / tools

1 Safety
2 Addresses
3 Technical Data
4 Description
5 Operation
6 Maintenance
7 Work Cards
9 Index
2010-02-17
6671-5 8-5 EN 1 (1)

MAN Diesel 8.1
Preface
8.1 Preface
8.2 Spare parts
8.4 Tools
6671-5 8.1-5 EN 1 (1)

MAN Diesel 8.1.1
Organisation and use of the spare parts catalogue
Preface
General
Maintenance and repair work on the turbocharger can be carried out prop-
erly only if the required spare parts and tools are available.
We thus recommend ordering spare parts for the turbocharger in time,
keeping spare parts for maintenance and major overhaul in stock and having
the required tools available.
Yours sincerely,
MAN Diesel SE
Contents of the spare parts catalogue

The spare parts catalogue covers
▪ all essential components of the turbocharger.
The spare parts catalogue does not contain
▪ subordinate or plant-specific insulations/coverings.
▪ subordinate cabling, or cabling leading away from the turbocharger/
cabling and pipes installed out by other manufacturers.
Validity
Scope of supply The spare parts catalogue is valid for the specified turbocharger type. To
identify parts, the individual pages of the spare parts catalogue must be
selected in accordance with the scope of supply of the turbocharger.
Modified components Since our turbochargers undergo upgrading development, it may happen
that when spare parts are ordered later on the parts supplied differ from the
ones supplied originally, which, however, serve the same purpose as the
latter. In such cases, the identity card of the part supplied will contain a
corresponding reference.
Organisation
Overview of subassemblies MAN Diesel SE turbochargers are assembled from a number of subassem-
blies. Standard subassemblies form a basis to which other application-spe-
cific subassemblies can be added. The overview of the subassemblies illus-

trates the layout of the individual subassemblies.
Spare parts The spare parts sheets are ordered by subassembly from 500 to 599.
The ordinal number at the top of the spare parts sheets consists of the 3-
digit subassembly number and a 2-digit variant number corresponding to
the design variant.
2008-12-11
The order numbers for spare parts consist of a 3-digit subassembly number
and a 3-digit item number. The subassembly number and the item number
TCA66-2
are separated by a dot.
C3 0288 8.1.1-01 EN 1 (2)

8.1.1 MAN Diesel
Spare parts for maintenance The list of spare parts for maintenance or major overhaul of the turbocharger
Preface
and major overhaul contains a selection of spare parts. This list is also included in the spare
parts box for identification of the parts.
All spare parts that are not packed in plastic bags must be stored well
coated in grease. Please re-order immediate replacements for spare parts
that have been used.
Tools The list of tools includes special tools for maintenance and major overhaul
of a turbocharger. This list is also included in the tool box for identification
of the tools.
Order numbers for tools consist of the subassembly number for tools and
a 3-digit item number.
2008-12-11
TCA66-2
2 (2) C3 0288 8.1.1-01 EN

MAN Diesel 8.1.2
Ordering spare parts
Preface
Information required
To avoid queries, the following information should be provided when order-
ing spare parts:
Turbocharger type xxxxxxxxx
Works number of turbocharger x xxx xxx
Order number xxx.xxx
Designation of part xxxxxxxxx
Quantity xx
Shipping address xxxxxxxxx
Mode of shipment xxxxxxxxx
Table 1: Information required in the order
Addresses
Augsburg Works
Telephone/Fax/e-Mail/Internet
(Headquarters)
MAN Diesel SE Tel. +49 821 322-0 (switchboard)
MAN Diesel | PrimeServ Augsburg Fax +49 821 322-49 4180
86224 Augsburg
Germany e-Mail PrimeServ-Aug@mandiesel.com
Internet http:// www.mandiesel.com
PrimeServ Turbocharger Tel. +49 821 322-4010 (axial turbochargers)
Technical service Tel. +49 821 322-4020 (radial turbochargers)
Fax +49 821 322-3998
e-Mail PrimeServ-TC-Technical@mandiesel.com
PrimeServ Turbocharger e-Mail Primeserv-TC-Retrofit@mandiesel.com
Retrofit Internet http:// www.mandiesel.com/primeserv
PrimeServ Turbocharger Tel. +49 821 322-4030
Spare parts Fax +49 821 322-3998
PrimeServ Academy Tel. +49 821 322-1397
Turbocharger and Engine Training Fax +49 821 322-1170
e-Mail PrimeServ.Academy-Aug@mandiesel.com
Internet http://www.mandiesel.com/psa-augsburg
If parts have to be ordered which the spare parts catalogue does not
contain or that are not found, the component and the installation location
should be described as precisely as possible, with a photo possibly
2010-02-17
attached.
TCA66-2
C3 0288 8.1.2-01 EN 1 (1)

MAN Diesel 8.2
Spare parts
8.1 Preface
8.2 Spare parts
8.4 Tools
6671-5 8.2-5 EN 1 (1)

MAN Diesel 500
Overview of subassemblies
Spare parts
Subassemblies
540 542 554 517 509
506
513
501
544
520
546
518
545 501
2009-10-08
TCA66-2
C3 6672 500-01 EN 1 (2)

500 MAN Diesel
Subassembly Designation
Spare parts
500 Exhaust gas turbocharger

501 Gas admission casing
506 Gas outlet casing
509 Gas outlet diffusor
513 Turbine nozzle ring
517 Bearing casing
518 Casing feet
520 Rotor, complete
540 Insert
542 Diffuser
(544) Silencer
(545) Air intake casing (axial/90°)
546 Compressor casing (single socket, double socket)
549*) Turbine-disc cooling system
554 Gravitation tank
562*) Speed measuring device
578*) Cleaning device for turbine
579*) Cleaning device for compressor
591*) Coverings and insulation
*) Subassemblies are not shown in the illustrations

(...) if provided
2009-10-08
TCA66-2
2 (2) C3 6672 500-01 EN

MAN Diesel 501.02
Gas-admission Casing
Spare parts
Spare parts 501.02
501.001 501.000
501.028
501.027
501.026
501.025
501.024
501.023
Order No. Designation Quantity

501.000 Gas-admission casing, compl. 1
501.001 Gas-admission casing with insulation 1
501.023 Screw plug 1
501.024 Sealing ring 1
2010-02-09

TCA66-2

C3 6671 501.02-01 EN 1 (1)

MAN Diesel 506.01
Gas Outlet Casing
Spare parts
Spare parts 506.01
506.000
506.040 506.039
506.039 506.001 506.040
506.102
506.105
B
506.107
506.108
506.104
506.099 506.027
506.068
A 506.066
506.027
506.068 506.106
506.066
506.107
506.056 506.027
506.027
506.068
506.056
506.066 506.068
506.068 506.027 506.056
506.056 506.066
506.068
506.066
506.027 506.056
506.066
A
B
2010-02-09
506.058
TCA66-2
506.058
506.058
506.060 506.060 506.060
C3 6671 506.01-01 EN 1 (2)

506.01 MAN Diesel

Spare parts
506.000 Gas outlet casing, compl 1

506.001 Gas outlet casing with insulation 1
506.027 Seal 7
506.056 Lock washer pair 28
506.060 Hexagon bolt 36
506.068 Flange 7
506.099 Undercut bolt 24
506.104 Hexagon nut 28
2010-02-09
TCA66-2
2 (2) C3 6671 506.01-01 EN

MAN Diesel 509.01
Gas outlet diffusor
Spare parts
Spare parts 509.01
509.000
509.001
509.008
509.014
509.012

509.000 Diffuser, complete 1
509.001 Diffuser outside wall 1
509.008 Shroud ring 1
2009-10-08

TCA66-2
C3 6672 509.01-01 EN 1 (1)

MAN Diesel 513.02
Turbine nozzle ring
Spare parts
Spare parts 513.02
513.014
513.013
513.000
513.024
513.022
513.021
513.010
513.001

513.000 Turbine nozzle ring, complete 1
513.001 Nozzle ring 1
513.010 Clamping ring 1
2009-10-08

513.021 Guide bolt 5
TCA66-2

513.024 Tab washer 5
C3 6671 513.02-01 EN 1 (1)

MAN Diesel 517.03
Bearing case
Spare parts
Spare parts 517.03
517.147
517.144 517.000
517.142 517.214
517.141 517.224
517.214
517.221 517.223 517.027
517.161 517.169
517.220
517.159 517.054
517.156
517.157 517.026
517.001
517.063
517.026
517.169
517.070
517.072
517.027 517.064
517.172
A 517.068
517.185
517.093
517.173
517.197
517.095
517.157
517.161
517.156
517.085 517.100
517.089
517.102 517.153
517.095 517.075
2009-10-16
517.154
517.162
TCA66-2
517.094
C3 6672 517.03-01 EN 1 (4)

517.03 MAN Diesel

Spare parts
517.000 Bearing case, complete 1

517.001 Bearing case with items 517.100 and 517.162 1
517.026 Seal 2
517.054 Orifice 1
517.063 O-ring seal 1
517.064 End cover, turbine side 1
517.068 Stud 8
517.070 Seal, turbine side 1
517.072 Sealing cover, turbine side 1
517.075 Bearing disc 1
517.085 O-ring seal 1
517.089 Labyrinth disk, compressor side 1
517.094 Lock nut 8
517.100 Stud 6
517.102 Lock nut 6
517. 141 Sealing ring 1
517.142 Non-return valve 1
517.144 Flange 1
517.153 Thrust bearing 1
517.154 Counter-thrust bearing 1
517.159 Cover 1
517.161 Bearing bush 2
517.162 Bearing body 1
517.169 Blind flange 2
517.172 Countersunk head screw 6

517.173 Lock nut 6
517.185 Seal, compressor side 1
517.197 Sealing cover, compressor side 1
2009-10-16
517.221 *)
Flange 1
TCA66-2

517.224 *)
Flange 1
2 (4) C3 6672 517.03-01 EN

MAN Diesel 517.03
*) Only for version without gravitation tank
Spare parts
517.000
517.211
517.211 517.214
517.212
517.214
517.006 517.026
517.139 517.083 517.071
517.138
517.020
517.074
517.113
517.074
517.027
517.117 517.071
517.219
517.114
517.216
517.106
517.217
517.109
517.218
517.115
517.214

2009-10-16
517.000 Bearing casing, complete 1

517.006 Pipe bend 1
TCA66-2
517.020 Pipe adapter 1

517.026 Seal 1
C3 6672 517.03-01 EN 3 (4)

517.03 MAN Diesel

Spare parts

517.074 Seal 2
517.106 Flange 1
517.109 Seal 1
517.115 Flange 1
517.212 Flange 1
517.217 Flange 1
2009-10-16
TCA66-2
4 (4) C3 6672 517.03-01 EN

MAN Diesel 518.01
Casing Feet
Spare parts
Spare parts 518.01
518.000
518.126 518.025
518.025
518.001
518.126
518.001
Ø22

518.000 Casing feet, compl. *)
1
518.001 Casing foot 2
518.025 Distance sleeve 16
*) Fixing elements see spare parts (engine)

2010-02-09
TCA66-2
C3 6671 518.01-01 EN 1 (1)

MAN Diesel 520.02
Rotor complete
Spare parts
Spare parts 520.02
520.035 520.000
520.028
520.021
520.018
520.001
520.067
520.068
520.066
520.044
2009-10-16
TCA66-2
C3 6670 520.02-01 EN 1 (2)

520.02 MAN Diesel
Bestell-Nr. Benennung Menge

Spare parts
520.000 Rotor,, complete 1

520.001 Turbine rotor with items 520.018 and 520.021 1
520.018 Labyrinth ring, turbine side 1
520.021 Ring nut 1
520.028 Thrust ring 1
520.035 Labyrinth ring, compressor side 1
520.044 Compressor wheel 1
520.067 Spinner 1
520.068 Tension nut 1
2009-10-16
TCA66-2
2 (2) C3 6670 520.02-01 EN

MAN Diesel 540.01
Insert
Spare parts
Spare parts 540.01
540.000
540.025
540.026 540.015
540.029
540.030
540.001
(546.073)

540.000 Insert, complete 1
540.001 Insert 1
2009-10-16
540.015 O-ring seal*) 2

540.025 Cable socket 1
TCA66-2
540.026 Seal disk 1

540.029 Metal adhesive 1
540.030 Balance ring 1
C3 6672 540.01-01 EN 1 (2)

540.01 MAN Diesel
Spare parts
*) Only for version with Jet-Assist

2009-10-16
TCA66-2
2 (2) C3 6672 540.01-01 EN

MAN Diesel 542.01
Diffuser
Spare parts
Spare parts 542.01
542.001
542.001
Order No. Designation Quantitiy

542.001 Diffuser 1
2009-10-08
TCA66-2
C3 6672 542.01-01 EN 1 (1)

MAN Diesel 544.02
Silencer, complete
Spare parts
Spare parts 544.02
A
544.000
544.033 544.020
544.032
544.010
544.040 544.303
544.307
544.031 544.180
544.181
544.036 544.182
544.306
544.015
544.304
544.151
544.150
544.602 544.126
544.170
544.060
544.062
544.060
544.130 544.211
544.210
544.211
544.213
544.061
544.222 544.214
A
544.140
544.125
544.127
544.128 544.160
544.211
544.210
544.050
2010-02-09
544.126
TCA66-2
544.600
C3 6671 544.02-01 EN 1 (2)

544.02 MAN Diesel

Spare parts
544.000 Radial type silencer, complete 1

544.010 Flange 1
544.020 Silencer casing 1
544.031 Inner perforated sheet 47
544.032 Outer perforated sheet 47
544.033 Inner guide rail 47
544.036 Outer guide rail 47
544.040 Damping pad 47
544.050 Front wall 1
544.060 Perforated sheet 1
544.125 Plate 1
544.126 Adhesive plate 2
544.127 Sealant compound 1
544.128 Activator 1
544.130 Plate 1
544.140 Sticker 1
544.150 Fleece mat 1
544.151 Fleece mat 1
544.160 Lashing strap 3
544.170 Cover strip 1
544.180 Stud 24
544.210 Washer 36
544.214 Washer 4
544.222 Cover 1
544.303 Adhesive 1
544.304 Adhesive 1
544.307 Loctite 586 1
544.600 Transport cover 1
2010-02-09
544.602 Transport cover 1

TCA66-2
2 (2) C3 6671 544.02-01 EN

MAN Diesel 545.01
Air intake casing axial
Spare parts
Spare parts 545.01
545.409
545.000
545.408
545.404
545.418
545.412
545.413
545.401
545.425
545.428
545.428
545.427

545.000 Air intake casing, complete 1
545.401 Air intake pipe 1
545.404 Gasket 1
545.408 Injection pipe 1
2009-10-08
545.409 Screw connection 1

TCA66-2

C3 6672 545.01-01 EN 1 (2)

545.01 MAN Diesel

Spare parts

2009-10-08
TCA66-2
2 (2) C3 6672 545.01-01 EN

MAN Diesel 545.02
Air intake casing 90°
Spare parts
Spare parts 545.02
545.000
545.427
545.428
545.406
545.405
545.428
545.425
545.462
545.408
545.401 545.404
545.412
545.413

545.000 Air intake casing, complete 1
545.401 Air intake casing 1
2009-10-08

TCA66-2
545.405 Type plate 1

545.406 Notched nail 4
545.408 Injection pipe 1
C3 6672 545.02-01 EN 1 (2)

545.02 MAN Diesel

Spare parts

545.462 Protecting cap 1
2009-10-08
TCA66-2
2 (2) C3 6672 545.02-01 EN

MAN Diesel 546.01
Compressor casing (single outlet)
Spare parts
Spare parts 546.01
B
546.023
546.024 546.000
546.025
546.026
B
546.093
546.091
546.001
546.047
A 546.045
546.049
546.050
546.020
546.022 546.021 546.305
546.308
546.305
546.308
2009-10-16
TCA66-2
546.073
C3 6670 546.01-01 EN 1 (2)

546.01 MAN Diesel
Order no. Designation Quantity

Spare parts
546.000 Compressor casing, complete 1

546.001 Volute casing 1
546.020 Flange 1
546.045 Countersunk bolt 1
546.047 Lock nut 1
546.049 Cable socket 1
546.050 Seal disk 1
546.091 Type plate 1
546.093 Notched nail 4
546.305 Screw connection 2
546.308 Closure plug 2
546.310 Taper bush 2
2009-10-16
TCA66-2
2 (2) C3 6670 546.01-01 EN

554.03 MAN Diesel

Spare parts

554.055 Resiliant sleeve 4
554.056 Sechskantschraube 4
554.062 Seal 1
554.066 Hose with connection 1
2009-10-16
TCA66-2
4 (4) C3 6672 554.03-01 EN

MAN Diesel 578.03
Dry Cleaning of the turbine
Spare parts
Spare parts 578.03
578.03.000
578.03.025
578.03.026
578.03.020
578.03.028
578.03.030 578.03.027
578.03.029
578.03.001 578.03.035
578.03.029
578.03.032
578.03.032
578.03.033
578.03.033
578.03.034 578.03.031
578.03.038
578.03.037 578.03.033
578.03.032
578.03.039
578.03.041
2009-10-08

TCA66-2
578.03.000 Washing equipment turbine, complete 1

578.03.001 Container 1
578.03.020 Screw plug 1
C3 6672 578.03-01 EN 1 (2)

578.03 MAN Diesel

Spare parts
578.03.025 Angular screw connection 1

578.03.026 Pipe 1
578.03.027 Threaded socket 1
578.03.028 Reducing connection 1
578.03.029 U-bolt 1
578.03.030 Ball cock 1
578.03.031 Ball cock 1
578.03.032 Cap nut 3
578.03.033 Self-tapping ring 3
578.03.034 Threaded socket 1
578.03.035 Plate (cleaning instructions) 1
578.03.037 Stud 2
578.03.038 Hexagon nut 2
578.03.039 Flange 1
578.03.041 Sealing cement (heat resistant) 1
2009-10-08
TCA66-2
2 (2) C3 6672 578.03-01 EN

MAN Diesel 578.04
Wet cleaning of turbine
Spare parts
Spare parts 578.04
578.04.000
578.04.019
578.04.017
578.04.011
578.04.001
578.04.010
578.04.021
578.04.017
578.04.001
578.04.010
578.04.011
578.04.001
578.04.010 593.030
593.022
578.04.016
**
*
578.04.011
593.003
578.04.019
578.04.001
578.04.010
578.04.019 578.04.011
578.04.017

578.04.000 Wet cleaning for turbine, complete 1
578.04.001 Spray nozzle 4
578.04.010 Sealing cement (heat-resistant) 1
2009-10-08
578.04.011 Hexagon bolt 8

578.04.016 Angular screw connection 1
TCA66-2
578.04.017 T-screw connection 3

578.04.019 Pipe 3
578.04.021 Pipe 1
C3 6672 578.04-01 EN 1 (2)

578.04 MAN Diesel

Spare parts
593.003 Ball cock 1

593.022 Blind rivet 4
593.030 Plate with cleaning instructions 1
* Water supply connection 1
** Sealing air 1
2009-10-08
TCA66-2
2 (2) C3 6672 578.04-01 EN

MAN Diesel 579.03
Wet Cleaning of the Compressor (pressure sprayer)
Spare parts
Spare parts 579.03
579.03.000
579.03.029
579.03.091
579.03.090
579.03.179
579.03.091
579.03.096

579.03.000 Pressure sprayer, complete 1

579.03.029 Container 1
579.03.090 Hose 1
579.03.091 Hose clamp 2
579.03.096 Socket 1
2009-10-08
579.03.179 Plate (cleaning instructions) 1

TCA66-2
C3 6672 579.03-01 EN 1 (1)

MAN Diesel 579.04
Wet Cleaning of the Compressor (pipe connection)
Spare parts
Spare parts 579.04
579.04.000
(544.01)
(545.01)
578.04.054
578.04.050
578.04.053
578.04.033
578.04.058 578.04.057
578.04.032
578.04.034

579.04.000 Pipe for compressor-washing unit, complete 1

578.04.032 Screw connection 1
578.04.033 Socket 1
578.04.034 Nipple plug 1
578.04.050 Pipe 1
578.04.053 Pipe clip 1
2010-01-28

TCA66-2
578.04.057 Plate (cleaning specification) 1

578.04.058 Blind rivet 4
C3 6671 579.04-01 EN 1 (1)

MAN Diesel 591.01
Annular Lagging Gas-admission Casing
Spare parts
Spare parts 591.01
591.000
591.330
591.010
591.340
591.020
591.330 591.040
591.050
591.340
591.310
591.320
591.030
591.310
591.320 591.030
591.050
591.030
591.040 591.310
591.030
591.320
591.310 591.320

591.000 Ring covering, complete 1

591.010 Ring covering half 1
591.020 Ring covering half 1
591.030 Jacket sheet 4
591.040 Cover sheet 2
591.050 Insulation 4
2010-02-09
591.310 Washer 38
TCA66-2

C3 6671 591.01-01 EN 1 (2)

Spare parts catalogue / tools Spare parts
2 (2)
TCA66-2
591.01
C3 6671 591.01-01 EN
MAN Diesel
2010-02-09
MAN Diesel 591.02
Sound Insulation Compressor Casing (single outlet)
Spare parts
Spare parts 591.02
591.000
591.02.070 591.02.077
591.02.154 591.02.310
591.02.320
591.02.310
591.02.060 591.02.320
591.02.310
591.02.066
591.02.068
591.02.320
591.02.320 591.02.050
591.02.040
591.02.310 591.02.030
591.02.080
591.02.320
591.02.310 591.02.154
591.02.310 591.02.100
591.02.320
591.02.330

591.02.000 Sound insulation, complete 1
591.02.030 Jacket sheet with insulation 1
2010-02-09

591.02.066 Cover 1
TCA66-2
591.02.068 Insulation 1
591.02.077 Cover 1
C3 6671 591.02-01 EN 1 (2)

591.02 MAN Diesel

Spare parts
591.02.080 Strap 1
591.02.100 Type plate 1
591.02.154 Turnbuckle 4
591.02.310 Washer 19
591.02.330 Blind rivet 4
2010-02-09
TCA66-2
2 (2) C3 6671 591.02-01 EN

MAN Diesel 8.3
Spare and wear parts

8.1 Preface
8.2 Spare parts
8.4 Tools
6671-5 8.3-5 EN 1 (1)

TCA66_ListSpareParts.fm
List of Spare Parts 595.01
Weight Weight
Order No. Number Designation Design Order No. Number Designation Design
[kg] [kg]
506.027 1 Gasket 0.06 509.012 4 Hexagon bolt 0.1
di = 93
da = 190 M12 x 70 SM
506.066 2 Hexagon bolt 0.1 509.014 12 Lock washer pair 0.01
M16 x 40 SM di = 13
506.106 6 Hexagon bolt 0.2 513.013 10 Hexagon bolt 0.06
M16 x 80 SM M12 x 35 SM
506.107 27 Lock washer pair 0.01 513.014 21 Lock washer pair 0.01
di = 17 di = 13
506.108 1 Hexagon bolt 0.1 517.026 1 Gasket 0.1
M16 x 40 SM di = 91
6671 C3 595.01–01 E 07.04 TCA66 1 (3)

List of Spare Parts 595.01
Weight Weight
[kg] [kg]
517.063 1 O-ring seal 0.2 517.102 2 Hexagon nut 0.02
di = 1005 M12
517.070 1 Gasket, 0.1 517.109 1 Gasket 0.1

turbine side
di = 53
di = 187 da = 130
517.075 1 Bearing disk 1.4 517.154 1 Counter-thrust 2.0

bearing
517.085 1 O-ring seal 0.1 517.156 12 Lock washer pair 0.01
di = 350 di = 8.7
517.095 14 Lock washer pair 0.01 517.157 3 Hexagon bolt 0.01
di = 13 M8 x 20
6671 C3 595.01–01 E 07.04 TCA66 TCA66_ListSpareParts 2 (3)

TCA66_ListReserveParts.fm
List of Spare Parts 595-01
Weight Weight
[kg] [kg]
517.161 2 Bearing bush 2.7 540.015 2 O-ring seal 0.15
di = 625
517.172 2 Countersunk bolt 0.01 546.073 1 Undercut bolt 0.3
M8 x 30 M16 x 250
517.173 2 Lock nut 0.01 554.013 1 O-ring seal 0.1
VM8 di = 388
517.185 1 Gasket, 0.1 544.150 1 Fleece mat 1.4

compressor side
di = 178
da = 233 5220 x 710 x 16
517.211 1 Seal ring 0.02
di = 45
da = 100
6671 C3 595.01– 01 E 07.04 TCA66 3 (3)

MAN Diesel 8.4
Tools
8.1 Preface
8.2 Spare parts
8.4 Tools
6671-5 8.4-5 EN 1 (1)

MAN Diesel 596.02
List of Tools
Tools
11.59700-0183
Order No. Designation Representation Weight in kg Amount
596.599 Tool box, complete approx. 90 1
596.001 Puller ring 1.900 1
596.002 Assembly ring 2.000 1
596.003 Forcing-off bolt 0.220 1
596.004 Threaded rod 0.100 4
596.005 Hexagon nut 0.010 4

596.018 Arresting wrench 3.300 1

(emergency operation)
2008-12-04
TCA66-2
6671 596.02-01 EN 1 (7)

596.02 MAN Diesel

Tools
596.022 Hub 1.600 1

596.023 Cylindrical screw 0.030 4
596.024 Lock washer pair 0.010 4
596.027 Closing cover, 19.100 1

compressor side
596.028 Closing cover, 1.900 1

turbine side
596.029 Seal, 0.500 1

compressor side
596.030 Seal, 0.220 1

turbine side
596.031 Stud screw 0.600 1

2008-12-04
TCA66-2
M12 x 658
2 (7) 6671 596.02-01 EN

MAN Diesel 596.02
Tools
596.032 Hexagon nut 0.020 3
596.033 Hexagon bolt 0.120 2
596.040 Extension shaft 0.400 1
596.041 Hexagon bolt 0.080 3
M12 x 90
596.044 Guide bar 0.530 2
M12 x 600
596.045 Guide bar 1.100 2
M16 x 700
596.046 Shackle 0.400 1
A1
2008-12-04
TCA66-2
6671 596.02-01 EN 3 (7)

596.02 MAN Diesel

Tools
596.050 Guide bar 0.100 2
M12 x 170
596.051 Lifting eye bolt 0.180 2
M12
596.055 Attachment-swivel 0.300 1
596.070 Threaded rod 0.080 2
M8 x 370
596.071 Turn pin 0.200 1

2008-12-04
596.072 Hexagon nut 0.005 2

TCA66-2
M8
4 (7) 6671 596.02-01 EN

596.02 MAN Diesel

Tools
596.168 Hexagon bolt 0.060 1
596.170 Support 8.600 1
596.197 Hexagon bolt 0.160 1
596.198 Hexagon nut 0.030 1
596.208 Shackle 0.200 1
596.267 Lever carrier 1.600 1

.
596.270 Pipe 2.000 1

2008-12-04
596.271 Slide 3.500 1

TCA66-2
46.2
86
6 (7) 6671 596.02-01 EN

MAN Diesel 596.02
Tools
596.273 Bolt 0.005 1
596.280 Hexagon bolt 0.100 3
596.301 Fastening bow 0.800 1
596.310 Sleeve 0.070 2

¯ = 25
596.311 Brace 0.600 1

2008-12-04
TCA66-2
6671 596.02-01 EN 7 (7)

MAN Diesel
Index
1 Safety
2 Addresses
3 Technical Data
4 Description
5 Operation
6 Maintenance
7 Work Cards
9 Index
2010-02-17
6671-5 9-5 EN 1 (1)

MAN Diesel
Counter thrust bearing 500.46 (2)

Index
Index
Cutaway view, TCA66 4.1 (2)
„ D
„Jet Assist“ acceleration system 4.4 (1) Danger of Fire/Fire-extinguishing Sys- 5.0 (2)
tems
A Danger Symbols 1.0 (2)
Adresses 2.1 (1) Deconserving 500.31 (1)
Service 2.1 (1) Turbocharger 500.31 (1)
Adresses and contact persons 2.1 (1) Differences in height 4.2 (3)
MAN Diesel SE 2.1 (1) Diffuser 509.01 (1)
Air intake casing 500.33 (2) 542.01 (1)
545.01 (1) Dimensions and Connections 3.1.2 (2)
545.02 (1) Dry cleaning of the turbine 500.22 (1)
Alarm points 3.1.1 (1) Diagram 500.22 (1)
Alarm System 5.0 (3)
Availability-codes 7.1.1 (2) E
Emergency measures (on failure of a 5.2 (2)
B turbocharger)
Bans (symbols) 1.0 (2) Emergency operation 500.11 (2)
Bearing 500.46 (3) 500.12 (2)
Bearing disk 500.46 (3, 4) Arresting wrench 596.02 (1)
500.47 (3, 4) Closing cover 596.02 (2)
Counter thrust bearing 500.46 (3) Operation with holding device 500.11 (2)
500.47 (3) Operation with Holding Device 500.11 (1)
Thrust bearing 500.46 (3) Operation without rotating ele- 500.12 (2)
Bearing bush 500.56 (2) ment
Checking axial clearance 500.56 (2) Emergency Operation 500.11 (1)
Bearing bushes 500.56 (3) 596.02 (1, 2)
Checking the wear condition 500.56 (3) Arresting wrench 596.02 (1)
Bearing casing 517.03 (2, 3) Closing cover 596.02 (2)
Bearing disk 500.46 (2) Operation with holding device 500.11 (2)
Operation with Holding Device 500.11 (1)
C Operation without rotating ele- 500.12 (2)
Characteristics (fuels) 3.2.1 (1) ment
Check 500.47 (3, 4) Exhaust Gases 5.0 (2)
Checks during Operation 5.1 (2)
Cleaning agents for compressor and 3.2.4 (1) F
turbine Fire-extinguishing Equipment 5.0 (2)
Cleaning system 4.5 (2) Fuel specifications 3.2.1 (2)
4.6 (2) Fuels 3.2.1 (1)
Dry Cleaning 4.5 (2) Functional Description (Turbocharger) 4.1 (3)
Wet cleaning of the turbine 4.6 (2)
Cleaning the compressor 500.23 (2) G
Cleaning the turbine 500.21 (3) Gaps and Clearances 7.2.2 (1)
500.22 (2) Overview 7.2.2 (1)
Dry cleaning 500.22 (2) Gehäusefüße 518.01 (1)
Wet cleaning 500.21 (3) general 7.2.1 (1)
2010-02-17
Coefficient of friction µ 7.2.1 (1) General (Exhaust gas turbochargers) 4.1 (1)
Compressor casing 546.01 (2) Gravitation tank 554.03 (1)
Connection of several turbochargers 4.2 (4) 554.04 (2)
Connection of the Air and 500.31 ( 0 ) Gravitations Tank 4.2 (2)
Exhaust Pipes Gravitiation tank 500.34 (2)
Connection of the Lube Oil System 500.31 (5)
Containment Safety 5.0 (1) H
6671-5 C1-5 EN 1 (3)

MAN Diesel
Hazard levels 1.0 (1) Regulations for Prevention of Acci- 5.0 (1)
Index
Level 1 - 3 1.0 (1) dents

Hearing Protection 5.0 (1) Remarks 6.4 (1)
Holding device 500.11 (1) Required Personnel and Time 7.1.1 (1)
general 7.1.1 (1, 2)
I Ringverschalung 591.01 (1)
inclines, possible 3.1.3 (1) Rotor 520.02 (2)
Insert 540.01 (1)
Inspection cover 500.24 (1) S
Inspection of Individual Components 6.5 (1) Safety 1.0 (1)
(General) 5.0 (1)
6.0 (1)
L during Maintenance/Repair 6.0 (1)
Lubricating oil 3.2.2 (1) during operation 5.0 (1)
General Safety Instructions 1.0 (1)
M Safety instruction 1.0 (1)
Maintenance Schedule 6.1 (1) Caution 1.0 (1)
6.3 (1) Danger 1.0 (1)
Maintenance Work 6.1 (1) Warning 1.0 (1)
General Remarks 6.1 (1) Safety Symbols 1.0 (2)
Measuring points 7.2.2 (2) Screw Connections 6.4 (1)
Gaps and Clearances 7.2.2 (2) Sealing air system 4.3 (1)
Shaft Sealing 4.2 (3)
N Silencer 500.32 (3)
Numbering 7.1.1 (1) Sound insulation 591.02 (1)
Work Cards 7.1.1 (1) Spare parts 595.02 (1)
List of Spare Parts 595.01 (1)
O 595.02 (1)
Operating Characteristics 3.1.1 (1) Spare Parts 595.01 (1)
Operating Conditions (lube oil) 4.2 (3) List of Spare Parts 595.01 (1)
Operating faults (what to do in case of) 5.1 (3) 595.02 (1)
Operating Life, Assemblies 6.5 (3) Spare parts 6.0 (3)
Operating Media 3.2.1 (1) 6.1 (1)
Order Numbers 7.1.1 (1) General 6.0 (3)
Ordering spare parts 8.1.2 (1) Order numbers 6.1 (1)
Overview of subassemblies 500 (2) Special Services/Repair Work 6.1 (1)
Special Tools 6.2 (1)
P Starting of Operation (Initial) 5.1 (1)
Pressure sprayer 579.03 (1) Starting operation 5.1 (2)
Product Liability 1.1 (1) Starting the engine (preparatory work) 5.1 (2)
Protective Covers 5.0 (2) Status 7.1.1 (2)
Putting Out of Operation 5.1 (3) Inventory 7.1.1 (2)
Option 7.1.1 (2)
Q Special Tools 7.1.1 (2)
Standard 7.1.1 (2)
Qualification of Personnel 5.0 (3)
6.0 (1)
Maintenance/Repair 6.0 (1)
T
Ship systems 5.0 (3) Thrust bearing 500.46 (2)
Thrust ring 500.46 (2)
2010-02-17
Stationary systems 5.0 (3)

Tool box 596.02 (1)
R List of tools 596.02 (1)
Tool Number 7.1.1 (1)
Radialschalldämpfer 544.02 (2)
Tools 6.2 (1)
2 (3) 6671-5 C1-5 EN

MAN Diesel
7.1.1 (2)
Index
Turbine nozzle ring 513.02 (1)
Turbinen-Abströmgehäuse 506.01 (2)
Turbinen-Zuströmgehäuse 501.02 (1)
Type plate 3.1.1 (1)
V
Venting 4.2 (2)
W
Washing equipment turbine 578.03 (1)
Weights of the Assemblies 3.1.2 (1)
Wet cleaning for turbine 578.04 (1)
Wet cleaning of the compressor 4.7 (1)
Work Cards 6.1 (1)
2010-02-17
6671-5 C1-5 EN 3 (3)

MAN Diesel 3045-0110-0003
Alpha Lubricator System

Operation Manual
MC Engines
MCU Software Version 2.5
MAN Diesel & Turbo

branch of MAN Diesel & Turbo SE, Germany
Teglholmsgade 41
DK-2450 Copenhagen SV, Denmark
Phone +45 33 85 11 00
Fax +45 33 85 10 30
E-mail mandiesel-cph@mandiesel.com
3045-0110-0003
��
2010-04-20 - en
Description
1 (289)
MAN Diesel 3045-0110-0003
Table of Contents
Page

List of Abbreviations: 7
1. General Information 9
1.1 Main components 9

1.2 Working principle 13
1.3 Guidance values automation 13
2. Operation of the System 13

2.1 HMI-Panel/Operating Panel 13
2.2 Control buttons and indicator lamps on pump station starter panels 14
2.3 Start-up of Alpha Lubricator System (Engine not running) 14
2.4 Checks during start-up of the engine 15
2.5 Periodic checks during normal operation of the engine 16
3. HMI-Panel and Configuration of MCU 16

3.1 Description of HMI Panel 16
3.2 HMI-Panel operation and configuration of MCU 17
3.2.1 Navigation principle 17
3.2.2 Reading of total stroke/min [rXXX] 17
3.2.3 Reading of total strokes [Str.hi] and [Str.lo] 18
3.2.4 Reading of active alarms [ALRXX] 18
3.2.5 Reading of logged alarms [LALXX] 19
3.2.6 Adjustment of cylinder oil feed rate [F.rAtE] 19
3.2.7 Adjustment of Basic Feed rate [S.FACt] 20
3.2.8 Adjustment of Running in feed rate [F.runi] 20
3.2.9 Monthly change of operating pumps (master pump) 21
3.2.10 Test sequence for inspection during standstill 21
3.2.11 Menu structure 22-26
3.2.12 HMI panel parameter reference list 27-38
3.2.13 Check and adjustment of Index transmitter 39
3.3 MCU setup 40
3.3.1 Dip switches for MCU 40
3.3.2 Hardware Interface 41
3.3.3 VT 100 program requirements and setup 42
3.3.4 Upload of MCU basic program 43
3.3.5 Upload MCU set-up file 49
3.3.6 MCU LED information 50
3.3.7 Read-out of raw parameters in HMI Panel 50
3.4 MCU index scaling 51
3.4.1 Initialization 51
3.4.2 Calibration of load points 53
3.4.3 Adjustment of endpoints 54
3045-0110-0003
3.4.4 Fuel Offset factor 55

��
2010-04-20 - en
3.4.5 Involved parameters 55

Description
3 (289)
3045-0110-0003 MAN Diesel
Table of Contents Page

4. Configuration of BCU 56
4.1 Injection rate with BCU in control 56

4.2 Detection rate (BCU take over from MCU) 56
4.3 Number of cylinders for the engine 56
4.4 BCU board revision 57
4.5 Load down output 57
4.6 Number of lubricators 57
4.7 Upload of BCU basic program 58
4.8 Programming of BCU microprocessor 60
4.8.1 Preperation 60
4.8.2 Determining microprocessor type 61
4.8.3 Programming P89V51RD2 61
4.8.4 Programming P89C51RD2 63
4.8.5 Programming P89C51RD+ 64
4.8.6 Varifying BCU software version 65
5. Alpha Lubricator - Alarm Handling and Trouble Shooting Guide 66
5.1 Fuses 66
5.1.1 MCU-Unit 66
5.1.2 BCU-Unit 69
5.2 External alarm signals 71
5.2.1 Common alarm 71
5.2.2 MCU power failure 71
5.2.3 BCU power failure 72
5.2.4 MCU failure 72
5.2.5 BCU failure 72
5.2.6 Slow-down 72
5.2.7 BCU in control 72
5.3 MCU - alarm handling and trouble shooting 73
5.3.1 Alarms 1-24-Feedback failure 73
5.3.2 Alarm 29 - Marker signal failure from encoder 74
5.3.3 Alarm 30 - BCU pickup 1 failure 75
5.3.4 Alarm 31 - Trigger signal failure from encoder 76
5.3.5 Alarm 33-Engine stop signal failure 76
5.3.6 Alarm 34 - LCD signal abnormal 76
5.3.7 Alarm 35 - BCU alive signal missing 77
5.3.8 Alarm 36 - Astern signal abnormal 77
5.3.9 Alarm 37 - Prelubrication signal abnormal 77
5.3.10 Alarm 38 - Oil temperature high 77
5.3.11 Alarm 39 - Oil pressure low 78
5.3.12 Alarm 40 - Speed deviation alarm 78
5.3.13 Alarm 41 - Index transmitter abnormal 78
3045-0110-0003
5.3.14 Alarm 42 - Cable failure index transmitter 78

��
2010-04-20 - en
5.3.15 Alarm 43 - BCU pickup 2 failure 78

Description
5.3.16 Alarm 44 - BCU in control 79

5.3.17 Alarm 45 and 46 - Thermal overload electric motor 79
5.3.18 Alarm 47 - MCU parameter list not loaded 79
5.3.19 Alarm 48 - Angle deviation fail 79
4 (289)
MAN Diesel 3045-0110-0003
Table of Contents Page

5.3.20 Alarm 49 - Stand-by pump is running 79
5.4 BCU alarms 80
5.4.1 Led # 1 BCU internal failure 80
5.4.2 Led # 2 Engine stop signal failure 80
5.4.3 Led # 3 MCU alive signal missing 81
5.4.4 Led # 4 Feedback signal missing on two lubricators 81
5.4.5 Led # 5 Feedback signal missing one lubricator 82
5.4.6 Led # 6 BCU marker signal 1 and 2 missing 82
5.4.7 Led # 7 and 8 BCU marker signal 1 or 2 missing 82
5.5 Emergency running without external trigger signals 83
5.6 Sequence diagram for alarm handling 85
Appendix 1 Function of the LEDs in the Intermediate Box 87
Appendix 2 Control Unit Cylinder Lubrication - Logic Diagram 89
Appendix 3 Replacement of MCU, BCU, SBU Boards 99
Appendix 4 Service Letter -SL09-507/HRR - Cylinder Oil Feed Rate 101
Appendix 5 ALCU signal description 109
Appendix 6 Back-up Control Unit - BCU 113
Commissioning 117-137
Maintenance 137-203
Components 205-214
Electrical Wiring 215-289
3045-0110-0003
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Description
5 (289)
MAN Diesel 3045-0110-0003
List of Abbreviations:

This is a list of abbreviations used in this manual.
AC Alternating Current
ACC Adaptive Cylinder oil Control
ALCU Alpha Lubricator Control Unit
AMS Engine alarm System
BCU Backup Control Unit
DC Dirvect Current
ECR Engine Control Room
FBU Fuse Board Unit
FPGA Fast Programmable Graphic Array
HMI Human Machine Interface
IC Integrated Circuit
Lcd Load change dependent
LED Light Emitting Diode
MCU Master Control Unit
MEP Mean Effective Pressure
PCB Printed Circuit Board
RPM Revolutions Per Minute
SBU Switch Board Unit
TDC Top Dead Centre
UPS Uninterruptable Power Supply

3045-0110-0003
��
2010-04-20 - en
Description
7 (289)
MAN Diesel 3045-0110-0003
1. General Information

1.1 Main The Alpha Lubricator System Layout is shown in the diagram below:
components Alpha Lubricator System Layout
TANK LUBRICATOR
HMI
3045-0110-0003
ALCU
��
2010-04-20 - en
PUMP
Description
STATION Pipe System

Electrical Connection
9 (289)
3045-0110-0003 MAN Diesel
Pump station and starter panels

The pump station consists of two individ-

ually operating pumps, heating coil, filters
and a suction tank. The power supply to
the pump station starter panels is taken
from two separate circuit breakers, one
supplying each pump.
For further information, see Maker’s pump

station manual.
Lubricator units
The lubricator units, one for each cylin-
der, each comprise two lubricators for
98-70 bore engines and one lubricator for
medium and small bore engines. Each
lubricator unit is equipped with one accu-
mulator with nitrogen pre-pressure of 25-
30 baron the inlet side, and one accumu-
lator on the outlet side of each lubricator,
with nitrogen pre-pressure of 1.5 bar.
3045-0110-0002O10a
Each lubricator features 3, 4, 5 or 6 lubri-
cating pistons, depending on engine type,
a feedback pickup and a solenoid valve.
One-lubricator unit Two-lubricator units

3045-0110-0002O10b
XZ707.40A 03
XZ707.40A 02
Alpha lubricator The three main electronic components for controlling the lubricating oil are
control unit comprised in one steel cabinet -the so-called ALCU unit.
ALCU
3045-0110-0003
The three units are: MCU (Master Control Unit)

��
2010-04-20 - en
BCU (Backup Control Unit)

Description
SBU (Switch Board Unit)
10 (289)
MAN Diesel 3045-0110-0003
A terminal block interfaces all electrical connections to the engine.

MCU
SBU
BCU
3045-0110-0002O11a
The 24 V DC power is supplied from two individual power sources, from differ-
ent breakers in the UPS unit. Please note that some installations might be con-
nected differently by the shipyard.
Load transmitter
The load transmitter is connected to the fuel
rack, thereby continuously transmitting the
fuel index % to the MCU, which calculates the
engine load from this information and the de-
tected engine rpm.
3045-0110-0002O11b
3045-0110-0003
��
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Description
11 (289)
3045-0110-0003 MAN Diesel
Trigger system The shaft encoder is connected to the fore

(Shaft encoder) end of the crankshaft, and the signals are
transmitted to the computer panels via a
terminal box.
For engines on which the crankshaft fore

end is not available for angle encoder in-
stallation, a trigger ring and tacho pickups
3045-0110-0002O12a
are installed at the turning wheel.
Backup trigger The backup trigger system comprises

system two tacho pickups in a box at the turning
wheel, thereby transmitting the engine rpm
to the BCU.
The backup pickups are also connected to

the MCU for surveillance purposes.
Human Machine On the HMI panel, individual cylinder lu-

Interface panel brication adjustment is possible, various
(HMI) values and alarms are displayed, control
buttons for the pump station are available,
3045-0110-0002O12b
and manual execution of prelubrication is
possible.
As standard the HMI-panel is mounted in

the engine control room.
BCU in Ctrl.
0 120 %
Engine speed
0 120 %
Index
Lubrication
°C rpm
kNm %
Auto MCU BCU . . . .

bhp bar
Oil press. low
Index failure
Mark/trig fail
Feedback fail
Common alarm
LAMPTEST ECS ENTER

3045-0110-0001D13
3045-0110-0003
PUMP 1 PUMP 2 PRELUB.

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Description
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MAN Diesel 3045-0110-0003
1.2 Working • The pump station supplies the Alpha Lubricators with 40-50 bar oil pres-

principle sure.
• The MCU controls the oil injection by activating a solenoid valve situated on
the relevant lubricator.
• A feedback signal from each lubricator indicates that oil injection has taken
place. This is shown by Light Emitting Diodes (LEDs) on intermediate boxes
for each cylinder.
• Timing is based on two signals from the angle encoder, a TDC cyl. 1 marker
and a crankshaft position trigger. The Alpha Lubricator system is normally
timed to inject cyl. oil into the piston ring pack during the compression
stroke.
• The cylinder lubrication is based on a constant amount of oil being supplied

per injection. The specific feed rate is controlled by variation of the injection
frequency.
• The injection frequency is calculated from index and speed, and is normally
proportional to the engine MEP. However, a power Mode or RPM Mode is
possible.
• The basic cylinder oil feed rate at MCR (100%) is calculated as a correlation
between a number of injections / rpm and the stroke of the lubricators.
• On the HMI panel, adjustment of lubrication feed rate for individual cylinders
is possible between 60% and 200%. Default value is 100%.
• During normal operation the system is controlled by the MCU. If any fail-
ures are detected in the system, a common alarm is activated in the control
room. The detailed alarm reference is displayed on the HMI panel.
• If a critical failure in the MCU is detected, the BCU automatically takes over
(Note - control switch must be in “auto” position). An indication lamp “BCU
in control” is lit on the panel that contains the HMI panel.
Note that on older installations, the indication lamps can be situated else-
where.
• The BCU is based on random timing and RPM Mode. The injection frequen-
cy is adjustable on the BCU and is normally, as minimum, set to the basic
cylinder oil feed rate for the engine, plus 50%.
1.3 Guidance Cylinder Lub. Oil Pressure Cylinder Lub. Oil Temperature
values automation Normal Service Value 40 - 50 bar Normal Service Value 30 - 60° C
3045-0110-0003
Alarm min. 35 bar Alarm max. 70° C

Alarm max. 60 bar
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Description
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3045-0110-0003 MAN Diesel
2. Operation of the System

2.1 HMI-Panel / As standard, the HMI panel (for description, see Section 3), a three-position
Operating Panel mode switch, and an indicator lamp are mounted in the engine control room.
However, an additional HMI panel, etc. can, as an option, be installed in one of

the pump station starter panels. In this case a local/remote switch has to be in-
stalled.
The three-position mode switch enables selection between:

•
Auto-mode - BCU takes over automatically, if lubrication cannot be main-
tained by the MCU. If the BCU has taken over the control, this mode can
only be cleared by manually switching to MCU-mode, and back to Auto-
position.
• MCU-mode - Forced MCU control.
• BCU-mode - Forced BCU is in control.
An orange Indicator lamp - Indicates that BCU is in control.
2.2 Control buttons Each starter panel contains the following switches, buttons and lamps:
and indicator lamps
on pump station A three-position switch controls the pump activity as follows:
starter panels
• REM.(Remote) - Automatic control of pumps (normal working position)
• LOC.(Local) - Manual start of the pump
• OFF - Manual stop of pump.
• A two-position main switch - Switches off 3 x 440 V AC power supply.
• A green indicator lamp - lights if pump is running.
• A white indicator lamp - lights if 3 x 440 V AC from fuse panels is switched

ON.
2.3 Start-up of 1. To fill the pump station with cylinder oil, open the valves for the cylinder oil
Alpha Lubricator supply line and the venting cock (if installed). Close the venting cock when
System (Engine cylinder oil flows out into the venting line.
not running)
2. Switch on the main switches on the pump station starter panels.
3045-0110-0003
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3. Switch to “Local” and manually start pump 1 and subsequently pump 2.

Description
Check that both pumps can run simultaneously.
4. Check that the pressure differential indicator on the pump station filter is
green, when one pump is operating.
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MAN Diesel 3045-0110-0003
5. Check that the oil pressure builds up

to 40-50 bar, or carry out adjustment
on the pressure control valve on top
of the pump station.
6. Check that the pressure remains at an

acceptable level, also with two pumps
running.
3045-0110-0002O15a
7. Press [esc] and [prelub] at the same
time on the HMI panel to activate the
test sequence, and check that all lu-
bricators are operating correctly by
watching the LEDs (feedback signals)
on the intermediate boxes for each
lubricator.
8. Stop the test sequence by pressing

[prelub] again.
9. At commissioning or after overhaul of

3045-0110-0002O15b
the system, check visually from the
scavenge air receiver that all non-
return valves inject cylinder oil into the
cylinder liners.
10. Stop the pumps manually, and switch to “Remote” on the starter panels.
The Alpha Lubricator System is now ready for normal operation.
For engineers commissioning the Alpha Lubrication System, procedures are

made for Testbed Commissioning and Dock Trial Commissioning. The proce-
dures are shown in the Commissioning chapter. For flushing the system, please
read special instruction.
2.4 Checks 1. Upon start of the engine’s auxiliary blowers, the Alpha Lubricator System
during start-up of is programmed to carry out automatic prelubrication. The pump station will
engine automatically stop if the engine is not started shortly after.
2. Check that the pump station automatically starts up when the engine is
started, and that the cyl. oil pressure builds up to 40-50 bar.
3. Check that all the green LEDs flash on the intermediate boxes for each lubri-
cator.
4. Check that no alarm is detected in the control room and on the HMI panel.
3045-0110-0003
Start of engines under cold conditions occasionally results in feed-back failures.

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Description
In order to prevent this, the circulation of the cylinder oil in the main pipes under
these cold conditions is improved by introducing a manually-operated by-pass
valve provided in the opposite end of the lube oil inlet.
This by-pass valve is only introduced on engines with two lubricators per cylin-
der.
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3045-0110-0003 MAN Diesel
On engines with one lubricator per cylinder, the valve on the cylinder block in-
tended for emptying the accumulator at overhaul can also be used as a by-pass
valve.
The main purpose of the new by-pass valve is to heat up the pipes by circulat-
ing the cylinder oil in the main pipes with open by-pass valve before engine
start. The valve is to be closed just before engine start.
2.5 Periodic checks 1. Check that all lubricating points supply oil by:
during normal
operation of the a) inspecting that all LEDs for feedback indication on the intermediate
engine boxes are flashing
b) feeling the pressure shocks from injection of the lubricators on each

lubricator pipe. If in doubt, dismantle the pipe at the cylinder liner to
observe the oil flow.
2. Inspect the local oil pressure gauge on the pump station. Normal ser
vice value = 40-50 bar.
3. Check for oil leakages in the system.
3. HMI-Panel and Configuration of MCU
3.1 Description
Bar graphs The two upper bar graphs display relative values in percent of engine speed and
fuel index (≈ mep%), respectively. The range is from 0 to 120 percent, where 100
percent corresponds to the physical values at MCR. The third upper bar graph
displays oil pressure in the range of 0 to 100 bar.
Five LEDs for indication of fault category are placed below the numerical display,
Fault category
as follows:
indicators
• Oil pressure low
• Fuel index failure
• Marker/Trigger failure
• Feedback failure
3045-0110-0003
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• Common alarm -
Description
For explanation of the alarm code, see the alarm list in Section 5.
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MAN Diesel 3045-0110-0003
Buttons [ p ] Move up in the HMI panel menu structure. See item 3.2.9.

[ q ] Move down in the HMI panel menu structure. See item 3.2.9.
[esc] Move to the left in the HMI panel menu structure.

See item 3.2.9.
[enter] Move to the right in the HMI panel menu structure.

See item 3.2.9.
[lamptest] All lamps are lit in the HMI panel.
[pump1] Starts or stops booster pump 1.
[pump2] Starts or stops booster pump 2.
[prelub] Can only be activated when engine is stopped. Activates prelu

brication sequence.
The lubricators will be activated continuously from Lubricator 1A,
1B, 2A,... 14B. The cycles will be repeated a pre-programmed
number of times (normally 12).
[esc] + [prelub] Starts test sequence of 1000 pre lubrications. The test sequence
is stopped by pressing [prelub] again.
[esc] + [pump1] Selects default booster pump to be pump 1.
[esc] + [pump2] Selects default booster pump to be pump 2.
3.2 HMI-Panel
This section describes the menu system in the HMI-panel numerical display. Six
of the most common manoeuvres are described below and the complete struc-
ture and parameters are shown in items 3.2.11 and 3.2.12.
3.2.1 Navigation HMI panel menu system is a hierarchic menu system. The following four buttons
principle are used to navigate through the menu system.
[ p ] Move up in the HMI panel menu structure.
[ q ] Move down in the HMI panel menu structure.
[esc] Move to the left in the HMI panel menu structure.
[enter] Move to the right in the HMI panel menu structure.

3045-0110-0003
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Description
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3045-0110-0003 MAN Diesel
3.2.2 Reading of Press [ p ] or [ q ] until rXXX is shown in the display (Note that this value is an
total stroke/min average value over 1 min.).

[rXXX]
3.2.3 Reading of
total strokes 1. Press[ p ] or [ q ] until diSP is shown in the display.
[Str.hi] and [Str.lo]
2. Press [enter] and [ p ] or [ q ] until Str.hi or Str.lo is shown in the display
3. Press [enter] to read the stroke counter.
4. Press [esc] to return to main menu (one press [esc] = one step backwards).
5. The total number of strokes is a ten digit number and is obtained by com-
bining the values of Str.hi and Str.lo as follows:
Menu Navigation
Str.hl xxxxx
Str.Lo
F.rAtE
F.dISP
The value of Str.lo represents the five rightmost figures and the value of Str.hi
the five leftmost figures.
Str. hi Str. lo
3045-0110-0002O18a
Total number
of strokes = 12345 67890 =1234567890
The total stroke amount is used to calculate the amount of cylinder lube oil used
within a specified amount of time. The following formula can be used:
See example on page 31 (str.hi).
3045-0110-0003
3.2.4 Reading of Press [ p ] or [ q ] until ALRXX is shown in the display.

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active alarms
3045-0110-0002O18b
Description
[ALRXX] For explanation of the alarm code see the alarm list in Section
5. ALRXX
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MAN Diesel 3045-0110-0003
3.2.5 Reading 1. Press [ p ] or [ q ] until LALxx is shown in the display.

of logged alarms For explanation of the alarm code see the alarm list in Section 5.
[LALXX]
2. To clear a logged alarm, press [enter] when the alarm is shown in the
display. To clear all logged alarms, press [enter] for 5 seconds while an
LALxx is shown in the display.
3.2.6 Adjustment For systems with Alpha ACC (Adaptive Cylinder Oil Control) the feed rate is set
of cylinder oil feed proportionally to the sulphur content in the fuel oil and can be adjusted by en-
rate [F.rAtE] tering the percentage of Sulphur directly into the HMI panel as shown below.
Menu Navigation - feed rate adjustment
S-Pct xxx
to change
S.FACt ENTER to save
F.runi
Fu.oFF
F.rAtE
F.SEt
1. Press [ p ] or [ q ] until [ F.rAtE ] is shown on the display.
2. Press [enter] and [ p ] or [ q ] until [F.SEt] is shown on the display.
3. Press [ p ] or [ q ] until [ S-PCt ] is shown in the display.
4. Press [enter] and use [ p ] or [ q ] to adjust the desired value.
5. Press [enter] - The value is stored in the computer memory, and the main
display will prompt with “Save”.
6. Press [esc] three times to return to main menu.

3045-0110-0003
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Description
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3045-0110-0003 MAN Diesel
3.2.7 Adjustment Adjustment of basic feed rate is carried out when changing between cylinder oil
of Basic Feed rate with varying base number ie..BN70 to BN40

[S.FACt]
1. Press [ p ] or [ q ] until F.rAtE is shown on the display.
2. Press [ p ] or [ q ] until F. SEt is shown on the display.
3. Press [ p ] or [ q ] until S.FACt is shown on the display.
4. Using [ p ] or [ q ] adjust the BN factor setting as described in the latest service let
ter. (BN70=0.20, BN60=0.23, BN50=0.28 and BN40=0.35)
5. Press [enter] - The value is stored in the computer memory, and the main display will
prompt with “Save”.
6. Press [esc] repeatedly times to return to main menu.
Menu Navigation - Basic feed rate adjustment
S-Pct
S.FACt xxx
to change
F.runi ENTER to save
Fu.oFF
F.rAtE
F.SEt
3.2.8 Adjustment 1. Press [ p ] or [ q ] until F.rAtE is shown on the display.

of Running in feed
rate [F.runi] 2. Press [ p ] or [ q ] until F. SEt is shown on the display.
3. Press [ p ] or [ q ] until F.runi is shown on the display.
4. Press [Enter] and [Cyl1] is shown in the display
5. Press [ p ] or [ q ] until the cylinder to be adjusted is shown in the display or select

SEt.AL to set all the cylinders to the same value.
6. Press [Enter] and the current feed rate is shown. Please note that if SEt.AL was sel
ected the value shown is the last value saved in SEt.AL, and this value is not true if any
cylinder has been individually adjusted since.
3045-0110-0003
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7. Press [ p ] or [ q ] - The oil feed rate [g/kWh] can be changed to the desired value.
Description
6. Press [enter] - The value is stored in the computer memory, and the main display will
prompt with “Save”.
7. Press [esc] repeatedly to return to main menu.
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MAN Diesel 3045-0110-0003

Menu Navigation - feed rate adjustment - Running In
CYL.XX
xxx
S-Pct to change
ENTER to save
S.FACt
F.runi CYL.1 OFF
(permanently off)
Fu.oFF SEt.AL
F.rAtE
F.SEt
3.2.9 Monthly 1. Check which pump is running (1 or 2)

change of operat-
ing pumps (master 2. Press [esc] + [pump 1] or [pump 2] (pump not running).
pump)
3. New master pump is now chosen and running.
3.2.10 Test se-

1. Press [esc] + [prelub] simultaneously (the lubricators will lubricate 1000
quence for inspec- times).
tion during stand-
still 2. Press [prelub] the test sequence will stop.
3045-0110-0003
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Description
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3045-0110-0003 MAN Diesel
3.2.11 Menu Structure

Alpha lubricator HMI panel menu structure - part 1, feed rate adjustment
Menu navigation :
up = [▲] down = [▼] right = [ENTER] left = [ESC]
n [rpm] F.SEt S-Pct [%] XXX

(engine speed) (feed rate setting (fuel oil sulphur content) "▼ ▲" to change
menu) "ENTER" to SAVE
MEP [%] S.FACt [g/kwh*%S]

(mean efficient (Basic setting (BN 70 = 0.20) XXX [g/kW h]
pressure) (BN 40 = 0.35)) "▼ ▲" to change
"ENTER" to SAVE
pOil [bar]
(norm. 40-50 bar) OFF
(alarm 35 bar) CYL. XX (permanent off)
toil [°C] ..
(norm 40-60 °C) F.runi [g/kWh] ..
(alarm 70 °C) (running-in feed rate) CYL. 1
(norm. oFF)
r XXX SEt.AL
(total stroke/min) (set all cylinders)
Lcd X
(LCD status) Fu.oFF [%] XXX
(0=0ff, 1=on) Fuel off-set quality "▼ ▲" to change
adjustment +/- 15% "ENTER" to SAVE
ALR XX
(active alarms)
(see alarm list)
LAL XX
(logged alarms) F.hI [g/kWh] XXX
clear = [ENTER] (maximum feed rate) "▼ ▲" to change
(norm. 1.7) "ENTER" to SAVE
F.rAtE
(feed rate adj.) F.Lo [g/kWh]
(minimum feed rate)
(norm. 0.6)
diSP
(display menu)
Connt
(connection test
menu) F.dISP bAS.FE [g/kWh]
SEtuP (feed rate display (basic feed rate) XXX [g/kWh]
(setup menu) menu) (S% x ACC factor)
(MBD Service)
CYL. XX XXX [g/kWh]

..
Act.FE (g/kwh) ..
(Calculated feed rate based CYL. 1
on measured strokes)
Ltr.hI [liters * 1*105]

(flow meter, 5 highest digits) XXXXX
(1*105 - 1*109)
Ltr.Lo [liters]
(flow meter, 5 lowest digits)
(0 - 99999)
Str.hI [strokes* 1*105]

(stroke counter, 5 highest
digits, 1*105 - 1*109)
3045-0110-0003
Str.Lo [strokes]
(stroke counter, 5 lowest
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digits, 0 - 99999)
Description
Flow Chart 1
22 (289)
MAN Diesel 3045-0110-0003

Alpha lubricator HMI panel menu structure - part 2, display
Menu navigation :
n [rpm] Lub XX XXX [ms]

(engine speed) ..
t.dLy [ms] ..
MEP [%] (delay from activation of solenoid valve Lub. 1
(mean efficient to feedback signal)
pressure)
pOil [bar] Lub XX XXX [°]

(norm. 40-50 bar) ..
(alarm 35 bar) A.inJ [°] ..
toil [°C] (crank angle for oil injection) Lub. 1
(norm 40-60 °C)
(alarm 70 °C) in.A [mA]
r XXX (index transmitter current) XXX [mA]
(total stroke/min)
tELE.P [%]
Lcd X (telegraph position scaled value)
(LCD status)
(0=0ff, 1=on) tEcH SoFt
ALR XX (technical parameters, advanced (MCU software revision number)
parameters)
(active alarms)
(see alarm list) SoF.Ch
LAL XX (MCU software checksum)
(logged alarms)
clear = [ENTER]
Par.Ch
F.rAtE (MCU parameter check sum)
(feed rate adj.)
FPgA
diSP (FPGA software revision number)
(display menu)
Par
(read out of all setup parameters)
Connt Sol.t Lub XX oFF / on

(connection test (solenoid valve test - manuel activation .. [▼] [▲] toggles
menu) of solenoid valves) value
..
SEtuP Lub. 1
(setup menu)
(MBD Service)
Co.ALr oFF / on
(manuel activation of MCU common [▼] [▲] toggles
alarm output - MCU J32 terminal 1,2) value
Remarks !
3045-0110-0003
Connection test menu only visable with stopped engine

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Description
Flow Chart 2
23 (289)
3045-0110-0003 MAN Diesel
Alpha lubricator HMI panel menu structure - part 3, setup menu

Menu navigation :
n [rpm]
(engine speed) PASS init
password = (Basic adjustment of index
"[▼] [▲] [esc] [enter]" transmitter)
MEP [%]
(mean efficient (ENTER)
pressure)
pOil [bar] in.Lo [mAmp]

(norm. 40-50 bar) (index in stop position - MIN
(alarm 35 bar) electrical signal )
toil [°C] in.hi [mAmp]

(norm 40-60 °C) (index with stop screw - MAX
(alarm 70 °C) electrical signal)
r XXX In.AdJ
(total stroke/min) (index transmitter adjustment
menu)
Lcd X ProP 100 [%]

(LCD status) (propeller, adjustment in case (Press at 100% load)
(0=0ff, 1=on) of propeller curve)
ti.Adj
ALR XX (injection timing adjustment gEn 75 [%]
menu)
(active alarms) (generator, adjustment in case (Press at 75% load)
(see alarm list) of generator curve)
LCd
LAL XX (load change dependent 50 [%]
(logged alarms) lubrication adj. menu) (Press at 50% load)
clear = [ENTER]
InJ.AL
F.rAtE (injection amount algorithm 25 [%]
(feed rate adj.) menu)(norm. Po) (Press at 25% load)
FE.Adj
diSP (feed rate regulation IdLe [%]
(display menu) parameter adjustment) (Press at minimum speed)
n.PrL
Connt (number of pre-lubrications)
(connection test
menu) r.run
SEtuP (rpm run adjustment) vALue in.Lo [mAmp]
(setup menu) (manuel correction of values) (Manual correction of MIN
(MBD Service) mAmp)
Ang.dE
(angle deviation limit bet. in.hi [mAmp]
MCU and BCU tacho) (Manual correction of MAX
mAmp)
Pu
(booster pump mode
adjustment)
Lubr.
(booster pump mode
adjustment)
Str.hI
(total lubricator stroke
counter adjustment)
Str.Lo
3045-0110-0003

counter adjustment, )
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Pnncr
Description
(Total engine power in KW)
Par
('raw' adjustment out of all
setup parameters)
Flow Chart 3
24 (289)
MAN Diesel 3045-0110-0003

n [rpm] PASS
(engine speed) password =
"[▼] [▲] [esc] [enter]"
MEP [%]
(mean efficient
pressure)
In.AdJ
pOil [bar] (index transmitter
adjustment menu)
(norm. 40-50 bar) XXX
(alarm 35 bar) press "▼ ▲" to change
press "ENTER" to SAVE
toil [°C]
(norm 40-60 °C)
(alarm 70 °C)
ti.Adj inJ.oF [°]
r XXX (injection timing adjustment (injection offset, common
(total stroke/min) menu) angle offset for all cylinders)
hY.dEL [ms]
Lcd X (hydraulic delay, common
time offset for all cylinders)
(LCD status)
(0=0ff, 1=on)
ALR XX
(active alarms)
(see alarm list) LCd P.6 XXX
LAL XX (load change dependent (telegraph signal scale) press "▼ ▲" to change
(logged alarms) lubrication adj. menu) (0-200 %) press "ENTER" to SAVE
clear = [ENTER]
P.5
F.rAtE (LCD factor)
(feed rate adj.) (norm 125 %)
P.4 Menu navigation

diSP InJ.AL (holding time) press "▼ ▲" to select
(display menu) (injection amount algorithm (norm 30 min.) press "ENTER" to SAVE
menu)(norm. Po)
P.3
Connt (average time)
(norm 10 sec.)
(connection test
menu) P.2 tELE.P
SEtuP FE.Adj (deviation %) (telegraph position, analog
(setup menu) (feed rate regulation (norm. 10 %) signal from governor)
(MBD Service) parameter adjustment)
P.1 E.Sig
n.PrL (LCD mode) (external signal, LCD start
(number of pre-lubrications) (norm. E.FL) controlled externally)
E.FL
r.run (external flag, start and
(rpm run adjustment) duration controlled ext.)
Menu navigation int.

Ang.dE press "▼ ▲" to select (internal, LCD controlled
(angle deviation limit bet. press "ENTER" to SAVE internally)
MCU and BCU tacho)
on
Pu (permanent on)
(booster pump mode
adjustment)
Po. oFF
Lubr. (power proportional feed rate (permanent off)
(booster pump mode calculation)
adjustment)
rPnn
Str.hI (rpm proportional feed rate
(total lubricator stroke calculation)
counter adjustment)
nnep
3045-0110-0003
Str.Lo (MEP, mean efficient pressure

prop. feed rate calc.)
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counter adjustment, )
Description
Pnncr
(Total engine power in KW)
Par
('raw' adjustment out of all
setup parameters)
Flow Chart 4
25 (289)
3045-0110-0003 MAN Diesel

n [rpm] PASS rE.InJ [rev./injection] XXX

(engine speed) password = (revolutions per injection at press "▼ ▲" to change
"[▼] [▲] [esc] [enter]" 100 %, norm. 2 to 6) press "ENTER" to SAVE
MEP [%] nor.hI [%]

(mean efficient (upper limit for LCD extra
pressure) lubrication, norm 150)
In.AdJ
pOil [bar] (index transmitter nne.LI [%]
(norm. 40-50 bar) adjustment menu) (mep relative limit)
(alarm 35 bar) (norm. 63)
ti.Adj
toil [°C] (injection timing adjustment Po.LI [%]
(norm 40-60 °C) menu) (power relative limit)
(alarm 70 °C) (norm. 40)
LCd
r XXX (load change dependent AbS.Lo [%]
(total stroke/min) lubrication adj. menu) (absolute low limit)
(see parameter reference list)
InJ.AL
Lcd X (injection amount algorithm F.SCuF [%]
menu)
(LCD status) (extra feed rate for scuffing)
(0=0ff, 1=on) (norm. 200)
FE.AdJ
ALR XX (feed rate regulation parameter Ser.hI [%]
adjustment)
(active alarms) (level for change to 'manuel
(see alarm list) extra lubr.', norm. 199)
LAL XX
(logged alarms)
clear = [ENTER]
n.PrL XXX XXX
F.rAtE (number of pre-lubrications) press "▼ ▲" to change press "▼ ▲" to change
(feed rate adj.) (norm. 12) press "ENTER" to SAVE press "ENTER" to SAVE
r.run [rpm]
diSP (rpm run adjustment)
(norm. 5)
(display menu) Pu.Int [hour] Menu navigation
Ang.dE [°] (pump interval time) press "▼ ▲" to select
(norm. 12) press "ENTER" to SAVE
Connt (angle deviation limit bet. MCU
/ BCU tacho, norm. 3)
(connection test Pu.dEF
menu) (default pump selection, pump
1 or 2)(norm. 1)
SEtuP
(setup menu) Pu Pu.SEt Auto
(MBD Service) (booster pump mode (pump mode setup) (change master with interval
adjustment) (norm. bacup) of Pu.int )
bacup
(backup mode, fixed master
pump)
Lubr. L.Cnn3 [cm3]
(volume of one lubricator) (geometric lubr. volume incl.
hydraulic efficiency)
Str.hI oIL.d [g/cm3] XXX

(Stroke counter manual (lubricating oil density) press "▼ ▲" to change
adjustment or resetting) press "ENTER" to SAVE
Str.Lo
(Stroke counter manual
adjustment or resetting)
Pnncr (KW) XXX

(Total engine power) press "▼ ▲" to change
press "ENTER" to SAVE
Par
(adjustment, without scale,
limits etc., of all parameters)
PASS XXX XXX

3045-0110-0003
password = press "▼ ▲" to select press "▼ ▲" to change

"[esc] [▲] [▼] [enter]" parameter number press "ENTER" to SAVE
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Description
Caution !
Adjusting of the values in the "Par" menu may cause damage to the
engine and should be done by authorised personnel only
Flow Chart 5
26 (289)
MAN Diesel 3045-0110-0003
3.2.12 HMI panel

parameter refer- A.inJ [°] (abbr. of angle injection)
ence list
The specific crank angles for oil injection for each lubricator. Normally it is the
crank angle at the point where No. 1 piston ring passes the oil quills on the up-
ward stroke of the piston.
The number consists of an online measurement of the angle for the first flank of
the feedback signal plus the angle corresponding to the hydraulic delay time.
Only active when engine is running ahead. Normal value for cylinder one is
around 270 to 310°.
AbS.Lo [%] (abbr. of absolute low)
Absolute minimum reduction percentage. The injection frequency can be re-

duced to the value of AbS.Lo in % of the basic frequency. The basic frequency
is the frequency at 100 % load, 100 % rpm, 100 % feed rate setting and is de-
fined as 1/rE.inj
Example:
Maximum number of revolutions between injections = 10 revolutions =>

1 1
minimum injection frequency = = =
max. nos. of rev between injections 10
= 0.1[inj / rev]
1 1
rE.inj = 4 revolutions => basic frequency = = = 0.25 [inj / rev ]
rE.inJ 4
minimum injection frequency 0.1

AbS.Lo = = = 0.40 = 40%
basic frequency 0.25
The normal maximum number of revolutions between injections is 15.
Act.FE
The actual calculated feed rate is displayed here. The feed rate is calculated
based on the measured lubricator strokes.
ALR XX (abbr. of alarm XX)
Code number for active alarms, where the number ‘XX’ represents the alarm
code. For explanation of the alarm code see the alarm list in Section 5.
3045-0110-0003
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Ang.dE (abbr. of angle deviation)

Description
The Maximum allowable angle difference between the marker signal (TDC sig-
nal) from the encoder (or trigger ring) and the marker signal from the BCU pick-
ups. Only valid when engine is running ahead. Normal value is 2 degrees.
27 (289)
3045-0110-0003 MAN Diesel
bAS.FE [S% x sulphur factor] (abbr. basic feed rate)

The basic feed rate is displayed here. ( basic feed rate adjustment is common
for all cylinders)
Co.ALr (abbr. of common alarm)
Manual activation of the MCU common alarm output.

ALCU/x1:1, ALCU x1:2 (MCU/J32:1, MCJ/J32:2), dry contact, normally closed.
Connt (abbr. of connection test)
Connection test menu. Blocked when the engine is running.
diSP (abbr. of display)
Access to display menu ( see F.diSP) Values and parameters are displayed, but
cannot be changed from diSP menu.
F.diSP (abbr. feed rate display menu)
Access to feed rate display menu. Values and parameters related to feed rate
are displayed but cannot be changed.
FE.Adj (abbr. of feed rate adjustment)
Feed rate regulation parameter adjustment menu.
F.hi [g/KWh] (abbr. of feed rate high)
Feed rate setting high limit. The maximum possible feed rate setting on the HMI
panel. The value is a percentage of the basic recommended feed rate setting.
Normal value is 1.7 g/KWh
F.Lo [g/KWh] (abbr. of feed rate low)
Feed rate setting low limit. The minimum possible feed rate setting on the HMI
panel. The value is a percentage of the basic recommended feed rate setting.
Normal value is 0.6 g/KWh
F.rAtE (abbr. of feed rate)
Feed rate setting adjustment. The feed rate is set with respect to the fuel oil sul-
phur content and the chosen sulphur factor based on cylinder lubricating oil BN.
The actual feed rate can be set individually for each cylinder or for all cylinders
at one time with the Set.Al function
3045-0110-0003
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Reference is made to the normal guidelines for cylinder lubrication. (Latest Ser-
Description
vice letter see appendix 4).
NOTE Setting between 0.6-1.7 overrides basic feed rate unless set to OFF
28 (289)
MAN Diesel 3045-0110-0003
F.runi (abbr. running in feed rate)

Running in feed rate. Normal setting is OFF). Normal working range is 0.6-1.7
Setting below 0.6 = OFF.
F.SEt
Feed rate setting menu
F.SCuF [%] (option) (abbr. of feed rate scuffing)
Feed rate increase in case of scuffing. Input for each cylinder on the MCU
board can receive signal from a cylinder liner temperature monitoring system.
If beginning scuffing is detected, a signal can be given and extra lubrication
activated. Please contact MAN B&W if this function is needed. Normal value is
200 %
Fu.OFF [%] Fuel Offset
Adjustment for fuel quality (caloric value / density) and wear of fuel pumps, etc
by fuel index off-set compensation. The actual fuel index should be compared
with engine builder shop test record for fuel index at same mean effective
pressure, and corrected by this fuel off-set adjustment. The fuel offset fac-
tor acts as a gain raising or lowering the index at any given fuel rack position.
Maximal offset is +/-15%. -default value from engine builder 0%.
FPgA (abbr. of fast programmable graphic array)
FPGA software revision number. The IC (Integrated Circuit) (u33) contains the
program for the FPGA. If the FPGA code is updated, a new IC will have to be
installed. The current FPGA software revision is 8.
gEn (abbr. of generator)
Load transmitter calibration menu for engine operating on generator curve ie.
normally only power plant engines. With engine running on generator curve
follow the menu structure at different engine loads and press [ENTER] - The
idle adjustment is done at minimum engine load i.e approx. 3%
hY.dEL [ms] (abbr. of hydraulic delay)
Hydraulic delay (time offset value). The value is inserted to compensate for the
time-delay from the first flank of the feedback signal, until the oil enters the
cylinder through the cylinder liner non-return valves. The longer the hydraulic
delay - the earlier the solenoid valve is activated. The Hydraulic delay is calcu-
lated in the design process and is confirmed by measurements on prototype
engines. A good estimate of the value is 1 ms for each meter pipe length from
3045-0110-0003
the lubricator to the cylinder liner. The value cannot be adjusted individually for
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each cylinder, but is common for all cylinders. Normally values are from 1 to 6
Description
ms.
in.A [mA] (abbr. of index ampere)
Read out of the index transmitter current. The mA signal from the index trans-
mitter without scaling. Used for mechanical adjustment of the index trans-
29 (289)
3045-0110-0003 MAN Diesel
mitter during commissioning. The index transmitter is adjusted to 4.5 mA at

mechanical minimum index and to 19.5 mA at mechanical maximum index. The
adjustment is made on testbed before initial start up.
in.AdJ (abbr. of index adjustment)
Index transmitter adjustment/calibration menu. Accesses the parameters for ei-

ther propeller curve (ProP) or generator curve (gEn).
in.hi [%] (abbr. of index high)
Index transmitter raw calibration value. The index transmitter calibration values
are given as an index low (in.Lo) value and an index high (in.hi) value. These val-
ues are the theoretical index percentages when the pickup gives respectively 4
and 20mA. Estimated values are pre-programmed from MAN B&W, and the sys-
tem is calibrated by means of the (ProP) or (gEn) menus on testbed. The raw
values should only be changed if the automatic calibration in the ProP and
gEn menus, proves insufficient.
The values are normally around -30 to -10 for [in.Lo] and around 125 to 140 for
[in.hi].
in.Lo [%] (abbr. of index low) See in.hi.
init - Basic adjustment of Index transmitter. The adjustment should be approx.

4,5 mA in stop position i.e 0mm and approx 19.5 mA at max fuel index ie. me-
chanical stop screw limiter active.
inJ.AL (abbr. of injection algorithm)
Injection amount algorithm menu. Injection rate calculation can be chosen

in proportion to mean efficient pressure (nneP), rpm (rPnn) or power (Po.). Normal
mode is Po (power proportional).
inJ.oF [°] (abbr. of injection offset)
Injection offset. Angle offset inserted to compensate for small deviations be-
tween the injection angle determined in the design process and the actual crank
angle for injection. The actual crank angle for injection is normally when the first
piston ring passes the oil quill during the upward stroke of the piston. inJ.oF can
be adjusted within +/– 5 °.
The value cannot be adjusted individually for each cylinder, but is common for all
cylinders.
Normal value is 0.
LALXX (abbr. of logged alarm XX)

3045-0110-0003
Logged alarms where the number ‘XX’ represents the alarm code. When an
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alarm is activated, it will appear as both ALRXX and LALXX. The LALXX will
Description
remain after the alarm is gone. For explanation of the alarm code see the alarm
list in Section 5.
To clear a logged alarm press [enter] while the alarm code is displayed. To clear
all logged alarms press [enter] for 5 seconds while one of the alarm codes is
displayed.
30 (289)
MAN Diesel 3045-0110-0003
Lcd X (abbr. of load change dependent X)

Load change dependent extra lubrication status. X indicates the status. When
LCD is active, i.e. when a load change situation occurs, the status changes from
0 (=off) to 1 (=on). The normal hold time is 30 min.
Lcd (abbr. of load change dependent)
Load change dependent extra lubrication parameter adjustment menu. Six pa-
rameters, P1 to P6, can be adjusted. For further explanation see P1 to P6.
L.Cm³- Geometric lubricator volume inclusive hydrualic efficiency
Ltr.hi - Lubricator flow meter in liters
Ltr.lo - Lubricator flow meter in liters
Lubr - Access to setting of lubricator volume and cylinder oil density
MEP [%] (abbr. of mean efficient pressure)
Mean effective pressure percentage (equal to torque percentage and index per-
centage). Scaled read out of the index transmitter input. The value is used for
the amount regulation. When generator curve running the value is equal to the
load percentage. When ideal propeller curve running normal values are: 25 %
load = 40 % MEP, 50 % load = 63 % MEP, 75 % load = 82 % MEP, 100 % load
= 100 % MEP. The value changes according to the propeller margin.
n [rpm] (abbr. of speed)
Engine speed.
nne.Li [%] (abbr. of MEP limit)
Example 1 (propeller curve running):
Desired: Change to RPM dependent lubrication under 25 % load.
Conditions at change point: Load % = 25 % propeller curve ∼ MEP % =

= 40 % ∼ RPM % = 63 %.
MEP% × 100 40% × 100
nne.Li = = = 63%
RPM % 63%
Example 2 (generator curve running):
3045-0110-0003
Desired: Change to RPM dependent lubrication under 25 % load.

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Description
Conditions at change point: Load % = 25 % generator curve ∼ MEP % =

= 25 % ∼ RPM % = 100 %.
MEP % × 100 25% × 100

nne.Li = = = 25%
RPM % 100%
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3045-0110-0003 MAN Diesel
MEP relative limit. Only used when inJ.AL is set to nnep. Minimum relative re-
duction percentage for the MEP dependent amount regulation. The parameter
is used for defining the level where the algorithm changes from MEP dependent
regulation to RPM dependent regulation. The parameter is relative i.e. the load
point of change is independent of the feed rate setting.
nor.hi [%] (abbr. of normal high)
Upper limit for automatic extra lubrication (LCD) i.e. (basic feed rate / 1.1 g/kwh)
* 100 * LCD factor will be limited by normal high setting 200% (2.2 g/kwh). Nor-
mally disabled by setting parameter to 199
n.PrL (abbr. of number prelubrications)
Number of prelubrications. Number of prelubrication sequences carried out when

signal is given to ALCU/X1:25, ALCU/X1:26 (MCU/J30:7, M CU/J30:8) or [PRE-
LUB.] button in HMI panel is pressed. Only active when the engine stopped.
Normal value is 12.
oiL.d [ g/cm³] - Typical value at 45 C = 0.92 g/cm³
P.1 (abbr. of parameter 1)
LCD mode. The following modes can be chosen:
oFF Off Permanent off - e.g. used for testing

on On Permanent on - e.g. used for testing
int. Internal All functions controlled internally by ALCU, based on index de-
viation.
E.FL External Start and duration is controlled externally by binary input from
flag governor. Only amount is controlled by ALCU. Dry contact from
governor to ALCU/X2:1, ALCU/X2:2 (MCU/ J30:3, MCU/J30:4)
E.Sig External Start is controlled externally by binary input from governor.
signal Duration and amount are controlled by ALCU. Dry contact from
governor to ALCU/X2:1, ALCU/X2:2 (MCU/ J30:3, MCU/J30:4)
tELE.P Telegraph All functions controlled internally by ALCU based on analogue
position input from governor proportional to telegraph handle position.
4-20 mA signal from governor to ALCU/ X1:33, ALCU/X1:34
(MCU/J40:1, MCU/J40:3) Used in case of mechanical gover-
nor.
Normal mode is E.FL.
P.2 [%] (abbr. of parameter 2)
LCD deviation percentage. Used only when P.1 is set to int. or tELE.P. To acti-
3045-0110-0003
vate LCD, the index (or telegraph position in case of tELE.P mode) must change
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more than the LCD deviation percentage (P.2) within the reset time (P.3).
Description
Normal value is 10 % in case of internal mode (int.). Normal value in telegraph

position mode (tELE.P) is 2 % or a sufficient value to insure that the smallest
step on the telegraph handle (e.g. dead slow to slow) releases LCD.
32 (289)
MAN Diesel 3045-0110-0003
P.3 [sec.] (abbr. of parameter 3)

Average time or more correct: reset time. Used only when P.1 is set to int. or
tELE.P. To activate LCD, the index (or telegraph position in case of tELE.P
mode) must change more than LCD deviation percentage (P.2) within the reset
time (P.3). Normal value is 10 sec.
P.4 [min.] (abbr. of parameter 4)
Holding time. Used only when P.1 is set to int., E.Sig, or tELE.P. When the LCD
function is activated, it will remain active for a period of the holding time (P.4).
Normal value is 30 min.
LCD factor. When LCD is active the feed rate setting for each cylinder multiplied
by the LCD factor (P.5). When the LCD function is active, the injection algorithm
(inJ.AL) is set to RPM (rPnn). Default value is 125 %.
Telegraph signal scale (used in tELE.P mode only). Scale factor for the mA input
to terminals ALCU/X1:33, ALCU/X1:34 (MCU/J40:1, MCU/J40:3).
Examples:
1) If 4-20 mA corresponds to 0-100 % RPM, the value of P.6 should be 100 %.
2) If 4-20 mA corresponds to -100 to 100 % RPM, the value of P.6 should be
200%: Normal value is 100 %.
Par (abbr. of parameter) (in diSP menu) (for MAN B&W service engineers)
‘Raw’ read out of all setup parameter values. The parameters are numbered 1
through 196. Please contact MAN B&W for further information.
Par (abbr. of parameter) (in SEtuP menu) (for MAN B&W service engineers)Raw’
adjustment of setup parameters. The parameters are numbered 1 through 196.
Please contact MAN B& W for further information.
Adjusting the values in the “Par” menu may cause damage to the engine and
should ONLY be done by authorised personnel.
CAUTION
The menu is entered in the following way:
1. Navigate through the SEtuP menu until Par is displayed on the HMI
panel.
2. Press [enter] - the system will respond PASS.

3045-0110-0003
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3. Enter the password sequence: [esc] [p] [q] [enter]

Description
4. Press ““p q”” to select parameter number.
Par.Ch (abbr. of parameter check)
MCU parameter check sum.
33 (289)
3045-0110-0003 MAN Diesel
PASS (abbr. of password)
Password required. The menu you wish to enter is password protected to pre-
vent access. The password for the SEtuP menu is = [p] [q] [esc] [enter]
The password for the Par sub menu in the SEtuP menu is = [esc] [p] [q] [enter]
Pmcr (KW) Total engine power in KW
Po.Li [%] (abbr. of power limit)
Power relative limit. Only used when inJ.AL is set to Po. Minimum relative re-
duction percentage for the power dependent amount regulation. The parameter
is used for defining the level where the algorithm changes from power depen-
dent regulation to RPM dependent regulation. The parameter is relative, i.e. the
load point of change is independent of the feed rate setting.Normal value is 40
%.
Example 1 (propeller curve running):
Desired: Change to MEP dependent lubrication under 25 % load.
Conditions at change point:

Load % = 25 % propeller curve ∼ MEP % = 40 % ∼ RPM % = 63 %.
Load % × 100 25% ×100

Po.Li = = = 40%
RPM % 63%
Example 2 (generator curve running):
Desired: Change to MEP dependent lubrication under 25 % load.
Conditions at change point:

Load % = 25 % generator curve ∼ MEP % = 25 % ∼ RPM % = 100 %.
Load % × 100 25% × 100

Po. Li = = = 25%
RPM % 100%
pOil [bar] (abbr. of oil pressure)
Booster pump pressure.

Normal value is 40-50 bar.
Alarm level is 35 bar
3045-0110-0003
ProP (abbr. of propeller)

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Description
Load transmitter calibration menu for engine operating on propeller curve i.e.
normally all vessels. With engine running on testbed on propeller curve follow
the menu structure at different engine loads and press “Enter” – The Idle adjust-
ment is done at minimum engine speed i.e. approx. 30% rpm
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MAN Diesel 3045-0110-0003
Pu (abbr. of pump)

Booster pump adjustment menu. The following parameters can be adjusted:
Pu.SEt, Pu.dEF, Pu.int. For details see the respective parameter
Pu.dEF (abbr. of pump default)
Default pump selection. Used only when Pu.SEt is set to backup mode. If e.g.
P1 is chosen, pump no. 2 will only start in case of low pressure alarm. The de-
fault pump can also be chosen by “short cut” from the HMI panel by pressing
[esc] and [pump1] or [pump2] simultaneously.
Pu.int [hour] (abbr. of pump interval)
Pump interval time. Used only when Pu.SEt is set to Auto mode. After an inter-
val of Pu.int the master pump is automatically changed from pump 1 to 2 and
vice versa.
Normal value is 12.
Pu.SEt (abbr. of pump setup)
Pump mode setup. backup or Auto mode can be chosen. In backup mode the
master pump is selected manually by the operator by pressing [esc] and [pump X]
on the HMI panel. In Auto mode the master pump changes automatically after
an interval of Pu.int.
Normal value is backup.
r XXX (abbr. of rate xxx)
Strokes per minute. Read out of total number of lubricator strokes per minute for
the whole engine. The number is the average over one minute. The instant feed
rate can be calculated based on total strokes per minute.
Example:
Lubricator volume (compensated for volumetric efficiency 0.97) = 1.8 cm

3
(The value can be found on page 2 of the setup document enclosed with the
ALCU unit)
oil density = 0.94 kg/l
power = 70000 kw
r XXX = strokes per minute = 462
Feed rate [g/kwh] =

[ ] [
rXXX[stroke/min]× lubricator volume cm3 × oil density g/cm3 × 60 ]
power [kw ]
3045-0110-0003
Feed rate [g/kwh] =

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Description
[ ] [
462 [stroke/min] × 1.8 cm 3 × 0.94 g/cm 3 × 60 ]
= 0.65[g/kwh]
70000 [kw]
Please note that a much more accurate calculation can be made using
the Str.hi and Str.Lo in the diSP menu.
35 (289)
3045-0110-0003 MAN Diesel
rE.inj [revolutions] (abbr. of revolutions/injection)
Revolutions per injection. The number of revolutions between oil injections on a

cylinder at 100 % load, 100 % rpm and 100 % feed rate setting. The parameter
has to be changed if the recommended basic setting of cylinder oil feed rate is
changed. Reference is made to our general guidelines for cylinder lubrication
and service letters.
Normal values are 2 to 6.
r.run [rpm] (abbr. of rpm run)
Rpm run. Engine run detection limit. When the engines rpm is above r.run, lu-
brication will start and when rpm is below r.run lubrication will stop.
Please note that the parameter influences the alarm delays for the tacho sys-
tem and should therefore not be changed without consideration. Default value
is 8 rpm.
Ser.hi [%] (abbr. of service high)
Feed rate setting max. normal service. Only used when inJ.AL is set to nneP
or Po. If the feed rate is set above Ser.hi - the feed rate is set over the limit for
normal service lubrication. A feed rate setting over the limit for normal service
lubrication is per definition “manual extra lubrication”, i.e. used for breaking-in
new liners and rings. The feed rate calculation algorithm is therefore changed
to RPM dependent, disregarding the setting of inJ.AL. (Reference is made to
the guidelines for cylinder lubrication and service letters).
Normal value is 200 %. Normally disabled by setting parameter to 199
SEtuP (abbr. of setup)
Setup menu. Values and parameters can be changed in the SEtuP menu. The
menu is password protected to prevent access.
The menu is entered in the following way:
1. Navigate through the menu level until SEtuP is shown in the display.
2. Press [enter] the system will respond PASS.
3. Enter the password sequence: [p] [q] [esc] [enter]
4. Press ““p q”” to select the parameter you want to adjust.
S.FACt [ g/kWh x S%] - Basic sulpur factor. The standard and Running -in
(Phase 1 and Phase 2) ACC factor is set here.
3045-0110-0003
Reference is made to the normal guidelines for cylinder lubrication (Latest ser-
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vice letter and Appendix 4 of this manual)

Description
Sof.Ch - MCU software checksum
36 (289)
MAN Diesel 3045-0110-0003

SoFt (abbr. of software)
MCU software revision number.

The current MCU software revision is 2.5
Sol.t (abbr. of solenoid valve test)
Solenoid valve test - Manual activation of solenoid valves. Blocked when the en-
gine is running.
Each solenoid valve can be activated in the following way:
1. Enter the Sol.t menu
2. Choose the lubricator number by pressing the [p] and [q] key.
3. Select the lubricator by pressing [enter].
4. Press [p] to set lubricator on, press [q] to set lubricator off.
S.Pct - Fuel oil sulphur content. The actual fuel oil sulphur content is set here.
Str.hi [strokes* 10 5] (abbr. of stroke high) (in diSP menu)
Total lubricator stroke counter. The total number of solenoid valve activations
during the lifetime of the engine. The Str.hi menu shows the values from 105 to
109. The Str.Lo shows the values from 1 to 105.
The feed rate can be calculated based on the change of Str.Lo and Str.hi over
a period of time.
Example:
Lubricator volume (compensated for volumetric efficiency.) = 1.8 cm

3
(The value can be found on page 2 of the setup document enclosed with the
ALCU unit)
oil density = 0.94 kg/l
power = 70000 kw
Measurements at time = 00:00

Str.Lo = 11111
Str.hi = 12345
Measurements at time = 01:00

Str.Lo = 44444
Str.hi = 12345
Feed rate [g/kwh] =

3045-0110-0003
(total stroke 2 - total stroke 1) × lubricator volume [cm 3 ] × oil density[g/cm3 ]

power [kw] × .(time 2 - time 1 [hour])
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Description
Feed rate [g/kwh] =
(1234544444 - 1234511111) × 1.8 [cm 3 ]× 0.94[g/cm 3 ]

70000 [kw] × .(01:00- 00:00 [hour])
= 0.81 g/kwh [ ]
37 (289)
3045-0110-0003 MAN Diesel
Str.hi [strokes* 10 5] (abbr. of stroke high) (in SEtuP menu)
Total lubricator stroke counter. Adjustment of total stroke counter in case of i.e.
change of MCU board, etc.
Str.Lo [strokes] (abbr. of stroke low) (in diSP menu)
See Str.hi (in diSP menu)Str.Lo [strokes] (abbr. of stroke low) (in SEtuP menu)
t.dLy [ms] (abbr. of time delay)
Activation delay time. On line measurement of the time from activation of sole-
noid valve to the first flank of the feedback signal, used for automatic compen-
sation of timing of the solenoid valve activation.
The delay can also be used for trouble shooting by observing if the delay time
deviates on a lubricator.
tEcH (abbr. of technical)
Technical parameters. Sub menu in diSP menu containing the menu items,
which are not used for normal operation.
For explanation of their functionality see SoFt, SoFt.ch, FPgA, Par.Ch and Par.
ti.Adj (abbr. of timing adjustment)
Injection timing adjustment menu. Used during commissioning.

For further explanation see hY.dEL and inJ.oF.
toil [°C] (abbr. of temperature oil)
Booster pump suction tank oil temperature.

Normal value is 40 to 60 °C.
Alarm level is 70 °C.
vALue (abbr. of value)
Manual correction of electrical values – It is possible to read and modify these

end points of the index scaling. If the mechanical end stops are moved or
change this might the needed. The lowest allowed signal is 4 mAmp and highest
allowed signal is 20 mAmp. The default values are 7 mAmp and 16.5 mAmp.
XXX
Display of a number.
3045-0110-0003
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Description
38 (289)
MAN Diesel 3045-0110-0003
3.2.13 Check and adjustment of index transmitter

The following guidelines are relevant for the adjustment or replacement of the
index transmitter on engines in service.
Adjustment of Adjust the index transmitter electrically until:

index transmitter The minimum index from the engine side control console corresponds to 4.5mA.
The maximum index from the engine side control console corresponds to
19.5mA.
See Testbed Commissioning Procedure on page 129.
Adjust the fuel rack on the engine side control console to an index correspond-
ing to 50% load at testbed conditions 120
Calibration of index (relevant values can be found in the Engine speed
signal shoptest report). 120

Index
Navigate, via the HMI panel, to the In- 100 bar
dex Adjustment menu. Oil pressure
Choose either the generator curve or °C rpm

the propeller curve, depending on the Deg. %
measurements obtained on the test- Min. bar
bed. Oil pressure low
Index failure
Mark/trig failure
Select 50% in the Menu, and press Feedback failure
[ENTER]. Common alarm
S90321-0021
LAMPTEST ESC ENTER

When the propeller curve and 50%
NOTE are selected, and enter is pressed, the PUMP 1 PUMP 2 PRELUB.
index reading will be: 63%
Adjust the fuel rack on the engine side control console to an index correspond-
ing to 100% load at testbed condition (relevant values can be found in the shop-
test report).
Navigate, via the HMI panel, to the Index Adjustment menu. Choose either the
generator curve or the propeller curve, depending on the measurements ob-
tained on the testbed.
Select 100% in the Menu, and press [ENTER]. The index transmitter has now
been adjusted.
Password
S90321-0022
3045-0110-0003
(Password)
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Description
These settings are only 100% valid when running on diesel oil. When running on heavy
NOTE fuel there can be a minor offset, which can be compensated for by adjusting the me-
chanical connection from the fuel rack to the index transmitter.
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3.3 MCU setup

3.3.1 Dip switches Two blocks with each 8 dip switches are available on the MCU board, SW 0
for MCU and SW 1. The MCU DIP switches must be set correctly prior to starting the up-
load of application. The DIP Switches set the bootloader baud rate for the MCU.
DIP SW0
Hardware Reset
9 pole SUB-D J51
DIP SW1
The first DIP switch SW0 is located at the left side of the MCU.
This switch must be set as the picture/table below indicates: Next to the DIP
switch the hardware reset button can be seen.
SW0
1 Brown ON
2 Red ON
3 Orange ON
4 Yellow ON
3045-0110-0003
5 Green ON
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6 Blue OFF
Description
7 Magenta ON
8 Gray ON
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MAN Diesel 3045-0110-0003
The second DIP switch SW1 is located on the top of the MCU, where all the

other connections are made.
This switch must be set as the picture/table below indicates:
SW1
1 OFF
2 OFF
3 OFF
4 OFF
5 OFF
6 OFF
7 OFF
8 OFF
3.3.2 Hardware Interface
RS232 link The download of program code is done through a standard RS232 null-modem
cable.
On the MCU use the 9 pole SUB-D male connector J51.
The baud rate on the serial link is 38400 baud, which the VT100 terminal RS232
interface must be able to handle.
Cable & connectors A single standard null-modem cable is required in order to connect the VT100
terminal to the unit. The cable must hold a 9 pole SUB-D female connector in
one end and an appropriate connector to the VT100 terminal – normally either 9
or 25 pole SUB-D female.
If a standard cable is not available a cable can be made by you. Only three wires
are required to make up a usable null-modem cable. However if the cable is very
long (> 5 meters) shielded cable of reasonable quality should be used.
Null-modem cable 9 pole to 9 pole connector:
Pin 2  Pin 3
Pin 3  Pin 2
Pin 5  Pin 5
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3.3.3 V T100 program requirements and setup

Terminal A standard VT100 terminal is required. This may be any standard terminal soft-
requirements ware which is able to fulfil the following requirements:
• synchronous communication at 38400 baud.

A
• V T100 terminal emulation
• XMODEM protocol.
• T he XMODEM protocol should be able to handle retransmissions. However
this is not a requirement.
One example of such a program is the standard “HyperTerminal” supplied with

all versions of MS-Windows. The usage and setup of this program is described
in the following chapter.
Many other adequate programs are available in both commercial and shareware
versions.
HyperTerminal Before using HyperTerminal please check the program date which must be dat-
setup ed 1998 or later. Previous versions of HyperTerminal have a bug in the Xmodem
protocol.
To setup the HyperTerminal follow these simple steps:
1. Start the program “HyperTerminal”

2. Select Page -> Properties:
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Description
3. Select the appropriate communication port on the scroll-box “Connect

using”.
4. Press the “Configure” button.
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MAN Diesel 3045-0110-0003

5. Select the following port settings:
• Bits per second (baud rate): 38400

• Data bits: 8
• parity: None
• Stop bits: 1
• Flow control: none
6. Optionally the setup may now be saved as a file in order to reload the
setup at a later time.
Now you will be ready to use Bootloader.
Connecting two PCs to each other through the null-modem cable may test the
VT100 terminal setup. If the setup is correct it will be possible to write messages
between the two terminals/PCs.
3.3.4 Upload of The PC is connected to the MCU by means of the RS 232 serial cable, and the
MCU basic pro- VT100 terminal is started. As explained in the previous sections.
gram
Power up the MCU or reset it by using the hardware reset button. Dependent on
the state of the MCU continue with section ( MCU without application) or ( MCU
with application).
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MCU without If the MCU has not previously been programmed the VT100 terminal looks like
application this when the MCU starts up: Type password “manbw” and press return this will
enter the Bootloader MainMenu
MCU with If the MCU already contains software but this software has to be updated with a
application new version the password must be entered at the correct time during the start
up sequence.
When the service terminal prints “CODELOAD Password:“ it waits a few seconds
before continuing. At this moment type “manbw” and press return. This will en-
ter the Bootloader MainMenu.
Press the hardware reset button to try again if not successful at first
Type password now to enter Bootloader MainMenu

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Description
Press hardware reset button to try again or type password to

enter Alpha Lubricator MainMenu
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MAN Diesel 3045-0110-0003
Uploading application from Bootloader MainMenu

Now the MCU should be in the “Bootloader, MainMenu” and the VT100 terminal
should look like the picture below.
If it doesn’t look like the picture but the first line is: ”MainMenu for AlphaLubrcator”
the password was typed to late in the start up sequence. Please press the hard-
ware reset button and try entering the Bootloader MainMenu again.
To start downloading a new program to the MCU select ”Download new applica-
tion program (binary)” with the arrow and press return.
Before proceeding make sure that you have

NOTE the new application *.bin file ready!
If you have the new application ready press return to confirm that the current
program in the MCU will be erased and a new application uploaded
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Wait for the current application to be erased from flash. When the text
“Send application program using XMODEM..“ is displayed the MCU is ready to re-
ceive the new application
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On HyperTerminal the transfer is started by selecting: “Transfer -> Send File” to

send a file: Be sure to select the correct protocol: “Xmodem”.
Type in the name of the file to be uploaded, and press “Send”.
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A window showing transfer statistics will now appear, the file transfer takes sev-
eral minutes:
When the transfer has ended, the MCU will calculate a checksum of the file
received and compare it against a checksum within the received file together
with file length. If correct the MCU will program the FLASH and reboot without
further notice.
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Verifying MCU
software version Verify that the programming of the MCU was successful by reading the soft-
ware version number shown in the menu. This is viewed by typing the password
“manbw” when the start up sequence has ended. This will enter the Alpha Lubri-
cator MainMenu. From this menu select “Revision Menu”.
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Description
The current software version number is printed at the top: “Software Rev”
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3.3.5 Upload MCU The PC is connected to the MCU by means of the RS 232 serial cable, and the
set-up file Vt100 terminal is started.
From the Alpha Lubricator menu, press [1] (Transfer of setup data), followed by
[1] (Upload setup file). A capital C will start moving from left to right, indicating
the time remaining for uploading of set-up file. If the file is not uploaded suc-
cessfully the first time, just try again. This is not critical.
In the VT100 terminal, select menu item [Transfer] followed by [Send File], then
browse until you have found the correct setup file on your PC. Select the file and
press [Send].
When the file is transferred, ignore the command “Type password”, which is dis-
played for a few seconds. Press [Y]. Now the new configuration parameters are
uploaded.
Interrupt the 24DC volt power supply. The green light will turn on and the MCU
is ready for operation.
If the MCU set-up file generated by the set-up program does not match the
basic MCU program, the VT100 terminal will display an error message and the
MCU will load the default set-up file.
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The remedy for this is to download the default set-up file from the MCU to your
Description
PC and manually change the displayed parameters for this specific file to match
the originally generated parameters. Save the new set-up file on your PC and
upload it to the MCU.
If the MCU is not able to receive the set-up file, turn to the VT100 menu 9 (MBD
Development menu) in order to reset RAM.
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3.3.6 MCU LED On the MCU a main LED is positioned in the upper left corner. The status of the
Information unit is given as follows:
Red/green flashing: The MCU basic program file is not loaded. Green flashing:
MCU set-up file is not loaded. Green light: Normal condition. Red light: Alarm
condition
3.3.7 Read-out of The HMI panel facilitates a menu that enables the use of read-out of all set-up
raw parameters in parameters. This feature might be helpful when troubleshooting the system.
HMI panel To read-out the raw parameter, follow the instruction below:
Navigate through the menu as follows:
Menu Navigation - Display Menu
Par
diSP
tEcH
Press [ p ] or [ q ] to display the parameter number. When the requested param-

eter number is displayed, press [enter]. The parameter value is displayed.
To view a new parameter number, press [esc] until the parameter number is dis-
played again. Press [ p ] or [ q ] to select a different parameter. To return to the
RPM read-out, press [esc] four times.
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MAN Diesel 3045-0110-0003
3.4 MCU Index scaling improvement

Improved index (% MEP) calibration of the Alpha Lubricator mkII
3.4.1 Initialization
3.4.2 Calibration of load points
3.4.3 Adjustment of endpoints
3.4.4 Fuel Offset factor
3.4.5 Involved Parameters
Calibration of the mA reading from the fuel rack at fixed engine loads should be
done at test bed.
Depending on whether the engine is driving a propeller or a generator the load

relates to the different Index values. The following illustrations are shown for an
engine driving a propeller.
In the following sections index % below zero is discussed, it is important to note

that the index will never go below zero when operating the Alpha Lubricator.
In order to obtain the correct slope towards zero it is acceptable to have index
% below zero in the calibration values.
3.4.1 Initialization Initialization is carried out to ensure that all the calibration points are evenly
spaced between the mechanical end stops, and that the end stops are defined
correctly. This ensures that calibration will run problem free.
• Initialization must always be made with stopped engine.

• Initialization must always be made before calibration.
• Initialization overwrites the current calibration points.
Steps 1. The Index transmitter must be adjusted to give approx. 4,5 and 19,5 mA. at
0 mm. and maximum possible index. Access the index transmitter adjust-
ment menu on the HMI panel as described in the Testbed Commissioning
Procedure page 129. (See also page 24 and 30 for more information.)
2. Adjust Index to 0 mm: SEtuP In.Adj ProP or gEninit in.Lodone
3. Adjust Index to max: SEtuP In.Adj ProP or gEn init in.hidone

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When the mechanical stops are adjusted correctly and the initialization is made
for either propeller running or generator, the values in between are calculated.
The values are shown below.
Propeller Generator
Load % Index% mA Index % mA

Mech. min 0* 4,5* 0 4,5
0 (idle) 5* 7,00* 5 7,00
25 40* 10,50* 25 9,00
50 63* 12,80* 50 11,50
75 82,5* 14,75* 75 14,00
100 100* 16,50* 100 15,50
mech. max 130* 19,50* 130 19,50
* Default values
Initial calibration data

140,0
120,0
100,0
80,0
Index [%MEP]
60,0
40,0
20,0
0,0
4,00 6,00 8,00 10,00 12,00 14,00 16,00 18,00 20,00
-20,0
-40,0
Fuel rack position [mA]
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3.4.2 Calibration of

The calibration is made at 5 fixed load points. This is preferably done at testbed
load points
but if this is not possible then the testbed fuel rack measurements are to be
used.
The following is shown for an engine running propeller mode.
Steps 1. Adjust engine load to 0% (Engine running at idle)
2. SEtuP  In.AdJ  ProP  idle  done
3. Adjust engine load to 25%
4. SEtuP In.AdJ  ProP  25% done
6. SEtuP In.AdJ  ProP  50%done
8. SEtuP  In.AdJ  ProP  75%  done
9. Adjust engine load to 100% (Engine running at MCR)
10. SEtuP  In.AdJ  ProP  100% done
Calibrated index scaling may look like the illustration below
Calibrated values
140,0
120,0
100,0
80,0
Index [%MEP]
60,0
40,0
20,0
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0,0
Description
4,00 6,00 8,00 10,00 12,00 14,00 16,00 18,00 20,00

-20,0
-40,0
Fuel rack position [mA]
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3.4.3 Adjustment of
It is possible to read and modify the end points of the index scaling. If the me-
endpoints
chanical end stops are moved, this may be necessary.
Only the mA value is changeable.

Reading / changing the values are done viathe Index adjustment menu onthe
HMI as follows:
SEtuP  In.AdJ  vALuE  in.Lo / in.hi up/down modifies ± 0,01mA
The first point is changeable
• From 4 mA (the lowest allowed signal level)

• Up to the idle calibration value (default this is 7 mA.)
The last point is changeable
• From the 100% calibration value (default this is16,5 mA.)

• Up to 20 mA. (the highest allowed signal level)
The illustration below shows these limits. As it is seen it might be a good idea to
make a complete initialization and calibration if the end values get close to the
calibrated values.
End point adjustment

140,0
120,0
100,0
80,0
Index [%MEP]
60,0
40,0
20,0
0,0
4,00 6,00 8,00 10,00 12,00 14,00 16,00 18,00 20,00
-20,0
-40,0
Fuel rack position [m A]
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MAN Diesel 3045-0110-0003
3.4.4 Fuel Offset

factor It is now possible to adjust the fuel quality in the range of ±15%. The adjust-
ments are made to the Index calculated on basis of the calibration values.
The illustration below shows how the Fuel Offset Factor acts as a gain raising
or lowering the index at a given fuel rack position.
The Fuel Offset Factor is modified via HMI:
Menu Navigation - Fuel Offset factor

Up/down modifies ± 0,1%
S-Pct
S.FACt xxx
to change
F.runi ENTER to save
Fu.oFF
F.rAtE
F.SEt
3.4.5 Involved The calibration values are saved in the parameter file. In total 14 parameters are
Parameters used.
C_IndexCurrent[0..6]:
• Values contain the mA values at the fixed load points (0, 5, 25, 50, 75,
100,130)%
• mA. values x100 thus 4,54 mA is represented by 454.
• All values must be greater than 4,00 mA
• All values must be smaller than 20,00 mA
• Values must be ascending, IndexCurrent[i]<IndexCurrent[i+1].
C_IndexPercent[0..6]:
• Values contain the Index % at the fixed load points (0, 5, 25, 50, 75,
100,130)%
• Index % values x10, thus 82,5% is represented by 825.
• All values must be greater than -20%
• All values must be smaller than 130 %
• Values must be ascending, IndexPercent[i]<IndexPercent[i+1].
The parameter has to be consistent; they must be ascending and within limits.
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• This is verified during calibration of each load point. If the value is not be-
Description
tween the previous and the following it is neglected and error is indicated at
HMI.
• When a parameter file is read the values are also verified and if not consis-
tent the complete parameter set is discarded. The invalid parameter is iden-
tified by the line number.
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OFF
1 2 4 8 2 4 8 16
3045-0110-0003 3) MAN Diesel

ON
1 2 3 4 5 6 7 8 SW 3 10)
4. Configuration of BCU
OFF
Two dip switches, SW1 and SW2, 1 are placed
2 4 8 2in the
4 upper
8 16 left corner of the BCU
board. These dip switches are used to configure the BCU, see below in Items
4.1 to 4.6. (See also Appendix 6).
4)
ON
4.1 Injection rate
Injection rate for the BCU is set1on 2the3dip4switches
5 6 7SW1
8 positions
SW 3 1 - 4, as a
with BCU in control
binary value.
OFF
Examples:
1 2 4 8 2 4 8 16
If SW1.1-2 is ON and SW1.3-4 is OFF, the injection rate will be 3 rev/injection.
5)
ON
1 2 3 4 5 6 7 8 SW 1
3 rev/ inj
OFF
1 2 4 8 2 4 8 16
4.2 Detection
rate (BCU take The lowest injection rate the MCU can perform before the BCU takes over, is set
on the dip switches SW1 positions 5-8, as a binary value.
over from MCU)
Examples:
If SW1.6 and SW1.8 are ON and SW1.5 and SW1.7 are OFF, the lowest injection
rate is 20 rev/injection for the MCU before BCU will take over control.
Example: 38400 Baud 6)
ON ON
1 2 3 4 5 6 7 8 SW 1 1 2 3 4 5 6 7 8 SW 1
Example: 38400 Baud 20 rev/ inj6)
OFF
ON OFF
ON
1 2 4 8 2 4 8 16 1 2 4 8 2 4 8 16
1 2 3 4 5 6 7 8 SW 1 1 2 3 4 5 6 7 8 SW 1
4.3 Number of The number of cylinders
cylinders for theOFF binary value. 7) for the specific engine is set on SW2
OFF
positions 1-4, as a
1 2 4 8engine
2 4 8 16 ON 1 2 4 8 2 4 8 16 ON
1 2 3 4 5 6 7 8 SW 1 1 2 3 4 5 6 7 8 SW 2
7)
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OFF
ON OFF
ON
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1 2 4 8 2 4 8 16 1 2 4 8 2 4 8 16
SW 1 SW 2
Description
1 2 3 4 5 6 7 8 eg. 7 cyl. 1 2 3 4 5 6 7 8
ON
OFF 8) OFF
1
1 2
2 4
3 8
4 2
5 4
6 8
7 16
8 SW 2 1 2 4 8 2 4 8 16
ON
OFF
ON 1 2 3 4 5 6 7 8 SW 2
1 2 4 8 2 4 8 16 8)
1 2 3 4 5 6 7 8 SW 2 OFF
ON
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OFF 1 2 3 4 5 6 7 8 SW
2.6 2
1
1 2
2 4
3 8
4 2
5 4
6 8
7 16
8 SW 3
9) OFF
e: 38400 Baud 7)
6)
ON
ON ON
ON
4
4 5
5 6
6 7
7 8
8 SW 1 1
1 2
2 3
3 4
4 5
5 6
6 7
7 8
8 SW 2
1
MAN Diesel
OFF OFF
3045-0110-0003
OFF OFF
8 2
8 2 4
4 8 16
8 16 1
1 2 4
2 4 8 2
8 2 4
4 8 16
8 16
4.4 BCU board The revision number of the printed circuit board is set on SW2.6.

revision
ON
e: 38400 Baud 7)
8)
6)
4 5 6 7 8 SW 2
ON
ON ON
ON
4
4 5
5 6
6 7
7 8
8 SW
SW
OFF 1
1 1
1 2
2 3
3 4
4 5
5 6
6 7
7 8
8 SW
SW 2
1
8 2 4 8 16
OFF
OFF OFF
OFF
8
8 2
2 4
4 8 16
8 16 ON 1
1 2
2 4
4 8
8 2 4
4 8
8 16
16
2.6
4 5 6 7 8 SW 3
ON
7)
8)
9)
4 5 6 7 8 SW
OFF 2 For installations with revision B, SW2.6 must be OFF.
ON For other installations SW2.6 must be ON. ON
8 2 4 8 16
The revision is printed on top of the board below the MAN B&W logo,
4 5 6 7 8 SW
OFF 1 as “BCU-250-X” where 1
1 22X is3
3 the4 5
5 6 6 7
4 revision. 7 8
8 SW 2
8 2 4 8 16
OFF OFF
8 2 4 8 4.5
16 Slow
ON down 1 switch
The slow down output 2 4 (BCU
8 2 terminal
4 8 16J8.3, 4) is NC(normally closed) if
output 2.6
2.7
SW2.7 is ON and NO (normally open) if SW2.7 is OFF.
ON
4 5 6 7 8 SW
ON 3
4 5 6 7 8 SW 3 10)
8)
9)
4 5 6 7 8 SW 2
OFF ON
ON
8 2 4 8 16 OFF
8 2 4 8 16 OFF 1
1 2
2 3
3 4
4 5
5 6
6 7
7 8
8 SW
SW 2
2
8 2 4 8 16
OFF
OFF
ON 1
1 2
2 4
4 8
8 2
2 4
4 8
8 16
16
ON 2.8
2.6
2.7
ON
4 5 6 7 8 SW 3
4
4
5
5
6
6
7
7
8
8
SW
SW 3
3 The output10)
9)is connected in parrallel with slow-down output from MCU. The MCU
OFF slow-down output is non-configurable, always NO.ON Consequently the BCU slow-
ON
8 2 4 8 16 OFF
OFF down output must also be NO, i.e. SW2.7 OFF.
8
8 2
2 4
4 8
8 16
16 1
1 2
2 3
3 4
4 5
5 6
6 7
7 8
8 SW
SW 2
2
4.6 Number of
lubricators he number of lubricators for each cylinder is setOFF
on SW2.8.
OFF
For installations with1one lubricator on each cylinder SW2.8 must be ON.
ON 1 22 4 4 8 8 22 44 8 8 16
16
ON For installations with two lubricators on each cylinder
2.7 SW2.8 must be OFF
2.8
ON
4 5 6 7 8 SW 1
4
4
5
5
6
6
7
7
8
8
SW
SW 3
3 10)
OFF ON
8 2 4 8 16 OFF
OFF
8
8 2
2 4
4 8
8 16
16 1 2 3 4 5 6 7 8 SW 2
OFF
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1 2 4 8 2 4 8 16
ON 2.8
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ON
Description
4 5 6 7 8 SW 1
4 5 6 7 8 SW 3
OFF
8 2 4 8 16 OFF
8 2 4 8 16
ON
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4 5 6 7 8 SW 1
3045-0110-0003 MAN Diesel
4.7 Upload of BCU To identify the component, see Document: ASD244-4090.

basic program
1. Connect a NULL-MODEM cable between the PC and BCU (J27)]
2. Connect the BCU to a suitable power supply (24V and minimum 2A)
3. Set Switch (SW3) on the BCU in position “Program Mode”
4. Press [RESET] button (SW4) on the BCU (the LED D50 located in the up
per left corner of the PCB will turn off)
5. The device is now in programming mode (ISP mode)
6. Start the FlashMagic program
7. In the FlashMagic program window part 1 - key in the following data:

COM Port : COM1 (or which ever com port is used)
Baud Rate : 115200
Device : P89C51RD2XX
(processor versions can vary - the version can be read
on the processor itself - U24 on the BCU board)
Oscillator Freq : 22Mhz

Select “Erase all Flash+Security+Clks”

Enter the path/filename of the relevant INTEL hex file to be programmed
into the device, or press the [BROWSE] button to choose the file.
Select “Verify after programming”
Check that “6 clks/cycle” (if present) is NOT selected
11. Press the [START] button
12. In the FlashMagic status line, the following information should appear:
Erasing Device
Programming Device
Verifying
Finished
The BCU has now been programmed
13. When the uploading is completed, set switch SW3 on the BCU back in
position [NORMAL] and interrupt the power supply.
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14. Verification

When the power supply is reconnected, the diode D50 in upper left cor
ner will initially lit constantly green. This verifies that the unit is now pro
grammed with application software. The diode may change to constant
ly red if e.g. external signals are not present.

The actual software revision programmed can be verified by connecting
to the BCU via the Hyper Terminal program.
The hyper terminal communication settings should be:
Baud rate : 57600

Data bits : 8
Parity : None
Stop bits : 1
Flow control : Xon – Xoff

When connected press [esc] and a menu is shown
Press [RN] and the software revision number is shows as below:
Type (SC, SS , SL, UC, US, UL, HH, RN, ES) : Revision Number: 13.11
The [reset] button (SW 4) must not be pressed during normal opera-
CAUTION tion. This will cause “Internal Failure” (Alarm LED #8).
If, by mistake, the [reset] button has been activated and the LED #8 is lit, the er-
ror message can be removed by interrupting the 24V power as follows:
- Remove plug FJ1 on the filter board of the BCU.
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4.8 Programming of BCU microprocessor

The purpose of this instruction is to enable MAN Diesel service and technical
personal, Subcontractors and Licensees to program the microprocessor used
in the MAN Diesel Alpha Lubricator BCU using one of the following processor
types:
P89V51RD2
P89C51RD2
P89C51RD+
Furthermore the purpose is to enable the reader to verify the version of the soft-
ware programmed into a BCU.
4.8.1 Preparation
A single standard null-modem cable is required. The cable must hold a 9 pole
SUB-D female connector in one end and an appropriate connector to the VT100
terminal – normally either 9 or 25 pole SUB-D female. (See chapter 3.3.1 Hard-
ware interface for more information about cable connection)
Disconnect the 24 VDC power supply cables at J1. Connect the null-modem
cable from the PC serial port to the BCU connector J27, leave the power at J1
unplugged.( see drawing of BCU onpage 71 of this manual )
Flash Magic ISP In this document Flash Magic version 5.39.1797 is used (Ref 1). The latest ver-
tool sion of Flash Magic may be download at: http://www.flashmagictool.com/down-
load.html&d=FlashMagic.exe
Flash Magic advanced options may have to be corrected, see Figure 1:
3045-0110-0003
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Description
Figure 1
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MAN Diesel 3045-0110-0003
4.8.2 Determining The ALCU BCU is fabricated with different microprocessor types. The program-

microprocessor ming differs slightly from one type to another. The microprocessor is mounted
type as U24 on the BCU PCB.
An example of one microprocessor type is illustrated in Figure 2. The picture

shows the same microprocessor type produced by Phillips and NXP.
The programming procedure is the same independent of brand.
Figure 2
Left: device from Philips P89VC51RD2FA, Right: Device from NXP P89V51RD2FA
When determining which processor type at hand, pay close attention to the fol-
lowing letters:
P89V51RD2 P89C51RD2 P89C51RD+
4.8.3 Programming It’s assumed that the device has been prepared for flashing and that the Flash
P89V51RD2 Magic advanced settings is as described earlier.
Use the settings displayed in Figure 4 and select the appropriate COM Port and
file to be programmed.
Flashmagic
3045-0110-0003
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Description
Figure 3
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3045-0110-0003 MAN Diesel
Reset device
Figure 4.
Click on the Start button.

When You are prompted to “Reset the device into ISP mode now” (Figure 4): re-
connect power to the BCU at J1.
At this moment Flash Magic transmits a series of ASCII “U” characters. When
these characters are received by the device during its power-up (the first 400
ms.) the device enters ISP mode
The prompt disappears when the programming starts.

If a error message appears asking to lower the baud rate, press ok and start to
try once more. This should start the programming. If the problem persists lower
the baud rate and retry.
In the Flash Magic status line at the bottom, the following information’s will ap-
pear when the programming is started:
• Erasing Device
• Programming Device
• Verifying
• Finished
When Finished is displayed in the bottom line the programming process has
ended.
Disconnect the 24 VDC power supply cables at J1.
The device has now been programmed and verified. Follow instructions in 4.8.6
to verify that the software has the expected revision number.
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Description
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MAN Diesel 3045-0110-0003

P89C51RD2 Magic advanced settings is as described earlier.
Flashmagic
Figure 5
Set SW3 in “program” mode and then click on the Start button.
Reconnect power to the BCU at J1.
If a error message appears asking to lower the baud rate, press ok and start
to try once more. This should start the programming. If the problem persists
lower the baud rate and retry.
• Erasing Device
• Verifying
• Finished
When finished is displayed in the bottom line the programming process has
ended.
Set SW3 back to normal.
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3045-0110-0003 MAN Diesel
P89C51RD+ Magic advanced settings is as described earlier.
Flashmagic
Figure 6
Set SW3 in “program” mode and then click on the Start button.
Reconnect power to the BCU at J1.
If a error message appears asking to lower the baud rate, press ok and start
to try once more. This should start the programming. If the problem persists
lower the baud rate and retry.
• Erasing Device
• Verifying
• Finished
When finished is displayed in the bottom line the programming process has
ended.
Set SW3 back to normal.
3045-0110-0003

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Description
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MAN Diesel 3045-0110-0003
4.8.6 Verifying BCU To verify that the programming of the BCU has been successful, the version

software version number can be read from the BCU service terminal.
Reconnect the null-modem cable at J27.
Reconnect the 24 VDC power supply cables at J1.
The diode D50 in upper left corner should initially be lid constantly green. This
verifies that the unit has been programmed with correct software type.
The diode will change to constantly red afterwards if external signals indicate an
alarm state. This is normal and correct if the BCU is not installed together with a
MCU that is running as well.
A standard VT100 terminal is required. This may be any standard terminal soft-
ware which is able to fulfil the following requirements:
• Asynchronous communication at 57600 baud.

• VT100 terminal emulation
One example of such a program is the standard “HyperTerminal” supplied with

all versions of MS-Windows.
Many other adequate programs are available in both commercial and shareware
versions.
The VT100 terminal should be set up to:
• Baud rate: 57600

• Data bits: 8
• Parity: None
• Stop bits: 1
• Flow control: Xon/Xoff
When connected press [ESC] and a list of options is shown: see Figure 7.
Type “RN” and enter, the software revision number is printed, in this case
13.18.
Figure 7
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Description
Verify that the number is as expected.

Finish by powering off the BCU, remove null-modem cable and switch the power
back on to proceeded with normal operation.
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5. Alpha Lubricator - Alarm Handling and Trouble Shooting Guide

If you encounter difficulties while operating the engine with the Alpha Lubricator
system, this guide will help find and solve some of the problems.
The information in this section will help you with:
5.1 Fuses
5.2 External alarm signals
5.3 MCU - alarm handling and trouble shooting
5.4 BCU alarms
5.5 Emergency running without external trigger signals
5.6 Sequence diagram for alarm handling
5.1 Fuses Schematic drawing of the ALCU power connections are shown in Appendix 2,
page 3.
5.1.1 MCU-Unit Normally, a fuse does not blow without reason. It is therefore important to lo-
cate and correct the problem before normal operation can be restored.
There are two different fuse ratings: 12 Amp and 3 Amp. It is very important to
replace a fuse with one of the correct rating and type.
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MAN Diesel 3045-0110-0003
MCU fuses

The MCU unit has three fuses located on the filter board, as indicated in the
drawing below.
MCU board
FBU board
The designations are F1, F2 and F3.
F1 Main fuse
Fuse F1 is rated 12 Amp and is the main fuse for the MCU unit.
If this fuse is blown, a consumer connected to plugs FJ8, FJ9, FJ11, FJ12, FJ13,
FJ14 may be suspected of overloading the fuse.
Check for shorts by removing the fuse. Connect a multimeter to the right fuse
holder and measure the resistance to the negative terminal of FJ1
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MCU board
FBU board
A measurement below 10 ohm is defined as a short. If the measurement indi-

cates a short, disconnect plugs FJ8 to FJ14 one by one and observe the reading
on the meter.
If the short can be located by this method, continue investigating the problem in
the circuit connected to the suspected plug.
If the reason for the short cannot be found by the procedure described above,
an internal MCU failure may be suspected.
F2 and F3 Fuse F2 is rated at 3 Amp and is the main fuse for the SBU unit when running
MCU mode.
This fuse supplies control power (pump running signal) to the pump station via
the SBU unit when running in MCU mode as well as power to the feedback sen-
sors.
If this fuse is blown, a fault in the pump station wiring or in the connections to
the cylinder intermediate boxes may be suspected.
3045-0110-0003
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In order to check whether the problem is in the pump station or the intermediate
Description
boxes, follow the check procedure below:
Remove fuse F2. Connect a multimeter to the right fuse holder clip, and mea-
sure the resistance to the negative terminal of FJ1 (right terminal). A measure-
ment below 10 ohm is defined as a short.
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MAN Diesel 3045-0110-0003

If the measurement indicates a short, disconnect plug FJ5 on the MCU filter
board (disconnecting the supply to the pump station) and observe the meter
reading. If the short is still present, disconnect the plugs L1 to L14 in the SBU
one by one until the short is located. Investigate the problem further by discon-
necting the plug J1 in the intermediate box and reconnect the suspected plug in
the SBU. If the problem disappears, the short is located in the intermediate box
or the lubricator units.
Fuse F3 is rated at 3 Amp, and is the main fuse for the shaft encoder. If this fuse
is blown, a fault in the encoder connections may be suspected.
5.1.2 BCU-Unit There are two different fuse ratings 12 Amp and 3 Amp. It is very important to re-
place a fuse with one of the correct rating and type.
BCU fuses The BCU unit has three fuses located on the filter board as indicated in the
drawing below.
BCU board Alarm LED
FBU board
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The designations are F1, F2 and F3

Description
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3045-0110-0003 MAN Diesel
F1 Main fuse
Fuse F1 is rated at 12 Amp and is the main fuse for the BCU unit.
If this fuse is blown, a consumer connected to the plugs FJ8, FJ9, FJ11, FJ12,
FJ13, FJ14 may be suspected of overloading the fuse.
Check for shorts by removing the fuse. Connect a multimeter to the right fuse
holder, and measure the resistance to the negative terminal of FJ1.
BCU board Alarm LED
FBU board
A measurement below 10 ohm is defined as a short. If the measurement in-

dicates a short, disconnect plugs FJ8 to FJ14 one by one and observe the
reading on the meter.
If the short can be located by this method, continue investigating the problem
in the circuit connected to the suspected plug.
F2 and F3 The fuse F2 is rated at 3 Amp and is the main fuse for the SBU unit when run-
ning BCU mode. This fuse supplies power to the feedback sensors in BCU
mode as well as power to the pump station.
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If this fuse is blown, a fault in the pump station wiring or in the connections to
Description
the cylinder intermediate boxes might be suspected.
Remove fuse F2. Connect a multimeter to the right fuse holder clip, and mea-
sure the resistance to the negative terminal of FJ1 (right terminal). A measure-
ment below 10 ohm is defined as a short.
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MAN Diesel 3045-0110-0003

If the measurement indicates a short, disconnect plug FJ5 on the BCU filter
board (disconnecting the supply to the pump station) and observe the meter
reading. If the short is still present, disconnect the plugs L1 to L14 in the SBU
one by one until the short is located. Investigate the problem further by discon-
necting the plug J1 in the intermediate box and reconnect the suspected plug in
the SBU. If the problem disappears, the short is located in the intermediate box
or the lubricator units.
Fuse F3 is rated at 3 Amp, and is the main fuse for the BCU pickups. If this fuse
is blown, a fault in the wiring to the BCU pickups or a fault in the BCU box con-
nections might be suspected.
5.2 External alarm signals
Alarm system signals:
- Common alarm
- MCU power failure
- BCU power failure
- MCU failure
- BCU failure
Safety system signals:
- Slow-down
State indicator:
- BCU in control
Please note that some installations might have some alarm signals connected in
serial to save alarm channels in the alarm system.
5.2.1 Common The common alarm is a normally closed contact. In case the MCU system de-
alarm tects a fault, the alarm will be released. Information about the cause of the alarm
can be read of the number in the HMI panel.
To solve the problem, read the information related to the alarm number found in
the HMI panel.
3045-0110-0003
5.2.2 MCU power

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The MCU power failure alarm is a normally closed contact.

Description
failure In case the power to the MCU system is interrupted the alarm will be released.
Start by checking the breaker and fuse in the UPS cabinet. If no problem can be
found in the UPS, check that 24 V is present at terminal X1 PWR A in the ALCU
box. Continue by checking the fuse F2 on the MCU filter board (see page 83).
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5.2.3 BCU power The BCU power failure alarm is a normally closed contact.
failure In case the power to the BCU system is interrupted, the alarm will be released.
Start by checking the breaker and fuse in the UPS cabinet. If no problem can be
found in the UPS, check that 24 V is present at terminal X1 PWR B in the ALCU
box. Continue by checking the fuse F2 on the BCU filter board (see page 44).
5.2.4 MCU failure The MCU failure alarm is a normally closed contact.
The BCU system has detected that the MCU system program execution has
halted.
Start by checking if the power to the MCU system is OK.

See Item 5.2.2 MCU power failure.
If the Power supply is OK interrupt the power to the MCU for 5 secs. in order to
reset the MCU. If the MCU failure alarm is still active, the MCU itself might be
damaged and has to be replaced.
Note that if the power to the BCU is interrupted, the MCU failure will be activated
eventhough the MCU system is working well.
5.2.5 BCU failure The BCU failure alarm is a normally closed contact.
The BCU system has detected a fault in the BCU system.
Check the LED on the BCU board and read the instruction in item 5.4.
The BCU is not connected to the HMI panel and, consequently, no alarms from
the BCU will be displayed.
5.2.6 Slow-down The slow-down output is a normally open contact.

The slow-down command is released if the MCU and BCU systems fail to lubri-
cate one or more cylinders.
Check for other alarms in the HMI panel and follow the recommendations
stated.
5.2.7 BCU in
control The BCU in control is a normally closed contact.
This output indicates that the backup control unit is controlling the lubrication.
3045-0110-0003
If the BCU system is able to re-establish the lubrication, the lubricators are
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working properly. The problem is to be found in the MCU system. Check for
Description
other alarms and read the alarm codes on the HMI panel and follow the recom-
mendations stated.
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5.3 MCU - alarm handling and trouble shooting

5.3.1 Alarms 1-24 If for any reason a feedback signal from a lubricator is measured as abnormal
Feedback failure by the MCU a feedback alarm will be given. A common alarm will trig the AMS
system (engine alarm and monitoring system) and an alarm code will be stored
in the HMI panel.
If the alarm stated in the HMI panel is a logged alarm (the alarm has disap-
peared again) the alarm will be displayed as LAL XX
The alarm code in the HMI panel provides information about which lubricator is
suspected to fail. (Alr 2 in the HMI panel indicates that lubricator 2 on cylinder 1
is failing.)
Note that in case of one lubricator per cylinder (engines with a bore below
0,60 m), the alarm will only read uneven numbers e.g. 1, 3, 5, 7 for cylinder 1, 2,
3, 4.
Generally it is recommended that a defect lubricator is replaced completely with

a spare when convenient (in case of one lubricator per cylinder, the defect unit
must be replaced immediately)
In the event of feedback failure, check as follows:

First check the feedback indicator light on the intermediate box.
MAN B&W Diesel A/S
Lubricator 1 Lubricator 2
3045-0110-0002O50
If the feedback indicator light is:
• Continually on the lubricator might be sticking in a position where the feed-

back sensor gives signal all the time.
To verify that the problem is in the lubricator, disconnect the plug for the
lubricator and observe the indicator light on the intermediate box. If the light
turns off after the plug is removed, the problem is located in the lubricator.
3045-0110-0003
The lubricator must be replaced and overhauled. (see instruction 903.2)

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Description
Alternatively, if the light in the intermediate box remains lit after the plug to
the lubricator has been removed, the fault is not in the lubricator. Check the
cable and plugs from the intermediate box to the lubricator for shorts.
The intermediate PCB might also be suspected.
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Continually off start by checking if the red light in the lubricator solenoid plug
flashes.
Note that in the event of a feedback failure, the remaining working lubricator is
running double feed rate, and the defective
lubricator is checked by the MCU by activat-
ing once every ten lubricator strokes to deter-
mine if the lubricator is still failing. (for engines
with two lubricators per cylinder)
If no light flashes in the solenoid plug, remove

the plug from the solenoid and check again if
the light starts flashing. If yes, the solenoids
coil may have an internal short, which can be
3045-0110-000251a
confirmed by measuring the coil resistance.
The normal resistance is 15 to 22 ohm for a
new solenoid.
If the red light flashes in the solenoid plug,

but no feedback is observed, check the connections in the lubricator plugs,
mounted on the cable from the intermediate box, for loose connections or
shorts.
If connections in the plug are OK, the lubricator

must be replaced and overhauled (Instruction
LED
903-2 ).
+1 Ð2
Flashes according to the light in the lubrica-

tor plug (once every ten lubricator strokes) the 3
6 2 1
5
lubricator is working well but the feedback sig- 4
V
15
nals are not detected by the MCU. Replace the n+
ow
Br
intermediate box PCB (Printed Circuit Board). eO
V
al
Blu ign
B-s
c kF
Bla
If the fault is still present, check the cable to the
3045-0110-0002O51b
ALCU box.
5.3.2 Alarm 29 The Marker signal (one pulse per revolution) is abnormal. The system will change
Marker signal to random lubrication based on the remaining good signals. First check the
failure from electrical connections in the encoder terminal box as well as the connections to
encoder the ALCU control box.
If no problems are found in the wiring or fuse, replace the encoder.

Adjustment procedure can be found in Procedure 905-8.
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MAN Diesel 3045-0110-0003
5.3.3 Alarm 30 - The two marker pickups mounted on the flywheel side of the engine gives one

BCU pickup 1 fail- pulse every one engine revolution. These signals are used by the BCU system
ure to determine the engine speed. The signals are also used by the MCU system to
monitor the signals and release an alarm in case of signal failure.
Alarm number 30 indicates that BCU pickup # 1 is abnormal and alarm number
43 indicates that BCU pickup # 2 is abnormal.
If the Alpha lubricator system is running in BCU mode due to a MCU unit failure
the alarms for pickup failure can be found by observing the LED on the BCU
pcb (see picture below).
Alarm Led
3045-0110-0002O52
The BCU system can be operated with only one pickup signal present.
Failure of one sensor is not critical and can be replaced when convenient.
The BCU pickups have a built-in indicator lamp which will flash once every one
engine revolution.
In case one of the pickup alarms is observed, first check that the light flashes in
the pickup. If not, check that there is 24 volt at terminals 1, 2 and 4-5 in the BCU
terminal box. If power is present at terminal 1 and 2 disconnect the sensor wire
3045-0110-0003
connected to terminal # 3 (sensor # 1) or terminal # 6 (sensor # 2) and observe
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if the light starts flashing. If yes the wiring from the sensor to the ALCU box is
Description
shorted. If the indicator light still does not flash, replace the pickup
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3045-0110-0002O53
Sensor gap is to be adjusted to 3+0/–1 mm.
NOTE Regarding distance: Always refer to manufacturer’s recommendations.
5.3.4 Alarm 31 The trigger signals (1024 pulses per revolution) are abnormal. The system will
Trigger signal change to random lubrication based on the remaining good signals. First check
failure from for loose connection and shorts in the encoder terminal box, as well as the wir-
encoder ing to the ALCU control box.
If no problems are found in the wiring or fuse, replace the encoder.

Adjustment procedure can be found in Procedure 905-8.
In the event of failure of all Tacho signals, see item 5.5.
5.3.5 Alarm 33 - Engine stop signal failure will be released if the engine stop signal is detected as
Engine stop signal abnormal by the MCU.
failure
There are two cases that will trigger the stop signal alarm.
1. The engine is running above 8 r/min and engine stop signal is present at
the MCU input for more than 20 minutes.

Check the engine stop signal circuit in the bridge control system.
2. The engine is stopped (detection is only active for 30 seconds after

stop) but there is no engine stop signal present at the MCU input.

Check the engine stop signal circuit in the bridge control system.
5.3.6 Alarm 34 - The MCU has detected that the external LCD signal has been continuously ON
LCD signal for more than 48 hours.
abnormal Check the LCD signal and parameters in the governor system.
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5.3.7 Alarm 35
The MCU has detected that the BCU is abnormal.
BCU alive signal

missing Start checking if there are other alarms from the system. Power fail from the
BCU will give this alarm.
Check the wiring in MCU plug J52 terminal 4 and 5 as well as BCU plug J7 ter-
minal 3 and 4. (BCU alive signal connections) The alive signal is a pulse signal
with a frequency of approximately 1 Hz. An oscilloscope or a multimeter, ca-
pable of measuring frequency, must be used to measure this signal.
If none of the above problems are found, try to interrupt the power to the BCU
unit for 5 sec. If the problem is still present, the BCU is probably damaged and
must be replaced. However, the engine can be operated in MCU mode until a
new BCU unit can be obtained
5.3.8 Alarm 36 The MCU unit has detected that the astern signal has been ON for more than
Astern signal 24 hours.
abnormal.
The engine can be operated with this alarm present, however the lubrication
amount is increased.
Check the astern signal circuit in the bridge control system.
5.3.9 Alarm 37  The MCU has detected that the prelubrication signal is ON and the index is
Prelubrication higher than 80%.
signal abnormal This fault is not critical.
Check the prelubrication signal circuit.
5.3.10 Alarm 38  The oil temperature has exceeded the alarm level normally adjusted to 70°C.
Oil temperature Check the oil temperature sensor (Pt-100 type) by disconnecting the plug from
high the sensor and measure the sensor resistance.
At: 0°C, the reading must be 100.0 ohm

20°C, the reading must be 107.8 ohm
70°C, the reading must be 127.1 ohm.
If the readings do not correspond the values stated above, the sensor is dam-
aged and must be replaced. This fault is not critical and the sensor can be re-
placed when convenient.
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5.3.11 Alarm 39 

The oil pressure is below the normal alarm level of 35 bar.
Oil pressure low
Automatic start of stand-by pump and common alarm is activated plus alarm 49
in the HMI panel.
If oil pressure is re established after start of stand-by pump, common alarm is
not de-activated until the stand-by pump is manually stopped.
Both pumps will run continuously due to the detected fault. This fault is cleared
by manually pressing one of the PUMP-buttons on the HMI panel.
Check if the pumps are running. Check for leaks in the high-pressure supply
lines.
Check the oil pressure sensor (4-20 mA type) by measuring the sensor current
and comparing it with the pressure.
If the current and pressure differ, the sensor must be replaced/calibrated.
5.3.12 Alarm 40  The MCU has detected that one or more of the four speed measurements are
Speed deviation abnormal.
alarm
Check the alarm list in the HMI panel to see which sensor is abnormal (BCU
pickups or the angle encoder) alarm 29, 30, 31 and 43 and read the chapter
concerning the alarm.
5.3.13 Alarm 41 The index level does not correspond to the engine rpm.
Index transmitter
abnormal Fuel index is internally set to a fixed value of 100 percent due to the detected
fault. The fault is cleared by activation of engine stop signal.
Check the adjustment of the index transmitter, according to instruction S903-21.

The index transmitter itself might be damaged.
5.3.14 Alarm 42 The index transmitter cable is interrupted or the index transmitter is damaged.
Cable failure Index Correct the cable failure or replace the index transmitter.
transmitter
If the index transmitter is replaced, readjustment is needed. Follow the index ad-
justment instruction S903-25
5.3.15 Alarm 43 Please see item 5.3.3.

BCU pickup 2
failure
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Description
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5.3.16 Alarm 44 The lubricators are running BCU mode.

BCU in control BCU in Ctrl. 120
Engine speed
Check that the mode switch is in auto posi- Fuel Index

120
tion. Oil pressure

100 bar
¡C rpm
Deg. %
Find the cause for the BCU takeover. If the Auto MCU BCU
Min.
Oil pressure low
bar
BCU mode has been started automatically Index failure
Mark/trig failure
and is running without slow down com- Feedback failure

Common alarm
mand, the MCU system may be abnormal
3045-0110-0002O56
LAMPTEST ESC ENTER
5.3.17 Alarm 45 & 46 Electric motor # 1 or 2 is tripped by thermal overload.

Thermal overload
electric motor Check the thermal trip breaker in the pump station control box.
Press the reset button on the thermal overload breaker to reactivate the pump
motor and check the current at the ammeter local side.
Check that the voltage on all three phases is OK. If not, check the fuses in the
feeder panel. Also verify that the motor windings are OK by measuring the resis-
tance of the individual windings.
If no electrical fault can be found check the oil pump for mechanical damage.
5.3.18 Alarm 47  This alarm indicates that the MCU computer has lost its configuration file or
MCU parameter list that it is missing.
not loaded
Change to forced BCU operation by using the mode switch and replace the
MCU with a spare when possible.
5.3.19 Alarm 48 The angle difference between the TDC marker from the angle encoder and the
Angle deviation fail TDC markers from the BCU pickups exceeds the alarm level.
Check the Initial adjustment of the angle encoder and adjust as necessary. The
adjustment procedure can be found in Procedure 905-8.
Also check the flexible coupling between the engine and angle encoder for
good condition.
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Description
5.3.20 Alarm 49 The stand-by pump has been activated either by the user or automatically due
Stand-by pump is to a low-pressure alarm. See alarm 39.
running
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5.4 BCU alarms

BCU board Alarm Led
3045-0110-0002O57
FBU board
Below is a list of BCU alarms and their description:
5.4.1 Led # 1 BCU internal failure
An internal failure in the BCU is detected. Check that the small switch SW3 on
the BCU board is in the normal position.
Reboot the BCU computer by interrupting the power supply for 5 sec. (Plug
FJ 1).
WARNING DO NOT PRESS THE RESET BUTTON on the BCU unit.

3045-0110-0003
5.4.2 Led # 2
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Engine stop signal failure

Description
The engine stop signal has been on for more than 20 minutes with the engine
running. The engine stop signal is off and the engine is not running (only for 30
seconds). Check the stop signal wiring and the engine control system for cor-
rect operation.
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MAN Diesel 3045-0110-0003
5.4.3 Led # 3
MCU alive signal missing

The BCU unit has detected that the MCU unit is abnormal. The BCU is still full
operational in this condition.
Start checking if there are other alarms from the system. Power failure from the
MCU will give this alarm as well as a common alarm.
Normally this situation will give a BCU take over.
Check the wiring in MCU plug J52 terminal 2 and 3 as well as BCU plug J7 ter-
minal 1 and 2. (MCU alive signal connections).
The alive signal is a pulse signal with a frequency of approx. 0,5 Hz. An oscillo-
scope must be used to measure this signal.
If no problems, as described above, are found try to interrupt the power to the
MCU unit for 5 sec. If the problem is still present the MCU unit is probably dam-
aged and must be replaced. However, the engine can be operated in BCU mode
until a new MCU unit can be obtained.
5.4.4 Led # 4 Feedback signal missing on two lubricators
If, for any reason, a feedback signal from a lubricator is measured as abnormal
by the BCU, an alarm will be given (BCU fail alarm).
Note that if the system is running in BCU mode due to a MCU failure, the MCU
might not be able to show any alarm codes in the HMI panel. The defect lubri-
cators are to be found by observing the feedback signal indicator lights at the
intermediate boxes at the engine.
This alarm indicates that the lubrication is stopped on a cylinder. A slow-down

command will be released.
First check if the fault is concerning more than one cylinder. If more than one
cylinder is affected, check the oil supply system. The oil pressure might be low
or the oil supply from the gravity tank has stopped. Check for leaks on the oil
supply lines.
If the problem can be isolated to only one cylinder, check the feedback wiring
from the defect cylinders intermediate box to the control box (ALCU). The inter-
mediate PCB (Printed Circuit Board) itself might be damaged.
To check if the BCU board is damaged, the plug for the defect cylinder can be
removed from the BCU and a plug from a working cylinder can temporally be
mounted instead. If this cylinder that previously worked well is now faulty, the
BCU board is probably damaged.
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Remember to remount the plugs in the correct sockets.

Description
The BCU computer can be rebooted by interrupting the main power supply for
5 sec. (Remove plug FJ1 on the BCU filter board).)
WARNING DO NOT PRESS THE RESET BUTTON!
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5.4.5 Led # 5 Feedback signal missing one lubricator

If, for any reason, a feedback signal from a lubricator is measured as abnormal
by the BCU, an alarm will be given (BCU fail alarm).
might not be able to show any alarm codes on the HMI panel. The defective lu-
bricators are to be found by observing the feedback signal indicator lights at the
intermediate boxes on the engine.
Generally it is recommended that a defect lubricator is replaced completely with

a spare when convenient (in the case of one lubricator per cylinder, the defective
unit must be replaced immediately)
For further information, see chapter covering MCU feedback fail alarms.
5.4.6 Led # 6 BCU marker signal 1 and 2 missing
The two marker pickups mounted on the turning wheel end of the engine give
one pulse every engine revolution. These signals are used by the BCU system
to determine the engine speed. The signals are also used by the MCU system to
monitor the signals and release an alarm in case of signal failure.
may not be able to show any alarm codes on the HMI panel.
This case needs prompt attention. The lubrication will stop, and a slowdown
command will be activated.
This type of fault is normally caused by mechanical damage to the pickups or

interruption of the power supply to the BCU pickups.
Check the sensors and the trigger-bracket on the flywheel for mechanical dam-
age. Sensor gap is 3.0 mm. (Regarding distance: always refer to manufacturer’s
recommendation).
Check that there is 24 volt on terminals 1 and 2 in the BCU terminal box. If there
is no power present on terminals 1 and 2, investigate further for short-circuited
wiring to the BCU pickup system.
5.4.7 Led # 7 & 8 BCU marker signal 1 or 2 missing
The BCU system can be operated with only one pickup signal present.
Failure of one pickup is not critical and it can be replaced when convenient.
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The BCU pickups have a built-in indicator which flashes once for each engine
Description
revolution.
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If one of the pickup alarms are ob-

served, first check that the lamp in the
pickup is flashing. If not, check that
there is 24 volt on terminals 1 and 2
in the BCU terminal box. If power is
present at terminals 1 and 2, discon-
nect the pickup wire connected to
terminal # 3 (pickup # 1) or terminal
# 6 (pickup # 2) and observe if the
3045-0110-0002O53
light starts flashing. If yes, the wiring
from the pickup to the ALCU box is
shorted. If the indicator light still does
not flash, replace the pickup.
Pickup gap is to be adjusted to 3+0/-1 mm.

(Regarding distance: Always refer to manufacturer’s recommendation).
5.5 Emergency running without external trigger signals

We strongly recommend that all efforts are made to repair the trigger system
before switching to the emergency mode.
In the event that all trigger signals to the lubricator system fails (angle encoder
and pickups for the BCU system), it is possible to maintain a certain level of lu-
brication by means of an internal stroke generator on the MCU or BCU card.
This stroke generator emits one pulse per second, i.e. approx. 60 rpm.
To be able to run in this “emergency mode”, the following electrical connections

must be changed:
Remove the wire from MCU-J22 terminal 1
Connect an extra wire from MCU-J52 terminal 4 to MCU-J22 terminal 1.
MCU board
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Description
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The system now starts lubricating regardless of whether the engine is running
or stopped.
The system will also give various alarms.
However, feedback alarms will still function and indicate whether all cylinders
are being lubricated. When running in this mode, the BCU system is not active.
The MCU slow-down function remains active.
Lubrication is effected as “random” and “rpm-dependent”, however with a sup-

plement of 25% of the amount set for the individual cylinders, but with a fixed
number of revolutions of 60.
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5.6 Sequence diagram for alarm handling

MCU BCU
MODE MODE
One Remaining lubri- Com. Alarm

Lubricator Yes cator running +
failure double feedrate Alr 1-24
No
Two lubricator Automatic
BCU in Control Startning two (2)
on one Cyl. Yes change over
Alr 44 Booster pumps
failure to BCU
No
Com. alarm
MCU Automatic Running
MCU Power fail
power Yes change over continuously
BCU in Control
failure to BCU Untimed
MCU fail
No
MCU Automatic One Running BCU Fail

BCU in Control Lubricator Yes continuously Alarm
alive signal Yes change over
MCU failure failure Untimed LED 5
missing to BCU
No No
Encoder Running Com. Alarm Two lubricator BCU Fail

TDC signal Yes continuously + on one Cylinder Yes Alarm Shut Down
missing Untimed Alr 29 failure LED 4
No No
Encoder Running Com. Alarm BCU Running BCU Fail

trigger signal Yes continuously + Pickup #1 Yes continuously Alarm
missing Untimed Alr 31 missing Untimed LED 8
No No
Encoder Running Com. Alarm BCU Running BCU Fail

signals Yes continuously + Pickup #2 Yes continuously Alarm
missing Timed Alr 29+48 missing Untimed LED 7
No No
MCU Running Com. Alarm BCU BCU Fail
BCU Pickup #1 Yes continuously + Pickup signals Yes Alarm Slow down
missing Timed Alr 30 missing LED 2
No No
MCU Running Com. Alarm MCU BCU Fail
BCU Pickup #2 Yes continuously + alive signal Yes Alarm
missing Timed Alr 43 missing LED 3
No No
Com. Alarm
MCU Running Com. Alarm BCU
MCU fail
BCU Pickup signals Yes continuously + power Yes Slow down
BCU fail
missing Timed Alr 30+43 failure
BCU power fail
No No
MCU Automatic BCU in Control
Failure Encoder Yes change over Com. Alarm OK
BCU Failure Pickups to BCU Alr 44
No
Low Start Two lubricator
booster oil Yes stand-by fails on one unit HMI Panel Alarm list
pressure pump BCU in Control
No Yes Alr 1-24 : Feedback signal failure

Com. Alarm Alr 29 : Marker failure - encoder / trigger ring
Yes +
Alr 39+49 Alr 30 : Marker failure - BCU pickup no. 1
Com. Alarm Alr 31 : Trigger failure - encoder / trigger ring
BCU
Running MCU fail, BCU fail, Alr 33 : Engine stop signal failure
Yes continuously BCU power fail
Power failure
MCU mode +
Alr 34 : LCD signal abnormal
Alr 30+35+43 Alr 35 : BCU Alive signal missing
No
Alr 36 : Astern signal abnormal
BCU Running Com. Alarm
Alive signal Yes continuously +
Alr 37 : Pre-lubrication signal abnormal
Alr 38 : Oil temperature high
3045-0110-0003
missing MCU mode Alr 35

No
Alr 39 : Oil pressure low
Alr 40 : Speed deviation - marker trigger
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Index Running Com. Alarm

transmitter Yes continuously + Alr 41 : Index transmitter - abnormal
Description
failure 100% MEP Alr 42 or 41 Alr 42 : Cable failure - index transmitter

No Alr 43 : Marker failure - BCU pickup no. 2
Temperature Com. Alarm Alr 44 : BCU in control
Running
sensor Yes + Alr 45 : Thermal overload - el. Motor 1
continuously
failure Alr 38
Alr 46 : Thermal overload - el. Motor 2
No Alr 47 : MCU parameter list not loaded
Alr 48 : Angle deviation - marker signals
OK
Alr 49 : Stand-by pump running
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Appendix 1

Function of the LEDs in the Intermediate Box
D7 D17
Error FB-signal output
FB-signal input A
D5 FB-signal input B
D6
J2
J4
J1
The two green LEDs D5 and D6 (FB-signal input A and FB-signal input B) light when there is an
input from one of the feedback sensors.
FB-signal output is also a green LED D17, which flashes every time a feedback signal is sent to the
Switch Board Unit. There has to be a flash at FB-signal output every time, shortly after there is an
input on one of the two FB-signal input.
The Error LED D7 indicates with a red light, if there is an error on the cable from the FB-signal
output, or if the input at the Switch Board Unit has an error.
If there is an error, remove the plug from J1 and see if the LED still indicates error. If it does then
change the circuit board, if this does not remove the indicated error, then look for any damage on
the cable. If the cable is damaged, then change it or, if possible, repair the damage. If there is not
any damage on the cable, then the source of the error could be the input channel at the Switch
Board Unit.
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Appendix 2

Control Unit Cylinder Lubrication — Logic Diagram
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Description Alpha Lubricator System
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Appendix 3

Replacement of MCU, BCU and SBU Boards
If one of the PCB’s in the ALCU box is to be replaced, note as follows:
Before removing any plugs from the PCB ensure that the plugs are numbered in order to remount
them in the correct place.
The SBU unit does not need any programming or setup. This board can be replaced directly with
a spare.
MCU and BCU units:

Normally the spare units are delivered programmed and ready to use.
Remove all plugs from the PCB.

Remove the eight screws that fasten the unit to the ALCU.
Mount the new unit and remount the plugs in the correct position.
MCU replacement If the MCU unit has been replaced, check the following:
Note that a new MCU unit is adjusted to a feed rate of 200% (factory setting).
1. Read out the feed rate setting for the individual cylinders on the old MCU in order to adjust
the new MCU to the same setting
2. Start the prelubrication sequence and check that all cylinders are lubricated by observ-
ing that all LEDs on the intermediate boxes flash. Also check that no feedback alarms are
present in the HMI panel.
3. With the engine running, check the injection angles in the HMI panel and compare these
with the angles stated in the test sheet supplied with the ALCU box.
4. Adjust the lubrication feed rate according to the settings the engine had before this re-
placement.
5. Check and adjust the Index Transmitter as explained in S-procedure 3.2.13
If the BCU unit has been replaced, check the following:
BCU replacement 1. Check that the DIP switch settings on the new board are corresponding to the settings of
the old board.
2. With the engine running, switch to forced BCU operation and check that all cylinders are
lubricated by observing that all LEDs on the intermediate boxes flash. Switch back to auto
mode.
3045-0110-0003
3. Check that no alarms from the BCU are present.

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Description
4. If the SBU unit has been replaced, check the function by carrying out the checks stated
under both MCU and BCU replacements.
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Appendix 4 : Service Letter SL09-507/HRR

Contents Cylinder lubrication page 101
Cylinder chemistry page 101
Standard operation page 101
Low-sulphur fuel operation page 102
Running-in operation page 103
Cylinder oil feed rate page 105
Running-in Schedule page 106
ACC settings for BN page 107
Cylinder Four factors determine the lubricating oil feed rate:

lubrication
- sulphur content in the fuel oil
- alkali content in the cylinder lube oil
- engine history
- engine load.
An Alpha Lubricator or ME Lube operating in ACC-mode (Adaptive Cylinder oil

Control) adapts the lubricating oil feed rate to the fuel oil sulphur content and the
engine load. The ACC-mode has been the standard on MAN B&W two-stroke
engines since 2004.
The ACC factor is the determining factor in the feed rate equation: Feed rate =
ACC factor × sulphur%. The recommended ACC factor is based on practical
experiments
performed on different types of engines under varying running conditions. When
determining the recommended ACC factor, we consider engine performance,
engine service life, environment and economy.
This service letter describes the cylinder feed rates in the following operation
situations:
- standard
- low-sulphur fuel
- running-in.
Cylinder chemistry The combustion process turns sulphur in the fuel oil into sulphuric acid. The
higher the sulphur content in the fuel oil, the more sulphuric acid is created.
The alkaline content in the lubricating oil adds base to the chemical environment
in the cylinder. The base in the lubricating oil will neutralise the sulphuric acid
developed from the fuel sulphur.
The more base available, the more sulphuric acid can be neutralised. This is why
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lubricating oil with a high level of alkaline additives, i.e. high-BN (base number)
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Description
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The target BN-value in the cylinder drain oil is around 15–20.

A more acidic environment than recommended will increase the cold corrosion
and, consequently, the wear on the cylinder liner.
In a more alkaline cylinder environment, surplus alkaline additives may accumu-

late as calcium deposits on the piston top land, possibly leading to mechanical
bore polish. Lack of corrosive refreshment of the liner surface is another risk
factor leading to chemical bore polish. Bore polish is one of the reasons for the
most feared cylinder condition problem, i.e. scuffing.
Standard operation
We continuously perform lubrication feed rate tests on the different MAN B&W
engines types, under varying running conditions and with varying fuel oil sulphur
contents.
Our most recent research shows that the optimum lubrication feed rate is lower
than our previous recommendations.
New recommendations for standard operation with standard BN70 lubricating

oil:
BN70 lubricating oil

Fuel oil with sulphur content above 3% 0.20 g/kWh × S%
Low-sulphur fuel oils call for less alkaline lubricating oil (see page 3). Below is
given the recommendations for selected types of less alkaline lubricating oils:

Fuel oil with sulphur content above 2.6% 0.23 g/kWh × S%


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ACC Cylinder Lubrication

Absolute
dosages
(g/kWh)
1.40 %
×S
1.30 /k Wh
.3 5g
1.20 :0
40 S%
BN
1.10 h×
g /kW
1.00
0 .28
5 0: ×S
%
0.90 BN Wh
g/k
0.80 : 0 .23 × S%
0 Wh
BN6 .20 g/k
0.70 0: 0
BN7
0.60
0.50
0.40
0.30
0.20
0.10
0.00
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5
Sulphur %
Fig. 1: Recommended cylinder lubrication feed rate as a function of the fuel oil sulphur content for se-
lected lubricating oils (BN40-BN70)
Based on calculations of the average worldwide sulphur content used on MAN

B&W two-stroke engines, the average cylinder oil consumption will be less than
0.65 g/kWh when these new recommendations become effective.
Low-sulphur fuel Low-sulphur fuel oil is necessary when operating in sulphur emission control
operation areas (SECA).
Operation on fuel oil with around 1.5% sulphur should preferably be done in combi-
nation with a low-BN cylinder oil. However, continuing on BN70 cylinder oil is pos-
sible for a limited period of 7-14 days without any serious risks of over-alkalinity.
We recommend using a lower-BN cylinder oil, when operating on low-sulphur

fuels for extended periods (more than
14 days).
BN and low-sulphur MAN Diesel recommends a minimum oil feed rate of 0.60 g/kWh for any lubri-
fuel cating oil for hydrodynamic purposes.
However, to avoid surplus alkaline additives in the cylinder, we generally recom-

mend that the alkaline content in the lubricating oil match the sulphur content
in the fuel oil. This is particularly crucial when operating on low-sulphur fuel for
extended periods (more than 14 days).
Low-BN oils should be chosen for low-sulphur fuels, and high-BN oils for high-
sulphur fuels.
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BN Sulphur
Description
40 - 50 < 3.5%
60 - 70 > 2.5%
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Running-in
A MAN B&W two-stroke engine requires extra attention and extra lubricating oil
operation during its first 2,500 running hours, the first 500 hours being the most demand-
ing period.
We classify the running-in period in three categories:

1. breaking-in (0-500 hours)
2. running-in, phase 1 (500-1,500 hours)
3. running-in, phase 2 (1,500-2,500 hours).
The purpose of extra lubricating oil during the running-in

period is to:
- help flush away wear particles
- build up oil film in a not yet run in cylinder.
The running-in process has been eased and shortened considerably by our
alu-bronze running-in coating on all 4 piston rings (standard on all MAN B&W
two-stroke engines). Cylinder liner run-in is facilitated by our semi-honed liner
surface.
We recommend frequent scavenge air port inspections during the first 2,500
running hours (see Fig. 2).
Breaking-in Piston ring and liner breaking-in takes 500 running hours, maximum. We recom-
(0-500 hours) mend a fixed, relatively high lubrication feed rate during the breaking-in period.
During breaking-in, the running-in coating on the piston rings will gradually wear
off, and the wave shape of the cylinder liner surface will smoothen. During this
process, extra lubricating oil is required to flush away wear particles and build a
satisfactory oil film between the still relatively rough sliding surfaces.
During breaking-in, we recommend checking the piston rings and the cylinder
liner through the scavenge air ports every 100 hours. Do not proceed to the next
lubrication step if the scavenge air port inspection reveals seizures or other ir-
regularities!
Breaking-in Feed rate, BN70 lubricating oil

0 - 5 hours 1.70 g/kWh
5 - 100 hours 1.50 g/kWh
100 - 200 hours 1.30 g/kWh
200 - 300 hours 1.10 g/kWh
300 - 400 hours 0.90 g/kWh
400 - 500 hours 0.70 g/kWh
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To avoid a high torque during breaking-in, we recommend a 16-hours stepwise
load increase from 50% load to max. load.
When running in new piston rings in well running liners, we recommend a 5-hour
load-up from 50% load to max. load. This load limitation can be set for a single
cylinder unit by adjusting the individual fuel pump index.
Running-in, phase After the first 500 running hours, standard sulphur-dependent lubrication can be
1 (500-1,500 hours) applied. Hence, ACC can take over lubrication.
For a BN70 oil, MAN Diesel recommends a running-in,

phase 1 dosage of 0.26 g/kWh × sulphur %.

500 - 1,500 hours 0.26 g/kWh × S%
Running-in, phase After 1,500 hours, the running-in piston ring alu-coating is usually worn through,
2 (1,500-2,500 and the base material or the cermet coating on the top and bottom rings is vis-
hours) ible.
When reaching 1,500 running hours, carefully check the piston rings and the
cylinder liner through the scavenge air ports. If the alu-coating is worn through,
proceed to running-in, phase 2.
For a BN70 oil, MAN Diesel recommends a running-in, phase 2 dosage of 0.23
g/kWh × sulphur %.

1,500 - 2,500 hours 0.23 g/kWh × S%
Inspect the piston rings and the cylinder liner through the scavenge air ports
after 2,500 running hours. If no micro seizures or other irregularities are found,
we recommend switching to the standard operation feed rate of 0.20 g/kWh ×
sulphur%.
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MC/MC-C, ME/ME-C and ME-B engines with high topland and Alpha Lubricator or ME Lube
Standard BN70 cylinder oil BN60 cylinder oil BN50 cylinder oil BN40 cylinder oil
Basic setting 0.20 g/kWh × S% 0.23 g/kWh × S% 0.28 g/kWh × S% 0.35 g/kWh × S%
Maximum feed rate during running-in 1.7 g/kWh
Part-load control 100% to 25% load: proportional to indicated engine load
25% load and lower: proportional to rpm
Running-in new or reconditioned Feed rate First 5 hours 1.7 g/kWh
liners and new piston rings based 5 - 500 hours: stepwise reduction from 1.5 to 0.6 g/kWh
on standard BN70 cylinder oil 500 - 1,500 hours: 0.26 g/kWh × S% (absolute min. 0.60 g/kWh)
1,500 - 2,500 hours: 0.23 g/kWh × S% (absolute min. 0.60 g/kWh)
From 2,500 hours: 0.20 g/kWh × S% (absolute min. 0.60 g/kWh)
Engine load Testbed: stepwise increase to max. load over 5 hours
In service: from 50% to max. load over 16 hours
Running-in new rings in already run-in and well From 50% to max. load in 5 hours
running liners (standard BN70 cylinder oil) Feed rate: +25% for 24 hours
Manoeuvring and load change situations During starting, manoeuvring and load changes, increase feed rate by means of the “LCD” by
25% of the actual figure. Keep this level for ½ hour after the load has stabilised.
Lubrication of cylinders that show abnormal Frequent scavenge air port inspections of piston rings and cylinder liners are very important
Table l: Guiding Cylinder Oil Feed Rates for all Operation Situations
conditions for maintaining a safe cylinder condition. If irregularities are observed, consider adjustments
of the lube oil rate.
In case of scuffing, sticking piston rings or high liner temperature fluctuations, raise the feed
rate to 1.2 g/kWh and lower pmax and mep. As soon as the situation has been stabilised, set
the lubrication feed rate and the pressures back to normal.
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New ACC Runningin Schedule (liner and rings)
1.8 0.56
0.54
1.6 0.52
* Scavenge port insp. Fixed runningin dosage (g/kWh)
0.50
1.4 ACC control (g/kWh/S%)
0.48
0.46
1.2 0.44
0.42
Initial runningin dosage g/kWh

1.0 0.40
0.38
0.8 0.36
0.34
0.6 0.32
0.30
0.4 0.28
0.26
0.2 0.24
Breakingin Basic setting
period with 0.22
fixed Change to ACC Scavenge port insp.*
0 0.20
lubrication
Optimising ACC factor 0.18
0.2 0.16
ACC feed rate factor (g/kWh/S%)
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 Hours

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Table II: ACC settings for BN70, BN50 and BN40 lubricating oils for MC/MC-C engines
Alpha Lube ACC Alpha Lube ACC Alpha Lube ACC

BN70 Cylinder Oil BN50 Cylinder Oil BN40 Cylinder Oil
ACC factor ACC factor ACC factor
Dosage Dosage Dosage
Standard Running-in (ACC Standard Running-in (ACC Standard Running-in (ACC
factor × factor × factor ×
Phase 2 Phase 1 Phase 2 Phase 1 Phase 2 Phase 1
S%) S%) S%)
0.20 0.23 0.26 0.28 0.32 0.36 0.35 0.40 0.46
Sulphur % g/kWh Sulphur % g/kWh Sulphur % g/kWh
0-3.0 0-2.6 0-2.3 0.60* 0-2.1 0-1.9 0-1.7 0.60* 0-1.7 0-1.5 0-1.5 0.60*
3.1 2.7 2.4 0.62 2.2 1.9 1.7 0.62 1.8 1.6 1.4 0.63
3.2 2.8 2.5 0.64 2.3 2.0 1.8 0.64 1.9 1.7 1.5 0.67
3.3 2.8 2.5 0.65 2.4 2.1 1.9 0.67 2.0 1.8 1.5 0.70
3.4 2.9 2.6 0.68 2.5 2.2 1.9 0.70 2.1 1.8 1.6 0.74
3.5 3.1 2.7 0.70 2.6 2.3 2.0 0.73 2.2 1.9 1.7 0.77
3.6 3.2 2.8 0.73 2.7 2.4 2.1 0.76 2.3 2.0 1.8 0.81
3.7 3.2 2.9 0.74 2.8 2.5 2.2 0.78 2.4 2.1 1.8 0.84
3.8 3.3 2.9 0.75 2.9 2.5 2.3 0.81 2.5 2.2 1.9 0.88
3.9 3.4 3.0 0.78 3.0 2.6 2.3 0.84 2.6 2.3 2.0 0.91
4.0 3.5 3.1 0.81 3.1 2.7 2.4 0.87 2.7 2.4 2.1 0.95
4.1 3.6 3.2 0.82 3.2 2.8 2.5 0.90 2.8 2.4 2.2 0.98
4.2 3.6 3.2 0.83 3.3 2.9 2.6 0.92 2.9 2.5 2.2 1.02
4.3 3.7 3.3 0.86 3.4 3.0 2.6 0.95 3.0 2.6 2.3 1.05
4.4 3.8 3.4 0.88 3.5 3.1 2.7 0.98 3.1 2.7 2.4 1.09
4.5 3.9 3.5 0.90 3.6 3.2 2.8 1.01 3.2 2.8 2.5 1.12
4.0 3.5 0.91 3.7 3.2 2.9 1.04 3.3 2.9 2.5 1.16
4.1 3.6 0.94 3.8 3.3 3.0 1.06 3.4 3.0 2.6 1.19
4.2 3.7 0.96 3.9 3.4 3.0 1.09 3.5 3.1 2.7 1.23
4.3 3.8 0.99 4.0 3.5 3.1 1.12 3.6 3.2 2.8 1.26
4.4 3.9 1.01 4.1 3.6 3.2 1.15 3.7 3.3 2.8 1.30
4.5 4.0 1.04 4.2 3.7 3.3 1.18 3.8 3.3 2.9 1.33
4.1 1.07 4.3 3.8 3.3 1.20 3.9 3.4 3.0 1.37
4.2 1.10 4.4 3.9 3.4 1.23 4.0 3.5 3.1 1.40
4.3 1.12 4.5 4.0 3.5 1.26 4.1 3.6 3.2 1.44
4.4 1.14 4.1 3.6 1.28 4.2 3.7 3.2 1.47
4.5 1.17 4.2 3.6 1.31 4.3 3.8 3.3 1.50
1.30 4.3 3.7 1.34 4.4 3.9 3.4 1.54
1.50 4.4 3.8 1.38 4.5 4.0 3.5 1.61
1.70 4.5 3.9 1.41 4.1 3.6 1.65
3045-0110-0003
4.0 1.44 4.2 3.7 1.70

��
2010-04-20 - en
4.1 1.48
Description
4.2 1.51
4.3 1.55
* Absolute minimum dosage
4.4 1.58
4.5 1.62
108 (289)
MAN Diesel 3045-0110-0003
Appendix 5

ALCU signal description
3045-0110-0003
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Description
109 (289)
3045-0110-0003
110 (289)
3045-0110-0003
MAN Diesel
2010-04-20 - en
��
2010-04-20 - en
��
MAN Diesel

3045-0110-0003
3045-0110-0003
111 (289)
3045-0110-0003
112 (289)
3045-0110-0003
MAN Diesel
2010-04-20 - en
��
2010-04-20 - en
��
Appendix 6
MAN Diesel
Back-up Control Unit

3045-0110-0003
3045-0110-0003
113 (289)
3045-0110-0003
114 (289)
3045-0110-0003
MAN Diesel
2010-04-20 - en
��
2010-04-20 - en
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MAN Diesel

3045-0110-0003
3045-0110-0003
115 (289)
MAN Diesel 3045-0110-0003
Table of Contents

1. N2 Charging Workcard 903-2.1, and Datasheet 103-2
2. Flushing S903-24
3. Testbed Commissioning Procedure S903-21
4. Angle Encoder Workcard 905-8.1 and Datasheet 105-8
5. Tacho Pickups Workcard 905-7.1 and Datasheet 105-7
6. Timing Check Procedure S903-20
7. Testbed Trial Test Scheme 0788812-9
8. Dock Trial Commissioning Procedure S903-39 page 199- 203
9. Dock Trial Test Scheme 0788811-7
3045-0110-0003
Commissioning
��
2010-04-20 - en
117 (289)
118 (289)
Flushing of Pipe System on
S903-24
Alpha Lubricators
1. Preparation
1.1 Connect a 440 V power supply to the two pump starter cabinets, and start the two
pumps locally for a brief period to check that they run in the correct direction of
rotation.
1.2 Check, and if necessary adjust, the current limits on the two motor-start relays so
that they comply with the rating plate on the motor.
1.3 Connect and activate the heating element in the suction tank.
1.4 Dismount the inlet and outlet pipes to the lubricator blocks and mount U-pipes
with shut-off cocks instead (bypass the blocks).
Remember to seal off the free pipe connections on the lubricator block to prevent the in-
gress of dirt.
Mount an extra full-flow filter (15 to 35 ) in the return pipe from the engine to the pump
station.
Disconnect the service tank as hydraulic oil is to be used for flushing.
1.5 Mount a U-pipe with shut-off cock on the end of the oil supply main pipe.
1.6 Close all shut-off cocks on the U-pipes at the lubricator blocks and open the cock
at the end of the main pipe.
1.7 Fill the suction tank on the pump station with hydraulic oil.
1.8 Open all relevant cocks on the pumps.
1.9 Start pump No. 1 locally via the starter cabinet.
1.10 Adjust the pressure regulator on the pump station to maximum pressure.
1.11 Check that there are no leaks in the pipe system.
1.12 Check the oil level in the suction tank and, if necessary, top up until the level is
stable.
1.13 Shut-down pump No. 1.
1.14 Start pump No. 2 and check that it can maintain a pressure level similar to pump
No. 1.
1.15 Start both pumps.
1.16 Regularly check the oil level in the suction tank and top up as necessary.
1.17 Regularly check that the pressure drop across the suction filters and in the full-
flow filter in the pressure outlet do not exceed the maximum level. Replace the fil-
ters if clogged.
When referring to this page, please quote Procedure S903-24

MAN B&W Diesel A/S, Copenhagen, Denmark 119 (289)
S903-24
Alpha Lubricators
2. Flushing
The following flushing procedure is to be carried out before starting up on the testbed:
2.1 After five hours’ flushing, open one half of the shut-off cocks on the U-pipes on
the lubricator blocks, and close the cock at the end of the main pipe.
2.2 Continue flushing for at least five hours.
2.3 After five hours’ flushing, open the other half of the shut-off cocks on the U-pipes
and close the half that were open.
2.4 Continue flushing for at least five hours.
2.5 Close the inlet and outlet cocks on the pump station, and drain the oil from the
suction tank.
2.6 Switch-off the 440 V power supply to the pumps and tank heater via the main
switch on the starter cabinets.
2.7 Remove the inspection cover on the suction tank and clean the inside of the tank
so that it is completely free of any oil or dirt.
2.8 Dismount all U-pipes and re-install all the original pipe connections.
2.9 Open all relevant cocks on the pumps and open for the supply of cylinder oil from
the service tank (gravity tank).
2.10 Start a pump from the pertaining start button on the starter cabinet and adjust the
pressure regulator to 45 bar.
2.11 Check that there are no leaks in the pipe system or lubricators.
2.12 Check and, if necessary, adjust the thermostat to 45o C, after dismounting the
cover on the heater.
The oil system is now ready for service.
When referring to this page, please quote Procedurer S903-24

120 (289) MAN B&W Diesel A/S, Copenhagen, Denmark
S903-24
Alpha Lubricators
The filter must be a “bag-type” filter
U-pipe with valve

Cyl. #1 Cyl. #2
Return line
Extra
full flow 15-30
flushing filter
Pump station
Supply line
Group #1 Group #2
#1 #2

MAN B&W Diesel A/S, Copenhagen, Denmark 121 (289)
122 (289)
Cylinder Lubrication S903-21
Testbed Commissioning Procedure
21
Cylinder Lubrication
S903-21
1.
ALCU – Testbed Procedure
1. Disconnect the connections to the HMI pan-

el. (HMI panel side).
2. Check the power supply for correct polarity

before connecting the power to the ALCU
control box terminals. Check both Main A
and Main B.
3. Check the HMI panel power connection for

correct polarity, and connect the HMI panel.
S903-21 01
2.
TB x 1 V
Alcu Box
24 V DC
Main B
Main A
S903-21 02
3.
V
V
24 V DC
S903-21 03

123 (289)
S903-21 Cylinder Lubrication
4. 4. Set the Index transmitter to approx. 4.5 mA

at 0 mm index and approx. 19.5 mA at max-
Zero
imum possible index on the Local Operating
Span Panel. The mA level can be read on the
HMI panel.
Navigating in the HMI panel menu is done

as follows:
• [ENTER] goes forward (right) in

the menu or changes a set point.
• [ESC] goes backwards (left) in the menu.
• [ ] goes up in the menu.
• [ ] goes down in the menu.

S903-21 04
S90321-4
diSP in.A XXX [mA]
5A. Aft Fore

5. Adjust the angle encoder to give TDC sig-
nal at TDC cylinder No. 1 (turn the engine
to bring the piston of cylinder 1 to TDC po-
0° sition, and turn the encoder until the LED
on the encoder junction box lights up).
TDC Cyl. 1 See Procedure 905-8 for angle encoder ad-
justment.
S903-21 05
Adjust the BCU pick-ups, as described in

Procedure 905-7.
Start one pump.

5B.
Check that the oil pressure builds up to 40-
50 bar, or carry out adjustment on the pres-
sure control valve on top of the pump sta-
tion. The pressure can also be read on the
HMI panel display.
Check that the pressure remains at an ac-

ceptable level, also with two pumps run-
ning.
XZ707 40A 08

124 (289)
6. Turn the mode switch to BCU position and 6A.

check that both booster pumps are running.
BCU in Ctrl.
Turn the switch back to AUTO position. Engine speed
120
120
6B. Index
Lubrication
°C rpm
Deg. %
Auto MCU BCU Min. bar
Oil pressure low
Index failure
Mark/trig failure
Feedback failure
Common alarm
LAMPTEST ESC ENTER

S903-21 06A
7.
S903-21 06B
MAN B&W Diesel A/S
7. Check the connections to the lubricators by Lubricator 1 Lubricator 2
activating the lubricators one by one via the

HMI panel connection test menu (start one
booster pump from the HMI panel).
Lub.XX oFF/on
S903-21 07
PRESS
S90321-7
Connt Sol.t Lub.1

8.
8. Check the lubricator system by activating

the pre-lubrication function. Press the ESC
button and the PRELUB button on the HMI
panel simultaneously. Check that no feed-
back alarm is activated.
PRESS
S903-21 08

125 (289)
9. Turn the engine to approx. 10° before TDC

of cylinder No. 1.
Continue turning the engine and check that

the small LEDs on the MCU unit – desig-
nated D88 (above J20) D90, D91 (above
J22) – flash when the engine is turned and
passes TDC of cylinder No. 1.
Also check that the LED on the MCU unit –

designated D89 (above J20) – flashes ap-
prox. twice each second.
9B.
MCU Board
S903-21 09B
9A.
TDC Cyl. 1
350°
0°
S903-21 09A

126 (289)
10. Check the engine stop signals by simulating

run and stop condition from the governor
side. Check that LED D80 (above/right J30)
on the MCU and LED D38 (above J5) on
the BCU turn on and off accordingly.
10A.
MCU Board
S903-21 10A
10B. BCU Board

S903-21 10B

127 (289)
11. 11. Check the common alarm connection by

simulation. Follow the HMI panel menu in-
Engine Alarm System
struction to activate a common alarm from
the lubricator system as shown below.
S90321-11
Connt. Co.ALr oFF/on
Common Alarm
12. Check the timing adjustment as described
in Procedure S903-20.
S903-21 11
12.
Alpha Lub. test doc.

Injection angle:
Programmed Corrected
Cyl. 1: 270
Cyl. 2:
Cyl. 3:
S903-20 04

128 (289)
13. Carry out the tests according to the testbed

test scheme and fill in the check boxes
Alpha lubricator testbed trial test scheme Activated alarm outputs
Function to be Alarm number Com- MCU BCU BCU in MCU BCU Slow- Checked
Test
tested: Test by displayed on Action mon power power control fail fail down
No.
HMI panel alarm fail fail
1 Standby pump Switching master pump (39) + 49 Stand-by pump starts X

OFF local side
2 BCU take-over, Disconnecting plugs on Various Change over to BCU

standby pump both lubricators for one control and standby
X X X X
start and slow- cylinder pump start, slow-down
down output
3 Common alarm Simulating common Common alarm turns

output alarm from HMI panel ON in alarm system
menu
4 Engine stop sig- Simulating Stop signal MCU LED D80 above
nal plug J30 lights Simulate engine stop signal from engine control system
BCU LED D49 above
plug J5 lights
(): logged alarm Alarm output terminal

number from:
X1 1+2 3+6
X1 9 + 12 13+14 15+16 17+18
X1 7+8
14. When the engine load is increased to 50%

load, calibrate the index transmitter at this 14.
load by means of the index transmitter ad- 120
justment menu in the HMI panel. Engine speed
Follow the example in drawing 14.a. 120
Index
100 bar
Oil pressure
°C rpm
Deg. %
Min. bar
Oil pressure low
Index failure
Mark/trig failure PRESS

Feedback failure
Common alarm
LAMPTEST ESC ENTER

S903-21 21

129 (289)
14a. Password
ESC ENTER
50%
Prop 100%
Gen
SETUP PASS in.AdJ Value
S903-21 22
(Password)
15. When the engine load is increased further

to 100% load, calibrate the index transmit-
ter at this load by means of the index trans-
mitter adjustment menu on the HMI panel.
Follow the HMI panel menu instruction.
15.
120
Engine speed
120
Index
100 bar
Oil pressure
°C rpm
Deg. %
Min. bar
Oil pressure low
Index failure
Mark/trig failure PRESS
Feedback failure
Common alarm
LAMPTEST ESC ENTER

S903-21 21

130 (289)
Check of Injection Timing
S50MC
20
Cylinder Lubrication
S903-20
Injection timing 2.
1. Adjust the shaft encoder in accordance with

Procedure 905-8.3.
2. Remove the lubricator timing hole plug from

the exhaust side of cylinder liner No. 1. If
there is no timing hole, remove one cylinder
oil lubricating point non-return valve from
cylinder liner No. 1.
3. Turn the engine to BDC Cyl. 1. Check that

the timing hole is clean. Turn the engine
S903-20 02
ahead until the upper edge of the top piston
ring becomes visible.
3.
Note!
Compressed air is coming out of the tim-

ing hole when the piston is turned
upwards. Use eye protection.
4. Note the crank angle on the turning wheel. Piston ring
5. Compare the angle obtained with the angle

stated on the test sheet in the lubricator
S903-20 03
control unit. If the reading is not within the

tolerance stated on the test sheet, correct
all angles in the test sheet with the ob-
served difference.
4.
Alpha Lub. test doc.

Injection angle:
Programmed Corrected
Cyl. 1: 270
Cyl. 2:
Cyl. 3:
S903-20 04

131 (289)
6. 6. Run the engine at steady load. Read all in-

jection angles on the HMI panel.
Navigating in the HMI panel menu is done

as follows:
• [ENTER] goes forward (right) in

the menu or changes a set point.
• [ESC] goes backwards (left) in the menu.
• [ ] goes up in the menu.
• [ ] goes down in the menu.
7. Read all injection angles in the HMI panel,

starting at the [diSP] menu and follow the
sketch.
Check that the angles correspond with the

S903-20 06
angles on test sheet.
7.
S903-20 07
8. In case the angles are not within the stated

tolerance, adjust the common offset value
in the HMI panel SEtup menu.
See the sketch.
8.
S903-20 08
9. When the Injection offset [InJ.OF] is

checked or adjusted (if adjusted) press
[ENTER] (the HMI panel will display
[SAVE]). Return to the main menu by press-
ing [ESC].

132 (289)
Alpha lubricator testbed trail test scheme Alarm outputs to be activated
Alarm number Checked

Test Common MCU BCU power
Function to be tested: Test by displayed in HMI Action BCU in ctrl. MCU fail BCU fail Slow down
Nr alarm power fali fali
panel
Simulate common alarm from HMI panel Common alarm turns ON in alarm
1 Common alarm output
menu system
MCU LED D80 above plug J30 light
2 Engine stop signal Simulating Stop signal Simulate engine stop signal from engine control system
BCU LED D49 above plug J5 light
3 Standby pump Switch master pump OFF local side (39) + 49 Standby pump starts X
BCU take-over, standby pump Disconnect Plugs on both lubricatores Change over to BCU control and
4 Varius X X X X
start and slowdown output one cylinder standby pump start, slowdown
( ) : logged alarm Alarm output terminal number from:
Valid for ALCU system and MCU software Rev 1.6X X1 1 and 2 3 and 6
X1 9 and 12 13 and 14 15 and 16 17 and 18
X1 7 and 8
* Note that the control switch must be in AUTO position during the test
* All tests can be made with Engine running low load or with trigger simulator without engine running
* After every test the logged alarms must be deleted in the HMI panel
* After test 4 the control switch must be changed to MCU and back to AUTO mode
Minimum requirements at test bed is common alarm to be connected to AMS system
Basic Standards (MBD SB) & Suppl. Drawing No.: EN21C Surf. roughness Material / Blank:
EN21F-m Tolerances
Mass (kg) Final User Matrial:
Date Des. Chk. Appd. A.C. Change / Replacement

* Replaced by Ident No.: 9
8
7
6
5
4
3
2
1
20020430 DFA NSL JHV 0
Similar Drawing no.: Replacement for Ident no.:
Scale: Size: Type Page No.:

Testbed trail test scheme MAN B&W Diesel A/S
1:1 A3 01 (01)
Info No. Description Ident. No.
This drawing is the property of MAN B&W Diesel A/S and is to be treated as confidential by the party to whom it has been submitted by 3 02 023 INSTRUCTION 0788812-9
MAN B&W Diesel A/S and is not to be disclosed to any third party without the specific prior written permission of MAN B&W Diesel A/S Final User Info No. Final User Description Final User Ident. No.
133 (289)
134 (289)
Alpha lubricator dock trail test scheme Activated alarm outputs
Alarm number Checked
Function to be Common MCU BCU BCU in Slow
Test Nr Test by displayed in HMI Action MCU fail BCU fail
tested: alarm power fali power fali ctrl. down
panel
External alarm signals
1 Disconnect X1 - PWR A – L+ Change over to BCU control
to AMS X X X X
External alarm signals
2 Disconnect X1 - PWR B – L+ 30+35+43 BCU power fail alarm
to AMS X X X X
MCU LED D80 above plug J30 light
3 Engine stop signal Simulating Stop signal Simulate engine stop signal from engine control system
BCU LED D49 above plug J5 light
4 Ah/As signal Simulating Astern signal MCU LED D78 Above plug J30 light Simulate Astern signal from engine control system
5 Prelubrication signal Simulating pre. Lub. signal Prelubrication sequence start Simulate prelubrication signal from engine control system
Switch master pump OFF local

6 Standby pump (39) + 49 Standby pump starts
side X
BCU take-over,
Disconnect Plugs on both Change over to BCU control and standby
7 standby pump start 44
lubricatores one cylinder pump start, slowdown X X X X
and slowdown output
( ) : logged alarm Alarm output terminal number from:
Valid for ALCU system and MCU software Rev 1.6X X1 1 and 2 3 and 6
X1 9 and 12 13 and 14 15 and 16 17 and 18

X1 7 and 8
* Note that the control switch must be in AUTO position during the test
* All tests can be made with Engine running low load or with trigger simulator without engine running
* After every test the logged alarms must be deleted in the HMI panel Date
* After test 7 the control switch must be changed to MCU and back to AUTO mode
Sign.
Basic Standards (MBD SB) & Suppl. Drawing No.: EN21C Surf. roughness Material / Blank:
EN21F-m Tolerances
Mass (kg) Final User Matrial:
Date Des. Chk. Appd. A.C. Change / Replacement

* Replaced by Ident No.: 9
* 8
* 7
* 6
* 5
* 4
* 3
* 2
20021113 DFA NSL JHV Z4 Drawing updated. 1
20020430 DFA NSL JHV * 0
Similar Drawing no.: Replacement for Ident no.:
Scale: Size: Type Page No.:

Dock trail test scheme MAN B&W Diesel A/S
1:1 A3 01 (01)
Info No. Description Ident. No.
This drawing is the property of MAN B&W Diesel A/S and is to be treated as confidential by the party to whom it has been submitted by 3 02 023 INSTRUCTION 0788811-7
MAN B&W Diesel A/S and is not to be disclosed to any third party without the specific prior written permission of MAN B&W Diesel A/S Final User Info No. Final User Description Final User Ident. No.
135 (289)
136 (289)
MAN Diesel 3045-0110-0003
Table of Contents

1. Datasheet - Cylinder Lubricators - 103-2
2. Workcard - Cylinder Lubricators - 903-2
3. Datasheet - Tacho Pick-Ups - 105-7

4. Workcard - Tacho Pick-Ups - 905-7
5. Datasheet - Angle Encoder - 105-8
6. Workcard - Angle Encoder 905-8
3045-0110-0003
��
2010-04-20 - en
Maintenance
137 (289)
138 (289)
Cylinder Lubricators 103-2
Data

Special
103-2 Data
0020 Cylinder
S80MC-C
Lubricators
X Stopped engine
Shut off fuel oil
Shut off lubrication oil
Data
D-1 Nitrogen pressure

– inlet accumulator 25-30 bar
D-2 Nitrogen pressure

– outlet accumulator 1.5 bar
D-3 Plug screw

– tightening torque 30 Nm
0-60 bar
0-10 bar
When referring to this page, please quote Data D10302 Edition 0020 139 (289)
MAN B&W Diesel A/S
103-2 Cylinder Lubricators
Data
Spare Parts
MAN B&W Diesel A/S
140 (289)
Checking
S42MC
Cylinder Lubricators
0236
903-2.1
Checking
1.

1. Press the ESC + PRELUB.-button on the HMI

control panel, and check that all lubricators
are operating correctly by watching the
LEDs on the intermediate boxes for each lu-
bricator.


port inspection.
Turn the piston to BDC and check inside the

liner with a mirror and a powerful light
ing properly.

NA903-2.1 225 01

rectly by watching the LEDs on the interme-
diate boxes for each lubricator.
2.

If in doubt, disconnect the pipe at the cylin-

der liner to observe the oil flow.
NA903-2.1 225 02
When referring to this page, please quote Procedure M90302 Edition 0236
141 (289)
Checking
3. Check of Accumulators:
4. Measuring the nitrogen pre-pressure can

only be done with stopped engine and pres-
sure-free lubrication system.
Stop both oil pumps. Close the inlet valve

and open the equalizing valve on the re-
spective lubricator.
D03-11
The nitrogen pressure in the inlet accumu-
D03-10 lator (0.7 litre) can be checked without dis-
EN903-2.1 219 04
mounting the accumulator. For use of the

pressure setting tool, see Step 5.
5. To measure the nitrogen pressure in the

outlet accumulator (0.16 litre), the accumu-
5. lator or the lubricator with accumulator
must be dismounted.
For nitrogen pressure in the accumulators,

see Data.

Assemble the pressure setting tool as
shown in Figure 5, and mount the reducing
valve on the nitrogen cylinder. If necessary,
use a threaded adaptor.
Mount a 0-60 bar pressure gauge on the fill-

NA903-2.1 222 05
ing valve when the inlet accumulator (0.7 li-

tre) is to be checked, and a 0-10 bar
pressure gauge when the outlet accumula-
tor (0.16 litre) is to be checked.
142 (289)
Checking
6. C
is clean. A
D03-13
E
Mount the filling valve on the relevant accu- F

B

NA903-2.1 222 06

to 1-2 bar above the pressure stated in Da-
ta.



bleed screw F.

lator. Retighten the plug screw to the torque
stated in Data. Remount the accumulator.
143 (289)
Dismantling
Dismantling
903-2.2
1. Dismantling of lubricators:
The engine must be stopped and blocked be-

fore dismounting a lubricator. Stop the cylinder
oil pump station.
1. Close the supply valve for the lubricator and

open the equalizing valve (turn both han-
dles to a horizontal position). Remove the
upper shield, if installed.
Disconnect the electrical plug on the side of

the lubricator.
EN903-2.2 219 01
2. Unscrew the three screws in the bottom of

the lubricator and disconnect the cover with
pertaining pipes.
3. Unscrew the four screws on the side that

2. secure the lubricator to the hydraulic block,
Special running
It is possible to change a lubricator while the

engine is running if a spare lubricator with O-
rings and the necessary tools is available. The
change should be done in a maximum of 15
minutes.
• Reduce the engine load to below 40% of

MCR
EN903-2.2 219 02

steps 1-3
• Mount a spare lubricator as described in

Procedure 903-2.4.
144 (289)
Dismantling
Dismantling of accumulators: 4.
4. The engine must be stopped and blocked

before the accumulator is dismounted.

Close the supply valve for the lubricator and
open the equalizing valve.
Note!
When the oil pressure is released, a

nitrogen pre-pressure of 25-30 bar will
EN903-2.2 219 04
remain in the accumulator.
Carefully unscrew the accumulator to re-

lease the remaining oil pressure in the sys-
tem. Remove the accumulator from the
hydraulic block.
145 (289)
Overhaul
Overhaul
903-2.3
1. 1. Place the lubricator in a bench vice with

soft “jaws”.


screw.
2. Remove the screws from the cylinder block.
Remove the spring and actuator piston with

EN903-2.3 219 01
plungers.
Remove and discard the O-ring from the

cylinder block.
2.
Remove the cover for the non-return valves.
Take out springs and balls. Remove and
discard the O-rings.
EN903-2.3 219 02
3.
EN903-2.3 219 03
146 (289)
Overhaul
4. Remove the cover from the terminal box, 4.

and disconnect the wires for the feedback
(pick-up) sensor.
Remove the terminal box.
Carefully, unscrew the feedback sensor and

EN903-2.3 221 04

glass. 5.
Check that the balls from the non-return

valves are in good condition.
Check the seats for the non-return valves.

EN903-2.3 219 05
147 (289)
Overhaul

sor housing.
Mount the feedback sensor or a new one, if

necessary, with a new O-ring.

Connect the wires and mount the cover on

the terminal box.
1 1 7. Fit the cylinder block with new O-rings.

EN903-2.3 219 06
2 2 Solenoid valve
3 BN (brown)
4 BK (black) Feedback sensor Assemble the non-return valves in the cyl-
5 BU (blue) inder block.
6a. Mount the cover with the three inner

screws.
LED
Check with a small screwdriver that the
+1 –2 springs are correctly centered.
3 2
6 5 1
4
V
+ 15
wn
B ro
V
eO nal
Blu -sig
k FB
c
Bla
707-40C-7A
7.
EN903-2.3 219 07
148 (289)
Overhaul
8. Fit the cylinder block with a new O-ring. 8.

Pre-assemble the cylinder block with the
actuator piston and plungers to ensure the
correct guidance of the plungers, before fi-
nally assembling the cylinder block unit.
Mount the spring and press down the actu-

ator piston with plungers. Mount an M6 x 60
screw with a washer to keep the spring
compressed.

cylinder housing.
EN903-2.3 219 08
the housing.
Remove the M6 x 60 screw with washer.

9.
10. Mount the adjusting screw fitted with a new
O-ring and the distance bushing.
11. If the lubricator is not to be mounted on the

engine immediately after overhauling, cover
all openings with plastic to prevent dirt from
entering the lubricator during storage.
Coat all surfaces with a thin layer of oil.

EN903-2.3 219 09
10.
EN903-2.3 219 01
149 (289)
Mounting
Mounting
903-2.4
1. 1. Before mounting the accumulator, check

the nitrogen pressure, see Data.


Tighten the screws in the bottom of the lu-

bricator to the pipe connection.
EN903-2.4 219 01
3. Close the equalizing valve and open the

supply valve (handles to be in a vertical po-
sition).
2. Mount the electrical plug. Check the injec-

tion of cylinder oil on the feedback LED on
the terminal box for the specific lubricator.
EN903-2.4 219 02
3.
EN903-2.4 219 03
150 (289)

1.
With stopped engine and normally when the sys-
tem has been disassembled:
1. Press the ESC + PRELUB.button on the HMI

control panel, and check that all lubricators are
operating correctly by watching the LEDs on the
intermediate boxes for each lubricator.
2. If the cylinder cover or the exhaust valve is re-

moved, check inside the liner that all lubricating
points are working properly.
Otherwise, remove the covers for scavenge port

inspection.
Turn the piston to BDC and check inside the liner

with a mirror and a powerful light source that all
lubrication points are working properly.
M903020245C01
2.
M903020245C02
When referring to this page, please quote Procedure M90302 Edition 0249 Page 151

3.
3. Check that all lubricators are operating correctly
Inlet
by watching the LEDs on the intermediate boxes
for each lubricator.
Check the pressure shocks from the injection of

the lubricators on each lubricator pipe by feeling
with a hand.
D0311 If in doubt, disconnect the pipe at the cylinder

D0310
M903020249C03
4. Measuring the nitrogen prepressure can only be

done with stopped engine and pressurefree lubri-
cation system.
4.
Stop both oil pumps. Close the inlet valve and
open the equalizing valve on the respective lubri-
cator.
The nitrogen pressure in the inlet accumulator

(0.7 litre) can be checked without dismounting the
accumulator. For use of the pressure setting tool,
see Step 5.
5. To measure the nitrogen pressure in the outlet ac-

cumulator (0.16 litre), the accumulator or the lubri-
cator with accumulator must be dismounted.
M903020245C05
See Procedure 9032.2.
For nitrogen pressure in the accumulators, see

Data.
Page 152 When referring to this page, please quote Procedure M90302 Edition 0249

Assemble the pressure setting tool as shown in 7 C
Figure 5, and mount the reducing valve on the
nitrogen cylinder. If necessary, use a threaded
adaptor. A
Mount a 060 bar pressure gauge on the filling E D0313
valve when the inlet accumulator (0.7 litre) is to be F
checked, and a 010 bar pressure gauge when
the outlet accumulator (0.16 litre) is to be checked.
7. Before mounting the filling valve on the accumula-

tor, check that the accumulator top is clean. B
Mount the filling valve on the relevant accumulator
with the union nut. Check that valves C and F are
M903020247C07
closed.
Loosen the plug screw in the accumulator using a

½” square drive handle in socket E.
It is now possible to read the actual nitrogen pres-

sure in the accumulator on the dial gauge on the
filling valve.
8. If the accumulator needs to be refilled with nitro-

gen, open valve A and increase the outlet pres-
sure from valve C on spindle B to 12 bar above
the pressure stated in Data.
Open valve C until the accumulator is filled to the

correct pressure.
Close valve C and tighten the plug screw with

socket E to the torque stated in Data.
Release the pressure in the filling valve at bleed

screw F.
Unscrew the filling valve from the accumulator.

Retighten the plug screw to the torque stated in
Data. Remount the accumulator.
1.
The engine must be stopped and blocked before
dismounting a lubricator. Stop the cylinder oil pump
Inlet station.
1. Close the supply valve for the lubricator and open

the equalizing valve (turn both handles to a hori-
zontal position). Remove the upper shield, if in-
stalled.
Disconnect the electrical plug on the side of the

lubricator.
2. Unscrew the six screws in the bottom of the lu-

M903020249D01
bricator and disconnect the cover with pertaining

pipes.
3. Unscrew the four screws on the side that secure

the lubricator to the hydraulic block, and remove
Inlet the lubricator.
2.
Special running
It is possible to change a lubricator while the engine

is running if a spare lubricator with Orings and the
necessary tools is available. The change should be
done in a maximum of 15 minutes.
• Reduce the engine load to below 40%

of MCR

M903020249D02

steps 13
• Mount a spare lubricator as described in

Procedure 9032.4.
5.
4. The engine must be stopped and blocked before
the accumulator is dismounted.
Inlet
Close the supply valve for the lubricator and open

the equalizing valve.
Note!
When the oil pressure is released, a ni-
M903020249D04
trogen prepressure of 2530 bar will re-
main in the accumulator.
Carefully unscrew the accumulator to release the

remaining oil pressure in the system. Remove the
accumulator from the hydraulic block.
1. Place the lubricator in a bench vice with soft

1. “jaws”.
Remove the adjusting screw with bushings. Un-

screw the oil accumulator.
Discard the Oring from the adjusting screw.

plungers.
M903020247O01
Remove and discard the Oring from the cylinder

block.
Remove the cover for the nonreturn valves. Take

out springs and balls. Remove and discard the
Orings.
2.
M903020247O02
3.
M903020247O03
4. Screw out the nonreturn valves and remove and

discard the Orings. 4.
Clean the valves and check them with com-

pressed air.
5. Inspect the plungers, actuator piston and cylinder

block for wear, using a magnifying glass.
6. Fit the nonreturn valve with new Orings.
Mount the nonreturn valves in the cylinder block.
M903020247O04
5.
M903020247O05
6.
M903020247O06
7. Preassemble the cylinder blockwith the actuator

7. piston and plungers to ensure the correct guid-
ance of the plungers, before finally assembling the
cylinder block unit.
Mount the spring and press down the actuator

piston with plungers. Mount an M6 x 60 screw
with a washer to keep the spring compressed.
Fit the cylinder block with a new Oring.

M903020247O07
8. Remove the cover from the terminal box and dis-

connect the wires for the feedback (pickup) sen- 8.
sor.
Remove the terminal box and the plug for the so-
lenoid valve.
Carefully unscrew the feedback sensor and re-

move and discard the Oring.
Clean the housing with diesel oil or kerosene and

dry with a nonfluffy cloth.
M903020247O08
Discard the Orings.
10. Solenoid valve:
Disassemble and clean the valve. 9.
Check the slide for wear. If the slide is scratched

or scuffed, the valve must be replaced by a new
one.
Lubricate the slide with oil and check that the

slide can move lightly with a good fit in the hous-
ing.
Assemble the valve.

M903020247O09
10.
M903020244O12
11. Before mounting the feedback sensor, check that

11. the sensor is flush with the sensor housing.
Mount the feedback sensor or a new one, if nec-

essary, with a new Oring.
Check with an object with a straight edge (e.g.

the end of a calliper) that the end of the feedback
sensor does not protrude into the actuator piston
cylinder.
11. Connect the wires and mount the cover on the

terminal box.
M903020245O10
1 1
2 2 Solenoid valve
3 BN (brown) 13. Mount the solenoid valve fitted with new Orings.
4
BK (black)
Feedback sensor Coat the Orings with a little grease to keep the
BU (blue) rings in place during mounting.
5
12.
LED
2
Brown+15
Blue OV
Black FBsignal
M903020242O08
13.
M903020247O13
14. Mount the cylinder block assembly in the cylinder

housing. 14.
Check that the spring pin engages correctly with

the cylinder block assembly.
Mount the screws and tighten the block to the

housing.

Oring and the distance bushing.
M903020247O14
16. If the lubricator is not to be mounted on the en-
gine immediately after overhauling, cover all open-
ings with plastic to prevent dirt from entering the
lubricator during storage.
Cover all surfaces with a thin layer of oil. 15.

M903020247O01
1. Before mounting the accumulator, check the nitro-
1. Inlet gen pressure, see Data.
2. Mount new Orings on the hydraulic block and on

the cover with pipes.
Mount the lubricator and tighten the screws on

the hydraulic block.
Tighten the screws in the bottom of the lubricator

to the pipe connection.
3. Close the equalizing valve and open the supply

M903020249M01
valve (handles to be in a vertical position).
Mount the electrical plug. Check the injection of

cylinder oil on the feedback LED on the terminal
box for the specific lubricator.
2. Inlet
M903020249M02
3.
Inlet
M903020249M03
162 (289)
Checking
Cylinder
K98MC Lubricators
0237
Checking
903-2.1
1.

1. Press the ESC + PRELUB.-button on the HMI

control panel, and check that all lubricators
are operating correctly by watching the
LEDs on the intermediate boxes for each lu-
bricator.


port inspection.
Turn the piston to BDC and check inside the

liner with a mirror and a powerful light
ing properly.

NA903-2.1 225 01

rectly by watching the LEDs on the interme-
diate boxes for each lubricator.
2.

If in doubt, disconnect the pipe at the cylin-

der liner to observe the oil flow.
NA903-2.1 225 02
163 (289)
Checking
4. Check of Accumulators:
4. Check of Inlet Accumulator

Checking the inlet accumulator can be done
with running engine.
D-1
Close the valve that connects the accumu-
lator to the distributor block.
Mount the special hose on the minimess

coupling and drain all oil out of the accumu-
lator.
Check the nitrogen pressure.

NA903-2.1 222 03
For use of pressure setting tool, see Step

6. For correct pressure, see Data.
5. Check of Outlet Accumulator

5. The outlet accumulators are to be dis-
mounted while the nitrogen pressure is
checked.
Dismount the outlet accumulator.

D-2 See Procedure 903-2.2.
Check the nitrogen pressure, using the

pressure setting tool.

Assemble the pressure setting tool as
shown in the Figure, and mount the reduc-
ing valve on the nitrogen cylinder. If neces-
NA903-2.1 222 04
sary, use a threaded adaptor.
Mount a 0-60 bar pressure gauge on the fill-

ing valve when the inlet accumulator (0.7 li-
6. tre) is checked, and a 0-10 bar pressure
gauge when the outlet accumulators (0.16
litre) are checked.
NA903-2.1 222 05
164 (289)
Checking
7. C
is clean. A E
Mount the filling valve on the relevant accu- D-3 F

B

NA903-2.1 222 06

to 1-2 bar above the pressure stated in Da-
ta.



bleed screw F.

lator. Retighten the plug screw to the torque
stated in Data. Remount the accumulator.
165 (289)
Dismantling
Dismantling
903-2.2
1. Dismantling of lubricators:
Both lubricators can be dismounted with run-

ning engine, one at a time. If the engine is run-
ning when a lubricator is dismounted, it is
important to check that the other lubricator is
doubling injection frequency.
A B
1. Close the supply valve for the lubricator
concerned, using the special tool. The out-
er valve is for lubricator marked A and the
inner valve is for lubricator marked B.
Let the lubricator inject oil until the feed-

NA903-2.2 222 01
back LED stops flashing. Disconnect the

electrical plug on the front of the lubricator.
2. Unscrew the three screws in the top of the

2. lubricator and disconnect the cover with
pertaining pipes.
3. Unscrew the four screws on the front that

secure the lubricator to the hydraulic block,
4. Inlet Accumulator
Close the valve that connects the accumu-
lator to the distributor block.
Mount the special hose on the minimess

NA903-2.2 222 02
coupling and drain the oil out of the accu-

mulator.
Unscrew the accumulator. If the engine is

4. running, a new or checked accumulator
should be mounted at once.
NA903-2.2 222 04
166 (289)
Dismantling
5. Outlet Accumulator 4.
Close the supply valve for the accumulator
concerned, using the special tool. The out-
er valve is for accumulator marked A and
the inner valve is for accumulator marked
B. A B
Let the lubricator inject oil until the feed-

back LED stops flashing.
If space conditions permit, unscrew the ac-

cumulator; otherwise the lubricator must be
NA903-2.2 222 05
dismounted, see Step 1.
167 (289)
Overhaul
Overhaul
903-2.3
1. 1. Place the lubricator in a bench vice with

soft “jaws”.


screw.

EN903-2.3 219 01

plungers.
2. Remove and discard the O-ring from the

cylinder block.
Remove the cover for the non-return valves.

Take out springs and balls. Remove and
discard the O-rings.
EN903-2.3 219 02
3.
NA903-2.3 222 03
168 (289)
Overhaul
4. Remove the cover from the terminal box, 4.

and disconnect the wires for the feedback
(pick-up) sensor.
Remove the terminal box.
Carefully, unscrew the feedback sensor and

NA903-2.3 222 04

glass. 5.
Check that the balls from the non-return

valves are in good condition.
Check the seats for the non-return valves.

EN903-2.3 219 05
169 (289)
Overhaul

sor housing.
Mount the feedback sensor or a new one, if

necessary, with a new O-ring.

Connect the wires and mount the cover on

the terminal box.
1 1
2 Solenoid valve
EN903-2.3 219 06
2 7. Fit the cylinder block with new O-rings.

3 BN (brown)
4 BK (black) Feedback sensor
5 BU (blue) Assemble the non-return valves in the cyl-
inder block.
6a.
Mount the cover with the three inner
LED
screws.
+1 –2 Check with a small screwdriver that the

springs are correctly centered.
3 2
6 1
5 4
5V
+1
wn
B ro
e OV al
Blu ign
F B-s
ck
Bla
707-40C-7A
7.
EN903-2.3 219 07
170 (289)
Overhaul
8. Fit the cylinder block with a new O-ring. 8.

Pre-assemble the cylinder block with the
actuator piston and plungers to ensure cor-
rect guidance of the plungers, before finally
assembling the cylinder block unit.
Mount the spring and press down the actu-

ator piston with plungers. Mount an M6 x 60
screw with a disc to keep the spring com-
pressed.

cylinder housing.
EN903-2.3 219 08
Check that the spring pin engages correctly
with the cylinder block assembly.

the housing. 9.

O-ring and the distance bushing.
11. If the lubricator is not to be mounted on the

engine immediately after overhauling, cover
all openings with plastic to prevent dirt from
entering the lubricator during storage.
NA903-2.3 222 09
10.
EN903-2.3 219 01
171 (289)
Mounting
Mounting
903-2.4
1. Mounting of Lubricators


Tighten the screws in the top of the lubrica-

tor to the pipe connection.
2. Open the supply valve and mount the elec-

trical plug. Check the injection of the cylin-
der oil on the LED on the terminal box for the
NA903-2.4 222 01
specific lubricator.
For checking injection timing, see Proce-

dure 905-8.1.
2.
Mounting of Accumulator
3. Mount the accumulator. Remove the drain

hose from the minimess coupling. Open the
valve that connects the accumulator to the
distributor block.
A B
Check the oil injection.
NA903-2.4 222 02
3.
NA903-2.4 222 03
172 (289)
MAN B&W Checking

1.
With stopped engine and normally when the system
has been disassembled:
1. Press the ESC + PRELUB.button on the HMI

control panel, and check that all lubricators are
operating correctly by watching the LEDs on the
intermediate boxes for each lubricator.
2. If the cylinder cover or the exhaust valve is re-

moved, check inside the liner that all lubricating
points are working properly.
Otherwise, remove the covers for scavenge port

inspection.
Turn the piston to BDC and check inside the liner

with a mirror and a powerful light source that all
lubrication points are working properly.

M903020245C01
3. Check that all lubricators are operating correctly

by watching the LEDs on the intermediate boxes
for each lubricator.
Check the pressure shocks from the injection of

the lubricators on each lubricator pipe by feeling 3.
with a hand.
If in doubt, disconnect the pipe at the cylinder

M903020245C02
Checking MAN B&W
4.
D03-10 4. Check of Inlet Accumulator
Checking the inlet accumulator can be done with
running engine.
Close the valve that connects the accumulator to

the distributor block.
Mount the special hose on the minimess coupling

and drain all oil out of the accumulator.
Check the nitrogen pressure.

For use of pressure setting tool, see Step 6. For
correct pressure, see Data.
M90302-0256C04
5. Check of Outlet Accumulator

The outlet accumulators are to be dismounted
while the nitrogen pressure is checked.
Dismount the outlet accumulator.

5. See Procedure 9032.2.
Check the nitrogen pressure, using the pressure

setting tool.

Assemble the pressure setting tool as shown in
the Figure, and mount the reducing valve on the
nitrogen cylinder. If necessary, use a threaded
adaptor.
Mount a 060 bar pressure gauge on the fill-
ing valve when the inlet accumulator (0.7 litre) is
checked, and a 010 bar pressure gauge when
M903020256C05
the outlet accumulators (0.16 litre) are checked.
D0311
6.
M903020245C05
MAN B&W Checking
7. Before mounting the filling valve on the accumula-

tor, check that the accumulator top is clean. 7. C
Mount the filling valve on the relevant accumulator
with the union nut. Check that valves C and F are A
closed. E D0313
F
Loosen the plug screw in the accumulator using a
½” square drive handle in socket E.
It is now possible to read the actual nitrogen pres-

sure in the accumulator on the dial gauge on the B
filling valve.
8. If the accumulator needs to be refilled with nitro-
M903020247C07
gen, open valve A and increase the outlet pres-
sure from valve C on spindle B to 12 bar above
the pressure stated in Data.
Open valve C until the accumulator is filled to the

correct pressure.
Close valve C and tighten the plug screw with

socket E to the torque stated in Data.
Release the pressure in the filling valve at bleed

screw F.
Unscrew the filling valve from the accumulator.

Retighten the plug screw to the torque stated in
Data. Remount the accumulator.
Dismantling MAN B&W
1.
Both lubricators can be dismounted with running
A B engine, one at a time. If the engine is running when a
lubricator is dismounted, it is important to check that
the other lubricator is doubling injection frequency.
1. Close the supply valve for the lubricator con-

cerned, using the special tool. The lowermost
valve is for lubricator marked A and the upper-
most valve is for lubricator marked B.
Let the lubricator inject oil until the feedback LED

stops flashing. Disconnect the electrical plug on
the topside of the lubricator.
M903020256D01
2. Unscrew the screws in the pipe flange of the lu-

bricator and disconnect the cover with pertaining
pipes.
3. Unscrew the four screws from the top that secure

2. the lubricator to the hydraulic block, and remove
the lubricator.
M903020256D02
MAN B&W Dismantling
4.
4. Inlet Accumulator
Close the valve that connects the accumulator to
the distributor block.
Mount the special hose on the minimess coupling
and drain the oil out of the accumulator.
Unscrew the accumulator. If the engine is run-
ning, a new or checked accumulator should be
mounted at once.
5. Outlet Accumulator
Close the supply valve for the accumulator con-

cerned, using the special tool. The outer valve is
M903020256D04
for accumulator marked A and the inner valve is
for accumulator marked B.
Let the lubricator inject oil until the feedback LED

stops flashing.
If space conditions permit, unscrew the accumu- 5.

lator; otherwise the lubricator must be dismount- A B
ed, see Step 1.
M903020256D05
Overhaul MAN B&W
1. Place the lubricator in a bench vice with soft

1. “jaws”.
Remove the adjusting screw with bushings. Un-

screw the oil accumulator.
Discard the Oring from the adjusting screw.

plungers.
M903020247O01
Remove and discard the Oring from the cylinder

block.
Remove the cover for the nonreturn valves. Take

out springs and balls. Remove and discard the
Orings.
2.
M903020247O02
3.
M903020247O03
MAN B&W Overhaul
4. Screw out the nonreturn valves and remove and

discard the Orings. 4.
Clean the valves and check them with com-

pressed air.
5. Inspect the plungers, actuator piston and cylinder

block for wear, using a magnifying glass.
6. Fit the nonreturn valve with new Orings.
Mount the nonreturn valves in the cylinder block.
M903020247O04
5.
M903020247O05
6.
M903020247O06
Overhaul MAN B&W
7. Preassemble the cylinder blockwith the actuator

7. piston and plungers to ensure the correct guid-
ance of the plungers, before finally assembling the
cylinder block unit.
Mount the spring and press down the actuator

piston with plungers. Mount an M6 x 60 screw
with a washer to keep the spring compressed.
Fit the cylinder block with a new Oring.
8. Remove the cover from the terminal box and dis-

connect the wires for the feedback (pickup) sen-
sor.
Remove the terminal box and the plug for the so-
lenoid valve.
Carefully unscrew the feedback sensor and re-

move and discard the Oring.
Clean the housing with diesel oil or kerosene and

dry with a nonfluffy cloth.
M903020247O07
8.
M903020247O08
MAN B&W Overhaul

9.
Discard the Orings.
10. Solenoid valve:
Disassemble and clean the valve.
Check the slide for wear. If the slide is scratched

or scuffed, the valve must be replaced by a new
one.
Lubricate the slide with oil and check that the
M903020247O09
slide can move lightly with a good fit in the hous-
ing.
Assemble the valve.

10.
11. Before mounting the feedback sensor, check that
the sensor is flush with the sensor housing.
Mount the feedback sensor or a new one, if nec-

essary, with a new Oring.
Check with an object with a straight edge (e.g.

the end of a calliper) that the end of the feedback
sensor does not protrude into the actuator piston
cylinder.

M903020244O12
11.
M903020245O10
1 1
2 2 Solenoid valve
3 BN (brown)
BK (black)
4
BU (blue) Feedback sensor
5
Overhaul MAN B&W
12. Connect the wires and mount the cover on the

12. terminal box.
LED
13. Mount the solenoid valve fitted with new Orings.
2
Coat the Orings with a little grease to keep the
rings in place during mounting.
14. Mount the cylinder block assembly in the cylinder

housing.
Brown+15
Check that the spring pin engages correctly with
Blue OV
the cylinder block assembly.
Black FBsignal
Mount the screws and tighten the block to the
housing.
M903020242O08
13.
M903020247O13
14.
M903020247O14
MAN B&W Overhaul

Oring and the distance bushing. 15.
16. If the lubricator is not to be mounted on the en-

gine immediately after overhauling, cover all open-
ings with plastic to prevent dirt from entering the
lubricator during storage.
M903020247O01
Mounting MAN B&W
Mounting of Lubricators
1.
1. Mount new Orings on the hydraulic block and on
the cover with pipes.
Mount the lubricator and tighten the screws on

the hydraulic block.
Tighten the screws between the lubricator and the

pipe connection.
2. Open the supply valve and mount the electrical

plug. Check the injection of the cylinder oil on the
led on the terminal box for the specific lubricator.
For checking injection timing, see Procedure

9058.1.
M903020256D02
2.
A B
M903020256M02
MAN B&W Mounting
Mounting of Accumulator
3.
3. Mount the accumulator. Remove the drain hose
from the minimess coupling. Open the valve that
connects the accumulator to the distributor block.
Check the oil injection.

See Procedure 9032.1.
M903020256M03
186 (289)
Tacho Pick-Ups 105-7
MAN B&W Data

X Stopped engine
Shut off fuel oil
Data
D05-40 Tacho pick-ups for governor system

– check distance 3 ±0.5 mm

D05-41 Tacho pick-ups for Alpha lubricator
– check distance 3 +0/-1 mm

Regarding distance: Always refer to manufacturer’s instructions.
D05-42 50 ±2 mm
D05-43 10 ±2 mm
When referring to this page, please quote Data D10507 Edition 0006 Page 187
Data MAN B&W
The task-specific tools used in this procedure are shown on the plates at the end of this chapter or in
the chapters indicated by the first three digits in the plate number, e.g. P90951 refers to chapter 909.
Page 188 When referring to this page, please quote Data D10507 Edition 0006
MAN B&W Checking
The engine is equipped with two sets of pick-ups:

1.
• Governor system pick-ups
• Alpha Lubricator system pick-ups.
Governor system pick-ups:
1. The tacho pick-ups are placed next to the turning

wheel.
2. Check the distance between the tacho pick-ups

and the turning wheel, see Data.
If necessary, adjust the distance.
If the tacho pick-ups are renewed, note down the

wiring to ensure the correct remounting.
M90507-0205C01
2.
D05-40
Turning wheel
M90507-0205C02
905-7.1 Tacho Pick-Ups
Checking MAN B&W
Alpha Lubricator system pick-ups

3. (backup system for angle encoder):
3. Turn the crankthrow for Cylinder 1 to TDC.
Check the TDC of Cylinder 1 against the mark on

the turning wheel.
4. The pick-ups are placed next to the turning wheel,

see the sketch.
5. Check that the upper marker piece edge is in the

centreline of the pick-ups.
Check the distance between the pick-ups and the

M906030218C01
marker piece on the turning wheel.
Adjust the distance if necessary. See Data.
If the pick-ups are renewed, note down the wiring

to ensure the correct remounting.
4.
M90507-0205C04
5.
D05-41
M90507-0205C05
50 ± 2mm
MAN B&W Checking
6. To ensure an applicable pulse to the tacho pick-

ups, it is very important that the marker piece, as 6.
a minimum, complies with the dimensions stated
in drawing 5 and 6.
M90501-0205C06
10 ± 2mm
Angle Encoder 105-8
Data
SAFETY PRECAUTIONS
D10508
105-8
Special Edition
MC Data 0007 Angle Encoder
X Stopped engine
Shut off fuel oil
Data
MAN B&W Diesel A/S 193 (289)
105-8 Angle Encoder
Data
MAN B&W Diesel A/S
194 (289)
MAN B&W Checking

1.
Check the TDC of cylinder 1 against the mark on
the turning wheel.
2. Check that power is supplied to the intermediate

box.
The green indicator should now light.
For adjustment of the angle encoder, see Proce-

dure 905-8.3.
M90508-0206C01
Check that the rubber damper is intact.
Assemble the cover.
2.
M90508-0206C02
3.
M90508-0206C03
Dismantling MAN B&W

1.
Cut the cable tie which holds the rubber damper
around the coupling, in the end nearest to the en-
gine, and loosen the coupling.
2. Loosen the three adjusting screws on the front

flange, and remove the angle encoder and the
coupling.
3. Screw out the flange screws and remove the

encoder housing. Take care not to damage the
guide pins.
M90508-0206D01
2.
M90508-0206D02
3.
M90508-0206D03
MAN B&W Adjustment

1.
Check the TDC of cylinder 1 against the mark on
the turning wheel.
Check the TDC position with the pin gauge on the

crankthrow, cylinder 1.
Note!
Before using the pin gauge, check the
measurement from tip to tip with the val-
ue stamped on the pin gauge, and/or the
check-marks stamped on the fore end of
M90508-0206O01
the cylinder frame.
2. Loosen the adjusting screws which fasten the

encoder to the housing. Slowly turn the encoder
until the green indicator lights on the intermediate
box. 1.
Tighten the screws to secure the encoder in the

correct position.
M90508-0206O02
2.
M90508-0206O03
Mounting MAN B&W
1. Assemble the encoder housing. The two guide

1. pins indicate the correct positioning of the hous-
ing. Tighten the screws.
2. Fit the angle encoder and the coupling.
Tighten the coupling, and mount new cable ties

around the rubber damper.
Adjust the angle encoder according to Procedure

905-8.3.
Note!
M90508-0206M01
The adjustment will be easier if mounting

is in the same crank position as disman-
tling.
2. 3. Assemble the cover.

M90508-0206M02
3.
M90508-0206M03
MAN B&W Dock Trial Commissioning Procedure
ALCU –
Dock Trial Commissioning Procedure 1.
1. Disconnect the connections to the HMI panel.

(HMI panel side).
2. Check the power supply for correct polarity before

connecting the power to the ALCU control box
terminals. Check both Main A and Main B.
3. Check the HMI panel power connection for cor-

rect polarity, and connect the HMI panel.
S9030039,01
2.
+
TB x 1 V
Alcu Box
24V DC
L+
L Main B
S9030039,02
L+
L Main A
3.
+
24V DC
S9030039,03
When referring to this page, please quote S-Instruction S903 Edition 0039 Page 199
Dock Trial Commissioning Procedure MAN B&W
4. Check the adjustment of the angle encoder.Turn

4. the engine until the LED on the encoder junction
box lights up, and check that the crank angle
reading is 0° on the flywheel (TDC cylinder 1). See
Procedure 905-8.
Adjust the BCU pick-ups, as described in Proce-

dure 905-7.
5. Check the connections to the lubricators by ac-

tivating the lubricators one by one via the HMI
panel connection test menu. Follow the HMI panel
menu instruction.
6. Check the lubricator system by activating the pre-

lubrication function. Press the ESC button and the
S9030039,04
PRELUB button on the HMI panel simultaneously.

Check that no feedback alarm is activated.
5.
S9030039,05
PRESS
6.
PRESS
S9030039,06
Page 200 When referring to this page, please quote S-Instruction S903 Edition 0039
7. Turn the engine to approx. 10° before TDC of cyl-

inder No. 1. 7A.
TDC Cyl. 1
Continue turning the engine and check that the
small LEDs on the MCU unit – designated D88
(above J20) D90, D91 (above J22) – flash when
the engine is turned and passes TDC of cylinder 350°
No. 1. 0°
Also check that the LED on the MCU unit – des-
ignated D89 (above J20) – flashes approx. twice
each second.
S9030039,07A
7B.
MCU Board
S9030039,07B
Dock Trial Commissioning Procedure MAN B&W
LCD connections and setup for CPP plants

8A. (Only for controllable pitch propeller plants)
PASS
PASS Password=
Password= esc enter 8. If the vessel is equipped with a controllable pitch
propeller the Load Change Dependent extra lu-
brication (LCD) must be connected and commis-
in.Adj sioned as follows:
An active 4 to 20 mA signal (not power supplied

from ALCU) “Telegraph handle position”, i.e. a sig-
ti.Adj nal representing the ordered engine power must
be connected from the remote control system or
telegraph system to ALCU/X1:33 and ALCU/X1:34.
The LCD signal connections from the governor to
SEtuP Lcd P.6 100
ALCU/X2:1 and ALCU/X2:2 must be omitted.
S9030039,08A
Scaling:
4 mA zero load
20 mA max. handle position (overload)
8B. The signal may be generated by the remote con-

PASS
trol system as:
PASS Password= Pitch set % * RPM set % if convenient.
Password= esc enter
The configuration of the ALCU is carried out as

follows:
in.Adj SEtuP/LCd/P.1 = tELE.P
SETuP/LCd/P.6 = 100
See Figs. 8A and 8B and also section 3.2.9, Menu

ti.Adj
Structure (-part 2).
SEtuP Lcd P.1 TELE.P

S9030039,08B
Page 202 When referring to this page, please quote S-Instruction S903 Edition 0039
9. Carry out the external connection test according

to the dock trial test scheme and fill in the check
boxes.
A l pha l u br i cator dock tr i al tes t s ch eme A cti v ated al ar m ou tpu ts
Test Function to be Test by Alarm number Com- MCU BCU BCU in MCU BCU Slow- Checked
No. tested: displayed on Action mon power power control fail fail down
HMI panel alarm fail fail
1 External alarm Disconnecting X1 Change over to BCU X X X X

signals to AMS PWR A – L+ control
2 External alarm Disconnecting X1 30+35+43 BCU power fail alarm X X X X

signals to AMS PWR B – L+
3 Engine stop Simulating Stop signal MCU LED D80 above

signal plug J30 lights Simulate engine stop signal from engine control system
BCU LED D49 above
plug J5 lights
4 Ahead/Astern Simulating Astern MCU LED D78 above Simulate Astern signal from engine control system
signal signal plug J30 light
5 Pre-lubrication Simulating pre. Lub. Pre lubrication Simulate pre-lubrication signal from engine control system
signal signal sequence start
6 Standby pump Switching master pump (39) + 49 Standby pump starts X

OFF local side
S903-0039,09
7 BCU take-over, Disconnecting plugs on 44 Change over to BCU X X X X

stand-by pump both lubricators for one control and standby
start and slow- cylinder pump start, slow-down
down output
(): logged alarm Alarm output terminal

number from:
X1 1+2 3+6
X1 9 + 12 13+14 15+16 17+18
X1 7+8
MAN Diesel 3045-0110-0003
Table of Contents

1. Single Cylinder Lubricator Unit - Plate-P90307
2. Double Cylinder Lubricator Unit -Plate-P90307
3. Cylinder Lubricator- Intermediate Box -Plate P90308
4. Arrangement of Angle Encoder - Plate - P90503
3045-0110-0003
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2010-04-20 - en
Components
205 (289)
Cylinder Lubricator Unit Plate
MAN B&W P90307-0036
When referring to this page, please qoute Plate P90307 Edition 0036
207 (289)
Plate Cylinder Lubricator Unit
P90307-0036 MAN B&W

No.
018 Ball valve
031 Stud
043 Hydraulic block
055 Nut
067 Plug screw
080 O-ring
092 Intermediate pipe
126 Nut
138 Ball valve
151 Stud
175 Lubricator, complete
187 O-ring
199 Hydraulic block
209 Gasket
234 Screw
258 Adjusting screw
271 O-ring
283 Spacer, tubular
295 Cover
305 O-ring
329 O-ring
330 Cylinder block
342 O-ring
354 Spring
366 Plunger
378 Actuator piston
401 Screw
413 Screw
450 Screw
486 Gasket
498 O-ring
508 O-ring
533 Cable
569 Housing
570 Plug
582 Plug
594 Screw
Note:
*
When referring to this page, please qoute Plate P90307 Edition 0036
208 (289)
P90307-0045
P90307 0045
209 (289)
P90307-0045

No. No.

031 Gasket
043 Nut
067 Stud
079 Ball valve
102 Stud coupling
114 Adjusting screw
126 O-ring
138 Spacer
151 Cover
163 O-ring
187 O-ring
199 Cylinder block
209 O-ring
210 Spring
222 Plunger
234 Actuator piston
258 Quick coupling, minimess
271 Stud
283 Plug screw
295 Banjo coupling
305 Screw
317 Screw
329 Plug screw
330 Retaining ring
342 Disc
391 Gasket
413 Elbow coupling
425 O-ring
437 Plug screw
450 Screw
462 O-ring
474 O-ring
498 Screw
508 Housing
521 Plug
533 Plug
545 Screw
557 Cable
P90307 0045
210 (289)
Cylinder Lubricator - Intermediate Box Plate
P90308-0010
    
A A
A A
Plate Cylinder Lubricator - Intermediate Box
P90308-0010
Item Item
No. No.
013 Intermediate box, complete

037 Electric enclosure with cables
049 Printed circuitboard
062 Light emitting diode
MAN B&W Diesel A/S
212 (289)
Arrangement of Angle Decoder Plate
P90503-0017
   
A-A
Plate Arrangement of Angle Decoder
P90503-0017
Item Item
No. No.
013 Measuring instrument, axial vibration

damper
037 Screw
049 Angle encoder
050 Housing
062 Screw
074 Shaft
086 Intermediate box
098 Coupling
108 Damper plate
121 Cable ties
145 Tools
157 Packing
169 Screw
170 Spring lock
182 Spring pin
204 Shaft
228 Packing
241 Washer
253 Shield
265 Packing
MAN B&W Diesel A/S
214 (289)
MAN Diesel 3045-0110-0003
Table of Contents

1. Cabling of El. Lubricators - 0794607-6 - page 217-241

3. Control Unit Cyl. Lub. - 0789293-3 - page 271-273
4. Cabling of El. Lubricator - 0789063-3 - page 275-283
3045-0110-0003
Electrical Wiring
��
2010-04-20 - en
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ENGINE TYPE : 6S50MC-C
PROJECT : SUGANG/CLIPPER
PJT NO. : LB758
HULL NO. : SG18000-1
／ Ø Ø
／ Ø Ø
／ Ø Ø
／ Ø Ø
／ Ø Ø
／㎤

Ø
Ø
Ø
㎤
Ø Ø
Ø
Ø
Ø
Ø
Bite Type Tube Fittings
MALE CONNECTOR
BMC-R
For 32A Pipe

("S" Port)
Tube O.D. Basic gauge Width across flat Approx.

Designations (PT)T d t l
D length a H1 H L
BMC 04 - 01R 4 1/8 2.5 3.97 12 12 6 22 25.5
BMC 06 - 01R 6 1/8 4 3.97 14 14 7 28 34.5
BMC 06 - 02R 6 1/4 4 6.01 17 14 7 33 37.5
BMC 08 - 01R 8 1/8 4 3.97 17 17 7 29 35.5
BMC 08 - 02R 8 1/4 6 6.01 17 17 7 33 37.5
BMC 10 - 02R 10 1/4 7 6.01 17 19 7 33 38.5
BMC 10 - 03R 10 3/8 8 6.35 19 19 7 34 39
BMC 10 - 04R 10 1/2 8 8.16 22 19 7 39 42.5
BMC 12 - 02R 12 1/4 7 6.01 19 22 7 33 38.5
BMC 12 - 03R 12 3/8 9 6.35 19 22 7 34 39
BMC 12 - 04R 12 1/2 10 8.16 24 22 7 39 42.5
BMC 15 - 03R 15 3/8 9 6.35 24 27 7.5 37 43
BMC 15 - 04R 15 1/2 12 8.16 24 27 7.5 41 45.5
BMC 16 - 03R 16 3/8 9 6.35 27 30 7.5 37 43
BMC 16 - 04R 16 1/2 12 8.16 27 30 7.5 41 45.5
BMC 18 - 03R 18 3/8 9 6.35 27 32 8 37 43
BMC 18 - 04R 18 1/2 12 8.16 27 32 8 41 45.5
BMC 20 - 04R 20 1/2 12 8.16 30 36 8 43 47.5
BMC 20 - 06R 20 3/4 16 9.53 30 36 8 45 48
BMC 22 - 04R 22 1/2 12 8.16 32 36 9 43 47.5
BMC 22 - 06R 22 3/4 16 9.53 32 36 9 45 48
BMC 25 - 06R 25 3/4 16 9.53 36 41 10 46 50
BMC 25 - 08R 25 1 20 10.39 36 41 10 49 52
BMC 28 - 06R 28 3/4 16 9.53 41 46 10 48 52.5
BMC 28 - 08R 28 1 22 10.39 41 46 10 51 54.5
BMC 30 - 08R 30 1 22 10.39 41 46 10 51 55
BMC 30 - 10R 30 1 1/4 25 12.70 46 46 10 55 57
BMC 32 - 10R 32 1 1/4 26 12.70 46 50 11 55 57
BMC 35 - 10R 35 1 1/4 28 12.70 46 55 11 55 60
BMC 38 - 12R 38 1 1/2 32 12.70 50 60 12 57 64
BMC 40 - 12R 40 1 1/2 32 12.70 55 60 12 62 69
BMC 42 - 12R 42 1 1/2 34 12.70 55 60 12 62 69
BMC 50 - 16R 50 2 40 15.88 65 75 12 71 76.5
BMC 81 - 01R 1/8 10.5 1/8 4 3.97 17 19 7 29 36.5
BMC 81 - 02R 1/8 10.5 1/4 7 6.01 17 19 7 33 38.5
BMC 82 - 02R 1/4 13.8 1/4 7 6.01 22 24 7.5 36 42
BMC 82 - 03R 1/4 13.8 3/8 9 6.35 22 24 7.5 37 42.5
BMC 83 - 03R 3/8 17.3 3/8 9 6.35 27 32 8 37 43
BMC 83 - 04R 3/8 17.3 1/2 12 8.16 27 32 8 41 45.5
BMC 84 - 04R 1/2 21.7 1/2 12 8.16 32 36 9 43 47.5
BMC 84 - 06R 1/2 21.7 3/4 16 9.53 32 36 9 45 48
BMC 85 - 06R 3/4 27.2 3/4 16 9.53 41 46 10 48 52.5
BMC 85 - 08R 3/4 27.2 1 22 10.39 41 46 10 51 54.5
BMC 86 - 08R 1 34.0 1 22 10.39 46 55 11 52 59
BMC 86 - 10R 1 34.0 1 1/4 28 12.70 46 55 11 55 60
BMC 87 - 10R 1 1/4 42.7 1 1/4 31 12.70 60 65 12 64 72
BMC 87 - 12R 1 1/4 42.7 1 1/2 34 12.70 60 65 12 64 72
BMC 88 - 12R 1 1/2 48.6 1 1/2 36 12.70 65 75 12 67 76
BMC 88 - 16R 1 1/2 48.6 2 40 15.88 65 75 12 71 76.5
All dimensions are in millimeters. Dimensions are for reference only, subject to change.
T X\ T
For Ø16 Pipe
("P" Port)
For Ø22 Pipe
("T" Port)
SPARE PART LIST
INSTRUCTION MANUAL
FOR
PLANETARY TURNING GEAR
FOR DIESEL ENGINES
선박 주추진 디젤 엔진용
터닝기아 취급 설명서 및 예비부품 공구 목록
YRTG (50MC-C)
YURIM PRECISION INDUSTRIAL CO., LTD.

#26-2 SANKYUK 2-DONG, BUK-KU DAEGU(702-012), S-KOREA
TEL : 82-53-384-4894 FAX : 82-53-384-0030
목차 INDEX
1. 설계사양 SPECIFICATIONS 2
2. 터닝기어의 일반적 구조 GENERAL CONSTRUCTION

OF YURIM TURNING GEARS 2
3. 유지 및 보수 MAINTENANCE 3
4. 윤활유 LUBRICATING OIL 3
5. 수동조작에 의한 작동순서 OPERATION PROCEDURE 5

FOR MANUAL OPERATION
6. 부품의 교환 REPLACEMENT OF PARTS 5
7. 분해 및 조립 DISASSEMBLE 6
& ASSEMBLE
8. 설치 INSTALLATION 6
9. 유지 및 보수 일람표 MAINTENANCE 7

& SERVICING PROCEDURES
10. 브레이크 BRAKE 9
11. 롤러 체인을 체크하여 적합하게 Check and tension adjustment

팽팽하게 해야 한다 for Roller Chain. 9
12. 조립도면 ASSEMBLY DRAWING 10
13. 예비부품 목록 SPARE PARTS 10

1. 설계사양 1. SPECIFICATIONS
1.전 동 기 : 2.2 Kw,6극 440V,60 Hz 1. MOTOR : 2.2 Kw, 6P 440V, 60Hz

2.브레이크 : DC 90 V 2. BRAKE : DC 90V
3.감 속 비 : 1/1151.8 3. REDUCION RATIO : 1/1151.8
4.출력 회전수 : 0.998 R.P.M. 4. OUTPUT SPEED : 0.998 R.P.M
5.출력 토르크 : 2000 Kg-M (정격) 5. OUTPUT TORQUE : 2000Kg-M(NORMAL)
2700 Kg-M (최대) 2700Kg-M(MAXIMUM)
2.터닝기어의 일반적 구조 2.GENERAL CONSTRUCTION

OF YURIM TURNING GEARS
유림 터닝기어는(이하 “터닝 기어”라 함) YURIM TURNING GEAR(hereinafter referred to as
조립도면상의 상태와 같이 기어박스 외부에서 TURNING GEAR) is first reduced by Roller chain
1차로 로울러 체인과 스프라켓에 의하여 감속 and sprocket as shown Assembly Drawing.
되며 2,3,4 차는 기어박스 내부에서,구조가 The reduction of next stage(from 2nd to 4th)
간단하고 높은 감속비가 얻어지며 신뢰성이 is getting in the gear box. The construction of
높은 “유성형 감속기어”형태로서 이루어진다 Turning Gear consists of planetary gears which has
출력축은 시계방향과 반시계방향으로 회전 simple, high precision and reduction ratio.
가능하다. The output shaft can be rotated either clockwise or
각 기어는 고급소재와 최적의 열처리에 의한 anticlockwise. Each gears is manufactured
고정밀도와 내구성을 가지며 유성기어의 in high precision with good materials and optimum
초기 충격을 흡수하는 장치를 가졌다. heat treatments(hardening). Also, Turning Gear
그리고 미숙련자도 쉽게 조작할 수 있도록 has device to relief first impulsion when it is
구조를 간단하게 하였으나 잘못된 조작으로 started up. Even if you are an unskilled operator,
예상치 못한 문제점을 일으킬 수 있으므로 you can handle it easily. however, An improper
사용전에 취급 설명서를 충분히 읽어본 후 handling may be caused an unexpected trouble,
올바르게 사용하여야 한다. herefore you must read operating manual certainly
터닝기어는 정격 토르크 이내에서 사용하되 and carefully before starting Turning Gear. All the
특수한 상황에서 단시간은 최대 토르크까지 time, Turning Gear should be used at normal con-
사용할 수 있다. 그리고 정격 토르크 이상에서 -dition. It is righe, if only it can be used momentary
장시간 사용할 경우는 전동기의 소손,베어링 at Max. tourque condition may cause the life of
의 파손,기어 치면의 과다 마모등 수명 단축, Turning Gear to be shorten, resulting in the damage
고장을 초래할 수 있다. of E-Motor & Bearing.
엔진 본체의 플라이휠 기어에 물리는 피니언 When operating the HAND WHEEL(YU-50MC-C-28)
기어를 작동시키는 HAND WHEEL(YU- which, operates the pinion gear which is fed up in
50MC-C-28)을 작동시킬때 필히 LOCK the flywheel gear of the engine main body certainly
LEVER(50MC-C-45)를 수직으로 세운 다음 after making stand LOCK LEVER(YU-50MC-C-45)
LOCK BRACKET(50MC-C-44) 에 LOCK with hand weaving, after fixing LOCK PIN
PIN(YU-50MC-C-52)을 필히 고정시킨 후 (YU-50MC-C-52) certainly in LOCK BRACKET
작동하여야 한다. (YU-50MC-C-44), must operate.

3.유지 및 보수 3.MAINTENANCE
수시로 볼트,너트의 이완을 점검후 조여주고 Tighten loose bolts & nuts and adjust the tension
로울러 체인이 늘어지면 적정한 장력으로 조 of roller chain. Check the level of gear oil and
정할 것. supply oil if necessary.
기어 오일은 작동전에 유면계 표시 눈금에 Pay attention to noise, vibration and abnormal rise
도달하는지 확인후 부족하면 보충할 것. of temp. during initial start.
일단 작동을 시작하면 기어 박스의 소음과 The temperature of T/G casing may rise more
진동,온도 상승에 주의를 기울일 것. 10℃ to 40℃ than that of ambience, but it will be kept
기어 박스외부의 온도는 주위보다 10-40℃ up the optimum temperature when T/G is reached a
이상 올라갈 수 있다.그러나 그것은 연속 constant running. In the event of excessive heat,
사용시 적정 온도에 도달후 일정하게 유지 noise and vibration during running, stop immediately
되므로 이상이 없다. and check it. Try it again after repair.
과다한 열의 발생,소음이나 진동이 일어날 Apply the grease and lub.oil to the outside moving
경우는 즉시 작동을 중지하고 원인을 조사, part from time to time
제거후 사용할 것.
외부의 작동부위는 수시로 그리스및 윤활유를
주유할 것.
4.윤활유 4.LUBRICATING OIL

터닝기어의 기어박스 내부는 기어 오일에 The oil supply method of the internal parts of gear
의한 침적 윤활이 적용되고 로울러 체인 및 box is self-lubricating(oil bath system) and Roller
기타 외부 작동부는 그리스 윤활이 적용 chain is adopted by Grease method.
된다.오일,그리스의 종류및 교체,보충시기는 Kinds of oil & grease and the times of exchanging
윤활 목록표에 준한다. oil follow "LUB OIL LIST". Before operating,
기어박스 내부의 오일량 검사는 작동이 중지 supply the designated lub.oil so that oil level is
되고 5분 이상 경과하여 오일이 탱크에 just above the indication line of the oil gauge.
고인 상태에서 유면계에 의하여 검사되어야 Apply grease to roller chain once a month at least.
하며,외부는 수시로 검사하여 최소 1개월에 Renew gear oil once a year.
1회 정도는 주유하여야 한다. However, renew gear oil once a half year under
기어박스 내부의 기어 오일은 통산 1년에 the severe condition or in order to recove foreign
1회 교체를 하되,가혹한 조건에서 사용하였 particles after initial running.
거나 최초에는 철분을 제거할 목적으로 6개월 (The magnetic bar is attached in the gear box to
마다 교체하여야 한다. remove foreign particles)
(기어박스 내부에는 철분제거용 자석이 부착
되어 있음.)
* 윤활유의 교환 방법 Exchanging oil

1.드레인 플러그(YU-50MC-C-01)를 풀고 1. Loosen drain plug.(YU-50MC-C-01)
2.윤활유를 전부 빼낸 후 2. Drain out the oil throughly.
3.드레인 플러그에 테프론 테이프를 감아 재조립 3. Retighten drain plug after sealing
4.통기구(YU-50MC-C-01)를 풀어서 the screw with Teflon.
5.배관을 통하여 새 윤활유를 주입한다. 4. Loosen the air vent plug.(YU-50MC-C-01)
이 때,기어박스 내부에 공기가 빠질수 5. Renewed the oil into the gear box
있도록 조치를 취한다. through the pipe.

윤활방법 교체시기 LUBRICATING METHOD AND INTERVAL
내역
Information 필요
윤활 방법
윤활유양 교체 시기
Method of
위치 Quantity of Interval
Lubricating
Position
lub.oil
침적 윤활 년1회
기어박스 내부 APPROX.18 ℓ
OIL BATH ONCE A YEAR
체인 및 외부
작동부 그리스 6개월에 1회
APPROX. 15 ℓ
Chain and GREASE SIX MONTHS
outer portion
사용가능 윤활유 Practicable Application Lub.Oil
MAKER GEAR OIL GREASE
CALTEX MEROPA460 MUL TIFAK EP2
CASTROL ALPHA SP460 SHPEEROL EPL2
ESSO SPARATAN EP 460 BEACON EP2
SK SUPER GEAR 460 CROWN EP2
SHELL OMALA 460 ALAVANLA EP2

5. 수동작동에 대한 조작순서 5. OPERATION PROCEDURE FOR
MANUAL OPERATION
출력전동기에 전기공급이 되지 않거나 고장등 Operate emergency method as follows when

으로 수동 비상작동이 필요할 때는 다음 방법 E-MOTOR can not rotate well by damage or the
으로 실행한다. failure of electric power.
5-1 5-1
모터 베이스에 고정된 핸들의 고정 볼트를 Extract the fixing pin of handwheel.
제거한 후 준비한다. 5-2
5-2 Loosen and extract the bolts(4ea) of brake cover
브레이크 카바(YU-50MC-C-56-M8)의 볼트 (YU-50MC-C-56-M8).
4개를 제거한 후 벗긴다. 5-3
5-3 By tightening the bolts(YU-50MC-C-56-B10)
브레이크 해지 볼트(YU-50MC-C-56-B10) to the clockwise, the pushing disc(B3) pushes the
2개를시계방향으로 돌려 잠그면,밀판(B3)이 spring(B9) and the brake is released.
스프링(B9)을 압축시켜 브레이크가 해지된다
5-4 5-4
YU-50MC-C-001 도면에 가상선으로 표시한 Turn the handle after engaging with output shaft as
것과 같이 핸들을 전동기 출력축에 결합시킨 Drawing(YU-50MC-C-001).
후 돌린다. 5-5
5-5 Return to the original state in the opposite order
수동조작이 완료된 후에는 위 작업의 역순 after completing manual operation.
서로 원상 복귀시킨다.
5-6 5-6
정상작동을 하기 전에는 반드시 브레이크의 Check the contact between pushing disc(B3) and
해지 볼트(YU-50MC-C-56-B10) 2개를 friction disc(B2) whether it is closely adhered(Before
반시계 방향으로 돌려 밀판(B3)과 normal operation, the contact will be come close
마찰판(B2)이 완전히 밀착되었는지 확인한다. by tighting bolts(YU-50MC-C-56-B11) to the anticl-
브레이크 카바(YU-50MC-C-56-M8)를 반 ockwise.) Operate T/G after re-assembli-
드시 조립 확인한 후 작동한다. ng the brake cover(YU-50MC-C-56-M8)certainly.
5-7
전동기 출력축의 핸들은 반드시 모터 베이 5-7
스에 원상태로 고정시킨다. Fix the handle of output shaft to the original state.
6.부품의 교환 6.REPLACEMENT OF PARTS

6-1 6-1
기어 및 축은 유림공업(주)에서 설계된 특수 As gears & shafts are of special design, contact
제품이므로 필요시 제작구매 요청할 것. us in case of their replacement.
6-2 6-2
모든 베어링은 표준규격품을 사용하였으므로 Most of bearings are commercially available
시중구매가 가능하다. because of using standard production
6-3 6-3
황동 재질의 스페이스(YU-50MC-C-38) Should be noted that spaces(YU-50MC-C-38)
3개는 별도 설계에 의한 제작품이므로 are of special made by our company, Request
제작구매를 요청할 것. to our company if necessary.
6-4 6-4
오일 씰은 고무재질로서 사용 환경에 따른 With regard to the seal, A considerable deterioration
고무의 열화로 성능이 저하될 수 있으므로 may be developed owing to surrounding environ-
정기적인 교체가 필요하며,어떤 이유로 ments temperature and contamination of lub.oil &
분해했을 경우에도 새 것으로 교체한다. other reasons. Replace the oil seal with new one
교체시에는 삽입하는 입구가 벗겨지거나 periodically. Also, should be replaced the oil seal
기타 손상을 입지 않도록 한다. when the parts included oil seal are disassembled
for some reasons or others.
During replacement, pay specially attention to the
turnover of the lip and the direction of the oil seal as
well.
7. 분해 및 조립 7.DISASSEMBLE AND ASSEMBLE

7-1 분해 7-1 Disassembly
1) 이 취급 설명서에 첨부된 도면을 완전히 1)Disassemble T/G after reading over operating
이해한 후 분해할 것. manual in accordance with Assembly
2) 분해의 목적을 정확히 하고,분해할 부위를 2)Make clear the purpose of disassembly
최소로 한다. in order to minimize parts disassembled.
3) 분해시 필히 각 부품의 위치를 표시하고 3)Disassemble Turning Gear after marking if there
분해하는 순서에 따라 정리를 한다. is no match mark on a part to be disassembled.
4) 어떤 경우에도 각 부위를 무리하게 두드 4)Neither strike parts strongly nor pull each part
리지 말고,강제적인 힘을 가하지 말 것. forcibly.
5) 카바등의 부품에는 분해용 암나사가 있어 5)Taps are provided covers and other parts to
분리용 볼트를 잠궈서 분해하고,운반한다. facilitate disassembly and transportation.
6) 만약,분해작업이 어렵다면 도면을 재검토 6)In case of any trouble during disassembly,
하여 구조를 충분히 이해한 후 다시 한다. Check the drawing carefully and try it again.
7-2 조립 7-2 Assembly

1) 주위 환경을 먼지등이 없도록 청결히 한다 1)Always keep clean surrounding.
2) 각 부품은 세척유로 철저히 세척하고,결합 2)Each parts should be completely washed out with
부위에는 적당한 윤활유나 그리스를 바른 cleaning oil and made assembly after applying
후에 조립한다. grease or lub.oil to defective parts.
3) 분해시에 표시한 위치를 준수한다. 3)Check and assemble parts in order after
4) 기어박스 내부의 볼트들은 진동등으로 putting together the alignment mark.
풀리지 않도록 본드제를 나사에 도포하거나 4)Apply three bond or equivalent to threads in the
풀림방지 와셔(TAB WASHER)를 사용한다. gear box to prevent loose bolts from vibration
5) 기어 박스등에는 기존의 가스켓을 완전히 and other reasons.
제거후 다시 도포하고 조립한다. 5)Renew cover gaskets when assembly.
씰링 재료 : THREE BOND NO.1215 Gear sealing : THREE BOND NO.1215
: FORMA GASKET NO.2 : FORMA GASKET NO.2
: SILICON BOND : SILICON BOND
6) 조립완료후는 기어박스 외부의 입력축을 6)Once assembly is completed, check if Turning
손으로 돌렸을 때 부드럽게 돌아가야 한다 rotates smoothly.
8.설치 8.INSTALLATION
터닝기어는 강력한 베드에 설치되어야 하며 Turning Gear should be installed on a
설치 볼트는 완전히 죄어 진동이나 충격등 strong bed and mounting bolts & nuts tightened
외력에 견딜수 있도록 한다. throughly. Should be noted that an improper
부적당한 설치는 터닝기어의 수명을 극단적 installation may cause excessive noise or vibration,
으로 줄일 수 있으며,파손등 중대한 결함을 resulting in aconsiderable decrease in the life time
초래할 수도 있다. and damage.

9. 유지 및 보수 일람표 9.PROCEDURE OF MAINTENANCE
AND SERVICE
항목 점검내용 점검 방법 조치 방법 주기
유면계에 윤활유가 표시선까지 충만 동일종류의 것으로 상황

양 해 있는가 보충 발생시
윤 기어박스 표면의 온도가 80℃이하 작동을 중지하고 원인 상황

온도 로 유지 되는가 을 제거한 후 작동 발생시
활
열화되었거나, 쇳가루
드레인 플러그에서 소량의 윤활유를 6
유 청결 등 이물질이 많으면
배출해서 오염정도를 검사한다. 개월
교환
오일 씰 교환, 카바결합
입력, 출력축의 오일 씰 부위, 카바 부는 분해후 기존 가스 상황
누유 결합부에서의 누유 켓 찌꺼기를 완전히 제 발생시
거후 조립
체결되는 위치의 볼트가 이완되지는 적당한 공구로 상황

체결상태 않았는가
볼 다시 조인다. 발생시
트
파손되었거나 균열이
류 체결된 볼트가 파손 되지는 않았는 상황
파손 있는 볼트는
가, 미세한 균열은 없는가 발생시
교체한다.
너무 느슨하거나 지나치게 긴장되지 장력 조정 볼트로서 6

장력 는 않았는가 조정할 것
체 개월
인 체인 로울러 표면에 그리스가 충분 부족하면 그리스를 6
그리스 한가 도포한다. 개월
6
마찰판 마찰판의 마모상태, 파손 여부 확인 마찰판 교체
개월
브
레 밀판과 코일, 마찰판 사이에 이물질 6
마찰판 이물질 제거
이 (물,기름)의 유,무 확인 개월
크
밀판과 코일의 틈새가 6
동작 틈새 전둘레에 걸쳐 일정한가 틈새 게이지로 재조정
개월
기어박스에서 지나친 소음이나 진동 상황

기타 소음과진동 이 있는가 확인 즉시 작동 중지
발생시

CHECK CHECK METHOD
ITEM REMEDY INTERVAL
POINT AND POSITION
As
Replenish the same
QUANTITY Check the oil lever guage. occasion
oil.
demands
Keep the temp.to
80℃ Stop T/G, As
TEMPE-
Check the temp. of G/BOX casing Operate it again after occasion
RATURE
L remedy in case of demands
U abnormal rise.
B Renew the oil in case
Take sample oil from drain plug
CLEANN- of including foreign 6
and check the contamination of
ESS particles or month
oil.
terioration.
Oil seal parts of input & output Replace oil seal and
6
LEAKAGE shaft. Gasket parts of casing gasket with new one
month
cover. in case of leakage.
B As
TIGHTE-
O MNING
Check the bolts. Retighten loose bolts occasion
L demands
T
As
S Check the bolts whether damage Replace bolts in case
DAMAGE occasion
or fine crack. of damage or crack.
demands
C As
Adjust tension with
H TENSION Check the tension of chain. occasion
adjusting bolt.
A demands
I Apply grease to chain 6
N GREASE Chain roller surface.
roller. month
Replace it with new

Check it whether damage or wear one in case of exce- 6
B Friction disc
down. ssive wear out or month
R
damage
A
K
E Check clearance of pushing disc Re-adjust gap of it 6
CLEARANCE
& coil with feeler gauge. month
O
t
As
h NOISE & Excessive noise or vibration is Stop T/G
occasion
e VIBRATION present immediately.
demands
r
s

10.브레이크 10.BRAKE
10-1 구조 및 동작 10-1 Construction and Operation
도면(YU-50MC-C-56)의 그림처럼 상시에는 The pushing disc(B3) adhere closely together
스프링(B8)이 밀판(B3)을 밀고 밀판은 with friction disc ordinary times.
마찰판(B2)과 함께 밀착되어 볼트(B5)에 However, if electric power is supplied to the
의하여 회전되지 않도록 되어 있다. magnetic coil(B4), Friction disc(B2) is separated
코일(B4)에 전원이 가해지면 자력이 발생 from Pushing disc(B3) by Magnetic power.
하여 밀판을 당겨서 마찰판을 느슨하게 So, the brake is released and T/G can be turned
하여 회전이 가능하도록 되어있다. freely.
10-2 취급상의 주의 10-2 Pay attention to handling
밀판과 마찰판,코일 사이에는 이물질이 들어 Check and keep clean the space of pushing disc,
가지 않도록 해야한다. friction disc & coil.
10-3 틈새의 조정 10-3 Adjustment of Gap
도면(YU-50MC-C-56)에서 너트(B7) 4개를 Adjust the gap of pushing disc and coil to 0.6mm
풀어서 밀판과 코일 사이의 틈새는 0.4 m/m evenly.
로 조정용 게이지를 넣어서 전둘레가 일정
하게 되도록 할 것.
10-4 부품의 교체 10-4 Replacement of parts
마찰판의 마모가 심하거나 파손된 경우는 Replace friction disc with new one when it wears
교체를 하여야 하며,교체후 반드시 틈새 out excessively. After exchanging it, be sure to
조정 작업을 해야 한다. readjust clearance.
11.롤러 체인을 체크하여 적합하게11.Check and tension adjustment for

팽팽하게 해야 한다. Roller Chain.
(6개월마다 검사한다.) (Inspect per 6 months.)
11-1 롤러 체인을 위한 검사 11-1 Check of Roller Chain
· 만약 롤러 체인에서 소음이 발생한다면 · If the noise occurred to the roller chain, Inspect
체인카바를 분해한 후 롤러 체인을 검사 the roller chain after removing the chain cover.
하여야 한다.
· 만약 심한 소음이 여전히 사라지지 않는다면 · If a heavy noise is still not disappeared, rearrange
모터와 스프로켓의 평행됨을 재정비 해야 the sprockets of motor and reducer.
한다.
· 체인의 각 구간 고장을 검사하라. · Inspect a failure of each link of chain
11-2 롤러 체인의 적합성 11-2 Adjustment of Roller chain

· 롤러 체인은 체인의 롤러가 이빨의 뿌리(끝) · Roller chain has to be tensile-loaded until chain's
접촉하도록 팽팽하게 걸쳐있어야 한다. roller contacts to the root of teeth.
· 늘어짐의 양이 스프로켓의 중심 거리에서 · The amount of slack should not be exceeded 2% of
2%가 넘어서는 안된다. the center to center distance of sprockets.
E E
2%E 2%E
Model 2%E[mm] Model 2%E[mm]

11 11

12.조립 도면 12.ASSEMBLY DRAWING
(별 첨) (Seperately appendix)
13.예비 부품 목록 13.SPARE PARTS

(별 첨) (Seperately appendix)

HMMCO
INSTRUCTION MANUAL
FOR
AUXILIARY BLOWER WITH MOTOR
HYUDAI MARINE MACHINERY CO., LTD.
-1-
- CONTENTS-
■ AUX-BLOWER
A. OPERATION
1. PREPARATION FOR OPERATION
2. STARTING INSPECTION
3. TROUBLESHOOTING
B. MAINTENANCE
1. T/C REAR SIDE MOUNT TYPE for B&W ENGINE
2. T/C AFT SIDE MOUNT TYPE for B&W ENGINE
3. T/C REAR SIDE MOUNT TYPE for SULZER ENGINE
4. INSTRUCTION FOR DISMOUNTING & MOUNTING OF IMPELLER
■ ELECTRIC MOTOR
A. OPERATION
2. STARTING
3. STOPPING
4. CARE AFTER STOPPING
5. TROUBLESHOOTING
B. MAINTENANCE
1. PERIODICAL MAINTENANECE CHART
2. MAINTENANCE AND REPLACEMENT OF BALL BEARING ON THE MOTOR
3. DISASSEMBLY AND REASSEMBLY OF THE MOTOR
4. DRYING
5. TRIAL RUNNING OF THE MOTOR
6. REFERENCE
-2-
■ AUXILIARY BLOWER
-3-
A. OPERATION
After the fan is left at rest for a long time or subjected to dis-assembly and
assembly, carry out the following inspection.
(1) Make sure that there is no foreign matter in the casing.

(2) Examine if there is a piece of cloth or another thing which may easily
be sucked in, near the suction port.
(3) Inspect the rotating parts for any contact with fixed parts.
(4) Check the power source (Voltage, Cycle). Don't supply different cycle,
power source with motor specification.
2. STARTING INSPECTION
After starting the fan, carry out the following checks.
(1) Check to see if the rotating direction in corret.

(This check is not necessary when no reassembling has been carried out.)
(2) Check for abnormal noise.
(3) Check for abnormal vibration.
3. TROUBLESHOOTING
When the fan is out of order, care for the fan according to the following table.
No. Trouble Probable cause Remedy

Inspect the impeller and related
parts to locate the cause.
Mechanical rastraint Replace with spare bearings.
Impossible or
1 Seizure of bearings Check for motor winding
difficult to start
Trouble of the motor disconnection, insufficient
voltage, cable disconnection,
faulty starter connection, etc.
-4-
No. Trouble Probable Remedy
2 Insufficient Dirt and other foreign Clean the impeller.
capacity or matter attached to the
motor impeller.
overload Rotation reversed. Correct the rotating direction.
Air leakage. Check the air duct connections
ect.
Impeller damaged. Replace the impeller.
Insufficient or Check the motor.
excessive rotating
speed.
3 Abnormal Abnormal speed Check the motor.
vibration Foreign matter Remove the foreign matter.
and noise Loose installing bolts Tighten the installing blots.
Bearing damaged Replace with spar parts.
4. IF YOU HAVE ANY DOUBTS, PLEASE DO NOT HESITATE TO CONTACT.
HYUNDI MARINE MACHINERY CO., LTD.
602-15, GAJWA-DONG, SEO-GU, INCHON CITY, KOREA. (http://hmmco.co.kr)

TEL : +82 - 32 - 583 - 0671
FAX : +82 - 32 - 583 - 0674
-5-
B. MAINTENANCE
1. T/C REAR SIDE MOUNT TYPE FOR B & W ENGINE
(1) MOUNTING OF ELECTRIC MOTOR ON B & W AUXILIARY BLOWER

All item numbers refer to drawing No. H-REAR-01/02
1) Place the motor on a table or flat so that shaft is in a horizontal position

and motor shaft is sticking out of the foundation.
2) Remove the groove from the motor.
3) Lubricate the motor shaft with oil or grease.
4) The sealing ring to be pushed over the shaft.
5) The motor to be bolted onto the motor plate. The motor blots should be packed
carefully with teflon or fluid packing substance. Do not forget to placetheterminal
box of the motor correctly in proportion to the drain hole.
6) Mount the gaslock-seal (item 11) in the stuffing box (item 7) the lip towards the
impeller.
If the Gaslock-seal has already been mounted-check the seal lip.
7) Place the Gasket (item 8) between motor plate and stuffing box (item 7) Carefully
push the stuffing box over motor shaft and sealing ring without damaging. the
Gaslock -seal. The stuffing box will automatically centre and then be mounted by
means of 6 bolts with washers made of carbon steel. Lubricate the lip care-fully
with grease from both sides.
8) The groove should be shortened to fit the projecting part of the motor shaft.
9) The impeller should now be carefully pushed over the shaft, while taking care that
the groove and the key way are next to each other.
-6-
When the impeller cannot be pushed up any further, if should be pulled into right
position by means of a bolt.
10) The impeller should be tightened by using a think washer(5-6mm),a lock washer,
and a bolt.
NB : The impeller has been dynamically and statically balanced from
the factory and must not be damaged in any way
11) Th inlet cone to be dismounted.
12) The GASKET (item 5) to be placed in it's right position.
13) The motor plate to bo lowered onto the fan housing and tightened by means of
bolts with washers made of Carbon Steel.
14) Mount the inlet cone. Take care, however, that the distance be ween the impeller
and the inlet cone is the same all the way round.
15) Turn the impeller manually in order to check that it runs smoothly.
16) The motor nay now be started in order to check the fan for excess vibration
and jarring sounds. with an accelleromter it should be checked that the motor has
an effective frequency below 2 mm/sec. Measurements should be made horizontally
and vertically on a level with the motor bearings The impeller has been balanced
in accordance with ISO 1940 and with quality class Q better then 6.3.
Testing period 15-20 minutes.
-7-
-8-
-9-
2. T/C AFT SIDE MOUNT TYPE FOR B & W ENGINE
(1) MAINTENANCE OF B&W AUXILIARY BLOWERS
The auxiliary blowers usually consist of the following main components which
are shown on drawing No. H-AFT-01/02/03
1) Blowers.
2) T-connection.
3) Electric motors.
Your attention is drawn to the fact that some of the minor types of diesel engines
do not require compensator and suction box.
1) Blower.
The blower part consists of the following.
Scroll housing made of heavy steel plate.

Impeller in special welded alu. - alloy.
Suction cone.
Tightening device, intended for pressure of up to 5 Bar

Motor plate.
Motor.
2) T-connection.
The T- connection, which is made of heavy steel plate, serves as connection
piece between the two blowers as well as connection to the outlet pipe of the
air cooler.
The pressure opening surfaces of the two blowers have a parallelism better then
0.1 mm. The parallelism is maintained by 8 conical guide pine, which should be
treated carefully when re-mounting.
- 10 -
(2) MOUNTING OF AUXILIARY BLOWER
1) The two fans have been mounted on the T-connection from the factory and
should not be separated.
2) Lift the whole unit to its right place.

Tighten blowers loosely onto diesel engine.
Tighten all bolts properly.
3) Mount the suction pipe from the air cooler.
4) The unit is now ready to be put into operation.
5) During operation the mechanical seal, which consists of Sealing ring (item 10) and
Gas lock seal (item 11), will leak a bit considerable leakages indicate that the
Gas lock seal is worn out and should be replaced. During this replacement the
Sealing ring should be turned so that the seal gets to work at another spot on
the sealing ring.
NB : The fans are in right and left position respectively, wherefore the impellers
must not be reversed. The impellers are marked with the serial number of
the fan.
- 11 -
- 12 -
- 13 -
- 14 -
3. T/C REAR SIDE MOUNT TYPE FOR SULZER ENGINE
(1) MAINTENANCE OF SULZER AUXILIARY BLOWERS
The auxiliary blowers usually consist of the following main components which
are shown on drawing No. H-WCH-01/02/03
1) Blowers.
2) Joint duct.
3) Suction box.
4) Electric motor.
Your attention is drawn to the fact that some of the minor types of diesel engines
do not require compensator and suction box.
1) Blower.
The blower part consists of the following.

Scroll housing made of heavy steel plate.
Impeller in special welded alu. - alloy.
Suction cone.
Tightening device, intended for pressure of up to 5 Bar
Motor plate.
Motor.
2) Joint duct.
The joint duct consists of two mounting flanges.
3) Suction box.
The suction box consists of a heavy steel box direct mounting onto the main motor,
plus and inspection cover.
The function of the suction box is to combine outlet of the air cooler with the
inlet of the auxiliary blower.
- 15 -
(2) MOUNTING OF AUXILIARY BLOWER
1) Mount joint duct onto suction box.

(Small flange towards suction box.)
2) Mount suction box onto diesel engine.
3) Lift the blower to it's right place and push it towards the joint duct.
Tighten blower loosely onto diesel engine.
Tighten joint duct onto blower so that it does not suffer any harm.
The unit is now ready to be put into operation.
- 16 -
- 17 -
- 18 -
- 19 -
4. INSTRUCTION FOR DISMOUNTING & MOUNTING OF IMPELLER
(1) INSTRUCTIONS FOR DISMOUNTING OF IMPELLER ON AUXILIARY BLOWER
In the following it is recommended to see drawing No.

H-REAR-01/02, H-AFT-01/02/03, H-WCH-01/02/03
1) The electric connection of the motor to be dismounted.
2) The bolt on the motor to be loosened, and motor, motor plate, and impeller to be
raised from the scroll casing by means of a stable lifting device.
3) The bolt on the motor shaft to bo loosened and removed together with the spring
plate.
4) Dismounting tool-as shown on the enclosed sketch No. H-TOOL-01 to be mounted

on the hub of the impeller by means of 2 bolts which are screwed into the
belonging threaded holes.
5) A strong disk is to be placed between the motor shaft and the dismounting tool in
order not to damage the threaded hole in the motor shaft.
6) The impeller to be carefully drawn out by means of tightening the middle bolt.
7) Under normal conditions the sealing ring remains os the motor shaft However,
it comes of when dismounting the impeller, the motor plate must be dismounted
from the motor and the sealing ring must be mounted on the motor shaft. The
motor can now be mounted, however, please take care not to damage the sealing
ring.
- 20 -
- 21 -
(2) INSTRUCTIONS FOR DISMOUNTING OF IMPELLER ON AUXILIARY BLOWER
FOR MAIN DIESEL ENGINES
In the following it is recommended to see drawing No.

H-REAR-01/02, H-AFT-01/02/03, H-WCH-01/02/03
Please note that the new impeller has been statically and dynamically balanced
from the factory, and therefore the impeller must not be exposed to thrust or other
overload.
1) Grease the motor shaft with oil.
2) The impeller to be pressed over the motor shaft by means of a bolt and a
washer plate. Please make sure that the groove fire opposite the key groove.
3) The impeller to be held by means of the original spring plate and bolt.
4) Motor plate to be lifted up carefully from the foundation and to be turned
horizontally
5) The packing between the scroll casing plate and the motor plate to be examined
for porosities and cracks. In case of a defect packing has to be replaced. Please
use a corresponding quality.
6) Impeller, motor, and motor plate to be mounted on the scroll casing plate once
more. Please or take precautionary measures in order not to damage motor or
impeller resulting in unbalance.
7) The motor can now be electrically connected again.
- 22 -
■ ELECTRIC MOTOR
- 23 -
A. OPERATION
If the motor to be operated has been at rest for a long time or disassembled and
reassembled, pay attention to the following.
(1) Check to see that rotary parts such as fan are secured positively, motor installation
is satisfactory, and there is no abnormality on the machine to be driven by the
motor.
(2) Check to see that terminal connections of the motor are sufficiently tight, and
insulation distance between dissimilar poles and ground is not badly small.
(3) Check to see that there is no contact between rotary and stationary parts.
On such motor that has small gaps between the rotor and the stator, both may be
brought into contact by wear of the bearing, and the stator coil burned out by the
resulting heat generation.
(4) Check to see that bearings are normal.
(5) Check to see that there is no ingress of dust or dirt or foreign matter in the
aparatus.
(6) Check to see that there is no part of deteriorated insulation.
(7) Measure the insulation resistance. If the measurement is lower than specified, dry
by proper method.
(8) Check to see that the machiner to be driven by the motor is ready for operation.
(9) Check to see that the direction of rotation of the motor is correct. If the rotationg
direction is reverse in the case of the 3 phase motor, change the connection of
wires for two phases with each other.
- 24 -
2. STARTING
After finishing the preparation for operation, confirm the load to be ready for
starting. Then, turn on the power switch, and after signalling to the rotary part,
operate the operate switch to start the motor points requiring attention during
operation are as follows.
(1) The condition of load, and temperature measurement.
If the motor is provided with an ammeter, the condition of load can be known by
use of meter. If no ammeter is available.
Hear sound or know the temperature of the stator frame.
Note that if an overload is sustained, the temperature of various parts exceeds the
specified value.
Table 1
Temperature Rise at AC Machine Stator Windings Rated below 1,000V
(。C)
TYPE OF MACHINE
MEASURE Not totally enclosed Totally enclosed
RULE
MENT CLASS OF INSULATION
F E B F E B
T 75 55 60 80 60 65
NK (1979)
R 90 65 70 90 65 70
ABS (1978) R 95 60 70 100 65 75
T 80 55 60 80 55 60
LRS (1979)
R 90 65 70 90 65 70
T 75 55 60 75 55 60
NV (1980)
R 90 65 60 90 65 70
T=Measurement by thermometer
R=Measurement by resistance
- 25 -
(2) Sound
The sound of the motor gives a good indication of the condition of rotation.
Especially, the sound of the bearing part is useful in determining troubles.
To hear the sound of the bearing part correctly, apply a metal bar, one end th
the bearing part and the other to the ear.
(3) Vibration
The vibration give another indication of the condition of rotation.

Abnormal vibration of the motor during operation is caused either magnetically
or mechanically. Probable magnetic causes are an air gap unbalance between
the rotor and stator which causes a magnetic attractive force to be exerted
between cores resulting in a vibration of the rotor, ground or wire break which
causes a current unbalance to develop, misalignment of magnetic center, ect.
Probable mechanical causes are broght about a mechanical unbalance of the

rotor, improper installation of the coupling between the motor and the load
(improper centering), loosened motor mounting bolt, improper bearing part, ect.
The rotor is fully balanced during manufacture, and with normal care it should
not be unbalanced.
3. STOPPING
Confirm the load lobe ready for stopping, and after signalling, operate the operate
the operating switch to stop the motor.
4. CARE AFTER STOPPING
After stopping, pay attention to the point given in the paragraph

" Preparation for operation. "
- 26 -
5. TROUBLESHOOTING
Trouble Cause Remedy
Disconnect the motor from the load.
Try to rotate by hand and if it is
difficult, the cause is a mechanical

Mechanical restriction or
restriction.
overload.
Disassemble and investigate. If the
motor without the load can be
started, check the load.
Stator winding broken Replace with a spare one.

Failing or
Measure the motor terminal voltage
difficult to
and read the voltmeter on the
start Switch in poor contact
switchboard. If it is lower then
sprcified, raise.
Fuse blown out Replace with a spare one.
Readjust contact part or replace

Switch in poor contact
with a spare one.
Connecting wire broken Reconnect.
Over current relay operated Remove the cause and reset.
Bearing binding Replace with a spar one.
Grease deteriorated or
Overheating Replace with a spare one.
contaminated
of bearing
Ball bearing damaged Replace with a spare one.
part
Misalignment Alignment.
Abnormal Belt too tightened Reduce belt tension.
sound or
Investigate the cause for overheating
abnormal Heat conducted from other part
of rotor or stator.
vibration
- 27 -
Frequency Check and adjust the line frequency
variation to the rated value.
Abnormal
Load
Check and adjust the machine.
variation
Replace bearing with a spare part.
Air gap part in contact
Check for bearing of shaft.
Ingress of foreign Remove foreign matter.
Loosened
Retighten.
mounting bolt
Misalignment
Vibration
of direct
or rotor Realignment.
connected
machines
Unbalance Rebalance.
Replace bearing with a spare part.
Air gap in unbalance
Abnormal center bracket with frame.
sound or Beating due
abnormal to overload
Magnetic Check and adjust load.
vibration loosened
sound Disassemble and repair.
Laminated
core
Corroision of
ball with Readjust or replace bearing
retainer
Grease
Replace with a spare one.
Abnormal deteriorated
sound Ball surface
from damaged
mall damage by Replace with a spare one.
bearing electrolytic
corroision
Ingress of
foreign Clean bearing and repack with grease.
matter
- 28 -
Overload Reduce load to or below rated value.
Cooling fan defective Disassemble and repair.
Ventilating hole clogged Remove dust or dirt accumulation.
Overheating Replace bearing with a spare part.

Friction between rotor and
Readjust air gap uniform by centering
stator
bracket with frame.
Coil grounded Disassemble and repair coil.
Disassemble and water wash to remove
contaminant, then reassemble and dry in
the case of inundation by sea water,

Inundation
wash and clean in hot water at 60。C to
70。C to remove salt, then reassemble
and dry.
- 29 -
B. MAINTENANCE
1. PERIODICAL MAINTENANCE CHART

Standard checking Standard corrective
Interval Checking of
procedure measure
If abnormal vibration, sound
or bearing heating is noted,
Check for vibration
investigate the cause and
Major motor in and sound, and the
Daily repair.
use temperature of bearing
If overload or other abnor
etc. by touching by hand.
mality is noted, stop at
once and remove the cause.
Rotate the motor by If abnormality is noted,
Major motor
hand and check for investigate the cause and
not in use
abnormality. repair.
Weekly Removal
Measure insulation If insulation is deteriorated
electric
resistance. Check or ground connection is im
apparatus
ground connection. and repair
Measure insulation If insulation is deteriorated,
resistance. investigate the cause and
Motor and Check stator and rotor repair.
Monthly
stater loosened connection. Clean contaminated area.
Check lubrication Add grease and replace
part. bearing.
If the measurement is below
the allowable limit given
Electric Measure insulation below, dry or otherwise
3-monthly
circuit resistance. correct.
(1) Circuit rated about 100V:
1 Mohm or greater
- 30 -
Standard checking Standard corrective
Interval Checking of
procedure measure
(2) Circuit rated below
Electric Measure insulation
3-monthly 100V:
circuit resistance
1/3 Mohm or greater
If operation is abnormal,
Check operation investigate the cause and
Apparatus starter and accessory repair. Repair defective
associated apparatus. or burned part.
with motor Check contact If necessary, replace with
connections. a spare one. Retighen
6-monthly loosened connection.
Check for loosened
bolt or nut in the Retighen loosened bolt or
base mounting part. nut.
Motor
joint, cover mounting Replace defective blot or
part, etc. and for nut with a now one.
correction.
Measure air gap
between stator and Replace defective bearing
Motor rotor. Check for with a spare part, Clean
abnormality shaft and bearing
in bearing part.
Yealy
(1) Check with parts list.
(1) Check the number. (2) If insulation is
Spare part (2) Measure insulation deteriorated, investigate
resistance. the cause and dry or
otherwise correct.
- 31 -
2. MAINTENANCE AND REPLACEMENT OF BALL REARING ON THE
MOTOR
The ball bearing with grease sealing plates is packing with grease during
manufacture, and should not require addition of grease during operation,
unlike the conventional open type bearing.
The ball bearing requires replacement if it produces badly abnormal

during operation. The procedure for bearing replacement is as given
below.
After disassembling the motor by the procedure given later, remove the
defective bearing from the rotor shaft by use of a bearing puller.
Anti-rust grease on the surface of the replacement bearing should be

removed with a cloth. Mount the new bearing on by the shock.
During this procedure, be careful not to give shocks to the sealing plate, as
the searing plate may be deformed or dropped by the shock.
However desirably the bearings may be in use, it is unavoidable for them

to be damaged by fatigue. Nevertheless, an adequate operating method
can reduce the fatigue or can prevent failures due to other causes.
Besides, should a damage to be taken, the cause should be examined in
view of the appearance and character of the damaged part. and care must
be taken not to allow the same trouble to be repeated.
It is very difficult to locate the cause of a trouble, which is usually

attributable to a combination of several causes.
- 32 -
No. Trouble Characteristic Probable cause
Dents formed on the race face owing
to careless installation.
Low noise
Dents formed on the race face by
(rustle or rumble)
external vibration while the fan
1 Noise is at rest
High-pitched noise Too small clearance
Foregin matter included
Intermittent noise Resonance due to careless assembly
about the housing
Insufficient clearance during
Abnormal
2 operation
temperature
Overload
Too tight fitting
Axial crack on the or
Uneven installing surface
outer ring
Housing deformation
Circumferential crack Uneven installing surface
3 Crack
on the inner or outer
Extreme overload
ring
Crack on the retainer or ball due
Irregular crack
to grease aging
Indentation Knock during installation
Indentation of the same
4 on the race Great blow struck on the bearing
pitch as the ball
face with the fan is at rest
Grease aging
Retainer
5 Ball damaged
damaged
Rivet damaged by vibration
Corrosion by acid or moisture
local spots on the
while the fan is at rest for a
6 Rust race face
long time
Surface rust Incomplete contact (Faulty fitting)
- 33 -
3. DISASSEMBLY AND REASSEMBLY IF THE MOTOR]
To disassemble the motor, proceed as follows.

(1) Disconnect the motor from the power supply.
(2) Remove the direct coupling, and place the motor in a ares
suitable for disassembling.
(3) Remove the bearing cover and the oil thrower on the direct coupled
side.
(4) Remove the bearing bracket.
(5) Pull out the rotor as a whole in the direction toward the fan.
(6) Place the rotor on a cleam stand, and pull out the ball bearing
with a tool.
Be careful not to contaminate disassembled bearing part, etc. with

dust or dirt. Also, take care not to damage the insulation when pulling
out the rotor.
The reassembly should be done by reversing the disassembling procedure,

taking care to insure positive assembling of bearing part or other fits.
4. DRYING
Before starting the motor which han been at rest long or is suspected
of moisture absorption, measure the insulation resistance of the winding
and if the measurement is below he limit given below, it is necessary
to dry the winding by the procedure given in the following paragraphs.
□ Circuit rated above 100V:1 Mohn or greater
□ Circuit rated below 100V:1/3 Mohn or greater
(1) Hot air or external heating method :

Place a well ventilated sheet over the motor.
The insulation should not be heated about 90。C
(2) Current method:
With the rotor locked, apply a low voltage to allow a short circuit
current to flow in the winding. The winding is then dried by it's own
heat generation. Start at low current, increasing the current
gradually until the temperature approaches 90。C, then keep the current
- 34 -
so that the insulation resistance reaches a constant
value sefely.
5. TRIAL RUNNING OF THE MOTOR
The motor which has been dried or disassembled and reassembled should
be cleaned thoroughly, checked for loosened screw, etc. and then placed
in trial running.
If the trial running is satisfactory, the motor may be directly coupled
with the load.
6. REFERENCE
(1) Insulation resistance test for stator winding

Remove the cables from terminals and measure resistance beween
earth and stator winding by D. C. 500V megger.
The resistance should be more than follows.
R= Machine rated voltage x 3

Machine rated output(kw) + 1000
Note : R : Insulation resistance for stator winding.
If the resistance is too low ( less then 1 MΩ ) it should be dried

by the procedure of item 4.
Typical trend of insulation resistance.
- 35 -
Caution
1. During drying, carefully heat up to exceed 90。C at any

points of winding.
2. It should be continued to dry that the resistance measured
are saturate.
(2) Re-greasing
Following grease should be used. Refer to the attached Table 2.
Recommended Grease.
(3) Period of re-greasing

Operate frequently Every 3 month
Operate intermittentry Every 6 month
- 36 -
Table 2.
RECOMMENDED GREASE
Insulation Class E. B. Insulation Class F

Manufacturer
Grease Soap Grease Soap
NIPPON OIL MULTINOC NO.2 NITUM MULTINOC WIDE 2 LITUM
MARUXXEN OIL WR-3 NATRIUM WR-3 NATRIUM
DAPHNR CORONEK
IDEMISHUKOSAN LITUM DAPHNE GERASE BENTON
GREASE NO.2
ESSO REACON NO. 325 LITUM TEMPREX N2 LITUM
SHELL ALVANIA NO. 2 LITUM DOLIUM GREASE 2 PORIYUA
CARBURETTING
MOBIL MOBILUX NO. 2 LITUM MOBIL GREASE 28
HYDROCARBON
DAINAMIC GREASE DAINMIC GREASE
DAIKYO OIL LITUM LITUM
MP-2 MP-2
ANTER MULTISERVICE LITUM
BP ENEREASE BP ENERGREASE
BP LITUM BENTNITE
LS-2 HTB 2
REGAL STARFAL
CALTEX
PREMIUM NO. 2
CASTROL
CASTROL
SPHEEROL AP2
DURA-LITH
CHEVRON LITUM
GREASE 2
TEXACO
TEXACO
REGAL AFB2
GULF CROWN
GULF LITUM
GREASE N2
TOTAL MULTIS
TOTAL
EP22
DIAMOND DIAMOND
MISHUBISHI
MULTIPUROPOSE LITUM MULTIPUROPOSE
OIL
GREASE NO.2 GREASE NO. 2
- 37 -
- 38 -
- 39 -
DONG BO CHAIN IND. CO., LTD.
Dong Bo Marine Engine Roller Chain which meet British Standard(BS) and is uniquely designed
to be capable of driving marine diesel engines is designed with most advanced manufacturing
technique and the high quality steel.
Dong Bo Marine Engine Roller Chain is used for Camshaft Drives, Fuel Pump Drives and various
kinds of auxiliary operated equipment. MAN B&W use it in the marine diesel engine, and
Sulzer and Mitsubishi, just to name a few. This catalog shows the items that can be repaired
and maintained.
1. Composition
In picture 1. Link plate, pin, bush and rollers are the main compositions of Marine Engine
Roller Chain. Link plate supports the tensile stress. Pin and bush builds up the structure
of the bearing area. The roller not only absorbs the impact, which is transmitted to the
bush, but also prevents the wearing of the sprocket.
Pin
Bush
Roller
Roller link plate
Roller link
Pin link plate
Picture 1
Chain is composed of two pins and two pin link plates as in picture 2 and pin is assembled
into link plate by press-fit. In roller link two bushes are pushed into link plate, and
roller is assembled into the outer bush to make roller turn freely. The connecting link is
supplied a press-fit outer plate.
Pin link Roller link Connecting link
Picture 2
Look at the picture 3. Chain is connected and assembled into roller link and pin link plate
secured by riveting. The length of chain is measured by roller centers to roller centers,
the chain in picture 3 is five pitches long, commence inner link finish inner link.
Pitch Pitch
Picture 3
2. Instructions ＆ Installation
2-1. Unpacking
The chain could be heavy, so put packing case on its side, then open and carefully
lift chain out vertically by lifting device. Picture 4.
Picture 4
2-2. Installation
If necessary use a lifting device to put the chain on to the engine. Picture 4.
It may require a pulling device, picture 5, to pull the roller links together. Put the
connecting links pins into the roller link bushings and then push on connecting link top
plate, push a little on each pin at a time so that the plate does not bend. The connecting
link pins must then be riveted with a round punch. Picture 6.
NOTE : Do not change the connecting link plate holes or pin diameter to assembly connect-
ing link plate and pin easily.
Approximately 30˚
Picture 5 Picture 6
2-3. Disassembly
If the chain has to be disassembled, the connecting link has to be found. It is
usually marked red in color. Using tool, Picture 7, tighten up the bolt on to center of
the pin and tighten, pushing the pin through outer plate and into the bush. Move and put
on the second pin and repeat procedure until you can pull out connecting link pins.
REMEMBER this connecting link MUST NOT be used again as all interference fits have been
destroyed.
A NEW LINK MUST BE USED TO REJOIN CHAIN.
Picture 7
3. Lubrication
Lubrication is very important for High Quality Roller Chains. It helps prevent wear
stretching and creates a film of oil between pin, bush and roller. It also helps reduce
noise at high speed. Locate the lubrication as close to the chain entering the sprockets as
possible. Picture 8.
Picture 8
See picture 9 for position of lubricating nozzles for various types of chain.
The minimum quantities of oil required for Marine Engine Roller Chain is as follows:
Single strand chain: 10 Liters(2 gals.) per inch length of chain/ hour
Double strand chain: 20 Liters(4 gals.) per inch length of chain/hour
Triple strand chain: 30 Liters(6 gals.) per inch length of chain/hour
NOTE : Check nozzles and pipes regularly blockages.
Bush
Roller
Roller link plate

Pin link plate
Picture 9
4. Chain tension and Adjustment marine engine
Vibrations are usually caused by the chains becoming loose by stretching and wear.
These vibrations can be reduced as you change the tension. Engine manufactures specifications
should be checked. You should make the first tension a half of the tension, which is affected
in the chain while driving. If it is difficult to measure the tension you should adjust it.
See picture 10.
You adjust the tension in the center to make the movement

about one pitch of the chain by pushing and pulling it.
Picture 10
After shop test and sea trial test the chain which is used first may be expanded for about
0.02~0.05%. So you should adjust the chains tension and must not loosen it. As the tension
is adjusted, you won't be able to see the loose chain, and you must tighten up the loose
chain every 4000 hours.
5. Inspection ＆ Repairs
Whenever the link is bent owing to the contact of the chain and the sprocket,
the chain might loosen with the wear of the pin and bush. Because Dong Bo Marine Engine
Roller Chain is a much higher quality then standard manufactured roller chain the wear will
be less and also run better.
The inspection and repairs is exactly needed for the complete life of the chain.
As the chain loosens, you can see the wear of the pin and the surface of bush. The chain for
a marine diesel engine must not be exchanged for 10 years, even though it might be loose.
You must measure the loose length regularly to check the life of the chain. That's why both
of them are in inverse proportion.
(1) While operating the engine slowly, you tighten up the loose chain and set up the
first tension, referring to section 4. After stopping the engine, you measure the length of
the chain where the tension is set up.
(2) After measuring L1 and L2, you calculate the real length L of the chain. Look at
picture 11.
Picture 11
(3) You measure it more than 6 pitches to minimize the measurement error.
(4) In the Table 1 the loose maximum tolerance is 1% longer than the standard length.
If the measured length exceeds the maximal allowable length you must change the chain.
Unit : mm
Chain No. 16B 20B 24B 28B 32B 40B 48B 56B 64B 72B
Pitch(inch) 1.0 1.25 1.5 1.75 2.0 2.5 3.0 3.5 4.0 4.5
Standard length
152.4 190.5 228.6 266.7 304.8 381.0 457.2 533.4 609.6 685.8
(Pitch x 6 Links)
Max. allowable length
153.9 192.4 230.9 269.4 307.9 384.8 461.8 538.7 615.7 692.7
(For 6 Links)
Standard length
254.0 317.5 381.0 444.5 508.0 635.0 762.0 889.0 1016.0 1143.0
(Pitch x 10 Links)
Max. allowable length
256.5 320.7 384.8 449.0 513.1 641.4 769.6 897.9 1026.2 1154.4
(For 10 Links)
Table 1.
Every parts from Dong Bo Marine Engine Roller Chain is produced through the ultrasonic flaw
detecting test(UT TEST) and the magnetic particle test (MT TEST). However, if the vibration
of the chain, witch comes from the drive exceeds the fatigue(endurance) limit, the chain can
be broken. In case the chain vibrates extremely, cracks can happen on the link plate.
Therefore check the chain very carefully.

The crack on the link plate shows the first sign that the fatigue limit exceeded the chain.
Generally, the crack is a slow progress. So examine the link plate carefully and you will
prevent an accident.
If you do find a crack on the link plate, even if it is a small one, the whole chain MUST be
changed. That is because every link gets weakened on the same condition. Picture 12.
Areas in which cracks

are likely to appear Cracking in link plate
(the shaded areas) Picture 12
The roller doesn't cause the problem by the impact; it is the severe vibration that makes
the crack happen on the rollers. You must check for cracks on the rollers often.
To prevent the fatigue fracture you must minimize the vibration of the chain as much as
possible. If you adjust the tension of the chain and can not stop the vibrating, you must
discuss with the engine manufacturer.
6.The Sprocket Inspection
To examine whether the chain roller and sprocket teeth exactly line up, you should
check the contact trace and the part of the wear in the inner teeth after SHOP TEST.
If they precisely line up, the width of the contact surface will be fixed as Ⅰ or Ⅱ in the
Picture 13. If the contact surface isn't level the roller and sprockets are nit in a
straight line as shown in Ⅲ. Therefore you must put them in line.
On the whole the roller doesn't make contact between the sprocket teeth. But if the chain
roller is tensioned on the loose part, you can see the were from this.
When idler or tightener is tilted, the contact point will be the bottom between the teeth
as Ⅱ in the Picture 13.
Ⅰ Ⅱ Ⅲ
Picture 13
The sprocket teeth also can be worn while contacting the chain roller continually. Picture 14
There is a maximal wear tolerance of the teeth in the Table 2.
Depth of wear
Picture 14
Chain No. 16B 20B 24B 28B 32B 40B 48B 56B 64B 72B
Pitch(inch) 1.0 1.25 1.5 1.75 2.0 2.5 3.0 3.5 4.0 4.5
Maximum
0.9 1.1 1.4 1.5 1.6 2.3 2.5 3.0 3.6 4.1
allowable wear(mm)
Table 2.
東寶체인工業株式會社
본사 및 공장
부산광역시 기장군 정관면 예림리 940-20
TEL: (051) 727 - 6911(대표전화)
FAX: (051) 727 - 8917
서울영업소
서울특별시 구로구 구로동 494-5
TEL: (02) 839 - 9102 ~ 4
FAX: (02) 865 - 4973
DONG BO CHAIN IND. CO., LTD.

HEAD OFFICE & FACTORY
#940-20, YERIM-LI, CHUNGGWAN-MYON, KIJANG-GUN, BUSAN, SOUTH KOREA
TEL: +82 - 51 - 727 - 6911
FAX: +82 - 51 - 727 - 8917
SEOUL OFFICE
#494-5, KURO-DONG, KURO-GU, SEOUL, SOUTH KOREA
TEL: +82 - 2 - 839 - 9102 ~ 4
FAX: +82 - 2 - 865 - 4973
Betriebsonleitung 9D0
Mode d'emploi
s e n s o r s . { ' 0 ,c o n t r o l s lnstruclions
Difhrential prcssulePicostat
lvlassbilder
/ Cotesd'encombrement
/ Dimensions
Stecker/Connecleur/PlugDIN 43650-4
t--
AHP>LP
| -s"".o
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0'tl
High t l
Iow
40 l\ ;EI l a o l
High r_-.....+l
Iow Pressure t+--a Pressure
Pressure - 9 0 _ _ Pressure 351 76.5 60
70 87.5 70
Druckonschluss Gl / 4' innen/ femelle/femole Flonsch-Druckonschluss

mit O-Ring
Roccordde presslon Gl/8' innen/ femelle/lemole Brideovec O-Ring
Pressureconneclion MlOxl innen/ femelle/femole Flongewith O-Ring
Schuhorl/ Prcte<rion/ Prote<tion

lP65 tl nur mil vorschrihsmcissigmontierter Kobeldose gUltig
voloble seulemenl ovec fiche femelle monl6e selon inshuclions
provided lemole conneclor is mounled occording lo inslruclions
ElektrischerAnschluss/ Raceonlemen!
ileclrique / Hectricalconneclion
,r@[
2 F=n
+
=
"'fl
Itg
2 r 3
DtN43650-4
ftholter 20 AC 250V r0 (21A Scholter

28 AC 250V 5{rl A Scholter83 AC 3OV 0.3(0.21A
Microrupleur20 28
Microrupleur Microrupteur83
Microswitch20
DC 22OV 0.3 (O.2lA
28 DC 220V
Microswitch 0.3(o.2lA DC 75V 0 . r 6( 0 . I l A
Microswitch83
I lo v o'5(6:iii ll0v 0.5(0.314 3 0 v 0.3(0.21A
24V r0 (41A 24V 5l4l A
l-,ebendouermechonisch lAnzohl lostspiele) ftholter 20 Scholter28/83
Dureede viemechonique lNombrede cyclesl Microrupteur 20 I Mio. Microrupteur28/83 l0 Mio.
Mechonicollifetirne(Numberof cycles) Microswitch 20 Microswitch28/83
Belriebsbmpmtur / Tenperctvrede setyice/ Operctingtempralurc

-25'C...+85'C
Medientemperotur / Tenpemtvre de m#rio / l/rdia temproturc

-25"C... 120'C
lagertemperotur / Temperotvrc de stockage / Storcge temperutvre

-40.C...
+ g5"C
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INDEX
Betriebsdruck/ Pressionde functionnemenl/ opemting pnestune
IA
-1...6.0 j
I Bereich Druckdifferenz 0...4.0 0berdruck B
j Ploge ,. , -1...8.0 | Pr9-ss.diff6renrielle 0...6.0 Surpression 12
Ronge[borl i Differenfiolpress. [borl
lI - . . . . . i Overpress.lborl
HP>LP
Scholtdifferenz / Diffdrentielde I' i nterru pteur / Switiching differe ntial

ffesterWeri/ voleurfixe/ fixedvolue)
0 . 15 0.3
0.1 0.2
Druckonschluss
/ Raccotdde pression
/ Ptessune
conn'.clion
'c;,d";;
I"I Anziehdrehmoment:
;;;; = ..'2oNm
9l/,8,',1;
Io 16
Torque momenl:" G I /4": M1= 32 "' 40Nm
,rl@ 2) o-R i ng:

Joinllorique:
O-ring seol:
s 6.75x1.28NitrilZ0'Shore
3 ') Befestigungs-Schroube:
Vis de fixolion: M5
3l Foslening screw:
Fesligkeitsklosse:
.tr'! "r).-"-,- 8.8
i* Closse de r6sislonce:
ii\ :t/)i,:ri
Property closs:
Anziehdrehmomenl:
Druckonsclrluss r)
Roccordde pression
\' Couple de serroge: 4.5 ...6Nm o
Ct
rl Mounting lorque: ^\
o
(J
O)
<
(.)
h.
o
Einsrellung
der Druckdiffetenz/ Rqloge du pressiondifhren,iette/ Adjustment
of difhrenlial prcssurc
$t
l.)
N
I . enlfernen
enlever
rernove P
)
t)
E
e
o,
P
o-
o
H: Scholtdifferenz;
festerWerl o
o
H: Diff6rentiel
fixe; voleurfixe E
€
H: Switchingdifferentiel;
fixedvolue c'l
{,
t,
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Betriebsanleitung 9XO
Mode d'emploi
s en s or t $ * F , c ont r o l s lnstruclions
Picostc,t
/ Dimensions
Mossbilder/ Cotesd' encombrement
-T
I 1q:
.O ,- \o
,ol c\{ rOl
-l
Cr.t
-l I -
T-\
19 I
\ Druckonschluss
G 1/ 4 " x 1 2 r-'t Qn \ Roccord
u vrrwr de pression
\Pressurecorineclion
Stecker / Plug
/ Connecteur Stecker/ Connecteur / Plvg
DtN43650-4 DIN 43650-4 (GL)
( Zubehor 58 / Accessory
58 / Accessoire 58 ) ( Zubehor59 / Accessoire 59 )
59 / Accessory
Schuhort/ Protection/ Protection

9X0 l P 6 5r ) rl nur mit vorschriftsmcissig
montierterKobeldosegUltig
9Xt l P 5 lr ) volobleseulement ouecfichefemellemont6eseloninstructions
providedfemoleconnecloris mountedoccordingto instructions
ElektrischerAn schluss / Roccordement 6lectriq ue / ElectricaI conn ection
[FF+A-
I I
2 l 3
I
DtN 43650-4 DrN43650-4(GL)
Scholter20 AC 250V r0t2) A Scholter28 AC 250V 5(l) A S c h o l t e8r 3 AC 30v 0 . 3( 0 . 2 ) A

Microrupteur20 Microrupteur28 Microrupteur 83
DC 220V 0,3(0.2)A Microswitch D C 220V 0.3 (0.2)A DC 75V 0 . . l 6( 0 . r ) A
Microswitch20 28 Microswitch 83
Ir0v 0.s(0.3)A 11 0v 0 . 5( 0 . 3 ) A 30v 0 . 3( 0 . 2 ) A
24V r0(4) A 24Y 5 (4) A
Lebensdouer mechonisch{AnzohlLostspiele) 20
Scholter S c h o l t e2r 8 / 8 3
Dur6ede viemechonique (Nombrede cycles) 20
Microrupteur I Mio. M i c r o r u p t e u2r8 / 8 3 l0 Mio.
Mechonicol lifetime(Numberof cycles) 20
Microswitch 28/83
Microswitch
Betriebstemperotur/ Tempilraturede service/ Operoting |emPerature
Type9B0,9K0 - 25'C ... + 85"C

Type9M0 0"C ... + 80"C
/ Tempilroturede m1dium/ Medium temPeroture

Messstoff-Temperotur
Type9B0,9K0 - 25"C... + .l20"C
Type9M0 0"C ... + 80'C
/ Tempiroturede stockoge/ Storogetemperoture

Logertemperotur
4 0 " C. . .+ 8 0 " C
O
j
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CH-8208Mcinnedorf w w w . t r o i o g . cO
o ama a a a a a a a a - a
Betriebsdruck/ Pressionde functionnement
/ operoting pressure
Messbereich
/ Ploge/ Ronge -0.6...3.40 . . . 4 0...6 1. . . 0
1 1. . . 61 2...25 4...40 6 . . . 6 0 10...r00 r6...r
60 25...250
Bolg Scholtdiff.
Scholrer20 co. r) 0.3 0.3 0.3 0.7 1.6 1.6
Soufflet Schoher28/83 co. 2l
Scholtdiff. 0.2 0.2 0.2 0.5 0.5 1.2 t.t
Bellow Hcich
stzul.Betriebsd
ruck 3) lt 12 lt 24 24 40 40
Messbereich
/ Ploge/ Ronge r . . .01 1 . . .61 2...25 4...40 6...60 r0...r00 1 6 . . . 1 6 025...25040...400
Membrone Scholtdiff.
Scholter20/2g/83 ci.) 0 . 4 . . . 1 .07. 4 . . . 1 .17. 2 . . . 4 .15. 2 . . . 4 . 54 . . . 1 6 4 . . . 1 6
Hcichstzu
l. Betriebsd
ruck 200 200 200 200 200 2W
Kolben Scholtdiff.
Scholter20/2g/83 ci.l 0 . 8 . . . 2 .0
A. 8 . . . 2 . 4 2 . . . 6 2...6 5 . .r.5 5 . .r.5 12...40 12...40 1 2 . . . 5 0
Piston Hochstzul.
Betriebsdruck r00 100 100 r00 2W 2W 400 400 600
'l Scholtdiff.obhdngig vom eingestellbnSollwert/ Diff6rentielen lonctionde lo voleur de consigne/ Switchingdifferentioldependingupon $e
scholtdiff.scholter20 co. / Diff6rentiel

suivonttypede microrupteur 20 env./ s*itchingdifferentiol
switch20 opprox.
Scholtdiff.Scholter28/93 co. / Diff|renrielsuivonrrypqde miciorupteur2g/g3 env.f Switchingdifferentiolswitcir2g/g3 opprox.
Hochstzul. Betriebsdruck/ Pressionmoximumodmisiible/ Moximumworkingpressure
Druckonschluss
/ Roccordde pression/ Pressureconnection
I' )' A n z i e h d r e h m o m e n r '

c.rpt"l; ;;;"' '-' Q l/,8":Mn=
=
l6 "' 2oNm
Torquetot"nt, G | /4": Mn 32 "' 40Nm
irB
,)I\4 2) o-Rins:
J o i n tt o r i q u e : s 6.75x1.78
O-ring seol:
> 250 bor Nitril 9O"Shore
< 250 bor Nitril 7O'Shore
3 ) Befestigungs-schroube:
Vis de fixotion: M5
Druckonschlusr I )
Roccord de oression
Fostening screw:
. P r e s s u r ec o r i n e c i i o n Festig
keitsklosse:
Clossede r6sistonce: 8.8
Propertycloss:
Anziehdrehmoment: \
Couplede serroge: 4.5 ... 6Nm ;
o.
Mountinglorque:
Achtung/ Aftention/ Aftention SollweftEinstellung

/ Adiustagede la voleurde consigne/ Prc t value odiustment v
I
-o
t. c\{
o
n|
r\
(')
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enlever
remove
H: Hysterese
obhcingigvom
eingestellten
Sollwert.
H: Hyst6r6sis
d6pendontede lo \)
o
c
( voleurde consigne. o
H: Hysteresis
dependinguponthe
presetvolue.
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CH-8208Mcinnedorf Hijj fi;,il...,...o1.o.1r1o.'.tf
Betriebsanleitung 8244/8284
Mode d'emploi Picotrqns
co ntro I s Instructi ons
sen sott $LI;*
/ Dimensions
/ Cotesd' encombrement
Mossbilder
sq: _ a
.O
I s{< r--T
-,- .O
C\ i
rO l o i N
9,>' I I
r'- -i-L'
r \ It
urucKonscntuss
rll-
Roccord de pression
n f n\
\ fressu16 conneclron
Stecker / Plug
/ Connecteur Stecker / Plug
/ Connecieur
DtN43650-A D rN436s0-A(GL)
( Zubehor 58 / Accessory
58 / Accessoire 58 ) ( Zubehor 59 )
59 / Accessory
59 / Accessoire
4lectrique/ Electricolconneclion
/ Roccordement
ElektrischerAnschluss
Schutzort/ lP65'l S c h u t z o r/t lP65tt S c h u t z o r/t | lP65')
Protection'r
I orN
Protectionr)
DIN \ DIN \
4 3 6 5 0 -A 43650-A | 43650- 4
Ausfijhrung Ausfijhrung \ Ausfuhrung
\
\ Ex6cution 82!4
\
\ Ex6cution 8244 \ Ex6cution I szat
Execution Execution
\ ,/h. \
\ \
A u s g o n g s s i g n o l\ koYoa)A u s g o n g s s i\gxne oc lu\t i o n A u s g o n g s s i g n o l\
S i g n o ld e s o r t i e \ \g-l Signol de sortie S i g n o ld e s o r t i e
Output
l
Ouiput \ Output \
\
1 Abrchirmung Abrchirmung I Abschirmung
f-.:::^, t- rhicd
2 P
-@ supply- - -
1 I
--O oulpul 2
I U -{) - 2
e e
common- J
--=1?,__--_:_=
@
ixx.xx)lfi/16/17
824X.XX.2 828X.XX.2XXX.XX
*
l--*1T -
suPPrY-
I e /t+.t 1 r ) n u r m i t v o r s c h r i f t s m c;sig ,r Kobeldose
i r moniierte gultig
I ti--it our'Ut-- 2
| ,/ -ffi
v o l o b l e s e u l e m e no e mont6eseloninstructions
t v ec [ichefemell
--
l/o-zoâ
| | common- J
+
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e p r o v i d e d f e m o l e c o n nectoris mounted occordingto instructions
/ Signalde sortie/ Output signol

Ausgongssignol
Output Lood Lood) Us"ppr,r
l5"oo1r(lncl. XXXX.XX.XXXX.XX.XX.XX.XX...
4 ... 20 mA (Us"ppry-10)/20mR l0 ...34 V DC l9
0... 5vDc t4
0 . . . r 0v D C t7
r.,. 6vDC l6
0 ... 20 mA 20
/ Tempbroturede service/ Operoting temperoture

Betriebstemperotur
'25"C...+85"C
/ TempAroture
Logerlemperotur / Storogetemperoture
de stockoge
-40"C...+85"C
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CH-8708Mcinnedorf w w w . r r o i o g . ct o m
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Betriebsdruck/ Pressionde fonctionnement
/ Operotingpressure
Bereich 0 ... t.0 Uberdruck mox. 3
Ploge 0 ... 1.6 Surpression
a
J
Ronge 0 ... 2 .5 Over pressure 6
bor 0 ... 4 .0 bor t0
n
v ... 6 .0 t5
n r0.0 20
0 ... 16.0 32
0 .,. 25.0 80
0 ... 40.0 80
0 ... 60.0 200
0 ... r 00.0 200
0 ... r 60.0 500
0 ... 250.0 500
0 ... 400.0 800
0 ... 600.0 r 000
Druckonschluss
/ Raccord
de pression
/ Pressure
connection
( > 250 bor Nitril 9O"Shore

< 250 bor Nitril ZO'Shore)
I Anziehdrehmoment
Couplede serroge
Torquemoment
I) 20.0 Nm
O-Ring 21 6.0 Nm
Joint torique Festigkeitsklosse
O-ring seol Clossede r6sistonce8.8
f"
Druckonschluss o6.75x1.78 Propertycloss
\ K O C C OO
TeOp r e s s t o n
6'..Pressureconnection
Korrekturvon Nullpunktund Sponne* N
o'
Aiustogedu z6ro et sensibilit|./ Adiustementof zero ond spon* Achtung/ Anenfion/ Attention (\
-o
o
(')
a.{
G
F\
entfernen
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remove
\>l ]\
2 @
o
o
DosGerotist werkseitig
kolibriertund
bedorfkeinerweiterenEinstellung. q)
L'opporeil
estoiust6d I'usine, c
un r6glogeult6rieurn'estpos nt-.cessoire.
Theinstrument hosbeenfoctorycolibroted, q)
no furtherodiustment
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Hiii fi;iu:i
INDEX
⑥
①
③
②
②
④
①
①
②
⑥
!
g
d
e j
e
d
z g
z d
z e j
z g
z e
z j
i
z d
u
t
s
r
o p
n
z g
z d
z e j
z c
z g
z e
z i
z e
z d
z g
z d
z e j
z c
z g
z e
j
z e
z d
z g
z d
z
z
z e j
z e
z j
z e
z d
g
c
g
g
w
tu s
r
n v
o
AXIAL VIBRATION MONITOR
- 차 례 -
1. AVM-KM18-05
2. AVM-KM30-10
3. AVM-KM30-13
(MODEL : AVM-KM18-05)
USER'S MANUAL (VER 2.03)
Printed in 2003.02.12
#62-4, SEOBU-RI, GIJANG-EUP,

GIJANG-GUN BUSAN, KOREA.
TEL. : 82-51-724-5070 ~ 1
FAX. : 82-51-724-5175
H-Page : http://www.komeco.net
Contents
1. SYSTEM DESCRIPTIONS ---------------------------------------- 1
2. FUNCTIONAL DESCRIPTIONS ---------------------------------------- 1
3. TROUBLE SHOOTING ---------------------------------------- 3
1) Standard procedures ---------------------------------------- 3
2) Check of power supply to probe --------------------------------- 3
3) Check of the electronic cabinet during power on ------------------- 5
4) Check of the electronic cabinet for probe input & display ------------ 6
5) Check of the electronic cabinet for current output ------------------- 7
6) Check of the electronic cabinet for Slow Down Output ------------------- 8
7) Check of the electronic cabinet for Vibration High Alarm Output ------------ 9
8) Check of the electronic cabinet for Power Fail Output ------------------- 10
9) Check of the Probe ---------------------------------------- 11
10) Check of the electronic cabinet for Voltage Output ------------------- 12
4. SYSTEM SET-UP ---------------------------------------- 13
5. SPECIFICATIONS ---------------------------------------- 15
APPENDICES
AXIAL VIBRATION LIMITS FOR SAFE ENGINE OPERATION
Axial Vibration Monitor AVM-KM18-05 User's Manual
SYSTEM DESCRIPTIONS 시스템 개요
The AVM-KM18-05 (Axial Vibration Monitor AVM-KM18-05 (지름이 18mm 프로브로 축방

with 18mm diameter probe) is a control and 향 진동 측정)은 제어와 감시 시스템이 디젤 엔
monitoring system capable of measuring axial 진의 크랭크샤프트 축의 진동을 측정하는 기능을
crankshaft vibrations on diesel engines. The 제공한다. 이 시스템은 메인 엔진에 바로 장착할
system is designed to be mounted directly 수 있다. 이 시스템은 아날로그와 디지털 기술의
onto the main engine. The system consists 조합으로 설계된 유닛과 인덕티브 아날로그 센서
of a control unit based on analog and digital (프로브)로 조합되어 있다.
technology and an inductive analog proximity AVM-KM18-05은 0.00에서 5.00mm까지 피크-
sensor(probe). 대-피크 진동를 측정할 수 있다.
The AVM-KM18-05 is capable of measuring KOMECO에서 제공되는 프로브는 크랭크샤프트
0.00~5.00 mm peak-to-peak displacement. 와 프로브 사이의 거리에 직접적으로 비례하는
The probe supplied by KOMECO delivers a 전류 신호를 출력하여 AVM-KM18-05 제어 유
current signal directly proportional to the 닛으로 제공된다.
between the probe and the crankshaft to the
control unit.
FUNCTIONAL DESCRIPTIONS 기능 설명
The control unit converts the current signal 제어 유닛은 입력된 프로브 신호를 변환해서 크
from the probe to a value of 1 volt per mm 랭크샤프트로부터 떨어진 거리 mm당 1V를 “크
displacement of the crankshaft. This signal is 랭크샤프트 위치 출력” 단자를 통해 분석용으로
sent to the "Crankshaft Position Output" 서 출력해준다.
primary used for test. 이 신호는 500㎲의 샘플링으로 출력된다. 그러므
The sampling time is 500㎲. So, this 로 변환신호는 원래 신호의 실제 값이다.
converted signal is real value to raw signal. 진동의 피크-대-피크 값은 4자리로 디스플레이
The peak-to-peak value of the displacement 되며, 해상도는 0.01mm이고 “Alarm/Monitoring
is displayed on an internal four-digit display Current Output” 단자로 4~20mA 전류 신호로
with a resolution of 0.01mm and sent 출력된다.
through a voltage-to-current converter, to 만약 Probe로부터 피크-대-피크 변위(진동)가 감
the "Alarm/ Monitoring Current Output", as a 소할 경우에 “Alarm/Monitoring Current Output”
4~20mA current signal. 은 즉시 떨어지지 않으며 점차적으로 실제 피크-
When the peak-to-peak displacement signal 대-피크 변위(진동) 값으로 떨어진다.
from the probe decreases, the value of the 이 변환신호는 실시간으로 해석되지 않는다. 왜냐
display and the "Alarm/Monitoring Current 하면 피크-대-피크를 실시간으로 해석할 수 없기
Output" will not follow immediately, but fall 때문이다.
slowly to the actual peak-to-peak displace-
ment. The converted signal is processed in a
analytical method. This output signal is not
real value to raw signal, because it is not
processed on real time base.
1
The "Power Fail Output", an on/off signal 제어 유닛은 전원이 불안정(18V이하, 29V이상)
with a potential-free contact(NO) or normal 할 경우 노말 오픈(NO) 혹은 노말 클로즈(NC)로
-close contact(NC), is set if the power 신호를 출력해주고 내부 디스플레이 모듈에
source is lower than 18V or higher than “99.11”이 디스플레이 된다. 만약 정상적인 전원
29V. In an occasion, "99.11" is displayed on 이 공급되면 디스플레이 되던 “99.11” 에러 메시
an internal four-digit display. When the 지는 자동으로 리셋될 것이고 알람출력신호도 복
power is normal "99.11" will automatically 귀될 것이다.
reset and activated contact will release. 만약 사용자가 셋팅한 진동 값 이상의 피크-대-
The "Vibration High Alarm Output", an on/off 피크가 셋팅된 "Slow Down Delay Time" 시간
signal with a potential-free contact(NO) or 이상 동안 계속해서 센서로부터 검출되면 노말
normal-close contact(NC), is activate if the 오픈(NO) 혹은 노말 클로즈(NC)로 신호를 출력
peak-to-peak signal exceeds a setpoint of 해준다. 이 신호의 리셋은 피크-대-피크의 신호
the high vibration for mare than the "Slow 가 셋팅한 값 이하로 떨어지자마자 즉시 이루어
Down Delay Time". The reset of the "VIB. 진다. 셋팅 값을 확인 하려면 “HIGH VIB.
HIGH" output occurs as soon as the VIEW" 버튼을 누른 상태에서 FND에 디스플레이
peak-to-peak signal has dropped below the 값을 통해서 확인한다. 이에 필요한 값 셋팅은
setpoint. The setpoint for "Vibration High “HIGH VIB. VIEW"를 누른 상태에서 "VIB.
Alarm Output" is shown on the display by HIGH"의 가변조정부로 조정한다.
pressing the "HIGH VIB. VIEW" button. 슬로우다운 출력 신호는 사용자가 셋팅한 값 이
Setting of the setpoint for "High Vibration 상의 피크-대-피크 진동이 “슬로우다운 시간” 이
Output" is done by pressing the "HIGH VIB. 상동안 연속적으로 검출되면 노말 오픈(NO) 혹은
VIEW" and adjusting the "VIB. HIGH" 노말 클로즈(NC)로 동작한다. 이 신호의 리셋은
potentiometer. 피크-대-피크의 신호가 셋팅한 값 이하로 떨어지
The "Slow Down Output", an on/off signal 자마자 즉시 이루어진다.
with a potential-free contact(NO) or normal- 셋팅 값을 확인하려면 “SLOW DOWN VIEW"버
close contact(NC), is set if the peak-to-peak 튼을 누른 상태에서 FND에 디스플레이 값을 통
signal exceeds a setpoint for more than the 해서 확인한다. 이에 필요한 값 셋팅은 “SLOW
"Slow Down Delay Time". The setpoint and DOWN VIEW"를 누른 상태에서 "SLOW DOWN"
the "Slow Down Delay Time" are internal 의 가변조정부로 조정한다.
adjustable. The reset of the "Slow Down “알람 발생 지연시간” 셋팅은 “SLOW DOWN
Output" and the "Slow Down Delay Time" TIME SETTING" 스위치를 아래의 값에 준하도
occurs as soon as the peak-to-peak signal 록 맞춰서 조정한다.
has dropped below the setpoint.
The setpoint for "Slow Down Output" is
shown on the display by pressing the "SLOW
DOWN VIEW" button. Setting of the setpoint
for "Slow Down Output" is done by pressing
the "SLOW DOWN VIEW" button and
adjusting the "SLOW DOWN" potentiometer.
Setting of the slow down delay time is done
by setting the "SLOW DOWN TIME
SETTING" switch to one of the following
positions.
2
0 = 0 sec. 6 = 120 sec. C = 240 sec. 0 = 0 sec. 6 = 120 sec. C = 240 sec.
1 = 20 sec. 7 = 140 sec. D = 260 sec. 1 = 20 sec. 7 = 140 sec. D = 260 sec.
2 = 40 sec. 8 = 160 sec. E = 280 sec. 2 = 40 sec. 8 = 160 sec. E = 280 sec.
3 = 60 sec. 9 = 180 sec. F = 300 sec. 3 = 60 sec. 9 = 180 sec. F = 300 sec.
4 = 80 sec. A = 200 sec. 4 = 80 sec. A = 200 sec.
5 = 100 sec. B = 220 sec. 5 = 100 sec. B = 220 sec.
Recommended initial setting : 100 sec. 추천하는 슬로우 다운 시간 : 100 sec.
User range setting provide advantage that 유저 레인지 셋팅은 사용자가 프로브(센서)를 엔
end users can easily mount a probe(sensor) 진에 장착할 때 설치거리를 확인하기 위한 특수
onto engine without a special mount jig. If 한 도구 없이 수해하도록 편의성을 제공한다. 만
an end user mounts a probe (sensor) closer 약 사용자가 프로브를 장착할 때 로우 셋팅 값보
from the crankshaft than low set value, 다 더 가까이 프로브를 장착할 경우에는 “99.33”
"99.33" is displayed on an internal four-digit 을 디스플레이하여 설치의 부적합을 알린다. 그리
display. And if an end user mounts a 고 하이 셋팅 값보다 더 멀리 프로브를 장착할
probe(sensor) far away from crankshaft than 경우에도 “99.44”를 디스플레이하여 설치의 부적
high set value, "99.44" is displayed on an 합을 알려준다. 유저 레인지 셋팅은 KOMECO에
internal four-digit display. User range low or 서만 가능하다.
high setting can only done by KOMECO. 만약 프로브 선이 단락되거나 단선될 경우 디스
The short-circuit/disruption of the probe 플레이 상에 “99.22”가 나타날 것이다. “99.33”
cable will be indicated on the display by 그리고 “99.44”의 에러 메시지는 알람세팅 값 확
"99.22". The "99.33" and "99.44" error 인 시 쓰이는 두 버튼을 동시에 눌러 해제시킬
messages can be recovered by pressuring 수 있다.
two view buttons simultaneously.
TROUBLE SHOOTING 고장 점검
I. Standard procedures I. 절차
In case of suspected malfunction, a structur- 만약 정상동작이 되지 않는다고 의심되면 체계적
ed system test should be carried out. By 인 테스트가 이루어져야 한다. 제품에 대해서 다
following the below steps, a complete 음과 같은 단계로 테스트가 이루어진다면 문제점
system test is carried out, and an 을 확인할 수 있을 것이다.
identification of the problem should be
possible.
II. 프로브에 대한 전원 공급 체크
II. Check of power supply to probe K11(+)와 K13(-)에 전원을 공급한다. 전원을 공
Connect the power supply to K11(+), 급하면 처음에 88.88이 디스플레이되고, 약 1초
K13(-). 후에 다음과 같은 값들이 디스플레이된다. 이것은
The display will indicate "88.88". After one 사용자가 셋팅한 값을 스캔하기 위한 것이다.
second the control unit will scan the value 1.00 : 슬로우 다운 진동 셋팅 값 스캔
user's of setting.
1.00 : Scanning the set value of slow down
vibration
3
2.00 : Scanning the set value of vibration 2.00 : 과진동 알람 셋팅 값 스캔

high alarm 3.00 : 사용자 로우 레인지 셋팅 값 스캔
3.00 : Scanning the set value of user range 4.00 : 사용자 하이 레인지 셋팅 값 스캔
low 5.00 : 슬로우 다운 시간 셋팅 값 스캔
4.00 : Scanning the set value of user range K21(+)와 K23(-)에 전압을 체크한다.
high Vp의 값이 14.5~15.5V이면 정상이며 만약 그렇
5.00 : Scanning the set value of slow down 지 않으면 제어 유닛을 바꿔야 한다.
time
Check the voltage on K21(+), K23(-).
For the AVM-KM18-05 the Vp readout
should be 14.5~15.5 V.
If not, the circuit board may be defective
and should be replaced.
4
III. Check of the electronic cabinet III. 전원을 공급했을 경우 증상 체크

during power on K21와 K22에 저항 Res1을 연결하라(Res1 =
Connect resistor Res1 to K21 and K22(Res1 2k5 = 2.5k, 이것은 KOMECO의 A/S 영역이
= 2k5 = 2.5㏀, not part of KOMECO A/S 아니다).
scope of supply) 전원이 공급되면 디스플레이 상에 88.88이 디스
When the power is turned on the display will 플레이된 후 셋팅 값을 스캔한다.
indicate 88.88. After one second the control 스캔하는 데는 약 20초 정도 소요된다. 그 후 정
will scan the value user's of setting. 상적인 동작이 이루어지면 디스플레이는 0.00~
After the scanning is terminated the display 0.05mm가 될 것이다.
will return to normal condition and indicate 만약 위와 같은 동작이 이루어지지 않는다면 제
0.00~0.05mm. 어 유닛을 바꿔야 한다.
5
IV. Check of the electronic cabinet for IV. 프로브 입력과 디스플레이 증상 체크
probe input & display Res1과 Res2를 K21, K22에 병렬로 연결한다.
Connect Res1 and Res2 in parallel to K21 Res2를 계속적으로 접속과 분리를 반복하면 디
and K22. 스플레이가 변하고 그 값은 3.00-4.00mm 사이
By continuously connecting and disconnecting 의 값이 된다.
Res2 the display will change indication. 계속적으로 접속시켜 놓든지 분리시켜 놓으면 디
For the AVM-KM18-05 the readout will be 스플레이 값은 점차적으로 0.00~0.05mm로 된
3.00~4.00mm. 다.
By permanently disconnecting or connecting 만약 정상적으로 동작하지 않으면 제어 유닛을
Res2 the display will return slowly to indi- 바꿔야 한다.
cating 0.00~0.05mm.
6
V. Check of the electronic cabinet for V. 전류 출력 증상 체크

current output 전류 메타를 K31과 K32에 연결한다.
Connect an amp-meter to K31 and K32. Res2를 계속적으로 접속과 분리를 반복하면 디
By continuously disconnecting and connecting 스플레이가 변한다. Iout 은 아래의 공식에 의해
Res2 the display will change indication. 디스플레이된 값에 따라서 변한다.
Iout will follow the value in the display Iout[mA] = 3.2× (디스플레이 값[mm]) +4
according to the following formula: 만약 Iout의 출력이 공식에 따라서 변하지 않으면
Iout[mA] = 3.2 × (display indication[mm]) + 4 제어 유닛을 바꿔야 한다.
If Iout differs significantly from the above
formula, the circuit board may be defective
7
VI. Check of the electronic cabinet for VI. 슬로우 다운 출력 증상 체크

Slow Down Output 저항 측정기를 K42와 K43(노말 오픈, NO), K41
Connect an ohm-meter to K42 and K43 for 과 K43(노말 클로즈, NC)에 연결한다.
Normal-Open(NO), to K41 and K42 for SLOW DOWN TIME SETTING을 “0”으로 맞춘
Normal-Close(NC). 다.
Adjust the "SLOW DOWN TIME SETTING" to 전원을 공급한다.
position "0". SLOW DOWN을 약 2.00mm에 맞춘다.
Connect the power source to K11(+) and Res2를 계속적으로 접속과 분리하면 디스플레이
K13(-). 가 변한다.
Adjust the "SLOW DOWN" to approximately 계속적으로 접속시켜 놓든지 분리시켜 놓으면 디
2.0mm. 스플레이 값은 점차적으로 0.00-0.05mm로 된다.
By continuously disconnecting and connecting
Res2 the display will change indication.
By permanently disconnecting or connecting
Res2 the display will return slowly to an
indication of 0.00-0.05mm.
8
At display indications higher than the adjusted 만약 표시 값이 SLOW DOWN에서 셋팅한 값보

SLOW DOWN the Slow Down Output relay will 다 높으면 슬로우 다운 출력 릴레이가 동작한다:
be activated: Rsd = 0Ω Rsd = 0Ω
for Normal-Open(NO), 노말 오픈(NO) 에 대하여,
Rsd = ∞Ω Rsd = ∞Ω
for Normal-Close(NC). 노말 클로즈(NC) 에 대하여.
At display indications lower than the adjusted 만약 표시 값이 SLOW DOWN에서 셋팅한 값보
SLOW DOWN the Slow Down Output relay will 다 낮은 값으로 떨어지면 릴레이는 동작을 멈춘
be deactivated : Rsd = ∞Ω 다.
for Normal-Open(NO), Rsd = ∞Ω
Rsd = 0Ω 노말 오픈(NO) 에 대하여,
for Normal-Close(NC). Rsd = 0Ω
If not, the circuit board may be defective 노말 클로즈(NC) 에 대하여.
and should be replaced. 만약 정상적으로 동작하지 않으면 제어 유닛을
바꿔야 한다.
VII. Check of the electronic cabinet VII. 과진동 알람 증상 체크

for Vibration High Alarm Output 저항 측정기를 K52와 K53(노말 오픈, NO), K51
Normal-Open(NO), to K51 and K52 for 전원을 공급한다.
Normal-Close(NC). HIGH VIB.를 약 2.00mm에 맞춘다.
Connect the power source to K11(+) and Res2를 계속적으로 접속과 분리를 반복하면 디
K13(-). 스플레이가 변한다.
Adjust the HIGH VIB. to approximately 2.00 계속적으로 접속시켜 놓든지 분리시켜 놓으면 디
mm. 스플레이 값은 점차적으로 0.00-0.05mm로 된다.
By continuously disconnecting and connecting 만약 표시 값이 HIGH VIB.에서 셋팅한 값보다
Res2 the display will change indication. 높으면 바이브레이션 하이 알람 출력 릴레이가
By permanently disconnecting or connecting 동작한다:
Res2 the display will return slowly to an Rsd = 0Ω , 노말 오픈(NO) 에 대하여,
indication of 0.00-0.05mm. Rsd = ∞Ω ,노말 클로즈(NC) 에 대하여.
At display indications higher than the 만약 표시 값이 HIGH VIB.에서 셋팅한 값보다
adjusted HIGH VIB. the Vibration High Alarm 낮은 값으로 떨어지면 릴레이는 동작을 멈춘다.
Output relay will be activated: Rsd = ∞Ω , 노말 오픈(NO) 에 대하여,
Rsd = 0Ω for Normal-Open(NO), Rsd = 0Ω ,노말 클로즈(NC) 에 대하여.
Rsd = ∞Ω for Normal-Close(NC).
만약 정상적으로 동작하지 않으면 제어 유닛을
At display indications lower than the
바꿔야 한다.
adjusted HIGH VIB. the Vibration High Alarm
Output relay will be deactivated :
Rsd = ∞Ω for Normal-Open(NO),
Rsd = 0Ω for Normal-Close(NC).
9
VIII. Check of the electronic cabinet VIII. 전원 불안정 증상 체크

for Power Fail Output 저항 측정기를 K62와 K63(노말 오픈, NO), K61
Normal-Close(NC). 전원을 18V 이하로 떨어뜨리거나 29V 이상으로
Connect the power source to K11(+) and 올리면 “99.11”이 디스플레이되고 전원 불안정
K13(-). 알람 출력 릴레이가 동작한다.
By falling the power source down below 18V Rsd = 0Ω , 노말 오픈(NO), Rsd = ∞Ω ,노말 클
or raising it up above 29V the readout will 로즈(NC).
be "99.11" and the Power Failure Alarm
Output relay will activated:
Rsd = 0Ω for Normal-Open(NO), Rsd = ∞Ω for
Normal-Close(NC).
10
By setting the power source between 18V 전원이 18V에서 29V사이로 공급되면 디스플레
and 29V the display will return to an 이 값은 0.00~0.05mm로 되며, 릴레이는 동작을
indication of 0.00~0.05mm and the Power 멈춘다.
Failure Alarm Output relay will be Rsd = ∞Ω , 노말 오픈(NO), Rsd = 0Ω ,노말 클
deactivated : Rsd = ∞Ω for Normal-Open 로즈(NC).
(NO), Rsd = 0Ω for Normal-Close(NC). 만약 정상적으로 동작하지 않으면 제어 유닛을
If not, the circuit board may be defective 바꿔야 한다.
IX. Check of the Probe IX. 프로브 증상 체크

Connect the power supply and an amp-meter 전원을 공급하고 전류 메타를 프로브에 연결한다.
to the probe. 프로브에 쇠 조각을 움직이면서 이동하면 Ip가 변
First, check the connection by moving a 동한다. 만약 Ip가 변동하지 않으면 프로브나 프
piece of metal back and forth in front of the 로브 선에 이상이 있는 것이다.
probe. If no variation in Ip is found, the 만약 Ip가 표준값과 전혀 다르면 프로브를 바꿔야
probe or the probe cable may be defective. 한다.
If Ip varies, check Ip vs. the distance to the
metal. If measurements(mA vs. mm) differ
significantly from the calibration data found
on the probes calibration sheet, the probe
should be replaced.
11
X. Check of the electronic cabinet for X. 출력 전압 증상 체크

Voltage Output K21, 22, 23에 프로브 선을 연결한다.
Connect the probe cable to K21,22,23. 전압계를 BNC 단자에 연결한다.
Connect an voltmeter to the BNC. Res1을 계속적으로 접속해 놓으면 출력 전압은
By connecting Res1 the voltage output will 3.60V가 될 것이다. Res1과 Res2를 계속적으로
be 3.60V. By connecting Res1 and Res2 the 접속해 놓으면 출력 전압은 5.60V가 될 것이다.
voltage output will be 5.60V. 만약 접속과 분리를 계속적으로 반복하면 디스플
By continuously connecting and disconnecting 레이가 변하고 Vout은 3.60에서 5.60V까지 변한
Res2 the voltage output will change from 3.6 다. 0.00에서 7.00V 까지 측정 가능하고 1.50
to 5.6V. ~6.50 범위에서는 선형성이 유지된다.
The measurement range is from 0.00 to 7.00 정상적으로 동작이 되지 않으며 제어 유닛을 바
V and the value is linear on the range from 꿔야 한다.
1.50 to 6.50V. If Vp is not significantly
proportional to the distance the circuit board
may defective and should be replaced.
12
SYSTEM SET-UP 시스템 셋업

After mounting the probe and connecting the 프로브를 장착한 후에 제어 유닛에 연결하면 시
circuit board, the Axial Vibration Monitor is 스템 셋업을 위한 준비가 된 것이다.
ready for set-up.
13
The installation procedure is following: 설치 절차는 다음과 같다:

First, mount the axial vibration monitor 첫째, 모니터를 엔진 사이드에 설치한다.
(display unit) on an diesel engine. 둘째, 엔진크랭크 케이스에 센서를 적절한 위치에
Second, mount a sensor(probe) at desired 설치한다. 즉 측정 대상물(크랭크샤프트)와 센서
mounting position properly, that is a distance 사이의 거리를 1.5~6.5mm 범위 안에 적당히 설
from the target on engine crank case 치한다.
Third, connect a sensor cable to monitor. 셋째, 센서를 모니터에 결선한다.
Fourth, turn on the power. 넷째, 모니터에 전원을 공급한다.
Fifth, read a current mounted position 다섯째, 두개의 셋팅값 확인 버튼을 동시에 누른
displayed on the monitor by pressing the 상태에서 센서설치를 확인한다.
both view buttons simultaneously. 마지막으로 원하는 위치와 설치된 센서와의
Finally, please move the sensor just as much 차이만큼 센서를 이동하여 원하는 위치에 센서를
as difference between the desired mounting 설치한다.
position and the current mounted position.
Please, repeat fifth and final procedures until
a sensor is mounted at desired point.
14
SPECIFICATIONS
OPERATING
TEMPERATURE RANGE : -10℃ to 60℃
OPERATING HUMIDITY : Less than 95% RH(Non-Condensing)
PROTECTION : IP67
MEASURING RANGE : Max. : 5.00 mm Peak to Peak(+/- 2.50 mm)

Linearity : 5.00 mm Peak to Peak(+/- 2.50mm)
POWER SUPPLY : Supply voltage : 24 Volt DC +/- 20 %

Max. current consumption : 140mA
PROBE : Type : Balluff BAW-018-PF-1-K

1)
Mounting distance : 4.00 mm
ALARM/MONITORING
CURRENT OUTPUT : Output : 4 ~ 20 mA
Max. load : 800 Ohm
0 mm Peak to Peak → 4 mA
Iout[mA] = 3.2 × (displacement in mm Peak to Peak) + 4
SLOW DOWN OUTPUT : Potential free contact(NO, NC)

Max. load : 50 Volt 10A
VIBRATION HIGH
ALARM OUTPUT : Potential free contact(NO, NC)
POWER SOURCE&SYSTEM
FAILURE OUTPUT : Potential free contact(NO, NC)
SLOW DOWN
ADJUSTMENT : 0.00 to 5.00 mm
VIBRATION HIGH
SLOW DOWN DELAY TIME : 0 ~ 300 sec. adjustable in step of 20 sec.

CRANKSHAFT
POSITION OUTPUT : Output voltage : 0 ~ 7.0 Volt
Max. output current : 10 mA
Output : 1.0 volt change per mm displacement of the
crankshaft
ACCURACY : Probe input to display, crankshaft position output

and alarm monitoring current output : +/- 5 %
Slowdown delay time : +/- 10 %
WEIGHT : 3.3kg
DIMENSION : 157(W) × 195(H)
Note
1) : The user can install a probe at wanted mounting distance only if a distance between the crankshaft and the probe
is not absolutely over the normal range. For example, it is 8.50 mm for an Man B&W diesel engine and is 6.50
mm for a sulzer type diesel engine. It is at user's option to select a cable length of the probe.
15
Axial Vibration Monitor AVM-KM18-05
APPENDICES
Engine type included:

S26MC, L35MC, S35MC, L42MC, S42MC,
S46MC-C, K50MC, L50MC, S50MC, S50MC-C,
K60MC, L60MC, S60MC, S60MC-C, K70MC,
L70MC, S70MC, S70MC-C, K80MC-C, L80MC,
S80MC, K90MC, K90MC-C, L90MC, S90MC-T,
K98MC-C
#155-1, HOEDONG-DONG, KUMJUNG-KU,

PUSAN, KOREA
TEL : 082-051-528-1967～9
FAX : 082-051-525-9835
E-MAIL : komeco@chollian.net
Axial vibration limits for safe engine operation

All limits are PEAK to PEAK, actual values, in mm.

indicates, that Axial Vibration Monitor is fitted as standard.
Engine Type Normal Value Vib. High Alarm Slow-Down

S26MC
4S26MC 0.62 0.82 1.03
5S26MC 0.77 1.02 1.28
6S26MC 0.92 1.22 1.53
7S26MC 1.08 1.44 1.80
8S26MC 1.23 1.64 2.05
L35MC
4L35MC 0.65 0.86 1.08
5L35MC 0.80 1.06 1.33
6L35MC 0.96 1.28 1.60
7L35MC 1.13 1.50 1.88
8L35MC 1.29 1.72 2.15
9L35MC 1.44 1.93 2.41
10L35MC 1.60 2.14 2.68
11L35MC 1.76 2.35 2.94
12L35MC 1.93 2.57 3.21
S35MC
4S35MC 0.94 1.25 1.56
5S35MC 1.17 1.56 1.95
6S35MC 1.40 1.87 2.34
7S35MC 1.64 2.18 2.73
8S35MC 1.88 2.50 3.13
9S35MC 2.11 2.81 3.51
10S35MC 2.34 3.12 3.90
11S35MC 2.57 3.43 4.29
12S35MC 2.81 3.74 4.68
L42MC
4L42MC 0.77 1.02 1.28
5L42MC 0.96 1.28 1.60
6L42MC 1.14 1.52 1.90
7L42MC 1.34 1.78 2.23
8L42MC 1.53 2.04 2.55
9L42MC 1.71 2.29 2.86
10L42MC 1.91 2.54 3.18
11L42MC 2.10 2.79 3.49
12L42MC 2.29 3.05 3.81

S42MC
4S42MC 1.15 1.53 1.91
5S42MC 1.44 1.92 2.40
6S42MC 1.73 2.30 2.88
7S42MC 2.01 2.68 3.35
8S42MC 2.30 3.07 3.84
9S42MC 2.59 3.45 4.31
10S42MC 2.87 3.83 4.79
11S42MC 3.16 4.22 5.27
12S42MC 3.45 4.60 5.75
S46MC-C
4S46MC-C 1.23 1.64 2.05
5S46MC-C 1.52 2.03 2.53
6S46MC-C 1.82 2.43 3.03
7S46MC-C 2.11 2.82 3.52
8S46MC-C 2.50 3.34 4.17
K50MC
4K50MC 0.81 1.08 1.35
5K50MC 1.01 1.34 1.68
6K50MC 1.20 1.60 2.00
7K50MC 1.41 1.88 2.35
8K50MC 1.61 2.14 2.68
9K50MC 1.82 2.42 3.03
10K50MC 2.01 2.68 3.35
11K50MC 2.21 2.94 3.68
12K50MC 2.42 3.22 4.03
L50MC
4L50MC 0.92 1.22 1.53
5L50MC 1.14 1.52 1.90
6L50MC 1.37 1.82 2.28
7L50MC 1.59 2.12 2.65
8L50MC 1.82 2.42 3.03
S50MC
4S50MC 1.23 1.64 2.05
5S50MC 1.55 2.06 2.58
6S50MC 1.85 2.46 3.08
7S50MC 2.16 2.86 3.60
8S50MC 2.46 3.28 4.10

S50MC-C
4S50MC-C 1.26 1.69 2.11
5S50MC-C 1.56 12.09 2.61
6S50MC-C 1.87 2.50 3.12
7S50MC-C 2.27 2.90 3.62
8S50MC-C 2.55 3.41 4.26
K60MC
4K60MC 0.96 1.28 1.60
5K60MC 1.20 1.60 2.00
6K60MC 1.43 1.90 2.38
7K60MC 1.67 2.22 2.78
8K60MC 1.91 2.54 3.18
9K60MC 2.13 2.84 3.55
10K60MC 2.37 3.16 3.95
11K60MC 2.60 3.46 4.33
12K60MC 2.84 3.78 4.73
L60MC
4L60MC 1.08 1.44 1.80
5L60MC 1.35 1.80 2.25
6L60MC 1.62 1.16 2.70
7L60MC 1.89 2.52 3.15
8L60MC 2.16 2.88 3.60
S60MC
4S60MC 1.47 1.96 2.45
5S60MC 1.85 2.46 3.08
6S60MC 2.21 2.94 3.68
7S60MC 2.58 3.44 4.30
8S60MC 2.94 3.92 4.90
S60MC-C
4S60MC-C 1.52 2.03 2.53
5S60MC-C 1.88 2.51 3.13
6S60MC-C 2.25 3.00 3.75
7S60MC-C 2.61 3.49 4.36
8S60MC-C 3.07 4.10 5.12

K70MC
4K70MC 1.13 1.50 1.88
5K70MC 1.40 1.86 2.33
6K70MC 1.68 2.24 2.80
7K70MC 1.95 2.60 3.25
8K70MC 2.24 2.98 3.73
9K70MC 2.51 3.34 4.18
10K70MC 2.79 3.72 4.65
11K70MC 3.06 4.08 5.10
12K70MC 3.35 4.60 5.58
L70MC Mk6*
4L70MC 1.28 1.70 2.13
5L70MC 1.59 2.12 2.65
6L70MC 1.91 2.54 3.18
7L70MC 2.22 2.96 3.70
8L70MC 2.54 3.38 4.23
S70MC
4S70MC 1.71 2.28 2.85
5S70MC 2.15 2.86 3.58
6S70MC 2.57 3.42 4.28
7S70MC 3.00 4.00 5.00
8S70MC 3.42 4.56 5.70
S70MC-C
4S70MC-C 1.77 2.36 2.95
5S70MC-C 2.19 2.92 3.65
6S70MC-C 2.62 3.50 4.37
7S70MC-C 3.05 4.07 5.08
8S70MC-C 3.58 4.78 5.97
K80MC-C
6K80MC-C 1.73 2.30 2.88
7K80MC-C 2.03 2.70 3.38
8K80MC-C 2.31 3.08 3.85
9K80MC-C 2.61 3.48 4.35
10K80MC-C 2.90 3.86 4.83
11K80MC-C 3.18 4.24 5.30
12K80MC-C 3.47 4.62 5.78
* For the L70MC Mk5, values are identical, but the Axial Vibration Monitor
is not fitted as standard.

L80MC
4L80MC 1.44 1.92 2.40
5L80MC 1.80 2.40 3.00
6L80MC 2.16 2.88 3.60
7L80MC 2.52 3.36 4.20
8L80MC 2.90 3.96 4.83
9L80MC 3.26 4.34 5.43
10L80MC 3.62 4.82 6.03
11L80MC 3.98 5.30 6.63
12L80MC 4.34 5.78 7.23
S80MC
4S80MC 1.95 2.60 3.25
5S80MC 2.45 3.26 4.08
6S80MC 2.93 3.90 4.88
7S80MC 3.42 4.56 5.70
8S80MC 3.90 5.20 6.50
9S80MC 4.40 5.86 7.33
10S80MC 4.88 6.50 8.13
11S80MC 5.37 7.16 8.95
12S80MC 5.87 7.82 9.78
K90MC
4K90MC 1.44 1.92 2.40
5K90MC 1.80 2.40 3.00
6K90MC 2.16 2.88 3.60
7K90MC 2.54 3.38 4.23
8K90MC 2.90 3.86 4.83
9K90MC 3.26 4.34 5.43
10K90MC 3.62 4.82 6.03
11K90MC 3.98 5.30 6.63
12K90MC 4.34 5.78 7.23
K90MC-C
6K90MC-C 1.95 2.60 3.25
7K90MC-C 2.28 3.04 3.80
8K90MC-C 2.61 3.48 4.35
9K90MC-C 2.94 3.92 4.90
10K90MC-C 3.26 4.34 5.43
11K90MC-C 3.59 4.78 5.98
12K90MC-C 3.92 5.22 6.53

L90MC
4L90MC 1.64 2.18 2.73
5L90MC 2.04 2.72 3.30
6L90MC 2.45 3.26 4.08
7L90MC 2.85 3.80 4.75
8L90MC 3.26 4.34 5.43
9L90MC 3.68 4.90 6.13
10L90MC 4.08 5.44 6.80
11L90MC 4.49 5.98 7.48
12L90MC 4.89 6.52 8.15
S90MC-T
5S90MC-T 2.42 3.23 4.04
6S90MC-T 2.91 3.88 4.85
7S90MC-T 3.39 4.52 5.65
K98MC
6K98MC 2.28 3.05 3.81
7K98MC 2.66 3.55 4.43
8K98MC 3.03 4.05 5.06
9K98MC 3.41 4.55 6.68
10K98MC 3.78 5.05 6.31
11K98MC 2.77 3.70 4.62
12K98MC 4.54 6.06 7.57
K98MC-C
6K98MC-C 1.88 2.51 3.13
7K98MC-C 2.19 2.92 3.65
8K98MC-C 2.49 3.33 4.16
9K98MC-C 2.80 3.74 4.67
10K98MC-C 3.11 4.15 5.18
11K98MC-C 3.42 4.56 5.70
12K98MC-C 3.72 4.97 6.21

TEL. : 82-51-724-5070 ~ 1
FAX. : 82-51-724-5175
Contents
4. SYSTEM SET-UP ---------------------------------------- 13
5. SPECIFICATIONS ---------------------------------------- 15

technology and an inductive analog proximity AVM-KM30-10은 0.00에서 10.00mm까지 피크
sensor(probe). -대-피크 진동를 측정할 수 있다.
control unit.
converted signal is real value to raw signal. 진동의 피크-대-피크 값은 4자리로 디스플레이
The peak-to-peak value of the displacement 되며, 해상도는 0.01mm이고 “Alarm/Monitoring
is displayed on an internal four-digit display Current Output” 단자로 4~20mA 전류 신호로
with a resolution of 0.01mm and sent 출력된다.
through a voltage-to-current converter, to 만약 Probe로부터 피크-대-피크 변위(진동)가 감
the "Alarm/ Monitoring Current Output", as a 소할 경우에 “Alarm/Monitoring Current Output”
4~20mA current signal. 은 즉시 떨어지지 않으며 점차적으로 실제 피크-
1
positions.
2
4 = 80 sec. A = 200 sec. 4 = 80 sec. A = 200 sec.
5 = 100 sec. B = 220 sec. 5 = 100 sec. B = 220 sec.
The short-circuit/disruption of the probe 플레이 상에 “99.22”가 나타날 것이다. “99.22”,
cable will be indicated on the display by “99.33” 그리고 “99.44”의 에러 메시지는 알람
"99.22". The "99.22", "99.33" and "99.44" 세팅 값 확인 시 쓰이는 두 버튼을 동시에 눌러
error messages can be recovered by 해제시킬 수 있다.
pressuring two view buttons simultaneously.
possible.
user's of setting.
vibration
3

time
4

5
3.00~4.00mm. 다.
cating 0.00~0.05mm.
6

Iout will follow the value in the display Iout[mA] = 1.6× (디스플레이 값[mm]) +4
according to the following formula: 만약 Iout의 출력이 공식에 따라서 변하지 않으면
Iout[mA] = 1.6 × (display indication[mm]) + 4 제어 유닛을 바꿔야 한다.
7

K13(-). 가 변한다.
8

바꿔야 한다.

바꿔야 한다.
9

Normal-Close(NC).
10
IX. Check of the Probe XI. 프로브 증상 체크

should be replaced.
11

The measurement range is from 0.00 to 정상적으로 동작이 되지 않으며 제어 유닛을 바
13.00 V and the value is linear on the range 꿔야 한다.
from 3.50 to 13.0V. If Vp is not significantly
12

ready for set-up.
13

mounting position properly, that is a distance 사이의 거리를 3.5~1.35mm 범위안에 적당히 설
from the target on engine crank case 치한다.
14
SPECIFICATIONS
OPERATING
PROTECTION : IP67


PROBE : Type : Balluff VAW-030-PF-1-K

1)
ALARM/MONITORING
Max. load : 800 Ohm

VIBRATION HIGH
POWER SOURCE&SYSTEM
SLOW DOWN
VIBRATION HIGH

CRANKSHAFT
POSITION OUTPUT : Output voltage : 0 ~ 13 Volt
crankshaft

WEIGHT : 3.3kg
Note
15

TEL. : 82-51-724-5070 ~ 1
FAX. : 82-51-724-5175
Contents
4. SYSTEM SET-UP ---------------------------------------- 13
5. SPECIFICATIONS ---------------------------------------- 15
APPENDICES

technology and an inductive analog proximity AVM-KM30-13은 0.00에서 13.00mm까지 피크
sensor(probe). -대-피크 진동를 측정할 수 있다.
control unit.
converted signal is real value to raw signal.
진동의 피크-대-피크 값은 4자리로 디스플레이
The peak-to-peak value of the displacement
되며, 해상도는 0.01mm이고 “Alarm/Monitoring
is displayed on an internal four-digit display
Current Output” 단자로 4~20mA 전류 신호로
with a resolution of 0.01mm and sent
출력된다. 만약 진동이 10.00mm를 벗어나면 전
through a voltage-to-current converter, to
류는 4mA로 떨어지게 되고 진동 값 Display는
the "Alarm/ Monitoring Current Output", as a
4~20mA current signal. If a vibration is over 13.00mm까지 이루어진다.
than 10.00mm then a output current is 4mA. 만약 Probe로부터 피크-대-피크 변위(진동)가 감
However, a indication is enable to display 소할 경우에 “Alarm/Monitoring Current Output”
over 0 ~ 13.00 mm. 은 즉시 떨어지지 않으며 점차적으로 실제 피크-
1
positions.
2
4 = 80 sec. A = 200 sec. 4 = 80 sec. A = 200 sec.
5 = 100 sec. B = 220 sec. 5 = 100 sec. B = 220 sec.
The short-circuit/disruption of the probe 플레이 상에 “99.22”가 나타날 것이다. “99.33”
cable will be indicated on the display by 그리고 “99.44”의 에러 메시지는 알람세팅 값 확
"99.22". The "99.33" and "99.44" error 인 시 쓰이는 두 버튼을 동시에 눌러 해제시킬
messages can be recovered by pressuring 수 있다.
two view buttons simultaneously.
possible.
user's of setting.
vibration
3

time
4

5
3.00~4.00mm. 다.
cating 0.00~0.05mm.
6

Iout will follow the value in the display Iout[mA] = 1.6× (디스플레이 값[mm]) +4 ,
according to the following formula: 단, 디스플레이 값이 10.00mm 이하인 경우.
Iout[mA] = 1.6 × (display indication[mm]) + 4, 만약 Iout의 출력이 공식에 따라서 변하지 않으면
where a display indication is lower than 10.00. 제어 유닛을 바꿔야 한다.
7

K13(-). 가 변한다.
8

바꿔야 한다.

바꿔야 한다.
9

Normal-Close(NC).
10
IX. Check of the Probe XI. 프로브 증상 체크

should be replaced.
11

The measurement range is from 0.00 to 정상적으로 동작이 되지 않으며 제어 유닛을 바
13.00 V and the value is linear on the range 꿔야 한다.
from 3.50 to 13.0V. If Vp is not significantly
12

ready for set-up.
13

mounting position properly, that is a distance 사이의 거리를 2.5~15.5mm 범위 안에 적당히
from the target on engine crank case 설치한다.
14
SPECIFICATIONS
OPERATING
PROTECTION : IP67


PROBE : Type : Balluff BAW-030-PF-1-K

1)
ALARM/MONITORING
Max. load : 800 Ohm
＞ 10 mm Peak to Peak → 4 mA
where, a displacement is lower than the 10 mm

VIBRATION HIGH
POWER SOURCE&SYSTEM
SLOW DOWN
VIBRATION HIGH

CRANKSHAFT
POSITION OUTPUT : Output voltage : 0 ~ 13 Volt
crankshaft

WEIGHT : 3.3kg
Note
15
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®
OIL MIST DETECTION SYSTEM

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PLAN HISTORY
REV. NO DATE DESCRIPTION DRAWN CHECKED APPROVED
0 28/01/2010 DRAWING ISSUED W. H. K C. S. M S. K. K
PROJECT NAME
Specs
®
www.specsvision.com STX Heavy Industries CO., LTD
Design Department, Rm #703,704

Bundang Techno Park B, 148 Yatop,
Bundang, Sungnam, Kyonggi, KOREA FOR
463-760 CRANKCASE
Email: Specs@specs.co.kr
Tel +82 31 706 5211 Fax +82 31 706 5214
PROJECT NO. CRANKCASE

APPROVED S. K. KANG
DRAWING & USER MANUAL
FOR
CHECKED C. S. MOON
CRANKCASE
DRAWN W. H. KYUNG
DATE: DRAWING NO.
28/01/2010 PJ170002-6S50MC-A0
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SAFETY INFORMATION
WARNING DO NOT attempt to repair PCBs on site.

ENSURE THAT THE EQUIPMENT IS ISOLATED
FROM THE POWER SUPPLY DURING ANY COMPUTER EQUIPMENT
INSTALLATION OR MAINTENANCE ACTIVITIES
(AS NECESSARY). The following general detail has been included here
in order to reaffirm those aspects of CMU/RMU use
which must be continuously considered.
IMPORTANT Heat
Ensure that the appropriate Permits are obtained
RMU and Detector equipment is designed to operate
before any work is undertaken on the equipment.
at normal room temperatures 0℃ ~70℃.
Engineers must read all Warnings, Cautions and
Should the ambient temperature exceed 70℃ for
Notes contained in this Installation and Maintenance
RMU and Detector, the equipment can be physically
Manual, and must follow all Safety Instructions and
damaged and may fail without any warning.
Hazard Warnings which are applicable to the area in
which the equipment is installed. Heat can cause damage to:
Electronic components and insulators
Cold
ANTI-STATIC PRECAUTIONS
Operating the equipment below 0℃ may result in
Damage can be caused to the electronic components unreliable memory operation and short circuit of
fitted to the PCBs in this equipment if they are partial electronic parts by condensation.
subjected to a discharge of static electricity. These
components are termed Electrostatic Sensitive Moisture
Devices (ESDs), and it is extremely important to take
adequate precautions to protect these devices.
Steam, water, tea, coffee, etc can cause:
Severe damage to electronic components.
Some PCBs are fitted with Metal Oxide Silicon (MOS)
Erratic or failed data transmissions (over cable)
devices and, in view of the high failure rate of these
devices due to their susceptibility to static electricity,
it is essential that the procedures set out below are Dirt
followed :
Dirt and dust can contain enough metallic flakes to
In order to avoid any confusion, ALL PCBs must cause short circuits in electronic equipment.
be treated as though they are fitted with MOS
devices. The equipment is not designed to withstand
excessive amounts of dirt and dust, particularly for
ONLY handle PCBs after taking precautionary mist IR sensors.
measures (ie, touching an electrical earth point to
discharge body static). When handling PCBs DO
NOT touch the components, tracking or any contacts. NOTICE:
Move or store ESDs only in conductive packaging Avoid dirt for your Detector !!
stamped with the Static Warning statement and logo.
Unacceptable rough work, such as painting, dust
DO NOT remove or replace PCBs with power applied cleaning, metal grinding works beside oil mist
to the equipment. detector will contaminate sensors seriously and
the system would run incorrectly.
DO NOT stack PCBs, and DO NOT store PCBs in
excessively humid atmospheres or in high And also major components coated with oil and dirt
temperatures. in the equipment can cause failure to boot up, and
severe damage to electronic components.
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CONTENTS
1. SYSTEM INTRODUCTION…………..…………. 1-1
1.1 INTRODUCTION
1.2 TECHNICAL SPECIFICATION
2. INSTALLATION…………..………………..….…. 2-1
2.1 DETECTORS MOUNTING METHOD
2.2 SYSTEM INSTALLATION & CABLE CONNECTION
2.3 COMMISSIONING PROCEDURE
3. OPERATION…………..………………..…...…… 3-1
3.1 INTRODUCTION
3.2 FUNCTION
3.3 OPERATION
3.4 RMU MENU STRUCURE
3.5 DETECTOR HEAD
4. MAINTENANCE & SERVICE NETWORK …… 4-1
4.1 INTRODUCTION
4.2 MAINTENANCE
4.3 MAINTENANCE DETAILS FOR DETECTOR
4.4 TROUBLE SHOOTING PROCEDURE
4.5 SERVICE NETWORK
5·SPARE PART LIST ……………………………… 5-1
6·RELATED DRAWINGS
1-1
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1. SYSTEM
INTRODUCTION
1.1 INTRODUCTION
Which introduces the Manual itself and provides a hardware

description of the Oil Mist Detector and which outlines the
operating principle
1-2
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1.1 INTRODUCTION
Not every component can be so monitored, however,

Crankcase and Gear-case explosions
and the use of one or more OMDs with their larger
"field of view" is essential. Thus it can be appreciated
The role of oil mist in crankcase and gear-case
that a crankcase OMD system associated
explosions is well known and can be summarized as
appropriate software and control equipment.
the generation of mist droplets at hot surfaces,
producing a mist concentration above the lower
The VISION Ⅲ oil mist detector has function of this
flammable limit (approximately 50 mg/l) in the
measurement of the optical density of each sample
presence of large volumes of oil in the "spray“.
mist continuously and, when the density exceeds
preset levels, provides alarm indications and the
Droplets are more flammable than the bulk liquid
necessary remedial action taken to minimize the risk
because of the higher surface to volume ratio of the
of fire or explosion.
liquid. Thus, the droplet is more sensitive to heat input
from potential ignition sources and more surface is in
If machine oil, as used for lubricating engines is over
contact with oxygen in the air.
heated(250℃), it generates vapor which, when
The smaller the droplet the lower the minimum ignition
coming in contact with the colder atmosphere (approx.
energy and the more nearly it resembles a vapour. It
70℃) in the crank case. it condenses into the oil mist.
is useful to consider droplets in three categories
according to size. First,
This is the case when excessive local heat build up
very small droplets (less than 1µm); these are usually
occurs in any part in engine crank chamber.
referred to as "smoke", they tend to appear blue in
colour and are produced when oil is in contact with
The VISION Ⅲ oil mist detector uses one
extremely hot surfaces (greater than about 800 deg.C).
characteristic of oil mist that it absorbs light. The rate
of measurement of absorbed light is called “opacity”.
Secondly, droplets in the size range 1-10µm,
This property is exploited for diesel engine
described as "mist"; these appear white and are
surveillance.
produced at surfaces between 200 deg.C and 600
deg.C. finally, droplets greater than about 50µm,
The oil mist suspended in the atmosphere of the
described as "spray", which is produced
Engine crank chamber is induced into every OMD
mechanically (eg: from a pinhole leak in a pressure
being placed.
line).
The sensing part of OMD consists of a LED (light
This indicates that the minimum ignition energy for mist
emitting diode) and few photodiodes.
is less than that for spray and this is to be expected
The light intensity level at each photodiode from the
since, as stated above, fuels must be in the vapour
LED varies depending on how much oil mist is filled
state at the point of ignition and more energy is
in the space between IR sensors. The oil mist causes
required to produce vapour from spray than from mist.
light intensity at the photodiodes to be reduced as
much as light absorbed.
This does not imply that the spray is innocuous but that
This change in light reduction is then evaluated and
the production of mist followed by vapour are the
initiates an alarm if a predetermined threshold is
essential first steps in the process. This is the situation
exceeded.
in a closed environment where oil is expected to be
present and the release of large amounts of heat when
The VISION Ⅲ oil mist detector adopting micro
a component fails converts the oil into a hazardous
processor and infrared technology was designed for
form (mist).
detecting concentration of oil mist generated and
suspended in the all oil chambers in the marine
It should be appreciated that the thermally generated
engine.
mist must have been produced at a component which
The robust construction of the detector probes, and
has become unusually hot. This is frequently a bearing
their associated equipment, is designed to take into
or some other overstressed component. If vulnerable
account the harsh environmental conditions of the
components are adequately monitored, the onset of a
engine. This detector to detect oil mist presence can
high temperature can be detected and the consequent
be used as a stand alone solution in sensitive
generation of mist can be avoided.
operating environments in the diesel engine.
1-3
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ITEM SPECIFICATION
MODEL VISION Ⅲ
Max. No. of Detecting Point 64points
Remote Monitoring Unit(RMU)
TYPE VISION ⅢR
Display 6 inches monochrome LCD (340x240)

Mist Level Display mode( Bar & Digital Value)
Scanning Time 50msec for each
Max. No of Group (Engines) 8 Groups
Measuring Range 0 – 5.00 mg/liter
Alarm Setting Mist High Alarm (Max .2.5mg/liter)

Mist Pre-Warning Alarm(User adjustable)
Communication signal
- Input RS-485 ( protocol; Modbus )
-Output RS-485 ( protocol; Modbus Dual )
Alarm contacts Mist High Alarm (8 EA), Mist Pre-Warning Alarm (8EA)
125VAC 0.5A, 30VDC 1A, 1a1b(NC,NO selectable)
Electrical requirement
Power supply 24VDC
-.Current rating 1.5A
-.Fuse rating 2A
-.Over voltage protection +30% -20% of voltage rating (24V DC)
Temp Rating 0°C to 70°C
Memory
-.Event Log 3000 Data
-.History Log 10 Sec X 1 Day
ALARM FUNCTION Alarm & Failure status
-.Mist alarm:
Hi-high alarm RMU- Red LED ON (Alarm Indicators panel)
& High alarm and Alarm channel displayed on LCD
-.System Fault Alarm RMU- Yellow LED ON (Fan, Communication Alarm

Contamination Indicators panel) and failed channel
displayed on LCD
CONSTRUCTION
Dimensions Height 250mm, Width 380mm, Depth 130mm
Enclosure Rating IP 44
Weight(RMU) 6.0 kg Gross
Housing Carbon steel
1-4
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ITEM SPECIFICATION
Crankcase Detector
Type VISION ⅢC
Sensitivity 0.01 mg/Liter
Communication between RMU RS 485

& detector
Indication Green : Power on

Yellow : Fault
Red : Mist Alarm
5 Way Connector Power 1,2, pin

Signal 3, 4 Pin
Shield 5 Pin
Mounting ¾ inch BSP
Power 24VDC
Dimensions Height 150mm, Width 84mm, Length 203mm
Weight 0.6kg
Housing PPA + GF30%,Halogen Free
Junction Box
TYPE VISION ⅢJC
Max. No of Detector Inputs Loop Connection
Fuse Rating
Dimensions Height 80mm, Width 110mm, Depth 70mm
Weight 0.35kg
Housing Plastic Case
1-5
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2. INSTALLATION
2.1 DETECTORS MOUNTING METHOD
2.2 SYSTEM INSTALLATION & CABLE CONNECTION
2.3 COMMISSIONING PROCEDURE
Which details the methods of installing the equipment at a Site
2-1
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2-1 DETECTORS MOUNTING METHOD

3. Power & Signal cable :
• OVERVIEW 24VDC supply with its cable for the RMU main
power should be provided by user. And cables for
Installation normally depends on the system configuration RS 485 signal and 24VDC for each detectors are
and is carried out by the user. also supplied by user.
User is requested to provide all mounting holes in Cable specification:

advance before oil mist detection system is delivered to
the engine shop and or prior to the commissioning start up For RMU main power: 2.0sq x1pr. (24VDC power)
Test initiated by service engineer from SPECS. For detector & JB signal: 0.7sq x2prs. Shielded
(Power & RS485 Signal)
2-2 SYSTEM INSTALLATION AND

CABLE CONNECTION
Check the specified intervals of 4 stud bolt holes on

the mounting brackets for RMU and JB.
Refer to the interval dimension on the working

Drawing attached.
FIGURE 1 : DETECTOR Mounting Plan (Side View) 1. Mount the Detectors, on the specified position
and RMU and JB on the bracket base with their
Following is a fabrication and installation guidance for 4 studs for bolting.
Mounting of Oil mist detector, Junction box and RMU
(Remote Monitoring Unit). Keep the length of cable that runs to the JB, RMU
Construction of mounting bracket is illustrated on the or detectors is longer than required to enable the
working drawing . RMU, JB or detectors to be repositioned at a late
date if necessary.
Decision of Detector installed position:
2. Every cable between detector and JB, (same JB
Each detector must be placed in the appropriate position of and RMU) must be pulled enough through
crank case side wall depending on engine requirement of designated cable tray and conduit in order to be
Crank chamber design with 1 to 8 to 10 sensors for 4 stroke fully wired to the spot of detector prior to
Engine. commissioning work.
It is usually adopting individual OMD sensor for isolated
Crank chamber in case of 2 stroke low speed large engine. 3. Cable tray and conduit tubes for all cables are
required to be pre-installed by user prior to its
User Supply Items: commissioning work as well.
1. Detector Mounting position : 4. Make all wires to be marked for termination to the
The mounting position depends on user design standard terminals in RMU, JB or Detectors and make them
and all detectors are installed at specified location prior to connected to the assigned terminals in RMU, JB
mounting of RMU and Junction box. and detectors correctly.
2. Mounting method:
Mounting nuts for above each detector unit would be
provided by OMD supplier except JB and RMU.
User should supply following parts.

RMU & JB: Bolt (M6 x 20), Lock Nut with Washer (M6)
FIGURE 2: RMU Mounting Plan (Front View)
2-2
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2-3 COMMISSIONING PROCEDURE
System commissioning work is usually carried out by 5. Verify channel announciator (LED) on RMU turns
the designated service engineer dispatched or RED and flickering.
specialist well trained by manufacturer according to the
maker’s standard procedure. 6. Verify alarm indicator on IAS as well.
7. If above function test properly finished, press
After system installation with cable connections are Alarm RESET button for system normalization.
fully confirmed and verified, system performance test is
progressed till its final startup test. According to the above procedure, all detectors
below are to be verified for its performance test in
following procedure is provided for functional order.
performance test of all detectors as well as Remote
monitoring unit locally with just portable smoke spray
because operation test at a certain mist concentration
is practically impossible as there is no designated mist
generator available and such generator requires also
environmentally stable and safe subsystem associated.
Therefore portable specified smoke spray has been
usually used for just local function test of oil mist
detector by detector manufacturers.
For above reason, every mist detector was properly

calibrated in the maker shop at several points in full
range of real mist concentration by a proven calibration
chamber and associated test facilities such as
approved mist generator, temperature compensation
test oven, splash oil chamber (for engine OMD), with
aging test according to the latest classification society
requirement.
Upon physical and electrical connection of the detector
is confirmed, tune the power to the RMU ON and
following items are required to verify in order.
Every lights of the RMU and detectors are to be

checked initially whether they are in normal operation
condition.
Local function test procedure:
1. Verify oil mist inlet of the detector is opened.

2. Confirm mist suction fan in detector is normally
running.
3. Spray smoke toward detector inlet with an approved
smoke tester.
4. Verify mist alarm activation within a few seconds.
Mist alarm of detector is set by maker shop at
1.5mg/liter but it is of course locally adjustable.
2-3
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3. OPERATION
3.1 INTRODUCTION
3.2 FUNCTION
3.3 OPERATION
3.4.RMU MENU STRUCTURE
3.5 DETECTOR HEAD
Shows how the Engineer should bring

the installed equipment into operation.
3-1
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3.1 INTRODUCTION
It is essential that Installation phase of all applicable • Features
System elements has to be completed before the
correct operation phase is commenced. The OMD VISION Ⅲ, Multi point oil mist detector
adopting microprocessor and infra-red technology
Commissioning of the installed equipment involves: was designed for detecting oil mist existence in the
- Preliminary checking of the installation air which may possibly happen in such as engine,
- Confirming ready for correct operation purifier rooms, machine rooms etc, of the vessel.
The detector was designed :

• Preliminary Checking of The Installation
• to give a fast response in the event of exceeding
This check is normally done by service engineer from allowable limit of the oil mist content in the air
vendor during commissioning start up work period. according to the marine environment law .
Ensure that all equipments are securely installed. • to give an alarm in a potentially dangerous
situation, before any serious damage can occur to
- Check the correct position of detectors and location. machinery or injury to personnel
- Check the condition of all electrical connections.
1. Check the communication wire status. • to be easily installed and maintained.
2. Check the Power supply status.
• so that the operation will not to be affected or
interfered with by oil condensation in the crankcase.
• Confirming Ready for Correct Operation
• so that the operation will not to be affected by any
Proceed next functional checks of all detectors and electrical interference.
RMUs according to their key operation procedures.
• HANDOVER TO CLIENT
Once the engineer is satisfied that the installed 2. Ensure that a copy of the installation and
equipment has been properly configured and is maintenance manual is available at the Site for
functioning correctly, then it should be handed over to use by the customer’s engineers (as applicable).
the Customer as follows:
3. Brief the customer’s staff on the importance of
1. Describe the Figure OMD installation to the maintaining site records.
Customer’s staff, and provide a thorough
demonstration of the installed equipment 4. Complete the commissioning sheet, and obtain
(as required). the signature of client’s representative.
SP-UM-VA-003 3-2
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3.2 FUNCTION
REMOTE MONITORING UNIT
The Remote Monitoring unit is fitted

with :
One LCD Display(6inches), 28 indication LEDs

for run, alarm and 20 input keys for controls.
The function of each component is as follows:
• One LCD Display(6inches)
This provides visual access to all the

information required to operate the system and
displays the software pages for system
configuration and fault analysis.
On the main display and the group display, the

left hand vertical scale shows oil mist density in
mg/liter.
• 10 Indication LEDs
In addition the main display shows the alarm
setting for each groups.
The LEDs indicates the status of detectors and RMU.
On the group display, both the alarm(s) and
the pre-warning alarm settings are displayed.
- Alarm Indicators; Each of the 8 groups alarm
Under normal operating conditions, the main indicator shows the status of that group ie Run(normal),
display page shows the oil mist density for all Alarm and Fault
engines and the relevant pre-warning alarm
settings.
-This is designed for easy recognition of alarm and
It also shows the time, the date. backup the main LCD
The group display control calls up the
Individual group readings.
It also displays the pre-warning and main mist Green : Run (Power on & normal)
alarm settings.
Red : Mist alarm
The / keys allow each groups in the system Yellow : Fault (Fan & System communication)
to be displayed in turn.
The MAIN DISPLAY key always returns the
display to this page from anywhere in this
software. The MAIN MENU key allows access
to all service menus. At the bottom of each
displayed page the active navigation keys for
that page are shown
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• 20 input Keys ALARM ACK

The Keys situated below the display, enable the ; acknowledge of an event alarm
following: 0-9
MAIN DISPLAY is for Oil mist level monitoring with ; number between 0 and 9 and Alphabet
Bar graphic/ digital value , selection of MAIN MENU,
SELECTION of display, ALARM MANAGER for alarm
status monitoring. NOTES:
Also located in the area, there are software In addition to above function, each LED will also
navigation keys ie. flicker with red light when mist content exceeds
alarm set value, such as 1.5mg/Liter preset by
(cursor up), (cursor down), manufacturer.
(cursor right), (cursor left), ENT(enter), This red LED will be kept flickering as far as mist
ESC(quit) and a set of numerical inputs, 0-9. content is higher than alarm set value regardless
ACK button pushing for buzzer stop, but will return
Operation of the navigation keys is accompanied
to normal light (green) by pushing ACK button if
by an audio signal. The MAIN DISPLAY and MAIN mist content is less than set value.
MENU keys allow fast return to the normal display
or the main menu from anywhere in the software.
The keypad keys are:
; downward action
; upward action
; leftward action
; rightward action
ESC ; canceling action
ENT ; action
OIL MIST DETECTOR
Each detector assembly passes continuously a

sample of oil mist from the suction grille, and
pass it across the infra red optical sensors of
the probe.
The sensors monitoring oil mist are located in
the robust sensor head which is assembled
with a mist intake probe.
The optical sensor system works by using

infra-red technology.
A single infra-red light emitter sends a beam of

light to receivers, that allows measurement of
any scattered light of mist that may occur
between them.
The oil mist concentration measurement is so

derived from the receivers.
3-4
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3.3 OPERATION:
REMOTE MONITORING UNIT
If more than one engine is configured, press the

• Confirming Correct Function
SELECTION (Sel) key
When the Main Menu is selected, seven sub- Digital value are shown in figure.
menus appear on the screen as follows:
DIGITAL VALUE
1.Mist level monitoring, ( mg/l) 16:02:55 Fri 02/06/2006
2..System Status #1 #2 #3 #4 #5 #6 #7 #8
3.Event log 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
4.History Log 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
5.Setting, 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
6.Alarm Manager 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
7.Test System 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
1. Mist level monitoring 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
1 Cylinder Eng 1
Sel : Bar Graph
When the Mist level monitoring menu is selected,
oil mist level is displayed. There are two display 2. System Status
modes, bar graph mode and digital mode. These
When the System status menu is selected three more menu
displays are toggled by pushing the button options appear on the screen as follows:
“Selection”. If you want to return to main menu,
press “ESC”, or “MAIN MENU” SYSTEM STATUS
1.1 Mist value display 1. GROUP STATUS

This menu will show the mist value with graphical 2. DETECTOR STATUS
style as show in figure. 3. COMMUNICATION STATUS
BAR GRAPH 2.1 Group status

Eng #1
16:02:55 Fri 02/06/2006
MIST LEVEL ( mg/l) As shown in figure, Group status is displayed with isolation
5.0 states, and communication detectors.
3.0 GROUP STATUS
Engine No. #1 #2 #3 #4 #5 #6 #7 #8
1.0
0.0 01 02 03 04 05 06 07 08 09 10 11
Mist High
12 13 14
Number of detectors relay NO NO NO NO NO NO NO NO
isolated
Sel : Digital Value
Lt Rt : Eng Group
isolated NO NO NO NO NO NO NO NO
Press Lt Rt Key the next engine to be displayed Number of

Detectors 14 14 14 14 14 14 14 14
3-5
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2.2 Detector status 3. Event Log

When detector status is selected, Press the event log in main menu, This figure will be
Appeared.
DETECTOR STATUS The events are sorted by several categories when the
SELECT button is pushed. Sorting items are selected by
Engine#1 push SELECT button in turns
Detector No. @01 @02 @03 @04 @05 @06 @07
Actual Mist EVENT LOG
Level 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Peak Actual
Mist Level 1.40 2.60 2.40 0.10 0.70 1.60 0.70 All Mist Fault System [ 1/911]
Mist High
Alarm Level 1.30 1.30 1.30 1.30 1.30 1.30 1.30 060311 210235 1 DCS Comm Clr Event
Pre-warning 060312 075534 4-01 DH Comm Fault
Alarm Level 1.00 1.00 1.00 1.00 1.00 1.00 1.00 060311 190854 3-01 DH Fan Fault
Isolated NO NO NO NO NO NO NO 060312 060534 2-00 Mist High ACK Event
Link of 060311 172354 3-02 Pre-warning Alarm
Comms NO NO NO NO NO NO NO 060312 000235 1 DCS Comm Clr Event
060311 111555 4-01 DH Comm Fault
Sel: Next 060311 220854 3-01 DH Fan Fault
Lt: Eng Rt: DH 060312 090534 2-00 Mist High ACK Event
060311 202354 3-02 Pre-warning Alarm
This figure will be appeared. Most of the detectors
Sel: Sort Type
condition can be display with this menu.
Lt Rt: 5Page UpDn: Page
2.3 Communication status

4. History log
COMMUNICATION STATUS Press the history log in main menu, This figure will be
Interface RS-485 Comm. Port 1 Comm Appeared.
This figure are two display modes, digital mode and
Protocol Modbus Comm. Port 2 Comm trend curve mode.
Mode RTU Allows events from a user specified time and date
Speed(bps) 9600 Only to be interrogated.
Data bit 8
Start bit 1
DIGITAL VALUE LOG
Stop 1
Parity odd Eng#1 Det@01 31/03/2006 [ 1/911]
(mg/l)
1 : Save Setup :00 :10 :20 :30 :40 :50
10:15 0.00 0.00 0.00 0.00 0.00 0.00
Sel : Change Item 10:16 0.00 0.00 0.00 0.00 0.00 0.00
10:17 0.00 0.00 0.00 0.00 0.00 0.00
10:18 0.00 0.00 0.00 0.00 0.00 0.00
10:19 0.00 0.00 0.00 0.00 0.00 0.00
When communication status is selected, This figure 10:20 0.00 0.00 0.00 0.00 0.00 0.00
10:21 0.00 0.00 0.00 0.00 0.00 0.00
will be appeared. 10:22 0.00 0.00 0.00 0.00 0.00 0.00
Communication condition can be display. 10:23 0.00 0.00 0.00 0.00 0.00 0.00
10:24 0.00 0.00 0.00 0.00 0.00 0.00
10:25 0.00 0.00 0.00 0.00 0.00 0.00
10:26 0.00 0.00 0.00 0.00 0.00 0.00
10:27 0.00 0.00 0.00 0.00 0.00 0.00
10:28 0.00 0.00 0.00 0.00 0.00 0.00
Sel: Graph UpDn:time
Lt : DH Rt:Eng
When History Log menu is selected, four more menu
options appear on the screen as follows:
List by Engine
Lists each engine's detector readings.
3-6
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-.List by Level 5.1 Group Description

This allows a mg/l reading to be entered and, shows
Group Name Setting
all detectors that have readings Group Type Det. Group Description
Grp#1 Eng 14 #1Eng
-.List from Date
Grp#2 Eng 14 #2Eng
Allows the end-user to interrogate from a specific
Grp#3 Eng 14 #3Eng
time and date. Grp#4 Eng 14 #4Eng
Grp#5 Eng 14 #5Eng
-.Mist Level
Grp#6 Eng 14 #6Eng
Allows a level between 0.00 to 6.00 mg/l, any Grp#7 Eng 14 #7Eng
Grp#8 Eng 14 #8Eng
detector level that varies by more than the set sample
limit will be stored in the History Log
TREND GRAPH
Eng #1 Det @01 02/06/2006 [ 1/911] The fields will be selected by moving cursors and
MIST LEVEL ( mg/l)
5.0 SELECT button
Using Alpha-numeric buttons, the fields can be named
3.0 In the case of the the highlight is on the Group fields,
pushing ENT button make the detector description
1.0 submenu appeared.
0.0
10:15 10:20 10:25
Time Detector Name Setting
Sel : Value UpDn :Time
Lt : Eng Rt :DH Name Det@01 Desc. @01 Cylinder Eng1
Det@02 @02 Cylinder Eng1
5. Settings Det@05 @05 Cylinder Eng1
When the setting menu is selected display will Det@06 @06 Cylinder Eng1
Grp#1 Det@07 @07 Cylinder Eng1
be appeared as figure. Det@08 @08 Cylinder Eng1
Submenu can be selected by moving cursor and ENT Det@09 @09 Cylinder Eng1
button. Det@11 @11 Cylinder Eng1
SETTING ( Configuration System ) Det@13 @13 Cylinder Eng1
1. Group Desc 6. Memory Erase
Sel: Start edit(Desc)
2. Isolation 7. Analog Output
3. Alarm 8. Time/Date
4. Auto Zero 9. Password
5. Comm. Port 0. Maintenance
3-7
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5.2 Isolation
This menu is for easy finding isolated engine or 5.3 Alarm

detector and/or set engine or detector is made
isolated. The alarm setting value is changed at this menu.
When the isolation menu is selected, there are two The maximum setting value is not allowed over 2.5mg/litre.
pages, one is for engine, the other is for detector.
GROUP ISOLATED Set Detector Alarms

Engine Eng Isolated Relay Isolated Engine#1 Level(mg/l)
Engine#1 NO NO Detector Mist High Pre-Warning
Engine#2 NO YES Det@01 1.5 1.0
Engine#3 NO NO Det@02 1.5 1.0
Sel : Y<->N NUM:Level Lt:Eng

Ent :Enter Rt:DH
-. Group (Engine) isolated;

Signal of Detector is ignored and the information of 5.4 Auto Zero
Detector is not effect on output of RMU such as
alarm and relays control. Once the detector head is configured, it is normal that
the photodiode value has a small offset value even
-. Relay isolated though there is no oil mist.
Signal of Detector is valid and the information of
Detector is displayed on RMU as normal but Only Therefore it is need to make the offset values to be
the Relay is not activate. considered as zero concentration of oil mist at the
clean environment.
DETECTOR ISOLATED SET. AUTO ZERO

Engine#1
Engine#1
Detector Isolated Detector Isolated Det.No. L2 Set Det.No. L2 Set
Det@01 NO Det@08 NO Det@01 60 00 Det@08 60 00
1:All Y 2: All N Ent : Auto Zero

Sel : Y <- > N Sel : Eng
3-8
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®

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5.5 Communication Port
This menu is for checking communication condition

and the setting will be changed.
COMMUNICATION SETUP Memory Erase

Remote Monitoring Unit to DCS
Interface. RS-485
1. Erase History [ ]
Protocol Modbus
2. Erase Event Data [ ]
Mode RTU
Speed(bps) 9600 3. Erase Peak Data [ ]
Data bit 8
Start bit 1 Really ?
Stop bit 1 Sel : Yes, Others : NO
Parity Odd
1:Save Setup
Sel: Change Item
User can select the comm. protocol RS485 RS422.

Also the other communication condition
Can be changed.
Speed: 9600, 4800,2400, 1200, 600 5.7 Analog Output
Data bit: 8bit, 7bit Option (Not available at the moment)
Start bit: 0,1
Stop bit: 0,1 5.8 Time/Date
Parity: Odd, Even, None This menu for setting date,week and time
5.6 Memory Erase
This menu is for erasing the data of engine test stage. SET. Time / DATE
Memory Erase
Date 02/06/06 (day/month/year)
Day of week Fri ( sun – Sat )
Time 16:15:40 ( Hour:min:sec )
3. Erase Peak Data [ ] Set Date & Time
Sel : Edit, Toggle
3-9
Specs
®

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6. Alarm manager
5.9 Password
In this menu, The alarm and fault events are

At this menu the password can be changed.
displayed and for easy finding the “event” is
“Acknowledged” or not
Service Password ALARM MANAGER
Date Time Info Alarm ACK

Current Password : 333333
060331 095447 1-13 DH Comm Fault ACK
060331 095447 1-14 DH Comm Fault
OK
[ 1/2 ] 1-13 DH Comm ACK

UpDn : Page 1-14 DH Comm
MAKER PASSWOWD : 333333

7. Test system
This menu is for testing that RMU works well not.

The test is grouped several parts by functions.
Test Menu
Change User Password
1. LED 10
Current Password :
2. RELAY ALL OFF
New Password :
3. LCD
Confirm Password :
3. Key [ ]
OK
5.10 Maintenance 1. LED menu; All of LED on the front panel are turn
on and off sequentially. It can be checked visually
This menu is for checking detector parameters.
This menu is only allowed for authorized person from 2. Relay menu; All of Relay in the RMU are switched
detector manufacturer. and returned. It can be checked audibly.
3. LCD menu; Entire screen of LED panel is flicked. It
can be checked visually.
4. Key Menu; Corresponding letter is appeared when
key is pushed.
3-10
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®

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3.4 RMU Menu STRUCURE

BAR GRAPH
MAIN MENU
Eng #1
MIST LEVEL ( mg/l)
16:02:55 Fri 02/06/2006
1. Mist Level Monitoring 5.0
2. System Status
3.0
3. Event Log
4. History Log
1.0
5. Setting
6. Alarm Manager
0.0
7. Test System 010 02 03 04 05 06 07 08 09 10 11 12 13 14
1 Number of detectors
Sel : Digital Value

Lt Rt : Eng
DIGITAL VALUE
( mg/l) 16:02:55 Fri 02/06/2006
#1 #2 #3 #4 #5 #6 #7 #8
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
1 Cylinder Eng 1
Sel : Bar Graph
GROUP STATUS
SYSTEM STATUS Engine No. #1 #2 #3 #4 #5 #6 #7 #8
Mist High
relay NO NO NO NO NO NO NO NO
1. GROUP STATUS isolated
2. DETECTOR STATUS Group
isolated NO NO NO NO NO NO NO NO
3. COMMUNICATION STATUS
Number of
Detectors 14 14 14 14 14 14 14 14
DETECTOR STATUS
Engine#1
Detector No. @01 @02 @03 @04 @05 @06 @07
Actual Mist
Level 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Peak Actual
Mist Level 1.40 2.60 2.40 0.10 0.70 1.60 0.70
Mist High
Alarm Level 1.30 1.30 1.30 1.30 1.30 1.30 1.30
Pre-warning
Alarm Level 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Isolated NO NO NO NO NO NO NO
Link of
Comms NO NO NO NO NO NO NO
Sel: Next
Lt: Eng Rt: DH
COMMUNICATION STATUS
Interface RS-485 Comm. Port 1 Comm

Protocol Modbus Comm. Port 2 Comm
Mode RTU
Speed(bps) 9600
Data bit 8
Start bit 1
Stop 1
Parity odd
1 : Save Setup
Sel : Change Item
3-11
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®

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MAIN MENU EVENT LOG
1. Mist Level Monitoring All Mist Fault System [ 1/911]
2. System Status 060311 210235 1 DCS Comm Clr Event

060312 075534 4-01 DH Comm Fault
3. Event Log 060311 190854 3-01 DH Fan Fault
060312 060534 2-00 Mist High ACK Event
4. History Log 060311 172354 3-02 Pre-warning Alarm
5. Setting 060312 000235 1 DCS Comm Clr Event
060311 111555 4-01 DH Comm Fault
6. Alarm Manager 060311 220854 3-01 DH Fan Fault
060312 090534 2-00 Mist High ACK Event
7. Test System 060311 202354 3-02 Pre-warning Alarm
Sel: Sort Type

Lt Rt: 5Page UpDn: Page
DIGITAL VALUE LOG TREND GRAPH

Eng #1 Det @01 02/06/2006 [ 1/911]
Eng#1 Det@01 31/03/2006 [ 1/911] MIST LEVEL ( mg/l)
(mg/l) :00 :10 :20 :30 :40 :50
10:15 0.00 0.00 0.00 0.00 0.00 0.00 5.0
10:16 0.00 0.00 0.00 0.00 0.00 0.00
10:17 0.00 0.00 0.00 0.00 0.00 0.00
10:18 0.00 0.00 0.00 0.00 0.00 0.00
10:19 0.00 0.00 0.00 0.00 0.00 0.00 3.0
10:20 0.00 0.00 0.00 0.00 0.00 0.00
10:21 0.00 0.00 0.00 0.00 0.00 0.00
10:22 0.00 0.00 0.00 0.00 0.00 0.00
10:23 0.00 0.00 0.00 0.00 0.00 0.00 1.0
10:24 0.00 0.00 0.00 0.00 0.00 0.00
10:25 0.00 0.00 0.00 0.00 0.00 0.00
10:26 0.00 0.00 0.00 0.00 0.00 0.00
10:27 0.00 0.00 0.00 0.00 0.00 0.00 0.0
10:28 0.00 0.00 0.00 0.00 0.00 0.00
10:29 0.00 0.00 0.00 0.0 0 0.00 0.00
10:15 10:20 10:25
Time
Sel : Value UpDn :Time
Sel: Graph UpDn:time
Lt : Eng Rt :DH
Lt : DH Rt:Eng
SETTING ( Configuration System ) GROUIP NAME SETTING

Group Type Det. Group Description
Grp#1 Eng 14 #1Eng

Grp#2 Eng 14 #2Eng
2. Isolation 7. Analog Output
Grp#3 Eng 14 #3Eng
3.Alarm 8. Time/Date Grp#4 Eng 14 #4Eng
4. Auto Zero 9. Password Grp#5 Eng 14 #5Eng
5. Comm. Port 0. Maintenance Grp#6 Eng 14 #6Eng

Grp#7 Eng 14 #7Eng
Grp#8 Eng 14 #8Eng
Detector Name Setting
Name Det@01 Desc. @01 Cylinder Eng1

Grp#1 Det@07 @07 Cylinder Eng1
Sel: Start edit(Desc)
GROUP ISOLATED
Engine Eng Isolated Relay Isolated
Engine#1 NO NO
Engine#2 NO YES
Engine#3 NO NO
Engine#4 NO NO
Engine#5 NO NO
Engine#6 NO NO
Engine#7 NO NO
Engine#8 NO NO
Sel : Y<->N
3-12
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MAIN MENU SETTING ( Configuration System ) DETECTOR ISOLATED

Engine#1
1. Mist Level Monitoring Detector Isolated Detector Isolated

2. System Status Det@01 NO Det@08 NO
3. Event Log 2. Isolation 7. Analog Output Det@02 NO Det@09 NO
Det@03 NO Det@10 NO
4. History Log 3.Alarm 8. Time/Date
Det@04 NO Det@11 NO
5. Setting
4. Auto Zero 9. Password Det@05 NO Det@12 NO
6. Alarm Manager
Det@06 NO Det@13 NO
7. Test System 5. Comm. Port 0. Maintenance
Det@07 NO Det@14 NO
1:All Y 2: All N
Sel : Y <- > N
Set Detector Alarms

Engine#1 Level(mg/l)
Detector Mist High Pre-Warning
Det@01 1.5 1.0
Det@02 1.5 1.0

Det@03 1.5 1.0
Det@04 1.5 1.0
Det@05 1.5 1.0
Det@06 1.5 1.0

Det@07 1.5 1.0
NUM:Level Lt:Eng
Ent :Enter Rt:DH
SET. AUTO ZERO

Engine#1
Det.No. L2 Set Det.No. L2 Set
Det@01 60 00 Det@08 60 00
Det@02 60 00 Det@09 60 00
Det@03 60 00 Det@10 60 00
Det@04 60 00 Det@11 60 00
Det@05 60 00 Det@12 60 00
Det@06 60 00 Det@13 60 00
Det@07 60 00 Det@14 60 00
Ent : Auto Zero

Sel : Eng
COMMUNICATION SETUP
Remote Monitoring Unit to DCS
Interface. RS-485
Protocol Modbus
Mode RTU
Speed(bps) 9600
Data bit 8
Start bit 1
Stop bit 1
Parity Odd
1:Save Setup
Sel: Change Item
Memory Erase
3. Erase Peak Data [ ]
3-13
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MAIN MENU SETTING ( Configuration System ) Memory Erase
1. Mist Level Monitoring

1. Group Desc 6. Memory Erase 1. Erase History [ ]
2. System Status
3. Event Log 2. Isolation 7. Analog Output
3. Erase Peak Data [ ]
4. History Log 3.Alarm 8. Time/Date
5. Setting
4. Auto Zero 9. Password Really ?
6. Alarm Manager
Sel : Yes, Others : NO
7. Test System 5. Comm. Port 0. Maintenance
SET. Time / DATE
Date 02/06/06 (day/month/year)

Day of week Fri ( sun – Sat )
Time 16:15:40 ( Hour:min:sec )
Set Date & Time
Sel : Edit, Toggle
Service Password
Current Password :
OK
ALARM MANAGER
Change User Password
Date Time Info Alarm ACK Current Password :
060331 095447 1-13 DH Comm Fault ACK New Password :

060331 095447 1-14 DH Comm Fault Confirm Password :
OK
Test Menu
1. LED 10
2. RELAY ALL OFF
3. LCD
3. Key [ ]
3-14
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3.5 DETECTOR HEAD
3 Light indications on the front cover for

indicating status of detector head Oil mist value
-Green; Indicate Run
-Yellow; Indicate Fault
-Red; Indicate for Alarm
Scattering value of
Photo Diode
Inside of Detector Head, 4 digits seven
segmented LED display and 1push buttons
are provided for easy maintenance the
Monitoring value of
detector head.
LED
Address setting are by two selection switches
LED current
Green Yellow Red

LED LED LED Temp
SW2
Add. Setting
SW3
Address number
SW1 Operation
Switch
4 digits display
FIGURE 2: Function for Operation Switch (SW1)

FIGURE 1: OMD P.C.Board (Front View)
Address setting
1. Click button until LED display

Usually The LED display is off. As button is address number.
touched, LED is on and display is last 30 2. Disconnect Power line.
minutes from final button touch. 3. Setting the rotary switch for proper
address number. (SW2: x10, SW3: x 1)
And the display is changed in turn with
4. Connect Power line.
every SW1 pressing.
5. Click button until LED display
address number.
3-15
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®

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4. MAINTENANCE &
SERVICE NETWORK
4.1 INTRODUCTION
4.2 MAINTENANCE
4.4 SERVICE NETWORK
Shows information relating

to the on-site maintenance of the OMD
4-1
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®

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4.1 INTRODUCTION Site Records
This part of the OMD VISION ⅢC, maintenance All maintenance activity relating to the OMD should
manual describes those maintenance requirements be entered in the Site Inspection Report in order to
and techniques which should be followed with regard provide an historical record(Refer to Historical
Record)of the installed equipment, and to give a
to the equipment.
guide in the event of any future faults which may
develop on the equipment.
Safety
Any report of a fault should be carefully studied, as
Refer to the Safety Information at the front of this such reports will often provide a lead to the fault
Manual condition, thus eliminating wastage of manpower and
time.
Policy Spare parts
On-board maintenance of the OMD is limited to the It is obviously recommended that a suitable selection
Routine Maintenance tasks. of spare parts should be kept at hand and any faulty
modules are carefully packed and requested to be
Maintenance Engineers should isolate problems returned to following address for fault analysis. When
through systematic testing and fault location. The replacing modules on site always, ensure the printed
modular approach to troubleshooting on the OMD circuit plugs and option links are kept the same
should be used in identifying and locating system condition.
malfunctions. Careful attention to fault localization will
avoid any unnecessary module changing, thus
reducing wear and the risk of damage to the modules.
Techno-Park B-705 Yatap, Bundang,
It is only necessary that the Maintenance Engineer Kyonggi, Republic of Korea
TEL : 82-31-706-5211
should locate the fault and replace the defective
FAX : 82-31-706-5214
equipment with spares and initial defective units
E-MAIL : specs@ Specs.co.kr
should be returned to Specs for repair after full URL : http://www.Specsvision.com
investigation.
Warning
If it is necessary to replace components, ensure

they are of the correct type and rating according
to manufacturer`s standard work procedures.
4-2
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®

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4.2 MAINTENANCE
ROUTINE MAINTENANCE TASKS
Preventive Inspection Site Performance Test
For the routine inspection of the system for proper Performance test with actual oil mist is normaly done
operation or in order to prevent any troubles even at the factory according to the FAT procedure.
minor before occurred, following maintenance work
must be carried out according to the plan at any time  Blow smoke to the test plug of detector
required by user every 6 months. : You can do simple test by blowing smoke to
detector.
 Check the all system by visual

Notes. : For the more detailed density test, please
1) Check detector running by 3 points signal lamps make a request to Specs Corp. then you could get
such as power fault, alarm. more information for precise measurement.
2) Check all wire connections.

3) Check all bolting conditions.
 Check simple detector functions.

Auto Zero Function
1) Use designated smoke tester.
2) Blow smoke to test plug (check valve) of detector Auto zero function will be provided for zero setting
of each detector interconnected to the RMU.
3) Check mist alarm acts within 5 seconds.
This should be followed by pushing sw1 on OMD
PCB.
 Check all setting conditions in RMU you can see 4 digits(r xx) then push sw1 for 3
seconds and you must confirm ”end” on 7 segment
display.
Replacement & Sensor cleaning
If you can`t see “r xx” on digits you have to again
push the sw1 tell you can see “r xx” on digits.
When any abnormal conditions happen on the
detector such as fan failure, sensor contamination etc,
This function is only required to use in case that mist
pleas follow detail correction procedure for cleaning
value of any detector is supposed to be abnormal,
or replacement of parts.
See attached maintenance procedure (next page). that is in case that indication is higher than
0.6mg/Litre under normal condition with extremely no
mist.
4-3
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• Replacement Procedure of Suction Fan The status requiring fan replacement:

When Alarm message(fan fault) on RMU and fault
LED(yellow) of failed detector turns ON, then Fan
cleaning or replacement is required as followings.
Refer to the pictures left side for replacement.

1. Turn the detector power (main power of RMU) off.
① ② 2. Disconnect connectors of electric cables from the
detector after turn left detector and remove the
detector from the engine.
3. Open the detector front cover by unscrewing front
M3 bolts and dismantle the sensor unit by
unscrewing up M3 bolts.
4. Remove the fan from the main body.
③ ④ 5. Replace fan with new one and take same
Notes. : Lifetime of Mist suction fan procedure inversely for safe wire reconnection and
40 months(30,000Hrs) in design base. It is subject to screwing.

change according to condition of the room environment.
• Sensor Cleaning Procedure
The status requiring sensor Cleaning:

When Alarm message(contamination fault) and
fault LED(yellow) of failed detector turns ON then 3
protecting glasses cleaning of internal sensors are
required as followings.
Refer to the pictures right side.

1. Open the detector front cover same as above ① ②
item 1, 2.
2. Open the sensor unit cap by hand.
3. Clean 3 glasses of sensor by cotton tip or
clean cloth (equivalent cloth for glasses).
4. During this work, please do not scratch to
3 glasses of sensor.
If did, sensor elements may be deteriorated
permanently. ③ ④
5. Use auto zero function to reset the detector for
zeroing.
4-4
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4.4 TROUBLE SHOOTING PROCEDURE
1. When the power of RMU • Main Power DC24V failed Yes • Check Power source
is OFF.
No
• Main Fuse F13(250V/2A) Yes •DC Polarity reversed.

blown.
No Yes
• Power line disconnected. Yes • Make proper connection.
No
• Replace Fuse with new one
CHECK RMU
2. RMU Message CHECK DETECTOR
Yes • Environmental normal condition
=>DH CONTAMINATION • FLT LED(Yellow) ON Yes ① Cleaning the Emitter and
Sensors in Detector by air
No and soft cotton.
Yes (Refer to the Page 43)
•ALM LED(Red) ON ② Make Auto Zero
③ Push ACK Button on RMU
CHECK RMU CHECK DETECTOR

Yes Yes
3. RMU Message • FLT LED ON • Replace the FAN with new one
=>DH FAN
① In case J/B used

- Signal cable between RMU and
CHECK RMU CHECK DETECTOR J/B disconnected.
Yes
4. RMU Message • PWR LED ON Yes -Signal cable between J/B and
=>DH COMM detectors disconnected.
② In case J/B unused

-Signal cable between RMU and
detectors disconnected.
No
① DETECTOR Address failed

No => Resetting Address
② Reset to RMU Power
Yes
• Replace Fuse with new one
• PWR LED OFF ① RMU F1~F12(250V/500mA)
② J/B CN1~CN12(250V/500mA)
4-5
Specs
®

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4.5 SERVICE NETWORK

♦ ASIA
• Republic Of Korea
Specs Corporation
Techno-Park B-705 Yatap, Bundang,
Kyonggi, Republic of Korea 463-760
TEL : +82-31-706-5211
FAX : +82-31-706-5214
E-mail : specs@specs.co.kr
•Japan
♦ NORTH AMERICA
NAR CORPORATION
1-5 Nishihira-cho, Nishnomiya-shi
Hyogo pref. 662-0093 JAPAN •USA.
TEL : +81-798-73-0593
Engineering & Machinery Consultants, inc.
FAX : +81-798-73-0596
2833 151st Place SW, Lynnwood WA98087. USA
E-mail : inatomi.k@nar-corp
TEL : +1-425-745-4803
Nagasaki Marine Service CO., LTD FAX : +1-425-741-2822
8-6, Kyodomari 2-Chome, Nagasaki, 851-221 JAPAN E-mail : emc.jong@hotmail.com
TEL : +81-95-814-1263
Newport Technologies
FAX : +81-95-814-1229
23091Antonio Purkway, Suite 335
E-mail : info@nmsco.co.jp
Rancho Santa Margarita, CA92688, U.S.A.
TEL : +1-949-635-1234
• China
FAX : +1-949-635-0700
Global maritime Supply pty ltd. E-mail : jchoinpt@gmail.com
Flat 318, Chuan Yan Da Sha, 600 Min Sheng Road
Shanghai, China 200135
TEL : +86 21-6855-3766 ♦ EUROPE
FAX : +86 21-6855-3768
• UK
E-mail : roseyhu@gmscn.com
Whessoe Total Automation Ltd.
• Singapore
Unit 28 Northfield Way Aycliffe Business
Sea Hover Technologies Pte Ltd. Park,Newton Aycliffe,Co. Durham,DL5 6UF, UK
21, Toh Guan road East TEL : +44-132 5-327-299
#04-28, Toh Guan centre, Singapore 608609 FAX : +44-132 5-310-808
TEL : +65-6267-8061 E-mail : info@whessoe-europe.co.uk
FAX : +65-6267-8062
E-mail : info@seahover.com •Germany
ACE Instrumentation Pte Ltd. GATec GmbH
30 Marsiling Industrial Estate Road 5 Buchwaldstr.3, D-22143 Hamburg Germany
#01-03A Singapore 739211 TEL : +49-40-6758-2379
TEL : +65-6269-5218 FAX : +49-40-6758-2408
FAX : +65-6364-2470 E-mail : hong@gatec.net
E-mail : info@aceinstrumentation.com
•Greece
•UAE
Metro Mac Marine Automation SELMA Ship Electric Marine Automation Corp.
P.O.BOX 13485 SELMA Building,122 Kallikratida Street
Shed #62/1, ALJedaf Port ,Dubai,UAE 18546 Piraeus Greece
TEL : +971-4-324-7777 TEL : +30-210-4635951
FAX : +971-4-324-1048 FAX : +30-210-4616357
E-mail : info@metromac.com E-mail : info@selma.gr
4-6
Specs
®

www.specsvision.com
5. Spare Part List
5-1
Specs
®

www.specsvision.com
Spare Part List
ITEM PART NO. EQUIPMENT OUTLINE SPEC. Q'ty REMARK
SF-02002 Suction Fan 5VDC 1
25
RS-02001 Front Cover O-Ring Viton 2
77.2
Sensor Chamber
30.5
RS-02002 Viton 2
O-Ring
Sensor Chamber Cap

RS-02003 Viton 2
Ø 17
Ø 13
O-Ring
VISION
IIIC
Sensor Chamber
MA-04061 M3 x 8 10
Mounting Bolt
20
Front Cover Mounting
MA-04070 M3 x 20 10
Bolt
M3
Circular Head Bolt

MA-04061 M3 x 8 10
for PCB
84 203
SPDH-
Oil Mist Detector 84x150x203 1
15
V3C001
? 8.5
PF-01005 Main Power Fuse 250V 2A 2

? 8.5
VISION PF-01005 Fuse for OMD Power 250V2A 5

IIIR
Circular Head Bolt

MA-04061 M3 x 8 10
for PCB
350(W) x 120(H)
Spare Part Box x 180(D) 1
PLASTIC
Specs
®

www.specsvision.com
6. Related Drawings
Specs
®

www.specsvision.com
1. Schematic Diagram
1 2 3 4 5 6 7 8
A A
ENGINE CONTROL ROOM ENGINE SIDE
B B
www.specsvision.com
Specs
®
10.0m
C 3.0m C
VISION IIIR VISION IIIC
REMOTE MONITERING UNIT OIL MIST DETECTOR
2.5m 2.5m 2.5m 2.5m 2.5m 2.5m
R
Specs
01 02 03 04 05 06 07
D D
VISION IIIJB
JUNCTION BOX
CRANK CASE / GEAR
JUNCTION BOX
ON ENGINE
E POWER 24V DC
E
ALARM
WIRING DIAGRAM TERMINAL
F F
VISION III OIL MIST DETECTION SYSTEM
POWER / SIGNAL 1.0SQ X 4C, SHIELDED

250V L-MPYCS MAX. 200M
SHIP YARD SUPPLY
G G
ISSUE DESCRIPTION APPD. DATE DRAWN ENG. CHECK APPROVED DATE

Specs WHK CSM SKK 12/11/2009
www.specsvision.com
H This drawing contains proprietary information of Specs Corporation. By accepting this DRAWING NO. REV.
H
drawing the recipient agrees that this drawing will not be used, reproduced in whole or in
part, or its contents revealed to others, except to meet the purposes for which it was
deliverd. WIRING DIAGRAM PJ990024-SPWRG-M0 0
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
B B
24V DC
POWER
CRANK CASE
CRANK CASE
(ALARM CIRCUIT)
(ALARM CIRCUIT)
(SAFETY CIRCUIT)
PRE-WARNING ALARM
FAILURE
HIGH ALARM
SYSTEM
www.specsvision.com
Specs
®
1
1
1
2
2
2
FLT
0V
ALM1
24V
ALM9
C C
D D
RMU I/O
1-2
1-2
1-2
E E
ON
(GROUP # 1)
DET_a
OFF
OFF
HI-ALARM
FAILURE
ENGINE CONTROL ROOM
(OUTPUT RELAY ACTION)

B
A
ON
ON
OFF
0V
FG
24V
NORMAL
PER-ALARM NORMAL
NORMAL
1
3
2
F F
G G

www.specsvision.com
H This drawing contains proprietary information of Specs Corporation. By accepting this WIRING DIAGRAM DRAWING NO. REV.
H
deliverd. (RMU I/O) PJ990024-SPWRG-M1 0
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
3
2
4
B B
1
3
2
S
www.specsvision.com
Specs
B
A
0V
FG
®
VISION IIIJC
24V
C C
1
3
2
1
1
1
1
1
1
3
3
3
3
3
3
2
2
2
2
2
2
4
4
4
4
4
4
S
S
S
S
S
S
D D
E E
CYL. 03
CYL. 02
CYL. 01
VISION IIIC
VISION IIIC
VISION IIIC
OMD NO. 03
OMD NO. 02
OMD NO. 01
OMD ADDRESS 03
OMD ADDRESS 02
OMD ADDRESS 01
OIL MIST DETECTION

OIL MIST DETECTION
OIL MIST DETECTION
CRANK CASE / GEAR
TERMINATION SET OFF

TERMINATION SET OFF
TERMINATION SET OFF
OMD NO.1 ~ 7 = CRANK CASE / GEAR

F F
G G

www.specsvision.com
H
deliverd. WIRING DIAGRAM (GROUP #1) PJ990024-SPWRG-M2 0
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
B B
www.specsvision.com
Specs
®
C C
1
1
1
1
1
1
1
1
3
3
3
3
3
3
3
3
2
2
2
2
2
2
2
2
4
4
4
4
4
4
4
4
S
S
S
S
S
S
S
S
D D
E E
G/C
CYL. 05
CYL. 06
CYL. 04
VISION IIIC
VISION IIIC
VISION IIIC
VISION IIIC
OMD NO. 07
OMD NO. 06
OMD NO. 05
OMD NO. 04
OMD ADDRESS 05
OMD ADDRESS 07
OMD ADDRESS 06
OMD ADDRESS 04
OIL MIST DETECTION

OIL MIST DETECTION
OIL MIST DETECTION
OIL MIST DETECTION
CRANK CASE / GEAR
TERMINATION SET OFF

TERMINATION SET OFF
TERMINATION SET OFF
TERMINATION SET OFF
OMD NO.1 ~ 7 = CRANK CASE / GEAR

F F
G G

www.specsvision.com
H
deliverd. WIRING DIAGRAM (GROUP #1) PJ990024-SPWRG-M3 0
1 2 3 4 5 6 7 8
Specs
®

www.specsvision.com
2. 조립도
1 2 3 4 5 6 7 8
A A
Test check valve 6?
Seal washer
TYPE : VISION IIIC
Mist Inlet / Outlet
OPERATING TEMP : 0°~70℃
B B
10
Φ24
PROTECTION : IP56
10 18
Power & signal POWER INPUT : 24V DC (From RMU)
www.specsvision.com
Specs
connector(Female)
®
BSP 3/4" POWER CONSUMPTION : 60mA

Locking nut
Maintenance space MOUNTING SIZE : BSP 3/4" (ALUMINUM)
C C
DIMENSION : 150(H) x 84 (W) x 203(D)
min.200
203
WEIGHT : 0.6Kg
84
73 17 37 76
MATERIAL : PPA+G30%, HALOGEN FREE
D MANUFACTURER : SPECS CORP. D

BUNDANG, KOREA
140
150
15°
E E
90
Allowable inclination angle
for detector insertion(Max)
10
Maintenance space
10° 2×SOCKET
10°
Socket connection
min.150
F Allowable inclination angle PIN NO. DESCRIPTION F
for right,left installation(Max) 1 +24V
1 2 2 0V
5
4 3 3 A
4 B
Pin arrangement 5 FG
G G

www.specsvision.com
H This drawing contains proprietary information of Specs Corporation. By accepting this OIL MIST DETECTOR DRAWING NO. REV.
H
deliverd. ASSEMBLY & DIMENSION PJ990024-SPCRK-G0 0
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A 318
A
TYPE : VISION IIIR
OPERATING TEMP : 0°~70°C

B B
TOP VIEW DISPLAY : 6 INCHES LCD (340x240)
www.specsvision.com
Specs
MEASURING RANGE : 0 ~ 5.00 mg/L

®
330 342 PROTECTION : IP44

12 153 153 12 x M4 102
6 18 153 153 18
4,5
C POWER INPUT : 24V DC C
POWER CONSUMPTION : 0.1A
DIMENSION (FLUSH) : 226(H) x 342 (W) x 102(D)
WEIGHT : 6.0Kg
217
210
226
217
200
D D
COLOR : BLACK
Ø5 MATERIAL : CARBON STEEL

6x
CABLE GLAND : PG 16 - CABLE O.D. 10-14 mm
4,5
CABLE GLAND
CUTTING SIZE (330x211) FRONT VIEW SIDE VIEW NUMBER OF DETECTOR : 14EA/GROUP
PG16 x 5 E
& GROUPS 2 GROUPS
MANUFACTURER : SPECS CORP.

Internal PCB BUNDANG, KOREA
FG
24 DCS A DCS B DET_a DET_b ALM1 ALM2 FLT
F F
EARTH
1 2 3 4 5 1 2 3 4 5 1 2 3 4 5 1 2 3 4 1 2 3 4 1 2 1 2 1 2 TERMINAL
+ + - - E RX+ RX- TX+ TX- G RX+ RX- TX+ TX- G 24V 0V A B 24V 0V A B
POWER INPUT EX. MONITOR EX. MONITOR GROUP#1 GROUP#2 GROUP#1 GROUP#2 SYSTEM
24V DC (OPTION) (OPTION) PRE-ALARM PRE-ALARM ABNORMAL
G Terminal Connection G

Specs
www.specsvision.com WHK CSM SKK 12/11/2009
H
part, or its contents revealed to others, except to meet the purposes for which it was RMU Assembly & Dimension
deliverd. PJ990024-SPCRK-D0 0
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
TYPE : VISION IIIJC
PROTECTION : IP56
B B
OPERATING TEMPERATUR : 0°~70°C
www.specsvision.com
DIMENSION : 80(H) x 110(W) x 70(D)

Specs
®
PG 16 WEIGHT : 0.35Kg
PG 9 MATERIAL : PC PLASTIC
C SIDE VIEW FRONT VIEW MOUNTING SIZE C
MOUNTING BOLT : M4 x 20

PG 9 - CABLE O.D. 4 - 8 mm
MANUFACTURER : SPECS CORP.

D BUNDANG, KOREA
D
BOTTOM VIEW
Y
E VIEW E
24V 0V A B FG RMU
LOCKING BOLT
RMU
BOTTOM LAYER
FIRST DETECTOR
F F
TOP LAYER
24V 0V A B FG LAST DETECTOR
VIEW BOTTOM LAYER TOP LAYER

Y' FIRST DETECTOR LAST DETECTOR
J/B TERMINAL BLOCK
TERMINAL BLOCK Y-Y' VIEW
G G
WHK CSM SKK 12/11/2009

H
deliverd. J/B For Loop Connection PJ990024-SPCRK-J0 0
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
B B
60 CABLE LENGTH 60
www.specsvision.com
Specs
2 1 2 1
19
®
5 5
3 4 3 4
Ø7
C C
FLAME RETARDANT POWER & SIGNAL CABLE
PLUG IN CONNECTOR (0.75SQ x2PAIRS SHIELDED )
D D
CABLE PART NO. CABLE LENGTH (m) CABLE CONNECTION
SPCB-2PS015 1.5 J/B TERMINAL

PIN NO. WIRE NO. BLOCK
SPCB-2PS017 1.7
SPCB-2PS020 2.0 1 1 +24V
SPCB-2PS025 2.5 2 2 0V
E SPCB-2PS030 3.0 3 3 A E
SPCB-2PS040 4.0 4 4 B
SPCB-2PS050 5.0 5 S FG
DOUBLE CONNECTOR CABLE

F F
G G

Specs
H
deliverd.
Double ConnectorCable Assembly PJ990024-SPCRK-K1 0
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
60 CABLE LENGTH
B 1 +24V
B
POWER
2 1 2 0V
19
5
www.specsvision.com
3 A
Specs
3 4 SIGNAL
4 B
®
Ø7
S SHIELD
C PLUG IN CONNECTOR (0.75SQ x2PAIRS SHIELDED ) C
CABLE PART NO. CABLE LENGTH (m)

D CABLE CONNECTION D
SPCB-1PS030 3.0
SPCB-1PS050 5.0 J/B TERMINAL
PIN NO. WIRE NO.
SPCB-1PS080 8.0 BLOCK
SPCB-1PS100 10.0 1 1 +24V
SPCB-1PS130 13.0 2 2 0V
SPCB-1PS150 15.0 3 3 A
E E
SPCB-1PS170 17.0 4 4 B
SPCB-1PS200 20.0 5 S FG
SPCB-1PS220 22.0
SPCB-1PS250 25.0
F F
SINGLE CONNECTOR CABLE
G G

Specs
H
deliverd.
Single Connector Cable Assembly PJ990024-SPCRK-K0 0
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
B B
www.specsvision.com
Specs
®
C C
D D
KNURL OF
MALE CONNECTOR
E E
① Plug-in connector ② Turn the knurl ③ Plug-in connector ④ Turn the knurl
in the left side clockwise to tighten in the right side clockwise to tighten
F F
G G

www.specsvision.com
H This drawing contains proprietary information of Specs Corporation. By accepting this OIL MIST DETECTOR DRAWING NO. REV.
H
deliverd. CABLE CONNECTION PJ990024-SPCRK-B0 0
1 2 3 4 5 6 7 8
Specs
®

www.specsvision.com
3. 부품도
NO. PART NO. EQUIPMENT MATERIAL SPEC. Q`ty REMARK
1 NA-06001 FRONT COVER PPA-GF30FR 1 16

2 RS-02001 FRONT COVER O-RING VITON 1
3 SP-06001 OMD P.C.BOARD GLASS EPOXY 1 11
4 NA-06002 MAIN FRAME PPA-GF30FR 1

10
5 NA-06003 MIST INLET TUBE PPA-GF30FR 1
6 CV-01001 MIST TEST CHECK VALVE STEEL 1
9
7 SF-02002 SUCTION FAN PBT-GF30FR DC5V 1
8 RS-02002 SENSOR CHAMBER UPPER O-RING VITON 1
9 NA-06004 SENSOR CHAMBER CAP PPA-GF30FR 1 8
www.specsvision.com
RS-02003 SENSOR HOUSING CAP O-RING VITON 1

Specs
10
®
11 NA-06004 SENSOR HOUSING CAP PPA-GF30FR 1

7
12 MA-04070 FRONT COVER MOUNTING BOLT STEEL M3x20 4
13 MA-04061 PCB MOUNTING BOLT STEEL M3x8 4 15
14 NA-06005 FAN CONNECTOR COVER PPA-GF30FR 1
15 MA-03019 MIST INLET TUBE HOLDING BOLT STEEL M3x5 1 14
16 MA-04061 SENSOR CHAMBER UPPER MOUNTING BOLT STEEL M3x8 4 5
17 MC-06004 CABLE CONNECTOR(FEMALE) BRASS 5P 2 OR 19

18 MC-06005 CABLE CONNECTOR(MALE) PLASTIC 5P 2
19 MC-06003 CABLE GLAND STEEL PG9 2 OR 17
4
6
12
3
13 17 19
18
This drawing contains proprietary information of Specs Corporation. By accepting this DRAWING NO. REV.
drawing the recipient agrees that this drawing will not be used, reproduced in whole or
in part, or its contents revealed to others, except to meet the purposes for which it was
deliverd.
COMPONENT OF OMD PJ170002-SPCRK-U0
0
1 2 3 4 5 6 7 8
1 NA-07011 FLUSH MOUNTING PANEL CARBON STEEL 1 OR 18
2 RS-02011 HANDLE SUS 1
A 3 NA-07012 RMU FRONT CASE CARBON STEEL 1 A
4 RS-03001 SEAL PACKING RUBBER 1
5 SP-07001 KEY P.C BOARD GLASS EPOXY 1
18 19
6 SP-07002 LED P.C BOARD GLASS EPOXY 1 17
7 MA-04061 P.C BOARD MOUNTING BOLT STEEL M3x8 20
8 LC-01001 LCD 320x240 1
9 MA-04061 MOUNTING BOLT BRASS M3x8 4
B 10 SP-07003 RMU CPU P.C BOARD GLASS EPOXY 1
B
11 CY-02001 FLAT RIBBON CABLE 40P 1
12 SP-07004 RMU I/O P.C BOARD GLASS EPOXY 1
www.specsvision.com
Specs
®
11
C 9 C
8
7 16
D 14 10 D
15
12 20
13 7
7
6
5
E E
4
3 13 CY-02002 FLAT RIBBON CABLE 30P 2

14 NC-01010 RMU NAME PLATE LEXAN 1
15 MA-04084 PANEL MOUNTING BOLT STEEL M4x8 8
F 2 16 NA-07013 MAIN CASE CARBON STEEL 1
F
17 MA-04150 WALL MOUNTING BOLT STEEL M4x20 8 USER SUPPLY
18 NA-07014 WALL MOUNTING BRACKET CARBON STEEL 20x230x3t 2 OR 1
1
19 MC-03038 BRACKET MOUNTING BOLT STEEL M4x10 4
20 MC-02001 CABLE GLAND BRASS PG16 4
18
G G
H This drawing contains proprietary information of Specs Corporation. By accepting this

DRAWING NO. REV. H
drawing the recipient agrees that this drawing will not be used, reproduced in whole or
in part, or its contents revealed to others, except to meet the purposes for which it was
deliverd. J170002-SPCRK-S0
COMPONENT OF RMU 0
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
B B
SHIELD
www.specsvision.com
Specs
1 1
®
2 2
3 3
C 4 4 C
?7
SHIELD SHIELD
(0.75SQ x2PAIRS SHIELDED )
D D
60
E E
19?
2 1
5
3 4
DETAIL VIEW PLUG IN CONNECTOR

F F
G G

Specs
H
deliverd.
Cable & Cable Connector PJ170002-SPCRK-K2 0
1 2 3 4 5 6 7 8
1 2 3 4 5 6 7 8
A A
B B
①
www.specsvision.com
80
Specs
15~20
Ø6
®
C ② C
D D
UPPER VIEW
80 100
E E
Ø6
Ø6
Ø4
80
35°~45
°
(MAKER SUPPLY)
F F
No. PART No. DESCRIPTIONS SPEC. QT`Y
SC-08100 Smoke Test Kit
FRONT VIEW ① SC-08101 Tube ? 6 x 100 Nylon 1
G ② SC-08102 Smoke Can ? 55 x 145 1 G

www.specsvision.com
H
deliverd. Smoke Test Kit PJ170002-SPCRK-M0 0
1 2 3 4 5 6 7 8
Specs
®

www.specsvision.com
4. 시스템 구성도
1 2 3 4 5 6 7 8
A A
RMU (REMOTE MONITORING UNIT)

E. ALARM CONTACTS (COMMON ALARM, N.O OR N.C ) MODEL : VISION IIIR (SPRM-V3FC01)
B SHIP'S ALARM - MIST HI - ALARM OPERATING TEMP : 0°~70°C B
MONITORING - PRE - ALARM DISPLAY : 6 INCHES LCD (340x240)
SYSTEM - SYSTEM FAULT ALARM MEASURING RANGE : 0 ~ 5.00 mg/L
www.specsvision.com
- DATA LOGGER FOR RS485[OPTION] PROTECTION : IP44

Specs
POWER INPUT : 24V DC

®
①DC24V POWER SUPPLY FROM E/R DC24V

POWER CONSUMPTION : 0.1A
2.0 SQ X 2C DIST. BOARD(ECR) DIMENSION (FLUSH) : 226(H) x 342 (W) x 102(D)
④VOLTAGE FREE CONTACTS WEIGHT : 6.0Kg
1.0 SQ X 2C X N COLOR : BLACK
C ⑤DATA LOGGER FOR RS485 [REDUNDANT: PORT ⓐ] MATERIAL : CARBON STEEL C
0.75 SQ X 2C CABLE GLAND : PG 16 - CABLE O.D. 10-14 mm
⑥DATA LOGGER FOR RS485 [REDUNDANT: PORT ⓑ]
NUMBER OF DETECTOR :14EA/GROUP & GROUPS 2 GROUPS Max.
0.75 SQ X 2C
②DC POWER X 2C, RS485 SIGNAL X 2C MODEL : VISION IIIC (SPDH-V3C001)

1.0SQ X 4C, SHIELDED (250V L-MPYCS) OPERATING TEMP : 0°~70℃
PROTECTION : IP56
POWER INPUT : 24V DC (From RMU)
D POWER CONSUMPTION : 60mA D
ENGINE CONTROL ROOM MOUNTING SIZE : BSP 3/4" (ALUMINUM)
ENGINE SIDE DIMENSION : 150(H) x 84 (W) x 203(D)
WEIGHT : 0.6Kg
MATERIAL : PPA+G30%, HALOGEN FREE
MODEL : VISION IIIJC (SPJB-V3L001)

PROTECTION : IP56
OPERATING TEMPERATUR : 0°~70°C
E OMD NO.1 OMD NO.2 OMD NO.3 OMD NO.4 OMD NO.5 OMD NO.6 OMD NO.7 DIMENSION : 80(H) x 110(W) x 70(D) E
WEIGHT : 0.35Kg
MATERIAL : PC PLASTIC
MOUNTING BOLT : M4 x 20
PG 9 - CABLE O.D. 4 - 8 mm
JUNCTION BOX
FOR GROUP#1
F F
G G

www.specsvision.com
H Configuration DRAWING NO. H

This drawing contains proprietary information of Specs Corporation. By accepting this REV.
drawing the recipient agrees that this drawing will not be used, reproduced in whole or in Oil Mist Detection System
deliverd. PJ990024-SPCRK-A0
for 6S35MC-C 0
1 2 3 4 5 6 7 8
Specs
®

www.specsvision.com
Component of RMU List

NO. PART NO. EQUIPMENT SPEC. Q'ty REMARK
1. NA-07011 FLUSH MOUNTING PANEL CARBON STEEL, 242 x 226 x 1.6t 1 OR 18.
2. RS-02011 HANDLE ZDC II, Black 1
3. NA-07012 RMU FRONT CASE CARBON STEEL, 318 x 200 x 1.6t 1
4. RS-03001 SEAL PACKING RUBBER, 10 x 2t 1
5. SP-07001 KEY P.C BOARD GLASS EPOXY 1
6. SP-07002 LED P.C BOARD GLASS EPOXY 1
7. MA-04061 P.C BOARD MOUNTING BOLT STEEL, M3x8 20
8. LC-01001 LCD 6", 320x240 dot 1
9. MA-04061 MOUNTING BOLT BRASS, M3x8 4
10. SP-07003 RMU CPU P.C BOARD GLASS EPOXY 1
11. CY-02001 FLAT RIBBON CABLE 40P 1
12. SP-07004 RMU I/O P.C BOARD GLASS EPOXY 1
13. CY-02002 FLAT RIBBON CABLE 30P 2
14. NC-01010 RMU NAME PLATE LEXAN, 240 x 185 1
15. MA-04084 PANEL MOUNTING BOLT STEEL, M4x8 8
16. NA-07013 MAIN CASE CARBON STEEL, 318 x 200 X 1.6t 1
17. MA-04150 WALL MOUNTING BOLT STEEL, M4x20 8 USER SUPPLY
18. NA-07014 WALL MOUNTING BRACKET CARBON STEEL, 20 x 230 x 3t 2 OR 1.
19. MC-03038 BRACKET MOUNTING BOLT STEEL, M4x10 4
20. MC-02001 CABLE GLAND BRASS, PG16 4

Specs
®

www.specsvision.com
Component of OMD List

NO. PART NO. EQUIPMENT SPEC. Q'ty REMARK
1. NA-06001 FRONT COVER PPA-GF30FR 1
2. RS-02001 FRONT COVER O-RING VITON, 1.5Ø 1
3. SP-06001 OMD P.C.BOARD GLASS EPOXY 1
4. NA-06002 MAIN FRAME PPA-GF30FR 1
5. NA-06003 MIST INLET TUBE PPA-GF30FR 1
6. CV-01001 MIST TEST CHECK VALVE STEEL, 6Ø 1
7. SF-02002 SUCTION FAN PBT-GF30FR,DC5V 1
8. RS-02002 SENSOR CHAMBER UPPER O-RING VITON, 1.5Ø 1
9. NA-06004 SENSOR CHAMBER CAP PPA-GF30FR 1
10. RS-02003 SENSOR HOUSING CAP O-RING VITON, 1.5Ø 1
11. NA-06004 SENSOR HOUSING CAP PPA-GF30FR 1
12. MA-04070 FRONT COVER MOUNTING BOLT STEEL, M3x20 4
13. MA-04061 PCB MOUNTING BOLT STEEL, M3x8 4
14. NA-06005 FAN CONNECTOR COVER PPA-GF30FR 1
15. MA-03019 MIST INLET TUBE HOLDING BOLT STEEL, M3x5 1
SENSOR CHAMBER UPPER

16. MA-04061 STEEL, M3x8 4
MOUNTING BOLT
17. MC-06004 CABLE CONNECTOR(FEMALE) Brass, 5P 2 OR 19.
18. MC-06005 CABLE CONNECTOR(MALE) Plastc, 5P 2
19. MC-06003 CABLE GLAND STEEL, PG9 2 OR 17.

S1736 - Main Engine PDF

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S1736 - Main Engine PDF

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50-108MC/MC-C VOLUME l

Example: M/S Nybo – 7730 B&W – P90201-0036 – 059

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

DK-2450 Copenhagen Kyungnam, Republic of Korea Kyungnam, Republic of Korea

701 Safety Precautions and Engine Data

702 Checks during Standstill Periods

703 Starting, Manoeuvring and Running

704 Special Running Conditions

705 Fuel and Fuel Treatment

706 Performance Evaluation & General Operation

707 Cylinder Condition

708 Bearings and Circulating Oil

709 Water Cooling Systems

The Index gives a comprehensive list of the subjects covered.

701-01 Safety Precautions

701-02 Guidance Value Automation

701-04 Testbed Adjustments

701-05 IMO NOx Components

1.6 Piston Crown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

2. Checking Setting Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

4. Survey methods including on-board verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

5. MAN B&W survey procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

701-01 Safety Precautions

Keep clear of space below crane with load.

Low Temperatures – freezing

Check and Maintain

Entering the Crankcase or Cylinder

The gloves should be made of neoprene or PVC.

Safety Cap in Starting Air Line

Service Letter SL08-496/NJC

Cleaning and Inspection of Cylinder Cover

It has come to our knowledge that, occasionally, inspection/cleaning of the cylinder

701-01 Safety Precautions

Keep clear of space below crane with load.

Before repair or maintenance work is started, the plant must be stopped

Low Temperatures – freezing

Check and Maintain

Entering the Crankcase or Cylinder

The gloves should be made of neoprene or PVC.

Safety Cap in Starting Air Line

701-02 Guidance Value Automation

General Basis for Guidance Values

The engine slow-down level corresponds to 40% of nominal MCR r/min.

For derated engines, the testbed/trial values should be used.

Fuel Oil System

PT 8001 I – AL Fuel oil Inlet (after filter)  7–8 6.5 Bar

PT 8002 AL Fuel oil before filter  6.5 Bar

PDT 8003 AH Fuel oil filter  0.2 – 0.5 Bar

VT 8004 AH Fuel oil viscosity  10 – 15 20 cST

TE 8005 I Fuel oil inlet (after filter)  T °C

LS 8006 AH Leakage from high pressure pipes Level

PT 8007 I – AH Fuel pump roller guide gear activated.

PT 8002 Yard supply. Fuel viscosity max. 700 cST at 50 °C.

PDT 8003 Yard supply.

TE 8005 T = See chapter 705 Vol.1 Operation book.

Lubricating Oil System

PT 8103 I – AL Lub. oil inlet to turbocharger 1.5 – 2.2 1.2 Bar

TE 8106 AH Thrust bearing segment 55 – 70 75 °C

TE 8107 Z Thrust bearing segment 55 – 70 90 °C H

PT 8108 I – AL Lubrication oil inlet  Bar

PT 8109 Z Lubrication oil inlet  Bar L

TE 8112 I – AH Lubrication oil inlet 40 – 47 55 °C

TE 8113 AH Piston cooling oil outlet/cylinder 50 – 65 70 °C

PT 8001 I – AL Fuel oil Inlet (after filter) 7–8 6.5 Bar

PT 8002 AL Fuel oil before filter 6.5 Bar

PDT 8003 AH Fuel oil filter 0.2 – 0.5 Bar

VT 8004 AH Fuel oil viscosity 10 – 15 20 cST

TE 8005 I Fuel oil inlet (after filter) T °C

PT 8108 I – AL Lubrication oil inlet Bar

PT 8109 Z Lubrication oil inlet Bar L

TE 8117 I – AH Lub. oil outlet from turbocharger/TC

TE 8120 I – AH Main bearing metal temperature 50 – 70 75 °C

TE 8123 AH Main bearing oil outlet 50 - 60 65 °C

TE 8124 AH Crankpin bearing 50 - 60 65 °C

TE 8125 AH Crosshead bearing oil outlet, fore 50 - 60 65 °C

LS 8130 AL – Y Lub. oil level in tank Low

PT 8401 I – AL Jacket cooling water inlet 3.5 – 4.5 2.0 Bar

PS 8402 Z Jacket cooling water inlet 3.5 – 4.5 X Bar L

PT 8421 I – AH Cooling water inlet to air cooler(s)

PT 8503 I-C-AH Control air inlet 6.5 – 7.5 0.5 X Bar

PT 8504 I-C-AH Safety air inlet 6.5 – 7.5 0.5 X Bar

PT 8601 I Scavenge air receiver pressure Bar

TE 8605 I Scavenge air temp. before each cooler 170 – 210 °C

PDT 8607 I – AH Scavenge air pressure drop across filter X XX Bar

TE 8609 I – AH Scavenge air temperature in receiver