4104553-3 1 PDF

MAN Diesel & Turbo
Order no:
P-40345
Instruction Manual for:

Barebone I
9L21/31S
MAN Diesel & Turbo Identification No. for Instruction Manual.
Identification No. for Description: 000 . 00

Function
Section No.
Identification No. for Working Card: 000 - 00 . 00

Sub-function
Function
Section No.
Identification No. for Plates: 00000 - 00

Edition
Section No. and Function
For ordering of spare parts, see page 500.50 / 600.50
MAN Diesel & Turbo | PrimeServ

The MAN Diesel & Turbo Group offers worldwide round-the-clock service, 365 days a year. Apart from the MAN Diesel & Turbo ser-
vice headquarters in Augsburg, Copenhagen, Frederikshavn, Holeby, Stockport, St. Nazaire, Turbocharger and service centres on all
continents provide comprehensive and continuous support. The long service life associated with MAN Diesel engines dictates a spare
parts programme that ensures components are available for engines in operation for decades. Based on high-capacity machines,
MAN Diesel & Turbo service production facilities are able to comply with special customer requests with the utmost precision and
flexibility.
24-hour hotline number:

+49 1801 15 15 15
http://www.mandieselturbo.com/primeserv
Copyright 2011 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish Commerce and
Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).
This manual must not, either wholly or partly, be copied, reproduced, made public or in any other way made available to any third party
without the written to this effect from MAN Diesel & Turbo.
If this manual is delivered in another language than English and doubts arise concerning the translation, the English text shall prevail.
Original instructions
MAN Diesel & Turbo PrimeServ Holeby MAN Diesel & Turbo
H. Christoffersensvej 6 GenSet & Powerplant Branch of MAN Diesel & Turbo SE,
4960 Holeby Service & Spare Parts Germany
Denmark CVR No.: 31611792
Phone: +45 54 69 31 00 Fax : +45 54 69 30 31 Head office: Teglholmsgade 41
Fax: +45 54 69 30 30 After office hours : +45 40 14 40 45 2450 Copenhagen SV, Denmark
mandieselturbo-hol@mandieselturbo.com German Reg.No.: HRB 22056
PrimeServ-hol@mandieselturbo.com Amtsgericht Augsburg
www.mandieselturbo.com
2015.09.15 / PJO
MAN Diesel & Turbo Questionnaire – Technical Documentation
Your opinion counts!
Your opinion counts!

Your opinion is valuable to us as it helps us to evaluate our services and to continuously improve the
quality of our Technical Documentation.
May we ask you for a few minutes of your time to complete and then return this questionnaire to
TechDoc@mandieselturbo.com:
Your company: Very Rather Rather Very
Your position: satisfied Satisfied dissatisfied dissatisfied
How do you rate the overall level of satisfaction with the

manuals supplied?
Which improvements would you suggest to be made in the future?
Ring binders and organisation

Comments/suggestions:
Labelling of ring binders

Structuring of information and documents

Access aids (contents page, index, register, etc.)

Preparation of CDs/DVDs (navigation, etc.)

Readability of texts and drawings (paper, CD/DVD)

Comprehensibility of contents
Scope of information provided

Customer satisfaction
1 (1)
MAN Diesel & Turbo
Description 5003.
Page 1 (11) Safety precautions
Edition 01
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S, L23/30DF
General Special dangers
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 crew.
Keep clear of the space below a crane with load.
Engine room staff
Opening of cocks may cause discharge of hot
Operation & Maintenance of MAN Engines is to be liquids or gases.
carried out by qualified professional personal.
Observe which way liquids, gases or flames will
move, and keep clear.
Dismantling of parts may cause the release of
springs.
Do not stand near turbochargers in case of any
abnormal running.
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.
Turning gear
Before engaging the turning gear, ensure that the
starting air supply is shut off, the main starting - and
that the indicator cocks are open.
When the turning gear is engaged, check that the
indicator lamp “Turning gear engaged” has
switched on.
The turning gear remote control is a critical devise
Minimum safety equipment requirements: and should always be kept in optimal working con-
1. Safety shoes dition. Any fault in the devise or cable must be recti-
fied before use.
2. Hearing protection
When operation the turning gear it is important to
3. Boiler suit ore other protective wear
note the following:
The turning gear to be operated by the remote con-
Signs / Nameplates
trol and only by the person working on engine.
Signs and nameplates mounted on the engine are Warnings must be given before each turning.
not to be removed, painted over, or in any other
way be made unreadable. This includes safety
signs, signs with serial numbers, signs with instruc- Cleanliness
tions, etc. The engine and engine room should be kept clean
and tidy.
Oily rags must never be left around the engine room
spaces as they are highly flamable and slippery.
Remove any oil spil at once.
2015.07.27
MAN Diesel & Turbo
5003. Description
Safety precautions Page 2 (11)
Edition 01
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S, L23/30DF
If there is a risk of grit or sand blowing into the Lighting
engine room, stop the ventilation and close the ven-
tilating ducts, skylights and engine room doors. Ample working light should be permanently installed
at appropriate places in the engine room spaces,
Welding, or other work which causes spreading of and portable working light should be obtainable
grit and/or swarf, must not be carried out near the everywhere. 24v safety lamps must be available for
engine unless it is closed or protected, and the tur- use inside the engine.
bocharger air intake filters covered.
The exterior of the engine should be kept clean, and Harmful materials
the paintwork maintained, so that leakages can be
easily detected. Always follow the manufactures specific instruc-
tions, i.e. the material safety data sheet.
Fire Use protective gloves, goggles, breathing mask and
any other recommended protective gear, as stated
in the material safety data sheet.
While handling harmful materials is it important to
secure proper ventilation and shielding if needed.
In the event of leaks or spillage, spread binding
agents immediately and disposal according to the
Keep the areas around the relief valves free of oil,
material safety data sheet.
grease, etc. to prevent the risk of fire caused by
the emitted hot air/gas in the event that the relief
valves open. Lifting precautions
Lift of engine components needs to be planned
Do not weld or use naked lights in the engine room,
through all steps of the lifting procedure.
until it has been ascertained that no explosive
gases, vapour or liquids are present. When lifting loads below 500 kg the use of a tackle
is required.
If the crankcase is opened before the engine has
cooled down, welding and the use of naked flames Lifting attachments are to be tightened into full con-
will involve the risk of explosions and fire. The same tact with the component to be lifted.
applies to inspection of oil tanks and of the spaces Only use designated lifting points, see Instruction
below the floor. Manual for guidance.
Attention is furthermore drawn to the danger of fire Make sure the lowest Safe Working Load (SWL) of
when using paint and solvents having a low flash the lifting equipment in the lifting chain is never
point. Porous insulating material, soaked with oil exceeded.
from leakages, is easily inflammable and should be
renewed. Keep lifting equipment clear of sharp edges.
Make sure to attach the load correctly on the crane
Order / Tidiness hook.
Always keep clear of the space below a crane with
Hand tools should be securely fastened and placed
load.
on easily accessible tool panels. Special tools
should be fastened in the engine room, close to the
area to be used. Working air
No major objects must be left unfastened, and the Use of working air requires safety goggles and
floor and passages should be kept clear. gloves.
Avoid blowing pressurised air directly at skin.
Spares
All spares should be protected against corrosion
and mechanical damage. The stock should be
checked at intervals and replenished in good time.
2015.07.27
MAN Diesel & Turbo
Description 5003.
Edition 01
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S, L23/30DF
Sealing materials
Use gloves made of neopren or PVC when remov-
ing O-rings and other rubber/plastic-based sealing
materials which have been subjected to abnormally
high temperatures. This warning is used when an operation, proce-
dure, or use may cause damage to or destruc-
First aid measures: In the event of skin contact - tion of equipment and a slight or serious injury.
rinse with plenty of water - remove all contaminated
clothing - consult a doctor - dispose of all material
and gloves in accordance with laws and regula-
tions.
Hot surfaces
Beware of hot surfaces and use gloves. This warning is used when an operation, proce-
dure, or use may cause damage to or destruc-
tion of equipment.
Alarms
It is important that all alarms lead to prompt investi-
gation and remedy of the error. No alarm is insignifi-
Subsuppliers and external equipment
cant. The most serious alarms are equipped with Please check the special instructions concerning
slow-down and/or shut-down functions. It is there- subsupplier delivery and external equipment for
fore important that all engine operation personel are specific warnings!
familiar with and well trained in the use and impor-
tance of the alarm system. Special notes
Safety notes
Health Risk!
This warning is used when an operation, proce-

Health Risk!
dure, or use may cause personal injury or loss of
life. Due to vibrations during engine operation, espe-
cially in awkward positions!
The area around the engine
This warning is used when an operation, proce-

dure, or use may cause a latently dangerous
state of personal injury or loss of life.
The area around the engine must be clean and
tidy!
2015.07.27
MAN Diesel & Turbo
5003. Description
Edition 01
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S, L23/30DF
Tool
Data sheet signs
Data sheets may include warning signs for special
dangers that could arrise in connection with the
maintenance procedures.
Use original tool!
Tool and wire
Use original tool!

Use original wire for lifting!
Safety precautions at maintenance

Before maintenance work is carried out, the engine
must be stopped and blocked according to the
safety precautions given on the specific data page,
page 1 of each Working Card.
The necessary items to be stopped and / or
blocked are marked as shown in below examples.
Figure 1: .
Figure 2: .
2015.07.27
MAN Diesel & Turbo
Description 5003.
Edition 01
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S, L23/30DF
Warning signs Mandatory action signs
General warning sign General mandatory action
sign
Explosive material Wear ear protection
Drop (fall) Wear eye protection
Slippery surface Wear safety footwear
Electricity Wear protective gloves
Overhead load Wear face shield
Hot surface Wear head protection
Crushing Wear mask
Overhead obstacle Wear respitory protection
Flammable Wear safety harness
Crushing of hands Disconnect before carrying

out maintenance
Pressurized cylinder
Pressurized device
2015.07.27
MAN Diesel & Turbo
5003. Description
Edition 01
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S, L23/30DF
Placement of warning signs
L16/24, L16/24S
2015.07.27
MAN Diesel & Turbo
Description 5003.
Edition 01
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S, L23/30DF
L21/31, L21/31S
2015.07.27
MAN Diesel & Turbo
5003. Description
Edition 01
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S, L23/30DF
L27/38, L27/38S
2015.07.27
MAN Diesel & Turbo
Description 5003.
Edition 01
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S, L23/30DF
L23/30H, L23/30S, L23/30DF
2015.07.27
MAN Diesel & Turbo
5003. Description
Edition 01
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S, L23/30DF
L28/32S, L28/32DF
2015.07.27
MAN Diesel & Turbo
Description 5003.
Edition 01
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S, L23/30DF
V28/32S
2015.07.27
MAN Diesel & Turbo
Index
Page 1 (1) Engine data 500
4104553-3
Contents
of
Table
Description
Main particulars ........................................................................................................ 500.00 (24)
Introduction .............................................................................................................. 500.01 (03)
Safety ....................................................................................................................... 500.02 (02)
Cross section ............................................................................................................ 500.05 (11)
Key for engine designation ........................................................................................ 500.10 (04)
Designation of cylinders ............................................................................................ 500.11 (03)
Engine rotation clockwise ......................................................................................... 500.12 (02)
Code identification for instruments ............................................................................ 500.20 (04)
Introduction to plant maintenance program ............................................................... 500.24 (03)
Planned maintenance programme, major overhaul inspection ................................... 500.25 (37)
Planned maintenance programme, dueties during operation ..................................... 500.26 (23)
Operation data & set points ...................................................................................... 500.30 (104)
Green passport ......................................................................................................... 500.33 (02)
Data for pressure and tolerance ................................................................................ 500.35 (72)
Data for tightening torque ......................................................................................... 500.40 (48)
Declaration of weight ................................................................................................ 500.45 (09)
Ordering of spare parts ............................................................................................. 500.50 (03)
How to return spare parts ......................................................................................... 500.51 (05)
Service letters ........................................................................................................... 500.55 (01)
Conversion table ....................................................................................................... 500.60 (01)
List of symbols .......................................................................................................... 500.65 (03)
2015-11-05 - en Barebone I
MAN Diesel & Turbo
Description 500.00
Page 1 (1) Main Particulars
Edition 24
L21/31, L21/31S
Main Particulars
Cycle : 4-stroke
Configuration : In-line
Cyl. nos available : 5-6-7-8-9
Power range : 1100 - 1980 kW
Speed : 900 / 1000 rpm
Bore : 210 mm
Stroke : 310 mm
Stroke/bore ratio : 1.48 : 1
Piston area per cyl. : 346 cm2
swept volume per cyl. : 10.7 ltr
Compression ratio : 15.5 : 1
Max. combustion pressure : 200 bar (in combustion chamber)
Turbocharging principle : Constant pressure system and intercooling
Fuel quality acceptance : HFO (up to 700 cSt/50º C, RMK700)
MDO (DMB) - MGO (DMA, DMZ)
according ISO8217-2010
Power lay-out MCR version

Speed rpm 900 1000
Mean piston speed m/sec. 9.3 10.3
Mean effective pressure bar 27.3 24.6
Power per cylinder kW per cyl. 220 220
2015.01.22 - 220 kW - Tier I - Stationary - GenSet

MAN Diesel & Turbo
Description 500.01
Page 1 (1) Introduction
Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38, L16/24S, L21/31S, L23/30S, L27/38S

Introduction The first five sections (500/600-504/604) of the
book serve as a guide to engine operation, and the
This instruction book provides general information next fifteen sections (505/605-519/619) contain
on the engine design, operation and maintenance. It technical descriptions, spare parts illustrations with
can also be used as a reference when ordering appurtenant parts lists, as well as working cards.
spare parts. Reliable and economical operation of
the plant is conditional upon its correct operation The last section (520/620) comprises tools.
and maintenance in accordance with MAN Diesel & The engine is divided into a number of main com-
Turbo’s instructions. Emissions-related mainte- ponents/ assemblies, each of which is described in
nance of the diesel engine shall be performed as a section of this book (section 505/605-519/619).
specified in MAN Diesel & Turbo’s instructions and
Each of these sections starts with technical descrip-
any additional instructions to that effect included in
tions of the systems/components, followed by
the Technical File. Consequently, it is essential that
working cards and the spare parts illustration plates
the engine room personnel are fully acquainted with
and parts lists.
the contents of this book and the Technical File.
Every care is taken to ensure that all information in
this instruction book is present and correct.
This book must not, either wholly or partly, be cop-
ied, reproduced, made public or in any other way
made available to any third party without the written
consent to this effect from MAN Diesel & Turbo.
If an instruction book is delivered in another lan-
guage than English and doubts arise concerning
the translation, the English text shall prevail.
Figure 1: Structure of instruction book
Description
The book is a basic instruction manual for the par-
ticular engine supplied, with plant-adapted informa-
tion such as basic media-system drawings, electri-
cal wiring diagrams and test bed reports.
2015.11.03
MAN Diesel & Turbo
Description 500.02
Page 1 (2) Safety
Edition 02

General Light
Proper maintenance, which is the aim of this book, Ample working light should be permanently installed
is a crucial aspect of achieving optimum safety in at appropriate places in the engine room, and port-
the engine room. The general measures mentioned able working light in explosion-proof fittings should
here should, therefore, be a natural routine for the be available everywhere.
entire engine room staff.
Freezing
Cleanliness If there is a risk of damage due to freezing when the
The engine room should be kept clean above and plant is out of service, engines, pumps, coolers and
below the floor plates. If grit or sand blows into the pipe systems should be emptied of cooling water.
engine room while the ship is in port, the ventilation
should be stopped and ventilating ducts, skylights, Warning
and doors in the engine room should be closed.
Opening of cocks may cause discharge of hot liq-
In particular, welding or work which causes the
uids or gases. Dismantling of parts may cause
spreading of grit and chips must be avoided near
springs to be released.
the engine, unless this is closed or covered, and the
turbocharger air intake filters are covered. The removal of fuel valves (or other valves in the cyl-
inder head) may cause oil to run down to the piston
The exterior of the engine should be kept clean and
crown, and if the piston is hot an explosion may
the paintwork maintained, so that leakages can
then blow out the valve.
easily be detected.
When testing fuel valves with the hand pump do not
touch the spray holes, as the jet may pierce the
Fire skin. Consider beforehand which way the liquids,
If the crankcase is opened before the engine is gases or flames will move, and keep clear.
cold, welding and the use of naked light will involve
the risk of explosions and fire. The same applies to Crankcase Work
inspection of oil tanks and the space below the
cooler. Attention should furthermore be paid to the Check beforehand that the starting air supply to the
danger of fire when using paint and solvents with a engine is shut off.
low flash point. Porous insulating material drenched
with oil from leakages is easily inflammable and Feeling Over
should be renewed. See also: "Ignition in Crank-
case" in section 503/603. Whenever repairs or alterations have been made to
the running gear, apply the "feel-over sequence"
until it is ensured that there is no undue heating, oil-
Order mist formation, blow-by, or failure of cooling water
Hand tools should be placed to be easily accessible or lubricating oil systems.
on tool boards. Special tools should be fastened to
tool panels (if supplied) in the engine room close to Feel-over Sequence
the area of use. No major objects may be left unfas-
tened, and the floor and passages should be kept Feel over after 5-15 and 30 minutes' idle running
clear. and finally when the engine is running at full load.
See also "Operation" in the section 501/601.
Spares
Turning
Large spare parts should, as far as possible, be
placed well strapped near the area of use and After prolonged out-of-service periods or overhaul
should be accessible by crane. The spare parts work which may involve a risk of accumulation of
should be wellpreserved against corrosion and pro- liquid in the combustion spaces, turning should
tected against mechanical damage. Stock should always be effected through at least two complete
be checked at intervals and replenished in time. revolutions.
2015.11.03
MAN Diesel & Turbo
500.02 Description
Safety Page 2 (2)
Edition 02
Check and Maintain

Lubricating oil condition, filter elements and meas-
uring equipment, see "Planned Maintenance Pro-
gramme".
2015.11.03
MAN Diesel & Turbo
Description 500.05
Page 1 (1) Cross section
Edition 11
L21/31, L21/31S
Cross section
2014.11.14
MAN Diesel & Turbo
Description 500.10
Page 1 (1) Key for engine designation
Edition 04
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L23/30DF, L16/24S,

L21/31S, L23/30S, L27/38S, L28/32S-DF
Key for engine designation
23.07.15
MAN Diesel & Turbo
Description 500.11
Page 1 (1) Designation of Cylinders
Edition 03
L27/38, L23/30H, L21/31, L16/24, L28/32DF, L16/24S, L21/31S, L23/30S,

L28/32S-DF, L27/38S
General
2015.07.28
MAN Diesel & Turbo
Description 500.12
Page 1 (1) Engine rotation clockwise
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF, L23/30DF,

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Engine rotation clockwise
2014.05.19
MAN Diesel & Turbo
Description 500.20
Page 1 (3) Code Identification for Instruments
Edition 04
L32/40, L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S-DF
Explanation of symbols
Specification of letter code for measuring devices

1st letter Following letters
F Flow A Alarm
L Level D Differential
P Pressure E Element
S Speed, System H High
T Temperature I Indicating
U Voltage L Low
V Viscosity S Switching, Stop
X Sound T Transmitting
Z Position X Failure
V Valve, Actuator
2015.07.28
MAN Diesel & Turbo
500.20 Description
Code Identification for Instruments Page 2 (3)
Edition 04

L23/30S, L27/38S, L28/32S-DF
Standard text for instruments
Diesel engine/alternator
LT water system
01 inlet to air cooler 04 inlet to alternator 07 inlet to lub. oil cooler
02 outlet from air cooler 05 outlet from alternator 08 inlet to fresh water cooler
03 outlet from lub. oil cooler 06 outlet from fresh water cooler 09
(SW)
HT water system
10 inlet to engine 14 inlet to HT air cooler 17 outlet from fresh water cooler
10A FW inlet to engine 14A FW inlet to air cooler 18 inlet to fresh water cooler
11 outlet from each cylinder 14B FW outlet from air cooler 19 preheater
12 outlet from engine 15 outlet from HT system 19A inlet to prechamber
13 inlet to HT pump 16 outlet from turbocharger 19B outlet from prechamber
Lubricating oil system

20 inlet to cooler 24 sealing oil - inlet engine 28 level in base frame
21 outlet from cooler/inlet to filter 25 prelubricating 29 main bearings
22 outlet from filter/inlet to engine 26 inlet rocker arms and roller
23 inlet to turbocharger guides
23B outlet from turbocharger 27 intermediate bearing/alternator
bearing
Charging air system

30 inlet to cooler 34 charge air conditioning 38
31 outlet from cooler 35 surplus air inlet 39
32 jet assist system 36 inlet to turbocharger
33 outlet from TC filter/inlet to TC 37 charge air from mixer
compr.
Fuel oil system

40 inlet to engine 44 outlet from sealing oil pump 48
41 outlet from engine 45 fuel-rack position 49
42 leakage 46 inlet to prechamber
43 inlet to filter 47
Nozzle cooling system

50 inlet to fuel valves 54 58 oil splash
51 outlet from fuel valves 55 valve timing 59 alternator load
52 56 injection timing
53 57 earth/diff. protection
Exhaust gas system

60 outlet from cylinder 64 68
61 outlet from turbocharger 65 69
62 inlet to turbocharger 66
63 combustion chamber 67
2015.07.28
MAN Diesel & Turbo
Description 500.20
Page 3 (3) Code Identification for Instruments
Edition 04

L23/30S, L27/38S, L28/32S-DF
Compressed air system
70 inlet to engine 74 inlet to reduction valve 78 inlet to sealing oil system
71 inlet to stop cylinder 75 microswitch for turning gear 79
72 inlet to balance arm unit 76 inlet to turning gear
73 control air 77 waste gate pressure
Load speed
80 overspeed air 84 engine stop 88 index - fuel injection pump
81 overspeed 85 microswitch for overload 89 turbocharger speed
82 emergency stop 86 shutdown 90 engine speed
83 engine start 87 ready to start
Miscellaneous
91 natural gas - inlet to engine 95 voltage 99 common alarm
92 oil mist detector 96 switch for operating location 100 inlet to MDO cooler
93 knocking sensor 97 remote 101 outlet to MDO cooler
94 cylinder lubricating 98 alternator winding 102 alternator cooling air
2015.07.28
MAN Diesel & Turbo
Description 500.24
Page 1 (2) Introduction to planned maintenance programme
Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, L23/30DF, L16/24S,

L21/31S, L23/30S, L27/38S, L28/32S
General
The overhaul intervals are based on operation on a
specifi ed fuel oil quality at normal service output,
which means 70-100% of MCR.
In the long run it is not possible to achieve safe and
optimum economical running without an effective
main tenance system.
The structure and amount of information in the
maintenance programme mean that it can be inte-
grated in the entire ship's/power station's mainte-
nance system or it can be used separately.
The core of the maintenance system is the key dia-
gram, see pages 500.25 and 500.26, indicating the
inspection intervals for the components/systems, so
that the crew can make the necessary overhauls
based on the engines' condition and/or the time cri-
teria.
The maintenance system is divided into 2 main
groups:
1) Major overhaul / inspection (page 500.25):
These works are to be carried out during major
overhauls and inspections of the engine.
2) Duty during operation (page 500.26): indicated
the works to be carried out by the personnel
during the daily operation of the engine.
The stated recommended intervals are only for
guidance as different service conditions, the quality
of the fuel oil and the lubricating oil, treatment of the
cooling water, etc., will decisively infl uence the
actual service results and thus the intervals between
necessary overhauls.
Experience with the specific plant/personnel should
be used to adjust the time between overhauls. It
should also be used to adjust the timetable stated
for guidance in the working cards.
1998.05.04
MAN Diesel & Turbo
500.24 Description
Introduction to planned maintenance programme Page 2 (2)
Edition 03

L21/31S, L23/30S, L27/38S, L28/32S
7. Special tools which must be used. Please note
Work cards that not all tools are standard equipment.
8. Various requisite hand tools.
Each of the working cards can be divided into two:
a front page and one or several pages describing 9. Indicates the components/parts which it is advi-
and illustrating the maintenance work. sible to replace during the maintenance work.
Please note that this is a condition for the inter-
The front page indicates the following:
vals stated.
1. Safety regulations, which MUST be carried out
before the maintenance work can start.
2. A brief description of the work.
3. Reference to any work which must be carried
out before the maintenance work can start.
4. Related procedures - indicates other works,
depending on the present work - or works
which it would be expedient to carry out.
5. Indicates x number of men in x number of hours
to accomplish the work.
The stated consumption of hours is only inten-

ded as a guide.Experience with the specific sta-
tion/personnel may lead to updating.
6. Refers to data required to carry out the work.
1998.05.04
MAN Diesel & Turbo
Description 500.25
Page 1 (3) Planned maintenance programme
Edition 37
L21/31, L21/31S
Major overhaul/inspection
= Overhaul to be carried out
= Check the condition
Description T1 Time Between Overhauls Working
Card
No
A B C D E F G H I J K
Cylinder Unit:
Dismantling of cylinder unit 505-01.00

505-01.55
Dismantling of cylinder head, water jacket and cyl. 505-01.01
liner.
Cylinder Head and Water Jacket
Inspection of inlet, exhaust valves and valve guide 505-01.05

Valve rotator 505-01.15
Indicator valve 505-01.26
Cylinder head cooling water space - Inspection 505-01.45
Piston, Connecting Rod and Cylinder Liner
Inspection of piston 506-01.10

Piston ring and scraper ring 506-01.10
Piston pin and bush for connecting rod - Check of
clearance 506-01.15
Connecting rod - Measuring of big-end bore 506-01.15

Inspection of big-end bearing shells 506-01.16
Connecting rod - Retightening 200 506-01.25
Cylinder liner - Cleaning, honing and measuring 506-01.35

Camshaft and Camshaft Drive
Camshaft - Inspection of gear wheels, bolt, connec-

tions etc 200 507-01.00
Camshaft bearing - Inspection of clearance 507-01.05
Camshaft adjustment - check the condition 507-01.20
Lubrication of camshaft bearing - Check 507-01.00

T1= Check new/ overhauled parts after - hours
A=50
B=200
C=2000
D=6000
E=12000
F=24000
G=Daily
H= Weekly
I= Monthly
J= 3rd Month
K=Observations
2011.03.14
MAN Diesel & Turbo
500.25 Description
Planned maintenance programme Page 2 (3)
Edition 37
L21/31, L21/31S
Card
No
Operating Gear for Inlet Valves and Exhaust

Valves
Roller guide for valve gear 508-01.00

Valve gear - Valve bridge, spring, push rod, etc. 508-01.10
Lubricating of operating gear - Check 508-01.00

Crankshaft and Main Bearing
Inspection of main bearing 510-01.05

Inspection of guide bearing 510-01.05
Vibration viscodamper, see working card 510-04.00
Counterweight - Retightening, see page 500.40 200
Main and guide bearing cap - Retightening 200 510-01.05

Engine Frame and Base Frame
Bolts between engine frame and base frame -

Retightening, see page 500.40 200
Turbocharger System
Charging air cooler - Cleaning and inspection

Retightening of all bolts and connections, see spe- 512-01.00
cial instruction book 200
For turbocharger, see special instruction book
Compressed Air System
Air starter motor - Dismantling and inspection 513-01.30

A=50
B=200
C=2000
D=6000
E=12000
F=24000
G=Daily
H= Weekly
I= Monthly
J= 3rd Month
K=Observations
2011.03.14
MAN Diesel & Turbo
Description 500.25
Edition 37
L21/31, L21/31S
Card
No
Fuel Oil System and Injection Equipment
Fuel oil injection pump - Check of condition 514-01.06
Fuel injection valve - Adjustment of opening pres- 200* 514-01.10

sure
* After major overhaul

Lubricating Oil System
Lubricating oil pump - Engine driven 515-01.00

Lubricating oil cooler 515-06.00
Prelubricating pump - El. driven 515-01.05

Thermostatic valve 515-01.20
Cooling Water System
Cooling water pump-Engine driven(HT/LT water) 516-10.00

Thermostatic valve 516-04.00
Alternator - see special instruction book
Planned maintenance programme during opera-

tion, see 500.26.
A=50
B=200
C=2000
D=6000
E=12000
F=24000
G=Daily
H= Weekly
I= Monthly
J= 3rd Month
K=Observations
2011.03.14
MAN Diesel & Turbo
Description 500.26
Edition 23
L21/31S
Duties during operation
Card
No
Operating of Engine
Readings of data for Engine and Generator, with refer-

ence to "Engine Performance Data", section 502-1 502-01.00
Check for leakages 502-05.00
Specification - Cooling water
Cooling water system - Water samples, see section 504 505-01.15

Cylinder Head
Inlet and exhaust valve - check and adjustment of valve

clearance
Lubricating of operating gear - Check.
Check of valve rotators' rotation during engine rotation 505-01.15
Control and Safety System, Automatics and Instru-
ments
509-01.00
Safety, alarm and monitoring equipment 509-10.00
Lambda controller - Adjustment
Governor - Check oil level, see governor instruction section
book, section 509 509
Turbocharger System
Dry cleaning of turbine side 512-10.00

Water washing of compressor side 512-05.00
Exhaust pipe compensator 512-01.10
Retightening of all bolts and connections 512-30.00
A=50
B=200
C=2000
D=6000
E=12000
F=24000
G=Daily
H= Weekly
I= Monthly
J= 3rd Month
K=Observations
2011.01.24
MAN Diesel & Turbo
500.26 Description
Planned maintenance programme Page 2 (2)
Edition 23
L21/31S
Duties during operation

Card
No
Function test - Main and emergency starting valve 513-01.40

Air filter, draining of bowl (filter element to be replaced
when pressure drop exceeds 0,7 bar) 513-01.21
Compressed air system - Check of the system 513-01.90

Fuel Oil System and Injection Equipment
Fuel oil system - Check the system 514-01.90

Fuel oil - Oil samples after every bunkering, see sec. section
504. 504
Fuel injection valve - Adjustment of opening pressure 514-01.10
Lubricating oil filter - Cleaning and replacement 515-01.10

Centrifugal filter - Cleaning and replacement paper filter 515-15.00
Lubricating oil - Oil samples

Lubricating oil system - Check the system
515-01.90
Cooling water system - Water samples

Cooling water system - Check the system 516-01.90
Engine Frame and Bedplate
Flexible mounting - Check anti-vibration mountings 519-03.00

Safety cover - Function test 511-01.00
Alternator - see special instruction book
Major overhaul/inspection, see 500.25

A=50
B=200
C=2000
D=6000
E=12000
F=24000
G=Daily
H= Weekly
I= Monthly
J= 3rd Month
K=Observations
2011.01.24
MAN Diesel & Turbo
Description
Operation Data & Set Points 500.30
Page 1 (4) Edition 104
L21/31
Acceptable Alarm Set point

Normal Value at Full value at shop
load at ISO conditions test or after Autostop of engine
Delay
repair sec.
Temp. after cooler

(inlet filter) SAE 40 TI 21 68-73° C <73° C TAH 21 80° C 3
Pressure after filter(inlet engine) PI 22 4.2-5.0 bar >4.5 bar PAL 22 3.5 bar 3 PSL 22 3.0 bar
(PSL 22) (2.5 bar) (D)
Pressure drop across filter PDAH 0.1-1 bar <0.5 bar PDAH 1.5 bar 3
21-22 21-22
Prelubricating pressure (PI 22) 0.13-1.5 bar <1.0 bar PAL 25 0.12 bar (H) 60
Pressure inlet turbocharger PI 23 1.3-2.2 bar >1.3 bar PAL 23 0.9 bar 3
(C)
Lub. oil level in base frame LAL 28 Low level 30
LAH 28 High level 30
Pressure before filter PI 21 4.5-5.5 bar
Crankcase protection (M) LAH 92 High level 3 LSH 92 High level
TAH 58 100° C 3 TSH 58 105° C
TDAH 58 4K 3 TDSH 58 5K
Temp. main bearing TI 29 80-95° C TAH 29 100° C 3 TSH 29 105° C
Fuel Oil System
Pressure after filter MDO PI 40 5-8 bar PAL 40 4 bar 5

HFO PI 40 4-16 bar (A) PAL 40 3-6 bar (E) 5
Leaking oil LAH 42 High level 5
Temperature inlet engine MDO TI 40 30-40°C
HFO TI 40 110-150°C
Press. LT system, inlet engine PI 01 2.5-4.5 bar >1.8 bar PAL 01 0.4 + (B) bar 3
Press. HT system, inlet engine PI 10 2.0-5.0 bar >1.8-<6 bar PAL 10 0.4 + (B) bar 3
Temp. HT system, outlet engine TI 12 75-85°C <85° C TAH 12 90° C 3 TSH 12 95° C
TAH 12-2 93° C 3 (TSH 12) (100° C) (D)
Temp. LT system, inlet engine TI 01 30-40°C
Exhaust Gas and Charge Air
Exh. gas temp. before TC

200/215 kW/cyl TI 62 480-530° C TAH 62 570° C 10
TAH 62-2 620° C 3
220 kW/cyl TI 62 510-560° C TAH 62 570° C 10
TAH 62-2 620° C 3
Exh. gas temp. outlet cyl. TI 60 350-450° C TAH 60 465° C 3
Diff. between individual cyl. average TAD 60 average (K) 60
±25° C ± 50° C
Exh. gas temp. after TC
200/215 kW/cyl TI 61 250-350° C TAH 61 450° C 3
220 kW/cyl TI 61 300-380° C TAH 61 450° C 3
Ch. air press. after cooler PI 31 2.8-3.1 bar
Ch. air temp. after cooler TI 31 40-55° C <55° C
10° C change in ambient temperature correspond to approx. 15° C exhaust gas temperature change
2015.07.10 - BM
MAN Diesel & Turbo
500.30 Operation Data & Set Points Description

Edition 104 Page 2 (4)
L21/31
Acceptable Alarm Set point

Normal Value at Full value at shop
load at ISO conditions test or after Autostop of engine
Delay
repair sec.
Press. inlet engine PI 70 7-8 bar >7.0-<8 bar PAL 70 6.5 bar 15
Speed Control System
Engine speed elec. SI 90 1000 rpm SAH 81 1130 rpm 0 SSH 81 1130 rpm
1150 rpm (D) (SSH 81) (1150 rpm) (D)
SI 90 900 rpm SAH 81 1017 rpm 0 SSH 81 1017 rpm

1035 rpm (D) (SSH 81) (1035 rpm) (D)
Turbocharger speed SI 89 (L) SAH 89 (J) 3
Alternator
Winding temperature TI 98 100° C TAH 98 130° C 3

Miscellaneous
Jet system failure SX32 switch 10

Monitoring system failure 24 VDC UX 95-1 switch 120
± 15%
Safety system failure 24 VDC UX 95-2 switch 120
± 15%
Turning engaged ZS75 Engaged (F) 0
Local indication ZS 96 switch 0
Remote indication ZS 97 switch 0
Common shutdown SS 86 switch (F) 0
Monitoring sensor cable failure SX 86-1 switch 120
Safety sensor cable failure SX 86-2 switch 120
Start failure SX 83 switch (G) 10
Stop signal SS 84 switch (F) 0
Stop failure SX 84 switch 30
Engine run SI 90 900/1000 rpm SS 90 880 rpm (I) 0
Ready to start SS 87 switch 0
For these alarms (with underscore) there are alarm cut-out at engine standstill.
2015.07.10 - BM
MAN Diesel & Turbo
Description
Operation Data & Set Points 500.30
L21/31
Remarks to Individual Parameters F. Start Interlock
A. Fuel Oil Pressure, HFO-operation The following signals are used for start interlock/
blocking:
When operating on HFO, the system pressure must
be sufficient to depress any tendency to gasification 1) Turning must not be engaged
of the hot fuel. 2) Engine must not be running
3) "Remote" must be activated
The system pressure has to be adjusted according 4) No shutdowns must be activated.
to the fuel oil preheating temperature. 5) The prelub. oil pressure must be OK, 20 min.
after stop.
B. Cooling Water Pressure, Alarm Set Points 6) "Stop" signal must not be activated
As the system pressure in case of pump failure will G. Start Failure

depend on the height of the expansion tank above
the engine, the alarm set point has to be adjusted to I f remote start is activated and the engine is in block-
0.4 bar plus the static pressure. The static pressure ing or local mode or turning is engaged the alarm
set point can be adjusted on the base module SW3. time delay is 2 sec.
Start failure will be activated if revulutions are below
C. Lub. Oil Pressure, Offset Adjustment 50 rpm within 5 sec. from start or revulutions are
below 210 rpm 10 sec. from start.
The read outs of lub. oil pressure has an offset Start failure alarm will automatically be released after
adjustment because of the transmitter placement. 30 sec. of activation.
This has to be taken into account in case of test and
calibration of the transmitter. H. Alarm Hysterese
D. Software Created Signal On all alarm points (except prelub. oil pressure) a
hysterese of 0.5% of full scale are present. On prelub.
Software created signal from PI 22, TI 12, SI 90. oil pressure alarm the hysterese is 0.2%.
SAH 81 is always activated together with SSH 81. I. Engine Run Signal
E. Set Points depending on Fuel Temperature he engine run signal is activated when engine rpm
T
>880 or lube oil pressure >3.0 bar or TC rpm >5000
rpm.
If engine rpm is above 210 rpm but below 880 rpm
within 30 sec. the engine run signal will be activated.
J. Limits for Turbocharger Overspeed Alarm

(SAH 89)
Engine type 900 rpm 1000 rpm

5L21/31 / TCR 16 47,630 47,630
6L21/31 / TCR 16 47,630 47,630
7L21/31 / TCR 16 47,630 47,630
8L21/31 / TCR 18 39,280 39,280
9L21/31 / TCR 18 39,280 39,280
Fig 1 Set point curve.
2015.07.10 - BM
MAN Diesel & Turbo
500.30 Operation Data & Set Points Description

Edition 104 Page 4 (4)
L21/31
K. Exhaust Gas Temperatures M. Crankcase Protection
The exhaust gas temperature deviation alarm is For engines above 2250 kW or bore > 300 mm,
normally ±50° C with a delay of 1 min., but at start-up crankcase protection is standard for marine appli-
the delay is 5 min. Furthermore the deviation limit is cation. The system is optional for smaller engines.
±100° C if the average temperature is below 200° C.
This will be done by an oil mist detector (LAH/LSH
L. Turbocharger Speed 92) as standard or with a splash oil/crankcase pro-
tection system (TAH/TSH/TDAH/TDSH 58 + TAH/
Normal value at full load of the turbocharger is de- TSH 29) as option.
pendent on engine type (cyl. no) and engine rpm.
The value given is just a guide line. Actual values
can be found in the acceptance test protocol.
2015.07.10 - BM
MAN Diesel & Turbo
Description 500.33
Page 1 (1) "Green Passport"
Edition 02
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S-DF
Green Passport
In 2009 IMO adopted the „Hong Kong International
Convention for the Safe and Environmentally Sound
Recycling of Ships, 2009“.
Until this convention enters into force the recom-
mendatory guidelines “Resolution A.962(23)” (adop-
ted 2003) apply. This resolution has been imple-
mented by some classification societies as “Green
Passport”.
MAN Diesel & Turbo is able to provide a list of haz-
ardous materials complying with the requirements
of the IMO Convention. This list is accepted by clas-
sification societies as a material declaration for
“Green Passport”.
This material declaration can be provided on
request.
2015.07.28
MAN Diesel & Turbo
Description 500.35
Page 1 (2) Data for pressure and tolerance
Edition 72
L21/31, L21/31S
Data for pressure and tolerance
Section Description mm/bar
505 Maximum inner diameter, valve guide 16.2 mm
For grinding of valve spindle and valve seat ring
(see also working card 505-01.10)
Minimum height of valve head, inlet valve and exhaust valve, "H"1 5.4 mm
Maximum height of spindle above cylinder head, "H" 2
506 Piston and piston ring grooves (see working card 506-01.10)
Maximum clearance between connecting rod bush and piston pin 0.25 mm
Maximum ovalness in big-end bore (without bearing) 0.06 mm
Maximum inside diameter cylinder liner, maximum ovalness 0.1 mm Ø 210.3 mm
Sealing minimum height above the cylinder liner 0.5 mm
507 Maximum tolerance at the valve cam bearing 0.2 mm
Maximum tolerance at the fuel cam bearing 0.25 mm
Clearance between teeth on intermediate wheel
Plunger lift at TDC, injection timing:

IMO Tier II - D2, 900 rpm, 60 Hz, 5 cyl. 8.60 mm*
IMO Tier II - D2, 900 rpm, 60 Hz, 6-9 cyl. 8.75 mm*
IMO Tier II - D2, 1000 rpm, 50 Hz, 5 cyl. 9.40 mm*
IMO Tier II - D2, 1000 rpm, 50 Hz, 6-9 cyl. 9.40 mm*
IMO Tier II - E2, 1000 rpm 6-9 cyl. 8.75 mm*
*) for information on max settings check the engine's IMO Technical file.
Plunger Lift, World Bank II**

**) Standard injection timing value is based on ISO condition.
Special injection timing of engines can be necessary due to
Power plant size and/or Ambient conditions.
508 Valve clearance, Inlet valve (cold engine 15 - 50°C) 0.6 mm
Valve clearance, Exhaust valve (cold engine 15 - 50°C) 0.6 mm
Maximum clearance between rocker arm bush and rocker arm shaft 0.3 mm
Maximum total tolerance between shaft bushing and roller 0.35 mm
509 Free spand between pick-up and band steel (Lambda controller) 1 mm
2014.11.12 - Tier II
MAN Diesel & Turbo
500.35 Description
Data for pressure and tolerance Page 2 (2)
Edition 72
L21/31, L21/31S
Section Description mm/bar
510 Deflection of crankshaft (autolog) (see working card 510-01.00)
Bearing clearance axial, minimum 0.40 mm

Bearing clearance axial, maximum 0.70 mm
Bearing clearance radial, minimum 0.15 mm
Bearing clearance radial, maximum 0.25 mm
Main bearing journal, min. diameter 199.9 mm
Main bearing journal, max. ovality 0.03 mm
Crankpin journal, min. diameter 189.9 mm
Crankpin journal, max. ovality 0.03 mm
514 Combustion pressure range at full load (Inside cumbustion chamber) 199-220 bar
(Depending on rating/ambient condition)
The engine will be matched to meet Tier II emission requirements. Retarded
injection is necessary; therefore the maximum pressure may be lower than the
pressure mentioned in the above-mentioned table.
Individual cylinders; admissible deviation from average ± 5 bar
Fuel valve, adjusment of opening pressure 440-450 bar
(when new spring) (460 bar)
Clearance (A) of plunger between thrust plate and plunger base plate / fuel 0.07-0.15 mm
injection pump
Clearance (B) from roller to mounting surface 135.5±0.05 mm
Clearance (C) axial and radial clearance of roller on fuel injection pump 0.02-0.30 mm
2014.11.12 - Tier II
MAN Diesel & Turbo
Description 500.40
Page 1 (5) Data for tightening torque
Edition 48
L21/31, L21/31S
Data for tightening torque
Lubricant
M Lubricating paste up to 200°C Coefficient of Pressure limitation of the hydraulic high pressure
friction 0.08-0.12 pump to be set to 50 bar above hydraulic oil pressure
for tightening.
MH High temperature lubricating Coefficient of
paste above 200°C friction 0.08-0.12 Hydraulic oil pressure for untightening max. 5% above
hydraulic oil pressure for tightening.
O Oil
Tab. 1.
Note: When tightening bolts to a specified torque, only
use the specified lubricants.
For component temperatures up to 200°C, e.g. Moly-
kote Paste D or Optimoly Paste White-T.
For component temperatures above 200°C, e.g.
Molykote Paste HSC or Copa Slip.
Screw Connection Oil Screw-in Tightening Working Plate Item
pressure moment torques(Nm) Card
Bar torsions
angle(°)
-lubricant
012 Cylinder Crankcase
012-1 (long) *
Cap main bearing/ 1. step Nut MH 510-01.05 51101 182, 086, 194
Cylinder crankcase 4. step / 1200 510-01.20*
Δl = 3.1-3.7
012-1 (short) *
Cap main bearing/ 1. step 180-M MH 510-01.05 51101 456, 086, 194
Cylinder crankcase 4. step / 1200 510-01.20*
Δl = 0.7-0.9
012-2 *
Crossrod/Cylinder crankcase 2. step Hand-M MH 510-01.05 51101 216, 228
* Please see Working card 3. step / 200 510-01.20*
510-01.20 5. step / 1200
Δl = 0.5-0.8
012-3 1. step
Crankcase/ 2. step / 100 Hand fixed MH 505-01-55 51101 062, 086
Cylinder head 3. step / 1200
Δl = 2.4-2.6
012-4
Crankcase/ 85-M 514-01.05 51101 277, 289
Fuel injection pump
020 Crankshaft
020-1 1. step
Crankshaft/Counterweight 2. step / 100 120-M 51001 082, 094
3. step / 1200
Δl = 0.52-0.63
2015.01.26
MAN Diesel & Turbo
500.40 Description
Data for tightening torque Page 2 (5)
Edition 48
L21/31, L21/31S
Bar torsions
angle(°)
-lubricant
026 Turning Gear
026-1 1 step
Spur gear/Shaft 260-M 51325 179
027 Vibration Damper
027-1
Gear wheel/Damper/ 1. step / 100 M 51004 053, 041
Crankshaft 2. step / 1200
Δl = 0.7-1.0
030 Connecting Rod
030-1
Connecting rod cover/
Connecting rod bearing body 1. step Hand-M M 506-01.25 50601 152,164 Tier I
2. step / 600 50603 094,057 Tier II
3. step / 1200
Δl = 0.3-0.5
030-2
Connection rod shaft/ 1. step
Connecting rod bearing body 2. step / 100 Hand-M 506-01.25 50601 188,211 Tier I
3. step / 1200 M 50603 021,069 Tier II
Δl = 0.25-0.4
034 Piston
034-1
Piston 506-01.10 50601 176 Tier I
50602 002 Tier II
056 Mounting of Fuel Injection Valve
056-1
Clamp / Cylinder head 65-M 514-01.10 51402 153, 177
101 Camshaft (Valve camshaft)
101-1
Camshaft part piece / 85-M 507-01.00 50705 266
Bearing disk
101-2
Bearing plate 35-M
101 Camshaft (Injection camshaft)
101-3
Camshaft part piece/ 85-M 507-01.00 50705 266
Bearing disc 507-01.05
101-4
Spur gear / 85-M 507-01.00 50705 266
Bearing disc 507-01.05
101-5
Axial bearing plate/ 35-M 507-01.00 50705 266
Cylinder crankcase 507-01.05
2015.01.26
MAN Diesel & Turbo
Description 500.40
Edition 48
L21/31, L21/31S
Bar torsions
angle(°)
-lubricant
111 Valve Bridge
111-1
Valve bridge / Settting screws 100-M 508-01.00 50502 071, 154
111 Rocker arm
111-2
Rocker arm / Setting screws 100-M 508-01.00 50502 071, 083
200 Fuel Injection Pump with drive
200-1
Valve support / Pump element 1. step 25-O 514-01.05/ 51401 421
2. step 50-O 514-01.06
3. step 70-O
200-2
Valve Support / Pump casing 60-O 514-01.05/ 51401 600
514-01.06
200-3
Sealing plug / Pump casing 120-O 514-01.05/ 51401 242
514-01.06
221 Fuel Injection Valve
221-1
Support body / Nozzle body 514-01.10 51402 045
MAN (Tier II) 170-MH
Nico, L'Orange (Tier I) 140-MH
221-2
Lock nut for setting screw 514-01.10 51402 082, 010
MAN (Tier II) 120-O
Nico, L'Orange (Tier I) 100-O
221-3
Blocking screw for setting Loctite 10-O
screw 0556
assembled
289 Exhaust Pipe
289-1
Pipe piece / Compensator 120-MH 512-01.10 51202 036, 048
289-2
Clamping strap / Cover 50-MH 505-01.55 51202 097 GenSet
073 Propulsion
289 Exhaust Pipe before Turbocharger
289-1
Compensator / line piece 120-MH 512-01.10
2015.01.26
MAN Diesel & Turbo
500.40 Description
Data for tightening torque Page 4 (5)
Edition 48
L21/31, L21/31S
Bar torsions
angle(°)
-lubricant
289-3
Compensator / Turbocharger, 120-MH 512-01.10
TCR 16
289-4
TCR 18
289-5
TCR 14
300 Lub Oil Pump with Attachment
300-1
Pinion spindle/Spur gear 85-M 515-01.00 51501 199
310 Valve-insert/Valve-sleeve
310-1
Valve sleeve/Cover with Loctite
638
until it sits
securely
310-2
Valve insert/Valve sleeve 25-M
350 Fresh Water Pump

350-1
Water pump shaft/Spur gear 85-O 516-10.00 51610 237
350-2
Water pump shaft/Impeller 60-O 516-10.00 51610 191
434 Fuel Injection Pipe
434-1
Delivery socket/
Fuel injection valve 60-O 51404 083
434-2
Delivery socket/
Fuel injection valve 20-O 51404 058
434-3
Fuel injection pipe/threaded piece 110-O 51404 117
Fuel injection pipe/fuel injection pump
434 Connection socket
434-4
Screw plug/connection socket Loctite 45 51435 013 Tier I
0556 51435 560 Tier II
assembled
2015.01.26
MAN Diesel & Turbo
Description 500.40
Edition 48
L21/31, L21/31S
Bar torsions
angle(°)
-lubricant
447 Cooling water pipe
447-1
V-profile clamp/Intermediate pieces 12
701 Flywheel with gear rim
020-2
Crankshaft/Flywheel 385-M
Tightening of bolted connections by the torque Thread Tightening torque in Nm
If bolted connections other than those listed above nominal size Bolt strength class
are to be tightened using a torque wrench, table 2 8.8 10.9
should be used for reference.
M/MH O M/MH O
The following should be observed:
M6 7 10 10 14
- The load acting on a bolted connection depends
on the tightening torque applied, on the lubricant M8 17 25 25 35
used, the finished condition of the surfaces and
threads, and on the materials paired. It is, there- M 10 35 50 50 70
fore, of great importance that all these conditions M 12 60 85 85 120
are met.
M 14 90 130 130 190
- Table 2 lists the tightening torques, when using
different bolt strengths classes and applying either M 16 140 200 200 280
normal Molykote and high temperature Molykote
grease or applying normal oil. M 18 200 280 280 390
M 20 270 400 380 560
Table 2. Tightening torques for bolted connections
2015.01.26
MAN Diesel & Turbo
Description 500.45
Page 1 (1) Declaration of weight
Edition 09
L21/31, L21/31S
Declaration of weight
Section Component Plate No Item No Weight in Kg
approx.
505 Cylinder head, incl. rocker arms 50501 027 225
50502 010/022
Cylinder unit 50500 021 485
506 Piston, complete 50601 081 30
Connecting rod, complete 50601 64
Cylinder liner, complete 50610 018 80
512 Turbocharger, TCR16, complete 512 290
Turbocharger, TCR18, complete 512 460
Air cooler 51201 162 267
514 Fuel injection pump 51401 565 26
515 Lubricating oil pump 51501 031/043 65
516 HT- and LT-cooling water pump 51610 105 40
2011.08.08 - Tier II, Stationary

MAN Diesel & Turbo
Description 500.50
Page 1 (3) Ordering of spare parts
Edition 03

L21/31S, L23/30S, L27/38S, L28/32S
Ordering of spare parts
Spare parts can be ordered from MAN Diesel & Turbo, Note:
PrimeServ.
▪ Components from different engine builders
When spare parts are ordered or inquired, the following cannot be considered as interchangeable.
data must be indicated, in order to ensure correct iden- ▪ A wide number of spare parts can be orders
tification of the required parts: as spare part kits.
▪ Name of customer ▪ Selected components may be available in both
▪ Name of plant /vessel original and upgraded version.
▪ Vessel IMO No
These data are necessary to ensure supply of the cor-
▪ Engine type rect spare parts for a particular engine, even though the
▪ Engine serial No spare part illustrations contained in this book may not
always be in complete accordance with the individual
▪ Engine builder components of a specific engine.
▪ Plate No and edition No
For ordering of spare parts for governor, turbocharger
▪ Item No and alternator, please see the special chapter in the
▪ Quantity instruction book for these components.
▪ Designation of the item No
2014.05.28
MAN Diesel & Turbo
500.50 Description
Ordering of spare parts Page 2 (3)
Edition 03

L21/31S, L23/30S, L27/38S, L28/32S
2014.05.28
MAN Diesel & Turbo
Description 500.50
Page 3 (3) Ordering of spare parts
Edition 03

L21/31S, L23/30S, L27/38S, L28/32S
Name of Customer Name of Plant/Vessel IMO No
Engine Type Engine No Engine Builder
Plate No Edition No Item No Designation of the Item No Qty
For ordering or inquiry for items in free text, kindly contact MAN PrimeServ Holeby at: +45 54 69 31 00 or via
e-mail PrimeServ-hol@mandieselturbo.com
2014.05.28
MAN Diesel & Turbo
Description 500.51
Page 1 (1) How to return spare parts and/or tools
Edition 05

L21/31S, L23/30S, L27/38S, L28/32S
How to return spare parts and/or tools Please return by cheapest mean to the below
address:
If the unfortunate situation occurs that your spare
parts do not fit or are damaged in any way, you ▪ Spare Parts:
need to return your spare parts to us. MAN Diesel & Turbo
Niels Juels Vej 15
The return procedure is as follows: 9900 Frederikshavn
Denmark
Send an email to our office via Att: Dept.: Store (WLS-FRH)
Holeby: primeserv-hol@mandieselturbo.com or
Frederikshavn: primeserv-frh@mandieselturbo.com ▪ Tools:
MAN Diesel & Turbo
Clearly stating: Langerak 74
▪ Our order number 9900 Frederikshavn
Denmark
▪ Item numbers Att: Dept.: Service Center (DC5)
▪ Reason for return
▪ Your reference For returns to Singapore warehouse please use the
▪ Pictures of damaged parts - if any following address:
Please be noted that your parts are not to be ▪ MAN Diesel & Turbo Singapore Pte. Ltd.
returned unless there is an agreement with our 14 Tuas Avenue 1
Sales Coordinators and/or Superintendents. Singapore 639499
Att.: Logistic Centre, Asia
When parts are received in good condition, we will
issue a credit-note and return number. Please mark Note: Please be aware that it is only spare parts
the box with our order number or attach a copy of that have been purchased in Singapore that can be
our packing list. returned to Singapore warehouse
For return of tools please mark the box with our

project name and number on the box (P-xxxxx).
Remarks:
Please note that spare parts and/or tools are not to
be returned unless there is a written agreement with
MAN Diesel & Turbo, PrimeServ in Holeby or Fred-
erikshavn.
▪ If you return your spare parts and/or tools with-

out a written agreement you will be charged a
fee for unauthorised returns
▪ If you return to Holeby instead of Frederikshavn,
you will have to pay freight charges of minimum
EUR 70,-
▪ Please note that you are responsible for any
damage caused to the returned parts arising
from your failure to provide adequate packing
and/or transport.
2014.06.04
MAN Diesel & Turbo
Description 500.55
Page 1 (1) Service letters
Edition 01

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S-DF
Description
In order to ensure the most efficient, economical
and up-to-date operation of our engines, we regu-
larly send out "Service Letters" containing first-hand
information regarding accumulated service experi-
ence.
The service letters can either deal with specific
engine types, or contain general instructions and
recommendations for all engine types, and are used
as a reference when we prepare up-dated editions
of instruction books.
Since new service letters might be of great impor-
tance to the operation of the plant, we recommend
that engine staff file them as supplements to the rel-
evant chapters of this instruction book.
2014.03.28
MAN Diesel & Turbo D50060-01
Conversion Table
Conversion Table
General
Basic SI Units Velocity, Speed (m/s) (3.6 km/h = 1 m/s)
Quantity Name Symbol 1 kn (knot) = 1 nautical mile/h 1.852 km/h =
0.5144 m/s
length metre m Cincerning other conversions, see table for
mass kilogram kg length
time second s
electric current ampere A
absolute temperature* kelvin K
amount of substance mole mol
luminous intensity candela cd
* Also named "thermodynamic temperature" Density
1 lb/cub. ft 16.02 kg/m3
Supplementary SI Units Force (1 kg m/s2 = 1 N)

Quantity Name Symbol 1 kp (kilopound)* 9.807 N
1 poundal** 138.3 x 10-3 N
plane angle radian rad 1 lbf (pound force) 4.448 N
solid angle steradian sr
* Can occasionally be found stated as kgf (kilogram
force). Standard acceleration of free fall gn = 9.80665
m/s2
** Unit of force in the ft-lb-s system
Additional SI Units Stress ( 1 N/m2 = 10 -6 N/mm2)

Quantity Name Symbol Definition 1 kp/mm2 = 100 kp/cm2 9.807 N/mm2
1 lbf/sq. in (psi) = 0.07031 6.895 x 10-3 N/mm2
time minute min 1 min = 60 s at
L27/38;L23/30H;L21/31;L16/24;V28/32S;L28/32DF;L23/30
time hour h 1 h = 60 min
plane angle degree ° 1° = (p/180) rad
volume litre l 1 l = 1 dm3
pressure bar bar 1 bar = 105 Pa
DF;L16/24S;L21/31S;L23/30S;L27/38S;L28/32S
Length (m) Dynamic viscosity (N s/m2)
1 in (inch) 25.40 mm = 0.0254 m 1 kp s/m2 9.807 N s/m2 = 98.07 P (poise)
1 ft (foot) = 12 inches 0.3048 m 1 poundal s/sq.ft 1.488 N s/m2
1 yd (yard) = 3 ft = 36 inches 0.9144 m 1 lbf/sq.ft 47.88 N s/m2
1 statute mile = 1760 yds 1609 m
1 n mile (international nautical mile) 1852 m
poise is a special name taken from the CGS system.
1 P = 0.1 Pa s
1 cP = 1 mPa s = 10-3 Pa s
Kinematic viscosity (m2/s)
1 sq.ft/s 92.90 x 10-3 m2/s = 92.90 x 103
2014-06-16 - en
cSt *
Description
* 1 cSt (centi stokes) = 10-6 m2/s. Stokes is a special

name taken from the CGS system. 1 St = 10-4 m2/s
D50060-01 EN 1 (4)
D50060-01 MAN Diesel & Turbo
SI Prefixes Energy, Work (1 Nm = 1 J, Wh)

Conversion Table
Factor Prefix Symbol Factor Prefix Symbol 1 cal I.T* 4.187 J*

1 kpm 9.807 J
1018 exa E 10-1 deci d 1 hph (metric) 2.648 x 106 J = 0.7355 kWh
1015 peta P 10-2 centi c 1 ft. lbf 1.356 J
1012 tera T 10-3 milli m 1 hph (UK, US) 2.685 x 106J = 0.7457 kWh
109 giga G 10-6 micro μ 1 BTU (UK, US) 1.055 x 103J = 1.055 KJ
106 mega M 10-9 nano n
103 kilo k 10-12 pico p
102 hecto h 10-15 femto f
10 deca da 10-18 atto a
* Exact value: 4.1868 J
I.T. = International Steam Table
Area (m2)
1 sq. in (square inch) 0.6452 x 10-3 m2
1 sq. ft (square foot) 92.90 x 10-3 m2
Power (1 kg m2/s3 = 1 N m/s = 1 J/s = 1 W) Specific heat capacity (J/(kg K))

1 kpm/s 9.807 W 1 kcalI.T./(kg x °C) 4.187 x 103 J/(kg K)
1 hp (metric) = 75 kpm/s 735.5 W = 0.7355 kW 1 BTU*/(lb x °F) = 1 kcalI.T. /(kg °C) 4.187 x 103 J/(kg K)
1 kcalI.T./h 1.163 W
1 ft lbf/s 1.356 W
1 hp (UK, US) = 550 ft.lbf/s 745.7 W
1 BTU/h 0.2931 W
* British Thermal Unit (see table for energy conversions)
Moment of Force, Torque (kg m2/s2 = Nm) Heat conductance (W/(m K))
Can easily be derived from the above tables. 1 calI.T./(cm x s x °C) 418.7 W/(m K)
1 kcalI.T./(m x h x °C) 1.163 W/(m K)
1 BTU*/(ft x h x °F) 1.731 W/(m K)
* British Thermal Unit (see table for energy conversions)

L27/38;L23/30H;L21/31;L16/24;V28/32S;L28/32DF;L23/30
Moment of Inertia (kg m2) Heat transmission (W/(m2 K))

1 GD2 (old notation) = 4 x I* kg m2 1 calI.T./(cm x s x °C) 41.87 x 103 W/(m2 K)
1 WR2 (old notation)* = 1 x I* kg m2 1 kcalI.T./(m" x h x °C) 1.163 W/(m2 K)
DF;L16/24S;L21/31S;L23/30S;L27/38S;L28/32S
1 BTU*/(ft2 x h x °F) 5.678 W/(m2 K)
*I = ∫ dmr x r2 mr = mass at the radius r

G = W = mass in kg D = Diameter of gyration
R = Radius of gyration
Specific fuel consumption* (g/kWh) Specific fuel oil consumption (SFOC)

1 g/hph (metric) 1.360 g/kWh Reference conditions
Specific fuel oil consumption values refer to brake power, and the fol-
lowing reference conditions:
Reference conditions (ISO)
* See also table for specific fuel oil consump- Blower inlet temperature 25°C 298 K
2014-06-16 - en
tion values Blower inlet pressure 1000 mbar

Description
Charge air coolant temperature 25°C 298 K

Fuel oil lower calorific value (10200
kcal/kg) 42707 kJ/kgk
2 (4) D50060-01 EN
Temperature difference (K)
Conversion Table
1 °C (Celsius) 1K
1 °F (Fahrenheit) 5/9 K
Temperature levels (K) (see "Derived SI Units with special Names)
t °C (Celsius) tc + 273.15 = K
t°F (Fahrenheit) 5/9(tf - 32) + 273.15 = K
Celsius from Fahrenheit: tc = 5/9(tf - 32)
Fahrenheit from Celcius: tf = 9/5 x tc + 32
Derived SI Units with Special Names

Quantity Name Symbol Expressed in basic, supplementary or
derived SI units
frequency hertz Hz 1 Hz = 1 s-1

force newton N 1 N = 1 kg m/s2
pressure, stress pascal Pa 1 Pa = 1 N/m2*
energy, working quantity of heat joule J 1 J = 1 Nm
power watt W 1 W = 1 J/s
electric potential (DC) volt V 1 V = 1 W/A
temperature Celsius °C 1°C = 1 k**
* For mechanical stresses N/mm2 is widely used. 1 N/mm2 = 106 N/m2
** t (°C) = T(K) - T0(K), where T0 = 273.15 K
Volume (1 m3 = 1000 l)
1 cub. in (cubic inch) 16.39 x 10-6 m3
1 cub. ft (cubic foot) 28.32 x 10-3 m3 = 28.32 l
1 gallon* (imperial, UK) 4.546 x 10-3 m3 = 4.546 l
1 gallon* (US) 3.785 x 10-3 m3 = 3.785 l
1 barrel (US petroleum barrel) = 42 gallon (US) 0.1590 m3
1 bbl (dry barrel, US) 0.1156 m3
1 register ton = 100 cub. ft 2.832 m3
L27/38;L23/30H;L21/31;L16/24;V28/32S;L28/32DF;L23/30
* 1 gallon = 4 quarts = 8 pints
Mass (kg)
1 lb (pound mass) = 16 ozs (ounces) 0.4536 kg
DF;L16/24S;L21/31S;L23/30S;L27/38S;L28/32S
1 cwt (UK) (hundredweight) = 112 lbs 50.80 kg
1 long ton (UK) = 20 cwt = 2240 lbs 1.016 metric tons = 1016 kg
1 short ton (UK) = 2000 lbs 0.907 metric tons = 907 kg
1 slug* 14.59 kg
* Unit and mass in the ft-lb-s system
2014-06-16 - en
Description
D50060-01 EN 3 (4)
Pressure (1 N/m2 = 1 Pa, 1 bar = 105 Pa, 1 mbar = 10-3 bar)

Conversion Table
1 kp/cm2 = 1 at = 0.9678 atm 98.07 x 103 Pa = 0.9807 bar

1 at = 735.5 mm Hg* = 10 m H2O** (T = 277 K)
750 mm Hg* 105 Pa = 1 bar
1 mm Hg* (T = 273 K) 133.3 Pa = 1.333 mbar
1 mm H2O** (T = 277 K) 10-4 at = 9.807 Pa = 98.07 x 10-3 mbar
1 in Hg* (T = 273 K) 3386 Pa = 33.86 mbar
1 in H2O** (T = 277 K) 249.1 Pa = 2.491 mbar
1 atm (standard atmosphere) 760 mm Hg 1.013 x 105 Pa = 1013 mbar
1 atm = 1.033 at
1 lbf/sq.in (psi) 6895 Pa = 68.95 mbar
* Mercury. 1 mm Hg = 1 Torr
Values in table provided gn = 9.80665 m/s2
** Water column (WC)
Some physical data in SI units

Nomenclature
t = temp. in °C ΔK = temperature difference
r = density in kg/m3 Cp = heat capacity in J/(kg DK)
t ρ Cp t range Cp
Water 18 999 4.18 x 103

Lubricating oil (approx.)* 15 900 1.96 x 103
Atmospheric air (dry) (p=1 bar) 0 1.276 998 0-150 1005
Exhaust gas 200-400 1080
* Viscosity: 100-140 cSt at 40°C
750 mm Hg = 1 bar = 105 Pa
1 atm (standard pressure at sea level) = 760 mm Hg = 1013
Gas constant for air and exhaust gas mbar 2.256 x 106 J/kg
Water, heat of evaporation 100°C = 287 J/(kg x K) 41-43 x 106 J/kg
Fuel oil. Lower calorific value 1.013 bar 43 x 106 J/kg
ISO 3046/1-1986 standard reference fuel
Diesel engine reference fuel
L27/38;L23/30H;L21/31;L16/24;V28/32S;L28/32DF;L23/30
DF;L16/24S;L21/31S;L23/30S;L27/38S;L28/32S
2014-06-16 - en
Description
4 (4) D50060-01 EN
Symbols for piping
Symbols for piping

General
No Symbol Symbol designation No Symbol Symbol designation
1. GENERAL CONVENTIONAL SYMBOLS 2.13 Blank flange
1.1 Pipe 2.14 Spectacle flange
1.2 Pipe with indication of direction 2.15 Orifice

flow
1.3 Valves, gate valves, cocks and 2.16 Orifice
flaps
1.4 Appliances 2.17 Loop expansion joint
1.5 Indicating and measuring instru- 2.18 Snap coupling

ments
1.6 High-pressure pipe 2.19 Pneumatic flow or exhaust to
atmosphere
1.7 Tracing 3. VALVES, GATE VALVES, COCKS AND FLAPS
1.8 Enclosure for several components 3.1 Valve, straight through

as-sembled in one unit
2. PIPES AND PIPE JOINTS 3.2 Valve, angle
2.1 Crossing pipes, not connected 3.3 Valve, three-way
2.2 Crossing pipes, connected 3.4 Non-return valve (flap), straight
2.3 Tee pipe 3.5 Non-return valve (flap), angle
2.4 Flexible pipe 3.6 Non-return valve (flap), straight

screw down
2.5 Expansion pipe (corrugated) gen- 3.7 Non-return valve (flap), angle,
eral screw down
2.6 Joint, screwed 3.8 Safety valve
2.7 Joint, flanged 3.9 Angle safety valve
2.8 Joint, sleeve 3.10 Self-closing valve
2.9 Joint, quick-releasing 3.11 Quick-opening valve
2.10 Expansion joint with gland 3.12 Quick-closing valve

Description
2.11 Expansion pipe 3.13 Regulating valve
2.12 Cap nut 3.14 Ball valve (cock)
D50065-03 EN 1 (11)

Symbols for piping
3.15 Butterfly valve 3.37 3/2 spring return valve contr. by

solenoid
3.16 Gate valve 3.38 Reducing valve (adjustable)
3.17 Double-seated changeover valve 3.39 On/off valve controlled by solenoid

and pilot directional valve and with
spring return
3.18 Suction valve chest 4. CONTROL AND REGULATION PARTS
3.19 Suction valve chest with non- 4.1 Fan-operated

return valves
3.20 Double-seated changeover valve, 4.2 Remote control
straight
3.21 Double-seated changeover valve, 4.3 Spring
angle
3.22 Cock, straight through 4.4 Mass
3.23 Cock, angle 4.5 Float
3.24 Cock, three-way, L-port in plug 4.6 Piston
3.25 Cock, three-way, T-port in plug 4.7 Membrane
3.26 Cock, four-way, straight through in 4.8 Electric motor

plug
3.27 Cock with bottom connection 4.9 Electromagnetic
3.28 Cock, straight through, with bot- 4.10 Manual (at pneumatic valves)
tom conn.
3.29 Cock, angle, with bottom connec- 4.11 Push button
tion
3.30 Cock, three-way, with bottom 4.12 Spring
connection
3.31 Thermostatic valve 4.13 Solenoid
3.32 Valve with test flange 4.14 Solenoid and pilot directional valve
3.33 3-way valve with remote control 4.15 By plunger or tracer

(actuator)
3.34 Non-return valve (air) 5. APPLIANCES
3.35 3/2 spring return valve, normally 5.1 Mudbox

closed
Description
3.36 2/2 spring return valve, normally 5.2 Filter or strainer

closed
2 (11) D50065-03 EN
Symbols for piping

5.3 Magnetic filter 6. FITTINGS
5.4 Separator 6.1 Funnel / waste tray
5.5 Steam trap 6.2 Drain
5.6 Centrifugal pump 6.3 Waste tray
5.7 Gear or screw pump 6.4 Waste tray with plug
5.8 Hand pump (bucket) 6.5 Turbocharger
5.9 Ejector 6.6 Fuel oil pump
5.10 Various accessories (text to be 6.7 Bearing

added)
5.11 Piston pump 6.8 Water jacket
5.12 Heat exchanger 6.9 Overspeed device
5.13 Electric preheater 7. READING INSTR. WITH ORDINARY DESIGNATIONS
5.14 Air filter 7.1 Sight flow indicator
5.15 Air filter with manual control 7.2 Observation glass
5.16 Air filter with automatic drain 7.3 Level indicator
5.17 Water trap with manual control 7.4 Distance level indicator
5.18 Air lubricator 7.5 Recorder
5.19 Silencer
5.20 Fixed capacity pneumatic motor

with direction of flow
5.21 Single acting cylinder with spring
returned
5.22 Double acting cylinder with spring
returned
5.23 Steam trap
Description
D50065-03 EN 3 (11)
Symbols for piping
List of Symbols
General
Pipe dimensions and piping signature
Pipe dimenesions
A : Welded or seamless steel pipes. B : Seamless precision steel pipes or Cu-pipes.
Normal Outside Wall Stated: Outside diameter and wall thickness i.e. 18 x 2
Diameter Diameter Thickness Piping
DN mm mm
: Built-on engine/Gearbox
: Yard supply
Items connected by thick lines are built-on engine/ gearbox.
15 21.3 In accordance
20 26.9 with classifica-
25 33.7 tion or other
32 42.4 rules
40 48.3
50 60.3
65 76.1
80 88.9
90 101.6
100 114.3
125 139.7
150 168.3
175 193.7
200 219.1
Description
4 (11) D50065-03 EN
General
Symbols for piping

Pump, general DIN 2481 Ballcock
Centrifugal pump DIN 2481 Cock, three-way, L-port
Centrifugal pump with electric DIN 2481 Double-non-return valve DIN 74.253
motor
Gear pump DIN 2481 Spectacle flange DIN 2481
Screw pump DIN 2481 Spectacle flange, open DIN 2481
Screw pump with electric DIN 2481 Spectacle flange, closed DIN 2481
motor
Compressor ISO 1219 Orifice
Heat exchanger DIN 2481 Flexible pipe
Electric pre-heater DIN 2481 Centrifuge DIN 28.004
Heating coil DIN 8972 Suction bell
Non-return valve Air vent
Butterfly valve Sight glass DIN 28.004
Gate valve Mudbox
Relief valve Filter
Quick-closing valve Filter with water trap ISO 1219
Self-closing valve Typhon DIN 74.253
Back pressure valve Pressure reducing valve (air) ISO 1219
Shut off valve Oil trap DIN 28.004
Thermostatic valve Accumulator
Pneumatic operated valve Pressure reducing valve with

pressure gauge
Description
D50065-03 EN 5 (11)
General
Symbols for piping
Specification of letter code for measuring devices

1st letter Following letters
D : Density A : Alarm
E : Electric D : Difference
F : Flow E : Transducer
L : Level H : High
M ; Moisture I : Indicating
P : Pressure L : Low
S : Speed N : Closed
T : Temperature O : Open
V : Viscosity S : Switching, shut down
Z : Position T : Transmitter
X : Failure
(ISO 3511/I-1977(E)) C : Controlling
Z : Emergency/safety acting
The presence of a measuring device on a schematic diagram does not necessarily indicate that the device is included
in our scope of supply.
For each plant. The total extent of our supply will be stated formally.
Description
6 (11) D50065-03 EN
General
Symbols for piping

Specification of ID-no code for measuring signals/devices
1st digit 2nd digit

Refers to the main system to which the signal is related. Refers to the auxillary system to which the signal is rela-
ted.
1xxx : Engine x0xx : LT cooling water
2xxx : Gearbox x1xx : HT cooling water
3xxx : Propeller equipment x2xx : Oil systems (lub. oil, cooling oil, clutch oil, servo oil)
4xxx : Automation equipment x3xx : Air systems (starting air, control air, charging air)
5xxx : Other equipment, not related to the propulsion x4xx : Fuel systems (fuel injection, fuel oil)
plant
x5xx :
x6xx : Exhaust gas system
x7xx : Power control systems (start, stop, clutch, speed,
pitch)
x8xx : Sea water
x9xx : Miscellaneous (shaft, stern tube, sealing)
The last two digits are numeric ID for devices referring to the same main and aux. system.
Where dublicated measurements are carried out, i.e. multiple similar devices are measuring the same parameter, the
ID specification is followed by a letter (A, B, ...etc.), in order to be able to separate the signals from each other.
Description
D50065-03 EN 7 (11)
Symbols for piping
Basic symbols for piping

2237 Spring operated
safety valve
2238 Mass operated Safety

valve
2228 Spring actuator
2284 Float actuator
2229 Mass
2231 Membrane actuator
2230 Piston actuator
2232 Fluid actuator
2223 Solenoid actuator
2234 Electric motor actua-

tor
2235 Hand operated
Basic Symbol
Valves 584 585 593 588 592 590 591 604 605 579
584: Valve general

585: Valve with continuous regulation
593: Valve with safety function
588:Straight-way valve
592: Straight-way valve with continuous regulation
590:Angle valve
591: Three-way valve
604: Straight-way non return valve
605: Angle non-return valve
579: Non-return valve, ball type
Description
8 (11) D50065-03 EN
I - bored
Symbols for piping

L - bored
T - bored
2237 Spring operated

safety valve
2238 Mass operated
Safety valve
2228 Spring actuator
2284 Float actuator
2229 Mass
2231 Membrane actuator
2230 Piston actuator
2232 Fluid actuator
2223 Solenoid actuator
2234 Electric motor

actuator
2235 Hand operated
Basic Symbol
Valves 594 595 586 587 599 600 601 602 607 608 606
594: Straight-way reduction valve

595: Angle reduction valve
586: Gate valve
587: Gate valve with continuous regulation
599: Straight-way cock
600: Angle cock
601: Three-way cock
602: Four-way cock
607: Butterfly valve
608: Butterfly valve with continuous regulation
606: Non-return valve, flap type
Description
D50065-03 EN 9 (11)

Symbols for piping
Miscellaneous 972 Pipe threaded connection
582 Funnel xxx Blind
581 Atomizer Tanks
583 Air venting 631 Tank with domed ends
6.25 Air venting to the outside 771 Tank with conical ends
299 Normal opening/ closing speed yyy Electrical insert heater
300 Quick opening/ closing speed Heat exchanger
613 Orifice with diffuser 8.03 Electrical preheater
612 Orifice 8.08 Heat exchanger
611 Sight glass 792 Nest of pipes with bends
615 Silencer 798 Plate heat exchanger
617 Berst membrane Separators
629 Condensate relief 761 Separator
580 Reducer 764 Disc separator
589 Measuring point for thermo ele- Filters

ment
1298 Air relief valve 669 Air filter
Couplings/ Flanges 671 Fluid filter
167 Coupling Coolers
955 Flanged connection 16.03 Cooling tower
971 Clamped connection 16.06 Radiator cooler

Description
10 (11) D50065-03 EN
Symbols for piping

Chimney Pumps
838 Chimney 708 Centrifugal pump
Expansion joints 697 Piston pump
2285 Expansion bellow 704 Piston pump - radial
4.1 Expansion pipe 700 Membrane pump
4.1.1.1 Loop expansion joint 702 Gear pump
4.1.1.2 Lyra expansion joint 705 Screw pump
4.1.1.3 Lens expansion joint 706 Mono pump
4.1.1.4 Expansion bellow 703 Hand vane pump
4.1.1.5 Steel tube Motors
4.1.1.6 Expansion joint with gland 13.14 Electrical motor AC
Compressors 13.14 Electrical motor AC
716 Piston compressor 13.14 Electrical motor AC
725 Turbo axial compressor 13.15 Electrical motor DC
726 Turbo dial compressor 13.15 Electrical motor DC
720 Roots compressor 13.15 Electrical motor DC
722 Screw compressors 13.15 Electrical motor DC
Ventilators 13.15 Electrical motor DC
637 Fan general 13.15 Electrical motor DC
638 Fan - radial 632 Turbine
639 Fan - axial 633 Piston engine

Description
D50065-03 EN 11 (11)
MAN Diesel & Turbo
Index
Page 1 (1) Operation of engine 501
4104553-3
Contents
of
Table
Description
Operation .................................................................................................................. 501.01 (14)
Out of service ........................................................................................................... 501.05 (09)
Starting-up after repair .............................................................................................. 501.10 (03)
Guidelines for longterm low-load operation on HFO .................................................. 501.15 (03)
Guidelines regarding MAN Diesel GenSets operating on low sulphur fuel oil .............. 501.16 (02)
Operating a diesel engine at low frequency ............................................................... 501.25 (01)
MAN Diesel & Turbo
Description 501.01
Page 1 (4) Operation
Edition 14
L16/24, V28/32S, L21/31, L27/38, L16/24S, L21/31S, L27/38S

Preparations for Starting L16/24, L27/38, L21/31
The following describes what to do before starting
when the engine has been out of service for a
period of time.

1) Check the oil level in the base frame with the dip- The engine must be prelubricated for at least 30
stick. minutes prior to start-up (at the first starting-up,
or if the engine is cold, the engine must be pre
2) Check the oil level in the governor, see Fig 2, with lubricated for at least 60 minutes)
the level indicator on the governor. or
3) Start up the prelubricating pump. check that there is oil coming out at bearings,
pistons and rocker arms.
V28/32S 4) Check prelubricating oil pressure at inlet to filter,
inlet of the engine and inlet turbocharger on the
monitoring box display according to the data and
setpoints sheet.

The engine must be prelubricated for at least 5 5) Open the cooling water supply.
minutes prior to start-up.
6) Check the cooling water pressure.
or
check that there is oil coming out at bearings,
pistons and rocker arms.
Figure 2: Governor
Figure 1: Monitoring of temperature/pressure (MTP)
2006.05.08 - Tier I, Stationary

MAN Diesel & Turbo
501.01 Description
Operation Page 2 (4)
Edition 14
L16/24, V28/32S, L21/31, L27/38, L16/24S, L21/31S, L27/38S
To avoid shock effects owing to large tempera-

ture fluctuations just after start, it is recommen-
ded:
1) to preheat the engine. Cooling water at least

60°C should be circulated through the frame
and cylinder head for at least 2 hours before
start:
- by means of cooling water from engines

which are running or by means of a preheater
(if installed).
2) When starting without preheated cooling water,
the engine may only be started on MDO
(Marine Diesel Oil).
Figure 3: Operation box (OB)
11) Open the starting air supply.

12) Check the air pressure on the operating box
When starting on HFO (Heavy Fuel Oil), only item according to the data and setpoints sheet.
a) applies.
Turning of Engine
HFO System
13) Open the indicator valves and turn the engine
7) Open the fuel oil supply. some few revolutions, check that no liquid is flowing
Starting on HFO: circulate preheated fuel through out from any indicator valves during the turning.
the pumps until correct working temperatures have 14) Slow turning must always be carried out, before
been achieved. This normally takes 30-60 minutes. the engine is started after prolonged out of-service-
8) Regulating gear - please check: periods and after overhauls, which may involve a
risk of liquid having collected in the cylinders.
- that all fuel injection pumps are set at index "0" 15) Close the indicator valves.
when the regulating shaft is in STOP position.
Starting
- that each fuel injection pump can be pressed by
hand to full index when the regulating shaft are in 16) Start the engine by activating the start button
STOP position, and that the pumps return automat- on the operation box; push the button until the
ically to the "0" index when the hand is removed. engine ignites, see Fig 3.
Starting Air System

9) Check the pressure in the starting air receiver(s).
10) Drain the starting air system.

MAN Diesel & Turbo
Description 501.01
Page 3 (4) Operation
Edition 14
L16/24, V28/32S, L21/31, L27/38, L16/24S, L21/31S, L27/38S
If the engine have been without prelubrication for When the engine is running the planned mainte-
more than 20 min. it will not be possible to start nance programme and the following should be
the engine (either remote or local). The only pos- checked:
sibility in this case is to activate the emergency
start, located directly on the starter. 25) The lubricating oil pressure must be within the
stated limits and may not fall below the stated mini-
mum pressure. The paper filter cartridges must be
Testing during Running replaced before the pressure drop across the filter
reaches the stated maximum value, or the pressure
See Description 509.05 before operating the control
after the filter has fallen below the stated minimum
panel.
value. Dirty filter cartridges cannot be cleaned for
re-use.
Check the following on the monitoring box accord-
ing to the data and setpoints sheet. 26) The lubricating oil temperature must be kept
within the stated limits indicated on the data and
17) Check the lubricating oil pressure.
setpoints sheet.
18) Check the cooling water pressure.
27) The fuel oil pressure must be kept at the stated
19) Check the fuel oil feed pressure. value.
20) Check that the turbocharger is running. 28) The cylinder cooling water temperature must be
21) Check that the prelubricating oil pump stops kept within the limits indicated on the data and set-
automatically. points sheet.
22) Check that all cylinders are firing, see exhaust 29) The exhaust gases should be free of visible
gas temperatures. smoke at all loads. For normal exhaust tempera-
tures, see the test report from shop and sea trials.
30) Keep the charging air pressure and temperature
under control. For normal values, see the test report
from shop and sea trials.
31) Recharge the starting air receivers to the descri-
Check the stop cylinder (Lambda controller) for bed value.
regulating the shaft works properly, both when 32) To ensure full operational reliability, the condi-
stopping normally and at over speed and shut tion of the engine should be continuously observed
down. so that order for preventive maintenance work can
be carried out before serious break downs occur,
Check that all shutdowns are connected and see also section 502.
function satisfactory.
23) Test the overspeed, see Working Card Stopping

509-01.05. 33) Before stopping, it is recommended to run the
24) Check that all alarms are connected. engine at reduced load, max. 2 min.
34) The engine is stopped by activating the stop
Operation button on the operating box. Please note that the
push button must be activated at least 3 sec.
The engine should not be run up to more than 50% before stop will be activated.
load to begin with, and the increase to 100%
should take place gradually over 5 to 10 minutes.

MAN Diesel & Turbo
501.01 Description
Operation Page 4 (4)
Edition 14
L16/24, V28/32S, L21/31, L27/38, L16/24S, L21/31S, L27/38S
Starting and Stopping on HFO

Starting and stopping of the engine should take
place on HFO in order to prevent any incompatibility
problems on changeover to MDO.
MDO should only be used in connection with main-
tenance work on the engine or before a longer
period of engine standstill.
Before starting on HFO the engine must be properly
preheated as described in "Preparations for Start-
ing" and as described below.
Stopping the engine on HFO is no problem, but it
should be ensured that the temperature of fuel
pipes is not reduced to a level below the pour point
of the fuel. Otherwise reestablishing the circulation
might cause problems.
Starting on MDO
For starting on MDO there are no restrictions
except that lubricating oil viscosity may not be
higher than 1500 cSt (10°C SAE 40).
Initial ignition may be difficult if the engine and ambi-
ent temperatures are lower than 5°C and 15°C
cooling water temperature.

MAN Diesel & Turbo
Description 501.05
Page 1 (3) Out of service
Edition 09

L21/31S, L23/30S, L27/38S
Out of Service 3) Open up all filters to check that filter elements
are intact. Filter cartridges in the lub. oil filter
are to be replaced before start, after repair, or
Stand-by mode after excessive differential pressure. After
During engine standstill in stand-by position the removal, dirty elements can be examined for
media cooling water and fuel oil should be continu- particles of bearing metal at the bottom of the
ously circulated at temperatures similar to the oper- paper lamella (paper elements cannot be used
ating conditions. again).
The prelubricating pump must always run in 4) Lub. oil sump: Empty the oil sump of lubricat-
standby mode. ing oil and check the bottom of the oil sump for
fragments of babbitt from bearings. Remove
Maintenance during standstill the sludge, if not done within a period of one
year. Clean the sump very thoroughly and sub-
In periods during standstill of the engine (not in sequently coat with clean lubricating oil.
stand-by position) it is recommended to start the
5) Automatic lub. oil filter: Remove the complete
prelubricating oil pump for minimum 20 minutes
filter unit from the housing. Dismantle the end
once every week and to turn the engine during the
cover and candle unit. The filter candles are
prelubricating period by 2-3 revolutions.
inspected for possible damages. Replace if
necessary.
Laid-up vessels
6) A lubricating oil sample should be sent to a lab-
During the lay-up period we recommend that our oratory for immediate analysis.
special instructions for preservation of the engines 7) The installed drain fasilities in the exhaust gas
are followed. system must be open.
Work before major repairs Work during repairs

Follow all Working Cards carefully. Carry out all the 8) Crankshaft: Carry out deflection measuring of
measuring and inspection stated on these Working the crankshaft, see "Checking of main bearings
Cards. alignment (Autolog)", Working Card 510-01.00.
1) Make a complete set of recordings of the 9) Turbocharger: If the recordings show that the
engine performance data at MCR load
charging air conditions have changed radically,
2) After stopping the engine, while the oil is still cleaning of turbocharger or charge air cooler or
warm, start the el-driven prelub. pump, open other action should be effected, see separate
up the crankcase and camshaft housings and instruction manual for turbocharger.
check that the oil is flowing freely from all bear-
10) Nuts and bolts: Tighten all nuts and bolts in
ings.
the crankcase, see "Data for torque moment",
After overhaul of pistons, bearings, etc. this
Description 500.40. Also retighten foundation
check should be repeated before starting the
bolts and check the chocks.
engine.
11) Camshaft gear train: Check the various gear
wheels for the camshaft(s).
12) Pneumatic valves: Drain starting air pipes for
condensed water. Check solenoid valve for
overspeed stop and optionally, charge air by-
pass valve and waste gate valve.
Propulsion engines: In case of longer runs
(more than 5 minutes) with the stand-by lub. oil 13) Lub. oil cooler: If the performance records
pump, the lub. oil connection to the turbocharger indicate increased lub oil temperature or pres-
should be closed. Do not forget to open this sure drop, the oil cooler should be dismantled
connection before operation. and cleaned.
2015.03.11
MAN Diesel & Turbo
501.05 Description
Out of service Page 2 (3)
Edition 09

L21/31S, L23/30S, L27/38S
Work after repairs overspeed can be tested by use of a spanner at
the linkage between the actuator and the fuel
14) Cleaning of lubricating oil system: Opening rack.
up the engines external systems can cause
ingress of impurities. If external pipe systems
(lubricating or fuel oil system) have been
opened/repaired etc. flushing/cleaning should
be carried out very carefully before starting the
engine. Further information regarding flushing/
cleaning contact MAN Diesel & Turbo
If overspeed shutdown (SSH 81) are activated,
15) The differential pressure across the lubricating nuts and bolts have to be retightened before the
oil filter must be watched very carefully after engine is started, (Nuts and bolts according to
cleaning and starting- up the engine. Be sure the colomn "Check new/overhauled parts after -
to replace filter cartridges in due time. hours" in the planned maintenance program).
16) After restoring normal prelubricating oil circula-
tion, turn the engine at least two revolutions by 21) Check the actuator as follows: start up the
means of the turning device to check the mov- engine and run it at the synchronous number of
ability of the relevant parts of the engine. revolutions.
17) Close drain cocks in the exhaust gas system if ▪ Speed-setting: before switching-in the alterna-
mounted. tor on the switchboard please check that the
servomotor adjusts the rpm with a suitable
18) Speed control system: Lubricate bearings quickness after actuation of the synchronizer
and rod connections. Disconnect the governor knob on the switchboard. The range from - 5%
and move the rod connections by hand to to + 5% from the synchronous rpm should be
check that friction in the bearings and fuel tested.
injection pump is sufficiently low. Checks which
should be made just before starting the engine ▪ Adjustment speed: switch in the alternator on
are mentioned under "Operation", see Descrip- the switchboard and set the load to about 40%.
tion 501.01 On reaching normal oil temperatures in actuator
and engine increase the load instantly to about
19) Cooling water system: Add cooling water, 80% (by starting a major pump or compressor).
keep the system under pressure and check for This must not cause the frequency to fall by
leakages at cylinder liner and cylinder head more than some 8%, and the engine must
sealings and at the cooling water joints. return to a constant no. rpm after about 3 sec-
Do not forget to add cooling water treatment onds (although this rpm will be a little lower than
additives. before owing to the speed drop of the actuator).
20) Checks to be made just before starting the If the engine is operated in parallel with other
engine are described under 501.01. engines, an even sharing of the load must be
established within about 3 seconds. If the
actuator reacts too slowly, compensating
Check of speed control system
adjustment is effected as indicated in the actua-
tor's instruction manual (Compensating Adjust-
ment).
At starting-up after an overhaul the overspeed

shutdown must be testet at correct setpoint
after the following has been done:
It is a condition for this test that the engine and
a) Start the engine and keep it at no load.
turbocharger are in perfect operating condition,
b) Overspeed is tested by setting the overspeed
so that possible sources of error can be elimina-
test active at the display module. Overspeed will
ted immediately.
occur at 85% of nominal speed. Alternatively
2015.03.11
MAN Diesel & Turbo
Description 501.05
Page 3 (3) Out of service
Edition 09

L21/31S, L23/30S, L27/38S
▪ Hunting: run the engine at synchronous rpm,
and without load. Provided that the actuator oil
is warm, the regulating lever must not perform
any major periodical movements, and neither
must there be any variation in the engine speed.
If that is the case, readjustment of the actuator
according to the actuator instruction manual.
▪ Speed drop: in case of unsatisfactory load
sharing between two or more engines this can
be rectified by increasing the speed drop of the
engine that is subject to the greatest load (or by
reducing the setting of the other engines).
The setting should normally not be increased
beyond the "max" value (stated below) on the scale,
and satisfactory parallel operation can generally be
obtained at settings "normal range" (stated below).
Setting "Default" stated below can be used in most
cases.
2015.03.11
MAN Diesel & Turbo
Description 501.10
Page 1 (2) Starting-up after Repair
Edition 03
L16/24, V28/32S, L21/31, L27/38, L28/32DF, L23/30DF, L16/24S, L21/31S,

L27/38S
Starting-up after Repair
The following enumerated checks are to be made
immediately after starting and during load increase.
The overspeed setting should be according to

"Operation data & set points", 500.30.
In the following it is assumed that the engine has To be Checked during Starting-up, but
been out of service for some time due to repairs only if Required after Repairs or
and that checks during out of service periods Alterations
have been carried out as described in the previ-
ous chapter. 6) If the condition of the machinery is not well-
known, especially after repairs or alterations,
the "feel-over sequence" should always be fol-
lowed, i.e.:
When starting up after repair, the following checks
must be made, in the order stated in addition to Begin the starting-up sequence at a reduced engine
normal surveillance and recording. speed, e.g. 400 rpm, until it can be known for cer-
tain that there are no hot spots in the crankcase.
Then increase the speed to the normal rpm.
After 5, 15 and 30 minutes idle running, open the
crankcase and the camshaft housing and perform
feel-over on the surfaces of all moving parts where
friction may arise and cause undue heating.
After completing the starting-up sequence, make
sure that all fuel injection pumps are set at the Feel: main bearings, big-end bearings, alternator
same index and that the governor can cause all bearings, and camshaft bearings, cylinder liners,
fuel pumps to move to "0" index. roller guides and gear wheels.
After the last feel-over, repeat check 1) on page
501.05, see also "Ignition in Crankcase" on page
To be Checked Immediately after Starting 503.04 in section 503.
1) Check that the turbocharger is running. After repair or renewal of cylinder liners, piston rings
2) Check that the lubricating oil pressure is in or bearings, allowance must be made for a running-
order. in period, i.e. the engine load should be increased
gradually as indicated in the tables below. The
3) Check that all cylinders are firing (see exhaust
engine output is determined on the basis of the fuel
temperatures).
index and the load on the electric switchboard. The
4) Check that everyting is normal for the engine turbocharger speed gives some indication of the
speed, fuel oil, cooling water and system oil. engine output, but is not directly proportional to the
5) Check by simulation of the overspeed shut output throughout the service period.
down device that the engine stops, see work The load increase during the starting-up sequence
card 509-01.05. may, for instance, be:
▪ 25 % load for 2 hours
▪ 100 % load may be put on
2015.04.29
MAN Diesel & Turbo
501.10 Description
Starting-up after Repair Page 2 (2)
Edition 03
L16/24, V28/32S, L21/31, L27/38, L28/32DF, L23/30DF, L16/24S, L21/31S,

L27/38S
For loads: see the fuel pump index on the testbed
figures in section 502.
The pump index indicated in the tables has been
given as a percentage of the index at full load. To
enable the index to be read directly off the fuel
pumps the following formula can be employed:
IF = Index at full load (from testbed table)

I% = Index expressed as % of full load index (stated
in the preceding starting-up sequence).
Following the alteration of the pump index of the
one or two cylinders concerned it must be checked
that when in the STOP position the governor is able
to move all the fuel pumps to an average pump
index not exceeding 2 or 3, thus excluding the pos-
sibility of racing of the engine when the propeller is
declutched.
2015.04.29
MAN Diesel & Turbo
Description 501.15
Page 1 (2) Guidelines for Longterm Low-Load Operation on HFO
Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38, L16/24S, L21/31S, L23/30S, L27/38S,

L28/32S
Part load/low load operation
Figure 1: Low-load operation

nels and combustion air channels, combustion
In certain ship and power station operation modes chambers and turbocharger. HFO-operation at
the diesel generating sets are exposed to part loads lower than 20% MCR should therefore only
load/low load operation. take place within certain time limitations according
to the curves.
During manoeuvring of the ship all diesel generating
sets are often started up for safety reasons, result- After a certain period of HFO-operation at loads
ing in low load operation of all the engines. During lower than 20% MCR, a change to MDO should
harbour stay one diesel generator could be low-loa- take place in order to prevent further retardation of
ded when only hotel purposes are consuming elec- the engine performance condition. Alternatively, the
tricity. engine load should be raised to 70% MCR over a
period of 15 minutes and maintained here for some
Island mode operation of diesel generating sets in time in order to burn off the carbon deposits, thus
power stations is frequently exposed to low load re-establishing adequate performance condition.
operation like on a ship. After such a "clean burning period" low load opera-
At part load/low load it is important to maintain con- tion on HFO can be continued.
stant media temperatures, i.e. for cooling water, However, the operator must be aware of the fact
lubricating oil and fuel oil in order to ensure ade- that fouling in the combustion air inlet channels, if
quate combustion chamber temperature and thus any, will not be cleaned at high load operation.
complete combustion. Extensive low load running can therefore result in
At loads lower than 20% MCR there is a risk of time the need for manual cleaning of the combustion air
dependant retardation of the engine performance inlet channels.
condition due to fouling of the exhaust gas chan-
2008.05.12
MAN Diesel & Turbo
501.15 Description
Guidelines for Longterm Low-Load Operation on HFO Page 2 (2)
Edition 03

L28/32S
If special application conditions require continuous
HFO-operation at loads lower than 20% MCR and
occasionally performed "clean-burning" periods are
inconvenient or impossible, special equipment and
arrangements must be established.
2008.05.12
MAN Diesel & Turbo
Description Guidelines regarding MAN Diesel & Turbo GenSets 501.16
Page 1 (1)
operating on low sulphur fuel oil Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF

General When operating on MDO/MGO a larger leak oil
amount from fuel oil injection pumps and fuel oil
Exhaust emissions from marine diesel engines have injection valves can be expected compared to oper-
been the focus of recent legislation. Apart from ation on HFO.
nitrous oxides (NOx), sulphur oxides (SOx) are con-
sidered to be the most important pollution factor. A In order to carry out a quick change between HFO
range of new regulations have been implemented and MDO/MGO the change over should be carried
and others will follow (IMO, EU Directive, and out by means of the valve V1-V2 installed in front of
CARB). These regulations demand reduction of the engine.
SOx emissions by restricting the sulphur content of For the selection of the lubricating oil the same
the fuel. That is to say sulphur limits for HFO as well applies as for HFO. For temporary operation on dis-
as mandatory use of low sulphur distillate fuels for tillate fuels including low sulphur distillates nothing
particular applications. This guideline covers the has to be considered. A lubricating oil suitable for
engine related aspects of the use of such fuels. operation on diesel fuel should only be selected if a
distillate fuel is used continuously.
Low sulphur HFO
From an engine manufacturer’s point of view there
is no lower limit for the sulphur content of HFO. We
have not experienced any trouble with the currently
available low sulphur HFO, that are related to the
sulphur content or specific to low sulphur HFO. This
may change in the future if new methods are
applied for the production of low sulphur HFO
(desulphurization, uncommon blending compo-
nents). MAN Diesel & Turbo will monitor develop-
ments and inform our customers if necessary.
If the engine is not operated permanently on low
sulphur HFO, then the lubricating oil should be
selected according to the highest sulphur content
of the fuels in operation.
Low sulphur distillates

In general our GenSet is developed for continuous
operation on HFO as well as on MDO/MGO. Occa-
sionally changes in operation mode between HFO
and MDO/MGO are considered to be within normal
operation procedures for our engine types and do
thus not require special precautions.
Running on low sulphur fuel (< 0.1% S) will not
cause problems, but please notice the following
restrictions:
In order to avoid seizure of the fuel oil injection
pump components the viscosity at engine fuel oil
inlet must be > 2 cSt. In order achieve this it may be
necessary to install a fuel oil cooler, when the
engine is running on MGO. This is both to ensure
correct viscosity and avoid heating up the service
tank, which is important as the fuel oil injection
pumps are cooled by the fuel.
2010.04.19
MAN Diesel & Turbo
Description 501.25
Page 1 (1) Operating a diesel engine at low frequency
Edition 01

Description
Figure 1: Power curve for 50/60 Hz engines.

At land-based power stations the diesel generator Maximum output should be lowered with the same
is often connected to a common eletrical grid with percentage as the frequency/speed drop.
more than one power producer. If the engine is controlled by an automatic power
Further the diesel engine is often small compared to management system, the program of the system
the rest of the grid. Under these circumstances the should take care of this output reduction.
diesel engine cannot control the frequency of the In case of no automatic power management, the
grid, because the other producers are dominating. output reduction must be performed manually by
If the diesel engine is delivering full 100% power at the operator.
lower speed (lower frequency), this is equal to over- Furthermore, it is not advisable to operate the alter-
load on the engine. Thus, if the engine is designed nator at frequency lower than 6% under nominel
for 50 Hz at 750 rpm and the actual running condi- frequency.
tions are 100%, 45 Hz (675 rpm), this corresponds
to 10% overload. The alternator over/under frequency protection is
normally:
Running the diesel engine at overload condition for
a long period is not recommendable, it will damage fN ± 6%, 5 sec delay
the engine and is therefore not acceptable. Such Fig. 1 shows a power curve for 50/60 Hz engines.
operating will immediately interrupt all guarantee
obligations on the engine from MAN Diesel & Turbo.
Therefore it is advisable to reduce the allowable
max output of the diesel generator, in case of lower
frequency/speed.
1997.12.22
MAN Diesel & Turbo
Index
Page 1 (1) Performance and condition 502
4104553-3
Contents
of
Table
Description
Engine performance and condition ............................................................................ 502.01 (08)
Evaluation of readings regarding combustion condition ............................................. 502.02 (04)
Condensate amount ................................................................................................. 502.05 (05)
Work card
Engine performance and condition ............................................................................ 502-01.00 (11)
Check of leakages from inspection holes .................................................................. 502-05.00 (03)
Acceptance test protocol

Acceptance test protocol ..........................................................................................
MAN Diesel & Turbo
Description 502.01
Page 1 (3) Engine Performance and Condition
Edition 08
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S
Performance data and engine condition Reduction of the charge air pressure results in a
corresponding reduction of the compression pres-
During operation small changes in the engine condi- sure and max. combustion pressure.
tion take place continuously as a result of combus-
tion, including fouling of airways and gasways, for- When checking the max. pressure adjustment of
mation of deposits, wear, corrosion, etc. If continu- the engine, it is therefore to be ensured that the
ously recorded, these changes in the condition can existing charge air pressure is correct. Is not avaia-
give valuable information about the operational and ble for L16/24.
maintenance condition of the engine. Continuous
observation can contribute to forming a precise and Fuel injection pump
valuable basis for evaluation of the optimum opera-
The amount of fuel injected is equivalent to the sup-
tion and maintenance programmes for the individual
plied energy and is thus an expression of the load
plant.
and mean effective pressure of the engine. The fuel
pump index can therefore be assumed to be pro-
Engine performance data portional to the mean pressure. Consequently, it
If abnormal or incomprehensible deviations in oper- can be assumed that the connected values of the
ation are recorded, expert assistance in the evalua- pump index are proportional to the load.
tion thereof should be obtained. The specific fuel consumption, SFOC (measured by
We recommend taking weekly records of the most weight) will, on the whole, remain unchanged
important performance data of the engine plant. whether the engine is operating on HFO or on
During recording (working card 502-01.00 can be MDO, when considering the difference in calorimet-
used) the observations are to be compared continu- ric heat value. However, when operating on HFO,
ously in order to ascertain alterations at an early the combination of density and calorific value may
stage and before these exert any appreciable influ- result in a change of up to 6% in the volumetric
ence on the operation of the plant. consumption at a given load. This will result in a
corresponding change in the fuel pump index, and
As a reference condition for the performance data, attention should be paid to this when adjusting the
the testbed measurements of the engine or possibly overload preventive device of the engine.
the measurements taken during the sea trial on the
delivery of the ship can be used. If considerable To avoid overloading of the engine the charge air
deviations from the normal conditions are observed, pressure and turbine speed recorded at the shop
it will be possible, in a majority of cases, to diag- test should not be exceeded.
nose the cause of such deviations by means of a At the Power Control Synchronizing (PCS) panel in
total evaluation and a set of measurements, after the engine control room it is possible to reduce the
which possible adjustment/overhauls can be deci- load by adjusting the setting for maximum MCR
ded on and planned. load limit.
Abrasive particles in the fuel oil result in wear of fuel
Evaluation of performance data injection pumps and fuel valve nozzles. Effective
treatment of the fuel oil in the purifier can keep the
Air cooler content of abrasive particles to a minimum. Worn
fuel injection pumps will result in an increase of the
Fouling of the air side of the air cooler will manifest index on account of an increased loss in the pumps
itself as an increasing pressure drop, lower charge due to leakage.
air pressure and an increased exhaust/charge air
When evaluating operational results, a distinction is
temperature level (with consequential influence on
to be made between changes which affect the
the overhaul intervals for the exhaust valves).
whole engine (all cylinder units) and changes which
An increase in ambient air temperature involves a occur in only one or a few cylinders.
corresponding increase in the exhaust gas temper-
Deviations occuring for a few cylinders are, as a
ature level by a ratio of about 1:1.5, i.e. 1°C higher
rule, caused by malfunctioning of individual compo-
charge air temperature causes about 1.5°C higher
nents, for example a fuel valve with a too low open-
exhaust gas temperature.
2014.06.06
MAN Diesel & Turbo
502.01 Description
Engine Performance and Condition Page 2 (3)
Edition 08
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S
ing pressure, blocked nozzle holes, wear or other Abrasive particles in the fuel oil involve heavier wear
defects, an inlet or exhaust valve with wrongly of the fuel valve needle, seat, and fuel nozzle holes.
adjusted clearance, burned valve seat, etc. Therefore, abrasive particles are to the greatest
possible extent to be removed at the purification.
Turbochargers
Fouling of the turbine side of the turbocharger will,
Exhaust valves
in its first phase, manifest itself in increasing turbo- The overhaul intervals for exhaust valves is one of
charger revolutions on account of increased gas the key parameters when the reliability of the entire
velocity through the narrowed nozzle ring area. In engine is to be judged. The performance of the
the long run, the charging air quantity will decrease exhaust valves is therefore extremely informative.
on account of the greater flow resistance through Especially under unfavourable conditions, fuel quali-
the nozzle ring, resulting in higher wall temperatures ties with a high vanadium and sodium content will
in the combustion chambers. promote burning of the valve seats. Combinations
Service experience has shown that the turbine side of vanadium and sodium oxides with a corrosive
is exposed to increased fouling when operating on effect will be formed during combustion. This adhe-
HFO. sive ash may, especially in the event of increased
The rate of fouling and thereby the influence on the valve tem-peratures, form deposits on the seats. An
operation of the engine is greatest for small turbo- increasing sodium content will reduce the melting
chargers where the flow openings between the point and thereby the adhesive temperature of the
guide vanes of the nozzle ring are relatively small. ash, which will involve a greater risk of deposits.
Deposits occur especially on the guide vanes of the This condition will be especially unfavourable when
nozzle ring and on the rotor blades. In the long run, the na/va weight ratio increases beyond 1:3.
fouling will reduce the efficiency of the turbocharger The exhaust valve temperature depends on the
and thereby also the quantity of air supplied for the actual maintenance condition and the load of the
combustion of the engine. A reduced quantity of air engine. With correct maintenance, the valve tem-
will result in higher wall temperatures in the com- perature is kept at a satisfactory low level at all
bustion spaces of the engine. loads. The air supply to the engine (turbocharger/air
Detailed information and instructions regarding cooler) and the maximum pressure adjustment are
water washing of the turbocharger are given in the key parameters in this connection.
instruction manual. It is important for the functioning of the valves that
the valve seats are overhauled correctly in accord-
Fuel valves ance with our instructions.
The use of rotocaps ensures a uniform distribution
Assuming that the fuel oil is purified effectively and
of temperature on the valves.
that the engine is well-maintained, the operational
conditions for the fuel valves and the overhaul inter-
vals will not normally be altered essentially when Air inlet valves
operating on HFO. The operational conditions of the air inlet valves are
If, for any reason, the surface temperature of the not altered substantially when using residual fuel.
fuel valve nozzle is lower than the condensation
temperature of sulphuric acid, sulphuric acid con- Fuel injection pumps
densate can form and corrosion take place (cold
corrosion). The formation of sulphuric acid also Assuming effective purification of the fuel oil, the
depends on the sulphur content in the fuel oil. operation of the fuel injection pumps will not be very
much affected.
Normally, the fuel nozzle temperature will be higher
than the approx. 180°C at which cold corrosion The occurrence of increasing abrasive wear of
starts to occur. plunger and barrel can be a consequence of insuffi-
cient purification of the fuel oil, especially if a fuel
which contains residues from catalytic cracking is
used. Water in the fuel oil increases the risk of cavi-
2014.06.06
MAN Diesel & Turbo
Description 502.01
Page 3 (3) Engine Performance and Condition
Edition 08
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S
tation in connection with pressure impulses occur-
ring at the fuel injection pump cut-off. A fuel with a
high asphalt content has deteriorating lubricating
properties and can, in extreme cases, result in
sticking of the fuel injection pump plungers.
Engine room ventilation, exhaust system

Good ventilation of the engine room and suitable
location of the fresh air intake on the deck are
important. Sea water in the intake air might involve
corrosive attack and influence the overhaul intervals
for the exhaust valves.
The fresh air supply (ventilation) to the engine room
should correspond to approximately 1.5 times the
air consumption of the engines and possible boilers
in operation. Under-pressure in the engine room will
involve an increased exhaust temperature level.
The exhaust back-pressure measured after the tur-
bochargers at full load must not exceed 300 mm
water column. An increase in the exhaust back-
pressure will also cause an increased exhaust valve
temperature level, and increased fuel consumption.
2014.06.06
MAN Diesel & Turbo
Description Evaluation of Readings Regarding Combustion 502.02
Page 1 (1)
Condition Edition 04

L21/31S, L23/30S, L27/38S, L28/32S
Evaluation of readings
2014.06.06
MAN Diesel & Turbo
Description 502.05
Page 1 (4) Condensate amount
Edition 05

L16/24S, L21/31S, L23/30S, L27/38S
Basic principles
Air contains water in extremely fine distribution - as
water vapor. During compression and cooling of air
some of this water will separate from the air. This
applies to the compression and cooling of the
charge air by the turbocharger and charge air
cooler and it applies to the behavior of compressed
air in pressure vessels. The condensate volume
increases
▪ with increasing air temperature,
▪ with increasing air humidity,
▪ as the charge air pressure increases and
▪ as the charge air temperature falls.
After the charge air cooler, i.e. in the charge air
pipe, 1.000 kg of water per hour may be produced
under certain circumstances. This is due to the
great volumes of air and the relatively high charge
air pressures. At tropical temperatures the effect is
even greater.
Therefore it is important, that condensate drain
always operates properly to minimize the con-
densed water quantity in the engine.
The amount of water produced in compressed air
pressure vessels is much less. For pressure vessels
with 4 m³ volume this amount hardly ever exceeds
5 kg per charge.
Drainage
Condensate drain must always operate properly.
Compressed air pressure vessels must be
drained after they are filled and before use.
2014.10.03
MAN Diesel & Turbo
502.05 Description
Condensate amount Page 2 (4)
Edition 05

L16/24S, L21/31S, L23/30S, L27/38S
Nomogram for calculating the condensed
water quantity
By means of the nomogram in figure 1 the water
quantity which arises during the compressing and
cooling of air in the charge air pipe or in a pressure
vessel can be determined. The principles of the pro-
cedure are described using two examples.
Figure 1: Nomogram for establishing the condensed water quantity in the charge air pipes and compressed air tanks
2014.10.03
MAN Diesel & Turbo
Description 502.05
Page 3 (4) Condensate amount
Edition 05

L16/24S, L21/31S, L23/30S, L27/38S
Example 1 - Establishing the water volume
produced in the charge air pipe
1. Step Ambient temperature 35 ℃
relative humidity 90%
In the diagram this results in point of intersection
I,
i.e. the original water content with 0.032 kg water/kg air
Step 2 Charge air temperature after cooler 50 ℃
Charge air pressure (Overpressure) 3.0 bar
II,
i.e. the reduced water content with 0.018 kg water/kg air
3. Step The difference between I and II is the condensed water quantity A:
A = I – II = 0.032 – 0.018 = 0.014 kg water/kg air
4. Step The quantity of water QA that accumulates per hour is obtained by multiplying the above by the
engine output and specific air throughput:
Engine output P 1260 kW
specific air flow ratee* 8.0 kg/kWh
QA = A ∙ P ∙ Ie = 0.014 ∙ 1260 ∙ 8.0 = 141.1 kg water/h
* The specific air throughput depends upon the type of engine and the engine load. Approximate determination of the
condensed water quantity can use the following approximate values:
Four-stroke engines Approx. 7.0 ... 8.0 kg/kWh,
2014.10.03
MAN Diesel & Turbo
502.05 Description
Condensate amount Page 4 (4)
Edition 05

L16/24S, L21/31S, L23/30S, L27/38S
Example 2 - Establishing the water volume
arising in a pressure vessel
1. Step Ambient temperature 35°C,
relative humidity 90%.
I,
i.e. the original water content with 0.032 kg water/kg air.
2. Step Temperature T of the air in the pressure vessel 40 °C = 313 K,
Pressure in the pressure vessel (overpressure) pü 30 bar, corresponding to
absolute pressure Pabs 31 bar or 31 · 105 N/m2

III,
i.e. the reduced water content with 0.002 kg water/kg air.
3. Step The difference between I and III is the condensed water quantity B:
B = I – III = 0.032 – 0.002 = 0.03 kg water/kg air.
4. Step Multiplying by the air mass m in the pressure vessel produces the water volume QB, which ari-
ses when filling the pressure vessel:
QB = B·m
m is calculated as follows:
In this equation:
The absolute pressure in the pressure vessel pabs 31∙105 N/m2
Volume of the pressure vessel V 4.000 dm3 = 4 m3,

Gas constant for air R 287 Nm/kg ⋅ K,
Temperature T of the air in the pressure vessel 40 °C = 313 K.
Resulting in the following

QB = B · m = 0.03 · 138 kg = 4.14 kg water
2014.10.03
MAN Diesel & Turbo
Work Card 502-01.00
Page 1 (3) Engine Performance Data
Edition 11
L27/38, L21/31, L16/24
Safety precautions Special tools
Engine stopped Plate No. Item No. Note

Shut-off starting air 52002 138 only for L21/31, L27/38
52002 498 only for L27/38
Shut off cooling water
Shut off fuel oil
Shut-off cooling oil
Stop lub. oil circulation
Press Blocking - Reset
Short Description
Measurements of engine performance data.
Starting Position Hand Tools

Engine is running.
Related Procedure
Qualified Manpower Replacement and wearing parts

Duration in h : 1 Plate No. Item No. Quantity
Number : 1
Data
Data for pressure and tolerance (Page 500.35)
Data for tightening torque (Page 500.40)
Declaration of weight (Page 500.45)
2012.01.23. - ES0
MAN Diesel & Turbo
502-01.00 Work Card
Engine Performance Data Page 2 (3)
Edition 11
L27/38, L21/31, L16/24
Health Risk!
Health Risk!
Due to vibrations during engine operation, espe-

tidy!
2012.01.23. - ES0
MAN Diesel & Turbo
Work Card 502-01.00
Page 3 (3) Engine Performance Data
Edition 11
L27/38, L21/31, L16/24
Diagram
2012.01.23. - ES0
MAN Diesel & Turbo
Work Card 502-05.00
Page 1 (3) Check of Leakages from Inspection Holes
Edition 03
L21/31

Shut-off starting air
Shut off fuel oil
Short Description
Check of leakages from inspection holes.
Related Procedure

Duration in h : 1/4 Plate No. Item No. Quantity
Number : 1
Data
2003.06.30 - ES0
MAN Diesel & Turbo
502-05.00 Work Card
Check of Leakages from Inspection Holes Page 2 (3)
Edition 03
L21/31
Description
1) Leakages from cylinder head, see fig.1.
If Then
Water leaks from the inspec- The O-ring on the top of the
tion hole liner has to be replaced
Gas leaks from the inspec- The sealing ring cylinder
tion hole head/liner has to be replaced
Figure 1: Inspection holes in the cylinder unit

2) Leakages from HT cooling water pump, see
fig.2.
If Then
Water leaks from the inspec- Check the rotating sealing
tion hole
3) Leakages from LT cooling water pump, see

fig.2.
If Then
Water leaks from the inspec- Check the rotating sealing
tion hole
2003.06.30 - ES0
MAN Diesel & Turbo
Work Card 502-05.00
Page 3 (3) Check of Leakages from Inspection Holes
Edition 03
L21/31
Figure 2: Inspection holes in the front-end box
2003.06.30 - ES0
MAN Diesel & Turbo
Engine no. Date:

E403340251 Acceptance test protocol 04.10.2015
2.Genset specification
Engine Model L 21/31 S
No. of cylinder 9
Diameter of cylinder 210 mm
Stroke of piston 310 mm
Rated output 1882 kWmech
Main data for
Rated speed 1000 RPM
diesel engine
Max firing pressure 200 Bar
Mean effective pressure 24 Bar
Compression ratio 15.5:1
Direction of rotation Clockwise
Camshaft lift 11.05 mm
Maker T D Power Systems Limited
Type TD 110
Serial no. T-02738
Output capacity 2351 KVA / 1881 kW
Main data for Efficiency, Cos. Φ = 1.0 25% / 50% / 75% / 100% / 110%
alternator 92.6 % / 95.2 % / 96 % / 95 % / 95
Voltage 6600 V
Current 206 A ( Full load )
Frequency 50 Hz
AVR serial no. H011328041
Maker MAN Diesel & Turbo
Main data for
Type TCR 18-40025
turbocharger
Serial no. 7034880
Maker Woodward
Main data for
Actuator type UG Actuator
governor
Actuator serial no. 19169998
Display module firmware version: NA
Engine control Display module software version: NA
system Control module firmware version: NA
Control module software version: NA
Name HSD ( MGO)
Density 0.825
Fuel oil @ FAT
Viscosity 2.33 mm^2 / s
Lower calorific value 43020 KJ/Kg
Name Mobilgard 412
Lubrication oil @
Density at 15 °C 897.3 Kg/m^3
FAT
Kinematic viscosity at 40°C 139.2 CSt
Page 4 of 31
MAN Diesel & Turbo
Index
Page 1 (1) Trouble Tracing 503
4104553-3
Contents
of
Table
Description
Starting failures ......................................................................................................... 503.01 (02)
Faults in fuel oil system ............................................................................................. 503.02 (05)
Disturbances during running ..................................................................................... 503.03 (06)
Ignition in crankcase ................................................................................................. 503.04 (03)
Trouble shooting guide for centrifugal by-pass filter .................................................. 503.05 (03)
Trouble shooting guide for air starter ......................................................................... 503.06 (05)
Trouble shooting for cooling water system ................................................................ 503.09 (03)
Trouble shooting for lubricating oil cooler .................................................................. 503.10 (01)
Trouble shooting / electrical failures .......................................................................... 503.20 (08)
MAN Diesel & Turbo
Description 503.01
Page 1 (1) Starting Failures
Edition 02
L27/38, L21/31, L16/24, V28/32S, L28/32DF, L23/30DF, L16/24S, L21/31S,

L27/38S
Starting failures
Trouble Possible cause Troubleshooting
Engine turns as soon as shutoff valve is Faults in electrical system. Check electrical parts.
opened, without start button being
activated.
Engine does not turn when start button Air pressure in starting air receiver too Start compressors, re-charge air
is activated. low. receiver.
Main valve(s) closed. Open valve at receiver and stop valve
interposed in line between receiver and
engine.
Pinion does not engage with the fly- Check the air starter.
wheel.
Air motor runs, pinion engages but Check the air motor for broken shaft-
does not rotate. ing, bearing or clutch jaws, see Work-
ing Card 513-01.30.
Faults in electrical system. Check electrical parts.
Engine turns too slowly or irregularly Worn air motor parts. Remove and disassemble the air
when start button is activated. motor. Examine all parts and replace
any that are worn or damaged. Use the
guidelines for determining unservicea-
ble parts, see Working Card 513-
01.30.
Start valve is sticking in closed posi- Check start valve.
tion.
Low air pressure. Raise the air receiver pressure.
Air starter works, but the drive shaft Clutch or drive shaft broken. Dismantle the air starter and repair it.
does not rotate.
2014.04.28
MAN Diesel & Turbo
Description 503.02
Page 1 (3) Faults in Fuel Oil System
Edition 05

L27/38S
Faults in fuel oil system
Engine turns, but ignition fails. Fuel Sluggish movement of manoeuvering Lubricate and mobilize rod connections
pumps are not actuated. gear. in manoeuvering gear.
Incorrect adjustment of manoeuvering Check rod connection.
gear. Check that fuel pump index corre-
sponds to 'Adjustments after trials' in
testbed chart.
Safety system stop activated. Reset safety system stop.
Piston in Lambda controller is actu- Check that piston is not sticking.
ated. Check that pressure in cylinder is
relieved.
Check that the shutdown trip is not
actuated
Piston in Lambda controller cylinder is Check pressures and temperatures.
actuated due to stop function or fuel lli- Check for faults in shut-down devices.
mitation Check for faults in fuel limitation devi-
ces.
Check adjustment according to Work
Card 509-10.00
Incorrect adjustment of Lambda con- Adjust setting of adjustment screw, see
troller's adjustment screw. Work Card 509-10.00.
Governor setting incorrect. Adjust governor/actuator, see instruc-
tion manual for governor/actuator.
Failures in governor/actuator. Check that governor is working prop-
erly.
For further faults location, see instruc-
tion manual for governor/actuator.
Sticking fuel pumps. Dismantle and clean.

Engine turns, but no fuel is injected Fuel oil service tank empty. Pump oil into the tank.
owing to failure in fuel system.
If Then
Air in the fuel Loosen hexagon
pumps. socket screw on
fuel pumps until air
disappears.
Engine runs, but does not ignite on all Air in fuel valves. Ignition fails on Vent the respec-
cylinders. one or more cylin- tive fuel valves.
ders due to air in
the fuel valves.
2015.10.02
MAN Diesel & Turbo
503.02 Description
Faults in Fuel Oil System Page 2 (3)
Edition 05

L27/38S
Engine runs, but does not ignite on all Air in fuel valves. Ignition fails on Change the fuel
cylinders. one or more cylin- valves and check
ders and no air them for sticking
bubbles appear spindle or broken
spring.
Check for collect-
ing oil on piston
top.
Air appears in the Check stuffing box
entire system and sealing in the
fuel system
Worn-out fuel pump Change fuel pumps
If Then
Pressure before Clean fuel filter.
pumps is too low Check that bypass
valve for feed
pump is not open.
Pressure is still too Increase the fuel
low oil feed pump
pressure

Engine turns, fuel is injected, but igni- Water in the fuel Drain of water and repeat venting of
tion fails. fuel pumps by loosening the hexagonal
socket screw until air disappears.
Fuel valves or nozzles defective Change defective fuel valves, see Work
Card 514-01.10.
If Then
Compression dur- Check intake and
ing start too low. exhaust valve for
tight closing.
Check piston
rings.
Timing of fuel Check fuel cam-
camshaft is incor- shaft adjustment,
rect. see Work Card
507-01.20.
Major alteration of Adjust camshaft,
the fuel demand see Work Card
adjustment of the 507-01.20.
fuel pump timing.
Oil has collected Slow turning to
on piston crown. remove oil. Locate
and change
detective fuel
valve.
2015.10.02
MAN Diesel & Turbo
Description 503.02
Page 3 (3) Faults in Fuel Oil System
Edition 05

L27/38S
First ignitions are too violent. Engine Sluggish movement of manoeuvering Lubricate and mobilize rod connections
runs erratically. gear. and bearings in manoeuvring gear.
Fuel pump index too high Check rod connection in manouevring
gear. Check that governor/actuator is
working properly.
2015.10.02
MAN Diesel & Turbo
Description 503.03
Page 1 (3) Disturbances during running
Edition 06
V28/32S, L21/31, L27/38, L21/31S, L27/38S

Disturbances during running
Exhaust gas temperatures Increased charging air tempera- Clean air coolers, see working card 512-01.00.
increased on all cylinders. ture due to ineffective air coolers.
Fouling of air and gas passages. Clean air and gas passages, see working cards
in section 512.
Insufficient cleaning of fuel oil or Check separator and fuel filters.
changed combustion characteris-
tics.
Wrong maximum combustion Check camshaft adjustment, see working card
pressure /fuel injection timing. 507-01.20.
Poor fuel quality. Change fuel.
Exhaust gas temperature Fuel valve or valve nozzle defec- Overhaul fuel valve, see working card 514-01.10.
increased on one cylinder. tive.
Leaky exhaust valves. Check the valve clearance, see working card
514-01.10
or
Note! This manifests itself by a rise change the leaky valve and recondition the
in the exhaust temperature and exhaust valve, see working card 505-01.05.
failling of the compression and
maximum combustion pressure of If Stopping of the engine is not possible or con-
the respective cylinder. venient.
Then The fuel pump of the cylinder concerned
should be put out of operation by moving the
index to stop and locking it in this position.
Blow-by = leaky combustion Check piston rings, see working card 506-01.35.
chamber. Blow-by means a serious danger of piston seiz-
ure, and the engine must if possible be stopped
and the piston in question pulled. Leaky piston
rings will normally result in heavy excess pres-
sure in the crankcase.
If Stopping of the engine is not possible or con-
venient
Then The fuel pump of the cylinder concerned
should be put out of operation by moving the
index to stop and locking it in this position.
Damaged fuel pump cam. Replace camshaft section, working card
507-01.05.
Exhaust gas temperature decrea- Decreased charging air tempera- Check the thermostatic valve in the cooling
ses on all cylinders. ture. water system, see working card 516-04.00.
Exhaust gas temperature Spindle in fuel valve is sticking. Change and overhaul defective fuel valve, see
decrease on one cylinder. working card 514-10.00.
Fuel pump plunger is sticking or Change fuel pump plunger/barrel assembly, see
leaking. working card 514-10.00.
Cont.
2005.02.21
MAN Diesel & Turbo
503.03 Description
Disturbances during running Page 2 (3)
Edition 06
V28/32S, L21/31, L27/38, L21/31S, L27/38S

Engine speed decreases. Pressure before fuel pumps too Raise fuel oil feed pump pressure to normal.
low. or
check filter, see working card 514-01.15.
Fuel valve defective. Change defective valve, see working card
514-01.10.
Fuel injection pump defective. Change or overhaul.
Water in the fuel. Drain off water from service and setting tanks.
Check fuel oil centrifuge.
Governor defective. See governor manual.
Linkage adjustment wrong
Engine stops. Shut-down for overspeed. Check fuel pumps, see working card 514-10.00.
Check governor, see governor manual.
Check movement of regulating mechanism
Shut-down for low lubricating oil Check pressostat, see working card 509-05.00.
pressure. Check lubricating oil filter, see working card
515-01.10.
Check lubricating oil pump, see working card
515-01.00.
Shut-down for high lubricating oil Check lub. oil flow and pressure,
pressure. see working card 515-01.20.
Clean lubricating oil cooler, see working card
515-06.00.
Shut-down for high HT cooling Check HT system and pumps.
water temperature.
Smoky exhaust. Turbine speed lagging behind Clean turbine(s), see turbocharger manual
engine speed.
Air supply too low. Clean air cooler, see working card 512-01.00.
Clean air filter, see working card 512-35.00.
Clean compressor, see turbocharger manual
Clean turbine, see turbocharger manual
Fuel valves or nozzles defective. Check fuel valves, see working card 514-01.10.
Exhaust valve knocking. Adjusting screw for valve setting Inspect and replace defective parts, see working
clearance loose. Push rod thrust card 508-01.00.
disc damaged.
Rising cooling water temperature. Thermostatic function Check thermostat.
Pump defective Stop the engine and repair the pump.
Decreased flow Check valves.
If The cooling water fitted temperature for the
entire engine has risen to 90-100°C.
Then Open the test cocks (if on the discharge
from cylinders).
Cont.
2005.02.21
MAN Diesel & Turbo
Description 503.03
Page 3 (3) Disturbances during running
Edition 06
V28/32S, L21/31, L27/38, L21/31S, L27/38S

Check whether steam
has developed.
Steam has developed. Stop the engine. Leave
the engine to cool while
the discharge valve is
closed.
After 15 minutes open
the discharge valve a
little to allow the water
to rise slowly in the
cooling jackets.
Check filling at test
cocks.
Lubricating oil pressure fails. Lubricating oil pump defective. Check lubricating oil pump, see working card
515-01.00.
Filters fouled. Clean filter, see working card 515-01.10.
Cooler fouled. Clean cooler, see working card 515-06.00.
If The lubricating oil pressure drops below the
minimum stated before in the Data sheet.
Then Stop the engine: find the cause of the
pressure drop and remedy the defect restarting
the engine.
Note! Feel over 5-15-30 minutes after starting,
and again when full load is achieved.
See section 502.
Alternator (GenSet only) Short circuit Flywheel must be dismounted and guide pin
replaced
2005.02.21
MAN Diesel & Turbo
Description 503.04
Page 1 (2) Ignition in crankcase
Edition 03

L23/30S, L27/38S
Cause
Keep away from doors and relief valves on

crankcase. Do not stay unnecessarily in door-
ways near the doors of the engine room casing.
The complete relief valve has to be replaced after
a crankcase explosion
1. Stop the engine
During running the atmosphere in the crankcase 2. Leave the engine room. Shut doors and keep
contains the same gases (N2-O2-CO2) in the same away from them. Make ready fire-fighting equip-
ment.
proportions as in the ambient air, but an intense
spray of oil drops is slung around everywhere. If
undue friction, and thus heating, arises between
sliding surfaces, or heat is otherwise transmitted to
the crankcase, the heated surface will cause evapo-
ration of the lubricating oil splashed onto it. When
the oil vapours condense they form milky white oil
mist which can ignite. Such ignition may be caused Do not open crankcase until 10 minutes after
by the same "hot spot" that produced the oil mist. If stopping the engine. When opening up, keep
a large quantity of oil mist has developed before clear of possible flames. Do not use naked light
ignition, the burning may cause considerable pres- and do not smoke.
sure rise in the crankcase, forcing the relief valves to
3. Cut off starting air and bleed air pressure from
open. In a few cases, presumably when the whole
system. Set the control panel in "Blocking/Local
crankcase has been filled with oil mist, a subse-
Mode" see description 501.01. Take off all
quent explosion has thrown off the crankcase doors
doors on one side of the crankcase.
and caused fire in the engine room.
4. Locate the hot spot. Powerful lamps should be
Every precaution should therefore be taken to (A)
employed at once (in explosion-proof fittings).
avoid "hot spots" and (B) discover oil mist in time.
Feel over all sliding surfaces (bearings, liners,
pistons, roller guides, etc.).
A Hot spots in crankcase
Look for squeezed-out bearing metal and dis-
Overheating of bearings is a result of inadequate or coloration by heat (blistered paint, burnt oil,
failing lubrication, possibly caused by pollution of heated steel).
the lubricating oil. 5. Prevent further heating, preferably by making a
It is therefore important that the lubricating oil filtra- permanent repair. Special attention should be
tion equipment is in perfect condition. Filter car- paid to ensuring lubricating oil supply and the
tridges may not be used again if they have been satisfactory condition of the frictional surfaces
removed from the filter. Checking of the oil condi- involved. It is equally important to replace filter
tion by analysis is recommended. elements in time.
6. Start electrically driven lubricating oil pump and
B Oil mist in crankcase check oil flow from all bearings and spray pipes
in crankcase while turning the engine through at
The presence of oil mist may be noted at the vent
least two revolutions.
pipe which is usually fitted to the top of the engine
frame. 7. Stop and feel over. Look out for oil mist.
Measures (in case of white oil mist).
2015.09.04
MAN Diesel & Turbo
503.04 Description
Ignition in crankcase Page 2 (2)
Edition 03

L23/30S, L27/38S
Especially the frictional surfaces that caused the
heating should be felt over (5-15-30 minutes
after starting, and again when full load is
obtained), see 'Starting-up after repair' section
501.
8. If it has not been possible to locate the hot
spot, step 7 should be intensified and repeated
until the cause of the oil mist has been found
and remedied. In very rare cases oil mist could
be due to "atomization" of lubricating oil by the
action of an air jet (for instance blow-by, or
blow-by through cracked piston).
2015.09.04
MAN B&W Diesel
Description
Trouble Shooting Guide for Centrifugal By-pass Filter 503.05
L21/31
L27/38
Tabulated below are the remedial actions to be taken
if the following faults are observed:
Trouble Possible cause Trouble shooting
Oil leakage through cover nut. Missing or damaged O-ring Replace O ring.
(see Item 158, Plate 51515).
Seal face damaged. Replace cover assembly.
Excessive vibrations. Rotor out of balance owing to uneven

build-up of deposit on rotor walls
resulting from:
Missing or damaged O ring (see Item Replace O ring.

109, Plate 51515), allowing leakage.
O-ring seat on rotor joint faces Replace rotor assembly.

damaged.
Rotor assembly inadequately Tighten and bring to notice of maintenance

tightened. staff.
Standtube incorrectly seated or Refit or replace if damaged.

damaged.
Dirt deposit not completely removed. Clean and bring to notice of maintenance
staff.
Rotor castings distorted through Replace rotor assembly.

maltreatment.
Rotor assembly components fitted in Follow sequence in Working card 515-15.00

wrong sequence. in section 515.
Bushes loose or worn in tube assembly. Fit new bearing tube assembly.
08028-0D/H5250/94.08.12
99.25 - ES0
MAN Diesel & Turbo
Description 503.06
Page 1 (1) Trouble shooting guide for air starter
Edition 05
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S-DF
Trouble shooting guide for air starter
Trouble Possible cause, see work card Trouble shooting
1 Air always flow through A Relay valve improperly installed A Check typical installation dia-
exhaust gram and correct
B Relay valve not sealing properly B Check for damaged sealing
ring, replace relay valve or
damaged parts
C Solenoid is not sealing, pres- C Check solenoid potential at the
sure remains in APP port of lead to ground should be 0. If
relay valve not, fix ignition switch problem
2 Starter engages but does A Bad relay valve A Replace relay valve
not run
3 Starter does nut run, small A Nozzle blockage A Remove blockage or obstruc-
air flow from turbine tion from nozzles
exhaust or drive housing
4 Starter does not run. Nor- A Excessive bends in the supply A Shorten length or straighten
mal air flow from exhaust line supply air line
5 Pinion does not engage A Air pressure is too low A Increase air pressure to min.
according to "Operation data &
set points"
B Control lines to starter ports B Check installation diagram and
reversed correct
C Solenoid valve not operating or C Check wiring and solenoid
plugged operation. Correct wiring,
remove blockage, or replace
solenoid valve as needed
D Damaged pinion teeth D Replace pinion or starter drive
as necessary
6 Starter runs but engine A Air pressure too low A Increase air pressure to min.
cranks slowly or not at all according to "Operation data &
set points"
B Excessive back pressure B Check Exhaust Closure Plate
C Nozzle blocked or damaged C Remove blockage or replace
damaged parts
7 Starter continues to oper- A Solenoid valve is not sealing A See 1C above
ate after start button is correctly
released
B Relay valve is not sealing cor- B See 1B above
rectly
8 Air tank pressure decays A Air connections are not tight A Tighten loose fittings. Repair or
after extended shut down replace damaged fittings
B Damaged air lines: crushed, B Replace damaged lines
frayed, and kinked
C Relay valve is not sealing cor- C See 1B above
rectly
D Solenoid valve is stuck open D See 1C above
2014.08.11 - TDI
MAN Diesel & Turbo
Description 503.09
Page 1 (1) Trouble Shooting for Cooling Water System
Edition 03

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Description
The built-on fresh water pumps in the high and low
temperature circuits are of the centrifugal type. They
are mounted in the front end box and are driven
through the gearing.
The pump bearings are lubricated automatically
with oil from the lubricating oil system of the engine.
If the pump leaks and the shaft sealing rings are
worn, it is recommended to replace the shaft seal,
see Working card 516-02.00.

Oil or water flows out of the inspection Worn rotating sealing. See working card 502-05.00.
holes.
The pump does not work after start. Pump draws in air at suction side. Check packing and pipes for tightness.
The system is not filled-up.. Check the level in the expansion tank..
Air cannot escape on delivery side. Vent the system..
Leaking shaft seal. Check the shaft seal..
Pump capacity drops after normal Air leakages from shaft seal. Overhaul the shaft seal..
operation.
Fouled impeller. Clean the impeller..
Pump does not give maximum delivery. Suction valve not fully open. Open the suction valve.
Defective seals. Replace the seals.
Worn impeller and worn wear rings. Overhaul the pump.
Running trouble with the pump, apart from

mechanical faults, is most often due to leaks in
the suction line. It is therefore essential that all
packing and gaskets are in order and that they
are renewed when necessary. Even a tiny hole in
the suction line will reduce the pump capacity.
2014.07.16
MAN Diesel & Turbo
Description 503.10
Page 1 (3) Trouble Shooting for Lubricating Oil Cooler
Edition 01

L21/31S, L23/30S, L27/38S
Trouble shooting
First examine the external conditions around the plate heat exchanger in order to localize the cause of the
damage. Do this very carefully. Fatigue fracture will normally necessitate replacement of all plates and gaskets
as there may be a risk of fatigue fracture in all the material. In case of corrosion, all plates must be examined
carefully! Concerning the work to be carried out see Work Card 515-06.00.
Visible and non visible leakage

Leakage. Too high pressure Reduce the pressure to the correct
working pressure, see page 500.30
"Operating Data & Set Points", section
500.
Leakage. (Phase 1) Insufficient tightening. Tighten up the plate heat exchanger,
but not below the minimum dimension
and never when the plate heat
exchanger is under pressure or over
40°C.
If the plate heat exchanger is still leaky,
proceed to phase 2.
Leakage. (Phase 2) Fouled or deformed plates. Separate the plate heat exchanger and
Inelastic or deformed gaskets. check if the plates are deformed or
fouled.
Check that the gaskets are elastic and
non-deformed, and that the faces of
the joints are clean.
Replace deformed plates and gaskets,
if any.
Before assembling clean all plates and
gaskets very carefully.
Assemble the plate heat exchanger
and start it up again.
Note: Even tiny impurities such as
sand grains may cause leakage.
Leakage. Gaskets. Separate the plate heat exchanger.
(Even after tightening of the plate heat Clean the plates very carefully.
exchanger to minimum dimension.) Replace the gaskets.
Leakage. Defective gasket or badly corroded Separate the plate heat exchanger.
(Through the drain holes of the gas- plate. Replace defective plates and gaskets,
kets.) if any.
Table 1: Visible leakage
2014.04.30
MAN Diesel & Turbo
503.10 Description
Trouble Shooting for Lubricating Oil Cooler Page 2 (3)
Edition 01

L21/31S, L23/30S, L27/38S

Reduced heat transmission and/or Fouled plates or choked plate chan- Separate the plate heat exchanger and
increasing pressure drop. nels. check if the plates are fouled.
Clean the plates very carefully.
Table 2: Non visible leakage

Leakage. Holes in plates. A suspected leakage can be localized
(The fluids get mixed.) Corrosion or fatigue fracture. in the following way:
(Phase 1) Remove one of the lower pipe connec-
tions.
Then put the opposite side under pres-
sure.
If the medium continues to run out of
the lower pipe connections after the
pressure has stabilized one or several
plates are leaking.
Close down the plate heat exchanger.
Separate the plate heat exchanger and
check the plates very carefully.
Check suspected plates with a dye
penetrant.
Check defective plates and gaskets.
Before assembling, clean all plates and
gaskets.
and check to find more defective
plates, if any, by putting one side under
press. Start up again.
2014.04.30
MAN Diesel & Turbo
Description 503.10
Page 3 (3) Trouble Shooting for Lubricating Oil Cooler
Edition 01

L21/31S, L23/30S, L27/38S
Leakage. Holes in plates. Close down the plate heat exchanger.
(The fluids get mixed.) Corrosion or fatigue fracture. Separate the plate heat exchanger.
(Phase 2) Put all plates to dry.
Suspend the plates in the plate heat
exchanger again and tighten it.
Circulate medium at full capacity on
one plate side (every second plate
channel).
Keep the other plate channels unpres-
surised and free from liquid!
Stop the circulation after a few minutes
of operation and open the plate heat
exchanger again. Note: Take care to
avoid water spraying onto the dry plate
side!
By a careful study of the plates it will
be possible to find moist areas, if any,
on the otherwise dry plate sides.
Check these areas with a dye pene-
trant!
Replace defective plates and gaskets.
Before assembling, clean all plates and
gaskets.
and check to find more defective
plates, if any, by putting one side under
press.
Start up again.
If the unit is still leaking, check all plates
with a dye penetrant!
2014.04.30
MAN Diesel & Turbo
Description 503.20
Page 1 (8) Trouble shooting / Electrical failures
Edition 08
L16/24, L21/31, L16/24S, L21/31S

Trouble Shooting
This description is a trouble shooting guide for the
automation system on the diesel engine type
L16/24 and L21/31.
General
The following trouble shooting guide is an aid in iso-
lating troubles to the engine built-on safety system
and monitoring system incl. the sensors connected
to these systems.
The control system can be damaged with the

wrong voltage. When replacing a control unit,
check that the power supply is switched off dur-
ing replacement and check the power supply for
the correct voltage before switching-on.
Table 1.1 for the safety system and table 1.2 for the
monitoring system are general guides for isolating
system problems. Each system check assumes that
the prior checks have been done properly. Table
1.3 and 1.4 are system error messages which can
be a guideline to the problem.
If the conclusion of a trouble shooting indicates that
an exchange of a module is needed, please fill-in
the enclosed inspection report, and return the mod-
ule together with the inspection report to the engine
maker.
Further, please remember to inform the software no
when ordering a new module.
2006.05.29
MAN Diesel & Turbo
503.20 Description
Trouble shooting / Electrical failures Page 2 (8)
Edition 08
L16/24, L21/31, L16/24S, L21/31S
Safety System
The safety system is an independent system and
consists of maker ABB PLC hardware modules and
MAN Diesel & Turbo software. Fig 1 describes the
hardware modules.
For wiring of the modules and sensors a reference
is made to the schematic which can be found in the
operation manual, section 509.
The safety system consists of three ABB PLC mod-
ules. The modules named 3P1 is the CPU module,
the module named 4P1 is an input-module, and
5P1 is an output module. Indication of individual
input and output can be found on the modules by
yellow diodes. The reference number for each input
and output can be found in the electrical schematic.
On the operation box individual indication of the
shutdowns (low lub. oil pressure, high cool. water
temp., overspeed and emergency stop) can be
found.
If a replacement module is needed, the software
version must be informed at ordering. Software ver-
sion can be found by screwing the upper potmeter
on 3P1 > half way and then count the numbers of
flashes on out 1 on 3P1, ex. vers. 3.3.1.2 = 3
flashes pause 3 flashes pause 1 flash pause 2
flashes, remember to put the pot back to zero posi-
tion after reading version number. The pauses
between the flashes are approx. 2 sec..
2006.05.29
MAN Diesel & Turbo
Description 503.20
Edition 08
L16/24, L21/31, L16/24S, L21/31S
Table 1.1
Engine will not start. Supply voltage polarity, or no Check the supply voltage on the green diode on 3P1. If it is
Start motor is not engaged. supply voltage. alight the power supply for the PLC modules are OK.
RUN/STOP change-over Put the RUN/STOP change-over switch in RUN position.
switch on 3P1 in wrong Check RUN LED on 3P1.
position.
No software in the module. If all diodes on 3P1 and 4P1 are alight after having switched
on the power supply, the module is without software. The
module must be replaced with a module incl. software.
Note! After switch-on of the power supply the initialization
takes app. 3 sec. Please wait these seconds before obser-
vation.
Output relay on 5P1 out 5 is Check that diode on 5P1 OUT 5 is alight.
in failure or loose connec- If on 5P1 out 5 is not alight check that IN 0 is alight and is
tions. stable (continuous on or continuous off) Check for loose
wires on terminals 5 + C5 on 5P1.
One or several shutdown Reset the shutdowns.
signals are activated on the If one is still activated on the operation box, check that out
monitoring box 2, 3, 4 and 5 on 3P1 are alight. If one is not alight, check
the sensor and wiring for short circuit, and check that no
shutdowns are present.
All or some of the shutdown Connector is not correctly Check the connector J29 on the base module. Check the
LED are alight on the moni- connected, internal failure in connector on the 3P1 unit. No red LED must be alight on
toring box and the engine is 3P1 or connector on 3P1 is 3P1. Activate the change-over switch RUN/STOP.
running without a critical sit- not correctly connected. Exchange the 3P1 module. Please note that in case that
uation, only LED’s are alight. connections from PLC to base module is in failure it will be
possible that the engine is starting and running even there
are one or more indications of shutdown on the operation
box. This observation will only be possible with base mod-
ule software version below 2.30 for engine L16/24 and 4.10
for engine L21/31.
Low lub. oil shutdown Damaged or wrong adjust- Check the pick-up for correct adjustment.
occurs when normal stop is ment of the rpm pick-up. Sensing distance = app. 2 mm.
activated. Check that the connector is plugged correctly. Be aware
that no counternuts prevent from plugging the connector
correctly.
Replace the pick-up.
Note! Diode 3 on 4P1 will be alight if actual speed is above
nominal speed. If actual speed is below, it will be dark.
The alarm „System & Power The internal bus connection Check that the bus connection between 3P1, 4P1, 5P1 is
failure“ is activated. is disconnected or internal OK. Check that power supply is OK. (Green diode must be
Diode 0 or diode 1 are not component failure. alight). Switch on the RUN/STOP change-over switch. The
alight. problem could be related to an internal component failure
and the module must be replaced. Observe that no red
diode is alight on 3P1.
The shutdown functions are Wiring or sensor problem. Check the wiring for shutdown sensors.
not working. Internal component failure. Replace the module.
Overspeed set point is not Missing jumper or wrong Check that input 7 is alight for 1000 rpm engines, and OFF
correct. software. for 900 rpm (L21/31) and 1200 rpm (L16/24) engines.
Check the software version (see page 1)
2006.05.29
MAN Diesel & Turbo
503.20 Description
Edition 08
L16/24, L21/31, L16/24S, L21/31S
The Monitoring System
The monitoring system monitors shows all relevant The software can be read by pushing the lamp test
pressures, temperatures and rpm on the engine. button for 3 seconds. The software version number
The monitoring system consists of four hardware will be displayed in the operation box display.
modules as standard and a module as option for The software for the engine type L21/31 will start
bearing temp. monitoring. The monitoring system with 4.xx f.ex. 4.11. Please make sure that the dip
hardware and software is developed by MAN Diesel switches SW1, SW2, SW5 and SW3 are in correct
& Turbo. Fig 2 describes the hardware. position acc. to the plant related schematic. See
All sensors are connected to the base module and section 509.
the Operation Box (OB), Monitor for Temp. and
Pressure Module (MTP) and Monitor for Exh. Gas
Temp. Module (MEG) are connected via interlink
bus connection.
Interface to the alarm and monitoring system in the
control room is made by MODBUS or Interlink to
the output module.
2006.05.29
MAN Diesel & Turbo
Description 503.20
Edition 08
L16/24, L21/31, L16/24S, L21/31S
Table 1.2
Engine will not start. Power supply is not correct. Check that the power supply is correct 24 V ± 20% on ter-
Start motor is not engaged. Interlock activated. minals J3; 132, 133.
Internal component failure. Check that no interlocks are activated
– Turning gear not engaged
– No start failure activated
– No engine run signal
– Remote mode is activated
– No shutdown activated
– Stop valve not activated
– No lub. oil pressure
– Prelub. oil pressure is OK
Check that LED on base module is steadily green alight.
See also table 1.3
Check that wirings from terminals J20; 98, 99 are correct.
Check the safety system (see table 1.1)
Check that the ON/OFF switch on the base module is
working properly.
Note! After having switched on the power supply, the sys-
tem initializes app. 3 seconds. Please wait with observa-
tions until initializing is finished.
Replace the base module.
Start motor engaged and Pick-up failure on both Check monitor pick-up and safety system. If system failure
engine started but stopped safety- and monitor pick-up. or cable failure is activated on safety system and the moni-
again after few minutes. tor pick-up is out of order the engine will be stopped again.
Data communication failure. EMC problem or loose con- Check that the green LED on the base module is alight. See
nections. also table 1.3
Check that all cable screens are connected correctly in the
EMC cable glands.
Check that the data communiation cable (MODBUS) is the
twisted pair type.
No RPM indication Defect pick-up or incorrect Check the pick-up for correct adjustment. Sensing distance
adjustment. = app. 2 mm.
Check that the connector is plugged correctly. Be aware
that no counternuts prevent from plugging the connector
correctly.
Replace the pick-up. Thread for used Dr. Horn sensor is 1
mm.
The engine suddenly starts Two or more earth failures Check for earth failures on all sensors.
or stops. on the engine and yard Special attention should be made to the exh. gas sensors.
installation. Check for earth failures in the yard system. Replace the
base module.
LED flashing green, yellow or Internal component failure or See table 1.3. Switch the power ON/OFF.
red. EMC problem. Exchange the base module.
Cont.
2006.05.29
MAN Diesel & Turbo
503.20 Description
Edition 08
L16/24, L21/31, L16/24S, L21/31S

Cont. Table
1.2
All or some of the red diodes No power supply or software Check the safety system accoding to table 1.1.
on the operation box are in the safety system or bad
alight. connection between safety
system and base module.
Jet system activated under The band steel on the Adjust the band steel to app. 2-3 mm above the jet pick-
no load condition and/or jet lambda arm is adjusted up.
alarm activated. incorrectly.
„Frozen“ operation box, MTP Internal software failure. See table 1.3. Switch the power supply on/off. Exchange
and MEG box. the base module.
Instable behaviour of the Too high voltage on the out- Check that the voltage is below 48 VDC.
output signals for start/stop put circuit terminals J20, 120 VAC or 220 VAC is not allowed.
of prelubricating pump. 108, 109 Note! The voltage must be checked in the prelubricating
pump starter panel.
Temp. indication is too high Internal component failure. Replace the base module.
acc. to calibrated values, or
values are abnormal.
Change-over switch Internal failure in the opera- See table 1.3 and 1.4. Replace the operation box.
between LOCAL - REMOTE tion box.
- BLOCKING is not working. Damaged flat cable between
print card and front panel.
The alarm „System & Power This alarm consists of differ- 1. Check diode out 1 on the safety system module
failure“ is activated. ent alarm possibilities 4P1. If it is alight, it is OK. No red LED must be
1. Power & system fail- alight on 3P1. See also table 1.1. SUPPLY LED
ure in the safety sys- and RUN LED must be alight.
tem. 2. Check green diode J29/J30 and fuse 2.5 AT. If
2. Power supply failure green diode is alight, it is OK.
to the pressure sen- 3. Check if any analog signals are missing. If all sig-
sors. nals are present, it is OK. Remember to check
3. Cable/wire failure for also the spare exh. gas input channels. A jumper
monitor sensors. must be present. See also table 1.4
4. Cable/wire failure for 4. Check diode out 0. If it is alight, it is OK. If it is not
safety system sen- alight, check the safety system for cable break or
sors. loose connections.
5. Communication link 5. Check if rpm pick-up is OK, and/or lub. oil pres-
failure. sure is OK. If lub. oil pressure is normal, but no
rpm signal is present, the tacho alarm will be acti-
6. Tacho failure.
vated.
6. Check the diode on the base module to table 1.3
and table 1.4.
OB display indicates OFFLN Cable break on data com- See table 1.3. Check cable installation for sensor(s) and/or
or ERR-1 or fault. munication or sensor(s). data communication
2006.05.29
MAN Diesel & Turbo
Description 503.20
Edition 08
L16/24, L21/31, L16/24S, L21/31S
Table 1.3
Base Module LED indications
On the Base Module printed circuit board a two-coloured lamp (light diode, LED) is located , which indicates the current
state of the Base Module central processor.
The following failure LED indications are possible:
Observations Description
GREEN permanent light OK, all Interlink modules are online
GREEN flash One or more Interlink modules are offline (disconnected) or incorrect setup on SW2.
RED permanent light BM internal hardware error (or lockup caused by EMC disturbances).
YELLOW permanent light BM internal hardware error (or lockup caused by EMC disturbances).
RED flash BM software or hardware fault. The number of flashes indicates an internal error code
which must be reported when returning the module. (It may also be caused by EMC dis-
turbances)
Yellow 4x flash MODBUS address error (SW1): Incorrectly set to an illegal address (0 or 255, all switched
ON or OFF).
Other yellow flashes BM internal software fault. The number of flashes indicates an internal error code which
must be reported when returning the module. (It may also be caused by EMC disturban-
ces)
Table 1.4
Display indications on the Operation Box (OB)
Observations Description
Ready Shown for a few seconds when the OB module is powered on, indicating that the internal selftest
of the module was successfully passed.
OFFLN The OB module is OFFLINE. There is no communication from the base module to the OB mod-
ule. This message will appear shortly when powering on the system, indicating that the base
module has been reset.
– Defective link between BM and OB module.
– No power on BM
– BM fatal hardware or software error. Indicated be red or yellow light or flashes on the BM two-
coloured LED.
ERR-1 Indicates cable break or sensor failure on the corresponding input.
FAULT Indicates that the BM module has entered failsafe mode either because of a fatal software or
hardware fault.
Shown if the exhaust temperature is selected for an invalid cylinder number.
2006.05.29
MAN Diesel & Turbo
503.20 Description
Edition 08
L16/24, L21/31, L16/24S, L21/31S
2006.05.29
MAN Diesel & Turbo
Index Specification and Treatment, Lubricating Oil, Fuel Oil
Page 1 (1) 504
and Cooling Water
4104553-3
Contents
of
Table
Description
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) ....................... 010.000.023-11
Treatment and maintenance of lubricating oil ............................................................ 504.03 (09)
Criteria for cleaning/exchange of lubricating oil .......................................................... 504.04 (07)
Lubricating points ..................................................................................................... 504.05 (03)
Lubricating oil in base frame ..................................................................................... 504.06 (15)
Specific lube oil consumption - SLOC ....................................................................... 504.07 (03)
Heavy fuel oil (HFO) specification .............................................................................. 010.000.023-05
Viscosity-temperature diagram (VT diagram) ............................................................. 010.000.023-06
Analysis of operating fluids ........................................................................................ 010.000.023-14
Firing pressure comparison ....................................................................................... 504.28 (08)
Fuel oil cleaning ........................................................................................................ 504.30 (01)
Engine cooling water specifications ........................................................................... 010.000.023-13
Cooling water inspecting ........................................................................................... 010.000.002-03
Cooling water system cleaning .................................................................................. 010.000.002-04
Quality of raw-water in cooling tower operation ........................................................ 504.44 (01)
Quality of water used in exhaust gas boiler plants ..................................................... 504.45 (01)
Water specification for fuel-water emulsions ............................................................. 010.000.023-16
Specifications for intake air (combustion air) .............................................................. 010.000.023-17
Specification for compressed air ............................................................................... 010.000.023-21
Operating fluid systems, flushing and cleaning .......................................................... 010.000.001-01
MAN Diesel & Turbo D010.000.023-11-0001
Specification of lubricating oil (SAE 40) for heavy fuel operation (HFO)
Specification of lubricating oil (SAE 40) for heavy fuel operation

(HFO)
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Medium alkalinity lubricating oils have a proven track record as lubricants for
the moving parts and turbocharger cylinder and for cooling the pistons.
Lubricating oils of medium alkalinity contain additives that, in addition to
other properties, ensure a higher neutralization reserve than with fully com-
pounded engine oils (HD oils).
International specifications do not exist for medium alkalinity lubricating oils.
A test operation is therefore necessary for a corresponding long period in
accordance with the manufacturer's instructions.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. See table Approved lubricating oils for HFO-operated MAN Diesel &
Turbo four-stroke engines.
Specifications
Base oil The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the limit values in the table below, particularly
in terms of its resistance to ageing:
Properties/Characteristics Unit Test method Limit value
Make-up - - Ideally paraffin based
Low-temperature behaviour, still flowable °C ASTM D 2500 -15
Flash point (Cleveland) °C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of heating - MAN ageing oven * -
up to 135 °C
Insoluble n-heptane Weight % ASTM D 4055 < 0.2
or DIN 51592
Evaporation loss Weight % - <2
Spot test (filter paper) - MAN Diesel test Precipitation of resins or
asphalt-like ageing products
Operating Instruction
must not be identifiable.

D010.000.023-11-0001
Table 1: Base oils - target values
* Works' own method

2014-12-02 - de
Medium alkalinity lubricating The prepared oil (base oil with additives) must have the following properties:
oil
Additives The additives must be dissolved in oil and their composition must ensure that
as little ash as possible is left over after combustion, even if the engine is pro-
visionally operated with distillate fuel.
1 (5)
D010.000.023-11-0001 MAN Diesel & Turbo
The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
(HFO)
osition in the combustion chamber will be higher, particularly at the outlet

valves and at the turbocharger inlet housing. Hard additive ash promotes pit-
ting of the valve seats, and causes valve burn-out, it also increases mechani-
cal wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
Washing ability The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion. The lubricating oil must not
absorb the deposits produced by the fuel.
Dispersion capability The selected dispersibility must be such that commercially-available lubricat-
ing oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
Neutralisation capability The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.
For tips on selecting the base number, refer to the table entitled Base num-
ber to be used for various operating conditions.
Evaporation tendency The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
Additional requirements The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.
Lubricating oil selection

Engine SAE class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64, 40
51/60DF
Table 2: Viscosity (SAE class) of lubricating oils
Neutralisation properties Lubricating oils with medium alkalinity and a range of neutralization capabili-
(BN) ties (BN) are available on the market. At the present level of knowledge, an
interrelation between the expected operating conditions and the BN number
can be established. However, the operating results are still the overriding fac-
tor in determining which BN number provides the most efficient engine oper-
ation.
Table Base number to be used for various operating conditions indicates the
relationship between the anticipated operating conditions and the BN num-
ber.
Approx. BN Engines/Operating conditions
of fresh oil
(mg KOH/g oil)
D010.000.023-11-0001
20 Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphur
content of less than 0.5 %
2014-12-02 - de
30 generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and
51/60DF for exclusively HFO operation only with a sulphur content < 1.5 %.
2 (5)
Approx. BN Engines/Operating conditions

(HFO)
of fresh oil
(mg KOH/g oil)
40 Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corre-
sponding requirements for the oil service life and washing ability exist.
In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 32/44K, 40/54, 48/60 as well as 58/64 and
51/60DF for exclusively HFO operation providing the sulphur content is over 1.5 %.
50 32/40, 32/44CR, 32/44K, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is
insufficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil
consumption).
Table 3: Base number to be used for various operating conditions
Operation with low-sulphur To comply with the emissions regulations, the sulphur content of fuels used
fuel nowadays varies. Fuels with low-sulphur content must be used in environ-
mentally-sensitive areas (e.g. SECA). Fuels with higher sulphur content may
be used outside SECA zones. In this case, the BN number of the lube oil
selected must satisfy the requirements for operation using fuel with high-sul-
phur content. A lube oil with low BN number may only be selected if fuel with
a low sulphur content is used exclusively during operation.
However, the practical results demonstrate that the most efficient engine
operation is the factor ultimately determining the permitted additive content.
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Speed governor Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
lers with a separate oil sump, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
no difference whether synthetic or mineral-based oils are used.
The military specification applied for these oils is NATO O-236.
Experience with the drive engine L27/38 has shown that the operating tem-
perature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 °C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. The
engines supplied after March 2005 are already filled with this oil.
Lubricating oil additives The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmon-
ised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/ Most of the mineral oil companies are in close regular contact with engine
warranty manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
D010.000.023-11-0001
the particular application. Irrespective of the above, the lubricating oil manu-
facturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
2014-12-02 - de
with further information.

Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analyzed. As long as the
oil properties are within the defined threshold values the oil may be used fur-
ther. See table Limit values for used lubricating oil.
3 (5)
An oil sample must be analysed every 1-3 months (see maintenance sched-
(HFO)
ule). The quality of the oil can only be maintained if it is cleaned using suitable
equipment (e.g. a separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, a
lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1,000 h and is subsequently operated once again with HFO, a lubricat-
ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 – 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 – 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Limit value Procedure
Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D 445
Base number (BN) at least 50 % of fresh oil ISO 3771
Flash point (PM) At least 185 ℃ ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D 1744
ods)
n-heptane insoluble max. 1.5 % DIN 51592 or IP 316
Metal content depends on engine type and operat-
ing conditions
Guide value only .
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Table 4: Limit values for used lubricating oil
Tests
D010.000.023-11-0001
Regular analysis of lube oil samples is very important for safe engine opera-
tion. We can analyse fuel for customers at MAN Diesel & Turbo laboratory
(PrimeServLab).
2014-12-02 - de
Base Number (mgKOH/g)

Manufacturer
20 30 40 50
AEGEAN —— Alfamar 430 Alfamar 440 Alfamar 450
AGIP —— Cladium 300 Cladium 400 ——
4 (5)
Base Number (mgKOH/g)

(HFO)
Manufacturer
20 30 40 50
BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA —— Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
CHEVRON Taro 20DP40 Taro 30DP40 Taro 40XL40 Taro 50XL40
(Texaco, Caltex) Taro 20DP40X Taro 30DP40X Taro 40XL40X Taro 50XL40X
EXXON MOBIL —— Mobilgard M430 Mobilgard M440 Mobilgard M50
—— Exxmar 30 TP 40 Exxmar 40 TP 40
LUKOIL Navigo TPEO 20/40 Navigo TPEO 30/40 Navigo TPEO 40/40 Navigo TPEO 50/40
Navigo TPEO 55/40
PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 ——
PT Pertamina Medripal 420 Medripal 430 Medripal 440 Medripal 450
(PERSERO)
REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 ——

SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40
Argina XX 40
TOTAL LUBMAR- Aurelia TI 4020 Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055
INE
Table 5: Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines.
No liability assumed if these oils are used

MAN Diesel & Turbo SE does not assume liability for problems that
occur when using these oils.
D010.000.023-11-0001
2014-12-02 - de
5 (5)
MAN Diesel & Turbo
Description 504.03
Page 1 (7) Treatment and maintenance of lubricating oil
Edition 09

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
General Operation on Heavy Fuel Oil (HFO)
During operation of trunk engines the lubricating oil HFO-operated engines require effective lubricating
will gradually be contaminated by small particles oil cleaning. In order to ensure a safe operation it is
originating from the combustion. necessary to use supplementary cleaning equip-
Engines operated on heavy fuels will normally ment together with the built-on full flow depth filter.
increase the contamination due to the increased It is mandatory to run bypass separator units con-
content of carbon residues and other contaminants. tinuously for engines operated on HFO, as an opti-
Contamination of lubricating oil with either freshwa- mal lubricating oil treatment is fundamental for a
ter or seawater can also occur. reliable working condition. Therefore it is mandatory
to clean the lubricating oil with a bypass separator
A certain amount of contaminants can be kept sus- unit, so that the wear rates are reduced and the life-
pended in the lubricating oil without affecting the time of the engine is extended.
lubricating properties.
The condition of the lubricating oil must be kept Bypass cleaning equipment
under observation (on a regular basis) by analyzing
oil samples. See Section 504.04 "Criteria for Clean- As a result of normal operation, the lubricating oil
ing/Exchange of Lubricating Oil". contains abraded particles and combustion resi-
dues which have to be removed by the bypass
The moving parts in the engine are protected by the cleaning system and to a certain extent by the
built-on duplex full-flow lubricating oil filter. The duplex full-flow lubricating oil filter as well.
replaceable paper filter cartridges in each filter
chamber has a fineness of 10-15 microns. The With automatic mesh filters this can result in an
safety filter, at the centre of each filter chamber, is a undesirable and hazardous continuous flushing. In
basket filter element, with a fineness of 60 microns view of the high cost of cleaning equipment for
(sphere passing mesh). removing micro impurities, this equipment is only
rated for a certain proportion of the oil flowing
The pressure drop across the replaceable paper fil- through the engine since it is installed in a bypass.
ter cartridges is one parameter indicating the con-
tamination level. The higher the dirt content in the The bypass cleaning equipment is operated
oil, the shorter the periods between filter cartridge ▪ continuously when the engine is in operation or
replacement and cleaning. at standstill
The condition of the lubricating oil can be main- For cleaning of lubricating oil the following bypass
tained / re-established by exchanging the lubricat- cleaning equipment can be used:
ing oil at fixed intervals or based on analyzing oil
▪ Separator unit
samples.
▪ Decanter unit
Operation on Marine Diesel Oil (MDO) & ▪ Self cleaning automatic bypass mesh filter
Marine Gas Oil (MGO) ▪ Built-on centrifugal bypass filter (standard on
MAN Diesel & Turbo, Holeby GenSets)
For engines exclusively operated on MDO/MGO we
recommend to install a built-on centrifugal bypass ▪ Bypass depth filter
filter as an additional filter to the built-on full flow The decanter unit, the self-cleaning automatic
depth filter. bypass mesh filter and the bypass depth filter
It is advisable to run bypass separator units contin- capacity must be adjusted according to maker’s
uously for engines operated on MDO/MGO as sep- recommendations.
arator units present the best cleaning solution. In case full flow filtration equipment is chosen, this
Mesh filters have the disadvantage that they cannot must only be installed as in-line cleaning upstream
remove water and their elements clog quickly. to the duplex full-flow lubricating oil filter, built onto
the engine.
2014.06.04
MAN Diesel & Turbo
504.03 Description
Treatment and maintenance of lubricating oil Page 2 (7)
Edition 09

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
The most appropriate type of equipment for a par- Lubricating oil preheating
ticular application depends on the engine output,
the type and amount of combustion residues, the The installed heater on the separator unit ensures
annual operating time and the operating mode of correct lubricating oil temperature during separa-
the plant. Even with a relatively low number of oper- tion. When the engine is at standstill, the heater can
ating hours there can be a great deal of combustion be used for two functions:
residues if, for instance, the engine is inadequately ▪ The oil from the sump is preheated to 95 – 98
preheated and quickly accelerated and loaded. °C by the heater and cleaned continuously by
the separator unit.
Separator unit ▪ The heater can also be used to maintain an oil
temperature of at least 40 °C, depending on
Continuous lubricating oil cleaning during engine
installation of the lubricating oil system.
operation is mandatory. An optimal lubricating oil
treatment is fundamental for a reliable working con-
dition of the engine. Cleaning capacity
If the lubricating oil is circulating without a separator Normally, it is recommended to use a self-cleaning
unit in operation, the lubricating oil will gradually be filtration unit in order to optimize the cleaning period
contaminated by products of combustion, water and thus also optimize the size of the filtration unit.
and/or acid. In some instances cat-fines may also Separator units for manual cleaning can be used
be present. when the reduced effective cleaning time is taken
In order to prolong the lubricating oil lifetime and into consideration by dimensioning the separator
remove wear elements, water and contaminants unit capacity.
from the lubricating oil, it is mandatory to use a by-
pass separator unit. Operation and design flow
The separator unit will reduce the carbon residue
content and other contaminants from combustion In order to calculate the required operation flow
on engines operated on HFO, and keep the amount through the separator unit, MDT recommends to
within MDT’s recommendation, on condition that apply the following formula:
the separator unit is operated according to MDT's
recommendations.
When operating a cleaning device, the following
recommendations must be observed:
▪ The optimum cleaning effect is achieved by
keeping the lubricating oil in a state of low vis- Q = required operation flow [l/h]
cosity for a long period in the separator bowl. P = MCR (maximum continuous rating)
▪ Sufficiently low viscosity is obtained by preheat- [kW]
ing the lubricating oil to a temperature of 95°C - t = actual effective separator unit sep-
98°C, when entering the separator bowl. arating time per day [hour]
(23.5 h separating time and 0.5 h
▪ The capacity of the separator unit must be for sludge discharge = 24 h/day)
adjusted according to MDT's recommenda-
tions. n = number of turnovers per day of the
theoretical oil volume correspond-
Slow passage of the lubricating oil through the sep- ing to 1.36 [l/kW] or 1 [l/HP]
arator unit is obtained by using a reduced flow rate
and by operating the separator unit 24 hours a day, The following values for "n" are recommended:
stopping only for maintenance, according to mak-
n = 6 for HFO operation (residual)
er's recommendation.
n = 4 for MDO operation
n = 3 for distillate fuel
2014.06.04
MAN Diesel & Turbo
Description 504.03
Edition 09

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Example 1 For example, for a bulk carrier with three 1,000 kW
For multi-engine plants, one separator unit per engines operating on HFO and connected to a
engine in operation is recommended. common self-cleaning separator unit, with a daily
For example, for a 1,000 kW engine operating on effective separating period of 23.5 hours, the calcu-
HFO and connected to a self-cleaning separator lation is as follows:
unit, with a daily effective separating period of 23.5
hours, the calculation is as follows:
To ensure optimum cleaning of the lubricating oil,

To ensure optimum cleaning of the lubricating oil, the design flow must be 4 to 7 times higher than
the design flow must be 4 to 7 times higher than the operation flow through the separator unit.
the operation flow through the separator unit. The separator design flow for the example above
Accordingly, the separator design flow for the will then be in the range of 1,806-3,157 l/h.
example above will be in the range of 1,389-2,429 With an average power demand higher than 50% of
l/h. the GenSet power installed, the operation flow must
be based on 100% of the GenSet power installed.
Figure 1: One separator per engine plant
Example 2
As an alternative, one common separator unit for
max. three engines can be installed, with one in
reserve if possible.
For the calculation in this example it is necessary
include the combined average power demand of
the multi-engine plant. The load profile experienced 1 Interconnected valves
for the majority of merchant vessels is that the aver-
age power demand is around 43-50% of the total Figure 2: One common separator unit for multi-engine plant
GenSet power installed. With three identical engines
this corresponds to 1.3-1.5 times the power of one
engine.
▪ Bulk carrier and tankers : ~1.3 times the power
of one engine
▪ Container vessel : ~1.5 times the power of one
engine
2014.06.04
MAN Diesel & Turbo
504.03 Description
Edition 09

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Density and viscosity are important parameters for
Separator unit installation efficient separation. The greater the difference in
density between the particle and the lubricating oil,
With multi-engine plants, one separator unit per the higher the separation efficiency. The settling
engine in operation is recommended (see figure 1), velocity increases in inverse proportion to viscosity.
but if only one separator unit is in operation, the fol- However, since both density and viscosity vary with
lowing layout can be used: temperature, separation temperature is the critical
▪ A common separator unit (see figure 2) can be operating parameter.
installed, with one in reserve, if possible, for Particle size is another important factor. The settling
operation of all engines through a pipe system, velocity increases rapidly with particle size. This
which can be carried out in various ways. The means that the smaller the particle, the more chal-
aim is to ensure that the separator unit is only lenging the separation task. In a centrifuge, the term
connected to one engine at a time. Thus there (rω2) represents the centrifugal force which is sev-
will be no suction and discharging from one eral thousand times greater than the acceleration
engine to another. due to gravitational force. Centrifugal force enables
It is recommended that inlet and outlet valves are the efficient separation of particles which are only a
connected so that they can only be changed over few microns in size.
simultaneously. The separation efficiency is a function of:
With only one engine in operation there are no
problems with separating, but if several engines are
in operation for some time it is recommended to
split up the separation time in turns on all operating
engines.
With 2 out of 3 engines in operation the 23.5 hours
separating time must be split up in around 4-6
hours intervals between changeover.
Stokes' law
The operating principles of centrifugal separation
are based on Stokes’ Law.
V = settling velocity [m/sec]

rω 2
= acceleration in centrifgal field [m/sec2]
d = diameter of particle [m]
ρp = density of particle [kg/m3]
ρl = density of medium [kg/m3]
µ = viscosity of medium [kg/m, sec.]
The rate of settling (V) for a given capacity is deter-

mined by Stokes’ Law. This expression takes into
account the particle size, the difference between
density of the particles and the lubricating oil, and
the viscosity of the lubricating oil.
2014.06.04
MAN Diesel & Turbo
Description 504.03
Edition 09

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
tor unit. In order to ensure that the centrifugal forces
separate the heavy contaminants in the relatively
limited time that they are present in the separator
bowl, the separator unit must always be operated
with an inlet temperature of 95-98°C for lubricating
oil.
A control circuit including a temperature transmitter
and a PI-type controller with accuracy of ±2°C must
be installed. If steam-heated, a correctly sized
steam valve should be fitted with the right KvS
value. The steam trap must be a mechanical float
type. The most common heaters on board are
steam heaters. This is due to the fact that steam in
most cases is available at low cost.
Most ships are equipped with an exhaust boiler uti-
lizing the exhaust gases to generate steam.
A large proportion of smaller tonnage does, how-
ever, use electric heaters.
It is essential to keep the incoming oil temperature
to the separator unit steady with only a small varia-
tion in temperature allowed (maximum ±2°C).
The position of the interface between oil and water
in the separator bowl is a result of the density and
the viscosity of the oil, which in turn depends on the
temperature.
Flow rate
It is known that separation efficiency is a function of
the separator unit’s flow rate. The higher the flow
rate, the more particles are left in the oil and there-
fore the lower the separation efficiency. As the flow
rate is reduced, the efficiency with which particles
are removed increases and cleaning efficiency thus
Operating parameters improves. It is, however, essential to know at what
capacity adequate separation efficiency is reached
Various operating parameters affect separation effi-
in the specific case.
ciency. These include temperature, which controls
both lubricating oil viscosity and density, flow rate In principle, there are three ways to control the flow:
and maintenance. ▪ Adjustment of the built-in safety valve on the
pump.
Temperature of lubricating oil before This method is NOT recommended since the
separator unit built-on valve is nothing but a safety valve.
It is often seen that the lubricating oil pre-heaters The opening pressure is often too high and its
are undersized, have very poor temperature control, characteristic far from linear.
the steam supply to the pre-heater is limited or the In addition, circulation in the pump may result in
temperature set point is too low. oil emulsions and cavitation in the pump.
Often the heater surface is partly clogged by depos- ▪ A flow regulating valve arrangement on the
its. These factors all lead to reduced separation pressure side of the pump, which bypasses the
temperature and hence the efficiency of the separa- separator unit and re-circulates part of the
2014.06.04
MAN Diesel & Turbo
504.03 Description
Edition 09

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
untreated lubricating oil back to the treated oil oxidation of the oil itself (TAN) or to the presence of
return line, from the separator unit and NOT inorganic acids (SAN). In both cases the presence
directly back to the suction side of the pump. of water will multiply the effect, especially sea water
The desired flow rate is set manually by means as the chloride ions act as an inorganic acid.
of the flow regulating valve. Further, the require-
ment for backpressure in the clean oil outlet Signs of deterioration
MUST also be fulfilled, helping to maintain the
If circulating oil of inferior quality is used and the oxi-
correct interface position.
dative influence becomes grave, prompt action is
▪ Speed control of the pump motor with a fre- necessary as the last stages in the deterioration will
quency converter or a 2-speed motor. develop surprisingly quickly, within one or two
This is a relatively cheap solution today and is a weeks. Even if this seldomly happens, it is wise to
good alternative for flow control. be acquainted with the signs of deterioration.
These may be some or all of the following:
Maintenance ▪ Sludge precipitation in the separator unit multi-
Proper maintenance is an important, but often over- plies
looked operating parameter that is difficult to quan- ▪ Smell of oil becomes acrid or pungent
tify. If the bowl is not cleaned in time, deposits will ▪ Machined surfaces in the crankcase become
form on the bowl discs, the free channel height will coffee-brown with a thin layer of lacquer
be reduced, and flow velocity increases. This further
tends to drag particles with the liquid flow towards ▪ Paint in the crankcase peels off or blisters
the bowl’s centre resulting in decreased separation ▪ Excessive carbon is formed in the piston cool-
efficiency. ing chamber
In a grave case of oil deterioration the system must
Check of lubricating oil system be cleaned thoroughly and refilled with new oil.
For cleaning of the lubricating oil system after over-
hauls and inspection of the lubricating oil piping Oxidation of oils
system the following checks must be carried out:
At normal service temperature the rate of oxidation
1. Examine the piping system for leaks. is insignificant, but the following factors will acceler-
2. Retighten all bolts and nuts in the piping sys- ate the process:
tem. High temperature
3. Move all valves and cocks in the piping system. If the coolers are ineffective, the temperature level
Lubricate valve spindles with graphite or similar. will generally rise. A high temperature will also arise
in electrical pre-heaters if the circulation is not con-
4. Blow through drain pipes. tinued for 5 minutes after the heating has been
5. Check flexible connections for leaks and dam- stopped, or if the heater is only partly filled with oil.
ages. Catalytic action
6. Check manometers and thermometers for pos- Oxidation of the oil will be accelerated considerably
sible damages. if catalytic particles are present in the oil. Wear par-
ticles of copper are especially harmful, but also fer-
Deterioration of oil rous particles and rust are active. Furthermore, the
lacquer and varnish oxidation products of the oil
Oil seldomly loses its ability to lubricate, i.e. to form itself have an accelerating effect. Continuous clean-
a friction-decreasing oil film, but it may become cor- ing of the oil is therefore important to keep the
rosive to the steel journals of the bearings in such a sludge content low.
way that the surface of these journals becomes too
rough and wipes the bearing surface.
Water washing
In that case the bearings must be renewed, and the
journals must also be polished. The corrosiveness Water washing of HD oils (heavy duty) must not be
of the lubricating oil is either due to far advanced carried out.
2014.06.04
MAN Diesel & Turbo
Description 504.03
Edition 09

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Water in the oil
If the TAN is low, a minor increase in the fresh water
content of the oil is not immediately detrimental
while the engine is in operation. Naturally, it should
be brought down again as quickly as possible
(below 0.2% water content, which is permissible,
see description "B 12 15 0/504.04 criteria for
exchange of lube oil”). If the engine is stopped while
corrosion conditions are unsatisfactory, the crank-
shaft must be turned ½ - ¾ revolution once every
hour by means of the turning gear. Please make
sure that the crankshaft stops in different positions,
to prevent major damage to bearings and journals.
The lubricating oil must be circulated and separated
continuously to remove water.
Water in the oil may be noted by steam formation
on the sight glasses, by appearance, or ascertained
by immersing a piece of glass or a soldering iron
heated to 200-300°C in an oil sample. If there is a
hissing sound, water is present. If a large quantity of
water has entered the lubricating oil system, it has
to be removed. Either by sucking up sediment
water from the bottom, or by replacing the oil in the
sump. An oil sample must be analysed immediately
for chloride ions.
2014.06.04
MAN Diesel & Turbo
Description 504.04
Page 1 (2) Criteria for cleaning/exchange of lubricating oil
Edition 07
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S
Replacement of lubricating oil 2. Flash point
The expected lubricating oil lifetime in operation is Min. value : 185° C
difficult to determine. The lubricating oil lifetime is
depending on the fuel oil quality, the lubricating oil Possible test : ASTM D-92, ISO 2719
method
quality, the lubricating oil consumption, the lubricat-
ing oil cleaning equipment efficiency and the engine Normally used to indicate fuel dilution.
operational conditions.
In order to evaluate the lubricating oil condition a 3. Water content
sample should be drawn on regular basis at least
once every three month or depending on the latest Max. value : 0.2 %
analysis result. The lubricating oil sample must be Unit : Weight %
drawn before the filter at engine in operation. The
sample bottle must be clean and dry, supplied with Possible test : ASTM D4928, ISO 3733
method
sufficient indentification and should be closed
immediately after filling. The lubricating oil sample Water can originate from contaminated fuel oil, an
must be examined in an approved laboratory or in engine cooling water leak or formed as part of the
the lubricating oil suppliers own laboratory. combustion process. If water is detected also
A lubricating oil replacement or an extensive lubri- Sodium, Glycol or Boron content should be
cating oil cleaning is required when the MAN Diesel checked in order to confirm engine coolant leaks.
& Turbo exchange criteria's have been reached.
4. Base number
Evaluation of the lubricating oil condition
Min. value : The BN value should not be lower
Based on the analysis results, the following guid- than 50% of fresh lubricating oil value,
ance are normally sufficient for evaluating the lubri- but minimum BN level never to be
cating oil condition. The parameters themselves can lower than 10-12 at operating on
not be jugded alonestanding, but must be evalu- HFO!
ated together in order to conclude the lubricating oil Unit : mg KOH/g
condition. Possible test : ASTM D-2896, ISO 3771
method
1. Viscosity
The neutralization capacity must secure that the
Limit value: acidic combustion products, mainly sulphur origi-
nate from the fuel oil, are neutralized at the lube oil
Normal min. max.
consumption level for the specific engine type.
value value value
Gradually the BN will be reduced, but should reach
SAE 30 [cSt@40° C] 95 - 125 75 160 an equilibrium.
SAE 30 [cSt@100° C] 11 - 13 9 15
SAE 40 [cSt@40° C] 135 - 165 100 220 5. Total acid number (TAN)
SAE 40 [cSt@100° C] 13.5 - 15.0 11 19
Max. value : 3.0 acc. to fresh oil value
Unit : mg KOH/g
Unit : cSt (mm /s)
2 Possible test : ASTM D-664
method
Possible test : ASTM D-445, DIN51562/53018, ISO
method 3104 TAN is used to monitor oil degradation and is a
measure of the total acids present in the lubricating
Increasing viscosity indicates problems with insolu-
oil derived from oil oxidation (weak acids) and acidic
bles, HFO contamination, water contamination, oxi-
products of fuel combustion (strong acids).
dation, nitration and low load operation. Decreasing
viscosity is generally due to dilution with lighter vis-
cosity oil.
2015.07.30
MAN Diesel & Turbo
504.04 Description
Criteria for cleaning/exchange of lubricating oil Page 2 (2)
Edition 07
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S
6. Insolubles content
Max. value : 1.5 % generally, depending upon
actual dispersant value and the
increase in viscosity
Unit : Weight %
Possible test : ASTM D-893 procedure B in Hep-
method tane, DIN 51592
Additionally : If the level in n-Heptane insolubles is
test considered high for the type of oil and
application, the test could be followed
by a supplementary determination in
Toluene.
Total insolubles is maily derived from products of

combustion blown by the piston rings into the
crankcase. It also includes burnt lubricating oil,
additive ash, rust, salt, wear debris and abrasive
matter.
7. Metal content
Metal content Remarks Attention limits
Iron Depend upon max. 50 ppm
Chromium engine type and max. 10 ppm
Copper operating condi- max. 15 ppm
Lead tions max. 20 ppm
Tin max. 10 ppm
Aluminium max. 20 ppm
Silicon max. 20 ppm
2015.07.30
MAN Diesel & Turbo
Description 504.05
Page 1 (1) Lubricating points
Edition 03
L16/24, L16/24S, L21/31, L21/31S, L27/38, L27/38S

Lubricating Oil Types Used in the Engine
Description Lub. oil type

Engine system lubricating oil SAE 40 oil according to lubricating oil specification on page 504.01.
Turbocharger Engine system lubricating oil.
Governor See governor instructions in section 509.
Alternator (only for GenSet) See special instructions in section 518 or separate instructions.
Hydraulic tools Hydraulic oil or turbine oil (with a viscosity of about SAE 20).
2015.07.20
MAN Diesel & Turbo
Description 504.06
Page 1 (1) Lubricating oil in base frame
Edition 15
L21/31, L21/31S
Lubricating oil in base frame
H1 = Min. level alarm point

H2 = Min. level dipstick
H3 = Max. level dipstick
H4 = Max. level alarm point
Type L21/31 5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl.

Min. litre (H2) in base frame 686 778 868 960 1050
Max. litre (H3) in base frame 931 1056 1178 1303 1425
2015.07.20
MAN Diesel & Turbo
Description 504.07
Page 1 (2) Specific lubricating oil consumption - SLOC
Edition 03
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S
Description
Engine type RPM SLOC [g/kWh]
L16/24 1000/1200 0.4 - 0.8
L21/31 900/1000 0.4 - 0.8
L23/30H 720/750/900 0.6 - 1.0
L27/38 720/750 0.4 - 0.8
L28/32H 720/750 0.6 - 1.0
L28/32DF 720/750 0.6 - 1.0
V28/32H 720/750 0.6 - 1.0
V28/32S 720/750 0.4 - 0.8
L32/40 720/750 0.8 - 1.0
The lubricating oil density, ρ @ 15°C must be
Please note that only maximum continuous rating known in order to convert ρ to the present lubricat-
(PMCR (kW)) should be used in order to evaluate the ing oil temperature in the base frame. The following
formula is used to calculate ρ:
SLOC.
ρlubricating oil [kg/m3] =
Please note, during engine running-in the SLOC
may exceed the values stated.
The following formula is used to calculate the
SLOC:
SLOC [g/kWh] =
The engine maximum continuous design rating

(PMCR) must always be used in order to be able to
compare the individual measurements, and the run-
ning hours since the last lubricating oil adding must
be used in the calculation. Due to inaccuracy *) at
adding lubricating oil, the SLOC can only be evalu-
In order to evaluate the correct engine SLOC, the ated after 1,000 running hours or more, where only
following circumstances must be noticed and sub- the average values of a number of lubricating oil
tracted from the engine SLOC: addings are representative.
A1:
▪ Desludging interval and sludge amount from the
lubricating oil separator (or automatic lubricating
oil filters). The expected lubricating oil content of
the sludge amount is 30%.
The following does also have an influence on the *) A deviation of ± 1 mm with the dipstick meas-
SLOC and must be considered in the SLOC evalua- urement must be expected, which corresponds
tion: uptill ± 0.1 g/kWh, depending on the engine
type.
A2:
▪ Lubricating oil evaporation
Lubricating oil leakages
Lubricating oil losses at lubricating oil filter
exchange
2015.07.30
MAN Diesel & Turbo
504.07 Description
Specific lubricating oil consumption - SLOC Page 2 (2)
Edition 03
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S
2015.07.30
MAN Diesel & Turbo 010.000.023-05
Specification of heavy fuel oil (HFO)
D010.000.023-05-0001
Prerequisites
MAN four-stroke diesel engines can be operated with any heavy fuel oil
obtained from crude oil that also satisfies the requirements in Table The fuel
specification and corresponding characteristics for heavy fuel oil providing
the engine and fuel processing system have been designed accordingly. To
ensure that the relationship between the fuel, spare parts and repair / main-
tenance costs remains favourable at all times, the following points should be
observed.
Heavy fuel oil (HFO)

Origin/Refinery process The quality of the heavy fuel oil largely depends on the quality of crude oil
and on the refining process used. This is why the properties of heavy fuel oils
with the same viscosity may vary considerably depending on the bunker
positions. Heavy fuel oil is normally a mixture of residual oil and distillates.
The components of the mixture are normally obtained from modern refinery
processes, such as Catcracker or Visbreaker. These processes can
adversely affect the stability of the fuel as well as its ignition and combustion
properties. The processing of the heavy fuel oil and the operating result of
the engine also depend heavily on these factors.
Bunker positions with standardised heavy fuel oil qualities should preferably
be used. If oils need to be purchased from independent dealers, also ensure
that these also comply with the international specifications. The engine oper-
ator is responsible for ensuring that suitable heavy fuel oils are chosen.
Specifications Fuels intended for use in an engine must satisfy the specifications to ensure
sufficient quality. The limit values for heavy fuel oils are specified in Table The
fuel specification and corresponding characteristics for heavy fuel oil. The
entries in the last column of this Table provide important background infor-
mation and must therefore be observed
Different international specifications exist for heavy fuel oils. The most impor-
tant specifications are ISO 8217-2012 and CIMAC-2003. These two specifi-
cations are more or less equivalent. Figure ISO 8217-2012 Specification for
heavy fuel oil indicates the ISO 8217 specifications. All qualities in these
specifications up to K700 can be used, provided the fuel system has been
designed for these fuels. To use any fuels, which do not comply with these
specifications (e.g. crude oil), consultation with Technical Service of MAN
Diesel & Turbo in Augsburg is required. Heavy fuel oils with a maximum den-
sity of 1,010 kg/m3 may only be used if up-to-date separators are installed.
Important Even though the fuel properties specified in the table entitled The fuel specifi-
cation and corresponding properties for heavy fuel oil satisfy the above
requirements, they probably do not adequately define the ignition and com-
bustion properties and the stability of the fuel. This means that the operating
behaviour of the engine can depend on properties that are not defined in the
specification. This particularly applies to the oil property that causes forma-
tion of deposits in the combustion chamber, injection system, gas ducts and
2015-06-17 - de
exhaust gas system. A number of fuels have a tendency towards incompati-

bility with lubricating oil which leads to deposits being formed in the fuel
delivery pump that can block the pumps. It may therefore be necessary to
General
exclude specific fuels that could cause problems.
D010.000.023-05-0001 EN 1 (9)
010.000.023-05 MAN Diesel & Turbo
Blends The addition of engine oils (old lubricating oil, ULO –used lubricating oil) and
D010.000.023-05-0001
additives that are not manufactured from mineral oils, (coal-tar oil, for exam-
ple), and residual products of chemical or other processes such as solvents
(polymers or chemical waste) is not permitted. Some of the reasons for this
are as follows: abrasive and corrosive effects, unfavourable combustion
characteristics, poor compatibility with mineral oils and, last but not least,
adverse effects on the environment. The order for the fuel must expressly
state what is not permitted as the fuel specifications that generally apply do
not include this limitation.
If engine oils (old lubricating oil, ULO – used lubricating oil) are added to fuel,
this poses a particular danger as the additives in the lubricating oil act as
emulsifiers that cause dirt, water and catfines to be transported as fine sus-
pension. They therefore prevent the necessary cleaning of the fuel. In our
experience (and this has also been the experience of other manufacturers),
this can severely damage the engine and turbocharger components.
The addition of chemical waste products (solvents, for example) to the fuel is
prohibited for environmental protection reasons according to the resolution
of the IMO Marine Environment Protection Committee passed on 1st January
1992.
Leak oil collector Leak oil collectors that act as receptacles for leak oil, and also return and
overflow pipes in the lube oil system, must not be connected to the fuel tank.
Leak oil lines should be emptied into sludge tanks.
Viscosity (at 50 ℃) mm2/s (cSt) max. 700 Viscosity/injection viscosity
Viscosity (at 100 ℃) max. 55 Viscosity/injection viscosity
Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing
Flash point °C min. 60 Flash point
(ASTM D 93)
Pour point (summer) max. 30 Low-temperature behaviour
(ASTM D 97)
Pour point (winter) max. 30 Low-temperature behaviour
(ASTM D 97)
Coke residue (Conrad- Weight % max. 20 Combustion properties
son)
Sulphur content 5 or Sulphuric acid corrosion
legal requirements
Ash content 0.15 Heavy fuel oil processing

Vanadium content mg/kg 450 Heavy fuel oil processing
Water content Vol. % 0.5 Heavy fuel oil processing
Sediment (potential) Weight % 0.1
Aluminium and silicium mg/kg max. 60 Heavy fuel oil processing
content (total)
Acid number mg KOH/g 2.5
2015-06-17 - de
Hydrogen sulphide mg/kg 2

General
2 (9) D010.000.023-05-0001 EN
Used lubricating oil mg/kg The fuel must be free of lubri-
D010.000.023-05-0001
(ULO) cating oil (ULO = used lubricat-
ing oil, old oil). Fuel is consid-
ered as contaminated with
lubricating oil when the follow-
ing concentrations occur:
Ca > 30 ppm and Zn > 15
ppm or Ca > 30 ppm and P >
15 ppm.
Asphaltene content Weight % 2/3 of coke residue Combustion properties
(according to Conradson)
Sodium content mg/kg Sodium < 1/3 Vanadium, Heavy fuel oil processing
Sodium < 100
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. It
must also be
free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.
Table 1: The fuel specification and corresponding characteristics for heavy fuel oil
Additional information
The purpose of the following information is to show the relationship between
the quality of heavy fuel oil, heavy fuel oil processing, the engine operation
and operating results more clearly.
Selection of heavy fuel oil Economical operation with heavy fuel oil within the limit values specified in
the table entitled The fuel specification and corresponding properties for
heavy fuel oil is possible under normal operating conditions, provided the
system is working properly and regular maintenance is carried out. If these
requirements are not satisfied, shorter maintenance intervals, higher wear
and a greater need for spare parts is to be expected. The required mainte-
nance intervals and operating results determine which quality of heavy fuel oil
should be used.
It is an established fact that the price advantage decreases as viscosity
increases. It is therefore not always economical to use the fuel with the high-
est viscosity as in many cases the quality of this fuel will not be the best.
Viscosity/injection viscosity Heavy fuel oils with a high viscosity may be of an inferior quality. The maxi-
mum permissible viscosity depends on the preheating system installed and
the capacity (flow rate) of the separator. Specification of heavy fuel oil (HFO)
The prescribed injection viscosity of 12 – 14 mm2/s (for GenSets, L16/24,
L21/31, L23/30H, L27/38, L28/32H: 12 - 18 cSt) and corresponding fuel
temperature upstream of the engine must be observed. This is the only way
to ensure efficient atomisation and mixture formation and therefore low-resi-
due combustion. This also prevents mechanical overloading of the injection
system. For the prescribed injection viscosity and/or the required fuel oil tem-
perature upstream of the engine, refer to the viscosity temperature diagram.
Heavy fuel oil processing Whether or not problems occur with the engine in operation depends on how
carefully the heavy fuel oil has been processed. Particular care should be
taken to ensure that highly-abrasive inorganic foreign matter (catalyst parti-
2015-06-17 - de
cles, rust, sand) are effectively removed. It has been shown in practice that
wear as a result of abrasion in the engine increases considerably if the alumi-
num and silicium content is higher than 15 mg/kg.
General
Viscosity and density influence the cleaning effect. This must be taken into
account when designing and making adjustments to the cleaning system.
D010.000.023-05-0001 EN 3 (9)
Settling tank Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains in
D010.000.023-05-0001
the tank and the lower the viscosity of heavy fuel oil is, the more effective the
precleaning process will be (maximum preheating temperature of 75 °C to
prevent the formation of asphalt in heavy fuel oil). A settling tank is sufficient
for heavy fuel oils with a viscosity of less than 380 mm2/s at 50 °C. If the
heavy fuel oil has a high concentration of foreign matter, or if fuels in accord-
ance with ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tanks
will be required one of which must be sized for 24-hour operation. Before the
content is moved to the service tank, water and sludge must be drained from
the settling tank.
Separators A separator is particularly suitable for separating material with a higher spe-
cific density – such as water, foreign matter and sludge. The separators must
be self-cleaning (i.e. the cleaning intervals must be triggered automatically).
Only new generation separators should be used. They are extremely effective
throughout a wide density range with no changeover required, and can sep-
arate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 °C.
Table Achievable proportion of foreign matter and water (following separa-
tion) shows the prerequisites that must be met by the separator. These limit
values are used by manufacturers as the basis for dimensioning the separa-
tor and ensure compliance.
The manufacturer's specifications must be complied with to maximize the
cleaning effect.
Application in ships and stationary use: parallel installation

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

The separators must be arranged according to the manufacturers' current
recommendations (Alfa Laval and Westphalia). The density and viscosity of
the heavy fuel oil in particular must be taken into account. If separators by
other manufacturers are used, MAN Diesel should be consulted.
If the treatment is in accordance with the MAN Diesel specifications and the
correct separators are chosen, it may be assumed that the results stated in
2015-06-17 - de
the table entitled Achievable Contents of Foreign Matter and Water for inor-
ganic foreign matter and water in heavy fuel oil will be achieved at the engine
inlet.
General
4 (9) D010.000.023-05-0001 EN
Results obtained during operation in practice show that the wear occurs as a
D010.000.023-05-0001
result of abrasion in the injection system and the engine will remain within
acceptable limits if these values are complied with. In addition, an optimum
lube oil treatment process must be ensured.
Definition Particle size Quantity
Inorganic foreign matter < 5 µm < 20 mg/kg
including catalyst particles
Al+Si content -- < 15 mg/kg
Water content -- < 0.2 vol.%
Table 2: Achievable contents of foreign matter and water (after separation)
Water It is particularly important to ensure that the water separation process is as
thorough as possible as the water takes the form of large droplets, and not a
finely distributed emulsion. In this form, water also promotes corrosion and
sludge formation in the fuel system and therefore impairs the supply, atomi-
sation and combustion of the heavy fuel oil. If the water absorbed in the fuel
is seawater, harmful sodium chloride and other salts dissolved in this water
will enter the engine.
Water-containing sludge must be removed from the settling tank before the
separation process starts, and must also be removed from the service tank
at regular intervals. The tank's ventilation system must be designed in such a
way that condensate cannot flow back into the tank.
Vanadium/Sodium If the vanadium/sodium ratio is unfavourable, the melting point of the heavy
fuel oil ash may fall in the operating area of the exhaust-gas valve which can
lead to high-temperature corrosion. Most of the water and water-soluble
sodium compounds it contains can be removed by pretreating the heavy fuel
oil in the settling tank and in the separators.
The risk of high-temperature corrosion is low if the sodium content is one
third of the vanadium content or less. It must also be ensured that sodium
does not enter the engine in the form of seawater in the intake air.
If the sodium content is higher than 100 mg/kg, this is likely to result in a
higher quantity of salt deposits in the combustion chamber and exhaust-gas
system. This will impair the function of the engine (including the suction func-
tion of the turbocharger).
Under certain conditions, high-temperature corrosion can be prevented by
using a fuel additive that increases the melting point of heavy fuel oil ash (also
see Additives for heavy fuel oils).
Ash Fuel ash consists for the greater part of vanadium oxide and nickel sulphate
(see above section for more information). Heavy fuel oils containing a high
proportion of ash in the form of foreign matter, e.g. sand, corrosion com-
pounds and catalyst particles, accelerate the mechanical wear in the engine.
Catalyst particles produced as a result of the catalytic cracking process may
be present in the heavy fuel oils. In most cases, these catalyst particles are
aluminium silicates causing a high degree of wear in the injection system and
the engine. The aluminium content determined, multiplied by a factor of
between 5 and 8 (depending on the catalytic bond), is roughly the same as
2015-06-17 - de
the proportion of catalyst remnants in the heavy fuel oil.

Homogeniser If a homogeniser is used, it must never be installed between the settling tank
and separator as otherwise it will not be possible to ensure satisfactory sepa-
General
ration of harmful contaminants, particularly seawater.
D010.000.023-05-0001 EN 5 (9)
Flash point (ASTM D 93) National and international transportation and storage regulations governing
D010.000.023-05-0001
the use of fuels must be complied with in relation to the flash point. In gen-
eral, a flash point of above 60 °C is prescribed for diesel engine fuels.
Low-temperature behaviour The pour point is the temperature at which the fuel is no longer flowable
(ASTM D 97) (pumpable). As the pour point of many low-viscosity heavy fuel oils is higher
than 0 °C, the bunker facility must be preheated, unless fuel in accordance
with RMA or RMB is used. The entire bunker facility must be designed in
such a way that the heavy fuel oil can be preheated to around 10 °C above
the pour point.
Pump characteristics If the viscosity of the fuel is higher than 1000 mm2/s (cSt), or the temperature
is not at least 10 °C above the pour point, pump problems will occur. For
more information, also refer to Low-temperature behaviour (ASTM D 97).
Combustion properties If the proportion of asphalt is more than two thirds of the coke residue (Con-
radson), combustion may be delayed which in turn may increase the forma-
tion of combustion residues, leading to such as deposits on and in the injec-
tion nozzles, large amounts of smoke, low output, increased fuel consump-
tion and a rapid rise in ignition pressure as well as combustion close to the
cylinder wall (thermal overloading of lubricating oil film). If the ratio of asphalt
to coke residues reaches the limit 0.66, and if the asphalt content exceeds
8%, the risk of deposits forming in the combustion chamber and injection
system is higher. These problems can also occur when using unstable heavy
fuel oils, or if incompatible heavy fuel oils are mixed. This would lead to an
increased deposition of asphalt (see Compatibility).
Ignition quality Nowadays, to achieve the prescribed reference viscosity, cracking-process
products are used as the low viscosity ingredients of heavy fuel oils although
the ignition characteristics of these oils may also be poor. The cetane num-
ber of these compounds should be > 35. If the proportion of aromatic hydro-
carbons is high (more than 35 %), this also adversely affects the ignition
quality.
The ignition delay in heavy fuel oils with poor ignition characteristics is longer;
the combustion is also delayed which can lead to thermal overloading of the
oil film at the cylinder liner and also high cylinder pressures. The ignition delay
and accompanying increase in pressure in the cylinder are also influenced by
the end temperature and compression pressure, i.e. by the compression
ratio, the charge-air pressure and charge-air temperature.
The disadvantages of using fuels with poor ignition characteristics can be
limited by preheating the charge air in partial load operation and reducing the
output for a limited period. However, a more effective solution is a high com-
pression ratio and operational adjustment of the injection system to the igni-
tion characteristics of the fuel used, as is the case with MAN Diesel & Turbo
piston engines.
The ignition quality is one of the most important properties of the fuel. This
value does not appear in the international specifications because a standar-
dised testing method has only recently become available and not enough
experience has been gathered at this point in order to determine limit values.
The parameters, such as the calculated carbon aromaticity index (CCAI), are
therefore aids that are derived from quantifiable fuel properties. We have
2015-06-17 - de
established that this method is suitable for determining the approximate igni-
tion quality of the heavy fuel oil used.
A testing instrument has been developed based on the constant volume
General
combustion method (fuel combustion analyser FCA) and is currently being

tested by a series of testing laboratories.
The instrument measures the ignition delay to determine the ignition quality
6 (9) D010.000.023-05-0001 EN
of fuel and this measurement is converted into an instrument-specific cetane
D010.000.023-05-0001
number (FIA-CN or EC). It has been established that in some cases, heavy
fuel oils with a low FIA cetane number or ECN number can cause operating
problems.
As the liquid components of the heavy fuel oil decisively influence the ignition
quality, flow properties and combustion quality, the bunker operator is
responsible for ensuring that the quality of heavy fuel oil delivered is suitable
for the diesel engine. Also see illustration entitled Nomogram for determining
the CCAI – assigning the CCAI ranges to engine types.
V Viscosity in mm2/s (cSt) at 50° C A Normal operating conditions

D Density [in kg/m3] at 15° C B The ignition characteristics can
be poor and require adapting the
engine or the operating condi-
tions.
CCAI Calculated Carbon Aromaticity C Problems identified may lead to
Index engine damage, even after a
short period of operation.
1 Engine type 2 The CCAI is obtained from the
2015-06-17 - de
straight line through the density

and viscosity of the heavy fuel
oils.
Figure 2: Nomogram for determining the CCAI – assigning the CCAI ranges to engine
General
types
The CCAI can be calculated using the following formula:
CCAI = D - 141 log log (V+0.85) - 81
D010.000.023-05-0001 EN 7 (9)
Sulphuric acid corrosion The engine should be operated at the coolant temperatures prescribed in the
D010.000.023-05-0001
operating handbook for the relevant load. If the temperature of the compo-
nents that are exposed to acidic combustion products is below the acid dew
point, acid corrosion can no longer be effectively prevented, even if alkaline
lube oil is used.
The BN values specified in 010.005 Engine - Operating instructions
010.000.023-11 are sufficient, providing the quality of lubricating oil and the
engine's cooling system satisfy the requirements.
Compatibility The supplier must guarantee that the heavy fuel oil is homogeneous and
remains stable, even after the standard storage period. If different bunker oils
are mixed, this can lead to separation and the associated sludge formation in
the fuel system during which large quantities of sludge accumulate in the
separator that block filters, prevent atomisation and a large amount of resi-
due as a result of combustion.
This is due to incompatibility or instability of the oils. Therefore heavy fuel oil
as much as possible should be removed in the storage tank before bunker-
ing again to prevent incompatibility.
Blending the heavy fuel oil If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtain
the required quality or viscosity of heavy fuel oil, it is extremely important that
the components are compatible (see Compatibility).
Additives for heavy fuel oils MAN Diesel & Turbo SE engines can be operated economically without addi-
tives. It is up to the customer to decide whether or not the use of additives is
beneficial. The supplier of the additive must guarantee that the engine opera-
tion will not be impaired by using the product.
The use of heavy fuel oil additives during the warranty period must be avoi-
ded as a basic principle.
Additives that are currently used for diesel engines, as well as their probable
effects on the engine's operation, are summarised in the table below Addi-
tives for heavy fuel oils – classification/effects.
Precombustion additives ▪ Dispersing agents/stabil-
isers
▪ Emulsion breakers
▪ Biocides
Combustion additives ▪ Combustion catalysts
(fuel savings, emissions)
Post-combustion additives ▪ Ash modifiers (hot corro-

sion)
▪ Soot removers (exhaust-
gas system)
Table 3: Additives for heavy fuel oils – Classification/effects
Heavy fuel oils with low From the point of view of an engine manufacturer, a lower limit for the sul-
sulphur content phur content of heavy fuel oils does not exist. We have not identified any
problems with the low-sulphur heavy fuel oils currently available on the mar-
ket that can be traced back to their sulphur content. This situation may
2015-06-17 - de
change in future if new methods are used for the production of low-sulphur
heavy fuel oil (desulphurisation, new blending components). MAN Diesel &
Turbo will monitor developments and inform its customers if required.
General
If the engine is not always operated with low-sulphur heavy fuel oil, corre-
sponding lubricating oil for the fuel with the highest sulphur content must be
selected.
8 (9) D010.000.023-05-0001 EN
Improper handling of operating fluids
D010.000.023-05-0001
If operating fluids are improperly handled, this can pose a danger to
health, safety and the environment. The relevant safety information by
the supplier of operating fluids must be observed.
Tests
Sampling To check whether the specification provided and/or the necessary delivery
conditions are complied with, we recommend you retain at least one sample
of every bunker oil (at least for the duration of the engine's warranty period).
To ensure that the samples taken are representative of the bunker oil, a sam-
ple should be taken from the transfer line when starting up, halfway through
the operating period and at the end of the bunker period. "Sample Tec" by
Mar-Tec in Hamburg is a suitable testing instrument which can be used to
take samples on a regular basis during bunkering.
Analysis of samples To ensure sufficient cleaning of the fuel via the separator, perform regular
functional check by sampling up- and downstream of the separator.
Analysis of HFO samples is very important for safe engine operation. We can
analyse fuel for customers at MAN Diesel & Turbo laboratory (PrimeServLab).

2015-06-17 - de
General
D010.000.023-05-0001 EN 9 (9)
Viscosity-temperature diagram (VT diagram)

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

In the diagram, the fuel temperatures are shown on the horizontal axis and
the viscosity is shown on the vertical axis.
The diagonal lines correspond to viscosity-temperature curves of fuels with
different reference viscosities. The vertical viscosity axis in mm2/s (cSt)
applies for 40, 50 or 100 °C.
D010.000.023-06-0001
Determining the viscosity-temperature curve and the required preheating temperature

2014-11-06 - de
Example: Heavy fuel oil with Prescribed injection viscosity Required temperature of heavy fuel oil
180 mm²/s at 50 °C in mm²/s at engine inlet* in °C
≥ 12 126 (line c)
≤ 14 119 (line d)
Table 1: Determining the viscosity-temperature curve and the required preheating
temperature
1 (2)
* With these figures, the temperature drop between the last preheating
device and the fuel injection pump is not taken into account.
A heavy fuel oil with a viscosity of 180 mm2/s at 50 °C can reach a viscosity
of 1,000 mm2/s at 24 °C (line e) – this is the maximum permissible viscosity
of fuel that the pump can deliver.
A heavy fuel oil discharge temperature of 152 °C is reached when using a
recent state-of-the-art preheating device with 8 bar saturated steam. At
higher temperatures there is a risk of residues forming in the preheating sys-
tem – this leads to a reduction in heating output and thermal overloading of
the heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration.
The heavy fuel oil lines between the outlet of the last preheating system and
the injection valve must be suitably insulated to limit the maximum drop in
temperature to 4 °C. This is the only way to achieve the necessary injection
viscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700
mm2/s at 50 °C (the maximum viscosity as defined in the international specifi-
cations such as ISO CIMAC or British Standard). If heavy fuel oil with a low
reference viscosity is used, the injection viscosity should ideally be 12 mm2/s
in order to achieve more effective atomisation to reduce the combustion resi-
due.
The delivery pump must be designed for heavy fuel oil with a viscosity of up
to 1,000 mm2/s. The pour point also determines whether the pump is capa-
ble of transporting the heavy fuel oil. The bunker facility must be designed so
as to allow the heavy fuel oil to be heated to roughly 10 °C above the pour
point.
Viscosity
The viscosity of gas oil or diesel oil (marine diesel oil) upstream of the
engine must be at least 1.9 mm2/s. If the viscosity is too low, this may
cause seizing of the pump plunger or nozzle needle valves as a result
of insufficient lubrication.
This can be avoided by monitoring the temperature of the fuel. Although the
maximum permissible temperature depends on the viscosity of the fuel, it
must never exceed the following values:
▪ 45 °C at the most with MGO (DMA) and MDO (DMB)
A fuel cooler must therefore be installed.
If the viscosity of the fuel is < 2 cSt at 40 °C, consult the technical service of
MAN Diesel & Turbo SE in Augsburg.
D010.000.023-06-0001
2014-11-06 - de
2 (2)
Analysis of operating fluids
D010.000.023-14-0001
Checks are important
The engine oil and cooling water must be monitored during operation, as
contamination and acidification limits the performance of the lubricating oil
and damage to the engine could occur if the quality of the water or concen-
tration of slushing oil in the cooling water is too low.
It is also important to check specific fuel characteristics of engines that run
on heavy fuel oil to ensure optimum processing of the heavy fuel oil. It cannot
always be assumed that the values specified in the bunker documents apply
to the delivery.
Test kit
For easy chemical and physical investigation of the operating fluids, we rec-
ommend the following MAN Diesel & Turbo test case:
Medium Type Designation
Heavy fuel oil and lubricating oil A Fuel and lubricating oil analyser
Cooling water B Cooling water tester
Table 1: Test kit for operating fluids analysis
Figure 1: Test kit case A for the analysis of fuel and lubricating oil
Laboratory tests Test kit cannot replace a regular laboratory test of operating fluids, but only
supplement it.
We can analyse engine operating fluids for customers at our laboratory (Pri-
meServLab).
2014-10-17 - de
General
D010.000.023-14-0001 EN 1 (4)
D010.000.023-14-0001
Figure 2: Test kit case B for the analysis of cooling water
Characteristic value Fuel Water Lubricating oil Characteristic value provides indication of Test
or influences kit
Density X X Separator setting A
Viscosity X X Separating temperature, injection vis- A*
cosity, lubricating oil dilution
Ignition behaviour CCAI/CII X Ignition and combustion behaviour, A
ignition pressure, rate of pressure
increase, starting behaviour
Water content X X Fuel delivery and atomisation, corro- A
sion susceptibility
Test for seawater X X A
Total Base Number (TBN) X existing neutralising capacity A
pH value X B
Pour point X X Storability and pumpability A
Water hardness X Cooling water processing B
Chloride ion content X Corrosion potential B
Slushing oil in cooling water X Corrosion protection in the cooling **
system
Spot test X Total lubricating oil contamination A

Spot Test (ASTM-D2781) X Compatibility of blended heavy fuel oil A
components
Table 2: Characteristic values that can be analysed using the test kits
* Test kit A contains the Viscomar device which measures the viscosity at different reference temperatures. The vis-
2014-10-17 - de
cosity-temperature relationship can be determined in conjunction with the Calcumar computing device (e.g. injection
and pump temperature).
** Not included. Available from the supplier of the slushing oil.
General
Refill kits are available for the chemicals used. Every test kit contains a com-
prehensive user manual that provides detailed information on each aspect of
the application.
2 (4) D010.000.023-14-0001 EN
D010.000.023-14-0001
Other testing instruments
Lube Oil Tec Determines the water content, Total Base Number (TBN) and lubricating oil
viscosity (alternative to test kit A with fewer features)
Figure 3: Lube Oil Tec

Port-A-lab For test of lubricating oil. Test scope similar to Lube Oil Tec.
Refractometer For monitoring the anti-freeze solution dosing (in stationary systems).
Sources of supply
Product Item no. Source
A Fuel and lubricating oil analyser 09.11999-9005 1, 2
Chemical refill kit for A 09.11999-9002 1, 2
B Cooling water tester 09.11999-9003 1, 2
Chemical refill kit for B 09.11999-9004 1, 2, 3
Lube Oil Tec 2
Port-A-lab 3
Measuring device for determining the concentration 4
of anticorrosive agent containing nitrite
Refractometer for determining the concentration of 5
anti-freeze solutions
2014-10-17 - de
Addresses
Source Address
General
1 MAN Diesel & Turbo SE, Augsburg, Department A-AUG

2 Drew Marine Mar-Tec GmbH, Stenzelring 8, 21107 Hamburg
D010.000.023-14-0001 EN 3 (4)
Source Address
D010.000.023-14-0001
3 Martechnic GmbH, Schnackenbergallee 13, 22525 Hamburg

4 Supplier of anticorrosive agent
5 Müller Gerätebau GmbH, Rangerdinger Straße 35, 72414 Höfendorf
2014-10-17 - de
General
4 (4) D010.000.023-14-0001 EN
MAN Diesel & Turbo
Description 504.28
Page 1 (1) Firing pressure comparison
Edition 08
L21/31, L21/31S
Firing pressure comparison
2014.11.12
MAN Diesel & Turbo
Description 504.30
Page 1 (2) Fuel oil cleaning
Edition 01
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L27/38, L27/38S, V28/32S

Purification Recommendations Especially for fuels above 180 cST/50°C (1500 sec.
RW/100°F) the highest possible temperature of
Fuel oils are always contaminated and should there- 98°C (208°F) should be maintained in the centrifuge
fore be cleaned thoroughly of solid as well as liquid oil preheater.
contaminants before use. The solid contami-nants
in the fuel are mainly rust, sand, dust and re-finery
catalysts. Liquid contaminants are mainly water, i.e. The fuel is kept in the centrifuge for as long as pos-
either fresh water or sea water. sible by adjusting the flow rate through the centri-
fuge so that it corresponds to the amount of fuel
required by the engine without excessive re-circu-
The impurities can cause damage to fuel injection lating. Consequently, the centrifuge should operate
pumps and fuel valves, result in increased cylinder for 24 hours a day except during necessary clean-
liner wear and cause the exhaust valve seats to ing.
deteriorate. Increased fouling of gasways and tur-
bocharger blends may also result from the use of
inadequately cleaned fuel oils. Taking today's fuel qualities into consideration the
need to clean centrifuges ("shooting frequency")
should not be underestimated. Correct choice and
Effective cleaning can only be ensured by means of adjustment of the regulating screws and/or the
a centrifuge. We recommend that the capacity of gravity discs are of special importance for efficient
the centrifuges installed be at least according to the water removal. The centrifuge manual states the
centrifuge maker's recommendations. To obtain disc or screw adjustment which should be chosen
optimum cleaning it is of the utmost importance to on the basis of the specific gravity of the fuel.
operate the centrifuge with as low a viscosity of the
fuel oil as possible and to allow the fuel oil to remain
in the centrifuge bowl for as long as possible. Normal practice is to have at least two centrifuges
available for fuel cleaning. Results from experimen-
tal work on centrifuges, treating today's qualities of
Cleaning of HFO by Centrifuging residual fuel, have shown that the best cleaning
effect, especially as regards removal of catalyst
Single centrifuge as purifier. fines, is achieved when the centrifuges are operated
Operating Two centrifuges in parallel. in series, in purifier/clarifier mode.
options
Two centrifuges in series.
Optimum Operating Configurations Therefore series operation of centrifuges to ensure
maximum safety is a fully accepted alternative to the
Water content Parallel operation previously recommended parallel operation, provi-
below 1 % Purifier / Purifier
Normal ded the operating capacity of each individual centri-
conditions or fuge can handle the total amount of fuel required by
Density at 15°C Series operation the engine, without exceeding the flow rate recom-
below 0.991 Purifier + Clarifier mended by the centrifuge maker for the operating
mode in question.
Water content
below 1 % Parallel operation
Extreme If the centrifuge capacity installed is on the low side,
conditions Density at 15°C Purifier / Purifier corresponding to the specific viscosity of the fuel oil
below 0.991 used, and if more than one centrifuge is available,
parallel operation may be considered in order to
High content Series operation
of catalyst fines Purifier + Clarifier obtain an even lower flow rate. However, in view of
the above results and recommendations serious
Table 1. Cleaning of HFO. consideration should be given to installing new
equipment in accordance with today's fuel qualities
and flow recommendations.
2015.07.20
MAN Diesel & Turbo
504.30 Description
Fuel oil cleaning Page 2 (2)
Edition 01

To determine centrifuging capacity we generally
advise to follow the recommendations of the centri-
fuge maker, but the curves in fig. 1, can be used as
a guideline.
A homogenizer may be installed in the fuel oil sys-
tem as a supplement to the centrifuges in order to
homogenize possible water and sludge still present
in the fuel after centrifuging.
Figure 1: Flow rate through centrifuge related to nominal capacity

of centrifuge.
2015.07.20
Specification of engine coolant
D010.000.023-13-0001
Preliminary remarks
An engine coolant is composed as follows: water for heat removal and cool-
ant additive for corrosion protection, and antifreeze agent if necessary.
As is also the case with the fuel and lubricating oil, the engine coolant must
be carefully selected, handled and checked. If this is not the case, corrosion,
erosion and cavitation may occur at the walls of the cooling system in con-
tact with water and deposits may form. Deposits obstruct the transfer of heat
and can cause thermal overloading of the cooled parts. The system must be
treated with an anticorrosive agent before bringing it into operation for the
first time. The concentrations prescribed by the engine manufacturer must
always be observed during subsequent operation. The above especially
applies if a chemical additive is added.
Requirements
Limit values The properties of untreated coolant must correspond to the following limit
values:
Properties/Characteristic Properties Unit
Water type Distillate or fresh water, free of foreign matter. -
Total hardness max. 10 °dH*
pH value 6.5 – 8 -
Chloride ion content max. 50 mg/l**
Table 1: Coolant - properties to be observed
*) 1°dH (German hard- ≙ 10 mg CaO in 1 litre of water ≙ 17.9 mg CaCO3/l

ness)
≙ 0.357 mval/l ≙ 0.179 mmol/l
**) 1 mg/l ≙ 1 ppm
Testing equipment The MAN Diesel & Turbo water testing equipment incorporates devices that
determine the water properties directly related to the above. The manufactur-
ers of anticorrosive agents also supply user-friendly testing equipment.
Notes for cooling water check see 010.005 Engine – Work Instructions
010.000.002-03
Distillate If distilled water (from a fresh water generator, for example) or fully desalina-
ted water (from ion exchange or reverse osmosis) is available, this should
ideally be used as the engine coolant. These waters are free of lime and
salts, which means that deposits that could interfere with the transfer of heat
to the coolant, and therefore also reduce the cooling effect, cannot form.
However, these waters are more corrosive than normal hard water as the
2014-12-02 - de
thin film of lime scale that would otherwise provide temporary corrosion pro-
tection does not form on the walls. This is why distilled water must be han-
dled particularly carefully and the concentration of the additive must be regu-
larly checked.
General
Hardness The total hardness of the water is the combined effect of the temporary and
permanent hardness. The proportion of calcium and magnesium salts is of
overriding importance. The temporary hardness is determined by the carbo-
D010.000.023-13-0001 EN 1 (7)
nate content of the calcium and magnesium salts. The permanent hardness
D010.000.023-13-0001
is determined by the amount of remaining calcium and magnesium salts (sul-

phates). The temporary (carbonate) hardness is the critical factor that deter-
mines the extent of limescale deposit in the cooling system.
Water with a total hardness of > 10°dGH must be mixed with distilled water
or softened. Subsequent hardening of extremely soft water is only necessary
to prevent foaming if emulsifiable slushing oils are used.
Damage to the coolant system

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

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

The engine may not be brought into operation without treating the
coolant.
2014-12-02 - de
Additives for coolants

General
Only the additives approved by MAN Diesel & Turbo and listed in the tables
under the section entitled Approved Coolant Additives may be used.
2 (7) D010.000.023-13-0001 EN
Required approval A coolant additive may only be permitted for use if tested and approved as
D010.000.023-13-0001
per the latest directives of the ICE Research Association (FVV) "Suitability test
of internal combustion engine cooling fluid additives.” The test report must
be obtainable on request. The relevant tests can be carried out on request in
Germany at the staatliche Materialprüfanstalt (Federal Institute for Materials
Research and Testing), Abteilung Oberflächentechnik (Surface Technology
Division), Grafenstraße 2 in D-64283 Darmstadt.
Once the coolant additive has been tested by the FVV, the engine must be
tested in the second step before the final approval is granted.
In closed circuits only Additives may only be used in closed circuits where no significant consump-
tion occurs, apart from leaks or evaporation losses. Observe the applicable
environmental protection regulations when disposing of coolant containing
additives. For more information, consult the additive supplier.
Chemical additives
Sodium nitrite and sodium borate based additives etc. have a proven track
record. Galvanised iron pipes or zinc sacrificial anodes must not be used in
cooling systems. This corrosion protection is not required due to the prescri-
bed coolant treatment and electrochemical potential reversal that may occur
due to the coolant temperatures which are usual in engines nowadays. If
necessary, the pipes must be deplated.
Slushing oil
This additive is an emulsifiable mineral oil with added slushing ingredients. A
thin film of oil forms on the walls of the cooling system. This prevents corro-
sion without interfering with heat transfer, and also prevents limescale depos-
its on the walls of the cooling system.
The significance of emulsifiable corrosion-slushing oils is fading. Oil-based
emulsions are rarely used nowadays for environmental protection reasons
and also because stability problems are known to occur in emulsions.
Antifreeze agents
If temperatures below the freezing point of water in the engine cannot be
excluded, an antifreeze agent that also prevents corrosion must be added to
the cooling system or corresponding parts. Otherwise, the entire system
must be heated.
Sufficient corrosion protection can be provided by adding the products listed
in the table entitled Antifreeze Agent with Slushing Properties (Military specifi-
cation: Federal Armed Forces Sy-7025), while observing the prescribed mini-
mum concentration. This concentration prevents freezing at temperatures
down to -22 °C and provides sufficient corrosion protection. However, the
quantity of antifreeze agent actually required always depends on the lowest
temperatures that are to be expected at the place of use.
Antifreeze agents are generally based on ethylene glycol. A suitable chemical
anticorrosive agent must be added if the concentration of the antifreeze
2014-12-02 - de
agent prescribed by the user for a specific application does not provide an
appropriate level of corrosion protection, or if the concentration of antifreeze
agent used is lower due to less stringent frost protection requirements and
does not provide an appropriate level of corrosion protection. Considering
General
that the antifreeze agents listed in the table Antifreeze Agents with Slushing
D010.000.023-13-0001 EN 3 (7)
Properties also contain corrosion inhibitors and their compatibility with other
D010.000.023-13-0001
anticorrosive agents is generally not given, only pure glycol may be used as
antifreeze agent in such cases.
Simultaneous use of anticorrosive agent from the table Chemical additives –
nitrite free together with glycol is not permitted, because monitoring the anti-
corrosive agent concentration in this mixture is no more possible.
Antifreeze agents may only be mixed with one another with the consent of
the manufacturer, even if these agents have the same composition.
Before an antifreeze agent is used, the cooling system must be thoroughly
cleaned.
If the coolant contains emulsifiable slushing oil, antifreeze agent may not be
added as otherwise the emulsion would break up and oil sludge would form
in the cooling system.
Biocides
If you cannot avoid using a biocide because the coolant has been contami-
nated by bacteria, observe the following steps:
▪ You must ensure that the biocide to be used is suitable for the specific
application.
▪ The biocide must be compatible with the sealing materials used in the
coolant system and must not react with these.
▪ The biocide and its decomposition products must not contain corrosion-
promoting components. Biocides whose decomposition products con-
tain chloride or sulphate ions are not permitted.
▪ Biocides that cause foaming of coolant are not permitted.
Prerequisite for effective use of an anticorrosive agent
Clean cooling system

As contamination significantly reduces the effectiveness of the additive, the
tanks, pipes, coolers and other parts outside the engine must be free of rust
and other deposits before the engine is started up for the first time and after
repairs of the pipe system.
The entire system must therefore be cleaned with the engine switched off
using a suitable cleaning agent (see 010.005 Engine – Work Instructions
010.000.001-01 and 010.000.002-04).
Loose solid matter in particular must be removed by flushing the system

thoroughly as otherwise erosion may occur in locations where the flow veloc-
ity is high.
The cleaning agents must not corrode the seals and materials of the cooling
system. In most cases, the supplier of the coolant additive will be able to
carry out this work and, if this is not possible, will at least be able to provide
suitable products to do this. If this work is carried out by the engine operator,
he should use the services of a specialist supplier of cleaning agents. The
2014-12-02 - de
cooling system must be flushed thoroughly after cleaning. Once this has
been done, the engine coolant must be immediately treated with anticorro-
sive agent. Once the engine has been brought back into operation, the
cleaned system must be checked for leaks.
General
4 (7) D010.000.023-13-0001 EN
Regular checks of the coolant condition and coolant system
D010.000.023-13-0001
Treated coolant may become contaminated when the engine is in operation,
which causes the additive to loose some of its effectiveness. It is therefore
advisable to regularly check the cooling system and the coolant condition. To
determine leakages in the lube oil system, it is advisable to carry out regular
checks of water in the expansion tank. Indications of oil content in water are,
e.g. discoloration or a visible oil film on the surface of the water sample.
The additive concentration must be checked at least once a week using the
test kits specified by the manufacturer. The results must be documented.
Concentrations of chemical additives

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

If the concentration is slightly above the recommended concentration this will
not result in damage. Concentrations that are more than twice the recom-
mended concentration should be avoided.
Every 2 to 6 months, a coolant sample must be sent to an independent labo-
ratory or to the engine manufacturer for an integrated analysis.
Emulsifiable anticorrosive agents must generally be replaced after abt. 12
months according to the supplier's instructions. When carrying this out, the
entire cooling system must be flushed and, if necessary, cleaned. Once filled
into the system, fresh water must be treated immediately.
If chemical additives or antifreeze agents are used, coolant should be
replaced after 3 years at the latest.
If there is a high concentration of solids (rust) in the system, the water must
be completely replaced and entire system carefully cleaned.
Deposits in the cooling system may be caused by fluids that enter the cool-
ant or by emulsion break-up, corrosion in the system, and limescale deposits
if the water is very hard. If the concentration of chloride ions has increased,
this generally indicates that seawater has entered the system. The maximum
specified concentration of 50 mg chloride ions per kg must not be exceeded
as otherwise the risk of corrosion is too high. If exhaust gas enters the cool-
ant, this can lead to a sudden drop in the pH value or to an increase in the
sulphate content.
Water losses must be compensated for by filling with untreated water that
meets the quality requirements specified in the section Requirements. The
concentration of anticorrosive agent must subsequently be checked and
adjusted if necessary.
Subsequent checks of the coolant are especially required if the coolant had
to be drained off in order to carry out repairs or maintenance.
2014-12-02 - de
Protective measures
Anticorrosive agents contain chemical compounds that can pose a risk to
General
health or the environment if incorrectly used. Comply with the directions in

the manufacturer's material safety data sheets.
D010.000.023-13-0001 EN 5 (7)
Avoid prolonged direct contact with the skin. Wash hands thoroughly after
D010.000.023-13-0001
use. If larger quantities spray and/or soak into clothing, remove and wash
clothing before wearing it again.
If chemicals come into contact with your eyes, rinse them immediately with
plenty of water and seek medical advice.
Anticorrosive agents are generally harmful to the water cycle. Observe the
relevant statutory requirements for disposal.
Auxiliary engines
If the coolant system used in a MAN Diesel & Turbo two-stroke main engine
is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38 or 28/32H,
the coolant recommendations for the main engine must be observed.
Analysis
The MAN Diesel & Turbo can analyse antifreeze agent for their customers in
the chemical laboratory (PrimeServLab). A 0.5 l sample is required for the
test.
Permitted coolant additives
Nitrite-containing chemical additives

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

Maxigard 40 l 40,000 1,330 2,000
Wilhelmsen (Unitor) Rocor NB Liquid 21.5 l 21,500 2,400 3,600
Dieselguard 4.8 kg 4,800 2,400 3,600
Nalfleet Marine Nalfleet EWT Liq 3l 3,000 1,000 1,500
(9-108)
Nalfleet EWT 9-111 10 l 10,000 1,000 1,500
Nalcool 2000 30 l 30,000 1,000 1,500
Nalco Nalcool 2000 30 l 30,000 1,000 1,500
TRAC 102 30 l 30,000 1,000 1,500
TRAC 118 3l 3,000 1,000 1,500
Maritech AB Marisol CW 12 l 12,000 2,000 3,000

Uniservice, Italy N.C.L.T. 12 l 12,000 2,000 3,000
Colorcooling 24 l 24,000 2,000 3,000
Marichem – Marigases D.C.W.T. - 48 l 48,000 2,400 -
Non-Chromate
Marine Care Caretreat 2 16 l 16,000 4,000 6,000
2014-12-02 - de
Vecom Cool Treat NCLT 16 l 16,000 4,000 6,000

Table 2: Nitrite-containing chemical additives
General
6 (7) D010.000.023-13-0001 EN
Nitrite-free additives (chemical additives)
D010.000.023-13-0001
Manufacturer Product designation Initial dosing Minimum concentration
for 1,000 litres
Arteco Havoline XLI 75 l 7.5 %
Total WT Supra 75 l 7.5 %
Q8 Oils Q8 Corrosion Inhibitor 75 l 7.5 %
Long-Life
Table 3: Chemical additives - nitrite free
Emulsifiable slushing oils

Manufacturer Product
(designation)
BP Diatsol M
Fedaro M
Castrol Solvex WT 3
Shell Oil 9156
Table 4: Emulsifiable slushing oils
Antifreeze agents with slushing properties

Manufacturer Product designation Concentration range Antifreeze agent range *
BASF Glysantin G 48
Glysantin 9313
Glysantin G 05
Castrol Radicool NF, SF
Shell Glycoshell Min. 35 vol. % Min. -20 °C
Max. 60 vol. % ** Max. -50 °C
Mobil Antifreeze agent 500
Arteco Havoline XLC
Total Glacelf Auto Supra
Total Organifreeze
Table 5: Antifreeze agents with slushing properties
* Antifreeze agent acc. to ASTMD1177. 35 vol. % corresponds to ca. -20
°C // 55 vol. % corresponds to ca. -45 °C // 60 vol. % corresponds to ca.
-50 °C (manufacturer's instructions)
** Antifreeze agent concentrations higher than 55 vol. % are only permitted, if

safe heat removal is ensured by a sufficient cooling rate.
2014-12-02 - de
General
D010.000.023-13-0001 EN 7 (7)
Coolants
M010.000.002-03-0001
inspecting
Summary
Acquire and check typical values of the operating media to prevent or limit
damage.
The fresh water used to fill the coolant circuits must satisfy the specifications.
The coolant in the system must be checked regularly in accordance with the
maintenance schedule.
The following work/steps is/are necessary:
Acquisition of typical values for the operating fluid,
evaluation of the operating fluid and checking the anticorrosive agent con-
centration.
Tools/equipment required
Equipment for checking the The following equipment can be used:
fresh water quality ▪ The MAN Diesel & Turbo water testing kit, or similar testing kit, with all
necessary instruments and chemicals that determine the water hardness,
pH value and chloride content (obtainable from MAN Diesel & Turbo or
Mar-Tec Marine, Hamburg)
Equipment for testing the When using chemical additives:
concentration of additives ▪ Testing equipment in accordance with the supplier's recommendations.
Testing kits from the supplier also include equipment that can be used to
determine the fresh water quality.
Testing the typical values of water

Short specification
Typical value/property Water for filling Circulating water
and refilling (without additive) (with additive)
Water type Fresh water, free of foreign matter Treated coolant
Total hardness ≤ 10 dGH 1)
≤ 10 dGH 1)
pH value 6.5 - 8 at 20 °C ≥ 7.5 at 20 °C
Chloride ion content ≤ 50 mg/l ≤ 50 mg/l 2)
Table 1: Quality specifications for coolants (short version)
1)
dGH German hardness
1 dGH = 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/l
2)
1mg/l = 1 ppm
2014-12-01 - de
Coolants
General
M010.000.002-03-0001 EN 1 (2)
M010.000.002-03-0001
Testing the concentration of rust inhibitors

Short specification
Anticorrosive agent Concentration
Chemical additives in accordance with quality specification in Volume 010.005 Engine – operating manual
010.000.023-14
Anti-freeze agents in accordance with quality specification in Volume 010.005 Engine – operating manual
010.000.023-14
Table 2: Concentration of coolant additives
Testing the concentration of The concentration should be tested every week, and/or according to the
chemical additives maintenance schedule, using the testing instruments, reagents and instruc-
tions of the relevant supplier.
Chemical slushing oils can only provide effective protection if the right con-
centration is precisely maintained. This is why the concentrations recommen-
ded by MAN Diesel & Turbo (quality specifications in Volume 010.005 Engine
– operating manual 010.000.023-14) must be complied with in all cases.
These recommended concentrations may be other than those specified by
the manufacturer.
Testing the concentration of The concentration must be checked in accordance with the manufacturer's
anti-freeze agents instructions or the test can be outsourced to a suitable laboratory. If in
doubt, consult MAN Diesel & Turbo.
Regular water samplings Small quantities of lube oil in coolant can be found by visual check during
regular water sampling from the expansion tank.
Testing Regular analysis of coolant is very important for safe engine operation. We
can analyse fuel for customers at MAN Diesel & Turbo laboratory (PrimeServ-
Lab).
2014-12-01 - de
Coolants
General
2 (2) M010.000.002-03-0001 EN
Coolant system
M010.000.002-04-0001
cleaning
Summary
Remove contamination/residue from operating fluid systems, ensure/re-
establish operating reliability.
Coolant systems containing deposits or contamination prevent effective cool-
ing of parts. Contamination and deposits must be regularly eliminated.
This comprises the following:
Cleaning the system and, if required,
removal of limescale deposits,
flushing the system.
Cleaning
The coolant system must be checked for contamination at regular intervals.
Cleaning is required if the degree of contamination is high. This work should
ideally be carried out by a specialist who can provide the right cleaning
agents for the type of deposits and materials in the cooling circuit. The clean-
ing should only be carried out by the engine operator if this cannot be done
by a specialist.
Oil sludge Oil sludge from lubricating oil that has entered the cooling system or a high
concentration of anticorrosive agents can be removed by flushing the system
with fresh water to which some cleaning agent has been added. Suitable
cleaning agents are listed alphabetically in the table entitled Cleaning agents
for removing oil sludge. Products by other manufacturers can be used pro-
viding they have similar properties. The manufacturer's instructions for use
must be strictly observed.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew HDE - 777 4 - 5% 4 h at 50 – 60 °C
Nalfleet MaxiClean 2 2 - 5% 4 h at 60 °C
Unitor Aquabreak 0.05 – 0.5% 4 h at ambient temperature
Vecom Ultrasonic 4% 12 h at 50 – 60 °C
Multi Cleaner
Table 1: Cleaning agents for removing oil sludge
Lime and rust deposits Lime and rust deposits can form if the water is especially hard or if the con-
centration of the anticorrosive agent is too low. A thin lime scale layer can be
left on the surface as experience has shown that this protects against corro-
sion. However, limescale deposits with a thickness of more than 0.5 mm
obstruct the transfer of heat and cause thermal overloading of the compo-
nents being cooled.
Rust that has been flushed out may have an abrasive effect on other parts of
the system, such as the sealing elements of the water pumps. Together with
Coolant system
the elements that are responsible for water hardness, this forms what is
2014-11-26 - de
known as ferrous sludge which tends to gather in areas where the flow
velocity is low.
Products that remove limescale deposits are generally suitable for removing
General
rust. Suitable cleaning agents are listed alphabetically in the table entitled
Cleaning agents for removing lime scale and rust deposits. Products by other
manufacturers can be used providing they have similar properties. The man-
M010.000.002-04-0001 EN 1 (3)
ufacturer's instructions for use must be strictly observed. Prior to cleaning,

M010.000.002-04-0001
check whether the cleaning agent is suitable for the materials to be cleaned.
The products listed in the table entitled Cleaning agents for removing lime
scale and rust deposits are also suitable for stainless steel.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew SAF-Acid 5 - 10% 4 h at 60 - 70 °C
Descale-IT 5 - 10% 4 h at 60 - 70 °C
Ferroclean 10% 4 - 24 h at 60 - 70 °C
Nalfleet Nalfleet 9 - 068 5% 4 h at 60 – 75 ℃
Unitor Descalex 5 - 10% 4 - 6 h at approx. 60 °C
Vecom Descalant F 3 – 10% Approx. 4 h at 50 – 60°C
Table 2: Cleaning agents for removing limescale and rust deposits
In emergencies only Hydrochloric acid diluted in water or aminosulphonic acid may only be used
in exceptional cases if a special cleaning agent that removes limescale
deposits without causing problems is not available. Observe the following
during application:
▪ Stainless steel heat exchangers must never be treated using diluted
hydrochloric acid.
▪ Cooling systems containing non-ferrous metals (aluminium, red bronze,
brass, etc.) must be treated with deactivated aminosulphonic acid. This
acid should be added to water in a concentration of 3 - 5 %. The tem-
perature of the solution should be 40 - 50 °C.
▪ Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-
chloric acid is used as the cleaning agent, there is always a danger that
acid will remain in the system, even when the system has been neutral-
ised and flushed. This residual acid promotes pitting. We therefore rec-
ommend you have the cleaning carried out by a specialist.
The carbon dioxide bubbles that form when limescale deposits are dissolved
can prevent the cleaning agent from reaching boiler scale. It is therefore
absolutely necessary to circulate the water with the cleaning agent to flush
away the gas bubbles and allow them to escape. The length of the cleaning
process depends on the thickness and composition of the deposits. Values
are provided for orientation in the table entitled Cleaning agents for removing
lime scale and rust deposits.
Following cleaning The cooling system must be flushed several times once it has been cleaned
using cleaning agents. Replace the water during this process. If acids are
used to carry out the cleaning, neutralise the cooling system afterwards with
suitable chemicals then flush. The system can then be refilled with water that
has been prepared accordingly.
Only carry out the cleaning operation once the engine has
cooled down
Start the cleaning operation only when the engine has cooled down.
Coolant system
Hot engine components must not come into contact with cold water.
2014-11-26 - de
Open the venting pipes before refilling the cooling water system.
Blocked venting pipes prevent air from escaping which can lead to
thermal overloading of the engine.
General
2 (3) M010.000.002-04-0001 EN
Cleaning products can cause damage
M010.000.002-04-0001
The products to be used can endanger health and may be harmful to
the environment.
Follow the manufacturer's handling instructions without fail.
The applicable regulations governing the disposal of cleaning agents or acids

must be observed.
Coolant system
2014-11-26 - de
General
M010.000.002-04-0001 EN 3 (3)
MAN Diesel & Turbo
Description Quality of raw-water in cooling tower operation 504.44
Page 1 (2)
(additive and circulating water) Edition 01

Description Additive water
This guideline specifies the basic demands made The system water losses caused by blowing down,
on cooling water for cooling tower operation. evaporation or leakages must be replaced by con-
Should the cooling tower manufacturer make fur- tinuous additive water topping during operation.
ther demands on the water quality, these require- The required amount of additive water depends on
ments must, by all means, be observed. the quality of the additive water and the climatic site
Moreover, it must be taken into consideration that conditions.
additional demands will be made on the water qual- Certain demands have to be made on the additive
ity depending on the material of the coolers, which water quality, which is based on the requirements
are applied with water. Additional requirements for for circulating water taking the concentration degree
the cooling water made by the cooler manufacturer into consideration. If the required water quality can-
must also be observed. not be achieved, the water has to be treated chemi-
cally (e.g. softening or hardness stabilisation) or
General mechanically, if necessary. Otherwise
• deposits due to precipitation of hardly soluble
The raw water system with cooling tower re-cooling
salts,
concerns an open circulation system, which dissi-
pates the heat absorbed from the water by evapo- • sediments of disperse solid substances,
ration into the cooling tower. This results at the • corrosion,
same time in a continuous water loss due to evapo-
ration. In order to restrict the incurring salt concen- • growth of micro organisms
tration, a certain water amount must permanently are to be expected.
be topped as additive water. The cooling tower should, at least, be run with a
Water losses due to evaporation and blowing down concentration by factor 2. Higher concentrations
(depending on the additive water quality) may are, in general, more economic. In order to permit
amount up to 3 % of the circulating water quantity. this, the content of substances must not exceed
half of the amount of the contents permitted for cir-
Blowing down culating water. For the absolute minimum require-
ments, see Table 1.
An increasing evaporation loss results in a higher
concentration of the salts and the suspended sub-
stances in the water and, therefore, in an increasing
Water treatment
tendency to corrosion and the formation of deposits Depending on the water quality, various treatment
in the system. In addition, the raw water absorbs processes come into consideration:
impurities from the ambient air. Deposits have a • Decarbonisation, acid injection
negative effect on the heat dissipation in the coolers
and the control system function. • Desalinisation
In order to avoid excessive concentration, a part of • Cooling water conditioning (chemical treatment).
the thickened circulating water must be removed By using special chemicals, so-called stabilisers
from the circuit and be replaced by less concentra- and conditioners, deposits and corrosion in the
ted additive water. Blowing down has a regulating cooling water circuit can largely be controlled.
effect on the concentration constituents of the cir- These means permit operation at increased con-
culating water. The amount of the water to be centration and, therefore, a reduction of the
exchanged depends on the water quality and has to required additive water.
be chosen as to ensure constant compliance with
When using chemical additives for cooling water
the limit values specified for the circulating water
conditioning, the cooling tower manufacturer is to
(see Table 1).
be contacted.
2008.10.27
MAN Diesel & Turbo
504.44 Quality of raw-water in cooling tower operation Description
Page 2 (2)
Edition 01 (additive and circulating water)

Growth by algeas, shells and bacteria colonies
Quality guidelines for circulating and must, therefore, be eliminated by vaccination with
chlorine or effective biocides.
additive water
The selection and application of biocides depends
Circulating water Additive water 1) on the occurring microorganisms. Close coopera-
tion with the manufacturer, resp. supplier, would be
Apperance Colourless, clear, Colourless, clear,
recommendable as they dispose of suitable test
no sediments no sediments
processes for micro organism detection as well as
pH value 2) 7.5 - 8.5 - the necessary experience.
Total salt content < 2,500 ppm < 1,250 ppm
Conductivity < 3,000 µS/cm - Environmental protection, safety
Calcium > 20 ppm > 10 ppm The locally applicable environmental requirements
are, in cooling tower operation, to be taken into
Carbonate hard- < 4 ûdH < 2 ûdH consideration for the discharge of blow-down water
ness without hard- < 71 ppm < 35 ppm and disposal of the substances (hardness stabilis-
ness stabilation
CaCO3 CaCO3 ers, biocides, corrosion inhibitors, dispersants) used
for cooling water treatment.
Carbonate hard- < 20 ûdH < 10 ûdH
ness with hard- When using chemical additives, the safety regula-
< 356 ppm < 178 ppm tions of the manufactures must, by all means, be
ness stabilation
CaCO3 CaCO3 observed.
Chloride < 200 ppm < 100 ppm
Sulphate < 300 ppm < 150 ppm
KMnO4 < 100 g/m3 -
Germ number < 10,000 /ml -
Table 1: Quality guidelines for circulating and additive water

1)
Minimum requirements in the case of contration
factor 2. At a higher concentration the values are
accordingly lower.
When using chemical additives, the pH values
2)
may be located outside the specified range.
Monitoring of the water quality

pH Value, water hardness and conductivity of the
circulating water should, at least, be measured
every 2 weeks. Based on the conductivity, it can be
checked whether the prescribed concentration fac-
tor is kept. Regular checks must include the values
stated in Table 1.
Utilisation of biocides
Intensive venting of the water in the cooling tower
and insulation will, above all, during the warm sea-
son, cause algeas and microorganisms, which clog
the cooling system, support corrosion and clearly
reduce the cooling efficiency.
2008.10.27
MAN Diesel & Turbo
Description 504.45
Page 1 (2) Quality of water used in exhaust gas boiler plants
Edition 01

Conditions Saltless Low-salt or
circulating water salt-laden
Like fuel, lube oil and engine cooling water, water circulating water
for exhaust gas boiler plants is a consumable,
which has carefully to be chosen, treated and pH value at 25 oC 9.5 - 10.5 10.5 - 12
supervised. In the case of improper water mainte- Conductivity at < 50 µS/cm < 5000 µS/cm
nance, corrosion and deposits may form up in the 25 oC
water. Deposits will on their part again result in cor-
Acid capacity up 1 - 12 mmol/l
rosion and have an adverse effect on heat transfer.
to pH 8.2
Any additional requirements for water quality speci-
fied in the boiler manufacturer's manual have to be Table 2: Requirements for circulating water in exhaust gas boiler
taken into consideration.
Exhaust gas boiler with steam turbine
Applications
Only saltless feed water, which complies with the
Two different systems are used: requirements according to Table 3, may be used for
• Exhaust gas boiler plants generate steam, which steam turbines.
is used as heat transfer agent in other systems. Saltfree feed water
• With regard to steam turbines, steam generated
pH value at 25 oC >9
by means of the exhaust gas temperature is used
for energy production. Conductivity at 25 C o
< 0.2 µS/cm 1)
Separate demands made on feed and circulating Oxygen content < 0.1 mg/l
water are valid for both application cases.
Iron, total Fe < 0.03 mg/l
Copper, total Cu < 0.005 mg/l
Exhaust gas boiler without steam turbine
Silicic acid, SiO2 < 0.02 mg/l
The quality requirements for feed and circulating
water comply with TRD 611 (Technische Regeln für Table 3: Requirements for feed water in steam turbines
Dampfkessel = technical rules for steam boilers).
Low-salt and salt-laden feed water can be used if 1)
After strongly acid drawing cation exchanger
the specifications in Table 1, are kept. The utilisa-
Saltfree circulating water
tion of the salt-free feed water is possible, but not
necessary. When using saltless feed water, corre- pH value at 25 C o
9.5 - 10.5
sponding limit values are valid for circulating water.
Conductivity at 25 oC < 3 µS/cm
Saltless Low-salt or Silicic acid, SiO2 < 4 mg/l
feed water salt-laden
feed water Table 4: Requirements for circulating water in steam turbines
pH value at 25 oC >9 >9
Hardness < 0.06 ûdH Treatment
resp. The feed water has to be treated with suitable
< 0.01 mmol/l chemicals. If an exhaust gas boiler without turbine is
Conductivity at < 0.2 µS/cm 1)
used, the conditioning agent must contain the fol-
25 oC lowing products:
Oxygen content < 0.1 mg/l < 0.02 mg/l • Residue softener
• Oxygen binder
Table 1: Requirements for feed water in exhaust gas boilers
• Alkalising medium
1) After strongly acid sample drawing cation • Steam-volatile alkalising medium for corrosion
exchanger protection in the condensate system (not compul-
sorily required in the case of saltless feed water)
2008.10.27
MAN Diesel & Turbo
504.45 Description
Quality of water used in exhaust gas boiler plants Page 2 (2)
Edition 01

• Possible dispersing agent (in particular, if deposits • Hardness, daily
already exist in the boiler system). • Iron content
MAN Diesel & Turbo recommends using combina- • Acid capacity of up to pH 8.2 (pH value).
tion products. This simplifies the treatment and
ensures that all vital points concerning water treat- • Additive concentration (according to manufacturer
ment are taken into consideration. specifications)
During the warranty period and in the case of exist- The following values of the condensate are to be
ing maintenance contracts, only the products men- checked and documented regularly:
tioned in Table 5, are to be used. • pH Value, daily
Producer Product • Conductivity, daily
DREW Advantage 121 M • Hardness
Nalco Nalco 72400 • Iron content
Unitor Liquitreat + Condensate

• Additive concentration (according to manufacturer
Control specifications).
Table 5: Combination products for treatment of the feed water in Cleaning of the exhaust gas boiler
exhaust gas boilers without steam turbine
Cleaning at the exhaust gas side is carried out with
It is expressly pointed out that warranty for the steam or water, by means of the corresponding
products used has to be taken over by the product devices. In the case of water cleaning, special
manufacturer. requirements are not to be observed, with the
exception that sea or brackish water must not be
The recommendations of the turbine manufacturer
used.
are to be taken into consideration for the treatment
of water used in steam turbines. General recom- Correct maintenance provided, water cleaning is
mendations can, in this case, not be given. not necessary. Should cleaning prove to be neces-
sary, a suitable company has to be engaged, which
is able to carry out professional cleaning.
Water maintenance
The following values of the feed water are to be
checked and documented regularly:
• pH Value, daily
• Conductivity, daily
• Hardness, daily
• Oxygen content, resp. surplus at oxygen binder,
daily
• Concentration of additives (according to manufac-
turer specifications)
• Iron content
• Acid capacity of up to pH 8.2 (pH value)
With regard to steam turbines, the following has, in
addition, to be checked weekly:
• Copper content, silicic acid
The following values of the boiler water are to be
checked and documented regularly:
• pH Value, daily
• Conductivity, daily
2008.10.27
Specification of water for fuel-water emulsions
Specification of water for fuel-water emulsions

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

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

Treatment with anticorrosive agents is not required and must be
omitted.
2014-10-28 - de
General
D010.000.023-16-0001 EN 1 (1)
Specifications of intake air (combustion air)

General
The quality and condition of intake air (combustion air) have a significant
effect on the engine output, wear and emissions of the engine. In this regard,
not only are the atmospheric conditions extremely important, but also con-
tamination by solid and gaseous foreign matter.
Mineral dust in the intake air increases wear. Chemicals and gases promote
corrosion.
This is why effective cleaning of intake air (combustion air) and regular main-
tenance/cleaning of the air filter are required.
When designing the intake air system, the maximum permissible overall pres-
sure drop (filter, silencer, pipe line) of 20 mbar must be taken into considera-
tion.
Exhaust turbochargers for marine engines are equipped with silencers
enclosed by a filter mat as a standard. The quality class (filter class) of the
filter mat corresponds to the G3 quality in accordance with EN 779.
Requirements
Liquid fuel engines: As minimum, inlet air (combustion air) must be cleaned
by a G3 class filter as per EN779, if the combustion air is drawn in from
inside (e.g. from the machine room/engine room). If the combustion air is
drawn in from outside, in the environment with a risk of higher inlet air con-
tamination (e.g. due to sand storms, due to loading and unloading grain
cargo vessels or in the surroundings of cement plants), additional measures
must be taken. This includes the use of pre-separators, pulse filter systems
and a higher grade of filter efficiency class at least up to M5 according to EN
779.
Gas engines and dual-fuel engines: As minimum, inlet air (combustion air)
must be cleaned by a G3 class filter as per EN779, if the combustion air is
drawn in from inside (e.g. from machine room/engine room). Gas engines or
dual-fuel engines must be equipped with a dry filter. Oil bath filters are not
permitted because they enrich the inlet air with oil mist. This is not permissi-
ble for gas operated engines because this may result in engine knocking. If
the combustion air is drawn in from outside, in the environment with a risk of
higher inlet air contamination (e.g. due to sand storms, due to loading and
unloading grain cargo vessels or in the surroundings of cement plants) addi-
tional measures must be taken. This includes the use of pre-separators,
pulse filter systems and a higher grade of filter efficiency class at least up to
M5 according to EN 779.
In general, the following applies:
The inlet air path from air filter to engine shall be designed and implemented
airtight so that no false air may be drawn in from the outdoor.
The concentration downstream of the air filter and/or upstream of the turbo-
2014-09-01 - de
charger inlet must not exceed the following limit values.

Properties Limit Unit *
Particle size < 5 µm: minimum 90% of the particle number
General
Particle size < 10 µm: minimum 98% of the particle number

Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/Nm3
D010.000.023-17-0001 EN 1 (2)
Properties Limit Unit *

Chlorine max. 1.5

Sulphur dioxide (SO2) max. 1.25
Hydrogen sulphide (H2S) max. 5
Salt (NaCl) max. 1
* One Nm corresponds to one cubic meter of
3
gas at 0 °C and 101.32 kPa.

Table 1: Intake air (combustion air) - typical values to be observed
Intake air shall not contain any flammable gases

Intake air shall not contain any flammable gases. Make sure that the
combustion air is not explosive and is not drawn in from the ATEX
Zone.
2014-09-01 - de
General
2 (2) D010.000.023-17-0001 EN
Specification of compressed air
D010.000.023-21-0001
General
For compressed air quality observe the ISO 8573-1:2010. Compressed air
must be free of solid particles and oil (acc. to the specification).
Requirements
Compressed air quality in the The starting air must fulfil at least the following quality requirements accord-
starting air system ing to ISO 8573-1:2010.
Purity regarding solid particles Quality class 6
Particle size > 40µm max. concentration < 5 mg/m3
Purity regarding moisture Quality class 7
Residual water content < 0.5 g/m3
Purity regarding oil Quality class X
Additional requirements are:

▪ The layout of the starting air system must ensure that no corrosion may
occur.
▪ The starting air system and the starting air receiver must be equipped
with condensate drain devices.
▪ By means of devices provided in the starting air system and via mainte-
nance of the system components, it must be ensured that any hazard-
ous formation of an explosive compressed air/lube oil mixture is preven-
ted in a safe manner.
Compressed air quality in the Please note that control air will be used for the activation of some safety
control air system functions on the engine – therefore, the compressed air quality in this system
is very important.
Control air must meet at least the following quality requirements according to
ISO 8573-1:2010.
▪ Purity regarding solid particles Quality class 5
▪ Purity regarding moisture Quality class 4
▪ Purity regarding oil Quality class 3
For catalysts
The following specifications are valid unless otherwise defined by any other
relevant sources:
Compressed air quality for Compressed air for soot blowing must meet at least the following quality
soot blowing requirements according to ISO 8573-1:2010.
2015-03-26 - de
Compressed air quality for Compressed air for atomisation of the reducing agent must fulfil at least the
reducing agent atomisation following quality requirements according to ISO 8573-1:2010.
General
D010.000.023-21-0001 EN 1 (2)

D010.000.023-21-0001

Clogging of catalysts
To prevent clogging of catalysts and catalyst lifetime shortening, the
compressed air specification must always be observed.
For gas valve unit control (GVU)

Compressed control air Compressed air for the gas valve unit control (GVU) must meet at least the
quality for the gas valve unit following quality requirements according to ISO 8573-1:2010.
control (GVU) ▪ Purity regarding solid particles Quality class 2
2015-03-26 - de
General
2 (2) D010.000.023-21-0001 EN
Operating Fluid Systems
Quality guidelines (conventional and Common Rail engines)

flushing and cleaning
Summary
Keep the operating media systems free from impurities and residue, prevent
operational problems / damage.
Flush all engine-connected operating media systems before commissioning,
clean individual parts before installation. Depending on the system, this
includes:
Flush system(s) (Step 1),
flush system(s) (Step 2),
drain system(s) and
clean components.
Safety requirements
▪ Engine stopped
▪ Fuel systems isolated / depressurised
▪ Engine secured against starting up
1. Lube oil system
1.1 Pipe section between the indicator filter and the engine inlet
flange
(engine without attached lube oil filter)
In case of engines without attached lube oil filter, the pipe section between
the plant-related lube oil filter and the engine inlet flange is to be cleaned with
special care. Contaminants arising from this pipe section enter the lube-oil
supply system directly and can cause severe damages to this. In order to
allow internal visual examination of this pipe section completely, each pipe
bend is to be installed using a pair of flanges. All the internal welding seams
are to be thoroughly smoothed over by grinding.
Quality guidelines (conventional and Common Rail

The pipe section is to be acidified, neutralised and treated with slushing oil
according to Work Card 010.000.001-03, which is later dissolved with lubri-
cating oil (e.g. Esso Rustban No. 335, Shell Ensis Oil, Valvoline Tectyl, Tecto
6 SAE 30). If installation is to take place later, the openings are to be sealed
with covers. Our commissioning staff is instructed to check this equipment
for cleanliness before filling the system.
Prevent bearing damages

Severe bearing damage can arise due to dirt particles entering the
engine.
The pipelines are to be cleaned with utmost care.
2015-07-02 - de
1.2 General information on the flushing the engine lube oil system
engines)
Dirt particles will always remain in the pipes in spite of careful installation and
General
cleaning. This requires thorough flushing of the entire lube oil system before
commissioning using electric lube oil pump. For engines with an ached lube
oil pump and electric priming pump with low flow rate, a separate lube oil
M010.000.001-01-0007 EN 1 (9)
pump with sufficient flow rate. A sufficient flow rate is achieved when the lube
oil pressure before engine (after filter) > 3 bar (on pressure gauge) and the
volumetric flow is > 70% of the engine's nominal volumetric flow. Before /
during and after the flushing process, oil must be cleaned continuously by
means of a separator.
1.3 Flushing oil to be used

For the flushing operation, we recommend a special flushing oil with a (low)
viscosity of 45-70 cSt / 40°C (e.g. SAE 20). This oil is light and therefore
requires no preheating.
If no flushing oil is available, the operating oil SAE 40 to be subsequently
used for operation can be used for flushing. In these cases, the oil must be
preheated to 40-50°C (preheating units, separator preheater). The engine
cooling water must be preheated to at least 60°C to prevent condensed
water forming (or corrosion in the crankcase). During and after the flushing
operation, oil must be cleaned continuously by means of a filter and separa-
tor.
1.4 Preparation for the first flushing process (flushing the pipe
system outside the engine)
Hereby, only the pipe system outside the engine is flushed.
Laying a temporary pipeline Detach the plant-side pipeline from the last filter unit to the lube oil inlet
for return flow flange of the engine. Install a temporary pipeline for return flow from the
plant-side last filter unit to the crankcase. (Lay it through one of the crank-
case covers in the engine frame).
Installing a provisional lube A provisional lube oil filter (filter mesh < 50 μm) must be installed if:
oil filter ▪ No adequate plant-side lube oil filter is provided, and the automatic lube
oil filter is installed on the engine side. The provisional lube oil filter should
preferably be integrated in the provisional installed pipeline (for return
flow). The provisional lube oil filter must be designed depending on the
volumetric flow rate of the flushing pump used. The lube oil filter must
have a magnet installed within the filter chamber.
▪ On the plant side, an automatic filter is installed to return filtered dirt par-
ticles into the tank. In this case, a temporary lube oil filter is to be instal-
led in the backflushing line of the automatic filter during the flushing proc-
ess. The temporary lube oil filter must be designed depending on volu-
metric return flow rate of the automatic lube oil filter used.
Automatic filter The filter cartridges of the plant-side installed automatic filter are to be dis-
mantled if an indicator filter is fitted downstream. The filter casing as well as
filter bypass pipes are to be involved in the flushing process.
Lube oil separator The lubricating oil separator is to be put into operation.
1.5 Carrying out the first flushing process

The first flushing process must be carried out with special caution. Further-
more, the first flushing process must be carried out with great deliberation
2015-07-02 - de
due to modifications performed or due to temporary installed pipelines and

lube oil filter. Therefore, the flushing process must be carried out by expert
personnel with thorough system knowledge only.
engines)
General
The flushing processes must be carried out in the presence of personnel

from MAN Diesel & Turbo.
When switching on the lube oil pump, the flushing process starts.
2 (9) M010.000.001-01-0007 EN
During flushing, the lube oil system is to be monitored for leaks. Both pres-

sures and differential pressures must be checked.
Regular check of the filters At the beginning of the flushing process, the temporary installed lube oil fil-
ters are to be checked for contamination at short intervals. Especially when
no differential pressure indicator is available. A contamination level too high
can lead to inadmissible high pressure values, thus causing filter fabric dam-
ages. If an indicator filter is used as lube oil filter, it must be checked with
short intervals as well. After the maximum differential pressure is achieved,
switch over to the other filter chamber. Contaminated sieve inserts are to be
cleaned properly .
Tapping the entire pipe All lube oil pipes, especially in the area of weld seams, should be hammer
system tested throughout the flushing process.
Lubricating oil cooler The lubricating oil cooler is to be included in the flushing process. Manual
operation of the temperature control valve alternately flushes the cooler and
its bypass pipe.
Lube oil separator Proper operation of the lube oil separator is to be monitored continuously.
Minimum flushing duration The minimum flushing duration is 24 hours. However, the flushing process
of 24 hours may be completed as soon as the filter contamination has reduced to a mini-
mum. The lube oil pump is to be switched off.
1.6 Measure after the first flushing operation completed —

Preparation for the second flushing operation (flushing the pipe
system outside the engine)
Removing the temporary ▪ Remove the temporary pipeline (for return flow) laid from plant-side last
measures filter unit (upstream of lube oil inlet on the engine) to the crankcase.
▪ The lube oil inlet on the engine is to be re-connected to plant-side lube
oil system.
▪ The temporary installed filters are to be removed.
▪ The automatic filters are to be re-fitted.
▪ Re-connect opened bypass lines if necessary.
Cleaning the filters After the first flushing sequence is complete, clean the sieve inserts of the
indicator filter and check them for any damage.
Post-lubrication tank (upper If the engine or plant is equipped with post-lubrication tanks to ensure the
post-lubrication after shut-down or blackout these tanks shall be included in
tank) for emergency power
unit and turbocharger the flushing circuit during the second flushing procedure. To remove the con-
taminations eventually present in the post-lubrication tank (upper tank) the oil
inlet and the oil outlet pipes shall be cross-connected, i.e. the pipes (with
round flanges) shall be cross-connected using available pipes and short flexi-
ble hoses. Oil is then pumped through the overflow pipe into the post-lubri-
cation tank and is drained via the filling pipe again.
In addition, the lube oil feed pipe of turbocharger shall be closed, as the tur-
bocharger was already flushed during the test run. Remove the throttle plate
(orifice) installed in the filling pipe. If provided, a pressure control valve for set-
ting the lube oil pressure at turbocharger inlet is installed upstream of the tur-
2015-07-02 - de
bocharger. The pressure control valve is to be released.
1.7 Carrying out the second flushing process

engines)
General
By installing the pipeline (cleaned) from the indicator filter to the lube oil inlet
on the engine, the engine with its bearing positions and spray nozzles is now
included in the flushing process.
M010.000.001-01-0007 EN 3 (9)
The flushing processes must be carried out in the presence of personnel

from MAN Diesel & Turbo.

When switching on the lube oil pump, the flushing process starts.
During flushing, the lube oil system is to be monitored for leaks. Both pres-
sures and differential pressures must be checked.
Minimum flushing duration The minimum flushing duration is 12 hours. However, the flushing process
of 12 hours may be completed as soon as the filter contamination has reduced to a mini-
mum. The lube oil pump is to be switched off.
Check differential pressure

If a running-in filter is attached to the engine, it must be monitored
continuously for differential pressure and, if necessary, cleaned.
1.8 Measures after carrying out the second flushing process

Removing the temporary ▪ The temporary measures installed for flushing the upper tank are to be
measures removed.
▪ Other temporary devices are to be removed.
▪ Contaminated filters are to be cleaned, if required.
Removal of flushing oil from If special flushing oil has been used, the lube oil system must be drained
the system completely. Any oil remaining in the cooler, filter and separator preheater
must be removed via the drain pipes. The filter inserts must be cleaned cor-
rectly and checked for damage.
If the flushing process has been carried out using the operating oil and the
findings of the oil analysis are satisfactory, the system does not need to be
drained.
1.9 Running in filter on the engine

If necessary, a running in filter is attached directly to the engine. The running
in filter is to be used from the beginning of the test run at the engine manu-
facturer's premises up to the completion of commissioning on-site.
Since the running in filter is not switchable, there will be a limited standstill in
operation (depending on the lubricating oil condition). An extended period of
operation with an activated contamination display can lead to problems in
the lube oil supply. Therefore, when the differential pressure alarm is trig-
gered, increased attention is to be paid to the lube oil pressure in front of the
engine, and the filter insert must be cleaned as soon as possible, in accord-
ance with the manufacturer's instructions.
Remove the filter insert after the system run-in period (normally after comple-
tion of commissioning) - but definitely before taking up continuous operation
of the equipment. The filter body remains in the engine. After that, there will
be no further filtering effect from this running in filter. A corresponding note
on the filter body points this out.
2015-07-02 - de
In case of structural changes to the lube oil system, or for other reasons that
require flushing the lube oil system, the filter insert must be refitted until the
flushing process is complete.
engines)
General
4 (9) M010.000.001-01-0007 EN

2. Fuel oil system
The pipeline between the double filter installed directly upstream of engine
and the engine inlet must be cleaned thoroughly.
For a thoroughly visual inspection of the internal part of the pipe, the later
must always be separated via a flange connection if this make a bend. Inner
welding seams must always be smoothly ground. In accordance with Work
Instructions 010.000.001-03, the individual pipe sections must be pickled,
neutralised and treated with slushing oil. The used slushing oil must allow to
be dissolved with diesel oil (e.g. Esso Rustban No. 335, Shell Ensis, Valvoline
Tectyl, Tecto 6 SAE 30). All the openings not closed during the assembling
works must be sealed.
The MAN Diesel & Turbo personnel responsible for the commissioning is
instructed to check these pipes for cleanliness before filling the system.
2.1 Flushing the fuel system

This system must also be flushed in two processes in order to entirely
remove the installation dirt from the pipes. Gas oil or diesel oil should be
used for this purpose.
2.2 First flushing process (without engine)

During this process, the entire shipyard-side or installation-side pipe system
is flushed via the existing single or duplex filter. If the single or duplex filter is
built-in on engine and thus not usable for the first flushing process, a sepa-
rate flushing filter with maximum filter mesh of 25 µm must be used.
The bypass pipes existing in the system (e.g. for viscosity control units, heat
exchangers, etc.) must be opened. It is recommended to install an additional
magnet separator before the feed pump on plant side - only for the period of
the complete flushing process. The filter cartridges of the automatic filter
must be removed to flush the filter housing.
The fuel flow and return pipe must be connected to each other in front of the
engine by means of a temporary bypass pipe. The fuel oil system is to be

switched so that the entire pipe system will be flushed, and fuel oil will return
into the service tank. In the meantime, put the heat exchangers in the fuel oil
return line (if any) into operation! Flush the system with the opened return line
to the service tank.
When starting the plant-side feed pump, the flushing process starts. The
booster pump remains in this case deactivated. The flushing process must
be performed until the filters are free of contaminants and impurities. To
determine the cleanliness of the total shipyard-side or plant-side pipe system
the single or duplex filter must be cleaned several times during the flushing
process depending on the loading. After completion of the flushing process
the cocks of the plant-side bypass pipes, e.g. of the automatic filter, viscosity
control units or mixing pipe must be closed.
Experience shows that the minimum flushing duration is 24 hours.
2015-07-02 - de
After closing the above listed bypass pipes in the supply and return lines the
new connected components must be flushed within an additional period of
about 6 h.
engines)
General
M010.000.001-01-0007 EN 5 (9)
After completing this flushing process, all temporary modifications on the fuel
oil system are to be cancelled. All filter elements including the pre-filter of the
feed pump ("strainer") must be cleaned according to the manufacturer's
instructions and checked for eventual damage, and replaced if necessary.
2.3 Second flushing process

The flushing process must be carried out in the presence of personnel from
MAN Diesel & Turbo.
The fuel supply and return pipe must be connected to the engine. Now, the
entire fuel system inclusive engine is flushed. For Common-Rail engines, after
the flushing duration of about 2 hours the flushing valve must be opened by
manual actuation of the compressed air.
When starting the plant-side booster pump, the flushing process starts. The
flushing process must be performed until the single or duplex filter are free of
contaminants and impurities. To determine the cleanliness of the total system
the single or duplex filter must be cleaned several times during the flushing
process depending on the loading.
Experience shows that the minimum flushing duration is 6 hours.
2.4 Draining and Cleaning the System Components

The end preheater, the filter chambers and if applicable the existing mixing
tank must be de-sludged through their drain pipes. After 24 hours settling
time, the service tank must also have the sludge drained off.
3. Cooling water system

Before commissioning the engine and injection valve cooling system, ensure
that there is no rust or other deposits on the surfaces where the cooling
water is admitted.
If rust is detected, the system needs to be cleaned in accordance with Work
Instructions 010.000.001-03 and 010.000.002-04.
The cooling water system must be flushed with fresh water prior to commis-
sioning the engine. Add a detergent to the water in order to remove any resi-
dues of the preservative used. Suitable agents are listed alphabetically in

Table 1. Detergents by other manufacturers may also be used provided they
have the same properties. After cleaning, rinse with untreated fresh water.
In order to filter out coarser impurities, temporary installation of strainers is a
must. The mesh must be 1 mm for the low and high temperature system.
The smallest gap in the injection valve is 0.5 mm. Provisional installation of a
strainer with a width of mesh of ≤ 0.25 mm is necessary for flushing the cool-
ing water system of the injection valves in order to prevent dirt deposits here
and thus avoid reduced heat dissipation.
The integration of two gate valves in each case means that there will be no
water leakage when cleaning or removing the strainers.
After flushing, the fresh water is to be treated in accordance with the quality
2015-07-02 - de
requirements for cooling water. See 010.005 Engine - Operating Instructions,

010.000.023-14.
engines)
Manufacturer Product Concentration Cleaning Time / Temperature

General
Drew HDE - 777 4 - 5% 4 h at 50 - 60 °C

Nalfleet MaxiClean 2 2 - 5% 4 h at 60 °C
6 (9) M010.000.001-01-0007 EN
Manufacturer Product Concentration Cleaning Time / Temperature

Unitor Aquabreak 0.05 - 0.5% 4 h at ambient temperature
Seaclean Plus 0.5% 4 h at 50 - 60 °C
Vecom Ultrasonic 4% 12 h at 50 - 60 °C
Multi Cleaner
Table 1: Detergents for removing oily residues
4. Compressed air system
High noise levels when working with compressed air!

When blowing out the piping with compressed air, high noise levels
can be generated, and thus, ear affection is possible.
• Wear ear defenders!
Explosion due to flammable media!

Residual flammable media contained within pipelines of the
compressed-air system can explode, e.g.: Slushing oil!
4.1 Installation-side system

The whole system must be carefully cleaned before operating the engine. All
pressure and control pipes must be free of flammable media and slag, scale
and rust.
The air pipes are cleaned by blowing by 3 or 4 times with compressed air at
a pressure of 30 bar in the starter air tank.
In order to do this, separate the installation-side pipeline from the connection
flange on the engine and attach the pipeline securely to prevent deformation
when blowing. Close the open engine entry point. Also remove the control air

pipe in front of the engine. The blowing is activated by opening the slide-
valve on the connecting tank.
After the cleaning process, reconnect all the pipes that have been removed.
High noise levels when working with compressed air!

When blowing out the piping with compressed air, high noise levels
can be generated, and thus, ear affection is possible.
• Wear ear defenders!
Explosion due to flammable media!

2015-07-02 - de
Residual flammable media contained within pipelines of the

compressed-air system can explode, e.g.: Slushing oil!
engines)
General
M010.000.001-01-0007 EN 7 (9)
4.2 Engine-Side System

A primary pressurisation of engine-side compressed-air system may be per-

formed by MAN Diesel & Turbo personnel responsible for commissioning
only.
Generally, proceed as follow upon the first pressurisation of the engine-side
compressed-air system:
1. Any fuel oil supply / gas supply to the engine is blocked.
2. Emergency stop devices were tested and are functional.
3. Open the existing indicator valves on the cylinder head if necessary.
4. Actuate the engine with short compressed-air pulses via the local start
button on the engine (pulses of 1-2 seconds each) so that the engine
runs for a short time only, and few crankshaft revolutions occur.
5. As often as the engine turns and runs down again, the actuating time of
the start button can be increased up to 5 seconds.
6. This process is considered to be completed, if the engine turns and
then it runs down with no trouble again, also at the lapse of an actuat-
ing time of the start button according to the further starting operation
(approx. 5 seconds).
5. Gas system
5.1 Installation-side system

Prior to starting up, make sure that both internal and external piping is made
of high quality stainless steel in accordance with the MAN Diesel & Turbo
specifications.
The whole system must be carefully cleaned before operating the engine. All
pipes must be free of flammable fluids and slag, scale, rust, oil, and passivat-
ing agent.
High noise levels when working with compressed air

When blowing out the piping with compressed air, high noise levels are
produced.
• Wear ear defenders
Danger of fire/explosion
Flammable fluids (slushing oil, ...) may be ignited by open flames and
hot surfaces. Insufficient ventilation may result in low-speed
detonation/explosion.
• smoking, fire and naked light prohibited
• allow hot surfaces to cool down, or cover them
2015-07-02 - de
• provide adequate ventilation

• wear protective clothing
engines)
General
8 (9) M010.000.001-01-0007 EN
The gas pipes are cleaned by blowing them through 3 to 4 times with air

compressed to 8 bar. For this purpose, detach the pipe of the gas control
unit and of the engine connection on the plant side, and fix it securely. The
open pipes at the engine connection and at the gas control unit outlet must
be closed. Connect compressed air to the gas pipe on the plant side, and
blow the pipe through. After the cleaning process, reconnect all the pipes
that have been removed.

2015-07-02 - de
engines)
General
M010.000.001-01-0007 EN 9 (9)
MAN Diesel & Turbo
Index
Page 1 (1) Cylinder Head 505
4104553-3
Contents
of
Table
Description
Cylinder head ............................................................................................................ 505.01 (05)
Work cards
Dismantling of cylinder unit from engine .................................................................... 505-01.00 (13)
Disassembly of cylinder unit ...................................................................................... 505-01.01 (05)
Inspection of inlet valve, exhaust valve and valve guide ............................................. 505-01.05 (06)
Reconditioning of valve spindle seat and valve seat ring ............................................ 505-01.10 (04)
Valve rotator ............................................................................................................. 505-01.15 (05)
Replacement of valve guide ...................................................................................... 505-01.20 (16)
Indicator valve ........................................................................................................... 505-01.26 (05)
Replacement of valve seat ring ................................................................................. 505-01.35 (04)
Inspection of cylinder head cooling water space ....................................................... 505-01.45 (03)
Assembly of cylinder unit .......................................................................................... 505-01.50 (06)
Mounting of cylinder unit in engine ............................................................................ 505-01.55 (08)
Plates
Cylinder head ............................................................................................................ P50501-27
Valve spindles and valve gear ................................................................................... P50502-17
Water guide jacket .................................................................................................... P50507-03
Safety and indicator valve ......................................................................................... P50508-04
Cylinder head, top cover ........................................................................................... P50510-08
MAN Diesel & Turbo
505.01
Page 1 (1) Cylinder head
Edition 05
L21/31, L21/31S
Cylinder head The cylinder head is equipped with replaceable
valve seat rings. The exhaust valve seat rings are
The cylinder head is of cast iron with an integrated water cooled in order to ensure low valve tempera-
charge air receiver, made in one piece. It has a tures.
bore-cooled thick walled bottom. It has a central
bore for the fuel injection valve and 4 valve cross
flow design, with high flow coefficient. Intensive
water cooling of the nozzle tip area made it possible
to omit direct nozzle cooling. The valve pattern is
turned about 20° to the axis and achieves a certain
intake swirl.
Figure 1: Cylinder head
The cylinder head is tightened by means of 4 nuts

and 4 studs which are screwed into the engine
frame. The nuts are tightened by means of hydraulic
jacks.
The cylinder head has a screwed-on top cover. It
has two basic functions: oil sealing of the rocker
chamber and covering of the complete head top
face.
Air inlet and exhaust valves

The valve spindles are made of heat-resistant ma-
terial and the spindle seats are armoured with wel-
ded-on hard metal.
All valve spindles are fitted with valve rotators which
turn the spindles each time the valves are activated.
The turning of the spindles ensures even tempera-
ture levels on the valve discs and prevents deposits
on the seating surfaces.
2015.08.04
MAN Diesel & Turbo
Work Card 505-01.00
Page 1 (5) Dismantling of cylinder unit from engine
Edition 13
L21/31, L21/31S

Shut-off starting air 52000 038
52000 212
Shut off cooling water 52001 107
Shut off fuel oil 52000 334
Shut-off cooling oil 52000 060
- and hydraulic tools
Stop lub. oil circulation according to working
Press Blocking - Reset card 520-01.06
Short Description
Dismantling of cylinder unit from engine for inspec-
tion and/or overhaul.

Engine stopped and cooled down. Hexagon socket screw
Handle
Bar
Related Procedure
Disassembly of cylinder unit 505-01.01
Function of the hydraulic tools 520-01.05
Application of hydraulic tools 520-01.06
See section 514

Number : 2
Data
2015.10.26
MAN Diesel & Turbo
505-01.00 Work Card
Dismantling of cylinder unit from engine Page 2 (5)
Edition 13
L21/31, L21/31S
Tool
Use original tool!
Preparations before Dismantling

1) Drain off the cooling water from the engine.
2) Remove the top cover.
Figure 1: Push the cooling water connection and charge air con-
3) Remove the side covers on both sides of the nections to the right seen from the exhaust side
engine.
4) Remove the exhaust gas cover.
Disassembling of Connecting Rod from
Disassembling of connections Marine Head
1) Disconnect the exhaust gas receiver from the
1) Loosen the connecting rod by means of the
cover by removing the clamp.
hydraulic jacks, see working card 506-01.25.
2) Disconnect the fuel oil high pressure pipe.
2) Remove the connecting rod nuts by hand.
3) Disassembly the 4 clamps for locking the cool-
3) Turn the piston to TDC.
ing water connections between the cylinder
heads by removing the locking bolts for the 4) Mount the turning bracket between the marine
clamps. head and counter weight, see fig 2.
4) Push the cooling water connections to the left
seen from the manoevring side.
5) Drain the cooling water jacket on the back side
of the cover below the exhaust pipe.
6) Disconnect the 2 clamps for locking the charge
air connections by removing the locking bolts
for the clamps.
7) Push the charge air connections inside the cyl-
inder head which are to be removed. Push the
connections to the left seen from the manoe-
vring side.
2015.10.26
MAN Diesel & Turbo
Work Card 505-01.00
Edition 13
L21/31, L21/31S
1 Lifting tool 2 Cylinder unit

3 Support
Figure 2: Mount the turning bracket between the marine head

and counterweight Figure 3: Mounting of support device for connecting rod and pis-
ton in cylinder liner
Mounting of support tools

1) Mount the support for locking the connecting Removal of cylinder unit from engine
rod shaft to the cylinder liner by means of the 1) Carefully lift the cylinder unit out of the engine.
mounting bolt, see fig 3.
Note! Be careful not to scratch the thread on the
2) Remove the cylinder head nuts by means of hydraulic bolts when lifting the cylinder unit.
the hydraulic jacks, see working card
2) Pull out the push rods from the engine frame.
520-01.05.
3) Land and fasten the cylinder unit upon the spe-
3) Mount the lifting tool on the cylinder head and
cial work table, or on the floor upon wooden
check for a tight fit.
supports and remove the lifting tool.
Note! Tools must only be used with the approved
part, including related bolts and rods.
2015.10.26
MAN Diesel & Turbo
505-01.00 Work Card
Dismantling of cylinder unit from engine Page 4 (5)
Edition 13
L21/31, L21/31S
1 Hydraulic tool 2 Ass. tension screw

3 Pressure part, long 4 Cylinder head
5 Cylinder head nut 6 Cylinder head bolt
Figure 4: Hydraulic tools for dismounting of cylinder head nuts
2015.10.26
MAN Diesel & Turbo
Work Card 505-01.00
Edition 13
L21/31, L21/31S
1 Cylinder unit 2 Work table
Figure 5: Cylinder unit placed in work table
2015.10.26
MAN Diesel & Turbo
Work Card 505-01.01
Page 1 (3) Disassembly of cylinder unit
Edition 05
L21/31, L21/31S

52000 104
Short Description
Dismounting of cylinder head, water jacket, cylin-
der liner and piston for inspection/overhaul

Hexagonal key, 8 mm
Dismantling of cylinder unit 505-01.00
Eye bolt
Open end spanner, 17 mm
Related Procedure
Reconditioning of valve spindle 505-01.10
seat and valve seat ring
Replacement of valve guide 505-01.20
Replacement of valve seat ring 505-01.35
Piston 506-01.10
Inspection of Cylinder liner 506-01.35
Disassembly/assembly of piston, 506-01.05
connecting rod and piston rings
Fuel injection valve 514-01.10
Inspection of valve roller guide 508-01.00
Replacement and wearing parts
Qualified Manpower Plate No. Item No. Quantity
Duration in h : 1
Number : 1
Data
2015.10.16
MAN Diesel & Turbo
505-01.01 Work Card
Disassembly of cylinder unit Page 2 (3)
Edition 05
L21/31, L21/31S
Removal of cylinder head

1) Remove the five hexagonal screw from the
cooling water jacket.
2) Mount the lifting tool on the cylinder head, see
fig 2.
3) Remove the cylinder head by means of the lift-
Disassembly of cylinder unit ing tool.
Before starting to dismantle the cylinder unit it must 4) Remove push rods and roller guides, see
be placed on the working table. Working Card 508-01.00.
Removal of piston and connecting rod

1) Turn the unit upside down.
2) Remove the supporting tool from the cylinder
liner and connecting rod.
3) Mount the eye bolt at the bottom of the con-
necting rod.
4) Pull out the piston and the connecting rod
shaft.
5) Turn the unit back to it's starting position.
1 Hexagonal screw 2 Lifting tool

3 Cylinder head
Figure 2: Removal of cylinder head
Removal of cylinder liner from the cooling

water jacket
1) Lift the cylinder liner out of the cooling water
jacket by means of the lifting tool as shown in
fig 3.
2) Remove the fire land ring from the cylinder liner
Figure 1: Removal of piston and piston rod by means of the tool.
2015.10.16
MAN Diesel & Turbo
Work Card 505-01.01
Page 3 (3) Disassembly of cylinder unit
Edition 05
L21/31, L21/31S
1 Fire land ring 2 Roller guide

3 Lifting tool 4 Cylinder liner
Figure 3: Removal of cylinder liner from water jacket
2015.10.16
MAN Diesel & Turbo
Work Card Inspection of Inlet Valve, Exhaust Valve and Valve 505-01.05
Page 1 (3)
Guide Edition 06
L21/31, L21/31S

107 52001
Shut off fuel oil
Short Description
Dismounting/assembly of inlet and exhaust valve,
inspection of valve guide and assembly of inlet and
exhaust valve.

Disassembly of cylinder unit 505-01.01 Ring Spanner 19mm
Related Procedure
Replacement of valve guide 505-01.20
Replacement of valve seat ring 505-01.35

Number : 1 50501 088 4/C
50502 536 4/C
Data
2015.08.04
MAN Diesel & Turbo
505-01.05 Inspection of Inlet Valve, Exhaust Valve and Valve Work Card
Page 2 (3)
Edition 06 Guide
L21/31, L21/31S
4) Compress valve springs by tightening nut A,
see fig 2.
Tool
Use original tool!
Dismantling of Inlet and Exhaust Valve

Spindles
1) Place the cylinder head on the table or on the
floor upon wood en supports and remove the
lifting tool. Figure 2: Removal of cone rings valve spring pressed down
2) Remove the rocker arm shaft and rocker arm.

Remove the valve bridge over the valve spin- 5) Remove conical rings, see fig 2.
dles. 6) Release springs again by loosening nut A.
3) Mount the valve spring tightening device (B), 7) Remove the valve rotator and spring.
see fig 1.
8) Push out the valve spindle.
Use original tool.
Figure 1: Mounting of compression tool
2015.08.04
MAN Diesel & Turbo
Work Card Inspection of Inlet Valve, Exhaust Valve and Valve 505-01.05
Page 3 (3)
Guide Edition 06
L21/31, L21/31S
Figure 4: Measurement of valve guide for wear
3) Change the O-ring inside the valve guide, see

working card 505-01.20.
Mounting of Valve Spindle

Figure 3: Valve spring reliefed complete 1) For mounting the valve spindle, follow the
instructions in point 3-8 in reverse order.
9) Repeat point 4 - 8 to remove the other valve
spindles.
Inspection of Valves/Valve Seats

If the valve seat is burnt or scarred, it should be
grinded using a valve seat grinder, please see work-
ing card 505-01.10.
Inspection of Valve Guide

1) Clean the valve guide.
2) Inspect and measure the wear. If the inner
diameter of the valve guide (see fig 4) meas-
ured below the O-ring exceeds the tolerance,
please see page 500.35, the valve guide must
be replaced. Please see working card
505-01.20.
2015.08.04
MAN Diesel & Turbo
Work Card Reconditioning of Valve Spindle Seat and Valve Seat 505-01.10
Page 1 (3)
Ring Edition 04
L27/38, L21/31, L21/31S, L27/38S

52001 120
Shut off fuel oil
Short Description
Reconditioning of valve spindle seat and valve seat
ring, with special grinding machine.

Valve spindle has been removed 505-01.05 All the hand tools and new stones are included in
the tools box for grinding machine.
Related Procedure
Inspection of inlet valve, exhaust 505-01.05
valve and valve guide

Number : 1
Data
2015.08.04
MAN Diesel & Turbo
505-01.10 Reconditioning of Valve Spindle Seat and Valve Seat Work Card
Page 2 (3)
Edition 04 Ring
L27/38, L21/31, L21/31S, L27/38S
Reconditioning of Valve Seat Ring

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

The area around the engine must be clean and Figure 1: Valve seat ring
tidy!
Grinding of valve seat rings should be carried out in

Reconditioning of Valve Spindle
the following order:
1) Grind the seating surface with a feed at an Reconditioning by machining is carried out with the
angle "A" of 30° +0.05° / -0° . valve spindle being rotated in a turning lathe and a
special grinding machine mounted on the tool post
2) Continue grinding until a clean and uniform sur- of the turning latch.
face is obtained.
3) Carry out final grinding with a feed in direction Grinding of Valve Spindle
from inside to outwards. Normally, the best
surface quality is obtained this way. For operation of the grinding machine, see separate
instructions.
Scraping of Valve Seat Rings 1) Grind the seating surface with a feed at an
angle "A" of 30° +0° / -0.1°
Normally, the valve seat ring can be reconditioned
several times. 2) Continue grinding until a clean and uniform sur-
face is obtained.
However, when seat "S" is ground to such an
extent that recess "R" disappears, see fig 1, the 3) Check height "H"1 upon completion of the
valve seat ring must be scrapped and a new one grinding, see fig 2.
must be installed, please see working card "H"1 must be no less than indicated on page
505-01.35 500.35.
This is only valid for the exhaust valve seat. The inlet If less, the spindle must be scrapped.
valve seat has no recess due to less wear of the
inlet valve seat.
2015.08.04
MAN Diesel & Turbo
Work Card Reconditioning of Valve Spindle Seat and Valve Seat 505-01.10
Page 3 (3)
Ring Edition 04
L27/38, L21/31, L21/31S, L27/38S
Figure 2: Valve spindle
2015.08.04
MAN Diesel & Turbo
Work Card 505-01.15
Page 1 (2) Valve Rotator
Edition 05
L27/38, L21/31, L21/31S, L27/38S

Shut off fuel oil
Short Description
Dismantling, inspection and mounting of valve
rotator.

Valve spindle has been removed 505-01.05 Small screwdriver
Ring and open-end spanner, 24 mm.
Related Procedure
valve and valve guide.

Number : 1
Data
2015.08.04
MAN Diesel & Turbo
505-01.15 Work Card
Valve Rotator Page 2 (2)
Edition 05
L27/38, L21/31, L21/31S, L27/38S
Procedure
Valve rotators are installed on all 4 valves in the cyl-
inder head. The function of the valve rotators is of
greatest importance for the lifetime of the valves.
Non-functioning valve rotators must be exchanged.
At every overhaul of the cylinder head, the valve
rotators must be checked.
Function Test
1) Remove the valve covers from the cylinder
heads.
2) Start the engine and let it run idle speed to
avoid oil splash.
3) Watch the indicator mark on top of the valve
rotator and see that it moves a little each time
the valve is activated. See fig 1.
4) Stop the engine, an re-install the valve covers
with new seals.
Figure 1: Valve rotator
2015.08.04
MAN Diesel & Turbo
Work Card 505-01.20
Page 1 (2) Replacement of valve guide
Edition 16
L27/38, L21/31, L21/31S, L27/38S

Shut-off starting air 52002 258 L21/31, L27/38 GenSet
P19002-0 258 L27/38 Propulsion
Shut off cooling water 1
Shut off fuel oil
Short Description
Dismantling and mounting of valve guide, for inlet
and exhaust valve.

Hammer/lead hammer
Valve spindle has been removed 505-01.05
Reamer, Ø16E7 (L21/31)
Reamer, Ø20 (-0.060 / -0.104) (L27/38)
Mandrel for knocking out the valve guide
Related Procedure
valve and valve guide

Number : 1 50501 076 4/cyl.
(L27/38)
50502 536 4/cyl.
Data (L21/31)
Data for pressure and tolerance (Page 500.35) 50501 088 4/cyl.
2015.10.22
MAN Diesel & Turbo
505-01.20 Work Card
Replacement of valve guide Page 2 (2)
Edition 16
L27/38, L21/31, L21/31S, L27/38S

5) After the guide has been fitted and has
returned to room temperature, it is essential
that it be reamed to final size using the speci-
fied reamer. Please see page 500.35 for toler-
ances.
6) Insert a new O-ring in the top of the valve
guide, see fig 3.
General
If the clearance exceeds the shown max. limit, (see
page 500.35), the valve guide must be replaced.
Dismounting of Valve Guide

1) Remove the old valve guide, through the top of
the cylinder head using a drift inserted through
the valve seat, see fig 1.
This is easiest if the cylinder head is inverted,
as shown on fig 1.
Figure 2: Mounting of valve guide
Figure 1: Dismounting of valve guide
Mounting of valve guide

1) Clean the bore in the cylinder head carefully.
2) Before mounting - cool down the new valve
guide to approx. -25°C . When the new valve
guide has been inserted into the bore be sure
that the shoulde bears againstt the cylinder
head, by knocking slightly with the mandrel Figure 3: Inserting a new O-ring in the valve guide
and a hammer.
Tool for valve guides is not a part of the standard
3) Insert the valve guide in the bore, see fig 2.
tool kit.
4) Ensure that the valve guide is fully seated, if
necessary by light blows to the drift.
2015.10.22
MAN Diesel & Turbo
Work Card 505-01.26
Page 1 (2) Indicator Valve
Edition 05
L27/38, L21/31, L21/31S, L27/38S

Shut off fuel oil
Short Description
Dismounting, inspection and mounting of indicator
valve.

Ring and open-end spanner 10 mm
Ring and open-end spanner 27 mm
Steel brush
Related Procedure

Number : 1 Molykote HSC
Data
2015.08.04
MAN Diesel & Turbo
505-01.26 Work Card
Indicator Valve Page 2 (2)
Edition 05
L27/38, L21/31, L21/31S, L27/38S
Description
Under normal working conditions the indicator
valves require very little maintenance. However, to
minimize toxic gasses in the engine room and to
keep the engine and engine room clean, it is neces-
sary to keep the indicator valves tight.
Also, when taking combustion pressures/diagrams,
it is important that the mechanical connection
between the indicator valve and the indicator is tight
so that the parts are not overheated and damaged.
It is therefore important that the valve connecting
surface is in good condition.
Warning!
Figure 1: Indicator valve.
In connection with check of indicator valves, be
aware of hot surfaces and possible discharge of hot
gasses. By replacement of indicator valve all parts have to
be fully cleaned and greased with molykote HSC to
The insulation glove has to be placed over the indi- prevent that the parts will seize.
cator valve at any time when the engine is running,
to prevent that fuel and oil will cause fi re when in
contact with hot surfaces. Exception will be taken
when measuring the max. pressure.
Check of Indicator Valve

See fig. 1
1) Visually inspect the valve cone for damage.
2) Ensure that all indicator valves are closed.
3) Start and run the engine.
4) Observe that the indicator valve is not leaking.
5) Shortly open the valve and close it again.
6) Observe if ther is a leakage from the indicator
valve.
7) If the indicator is leaking, stop the engine and
replace the indicator valve.
2015.08.04
MAN Diesel & Turbo
Work Card 505-01.35
Page 1 (2) Replacement of Valve Seat Ring
Edition 04
L27/38, L21/31, L21/31S, L27/38S

Shut off fuel oil
Short Description
Replacement of valve seat ring for inlet and
exhaust valve.

Inlet and exhaust valves have been removed Hammer
505-01.05 Loctite, 640
Lub. oil.
Related Procedure

Duration in h : 1 1/2 Plate No. Item No. Quantity
Number : 1 50501 123 2/cyl.
50501 172 2/cyl.
50501 184 2/cyl.
Data
2015.10.28
MAN Diesel & Turbo
505-01.35 Work Card
Replacement of Valve Seat Ring Page 2 (2)
Edition 04
L27/38, L21/31, L21/31S, L27/38S

Mounting of Valve Seat Rings
1) Prior to mounting of a new valve seat ring, the
bore must be cleaned thoroughly and inspec-
ted for marks. Marks that can hinder mounting
of the valve seat ring must be removed.
2) Cool down the valve seat ring to a max. of -25°
C before mounting, otherwise the O-ring can
Dismounting of Valve Seat Rings be damaged.
When reconditioning of a valve seat ring no longer is 3) Place the O-ring on the valve seat ring and
possible due to dimensions exceeding the scrap- coat with oil/loctite as shown in fig 2, just
ping criteria, the valve seat ring has to be replaced. before positioning it in the bore.
Dismounting of a valve seat ring is carried out by 4) Prior to mounting of the valve spindle, the valve
means of a special extractor tool set comprising the seat ring must be grind to ensure correct cen-
components, see fig 1. tering at the valve guide and the valve seat
ring. This can be done according to working
card 505-01.10.
Figure 1: Extraction of valve seat ring
Dismounting of a Valve Seat Ring is Figure 2: Coat with oil/loctite

Carried out According to the Following
Procedure
1) Weld approx. 5 seconds at 3 places around
the old valve seat ring with electrode.
Use welding helmet.
2) Wait 60 seconds while the seat is cooling
down and the shrink fit compression is
relieved.
3) Mount the extraction tool and pull out the used
valve seat ring. (If the waiting time is not
observed the tool might be damaged).
4) The valve seat ring is easy removed by turning
the handle.
2015.10.28
MAN Diesel & Turbo
Work Card Inspection of Cylinder Head and Water Jacket Cooling 505-01.45
Page 1 (2)
Water Space Edition 03
L27/38, L21/31, L21/31S, L27/38S

Shut off fuel oil
Short Description
Inspection of cylinder head cooling water space.

Steel brush
The cylinder head dismantled 505-01.00
from engine
Related Procedure

Number : 1
Data
2015.08.04
MAN Diesel & Turbo
505-01.45 Inspection of Cylinder Head and Water Jacket Cooling Work Card
Page 2 (2)
Edition 03 Water Space
L27/38, L21/31, L21/31S, L27/38S

Flush the cooling water space after cleaning.
Inspection of Cylinder Head Cooling Water

Space
1) Inspect the cooling water inlet and outlet of the
cylinder head, see fig 1.
2) Remove all possible deposits.
3) If necessary, clean the cooling water inlet and
cooling water outlet, see fig 1, with a steel
brush. Flush the cooling water space after
cleaning.
4) If the cylinder head cooling water space, con-
trary to expectation, is blocked with deposits,
please contact MAN Diesel for further instruc-
tions.
Figure 1: Cooling water spaces to be inspected
Inspection of Water Jacket Cooling Water

Space
1) Inspect the cooling water connections and the
cooling water space, see fig 1.
2) Remove all possible deposits.
2015.08.04
MAN Diesel & Turbo
Work Card 505-01.50
Page 1 (3) Assembly of cylinder unit
Edition 06
L21/31, L21/31S

52000 082
Short Description
Mounting of cylinder head, cooling water jacket,
cylinder liner and piston after inspection/overhaul.

Related Procedure
Mounting of cylinder unit in engine 505-01.55

Duration in h : 1½ Plate No. Item No. Quantity
Number : 1 50507 055 2/cyl
50507 092 1/cyl
50501 196 2/cyl
Data
2015.11.02
MAN Diesel & Turbo
505-01.50 Work Card
Assembly of cylinder unit Page 2 (3)
Edition 06
L21/31, L21/31S
4) Fit a new sealing ring on the cylinder liner.
5) Place a new sealing for the push rods on the
water jacket.
6) Place two new O-rings for the lub oil connec-
tion on the water jacket.
Preparing before mounting

1) Place the water jacket on the table.
2) Place two new O-rings on the cylinder liner
coat with oil.
3) Mount the cylinder liner, with the fire land ring,
in the water jacket by means of the lifting tool
for the liner, see fig 1.
Note: Be sure that the marking on the cylinder
liner and fire land ring is aligned with the water
jacket.
x Mark for alignment with water jacket
Figure 2: Marking on the cylinder liner
Mounting of Cylinder Head

1) Place two new O-rings at the bottom of the
cylinder head and coat with oil.
2) Mount the cylinder head by means of the lifting
tool (plate 52000, item no 38).
3) Mount the four hexagon screws in the cylinder
head and tighten up all the screws, please see
page 500.40.
Mounting the Piston

1 Tool 2 Fire land ring Before mounting the piston turn around the cylinder
unit.
3 Cylinder liner
Note: During an overhaul the cylinder liner must
always be honed and the piston must be fitted with
Figure 1: Mounting of new fire land ring new piston rings, see Working Card 506-01.35.
2015.11.02
MAN Diesel & Turbo
Work Card 505-01.50
Page 3 (3) Assembly of cylinder unit
Edition 06
L21/31, L21/31S
1) After assembly of piston and connecting rod,
see Working Card 506-01.05.
2) Mount the piston guide bush around the cylin-
der liner.
3) Screw an eye bolt, see Working Card
505-01.01 in the bottom of the connecting rod
and lift the piston and connecting rod.
4) Lubricate the piston rings and the cylinder liner
with oil.
5) Slowly lower the piston into the cylinder liner.
Note: Make sure that the “AS” mark at the top
of the piston is placed to the exhaust gas side.
6) Mount the locking tools for the connecting rod
and cylinder liner.
7) Remove the lifting eye bolt from the connecting
rod.
2015.11.02
MAN Diesel & Turbo
Work Card 505-01.55
Page 1 (4) Mounting of Cylinder Unit in Engine
Edition 08
L21/31, L21/31S

52000 060
Shut-off cooling oil and hydraulic tools according to working card
Stop lub. oil circulation 520-01.06
Short Description
Mounting of cylinder unit after inspection and/or
overhaul.

Cylinder unit is completely assembled. Valve gear Lub oil and copaslip.
of respective cylinder is in the proper position
(valve closed). Control of the surface of the engine.
Related Procedure
Control and adjusting of valve 508-01.10
clearance

Number : 2 50501 231 1
50501 363 1
51630 033 8
Data 51230 027 4 (only for
Data for pressure and tolerance (Page 500.35) TCR)
2015.10.26
MAN Diesel & Turbo
505-01.55 Work Card
Mounting of Cylinder Unit in Engine Page 2 (4)
Edition 08
L21/31, L21/31S

tidy!
Tool and wire
Use original tool!

Use original wire for lifting! Figure 1: Lifting tool
Preparing before Mounting

Mounting of the Connecting Rod and
Before the cylinder unit is mounted in the engine, be
sure to clean the joint faces carefully.
Marine Head
1) Make sure the crank throw is in the top posi-
Placing of the Cylinder Unit in Engine tion. This must be checked on the flywheel.
2) Slowly land the connecting rod on the top of
1) Place a sealing ring around the push rods on
the marine head.
the frame.
NOTE: Be careful not to scratch the thread on
2) Mount two new O-rings for the lub oil connec- the hydraulic bolts.
tion to the rocker arms.
3) Remove the support for the connecting rod
3) Place new O-rings at the water connections. and the cylinder liner. (plate 52000 item 212).
Push the connections into the cylinder head.
Note: Check that the marks “AS” are placed at the
4) Place new O-rings on the charge air connec- same side on both the connecting rod and the
tion. Push the connections into the next cylin- marine head against the exhaust side.
der head.
5) Lower the cylinder unit slowly into the engine Tightening of the Piston Rod
by means of the lifting tool; (plate 52000 item
038) 1) Lubricate threads and the contact face of the
hydraulic bolts with molycote paste or the like.
2) Mount the nuts and tighten them firmly with a
tommy bar.
2015.10.26
MAN Diesel & Turbo
Work Card 505-01.55
Page 3 (4) Mounting of Cylinder Unit in Engine
Edition 08
L21/31, L21/31S
For tightening hydraulic connecting rod bolts,
please see working card 506-01.25. Mounting of the Push Rods
1) Loosen and remove the bolt on the top of the
Tightening of Cylinder Head Nuts rocker arm shaft.
1) Coat the cylinder stud threads and contact 2) Push out the rocker arm shaft and remove the
faces with copaslip or the like. rocker arms.
2) Fit the cylinder head nuts and make sure that 3) Place the push rods on the rollers.
they run easily and that they bear on their entire
contact surfaces. 4) Remount the rocker arms and rocker arm
shaft.
3) Tighten the nuts lightly with a tommy bar.
5) Fit and tighten the bolt on the top of the rocker
4) Place the spacer ring around the nuts with a arm shaft again.
slot in such a position that the tommy bar can
be used.
Assembling of Connections
5) Tighten the hydraulic jacks and make sure that
the cylinder of the jacks bears firmly on the Mount the exhaust clamp between the cylinder
spacer ring. Tighten up all the nuts, see head and the exhaust pipe.
description 500.40. For usage of the hydraulic 1) Move the water connecting bush into the sur-
tools, please see working card 520-01.05. rounding covers.
Note: If new studs or nuts are fit, the nuts must be 2) Secure the water connections with clamps and
tightened and loosened three times, in order to tighten bolts on the clamp.
compensate for deformation of the thread and in
3) Move the charge air connection bush into the
order to ensure a safe minimum load of the studs
surrounding covers.
through the tightening.
4) Secure the charge air connection with a clamp
and tighten the bolts on the clamp.
5) Mount the high-pressure fuel oil pipe; please
see working card 514-01.05.
Ventilation
The GenSet is self-ventilating. This means that it is
not necessary for the engine to vent the system
before start.
However, to avoid problems in the ship’s installa-
tion, we recommend ventilating. This can be done
in the following way:
1) Open connection G1, L.T. fresh water - inlet.
2) Bleed air from the venting screws on the
charge air cooler.
3) Bleed air from the venting screws on the water
jacket drain cock, or by the connection F3,
venting to expansion tank.
4) Open connection G2, L.T. fresh water - outlet.
5) Check for leakage.
Figure 2: Hydraulic tools for mounting of cylinder head nuts
2015.10.26
MAN Diesel & Turbo
505-01.55 Work Card
Mounting of Cylinder Unit in Engine Page 4 (4)
Edition 08
L21/31, L21/31S
Figure 3: Move/remove water and charge air connecting bushes
Adjustment of Valve Clearance

1) Adjust the valve clearance, see working card
508-01.10.
2) Mount the side and top covers.
Adjustment/Check of Roller Guide

1) For adjustment/check of roller guide, see work-
ing card 508-01.00.
2015.10.26
MAN Diesel & Turbo
Plate
Page 1 (2) Cylinder head P50501-27
L21/31, L21/31S
2014.09.04 - Tier II - Stationary

MAN Diesel & Turbo
Plate
P50501-27 Cylinder head Page 2 (2)
L21/31, L21/31S
Item No. Qty Item Designation Item No. Qty Item Designation
015 2/C Guide for valve bridge

027 1/C Cylinder head
052 1/C Sleeve
064 2/C O-ring
088 4/C Valve guide
123 2/C Valve seat ring, inlet
172 2/C O-ring
184 2/C Valve seat ring, exhaust
196 2/C O-ring
422 1/C Cylinder head, complete consists
of items 015, 027, 052, 064, 088,
123, 172, 184, 662, plate 50502
items 010, 022, 130, 178, 191,
201, 213, 237, 249, 250, 274,
536, 548
662 /I Loctite 640
When ordering spare parts, see also page 500.50/600.50/Pref-

ace.
* = Only available as part of a spare parts kit/not
available separately
Qty/C = Qty/Cylinder
Qty/I = Qty/Individual

MAN Diesel & Turbo
Plate
Page 1 (2) Valve Spindles and Valve Gear 50502-17
L21/31
071*
010
034* 022
046* 083*
071*
095* 154*
117*
129*
130
178 191
191 201
213
201
632
632 237
249
250
Cylinder head
536 see plate 50501
274
274 548
548
11.41 - ES0
MAN Diesel & Turbo
Plate
50502-17 Valve Spindles and Valve Gear Page 2 (2)
L21/31
Item Item
no Qty Designation Benævnelse no Qty Designation Benævnelse
010 1/C Rocker arm, exhaust Vippearm, udstøds,

complete, incl. item komplet inkl. item 034,
034, 046, 071, 083 046, 071, 083
022 1/C Rocker arm, inlet Vippearm, indsugning

complete, incl. item komplet inkl. item 034,
034, 046, 071, 083 046, 071, 083
034* 2/C Bolt Bolt
046* 2/C Bearing bush Leje
071* 4/C Nut Møtrik
083* 2/C Adjusting screw com Justérbar skrue

plete, incl. item 095, komplet inkl. item
117 095, 117
095* 2/C Circlip Fjederring
117* 2/C Thrust piece Trykstykke
129* 2/C Thrust piece Trykstykke
130 2/C Valve bridge com- Ventilbro komplet, inkl.

plete, incl. item 071, item 071, 129, 154
129, 154
154* 2/C Adjusting screw Justérbar skrue
178 4/C Conical ring 2/2 Konisk ring 2/2
191 4/C Rotocap Rotationsgiver,

complete komplet
201 4/C Spring Fjeder
213 1/C Screw Skrue
237 1/C O-ring O-ring
249 1/C Shaft Aksel
274 4/C Valve spindle, Ventilspindel,

inlet and exhaust indsugn. og udstøds.
548 1/I Molykote Molykote
632 4/C Valve cap Ventilkappe
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se også side 500.50.
* = Only available as part of a spare parts kit / * = Kun tilgængelig som en del af et reservedelssæt /
not avail separately ikke tilgængelig alene
Qty/C = Qty/Cylinder Qty/C = Qty/Cylinder
Qty/I = Qty/Individual Antal/I = Antal/individuelt
11.41 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Water guide jacket P50507-03
L21/31, L21/31S

MAN Diesel & Turbo
Plate
P50507-03 Water guide jacket Page 2 (2)
L21/31, L21/31S
018 4/C Screw

031 1/C Water guide jacket
043 1/C Gasket
055 2/C O-ring
067 1/C Cylindrical pin
079 1/C Connecting piece
080 2/C O-ring
092 1/C O-ring
102 1/C O-ring
114 1/C Plug screw

ace.

MAN Diesel & Turbo
Plate
Page 1 (2) Indicator valve P50508-04
L21/31, L21/31S
2014.09.02
MAN Diesel & Turbo
Plate
P50508-04 Indicator valve Page 2 (2)
L21/31, L21/31S
013 1/C Connecting socket

049 1/C Indicator valve
050 1/C Covering
194 1/C Threaded socket
204 1/C Union nut
241 /I Molykote, special

ace.
2014.09.02
MAN Diesel & Turbo
Plate
Page 1 (2) Cylinder head, top cover P50510-08
L21/31, L21/31S
2014.10.17
MAN Diesel & Turbo
Plate
P50510-08 Cylinder head, top cover Page 2 (2)
L21/31, L21/31S
014 1/C O-ring

026 5/C Screw
038 5/C Washer
051 1/C Top cover

ace.
* = Only available as part of a spare parts kit/not availa-
ble separately
2014.10.17
MAN Diesel & Turbo
Index
Page 1 (1) Piston, Connecting Rod and Cylinder Liner 506
4104553-3
Contents
of
Table
Description
Piston, connecting rod and cylinder liner ................................................................... 506.01 (08)
Work cards
Separation/assembly of piston and piston rod and fitting of piston rings ................... 506-01.05 (08)
Piston ....................................................................................................................... 506-01.10 (09)
Connecting rod ......................................................................................................... 506-01.15 (09)
Criteria for replacement of connecting rod big-end and main bearing shells .............. 506-01.16 (04)
Removal/mounting of marine head from engine ........................................................ 506-01.24 (01)
Hydraulic tightening of connecting rod and marine head screws ............................... 506-01.25 (08)
In-situ inspection of connecting rod big-end bearing ................................................. 506-01.30 (06)
Inspection and honing of cylinder liner ...................................................................... 506-01.35 (10)
Grinding of seal face on cylinder liner and cylinder head ............................................ 506-01.45 (06)
Dismantling of piston and cylinder liner at low overhaul height ................................... 506-01.50 (05)
Plates
Piston ....................................................................................................................... P50602-04
Connecting rod ......................................................................................................... P50603-02
Connecting rod bearing ............................................................................................ P50604-02
Piston rings ............................................................................................................... P50605-02
Cylinder liner ............................................................................................................. P50610-12
MAN Diesel & Turbo
Description 506.01
Page 1 (2) Piston, Connecting Rod and Cylinder Liner
Edition 08
L21/31, L27/38, L21/31S, L27/38S

Piston changes/no new adaption), and this solution also
reduces the height dimension required for piston
The piston, which is oil-cooled and of the compo- assembly / removal.
site type, has a body made of nodular cast iron and
a crown made of forged deformation resistant steel.
It is fitted with 2 compression rings and 1 oil scraper
ring in hardened ring grooves.
Figure 2: Connecting rod

Figure 1: Piston
Connecting rod and bearing body consist of die-
By the use of compression rings with different bar- forged CrMo steel.
relshaped profiles and chrome-plated running surfa- The material of the bearing shells are identical to
ces, the piston ring pack is optimized for maximum those of the crankshaft bearing. Thin-walled bearing
sealing effect and minimum wear rate. shells having an AISn running layer are used.
The piston has a cooling oil space close to the pis- The bearing shells are of the precision type and are
ton crown and the piston ring zone. The heat trans- therefore to be fitted without scraping or any other
fer, and thus the cooling effect, is based on the kind of adaption.
shaker effect arising during the piston movement.
The small-end bearing is of the trimetal type and is
The cooling medium is oil from the engine's lubri-
pressed into the connecting rod. The bush is equip-
cating oil system.
ped with an inner circumferential groove, and a
Oil is supplied to the cooling oil space through a pocket for distribution of oil in the bush itself and for
bore in the connecting rod. Oil is drained from the the supply of oil to the pin bosses.
cooling oil space through ducts situated diametri-
cally to the inlet channels.
Cylinder liner
The piston pin is fully floating and kept in position in
the axial direction by two circlips. Cylinder liner/cooling water jacket/fire land ring
The cylinder liners, made of special centrifugal cast
Connecting rod iron, are encased by a nodular cast iron cooling
water jacket in the upper section. This is centered in
The connecting rod is of the marine head type. the crankcase. The lower section of the cylinder
The joint is above the connecting rod bearing. This liner is guided in the crankcase. The so-called fire
means that the big-end bearing need not to be land ring fits on the top of the cylinder liner.
opened when pulling the piston. This is of advant-
age for the operational safety (no positional
2015.01.14 - 2-part
MAN Diesel & Turbo
506.01 Description
Piston, Connecting Rod and Cylinder Liner Page 2 (2)
Edition 08
L21/31, L27/38, L21/31S, L27/38S
Figure 4: Interaction of fire land ring and stepped piston
Cooling
The coolant reaches the cylinder liner via a line that
is connected to the cooling water jacket. The cool-
Figure 3: Cylinder liner with fire land ring
ant flows through trimmed ducts in the cooling
water jacket to the cooling areas in the cylinder
The subdivision into 3 components i.e. the cylinder liner, and fire land ring, and through holes on to the
liner, cooling water jacket and fire land ring provides cooling chambers in the cylinder heads. The cylin-
the best possible structure with reference to resist- der head, cooling water jacket and fire land ring can
ance to deformation, with regard to cooling and be drained together.
with regard to ensuring the minimum temperatures
on certain component assemblies. The fire land ring and cylinder head can be checked
by using check holes in the cooling water jacket for
Interaction stepped piston/Fire land ring gas and coolant leaks.
The fire land ring which projects above the cylinder
liner bore works together with the recessed piston
crown of the stepped piston to ensure that burnt
carbon deposits on the piston crown do not come
into contact with the running surface of the cylinder
liner. This prevents bore polishing where lube oil
would not adhere properly.
2015.01.14 - 2-part
MAN Diesel & Turbo
Work Card Disassembly/Assembly of Piston, Connecting Rod and 506-01.05
Page 1 (3)
Piston Rings Edition 08
L21/31, L21/31S

Shut off starting air 52000 177
52000 190
Shut off fuel oil
Short Description
Disassembly of piston and connecting rod for
inspection or/and overhaul. Assembly of piston
and connecting rod after inspection or/and over-
haul.
Hand Tools
Starting Position Wooden wedge, 2 pieces.
Disassembly of cylinder unit 505-01.01 Wooden support.
Wire.
Related Procedure
Piston 506-01.10
Connecting rod 506-01.15
Criteria for replacement of con- 506-01.16
nection rod big-end and main
bearing shells
Assembly of cylinder unit 505-01.50

Qualified Manpower
Plate No. Item No. Quantity
Duration in h : 1 50601 093 1/Cyl
Number : 1 50601 103 1/Cyl
50601 127 1/Cyl
or -
Data 50605 009 1/Cyl
50605 010 1/Cyl
50605 022 1/Cyl
2015.10.26
MAN Diesel & Turbo
506-01.05 Disassembly/Assembly of Piston, Connecting Rod and Work Card
Page 2 (3)
Edition 08 Piston Rings
L21/31, L21/31S
bled in the ring groove. The scraper ring then is fit-
ted in the groove in such a way that the ring joint is
approximately 180° offset to the spring joint.
Ascertain correct assembling by checking the back
clearance. The back clearance is sufficient when the
face of the ring is below the groove edge when the
ring is pressed against the bottom of the groove.
Separation of Piston and Connecting Rod When installed on the piston, the rings should be
pushed back and forth in the grooves to make sure
1) Take out the securing ring (Seeger circlips) with that they can move freely. It is also advisable to
the plier (Plate 52000, Item 177). Push out the insert a feeler gauge of adequate thickness
piston pin and lift the connecting rod away. between ring and groove.
Adequate clearance is present if the feeler gauge
Assembly of Piston and Connecting Rod can be moved all the way around.
1) Lubricate the piston pin before assembling. To prevent gas leakage through coinciding ring
2) For assembly of piston and connecting rod, joints, the piston rings should be turned into posi-
see point 1), but in the opposite direction. tions offsetting the ring joint 180° to each other.
Figure 1: Joint coil spring to be placed opposite to ring joint
Fitting of piston rings

The piston rings should only be fitted to the piston
by the use of a special tool; the so-called piston ring
opener.
If the rings are opened further than necessary, there
is a risk of overstressing which means that the rings
will become permanently distorted and will not fit to
the cylinder liner's inner running surface.
The piston rings should be installed with the identifi-
cation mark which is stamped into the ring close to
the ring joints, facing upwards, see fig 2.
Before fitting the coil spring loaded scraper ring, the
coil spring is dismantled from the ring by removal of
the joint pin. The coil spring is placed and assem-
2015.10.26
MAN Diesel & Turbo
Work Card Disassembly/Assembly of Piston, Connecting Rod and 506-01.05
Page 3 (3)
Piston Rings Edition 08
L21/31, L21/31S
Figure 2: Marking of piston and scraper ring
Marking of piston and scraper rings
Identification marks to face upwards against the

piston crown when mounted.
The marking may include other figures than men-

tioned above. For instance trade mark and pro-
duction codes.
2015.10.26
MAN Diesel & Turbo
Work Card 506-01.10
Page 1 (2) Piston
Edition 09
L21/31, L21/31S

52000 165
Shut off fuel oil
Short Description
Cleaning and inspection of piston. Replacement of
piston ring, scraper ring and control of ring
grooves.

Tools for cleaning of piston, scraper etc.
Piston has been dismantled from 506-01.05
connecting rod
Related Procedure

Number : 1
Data
2015.10.26
MAN Diesel & Turbo
506-01.10 Work Card
Piston Page 2 (2)
Edition 09
L21/31, L21/31S
Inspection of Piston
Figure 1: Wear limits for ring grooves

1) Remove the piston and scraper rings. Note: At each piston overhaul:
2) Clean the piston on the outside and control ▪ The piston and the scraper ring must be
piston pin drilling and trailing shoe. replaced
3) Inspect the piston ring and scraper ring ▪ The cylinder liner must be honed according
grooves for wear. to the instructions.
Note: Piston crown and piston skirt shall normally ▪ For position and fittings of piston rings,
not be dismounted. If dismounting is necessary please see working card 506-01.05
please ask for special instruction or MBD-supervisor
must be present. Piston and oil scraper ring.
Nominal size. (mm)
The piston crown must be scrapped if:
Piston ring 1 6
▪ The wear limit on the testing mandrel is excee-
ded, see fig. 1A. Piston ring 2 5
or Scraper ring 6
▪ The clearance between the new piston/scraper
Table 1: Nominal size
ring and the ring groove is exceeded, see fig.
1B.
2015.10.26
MAN Diesel & Turbo
Work Card 506-01.15
Page 1 (5) Connecting Rod
Edition 09
L27/38, L21/31, L21/31S, L27/38S

52001 252
Shut off fuel oil and hydraulic tools according to working card
520-01.06
Short Description
Cleaning, inspection and test measurement of
connecting rod.

Inside micrometer (140 mm)
Connecting rod has been disman- 506-01.05
tled from piston Feeler gauge 0.15 - 0.20 mm.
Related Procedure

Number : 1
Data
2015.10.26
MAN Diesel & Turbo
506-01.15 Work Card
Connecting Rod Page 2 (5)
Edition 09
L27/38, L21/31, L21/31S, L27/38S

If bolts/nuts Then
have seizures in threads or renew the bolts/screws

pittings on contact surface
cannot be turned onto bot- renew the bolts/screws
tom position by hand
Cleaning of Piston Rod and Marine Head

1) Clean all machined surfaces on the piston rod
and marine head.
2) Degrease the joint faces, holes, piston rod and
marine head screws with a volatile solvent and
blow dry with working air.
Visual Inspection of Faces

1) Inspect the joint faces.
Damages, in the form of visible wear marks
and pittings or even cracks, may be in the joint
faces due to relative movements between the
surfaces.
Wear marks and cracks are visible, but not
perceptible with a fingernail. Pittings and
impact marks are both visible and perceptible.
Note: Handle the piston rod and marine head
with care. In case of damaged joint faces
caused by improper handling, the marine head
bearing caps can no longer be tightened with-
out ovalness of the big-end bore.
2) Register observed damages in the scheme
„Marine Head Inspection“ for historic use only.
Please see page 4.
3) Carefully smooth single raised spots in the joint
faces caused by pitting and impact marks with
Figure 1: Point of measurement
a filesmall.
Inspection of Piston rod and Marine Head

Measurement of Big-end Bore
bolts
For check of ovalness, the upper and lower bearing
1) Inspect the hydraulic nuts for seizures in the caps have to be assembled without bearing shells.
threads and pittings on the contact surfaces of
the screwheads. Note: The IMO No on the bearing caps and the
piston rod must always be the same, see fig 3.
2) Turn the hydraulic nuts onto bottom position of
the bolts. Note:The Ident No on the upper and lower bearing
caps must always be the same.
1) Mount the upper and lower bearing caps by
means of the hydraulic bolts.
2015.10.26
MAN Diesel & Turbo
Work Card 506-01.15
Edition 09
L27/38, L21/31, L21/31S, L27/38S

2) Tighten the bolts with the prescribed pressure,
please see working card 506-01.25.
Note: Connecting rod must be installed.
3) Measure five different diameters in the groove
of the boring, see fig 1.
4) Register the measurements in the scheme
„Marine Head Inspection“. Please see page 4.
5) Calculate the maximum ovalness as the differ-
ence between largest and smallest diameter
measured.
6) Check if maximum ovalness is exceeded,
please see page 500.35.
If Then
maximum ovalness is excee- renew the complete marine
ded head, piston rod, screws
and bearing shells
maximum ovalness is not reuse the marine head
exceeded
Example of Measurement Results

The example, see fig 2, shows measurements and
damage observations for two marine heads in the
scheme „Marine Head Inspection“ (in case the
specified maximum ovalness is exceeded, contact
MAN Diesel for overhaul.
For marine head No 1 in the example, the maximum
ovalness is 0,02 mm and thus reuse is acceptable.
For marine head No 2 in the example, the maximum
ovalness is 0,125 mm and therefore the marine Figure 2: "marine Head Inspection"
head is rejected.
Inspection of Piston Rod Bush

1) Inspect the surface of the piston pin and the
piston rod bush.
2) Measure the clearance between the piston pin
and bush.
3) Check if max. clearance is exceeded, see page
500.35.
If the specified clearance is exceeded, contact MAN
Diesel for replacement.
Inspection of Bearing Shells for Big-end

Criteria for replacement of connecting rod big-end
bearing, see working card 506-01.16.
2015.10.26
MAN Diesel & Turbo
506-01.15 Work Card
Connecting Rod Page 4 (5)
Edition 09
L27/38, L21/31, L21/31S, L27/38S
Figure 3: The IMO No on the marine head must always be the

same
2015.10.26
MAN Diesel & Turbo
Work Card 506-01.15
Edition 09
L27/38, L21/31, L21/31S, L27/38S
2015.10.26
MAN Diesel & Turbo
Work Card Criteria for Replacement of Connecting Rod Big-end 506-01.16
Page 1 (5)
and Main Bearing Shells Edition 04
L27/38, L23/30H, L21/31, L21/31S, L23/30S, L27/38S

Shut off fuel oil
Short Description
Inspection of bearing shells.

Magnifier (x30)
Bearing shells removed from
engine:
Big-end bearing 506-01.30
Main bearing and guide bearing 510-01.05
Related Procedure
Inspection of main and guide 506-01.30
bearing shells
In-situ inspection of connecting 510-01.05
rod big-end bearing

Number : 1
Data
2015.10.26
MAN Diesel & Turbo
506-01.16 Criteria for Replacement of Connecting Rod Big-end Work Card
Page 2 (5)
Edition 04 and Main Bearing Shells
L27/38, L23/30H, L21/31, L21/31S, L23/30S, L27/38S

Although conventional wear will never change the
properties of the surface of the lining, the resulting
increase in clearance can have several effects.
These will all limit the acceptable level of wear,
regardless of the lining material. The oil flow require-
ment through the bearing will increase, and ulti-
mately the capacity of the engine oil pump will be
reached. Hydrodynamic oil film formation is also a
The area around the engine function of clearance, very large values resulting in
reduction of film thickness. Additionally, as clear-
ance increases, all bearing materials become more
prone to suction cavitation erosion.

tidy!
General
This Working Card gives information about the eval-
uation of the connecting rod big-end and main
bearing shells when wear appears on the running
surface under normal operating conditions.
Bearing damages caused by incorrect running con-
ditions, like
- Corrosion
- Overloading, overheating a.s.o. Figure 1: Suction cavitation erosion due to high clearance.
are not described in this Working Card.
In these cases, the bearing shells must be Under normal engine operating conditions, surface
exchanged, of course, and in order to avoid further wear of un-plated tin-based aluminium alloy bearing
bearing failures, the cause of the failure must be alloys, such as A20 & A104, should be negligible.
found and eliminated. The surface hardness is significantly higher than
overlay plated (tri-metal) bearings and affords as
much reduced wear rate.
Inspection and replacement criteria for
The bedding-in process will produce a moderate
aluminium tin bi-metal bearings initial wear rate, while geometric inaccuracies in
Compared with overlay plated, or tri-metal, bearing crank journals, housings and the bearings them-
construction, aluminium tin bi-metal bearings have a selves are being accomodated. Once bedding-in is
homogeneous construction throughout the lining completed, wear rate usually becomes immeasura-
layer. Thus surface wear will never change the oper- ble.
ating characteristics of the bearing unless the lining
is completely removed. The lining thickness is typi-
cally of the order of 0.4 to 1.0 mm for medium
speed diesel engine bearings. This level of thick-
ness would not be lost by conventional wear and
would only be removed by virtue of major operating
problems causing high temperature generation at
the bore surface, or by fatigue.
2015.10.26
MAN Diesel & Turbo
Page 3 (5)
L27/38, L23/30H, L21/31, L21/31S, L23/30S, L27/38S
Figure 2: A104 bearing after 22.000 hours. Can refit.
Direct measurement of bearing wall thickness is the

simplest way of assessing the level of wear. The
most common procedure would be to use a ball
ended micrometer. However, at the low levels of
wear that will usually occur, measurement inaccur-
Figure 3: Acceptable level of contaminant. Can refit.
acy can mask the true wear rate, but since it is only
gross wear that will become the limitation, this
method is acceptable. It should be noted that some
bearings are deliberately bored eccentric to counter
housing distortion, and this must be taken into
account when assessing wall thickness measure-
ments. Alternatively, Plastigauge, or other soft
material, may be used for direct measurement of
diametral clearance. The engine manufacturers'
advice on maximum diametral clearance should be
sought. If no such advice is available, a general rule
is that the maximum clearance should not increase
by more than 50% of the minimum design clear-
ance.
A significant rate of wear would only be anticipated Figure 4: Multiple scoring due to excessive fine debris. Do not
under severe adverse conditions, most commonly refit.
where oil entrained hard debris is present. Fine deb-
ris would be evidenced by an abraded appearance
of the bore surface, while coarse debris would pro-
duce deep scoring with raised edges, often pol-
ished an eventually bedded-in. Large debris may
not become completely embedded in the lining
material, and would also score the shaft. Severe
scoring of the bearing could cause overheating, tin
melt and eventually seizure. However, aluminium tin
bearing materials, such as A20 and A104, are toler-
ant of a significant level of contaminant, and can
absorb it without detriment, and such bearings can
be refitted.
Figure 5: Large embedded debris. Do not refit.
Replacement frequency for un-plated bi-metal bear-

ings depends upon visual appearance and/or oper-
ating time. If, on removal and examination, the bore
surface appears overheated, significantly scored,
debris contaminated or showing other signs of dis-
tress, then the bearings should be renewed. It is
2015.10.26
MAN Diesel & Turbo
506-01.16 Criteria for Replacement of Connecting Rod Big-end Work Card
Page 4 (5)
Edition 04 and Main Bearing Shells
L27/38, L23/30H, L21/31, L21/31S, L23/30S, L27/38S

often the case that bearings operate satisfactorily
even though damaged, particularly if the damage
progresses slowly. However, if such parts are refit-
ted after inspection or overhaul they may be less
tolerant to slight geometric variations introduced
during the rebuild.
If significant debris has been present in the oil, over
a long time interval, differential wear of the crank
surface may have occurred. This is termed cam
wear and is characterised by wear or wiping of the
bearing surface between the ends of partial
grooves. If this is evident, the bearings should be
replaced, and the differential wear of the crank sur-
face eliminated.
Figure 7: Carbonised oil behind bearing, causing overloading. Do

not refit.
Figure 6: Cam wear. Do not refit.
Any indication of loss of lining is an obvious reason

not to refit the bearings. However, the cause for
such damage should be investigated, and correc-
ted where possible. The two most likely causes are
fatigue and cavitation erosion. Provided the engine
has been running at its design rating, fatigue should
not occur unless some introduced defect is present.
Possibilities include oil or debris trapped between
the bearing and its housing, mechanical damage to
the housing bore, the bearing back or bearing bore,
or lack of support behind the bearing. Figure 8: Lack of support behind bearing back results in fatigue
in the bore. Do not refit.
Aluminium tin bearings are resistant to corrosion in

a normal engine environment, but can suffer dam-
age due to water if the engine has been shut down
for a long time. If all the oil has drained away, the
bore surface and bond lines can oxidise. Such
bearings should not be refitted.
2015.10.26
MAN Diesel & Turbo
Page 5 (5)
L27/38, L23/30H, L21/31, L21/31S, L23/30S, L27/38S
Figure 9: Corrosion due to water (in this case, outside the

engine). Do not refit.
As with any bearing material, if the interface

between the bearing back and the housing bore
shows signs of fretting, the bearing should be
renewed, and any damage to the housing rectified.
Even if the bearing bore surface has not been dam-
aged, refitting in such a condition may still result in
later damage.
Figure 10: Fretting pits on bearing back. Do not refit.
If bearings are in otherwise good condition, they

should be checked for the presence of positive
freespread before re-fitting. Some loss of free-
spread is normal, but bearings without positive free-
spread, possibly caused by high temperature oper-
ation, cannot be refitted correctly and must be dis-
carded. Such bearings would have continued to
operate successfully had the assembly not been
dismantled, as freespread loss only occurs when
the clamping bolts are released.
2015.10.26
MAN Diesel & Turbo
Work Card 506-01.24
Page 1 (6) Removal / Mounting of Marine Head from Engine
Edition 01
L27/38, L21/31

069 52000
520-01.06
Short Description
Removal of marine head from engine.

Engine out of operation.
Related Procedure

Number : 2
Data
2003.07.30.
MAN Diesel & Turbo
506-01.24 Work Card
Removal / Mounting of Marine Head from Engine Page 2 (6)
Edition 01
L27/38, L21/31
Removal / Mounting of Marine Head from

Engine
Condition : Piston and connecting rod has been
removed and the fixation tool is installed, see fig. 1.
Figure 1: Fixation of connecting rod bearing
2003.07.30.
MAN Diesel & Turbo
Work Card 506-01.24
Edition 01
L27/38, L21/31
1) Turn the crank through to about TDC.
2) Install the brackets in the lower end of the
crankcase opening, see fig. 2.
Figure 2: Bracket installed
2003.07.30.
MAN Diesel & Turbo
506-01.24 Work Card
Edition 01
L27/38, L21/31
3) Place the guide beam on the brackets and
secure it by means of the screws, see fig 3.
Figure 3: Placing of guide beam
2003.07.30.
MAN Diesel & Turbo
Work Card 506-01.24
Edition 01
L27/38, L21/31
Use safety glasses and protective gloves!
4) Turn the crankshaft to the position shown in fig

4 and remove the nuts by means of the
hydraulic tool.
Figure 4: Removal of nuts
2003.07.30.
MAN Diesel & Turbo
506-01.24 Work Card
Edition 01
L27/38, L21/31
Use safety shoes and protective gloves!
5) Install the slide piece as shown in fig. 5 and

remove the bracket.
6) Turn the crankshaft to make the marine head
rest against the beam, see fig. 5..
7) Pull out the two halves of the marine head.
8) Remove the bearing shells from each marine
head half.
Figure 5: Marine head with slide piece
Mounting of Marine Head

Mounting is carried out in reverse order of the
above.
2003.07.30.
MAN Diesel & Turbo
Work Card Hydraulic Tightening of Connecting Rod and Marine 506-01.25
Page 1 (3)
Head Screws Edition 08
L21/31, L21/31S

52000 096
Short Description
Tightening procedure for connecting rod bolts.
Check of connecting rod bolts, tightening condi-
tion.

Piston, connecting rod, bearing shells and bearing
cap preassembled.
Related Procedure

Number : 2
Data
2015.08.12
MAN Diesel & Turbo
506-01.25 Hydraulic Tightening of Connecting Rod and Marine Work Card
Page 2 (3)
Edition 08 Head Screws
L21/31, L21/31S
3) Connect the hoses and pressure pump to the
hydraulic tool.
Measuring Instruction for Extension of

Hydraulic Tightened Bolts
1) Mount the two dial gauges on the hydraulic
tools, fig 2.
Tightening Sequence
The following sequence is the same for both the
connecting rod screws (item 211) and the marine
head screws (item 152), see plate 50601.
1) Mount the hydraulic tightening bolts and be
sure that the studs are screwed home. Tighten
the nuts by hand (step 1).
2) Mount the hydraulic tools, fig. 1, on both con-
necting rod bolts.
1 Dial gauge 2 Hydraulic tightening tool

3 Nut 4 Screw
Figure 2: Hydraulic tool for tightening of connecting rod screws
For a correct measuring the dial gauge has to be

mounted with the magnetic bracket on the hous-
ing of the hydraulic tool
2) Tension both bolts simultaneously to a pres-

sure of (step 2):
connecting rod screw (030-2): ..100 bar
marine head screw (030-1): ......600 bar
by use of the hydraulic tightening tool.
3) Set the dial gauges to "0".
A Tightening order B Hydraulic tool 4) Check by feeler gauge 0.01 mm. It is not
allowed that there is clearance between the
Figure 1: Hydraulic tool for tightening of connecting rod screws
assembled components.
Be aware of the max. lifting height of the tool and 5) Load the bolts to the specified pressure (step
adjust the distance between the piston and the cyl- 3), see description 500.40.
inder before adding pressure to the tool, please see 6) Tension both the nuts hand-tight.
2015.08.12
MAN Diesel & Turbo
Work Card Hydraulic Tightening of Connecting Rod and Marine 506-01.25
Page 3 (3)
Head Screws Edition 08
L21/31, L21/31S
7) Release the pressure.
Control Procedure
1) Tension the bolts to a pressure of:
connecting rod screw (030-2): ..100 bar
marine head screw (030-2):.......600 bar
again.
2) Read elongation of the screw Δl on the dial
gauge and compare with the value in table.
The bolts should be tightened to the specified

tensioning pressure, not according to the elon-
gation. The elongation only serves as a means of
control. In case of excessive deviations, repeat
the tensioning procedure and check the measur-
ing instruments and / or pressure gauges
3) Release the pressure and remove the hydraulic

tensioning tools.
For general instruction about hydraulic tighten-

ing, please see working card 520-01.05.
2015.08.12
MAN Diesel & Turbo
Work Card 506-01.30
Page 1 (3) In-situ Inspection of Connecting Rod Big-end Bearing
Edition 06
L21/31, L21/31S

Shut off cooling water and hydraulic tools according to working card
Shut off fuel oil 520-01.06
Short Description
In-situ inspection and/or replacement of connect-
ing rod big-end bearing. Dismounting and mount-
ing.

Open-end spanner, 24 mm
Crankcase opened
Related Procedure
necting rod big-end and main
bearing shells
Hydraulic tightening of connecting 506-01.25
rod and marine head screws

Number : 2
Data
2015.10.26
MAN Diesel & Turbo
506-01.30 Work Card
In-situ Inspection of Connecting Rod Big-end Bearing Page 2 (3)
Edition 06
L21/31, L21/31S
4) Remove the hydraulic tool and then the nuts
and studs
5) Fit the two pipes for lifting, see fig 2.
Removal of the Connecting Rod Bearing

1) Turn the crankshaft into the top dead centre.
2) Mount the lifting tool with two screws on each
side of the connecting rod bearing housing.
The upper screw is screwed into the upper
bearing housing and the other into the lower
bearing house, see fig 1.
A Support Pipes
Figure 2: Mounting of the supporting pipes
6) Pull upwards in the two lifting pipes to carry the

weight of the lower bearing housing while
removing the upper screws from the lifting
tools.
7) Lower the bearing cap until the lifting pipes are
resting on the engine frame.
8) The lower bearing shell can now be removed.
9) Mount the inspection bracket, see fig 3.
10) Slowly turn the crankshaft until the upper part
of the bearing housing is resting on the bracket
and secure it with a screw, see fig 3.
11) Turn the crankshaft until it is possible to
remove the upper bearing shell, see fig 4.
A Holder B Hydraulic device

Inspection of Bearing Shells
Figure 1: Mounting of holders on the marine head 1) Inspect the bearing shells, see working card
506-01.16.
3) Loosen the two nuts on the marine head, by
means of the hydraulic tool.
2015.10.26
MAN Diesel & Turbo
Work Card 506-01.30
Page 3 (3) In-situ Inspection of Connecting Rod Big-end Bearing
Edition 06
L21/31, L21/31S
7) Install the lower bearing shell. Make sure the
ends of the bearing shell are flushed with the
ends of the lower bearing cap.
8) Add some clean engine oil to the bearing shell.
9) Lift the lower bearing cap up against the upper
and fi t the two screws to interlock the two
bearing houses.
10) Mount the studs and fit the nuts.
11) Mount the hydraulic tool and tighten, see
description 500.40.
A Inspection bracket B Screw for fitting marine

head and inspection
bracket
Figure 3: Mounting of the inspection bracket
Installation of bearing shells

1) Carefully clean the joint faces, the bore and the
bearing shells. Figure 4: Removal and mounting of the upper marine head bear-
ing shell.
2) Install the upper bearing shell. Make sure the
ends of the bearing shell are fl ushed with the
ends of the bearing cap.
3) Add some clean engine oil to the crank journal.
4) Turn the crankshaft until the journal has con-
tact with the bearing, see fig 4.
5) Remove the inspection bracket.
6) Turn the crankshaft into top dead centre.
2015.10.26
MAN Diesel & Turbo
Work Card 506-01.35
Page 1 (3) Inspection of Cylinder Liner
Edition 10
L21/31, L21/31S

Shut off fuel oil
Short Description
Inspection of cylinder liner.

Piston and connecting rod removed
Related Procedure
Grinding of seal face on cylinder 506-01.45
liner and cylinder head

Number : 1
Data
2015.10.26
MAN Diesel & Turbo
506-01.35 Work Card
Inspection of Cylinder Liner Page 2 (3)
Edition 10
L21/31, L21/31S
Measurement of Cylinder Diameter

While the piston is removed from the cylinder, the
latter is measured to record the wear. The meas-
urements are taken by means of an inside microme-
ter, with measuring points at TDC-position for the
uppermost piston ring, halfway down, and at the
BDC in the cylinder liner, see fig 1 and page 3.
Figure 1: Measuring points
The measurements normally should be taken in

both transverse and in longitudinal direction.
When measuring, take care that the measuring tool
has approximately the same temperature as the
liner. When the wear of a cylinder liner exceeds the
value indicated on page 500.35, i.e. when it
becomes too troublesome to maintain adequate
service conditions, the cylinder liner in question
should be replaced.
2015.10.26
MAN Diesel & Turbo
Work Card 506-01.35
Page 3 (3) Inspection of Cylinder Liner
Edition 10
L21/31, L21/31S
2015.10.26
MAN Diesel & Turbo
Work Card Grinding of Seal Face on Cylinder Liner and Cylinder 506-01.45
Page 1 (3)
Head Edition 06
L27/38, L21/31, L21/31S, L27/38S

Shut off fuel oil
Short Description
Grinding of seal face on cylinder liner, cylinder
head and engine frame by hand with grinding tool
and grinding paste.

Grinding paste.
Related Procedure
Assembly of cylinder unit 505-01.50

Number : 1
Data
2015.10.26
MAN Diesel & Turbo
506-01.45 Grinding of Seal Face on Cylinder Liner and Cylinder Work Card
Page 2 (3)
Edition 06 Head
L27/38, L21/31, L21/31S, L27/38S

2) Face-grind the sealing grooves in the cylinder
liner flange, see fig 2, the surface of the engine
frame, see fig 3 and the sealing surface on the
cylinder head, see fig 4 with the use of grinding
paste and the grinding tool.
3) Move back and forth the tool and lift it out from
time to time.
Grinding
The grinding tool, see fig 1, is used for both

grinding the groove in the sealing surface on the
cylinder head (1), the cylinder liner flange (2) and
the surface of the engine frame (3).
If severe damage or corrosion is observed, a

machining of the sealing faces may be required. Figure 3: Grinding tool at one-part liner
1 Cylinder head 2 Cylinder liner

3 Engine frame
Figure 1: Grinding tool
Figure 4: Grinding tool at engine frame
4) After grinding, carefully remove all traces of

abrasives and grinding compound.
5) When having ground the contact faces
between cylinder head and cylinder liner, it
must be observed that the sealing minimum
height above the cylinder liner is according to
500.35.
Figure 2: Grinding tool at two-part liner
1) Loosen the sealing ring in liner flange and take

it out.
2015.10.26
MAN Diesel & Turbo
Work Card Grinding of Seal Face on Cylinder Liner and Cylinder 506-01.45
Page 3 (3)
Head Edition 06
L27/38, L21/31, L21/31S, L27/38S
Figure 5: Grinding tool at cylinder head
2015.10.26
MAN Diesel & Turbo
Work Card Dismantling of Piston and Cylinder Liner at Low 506-01.50
Page 1 (3)
Overhaul Height Edition 05
L27/38, L21/31, L21/31S, L27/38S

Shut-off starting air 52002 187 L21/31
52000 060 L27/38
Short Description
Dismounting of cylinder unit for inspection and/or
overhaul.

Engine stopped and cooled down.
Related Procedure
Piston 506-01.10
Inspection of Cylinder liner 506-01.35
connection rod and piston ring
Fuel injection valve 514-01.10
See section 505

Duration in h : 2 1/2 Plate No. Item No. Quantity
Number : 2
Data
2015.10.26
MAN Diesel & Turbo
506-01.50 Dismantling of Piston and Cylinder Liner at Low Work Card
Page 2 (3)
Edition 05 Overhaul Height
L27/38, L21/31, L21/31S, L27/38S

5) Remove the push rods by hand.
Removal of Piston and Piston Rod,

Cylinder
1) Loosen the four bolts for the piston rod by
means of the hydraulic tools and remove the
nuts.
Removal of Cylinder head 2) Turn the piston into top dead centre.
1) Prepare removing of the cylinder head accord- 3) Mount the turning bracket to the marine head
ing to working card 505-01.55. and counterweight. See fig 2.
Use safety glasses and protective gloves!
2) Remove the bolts, which hold the cylinder head

and water jacket together (see fig 1).
A Bolts to be removed
Figure 1: Remove bolts, which hold the cylinder head and water
jacket together
Figure 2: Turning bracket mounted to the marine head and coun-

terweight
4) Mount the tool for lifting the piston, see fig 3.

This means that the cylinder head now can be
removed from the cylinder unit
3) Mount the lifting tool on the cylinder head.

4) Lift the cylinder head and land it carefully on
wooden support.
2015.10.26
MAN Diesel & Turbo
Work Card Dismantling of Piston and Cylinder Liner at Low 506-01.50
Page 3 (3)
Overhaul Height Edition 05
L27/38, L21/31, L21/31S, L27/38S
Figure 3: Lifting tool for piston
5) Carefully lift the piston and piston rod out of the

cylinder liner and land it on wooden support.
6) Mount the lifting tool for the cylinder liner, see
fig 4, and lift the cylinder liner out of the engine.
7) Mount the eye bolt in water jacket and lift it off
A Lifting tool for cylinder B Cylinder liner
the engine. liner
Figure 4: Lifting tool for cylinder liner
2015.10.26
MAN Diesel & Turbo
Plate
Page 1 (2) Piston P50602-04
L21/31, L21/31S
2015.08.13
MAN Diesel & Turbo
Plate
P50602-04 Piston Page 2 (2)
L21/31, L21/31S
002 1/C Piston 2/2, incl. item 075, 087,

099
026 1/C Piston pin
038 2/C Retaining ring
075 4/C Thrust piece
087 4/C Stud
099 4/C Nut

ace.
ble separately
2015.08.13
MAN Diesel & Turbo
Plate
Page 1 (2) Connecting rod P50603-02
L21/31, L21/31S
2014.10.17
MAN Diesel & Turbo
Plate
P50603-02 Connecting rod Page 2 (2)
L21/31, L21/31S
008 1/C Bush for connecting rod

021 4/C Screw for connecting rod
057 2/C Nut
069 4/C Nut
070 1/C Connecting rod shaft
082 1/C Marine head, complete incl item
021, 033, 057, 069, 094
094 2/C Screw for connecting rod

ace.
2014.10.17
MAN Diesel & Turbo
Plate
Page 1 (2) Connecting rod bearing P50604-02
L21/31, L21/31S
2014.10.17 - Daido
MAN Diesel & Turbo
Plate
P50604-02 Connecting rod bearing Page 2 (2)
L21/31, L21/31S
003 1/C Connecting rod bearing 2/2

ace.
2014.10.17 - Daido
MAN Diesel & Turbo
Plate
Page 1 (2) Piston rings P50605-02
L21/31, L21/31S
2014.10.17
MAN Diesel & Turbo
Plate
P50605-02 Piston rings Page 2 (2)
L21/31, L21/31S
009 1/C Piston ring

010 1/C Piston ring
022 1/C Oil scraper ring

ace.
2014.10.17
MAN Diesel & Turbo
Plate
Page 1 (2) Cylinder liner P50610-12
L21/31, L21/31S
2015.03.20 - 2-part
MAN Diesel & Turbo
Plate
P50610-12 Cylinder liner Page 2 (2)
L21/31, L21/31S
018 1/C Cylinder liner

031 1/C Sealing ring
055 2/C O-ring
092 1/C Fire land ring
209 1/C O-ring
210 2/C O-ring

ace.
2015.03.20 - 2-part
MAN Diesel & Turbo
Index
Page 1 (1) Camshaft and Camshaft Drive 507
4104553-3
Contents
of
Table
Description
Camshaft and camshaft drive ................................................................................... 507.01 (06)
Work cards
Check of camshaft and camshaft drive ..................................................................... 507-01.00 (06)
Inspection and replacement of camshaft bearing ...................................................... 507-01.05 (07)
Adjustment of camshaft for valve and injection timing ............................................... 507-01.20 (19)
Measure of fuel pump lead ........................................................................................ 507-01.25 (01)
Plates
Intermediate wheel .................................................................................................... P50701-05
Camshaft bearing ..................................................................................................... P50704-04
Camshaft bearing ..................................................................................................... P50704-05
Camshaft .................................................................................................................. P50705-11
Camshaft .................................................................................................................. P50705-12
MAN Diesel & Turbo
507.01
Page 1 (1) Camshaft and Camshaft Drive
Edition 06
L21/31, L21/31S
Camshaft and Camshaft Drive
The engine has two camshafts. One for actuation of
valves and one for fuel injection.
Using two camshafts gives the opportunity to
change the fuel injection independently of the valve
timing.
The camshaft for valve actuation is located in the
exhaust side of the engine at a high level in relation
to the engine frame to make the push rods as short
as possible and thereby reduce the moving
masses.
The camshaft for fuel injection is located in the
manoeuvre side of the engine.
Both camshafts are made of sections. Cam sec-
tions and journal sections are bolted together. This
design makes it possible to change a cam section
through the inspection openings in the engine
frame.
The camshafts are located in replaceable bearing
bushes, frozen into bores in the engine frame.
The gearwheel drive for the camshafts is located in
the flywheel end of the engine. Lubrication of the
gears is supplied from two spray nozzles.
1 Injection camshaft drive 2 Valve camshaft drive
Figure 1: Twin camshafts
2015.08.13
MAN Diesel & Turbo
Work Card 507-01.00
Page 1 (2) Check of Camshaft and Camshaft Drive
Edition 06
L21/31, L21/31S

Shut off fuel oil
Short Description
Checking of gear wheels, bolted connections and
lubricating system.

Allen socket, 8mm
Ratchet
Extension piece
Socket, 18 or 19 mm
Serrated fork
Socket, 16 or 17 mm
Related Procedure

Number : 1
Data
2015.08.13
MAN Diesel & Turbo
507-01.00 Work Card
Check of Camshaft and Camshaft Drive Page 2 (2)
Edition 06
L21/31, L21/31S
Check of Camshaft- and Camshaft Drive

1) Dismount the covers which give access to the
gear wheels, camshaft and crankcase.
2) Examine all gear wheels for cracks, wear and
deformations while turning the engine to enable
inspection all over the circumference of the
gear wheels.
3) Check all screws, nuts and bolted connections,
including locking devices everywhere in the
gear wheel housing, camshaft housing and
crank case to check that they have not loos-
end. Tightening torques, please see page
500.40.
4) Examine all lubricating oil spray pipe nozzles.
5) Mount the covers.
2015.08.13
MAN Diesel & Turbo
Work Card 507-01.05
Page 1 (3) Inspection and Replacement of Camshaft Bearing
Edition 07
L21/31, L21/31S

Shut off fuel oil
Short Description
Check of roller path of cams and check of cam-
shaft bearing. Replacement of camshaft bearing.

Cover for camshaft and gear wheel has been Torque spanner, 17mm
removed.
Related Procedure
Chech of camshaft and camshaft 507-01.00
drive

Number : 2
Data
2015.10.26
MAN Diesel & Turbo
507-01.05 Work Card
Inspection and Replacement of Camshaft Bearing Page 2 (3)
Edition 07
L21/31, L21/31S
⇨ b) Remove the actual bearing shell.
To Check Roller Path of Cams

1) While turning the engine, examine the cam
discs and in particular, check the roller path of
all cams for cracks, crackles and ruffl e. Also
examine the rollers of the roller guide.
Note: If there are flat spots on the roller and if some
of the rollers may be blocked, the roller must be
replaced by a new one, please see working card
508-01.00.
To Check Camshaft Bearings

1) The wearing surface of the camshaft bearings
cannot be checked without dismounting the
camshaft. However, abnormal wear of one or
more bearings will become apparent in the
form of burrs of white metal at the circumfer-
ence of the camshaft journal, and in that case
the bearing will in no doubt be discoloured, as
well.
The bearing clearance is measured with a feeler
gauge, please see data sheet 500.35.
To Replace Camshaft Bearing for Injection Figure 1: Removing of spur wheel and the bearing plate
or Valve Camshaft
Note: The cams are identical, but the bearing sec-
tion position must be marked for correct mounting Inspection of Sleeve and Oil Bore
again. 1) Check that the oil bore for the bearing is free
If one or several of the camshaft bearings should be for oil flow. Inspect the camshaft journal for
replaced, the camshaft must be wholly or partly dis- seizures.
mantled.
1) Dismantle the camshaft section in both ends Mounting of the Camshaft Bearing
and take out the section on both sides of the 1) For fitting the bearing it must be cooled down
actual bearing. in liquid nitrogen to -196° C below crankcase
2) Place a screwdriver between the camshaft temperature.
sections and bearing sections and push the 2) Insert the bearing in the frame. Make sure that
camshaft forward/aft. the oil bores in the bearing shell are according
3) Take out the camshaft section and the actual to the oil bores in the frame.
bearing section. Note: Check that the bearing is placed in the
middle of the frame.
⇨ a) The bearing to be removed is now free.
2015.10.26
MAN Diesel & Turbo
Work Card 507-01.05
Page 3 (3) Inspection and Replacement of Camshaft Bearing
Edition 07
L21/31, L21/31S
3) Lubricate all the journals of the camshaft sec-
tion with clean lubricating oil and push bearing
section into position.
4) Assemble the sections and fit the bolts
(greased with molycote or similar) without Cu.
5) Tighten the nuts with a torque spanner, see
data sheet 500.40.
2015.10.26
MAN Diesel & Turbo
Work Card 507-01.20
Page 1 (3) Adjustment of camshaft for valve and injection timing
Edition 19
L21/31, L21/31S

Shut off fuel oil
Short Description
Nominal adjustment of camshaft. (Adjustment of
camshaft in relation to crankshaft).
Hand Tools
Starting Position
Camshaft assembled as per timing order, moun-
ted in frame and roller gear house. If intermediated
gearwheel must be changed, the generator must
be dismounted.
Related Procedure

Qualified Manpower
Duration in h : - Plate No. Item No. Quantity
Number : -
Data
2014.03.14. - Tier II, Stationary

MAN Diesel & Turbo
507-01.20 Work Card
Adjustment of camshaft for valve and injection timing Page 2 (3)
Edition 19
L21/31, L21/31S
3) Mount the upper intermediate spur gear wheel.
There are no marks to take into account.
4) Tighten up the intermediate spur gearwheels,
Mounting of gearwheel for valve camshaft
Assembly of gear wheels for valve

camshaft and injection valve camshaft,
without mounted flywheel
Following description is for mounting the gear-
wheels in the control drive when alternator, flywheel
and cover on coupling side are dismantled from the
engine.
Mounting of the intermediate spur gear

wheels
1) Turn the crankshaft to top dead centre for the
last cylinder (the cylinder nearest to the cou-
pling side).
2) Mount the lower intermediate spur gearwheel,
until mark are corresponding with hole in
crankcase, see fig. 1.
A1 Marking on tooth head A2 Marking on tooth head

x Control view to marking
of intermediate spur gear
Figure 2: Position of marked tooth head correctly placed on

engine crankcase
1) Before mounting the gearwheel, must the

A1 Marking on tooth head A2 Marking on tooth head crankshaft for the last cylinder be in top dead
x Control view to marking center and marks of intermediate spur gear-
of intermediate spur gear wheel should correspond with hole in crank-
case, see fig. 2.
Figure 1: Marks on gearwheels

MAN Diesel & Turbo
Work Card 507-01.20
Page 3 (3) Adjustment of camshaft for valve and injection timing
Edition 19
L21/31, L21/31S
2) Turn the valve camshaft, until the mark on the 9) Compare the calculated value determined with
gearwheel is horisontal and closet to the the plunger lift (average value), please see
engine crankcase, see fig. 2. Control height description 500.35.
from tooth top to crankcase top should be 10) If the values exceeds the limits, an adjustment
approximately 197.4±1 mm. must be done in order to correct the errors.
3) Tighten up the gearwheel. Tightening torque, 11) Remove the complete measuring tool.
12) Mount all camshaft covers.
Mounting the gearwheel for injection
camshaft
1) Before mounting the gearwheel, must the
crankshaft for the last cylinder be in top dead
center and marks of intermediate spur gear-
wheel should correspond with hole in crank-
case, see fig. 2.
2) Turn the injection valve camshaft, until the
mark on the gearwheel correspond with crank-
case side. The mark should above horisontal
centerline, see fig. 1. Control height from tooth
top to crankcase top should be approximately Figure 3: Measure of fuel pump lead
178.2±1mm.
Note: Adjustment of injection valve camshaft is now
needed, please see separately chapter “Adjustment
of Fuel Injection Camshaft / Injection Timing”.
Measure of fuel pump lead

1) Dismantle covers for fuel camshaft and fuel
pump.
2) Check the mobility of the regulating device.
3) Position the support of the measuring tool on
the two bolts of the camshaft covering. Slip on
the distance sleeves and fasten to the cylinder
crankcase by means of hexagon nuts.
Note: During attaching, pay attention to the correct
fitting position of the contact point.
4) Insert the dial gauge into the support.
5) Turn the engine until the cam base circle is
reached (approx 40° BTDC).
6) Set the dial gauge to "Zero".
7) Turn the engine until the TDC mark (ignition
DC) for the actual cylinder is reached.
Read the dial gauge and note down the gauge
value.
8) Determine the values for the other cylinders in
the same way.
Calculate the average value of all measure-
ments.

MAN Diesel & Turbo
Work Card 507-01.25
Page 1 (3) Measure of Fuel Pump Lead
Edition 01
L21/31, L21/31S

Shut off fuel oil
Short Description
Measure of fuel pump lead

Camshaft casing cover removed
Related Procedure

Number : 1
Data
2015.08.13
MAN Diesel & Turbo
507-01.25 Work Card
Measure of Fuel Pump Lead Page 2 (3)
Edition 01
L21/31, L21/31S
Description
1 Contact point 2 Lever

3 Fixing screws and discs of enclosing cover used
Figure 1: Measure of fuel pump lead

1) Check the mobility of the lever. 7) Determine the values for the other cylinders in
2) Attach the measuring tool to side of the frame the same way.
(as shown in fig. 1) 8) Fill out the tabel enclosed.
Note: During attaching, pay attention to the correct 9) Compare the average value determined in
fi tting position of the contact point. Description 500.35.
3) Insert the dial gauge into the support. 10) If the values exceeds the limits, an adjustment
4) Turn the engine until the cam base circle is must be done in order to correct the errors,
reached. see Working Card 507-01.20 "Adjustment of
camshaft".
5) Set the dial gauge to "Zero".
11) Remove the complete tool.
6) Turn the engine until the TDC mark (ignition
DC) for the actual cylinder is reached. Read the 12) Replace all camshaft covers.
dial gauge and note down the gauge value.
2015.08.13
MAN Diesel & Turbo
Work Card 507-01.25
Page 3 (3) Measure of Fuel Pump Lead
Edition 01
L21/31, L21/31S
2015.08.13
MAN Diesel & Turbo
Plate
Page 1 (2) Intermediate wheel P50701-05
L21/31, L21/31S
2014.10.17
MAN Diesel & Turbo
Plate
P50701-05 Intermediate wheel Page 2 (2)
L21/31, L21/31S
012 1/E Stepped spur gear complete, incl.

item 061
036 1/E Spur gear complete, incl. item
061
061 2/E Control drive bearing
085 4/E Axial bearing ring
097 2/E Axle
384 2/E O-ring
396 6/E Spring washer
406 6/E Screw

ace.
Qty/E = Qty/Engine
2014.10.17
MAN Diesel & Turbo
Plate
Page 1 (2) Camshaft bearing P50704-04
L21/31, L21/31S
2014.06.14 - valve camshaft

MAN Diesel & Turbo
Plate
P50704-04 Camshaft bearing Page 2 (2)
L21/31, L21/31S
019 /I Camshaft bearing, valve camshaft

1)
056 1/E Distance bush
When ordering spare parts, see also page 500.50/600.50/Pref- Note 1)

Qty. - 1/C+1
ace.
Qty/E = Qty/Engine
2014.06.14 - valve camshaft

MAN Diesel & Turbo
Plate
Page 1 (2) Camshaft bearing P50704-05
L21/31, L21/31S
2014.06.14 - injection camshaft

MAN Diesel & Turbo
Plate
P50704-05 Camshaft bearing Page 2 (2)
L21/31, L21/31S
032 /I Camshaft bearing, injection cam-

shaft 1)

Qty. - 1/C+1
ace.
Qty/E = Qty/Engine
2014.06.14 - injection camshaft

MAN Diesel & Turbo
Plate
Page 1 (2) Camshaft P50705-11
L21/31, L21/31S
2014.11.12 - Injection camshaft

MAN Diesel & Turbo
Plate
P50705-11 Camshaft Page 2 (2)
L21/31, L21/31S
266 /I Screw - Qty:180/E for 5 cyl, 636 1/E Flange

216/E for 6 cyl, 252/E for 7 cyl,
288/E for 8 cyl, 324/E for 9 cyl 648 18/E Bolt
278 /I Washer - Qty:180/E for 5 cyl, 673 3/E Screw

216/E for 6 cyl, 252/E for 7 cyl,
288/E for 8 cyl, 324/E for 9 cyl 685 3/E Washer
291 /I Cylindrical pin - Qty: 9/E for 5 cyl, 744 1/E Spring pin
11/E for 6 cyl, 13/E for 7 cyl, 15/E
for 8 cyl, 17/E for 9 cyl
301 1/E Bearing plate, complete
362 1/C Camshaft part piece
374 2/E Bearing disc, 5 cyl engine
398 1/E Bearing disc, 6 cyl enigne
421 1/E Bearing disc, 6 and 8 cyl enigne
433 /I Bearing disc - Qty; 1/E for 5, 7, 8
cyl, 2/E for 6 cyl, 3/E for 9 cyl
589 1/E Axial bearing disc
600 1/E Spur wheel

ace.
Qty/E = Qty/Engine
2014.11.12 - Injection camshaft

MAN Diesel & Turbo
Plate
Page 1 (2) Camshaft P50705-12
L21/31, L21/31S
2014.10.17 - Valve camshaft

MAN Diesel & Turbo
Plate
P50705-12 Camshaft Page 2 (2)
L21/31, L21/31S
014 1/C Camshaft part piece 350 3/E Screw

026 2/E Bearing disc, 5 cyl engine 685 3/E Washer
038 2/E Bearing disc, 5 cyl engine 744 1/E Cylindrical pin
051 1/E Bearing disc, 6 cyl engine 756 8/E Bolt
063 1/E Bearing disc, 6 cyl engine 768 8/E Washer
075 1/E Bearing disc, 6 and 8 cyl engine
087 /I Bearing disc - Qty: 1/E for 5, 7, 8
cyl, 2/E for 6 cyl, 3/E for 9 cyl
230 1/E Axial bearing disc
254 1/E Spur wheel
266 /I Screw - Qty: 80/E for 5 cyl, 96/E
for 6 cyl, 112/E for 7 cyl, 128/E for
8 cyl, 144/E for 9 cyl
278 /I Washer - Qty: 80/E for 5 cyl, 96/E
for 6 cyl, 112/E for 7 cyl, 128/E for
8 cyl, 144/E for 9 cyl
291 /I Cylindrical pin - Qty: 9/E for 5 cyl,
11/E for 6 cyl, 13/E for 7 cyl, 15/E
for 8 cyl, 17/E for 9 cyl
301 1/E Bearing plate

ace.
Qty/E = Qty/Engine
2014.10.17 - Valve camshaft

MAN Diesel & Turbo
Index Operating Gear for Inlet Valves, Exhaust Valves and
Page 1 (1) 508
Fuel Injection Pumps
4104553-3
Contents
of
Table
Description
Operating gear for valves and fuel injection pumps ................................................... 508.01 (05)
Work cards
Inspection of valve roller guide .................................................................................. 508-01.00 (14)
Control and adjusting of valve clearance ................................................................... 508-01.10 (14)
Plates
Roller guide and push rods ....................................................................................... P50801-15
MAN Diesel & Turbo
Description 508.01
Page 1 (1) Operating gear for valves and fuel injection pumps
Edition 05
L21/31, L21/31S
Roller guides
The fuel injection pumps and rocker arms for inlet
and exhaust valves are operated by the cams on
the camshafts through roller guides. The roller
guides for inlet and exhaust valves are located in
bores in the water jacket for each cylinder.
The roller runs on a bush fitted on a pin that is
pressed into the roller guide and secured by means
of a lock screw.
Operating Gear for Fuel Injection Pumps

The injection pumps which are mounted directly on
the frame are activated via thrust pieces from the
roller guide. The roller guide is incorporated in the
fuel pump as one unit.
The roller is pressed down on to the cam by a
spring, which is fixed between the roller guide and
the foot plate of the fuel injection pump, see also
section 514.
Valve actuating gear

The rocker arms are actuated through rollers, roller
guides and push rods. The roller guides for inlet and
exhaust valves are mounted in the water jacket
part.
Each rocker arm activates two valve spindles
through a valve bridge with thrust screws and
adjusting screws for valve clearance.
The valve actuating gear is pressure-feed lubricated
from the centralized lubricating system, through the
water jacket and cylinder head and from there into
the rocker arm shaft to the rocker bearing.
2014.07.07
MAN Diesel & Turbo
Work Card 508-01.00
Page 1 (2) Inspection of Valve Roller Guide
Edition 14
L21/31, L21/31S

Shut off fuel oil
Short Description
Dismounting, inspection and/or overhaul, and
mounting of valve roller guides.

Cylinder unit has been removed from engine and Feeler gauge
dismantled. Hexagon key
Related Procedure
Control and adjusting of valve 508-01.10
clearance

Number : 2
Data
2015.08.13
MAN Diesel & Turbo
508-01.00 Work Card
Inspection of Valve Roller Guide Page 2 (2)
Edition 14
L21/31, L21/31S
Mounting of Guide for Tappets
1) Mount item 2-3-4-5 on the water jacket
assembly, see fig 1.
2) Press the two guides together, and slightly
tighten the two M8 bolts (item 5).
3) Turn the tappets so that the plane surfaces
point towards each other, and mount them in
Inspection of Valve Roller Guides the water jacket.
1) Turn the water jacket upside down so the roller
guides can slip out at the water jacket. Adjustment of Guides for Tappets
2) Examine the surface of the roller and the tappet 1) Final adjustment of guide-tappet clearance can
housing for marks and secures, if any they only be done after the cylinder-unit has been
must be polished away. installed on the engine and cylinder cover nuts
3) Blow clean the lubricating ducts in the tappet are tightened.
housing and the roller with air. 2) Turn the actual cylinder into overlap top dead
4) Examine the push rod, pin and ball cup for centre. (Both inlet- and exhaust valve has lifted
damage and replace if necessary. a few millimetres and the cams are now align-
ing the rollers in correct position)
Replacement of Roller and Shaft Pin 3) Put 0,1 mm feeler gauge on both sides of the
guides and un tighten the two M8 bolts. Make
1) Remove the lock screw. sure that there is full parallel contact on the
2) Push out the axle. The roller and axle can now feeler gauges. Tighten the two M8 (Re-check
be replaced. the feeler gauges has parallel contact) Remove
3) Mount the lock screw with loctite 275. the feeler gauges.
4) Turn the engine so that both rollers are on the
circular part of the cams. Check that the tap-
pets can turn free from side to side in the clear-
ance. Adjustment is completed.
1 Roller guide 2 Guide piece

Figure 2: Brackets between roller guides.
3 Compression spring 4 Washer
5 Cylindrical screw * Clearance adjusted with
feeler gauge
Figure 1: Inspection of roller guide and roller.
2015.08.13
MAN Diesel & Turbo
Work Card 508-01.10
Page 1 (3) Control and adjusting of valve clearance
Edition 14
L27/38, L21/31, L16/24, L16/24S, L21/31S, L27/38S

Shut off fuel oil
Short Description
Control and/or adjustment of inlet and exhaust
valve clearance

Cover for valve camshaft is removed. Cover for Socket wrench
cylinder top is removed. Feeler gauge
Torque spanner
Related Procedure

Number : 1 50502 -
Data
2015.04.21
MAN Diesel & Turbo
508-01.10 Work Card
Control and adjusting of valve clearance Page 2 (3)
Edition 14
L27/38, L21/31, L16/24, L16/24S, L21/31S, L27/38S
Control and adjusting of valve clearance

1) Shut-off starting air and fuel oil.
2) Stop the lubricating oil circulation.
3) Dismantle the cylinder top cover.
4) Dismantle the clamp for non-turning bridge, if
mounted.
5) Turn the crankshaft until the cylinder is in igni-
tion TDC (both valves closed).
6) Check that the surfaces are clean.
7) Loosen the counter nut, pos. 1, and the adjust-
ing screw, pos. 2, on the valve bridge. Figure 2: .
11) Adjust the screw, pos. 2, on the valve bridge

until the feeler gauge makes slightly more
resistance, but it must still be possible to move
the feeler gauge.
12) Tighten the counter nut, pos. 1, on the valve
bridge with torque. Re-check that the feeler
gauge clearance has not changed.
Figure 1: .
8) Loosen the counter nut, pos. 3, and the adjust-

ing screw, pos. 4, on the rocker arm and insert
the feeler gauge between valve bridge and
rocker arm, pos. 5.
9) Adjust the screw , pos. 4, on the rocker arm
until the feeler gauge makes only slight resist-
ance.
10) Tighten the counter nut, pos. 3, on the rocker
Figure 3: .
arm with torque. Re-check that the feeler
gauge clearance has not changed.
2015.04.21
MAN Diesel & Turbo
Work Card 508-01.10
Page 3 (3) Control and adjusting of valve clearance
Edition 14
L27/38, L21/31, L16/24, L16/24S, L21/31S, L27/38S

▪ Damaging of socket wrench, hexagon nut or
screw can cause injuries.
▪ Sharp-edged feeler gauge can cause injuries.
▪ Be careful not to put fingers between adjusting
screw and valve.
▪ Wrong torque can cause injuries.
▪ Damaged parts must not be reused.
Figure 4: .
13) The adjustment is completed.

14) Install the clamp for the non-turning bridge, if
mounted.
15) Install the cylinder head cover.
Please note:
▪ The engine must be cold or cooled down for at
least 30 minutes.
▪ Ensure to have a firm stand before working on
the engine.
▪ It is not allowed to turn during the adjustment
process.
▪ The torque spanner must be positioned com-
pletely on the coupling.
▪ Attach the socket wrench straight on the hexa-
gon nut before screwing.
▪ Adjust the torque correctly, see values for tight-
ening in description 500.40.
▪ Tools consisting of several part, can fall into
pieces.
▪ All bolted joints to be re-established.
Caution:
▪ Engine parts can be hot; watch out for burns.
▪ Slipping can cause injuries.
▪ Injuries such as crushing of fingers, hands or
similar.
▪ Slipping of torque spanner or similar tools can
cause injuries.
▪ Falling down from working position and/or hit-
ting engine parts can cause injuries.
2015.04.21
MAN Diesel & Turbo
Plate
Page 1 (2) Roller guide and push rods P50801-15
L21/31, L21/31S
2014.10.17
MAN Diesel & Turbo
Plate
P50801-15 Roller guide and push rods Page 2 (2)
L21/31, L21/31S
016 4/C Thrust piece

028 2/C Push rod complete, incl item 016,
041
041 2/C Bolt
053 2/C Roller
065 2/C Shaft
077 2/C Housing for roller guide complete,
incl item 016, 053, 065, 089, 185
089 2/C Screw
185 2/C Bush
197 2/C Guide piece + 1)
207 2/C Washer
219 2/C Screw
220 4/C Spring

+ only available as a pair
ace.
2014.10.17
MAN Diesel & Turbo
Index Control and Safety Systems, Automatics and
Page 1 (1) 509
Instruments
4104553-3
Contents
of
Table
Description
Safety, control and monitoring system ...................................................................... 509.01 (13)
Lambda controller ..................................................................................................... 509.10 (06)
Communication from the GenSet .............................................................................. 509.55 (13)
Drawing
Engine automatics .................................................................................................... 2175832-1.2
Work cards
Functional test and adjustment of safety, alarm and monitoring equipment ............... 509-01.00 (07)
Function test of shutdown ........................................................................................ 509-01.05 (10)
Adjustment and test of analog pressure transmitter .................................................. 509-05.03 (03)
Adjustment and test of analog temperature transmitter ............................................. 509-05.04 (03)
Adjustment and test of tacho and proximity sensors ................................................. 509-05.06 (01)
Adjustment of lambda controller ............................................................................... 509-10.00 (14)
Plates
Governor and governor drive .................................................................................... P50901-14
Regulating device ..................................................................................................... P50902-09
Regulating device ..................................................................................................... P50902-18
Instruments ............................................................................................................... P50907-19
Pick-up ..................................................................................................................... P50908-07
Level switch in oil sump ............................................................................................ P50920-20
PT - Panel with transmitter ........................................................................................ P50922-05
Panel with transmitter ............................................................................................... P50922-07
Fuel oil leakage alarm (LAH 42) ................................................................................. P50925-07
Temperature sensors (NiCrNi) ................................................................................... P50927-12
Monitoring box .......................................................................................................... P50935-19
Turning gear control panel ........................................................................................ P50953-03
Main bearing monitoring ........................................................................................... P50961-01
Subsupplier
UG-Actuator 37512H ................................................................................................
Speed control - 2301E .............................................................................................. 2173516-0.0
2301E Digital Load Sharing .......................................................................................
MAN Diesel & Turbo
Description 509.01
Page 1 (7) Safety, control and monitoring system
Edition 13
L16/24, L21/31, L27/38, L16/24S, L21/31S, L27/38S

Safety, Control and Monitoring System
Figure 1: Monitoring and safety system.
General Description The engine is equipped with the following main

safety, control and monitoring components:
Monitoring and instrumentation on the engine rep-
resents a tailor-made system. The system is ▪ Safety system
designed to fulfil the following requirements: ▪ Governor
▪ Continuous analogue monitoring ▪ Monitoring modules
▪ Independent safety system – base module (BM)
▪ Easy installation – operation box (OB)
▪ Simple operation – monitoring of temperatures/pressures panel
▪ Instrumentation complete (MTP)
▪ No maintenance – monitoring of exhaust gas temperature
panel (MEG)
▪ Prepared for CoCoS
– monitoring of bearing temperature panel
▪ Redundant safety system
(MBT), option
– bearing temperature display (BTD), option
In order to fulfil all classification society require-
– oil mist detector, option
ments the engine is equipped with monitoring sen-
sors for all medias as standard. If just one classifica- ▪ Instrumentation (sensors, wiring, junction boxes)
tion society require one specific measuring point it ▪ Manometers and thermometers
is standard on the engine. Also a built-on safety
system is standard. ▪ Output module (OM), option
▪ Alarm panel (AP), option
2015.07.20 - Tier I + Stationary

MAN Diesel & Turbo
509.01 Description
Safety, control and monitoring system Page 2 (7)
Edition 13
L16/24, L21/31, L27/38, L16/24S, L21/31S, L27/38S

The spring-loaded pull rod permits the governor to
Safety System give full deflection even if the stop cylinder of the
manoeuvering system keeps the fuel injection pump
The safety system is an independent system for at "no fuel" position.
monitoring and controlling the GenSet’s shutdown
Each fuel injection pump is connected to the com-
functions.
mon, longitudinal regulating shaft by means of a
The safety system is based on a programme logic spring-loaded arm.
controller (PLC) which automatically controls the
Should a fuel plunger seize in its barrel, thus block-
automatically stop (shutdown) in case of:
ing the regulating guide, governing of the remaining
fuel injection pumps may continue unaffected owing
Shutdown to the spring-loaded linkage between the blocked
1. Overspeed pump and the regulating shaft.
2. Low lube oil pressure
3. High HT water temp.
Monitoring System
4. Emergency stop
All media systems are equipped with temperature
5. High bearing temp. (option)
sensors and pressure sensors for local and remote
6. Oil mist stop (option) reading.
7. Differential protection / earth connection (option) The sensors for monitoring and alarming are con-
nected to the base module.
Set points and special conditions can be found in
the "Operation Data & Set Points, B 19 00 0"
Connection to and from the power management Base Module
system is hard wire connection. The base module is the centre of the monitoring
Indication of each shutdown can be found on the system.
operation box and directly on the safety system The base module, the OB-module, the MTP-mod-
module inside the terminal box. ule and the MEG-module are designed by MAN
Diesel & Turbo, Holeby specifically for this engine
type.
Governor Apart from the electrical main connection to the
alternator the ship yard only has to perform the fol-
The engine speed is controlled by a hydraulic gov- lowing electrical connection:
ernor or electronic controller with hydraulic actuator.
▪ 24 VDC supply to the safety system.
Information about the design, function and opera-
tion of the governor is found in the special governor ▪ Cable connection to/from power management
instruction book. system.
The governor is mounted on the flywheel end of the ▪ 24 VDC supply to the base module.
engine and is driven from the camshaft via a cylin- ▪ Modbus communication or interlink to output
drical gear wheel and a set of bevel gears. module.
The vessel’s alarm and monitoring system in the
main switch board can be connected to the base
Regulating Shaft module by means of a 3-wire MODBUS communi-
cation link. For further information, please see the
The governor's movements are transmitted through description "Communication from the GenSet".
a spring-loaded pull rod to the fuel injection pump
regulating shaft which is fitted along the engine. In situations where the vessel’s system cannot
operate a MODBUS communication unit, MBD-H
offers an output module (OM) to be installed in the
vessel’s control room.

MAN Diesel & Turbo
Description 509.01
Edition 13
L16/24, L21/31, L27/38, L16/24S, L21/31S, L27/38S

By means of the OM it is possible to connect all ▪ Shutdowns indication:
digital and analogue signals to the vessel’s monitor- – overspeed
ing system in a conventional manner.
– low lub. oil pressure
Communication between the base module (BM)
and the output module (OM) takes place via a 3- – high fresh water temp.
wire interlink bus (RS485). – emergency stop / oil mist
In the base module all the alarms are generated and Please note that the local stop push button must be
delay and cut-off at standstill is done. Set points activated at least 3 sec. before the engine will stop.
and special conditions can be found in "Operation
Data & Set Points, B 19 00 0".
The Base Module do also include redundant safety
stop function for:
1. Overspeed
2. Low lube oil pressure
3. High cooling water temperature
The set points for above redundant safety stop are
adjusted to a higher/lower point as the safety sys-
tem. This will secure that the safety system will nor-
mally stop the engine in a critical situation. Only in
case that the safety system is out of order the
redundant safety stop will be needed.
Operating Box Module (OB)

This module includes the following possibilities:
▪ Operation of:
– engine start Figure 2: Operation box module (OB).
– engine stop
The manual start button must be activated until igni-
– remote mode
tion, takes place. If the engine have been without
– local mode prelubrication in more than 20 minutes the engine
– blocking/reset mode can not be electrical started.
– lamp test
– arrow up - shift upwards through measure- The push buttons REMOTE - LOCAL - BLOCKING
ments for display is only related to the start function. In case of
BLOCKING the engine can not be started from local
– arrow down - shift downwards through
or from remote (switchboard).
measurements for display
▪ Indication of:
The stop function is not depended of the REMOTE
– Engine rpm
- LOCAL - BLOCKING position.
– TC rpm
– Starting air pressure
On the local operating box module the pressure,
– Display for digital read out temperature and rpm are illustrated by means of a
– Indication of software version display: an LED indicates whether it is the working
hours, alternator, pressure, temperature or rpm
which is measured.

MAN Diesel & Turbo
509.01 Description
Edition 13
L16/24, L21/31, L27/38, L16/24S, L21/31S, L27/38S
The display of the operation box module is used to

read each individual measurement chosen by using
"arrow up" or "arrow down" incl. MTP and MEG
measurements. All rpm, pressures and tempera-
tures are indicated in full values. The value dis-
played is indicated by flashing of the last segment
of the bargraph on the OB, MTP or MEG module.
If the lamp test button is activated for more than 3

sec. the software version will be displayed.
Figure 4: Monitor temp./press. (MTP)
If there is a deviation, the bargraph in question will

start to illuminate the segments upwards or down-
wards, depending on rising or falling measure-
ments, see fig 4.
It must be mentioned that the latter does not apply
Figure 3: Monitoring of temperature/pressure module (MTP).
to the charge air temperature and charge air pres-
sure, because they will vary with the engine load.
Monitoring of Temp./Pressure Panel (MTP)

Monitoring of Exhaust Gas Temperature
All temperatures and pressures shown on the MTP Panel (MEG)
module's bargraph are indicated with illuminated
segments. When the temperatures and pressures The temperature shown on the MEG module is indi-
are within the stated limits, two segments are illumi- cated with segments illuminated from the left to the
nated in the middle forming a straight line. This right. The number of segments illuminated depends
means that it is easy to check the engines' sys- on the actual temperature of the exhaust gas.
tems, even at distance.
Figure 5: Monitoring of exhaust gas temperature module (MEG).

MAN Diesel & Turbo
Description 509.01
Edition 13
L16/24, L21/31, L27/38, L16/24S, L21/31S, L27/38S

For emergency operation in case of totally black-out By performing an offset adjustment equalisation of
on the 24 V DC supply the engine is equipped with the temperature when the engine is adjusted cor-
manometers for: rectly the operator will get the impression that the
▪ Lub. oil pressure temperatures then are identical when the pumps
etc are adjusted correctly. If a deviation of the tem-
▪ Cooling water pressure peratures occurs, it is because of problems with the
▪ Fuel oil pressure combustion or the fuel pumps just as the operator
is used to.
and thermometers for:
The equaliser function is activated by pressing the
▪ Cooling water temp.
arrow push buttons on the OB panel for minimum
▪ Fuel oil temp. three seconds. A menu occurs and by pressing
arrow push buttons up/down the following options
are available:
▪ "NO" (Nothing happens and you return to nor-
mal mode)
▪ "YES" (Equalisation is completed if possible.
New offsets are calculated)
▪ "RESET" (All offset values are re-zeroed)
The chosen option is accepted by pressing
"BLOCKING" or "lamp test". If equalisation cannot
be completed, "Err-2" will show up for two seconds
and afterwards it returns to normal mode again. In
case that a temperature deviation is above 40o C it
will not be possible to complete an equalisation and
"Err-2" will be indicated. The 40o C deviation is
from the "real" readings, and not from the "manipu-
lated" readings.
If the equaliser is activated on the OB panel without
choosing an option, it will automatically return to
Figure 6: Monitor exh. gas temperature (MEG). normal OB display again after 15 seconds.
Monitoring of Bearing Temperature, MBT

Equaliser Function for Exhaust Gas (option)
Temperature The temperature shown on the MBT module is indi-
cated with segments illuminated from the left to the
right. The number of segments illuminated depends
An equaliser function has been introduced to take on the actual temperature of the bearing tempera-
into consideration the old learning that the exhaust ture.
temperature values must be identical on a four-
stroke diesel engine.
On the engine type L16/24, L27/38 and especially
L21/31 it is observed that the temperature are not
identical althrough the engine combustion is adjus-
ted correctly. This fact may involve that the ship's
crew will adjust the fuel pumps improperly to obtain
identical exhaust temperature values for each cylin-
der and this is of course not desirable.

MAN Diesel & Turbo
509.01 Description
Edition 13
L16/24, L21/31, L27/38, L16/24S, L21/31S, L27/38S

Output Module (option)
For alarm systems which cannot be communicated
through the MODBUS protocol, an output module
has been designed. This module includes conven-
tional output signals (4-20 mA) for all analogue
measuring values, signals for limit values, and infor-
mation signals from the safety system.
The output module will be delivered in a separate
box (IP56) with the dimensions (H/L/W): 380 x 380
x 155 mm.
Alarm Panel (option)

An alarm panel with 24 alarm points can be con-
nected to the system. The alarm panel can be
installed on the engine or in the engine control
room, see fig 7. The dimensions for the panel are
(H/L/W): 144 x 96 x 35 mm.
Figure 7: Monitoring of bearing temperature (MBT), option. It is important that all alarms leads to prompt inves-
tigation and remedy of the error. No alarm is insig-
nificant. It is therefore important that all engine crew
members are familiar with and well trained in the
Display for Bearing Temperature Display,
use and importance of the alarm system.The most
BTD (option) serious alarms are equipped with slowdown and/or
On the bearing temperature display the excact shutdown functions.
measuring value for each individual bearing temper-
autre can be read. Furthermore an indication of high
bearing temperature alarm and very high bearing
temperature shutdown are indicated.
Figure 9: Alarm panel.
Figure 8: Display for bearing temperature (BTD), option.

MAN Diesel & Turbo
Description 509.01
Edition 13
L16/24, L21/31, L27/38, L16/24S, L21/31S, L27/38S
Instrumentation The temperature sensors are placed at the measur-

ing point.
Pressure measurements are generated from the
pressure transmitters.
The exhaust gas temperatures are generated by
Data
NiCr/Ni thermo sensors. Power supply : 24 VDC -20 to +30%,
Temperatures are generated by PT100 sensors. max ripple 10%
The above transmitters and sensors are specially Power consumption : < 2 amp
designed for installation on diesel engines. Ambient temp. : -20oC to 70oC
The pressure sensors are placed centrally at the External : MODBUS ASCII / RTU or
front of the engine, facilitating easy access for main- communication links interlink (RS422 / RS485)
tenance and overhauls, and minimizing wire con-
nections.

MAN Diesel & Turbo
Description 509.10
Page 1 (2) Lambda controller
Edition 06
L21/31, L27/38
Purpose
The purpose of the lambda controller is to prevent If the system is activated for more than 10 seconds
injection of more fuel in the combustion chamber the air supply will be shutoff and a "Jet system fail-
than can be burned during a momentary load in- ure" signal will be generated.
crease. This is carried out by controlling the relation
between the fuel index and the charge air pressure.
Fuel Oil Limitation during Start Procedure
Advantages
During the start procedure the controller is activated
as an index limiter.
The lambda controller has the following advantages:
Hereby, heavy smoke formation is avoided during
▪ Reduction of visible smoke in case of sudden start, and the regulating device cannot overreact.
momentary load increases. The fuel limiter function stops when the engine rea-
ches the nominal RPM.
▪ Improved load ability.
The jet system is released at 50 RPM during the
▪ Less fouling of the engine's exhaust gas ways. starting procedure.
▪ Limitation of fuel oil index during starting proce-

dure. Air Consumption
The above states that the working conditions are Jet air consumption at sudden step loads:
improved under difficult circumstances and that the
maintenance costs for an engine, working with Air cons. = ((step load % - 25) x N) / 111
many and major load changes, will be reduced. (Nm³)
N = Number of cylinders.
Principles of Functioning At 50% step load for L21/31 and L27/38 the air
Fig 1 illustrates the controller's operation mode. In consumption will be as follows:
case of a momentary load increase, the regulating
device will increase the index on the injection
pumps and hereby the regulator arm (1) is turned, Cyl. no. 5 6 7 8 9
the switch (2) will touch the piston arm (3), whereby Nm3 1.12 1.35 1.57 1.80 2.02
the electrical circuit will be closed.
Thus the solenoid valve (4) opens. The jet system is
activated, the turbocharger accelerates and increa-
ses the charge air pressure, thereby pressing the
piston (3) backwards in the lambda cylinder (5).
When the lambda ratio is satisfactory the jet system
will be de-activated.
At 50% load change the system will be activated for

about 3-8 seconds.

MAN Diesel & Turbo
509.10 Description
Lambda controller Page 2 (2)
Edition 06
L21/31, L27/38
Figure 1: Lambda controller incl. start limitation

MAN Diesel & Turbo
Description 509.55
Page 1 (11) Communication from the GenSet
Edition 13
L16/24, L21/31, L27/38
Figure 1: System overview: "monitoring system & safety system"

All signals can be wired up from the OM-mod-
System Layout ule to the ship’s alarm & monitoring system.
Fig 1 shows the system layout. The modules BM,

3. A simple alarm panel (AP) with 24 LED channels
OB, MTP, MEG and safety system are all placed on
can be installed in the control room. This solu-
the engine. More detailed information on each mod-
tion only serves digital alarms.
ule and sensors can be read in the description
"Safety, Control and Monitoring System". If the alarm system can communicate with MOD-
BUS ASCII or RTU, there is no need for the OM-
module or AP. All signals can be communicated by
Communication
the MODBUS.
Communication from the BM-module to the ship’s
In the following please find a description of the
alarm & monitoring system can be done in three
MODBUS protocol and addressing of the signals.
ways:
1. In the BM-module there is a MODBUS ASCII or
MODBUS Protocol (BM)
RTU interface communication.
The BM has a standard MODBUS ASCII and RTU
interface which may be selected, by means of a DIP
2. An output module (OM) can be placed in the
switch on the BM, to be either:
control room switchboard or alarm disk. Com-
munication from the BM-module to the OM- - RS422 5 wire (Rx+, Rx-, Tx+, Tx-, GND) or
module is made via the 3 wire module interlink - RS485 3 wire (Rx+/Tx+, Rx-/Tx-, GND)
bus.
In the OM-module all the signals are converted
into 4-20 mA signals and digital outputs.

MAN Diesel & Turbo
509.55 Description
Communication from the GenSet Page 2 (11)
Edition 13
L16/24, L21/31, L27/38

The communication setup is: 9600 baud, 8 data-
bits, 1 stopbit, no parity.
The BM MODBUS protocol accept one command
(Function Code 03) for reading analog and digital
input values one at a time, or as a block of up to 32
inputs. The MODBUS address [SLAVE] should be adjus-
MODBUS is defined by the company AEG Modicon ted on the DIP-switch (SW 1) on the BM.
and the implementated protocol in the BM is Allowed addresses are 1..63 (address 0 is not
designed to observe the relevant demands in the allowed). Broadcast packages will not be accep-
latest protocol description from AEG Modicon: ted (to be ignored), see fig 2.
MODBUS was originally defined by EAG Modicon,
but is now adminstered by the MODBUS-IDA The following function codes (FCT) is accepted:
group. The MODBUS protocol implemented for the
BM is defined in the document "MODBUS over
serial line specification and implementation V1.0", - 03H: Read n words at specific address.
available at http://www.modbus.org/ - 10H: Write n words at specific address.
In response to the message frame, the slave (BM)

The following chapter describes the commands in must answer with appropriate data. If this is not
the MODBUS protocol, which are implementated, possible, a package with the most important bit in
and how they work. FCT set to 1 will be returned, followed by an excep-
tion code, where the following is supported:
- 01: Illegal function
Protocol Description - 02: Illegal data address
The ASCII and RTU version of the MODBUS proto- - 03: Illegal data value
col is used, where the BM works as MODBUS
- 06: BUSY. Message rejected
slave. All data bytes will be converted to 2-ASCII
characters (hex-values). Thus, when below is refer-
red to „bytes“ or „words“, these will fill out 2 or 4
characters, respectively in the protocol.
The general „message frame format“ has the follow-
ing outlook:
[:] [SLAVE] [FCT] [DATA] [CHECKSUM] [CR] [LF]
- [:] 1 char. Begin of frame
- [SLAVE] 2 char. Modbus slave address
Selected on DIP-switch at BM
print
- [FCT] 2 char. Function code
- [DATA] n X 2 chars data.
- [CHECKSUM] 2 char checksum (LRC)
- [CR] 1 char CR
- [LF] 1 char LF (end of frame)

MAN Diesel & Turbo
Description 509.55
Edition 13
L16/24, L21/31, L27/38
SW 1: MODBUS address
Switch no 1 2 3 4 5 6
Address:
0 OFF OFF OFF OFF OFF OFF Not allowed
1 ON OFF OFF OFF OFF OFF
2 OFF ON OFF OFF OFF OFF
63 ON ON ON ON ON ON Not allowed
Table 1 Modbus address
FCT = 03H: Read n words FCT = 10H: Write n words

The master transmits an inquiry to the slave (BM) to The master sends data to the slave (BM) starting
read a number (n) of datawords from a given from a particular address. The slave (BM) returns
address. The slave (BM) replies with the required the written number of bytes, plus echoes the
number (n) of datawords. To read a single register address.
(n) must be set to 1. To read block type register (n)
must be in the range 1...32. Write data (master):
[DATA] = [ADR][n] [bb][1. word][2. word]....[n word]
Request (master): [ADR] = Word that gives the address in HEX.
[DATA] = [ADR][n] [n] = Word indicating number of words to be
[ADR]=Word stating the address in HEX. written.
[n]=Word stating the number of words to be [bb] = Byte that gives the number of bytes to
read. follow (2*n)
Please note that 8bb9 is byte size!
[1. word]=1. dataword
Answer (slave-BM): [2. word]=2. dataword
[n. word]=No n. dataword
[DATA] = [bb][1. word][2. word]....[n. word]
[bb]=Byte, stating number of subsequent bytes.
[1. word]=1. dataword Answer (slave-BM):
[n. word]=No n. dataword [DATA] = [ADR][bb*2]
[ADR]= Word HEX that gives the address in
HEX
[bb*2]=Number of words written.
[n. word]=No n. dataword

MAN Diesel & Turbo
509.55 Description
Edition 13
L16/24, L21/31, L27/38
MODBUS addressing
Example 1:
In order to be able to read from the different I/O and PI10, range 0-6 bar
data areas, they have to be supplied with an The value 2.3 bar will be represented as 38.33% of
„address“. 6 bar = 0621H
In the MODBUS protocol each address refers to a

word or „register“. For the GenSet there are follow- MODBUS Timeout
ing I/O registers: To prevent lock up of the protocol, ie. a breakdown
– Block (multiple) I/O registers occupying up to 32 on the connection, a number of timeouts are to be
word of registers (see table 3, 4, 5 and 6). built in, as specified in the MODBUS protocol speci-
fication:
Block I/O registers hold up to 32 discrete I/O's
placed at adjacent addresses, so it is possible to MODBUS specification max. time between charac-
request any number of I/O's up to 32 in a single ters in a frame: 10 ms
MODBUS command. Please refer to table 3, 4, 5 MODBUS specification max. time between receipt
and 6 which specifies the block I/Os registers of frame and answer: 1 second
addresses and how the individual I/O's are situated
However the implementation of the protocol in the
within the „block".
GenSet Base Module is able to handle much
smaller timeouts (response times), which may be
Data Format required in order to obtain an acceptable worst-
The following types of data format have been case I/O scan time:
chosen: Base Module, max. time between characters in a
frame: 5 ms
Digital: Consists of 1 word (register):
Base Module, max. time between receipt of frame
1 word: [0000H]=OFF and answer: 100 ms
[FFFFH]=ON
Integer: Consists of 1 word (register):

1 word: 12 bit signed data
(second complement):
[0000H]=0
[0FFFH]=100% of range
[F000H]=-100% of range
12 bit data format must be used no matter what

dissolution a signal is sampled with. All measur-
ing values will be scaled to 12 bit signed.

MAN Diesel & Turbo
Description 509.55
Edition 13
L16/24, L21/31, L27/38
In the tables below each signal has a importance i) "Safety sensor cable failure" means cable failure
statement with following meaning: on one or more of following sensors: lub. oil press-
ostate PSL22, cool. water ther-mostate TSH12,
speed pick-up SE90-2 or emergency stop switch
Required by the classification society or MAN Diesel ZS82 (as option TSH29/27 for L27/38 or LSH92 for
& Turbo. L27/38 and L32/40)
Recommended by MAN Diesel & Turbo.
"Nice to have".
j) "Local shutdown" only consists of the shutdowns
(PSL22, TSH, SSH81, and ZS82) in the safety sys-
In the tables below some signals have a remark tem.
with following meaning:
a) Required by American Bureau of Shipping, ABS.
k) For L27/38, L21/31 and L32/40 the signal ZS82,
also includes high oil mist shutdown, LSH92 if it is
b) Required by Bureau Veritas, BV. installed (option).
c) Required by Jugoslavenski Register & DnV. l) Oil mist (LSH/LAH92) is standard for 7, 8, 9 cyl.
L27/38 (for marine application) and L32/40. For 5, 6
cyl. L27/38 and L21/31 it is an option.
d) Required by Registro Italiano Navale, RINA.
m) Required by Det Norske Veritas, DnV.

e) Required by Nippon Kaiji Kyokai, NKK & DnV.
n) For L16/24 engine type TC rpm range is 0-

f) Bureau Veritas, Lloyds Register of Shipping and 80000.
ABS demand alarm point for low/high heavy fuel oil
temp. Normally this is placed at yard side as an
common alarm for all aux. engines. The signal can o) Not accepted by all classification societies.
also be generated from iTI40.
p) For GenSets with high voltage alternators.
g) "Common shutdown" consists of following sig-
nals: PSL22, TSH12, SSH81 and ZS82 (as option
General) All alarm signals are already performed
TSH29/27 for L27/38 or LSH92 for L27/38 and
with necessary time delay. F.ex. lub. oil level alarms
L32/40). Furthermore it consist also of the redun-
(LAL/LAH28) includes 30 sec. alarm delay. Start air
dant shutdowns performed in the Base Module.
alarm (PAL70) includes 15 sec. alarm delay. No fur-
h) "Safety system failure" consists of following sig- ther delay are needed.
nals: Power supply failure and internal watch dog
alarm.

MAN Diesel & Turbo
509.55 Description
Edition 13
L16/24, L21/31, L27/38

Table 3 (Block scanning)
Signal Name/description Address Data format Importance Remark Meas.
range
oLAH42 Drain box high level 4002 Digital Required
oPAL25 Prelub. oil low press. 4003 Digital Required
oSX32 Jet system failure 4004 Digital Required
oUX95-2 Safety system failure 4005 Digital Required h)
oSS86 Common shutdown 4006 Digital Required g)
oTAH98 Alternator winding temp. high 4007 Digital Required
oPAL10 HT water press. inlet low 4008 Digital Required
oPAL70 Starting air press. low 4009 Digital Required
oPDAH21-22 Diff. press. high, lub. oil filter 400A Digital Required
oPAL 22 Lub. oil press. inlet low 400B Digital Required
oPAL40 Fuel press. low 400C Digital Required
oTAH12 HT water temp. high 400D Digital Required
oTAH21 Lub. oil temp. inlet high 400E Digital Required
oLAL28 Low oil level base frame 400F Digital Recommended b)
oLAH28 High oil level base frame 4010 Digital Recommended
iZS75 Microswitch, turning gear engaged 4011 Digital Recommended b)
oSAH81 Overspeed alarm 4012 Digital Recommended
oTAD60 Exh. gas temp. high or low 4013 Digital Recommended m)
oTAH61 TC temp. outlet, high 4014 Digital Recommended
oTAH62 TC temp. inlet, high 4015 Digital Recommended m)
iTI12 HT water temp. outlet 4016 Integeter 12 Bit Recommended m) 0-200° C
iTI21/22 Lub. oil temp. inlet 4017 Integeter 12 Bit Recommended a) + m) 0-200° C
iTI40 Fuel oil temp. inlet 4018 Integeter 12 Bit Recommended f) 0-200° C
iTI98-1 Alternator winding temp. 1 4019 Integeter 12 Bit Recommended a) 0-200° C
iTI98-2 Alternator winding temp. 2 401A Integeter 12 Bit Recommended a) 0-200° C
iTI98-3 Alternator winding temp. 3 401B Integeter 12 Bit Recommended a) 0-200° C
iPI10 HT water press. inlet 401C Integeter 12 Bit Recommended a) + m) 0-6 bar
iPI22 Lub. oil press inlet engine 401D Integeter 12 Bit Recommended a) + m) 0-10 bar
iPI40 Fuel oil press. inlet 401E Integeter 12 Bit Recommended 0-16 bar
iPI70 Starting air pressure 401F Integeter 12 Bit Recommended a) 0-40 bar
oSX86-2 Safety sensor cable failure 4020 Digital Recommended i)
oSX83 Start failure 4021 Digital Recommended
Table 3 MODBUS block 1 (multiple i/o) register addressing.

MAN Diesel & Turbo
Description 509.55
Edition 13
L16/24, L21/31, L27/38

Signal Name/description Address Data format Importance Remark Meas. range
iPSL22 Lub. oil inlet low pressure, stop 4042 Digital Nice to have
iTSH12 HT water outlet high temp., stop 4043 Digital Nice to have
iZS82 (LSH92) Emergency shutdown (oil mist) 4044 Digital Nice to have k)+l)
iSSH81 Overspeed stop 4045 Digital Nice to have
oZS96 Local indication 4046 Digital Nice to have
oZS97 Remote indication 4047 Digital Nice to have
oSA99 (Spare) 4048 Digital
oSS90A Engine running 4049 Digital Nice to have
iTE60-1 Exh. gas temp., cylinder 1 404A Integer 12 Bit Nice to have c) 0-800° C
iTE60-2 Exh. gas temp., cylinder 2 404B Integer 12 Bit Nice to have c) 0-800° C
iTE60-3 Exh. gas temp., cylinder 3 404C Integer 12 Bit Nice to have c) 0-800° C
iTE60-4 Exh. gas temp., cylinder 4 404D Integer 12 Bit Nice to have c) 0-800° C
iTE60-5 Exh. gas temp., cylinder 5 404E Integer 12 Bit Nice to have c) 0-800° C
iTE60-6 Exh. gas temp., cylinder 6 404F Integer 12 Bit Nice to have c) 0-800° C
iTE60-7 Exh. gas temp., cylinder 7 4050 Integer 12 Bit Nice to have c) 0-800° C
iTE61 Exh. gas temp. outlet TC 4053 Integer 12 Bit Nice to have d) 0-800° C
iTE62 Exhaust gas temp. inlet TC 4054 Integer 12 Bit Nice to have e) 0-800° C
iTI01 LT water temp. inlet 4055 Integer 12 Bit Nice to have 0-200° C
iTI31 Charge air temp. 4056 Integer 12 Bit Nice to have 0-200° C
iPI01 LT water press. inlet 4057 Integer 12 Bit Nice to have 0-6 bar
iPI21 Lub. oil press. inlet filter 4058 Integer 12 Bit Nice to have 0-10 bar
iPI23 Lub. oil TC press. 4059 Integer 12 Bit Nice to have 0-4 bar
iPI31 Charge air press. 405A Integer 12 Bit Nice to have 0-4 bar
oSE90 Engine RPM pickup 405B Integer 12 Bit Nice to have 0-1600 rpm
oSE89 TC RPM pickup 405C Integer 12 Bit Nice to have n) 0-60000 rpm
oUX95-2_Dly (Spare) 405D Digital
oSX84 Stop failure 405E Digital Nice to have
iSS86-3 Shutdown from safety system 405F Digital Nice to have j)
oPAL01 LT water press. inlet 4060 Digital Nice to have
oPAL23 Lub. oil press. TC, low 4061 Digital Nice to have

MAN Diesel & Turbo
509.55 Description
Edition 13
L16/24, L21/31, L27/38

oSAH89 High TC rpm 40C2 Digital Nice to have m)
oTAH62-2 High exh. gas temp. before TC 40C3 Digital Nice to have m)
oTAH12-2 High cooling water temp. 40C4 Digital Nice to have m)
oTAH60-1 High exh. gas temp cyl. 1 40C5 Digital Nice to have m)
oTAH60-6 High exh. gas temp cyl. 6 40CA Digital Nice to have m)
oTAH60-7 High exh. gas temp cyl. 7 40CB Digital Nice to have m)
oTAH60-8 High exh. gas temp cyl. 8 40CC Digital Nice to have m)
oTAH60-9 High exh. gas temp cyl. 9 40CD Digital Nice to have m)
oUX95-1 Monitoring system failure 40CE Digital Recommended
oSX86-1 Monitoring sensor failure 40CF Digital Recommended
iLAH92 High oil mist alarm (oil splash) 40D0 Digital Nice to have I)
Table 5 MODBUS block 3 (mutiple i/o) register addressing.
Individual scanning
oZS57 Earth connector & diff. protection 4090 Digital Nice to have p)

MAN Diesel & Turbo
Description 509.55
Edition 13
L16/24, L21/31, L27/38
These signals in table 6 are only available if a Bearing The application can be checked in the plant-specific
Surveillance Module is applied. "Engine Automatics" diagram or the "Extent of Delivery"

Signal Name/description Address Data format Importance Remark Meas.
range
iTI29-1 Main bearing temp. 4005H Integer 12 Bit Nice to have 0-800° C
iTI29-9 Main bearing temp. 400AH Integer 12 Bit Nice to have 0-800° C
iTI29-10 Main bearing temp. 400BC Integer 12 Bit Nice to have 0-800° C
iTI29-11 Guide bearing temp. 400CH Integer 12 Bit Nice to have 0-800° C
oTI29-1 Cable break 400DH Digital Nice to have
oTI29-2 Cable break 400EH Digital Nice to have
oTI29-3 Cable break 400FH Digital Nice to have
oTI29-4 Cable break 4010H Digital Nice to have
iTI27-1 Alternator bearing temp. 4018H Integer 12 Bit Nice to have 0-200° C
iTI27-2 Alternator bearing temp. 4019H Integer 12 Bit Nice to have 0-200° C
iTI INTERNT. Compensation resistor 401AH Integer 12 Bit Nice to have 0-200° C
oTSH29/27 High bearing temp. shutdown 401BH Digital Nice to have
oTSH29/27 High bearing temp. shutdown 401CH Digital Nice to have
oTSH29/27A Common alarm main bearing temp. 401DH Digital Nice to have
oTSH29/27B Common alarm main bearing temp. 401EH Digital Nice to have
oUX29/27 Common cable failure 401FH Digital Nice to have
Table 6 MODBUS block 4 (mutiple i/o) register addressing.
Table 7 (Individual scanning of control signals)

Running hours 4102 32 bit word 2 registers
Start via MODBUS C1C1 Digital o)
Stop via MODBUS C201 Digital o)
Start counter 4842 32 bit word 2 registers

MAN Diesel & Turbo
509.55 Description
Edition 13
L16/24, L21/31, L27/38

In fig 8 and 9 some examples of wiring are illustra-
ted. See also description "Guidelines for cable and
wiring" for further information.
Engine type L16/24, L21/31, L27/38 or L32/40
Fig 8 MODBUS communication (RS 485 and RS 422).

MAN Diesel & Turbo
Description 509.55
Edition 13
L16/24, L21/31, L27/38
Fig 9 MODBUS communication (RS 485).
Comment: Always connect each engine with sepa-

rate serial cable to the alarm system. Do not con-
nect all auxiliary engines on one serial cable con-
nection.

A3
A3
A3
Reference Designations Description Reference Designations Description
=Engine Mounted at engine
=Ext. External system
+A1 Alarm & Monitoring system

+A2 Bearing surveillance system
+A3 Safety system & Termination
+A4 A4 Box
+A5 A5 box
+A6 A6 Box
+A8 A8 Box
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
Terminals Lists
Terminal Row Component No. Component Type Page / Grid Terminal Row Component No. Component Type Page / Grid
=Engine+A3-X2:1 5/8 =Engine+A3-X3:32 =Engine+A1-K15/1 BM 9/8
=Engine+A3-X2:2 5/8 =Engine+A3-X3:33 =Engine+A3-X3 870-501 9/9
=Engine+A3-X2:3 =Engine+A3-K5/1 PM554-R 5/9 =Engine+A3-X3:34 =Engine+A3-X3 870-501 9/9
=Engine+A3-X2:4 =Engine+A3-K5/1 DX522 7/6
=Engine+A3-X2:5 7/6 =Engine+A3-X4:16 0VDC 14/2
=Engine+A3-X2:6 17/3 =Engine+A3-X4:17 =Engine-K14/3 331B02, 3/2 14/2
=Engine+A3-X2:7 17/4 =Engine+A3-X4:13 7/8
=Engine+A3-X2:8 17/5 =Engine+A3-X4:12 =Engine+A3-K5/1 DX522 7/8
=Engine+A3-X2:11 17/7 =Engine+A3-X4:18 =Engine-K16/1 TDI starter 16/0
=Engine+A3-X2:12 18/1 =Engine+A3-X4:19 =Engine-K16/1 TDI starter 16/1
=Engine+A3-X2:15 18/2 =Engine+A3-X4:1 =Engine-B5/3 KSG033234 5/3
=Engine+A3-X2:16 18/3 =Engine+A3-X4:2 =Engine+A3-K5/1 PM554-R 5/3
=Engine+A3-X2:17 18/3 =Engine+A3-X4:3 0VDC 5/4
=Engine+A3-X2:19 18/4 =Engine+A3-X4:5 =Engine-K5/4 MBC5100-2431-ODB04 5/4
=Engine+A3-X2:24 19/1 =Engine+A3-X4:8 =Engine-K5/6 MBC8100-2431-0CA01 5/6
=Engine+A3-X2:26 19/3 =Engine+A3-X4:21 =Engine+A2-K20/5 BSM 20/7
=Engine+A3-X2:30 19/7
=Engine+A3-X2:20 =Engine+A3-X6 PCSXX1GY 26/5 =Engine+A3-X5:8 25/5
=Engine+A3-X2:20 =Engine+A3-X6 PCSXX1GY 26/5
=Engine+A3-X2:20 =Engine+A1-K15/2 BM 26/5 =Engine+A3-X6:25 26/2
=Engine+A3-X2:21 =Engine+A3-X12 PCSXX1GY 26/5 =Engine+A3-X6:26 26/2
=Engine+A3-X2:21 =Engine+A1-K15/2 BM 26/5 =Engine+A3-X6:27 26/2
=Engine+A3-X6:13 26/4
=Engine+A3-X3:31 =Engine+A3-X3 870-501 9/8 =Engine+A3-X6:35 =Engine+A3-X6 PCSXX1GY 26/7
=Engine+A3-X3:31 =Engine+A1-K15/1 BM 9/8 =Engine+A3-X6:36 =Engine+A3-X6 PCSXX1GY 26/6
=Engine+A3-X3:32 =Engine+A3-X3 870-501 9/8 =Engine+A3-X6:36 =Engine+A3-X2 870-501 26/6
A3
Terminals Lists
Terminal Row Component No. Component Type Page / Grid Terminal Row Component No. Component Type Page / Grid
=Engine+A3-X6:14 26/4
=Engine+A3-X6:31 =Engine+A3-X2 870-501 26/5 =Engine+A5X6:95 24/5
=Engine+A3-X6:32 =Engine+A3-X6 PCSXX1GY 26/8
=Engine+A3-X6:33 =Engine+A3-X6 PCSXX1GY 26/9 =Engine+A8-A8:116 =Engine+A4-A4 280-641 13/6
=Engine+A8-A8:117 =Engine+A4-A4 280-641 13/6
=Engine+A3-X12:28 =Engine+A3-X2 870-501 26/8
=Engine+A3X6:94 24/5
=Engine+A4-A4:59 =Engine-BT11/5 11/5

=Engine+A4-A4:84 =Engine-BP10/2 MBS5100-1811-ODB04-0 10/2
=Engine+A4-A4:116 =Engine+A1-K15/1 BM 13/6
=Engine+A4-A4:60 =Engine-BT11/5 11/5
=Engine+A4-A4:117 =Engine+A1-K15/1 BM 13/6
=Engine+A4-A4:61 =Engine-BT11/6 1066-295 11/6
=Engine+A4-A4:62 =Engine-BT11/6 1066-295 11/6
=Engine+A4-A4:63 =Engine-BT11/7 K122 11/7

=Engine+A5A5:94 -Y24/5 24/5

=Engine+A5A5:95 -Y24/5 24/5
=Engine+A5A5:102 =Engine-K16/5 E321H15, 2/2, nc 16/5
=Engine+A5A5:103 =Engine-K16/5 E321H15, 2/2, nc 16/5
A3
Component List
Pos No. Ref. ID Name Item ID Type Description Maker Page / Grid
-Y24/5 24/5
=Engine 1641542-4 209-101 End stop WAGO 3/7
=Engine +A1 1642227-9 AE1380 Panel AE1380 Rittal 3/3
=Engine+A1 2508823-6 M16x1.5 EMC Nut for Cable Gland, M16x1.5 Miltronic A/S 3/3
=Engine+A1 2508824-8 Nut for M20x1.5 EMC Nut for Cable Gland, M20x1.5 Miltronic A/S
=Engine+A1 2508958-0 M20x1.5 EMC Gable Gland, M20 Miltronic A/S 3/3
=Engine+A1 -K15/1 1664134-0 MSTB 2,5/ 3 ST Connector for PCB, 3 pol MAN Diesel SE
=Engine+A1 -K15/1 1664137-6 MSTB 2,5/10 ST Connector for PCB, 10 pol MAN Diesel SE
=Engine+A1 -K15/1 1669207-5 Fuse 2,5 Amp. Fuse 2,5 Amp. 5x20 mm Slow-Active DIN 41.662 Siemens
=Engine+A1 -K15/1 1698285-9 BM Base Module MAN Diesel SE 6/3
=Engine+A1 -K15/1 2509026-2 TMSTBP 2,5/3-STF-5,08 Plug with double connect 5 pol Phoenix Contact
A3
Component List
=Engine+A1 -K15/2 1698285-9 BM Base Module MAN Diesel SE 26/5
=Engine+A1 -P15/7/1 1689062-0 OB modul Operation box MAN Diesel SE 15/7
=Engine+A1 -P15/7/2 1689065-6 MTP Modul Monitoring Temp. & Press. MAN Diesel SE 15/7
=Engine+A1 -P15/7/3 1689063-2 MEG Modul Monitoring Exhaust gas temp. MAN Diesel SE 15/7
=Engine+A1 -R18/8 1644162-9 120 Ohm 0,25W Resistor, 120 Ohm 0,25W MAN Diesel 18/8
=Engine+A2 -K20/5 1698285-9 BSM Base Module MAN Diesel SE 9/6
A3
Component List
A3
Component List
A3
Component List
=Engine+A3 2508824-8 Nut for M20x1.5 EMC Nut for Cable Gland, M20x1.5 Miltronic A/S
=Engine+A3 2508958-0 M20x1.5 EMC Gable Gland, M20 Miltronic A/S 3/6
=Engine+A3 +A4 2101098-3 Instruction plate Instruction plate - Control Station Turning MAN Diesel & Turbo 3/6
=Engine+A3 +A4 2508823-6 M16x1.5 EMC Nut for Cable Gland, M16x1.5 Miltronic A/S 3/7
=Engine+A3 +A4 2508824-8 Nut for M20x1.5 EMC Nut for Cable Gland, M20x1.5 Miltronic A/S
A3
Component List
=Engine+A3 +A4 2508825-0 M25x1.5 Nut for EMC Gable Gland, M25 Miltronic A/S
=Engine+A3 +A4 2508958-0 M20x1.5 EMC Gable Gland, M20 Miltronic A/S 3/7
=Engine+A3 +A4 2508959-1 M25x1.5 EMC Gable Gland, M25 Miltronic A/S 3/6
=Engine+A3 -F5/0/0 1641543-6 281-622 FUSED DISCONNECT TERMINAL BLOCK WITHPIVOTABLE FUSE HOLDER, CENTRE MARKING,
WAGOWITHO 5/0
WAGOWITHO 5/0
WAGOWITHO 3/6
WAGOWITHO 3/6
WAGOWITHO 15/0
WAGOWITHO 15/0
WAGOWITHO 3/6
WAGOWITHO 3/6
=Engine+A3 -K5/1 2162829-0 PM554-R ABB AC500eCo PLC 8DI, 5DO ABB 5/2
=Engine+A3 -K5/1 2162830-0 DX522 Digital module ABB 7/8
=Engine+A3 -K5/2 2162829-0 PM554-R ABB AC500eCo PLC 8DI, 5DO ABB 3/6
=Engine+A3 -X1 1684034-2 280-637 3-CONDUCTOR EARTH TERMINAL BLOCK WAGO 15/2
=Engine+A3 -X1 1684034-2 280-637 3-CONDUCTOR EARTH TERMINAL BLOCK WAGO 5/2
=Engine+A3 -X1/+1 1684034-2 280-637 3-CONDUCTOR EARTH TERMINAL BLOCK WAGO 3/6
=Engine+A3 -X1/-1 1684034-2 280-637 3-CONDUCTOR EARTH TERMINAL BLOCK WAGO 3/6
A3
Component List
=Engine+A3 -X2 1685173-6 870-501 Double row terminal WAGO 5/8
=Engine+A3 -X2/1/2 1685173-6 870-501 Double row terminal WAGO 3/7
=Engine+A3 -X2/19 1685173-6 870-501 Double row terminal WAGO 3/7
=Engine+A3 -X3/31 1684034-2 280-637 3-CONDUCTOR EARTH TERMINAL BLOCK WAGO 3/7
=Engine+A3 -X5 1641931-8 280-641 3-CONDUCTOR TERMINAL BLOCK WAGO 25/4
=Engine+A3 -X5/4 1641931-8 280-641 3-CONDUCTOR TERMINAL BLOCK WAGO 3/7
A3
Component List
=Engine+A3 -X6 1641931-8 PCSXX1GY 3-CONDUCTOR TERMINAL BLOCK WAGO 26/2
=Engine+A3 -X6 382-301 3/6
=Engine+A3 -X7 1641933-1 280-312 END AND INTERMEDIATE PLATE, 2.5 MM / 0.098 IN THICK, WAGO 3/7
=Engine+A3 -X7 1685176-1 870-518 END AND INTERMEDIATE PLATE, 2 MM / 0.079 IN THICK, WAGO 3/7
=Engine+A3 -X8 1685176-1 870-518 END AND INTERMEDIATE PLATE, 2 MM / 0.079 IN THICK, WAGO 3/7
=Engine+A3 -X9/10 1632483-7 M 13sw Wall socket Schaltbau 3/8
=Engine+A3 -X12 1641931-8 PCSXX1GY 3-CONDUCTOR TERMINAL BLOCK WAGO 26/8
=Engine+A3 -X25/8 1632483-7 M 13sw Wall socket Schaltbau 3/6
=Engine+A3 X6 1641931-8 280-641 3-CONDUCTOR TERMINAL BLOCK WAGO 24/5
=Engine+A4 -A4 1641931-8 280-641 3-CONDUCTOR TERMINAL BLOCK WAGO 10/2
=Engine+A5 A5 1641931-8 280-641 3-CONDUCTOR TERMINAL BLOCK WAGO 16/5
=Engine+A5 X6 1641931-8 280-641 3-CONDUCTOR TERMINAL BLOCK WAGO 24/5
=Engine+A6 -B15/3 1687079-0 R1/8-VU-L50-SV29HD Level Switch 20 bar, 1xCO Kübler 15/3
=Engine+A6 -B15/4 1687079-0 R1/8-VU-L50-SV29HD Level Switch 20 bar, 1xCO Kübler 15/4
=Engine -B5/3 1669454-2 KSG033234 Angle Plug Dr. Horn 5/3
=Engine -B13/4 1638345-7 IFRM 08P1713/L Positions Pick-Up M8, PNP 24VDC LED Baumer 13/4
=Engine -B13/6 11.56254-0342 TCR speed sensor TCR speed sensor TCR16/18 Fa. Jaquet AG 13/6
=Engine -B13/8 1669453-0 FGL01406-8 "b" Proximilty Switch Dr. Horn 13/8
=Engine -B13/8 1669454-2 KSG033234 Angle Plug Dr. Horn
=Engine -B15/5 1687079-0 R1/8-VU-L50-SV29HD Level Switch 20 bar, 1xCO Kübler 15/5
=Engine -B20/6 11.56254-0343 TCR speed sensor TCR speed sensor TCR20/22 Fa. Jaquet AG 13/6
=Engine -BP10/1 1690507-1 MBS5100-1811-ODB04-0 Pressure transmitter Danfoss 10/1
A3
Component List
=Engine -BT11/1 PT100 11/1
=Engine -BT11/2 PT100 11/2
=Engine -BT11/3 PT100 11/3
=Engine -BT11/4 1690546-5 K130 Combi Thermometer, PT100 0-160°C Tempress 11/4
=Engine -BT11/5 2508936-3 Temperature Sensor, -50 - 150°C, L 300 mm Senmatic 11/5
=Engine -BT11/6 2508871-4 1066-295 Temperature Sensor, -50 - 150°C, L 80 mm Senmatic 11/6
=Engine -BT11/7 1690547-7 K122 Combi Thermometer, PT100 0-160°C Tempress 11/7
=Engine -BT11/8 2508871-4 1066-295 Temperature Sensor, -50 - 150°C, L 80 mm Senmatic 11/8
=Engine -BT12/1 2121995-4 NiCr/Ni sensor Exhaust gas sensor Senmatic 12/1
=Engine -BT22/1 11.40808-0005 NiCr/Ni sensor Bearing temperature sensor Ametek 22/1
=Engine -BT23/4 PT100 23/4
=Engine -BT23/5 PT100 23/5
=Engine -K2/1 2301E 26/1
=Engine -K5/4 1690502-2 MBC5100-2431-ODB04 Pressure switch Danfoss 5/4
=Engine -K5/6 1690514-2 MBC8100-2431-0CA01 Temperature switch Danfoss 5/6
A3
Component List
=Engine -K6/1 2163776-6 DX571 Digital module ABB 14/6
=Engine -K10/8 1623455-2 ZR235-11Z-M20 Limit Switch with Roller, 1 No. + 1 Nc. Schmersal 9/8
=Engine -K14.4 1642957-6 G2R-2SND Relay, 2 Pole CO 24VDC OMRON Electronics A/S 14/4
=Engine -K14.4 1642958-8 P2RF-08 Relay socket 2 Pole OMRON Electronics A/S
=Engine -K14.4 1642958-8 P2RF-08 Relay socket 2 Pole OMRON Electronics A/S 3/8
=Engine -K14/3 1677399-6 331B02, 3/2 Solenoid Valve Lucifer 14/2
=Engine -K16/1 1690955-1 TDI starter TDI starter incl solenoid valve 24VDC, 5 W TDI 16/1
=Engine -K16/5 1409303-6 E321H15, 2/2, nc Solenoid valve, 0,3-30 bar 24VDC Lucifer 16/5
=Engine -K16/7 1619352-5 EI33K05 Solenoid Valve Lucifer 16/7
=Engine -M25/4 1687901-0 R35/40 FL-Z-DB-SO Prelubricating Oil Pump, 3x400,50 Hz & 460,60Hz/3x440V,60Hz - 3/3,45kW - 5,8/6,1A 50/60HzRick./Birken. 27/4
=Engine -M25/6 11.02603-0043 M2VA 80 B6, 3x400V, 0.55 kW El-Motor 3x400V, 1.55A., 0.55kW ABB 27/6
=Engine -R14/3 1358981-7 1N4005 Diode MAN Diesel & Turbo 14/2
A3
MAN Diesel & Turbo
Work Card Functional test and adjustment of safety, alarm and 509-01.00
Page 1 (3)
monitoring equipment Edition 07
L21/31, L21/31S

Shut-off starting air - - See "Related procedure"
Shut off fuel oil
Short Description
Function test and adjustment of safety, alarm and
monitoring equipment.

See "Related procedure"
Related Procedure
Functional test of shutdown 509-01.05
Adjustment and test of analoge 509-05.03
pressure transmitter
Adjustment and test of analoge 509-05.04
temperature transmitter

Number : -
Data
2015.10.05
MAN Diesel & Turbo
509-01.00 Functional test and adjustment of safety, alarm and Work Card
Page 2 (3)
Edition 07 monitoring equipment
L21/31, L21/31S
Health Risk!
Health Risk!
Maintenance of monitoring and safety

systems
Figure 1: .
One of the most important parameters of preventive If some of these functions are out of operation, they
work is that the alarm system, as well as the shut- must be repaired immediately. If this is not possible
down and overspeed devices, are functioning because of the current working situation, the engine
100%. has to be under constant observation until it can be
stopped.
2015.10.05
MAN Diesel & Turbo
Work Card Functional test and adjustment of safety, alarm and 509-01.00
Page 3 (3)
monitoring equipment Edition 07
L21/31, L21/31S
It is recommended that all functions are tested
every three months according to the mentioned
working cards.
To check these functions, use the working cards
mentioned under related procedure on page 1.
Figure 2: .
2015.10.05
MAN Diesel & Turbo
Work Card 509-01.05
Page 1 (4) Function test of shutdown
Edition 10
L16/24, V28/32S, L21/31, L27/38, L16/24S, L21/31S, L27/38S

Shut off fuel oil
Short Description
Functional test of overspeed trip. Functional test of
low lubricating oil pressostate trip. Functional test
of high fresh water thermostat.

Allen key 4 mm
Functional test and adjustment of 509-01.00
safety alarm and monitoring Allen key 2 mm
equipment Manometer or test pump
Large spanner
Small screwdriver
Related Procedure

Number : 1
Data
2015.02.03
MAN Diesel & Turbo
509-01.05 Work Card
Function test of shutdown Page 2 (4)
Edition 10
L16/24, V28/32S, L21/31, L27/38, L16/24S, L21/31S, L27/38S

▪ Start the engine and idle at nominal speed
900/1000 rpm.
▪ Check that both potmeters at PLC (3P1) is
turned to minimum. (left)
▪ Turn the lower potmeter on the PLC (3P1) to
max. (right)
▪ Then turn the upper potmeter slowly up.
Health Risk! ▪ The engine will eventually trip.
Health Risk! If safety pick-up is defective, engine will not trip

Due to vibrations during engine operation, espe- on overspeed as only a number of pulscounts
cially in awkward positions! will be added to the measured pulscount from
the flywheel.
Description ▪ Turn both potmeters back to min.

It is of the utmost importance that the shutdown For functional test of redundant overspeed in Moni-
function is working properly. Therefore, the shut- toring and alarm system:
down function must be tested at regular intervals ▪ Turn the engine speed to minimum.
according to the planned maintenance programme
▪ Stop the engine.
500.25.
▪ Set dip switch sw5:3 on and reboot the mod-
ule.
Function Test of Overspeed Shutdown
▪ Start the engine and increase the speed until
1) Start the engine locally and keep it at no load, engine trips
at nominal rpm:
▪ After engine has stopped set sw5:3 back to off
Engine type RPM position and reboot.
L16/24 1000 or 1200 Same methods can be used at conventional gover-
L27/38 720 or 750 nors as well.
L21/31 900 or 1000
V28/32S 720 or 750
2)
▪ Take a large spanner and put it on the link
between fuel-rack and governor. Slowly force
the engine rpm over the setpoint, see Descrip- Do not raise the speed over 120% of nominal
tion 500.30 and the overspeed will release. (For speed because this could damage the valves
conventional govering systems, not CR) and pistons.
▪ There are two overspeed protection functions at
this engines. The engine must stop.
– Overspeed protection in safety system. 3) Reset the overspeed shutdown on the opera-
tion box.
– Redundant overspeed protection in Engine
control and monitoring system.
For functional test of overspeed in safety system do
as follows:
2015.02.03
MAN Diesel & Turbo
Work Card 509-01.05
Page 3 (4) Function test of shutdown
Edition 10
L16/24, V28/32S, L21/31, L27/38, L16/24S, L21/31S, L27/38S

Adjustment 5) Mount the manometer/test pump on the test
valve outlet, situated right under the pressos-
Correct detection of RPM (counting of teeths) tate PSL 22, fig 1.
depends on the size of the gap between the mova-
ble flywheel and the front of the pick-up sensor. If 6) Close oil pressure valve, fig 1.
no or wrong signal is detected by the sensor, the 7) Relieve the pressure slowly and check that the
measuring gap must be adjusted or cleaned. switch changes back to the pressure stated as
The gap is expected to be 2.0 mm ± 0.3 mm (the the shutdown point, see 500.30.
pitch of the thread on the pick-up is 1.0 mm). The The engine must stop.
number of teeth relative speed values/limits can be
found in the Engine Automatic diagram, section 509
and description 500.30 in section 500.
The overspeed shutdown limits can not be adjusted
by the user.
If adjustment is needed, turn the screw clock-
wise or anticlockwise, see fig 2.
8) Disconnect the manometer/test pump.

9) Open the oil pressure valve on the pressure
block.
10) Reset the low lubricating oil pressure shutdown
on the operation box.
Function Test of High Fresh Water

Temperature Shutdown
The functional test of the thermostat, is to be car-
ried out according to the following procedure.
11) Take the sensor out of the pocket.
1 Cable connection to ter- 2 Protection cover

minal box
3 Test coupling 4 Test block
5 Valve 6 System pressure
Figure 2: Adjustment of pressostate and thermostate
Figure 1: Pressure controller

12) Test the sensor in a water bath, which is con-
trolled by the temperature or a special testing
Function Test of Low Lubricating Oil device.
Pressure Shutdown 13) Start the engine and keep it at no load.
4) Start the engine and keep it at no load.
2015.02.03
MAN Diesel & Turbo
509-01.05 Work Card
Function test of shutdown Page 4 (4)
Edition 10
L16/24, V28/32S, L21/31, L27/38, L16/24S, L21/31S, L27/38S

14) Raise the temperature until the switch changes
and check that it happens at the stated shut-
down point, see 500.30.
The engine must stop.
If adjustment is needed, remove the thermostat

cover. Locking screw pos. 5, fig 3, is loosened,
and the range can be set with the spindle, pos.
1, while the scale, pos. 2, is read at the same
time.
1 Protection cap 2 Temp. sensor
Figure 3: Thermostate
15) The sensor is mounted again.

16) Reset the high HT water temperature shut-
down on the operation box.
Alarm System
It is important that all alarms lead to prompt investi-
gation and remedy of the error.
No alarm is insignificant. It is therefore important
that all engine crew members are familiar with and
well trained in the use and importance of the alarm
system.
The most serious alarms are equipped with slow-
down and/or shutdown functions.
2015.02.03
MAN Diesel & Turbo
Work Card 509-05.03
Page 1 (2) Adjustment and Test of Analog Pressure Transmitter
Edition 03
L27/38, L21/31, L16/24, V28/32S, L16/24S, L21/31S, L27/38S

Shut off fuel oil
Short Description
Adjustment and test of analog pressure transmit-
ter.

Testing pump
safety alarm and monitoring
equipment
Related Procedure

Number : 1
Data
2015.08.19
MAN Diesel & Turbo
509-05.03 Work Card
Adjustment and Test of Analog Pressure Transmitter Page 2 (2)
Edition 03
L27/38, L21/31, L16/24, V28/32S, L16/24S, L21/31S, L27/38S
Adjustment
It is possible to adjust the pressure transmitter by
means of the „zero“ screw and the „span“ screw.
1) Adjust the „zero“ screw, see fig 1, to change
the pressure measurement area.
Figure 2: Test of pressure transmitter
2) Adjust the „span“ screw, see fig 1, to change
the value of the electrical signal acc. to the
pressure measurement area.
Figure 1: Adjustment of pressure transmitter
Test
It is possible to make a functional test of the pres-
sure transmitter. This is carried out according to the
following procedure:
3) Shut of system pressure with the valve, see fig
2, pos. 1.
4) Remove the screw, see fig 2, pos. 2
5) Mount the testing apparatus to the connection
and pump on a pressure within the working
area of the transmitter.
6) Read the pressure at the operating box on the
engine and check it according to the pressure
on the testing apparatus.
7) Remove the testing apparatus.
8) Mount the screw, see fig 2, pos. 2.
9) Open the valve, see fig 2, pos. 1, for the sys-
tem pressure.
2015.08.19
MAN Diesel & Turbo
Work Card 509-05.04
Page 1 (2) Adjustment and test of analog temperature transmitter
Edition 03
L27/38, L21/31, V28/32S, L21/31S, L27/38S

Shut off fuel oil
Short Description
Adjustment and test of analog temperature trans-
mitter (PT100 sensor).

Special testing device
Related Procedure
safety alarm and monitoring
equipment

Number : 1
Data
2004. 02.02
MAN Diesel & Turbo
509-05.04 Work Card
Adjustment and test of analog temperature transmitter Page 2 (2)
Edition 03
L27/38, L21/31, V28/32S, L21/31S, L27/38S

Adjustment
1) The NiCr/Ni sensor and the PT 100 sensor
cannot be adjusted. The alarm limit is set in the
alarm system according to the set points, see
page 500.30.
Test
Health Risk! 2) Functional test of the PT 100 sensor and
NiCr/Ni sensor can be carried out according to
the following procedure.
3) Take the sensor out of the pocket.
4) Test the measuring value by submerging the
sensor in the water bath, which is controlled by
Health Risk! a special testing apparatus producing a con-
Due to vibrations during engine operation, espe- stant temperature.
cially in awkward positions! If the alarm system has an analog indication, the
temperature can also be read on this.
Description Test of setpoint can be carried out by observing
whether the alarm system gives an alarm when the
The nickel-chrome-nickel (NiCr/Ni) sensor, which is alarm limit stated on page 500.30 is exceeded.
used for measurement of the exhaust gas tempera-
tures and bearing temperatures, generates a mV 5) Check that the measuring value indicated on
signal depending on the temperature. the operation box on the engine is equal to the
testing apparatus measuring valve.
The PT 100 sensor consists of a resistance wire
which changes resistance depending on the tem- 6) The sensor is mounted again.
perature.
Look and design vary depending on the place of
measurement and manufacture.
The test can also be made by special simulation

instruments for NiCr/Ni sensors and PT 100 sen-
sors. The instruments can measure the sensor
value and simulate a sensor signal for the Base
Module and alarm system.
Figure 1: PT100 sensor
2004. 02.02
MAN Diesel & Turbo
Work Card 509-05.06
Page 1 (2) Adjustment and Test of Tacho and Proximity Sensors
Edition 01
L27/38, L21/31, L16/24, V28/32S

Shut off fuel oil
Short Description
Related Procedure

Number : 1
Data
2004.01.19
MAN Diesel & Turbo
509-05.06 Work Card
Adjustment and Test of Tacho and Proximity Sensors Page 2 (2)
Edition 01
L27/38, L21/31, L16/24, V28/32S
Figure 1: Tacho and proximity sensors
Health Risk!
Health Risk!
Adjustment
Correct detection of position or counting of teeth
depends on the size of the gap between the mova-
ble mechanical part and the front of the sensor. If
no signal is detected by the sensor, the measuring
gap must be adjusted. The gap is expected to be
2.0 mm ± 0.3 mm.
Test
It is possible to test the functioning of the tacho and
proximity sensors. This is done in the following
manner:
1) Start rotation of the shaft on which the tacho
sensor is measuring.
2) Adjust shaft speed to a well-known rpm, if nec-
essary use a hand tachometer for reference
measurement. Alternatively, a frequency gener-
ator can be used for test of speed limits set in
the system.
3) Read and check the measured parameter in
the local operator panel and/or in the remote
control system.
4) Increase the speed slowly and check the limits
for alarm, control and overspeed stop specified
for the tested parameter.
2004.01.19
MAN Diesel & Turbo
Work Card 509-10.00
Page 1 (3) Adjustment of lambda controller
Edition 14
L21/31, L21/31S

Shut off fuel oil
Short Description
Adjustment of lambda controller

Adjustable spanner, 10" - 12"
Related Procedure

Number : 1
Data

MAN Diesel & Turbo
509-10.00 Work Card
Adjustment of lambda controller Page 2 (3)
Edition 14
L21/31, L21/31S
Adjustment of the lambda controller

All adjustments are made when the engine is in
standstill position.
1) Check that the free space between the pick-up
and the band steel on the regulating arm is
min. 1 mm, see fig 1.
1 Lever 2 Spring
3 Stop screw
Figure 2: Adjustment of the stop screw
1 Lambda cylinder 2 Piston of the lambda cyl-

1 Band steel 2 Pick-up inder
3 Regulating arm 3 Adjusting screw 4 Regulating arm
5 Start index nut
Figure 1: Check of free space
Figure 3: Lambda controller

2) Turn the lever (fig 2) of the governor a few
times to full load with an adjustable spanner
(spring between governor and fuel rack full Adjustment of the stop screw
compressed). Check that the fuel index is 19 at 5) Remove pipe for charge air pressure.
the fuel pump.
6) Supply air pressure until the piston rod reaches
3) In case of large deviation from index 19 adjust- its upper position.
ment is done by turning the regulating arm (4),
7) Turn the lever (fig 2) of the governor to full load
fig 3. Finally adjustment is done at the adjust- with an adjustable spanner. Adjust the stop
ment screw (3), fig 3.
screw (fig 2) to 110 % load (stationary 100%)
4) Adjustment completed. according to the test bed, plus 1.5 index.

MAN Diesel & Turbo
Work Card 509-10.00
Page 3 (3) Adjustment of lambda controller
Edition 14
L21/31, L21/31S
Use the index arm on the fuel injection pump
nearest to the lambda controller as the control
for the index.
8) Adjustment completed.
Adjustment of start index, only if mounted

After adjustment of the lambda index the start index
must be adjusted.
Force the piston by the screw on the back, see fig
4. Check that the index is 12 mm. Adjustment is
made on the self-locking nut on the back of the
lambda controller, see fig 4.
Check that acceleration speed from released starter
to nominal speed is 3-5 sec.
If not readjust according to paragraph 1).
Wear / cavitation on fuel plunger will require adjust-
ment to higher index.
In case of start failure due to wear of the fuel

pump, the start index must be raised to a higher
level by turning the self-locking nut anticlockwise.
1 Self locking nut
Figure 4: Adjustment of start index

MAN Diesel
Plate
Page 1 (2) Governor and Governor Drive 50901-14
L21/31
For governor,
see special
instruction manual
252 261
260
252
251 253
033 153 263
248
301
302 271 273
057
252
045
069 165
070
094 177
301
236
189
190
104
116
200
212
08028-0D/H5250/94.08.12
224
08.25 - ES0
MAN Diesel
Plate
50901-14 Governor and Governor Drive Page 2 (2)
L21/31
Item Item
033 1/E Governor Regulator
045 1/E Flange Flange
057 5/E Screw Skrue
069 1/E Distance disc Afstandsskive

(requires an individual (kræver en individuel
matching) justering)
070 1/E O-ring O-ring
094 1/E Axle Aksel
104 1/E Disc Skive
116 1/E Spur gear, complete Tandhjul, komplet
153 4/E Screw Skrue
165 2/E Screw Skrue
177 2/E Screw Skrue
189 2/E Screw Skrue
190 1/E Casing Hus
200 1/E Bush Bøsning
212 1/E Disc Skive
224 1/E Bevel wheel Konisk tandhjul
236 1/E O-ring O-ring
248 1/E Tension rod Trækstang
251 1/E Screw Skrue
252 3/E Disc spring Fjederskive
253 1/E Nut Møtrik
260 1/E Lever Arm
261 1/E Screw Skrue
263 1/E Nut Møtrik

08028-0D/H5250/94.08.12
271 1/E Screw Skrue
273 1/E Nut Møtrik
301 2/E Plug Expander prop
302 1/E Plug Expander prop
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty/E = Qty/Engine Qty/E = Qty/Motor
08.25 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Regulating device P50902-09
L21/31, L21/31S
2014.10.23
MAN Diesel & Turbo
Plate
P50902-09 Regulating device Page 2 (2)
L21/31, L21/31S
015 /I Bearing bracket complete, incl.

bush 1)
027 /I Screw 2)
039 2/E Spring pin
040 2/E Setting ring
052 1/E Sleeve
064 1/E Lever
076 1/E Screw
088 2/E Spring pin
123 1/E Nut
135 2/E Safety lever, complete
147 1/E Nut
159 1/E Screw
160 1/E Nut
172 3/E Nut
184 1/E Bracket
196 3/E Screw
206 1/E Shaft, 5 cyl. engine
267 3/E Lock washer
279 1/E Cylinder, complete (if mounted)
280 2/E Screw
292 1/E Stop screw
314 1/E Lever, complete
698 1/E Repair kit for item 279

Qty: 5/E for 5 cyl, 6/E for 6 cyl, 7/E for 7 cyl, 8/E for 8 cyl, 9/E for 9
ace. cyl
2)
Qty: 10/E for 5 cyl, 12/E for 6 cyl, 14/E for 7 cyl, 16/E for 8 cyl,
* = Only available as part of a spare parts kit/not 18/E for 9 cyl
Qty/E = Qty/Engine
2014.10.23
MAN Diesel & Turbo
Plate
Page 1 (2) Regulating device P50902-18
L21/31, L21/31S

MAN Diesel & Turbo
Plate
P50902-18 Regulating device Page 2 (2)
L21/31, L21/31S
015 1/C Bearing bracket complete, incl.

bush
027 2/C Screw
039 2/E Spring pin
040 2/E Setting ring
052 1/E Sleeve
064 1/E Lever
076 1/E Screw
088 2/E Spring pin
135 1/C Safety lever, complete
147 1/E Nut
159 1/E Screw
160 1/E Nut

ace.
Qty/E = Qty/Engine

MAN Diesel & Turbo
Plate
Page 1 (5) Instruments 50907-19
L21/31
Length Item
Fig. Range Code
L mm L1 mm no
70 - 120°C 99 82 TSH 12 012

L1
L
Thermostat
0 - 10 bar 90 30 PSL 22 036
L1
Pressure control

MAN Diesel & Turbo
Plate
50907-19 Instruments Page 2 (5)
L21/31
Length Item
Fig. Range Code
L mm L1 mm no
0 - 4 bar 90 30 PT 23 048
PT 31
0 - 6 bar 90 30 PT 10 085
PT 01
L
0 - 10 bar 90 30 PT 21 132
0 - 10 bar 90 30 PT 22
0 - 16 bar 90 30 PT 40 156
L1
0 - 40 bar PT 70 168
Pressure transmitter
Female plug - see item 288
0 - 20 kHz 110 SE 90-1 181

SE 90-2
Pick-up
0 - 1 kHz 55 SE 89 203
Pick-up

MAN Diesel & Turbo
Plate
L21/31
Length Item
Fig. Range Code
L mm L1 mm no
0 - 1 kHz 22 ZT 88 227
L
Pick-up
0-160°C 63 174 TE/TI 12 264

TE/TI 40
L1
Thermometer
(Female plug - see item 288)
0-120°C 90 100 TI 10 311
Thermometer

MAN Diesel & Turbo
Plate
50907-19 Instruments Page 4 (5)
L21/31
Length Item
Fig. Range Code
L mm L1 mm no
0 - 200°C 150 TE 01 335
0 - 200°C 80 TE 21 384
TE 31
L
Temperature sensor
(Female plug - see item 288)
0 - 800°C 129 9000 TE 60 431

L1
Pocket for sensor 130 432
0 - 800°C 79 9000 TE 61 443

TE 62
L
Temperature sensor Pocket for sensor 80 444
0-6 bar 53 ø57.1 PI 10 480
0-16 bar 53 ø57.1 PI 22 492

L1
PI 40
Manometer

MAN Diesel & Turbo
Plate
L21/31
Length Item
Fig. Range Code
L mm L1 mm no
26.5 50 288
L1
Female plug with cable relief
36 40
output no x1 502
97
Valve block, type 1
L1 40 output no x2 76 514
output no x3 116 526

97
Valve block, type 1
575
44
Coupling for manometer

MAN Diesel & Turbo
Plate
Page 1 (2) Pick-up P50908-07
L21/31, L21/31S

MAN Diesel & Turbo
Plate
P50908-07 Pick-up Page 2 (2)
L21/31, L21/31S
001 2/E Pick-up

002 2/E Plug for pick-up
003 1/E Pick-up, rpm
004 6/E Cable

ace.
Qty/E = Qty/Engine

MAN Diesel & Turbo
Plate
Page 1 (2) Level switch in oil sump P50920-20
L21/31S
2015.09.21
MAN Diesel & Turbo
Plate
P50920-20 Level switch in oil sump Page 2 (2)
L21/31S
001 1/E Plate

002 1/E Packing
003 4/E Hexagon screw
004 1/E Distance piece
005 1/E Dipstick complete, incl o-ring
006 1/E Pipe for level alarm
007 1/E Pipe for level alarm
008 2/E Nut
010 2/E Level switch
012 /I Glue
013 1/E Terminal box
014 2/E Cylindrical screw
015 1/E Parts for terminal strip
017 1/E Fitting
018 1/E Reduction adapter
019 1/E Packing ring
020 1/E Plug screw
022 1/E O-ring

ace.
ble separately
Qty/E = Qty/Engine
2015.09.21
MAN Diesel & Turbo
Plate
Page 1 (2) PT - panel with transmitter P50922-05
L21/31, L27/38, L21/31S, L27/38S
2014.09.25 - Tier I - Stationary

MAN Diesel & Turbo
Plate
P50922-05 PT - panel with transmitter Page 2 (2)
L21/31, L27/38, L21/31S, L27/38S

001 1/E Bracket

002 2/E Hexagon socket screw
011 1/E Test valve
012 1/E Pressure transmitter
016 4/E Straight male stud coupling
017 1/E Manometer
018 1/E Coupling for manometer

ace.
Qty/E = Qty/Engine

MAN Diesel & Turbo
Plate
Page 1 (2) Panel with transmitter P50922-07
L21/31, L21/31S

MAN Diesel & Turbo
Plate
P50922-07 Panel with transmitter Page 2 (2)
L21/31, L21/31S
001 1/E Bracket

002 2/E Hexagon socket screw
011 1/E Test valve
015 1/E Pressure control
017 1/E Manometer
019 2/E Cooupling for manometer
021 1/E Test valve
024 1/E Manometer
031 1/E Bracket
032 1/E Thermostate

ace.
Qty/E = Qty/Engine

MAN Diesel & Turbo
Plate
Page 1 (2) Fuel oil leakage alarm, LAH 42 P50925-07
V28/32S, L21/31, L27/38, L21/31S, L27/38S
2014.10.23
MAN Diesel & Turbo
Plate
P50925-07 Fuel oil leakage alarm, LAH 42 Page 2 (2)
V28/32S, L21/31, L27/38, L21/31S, L27/38S

010 1/E Fuel oil leakage alarm

022 1/E Flange
034 1/E Gasket
046 1/E Level switch
058 1/E Red. adaptor
178 1/E Repair kit for running in filter
286 4/E Screw
333 2/E O-ring
357 1/E Plug screw
370 1/E Plug screw
394 1/E Plug screw
404 1/E Plug screw
416 /I Glue

ace.
Qty/E = Qty/Engine
2014.10.23
MAN Diesel & Turbo
Plate
Page 1 (2) Exhaust gas temperature sensors P50927-12
L21/31, L27/38, L21/31S, L27/38S

MAN Diesel & Turbo
Plate
P50927-12 Exhaust gas temperature sensors Page 2 (2)
L21/31, L27/38, L21/31S, L27/38S

023 2/E Exhaust gas temperature sensor

035 1/C Exhaust gas temperature sensor
047 2/E Sensor pocket
059 1/C Sensor pocket

ace.
Qty/E = Qty/Engine

MAN Diesel
Plate
Page 1 (2) Monitoring Box 50935-19
L21/31
Front view
OB MTP
015 027
To check software
version push “lamp
test” for 3-5 sec.
The display will
indicate the software
version no for BM MEG
module.
483
292
302
135
314 A1
338
351
Diagnose led
Inside view
064
196
375
184
387
399
409
410
08028-0D/H5250/94.08.12
495
471
Fuses
F1 - sensors CPU
363 F2 - output relays
Led sensor
power
07.41 - ES0
MAN Diesel
Plate
50935-19 Monitoring Box Page 2 (2)
L21/31
Item Item
015 1/E Operation box (OB) Operation box (OB)
027 1/E Monitor temp./press. Monitor temp./tryk

(MTP) (MTP)
064 1/E Base module (MB) Basemodul (MB)
135 1/E Panel (A1) Panel (A1)
184 2/E 5 pol connector 5 pol stik
196 3/E Resistor 120R Modstand 120R
292 19/E Cable union M16 Kabelforskruning M16
302 20/E Nut M16 Møtrik M16
314 1/E Hose connection Rørforskruning
338 2/E Cable union M20 Kabelforskruning M20
351 2/E Nut M20 Møtrik M20
363 1/E Conduit Ledning
471 2/E Fuse Sikring
483 1/E Monitor exh. gas temp. Monitor udst.gastemp.

(MEG) (MEG)
495 1/E 5 pol double 5 pol dobbelt stik

connector
08028-0D/H5250/94.08.12
07.41 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Turning gear control panel P50953-03
L21/31, L21/31S
2015.08.21
MAN Diesel & Turbo
Plate
P50953-03 Turning gear control panel Page 2 (2)
L21/31, L21/31S
011 1/E Pilot lamp, yellow

035 1/E Lamp holder
047 1/E Glow lamp
084 1/E Auxiliary relay
096 1/E Socket
118 1/E Transformer, 400/440 V
155 1/E Panel
167 1/E Selector switch
180 3/E Contactor
192 1/E Termal relay
214 2/E Auxillary contact nc
238 /I Channel track
251 /I Conduit
263 14/E End angle
275 1/E Circuit breaker
299 1/E Auxillary switch
309 2/E Circuit breaker
334 14/E Terminal
346 2/E Earth terminal
358 3/E Terminal
371 1/E Earth terminal
383 1/E Cable union
395 1/E Nut
405 1/E Cable union
417 1/E Nut
429 2/E Cable union
430 2/E Nut
442 1/E Terminal relay, 400/440 V

ace.
ble separately
Qty/E = Qty/Engine
2015.08.21
MAN B&W Diesel
Plate
Page 1 (2) Main Bearing Monitoring 50961-01
L21/31
08028-0D/H5250/94.08.12
05.47 - ES0
MAN B&W Diesel
Plate
50961-01 Main Bearing Monitoring Page 2 (2)
L21/31
Item Item
005 Temperature sensor Temperaturføler 091 Seal ring Tætningsring

7/E 5 cyl. engine 5 cyl. motor 7/E 5 cyl. engine 5 cyl. motor
017 Screw Skrue 101 /I Loctite 243 Loctite 243

7/E 5 cyl. engine 5 cyl. motor
029 Nut Møtrik

030 Holder Holder

042 Clamping ring Sikringsring

054 Plug screw Propskrue

066 Screwed connection Forskruning

078 Clamping ring Sikringsring

08028-0D/H5250/94.08.12

05.47 - ES0
Installation and Operation Manual
UG-Actuator
Manual 37512 (Revision H)

WARNING—DANGER OF DEATH OR PERSONAL INJURY
WARNING—FOLLOW INSTRUCTIONS
Read this entire manual and all other publications pertaining to the work to be performed
before installing, operating, or servicing this equipment. Practice all plant and safety
instructions and precautions. Failure to follow instructions can cause personal injury and/or
property damage.
WARNING—OUT-OF-DATE PUBLICATION
This publication may have been revised or updated since this copy was produced. To verify
that you have the latest revision, be sure to check the Woodward website:
www.woodward.com/pubs/current.pdf
The revision level is shown at the bottom of the front cover after the publication number. The
latest version of most publications is available at:
www.woodward.com/publications
If your publication is not there, please contact your customer service representative to get
the latest copy.
WARNING—OVERSPEED PROTECTION
The engine, turbine, or other type of prime mover should be equipped with an overspeed
shutdown device to protect against runaway or damage to the prime mover with possible
personal injury, loss of life, or property damage.
The overspeed shutdown device must be totally independent of the prime mover control
system. An overtemperature or overpressure shutdown device may also be needed for
safety, as appropriate.
WARNING—PROPER USE
Any unauthorized modifications to or use of this equipment outside its specified
mechanical, electrical, or other operating limits may cause personal injury and/or property
damage, including damage to the equipment. Any such unauthorized modifications: (i)
constitute "misuse" and/or "negligence" within the meaning of the product warranty
thereby excluding warranty coverage for any resulting damage, and (ii) invalidate product
certifications or listings.
CAUTION—POSSIBLE DAMAGE TO EQUIPMENT OR PROPERTY

CAUTION—BATTERY CHARGING
To prevent damage to a control system that uses an alternator or battery-charging device, make
sure the charging device is turned off before disconnecting the battery from the system.
CAUTION—ELECTROSTATIC DISCHARGE
Electronic controls contain static-sensitive parts. Observe the following precautions to
prevent damage to these parts.
• Discharge body static before handling the control (with power to the control turned off,
contact a grounded surface and maintain contact while handling the control).
• Avoid all plastic, vinyl, and Styrofoam (except antistatic versions) around printed circuit
boards.
• Do not touch the components or conductors on a printed circuit board with your hands
or with conductive devices.
IMPORTANT DEFINITIONS
• A WARNING indicates a potentially hazardous situation which, if not avoided, could result in
death or serious injury.
• A CAUTION indicates a potentially hazardous situation which, if not avoided, could result in
damage to equipment or property.
• A NOTE provides other helpful information that does not fall under the warning or caution
categories.
Revisions—Text changes are indicated by a black line alongside the text.
Woodward Governor Company reserves the right to update any portion of this publication at any time. Information
provided by Woodward Governor Company is believed to be correct and reliable. However, no responsibility is
assumed by Woodward Governor Company unless otherwise expressly undertaken.
© Woodward 1992
All Rights Reserved
Manual 37512 UG-Actuator
Contents
REGULATORY COMPLIANCE.........................................................................III
CHAPTER 1. GENERAL INFORMATION ........................................................... 1
Introduction .............................................................................................................1
Description..............................................................................................................1
Available Terminal Shafts and Drive Shafts ...........................................................2
UG Governor Similarities ........................................................................................3
Hydraulic Pump ......................................................................................................3
References .............................................................................................................3
CHAPTER 2. INSTALLATION .......................................................................... 8
Introduction .............................................................................................................8
Receiving ................................................................................................................8
Storage ...................................................................................................................8
Drive Shaft Rotation ...............................................................................................8
Attitude....................................................................................................................9
Mounting Dimension ...............................................................................................9
Drive Connection ....................................................................................................9
Remote Actuator Oil Connection ..........................................................................10
Control Linkage ....................................................................................................10
Oil Supply .............................................................................................................12
Electrical Connection ............................................................................................14
Heat Exchanger Selection ....................................................................................15
CHAPTER 3. INITIAL OPERATION ................................................................ 17
CHAPTER 4. PRINCIPLES OF OPERATION.................................................... 18
Introduction ...........................................................................................................18
Increase in Load or Speed Setting .......................................................................18
Decrease in Load or Speed Setting .....................................................................19
Loss of Control Voltage ........................................................................................19
CHAPTER 5. SERVICE OPTIONS ................................................................. 20
Product Service Options .......................................................................................20
Woodward Factory Servicing Options ..................................................................21
Returning Equipment for Repair ...........................................................................22
Replacement Parts ...............................................................................................22
Engineering Services ...........................................................................................23
How to Contact Woodward ...................................................................................23
Technical Assistance ............................................................................................24
UG-ACTUATOR CONTROL SPECIFICATIONS ............................................... 25
Woodward i
UG-Actuator Manual 37512
Illustrations and Tables
Figure 1-1. The UG-Actuator ..................................................................................1

Figure 1-2. Outline Drawing of UG-Actuator ..........................................................4
Figure 1-3. Remote Mounted Actuator ...................................................................5
Figure 1-4. Drive Shaft and Terminal Shaft Configurations ...................................6
Figure 1-5. Schematic of UG-Actuator ...................................................................7
Figure 2-1. Alignment of Reference Notch and Arrow ...........................................9
Figure 2-2. Terminal Shaft Travel .........................................................................11
Figure 2-3. Linear Linkage ...................................................................................11
Figure 2-4. Nonlinear Linkage ..............................................................................11
Figure 2-5. Oil Chart .............................................................................................13
Figure 2-6. Viscosity Comparisons.......................................................................14
Figure 2-7a. Wiring for a UG-Actuator..................................................................15
Figure 2-7b. Wiring for a UG-Actuator with LVDT ................................................16
Figure 2-8. UG-Actuator Heat Exchanger ............................................................16
ii Woodward
Regulatory Compliance
The UG Actuator is suitable for use in Class I, Division 2, Groups A, B, C, and D
per CSA for Canada or non-hazardous locations only.
Wiring must be in accordance with North American Class I, Division 2 wiring

methods as applicable, and in accordance with the authority having jurisdiction.
These listings are limited only to those units bearing the CSA agency
identification.
WARNING—EXPLOSION HAZARD
Do not remove covers or connect/disconnect electrical connectors unless
power has been switched off or the area is known to be non-hazardous.
Substitution of components may impair suitability for Class I, Division 2.
AVERTISSEMENT—RISQUE D’EXPLOSION
Ne pas enlever les couvercles, ni raccorder / débrancher les prises
électriques, sans vous en assurez auparavant que le système a bien été mis
hors tension; ou que vous vous situez bien dans une zone non explosive.
La substitution de composants peut rendre ce matériel inacceptable pour

les emplacements de Classe I, Division 2.
Woodward iii
iv Woodward
Chapter 1.
General Information
Introduction
This manual describes the installation and operation of the UG-Actuator.
Figure 1-1. The UG-Actuator
Description
The UG-Actuator is a proportional electro-hydraulic actuator which can be used
with electronic controls which provide a 20 to 160 mA position signal. The
actuator is designed for use with Woodward 2301, 400, 43027, 500-series, and
700-series controls.
The actuator converts a given electrical signal to an output shaft position through
the action of a torque motor and follower-type pilot valve. The rotary output
actuator has 42 degrees of terminal (output) shaft travel. Recommended travel
from the no-load to the full-load position is 2/3 of full actuator travel.
The UG-Actuator is used on diesel, gas, and gasoline engines (also steam and
industrial gas turbines) to replace UG-8 type governors, providing the
advantages of electronic control and load sharing systems with the convenience
of the existing UG-8 type drive and linkage.
Woodward 1
The standard UG-Actuator provides a maximum work capacity of 19.4 J (14.3
ft-lb) in the increase direction, and 23.3 J (17.2 ft-lb) in the decrease direction. A
special actuator is available which provides 27.1 J (20.0 ft-lb) of work in both
directions. Another special actuator is the remote actuator which does not have a
drive shaft. Pressurized oil (758–2758 kPa/110–400 psi) must be supplied to the
actuator. The remote actuator has 27.1 J (20.0 ft-lb) when supplied with 2758
kPa/400 psi. Work capacity is based on the full 42 degree travel of the terminal
(output) shaft. Rated work capacity is 2/3 of maximum work capacity.
The actuator can be built with a low speed pump for speed ranges of 375 to 1100
rpm, or with a high speed pump for 600 to 1500 rpm.
The UG-Actuator is available with an LVDT for position feedback. The LVDT is
not available with the MPU option. With the LVDT, the actuator has a 10-pin
connector on the cover.
The actuator may be equipped with a special gear and magnetic pickup, using
the governor drive to sense engine speed. This permits an added convenience
when converting from a UG hydraulic-mechanical governor to an electronic
control system. Low cranking speeds may require override of the electronic
failsafe. The MPU option is not available with the 27.1 J (20.0 ft-lb) work capacity
UG-Actuator.
NOTE
The MPU will sense the speed of the governor drive, which is not
necessarily the same rpm as the engine. The frequency sensed by the MPU
must match the frequency range of the electronic control.
The UG-Actuator output is directly proportional to a 20 to 160 mA signal from an

electronic control system.
This manual provides outline drawings to show the base and drive
configurations. The outline drawings include information on electrical wiring,
installation dimensions, drive requirements, oil requirements, and output shaft
dimensions. The drawings are provided for reference only. Do not use the
drawings for construction.
Available Terminal Shafts and Drive Shafts

The following terminal shafts and drive shafts are available:
Standard—
0.500–36 serrated terminal shaft (0.625–36 serrated for the 20 ft-lb model)
0.625–36 serrated drive shaft
Available (for special applications at additional cost)—

Terminal Shafts—
0.562 / 0.625 D-shaped terminal shaft
0.500–36 serrated terminal shaft with one missing serration
0.500–36 serrated terminal shaft on RH or LH side only
2 Woodward
Keyed Drive Shafts—
0.750–6 splined drive shaft
1.125–48 serrated drive shaft [with PG-style base adapter]
French standard BNA 227 NF-E22-151 0.16-31 drive shaft
RHD6 drive shaft
0.625 keyed drive shaft with 0.625-18 thread
Extended 0.625 keyed drive shaft
UG Governor Similarities
The UG-Actuator uses the same cast-iron case as the UG governor. The
standard UG output shaft, power lever, power piston, and piston link are used in
the actuator. The base is designed to fit any drive designed for a UG governor.
Hydraulic Pump
The UG-Actuator is equipped with a Gerotor pump (3161 governor type). High
speed and low speed pumps are available, depending on the drive speed from
the engine. The pump uses oil from the self-contained UG-Actuator sump to
provide 1172 kPa (170 psi) internal operating pressure.
The direction of rotation is selected by pump housing alignment. The pump

operates in one direction only. The drive uses a maximum of 375 W (0.5 hp). In
some cases the actuator may require an oil cooler to operate at the high end of
the drive speed range.
References
The following publications provide additional information about installation,
operation, and storage of Woodward products. All are available on the
Woodward website (www.woodward.com).
Publication
25071 Oils for Hydraulic Controls
25075 Commercial Preservation Packaging for Storage of Mechanical-
Hydraulic Controls
50516 Governor Linkage for Butterfly Control Valve
37511 UG-Actuator Product Specification
This manual does not attempt to provide information about the electronic control
which determines the position of the UG-Actuator output. This information must
be obtained from the appropriate manual for the electronic control. Contact your
nearest Woodward Distributor or Authorized Independent Service Facility about
repairs.
Woodward 3
Figure 1-2. Outline Drawing of UG-Actuator
4 Woodward
Figure 1-3. Remote Mounted Actuator
Woodward 5
Figure 1-4. Drive Shaft and Terminal Shaft Configurations
6 Woodward
Figure 1-5. Schematic of UG-Actuator
Woodward 7
Chapter 2.
Installation
Introduction
This chapter describes receiving, storage, and installation requirements for the
UG-Actuator.
Use care while handling and installing the UG-Actuator. Be particularly careful to
avoid striking the drive shaft, terminal shaft, or the electrical connector. Abuse
can damage seals, internal parts, and factory adjustments. Do not set the
actuator on its drive shaft.
Receiving
After factory testing and calibration, the UG-Actuator is drained of oil. This leaves
a light film of oil on internal parts to prevent rust. External parts are painted or
coated with a spray lubricant/rust inhibitor.
No internal cleaning or flushing is necessary before installation and operation.

The little oil left in the actuator is clean, multi-viscosity engine oil which will not
contaminate the oil selected to operate the actuator.
Fill the actuator with 1.4 liters (1.5 quarts) of oil selected to match the expected
operating conditions. (If the actuator is a direct replacement for a UG governor,
you may use the same grade and weight of oil that was being used in the
governor.) Use only new, clean oil in the actuator. Do not allow dirt or
contamination to enter the actuator while filling with operating oil. Do not use oil
drained from the UG governor.
Storage
The UG-Actuator may be stored for short periods of time (less than a year) as
received from the factory. For long-term storage (more than a year), storage in an
environment with large temperature changes, humid or corrosive atmosphere, etc.,
or if the actuator is installed on the engine for storage, fill the actuator with oil and
follow preservation packaging instructions in Woodward manual 25075,
Commercial Preservation Packaging for Storage of Mechanical-Hydraulic Controls.
Drive Shaft Rotation

The actuator drive-shaft rotation is one direction only. Rotation, as viewed from
the top of the actuator, must be the same as that of the engine drive when
looking down on the mounting pad.
If the actuator oil pump is rotated in the wrong direction, oil pressure will not be
generated in the actuator.
CAUTION—DRIVE ROTATION DIRECTION

Be sure engine mounting-pad drive and actuator-drive rotation are the same.
Incorrect drive rotation will cause the actuator to become inoperative, and
may cause actuator damage.
8 Woodward
Figure 2-1. Alignment of Reference Notch and Arrow
Use the following procedure to change the direction of rotation:
1. Remove the four pump-housing screws.
2. Index the pump plate 180 degrees to align the arrow corresponding to the
direction of rotation selected with the reference notch in the base.
3. Replace the four screws, and torque the screws to 16.4–17.5 N·m (145–155
lb-in).
4. Make sure that the actuator drive shaft rotates freely.
Attitude
The UG-Actuator can be installed in a vertical or near vertical position without
affecting its calibration. Do not install more than 45 degrees from vertical. See
the outline drawing for installation instructions and dimensions.
Mounting Dimension
When using the o-ring supplied with the actuator to seal between the actuator
and actuator mounting pad on the engine, the mounting hole should have
dimensions of 82.7–83.2 mm (3.255–3.275 inches) in order to provide the correct
amount of squeeze on the o-ring. The mounting hole must be concentric with the
drive in order to avoid side-loading the actuator drive shaft.
Drive Connection
Make sure the actuator drive shaft turns freely before installing the actuator. The
drive gear or coupling must slip freely into the governor drive of the engine. Do
not apply external force. The drive must be free of binding, side load, or excess
end-play. Improper alignment or fit between the parts can result in excessive
wear or actuator-drive seizure.
Woodward 9
Mount the actuator squarely on the mounting pad. Torque the mounting bolts
evenly. There can be no movement or rocking of the actuator on the engine-
mounting pad.
Remote Actuator Oil Connection

If the UG-Actuator is remotely installed, oil supply is through the side of the base
mounting plate (Figure 1-3). Connect the external pressure supply to one of the
two .250–18 NPTF ports in the base mounting plate. The oil supply line should
be fitted with a 20–25 µm filter. The oil supply pressure must be at least 758 kPa
(110 psi). A pressure of 2758 kPa (400 psi) will be required for 27 J (20 ft-lb) of
output. The remote unit will require 1.9 L/min (0.5 US gal/min) at steady state
and 9.5 L/min (2.5 US gal/min) transient response supply flow.
Connect the return line to the .250–18 NPTF port in the top cover. Do not use the
.125–27 connection in the base during operation. The actuator should be kept
filled with oil for corrosion protection of internal parts.
Control Linkage
The terminal shaft rotates 42 degrees. Use 2/3 of the total rotation between no
load and full load. The additional “overtravel” should be split and used at both
ends to provide maximum fuel when required and to assure shutdown at
minimum-fuel actuator position (see Figure 2-2).
WARNING—MINIMUM/MAXIMUM FUEL POSITIONS

To prevent possible serious injury or loss of life, or damage to the engine,
be sure to allow sufficient overtravel at each end of the terminal shaft so the
actuator can shut down the engine, and also give maximum fuel when
required. Misadjusted linkage could prevent the actuator from shutting down
the engine.
Many control problems are related to the linkage between the actuator and the
engine. Use only first-quality rod ends for the linkage, rod ends that will last
under the nearly constant motion associated with precise speed control. The
linkage must be stiff, not subject to engine-caused vibration. The linkage must be
as light as possible and still maintain the attributes of stiffness. Linkage which is
too heavy can damage the actuator as well as make it difficult to achieve steady
control.
Installed linkages must operate smoothly, be free of binding, and free of lost
motion due to worn parts. If there is a collapsible member in the linkage, be sure
it does not yield each time the actuator moves the linkage rapidly.
Use a linear linkage for most diesel applications. Most gasoline and gas fueled
engines will require a non-linear linkage. See Figures 2-3 and 2-4 for information
on the arrangements of linear and nonlinear connections. Linear linkage moves
the fuel setting shaft in direct proportion to the movement of the actuator output.
Nonlinear fuel arrangement lets the actuator open the fuel setting more at
maximum settings than it does at minimum settings. Woodward application note
50516, Governor Linkage for Butterfly Throttle Valves, provides more information
about non-linear linkage.
Design the linkage so the power output of the engine is proportional to the
position of the actuator output shaft.
10 Woodward
Figure 2-2. Terminal Shaft Travel
Follow the engine manufacturer's instructions on linkage selection, installation,

and adjustment. In almost all cases, the linkage designed for a UG-8 governor
will work with the UG-Actuator. In the case of a direct exchange, make sure that
the linkage is in good condition and the installation of the lever on the actuator is
in the same position as it was on the governor.
Figure 2-3. Linear Linkage Figure 2-4. Nonlinear Linkage
Woodward 11
Oil Supply
Use the information given in Figures 2-5 and 2-6 as a guide in the selection of a
suitable oil. Oil grade selection is based on the operating temperature range of
the actuator. Also use this information to aid in recognizing and correcting
common problems associated with oil used in the actuator. Many operation and
maintenance problems associated with UG-Actuators are directly related to the
selection and condition of the oil in the actuator. Use care in the selection and
make sure that the oil in the actuator is not contaminated.
The oil in the UG-Actuator is both a lubricating and hydraulic oil. It must have a
viscosity index that allows it to perform over the operating temperature range and
it must have the proper blending of additives that cause it to remain stable and
predictable over this range.
The UG-Actuator is designed to give stable operation with most oils, if the fluid
viscosity at the operating temperature is within a 50 to 3000 SUS (Saybolt
Universal Seconds) range (see Figure 2-6). Poor actuator response or instability
is an indication that the oil is too thick or too thin.
Actuator oil must be compatible with seal material, that is, nitrile, polyacrylic, and
fluorocarbon. Many automotive and gas engine oils, industrial lubricating oils,
and other oils of mineral or synthetic origin meet these requirements.
Fill the actuator with about 1.4 liters (1.5 quarts) of oil, to the mark on the oil sight
glass. After the engine is started and the actuator is at operating temperature,
add oil if necessary. Oil must be visible in the glass under all operating
conditions.
Excessive component wear or seizure in the actuator indicates the possibility of:
1. Insufficient lubrication caused by:

an oil that flows slowly when it is cold, especially during start-up;
no oil in the actuator.
2. Contaminated oil caused by:
dirty oil containers;
an actuator exposed to heating and cooling cycles, which created
condensation of water in the oil.
3. Oil not suitable for the operating conditions caused by:
changes in ambient temperature;
an improper oil level which creates foamy, aerated oil.
Operating an actuator continuously beyond the high limit temperature of the oil
will result in oil oxidation. This is identified by varnish or sludge deposits on the
actuator parts. To reduce oil oxidation, lower the actuator operating temperature
with a heat exchanger or other means, or change to an oil more oxidation-
resistant at the operating temperature.
WARNING—OVERSPEED
resulting from engine overspeed or a runaway engine, be sure to use only oil
that falls within the 50 to 3000 SUS range. Using oils outside this range
could cause the actuator to be unable to prevent a runaway engine.
12 Woodward
Oil Maintenance
Replace the actuator oil if it is contaminated, and change it if it is suspected of
contributing to instability. Drain the oil while it is still hot. Flush the actuator with a
clean solvent having some lubricating quality (fuel oil or kerosene) before refilling
with new oil. If drain time is insufficient for the solvent to completely drain or
evaporate, flush the actuator with the same oil it is being refilled with to avoid
dilution and possible contamination of the new oil.
Oil that has been carefully selected to match the operating conditions and is
compatible with actuator components should give long service between oil
changes. Check oil conditions regularly and change oil if any deterioration or
contamination is suspected.
Regularly scheduled oil changes will extend the life of the actuator and improve
actuator operation. Properly selected oil should permit annual oil changes, but
more frequent changes are recommended.
Figure 2-5. Oil Chart
Woodward 13
Figure 2-6. Viscosity Comparisons
WARNING—EXPLOSION HAZARD
Do not remove covers or connect/disconnect electrical connectors unless
power has been switched off or the area is known to be non-hazardous.
Substitution of components may impair suitability for Class I, Division 2.
AVERTISSEMENT—RISQUE D’EXPLOSION
Ne pas enlever les couvercles, ni raccorder / débrancher les prises
électriques, sans vous en assurez auparavant que le système a bien été mis
hors tension; ou que vous vous situez bien dans une zone non explosive.
La substitution de composants peut rendre ce matériel inacceptable pour

les emplacements de Classe I, Division 2.
CAUTION—WIRING
Due to the hazardous location listings associated with this product, proper
wire type and wiring practices are critical to operation.
Do not connect any cable grounds to “instrument ground”, “control

ground”, or any non-earth ground system. Make all required electrical
connections based on the wiring diagrams (Figures 2-7a and 2-7b).
Electrical Connection
The electrical connector on the UG-Actuator is a 3-pin (MS-3102E-14S-7P) plug
connector. The LVDT version has a 10-pin connector (MS-3102E-18-1P or
MS-3102R-18-1P).
14 Woodward
Heat Exchanger Selection

A heat exchanger is available for the UG-Actuator. It consists of a plate mounted
on the front of the actuator. Passages are cut in the plate that allow cooling fluid
to pass through the plate and remove energy from the actuator. The guidelines
for when to use the heat exchanger are not straightforward, and some
knowledge of the installation is required.
The pump on the UG-Actuator generates energy which must be dissipated from
the actuator. Most of the energy is dissipated through the bottom mounting
surface of the actuator . Therefore, the more direct mounting (no gasket) and the
better heat-dissipating mounting surface (wide) will allow the actuator to run at
the lowest temperatures.
Because of the variability of mounting surfaces, it is difficult to quantify the

maximum drive speed to maintain the actuator oil at a safe temperature to not
break down the oil. Analysis predicts a 0.65 degree C increase in oil temperature
relative to the mounting surface for each increase of 100 rpm on the low speed
pump, and 0.45 degree C per 100 rpm for the high speed pump. Lab tests show
as much as 0.6 degree C per 100 rpm for the high speed pump. This is
complicated by the fact that the mounting temperature will also rise, so the rise in
oil temperature per 100 rpm is actually greater than this. The rise in the mounting
surface temperature depends greatly on the geometry of the mounting surface
itself.
Refer to Figure 2-8 for selection of heat exchanger parameters. The temperature
reduction achieved with the heat exchanger depends on the difference between
the heat exchanger inlet temperature and the temperature of the actuator oil
without the heat exchanger. It also depends on the specific heat of the coolant.
The chart is based upon petroleum oil. It does not depend heavily on supply
pressure of the coolant. Testing at Woodward was done at 138 and 345 kPa (20
and 50 psi), as a guideline.
Overall, to maintain the lowest actuator temperature at a given rpm, use the
thinnest gasket or none at all (seal with an o-ring around pump housing) and
provide the lowest possible coolant temperature to the heat exchanger.
Figure 2-7a. Wiring for a UG-Actuator
Woodward 15
Figure 2-7b. Wiring for a UG-Actuator with LVDT
Figure 2-8. UG-Actuator Heat Exchanger
16 Woodward
Chapter 3.
Initial Operation
Before initial operation of the engine equipped with a UG-Actuator, read all of
Chapter 2, Installation Procedures. Make sure that all installation steps have
been correctly accomplished and all linkages are secured and properly attached.
Carefully review the direction of rotation for the actuator oil pump.
Follow this procedure when putting a new or repaired UG-Actuator into service.
1. Check that the actuator is full of the proper type and grade of clean oil.
2. Properly adjust the linkage.
WARNING—MINIMUM/MAXIMUM FUEL POSITIONS

be sure to allow sufficient overtravel at each end of the terminal shaft so the
actuator can shut down the engine, and also give maximum fuel when
required. Misadjusted linkage could prevent the actuator from shutting down
the engine.
3. Select a LOW SPEED setting on the Woodward electronic control to give

low engine speed at initial start up.
WARNING—START-UP
Be prepared to make an emergency shutdown when starting the engine,
turbine, or other type of prime mover, to protect against runaway or
overspeed with possible personal injury, loss of life, or property damage.
4. Follow the engine manufacturer's instructions, and start the engine.
5. Adjust the selected speed setting on the Woodward electronic control as

necessary to bring the engine to rated speed.
6. Obtain system stability as outlined in the electronic control instruction

manual. (If less than the recommended actuator output stroke is used, it
may cause for less than optimum engine stability or response.)
All operating adjustments of the UG-Actuator are made during factory calibration.
Additional adjustment should not be needed.
Woodward 17
Chapter 4.
Principles of Operation
Introduction
This chapter describes the operation of the UG-Actuator. The schematic drawing
in Figure 1-5 illustrates the working relationship of the various parts.
Connecting oil passages between components are simplified for ease in

visualizing the system.
The UG-Actuator contains its own sump.
The UG-Actuator consists of the following basic components:
1. Oil Pump
Gerotor pump. Pump is driven by the actuator drive shaft.
2. Relief Valve
Set to maintain internal operating pressure at 1172 kPa (170 psi).
3. Oil Filter
Filters oil to the pilot valve to prevent contamination of the orifice and
nozzle. Bypass oil flows through the filter, providing a filter-cleaning
function.
4. Torque Motor, Torque Motor Beam, Feedback Spring, and Loading Spring
Used to establish a mechanical position of the pilot valve flapper in
response to the dc current being sent to the actuator.
5. Pilot Valve Plunger

A follower-type valve, which duplicates the movement of the torque-motor
beam, but at a much higher force level, controls flow of oil to and from the
servo. The pressure regulator is used to minimize calibration shifts due to
speed-induced pump pressure changes.
6. Power Piston, Terminal Lever, and Terminal Shaft

The terminal lever converts the linear motion of the differential-type servo
piston to rotary motion of the terminal shaft, which in turn moves the fuel
linkage. The terminal-shaft position is fed back to the torque-motor beam to
provide the proportional control.
Increase in Load or Speed Setting

An increase in load, or speed setting, causes an increase in control current from
the electronic control to the torque motor. This, in turn, causes an increase in the
torque-motor force, tending to lower the centering adjustment end of the torque
motor beam. The flow of oil through the nozzle is decreased, which increases
pressure on the top side of the differential power land. Pressure above the
differential power land then moves the pilot-valve plunger down, or allows the
plunger to follow the torque-motor beam as if they were one piece. Pressure oil is
now directed to the underside of the servo piston, causing it to move upward,
which rotates the terminal lever and terminal shaft in the increase-fuel direction.
18 Woodward
As the terminal shaft rotates, the range adjustment and feedback linkage
increases the feedback spring force, and cause the torque-motor beam to move
away from the nozzle. As flow through the nozzle is less restricted, pressure
decreases on the top side of the differential power land to start moving the pilot-
valve plunger up. The terminal shaft and pilot-valve plunger movement continues
until the increase in feedback-spring force equals the increase in force seen in
the torque motor. When the pilot-valve control land is centered, all movement
stops at the new position required to run the engine at the increased load or
speed setting.
Decrease in Load or Speed Setting

A decrease in load or speed setting causes a decrease in control current from
the electronic control to the torque motor. This, in turn, causes a decrease in
torque motor force, and raises the centering adjustment of the torque motor
beam. The pilot valve follows the beam and uncovers the control port. Oil
trapped under the servo piston escapes to drain, causing the servo piston to
move downward and the terminal shaft to rotate in the decrease-fuel direction.
As the terminal shaft rotates, the range adjustment and feedback linkage decrease
the feedback-spring force. The terminal shaft rotates until the decrease in spring
force equals the decrease in force in the torque motor, and the pilot-valve plunger
is centered. This stops the servo piston and the actuator shaft in the new position
needed to run the engine at the decreased load or speed setting.
Loss of Control Voltage

Upon loss of control voltage, the actuator terminal shaft goes to minimum fuel,
thus offering a safety feature.
With loss of control voltage, there is no current sent to the torque motor and no
magnetic force generated. The torque motor and attached beam and the force of
the loading spring causes the center adjustment to raise. The pilot valve follows,
keeping the control port uncovered. Trapped oil escapes to drain, and the servo
piston moves down until it reaches minimum fuel position.
Woodward 19
Chapter 5.
Service Options
Product Service Options

If you are experiencing problems with the installation, or unsatisfactory
performance of a Woodward product, the following options are available:
• Consult the troubleshooting guide in the manual.
• Contact the manufacturer or packager of your system.
• Contact the Woodward Full Service Distributor serving your area.
• Contact Woodward technical assistance (see “How to Contact Woodward”
later in this chapter) and discuss your problem. In many cases, your problem
can be resolved over the phone. If not, you can select which course of action
to pursue based on the available services listed in this chapter.
OEM and Packager Support: Many Woodward controls and control devices are
installed into the equipment system and programmed by an Original Equipment
Manufacturer (OEM) or Equipment Packager at their factory. In some cases, the
programming is password-protected by the OEM or packager, and they are the best
source for product service and support. Warranty service for Woodward products
shipped with an equipment system should also be handled through the OEM or
Packager. Please review your equipment system documentation for details.
Woodward Business Partner Support: Woodward works with and supports a

global network of independent business partners whose mission is to serve the
users of Woodward controls, as described here:
• A Full Service Distributor has the primary responsibility for sales, service,
system integration solutions, technical desk support, and aftermarket
marketing of standard Woodward products within a specific geographic area
and market segment.
• An Authorized Independent Service Facility (AISF) provides authorized
service that includes repairs, repair parts, and warranty service on Woodward's
behalf. Service (not new unit sales) is an AISF's primary mission.
• A Recognized Engine Retrofitter (RER) is an independent company that
does retrofits and upgrades on reciprocating gas engines and dual-fuel
conversions, and can provide the full line of Woodward systems and
components for the retrofits and overhauls, emission compliance upgrades,
long term service contracts, emergency repairs, etc.
• A Recognized Turbine Retrofitter (RTR) is an independent company that
does both steam and gas turbine control retrofits and upgrades globally, and
can provide the full line of Woodward systems and components for the
retrofits and overhauls, long term service contracts, emergency repairs, etc.
A current list of Woodward Business Partners is available at

www.woodward.com/support.
20 Woodward
Woodward Factory Servicing Options

The following factory options for servicing Woodward products are available
through your local Full-Service Distributor or the OEM or Packager of the
equipment system, based on the standard Woodward Product and Service
Warranty (5-01-1205) that is in effect at the time the product is originally shipped
from Woodward or a service is performed:
• Replacement/Exchange (24-hour service)
• Flat Rate Repair
• Flat Rate Remanufacture
Replacement/Exchange: Replacement/Exchange is a premium program

designed for the user who is in need of immediate service. It allows you to
request and receive a like-new replacement unit in minimum time (usually within
24 hours of the request), providing a suitable unit is available at the time of the
request, thereby minimizing costly downtime. This is a flat-rate program and
includes the full standard Woodward product warranty (Woodward Product and
Service Warranty 5-01-1205).
This option allows you to call your Full-Service Distributor in the event of an
unexpected outage, or in advance of a scheduled outage, to request a
replacement control unit. If the unit is available at the time of the call, it can
usually be shipped out within 24 hours. You replace your field control unit with
the like-new replacement and return the field unit to the Full-Service Distributor.
Charges for the Replacement/Exchange service are based on a flat rate plus
shipping expenses. You are invoiced the flat rate replacement/exchange charge
plus a core charge at the time the replacement unit is shipped. If the core (field
unit) is returned within 60 days, a credit for the core charge will be issued.
Flat Rate Repair: Flat Rate Repair is available for the majority of standard
products in the field. This program offers you repair service for your products with
the advantage of knowing in advance what the cost will be. All repair work carries
the standard Woodward service warranty (Woodward Product and Service
Warranty 5-01-1205) on replaced parts and labor.
Flat Rate Remanufacture: Flat Rate Remanufacture is very similar to the Flat
Rate Repair option with the exception that the unit will be returned to you in “like-
new” condition and carry with it the full standard Woodward product warranty
(Woodward Product and Service Warranty 5-01-1205). This option is applicable
to mechanical products only.
Woodward 21
Returning Equipment for Repair

If a control (or any part of an electronic control) is to be returned for repair,
please contact your Full-Service Distributor in advance to obtain Return
Authorization and shipping instructions.
When shipping the item(s), attach a tag with the following information:
• return number;
• name and location where the control is installed;
• name and phone number of contact person;
• complete Woodward part number(s) and serial number(s);
• description of the problem;
• instructions describing the desired type of repair.
Packing a Control
Use the following materials when returning a complete control:
• protective caps on any connectors;
• antistatic protective bags on all electronic modules;
• packing materials that will not damage the surface of the unit;
• at least 100 mm (4 inches) of tightly packed, industry-approved packing
material;
• a packing carton with double walls;
• a strong tape around the outside of the carton for increased strength.
CAUTION—ELECTROSTATIC DISCHARGE
To prevent damage to electronic components caused by improper handling,
read and observe the precautions in Woodward manual 82715, Guide for
Handling and Protection of Electronic Controls, Printed Circuit Boards, and
Modules.
Replacement Parts
When ordering replacement parts for controls, include the following information:
• the part number(s) (XXXX-XXXX) that is on the enclosure nameplate;
• the unit serial number, which is also on the nameplate.
22 Woodward
Engineering Services
Woodward offers various Engineering Services for our products. For these services,
you can contact us by telephone, by email, or through the Woodward website.
• Technical Support
• Product Training
• Field Service
Technical Support is available from your equipment system supplier, your local
Full-Service Distributor, or from many of Woodward’s worldwide locations,
depending upon the product and application. This service can assist you with
technical questions or problem solving during the normal business hours of the
Woodward location you contact. Emergency assistance is also available during non-
business hours by phoning Woodward and stating the urgency of your problem.
Product Training is available as standard classes at many of our worldwide

locations. We also offer customized classes, which can be tailored to your needs
and can be held at one of our locations or at your site. This training, conducted
by experienced personnel, will assure that you will be able to maintain system
reliability and availability.
Field Service engineering on-site support is available, depending on the product

and location, from many or our worldwide locations or from one of our Full-
Service Distributors. The field engineers are experienced both on Woodward
products as well as on much of the non-Woodward equipment with which our
products interface.
For information on these services, please contact us via telephone, email us, or
use our website and reference www.woodward.com/support, and then
Customer Support.
How to Contact Woodward

For assistance, call one of the following Woodward facilities to obtain the
address and phone number of the facility nearest your location where you will be
able to get information and service.
Electrical Power Systems Engine Systems Turbine Systems

Facility --------------- Phone Number Facility --------------- Phone Number Facility --------------- Phone Number
Australia ----------- +61 (2) 9758 2322 Australia ----------- +61 (2) 9758 2322 Australia ----------- +61 (2) 9758 2322
Brazil ------------- +55 (19) 3708 4800 Brazil ------------- +55 (19) 3708 4800 Brazil ------------- +55 (19) 3708 4800
China ------------ +86 (512) 6762 6727 China ------------ +86 (512) 6762 6727 China ------------ +86 (512) 6762 6727
Germany: Germany:
Kempen --- +49 (0) 21 52 14 51
Stuttgart ----- +49 (711) 78954-0 Stuttgart ----- +49 (711) 78954-0
India --------------- +91 (129) 4097100 India --------------- +91 (129) 4097100 India --------------- +91 (129) 4097100
Japan -------------- +81 (43) 213-2191 Japan -------------- +81 (43) 213-2191 Japan -------------- +81 (43) 213-2191
Korea--------------- +82 (51) 636-7080 Korea--------------- +82 (51) 636-7080 Korea--------------- +82 (51) 636-7080
The Netherlands - +31 (23) 5661111 The Netherlands - +31 (23) 5661111
Poland -------------- +48 12 618 92 00
United States----- +1 (970) 482-5811 United States----- +1 (970) 482-5811 United States----- +1 (970) 482-5811
You can also contact the Woodward Customer Service Department or consult our
worldwide directory on Woodward’s website (www.woodward.com/support)
for the name of your nearest Woodward distributor or service facility.
For the most current product support and contact information, please refer to the
lastest version of publication 51337 at www.woodward.com/publications.
Woodward 23
Technical Assistance
If you need to telephone for technical assistance, you will need to provide the following information.
Please write it down here before phoning:
General
Your Name
Site Location
Phone Number
Fax Number
Prime Mover Information

Engine/Turbine Model Number
Manufacturer
Number of Cylinders (if applicable)
Type of Fuel (gas, gaseous, steam, etc)
Rating
Application
Control/Governor Information
Please list all Woodward governors, actuators, and electronic controls in your system:
Woodward Part Number and Revision Letter
Control Description or Governor Type
Serial Number
Serial Number
Serial Number
If you have an electronic or programmable control, please have the adjustment setting positions or
the menu settings written down and with you at the time of the call.
24 Woodward
UG-Actuator Control Specifications
Control Qualities
Hysteresis Within 3% of maximum travel when measured over full 42
degree travel. Within 0.5% of maximum travel when
measured over 4% of full travel at 1 Hz.
Temperature Drift Nominally ±1 degree per 42 ºC (108 ºF)
Time Constant 70 to 90 ms for 50 mA step with 1172 kPa (170 psi)
actuator oil pressure
Linearity Within 2.5% of full 42 degree output travel
Work Output 27.7 Nxm (20.4 lb-ft) stalled torque; 20 J (15 ft-lb) of work
over 42 degrees. The UG-Actuator operates with 1172
kPa (170 psi) internal hydraulic pressure.
Pump Gerotor (3161 pump). Relief valve set at 1172 kPa (170
psi).
Output Shaft 0.500-36 inch serrated standard. In same location relative
to drive as UG governor. (See Chapter 1 for additional
optional shafts.)
Drive Shaft 0.625-36 serration standard. (See Chapter 1 for additional
optional shafts.)
Weight 16 kg (36 lb), dry weight
Vibration Resistance Vibration tested to US MIL-STD 810C, Curve D (10 G to
2000 Hz; in Y-axis, parallel to drive shaft, 8 G maximum)
Drive/Hydraulic Specifications
Drive Speed and Rotation Actuator available with either high or low speed pump.
High speed pump: 600 to 1500 rpm. Low speed pump:
375 to 1100 rpm. Drive operates in one direction only.
Drive Power Requirement Drive will use a maximum of 375 W (0.5 hp)
Hydraulic Supply Self contained sump, 1.4 liter (1.5 quart) capacity. See
Woodward manual 25071, Oils for Hydraulic Controls, for
specific recommendations. In most cases, the same type
and weight of oils used in the engine can be used in the
governor.
Ambient Temperature Range +29 to +93 °C (+20 to +200 °F)
Operating Temperature +29 to +93 °C (+20 to +200 °F), within the limits of the oil
being used in the governor
Electrical Specifications
Electrical Connector 3 pin, US MIL-STD 3102E-14S-7P, located in cover
LVDT: 10-pin, US MIL-STD 3102E-18-1P or MS 3102R-
18-1P
Coil Resistance 23–26 A at 20 °C
Calibration 1–2 degrees at 20 mA, 37 ±2 degrees additional travel
from 20 mA to 160 mA. Reaches maximum fuel at less
than 200 mA.
These listings are limited only to those units bearing the CSA agency identification.
CSA: CSA Certified for Class I, Division 2, Groups A, B, C, & D,

T4 at 122 °C Ambient For use in Canada
Certificate: 160584-1365765
We appreciate your comments about the content of our publications.
Send comments to: icinfo@woodward.com
Please include the manual number from the front cover of this publication.
PO Box 1519, Fort Collins CO 80522-1519, USA

1000 East Drake Road, Fort Collins CO 80525, USA
Phone +1 (970) 482-5811 • Fax +1 (970) 498-3058
Email and Website—www.woodward.com
Woodward has company-owned plants, subsidiaries, and branches,

as well as authorized distributors and other authorized service and sales facilities throughout the world.
Complete address / phone / fax / email information for all locations is available on our website.
2008/8/Fort Collins
A3
Product Manual 26641
(Revision D, 11/2013)
Original Instructions
2301E Digital Load Sharing

and Speed Control for Engines
8273-1011 / Ordinary Locations

8273-1012 / Hazardous Locations
Installation and Operation Manual

Read this entire manual and all other publications pertaining to the work to be
performed before installing, operating, or servicing this equipment.
Practice all plant and safety instructions and precautions.
General
Precautions Failure to follow instructions can cause personal injury and/or property damage.
This publication may have been revised or updated since this copy was produced.
To verify that you have the latest revision, check manual 26311 , Revision Status &
Distribution Restrictions of Woodward Technical Publications, on the publications
Revisions page of the Woodward website:
www.woodward.com/publications
The latest version of most publications is available on the publications page. If

your publication is not there, please contact your customer service representative
to get the latest copy.
Any unauthorized modifications to or use of this equipment outside its specified

mechanical, electrical, or other operating limits may cause personal injury and/or
property damage, including damage to the equipment. Any such unauthorized
Proper Use modifications: (i) constitute "misuse" and/or "negligence" within the meaning of
the product warranty thereby excluding warranty coverage for any resulting
damage, and (ii) invalidate product certifications or listings.
If the cover of this publication states "Translation of the Original Instructions"

please note:
The original source of this publication may have been updated since this
Translated translation was made. Be sure to check manual 26311 , Revision Status &
Publications Distribution Restrictions of Woodward Technical Publications, to verify whether
this translation is up to date. Out-of-date translations are marked with . Always
compare with the original for technical specifications and for proper and safe
installation and operation procedures.
Revisions—Changes in this publication since the last revision are indicated by a black line
alongside the text.
Woodward reserves the right to update any portion of this publication at any time. Information provided by Woodward is
believed to be correct and reliable. However, no responsibility is assumed by Woodward unless otherwise expressly
undertaken.
Manual 26641
Copyright © Woodward 2012–2013
All Rights Reserved
Manual 26641 2301E Digital Control
Contents
WARNINGS AND NOTICES ............................................................................ V

ELECTROSTATIC DISCHARGE AWARENESS ................................................. VI
REGULATORY COMPLIANCE .......................................................................VII
CHAPTER 1. GENERAL INFORMATION ........................................................... 1
Description ..............................................................................................................1
Applications ............................................................................................................2
Control Options .......................................................................................................3
References .............................................................................................................3
CHAPTER 2. INSTALLATION .......................................................................... 9
Introduction .............................................................................................................9
Unpacking ...............................................................................................................9
Power Requirements ..............................................................................................9
Location Considerations .......................................................................................10
Electrical Connections ..........................................................................................10
Shields and Grounding .........................................................................................11
LED System Status Indicators ..............................................................................11
Setting Speed Range ...........................................................................................12
Potential Transformer Connections (Terminals 1–3) ...........................................12
Current Transformer Connections (Terminals 4–9) .............................................12
Real Power Load Calculation ...............................................................................12
Load Share Lines (Terminals 10–12) ...................................................................12
Power Supply (Terminals 48–50) .........................................................................13
Discrete Inputs (Terminals 34–41) .......................................................................14
Close to Run or Minimum Fuel (Terminal 34) ......................................................15
Discrete Inputs B, C, D (Terminals 35, 36, 37).....................................................15
Failed Speed Override..........................................................................................16
Reset ....................................................................................................................16
Select 2nd Dynamics .............................................................................................16
Shutdown External ...............................................................................................16
Idle / Rated Speed ................................................................................................17
Idle/Rated Software Switch ..................................................................................17
CB Aux/Droop Contact .........................................................................................17
Derate KW Load Reference .................................................................................18
Raise Speed/Load Contact (Terminal 38) ............................................................19
Lower Speed/Load Contact (Terminal 39) ...........................................................19
Remote Speed Setting (Both Raise and Lower Contacts; Terminals 38 and 39) 19
Load Generator (Terminal 40) ..............................................................................20
Base Load (Terminal 41) ......................................................................................20
Actuator Output (Terminals 13–15) ......................................................................20
Analog Inputs (Terminals 19–24) .........................................................................20
Analog Input #1 (Terminals 19-20) .......................................................................22
Analog Input #2 (Terminals 22-23) .......................................................................22
Speed Sensor (Terminals 25-26) .........................................................................23
Relay Driver Outputs (Terminals 42, 43, & 44–48) ..............................................23
4–20 mA Output (Terminals 16–17) .....................................................................24
Communication Ports ...........................................................................................24
Installation Check-out Procedure .........................................................................28
Woodward i
2301E Digital Control Manual 26641
Contents
CHAPTER 3. DESCRIPTION OF OPERATION..................................................29

Introduction ...........................................................................................................29
Speed Control .......................................................................................................29
Control Dynamics .................................................................................................30
Minimum Fuel Function ........................................................................................31
Maximum Fuel Function .......................................................................................32
Start Limit Function ...............................................................................................32
Torque Limiter.......................................................................................................32
Manifold Air Pressure Limiter ...............................................................................33
Speed/Load Reference and Ramps .....................................................................33
Speed Reference and Ramp Functions ...............................................................33
Speed Bias and Synchronizer Summing ..............................................................35
Load Reference and Ramp Functions ..................................................................35
Droop Function .....................................................................................................37
Droop/Isochronous Load Sharing on an Isolated Bus ..........................................41
Isochronous Load Sharing on an Isolated Bus.....................................................42
Actuator Droop......................................................................................................42
Load Pulse / Load Rejection.................................................................................43
CHAPTER 4. ENTERING CONTROL SET POINTS ...........................................44
Introduction ...........................................................................................................44
Control Assistant PC Interface .............................................................................44
2301E Toolkit Service Tool...................................................................................54
Entering the Configure Mode................................................................................63
Configure Menu Descriptions ...............................................................................63
Exiting the Configure Mode ..................................................................................72
Service Menu Descriptions ...................................................................................72
Saving the Tunable Values.................................................................................107
CHAPTER 5. INITIAL CONTROL SETTINGS..................................................108
Initial Prestart Settings ........................................................................................108
Start-up Adjustments ..........................................................................................108
Adjust for Stable Operation ................................................................................109
Dynamic Adjustment ...........................................................................................110
Actuator Compensation Adjustment ...................................................................110
Ramp Time Adjustment ......................................................................................110
Raise/Lower Time Adjustment............................................................................110
Start Fuel Limit Adjustment ................................................................................111
Speed Sensor Check ..........................................................................................111
Current Transformer (CT) Phasing Check .........................................................111
Phase Correction Procedure ..............................................................................112
Load Calibration Adjustment ..............................................................................115
Droop Adjustment ...............................................................................................115
CHAPTER 6. ALTERNATE DYNAMIC ADJUSTMENTS ...................................116
Introduction .........................................................................................................116
Adjustment ..........................................................................................................116
CHAPTER 7. TROUBLESHOOTING .............................................................121
Introduction .........................................................................................................121
Troubleshooting Procedure ................................................................................121
Control Start-up ..................................................................................................121
Control Test and Calibration ...............................................................................122
Troubleshooting Charts ......................................................................................123
ii Woodward
Contents
CHAPTER 8. COMMUNICATIONS ............................................................... 128

Modbus Communication .....................................................................................128
Monitor Only .......................................................................................................128
Monitor and Control ............................................................................................128
Modbus Communication Mode ...........................................................................129
Modbus Function Codes.....................................................................................130
Port Adjustments ................................................................................................130
2301E Control Modbus Addresses.....................................................................131
Modbus Scale Factors ........................................................................................132
Shutdown Command through Modbus ...............................................................132
Start Command through Modbus .......................................................................133
For More Modbus Information ............................................................................133
CHAPTER 9. PRODUCT SUPPORT AND SERVICE OPTIONS ......................... 134
Product Support Options ....................................................................................134
Product Service Options .....................................................................................134
Returning Equipment for Repair .........................................................................135
Replacement Parts .............................................................................................135
Engineering Services..........................................................................................136
Contacting Woodward’s Support Organization ..................................................136
Technical Assistance ..........................................................................................137
APPENDIX A. SERVICE/CONFIGURATION CHART ....................................... 138
Configure Menus ................................................................................................138
Service Menus ....................................................................................................139
APPENDIX B. PID EXAMPLES .................................................................. 146
PID Conversion Charts .......................................................................................147
APPENDIX C. MODBUS COMMUNICATION LIST .......................................... 149
APPENDIX D. SOFTWARE REVISION ......................................................... 152
APPENDIX E. PRINTING OUT A DATALOG ................................................. 154
APPENDIX F. QUICK ENGINE START GUIDE .............................................. 155
APPENDIX G. LOADING THE SETTINGS FILE FROM A 2301D TO A 2301E... 157
APPENDIX H. 2301E CONTROL SPECIFICATIONS ...................................... 159
REVISION HISTORY .................................................................................. 160
DECLARATIONS ....................................................................................... 161
The following are trademarks of Woodward, Inc.:

DSLC
easYgen
The following are trademarks of their respective companies:

Modbus (Schneider Automation Inc.)
Woodward iii
Illustrations and Tables
Figure 1-1a. 2301E Outline Drawing (Ordinary Locations) ....................................4

Figure 1-1b. 2301E Outline Drawing (Hazardous Locations) .................................5
Figure 1-2a. 2301E Control Wiring Diagram (sheet 1) ...........................................6
Figure 1-2b. 2301E Control Wiring Diagram (sheet 2) ...........................................7
Figure 1-2c. 2301E Control Wiring Diagram (notes) ..............................................8
Figure 2-1. Installation of Wiring into Terminal .....................................................11
Figure 2-2. Droop Contact and Circuit Breaker Auxiliary Contact ........................18
Figure 2-3. RS-232 Pin assignments for Serial Communication Cable ...............25
Figure 2-4. Typical RS-422 Communications Connections .................................25
Figure 2-5. RS-422 Terminator Locations ............................................................26
Figure 2-6. Preferred Multipoint Wiring Using Shielded Twisted-pair Cable with a
Separate Signal Ground Wire ..........................................................27
Figure 2-7. Alternate Multipoint Wiring Using Shielded Twisted-pair Cable without
a Separate Signal Ground Wire .......................................................27
Figure 3-1. Speed Control System .......................................................................30
Figure 3-2. Start Limit Function ............................................................................32
Figure 3-3. Remote Speed Reference .................................................................34
Figure 3-4. Paralleling System .............................................................................38
Figure 3-5. Droop Mode .......................................................................................39
Figure 3-6. Isochronous Mode..............................................................................40
Figure 3-7. Droop/Isochronous Load Sharing ......................................................41
Figure 3-8. Isochronous Load Sharing .................................................................41
Figure 4-1. Null Modem Cable..............................................................................45
Figure 4-1. Null Modem Cable..............................................................................54
Figure 4-2. Control Gain as a Function of Speed Error ........................................80
Figure 4-3. Control Gain as a Function of Fuel Demand (Load) ..........................81
Figure 4-4. Speed Filter ........................................................................................82
Figure 4-5. Typical Transient Response Curves ..................................................83
Figure 4-6. Non-linear Valve Power Curve...........................................................88
Figure 4-7. Non-linear Valve Power Curve for Turbocharged Engine..................88
Figure 4-8. Linearized Gain Plot ...........................................................................89
Figure 4-9. Start Limit Function ............................................................................91
Figure 4-10. Soft Start Fuel Limit Function ...........................................................92
Figure 4-11. Torque Limiter Function ...................................................................93
Figure 4-12. MAP Limiter Function .......................................................................95
Figure 5-1. Temporary Wiring for Transformer Phase Correction......................113
Figure 5-2. Droop Adjustment ............................................................................115
Figure 6-1. Trend Tool Trace Example 1 ...........................................................117
Figure B-1. Gain Potentiometer Conversion Chart.............................................147
Figure B-2. Reset Potentiometer Conversion Chart ...........................................147
Figure B-3. Actuator Compensation Potentiometer Conversion Chart ..............148
Table 3-1. Description of Discrete Inputs While in Load Control..........................37

Table 8-1. RTU Modbus .....................................................................................129
Table 8-2. Modbus Frame Definition ..................................................................129
Table 8-3. Modbus Function Codes ...................................................................130
Table 8-4. Port Adjustments ...............................................................................130
Table B-1. PID Examples ...................................................................................146
iv Woodward
Warnings and Notices

Important Definitions
This is the safety alert symbol. It is used to alert you to potential
personal injury hazards. Obey all safety messages that follow this
symbol to avoid possible injury or death.
x DANGER—Indicates a hazardous situation which, if not avoided, will result
in death or serious injury.
x WARNING—Indicates a hazardous situation which, if not avoided, could
result in death or serious injury.
x CAUTION—Indicates a hazardous situation which, if not avoided, could
result in minor or moderate injury.
x NOTICE—Indicates a hazard that could result in property damage only
(including damage to the control).
x IMPORTANT—Designates an operating tip or maintenance suggestion.
The engine, turbine, or other type of prime mover should be

equipped with an overspeed shutdown device to protect against
runaway or damage to the prime mover with possible personal injury,
Overspeed / loss of life, or property damage.
Overtemperature / The overspeed shutdown device must be totally independent of the
Overpressure prime mover control system. An overtemperature or overpressure
shutdown device may also be needed for safety, as appropriate.
The products described in this publication may present risks that

could lead to personal injury, loss of life, or property damage. Always
wear the appropriate personal protective equipment (PPE) for the job
Personal Protective at hand. Equipment that should be considered includes but is not
limited to:
Equipment
x Eye Protection
x Hearing Protection
x Hard Hat
x Gloves
x Safety Boots
x Respirator
Always read the proper Material Safety Data Sheet (MSDS) for any
working fluid(s) and comply with recommended safety equipment.
Be prepared to make an emergency shutdown when starting the

engine, turbine, or other type of prime mover, to protect against
runaway or overspeed with possible personal injury, loss of life, or
Start-up property damage.
On- and off-highway Mobile Applications: Unless Woodward's control

functions as the supervisory control, customer should install a
system totally independent of the prime mover control system that
Automotive monitors for supervisory control of engine (and takes appropriate
action if supervisory control is lost) to protect against loss of engine
Applications
control with possible personal injury, loss of life, or property damage.
Woodward v
To prevent damage to a control system that uses an alternator or

battery-charging device, make sure the charging device is turned off
before disconnecting the battery from the system.
Battery Charging
Device
Electrostatic Discharge Awareness

Electronic controls contain static-sensitive parts. Observe the
following precautions to prevent damage to these parts:
x Discharge body static before handling the control (with power to
the control turned off, contact a grounded surface and maintain
Electrostatic contact while handling the control).
Precautions x Avoid all plastic, vinyl, and Styrofoam (except antistatic versions)
around printed circuit boards.
x Do not touch the components or conductors on a printed circuit
board with your hands or with conductive devices.
To prevent damage to electronic components caused by improper
handling, read and observe the precautions in Woodward manual
82715, Guide for Handling and Protection of Electronic Controls,
Printed Circuit Boards, and Modules.
Follow these precautions when working with or near the control.

1. Avoid the build-up of static electricity on your body by not wearing clothing
made of synthetic materials. Wear cotton or cotton-blend materials as much
as possible because these do not store static electric charges as much as
synthetics.
2. Do not remove the printed circuit board (PCB) from the control cabinet
unless absolutely necessary. If you must remove the PCB from the control
cabinet, follow these precautions:
x Do not touch any part of the PCB except the edges.
x Do not touch the electrical conductors, the connectors, or the
components with conductive devices or with your hands.
x When replacing a PCB, keep the new PCB in the plastic antistatic
protective bag it comes in until you are ready to install it. Immediately
after removing the old PCB from the control cabinet, place it in the
antistatic protective bag.
vi Woodward
European Compliance for CE Mark
These listings are limited only to those units bearing the CE Marking.
Low Voltage Directive: Declared to 2006/95/EC COUNCIL DIRECTIVE of

12 December 2006 on the harmonization of the laws
of the Member States relating to electrical
equipment designed for use within certain voltage
limits.
ATEX – Potentially Declared to 94/9/EC COUNCIL DIRECTIVE of 23

Explosive March 1994 on the approximation of the laws of the
Atmospheres Member States concerning equipment and
Directive: protective systems intended for use in potentially
explosive atmospheres.
Zone 2, Category 3, Group II G, Ex nA IIC T3 Gc X
Zone 2, Category 3, Group II G, Ex nA IIC T4 Gc X
EMC Directive: Declared to 2004/108/EC COUNCIL DIRECTIVE of

15 Dec 2004 on the approximation of the laws of the
Member States relating to electromagnetic
compatibility and all applicable amendments.
North American Compliance

These listings are limited only to those units bearing the appropriate CSA
identification and marking.
CSA: CSA Certified for Class I, Division 2, Groups A, B, C,

D, T3 or T4 Hazardous Locations and ordinary
locations at 70 °C ambient. For use in Canada and
the United States.
Certificate 1150575
NOTE—Wiring must be in accordance with applicable electric codes with the
authority having jurisdiction.
T3 when the Potential Transformer input is 240 Vac
T4 when the Potential Transformer input is 120 Vac
or less
Marine Compliance
American Bureau ABS Rules 2012 SVR 1-1-4/7.7, 1-1-A3, 4-2-1/7.3,

of Shipping: 7.5.1; 4-9-3/17, 4-9-4/23 & 4-9-7/Table 9 (as
appropriate)
Bureau Veritas: BV Rules for the Classification of Steel Ships,

Approval valid for ships intended to be granted with
the following additional class notations: AUT-UMS,
AUT-CCS, AUT-PORT and AUT-IMS.
China Classification CCS Chapter 2, Part Seven of CCS ~ “Rules for

Society: Classification of Sea-going Steel Ships~” 2012
Det Norske Veritas: Standard for Certification No. 2.4, 2006:

Temperature Class B, Humidity Class B, Vibration
Class A, EMC Class A, Enclosure B.
Woodward vii
Lloyd’s Register LR Type Approval Test Specification No. 1, 2002 for
of Shipping: Shipping: Environmental Categories ENV1, ENV2
and ENV3
Nippon Kaiji Kyokai: Requirements specified in Chapter 1, Part 7 of

Guidance for the approval and Type Approval of
materials and equipment for Marine use and
relevant Society’s Rules.
Australia & New Zealand Compliance

These listings are limited to those units bearing the C-Tick mark:
C-Tick (ACA/RSM): Declared Separately to the Australian

Radiocommunications Act of 1992 and the New
Zealand Radiocommunications Act of 1989.
Special Conditions for Safe Use:
The control must be installed in a suitable enclosure. The final combination must
be approved by the local authority having jurisdiction.
Connect the ground terminal to earth ground.
Use supply wire rated for minimum 75 °C
Use signal wire rated for a minimum of 240 Vac.
Per EN 60079-15:2010: Device meets ATEX Zone 2 requirements when installed

in an ATEX compliant IP54 or better enclosure.
T3 when the Potential Transformer input is 240 Vac.

T4 when the Potential Transformer input is 120 Vac or less.
EXPLOSION HAZARD—Do not remove covers or connect/disconnect

electrical connectors unless power has been switched off or the area
is known to be non-hazardous.
Substitution of components may impair suitability for Class I,
Division 2.
RISQUE D’EXPLOSION—Ne pas enlever les couvercles, ni

raccorder / débrancher les prises électriques, sans vous en
assurez auparavant que le système a bien été mis hors
tension; ou que vous vous situez bien dans une zone non
explosive.
La substitution de composants peut rendre ce matériel
inacceptable pour les emplacements de Classe I, Division 2.
viii Woodward
Chapter 1.
General Information
Description
The Woodward 2301E controls load sharing and speed of generators driven by
diesel or gaseous engines. (These power sources are referred to as “prime
movers” throughout this manual.) The 2301E is a microprocessor-based digital
control designed to include the functions of and be compatible with 2301A and
2301D load sharing controls. The increased flexibility of software allows the
2301E to include control functions that required additional equipment in previous
versions of 2301A and 2301D control systems. The 2301E therefore is suitable
for upgrading existing control systems for increased functionality in new
installations.
The 2301E has the following Woodward part numbers:
2301E Load Sharing and Speed Control, 24 Vdc input, Ordinary

8273-1011
Locations
2301E Load Sharing and Speed Control, 24 Vdc input, Hazardous
8273-1012
Locations
The control is housed in a sheet-metal chassis and consists of a single printed

circuit board. The 2301E is set up and configured through an external computer
connected at the 9-pin connector (RS-232 Port) at the front of the control. The
configuration software can be downloaded from our website at
www.woodward.com.
The 2301E provides control in either isochronous mode, droop mode, or base
load mode. The 2301E will allow for soft load transfer when being added to or
removed from a bus.
The isochronous mode is used for constant prime mover speed with:
x Single prime mover operation or
x Two or more prime movers controlled by Woodward analog load sharing
control systems on an isolated bus
The droop mode is used for speed control as a function of load with:
x Single prime mover operation on an infinite bus or
x Parallel operation of two or more prime movers
The base load mode provides constant load level operation against a bus with
the load controlled by the 2301E.
x The load setting is set by a fixed reference,
x External input analog input,
x External contact control of the reference.
Woodward 1
The 2301E Control Hardware includes:
x 1 Load Sensor
x 1 Actuator Driver
x 1 MPU Speed Sensor
x 1 Configurable Analog Output
x 2 Configurable Analog Inputs
x 8 Discrete (Switch) Inputs (3 inputs are configurable)
x 4 Configurable Discrete (Relay Driver) Outputs
x 2 Serial Ports
The following is an example of the typical hardware needed for a 2301E system
controlling a single prime mover and generator:
x A 2301E electronic control
x An external 18 to 36 Vdc power source
x A speed-sensing device, typically a Magnetic Pickup (MPU)
x A proportional actuator to position the fuel-metering device
x Current and potential transformers for measuring the load carried by the
generator
The engine and generator synchronous speed (50 or 60 Hz Generator

Frequency) needs to be within 90 to 3600 rpm. The frequency from the magnetic
pickup must be within the range of 100 to 25 000 Hz at rated speed. The 2301E
speed range needs to be configured using an external computer during
installation.
The 2301E has special algorithms that will enhance the speed controls transient
response by utilizing Load Pulse and Load Rejection logic. By looking at the
derivative or rate of change of the generator load, we can anticipate a speed or
frequency change. This anticipation logic can temporarily bump the speed up or
down to counter-react the speed change due to load. Service Menu W contains
all of the variables to set up this feature.
These 2301E controls operate with an input of 18 to 36 Vdc.
Applications
Because of the configuration software available in the 2301E hardware,
application variations can be selected using an external computer. Changing the
application to accommodate engine speed range, gear teeth, and selection of
forward or reverse acting actuator is a matter of software setup rather than
changing hardware. See Chapter 4 to enter control set points.
The speed is factory set for 900 rpm, 900 Hz MPU speed with 60 teeth.
Using the wrong speed configuration could cause an overspeed with
resulting damage to equipment or personal injury or death.
The 2301E Control can be configured for forward- or reverse-acting applications.

In reverse-acting systems, the actuator calls for more fuel when the actuator
voltage decreases. Complete loss of voltage to the actuator will drive the actuator
to full fuel. This allows a backup mechanical ballhead governor to take control
rather than shut down the prime mover as would a direct-acting system.
External wiring connections for reverse-acting controls are identical

to those for direct-acting controls.
2 Woodward
Control Options
Here is a brief summary of programmable options in addition to speed range and
actuator type:
x Actuator current range 0–20 mA, 4–20 mA, 0–200 mA, or PWM.
o Current is for the Actuator Output, PWM is on Discrete Out DO1.
x Speed trim with external raise and lower switches. Tunable rates.
x External setting of analog speed reference input or an external analog base
load reference.
x Multiple dynamics options—
single dynamics setting
selection of 2 sets of dynamics switched with Circuit Breaker Aux input
5 slope gain settings
error window gain ratio
x Start fuel limiter / Manifold Air Pressure limiter / Torque Limiter / Idle Fuel
limiter
x Programmable Analog Output
x Programmable Discrete Outputs
x Programmable Discrete Inputs
References
The following publications contain additional product or installation information on
Load Sharing and Speed Controls, and related components. They can be
ordered from any Woodward office.
Manual Title
25070 Electric Governor Installation Guide
25195 Governing Fundamentals
82510 Magnetic Pickups and Proximity Switches for Electric Governors
82715 Guide for Handling and Protection of Electronic Controls, Printed
Circuit Boards, and Modules
Product
Spec Title
03404 2301E Digital 2301 Control
82516 EG-3P/3PC Actuator
82575 EGB-1P/2P Governor/Actuator
Woodward 3
Figure 1-1a. 2301E Outline Drawing (Ordinary Locations)
4 Woodward
Figure 1-1b. 2301E Outline Drawing (Hazardous Locations)
Woodward 5
30 1
10 29 MPU SPEED INPUT #2

(1-30 VAC)
28
AMMETERS, ETC
27 1
9 ON SWITCHBOARD 8
26 MPU SPEED INPUT #1 8

(1-30 VAC)
25 7
WARNING
24 1 6
3
23 5
ANALOG INPUT #2 (CONFIGURABLE)
(0-5 VDC, 4-20mA, OR 2.5 VDC)
22 4
2
21 1
20 ANALOG INPUT #1 (CONFIGURABLE) A

( 2.5 VDC)
19
B
18 1
C
17 ANALOG OUTPUT (CONFIGURABLE)
4-20mA
16 DETAIL "A"
15 1 OPTIONAL CURRENT
TRANSFORMER CONNECTION
14 B
ACTUATOR ACTUATOR OUTPUT
0-20mA OR 0-200mA
13 A
12 1
11
LOAD SHARE
10 AMMETERS, ETC
ON SWITCHBOARD 8
9
2
8
7
3 WARNING 2
6
5
2
4
3
90-240 VAC
45-66 HZ TO VOLTMETER, ETC
POTENTIAL 2 ON SWITCHBOARD
VOLTAGE
1
5
MAIN
BUS
A
4
GENERATOR B
4
C
6 CIRCUIT
4 BREAKER
Figure 1-2a. 2301E Control Wiring Diagram (sheet 1)
6 Woodward
SERIAL I/0
54 CAN HIGH
(9-DF)
53 CAN SHIELD
10 1
52 CAN LOW 6
2 RX
51 CAN GND 7
RS-232 PORT
3 TX
8
4
9
50 CHASSIS GROUND
5 COM
49 INPUT POWER
(18-40VDC, 0.59 AMP MAX)
48
47 9 DO-4
46 9 DO-3
DISCRETE OUTPUT 1
45 9 DO-2 RT+ 6
2 T+
44 9 DO-1 R- 7
RS-422 PORT 3 R+
43 +12/24VDC T- 8
RELAY DRIVER POWER
INPUT 4
42 (0.8 AMP MAX) RT- 9
5 GND
41 DI-H
40 DI-G
39 DI-F
38 DI-E
DISCRETE INPUTS 7
(APPLY +24V TO ACTIVATE)
37 DI-D
36 DI-C
35 DI-B
34 DI-A
33 COM
JUMPER IF USING INTERNAL
POWER FOR DISCRETE INPUTS
32 24VDC OUTPUT
POWER FOR
DISCRETE INPUTS
31
Figure 1-2b. 2301E Control Wiring Diagram (sheet 2)
Woodward 7
SHIELDED WIRES TO BE TWISTED PAIRS, WITH

1 SHIELD GROUNDED AT CONTROL END ONLY.
2 POINT OF GROUNDING IF REQUIRED BY WIRING CODE.
INTERNAL CURRENT TRANSFORMER BURDEN MUST BE

3 CONNECTED ACROSS POWER SOURCE CURRENT TRANSFORMER
AT ALL TIMES, TO PREVENT LETHAL HIGH VOLTAGES.
POWER SOURCE CURRENT TRANSFORMERS SHOULD BE

4 SIZED TO PRODUCE 5 A SECONDARY CURRENT WITH
MAXIMUM GENERATOR CURRENT. CURRENT TRANSFORMER
BURDEN IS LESS THAN 0.1 VA PER PHASE.
WITH A BALANCED THREE-PHASE LOAD AND UNITY

5 POWER FACTOR, THE CURRENT TRANSFORMERS
SHOULD BE WIRED IN THE CORRECT POTENTIAL LEG
AND MUST BE PHASED AT THE CONTROL AS FOLLOWS:
PHASE A: POTENTIAL TERMINAL 1, WITH RESPECT

TO NEUTRAL, IN PHASE WITH CT
TERMINALS 4 ( ) TO 5.
PHASE B: POTENTIAL TERMINAL 2, WITH RESPECT
PHASE C: POTENTIAL TERMINAL 3, WITH RESPECT

6 FOR OPTIONAL CURRENT TRANSFORMER CONNECTION, SEE DETAIL "A".
7 WARNING: DO NOT USE FOR EMERGENCY SHUTDOWN.
THE PRIME MOVER SHOULD BE EQUIPPED WITH SEPARATE

OVERSPEED, OVERTEMPERATURE OR OVERPRESSURE SHUTDOWN
DEVICE(S) TO PROTECT AGAINST RUNAWAY OR DAMAGE TO THE
PRIME MOVER WITH POSSIBLE PERSONAL INJURY OR LOSS OF LIFE.
8 IF METERS ARE NOT USED, JUMPERS MUST BE

INSTALLED IN PLACE OF METERS SHOWN.
9 INDICATES RELAY COIL OR LAMP, 200 mA MAXIMUM PER CHANNEL.
10 NOT AVAILABLE ON THE 2301E
Figure 1-2c. 2301E Control Wiring Diagram (notes)
8 Woodward
Chapter 2.
Installation
Introduction
This chapter contains general installation instructions for the 2301E control.
Power requirements, environmental precautions, and location considerations are
included to determine the best location for the control. Additional information
includes unpacking instructions, electrical connections, and an installation check-
out procedure.
Due to typical noise levels in engine and turbine environments,

hearing protection should be worn when working on or around the
2301E.
The surface of this product can become hot enough or cold enough
to be a hazard. Use protective gear for product handling in these
circumstances. Temperature ratings are included in the specification
section of this manual.
External fire protection is not provided in the scope of this product. It is

the responsibility of the user to satisfy any applicable requirements for
their system.
Unpacking
Before handling the control, read all of this chapter and “Electrostatic Discharge
Awareness” at the beginning of this manual. Be careful when unpacking the
electronic control. Check the control for signs of damage such as bent or dented
panels, scratches, and loose or broken parts. If any damage is found,
immediately notify the shipper. Do not take the control out of the ESD bag it ships
in until ESD precautions are in place. Keep yourself discharged while handing
the unit outside the ESD bag, at least until it is grounded.
Power Requirements
The 2301E control requires a voltage source of 18 to 36 Vdc, with a current
capacity of at least 600 mA for operating power. If a battery is used for operating
power, an alternator or other battery charging device is necessary to maintain a
stable supply voltage. The battery charging device should be suppressed from
load dump events or the power bus must have central suppression. The 2301E
does not have sufficient capability to withstand all battery load dump events.
To prevent damage to the control, make sure that the alternator or

other battery-charging device is turned off or disconnected before
disconnecting the battery from the control.
Woodward 9
Location Considerations
This product is intended for installation in a “closed electrical operating area” or in
an enclosed industrial control cabinet. Consider these requirements when
selecting the mounting location:
x Adequate ventilation for cooling
x Space for servicing and repair
x Protection from direct exposure to water or to a condensation-prone
environment
x Protection from high-voltage or high-current devices, or devices which
produce electromagnetic interference (segregate the unit and wiring by at
least 15 cm (6 inches).
x Avoidance of vibration
x Selection of a location that will provide an operating ambient air temperature
range of –40 to +70 °C (–40 to +158 °F) at the control
x The control must NOT be mounted on the engine.
Electrical Connections
All inputs and outputs are made through screwless spring-actuated terminal
blocks. Use ESD precautions noted above when installing the wiring to prevent
damage due to ESD.
The spring clamp can be actuated by using a standard 2.5 mm or 3/32 inch flat
bladed screwdriver. The terminal blocks accept wires from 0.08–4 mm²
(27–12 AWG). Two 18 AWG or three 20 AWG wires can be easily installed in
each terminal. Wires for the fixed mounted power terminals should be stripped
5–6 mm (0.22 inch) long.
Do not tin (solder) the wires that terminate at the terminal blocks. The
spring-loaded terminal blocks are designed to flatten stranded wire,
and if those strands are tinned together, the connection loses
surface area and is degraded.
Due to the hazardous location listings associated with this product,

proper wire type and wiring practices are critical to operation.
Do not connect any cable grounds to “instrument ground”, “control

ground”, or any non-earth ground system. Make all required
electrical connections based on the wiring diagrams (Figures
1-2a/b/c).
Cabling and installation wiring can affect the Electromagnetic Compatibility

(EMC) of the device, its ability to operate in an environment without being
interfered with, or interfering with other devices. Often other controls are installed
in the same enclosure, too. To address EMC concerns, it is recommended that
all low-current wires be separated from all high-current wire and similarly for
high-voltage and low-voltage wiring. For example, relay contact wiring and
electric motor drive or ignition system wiring should be at least 30 cm (12 inches)
from any 2301E wiring. And for example, analog inputs/output wiring should be
separated from power wiring by at least 15 cm (6 inches).
10 Woodward
Shields and Grounding

An individual shield termination is provided at the terminal block for each of the
signals requiring shielding. All of the inputs having a shield pin should be wired
using shielded, twisted-pair wiring. The optimum exposed wire length beyond the
shield should be limited to 25 mm (1 inch); however, up to 75 mm (3 inches) may
be used.
Relay outputs, contact inputs, and power supply wiring do not normally require
shielding, but can be shielded if desired. Shields should terminate to chassis and
may be direct or share a shield pin except the AI or CAN shields.
The 2301E is designed for shield termination to earth ground at the control. If
intervening terminal blocks are used in routing a signal, the shield should be
continued through the terminal block. If shield grounding is desired at the
terminal block, it should be ac coupled to earth with a capacitor. All other shield
terminations except at the control (in the field) should be ac coupled to earth
through a capacitor. A 1000 pF, 500 V capacitor is typically sufficient, however
1–10 nF, 500–1500 V may be used or needed, and 1000 pF (1 nF) 1000 V is
recommended. The intent is to provide a low impedance path to earth for the
shield at frequencies of 150 kHz and up. Multiple direct connections of a shield to
earth risk high levels of current to flow within the shield (exception, see note
below on cabinet installations).
Shields can be grounded at both ends (2301E and load) if the cable length is
sufficiently short (i.e., within a cabinet, less than about 10 m straight line between
the ground points) to prevent ground loop current in the shield.
Cabinet Installations: If the 2301E is installed in a cabinet, shielded

I/O can be terminated directly to the cabinet (earth ground) at the
entry/exit of the cabinet, as well as at the control (recommended).
Installation concerns associated with wiring in systems with other

devices are addressed in the electrical connections section.
Figure 2-1. Installation of Wiring into Terminal
LED System Status Indicators

The LED located between terminals 30 and 31 is a two colored LED. The
following provides the functions of the LED status:
x LED Off = Power Off
x LED Green = System On
x LED Solid Red = I/O Lock
x LED Flashing Red = Fault (This indicates a major problem and should be
returned to Woodward for service).
Woodward 11
Setting Speed Range

The Microprocessor inside the 2301E calculates the speed range to be used by
entering the engine/generator synchronous speed and number of gear teeth. This
configured speed sets the hardware-to-software scaling. The rated speed setting is
set in service as the speed reference selected when the Rated switch is closed.
The number of gear teeth is used by the control to convert pulses

from the speed sensing device to engine rpm. To prevent possible
serious injury from an overspeeding engine, make sure the control is
properly programmed to convert the gear-tooth count into engine
rpm. Improper conversion could cause engine overspeed.
The speed range is factory set for 900 Hz, 900 rpm (60 teeth). Refer to
Chapter 4 to change speed range and prevent possible overspeed.
Using the wrong speed range could cause an overspeed with
resulting damage to equipment or personal injury or death.
Potential Transformer Connections (Terminals 1–3)

Connect the potential transformer secondary leads to the following terminals:
Phase A to terminal 1
Phase B to terminal 2
Phase C to terminal 3
The potential transformer secondary line-to-line voltage must produce 90 to 120 Vac or
200 to 240 Vac. The PT and CT input connections are not needed if using a DSLC for
load sharing or load control. Refer to the plant wiring diagram, Figure 1-2.
Current Transformer Connections (Terminals 4–9)

The standard method of connecting the current transformers is shown in the
plant wiring diagram, Figure 1-2. An alternate method is the open delta
connection shown in the insert in the plant wiring diagram.
Real Power Load Calculation

The control uses the equation Power = 3 * V * I * P.F. where V = Voltage, I =
current, and P.F. = Power Factor. In the 2301E, the PT Voltage part of the
equation is deemed to be constant. Therefore if the Voltage on the system
changes, the calculated Power will change a small amount.
Load Share Lines (Terminals 10–12)

The Load Share Lines provide an analog communication path between
compatible controls. The 2301E provides an internal relay for connecting the
Load Share Signal to the internal circuitry at the appropriate times. When the
internal relay is closed, a green LED will illuminate between terminals 9 and 10.
Because the load-sharing-line relay is contained in the control, no relay is
required between the control and the load-sharing-line bus.
12 Woodward
Do not touch Load Share pins without discharging ESD to physical

earth first and making sure the control’s PE terminal is connected to
physical earth before wiring.
The load share signals have 4 kV ESD withstand when the control is
not grounded rather than 8 kV or more on other pins. (Load Share
Lines have at least 7 kV withstand when the control is grounded.)
Greater than 4 kV ESD events are uncommon in the typical

installation environment, but may happen.
Use shielded cable and connect the load-sharing lines directly to terminals 10(+)
and 11(–). Connect the shield to terminal 12(chassis). When all controls in the
system are of the 2301E, 2301D or 2301A types, the shields may be connected
continuously between controls. When load sharing with different controls, do not
connect the shields at the point where connections are made to the load-sharing-
line bus or if needed, connect only through a capacitor. The droop contact for
selecting droop or isochronous operation is wired in series with the circuit-
breaker auxiliary contact between terminal 37 (configurable) and terminal 31 (see
CB Aux/Droop contact).
When running a single unit on an infinite bus with an external load control device,
terminals 37 (configurable) and 40 must be connected to terminal 31 to connect
the Load Matching Circuit to the load-sharing lines. The load-sharing lines must
be wired to the external load control device. The circuit-breaker auxiliary contact
will then be connected to this device and not to the 2301E.
Power Supply (Terminals 48–50)

Run the power leads directly from the power source to the control, connecting the
negative lead to terminal 49, and the positive lead to terminal 48. Pin 50 is
provided as an optional Physical Earth (PE) wire landing point in addition to the
PE Ground stud, in case the particular installation requires a PE wire to be run
with dc power. Either both grounds must be connected or just the PE stud
connected to the cabinet/chassis, as Physical Earth though a 30 cm long by
13 mm wide (12 inches long, ½ inch wide) or shorter flat hollow braid or
comparable surface area wire, the ratio of copper surface to length may be used
to provide shorter smaller grounding wires.
When power is applied, the 2301E begins performing internal memory tests to
‘boot-up’ the processor, which takes approximately 2 seconds to complete. The
CPU Status LED between terminals 30 and 31 remains on during this boot-up.
The control will remain in I/O lock and will not control the prime mover until the
boot-up is complete. For systems requiring fast start functions, it will be
necessary to continuously power the 2301E.
DO NOT attempt to start the prime mover while the CPU Status LED
is RED.
DO NOT apply power to the control at this time. Applying power
before a control is completely connected may damage the control.
Woodward 13
The 18–36 Vdc input power must be supplied from a power

supply/battery charger certified to IEC standard with SELV (Safety
Extra Low Voltage) classified output. The installer should properly
size wiring and fusing for the input power and PT/CT circuits.
Discrete Inputs (Terminals 34–41)

Discrete inputs are the switch or contact input commands to the 2301E control.
They interact in such a way as to allow engine control and power management
under a variety of conditions. The user has the capability to change the logic of
the discrete inputs through the software interface. For example the user can now
change the logic of the Run / Stop discrete input from Close to Run and Open to
Stop to Close to Stop and Open to Run. All of the discrete inputs have this
capability. (Note double pole configuration below for critical I/O going between
points physically > 30 m in length apart.)
The following example is using the default logic for the discrete inputs. Positive
Voltage is supplied to the discrete input terminal when an input switch or relay
contact closes. This will cause the input state for that discrete input to be “TRUE”
(displayed as “CLOSED”). The input terminal will be open circuited when the
input switch or relay contact opens. This will cause the input state for that
discrete input to be “FALSE” (displayed as “OPEN”). When the input switch or
relay contact is closed, the voltage supplying the discrete inputs should be
present from the appropriate discrete input (terminal 34, 35, 36, 37, 38, 39, 40, or
41) to terminal 33 (common). Terminal 33 is the common return path for all of the
discrete input channels. A lower voltage indicates that the switch contacts have
too high a resistance when closed and should be replaced. These terminals must
be isolated from ground.
In systems that provide an external low voltage source to power the 2301E
control, the discrete inputs may be powered by this external low voltage. The
voltage source used must be capable of supplying 100 mA at a voltage level of
18 to 36 Vdc. Connect the external low voltage source negative to terminal 33(–).
Connect the external low voltage source positive to the appropriate input switch
or relay contact and connect the mated switch or relay contact to the
corresponding discrete input terminal on the 2301E control.
In systems where the external low voltage dc power is not appropriate, the
discrete inputs may be powered by the internal 24 Vdc Discrete Input Power
source at terminal 31 and 32. This source is capable of supplying 100 mA at a
voltage level of 24 Vdc. Connect the internal 24 Vdc voltage source positive from
terminal 31 to the appropriate input switch or relay contact, and connect the
mated switch or relay contact to the corresponding discrete input terminal on the
2301E control. Assure that a connection exists between terminal 32 and terminal
33 when using the internal Discrete Input Power. Do not power other devices
with the internal discrete input power source, and assure that the switch or relay
contacts used are isolated from any other circuit or system. The internally
provided contact wetting voltage may not be used for anything other than DI
Contact wetting; it is dedicated to this function.
Discrete inputs with cable lengths where the end points are
physically greater than 30 meters apart and which are used for
critical functions, such as emergency stop, should not be floated in
either an on or off state. These inputs should be switched to either
+24 Vdc or ground, never floated or tied to reference with a resistor.
14 Woodward
The discrete inputs are capable through software programming to

change the logic or state of the input. Please verify the state of your
input before starting the engine.
Close to Run or Minimum Fuel (Terminal 34)

(Discrete Input A)
The external contact used to activate the Close to Run command connects to
terminal 34. This discrete input changes the control operation by immediately
decreasing the fuel demand to zero. When the switch or relay contacts are
closed, the control is allowed to control the fuel in an attempt to control the
speed/load of the prime mover. When the switch or relay contacts are open, the
Minimum Fuel Function will immediately pull the fuel demand to zero.
Do NOT use the minimum fuel contact as part of any emergency stop
sequence.
Discrete Inputs B, C, D (Terminals 35, 36, 37)

Discrete Inputs B, C and D (terminals 35, 36, and 37) are configurable for the
following functions:
x Not used
x Failed speed override
x Reset
x Select 2nd dynamics
x Shutdown external
x Idle/rated switch
x Generator Breaker (52G) Isoch / Droop
x Derate KW Load Reference
x 50/60 Hertz Operation
The Factory default settings are as follows:

x Discrete input B (terminal 35) is configured for 2 Reset.
x Discrete input C (terminal 36) is configured for 6 Idle/Rated switch.
x Discrete input D (terminal 37) is configured for 7 Generator Breaker
droop/Isochronous.
If none of functions are used, the Discrete Input should be set to Not Used.
Woodward 15
Failed Speed Override

A contact to override the failed speed signal circuit can be installed in series with
the discrete input configured for the Failed Speed Override and the dc power to
the discrete inputs. When the contact is open, the control operates normally,
turning the control output off in the event of a loss of speed signal. Closing the
contact overrides the failed speed signal circuit as may be required for start-up.
Prior to start-up of the prime mover, the speed signal is non-existent. On prime
movers with cranking motors, the cranking speed is usually sufficient to provide a
speed signal, so an override contact is not needed for starting. On some
systems, the Failed Speed Signal Override contact must be closed in order to
allow the actuator to open and provide fuel for starting. If a failed speed signal
override contact is used, it should be of the momentary type to ensure that the
failed speed sensor shutdown circuit is enabled after start-up. The logic function
of this input can be modified to be normally open or normally closed.
Reset
One of the three configurable discrete contacts can be configured as a reset. The
reset can be used to reset alarms or shutdowns.
The reset is the same as the “software reset” Reset shutdown in the Service
menu C**SHUTDOWNS** or Reset alarms in menu D**ALARMS**.
An automatic reset is given to clear any alarm or shutdown when the engine
clears the MPU Failsafe speed, typically 5% of rated speed. If the alarm or
shutdown still exists, the engine will shut down again.
After a shutdown has occurred (for example an overspeed or an MPU failure)

you can only reset the control when the engine speed is zero.
The logic function of this input can be modified to be normally open or normally
closed.
Select 2nd Dynamics

One of the three configurable discrete contacts can be configured as Select 2nd
dynamics. In menu I**DYNAMICS #2** the parameter enable dynamics 2 w/CB
should be configured at TRUE to enable the 2nd dynamics. This contact can be
connected to a clutch-feedback or when a different operating mode of the engine
is used to activate the 2nd dynamics, when a separate set of PID settings are
necessary. The logic function of this input can be modified to be normally open or
normally closed.
Shutdown External
One of the three configurable discrete contacts can be configured as External
shutdown. When the contact is open, the control operates normally, Closing the
contact will STOP the engine. This contact can be used as a Emergency
shutdown. When the contact is opened again a reset should be given before the
engine can be started again. The reset can be given by a reset input if
configured, or the Run/Stop Fuel contact 34 should be toggled. The logic function
of this input can be modified to be normally open or normally closed.
16 Woodward
Idle / Rated Speed

The external contact used to activate the Rated Speed command connects to
terminal 36 (default). This discrete input changes the control operation by
increasing the speed reference to RATED SPEED and decreasing the speed
reference to IDLE SPEED. When the switch or relay contacts are closed, the
speed reference will ramp for a time set by the Accel Time to the rated speed
control point. When the switch or relay contacts are open, the speed reference
will ramp for a time set by the Decel Time to the idle speed control point. The Idle
Speed function is disabled by internal logic when the generator breaker is closed.
The Rated Speed input should be left closed when the generator breaker is
closed. If the application does not require an idle speed setting, the Rated Speed
input can be left closed at all times. This can be done by connecting it directly to
the positive Discrete Input Power source. The logic function of this input can be
modified to be normally open or normally closed.
Idle/Rated Software Switch

An optional automatic Idle to Rated switch is also available. When the engine is
started it will control at the idle speed setpoint, after a tunable delay time the
speed reference will ramp to the rated speed setpoint. This switch is enabled in
Configure menu A**Speed Control Functions** parameter 11 ENABLE AUTO
IDLE/RATED (set to TRUE). In Service menu G**Speed Setting** parameter 12
DELAY TIME IDLE TO RATED can be adjusted to set the delay time before
rated is selected.
CB Aux/Droop Contact
The input switch or relay contact used to activate the Load Control connects to
terminal 37 (default). This discrete input is used to switch the control into
isochronous mode, which allows the Load Control Function to operate. It is
typically connected to an auxiliary contact on the generator circuit breaker. When
the breaker closes, the input switch or relay contact should also close. When the
external switch or relay contacts are open, the control will operate in Droop
Mode. A switch in series with the auxiliary contact on the generator circuit
breaker will allow manually selecting Droop Mode or Base Load/Isochronous
Mode. Open this switch for Droop Mode. Close this switch for Base
Load/Isochronous Modes.
When both the droop contact and circuit-breaker auxiliary contact are closed, the
control is in the isochronous load-sharing mode (Figure 2-2). In this mode the
internal load-sharing-line relay is energized, the droop signal is disabled
permitting isochronous load sharing, and the load-matching circuit is connected
to the load-sharing lines. The Generator Load contact at terminal 40 must be
closed for isochronous load sharing, otherwise the generator load will be
controlled at the unload trip level, and the internal relay will not energize to allow
load sharing. The logic function of this input can be modified to be normally open
or normally closed.
The control is in the droop mode whenever the circuit-breaker

auxiliary contact is open. If a single prime mover is required to run
isochronously with an isolated load, enter Load Droop Percent = 0.0
when making *LOAD SETTING * adjustments.
Woodward 17
Figure 2-2. Droop Contact and Circuit Breaker Auxiliary Contact
Droop or Baseload operation is required when the generator is paralleled with an

infinite bus or utility grid without a Generator Loading Control, Process Control,
Automatic Power Transfer and Load Control, Import/Export Control, or other load
controlling accessory, or when paralleled with incompatible governors (all
Woodward analog electric load-sharing systems are compatible). When running
a single unit on an infinite bus with a Generator Loading Control or Import/ Export
Control, terminal 37 must be activated to connect the Load Matching Circuit to
the load-sharing lines. The load-sharing lines must be wired to the Generator
Loading Control or Import/Export Control. The circuit-breaker auxiliary contact
will then be connected to the Generator Loading Control or Import/Export Control
and not to the 2301E Load Sharing And Speed Control.
This discrete input is used to change the control operation by selecting a second
set of dynamic terms to be used when the input is closed. This command is
normally used when the closed loop path needs two independent sets of
dynamics. The dual dynamics control function is enabled by the Service menu
item ENABLE DYNAMICS 2 W/CB.
The 2301E has a droop tracking feature which allows the control to constantly
monitor the system load. If the unit is in isochronous mode, and the unit is
switched to the droop mode, the unit will maintain the current load level and also
maintain the current engine speed (rpm). Once in the droop mode, if load
changes, then speed / frequency will also change.
Derate KW Load Reference

This input switch or relay contact is used to switch the Rated Load setting from
one value to another value. This feature can be used on applications where two
different gases are used on the engine with different BTU contents. One type of
gas can carry more load than the other type.
18 Woodward
Raise Speed/Load Contact (Terminal 38)

(Discrete Input E)
The input switch or relay contact used to activate the Raise Speed/Load
command connects to terminal 38 (Discrete Input E). This discrete input changes
the control operation by increasing the speed reference ramp when the CB Aux
input is open, and by increasing the base load reference when in base load
mode. The speed reference ramp can increase only to a software adjusted
RAISE SPEED limit. The base load reference ramp can increase only to a
software adjusted BASE LOAD MAXIMUM limit. Both ramps increase at software
adjusted rates. De-selecting the Rated Speed command (described above) takes
command control away from the Raise Speed/Load input and effectively disables
the command.
With the contacts open (discrete input in the “FALSE” state), the control will stop
raising the speed or base load reference. Maintained simultaneous closure of this
Raise Speed/Load contact along with the Lower Speed/Load contact enables the
Remote Reference Input. The logic function of this input can be modified to be
normally open or normally closed.
Lower Speed/Load Contact (Terminal 39)

(Discrete Input F)
The input switch or relay contact used to activate the Lower Speed/Load
command connects to terminal 39 (Discrete Input F). This discrete input changes
the control operation by decreasing the speed reference ramp when the CB Aux
input is open, and by decreasing the base load reference when in base load
mode. The speed reference ramp can decrease only to a software adjusted
LOWER SPEED limit. The base load reference ramp can decrease only to a
software adjusted BASE LOAD MINIMUM limit. Both ramps decrease at a
software adjusted rate. De-selecting the Rated Speed command (described
above) takes command control away from Lower Speed/Load input and
effectively disables the command.
With the contacts open (discrete input in the “FALSE” state), the control will stop
lowering the speed or base load reference. Maintained simultaneous closure of
this Lower Speed/Load contact along with the Raise Speed/Load contact enables
the Remote Reference Input. The logic function of this input can be modified to
be normally open or normally closed.
Remote Speed Setting (Both Raise and Lower

Contacts; Terminals 38 and 39)
(Discrete Inputs E & F)
Close both the Raise Speed/Load discrete input (terminal 38) and the Lower
Speed/Load (terminal 39) to put the control into the remote speed setting input
mode. Analog input number one or number two must be set to *2, Remote Speed
Set Point. When the control is in remote droop or isochronous mode the Remote
Speed setpoint moves the Speed Ramp to the same value as the Remote Speed
setpoint. Other permissives for Remote Speed Reference are: Rated Speed =
TRUE, Engine Running = TRUE, and NOT in Baseload mode.
Woodward 19
Load Generator (Terminal 40)

(Discrete Input G)
The input switch or relay contact used to activate the Load Generator command
connects to terminal 40. This discrete input will cause the Load Control Function
to ramp to a distinct mode of operation. If the state of the input is “TRUE”, the
Load Control Function will increase or decrease in order to achieve either
Isochronous Load Sharing or Base Load operation. If the state of the input is
“FALSE” (input switch or relay contact open), the Load Control Function will
increase or decrease in order to achieve the Unload trip level. The CB Aux/Droop
Contact discrete input must be “TRUE” for the Load Generator input to affect the
control. Note: When using the 2301E in a single engine, emergency standby
application, this input must be “True”. The logic function of this input can be
modified to be normally open or normally closed.
Base Load (Terminal 41)

(Discrete Input H)
The input switch or relay contact used to activate the Base Load command
connects to terminal 41. This discrete input will cause the Load Control Function
to operate in Base Load. In this mode of operation the governor will control the
load on the generator. The utility (main) bus or an isochronous generator set
must control the bus frequency while in Base Load operation. With the state of
this input “TRUE”, isochronous load sharing with other units is disabled. With the
state of this contact “FALSE”, isochronous load sharing with other units can
occur. The CB Aux/Droop Contact discrete input must be “TRUE” for the Base
Load input to affect the control. The logic function of this input can be modified to
be normally open or normally closed.
Actuator Output (Terminals 13–15)

The actuator wires connect to terminals 13(+) and 14(–). Use shielded wires with
the shield connected to terminal 15 (chassis). Do not connect the shield to the
actuator or any other point. The shield must have continuity the entire distance to
the actuator, and must be insulated from all other conducting surfaces. Refer to
the manuals listed in the “References” table for additional information on actuator
installation.
The current range to the actuator output is configured in software for a

0–200 mA, 4-20 mA, 0–20 mA or Pulse Width Modulation (PWM) type of
actuators. When the Actuator selection is set to PWM, the output is physically
switched to Discrete Output #1 on terminal 44 (See the Relay Driver Output
section for wiring details). The software configuration also allows for selection of
Forward or Reverse acting actuator.
Analog Inputs (Terminals 19–24)

Both Analog Inputs can be configured for several different functions depending
on the application needs. No connection is required to this input if this function is
not needed by the application, set the function to 1 (not used).
20 Woodward
The 2301E control is designed to receive either 4–20 mA, ±2.5 Vdc, or 1–5 Vdc,
representing a minimum Remote Speed/Load setpoint to a maximum Remote
Speed/Load setpoint. Separate software minimum and maximum settings are
provided for remote speed (rpm), remote load (kW) and MAP Limit.
1. Not Used
2. Remote Speed Set Point
When the control is in remote droop or isochronous mode the Remote
Speed setpoint moves the Speed Ramp to the same value as the Remote
Speed setpoint,
3. Baseload Set Point
When the control is in Remote Base Load mode the Remote Load set point
moves the Load Ramp to the same value as the Remote Load set point.
4. Sync Input (-2.5 to +2.5 Vdc)—Default setting is 0.7 %/V.
This can be used for a Speed and Phase Matching (SPM) synchronizer
(optional equipment). The Analog Input is configured in the software to
accept a ± 2.5 V signal from a synchronizer. Connect the SPM synchronizer
wires to the Analog Input. Use shielded wire, and connect the shield to
terminal 21 for analog input #1 or to terminal 24 for analog input #2. Make
sure the shield has continuity the entire distance to the SPM synchronizer,
but do not connect the shield to the synchronizer. The shield must be
insulated from all other conducting surfaces.
5. Auxiliary Input (-2.5 to +2.5 Vdc)—Default setting is 3.0 %/V.
The Auxiliary input will bias the speed reference directly from an external
device, such as a Woodward Digital Synchronizer and Load Control (DSLC)
or other power management device. The PT and CT inputs are not required
on the 2301E when using another power management device for load
control or load sharing.
6. MAP Limiter Input
The MAP limiter input limits the amount of fuel using the settings in Service
MENU M**Fuel limiters 2/2**.
7. External Load Sensor Input
This can be used if the load of the generator already has an external load
sensor or watt transducer connected to it.
The input signal must be an isolated high-quality signal representing the Remote
Speed/Load setpoint/MAP limit. The Remote Speed/Load setpoint could be an
operator-adjusted potentiometer, a computer-generated setting, etc.
If a pressure transducer is used to give a Limit to the MAP limiter input, make
sure that the pressure sensor is supplied with the same voltage source as the
2301E control. This is to prevent isolation problems.
When the control is configured as auxiliary input for operation with a DSLC or
DSLC 2 or easYgen control, the input is automatically set to accept the ±2.5 Vdc
output of the DSLC or DSLC 2 control.
Use a shielded twisted-pair cable to connect the Remote Speed/Load set

point/Map limit current transmitter. An input impedance of 250 ohm is present
when the 2301E is configured for a current input. For a voltage input option, the
input impedance will be greater than 10 M ohm. This input is not isolated from
the other control inputs and outputs, and an isolation device must be installed if
the transmitter output is not isolated.
Woodward 21
Analog Input #1 (Terminals 19-20)

The function for this input is default for #4, Sync Input with the hardware type
fixed at ±2.5 Vdc.
Selects the function for the analog input:

1 = NOT USED
2 = REMOTE SPEED SETPOINT
3 = BASELOAD SETPOINT
4 = SYNC INPUT (default)
5 = AUXILIARY SPEED SETPOINT
6 = MANIFOLD AIR PRESSURE LIMITER INPUT
7 = EXTERNAL LOAD SENSOR
Sets what type of input will be used:

1 = 4–20 mA
2 = 1–5 Volt
3 = ±2.5 Volt
If Analog Input #1 is used, wire with a shielded cable and connect the appropriate
analog lines directly to terminals 19 (+) and 20 (–). Connect the shield to terminal
21 (chassis).
Do NOT configure Analog Inputs #1 and #2 for the same function.
Analog Input #2 (Terminals 22-23)

The function of this input is default for #3, Baseload Setpoint with the hardware
type set for 4–20 mA.

1 = NOT USED
3 = BASELOAD SETPOINT (default)
4 = SYNC INPUT
Sets what type of input will be used:

1 = 4–20 mA
2 = 1–5 Volt
3 = ±2.5 Volt
If Analog Input #2 is used, wire with a shielded cable and connect the appropriate
analog lines directly to terminals 22 (+) and 23 (–). Connect the shield to terminal
24 (chassis).
Do NOT configure the Analog Inputs #1 and #2 for the same function.
22 Woodward
Speed Sensor (Terminals 25-26)

Connect a speed-sensing device, such as a magnetic pickup, to terminals 25 and
26 using shielded wire. Connect the shield to terminal 27 (chassis), making sure
the shield has continuity the entire distance to the speed sensor, and that the
shield is insulated from all other conducting surfaces.
This input is limited to a frequency range of 100–24 950 Hz and a voltage range
of 1.7–35 Vac. (The MPU voltage at the 2301E must be above 2.7 Vac in case of
a signal above 13 000 Hz.)
With proper MPU, gear size and MPU-to-gear clearance, speed measurement
should be capable down to 100 Hz. Check the speed sensor for visible damage.
Standard MPU clearance is recommended to be between 0.25 and 1.0 mm
(0.010 and 0.040 inch) at the closest point. Make sure that the gear has less than
0.5 mm (0.020 inch) diametric run out. See manual 82510, Magnetic Pickups and
Proximity Switches for Electronic Governors.
Relay Driver Outputs (Terminals 42, 43, & 44–48)

The 2301E contains four discrete output driver channels. The discrete outputs
are low-side drivers with a maximum output current of 200 mA. The discrete
output drivers are not isolated from each other, and are powered by an external
+12 Vdc or +24 Vdc source connected at terminals 42(+) and 43(–). The Relay
Driver Output pins are: #1(44), #2(43), #3(46), and #4(47). The relay driver
section is isolated from the internal power supplies of the 2301E control, but all
drivers share a single common. The outputs can be configured for the next
parameters:
x Relay driver #1 can be used as a PWM actuator driver or a relay driver
depending on the selection of the Actuator Output in the Configure menu.
o When configured as a PWM, power wiring configuration is dictated.
x Shutdown indication—The discrete output will activate when a Shutdown is
sensed.
x Alarm—The discrete output will activate when an Alarm is sensed.
x Elec overspeed trip test—The discrete output will activate if the engine
speed exceeds the overspeed setpoint. The discrete output will de-activate
when the engine speed drops below the overspeed setpoint.
x Start fuel limiter in control —The discrete output will activate if the Start Fuel
limiter is in control of the fuel demand. The discrete output will de-activate
when something else is in control of the fuel demand.
x Speed PID in control—The discrete output will activate when Speed is in
control of the fuel demand. The discrete output will de-activate when
something else is in control of the fuel demand.
x Circuit Breaker open—The discrete output will toggle True then False for the
Breaker Open Time, when the load falls below the Unload Trip level, or if the
load is at minimum for 5 seconds.
x Overload contact—The discrete output is only active if a Manifold Air
Pressure (MAP) input is used. The discrete output will activate if the fuel
demand reaches maximum.
x Level switch—If one of the discrete outputs is selected for a level switch
then one of the following can be set up to act as a switch, with on and off
values: Speed, Speed setpoint, Start limiter, Fuel Demand, Generator Load.
x CPU Failure—If the control fails, this selection will de-activate a discrete
output.
x In Remote Speed Control—If the control is enabled for Remote Speed
control function, this discrete output will activate.
Woodward 23
Power wiring for using the PWM output function is required to be local and
dedicated, only located on the engine skid or relatively close to the control and
PWM load. The power connected to control 48(+) and 49(–) terminals must also
be used for the relay driver external Vdc source connected at terminals 42(+) and
43(–). In addition, the PWM load device power must also be from the same
source as the power connected to control terminals 48(+) and 49(–-).
The PWM functionality is limited to use on skid applications. When

PWM drivers are used, the 2301E must be located on the same power
bus as the driven circuitry. The 2301E and the device being driven
need to be co-located on the same engine. In addition, the Power bus
input for the 2301E must be used to power the DO signals.
4–20 mA Output (Terminals 16–17)

The analog output can be configured several different ways depending on the
application needs. The output current is 4 to 20 mA. This current signal is
supplied via shielded wires to terminals 16(+) and 17(–). The shield is connected
to terminal 18 (chassis). Note that these terminals must be isolated from ground.
The Output can be software configured to one of several control parameters.
These parameters include:
x Engine Speed
x Engine Speed Reference
x Fuel Demand
x Generator Output
x System Load Percent
x Synchronizer Input
x Analog Input #2
x Speed Setting Bias Signal
x Base Load Reference
x Misfire RPM per Sec2
The Analog Output is factory set for 4 to 20 mA, representing the engine speed.
Default range is 0 to 100%. Software settings must be changed if an output of 0
to 20 mA is needed. Use shielded twisted-pair wires. For electrically isolated
devices such as 4 to 20 mA analog meters, the shield should be grounded at the
control end of the cable. For input to other devices, use the recommendation of
the device manufacturer.
Communication Ports
The control’s two serial communication ports are used to configure and service
the unit. These ports are on a common return and are isolated ports.
The RS-232 serial communication service port communicates using either the
2301E Toolkit Service Tool or the Control Assistant software. Refer to Figure 2-3
for plant wiring information.
The RS-422 serial communication port communicates using a Modbus RTU

protocol, functioning as a Modbus Slave device, via a RS-422 driver. The 2301E
can be fully operated and many values monitored via Modbus communications.
Alternatively Modbus communications can be used to interface with a PLC or
plant DCS. Refer to Figure 2-4 for plant wiring information.
24 Woodward
The communication ports must be connected with an approved

jacketed serial communication cable. The connector must be
secured to the 2301E to prevent contact with other circuits.
RS-232
See Figure 2-3 for cable connection.
RXD TXD
TXD RXD
2301E
50
Figure 2-3. RS-232 Pin assignments for Serial Communication Cable
RS-422
See Figure 2-4 for termination and cable connection example.
Figure 2-4. Typical RS-422 Communications Connections
Woodward 25
Termination
For RS-422, termination should be located at the receiver when one or more
transmitters are connected to a single receiver. When a single transmitter is
connected to one or more receiver, termination should be at the receiver farthest
from the transmitter. Figure 2-5 is an example.
Figure 2-5. RS-422 Terminator Locations
Grounding and Shielding

The RS-422 specifications state that a common/RS-422 ground wire is needed if
there is no other ground path between units. The RS-422 on the 2301E is
isolated, so there is no other path for common other than wiring to the pin.
The preferred method for common wiring is to include a separate wire in the
cable that connects the circuit grounds at each port together with a dedicated
wire inside the cable shield.
If the total cabling is > 30 m (typical), the preferred shield connection is to

connect the shield to earth ground (chassis) at one point (most critical port),
using a capacitor to terminate the shield at the remaining ports. If the total
cabling is < 30 m, connect the shield directly to the earth ground at each port.
The alternate, less robust, way to connect shield and common is to connect all
circuit grounds/commons at each port to the shield instead of a separate wire,
and then connect the shield to earth ground at one point (most critical port), using
a capacitor to terminate the shield at the remaining ports.
If there are non-isolated nodes on the party line, connect the shield to earth
ground at a non-isolated node, not at an isolated node. Figures 2-6 and 2-7
illustrate these cabling approaches.
Non-isolated nodes may not have a signal ground available. If signal

ground is not available, use the alternate wiring scheme in Figure 2-7
with the signal ground connection removed on those nodes only.
26 Woodward
Figure 2-6. Preferred Multipoint Wiring Using Shielded Twisted-pair Cable with a
Separate Signal Ground Wire
The SG (signal ground) connection is not required if signal ground is

unavailable.
Figure 2-7. Alternate Multipoint Wiring Using Shielded Twisted-pair Cable without
a Separate Signal Ground Wire
Woodward 27
Installation Check-out Procedure

With the installation completed as described in this section, perform the following
check-out procedure before beginning the start-up adjustments in Chapter 5.
Visual Inspection
1. Check the linkage between the actuator and the prime mover for looseness
or binding. Refer to the appropriate actuator manual and to manual 25070,
Electric Governor Installation Guide, for additional information on the linkage.
The actuator lever should be near but not at the minimum position
when the fuel or steam rack is at the minimum position. If the
actuator lever gets to its minimum position before completely
shutting off fuel or steam, the control may not be able to shut down
the prime mover, causing damage to equipment or injury or death.
2. Check for correct wiring in accordance with the plant wiring diagram, Figure
1-2.
3. Check for broken terminals and loose terminal screws.
4. Check the speed sensor for visible damage. Check the clearance of the
magnetic pickup between the gear and the sensor, and adjust if necessary.
Clearance should be between 0.25 and 1.0 mm (0.010 and 0.040 inch) at the
closest point. Make sure the gear has less than 0.5 mm (0.020 inch)
diametric run-out. See manual 82510, Magnetic Pickups and Proximity
Switches for Electric Governors.
28 Woodward
Chapter 3.
Description of Operation
Introduction
An unsafe condition could occur with improper use of these software

tools. Only trained personnel should have access to these tools.
This chapter provides an overview of the features and operation of the 2301E
Load Sharing and Speed Control.
The 2301E Load Sharing and Speed Control uses a 32 bit microprocessor for all
control functions. All control adjustments are made with an external computer
that communicates with the control via a serial port. The external computer can
be disconnected from the control during normal operation, to provide security
against tampering.
The speed and load sharing section of these 2301E models monitors and
controls two functions:
Speed
The speed control section keeps the prime mover at the correct speed.
Load Control
The load control section manages the prime mover load based on the load
control mode:
x During parallel operation of two or more generators, the load sharing section
senses the load carried by its generator and causes the loads of all
generators in the system to be shared proportionally.
x During parallel operation of two or more generator or a generator paralleled
against an infinite bus the control may be operated in Baseload mode.
x During parallel operation of two or more generator or a generator paralleled
against an infinite bus the control may be operated in Droop mode
Speed Control
The Speed Control system as shown in Figure 3-1 consists of:
x A device (1) to sense the speed of the prime mover
x A frequency sensor to software converter (2)
x A speed reference [software] (3) to which the prime mover speed can be
compared
x A speed summer/amplifier [software] (4) with an output [software to
hardware] proportional to the amount of fuel or steam required to maintain
the desired speed at any given load
x An actuator (5) to position the fuel or steam mechanism of the prime mover
A speed-sensing device, such as a magnetic pickup, senses the speed of the

prime mover, and converts it to an ac signal with a frequency proportional to
prime mover speed. The frequency-to-software receives the ac signal from the
speed sensor and changes it to a digital number representing prime mover rpm.
Woodward 29
Figure 3-1. Speed Control System
The digital control compares the numeric output of the speed sensor to the
numeric number of the speed reference at the summing junction. If the speed is
lower or higher than the reference, a response calculated by the PID
(Proportional-Integral-Derivative control) is sent to the actuator driver calling for
an increase or decrease in actuator current.
The actuator responds to the signal from the actuator driver by repositioning the
fuel or steam rack, changing the speed of the prime mover until the speed signal
and the reference are equal.
A failed speed signal circuit monitors the speed signal input. When no signal is
detected, it calls for minimum fuel. The minimum fuel signal is sufficient to cause
the actuator to go to the minimum position if not restricted. However, due to
linkage adjustment or other restrictions in the external system, minimum actuator
position may not permit prime mover shutdown.
For controls with actuator current of 20 to 160 mA, minimum fuel is defined as:
x Actuator current less than 10 mA for forward-acting controls
x Actuator current greater than 180 mA for reverse-acting controls
A contact to override the failed speed signal circuit can be connected in series
with one of the programmable discrete input terminals, programmed for this
function. Temporarily closing the contact overrides the failed speed signal circuit
as may be required for start-up.
Control Dynamics
RESET, GAIN, and ACTUATOR COMPENSATION adjust the control to
accommodate various types of prime mover systems. RESET adjustment affects
prime mover reaction time when recovering after a sudden load change. The
magnitude of the speed change resulting from a sudden change in load is
controlled by adjusting the GAIN. ACTUATOR COMPENSATION compensates
for the time the actuator and prime mover fuel system takes to react to signals
from the control. Idle Proportional Gain and Rated Proportional Gain are used to
stabilize the engine at idle speed and rated speed settings.
30 Woodward
Constant dynamics refers to dynamics parameters that will remain constant as
entered and do not vary with engine speed. Dynamics may be configured to vary
with load by using the 5-Gain mapped dynamics. Constant dynamics are useful
for fuel systems and processes that tend to be equally stable throughout the
prime movers speed and load range. Variable dynamics vary gain by the ratio of
actual engine speed to rated speed. The 5 point Gain mapped dynamics is a two-
dimensional curve with five breakpoints that vary gain as a function of fuel
demand or kW. The 5 point Gain mapped dynamics compensate for non-linear
fuel systems and are useful for engines or processes whose dynamics change in
a non-linear manner with load.
The control can automatically switch between two gain settings, based on engine
speed error, to provide improved transient load performance. Speed error is the
difference between the speed reference and engine speed. The control
automatically increases gain by an adjustable ratio when a speed error
exceeding an adjustable window occurs (See Figure 3-2). During steady-state
constant-load operation, the control uses the base gain setting. This base gain is
adjusted by the user to a value which prevents the control from responding to
minor speed fluctuations inherent with reciprocating engines. This feature
essentially eliminates harmful jiggle of the actuator and fuel system linkage.
When the speed error exceeds an adjustable window width (e.g., during a load
transient), the control automatically increases gain by an adjustable ratio. This
increased gain produces a faster fuel response and quickly restores engine
speed at the speed reference. The base gain is restored once the control senses
a return to steady-state operation. This feature is available for all gain choices.
Furthermore, this feature is active when paralleled to a utility grid. Although
actual engine speed does not change, the speed reference is changed when
corrective bias signals are applied by load sharing or droop during load
transients. Large corrective bias signals will produce a large speed error to
automatically increase gain.
The control also provides a second complete set of dynamic adjustments which are
selected when the CB Aux discrete input is activated. Two sets of dynamics are
useful where engine operating conditions change, such as in electrical power
generation systems where the unit operation changes when in parallel with a bus.
Minimum Fuel Function

The Minimum Fuel Function brings the fuel demand to zero. This occurs when
the Close to Run discrete input goes FALSE. It also occurs if the speed sensor
input has failed when the Close MPU Fail Override B input is FALSE. The Close
to Run command is the preferred means for a normal shutdown of the engine.
The logic function of this input can be set for normally open or normally closed.
The Close to Run discrete input is not intended for use as the sole
means of shutdown in any emergency stop sequence. To prevent
possible serious injury and engine damage from an over-speeding
engine, do NOT use the Close to Run discrete input as the sole
means of shutdown in any emergency stop sequence.
Woodward 31
Maximum Fuel Function

The Maximum Fuel Function is a software-adjustable maximum fuel limit on the
fuel demand. It is used to set a maximum position of the actuator. This is
generally used to prevent engine overloading or other situations where the
maximum fuel delivered to the engine should be limited. The function can be
disabled by adjusting the Max Fuel Limit to 100%. The maximum fuel limiter is
disabled in systems configured for reverse acting actuator.
Start Limit Function

The Start Limit Function provides a limit to the fuel demand which prevents over-
fuel conditions during starting of the engine (Figure 3-2). During start-up, when
engine speed exceeds the MPU fail speed, the Start Limit Function is
momentarily triggered to immediately limit the fuel demand to a software-
adjustable start fuel limit. The start ramp begins increasing the fuel demand at a
software-adjustable rate shortly after the start fuel limit is triggered. The rate can
be set at zero to eliminate the ramp function. When engine speed reaches 95%
of the speed reference, and the PID is in control of the fuel demand for 1 second,
the Start Limit Function will immediately increase to a maximum value of 100%.
When engine speed decreases below 5% of rated speed from a shutdown, the
Start Fuel Limit Function is disabled and re-armed for trigger during the next
start. The start fuel limit function also works on reverse-acting systems. The
function can be disabled by adjusting the Start Fuel Limit to a value of 100.
Figure 3-2. Start Limit Function
Torque Limiter
The Torque Limit Curve (TLC) sets the limit fuel demand based on the engine
speed input. This fuel limit prevents over-fueling which limits torque for up to
three speed breakpoints. The input breakpoints units are in rpm. The fuel limits
are in percent fuel demand. Fuel demand is generally set slightly above the fuel
required to carry the allowable load for each specific breakpoint rpm. A setting
that is too low can degrade transient load performance. The torque limiter is set
in Service menu L**Fuel Limiters1/2**.
32 Woodward
Manifold Air Pressure Limiter

The Manifold Air Pressure (MAP) Limiter sets the fuel limit based on the air
pressure in the engine manifold. This fuel limit prevents over-fueling when air
pressure is low. A five breakpoint pressure curve is available. Setting up this
limiter will also prevent excessive smoke. The fuel limits are in percent fuel
demand.
An overload switch can be used to indicate that the engine is near the maximum
manifold air pressure limit. Setting up the MAP limiter see service menu M**Fuel
Limiters 2/2**.
Speed/Load Reference and Ramps

The 2301E control provides local control with discrete inputs for raising and
lowering speed/load. For remote speed/load setting, the control provides a
remote reference analog input. Input functions are enabled as follows:
x Local Speed/Load Reference Raise/Lower discrete inputs control the speed
ramp inputs when the CB Aux input is open.
x Remote Speed/Load Reference setting is enabled when the Raise
Speed/Load and Lower Speed/Load contacts are both closed, the Rated
contact is closed, and Remote Reference input is selected as Speed
Reference setting or as Baseload reference setting.
Speed Reference and Ramp Functions

This section describes the operation of the speed reference and ramp functions
and their relation to each other. Read this section carefully to be sure your
sequencing provides the proper operating modes.
The control provides start, idle, lower limit, raise limit, and rated set points, accel
and decel times, and raise and lower rates, for local operation. Accel time
determines the time required for the engine to ramp from start to idle speed and
from idle to rated speed. Decel time determines the time required for the engine
to ramp from rated speed to idle speed. Raise and lower rates determine how
fast speed is increased or decreased by raise and lower discrete input
commands.
The Start Speed can be enabled for applications which require this function (e.g.,
spark gas reciprocating engines).The start speed set point provides a speed
reference above cranking speed but below the speed achieved with the start fuel
limit setting (light-off speed). This function is configurable. The default has this
function disabled. When configured TRUE, the start reference is selected by
control power-up, engine not running, or engine cranking. The Start reference is
the speed reference until the engine starts. After the engine speed exceeds the
start speed set point the speed will accelerate by a controlled ramp to the
reference selected by the Idle/Rated contact input. This may not be the desired
mode of operation, so be sure to understand the implications of operating the
control in this manner.
Woodward 33
The idle speed set point is provided for engine warm-up or cool-down cycles. Idle
speed may be set equal to or less than the rated speed set point. Idle is
independent of the lower limit set point and may be set at a lower speed. The idle
speed set point is selected when the Rated contact is open, if the start reference
is removed either by configuration or engine speed above start speed. Closing
the Rated contact ramps the speed set point from idle to rated, if the start
reference is removed.
Closing either the raise or lower contacts while ramping from idle to rated results
in immediate cancellation of the idle to rated ramp, and the ramp will stop at that
point. After acceleration to rated speed is completed, the raise and lower
commands increase and decrease engine speed based on the raise and lower
rate settings. The raise and lower commands will not increase the speed
reference above the raise limit or below the lower limit. The raise and lower
commands can be used as speed trim inputs for manual synchronization. Or if
the system uses droop operation for paralleling, the raise and lower inputs will be
load setting inputs.
If remote speed setting operation is configured and enabled after the engine
reaches rated speed, the control will ramp speed to the reference value set by
the Remote Reference input at the Remote Reference increase or decrease time
settings. The Remote Reference range is selectable and can be configured for
one of two operating ranges: from 4 to 20 mA or 1 to 5 V. The minimum input
value (4 mA or 1 V) Remote Reference set point may be set to a lower or higher
speed than the high input (20 mA or 5 V) set point, providing for either direct or
reverse-acting remote speed setting.
If the Remote Speed Reference input is configured and enabled when the
Idle/Rated contact is closed or during the idle to rated ramp, the speed reference
will ramp to the Remote Reference input value at the remote reference increase
or decrease rate settings. This may not be the desired mode of operation, so be
sure to understand the implications of operating the control in this manner.
If a difference is detected between the present speed reference and the remote
reference rpm value, the present speed reference is ramped up or down at the
increase or decrease rate until the present speed reference matches the remote
speed reference rpm value. The remote reference will not increase/decrease the
speed reference above the maximum input value or below the minimum input
value. (see Figure 3-3).
Figure 3-3. Remote Speed Reference
34 Woodward
Speed Bias and Synchronizer Summing

There are three functions that can change the speed reference from the set point
that was determined in the above paragraphs:
x Synchronizer bias input
x Load bias input
x Auxiliary bias input
The synchronizer input is used to match the prime movers speed and generator
phase with bus that it is being paralleled to. Analog input #1 at terminals 19, 20,
and 21 is used as the synchronizer input. The sensitivity of the synchronizer can
be adjusted.
The load bias is the signal from the load control function that will bias the speed
reference to increase or decrease the speed or generator load. When the
generator is paralleled to other units, a change in speed reference bias will result
in a change in generator load, in an isolated generator the load bias will give a
change in speed (droop).
The third speed bias can occur when the control is configured for Analog input #2
to come from an auxiliary load control device. This external control will affect the
speed reference as required depending on its load control mode.
Load Reference and Ramp Functions

This section describes the operation of the load reference and ramp functions
and their relation to each other. Droop operating mode has no ramp functions
and is not included here. Isochronous load sharing descriptions apply to two or
more units paralleled on a common isolated bus or by accessory device with the
utility. Baseload descriptions apply to a unit paralleled with the utility or with one
or more units on an isolated bus. Read this section carefully to be sure your
sequencing provides the proper operating modes.
The control provides an unload trip level set point, baseload set point, rated load
set point, loading rate, unloading rate, and fast loading rate. Loading rate
determines the kW per second increase when the load input is closed. Unloading
rate determines the kW per second decrease when the load input is opened
(unload). The 2nd loading rate (usually a fast kW/sec rate) is enabled by the
Enable fast load rate prompt to TRUE in the LOAD SETTING menu, and setting
a system load percent level which will activate the fast load rate. This mode could
be useful in an emergency start situation where the generator set could be
loaded at a fast rate.
When the system load is high, the oncoming generator will load at a fast rate to
assume it share of the load quicker. In the isochronous mode (CB Aux input
closed), closing the load contact ramps the load set point from no-load to the
load sharing setting. Opening the load contact (unload) ramps the load to the
unload trip level setting. At the unload trip level a Circuit Breaker open signal is
issued. Closing the baseload contact ramps the load set point from no-load or the
load sharing setting to the baseload reference. Opening the baseload contact
ramps the load to the load sharing setting.
Woodward 35
When in baseload operation, the baseload reference determines the load on the
generator without regard to other units connected to the same load. When the
generator is carrying less load than the base load reference, the load bias is
positive and the closed loop path increases the fuel to the engine. When the
generator is carrying more load than the base load reference, the load bias is
negative and the closed loop path will decrease the fuel to the engine. As the fuel
to the engine is changed, the load and/or speed will change until the engine
speed exactly matches the biased speed reference. At this steady state base
load condition, the load bias is virtually zero and the biased speed reference,
rated speed reference, and engine speed are virtually equal.
Opening the baseload input contact ramps the generator load from base load
back into isochronous load sharing. However, opening the load input contact
(unload) instead, ramps the generator load from the base load setting to the
unload trip level where a breaker trip signal is issued after a tunable time delay.
In isolated bus applications, a brief speed transient may occur when

the load sharing relay closes following transfer from baseload back
into isochronous load sharing.
It is possible for the control to be in base load control while supplying power to a
load which is isolated from the infinite bus. The capability of the engine generator
must be considered when operating this way. As an example consider two
generators, one capable of providing 1200 kW and one capable of providing 600
kW. If the combined load demand to these generators is 750 kW while the 1200
kW generator is in steady state isochronous load sharing and the 600 kW
generator is in steady state base load with a set point of 250 kW, the 1200 kW
generator will again be carrying 500 kW and the 600 kW generator will again be
carrying 250 kW. However, now as the total load demand increases only the
1200 kW generator will respond to the increase. At a combined load demand of
1450 kW, the 1200 kW generator will carry 1200 kW while the 600 kW generator
in base load will still be carrying 250 kW. If the load demand exceeds 1450 kW,
the steady state frequency of the bus will decrease and the load supplied by
each individual generator will increase.
Soft Loading
The load command discrete input contact controls soft loading. If the load
command discrete input is closed when the breaker (CB AUX) input contact
closes, the generator will soft load to the reference level of the mode selected
(load sharing or base load). If the load command discrete input is open (unload)
when the breaker (CB AUX) closes, the generator will immediately load to the
Unload Trip Level set in the KW Setting menu. When the load command discrete
input is closed, the generator will soft load to the reference level of the mode
selected (load sharing or base load). The ramp rate is adjustable. Soft Unloading
and Open Generator Breaker Relay Output
36 Woodward
If the load command discrete input contact is opened (unload) while the breaker
(CB AUX) input contact is closed, the generator will soft unload from the present
load level to the unload trip level. Once the generator load has reached the
unload trip level or the reference has been there for 5 seconds(tunable), the
Open Gen Breaker relay output will open for 1 second (tunable). The load
command discrete input must be maintained OPEN to complete the unload
sequence.
The Load Command discrete input must be maintained logic to

operate the Soft Loading/Unloading sequence. The input must be
OPEN to complete the Unload sequence and disconnect the
generator. The input must be CLOSED to complete the Load
sequence and operate the generator in Isochronous Load Sharing or
Base Load operating mode.
Base Load Lower Raise

CB AUX Operation of Load Control
Load Gen Spd/Ld Spd/Ld
F X X X X Droop
F X X T F Droop lower load
F X X F T Droop raise load
F X X T T Droop remote load ref
T F T X X Isochronous load sharing
T T T X X Base load
T T T F F Base load ref will ramp to
internal base load reference
T T T F T Base load ref will ramp toward
rated load
T T T T F Base load ref will ramp toward
the unload trip level
T T T T T Base load ref will ramp to value
of remote load set point
T X F X X Base load control at the unload
trip level
T X T-F X X Load will ramp to unload trip
level and open gen breaker
Legend: F=False, T=True, X=Don’t Care
Table 3-1. Description of Discrete Inputs While in Load Control
Droop Function
Load control operations are not functional while in droop. The speed reference
must be changed to increase or decrease the generator load while in droop. The
base load and the load discrete inputs have no effect while operating in the droop
mode. The CB Aux contact switches between load control and droop operation.
The droop function supplies a feedback path to bias the speed reference. The
function of droop is to decrease the speed reference as the load increases. This
is done by negatively biasing the output of the speed reference with the droop
function. The CB Aux discrete input contact is used to switch the droop function
on and off. The droop function can be permanently enabled by leaving the CB
Aux contact discrete input false. A complete discussion of droop operation is
included in the Power System Management Concepts section.
Woodward 37
The 2301E has a droop tracking feature which allows the control to constantly
monitor the system load. If the unit is in isochronous mode, and the unit is
switched to the droop mode, the unit will maintain the current load level and also
maintain the current engine speed (rpm). Once in the droop mode, if load
changes, then speed / frequency will also change.
Power System Management Concepts

This section provides a summary review of droop, isochronous,
droop/isochronous, isochronous load sharing, and base load operating concepts.
These concepts provide an understanding for power management.
Paralleling
There are two basic methods used for paralleling: droop, where speed decreases
with load increase, and isochronous, where speed remains constant with load
increase. The paralleling system shown in Figure 3-4 consists of a load matching
circuit (1), and kW sensor circuitry(2).
Figure 3-4. Paralleling System
An auxiliary contact on the generator breaker connected to the CB Aux discrete

input is used to select isochronous load control operation. A contact in series with
this auxiliary contact may be used to select either the droop or isochronous mode
of operation. When the input to the CB Aux contact is open, the control is in
droop. When the CB Aux contact is closed, the control is in isochronous load
control.
With only one unit on line, the generator picks up the available load and remains
at isochronous speed. If other units are on line and the load command discrete
input is open, the load will immediately load to the Unload Trip Level setting.
When the Load contact connected to terminal 40 is closed the load matching
circuit corrects the fuel output to proportion load.
The Load sensor computes the load carried by each phase of the generator. The
current load on each phase is multiplied by the cosine of the phase difference
between the current and the voltage, and the three phases are added to
determine the total load.
38 Woodward
The output of the load amplifier is adjusted by the load gain set point. By setting
the load gain voltage on each unit to the same level at full load, proportional load
sharing is achieved. Regardless of differences in generator set capacities in the
system, each generator set is loaded to the same percentage of its capacity. A
final adjustment of the individual load gain adjustment will compensate for minor
differences in the generator sets.
When the Baseload contact connected to terminal 41 is closed proportional load

sharing is terminated and the load is ramped either up or down to the baseload
reference setting.
Droop mode allows operation of a generator on an infinite bus or in parallel with

other engine generator units using hydro-mechanical governors. In droop, speed
changes as the load on the generator changes. An increase in load results in a
decrease in speed. The amount of speed change or droop is expressed in
percent (of rated speed) and is set by the load droop set point.
Droop Mode
Droop is a decrease in speed or frequency, proportional to load. That is, as the
load increases, the speed or frequency decreases, as illustrated in Figure 3-5.
This reduction in speed is accomplished with negative feedback. The feedback
increases as the system is loaded.
Figure 3-5. Droop Mode
Droop is expressed as the percentage reduction in speed that occurs when the
generator is fully loaded. With a given droop setting, a generator set will always
produce the same power output at a particular speed or frequency. Droop is
sometimes called the percent speed regulation. If all generator sets in a droop
system have the same droop setting, they will each share load proportionally.
The amount of load will depend on their speed settings. If the system load
changes, the system frequency will also change. A change in speed setting will
then be required to offset the change in feedback and return the system to its
original speed or frequency. In order for each generator set in the system to
maintain the same proportion of the shared load, each generator will require the
same change in speed setting.
Woodward 39
Droop can also be accomplished by using the actuator output current, or Fuel
Demand to predict what the load is. This is called Actuator Position Droop. This
feature is enabled in the “N** LOAD SETTINGS **” menu. An actuator output at
no load fuel demand percentage, an actuator output at full load fuel demand and
an actuator droop percentage number is required for proper droop operation.
Isochronous Mode
Isochronous means repeating at a single rate or having a fixed frequency or
period. A generator set operating in the isochronous mode will operate at the
same set frequency regardless of the load it is supplying, up to the full load
capability of the generator set (see Figure 3-6). This mode can be used on one
generator set running by itself in an isolated system.
Figure 3-6. Isochronous Mode
The isochronous mode can also be used on a generator set connected in parallel
with other generator sets. Unless the governors are load sharing and speed
controls, however, no more than one of the generator sets operating in parallel
can be in the isochronous mode. If two generator sets operating in the
isochronous mode without load sharing controls are tied together to the same
load, one of the units will try to carry the entire load and the other will shed its
entire load. In order to share load with other units, some additional means must
be used to keep each generator set from either trying to take the entire load or
from motoring.
40 Woodward
Droop/Isochronous Load Sharing on an Isolated Bus

Droop/isochronous load sharing combines the first two modes. All generator sets
in the system except one are operated in the droop mode. The one unit not in
droop is operated in the isochronous mode. It is known as the swing machine. In
this mode, the droop machines will run at the frequency of the isochronous unit.
The droop and speed settings of each droop unit are adjusted so that each
generates a fixed amount of power (see Figure 6-7). The output power of the
swing machine will change to follow changes in the load demand. Maximum load
for this type of system is limited to the combined output of the swing machine and
the total set power of the droop machines. The minimum system load cannot be
allowed to decrease below the output set for the droop machines. If it does, the
system frequency will change, and the swing machine can be motored. The
machine with the highest output capacity should be operated as the swing
machine, so that the system will accept the largest load changes within its
capacity.
Figure 3-7. Droop/Isochronous Load Sharing Figure 3-8. Isochronous Load Sharing
Woodward 41
Isochronous Load Sharing on an Isolated Bus

Isochronous load sharing operates all generator sets in a system in the
isochronous mode. Load sharing is accomplished by adding a load sensor to
each electric isochronous governor. The load sensors are interconnected by the
load sharing lines. Any imbalance in load between units will cause a change to
the regulating circuit in each governor. While each unit continues to run at
isochronous speed, these changes force each machine to supply a proportional
share of power to meet the total load demand on the system (see Figure 3-8).
Base Load on an Isolated Bus

Base Load is a method of setting a base or fixed load on a machine operating in
parallel with an isolated bus. This is accomplished by using an isochronous load
control and providing a reference at which to control the load. The governor will
force the generator output to increase or decrease until the output of the load
sensor is equal to the reference setting. At this point, the system is in balance.
This method can only be used where other generator sets are producing enough
power to meet the changes in load demand. This operating mode is ideal for
either soft loading additional units into an isochronous system, or for de-rating or
unloading a machine.
Base Load
Base Load for a system paralleled to an infinite bus or utility is the same as base
load in an isolated system. The advantage of base loading over droop is that
when separating from a utility, there is no frequency change. Simply removing
the bias signal on breaking from the utility returns the system to isochronous.
Actuator Droop
Droop is dependent on load (this is the measured kW) or on the actuator
position. As already mentioned, droop based on the measured load in kW by the
PTs and CTs (terminals 1 to 9) of the 2301E is used.
With actuator droop the speed reference is decreased when the actuator output
increases. In Menu G**Speed Setting** the minimum and maximum actuator
position settings are adjusted. The droop function is active from this minimum
position (actuator at rated speed, no load) to the maximum actuator position
(actuator at rated speed, full load).
The droop is a percentage of the rated speed. When droop is set at 0 there is no
actuator droop. For example:
Rated speed is set for 900 rpm.
Droop is set for 3%.
Speed reference is at maximum actuator position = 900—27 = 873 rpm.
42 Woodward
Load Pulse / Load Rejection

Load Pulse
The load pulse logic has been tested in August 2002 on a DG-set. Activating the
load pulse logic did not result in significant improvement of load-acceptance.
There was improvement on the load-rejection tests.
The load pulse logic measures how fast the engine load changes in time. When a
large increase in engine load is detected, then the speed reference output is
increased momentarily to compensate for a drop in speed.
Load Rejection
If a large decrease in engine load is detected, the speed reference or actuator
output is decreased momentarily to compensate for a large speed overshoot.
With this logic an overshoot can be reduced or an overspeed can be prevented
when an engine is at 100 % load and is unloaded instantly.
Woodward 43
Chapter 4.
Entering Control Set Points
Introduction
This chapter contains information on control calibration. This can be done with
either the Control Assistant software or the 2301E Toolkit Service Tool.
Because of the variety of installations, plus system and component tolerances,
the 2301E control must be tuned and configured for each system to obtain
optimum performance.
This chapter contains information on how to enter control set points through the
control's menu system using the Control Assistant and the 2301E Toolkit Service
Tool software. See Chapter 5, Initial Control Settings, and Chapter 6,
Alternate Dynamic Adjustments, for prestart-up and start-up settings and
adjustments.
An improperly calibrated control could cause an overspeed or other

damage to the prime mover. To prevent possible serious injury from
an overspeeding prime mover, read this entire procedure before
starting the prime mover.
Control Assistant PC Interface

The connection of a computer is only required for calibration and setup of the
2301E control on a prime mover. The computer and Control Assistant or 2301E
Toolkit Service Tool software is not required, and not necessary, for normal
operation of the prime mover, unless Modbus is being used for monitoring.
Control Assistant is similar to the Servlink / Watch Window used on the 2301D. It
provides a means of shutting down and placing the control in the I/O Lock mode
for Configuration, saving values in the control EEPROM, and resetting the
control. Application tunable values can be uploaded, downloaded, and saved to a
file.
A “WinPanel” provides a window for real-time monitoring and editing of all control
Configure and Service Menu parameters and values. Tunable values can be
adjusted in the WinPanel window. Control Assistant communicates with the
control through an RS-232 cable “null-modem” connection to the communication
port which is configured as a point-to-point only SOS Servlink OPC Server.
44 Woodward
Figure 4-1. Null Modem Cable
Figure 4-1 shows the required connections in the null modem cable. These are
the minimum connections, some purchased null modem cables have more
interconnects, which are not used by the control.
The 2301E default baud rate is 115200, which can be entered in the SOS
Servlink OPC Server window or it will automatically detect the correct baud rate.
Follow these steps to communicate with the control:

Step 1:
Download the Control Assistant software from www.woodward.com/software.
Go to Start \ Programs \ Woodward \ Control Assistant \ Control Assistant. This is

what the window should look like:
Woodward 45
Step 2:
Click on icon shown below:
Step 3:
An OPC connection will appear. Check the radio buttons as shown below and
click on Connect.
46 Woodward
Step 4:
An OPC connection will be made.
Step 5:
When the communication is complete, the window should look as follows:
Step 6:
Minimize the SOS Servlink OPC Server program (don’t close it down).
Woodward 47
Step 7:
Click on the “ ” icon in the Main Window. This will open up a WinPanel
window, with all of the Service and Configure menu header tabs:
Step 8:
The Configure and Service Menu Tabs are located across the top, as seen
below:
48 Woodward
Step 9:
Scroll Arrows can be used to scroll left or right through the menu’s, as seen
below:
Step 10:
This manual will explain each menu header and all of the variable tunables. Start
by going through the Configure Menu headers then the Service Menu headers to
complete the configuration of the control.
Step 11:
Uploading the final settings out of the control and writing them to another control
is accomplished with the Control Assistant software. To accomplish this, connect
to the control and select the “Receive Quick Service / Configure Tunable List”
with this icon . This will upload the settings and allow you to save them on
your computer as a file extension .tc. This also provides a digital copy of the
settings in the control if something were to happen.
To download the settings file, Open Control Assistant software and connect. Put
the control into I/O lock by selecting the Lock I/O icon . This will cause an
I/O lock and could shutdown the engine. BE CAREFUL! Answer Yes to Locking
I/O question. Open the saved .tc settings file. Select the “Send Tunable List (IO
Lock Required) icon . The settings file will be sent to the control.
Woodward 49
Step 12:
To upload the settings file from a 2301D to a 2301E, the same steps are applied.
Not all of the settings from the 2301D are compatible with the 2301E and list will
be generated with the settings that cannot be loaded. That list is shown below:
These items need to be manually loaded. Verify that these are loaded either
using Control Assistant or the 2301E Service Tool.
50 Woodward
Step 13:
The control needs to be re-booted using the “Reset” icon . This show the
Reset Control pop up window:
Read the warnings and put a check mark in the selected box. Select Save
Values first, then Reset.
Listed below is a description of the icons in the Control Assistant software:
Allows for automatic generation of the WinPanel. Click on the Q icon

(Quick Inspector) on the tool bar. A Sheet will automatically be created form each
Service and Configure Header programmed into the control.
To enter the I/O Lock mode and enable a configure value to be entered,
click on the I/O Lock icon on the Tool Bar. Because the values set in Configure
are critical to engine operation, it is not safe to operate the prime mover while
these parameters are being configured. In the Configure mode the control
outputs will be set to their off state, and the microprocessor will stop executing
the application code. The control will have to be Reset to continue operation.
The Reset icon allows the microprocessor to store the configure

parameters, to return the outputs to their active state, and to resume executing
the application software.
Receive Quick Service/Configure Tunable List is selected to capture

Quick Service/Configure tunables, currently in the Control, into a tunable list
window. After receiving the list, a tunable list window is displayed and loaded
with the received tunable list. The tunables are received according to the
selections in the Communications dialog.
Woodward 51
Send Tunable List is selected to send the tunables from the currently
active tunable view window to the Control. The tunables are sent using the
device selected in the Communications dialog. The Communications dialog will
automatically appear if the preferred transfer protocol, OPC, is not selected.
To send a tunable list to a control, the control must be in IO Lock.
Follow these steps to save and reload the variables from the control:
Step 14:
Control Assistant must be opened to upload or save the variables to your
computer. Click on the “Receive Debug Tunable List” icon .

Once the list is downloaded, it will ask you to save the file.
Step 15:
The software will ask you where to save the application settings file. The file
extension is .tc
52 Woodward
Step 16:
To download the saved file (.tc) back into a control, the engine must be
shutdown. Click on the Lock I/O icon. . It will warn you that Locking the I/O
will cause a control shutdown. Are you sure you want to continue. Select Yes to
continue. I will then tell you that a Lock I/O has been issued to the control. The
LED between terminals 30 and 31 will turn red. Select OK.
Step 17:
Open the .tc file that you saved by selecting File \ Open.
Click on the “Send Tunable List” icon . The saved Tunable List will be sent
to the control.
Step 18:
Close the Tunable List file and select the Reset icon . A Reset Control
window will pop up. Read the warnings and select “The warnings above have
been considered” and select Save Values button. The select Reset.
The SOS Servlink OPC Server will then reconnect.
Step 19:
Verify the settings in the control. This is important to make sure that you
downloaded the correct file (.tc), and to make sure that the most critical settings
were loaded.
Woodward 53
2301E Toolkit Service Tool

Another option to connect to the 2301E is the 2301E Service Tool – Toolkit. The
computer and the 2301E ToolKit Service Tool software is not required, and not
necessary, for normal operation of the prime mover.
The 2301E Service Tool contains this manual and by selecting the Help menu,
the manual 26641 can be brought up. This will help in understanding certain
functions while tuning the control.
2301E Toolkit Service Tool communicates with the control through an RS-232
cable “null-modem” connection to the communication port.
Figure 4-1. Null Modem Cable
Figure 4-1 shows the required connections in the null modem cable. These are
the minimum connections, some purchased null modem cables have more
interconnects, which are not used by the control.
Follow these steps to communicate with the control:

Step 1:
Download the 2301E ToolKit Service Tool software and the ToolKit software from
www.woodward.com.
Step 2:
Connect a null modem cable from the computer to the RS-232 port on the
2301E. Some computers do not have serial ports. Therefore you must use a USB
to Serial converter to connect the serial cable. Assure that you have installed the
proper drivers on your computer to support the USB to Serial converter.
Step 3:
Open the ToolKit software and select File \ Open the 8928-1303.wtool Service
Tool.
Click on Connect.
54 Woodward
Select the correct communication port that your serial cable is connected to on
your computer and the baud rate is 115,200 bps.
The Service Tool should connect and should start receiving information data.
If it does not connect; verify the following:

1. That you are using a Null Modem (Cross-over) type cable.
2. That the cable is connected to the correct port on your computer.
3. That the cable is connected to the RS-232 Port on the 2301E.
4. That the Baud Rate is selected for 115,200 BPS.
Under the Details at the bottom of the Service Tool, the first time the Service Tool
is connected, select Device1 under the pull-down menu. This only happens the
first time.
Woodward 55
Step 4:
The left hand side of the each page of the ToolKit shows a “Display Menu”. It is
duplicated on each page of the 2301E Service Tool and looks like this:
56 Woodward
Step 5:
The first page is the “START UP” and displays information showing various
engine functions including: Engine Speed and Speed Reference, Fuel Demand,
Start Fuel Limit Level, Discrete Input and Output status, Fuel Control Mode,
Shutdown / Alarm status, Analog Inputs, and a High Peak Speed value. Here is a
view of the screen:
Step 6:
There are a number of ways to scroll through the different pages. The Navigation
Buttons across the top:
The left right buttons: , or the pull down list:
And the Back to Startup buttons:
Woodward 57
Step 7:
The “Save Values” icon is very important. It assures that when pressed, the
values in the 2301E are permanently saved to memory. Failure to save the
variables, if changed, could result in a loss of changed values and the 2301E will
revert back to defaults!
Once the “Save Values” icon is pushed, you will get this message back:
Step 8:
To start the configuration of the 2301E, go to the “CONFIGURATION” page:
For the first time set-up, these four pages are required to be setup first.
Step 9:
The Configuration page consists of four pages. To start the “Configuration”
process select the “PRESS TO EDIT ALL OF THE CONFIGURATION VALUES”
button:
58 Woodward
Step 10:
This will open up a new page called “Offline Settings Editor” and will read the
settings or variables from the control.
NOTE: Changing and applying and changes on the “Offline Settings Editor”
pages will cause an I/O Lock in the control while sending new variables. This
could cause the engine to shutdown or other adverse conditions. Before
selecting “Apply”, make sure that the engine is secure and shutdown. Please set
and understand each variable carefully, as it could have affect the engines
performance. The pull-down menu will let you view and change four pages of
configuration:
Apply the changes and the changes will be written to the control. Select “Cancel”
to get out of the Configuration Mode.
Step 11:
Once the Configuration is done, select the Service Menu’s button. Select each of
the Service Menu’ and continue through each one until done.
Note: The Service Menu variables can be adjusted while the engine is running!
Please be careful and understand the settings before making an adjustment!
Refer to the manual for an explanation of each variable.
Woodward 59
Step 12:
Select the Generator button (if used on a generator application) and fill out the
Load Settings variables.
Step 13:
Select the EVENT LIST button. The Event List will monitor all Alarms and
Shutdowns and record them as they happen. The Reset or Reset buttons at the
bottom or the “RESET FAULTS” button at the top of the page will send a Reset
pulse to the Alarms or Shutdowns. If the Alarm or Shutdown is still active, the will
stay on the list. Here is a screen shot of the Event List:
60 Woodward
Step 14:
The TUNING page allows the user to adjust the PID (Proportional, Integral, and
Derivative) dynamics to match the 2301E to the engine. This must be done for
proper performance of the engine.
A display of which Dynamics are in use is displayed. This assures the user that
they are tuning on the correct variables:
The LED beside the Dynamics tuning list name shows which set of dynamics are
being used by the PID Controller
To use the 5-Point Gain Dynamics, select the “Single Point Gain Enabled”
button.
To enable the second dynamics with the CB Aux discrete input, check this box:
A trending tool is provided to view the various parameters. The ENABLE BUMP
and BUMP ACTUATOR feature is available to bump the actuator and watch the
transient result. See below:
Woodward 61
Step 15:
After changing any variables using the Service Tool, press the Save Values icon:
This will write the information changed to the memory. If this is not done and
power is lost to the 2301E, the unit will revert back to the default values.
Step 16:
The manual is available from the 2301E by Selecting Help.
Step 17:
An offline settings editor is available by saving the settings file, under Settings /
Save From Device to File. This will allow you to create and edit a .wset file.
62 Woodward
Entering the Configure Mode

The Configure Mode can be accessed from either Control Assistant or the 2301E
Service Tool.
The engine must be shutdown before performing this operation, as the inputs
and outputs of the control all go to zero.
Configure Menu Descriptions

These menu descriptions are listed in the order from Control Assistant.
A**SPEED CONTROL FUNCTIONS**

01 ENTER RATED SPEED (60 HZ) IN RPM dflt = 900 (0, 4000)
Set to the rated synchronous 60 Hertz rpm of the engine/generator. This will
typically be a value from the following table:
Generator 60 Hz 50 Hz
Poles Generator Generator
2 3600 rpm 3000 rpm
4 1800 rpm 1500 rpm
6 1200 rpm 1000 rpm
8 900 rpm 750 rpm
16 450 rpm 375 rpm
Woodward 63
This value is used to set the 2301E speed sensor hardware to software
conversion. The rated speed can be varied in Service for testing. If a rated speed
other than values listed here is entered, the calculated generator frequency
shown in **DISPLAY MENU** may not be correct. It is also use to set the range
of the analog meters used in the 2301E Service Tool ToolKit.
02 ENTER RATED SPEED (50 HZ) in RPM dflt = 750 (0, 4000)
Set to the rated synchronous 50 Hz rpm of the engine/generator (if used). The
2301E has the capability to switch between 60 Hertz operation and 50 Hertz
operation for use with rental generators that require both frequencies. A Discrete
Input can be configured to switch between the 50 and 60 Hertz. Note: The
engine must be stopped to enable the speed to switch between the two
speeds.
03 USE START SPEED dflt = FALSE (TRUE, FALSE)

Set to TRUE to enable a tunable Start Speed Reference. Set to FALSE to
disable the Start Speed Reference. This is typically only used on gas engines to
allow speed control below idle speed and to allow acceleration to the Start Fuel
Limiter without over-fueling.
04 ENABLE 5 SLOPE GAIN MAP dflt = FALSE (TRUE, FALSE)

Set to TRUE to permit the use of a 5-gain curve for setting the control gain as a
function of engine load. If “Use 2nd Dynamics” is also set TRUE, the use of a
second 5-gain curve is activated. These two curves each provide 5 tunable gain
settings at 5 tunable load-dependent breakpoints. If ‘Enable 5 Slope Gain Map’ is
set FALSE only a single gain value is used as the dynamic adjustment.
05 SEL GAIN FUNCTION dflt = 1 (1, 3)

Set this value for the appropriate function:
o Set to “1” to make the slope breakpoints dependent on percent engine fuel
demand (Actuator %). This is the typical value.
o Set to “2” to select the 5-slope gain map load axis to be based on percent
generator load (%).
o Set to 3 for non-generator applications and where the dynamic slope gain
map should be dependent on the engine speed.
06 DISPLAY GAIN FUNCTION (monitor)

This menu item displays the gain value selected in the previous menu: Actuator
%, Load % or Engine Speed.
07 ENABLE IDLE DROOP dflt = FALSE (TRUE, FALSE)

Idle Droop is used when an engine is unloaded quickly or is operated at a very
low idle speed. Idle Droop is based on the controls output current. When the
output actuator current drops below the “Idle Breakpoint” setting or goes to
minimum fuel during rapid deceleration, the Idle Droop will increase the speed
reference to allow the engine to come under control quicker, and reduces speed
undershoot. This is typically used for marine or variable-speed applications.
08 OVERSPEED SETTING (RPM) dflt = 1035.00 (0.00, 4000)

Set this for the maximum speed that the engine will see, typically 115% of rated
speed. The 2301E initiates a shutdown when the engine speed reaches this
level.
09 RST TO RATED AT CB CLOSE dflt = TRUE (TRUE, FALSE)

This value when set to True will reset the speed bias to rated, after the circuit
breaker is closed. If set to False, the speed could have a small error in it due to
the speed bias.
64 Woodward
10 RST TO RATED INSTANT dflt = TRUE (TRUE, FALSE)
This value when set to True will reset the speed bias to rated instantly, after the
circuit breaker is closed. If set to False, the ramp rate to rated is slower.
11 ENABLE AUTO IDLE/RATED dflt = FALSE (TRUE, FALSE)

An automatic idle to rated switch which activates rated after idle is reached and a
certain time has expired. Tunable in service mode.
12 REMOTE SPD LOCK IN LAST dflt = FALSE (TRUE, FALSE)

This value when set to True will lock in the last value of remote speed, if the
analog input drops below or raises above the low threshold for that input type.
The value will also lock if the communications fails, if using Modbus commands.
An alarm will trigger, if activated. A Reset is required to reset the failed input.
When this value is set to False, the speed will ramp down to the Lower Speed
Limit on the event of a failed analog input.
13 REMOTE LOAD LOCK IN LAST dflt = FALSE (TRUE, FALSE)

This value when set to True will lock in the last value of remote load, if the analog
input drops below or raises above the low threshold for that input type. The value
will also lock if the communications fails, if using Modbus commands. An alarm
will trigger, if activated. A Reset is required to reset the failed input. When this
value is set to False, the load will ramp down to the Baseload Minimum setting
on the event of a failed analog input.
14 RESET RATED REF ON SD? dflt = TRUE (TRUE, FALSE)

This value when set to True will instantly reset the speed reference back to the
Rated Speed Reference on an engine shutdown.
B**ENG—GEN CNTRL FUNCTIONS**

01 ENTER NUM OF GEAR TEETH dflt = 60 (8, 500)
This is the number of teeth or holes of the gear or flywheel that the speed sensor
is on. If the gear is on the cam shaft or other drive not turning at the prime mover
speed, the number of teeth needs to be adjusted to compensate. EXAMPLE: If
the gear is rotating at one-half the engine speed enter one-half the number of
actual teeth.
The maximum input frequency that can be measured by the speed

sensing circuit is 25 000 Hz. Therefore to allow for transient
conditions, the (Number of Teeth x Rated rpm) / 60 should be less
than 19 000.
The number of gear teeth is used by the control to convert pulses

from the speed-sensing device to engine rpm. To prevent possible
serious injury from an overspeeding engine, make sure the control is
properly programmed to convert the gear-tooth count into engine
rpm. Improper conversion could cause engine overspeed.
02 SPD SENSE TYPE (1, 3, 4, 5) dflt = 1 (1, 3, 4, 5)
This input determines the speed calculation where:

1. Speed Sensor Function 1 is used for medium and high speed engines. The
speed is sensed once every 1/16th of a full engine revolution and averaged
with the previous 15 samples. There are 16 speed samples in the average.
2. Speed Sensor Functions 2 is not used. Do not use this value!
Woodward 65
3. Speed Sensor Function 3. The speed period is sampled once every
1/SAMPLES of a full engine revolution. The last SAMPLES are averaged to
determine the speed. For example, if SAMPLES = 10, then the speed period
is sampled every 1/10th of an engine revolution. The speed is the average
of the last 10 samples; therefore the speed is the average of the last 10
samples taken during the last engine revolution. The samples are adjusted
by entering the Number of Cylinders in the Configure menu.
4. Speed Sensor Function 4. This function is specifically designed to give
readings at low speeds without the delay associated with other types of
speed sensing blocks. The speed period is sampled on every gear tooth.
The speed is determined from the average of the last 2 gear tooth samples.
Note: Speed Sensor Type 4 should only be used in applications where
the gear tooth frequencies are below 1000 Hz. Higher frequencies may
cause control problems.
5. Speed Sensor Function 5 is specifically designed with an adaptive rotational
speed sensing filter. This filter will give stable speed sensor readings for:
o Low and medium engine speeds. (<1600 MPU frequency)
o Engine torsional frequencies caused by engine firing frequencies, or
various engine loads.
o Noisy MPU signals caused by run-out in the gear, irregular shaped
gear teeth or irregular shaped holes in the flywheel.
Speed Function 5 is also used with the following menu items:

o Configure Menu B**ENG—GEN CNTRL FUNCTIONS** 03 ENTER
NUMB OF CYLINDERS.
o Service Menu X**ADAPTIVE FILTER SET** 01 ADAPTIVE FILTER
ENABLE. (This value works well for most applications)
o Service Menu X**ADAPTIVE FILTER SET** 02 ADAPTIVE FILTER
GAIN. (This value works well for most applications)
03 ENTER NUMB OF CYLINDERS dflt = 8 (1.0, 24.0)
This is the number of cylinders the engine has, and is also the number of speed
samples the control will take during each engine revolution. This is only used with
Speed Sensor Function Type 3.
04 ENTER FAILED SPD SENSE % dflt = 5 (2.0, 50.0)

This should be set to a percentage of rated prime mover speed that will verify a
valid MPU signal exists while the prime mover is starting. (Default is 5% of rated.)
05 MPU ALARM ARM TIME dflt = 10 (0.0, 120.0)

This value is the time delay, in seconds, to wait before latching the MPU failure
alarm and shutdown functions once a valid MPU signal is detected. Opening the
“RUN” contact resets the latch block to prevent MPU failure alarm and shutdown
conditions from occurring with normal stops.
06 ENTER RATED/MAX LOAD (KW) dflt = 500 (10, 30000)

This is the maximum generator load (in kilowatts).
07 2 CYCLE OR 4 CYCLE? dflt = 1 (1, 2)

This value is the number of revolutions per engine cycle. Set this value to 1 for a
two-cycle engine, and 2 for a four-cycle engine.
08 MAX ENGINE SPEED PERCENT dflt = 120 (30, 400)

This value is the maximum speed percentage that engine will run from the rated
speed percentage. This value is typically used for variable speed applications.
EXAMPLE: With this value raised, the engine speed can be controlled from 900
to 3600 rpm.
66 Woodward
C**DISCRETE IN OPTIONS**
01 SEL DI B FUNCTION (1-9) dflt = 3 (1, 9)
Used to select the function for Digital Input #2 (B) terminal 35.
1 Not used
2 Failed speed override
3 Reset (default)
4 Select 2nd dynamics
5 Shutdown external
6 Idle/rated switch
7 Generator Breaker (52G) Isoch
8 Derate KW Load Reference
9 50/60 Hertz Operation
02 DISPLAY DI B FUNCTION (monitor)

Shows the function of input B.
03 SEL DI C FUNCTION (1-9) dflt = 6 (1, 9)

Used to select the function for digital input 3 (C) terminal 36.
1 Not used
3 Reset
5 Shutdown external
6 Idle/rated switch (default)
7 Generator Breaker (52G) Isoch
04 DISPLAY DI C FUNCTION (monitor)

Shows the function of input C.
05 SEL DI D FUNCTION (1-9) dflt = 7 (1, 9)

Used to select the function for digital input 4 (D) terminal 37.
1 Not used
3 Reset
5 Shutdown external
6 Idle/rated switch
7 Generator Breaker (52G) Isoch (default)
06 DISPLAY DI D FUNCTION (monitor)

Shows the function of input D.
07 ENABLE R/L WHEN LS dflt=FALSE (FALSE, TRUE)

Set to TRUE will enable the Raise Speed/Load and Lower Speed/Load discrete
inputs while in isochronous load sharing. Typically this is not used as the control
will balance the loads automatically. This value can be used to adjust the speed
of a generator bus, so that it can be synchronized to a utility bus.
08 RSE/LWR STOP IDL/RTD RMP dflt=TRUE (FALSE, TRUE)

If set TRUE the raise and lower inputs are active during ramping from idle to
rated. During the ramp from idle to rated, if either the Raise or Lower contact is
toggled, the ramp will immediately stop. If set FALSE the raise and lower inputs
are disabled until rated speed has reached.
Woodward 67
D**DISCRETE OUT OPTIONS**

The 2301E has four discrete output driver channels. Terminals 44, 45, 46, and 47
are configurable and can be programmed to perform one of the following
functions. Any of the four relays can also be programmed to function as a level
switch. When programmed as a level switch the relay changes state when the
selected parameter reaches the programmed level (energizes when value is
higher the programmed level). Level Switch set up is in Service Menu
Q**Discrete Out Settings**.
01 IS SHUTDOWN RELAY NC? dflt = TRUE (FALSE, TRUE)

This option sets the logic of the Shutdown Relay. Set to TRUE if the shutdown
relay output is normally closed. Set to FALSE if the shutdown relay output is
normally open.
02 IS ALARM RELAY NC? dflt = TRUE (FALSE, TRUE)

This option sets the logic of the alarm relay. Set to TRUE if the alarm relay output
is normally closed. Set to FALSE if the alarm relay output is normally open.
03 RELAY 1 ENERGIZES (1-12) dflt = 2 (1, 12)

Select one of the following parameters for discrete output at terminal 44.
1 = NOT USED
2 = SHUTDOWN
3 = ALARM
4 = ELEC. OVERSPEED TRIP TEST
5 = START FUEL LIMITER IN CONTROL
6 = SPEED PID IN CONTROL
7 = CIRCUIT BREAKER OPEN COMMAND
8 = OVERLOAD CONTACT
9 = LEVEL SWITCH
10 = CPU FAILURE
11 = FORCE OUTPUTS
12= IN REMOTE SPEED CONTROL
Parameters 11 thru 14 are only applicable for the 2301E with Modbus (see
Chapter 8, Communications):
12 = MODBUS RELAY #1
04 RELAY 1 SELECTED FOR (monitor)

Displays the relay function for terminal 44.

Select one of the following parameters for discrete output at terminal 45 (same
as parameters in 03 RELAY 1 ENERGIZES).



68 Woodward

11 CB OPEN RELAY NORM ENGZD dflt = FALSE (FALSE, TRUE)

When set TRUE sets the circuit breaker open relay to normally closed.
12 CB OPEN ON SHUTDOWN dflt = TRUE (FALSE, TRUE)

When set to TRUE will toggle the discrete output, for one second, if the discrete
output is set for function number 7, CIRCUIT BREAKER OPEN COMMAND and
an internal shutdown is realized. The toggle state is dependent on the state of 11
CB OPEN RELAY NORM ENGZD. When set to FALSE, the discrete output will
do ignore the shutdown.
E**ANALOG INPUT OPTIONS**

01 CONFIGURATION ERROR ? (monitor)
If this value is TRUE, then both analog inputs are configured for the same
function. You must configure both analog inputs different from each other (other
than a 1, Not Used).
02 SEL AI #1 FUNCTION (1-7) dflt = 4 (1, 7)

1 = NOT USED
4 = SYNC INPUT
03 DISPLAY AI #1 FUNCTION (monitor)

Displays the function for analog input #1.
04 SEL AI #1 TYPE (1-3) dflt = 3 (1, 3)

Sets the type of input used:
1 = 4–20 mA
2 = 1–5 Volt
3 = ±2.5 Volt
05 DISPLAY AI #1 TYPE (monitor)

Displays the type of input for analog input #1.
06 USE INPUT #1 FAIL TRIP dflt = FALSE (FALSE, TRUE)

When set TRUE a failure of the input signal gives a major alarm, which
shutdowns the engine. When set FALSE only an alarm is given, and the engine
is not stopped.
Woodward 69
07 SEL AI #2 FUNCTION (1-7) dflt = 3 (1, 7)
1 = NOT USED
4 = SYNC INPUT
08 DISPLAY AI #2 FUNCTION (monitor)

Displays the function for analog input #2.
09 SEL AI #2 TYPE (1-3) dflt = 1 (1, 3)

Sets the type of input used:
1 = 4–20 mA
2 = 1–5 Volt
3 = ±2.5 Volt
10 DISPLAY AI #2 TYPE (monitor)

Displays the type of input for analog input #2.
11 USE INPUT #2 FAIL TRIP dflt = FALSE (FALSE, TRUE)

When set TRUE a failure of the input signal gives a major alarm, which
shutdowns the engine. When set FALSE only an alarm is given, and the engine
is not stopped.
F**ACTUATOR OUT OPTIONS**

01 ACTUATOR OUT TYPE (1-4) dflt = 1 (1, 3)
Selects the current range of the actuator used:
1 = 0-200 mA
2 = 4–20 mA
3 = 0-20 mA
4 = PWM on DO#1 (When #4 is selected, the actuator output is switched to
Discrete Output #1 to drive a Pulse Width Modulated signal into an actuator that
will accept this type of signal. This is a low-current type of driver.
02 DISPLAY ACTUATOR TYPE (monitor)

Displays what current range is set for the actuator.
03 REVERSE ACTING ACTUATOR dflt = FALSE (FALSE, TRUE)

Set to TRUE for reverse-acting actuators and FALSE for forward-acting
actuators. Forward-acting actuators require current increase to increase fuel.
Reverse-acting actuators require current decrease to increase fuel (reverse-
acting actuators should always incorporate a mechanical ballhead backup
governor, such as the Woodward EGB).
04 SD ACT ON INTERNAL SD dflt = TRUE (FALSE, TRUE)

Set to TRUE will cause the fuel demand to go to 0% on any internal shutdown
(Forward acting or reverse acting). Set to FALSE will cause the fuel demand to
go to 100% on any internal shutdown. Menu item 03 REVERSE ACTING
ACTUATOR must be set to TRUE and a mechanical ballhead backup governor
must be present before this function will work.
70 Woodward
05 PWM FREQUENCY dflt = 500.00 300.0, 2000.0)
Sets the Duty Cycle Pulse Width Modulated output frequency of Discrete Output
#1, when 01 ACTUATOR OUT TYPE (1-4) is selected to #4, PWM Output.
06 DUTY CYCLE AT 0% dflt = 90.00 (-10.00, 110.00)

Sets the minimum Duty Cycle output of Discrete Output #1, when 01
ACTUATOR OUT TYPE (1-4) is selected to #4.
07 DUTY CYCLE AT 100% dflt = 90.00 (-10.00, 110.00)

Sets the maximum Duty Cycle output of Discrete Output #1, when 01
08 DUTY CYCLE MIN LIMIT dflt = 10.00 (0.00, 100.00)

Sets the minimum Duty Cycle output limit of Discrete Output #1, when 01
ACTUATOR OUT TYPE (1-4) is selected to #4, PWM Output.
09 DUTY CYCLE MAX LIMIT dflt = 90.00 (0.00, 100.00)

Sets the maximum Duty Cycle output limit of Discrete Output #1, when 01
G**DISCRETE IN ACTION**
01 SEL DI “A” ACTION dflt = FALSE (FALSE, TRUE)
Selects the logic function of the discrete input “A”, terminal 34. When this input is
selected to FALSE, the input will be OFF or De-energized when the contact is
open and ON or Energized when the contact is closed. When this input is
selected to TRUE, the input will be ON or Energized when the contact is open
and OFF or De-energized when the contact is closed.
01 SEL DI “B” ACTION dflt = FALSE (FALSE, TRUE)

Selects the logic function of the discrete input “B”, terminal 35. When this input is
01 SEL DI “C” ACTION dflt = FALSE (FALSE, TRUE)

Selects the logic function of the discrete input “C”, terminal 36. When this input is
01 SEL DI “D” ACTION dflt = FALSE (FALSE, TRUE)

Selects the logic function of the discrete input “D”, terminal 37. When this input is
01 SEL DI “E” ACTION dflt = FALSE (FALSE, TRUE)

Selects the logic function of the discrete input “E”, terminal 38. When this input is
Woodward 71
01 SEL DI “F” ACTION dflt = FALSE (FALSE, TRUE)
Selects the logic function of the discrete input “F”, terminal 39. When this input is
01 SEL DI “G” ACTION dflt = FALSE (FALSE, TRUE)

Selects the logic function of the discrete input “G”, terminal 40. When this input is
01 SEL DI “H” ACTION dflt = FALSE (FALSE, TRUE)

Selects the logic function of the discrete input “H”, terminal 41. When this input is
Exiting the Configure Mode

To exit out of the Configure Mode, click on the “Reset” icon . Make sure to
save the values. The control will then reboot, which takes about 20-30 seconds
Service Menu Descriptions

The service menu’s are meant to monitor and tune the engine, while the engine
is running. Verify all of the service menu’s before starting the engine.
A**DISPLAY MENU**
This is a display group for general monitoring of the engine/generator.
01 ENGINE SPEED (RPM) (monitor)

Displays actual engine rpm.
02 CALC GENERATOR FREQ (Hz) (monitor)

Displays the engine rpm converted to generator output frequency.
03 SPEED REFERENCE (RPM) (monitor)

The speed reference or desired speed.
04 FUEL DEMAND (%) (monitor)

Represents the engine fuel actuator output. 0–100%.
05 SPEED REF BIAS SUM (RPM) (monitor)

Displays the total speed bias into the summing junction.
06 LOAD BIAS (RPM) (monitor)

The speed bias for the load sharing and droop section of the control.
07 SYNC BIAS (RPM) (monitor)

The speed bias from the speed and phase match device input to the control.
72 Woodward
08 BASE LOAD REF (KW) (monitor)
Displays the KW reference value of the baseload mode.
09 GENERATOR OUT (KW) (monitor)

Displays the generator load in kilowatts.
10 LOAD SIGNAL OUT (Vdc) (monitor)

Indicates the generator kW in units of load gain voltage. The value will vary from
0.0 to the value entered in H**LOAD SETTINGS**, LOAD GAIN VOLTAGE when
the generator load varies from 0 to rated KW.
11 FUEL CONTROL MODE: (monitor)

Gives the control loop in control of actuator output. Can be one of the following:
Minimum, Speed, Start Limiter, Maximum, Torque Limiter, MAP Limiter, Idle Fuel
Limiter.
12 LOAD CONTROL PARAMETER: (monitor)

Gives the control mode in control of the engine load. Can be one of the following:
Breaker Open, Unloaded, Load Sharing, Load Ramp, Base Load.
13 ANALOG INPUT #1 = (monitor)

Displays the value of the analog input #1 in milliamps or volts.
14 ANALOG INPUT #2 = (monitor)

Displays the value of the analog input #2 in milliamps or volts.
B**DISPLAY LOAD INFO**

01 LOAD SENSOR INPUT (KW) (monitor)
Displays the generator load in kW.
02 LOAD SENSOR (%) (monitor)

Displays the load in percentage.
03 LOAD SHARING BIAS (RPM) (monitor)

This is the speed bias to the reference from the load sharing.

The generator kW converted to load gain volts.
05 SYSTEM LOAD 0-3(Vdc) (monitor)

The total load voltage of all units on-line.
06 LOAD SHARING BIAS (%) (monitor)

This is the error signal to the speed reference from the load sharing.
07 HIGH PEAK LOAD VALUE (KW) (monitor)

This value is a peak value of how high the received generator load input got to. It
could be used for generator overload detection. It will store the highest generator
load of the generator until the unit is powered down or the 08 RESET HIGH
LOAD PEAK VALUE is reset.
08 RESET HIGH PEAK LOAD VALUE dflt = FALSE (FALSE, TRUE)

This value will reset the 07 HIGH PEAK LOAD VALUE.
Woodward 73
C**SHUTDOWNS**
01 SHUTDOWN STATUS (monitor)
The status shows TRUE when a shutdown is active.
02 FIRST SHUTDOWN (monitor)

This will display a message of possible shutdown conditions:
o NO SHUTDOWNS
o OVERSPEED
o MPU FAIL
o ANALOG INPUT #1 FAIL
o TEST MODE
o EXTERNAL SHUTDOWN
o AI CONFIGURATION ERROR
If the control is in the “Enable Manual Driver Test” mode, the output will display
“TEST MODE” and the control will be in the shutdown mode.
03 OVERSPEED (monitor)
When TRUE indicates an engine overspeed.
04 MPU FAIL (monitor)

When TRUE indicates an MPU failure.
05 ANALOG INPUT #1 FAIL (monitor)

When TRUE indicates a signal input failure.

07 TEST MODE (monitor)

When TRUE indicates that the Test Mode is active.
08 EXTERNAL SHUTDOWN (monitor)

Indicates that an external shutdown is active (one of the digital inputs is
configured for an external shutdown).
09 AI CONFIGURATION ERROR (monitor)

When TRUE, indicates that both analog inputs are configured for the same
function.
10 HIGH PEAK SPEED VALUE (monitor)

This value is a value of the how high the received engine speed input got to. It
could be used for overspeed detection. It will store the highest value speed of the
engine until the unit is powered down or the 12 RESET HIGH SPEED PEAK
VALUE is reset.
11 LOW PEAK SPEED VALUE (monitor)

This value is a value of the how low the received engine speed input got to. It will
store the lowest value speed of the engine until the unit is powered down or the
11 RESET HIGH SPEED PEAK VALUE is reset.
12 RESET SPEED PEAK VALUES dflt = FALSE (FALSE, TRUE)

This value will reset the PEAK SPEED VALUES.
13 MANUAL STOP DATALOG dflt = FALSE (FALSE, TRUE)

This value will stop the datalog from actively storing data. You can now set up a
computer to download the datalog using the 15 PRINT OUT DATALOG.
74 Woodward
14 MANUAL START DATALOG dflt = FALSE (FALSE, TRUE)
This value will reset re-start the datalog after it has been manually stopped.
15 PRINT OUT DATALOG dflt = FALSE (FALSE, TRUE)

This value will print out a Datalog on the RS-422 serial port. The Control
Assistant software is used to collect this data. See Appendix E for a description
on how to perform this function.
16 RESET SHUTDOWNS dflt = FALSE (FALSE, TRUE)

This switch resets the shutdown status.
The engine speed has to be zero before the reset can function.
D**ALARMS**
01 ALARM STATUS (monitor)
The status shows TRUE when an alarm is active.
02 FIRST ALARM (monitor)

This will display a message of possible alarm conditions:
o NO ALARMS
o LOAD SENSOR FAIL
o LOAD SHARE LINE FAIL

Analog Input #1 will indicate a failure if the following conditions exist:
Set for 4–20 mA, 2 mA > value < 22 mA
Set for 1–5 Vdc, 0.001 Vdc > value < 5.5 Vdc
Set for ±2.5 Vdc, –2.73 Vdc > value < 2.73 Vdc

Analog Input #2 will indicate a failure if the following conditions exist:
Set for 4–20 mA, 2 mA > value < 22 mA
Set for 1–5 Vdc, 0.001 Vdc > value < 5.5 Vdc
Set for ±2.5 Vdc, –2.73 Vdc > value < 2.73 Vdc
05 LOAD SENSOR FAIL (monitor)

When TRUE indicates a load sensor failure.
A Load Sensor failure is indicated when the CT current drops below –0.15 mA.
06 LOAD SHARE LINE FAIL (monitor)

When TRUE indicates a load share line failure.
07 RESET ALARMS dflt = FALSE (FALSE, TRUE)

This switch resets the alarm status.
Woodward 75
E**DISPLAY DIGITAL I/O**

This section has no adjustments to set. It is used only for display of OPEN or
CLOSED status of discrete inputs and the ON or OFF status of the discrete
outputs.
01 CLOSE RUN/OPEN SHTDWN A (monitor)

The status of discrete input A.
02 DISCRETE INPUT B (monitor)

The status of discrete input B.
03 DISCRETE INPUT C (monitor)

The status of discrete input C.
04 DISCRETE INPUT D (monitor)

The status of discrete input D.
05 RAISE SPEED/LOAD E (monitor)

The status of discrete input E.
06 LOWER SPEED/LOAD F (monitor)

The status of discrete input F.
07 LOAD GENERATOR G (monitor)

The status of discrete input G.
08 SELECT BASE LOAD H (monitor)

The status of discrete input H.
09 DISCRETE OUTPUT #1 (monitor)

The status of discrete output DO-1.



13 INTERNAL CB AUX RELAY (monitor)

The status of discrete output driving the internal load sharing relay.
F**DISPLAY ANALOG I/O**

This section displays the analog inputs to and the outputs from the control.
01 SPEED SENSOR INPUT (RPM) (monitor)

Displays actual engine speed.
02 LOAD SENSOR INPUT (KW) (monitor)

Displays the generator load in kilowatts.
76 Woodward
03 ANIN #1, INPUT TYPE (monitor)
Displays one of the following to indicate the input range selected for input 1:
4–20 mA
± 2.5 V
1–5 V
04 ANIN #1 (UNITS) (monitor)

Displays the units of the input type above (volts or mA) of the analog Input #1.
05 ANIN #2, INPUT TYPE (monitor)

Displays one of the following to indicate the input range selected for input 2:
4–20 mA
1–5 V
±2.5 V
06 ANIN #2 (UNITS) (monitor)

Displays the units of the input type above (volts or mA) of the analog Input #2.
07 LOAD SHARING LINES (Vdc) (monitor)

Indicates the voltage present at terminals 10 and 11.
08 LOAD SHARING BIAS SIG (%) (monitor)

The error signal to the speed reference from the load sharing and/or droop
circuitry.
09 ACTUATOR CURRENT (mA) (monitor)

The calculated actuator output current in milliamps. This calculation is based on
the percent fuel demand and the actuator type/range selected. External wiring
may affect the accuracy of the actual current.
10 ANALOG OUT 1 (%) (monitor)

The output at terminals 16 and 17. 0% is 4 mA, 100% is 20 mA.
11 LOAD SIGNAL (Vdc) (monitor)

The generator kW converted to load gain volts.
G**SPEED SETTINGS**
Speed settings are the parameters that affect the prime mover speed reference.
01 START SPEED (RPM) dflt = 400.00 (1.00, 2100)

The initial speed reference for the speed control before starting. Start speed must
be set above cranking speed and below the speed achieved with the start fuel
limit setting (light-off speed). A ramp from start speed to idle or rated, whichever
is selected, begins when the engine accelerates to start speed. The ramp time is
the accel ramp time setting, when going to the rated speed setpoint. The ramp
time is the decel ramp time setting, when going to the idle speed setpoint.
02 RAISE SPEED LIMIT (RPM) dflt = 1000.00 (0.00, 4000.00)

The maximum speed reference setting when the raise switch is closed. It is
normally set at the speed at which the engine operates at full load if the Droop
mode is used, or at the high limit of the speed trim function.
Woodward 77
03 LOWER SPEED LIMIT (RPM) dflt = 800.00 (0.00, 4000.00)
The minimum speed reference setting when the lower switch is closed. It is
normally set at the minimum operating speed of the engine, or at the minimum
limit of the speed trim function.
04 IDLE SPEED (60 HZ) (RPM) dflt = 600.00 (0.00, 4000.00)

This is the speed that the speed reference ramp goes to when the close for rated
discrete input is OPEN. It is normally the speed at which the engine is operated
at start-up. It is also used during cool down. The idle speed is limited to 90% of
Rated Speed
05 IDLE SPEED (50 HZ) (RPM) dflt = 450.00 (0.00, 4000.00)

This is the speed that the speed reference ramp goes to when the close for rated
discrete input is OPEN and a Discrete Input is configured for 50/60 Hertz
Operation. It is normally the speed at which the engine is operated at start-up. It
is also used during cool down. The idle speed is limited to 90% of Rated Speed
Idle Speed is limited to a value between synchronous speed entered

in configure and 20% of synchronous speed (a 5 to 1 speed range).
Avoid critical speeds when setting idle speed.
06 ACCEL RAMP TIME (SEC) dflt = 20.00 (1.00, 300.00)

The time required for the control to ramp the engine speed from idle speed to
rated speed. The ramp is started whenever the Idle/Rated contact is closed.
07 DECEL RAMP TIME (SEC) dflt = 20.00 (1.00, 300.00)

The time required for the control to ramp the engine speed from rated speed to
idle speed. The ramp is started whenever the Idle/Rated contact is opened.
Actual engine deceleration may be slower than set by the Decel

Ramp Time setpoint. This occurs when the Decel Ramp Time
setpoint is faster than the amount of time that system inertias allow
the engine to slow down. This condition is indicated by the control
actuator output going to the minimum fuel position.
08 SPEED TRIM INC TIME (SEC) dflt = 30.00 (1.00, 300.00)

This is the time for the speed reference to ramp from the lower speed limit to the
raise speed limit when using the Raise Speed switch input.
09 SPEED TRIM DEC TIME (SEC) dflt = 30.00 (1.00, 300.00)

This is the time for the speed reference to ramp from the raise speed limit to the
lower speed limit when using the Lower Speed switch input.
10 IDLE DROOP BREAKPOINT dflt = 40.00 (0.50, 100.00)

Normally set above the control output obtained when the engine is unloaded and
at low idle. When the output of the control drops below this setting or goes to
minimum fuel during rapid engine deceleration, Idle droop (described below)
raises the speed reference. This brings the engine back under control sooner
and reduces speed undershoot. Typically, Idle Droop is used for marine
applications, or mechanical load applications. Speed undershoot may occur
because the time required for the control to return to the new fuel setting is
dependent on control dynamics and linkage adjustment.
78 Woodward
11 IDLE DROOP (%) dflt = 5.00 (0.00, 100.00)
The percentage is based on the difference between the Idle Speed setpoint and
the Rated Speed setpoint, when it drops below the idle droop breakpoint. To
enable idle droop, the parameter 7 Enable Idle Droop at Configure Menu
A**Speed Control Functions** should be set TRUE.
12 DELAY TIME IDLE TO RATED dflt = 5.00 (0.00, 600.00)

The delay time for the automatic idle to rated switch. The engine will run for this
time at idle speed before it ramps to rated speed. In configure menu A**Speed
Control Functions** parameter 17 Enable Auto Idle/Rated must be set TRUE.
H**Dynamics #1**
Dynamic adjustments are settings that affect the stability and transient
performance of the engine. Two sets of dynamics are provided. To disable the
second set of dynamics go to I**DYNAMICS 2** and set the first prompt (Enable
Dynamics 2 w/CB) to FALSE. The dynamics being used for control are selected
by the CB Aux contact input. The control uses the 1st dynamics when the CB
Aux contact input is open, and it uses the 2nd dynamics when the contact is
closed.
01 IDLE PROP GAIN 1 dflt = 1.00 (0.001, 10.00)

Determines how fast the control responds to an error in engine speed from the
speed-reference setting. The gain is set to provide stable control of the engine at
idle speed. As idle speed is increased from idle speed to rated speed, this value
will change linearly from this value to the Rated Prop Gain value.
02 RATED PROP GAIN 1 dflt = 2.00 (0.001, 100.00)

Determines how fast the control responds to an error in engine speed from the
speed-reference setting. The gain is set to provide stable control of the engine at
rated speed and light or unloaded conditions. The gain value is linear between
the Idle Prop Gain tunable and the Rated Prop Gain tunable.
03 RESET 1 dflt = 1.00 (0.01, 100.00)

Compensates for the lag time of the engine. It adjusts the time required for the
control to return the speed to zero error after a disturbance. Reset is adjusted to
prevent slow hunting and to minimize speed overshoot after a load disturbance.
04 ACTUATOR COMPENSATION 1 dflt = 0.10 (0.01, 100.00)

Compensates for the actuator and fuel system time constant. Increasing
Compensation increases actuator activity and transient performance.
05 WINDOW WIDTH 1 (RPM) dflt = 60.00 (1.00, 200.00)

This is the magnitude (in rpm) of speed error at which the control automatically
switches to fast response. The control uses the absolute value of speed error to
make this switch. The absolute value is the difference between the speed
reference and the speed. A window width that is too narrow results in cycling that
always factors in the gain ratio (see Figure 4-2).
06 GAIN RATIO 1 dflt = 1.00 (1.00, 10.00)

The ratio of the gain setting at steady state to the gain setting during transient
conditions. The gain ratio operates in conjunction with the window width and gain
adjustments by multiplying the gain set point by the gain ratio when the speed
error is greater than the window width. This makes the control dynamics fast
enough to minimize engine-speed overshoot on start-up and to reduce the
magnitude of speed error when loads are changing. This allows a lower gain at
steady state for better stability and reduced steady-state actuator linkage
movement (see Figure 4-2).
Woodward 79
Figure 4-2. Control Gain as a Function of Speed Error
07 GAIN SLOPE dflt = 0.00 (-50.00, 50.00)

Sets the percent output above which the Gain Slope becomes effective. It should
usually be set just above the minimum load output. (See Figure 4-3.)
08 GAIN BREAKPOINT dflt = 20.0 (0.00, 100.00)

Changes Gain as a function of actuator output. Since actuator output is
proportional to engine load, this makes Gain a function of engine load. Gain
Slope operates in conjunction with the Gain Slope Breakpoint adjustment to
increase (or decrease) Gain when percent Actuator Output is greater than the
breakpoint. This compensates for systems having high (or low) gain at low load
levels. This allows the Gain setting to be lower at light or no load for engine
stability, yet provide good control performance under loaded conditions (see
Figure 4-3.)
80 Woodward
Figure 4-3. Control Gain as a Function of Fuel Demand (Load)
09 SPEED FILTER FREQ 1 (HZ) dflt = 12.00 (4.00, 20.00)

Adjusts the cutoff frequency of a low-pass filter used on the engine speed
sensing input (see Figure 4-4). To use this feature set the cutoff frequency below
15.9 Hz. The filter is used to attenuate engine firing frequencies. To calculate the
desired filter cutoff point, use the following formulas:
camshaft frequency = (engine rpm)/60 [for 2-cycle engines]

= (engine rpm)/120 [for 4-cycle engines]
firing frequency = camshaft frequency x number of cylinders
Initially set the filter frequency to the firing frequency.
As the filter frequency is reduced, steady state stability improves but transient
performance may worsen. As the filter frequency is increased, steady state
stability worsens but transient performance may improve.
If the calculated firing frequency is greater that 15.9 Hz, then disable
the filter by setting the filter cutoff frequency at or above 15.9 Hz.
Woodward 81
Figure 4-4. Speed Filter
10 BUMP ACT TRIGGER (T THEN F) dflt = FALSE (FALSE, TRUE)

Allows you to test your dynamics settings by temporarily applying a decreased
fuel demand transient to stimulate a control response. Both the magnitude (Act
Bump Level) and duration (Act Bump Duration) of the transient may be set. The
actuator bump must be enabled in the ACTUATOR BUMP menu. To initiate an
actuator bump, toggle Bump Act to TRUE then back to FALSE while the engine
is operating in a normal steady state loaded or unloaded condition.
Figure 4-5 illustrates prime mover starts with the RAMP TIME set to minimum (no
ramp), step loadings at four different RESET settings, and stable, steady-state
running conditions. These are typical performance curves on a naturally
aspirated (non-turbocharged) diesel engine.
11 PID DYNAMICS IN USE (monitor)

This value will indicate which set of dynamics are in use by the controller. The
choices that are shown here are:
x DYNAMICS #1 – SINGLE POINT GAIN
x DYNAMICS #2 – SINGLE POINT GAIN
x DYNAMICS #1 – 5-POINT GAIN
x DYNAMICS #2 – 5-POINT GAIN
Optimum performance is not necessarily obtained with the GAIN set

to maximum (stable). In some cases, the gain must be reduced
slightly to ensure stability under widely-varying conditions.
Be prepared to change the dynamics settings since the actuator

bump transient may stimulate instability.
BUMP ENABLE must be set TRUE to enable the BUMP ACT function.
See the ACTUATOR BUMP SETUP menu.
82 Woodward
Figure 4-5. Typical Transient Response Curves
Woodward 83
I**Dynamics #2**
The Dynamics 2 control parameters are adjusted the same as Dynamics 1
described above. To enable the use of two sets of dynamics, it is necessary to
set Enable 2nd DYNAMICS w/CB below to TRUE. These parameters are in
control only when the CB Aux contact input is closed or if a discrete input is
configured for Select 2nd Dynamics and this input is closed.
I**Dynamics #2** parameters 04 thru 10 have the same effect on

speed control response as H**Dynamics #1** parameters 01 thru 07
described above.
01 ENABLE DYNAMICS 2 W/CB dflt = FALSE (FALSE, TRUE)
02 DELAY DYN 2 ENABLE (SEC) dflt = 0.00 (0.00, 20.00)

This is the delay time before dynamics #2 are used by the speed control when
the "CB Aux Droop contact" or "Select 2nd Dynamics" input is activated.

This is the delay time before Dynamics #1 are used by the speed control after the
"CB Aux Droop contact" or "Select 2nd Dynamics" input is de-activated.
04 PROP GAIN 2 dflt = 2.00 (0.001, 100.00)
05 RESET 2 dflt = 1.00 (0.01, 100.00)
08 GAIN RATIO 2 dflt = 1.00 (1.00, 10.00)
09 GAIN SLOPE 2 dflt = 0.00 (-50.00, 50.00)
10 GAIN BREAKPOINT 2 dflt = 20.0 (0.00, 100.00)
12 BUMP ACT TRIG (T THEN F) dflt = FALSE (FALSE, TRUE)

x PID USING DYNAMICS 1
x PID USING 5-SLOPE - DYNAMICS 1
84 Woodward
J**Dynamics #1 5 Pt Gain**
This menu and control function is enabled when Configure Menu: A**SPEED
CONTROL FUNCTIONS** parameter 07 ENABLE 5 SLOPE GAIN MAP is TRUE
and provides a 5-point curve as a function of prime mover load for the variable
GAIN set point. The Breakpoint parameter is based on what is set in Configure:
parameter ‘08 SEL GAIN FUNCTION (1,3)’. The prime mover Fuel Demand %
(1) or generator kilowatt % (2) or engine speed (3) is used as the load/rpm axis. It
is useful in applications that have a non-linear fuel valve (such as butterfly
valves). A plot of the fuel system must be determined to properly adjust the gain
of the control to match the gain of the system at all loads. See the Gas Engine
Setup and Control Gain Programming Steps sections below.
01 BREAKPOINT 1A (%LD OR RPM) dflt = 99.60 (0.00, 5000.00)

Set at the min load point no-load fuel demand or 0% KW.
02 GAIN @BREAKPOINT 1A dflt = 2.0 (0.001, 100.00)

The no load GAIN value.
03 BREAKPOINT 1B (%LD OR RPM) dflt = 99.70 (0.01, 5000.00)

The Fuel demand % or KW% at the next load breakpoint.
04 GAIN @BREAKPOINT 1B dflt = 2.0 (0.001, 100.00)

The GAIN value when the load is at breakpoint B.
05 BREAKPOINT 1C (%LD OR RPM) dflt = 99.80 (0.01, 5000.00)

The load % for breakpoint C.
06 GAIN @BREAKPOINT 1C dflt = 2.0 (0.001, 100.00)

This is the GAIN value when the load is at breakpoint C.
07 BREAKPOINT 1D (%LD OR RPM) dflt = 99.90 (0.01, 5000.00)

The load % for breakpoint D.
08 GAIN @BREAKPOINT 1D dflt = 2.0 (0.001, 100.00)

The GAIN value when the load is at breakpoint D.
09 BREAKPOINT 1E (%LD OR RPM) dflt = 100.00 (0.01, 5000.00)

The load % for breakpoint E.
10 GAIN @BREAKPOINT 1E dflt = 2.0 (0.001, 100.00)

The GAIN value when the load is at breakpoint E.
11 RESET 1 dflt = 1.0 (0.01, 100.00)

This compensates for the lag time of the engine. It adjusts the time required for
the control to return the speed to zero error after a disturbance. Reset is adjusted
to prevent slow hunting and to minimize speed overshoot after a load
disturbance.
12 ACT COMPENSATION dflt = 0.10 (0.01, 100.00)

This compensates for the actuator and fuel system time constant. Increasing
compensation increases actuator activity and transient performance.

The magnitude (in rpm) of speed error at which the control automatically
switches to fast response. The control uses the absolute value of speed error to
make this switch. The absolute value is the difference between the speed
reference and the speed. A window width that is too narrow results in cycling that
always factors in the gain ratio (see Figure 4-2).
Woodward 85
14 GAIN RATIO 1 dflt = 1.00 (1.00, 10.00)
The ratio of the gain setting at steady state to the gain setting during transient
conditions. The gain ratio operates in conjunction with the Window Width and
gain adjustments by multiplying the gain set point by the gain ratio when the
speed error is greater than the window width. This makes the control dynamics
fast enough to minimize engine-speed overshoot on start-up and to reduce the
magnitude of speed error when loads are changing. This allows a lower gain at
steady state for better stability and reduced steady-state actuator linkage
movement (see Figure 4-2).

Adjusts the cutoff frequency of a low pass filter used on the engine speed
sensing input (see Figure 4-4). To use this feature set the cutoff frequency below
15.9 Hz. The filter is used to attenuate engine firing frequencies. To calculate the
desired filter cutoff point, use the following formulas:
camshaft frequency = (engine rpm)/60 [for 2-cycle engines]

= (engine rpm)/120 [for 4-cycle engines]
firing frequency = camshaft frequency x number of cylinders
Initially set the filter frequency to the firing frequency.
As the filter frequency is reduced, steady state stability improves but transient
performance may worsen. As the filter frequency is increased, steady state
stability worsens but transient performance may improve.
If the calculated firing frequency is greater than 15.9 Hz, then disable
the filter by setting the filter cutoff frequency at or above 15.9 Hz.

This test allows you to test your dynamics settings by temporarily applying a
decreased fuel demand transient to stimulate a control response. Both the
magnitude (Act Bump Level) and duration (Act Bump Duration) of the transient
may be set. The actuator bump must be enabled in the ACTUATOR BUMP
SETUP menu. To initiate an actuator bump, toggle Bump Act to TRUE then back
to FALSE while the engine is operating in a normal steady state loaded or
unloaded condition.

86 Woodward
K**Dynamics #2 5 Pt Gain**
The Dynamics 2 control parameters are adjusted the same as Dynamics 1
described above. These parameters are in control only when the CB Aux contact
input is closed, or if a discrete input is configured for Select 2nd Dynamics and
this input is closed.
K**Dynamics #2 5 Pt Gain** parameters 04 thru 19 have the same

effect on speed control response as J**Dynamics #2 5 Pt Gain**
parameters 01 thru 16 described above.
01 ENABLE DYNAMICS 2 W/CB dflt = FALSE (FALSE, TRUE)

When TRUE, the second set of dynamics is enabled when the circuit breaker
auxiliary contact or Select 2nd Dynamics contact is closed. When this prompt is
FALSE, only Dynamics 1 with be used to set speed control response.

A delay time, in seconds, that dynamics #1 will continue to be used by the speed
control after the CB contact.

The delay time that dynamics #2 will continue to be used before switching to
dynamics #1.
04 BREAKPOINT 2A (%LD OR RPM) dflt = 99.60 (0.01, 5000.00)
05 GAIN @BREAKPOINT 2A dflt = 2.0 (0.001, 100.00)
06 BREAKPOINT 2B (%LD OR RPM) dflt = 99.70 (0.01, 5000.00)
07 GAIN @BREAKPOINT 2B dflt = 2.0 (0.001, 100.00)
08 BREAKPOINT 2C (%LD OR RPM) dflt = 99.80 (0.01, 5000.00)
09 GAIN @BREAKPOINT 2C dflt = 2.0 (0.001, 100.00)
10 BREAKPOINT 2D (%LD OR RPM) dflt = 99.90 (0.01, 5000.00)
11 GAIN BREAKPOINT 2D dflt = 2.0 (0.001, 100.00)
12 BREAKPOINT 2E (%LD OR RPM) dflt = 100.00 (0.01, 5000.00)
13 GAIN BREAKPOINT 2E dflt = 2.0 (0.001, 100.00)
14 RESET 2 dflt = 1.00 (0.01, 100.00)
17 GAIN RATIO 2 dflt = 1.0 (1.00, 10.00)
Woodward 87
Gas Engine Setup

The butterfly valve or throttle body position of a gas engine is not linear in
comparison to engine power output. In naturally-aspirated (non-turbocharged)
engines, the position of the valve in comparison to engine output appears on a
chart similar to Figure 4-6.
Turbocharged engines distort this curve, particularly as turbo pressure builds to

the point of operating the waste gate. A turbocharged gas engine will likely have
a butterfly position chart similar to Figure 4-7.
Figure 4-6. Non-linear Valve Power Curve
Figure 4-7. Non-linear Valve Power Curve for Turbocharged Engine
88 Woodward
Note that in both charts the valve position falls on a curve. The menu does not
permit the construction of a curve. However, with four slope segments (5
breakpoints) available, a rough approximation of the curve can be created (see
Figure 4-8).
3
PID Gain
2 Series1
0
0 20 40 60 80 100 120
Fuel Demand
Figure 4-8. Linearized Gain Plot
Diesel Engine Setup

Most Diesel engine fuel controls are nearly linear. The dynamics maps may still
be used to accommodate non-linear conditions caused either by the fuel system
or by linkage between the actuator and the rack. For gain settings that are not
used, set the associated breakpoint at 100%.
Control Gain Programming Steps

1. Gain programming is needed whenever the gain of the engine and fuel
system is non-linear. This usually occurs in gas engine applications. A plot of
the fuel system must be determined to properly adjust the gain of the control
to match the gain of the system at all loads.
The plot reflects the actuator output, as seen in A**DISPLAY MENU**,

versus the engine load as load is varied from no load to full load.
To construct a gain plot:

a. Set the Gain A breakpoint for 100%. This ensures that there will not be
any confusion with other settings while plotting the system
characteristics. Only Gain A, Reset, and Actuator Compensation will be
used.
b. Start the engine and obtain good control at no load using Gain A,
Stability, and Actuator Compensation. Record these settings and the
actuator output as displayed in A**DISPLAY MENU**.
Woodward 89
c. Load the engine with as many load points as are practical. At each load
point, Gain A may need to be varied to maintain engine stability. Do not
change Reset or Actuator Compensation after the first setting in step b.
Should it be necessary to change these settings to obtain good control,
repeat all previous steps until only Gain is changed at each load step.
At each load point, record the Fuel Demand % that is displayed in
A**DISPLAY MENU**. Also record the engine load (KW) and Gain A at
each point. If KW percent is selected for the X axis of the curve, the
ratio of KW to Rated KW times 100 will be used as the load percent
value. The actuator bump feature can be used to make small fuel
changes about the load point to verify stability.
The table below aids in collecting the data for the Gain Plot. When
entering the values into the control, the software will not allow
overlapping the breakpoint values (that is, Breakpoint A must be less
than breakpoint B, which must be less than breakpoint C, etc).
Gain settings reflect the sensitivity of the engine load to fuel demand as
shown in Figure 4-8. Flat portions of the engine plot will require
relatively small values of gain, steep portions of the plot will require
larger gain numbers (actuator has to move a lot to pickup small amount
of load).
d. Create a plot of the system by plotting PID GAIN as a function of load.

A typical result is shown in Figure 4-8.
The following table may help in the construction of the plot. Use as
many load steps as possible, it is not necessary to use all 20 points
given below.
Gain (for good Actuator or kW Output or

Load/RPM Point
control) Speed
Load/RPM Point 1
Load/RPM Point 2
Load/RPM Point 3
Load/RPM Point 4
Load/RPM Point 5
Load/RPM Point 6
Load/RPM Point 7
Load/RPM Point 8
Load/RPM Point 9
Load/RPM Point 10
Load/RPM Point 11
Load/RPM Point 12
Load/RPM Point 13
Load/RPM Point 14
Load/RPM Point 15
Load/RPM Point 16
Load/RPM Point 17
Load/RPM Point 18
Load/RPM Point 19
Load/RPM Point 20
2. Set Gain A to the value recorded at point 1b. This should give good control at
no load.
3. Use the plot of the engine to determine the linearity of the fuel system. This
curve should be linearized between inflection points as shown in Figure 4-8.
4. Set the Gain A Breakpoint for the actuator output at or slightly below the load
value at the min load point. Set the GAIN value at breakpoint A.
90 Woodward
5. Set the Gain B Breakpoint at the point slightly above the first inflection point
in the load plot. Gain B should now be adjusted to obtain good control at the
inflection point B. Note: you may already have obtained the correct value in
Step 1c.
Be prepared to change the dynamics settings since the actuator

bump transient may stimulate instability, which could result in an
overspeed condition.
BUMP ENABLE must be set to TRUE to enable the BUMP ACT

function. See the ACTUATOR BUMP menu.
L**FUEL LIMITERS 1/2**

Fuel limiters restrain the fuel demand from the control to the actuator.
01 START FUEL LIMIT (%FD) dflt = 100.00 (15.00, 110.00)

This limits the percent fuel demand when the engine is started. The limit is
usually set at the fuel level required to start the engine. The limiter is disabled
when the engine fuel is controlled by speed (see Figure 4-9). The limiter begins
out of the way at 100% with no speed. Upon speed exceeding the failed speed
sense percent, the START FUEL LIMIT immediately limits the fuel to the start
fuel limit level. The limiter then ramps at START RAMP RATE (%FD/S) until the
speed has reached 95% of reference and the Speed Control PID is in control for
1 second.
Figure 4-9. Start Limit Function
02 START RAMP RATE (%FD/S) dflt = 10.00 (1.00, 180.00)

Establishes the start limiter ramping rate at which the fuel demand increases to
assist starting in colder ambient conditions.
Woodward 91
03 SOFT START FUEL LIMIT ON dflt = FALSE (FALSE, TRUE)
When set TRUE enables a ramp to the start fuel limit. When the engine is started
and MPU is sensed, the fuel demand ramps from zero at the “Start Ramp Rate
(%FD/S), until the start fuel limit is reached. The fuel demand will stop ramping
until the speed reaches 95% of the speed reference, at which time the PID will
take control. This option is usually used with slow speed natural gas engines.
This feature allows the manifold air pressure time to build, while waiting on the
turbo to build enough air pressure.
S O F T S T A R T F U N C T IO N
1 00
MAX
FUEL
LIM IT
START START
FUEL RAMP
LIM IT (% /
SEC)
SPEED T IM E SPEED
G REATER EQ UALS
THEN SPEED
5% O F REFERENCE
RATED
Figure 4-10. Soft Start Fuel Limit Function
04 MAX FUEL LIMIT (%FD) dflt = 100.00 (50.00, 110.00)

Sets the maximum percent fuel demand. Maximum (100%) is based on 200 mA.
This is an electronic rack stop which is active in all modes of operation.
05 ENABLE IDLE LIMITER ? dflt = FALSE (FALSE, TRUE)

Set to TRUE to enable the Idle Fuel Limiter . Set to FALSE to disable the Idle
Fuel Limiter. This option, when enabled, will limit the Fuel Demand at a fixed
value [06 IDLE FUEL LIMITER (%fd)], only while the Idle / Rated contact is in the
Idle position. This feature can be used to limit fuel on natural gas engines, so that
the engine is not flooded on start-up.
06 IDLE FUEL LIMITER (%FD) dflt = 100.00 (0.00, 100.00)

Sets the maximum percent fuel demand when the Idle / Rated Contact is in the
Idle position. Maximum (100%) is based on 200 Ma.
07 ENABLE TORQUE LIMITER ? dflt = FALSE (FALSE, TRUE)

Set to TRUE to enable the TORQ LIMIT CURVE. Set to FALSE to disable the
TORQUE LIMIT CURVE.
08 MIN SPEED TORQUE LIMIT dflt = 300.00 (0.00, 4000.00)

This sets the first breakpoint of the TLC. It should be adjusted to the rpm which
represents the first breakpoint. Typically this is set at minimum speed. The limit
on fuel demand below this point is extrapolated from this point and the SPEED
BRKPOINT TORQ LIM below.
09 TORQUE LIMIT MIN SPEED dflt = 100.00 (0.00, 100.00)

This sets the maximum fuel demand at the minimum speed setpoint.
92 Woodward
10 SPEED 1 TORQUE LIMIT dflt = 800.00 (0.00, 4000.00)
This sets the speed breakpoint 1 of the TLC. It should be adjusted to the rpm
which represents the torque limit breakpoint.
11 TORQUE LIMIT BREAKPOINT 1 dflt = 100.00 (0.00, 100.00)

This sets the fuel demand at the speed breakpoint 1.




16 MAX SPEED TORQUE LIMIT dflt = 1500.00 (0.00, 4000.00)

This sets the maximum speed point of the TLC. It should be adjusted to the
maximum rpm which represents the maximum fuel breakpoint.
17 TORQUE LIMIT MAX SPEED dflt = 100.00 (0.00, 100.00)

This sets the maximum fuel demand at the maximum speed point.
TORQUE LIMITER FUNCTION

TORQUE 100
LIMIT
MAX
SPEED
TORQUE
LIMIT
BREAK
% FUEL POINT
DEMAND
TORQUE
LIMIT
MIN
SPEED
0
MIN SPEED MAX

SPEED BRKPOINT SPEED
TORQUE TORQUE TORQUE
LIMIT LIMIT LIMIT
SPEED
Figure 4-11. Torque Limiter Function
Woodward 93
M**FUEL LIMITERS 2/2**

01 ENABLE MAP LIMITER ? dflt = FALSE (TRUE, FALSE)
When set TRUE the Manifold Air pressure limiter is active.
02 PRESSURE X1 dflt = 6.000 (–1000.00, 1000.00)

This sets the pressure at the first breakpoint. The limit on fuel demand below this
point is extrapolated from this point and the pressure X2 below.
03 MAP LIMIT Y1 dflt = 100.000 (0.00, 100.00)

This sets the maximum fuel demand at the first pressure setpoint.
04 PRESSURE X2 dflt = 8.000 (–1000.00, 1000.00)

This sets the pressure at the second breakpoint.
05 MAP LIMIT Y2 dflt = 100.000 (0.00, 100.00)

This sets the maximum fuel demand at the second pressure setpoint.
06 PRESSURE X3 dflt = 10.000 (–1000.00, 1000.00)

This sets the pressure at the third breakpoint.
07 MAP LIMIT Y3 dflt = 100.000 (0.00, 100.00)

This sets the maximum fuel demand at the third pressure setpoint.
08 PRESSURE X4 dflt = 15.000 (–1000.00, 1000.00)

This sets the pressure at the fourth breakpoint.
09 MAP LIMIT Y4 dflt = 100.000 (0.00, 100.00)

This sets the maximum fuel demand at the fourth pressure setpoint.
10 PRESSURE X5 dflt = 20.000 (–1000.00, 1000.00)

This sets the pressure at the maximum breakpoint.
11 MAP LIMIT Y5 dflt = 100.000 (0.00, 100.00)

This sets the maximum fuel demand at the maximum pressure setpoint.
12 MAP NEAR FUEL LIMIT % dflt = 5.000 (0.00, 10.00)

When the maximum air pressure limit comes within the range of this setting the
overload contact is initiated.
13 MAP DELAY TIME CONTACT dflt = 0.500 ( 0.00, 30.00)

When the maximum air pressure limit is within the near fuel limit range for longer
than this delay time an overload contact is activated.
14 MAP OVERLOAD PULS TIME dflt = 0.500 (0.00, 100.00)

This is the time for the overload contact to be active. In Configure Menu
D**Discrete Out Options** a discrete output can be setup at parameter 8
(Overload Contact).
94 Woodward
MAP LIMITER FUNCTION

100
MAP LIMIT Y3
MAP LIMIT Y4
MAP LIMIT Y5
% FUEL MAP LIMIT Y2

DEMAND
MAP LIMIT Y1
P P P P P
R R R R R
E E E E E
S S S S S
S S S S S
X X X X X
1 2 3 4 5
MANIFOLD AIR PRESSURE
Figure 4-12. MAP Limiter Function
N**LOAD SETTINGS**
The Load Setting section is the set-up of the generator load control parameters.
01 KW LOAD DROOP % dflt = 5.000 (0.00, 12.00)

This is the percentage of rated speed the speed reference will droop when the
generator load (KW) is increased to maximum load. Set to the desired droop
percent.
02 LOAD LEVEL VOLTAGE dflt = 6.000 (0.10, 9.00)

Sets the voltage level of the load. The value of 6.0 is typical for most analog load
sharing schemes.
03 LOAD SHARE GAIN dflt = 1.000 (0.01, 10.00)

Sets the load sharing gain. A too-high gain will result in unstable load sharing
between the units.
04 ENABLE ACT POS DROOP dflt = FALSE (TRUE, FALSE)

This enables the actuator position droop feature. Actuator position droop is a
feature that gives the control a speed droop percentage based on the actuator
position (fuel demand). This feature would be used if the control was not capable
of receiving a PT and CT signal for KW droop, or if for testing purposes.
05 ACT POSITION DROOP % dflt = 0.00 (0.00, 100.00)

The actuator dependant droop percentage setting, for proper droop control set
the below parameters 06 and 07 first. If load (kW) droop is used (GEN PT and
GEN CT are connected) set this parameter to 0.
Woodward 95
06 ACT OUT AT RATED NO LOAD dflt = 20.00 (0.00, 100.00)
The minimum setting where actuator position droop is calculated from. Adjust this
setting at the same reading of the Fuel Demand % when engine is running at
rated rpm but with no load.
07 ACT OUT RATED FULL LOAD dflt = 80.00 (0.00, 100.00)

The maximum setting where actuator position droop is calculated from. Adjust
this setting at the same reading of the Fuel Demand % when engine is running at
rated rpm but with full load.
08 BASE LOAD MINIMUM (KW) dflt = 20.000 (10.00, 30000.00)

The minimum value the base load reference will ramp to when the external lower
switch at terminal 36 is closed.
09 BASE LOAD REFERENCE (KW) dflt = 50.000 (0.00, 30000.00)

Enter the internal Baseload set point. This sets the initial internal set point of the
Baseload Reference Ramp when the Load Control enters Base Load mode.
10 BASE LOAD MAXIMUM (KW) dflt = 110.000 (10.00, 30000.00)

The maximum value the base load reference will ramp to when the external raise
switch at terminal 35 is closed.
11 BASELOAD RAISE TIME (SEC) dflt = 60.000 (1.00, 600.00)

The time for the reference to ramp from baseload minimum to baseload load
maximum values entered above.
12 BASELOAD LOWER TIME (SEC) dflt = 60.000 (1.00, 600.00)

The time for the reference to ramp from baseload maximum to baseload load
minimum values entered above.
13 UNLOAD TRIP LEVEL (KW) dflt = 5.000 (0.00, 30000.00)

Enter the unload trip level set point. This sets the load level that the unit unloads
to following an Unload command. When the Load switch is opened to unload, the
generator unloads to this KW value. The Discrete output 4 will then change state
momentarily to give a breaker open command.
14 LOADING RATE (KW/SEC) dflt = 20.000 (1.00, 600.00)

Enter the loading rate. This sets the rate at which the Load Ramp will increase
for soft loading.
15 UNLOADING RATE (KW/SEC) dflt = 20.000 (1.00, 600.00)

Enter the unloading rate. This sets the rate at which the Load Ramp will
decrease for soft unloading.
16 ENABLE FAST LOAD RATE dflt = FALSE (TRUE, FALSE)

Set to TRUE if the function to activate a faster loading ramp rate than the
LOADING RATE entered above when the system load level is high.
17 FAST RAMP ENABLE LOAD (%) dflt = 80.000 (1.00, 110.00)

When the system load, as measured through the load sharing lines, is
determined to by above this percentage the soft load ramp rate will switch to a
faster rate to allow this oncoming unit to pick up it share of the load faster.
18 FAST RAMP RATE (KW/SEC) dflt = 60.000 (1.00, 600.00)

Enter the loading rate at which the load will increase when the system load is
above the percentage entered above.
96 Woodward
O**ACTUATOR BUMP SETUP**

01 BUMP ENABLED dflt = FALSE (TRUE, FALSE)
Set to TRUE to enable the actuator bump for 60 minutes. Set to FALSE to
disable this function. When this prompt is set FALSE, the Actuator Bump tunable
in the Dynamics sections described above is disabled.
02 ACT BUMP LEVEL (%FD) dflt = 1.000 (0.00, 25.00)

This is the % fuel demand for the desired bump level.
03 ACT BUMP DURATION (SEC) dflt = 0.110 ( 0.08, 2.00)

The desired bump duration in seconds.
04 BUMP ACT TRIGGER (T THEN F) dflt = FALSE ( TRUE, FALSE)

Allows you to test your dynamic settings by temporarily applying a decrease fuel
demand transient to stimulate a control response. To initiate an actuator bump,
toggle Bump Act to TRUE then back to FALSE while the engine is operating in a
normal steady state loaded or unloaded condition.
P**ANALOG INPUTS SETTINGS**

This group of Service settings set the parameters of the two analog inputs at
terminals 19 through 24.
01 AI 1 CONFIGURED FOR: (monitor)

This will display the function Analog Input #1 at terminal 19–21 was set for in the
Configure mode.
02 AI 2 CONFIGURED FOR: (monitor)

This will display the function Analog Input #2 at terminal 22–24 was set for in the
Configure mode.
03 SPEED w/ RMT IN@MIN(RPM) dflt = 800.000 (0.00, 4000.00)

Sets the speed reference value when the remote reference input is at the low
value for the selected range. This value may be less than or greater than the
value entered when the input is at maximum.
04 SPEED w/ RMT IN@MAX(RPM) dflt = 1000.000 (0.00, 4000.00)

Sets the speed reference value when the remote reference input is at the
maximum value for the selected range.
05 RMT SPEED REF INPUT (RPM) (monitor)

Displays the speed reference based on analog input #2.
This displayed value is the result of the input parameter, it is not

limited by the ramp times or switch input logic.
06 RMT SPDREF INC TIME(SEC) dflt = 30.000 (1.00, 300.00)

Sets the time for the speed reference to ramp from the 4 mA speed setting to the
20 mA speed setting.
07 RMT SPDREF DEC TIME(SEC) dflt = 30.000 (1.00, 300.00)

Sets the time for the speed reference to ramp from the 20 mA speed setting to
the 4 mA speed setting.
Woodward 97
08 BSLOAD W/RMT IN@MIN (KW) dflt = 20.000 (0.00, 30000.00)
Sets the Base Load reference value when the remote reference input is at the
low value for the selected range. This value may be less than or greater than the
value entered when the input is at maximum.
09 BSLOAD W/RMT IN@MAX (KW) dflt = 90.000 (10.00, 30000.00)

Sets the Base Load reference value when the remote reference input is at the
maximum value for the selected range.
10 RMT BSLOAD REF INPUT (KW) (monitor)

Displays the baseload reference based on the analog input.
This displayed value is the result of the input parameter, it is not

limited by the ramp times or switch input logic.
11 RMT BSLOAD INC TIME(SEC) dflt = 60.000 (1.00, 600.00)

Sets the time for the Base load reference, ramp from the 4 mA setting to the
20 mA setting.
12 RMT BSLOAD DEC TIME(SEC) dflt = 60.000 (1.00, 600.00)

Sets the time for the Base load reference to ramp from the 20 mA setting to the
4 mA setting.
13 REMOTE AUX SCALE(%/VOLT) dflt = 3.000 (0.10, 5.00)

Sets the gain of the remote input when used to bias speed from a remote control
device. The normal scale is 3.0% speed change per volt input. The analog input
range is ±2.5 V.
14 SYNC INPUT SCALE(%/VOLT) dflt = 0.70 (0.10, 5.00)

Sets the gain of the synchronizer input when used to bias speed from a speed
and phase matching device. The normal scale is 0.7% speed change per volt
input. The analog input range is ±2.5 V.
15 MAP LIMITER INMIN (EU) dflt = 0.0 (–10000, 10000)

Sets the manifold air pressure in Engineering Units value at 4 mA. This is the
setting for the value of the pressure sensor at 4 mA.
16 MAP LIMITER INMAX (EU) dflt = 20.0 (–10000, 10000)

Sets the manifold air pressure in Engineering Units value at 20 mA. This is the
setting for the value of the pressure sensor at 20 mA.
17 EXT LOAD SENSOR MIN (EU) dflt = 0.0 (–10000, 10000)

Sets the external load sensor value at the minimum value in engineering units
(watts, kilowatts, megawatts).
18 EXT LOAD SENSOR MAX (EU) dflt = 500.0 (–30000, 30000)

Sets the external load sensor value at the maximum value in engineering units
(watts, kilowatts, megawatts).
19 EXT LOAD SNSR FILTER (S) dflt = 0.01 (0.01, 10)

Adjusts the cutoff frequency of a low pass filter used on the external load sensor.
If the load sensor is electrically noisy, this will help attenuate the noise.
98 Woodward
Q**DISCRETE OUT SETTINGS *8

The 2301E has four discrete output driver channels. Terminals 41, 42, 43 and 44
are configurable and can be programmed to perform one of the following
functions.
And any of the four relays can also be programmed to function as a level switch.
When programmed as a level switch the relay will change state when the
selected parameter reaches the programmed level (energizes when value is
higher the programmed level).
01 RELAY 1 SELECTED AS (monitor)

Displays the function selected for terminal 41. This relay is selected in the
Configure Menu D**DISCRETE OUT OPTIONS**.
02 RELAY 1 LEVEL SW (1-6) dflt = 1 (1, 6)

Select one of the following parameters for discrete output at terminals 41 when it
was selected as a level switch.
1 NOT USED
2 ACTUAL SPEED
3 SPEED SETPOINT
4 START LIMITER SETPOINT
5 ACTUATOR DEMAND
6 GENERATOR OUT (LOAD SENSOR)
03 RELAY 1 LEVEL SELECT FOR (monitor)

Displays the level function selected for terminal 41.
04 RELAY 1 ON LEVEL = dflt = 0.000 (-32000.00, 32000.00)

Enter the level switch ON setting in engineering units. There is an ON and an
OFF setting for each level switch option. This allows you to program the desired
hysteresis for the function selected.
05 RELAY 1 OFF LEVEL = dflt = 0.000 (-32000.00, 32000.00)

Enter the level switch OFF setting in engineering units (must be less than the
‘Relay On Level’).

configure menu D**DISCRETE OUT OPTIONS**.

1 NOT USED
2 ACTUAL SPEED
3 SPEED SETPOINT
5 ACTUATOR DEMAND


Woodward 99
10 RELAY 2 OFF LEVEL= dflt = 0.000 (-32000.00, 32000.00)
Enter the level switch OFF setting in engineering units.
(Must be less than the ‘Relay On Level’).

configure menu D**DISCRETE OUT OPTIONS**

1 NOT USED
2 ACTUAL SPEED
3 SPEED SETPOINT
5 ACTUATOR DEMAND



Enter the level switch OFF setting in engineering units (must be less than the
‘Relay On Level’).

configure menu—D**DISCRETE OUT OPTIONS**

1 NOT USED
2 ACTUAL SPEED
3 SPEED SETPOINT
5 ACTUATOR DEMAND

Displays the level function selected for terminal 44

OFF setting for each level switch option. This allows the user to program the
desired hysteresis for the function selected.

Enter the level switch OFF setting in engineering units.
(Must be less than the ‘Relay On Level’).
21 BREAKER OPEN TIME (SEC) dflt = 1.000 (0.80, 60.00)

Sets the time the automatic circuit breaker command time is will change states
(depending on the configuration of CB Open Relay Normally Energized).
100 Woodward
22 RAMP @ MIN,CB DELAY(SEC) (monitor)
The time delay the load/unload ramp is at minimum value and the generator KW
has not reached the unload KW trip level.
R**ANALOG OUTPUT SETTINGS**

This section sets the parameter to be sent to the analog output driver and the
desired scaling of the output.
01 ANALOG OUTPUT SEL (1-10) dflt = 1 (1, 10)

Select one of the following parameters for 4–20 mA output at terminals 16,17,
and 18.
1. Engine Speed
2. Speed Reference
3. Fuel Demand %
4. Unit Load %
5. System Load %
6. Analog Input #1
7. Analog Input #2
8. Speed Reference Bias
9. Baseload Reference (kW)
10. Misfire RPM
02 ANALOG OUTPUT SELECTION (monitor)

Displays the analog output selection.
03 ANOUT, 4 MA OFFSET dflt = 0.000 (-200.00, 200.00)

Adjusted for the value of the displayed parameter when the analog output will be
4 mA. If the analog output is reading Engine Speed or Speed Reference, this
value will be set to the zero speed, or the minimum value of the readout.
04 ANOUT, 20 MA GAIN dflt = 900.000 (-200.00, 32000.00)

Adjusted for the value of the displayed parameter when the analog output will be
20.0 mA. If the analog output is reading Engine Speed or Speed Reference, this
value will be set to the rated speed, or the maximum value of the readout.
05 ANALOG OUT 1 (%) (monitor)

Displays the analog output %, 0% is 4 mA, and 100% is 20 mA.
S**RELAY AND ANOUT TESTS**

This section allows the operator to test the relay driver outputs and the analog
outputs by artificially forcing its signal. The engine must be shut down at
minimum fuel. If the test is enabled, the actuator output will be held to minimum.
01 ENABLE MANUAL DRIVR TEST dflt = FALSE (TRUE, FALSE)

When the engine is at zero speed and minimum actuator output tune this to
TRUE. The status below will read ‘Test On’
02 FORCE OUTPUT STATUS (monitor)

Displays the test status.
03 TURN ON DO1 dflt = FALSE (TRUE, FALSE)

Tune to TRUE to turn the driver output #1 on.

Displays the output status of output #1.
Woodward 101





Displays the output status of output #4
11 TURN ON CB AUX RELAY dflt = FALSE (TRUE, FALSE)

Tune to TRUE to energize the internal load sharing relay, observe the green LED
next to terminals 9 and 10.
12 LOAD SHARE RELAY (monitor)

Displays the status of the load share relay.
13 ADJUST ANALOG OUTPUT (%) dflt = 0.000 (0.00, 100.00)

Adjust 0 to 100 for analog output at 16 and 17 to change from 0 to 20 mA.
14 ANALOG OUT (%) (monitor)

Displays the status of the analog output.
15 ADJUST ACTUATOR OUTPUT (%) dflt = 0.000 (0.00, 100.00)

Adjust 0 to 100 for actuator output at 13 and 14 to change from 0 to 200 mA.
16 ACTUATOR OUTPUT (mA) (monitor)

Displays the status of the actuator output.
T**KW INPUT CALIBRATION**

This section calibrates the 2301E internal load sensor to correspond its output to
measured kilowatts. This calibration allows the control to calculate the 100% load
gain voltage, droop %, and load sharing ratio. For proper calibration the
generator load should be as close as possible to required generator voltage and
unity power factor.
01 ENTER RATED LOAD (KW) dflt = 500.000 (10.00, 30000.0)

Adjust this value for the rated load of the generator.
02 ENTER DERATED LOAD (KW) dflt = 400.000 (10.00, 3000.0)

Adjust this value for the derated load of the generator.
03 KW INPUT CALIBRATN ZERO dflt = 0.000 (-20.00, 20.00)

Adjust until the KW reading below is zero when the generator output is zero.
04 KW INPUT CALIBRATN GAIN dflt = 13.000 (5.00, 40.00)

Adjusted to match the load sensor output to the external instrumentation
readings.
102 Woodward
05 GEN OUTPUT (READ KW) (monitor)
The output of the engine sensed load (should match external instrumentation).

Converts the generator KW into the Load Gain voltage value.
U**DISPLAY PID PARAMETERS**

This is a display of the input to the PID control. The values entered in the
Dynamic tuning section are normalized values and the values displayed here can
be used for stability analysis if needed.
01 DYNAMICS 2 ENABLED (monitor)

Indicates the system is in the isochronous mode (CB aux is closed) and
Dynamics 2 values are being used to the input of the PID controller.
02 PID GAIN VALUE (monitor)

This is the proportional value into the PID.
03 PID INTEGRAL GAIN VALUE (monitor)

This is the Integral value into the PID, Reset rate.
04 PID ACT COMP VALUE (monitor)

This is the derivative into the PID.

V**ANALOG IN/OUTPUT CALIB**

01 AnIN 1, Offset dflt = 0.000 (–100.00, 100.00)
Sets the offset of analog input 1.
02 AnIN 1, Gain dflt = 1.000 (0.00, 10.00)

Sets the gain for analog input 1.
03 AnIN 1, mA / Volt (monitor)

Shows the actual input value for input 1.
04 AnIN 2, Offset dflt = 0.000 (–100.00, 100.00)

Sets the offset of analog input 2.
05 AnIN 2, Gain dflt = 1.000 (0.00, 10.00)

Sets the gain for analog input 2.
06 AnIN 2, mA / Volt (monitor)

Shows the actual input value for input 2.
07 Actuator, Offset dflt = 0.000 (–100.00, 100.00)

Sets the offset for the actuator output. This value should never need adjustment.
Woodward 103
08 Actuator, Gain dflt = 1.000 (–100.00, 100.00)
Sets the gain for actuator output. This value should never need adjustment.
09 Actuator Output (monitor)

Shows the actual milliamp output value of the actuator.
10 Anout 4–20 mA, Offset dflt = 0.000 (–100.00, 100.00)

Sets the offset of analog output.
11 Anout 4–20 mA, Gain dflt = 1.000 (–100.00, 100.00)

Sets the gain of analog output.
12 Anout 4–20 mA, output (monitor)

Shows the actual output value.
W**LOAD PULSE SETTINGS**

To enable the Load Pulse and Load Rejection functions, the kW calibration
should be verified since this logic uses the load change as a parameter.
01 ENABLE LOAD REJECT FUNCT dflt = FALSE (TRUE, FALSE)

This parameter enables (TRUE) or disables (FALSE) the Load Rejection logic.
The Load Rejection logic measures how fast the engine load changes in time. If
a large decrease in engine load is detected, the speed reference is decreased
momentarily to compensate for a large speed overshoot.
02 LOAD REJECT DERIV %/S dflt = -100.00 (–1000.00, 5000.00)

This value represents the level of change in engine load at which the Load Reject
logic is activated for large load rejections. When this level is reached, the load
step value used with the value “03 LS REJECT MULT ACT %/S” is subtracted
from the actuator output.
03 LD REJECT MULT ACT %/S dflt = 1.000 (–100.00, 100.00)

This represents the value that multiplies the measured load rejection step and
subtracts this from the actuator output in case of a large load rejection. This step
is momentary and will return to zero. The rate at which this happens can be
modified in “04 LD REJ RECOVER RATE %/S”.
04 LD REJ RECOVER RATE %/S dflt = 1000.00 (0.00, 1000.00)

This value determines the rate (actuator %/S) at which the actuator pulse is
ramped back to zero.
05 ENABLE LOAD PULSE FUNCT dflt = FALSE (TRUE, FALSE)

This parameter enables (TRUE) or disables (FALSE) the Load Pulse logic. The
Load Pulse logic measures how fast the engine load changes in time. If a large
increase in engine load is detected, the speed reference is increased
momentarily to compensate for a large speed undershoot.
06 LOAD PULSE DERIV %/S dflt = -100.00 (-1000.00, 5000.00)

This value represents the level of change in engine load at which the Load Pulse
logic is activated for large load acceptances. When this level is reached, the load
step value used with the value “07 LS PULSE MULT ACT %/S” is added to the
actuator output.
07 LD PULSE MULT ACT %/S dflt = 1.000 (–100.00, 100.00)

This represents the value that multiplies the measured load acceptance step and
add this to the actuator output in case of a large load acceptance. This step is
momentary and will return to zero. The rate at which this happens can be
modified in “08 LD PUL RECOVER RATE %/S”.
104 Woodward
08 LD PUL RECOVER RATE %/S dflt = 1000.00 (0.00, 1000.00)
This value determines the rate (actuator %/S) at which the actuator pulse is
ramped back to zero.
X**ADAPTIVE FILTER SET**

01 ADAPTIVE FILTER ENABLE dflt = TRUE (TRUE, FALSE)
Enables / Disables the Adaptive Filter used with Configure Menu B**ENG—GEN
CNTRL FUNCTIONS, 02 SPEED SENSING TYPE, #5—Adaptive Speed
Sensing.
02 ADAPTIVE FILTER GAIN dflt = 0.25 (0.01, 1.00)

This value is typically left at the default value.
Y**APPLICATION INFO**
01 APP SOFTWARE NUMBER (monitor)
Indicates the number of the software in the control.
02 APP SOFTWARE REVISION (monitor)

Shows the revision of the software in the control.
03 APPLICATION NAME (monitor)

The name of the application.
Z**COMM PORT (MODBUS)**

This menu is used to setup the RS-422 serial port for use with Modbus.
01 ENABLE MODBUS CONTROL dflt = FALSE (TRUE, FALSE)

Set this value to TRUE to enable the Modbus Control command. If set TRUE, the
user will have MODBUS control over the discrete inputs, discrete outputs, the
Baseload Reference, and the Remote Speed reference. This value does not
have to be TRUE to view the other MODBUS variables.
When parameter 1 is set TRUE the analog inputs are disabled. If the
communication fails the speed setting/baseload setting will go to
minimum. The analog settings are not latched to the last value.
02 PORT 1 FAIL (monitor)

Indicates a hardware fault of the serial RS-232 communication port.
03 PORT 1 BAUD RATE dflt = 12 (8, 12)

Sets the Baud rate, which defines the transfer rate for port communications:
8 = 9600
9 = 19200
10 = 38400
11 = 57600
12 = 115200
04 PORT 1 BAUD RATE IS SET FOR: (monitor)

Shows the selected Baud rate.
Woodward 105
05 PORT 1 DATA BITS dflt = 2 (1, 2)
Sets the Data bits input defines the protocol for the number of data bits in the
data packets:
1= 7
2= 8
06 PORT 1 DATA BITS ARE SET FOR: (monitor)

Shows the selected data bits.
07 PORT 1 STOP BITS dflt = 1 (1, 3)

Sets the Stop bits, which defines the number of stop bits for the communications
protocol. Stop bits specify the time that elapses between transmitted characters.
1= 1 stop bit
2= 2 stop bits
3= 1.5 stop bits
8 PORT 1 STOP BITS ARE SET FOR: (monitor)

Shows the selected stop bits setting.
9 PORT 1 PARITY dflt = 1 (1, 3)

Sets the Parity input defines protocol for the parity. If you selected 8 data bits
select '1' for none:
1= OFF (none)
2= ODD
3= EVEN
10 PORT 1 PARITY IS SET FOR: (monitor)

Shows the parity setting.
11 PORT 2 SELECT (MODBUS OR DATALOG) dflt = 1 (1, 2)

Sets weather Port 2 is selected for Modbus output or Datalog output.
12 PORT 2 IS SELECTED FOR: dflt = 1 (1, 2)

Displays Port 2 selection. Modbus output or Datalog.
13 PORT 2 FAIL (monitor)

Indicates a hardware fault of the serial RS-422 communication port.
14 PORT 2 BAUD RATE dflt = 12 (8, 12)

Sets the Baud rate, which defines the transfer rate for port communications:
8 = 9600
9 = 19200
10 = 38400
11 = 57600
12 = 115200
15 PORT 2 BAUD RATE IS SET FOR: (monitor)

Shows the selected Baud rate.
16 PORT 2 DATA BITS dflt = 2 (1, 2)

Sets the Data bits input defines the protocol for the number of data bits in the
data packets:
1= 7
2= 8
17 PORT 2 DATA BITS ARE SET FOR: (monitor)

Shows the selected data bits.
106 Woodward
18 PORT 2 STOP BITS dflt = 1 (1, 3)
Sets the Stop bits, which defines the number of stop bits for the communications
protocol. Stop bits specify the time that elapses between transmitted characters.
1= 1 stop bit
2= 2 stop bits
3= 1.5 stop bits
19 PORT 2 STOP BITS ARE SET FOR: (monitor)

Shows the selected stop bits setting.
20 PORT 2 PARITY dflt = 1 (1, 3)

Sets the Parity input defines protocol for the parity. If you selected 8 data bits
select '1' for none:
1= OFF (none)
2= ODD
3= EVEN
21 PORT 2 PARITY IS SET FOR: (monitor)

Shows the parity setting.
22 PORT 2 TIME OUT (SEC) dflt = 2.000 (0.00, 100.00)

Sets the Time-out Number of Seconds input defines the Modbus link dead time
allowed before a link error occurs.
23 PORT 2 ADDRESS dflt = 1 (1, 247)

Sets the Network Address input defines the slave block address on the Modbus
network. The network address may depend on master device allowable
addresses.
24 REMOTE SPEED DIVIDE dflt = FALSE (TRUE, FALSE)

Sets a switch so that the Modbus Address Analog Write 4:0002 can be multiplied
on the HMI end for better resolution. If this value is TRUE, send a 9000 for an
engine speed of 900. If this value is FALSE, send a 900 for an engine speed of
900.
25 PORT 2 LINK ERROR (monitor)

Will indicate a TRUE when the slave device fails to answer a data request in a
specified number of time-out seconds.
26 PORT 2 EXCEPTION ERROR (monitor)

Will indicate a TRUE when an exception error such as “illegal command” is
detected.
27 PORT 2 TOTAL EXCEPTION ERRORS (monitor)

Is a count of the total exception errors.
28 ENABLE ANALOG INPUT W/MODBUS dflt = FALSE (TRUE, FALSE)

This variable when set to TRUE will allow an analog input to be used as a
Remote Speed Reference, while using Modbus to control all of the other
functions. When the value is FALSE, Modbus can be used to control the Speed
Reference.
Saving the Tunable Values

When done with the tuning procedure, make sure that they are saved in the
control. This is accomplished by clicking on the “Save” icon. Failure to do

this might cause the control to reset back to the default numbers.
Woodward 107
Chapter 5.
Initial Control Settings
Initial Prestart Settings
Read this entire procedure before starting the prime mover.
1. RATED SPEED—Set to Generator synchronous speed.

2. Set the correct number of gear teeth in “Enter number of gear teeth”.
3. Select the proper speed function.
4. Set the overspeed setting, usually 110 to 115% of the rated speed. Make
sure that there is always a separate overspeed detection device to protect
the engine form overspeed!
5. For initial startup, configure the control for single slope gain dynamics. Turn
off DYNAMICS 2, use only Dynamics 1 adjustments for initial startup.
6. IDLE PROP GAIN – Set at 1.0
7. RATED PROP GAIN 1—Set at 2.0.
8. RESET 1—Set at 1.0.
9. ACTUATOR COMPENSATION 1—Set the ACTUATOR COMPENSATION at
0.1 for diesel or fuel injected gasoline prime movers. Set the ACTUATOR
COMPENSATION at 0.35 for carbureted gas or gasoline prime movers.
10. Set GAIN RATIO 1 to 1.0 to disable the effect of window width and gain ratio.
11. ACCEL RAMP TIME—Set at 20 sec.
DECEL RAMP TIME—Set at 20 sec.
12. LOW IDLE SPEED—Set at idle speed rpm, (no lower than 20% of rated).
13. LOAD GAIN—Set at 1.0, or the value of other load sharing controls on a
common bus.
14. DROOP—Set at desired percentage.
15. START FUEL LIMIT—Set at 100%.
16. Be sure the actuator is connected to terminals 13 and 14 and the speed
signal connected to terminals 25 and 26.
Start-up Adjustments
1. Complete the Configuration Procedure in Chapter 4, and the initial prestart
settings above.
Be sure the Rated Speed and Number of Teeth are set correctly for
your application as described earlier in this chapter.
2. Close the Close For Rated contact. Set the control for isochronous operation
by closing the droop/CB Auxiliary and the generator Load contact.
This is for initial prime mover start-up only. For normal start-up, the
Close for Rated contact (open for idle/close for rated) should be open
if the prime mover is to start at idle.
3. Apply input power to the control.
108 Woodward
4. Preset rated speed (optional).
When using a signal generator to verify the proper configuration setting: set
the signal generator for the frequency of the speed sensor at rated speed,
and connect it to terminals 25 and 26. (The rated speed frequency in Hz
equals the rated prime mover speed in rpm times the number of teeth on the
speed sensing gear divided by 60.) Put the Close For Rated contact in the
rated (closed) position. Connect a dc analog voltmeter to terminals 13(+)
and 14(–) to read actuator voltage. If the actuator voltage is at minimum
(minimum will be approximately 0 volts), slowly decrease the input
frequency (increase for reverse acting controls) until the voltage just begins
to move to maximum. If the actuator voltage is at maximum, slowly increase
the input frequency (decrease for reverse-acting controls) until the voltage
just begins to move to minimum. Continue to very slowly adjust the input
frequency in the appropriate direction, trying to stop the actuator voltage
between the minimum and maximum voltages. Because it is not possible to
stop the motion, cease adjusting when the voltage changes slowly. The
RATED SPEED configuration has been verified. No further adjustment when
the engine is running will be necessary.
5. Check the speed sensor.

Minimum voltage required from the speed sensor to operate the electronic
control is 1.0 Vrms, measured at cranking speed or the lowest controlling
speed. For this test, measure the voltage while cranking, with the speed
sensor connected to the control. Before cranking, be sure to prevent the
prime mover from starting. The frequency required to clear the Loss of
Speed shutdown is entered as a percent of rated speed during
configuration. For example, at 5% of 1800 rpm rated speed, the failed speed
sensing circuit is cleared at 90 rpm.

property damage.
6. Start the prime mover.
Adjust for Stable Operation

If prime mover operation is stable, go to the “Speed Setting Adjustment”
procedure. If the prime mover is hunting at a rapid rate, slowly decrease the
GAIN until performance is stable. If the prime mover is hunting at a slow rate,
increase the RESET until the prime mover stabilizes. If increasing the RESET
does not stabilize the prime mover, it also may be necessary to either:
x Slowly decrease the GAIN or
x Slowly decrease the GAIN and increase the ACTUATOR COMPENSATION.
For the PID adjustment see Chapter 6, Alternate Dynamic Adjustments.
Woodward 109
Dynamic Adjustment
The object of the PROPORTIONAL GAIN, RESET, and ACTUATOR
COMPENSATION adjustment is to obtain the optimum, or desired, stable prime
mover speed response. Connect a dc analog voltmeter to terminals 13(+) and
14(–) to monitor the actuator voltage.
Increasing the setting of the GAIN to provides faster transient response

(decreases the magnitude of the speed change from a sudden change in load).
To achieve optimum response, slowly increase the GAIN until the voltage on the
voltmeter becomes slightly unstable, then slowly lower the GAIN as necessary to
stabilize the meter reading. Step load the generator, bump the actuator terminal
shaft, or use the software “Bump Act Trigger (T then F)”in the dynamics tuning
sections, to make sure that the prime mover returns to the proper speed with little
overshoot or undershoot of the speed setting. To reduce overshoot, increase the
RESET. If the prime mover is slow in returning to the proper speed, decrease the
RESET.
Actuator Compensation Adjustment

If the ACTUATOR COMPENSATION is set as described under Initial Prestart
Settings, no further adjustment is normally required. If a slow periodic instability
remains, slightly increase the ACTUATOR COMPENSATION, and repeat the
GAIN and RESET adjustments. Continue to increase the ACTUATOR
COMPENSATION and readjust the GAIN and RESET until stability is achieved. If
a fast instability or extremely active actuator is evident, slightly decrease the
ACTUATOR COMPENSATION. If necessary, the ACTUATOR COMPENSATION
may be set to .01. This may be required when engine torsionals cause excessive
fuel-linkage movement.
Ramp Time Adjustment

Adjust the ACCEL RAMP TIME to achieve satisfactory prime mover acceleration
to rated speed with minimum overshoot. The number entered is the time in
seconds to change speed from idle to rated.
Adjust the DECEL RAMP TIME to achieve satisfactory prime mover deceleration
to idle speed with minimum undershoot. The number entered is the time in
seconds to change speed from rated to idle.
Raise/Lower Time Adjustment

Adjust the RAISE SPEED TIME to achieve satisfactory prime mover acceleration
toward the raise speed limit with minimum overshoot. The number entered is the
time in seconds to change speed from LOWER SPEED LIMIT to RAISE SPEED
LIMIT.
Adjust the LOWER SPEED TIME to achieve satisfactory prime mover

deceleration toward the lower limit with minimum undershoot. The number
entered is the time in seconds to change speed from RAISE SPEED LIMIT to
LOWER SPEED LIMIT.
110 Woodward
Start Fuel Limit Adjustment

With the prime mover operating at rated speed and no load, note the Fuel
Demand % displayed on the HMI. Set the Start Fuel Level 10% higher than the
fuel demand noted above. Shut down the prime mover. Start the prime mover
and observe the start time, overshoot of speed setting, and smoke emissions
obtained. The Start Fuel Limit may be adjusted as required to optimize the prime
mover starting characteristics. When the prime mover start is initiated the fuel is
set to the start fuel limit, the fuel level is then increased at the rate set by Start
Ramp Rate (%FD/Sec). The fuel-limiting function is turned off automatically when
the speed control takes over.
For prime movers not requiring start fuel limiting, the START FUEL
LIMIT function can be deactivated by setting the Start Fuel Limit to
110%.
Speed Sensor Check

Measure the voltage across terminals 25 and 26 to be sure there is a minimum of
1.0 Vrms at cranking speed, and a maximum of 25 Vrms at rated speed. If the
voltage exceeds 25 Vrms, increase the gap of the speed sensor, and be sure
that there is still a minimum of 1.0 Vrms at cranking speed.
Current Transformer (CT) Phasing Check
This control contains internal current transformers. Due to their low

impedance, shorting their inputs is not effective. The current input
must be removed from the control and shorted externally.
HIGH VOLTAGE—Never disconnect any wire attached to load sensor

terminals 4 through 9 when the prime mover is running unless
temporary 0.5 A, 20 W resistors are installed as shown in Figure 5-1,
and all load is removed. The current transformers can develop
dangerously high voltages when open circuited while the prime
mover is running.
1. Go to the T**KW INPUT CALIBRATION** sheet and observe 03 Gen

Output (read KW) , and LOAD SIGNAL OUT to measure the load sensor
output. The displayed values are not yet calibrated to read Kilowatts, but is
used here for indication.
2. Start the prime mover. With the generator operating in the isochronous mode
and not paralleled, load the generator to as near to full load as possible.
3. Use a clamp-on ammeter and measure the per phase current of the Current
transformer output. Check that current in each of the three CTs are equal. In
a balanced three phase system the Load Signal Out reading will be
approximately:
Load Signal Out = kW Input Calibration Gain X 0.1 X Amps (RMS reading of
one phase)
A clamp-on ammeter is recommended to eliminate the need to open CT

wiring to insert an ammeter in series with the CT output.
Woodward 111
4. If the Load Signal Out Reading is within 10% of the above calculation, the
PT/CT phasing is correct. If the phasing is incorrect, proceed to the Phase
Correction Procedure. If the phasing appears correct, skip the Phase
Correction Procedure and go to the Load Calibration Adjustment procedure.
If after completing the LOAD SENSOR CALIBRATION and DROOP

adjustments, the control loading is extremely sensitive to changes in
the power factor when operating in parallel, complete the phase
correction procedure.
The most accurate calibration is made at full load. However, if it is

not possible to run the generator set at full load, run it at less than
full load, and reduce the voltage reading given in this calibration
procedure proportionally. For example: run a 200 kW generator set at
100 kW and divide all voltages given in this calibration procedure by
2. If you reduce the load in this manner, be sure to reduce it by the
same amount throughout the calibration procedure.
Phase Correction Procedure
This procedure requires a minimum power factor of (.9). If a .9 power

factor cannot be obtained, tracing through the wiring is the only
means of correcting the current transformer phasing.
The highest positive reading of kW or Load Signal Out will be obtained when the
CTs are correctly matched to the load sensor terminals in both phase and
polarity. The following procedure will assure the correct connection of the current
transformers. It is required only if the phasing check indicates incorrect phasing,
or loading stability is extremely sensitive to the power factor.
Make trial connections of the first CT to all three load sensor inputs, polarized
both ways (a total of six connections). Record the Load Signal Out reading for
each connection. Connect the first CT to the terminals that produce the highest
positive reading, and with the polarity that produces the highest positive voltage.
The displayed Load Gain reading is limited to about 0.2, therefore a negative
reading indicates a phasing or polarity error.
Try the second CT on each of the remaining two CT input terminals, in each
polarity, and record the Load Signal Out reading. Connect the second CT to the
terminals that produce (and with the polarity that produces) the highest positive
reading.
Try the last CT on the remaining input terminals, polarized both ways, and record
the voltage. Connect the last CT in the polarity that produces the highest Load
Signal Out reading.
112 Woodward
The Phase Correction Procedure requires that the prime mover be shut down
many times to disconnect the current transformers. For convenience, a
temporary method of connecting the current transformers shown in Figure 5-1 is
recommended. Connecting a 0.5 A, 20 W burden resistor across each current
transformer allows the current transformers to be disconnected from the terminal
strip with the prime mover running, after removing all load.
HIGH VOLTAGE—The current transformers can develop dangerously

high voltages. Do not disconnect a current transformer while the
prime mover is running unless temporary 0.5 A, 20 W resistors are
installed as shown in Figure 5-1, and all load is removed.
Figure 5-1. Temporary Wiring for Transformer Phase Correction
If the temporary burden resistors described above and shown in Figure 5-1 are
not used, the prime mover MUST be shut down in addition to removing the load
in the following procedure.
Monitor the load sensor output in this procedure by connecting an external

computer and entering the Watch Window sheet for T**KW INPUT
CALIBRATION**. Observe 03 Gen Output (READ KW) Load Sensor calibration
and monitoring. Since the kW calibration cannot be completed until the phasing
is correct, the value shown is for reference only. The Load Sensor of the 2301E
will only read a small negative value.
1. Shut down the prime mover.
HIGH VOLTAGE—The current transformers can develop dangerously

high voltages. Do not disconnect a current transformer while the
prime mover is running unless temporary 0.5 A, 20 W resistors are
installed as shown in Figure 5-1, and all load is removed.
2. Label each CT wire with the phase and polarity that you think it should be.
Even though this identification may prove to be incorrect, this step is
necessary so that the individual wires can be identified during the description
of the procedure.
3. Disconnect the phase B CT wires from terminals 6 and 7. Connect these two
wires together using a small screw and nut, and tape the connection.
4. Disconnect the phase C CT wires from terminals 8 and 9. Connect and tape
these two wires together as in Step 3.
Woodward 113
5. Connect the two wires from the phase A CT to the phase A input terminals 4
and 5.
6. Start the prime mover, apply full load, and monitor the load sensor output.
Start a list and record this value.
7. Unload the system and reverse the phase A CT wires on terminals 4 and 5.*
8. Apply full load, monitor the load sensor, and record this value.
9. Unload the system, remove phase A CT wires from terminals 4 and 5, and
connect them to phase B input terminals 6 and 7.*
12. Apply full load, monitor the load signal, and record this value.
13. Unload the system, remove phase A CT wires from terminals 6 and 7, and
connect them to phase C input terminals 8 and 9.*
16. Apply full load, measure the load signal, and record this reading.
17. Unload the system and compare the six readings taken.*
18. Remove the phase A CT wires from terminal 8 and 9 and connect the phase
A wires to the pair of terminals that produced the highest positive load value
and in the polarity that produced the highest positive load value.
19. Untape and disconnect the phase B CT wires. Connect the phase B CT wires
to one pair of the two remaining pairs of CT input terminals on the load
sensor.
20. Apply full load and measure the load signal. Start a new list and record this
reading.
21. Unload the system, and reverse the phase B CT wires on the same
terminals.*
23. Unload the system, remove phase B CT wires, and connect them to the other
pair of terminals.*
25. Unload the system and reverse phase B CT wires on the same terminals.*
26. Apply full load and measure the load signal. Record this reading, and
compare the four readings on the list.
27. Unload the system. Remove the phase B CT wires and connect them to the
pair of CT input terminals that produced the highest positive load signal
reading and with the polarity that produced the highest positive load signal
reading.*
28. Untape and disconnect the phase C CT wires. Connect these two wires to
the remaining pair of CT input terminals.
30. Unload the system and reverse the phase C CT wires on the same
terminals.*
32. Unload and shut down the system. Compare the two readings.*
33. Connect the phase C CT wires to the same pair of CT input terminals, but in
the polarity that produced the highest positive load signal reading.
34. Re-label each wire with the phase designation of the terminal that it is now
connected to.
35. Remove the burden resistors and terminal block.
114 Woodward
Load Calibration Adjustment

For this procedure, the generator must be running isochronously and not paralleled.
Start the prime mover and apply full load. With the Watch Window at T**KW
INPUT CALIBRATION**, observe 05 GENOUTPUT (KW). If this reading does
not match external instrumentation, adjust calibration gain and offset until Watch
Window value matches metering. The values should match at all intermediate
points.
If values at full load (or a lower reading proportional to a load less

than 100%) cannot be obtained, and the phasing has been checked
and is correct, the current transformers are probably the wrong size.
The current-transformer output must be from 3 to 7 A (5 A nominal)
at full load.
When paralleled in isochronous mode or on an isolated bus, generator speeds

must be the same. If speed references are not equal, load sharing will not remain
proportional as the load varies. Any difference in loads between the units can be
corrected by adjusting the Load Gain. Increasing the LOAD GAIN will cause that
generator to carry less load. If stability problems occur when paralleled at a
particular load signal reading, reduce the reading by reducing the LOAD GAIN,
and reduce the load signal reading setting of all other generators in the system to
the same reading. When the load signal readings of all generators in a system
are reduced, the load sharing gain will be reduced and this may result in some
loss of load sharing sensitivity.
It may be necessary to reduce the load signal reading of each unit in the system
to as low as 3 volts in cases of extremely poor system dynamics. If your system
requires a load signal reading as low as 3 volts, consult Woodward for
suggestions for possible remedies.
Droop Adjustment
Because of the calculation available in the control, the droop percentage entered
will result in the correct speed change if the KW sensor is properly calibrated.
The droop percent is automatically corrected for load gain voltage values. The
speed trim range can be configured to stop the speed reference at 100% load, or
if a F reference source is used its range can be set to give no load to full load
limits.
Figure 5-2. Droop Adjustment

Woodward 115
Chapter 6.
Alternate Dynamic Adjustments
Introduction
This procedure, based on the Zeigler-Nichols Method, is an empirical method to
find first-pass settings for gain, reset, and actuator compensation in a PID
controller. First, the controller is set up to act as a proportional-only controller by
removing the effect of the reset and actuator compensation terms. The system is
then bumped and the resulting response is examined. Gain is slowly increased
until the point of marginal stability is found. Once that point is found, some
calculations are done using the period of oscillation and the gain value. The
results of the calculations are gain, reset, and actuator compensation that can be
plugged into the control. This procedure has been used to find a good set of
initial settings for the PID controller. This section also describes adjusting some
other parameters to improve on the initial settings.
Adjustment
Setup
1. Complete the start-up adjustments described in Chapter 5, Initial Control
Settings. The engine should now be somewhat stable. The settings should
also be saved to EEPROM.
2. Copy the settings you have right now from 1st dynamics to 2nd dynamics.
Save these values to EEPROM. As you go through the following steps, you
will be trying to find the point of marginal stability. That means that you will be
very close to the point of instability. You are likely to adjust the gain a little bit
too far and go into an unstable condition. When that happens, you will see
the engine start to run away and approach overspeed or stall. The reason the
dynamic settings are copied from 1st dynamics to 2nd dynamics is to allow
you to quickly switch to settings that can control the engine and keep it from
running away or dying. We recommend you use either a jumper or a switch
to allow you to quickly select 2nd dynamics as you are performing this
procedure so that you are confident you always have the ability to control the
engine speed.
3. Connect a chart recorder to record engine speed. Analog output 1 default
configuration provides a 4–20 mA signal proportional to engine speed. If
necessary, set the CFIG ANALOG OUTPUTS to read engine speed on
another configurable analog output if analog output 1 is being used for
something else.
4. Enable slight Firing Torsional Filtering by setting the SPEED FILTER
frequency at 15.8 Hz. This setting is found in the Dynamics service menu. A
lower setting may be necessary if firing torsionals are exceptionally high due
to combustion instability, etc. However, a setting below 10 Hz is not
recommended.
Gain, Reset, and Actuator Compensation Adjustments

5. The engine should now be running at no load, idle speed. Start the chart
recorder. Remember, when doing any of these adjustments, you can get the
engine back to running stable by switching in the 2nd dynamics. Select 1st
dynamics now. Reduce the gain by 50%.
116 Woodward
6. Disable the Reset (integral) and Compensation (derivative) dynamic actions
by setting both to 0.01.
7. Disable Window Width by setting the Gain Ratio at 1.0 and the Window
Width at 60 rpm.
8. Disable Gain Slope by setting it at 0.0.
9. The engine should still be stable. If it is not, reduce the gain further.
10. With the engine running at no load, idle speed; increase the gain one click at
a time until a sustained speed oscillation is only just obtained. In between
clicks, use the actuator bump feature to introduce a very small bump to the
system (1% fuel demand, 0.020 seconds works well). The system oscillations
will either die out in a short amount of time (stable), stay at the same
amplitude for a long time (marginally stable), or keep increasing in amplitude
(unstable). To start with, you will most likely be in the stable range, where the
oscillations die out with time. As you increase the gain, you will eventually go
into the unstable region, where you might need to switch back to 2nd
dynamics to get the engine under control. Reduce the gain and switch back
to 1st dynamics. Keep slightly adjusting the gain up or down until you find the
setting that gives you the point of marginal stability. When you are there, the
oscillations will neither decrease nor increase in amplitude. If you can
maintain a constant amplitude for 30 seconds to a minute, you have found
the point. If the oscillations die out, your gain is too low. If they keep getting
bigger, your gain is too high. Adjust if required. The following trace (Figure 5-
1) is an example. Write down the Gain setting (5.92 in this example) and call
it Ku. This is needed to calculate final settings.
Figure 6-1. Trend Tool Trace Example 1
11. After recording the speed oscillations for 30–60 seconds, reduce the gain to
stop the oscillations.
12. Measure the elapsed time for several speed cycles and calculate the time
per cycle in seconds and call this value Pu. In the above trace, each vertical
grid line represents 3 seconds elapsed time, so 15 speed cycles occur in 47
seconds. Pu in this example is 47 divided by 15, which equals 3.133 seconds
per cycle.
13. Calculate dynamic settings as follows:
Gain = Ku divided by 1.7. In the above example this is 5.92/1.7 = 3.48.

Reset = 2 divided by Pu. In the above example this is 2/3.133 = 0.64.
Compensation = Pu divided by 8. In the above example this is 3.133/8 = 0.39.
Woodward 117
14. Enter the calculated Reset, Compensation, and Gain setting into the control.
Save these settings in the control. The assumption is these settings will
produce good performance as shown in Figure 5-2. If this is not the case,
recheck all readings and calculations or repeat this entire procedure.
15. Bump the actuator (you can use a larger bump this time) to test control
response. Figure 5-2 shows the expected response.
16. Initiate load steps on and off to confirm acceptable and stable response.
Figure 5-3 shows the expected response. Note how the fuel demand
increases/decreases quickly with negligible overshoot.
17. This usually concludes the dynamic adjustment for one set of dynamics.
These settings are typically robust. Overly aggressive adjustments should be
avoided if possible. The Reset and Compensation settings produced by this
procedure are normally not changed. Increases to the Gain may produce
some improvement in the load transient response, however Window Width
and Gain Ratio (to be described in the next few steps) may be more
effective. It is also our experience that these settings are good for rated
speed as well as idle speed. Verify this for yourself by changing to rated
speed and performing some load transients. If you feel that the response can
be improved, we recommend leaving Reset and Compensation as they are
and only adjusting Gain.
18. Repeat this procedure for other dynamic adjustment sets as considered
necessary for alternate fuel supplies or operating conditions.
118 Woodward
Gain, Window Width, and Gain Ratio Adjustments

19. When extra load transient response improvement is needed, adjust the Gain
and/or Gain Ratio and Window Width. The following traces show examples of
the process used to obtain optimum transient response settings. The step
that increases Gain may be skipped in favor of Window Width and Gain Ratio
adjustments only.
20. Figure 5-4 shows the transient response with the Gain Ratio and Window
Width disabled. In this example Gain is 1.235; Reset is 0.28, and
Compensation is 0.88. Load step is ~15%.
21. Figure 5-5 shows results of just increasing Gain from 1.235 to 3.0. Gain Ratio
and Window Width remain disabled. Peak rpm is reduced approximately 10–
12 rpm.
Woodward 119
22. Figure 5-6 shows results of ultimately increasing Gain Ratio from 1.0 to 3.0
and decreasing Window Width from 60 rpm to 5 rpm. Overall peak rpm has
been reduced approx 30 rpm. The fuel demand is steeper with little
overshoot and roll-off. The speed roll-off is extended slightly by the Window
Width and Gain Ratio settings. This is normal.
23. Begin the Window Width and Gain Ratio adjustment process by increasing
the Gain Ratio from 1.0 to 2.0, then reduce the Window Width from 60 rpm in
10-rpm increments. Actuate an actuator bump or load on and load off step
after each adjustment and observe the change in peak engine speed.
Initially, the window will be too wide to cause any change in peak speed.
Eventually a reduction will be observed. Be prepared to first reduce the Gain
Ratio, or second increase the Window Width, if severe instability occurs due
to cycling through the low gain region. Do not attempt smaller Window Width
settings if this occurs. It may be useful to set the alternate (1st or 2nd)
dynamics to produce a stable engine speed and to switch to these dynamics
should severe instability occur while setting Gain Ratio and Window Width.
Otherwise, continue the Window Width reduction and actuator bump
response down to 10 rpm, and then reduce to 5 rpm. Reductions below 5
rpm are not recommended. Increase the Gain Ratio as needed to obtain the
desired response. The objective is to set the smallest Window Width with the
highest Gain Ratio without going unstable. If the Gain Ratio setting that
causes severe instability is known, then the final setting should not be more
than half of this amount.
24. Eventually a point is reached where no further improvement is possible. The
fuel demand overshoot should be minimal. Reduce the Gain or Gain Ratio as
needed to reduce the fuel demand overshoot.
Gain Slope and Gain Breakpoint Adjustments

25. Gain Slope is an adjustment that increases gain as load (fuel demand)
increases. This adjustment should not be changed from 0.0 until the
previously described adjustments have been made. While it is possible to set
a negative Gain Slope which decreases gain as load increases, it is
considered unnecessary and not recommended.
26. The objective of these adjustments is to add gain at high engine loads to
improve transient load response. If the transient load response is already
acceptable, no adjustments are needed. Otherwise proceed as follows:
27. Set the Gain Breakpoint equal to the no-load minimum speed fuel demand.
The actual fuel demand minus the Gain Breakpoint setting is multiplied by
the Gain Slope to add gain when load increases. When the actual fuel
demand is at no-load, the difference is zero, therefore zero gain is added at
no-load.
28. Set Gain Slope while the engine is operating at or near rated load. Gradually
increase the Gain Slope in 0.5 increments, and bump the actuator or make a
step load change to measure the transient response. Continue this process
until the desired transient load response is achieved or excessive instability
occurs. Should excessive instability occur, reduce the setting to one-half of
the setting that produced this instability.
120 Woodward
Chapter 7.
Troubleshooting
Introduction
The following troubleshooting guide is an aid in isolating trouble to the control
box, actuator, plant wiring, or elsewhere. Troubleshooting beyond this level is
recommended ONLY when a complete facility for control testing is available.
The control can be damaged with the wrong voltage. When replacing
a control, check the power supply, battery, etc., for the correct
voltage.
Troubleshooting Procedure
This chapter is a general guide for isolating system problems. The guide
assumes that the system wiring, soldering connections, switch and relay
contacts, and input and output connections are correct and in good working
order. Make the checks in the order indicated. Various system checks assume
that the prior checks have been properly done.

property damage.
Control Start-up
When the control is powered on, the CPU begins execution of a section of the
software program known as the boot code. This code performs hardware
diagnostics and checks that a valid application program has been installed.
During this period all control outputs will remain disabled. The boot code takes
approximately 1.5 seconds to execute. During this period the red status LED
should be red. When execution of the boot code has completed, control will be
transferred to the application program. When the application program begins, the
control outputs will be enabled and system control will begin. At that point the red
status LED will be turned green and should remain on as long as the control is
running.
If the control fails its self-test diagnostics during boot, fails its on-line self-tests
while running the application program, or fails in any other way that it can detect,
then the CPU will blink the red status LED to indicate the failure. If the CPU LED
is blinking, the unit has failed and needs to be returned.
To prevent damage to the prime mover, the prime mover must be

shut down for all system checks.
Woodward 121
Control Test and Calibration

General
Do the following checks on the 2301E control. Then verify the functioning of set
points and adjustments.
1. Connect a computer to the communication port. Start the Control Assistant

Software or the 2301E Toolkit Service Tool in accordance with the
instructions in Chapter 4. Verify that correct voltage and polarity are applied
to the control.
2. Select the 1st Dynamics Menu. Verify that all set points are as recorded
during installation. Repeat for the other menus. If any differences are found,
change the set point(s) to the correct value. Click the “SAVE VALUES” icon
on the Tool bar. Remove power from the control for at least 10 seconds.
Verify correct values were retained during power down. Failure indicates the
control has failed and should be replaced.
Discrete Inputs
Do the following test to verify the function of the discrete inputs. Do NOT do this
test with the engine running.
1) Repeat this step for all discrete inputs. Close the appropriate input. The
status in DISPLAY DIGITAL I/O should switch from OPEN to CLOSED. If the
value does not change when the contact is closed, the control has failed and
should be replaced.
Discrete Outputs
To Verify operation of the Discrete Outputs, go to the Service: S**RELAY AND
ANOUT TESTS** menu. With the engine shut down, enable the manual driver
test. From this menu , each discrete output may be activated and its operation
verified. If the output is activated, the same voltage as applied at terminal 42 and
43 should be measured between terminal 42 and the appropriate output terminal
(44–47). Testing of the internal CB Aux relay may be done by observing the
green LED near terminal 9 and 10. The manual relay test must be disabled
(status “test off”) or the control will hold the actuator current to minimum.
122 Woodward
Troubleshooting Charts
Symptom Cause Solution
Prime mover will not Supply voltage polarity reversed On power up the CPU status LED should
start. Actuator not (dc only), or no supply voltage. come on for 1.5 seconds.
moving to start fuel
position. Check for proper voltage from terminals
48(+) to 49(–). Reverse leads if polarity is
incorrect.
Actuator not responding to input If there is a voltage output at control
If the actuator moves to signal from control. terminals 13(+) and 14(–), but the actuator
start position, a does not move, the wiring to the actuator
problem with the prime should be checked for opens or shorts. With
mover fuel supply is the EG-3P actuator, remember that
indicated. The hydraulic actuator must terminals C and D of the mating plug should
have oil pressure and gear be jumpered.
rotation to operate (respond).
Make resistance checks at the actuator.
Coil resistance on Woodward actuators is
approximately 35 A. (Read with leads at
terminals 13 and 14 disconnected.)
Start fuel limit set too low. Check Fuel Demand % in the Display
Menu. If it is not going to Start Fuel value
when cranking, check to see Engine Speed
is reading cranking speed. If Fuel Demand
is reading 0, increase the Start Fuel Limit.
Actuator or linkage. Check actuator and linkage for proper
installation and operation. Problems may be
oil supply, direction of rotation, insufficient
drainage, linkage, worn actuator
components, or improper adjustment.
No actuator voltage at terminals Check for shorted or grounded actuator
13 and 14. leads by removing wires to terminals 13 and
14. Stop prime mover. Close the switch on
terminal 35 (Failed Speed Sensor
Override). Check for 18 to 22 V at terminals
13 and 14 for forward acting controls.
Check that Display Menu is reading engine

speed during cranking. If no speed reading,
check the MPU.
Check for at least 1 Vrms at terminals 25

and 26, and at least 5% of the minimum
rated speed frequency range.
Check to make sure that the status LED is

green. If it is red, would mean that the unit
is still in the configure mode. Reset the
control using the “RESET” icon in the
interface software or cycle power to the
control to re-boot.
Speed setting too low on initial Control may be configured for the wrong
start. speed range. Check that the number of
teeth and the rated speed have been
entered correctly. Speed setting may be
lower than cranking speed. Control should
be set for rated speed.
LOW IDLE SPEED setting may be Check that the LOW IDLE SPEED setting is
set too low. entered correctly.
Woodward 123

Prime mover will not Minimum Fuel contact open. See Check terminal 34. Minimum fuel contact
start. Actuator not “MINIMUM FUEL CONTACT” in must be closed for normal operation. This
moving to start fuel Chapter 3. logic can be changed. Check for 18 to 36
position (continued). Vdc from terminal 34(+) to 33(–).
Speed sensor signal not clearing Check wiring for proper connection. Check
failed speed signal circuit. shields for proper installation. Check the
Display Menu for Engine Speed reading.
Speed sensor not spaced properly—check

for at least 1.0 V ac at terminals 25 and 26
during cranking. If less that 1.0 Vac,
magnetic pickup may be spaced too far
from gear. Make sure there are no metal
chips on end of pickup.
If no voltage is present, magnetic pickup

may be open-circuited or shorted. Make
resistance check with the leads
disconnected from control. Should be about
100 to 300 ohms.
Failed speed signal circuit may be disabled.

Check to see if this is programmed in the
Discrete Input.
Be prepared to make an emergency

shutdown when starting the engine,
turbine, or other type of prime mover, to
protect against runaway or overspeed
with possible personal injury, loss of
life, or property damage.
Faulty 2301E control. Replace.
Prime mover overspeeds Ramp adjustment. Increase RAMP TIME. This decreases
only on starts. acceleration rate (from idle to rated).
RATED SPEED setting too high. Check that RATED SPEED is entered as
described in Chapter 4. Verify the Fuel
Demand % drops to minimum (0%) when
engine speed is greater than speed
reference.
Dynamics adjustment. Dynamics may be adjusted for sluggish
operation, causing overspeed on start.
Adjust GAIN for fastest stable response.
RESET may be adjusted too low. Increase
RESET setting.
Determine if engine is Verify that fuel rack is not binding and
malfunctioning. linkage is properly adjusted. Determine if
the fuel rack is quickly following the actuator
input voltage. Check operation of
overspeed protection device(s).
Prime mover overspeeds Start Fuel Limit is inactive. Power up 2301E before cranking engine.
or causes excessive 2301E control. If the control does not cut back the actuator
smoke only on starts. voltage [terminals 13(+) and 14(-)] when
engine speed is greater than speed
reference, the control may be programmed
for the wrong speed range. If the voltage is
cut back, look for a problem in the linkage
or actuator.
124 Woodward

Prime mover overspeeds Prime mover. Check for proper operation of prime mover
after operating at rated fuel system. If actuator moves toward
speed for some time. minimum fuel during overspeed, problem is
in fuel system.
Magnetic pickup and 2301E Check the magnetic pickup output voltage
control. at speeds above idle—at least 1.0 Vrms. If
magnetic pickup should fail and the override
failed speed signal circuit is disabled, the
2301E control will call for maximum fuel.
2301E control. Control the prime mover manually at rated
speed. If the Engine Speed reading in the
Display Menu does not match external
indicators, the control is not configured
properly. When the engine speed value is
greater than the speed reference value, the
output voltage should be zero. If speed
range is correct for the application, replace
the control.
Low speed is not The LOW IDLE SPEED setting may be
regulated by LOW IDLE below the minimum fuel position of the
SPEED. On carbureted prime movers, actuator or prime mover fuel stop. In this
the minimum fuel stop rpm case, the output voltage to the actuator will
setting will vary with prime be zero.
mover temperature. An
improper cold setting may give The engine will be maintained at the
interference with the LOW IDLE minimum fuel position by the actuator or the
SPEED setting when the prime prime mover minimum fuel stop. The
mover is hot. conditions above indicate that the prime
mover minimum fuel position should be
decreased by linkage adjustment (diesel
engine) or low idle set screw (gas engine),
or the LOW IDLE SPEED setting should be
raised. If this action does not correct the
problem, the 2301E control may be faulty.
Prime mover does not Faulty Close for Rated contact. Check Close for Rated contact, if used, and
decelerate when Close the discrete input is programmed for Idle /
for Rated contact is Rated Speed.
open. LOW IDLE SPEED set the same Check the Speed Settings Menu.
as rated
Generator Aux contact is closed. A faulty Close for Rated contact may
remain in the accelerate position with the
contact open.
In general, adjustment of LOW IDLE

SPEED will vary the speed of the prime
mover with the Close for Rated contact in
the decelerate (open) position. Adjustment
of LOW IDLE SPEED should not affect
prime mover speed when the Close for
Rated contact is closed.
Woodward 125

Prime mover will not 2301E control. Adjust GAIN, RESET, and ACTUATOR
stabilize at rated no load COMPENSATION as described in “Adjust
speed. The instability for Stable Operation” and “Dynamic
may occur at no load or it Adjustment” in Chapter 4.
may vary with load Speed reference controls. Check display menu. The speed reference
Control may be erratic. value should be constant. If speed
reference is erratic, check remote input (if
used), intermittent raise/lower contact
inputs. The speed bias sum at no load
should be constant.
Improper linkage adjustment. Make sure that actuator moves
approximately 2/3 of its travel from no load
to full load. Be sure linkage is linear on
turbine, diesel, and fuel-injected prime
movers. Be sure linkage is non-linear on
carbureted prime movers. Refer to actuator
manual for proper installation.
Necessary external wires not The following tests will isolate noise and
properly shielded. interference.
Electrical noise, caused by wiring Verify that the switchgear frame, governor
carrying an ac voltage, stray chassis, and prime mover have a common
magnetic fields from transformers, ground connection. Temporarily remove the
etc., can be picked up by battery charger cables from the control
improperly shielded wire. Noise battery system.
will cause instability if picked up by
lines associated with the amplifier If the prime mover operation is significantly
summing point such as external improved by these modifications, replace
speed trim, paralleling lines, droop the wiring one at a time to locate the source
contact, magnetic pickup lines, of the trouble.
and synchronizer input.
External wiring may require additional
shielding or rerouting from high-current
lines or components.
If the problem cannot be resolved by these

checks, it will be necessary to remove the
2301E control from the switchgear.
Temporarily mount it next to the prime
mover and connect only a battery, magnetic
pickup, and actuator to the control (use a
separate battery placed next to the prime
mover).
If stability occurs when the control is

mounted next to the prime mover, return the
control to the switchgear. Run new
magnetic pickup, actuator, and battery
power lines. Shield all wires to the control.
Route all wires through conduit or an outer
shield. Tie the outer shield to system
ground at end opposite of the control.
126 Woodward

Prime mover will not Prime mover may not be receiving Check actuator linkage to fuel controlling
stabilize at rated no load fuel as called for by the actuator mechanism for any lost motion, binding, or
speed. The instability may voltage. excessive loading. Verify a steady fuel
occur at no load or it may pressure of proper value.
vary with load Control
may be erratic Check actuator per appropriate actuator
(continued). manual.
Prime mover not operating Prime mover may be causing speed
properly. variations. Control engine manually to
determine if instability is in prime mover or
governor control. Verify proper adjustment of
fuel control linkage.
Input voltage low. Check supply voltage. It should be at least
18 Vdc.
Prime mover does not Prime mover not receiving fuel as If voltage to actuator is maximum (minimum
share load with other called for by the governor. for reverse acting), visually determine if
units. actuator shaft is at maximum position. If it is
not, an actuator problem is indicated, or the
linkage or fuel system is restricted.
Unequal speed settings. Be sure that speed settings of all units at no
load are identical.
Unequal load gain voltages. With the prime mover operating in single unit
configuration, LOAD GAIN must be set at
6.0 Vdc. See LOAD GAIN ADJUSTMENT in
Chapter 4.
Circuit breaker auxiliary contact or Check auxiliary circuit breaker and droop
droop contact is open. contacts (if used and programmed for).
Improper load sensing phasing. Perform phasing procedure in Chapter 4.
Circulating currents between Refer to appropriate voltage regulator
generators. manual.
Prime mover does not Actuator. If actuator has a ballhead backup, verify that
maintain constant speed its hydraulic governor section, speed setting,
(isochronous). and speed droop adjustments are properly
set (see the applicable governor manual).
Prime mover. If the droop occurs near the full-load point
only, it is possible the prime mover is not
producing the horsepower called for by the
fuel control, or is being overloaded. Either is
indicated if the fuel control is at maximum
position.
Woodward 127
Chapter 8.
Communications
Modbus Communication
The 2301E control can communicate with plant distributed control systems or
CRT-based operator control panels through the RS-422 communication port. The
communication port supports RS-422 communications using RTU Modbus
transmission protocols.
Modbus communications is set for default on the RS-422 serial port and the
settings used in Service Menu Z**COMM PORTS**.
Modbus utilizes a master/slave protocol which determines how a communication

network’s master and slave devices establish and break contact, how a sender is
identified, how messages are exchanged, and how errors are detected.
Monitor Only
The Modbus communication port is programmed to update all information to all
registers. This allows the 2301E to be monitored, but not controlled from an
external device. By simply connecting a monitoring device, configured to
communicate through Modbus, and to the 2301E’s defaulted protocol settings
(parity, stop bits, etc.), this device can be used to monitor all the 2301E’s
controlling parameters, modes, etc., without affecting control. To use the 2301E
port, it must be configured properly.
Monitor and Control

To control the inputs by Modbus, parameter “01 ENABLE MODBUS CONTROL
in Service Menu Z**COMM Port** should be set TRUE.
Once a Modbus port is activated by the Modbus selector command, the 2301E
will accept an external network master device. This allows a Modbus-compatible
device to monitor and perform all 2301E mode parameters and commands. To
use a 2301E port it must be configured properly.
Modbus Control, when activated, is in parallel with the Discrete Inputs through an
“OR” input. This means that the Discrete Inputs or the Modbus inputs have
control over each the functions.
128 Woodward
Modbus Communication Mode

The 2301E control supports RTU Modbus transmission mode.
Characteristic RTU
Coding System 8-bit binary
Start Bits 1
Data Bits per Character 8
Parity none
Stop Bits 1
Baud Rate 9600, 19200, 38400, 57600, 115200
Error Checking CRC (Cyclical Redundancy Check)
Table 8-1. RTU Modbus
In RTU mode, data is sent in 8-bit binary characters and transmitted in a

continuous stream.
The Modbus protocol allows one master and up to 247 slaves on a common
network. Each slave is assigned a fixed, unique device address in the range of 1
to 247. With the Modbus protocol, only the network master can initiate a
transaction. A transaction consists of a request from the master to a slave unit
and the slave’s response. The protocol and Modbus device number are set in the
Program Mode and can be adjusted in Service Mode.
The 2301E control is programmed to function as a slave unit only. As a slave

unit, the 2301E will only respond to a transaction request by a master device.
The 2301E can directly communicate with a DCS or other Modbus supporting
device on a single communications link, or through a multi-dropped network. If
multi-dropping is used, up to 246 devices (2301Es or other customer devices)
can be connected to one Master device on a single network. The control address
is programmed under the 2301E’s communications block.
Each message to or from a master has a defined structure called the message
“frame”. A frame consists of the slave device address, a code defining the
requested data and error checking information (see Table 7-2).
Beginning SLAVE Function DATA Error End of

of Frame Address Code Check Frame
Code
RTU 3-Char 1 Char 1 Char 8 bits 1 Char 3-Char

Dead 8 bits 8 bits Data per 8 bits Dead
Time Char Time
Table 8-2. Modbus Frame Definition
The Modbus function code tells the addressed slaves what function to perform.
The following table lists the function codes supported by this control.
Woodward 129
Modbus Function Codes

Code Definition Reference Address
01 Read Digital Outputs 0XXXX
(Raise/Lower and Enable/Disable Commands)
02 Read Digital Inputs 1XXXX
(Status Indications / Alarms and Trips)
03 Read Analog Outputs 4XXXX
04 Read Analog Inputs 3XXXX
(Speed, Setpt, etc.)
05 Write Single Discrete Output 0XXXX
(Raise/Lower and Enable/Disable Commands)
08 Loopback Diagnostic Test N/A
(Subfunction 0 only)
15 Write Digital Outputs 0XXXX
16 Write Analog Outputs 4XXXX
Table 8-3. Modbus Function Codes
When a Modbus message is received, it is checked for any errors or invalid data.
If there is invalid data in the message, an error code is sent back to the master
and the control issues an alarm message. The error codes are defined in the
following table.
If the control has not received a message for the configured time-out period, the
control will give and alarm with an error message, but no message is sent to the
master. This time-out is defaulted to 5 seconds and only applies to units using
both monitor and control (adjustable in Service Mode).
Port Adjustments
Before the 2301E will communicate with the master device, the communication
parameters must be verified. These values are set in Service Mode.
Parameter Port Adjustment Range

Baud Rate 9600 to 115200
Data Bits 7 or 8
Stop Bits 1, 2 or 1.5
Parity NONE, ODD or EVEN
Table 8-4. Port Adjustments
130 Woodward
2301E Control Modbus Addresses

The Modbus communication ports in the 2301E are programmed for unique
Modbus addresses. A complete listing of these addresses for your application is
located at the end of this section in the manual. The Modbus address listing
consists of Boolean Writes, Boolean Reads, Analog Reads and Analog Writes. The
Boolean reads and writes are also referred to as input and holding coils. The
analog reads and writes are also referred to as input registers and holding
registers. All values that can be addressed by Modbus are considered to be
discrete and numeric. The discrete values are a 1 bit binary, on or off value and the
numerics are 16 bit values. Discrete values are sometimes referred to as coils or
digitals and numerics are referred to as registers or analogs. All read/write registers
are interpreted by the 2301E as signed 16 bit integer values. Since Modbus can
only handle integers, values that require a decimal point in the Modbus Master
Device are multiplied by a scaling constant before being sent by the 2301E. See
Appendix B for the default communication constants and ranges.
Boolean Writes
Boolean Writes are logic signals that are writable to the 2301E control. An
example of a Boolean write value would be raise or lower commands. A logical
true denoted by the value 1 will cause the command listed in the description to
be executed.
If a RUN (address 0.0002) command is given it will be latched. To reset the latch
remove the RUN contact and give a command to STOP (address 0.0003). This is
applicable for the following commands:
0.0002 Run (latch)

0.0003 Stop (reset latch)
0.0004 Failed Speed Override ON (latched)

0.0005 Failed Speed Override OFF (reset latch)
0.0006 Rated (latched)

0.0007 Idle (reset latch)
0.0010 Isoch (latched)

0.0011 Droop (reset latch)
0.0012 Baseload ON (latched)

0.0013 Baseload OFF (reset latch)
Boolean Reads
Boolean Reads are logic signals that are readable from, but not writable to, the
2301E. An example of a Boolean read value would be a turbine trip status
indication. The logic true will have the value 1 if the statement in the description
column is true and a 0 if false. The ‘1:’ term in the address identifies a logic true.
The 2301E supports Modbus function code 2, which involves reading selected
logic signals.
Woodward 131
Analog Reads
Input registers are analog values that are readable from, but not writable to, the
2301E. Turbine speed is an example of an analog read value. The values of the
input registers are stored internally to the control as floating point numbers
representing engineering units (kPa or rpm). The values transmitted are integers
ranging from –32767 to +32767. Since Modbus can only handle integers, values
that have a decimal point are multiplied by a constant before being sent by
Modbus. For example, these input registers may be listed as the Modbus value
`x100’ or `x10’ under the description heading to denote the value is multiplied by
a scaling constant. This will allow transmission of decimal parts of a unit if this is
necessary for better resolution.
See the 2301E Service Mode for default communication constants and ranges.
The 2301E supports Modbus function code 4, which involves reading selected
input registers.
Analog Writes
Holding registers are analog values that are writable to the 2301E. These values
can also be read by a device performing an error check. An example of an
analog write value would be a direct speed setpoint as opposed to raise and
lower commands. The values of the holding registers are also stored in the
control as numbers representing engineering units (kPa or rpm). The 2301E
supports Modbus function codes 3, 6, and 16. These correspond to reading
selected holding registers, writing to a single holding register and writing to
multiple holding registers respectively. Appendix B lists the addresses and
descriptions of all Boolean and analog reads and writes.
Modbus Scale Factors

Modbus has two limitations:
x only integers can be sent across
x the value is limited between –32767 and +32767.
These limitations can be overcome by scaling the value before it is sent across the
Modbus. The default scale factor for analog values is 1. The scale factor can be
changed in the Watch Window (INTFC.COM) between 1 and 1000. These scaled
parameters and their scale factor are available through the Modbus. Values that
require a decimal point must be multiplied by the scale factor (10, 100 or 1000)
before being sent across the Modbus. The value sent is then divided by the scale
factor in the Master. The Scale Factor adjusts all associated analog reads
accordingly. The Multiplier (scale factor) can be changed in the Watch Window.
Shutdown Command through Modbus

Two different types of shutdown commands (emergency and controlled) can be
issued through Modbus. The Emergency Shutdown command instantly takes the
actuator current to zero and activates the shutdown relay. The Controlled
Shutdown function is used to stop the engine in a controlled manner, as opposed
to an Emergency Trip. When a STOP command (controlled shutdown) is issued
the shutdown relay is not activated.
The Emergency Shutdown and Controlled Shutdown commands do not influence

the operation of the Trip Relay.
132 Woodward
Start Command through Modbus

The start-up permissive of a prime mover is possible from a command through
the Modbus. The open/close of contact inputs (RUN/SHUTDOWN, etc.) serve as
the independent command in Modbus BW. These commands operate as a
momentary input. Which means the input from the Modbus commands are
latching.
For More Modbus Information

Detailed information on the Modbus protocol is presented in “Reference Guide
PI-MBUS-300” published by AEC Corp./Modicon Inc., formerly Gould Inc. To
implement your own source code, you must register with Modicon. Registration
includes purchasing document PI-MBUS-303 and signing a non-disclosure
agreement. You can register to use Modbus at your nearest Modicon field office.
To find the office nearest you, contact Modicon Technical Support at
+1-800-468-5342 (in North America).
Woodward 133
Chapter 9.
Product Support and Service Options
Product Support Options

If you are experiencing problems with the installation, or unsatisfactory
performance of a Woodward product, the following options are available:
1. Consult the troubleshooting guide in the manual.
2. Contact the OE Manufacturer or Packager of your system.
3. Contact the Woodward Business Partner serving your area.
4. Contact Woodward technical assistance via email
(EngineHelpDesk@Woodward.com) with detailed information on the
product, application, and symptoms. Your email will be forwarded to an
appropriate expert on the product and application to respond by telephone
or return email.
5. If the issue cannot be resolved, you can select a further course of action to
pursue based on the available services listed in this chapter.
OEM or Packager Support: Many Woodward controls and control devices are
installed into the equipment system and programmed by an Original Equipment
Manufacturer (OEM) or Equipment Packager at their factory. In some cases, the
programming is password-protected by the OEM or packager, and they are the best
source for product service and support. Warranty service for Woodward products
shipped with an equipment system should also be handled through the OEM or
Packager. Please review your equipment system documentation for details.
Woodward Business Partner Support: Woodward works with and supports a

global network of independent business partners whose mission is to serve the
users of Woodward controls, as described here:
x A Full-Service Distributor has the primary responsibility for sales, service,
system integration solutions, technical desk support, and aftermarket
marketing of standard Woodward products within a specific geographic area
and market segment.
x An Authorized Independent Service Facility (AISF) provides authorized
service that includes repairs, repair parts, and warranty service on
Woodward's behalf. Service (not new unit sales) is an AISF's primary
mission.
x A Recognized Engine Retrofitter (RER) is an independent company that
does retrofits and upgrades on reciprocating gas engines and dual-fuel
conversions, and can provide the full line of Woodward systems and
components for the retrofits and overhauls, emission compliance upgrades,
long term service contracts, emergency repairs, etc.
A current list of Woodward Business Partners is available at

www.woodward.com/directory.
Product Service Options

Depending on the type of product, the following options for servicing Woodward
products may be available through your local Full-Service Distributor or the OEM
or Packager of the equipment system.
x Replacement/Exchange (24-hour service)
x Flat Rate Repair
x Flat Rate Remanufacture
134 Woodward
Replacement/Exchange: Replacement/Exchange is a premium program
designed for the user who is in need of immediate service. It allows you to
request and receive a like-new replacement unit in minimum time (usually within
24 hours of the request), providing a suitable unit is available at the time of the
request, thereby minimizing costly downtime.
This option allows you to call your Full-Service Distributor in the event of an
unexpected outage, or in advance of a scheduled outage, to request a
replacement control unit. If the unit is available at the time of the call, it can
usually be shipped out within 24 hours. You replace your field control unit with
the like-new replacement and return the field unit to the Full-Service Distributor.
Flat Rate Repair: Flat Rate Repair is available for many of the standard
mechanical products and some of the electronic products in the field. This
program offers you repair service for your products with the advantage of
knowing in advance what the cost will be.
Flat Rate Remanufacture: Flat Rate Remanufacture is very similar to the Flat
Rate Repair option, with the exception that the unit will be returned to you in “like-
new” condition. This option is applicable to mechanical products only.
Returning Equipment for Repair

If a control (or any part of an electronic control) is to be returned for repair,
please contact your Full-Service Distributor in advance to obtain Return
Authorization and shipping instructions.
When shipping the item(s), attach a tag with the following information:
x return number;
x name and location where the control is installed;
x name and phone number of contact person;
x complete Woodward part number(s) and serial number(s);
x description of the problem;
x instructions describing the desired type of repair.
Packing a Control
Use the following materials when returning a complete control:
x protective caps on any connectors;
x antistatic protective bags on all electronic modules;
x packing materials that will not damage the surface of the unit;
x at least 100 mm (4 inches) of tightly packed, industry-approved packing
material;
x a packing carton with double walls;
x a strong tape around the outside of the carton for increased strength.
To prevent damage to electronic components caused by improper

handling, read and observe the precautions in Woodward manual
82715, Guide for Handling and Protection of Electronic Controls,
Printed Circuit Boards, and Modules.
Replacement Parts
When ordering replacement parts for controls, include the following information:
x the part number(s) (XXXX-XXXX) that is on the enclosure nameplate;
x the unit serial number, which is also on the nameplate.
Woodward 135
Engineering Services
Woodward’s Full-Service Distributors offer various Engineering Services for our
products. For these services, you can contact the Distributor by telephone or by
email.
x Technical Support
x Product Training
x Field Service
Technical Support is available from your equipment system supplier, your local
Full-Service Distributor, or from many of Woodward’s worldwide locations,
depending upon the product and application. This service can assist you with
technical questions or problem solving during the normal business hours of the
Woodward location you contact.
Product Training is available as standard classes at many Distributor locations.

Customized classes are also available, which can be tailored to your needs and
held at one of our Distributor locations or at your site. This training, conducted by
experienced personnel, will assure that you will be able to maintain system
reliability and availability.
Field Service engineering on-site support is available, depending on the product

and location, from one of our Full-Service Distributors. The field engineers are
experienced both on Woodward products as well as on much of the non-
Woodward equipment with which our products interface.
For information on these services, please contact one of the Full-Service

Distributors listed at www.woodward.com/directory.
Contacting Woodward’s Support Organization

For the name of your nearest Woodward Full-Service Distributor or service
facility, please consult our worldwide directory published at
www.woodward.com/directory.
You can also contact the Woodward Customer Service Department at one of the
following Woodward facilities to obtain the address and phone number of the
nearest facility at which you can obtain information and service.
Products Used In Products Used In Products Used In

Electrical Power Systems Engine Systems Industrial Turbomachinery
Systems
Facility---------------- Phone Number Facility---------------- Phone Number Facility---------------- Phone Number
Brazil ------------- +55 (19) 3708 4800 Brazil ------------- +55 (19) 3708 4800 Brazil ------------- +55 (19) 3708 4800
China ----------- +86 (512) 6762 6727 China ----------- +86 (512) 6762 6727 China ----------- +86 (512) 6762 6727
Germany: Germany------- +49 (711) 78954-510 India --------------- +91 (129) 4097100
Kempen ---- +49 (0) 21 52 14 51 India --------------- +91 (129) 4097100 Japan -------------- +81 (43) 213-2191
Stuttgart-- +49 (711) 78954-510 Japan -------------- +81 (43) 213-2191 Korea -------------- +82 (51) 636-7080
India --------------- +91 (129) 4097100 Korea -------------- +82 (51) 636-7080 The Netherlands - +31 (23) 5661111
Japan -------------- +81 (43) 213-2191 The Netherlands - +31 (23) 5661111 Poland--------------- +48 12 295 13 00
Korea -------------- +82 (51) 636-7080 United States ---- +1 (970) 482-5811 United States ---- +1 (970) 482-5811
Poland--------------- +48 12 295 13 00
United States ---- +1 (970) 482-5811
For the most current product support and contact information, please visit our
website directory at www.woodward.com/directory.
136 Woodward
Technical Assistance
If you need to contact technical assistance, you will need to provide the following information.
Please write it down here before contacting the Engine OEM, the Packager, a Woodward
Business Partner, or the Woodward factory:
General
Your Name
Site Location
Phone Number
Fax Number
Prime Mover Information

Manufacturer
Engine Model Number
Number of Cylinders
Type of Fuel (gas, gaseous, diesel,
dual-fuel, etc.)
Power Output Rating
Application (power generation, marine,
etc.)
Control/Governor Information
Control/Governor #1
Woodward Part Number & Rev. Letter
Serial Number
Control/Governor #2
Serial Number
Control/Governor #3
Serial Number
Symptoms
Description
If you have an electronic or programmable control, please have the adjustment setting positions or
the menu settings written down and with you at the time of the call.
Woodward 137
Appendix A.
Service/Configuration Chart
Configure Menus
PROGRAMMED DEFAULT TUNABLE RANGE
CONFIGURE MENU
VALUE VALUE MIN. MAX.
A**SPEED CONTROL FUNCTIONS**
01 ENTER RATED SPEED (60 HZ) (RPM) 900 0 4000
02 ENTER RATED SPEED (50 HZ) (RPM) 750 0 4000
03 USE START SPEED FALSE TRUE FALSE
04 ENABLE 5 SLOPE GAIN MAP FALSE TRUE FALSE
05 SEL GAIN FUNCTION (1,3) 1 1 3
06 DISPLAY GAIN FUNCTION Monitor
07 ENABLE IDLE DROOP FALSE TRUE FALSE
08 OVERSPEED SETTING 1035 0.00 4000.00
09 RST TO RATED AT CB CLOSE TRUE TRUE FALSE
10 RST TO RATED INSTANT TRUE TRUE FALSE
11 ENABLE AUTO IDLE/RATED FALSE TRUE FALSE
12 REMOTE SPD LOCK IN LAST FALSE TRUE FALSE
13 REMOTE LOAD LOCK IN LAST FALSE TRUE FALSE
14 RESET RATED REF ON SD? TRUE TRUE FALSE
B**ENG—GEN FUNCTIONS**
01 ENTER NUM OF GEAR TEETH 60 15 500
02 SPD SENSING TYPE (1,3,4,5) 1 1 5
03 ENTER MUMB OF CYLINDERS 8 1 24
04 ENTER FAILED SPD SENSE % 5.0 2.0 50.0
05 MPU ALARM ARM TIME 10 0 120
06 ENTER RATED/MAX LOAD(KW) 500 10 30000
07 2 CYCLE OR 4 CYCLE 1 1 2
08 MAX ENGINE SPEED PERCENT 120.0 30.0 400.0
C**DISCRETE IN OPTIONS**
01 SEL DI B FUNCTION (1-9) 3 1 9
02 DISPLAY DI B FUNCTION Monitor
03 SEL DI C FUNCTION (1-9) 6 1 9
04 DISPLAY DI C FUNCTION Monitor
05 SEL DI D FUNCTION (1-9) 7 1 9
06 DISPLAY DI D FUNCTION Monitor
07 ENABLE R/L WHEN LS? FALSE TRUE FALSE
08 RSE/LWR STOP IDL/RTD RMP TRUE TRUE FALSE
D**DISCRETE OUT OPTIONS**

01 IS SHUTDOWN RELAY NC? TRUE TRUE FALSE
02 IS ALARM RELAY NC? TRUE TRUE FALSE
03 RELAY 1 ENERGIZES (1-12) 2 1 12
04 RELAY 1 SELECTED FOR Monitor
11 CB OPEN RELAY NORM ENGZD FALSE TRUE FALSE
12 CB OPEN ON SHUTDOWN TRUE FALSE TRUE
E**ANALOG INPUT OPTIONS**

01 CONFIGURATION ERROR ? Monitor
138 Woodward
CONFIGURE MENU
02 SEL AI #1 FUNCTION (1-7) 4 1 7
03 DISPLAY AI #1 FUNCTION Monitor
04 SEL AI #1 TYPE (1-3) 1 1 3
05 DISPLAY AI #1 TYPE Monitor
06 USE INPUT #1 FAIL TRIP FALSE TRUE FALSE
07 SEL AI #2 FUNCTION (1-7) 3 1 7
08 DISPLAY AI #2 FUNCTION Monitor
09 SEL AI #2 TYPE (1-3) 1 1 3
10 DISPLAY AI #2 TYPE Monitor
11 USE INPUT #2 FAIL TRIP FALSE TRUE FALSE
F**ACTUATOR OUT OPTIONS**

01 ACTUATOR OUT TYPE (1-4) 1 1 3
02 DISPLAY ACTUATOR TYPE Monitor
03 REVERSE ACTING ACTUATOR FALSE TRUE FALSE
04 SD ACT ON INTERNAL SD TRUE TRUE FALSE
05 PWM FREQUENCY 500 300 2000
06 DUTY CYCLE AT 0% 10 -10 110
07 DUTY CYCLE AT 100% 90 -10 110
08 DUTY CYCLE MIN LIMIT 10 0 100
09 DUTY CYCLE MAX LIMIT 90 0 100
G**DISCRETE IN ACTION**
01 SEL DI “A” ACTION FALSE TRUE FALSE

02 SEL DI “B” ACTION FALSE TRUE FALSE
03 SEL DI “C” ACTION FALSE TRUE FALSE
04 SEL DI “D” ACTION FALSE TRUE FALSE
05 SEL DI “E” ACTION FALSE TRUE FALSE
06 SEL DI “F” ACTION FALSE TRUE FALSE
07 SEL DI “G” ACTION FALSE TRUE FALSE
08 SEL DI “H” ACTION FALSE TRUE FALSE
Service Menus
SERVICE MENU
A**DISPLAY MENU**
01 ENGINE SPEED (RPM) Monitor
02 CALC GENERATOR FREQ (Hz) Monitor
03 SPEED REFERENCE (RPM) Monitor
04 FUEL DEMAND (%) Monitor
05 SPEED REF BIAS SUM (RPM) Monitor
06 LOAD BIAS (RPM) Monitor
07 SYNC BIAS (RPM) Monitor
08 BASE LOAD REF (KW) Monitor
09 GENERATOR OUT (KW) Monitor
10 LOAD SIGNAL OUT (VDC) Monitor
11 FUEL CONTROL MODE: Monitor
12 LOAD CONTROL PARAMETER: Monitor
13 ANALOG INPUT #1 = Monitor
14 ANALOG INPUT #2 = Monitor
B**DISPLAY LOAD INFO**

01 LOAD SENSOR INPUT (KW) = Monitor
02 LOAD SENSOR (%) = Monitor
03 LOAD SHARING BIAS (RPM)= Monitor
04 LOAD SIGNAL OUT (Vdc)= Monitor
05 SYSTEM LOAD 0-3 (Vdc) = Monitor
Woodward 139
SERVICE MENU
06 LOAD SHARING BIAS (%) = Monitor
07 PEAK LOAD VALUE (KW) Monitor
08 RESET HIGH PEAK LOAD VALUE FALSE TRUE FALSE
C**SHUTDOWNS**
01 SHUTDOWN STATUS Monitor
02 FIRST SHUTDOWN Monitor
03 OVERSPEED Monitor
04 MPU FAIL Monitor
05 ANALOG INPUT #1 FAIL Monitor
07 TEST MODE Monitor
08 EXTERNAL SHUTDOWN Monitor
09 AI CONFIGURATION ERROR Monitor
10 HIGH PEAK SPEED VALUE Monitor
11 LOW PEAK SPEED VALUE Monitor
12 RESET SPEED PEAK VALUES FALSE TRUE FALSE
13 MANUAL STOP DATALOG FALSE TRUE FALSE
14 MANUAL START DATALOG FALSE TRUE FALSE
15 PRINT OUT DATALOG FALSE TRUE FALSE
16 RESET SHUTDOWNS FALSE TRUE FALSE
D**ALARMS**
01 ALARM STATUS Monitor
02 FIRST ALARM Monitor
05 LOAD SENSOR FAIL Monitor
06 LOAD SHARE LINE FAIL Monitor
07 RESET ALARMS FALSE TRUE FALSE
E**DISPLAY DIGITAL I/O**

01 CLOSE RUN/OPEN SHTDWN A Monitor
02 DISCRETE INPUT B Monitor
03 DISCRETE INPUT C Monitor
04 DISCRETE INPUT D Monitor
05 RAISE SPEED/LOAD E Monitor
06 LOWER SPEED/LOAD F Monitor
07 LOAD GENERATOR G Monitor
08 SELECT BASE LOAD H Monitor
09 DISCRETE OUTPUT #1 Monitor
13 INTERNAL CB AUX RELAY Monitor
F**DISPLAY ANALOG I/O**

01 SPEED SENSOR INPUT (RPM) Monitor
02 LOAD SENSOR INPUT (KW) Monitor
03 ANIN #1, INPUT TYPE: Monitor
04 ANIN #1 (UNITS) Monitor
05 ANIN #2 INPUT TYPE: Monitor
06 ANIN #2 (UNITS) Monitor
07 LOAD SHARING LINES (VDC) Monitor
08 LOAD SHARING BIAS SIG(%) Monitor
09 ACTUATOR CURRENT (mA) Monitor
10 ANALOG OUT 1 (%) Monitor
11 LOAD SIGNAL OUT (Vdc) Monitor
G**SPEED SETTINGS**
01 START SPEED (RPM) 400.000 1.00 2100.00
140 Woodward
SERVICE MENU
02 RAISE SPEED LIMIT (RPM) 1000.000 0.00 4000.00
03 LOWER SPEED LIMIT (RPM) 800.000 0.00 4000.00
04 IDLE SPEED (60 HZ) (RPM) 600.000 0.00 4000.00
05 IDLE SPEED (50 HZ) (RPM) 450.000 0.00 4000.00
06 ACCEL RAMP TIME (SEC) 20.000 1.00 300.00
07 DECEL RAMP TIME (SEC) 20.000 1.00 300.00
08 SPEED TRIM INC TIME(SEC) 30.000 1.00 300.00
09 SPEED TRIM DEC TIME(SEC) 30.000 1.00 300.00
10 IDLE DROOP BREAKPOINT 40.000 0.50 100.00
11 IDLE DROOP (%) 5.000 0.00 100.00
12 DELAY TIME IDLE TO RATED 5.000 0.00 600.00
H**DYNAMICS #1**
01 IDLE PROP GAIN 1 1.000 0.001 100.00
02 RATED PROP GAIN 1 2.000 0.001 100.00
03 RESET 1 1.000 0.01 100.00
04 ACTUATOR COMPENSATION 1 0.10 0.01 100.00
05 WINDOW WIDTH 1 (RPM) 60.000 1.00 200.00
06 GAIN RATIO 1 1.000 1.00 10.00
07 GAIN SLOPE 0.000 -50.00 50.00
08 GAIN BREAKPOINT 20.00 0.00 100.00
09 SPEED FILTER FREQ 1 (HZ) 12.000 4.00 20.00
10 BUMP ACT TRIG (T THEN F) FALSE TRUE FALSE
11 PID DYNAMICS IN USE Monitor
I**DYNAMICS #2**
01 ENABLE DYNAMICS 2 w/CB FALSE TRUE FALSE
02 DELAY DYN 2 ENABLE (SEC) 0.00 0.00 20.00
04 PROP GAIN 2 2.000 0.001 100.00
05 RESET 2 1.000 0.001 100.00
06 ACTUATOR COMPENSATION 2 0.10 0.01 100.00
07 WINDOW WIDTH 2 (RPM) 60.000 1.00 200.00
08 GAIN SLOPE 2 0.000 -50.00 50.00
09 GAIN BREAKPOINT 2 20.00 0.00 100.00
10 GAIN RATIO 2 1.000 1.00 10.00
J**DYNAMICS #1, 5 PT GAIN**

01 BREAKPOINT 1A (%LD or RPM) 99.600 0.01 5000.00
02 GAIN @BREAKPOINT 1A 4.0 0.01 100.00
03 BREAKPOINT 1B (%LD or RPM) 99.700 0.01 5000.00
04 GAIN @BREAKPOINT 1B 4.0 0.01 100.00
05 BREAKPOINT 1C (%LD or RPM) 99.800 0.01 5000.00
06 GAIN @BREAKPOINT 1C 4.0 0.01 100.00
07 BREAKPOINT 1D (%LD or RPM) 99.900 0.01 5000.00
08 GAIN @BREAKPOINT 1D 4.0 0.01 100.00
09 BREAKPOINT 1E (%LD or RPM) 100.00 0.01 5000.00
10 GAIN @BREAKPOINT 1E 4.0 0.01 100.00
11 RESET 1 2.000 0.01 100.00
12 ACT COMPENSATION 12.000 0.01 100.00
13 WINDOW WIDTH 1 (RPM) 60.000 1.00 200.00
14 GAIN RATIO 1 1.000 1.00 10.00
K**DYNAMICS #2, 5 PT GAIN**

01 ENABLE DYNAMICS 2 w/CB FALSE TRUE FALSE
Woodward 141
SERVICE MENU
04 BREAKPOINT 2A (%LD or RPM) 99.600 0.01 5000.00
05 GAIN @BREAKPOINT 2A 4.0 0.01 100.00
06 BREAKPOINT 2B (%LD or RPM) 99.700 0.01 5000.00
07 GAIN @BREAKPOINT 2B 4.0 0.01 100.00
08 BREAKPOINT 2C (%LD or RPM) 99.800 0.01 5000.00
09 GAIN @BREAKPOINT 2C 4.0 0.01 100.00
10 BREAKPOINT 2D (%LD or RPM) 99.900 0.01 5000.00
11 GAIN BREAKPOINT 2D 4.0 0.01 100.00
12 BREAKPOINT 2E (%LD or RPM) 100.00 0.01 5000.00
13 GAIN BREAKPOINT 2E 4.0 0.01 100.00
14 RESET 2 2.000 0.01 100.00
15 ACT COMPENSATION 2 12.000 0.01 100.00
16 WINDOW WIDTH 2 (RPM) 60.000 1.00 200.00
17 GAIN RATIO 2 1.000 1.00 10.00
L**FUEL LIMITERS 1/2**

01 START FUEL LIMIT (%FD) 100.000 15.00 110.00
02 START RAMP RATE (%FD/S) 10.000 1.00 180.00
03 SOFT START FUEL LIMIT ON FALSE TRUE FALSE
04 MAX FUEL LIMIT (%FD) 100.000 50.00 110.00
05 ENABLE IDLE LIMITER ? FALSE TRUE FALSE
06 IDLE FUEL LIMITER (%FD) 100.00 0.00 100.00
07 ENABLE TORQUE LIMITER ? FALSE TRUE FALSE
08 MIN SPEED TORQUE LIMIT 300.00 0.00 4000.0
09 TORQUE LIMIT MIN SPEED 300.00 0.00 100.00
10 SPEED 1 TORQUE LIMIT 800.00 0.00 4000.0
11 TORQUE LIMIT BRKPOINT 1 100.00 0.00 100.00
16 MAX SPEED TORQUE LIMIT 1500.00 0.00 4000.0
17 TORQUE LIMIT MAX SPEED 100.00 0.00 100.00
M**FUEL LIMITERS 2/2**

01 ENABLE MAP LIMITER ? FALSE TRUE FALSE
02 PRESSURE X1 6.000 -1000.00 1000.00
03 MAP LIMIT Y1 100.000 0.00 100.00
04 PRESSURE X2 8.000 -1000.00 1000.00
05 MAP LIMIT Y2 100.000 0.00 100.00
06 PRESSURE X3 10.000 -1000.00 1000.00
07 MAP LIMIT Y3 100.000 0.00 100.00
08 PRESSURE X4 15.000 -1000.00 1000.00
09 MAP LIMIT Y4 100.000 0.00 100.00
10 PRESSURE X5 20.000 -1000.00 1000.00
11 MAP LIMIT Y5 100.000 0.00 100.00
12 MAP NEAR FUEL LIMIT % 5.000 0.00 10.00
13 MAP DELAY TIME CONTACT 0.500 0.00 30.00
14 MAP OVERLOAD PULS TIME 0.500 0.00 100.00
N**LOAD SETTINGS**
01 LOAD DROOP PERCENT 5.000 0.00 12.00
02 LOAD LEVEL VOLTAGE 6.000 0.10 9.00
03 LOAD SHARE GAIN 1.000 0.01 10.00
04 ENABLE ACT POS DROOP FALSE TRUE FALSE
05 ACT POSITION DROOP % 0.000 0.00 100.00
142 Woodward
SERVICE MENU
06 ACT OUT AT RATED NO LOAD 20.000 0.00 100.00
07 ACT OUT RATED FULL LOAD 80.000 0.00 100.00
08 BASE LOAD MINIMUM (KW) 20.000 10.00 30000.00
09 BASE LOAD REFERENCE (KW) 50.000 0.00 30000.00
10 BASE LOAD MAXIMUM (KW) 110.000 10.00 30000.00
11 BASELOAD RAISE TIME(SEC) 60.000 1.00 600.00
12 BASELOAD LOWER TIME(SEC) 60.000 1.00 600.00
13 UNLOAD TRIP LEVEL (KW) 5.000 0.00 30000.00
14 LOADING RATE (KW/SEC) 20.000 1.00 600.00
15 UNLOADING RATE (KW/SEC) 20.000 1.00 600.00
16 ENABLE FAST LOAD RATE FALSE TRUE FALSE
17 FAST RAMP ENABLE LOAD(%) 80.000 1.00 110.00
18 FAST RAMP RATE (KW/SEC) 60.000 1.00 600.00
O**ACTUATOR BUMP SETUP**

01 ACT BUMP ENABLE FALSE TRUE FALSE
02 ACT BUMP LEVEL (%FD) 1.000 0.00 25.00
03 ACT BUMP DURATION (SEC) 0.110 0.08 2.00
P**ANALOG INPUTS SETTINGS**

01 AI 1 CONFIGURED FOR: Monitor
02 AI 2 CONFIGURED FOR: Monitor
03 SPEED w/ RMT IN@MIN(RPM) 800.000 0.00 4000.00
04 SPEED w/ RMT IN@MAX(RPM) 1000.000 0.00 4000.00
05 RMT SPEED REF INPUT(RPM) Monitor
06 RMT SPDREF INC TIME(SEC) 30.000 1.00 300.00
07 RMT SPDREF DEC TIME(SEC) 30.000 1.00 300.00
08 BSLOAD w/RMT IN@MIN (KW) 20.000 0.00 30000.00
09 BSLOAD w/RMT IN@MAX (KW) 90.000 10.00 30000.00
10 RMT BSLOAD REF INPUT(KW) Monitor
11 RMT BSLOAD INC TIME(SEC) 60.000 1.00 600.00
12 RMT BSLOAD DEC TIME(SEC) 60.000 1.00 600.00
13 REMOTE AUX SCALE(%/VOLT) 3.000 0.10 5.00
14 SYNC INPUT SCALE(%/VOLT) 0.700 0.10 5.00
15 MAP LIMITER IN MIN (EU) 0.000 -10000.0 10000.0
16 MAP LIMITER INPUT MAX (EU) 20.000 -10000.0 10000.0
17 EXT LOAD SENSOR MIN (EU) 0.0 -10000.0 10000.0
18 EXT LOAD SENSOR MAX (EU) 500.0 -30000.0 30000.0
19 EXT LOAD SNSR FILTER (S) 0.01 0.01 10.0
Q**DISCRETE OUT SETTINGS**

01 RELAY 1 SELECTED AS Monitor
02 RELAY 1 LEVEL SW (1-6) 1 1 6
03 RELAY 1 LEVEL SELECT FOR Monitor
04 RELAY 1 ON LEVEL = 0.000 -32000.00 32000.00
05 RELAY 1 OFF LEVEL = 0.000 -32000.00 32000.00
07 RELAY 2 LEVEL SW (1-6) 1 1 6
09 RELAY 2 ON LEVEL = 0.000 -32000.00 32000.00
10 RELAY 2 OFF LEVEL= 0.000 -32000.00 32000.00
12 RELAY 3 LEVEL SW (1-6) 2 1 6
14 RELAY 3 ON LEVEL = 0.000 -32000.00 32000.00
15 RELAY 3 OFF LEVEL = 0.000 -32000.00 32000.00
17 RELAY 4 LEVEL SW (1-6) 1 1 6
19 RELAY 4 ON LEVEL = 0.000 -32000.00 32000.00
Woodward 143
SERVICE MENU
20 RELAY 4 OFF LEVEL = 0.000 -32000.00 32000.00
21 BREAKER OPEN TIME (SEC) 1.000 0.80 60.00
22 RAMP @ MIN,CB DELAY(SEC) Monitor
R**ANALOG OUTPUT SETTINGS**

01 ANALOG OUTPUT SEL 1 1 10
02 ANALOG OUTPUT SELECTION Monitor
03 ANOUT, 4 MA OFFSET 0.000 -200.00 200.00
04 ANOUT, 20 MA GAIN 900.00 -200.00 32000.00
05 ANALOG OUT 1 (%) Monitor
S**RELAY AND ANOUT TESTS**

01 ENABLE MANUAL DRIVR TEST FALSE TRUE FALSE
02 FORCE OUTPUT STATUS Monitor
03 TURN ON DO1 FALSE TRUE FALSE
11 TURN ON CB AUX RELAY FALSE TRUE FALSE
12 LOAD SHARE RELAY Monitor
13 ADJUST ANALOG OUTPUT (%) 0.000 0.00 100.00
14 ANALOG OUT (%) Monitor
15 ADJUST ACTUATOR OUT (%) 0.000 0.00 100.00
16 ACTUATOR OUTPUT (mA) Monitor
T**KW INPUT CALIBRATION**

01 ENTER RATED LOAD (KW) 500 10 30000
02 ENTER DERATED LOAD (KW) 400 10 30000
03 KW INPUT CALIBRATN ZERO 0.000 -20.00 20.00
04 KW INPUT CALIBRATN GAIN 13.000 5.00 40.00
05 GEN OUTPUT (READ KW) Monitor
06 LOAD SIGNAL OUT (VDC) Monitor
U**DISPLAY PID PARAMETERS**

01 DYNAMICS 2 ENABLED Monitor
02 PID GAIN VALUE Monitor
03 PID INTEGRAL GAIN VALUE Monitor
04 PID ACT COMP VALUE Monitor
V**ANALOG IN/OUTPUT CALIB**

01 AnIN 1, Offset 0.000 -100.00 100.00
02 AnIN 1, Gain 1.000 0.00 10.00
03 AnIN 1, mA / Volt Monitor
04 AnIN 2, Offset 0.000 -100.00 100.00
05 AnIN 2, Gain 1.000 0.00 10.00
06 AnIN 2, mA / Volt Monitor
07 Actuator, Offset 0.000 -100.00 100.00
08 Actuator, Gain 1.000 -100.00 100.00
09 Actuator output Monitor
10 Anout 4–20 mA, Offset 0.000 -100.00 100.00
11 Anout 4–20 mA, Gain 1.000 -100.00 100.00
12 Anout 4–20 mA, output Monitor
W**LOAD PULSE SETTINGS**

01 ENABLE LOADREJECT FUNCT FALSE TRUE FALSE
02 LOAD REJECT DERIV %/S -100.00 -1000.00 1000.00
144 Woodward
SERVICE MENU
03 LD REJECT MULT ACT %/S 1.00 -100.00 100.00
04 LD REJ RECOVER RATE %/S 0.00 0.00 1000.00
05 ENABLE LOAD PULSE FUNCT FALSE TRUE FALSE
06 LD PULSE DERIV %/S 100.00 -1000.00 1000.00
07 LD PULSE MULT ACT %/S 1.00 -100.00 100.00
08 LD PUL RECOVER RATE %/S 1000.00 0.00 1000.00
X**ADAPTIVE FILTER SET**

01 ADAPTIVE FILTER ENABLE TRUE TRUE FALSE
01 ADAPTIVE FILTER GAIN 0.25 0.01 1.00
Y**APPLICATION INFO**
01 APP SOFTWARE NUMBER Monitor
02 APP SOFTWARE REVISION Monitor
03 APPLICATION NAME Monitor
Z**COMM PORTS**
01 ENABLE MODBUS CONTROL FALSE TRUE FALSE
02 PORT 1 FAIL Monitor
03 PORT 1 BAUD RATE 10 1 10
04 PORT 1 BAUD RATE IS SET FOR: Monitor
05 PORT 1 DATA BITS 2 1 2
06 PORT 1 DATA BITS ARE SET FOR: Monitor
07 PORT 1 STOP BITS 1 1 3
08 PORT 1 STOP BITS ARE SET FOR: Monitor
09 PORT 1 PARITY 1 1 3
10 PORT 1 PARITY IS SET FOR: Monitor
11 PORT 2 SELECT (MODBUS OR 1 1 2
DATALOG)
12 PORT 2 IS SELECTED FOR: Monitor
13 PORT 2 FAIL Monitor
14 PORT 2 BAUD RATE 10 1 10
15 PORT 2 BAUD RATE IS SET FOR: Monitor
16 PORT 2 DATA BITS 2 1 2
17 PORT 2 DATA BITS ARE SET FOR: Monitor
18 PORT 2 STOP BITS 1 1 3
19 PORT 2 STOP BITS ARE SET FOR: Monitor
20 PORT 2 PARITY 1 1 3
21 PORT 2 PARITY IS SET FOR: Monitor
22 PORT 2 TIMEOUT 5 0 100
23 PORT 2 ADDRESS 1 1 247
24 DIVIDE MODBUS REMOTE SPEED BY 10 FALSE TRUE FALSE
25 PORT 2 LINK ERROR Monitor
26 PORT 2 EXCEPTION ERROR Monitor
27 PORT 2 TOTAL EXCEP ERRORS Monitor
28 ENABLE ANALOG INPUT W/MODBUS FALSE TRUE FALSE
Woodward 145
Appendix B.
PID Examples
This is a list of some engines that this control was installed on, and the
associated PID (Gain, Reset, and Actuator Compensation) values that were
tuned in the control.
These values are given for reference only for initial start-up. An
improperly calibrated control could cause an overspeed or other
damage to the prime mover.

engine, to protect against runaway or overspeed with possible
personal injury, loss of life, or property damage.
This list only contains a small sample of engines. Your engine make and model
may not be listed. If you want to put the PID values for your engine in this
manual, please contact Woodward.
Rated Speed Act.

Number of Number Gain Reset
Engine Type Application Speed Sensor Com.
Cylinders of Teeth Value Value
(rpm) Selected Value
Clark
Compressor
TLA-6 6 300 360 5 0.5 0.16 0.1
Drive
(Nat. Gas)
DeLaval
Enterprise Power
16 450 60 5 3.5 2.4 0.2
DSRV -16 -4 Generation
(Diesel)
Caterpillar
Power
3304 4 1800 156 1 20.0 0.4 0.2
Generation
(Diesel)
Detroit
Diesel Power
4 1800 118 1 15.0 0.5 0.2
471-T Generation
(Diesel)
Table B-1. PID Examples
146 Woodward
PID Conversion Charts

Listed below are conversion charts that approximate the Gain, Reset and
Actuator Compensation potentiometer settings on a 2301A and convert them to
the equivalent Prop. Gain, Reset, and Actuator Compensation values in the
2301E.
2301A to 2301D Gain Conversion

20
18
16
14
12
2301D Value
10
8
6
4
2
0
02301A
1 Gain
2 Potentiometer
3 4 5 6 (CCW
Position 7 = 80, 9 10
CW = 10)
Figure B-1. Gain Potentiometer Conversion Chart
2301A to 2301D Reset Conversion

10
9
8
7
6
2301D Value
5
4
3
2
1
0
0 1 2
2301A 3
Reset 4 5 6 Position
Potentionmeter 7 8 = CCW,
(0 9 1010=
CW)
Figure B-2. Reset Potentiometer Conversion Chart
Woodward 147
2301A to 2301D Act. Comp. Conversion
0.9
0.8
0.7
2301D Value
0.6
0.5
0.4
0.3
0.2
0.1
0
0 1 2 3 4 5 6 7 8 9 10
2301A Act. Comp. Potentiometer Position (0=CCW, 10 = CW)
Figure B-3. Actuator Compensation Potentiometer Conversion Chart
148 Woodward
Appendix C.
Modbus Communication List
This Modbus Communication List is applicable for software number 5418-6350.
Boolean Writes
Addr Description
0:0001 Reset Control
0:0002 Run
0:0003 Stop
0:0004 Failed Speed Override ON
0:0005 Failed Speed Override OFF
0:0006 Rated Speed Reference
0:0007 Idle Speed Reference
0:0008 Raise Speed / Load
0:0009 Lower Speed / Load
0:0010 Isochronous Mode
0:0011 Droop Mode
0:0012 Load
0:0013 Unload
0:0014 Baseload ON
0:0015 Baseload OFF
0:0016 Select 2nd Dynamics
0:0017 De-Select 2nd Dynamics
0:0018 External / Modbus Shutdown
0:0019 Not Used
0:0020 Not Used
0:0021 Energize Modbus relay #1
0:0022 De-Energize Modbus Relay #1
0:0029 Enable ModBus Control
0:0030 Disable ModBus Control
0:0031 Not Used
0:0032 Not Used
Woodward 149
Boolean Reads
Addr Description
1:0001 Shutdown Status
1:0002 Alarm Status
1:0003 Overspeed
1:0004 MPU Failure
1:0005 Analog input #1 failure (if configured)
1:0006 Analog input #2 failure (if configured)
1:0007 Test mode active
1:0008 External Shutdown
1:0009 Analog input #1 failure
1:0010 Analog input #2 failure
1:0011 kW input failure PT/CT
1:0012 Load share Input failure
1:0013 Speed PID In-control
1:0014 Start Limiter Active
1:0015 Maximum Fuel Limit
1:0016 Torque Limiter Active
1:0017 MAP Limiter Active
1:0018 Level SW#1 ON
1:0022 Discrete Input A State
1:0023 Discrete Input B State
1:0024 Discrete Input C State
1:0025 Discrete Input D State
1:0026 Discrete Input E State
1:0027 Discrete Input F State
1:0028 Discrete Input G State
1:0029 Discrete Input H State
1:0030 Relay Output #1 State
1:0034 CPU Failure
1:0035 Remote Speed Control State
1:0036 Remote Load Control State
1:0037 Load Share Relay State
1:0038 Run Engine State
1:0039 Stop Engine State
1:0040 Rated Speed State
1:0041 Idle Speed State
1:0042 Raise Speed State
1:0043 Lower Speed State
1:0044 Isoch Mode State
1:0045 Droop Mode State
1:0046 Load Generator State
1:0047 Unload Generator State
1:0048 Baseload Mode State
1:0049 Second Dynamics State
1:0050 Failed MPU Override State
1:0051 Reset Alarms - Shutdown State
150 Woodward
Analog Reads
Addr Description
3:0001 Shutdown first out Indication
3:0002 Alarm first out Indication
3:0003 Engine Speed (RPM)
3:0004 Speed Reference (RPM)
3:0005 Engine load (kW)
3:0006 Actuator Output (%)
3:0007 Speed PID Output (%)
3:0008 Analog Input #1
3:0009 Analog Input #2
3:0010 Speed Bias RPM
3:0011 Engine Load (%)
3:0012 Baseload Reference (kW)
3:0013 Load Bias (RPM)
3:0014 Sync Bias (RPM)
3:0015 Load sharing Bias (%)
3:0016 Remote Speed Setpoint (RPM)
3:0017 Misfire RPM x 1000
3:0018 Power Supply Input
Analog Writes
Addr Description
4:0001 Remote Baseload Reference
4:0002 Remote Speed Reference (Multiply by 10 for better accuracy). If 900 RPM is
required send 9000. The software will divide by 10 if required. Menu Z -
Woodward 151
Appendix D.
Software Revision
This is a list of the software changes and enhancements that could affect your
control on the event that the application software is changed in your control. The
software revision of your control can be checked by connecting to the control,
starting the Control Assistant or 2301E Toolkit software and opening Service
Menu “Y”.
Application Software - 5418-6350 New—Released 30 September 2012

New control
Application Software - 5418-6350 A—Released 19 February 2013

Software Modifications:
1. Added logic in the discrete input logic so that if a discreet input were
configured for 50/60 Hertz, that by changing the input, would not affect the
engine speed.
2. Added logic so that if an analog input were selected for ±3 Vdc input for
synchronizing, a fault latch would not be set if it reached the limits.
3. Added logic so that an analog input could be used for remote speed control
when in the Modbus Control mode.
4. Changed logic so that the Port 2 exception errors are reading the right
value.
5. Added variable in menu Z**COMM PORT SETUP** - “28 ENABLE ANALOG
INPUT W/MODBUS”. This variable supports the logic change listed in #3
above.
6. Added two ModBus Boolean write statements to Enable and Disable the
ModBus Control.
7. Changed the analog input type from 0-5 Vdc to 1-5 Vdc to better match
industry standards.
ToolKit Service Tool - 8928-1303 New—Released 30 September 2012

New Service Tool
5418-6350 A—Released 19 February 2013

ToolKit Modifications:
1. On the Main Screen and Generator Screen, deleted the 50/60 hertz readout.
This information is already displayed on the “Display Menu” on every page.
2. On the “Display Menu, the analog input now reads either Vdc or mA,
depending on the input selection.
3. On the Tuning 1 and Tuning 2 pages, the tuning dynamics screens that are
not in use, are hidden.
4. On the Main page, the Reset Peak Speed Value was changed from a check
box to a pushbutton.
5. On the Generator page, the Reset High Peak Load Value was changed from
a check box to a pushbutton.
6. On the Service Y “Communications” page, a check box was added to
“ENABLE ANALOG INPUT WITH MODBUS”. This feature allows the user to
control functions over Modbus and still use a remote analog input speed
reference.
7. On the Service Y “Communications” page, added all of the Modbus Write
variables to help troubleshoot.
152 Woodward
Application Software - 5418-6350 B—Released 30 June 2013
Fixed an issue where the soft loading feature was working incorrectly. The issue
was that if the Load Contact Input and the CB Aux. Contact Input were closed
simultaneously, the load would immediately jump to the load share level. The soft
load ramp was ignored. If the Load Contact were closed shortly after the CB Aux.
contact, the feature worked properly. The software was changed to correct this
issue. The soft load feature now works if the Load Contact is closed before the
CB Aux. Contact.
Application Software - 5418-6350 C—Released 29 July 2013

Actuator Compensation #1 and Actuator Compensation #2 adjustments were

swapped. In order to adjust Actuator Compensation #1, Actuator Compensation
#2 had to be adjusted in the second dynamics menu. In order to adjust Actuator
Compensation #2, Actuator Compensation #1 had to be adjusted in the first
dynamics menu. Service Bulletin 01586 was released to explain the issue. No
other changes were made.
Woodward 153
Appendix E.
Printing Out a Datalog
The Control Assistant software can be used to collect a datalog from the 2301E.
The datalog starts collecting information as soon as a shutdown occurs and will
collect 8.0 seconds of information. The information gathered is:
x Shutdown
x Engine Speed
x Speed Reference
x Fuel Demand
x Generator Load
x Load Sharing Voltage
x Analog Input #1
x Analog Input #2
Here are the steps for downloading the Datalog from the 2301E after a shutdown
has occurred or if a manual Datalog stop was executed.
1) Using two computers or a computer with two serial ports, connect a cable to
the RS-232 port to one of the computers and a cable from the RS-422 port to
the other computer. The RS-232 cable shall be a null modem cable, the
RS-422 cable must have a RS-422 to RS-232 converter on it.
2) Start up Control Assistant software on the computer connected to the
RS-232. Click on the New WinPanel Icon and connect using Servlink OPC
Server. Click on the “Q” icon which will generate a new Quick Service /
Configure Sheets.
3) Scroll to the right and find Service Menu Z**COMM PORTS**. Menu number
11 PORT 2 SELECT (MODBUS OR DATALOG) should be changed to a 2.
Menu number 12 PORT 2 IS SELECTED FOR: should say Datalog.
4) Scroll back to SERVICE C**SHUTDOWNS** service menu.
5) On the computer that is connected to the RS-422 port, also open up the
Control Assistant software. Select Transfer and Receive Datalog. Select the
communication protocol; the port that you are connected to, baud rate, data
bits, parity and stop bits and select OK.
6) Select a file location on your computer where this file will be stored. It is now
waiting for the file to be received.
7) Go back to the other computer and under the Service Menu –
C**Shutdowns**, number 12 PRINT OUT DATALOG, select True then False.
The password for tuning is 1112.
8) On the other computer, you should start seeing the file being downloaded. It
takes a few seconds.
9) Go to File \ Open and locate the file that you just created. It will open up a
Graph Properties window. Under the Variable list on the left side, either
double click or drag and drop the information that want displayed and select
OK.
10) If it is not displayed correctly, the Scale (Low) and Scale (High) towards the
bottom might have to be adjusted. Swipe across and type in a low and high
number for the speed.
154 Woodward
Appendix F.
Quick Engine Start Guide
This quick start guide will allow the user to quickly configure the 2301E with
minimal settings for simple speed control. It uses the 2301E Toolkit Service Tool
to configure the control.
1. Download the 2301E Toolkit Service Tool and the SOS Servlink OPC
Server software from www.woodward.com/software and install it on your
computer.
2. Connect a Null Modem cable from the computer to the RS-232 port on the
2301E.
3. Start the Service Tool and Click on Connect. The Main Screen will display
once connected.
4. To configure the setpoints, click on the “CONFIGURATION” button. Click on
the “PRESS TO EDIT ALL OF THE CONFIGURATION VALUES” button.
Verify that the engine is shutdown!
5. There are four configuration menu’s, available from the pull down list at the
top of this menu.
a. Speed Control Functions
b. Engine – Generator Control Functions
c. Inputs
d. Outputs
6. Starting at the “Speed Control Functions” menu, enter the following items:
a. Rated Speed 60 Hz Grid speed. This is the synchronous speed of the
generator. 720 RPM, 900 RPM, 1200 RPM, 1800 RPM…
b. Overspeed Setting is usually set at 15% above rated speed.
c. Leave the rest of the variables at default values.
d. Select “Apply” to write these variables to the control.
7. Select the “Engine-Generator Control Functions” menu and enter the
following items:
a. Number of Gear Teeth
b. Number of Cylinders
c. Leave the rest of the variables at default values.
d. Select “Apply” to write these variables to the control.
8. Select the “Inputs” menu and enter the following items:
a. Decide if you are using any of the configurable Discrete Inputs and
what the function of each should be. The default configuration is
Discrete Input B = Reset, Discrete Input C = Idle / Rated Speed, and
Discrete Input D = Isoch / Droop. If not using any of these, put them at
1 (not used).
b. Select “Apply” to write these variables to the control.
9. Select the “Outputs” menu and enter the following items:
a. Select the “Configured Actuator Type”. If using a Woodward hydro-
mechanical actuator, typically the output is 0-200 mA.
b. Select the “Actuator is Direct Acting” or “Actuator is Reverse Acting” to
match your type of actuator. Reverse Acting actuator must have a ball-
head governor as a back up if you select Reverse Acting.
c. Select “Apply” to write these variables to the control.
10. Select the “MAIN SCREEN”, then select “SERVICE MENU’S. Select the
“SPEED SETTINGS” button.
11. Under the “SPEED SETTINGS” header, input the following items:
a. Raise Speed Limit – Maximum speed allowed from Discrete Input.
b. Lower Speed Limit – Minimum speed allowed from Discrete Input.
c. Idle Speed
d. Leave the rest of the variables at default values.
Woodward 155
12. Select the “Service L” button to set-up the Fuel Limiters.
a. Set the “START FUEL LIMIT (%FD) to 50%. This will position the fuel
rack to approximately 50% during cranking.
b. Leave the rest of the variables at default values.
13. Select “Device” from the headers at the top of the screen. Select “Save
Values”.
14. The engine is ready to be started. Select the “Tuning 1” button and be ready
to tune either the “IDLE PROP GAIN 1” or the “RATED PROP GAIN 1”,
depending if you are starting in Idle Speed or Rated Speed. If the engine is
unstable, lower the gain until stability is achieved.
15. Chapter 6 provides a tuning method to properly tune the engine control for
optimum performance.
156 Woodward
Appendix G.
Loading the Settings File from a 2301D to
a 2301E
This appendix will step you through the process of loading a settings file from a
2301D and load it into a 2301E. NOTE: This works only for part number
8273-501. All other 2301D part numbers must be entered directly into the
2301E!
A saved .cfg from a 2301D cannot be loaded directly into a 2301E.

You must use Control Assistant to upload the settings file out of a
2301D, then download it into the 2301E. Only specific part numbers
apply.
1. Download the Control Assistant software and the SOS Servlink OPC Server
software from www.woodward.com/software and install it on your computer.
2. Connect a Null Modem cable from the computer to the RS-232 port on the
2301D.
3. Start up the Control Assistant software and click on the icon, or under
File / New WinPanel. When the OPC Connection window opens, make sure
that the Servlink OPC Server and Local Server radio buttons are selected.
Click on Connect.
4. Click on the icon, or select Transfer / Receive Quick Service /

Configure List.
5. The settings file will upload and you can save it to your computer. The file
will have a file extension of .tc. (example; engine 1.tc)
6. Shutdown the Control Assistant and re-connect the serial cable to the
2301E.
7. Start up the Control Assistant software and click on the icon or under
File / New WinPanel. Click on Connect to finish the connection.
8. Caution: Verify that the engine is shutdown before proceeding. Put the
2301E into I/O lock, by selecting the icon. Enter the password of 1112,
and select OK.
9. Open the save settings file that you created in step 5 by going to File /
Open.
10. Select the “Send Tunable List” icon or select Transfer / Send Tunable
List … (I/O Lock Required).
11. The settings file will be transferred to the control.
12. A “Send Tunable Errors” list will be created due to a software difference.
You will manually have to load the following 35 items:
Woodward 157
If you do not go into Control Assistant and manually enter the

following items, your engine will not run at the right speed!
13. To manually enter the above values, with the Control Assistant software
running, select the icon, Generate Quick Service / Configure Sheets.
Manually go to each menu item listed above and enter in the correct value.
The original .cfg file can be opened in MS Excel or Notepad on you
computer to verify the numbers.
158 Woodward
Appendix H.
2301E Control Specifications
Woodward Part Numbers:
8273-1011 2301E Load Sharing and Speed Control, 24 Vdc input,
Ordinary Locations
8273-1012 2301E Load Sharing and Speed Control, 24 Vdc input,
Hazardous Locations
8928-5014 Control Assistant
8928-1303 2301E Toolkit Service Tool
Power Supply Rating 18–36 Vdc (SELV)

Power Consumption less than or equal 20 W nominal
Maximum Altitude 3000 m / 10 000 feet
Weight 1.75 kg / 3.86 lb
Input Supply Voltage Typical Input Supply Current

18 V 589 mA
24 V (nominal) 431 mA
32 V 319.6 mA
Inrush Current 7 A for 0.1 ms

Steady State Speed Band ±0.25% of rated speed
Magnetic Pickup 100–25 000 Hz (300–3600 rpm)
3-phase Current Transformer Burden 3-7 A rms at full load, CT input burden at full load is 0.1 VA per
phase
3-phase PT Burden 100–240 Vac line-to-line, 50–400 Hz. PT input burden is
between 1.5 VA and 1.7 VA per phase at 240 Vac, and
between 0.4 VA and 0.5 VA per phase at 120 Vac.
Discrete Inputs (8) 3 mA at 24 Vdc, impedance approximately 5.2 k$
Remote Reference Input 4–20 mA, 1–5 Vdc
SPM-A Input ±2.5 Vdc, externally powered
Analog Output #1 0–20 mA, 4–20 or 0–200 mA to actuator, software configurable
Analog Output #2 0–20 or 4–20 mA, internally powered, configurable, power by
external +12 Vdc or +24 Vdc source, max output current
200 mA
Discrete Output Ratings Low-side drivers with overvoltage protection, 200 mA
maximum
Communication Ports RS-232: 9-pin connector, RS-422: 9-pin connector, 9600 to
115 200 baud, full duplex
Ambient Operating Temperature –40 to +70 °C (–40 to +158 °F)
Storage Temperature –40 to +105 °C (–40 to +221 °F)
Humidity Lloyd’s Register of Shipping, Test Specification No. 1, 1996,
Humidity Test 1, 95% at +20 to +55 °C (+68 to +131 °F)
condensing
Mechanical Shock US MIL-STD 810C, Method 516.2, Procedure I (basic design
test), Procedure II (transit drop test, packaged), Procedure V
(bench handling)
Equipment Classification Class 1 (grounded equipment)
EMC Immunity Environment Marine Type Tests & EN 61000-6-2
IEC 61000-4-2, ESD ±6 kV/±8 kV
IEC 61000-4-3, RS 10V/m + AM 80-3000 MHz
IEC 61000-4-4, EFT ±2 kV Power & I/O
IEC 61000-4-5, Surge ±1 kV I/O CM, ±0.5/±1.0 kV dc power
DM/CM, & ±1.0/±2.0 kV ac power DM/CM
IEC 61000-4-6, CRF 10 VRMS + AM 0.150-80 MHz.
Marine Type Test CLFI 3.6 VRMS or 2W, 50 Hz to 20 kHz.
WWD (Marine) CLFI 3.6-0.36 VRMS or 2.0–0.2 W, 20 kHz to
150 kHz.
EMC Emission Environment Marine Type Tests & EN 61000-6-4
Marine General Distribution Zone per CISPR 16
EC EN 61000-6-4 Industrial Limits (Class A)
Woodward 159
Revision History
Changes in Revision D—
x Various corrections to values as marked (pages 2, 21, 22, 69, 70, 77)
x Added explanation of 5418-6350 C software revision to Appendix D
Changes in Revision C—
x Added new Marine certifications (BV, NKK, CCS)
x Added product weight
Changes in Revision B—
x Added software update information to Appendixes D & G
Changes in Revision A—
x Various minor updates/corrections as marked
x Added manual to Service Tool (see page 62)
x Added Port 2 steps (page 107 and Appendix A)
x Updated Appendixes C & D
x Added new Appendixes F & G
160 Woodward
Declarations
Woodward 161
We appreciate your comments about the content of our publications.
Send comments to: icinfo@woodward.com
Please reference publication 26641D.
PO Box 1519, Fort Collins CO 80522-1519, USA

1000 East Drake Road, Fort Collins CO 80525, USA
Phone +1 (970) 482-5811 x Fax +1 (970) 498-3058
Email and Website—www.woodward.com
Woodward has company-owned plants, subsidiaries, and branches,

as well as authorized distributors and other authorized service and sales facilities throughout the world.
Complete address / phone / fax / email information for all locations is available on our website.
MAN Diesel & Turbo
Index
Page 1 (1) Crankshaft and Main Bearings 510
4104553-3
Contents
of
Table
Description
Crankshaft and main bearings .................................................................................. 510.01 (06)
Work cards
Checking of main bearings alignment (Autolog) ......................................................... 510-01.00 (13)
Inspection of main and guide bearing shells .............................................................. 510-01.05 (11)
Hydraulic tightening of crankcase tie rods ................................................................. 510-01.20 (01)
Vibration damper ...................................................................................................... 510-04.00 (07)
Plates
Crankshaft ................................................................................................................ P51001-14
Flywheel with gear rim ............................................................................................... P51003-12
Vibration damper/Tuning wheel ................................................................................. P51004-18
MAN Diesel & Turbo
Description 510.01
Page 1 (1) Crankshaft and main bearings
Edition 06
L21/31, L21/31S
Crankshaft and Main Bearings Vibration damper
The crank shaft, which is a one-piece forging, is A vibration damper is mounted on the crankshaft to
suspended in underslung bearings. The main bear- limit torsional vibrations. The damper consists of a
ings are of the trimetal type, which are coated with primary and a secondary part. Between these,
a running layer. To attain a suitable bearing pres- groups of leaf spring packs are arranged, which are
sure and vibration level the crank shaft is provided clamped at their outer ends.
with counter weights, which are attached to the These spring packs form, together with the primary
crank shaft by means of two hydraulic screws. and secondary members, chambers which are filled
At the fly wheel end the crank shaft is fitted with a with oil. If the exterior member vibrates in relation to
gear wheel which, through two inter mediate the inner member, the leaf springs are bent and
wheels, drives the cam shafts. force oil from one chamber into another, retarding
At the front end there is a gear wheel connec tion the relative movement of the two parts and thus
for lub. oil and water pumps. damping the torsional vibration. In order to protect
the leaf springs against overloading, their deflection
Lubricating oil for the main bearings is supplied is limited by buffers.
through holes drilled in the engine frame. From the
main bearings the oil passes through bores in the The elasticity is determined by careful choise of the
crank shaft to the big-end bearings and then leaf springs, the damping factor by the gap
through channels in the connecting rods to lubricate between primary and secondary members.
the piston pins and cool the pistons.
2015.07.20
MAN Diesel & Turbo
Work Card 510-01.00
Page 1 (6) Checking of Main Bearings Alignment
Edition 13
L21/31, L21/31S


Shut off fuel oil
Short Description
Checking of main bearings alignment (autolog).
Hand Tools
Starting Position
Turning gear in engagement. (If mounted). Cover
for crankshaft has been removed from frame. All
indicator valves open.
Related Procedure

Qualified Manpower
Number : 2
Data
2014.07.31
MAN Diesel & Turbo
510-01.00 Work Card
Checking of Main Bearings Alignment Page 2 (6)
Edition 13
L21/31, L21/31S
Procedure
1) Remove the side covers from the crank casing.
2) Turn the crankshaft to bring the crank web for
cylinder no 1 to position X, see fig 8.
3) Place the dial gauge in the punch marks in the
counterweight, see fig 1.
4) Adjust the dial gauge to 0.
5) Turn the crankshaft to position P, T, S and Y
and read the dial gauge in each position and fill
in the form Checking of Main Bearing Align-
ment (Autolog), page 6 and 7.
6) Repeat the procedure on the remaining crank
webs.
7) Compare the values to earlier values taken
after the sea trial.
8) Please contact us if the values exceed the val-
ues shown in this Working Card.
Figure 1: Placing of dial gauge
2014.07.31
MAN Diesel & Turbo
Work Card 510-01.00
Edition 13
L21/31, L21/31S
2014.07.31
MAN Diesel & Turbo
510-01.00 Work Card
Edition 13
L21/31, L21/31S
Schedules
Measurement of crank throw deflections by means of dial indicator (autolog)
Crank throw deflection = Difference in dial indicator readings in two diametrically opposite
crank throw positions, i.e. two positions displaced 180o
Vertical deflection = Difference in top-bottom readings
Horizontal deflection = Difference in side-side readings
Horizontal deflections of crank throws
Unless otherwise stated the values refer to cold engine
For new or realigned plant Aim for + or − 3/100 mm
Acceptable + or − 5/100 mm
For plant in service realignment is recommended if deflections exceed + or − 8/100 mm
Vertical deflection of crank throw nearest flywheel
Flexible coupling between diesel engine and driven machine
- New or recently overhauled engine, normal + 8/100 - − 24/100 mm
- New or recently overhauled engine, max. + 15/100 - − 27/100 mm
- Operating engine, check alignment immediately + 22/100 - − 30/100 mm
Flexdisc between diesel engine and driven machine
- New or recently overhauled engine, normal + 8/100 - − 28/100 mm
- New or recently overhauled engine, max. + 15/100 - − 35/100 mm
Vertical deflection of crank throws remaining
Rigid and flexible coupling between diesel engine and driven machine
- New or recently overhauled engine, normal + or − 8/100 mm
- New or recently overhauled engine, max. + or − 15/100 mm
- Operating engine, check alignment immediately + or − 22/100 mm
Flexdisc between diesel engine and driven machine
- New or recently overhauled engine, normal + or − 8/100 mm
- New or recently overhauled engine, max. + or − 15/100 mm
- Operating engine, check alignment immediately + or − 22/100 mm
2014.07.31
MAN Diesel & Turbo
Work Card 510-01.00
Edition 13
L21/31, L21/31S
2014.07.31
MAN Diesel & Turbo
510-01.00 Work Card
Edition 13
L21/31, L21/31S
2014.07.31
MAN Diesel & Turbo
Work Card 510-01.05
Page 1 (4) Inspection of main and guide bearing shells
Edition 11
L21/31, L21/31S

52001 036 (extra tool)
520-01.06
Short Description
Dismantling, inspection and/or replacement and
mounting of main and guide bearing shells.

Engine out of operation Allen key, 12 mm
Socket spanner, 36 mm
Lead hammer
Silastene
Copaslip/Molycote
Related Procedure
necting rod big-end and main
bearing shells
Hydraulic tightening of crankcase 505-01.20
tie rods

Number : 2
Data
2015.10.28.
MAN Diesel & Turbo
510-01.05 Work Card
Inspection of main and guide bearing shells Page 2 (4)
Edition 11
L21/31, L21/31S
Dismantling of Main Bearing

1) Use protective gloves.
2) Dismantle the crankcase covers on both sides
of the engine fore and aft of the main bearing in
question. Figure 1: Hydraulic tools mounted on tie rods
3) Use protective gloves and safety glasses.
4) Turn the engine until the crank is in a conven-
ient possition for carrying out the work.
5) Install the hydraulic tool on the side bolts for
the main bearing cap to be lowered. Loosen
and remove the nuts (1), see fig 1. Leave the
rods in to avoid that the main bearing cap
drops down when removing the nuts for the
main bearing cap.
6) Install the hydraulic tool on the tie rods for the
main bearing cap inside the crankcase. Loosen
and remove the nuts (2), see fig 1.
7) Install the tool for the main bearing cap, see fig
2
8) Lower the main bearing cap by using a lead
hammer. Note: Take care not to drop the
thrust rings into the oil pan when dismantling
the 2 aft main bearing caps.
9) Remove the lower bearing shell from the bear-
ing cap.
10) Press the tool for turning the upper bearing half
out into the lubricating oil bore in the crank
journal, see fig 3.
11) Turn the upper bearing half out by turning the
crankshaft.
Figure 2: Installing lifting tool on main bearing cap
2015.10.28.
MAN Diesel & Turbo
Work Card 510-01.05
Page 3 (4) Inspection of main and guide bearing shells
Edition 11
L21/31, L21/31S
6) Lift the bearing cap into position by means of
the tool and screw the cross stud in by hand.
Add some liquid sealing compound to the nuts
to seal against the frame and screw on the
nuts but do not tighten.
7) Fit the nuts on the tie rods for the main bearing
cap in the crankcase.
8) The lifting tool for the main bearing cap can
now be removed.
9) For hydraulic tightening of crankcase of tier
rods, see working card 510-01.20.
A Tool B Handle to be removed

before turning the engine
Figure 3: Using turning-out tool
Mounting of main bearing

1) Carefully wash the new bearing in diesel oil to
remove the preservation.
2) Add oil to the bearing surface of the upper
bearing shell and slide it by hand into position Figure 4: Using turning-out tool
as far as possible. Make sure that the bearing
is placed in the middle of the longitudinal direc-
tion of the bearing bore. Dismantling of axial bearing
3) If the bearing cannot be brought into correct
The crankshaft axial bearing is located in the two
position by hand, the tool for turning out the
last main bearing caps of the engine. Both thrust
bearing can be used to turn in the bearing.
ring halves are identical.
Make sure the joint faces of the bearing shell
and the frame are in line, see fig 4. Check or replacement of the thrust rings is carried
out, when checking or replacing the aft main bear-
4) Add oil to the bearing surface of the lower
ings.
bearing shell and place it in the main bearing
cap. Make sure the joint faces of the bearing Before lowering the aft main bearing caps, as
shell and the bearing cap are in line. described under "Dismantling of main bearing", the
crankshaft must be moved a little axially to make
5) Add molykote paste to the surface around the
sure there is no axial force on the fore or aft thrust
hole for the side bolts on the main bearing cap.
ring halves.
2015.10.28.
MAN Diesel & Turbo
510-01.05 Work Card
Inspection of main and guide bearing shells Page 4 (4)
Edition 11
L21/31, L21/31S
1) When lowering the main bearing cap, care
must be taken that the thrust ring half do not
drop into the oil pan.
Installation of axial bearing

1) Add some grease to the back of the thrust
rings halves and place the thrust rings halves
on the main bearing cap. Make sure the guide
fl aps are located in the grooves machined in
the bearing cap.
2) Lift the bearing cap and assemble as described
under "Mounting of main bearing".
Figure 5: Guide bearing
2015.10.28.
MAN Diesel & Turbo
Work Card 510-01.20
Page 1 (3) Hydraulic tightening of crankcase tie rods
Edition 01
L16/24, L21/31, L27/38, L16/24S, L21/31S, L27/38S


Shut off fuel oil
Short Description
Correct tightening of the hydr. nuts are essential in
order to avoid unintended loosening during opera-
tion and hereby the risk of engine break down.
Hand Tools
Starting Position
Related Procedure

Qualified Manpower
Duration in h : 1 per cylinder unit
Number : 1
Data
2014.06.26
MAN Diesel & Turbo
510-01.20 Work Card
Hydraulic tightening of crankcase tie rods Page 2 (3)
Edition 01
L16/24, L21/31, L27/38, L16/24S, L21/31S, L27/38S
⇨ Main bearing cap moved on to the main tie

rod.
⇨ Screw nut manually on to the main tie rod.
2) Mounting of the cross tie rod
⇨ Cross tie rod screwed into the bottom of
the main bearing cap.
⇨ Screw nut manually on to the cross tie rod.
Tool
3) Pre-tightening of the cross tie rod
⇨ Pre-tightening of the cross tie rod by Pv
(200 bar) with the hydraulic tool.
⇨ Tightening nut by use of the adjusting rod.
⇨ Release pressure on hydraulic tool (P = 0
Use original tool! bar).
4) Finish tightening of the main tie rods.
Hydraulic tightening procedure ⇨ Pre-tightening of the main tie rod by Pv (250
bar) with the hydraulic tool.
The tightening procedure for tie rods are to be car-
ried out in two steps, and the elongation of the tie ⇨ Tightening nut by use of the adjusting rod.
rod are to be measured during the tightening ⇨ Release pressure on hydraulic tool (P = 0
sequence. In case the measured elongation is bar).
found outside the specification, then repeat the
tightening procedure. ⇨ Mount measuring device on hydraulic tool.
For a correct measuring the tool has to be
When the measured value is still out of tolerance, mounted with the magnetic bracket on the
check the dial gauge and the hydraulic tool and adjusting cylinder of the hydraulic tool.
repeat the tightening procedure. ⇨ Dial gauge set to 0.
⇨ Finish tightening of the main tie rod by Ps
If the measured value still is out of tolerance, the
(1200 bar).
materiel specification of the tie rod has to be veri-
fied. ⇨ Tightening nut by use of the adjusting rod.
⇨ Release pressure on hydraulic tool (P = 0
In general tie rods are to be tied up in pair, e.g. at bar).
main bearing caps both tie rods are to be tightened
⇨ Read the elongation Δl on the dial gauge
at the same time also it must be noted that some
and compare with the value in description
components has a specified sequence for the tight-
500.40.
ening, therefore it is important to consult the actual
documentation for details prior to the tightening up 5) Finish tightening of the cross tie rods.
of any components. ⇨ Mount measuring device on hydraulic tool.
For a correct measuring the tool has to be
Example of mounting and tightening procedure for mounted with the magnetic bracket on the
main bearing caps: adjusting cylinder of the hydraulic tool.
1) Mount of main bearing cap ⇨ Dial gauge set to 0.
⇨ Main tie rod screwed into the bottom of the ⇨ Finish tightening of the cross tie rod by Ps
cap nut. (1200 bar).
⇨ Main tie rod moved through the bores of the ⇨ Tightening nut by use of the adjusting rod.
cylinder crankcase.
2014.06.26
MAN Diesel & Turbo
Work Card 510-01.20
Page 3 (3) Hydraulic tightening of crankcase tie rods
Edition 01
L16/24, L21/31, L27/38, L16/24S, L21/31S, L27/38S

⇨ Release pressure on hydraulic tool (P = 0 Tool set up with dial gauge, the dial gauge must be
bar). applied to the tool in order to obtain correct meas-
⇨ Read the elongation Δl on the dial gauge urement of the elongation.
and compare with the value in description
500.40, note the elongation value in the
assembly documentation.
1 Adjusting rod 2 Main nut
Figure 1: Example of tool application at the main bearing caps
Pressure limits In order to avoid too high pressure

will be applied during the tightening procedure the
pressure limitation at the hydraulic pump are to be
set at 50 bar above the tightening value for the
actual tie rod. When un-tightening the maximum
allowable pressure is 5% above the tightening pres-
sure.
1 Dial gauge 2 Hydraulic tightening tool

3 Nut 4 Screw
2014.06.26
MAN Diesel & Turbo
Work Card 510-04.00
Page 1 (8) Vibration Damper
Edition 07
L21/31, L21/31S

Shut off fuel oil
Short Description
Inspection
Related Procedure

Duration in h : x Plate No. Item No. Quantity
Number : 1 See plate 51004
Data
2015.08.21
MAN Diesel & Turbo
510-04.00 Work Card
Vibration Damper Page 2 (8)
Edition 07
L21/31, L21/31S
▪ Clean every single part carefully.
Attention ! All oil supply and venting holes must be
clean and free of dirt
▪ Exchange all seals (O-rings...)
▪ Exchange all disc springs (810) of the damper
main bolts (750)
▪ Grease carefully all O-rings (850 ,851) and the
Damper dismounting appropriate grooves with Klüber PETAMO GHY
Use protective gloves. 133N or equivalent
▪ Withdraw the crankshaft bolts (do not remove ▪ Insert O-rings (850 and 851) into the appropri-
them) ate grooves in flange (5) and side plate (7)
▪ Mount the lifting appliances (730) onto the ▪ Coat inner-star (9) running surface of O-ring
damper and suspend the damper on the crane. (850) carefully with Klüber PETAMO GHY 133N
paste or equivalent
▪ Remove the crankshaft bolts
▪ Coat rest of inner-star (9) with ANTICORIT OHK
▪ Insert forcing bolts into the damper inner star (9)
380A or equivalent
and push back the damper from the crankshaft
flange slowly and evenly. ▪ Apply MOLYKOTE 1000 paste or equivalent to
the threads of the damper main bolts (750)
Attention ! Do not damage or injure the center-
ing shoulders and sealing surfaces during dis-
mounting ! Assembly
▪ Rest damper onto lateral plate (5). (damper cen- ▪ Place flange plate (5) onto the centering table
tre line vertical) (O-rings are visible)
▪ Place spring assembly (1, 2, 3) onto the fl ange
Disassembly of the damper plate (5)
Attention ! Open damper main bolts (750) only if it ▪ Insert inner-star (9)
is required (e.g. for a total spring inspection) The ▪ Place lateral plate (7) onto spring assembly (1,
concentricity setting of the damper outer member 2, 3)
will be lost, if no centering shoulders exist between
▪ Center flange plate (5), spring assembly (1, 2, 3)
the spring assembly (1,2,3) and lateral plates (5, 7)
and lateral plate (7) according to the permissible
▪ Rest damper onto lateral plate (5). (damper cen- concentricity values as stated on Fig 1.
tre line vertical)
NOTE ! An excess of 30% of the stated circularity
▪ Remove damper main bolts (750) value is still permissible, if no unbalance problems
▪ Remove lateral plate (7) arise from that.
▪ Remove spring assembly (1, 2, 3) ▪ Apply enough LOCTITE (type see assembly
drwg.) onto both sides of the disk spring (810).
▪ Remove inner star (9)
Attention ! The disk springs (810) and the apropri-
Now a complete inspection of the damper can be
ate seat-engaging surfaces must be dry and free of
carried out.
grease (oil)
Attention ! The exchange of damaged or worn
▪ Mount the damper main bolts (750) according
spring packs(1) requires dismounting and refi tting
to the following mounting instructions:
of the clamping ring (3). Such work is to be carried
out only at the manufacturer’s works or by a Gei- – Surfaces must be cleaned (degreased).
slinger service specialist – Enough specified Loctite must be applied to
both sides of all marked disc springs (wash-
Assembly of the damper ers), see Fig 1.
Preparations prior to assembly
2015.08.21
MAN Diesel & Turbo
Work Card 510-04.00
Edition 07
L21/31, L21/31S
– Tighten bolts according to table (tolerance
+10%).
Attention! Values for tightening torques or initial
tightening torques are valid only if the stated thread
and disc spring treatment according to table is
applied!
If twist angle is stated:
▪ Tighten bolt until disc spring rests just flat on
flange or with stated initial tightening torque.
▪ Then turn bolt head further through the stated
twist angle.
Twist angle Thread Disc spring
42° Molycote Loctite 243
▪ Check the concentricity settings, see Fig 1

again.
Attention ! An excess of 30% of the stated circular-
ity value is still permissible, if no unbalance prob-
lems arise from that. Exceeding this limit requires
remounting and correction to obtain better values.
▪ Remove damper main bolts (750)
▪ Exchange disc springs (810) and clean the
apropriate seat-engaging surfaces. All seat-
engaging surfaces must be dry and free of
grease (oil)
▪ Apply enough LOCTITE 243 onto both sides of
the disk springs (810) and mount the damper
main bolts (750)
Check the concentricity settings (Repeat the
assembly of the damper outer member again if the
permissible concentricity values are exceeded.
2015.08.21
MAN Diesel & Turbo
510-04.00 Work Card
Edition 07
L21/31, L21/31S
Figure 1: Damper
Inspection
Oil quality / engine oil change

Check the oil quality at regular intervals. Bad oil
quality or a water mix - especially seawater - with
the engine oil can cause damage to the damper.
That reduces the life time of the damper rapidly. Figure 2: O-ring
Carry out the required activities according to chap-
ter 14 if bad oil quality is present or an oil change is The total wear is the sum of
to be carried out. ▪ the wear of the O-ring
▪ the depth of the run-in grooves on inner star +
Total inspection of the damper the depth of the run-in grooves on the lateral
Carry out a total inspection according to the plates ( 5 or 7 )
▪ given inspection intervals ▪ O-Ring nominal diameter d = 8 mm
▪ and the inspection instructions
Permissible wear of the damper items

O-ring
The total wear must not exceed 10 % of the rope
diameter „d“ (see fig 2).
2015.08.21
MAN Diesel & Turbo
Work Card 510-04.00
Edition 07
L21/31, L21/31S
INSPECTION INTERVALS AND INSTRUCTIONS
Inspection intervals in service hours based on normal service conditions
28.000 – 30.000 40.000 – 60.000
kind of inspection kind of inspection
▪ dismount damper. ▪ carry out a 30.000 service hours inspection
▪ separate damper inner member from damper. carry out additionally :
▪ outer member (do not disassemble damper ▪ disassemble damper outer member
spring assembly). ▪ service or replacement of spring packs and inner
▪ clean all parts, especially oil supply.- and venting star, see Fig 3
holes. ATTENTION !
▪ replace all accessible rubber seal rings. disassembly of the damper outer member is to be carried
out by a Geislinger service station or by Geislinger
▪ replace all disc springs and lockwashers of the
dismounted bolts.
▪ check the permissable wear according to "Per-
missible wear of the damper items.
parts which are exposed to wear may have to be refur-
bished or exchanged if required
If an inspection should show that more than 50% of the wear limits have been consumed within one inspection interval
only, the following inspection interval is to be reduced in time by assuming a linear wear rate
The inspection intervals are depending on the different specifi c operating conditions.
NOTE:
Regular inspection and supervision of the damper allows for advanced planning and the ordering of spare parts in time !
2015.08.21
MAN Diesel & Turbo
510-04.00 Work Card
Edition 07
L21/31, L21/31S
Inner star groove - inner ends of the spring Replace inner star and spring packs if the measur-
blades ing wedge can be pressed between the spring
The total wear – inner star groove / inner ends of blades over the total wedge length.
spring blades - must not exceed the value „w“ as
stated in Table 1. Operating Conditions
Testing tool ▪ Required oil pressure at oil inlet of damper:
A measuring wedge is to be used as a testing tool. according to torsional vibration calculation
The measuring wedge is to be produced by the ▪ Permissible ambient temperature:- 20°C bis
customer if no measuring wedge is supplied by Gei- 120°C
slinger.
Use the following sketch to produce a measuring
wedge.
The thickness of the central shim, the wear dimen-
sion „w“ and the width of the measuring wedge
„B“ are stated on in Table 1.
Measuring wear
1 Spring pack 2 Measuring wedge

3 Inner star
Figure 3: Measuring wear
Measure approximately every fourth spring pack

Place the measuring wedge between the inner ends
of the spring blades resting the wedge on the
groove bottom.
Press by hand or use a soft hammer to force the
measuring wedge along the inner star groove, until
the spring tips rest on both groove faces.
The further the measuring wedge can be pressed
between the spring blades the greater is the wear of
the inner star groove and the spring blades.
NOTE: Half wedge length means half wear, three-
quarters wedge length means three-quarters wear,
and so on.
2015.08.21
MAN Diesel & Turbo
Work Card 510-04.00
Edition 07
L21/31, L21/31S
Figure 4: Testing
Trouble shooting
Inspection condition Corrective measure
Pressure oil supply with the prelubricating pump; No oil Dismount damper; check oil supply holes on the damper
escapes from one or more ventig holes. and on the crankshaft; free oil discharge must be guaran-
teed.
Total wear of the O-ring (850) does not exceed the permis- Exchange O-ring(s); smooth and polish the run-in grooves
sible value of wear.
Total wear of the O-rings (850) exceeds the permissible Exchange O-ring(s) and exchange or repair worn parts.
value of wear. (Clarify repair with Geislinger or a Geislinger service station).
The total wear at the spring tips (engagement with inner Exchange inner star (9) and spring assembly (1, 2, 3).
star grooves) exceeds the permissible value "w" (see Fig 5).
Bad oil quality / oil change or higher water content in the Remove venting screw (756) (if existing). Drain damper
engine oil as permitted. Effect: no damage to the engine totally (drain hole in 6 o'clock position). Fill up damper with
bearings. fresh engine oil and drain damper again; repeat flushing
several times.
Bad oil quality or higher water content in the engine oil as Carry out a 28.000 - 30.000 service hours inspection
permitted. Effect: damage to the engine bearings. according to "Total inspection of the damper".
2015.08.21
MAN Diesel & Turbo
510-04.00 Work Card
Edition 07
L21/31, L21/31S
Type w a B
D69/1 0,46 3,3 12

D69/4 0,68 4,65 9
D69/5 0,42 1,5 9
D69/6 0,42 1,5 9
D69/7 0,62 4,24 10
D69/8 0,68 4,74 10
D75/1 0,44 1 12
D75/2 0,52 2 12
D75/4 0,44 1 12
D75/5 0,48 1,5 12
Table 1: Wear of springs and inner star groove
2015.08.21
MAN Diesel & Turbo
Plate
Page 1 (2) Crankshaft P51001-14
L21/31, L21/31S
2014.08.14
MAN Diesel & Turbo
Plate
P51001-14 Crankshaft Page 2 (2)
L21/31, L21/31S
021 1/E Crankshaft, 5 cyl. engine incl. item

116, 128, 190
116, 128, 190
116, 128, 190
116, 128, 190
116, 128, 190
082 4/C Nut
094 4/C Screw
104 2/C Counterweight
116 1/C Plug screw
128 2/E Plug screw
129 /I Loctite
141 2/C Spring pin
190 1/E Gear wheel

ace.
Qty/E = Qty/Engine
2014.08.14
MAN Diesel & Turbo
Plate
Page 1 (2) Flywheel with gear rim P51003-12
L21/31, L21/31S
2003.01.31
MAN Diesel & Turbo
Plate
P51003-12 Flywheel with gear rim Page 2 (2)
L21/31, L21/31S
010 1/E Flywheel, 5 cyl. engine

071 36/E Bolt
083 1/E Toothed rim
095 16/E Screw
117 1/E Spring pin
129 36/E Disc

ace.
ble separately
Qty/E = Qty/Engine
2003.01.31
MAN Diesel & Turbo
Plate
Page 1 (2) Vibration damper/tuning wheel P51004-18
L21/31, L21/31S
2014.10.23
MAN Diesel & Turbo
Plate
P51004-18 Vibration damper/tuning wheel Page 2 (2)
L21/31, L21/31S
016 1/E Vibration damper

028 1/E Spur gear
041 14/E Stud screw
053 14/E Nut
090 2/E Closing screw
100 /I Glue
112 2/E Screw

ace.
Qty/E = Qty/Engine
2014.10.23
MAN Diesel & Turbo
Index
Page 1 (1) Engine Frame and Base Frame 511
4104553-3
Contents
of
Table
Description
Engine frame and base frame ................................................................................... 511.01 (06)
Work cards
Functional test of crankcase safety relief valves ......................................................... 511-01.00 (07)
Plates
Frame ....................................................................................................................... P51101-36
Front-end box ........................................................................................................... P51103-33
Main bearing ............................................................................................................. P51104-08
Covers on frame ....................................................................................................... P51106-36
Covers on frame ....................................................................................................... P51106-45
Coupling guard ......................................................................................................... P51109-17
Coupling flange ......................................................................................................... P51113-01
Cover on coupling side ............................................................................................. P51114-01
GenSet assembly ...................................................................................................... P51116-01
Mounting instruction ................................................................................................. P51117-02
Subsupplier
Vulkardan G 4110-6010 ...........................................................................................
MAN Diesel & Turbo
Description 511.01
Page 1 (1) Engine Frame and Base Frame
Edition 06
L21/31, L21/31S
Engine frame On the sides of the frame there are covers for
access to the camshafts and crankcase. Some
The monobloc cast iron engine frame is designed to covers are fitted with relief valves which will operate
be very rigid. All the components of the engine if oil vapours in the crankcase are ignited (for
frame are held under compression at stress. The instance in the case of a hot bearing).
frame is designed for an ideal flow of forces from
the cylinder head down to the crankshaft and gives
the outer shell low surface vibrations. Base frame
Two camshafts are located in the engine frame. The The engine and alternator are mounted on a rigid
valve camshaft is located on the exhaust side in a base frame. The alternator is considered as an inte-
very high position and the injection camshaft is gral part during engine design. The base frame,
located on the service side of the engine. which is flexibly mounted, acts as a lubricating oil
reservoir for the engine.
The main bearings for the underslung crankshaft
are carried in heavy supports by tie rods, and are
secured with the bearing caps. These are provided
with side guides and held in place by means of
studs with hydraulically tightened nuts. The main
bearing is equipped with replaceable shells which
are fitted without scraping.
Figure 2: Main bearings
Figure 1: Engine frame
2014.07.08
MAN Diesel & Turbo
Work Card 511-01.00
Page 1 (2) Functional test of crankcase safety relief valves
Edition 07
L21/31, L21/31S

Shut off fuel oil
Short Description
Functional test of crankcase safety relief valves
Related Procedure

Number : 1 51106 237 1/cover
51106 490 4/relief valve
51106 524 4/relief valve
Data 51106 740 1/relief valve
2015.09.01
MAN Diesel & Turbo
511-01.00 Work Card
Functional test of crankcase safety relief valves Page 2 (2)
Edition 07
L21/31, L21/31S
5) Remount the relief valve cover of the engine. If
the safety relief valves are actuated, the engine
must be stopped immediately, and it must not
be restarted until the cause is detected and the
fault is fixed, see also description 503.04, Igni-
tion in Crankcase.
Functional Testing
The complete relief valve has to be replaced after

a crankcase explosion
Functional testing of the crankcase safety relief

valves cannot be performed during operation of the
engine, but it must be checked during overhauls
that the valve flap is movable.
When Painting
When painting the engine, take care not to block up
the safety relief valves with paint. 1 Cover 2 Relief valve
Check of opening pressure Figure 1: Cover with safety relief valve
To check the proper opening pressure, proceed as

follows:
Use protective gloves
1) Remove the relief valve cover from the engine.

2) Place the cover on the floor with the pressure
area upwards.
3) Check O-ring for visible damages, Replace if
any damages.
4) Apply a weight at 6 kg on the pressure area.
The relief valve must open under this pressure.
2015.09.01
MAN Diesel & Turbo
Plate
Page 1 (4) Frame P51101-36
L21/31, L21/31S
2014.10.04 - 9 cyl. engine

MAN Diesel & Turbo
Plate
P51101-36 Frame Page 2 (4)
L21/31, L21/31S
049 13/E Cylindrical pin 527 36/E Ring

062 4/C Tie rod 539 1/E Cover
074 8/C O-ring 540 1/E O-ring
086 22/E Nut 552 1/E Retaining ring
122 2/E Hexagon screw 564 1/E Closing cover
145 1/E Frame (9 cyl. engine), material EN- 576 1/E Cover
GJL-350Cu
588 1/E O-ring
147 1/E Frame (9 cyl. engine), material EN-
GJS-400-15 647 1/E Cover
149 1/E Frame (9 cyl. engine), material EN- 659 1/E Cover
GJL-300
660 14/E Spring washer
157 1/C Main bearing cap
672 14/E Screw
169 2/E Main bearing cap, axial
684 3/E Screw
182 20/E Tie rod
696 3/E Lock washer
194 20/E Crown nut
706 1/E Cover
204 13/E Cylindrical pin
718 9/E Thrust washer
216 22/E Cross bolt
731 9/E Screw
228 58/E Nut
743 /I Packing-silicone paste
265 20/E O-ring
767 1/E Spray nozzle
277 5/C Nut
779 2/E Expander
289 5/C Stud
780 /I Loctite 542
290 10/E Sealing ring
838 2/E Washer
300 10/E Plug screw
851 2/E Plug
312 58/E Protecting cap
887 1/E Plug screw
397 10/E Seal ring
899 1/E Plug screw
407 10/E Plug screw
909 1/E Flange, oval
432 4E Plug screw
910 1/E Gasket, oval
444 4/E Seal ring
456 2/E Tie rod
515 1/E Plug screw

ace.
Qty/E = Qty/Engine
2014.10.04 - 9 cyl. engine

MAN Diesel & Turbo
Plate
Page 3 (4) Frame P51101-36
L21/31, L21/31S
2014.10.04 - 9 cyl. engine

MAN Diesel & Turbo
Plate
P51101-36 Frame Page 4 (4)
L21/31, L21/31S


ace.
Qty/E = Qty/Engine
2014.10.04 - 9 cyl. engine

MAN Diesel & Turbo
Plate
Page 1 (2) Front-end box P51103-33
L21/31, L21/31S

MAN Diesel & Turbo
Plate
P51103-33 Front-end box Page 2 (2)
L21/31, L21/31S
014 1/E Front-end box 827 1/E Plug screw

026 2/E Cover 839 1/E Packing ring
038 12/E Screw 840 1/E Plug screw
051 3/E Washer
099 23/E Locking spring washer
109 1/E Cover
122 3/E Plug screw
183 1/E Cover
195 1/E Expander
205 1/E Gasket
229 /I Glue (Loctite 638)
301 /I Glue (Loctite 243)
349 7/E Screw
470 2/E Plug screw
516 2/E Plug screw
565 2/E Plug screw
577 2/E O-ring
624 9/E Plug screw
636 8/E Thrust piece
732 7/E O-ring
744 2/E Plug screw
781 4/E Screw
793 1/E O-ring
803 1/E Cover

ace.
Qty/E = Qty/Engine

MAN Diesel & Turbo
Plate
Page 1 (2) Main bearing P51104-08
L21/31, L21/31S
2014.06.04 - DAIDO
MAN Diesel & Turbo
Plate
P51104-08 Main bearing Page 2 (2)
L21/31, L21/31S
021 /I Main bearing shells 1)

033 2/E Thrust ring
045 4/E Ledge
069 4/E Lock washer

Qty. 1/C + 2 pcs
ace.
ble separately
Qty/E = Qty/Engine
2014.06.04 - DAIDO
MAN Diesel & Turbo
Plate
Page 1 (2) Covers on frame P51106-36
L21/31, L21/31S
2014.11.21
MAN Diesel & Turbo
Plate
P51106-36 Covers on frame Page 2 (2)
L21/31, L21/31S
250 4/C Washer

404 1/C Cover
776 4/C Screw

ace.
2014.11.21
MAN Diesel & Turbo
Plate
Page 1 (2) Covers on frame P51106-45
L21/31, L21/31S
2014.08.18
MAN Diesel & Turbo
Plate
P51106-45 Covers on frame Page 2 (2)
L21/31, L21/31S
001 1/E Cover, tdi

002 1/E Cover + 1)
003 1/E Sealing ring + 1)
004 1/E Oil collecting ring + 1)
005 1/E Cover
006 6/E Expander
007 1/E O-ring
008 1/E Cover, gali
016 1/E Pointer
017 2/E Screw
018 2/E Disc
019 2/E Pin
020 4/E Screw
022 4/E Screw
024 17/E Screw
026 5/E Screw
027 1/E O-ring + 1)
028 1/E O-ring + 1)
029 5/E Bolt
030 /I Siilcone paste

requires disassembly and assembly by MAN Diesel personell,
ace. please contact MAN Diesel & Turbo
Qty/E = Qty/Engine
2014.08.18
MAN Diesel & Turbo
Plate
Page 1 (2) Coupling guard P51109-17
L21/31, L21/31S
2015.09.21 - 443 mm
MAN Diesel & Turbo
Plate
P51109-17 Coupling guard Page 2 (2)
L21/31, L21/31S
001 1/E Coupling guard

002 3/E Plate
004 2/E Eye bolt

ace.
ble separately
Qty/E = Qty/Engine
2015.09.21 - 443 mm
MAN Diesel & Turbo
Plate
Page 1 (2) Coupling flange P51113-01
L21/31, L21/31S
2014.08.18
MAN Diesel & Turbo
Plate
P51113-01 Coupling flange Page 2 (2)
L21/31, L21/31S
001 1/E Coupling flange + 1)

002 2/E Cylindrical pin + 1)

requires disassembly and assembly by MAN Diesel personell,
ace. please contact MAN Diesel & Turbo
Qty/E = Qty/Engine
2014.08.18
MAN Diesel & Turbo
Plate
Page 1 (2) Cover on coupling side P51114-01
L21/31, L21/31S
2014.11.24
MAN Diesel & Turbo
Plate
P51114-01 Cover on coupling side Page 2 (2)
L21/31, L21/31S
001 1/E Cover

002 1/E Cover
011 23/E Screw
012 5/E Screw
013 28/E Washer
020 /I Silicone paste

ace.
Qty/E = Qty/Engine
2014.11.24
MAN Diesel & Turbo
Plate
Page 1 (2) Engine assembly P51116-01
L21/31, L21/31S
2015.09.09 - 8, 9 cyl engine - 2 bearing alternator

MAN Diesel & Turbo
Plate
P51116-01 Engine assembly Page 2 (2)
L21/31, L21/31S
001 /I Hexagon screw 1)

002 /I Washer 1)
007 1/E Intermediate piece
008 2/E O-ring
009 /I Glue

Qty: 40/E for 5 cyl, 44/E for 6 cyl
ace.
ble separately
Qty/E = Qty/Engine
2015.09.09 - 8, 9 cyl engine - 2 bearing alternator

MAN Diesel & Turbo
Plate
Page 1 (2) Mounting instruction P51117-02
L21/31, L21/31S
2015.09.21 - Vulkan
MAN Diesel & Turbo
Plate
P51117-02 Mounting instruction Page 2 (2)
L21/31, L21/31S
002 32/E Hexagon bolt

003 32/E Washer

ace.
ble separately
Qty/E = Qty/Engine
2015.09.21 - Vulkan
Operating Manual
Vulkardan G 4110, 6010
Customer:
Order number:
Consignment number:
Drawing number:
Parts list:
Read the operating manual prior to starting all tasks!

VULKAN Kupplungs- und Getriebebau
Bernhard Hackforth GmbH & Co. KG
©
Heerstrasse 66
44653 Herne
Tel.: +49 (0) 2325 / 922-0

Fax.: +49 (0) 2325 / 711 10
E-mail: info.vkg@vulkan.com
Internet: www.vulkan.com
0000000792
005
29.10.14
2/78
Operating Manual Vulkardan G
Table of contents
Table of contents
1 General
1.1 Information about the operating manual............................................... 5

1.2 Explanation of symbols ........................................................................ 5
1.3 Limitation of liability .............................................................................. 6
1.4 Copyright .............................................................................................. 6
1.5 Spare parts........................................................................................... 7
1.6 Warranty terms..................................................................................... 7
1.7 Customer service ................................................................................. 7
2 Safety
2.1 Responsibility of the owner .................................................................. 8

2.2 Personnel requirements ....................................................................... 9
2.3 Intended use ........................................................................................ 10
2.4 Personal protective equipment............................................................. 10
2.5 Special dangers.................................................................................... 12
2.6 Behaviour in the event of danger or accident....................................... 16
2.7 Environmental protection...................................................................... 17
3 Technical data
3.1 General information.............................................................................. 19

3.2 Consignment number ........................................................................... 19
4 Structure and function
4.1 Mode of operation ................................................................................ 20

4.2 Structure of the coupling ...................................................................... 20
5 Transport, packaging, and storage
5.1 Safety instructions for transport............................................................ 22

5.2 Symbols on the packaging ................................................................... 23
5.3 Delivery status...................................................................................... 24
5.4 Transport inspection............................................................................. 24
5.5 Packaging ............................................................................................ 24
5.6 Preservation ......................................................................................... 26
5.6.1 Preservation with Metacorin ................................................................. 26
5.6.2 Preservation of VCI .............................................................................. 29
5.6.3 Preservation with Rolimeco.................................................................. 31
3/78
Table of contents
5.6.4 Table Metacorin/VCI/Rolimeco............................................................. 32

5.7 Transport .............................................................................................. 33
5.8 Storage................................................................................................. 36
6 Assembly
6.1 Safety assembly ................................................................................... 40

6.2 Mount hub on the output side............................................................... 44
6.3 Alignment ............................................................................................. 47
6.4 Assembly of single component............................................................. 50
6.5 Concluding tasks and final inspection .................................................. 52
7 Faults
7.1 Safety faults ......................................................................................... 53

7.2 Fault table ............................................................................................ 54
7.3 Fault correction tasks ........................................................................... 56
7.4 Start-up after a corrected fault.............................................................. 56
8 Maintenance
8.1 Safety maintenance.............................................................................. 58

8.2 Maintenance schedule ......................................................................... 59
8.3 Maintenance tasks ............................................................................... 59
8.4 Measures after successful maintenance .............................................. 62
9 Dismantling
9.1 Safety dismantling ................................................................................ 63

9.2 Dismantling sequence .......................................................................... 66
9.2.1 Replacement element .......................................................................... 67
9.2.2 Dismounting the hub on the driven side ............................................... 67
9.3 Disposal................................................................................................ 70
10 Appendix
10.1 Drawing ................................................................................................ 72

10.2 Parts list................................................................................................ 73
10.3 Delivery status...................................................................................... 74
11 Index
4/78
1 General
1 General
1.1 Information about the operating manual

This assembly manual provides important instructions for handling the
Vulkardan G. The prerequisite for safe work is compliance with all speci-
fied safety instructions and handling instructions.
In addition the applicable local accident prevention regulations and gen-
eral safety regulations must be complied with for the specific area of im-
plementation of the Vulkardan G.
The operating manual must be carefully read prior to starting any task!
The operating manual is a component of the product and must be kept in
the vicinity of the coupling where it is available to personnel at all times.
If the Vulkardan G is provided to a third party then this operating manual
must also be provided.
The illustrations in this manual are provided for better presentation of the
described material; these illustrations are not necessarily true to scale
and may deviate slightly from the actual version of the Vulkardan G.
The position numbers used in the illustrations and steps correspond to
the position numbers of the drawing in the Appendix.
This assembly manual corresponds to requirements of DIN 82079. It is
subject to an ongoing review process. Subject to changs and errors.
1.2 Explanation of symbols

Safety instructions are indicated by symbols in this operating manual.
The safety instructions are introduced by signal words that express the
scope of the hazard.
The safety instructions must be strictly complied with, you must act pru-
dently to prevent accidents, personal injury, and material damage.
CAUTION!
... indicates a possible dangerous situation that can result in minor injury
if it is not avoided.
WARNING!
... indicates a possible dangerous situation that can result in death or

serious injury if it is not avoided.
DANGER!
... indicates a directly dangerous situation that will result in death or seri-
ous injury if it is not avoided.
5/78
1 General
Prohibitory!
Note!
i ... indicates useful tips and recommendations, as well as information for
efficient and trouble-free operation.
1.3 Limitation of liability
All information and instructions in this operating manual have been pro-
vided under due consideration of applicable guidelines, the current state
of technology, as well as our many years of experience.
The manufacturer assumes no liability for damage due to:
• Failure to comply with the instructions in the operating manual

• Non-intended use
• Deployment of untrained personnel
• Unauthorized conversions
• Technical changes
• Use of non-approved spare parts
The actual delivery condition can vary from the explanations and graphic
representations provided in this manual in the case of special versions, if
supplemental order options are desired, or on the basis of the latest tech-
nical changes. The agreed obligations in the delivery contract, the gener-
al terms and conditions, as well as delivery conditions of the
manufacturer, and the statutory regulations valid at the time the contract
was concluded, apply.
1.4 Copyright
Treat this operating manual with confidentiality. It has been exclusively
prepared for personnel working with the Vulkardan G coupling. Provision
of the operating manual to third-parties without written consent from the
manufacturer is prohibited.
Note!
i The content, texts, drawings, graphics, and other presentations are pro-
tected by copyright and are subject to commercial property rights Any
improper use is punishable.
6/78
1 General
Duplication in any form - including excerpts - as well as exploitation and/

or communication of the content are not permitted without a written dec-
laration of consent from the manufacturer. Actions to the contrary make
damage compensation mandatory. We reserve the right to enforce addi-
tional claims.
1.5 Spare parts
WARNING!
Incorrect or defective spare parts can cause damage, malfunction, or

total failure; they can also impair safety.
Therefore:
• Only use manufacturer's original spare parts.
Spare parts Order via authorized dealers or directly from VULKAN cus-
tomer service. See section "Customer service" for the contact address.
Specify the following information when ordering spare parts:
• Order number or consignment number

• Drawing number
• Parts list number
1.6 Warranty terms

The warranty terms are included in the manufacturer's terms and condi-
tions.
1.7 Customer service

Our customer service organization is available for technical information.
The responsible contact is always available at the following contact ad-
dress:
Customer service:
VULKAN Kupplungs- und Getriebebau B. Hackforth GmbH & Co. KG
Heerstrasse 66
44653 Herne Germany
Tel.:+49 (0) 2325 / 922-0
Fax:+49 (0) 2325 / 711 10
Mobile: +49 (0) 178 / 8 922 179
In addition our employees are always interested in new information and

experiences associated with the application that could be valuable for the
improvement of our products.
7/78
2 Safety
2 Safety
2.1 Responsibility of the owner

This section provides an overview of all the important safety aspects for
optimal protection of personnel, as well as for safe and trouble-free oper-
ation.
Significant hazards can occur if the handling instructions and safety in-
structions in this manual are not complied with.
The Vulkardan G coupling is used in commercial operation. Consequent-
ly the owner of the Vulkardan G coupling is subject to legal industrial
safety obligations.
In addition to the industrial safety instructions in this operating manual,
generally valid safety and accident protection guidelines, and environ-
mental protection guidelines must be heeded and complied with for the
area of implementation of the Vulkardan G coupling.
The following particularly applies in this regard:
• The owner must inform himself of applicable occupational health and

safety regulations, and in a hazard analysis identify other hazards
that may exist at the installation site of the coupling due to the special
work conditions. The owner must convert this information relative to
hazards into operating instructions for operation of the coupling.
• The owner must ensure during the entire implementation period of
the coupling that the operating instructions created by the owner cor-
respond to the current state of legislation, and if necessary the owner
must adapt these operating instructions.
• The owner must clearly regulate and specify responsibilities for
installation, operation, maintenance, and cleaning.
• The owner must ensure that all employees who handle the coupling
have read and understood the operating manual. In addition, cus-
tomer must train personnel and inform personnel of the hazards at
regular intervals.
• The owner must attach a distance protection fixture in the form of a
coupling protector before commencing operation of the system.
• The owner must provide the required protective equipment for per-
sonnel.
Moreover the owner is responsible for ensuring that the coupling is al-
ways in technically faultless condition; consequently the following ap-
plies:
• The owner must ensure that the maintenance intervals described in

this operating manual are complied with.
• The owner must have all safety devices inspected regularly for func-
tion and for completeness.
8/78
2 Safety
2.2 Personnel requirements

Qualifications
WARNING!
Danger of injury due to insufficient qualification!

Improper handling can cause serious injury or material damage.
Therefore:
• Only have activities performed by personnel who are qualified to per-
form these activities.
The following qualifications are cited in the operating manual for the vari-
ous activity areas.
• Instructed person is a person who has been instructed by the owner

relative to the tasks assigned to him and the possible dangers asso-
ciated with improper behaviour.
• Qualified personnel are personnel who, due to their qualified training,
skills, and experience, as well as knowledge of the applicable regula-
tions, are capable of executing the tasks assigned to them and of
recognizing possible hazards and avoiding them on their own.
Only persons from whom it can be expected that they reliably execute
their work are considered as personnel. Persons whose capability to re-
act is impaired, for instance through drugs, alcohol, or medication, are
not approved.
• Comply with age-specific and job-specific regulations that are appli-

cable at the installation site when selecting personnel.
Unauthorized persons
WARNING!
Danger for unauthorized persons!

Unauthorized persons who do not satisfy the requirements described
here are not aware of the hazards in the work area.
Therefore:
• Keep unauthorized persons away from the work area.
• If in doubt, speak to these persons and instruct them to leave the
work area.
• Interrupt work as long as unauthorized persons are in the work area.
9/78
2 Safety
2.3 Intended use

The VULKANVulkardan G coupling is a highly elastic, all-round ductile
coupling for use in ship main drives, ship auxiliary drives, generator
drives, compressor drives, pump drives, and blower drives with the re-
quirement for average rotary and offset resiliency.
It has been especially developed for a particular application case and can
only be used for a different application after consultation with the manu-
facturer.
WARNING!
Danger due to non-intended use!

Any use that extends beyond intended use and/or other use of the cou-
pling can cause hazardous situations.
Therefore:
• Only use the coupling as intended.
• Only place the coupling in service after complete assembly in accord-
ance with the instructions in this assembly manual.
• Strictly comply with all instructions in this assembly manual.
• Particularly refrain from the following uses of the coupling. They are
considered as non-intended use:
• Use outside of the originally intended application case.
• Overloading the coupling by exceeding the limit values specified in
the technical data.
• Use of a coupling that does not bear an Ex designation, and thus is
not designed for use in explosive atmospheres, in the Ex area.
Claims of any type due to damage arising from non-intended use are ex-
cluded.
The owner is solely liable for all damage in the case of non-intended use.
2.4 Personal protective equipment

Wearing of personal protective equipment is required for work, to mini-
mize health hazards.
• When performing the task always wear the personal protective equip-
ment that is required for the task.
• Follow the instructions that have been posted in the work area.
Always wear the following during all tasks:
• Protective work clothing is tight-fitting work clothing with low resist-

ance to tearing, with tight sleeves, and without projecting parts. It is
primarily used to protect against entanglement by moving machine
parts. Do not wear rings, chains, or other jewellery.
10/78
2 Safety
• Hard hat to protect against falling and flying parts and materials.
• Safety footwear for protection against heavy falling parts and slipping
on slippery surfaces.
Special protective equipment is required when executing special tasks.

Special reference is made to this equipment in the specific sections of
this manual. This special protective equipment is explained below:
• Light respiratory protection for protection against harmful dusts.
• Protective goggles to protect eyes from flying parts and liquid

splashes.
11/78
2 Safety
• Protective gloves to protect hands from friction, abrasion, puncture

wounds, or deeper injuries, as well as from contact with hot surfaces.
• Chemical-resistant protective gloves to protect hands from aggres-

sive substances. Check protective gloves for leaks prior to use.
Clean the gloves before pulling them off; store them in a well-venti-
lated location.
2.5 Special dangers

Residual risks that have been determined based on a risk assessment
are cited below.
Follow the safety instructions listed here and the warning instructions in
the other sections of this manual to reduce health hazards and to avoid
dangerous situations.
WARNING!
Life-threatening hazard - High dead weight!

The coupling has an extremely high dead weight. A life-threatening haz-
ard due to crushing exists if the coupling rolls off or falls down.
Therefore:
• Always safeguard the coupling against rolling off.
• Carefully supervise the lifting processes and transport.
• Only use the transport methods described in the "Transport" section.
• Secure the coupling parts that will be loosened against falling, before
loosening any threaded joints.
• Physical lifting processes involving a reference weight in excess of
25 kg should only be executed with two persons.
12/78
2 Safety
WARNING!
Life-threatening hazard - High elastic forces!

The rubber elements and the membrane can accumulate extreme quanti-
ties of energy when they are deflected. Sudden loosening of obstructions
can cause high energy movements of coupling parts, and in the process
cause life-threatening injury.
Therefore:
• Prior to working on the coupling ensure that it is force-free and that
the resilient elements are not deflected.
• For tasks that require deflection of resilient elements only employ the
work methods described in this manual. Only use tools and clamping
devices that are designed for high forces.
• Only specialized personnel familiar with the installation should select
the thrust bearing required for deflection of the membrane assem-
blies.
WARNING!
Life-threatening danger and danger of material damage due to incom-

plete or incorrect assembly!
If there is a mechanical failure of components and incomplete or incorrect
assembly, coupling parts can be thrown out at high speed due to rotation.
This poses a life-threatening hazard and danger of material damage.
Therefore:
• Only place the coupling in service after complete assembly in accord-
ance with the instructions in this operating manual.
• Only operate the coupling within the protective fixture described in
the "Assembly" section. This protective fixture must be installed by
the owner.
• After working on the coupling, ensure that all bolt connections are
firmly tightened in accordance with the specified tightening torques
(see drawing).
13/78
2 Safety
CAUTION!
There is a danger of stumbling due to fouling and loose objects!

Fouling and loose objects on the ground pose slipping and stumbling
hazards and can cause severe injuries.
Therefore:
• Always keep the work area clean.
• Remove objects that are not being used.
• Mark stumbling hazards clearly.
• Make provisions for good lighting.
CAUTION!
Material damage if configured incorrectly!

If the coupling is configured incorrectly then extremely high dynamic
forces can be transferred to the shafts and to the adjacent machine com-
ponents and they could be damaged.
Therefore:
• Prior to installation ensure that all characteristic values specified for
the application in the "Technical data" section are correct.
• Only use the coupling in the application for which the coupling is orig-
inally designed by the manufacturer.
14/78
2 Safety
WARNING!
There is a fire hazard and explosion hazard posed by highly flammable

corrosion-protection fluid and fumes!
Liquid corrosion protection and its outgassing, when combined with air,
form an explosive mixture and can cause serious or fatal injuries if
ignited.
Therefore:
• Do not smoke in the work area when unpacking the coupling and
removing the corrosion preventative.
• Do not handle open flame or ignition sources.
• Ensure measures that prevent electrostatic charging.
• Have fire extinguishers (CO2, powder or foam) on hand.
• Do not extinguish with a water jet; water mist is suitable.
• Initiate safety measures to prevent the accumulation of flammable
fumes in lower positioned areas or enclosed areas.
• Stop work immediately if there is a fire. Leave the danger zone until it
is safe to resume work.
WARNING!
Toxic hazard if fumes or aerosols are inhaled or if the corrosion preventa-

tive is ingested!
Corrosion preventative contains harmful components that can result in
poisoning and skin irritations. Repeated contact can cause skin dryness
and cracking.
Therefore:
• Comply with the instructions in the manufacturer's safety data sheet.
• Only unpack the coupling in well-ventilated areas.
• Only use the corrosion preventative in well-ventilated areas.
• If inhaled get the person affected to fresh air immediately. Seek med-
ical attention.
• If ingested summon a physician immediately. Thoroughly rinse
mouth out with water.
• Avoid contact with skin and eyes:
When working wear chemical-resistant protective gloves and protec-
tive goggles with side protection.
After work wash thoroughly and use skin-care cream.
• If there is skin or eye contact rinse immediately and thoroughly with
water. Seek medical attention.
• Do not eat, drink, or smoke when working with the substance.
15/78
2 Safety
CAUTION!
Health hazard due to contact with VCI foil!

VCI coil contains harmful components. Repeated or longer skin contact
can dissolve skin fat and cause dermatitis.
Therefore:
• Avoid contact with skin and eyes.
• Apply suitable skin protection cream prior to working on elastic ele-
ments.
• When working wear chemical-resistant protective gloves and protec-
• After work wash thoroughly and use skin-care cream.
• After eye contact thoroughly rinse eyes for approximately 15 minutes.
Seek medical care immediately.
• After skin contact wash immediately with water and soap.
2.6 Behaviour in the event of danger or accident

Preventative measures
• Always be prepared for accidents or fire!

• Keep first-aid supplies (first-aid kits, blankets etc.) and fire extin-
guishers close at hand.
• Familiarise personnel with accident alarms, first-aid kits, and rescue
equipment.
• Keep access routes clear for rescue vehicles
Measures in the event of accident
• Immediately activate the emergency stop.

• Initiate first-aid measures.
• Get people out of the danger zone.
• Inform those responsible at the implementation site.
• Alert emergency medical services.
• Keep rescue routes clear.
16/78
2 Safety
2.7 Environmental protection
CAUTION!
Environmental hazard due to incorrect handling!

Incorrect handling of environmentally hazardous substances, particularly
improper disposal, can cause significant environmental damage.
Therefore:
• Always comply with the following warnings.
• If environmentally harmful substances should inadvertently get into
the environment, initiate suitable measures immediately. If in doubt
notify the responsible municipal authority about the damage.
CAUTION!
Corrosion preventatives are hazardous to water!

This substance is toxic and should not get into the soil, water, or drainage
systems.
Therefore:
• Do not dispose of with household waste.
• Dispose of in accordance with government agency regulations.
• If the substance is inadvertently released then it must be dammed in
and bound with absorbing agents. Do not use spark-forming auxiliary
materials to dam-in; do not add absorbing agents (e.g. sand, dirt, or
universal binders).
WARNING!
Fire hazard due to spark-producing auxiliary material!

When handling corrosion preventative there is a fire hazard due to spark-
ing.
Therefore:
• Do not use metallic and spark producing tools.
17/78
2 Safety
CAUTION!
VCI foil is slightly hazardous to water!

VCI foil has an irritating effect. It is slightly hazardous to water and should
not get into drainage systems, surface water or ground water.
Therefore:
• If it penetrates into drainage systems, bodies of water, or soil, notify
the responsible authorities immediately.
CAUTION!
Polyisoprene-based rubber mixtures!

Rubber mixtures are part of the basic element of the elastic coupling.
They contain the heavy metal zinc as a formula component. This sub-
stance is toxic and should not get into the soil, water, or drainage sys-
tems.
Disposal:
• Rubber mixtures should not be disposed of with household waste.
• Disposal must be executed in accordance with government agency
regulations (waste code EAK 070299).
CAUTION!
Lubricants, such as greases and oils, contain toxic substances!

These should not get into the soil, water, or drainage systems.
Therefore:
• Disposal must be executed by a specialized disposal company.
18/78
3 Technical data
3 Technical data
3.1 General information

Technical data, dimension drawing and parts list can be found in the Ap-
pendix.
3.2 Consignment number

The consignment number The consignment number is on the outer diam-
eter of the driven-side hub. It has been stamped on.
Fig. 3-1
19/78
4.1 Mode of operation

The Vulkardan G coupling is a highly elastic, elastomer coupling capable
of withstanding axial shear stress.
All connecting elements of the coupling are positioned in such a way that
there is no backlash. Play-free torque transmission and the large elas-
tomer cross section guarantee good structure-borne sound absorption.
4.2 Structure of the coupling

Hub on the driven side
The hub is the machine element that is used to anchor the coupling on
the driven shaft. Depending on the version (see drawing in Appendix) it is
pre-bored, has a feather key groove as carrier element, or it is shrink-fit
onto the shaft via a pull-on device and hydraulic support (oil press fit).
Fig. 4-1
Membrane assembly
The membrane assembly consists of multiple circular membranes of
steel plates. These are connected on the outer diameter (A) with the elas-
tic part, and they are connected with the hub on the inner diameter (B).
The spring deflection of the membranes enables angular and axial dis-
placement.
20/78
Fig. 4-2
Elastic element
The basic element of the coupling is the elastic element.
The elastic element is used to tune torsional vibration behaviour and to
compensate radial shaft displacement. The elastic element cannot com-
pensate axial and angular displacement.
Fig. 4-3
21/78
5.1 Safety instructions for transport
CAUTION!
Improper transport can cause damage!

Significant damage can occur if the device is transported improperly.
Therefore:
• Proceed with caution when unloading packages at delivery, as well
as for inner-company transport, and comply with the symbols and
instructions on the packaging.
• Only use the intended attachment points.
• Only remove the packaging just prior to assembly.
• Note the markings on the packages.
WARNING!
Life-threatening danger due to suspended loads!

When lifting loads there is a life-threatening hazard due to falling parts or
parts swinging out of control.
Therefore:
• Never step under suspended loads.
• Comply with the instructions concerning the intended attachment
points.
• Do not attach on projecting machine parts or on the eyes of installed
components. Ensure that the sling gear is securely seated!
• Only use approved hoists and sling gear with sufficient bearing
capacity.
• Do not use rope and straps that are torn or frayed.
• Do not place ropes and straps on sharp edges and corners; do not
knot or twist ropes and straps.
22/78
WARNING!
Danger of falling due to eccentric center of gravity!

Packages can have an eccentric center of gravity. If attached incorrectly
the packages can tip and cause life-threatening injuries.
Therefore:
• Note the markings on the packages.
• Attach the crane hook in such a manner that it is located above the
center of gravity.
• Carefully lift and see if the load tips. If necessary change the attach-
ment.
WARNING!

Therefore:
5.2 Symbols on the packaging

Attachment point
Only place sling gear (attachment chain, lifting strap) at the points
marked with this symbol.
Fig. 5-1
Weight, attached load
23/78
Indicates the weight of packages. Handle the marked package in accord-

ance with its weight.
Fig. 5-2
5.3 Delivery status

The coupling is delivered in partially-assembled status for easier assem-
bly. See the delivery drawing in the Appendix for the precise delivery sta-
tus.
5.4 Transport inspection

Check delivery immediately upon receipt to ensure that delivery is com-
plete, and to identify any transport damage.
Proceed as follows if there is apparent external damage:
• Do not accept the delivery or only accept it with reservation.

• Note the extent of transport damage on the transport documents or
on the transport company's delivery ticket.
• Submit a complaint.
Note!
i Report any defect as soon as it is detected. Claims for damage compen-
sation can only be enforced during the applicable periods for giving
notice of lack of conformity.
5.5 Packaging
About the packaging
Individual packed goods are packaged according to the expected trans-
port conditions. Environmentally-friendly materials have been used exclu-
sively for the packaging. Packaging should protect the specific
components from transport damage, corrosion, and other damage until
assembly. Consequently do not destroy the packaging and only remove it
just before assembly.
24/78
Fig. 5-3
Fig. 5-4
Handling packaging materials

Dispose of packaging materials in accordance with the respectively valid
statutory regulations and local guidelines.
25/78
CAUTION!
Improper disposal causes environmental damage!

Packaging materials are valuable raw materials and in many cases they
can be reused, or they can be effectively treated and recycled.
Therefore:
• Dispose of packaging materials in an environmentally responsible
manner.
• Comply with locally applicable disposal guidelines. If necessary,
commission a specialized company to dispose of packaging.
5.6 Preservation
5.6.1 Preservation with Metacorin
CAUTION!
Material damage due to improper removal of the corrosion preventative!

Mechanical removal of the corrosion preventative (e.g. with abrasive
agents or tools) can damage surfaces and fit.
Therefore:
• Use a suitable solvent or alkaline cleaning agents.
CAUTION!
Corrosion preventatives are hazardous to water!

This substance is toxic and should not get into the soil, water, or drainage
systems.
Therefore:
• Do not dispose of with household waste.
• If the substance is inadvertently released then it must be dammed in
and bound with absorbing agents. Do not use spark-forming auxiliary
materials to dam-in; do not add absorbing agents (e.g. sand, dirt, or
universal binders).
26/78
WARNING!
Fire hazard due to spark-producing auxiliary material!

When handling corrosion preventative there is a fire hazard due to spark-
ing.
Therefore:
• Do not use metallic and spark producing tools.
WARNING!
Toxic hazard if fumes or aerosols are inhaled or if the corrosion preventa-

tive is ingested!
Corrosion preventative contains harmful components that can result in
poisoning and skin irritations. Repeated contact can cause skin dryness
and cracking.
Therefore:
• Only unpack the coupling in well-ventilated areas.
• Only use the corrosion preventative in well-ventilated areas.
• If inhaled get the person affected to fresh air immediately. Seek med-
ical attention.
• If ingested summon a physician immediately. Thoroughly rinse
mouth out with water.
• Avoid contact with skin and eyes:
When working wear chemical-resistant protective gloves and protec-
After work wash thoroughly and use skin-care cream.
• If there is skin or eye contact rinse immediately and thoroughly with
water. Seek medical attention.
CAUTION!
Solvents are a health hazard!

Solvents are harmful and can damage mucous membranes.
Therefore:
• Only use substantially solvent-free agents.
• Wear chemical-resistant protective gloves and protective goggles.
• Only use solvents in well-ventilated areas.
27/78
CAUTION!
Material damage due to solvent!

Solvents can damage the rubber elements!
Therefore:
• Do not bring the rubber elements into contact with solvents.
Preservation of steel and cast parts with Metacorin 835 and Meta-
corin 850
The following types of steel parts are generally protected against corro-
sion with the corrosion preventative METACORIN 835/850:
For steel and cast parts on surfaces and stamped images treated to finish
dimension
Metacorin 835 offers sufficient protection in case of:
• dry indoor storage: more than 12 months

• outdoor storage under a roof: 6 months
The layer thickness of the preservation agent is 4 - 6 µm.
Metacorin 850 offers sufficient protection in case of:
• dry indoor storage: more than 12 months

• outdoor storage under a roof: 4 months
The layer thickness of the preservation agent is 5 - 8 µm.
Cleaning
To clean off the Metacorin 835 corrosion preventative film we recom-
mend spraying or immersing in an aqueous-alkaline solution.
The cleaning process should generally be supplemented by mechanical
cleaning.
Note!
i Always use lint-free cloths for cleaning.
VULKAN uses METACLEAN 772 for this purpose.

This is an aqueous cleaner with good anti-corrosion protection for 2-3
days.
AVILUB METACLEAN 772 and AVILUB METACORIN 835/850 can be
purchased from the manufacturer Bantleon.
28/78
www.bantleon.de
Note!
i The connection surfaces and bores are preserved with corrosion prevent-
ative or the coupling is packed in VCI foil.
Before installing the coupling, use cleaner to clean surfaces that have
been treated with corrosion preventative.
Note!
i Comply with the safety data sheets for Metacorin and VCI foil (www.ban-
tleon.de).
5.6.2 Preservation of VCI
CAUTION!
Health hazard due to contact with VCI foil!

VCI coil contains harmful components. Repeated or longer skin contact
can dissolve skin fat and cause dermatitis.
Therefore:
• Avoid contact with skin and eyes.
• Apply suitable skin protection cream prior to working on elastic ele-
ments.
• When working wear chemical-resistant protective gloves and protec-
• After work wash thoroughly and use skin-care cream.
• After eye contact thoroughly rinse eyes for approximately 15 minutes.
Seek medical care immediately.
• After skin contact wash immediately with water and soap.
29/78
CAUTION!
VCI foil is slightly hazardous to water!

VCI foil has an irritating effect. It is slightly hazardous to water and should
not get into drainage systems, surface water or ground water.
Therefore:
• If it penetrates into drainage systems, bodies of water, or soil, notify
the responsible authorities immediately.
Note!
i Do not treat elastomers and rubber parts with the corrosion preventative.
Preservation of elastomer will void the warranty.
Preservation with VCI 126 foil

As additional transport packaging VULKAN prefers Cortec VCI-126 foils
(manufactured by Bantleon: www.bantleon.de). For medium- and large-
sized components, entire sets are used.
These sets include:
• ready-made Cortec-VCI covers cut to size for the particular compo-

nent,
• Cortec-VCI foil pre-cut for the bottom,
• VCI dispenser in the form of impregnated Cortec-VCI-PUR foam,
• Small parts are packaged in VCI-126 continuous foil or in VCI bags
and other VCI-126 foil products. It may be necessary to supplement
this with pre-cut VCI foam.
Note!
i The VCI foil used by VULKAN is PE foil with the VCI additive as vapour-
phase inhibitors. The inhibitors emerge from the foil in the form of vapour,
saturate the enclosed air space and adhere to the bare metal surfaces as
invisible, monocular films.
They can also reach hard-to-access areas.
When used as specified, they provide protection of 2-5 years with an air-
tight seal.
Do not allow the VCI foil to become damaged!
If the VCI foil is not replaced immediately after being damaged, VULKAN
will assume no liability for any adverse effects on the coupling as a result
of corrosion!
30/78
Note!
i Comply with the safety data sheets (www.bantleon.de).
• The VCI foil fulfils the requirements of the standard TRGS 615, para-
graph 5.1.
• The VCI foil is reusable and recyclable. Dispose of in landfill (house-
hold trash) or by burning.
Fig. 5-5
5.6.3 Preservation with Rolimeco
Preservation of membrane assemblies with Rolimeco 397

Rolimeco forms an elastic and permanent film that adheres to the sur-
face.
This film provides protection against moisture and salt water and is stable
in the temperature range from -40°C to 100°.
Rolimeco is suitable for preservation for transport (including transport by
sea) and for long-term preservation.
Do not remove the Rolimeco protective film, since this can cause the
components to corrode.
The single parts of the membranes are completely preserved with
Rolimeco.
Note!
i Comply with the safety data sheets (www.rolith.de).
31/78
Fig. 5-6
5.6.4 Table Metacorin/VCI/Rolimeco
Overview of corrosion protection with Metacorin/VCI
Standard Additional cor-

Standard Standard corrosion pro- rosion protec-
corrosion pro- corrosion protection tion
tection tection
Membrane Steel, cast and
Steel and cast Vulcanised assemblies up vulcanised
parts up to 6 steel and cast to steel and cast
months parts up to 4
6 months parts > 12
(stored out- months (stored out- months
doors under a (stored out-
doors under a (stored indoors
roof) doors under a
roof) in a dry room)
roof)
Parts in VCI foil

See freight over- Metacorin 835, Metacorin 850, Rolimeco 397, or aluminium
seas, tropical dry layer thick- dry layer thick- dry layer thick- foil; inside with
and sub-tropical ness min. 4 µm / ness min. 5 µm / ness min. 4 µm / VCI foam dis-
regions max. 6 µm max. 8 µm max. 6 µm penser, if neces-
sary
Metacorin 835, Metacorin 850, Rolimeco 397, Parts in VCI foil;

Intercontinental dry layer thick- dry layer thick- dry layer thick- inside with VCI
shipping points ness min. 4 µm / ness min. 5 µm / ness min. 4 µm / foam dispenser,
max. 6 µm max. 8 µm max. 6 µm if necessary
Metacorin 835, Metacorin 850, Rolimeco 397,

within dry layer thick- dry layer thick- dry layer thick-
Parts in VCI foil
Europe ness min. 4 µm / ness min. 5 µm / ness min. 4 µm /
max. 6 µm max. 8 µm max. 6 µm
Short hauls, Metacorin 835, Metacorin 850, Rolimeco 397,

domestic, bor- dry layer thick- dry layer thick- dry layer thick-
Not necessary!
dering states per ness min. 4 µm / ness min. 5 µm / ness min. 4 µm /
carrier max. 6 µm max. 8 µm max. 6 µm
Tbl. 5-1
32/78
5.7 Transport
Transporting pallets with the crane

Packages that are attached to pallets can be transported with a crane un-
der the following conditions:
• Crane and lifting gear must be designed for the weight of the pack-
ages.
• The operator must be authorized to operate the crane.
Attachment:
• Attach ropes, straps or multi-point suspensions to the pallet accord-

ing to the illustration and ensure that they cannot slip.
• Ensure that the packages cannot be damaged by the sling gear. Use
other sling gear if necessary.
• If there is an eccentric centre of gravity ensure that the pallet cannot
tip.
• Start the transport.
Fig. 5-7
Transporting pallets with the forklift

Packages that are attached to pallets can be transported with a forklift
under the following conditions:
• The forklift must be designed appropriately for the weight of the

transport units.
• The operator must be authorized to operate the forklift.
33/78
Attachment
• Drive the forklift with the forks between or under the spars.
• Drive in the forks until they protrude on the opposite side.
• If there is an eccentric centre of gravity ensure that the pallet cannot
tip.
• Lift the package and start the transport.
Fig. 5-8
Transporting assemblies with a crane

The coupling components (delivery assemblies) can be transported with
a crane under the following conditions:
• Crane, hoists, and attachment gear must be designed for the weight
of the coupling components.
• The operator must be authorized to operate the crane.
CAUTION!
Using the wrong sling gear can damage the rubber body
The rubber body can be damaged if looped with rope.
Therefore:
• Never place rope around the rubber body for attachment.
• Only use the intended attachment points.
Attachment
• Attach rope or straps on the attachment points of the coupling parts.

• Ensure that the coupling hangs straight; pay attention to possible
eccentric centre of gravity.
• Start the transport.
34/78
Hub
Horizontal transport
Screw two eye bolts (A) offset by 180° into the tapped bores of the hub
until the collar rests on the hub.
Use a shackle or self-closing hook to attach the hub to the eye bolts and
connect it with the lifting gear.
Fig. 5-9
Vertical transport
Use a shackle to attach the hub to the marked bore (see arrow) and con-
nect with the lifting gear.
Fig. 5-10
35/78
Transport - membrane assembly

Use a shackle to fasten the membrane assembly (3) to the marked bore
(arrow) and connect with the hoist. Use suitable shackles.
Fig. 5-11
Transport - elastic element

Attach the elastic element with a textile load sling and connect it to the
hoist.
Fig. 5-12
5.8 Storage
Storage of packages
36/78
Only store packages under the following conditions:
• Do not store outdoors.

• Store in a dry and dust-free location.
• Do not expose to aggressive media.
• Protect from direct sunlight.
• Avoid mechanical shocks.
• Storage temperature: 15 to 25°C.
• Relative humidity: Max. 60%.
• For longer periods of storage (> 3 months) regularly check the gen-
eral status of all parts and the status of the packaging. Touch up or
reapply anti-corrosion agents as needed.
• If stored for longer than 3 years, a repetition of the static test of the
elastic elements is required.
• For storage longer than 5 years the technical data, such as dynamic
torsion spring stiffness and static angle of rotation characteristic of
the elastic elements, must be checked.
Note!
i Under certain circumstances storage instructions are on the packages
that extend beyond the requirements cited here. Comply with these
instructions accordingly.
CAUTION!
Material damage if stored incorrectly!

Incorrect storage of the elastic elements can cause irreversible deforma-
tion of the elastomer. The consequence is uncontrolled torsional oscilla-
tion that can destroy the elastic element.
Therefore:
• Store the elastic element horizontally.
• Do not stress the elastic element axially, e.g. by stacking additional
weights.
• Do not set up the elastic element diagonally or on one side.
37/78
Storing the elastic elements
Fig. 5-13
Fig. 5-14
Fig. 5-15
38/78
Fig. 5-16
39/78
6 Assembly
6 Assembly
6.1 Safety assembly
Safety personnel
• Only trained, specialized personnel should perform assembly work.

• If the customer desires assembly can also be executed by Vulkan
employees.
Personal protective equipment

Wear the following protective gear for all assembly and commissioning
tasks:
• Protective work clothing

• Hard hat
• Safety footwear
• Protective gloves
Note!
i The warnings in this section make special reference to additional protec-
tive equipment that is required for certain tasks.
WARNING!
There is an injury hazard if the device is not installed and commissioned

properly!
Improper assembly and commissioning can cause serious injury or mate-
rial damage.
Therefore:
• Prior to starting the tasks ensure that there is adequate free space for
assembly.
• Handle open, sharp-edged components carefully.
• Ensure order and cleanliness at the installation location! Parts and
tools that are lying loose or on top of each other are accident haz-
ards!
• Mount components properly. Maintain the prescribed bolt torque and
fastening torque.
• Secure the components so that they do not fall down or fall over.
40/78
6 Assembly
DANGER!
Life-threatening danger if restarted without authorization!

When installing there is danger of the energy supply being switched on
without authorization. This poses a life-threatening hazard for persons in
the danger zone.
Therefore:
• Prior to starting the tasks switch off all energy supplies and safeguard
them from being switched on again.
• If combustion motors supply the motive power then the safety
instructions and the instructions for switching off and safeguarding
against restart in the assembly manuals provided by the manufactur-
ers must be complied with.
WARNING!

The rubber elements can store extremely high levels of energy, when
they are deflected. Sudden loosening of obstructions can cause high
energy movements of coupling parts, and in the process cause life-
threatening injury.
Therefore:
41/78
6 Assembly
WARNING!

Therefore:
WARNING!
Life-threatening danger due to suspended coupling parts!

When lifting coupling parts a life-threatening hazard is posed by such
parts falling or swinging out of control.
Therefore:
• Never step under suspended coupling parts.
points.
• Do not attach sling gear to projecting machine parts or to the lugs of
attached components; ensure that the sling gear is firmly seated.
capacity.
42/78
6 Assembly
WARNING!
There is an injury hazard due to swinging coupling parts during the lifting
process!
Coupling parts can swing to the side and cause life-threatening injury
when they are lifted from and lowered to the floor.
Therefore:
• When lifting and lowering do not position yourself in the direct vicinity
of the coupling parts and maintain a safety distance.
• Look for safe possibilities of avoiding this hazard when lifting and
lowering.
• Carefully lift and observe the behaviour of the suspended load.
points.
capacity.
Always make sure to perform the assembly steps in the sequence de-
scribed here.
WARNING!
Life-threatening danger due to incorrect assembly

Incorrect assembly can cause life-threatening situations.
Therefore:
• Strictly comply with the assembly sequence specified here.
43/78
6 Assembly
CAUTION!
Material damage due to change in the direction of rotation for used elastic
elements!
Elastic elements are subject to premature material wear if the original
direction of rotation is changed and the parts are reused.
Therefore:
• When reusing elastic elements install them in the original direction of
rotation.
• Pay attention to the markings on the elastic element and the connect-
ing components.
CAUTION!
Material damage due to improper removal of the corrosion preventative!

Mechanical removal of the corrosion preventative (e.g. with abrasive
agents or tools) can damage surfaces and fit.
Therefore:
• Use a suitable solvent or alkaline cleaning agents.
Note!
i
All connection elements and threaded bores must be lubricated with
motor oil before such elements are inserted.
6.2 Mount hub on the output side.
Hub assembly - feather key connection

1. Check the feather key (P) in the hub for sealing seat and clean again.
2. Turn the shaft until the feather key (P) is pointing up.
3. Lubricate the shaft in the area of the hub seat with hydraulic oil.
44/78
6 Assembly
Fig. 6-1
4. Attach the hub to the lifting gear via the eye bolt (T). As guide aids,
bolt two threaded rods (F), each with two nuts (B) to the hub. Select
the bore in such a manner that the guide aids on the left and right side
are at the same height.
Fig. 6-2
Note!
i The threaded rods (F) and the fastening elements (B) are not included in
the VULKAN scope of delivery!
5. Heat the hub uniformly in an oil bath or with a burner so that the tem-
perature is 150 to 200°C higher than the ambient temperature.
45/78
6 Assembly
CAUTION!
Danger of burn injuries due to hot surfaces!

Contact with the heated hub or shaft can cause burn injuries.
Therefore:
• Always wear protective work clothing and protective gloves for all
tasks performed in the vicinity of hot components.
• After pulling on the hub and before further mounting of coupling
parts, ensure that all components have cooled to ambient tempera-
ture.
CAUTION!
Excessive temperature or non-uniform heating can cause material dam-

age!
At temperatures in excess of 350°C, or if not heated uniformly, the struc-
ture of the hub can change and it can lose strength.
Therefore:
• Monitor the temperature when heating.
• If the temperature of the hub exceeds 350°C, use a new hub or
inform the manufacturer in order to coordinate other measures.
6. Push the hub onto the shaft until stop and ensure that the hub is cor-
rectly resting against the stop.
7. Maintain the axial pressure on the hub until the hub has cooled. Then
check the connection again.
8. Remove threaded rods (F) and fastening elements (B).
Fig. 6-3
46/78
6 Assembly
6.3 Alignment
Alignment principles
The more accurate the alignment, the more effective the compensation of
operational misalignments by the coupling.
The Vulkardan G couplings are capable of compensating for significant
displacement of the connected machines without forfeiting service life.
CAUTION!
Improper alignment can cause system damage!

In case of excessive misalignments, high forces can be transferred to the
adjoining machine parts.
Therefore:
• Make sure the system is aligned correctly.
• If the tolerances specified here are exceeded, do not operate the sys-
tem. Coordinate additional measures with the manufacturer.
To align the system, the following prerequisites must be fulfilled:
• The hub must be mounted.

• The elastic part should not be installed yet.
• The preservation agent applied to the connecting surfaces must be
completely removed.
Note!
i The tolerance values specified here are for operation in warmed-up con-
dition.
If alignment is only possible in cold condition then the specified tolerance
values cannot be used.
System-specific thermal expansion must be determined by the system
engineer and these values must be used.
Contact the manufacturer for further information.
After installation of the elastic part, the alignment must be checked in
warmed-up condition.
47/78
6 Assembly
Radial misalignment
Fig. 6-4
1. Determine the dimension Xr1.

2. Turn drive unit 180° and determine the dimension Xr2.
5. Determine the value ΔXr according to the formula below:
2 2
⎛ X − X r1 ⎞ ⎛ X r 3 − X r 4 ⎞
ΔX r = ⎜ r 2 ⎟ +⎜ ⎟
⎝ 2 ⎠ ⎝ 2 ⎠
Fig. 6-5
48/78
6 Assembly
Axial misalignment
Fig. 6-6
1. Determine the dimension Xa1.

2. Turn drive unit 180° and determine the dimension Xa2.
5. Determine the value ΔXa using the formula below (Xa corresponds to
the installed dimensions from the installation drawing):
X a1 + X a 2 + X a 3 + X a 4
ΔX a = − Xa
4
Fig. 6-7
The determined Δ values must be within the tolerances specified below.

In case the values are not within the tolerances, the elements of the sys-
tem must be realigned. If this is not successful, please contact the manu-
facturer.
Note!
i On systems with flexibly mounted motors, time-dependent settling of the
rubber elements is taken into consideration. Therefore, the coupling ini-
tially operates with intended radial misalignment. Experience has shown
that, consequently, for systems with flexibly installed motors the align-
ment tolerances ΔXr are increased.
49/78
6 Assembly
Alignment tolerances
ΔXr (mm)
rigid ΔXa
installa- (mm)
tion
± 0,2 ± 0,3
Tbl. 6-1
6.4 Assembly of single component
Pre-mounting the membrane assembly

1. Attach the membrane assembly (3) (see "Transport").
Prohibitory!
Do not disassemble the membrane package of the membrane assembly
into single parts!
2. Position the membrane assembly (3) in front of the hub (1).
3. Push the membrane assembly (3) onto the centring element of the
hub (1).
4. Bolt membrane assembly (3) with the elastic elements (6, 9, 12, 15)
hand tight to the hub (1), using the fastening elements.
5. Slacken the lifting gear and unscrew the shackles.
Fig. 6-8
50/78
6 Assembly
Installation of the coupling
Note!
i The coupling is delivered in pre-assembled status (delivery status).
1. Slide membrane assembly (3) on the hub (1) and bolt with the fasten-
ing elements (6, 9, 12, 15) hand tight.
2. Press the cylinder pins (55) into the appropriate fitting holes of the
elastic element (7), offset 180°.
3. Align the elastic element (7) to the membrane assembly (3).
4. Bolt the membrane assembly (3) onto the elastic element (7) with fas-
tening elements (10, 16, 17, 18).
5. After aligning, remove the cylinder pins (55) again.
Note!
i The cylinder pins will be required in the event of element replacement!
Note!
i The fastening elements required for fastening on the flywheel are not in
the VULKAN scope of delivery and must be designed by the owner!
Note!
i Take the tightening torques into account!
51/78
6 Assembly
Fig. 6-9
6.5 Concluding tasks and final inspection
Concluding tasks and final inspection

1. Tighten all threaded connections with a torque wrench in compliance
with the specified torque (see Tightening torques).
2. Installation of the coupling is concluded. Execute a concluding align-
ment check (--> Chapter “Alignment”).
3. Ensure that on the owner side a distance-protection fixture in the form
of a coupling guard has been attached before the unit is placed in
service (--> chapter “Responsibility of the owner”).
ª This concludes assembly of the coupling.
52/78
7 Faults
7 Faults
7.1 Safety faults

Possible fault causes and the tasks to correct these faults are described
in the following section.
If faults occur more frequently, the maintenance intervals must be short-
ened to correspond to actual system load.
Contact the manufacturer if there are faults that cannot be corrected by
following the instructions below (see "Customer service").
Personnel
• The maintenance and troubleshooting tasks described here should

only be performed by experts with special training, or exclusively by
the manufacturer. Special reference will be made to the requirement
for personal protective equipment or the requirement for experts with
special training in the description of the specific fault.
Wear the following protective equipment for all troubleshooting tasks:

• Hard hat
• Safety footwear
Note!
i The warnings in this section make special reference to additional protec-
tive equipment that is required for certain tasks.
WARNING!
Danger of injury due to improper fault correction!

Improper fault correction can cause serious injury or property damage.
Therefore:
assembly.
ards!
• If components have been removed, ensure that they are properly re-
installed, that all fastening elements are re-installed, and that all
threaded connections are tightened with the specified bolt-tightening
torque.
53/78
7 Faults
DANGER!

When correcting faults there is danger of the power supply being
switched on without authorization. This poses a life-threatening hazard
for persons in the danger zone.
Therefore:
Behaviour in case of a fault:
1. For faults that pose an imminent hazard for personnel or assets, exe-
cute the emergency stop function immediately.
2. Determine the cause of the fault.
3. If correction of the fault requires work in the danger zone, switch off
the device and safeguard it against being restarted.
4. Inform the responsible parties at the implementation site of the fault
without delay.
5. Have authorized, specialized personnel correct the fault or correct it
yourself depending on the type of fault.
Note!
i The fault table provided below lists personnel who are authorized to cor-
rect the fault.
7.2 Fault table
Fault Possible cause Fault correction Corrected by
Perform maintenance
Cracks in the elas- Maintenance interval
and eliminate crack Specialist
tomer exceeded
formation
End of service life has Replace the elastic

Specialist
been exceeded element
Improve the ventila-

Inadequate coupling
tion and eliminate Specialist
ventilation
crack formation
54/78
7 Faults
Fault Possible cause Fault correction Corrected by
Correct alignment and

Faulty alignment eliminate crack forma- Specialist
tion
Only operate the cou-

pling in the pre-
Overload scribed load range Specialist
and eliminate crack
formation
Replace the surface

Inadequate surface
protection and elimi- Specialist
protection
nate crack formation
Unusual operating
Faulty alignment Alignment check Specialist
noise
Faulty installation of Check the radial run-

elastic element or out and eliminate Specialist
membrane assembly mounting error
Elastomer detaches Replace the elastic

Specialist
from the metal element
Increased bearing
Faulty alignment Alignment check Specialist
forces
Faulty installation of Check the radial run-

elastic element or out and eliminate Specialist
membrane assembly mounting error
Elastomer detaches Replace the elastic

Specialist
from the metal element
Destruction of an Maintenance interval Replace the elastic

Specialist
elastic element exceeded element
End of service life has Replace the elastic

Specialist
been exceeded element
Resolve blocking and

Blocking in the system replace elastic ele- Specialist
ment
Replace the elastic

Propeller contact Specialist
element
Short circuit in gener- Replace the elastic

Specialist
ator element
Out-of-phase synchro- Replace the elastic

Specialist
nization in generator element
Tbl. 7-1
55/78
7 Faults
7.3 Fault correction tasks

Venting the coupling
• Execution only by a specialist assigned by the owner.

• To prevent unnecessary and impermissible warming of the elastic
elements, a suitable coupling protection element (e.g. perforated
plate) with appropriate ventilation cross-sections must be selected.
• Ensure that applicable standards for separating spacing protection
fixtures are complied with.
Alignment check
• Execution only by a specialist.

• Special tools required
1. Radial measuring device

2. Axial measuring device
3. Angle measuring device
The alignment process is described in detail in the "Alignment" chapter.
Correcting crack formation
1. Check for surface cracks (see chapter "Checking for surface

cracks").
Replacing the surface protection

Replacing the elastic part
1. Dismount the elastic part (see "Dismounting the elastic part”).

2. Mount new elastic part (see "Mounting the elastic part”).
3. Perform final inspection (see "Concluding tasks and final inspec-
tion").
7.4 Start-up after a corrected fault
After correcting the fault and before switching on, perform the following
steps:
56/78
7 Faults
1. Check all previously loosened threaded unions for firm seat.

2. Ensure that all previously removed protective devices and covers
have been properly installed.
3. Ensure that all tools, materials, and other equipment have/has been
removed from the work area.
4. Clean the work area and remove any substances that may have
escaped, such as liquids, processing material, or similar items.
5. Ensure that all system safety devices are again functioning properly.
6. Owner-installed emergency stop devices, if present, must be reset.
7. Ensure that no one is in the danger zone.
57/78
8 Maintenance
8 Maintenance
8.1 Safety maintenance

Personnel
• The maintenance and troubleshooting tasks described here should

only be performed by experts with special training, or exclusively by
the manufacturer. Special reference will be made to the requirement
for personal protective equipment or the requirement for experts with
special training in the description of the specific fault.
Wear the following protective equipment for all troubleshooting tasks:

• Hard hat
• Safety footwear
WARNING!
Danger of injury due to improperly executed maintenance tasks!

Improper maintenance can cause serious injury or material damage.
Therefore:
assembly.
ards!
• If components have been removed, ensure that they are properly re-
installed, that all fastening elements are re-installed, and that all
threaded connections are tightened with the specified bolt-tightening
torque.
58/78
8 Maintenance
DANGER!

When correcting faults there is danger of the power supply being
switched on without authorization. This poses a life-threatening hazard
for persons in the danger zone.
Therefore:
8.2 Maintenance schedule

Maintenance tasks are described in the sections below that are required
for optimal and trouble-free operation.
If increased wear is detected during regular inspections, then reduce the
required maintenance intervals according to the actual indications of
wear.
Contact the manufacturer if you have questions concerning maintenance
tasks and intervals, see service address.
Interval Maintenance task Execution by:
yearly Visual inspection Specialist
Annually after a repair

Visual inspection Specialist
has been carried out
Dismantle the flexible///

If there is damage or
element (after a defect Specialist
malfunction
has been determined)
Tbl. 8-1
Damage or malfunction due to:
• Grounding of the ship's propeller

• Short circuit in generator operation
• Faulty synchronization in generator operation
• Regulator oscillation
• Emergency shut-off
8.3 Maintenance tasks
Check surface cracks

Execution only by a specialist.
59/78
8 Maintenance
Required special tools:
• Calliper gauge
• Depth gauge
1. Remove the coupling protection installed by the owner.

2. To determine the depth of the crack in the interior diameter, the flexi-
ble element must be removed (see “Replacing the flexible section").
3. Use the calliper gauge and depth gauge to measure the crack depth
"X" on the inner and outer diameter of the flexible element.
4. Compare the measured value with the maximum permissible values
in the table below.
5. If the maximum permissible crack depths are exceeded then the flex-
ible element must be replaced (see "Replacing the flexible element").
Fig. 8-1
Permissible crack depths
Size Depth X (mm) Depth Y (mm)
L 6010 4,7 8
Tbl. 8-2
Alignment check
• Execution only by a specialist

• Required special tools
• Radial measuring device
• Axial measuring device
• Angle measuring device
The process for aligning the Vulkardan Gcoupling is described in detail in
the "Alignment" chapter.
60/78
8 Maintenance
Inspecting for irreversible deformations

Execution only by a specialist.
Required special tools:
• Calliper gauge
• Measuring angle
1. Remove the coupling protection installed by the owner.

2. Turn the coupling until the seam is visible and easily accessible.
Fig. 8-2
3. Measure the irreversible deformation "S" on the seam.
Fig. 8-3
4. Compare the measured value with the maximum permissible values

in the table below.
5. If the maximum permissible irreversible deformation is exceeded then
the elastic element must be replaced (see "Dismantling the flexible
section").
61/78
8 Maintenance
Permissible permanent deformation
Size S (mm)
L 6010 20
Tbl. 8-3
8.4 Measures after successful maintenance

Execute the following steps after concluding maintenance tasks and be-
fore switching the system on:
1. Check all previously loosened threaded unions for firm seat.
2. Ensure that all previously removed protective devices and covers
have been properly installed.
3. Ensure that all tools, materials, and other equipment have/has been
removed from the work area.
4. Clean the work area and remove any substances that may have es-
caped, such as liquids, processing material, or similar items.
5. Ensure that all system safety devices are again functioning properly.
6. Owner-installed emergency stop devices, if present, must be reset.
7. Ensure that no one is in the danger zone.
62/78
9 Dismantling
9 Dismantling
9.1 Safety dismantling
• Only trained, specialized personnel should perform dismantling work.

• If the customer so desires the dismantling process can also be exe-
cuted by Vulkan employees.
Wearing of personal protective equipment is required for work, to mini-

mize health hazards.
• Follow the instructions that have been posted in the work area.
Always wear the following during all dismantling tasks:
• Protective work clothing is tight-fitting work clothing with low resist-

ance to tearing, with tight sleeves, and without projecting parts. It is
primarily used to protect against entanglement by moving machine
parts. Do not wear rings, chains, or other jewellery.
• Hard hat to protect against falling and flying parts and materials.
• Safety footwear for protection against heavy falling parts and slipping
on slippery surfaces.
• Protective gloves to protect hands from friction, abrasion, puncture

wounds, or deeper injuries, as well as from contact with hot surfaces.
63/78
9 Dismantling
Note!
i The warnings make special reference to additional protective equipment
that is required for certain tasks.
WARNING!
Danger of injury due to improper dismantling!

Stored residual energy, sharp-edged components, points, and corners on
and in the coupling, or on the necessary tools can cause serious injuries.
Therefore:
assembly.
ards!
• Handle open, sharp-edged components carefully.
• Dismantle components properly. Pay attention to the high dead
weight of some of the components. If necessary use lifting equipment
that is suitable and approved for the weight.
• Secure the components so that they do not fall down or fall over.
• Consult with the manufacturer if there are questions.
DANGER!

When installing there is danger of the energy supply being switched on
without authorization. This poses a life-threatening hazard for persons in
the danger zone.
Therefore:
64/78
9 Dismantling
WARNING!

The rubber elements and the membrane can accumulate extreme quanti-
ties of energy when they are deflected. Sudden loosening of obstructions
can cause high energy movements of coupling parts, and in the process
cause life-threatening injury.
Therefore:
• Only specialized personnel familiar with the installation should select
the thrust bearing required for deflection of the membrane assem-
blies.
WARNING!
Life-threatening danger due to suspended loads!

When lifting loads there is a life-threatening hazard due to falling parts or
parts swinging out of control.
Therefore:
• Never step under suspended loads.
points.
• Do not attach on projecting machine parts or on the eyes of installed
components. Ensure that the sling gear is securely seated!
capacity.
65/78
9 Dismantling
WARNING!
There is an injury hazard due to swinging coupling parts during the lifting
process!
Coupling parts can swing to the side and cause life-threatening injury
when they are lifted from and lowered to the floor.
Therefore:
• When lifting and lowering do not position yourself in the direct vicinity
of the coupling parts and maintain a safety distance.
• Look for safe possibilities of avoiding this hazard when lifting and
lowering.
• Carefully lift and observe the behaviour of the suspended load.
points.
capacity.
9.2 Dismantling sequence

Carry out the dismantling procedure in the sequence described here.
WARNING!
Life-threatening danger due to incorrect dismantling!

Incorrect dismantling can cause life-threatening situations.
Therefore:
• Strictly follow the dismantling sequence specified here.
CAUTION!
Material damage due to a change in the direction of rotation when reus-

ing elastic parts!
Elastic parts are subject to premature material wear if the original direc-
tion of rotation is changed and the parts are reused.
Therefore:
• If reuse is planned, check the markings on all coupling parts, if nec-
essary affix new, easy-to-understand markings.
66/78
9 Dismantling
Prohibitory!
Do not disassemble the membrane package of the membrane assembly
into single parts!
9.2.1 Replacement element
Replacement of the elastic element

1. The elastic element (7) attach (see chapter "Transport").
2. Unscrew and remove the fastening elements (10, 16, 17) and set
down the bushes (18).
3. Unscrew and remove the fastening elements for the flywheel (not in-
cluded in the VULKAN scope of deliver).
4. Replace the elastic element (7).
5. With the cylinder pins (55) align the new elastic element (7) and the
membrane assembly (3) (see “Alignment”).
Fig. 9-1
9.2.2 Dismounting the hub on the driven side

Dismounting the hub - “feather key connection”
67/78
9 Dismantling
WARNING!
Life-threatening danger due to heavy dead weight and parts under ten-
sion when pulling off the hub!
Life-threatening crushing injuries can result if the pull-off fixture slips or if
the hub suddenly becomes detached from the shaft.
Therefore:
• Only specialised personnel familiar with the installation should select
the thrust bearing required for the axial path limitation of the hub after
loosening.
• If in doubt contact the manufacturer.
1. As guide aids, bolt two threaded rods (F), each with two nuts to the
hub, as shown.
Fig. 9-2
2. Attach a manually operated chain hoist via a shackle on the upper-

most marked bore and take into the crane. Select the bore in such a
manner that the guide aids (F) on the left and right side are at the
same height.
3. Use suitable shackles.
4. With the manual chain hoist lift slightly until there is tension.
68/78
9 Dismantling
Fig. 9-3
5. Attach two manual chain hoists via shackles or self-closing hooks to

the threaded rods and attach to a suitable thrust bearing as axial path
limitation of the hub.
6. Use suitable shackles.
7. Adjust the chain hoists in such a manner that sufficient free space be-
tween hub and flywheel is available after loosening the hub.
8. Mount a suitable pull-off device on the hub and build up axial pressure
against the shaft.
9. Heat the hub uniformly with a burner so that the temperature is 150 to
200°C higher than ambient temperature.
Fig. 9-4
69/78
9 Dismantling
Note!
i For thin-walled hubs the entire hub surface can be heated. For thick-
walled hubs only heat the base areas and the areas above and opposite
of the feather keys. If there are questions contact VULKAN ("Customer
Service").
CAUTION!
Danger of burn injuries due to hot surfaces!

Contact with the heated hub or shaft can cause burn injuries.
Therefore:
• Always wear protective work clothing and protective gloves for all
tasks performed in the vicinity of hot components.
• After pulling off the hub, and before additional dismounting and trans-
port, ensure that all components have cooled to ambient tempera-
ture.
10. Uniformly increase the axial pressure until the hub loosens from the
shaft. Comply with the maximum load specifications of the pull-off de-
vice (see separate operating manual for the pull-off device).
11. Offload the two chain hoists for path limitation until the hub's centre of
gravity is perpendicular under the crane.
12. Remove the hub from the system and put it down on the side at a safe
spot where there is sufficient space.
13. Slacken the lifting gear and unscrew the shackles and threaded rods
(F).
9.3 Disposal
If a return or disposal agreement has not been concluded, then recycle
dismantled components: if a return or disposal agreement has not been
concluded, then recycle dismantled components:
• Dispose of rubber mixtures in accordance with governmental guide-

lines.
• Sort and dispose of the remaining components in accordance with
material condition
• Remove fuels and auxiliary materials, as well as residual processing
materials and dispose of these items in an environmentally responsi-
ble manner.
70/78
9 Dismantling
CAUTION!
Improper disposal causes environmental damage!

Lubricants and other auxiliary materials are subject to treatment as spe-
cial waste and can cause environmental damage if they are disposed of
improperly.
Therefore:
• Only specialized companies should dispose of lubricants and other
auxiliary materials.
Local municipal authorities or specialized disposal companies provide in-
formation on environmentally responsible disposal.
71/78
10 Appendix
10 Appendix
10.1 Drawing
Assembly drawing
72/78
10 Appendix
10.2 Parts list
Assembly parts list
73/78
10 Appendix
10.3 Delivery status
Delivery status
74/78
10 Appendix
75/78
11 Index
11 Index
A H
Accident 16 Hot surfaces 46
Alignment 47 Hub on the driven side 20
Alignment - prerequisites 47
Alignment tolerances 50 I
Assembly drawing 72 Incorrect configuration 14
Assembly Manual 5 Inspection of the alignment 60
Assembly parts list 73 Intended use 10
Attachment 23, 33, 34, 34 Irreversible deformations 61
B L
Behaviour in case of a fault 54 Liability 6
Limitation of liability 6
C
Commissioning 40 M
Concluding tasks and final inspection 52 Maintenance schedule 59
Consignment number 19 Maintenance schedule table 59
Contact 7 Measures after successful maintenance 62
Copyright 6, 7 Membrane assembly 20, 50
Corrosion preventative 17, 26
Corrosion protection 15, 15, 27 O
Customer service 7 Offset - axial 49
Offset - radial 48
D Operating manual 6, 8
Dangers 12
Danger zone 16 P
Dead weight 12, 23, 42 Permissible crack depths 60
delivery status 24 Permissible permanent deformation 62
Delivery status 74 Personal protective equipment 10
Dismantling sequence 66 troubleshooting 53, 58
Disposal 70 Personnel;troubleshooting 53, 58
Disposal of packaging 25 Personnel requirements 9
Preservation 28, 30, 31, 32
E
Elastic element 21, 67 R
Elastic forces 13, 65 Replacement of the elastic element 67
Environmental protection 17
Explanation of symbols 5
S
Explosion hazard 15
Safety assembly 41, 64
Safety instructions 5
F Safety personnel 40
Faults 53 Solvents 27
Feather key connection 44 Spare parts 7
Fire 16 Startup after troubleshooting 56
Fire extinguishers 15 Storage 37, 38
Fire hazard 15 Storage of packages 36
First-aid 16 Structure and function 20
Surface cracks 59
76/78
11 Index
Symbols on the packaging 23
T
Technical data 19
Transport 22
Transport crane 33
Transport - elastic element 36
Transport forklift 33
Transport inspection 24
Transport - membrane assembly 36
Troubleshooting 56, 56
U
Unauthorized persons 9
V
VCI foil 16, 18, 18, 29, 30
W
Warranty 7
77/78
11 Index
78/78
MAN Diesel & Turbo
Index
Page 1 (1) Turbocharger System 512
4104553-3
Contents
of
Table
Description
Turbocharger system ................................................................................................ 512.01 (11)
Cleaning the turbocharger in service, water washing of compressor ......................... 512.05 (01)
Cleaning the turbocharger in service, dry cleaning - turbine side ............................... 512.14 (01)
Drawing
Diagram for combustion air system ........................................................................... 2176945-3.1
Work cards
Overhaul of charging air cooler .................................................................................. 512-01.00 (04)
Exhaust pipe compensator ....................................................................................... 512-01.10 (02)
Water washing of compressor side ........................................................................... 512-05.00 (01)
Cleaning the turbine, dry cleaning ............................................................................. 512-10.00 (05)
Plates
Charging air cooler .................................................................................................... P51201-21
Exhaust pipe arrangement ........................................................................................ P51202-10
Mounting of turbocharger ......................................................................................... P51203-21
Exhaust pipe before turbocharger ............................................................................. P51204-15
Water washing of compressor side ........................................................................... P51205-03
Drain trap .................................................................................................................. P51208-03
Blowgun for dry cleaning of turbocharger .................................................................. P51210-04
Covering of charge air receiver .................................................................................. P51212-02
Charge air connections ............................................................................................. P51229-02
Charge air pipes ....................................................................................................... P51230-22
Lubricating oil pipes TC ............................................................................................ P51231-12
Mounting of charge air cooler ................................................................................... P51235-07
Subsupplier
Operation manual for turbocharger ........................................................................... TCR18 0288-1
MAN Diesel & Turbo
Description 512.01
Page 1 (1) Turbocharger System
Edition 11
L21/31, L21/31S
Turbocharger system
Figure 1: Diagram for combustion air system (for guidance only, please see the plant specific engine diagram)
The turbocharger system of the engine, which is a From the exhaust valves, the exhaust gas is led
constant pressure system, consists of an exhaust through to the exhaust gas receiver where the pul-
gas receiver, a turbocharger, a charge air cooler satory pressure from the individual cylinders is
and a charge air receiver. equalized and passed on to the turbocharger as
The turbine wheel of the turbocharger is driven by constant pressure, and further to the exhaust outlet
the engine exhaust gas, and the turbine wheel and silencer arrangement.
drives the turbocharger compressor, which is The exhaust gas receiver is made of pipe sections,
mounted on the common shaft. The compressor one for each cylinder, connected to each other by
draws air from the engine room through the air fil- means of compensators to prevent excessive stress
ters. in the pipes due to heat expansion.
The turbocharger forces the air through the charge To avoid excessive thermal loss and to ensure a
air cooler to the charge air receiver. From the reasonably low surface temperature the exhaust
charge air receiver the air flows to each cylinder gas receiver is insulated.
through the inlet valves.
The charge air cooler is a compact two-stage tube-
type cooler with a large cooling surface. The high
temperature water is passed through the first stage
of the charge air cooler and the low temperature
water is passed through the second stage. At each
stage of the cooler the water is passed two times
through the cooler, the end covers being designed
with partitions which cause the cooling water to
turn.
As optional a water mist catcher can be placed
after the air cooler.

MAN Diesel & Turbo
Description Cleaning the Turbocharger In Service Water Washing 512.05
Page 1 (1)
of Compressor Edition 01

Compressor
Fouling of the airways depends primarily on the Chemical cleaning will not improve the cleaning
purity of the inlet air and thus, in turn, on the general process as this primarily is based on the mechanical
maintenance condition of the machinery, i.e. mainly effect from the impact of the water droplets.
of the gas and oil tightness of the engines and on Certain types of fluid solvents can give formation of
the fresh air ventilation system of the engine room. deposits on the compressor wheel, and should
Fouling of air filter, compressor or charging air under no circumstances be used.
cooler may be observed as changes in performance The intervals between cleaning by injection of water
parameters: should be adjusted after assessing the degree and
▪ Decreasing charging air pressure. rate of fouling in the particular plant, i.e. based on
observations and experience.
▪ Decreasing turbocharger rotor speed.
▪ Increasing exhaust gas temperature.
▪ Severe fouling of airways may even result in
compressor surge.
Regular cleaning during operation by injection of
water before the compressor wheel will reduce the
fouling rate considerably, and consequently prolong
the intervals between dismantling necessary for
mechanical cleaning.
2015.07.20
MAN Diesel & Turbo
Description 512.14
Page 1 (6) Cleaning the turbocharger in service - turbine side
Edition 01

L28/32S
Description
High exhaust gas temperatures are often observed
and claimed in service. High exhaust gas tempera-
tures are normally caused by fouling on the turbine
side of the turbocharger:
➣ Fouling turbine (coke deposit)
➭ Lower turbocharger performance
➭ Lower air flow / pressure through the engine
➭ Increasing exhaust gas temperatures
➭ Increasing fuel oil consumption
Fouling of the turbine and consequently higher On account of their hardness, particularly suited
exhaust gas temperature is influenced by: level of blasting agents such as nut-shells, broken or artifi-
maintenance, condition of the fuel injection noz- cially shaped activated charcoal with a grain size of
zles / fuel pumps, fuel oil quality and/or long-term 1.0 mm to max. 1.5 mm should be used as clean-
low-load operation. ing a gents.
Smaller turbochargers are, due to area-relation in The solid bodies have a mechanical cleaning effect
matching parts, more sensitive to coke deposit than which removes any deposits on nozzle vanes and
larger turbochargers and consequently low power turbine blades.
engines as L16/24 or L23/30H will need turbine Dry cleaning can be executed at full engine load
cleaning more frequent than more powerful and does not require any subsequent operating
engines. period of the engine in order to dry out the exhaust
Turbine cleaning intervals must be expected to be system.
following when operating on HFO:
“D-D” Dry-cleaning Daily Cleaning
“W-W” Wet-cleaning Weekly
Cleaning intervals can be shorter/longer based on
operational experience. Regular performance
observations will show the trend in charge air pres-
sure, exhaust gas temperatures, and define the
cleaning intervals for the turbine. However the tur-
bine must be cleaned when exhaust gas tempera-
ture before turbine are about 20°C above the nor-
mal temperature (ISO corrected) (Sea trial).
Practical service experience have revealed that tur-
bine side of turbocharger only can be sufficient
cleaned by combination of nut-shell dry cleaning
and water washing.
Dry cleaning of turbine side

This cleaning method employs cleaning agents con-
sisting of dry solid bodies in the form of granules. A
certain amount of these granules, depending on the
turbocharger size, is, by means of compressed air,
blown into the exhaust gas line before the gas inlet
casing of the turbocharger.
The injection of granules is done by means of work-
ing air with a pressure of 5-7 bar.
2015.03.02
MAN Diesel & Turbo
512.14 Description
Cleaning the turbocharger in service - turbine side Page 2 (6)
Edition 01

L28/32S
Cleaning system
The cleaning system consists of a cleaning agent
container (2) with a capacity of approx. 0.5 liters
and a removable cover. Furthermore the system
consists of an air valve (3), a closing valve (1) and
two snap on connectors.
The position numbers (2) and (3) indicate the sys-
tem's "blow-gun". Only one "blow-gun" is used for
each engine plant. The blow-gun is working accord-
ing to the ejector principle with pressure air (working
air) at 5-7 bar as driven medium. Injection time
approx. 2 min. Air consumption approx. 5 Nm3/2
min.
1 Closing valve 2 Container

3 Air valve 4 Working air inlet
5 Exhaust pipe 6 Snap coupling
Figure 1: Arrangement of dry cleaning of turbocharger - turbine
2015.03.02
MAN Diesel & Turbo
Description 512.14
Edition 01

L28/32S
2015.03.02
MAN Diesel & Turbo
512.14 Description
Edition 01

L28/32S
2015.03.02
MAN Diesel & Turbo
Description 512.14
Edition 01

L28/32S
If vibration in the turbocharger occur after water-
Water washing of turbine side washing has been carried out, the washing should
be repeated. If unbalance still exists, this is presum-
The necessary water flow is depending on exhaust ably due to heavy fouling, and the engine must be
gas flow and temperature. E.g. the flow needed for stopped and the turbocharger dismantled and man-
L16/24 is from 2 - 5 litres per minute for 5 and 9 ually cleaned.
cylinder engines. The water flow must be so high
The cleaning effect is based on the water solubility
that all of the water do not evaporate. Also the
of the deposits and on the mechanical action of the
waterflow must not be so high that the turbine
impinging water droplets and the water flow rate.
wheel is drowned and stops rotating. The washing
sequence should be in accordance with the turbo- The washing water should be taken from the fresh
charger manual. Engine load, exhaust gas tempera- water system and not from the fresh cooling water
ture before turbine and turbine speed must be system or salt water system. No cleaning agents
according to turbocharger manual. Carry out and solvents need to be added to the water.
sequential washing so that exhaust gas tempera- To avoid corrosion during standstill, the engine
ture after turbine drops below 100°C and in the dry- must, upon completing of water washing run for at
ing period increases to more than 100°C. For pre- least 1 hour before stop to insure that all parts are
adjustment of the washing tool, install the correct dry.
orifice for the actual engine size, check that the
water flow is in accordance with the table by adjust-
ing the water pressure. Check in a bucket that the Water washing arrangement / tool
water flow is in the correct range. Some customized engines are delivered with water
washing arrangement consisting of a pipe system
Water flow Diameter orifice
with a regulating valve, a manoeuvring valve, a 3-
l/min mm
way cock and a drain pipe with a drain valve from
5-9L16/24 2-5 2.5 the gas outlet, see illustration on work card
5-9L21/31 5-10 3.5 512-15.00/612-15.00.
5L27/38 (NR20/S) 7-11 3.5

New engines are as standard delivered with "water
5-6L27/38 (TCR18) washing gun" as a part of standard tools for
engines. The tool can be seen in figure 2 and is
6-8L27/38 (NR24/S) 10-15 4.5 using the same connecting as the dry cleaning con-
7-9L27/38 (TCR20)
nection.
5-6L23/30H 2-5 2.5
5-6L23/30H Mk2
7-8L23/30H 4-7 3.5
7-8L23/30H Mk2
12V28/32S 5-10 3.5
16-18V28/32S 7-11 3.5
Experience has shown, that washing at regular

intervals is essential to successful cleaning, as
excessive fouling is thus avoided. Washing at inter-
vals of 100 hours is therefore recommended.
Depending on the fuel quality these intervals can be
shorter or longer. However, the turbine must be
washed at the latest when the exhaust gas temper-
ature upstream of the turbine has risen about 20° C
above the normal temperature.
Heavily contaminated turbines, which where not
cleaned periodically from the very beginning or after Figure 2: .
an overhaul, cannot be cleaned by this method.
2015.03.02
MAN Diesel & Turbo
512.14 Description
Edition 01

L28/32S
The water for washing the turbine, is supplied from
the external fresh water system through a flexible
hose with couplings. The flexible hose must be dis-
connected after water washing.
By activating the maneuvering valve and the regu-
lating valve the water is sprayed into the exhaust
gas pipe before the turbine side of the turbo-
charger. See specific work card for water washing
of turbine side. The water that is not evaporated is
led out through a drain pipe in the exhaust gas out-
let.
2015.03.02
MAN Diesel & Turbo
Work Card 512-01.00
Page 1 (5) Overhaul of Charging Air Cooler
Edition 04
L21/31

52001 239
Shut off fuel oil
Short Description
Overhaul of charging air cooler.
Starting Position
Related Procedure

Duration in h : 3-4 Plate No. Item No. Quantity
Number : 2 51201 113 1/k
51201 150 1/k
51103 408 8/E
Data
2008.08.17.
MAN Diesel & Turbo
512-01.00 Work Card
Overhaul of Charging Air Cooler Page 2 (5)
Edition 04
L21/31
4) Attach a tackle hook to the lifting tool and
slightly tighten the wire.
5) Loosen and remove the bolts for the charging
air cooler, see fig 3.
6) Lift and pull the air cooler out of the cooler
housing and place it on a couple of wooden
planks on the floor.
Overhaul of Charging Air Cooler 7) Remove screws (1), end cover (9), reversing
chamber (8) and side plate (6), see fig 2.
The charging air cooler normally is cleaned and
overhauled at the intervals indicated in the „Planned
Maintenance Program“, or if observations prove
that the cooler does not work adequately, see sec-
tion 502.
Dismounting of Charging Air Cooler
Use protective glove
1) Turn off the cooling water inlet and outlet

valves.
2) Remove the charging air pipe, see fig 1.
Figure 1: Charging air pipe
3) Mount the lifting tool and tighten the four bolts,

see fig 4.
2008.08.17.
MAN Diesel & Turbo
Work Card 512-01.00
Edition 04
L21/31
1 Screw 2 WMC
3 Washer 4 Screw
5 Nut 6 Side plate
7 Screw 8 Revercing chamber
9 End cover 10 Gasket E.C
11 Cooler block 12 Screw
13 Gasket R.C. 14 Screw
Figure 2: Charging air cooler
2008.08.17.
Figure 3: Bolts for charging air cooler
MAN Diesel & Turbo
512-01.00 Work Card
Overhaul of Charging Air Cooler Page 4 (5)
Edition 04
L21/31
Figure 4: Mounting of lifting tool
2008.08.17.
MAN Diesel & Turbo
Work Card 512-01.00
Edition 04
L21/31
Cleaning and inspecting

1) Clean the cooler element on the water and air
sides.
After using cleaning agents, the manufacturing
re com mendation must be followed.
The greatest care must be taken when dis
mantling, cleaning and mounting the cooler
element, as the thin fi ns of the tubes cannot
stand impacts and pressure.
Nevertheless, if the metal is bent, it should be
carefully straightened, as bent fi ns will increase
the pressure drop across the cooler considera- Figure 5: O-ring at water connections
bly.
Should one or more cooler tubes become
2) Lift the air cooler by the lifting tool and carefully
leaky it/they immediately must be made tight,
push it into its housing.
either by expanding the tube ends into the tube
plates or by blanking with plugs of the tube(s) 3) Mount the bolts for the air cooler, see fig 3.
concerned. 4) Mount the screws for the charge air pipe, see
It is important that the charging air cooler is not fig 1.
leaky as any water that leaks in will be carried
together with the air into the cylinders where it
will damage valves, piston rings, and cylinder Out of Service Periods
liners. At longer periods out of service, recommendations
2) Also clean the end cover and coat it on the for the entire system are followed. Please see sec-
inside with an anti-corrosion agent. tion 501.
3) Fouling and deposition in the pipes can be
removed with a hand or machine operated cir- Description
cular steel brush. The charging air cooler is normally cleaned and
overhauled at the intervals indicated in the "Planned
Mounting of Charging Air Cooler Maintenance Program", or if observations prove
that the cooler does not work satisfactory, see sec-
1) Renew gaskets (10) for end cover and gasket tion 602.
(13) for reversing chamber before assembling
end cover (9), reversing chamber (8) and side
plate (6). See fig 4.
Note: Before mounting the air cooler, the O-
ring at the water connections must be
replaced, see fig 5. If the gasket is worn or
damaged this also must be replaced.
2008.08.17.
MAN Diesel & Turbo
Work Card 512-01.10
Page 1 (2) Exhaust Pipe Compensator
Edition 02
L27/38, L21/31, V28/32S, L21/31S, L27/38S

Shut off fuel oil
Short Description
Related Procedure

Number : 1
Data
2015.08.26
MAN Diesel & Turbo
512-01.10 Work Card
Exhaust Pipe Compensator Page 2 (2)
Edition 02
L27/38, L21/31, V28/32S, L21/31S, L27/38S
Health Risk!
Health Risk!
Description
To minimize toxic gases in the engine room and to
keep the exhaust gas insulation in good condition, it
is necessary to keep the exhaust pipe compensa-
tors tight.
1) Start the engine.
2) Feel and look for any leak in the exhaust gas
pipe compensators.
Note:
If any leak is discovered, the compensator in ques-
tion must be renewed.
2015.08.26
MAN Diesel & Turbo
Work Card 512-05.00
Page 1 (4) Water Washing of Compressor Side
Edition 01
L27/38, L23/30H, L21/31, V28/32S, L21/31S, L23/30S, L27/38S

Shut off fuel oil
Short Description
Water washing of compressor side. Turbocharger
cleaning with engine in service.
Related Procedure

Number : 1 See the special
instructions for
turbocharger.
Data
2015.08.26
MAN Diesel & Turbo
512-05.00 Work Card
Water Washing of Compressor Side Page 2 (4)
Edition 01
L27/38, L23/30H, L21/31, V28/32S, L21/31S, L23/30S, L27/38S

Cleaning Procedure
Health Risk!
Health Risk!
Before Cleaning
The cleaning process is only to be carried out when
the engine is at operating temperature (see Operat-
ing Data 500.30 / 600.30) and when it is loaded as 1 Spindle 2 Safety valve
close as possible to full load (see Main Particulars
500.00 / 600.00). Figure 1: .
See also "Cleaning the Turbocharger in Service,
Water Washing of Compressor", 512.05 / 612.05. 1) Run the engine with as high a load as possible.
2) Discharge the excesspressure in the container
by drawing out the spindle in the safety valve
(see fIg. 1) before loosening the top cover.
The spindle returns automatically by means of
a built-in spring
3) Fill the container with 2 litres fresh water (see
the scale on the container).
Warning!
Do not use sea water or cooling water!
4) Mount the top cover on the container.

5) Blow air into the container by means of a blow
gun, until an operation pressure of 3 bar is
reached (see fig 2).
The safety valve will open at a pressure of 4
bar
Excesspressure will discharge through the
safety valve
2015.08.26
MAN Diesel & Turbo
Work Card 512-05.00
Page 3 (4) Water Washing of Compressor Side
Edition 01
L27/38, L23/30H, L21/31, V28/32S, L21/31S, L23/30S, L27/38S

5 Hand valve with handle 6 Container
7 Charge air line
Figure 3: .
7) Depress the handle on the hand valve until the

water is completely injected into the compres-
sor (approx. 30 seconds).
The water will enter the compressor in atom-
ized condition, impinge the vanes of the com-
pressor wheel with high velocity and thus wash
off the dirt deposited.
8) Release the plug-in coupling and vent the con-
tainer by drawing the spindle out of the safety
valve.
After cleaning
1 Work air 2 Blow gun
9) Run the engine for minimum 10 minutes at
3 Top cover 4 Container unaltered high load.
10) Compare the measurements of the operating
Figure 2: . data (see fig 4) before and after the cleaning
procedure (see Operating Data 500.30 /
6) Connect the plug-in coupling of the lance to 600.30).
the snap coupling on the pipe (see fig 3).
1 Injection tube 2 Pipe

3 Snap coupling 4 Plug-in coupling
2015.08.26
MAN Diesel & Turbo
512-05.00 Work Card
Water Washing of Compressor Side Page 4 (4)
Edition 01
L27/38, L23/30H, L21/31, V28/32S, L21/31S, L23/30S, L27/38S

IF THEN
the comparison indicates success of the washing proce- the water washing of the compressor side is finished
dure
the comparison indicates lack of the washing procedure carry out the washing procedure from step 1 with 10
minutes interval from the initial washing
severe dirt is being deposited in the compressor dismantling of the compressor components for manual
cleaning is necessary (see special turbocharger manual in
section 512 / 612).
2015.08.26
MAN Diesel & Turbo
Work Card 512-10.00
Page 1 (2) Cleaning the Turbine, dry cleaning
Edition 05

L28/32S

Shut-off starting air 51210 .
Shut off fuel oil
Short Description
Cleaning and/or maintenance of air filter.
Related Procedure

Number : 1 See special
instruction for tur-
bocharger
Data
2015.05.12
MAN Diesel & Turbo
512-10.00 Work Card
Cleaning the Turbine, dry cleaning Page 2 (2)
Edition 05

L28/32S
The cleaning is to be carried out at high engine
load, min. 75 % MCR.
1) Before connecting the cleaning device, see fig
1, open the stop valve (1) and check that the
passage is not blocked. Close the valve again.
2) Fill the container (2) with granulate. The amount
depending on the type of turbocharger.
Health Risk! NR12, NR14, NR15, NR17, NR20 0.3 liters
NR24, NR26 0.4 liters
NR29, NR34 0.5 liters
TCR12, TCR14, TCR16 0.3 liters
TCR18, TCR20 0.4 liters
Health Risk! 3) Connect to the working air system (4).
Due to vibrations during engine operation, espe- 4) Connect the dry cleaning device to valve (1)
cially in awkward positions! and open valve (3). Then open valve (1) slowly
until a hissing sound indicates that the granu-
Dry cleaning late is being injected. Injection period: Approx.
2 min or until the container is empty.
Dry cleaning must be performed at all injection con-
nections (if more than one).
If vibrations occur after cleaning the turbine it is

necessary to repeat the cleaning process until no
vibrations are observed
1 Stop valve 2 Container

3 Valve 4 Working air
Figure 1: Dry cleaning
Depending on the type of engine and turbocharger,

the arrangement of items may also differ somewhat
from that shown in the schematic.
Appropriate cleaning materials are granulates from
nut shells or activated charcoal of a grain size of 1
mm (max. 1.5 mm)
Cleaning sequence
Please also consult the instruction plate on the
engine.
2015.05.12
MAN Diesel & Turbo
Plate
Page 1 (2) Charging air cooler P51201-21
L21/31, L21/31S
2014.11.24 - with water mist catcher

MAN Diesel & Turbo
Plate
P51201-21 Charging air cooler Page 2 (2)
L21/31, L21/31S
017 2/K Side plate

029 4/K Steering screw
042 16/K Screw
054 8/K Screw
066 16/K Washer
078 30/K Screw
091 /I Loctite
113 1/K Gasket end cover
125 1/K End cover
137 1/K Cooler block
149 1/K Reversing chamber
150 1/K Gasket reversing chamber
162 1/E Charging air cooler, complete
294 1/K Water mist catcher
353 17/K Screw
365 12/K Screw
377 8/K Nut

ace.
Qty/E = Qty/Engine
Qty/K = Qty/Cooler
2014.11.24 - with water mist catcher

MAN Diesel & Turbo
Plate
Page 1 (2) Exhaust pipe arrangement P51202-10
L21/31, L21/31S

MAN Diesel & Turbo
Plate
P51202-10 Exhaust pipe arrangement Page 2 (2)
L21/31, L21/31S
012 1/E Cover

024 /I Gasket 1)
036 /I Screw 2)
048 /I Nut 2)
061 /I Pipe piece 3)
073 /I Compensator 3)
097 /I Clamping strap 2/2 3)
107 /I Screw 1)
119 /I Nut 1)
168 /I Spring pin 1)
181 1/C Packing ring

5 cyl. 8/E - 6 cyl. 10/E - 7 cyl. 12/E - 8 cyl. 14/E - 9 cyl. 16/E
ace. 2)
3)
Qty/E = Qty/Engine

MAN Diesel & Turbo
Plate
Page 1 (2) Mounting of tc / tc system P51203-21
L21/31, L21/31S
2015.09.07
MAN Diesel & Turbo
Plate
P51203-21 Mounting of tc / tc system Page 2 (2)
L21/31, L21/31S
018 1/E Foot for tc

031 6/E Screw
043 1/E O-ring
055 2/E Seal ring
067 2/E Screw
079 1/E Gasket
092 1/E Plug screw
102 1/E Seal ring
209 2/E Plug screw
222 1/E Throttle screw
234 4/E Screw
246 4/E Lock washer
271 1/E O-ring
283 1/E Seal ring
295 1/E Expander
305 1/E Seal ring
317 1/E Support
330 4/E Screw
342 6/E Screw
354 6/E Washer
366 1/E Seal
378 1/E Screw plug

ace.
ble separately
Qty/E = Qty/Engine
2015.09.07
MAN Diesel & Turbo
Plate
Page 1 (2) Exhaust pipe before turbocharger P51204-15
L21/31, L21/31S
2014.09.23 - Tier II, Stationary, TCR18

MAN Diesel & Turbo
Plate
P51204-15 Exhaust pipe before turbocharger Page 2 (2)
L21/31, L21/31S
001 1/E Exhaust pipe inlet tc

013 1/E Compensator
025 2/E Gasket
037 1/E Gasket
049 1/E Clamp
086 16/E Screw
098 4/E Nut
108 1/E Seal ring
121 1/E Socket
133 4/E Screw
145 16/E Nut
157 1/E Gasket
170 1/E Plug screw

ace.
Qty/E = Qty/Engine
2014.09.23 - Tier II, Stationary, TCR18

MAN Diesel & Turbo
Plate
Page 1 (2) Water washing of compressor side P51205-03
L21/31, L21/31S
2015.06.15 - TCR
MAN Diesel & Turbo
Plate
P51205-03 Water washing of compressor side Page 2 (2)
L21/31, L21/31S
003 1/E Pipe

004 1/E Pipe, TCR 18
005 1/E Pipe, TCR 16
013 1/E Restriction
019 1/E Snap coupling
021 1/E Clamping claw
024 1/E Pipe clamp
032 1/E Packing
033 1/E Socket
034 1/E Cap nut
035 1/E Taper bush
036 1/E Socket
037 1/E Socket
045 2/E Cyl. screw
046 2/E Cyl. screw

ace.
ble separately
Qty/E = Qty/Engine
2015.06.15 - TCR
MAN Diesel & Turbo
Plate
Page 1 (2) Drain trap P51208-03
L21/31, L21/31S
2014.11.24
MAN Diesel & Turbo
Plate
P51208-03 Drain trap Page 2 (2)
L21/31, L21/31S
015 1/E Drain trap, complete

088 1/E Drain pipe
111 1/E Bracket
147 4/E Screw
159 4/E Nut
160 2/E Screw
172 2/E Nut
196 1/E Pipe elbows 90 deg

ace.
Qty/E = Qty/Engine
2014.11.24
MAN Diesel & Turbo
Plate
Page 1 (2) Blowgun for dry cleaning of turbocharger P51210-04
L21/31, L21/31S
2014.11.24 - TCR18
MAN Diesel & Turbo
Plate
P51210-04 Blowgun for dry cleaning of turbocharger Page 2 (2)
L21/31, L21/31S
005 1/E Pipe

018 1/E Closing valve
020 1/E Snap coupling
030 1/E Socket
044 1/E Socket

ace.
Qty/E = Qty/Engine
2014.11.24 - TCR18
MAN Diesel & Turbo
Plate
Page 1 (2) Covering of charge air receiver P51212-02
L21/31, L21/31S
2014.11.24
MAN Diesel & Turbo
Plate
P51212-02 Covering of charge air receiver Page 2 (2)
L21/31, L21/31S
017 1/E Covering of charge air receiver

078 10/E Screw
091 8/E Screw
101 2/E Screw
113 4/E Screw
125 24/E Washer
137 9/E Screw

ace.
Qty/E = Qty/Engine
2014.11.24
MAN Diesel & Turbo
Plate
Page 1 (2) Charge air connections P51229-02
L21/31, L21/31S
2014.05.25
MAN Diesel & Turbo
Plate
P51229-02 Charge air connections Page 2 (2)
L21/31, L21/31S
015 1/E Flange

027 2/C O-ring
+1
039 2/E Screw
040 1/C Lock washer
+2
052 1/C Intermediate piece
064 1/C Safety clamp
410 1/C Screw
427 1/E Plug screw

ace.
Qty/E = Qty/Engine
2014.05.25
MAN Diesel & Turbo
Plate
Page 1 (2) Charge air pipes P51230-22
L21/31, L21/31S
2014.09.23 - Tier I + Tier II, Stationary, TCR18

MAN Diesel & Turbo
Plate
P51230-22 Charge air pipes Page 2 (2)
L21/31, L21/31S
088 1/E Pipe piece

111 10/E Screw
172 11/E Screw
206 8/E Screw
218 1/E Compensator
326 1/E Covering sheet
363 8/E Nut
483 6/E Washer
495 6/E Screw
505 1/E Cover
529 1/E Pipe piece
530 3/E Screw
542 14/E Screw
566 1/E Casing
578 /I Silastene
591 2/E Screw
601 2/E Washer
843 8/E Screw
865 8/E Screw
877 8/E Nut
889 2/E Gasket
900 1/E Plug screw

ace.
Qty/E = Qty/Engine
2014.09.23 - Tier I + Tier II, Stationary, TCR18

MAN Diesel & Turbo
Plate
Page 1 (2) Oil drain from turbocharger P51231-12
L21/31
2014.04.01 - TCR
MAN Diesel & Turbo
Plate
P51231-12 Oil drain from turbocharger Page 2 (2)
L21/31
001 1/E Pipe

002 1/E Pipe
016 1/E Closing valve
022 1/E Bracket for pipe clamp
038 1/E Cap nut
039 1/E Self tapping ring
040 1/E Socket
041 1/E Socket
047 2/E Cyl. screw

ace.
Qty/E = Qty/Engine
2014.04.01 - TCR
MAN Diesel & Turbo
Plate
Page 1 (2) Mounting of charge air cooler P51235-07
L21/31, L21/31S
2014.11.24 - Tier II + Stationary

MAN Diesel & Turbo
Plate
P51235-07 Mounting of charge air cooler Page 2 (2)
L21/31, L21/31S

024 2/E Gasket
036 1/E Gasket
048 1/E Gasket
073 20/E Screw
097 8/E O-ring
107 /I Packing-silicone paste
119 /I Glue

ace.
Qty/E = Qty/Engine
2014.11.24 - Tier II + Stationary

MAN Diesel & Turbo
Technical Documentation
Turbocharger
Operating Instructions
Turbocharger type ............................. TCR18-40

2014-01-23 - de
Translation of the original instructions

0288-1 C1-01 EN-US 1 (2)
MAN Diesel & Turbo
MAN Diesel & Turbo SE

86224 Augsburg
Phone +49 (0) 821 322-0
2014-01-23 - de
Fax +49 (0) 821 322-49 4180

primeserv-aug@mandieselturbo.com
www.mandieselturbo.com/primeserv
Copyright © 2014 MAN Diesel & Turbo

All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.
2 (2) 0288-1 C1-01 EN-US

MAN Diesel & Turbo
Table of contents
Table of contents
1 Safety
1.0 Organisation and use of the safety instructions
1.1 Responsibility of the user
2 Addresses
2.1 MAN | PrimeServ
3 Technical data
3.1 Turbocharger
3.1.1 Operating data and alarm points
3.1.2 Weights, dimensions and connections
3.2 Operating media/ Quality requirements
3.2.1 Fuels for the Engine
3.2.2 Lube 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 Acceleration system - Jet Assist OPTION
4.4 Cleaning system – Wet cleaning of the turbine
4.5 Cleaning system – Dry cleaning of the turbine
4.6 Cleaning system – Wet cleaning of the compressor
5 Operation
5.0 Safety during Operation
5.1 Starting operation/Shutting down
5.2 Emergency operation of the engine on failure of a turbocharger
5.3 Malfunctions/faults and their causes
6 Maintenance
6.0 Safety during Maintenance/Repair
2014-01-23 - de
6.1 General remarks

6.2 Tools
6.3 Maintenance schedule
6.3.1 Maintenance schedule - turbocharger
0288-1 C1-01 EN-US 1 (3)

MAN Diesel & Turbo
6.4 Remarks on maintenance work

Table of contents
6.5 Inspection of components

6.6 Inspection report
6.7 Service report
7 Work cards
7.1 Preface
7.1.1 Organisation and use of the work cards
7.2 Setting data
7.2.1 Screw Connections and Tightening Torques
7.2.2 Gaps and clearances
7.2.3 Speed Measuring Device
7.3 Emergency operation
500.11 Emergency operation with closing device
7.4 Cleaning
500.21 Cleaning the turbine - Wet cleaning
500.22 Cleaning the turbine - Dry cleaning
500.23 Cleaning the compressor - Pressure sprayer
500.24 Cleaning the air filter
7.5 Assembly and maintenance
500.31 Complete turbocharger
500.32 Silencer - Option
500.33 Air intake casing - Option
500.41 Insert, Compressor Side
500.42 Covering on compressor casing - Option
500.43 Compressor Casing
500.44 Cartridge
500.45 Cartridge Components – Major Overhaul
500.46 Turbine nozzle ring
500.47 Gas admission casing and turbine-side insert
8 Spare parts catalogue / tools

8.1 Preface
8.1.1 Organisation and use of the spare parts catalogue
2014-01-23 - de
8.1.2 Ordering spare parts

8.2 Overview of subassemblies
500 Overview of Subassemblies
8.3 Spare parts
2 (3) 0288-1 C1-01 EN-US

MAN Diesel & Turbo
501.01 Gas admission casing
Table of contents
506.01 Gas outlet casing
506.02 Gas outlet casing with waste gate - OPTION
513.01 Turbine nozzle ring
517.01 Bearing casing
520.01 Rotor, complete
540.04 Insert, Compressor Side
541.01 Insert, turbine side
542.01 Diffuser
544.02 Chamber silencer - OPTION
545.01 Air intake casing, 90° - OPTION
545.02 Air intake casing, axial - OPTION
546.01 Compressor Casing
546.10 Clamping Claws
562.01 Speed measuring device - OPTION
578.01 Cleaning device for turbine - Wet cleaning
578.02 Cleaning device for turbine - Dry cleaning
579.02 Cleaning device for compressor - Pressure sprayer
591.01 Covering on gas admission casing
591.04 Covering on gas outlet casing
591.05 Covering on bearing casing
591.06 Sound insulation on compressor casing - OPTION
599.01 Cartridge
8.4 Spare parts for maintenance 11.59500-0246
595.01 Spare parts for maintenance - OPTION Turbocharger TCR18
8.5 Spare parts for major overhaul 11.59500-0211
595.02 Spare parts for major overhaul - OPTION Turbocharger TCR18
8.6 Tools - OPTION 11.59600-0219
596.01 Tools Turbocharger TCR18
9 Index
2014-01-23 - de
0288-1 C1-01 EN-US 3 (3)

MAN Diesel & Turbo
1 Safety
2 Addresses
3 Technical data
4 Description
5 Operation
6 Maintenance
7 Work cards
9 Index
2014-01-23 - de
Safety
0288-1 1 C1-01 EN-US 1 (1)

MAN Diesel & Turbo 1.0
Organisation and use of the safety instructions
Safety
Safety instructions
Safety instructions are always situated before the description of a task. They
are divided into 4 hazard levels. The severity of the hazard for personnel or
equipment is evaluated, as is the probability of the hazard.
Hazard level
The safety instructions for hazard levels 1 – 4 have the following designa-
tions:
▪ Danger,
▪ Warning,
▪ Caution,
▪ Caution (material damage only)
are indicated as follows:
If the corresponding precautionary measures are not taken,

there is a risk of immediate danger.
The direct result of this is:
• Death or severe (irreversible) physical injury.
If the corresponding precautionary measures are not taken,

this will result in a potentially hazardous situation.
The possible result of this is:
• Death or severe (irreversible) physical injury.
A hazardous situation can occur if the corresponding

precautionary measures are not taken.
This can result in:
• Minor (reversible) physical injury.
Material damage to the product can occur if the corresponding

precautionary measures are not taken.
This can result in:
• Exclusively material damage; no physical injury expected.
2012-12-12 - de
Additionally, the element Notice is also used:

General
Safety
C1 6673 1.0-02 EN-US 1 (3)

1.0 MAN Diesel & Turbo
Identification of special user tips.

Safety
Additional or important notes and information.

No injuries or material damage expected.
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-
tective measure (safety symbols):
Safety symbols
Wear Wear Wear Wear Wear

gloves protective gog- hearing protec- hard hat safety boots
gles tion
Wear Read
protective manual
clothing
Danger symbols
Warning of a Danger of slip- Tripping hazard Danger of elec- Corrosive

hazard location ping tric shock materials
Crush hazard Inflammable Hot Danger of sus- Rotating

materials surface pended loads gear hazard
Bans
Fire, No access for

open flames unauthorized
2012-12-12 - de
and smoking persons!

prohibited!
General
Safety
2 (3) C1 6673 1.0-02 EN-US

Safety
Safety instruction sign – engine room
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.
2012-12-12 - de
Persons, who for operational reasons are to be within the danger area of 2.5
m around the engine, are to be instructed of the predominant hazards.
General
Safety
Access to the danger area is permitted when the turbocharger is in proper

operating condition and only when wearing suitable protective equipment. It
is prohibited to stay within the danger area without reason.
C1 6673 1.0-02 EN-US 3 (3)

Responsibility of the user
Safety
Personnel requirements
Safe and economical operation of the engine plant including the turbo-
charger requires comprehensive knowledge. Furthermore, it is possible to
maintain or restore the functional capability through maintenance and repair
work only if this is carried out with expertise and skill by trained personnel.
The rules of proper craftsmanship are to be observed; negligence must be
prevented.
Technical documentation
The Technical Documentation supplements this skill with specific information,
draws attention to hazards and points out the safety regulations that have to
be observed. We thus ask you to comply with the following rules:
Risk of accidents resulting from improper use of the

turbocharger!
Improper use of the turbocharger is liable to result in damage to the
turbocharger or individual components. Damaged components
represent a considerable risk of injury to the operating and
maintenance personnel.
• Before starting operation for the first time, read the available Technical
Documentation including the safety regulations contained therein.
• Use the turbocharger only for the purpose intended by the
manufacturer.
• Never remain unnecessarily in the vicinity of the turbocharger. The
presence of personnel in the vicinity of the turbocharger is permitted for
maintenance work that expressly has to be performed during operation!
• Perform the maintenance work on the turbocharger regularly and
correctly within the specified intervals!
• Use only original spare parts from the manufacturer when performing
repair and maintenance work.
The manufacturer disclaims all liability if the above-mentioned safety

regulations are infringed.
Intended use
2013-02-22 - de
The turbocharger is intended for use on diesel-fuel, heavy-fuel and gas

engines. It draws in the fresh air or air/gas mixture required for engine opera-
TCR18-40
tion and compresses it. The exhaust gas temperature must not exceed
Safety
650°C (720°C only with special materials of turbine stage).
C1 0288 1.1-02 EN-US 1 (3)

Any application beyond this must be discussed with and approved by the
Safety
turbocharger manufacturer. The turbocharger is not designed for operation in

an explosive atmosphere, i.e. the engine room (room with the engine and tur-
bocharger) must be continuously vented.
Each turbocharger is specially adapted to the engine on which it is to be
operated. This means the turbocharger may be operated only on this engine
or one of identical design.
The turbocharger is considered as being implemented in accordance with its
intended use only if the following conditions are additionally fulfilled:
▪ by the engine manufacturer:

The engine manufacturer must ensure that the turbocharger is connected to
a supply of lubricating oil from the engine or plant. Any connection points
located within an explosive atmosphere must be appropriately sealed.
The engine manufacturer must design the engine control system so that the
limit values of the turbocharger (max. admissible rotor speed and exhaust
gas temperature, admissible lube oil temperature and lube oil pressure,
vibrations, use of the specified operating media) are not exceeded in the
anticipated operating conditions.
▪ by the installation contractor / manufacturer of the complete plant:

The installation location must afford sufficient space for maintenance and
installation/removal of the rotor assembly. The use of lifting equipment must
be possible.
Supply, measuring, control and regulating systems must enable troublefree
operation (design in accordance with the turbocharger manufacturer’s rec-
ommendations and state of the art).
It must be possible for operation to be monitored by means of suitable
measures.
▪ by the user:
The operating parameters (max. admissible rotor speed and exhaust gas
temperature, admissible lube oil temperature and lube oil pressure, use of
the specified operating media) must be observed and may not be exceeded
(see type plate, Chapter 3.1.1).
The turbocharger may be operated only when in perfect condition.
Work on the turbocharger may be carried out only by trained personnel. All
work is subject to compliance with the operating instructions and the statu-
tory occupational health and safety regulations.
Malfunctions that could influence safety must be remedied before starting or
resuming operation.
Service and maintenance work must be performed in accordance with the
maintenance schedule (see Chapter 6.3.1).
2013-02-22 - de
Corrosion must be prevented on components that come into contact with an

explosive gas mixture.
TCR18-40
Only original spare parts and fasteners of the specified quality (bolts, nuts,
Safety
washers, seals, etc.) may be used for repairs.
2 (3) C1 0288 1.1-02 EN-US

Safety
Foreseeable misuse, negligence, improper use
Foreseeable misuse The following operating conditions are considered as misuse:
▪ Operation at operating values resulting in engine shutdown or load
reduction.
▪ Operation without appropriate surveillance/supervision.
▪ Operation without sufficient maintenance.
▪ Operation when supply systems have failed (e.g. lubricating oil system).
▪ Use of other than original spare parts.
▪ Operation and maintenance without the required personal protective
equipment.
▪ Long-term shut-down without taking preservation measures.
▪ Operation and maintenance by unauthorized/unqualified staff.
Gross negligence, improper The following operating conditions are considered as improper use:
use ▪ Operation outside the defined operating parameters.
▪ Operation with unauthorised modifications.
▪ Operation with defective, deactivated or modified safety equipment.
▪ Operation without a suitable fire-extinguishing system.
2013-02-22 - de
TCR18-40
Safety
C1 0288 1.1-02 EN-US 3 (3)

MAN Diesel & Turbo
1 Safety
2 Addresses
3 Technical data
4 Description
5 Operation
6 Maintenance
7 Work cards
9 Index
2014-01-23 - de
Addresses
0288-1 2 C1-01 EN-US 1 (1)

MAN | PrimeServ
Addresses
Headquarters
Contact persons The following table contains addresses for MAN Diesel & Turbo in Germany,
together with telephone and fax numbers for the departments responsible
and ready to provide advice and support on request.
Augsburg plant Telephone/Fax/e-mail/Internet
Headquarters
MAN Diesel & Turbo SE Tel. +49 821 322 0

PrimeServ Augsburg Fax +49 821 322 49 4180
86224 Augsburg
Germany
e-mail PrimeServ-Aug@mandieselturbo.com
Internet www.mandieselturbo.com/primeserv
PrimeServ Turbocharger Tel. +49 821 322 4010 Axial turbochargers (24 hours)
Technical service Tel. +49 821 322 4020 Radial turbochargers (24 hours)
Fax +49 821 322 3998
e-mail PrimeServ-TC-Technical@mandieselturbo.com
PrimeServ Turbocharger Tel. +49 821 322 4030 (24 hours)

Spare parts Fax +49 821 322 3998
e-mail PrimeServ-TC-Commercial@mandieselturbo.com
PrimeServ Academy Tel. +49 821 322 1397

Training courses for turbochargers Fax +49 821 322 1170
and engines
e-mail PrimeServ.Academy-info@mandieselturbo.com
Internet www.mandieselturbo.com/primeserv-academies
Worldwide service addresses

2013-08-26 - de
Internet MAN Diesel & Turbo service addresses and authorized service partners
Addresses
(ASP) can be found on the Internet under MAN | PrimeServ Worldwide Net-
work:
General
www.mandieselturbo.com/primeserv
C1 6673 2.1-06 EN-US 1 (1)

MAN Diesel & Turbo
1 Safety
2 Addresses
3 Technical data
4 Description
5 Operation
6 Maintenance
7 Work cards
9 Index
Technical data
2014-01-23 - de
0288-1 3 C1-01 EN-US 1 (1)

Turbocharger
3.1 Turbocharger
Technical data
2014-01-23 - de
0288-1 3.1-01 EN-US 1 (1)

MAN Diesel & Turbo 3.1.1
Operating data and alarm points
Turbocharger
Turbocharger type plate
1 Turbocharger type
2 Speed n Smax – short-time operation (for test operation only)
3 Speed n Cmax – max. permissible speed for continuous operation
4 Works number (serial number)
5 Max. permissible turbine inlet temperature
6 Year of ex-works delivery
The type plate is attached to the delivery socket of the compressor casing.
An additional type plate is located on the silencer or the intake casing.
Operating parameters
Reference value for pressures in bar

All pressures specified in bar in this operating manual are relative
pressures.
Speed Operating limit nCmax see

type plate
Speed indicator Indication range 0 - 50,000 rpm
Exhaust gas temperature upstream of Operating limit tmax see
turbine type plate
Lube oil temperature Inlet temperature at full engine load < 75 °C
Lube oil pressure in normal operation and at full engine load 1.3 – 2.2 bar
(reference height: turbocharger centre-
line)
Lube oil flow rate with SAE 30 at 60 °C and 1.3 bar operating pres- 1.3 m3/h
sure
Jet Assist (optional) Max. permissible inlet pressure in turbocharger 4 bar
Further specifications see also Lube Oil System, Chapter [4.2]
Table 1: TCR18 operating parameters
Technical data
2013-11-26 - de
Alarm points
An alarm must be triggered by the engine control system when the following
operating data are exceeded:
TCR18
C1 0288 3.1.1-02 EN-US 1 (2)

3.1.1 MAN Diesel & Turbo
Speed Alarm at 97% nCmax

Turbocharger
Exhaust gas temperature upstream of Alarm at tmax see

turbine type plate
Lube oil temperature Alarm at max. outlet temperature see
engine commission-
ing log
Lube oil temperature in the case of tur- Alarm at Δ inlet temperature/outlet temperature > 30°C
bocharger retrofits
Lube oil pressure Alarm at < 1.0 bar
(reference height: turbocharger centre- Reduction to engine half load (slow-down) < 0.8 bar
line)
Engine shut-down < 0.6 bar
Table 2: Alarm points
When the lower limit values are reached, the alarm must be triggered
and the engine control must react at the same time (without delay) in
order to avoid damage to the turbocharger.
Technical data
2013-11-26 - de
TCR18
2 (2) C1 0288 3.1.1-02 EN-US

Weights, dimensions and connections
Turbocharger
Weights
Subassembly Designation Optional Weight
500.000 Turbocharger without optional subassemblies 305.7 kg
501.000 Gas admission casing (1-channel/2-channel) 62.0 kg / 92.6 kg
506.000 Gas outlet casing (without/with waste gate) X 88.3 kg / 94.3 kg
513.000 Turbine nozzle ring 4.6 kg
517.000 Bearing casing 87.8 kg
520.000 Rotor, complete 24.4 kg
540.000 Insert, compressor side 19.8 kg
541.000 Insert, turbine side 20.9 kg
542.000 Diffuser 11.5 kg
544.000 Silencer X 69.0 kg
545.000 Air intake casing (90°/axial) X 41.3 kg / 24.8 kg
546.000 Compressor casing 74.7 kg
591.1000 Covering on gas admission casing X 14.5 kg
591.4000 Covering on gas outlet casing X 23.7 kg
591.5000 Covering on bearing casing X 2.8 kg
591.6000 Sound insulation on compressor casing X 20.0 kg
599.000 Cartridge (517.000 + 520.000) 112.2 kg
Table 1: Subassemblies and weights TCR18 (approximate values)
Technical data
2014-01-23 - de
TCR18-40
C1 0288 3.1.2-04 EN-US 1 (2)

Turbocharger
Dimensions
Figure 1: Main dimensions (in mm)
Connections
Exhaust gas Entry at the gas admission casing (501.01) ∅ 162 mm
Exhaust gas Outlet at the gas outlet casing (506.01) ∅ 310 mm
or at the gas outlet casing (506.02 optional) ∅ 310 mm
with “WASTE GATE” connection ∅ 68 mm
Charge air Entry at the silencer (544.01 optional) ∅ 741 × 290 mm
or at the air intake casing (545.01/545.02 optional) ∅ 310 mm
Charge air Outlet at the compressor casing (546.01) ∅ 176 mm
Lube oil Inlet at the bearing casing (517.01) ∅ 18 mm
Lube oil Drain at the bearing casing (517.01) ∅ 45 mm
Jet Assist (optional) Entry at the compressor casing (546.01)
flange connection for pipe inside diameter min. ∅ 40 mm
Table 2: TCR18 connections
Different versions of the casing can be installed, depending on the engine

Technical data
2014-01-23 - de
type.
For further details, see drawing: turbocharger connection dimensions
TCR18-40
2 (2) C1 0288 3.1.2-04 EN-US

Operating media/ Quality requirements

3.1 Turbocharger
Technical data
2014-01-23 - de
0288-1 3.2-01 EN-US 1 (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 composi-
Gas Quality tion 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 turbo-
charger 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 mixture.
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
2012-08-30 - de
ASTM D 975 2D 4D
ASTM D 396 No. 2 No. 4
* In good light and at room temperature, the fuel should appear clear and transparent.
General
Table 1: Marine Diesel Oil (MDO) – Characteristics to be met
C1 6673 3.2.1-01 EN-US 1 (4)

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 respective
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 sepa-
rates solid particles (sand, rust, catalyst residue, catfines) and water, so
that the cleaning intervals for the filter inserts can also be prolonged.
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-oil
Heavy Fuel Oil (HFO) 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 speci-
fications 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
2012-08-30 - de
Such additions lead to combustion with high residue and increased wear and
corrosion on components of the turbocharger. Adding motor oil (waste/old
General
oil) is particularly critical, as the lube oil additives cause emulsions to 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-US

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) mm2/s (cSt) 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 (Conradson) Wt.% max. 10 10/14 14 15/20 18/22 22 22
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:
Technical data
2012-08-30 - de
▪ Heavily abrasive inorganic, solid foreign substances (catfines, rust, sand)

must be separated to the greatest possible extent.
General
▪ With an aluminum content >10 mg/kg, the abrasive wear in the turbo-
charger increases heavily.
C1 6673 3.2.1-01 EN-US 3 (4)

▪ Use only separators of the latest generation which are fully effective over
a large density range without any adjustment, and separate water with
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 charac-
teristics 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 opera-
tion (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 turbocharger.
Heavy fuel oils from catalytic cracking plants can contain catfines. Gener-
ally, these are aluminum silicate, which effects high wear in the turbo-
charger. The determined aluminum content multiplied by 5-8 (depending
on catalyst composition) approximately amounts to the content of cata-
lyst material in the HFO.
Technical data
2012-08-30 - de
General
4 (4) C1 6673 3.2.1-01 EN-US

Lube oil

General requirements on lube oil
The specific power achieved by modern diesel and gas engines and the use
of fuels that are increasingly reaching the very limits in terms of quality place
higher requirements on the lube oil and necessitate careful selection of the
lube oil.
Only lube oils that meet the following requirements may be used:
▪ They must be engine oils
(no turbine, cylinder or gear oils).
▪ They must have been approved for the engine by the engine manufac-
turer.
▪ They must meet the requirements of the engine manufacturer and the
lubricant supplier in every operating state.
Specifications
Viscosity To ensure reliable operation of the turbocharger, the dynamic oil viscosity
limits with a range of 0.03 Pa s – 0.13 Pa s defined by MAN Diesel & Turbo
must be adhered to. For engine oil of viscosity class SAE 40, these limit val-
ues correspond to lube oil inlet temperatures of 40 °C and 70 °C. The same
dynamic oil viscosity limit values also apply to oils of other viscosity classes.
Technical data
2013-07-24 - de
Figure 1: Dynamic viscosity SAE 30 and SAE 40

Base Oil The base oil (doped lube oil = base oil + additives) must have a narrow distil-
General
lation range and be refined using state-of-the-art methods. If paraffins are

contained, they must not have a detrimental effect on the thermal stability or
the oxidation stability.
C1 6673 3.2.2-01 EN-US 1 (2)

Additives The additives must be dissolved in the oil and their composition must be
such that they leave as little ash as possible on combustion, even if the
engine is temporarily operated with distillate fuel. The ash must be soft. If this
prerequisite is not met, greater deposits can be expected in the combustion
chamber, and thus also on the gas admission casing.
Detergency The detergency must be so great that neither tar nor coke residues pro-
duced by combustion of the fuel can be deposited.
The lube oil must not take up any deposits arising from the fuel.
Reserve alkalinity The reserve alkalinity (ASTM D2896) must be high enough to neutralise acidic
combustion products. The reaction time of the additives must match the
process in the combustion chamber.
Lube oil additives It is not permissible to add additives to lube oil or to mix different brands of
lube oil (oils from different manufacturers), as this could interfere with the per-
formance of the carefully coordinated mixture of additives tailored to the spe-
cific base oil.
Selection of lube oils/ Most mineral oil companies are in close, permanent contact with engine
warranty manufacturers and can thus specify which oil from their own product line is
approved by the engine manufacturer for the specific application. Irrespective
of this information, the lube oil manufacturers are liable for the quality and
properties of their products. If you have any questions, we would be happy
to provide you with further details.
Lube oil filtration The turbocharger does not require its own lube oil filter.
Filtration and conditioning of the lube oil are sufficient when the following val-
ues are observed:
▪ Mesh of lube oil filter < 0.050 mm.
▪ Water content < 0.2% by weight.
Technical data
2013-07-24 - de
General
2 (2) C1 6673 3.2.2-01 EN-US

Intake air

Intake air
The quality and condition of the intake air have a decisive influence on the
turbocharger performance. Not only is the atmospheric condition of great
importance but also the solid and gaseous impurities contained in the air.
Mineral dust particles in the intake air have the effect of increasing wear.
Chemical/gaseous constituents on the other hand promote corrosion.
For this reason, effective cleaning of the intake air and regular maintenance/
cleaning of the air filter mat on the silencer are required.
Characteristic values of the The intake air (combustion air) must always be cleaned with a class G3 filter
intake air (in accordance with EN 779), even if there is no silencer installed on the tur-
bocharger.
The following maximum concentrations of particles in the intake air upstream
of the compressor must not be exceeded:
Characteristics/properties Concentration Unit1)
Dust (sand, cement, CaO, Al2O3 etc.) max. 5
Chlorine max. 1.5

mg/m3 (SPC)
Sulphur dioxide (SO2) max. 1.25
Hydrogen sulphide (H2S) max. 15
Salt (NaCl) max. 1

Table 1: Maximum concentration of particles in the intake air
1)
m3 (SPC) = cubic metre at standard temperature and standard pressure
When designing the intake air system, it must be ensured that the total pres-
sure loss (filter, silencer, piping) does not exceed 20 mbar.
Technical data
2012-08-30 - de
General
C1 6673 3.2.3-01 EN-US 1 (1)

Cleaning agents for compressor and turbine

Wet cleaning of the compressor and the 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 Commercially available granulates that meet the following specifications are
used for dry cleaning of the turbine during operation:
Granulate made of:
▪ Nut shells
▪ Activated charcoal (soft).
Grain 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
2013-09-24 - de
General
C1 6673 3.2.4-01 EN-US 1 (1)

MAN Diesel & Turbo
1 Safety
2 Addresses
3 Technical data
4 Description
5 Operation
6 Maintenance
7 Work cards
9 Index
2014-01-23 - de
Description
0288-1 4 C1-01 EN-US 1 (1)

Turbocharger
Description
Subassemblies
2013-01-14 - de
Description
501.000 Gas admission casing 540.000 Insert, compressor side 546.000 Compressor casing
506.000 Gas outlet casing 541.000 Insert, turbine side 562.000 Speed transmitter
513.000 Turbine nozzle ring 542.000 Diffuser 579.000 Cleaning device
TCR
520.000 Rotor, complete 545.000 Air intake casing 591.000 Coverings

-591.9000
C1 0288 4.1-01 EN-US 1 (3)

Figure 1: TCR turbocharger

Description
Turbochargers of the TCR series consist mainly of a radial turbine stage and
a radial compressor stage, which are seated on the same turbine shaft. The
exhaust gases of the engine drive the turbine. The compressor draws in fresh
air or pre-compressed air and compresses it. The compressed air is then
forced into the cylinders of the engine.
The turbocharger consists of the following main subassemblies:
▪ Gas admission casing (501.000):
The gas admission casing houses the turbine nozzle ring (513.000) and
the insert (541.000). These components enable optimum adaptation of
the turbocharger to the engine.
▪ Gas outlet casing (506.000):
Integrated into the gas outlet casing is the gas outlet diffuser, which opti-
mises the flow of the exhaust gas.
Optionally, a gas outlet casing with a “WASTE GATE” connection can be
supplied.
▪ Bearing casing (517.000):
The interior bearing of the rotor primarily consists of two bearing bushes
and a thrust bearing. The highly stressed bearing points are lubricated
and cooled by means of the turbocharger lube oil system, which is inte-
grated into the bearing casing. The turbocharger lube oil system is sup-
plied with oil from the engine lube oil system.
▪ Rotor, complete (520.000):
The turbine wheel and turbine shaft are firmly connected to each other as
the turbine rotor. The compressor wheel is mounted on the turbine rotor
and can be removed.
▪ Silencer (544.000) or air intake casing (545.000):
Choice is optional; generally, silencers are used for marine systems and
air intake casings for stationary systems (power plants).
▪ Compressor casing (546.000):
The compressor casing houses the insert (540.000) and the dif-
fuser (542.000). These components enable optimum adaptation of the
turbocharger to the engine. The insert additionally fulfils a burst protec-
tion function.
The compressor casing is equipped with an outlet socket. A flange for
connecting the optional acceleration system (Jet Assist) is provided on
the side of the compressor casing.
Functional Description
The engine exhaust gases flow through the gas admission casing (501.000)
and the turbine nozzle ring (513.001), and run radially onto the turbine wheel
of the rotor (520.000). The exhaust gases drive 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
2013-01-14 - de
is driven at the same time. The exhaust gas exits the turbocharger through
Description
the integrated gas outlet diffuser and the gas outlet casing (506.000).
TCR
2 (3) C1 0288 4.1-01 EN-US

The compressor wheel draws in fresh air through the silencer (544.000) or
Description
the air intake casing (545.000) and the insert (540.000). The fresh air is com-
pressed in the compressor wheel, diffuser (542.001) and compressor cas-
ing (546.000). The compressed fresh air is forced into the cylinders of the
engine via the charge air cooler and charge air pipe.
The rotor (520.000) of the turbocharger is guided in radial direction by two
bearing bushes situated in the bearing casing (517.000) between the turbine
wheel and the compressor wheel. The thrust bearing arranged centrally in
the bearing casing not only performs the function of axial guidance, but also
transfers the thrust in axial direction.
The highly stressed bearing points are lubricated and cooled by means of the
turbocharger lube oil system, which is integrated into the bearing casing. The
turbocharger lube oil system is supplied with oil from the engine lube oil sys-
tem.
2013-01-14 - de
Description
TCR
C1 0288 4.1-01 EN-US 3 (3)

Lube oil system
Description
Lube oil diagram
1 Lube oil supply 6 Bearing bushes *

2 Bracket (engine) 7 Pressure gauge
3 Ring duct * 8 Pressure controller
4 Bearing casing * 9 Lube oil drain
5 Thrust bearing * * Scope of supply of turbocharger
Figure 1: Lube oil diagram, TCR turbocharger
Functional description
Lube oil circuit The highly stressed bearing points in the turbocharger are lubricated and
cooled by means of a lube oil system integrated into the bearing casing of
the turbocharger.
The lubricating oil is fed from the lube oil system of the engine to the lube oil
system of the turbocharger via the lube oil feed pipe (1).
The lube oil flows to the radial and axial lubrication gaps of the turbocharger
via the ring duct (3) and various bores.
On top of the bearing casing (4) is a connection for a pressure gauge (7)
and/or a pressure controller (8) for checking/monitoring the lube oil pressure.
The lube oil flows back into the lube oil system of the engine via the lube oil
drain (9).
The pipe for lube oil drainage must be installed with a sufficient
2013-10-29 - de
gradient and diameter to ensure drainage of the lube oil at all times
Description
without any back pressure.

TCR
C1 0288 4.2-03 EN-US 1 (4)

Danger of fire caused by escaping lube oil!

Description
Back pressure in the lube oil drain can result in an oil flood in the
turbocharger. In the worst case, the oil can then escape on the turbine
side and cause a fire in the exhaust gas pipe.
The lube oil drain must therefore be installed with an inclination, which is cal-
culated as follows:
Inclination α > max. possible system inclination + 5°.
Venting The oil drain must have a venting facility from a sufficiently large compart-
ment permitting the oil to settle down, e.g. a venting box. The cross section
of the venting pipe should be approximately that of the oil drain pipe.
Priming
Prior to engine start-up, the bearings of the turbocharger must be primed.
Depending on the engine system, this may take the form of priming immedi-
ately before start-up, or continuous priming. The following values are to be
observed in this connection:
Priming before start-up:
▪ Oil pressure 1.3 – 2.2 bar, duration < 10 minutes.
Continuous priming:
▪ Oil pressure 0.3 – 0.6 bar.
Danger of fire caused by lube oil!

Continuous priming is only possible if there is no chimney draught
effect. A chimney draught can cause lube oil to be drawn into exhaust
gas ducts, leading to coking or fire.
Operational lubrication
Lube oil temperature Inlet temperature into the turbocharger: max. 75 °C at full engine load.
2013-10-29 - de
Description
TCR
2 (4) C1 0288 4.2-03 EN-US

Lube oil pressure!
Description
Inadequate lube oil pressure will cause bearing damage.
• The lube oil pressure must be set by the engine manufacturer prior to
initial start-up.
• The lube oil pressure must be checked and/or monitored via the
measuring connection (7, 8) at the top of the bearing casing.
Lube oil pressure Lube oil pressure at full engine load and with lube oil at operating tempera-
ture:
Pmin = 1.3 bar
Pmax = 2.2 bar
Limit values for monitoring of the lube oil pressure:
▪ < 1.0 bar: Alarm
▪ < 0.8 bar: Engine power at half load and
▪ < 0.6 bar: Engine shut-down.
When the lower limit values are reached, the alarm must be triggered
and the engine control must react at the same time (without delay) in
order to avoid damage to the turbocharger.
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 flow rate The lube oil flow rate depends on:
▪ the viscosity (SAE class) and temperature of the lube oil,
▪ the lubrication gaps of the turbocharger.
For flow rate values, see Chapter [3.1.1].
Post lubrication
After an engine shut-down, the bearing points of the turbocharger must be
post lubricated for 10 – 30 minutes at a lube oil pressure of 0.3 – 0.6 bar (ref-
erence height: turbocharger centreline) for cooling purposes. This is done
either by means of the engine lube oil pumps or using a separate auxiliary
lube oil pump.
2013-10-29 - de
Description
TCR
C1 0288 4.2-03 EN-US 3 (4)

If continuous priming is specified for engines (e.g. because of stand-by

Description
starting), post lubrication is not required.

In this case, the continuous priming must be activated as soon as the
engine lube oil pumps are switched off.
2013-10-29 - de
Description
TCR
4 (4) C1 0288 4.2-03 EN-US

Acceleration system - Jet Assist
Description
OPTION
Jet Assist diagram
A Starting air cylinder (30 bar) D Insert

B 2/2 way solenoid valve E Compressor wheel
C Orifice F Turbocharger
Figure 1: Jet Assist diagram
The Jet Assist acceleration system is used when special requirements have
to be met with regard to fast and soot-minimised acceleration and/or the
dynamic load response of the engine.
The engine control actuates the 2/2 way solenoid valve (B). Compressed air
at 30 bar now flows from the starting air cylinder (A) through the orifice (C),
where it is reduced to a maximum of 4 bar. The compressed air is now
blown at max. 4 bar onto the blades of the compressor wheel (E) via a ring
duct and the inclined bores in the insert (D). 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 for the engine.
2008-07-17 - de
Description
TCR
C1 0288 4.3-01 EN-US 1 (1)

Cleaning system – Wet cleaning of the turbine
Description
General
Depending on the fuel oil grade and the engine operating mode, residues
from combustion may accumulate in the turbine. In this case, the turbine has
to be cleaned during operation at regular intervals after initial start-up, as
specified in the maintenance schedule. Optionally, wet cleaning or dry clean-
ing can be carried out separately or alternately. Wet cleaning is more effec-
tive and has longer intervals, but can be carried out only at reduced operat-
ing speed and temperature. Dry cleaning can be performed at normal load,
but is required more frequently.
Diagram, wet cleaning of the turbine
1 Water supply 7 Plate with cleaning instructions

2 Exhaust gas pipe upstream of A Three-way cock with
turbine sealing air connection
3 Gas admission casing B Pressure gauge *
4 Turbine nozzle ring
5 Turbine wheel * Scope of supply of engine
6 Sealing air
(extracted downstream of
charge air cooler)
Figure 1: Diagram, wet cleaning of the turbine
Operating conditions
2012-05-24 - de
For wet cleaning, use only fresh water without any additives.
Description
TCR
C1 0288 4.4-02 EN-US 1 (2)

Carry out wet cleaning at considerably reduced engine load and at a

Description
low operating temperature of the turbocharger.

At a high operating temperature of the turbocharger, water can cause
a thermal shock and possibly destroy turbine components.
The water is sprayed into the gas admission casing (3) or the exhaust gas
pipe (2) before the turbine at a pressure of 2 to 3 bar. The flow of exhaust
gas transports the water droplets and distributes them over the turbine noz-
zle ring and turbine wheel. Fouling and deposits are removed from the blades
of the turbine nozzle ring and turbine wheel by the impact of the water drop-
lets.
The washing water is entrained as steam due to the high flow velocity in the
gas outlet casing/elbow and is emitted from the turbine via the chimney
flange.
The sealing air (6) prevents clogging and corrosion of the piping. For this pur-
pose, a small amount of air is extracted downstream of the charge air cooler
and fed continuously through the corresponding piping system.
Maintenance interval, see Maintenance Schedule.
2012-05-24 - de
Description
TCR
2 (2) C1 0288 4.4-02 EN-US

Cleaning system – Dry cleaning of the turbine
Description
Diagram, dry cleaning of the turbine
1 Tank 8 Turbine wheel

2 Screw plug 9 Compressed air pipe
3 Pipe 10 Sealing air
charge air cooler)
4 Connection point 11 Plate with cleaning instructions
5 Exhaust gas pipe upstream of A Stop cock
turbine
6 Gas admission casing B Three-way cock with
sealing air connection
Figure 1: Diagram, dry cleaning of the turbine
Dry cleaning is performed at normal operating load of the engine. The engine
load need not be reduced. Do not perform dry cleaning with the power tur-
bine at a standstill!
Use only commercially available granulates from nut shells or activated char-
coal (soft) with a grain size of 1.0 mm (max. 1.5 mm).
Do not use water for cleaning the turbine by this method, as in this
case the cleaning is carried out at normal operating load of the engine.
At high operating temperatures, water can cause a thermal shock and
possibly destroy turbine components.
2013-02-21 - de
Description
TCR
C1 0288 4.5-02 EN-US 1 (2)

Description
The granulate from the tank (1) is blown in through the connecting pipe (4)
with compressed air. The flow of exhaust gas in the gas admission housing
transports the granulate and distributes it over the turbine nozzle ring and
turbine wheel. Fouling and deposits are removed from the blades of the tur-
bine nozzle ring and turbine wheel by the impact of the granulate particles.
The loosened dirt and the granulate are carried out by the exhaust gas flow
through the gas outlet casing/elbow.
The sealing air (10) prevents clogging of the piping. For this purpose, a small
amount of air is extracted downstream of the charge air cooler and fed con-
tinuously through the corresponding piping system.
Cleaning the turbine with granulates on ship systems can lead to

downfall on deck.
2013-02-21 - de
Description
TCR
2 (2) C1 0288 4.5-02 EN-US

Cleaning system – Wet cleaning of the compressor
Description
General
With the small dimensions of the TCR turbochargers, dirt deposits on the
compressor wheel and diffuser blades can lead to a measurable decrease in
efficiency. A wet cleaning facility with pressure sprayer is available for clean-
ing the compressor during operation.
Wet cleaning system for the compressor with pressure sprayer
1 Handle 5 Coupling
2 Pressure sprayer 6 Hand valve
3 Relief valve 7 Turbocharger (compressor)
4 Nipple 8 Plate with cleaning instructions
Figure 1: Diagram, wet cleaning of the compressor with pressure sprayer
Cleaning of the compressor during operation is required at regular intervals in
accordance with the maintenance schedule.
The cleaning intervals depend on the degree of contamination of the intake
air and range from 100 to 200 operating hours.
For cleaning, use only fresh water without any additives.
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
2010-10-13 - de
to run it for several minutes until dry.

Description
TCR
C1 0288 4.6-02 EN-US 1 (2)

Description
The pressure sprayer (2) is filled with fresh water. Pumping with the han-
dle (1) generates an overpressure in the water tank of the pressure
sprayer (2). By pressing the pushbutton on the hand valve (6), water is
sprayed into the compressor (7) by the pressure sprayer (2). Due to the high
speed of the rotor, the injected water droplets hit the blades of the compres-
sor wheel and the diffuser at high velocity, thus removing the dirt deposits
mechanically.
2010-10-13 - de
Description
TCR
2 (2) C1 0288 4.6-02 EN-US

MAN Diesel & Turbo
1 Safety
2 Addresses
3 Technical data
4 Description
5 Operation
6 Maintenance
7 Work cards
9 Index
2014-01-23 - de
Operation
0288-1 5 C1-01 EN-US 1 (1)

Safety during Operation
Operation
Containment Safety
The turbocharger is one of the most highly loaded components on state-of-
the-art diesel engines. The high rotor speeds of a turbocharger result in high
centrifugal force stresses at the same time as high component temperatures.
If exceptional influences are additionally experienced, it is possible - in very
rare cases - for component failure to occur.
Precautions MAN Diesel & Turbo turbochargers comply with the containment safety
requirements according to the rules of the classification societies, with the
effect that fragments are prevented from escaping by state-of-the-art meas-
ures.
In extreme cases, however, particularly if the turbocharger has not been suffi-
ciently or properly maintained, there may be a risk of personal injury or mate-
rial damage in the vicinity of the turbocharger.
To eliminate the residual risk to the greatest possible extent, the following
rules must be observed:
Risk of injury!
Under no circumstances are persons permitted to be near the
turbocharger without reason during operation.
▪ The turbine and compressor must be cleaned at regular intervals as

specified in the maintenance schedule.
▪ The maintenance of the turbocharger must only be performed by trained
personnel at the maintenance intervals specified in the operating manual.
▪ Inadmissible operating conditions, such as frequent load shedding, com-
pressor surging and excessive turbocharger speeds, must be avoided.
▪ Corrosive and erosive agents in the intake air must be avoided.
Technical documentation
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.
Accident prevention regulations

When operating the system and for all maintenance and repair work, the rel-
2013-12-09 - de
evant Regulations for Prevention of Accidents are to be observed. It is advis-

able to hang these regulations in the engine room and to repeatedly point out
Operation
the dangers of accidents.

General
Safety instructions concerning specific hazard sources

Hearing protection
C1 6673 5.0-01 EN-US 1 (4)

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
2013-12-09 - de
before it is ensured that no more persons are in the engine room!

Operation
General
Protective covers
2 (4) C1 6673 5.0-01 EN-US

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 reat-
tached 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 malfunction
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:
2013-12-09 - de
Operational management through the chief engineer on board or through a

technical officer.
Operation
Persons managing the operation must be in possession of a competence

certificate that corresponds with the national regulations and international
General
agreement (STCW). The number of required persons and their minimum

qualification are usually stipulated through the national regulations or the
international agreement (STCW).
C1 6673 5.0-01 EN-US 3 (4)

For stationary systems (power plants):

Operation
The superintendent (engineer) must be available. Supervision/controlling of

the engine and the accompanying supply system through a trained and spe-
cially 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 techni-
cal operation management is guaranteed by qualified and sufficiently num-
bered 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.
2013-12-09 - de
Operation
General
4 (4) C1 6673 5.0-01 EN-US

Starting operation/Shutting down
Operation
Initial starting of operation
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!
1. Unpack the turbocharger.

2. Remove closing covers on gas admission casing, gas outlet casing and
compressor casing.
3. Remove preservation agents from the exhaust gas flanges of the tur-
bine casing as well as from the delivery socket of the compressor cas-
ing with a suitable scraper and cleaning agent.
4. Flush the lube oil system. Plug the oil supply and oil drainage of the tur-
bocharger and join the supply and drain pipes 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.
5. Prior to initial start-up, the lube oil pressure must be set by the engine
manufacturer, see “Lube oil system”, Chapter 4.2.
Before shipment, 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 to prevent inadmissible contamination in the oil from entering the
turbocharger.
For additional information on flushing the lube oil system, please refer
to the engine manufacturer’s manual.
For mounting the turbocharger on the engine, see work card Complete
turbocharger.
Engine control
2011-09-28 - de
Indication of the pending alarm and the reaction of the engine control
system must occur at the same time. Therefore, the engine control
Operation
system must conform at least to category 3 in compliance with

DIN EN ISO 13849-1.
TCR
C1 0288 5.1-01 EN-US 1 (3)

Operation
Work prior to starting the engine

1. Before starting the engine, the bearing points of the turbocharger must
be primed. Depending on the engine system, this is done by
– Priming immediately before starting or
– Continuous priming.
2. Set all shut-off devices of the system pipes of the engine plant to the
operating position.
3. Check the lube oil pressure at the top of the turbocharger, see lube oil
diagram, Chapter [4.2], connection für pressure gauge.
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 control and regulation of the engine system, regular
checks of the turbocharger are required so that possible malfunctions can be
detected as early as possible and the causes 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 at top of turbocharger
▪ Lube oil temperature upstream of turbocharger
▪ Lube oil temperature downstream of turbocharger
▪ Exhaust gas pressure upstream of turbine
▪ Exhaust gas temperature upstream of turbine
▪ Charge air pressure downstream of compressor
▪ Charge air temperature downstream of compressor
▪ Exhaust gas, charge air and oil pipes for tightness
▪ Turbocharger for smooth running
▪ Air filter mat on the silencer for fouling/saturation
Smooth running An early indication of damage to the rotor and bearings is usually given by
irregular running due to imbalance or contact of rotating parts of the rotor.
2011-09-28 - de
Listening to the running noise of the turbocharger often allows unsmooth

operation to be detected at an early stage.
Operation
Speed With clean air ducts of the compressor, a certain charge air pressure is
assigned to each speed of the turbocharger. The charge pressure thus gives
an indication of the speed and can be used for approximate speed monitor-
TCR
ing.
2 (3) C1 0288 5.1-01 EN-US

Operating faults Chapter [5.3] lists various operating faults, identifies possible causes and
Operation
specifies remedial action.
Shutting down, post lubrication

Shutting down Shutting down the engine also puts the turbocharger out of operation. Due
to the flywheel effect, the rotor of the turbocharger continues to rotate for
some time.
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.
Post lubrication After an engine shut-down, the bearing points of the turbocharger must be
post lubricated for cooling purposes. This is done either by means of the
engine lube oil pumps or using a separate auxiliary lube oil pump, see “Lube
oil system”, Chapter [4.2].
If continuous priming is specified for engines (e.g. because of stand-by

starting), post lubrication is not required.
In this case, the continuous priming must be activated as soon as the
engine lube oil pumps are switched off.
Danger of fire caused by lube oil!

Continuous priming is only possible if there is no chimney draught
effect. A chimney draught can cause lube oil to be drawn into exhaust
gas ducts, leading to coking or fire.
2011-09-28 - de
Operation
TCR
C1 0288 5.1-01 EN-US 3 (3)

Emergency operation of the engine on failure of a turbocharger
Operation
Criteria for emergency operation
Turbocharger Damage has occurred to a turbocharger which cannot be corrected immedi-
ately. If required, emergency operation of the engine is still possible under
certain circumstances.
Engine For emergency engine operation, the possibilities, measures and achievable
engine output vary considerably according to:
▪ two-stroke engines or four-stroke engines,
▪ engines with one turbocharger or several turbochargers,
▪ in-line engines or V-type engines,
▪ generator operation or propeller operation.
For relevant instructions, please refer to the operating manual of the engine
concerned.
Options for emergency operation

General emergency The following instruction is obligatory for all options of emergency engine
measures operation in the event of turbocharger failure.
▪ Reduce the engine power in accordance with the engine manufacturer’s
instructions to the degree that
– the maximum permissible exhaust gas temperature downstream of
the cylinders is not exceeded,
– the maximum permissible exhaust gas temperature upstream of the
turbocharger is not exceeded,
– the maximum permissible speed of the turbocharger that is still
operational (on engines with more than one turbocharger) is not
exceeded,
– increased exhaust gas density is minimised.
Emergency measure, option 1

Engine may not be stopped for urgent reasons.
Danger due to further damage of the turbocharger!

Fire or destruction of the turbocharger can occur!
• Do not stay in the area of the turbocharger. Danger to life!
• As a precaution, prepare fire-extinguishing measures!
2011-05-16 - de
Operation
1. Damaged turbocharger remains unchanged.

TCR18-40
2. Observe the paragraph “General emergency measures” and the engine

manufacturer’s instructions for emergency operation.
C1 0288 5.2-02 EN-US 1 (2)

3. Limit the duration of emergency engine operation to the absolutely nec-

Operation
essary minimum.
Emergency measure, option 2

Emergency operation with closing device
Engine with one turbocharger may be stopped (short-term).
1. Remove the damaged cartridge and carry out measures according to
work card [500.11].
2. Screens (protection grids) have to be mounted on the charge air pipe.
On engines equipped with a charge air bypass, it is also necessary to
mount the blind flange at the connection on the exhaust gas side.
Observe the paragraph “General emergency measures” and the engine man-
ufacturer’s instructions for emergency operation.
Engine with more than one turbocharger may be stopped (short-term).

1. Separate the exhaust gas inlet side of the defective turbocharger from
the gas flow of the second turbocharger by fitting a blind flange.
2. On V-type engines having a common charge air pipe, a blind flange is
to be mounted on the compressor outlet of the defective turbocharger
so as to avoid air losses.
Observe the paragraph “General emergency measures” and the engine man-
ufacturer’s instructions for emergency operation.
2011-05-16 - de
Operation
TCR18-40
2 (2) C1 0288 5.2-02 EN-US

Malfunctions/faults and their causes
Operation
Operating faults
Indications Operating faults manifest themselves by abnormal readings (e.g. exhaust gas
temperature, charge air pressure, speed), excessive running noise or lube oil
leakage.
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!
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.
Countermeasures 1. Reduce the engine power or shut down the engine, depending on the
available options.
2. Identify and correct the cause of the malfunction, see Table “Trouble-
shooting”.
3. If the damage cannot be corrected immediately, emergency operation
is possible, see Chapter [5.2].
Trouble Shooting
No. Malfunction Possible cause Corrective action Work card
1 Exhaust gas temperature Air filter mat or silencer fouled Clean/replace [500.24]
upstream of the turbine is [500.32]
too high
Compressor fouled Clean [500.23]
2008-07-17 - de
Turbine wheel heavily fouled Clean [500.21]

[500.22]
Operation
Turbine nozzle ring heavily fouled/ Clean/replace [500.21]

constricted [500.22]
[500.46]
TCR
C1 0288 5.3-01 EN-US 1 (6)


Operation
Rotor rubbing Check inserts/rotor/bearing [500.41]

bushes and replace parts if nec- [500.45]
essary, balance check by MAN [500.47]
Diesel & Turbo Service
Foreign bodies before/in com- Check compressor wheel and/or [500.45]
pressor and/or turbine turbine rotor and replace if neces-
sary
Turbine or compressor wheel Replace compressor wheel [500.45]
damaged and/or turbine rotor
Substantial erosion on turbine Check turbine rotor/turbine nozzle [500.45]
wheel/turbine nozzle ring ring and replace if necessary [500.46]
High air intake temperature Reduce power Engine
Charge air cooler fouled Clean Engine
Charge air pipe leaking Seal charge air pipe, tighten con- Engine/
nections system
Charge air temperature too high Check charge air cooler Engine
Inlet/exhaust valves, valve slots of Clean Engine
engine fouled
Exhaust gas pipe leaking Seal exhaust gas pipe, tighten Engine/
connections system
Exhaust gas back-pressure Clean turbine, check exhaust gas [500.21]
downstream of turbine too high pipe [500.22]
Engine/
system
Fuel injection on engine faulty Repair fuel injection Engine
2 Charge air pressure too low Air filter mat or silencer fouled Clean/replace [500.24]
[500.32]
[500.22]
[500.46]
Defective bearings, imbalance of Check bearing parts and replace [500.45]
the rotor parts if necessary, balance check
by MAN Diesel & Turbo Service
2008-07-17 - de
sary
Operation

TCR
2 (6) C1 0288 5.3-01 EN-US

Operation
nections system
engine fouled
connections system
Engine/
system
3 Charge air pressure too Turbine nozzle ring lightly fouled/ Clean [500.21]
high constricted [500.22]
Low air intake temperature Reduce power Engine
4 Speed too low Air filter mat or silencer fouled Clean/replace [500.24]
[500.32]
[500.22]
[500.46]
sary
nections system
2008-07-17 - de

engine fouled
Operation
connections system
TCR
C1 0288 5.3-01 EN-US 3 (6)


Operation

Engine/
system
5 Speed too high Turbine nozzle ring lightly fouled/ Clean [500.21]
6 Lube oil pressure too low Lube oil inlet temperature too high Check/adjust lube oil cooling Engine/
system
Lube oil filter fouled Clean/replace lube oil filter Engine/
system
Lube oil pressure gauge defective Replace lube oil pressure gauge Engine/
system
7 Lube oil loss Piston ring seals defective Replace piston rings [500.45]
Seals damaged, connections Replace seals, check/tighten con- [500.31]
leaking nections Engine
Lube oil pressure too high Reduce oil pressure at operating Engine/
temperature system
Excessive pressure in oil dis- Check/enlarge dimension/inclina- Engine/
charge or in crankcase tion/venting of lube oil discharge system
8 Hesitant starting, short run- Compressor fouled Clean compressor [500.23]
down time
[500.22]
[500.46]
Retaining ring, thrust ring or coun- Check parts and replace them if [500.45]
ter-thrust ring damaged necessary
sary
2008-07-17 - de
Oil coke downstream of turbine Check/replace piston ring on tur- [500.45]

wheel bine side, observe upper limit of
Operation
lube oil pressure during priming

and operation
TCR
4 (6) C1 0288 5.3-01 EN-US

Operation
9 Abnormally high noise level Retaining ring, thrust ring or coun- Check parts and replace them if [500.45]
sary
10 Turbocharger vibrates Turbine wheel heavily fouled Clean [500.21]

[500.22]
Retaining ring, thrust ring or coun- Check parts and replace them if [500.45]
sary
11 Compressor surges Turbine wheel heavily fouled Clean [500.21]
[500.22]
[500.46]
sary
Charge air temperature too high Reduce power Engine
2008-07-17 - de

engine fouled
Operation

Engine/
TCR
system
C1 0288 5.3-01 EN-US 5 (6)

Table 1: Troubleshooting
Operation
2008-07-17 - de
Operation
TCR
6 (6) C1 0288 5.3-01 EN-US

MAN Diesel & Turbo
1 Safety
2 Addresses
3 Technical data
4 Description
5 Operation
6 Maintenance
7 Work cards
9 Index
2014-01-23 - de
Maintenance
0288-1 6 C1-01 EN-US 1 (1)

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.
Shutting down the engine for assembly work
Danger to life from crush injuries or impact!

If the engine starts during the removal of parts of the turbocharger,
there is a risk of coming into contact with rotating components and
being seriously injured.
• Shut down the engine before starting the removal work!
• During the work, lock out the engine to prevent it from starting!
• Set up warning signs!
Only carry out maintenance and repair work after consultation with the
engineering officer or chief engineer and if instructed to do so.
Inform the persons responsible for the operation of the engine and
turbocharger about the commencement and completion of the work.
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!
Danger of burning/scalding from escaping lube oil!

The lube oil is under pressure and very hot!
• Before opening pipes, flanges, screwed connections or fittings, release
the pressure in the system and check that it is depressurised!
2013-02-21 - de
• Before opening oil pipes, wait until the lube oil has cooled down
Maintenance
sufficiently!
C1 0288 6.0-01 EN-US 1 (3)

Maintenance
Removing and refitting pipes

When working on the piping systems, especially for fuel, lube oil and air, par-
ticular cleanliness must be ensured in order to prevent foreign bodies or
impurities from entering the system. When they are removed, all pipes that
are to be refitted must therefore be carefully sealed.
New pipes to be fitted must be checked for cleanliness and flushed if neces-
sary.
Preservation measures must be taken on any components that are to be put
into prolonged storage. Preservation agents appropriate to the storage dura-
tion and storage environment must be used.
Risk of explosion and fire!

Pipes and lines may contain residues of combustible or flammable
liquids and gas-air mixtures.
Components may be treated against corrosion with combustible
substances, e.g. anti-corrosion oil!
• Do not smoke or use naked flames when working on the engine and
turbocharger.
• Remove anti-corrosion agents.
Removal/disassembly of heavy components
Risk of injury due to suspended loads!

Unsuitable or poorly maintained transporting devices as well as
unsuitable storage locations can result in severe personal injury and
severe material damages.
• Use only transporting devices in faultless condition!
• Check if the lifting capacity of the used transporting devices is sufficient.
• Only chose storage locations which have a load carrying capacity
sufficient for the weight of the component (this is not always true for
galeries, landings or grid covers).
Use of cleaning agents

When using cleaning agents, the manufacturer’s notes for usage, possible
dangers and disposal are to be observed.
2013-02-21 - de
Maintenance
2 (3) C1 0288 6.0-01 EN-US

Cleaning agents can be caustic!
Maintenance
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 that they are used cor-
rectly.
Air filters, shaft ends (including those with lip-type sealing rings), governors,
splash-proof monitoring systems, cable sockets as well as sound and heat
insulation under non-watertight coverings must be covered or not subjected
to high-pressure cleaning.
Spare Parts
During operation, the components of the turbocharger are subjected to very
high forces. MAN Diesel & Turbo has therefore developed special materials
that can withstand these high forces. Only by using MAN Diesel & Turbo
original spare parts can you be sure that these high-quality materials have
been employed.
Spare parts from other manufacturers may be manufactured

using inferior materials that cannot withstand the loads they
are subjected to during operation of the turbocharger!
This can result in severe damage to the turbocharger, engine room and
engine, and danger to life for the operating personnel.
• Use only original spare parts from MAN Diesel & Turbo!
• Only use spare parts from other manufacturers if they have been
approved by MAN Diesel & Turbo!
MAN Diesel & Turbo shall in no way be liable for any personal injury or mate-
rial damage caused by use of spare parts from other manufacturers. Further-
more, any and all warranty claims relating to the turbocharger expire when
2013-02-21 - de
using non-original spare parts.

Maintenance
C1 0288 6.0-01 EN-US 3 (3)

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 advis-
able to stock a certain quantity of spares for unexpected outages.
Maintenance schedule
The required tasks are listed in the maintenance schedule, sheet [6.3.1]. The
schedule contains
▪ a brief description of the work,
▪ the repetition intervals,
▪ the personnel and time requirements,
▪ references to the respective work cards.
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
▪ in the spare parts catalogue of the technical documentation and
▪ on the respective work cards of the technical documentation.
Order numbers consist of the three-digit subassembly number and a three-
digit item number, separated by a dot.
Special services/Repair work

2010-10-13 - de
As a turbocharger manufacturer, we offer the following services:

Maintenance
▪ Delivery of spare parts

▪ Consultation and support on questions concerning operation, mainte-
nance and repairs
▪ Practice-oriented training for operating personnel
TCR
▪ Assessment and clarification of damage cases
C1 0288 6.1-01 EN-US 1 (2)

▪ Assignment of fitters and engineers

Maintenance
Addresses and contact persons can be found in Chapter [2.1]
2010-10-13 - de
Maintenance
TCR
2 (2) C1 0288 6.1-01 EN-US

Tools
Maintenance
Optional tools
For maintenance work and emergency operation, special tools are optionally
available for TCR turbochargers.
The optional supply scope of these special tools is listed in the spare parts
catalogue, Chapter “Tools”.
Standard tools
As standard, the special tool “hexagon pin (596.001)” is supplied with each
TCR turbocharger. This hexagon pin is required for removal of the compres-
sor wheel and is attached inside the silencer or air intake casing.
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.
2008-12-11 - de
Maintenance
TCR
C1 0288 6.2-01 EN-US 1 (1)

Maintenance schedule
Maintenance
Bindingness 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
▪ 12 000 - 18 000 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 The maintenance schedule takes the following operating conditions and an
maintenance 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).
2012-08-30 - de
Maintenance
General
C1 6673 6.3-03 EN-US 1 (1)

Maintenance schedule - turbocharger
Maintenance
Maintenance Schedule – Turbocharger on Four-Stroke Engine
1, per
2,
12000
3000
3
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 air, A 1 0.2 Turbo X
exhaust gas, lube oil, cooling water (if provided))
904 Check cooling water leakage drain (if provided) on 500.31 1 0.1 Turbo X
turbocharger for leaks. No cooling water may escape from
the cooling water leakage drain.
905 Check all fixing screws, casing screws and pipe 500.31 1 1 Turbo 2 X
connections for tight fit. 7.2.1
Maintenance (during operation)
911 Clean turbine - dry cleaning (if provided) 500.22 1 0.3 Turbo 1
913 Clean turbine - wet cleaning (if provided) 500.21 1 0.6 Turbo 1
915 Clean compressor (during operation) 500.23 1 0.3 Turbo 1
Maintenance (engine has been stopped)
917 Clean air filter (if provided) 500.24 1 0.4 Turbo 1
Maintenance (together with engine maintenance)
951 Major overhaul every 12,000 ... 18,000 operating hours: 7.2.1 2 15 Turbo X
Dismantle, clean and check all components of the 7.2.2
turbocharger. Check gaps and clearances on reassembly. 500.31
500.32
500.33
500.41
500.42
500.43
500.44
500.45
500.46
500.47
24 ... Repetition interval in operating hours
X Maintenance work due
1 As required/depending on condition
2 Checking of new or overhauled parts required (once after the mentioned time)
2013-12-06 - de
Maintenance
TCR18-40
C1 0288 6.3.1-03 EN-US 1 (1)

Remarks on maintenance work
Maintenance
General remarks
Disassembling the The simplest method to use for disassembly is best chosen on the basis of
turbocharger the space available in the engine room. When performing maintenance and
inspection work, it is sufficient in most cases to dismount 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 subas-
semblies and to include this information in 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 rotating
parts, must be exchanged with original spare parts or repaired by an author-
ized 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 bolts being sheared off or parts being so badly
damaged that they must be replaced. Sheared-off bolts must be drilled
out and the threads retapped.
Loosening seized or tight Apply diesel fuel or special solvent (e.g. Caramba, Omnigliss, WD 40) liberally
screw connections to the screw connections and allow to penetrate for at least ½ hour so that
the solvent can work its way through the thread. Observe the instructions for
use supplied by the solvent manufacturer. Then apply light hammer blows to
the bolt head until the bolt turns freely in the thread.
Tightening screw All screw connections on the turbocharger must be in satisfactory condition
connections for assembly or be renewed.
2013-02-21 - de
Maintenance
Always tighten screws/bolts with the specified tightening

torque!
For reasons of safety, only bolts of the specified quality may be used!
TCR
See Technical Documentation, Work Cards.
C1 0288 6.4-01 EN-US 1 (2)

Maintenance
Figure 1: Lock washer pair

When assembling the lock washer pairs (one pair consisting of 2 identical
washers), make sure that the long wedge surfaces (B) contact each other (on
the inside), otherwise the locking effect will be lost.
Incorrectly tightened and locked bolts and nuts can become loose due to
vibrations and then be driven into the turbocharger by the air or exhaust gas
flow, thereby causing severe damage.
Screw connections on the Due to the high temperatures on the turbine side, bolts, nuts and tab wash-
turbine side ers made of non-scaling materials are used. These are marked on the face
side (SB, SD, SM, VM or 4923, Z1 or 4828) to avoid them from being mis-
taken for regular parts. When disassembling, the fasteners marked in this
manner 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 bolts and nuts on the turbine side from fusing together
through overheating, they must be treated with high-temperature lubricant
(e.g. Molykote HSC) prior to each new assembly. Before treating with lubri-
cant, the threads must be cleaned thoroughly.
Screw-in threads of studs are not treated.
2013-02-21 - de
Maintenance
TCR
2 (2) C1 0288 6.4-01 EN-US

Inspection of 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 For permissible limits, see Chapter [7.2.2]
Crack detection test Crack detection test on turbine blades (turbine rotor, compressor wheel) by
means of acoustic testing or the fluorescent dye penetration method.
Streaks Streaks all around the circumference of the turbine rotor, compressor wheel
and insert are an indication of wear.
Inspection of gaps and clearances, see Chapter [7.2.2]
Inspection of bearing parts, see work card [500.45]
Streaks on parts of the circumference of the turbine rotor, compressor wheel
and insert are an indication of imbalance.
Oil coke downstream of Shaft seal on turbine side damaged or pre-lubrication pressure too high.
turbine wheel
Erosion in HFO operation Where heavy fuel oil is used, the exhaust gas contains small hard particles
(e.g. “cat fines”) which have an erosive effect especially at the outlet of the
turbine nozzle ring, where gas velocities and concentrations of these parti-
cles are high. Here, the flow is also very strongly deflected in circumferential
direction. Moreover, these particles are flung outwards due to the centrifugal
effect.
“Cat fines” As a result of the refinery process, “cat fines”, a fine-grained powder of great
hardness (recognizable by the Al and Si content), and other abrasive con-
taminants are contained in the heavy fuel oil, depending on its quality. Their
amount can be reduced by means of amply dimensioned, heated settling
tanks and by adequate separation.
Admixtures Particularly disadvantageous is the admixture of used engine lube oil, charac-
terized by increased concentrations of Ca and Fe. Used engine lube oil con-
tains not only wear residues, but above all “detergent/dispersant additives”,
which bind fine particles and prevent “cat fines” and other impurities from
being extracted through separation. Far more severe erosion damage results
from blending the fuel with “used oil”.
Combustion residue caused by incomplete combustion can also have ero-
sive effects. Clean combustion must therefore be ensured.
Silencer, What is the condition of the air filter mat?
if provided Are there cracks on any of the components?
Speed measuring device Is the speed transmitter or the speed indicator defective?
2010-10-13 - de
Maintenance
Casings Which casings are heavily fouled by soot, oil or oil coke?
Were the casings tight, particularly at the joints and connecting flanges?
Do the casings show signs of cracks?
Were oil bores in the bearing casing clogged?
Had bolts broken off?
TCR
C1 0288 6.5-01 EN-US 1 (2)

Were all bolts and nuts firmly tightened and locked?

Maintenance
Are all bolts made of the specified material?

Are the seals in order?
Compressor wheel Do the turbine blades show signs of cracks or heavy wear? Are any streaks
evident?
Do the leading edges of the turbine blades show impact notches caused by
drawn-in foreign objects?
Are the seat faces bright or are there signs of fretting corrosion?
Turbine rotor Do the turbine blades show signs of cracks, streaks, heavy wear or erosion
at the edges?
Do the leading edges of the turbine blades show impact notches caused by
foreign objects?
Is the shaft running true? What is the condition of the bearings?
Are the seat faces bright or are there signs of fretting corrosion?
Bearing parts of the Are the seat faces bright or are there signs of fretting corrosion?
cartridge Are there any signs of scoring or heavy wear?
Checking for wear, see work card [500.45].
Insert Are any streaks evident?
Are the slits for the IRC (internal recirculation) continuous?
Diffuser Are any blades bent? Are any cracks evident on the blades?
Have foreign objects become jammed in the ducts?
Are there traces indicating the presence of foreign objects?
Turbine nozzle ring Are any blades bent? Are any cracks evident on the blades?
Are the blades heavily worn due to erosion?
Checking for wear, see work card [500.46].
Have foreign objects become jammed in the ducts?
Are there traces indicating the presence of foreign objects?
2010-10-13 - de
Maintenance
TCR
2 (2) C1 0288 6.5-01 EN-US

Inspection report
Maintenance
Form
2010-05-05 - de
Maintenance
TCR
C1 0288 6.6-01 EN-US 1 (2)

Maintenance
2010-05-05 - de
Maintenance
TCR
2 (2) C1 0288 6.6-01 EN-US

Service report
Maintenance
Form
2012-02-01 - de
Maintenance
TCR
C1 0288 6.7-01 EN-US 1 (1)

MAN Diesel & Turbo
1 Safety
2 Addresses
3 Technical data
4 Description
5 Operation
6 Maintenance
7 Work cards
9 Index
2014-01-23 - de
Work cards
0288-1 7 C1-01 EN-US 1 (1)

Preface
7.1 Preface
7.2 Setting data
7.4 Cleaning
2014-01-23 - de
Work cards
0288-1 7.1-01 EN-US 1 (1)

Organisation and use of the work cards
Preface
Numbering
The ordinal number of the work cards is located at the top right of the title. It
consists of a three-digit subassembly number and a two-digit counting num-
ber. The subassembly number 500 represents the collective subassembly
number for turbochargers.
Example - Turbocharger on engine: 500.31
▪ 500 = Subassembly number (500 for turbocharger)
▪ 31 = Counting number (work card No. 31)
Cross-references in work cards are enclosed in square brackets.
Layout of the work cards

Work cards generally contain the following information:
▪ Brief description,
▪ Personnel and time requirements,
▪ Required tools and appliances,
▪ Related work cards, i.e. those work cards containing further necessary or
useful information,
▪ Possibly additional information/technical data and,
▪ The individual work sequences, always beginning with the starting condi-
tion, and followed by the individual work steps.
Parts and tools in the figures and text are each designated with their order
number.
Example - Hexagon bolt in bearing casing: 546.005
▪ 546 = Subassembly number (546 for bearing casing)
▪ 005 = Item number
All subassemblies and subassembly numbers are listed in the spare parts
catalogue.
Order numbers for tools are (generally) identical with the tool number affixed
to the tool.
Personnel and time required

The required time is mentioned in hours, both for the amount and qualifica-
tion of the required personnel. The higher hour rate covers the time require-
ment for the complete scope of the respective work card. Pesonnel with
lower hour rate is required only at times, e.g., for operation of a lifting tackle.
Tools/appliances required
2013-02-21 - de
The numbers in the Designation column refer to width across flats, given in
mm, e.g. socket wrench 10 = socket wrench width across flats 10 mm.
Work cards
The availability codes in the Status column have the following meaning:
Standard Included in the scope of supply of the turbocharger.
TCR
Optional Tools are supplied by special order.
C2 0288 7.1.1-01 EN-US 1 (2)

Inventory Commercially available tools/appliances

Preface
These are not included in the scope of supply of the turbo-

charger. It is assumed that these tools/appliances are included
in the inventory of the engine system.
Special 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 tighten-

ing 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!
2013-02-21 - de
Work cards
TCR
2 (2) C2 0288 7.1.1-01 EN-US

Setting data
7.1 Preface
7.2 Setting data
7.4 Cleaning
2014-01-23 - de
Work cards
0288-1 7.2-01 EN-US 1 (1)

Screw Connections and Tightening Torques
Setting data
Brief description
Tightening values for all major screw connections, tightening torques for dif-
ferent friction coefficients µ.
Tightening torques for screw connections

Tightening of screw Whenever possible, screw connections should be tightened with torque
connections by torque wrenches.
For particularly important screw connections on the turbocharger, the tight-
ening torques are specified in Table 3 “Special tightening torques for TCR18”
and additionally on the respective work cards.
For all other screw connections that are to be tightened with torque
wrenches, the approximate values for the tightening torques may be noted
from Table 2 “Tightening torques for bolts of strength class 8.8”.
When tightening screw connections the following must be observed:
▪ Apart from the applied tightening torque, the clamping force of a screw
connection depends on the lubricant being used, the condition of the
contact surface and thread, as well as on the material combination. It is
therefore very important that all these conditions are satisfied.
▪ Table 2 “Tightening torques for bolts of strength class 8.8” gives the
tightening torques for the various screw threads depending on their coef-
ficient of friction µ, i.e. depending on the selected lubricant. The tighten-
ing torques apply for bolt materials of strength class 8.8 under utilization
of approx. 70% of their yield strength.
▪ For other strength classes, the conversion factors given in Table 1 are to
be used and multiplied by the tightening torque from Table 2. The
strength class is stamped on the bolt head.
Strength 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 strength class of
the bolts
Friction coefficient µ For the friction coefficient µ use approximately:
µ = 0.08 with lubricants for temperatures
≤ 200 °C, e.g. Molykote G-n or Molykote P40
≥ 200 °C, e.g. Molykote HSC
µ = 0.14 for lightly oiled surfaces without refinishing
2014-01-23 - de
Work cards
TCR18-40
C2 0288 7.2.1-04 EN-US 1 (4)

Setting data
Tightening torques in general

Thread, nominal size Tightening torque in Nm
for coefficient of friction µ
0.08 0.14
M5 4.1 5.8
M6 7 10
M8 17 24
M 10 34 49
M 12 59 84
M 14 93 134
M 14×1.5 99 145
M 16 141 205
M 16×1.5 148 220
M 18 196 282
M 18×1.5 213 319
M 18×2 205 300
M 20 275 398
M 20×1.5 295 445
M 20×2 285 422
M 22 368 538
M 22×1.5 393 594
M 22×2 381 566
M 24 473 686
M 24×2 503 753
M 27 694 1017
M 27×2 731 1103
M 30 945 1379
M 30×2 1014 1537
M 33 1271 1870
M 33×2 1353 2061
M 36 1640 2403
M 36×3 1707 2554
M 39 2113 3117
2014-01-23 - de
M 39×3 2190 3295

Work cards
M 42 2623 3856
TCR18-40
M 42×3 2757 4166

Table 2: Tightening torques for bolts, strength class 8.8
2 (4) C2 0288 7.2.1-04 EN-US

Setting data
Tightening torques for TCR18 turbocharger
Figure 1: Items for special tightening torques on TCR18
The special tightening torques given in the table are valid for a friction
coefficient µ=0.08
with lubricants for temperatures
• ≤ 200 °C, e.g. Molykote G-n or Molykote P40
• ≥ 200 °C, e.g. Molykote HSC.
Work Part Designation Nm WAF °C

card Order No.
[500.32] 546.004 Hexagon bolt 12 6 ≤ 200
2014-01-23 - de
[500.33] 546.004 Hexagon bolt 12 6 ≤ 200

Work cards
[500.41] 546.020 Hexagon bolt 34 17 ≤ 200

TCR18-40
[500.43] 546.005 Hexagon bolt 59 17 ≤ 200

[500.43] 546.014 Hexagon bolt 5 19 ≤ 200
[500.43] 546.015 Hexagon nut 59 19 ≤ 200
C2 0288 7.2.1-04 EN-US 3 (4)

Work Part Designation Nm WAF °C

Setting data
card Order No.

[500.43] 546.017 Hexagon bolt 59 17 ≤ 200
[500.44] 501.008 Hexagon nut 34 17 ≥ 200
[500.45] 517.051 Hexagon bolt 10 10 ≤ 200
[500.45] 520.005 Compressor wheel 220 30 ≤ 200
[500.47] 501.008 Hexagon nut 34 17 ≥ 200
Table 3: Special tightening torques for TCR18
2014-01-23 - de
Work cards
TCR18-40
4 (4) C2 0288 7.2.1-04 EN-US

Gaps and clearances
Setting data
Values and measurement
Figure 1: Gaps and clearances
Item Designations of parts Order No. When new Replace or remachine

parts
min. in mm max. in mm min. in mm max. in mm
1 a) Compressor wheel (520.005) Axial gap 0.50 0.60 0.50 0.60
b) Insert (540.001)
2 c) Turbine rotor (520.001) Axial gap 0.30 0.80 0.30 0.80
Insert (541.001)
3 d) Thrust bearing (517.002) Axial clear- 0.18 0.22 0.13 *) 0.28
Counter-thrust ring (520.028) ance
4 Compressor wheel (520.005) Permissible axial runout 0.06
5 e) Compressor wheel (520.005) Radial gap B 0.45 0.60 0.45 0.60
Insert (540.001) T 0.50 0.65 0.50 0.65
L/R 0.50 0.60 0.50 0.60
6 e) Turbine rotor (520.001) Radial gap B 0.65 0.80 0.65 0.80
Insert (541.001) T 0.70 0.85 0.70 0.85
L/R 0.70 0.80 0.70 0.80
The following instructions must be observed in order to ensure that

2013-01-14 - de
clearances and gaps are measured correctly.

Work cards
TCR18
C2 0288 7.2.2-01 EN-US 1 (2)

a) Measure by means of soft metal imprint (lead wire) at 3 points on the circumference and calculate the mean
Setting data
value. Deduct the measured axial clearance (3) from the calculated mean value with the rotor pushed in direc-
tion (B).
b) Adjustable using Laminum spacer ring (540.050) in steps of 0.1 mm.
c) Measure by means of soft metal imprint (lead wire) at 3 points on the circumference and calculate the mean
value. Deduct the measured axial clearance (3) from the calculated mean value with the rotor pushed in direc-
tion (A).
d) Measure with a dial gauge while vigorously moving the rotor in directions (A) and (B).
e)
Using a feeler gauge, measure at 4 points on the circumference. Different values are a result of the rotor being
supported at the bearing points at standstill.
*) The axial play in installed condition may be equal to or no more than 0.05 mm less than the individual compo-
nent measurement.
2013-01-14 - de
Work cards
TCR18
2 (2) C2 0288 7.2.2-01 EN-US

Speed Measuring Device
Setting data
Brief Description
Description and connection of the speed measuring device.
Speed Measuring Device TCR14 – TCR22
562.040 562.040
black -0 V black -0 V
red red
562.083
562.083
2 x 0.75 mm 2
2 x 0.75 mm2
562.310
T411
562.200 Sh 0V Sign
Sh 0V Sign I+ I- 0V 24V
+V
ON
T401 - +
RS232 24 V DC
2 x 0.75 mm 2
I+
24V 0V I-
+ -
2 x 0.75 mm 2
562.100
+ -
24 V DC
- +
562.100
562.040 Speed transmitter 562.200 Frequency-current converter T401

562.083 Terminal box 562.310 Frequency-current converter T411
562.100 Speed indicator, analogue with speed indication, digital
Figure 1: Cable connection of the speed measuring device TCR14 – TCR22
Version Designation
T401 Frequency-current converter (562.200)
Option: additional speed indicator, analogue (562.100) and/or measured data transmission
T411 Frequency-current converter with speed indication, digital (562.310)
2011-08-03 - de
Option: additional speed indicator, analogue (562.100) and/or measured data transmission
Work cards
Function
For all turbochargers of the TCR Series, the turbocharger manufacturer pro-
TCR
vides a speed transmitter for measuring the rotor speed as standard.
C2 0288 7.2.3-01 EN-US 1 (3)

The speed transmitter (562.040) is installed in the bearing casing and delivers
Setting data
speed pulses. The alternating pulses are conducted via a 2-wire cable to the
terminal box (562.083).
From the terminal box, the pulse signal is forwarded to a frequency-current
converter (562.200) or digital speed indicator (562.310).
The signal can additionally be indicated on a suitable analogue measuring
instrument. A transmission system for the measured values can be con-
nected to both variants of the speed measuring device.
The turbocharger manufacturer provides the measuring device and transmis-
sion system for the measured values on request.
Components
517.001
562.040
520.031
562.083
517.001 Bearing casing 562.040 Speed transmitter

520.031 Retaining ring 563.083 Terminal box
Figure 2: Speed measuring device

Speed transmitter The speed transmitter (562.040) is screwed radially into the bearing cas-
ing (517.001). Mounted on the rotor shaft is a retaining ring (520.031) with
two slots on the circumference for generating the speed pulses.
Two slots on the circumference of the retaining ring generate two

speed pulses per revolution.
The speed transmitter is screwed into position and locked with a defined gap
relative to the retaining ring.
Gap: 0.5 +0.8 mm
2011-08-03 - de
Read-Out Units The read-out units can be housed in the switch cabinet or operating cabinet,
for example.
Work cards
The following measuring transducers can be connected:

▪ Frequency-current converter (562.200)
▪ Frequency-current converter with speed indication, digital (562.310)
TCR
2 (3) C2 0288 7.2.3-01 EN-US

If a frequency-current converter or a digital tachometer is used, the number
Setting data
of slots on the retaining ring (number of pulses per revolution), the maximum
rotor speed and the alarm points must be taken into consideration when pro-
gramming the devices.
If original components from the turbocharger manufacturer are used, this
parameter is factory-set.
The speed sensing and speed indication must be exactly matched to

one another. It is therefore recommended that the sensing and
indication system should be purchased completely from the
turbocharger manufacturer.
Analogue speed indicator/measured value transmitter

Both variants of the speed measuring device have a power output (4-20 mA)
for connection of an additional analogue speed measuring device and/or
measured value transmitter.
2011-08-03 - de
Work cards
TCR
C2 0288 7.2.3-01 EN-US 3 (3)

Emergency operation
7.1 Preface
7.2 Setting data
7.4 Cleaning
2014-01-23 - de
Work cards
0288-1 7.3-01 EN-US 1 (1)

Emergency operation with closing device
Emergency operation
Brief description
Emergency operation of the engine by removing the cartridge and closing the
gas admission casing.

Number Qualification Duration in h
1 Technician 1,0
1 Assistant 1,0
Qty Designation Number Status
1 Closing cover 596.006 Option
2 Pipe 596.012 Option
1 Foot 596.028 Option
1 Hexagon nut 596.030 Option
1 Socket wrench (set) - Inventory
- Lifting tackle, ropes, shackles - Inventory
Related work cards

Working Instruction Working Instruction Working Instruction
500.32 500.33 500.41
500.43 500.44 500.46
Requirement
Emergency operation of the engine on failure of a turbocharger must be pos-
sible, see information in the engine operating manual.
With the cartridge removed, the engine exhaust gases are routed through the
gas admission casing, which is sealed off with the closing device.
Danger to life from crush injuries or impact!

If the engine starts during the removal of parts of the turbocharger,
there is a risk of coming into contact with rotating components and
being seriously injured.
2008-12-11 - de
• Shut down the engine before starting the removal work!

Work cards
• During the work, lock out the engine to prevent it from starting!
• Set up warning signs!
TCR
C2 0288 500.11-01 EN-US 1 (2)

Emergency operation
Work sequence - Emergency operation with closing device
501.000 Gas admission casing 596.006 Closing cover

501.007 Lock washer pair 596.012 Pipe
501.008 Hexagon nut 596.028 Foot
506.000 Gas outlet casing 596.030 Hexagon nut
Figure 1: Closing device
Starting condition Coverings are removed to the extent necessary.

Silencer or air intake casing, compressor casing, cartridge and turbine nozzle
ring are removed.
Steps 1. Close the gas admission casing (501.000) with the closing
cover (596.006), lock washer pairs (501.007) and hexagon
nuts (501.008).
2. Fasten the foot (596.028) with hexagon nut (596.030), pipes (596.012)
and engine-side elements.
Make sure that the lube oil feed and lube oil drain are tight.
3. If the engine is operated in naturally aspirated mode, close the air pipe
to the charge air cooler with a protective grid; in other cases, close it
with a cover (observe engine manufacturer’s instructions).
4. For additional measures regarding emergency operation of the engine,
see
2008-12-11 - de
– Chapter [5.2] and

Work cards
– information in the engine operating manual.

TCR
2 (2) C2 0288 500.11-01 EN-US

Cleaning
7.1 Preface
7.2 Setting data
7.4 Cleaning
2014-01-23 - de
Work cards
0288-1 7.4-01 EN-US 1 (1)

Cleaning the turbine - Wet cleaning
Cleaning
Brief description
Wet cleaning of the turbine during operation in the case of significantly
reduced engine performance. Carry out the cleaning in time, in accordance
with the maintenance schedule.

1 Technician 0,6
Preliminary remarks
Cleaning agent Use exclusively fresh water for cleaning.
Cleaning interval Every 150 operating hours (or less, depending on the operating conditions),
at reduced engine load.
The wet cleaning of the turbine may only be carried out at

heavily reduced engine load (max. exhaust-gas temperature
ahead of turbine ≤ 320° C)!
When the exhaust-gas temperature is too high, the washing water can
trigger a thermoshock and cause damage to the turbine.
Type Max. exhaust gas temperature Max. turbocharger speed

upstream of turbine in °C in rpm
TCR10 ≤ 320 ≤ 38 000
TCR12 ≤ 320 ≤ 32 000
TCR14 ≤ 320 ≤ 26 000
TCR16 ≤ 320 ≤ 22 000
TCR18 ≤ 320 ≤ 18 000
TCR20 ≤ 320 ≤ 15 000
TCR22 ≤ 320 ≤ 12 000
In order to save time, carry out the cleaning shortly after engine start-
2010-10-13 - de
up, provided the components to be cleaned are not yet too hot.
Work cards
This allows step 2 of the work sequence to be omitted.
General The layout of the cleaning device depends on the engine type and can vary
TCR
from the illustration.
C2 0288 500.21-02 EN-US 1 (2)

Cleaning
1 Water supply 6 Sealing air

charge air cooler)
2 Exhaust gas pipe upstream of 7 Plate with cleaning instructions
turbine
3 Gas admission casing A Three-way cock with sealing air
connection
4 Turbine nozzle ring B Pressure gauge *
5 Turbine wheel * Scope of supply of engine
Figure 1: Diagram, wet cleaning of the turbine
Work sequence - Wet cleaning of the turbine (during operation)

Steps 1. Reduce engine load to a maximum exhaust gas temperature upstream
of turbine ≤ 320 °C, observe turbocharger speed.
2. Following reduction of the engine load from a higher load range, wait
approx. 10 minutes (for the temperature to reach a stable condition).
3. Switch the three-way cock (A) to position “I” (washing)
Water pressure approx. 2 - 3 bar.
4. Washing duration approx. 30 seconds, then repeat the washing proce-
dure 10 times with an interval of 1 minute after each procedure.
5. Switch the three-way cock (A) to position “0” (sealing air).
The sealing air prevents clogging and corrosion of the piping.
6. Continue to run the engine at reduced engine load for 10 minutes (until
the washing water has dried), then slowly increase the engine load.
Vibrations caused by dirt accumulations

Should vibrations occur on the turbocharger that were not evident
2010-10-13 - de
before, repeat the washing procedure.

Work cards
If these vibrations, caused by irregular dirt accumulations, cannot be

eliminated by washing, the turbocharger must be dismantled and the
parts involved must be subjected to mechanical cleaning.
TCR
2 (2) C2 0288 500.21-02 EN-US

Cleaning the turbine - Dry cleaning
Cleaning
Brief description
Dry cleaning of the turbine during operation in the case of normal engine
operating load. The engine load need not be reduced. Carry out the cleaning
in time, in accordance with the maintenance schedule.

1 Technician 0,3
Preliminary remarks
Cleaning agent Use only commercially available granulates from nut shells or activated char-
coal (soft) with a grain size of 1.0 mm (max. 1.5 mm).
Do not use water for cleaning the turbine by this method, as in this
case the cleaning is carried out at normal operating load of the engine.
Cleaning interval Every 24 operating hours, at normal operating load of the engine.
Assembly instructions ▪ The tank (1) must be installed in a suitable location, not lower than 1.0 m
below the connection point (4).
▪ The pipe (3) may not be longer than 6.0 m and must be supported
against vibrations. An unobstructed flow must be ensured.
▪ The connection point (4) can be provided on the exhaust gas pipe just
before the gas admission casing (5) or on the inlet socket of the gas
admission casing.
▪ Maximum operating temperature of the three-way cock (B): ≤ 150 °C.
2013-06-18 - de
Work cards
TCR
C2 0288 500.22-02 EN-US 1 (2)

Cleaning
1 Tank 8 Turbine wheel

2 Screw plug 9 Compressed air pipe
3 Pipe 10 Sealing air
charge air cooler)
4 Connection point 11 Plate with cleaning instructions
5 Exhaust gas pipe upstream of A Stop cock
turbine
6 Gas admission casing B Three-way cock with sealing air
connection
Figure 1: Diagram, dry cleaning of the turbine
Work sequence - Dry cleaning of the turbine (during operation)

Steps 1. Stop cock (A) must be closed.
2. Three-way cock (B) must be in position “0”.
3. Unscrew the screw plug (2).
Fill the prescribed quantity of granulate into the tank (1) and close
it with the screw plug (2). See Table “Filling volume”.
4. Open the stop cock (A).
Slowly turn the stop cock (B) to position “I” until a whistling sound
is heard indicating introduction of the granulate.
Granulate injection time approx. 30 seconds.
5. Close the stop cock (A).
6. Switch the three-way cock (B) to position “0” (sealing air).
The sealing air prevents clogging of the piping.
Type Filling volume
2013-06-18 - de
TCR10, TCR12 0.2 litres

Work cards

TCR22 0.5 litres
TCR
Table 1: Filling volume
2 (2) C2 0288 500.22-02 EN-US

Cleaning the compressor - Pressure sprayer
Cleaning
Brief description
Clean the compressor with the engine warmed up and in full load operation.
Carry out the work in time, in accordance with the maintenance schedule.

1 Technician 0,3
Preliminary remarks
Cleaning agent Use exclusively fresh water for cleaning.
Cleaning interval Every 150 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.
2010-10-13 - de
Work cards
TCR
C2 0287 500.23-01 EN-US 1 (2)

Cleaning
1 Handle 5 Coupling
2 Pressure sprayer 6 Hand valve
3 Relief valve 7 Turbocharger (compressor)
4 Nipple 8 Plate with cleaning instructions
Figure 1: Diagram, wet cleaning of the compressor with pressure sprayer
Work sequence - Compressor cleaning (during operation)

Steps 1. Operate engine at full load.
2. Turn handle (1) on pressure sprayer tank (2) in counter-clockwise direc-
tion and take out the pump.
3. Fill fresh water into the tank, filling volume 0.5 litres.
4. Screw in the pump and operate it until the relief valve (3) blows off.
5. Connect hose with nipple (4) to the coupling (5).
6. Depress pushbutton (see large arrow in figure) on the hand valve (6)
until the water is completely injected into the compressor (7) (for
approx. 30 seconds).
7. Release plug-in connection and vent the tank. For venting, pull spindle
on the relief valve (3) outwards (see small arrow in figure).
2010-10-13 - de
Work cards
TCR
2 (2) C2 0287 500.23-01 EN-US

Cleaning the air filter
Cleaning
Brief description
Clean the air filter mat regularly in accordance with the maintenance sched-
ule or replace it.

1 Technician 0,4
Tools/Appliances Required
– Compressed air – Inventory
– Cleaning agent (non-corrosive) – Inventory
Spare parts
Quantity Designation Number
1 Air filter mat 544.201
2 Clamp 544.202
1 Cover sheet 544.205
Preliminary remarks
Replace the air filter mat only when the engine is at standstill!
The air filter mat may be replaced only when the engine is at standstill.
The entry of dirt and foreign objects must be prevented.
General The dirty air filter mat (544.201) can be cleaned several times or replaced
with a new mat.
Replacement is required if the air filter mat is considerably stretched, tattered
or perforated.
Cleaning agent Warm water to which a non-corrosive cleaning agent has been added
Cleaning interval Every 250 operating hours.
2009-10-28 - de
Cleaning is necessary when the air filter mat starts to discolour, turning grey.
Work cards
The air filter is then saturated and the contamination starts to advance
TCR18-40
towards the compressor and the charge air cooler.
C2 0288 500.24-02 EN-US 1 (3)

An increase in pressure loss, due to a contaminated air filter mat,

Cleaning
should not be used as a reference for the cleaning interval.
Figure 1: Air filter on the silencer
Work sequence - Removal, cleaning/replacement, refitting

Starting condition Engine has been stopped.
Steps 1. Loosen the clamps (544.202), remove cover sheet (544.205) and air fil-
ter mat (544.201).
2. Clean the air filter mat by flushing with warm water to which a non-cor-
rosive cleaning agent has been added.
Avoid excessive mechanical stress (e.g. wringing, sharp water jet). After
cleaning, blow compressed air through the air filter mat.
In case of heavy contamination, it may be necessary to immerse the air

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.
3. Place air filter mat (544.201) over the perforated plate of the silencer.
The perforated plate must be completely covered by the air filter mat.
4. Place cover sheet (544.205) over the hem of the air filter mat and then
2009-10-28 - de
fasten the air filter mat using the clamps (544.202).

Work cards
TCR18-40
2 (3) C2 0288 500.24-02 EN-US

Cleaning
Position of the clamps
Figure 2: Position of the clamps

Correct position of the The clamps must be attached as close as possible to the outer edges of the
clamps silencer in order to prevent dirt and foreign objects from entering the com-
pressor through the silencer.
2009-10-28 - de
Work cards
TCR18-40
C2 0288 500.24-02 EN-US 3 (3)

Assembly and maintenance

7.1 Preface
7.2 Setting data
7.4 Cleaning
2014-01-23 - de
Work cards
0288-1 7.5-01 EN-US 1 (1)

Complete turbocharger

Brief description
Remove and refit the turbocharger in complete condition. Major overhaul/
maintenance of the turbocharger is due.

1 Technician 4,5
1 Assistant 1,0
1 Set of ring or socket wrenches - Inventory
1 Screwdriver - Inventory
- Torque wrench - Inventory
- Round sling (min. load capacity 10 kN) - Inventory
- Lifting tackle, ropes - Inventory
- Wood as a support - Inventory
- High-temperature lubricant (e.g. Molykote - Inventory
HSC)
Related work cards

7.2.1
Technical data
Designation Information
Turbocharger, without silencer, without gas outlet cas- 305.7 kg
ing, without accessories
Silencer 69.0 kg
Air intake casing 90° 41.3 kg
Air intake casing axial 24.8 kg
Gas outlet casing 94.3 kg
2013-01-14 - de
Work cards
Preliminary remarks
Removal/refitting of the complete turbocharger only in case of major overhaul
TCR18
or replacement. Figure Removing turbocharger from engine bracket and

refitting it shows the turbocharger with a silencer. The same work steps are
required for turbochargers with an air intake casing.
C2 0288 500.31-01 EN-US 1 (4)

For maintenance work on the turbocharger, subassemblies/

components are removed in succession. Please refer to the following

work cards 500.32 to 500.47.
501.000 Gas admission casing 544.000 Silencer

506.000 Gas outlet casing 546.000 Compressor casing
517.000 Bearing casing
Figure 1: Removing turbocharger from engine bracket and refitting it
Risk of serious or fatal injury when lifting and moving loads!

No persons may be present in the area of danger around and
underneath a suspended load.
• Do not use shackles or chains for attaching the lifting tackle to the
bearing casing of the turbocharger.
• Lifting tackle, ropes and attachment points must be able to take the
load safely and be in perfect condition.
• All lifting, moving and setting down of the load must be carried out
slowly.
2013-01-14 - de
Work cards
TCR18
2 (4) C2 0288 500.31-01 EN-US


Work sequence - Removing the complete turbocharger
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)!
Danger of burning/scalding from escaping lube oil!

The lube oil is under pressure and very hot!
• Before opening pipes, flanges, screwed connections or fittings, release
the pressure in the system and check that it is depressurised!
• Before opening oil pipes, wait until the lube oil has cooled down
sufficiently!
Starting condition The engine is shut down. Components of the turbocharger have cooled
down far enough to allow maintenance work to be carried out. Tools and
appliances are at hand and ready. The turbocharger can be accessed safely.
Coverings are removed to the extent necessary.
Steps 1. Detach or remove any connecting pipes installed for exhaust gas,
charge air, Jet Assist, turbine cleaning, compressor cleaning, lube oil
pressure/temperature, speed measurement and other special connec-
tions.
2. Attach lifting tackle to the turbocharger at the bearing casing (517.000)
using a round sling of adequate capacity.
Carefully tension the round sling. Attach secondary ropes at
appropriate points to assist in balancing.
3. Undo the screw connections between the turbocharger and the engine
bracket.
See engine manual for instructions.
4. Carefully lift off the turbocharger using the lifting tackle and set it down
on a wooden support.
With the turbocharger removed, seal the openings for air, exhaust gas
and lube oil to prevent foreign objects or water from entering.
2013-01-14 - de
Work cards
TCR18
C2 0288 500.31-01 EN-US 3 (4)

Work sequence - Refitting the complete turbocharger
Observe the following procedures when refitting the

turbocharger on the engine.
• Remove protective caps from pipe connections/pipes.

• Use only flawless seals and screw locking elements.
• Insert sealing elements for lube oil in the engine bracket (see engine
manual).
• Apply high-temperature lubricant (e.g. Molykote HSC) to the threads of
heat-resistant screws and nuts on the turbine side.
Steps 1. Attach lifting tackle to the turbocharger at the bearing casing (517.000)
using a round sling of adequate capacity.
Carefully tension the round sling. Attach secondary ropes at appropriate
points to assist in balancing.
2. Insert sealing elements for lube oil in the engine bracket; seals are
included in the scope of supply of the engine (see engine manual).
3. Carefully lift the turbocharger using the lifting tackle and set it down on
the engine bracket.
4. At first, only lightly bolt the turbocharger to the engine bracket.
5. Align and fasten the connections for exhaust gas and charge air on the
engine and the turbocharger. See engine manual for instructions.
6. Tighten the bolts fastening the turbocharger to the engine bracket.
See engine manual for instructions.
7. Refit the coverings.
8. Re-establish all connections required for Jet Assist, turbine cleaning,
compressor cleaning, lube oil pressure/temperature, speed measure-
ment and other special connections.
Refitting the turbocharger on a 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.
2013-01-14 - de
Work cards
TCR18
4 (4) C2 0288 500.31-01 EN-US

Silencer - Option

Brief description
The silencer is removed and refitted in the fully assembled state. The silencer
has to be removed for all work that is to be performed from the compressor
side.

1 Technician 0,4
1 Assistant 0,4
1 Hexagon screw driver 6 - Inventory
- Wood (for placing underneath) - Inventory
Related work cards

500.31
Technical Data
Silencer 69.0 kg
2013-01-14 - de
Work cards
TCR18
C2 0288 500.32-01 EN-US 1 (2)

Preliminary remarks
544.000 Silencer 546.004 V-profile clamp

546.000 Compressor casing
Figure 1: Removing and refitting the silencer
Work sequence - Removing the complete silencer

Starting condition Connecting pipe for compressor cleaning is released, if provided.
Steps 1. Attach lifting tackle to the silencer (544.000) using a rope.
2. Loosen the V-profile clamp (546.004) on both sides of the circumfer-
ence.
3. Move the silencer away from the compressor casing (546.000) in axial
direction and place it on a wooden support with the flange face down.
Work sequence - Refitting the complete silencer

Steps 1. Attach lifting tackle to the silencer (544.000) using a rope.
2. Move the silencer towards the compressor casing (546.000) in axial
direction.
3. Fasten the silencer to the compressor casing with V-profile
clamp (546.004).
Observe tightening torques during refitting!

2013-01-14 - de
• Apply oil to the threads and contact surfaces.

Work cards
• Tightening torque for the V-profile clamp (546.004) on both sides of the
circumference: 12 Nm
TCR18
2 (2) C2 0288 500.32-01 EN-US

Air intake casing - Option

Brief description
The air intake casing is removed and refitted in the fully assembled state. The
air intake casing has to be removed for all work that is to be performed from
the compressor side.

1 Technician 0,4
1 Assistant 0,4
- Wood (for placing underneath) - Inventory
Related work cards

500.31
Technical Data
Air intake casing 90° 41.3 kg
Air intake casing axial 24.8 kg
2013-01-14 - de
Work cards
TCR18
C2 0288 500.33-01 EN-US 1 (3)

Preliminary remarks
545.001 Air intake casing 546.004 V-profile clamp

546.000 Compressor casing
Figure 1: Removing and refitting the air intake casing (545.01 or 545.02)
Work sequence - Removing the complete air intake casing

Starting condition Connecting pipe for compressor cleaning is released, if provided.
Steps 1. Attach lifting tackle to the air intake casing (545.01 or 545.02) using a
rope.
2. Loosen the V-profile clamp (546.004) on both sides of the circumfer-
ence.
3. Move the air intake casing away from the compressor casing (546.000)
in axial direction and place it on a wooden support.
Work sequence - Refitting the complete air intake casing

Steps 1. Attach lifting tackle to the air intake casing (545.01 or 545.02) using a
rope.
2. Move the air intake casing towards the compressor casing (546.000) in
axial direction.
3. Fasten the air intake casing to the compressor casing with V-profile
clamp (546.004).
2013-01-14 - de
Work cards
TCR18
2 (3) C2 0288 500.33-01 EN-US


• Apply oil to the threads and contact surfaces.
• Tightening torque for the V-profile clamp (546.004) on both sides of the
circumference: 12 Nm
2013-01-14 - de
Work cards
TCR18
C2 0288 500.33-01 EN-US 3 (3)

Insert, Compressor Side

Brief description
Remove and refit the compressor-side insert. Maintenance work is due/
required. Beginning from the compressor side.

1 Technician 0,4
2 Guide rod 596.035 Option
1 Socket wrench 10 - Inventory
1 Torque wrench 17 - Inventory
- Lifting tackle, rope - Inventory
- Special lubricant (e.g. Molykote G-n or Moly- - Inventory
kote P40)
Spare Parts
1 O-ring seal 540.015
Related work cards

500.31 500.32 500.33
Technical data
Insert, compressor side 19.8 kg
2013-12-06 - de
Work cards
TCR18-40
C2 0288 500.41-02 EN-US 1 (3)

Preliminary Remarks
540.001 Insert 540.030 Spacer ring

540.010 Retaining ring 546.001 Compressor casing
540.015 O-ring seal 596.035 Guide rod
540.020 Hexagon bolt
Figure 1: Removing and refitting the compressor-side insert
Work sequence - Removing the insert

Starting condition Silencer or air intake casing is removed.
Steps 1. Loosen two hexagon bolts (546.020) from the compressor cas-
ing (546.001) and replace with guide rods (596.035).
Unscrew the remaining hexagon bolts (546.020).
2. Evenly force off the insert (540.001) and the retaining ring bolted to it
(540.010) using 3 hexagon bolts (546.020).
3. Attach lifting tackle to the insert using a rope, remove the insert in axial
direction and place it on a wooden support.
Risk of material damage to the compressor wheel!

The blades of the compressor wheel must not be damaged during
2013-12-06 - de
removal.
Work cards
TCR18-40
2 (3) C2 0288 500.41-02 EN-US


Work Sequence – Installing the Insert
Steps 1. Apply clean lubricating oil to the O-ring seal (540.015) and insert it into
the ring groove of the insert (540.001).
The O-ring seal must be tensioned around its full circumference and
must not be twisted during installation.
2. Screw two guide rods into the compressor casing (546.001) as an

assembly aid.
3. Install the complete insert together with the balance ring (540.030) into
the compressor casing (546.001) and fasten it with hexagon
bolts (546.020).
4. Remove the guide rods and screw in the remaining hexagon bolts.
Observe tightening torques during installation!
• Apply special lubricant (e.g. Molykote G-n or Molykote P40) to the

threads and contact surfaces.
• Tightening torque for hexagon bolts (546.020): 34 Nm
Inspection of gaps (items 1 and 5), see Chapter [7.2.2].

2013-12-06 - de
Work cards
TCR18-40
C2 0288 500.41-02 EN-US 3 (3)

Covering on compressor casing - Option

Brief description
Remove and refit the covering on the compressor casing. Maintenance work
is due/required. Beginning from the compressor side.

1 Technician 0,4
1 Open-jaw wrenches (set) - Inventory
Related work cards

500.31 500.32 500.33
500.41
Technical data
Covering, complete 20.0 kg
2013-01-14 - de
Work cards
TCR18
C2 0288 500.42-01 EN-US 1 (2)

Preliminary remarks
546.001 Compressor casing 591.6000 Covering
Figure 1: Removing and refitting the covering on the compressor casing
Work sequence - Removing the covering on the compressor casing

Starting condition Silencer or air intake casing, and compressor-side insert are removed.
Steps 1. Undo the connecting elements on the covering halves.
2. Lift off covering (591.6000) and set it down on a wooden support.
Work sequence - Refitting the covering on the compressor casing

Steps 1. Mount the covering halves on the compressor casing and fasten them
with the connecting elements.
2013-01-14 - de
Work cards
TCR18
2 (2) C2 0288 500.42-01 EN-US

Compressor Casing

Brief description
Remove and refit the compressor casing. Maintenance work is due/required.
Beginning from the compressor side.

1 Technician 0,6
1 Assistant 0,6
1 Set of ring/socket wrenches - Inventory
1 Torque wrench - Inventory
- Lifting tackle, rope - Inventory
- Special lubricant (e.g. Molykote G-n or Moly- - Inventory
kote P40)
Spare parts
Related work cards

500.31 500.32 500.33
500.41 500.42
Technical Data
Compressor casing 74.7 kg
Diffuser 11.5 kg
2014-01-09 - de
Clamping claw 12.0 kg

Work cards
TCR18-40
C2 0288 500.43-04 EN-US 1 (4)

Preliminary Remarks
517.001 Bearing casing 546.010 Clamping claw

517.018 O-ring seal 546.011 Clamping claw
542.001 Diffuser 546.014 Hexagon bolt
546.001 Compressor casing 546.015 Hexagon nut
546.005 Hexagon bolt 546.017 Hexagon bolt
546.008 Countersunk bolt
Figure 1: Removing and refitting the compressor casing
Work Sequence – Removing the Compressor Casing

Starting condition Coverings are removed to the extent necessary.
Silencer or air intake casing, compressor-side insert and connection for Jet
Assist (if provided) are removed.
The insert must be disassembled before removal of the compressor

casing!
Steps 1. Unscrew the two outer hexagon bolts (546.005) from the lower clamp-
ing claw (546.011).
2014-01-09 - de
2. Loosen eight hexagon nuts (546.015) and eight hexagon bolts

Work cards
(546.014) from the upper clamping claw (546.010).

TCR18-40
3. Unscrew twelve hexagon bolts from the upper clamping claw (546.010)
and remove the upper clamping claw.
2 (4) C2 0288 500.43-04 EN-US

Risk of crushing due to falling compressor casing

If the clamping claws are not installed, the compressor casing is no
longer fastened to the bearing casing and is liable to fall off, thereby
causing injuries and damage to the turbocharger.
• Press the compressor casing against the bearing casing in axial
direction so that it cannot tilt and fall off.
4. Attach lifting tackle to the compressor casing (546.001) using a rope.

5. Unscrew the two remaining hexagon bolts (546.005) from the lower
clamping claw, remove the clamping claw (546.011) and take off the
compressor casing in axial direction.
6. Set the compressor casing down on a wooden support and take meas-
ures to prevent it from rolling off.
7. If the diffuser (542.001) is to be removed: Unscrew the countersunk
bolt (546.008) and remove the diffuser in axial direction.
Work Sequence – Refitting the Compressor Casing

Steps 1. Install the diffuser (542.001) and fix it in place with the countersunk bolt
(546.008).
2. Apply clean lubricating oil to the O-ring seal (517.018) and insert it into
the ring groove of the bearing casing (517.001).
The O-ring seal must be tensioned around its full circumference and
must not be twisted during installation.
3. Using the lifting tackle, place the compressor casing against the bearing
casing (517.001) in axial direction.
4. Install the clamping claw (546.011) with two hexagon bolts (546.005).
5. Remove the suspension device (596.020).
Risk of crushing due to falling compressor casing

If the clamping claws are not installed, the compressor casing is no
longer fastened to the bearing casing and is liable to fall off, thereby
causing injuries and damage to the turbocharger.
• Press the compressor casing against the bearing casing in axial
direction so that it cannot tilt and fall off.
2014-01-09 - de
6. Fasten the lower clamping claw (546.011) with the other two hexagon
Work cards
bolts (546.005) and tighten with the specified tightening torque.

TCR18-40
7. Fasten the upper clamping claw with twelve hexagon bolts (546.017) to
start with and tighten with the specified tightening torque.
8. Tighten the hexagon bolts (546.014) with the specified tightening tor-
que.
C2 0288 500.43-04 EN-US 3 (4)

9. Tighten the hexagon nuts (546.015) for locking purposes with the
specified tightening torque.

• Apply special lubricant (e.g. Molykote G-n or Molykote P40) to the
threads and contact surfaces.
• For safety reasons, only the hexagon bolts (546.005, 546.014, 546.017)
originally installed by MAN Diesel & Turbo may be used.
• It is imperative to observe tightening torques for bolts and nuts during
installation!
⇨ Hexagon bolt (546.005): 59 Nm
⇨ Hexagon nut (546.015): 59 Nm
2014-01-09 - de
Work cards
TCR18-40
4 (4) C2 0288 500.43-04 EN-US

Cartridge

Brief description
Remove and refit the cartridge for inspection. Maintenance work is due/
required. Beginning from the compressor side.

1 Technician 0,6
3 Forcing-off bolt 596.018 Option
3 Forcing-off sleeve 596.019 Option
2 Open-jaw wrench 22 - Inventory
HSC)
Related work cards

500.31 500.32 500.33
500.41 500.42 500.43
Technical data
Cartridge 112.2 kg
2013-01-14 - de
Work cards
TCR18
C2 0288 500.44-02 EN-US 1 (3)

Preliminary remarks
501.001 Gas admission casing 513.001 Turbine nozzle ring

501.005 Clamping claw 596.018 Forcing-off bolt
501.007 Lock washer pair 596.019 Forcing-off sleeve
501.008 Hexagon nut 599.000 Cartridge
506.000 Gas outlet casing
Figure 1: Removing and refitting the cartridge
Work sequence - Removing the cartridge

Starting condition Coverings, silencer or air intake casing, compressor-side insert and com-
pressor casing are removed.
Steps 1. Disconnect the connection for speed measurement, if provided.
2. Remove the front covering from the gas admission casing (501.001).
3. Attach lifting tackle to the cartridge (599.000) using a rope. Carefully
tension the rope.
When removing the cartridge from the engine bracket:
release the engine-side fastening elements between the cartridge and
the engine bracket. See engine manual for instructions.
4. Unscrew the hexagon nuts (501.008), take off the lock washer
pairs (501.007) and the clamping claws (501.005).
5. Evenly force off the cartridge at three points on the circumference using
tools (596.018 and 596.019), remove it in axial direction and place it on
a wooden support.
2013-01-14 - de
Take care not to damage blades of the compressor and turbine

wheels.
Work cards
Pay attention to the turbine nozzle ring (513.001) when removing the
cartridge.
TCR18
2 (3) C2 0288 500.44-02 EN-US


Work sequence - Installing the cartridge
Steps 1. Attach lifting tackle to the cartridge (599.000) using a rope and carefully
move the cartridge up against the gas admission casing in axial direc-
tion.
2. Fasten the cartridge to the gas admission casing (501.001) with clamp-
ing claws (501.005), lock washer pairs (501.007) and hexagon nuts
(501.008).
When mounting the cartridge on the engine bracket:
install sealing elements for lube oil between the cartridge and the engine
bracket; seals are included in the scope of supply of the engine.
Fasten the cartridge to the gas admission casing with clamping claws,
lock washer pairs and hexagon nuts.
Install the cartridge on the engine bracket using the engine-side fasten-
ing elements. See engine manual for instructions.
3. Refit the front covering to the gas admission casing (501.001).
Observe tightening torques during installation!
• Apply high-temperature lubricant (e.g. Molykote HSC) to the threads and

contact surfaces.
• Tightening torque for hexagon nuts (501.008): 34 Nm
Observe the correct use of lock washer pairs!

Long wedge surfaces to contact each other (on the inside), otherwise there will be no
locking effect.
For checking the gaps (items 2 and 6), see Chapter [7.2.2].
For checking the gap (item 6), the front closures/connections of the
gas outlet casing (506.000) must first be removed.
2013-01-14 - de
Work cards
TCR18
C2 0288 500.44-02 EN-US 3 (3)

Cartridge Components – Major Overhaul

Brief description
Dismantle the cartridge, inspect the components, reassemble the cartridge.
Major overhaul is due/required.

1 Technician 4,0
1 Hexagon pin 596.001 Standard
1 Retainer 596.002 Option
1 Hexagon pin 596.003 Option
1 Spring plug 596.004 Option
2 Guide rod 596.036 Option
1 Torque wrench 30 (220 Nm) - Inventory
1 Socket wrench 10 Inventory
1 Pliers for retaining ring - Inventory
- Special preservative (Molykote P40) - Inventory
Related work cards

500.31 500.32 500.33
500.41 500.42 500.43
500.44
2014-01-23 - de
Work cards
TCR18-40
C2 0288 500.45-04 EN-US 1 (8)

Technical data
Bearing casing 87.8 kg
Turbine rotor 16.2 kg
Compressor wheel 6.6 kg
Spare Parts
Tools and spare parts for a major overhaul must be available.

1 Thrust bearing 517.002
2 Bearing bush 517.003
2 Retaining ring 517.038
6 Hexagon bolt 517.051
1 Piston ring 520.132
1 Piston ring 520.133
Work sequence - Mounting the arresting device for the turbine rotor
Starting condition Coverings, silencer or air intake casing, compressor-side insert and com-
pressor casing are removed.
2014-01-23 - de
Work cards
TCR18-40
2 (8) C2 0288 500.45-04 EN-US


506.001 Gas outlet casing 596.002 Retainer
506.034 Hexagon bolt 596.003 Hexagon pin
520.001 Turbine rotor 596.004 Spring plug
Figure 1: Arresting device for turbine rotor

Steps 1. Before removing the cartridge, fasten the arresting device for the tur-
bine rotor (596.002, 596.003 and 596.004) to the gas outlet casing or
gas admission casing with hexagon bolts (506.034).
2014-01-23 - de
Work cards
TCR18-40
C2 0288 500.45-04 EN-US 3 (8)

Work sequence - Removing the compressor wheel, compressor-side cover and retaining
ring
517.001 Bearing casing 520.005 Compressor wheel

517.029 Cylindrical screw 520.031 Retaining ring
517.031 O-ring seal 520.133 Piston ring
517.087 Cover, compressor side 562.040 Speed transmitter
520.001 Turbine rotor 596.001 Hexagon pin
Figure 2: Removing and refitting the compressor wheel, compressor-side cover and retaining ring
Special tool for removing the compressor wheel!

The hexagon pin (596.001) is located inside the silencer or air intake
casing.
Steps 1. After mounting the arresting device, first just slightly loosen the com-
pressor wheel (520.005) with the hexagon pin (596.001) (right-hand
thread).
2. Disconnect the speed transmitter (562.040) and unscrew it from the
bearing casing (517.001).
3. Remove the cartridge, see work card [500.44].
4. Block the turbine rotor (520.001) on the face side in circumferential
direction using a hexagon screw driver and unscrew the compressor
2014-01-23 - de
wheel (520.005) with the hexagon pin (596.001) (right-hand thread).

Work cards
5. Unscrew the cylindrical screws (517.029) and evenly force off the
cover (517.087) with 2 hexagon bolts (M10, thread length ≥ 40 mm).
TCR18-40
6. Remove the cover together with the piston ring (520.133) in axial direc-
tion.
4 (8) C2 0288 500.45-04 EN-US

Mark the axial installation position of the piston ring (520.133).

7. Pull the retaining ring (520.031) off the turbine rotor in axial direction.
Work sequence - Removing bearing parts, turbine rotor and turbine-side cover
517.001 Bearing casing 517.051 Hexagon bolt

517.002 Thrust bearing 520.001 Turbine rotor
517.003 Bearing bush 520.027 Thrust ring
517.005 Bearing body, compressor side 520.028 Counter-thrust ring
517.006 Bearing body, turbine side 520.132 Piston ring
517.009 Cover, turbine side 596.036 Guide rod
517.038 Retaining ring
Figure 3: Removing and refitting bearing parts, turbine rotor and turbine-side cover
Steps 1. Unscrew two hexagon bolts (517.051) and replace them with guide
rods (596.036).
2. Unscrew the remaining hexagon bolts (517.051) and evenly force off
the bearing body (517.005).
3. Remove the counter-thrust ring (520.028), thrust bearing (517.002) and
thrust ring (520.027) in axial direction.
4. Carefully remove the turbine rotor (520.001), fitted piston ring (520.132)
and cover (517.009) in axial direction.
2014-01-23 - de
Work cards
Mark the axial installation position of the piston ring (520.132).

TCR18-40
C2 0288 500.45-04 EN-US 5 (8)

5. Evenly force off the bearing body (517.006).

Remove the bearing bushes (517.003) only if they are to be replaced.

See work sequence - checking the bearing bushes
Work sequence - Checking the thrust bearing
Figure 4: Checking the thrust bearing

Steps 1. Measure the lengths (b) of the wedge surfaces (V) on the compressor
and turbine sides.
Length (b) extends up to the edge (K) on the bearing contact face
(A). Depending on the angle of light incidence, a dark band may
appear in front of the edge (K) on the wedge surface (V). This
band is to be included in the measurement of length (b).
2. Replace the thrust bearing (517.002) when
– on the compressor side (VS) one of the lengths (b) ≤ 2.7 mm,
– on the turbine side (TS) one of the lengths (b) ≤ 3.5 mm.
Work sequence - Checking the bearing bushes
2014-01-23 - de
Figure 5: Checking the bearing bush

Work cards
Steps 1. The bore of the two bearing bushes (517.003) with MGF profile is not
TCR18-40
absolutely circular. Wear becomes evident as a mirror-bright recess of

band width (W) caused by embedding of the turbine rotor.
2. Replace the bearing bush (517.003) when
– band width (W) ≥ 16.0 mm.
6 (8) C2 0288 500.45-04 EN-US


Work sequence - Checking the retaining ring, turbine rotor, piston rings
Steps 1. Replace the retaining ring (520.031) when
– D1 ≤ ∅ 34.94 mm.
2. Replace the turbine rotor (520.001) when
– D2 ≤ ∅ 34.94 mm.
3. Replace the piston ring on the turbine side (520.132) when
– the axial width of 2.5 mm has worn down to less than 2.0 mm.
4. Replace the piston ring on the compressor side (520.133) when
– the axial width of 2.5 mm has worn down to less than 2.0 mm.
Work sequence - Assembly
Imbalance after installation of a new compressor wheel or

turbine rotor!
• Before installing a new compressor wheel or a new turbine rotor, the
complete rotor assembly must be balanced.
• Balancing can only be carried out by a service center authorised by
MAN Diesel & Turbo.
Apply special preservative (e.g. Molykote P40) to all fitting surfaces

during assembly as protection against fretting (contact corrosion).
1. Screw two guide rods (596.036) into the bearing casing (517.001) as an
assembly aid.
2. Insert the bearing body (517.006) together with the fitted bearing
bush (517.003) into the bearing casing (517.001) in axial direction.
3. Install the turbine-side cover (517.009) and the turbine rotor (520.001)
with fitted piston ring (520.132) in axial direction.
Observe the marked axial installation position of the piston ring or fit a
new piston ring (520.132).
4. Install the thrust ring (520.027), thrust bearing (517.002) and counter-
thrust ring in axial direction.
2014-01-23 - de
The balancing marks (0) of the turbine shaft, thrust ring and counter-
Work cards
thrust ring must coincide radially.

TCR18-40
5. Install the bearing body (517.005) together with the fitted bearing
bush (517.003) in axial direction and fasten with hexagon
bolts (517.051).
6. Remove the guide rods and screw in the remaining hexagon bolts.
C2 0288 500.45-04 EN-US 7 (8)

Observe tightening torques during assembly!

Apply special preservative (Molykote P40) to the threads and contact

surfaces.
Tightening torque for hexagon bolts (517.051): 10 Nm
7. Push the retaining ring (520.031) onto the turbine shaft.

The balancing marks (0) of the turbine shaft and retaining ring must
coincide radially.
8. Apply clean lubricating oil to the O-ring seal (517.031) and insert it into
the ring groove of the cover (517.087). The O-ring seal must be ten-
sioned around its full circumference and must not be twisted during
installation.
9. Install the cover (517.087) together with the fitted piston ring (520.133)
in axial direction.
Observe the marked axial installation position of the piston ring or fit a
new piston ring (520.133).
10. Fasten cover (517.087) with cylindrical screws (517.029).

11. Block the turbine rotor (520.001) in circumferential direction. At first just
lightly fasten the compressor wheel (520.005) with the hexagon
pin (596.001) (right-hand thread).
12. Install the cartridge, see work card [500.44].
13. Mount the arresting device for the turbine rotor (596.002, 596.003 and
596.004) on the gas outlet casing with hexagon bolts (506.034) (see
Figure Arresting device for turbine rotor).
14. Fasten the compressor wheel (520.005) with the hexagon pin (596.001)
and torque wrench/torque amplifier (right-hand thread).
Observe tightening torques during assembly!

Apply special preservative (Molykote P40) to the threads and contact
surfaces.
Tightening torque for compressor wheel (520.005): 220 Nm
Tightening torque for cylindrical screws (517.029): 29 Nm
2014-01-23 - de
Work cards
15. Screw the speed transmitter (562.040) into the bore on the side of the
bearing casing (517.001). Connect the cable ends in the terminal box.
TCR18-40
16. Remove the arresting device.
8 (8) C2 0288 500.45-04 EN-US

Turbine nozzle ring

Brief description
Remove and refit the turbine nozzle ring for inspection. Check the state and
wear condition.

1 Technician 0,2
Related work cards

500.31 500.32 500.33
500.41 500.42 500.43
500.44
Technical data
Turbine nozzle ring 4.6 kg
2013-01-14 - de
Work cards
TCR18
C2 0288 500.46-01 EN-US 1 (3)

Preliminary remarks
501.001 Gas admission casing 513.001 Turbine nozzle ring

501.009 Parallel pin
Figure 1: Removing and refitting the turbine nozzle ring
Work sequence - Removing the turbine nozzle ring

Starting condition Coverings, silencer or air intake casing, compressor-side insert, compressor
casing and cartridge are removed.
Steps Work Sequence – Removing and Checking the Turbine Nozzle Ring
1. Take the turbine nozzle ring (513.001) out of the gas admission cas-
ing (501.001) in axial direction.
2. Check the turbine nozzle ring for erosive wear.
The erosive wear of the guide vanes (A) is caused by the outlet
flow mainly in the area of the trailing edges (B). The original posi-
tion of the trailing edges (B) can be recognised at the roots (G) of
the guide vanes (A).
Since the guide vanes do not wear evenly, the mean value of the
guide vane reduction (Lm) is calculated as follows:
(L1 + L2 + L3 + … + Ln)
2013-01-14 - de
Lm = ____________________ n = number of guide vanes (A)

Work cards
Replace the turbine nozzle ring when Lm ≥ 10 mm.

TCR18
2 (3) C2 0288 500.46-01 EN-US


A Guide vanes E Negative areas (to the left of D)
B Trailing edge (original) F Positive area (to the right of D)
C Contour of the reduction G Root of the guide vane
D Mean reduction
(area F = Σ areas E)
Figure 2: Erosive wear on the turbine nozzle ring
Work sequence - Installing the turbine nozzle ring

Insert the turbine nozzle ring (513.001) into the gas admission cas-
ing (501.001) in axial direction. Make sure that it is in the correct circumferen-
tial position in relation to the parallel pin (501.009).
2013-01-14 - de
Work cards
TCR18
C2 0288 500.46-01 EN-US 3 (3)

Gas admission casing and turbine-side insert

Brief description
Remove and refit the gas admission casing and turbine-side insert. Mainte-
nance work is due/required.

1 Technician 1,0
HSC)
Related work cards

500.31 500.32 500.33
500.41 500.42 500.43
500.44 500.46
Technical data
Gas admission casing 62.0 kg
Covering on gas admission casing 14.5 kg
Insert, turbine side 20.9 kg
2014-01-23 - de
Work cards
TCR18
C2 0288 500.47-01 EN-US 1 (3)

Preliminary remarks
501.001 Gas admission casing 506.001 Gas outlet casing

501.007 Lock washer pair 541.001 Insert, turbine side
501.008 Hexagon nut 541.021 Cylindrical screw
501.011 Clamping claw
Figure 1: Removing and refitting the gas admission casing and turbine-side insert
Work sequence - Removing the gas admission casing

Starting condition Coverings, silencer or air intake casing, compressor-side insert, compressor
casing, cartridge and turbine nozzle ring are removed.
Steps 1. Remove the covering parts between the gas admission cas-
ing (501.001) and the gas outlet casing (506.001).
2. Attach lifting tackle to the gas admission casing (501.001) using a rope.
Carefully tension the rope.
3. Unscrew the hexagon nuts (501.008), take off the lock washer
pairs (501.007) and the clamping claws (501.011).
4. Remove the gas admission casing (501.001) in axial direction and place
it on a wooden support.
Work sequence - Removing the turbine-side insert

Steps 1. Unscrew the cylindrical screws (541.021).
2014-01-23 - de
2. Remove the turbine-side insert (541.001) in axial direction and place it

on a wooden support.
Work cards
Work sequence - Refitting the turbine-side insert and gas admission casing
TCR18
Steps 1. Insert the insert (541.001) into the gas admission casing (501.001) in
axial direction and fasten it with cylindrical screws (541.021).
2 (3) C2 0288 500.47-01 EN-US

2. Using the lifting tackle, place the gas admission casing (501.001)

against the gas outlet casing (506.001) in axial direction.
3. Fasten the gas admission casing (501.001) to the gas outlet cas-
ing (506.001) with the clamping claws (501.011), lock washer
pairs (501.007) and hexagon nuts (501.008).
4. Refit the covering parts between the gas admission casing (501.001)
and the gas outlet casing (506.001).
• Apply high-temperature lubricant (e.g. Molykote HSC) to the threads and

contact surfaces.
• Tightening torque for hexagon nuts (501.008): 34 Nm
Observe the correct use of lock washer pairs!

Long wedge surfaces to contact each other (on the inside), otherwise there will be no
locking effect.
Check gaps (items 2 and 6), see Chapter Gaps and clearances.
2014-01-23 - de
Work cards
TCR18
C2 0288 500.47-01 EN-US 3 (3)

MAN Diesel & Turbo
1 Safety
2 Addresses
3 Technical data
4 Description
5 Operation
6 Maintenance
7 Work cards
9 Index
Spare parts catalogue / tools
2014-01-23 - de
0288-1 8 C1-01 EN-US 1 (1)

Preface
8.1 Preface
8.3 Spare parts
8.4 Spare parts for maintenance
8.5 Spare parts for major overhaul
8.6 Tools - OPTION

2014-01-23 - de
0288-1 8.1-01 EN-US 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.
It is thus advisable to order spare parts for the turbocharger in time, keeping
spare parts for maintenance and major overhaul in stock and having the
required tools available.
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 lat-
ter. In such cases, the identity card of the part supplied will contain a corre-
sponding reference.
Organisation
Overview of subassemblies MAN Diesel & Turbo SE turbochargers are assembled from a number of sub-
assemblies. Standard subassemblies form a basis to which other applica-
tion-specific subassemblies can be added. The overview of the subassem-
blies illustrates 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.
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
are separated by a dot.
Spare parts for maintenance The list of spare parts for maintenance or major overhaul of the turbocharger
and major overhaul contains a selection of spare parts. This list is also included in the spare parts
box for identification of the parts.
2012-12-19 - de
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.
TCR18-40
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.
C3 0288 8.1.1-01 EN-US 1 (2)

Order numbers for tools consist of the subassembly number for tools and a
Preface
3-digit item number.

2012-12-19 - de
TCR18-40
2 (2) C3 0288 8.1.1-01 EN-US

Ordering spare parts
Preface
Information required
To avoid queries, the following information should be provided when ordering
spare parts:
Turbocharger type xxxxxxxxx
Works number of turbocharger x xxx xxx
Order number xxx.xxx
IMO number (for flow-guiding parts) xxxxxx
Designation of part xxxxxxxxx
Quantity xx
Shipping address xxxxxxxxx
Mode of shipment xxxxxxxxx
Table 1: Information required in the order
Addresses
Headquarters
MAN Diesel & Turbo SE Tel. +49 821 322 0

PrimeServ Augsburg Fax +49 821 322 49 4180
86224 Augsburg
Germany
e-mail PrimeServ-Aug@mandieselturbo.com
PrimeServ Turbocharger Tel. +49 821 322 4010 Axial turbochargers (24 hours)
Technical service Tel. +49 821 322 4020 Radial turbochargers (24 hours)
Fax +49 821 322 3998

e-mail PrimeServ-TC-Technical@mandieselturbo.com
PrimeServ Turbocharger Tel. +49 821 322 4030 (24 hours)

Spare parts
2013-09-06 - de
Fax +49 821 322 3998

TCR18-40
e-mail PrimeServ-TC-Commercial@mandieselturbo.com
C3 0288 8.1.2-01 EN-US 1 (2)


Preface
Headquarters
PrimeServ Academy Tel. +49 821 322 1397
Training courses for turbochargers Fax +49 821 322 1170
and engines
e-mail PrimeServ.Academy-info@mandieselturbo.com
Internet www.mandieselturbo.com/primeserv-academies
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 attached.
2013-09-06 - de
TCR18-40
2 (2) C3 0288 8.1.2-01 EN-US

Overview of subassemblies
8.1 Preface
8.3 Spare parts
8.6 Tools - OPTION

2014-01-23 - de
0288-1 8.2-01 EN-US 1 (1)

MAN Diesel & Turbo 500
Overview of Subassemblies
Subassemblies

2014-01-23 - de
TCR18-40
C3 0288 500-02 EN-US 1 (2)

500 MAN Diesel & Turbo
Subassembly Designation Optional Weight

500.000 Turbocharger without optional subassemblies 305.7 kg

501.000 Gas admission casing (1-channel/2-channel) 62.0 kg / 92.6 kg
506.000 Gas outlet casing (without/with waste gate) X 88.3 kg / 94.3 kg
513.000 Turbine nozzle ring 4.6 kg
517.000 Bearing casing 87.8 kg
520.000 Rotor, complete 24.4 kg
540.000 Insert, compressor side 19.8 kg
541.000 Insert, turbine side 20.9 kg
542.000 Diffuser 11.5 kg
544.000 Silencer X 69.0 kg
545.000 Air intake casing (90°/axial) X 41.3 kg / 24.8 kg
546.000 Compressor casing 74.7 kg
591.1000 Covering on gas admission casing X 14.5 kg
591.4000 Covering on gas outlet casing X 23.7 kg
591.5000 Covering on bearing casing X 2.8 kg
591.6000 Sound insulation on compressor casing X 20.0 kg
599.000 Cartridge (517.000 + 520.000) 112.2 kg
Table 1: Subassemblies and weights TCR18 (approximate values)
2014-01-23 - de
TCR18-40
2 (2) C3 0288 500-02 EN-US

Spare parts
8.1 Preface
8.3 Spare parts
8.6 Tools - OPTION

2014-01-23 - de
0288-1 8.3-01 EN-US 1 (1)

Gas admission casing
Spare parts
Spare parts 501.01
Order No. Designation Quantity

501.000 Gas admission casing, complete 1
501.001 Gas admission casing 1
501.005 Clamping claw 8
2011-05-31 - de
501.006 Stud 24
501.007 Lock washer pair 24
TCR18-40
501.008 Hexagon nut 24

501.009 Parallel pin 1
C3 0288 501.01-02 EN-US 1 (2)


Spare parts
501.026 Screw plug 2

501.027 Sealing ring 2
2011-05-31 - de
TCR18-40
2 (2) C3 0288 501.01-02 EN-US

Gas outlet casing
Spare parts
Spare parts 506.01

506.000 Gas outlet casing, complete 1
506.001 Gas outlet casing 1
506.003 Cover 1
2009-01-30 - de
506.034 Hexagon bolt 8

506.038 Seal 1
506.047 Supporting sheet 1
TCR18
506.048 Washer 5
C3 0288 506.01-01 EN-US 1 (2)


Spare parts

2009-01-30 - de
TCR18
2 (2) C3 0288 506.01-01 EN-US

Gas outlet casing with waste gate - OPTION
Spare parts
Spare parts 506.02

506.000 Gas outlet casing, complete 1
506.001 Gas outlet casing 1
506.003 Cover 1
506.038 Seal 2
2009-01-30 - de
506.047 Supporting sheet 1

506.048 Washer 5
TCR18
506.053 Waste gate connection 1

C3 0288 506.02-01 EN-US 1 (2)


Spare parts

2009-01-30 - de
TCR18
2 (2) C3 0288 506.02-01 EN-US

Turbine nozzle ring
Spare parts
Spare parts 513.01

513.001 Turbine nozzle ring 1

2008-07-17 - de
TCR18
C3 0288 513.01-01 EN-US 1 (1)

Bearing casing
Spare parts
Spare parts 517.01

517.000 Bearing casing, complete 1
517.001 Bearing casing 1
517.002 Thrust bearing 1
2009-01-30 - de
517.003 Bearing bush 2

517.005 Bearing body, compressor side 1
517.006 Bearing body, turbine side 1
TCR18
517.009 Cover, turbine side 1

517.018 O-ring seal 1
C3 0288 517.01-01 EN-US 1 (2)


Spare parts

517.029 Cylindrical screw 4
517.038 Retaining ring 2
517.087 Cover, compressor side 1
2009-01-30 - de
TCR18
2 (2) C3 0288 517.01-01 EN-US

Rotor, complete
Spare parts
Spare parts 520.01

520.000 Rotor, complete 1
520.001 Turbine rotor 1
520.005 Compressor wheel 1
520.027 Thrust ring 1
520.028 Counter-thrust ring 1
520.031 Retaining ring 1
520.132 Piston ring 1

520.133 Piston ring 1
2008-07-17 - de
TCR18
C3 0288 520.01-01 EN-US 1 (1)

Insert, Compressor Side
Spare parts
Spare parts 540.04

540.000 Insert, compressor side, complete 1
540.001 Insert 1
540.010 Holding ring 1
540.030 Spacer ring 1

2012-04-02 - de
TCR18-40
C3 0288 540.04-01 EN-US 1 (1)

Insert, turbine side
Spare parts
Spare parts 541.01

541.000 Insert, turbine side, complete 1
541.001 Insert 1
541.021 Cylindrical screw 3
2009-01-30 - de
TCR18
C3 0288 541.01-01 EN-US 1 (1)

Diffuser
Spare parts
Spare parts 542.01

542.001 Diffuser 1
2008-07-17 - de
TCR18
C3 0288 542.01-01 EN-US 1 (1)

Chamber silencer - OPTION
Spare parts
Spare parts 544.02

544.000 Chamber silencer, complete 1
544.006 Stud 6
544.007 Washer 12
544.025 Type plate 1
544.034 Perforated plate 1

2008-07-17 - de
544.063 Hexagon pin 1

TCR18-40
544.201 Air filter mat 1

544.202 Clamp 2
C3 0288 544.02-01 EN-US 1 (2)


Spare parts
544.203 Clamp 1
544.205 Cover strip 1
2008-07-17 - de
TCR18-40
2 (2) C3 0288 544.02-01 EN-US

Air intake casing, 90° - OPTION
Spare parts
Spare parts 545.01

545.000 Air intake casing 90°, complete 1
545.001 Air intake bend 1

2010-05-12 - de

TCR18
545.188 Sealing compound 1

545.189 Activator 1
C3 0288 545.01-01 EN-US 1 (1)

Air intake casing, axial - OPTION
Spare parts
Spare parts 545.02

545.000 Air intake casing axial, complete 1
545.001 Air intake pipe 1

2010-05-12 - de

TCR18
545.188 Sealing compound 1

545.189 Activator 1
C3 0288 545.02-01 EN-US 1 (1)

Compressor Casing
Spare parts
Spare parts 546.01

546.000 Compressor casing, complete 1
546.001 Compressor casing 1
546.004 V-profile clamp 1

546.008 Countersunk bolt 1
2012-05-30 - de
546.026 Notched nail 4

TCR18-40

C3 0288 546.01-04 EN-US 1 (2)


Spare parts
546.050 Flange 1
2012-05-30 - de
TCR18-40
2 (2) C3 0288 546.01-04 EN-US

Clamping Claws
Spare parts
Spare Parts 546.10


2012-06-06 - de
TCR18-40
C3 0288 546.10-01 EN-US 1 (1)

Speed measuring device - OPTION
Spare parts
Spare parts 562.01

562.000 Speed measuring device, complete 1
562.040 Speed transmitter 1
562.083 Terminal box 1
2012-03-15 - de
562.100 Speed indicator 1

562.135 Teflon-armoured cable *m
* Specify length in m when ordering

TCR
C3 0288 562.01-01 EN-US 1 (1)

Cleaning device for turbine - Wet cleaning
Spare parts
Spare parts 578.01

578.000 Cleaning device for turbine – Wet cleaning, complete 1
578.005 Plate 1
578.104 Ball cock 1
578.122 Union nut 1
578.123 Cutting ring 1
578.136 Plate (with cleaning instructions) 1

2008-12-11 - de
TCR
C3 0288 578.01-03 EN-US 1 (1)

Cleaning device for turbine - Dry cleaning
Spare parts
Spare parts 578.02

578.000 Cleaning device for turbine – Dry cleaning, complete 1
578.001 Tank 1
578.005 Plate 1
578.025 Screw connection 1
2008-12-11 - de

578.028 Pipe 1
578.030 Ball cock 1
TCR
578.031 Ball cock 1
C3 0288 578.02-02 EN-US 1 (2)


Spare parts

578.042 Union nut 1
578.043 Cutting ring 1
578.067 Pipe clip 1
578.143 Spacer pipe 2
578.146 Washer 2
578.164 Spacer block 1
2008-12-11 - de
TCR
2 (2) C3 0288 578.02-02 EN-US

Cleaning device for compressor - Pressure sprayer
Spare parts
Spare parts 579.02

579.029 Pressure sprayer 1
579.090 Hose (length 1.5 m) 1
579.091 Hose clamp 2

579.095 Coupling 1
579.096 Nipple 1
579.100 Support 1
2008-12-11 - de

579.130 Retainer 1
579.178 Plate 1
TCR
C3 0288 579.02-01 EN-US 1 (1)

Covering on gas admission casing
Spare parts
Spare parts 591.01

591.1000 Covering on gas admission casing, complete 1
2011-05-31 - de
TCR18-40
C3 0288 591.01-02 EN-US 1 (1)

Covering on gas outlet casing
Spare parts
Spare Parts 591.04
Figure 1:

591.4000 Covering on gas outlet casing, complete 1
2011-05-31 - de
TCR18-40
C3 0288 591.04-01 EN-US 1 (1)

Covering on bearing casing
Spare parts
Spare Parts 591.05

591.5000 Covering on bearing casing, complete 1
2011-05-31 - de
TCR18-40
C3 0288 591.05-01 EN-US 1 (1)

Sound insulation on compressor casing - OPTION
Spare parts
Spare parts 591.06

591.6000 Sound insulation on compressor casing, complete 1
2011-05-31 - de
TCR18-40
C3 0288 591.06-01 EN-US 1 (1)

Cartridge
Spare parts
Spare parts 599.01

599.000 * Cartridge 1
* 599.000 = (517.000) and (520.000) assembled

2008-07-17 - de
TCR18
C3 0288 599.01-01 EN-US 1 (1)

Spare parts for maintenance

11.59500-0246
8.1 Preface
8.3 Spare parts
8.6 Tools - OPTION

2014-01-23 - de
0288-1 8.4-01 EN-US 1 (1)

Spare parts for maintenance - OPTION

11.59500-0246
Turbocharger TCR18
11.59500-0246
Order No. Designation Sketch Data Quantity
595.000 Spare-parts box, complete L = 495 mm 1
B = 406 mm
m = approx.
7.5 kg
(incl. content)
501.006 Stud D = M10 6

L = 34 mm
501.007 Lock washer pair d = 10.7 mm 6
501.008 Hexagon nut d = M10 6
506.038 Seal D = 295 mm 2 Spare parts catalogue / tools
517.018 O-ring seal D = 428 mm 1

2013-07-16 - de
TCR18-40
0288 595.01-01 EN-US 1 (2)


11.59500-0246
540.015 O-ring seal D = 263 mm 2
546.029 O-ring seal D = 440 mm 1

2013-07-16 - de
TCR18-40
2 (2) 0288 595.01-01 EN-US

Spare parts for major overhaul

11.59500-0211
8.1 Preface
8.3 Spare parts
8.6 Tools - OPTION

2014-01-23 - de
0288-1 8.5-01 EN-US 1 (1)

Spare parts for major overhaul - OPTION

11.59500-0211
Turbocharger TCR18
11.59500-0211
501.006 Stud D = M10 6
L = 34 mm
0.017 kg
501.007 Lock washer pair d = 10.7 mm 6
0.005 kg
501.008 Hexagon nut d = M10 mm 6
0.012 kg
506.038 Seal D = 295 mm 2
0.056 kg
517.002 Thrust bearing D = 140 mm 1

1.468 kg
517.003 Bearing bush D = 51 mm 2
0.218 kg
2011-06-01 - de
TCR18-40
0288 595.02-01 EN-US 1 (2)


11.59500-0211
517.018 O-ring seal D = 428 mm 1
0.050 kg
517.031 O-ring seal D = 210 mm 1
0.020 kg
517.038 Retaining ring D = 56.2 mm 2
0.008 kg
517.051 Hexagon bolt D = M6 6

L = 44 mm
0.009 kg
520.132 Piston ring D = 46 mm 1
0.005 kg
520.133 Piston ring D = 65 mm 1

0.010 kg
540.015 O-ring seal D = 263 mm 2

2011-06-01 - de
0.030 kg
TCR18-40
2 (2) 0288 595.02-01 EN-US

Tools - OPTION
11.59600-0219
8.1 Preface
8.3 Spare parts
8.6 Tools - OPTION

2014-01-23 - de
0288-1 8.6-01 EN-US 1 (1)

Tools
Tools - OPTION
11.59600-0219
Turbocharger TCR18
11.59600-0219
Order no. Designation Sketch Data Quantity
(596.001) Hexagon pin L = 60 mm 1
544.063 Is located inside the silencer 0.294 kg

or or air intake casing
545.063
596.002 Retainer L = 336 mm 1
1.091 kg
596.003 Hexagon pin L = 380 mm 1
0.730 kg
596.004 Spring plug L = 105.5 mm 1
0.034 kg
596.006 Closing cover D = 399 mm 1
6.100 kg
596.012 Pipe L = 167 mm 2

D = 38 mm
2014-01-21 - de
0.904 kg
TCR18-40
0288 596.01-02 EN-US 1 (3)


Tools - OPTION
11.59600-0219
596.018 Forcing-off bolt L = 97 mm 3
0.152 kg
596.019 Forcing-off sleeve L = 85 mm 3
0.154 kg
596.028 Foot H = 210 mm 1

W = 270 mm
4.922 kg
0.054 kg
596.035 Guide rod L = 300 mm 2

D = M10
0.180 kg
596.036 Guide rod L = 80 mm 2

D = M6
0.017 kg
596.037 Guide rod L = 100 mm 2

2014-01-21 - de
D = M8
0.040 kg
TCR18-40
2 (3) 0288 596.01-02 EN-US

Tools - OPTION
11.59600-0219
596.050 Hexagon bolt L = 43 mm 2
D = M12
0.041 kg
596.051 Hexagon bolt L = 70 mm 2

D = M8
0.031 kg
0.005 kg

2014-01-21 - de
TCR18-40
0288 596.01-02 EN-US 3 (3)

MAN Diesel & Turbo
1 Safety
2 Addresses
3 Technical data
4 Description
5 Operation
6 Maintenance
7 Work cards
9 Index
2014-01-23 - de
Index
0288-1 9 C1-01 EN-US 1 (1)

MAN Diesel & Turbo
Index
A D
Addresses and contact persons 2.1 (1) Danger of Fire/Fire-extinguishing 5.0 (2)
Air intake casing 500.33 (2) Systems
Air intake casing, 90° 545.01 (1) Danger symbols 1.0 (2)
Air intake casing, axial 545.02 (1) Differences in height 4.2 (3)
Alarm points 3.1.1 (2) Diffuser 542.01 (1)
Alarm System 5.0 (3)
Arresting device for turbine rotor 500.45 (3) E
Emergency measures (in the event 5.2 (1)
B
of turbocharger failure)
Bans (symbols) 1.0 (2) Emergency operation with closing 500.11 (2)
Bearing casing 517.01 (1) device
Bearing parts 500.45 (5) Exhaust Gases 5.0 (2)
C F
Cartridge 500.44 (2) Fire-extinguishing Equipment 5.0 (2)
599.01 (1) Friction coefficient µ 7.2.1 (1)
Chamber silencer 544.02 (1) Fuel specifications 3.2.1 (2)
Characteristics (fuels) 3.2.1 (1) Fuels 3.2.1 (1)
Check Functional description
Bearing bush 500.45 (6) Lube oil system 4.2 (1)
Thrust bearing 500.45 (6) Functional description (turbo- 4.1 (2)
Checks during operation 5.1 (2) charger)
Cleaning
High-pressure 6.0 (3) G
Cleaning agents for compressor 3.2.4 (1) Gaps and clearances 7.2.2 (1)
and turbine Gas admission casing 500.47 (2)
Cleaning device for compressor
Pressure sprayer 579.02 (1) 501.01 (1)
Cleaning device for turbine 501.01 (1)
Dry cleaning 578.02 (1) Gas outlet casing 506.01 (1)
Wet cleaning 578.01 (1) 506.02 (1)
Cleaning system
Dry cleaning of turbine 500.22 (2) H
Wet cleaning of compressor 500.23 (2)
Wet cleaning of turbine 500.21 (2) Hazard levels
Cleaning the air filter 500.24 (1) Stufe 1 – 4 1.0 (1)
Compressor casing 546.01 (1) Hearing Protection 5.0 (1)
Compressor wheel 500.45 (4) High-pressure cleaner 6.0 (3)
Connections 3.1.2 (2)
Containment safety 5.0 (1) I
Cover
Inclination
Compressor side 500.45 (4)
Lube oil drain 4.2 (2)
Turbine side 500.45 (5)
Initial Starting of Operation (first) 5.1 (1)
Covering
Insert
2014-01-23 - de
Bearing casing 591.05 (1)

compressor side 540.04 (1)
Compressor casing 591.06 (1)
Turbine side 500.47 (2)
Gas admission casing 591.01 (1)
Gas outlet casing 591.04 (1) 541.01 (1)
Covering on the compressor cas- 500.42 (2) Inspection of components (general) 6.5 (1)
ing Inspection of individual compo- 6.5 (1)
nents (general)
Intended Use 1.1 (2)
0288-1 C1-01 EN-US 1 (3)

MAN Diesel & Turbo
J R
Jet Assist acceleration system 4.3 (1) Read-out unit
Speed measuring 7.2.3 (2)
L Regulations for Prevention of Acci- 5.0 (1)
dents
Lock washer pairs Retaining ring 500.45 (4)
Assembly, general 6.4 (2) Rotor 520.01 (1)
Lube oil drain
Inclination 4.2 (2)
S
Lube oil system
Functional description 4.2 (1) Safety
Inclination of drain pipe 4.2 (2) during Maintenance/Repair 6.0 (1)
Venting 4.2 (2) during Operation 5.0 (1)
General safety instructions 1.0 (1)
M Safety Instruction
Caution 1.0 (1)
Maintenance Schedule 6.3 (1) Caution (material damage only) 1.0 (1)
Maintenance work Danger 1.0 (1)
Remarks 6.4 (1) Warning 1.0 (1)
Maintenance Work Safety symbols 1.0 (2)
General Remarks 6.1 (1) Screw connections
Loosening 6.4 (1)
N Lubricant 6.4 (2)
Numbering Special materials 6.4 (2)
Work cards 7.1.1 (1) Table of values 7.2.1 (1)
Tightening torques 7.2.1 (1)
Shutting down 5.1 (3)
O
Silencer 500.32 (2)
Operating faults (what to do in case 5.3 (1) Sound insulation
of) Compressor casing 591.06 (1)
Operating Media 3.2.1 (1) Spare parts
Operating parameters 3.1.1 (1) General 6.0 (3)
Order numbers 7.1.1 (1) List of spare parts 595.01 (1)
Ordering spare parts 8.1.2 (1) Order numbers 6.1 (1)
Outlet casing 506.01 (1) Special services/Repair work 6.1 (1)
506.02 (1) Speed measurement 7.2.3 (1)
Speed measuring device 562.01 (1)
P Speed transmitter 7.2.3 (2)
Starting operation 5.1 (2)
Personnel Starting the engine (preparatory 5.1 (2)
Qualification 1.1 (1) work)
General 7.1.1 (1) T
Post lubrication 4.2 (3)
Pressure sprayer 579.02 (1) Tool number 7.1.1 (1)
Priming 4.2 (2) Tools
Protective Covers 5.0 (2) Availability 7.1.1 (1)
Inventory 7.1.1 (2)
Q Optional 7.1.1 (1)
2014-01-23 - de
Special 7.1.1 (2)

Qualification Standard 7.1.1 (1)
Personnel 1.1 (1) Torques
Qualification of Personnel Table of values 7.2.1 (1)
Maintenance/Repair 6.0 (1) Turbine nozzle ring 500.46 (2)
Ship systems 5.0 (3) 513.01 (1)
Stationary systems 5.0 (4) Turbine rotor 500.45 (5)
2 (3) 0288-1 C1-01 EN-US

MAN Diesel & Turbo
Turbocharger W
Removal and refitting 500.31 (2)
Weights of subassemblies 3.1.2 (1)
Subassemblies 4.1 (2)
Type plate 3.1.1 (1) 500 (2)
Work cards 6.1 (1)
V
Venting
Lube oil system 4.2 (2)
2014-01-23 - de
0288-1 C1-01 EN-US 3 (3)

MAN Diesel & Turbo
Index
Page 1 (1) Compressed Air System 513
4104553-3
Contents
of
Table
Description
Compressed air system ............................................................................................ 513.01 (23)
Drawing
Diagram for compressed air system .......................................................................... 2176944-1.1
Work cards
Air filter ..................................................................................................................... 513-01.21 (02)
Overhaul, test and inspection of air starter ................................................................ 513-01.30 (08)
Emergency starting valve .......................................................................................... 513-01.40 (08)
Check of compressed air piping system ................................................................... 513-01.90 (03)
Electric turning gear .................................................................................................. 513-25.00 (01)
Plates
Turbine starter .......................................................................................................... P51309-16
Main starting valve .................................................................................................... P51310-06
Main stop valve ......................................................................................................... P51315-03
Solenoid valve, 3/2 ................................................................................................... P51318-01
Air filter ..................................................................................................................... P51321-03
Cover for turning gear ............................................................................................... P51325-12
Turning gear ............................................................................................................. P51325-22
Arrangement of jet system ........................................................................................ P51330-10
Shutdown arrangement ............................................................................................ P51332-03
MAN Diesel & Turbo
Description 513.01
Page 1 (2) Compressed Air System
Edition 23
L21/31, L21/31S
Compressed air system
Figure 1: Diagram for compressed air system (for guidance only, please see the plant specific engine diagram)
Air supply! Working pressure for the air starter:

▪ min. 7 bar
▪ max. 8 bar
To avoid dirt particles in the internal system, a
strainer is mounted in the inlet line to the engine.
Air supply must not be interrupted when engine

Starting system
is running
The engine is started by means of a built-on air
starter, which is of the turbine starter motor type
General with gear-box, safety clutch and drive shaft with
The compressed air system on the engine consists pinion. Further, the starting system consists of a
of a starting system, starting control system and main starting valve.
safety system. Further, the system supplies air to
the jet system and the stop cylinders on each fuel Control system
injection pump.
The air starter is activated electrically with a pneu-
The compressed air is supplied from the starting air matic 3/2-way solenoid valve. The valve can be
receivers. activated manually from the starting box on the
engine, and it can be arranged for remote control,
manual or automatic.
2015.03.31 - Tier II, Stationary, TDI

MAN Diesel & Turbo
513.01 Description
Compressed Air System Page 2 (2)
Edition 23
L21/31, L21/31S
For remote activation the starting coil is connected
so that every starting signal to the starting coil goes
through the safe start function which is connected
to the basemodule mounted on the engine.
Further, the starting valve also acts as an emer-
gency starting valve which makes it possible to acti-
vate the air starter manually in case of power failure.
Safety system
Air supply must not be interrupted when the
engine is running.
As standard each fuel pump on the engine is equip-
ped with a pneumatically stop cylinder, which starts
to operate if the safety system is activated. The sys-
tem is activated electrically.
Pneumatic start sequence

When the starting valve is opened, air will be sup-
plied to the drive shaft housing of the air starter.
The air supply will - by activating a piston - bring the
drive pinion into engagement with the gear rim on
the engine flywheel.
When the pinion is fully engaged, the pilot air will
flow to, and open the main starting valve, whereby
air will be led to the air starter, which will start to
turn the engine.
When the RPM exceeds approx. 158, at which fir-
ing has taken place, the starting valve is closed
whereby the air starter is disengaged.

MAN Diesel & Turbo
Work Card 513-01.21
Page 1 (2) Air Filter
Edition 02

L21/31S, L23/30S, L27/38S

Shut off fuel oil
Short Description
Cleaning and/or maintenance of air filter.
Related Procedure

Number : -
Data
2014.05.06
MAN Diesel & Turbo
513-01.21 Work Card
Air Filter Page 2 (2)
Edition 02

L21/31S, L23/30S, L27/38S
Cleaning Air Filter

1) Depressurize unit.
2) Remove bowl and bowl guard assembly by
turning counter-clockwise.
3) Inspect bowl for damage seals and replace, if
nessesary.
Use original tool!
4) If bowl becomes dirty clean it by wiping the

bowl with a soft dry cloth or mild detergent. Figure 1: Air filter
5) Before returning to service, insure that all seals

have been reinstalled or replaced.
6) Reinstall bowl and bowl guard assembly and
To replace filter element
rotate bowl guard clockwise to securely lock in 1) Depressurize unit
place. 2) Remove bowl and bowl assembly by turning
Align arrow on bowl guard with arrow on filter counter-clockwise.
body.
3) Unscrew baffle by turning counter-clockwise.
4) Remove fi lter element and discard.
5) Install new fi lter element and reassemble in
reverse order.
6) Before returning to service, insure that all seals
The area around the engine must be clean and have been reinstalled or replaced.
tidy! 7) Reinstall bowl and bowl guard assembly and
rotate bowl guard clockwise to securely lock in
place. Align arrow on bowl guard with arrow on
filter body.
2014.05.06
MAN Diesel & Turbo
Work Card 513-01.30
Page 1 (11) Overhaul, Test and Inspection of Air Starter
Edition 08
L21/31, L21/31S

Shut off fuel oil
Short Description
Check of air starter Disassembly, overhaul and
assembly of the air starter.

All connections to the air starter have been
removed, and air starter is removed.
Related Procedure

Duration in h : Plate No. Item No. Quantity
Number : 51309 151 1 (spare part
kit)
Data
2015.09.07
MAN Diesel & Turbo
513-01.30 Work Card
Overhaul, Test and Inspection of Air Starter Page 2 (11)
Edition 08
L21/31, L21/31S
Overhaul, Test and Inspection of Air

Starter
As with all TDI air starter products, there are no rub-
bing parts so there is no lubrication required. This
eliminates failures due to lubricator problems, the
expense of installing and maintaining the system,
and the messy and hazardous oil film around the
starter exhaust. The starter is factory grease
packed for the life of the starter so it requires no
maintenance.
Operation
The starters are powered by a pair of axial fl ow tur-
bines coupled to a simple planetary gear reduction
set. The starters incorporate an inertia bendix drive
coupled to the starter gearbox drive train to provide
a means of disengaging the pinion from the
engine’s ring gear.
It is important to properly install and operate the
starters to receive the full benefi ts of the turbine
drive advantages.
General
Turbine housing assembly

The Turbine housing assembly, please see Fig 1,
consists of a stage one (23) and a stage two (13)
turbine rotor mounted on sungear shaft (29). The
front bearing (15) is secured by a retainer plate (27)
and the aft bearing is preloaded by a spring washer
(16). The ring gear (31) is installed between the tur-
bine assembly (26) and the gearbox housing (41)
and secured by four screws (42).
2015.09.07
MAN Diesel & Turbo
Work Card 513-01.30
Edition 08
L21/31, L21/31S
Figure 1: Turbine housing assembly
2015.09.07
MAN Diesel & Turbo
513-01.30 Work Card
Edition 08
L21/31, L21/31S
Gearbox housing assembly
Figure 2: Gearbox housing assembly

The gearbox housing assembly, please see Fig 2, General
consist of a planet gear carrier and output shaft
(32), three planet gears (36), needle bearings (37), Always mark adjacent parts on the starter; Nozzle
spacers (35), and planet shafts (34). 2/ Containment Ring (21), Turbine Housing (26),
Gearbox Housing (41), and Drive Housing (56) so
The carrier shaft (32) is mounted on a single bearing these parts can be located in the same relative
(38) in the gearbox housing (41). The retainer ring position when the starter is reassembled.
(48) secures the carrier shaft in the gearbox hous-
ing. The bearing housing (44) and pre-engaged pis- Do not disassemble the starter any further than
ton (50) are installed in the gearbox housing (31). necessary to replace a worn or damaged part.
Always have a complete set of seals and o-rings on
Drive assembly hand before starting any overall of a the starter.
Never use old seals or o-rings.
The drive assembly, please see Fig 3, consists of a
pre-engagement drive (53) and drive housing (56).
Twelve screws (57) secure the drive housing to the
gearbox housing.
The front end of the carrier shaft (32) is mounted in
a needle bearing (58), which is installed in the nose
of the drive housing.
Split rings (52) and a return spring (54) aid in the
disengagement of the pinion from the engine's ring
gear.
2015.09.07
MAN Diesel & Turbo
Work Card 513-01.30
Edition 08
L21/31, L21/31S
Figure 3: Drive assembly

The tools listed in Table 1 are suggested for use by Drive bearing removal
technicians servicing the starter.
Press needle bearing (58) from drive housing (56)
The best results can be expected when these tools using press tool.
are used, however the use of other tools are
acceptable.
Gearbox housing
Tool description No
Spanner wrench 2-27272 Removal of gearbox housing
Stage 2 Rotor Puller Tool 52-20076 Remove the four screws (42) and separate the
Tool, Turbine Bearing 45-25294
gearbox assembly from the turbine assembly. If the
gearbox is too tight, tap it with a mallet to loosen.
Tool, Bearing/Seal 2-26943
Tool, Seal Positioning 45-25316 Gearbox disassembly
Table 1 Service tools Remove snap ring (48) and two thrust washers (47)
from carrier shaft (32).
Drive housing Apply pressure to the carrier shaft to remove it from
the gearbox housing.
Removal of drive housing Remove four screws (39) and press the bearing
housing/pre-engaged piston assembly (44, 50) from
Mark position of drive pinion opening relative to the gearbox housing.
gearbox housing for reference during re-assembly.
Hand press bearing housing (44) out of pre-
Remove the twelve screws (57), please see Fig 3, engaged piston (50).
and pull drive housing (56) from gearbox housing
(41). If drive housing is too tight, tap it with a mallet
to loosen. Carrier shaft/planet gear disassembly
Remove snap ring (33) from planet shaft (34) and
Removal of drive push shaft through holes in assembly, please see
Fig 4.
Remove return spring (54) and pull drive (53) from
carrier shaft assembly (32). Slide the planet gear (36) out from the carrier shaft
and remove two spacers (35).
Remove split rings (52) from drive assembly.
2015.09.07
MAN Diesel & Turbo
513-01.30 Work Card
Edition 08
L21/31, L21/31S
Press the needle bearing (37) from the planet gear
(36) to remove it.
Figure 5: Turbine rotor removal
Note: The sun gear (29) may have to be held fi rmly

in a soft jaw vise when removing turbine screw.
Install rotor puller tool (52-20076) and remove the
stage 2 rotor, please see Fig 5.
Remove the square key (14) from turbine shaft (29).
Figure 4: Carrier shaft disassembly Turbine housing disassembly

Place the turbine on a fi rm surface with the sun
gear end facing up.
Turbine Housing Remove three screws (28) and bearing retainer
plate (27) from turbine housing (26).
Stage 2 rotor removal With the exhaust end facing up press turbine shaft
(29) through turbine housing (26), please see Fig 6.
Remove four screws (4), ECP assembly (5), exhaust
support (9), and exhaust guard (10). Hold the stage Remove labyrinth (24) from turbine shaft.
2 rotor (13) and remove the turbine screw (11) and Remove the aft bearing (15), wavy washer (16), and
washer (12). labyrinth (17) from nozzle 2. Install three screws (42)
removed from the gearbox housing into the jack
holes on the turbine housing (26), please see Fig 7.
2015.09.07
MAN Diesel & Turbo
Work Card 513-01.30
Edition 08
L21/31, L21/31S
Press turbine shaft (29) through forward bearing
(15) to remove bearing from shaft.
Cleaning
Degrease all metal parts, except bearings, using a
commercially approved solvent.
Note: Never wash bendix assembly or bearings in
cleaning solvents.
It is recommended that bearings are replaced with
new parts.
Clean aluminum parts. Remove parts, rinse in hot
water, and dry thoroughly.
Clean corroded steel parts with a commercially
Figure 6: Turbine shaft removal
approved stripper.
Turn the screws in sequence until the turbine hous- Clean corroded aluminum parts and rinse in hot
ing (26) is completely removed from the nozzle 2 water and dry thoroughly.
(21).
Inspection
Use Table 1 as a guide to check for acceptable
condition of the parts listed.
Check all threaded parts for galled, crossed strip-
ped, or broken threads.
Check all parts for cracks, corrosion, distortion,
scoring, or general damage.
Check all bearing bores for wear.
Check gear teeth and turbine housing ring gear for
wear.
In general, visually check for spalling, fretting, sur-
face flaking, chipping, splitting, and corrosion.
If wear is apparent, check the gear teeth dimen-
sions in accordance with Table 2. Nicks and dents
that cannot be felt with a .020 inch radius scribe are
acceptable.
Figure 7: Nozzle 2 removal
Remove the stage 1 rotor (23) and square key (14).
2015.09.07
MAN Diesel & Turbo
513-01.30 Work Card
Edition 08
L21/31, L21/31S
Part Description Check For Requirements
(Defective Parts Must Be Replaced)
Drive Worn loose or missing parts Defective unit to be replaced. Use Fig.8
as a guideline for acceptable pinion
wear.
Drive Housing Cracks and breakage Cracks are not acceptable.
Planet Gear Cracked, chipped, worn or galled teeth Wear must not exceed limits per Table
3.
There shall be no evidence of exces-
sive wear.
Carrier Shaft Cracks, scoring or raised metal in pla- Deformation of metal (smearing) in
ney shaft holes and keyways. Integrity plnaet pin holes & keyways not accept-
of knurl/keyed conneciton. able. Scoring on bearing diameter not
to exceed .005" depth.
Wear must not exceed limits per Table
3.
Planet Pins Wear grooves or flat spots Wear grooves in flat spots not permit-
ted.
Wear must not exceed limits per Table
3.
Washers Wear grooves Wear must not exceed limits per Table
3.
Spacers Parallelism of end surfaces Ends must be parallel within 0.0005".
Turbine housing Cracks and breakage Cracks and breakage are not accepta-
Ring Gear Cracks, worn, chipped, or broken gear ble. Minor surface damage is permitted
teeth. if function is not impaired
Wear must no exceed limits per table
3.
Needle Bearings Freedom of needle rollers Replace bearings
Ball Bearings Freedom of rotation without excessive Replace bearings
play between races
Containment ring/Nozzle Corrosion, erosion, cracks and broken Cracks and breakage are not accepta-
nozzle edges. ble. Minor surface damage is permitted
if function is not impaired.
Turbine Rotors Corrosion, erosion, cracks and broken Minor tip rub is permitted if function is
edges. not impaired.
Bore and key wear Wear is not permitted
Table 1: Parts Inspection Check Requirements
2015.09.07
MAN Diesel & Turbo
Work Card 513-01.30
Edition 08
L21/31, L21/31S
Part description Limit, Inches
Ring gear/ Turbine Hous- 4.6655 max.
ing
Internal measurement
between two .072" diameter
pins.
Sun Gear/ Turbine Shaft 0.5566 min
Bearing diameter
External measurement over
two .0972" diamete pins
11.2:1
Planet Gear 2.2217 min
External measurement over
two .085" diameter pins.
11.2:1 Figure 8: Gear teeth wear allowances
Table 2: Parts Wear Limits
Item number* Torque General

In-Ibs Nm The tools listed in Table 1 are suggested for use by
technicians servicing the starters. The best results
4(screw) 150 17
can be expected when these tools are used, how-
11(screw) 170 19 ever, the use of other tools is acceptable.
18(screw) 75 8.5 Caution: Replace all screws, O-rings, lip seals, and
28(screw) 113 13
bearings when the starter is reassembled.
Note: Always press the inner race of a ball bearing
39(screw) 81 9
when installing a bearing on a shaft. Always press
42(screw) 150 17 the outer race of a ball bearing when installing into a
57(screw) 150 17 housing. Do not load bearing balls.
*Refer to Fig 1,2, and 3. Lubricate all O-rings with petroleum jelly or Parker-
O-Ring Lube before assembly.
Table 3: Torque Values
2015.09.07
MAN Diesel & Turbo
513-01.30 Work Card
Edition 08
L21/31, L21/31S
Install stage 1 rotor (23) by sliding over turbine shaft
Turbine housing (29), while simultaneously aligning the key with the
keyway in the rotor.
Turbine bearing installation

Stage 2 nozzle installation
Install turbine housing (26) into nozzle 2 contain-
ment housing (21).
Note: The air inlet port on nozzle 2 must be aligned
with the casting indentation on the turbine housing.
Rotor 2 installation
Turn the turbine nozzle over (exhaust end up) and
install the labyrinth (17) onto the shaft.
Install pre-load springs (16) into bearing bore of
nozzle 2 containment housing (21).
Apply a light coating of oil to the bearing bore in the
Nozzle Containment Assembly and press the tur-
bine bearing (15) over the turbine shaft and into the
bearing bore using press Tool No 2-26943.
Insert key (14) into turbine shaft keyway and install
stage 2 rotor (13) onto shaft while simultaneously
aligning the key with the keyway in the rotor.
Secure stage 2 rotor with rotor washer (12) and
rotor screw (11). Torque to 19 Nm.
Turn turbine housing over and install O-ring (30) into
Figure 9: Turbine bearing / shaft installation the O-ring groove on the turbine housing (26).
Install plug (22) into Nozzle Containment Assembly.
Press the turbine bearing (15), please see Fig 1,
Install the ring gear (31) onto turbine housing with
onto the turbine shaft (29) until seated.
the dowel pin hole facing up.
Press the turbine bearing/shaft assembly (15, 29)
Install dowel pin (40) into dowel pin hole in ring rear
into the turbine housing (26). Use press Tool No
(31).
2-26943 if required as shown in Fig 9. Do not press
on the end of the shaft because the load could
damage the bearing balls. Gearbox Assembly
Install the bearing retainer (27) into the turbine hous-
ing (26) and secure with three screws (28). Torque Planetary gear carrier assembly
to 8.5 Nm. Press needle bearings (37) into planet gears (36)
Install O-ring (25) onto turbine housing (20). using arbor press. The bearing ID stamping must be
against pressing tool.
Rotor 1 installation The bearing should be centered between gear
faces. Place thrust washer (35) on each side of
Turn the turbine nozzle over (exhaust end up) and
planet gear (36) and install into carrier shaft (32)
install the labyrinth (18) onto the shaft.
slot.
Press the square key (14) into the keyway of turbine
Install planet shaft (34) into the carrier and secure
shaft (29) until seated.
with snap ring (33). Be sure the anti-rotation pin is
inserted into the slot on the carrier shaft.
2015.09.07
MAN Diesel & Turbo
Work Card 513-01.30
Edition 08
L21/31, L21/31S
Press needle bearing (58) into drive housing (56)
Carrier shaft installation using arbor press. The bearing ID stamping must be
against pressing tool. Do not press bearing tight
Install O-ring (43) into forward side of gearbox hous- against the drive housing shoulder. In addition, be
ing (41). sure stamped end is beneath shoulder of bearing
If removed, press gearbox bushing (38) into bearing bore.
housing (44).
Press the lip seal (46) into the forward side of the Final assembly
bearing housing (44) until seated using press Tool Apply O-ring (30) and install onto gearbox housing.
No 2-26943.
Apply liberal amounts of grease (100 grams) to
Install O-ring (43) into the groove on the bearing planet gears (36), turbine shaft sun gear (29) and
housing (44). ring gear (31).
Note: Apply a small amount of Aeroshell grease to Temporarily install one screw (42) into ring gear (31)
the outer wall of the bearing hup and the inside wall to prevent it from rotating while applying grease.
of the gearbox housing to allow for easier installa- Align gearbox assembly with turbine assembly and
tion. fasten together with four screws (42).
Install the bearing housing assembly (38, 44, 46) in Install drive housing (56) onto gearbox housing (41)
the forward side of the gearbox housing (41) and and secure with twelve screws (57). Torque to 17
secure with four screws (39). Nm.
Torque to 9 Nm. Install two O-rings (49, 51) into the Install exhaust closure plate assembly using four
grooves on the pre-engaged piston (50). screws (4). Torque to 17 Nm.
Note: Apply a small amount of Aeroshell grease to
the outer and inner walls of the pre-engaged piston
to allow for easier installation.
Press pre-engaged piston into the forward side of
the gearbox housing and remove any excess
grease from gearbox housing.
Install lip seal Tool No 45-25316 into forward side of
gearbox housing (41) placing tapered end of tool
into lip seal (46).
Install gearbox housing onto carrier shaft and place
two thrust washers (47) on carrier shaft (32).
Secure with snap ring (48) using snap ring pliers.
Drive installation
Apply a small amount of Aeroshell #6 grease to split
rings (52) and install split rings onto drive assembly
(53).
Install O-ring (55) onto drive housing (56).
Install the drive assembly (53) onto carrier shaft and
place return spring (54) over drive assembly.
Nose bearing installation

Place drive housing onto arbor press with the nose
of drive facing down.
2015.09.07
MAN Diesel & Turbo
Work Card 513-01.40
Page 1 (2) Emergency Starting Valve
Edition 08
L21/31, L21/31S

Shut off fuel oil
Short Description
Lubricating, disassembly and reassembly of emer-
gency starting valve in starting system.

Small screwdriver.
15 mm wrench
Related Procedure

Number : 1
Data
2015.09.07
MAN Diesel & Turbo
513-01.40 Work Card
Emergency Starting Valve Page 2 (2)
Edition 08
L21/31, L21/31S
Emergency Starting Valve

The emergency starting valve is placed on the tur-
bine starter and should be tested according to the
planned maintenance programme.
1) Switch the engine to "local" on the operating
box panel.
2) Remove cap over emergency start button with
15 mm wrench (see fig 1).
3) Push the emergency start button with a screw-
driver until the engine ignites.
4) Release the button. The button is springloaded
and will automatically return to the start posi-
tion.
Figure 1: Emergency starting valve
2015.09.07
MAN Diesel & Turbo
Work Card 513-01.90
Page 1 (2) Check of Compressed Air Piping System
Edition 03
L27/38, L21/31, L16/24, V28/32S, L16/24S, L21/31S, L27/38S

Shut off fuel oil
Short Description
Check of compressed air piping system.

Compressed air connected to the engine. Screwdriver.
Related Procedure

Number : 1
Data
2015.09.07
MAN Diesel & Turbo
513-01.90 Work Card
Check of Compressed Air Piping System Page 2 (2)
Edition 03
L27/38, L21/31, L16/24, V28/32S, L16/24S, L21/31S, L27/38S
Health Risk!
Health Risk!
With Air Connected

1) Examine the piping system for leaks.
2) Retighten all bolts and nuts in the piping sys-
tem.
3) Drain the system for condensed water. This
should be based on observations.
4) Check flexible connections for leaks and dam-
ages.
It is important that the flexible connections are
free from paint and grease and in healthy con-
dition.
5) Check manometers.
With Air Disconnected and Stopped

Engine
1) Move all valves and cocks in the piping system.
Lubricate valve spindles with graphite or simi-
lar.
2) Connect the air supply and make a function
test of the emergency valve. See Description
513.01.
2015.09.07
MAN Diesel & Turbo
Work Card 513-25.00
Page 1 (2) Turning Gear
Edition 01
L27/38, L21/31, V28/32S, L21/31S, L27/38S

Shut-off starting air See related electric diagram
Shut off fuel oil
Short Description
Electric turning of engine.

Indicator valve in cylinder head are 505-01.26
open
Related Procedure

Number : 1
Data
2015.10.12. - Electric
MAN Diesel & Turbo
513-25.00 Work Card
Turning Gear Page 2 (2)
Edition 01
L27/38, L21/31, V28/32S, L21/31S, L27/38S
Inform all staff working on the engine

Press the warning push button before turning the
Electric Turning Gear engine
Disengagement of turning gear

Disconnect the turning gear.
Close the indicator valve in the cylinder head.
Start and stop the engine in local before leaving the
The diesel engine can be started locally on the
engine in remote position.
emergency start arrangement eventhough the
turning gear is engaged
Maintenance
Adjustment of position switch for the Lubrication of gear shaft to avoid rust on the shaft.
turning gear
Trouble tracing
1) Pull the gearwheel out of engagement with the
gear rim until the secured position is reached Motor is not running:
2) Adjust the position switch in such a way that ▪ Check the electrical system.
the signal from the switch changes as soon as Turning gear shaft can not be moved easily:
secured position is left.
▪ Dismantle the shaft and clean for rust.
3) Tighten the position switch in this position and New lubrication to avoid rust.
check once more.
Turning gear in position, turning motor is running,
but flywheel is not moving:
Engagement of turning gear ▪ Driving gear wheel is loose.
Connect the remote push button panel to the turn- Engine is not starting:
ing gear motor starter panel.
▪ Check the microswitch ZS 75 mounted on the
Check the rotation of the gear before connection of turning gear.
the gear to the engine. Forward, clockwise rotation
- gear turning handle.
Open the indicator valve in the cylinder head.
Pull out the lock pin and press the turning handle
towards the flywheel, so the lock pin can lock in
turning position.
During repair work, see note on plate 51325
It can be necessary to turn the gear in steps for
connection to and from flywheel.
2015.10.12. - Electric
MAN Diesel & Turbo
Plate
Page 1 (2) Air starter P51309-16
L21/31, L21/31S
2014.11.21
MAN Diesel & Turbo
Plate
P51309-16 Air starter Page 2 (2)
L21/31, L21/31S
014 1/S Nut* 291 1/S Nose bearing (6/8p)*

026 1/S Screw, rotor attachment* 793 1/S Drive
038 2/S Turbine bearing* 803 1/S Return spring
051 2/S Bearing pre-load spring* 815 4/S Screw
063 1/S Spacer, labyrinth*
075 1/S O-ring*
087 1/S Spacer, labyrinth*
099 1/S O-ring*
109 3/S Screw*
110 2/S O-ring*
122 6/S Planet gear spacer*
134 3/E Planet bearing*
146 1/S Gear box bearing*
150 1/E Air starter complete, incl item 014,
026, 038, 051, 063, 075, 087,
099, 109, 110, 122, 134, 146,
158, 171, 183, 195, 205, 217,
229, 230, 242, 254, 266, 278,
291
151 1/S Overhaul kit
158 4/S Screw*
171 4/S Screw*
183 1/S O-ring*
195 1/S O-ring*
205 1/S Lip seal*
217 2/S Thrust washer*
229 1/S Retaining ring*
230 1/S O-ring*
242 1/S O-ring*
254 2/S Split ring*
266 1/S O-ring*
278 12/S Screw*

ace.
Qty/S = Qty/Starting Air Motor
2014.11.21
MAN Diesel & Turbo
Plate
Page 1 (2) Main starting valve P51310-06
L23/30H, V28/32S, L21/31, L27/38, L21/31S, L23/30S, L27/38S
2014.11.24 - TDI
MAN Diesel & Turbo
Plate
P51310-06 Main starting valve Page 2 (2)
L23/30H, V28/32S, L21/31, L27/38, L21/31S, L23/30S, L27/38S

116 1/V Housing

177 1/V Retainer
189 1/V Screen
190 1/V O-ring*
200 1/V O-ring*
212 1/V Piston
224 1/V Dampener, shock*
236 1/V O-ring, cap
238 1/V Spring*
261 1/V O-ring*
273 1/V End cap
285 1/V O-ring*
297 1/V Retainer
307 1/V O-ring
319 1/V Part of item 320
320 1/V Solenoid valve
332 2/V Screw
344 1/S Main starting valve, complete
356 1/V Spare parts kit
(190,200,224,248,261,285)

ace.
Qty/S = Qty/Starting Air Motor
Qty/V = Qty/Valve
2014.11.24 - TDI
MAN Diesel & Turbo
Plate
Page 1 (2) Main stop valve P51315-03
L23/30H, L21/31, L27/38, L21/31S, L23/30S, L27/38S
2014.11.24
MAN Diesel & Turbo
Plate
P51315-03 Main stop valve Page 2 (2)
L23/30H, L21/31, L27/38, L21/31S, L23/30S, L27/38S

042 1/E Stop valve, complete

066 1/V Gasket
078 1/V Gasket

ace.
Qty/E = Qty/Engine
Qty/V = Qty/Valve
2014.11.24
MAN Diesel & Turbo
Plate
Page 1 (2) Solenoid valve, 3/2 P51318-01
L16/24, L23/30H, V28/32S, L21/31, L27/38, L18/28, L16/24S, L21/31S, L23/30S,

L27/38S
2014.08.07 - Normally closed

MAN Diesel & Turbo
Plate
P51318-01 Solenoid valve, 3/2 Page 2 (2)
L16/24, L23/30H, V28/32S, L21/31, L27/38, L18/28, L16/24S, L21/31S, L23/30S,

L27/38S
001 1/E Solenoid valve, complete

ace.
Qty/E = Qty/Engine
2014.08.07 - Normally closed

MAN Diesel & Turbo
Plate
Page 1 (2) Air filter P51321-03

L16/24S, L21/31S, L23/30S, L27/38S
2014.05.07
MAN Diesel & Turbo
Plate
P51321-03 Air filter Page 2 (2)

L16/24S, L21/31S, L23/30S, L27/38S
190 1/E Filter complete

200 Repair kit (filter and o-ring)

ace.
Qty/E = Qty/Engine
Qty/F = Qty/Filter
2014.05.07
MAN Diesel & Turbo
Plate
Page 1 (2) Turning gear P51325-12
V28/32S, L21/31, L27/38, L21/31S, L27/38S
2014.11.24
MAN Diesel & Turbo
Plate
P51325-12 Turning gear Page 2 (2)
V28/32S, L21/31, L27/38, L21/31S, L27/38S

180 1/E Cover

192 3/E Stud
202 3/E Nut
214 1/E Plate
226 1/E Limit switch
238 2/E Screw
251 2/E Screw
263 2/E Washer

ace.
Qty/E = Qty/Engine
2014.11.24
MAN Diesel & Turbo
Plate
Page 1 (2) Turning gear P51325-22
V28/32S, L21/31, L27/38, L21/31S, L27/38S
2014.11.21
MAN Diesel & Turbo
Plate
P51325-22 Turning gear Page 2 (2)
V28/32S, L21/31, L27/38, L21/31S, L27/38S

513 1/E El motor 907 /I Glue

537 1/E Counter nuts for pull rods 970 1/E Turning gear, complete
549 1/E Washer
550 1/E Gear wheel
562 1/E Shaft
574 1/E Flange
586 4/E Cyl. screw
598 1/E Retaining ring for shaft
608 1/E Ball bearing
621 1/E Key
633 1/E Worm gear
645 4/E Cyl. screw
657 1/E Flange
669 4/E Cyl. screw
670 1/E Shaft
682 1/E Handle knob with pin
694 1/E Pipe
728 1/E Handle
753 1/E Cyl. screw
765 1/E Limit switch
777 4/E Cyl. screw
789 1/E Plate
836 1/E Disc
848 1/E Compression spring
861 1/E Disc
873 1/E Cover plate
885 2/E Washer
897 1/E Circlip

ace.
Qty/E = Qty/Engine
2014.11.21
MAN Diesel & Turbo
Plate
Page 1 (2) Arrangement of jet system P51330-10
L21/31, L21/31S

MAN Diesel & Turbo
Plate
P51330-10 Arrangement of jet system Page 2 (2)
L21/31, L21/31S
001 1/E Pipe, 8 cyl. engine

002 1/E Pipe
003 1/E Pipe
004 1/E Pipe, TCR18
005 6/E Pipe clamp
007 1/E Adjust. elbow coupling, complete
008 1/E Straight male stud, complete
009 1/E Ball valve
010 1/E Adjust. straight male coupling
011 2/E Red adaptors, male/female
012 2/E Straight male stud, complete
013 2/E Straight male complete
014 1/E Solenoid valve
015 2/E Sleeve
016 1/E Sleeve
017 1/E Restriction
018 1/E Bracket, complete
019 2/E Welding-on plate
025 6/E Plug screw
034 1/E Pipe, TCR16

ace.
Qty/E = Qty/Engine

MAN Diesel & Turbo
Plate
Page 1 (2) Shutdown arrangement P51332-03
L21/31S
2014.10.13
MAN Diesel & Turbo
Plate
P51332-03 Shutdown arrangement Page 2 (2)
L21/31S
001 1/E Air pipe

002 1/E Air pipe
003 1/E Air pipe
004 /I Air pipe 1)
005 /I Air pipe 2)
006 1/E Air pipe
007 1/E Air pipe
010 1/E Bracket
011 /I Bracket 1)
020 1/C Pipe clip
021 2/E Pipe clamp
025 2/E Hexagons socket screw
026 2/E Cyl. screw
027 9/E Cyl. screw, 5 cylinder engine
028 /I Cyl. screw 1)
030 1/E Connection socket
031 3/E Socket
032 1/E Solenoid valve, NO (normally
open)
033 2/E Socket
034 /I Socket 1)
035 1/C Socket

1/C ÷ 1
ace. 2)
1/C ÷ 2
Qty/E = Qty/Engine
2014.10.13
MAN Diesel & Turbo
Index
Page 1 (1) Fuel Oil System 514
4104553-3
Contents
of
Table
Description
Internal fuel oil system ............................................................................................... 514.01 (27)
Drawing
Diagram for fuel oil system ........................................................................................ 2176940-4.1
Work cards
Removal refitting fuel inj valve .................................................................................... 514-01.01 (02)
Fuel injection valve - checked ................................................................................... 514-01.02 (02)
Fuel injection valve - separated ................................................................................. 514-01.03 (02)
Assembly of fuel injection valve ................................................................................. 514-01.04 (02)
Dismounting/mounting of fuel injection pump ............................................................ 514-01.05 (16)
Disassembly/assembly and repair of fuel injection pump ........................................... 514-01.06 (10)
Check of fuel oil piping system .................................................................................. 514-01.90 (05)
Plates
Fuel injection pump ................................................................................................... P51401-20
Fuel injection valve .................................................................................................... P51402-22
Fuel injection pipe ..................................................................................................... P51404-16
Fuel oil filter duplex ................................................................................................... P51415-11
Fuel oil arrangement ................................................................................................. P51430-31
Fuel injection pump connections ............................................................................... P51435-09
Subsupplier
Duplex filter ...............................................................................................................
MAN Diesel & Turbo
Description 514.01
Page 1 (2) Internal fuel oil system
Edition 27
L21/31, L21/31S
Internal fuel oil system
Figure 1: Diagram for fuel oil system (for guidance only, please see the plant specific engine diagram)
Running-in filter
Pipe description The running-in filter has a fineness of 50 microns
(sphere passing mesh) and is placed in the fuel inlet
A1 Fuel oil inlet DN20
pipe. Its function is to remove impurities in the fuel
A2 Fuel oil outlet DN20 pipe between safety filter and the engine in the run-
A3A Clean leak oil to service tank DN15 ning-in period.
A3B Waste oil outlet to sludge tank DN15 Note: The filter must be removed before ship deliv-
ery or before handling over to the customer.
Table 1: Flange connections are as standard according to DIN It is adviced to install the filter every time the extern
2501 fuel pipe system has been dismantled, but it is
important to remove the filter again when the extern
fuel oil system is considered to be clean for any
General impurities.
The internal built-on fuel oil system as shown in fig.
1 consists of the following parts: Fuel oil filter duplex (Safety filter)
▪ the running-in filter GenSets with conventional fuel injection system or
▪ the high-pressure injection equipment common rail fuel systems are equipped with a fuel
oil filter duplex, with a fineness of max. 25 microns
▪ the waste oil system
(sphere passing mesh) The fuel oil filter duplex is
with star-pleated filter elements and allows change-
over during operation without pressure-loss. The fil-
ter is compact and easy to maintain, requiring only
manual cleaning when maximum allowable pressure
drop is reached. When maximum pressure drop is
2015.09.01 - Drain split

MAN Diesel & Turbo
514.01 Description
Internal fuel oil system Page 2 (2)
Edition 27
L21/31, L21/31S
reached the standby filter chamber is brought on through the leakage alarm unit in order to keep this
line simultaneously as the dirty one is isolated by heated up, thereby ensuring free drainage passage
means of the change-over valve. After venting, the even for high-viscous waste/leak oil.
dirty element can be removed, cleaned and refilled Waste and leak oil from the hot box is drained into
to be the standby filter chamber. the sludge tank.
Fuel injection equipment Clean leak fuel tank

Each cylinder unit has its own set of injection equip- Clean leak fuel is drained by gravity from the engine.
ment comprising injection pump unit, high-pressure The fuel should be collected in a separate clean
pipe and injection valve. leak fuel tank, from where it can be pumped to the
The injection equipment and the distribution supply service tank and reused without separation. The
pipes are housed in a fully enclosed compartment pipes from the engine to the clean leak fuel tank
thus minimizing heat losses from the preheated fuel. should be arranged continuously sloping. The tank
This arrangement reduces external surface temper- and the pipes must be heated and insulated, unless
atures and the risk of fire caused by fuel leakage. the installation is designed for operation exclusively
The injection pump units are with integrated roller on MDO/MGO.
guide directly above the camshaft. The leak fuel piping should be fully closed to pre-
The fuel quantity injected into each cylinder unit is vent dirt from entering the system.
adjusted by means of the governor, which main-
tains the engine speed at the preset value by a con- Sludge tank
tinuous positioning of the fuel pump racks, via a
In normal operation no fuel should leak out from the
common regulating shaft and spring-loaded link-
components of the fuel system. In connection with
ages for each pump.
maintenance, or due to unforeseen leaks, fuel or
The injection valve is for "deep" building-in to the water may spill in the hot box of the engine. The
centre of the cylinder head. spilled liquids are collected and drained by gravity
The injection oil is supplied from the injection pump from the engine through the dirty fuel connection.
to the injection valve via a double-walled pressure Waste and leak oil from the hot box is drained into
pipe installed in a bore in the cylinder head. the sludge tank.
This bore has an external connection to lead the The tank and the pipes must be heated and insula-
leak oil from the injection valve and high-pressure ted, unless the installation is designed for operation
pipe to the waste oil system, through the double exclusively on MDO/MGO.
walled pressure pipe.
A bore in the cylinder head vents the space below
the bottom rubber sealing ring on the injection
valve, thus preventing any pressure build-up due to
gas leakage, but also unveiling any malfunction of
the bottom rubber sealing ring due to leak oil.
Waste oil system

Clean leak oil from the fuel injection valves, fuel
injection pumps and high-pressure pipes, is led to
the fuel leakage alarm unit, from which it is drained
into the clean leak fuel oil tank.
The leakage alarm unit consists of a box, with a
float switch for level monitoring. In case of a leak-
age, larger than normal, the float switch will initiate
an alarm. The supply fuel oil to the engine is led
2015.09.01 - Drain split

MAN Diesel & Turbo
Work Card 514-01.01
Page 1 (4) Removal and fitting of fuel injection valve
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S-DF

52000 050
Short Description

Combination spanner, 12 mm (all)
Operating media systems closed/
depressurised Combination spanner, 17 mm (L16/24)
Engine shut down Combination spanner, 19 mm (L21/31)
Combination spanner, 24 mm (L27/38)
Combination spanner, 27 mm (L23/30H)
Combination spanner, 36 mm (L21/31, L27/38)
Long socket spanner, 24 mm (L16/24, L21/31,
L27/38)
Related Procedure
Long socket spanner, 27 mm (L23/30H)

Number : 1
Data
2014.12.11
MAN Diesel & Turbo
514-01.01 Work Card
Removal and fitting of fuel injection valve Page 2 (4)
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S-DF
9) Thread off spindle nut and remove the extrac-
tor tool.
10) Cover opening in the cylinder head.
11) Place injection valve on workbench.
12) Clean complete injection valve outside with
fuel, remove adhering with Scotch Brite or simi-
lar. Never use rotating brush, it will destroy
Short description the nozzle holes.
Execute work on time according to the mainte- Caution: Cleaning should be done on the side
nance schedule, enable/support economic opera- away of the workbench.
tion, prevent operating problems damages. Fuel
injection valves affect the loading of the injection
system and the operating values of the engine.
They are to be checked if there are deviations in the
operating values, to be overhauled if necessary or
changed.
Dismantling of fuel injection valve

Notice: An engine that runs usually on heavy oil,
should be operated for a short while on Diesel oil
before disassembling the fuel injection valves.
Initial state: Stop valves on fuel pipes closed. Oil
pump (Reserve) shut off, Cylinder head cover
removed, indicator valve opened.
Caution: Injection valve should be disassembled
only with opened indicator valve.
1) Remove the side cover over the fuel pump and
the top cover over the rocker arms for the cyl-
inder head.
2) Dismantle the delivery pipe between the fuel
pump and the lance (5) fig 1.
3) Remove the nuts (1) and the thrust piece (2).
4) For L21/31 and L27/38, unscrew the screw (3)
and remove the locking device (4). For L16/24,
dismantle nut (8) and thrust pieces (9).
5) For L16/24, L21/31, L27/38 Dismantle the
lance (5) and remove it from the cylinder head.
6) For L23/30H loosen bolt (10) 1-2 revolution.
Hereafter dismantle the pipe at screw connec-
tion (11)
7) Install the extractor tool, see fig. 2 and pull out
the fuel valve.
8) Extract injector valve by turning the spindle nut
until it is loose.
Notice: Injection valve may be dismantled only with
disassembly and assembly fixture.
2014.12.11
MAN Diesel & Turbo
Work Card 514-01.01
Page 3 (4) Removal and fitting of fuel injection valve
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S-DF
Figure 2: Extractor tool mounted on fuel injection valve
Assembling of fuel injection valve

Initial state: Injection valve, especially cylindrical
seat of nozzle bodies cleaned carefully. Opening
pressure, tightness and nozzle bores checked.
Notice: Injection valve from reserve stock or spares
delivery cleaned and check from outside.
Working steps
1) Fit new round ring seals (8), lubricated with
clean lubricating oil, in the ring groove, ensur-
ing that this is tensioned equally on the entire
periphery and not twisted.
2) Fill the inside space (spring room) of the injec-
tion valve through leakage fuel draining hole,
with clean fuel.
3) Remove cover for bore in the cylinder head and
clean the bore and seat face in the cylinder
head carefully.
Figure 1: Fuel injection valve assembly Caution: When cleaning, see that no external
objects fall into the combustion chamber!
2014.12.11
MAN Diesel & Turbo
514-01.01 Work Card
Removal and fitting of fuel injection valve Page 4 (4)
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S-DF
surface and hexagon nuts, item 1, fig 3. Then
tighten with hand and after installation of the
lance Item 5, fig 3 the hexagon nuts item 1, fig
3 can be tightened to the specified torque as
described in description 500.40, Data for Tight-
ening Torque. Prior to the tightening It might be
necessary to turn the fuel valve a little to make
the thread of the lance to catch. Tightening tor-
que for the lance as described in description
500.40, Data for Tightening Torque.
Notice: If the injection valve is installed in an operat-
ing hot cylinder head, tighten the hexagonal nuts
item 7, fig 3 only after temperature equalisation,
with specified torque.
7) Place the locking device on the hexagon of the
lance and secure it with the screw item 4, fig 3
lubricated with oil. Tightening torque as descri-
bed in description 500.40, Data for Tightening
Torque.
8) Ad lubricant (lube oil SAE30 or SAE40) to the
lance item 5, fig 3 and the fuel pump top and
install the high pressure pipe. Tightening torque
as described in description 500.40, Data for
Tightening Torque.
9) Close indicator valve.
10) Open stop valves on fuel pipes.
11) Attach cylinder head cover.
Figure 3: Fuel injection valve assembly

4) Assemble injection valve in bore, taking care of
correct positioning of the bore for threaded
piece. Fit new round ring seals, item 8, fig 3,
lubricated with clean lubricating oil, in the ring
groove, ensuring that this is tensioned equally
on the entire periphery and not twisted.
5) Ad lubricant pasta to the thread of the lance,
item 5, fig 3 and fit screw it into the fuel valve.
6) Place the thrust collar, item 2, fig 1 on the fuel
injection valve and apply lubricant (lube oil
SAE30 or SAE40) on screw thread, contact
2014.12.11
MAN Diesel & Turbo
Work Card 514-01.02
Page 1 (5) Fuel injection valve to be checked
Edition 02
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S-DF

Shut off fuel oil
Short Description

Combination spanner, 22 mm (All)
Combination spanner, 27 mm (All)
Related Procedure
Assembly of the fuel injection 514-01.04
valve

Number : 1 51701 015 1/C
51702 015 1/C
Data
2015.10.06
MAN Diesel & Turbo
514-01.02 Work Card
Fuel injection valve to be checked Page 2 (5)
Edition 02
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S-DF
Structure and pattern of the nozzle test
stand
Short description
Check components for quality/wear condition
ensure/restore operating reliability. Fuel injection
valve affect the loading of the fuel injection system
and the operating values of the engine. They are to
be checked if there are deviations in the operating
values, to be overhauled if necessary or changed.
The work extends: Checking of parts/components.
Preliminary observations
Functioning capability and setting of the injection
valve affect the combustion course, the operating
values and the loading of the injection system. If the
operating values are changed (ignition pressure,
exhaust temperature) the opening pressure and Figure 1: Nozzle test stand
tightness of the concerned valves should be
checked. The nozzle test stand allows to pressure- 4 Test pressure pump for 5 Clamping for injection
test and adjust the injection valve, using a hydraulic fuel nozzle valve complete
hand pump. The fixture ensure comfortable working
under reproducible conditions. 6 Adapter for fuel injection 7 High pressure pipe
valve
In the testing of injection valves of modern 4-stroke
engines the atomisation is no longer a test criterion,
because the behaviour of the injection nozzle in
engine operation cannot be verified.
An inferior spray pattern does not say anything
about the functioning of the injection nozzles in the
engine. It is fully functional if the criteria for opening
pressure, tightness and free nozzle bores are fulfil-
led.
2015.10.06
MAN Diesel & Turbo
Work Card 514-01.02
Edition 02
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S-DF
assembling the injection valves. If that is not possi-
ble then it is important to carry out the described
test at once after injection valves are removed from
engine. Otherwise the injection valve has to be sep-
arated and cleaned before testing.
Initial state: Injection valve is dismantled and
cleaned on the outside.
Notice: Use anti-corrosion oil for checking the
injection valves, so that they also given the conser-
vation treatment. Only absolutely clean anti-corro-
sion oil should be filled in the nozzle test stand oth-
erwise there could be malfunctioning in the pump or
in the injection valve to be tested. The fill level of the
oil container (12) should be checked.
1) Insert injection valve in the adapter head and
tighten uniformly with holder.
2) Connect the pressure pump and fuel valve by
means of connecting pipe.
3) Make sure the transparent plastic showcase (9)
is correct positioned the ensure that the spray
pattern is inside the collector.
Caution: Never allow injection nozzle to spray into
open air but only in the collector! Do not touch fuel
jets, as they penetrate the skin structure and cause
Figure 2: Nozzle test stand painful inflammation! Do not use any open flames at
workplace! Smoking is absolutely prohibited! Use
1 Fixation for mounting 2 Lever for pump suction on oil mist wherever possible!
device The checking and setting of the injection valves
3 Partition of test rig in 4 Lever with locking extends to the following steps:
tabletop (GXO-G011a) mechanism for rotating ▪ Check opening pressure
of mounting device
▪ Check fuel jets
5 Device to move show- 6 Pockets for e.g. mount-
case up and downwards ing device or tools ▪ Set target pressure
7 Oil collecting tank 8 Fan to evacuate oil ▪ Check tightness
vapour
9 Showcase to watch 10 Connection for high Check opening pressure
spray pattern pressure pipe 1) Close pressure relief valve (12) if it exist on the
11 Lever to switch from 12 Relief valve lever (to test equipment used.
opening pressure to release pressure in high 2) Actuate hand pump (26) uniformly and raise
boost test pressure pipe)
pressure until the injection nozzle opens. Note
13 Pressure gauge (with opening pressure and compare with opening
bar and PSI scaling) pressure as mentioned in description 500.35
Data for pressure and tolerance. Actuate hand
pump for min. 20 strokes and rinse injection
Preparation for inspection
valve.
Notice: Heavy oil residues in the injection valves Notice: Opening pressure
can adversely affect test result and make cleaning
more difficult. It is therefore recommended that the
engine run on Diesel oil for about 1 hour before dis-
2015.10.06
MAN Diesel & Turbo
514-01.02 Work Card
Fuel injection valve to be checked Page 4 (5)
Edition 02
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S-DF
The hydraulic pressure must be taken slowly past
the opening pressure, as otherwise there are errors
while reading off the opening pressure. The test
pressure must not exceed 15 bar more than normal
opening pressure. In case of new nozzles elements,
the nozzle needle can be stuck at the first spray test
and must be released by strong rinsing. In case of
already run-in nozzles, collect the anti corrosion oil
contaminated with fuel and do not fill it again in the
pressing device. If the opening pressure is below
350, replacement of the fuel valve spring is recom-
mended.
In case of new nozzles, there can be a drop in the
opening pressure up to 50 bar after a few operating
hours.
This pressure drop does not mean any functional
deficiency and is characteristic of all fuel injection
nozzles.
It cannot be expected that the nozzle will spray or
make a sound, only opening pressure can be
checked.
Decision: Opening pressure mentioned in descrip-
tion 500.35 Data for pressure and tolerance.
Check nozzle bores

1) Loosen the hexagonal nut (1) and turn back
adjusting screw (2) until compression spring (6)
is released.
2) Close pressure relief valve (if it exist or retighten
the high pressure pipe). Actuate hand pump
uniformly and adjust opening pressure with
adjusting screw (2) to 30 bar.
Decision: All nozzle holes open? Please refer to fig-
ure 3.
▪ Yes, continue with the next step
▪ No, Separate the injection valve as mentioned in
work card 514-01.03 and replace fuel nozzle.
Figure 3: Fuel injection valve assembly
Figure 4: Assessment of the nozzle hols. Left - open, right -

partly clogged
2015.10.06
MAN Diesel & Turbo
Work Card 514-01.02
Edition 02
L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S-DF
Adjust opening pressure to reference
value
1) Actuate hand pump uniformly and thus raise
the hydraulic pressure, at the same time ten-
sion the compression spring (6) a little by using
adjusting screw (2). Repeat the process until Figure 5: Judgement on the tightness. Left - tight, right - drops
the reference value is reached. Opening pres-
sure is mentioned in description 500.35 Data
for pressure and tolerance.
Notice: Compression spring
Do not set a higher pressure than indicated, other-
wise the compression spring will be deformed.
Adjust to the indicated higher spray pressure value
only after assembling a new compression spring to
compensate for the initial setting of the compres-
sion springs.
2) If the reference value is set reproducibly, lock
the adjusting screw (2) with the hexagonal nut
(1) and check the opening pressure again.
Check leak proofing

1) Stop the pumping of the tester and open the
pressure relief valve (12) if it exist on the test
equipment reducing the pressure to 0 bar. Or
release pressure by loosening high pressure
pipe until pressure has dropped to 0 bar. This
ensures, that the nozzle is closed completely.
2) Close pressure relief valve and pressurize pipe
again.
3) To check the leak proofing, actuate hand
pump evenly until 250 bar are reached on the
pressure gauge Item 13, fig 2. The injection
valve is considered tight if no drops fall within 5
seconds.
Notice: Make sure, that no oil drop off from the
nozzle leakage bore (9) (Fig. 5 working cards
514-01.03). This may causes a misinterpretation of
the tight nozzle. Avoid this by wrapping a cleaning
rag around the injection nozzle.
Decision: Tightness OK? Please refer to figure 4.
▪ Yes, The injection valve can be made available
for use!
▪ No, The injection valve should be replaced with
new unit.
2015.10.06
MAN Diesel & Turbo
Work Card 514-01.03
Page 1 (4) Fuel injection valve to be separated
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S-DF

Shut off fuel oil
Short Description

Container with fuel
Hexagonal screw driver (set)
Polishing medium (wool)
Paper towels
Torque wrench
Related Procedure
Separation of components Combination spanner, 30 mm (L16/24)
Checking of parts/components Combination spanner, 36 mm (L21/31)
Long socket spanner, 24 mm (L23/30)
Long socket spanner, 27 mm (L16/24, L23/30)

Number : 1
Data
2014.12.15
MAN Diesel & Turbo
514-01.03 Work Card
Fuel injection valve to be separated Page 2 (4)
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S-DF
Short description
Check components for quality/wear condition, pre-
vent operating problems/damages. Fuel injection
valves affect the loading of the fuel injection system
and the operating values of the engine. They are to
be checked if there are deviations in the operating
values, to be overhauled if necessary or changed.
Preliminary observation
Notice: Separate injection valve if, during the test
according to work card 514-01.02, errors are
detected or if the performance of the engine is out
id limit. The separation is done by placing the valve
in a vice with soft jaws.
Figure 1: Fuel injection valve
Separating of a fuel injection valve

1) Wash injection valve in fuel and Scotch Brite or
similar.
2) Place the fuel valve in a vice with soft jaws.
3) Loosen hexagonal nut (1) and turn back adjust-
ing screw (2) until compression spring (6) is
released.
4) Turn the fuel valve 180° so the hexagon nut (1)
is turned down.
2014.12.15
MAN Diesel & Turbo
Work Card 514-01.03
Page 3 (4) Fuel injection valve to be separated
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S-DF
5) Loosen nozzle tensioning nut (4) carefully. 1) Examine all components and especially sealing
faces for damage / traces of wear.
Releasing the nozzle tensioning nut
Notice: If there is heavy resistance when releasing,
No rework on the seat and fitting faces
try to make the threads free again by softening Notice: Seat and fitting faces should not be
them in fuel and turning back and forth. Do not machined manually nor mechanically, as the requi-
release nozzle tensioning nut with force, as other- site accuracies cannot be achieved.
wise threads can wear out and parts can become 2) Check if nozzle needle can be moved in the
useless. nozzle body easily and without perceivable
6) When threading out the nozzle nut (4), use the resistance, see Fig. 2.
following method: Unscrew released nozzle nut 3) Examine nozzle bodies for traces of corrosion.
and at the same time prevent it from lifting
axially from holder by continuously lightly hitting
with rubber hammer on nozzle body.
Notice: This method should prevent shaving or
scratching of the parallel pin of the sealing face
between nozzle body and holder during the thread-
ing off of the nozzle tensioning nut.
7) Thread off nozzle nut and remove nozzle body.
See that nozzle needle does not fall out.
8) Extract nozzle needle from nozzle body and
place it in fuel for cleaning.
Nozzle needle
Notice: Never interchange nozzle needles from
nozzle body to nozzle body. They are manufactured
in pairs. 9 Nozzle needle 1 Nozzle body
0
9) Remove the injection valve from the vice with
soft jaws and place it on the workbench.
Figure 2: Checking the mobility of the nozzle needle
10) Thread off adjusting screw (2).
11) If all internal parts are not loose, fit in a suitable
4) Read off nozzle specifications on the collar of
eye bolt in thrust piece (5) and extract thrust
the nozzle body.
piece. Then disassemble compression spring
(6) and thrust piece (7). Original specification - see acceptance record of
the motor.
12) Place all parts for cleaning in Diesel oil and
wash them off. Then blow with compressed air.
Check components
The inspection of the components extends to:
▪ the nozzle holes
▪ the quality of fitting faces
▪ the mobility of the needle
▪ traces of corrosion on the nozzle tensioning nut
and the nozzle body
▪ the nozzle specifications
2014.12.15
MAN Diesel & Turbo
514-01.03 Work Card
Fuel injection valve to be separated Page 4 (4)
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S-DF
Figure 3: Nozzle element with specification and IMO number
5) Change damaged parts. Replace nozzle needle

plus nozzle body together and spring (6) plus
trust piece (7) together.
2014.12.15
MAN Diesel & Turbo
Work Card 514-01.04
Page 1 (2) Assembly of the fuel injection valve
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S-DF

Shut off fuel oil
Short Description

Torque wrench
Hexagonal screw driver (set)
Related Procedure
Long socket spanner, 27 mm (L16/24, L23/30)
Assembly of components Long socket spanner, 36 mm (L21/31)

Number : 1
Data
2014.12.15
MAN Diesel & Turbo
514-01.04 Work Card
Assembly of the fuel injection valve Page 2 (2)
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S-DF
8) Screw on hexagonal nut (1) loosely on adjust-
ing screw and tighten only after adjusting the
opening pressure, please see description
500.35.
Short description
Impart necessary knowledge, ensure correct execu-
tion of work. Fuel injection valves affect the loading
of the fuel injection system and the operating values
of the engine. They are to be checked if there are
deviations in the operating values, to be overhauled
if necessary or changed.
Specification of the injection nozzle

Notice: Check before the assembly whether speci-
fication of the injection nozzle matches with the ref-
erence specification. The original specification can
be referred from the acceptance record (number,
number of nozzle bores, bore diameter, spraying
angle).
Initial situation: Injection valve separated, all indi-
vidual parts carefully cleaned, damaged parts
changed.
1) For L21/31 and L27/38 install guide for spring
(5), compression spring (6) and pressure bolt
(7).
2) For L21/31 and L27/38 align the guide for
spring (5) enabling fitting to high pressure
lance. Eventually use the high pressure lance
as guide.
3) Fit in adjusting screw (2), do not yet tighten
compression spring.
4) Before installing the nozzle, make sure all parts
are carefully cleaned and surfaced dry.
5) Dip nozzle needle in clean fuel and guide into
the nozzle body, check easy movement.
6) Install the complete nozzle (8), before fitting the
nozzle nut (4), grease with a high temperature
paste (min. 200°C). Figure 1: Assembly of the nozzle
7) Tightening the nozzle nut according to speci-
fied torque in Description 500.40 "Data for
tightening Torque".
2014.12.15
MAN Diesel & Turbo
Work Card 514-01.05
Page 1 (3) Dismounting/mounting of fuel injection pump
Edition 16
L21/31

Shut off fuel oil
Short Description
Dismounting/mounting of fuel injection pump.

Cover for fuel injection pump has been dismoun- Open-end spanner, 36 mm
ted. Unbraco top and ratchet, 10 mm
Plier for lock ring, outer
Unbraco top, 8 mm
Torque wrench
Tools for cleaning
Clean kerosene or gas oil
Antiseizure product (Copaslip, Molycote GN Plus
or similar)
Related Procedure

Number : 1
Data
2009.02.16. - Nico
MAN Diesel & Turbo
514-01.05 Work Card
Dismounting/mounting of fuel injection pump Page 2 (3)
Edition 16
L21/31
2) Push the leakage pipe into the adjacent pump
until the injection pump is free, see fig 2.
Dismounting of Fuel Injection Pump
Use protective gloves!
Dismounting of fuel injection pipe.

1) Unscrew the sleeve piece (1), see fig. 1.
2) Remove the high pressure pipe.
Figure 2: Dismounting of fuel and drain pipes
Dismounting of Leakage Pipes
1 Sleeve piece
Figure 1: Dismounting of fuel injection pipe

1) The lock ring (1), see fig 2 must be shifted into

Dismounting of Fuel and Drain Pipes the groove in the center of the pipe.
2) Push the leakage pipe into the adjacent pump
until the injection pump is free, see fig 2.
1) Remove the 2 unbraco bolts at each end and

shift the plates away from the pumps
2009.02.16. - Nico
MAN Diesel & Turbo
Work Card 514-01.05
Page 3 (3) Dismounting/mounting of fuel injection pump
Edition 16
L21/31
5) Tighten the sleeve nut at the connecting socket
Removal of Fuel Injection Pump of the pump with 110 Nm.
Mounting of Fuel and Drain Pipes

1) Check the fuel and leakage pipes, they must
not have any sharp bores on the outer circum-
ference, the inner circumference must be free
of any residuals.
2) Rub the O-rings in the injection pump with
1) Separate the spring loaded lever from the regu- paste for lip-type packing.
lating rod on the fuel injection pump.
3) Mount the pipes opposite order of dismantling.
2) Remove the screws in the bottom flange and
take the fuel injection pump away.
Mounting of Fuel Injection Pump

New pumps: Remove preserving agents.
1) Check/exchange O-ring on the oil supply hole

in the frame
2) Attach the injection pump to the engine frame,
tighten the 5 nuts with a torque, according to
description 500.40.
3) Reconnect the regulating rod to the spring loa-
ded lever.
Assembly of the Pressure Pipe

1) Renew O-ring, and coat the high-pressure
connecting threds at the pump and at the
pressure piece including the O-rings.
2) Screw the pressure pipe manually to the pres-
sure piece.
3) The correct positioning of the sealing cone
from the pressure pipe has to be checked. The
sealing cone must be completely immersed
into the pressure nozzle of the injection pump
(approx. 3.6 mm). The sleeve nut has to be
screwed manually to the pressure socket of the
injection pump, see fig 1.
4) Tighten the sleeve nut at the pressure piece
with 110 Nm.
2009.02.16. - Nico
MAN Diesel & Turbo
Work Card Disassembly/assembly and repair of fuel injection 514-01.06
Page 1 (4)
pump Edition 10
L21/31

52002 043
Shut off fuel oil
Short Description
Disassembly/assembly and repair of fuel injection
pump

Adjustable spanner 12"
Dismounting of fuel injection 514-01.05
pump Unbraco top and ratchet 5, 8, 10 mm
Plier for lockring, inner
Torque wrench
Aluminium arbor
Tools for cleaning.
Clean kerosene or gas oil.
Antiseizure product. (Copaslip, Molykote GN Plus
or similar)
Related Procedure
Dismounting/mounting of fuel 514-01.05
injection pump

Number : 1 51402 002 1/valve
51402 003 1/valve
51402 009 1/valve
Data
2015.10.22. - Nico
MAN Diesel & Turbo
514-01.06 Disassembly/assembly and repair of fuel injection Work Card
Page 2 (4)
Edition 10 pump
L21/31
Disassembly of fuel pump
1) Press in the roller tappet (14) by means of the
installation device, see fig 2.
2) Screw off the sliding block (10).
3) Loosen the spring force and demount the
installation device.
4) Take out the tappet insert (13), roller tappet
Disassembly/assembly and Repair of Fuel
(14), roller (22), thrust piece (11), pump spring
Injection Pump (9) and plunger (17/18).
If damages occur at the injection pump during the Caution! Be sure not to damage the plunger.
warranty period the service of the manufacturer or
of a contracted workshop shall be utilized, other- 5) If necessary remove the lockring (20), guide pin
wise you lose your rights under the guarantee. (21) and take out the regulating rod (3).
Note! It must be cared during the disassembly of 6) Loosen the 4 cylindrical screws (2) and remove
the connection socket (1) and barrel (7). Pres-
the injection pump that the workplace is free of
sure valve is included in connection socket (1)
chips and contaminations. It is recommended to
and can be exchanged as a component group
clean all parts with diesel fuel oil, and to place them
only.
on a non-fuzzing cloth.
7) Carefully press out the barrel (7) with an alumi-
The complete injection pump must not be placed
num arbor.
on hard or metallic surfaces by the roller. Do not
use the extractable control rack as a handle!
The following guidelines shall be

considered
▪ Do not mix up parts of the pump element and
of the constant-pressure release valve.
▪ High-pressure surfaces must be protected
against damage, and cleaned with clean Diesel
fuel and a non-fuzzing cloth or paper when they
are installed again.
▪ O-rings on demounted parts shall generally be
replaced by new O-rings before parts are instal-
led again.
▪ Only original O-rings of the manufacturer shall
be used. Apply paste for lip-type sealings to the
O-rings before installation.
▪ Cylindrical screws must be coated by graphite
paste on the bearing surface and on the thread;
tighten them crosswise and step by step (in
three steps of equal torque) to the required
tightening torque.
▪ The cylindrical screws shall be loosened cross-
wise and step by step (in three steps of equal
torque), too.
2015.10.22. - Nico
MAN Diesel & Turbo
Work Card Disassembly/assembly and repair of fuel injection 514-01.06
Page 3 (4)
pump Edition 10
L21/31
1 Fuel injection pump 2 Tool

3 Roller
Figure 2: Dismounting of roller tappet
Installation
1 Connection socket 2 Cylindrical screw
3 Regulating rod 4 Pump casing 1) Pump elements can be exchanged as compo-
nent groups only. (plunger and barrel).
5 Sealing ring 6 Cavitation screw
2) Insert the barrel (7), see fig. 1 carefully into the
7 Barrel 8 Spring plate
injection-pump casing (4) with an aluminum
9 Pump spring 10 Guiding screw arbor and a non-fuzzing cloth to protect the
11 thrust piece 12 Shim high-pressure surface.
13 Tappet insert 14 Roller tappet 3) Mount the connection socket tighten (1), see
15 Pressure valve spring 16 Valve spring fig 1, the 4 cylindrical screws. Tighten torque
(2), see fig 1, 60 Nm.
17 Plunger (1.5-20 cSt) 18 Plunger (< 1.5 cSt)
4) Turn the injection pump vertically by 180
19 Regulating sleeve 20 Lockring
degrees.
21 Guide pin 22 Roller
5) Install the control sleeve (19) - care for the
Figure 1: Fuel injection pump marking!
6) The further assembly is carried in reverse order
of disassembly (driving pin of the plunger in the
direction of the slot of the control sleeve). Guid-
ing screw has to be mounted with loctite 0577.
2015.10.22. - Nico
MAN Diesel & Turbo
514-01.06 Disassembly/assembly and repair of fuel injection Work Card
Page 4 (4)
Edition 10 pump
L21/31
7) Marking on the driving pin, installed towards Preservation
the boring of the control rack.
The main functional components of each injection
If a pump element is exchanged it is recommended pump supplied by the manufacturer has been pre-
to check the pre-stroke. Proceed as follows: served during its check-up in the test stand.
The injection pump is assembled without pump P3 gero cut S 102 having a viscosity of 3.5
spring (9) and cavitation screws (6). mm2/sec at 20°C according to DIN 53015 is used
The plunger (17/18) is fixed in the control boring by as preserving agent.
the measuring pin, see fig. 3. All external surfaces are primed.
The span between the measuring sleeve and the The processed external surfaces are coated with
roller is measured by a depth micrometer. anti-rust grease or preserved with preserving oil
The difference to the required dimension of 10 ± Castrol Rustilo DWX31 having a specific gravity of
0.05 mm has to be newly adjusted by the thrust 820 kg/m3 at 15°C according to DIN 51757.
piece (11), if necessary. This preservation is effective for 2 years.
If the prestroke is not correct, the max firing pres-
sure of the mentioned cylinder will be wrong. Re-preservation
If the pre-stroke is correct then reassembly the If the injection pump has not been put into opera-
pump with spring (9) and cavitation screws (6) and tion within 2 years after its delivery a re-preservation
tighten with correct torque acc. to description has to be carried out.
500.40.
For that purpose, a protective cap must be
Caution! Secure the guiding screws (10) by Loctite removed from the fuel discharge (upper connection)
0577. at the injection pump.
The suction chamber of the injection pump is filled
with preserving agent through the fuel discharge
boring, and closed.
By moving the plunger, the hollows are filled with
preserving agent.
All external surfaces coated with anti-rust agent
must be preserved once more.
The control rack has to be moved in regular inter-
vals of approx. 3 months to avoid a sticking of the
plunger.
1 Measuring pin 2 Measuring sleeve
Figure 3: Check of pre-stroke
2015.10.22. - Nico
MAN Diesel & Turbo
Work Card 514-01.90
Page 1 (2) Check of fuel oil piping system
Edition 05
L27/38, L21/31, L21/31S, L27/38S

Shut off fuel oil
Short Description
Check of fuel oil piping system.

Engine is running.
Related Procedure

Number : 1
Data
2015.09.15
MAN Diesel & Turbo
514-01.90 Work Card
Check of fuel oil piping system Page 2 (2)
Edition 05
L27/38, L21/31, L21/31S, L27/38S
Health Risk!
Health Risk!
Fuel oil system

1) Dismount the covers to the injection pumps.
Blow through drain pipes from the pump bed.
2) Examine the piping system for leaks.
3) Retighten all bolts and nuts in the piping sys-
tem.
4) Move all valves in the piping system. Lubricate
valve spindles with graphite or similar.
5) Check flexible connections for leaks and dam-
ages.
It is important that the flexible connections are free
from paint and grease and in healthy condition.
6) Check for any leak of the O-ring for the fuel
injection pipe.
Concerning fuel oil condition, see section 504.
2015.09.15
MAN Diesel & Turbo
Plate
Page 1 (2) Fuel injection pump P51401-20
L21/31, L21/31S
2015.09.08
MAN Diesel & Turbo
Plate
P51401-20 Fuel injection pump Page 2 (2)
L21/31, L21/31S
001 1/P Pump casing 032 2/P Seal ring

002 1/P Seal ring 033 2/P Cylindrical screw
003 2/P Seal ring 034 1/P Seal ring
004 2/P Baffle screw 035 1/P Seal ring
005 1/P Pump element 036 1/P Stop piston
006 3/P Seal ring 565 1/C Fuel injection pump, complete
007 1/P Support ring
008 1/P Seal ring
009 1/P Valve carrier
010 1/P Seal ring
011 6/P Cylindrical screw
012 1/P Regulating sleeve
013 1/P Control rod
015 1/P Pointer
016 2/P Countersunk screw
017 4/P Shim
018 1/P Screw plug
019 1/P Seal ring
020 1/P Spring plate
021 1/P Spring
022 1/P Piston spring plate
024 1/P Shim
025 4/P Shim
026 1/P Tappet guide
027 1/P Blocking screw
031 1/P Connection socket

ace.
ble separately
Qty/P = Qty/Pump
2015.09.08
MAN Diesel
Plate
Page 1 (2) Fuel Injection Valve (NICO) 51402-22
L21/31
153
116
165
012
212
177
010
001
008
007
009
006
224
003 005
002
094
004
08028-0D/H5250/94.08.12
013 Pressure pipe,

see plate 51404
011
09.37
MAN Diesel
Plate
51402-22 Fuel Injection Valve (NICO) Page 2 (2)
L21/31
Item Item
001 1/V Support body Dyseholder
002 1/V Seal ring Tætningsring
004 1/V Spring plate Trykbolt
005 1/V Pressure spring Trykfjeder
006 1/V Trust piece Trækstykke
007 1/V Threaded pin Gevindstift
008 1/V Setting screw Stilleskrue
010 1/V Lock nut Låsering
011 1/V Nozzle nut Dysemøtrik
012 1/V Trust piece Trækstykke
013 1/V Injection nozzle Dyse
094 2/V Cylindrical pin Cylindrisk stift
116 1/C Fuel injection valve Brændselsventil

complete incl. item komplet inkl. item 002,
002, 003, 004, 005, 006, 003, 004, 005, 006, 007,
007, 008, 009, 010, 011, 008, 009, 010, 011,
013, 212 013, 212
153 2/V Nut Møtrik
165 2/V Washer Skive
177 2/V Bolt Bolt
212 1/V Nozzle holder com- Dyseholder komplet

plete incl. item 001, inkl. item 001, 094, 224
094, 224
224 1/V Bush Bøsning

08028-0D/H5250/94.08.12
Qty/V = Qty/Valve Qty/V = Qty/Ventil
09.37
MAN Diesel
Plate
Page 1 (2) Fuel Injection Pipe (NICO) 51404-16
L21/31
08028-0D/H5250/94.08.12
09.04
MAN Diesel
Plate
51404-16 Fuel Injection Pipe (NICO) Page 2 (2)
L21/31
Item Item
010 1/C Seal ring Tætningsring
034 4/C Disc Skive
058 2/C Screw Skrue
071 1/C Flange Flange
083 1/C Delivery socket Forbindelsesrør
095 2/C Thrust ring Trykring
105 1/C Tap washer Skive
117 1/C Pressure pipe, Trykrør, komplet

complete
129 1/C Delivery socket, Forbindelsesrør,

complete komplet
08028-0D/H5250/94.08.12
Qty/E = Qty./Engine Qty/E = Qty./Motor
09.04
MAN Diesel & Turbo
Plate
Page 1 (2) Fuel oil filter duplex P51415-11
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S-DF
2014.10.08 - Mk2, 25 my
MAN Diesel & Turbo
Plate
P51415-11 Fuel oil filter duplex Page 2 (2)
L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, L16/24S, L21/31S,

L23/30S, L27/38S, L28/32S-DF
002 2/F Screw plug 034 2/F Filter element, dn 50

003 2/F Gasket 035 2/F Filter element, dn 65
004 2/F Screw plug 036 2/F Gasket, dn 25, dn 32
005 2/F Gasket 037 2/F Gasket, dn 40
006 2/F Screw plug 038 2/F Gasket, dn 50
007 2/F Gasket 039 2/F Gasket, dn 65
010 6/F Bolt, dn 25, dn 32 040 8/F Bolt, dn 25, dn 32
011 6/F Bolt, dn 40, dn 50, dn 65 041 8/F Bolt, dn 40, dn 50
012 2/F Cover, dn 25, dn 32 042 8/F Bolt, dn 65
013 2/F Cover, dn 40, dn 50, dn 65 043 8/F Nut, dn 25, dn 32
014 2/F O-ring, dn 25, dn 32 044 8/F Nut, dn 40, dn 50
015 2/F O-ring, dn 40, dn 50, dn 65 045 8/F Nut, dn 65
016 8/F Nut, dn 25, dn 32 070 2/F Screw
017 8/F Nut, dn 40, dn 50, dn 65 072 2/F Nut
018 1/F Ball valve 073 2/F Spring washer
019 1/F Cock 075 1/E Fuel oil filter duplex, dn 25, com-
plete
020 2/F O-ring, dn 25, dn 32
076 1/E Fuel oil filter duplex, dn 32, com-
021 2/F O-ring, dn 40 plete
022 2/F O-ring, dn 50 077 1/E Fuel oil filter duplex, dn 40, com-
plete
023 2/F O-ring, dn 65
078 1/E Fuel oil filter duplex, dn 50, com-
024 1/F Circlip ring, dn 25, dn 32 plete
025 1/F Circlip ring, dn 40 079 1/E Fuel oil filter duplex, dn 65, com-
plete
026 1/F Circlip ring, dn 50
027 1/F Circlip ring, dn 65
028 1/F Plug key
029 2/F Gasket, dn 25, dn 32
030 2/F Gasket, dn 40, dn 50, dn 65
031 2/F Filter element, dn 25

ace.
Qty/E = Qty/Engine
Qty/F = Qty/Filter
2014.10.08 - Mk2, 25 my
MAN Diesel & Turbo
Plate
Page 1 (2) Fuel oil arrangement P51430-31
L21/31, L21/31S
2015.09.15
MAN Diesel & Turbo
Plate
P51430-31 Fuel oil arrangement Page 2 (2)
L21/31, L21/31S
012 1/E Pipe, fuel oil outlet 347 2/E Hexagon screw
024 1/E Pipe, fuel oil inlet 359 1/E Drain pipe
036 1/E Drain pipe 360 2/E Hexagon screw
048 1/E Straight coupling complete 372 1/E Pipe, fuel oil outlet
061 2/E Straight coupling complete 384 1/E Bracket
073 1/E Bracket 396 1/E Drain pipe
085 3/E Straight male stud coupling 406 8/E Nut
097 1/E Non-return valve 418 1/E Reducing stand pipe
107 5/E Pipe clamp 431 1/E Adjustable elbow coupling
119 20/E Hexagon screw 443 1/E Adjustable elbow coupling
120 2/E Cylindrical screw 455 1/E Drain pipe, 5 cyl. engine
132 5/E Pipe clamp 467 1/E Drain pipe, 6 cyl. engine
144 3/E Packing square 479 1/E Drain pipe, 7 cyl. engine
156 12/E Hexagon screw 480 1/E Drain pipe, 8 cyl. engine
168 4/E Hexagon screw 492 1/E Drain pipe, 9 cyl. engine
181 2/E Pipe clamp 502 1/E Pipe, fuel oil outlet
193 1/E Pipe, fuel oil inlet 514 1/E Bracket
203 1/E Pipe, fuel oil inlet 526 12/E Washer
215 1/E Pipe, fuel oil inlet 538 1/E Bracket
227 1/E Drain pipe 551 2/E Gasket
239 1/E Drain pipe 563 3/E Hexagon screw
240 2/E Reducing stand pipe 575 2/E Washer
252 2/E Straight male stud coupling 587 1/E Screw
264 1/E Bracket 599 1/E Screw
288 2/E Adjustable elbow coupling
311 1/E Steel pipe
323 1/E Equal tee coupling, complete
335 2/E Pipe clamp

ace.
ble separately
Qty/E = Qty/Engine
2015.09.15
MAN Diesel
Plate
Page 1 (2) Fuel Injection Pump Connections (NICO) 51435-09
L21/31
Y
134
5 cylinder 133
132
135
X 131
142
X
143
141
154
Y 023
153
021 026
152
155 020 027
022 025
151
024
009 019
162 018
163 001 017
161
282
029
281 6 cylinder
009
7 cylinder
08028-0D/H5250/94.08.12
8 cylinder
9 cylinder
09.04
MAN Diesel
Plate
51435-09 Fuel Injection Pump Connections (NICO) Page 2 (2)
L21/31
Item Item
001 Injection pump Indsprøjtningspumpe 134 Seal ring Tætningsring

5/E 5 cyl. engine 5 cyl. motor 16/E 5 cyl. engine 5 cyl. engine
009 Seal ring Tætningsring 135 Cylindrical screw Cylinderskrue

017 1/E Drain screw Dræinskrue 141 Leakage fuel pipe Brændolierør
018 1/E Seal ring Tætningsring 5/E 6 cyl. engine 6 cyl. motor
019 1/E End cover Endedæksel 7/E 8 cyl. engine 8 cyl. motor
020 1/E Drain screw Dræinskrue
142 Seal ring Tætningsring
023 1/E Threaded pin Gevindstift 16/E 9 cyl. engine 9 cyl. motor
024 2/E Screw plug Propskrue 143 Tab washer Skive

025 1/E End cover Endedæksel 10/E 6 cyl. engine 6 cyl. motor
026 2/E Cylindrical screw Cylinderskrue 14/E 8 cyl. engine 8 cyl. motor
027 4/E Cylindrical screw Cylinderskrue
151 2/C Fuel pipe Brændolierør
029 3/E Cylindrical screw Cylinderskrue
152 2/C Clamping piece Spændestykke
131 Fuel pipe Brændolierør
8/E 5 cyl. engine 5 cyl. motor 153 4/C Shaft seal Akseltætningsring
12/E 7 cyl. engine 7 cyl. motor 154 4/C Seal ring Tætningsring
16/E 9 cyl. engine 9 cyl. motor 155 4/C Cylindricl screw Cylinderskrue
132 Clamping piece Spændestykke 161 1/C Leakage fuel pipe Brændolierør
10/E 6 cyl. engine 6 cyl. motor 162 2/C Seal ring Tætningsring
14/E 8 cyl. engine 8 cyl. motor 163 2/C Tab washer Skive
08028-0D/H5250/94.08.12
281 1/C Plate Plade

133 Shaft seal Akseltætningsring
16/E 5 cyl. engine 5 cyl. motor 282 2/C Lock screw Låseskrue
09.04
MAN Diesel & Turbo
Index
Page 1 (1) Lubricating Oil System 515
4104553-3
Contents
of
Table
Description
Internal lubricating oil system .................................................................................... 515.01 (19)
Crankcase ventilation ................................................................................................ 515.31 (04)
Drawing
Diagram for lubricating oil system ............................................................................. 2176941-6.1
Work cards
Lubricating oil pump ................................................................................................. 515-01.00 (05)
Prelubricating pump .................................................................................................. 515-01.05 (08)
Lubricating oil filter .................................................................................................... 515-01.10 (04)
Lubricating oil, thermostatic valve ............................................................................. 515-01.20 (05)
Check of lubricating oil piping system ....................................................................... 515-01.90 (03)
Lubricating oil cooler ................................................................................................. 515-06.00 (06)
Centrifugal bypass filter ............................................................................................. 515-15.00 (09)
Plates
Lubricating oil pump ................................................................................................. P51501-25
Lubricating oil filter .................................................................................................... P51502-16
Prelubricating pump with el-motor ............................................................................ P51504-05
Lubricating oil cooler ................................................................................................. P51506-07
Pressure regulating valve .......................................................................................... P51507-03
Arrangement, centrifugal filter ................................................................................... P51514-04
Centrifugal bypass filter ............................................................................................. P51515-03
Cover / automatic filter .............................................................................................. P51517-02
Arrangement of lubricating oil separator .................................................................... P51531-06
Prelubricating pump arrangement ............................................................................. P51535-07
Mounting of lub. oil thermostatic elements ................................................................ P51545-01
MAN Diesel & Turbo
Description 515.01
Page 1 (3) Internal lubricating oil system
Edition 19
L21/31, L21/31S
Internal lubricating oil system
Figure 1: Diagram for internal lubricating oil system

The standard engine is equipped with:
Pipe description ▪ Engine driven lubricating oil pump
C3 Lubricating oil from separator DN25 ▪ Lubricating oil cooler

▪ Lubricating oil thermostatic valve
C4 Lubricating oil to separator DN25
▪ Duplex full-flow depth filter
C13 Oil vapour discharge* DN65
▪ Pre-lubricating oil pump
C15 Lubricating oil overflow DN50
▪ Centrifugal by-pass filter
C30 Venting pipe turbocharger DN40
bearings
Oil quantities
Table 1: Flange connections are as standard according to DIN
The approximate quantities of oil necessary for a
2501 new engine, before starting up are given in the
table, see "B 12 01 1 / 504.06 Lubricating Oil in
Base Frame" (max. litre H3)
* For external pipe connection, please see Crank-
case ventilation, B 12 00 0/515.31. If there are connected external, full-flow filters etc.,
the quantity of oil in the external piping must also be
taken into account.
General
Max. velocity recommendations for external lubri-
As standard the lubricating oil system is based on cating oil pipes:
wet sump lubrication.
- Pump suction side 1.0 - 1.5 m/s
All moving parts of the engine are lubricated with oil
circulating under pressure in a closed system. - Pump discharge side 1.5 - 2.0 m/s
The lubricating oil is also used for the purpose of

cooling the pistons and turbocharger.
2014.08.18
MAN Diesel & Turbo
515.01 Description
Internal lubricating oil system Page 2 (3)
Edition 19
L21/31, L21/31S
The connecting rods have bored channels for
Lubricating oil consumption supply of oil from the big-end bearings to the
small-end bearings, which has an inner circum-
The lubricating oil consumption, see "Specific lubri- ferential groove, and a bore for distribution of oil
cating oil consumption - SLOC, B 12 15 0 / to the piston.
504.07"
From the front main bearings channels are
It should, however, be observed that during the run- bored in the crankshaft for lubricating of the
ning in period the lubricating oil consumption may damper.
exceed the values stated.
3. The lubricating oil pipes for the camshaft drive
gear wheels are equipped with nozzles which
Quality of oil are adjusted to apply the oil at the points where
Only HD lubricating oil (Detergent Lubricating Oil) the gear wheels are in mesh.
should be used, characteristic stated in "Lubricating 4. The lubricating oil pipe for the gear wheels are
Oil Specification, 010.000.023". adjusted to apply the oil at the points where the
gear wheels are in mesh.
System flow 5. The lubricating oil to the rocker arms is led
The lubricating oil pump draws oil from the oil sump through bores in the engine frame to each cylin-
and presses the oil through the cooler and filter to der head. The oil continuous through bores in
the main lubricating oil bore, from where the oil is the cylinder head and rocker arm to the mova-
distributed to the various lubricating points. From ble parts to be lubricated at the rocker arm and
the lubricating points the oil returns by gravity to the valve bridge.
oil sump. The oil pressure is controlled by an adjust- 6. Through a bores in the frame lubricating oil is
able spring-loaded relief valve built in the system. led to camshafts bearings.
The main groups of components to be lubricated
are: Lubricating oil pump
1. Turbocharger The lubricating oil pump, which is of the gear wheel
2. Main bearings, big-end bearing etc. type, is mounted on the front-end box of the engine
and is driven by the crankshaft.
3. Camshaft drive
4. Governor drive Lubricating oil cooler
5. Rocker arms
As standard the lubricating oil cooler is of the plate
6. Camshaft type. The cooler is mounted on the front-end box.
1. The turbocharger is an integrated part of the Thermostatic valve

lubricating oil system, thus allowing continuous The thermostatic valve is a fully automatic three-
priming and lubrication when engine is running. way valve with thermostatic elements set of fixed
For priming and during operation the turbo- temperature.
charger is connected to the lubricating oil circuit
of the engine. The oil serves for bearing lubrica-
tion and also for dissipation of heat.
Built-on full-flow depth filter
The inlet line to the turbocharger is equipped The built-on lubricating oil filter is of the duplex
with an orifice in order to adjust the oil flow. paper cartridge type. It is a depth filter with a
nominel fineness of 10-15 microns, and a safety fil-
2. Lubricating oil for the main bearings is supplied ter with a fineness of 60 microns.
through holes in the engine frame. From the
main bearings it passes through bores in the
crankshaft to the connecting rod big-end bear- Centrifugal by-pass filter
ings. As standard the engine is equipped with a centrifu-
gal by-pass filter.
2014.08.18
MAN Diesel & Turbo
Description 515.01
Page 3 (3) Internal lubricating oil system
Edition 19
L21/31, L21/31S
This filter removes contaminants through centrifugal
force, and is used as an indicator on the correct
use of the external separator units.
The cleaning intervals is according to "Planned
maintenance programme, see D 10 36 0 /
500.25/500.26". The sludge amount must be
measured either by means of weight or thickness
and noted for reference.
If the centrifugal by-pass filter is building up depos-
its quickly, it is a sign on that the external separator
unit is working poorly.
Pre-lubricating
As standard the engine is equipped with an electric-
driven pre-lubricating pump mounted parallel to the
main pump. The pump is arranged for automatic
operation, ensuring stand-still of the pre-lubricating
pump when the engine is running, and running dur-
ing engine stand-still in stand-by position by the
engine control system.
Draining of the oil sump

It is recommended to use the separator suction
pipe for draining of the lubricating oil sump.
Oil level switches

The oil level is automatically monitored by level
switches giving alarm if the level is out of range.
2014.08.18
MAN Diesel & Turbo
Description 515.31
Page 1 (2) Crankcase ventilation
Edition 04

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Crankcase ventilation 1) The vent pipe from each engine is to run inde-
pendently to the manifold and be fitted with
The crankcase ventilation is not to be directly con- corrosion resistant flame screen within the
nected with any other piping system. It is preferable manifold.
that the crankcase ventilation pipe from each
engine is led independently to the open air. The out- 2) The manifold is to be located as high as practi-
let is to be fitted with corrosion resistant flame cable so as to allow a substantial length of pip-
screen separately for each engine. ing, which separates the crankcase on the indi-
vidual engines.
3) The manifold is to be vented to the open air, so
that the vent outlet is fitted with corrosion
resistant flame screen, and the clear open area
of the vent outlet is not less than the aggregate
area of the individual crankcase vent pipes
entering the manifold.
4) The manifold is to be provided with drainage
arrangement.
The ventilation pipe must be designed to eliminate
the risk of water condensation in the pipe flowing
back into the engine and should end in the open air:
▪ The connection between engine (C13 / C30)
and the ventilation pipe must be flexible.
▪ The ventilation pipe must be made with continu-
ous upward slope of minimum 5°, even when
the ship heel or trim (static inclination).
▪ A continuous drain must be installed near the
engine. The drain must be led back to the
sludge tank.
Engine Nominal diameter ND (mm)

A B C
L16/24, L16/24S 50 65
L21/31, L21/31S 65 40 80
L23/30H, L23/30S 50 - 65
L23/30DF, L23/30H* 50 25 65
L27/38, L27/38S 100 - 100
L28/32DF 50 40 65
L28/32H, L28/32S 50 - 65
V28/32H 100 - 125
V28/32DF 100 - 125
Figure 1: Crankcase ventilation
V28/32S 100 - 125
However, if a manifold arrangement is used, its Table 1: Pipe diameters for crankcase ventilation
arrangements are to be as follows:
2015.04.15 - (* Mk2)
MAN Diesel & Turbo
515.31 Description
Crankcase ventilation Page 2 (2)
Edition 04

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
▪ Dimension of the flexible connection, see pipe
diameters in table 1.
▪ Dimension of the ventilation pipe after the flexi-
ble connection, see pipe diameters in table 1.
The crankcase ventilation flow rate varies over time,
from the engine is new/major overhauled, until it is
time to overhaul the engine again.
The crankcase ventilation flow rate is in the range of
3.5 – 5.0 ‰ of the combustion air flow rate [m³/h]
at 100 % engine load.
If the combustion air flow rate at 100 % engine load
is stated in [kg/h] this can be converted to [m³/h]
with the following formula (Tropic Reference Condi-
tion) :
Example :
Engine with a mechanical output of 880 kW and
combustion air consumption of 6000 [kg/h] corre-
sponds to :
The crankcase ventilation flow rate will then be in

the range of 19.2 – 27.4 [m³/h]
The maximum crankcase backpressure measured
right after the engine at 100 % engine load must not
exceed 3.0 [mbar] = 30 [mmWC].
2015.04.15 - (* Mk2)
MAN Diesel & Turbo
Work Card 515-01.00
Page 1 (4) Lubricating oil pump
Edition 05
L21/31, L21/31S

Shut off fuel oil
Short Description
Disassembly, overhaul and assembly of lubricating
oil pump.

Lubricating oil cooler 515-06.00
Related Procedure

Number : 1 51501 018 2/P
51501 102 4/P
Data
2015.09.15
MAN Diesel & Turbo
515-01.00 Work Card
Lubricating oil pump Page 2 (4)
Edition 05
L21/31, L21/31S
5) Mount the gear wheel shafts (5) the cover (4)
and the bolt (3), the spur wheel (2) and the bolt
(1), see fig 1. Tighten the bolts according to
page 500.40.
Note: Check that the oil pump can run easily
when the pump is assembled.
Assembling of Safety Valve

Preparing before Dismounting
1) Place a threaded bar in the valve body thread
For getting access to the lubricating oil pump, it is (6).
necessary to remove the lubricating oil cooler.
Please see working card 515-06.00. 2) Insert pressure spring (7) and spring plate (8)
and preload with a disc and a hexagon nut.
Personal Protection Equipment! 3) Tighten the nut to insert the spring and plate
into the valve body (6). Insert the lock ring (9)
when the lock ring groove is exposed.
Personal Protection Equipment:

Dismounting
1) Remove the bolts which are holding the lub. oil
pump.
2) Use the spring bolts to push out the pump.
Overhaul
1) Remove the bolt (1) and the spur wheel (2), see
fig 1.
2) Remove the bolt (3) and the cover (4), see fig 1. 1 Bolt 2 Spur wheel
Remove the gear wheel shafts (5) and clean all 3 Bolt 4 Cover
parts in gas oil and with a hard brush, (never
5 Gear wheel shafts 6 Valve body
use a steel brush). The parts are blown clean
with pressurized air. 7 Pressure spring 8 Spring plate
3) Check the wear of the bearing bush. 9 Lock ring
4) If the bearing bush is to be removed, the exist- Figure 1: Lubricating oil pump
ing bearing bush is plugged out by means of a
mandrel. The bores are cleaned, see fig 2 and
the new bearing bush is mounted. The bush is
cooled down to -130°C, the housing or cover Mounting
has room temperature. Attention must be 1) Change the O-rings on the pump.
made when replacing bearings, see fig 2.
Note: Criteria for replacement of bearing bush, 2) Mount the pump using the bolts and tighten
see A, fig 3. these according to description 500.40.
3) Renew the O-rings for oil and water connec-
tions to the lub. oil cooler.
2015.09.15
MAN Diesel & Turbo
Work Card 515-01.00
Page 3 (4) Lubricating oil pump
Edition 05
L21/31, L21/31S
4) Mount the lub. oil cooler to the frame plate.
Figure 2: Bores to be cleaned
2015.09.15
MAN Diesel & Turbo
515-01.00 Work Card
Lubricating oil pump Page 4 (4)
Edition 05
L21/31, L21/31S
Figure 3: Check of bearing bush
2015.09.15
MAN Diesel & Turbo
Work Card 515-01.05
Page 1 (3) Prelubricating Pump
Edition 08
L27/38, L23/30H, L21/31, V28/32S, L28/32DF, L23/30DF, L27/38S, L23/30S,

L21/31S

Shut off fuel oil
Short Description
Dismounting, replacement of the rotary shaft seal
and assembly of prelubricating pump.

Bench vice.
Spanner.
Torque spanner.
Plier for lock ring.
Soft hammer.
Related Procedure

Duration in h : 2-3 Plate No. Item No. Quantity
Number : 1 51504 -
Data
2015.10.06
MAN Diesel & Turbo
515-01.05 Work Card
Prelubricating Pump Page 2 (3)
Edition 08

L21/31S
8) Remove the gear wheels from the cover (014).
Dismounting is only possible by disturbing the
rotor shaft seal and by breaking the bearing
bush.
9) Remove the security ring (099) and take off the
rotary shaft seal (122).
10) Press out the driving gear shaft bearing bush,
Overhauls pull out the running bearing bush with the inner
wheel puller.
Overhauls for the purpose of avoiding functional
11) Gear box (026). Dismounting is only possible
trouble are not normally necessary for the prelubri-
by damaging the shaft bush. Press out the
cating pumps, when properly used, there is very lit-
shaft bushes.
tle wear on the pump gear shaft.
12) Pressure control valve (038). The pressure con-
trol valve can be dismounted also without dis-
Spare Parts
mounting the pump.
Before any overhaul is done, please note the follow-
ing: Mounting
If a pump gets unusable by wear, it must be
1) The mounting process follows in reverse order,
replaced. Installation of spare parts cannot bring it
it is stressed that an exact cleaning works is
back to normal condition.
necessary.
It pays to keep extra pumps in stock or to have
Especially the sealing faces must be clean.
repairs (overhauls) carried out at our repair shop.
Tightening of screw pos. (075):
The shaft seal needs only to be replaced in case of
leakage or after dismounting of drive shaft. The R25 10 Nm
marks from the seal do not necessarily mean that R35 50 Nm
the sealing is defective, but there is a risk of leakage
In connection with the bearing bush, attention must
after replacement of sealing.
be paid to the placement of the butt joint and the
We advise not to change the bearing bushes. In mounting depth.
connection with damages on the bearings it is nor-
The new shaft seal cannot be pressed into the pro-
mal that also the shafts and the parts in the gear
tection cover before exact mounting of the pump.
box will be damaged.
O-ring must be changed.
When ordering spare parts, do not forget to state
the factory no. of the pump.
Replacement of mechanical seal

1) Disconnect the cable and pipe connection to
the pump.
2) Remove the pump from the engine base frame.
3) Separate the pump and the el-motor.
4) Remove the coupling part and key (109), see
fig. 1, from the driving gear shaft (051).
5) Loosen screws (075) and take off the pressure
control valve (038).
6) Tighten the pump to the flange. Pressure con-
trol valve (038) upwards.
7) Take off the gear box (026), if necessary use a
soft hammer for separation.
2015.10.06
MAN Diesel & Turbo
Work Card 515-01.05
Page 3 (3) Prelubricating Pump
Edition 08

L21/31S
Figure 1: Prelubricating pump
2015.10.06
MAN Diesel & Turbo
Work Card 515-01.10
Page 1 (3) Lubricating Oil Filter
Edition 04
L21/31

Shut off fuel oil
Short Description
Replacement of paper filter element(s). Cleaning of
safety filter and filter housing.

Open-end ring spanner, 19".
Allen key, 6 mm.
Allen key, 10 mm.
Related Procedure

Number : 1 51502 013 2/Engine
51502 971 2/Engine
Data
2008.06.16
MAN Diesel & Turbo
515-01.10 Work Card
Lubricating Oil Filter Page 2 (3)
Edition 04
L21/31
Lubricating Oil Filter 7) Dismantle the filter housing cap.

Please note: Never open the filter while it is in use. 8) Remove the inner safety element. Clean the ele-
The filter to be cleaned must be out of operation. ment with detergent. Check that it is intact.
9) Remove the outer elements.
Normal running
Note!
1) the valve is in position 2 or 4, see fig 2, and the
element not in use is vented and ready to use Our filter elements are of the disposable type.
(standby). Always change to new original filter.
10) Clean the filter housing and the cap.

Changing the filter
Note!
Warning!
Be sure that sealing ring in bottom of frontend
Use protective gloves box is removed/replaced before installing new
filter cartridge.
2) Switch to position 3, fig 2, and wait 5 minutes.
Then continue to position 1 or 5, fig 2. 11) Check the seal in the cap. Change if needed.
3) Wait 2 minutes. 12) Assemble the filter in reverse order.
4) Open the vent screw on the filter out of service. 13) Switch to position 2 or 4 and vent the
5) Wait 20 minutes. exchanged element by means of the vent
screw.
Figure 1: Vent screws
6) Dismantle the cover.
2008.06.16
MAN Diesel & Turbo
Work Card 515-01.10
Page 3 (3) Lubricating Oil Filter
Edition 04
L21/31
Figure 2: Name plate for lubricating oil filter
2008.06.16
MAN Diesel & Turbo
Work Card 515-01.20
Page 1 (2) Lubricating Oil, Thermostatic Valve
Edition 05
L21/31, L21/31S

Shut off fuel oil
Short Description
Inspection of thermostatic valve and replacement
of elements.
Related Procedure

Number : 1 51545 018 3/E
Data
2015.10.28
MAN Diesel & Turbo
515-01.20 Work Card
Lubricating Oil, Thermostatic Valve Page 2 (2)
Edition 05
L21/31, L21/31S
4) Replace it or check, see "check the element".
5) Remount the element (2) by wriggling it some-
what over side.
6) Mount the sleeve (3).
7) Mount the lock ring (1).
Check the element

Adjustment and Maintenance
8) Place the element in a bucket of water -12° C
The thermostatic valve cannot be adjusted, and below the nominal rating and stir the water vig-
under normal working conditions maintenance is orously with the element for 5 minutes (the slid-
not required. However, in some cases it is neces- ing valve should not be off its seat).
sary to replace the element.
9) Next, place the element in water 10° C above
the nominal rating and stir vigorously for 5
minutes. The element should not be fully
stroked.
This is determined by immediately placing the ele-
ment back in the valve housing, and pushing the
element spider fully into its counterbore. If the
resistance of the sliding valve overtravel spring can
be felt, the element is fully stroked. Perform the last
step quickly before the element has cooled.
Note: do not use oil as the test bath.
On every high temperature elements, water and gly-
col may be used.
1 Lock ring 2 Element

3 Sleeve
Figure 1: Lubricating oil thermostatic valve
Replacement of the Element
1) Remove the lock ring (1), see fig 1.

2) Remove the sleeve and element (2 and 3).
3) Thoroughly clean the sleeve (3). Figure 2: Placing of lubricating oil thermostatic valve
2015.10.28
MAN Diesel & Turbo
Work Card 515-01.90
Page 1 (2) Check of lubricating oil piping system
Edition 03
L27/38, L21/31, L28/32DF, L23/30DF, L21/31S, L27/38S

Shut off fuel oil
Short Description
Check and examination of the lubricating oil piping
system.

Engine running.
Related Procedure

Number : 1
Data
2014.02.20
MAN Diesel & Turbo
515-01.90 Work Card
Check of lubricating oil piping system Page 2 (2)
Edition 03
L27/38, L21/31, L28/32DF, L23/30DF, L21/31S, L27/38S
Health Risk!
Health Risk!
Checks to be carried out

1) Examine the external connections for leaks.
2) Retighten all bolts and nuts in the external sys-
tem.
3) Check flexible oil vapour discharge hose con-
nections for leaks and damages.
Note!
dition.
Concerning lubricating oil condition, see section

504.
2014.02.20
MAN Diesel & Turbo
Work Card 515-06.00
Page 1 (8) Lubricating Oil Cooler
Edition 06
L21/31, L21/31S

52000 044
Shut off fuel oil
Short Description
Separation, cleaning and assembling. Replace-
ment of plates and gaskets.

Cooling water and lube oil have been drained from Ring and open end spanner, 24 mm
cooler/engine. All external pipes are disconnected. Hexagon key, 6 mm
Related Procedure

Number : 1
Data
2015.03.20
MAN Diesel & Turbo
515-06.00 Work Card
Lubricating Oil Cooler Page 2 (8)
Edition 06
L21/31, L21/31S
Warning
1 Pressure plate 2 Nut

3 Studs 4 Carrying bar
5 Frame plate 6 Lifting holes
Never tighten / untighten bolts or nuts on a pres- Figure 2: Lub oil cooler
surized plate cooler.
Doing so may cause the bolts / nuts to fail due to
overload.
Damaged bolts / nuts must be replaced.
Cleaning
1) Clean the plates, see page 6-7.
Figure 3: Numbering of bolts

Opening
1) Drain of water plug E1 and E2, see fig 1.
2) Control of the "x" before disassembly check Closing
with tabel 1, page 5. Remove nut Nos 3, 4, 5
1) Check that all the sealing surfaces (i.e. surfaces
and 6, see fig 3.
in contact with the heat transfer medium) are
3) Loosen the nuts (max 3 turn a time) starting clean, see fig 4.
with No 10 and downwards, see fig 3.
4) Remove the pressure plate.
Figure 4: Check of sealing surfaces
2) Check that the ring gaskets, when fitted in con-

Figure 1: Drain of water nections, are in position and are in good condi-
tion, see fig 5.
2015.03.20
MAN Diesel & Turbo
Work Card 515-06.00
Edition 06
L21/31, L21/31S
1 Ring gaskets
Figure 5: Ring gaskets
Figure 6: Insertion of plates

3) Regasking if necessary, see page 7.
4) Clean and lubricate the sliding surfaces of the
carrying bar, see fig 2.
5) Mount the plates. Read the plates (see page 6).
Plate No 1 close towards engine.
that the gasket side must face the frame plate. Figure 7: Correct assembly
The number must be shifted left/right on each
plate. 8) Lubricate the threads with a thin layer of
6) Press the plate assembly together. grease.
7) If the plates are correctly assembled, the edges

form a "honeycomb" pattern, see fig 7. Tightening of cooler studs
Tightening of the cooler studs is carried out in 3
stages to ensure uniform compression and sealing
of cooler gaskets.
2015.03.20
MAN Diesel & Turbo
515-06.00 Work Card
Edition 06
L21/31, L21/31S
Tighten the studs in the sequence shown in fig 8.
Order Bolt No To dimension

1-2 and
3-4 and
1 5-6 and
7-8 and
9-10 and 1.10
2 1-10 x
Figure 8: Tighetning of bolts
1) Tightening is carried out alternately and diago-

nally 1-2 followed by 3-4 etc. until 1.1x, see
table 1.
2) Tightening is carried out alternately and diago-
nally 1-2 followed by 3-4 etc. until 1.05 x, see
table 1.
3) Final tightening is carried out diagonally 1-2 fol-
lowed by 3-4 etc. until x, see table 1.
Cyl. x 1,05 x 1,1 x
5 92.0 mm 97 101
6 106.5 mm 112 117
7 127.0 mm 133 140
8 151.0 mm 160 166
9 171.5 mm 180 189
Tolerance + 1 mm
Table 1: .
2015.03.20
MAN Diesel & Turbo
Work Card 515-06.00
Edition 06
L21/31, L21/31S
2015.03.20
MAN Diesel & Turbo
515-06.00 Work Card
Edition 06
L21/31, L21/31S
1) Soft brush and running water.
Cleaning Note Avoid gasket damage.
2) High pressure hose.
Mechanical cleaning after opening 3) Chemical cleaning on opened unit by using:
Note
Under no circumstances should hydrochloric acid
be used with Stainless steel plates.
Water of more than 300 ppm Cl may not be used
for the preparation of cleaning solutions.
It is very important that carrying bars and support Use safety glasses, rubber protection gloves,
columns i aluminium are protected against chemi- and protective suit.
cals. ▪ Nitric acid
▪ Sulfamic acid
Biological growth - slime
▪ Citric acid
▪ Bacteria
▪ Phosphoric acid
▪ Nematodes
▪ Complexing agents (EDTA, NTA).
▪ Protozoa
▪ Sodium polyphosphates.
1) Soft brush and running water.
Concentration max 4%
⇨ Note: Avoid gasket damage.
Temperature max 60 °C
2) High pressure hose.
Use safety glasses, rubber protection gloves,

and protective suit.
3) Chemical cleaning using alkaline cleaning

agents:
▪ Sodium hydroxide
▪ Sodium carbonate
▪ Cleaning effect can be considerably increased
by the addition of small quantities of hypochlor-
ite or agents for the formation of complexes and
surfactants.
Temperature max 80°C
Incrustation - scaling
▪ Calcium carbonate
▪ Calcium sulphate
▪ Silicates
2015.03.20
MAN Diesel & Turbo
Work Card 515-06.00
Edition 06
L21/31, L21/31S
3) Chemical cleaning on opened unit by using:
▪ Nitric acid
▪ Sulfamic acid
▪ Citric acid
▪ Phosphoric acid
▪ Complexing agents (EDTA, NTA).
▪ Sodium polyphosphates.
Temperature max 60°C
Oil residues, asphalt and fats

▪ Oil residues
▪ Asphalt
▪ Fats
1) Hydrocarbon-based deposits may be removed
by using a soft brush and a Paraffi nic or
Naphta-based solvent (e.g. Kerosine).
⇨ Note Gaskets in natural, butyl and EPDM
rubber swell in these media.
Contact time should be limited to 0.5 hour.
The following solvents should not be used:
▪ Ketones (e.g. Acetone, Methyletylketone, Meth-
ylisobutylketone)
Figure 9: Cleaning
▪ Esters (e.g. Ethylacetate, Butylacetate)
▪ Halogenated hydrocarbons (e.g. Chlorothene,
Sediment Carbon tetrachloride, Freons)
▪ Aromatics (e.g. Benzene, Toluene)
▪ Corrosion products
2) Dry with a cloth or rinse with water.
▪ Metal oxides
▪ Silt
Regasketing
▪ Alumina
The Clip-on gasket is attached to the plate by two
▪ Diatomic organisms and their excrement of vari- gasket prongs which slip under the edge of the
ous colours. plate to hold the gasket securely in alignment in the
1) Soft brush and running water. gasket groove.
Note Avoid gasket damage. The prongs are situated at regular intervals around
2) High pressure hose. the periphery of the plate.
When the plate heat exchanger is then assembled
and tightened, the gasket provides a tight seal
around the plate.
Use safety glasses, rubber protection gloves,

and protective suit.
2015.03.20
MAN Diesel & Turbo
515-06.00 Work Card
Edition 06
L21/31, L21/31S
Figure 10: Regasketing
2015.03.20
MAN Diesel & Turbo
Work Card 515-15.00
Page 1 (3) Centrifugal bypass filter
Edition 09
L21/31, L27/38

Shut off fuel oil
Short Description
Cleaning procedure, cleaning intervals. Mainte-
nance intervals and procedures.

Big adjustable spanner
With the engine stopped or filter
isolated by means of a valve Tools for cleaning
Related Procedure

Number : 1 51515 301 1/Filter
51515 313 1/Filter
51515 325 1/Filter
Data
2013.01.22
MAN Diesel & Turbo
515-15.00 Work Card
Centrifugal bypass filter Page 2 (3)
Edition 09
L21/31, L27/38
Cleaning procedure 5) Remove sludge from inside the rotor by means

of a spatula and wipe clean. Ensure that all
1) Isolate the filter by closing the valve for lubricat- rotor components are throughly cleaned and
ing oil inlet to the filter. free from deposits of dirt before reassembling
Note! the rotor.
Ensure the centrifuge has come to a complete Note!

stop before proleading Failure to do so could cause an out-of-bal-
ance condition which will accelerate bearing
Warning! and spindle wear.
6) Remove stand tube (075) and clean.
2) Slacken cover clamp ring (266). Unscrew cover 7) Clean nozzle with brass wire. Examine top and
fixing nut and lift off cover (038). bottom bearings in tube assembly. If damaged
3) Lift off rotor assembly having allowed oil to drain or worn - replace tube assembly complete.
from nozzles. The rotor should be removed and Examine O-ring and renew if damaged.
replaced on the spindle with extreme care in 8) Place standtube, totaing it to ensure that it is
order to ensure that the bearings are not dam- properly located in the recess in the rotorbase.
aged. If the standtube shows any sign of damage then
it should be replaced.
9) Reassemble rotor complete and tighten top nut.
Note!
Ensure that rotor cover and rotor body are
always matched by balance number and pin
location. Do not interchange rotor cover.
10) Examine spindle journals. If damaged or worn -
replace with body assembly complete.
11) Reassemble rotor complete checking that rotor
revolves freely.
Tighten cover fixing nut and secure safety
clamp. The clamp ring should be securely fitted
at all times and the filter should not be run with-
out the clamp ring fitted.
Note!
A Rotor fixing nut 026 Rotor top nut
038 Cover 075 Stand tube
Check cover o-ring, - if damaged it must be
replaced.
266 Cover clamp ring
12) Open for lubricating oil.
Figure 1: Centrifugal bypass filter
13) With filter running, check all joints for leakage.
Check for excessive vibration.
4) Unscrew rotor top nut (026) and separate rotor.
2013.01.22
MAN Diesel & Turbo
Work Card 515-15.00
Page 3 (3) Centrifugal bypass filter
Edition 09
L21/31, L27/38
Maintenance - Bearings and spindles

All rotors are correctly balanced before leaving the
factory. An out-of-balance condition can occur as a
result of an uneven build up of sludge in the rotor or
as a result of excessive bearing or spindle wear.
Dependent on the conditions, wear will eventually
take place on the spindle and bearings and these
should be replaced with factory fitted assemblies
only.
To check bearing clearances

This is most easily done by applying a dial gauge to
the outside of the rotor opposite each bearing in
turn and measuring the total play, thus:
14) Apply dial gauge and measure play.
15) Turn rotor 90° and repeat measurement.
16) Re-apply dial gauge at 90° to previous position
and repeat.
17) Turn rotor 90° and repeat.
The highest reading is the play in the bearing.
The maximum clearances when new are 0.10 mm
at top and 0.13 mm at bottom bearing. If the clear-
ance exceeds 0.30 mm top or 0.33 mm bottom
then replace with new bearing tube assembly.
The spindle and body assembly and the rotor bear-
ing tube assembly are factory assembled items and
should only be replaced with complete assemblies.
2013.01.22
MAN Diesel & Turbo
Plate
Page 1 (2) Lubricating oil pump P51501-25
L21/31, L21/31S
2015.11.02
MAN Diesel & Turbo
Plate
P51501-25 Lubricating oil pump Page 2 (2)
L21/31, L21/31S
018 2/P O-ring

031 1/E Lubricating oil pump complete 1)
055 3/P Cylindrical pin
067 4/P Screw
079 1/P Pump housing
092 1/P Cover
102 4/P Bush
114 5/P Screw
126 1/P Gear wheel, only available as a
pair, item 126,151
151 1/P Gear wheel, only available as a
pair, item 151,126
175 1/P Spur gear
187 1/P Disc
199 1/P Screw
209 4/P Washer
210 1/P Expander
222 1/P Lock ring
234 1/P Spring plate
246 1/P Pressure spring
258 1/P Valve body

Incl. item 055, 079, 092, 102, 114, 126, 151, 175, 187, 199, 210,
ace. 222, 234, 246, 258
ble separately
Qty/E = Qty/Engine
Qty/P = Qty/Pump
2015.11.02
MAN Diesel & Turbo
Plate
Page 1 (2) Lubricating oil filter P51502-16
L21/31, L21/31S
2014.12.01
MAN Diesel & Turbo
Plate
P51502-16 Lubricating oil filter Page 2 (2)
L21/31, L21/31S
013 2/E Filter cartridge 802 1/E Plate

025 4/E Lock disc 814 1/E Gasket
037 4/E Screw 826 1/E O-ring
049 1/E Oil collector tray 851 2/E Covering plate
050 1/E Packing ring 863 2/E Closing screw
062 2/E Safety filter 875 2/E Bolt
086 1/E Plug screw 887 2/E Retaining ring for shaft
169 1/E Cylindrical pin 899 6/E Screw
194 1/E Cover 909 2/F Flange
204 3/E Screw 910 2/F Flange
253 3/E Locking spring washer 922 2/F Spring
312 1/E Latch pin 934 2/F Screw
503 2/E Cover 946 2/F Spring
527 2/E Centering cover 958 4/F O-ring
539 2/E Ventilating insert 971 2/F O-ring
540 2/E Valve body
552 2/E Piston insert
564 2/E Spring
623 2/E O-ring
635 1/E Switch element
647 1/E Connecting shaft
659 1/E Switch element
672 1/E Plate
684 16/E Screw
731 12/E Washer
743 12/E Stud
755 12/E Nut

ace.
Qty/E = Qty/Engine
Qty/F = Qty/Filter
2014.12.01
MAN Diesel & Turbo
Plate
Page 1 (2) Prelubricating pump P51504-05
V28/32S, L21/31, L27/38, L21/31S, L27/38S
2014.11.12
MAN Diesel & Turbo
Plate
P51504-05 Prelubricating pump Page 2 (2)
V28/32S, L21/31, L27/38, L21/31S, L27/38S

254 1/P Driving cover 553 1/E El-motor, 220-240/380-420 volt

266 1/P Gear casing 565 1/E El-motor, 400/690 volt, complete
278 1/P End cover complete incl. item 577 1/P Rubber for coupling
086, 398, 408, 421, 433, 445,
457, 469, 470 589 1/P O-ring
291 1/P Driving gear shaft

301 1/P Gear shaft
313 4/P Screw
325 2/P Parallel key
337 1/P Retaining ring
349 1/P Parallel key
350 2/P O-ring
362 1/P Rotary shaft seal
374 1/E Pump complete without el-motor
386 1/P End cover
398 1/P Piston
408 1/P Spindle
421 1/P Dome nut
433 1/P Spring
445 1/P Pipe nut
457 2/P Screwed plug
469 2/P Sealing ring
470 2/P Sealing ring
482 1/P Coupling, complete
494 1/E El-motor, 3x400/3x440 volt, com-
plete
504 1/E Pre.lubricating oil pump complete
with el-motor
516 1/E Ball bearing, rear
528 1/E Ball bearing, front
541 1/E El-motor, 3x480 volt, complete

ace.
Qty/E = Qty/Engine
Qty/P = Qty/Pump
2014.11.12
MAN B&W Diesel
Plate
Page 1 (2) Lubricating Oil Cooler 51506-07
L21/31
Pattern is for guidance only -
for specific cooler, see
076 Working Card 515-06.00
147
088 159
160
064 172
184
Lub. oil
Cooling
water
206
Lub. oil
135 218 243

111 015
Cooling
water
196
027 015
039 052
040
Note: when ordering plates, please state

the serial numbers of the plates. The serial
numbers of the plates can be found in the top
right-hand corner of the plates
08028-0D/H5250/94.08.12
(see Working Card 515-06.00).
For correct assembling, please see Working Card 515-06.00.
Husk: Ved bestilling af plader angives

serienummeret på pladen. Serienummeret
231 123 er stemplet I toppen af pladen til højre
(se arbejdskort 515-06.00).
For korretkt samling af køleren henvises til arbejdskort 515-06.00.l
04.51 - ES0
MAN B&W Diesel
Plate
51506-07 Lubricating Oil Cooler Page 2 (2)
L21/31
Item Item
No Qty Designation Benævnelse No Qty Designation Benævnelse
015 4/K O-ring O-ring
027 12/K Screw Skrue
039 1/K Plug screw Propskrue
040 1/K Packing ring Pakningsring
052 1/K Plate Plade
064 1/K Plate Plade
076 10/K Self locking nut Selvlåsende møtrik
088 10/K Washer Skive
111 10/K Screw Skrue
123 /I Gasket Pakning
135 /I Plate Plade
147 1/E Lubricating oil cooler, Smøreoliekøler,

5 cyl. engine 5 cyl. motor




196 2/K Bolt Bolt
206 /I Cooling plate Køleplade
231 /I Gasket Pakning

08028-0D/H5250/94.08.12
Qty/K = Qty/Cooler Qty/K = Qty/Køler
Qty/I = Qty/Individual Qty/I = Qty/Individuelt
04.51 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Pressure regulating valve P51507-03
L21/31, L21/31S
2014.12.01
MAN Diesel & Turbo
Plate
P51507-03 Pressure regulating valve Page 2 (2)
L21/31, L21/31S
010 1/E Pressure limiting valve

034 1/E Reducing stand pipe
046 1/E Cutting ring
058 1/E Union nut
083 1/E Steel pipe
095 6/E Screw
105 2/E O-ring

ace.
Qty/E = Qty/Engine
2014.12.01
MAN Diesel & Turbo
Plate
Page 1 (2) Arrangement, centrifugal filter P51514-04
L21/31, L21/31S
2015.11.02
MAN Diesel & Turbo
Plate
P51514-04 Arrangement, centrifugal filter Page 2 (2)
L21/31, L21/31S
001 1/F House for oil centrifuge

002 9/F Screw
003 /I Packing silicone paste
004 4/F Screw
005 4/F Locking spring washer

ace.
ble separately
Qty/F = Qty/Filter
2015.11.02
MAN Diesel & Turbo
Plate
Page 1 (2) Centrifugal bypass filter P51515-03
L21/31, L27/38, L21/31S, L27/38S
2014.12.01
MAN Diesel & Turbo
Plate
P51515-03 Centrifugal bypass filter Page 2 (2)
L21/31, L27/38, L21/31S, L27/38S

014 1/F Body complete, incl item 099, 325 1/F Seals kit incl. item 087,099, 109,
109, 433, 445, 457, 469 158, 242
026 1/F Valve body 337 1/E Centrifugal by-pass filter complete
as shown on front page
038 1/F Valve handle
433 1/F Plug
051 1/F Nyloc nut
445 1/F Washer
063 1/F Valve adapter
457 1/F Spring
087 1/F Valve seal
469 1/F Shuttle
099 1/F Flange gasket
470 2/F Washer
109 1/F Filter body o-ring
482 1/F Circlip
110 1/F Cover complete, incl item 122,
134, 146, 158, 171 494 1/F Valve kit incl item 026, 038, 051,
063, 087
122 1/F Cover
134 1/F Cover nut pin
146 1/F Cover fixing nut
158 1/F Cover nut o-ring
171 1/F Cover nut collar
183 1/F Band clamp
195 1/F Rotor complete, incl item 205,
217, 229, 230, 242, 254, 266,
482, 470
205 2/F Nozzle
217 1/F Bearing tube
229 1/F Stand tube
230 1/F Circlip
242 1/F Rotor o-ring
254 1/F Pin
266 1/F Rotor cover nut
278 1/F Paper insert
301 1/F Cover nut fixing kit incl. item 134,
146, 158, 171
313 1/F Valve kit incl. item 433, 445, 457,
469

ace.
Qty/E = Qty/Engine
Qty/F = Qty/Filter
2014.12.01
MAN Diesel & Turbo
Plate
Page 1 (2) Cover / automatic filter P51517-02
L21/31, L21/31S
2014.12.01
MAN Diesel & Turbo
Plate
P51517-02 Cover / automatic filter Page 2 (2)
L21/31, L21/31S
001 1/E Cover

004 1/E Round seal ring

ace.
Qty/E = Qty/Engine
2014.12.01
MAN Diesel & Turbo
Plate
Page 1 (2) Arrangement of crankcase venting P51531-06
L21/31, L21/31S
2014.12.01 - TCR
MAN Diesel & Turbo
Plate
P51531-06 Arrangement of crankcase venting Page 2 (2)
L21/31, L21/31S
011 1/E Venting pipe

023 1/E Packing oval
035 2/E Screw

ace.
Qty/E = Qty/Engine
2014.12.01 - TCR
MAN Diesel & Turbo
Plate
Page 1 (2) Prelubricating pump arrangement P51535-07
L21/31, L21/31S
2014.11.12
MAN Diesel & Turbo
Plate
P51535-07 Prelubricating pump arrangement Page 2 (2)
L21/31, L21/31S

025 1/E Lub. oil pipe
037 1/E Non return valve
050 4/E Screw
062 4/E Nut
074 1/E Lub. oil pipe
086 1/E Non return valve
098 1/E Adjustable t-coupling
108 1/E Pipe
121 1/E Adjustable elbow
133 1/E Welding coupling
145 1/E Welding coupling
157 1/E Adjustable elbow
169 1/E Adjustable straight male coupling
170 1/E Ball valve
194 1/E Pipe
204 4/E Threaded sleeve
216 4/E Screw
228 4/E Washer

ace.
ble separately
Qty/E = Qty/Engine
2014.11.12
MAN Diesel & Turbo
Plate
Page 1 (2) Lub. oil thermostatic elements P51545-01
L21/31, L21/31S
2014.12.01
MAN Diesel & Turbo
Plate
P51545-01 Lub. oil thermostatic elements Page 2 (2)
L21/31, L21/31S
018 3/E Thermostatic element

031 3/E Sleeve
043 3/E Sleeve
055 3/E O-ring
067 3/E Retaining rings

ace.
Qty/E = Qty/Engine
2014.12.01
MAN Diesel & Turbo
Index
Page 1 (1) Cooling Water System 516
4104553-3
Contents
of
Table
Description
Cooling water system ............................................................................................... 516.01 (10)
Drawing
Diagram for cooling water system ............................................................................. 2176942-8.1
Work cards
Check of cooling water system ................................................................................. 516-01.90 (03)
Cooling water, thermostatic valve ............................................................................. 516-04.00 (04)
HT and LT water pumps ........................................................................................... 516-10.00 (03)
Plates
Mounting of cooling water thermostatic elements ..................................................... P51605-13
High and low temperature fresh water pumps ........................................................... P51610-19
Cooling water pipes/connections .............................................................................. P51630-12
MAN Diesel & Turbo
Description 516.01
Page 1 (1) Cooling Water System
Edition 10
L21/31, L21/31S
Cooling water system
The cooling water system consists of a low temper-
ature system and a high temperature system.
Both the low and the high temperature systems are
cooled by fresh water.
The water in the low temperature system passes
through the low temperature circulating pump
which drives the water through the second stage of
the charge air cooler and then through the lubricat-
ing oil cooler.
The high temperature cooling water system passes
through the high temperature circulating pump and
then through the first stage of the charge air cooler
before it enters the cooling water jacket and the cyl-
inder head. Then the water leaves the engine with
the low temperature water.
Both the low and high temperature water leaves the
engine through separate three-way thermostatic
valves which control the water temperature.
Figure 1: Cooling water system

MAN Diesel & Turbo
Work Card 516-01.90
Page 1 (2) Check of Cooling Water System
Edition 03
L27/38, L21/31, L21/31S, L27/38S

Shut off fuel oil
Short Description
Check of cooling water system.

Engine is running
Related Procedure

Duration in h : ½ Plate No. Item No. Quantity
Number : 1
Data
2015.11.02
MAN Diesel & Turbo
516-01.90 Work Card
Check of Cooling Water System Page 2 (2)
Edition 03
L27/38, L21/31, L21/31S, L27/38S
Health Risk!
Health Risk!
Checks to be carried out

1) Examine the cooling water connetions for
leaks.
2) Check flexible connections for leaks.
dition.
3) Check O-rings in water connections between
cylinder covers and also between cylinder cov-
ers and front-end box
4) Check the condition of the outmost of the two
O-rings (which makes up the tightening
between the water jacket and the combustion
space) by means of the inspection holes in the
cylinder cover.
Concerning check of the fresh water condition, see
section 504.
2015.11.02
MAN Diesel & Turbo
Work Card 516-04.00
Page 1 (2) Cooling Water, Thermostatic Valve
Edition 04
L21/31, L21/31S

Shut off fuel oil
Short Description
Inspection of thermostatic valve and replacement
of elements.

Top / Extension / Ratchet 14 mm
Cooling water drained from engine
Combination spanner
Pliers for retaining ring
Sealing paste
Related Procedure

Number : 2 51605 098 6/E
Data
2015.11.02
MAN Diesel & Turbo
516-04.00 Work Card
Cooling Water, Thermostatic Valve Page 2 (2)
Edition 04
L21/31, L21/31S
7) Clean the sealing surface of the casing. Apply
sealing paste. Mount the casing. Tighten bolts
(A) according to page 500.40.
General
The thermostatic valves cannot be adjusted, and
under normal conditions maintenance is not
required. However, in some cases it is necessary to
clean or replace elements
Replacement of Elements
1) Remove the casing by unscrewing bolts (A),

see fig 2.
2) Remove retaining ring (2) and sleeve (3).
3) Remove the element (4) from the casing.
4) Clean the sleeve (3). Figure 2: Seen from front end of the engine
Figure 1: Cooling water thermostatic valve
5) Mount a new element (4) by wriggling it some-

what over side.
6) Mount lock ring (2) in the recess.
2015.11.02
MAN Diesel & Turbo
Work Card 516-10.00
Page 1 (3) HT and LT Water Pumps
Edition 03
L21/31, L21/31S

Shut off fuel oil
Short Description
Disassembly, overhaul and assembly of HT and LT
pumps.

Cooling water drained from engine (if necessary)
Related Procedure

Number : 1 51610 010 4/E
51610 022 2/E
51610 095 2/E
Data
2015.11.02
MAN Diesel & Turbo
516-10.00 Work Card
HT and LT Water Pumps Page 2 (3)
Edition 03
L21/31, L21/31S
Disassembling of the Pump
1) Remove the screw (2), see fig 1 and pull off the
washer (3) and spur gear (4).
2) Remove the screw (5) and the cover (6).
3) Remove the nut (7) with disc (8), then remove
impeller (9) and the slide ring joint (10).
4) Take out the retaining ring (11), then pull out
HT and LT Water Pumps
the shaft (12) with bearings (13) and (16) and
After the cooling water thermostat casing is the shaft seal (14).
removed, the cooling water pumps can be dis-
mounted.
Inspection of the Pump
1) Inspect the shaft for seizures after removing the
shaft seal and bearings, also inspect the impel-
ler for pittings and cavitations. Clean all parts
carefully.
Use protective gloves! Assembling of the Pump

1) Remove the screws and pull out the pump by 1) Fit new bearings (13) and (16) together with a
means of the spring bolts. new shaft seal (14).
2) Mount the shaft in the housing and lock it with
the retaining ring (11).
3) Fit the spur gear (4) and washer (3) with the
screw (2) and tight it according to page
500.40.
4) Carefully fit the slide ring joint (10), then fit the
disc (8) and the impeller (9) and tight the nut (7)
according to page 500.40.
5) Mount the cover (6) with the screw (5) and tight
them according to page 500.40.
6) Fit new O-rings on the pump housing and
pump cover, then mount the pump in the front
end box with the screws, and tighten them
according to page 500.40.
Figure 1: HT and LT water pumps
2015.11.02
MAN Diesel & Turbo
Work Card 516-10.00
Page 3 (3) HT and LT Water Pumps
Edition 03
L21/31, L21/31S
Figure 2: HT and LT water pumps,
2015.11.02
MAN Diesel & Turbo
Plate
Page 1 (2) Mounting of cooling water thermostatic element P51605-13
L21/31, L21/31S

MAN Diesel & Turbo
Plate
P51605-13 Mounting of cooling water thermostatic element Page 2 (2)
L21/31, L21/31S

025 12/E Screw
037 4/E O-ring
049 2/E O-ring
074 6/E Sleeve
086 6/E Sleeve
098 6/E O-ring
108 6/E Washer
121 6/E Retaining ring
133 27/E Screw
170 2/E O-ring
182 2/E Plug screw
194 /I Loctite 638
216 2/E Cover
289 2/E Seal ring
324 3/E Thermostatic element for LT cool-
ing water
336 3/E Thermostatic element for HT cool-
ing water
348 1/E O-ring
385 1/E Cover
420 2/E Plug screw
397 1/E Thermostat housing

ace.
Qty/E = Qty/Engine

MAN Diesel & Turbo
Plate
Page 1 (2) Fresh water pumps P51610-19
L21/31, L21/31S
2014.12.02 - High and low - Clockwise

MAN Diesel & Turbo
Plate
P51610-19 Fresh water pumps Page 2 (2)
L21/31, L21/31S
010 2/P O-ring

022 1/P O-ring
034 1/P Depp groove ball bearing
046 1/P Ball bearing
071 1/P Retaining ring
083 1/P Shaft seal
095 1/P Slide ring joint
105 2/P Freshwater pump, complete as
shown on front page
117 4/P Screw
129 1/P Pump housing
130 1/P Impeller
142 1/P Cover
154 3/P Screw
166 3/P Lock washer
178 1/P Shaft
191 1/P Screw
201 1/P Washer
213 1/P Spur gear
225 1/P Washer
237 1/P Screw
249 1/P O-ring

ace.
Qty/E = Qty/Engine
Qty/P = Qty/Pump
2014.12.02 - High and low - Clockwise

MAN Diesel & Turbo
Plate
Page 1 (2) Cooling water pipes/connections P51630-12
L21/31, L21/31S
2015.01.27 - 2-part
MAN Diesel & Turbo
Plate
P51630-12 Cooling water pipes/connections Page 2 (2)
L21/31, L21/31S
001 1/E End cover, cooling water 063 7/E High temperature intermediate
pipe, 8 cyl.
002 1/E End cover, cooling water
064 8/E High temperature intermediate
003 6/C Round seal ring pipe, 9 cyl.
+2
005 2/C Locking spring washer
+4
006 1/E Hexagon head plug screw
007 2/C High temperature intermediate
pipe
pipe
011 2/C Claw
012 2/C Hexagon screw
014 2/C V-profile clamp
015 1/E Water elbow
016 4/E Cylinder screw
017 1/E Packing-silicone paste
pipe, 5 cyl.
pipe, 6 cyl.
pipe, 7 cyl.
pipe, 8 cyl.
pipe, 9 cyl.
pipe, 5 cyl.
pipe, 6 cyl.
pipe, 7 cyl.

ace.
Qty/E = Qty/Engine
2015.01.27 - 2-part
MAN Diesel & Turbo
Index
Page 1 (1) Special Equipment 517
4104553-3
Contents
of
Table
Plates
Kit for cover centrifugal filter ...................................................................................... P51715-01
Kit for rotor centrifugal filter ....................................................................................... P51716-01
Kit for cover nut centrifugal filter ................................................................................ P51717-01
Kit for valve centrifugal filter ....................................................................................... P51718-01
Kit for seals centrifugal filter ....................................................................................... P51719-01
MAN Diesel & Turbo
Spare Part Kit Plate
Page 1 (2) Kit for cover centrifugal filter P51715-01
L27/38, L27/38S, L21/31S, L21/31
2015.10.01
MAN Diesel & Turbo
P51715-01 Kit for cover centrifugal filter Page 2 (2)
L27/38, L27/38S, L21/31S, L21/31

Item No. Qty Item Designation Where to find in the engine instruction book
110 1) 1/F Cover, complete consisting of:

1 Cover P51515 122
1 Cover nut pin P51515 134
1 Cover fixing nut P51515 146
1 Cover nut O-ring P51515 158
1 Cover nut collar P51515 171

Please Note that this is a kit supply, and that any exceeding
ace. number of o-rings and gaskets are not accepted as return goods.
ble separately
Qty/F = Qty/Filter
2015.10.01
MAN Diesel & Turbo
Page 1 (2) Kit for Rotor, Centrifugal By-pass Filter P51716-01
L21/31, L21/31S, L27/38, L27/38S
2015.10.01
MAN Diesel & Turbo
P51716-01 Kit for Rotor, Centrifugal By-pass Filter Page 2 (2)
L21/31, L21/31S, L27/38, L27/38S

195 1) 1/F Rotor, complete consisting of:

2 Nozzle P51515 205
1 Bearing tube P51515 217
1 Stand tube P51515 229
1 Circlip P51515 230
1 Rotor O-ring P51515 242
1 Pin P51515 254
1 Rotor cover nut P51515 266
2 Washer P51515 470
1 Circlip P51515 482

ble separately
Qty/F = Qty/Filter
2015.10.01
MAN Diesel & Turbo
Page 1 (2) Kit for cover nut, centrifugal by-pass filter P51717-01
L21/31, L21/31S, L27/38, L27/38S
2015.10.01
MAN Diesel & Turbo
P51717-01 Kit for cover nut, centrifugal by-pass filter Page 2 (2)
L21/31, L21/31S, L27/38, L27/38S

301 1) 1/F Cover nut fixing kit, consisting of:

1 Cover nut pin P51515 134
1 Cover fixing nut P51515 146
1 Cover nut O-ring P51515 158
1 Cover nut collar P51515 171

ble separately
Qty/F = Qty/Filter
2015.10.01
MAN Diesel & Turbo
Page 1 (2) Kit for Valve, Centrifugal By-pass Filter P51718-01
L21/31, L21/31S, L27/38, L27/38S
2015.10.02
MAN Diesel & Turbo
P51718-01 Kit for Valve, Centrifugal By-pass Filter Page 2 (2)
L21/31, L21/31S, L27/38, L27/38S

313 1) 1/F Valve kit consisting of:

1 Plug P51515 433
1 Washer P51515 445
1 Spring P51515 457
1 Shuttle P51515 469

ble separately
Qty/F = Qty/Filter
2015.10.02
MAN Diesel & Turbo
Page 1 (2) Kit for Seals, Centrifugal By-pass Filter P51719-01
L21/31, L21/31S, L27/38, L27/38S
2015.10.02
MAN Diesel & Turbo
P51719-01 Kit for Seals, Centrifugal By-pass Filter Page 2 (2)
L21/31, L21/31S, L27/38, L27/38S

325 1) 1/F Seals kit consisting of:

1 Valve seal P51515 087
1 Flange gasket P51515 099
1 Filter body O-ring P51515 109
1 Cover nut ring P51515 158
1 Rotor O-ring P51515 242

ble separately
Qty/F = Qty/Filter
2015.10.02
MAN Diesel & Turbo
Index
Page 1 (1) Specific plant information 519
4104553-3
Contents
of
Table
Description
Drawing
General arrangement, page 1 (2) ............................................................................... 2175342-0.1
General arrangement, page 2 (2) ............................................................................... 2175342-0.1
List of external connections ...................................................................................... 2176897-3.1
Flexible external connection ...................................................................................... 2176898-5.1
Work cards
Plates
Conical element ........................................................................................................ P51903-09
Loop expansion joint ................................................................................................. P51911-01
Flexible hose ............................................................................................................. P51912-01
Expansion joint ......................................................................................................... P51913-01
Expansion bellow ...................................................................................................... P51914-01
MAN Diesel & Turbo
Info. No.: Item Name: Item Id.:

Turbo
Copyright  2010 MAN Diesel &
300954 List of external connection 2176897-3

Scale: Size: Product Type: Page No.: Projection:
MAN Diesel & Turbo
A4 9L21/31 1 (1)
Date Des. Chk. A.C. Revision Change Chg. Not. Rev.
2014.02.10 SMP PEM 00
14
2015.09.14 SMP PEM Z3 Add. Engine No. 01
02
03
Plant: E403340251
Classification Society: none
Conn. Description Type of con. Mating Dimension Remarks
A1 Fuel oil Inlet Flange DN20-PN16-DIN2501
A2 Fuel oil Outlet Flange DN20-PN16-DIN2501
A3a Waste oil Outlet Flange DN15-PN16-DIN2501
MAN Diesel & Turbo and is not to be disclosed to any third party without the specific prior written permission of MAN Diesel & Turbo
This drawing is the property of MAN Diesel & Turbo and is to be treated as confidential by the party to whom it has been submitted by
A3b Waste oil Outlet Flange DN15-PN16-DIN2501

C3 Lub. Oil from separator Inlet Flange DN25-PN10-DIN2501
C4 Lub. Oil to separator Outlet Flange DN25-PN10-DIN2501
C13 Oil vapour discharger Outlet Flange DN65-PN10-DIN2501
C30 Vent. Pipe T.C. bearing Outlet Flange DN40-PN10-DIN2501
Venting to expansion tank Outlet
F3/F4 Flange DN25-PN10-DIN2501
H.T. fresh water for preheating Outlet
G1 L.T. freshwater Inlet Flange DN80-PN10-DIN28461
G2 L.T. freshwater Outlet Flange DN80-PN10-DIN28461
F1 H.T. freshwater Inlet Flange DN80-PN10-DIN28461
F2 H.T. freshwater Outlet Flange DN80-PN10-DIN28461
K1 Compressed air Inlet Flange DN40-PN10-DIN2501
M6 Drain from charge air cooler Outlet Thread With inside 3/4" thread
P6 Drain from T.C. Outlet Ball valve Ø22x2,5(3/4" ball valve)
P8 Water washing compressor side Inlet Quick coupling
P9 Dry cleaning turbine side Inlet Quick coupling
P2 Exhaust gas Outlet Flange DN550-PN2,5-DIN86044
M1 Charge air Inlet Flange DN500-PN2,5-DIN86044
MAN Diesel & Turbo
Info. No.: Item Name: Item Id.:

Turbo
Copyright  2010 MAN Diesel &
300955 Flex external connection 2176898-5

MAN Diesel & Turbo
A4 9L21/31 1 (2)
2014.02.08 SMP PEM 00
2034
02
03
Plant: E403340251
Classification society: none
con- Size Pcs/ Item
Medium Type Part nr. Drw. No Remarks
nection DN: Engine No.
A1 20 Fuel oil. Loop expansion joint. 1614849-6 1607281-4 1 1
A2 20 Fuel oil. Loop expansion joint. 1614849-6 1607281-4 1 1
A3a 15 Waste oil. Flexible hose. 1610279-4 1610279-4 1 2
A3b 15 Waste oil. Flexible hose. 1610279-4 1610279-4 1 2
MAN Diesel & Turbo and is not to be disclosed to any third party without the specific prior written permission of MAN Diesel & Turbo
This drawing is the property of MAN Diesel & Turbo and is to be treated as confidential by the party to whom it has been submitted by
C4 25 Lub. Oil to separator. Expansion joint. 1678800-4 1678741-6 1 3

C3 25 Lub. Oil from separator. Expansion joint. 1678800-4 1678741-6 1 3
C13 65 Oil vapour discharger. Expansion joint. 1678805-3 1678741-6 1 4
C30 40 Vent. Pipe TC bearings. Flexible hose. 1610284-1 1610284-1 1 6
Venting to exp. Tank.
F3/F4 25 Flexible hose. 1610281-6 1610281-6 1 7
H.T. fresh water preheating.
F1 80 H.T. fresh water. Expansion joint. 2106871-4 1678741-6 1 8
F2 80 H.T. fresh water. Expansion joint. 2106871-4 1678741-6 1 8
G1 80 L.T. fresh water. Expansion joint. 2106871-4 1678741-6 1 8
G2 80 L.T. fresh water. Expansion joint. 2106871-4 1678741-6 1 8
K1 40 Compressed air. Flexible hose. 1610284-1 1610284-1 1 6
M1 500 Charge air Expansion bellow 2150678-7 2146268-2 1 9
P2 550 Exhaust gas. Expansion bellow 1677846-6 1675174-4 1 10
Dimension & installation instructions for :

Pcs/ Item
Description Type Part No. Drw. No Remarks
Engine No.
Flexible hose. Index E20 01 3 Product manual
Loop expansion joint. Index E20 01 3 Product manual
Expansion joint. Index E20 01 3 Product manual
Expansion bellow. Index E20 01 3 Product manual
Oil vapour Index E20 01 3 Product manual
Parts for mounting

con- Size Pcs/ Item
Medium Type Part nr. Drw. No Remarks
nection DN: Engine No.
P2 550 Flange T.C. 2140886-7 2108894-1 1 40
A1-A2 20 Gasket EN14DJ028060 Standard 2 11
A3a-A3b 15 Gasket EN14DJ022050 Standard 2 12
F3/F4 25 Gasket EN14DJ035070 Standard 1 13
K1-C30 40 Gasket EN14DJ048092 Standard 2 14
P2 550 Gasket 1667437-6 1667353-6 1 15
G1-G2-
M10X35 Screw EN61T1035 Standard 32 16
F1-F2
A1-A2-
M12X60 Screw EN61V1260 Standard 16 18
A3a-A3b
MAN Diesel
Item Name:
Copyright  2015 MAN Diesel
Info. No.: Item Id.:
300955 Flex external connection 2176898-5

MAN Diesel
A4 9L21/31 2 (2)
F3/F4 M12X60 Screw EN61V1260 Standard 4 18

C3-C4 M12X30 Screw EN61V1230 Standard 8 19
K1-C13-
C30
P2 M20X60 Screw EN61V2060 Standard 20 22
A1-A2-
M12 Nut EN91DM12 Standard 16 23
A3a-A3b
C13-C30
K1
P2 M20 Nut EN91DM20 Standard 20 25
Diesel and is not to be disclosed to any third party without the specific prior written permission of MAN Diesel
This drawing is the property of MAN Diesel and is to be treated as confidential by the party to whom it has been submitted by MAN
Counter flanges, gaskets and bolts.

A1-A2 20 Counter flange EN361DA0027 Standard 2 26
A3a-A3b 15 Counter flange EN361DA0021 Standard 2 27
C3-C4 25 Counter flange EN361DD0034 Standard 2 28
K1 40 Counter flange 1400837-9 1601232-7 1 29
C30 40 Counter flange EN361DD0048 Standard 1 30
C13 65 Counter flange EN361DD0076 Standard 1 32
G1-G2-
80 Counter flange 1685554-7 1669318-9 4 33
F1-F2
M1 500 Counter flange EN362R05080500 Standard 1 34
P2 550 Counter flange EN362R05590550 Standard 1 35
A1-A2 20 Gasket EN14DJ028060 Standard 2 11

A3a-A3b 15 Gasket EN14DJ022050 Standard 2 12
F3/F4 25 Gasket EN14DJ035070 Standard 1 13
K1-C30 40 Gasket EN14DJ048092 Standard 2 14
P2 550 Gasket 1667437-6 1667353-6 1 15
G1-G2-
F1-F2
A1-A2-
A3a-A3b
F3/F4
C3-C4
C13
C30-K1
P2 M20X60 Screw EN61V2060 Standard 20 22
G1-G2-
F1-F2
A1-A2-
A3a-A3b
F3/F4
C3-C4
C13
C30-K1 M16 Nut EN91DM16 Standard 12 24
P2 M20 Nut EN91DM20 Standard 20 25

MAN Diesel & Turbo
Plate
Page 1 (2) Conical element P51903-09
L23/30H
2015.10.21 - TR214XK5071
MAN Diesel & Turbo
Plate
P51903-09 Conical element Page 2 (2)
L23/30H
108 - Conical element, shore a 45


ace.
ble separately
2015.10.21 - TR214XK5071
MAN Diesel & Turbo
Plate
Page 1 (2) Loop expansion joint P51911-01
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF, L27/38,

L27/38S, L28/32DF, L28/32S, V28/32S
2015.10.01 - Type A - DIN

MAN Diesel & Turbo
Plate
P51911-01 Loop expansion joint Page 2 (2)
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF, L27/38,

L27/38S, L28/32DF, L28/32S, V28/32S
017 1/E Loop expansion joint DN15 - 500

mm
mm
mm
mm
mm

ace.
ble separately
Qty/E = Qty/Engine
2015.10.01 - Type A - DIN

MAN Diesel & Turbo
Plate
Page 1 (2) Flexible hose P51912-01
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L27/38, L27/38S, L28/32S,

V28/32S, L23/30DF, L28/32DF
2015.09.22 - DIN
MAN Diesel & Turbo
Plate
P51912-01 Flexible hose Page 2 (2)
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L27/38, L27/38S, L28/32S,

V28/32S, L23/30DF, L28/32DF
012 - Flexible hose, DN15 - 500 mm


ace.
ble separately
2015.09.22 - DIN
MAN Diesel & Turbo
Plate
Page 1 (2) Expansion joint P51913-01
L21/31, L21/31S, L16/24, L16/24S, L23/30H, L23/30S, L23/30DF, L27/38,

L27/38S, L28/32S, V28/32S, L28/32DF
2015.09.22 - DIN
MAN Diesel & Turbo
Plate
P51913-01 Expansion joint Page 2 (2)
L21/31, L21/31S, L16/24, L16/24S, L23/30H, L23/30S, L23/30DF, L27/38,

L27/38S, L28/32S, V28/32S, L28/32DF
018 - Expansion joint, DN25


ace.
ble separately
2015.09.22 - DIN
MAN Diesel & Turbo
Plate
Page 1 (2) Expansion bellow P51914-01
L21/31S, L21/31, L16/24, L16/24S, L23/30H, L23/30S, L23/30DF, L27/38,

L27/38S, L28/32S, V28/32S, L28/32DF
2015.09.22 - DIN
MAN Diesel & Turbo
Plate
P51914-01 Expansion bellow Page 2 (2)
L21/31S, L21/31, L16/24, L16/24S, L23/30H, L23/30S, L23/30DF, L27/38,

L27/38S, L28/32S, V28/32S, L28/32DF
013 - Expansion bellow, NV300


ace.
ble separately
2015.09.22 - DIN
MAN Diesel & Turbo
Index
Page 1 (1) Tools 520
4104553-3
Contents
of
Table
Work cards
Function of the hydraulic tools .................................................................................. 520-01.05 (02)
Application of hydraulic tools .................................................................................... 520-01.06 (09)
Hand lever pump ...................................................................................................... 520-01.07 (01)
Plates
Standard tools (for normal maintenance) ................................................................... P52000-24
Additional tools ......................................................................................................... P52002-10
Hand tools ................................................................................................................ P52004-02
MAN Diesel & Turbo
Work Card 520-01.05
Page 1 (6) Function of the Hydraulic Tools
Edition 02

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S

Shut off fuel oil
Short Description
Safety hints and function of hydraulic tools.
Hand Tools
Starting Position
Related Procedure

Qualified Manpower
Number : -
Data
2014.06.25
MAN Diesel & Turbo
520-01.05 Work Card
Function of the Hydraulic Tools Page 2 (6)
Edition 02

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Function of the Bolt Tensioning Device 10) During the pressurization when tensioning or
loosening the bolt connection, always watch
In order to achieve an optimal result with one or the admissible stroke of the device. Exceeding
several devices, some rules have to be considered. this stroke is connected with insufficient gener-
We expressly point out that a conscientious han- ating of tensioning force because the device is
dling of the device as well as the accessories is of tensioned in itselve or the hydraulic pressure is
highest importance. To ignore these rules or sepa- bleeded automaticly.
rate hints means danger to life or danger of injuries!
See Safety Hints. 11) On principle, when connecting high-pressure
hoses it has to be taken care that the connec-
tions are correct (see also separate hints).
Safety Hints
12) The hydraulic hoses have to be installed in a
Beside regarding the general accident-prevention way that they are not run over by vehicles or
rules, the safe handling of the device and the unnecessarily walked over by people. Never lay
hydraulic accessories demand especially the con- hoses across sharp objects (danger of cuts)
sideration of the following hints. When disregarding and never bend or jam them in.
even single items, you can cause danger to life
and/or danger of injuries! 13) Never hold or transport the device by using the
high-pressure hoses.
1) When leakages occur during the pressuriza-
tion, bleed pressure immediately and seal the 14) An incorrect working manometer that doesn´t
leakage or replace defect parts. show the right pressure leads to overstressing
of the parts and to an incorrect bolt connec-
2) In case of repair, use exclusively original spare tion. Apart from damaged parts an incorrect
parts. Inexpert substitution of damaged parts bolt connection can also cause conditions that
by non-original spare parts is prohibited. are danger to life. Therefore take care that the
3) All assembly parts are to be handled in corre- manometer shows the right value or the ten-
spondence to the working cards only. A sioning force is checked in an other way (for
change in the procedure or another operation example by using a master manometer). Ten-
of the device is not allowed. sioning forces can be checked for example by
4) Make sure that the components to be ten- measuring the linear deformation. Damaged
sioned do not exceed the admissible strain. manometers have to be exchanged immedi-
ately.
5) In order to use the device, the thread has to be
sufficiently exceeding in order to avoid that the
turn of a thread cracks, see item 4. Working Hints
6) During the pressurization the people involved In order to achieve a bolt connection of high preci-
have to remain in an appropriate distance. sion, it is vital to consider the following working
Staying in direction towards the bolt axis is for- hints:
bidden. ▪ Prior to setting the device, clean all threads and
7) Tensioning pressures or tensioning forces are remove possible damages in order to avoide a
to be given or changed by authorized person- “freeze on”.
nel only while considering the admissible com- ▪ The base plate for the device must be plain and
ponent loads, see item 4. free of dirt. Further check the squareness
8) The operation and handling of the device are to towards the bolt axis in order to avoid that the
be carried out by expert staff only. bolt has a bending stress during the pressuriza-
tion (tensioning).
9) The given max. operation pressure is not to be
exceeded in any case and is to be watched at ▪ The stroke of the device may not at any point
the manometer of the pressure generator dur- be exceeded.
ing the complete tensioning or loosening pro- ▪ For transporting the device it is necessary to
cedure. When having achieved the given pres- uncouple all high-pressure hoses.
sure, stop the pressurization immediately. ▪ After each pressurization, bring the device back
to zero, see also Piston Return Stroke.
2014.06.25
MAN Diesel & Turbo
Work Card 520-01.05
Edition 02

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
▪ For oiling the parts, use exclusively hydraulic oil.
Turnable Connection Unit ▪ For replacements, use exclusively new seals.
In order to simplify the connection of the hydraulic
hose, a turnable connection unit is mounted on Coupling of the High-Pressure Hoses
some devices. ▪ Only couple when the hydraulic system is in a
The turnable connection unit consists of the follow- pressureless condition.
ing components:
▪ To produce a high-pressure connection, put
▪ bolt nipple one coupling and one nipple into each other
▪ disc while the coupling socket is pulled back. When
▪ seal letting the coupling socket go, there is a form fit
barring the connection.
▪ securing ring
▪ By drawing the hose with a manual force of
Furthermore, an entry guide is available or con- about 100 N make sure that the connection is
tained in the scope of supply, see fig.1. correctly barred.
▪ For decoupling the high-pressure hose in a
pressureless condition, first pull back the cou-
pling socket and then take off the hose.
Figure 2: Coupling of the high-pressure hoses.
Hoses with fast-lock coupling sockets avoid, also

when uncoupled, that oil runs out. When the hoses
get heated, there can be an inside pressure in the
uncoupled condition making a coupling impossible.
By loosening one screw connection (see fig. 2) the
pressure can be bleeded
Figure 1: Turnable connection unit ▪ To avoid a contamination use protecting caps
for the sockets.
Exchange of the Seals Tensioning Procedure

Should leakages show up at the connection unit, it Prior to the tensioning procedure make sure that
might be necessary to exchange the seals. the components to be tensioned are correctly posi-
For doing so, loosen the securing ring and take the tioned towards each other. Then screw the device
disc off the bolt nipple. Having removed the seals, onto the bolt.
clean the components with fluff-free cleaning mate- First put the support sleeve on the bolt and align it
rial. You can also apply compressed air. Having centrically to the bolt axis. When screwing on the
checked the components for damages and oiled device take care that the support sleeve at the cyl-
them slightly, apply new seals by help of the entry inder is correctly centered (consider centering
guide and reassemble the turnable connection unit. shoulder).
Hint:
▪ For the cleaning, never use aggressive cleaning
liquids.
2014.06.25
MAN Diesel & Turbo
520-01.05 Work Card
Edition 02

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Screw the device until the support sleeve or the During the pressurization, a slight turn-back
support cylinder fits exactly to the flange. The piston momentum is applied to the main nut with the
of the device must be at its zero position. Further- adjusting rod. At the moment, when the main nut
more, take care that the hydraulic connector and can be loosened, interrupt the pressurization.
the window for the adjusting rod is well accessible. Should it not be possible to loosen the main nut
If necessary, turn back the device, but make sure when achieving the original tensioning pressure,
that the max. admissible stroke of the device is not interrupt the pressurization immediately. Find the
exceeded. Beside that, it has to be ensured that the cause with expert staff.
cylinder and the support sleeve remain centrically Having achieved the loosening pressure, turn back
towards each other (consider centering shoulder). the main nut by the value that the bolt and the com-
Having made all hydraulic connections correctly, ponents spring back during the loosening proce-
see fig. 2, start the pressurization for the tensioning dure. The slit measure, however, must be lower
procedure. If the necessary pressure is achieved than the slit measure adjusted at the device before,
stop pressurization. The inducted force causes the see also hint b.
bolt to extend or an edging of the components to The main nut may never be turned back until it fits
be tensioned so that the main nut is lifted from the to the piston or the cylinder since then the device
flange. Screw it back to the flange, see fig. 3. can be tensioned in itself.
Check by help of a feeler gauge leaf whether the Having turned back the main nut, the pressure can
main nut really fits tight to the flange. After that, be bled. The bolt connection is loosened. Before
bleed hydraulic pressure. Now the connection is unscrewing the device, bring the piston back to its
tensioned. zero position, see fig. 4. After that, the hydraulic
Having brought the piston to its zero position, see hoses can be decoupled. In order to prevent impur-
fig. 4, the hydraulic hoses can be decoupled. In ities, it is advisable to close coupling sockets and
order to prevent impurities, it is advisable to close coupling nipples at once by protecting caps. The
coupling sockets and coupling nipples at once by device can be unscrewed from the bolt.
protecting caps. The device can be unscrewed ▪ Make sure that no operational forces (e.g. inner
from the bolt. pressure) affect the components to be loosened
▪ Always consider the safety and working hints! since only part of the bolts take over these
forces and thus the bolts, which are not yet
Loosening Procedure loosened, might be overburdened.
▪ The pressure when the main nut can be loos-
In order to loosen an existing bolt connection,
ened may never exceed the tensioning pressure
screw the device onto the bolt. First put the support
by help of which the connection was tensioned!
sleeve on the bolt and align it centrically to the bolt
Should it not be possible to loosen the main nut
axis. When screwing on the device take care that
when reaching the original tensioning pressure
the support sleeve at the cylinder is correctly cen-
interrupt the pressurization immediately. Find
tered (consider centering shoulder).
the cause with expert staff.
The piston of the device must be at its zero posi-
▪ Always consider the safety and working hints!
tion. Having screwed the device down until the sup-
port sleeve or the support cylinder fits tight to the Hint:
flange, turn back the device by at least the value (slit 1. Should it be impossible to unscrew the device
measure) which the bolt and the components after the depressurization, it has been turned
spring back elastically during the loosening proce- back by a too low measure prior to the pressur-
dure. ization. Pressurize again until the original ten-
Hint: sioning pressure is reached, turn the main nut
The adjusted slit measure may never exceed the and bleed the pressure again (tensioning proce-
admissible stroke of the device! Furthermore, take dure). Now you can turn back the device fur-
care that the window for the adjusting rod are well ther. (Attention: consider the admissible stroke
accessible. of the device!) Now repeat the loosening proce-
Having made all hydraulic connections correctly, dure explained above.
see fig. 2, start the pressurization.
2014.06.25
MAN Diesel & Turbo
Work Card 520-01.05
Edition 02

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
2. Should it be impossible to loosen the main nut In order to enable the oil to flow back to the tank of
after the depressurization, it has been turned the pressure generator, the corresponding hydraulic
back by a too low measure prior to the pressur- connections must be done.
ization. Pressurize again and turn the main nut The piston return stroke is done by a screw-down
further back. Bleed the pressure again. at the bolt itself before the device is taken off.
Hint: Hint:
Never screw the main nut back until it fits to the pis- When using fast lock coupling elements, the oil’s
ton since the device can be tensioned in itself. running out and thus a piston return stroke in an
uncoupled condition is impossible!
Adjustment and Turn Back of the Main Nut During the piston return stroke, considerable back-
During the pressurization of the device, the bolt is pressures can occur in the piston area of the device
being extended by the tensioning force and the since quite large quantities of oil have to flow back
components are being edged. The result is that the through the small cross sections of the high-pres-
main nut does no longer fit to the flange. sure connections.
Having achieved the necessary pressure, adjust the In order not to unnecessarily increase the force for
main nut - when tensioning - until it fits to the flange the piston return stroke turn the piston slowly. On
again before bleeding the pressure, see Tensioning principle the piston of the device has to be pushed
Procedure. When loosening the bolts, turn back the back until it fits to the cylinder again.
main nut after the pressurization according to the
bolt and component deformations, (see Loosening
Procedure.
Hint:
During the loosening procedure, never turn back
the main nut until it fits to the piston or the cylinder
since the main nut sticks after the depressurization.
The main nut is equipped with several radial bores
where the adjusting rod can be put in. The main nut
is accessible through the window in the support
sleeve.
Figure 4: Piston return stroke
Exchange of the Seals

Should leakages occur at the piston of the device,
an exchange of the seals might be necessary.
Drive out the piston by carefully beating with a ham-
mer while using a plastic spacer in order to protect
the device from unnecessary damages. After
removing the hydraulic connector, you can also
Figure 3: Adjustment and turn back of the main nut. carefully lead compressed air into the piston area.
Attention:
Sudden input of compressed air can lead to the
Piston Return Stroke piston’s uncontrolled outlet.
After removal of the piston, the seals and the
After each pressurization it must be ensured that backup rings can be removed from the piston and
the piston of the device is brought back to its zero the cylinder.
position. On principle, it has to be considered that
hydraulic oil is being displaced from the piston area.
2014.06.25
MAN Diesel & Turbo
520-01.05 Work Card
Edition 02

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Carefully clean the components with fluff-free mate- The temperature must be between -20 C
rial and check them for damages. If necessary, use and +70 C in order to exclude a damage of
compressed air for the cleaning, but never aggres- the seals.
sive cleaning liquids. After that, slightly oil these ▪ Start-up of the device
components with hydraulic oil and assemble new
backup rings as well as new seals to the piston and – Prior to the device’s operation, repair possi-
the cylinder according to the drawing. ble damages and clean the device.
– Check the components of the device and
its accessories for completion.
– The operating manual has to be read by all
users.
Figure 5: Exchange of the seals
As shown in the picture, first assemble the backup

ring, then put the seal onto the backup ring. Piston
and cylinder can now be assembled again by put-
ting the components together. By slightly hammer-
ing on the piston (with plastic spacer), it can be
driven in until it fits tightly to the cylinder (piston in its
zero position). It is essential that the piston does not
tilt during being driven in since this might damage
the seals as well as the components. When assem-
bling the piston it has to be taken care that the air
can come out of the piston area.
Maintenance and Storage

Regular maintenance of the device is not neces-
sary, but you should consider the following points:
▪ Storage
– After each operation, repair possible dam-
ages and clean the device in order for it to
be ready for the next operation immediately.
In order to avoid a corrosion it is advisable
to oil the device and especially its thread. All
coupling nipples, coupling sockets and also
loosened screw connections are to be
closed by protecting caps.
– In addition, check the components of the
device and its accessories for completion.
Keep the device in the tool box also offering
protection from mechanical damages.
2014.06.25
MAN Diesel & Turbo
Work Card 520-01.06
Page 1 (5) Application of Hydraulic Tools
Edition 09
L21/31, L21/31S

Shut-off starting air - - See page 2-4
Shut off fuel oil
Short Description
Application of hydraulic tools.

Function of hydraulic tools 520-01.05
Related Procedure

Number : -
Data
2015.11.02
MAN Diesel & Turbo
520-01.06 Work Card
Application of Hydraulic Tools Page 2 (5)
Edition 09
L21/31, L21/31S
Application of Hydraulic Tools

This working card gives the information for applica-
tion of hydraulic tools, to be used in connection with
Figure 1: Counter weight
2015.11.02
MAN Diesel & Turbo
Work Card 520-01.06
Edition 09
L21/31, L21/31S
Figure 2: Cross bolt and tierod
Figure 3: Cylinder head
2015.11.02
MAN Diesel & Turbo
520-01.06 Work Card
Application of Hydraulic Tools Page 4 (5)
Edition 09
L21/31, L21/31S
Figure 4: After main bearing
2015.11.02
MAN Diesel & Turbo
Work Card 520-01.06
Edition 09
L21/31, L21/31S
Figure 5: Connecting rod
2015.11.02
MAN Diesel & Turbo
Work Card 520-01.07
Page 1 (4) Hand Lever Pump
Edition 01

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S

Shut off fuel oil
Short Description
Application of hydraulic tools.
Hand Tools
Starting Position
Related Procedure

Qualified Manpower
Number : -
Data
2014.06.25
MAN Diesel & Turbo
520-01.07 Work Card
Hand Lever Pump Page 2 (4)
Edition 01

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Description Turn the carrying handle with counter-clockwise
rotation out of his fixing. Then turn it into the hand
Warning: lever of the pump against the stopping face.
The hand lever pump is not equipped with a pres-
sure relief valve. Attention:
Never use the pump without a mounted manome- If the carrying handle is not srewed-in into the hand
ter. Always pay attention to the given pressure of lever, it can cause injuries while using the pump.
the connected pressure consumers. Do never Open the oil filler cap and check the oil level. If nec-
exceed this pressure or the max. pressure of the cessary, fill up the tank with hydraulic oil according
hand lever pump. to IS0 VG 32. Never overfill the tank. Close the oil
Important: filler cap.
Except for hydraulic oil, never use different liquids Open the tank breather with the square wrench
such as petrol, water, diesel oil, alcohol or brake liq- (included in the scope of supply) by about one turn.
uid, since these can lead to damages or even to Now loosen the breather screw at the pump on the
destruction of the pump and/or the parts connec- left side on the pump housing with an allen key SW
ted with it. Choose a place of assembling and oper- 2,5 by about one turn. Close the depressurization
ation where the pump can always stand safe and valve tightly. Seal the nipple on the pump with a
firm on a horizontal plain. There should always be hose and pump at the hand lever until oil flows out
sufficient space for operating the pump. of the breather screw bladder-free. Only then are
Never handle the pump lever with oiled hands and you allowed to close the breather screw. The pump
never use hand lever extensions. Never expose the is now vented and ready for operation.
pump to great heat, fire or extreme coldness, since After each operation and for the transport, close the
this leads to damages or even destruction. Protect tank breather in order to avoid the hydraulic oil’s
the pump from falling objects and avoid hard blows running out.
or pushes.
Attention - Danger to life Pressurization
Check the manometer of the pump for the needed
▪ Open the tank breather with the square wrench
hydraulic pressure, given by an authorized person,
approx. one turn.
not to be exceeded. Make sure that the pressure
you want to generate is also admissible for all con- Remark:
nection parts. The pump is only to be operated with open tank
breather.
All pressure connections and connecting elements
have to be clean and undamaged. High-pressure ▪ Close the depressurization valve at the pump
connections from the pump to the tools have to be when turning clockwise by handoperation.
established correctly prior to any pressurization. Remark:
Disregard leads to danger to life. Please see work- The depressurization valve is designed for manual
ing card 520-01.06. operation. The use of any tools at the depressuriza-
Attention - Danger on injuries tion valve could cause damages of the valve or the
Loads being lifted by the pump may never be held valve seat.
by the pump valves alone. Use additional non- ▪ Pump at the hand lever until the wanted pres-
return valves or safety relief valves and secure the sure is achieved. Check the pressurization at
load by sufficient support against falling. the manometer and take care of possible leak-
ages.
Initial Start-up and Venting Remark:
In general and venting The pump works with two stages. The change from
the first stage to the second stage happens auto-
Please make sure that all parts of the pump, espe-
matical at a system pressure of about 30 bar.
cially the manometer and the pressure port, are in a
perfect condition. Defect parts are to be exchanged
against new ones immediately.
2014.06.25
MAN Diesel & Turbo
Work Card 520-01.07
Page 3 (4) Hand Lever Pump
Edition 01

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Attention: Analysis and Correction of Malfunction
The pump is not equipped with an internal pressure
relief valve. The use of a manometer and the control Correction of malfunctions
of the system pressure during pressurization is In case of malfunctions at the pump, the following
indispensable. points are to help you with the analysis of the prob-
lem and correcting it yourself.
Attention: For this, uncouple or unscrew all consumer and
Do not stand directly over the moving line of the high-pressure hoses from the pump.
pump lever. Under arising circumstances the lever
can “hit back”. To avoid accidents stand sideways Malfunction Correction
the pump. No pressurization 1. Check the oil level and, if
Attention - High-pressure hydraulic necessary, fill it up as descri-
On principle, tihen leakages occur during the pres- bed in chapter maintenance
surization, immediately release the hydraulic pres- and storage.
sure and seal the leakage or renew defect parts. 2. Close depressurization
valve.
Depressurization 3. Visual inspection whether
there are leakages. If so, seal
▪ Open the depressurization valve slowly by a them.
turn to the left.
4. Vent the pump as descri-
▪ Make sure that the hydraulic pressure at the bed in chapter initial start-up
manometer has been completely released. and venting.
Consider the returning time of the hydraulic oil.
Insufficient pressurization 1. Check the oil level and, if
(prior to any corrections, necessary, fill it up, as
Adjustment of change-over pressure from
open de-pressurization valve described in chapter main-
stage 1 to stage 2 and release hydraulic pres- teance and storage.
sure completely) 2. Close depressurization
In exeptional case, it can be useful to adjust the
change-over pressure from stage 1 to stage 2 (fac- valve.
tory adjusted at approx. 30 bar). 3. Visual inspection whether
ther are leakages. If so, seal
Below of the pressure relief valve is an adjusting
them.
screw with inner hexagon (wrench size 10 mm).
Turning out counter-clockwisely the adjusting screw 4. Vent the pump as descri-
minimizes the change-over pressure, turning in bed in chapter initial start-up
clockwise maximizes the change-over pressure. and venting.
Attention: Pressure drop 1. Visual inspection whether

Inside of the adjusting screw is another grub screw (prior to any corrections, there are leakages. If so, seal
with inner hexagon (wrench size 4 mm) to limit the open de-pressurization valve them.
stroke of the change-over piston inside of the pump and release hydraulic pres- 2. Close depressurization
block. It is absolutely necessary, to screw out the sure completely) valve.
grub screw approx. 2 times before turning the If the problem cannot be solved, please contact MAN Die-
adjusting screw! sel & Turbo
The regulation of the adjusting screw follows gradu-
ally in approx. 10° - steps. After everv adjusting
Pressure Port
step the grub screw is to screw in until it fits closely
and approx. a l/4 turn to loosen. The pressure port of the pump is produced accord-
ing to our customers’ wishes. In addition, there is a
Check by carefully pumping if the change-over
variety of possibilities to connect the pump with one
pressure wanted has been reached. If necessary,
or more pressure consumers.
repeat the procedure as described above.
2014.06.25
MAN Diesel & Turbo
520-01.07 Work Card
Hand Lever Pump Page 4 (4)
Edition 01

L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Attention - Danger to life
Prior to the pump’ s start-up please make sure that,
no matter which pressure port you chose, all con-
nection elements are in a perfect condition. Con-
vince yourself of the fact that these are correctly
connected and suitable for the necessary pressure.
Attention - High-pressure hydraulic
On principle, when leakages occur during the pres-
surization, immediately release the hydraulic pres-
sure and seal the leakane or renew defect parts.
Maintenance and Storage

The pump should be lubricated frequently at the
movable parts. Protect it from contamination
because dirt in the oil or in the pressure port can
lead to the pump’ s failure. A dry storage avoids the
steel parts’ getting rusty.
The storage and transport of the pump should
always be done in a horizontal position. Thus, you
avoid a possibly necessary venting of the pump
during its start-up.
For checking the oil level, please open the depres-
surization valve and let the oil completely flow back
into the tank. Open the oil filler cap and fill up
hydraulic oil according to IS0 VG 32, if neccessary.
Do not overcharge the tank. Close the oil filler cap.
The use of the pump in a dirty area requires a regu-
lar oil change. Fill the pump with clean hydraulic oil
and lubricate all moving parts (hinges) regulary.
2014.06.25
MAN Diesel & Turbo P52000-24
Standard tools for normal maintenance

Cylinder head
Name Sketch Supply per ship Drawing Remarks
Working Spare Item no
Valve spring tightening 1 014
device
Lifting tool for cylinder unit 1 038

and cylinder head
Broad chissel 1 473

2015-03-25 - en
Description
P52000-24
Tier II + Stationary - L21/31;L21/31S 1 (12)

P52000-24 MAN Diesel & Turbo
Piston, connecting rod and cylinder liner

Removing device for flame 1 021
ring
Guide bush for piston 1 045
Fit and removal device for 1 069

connecting rod bearing, incl
eye screws (2 pcs)
2015-03-25 - en
Description
P52000-24
2 (12) Tier II + Stationary - L21/31;L21/31S


Lifting device for cylinder 1 082
liner
Lifting device for piston and 1 104

connecting rod
2015-03-25 - en
Description
P52000-24



Piston ring opener 1 190
Supporting device for con- 1 212

necting rod and piston in
the cylinder liner, incl. fork
2015-03-25 - en
Description
P52000-24


Operating gear for inlet and exhaust valves
Feeler gauge, 0.6-0.7 mm 1 010
Socket wrench 1 652
Socket wrench and torque 1 664

spanner 1 676
2015-03-25 - en
Description
P52000-24

Crankshaft and main bearings

Dismantling tool for main 1 035
bearing upper shell
Fit and removing device for 1 047

main bearing cap
Dismantling tool for bearing 1 818

shell
2015-03-25 - en
Description
P52000-24


Turbocharger system
Eye screw for lifting of 2 036
charge air cooler/lubricating
oil cooler
Container complete for 1 355

water washing of compres-
sor side
Blowgun for dry cleaning of 1 136

turbocharger
Water washing of turbine 1 481

side, complete
2015-03-25 - en
Description
P52000-24

Fuel oil system

Pressure testing tool 1 050
Clamping bracket for
fuel injector 1 051
Fuel pipe 1 053
Grinding device for

nozzle seat, incl item
747, 759 1 074
Grinding paper 1 747
Plier 1 759
Extractor device for injector 1 407

valve
Combination spanner, 36 1 772

mm
2015-03-25 - en
Description
P52000-24


Crow foot, 36 mm 1 784
Long socket spanner 1/2" 1 879

36 mm
Torque spanner 1/2" 1 902

50-300 Nm
2015-03-25 - en
Description
P52000-24

Hydraulic tools
Hydraulic tools complete
consisting of the following
3 boxes: 806
Pressure pump box 1,
consisting of: 633
2015-03-25 - en
Description
P52000-24


Pressure pump, complete 1 011
Manometer 023
Quick coupling 405
Rubber buffers 507
Set of spare parts 1 532
Hose with unions 4 202

Hose, 4000 mm 537
Quick coupling 549
Adapter 836
Nipple 519
Storage tank 1 520
Force-off device 1 424

2015-03-25 - en
Description
P52000-24



Hydraulic tools box 2
consisting of: 1 544
Hydraulic tightening
cylinder M33 x 2 2 275
Pressure part,
long M33 x 2 2 371
Set of spare parts 1
Hydraulic tightening 238
Pressure part,
short M22 x 2 2 383
Pressure part,
long M22 x 2 2 096
Tension screw
M22 x 2 2 131
Set of spare parts 1 251
Turn pin 1 556
Turn pin 1 568
Turn pin 1 334
Angle piece 2 358
Measuring device 1 448
Hydraulic tools box 3
consisting of: 1 581
Hydraulic tightening
Pressure part, short
M30 x 2 2 072
Pressure part, long
M30 x 2 4 059
Tension screw 4 118
Set of spare part 1 226
Turn pin 1 593
Turn pin 1 603
Turn pin 1 334
2015-03-25 - en
Description
P52000-24

Additional tools
Additional tools
Cylinder head
Working Spare Plate no Item no
Grinding tool for cylinder
head/liner 1 52002 126
Max. pressure indicator,

0-250 bar 1 52002 138
Handle for indicator valve 1 52002 498
Turning device for

cylinder unit 1 52002 114
2015-03-11 - en
Description
P52002-10


Additional tools

Grinding machine for
valve seat ring 1 52002 199
Supporting spider 1 52002 208
Mandrel 1 52002 209
Cutting tool 1 52002 210
Carbide cutting insert 1 52002 211
Grinding machine for

valve seat rings 1 52002 222
Stone 1 52002 234
guide 1 52002 246
Fit and removing device

for valve guides 1 52002 258
Grinding tool for valves 1 52002 283

2015-03-11 - en
Description
P52002-10

Additional tools
Fitting device for valve
seat rings 1 52002 295
Plate
(used with item 329) 1 52002 317
Extractor for
valve seat rings 1 52002 329
Lifting tool for cylinder unit

(low dismantling height) 1 52002 474
Reamer for valve guide 1 52002 748

2015-03-11 - en
Description
P52002-10

Additional tools
Piston, connecting rod and cylinder liner

Fit and removal device for 1 52000 069
connecting rod bearing,
incl eye screws (2 pcs)
Lifting device for cylinder 1 52000 082

liner
Lifting device for piston 1 52000 104

and connecting rod
2015-03-11 - en
Description
P52002-10

Additional tools
Tool for fixing of marine 1 52002 187
head for counterweight
Plier for piston pin lock 1 52000 759

ring
Piston ring opener 1 52000 190
Supporting device for 1 52000 212

connecting rod and piston
in the cylinder liner incl.
fork
Testing mandrel for piston 1 52002 151

ring grooves, 6.43 mm
Testing mandrel for piston 1 52002 163

ring grooves, 5.43 mm
Micrometer screw 1 52002 425

2015-03-11 - en
Description
P52002-10

Additional tools
Crankshaft and main bearings

Dismantling tool for main 1 52000 035
bearing upper shell
Fit and removing device 1 52000 047

for main bearing cap
Crankshaft alignment 1 52002 067

gauge (autolog)
2015-03-11 - en
Description
P52002-10

Additional tools
Turbocharger system
Eye screw for lifting of 2 52002 036
charge air cooler/ lubricat-
ing oil cooler

for cooler insert
Closing cover, TCR16 1 52002 449

Closing cover, TCR18 1 52002 450
(standard with only one
propulsion engine)
2015-03-11 - en
Description
P52002-10

Additional tools
Fuel oil system

for fuel injection pump
Setting device for fuel 1 52002 366

injection pump
2015-03-11 - en
Description
P52002-10

Additional tools
Hydraulic tools
Resetting device for 1 52002 092
hydraulic cylinder
Air driven high pressure 1 52002 653

pump for hydraulic valve
2015-03-11 - en
Description
P52002-10

MAN Diesel & Turbo
Plate
Page 1 (2) Hand tools P52004-02
L16/24, L21/31, L27/38, L16/24S, L21/31S, L27/38S
2014.07.07
MAN Diesel & Turbo
Plate
P52004-02 Hand tools Page 2 (2)
L16/24, L21/31, L27/38, L16/24S, L21/31S, L27/38S

019 1/E Set of tools 343 1/E Hexagon key 8 mm

032 1/E Combination spanner, 10 mm 355 1/E Hexagon key 10 mm
093 1/E Combination spanner, 19 mm
139 1/E Tee handle 1/2" square drive
140 1/E Ratchet, 20 mm
152 1/E Extension bar
164 1/E Socket spanner, square drive,
size 24
size 30
size 36
247 1/E Bit, hexagon socket screw,
square drive, size 8
272 1/E Torque spanner, 20-120 nm -
1/2"
1/2"
1/2"
331 1/E Hexagon key 7 mm

ace.
Qty/E = Qty/Engine
2014.07.07

4104553-3 1 PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

4104553-3 1 PDF

Uploaded by

Copyright:

Available Formats

MAN Diesel & Turbo

Instruction Manual for:

MAN Diesel & Turbo Identification No. for Instruction Manual.

Identification No. for Description: 000 . 00

Identification No. for Working Card: 000 - 00 . 00

Identification No. for Plates: 00000 - 00

Section No. and Function

For ordering of spare parts, see page 500.50 / 600.50

MAN Diesel & Turbo | PrimeServ

24-hour hotline number:

Your opinion counts!

Your opinion counts!

How do you rate the overall level of satisfaction with the

Ring binders and organisation

Labelling of ring binders

Structuring of information and documents

Access aids (contents page, index, register, etc.)

Preparation of CDs/DVDs (navigation, etc.)

Readability of texts and drawings (paper, CD/DVD)

Scope of information provided

L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

This warning is used when an operation, proce-

The area around the engine

This warning is used when an operation, proce-

L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

Use original tool!

Tool and wire

Use original tool!

Safety precautions at maintenance

L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

Explosive material Wear ear protection

Drop (fall) Wear eye protection

Slippery surface Wear safety footwear

Electricity Wear protective gloves

Overhead load Wear face shield

Hot surface Wear head protection

Crushing Wear mask

Overhead obstacle Wear respitory protection

Flammable Wear safety harness

Crushing of hands Disconnect before carrying

L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

Power lay-out MCR version

2015.01.22 - 220 kW - Tier I - Stationary - GenSet

L16/24, L23/30H, V28/32S, L21/31, L27/38, L16/24S, L21/31S, L23/30S, L27/38S

Figure 1: Structure of instruction book

L16/24, L23/30H, V28/32S, L21/31, L27/38, L16/24S, L21/31S, L23/30S, L27/38S

L16/24, L23/30H, V28/32S, L21/31, L27/38, L16/24S, L21/31S, L23/30S, L27/38S

Check and Maintain

L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L23/30DF, L16/24S,

L27/38, L23/30H, L21/31, L16/24, L28/32DF, L16/24S, L21/31S, L23/30S,

L16/24, L23/30H, V28/32S, L21/31, L27/38, L28/32DF, V28/32DF, L23/30DF,

L32/40, L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,

Specification of letter code for measuring devices

S Speed, System H High

V Viscosity S Switching, Stop

L32/40, L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L16/24S, L21/31S,