STX O&s - Navig8 - S1651 - 6L23-30H - Manual

Instruction book for :
STX O&S / 1$9,*

S
6L23/30H
MAN Diesel Identification No. for Instruction Book.
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 H
H for Holeby
Edition
Section No and Function
For ordering of spare parts, see page 500.50.
This book 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 consent to this effect from STX Engine Co.,Ltd.
STX Engine Co., Ltd. WARRANTY SERVICE

80, Seongsan-dong, Changwon, Kyungnam-do Telephone : + 82 55 280 0130 / 0595 / 2350
Republic of Korea (641-315) Telefax : + 82 55 282 6907
E-mail : cs@onestx.com
STX Marine Service PART SALES

50-3, Seongju-dong, Changwon, Kyungnam-do Telephone : + 82 55 278 1922
Republic of Korea (642-120) Telefax : + 82 55 278 1996
E-mail : nchwang@onestx.com
SERVICE BIZ
Telephone : + 82 55 278 1904
Telefax : + 82 55 278 1997
E-mail : kimhk@onestx.com
Your Notes :
08031-0D/H5250/94.09.07
Index
Page 1(1)
Engine Data 500
L23/30H
Description
Warnig ------------------------------------------------------------------------------------------------------ A500

Main Data for Engine ------------------------------------------------------------------------------------500. 00 (20)
Main Particulars ------------------------------------------------------------------------------------------ 500. 00 (30)
Introduction ------------------------------------------------------------------------------------------------ 500. 01 (03)
Safety ------------------------------------------------------------------------------------------------------- 500. 02 (02)
Cross Section --------------------------------------------------------------------------------------------- 500. 05 (12)
Key for Engine Designation ----------------------------------------------------------------------------500. 10 (02)
Designation of Cylinders ------------------------------------------------------------------------------- 500. 11 (03)
Engine Rotation Clockwise ---------------------------------------------------------------------------- 500. 12 (02)
Code identification for Instruments -------------------------------------------------------------------500. 20 (04)
Introduction to Planned Maintenance Program --------------------------------------------------- 500. 24 (03)
Planned Maintenance Programme -------------------------------------------------------------------500. 25 (30H)
Operation Data & Set Points -------------------------------------------------------------------------- 500. 30 (84)
Green passport ------------------------------------------------------------------------------------------- 500. 33 (02)
Data for Pressure and Tolerance ---------------------------------------------------------------------500.35S (49H)
Data for tightening torque ------------------------------------------------------------------------------ 500. 40 (42)
Declaration of Weight ----------------------------------------------------------------------------------- 500. 45 (12)
Ordering of Spare Parts -------------------------------------------------------------------------------- 500. 50 (03)
How to Return Spare Parts and/or Tools -----------------------------------------------------------500. 51 (05)
Service Letters --------------------------------------------------------------------------------------------500. 55 (01)
Conversion Table ---------------------------------------------------------------------------------------- 500. 60 (01)
Basic Symbols for Piping -------------------------------------------------------------------------------500. 65 (01)
Working Card
Plates
Your Notes :
08031-0D/H5250/94.09.07
Description
Page 1 (1) Warning A500
General
Warning !
(Marine engines only)
It is important that all MAN Diesel & Turbo engines

are operated within the given specifications and
performance tolerances specified in the engines'
Technical Files and are maintained according to
the MAN Diesel & Turbo maintenance instructions
in order to comply with given emissions regulations.
In accordance with Chapter I of the Code of Federal

Regulations, Part 94, Subpart C, §94.211 NOTICE
is hereby given that Chapter I of the Code of Federal
Regulations, Part 94, Subpart K, §94.1004 requires
that the emissions related maintenance of the die-
sel engine shall be performed as specified in MAN
Diesel & Turbo instructions including, but not limited
to, the instructions to that effect included in the
Technical File.
08028-0D/H5250/94.08.12
10.26 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Description
Page 1(1) Main Data for GenSets 500.00
L23/30H
Main Data for Engine Type L23/30H

Engine Nos 3
(SB6L23-13697/98/99)
Number of cylinders 6
Cycle 4 stroke
Cylinder bore 225 mm
Stroke 300 mm
Engine speed 900 rpm
Engine outpur (on flywheel) 1050kW
Compression ratio 13.5 : 1
Max. combustion pressure 152.9kg/cm²
Firing order 1-4-2-6-3-5
Rotation C.W view from flywheel
Main Data for Alternator Make HYUNDAI HEAVY IND.

Type HFC7 508-08P
Serial No for engine No.1 20143928RAL59601
Serial No for engine No.
Capacity 1237.50kVA
Rating 900 rpm
Voltage 450 V
Frequency 60 Hz
Power factor 0.8
Main Data for Turbocharger Make STX HI-MAN

Type TCR16
Serial No for engine No.1 SGR0581
Main Data for Governor Make WOODWARD

Type UG8D
Serial No for engine No.1 19766032
Your Notes :
08031-0D/H5250/94.09.07
Description
Main Particulars 500.00
Page 1 (1) Edition 30
L23/30H
Cycle : 4-stroke
Configuration : In-line
Cyl. Nos. available : 5-6-7-8
Power range : 650-1280 kW
Speed : 720/750/900 rpm
Bore : 225 mm
Stroke : 300 mm
Stroke/bore ratio : 1.33:1
Piston area per cyl. : 398 cm2
Swept volume per cyl. : 11.9 ltr.
Compression ratio : 13.5:1
Max. combustion pressure : 130 bar*
Turbocharging principle : Constant pressure system and intercooling
Fuel quality acceptance : HFO (up to 700 cSt/50° C, RMK700)

MDO (DMB) - MGO (DMA, DMZ)
according ISO8217-2010
Power lay-out MCR version
Speed rpm 720 750 900
Mean piston speed m/sec. 7.2 7.5 9.0
Mean effective pressure bar 18.2 18.1 17.9
Max. combustion pressure bar 130 130 130*
Power per cylinder kW/cyl. 130 135 160
Overload rating (up to 10%) allowable in 1 hour for every 12 hours
Power per cylinder kW/cyl. 145 150 175
*For L23/30H-900 rpm version a pressure of 135 bar measured at the indicator cock correspond to
130 bar in the combustion chamber.
11.36 - ES1 - Tier II - WB2 - GenSet

Your Notes :
08031-0D/H5250/94.09.07
500.01
Description
Page 1 (1) Introduction Edition 03
General
Introduction Description
This instruction book provides general information The book is a basic instruction manual for the particu-
on the engine design, operation and maintenance. lar engine supplied, with plant-adapted information
It can also be used as a reference when ordering such as basic media-system drawings, electrical
spare parts. Reliable and economical operation of wiring diagrams and test bed reports.
the plant is conditional upon its correct operation
and maintenance in accordance with MAN Diesel & The first five sections (500-504) of the book serve
Turbo’s instructions. Emissions-related maintenance as a guide to engine operation, and the next fifteen
of the diesel engine shall be performed as speci- sections (505-519) contain technical descriptions,
fied in MAN Diesel & Turbo’s instructions and any spare parts illustrations with appurtenant parts lists,
additional instructions to that effect included in the as well as working cards.
Technical File. Consequently, it is essential that the
engine room personnel are fully acquainted with the The last section (520) comprises tools.
contents of this book and the Technical File.
The engine is divided into a number of main com-
Every care is taken to ensure that all information in ponents/assemblies, each of which is described in
this instruction book is present and correct. a section of this book (section 505-519).
This book must not, either wholly or partly, be copied, Each of these sections starts with technical de
reproduced, made public or in any other way made scriptions of the systems/components, followed by
available to any third party without the written consent working cards and the spare parts illustration plates
to this effect from MAN Diesel & Turbo. and parts lists.
If an instruction book is delivered in another language

than English and doubts arise concerning the trans-
lation, the English text shall prevail.
Section 505-519
Spare parts plates
Working card
Description
08028-0D/H5250/94.08.12
Fig. 1 Structure of instruction book.
10.47 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Description
Safety 500.02
Page 1 (2)
Edition 02
General
General Spares
Proper maintenance, which is the aim of this book, Large spare parts should, as far as possible, be placed
is a crucial aspect of achieving optimum safety in well strapped near the area of use and should be
the engine room. The general measures mentioned accessible by crane. The spare parts should be well-
here should, therefore, be a natural routine for the preserved against corrosion and protected against
entire engine room staff. mechanical damage. Stock should be checked at
intervals and replenished in time.
Cleanliness
Light
The engine room should be kept clean above and
below the floor plates. If grit or sand blows into the Ample working light should be permanently installed
engine room while the ship is in port, the ventilation at appropriate places in the engine room, and port-
should be stopped and ventilating ducts, skylights, able working light in explosion-proof fittings should
and doors in the engine room should be closed. be available everywhere.
In particular, welding or work which causes the

spreading of grit and chips must be avoided near Freezing
the engine, unless this is closed or covered, and the
turbocharger air intake filters are covered. If there is a risk of damage due to freezing when the
plant is out of service, engines, pumps, coolers and
The exterior of the engine should be kept clean and pipe systems should be emptied of cooling water.
the paintwork maintained, so that leakages can
easily be detected.
Warning
Fire Opening of cocks may cause discharge of hot liquids

or gases. Dismantling of parts may cause springs
If the crankcase is opened before the engine is cold, to be released.
welding and the use of naked light will involve the risk
of explosions and fire.The same applies to inspection The removal of fuel valves (or other valves in the
of oil tanks and the space below the cooler. Attention cylinder head) may cause oil to run down to the
should furthermore be paid to the danger of fire when piston crown, and if the piston is hot an explosion
using paint and solvents with a low flash point. Porous may then blow out the valve.
insulating material drenched with oil from leakages
is easily inflammable and should be renewed. See When testing fuel valves with the hand pump do not
also: "Ignition in Crankcase" in section 503. touch the spray holes, as the jet may pierce the skin.
Consider beforehand which way the liquids, gases
or flames will move, and keep clear.
08028-0D/H5250/94.08.12
Order
Hand tools should be placed to be easily accessible Crankcase Work

on tool boards. Special tools should be fastened to
tool panels (if supplied) in the engine room close Check beforehand that the starting air supply to the
to the area of use. No major objects may be left engine is shut off.
unfastened, and the floor and passages should be
kept clear.
01.32 - ES0
MAN Diesel
500.02 Safety Description

Page 2 (2)
Edition 02
General
Feeling Over Turning
Whenever repairs or alterations have been made After prolonged out-of-service periods or overhaul
to the running gear, apply the "feel-over sequence" work which may involve a risk of accumulation of liquid
until it is ensured that there is no undue heating, oil- in the combustion spaces, turning should always be
mist formation, blow-by, or failure of cooling water or effected through at least two complete revolutions.
lubricating oil systems.
Check and Maintain

Feel-over Sequence
Lubricating oil condition, filter elements and meas-
Feel over after 5-15 and 30 minutes' idle running and uring equipment, see "Planned Maintenance Pro-
finally when the engine is running at full load. See gramme".
also "Operation" in the section 501.
08028-0D/H5250/94.08.12
01.32 - ES0
Description
Cross Section 500.05
L23/30H
10.35 - ES1
Your Notes :
08031-0D/H5250/94.09.07
Description 500.10
Page 1 (1) Key for Engine Designation Edition 02
General
Engine Type Identification
The engine types of the MAN B&W programme are identified by the following figures:
6 L 28/32 H MCR
No of cylinders
5, 6, 7, 8, 9
12, 16, 18
Engine Type
L : In-line
V : V-built
Cyl. diam/stroke
16/24 : 160/240
21/31 : 210/310
23/30 : 225/300
27/38 : 270/380
28/32 : 280/320
32/40 : 320/400
Design Variant
08028-0D/H5250/94.08.12
Rating
MCR : Maximum continuous rating

ECR : Economy continuous rating
04.08 - ES1
Your Notes :
08031-0D/H5250/94.09.07
Description 500.11
Page 1 (1) Designation of Cylinders Edition 03
General
08028-0D/H5250/94.08.12
98.19 - ES1
Your Notes :
08031-0D/H5250/94.09.07
Description
Page 1 (1) Engine Rotation Clockwise 500.12
Edition 02
General
Direction of rotation seen from flywheel end “Clockwise”
Engine
Alternator
10.39 - ES1
Your Notes :
08031-0D/H5250/94.09.07
Description
Code Identification for Instruments 500.20
General
Explanation of Symbols
TI Measuring device
40 Local reading
Temperature Indicator
No. 40 *
Measuring device
PI Sensor mounted on engine/unit
22 Reading/identification mounted in a panel on the engine/unit
Pressure Indicator
No. 22 *
Measuring device
TAH Sensor mounted on engine/unit
12 Reading/identification outside the engine/unit
Temperature Alarm High

No. 12 *
Measureing device
PT Sensor mounted on engine/unit
22 Reading/identification in a panel on the engine/unit and reading/indication outside
the engine/unit
Pressure Transmitting
No. 22 *
* Refer to standard location and text for instruments on the following pages.
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, Atuator
11.19 - ES1
500.20 Code Identification for Instruments
Description
Edition 04 Page 2 (2)
General
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 (SW)
03 outlet from lub. oil cooler 06 outlet from fresh water cooler (SW) 09
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 guides
23 inlet to 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 compr. 37 charge air from mixer
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 compustion chamber 67
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 94 cylinder lubricating 97 remote
92 oil mist detector 95 voltage 98 alternator winding
93 knocking sensor 96 switch for operating location 99 common alarm
100 inlet to MDO cooler 101 outlet to MDO Cooler 102 alternator cooling air
11.19 - ES1
Description
Introduction to Planned Maintenance Programme 500.24
Page 1 (2)
Edition 03
General
General The front page indicates the following:
The overhaul intervals are based on operation on 1) Safety regulations, which MUST be carried out
a specified fuel oil quality at normal service output, before the maintenance work can start.
which means 70-100% of MCR.
2) A brief description of the work.
In the long run it is not possible to achieve safe and
optimum economical running without an effective 3) Reference to any work which must be carried
maintenance system. out before the maintenance work can start.
The structure and amount of information in the main- 4) Related procedures - indicates other works,
tenance programme mean that it can be integrated in depending on the present work - or works
the entire ship's/power station's maintenance system which it would be expedient to carry out.
or it can be used separately.
5) Indicates x number of men in x number of hours
The core of the maintenance system is the key dia- to accomplish the work.
gram, see pages 500.25 and 500.26, indicating the
inspection intervals for the components/systems, The stated consumption of hours is only intended
so that the crew can make the necessary overhauls as a guide.
based on the engines' condition and/or the time
criteria.
The maintenance system is divided into 2 main

groups:
a. Major overhaul / inspection (page 500.25):

These works are to be carried out during major
overhauls and inspections of the engine.
1
7
b. Duty during operation (page 500.26): indicated
the works to be carried out by the personnel
2
during the daily operation of the engine.
The stated recommended intervals are only for 3

guidance as different service conditions, the quality 8
of the fuel oil and the lubricating oil, treatment of
4
the cooling water, etc., will decisively influence the
actual service results and thus the intervals between
necessary overhauls.
5
9
08028-0D/H5250/94.08.12
Experience with the specific plant/personnel should

6
be used to adjust the time between overhauls. It
should also be used to adjust the timetable stated
for guidance in the working cards.
Working Cards Fig. 1 Instruction guide for working cards.
Each of the working cards can be divided into two: a

front page and one or several pages describing and
illustrating the maintenance work.
98.19 - ES0
MAN Diesel
500.24 Description
Edition 03
Introduction to Planned Maintenance Programme Page 2 (2)
General
Experience with the specific station/personnel may 8) Various requisite hand tools.
lead to updating.
9) Indicates the components/parts which it is
6) Refers to data required to carry out the work. advisible to replace during the maintenance
work. Please note that this is a condition for
7) Special tools which must be used. Please note the intervals stated.
that not all tools are standard equipment.
08028-0D/H5250/94.08.12
98.19 - ES0
Description
Planned Maintenance Programme 500.25
Page 1 (4) Edition 30H
L23/30H
900 RPM
Time Between Overhaul
overhauled parts
Working
Observations
Description ● = Overhaul to be carried out
3rd month
Card
Check new/
200
6000
12000
24000
Monthly
Weekly
50
2000
after hours
Daily
■ = Check the condition
No
Operating of Engine:
Readings of data for engine and alternor, with refe-

rence to "Engine Performance Data", section 502.01...... ■ 502-01.00
Cylinder Head:
Inlet and exhaust valve - overhaul and regrinding of

spindel and valve seat...................................................... ● 505-01.10
Inspection of inlet, exhaust valves and valve guide.......... ■ 505-01.05
Check of valve rotators' rotation during engine rotation... ■ 505-01.05
Sleeve for fuel injector...................................................... ■ 505-01.30
Safety valve - overhaul and adjustment of opening
pressure........................................................................... ■ 505-01.25
Indicator valve.................................................................. ■ ■ 505-01.26
Cylinder head cooling water space - inspection............... ■ 505-01.45

Cylinder head nut - retightening....................................... 200 505-01.40
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
08028-0D/H5250/94.08.12
Cylinder liner removed - check the water space and

wear ring in frame............................................................. ■ 506-01.40
Camshaft and Camshaft Drive:
Camshaft - inspection of gear wheels, bolts, connections

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
09.48 - ES0
500.25
Edition 30H Planned Maintenance Programme Description
Page 2 (4)
L23/30H
900 RPM
overhauled parts
Working
Observations
3rd month
Check new/
50
2000
6000
Monthly
Card
200
24000
Weekly
12000
after hours
Daily
No
Operating Gear for Inlet Valves, Exhaust Valves and

Fuel Injection Pumps:
Roller guide for valve gear................................................ ■ 508-01.00

Valve gear - valve bridge, spring, push rod, etc................ ■ 508-01.10
Roller guide for fuel injection pump.................................. ■ 508-01.05
Roller guide housing......................................................... ■ 508-01.10

Inlet and exhaust valve - check and adjustment of valve
clearance.......................................................................... ■ 508-01.10
Lubricating of operating gear - check............................... ■ 508-01.00

508-01.05
Control and Safety System, Automatics and

Instruments:
Safety, alarm and monitoring equipment ......................... ■ 509-01.00
Lambda controller - adjustment........................................ ■ 509-10.00

Governor - check oil level, see governor instruction
book, section 509............................................................. ■
Crankshaft and Main Bearing:

Checking of main bearings alignment, (autolog).............. ■ 510-01.00
Inspection af main bearing............................................... ■ 510-01.05
Inspection of guide bearing.............................................. ■ 510-01.10
Vibration damper - check the condition............................ ■ 510-04.00

08028-0D/H5250/94.08.12
Lubricating of gear wheel for lub. oil pump and cooling

water pump etc................................................................. ■
Counterweight - retightening, see page 500.40............... 900* ■
Main- and guide bearing cap - retightening...................... 200 ■ 510-01.05

510-01.10
* If screw can be tightened then the screw have to be
loosened and retightened after page 500.40.
09.48 - ES0
500.25
Description
Page 3 (4) Planned Maintenance Programme Edition 30H
L23/30H
900 RPM
overhauled parts
Working
Observations
3rd month
50
2000
6000
200
24000
Weekly
12000
Card
Monthly
Check new/
Daily
after hours
No
Engine Frame and Baseframe:
Holding down bolts - retightening, see page 500.40........ 200 ■

Bolts between engine frame and base frame -
retightening, see page 500.40.......................................... 200 ■
For flexible mounted engines - check anti-vibration

mountings......................................................................... 200 ■ 519-03.00
Safety cover - function test............................................... ■ 511-01.00
Turbocharger System:
Wet cleaning of turbine side............................................. ● 512-15.00

Water washing of compressor side.................................. ● 512-05.00
Cleaning of air filter - compressor side (see turbo-

charger instruction book)..................................................
Turbocharger complete - dismantling, cleaning, inspec-
tion etc. (see turbocharger instruction book)....................
Charging air cooler - cleaning and inspection.................. ■ 512-01.00
Charging air cooler housing - draining............................. ●

Exhaust pipe - compensator............................................. ■
Compressed Air System:
Air starter motor - dismantling and inspection.................. ■ 513-01.30

Function test - main starting valve, starting valve, main
valves and emergency start valve.................................... ■ 513-01.40
08028-0D/H5250/94.08.12
Dirt separator - dismantling and cleaning......................... ●

Muffler - dismantling and cleaning.................................... ●
Compressed air system - draining.................................... ● 513-01.90

Compressed air system - check of the system................. ■ 513-01.90
09.48 - ES0
500.25
Edition 30H Planned Maintenance Programme Description
Page 4 (4)
L23/30H
900 RPM
overhauled parts
Working
Observations
3rd month
Check new/
Card
Monthly
50
2000
6000
200
24000
Weekly
12000
after hours
Daily
No
Fuel Oil System and Injection Equipment:
Fuel oil filter - dismantling and cleaning........................... ● 514-01.15

Fuel oil feed pump............................................................ ● 514-10.00
Fuel oil injection pump - dismantling and cleaning........... ● 514-01.05
Fuel injection valve - adjustment of opening pressure..... 200 ■ 514-01.10

Fuel oil high-pressure pipe - dismantling and check........ ■ 514-01.05
Adjustment of the maximum combustion pressure........... ● 514-05.01
Fuel oil system - check the system................................... ■ 514-01.90

Nozzle cooling system - check the system if installed...... ■ 514-01.90
Fuel oil - oil samples after every bunkering, see sec.504.
Lubricating Oil System:
Lubricating oil pump - engine driven................................ ■ 515-01.00

Lubricating oil filter - cleaning and exhange..................... ● 515-01.10
Lubricating oil cooler........................................................ ● 515-06.00
Prelubricating pump - el.-driven....................................... ■ 515-01.05

Thermostatic valve........................................................... ■ 515-01.20
Centrifugal filter - cleaning and exhange of paper............ ● 515-15.00
Hand pump....................................................................... ● 515-10.00

Lubricating oil - oil samples, see section 504................... ■
Lubricating oil system - check the system........................ ■ 515-01.90
Cooling Water System:

08028-0D/H5250/94.08.12
Cooling water pump - engine-driven (sea water and

fresh water)...................................................................... ■ 516-04.00
Thermostatic valve........................................................... ■ 516-04.00
Cooling water system - check the system........................ ■ 516-01.90
Cooling water system - water samples, see sec. 504....... ■ ■
09.48 - ES0
Description
Operation Data & Set Points 500.30
L23/30H
Acceptable
Normal Value at Full load value at shop
test or after Alarm Set point Autostop of engine
at ISO conditions
repair
Temp. before cooler SAE 30 TI 20 60-75° C <75° C TAH 20 90° C

(outlet engine) SAE 40 TI 20 65-82° C <82° C TAH 20 100° C
Temp. after cooler SAE 30 TI 22 45-65° C <65° C TAH 22 75° C TSH 22 85° C
(inlet engine) SAE 40 TI 22 50-72° C <72° C TAH 22 85° C TSH 22 95° C
Pressure after filter (inlet eng) PI 22 3.1-4.5 bar >4.0 bar PAL 22 3 bar PSL 22 2.5 bar
Elevated pressure i.g. when
centrifugal filter installed PI 22 4.1-5 bar >4.5 bar PAL 22 3.5 bar PSL 22 3.0 bar
Pressure drop across filter PDAH 21-22 0.5-1 bar <0.5 bar PDAH 21-22 1.5 bar
Prelubricating pressure LAL 25 level switch
Pressure inlet turbocharger PI 23 1.2 ±0.5 bar >1.0 bar (H)
(H)
Lub. oil, level in base frame LAL 28 low level
LAH 28 high level
Temp. main bearings TE 29 75-85° C <85° C TAH 29 95° C
Fuel Oil System
Pressure after filter MDO PI 40 2.5-5 bar PAL 40 1.5 bar

HFO PI 40 5-16 bar (A) PAL 40 4 bar
Leaking oil LAH 42 leakage
Press. nozz. cool. oil, inlet eng. PI 50 3-5 bar PAL 50 2.0 bar (B)
Cooling Water System
Press. LT-system, inlet engine PI 01 1-2.5 bar (D) >1.3 bar PAL 01 0.4 bar + (C)
Press. HT-system, inlet engine PI 10 1.5-4.6 bar >1.8-<6 bar PAL 10 0.4 bar + (C)
Temp. HT-system, inlet engine TI 10 60-75° C
Temp. HT-system, outl. cyl.units TI 11 70-85° C <85° C
Temp. HT-system, outlet engine TAH 12 90° C
TAH 12-2 93° C TSH 12 95° C
Temp. raise across cyl. units max. 10° C
Exhaust Gas and Charge Air
Exh. gas temp. before TC TI 62 425-475° C* TAH 62 550° C

TI 62 460-520° C** TAH 62-2 600° C
Exh. gas temp. outlet cyl. TI 60 300-415° C* TAH 60 450° C
TI 60 320-420° C**
Diff. between individual cyl. average TAD 60 average (F)
±25° C ±50° C
Exh. gas temp. after TC TI 61 290-370° C* TAH 61 500° C
TI 61 320-390° C**
Ch. air press. after cooler PI 31 2.0-2.5 bar
1.5-2.0 bar***
Ch. air temp. after cooler TI 31 35-55° C <55° C TAH 31 65° C
Compressed Air System
Press. inlet engine PI 70 7-9 bar >7.5-<9 bar PAL 70 7 bar
Specific plants will not comprise alarm equipment and autostop for all parameters listed above. For specific plants additional parameters
can be included. For remarks to some parameters, see overleaf.
* for 720/750 rpm ** for 900 rpm. *** for de-rated 105/110 kW/cyl. - 720/750 rpm.
10° C change in ambient temperature correspond to approx. 15° C exhaust gas temperature change
12.11 - ES1 - Tier II - Stationary - INC

500.30 Operation Data & Set Points Description
L23/30H
Acceptable
Normal Value at Full load value at shop
test or after Alarm Set point Autostop of engine
at ISO conditions
repair
Speed Control System

Engine speed
Mechanical
Elec. SI 90 720 rpm 820 rpm SAH 81 815 rpm
Mechanical SSH 81 825 rpm
Elec. SI 90 750 rpm 855 rpm SAH 81 850 rpm SSH 81 815 rpm
Mechanical SSH 81 860 rpm
Elec. SI 90 900 rpm 1020 rpm SAH 81 1015 rpm SSH 81 850 rpm
SSH 81 1030 rpm
Turbocharger speed SI 89 (G) SAH 89 (E) SSH 81 1015 rpm
Remarks to individual Parameters E. Limits for Turbocharger Overspeed Alarm

(SAH 89)
A. Fuel Oil Pressure, HFO-operation
Engine type 720 rpm 750 rpm 900 rpm
When operating on HFO, the system pressure must
5L23/30H 55,290 55,290 –
be sufficient to depress any tendency to gasification
6L23/30H 55,290 55,290 42,680
of the hot fuel.
7L23/30H 42,680 42,680 42,680
8L23/30H 42,680 42,680 42,680
The system pressure has to be adjusted according
to the fuel oil preheating temperature.
B. Nozzle Cooling Oil System F. Exhaust Gas Temperatures
The nozzle cooling oil system is only applied for Tier The exhaust gas temperature deviation alarm is
II marine and stationary engines. normally ±50° C with a delay of 1 min., but at start-up
the delay is 5 min. Furthermore the deviation limit is
C. Cooling Water Pressure, Alarm Set Points ±100° C if the average temperature is below 200° C.
As the system pressure in case of pump failure will G. Turbocharger Speed

depend on the height of the expansion tank above
the engine, the alarm set point has to be adjusted Normal value at full load of the turbocharger is de-
to 0.4 bar plus the static pressure. pendent on engine type (cyl. no) and engine rpm.
The value given is just a guide line. Actual values
D. Press. LT -system, inlet engine (PI 01) can be found in the acceptance test protocol.
With two-string cooling water system the normal H. Prelubrication Pressure

value can be higher, max. 4.0 bar.
The normal value and acceptable value at stop test
is given when the engine is in cold standby.

Description
"Green Passport" 500.33
General
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 recommen-

datory guidelines “Resolution A.962(23)” (adopted
2003) apply. This resolution has been implemented
by some classification societies as “Green Passport”.
MAN Diesel & Turbo is able to provide a list of ha-

zardous materials complying with the requirements
of the IMO Convention. This list is accepted by
classification societies as a material declaration for
“Green Passport”.
This material declaration can be provided on request.
11.08 - ES0
Your Notes :
08031-0D/H5250/94.09.07
500.35S
Description
Page 1 (2) Data for Pressure and Tolerance
Edition 49
L23/30H
Section Description mm. / bar
505 Maximum inner diameter, valve guide 14.25 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 5.0 mm.
Maximum height of spindle above cylinder head, "H" 2 83.3 mm
506
Piston and piston ring grooves (see working card 506-01.10)
Clearance in big-end bearing 0.15-0.20 mm
Clearance between connecting rod bush and piston pin 0.15-0.25 mm
Maximum clearance between connecting rod bush and piston pin 0.35 mm
Maximum ovalness in big-end bore (without bearing) 0.08 mm
New cylinder liner, inside diameter 225,000-225,046 mm.
Maximum inside diameter cylinder liner, max. ovalness 0.1 mm 225.50 mm
507 Clearance between camshaft and camshaft bearing 0.11-0.20 mm

Maximum clearance between camshaft and camshaft bearing 0.35 mm
Clearance between teeth on intermediate wheel 0.2-0.3 mm.
Plunger lift at TDC, injection timing:
IMO Tier II - D2, 720 rpm, (S1) 6.2+0.05 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 - 55°C) 0.50 mm.
Valve clearance, Exhaust valve (cold engine 15 - 55°C) 0.90 mm.
Maximum clearance between rocker arm bush and rocker arm shaft 0.30 mm.
509 Clearance between pick-up and impulse wheel 1 ±0.3 mm
510 Deflection of crankchaft (autolog) (see working card 510-01.00)

Clearance between crankshaft and sealing ring, (upper and lower part) 0.30 - 0.40 mm.
Clearance in main bearing 0,2-0,3 mm
Clearance in connecting rod bearing 0.13 - 0.29 mm
Clearance in guide bearing (axial) 0.15 - 0.44 mm
Maximum clearance in guide bearing (axial) 0.8 mm
Clearance between bearing and gearwheel shaft:
Clearance when new bearings are mounted 0.085-0.135
Maximum clearance 0.185
12.16 - ES0, Tier II

500.35S
Edition 49
Data for Pressure and Tolerance Description
Page 2 (2)
L23/30H
Section Description mm. / bar
514 Maximum combustion pressure at full load Max 133 bar

Individual cylinders; admissible deviation from average ± 3 bar
A change of the height of the thrust piece spacer ring of 0.10 mm

will change the maximum pressure by 1 bar
1° turning of camshaft gear wheel changes max. pressure by approx 3 bar
Measurement "X" between thrust piece and roller guide housing 5.5 ± 0.1 mm
For L23/30H 900 rpm version a pressure of 135 bar measured at the
indicator cock correspond to 130 bar in the combustion chamber
Opening pressure of fuel valve (8 hole nozzle) 320 bar

Opening pressure of fuel valve (10 hole nozzle) 350 bar

Your Notes :
08031-0D/H5250/94.09.07
500.40
Description
Page 1 (1) Data for Tightening Torque Edition 42H
L23/30H
Tightening
Section Description Thread Torque Pressure Lubricant
Nm bar
505 Cylinder cover stud (in frame) Stud M48 200 Loctite 243
Nut for cylinder cover stud Nut M45 750 Oil/Molykote
(Unimol gl 82)
Cooling jacket cylinder cover Screw 22 –
506 Connecting rod (see section 506) Molykote

Connecting rod screw Stud M 33 x 2 (Unimol gl 82)
(hydraulic tightening) Nut M 33 x 2 750 –
507 Camshaft assembly Nut M12 85 –

Intermediate wheel shaft Nut M 20 x 1.5 250 –
Intermediate wheel gear Nut M 12 40 –
Gear wheel on camshaft Screw M 12 70 –
508 Housing for valve gear Screw M 12 60 –

Valve gear bracket rocker arm Nut M 16 150 –
510 Main bearing stud (in frame) Stud M 48 200 Loctite 243
Nut for main bearing stud Nut M 45 x 3 750 Molykote
(Unimol gl 82)
Main bearing side screw Screw M 24 300 –
Counterweight on crankshaft Screw M 30 x 2 200 –
+ 60° turn
Vibrationdamper on crankshaft Nut M 27 400 –
Frame / baseframe Nut M 24 500 –
Flywheel mounting (fitted bolt, 3 pcs) Nut M 20 200 –
Flywheel mounting (9 pcs) Nut M 20 500 –
Gear rim on flywheel Screw M 12 34 –
Gear wheel on crankshaft Nut M 10 40 –
514 Fuel pump distribution piece Screw M 8 25 - 30 –

Fuel pump top flange (barrel) Screw M 10 55 - 65 –
Fuel pump caviation plugs Plug M 20 x 1.5 100-120 –
Fuel pump mounting
(bottom flange) Screw M 16 150 –
Fuel valve (nozzle nut) Nut M 26 x 1.5 100 - 120 –

Fuel valve mounting Nut M 16 40 –
Fuel valve (cap nut) Nut 70 –
08028-0D/H5250/94.08.12
Fuel valve adjusting (lock nut) Nut 100 –

High pressure pipe Nut M 18 x 1.5 40 –
515 Gear wheel on lub. oil pump Nut 300 –
519 Conical elements mounting

Upper mounting, Vulkan Screw M 20 400 –
Upper mounting, Rubber design Screw M 20 250 –

Lower mounting Nut M 20 320 –
11.09
Your Notes :
08031-0D/H5250/94.09.07
500.45
Declaration of Weight
Description
L23/30H
Section Component Plate No. Item No. Weight in Kg.
505 Cylinder Head, complete 50501-50502 250

50508-50510
506 Piston, complete 50601 081 45

Piston Pin 50601 019 19
Connecting Rod, complete without bearing 50601 068 95
Cylinder Liner, complete 50610 018 100
Cooling Water Jacket 50610 055 33
507 Camshaft, section 50705 014,026,038 29
508 Housing for Roller Guide 50801 016 17
509 Governor, complete 50901 021,104,116 28
511 Main Bearing Cap 51101 108 75

Guide Bearing Cap 51101 300 85
Front cover 51102 019 164
End cover, complete 51106 237 179
512 Turbocharger, complete

NR15/R 210
NR20/R 375
TCR 14 165
TCR 16 260
TCR 18 415
Intermediate piece 51202 181 9

Air Cooler 51203 054 450
Inlet Bend 51203 138 93
513 Air Starter 51309 756 40
514 Fuel Injection Pump 51401 381 15

Fuel Injection Valve, L'Orange 51402 177 5
Fuel Injection Valve, Nico 51402 325 5
Fuel Oil Feed Pump 51410 290 22
515 Lubricating Oil Pump 51501 330 45

Thermostatic Valve 51503 115 29
Prelubricating Oil Pump, incl. el-motor 51504 242 20
Centrifugal Filter 51515 337 24
516 Thermostatic Valve 51604 114 29

Cooling Water Pump 51610 201 30
12.03 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
500.50
Ordering of Spare Parts
Description
Page 1 (2)
Edition 03
General
Spare parts can be ordered from MAN Diesel & Note:
Turbo, PrimeServ.
• Components from different engine builders
When spare parts are ordered or inquired, the fol- cannot be considered as interchangeable.
lowing data must be indicated, in order to ensure • A wide number of spare parts can be orders
correct identification of the required parts: as spare part kits.
• Selected components may be available in both
• Name of customer original and upgraded version.
• Name of plant /vessel
• Vessel IMO No These data are necessary to ensure supply of the
• Engine type correct spare parts for a particular engine, even
• Engine serial No though the spare part illustrations contained in this
• Engine builder book may not always be in complete accordance
• Plate No and edition No with the individual components of a specific engine.
• Item No
• Quantity For ordering of spare parts for governor, turbocharger
• Designation of the item No and alternator, please see the special chapter in the
instruction book for these components.
Information found on the nameplate of the engine(s)

Example:
Name of customer Name of Plant/Vessel IMO No Engine type Engine Engine builder
serial No
Mercy Ship Africa Mercy L7803188 5L21/31 SB5L21-10799 MAN Diesel & Turbo
or Licensee
Information found on each plate at the instruction manual:
Plate No Edition No Item No Qty. Description

51435 13 440 1 Leak oil pipe
12.11 - ES0
Description
Ordering of Spare Parts 500.50
Page 2 (2)
Edition 03
General

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
12.11 - ES0
500.51
Description
Page 1 (1) How to Return Spare Parts and/or Tools Edition 05
General
How to return spare parts and/or tools
If the unfortunate situation occurs that your spare - If you return to Holeby instead of Frederikshavn,
parts do not fit or is damaged in any way, you need you will have to pay freight charges of minimum
to return your spare parts to us. EUR 70,-
The return procedure is as follows: Please return by cheapest mean to the below address:
Send an email to our office via - Spare Parts:

Holeby: primeserv-hol@mandieselturbo.com or MAN Diesel & Turbo
Frederikshavn: primeserv-frh@mandieselturbo.com Niels Juels Vej 15
9900 Frederikshavn
Clearly stating: Denmark
- Our order number Att: Dept.: Store (WLS-FRH)
- Item numbers
- Reason for return - Tools:
- Your reference MAN Diesel & Turbo
- Pictures of damaged parts – if any. Langerak 74
9900 Frederikshavn
Please be noted that your parts are not to be re- Denmark
turned unless there is an agreement with our Sales Att: Dept.: Service Center (DC5)
Coordinators and/or Superintendents.
For returns to Singapore warehouse please use the
When parts are received in good condition, we will following address:
issue a credit-note. Please mark the box with our
order number or attach a copy of our packing list. MAN Diesel & Turbo Singapore Pte. Ltd.
14 Tuas Avenue 1
For return of tools please mark the box withour project Singapore 639499
name and number on the box (P-xxxxx) Att.: Logistic Centre, Asia
Note: Please be aware that it is only spare parts

Remarks: that have been purchased in Singapore that can be
returned to Singapore warehouse.
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
Frederikshavn.
- If you return your spare parts and/or tools with-

out a written agreement you will be charged a
fee for unauthorised returns.
11.09 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Description
Service Letters 500.55
Page 1 (1)
Edition 01
General
Description
In order to ensure the most efficient, economical and Since new service letters might be of great impor-
up-to-date operation of our engines, we regularly send tance to the operation of the plant, we recommend
out "Service Letters" containing first-hand information that engine staff file them as supplements to the
regarding accumulated service experience. relevant chapters of this instruction book.
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.
08028-0D/H5250/94.08.12
97.40 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Description
Conversion Table 500.60
General
Basic Sl 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
Cincerning other conversions, see table for length
length metre m
mass kilogram kg
time second s Density
electric current ampere A
absolute temperature* kelvin K 1 lb/cub. ft 16.02 kg/m3
amount of substance mole mol
luminous intensity candela cd
Force (1 kg m/s2 = 1 N)
* Also named "thermodynamic temperature"
1 kp (kilopound)* 9.807 N
Supplementary SI Units 1 poundal** 138.3 x 10-3 N
1 lbf (pound force) 4.448 N
Quantity Name Symbol
* Can occasionally be found stated as kgf (kilogram force).
plane angle radian rad Standard acceleration of free fall gn = 9.80665 m/s2
solid angle steradian sr ** 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 at 6.895 x 10-3 N/mm2
time minute min 1 min = 60 s
time hour h 1h = 60 min
plane angle degree ° 1° = (p/180) rad Dynamic viscosity (N s/m2)
volume litre l 1l = 1 dm3
pressure bar bar 1 bar = 105 Pa 1 kp s/m2 9.807 N s/m2 = 98.07 P (poise)
1 poundal s/sq.ft 1.488 N s/m2
1 lbf/sq.ft 47.88 N s/m2
Length (m)
poise is a special name taken from the CGS system. 1 P = 0.1 Pa s
1 in (inch) 25.40 mm = 0.0254 m 1 cP = 1 mPa s = 10-3 Pa s
1 ft (foot) = 12 inches 0.3048 m
1 yd (yard) = 3 ft = 36 inches 0.9144 m Kinematic viscosity (m2/s)
1 statute mile = 1760 yds 1609 m
1 n mile (international nautical mile) 1852 m 1 sq.ft/s 92.90 x 10-3 m2/s = 92.90 x 103 cSt *
* 1 cSt (centi stokes) = 10-6 m2/s. Stokes is a special name

SI Prefixes taken from the CGS system. 1 St = 10-4 m2/s
Factor Prefix Symbol Factor Prefix Symbol Energy, Work (1 Nm = 1 J, Wh)
1018 exa E 10-1 deci d 1 cal I.T* 4.187 J*

1015 peta P 10-2 centi c 1 kpm 9.807 J
1012 10-3 2.648 x 106 J = 0.7355
08028-0D/H5250/94.08.12
tera T milli m 1 hph (metric) kWh

109 giga G 10-6 micro μ 1 ft. lbf 1.356 J
106 mega M 10-9 nano n 1 hph (UK, US) 2.685 x 106J = 0.7457 kWh
103 kilo k 10-12 pico p 1 BTU (UK, US) 1.055 x 103J = 1.055 KJ
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
04.37 - ES0
MAN Diesel
500.60 Conversion Table Description

General
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 * British Thermal Unit (see table for energy conversions)
1 hp (UK, US) = 550 ft.lbf/s 745.7 W
1 BTU/h 0.2931 W
Heat conductance (W/(m K))
Moment of Force, Torque (kg m2/s2 = Nm) 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)
Can easily be derived from the above tables. 1 BTU*/(ft x h x °F) 1.731 W/(m K)
* British Thermal Unit (see table for energy conversions)

Moment of Inertia (kg m2)
1 GD2 (old notation) = 4 x I* kg m2 Heat transmission (W/(m2 K))

1 WR2 (old notation)* = 1 x I* kg m2
1 calI.T./(cm x s x °C) 41.87 x 103 W/(m2 K)
*I = ∫ dmr x r 2
mr = mass at the radius r 1 kcalI.T./(m" x h x °C) 1.163 W/(m2 K)
G = W = mass in kg D = Diameter of gyration 1 BTU*/(ft2 x h x °F 5.678 W/(m2 K)
R = Radius of gyration
Specific fuel oil consumption (SFOC)

Specific fuel consumption* (g/kWh)
Reference conditions
1 g/hph (metric) 1.360 g/kWh Specific fuel oil consumption values refer to brake power,
and the following reference conditions:
* See also table for specific fuel oil consumption values
Reference conditions (ISO)
Temperature difference (K) Blower inlet temperature 25°C 298 K

Blower inlet pressure 1000 mbar
1 °C (Celsius) 1K Charge air coolant temperature 25°C 298 K
1 °F (Fahrenheit) 5/9 K Fuel oil lower calorific value (10200 kcal/kg) 42707 kJ/kgk
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

08028-0D/H5250/94.08.12
Quantity Name Symbol Expressed in basic,

supplementary or
derived SI units
frequency hertz Hz 1 Hz = 1 s-1

force newton N 1N = 1 kg m/s2
pressure, stress pascal Pa 1 Pa = 1 N/m2*
energy, working quantity of heat joule J 1J = 1 Nm
power watt W 1W = 1 J/s
electric potential (DC) volt V 1V = 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
04.37 - ES0
Description
Conversion Table 500.60
General
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
* 1 gallon = 4 quarts = 8 pints
Mass (kg)
1 lb (pound mass) = 16 ozs (ounces) 0.4536 kg

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
Pressure
(1 N/m2 = 1 Pa, 1 bar = 105 Pa, 1 mbar = 10-3 bar)
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 Cp
range
08028-0D/H5250/94.08.12
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 mbar
Gas constant for air and exhaust gas = 287 J/(kg x K)
Water, heat of evaporation 100°C 1.013 bar 2.256 x 106 J/kg
Fuel oil. Lower calorific value 41-43 x 106 J/kg
ISO 3046/1-1986 standard reference fuel 43 x 106 J/kg
Diesel engine reference fuel (see below)
04.37 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Description
Page 1 (3) Basic Symbols for Piping 500.65
Edition 01
General
No Symbol Symbol designation No Symbol Symbol designation

2.14 Spectacle flange
1. GENERAL CONVENTIONAL SYMBOLS
1.1 Pipe 2.15 Orifice
1.2 Pipe with indication of direction of flow 2.16 Orifice
1.3 Valves, gate valves, cocks and flaps 2.17 Loop expansion joint
1.4 Appliances 2.18. Snap coupling
1.5 Indicating and measuring instruments 2.19 Pneumatic flow or exhaust to atmosphere
1.6 High-pressure pipe

3. VALVES, GATE VALVES, COCKS AND FLAPS
1.7 Tracing 3.1 Valve, straight through
1.8 Enclosure for several components as-sem- 3.2 Valve, angle

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

down
2.4 Flexible pipe 3.7 Non-return valve (flap), angle, screw down
2.5 Expansion pipe (corrugated) general 3.8 Safety valve
2.6 Joint, screwed 3.9 Angle safety valve
2.7 Joint, flanged 3.10 Self-closing valve

08028-0D/H5250/94.08.12
2.8 Joint, sleeve 3.11 Quick-opening valve
2.9 Joint, quick-releasing 3.12 Quick-closing valve
2.10 Expansion joint with gland 3.13 Regulating valve
2.11 Expansion pipe 3.14 Ball valve (cock)
2.12 Cap nut 3.15 Butterfly valve
2.13 Blank flange 3.16 Gate valve
05.02 - ES0
MAN Diesel
500.65 Basic Symbols for Piping

Description
Page 2 (3)
Edition 01
General
No Symbol Symbol designation No Symbol Symbol designation

3.17 Double-seated changeover valve
4. CONTROL AND REGULATION PARTS
3.18 Suction valve chest 4.1 Fan-operated
3.19 Suction valve chest with non-return valves 4.2 Remote control
3.20 Double-seated changeover valve, straight 4.3 Spring
3.21 Double-seated changeover valve, angle 4.4 Mass
3.22 Cock, straight through 4.5 Float
3.23 Cock, angle 4.6 Piston
3.24 Cock, three-way, L-port in plug 4.7 Membrane
3.25 Cock, three-way, T-port in plug 4.8 Electric motor
3.26 Cock, four-way, straight through in plug 4.9 Electromagnetic
3.27 Cock with bottom connection 4.10 Manual (at pneumatic valves)
3.28 Cock, straight through, with bottom conn. 4.11 Push button
3.29 Cock, angle, with bottom connection 4.12 Spring
3.30 Cock, three-way, with bottom connection 4.13 Solenoid
3.31 Thermostatic valve 4.14 Solenoid and pilot directional valve
3.32 Valve with test flange 4.15 By plunger or tracer
3.33 3-way valve with remote control (actuator)

5. APPLIANCES
08028-0D/H5250/94.08.12
3.34 Non-return valve (air) 5.1 Mudbox
3.35 3/2 spring return valve, normally closed 5.2 Filter or strainer
3.36 2/2 spring return valve, normally closed 5.3 Magnetic filter
3.37 3/2 spring return valve contr. by solenoid 5.4 Separator
3.38 Reducing valve (adjustable) 5.5 Steam trap
3.39 On/off valve controlled by solenoid and pilot 5.6 Centrifugal pump
directional valve and with spring return
05.02 - ES0
Description
Basic Symbols for Piping 500.65
General
No. Symbol Symbol designation No. Symbol Symbol designation

5.7 Gear or screw pump
6. FITTINGS
5.8 Hand pump (bucket) 6.1 Funnel / waste tray
5.9 Ejector 6.2 Drain
5.10 Various accessories (text to be added) 6.3 Waste tray
5.11 Piston pump 6.4 Waste tray with plug
5.12 Heat exchanger 6.5 Turbocharger
5.13 Electric preheater 6.6 Fuel oil pump
5.14 Air filter 6.7 Bearing
5.15 Air filter with manual control 6.8 Water jacket
5.16 Air filter with automatic drain 6.9 Overspeed device
5.17 Water trap with manual control

7. READING INSTR. WITH ORDINARY DESIGNATIONS
5.18 Air lubricator 7.1 Sight flow indicator
5.19 Silencer 7.2 Observation glass
5.20 7.3 Level indicator

Fixed capacity pneumatic motor with direc-
tion of flow
5.21 Single acting cylinder with spring returned 7.4 Distance level indicator
5.22 Double acting cylinder with spring returned 7.5 Recorder
5.23 Steam trap

08028-0D/H5250/94.08.12
05.02 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Index
Page 1(1)
Operation of Engine 501
L23/30H
Description
Warning ----------------------------------------------------------------------------------------------------- A5001

Operating -------------------------------------------------------------------------------------------------- 501. 01 (01H)
Out-of Service -------------------------------------------------------------------------------------------- 501. 05 (01H)
Starting-up after Out of Service Periods ----------------------------------------------------------- 501. 10 (01H)
Guidelines for Longterm Low-Load Operation on HFO ---------------------------------------- 501. 15 (03)
Guidelines Regarding MAN Diesel GenSets Operating on Low Sulphur Fuel Oil --------501. 15 (02)
Working Card
Plates
Your Notes :
08031-0D/H5250/94.09.07
Description
Page 1 (1) Warning
General
Warning !
(Marine engines only)
It is important that all MAN Diesel & Turbo engines

are operated within the given specifications and
performance tolerances specified in the engines'
Technical Files and are maintained according to
the MAN Diesel & Turbo maintenance instructions
in order to comply with given emissions regulations.
In accordance with Chapter I of the Code of Federal

Regulations, Part 94, Subpart C, §94.211 NOTICE
is hereby given that Chapter I of the Code of Federal
Regulations, Part 94, Subpart K, §94.1004 requires
that the emissions related maintenance of the die-
sel engine shall be performed as specified in MAN
Diesel & Turbo instructions including, but not limited
to, the instructions to that effect included in the
Technical File.
12.06 - ES0
Description
Operating 501.01
Page 1 (2)
Edition 01H
L23/30H
Preparations for Starting 4. Check the pressure in the starting air receiver(s)
and open the starting air supply (blow-off water, if any,
The following describes what to do before starting, and drain the starting air system before opening.
when the engine has been out of service for a lon-
ger period of time, or if major overhauls have been 5. Regulating gear - please check:
made.
- that all fuel pumps are set at index "0" when
1. Check the oil level in the base frame (or in the regulating shaft are in STOP position.
the lub. oil tank, if the engine is with dry sump), air
lubricator and in the govenor. - that each fuel pump can be pressed by hand
to full index when the regulating shaft are in STOP
Start-up the prelubricating pump. position, and that the pumps return automatically to
the "0" index when the hand is removed.
The engine shall be prelubricated at least 2 minutes
prior to start. - that the spring-loaded pull rod is working cor-
rectly.
Check oil pressures before and after the filter.
- that the stop cylinder for regulating the shaft
2. Open the cooling water supply, start separate works properly, both when stopping normally and at
cooling water pumps where installed, and check the overspeed and shut down.
cooling water pressure.
- that testing is made by simulating these situa-
Note: To avoid shock effects owing to large tempe- tions.
rature fluctuations just after the start, it is recom-
mended: 6. Open the indicator valves and turn the engine
some few revolutions, check that no liquid is flowing
a) to preheat the engine. Cooling water of at least out from any of the indicator valves during the tur-
60 °C should be circulated through the frame and ning.
cylinder head for at least 2 hours before start:
Slow-turning must always be carried out, before the
- either by means of cooling water from engines engine is started after prolonged out of-service pe-
which are running or by means of a built-in preheater riods and after overhauls, which may involve a risk
(if installed). of liquid having collected in the cylinders.
or 7. Close the indicator valves.
b) When starting without preheated cooling water, 8. Disengage the turning gear, if fitted. Check that
the engine must only be started on MDO (Ma-rine it is locked in the "OUT" position.
Diesel Oil).
08028-0D/H5250/94.08.12
The engine should not be run up to more than 50% Starting

load to begin with, and the increase to 100% should
take place gradually over 5 to 10 minutes. 1. Start the engine by activating the start but-
tom.
Note: When starting on HFO (Heavy Fuel Oil), only
item "a" applies. 2. Check the lubricating oil pressure, cooling
water pressure, fuel oil feed pressure. Check that
3. Open the fuel oil supply to the feed pump. the prelubricating oil pump is stopped.
Starting on HFO: circulate preheated fuel through the 3. Check that all alarms are connected.
pumps until correct working temperatures have been
obtained. This normally takes 30-60 minutes. See also "checks after starting-up".
96.02 - ES0U-G
MAN Diesel
501.01 Description
Edition 01H
Operating Page 2 (2)
L23/30H
Testing during Running 9. To ensure full operational liability, the condition
of the engine should be continuously observed in
When the engine is running, the planned maintenance order for preventive maintenance work to be carried
programme and the following should be checked: out before serious breakdowns occur.
1. The lubricating oil pressure must be within

the stated limits and must not fall below the stated Stopping
minimum pressure. The paper filter cartridges must
be replaced before the pressure drop across the filter 1. Before stopping, it is recommended to run the
reaches the stated maximum value, or the pressure engine at reduced load, or to idle for about 5 minutes
after the filter has fallen below the stated minimum for cooling-down purposes.
value. Dirty filter cartridges cannot be cleaned for
re-use. 2. The engine is stopped by keeping the fuel pump
delivery rate at "0", by turning the "load- limit" knob
2. The lubricating oil temperature must be kept on the governor to "0", or by activating the remote
within the stated limits indicated on the data sheet. stopping device.
3. The fuel oil pressure must be kept at the stated

value, and the filter must be cleaned before the Start and Stop on HFO
pressure drop across the filter reaches the stated
maximum value. Start and stop of the engine should take place on
HFO in order to prevent any incompatibility problems
4. The cylinder cooling water temperature must be by change-over to MDO.
kept within the limits indicated and the temperature
rise across the engine should not exceed 10°C. MDO should only be used in connection with main-
tenance work on the engine or longer periods of
5. The cooling water temperature at the charging engine standstill.
air cooler inlet should be kept as low as possible;
however, not as low as to produce condensation Before starting on HFO the engine must be properly
water in the charging air space. preheated as described in "Preparations for Star ting"
and as described below.
Adjustment takes place in the external system outside
the engine, and the amount of cooling water must Stopping the engine on HFO is no problem, but it
be adjusted so that the temperature rise across the should be ensured that the temperature of fuel pipes
charging air cooler is 3 - 5 °C. are not reduced to a level below the pour point of
the fuel, otherwise, reestabilishing of the circulation
6. The exhaust gases should be free from smoke might cause problems.
at all loads. For normal exhaust temperatures, see
the test report from shop and sea trials.
Starting on MDO
08028-0D/H5250/94.08.12
7. Keep the charging air pressure and tempera-

ture under control. For normal values, see the test For starting on MDO there are no restrictions except
report from shop and sea trials. lubricating oil viscosity may not be higher than 1500
cSt (5° C SAE 30, or 10° C SAE 40).
8. Recharge the starting air receivers when the
pressure has dropped to about 20 bar. Stop rechar- Initial ignition may be difficult if the engine and am-
ging at 30 bar. bient temperatures are lower than 5° C and 15° C
cooling water temperature.
96.02 - ES0U-G
Description
Out-of Service 501.05
Page 1 (2)
Edition 01H
L23/30H
1. Stand-by Engines 4.3. Open up all filters to check that filter elements
are intact. Filter cartridges in the lub. oil filter is to be
During engine standstill in stand-by position the replaced before start, after repair, or after excessive
media cooling water and fuel oil should be con- differential pressure. After removal, dirty elements
tinuously circulated at temperatures similar to the can be examined for particles of bearing metal at
operation conditions. the bottom of the paper lamella. (the elements can
not be used again).
The engine shall be prelubricated 2 minutes prior
to start, if there is not intermittent or continuous pre- 4.4. Check the cylinder walls.
lubricating installed. intermittent prelub. is 2 min
every 10 minutes. 4.5. Take deflection measurements of the crank-
shaft.
2. Maintenance during Standstill 4.6. A lubricating oil sample should be sent to a

laboratory for immediate analysis.
In periods during stand-still of the engine (not in
stand-by position) it is recommended to start the 4.7. Drain plugs are unscrewed from the bottom of
prelubricating oil pump minimum 10 minutes once turbochargers, or the drain cock is opened. If drain
every week and totum the engine during the prelu- facilities are installed in the exhaust gas system this
bricating period by 2-3 revolutions. should be opened.
3. Laid-up Vessels 5. Work during Repairs
During the lay-up period (and also when laying-up the The following should be made during major re-
vessel) we recommend that our special instructions pairs.
for preservation of the engines are followed.
5.1. Retighten all bolts and nuts in the crankcase
and check their locking devices. Also, retighten
4. Work before Major Repairs foundation bolts.
4.1 After stopping the engine, while the oil is still 5.2. Check the various gear wheel drives for the
warm, start the el-driven prelub. pump, open up the camshaft(s).
crankcase and camshaft housings and check that
the oil is flowing freely from all bearings. Also, take 5.3. Remedy leakages of water and oil in the en-
off the top covers on the cylinder heads and make gine, and blow through blocked-up drain pipes.
sure that oil is not supplied for lubrication of rocker
arms, as non-return valves are fitted which do not 5.4. Drain starting air pipes of water.
open until the oil pressure at the inlet to the rocker
08028-0D/H5250/94.08.12
arms exceeds 1 bar. 5.5. Empty the oil sump of lubricating oil and remove
the sludge, if not done within a period of one year.
After overhaul of pistons, bearings, etc. this check Clean the sump very thoroughly and subsequently
should be repeated before starting the engine. coat with clean lubricating oil.
4.2. After stopping the prelub. pump, check the

bottom of the oil sump for fragments of babbitt from 6. Work after Repairs
bearings
6.1. If an opening-up of engine or lubricating oil
system may have caused ingress of impurities,
cleaning should be carried out very carefully before
starting the engine.
96.02 - ES0U-G
501.05 Description
Edition 01H
Out-of Service Page 2 (2)
L23/30H
The differential pressure across the lub. oil filter 6.7 b) Adjustment speed: Switch-in the alternator
must be watched very carefully after cleaning and on the switchboard and set the load to about 40%.
starting-up the engine. Be sure to replace filter cart- On reaching normal oil temperatures in governor
ridges in due time. and engine, increase the load instantly to about 80%
(by starting the major pump or compressor). This
6.2. After restoring normal lubricating oil circulation, must not cause the frequency to fall by more than
turn the engine at least two revolutions by means of some 8%, and the engine must return to a constant
the turning rod to check the movability of the relevant no rpm after about 3 seconds (although this rpm
parts of the engine. will be a little lower than before owing to the speed
droop of
6.3. Close the drain cocks in the turbocharger (or the governor). If the engine is operated in parallel
in the exhaust gas system, if mounted). with other engines, an even sharing of load shall
be established within about 3 seconds. If the gov-
6.4. Lubricate thebearings and rod connections in ernor reacts too slowly, compensating adjustment
the manoeuvring gear. Disconnect the governor and is effected as indicated in Woodward's instruction
move the rod connections by hand to check that the manual (Compensating Adjustment).
friction in bearings and fuel pumps is sufficiently low.
If repair of bearings or alignment of engine has been Note: It is a condition for this test that the engine
made, check no 1, 2, and 5 should be repated. and turbocharger are in perfect operating condition,
so that possible sources of error immediately can
6.5. Checks to be made just before starting of the be eliminated
engine are mentioned under 501.01.
6.7 c) Hunting: Run the engine at synchronous
6.6. Add cooling water and check the leakage rpm, and without load. Provided the governor oil is
pressure system on at the upper and lower cy-linder warm, the regulating lever must not perform any
liner sealings and at cooling water connections. major periodical movments, and neither must there
be any variation in the engine speed. If that is the
6.7. Check the governor as follows: case, repeat the compensating adjustment accord-
Start up the engine and run it at the synchronous ing to Woodward's instruction manual.
number of revolutions.
6.7 d) Speed droop: in case of unsatisfactory
6.7 a) Speed-setting: Before switching-in the load sharing between two ore more engines this
alternator on the switchboard please check that the can be rectified by increasing the speed droop of
servomotor adjusts the rpm with a suitable quick- the engine that is subject to the greatest load (or
ness after actuation of the synchronizer knob on the by reducing the setting of the other engines).
switchboard. The range from - 5% to + 5% from the
syn-chronous rpm should be tested. The setting should not normally be increased beyond
70 on the scale, and satisfactory parallel operation
can generally be obtained at settings between 40
08028-0D/H5250/94.08.12
and 60.
96.02 - ES0U-G
Description
Starting-up after Out of Service Periods 501.10
Page 1 (1)
Edition 01H
L23/30H
The following enumerate checks are to be made After the last feel-over, repeat check 4 page 501.05,
immediately after starting, during load increase, see also Ignition in Crankcase page 503.04 in
and during normal running. section 503.
In the following it is assumed that the engine has After repair or renewal of cylinder liners, piston
been out of service for some time, for instance due rings or bearings, allowance must be made for a
to repairs and that checks during out of service running-in period, i.e. the engine load should be
periods have been carried out as described in the increased gradually as indicated in the tables below.
previous chapter. The engine output is determined on the basis of the
fuel index and the load on the electric switchboard.
When starting after such an out-of-service period, the The turbocharger speed gives some indication of
following checks must be made in the stated order the engine output, but is not directly proportional to
in addition to normal surveillance and recording. the output throughout the service period.
Begin the starting-up sequence at a reduced engine

1. To be Checked immediately after Starting: speed, e.g. 400 rpm, until it can be known for cer-
tain that there are no hot spots in the engine. Then,
1.1. Check that the turbocharger is running. increase the speed to the normal rpm and connect
to the switchboard and put on load.
1.2. Check that the lubricating oil pressure is in
order. The load increase during the starting-up sequence
may, for instance, be:
1.3. Check that all cylinders are firing (see exhaust
temperatures). 25 % load for 2 hours
50 % load for 2 hours
1.4. Check that everyting is normal for the engine 75 % load for 2 hours
speed, fuel oil, cooling water and system oil. 100 % load may be put on.
1.5. Check by simulation of the overspeed shut- The pump index indicated in the tables has been
down device that the engine stops. The overspeed given as a percentage of the index at full load. To
setting should be according to " Set Points and enable the index to be read directly off the fuel pumps,
Operation Data " section 500. the following formula can be employed:
I = I% x IF
2. To be Checked during Starting-up, but only 100
if Required after Repairs or Alterations:
IF = Index at full load (from testbed table)
2.1. If the condition of the machinery is not well-
known, especially after repairs or alterations, the I% = Index expressed as % of full load index
08028-0D/H5250/94.08.12
"feel-over sequence" should always be followed, (stated in the preceding starting-up

i.e.: sequence).
After 5-15 and 30 minutes' idle running, open the Following the alteration of the pump index of the
crankcase and the camshaft housing and perform one or two cylinders concerned it must be checked
feel-over on the surfaces of all moving parts where that when in STOP position the governor is able to
friction may arise and cause undue heating. move all the fuel pumps to an average pump index
not exceeding 2 or 3.
Feel: Main, crankpin, (alternator), and camshaft
bearings, piston pins, cylinder liners, roller guides After completing the starting-up sequence, make
and gear wheels. sure that all fuel pumps are set at the same index
and that the governor can cause all fuel pumps to
move to "0" index.
96.30 - ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Description
Guidelines for Longterm Low-Load Operation on HFO 501.15
General
Part load/low load operation and turbocharger. HFO-operation at loads lower than
20% MCR should therefore only take place within
In certain ship and power station operation modes the certain time limitations according to the curves.
diesel generating sets are exposed to part load/low
load operation. After a certain period of HFO-operation at loads lower
than 20% MCR, a change to MDO should take place
During manoeuvring of the ship all diesel generating in order to prevent further retardation of the engine
sets are often started up for safety reasons, result- performance condition. Alternatively, the engine load
ing in low should be raised to 70% MCR over a period of 15
load operation of all the engines. During harbour stay minutes and maintained here for some time in order
one diesel generator could be low-loaded when only to burn off the carbon deposits, thus re-establishing
hotel purposes are consuming electricity. adequate performance condition. After such a "clean
burning period" low load operation on HFO can be
Island mode operation of diesel generating sets in continued.
power stations is frequently exposed to low load
operation like on a ship. However, the operator must be aware of the fact
that fouling in the combustion air inlet channels,
At part load/low load it is important to maintain if any, will not be cleaned at high load operation.
constant media temperatures, i.e. for cooling water, Extensive low load running can therefore result in
lubricating oil and fuel oil in order to ensure adequate the need for manual cleaning of the combustion air
combustion chamber temperature and thus complete inlet channels.
combustion.
If special application conditions require continuous
At loads lower than 20% MCR there is a risk of time HFO-operation at loads lower than 20% MCR and
dependant retardation of the engine performance occasionally performed "clean-burning" periods are
condition due to fouling of the exhaust gas channels inconvenient or impossible, special equipment and
and combustion air channels, combustion chambers arrangements must be established.
Load %
20
dmissible low-load operation
A Necessary operating period
(load percent/period) on HFO. with min. 70% load after low-
load operation on HFO.
15 Running-up period to 70%

load: approx. 15 min.
a b 70% load
10 HFO or MDO
5
a b
Operating period (h) Operating period (h)

Example: a) with 10% load 19 hours maximum operation on HFO admissible, then change-over to MDO
or b) operate engine for approx. 1.2 hours with 70% rating minimum, in order to burn off residues.
Afterwards low load operation on HFO can be continued.
Fig 1 Low-load operation.
08.20 - ES1
Your Notes :
08031-0D/H5250/94.09.07
Description Guidelines Regarding MAN Diesel & Turbo GenSets 501.16
Page 1 (1) Operating on Low Sulphur Fuel Oil Edition 02
General
Exhaust emissions from marine diesel engines have Low sulphur distillates
been the focus of recent legislation. Apart from nitrous
oxides (NOx), sulphur oxides (SOx) are considered In general our GenSet is developed for continuous
to be the most important pollution factor. A range of operation on HFO as well as on MDO/MGO. Occa-
new regulations have been implemented and others sionally changes in operation mode between HFO
will follow (IMO, EU Directive, and CARB). These and MDO/MGO are considered to be within normal
regulations demand reduction of SOx emissions operation procedures for our engine types and do
by restricting the sulphur content of the fuel. That is thus not require special precautions.
to say sulphur limits for HFO as well as mandatory
use of low sulphur distillate fuels for particular ap- Running on low sulphur fuel (< 0.1% S) will not cause
plications. This guideline covers the engine related problems, but please notice the following restrictions:
aspects of the use of such fuels.
In order to avoid seizure of the fuel oil injection pump
Low sulphur HFO components the viscosity at engine fuel oil inlet must
be > 2 cSt. In order achieve this it may be necessary
From an engine manufacturer’s point of view there to install a fuel oil cooler, when the engine is running
is no lower limit for the sulphur content of HFO. We on MGO. This is both to ensure correct viscosity and
have not experienced any trouble with the currently avoid heating up the service tank, which is important
available low sulphur HFO, that are related to the as the fuel oil injection pumps are cooled by the fuel.
sulphur content or specific to low sulphur HFO. This
may change in the future if new methods are applied When operating on MDO/MGO a larger leak oil
for the production of low sulphur HFO (desulphuriza- amount from fuel oil injection pumps and fuel oil
tion, uncommon blending components). MAN Diesel injection valves can be expected compared to op-
& Turbo will monitor developments and inform our eration on HFO.
customers if necessary.
In order to carry out a quick change between HFO
If the engine is not operated permanently on low and MDO/MGO the change over should be carried
sulphur HFO, then the lubricating oil should be se- out by means of the valve V1-V2 installed in front
lected according to the highest sulphur content of of the engine.
the fuels in operation.
For the selection of the lubricating oil the same ap-
plies as for HFO. For temporary operation on distillate
fuels including low sulphur distillates nothing has to
be considered. A lubricating oil suitable for operation
on diesel fuel should only be selected if a distillate
fuel is used continuously.
10.16 - ES1
Your Notes :
08031-0D/H5250/94.09.07
Index
Page 1(1)
Engine Performance and Condition 502
L23/30H
Description
Questionnaire ----------------------------------------------------------------------------------------- A5002

Engine Performance and Condition ---------------------------------------------------------------- 502. 01 (08)
Evaluation of Readings Regarding Combustion Condition -------------------------------------502. 02 (04)
Condensate Amount-------------------------------------------------------------------------------------- 502. 05 (03)
Working Card
Engine Performance Data------------------------------------------------------------------------502- 01. 00 (01)
Plates
Your Notes :
08031-0D/H5250/94.09.07
Questionnaire – Technical Documentation
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1 (1)
Description
Engine Performance and Condition 502.01
General
Performance Data and Engine Condition An increase in charge air temperature involves a cor-
responding increase in the exhaust gas temperature
During operation small changes in the engine condi- level by a ratio of about 1:1.5, i.e. 1°C higher charge
tion take place continuously as a result of combustion, air temperature causes about 1.5°C higher exhaust
including fouling of airways and gasways, formation gas temperature.
of deposits, wear, corrosion, etc. If continuously
recorded, these changes in the condition can give Reduction of the charge air pressure results in a cor-
valuable information about the operational and responding reduction of the compression pressure
maintenance condition of the engine. Continuous and max. combustion pressure.
observation can contribute to forming a precise and
valuable basis for evaluation of the optimum operation When checking the max. pressure adjustment of the
and maintenance programmes for the individual plant. engine, it is therefore to be ensured that the exist-
ing charge air pressure is correct. Is not avaiable
for L16/24.
Engine Performance Data
If abnormal or incomprehensible deviations in opera- Fuel Injection Pump

tion are recorded, expert assistance in the evaluation
thereof should be obtained. The amount of fuel injected is equivalent to the
supplied energy and is thus an expression of the
We recommend taking weekly records of the most load and mean effective pressure of the engine. The
important performance data of the engine plant. Dur- fuel pump index can therefore be assumed to be
ing recording (working card 502-01.00 can be used) proportional to the mean pressure. Consequently,
the observations are to be compared continuously in it can be assumed that the connected values of the
order to ascertain alterations at an early stage and pump index are proportional to the load.
before these exert any appreciable influence on the
operation of the plant. The specific fuel consumption, SFOC (measured by
weight) will, on the whole, remain unchanged whether
As a reference condition for the performance data, the engine is operating on HFO or on MDO, when
the testbed measurements of the engine or possibly considering the difference in calorimetric heat value.
the measurements taken during the sea trial on the However, when operating on HFO, the combination
delivery of the ship can be used. If considerable de- of density and calorific value may result in a change
viations from the normal conditions are observed, it of up to 6% in the volumetric consumption at a given
will be possible, in a majority of cases, to diagnose load. This will result in a corresponding change in
the cause of such deviations by means of a total the fuel pump index, and attention should be paid to
evaluation and a set of measurements, after which this when adjusting the overload preventive device
possible adjustment/overhauls can be decided on of the engine.
and planned.
To avoid overloading of the engine the charge air
pressure and turbine speed recorded at the shop
Evaluation of Performance Data test should not be exceeded.
Air Cooler At the Power Control Synchronizing (PCS) panel in the

engine control room it is possible to reduce the load
Fouling of the air side of the air cooler will manifest by adjusting the setting for maximum MCR load limit
itself as an increasing pressure drop, lower charge
air pressure and an increased exhaust/charge air Abrasive particles in the fuel oil result in wear of fuel
temperature level (with consequential influence on injection pumps and fuel valve nozzles. Effective
the overhaul intervals for the exhaust valves). treatment of the fuel oil in the purifier can keep the
content of abrasive particles to a minimum. Worn
fuel injection pumps will result in an increase of the
index on account of an increased loss in the pumps
due to leakage.
12.04 - ES0
502.01 Engine Performance and Condition Description
General
When evaluating operational results, a distinction is If, for any reason, the surface temperature of the fuel
to be made between changes which affect the whole valve nozzle is lower than the condensation tempera-
engine (all cylinder units) and changes which occur ture of sulphuric acid, sulphuric acid condensate
in only one or a few cylinders. can form and corrosion take place (cold corrosion).
The formation of sulphuric acid also depends on the
Deviations occuring for a few cylinders are, as a rule, sulphur content in the fuel oil.
caused by malfunctioning of individual components,
for example a fuel valve with a too low opening pres- Normally, the fuel nozzle temperature will be higher
sure, blocked nozzle holes, wear or other defects, an than the approx. 180°C at which cold corrosion
inlet or exhaust valve with wrongly adjusted clearance, starts to occur.
burned valve seat, etc.
Abrasive particles in the fuel oil involve heavier wear
of the fuel valve needle, seat, and fuel nozzle holes.
Turbochargers Therefore, abrasive particles are to the greatest pos-
sible extent to be removed at the purification.
Fouling of the turbine side of the turbocharger will,
in its first phase, manifest itself in increasing turbo-
charger revolutions on account of increased gas Exhaust Valves
velocity through the narrowed nozzle ring area. In
the long run, the charging air quantity will decrease The overhaul intervals for exhaust valves is one of
on account of the greater flow resistance through the the key parameters when the reliability of the entire
nozzle ring, resulting in higher wall temperatures in engine is to be judged. The performance of the
the combustion chambers. exhaust valves is therefore extremely informative.
Service experience has shown that the turbine side is Especially under unfavourable conditions, fuel quali-
exposed to increased fouling when operating on HFO. ties with a high vanadium and sodium content will
promote burning of the valve seats. Combinations of
The rate of fouling and thereby the influence on vanadium and sodium oxides with a corrosive effect
the operation of the engine is greatest for small will be formed during combustion. This adhesive ash
turbochargers where the flow openings between the may, especially in the event of increased valve tem-
guide vanes of the nozzle ring are relatively small. peratures, form deposits on the seats. An increasing
Deposits occur especially on the guide vanes of the sodium content will reduce the melting point and
nozzle ring and on the rotor blades. In the long run, thereby the adhesive temperature of the ash, which
fouling will reduce the efficiency of the turbocharger will involve a greater risk of deposits. This condition
and thereby also the quantity of air supplied for the will be especially unfavourable when the va na weight
combustion of the engine. A reduced quantity of air ratio increases beyond 1:3.
will result in higher wall temperatures in the combus-
tion spaces of the engine. The exhaust valve temperature depends on the actual
maintenance condition and the load of the engine.
Detailed information and instructions regarding With correct maintenance, the valve temperature is
water washing of the turbocharger are given in the kept at a satisfactory low level at all loads. The air
instruction manual. supply to the engine (turbocharger/air cooler) and the
maximum pressure adjustment are key parameters
in this connection.
Fuel Valves
It is important for the functioning of the valves that
Assuming that the fuel oil is purified effectively and the valve seats are overhauled correctly in accord-
that the engine is well-maintained, the operational ance with our instructions.
conditions for the fuel valves and the overhaul in-
tervals will not normally be altered essentially when The use of rotocaps ensures a uniform distribution
operating on HFO. of temperature on the valves.
12.04 - ES0
Description
Page 3 (3) Engine Performance and Condition 502.01
Edition 08
General
Air Inlet Valves Engine Room Ventilation, Exhaust System
The operational conditions of the air inlet valves are Good ventilation of the engine room and suitable loca-
not altered substantially when using residual fuel. tion 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
Fuel Injection Pumps exhaust valves.
Assuming effective purification of the fuel oil, the The fresh air supply (ventilation) to the engine room
operation of the fuel injection pumps will not be very should correspond to approximately 1.5 times the air
much affected. consumption of the engines and possible boilers in
operation. Under-pressure in the engine room will
The occurrence of increasing abrasive wear of plunger involve an increased exhaust temperature level.
and barrel can be a consequence of insufficient
purification of the fuel oil, especially if a fuel which The exhaust back-pressure measured after the turbo-
contains residues from catalytic cracking is used. chargers at full load must not exceed 300 mm water
Water in the fuel oil increases the risk of cavitation in column. An increase in the exhaust back-pressure will
connection with pressure impulses occurring at the also cause an increased exhaust valve temperature
fuel injection pump cut-off. A fuel with a high asphalt level, and increased fuel consumption.
content has deteriorating lubricating properties and
can, in extreme cases, result in sticking of the fuel
injection pump plungers.
12.04 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Description Evaluation of Readings Regarding 502.02
Page 1 (1)
Combustion Condition Edition 04
General
PRESSURE DROP
INCREASING
(limit 50%)
Air filters
fouled.
PRESSURE DROP
INCREASING
(limit 50%)
Air side of
ALL CYLINDERS cooler fouled.
Exhaust temp. increa-
sing:
Air system fouled TEMP. DIFFERENCE
(Air filter-blower-cooler). TOO LARGE
Exhaust system fouled Water flow too small
(nozzle ring, turbine
wheel).
TEMP. DIFFERENCE
TOO LARGE
Air cooler fouled.
ONE CYLINDER DECREASING CHARGE

Exhaust temp. in AIR PRESSURE:
creasing: Fuel valve Decreasing air amount.
needs overhaul. Fouled turbocharger,
Compression too low air filter or charge
owing to leakage of Pcomp and Pmax ARE MEASURED by means air cooler (air side).
exhaust valve or of max. pressure gauge.
piston ring blow-by. Pcomp too low: Leaky combustion chamber,
charging air pressure too low.
Pmax too low:

P comp too low, ignition too late.
Remarks: except for L16/24

Please also see Description 502.01,
Engine Performance and Condition
11.23 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Description
Condensate Amount 502.05
General
Fig. 1 Nomogram for calculation of condensate amount.
General Then normally, the air cannot absorb the same

amount of water as before.
There is always a certain amount of water in air.
When the air is saturated with aqueous vapour, the Condensation of water in the engine's charge air
humidity is said to be 100% and there is as much receiver is consequently dependent on the humidity
water in the air as it can absorb without condensing. and the temperature of the ambient air. To find out
The amount of water in kg/kg air can be found from if condensation in the charge air receiver will occur
08028-0D/H5250/94.08.12
the diagram. The ability to absorb water depends on the diagram can be used.
the pressure and temperature of the air.
Example:
Amount of Condensation Water in the Charge Diesel engine 1000 kW

Air Receiver Ambient air condition:
air temperature 35 C
Both higher pressure and lower temperature reduce relative air humidity 90 %
the ability to absorb water. A turbocharged diesel Charge air temperature 50 C
engine takes air from outside, compresses and Charge air pressure 2.6 bar
cools the air.
04.31 - ES2
MAN Diesel
502.05 Condensate Amount

Description
General
As a guidance, an air consumption of 8.2 kg/kWh (Le) Amount of Condensate Water in Air Tanks
at full load can be used for MAN B&W engines.
The volume of condensate in the air tank is determi-
Solution according to diagram: ned by means of the curve at the bottom to the right
of the diagram, representing an operating pressure
Water content of air (I) 0.033 kg/kg of 30 bar.
Max. water cont. of air (II) 0.021 kg/kg
Example:
Amount of condensate in charge air receiver.
Amount of condensate in air tank.
= (I-II) x le x P
= (0.033 - 0.021) x 8.2 x 1000 = 123 kg/h Volumetric capacity of tank (V) 4000 dm³
Temperature in tank (T) 40 °C=313K
Internal press. of tank (p) 30 bar
Draining of Condensation Water = 31 x 105 N/m²(abs.)
Gas constant for air (R) 287 Nm/kg.K
This phenomenon will occur on all turbocharged Ambient air temperature 35 °C
engines. For MAN B&W Four-stroke engine, there Relative air humidity 90 %
is no risk with a small amount of water in the charge Weight of air in tank
air receiver. But if the charge air receiver is filled with
water, there is a risk of getting water into the cylinder. pxV 31 x 105 x 4
This water have to be drained away. As standard a m= = = 138 kg
RxT 287 x 313
valve is mounted on the charge air receiver/cooler
on the engine. This valve is to be used for draining
of the water. If there is a great amount, the valve can Solution acc. to above diagram:
be left half-open. If the amount is small, the charge
air receiver can be drained periodically. Water content of air (l) 0.033 kg/kg
Max. water cont. of air (lll) 0.0015 kg/kg
Amount of condensate in air tank
= (I - III) x m
= (0.033 - 0.0015) x 138 = 4.35 kg
08028-0D/H5250/94.08.12
04.31 - ES2
Working Card
Engine Performance Data 502-01.00
L23/30H
Safety precautions Special tools
Stopped engine Plate no. Item no. Note.

Shut-off starting air
Shut-off cooling water 52005 109 L23/30H
Shut-off fuel oil
Shut-off nozzle cooling oil
Stopped lub. oil circul.
Press Blocking - Reset
Description Hand tools
Measurements of engine performance data.
Starting position
Engine is running.
Related procedure
Man power Replacement and wearing parts
Working time : ½ hour Plate no. Item no. Qty. /

Capacity : 1 man

Data
Data for pressure and tolerance (Page 500.35)

Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)
11.25 - ES0
502-01.00 Engine Performance Data
Working Card
L23/30H
Engine Performance Data
M/V Engine Type Engine No. Date/Year Hour Total Engine

1 2 3 4 5 6 running Hours
Engine RPM Fuel Type Turbocharger Turbocharger
7 8
Visc. 9
Density Type Serial No. 10 RPM
Switchboard
Effect (kW) Voltage (V) Current (A) cos ϕ /kVAr
11 12 13 14
Cylinder Data
Ave-
15 Cylinder No. 1 2 3 4 5 6 7 8 9 16 rage
17 Fuel Pump Index
18 Maximum Pressure (bar)
19 Compress. Pressure (bar)
20 Exhaust Temp. (° C)
21 Cooling Water (°C)
Turbocharger
Temp. inlet blower (° C) Pressure before blower (mmWC) Temp. after blower (° C)
22 23 24
∇
Press. air cooler (mmWC) Temp. charge air (° C) Press. charge air (bar)
25 26 27
Temp. exhaust gas before TC (° C) Temp. exhaust gas after TC (° C) Press. exhaust gas after TC (mmWC)
28 29 30

Temp. after engine (° C) Press. before filter (bar) Press. after filter (bar)
31 32 33
Temp. inlet engine (° C) Press. before TC (bar)
34 35 36
Cooling Water System

LT temp. inlet air cooler (° C) LT temp. outlet air cooler (° C) LT press. inlet air cooler (bar)
37 38 39
LT temp. inlet lub. oil cooler (° C) LT temp. outlet lub. oil cooler (° C) LT temp. inlet alternator (° C)
40 41 42
LT temp. outlet alternator (° C) HT FW temp. inlet engine (° C) HT FW press. inlet engine (bar)
43 44 45
Fuel Oil System

Fuel oil temp. inlet engine (° C) Fuel oil press. before engine (bar)
46 47
Nozz. cool. oil press. inlet engine (bar) Nozz. cool. oil temp. outlet engine (°C) Sign.
48 49 50
11.25 - ES0
Working Card
Engine Performance Data 502-01.00
L23/30H
The Instruction for Filling in the Diagram Cylinder Data
"Engine Performance Data"
15) Cylinder no. - can be read on engine plate.
The numbers in the instruction are commensurate A/B is used for V-engines.
with the numbers on the diagram.
16) Average for all engine cylinders for point: 17-
The automatic symbols mentioned in the instruction 18-19-20-21.
TI 01, TI 03, PI 01 etc, refer to the diagrams printed
in the instruction books for specified plants. 17) Fuel pump index - can be read on each of
the high pressure fuel oil injection pumps.
Engine Performance Data 18) Max pressure (bar) can be read for each
cylinder by means of indicator or Pmax gauge.
1) Name of ship, if stationary name of plant.
19) Compression pressure (bar) - can be read for
2) Engine type. each cylinder by means of the indicator measure-
ment, which is carried out during idling by nominal
3) Engine no. RPM.
4) Date/year of observations. 20) Exhaust temperature (°C)

- Thermometer TI 60.
5) Hour, time of observations.
21) Water outlet cylinder (°C) (jacket cooling)
6) Total engine running hours - engineer's log- - Thermometer TI 11.
book.
7) Engine revolutions per minute (RPM) - can be Turbocharger

read on tachometer SI 90.
22) Thermometer inlet blower (°C) can be read
8) Fuel oil type: The viscosity must be stated (in by means of a thermometer placed in the engine
cSt) and the temperature by which the viscosity has room near the air filter of the TC.
been measured f.inst. 180 cSt/50°C. Density must
be stated: g/cm³. 23) Pressure before blower (mmWC) - can be
read by means of a mmWC instrument placed in
9) Turbocharger: Type and serial number are the engine room near the TC.
stated on the rating plate of turbocharger.
10) Turbocharger revolutions per minute (RPM) - 24) Temperature after blower (°C) - can be read
can be read on the tachometer SI 89. by means of a thermometer TI 30.
25) ∆ Pressure air cooler (mm/WC).

Switchboard
26) Charge air temperature (°C). Temperature of
11) Effect alternator (kW) - can be read on the the charge air in the charge air receiver.
main switchboard. - Thermometer TI 31.
12) Voltage (V) - can be read on the switchboard. 27) Pressure charge air (bar). Pressure of the
charge air in the charge air receiver.
13) Current (A) - can be read on the switchboard. - Pressure gauge PI 31.
14) Cos ϕ/kVAr - can be read on the switchboard. 28) Tempereture of the exhaust gas before TC
(°C) - Thermometer TI 62.
11.25 - ES0
502-01.00 Engine Performance Data
Working Card
Page 4 (4)
Edition 01
L23/30H
29) Temperature of the exhaust gas after TC (°C) 40) Temperature of the low temperature (LT) cool-
- Thermometer TI 61. ing water (sea, raw or fresh) at inlet lub. oil cooler
(°C)
30) Pressure of the exhaust gas after the TC (bar) - Thermometer TI 07.
- Pressure gauge PI 61.
41) Temperature of the low temperature (LT) cool-
ing water (sea, raw or fresh) at outlet lub. oil cooler
Lubricating Oil System °C)
31) Temperature of the lub. oil inlet cooler (°C)
- Thermometer TI 20. 42) Temperature of the low temperature (LT) cool-
ing water (sea, raw or fresh) at inlet alternator (°C)
32) Pressure of the lub. oil before the filter (bar) - Thermometer TI 04.
43) Temperature of the low temperature (LT) cool-
33) Pressure of the lub. oil after the filter (bar) ing water (sea, raw or fresh) at outlet alternator (°C)
- Pressure gauge PI 22. - Thermometer TI 05.
The filter element should be replaced with a pres- 44) Temperature of the high temperature (HT)
sure drop across the filter of 1.5 bar. fresh water (FW) at inlet engine (°C)
34) Temperature of the lub. oil inlet engine (°C)
- Thermometer TI 22. 45) Pressure of the high temperature (HT) fresh
water (FW) of outlet engine (°C)
35) Pressure of the lub. oil before the turbocharger - Thermometer TI 10.
(bar).
Fuel Oil System
Cooling Water System 46) Temperature of the fuel oil at inlet engine (°C)
37) Temperature of low temperature (LT) cooling
water (sea, raw or fresh) at inlet charge air cooler 47) Pressure of the fuel oil before engine (bar)
(°C) - Pressure gauge PI 40.
48) Nozzle cooling oil pressure at inlet engine
38) Temperature of low temperature (LT) cooling (bar)
water (sea, raw or fresh) at outlet charge air cooler - Pressure gauge PI 50.
(°C)
- Thermometer TI 02. 49) Nozzle cooling oil pressure at outlet engine
(bar)
39) Pressure of the low temperature (LT) cooling - Pressure gauge PI 51.
water (sea, raw or fresh) at inlet charge air cooler
(bar) 50) Signature.
11.25 - ES0
Index
Page 1(1)
Trouble Tracing 503
L23/30H
Description
Starting Failures------------------------------------------------------------------------------------------- 503. 01 (02)

Faults in Fuel Oil System ------------------------------------------------------------------------------- 503. 02 (01H)
Disturbances During Running-------------------------------------------------------------------------- 503. 03 (01H)
Ignition in crankcase ------------------------------------------------------------------------------------- 503. 04 (03)
Trouble Shooting Guide for Centrifugal By-Pass fil ---------------------------------------------- 503 05 (01H)
Trouble Shooting Guide for Air Starter---------------------------------------------------------------503. 06 (01H)
Trouble Shooting for Cooling Water System------------------------------------------------------- 503. 09 (03)
Trouble Shooting for Lubricating Oil Cooler-------------------------------------------------------- 503. 10 (01)
Working Card
Plates
Your Notes :
08031-0D/H5250/94.09.07
Description
Starting Failures 503.01
Page 1 (1)
Edition 02
General
Trouble Possible cause Troubleshooting
Engine turns as soon as shut- Faults in electrical system. Check electrical parts.
off valve is opened, without
start button being activated.
Engine does not turn when Air pressure in starting air Start compressors, re-charge
start button is activated. receiver too low. air receiver.
Main valve(s) closed. Open valve at receiver and stop

valve interposed in line between
receiver and engine.
Pinion does not engage with Check the air starter.

the flywheel.
Air motor runs, pinion engages Check the air motor for broken
but does not rotate. shafting, bearing or clutch
jaws,
see Working Card 513-01.30.
Faults in electrical system. Check electrical parts.
Engine turns too slowly or ir- Worn air motor parts. Remove and disassemble the
regularly when start button is air motor. Examine all parts
activated. and replace any that are worn
or damaged. Use the guidelines
for determining unserviceable
parts, see Working Card 513-
01.30.
Start valve is sticking in closed Check start valve.

position.
Low air pressure. Raise the air receiver pres-

sure.
Air starter works, but the drive Clutch or drive shaft broken. Dismantle the air starter and
shaft does not rotate. repair it.
08028-0D/H5250/94.08.12
04.31 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Description
Faults in Fuel Oil System 503.02
Page 1 (3)
Edition 01H
L23/30H
Trouble Possible Cause Trouble Shooting
Engine turns on starting air, but Sluggish movement of manoeuve- Lubricate and mobilize rod con-
ignition fails. Fuel pumps are not ring gear. nections in manoeuvering gear.
actuated.
Governor setting incorrect. Adjust governor, see special in-
struction manual.
Overspeed stop tripped. Cancel overspeed stop.
Piston in stop cylinder is actuated. Check that piston is not sticking.

Check that pressure in cylinder is
relieved. Check that the over-
speed trip is not actuated.
Piston in stop cylinder is actuated Check pressures and tempera-tu-

owing to uncancelled shutdown res. Check for faults in shut-down
function (1). devices.
Failures in governor. Check that governor is working

properly. For further fault location,
see special instr. manual.
Incorrect adjustment of manoeuve- Check rod connec. Check that

ring gear. fuel pump index is corresponding
to "Adjustments after trials" in
testbed chart.
Incorrect adjustment of limiter Adjust setting of limiter cylinder.

cylinder.
Engine turns on starting air, but Fuel oil service tank empty. Pump oil into the tank.
no fuel is injected owing to failu-
res in fuel system. Air in fuel pumps and fuel injection Vent the fuel pumps with fuel
valves (2). with-out air bubbles appears.
If ignition fails in just one cyl.,
vent the re-spective fuel injection
valve. If igni-tion still fails, install a
spare valve before attempting to
start the engi-ne again.
Worn-out fuel pump. Change fuel pumps.
Defective fuel injection valves or Change defective fuel valves.

08028-0D/H5250/94.08.12
valve nozzles (4).
Too low pressure before fuel injec- Increase the fuel oil feed pump
tion pumps (3). pressure.
Engine turns on starting air, fuel Water in the fuel. Drain off water and repeat venting
is injected, but ignition fails. of fuel pumps.
Fuel valves or nozzles defective (4). Change defective fuel valves,

see Working Card 514-01.10.
Cont.
96.37 - ES0U-G
503.02 Faults in Fuel Oil System Description
Edition 01H Page 2 (3)
L23/30H
Compression during start too low Check intake and exhaust valve
(5). for tight closing. Check cyl. wear
and piston rings.
Incorrect timing of camshaft (6). Check fuel pump timing advance,

and fuel valve opening pressure
as well as camshaft adjustment.
First ignitions are too violent (sa- Oil has collected on piston crown Slow turning with open indicator
fety valves are opening). Engine (7). valves. To locate defective fuel
runs erratically. val-ve, remove oil.
Sluggish movement of manoeuve- Lubricate and mobilize rod

ring gear. connections and bearings in
manoeuvering gear.
Fuel pump index too high. Check rod connection is manoeu-

vering gear. Check that governor
is working properly. Limiter cylin-
der to be set lower.
Remarks
1) If the shutdown function is due to overspeed, 4) If the fuel is forced into the cylinder through
the shutdown impulse is cancelled by setting the a defective fuel valve or through worn-out atomizer
overspeed governor and thus venting the stop cy- holes, no or too sluggish atomization may prevent
linder. ignition, possibly followed by too violent ignition.
2) Whenever air is present in the fuel oil system 5) To obtain ignition temperature in the cylinders,
repeat venting of fuel pumps. The cause may be the compression pressure during starting should
that a fuel valve is kept in open position (spindle be normal, see the testbed report. This can be
sticking or spring broken). Heating of fuel to a too checked by measuring the compression pressure
high temperature may have a similar effect owing during starting. Cylinders having too low compres-
to formation of gas in the fuel. If a sticking valve sion should be inspected.
08028-0D/H5250/94.08.12
is found, it should be changed and overhauled. It

should be cheked that no oil has collected on the
piston crown. Air in the fuel oil system may also be 6) Major alterations of the combustion charac-
the result of the fuel oil feed pump suckingin air teristics of the fuel may demand adjustment of the
through a defective stuffing box or a leaky seal. timing of the fuel pumps. One or more camshaft
sections may be incorrectly fitted (after dismantling).
Too high opening pressure of the fuel valves will also
3) If the fuel oil pressure drops, the filter may be delay the injection.
clogged up, or the by-pass at the feed pump may
have opened.
96.37 - ES0U-G
Description
Faults in Fuel Oil System 503.02
Page 3 (3)
Edition 01H
L23/30H
7) Oil on the piston crown will in most cases have If a repair cannot be made on the spot, it is decided
leaked down from a defective fuel valve. As these oil if running may continue, with or without the defective
accumulations are dangerous, the leakage should charger blanked off.
be found and remedied before the engine is started
again. When continuing the running with the turbocharger
out of operation, the engine output must be redu-
ced. The exhaust temperature must not exceed
Turbocharger Failure the normal valve, for full load running with an intact
turbocharger. For further details see the separate
If heavy vibrations, bearing failure or other trouble turbocharger instr. manual.
arise in a turbocharger, the engine load must be
reduced until the vibrations cease. When possible,
the engine is stopped in order to locate and remedy
the fault (see turbocharger instr. manual).
08028-0D/H5250/94.08.12
96.27- ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Description
Disturbances during Running 503.03
Page 1 (3)
Edition 01H
L23/30H
Exhaust temperature(s) (All cyls.) Increased charging air See Working Card 512-01.00.
increase(s) temperature due to ineffective air
coolers.
(All cyls.) Fouling or air and gas Reduce load and water-wash tur-
passages. bine. Clean air filters and coolers.
(All cyls.) Insufficient cleaning of See Description 504.25.

fuel oil or changed combustion
characteristics.
(All cyls.) Wrong position of cam- Check Pmax. Check camshaft ad-
shaft (maladjustment). justment.
(single cyls.) Fuel valve or valve See Working Card 514-01.10.

nozzle defective.
(Single cyls.) Leaky exhaust Check the valve clearance.

valves (1). Repla-ce cyl. head with defective
valve.
(Single cyls.) Blow-byleaky com- See Working Card 506-01.00.

bustion chamber (2).
(Single cyls.) Damaged fuel Replace the single camshaft

pump cam. section.
Exhaust temperature(s) (All cyls.) Decreased charging air Check that thermostatic valve
decrease(s) temperature. (by-pass valve) in cold water
system is working properly and
correctly set.
(Single cyls.) Air in fuel pump(s) Venting of fuel pump(s) until fuel
and fuel injection valve(s). without air bubbles appears.
Check feed pump pressure.
(Single cyls.) Spindle in fuel valve Change and overhaul defective

sticking (3). fuel valve.
(Single cyls.) Fuel pump plunger Change fuel pump plunger/barrel

sticking or leaking. assembly.
08028-0D/H5250/94.08.12
Engine RPM decreases Pressure before fuel pumps too Raise fuel oil feed pump pressure
low. to normal. Check filter.
Fuel valve or fuel pump defective. Change defective valve or pump.
Water in the fuel. Drain off water and vent the fuel
pumps.
Governor defective (4). Replace defective governor.
Increased internal friction in See "Ignition in Crankcase".

engine (5).
Cont.
96.37 - ES0U-G
503.03 Disturbances during Running
Description
Page 2 (3)
Edition 01H
L23/30H
Engine stops. Shutdown. Check pressure and temperatures.

If OK, check for faults in shut-
down devices. See also Starting
Failures.
Smoky exhaust. Turbine RPM lagging behind en- Reasonably smoke is normal when
gine RPM. RPM increases; no measures cal-
led for. If smoky exhaust during
normal running, clean turbine(s)
and check valves.
Air supply too low. Fouling of air and gas passages,

see section 512.
Fuel valves or nozzles defective. See Working Card 514-01.10.
"Trumpets" at nozzle holes. Failure Overhaul fuel valves.

of cooling (especially during hea-
vy-oil operation) (6).
Exhaust valve knocking. Adjusting screw for valve setting Inspect and replace defective
loose. Push rod thrust disc da- parts as necessary.
maged.
Rising cooling water tempera- Pump stopped. Increased friction Stop the engine. Check the
ture. (7). cooling water. Find cause of incre-
ased friction and remedy fault.
Lubricating oil pressure fails. Lubricating oil pump defective. Stop the engine. For further
Filters/cooler fouled. details, see "Ignition in crankcase".
See also Working Card 515-01.00
for lub. oil pump and Working
Card 515-01.10 for the lub. oil filter
08028-0D/H5250/94.08.12
Remarks
1) This manifests itself by the exhaust tempe- 2) Blow-by means a serious danger of piston
rature rising and falling of the compression and seizure, and the engine must, if possible, be stop-
maximum combustion pressure of the respective ped and the piston in question pulled. If this is not
cylinder dropping. possible, the fuel pump index must, as described
above, be moved to stop. Leaky piston rings will
To limit the damage to the valves these should be normally result in a heavy excess pressure in the
changed immediately, if possible, or the fuel pump crankcase.
of the cylinder concerned should be put out of
operation by moving the index to stop and locking
it in this position.
96.37 - ES0U-G
Description
Disturbances during Running 503.03
Page 3 (3)
Edition 01H
L23/30H
3) If this happens the fuel pump barrel and 6) If the cooling water temperature for the entire
plunger must be changed, and if, it is necessary engine has risen to 90-100° C, it should be checked
to increase the fuel pump index by more than 10 whether steam has developed by opening the test
index degrees, to obtain full load of the respective cocks, if fitted on the discharge from cylinders. If
cylinder, the fuel pump is worn out in most cases. this is the case, there is no water on the cooling
Usually this is confirmed by inspection of the fuel surfaces, which may therefore be heated unduly.
pump plunger on which the helical cut-off edge will To avoid heat stresses arising in cylinder liners and
show a pitted and corroded area where material is cylinder heads, if the water returns too early, the
plucked out. In that case the pump can be provided engine should be stopped and left to cool, while
with a new barrel and plunger. the discharge valve is closed. After 15 minutes it
is opened a little to allow the water to rise slowly in
the cooling jackets. Check filling at test cocks. Make
4) The governor will not reduce the fuel pump crankcase inspection to ascertain that internal water
delivery to zero in case of, for instance, failure of leakage has not arisen. Remember slow turning with
the governor oil pump, but the engine speed will open indicator valves at subsequent starting-up.
start fluctuating.
When the governor is defective the engine is pro- 7) If the lubricating oil pressure drops below the
tected against racing by the overspeed trip, i.e. the minimum mentioned in "Data" find the cause of the
engine is stopped automatically in case of excessive pressure drop and remedy the defect before re-st-
speed. It is therefore, essential, that the overspeed arting the engine. Feel over 5-15-30 minutes after
trip is kept in perfect order. Regarding governor starting, and again when full load is obtained. See
failure, see special instruction book. section 502.
5) Usually a bearing failure will not slow down the

engine appreciably, but the seizure of a piston in
the cylinder liner might do so. Repair is necessary
before starting the engine again. Feelover and look
out for oil mist.
08028-0D/H5250/94.08.12
96.37 - ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Description 503.04
Page 1 (1) Ignition in Crankcase Edition 03
General
Cause 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-
proportions as in the ambient air, but an intense ment.
spray of oil drops is slung around everywhere. If
undue friction, and thus heating, arises between Warning: Do not open crankcase until 10 minutes
sliding surfaces, or heat is otherwise transmitted to after stopping the engine. When opening up, keep
the crankcase, the heated surface will cause eva- clear of possible flames. Do not use naked light and
poration of the lubricating oil splashed onto it. When do not smoke.
the oil vapours condense they form milky white oil
mist which can ignite. Such ignition may be caused 3) Cut off starting air.
by the same "hot spot" that produced the oil mist. Set the control panel in "Blocking Mode" see
If a large quantity of oil mist has developed before description 501.01.
ignition, the burning may cause considerable pres- Take off all doors on one side of the crank-
sure rise in the crankcase, forcing the relief valves case.
to open. In a few cases, presumably when the whole
crankcase has been filled with oil mist, a subsequent 4) Locate the hot spot. Powerful lamps should be
explosion has thrown off the crankcase doors and employed at once (in explosion-proof fittings).
caused fire in the engine room. Feel over all sliding surfaces (bearings, liners,
pistons, roller guides, etc.).
Every precaution should therefore be taken to (A)
avoid "hot spots" and (B) discover oil mist in time. Look for squeezed-out bearing metal and discol-
oration by heat (blistered paint, burnt oil, heated
steel).
"Hot spots" in Crankcase
5) Prevent further heating, preferably by making
Overheating of bearings is a result of inadequate or a permanent repair. Special attention should be
failing lubrication, possibly caused by pollution of paid to ensuring lubricating oil supply and the
the lubricating oil. satisfactory condition of the frictional surfaces
involved. It is equally important to replace filter
It is therefore important that the lubricating oil filtration elements in time.
equipment is in perfect condition. Filter cartridges may
not be used again if they have been removed from 6) Start electrically driven lubricating oil pump
the filter. Checking of the oil condition by analysis is and check oil flow from all bearings and spray
recommended. pipes in crankcase while turning the engine
through at least two revolutions.
7) Stop and feel over. Look out for oil mist.

08028-0D/H5250/94.08.12
Oil Mist in Crankcase
The presence of oil mist may be noted at the vent Especially the frictional surfaces that caused the
pipe which is usually fitted to the top of the engine heating should be felt over (5-15-30 minutes after
frame. starting, and again when full load is obtained). Sec-
tion 501.10.
Measures (in case of white oil mist).
8) If it has not been possible to locate the hot spot,
Warning: Keep away from doors and relief valves on step 7 should be intensified and repeated until
crankcase. Do not stay unnecessarily in doorways the cause of the oil mist has been found and
near the doors of the engine room casing. 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).
00.12 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Description
Trouble Shooting Guide for Centrifugal By-pass Filter 503.05
Page 1 (1)
Edition 01H
L23/30H
Tabulated below are the corresponding remedial

actions to be taken, if the following faults are obser-
ved:
Oil leakage through cover nut. Missing or damaged O-ring (see Item Replace O-ring.
291, Plate 51515).
Seal face damaged. Replace O-ring.
Excessive vibrations. Rotor out of balance owing to un-

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

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

damaged.
Rotor assembly inadequately tight- Tighten and bring to notice of main-

ened. tenance staff.
Standtube incorrectly seated or Re-fit or replace if damaged.

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

maltreatment.
Rotor assembly components fitted Follow sequence in Working Card

in wrong sequence. 515-15.00 in section 515.
Fit new bearing tube assembly.

Bushes loose or worn in tube as-
sembly.
08028-0D/H5250/94.08.12
96.30 - ES0U
Description 503.06
Page 1 (2) Trouble Shooting Guide for Turbine Starter Edition 01H
L23/30H
Trouble Possible Cause, see working card Trouble Shooting
Motor will not run. No air supply. Check for blockage or damage to
air supply lines or tank.
Damaged motor assembly (12). Inspect motor assembly and power

train and repair power train or re-
place motor assembly, if necessary.
Foreign material in motor and/or Remove motor assembly and piping

piping. and remove the blockage.
Blocked exhaust system. Remove housing exhaust cover (1)

and check for blockage.
Defective control or relay valve. Replace control valve or relay valve.
Loss of power. Low air pressure to starter. Check air supply.
Restricted air supply line. Check for blockage or damage to

air lines.
Relay valve malfunctioning. Clean or replace lines or relay

valve. Lubricate relay valve.
Exhaust flow restricted. Check for blocked or damaged

piping. Clean or replace piping.
Check for dirt or foreign material
and clean or remove. Check for
ice build-up. Melt ice and reduce
moisture build-up to starter.
Damaged motor assembly. Replace motor assembly.
Drive (57) will not engage. No pressure to drive housing port. Check air supply.
Internal drive housing ports Remove blockage.

blocked.
Fluid in drive unit components. Remove fluid.
Damaged or worn piston assembly Replace damaged or worn parts.

08028-0D/H5250/94.08.12
(54), O-rings or seals.
O-rings and seals dry. Relubricate O-rings and seals.
Motor runs, pinion engages, but Damaged or broken drive train. Disassemble drive train and replace
does not rotate flywheel. worn or damaged parts.
Excessive butt engagement. Damaged drive pinion (63) or Inspect drive pinion and flywheel
flywheel. and replace, if necessary.
Damaged starter drive (57) com- Inspect drive components and

ponents. replace worn or damaged parts.
Cont. ....
96.38 - ES0U-G
503.06 Description
Edition 01H
Trouble Shooting Guide for Turbine Starter Page 2 (2)
L23/30H
Trouble Possible Cause, see working card Trouble Shooting
Low air pressure. Check air supply.
Wrong drive pinion. Replace with proper drive pinion.
Oil blowing out of exhaust. Oil in air supply line. Inspect air line and remove source
of oil.
Splash deflector retaining screw (5) Install splash deflector retaining

or pipe plug missing. screw or pipe plug.
Worn or damaged rotor seals or Replace static seals on outside of

static O-rings. motor or send motor to Ingersoll
Rand to be rebuilt.
Oil leaking from gear case (28). Worn or damaged O-rings. Replace O-rings.
Loose joints. Make sure that joints fit properly

and starter assembly cap screws
are tightened to 60 ft-lb (81 Nm)
torque. Make sure all seals and
O-rings fit and seal properly at their
perimeters. If they do not replace
with new seals and O-rings.
Excessive high-speed operation. Operate according to recommen-

dations.
High number of start cycles. Replace worn components.
Loose or leaking pipe plugs (10) Tighten or replace pipe plugs using
or (11). Ingersoll-Rand No SMB-441 pipe
sealant.
Splash deflector retaining screw Tighten splash deflector retaining

loose or pipe plug missing. screw or replace pipe plug.
Air or gas leakage. Loose joints. Make sure that joints fit properly
and starter assembly cap screws
are tightened to 60 ft-lb (81 Nm)
08028-0D/H5250/94.08.12
torque. Make sure all seals and

O-rings fit and seal properly at their
perimeters. If they do not, replace
with new seals and O-rings.
Excessive high-speed operation. Operate according to recommen-

dations.
High number of start cycles. Replace worn components.
Loose or leaking pipe plugs. Tighten or replace pipe plugs.
Splash deflector retaining screw Tighten splash deflector retaining

loose or pipe plug missing. screw or replace pipe plug.
96.38 - ES0U-G
Description
Trouble Shooting for Cooling Water System 503.09
Page 1 (1)
Edition 03
General
Description The pump bearings are lubricated automatically with

oil from the lubricating oil system of the engine.
The built-on fresh water pumps in the high and low
temperature circuits are of the centrifugal type. They If the pump leaks and the shaft sealing rings are
are mounted in the front end box and are driven worn, it is recommended to replace the shaft seal,
through the gearing. see Working card 516-02.00.
Oil or water flows out of the inspec- Worn rotating sealing. See working card 502-05.00.
tion holes.
The pump does not work after start. Pump draws in air at suction side. Check packings 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 Suction valve not fully open. Open the suction valve.
delivery.
Defective seals. Replace the seals.
Worn impeller and worn wear rings. Overhaul the pump.
Note: Running trouble with the pump, apart from

mechanical faults, is most often due to leaks in the
08028-0D/H5250/94.08.12
suction line. It is therefore essential that all packings

and gaskets are in order and that they are renewed
when necessary. Even a tiny hole in the suction line
will reduce the pump capacity.
98.20 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Description 503.10
Page 1 (2) Trouble Shooting for Lubricating Oil Cooler Edition 01
General
Trouble Shooting Fatigue fracture will normally necessitate replace-
ment of all plates and gaskets as there may be a
It is necessary to replace damaged plates or ga- risk of fatigue fracture in all the material.
skets. In case of corrosion, all plates must be examined
carefully!
First examine the external conditions around the Concerning the work to be carried out see Working
plate heat exchanger in order to localize the cause card 515-06.00.
of the damage. Do this very carefully.
Visible Leakage
Leakage. Too high pressure. Reduce the pressure to the correct work-
ing pressure, see page 500.30 "Operating
Data & Set Points".
Leakage. Insufficient tightening. Tighten up the plate heat exchanger, but

(Phase 1) 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. Fouled or deformed plates. Separate the plate heat exchanger and
(Phase 2) 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.
08028-0D/H5250/94.08.12

start it up again.
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.
start it up again.
98.20 - ESO
MAN Diesel
503.10 Description
Edition 01 Troubleshooting for Lubricating Oil Cooler Page 2 (2)
General
Non-Visible Leakage
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.
start it up again.
Leakage. Holes in plates. A suspected leakage can be localized in

(The fluids get mixed.) Corrosion or fatigue fracture. 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 pen-
etrant.
Check defective plates and gaskets.
Before assembling, clean all plates and
gaskets.
check to find more defective plates, if any,
by putting one side under press.
Start up again.
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 ex-
changer again. Take care to avoid water
spraying onto the dry plate side!
By a careful study of the plates it will be
08028-0D/H5250/94.08.12
possible to find moist areas, if any, on the

otherwise dry plate sides.
Check these areas with a dye penetrant!
Replace defective plates and gaskets.
Before assembling, clean all plates and
gaskets.
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!
98.20 - ES0
Index Specification and Treatment
Page 1(1) Lubricating Oil, Fuel Oil and Cooling Water
504
L23/30H
Description
Quality Requirem, for Lube Oil (SAE30) for Operati -------------------------------------------- 504. 01 (20)
Quality Requirement, for Lube Oil (SAE30) for Heavy ----------------------------------------- 504. 01 (21)
Treatment and maintenance of lubricating oil ----------------------------------------------------- 504. 03 (09)
Criteria for Cleaning / Exchange of Lubricating Oil -----------------------------------------------504. 04 (07)
Lubricating Points -----------------------------------------------------------------------------------------504. 05 (01H)
Lubricating Oil in Base Frame ------------------------------------------------------------------------- 504. 06 (17H)
Specific Lube Oil Consumption SLOC -------------------------------------------------------------- 504. 07 (03)
Specification for Biofuel --------------------------------------------------------------------------------- 504. 20 (14)
Specification for marine diesel oil (MDO) -----------------------------------------------------------504. 20 (17)
Specification for gas oil / diesel oil (MGO) --------------------------------------------------------- 504. 20 (18)
Specification for Heavy Fuel Oil (HFO) ------------------------------------------------------------- 504. 20 (20)
Fuel Oil Cleaning ----------------------------------------------------------------------------------------- 504. 30 (01)
Specification for Engine Cooling Water -------------------------------------------------------------504. 41 (02)
Cooling Water Inspecting -------------------------------------------------------------------------------504. 42 (02)
Cooling Water System, Cleaning --------------------------------------------------------------------- 504. 43 (02)
Specification for intake Air(Combustion Air) ------------------------------------------------------- 504. 60 (02)
Working Card
Plates
Your Notes :
08031-0D/H5250/94.09.07
Description Specification for lubricating oils (SAE30) for 504.01
Page 1 (5) heavy fuel oil operation (HFO) Edition 21
L23/30H
The specific output achieved by modern diesel en- Only lubricating oils that have been approved by
gines combined with the use of fuels that satisfy MAN Diesel & Turbo may be used. These are listed
the quality requirements more and more frequently in the table entitled "Lubricating oils approved for
increase the demands on the performance of the use in heavy fuel oil-operated MAN Diesel & Turbo
lubricating oil which must therefore be carefully se- four-stroke engines".
lected.
Specifications
Medium alkalinity lubricating oils have a proven
track record as lubricants for the moving parts and Base oil
turbocharger cylinder and for cooling the pistons.
Lubricating oils of medium alkalinity contain addi- The base oil (doped lubricating oil = base oil + addi-
tives that, in addition to other properties, ensure a tives) must have a narrow distillation range and be
higher neutralisation reserve than with fully doped refined using modern methods. If it contains par-
engine oils (HD oils). affins, they must not impair the thermal stability or
oxidation stability.
International specifications do not exist for medium
alkalinity lubricating oils. A test operation is there- The base oil must comply with the limit values in
fore necessary for a corresponding period in ac- the table below, particularly in terms of its resist-
cordance with the manufacturer's instructions. ance to ageing:
Properties/characteristics Unit Test method Limit values

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
 MAN ageing oven * 
heating up to 135 °C
ASTM D 4055 or
insoluble nheptane Weight % < 0.2
DIN 51592
Evaporation loss Weight %  < 2
Precipitation of resins orasphalt-
MAN Diesel &
Spot test (filter paper)  like ageing products must not be
Turbo test
identifiable.
Table 1 Base oils - target values
* Works' own method
11.01 - ES1 - 3.3.6 (2011-01-04)

504.01 Specification for lubricating oils (SAE30) for Description
Edition 21 heavy fuel oil operation (HFO) Page 2 (5)
L23/30H
Medium-alkaline lubricating oil For tips on selecting the base number, refer to the
table entitled “Base number to be used for various
The prepared oil (base oil with additives) must have operating conditions".
the following properties:
Evaporation tendency
Additives
The evaporation tendency must be as low as pos-
The additives must be dissolved in the oil and their sible as otherwise the oil consumption will be ad-
composition must ensure that as little ash as pos- versely affected.
sible is left over, even if the engine is provisionally
operated with distillate oil. Additional requirements
The ash must be soft. If this prerequisite is not met, The lubricating oil must not contain viscosity index
it is likely the rate of deposition in the combustion improver. Fresh oil must not contain water or other
chamber will be higher, particularly at the exhaust contaminants.
valves and at the turbocharger inlet casing. Hard
additive ash promotes pitting of the valve seats and Lubricating Oil Selection
causes the valves to burn out, it also increases me-
chanical wear of the cylinder liners.
Engine SAE–Class
Additives must not increase the rate at which the 23/30H, 28/32H, 23/30A, 28/32A
filter elements in the active or used condition are At cooling water temperatures > 32° C a
30
blocked. SAE40 oil can be used.
In this case please contact MAN Diesel
Washing ability Table 2 Viscosity (SAE class) of lube oils
The washing ability must be high enough to prevent

the accumulation of tar and coke residue as a result Neutralisation properties (BN)
of fuel combustion. The lubricating oil must not ab-
sorb the deposits produced by the fuel. Lubricating oils with medium alkalinity and a range
of neutralisation capabilities (BN) are available on
Dispersibility the market. According to current knowledge, a re-
lationship can be established between the antici-
The selected dispersibility must be such that com- pated operating conditions and the BN number as
mercially-available lubricating oil cleaning systems shown in the table entitled "Base number to be
can remove harmful contaminants from the oil used for various operating conditions". However,
used, i.e. the oil must possess good filtering prop- the operating results are still the overriding factor in
erties and separability. determining which BN number produces the most
efficient engine operation.
Neutralisation capability
The neutralisation capability (ASTM D2896) must

be high enough to neutralise the acidic products
produced during combustion. The reaction time of
the additive must be harmonised with the process
in the combustion chamber.
11.01 - ES1 - 3.3.6 (2011-01-04)

L23/30H
approx. BN of fresh Engines / Operating conditions

oil (mg KOH/g oil)
Marine diesel oil (MDO) with a lower quality (ISO-F-DMC) or heavy fuel oil with a sulphur
20 content of less than 0.5 %
generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
30 For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF
with exclusive HFO operation only with sulphur content < 1.5 %.
With unfavourable operating conditions 23/30A, 28/32A and 28/32S and also where corre-
sponding requirements in relation to the oil service life and washing ability exist. In general
40 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF with
exclusive HFO operation providing the sulphur content is greater than 1.5 %.
32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is
50 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 fuel Speed controller
To comply with the emissions regulations, the sul- Multigrade oil 5W40 should ideally be used in me-
phur content of fuels used nowadays varies. Fuels chanical-hydraulic controllers with a separate oil
with a low-sulphur content must be used in envi- sump. If this oil is not available when filling, 15W40
ronmentally-sensitive areas (SECA). Fuels with a oil can be used instead in exceptional cases. In this
high sulphur content may be used outside SECA case, it makes no difference whether synthetic or
zones. In this case, the BN number of the lubricat- mineral-based oils are used.
ing oil selected must satisfy the requirements for
operation using fuel with a high-sulphur content. The military specification for these oils is O-236.
A lubricating oil with low BN number may only be
selected if fuel with a low-sulphur content is used Lubricating oil additives
exclusively during operation.
The use of other additives with the lubricating oil, or
However, the results obtained in practise that dem- the mixing of different brands (oils by different man-
onstrate the most efficient engine operation are the ufacturers), is not permitted as this may impair the
factor that ultimately decides which additive fraction performance of the existing additives which have
is permitted. been carefully harmonised with each another and
also specifically tailored to the base oil.
Cylinder lubricating oil
Selection of lubricating oils / warranty
In engines with separate cylinder lubrication, the
pistons and cylinder liners are supplied with lubri- The majority of mineral oil companies are in close
cating oil via a separate lubricating oil pump. The regular contact with engine manufacturers and can
quantity of lubricating oil is set at the factory ac- therefore provide information on which oil in their
cording to the quality of the fuel to be used and the specific product range has been approved by the
anticipated operating conditions. engine manufacturer for the particular application.
Irrespective of the above, lubricating oil manufac-
Use a lubricating oil for the cylinder and lubricating turers are liable in any case for the quality and char-
circuit as specified above. acteristics of their products. If you have any ques-
tions, we will be happy to provide you with further
information.
11.01 - ES1 - 3.3.6 (2011-01-04)

504.01 Specification for lubricating oils (SAE30) for Description
Edition 21 heavy fuel oil operation (HFO) Page 4 (5)
L23/30H
Oil during operation If the engine is operated provisionally with low-sul-

phur diesel fuel for more than 1000 h and is sub-
There are no prescribed oil change intervals for sequently operated once again with HFO, a lubri-
MAN Diesel & Turbo medium speed engines. The cating oil with a BN of 20 must be used. If the BN
oil properties must be regularly analysed. The oil 20 lubricating oil by the same manufacturer as the
can be used for as long as the oil properties remain lubricating oil used for HFO operation with higher
within the defined limit values (see table entitled BN (30 or 40), an oil change will not be required
"Limit values for used lubricating oil“). An oil sample when effecting the changeover. It will be sufficient
must be analysed every 1-3 months (see mainte- to use BN 20 oil when replenishing the used lubri-
nance schedule). The quality of the oil can only be cating oil.
maintained if it is cleaned using suitable equipment
(e.g. a separator or filter). If you wish to operate the engine with HFO once
again, it will be necessary to change over in good
Temporary operation with gas oil time to a lubricating oil with a higher BN (30 – 40).
If the lubricating oil with higher BN is by the same
Due to current and future emission regulations, manufacturer as the BN 20 lubricating oil, the
heavy fuel oil cannot be used in designated regions. changeover can also be effected without an oil
Low-sulphur diesel fuel must be used in these re- change. In doing so, the lubricating oil with higher
gions instead. BN (30 – 40) must be used to replenish the used
lubricating oil roughly 2 weeks prior to resuming
If the engine is operated with low-sulphur diesel HFO operation.
fuel for less than 1000 h, a lubricating oil which is
suitable for HFO operation (BN 30 – 40 mg KOH/g)
can be used during this period.
Limit value Procedure
Viscosity at 40 °C 75-160 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 °C ISO 2719
Water Content max. 0.2% (max. 0.5% for brief periods) ISO 3733 or ASTM D 1744
nHeptan Insoluble max. 1.5% DIN 51592 or IP 316
depends on engine type and operating

Metal Content
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
11.01 - ES1 - 3.3.6 (2011-01-04)

L23/30H
Examinations Note!
No liability when using these oils
We can analyse heavy fuel oil for customers at our
laboratory. A 0.5 l sample is required for the test. MAN Diesel & Turbo does not assume liability for
problems that occur when using these oils.
Manufacturer Base Number [mg KOH/g]
20 30 40
AGIP  Cladium 300 - SAE30 Cladium 400 - SAE30
BP Energol ICHFX 203 Energol ICHFX 303 Energol ICHFX 403
CASTROL TLX Plus 203 TLX Plus 303 TLX Plus 403
CEPSA  Troncoil 3030 Plus Troncoil 4030 Plus
CHEVRON Taro 20DP30 Taro 30DP30 Taro 40XL 30

(TEXACO, CALTEX) Taro 20DP30X Taro 30DP30X Taro 40XL30X
Mobilgard M330 Mobilgard M340

EXXON MOBIL 
EXXMAR 30 TP 30 EXXMAR 40 TP 30
PETROBRAS Marbrax CCD320 Marbrax CCD330 Marbrax CCD340
REPSOL Neptuno NT 2030 Neptuno NT 3030 Neptuno NT 4030
SHELL Argina S 30 Argina T 30 Argina X 30
Aurelia XL 3030 Aurelia XL 3040

TOTAL Lubmarine 
Aurelia TI 3030 Aurelia TI 3040
Table 5 Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo fourstroke engines.
11.01 - ES1 - 3.3.6 (2011-01-04)

Your Notes :
08031-0D/H5250/94.09.07
Description Quality Requirements for Lube Oil (SAE30) for Opera- 504.01
Page 1 (5) tion with Gas Oil, Diesel Oil (MGO/MDO) and Biofuel Edition 20
L23/30H
The specific output achieved by modern diesel en- Only lubricating oils approved by MAN Diesel may
gines combined with the use of fuels that satisfy be used. These are listed in the tables below.
the quality requirements more and more frequently
increase the demands on the performance of the
lubricating oil which must therefore be carefully se- Specifications
lected.
Base oil
Doped lubricating oils (HD oils) have a proven track
record as lubricants for the drive, cylinder, turbo- The base oil (doped lubricating oil = base oil + addi-
charger and also for cooling the piston. Doped lu- tives) must have a narrow distillation range and be
bricating oils contain additives that, amongst other refined using modern methods. If it contains par-
things, ensure dirt absorption capability, cleaning of affins, they must not impair the thermal stability or
the engine and the neutralisation of acidic combus- oxidation stability.
tion products.
The base oil must comply with the following limit
values, particularly in terms of its resistance to age-
ing.
Properties/characteristics Unit Test method Limit values

Make-up   Ideally paraffin based
Low temperature behaviour, still flowable °C ASTM D 2500  15
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
 MAN ageing oven * 
heating up to 135 °C
ASTM D 4055 or
insoluble nheptane Weight % < 0.2
DIN 51592
Evaporation loss Weight %  < 2
Precipitation of resins or asphalt-
Spot test (filter paper)  MAN Diesel test like ageing products must not be
identifiable.
Table 1 Base oils - target values
* Works' own method
08028-0D/H5250/94.08.12
10.20 - ES1 - 3.3.5 (2010-02-25)

504.01 Quality Requirements for Lube Oil (SAE30) for Opera- Description
Edition 20 tion with Gas Oil, Diesel Oil (MGO/MDO) and Biofuel Page 2 (5)
L23/30H
Doped lubricating oils (HD-oils) Additional requirements
The base oil to which the additives have been add- The lubricating oil must not contain viscosity index
ed (doped lubricating oil) must have the following improver. Fresh oil must not contain water or other
properties: contaminants.
Additives Lubricating Oil Selection
The additives must be dissolved in the oil and their

Engine SAE–Class
composition must ensure that as little ash as pos-
sible remains following combustion. 23/30H, 28/32H, 23/30A, 28/32A
At cooling water temperatures > 32° C a
30
The ash must be soft. If this prerequisite is not met, SAE40 oil can be used.
it is likely the rate of deposition in the combustion In this case please contact MAN Diesel
chamber will be higher, particularly at the exhaust Table 2 Viscosity (SAE class) of lube oils
valves and at the turbocharger inlet casing. Hard
additive ash promotes pitting of the valve seats and
causes the valves to burn out, it also increases me- Doped oil quality
chanical wear of the cylinder liners.
We recommend doped lubricating oils (HD oils)
Additives must not increase the rate at which the according to international specifications MIL-L
filter elements in the active or used condition are 2104 or API-CD with a base number of BN 10 – 16
blocked. mgKOH/g. Military specification O-278 lubricating
oils can be used.
Washing ability
The operating conditions of the engine and the
The washing ability must be high enough to prevent quality of the fuel determine which additive frac-
the accumulation of tar and coke residue as a result tions the lubricating oil contains. If marine diesel
of fuel combustion. oil with a sulphur content of up to 2.0 % by weight
according to ISO-F-DMC and coke residues of up
Dispersibility to 2.5 % by weight is used, you should choose a
base number of roughly 20. However, the operating
The selected dispersibility must be such that com- results that ensure the most efficient engine opera-
mercially-available lubricating oil cleaning systems tion ultimately decide the additive content.
can remove harmful contaminants from the oil
used, i.e. the oil must possess good filtering prop- Cylinder lubricating oil
erties and separability.
In engines with separate cylinder lubrication, the
Neutralisation capability pistons and cylinder liners are supplied with lubri-
cating oil via a separate lubricating oil pump. The
08028-0D/H5250/94.08.12
The neutralisation capability (ASTM D2896) must quantity of lubricating oil is set at the factory ac-
be high enough to neutralise the acidic products cording to the quality of the fuel to be used and the
produced during combustion. The reaction time of anticipated operating conditions.
the additive must be harmonised with the process
in the combustion chamber. Use a lubricating oil for the cylinder and lubricating
circuit as specified above.
Evaporation tendency
The evaporation tendency must be as low as pos-

sible as otherwise the oil consumption will be ad-
versely affected.
10.20 - ES1 - 3.3.5 (2010-02-25)

L23/30H
Speed controller Temporary operation with gas oil
Multigrade oil 5W40 should ideally be used in me- Due to current and future emission regulations,
chanical-hydraulic controllers with a separate oil heavy fuel oil cannot be used in designated regions.
sump. If this oil is not available when filling, 15W40 Low-sulphur diesel fuel must be used in these re-
oil can be used instead in exceptional cases. In this gions instead.
case, it makes no difference whether synthetic or
mineral-based oils are used. If the engine is operated with low-sulphur diesel
fuel for less than 1000 h, a lubricating oil which is
The military specification for these oils is O-236. suitable for HFO operation (BN 30 – 40 mg KOH/g)
can be used during this period.
Lubricating oil additives
If the engine is operated provisionally with low-sul-
The use of other additives with the lubricating oil, or phur diesel fuel for more than 1000 h and is sub-
the mixing of different brands (oils by different man- sequently operated once again with HFO, a lubri-
ufacturers), is not permitted as this may impair the cating oil with a BN of 20 must be used. If the BN
performance of the existing additives which have 20 lubricating oil by the same manufacturer as the
been carefully harmonised with each another and lubricating oil used for HFO operation with higher
also specifically tailored to the base oil. BN (30 or 40), an oil change will not be required
when effecting the changeover. It will be sufficient
Selection of lubricating oils / warranty to use BN 20 oil when replenishing the used lubri-
cating oil.
The majority of mineral oil companies are in close
regular contact with engine manufacturers and can If you wish to operate the engine with HFO once
therefore provide information on which oil in their again, it will be necessary to change over in good
specific product range has been approved by the time to a lubricating oil with a higher BN (30 – 40).
engine manufacturer for the particular application. If the lubricating oil with higher BN is by the same
Irrespective of the above, lubricating oil manufac- manufacturer as the BN20 lubricating oil, the
turers are liable in any case for the quality and char- changeover can also be effected without an oil
acteristics of their products. If you have any ques- change. In doing so, the lubricating oil with higher
tions, we will be happy to provide you with further BN (30 – 40) must be used to replenish the used
information. lubricating oil roughly 2 weeks prior to resuming
HFO operation.
Oil during Operation
There are no prescribed oil change intervals for

MAN Diesel medium speed engines. The oil prop-
erties must be regularly analysed. The oil can be
used for as long as the oil properties remain within
08028-0D/H5250/94.08.12
the defined limit values (see table entitled "Limit

values for used lubricating oil“). An oil sample must
be analysed every 1-3 months (see maintenance
schedule). The quality of the oil can only be main-
tained if it is cleaned using suitable equipment (e.g.
a separator or filter).
10.20 - ES1 - 3.3.5 (2010-02-25)

504.01 Quality Requirements for Lube Oil (SAE30) for Opera- Description
Edition 20 tion with Gas Oil, Diesel Oil (MGO/MDO) and Biofuel Page 4 (5)
L23/30H
Tests Approved lubricating oils SAE 30

Base Number
We can analyse heavy fuel oil for customers at our Manufacturer
10161) [mgKOH/g]
laboratory. A 0.5 l sample is required for the test.
Cladium 120  SAE 30
AGIP
Sigma S SAE 30 2)
Danger!
BP Energol DS 3153
Improper handling of fuels Castrol MLC 30
CASTROL Castrol MHP 153
If fuels are improperly handled, this can pose a Seamax Extra 30
danger to health, safety and the environment. The Taro 12 XD 30
relevant safety information by the fuel supplier must CHEVRON
Delo 1000 Marine SAE 30
(Texaco, Caltex)
be observed. Delo SHP30
Exxmar 12 TP 30
Note! Mobilgard 312
EXXON MOBIL
Mobilgard ADL 30 2)
No liability assumed if these oils are used Delvac 1630
PETROBRAS Marbrax CCD310
MAN Diesel SE will not assume liability for any
Q8 Mozart DP30
problems associated with using these oils.
REPSOL Neptuno NT 1530
Gadinia 30
Gadinia AL30
SHELL
Sirius FB30 2)
Sirius/Rimula X30 2)
MarWay 1530
STATOIL
MarWay 1030
TOTAL Lubmarine Disola M3015
Table 3 Lubricating oils (SAE30) which have been ap-
proved for the use in MAN Diesel four-stroke engines running
on gas oil and Diesel oil
1)
If marine diesel oil with a low quality (ISO-F-DMC) is used,
a base number (BN) of roughly 20 should be used.
2)
with a sulphur content of less than 1%
08028-0D/H5250/94.08.12
10.20 - ES1 - 3.3.5 (2010-02-25)

L23/30H
Limit value Procedure

2
Viscosity at 40 °C 75-160 mm /s ISO 3104 or ASTM D445
Base Number (BN) at least 50% of fresh oil ISO 3771
Flash Point (PM) at least 185 °C ISO 2719
Water Content max. 0.2% (max. 0.5% for brief periods) ISO 3733 or ASTM D 1744
nHeptan Insoluble max. 1.5% DIN 51592 or IP 316
depends on engine type and operating
Metal Content
conditions
Guide value only
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
When operating with biofuels:
max 12% FT-IR
biofuel fraction
Table 4 Limit values for used lubricating oil
08028-0D/H5250/94.08.12
10.20 - ES1 - 3.3.5 (2010-02-25)

Your Notes :
08031-0D/H5250/94.09.07
MAN Diesel & Turbo
Description 504.03
Page 1 (7) Treatment and maintenance of lubricating oil
Edition 09
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
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
504.04
Criteria for Cleaning/Exchange of Lubricating Oil
Description
General
Replacement of Lubricating Oil Unit : cSt (mm2/s)

The expected lubricating oil lifetime in operation is Possible test
difficult to determine. The lubricating oil lifetime is methods : ASTM D-445, DIN 51562/53018,
depending on the fuel oil quality, the lubricating oil ISO 3104
quality, the lubricating oil consumption, the lubricating
oil cleaning equipment efficiency and the engine Increasing viscosity indicates problems with inso-
operational conditions. lubles, HFO contamination, water contamination,
oxidation, nitration and low load operation. Decrea-
In order to evaluate the lubricating oil condition a sing viscosity is generally due to dilution with lighter
sample should be drawn on regular basis at least viscosity oil.
once every three month or depending on the latest
analysis result. The lubricating oil sample must be
drawn before the filter at engine in operation. The 2. Flash Point
sample bottle must be clean and dry, supplied with
sufficient indentification and should be closed im- Min. value : 185° C
mediately after filling. The lubricating oil sample
must be examined in an approved laboratory or in Possible test
the lubricating oil suppliers own laboratory. method : ASTM D-92, ISO 2719

A lubricating oil replacement or an extensive lubri- Normally used to indicate fuel dilution.
cating oil cleaning is required when the MAN Diesel
exchange criteria's have been reached.
3. Water Content

Evaluation of the Lubricating Oil Condition Max. value : 0.2 %
Based on the analysis results, the following guidance Unit : Weight %

are normally sufficient for evaluating the lubricating
oil condition. The parameters themselves can not be Possible test
jugded alonestanding, but must be evaluated together method : ASTM D4928, ISO 3733
in order to conclude the lubricating oil condition.
Water can originate from contaminated fuel oil, an
engine cooling water leak or formed as part of the
1. Viscosity combustion process. If water is detected also Sodium,
Glycol or Boron content should be checked in order
Limit value : to confirm engine coolant leaks.

Normal min. max.
value value value 4. Base Number (BN)
SAE 30 [cSt@40° C] 95 - 125 75 160
Min. value : The BN value should not be lower
SAE 30 [cSt@100° C] 11 - 13 9 15 than 50% of fresh lubricating oil
value, but minimum BN level never
SAE 40 [cSt@40° C] 135 - 165 100 220 to be lower than 10-12 at operat-
ing on HFO!
SAE 40 [cSt@100° C] 13.5 - 15.0 11 19
Unit : mg KOH/g
Possible test
method : ASTM D-2896, ISO 3771
07.11 - ES1
504.04
Criteria for Cleaning/Exchange of Lubricating Oil
Description
General
The neutralization capacity must secure that the acidic Unit : Weight %
combustion products, mainly sulphur originate from
the fuel oil, are neutralized at the lube oil consumption Possible test
level for the specific engine type. Gradually the BN method : ASTM D-893 procedure B in n-
will be reduced, but should reach an equilibrium. Heptane, DIN 51592
Additionally
5. Total Acid Number (TAN) test : If the level in n-Heptane insolubles
is considered high for the type of
Max. value : 3.0 acc. to fresh oil value oil and application, the test could
be followed by a supplementary
Unit : mg KOH/g determination in Toluene.
Possible test Total insolubles is maily derived from products of

method : ASTM D-664 combustion blown by the piston rings into the crank-
case. It also includes burnt lubricating oil, additive
TAN is used to monitor oil degradation and is a ash, rust, salt, wear debris and abrasive matter.
measure of the total acids present in the lubricating
oil derived from oil oxidation (weak acids) and acidic
products of fuel combustion (strong acids). 7. Metal Content
Metal content Remarks Attention limits

6. Insolubles Content
Iron Depend upon max. 50 ppm
Max. value : 1.5 % generally, depending upon Chromium engine type and max. 10 ppm
Copper operating condi- max. 15 ppm
actual dispersant value and the Lead tions max. 20 ppm
increase in viscosity. Tin max. 10 ppm
Aluminium max. 20 ppm
Silicon max. 20 ppm
07.11 - ES1
Description 504.05
Page 1 (1) Lubricating Points Edition 01H
L23/30H
Lubricating Oil Types Used in the Engine.
Description Lub. Oil Type
Engine system lubricating oil SAE 30 oil according to lubricating oil specification on page 504.01.
Turbocharger Engine system lubricating oil.
Governor See governor instruction in section 509.
Air lubricator SAE 10W non-detergent oil.
Alternator See special instructions in section 518 or separate instruction.
Hydraulic tools Hydraulic oil or turbine oil (with a viscocity of about SAE 20).
08028-0D/H5250/94.08.12
96.02 - ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Description
Lubricating Oil in Base Frame 504.06
L23/30H
900 rpm
Type L23/30H 6 cyl. 7 cyl. 8 cyl.
Min. level H2 (mm) 275 275 275
Max. level H3 (mm) 325 325 325

08028-0D/H5250/94.08.12
Min. litre H2 540 685 706
Max. litre H3 657 814 859
06.39 - ES1
Your Notes :
08031-0D/H5250/94.09.07
Description 504.07
Page 1 (2) Specific Lubricating Oil Consumption - SLOC Edition 03
General
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
V28/32H 720/750 0.6 - 1.0
V28/32S 720/750 0.4 - 0.8
L32/40 720/750 0.8 - 1.0
Please note that only maximum continuous rating A2:

(PMCR (kW)) should be used in order to evaluate the Lubricating oil evaporation
SLOC. Lubricating oil leakages
Lubricating oil losses at lubricating oil filter
Please note, during engine running-in the SLOC may exchange
exceed the values stated.
The lubricating oil density, ρ @ 15°C must be known
The following formula is used to calculate the in order to convert ρ to the present lubricating oil
SLOC: temperature in the base frame. The following formula
is used to calculate ρ:
SLOC [g/kWh] =
ρlubricating oil [kg/m3] =
(lubricating oil added - A1 - A2 [dm ]) * ρlubricating oil [kg/m ]
3 3
run.hrs period * PMCR [kW] ρlubricating oil @15°C [kg/m3] – 0,64 * (tlubricating oil [°C] – 15)
In order to evaluate the correct engine SLOC, The engine maximum continuous design rating (PMCR)
the following circumstances must be noticed and must always be used in order to be able to compare
subtracted from the engine SLOC: the individual measurements, and the running hours
since the last lubricating oil adding must be used
A1: in the calculation. Due to inaccuracy *) at adding
08028-0D/H5250/94.08.12
Desludging interval and sludge amount from the lubricating oil, the SLOC can only be evaluated
lubricating oil separator (or automatic lubricating oil after 1,000 running hours or more, where only the
filters). The expected lubricating oil content of the average values of a number of lubricating oil addings
sludge amount is 30%. are representative.
The following does also have an influence on Note *)

the SLOC and must be considered in the SLOC A deviation of ± 1 mm with the dipstick measurement
evaluation: must be expected, witch corresponds uptill ± 0.1
g/kWh, depending on the engine type.
06.25 - ES0
Description 504.07
Page 2 (2) Specific Lubricating Oil Consumption - SLOC Edition 03
General
Plant / Ship
Lube oil consumption
Engine type:___________________ Engine # :__________________
Lube oil brand/type:__________________________________________
Density @15 C:_____________ [kg/m3]
Date Run. hrs Add. Lube oil A1 + A2 L.O.Temperature SLOC Remarks

[h] [dm³] [dm³] [°C] [g/kWh]
08028-0D/H5250/94.08.12
06.25 - ES0
Description
Specification for Heavy Fuel Oil (HFO) 504.20
General
Prerequisites Different international specifications exist for heavy

fuel oils. The most important specifications are ISO
MAN four-stroke diesel engines can be operated 8217-2010 and CIMAC-2003. These two specifica-
with any heavy fuel oil obtained from crude oil that tions are more or less equivalent. Figure 1 shows
also satisfies the requirements in Table 1, provid- the ISO 8217 specification. All qualities in these
ing the engine and fuel processing system have specifications up to K700 can be used, provided
been designed accordingly. To ensure that the re- the fuel system has been designed for these fuels.
lationship between the cost of fuel, spare parts Heavy fuel oils with a maximum density of 1,010
and repair and maintenance expenditure remains kg/m3 can only be used if modern separators are
favourable at all times, the following points should installed.
be observed.
Important
Heavy Fuel Oil (HFO) Even if the fuel characteristics listed in the table
entitled "The fuel specification and correspond-
Origin/refinery process ing characteristics for heavy fuel oil" satisfy the
above requirements, this information may still not
The quality of the heavy fuel oil largely depends be enough to determine the ignition and combus-
on the quality of the crude oil and also the refining tion characteristics, and also stability, of the fuel.
process used. This is why the properties of heavy This means that the operating performance of the
fuel oils with the same viscosity can vary consider- engine may depend on characteristics that are not
ably depending on the bunker positions. Heavy fuel defined in the specification. This particularly ap-
oil is normally a mixture of residual oil and distil- plies for the tendency of the oil to form deposits in
lates. The components of the mixture are normally the combustion chamber, fuel injection system, gas
obtained from modern refinery processes, such as channels and exhaust gas system. A number of
Catcracker or Visbreaker. These processes can ad- fuels have a tendency towards incompatibility with
versely affect the stability of the fuel as well as its lubricating oil which leads to deposits being formed
ignition and combustion properties. The processing in the fuel delivery pump that can block the pumps.
of the heavy fuel oil and the operating result of the It may therefore be necessary to avoid using spe-
engine also depend heavily on these factors. cific potentially problematic fuels.
Bunker positions with standardised heavy fuel oil Blends

qualities should preferably be used. If oils need to
be purchased from independent dealers, also en- The addition of engine oils (old lubricating oil, ULO
sure that these also comply with the international –used lubricating oil) and additives that have not
specifications. The engine operator is responsible been manufactured from mineral oils, (coal-tar oil,
for ensuring that suitable heavy fuel oils are cho- for example), and residual products of chemical
sen. or other processes such as solvents (polymers or
chemical waste) is not permitted. Some of the rea-
Specifications sons for this are as follows: abrasive and corrosive
effects, unfavourable combustion characteristics,
Fuels that are intended for use in an engine must poor compatibility with mineral oils and, last but
satisfy the specifications to ensure sufficient qual- not least, adverse effects on the environment. The
ity. The limit values for heavy fuel oils are specified order for the fuel must expressly state what is not
in Table 1. permitted as the fuel specifications that generally
apply do not include this limitation.
The entries in the last column of Table 1 provide im-
portant background information and must therefore
be observed.
10.47 - ES1 - 3.3.3 (2010-11-19)

504.20 Specification for Heavy Fuel Oil (HFO)
Description
General
If engine oils (old lubricating oil, ULO – used lubri- The addition of chemical waste products (solvents,
cating oil) are added to fuel, this does pose particu- for example) to the fuel is prohibited for environ-
lar danger as the additives in the lubricating oil act mental protection reasons according to the reso-
as emulsifiers that cause dirt, water and catfines to lution of the IMO Marine Environment Protection
be transported as fine suspension. They therefore Committee passed on 1st January 1992.
prevent the necessary cleaning of the fuel. In our
experience (and this has also been the experience Leak oil collector
of other manufacturers), this can severely damage
the engine and turbocharger components. 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 pipes should be emptied in sludge tanks.
Viscosity (at 50 °C) max. 700 Viscosity/injection viscosity

mm2/s (cSt)
Viscosity (at 100 °C) max. 55 Viscosity/injection viscosity
Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing
Flash point min. 60 Flash point (ASTM D 93)
Low-temperature behaviour
Pour point (summer) max. 30
°C (ASTM D 97)
Low-temperature behaviour
Pour point (winter) max. 30
(ASTM D 97)
Coke residue
20 Combustion properties
(Conradson)
weight % 5
Sulphur content Sulphuric acid corrosion
or legal requirements
Ash content max. 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 60 Heavy fuel oil processing
content (total)
Total acid number mg KOH/g 2.5
Hydrogen sulphide mg/kg 2
The fuel must be free of
lubricating oil (ULO - used
lubricating oil, old oil). Fuel is
Used lubricating oil max. considered as contaminated with
mg/kg
(ULO) lubricating oil when the following
concentrations occur:
Ca > 30 ppm and Zn > 15 ppm or
Ca > 30 ppm and P > 15 ppm.
2/3 of coke residue
Asphaltene content weight % Combustion properties
(according to Conradson)
Sodium < 1/3 Vanadium,
Sodium content mg/kg 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. Table_The fuel specification and corresponding characteristics for heavy fuel oil
10.47 - ES1 - 3.3.3 (2010-11-19)

Category ISO-F-
Test method
Characteristic Unit Limit RMA RMB RMD RME RMG RMK Description
reference Page 3 (10)
10 30 80 180 180 380 500 700 380 500 700
Figure 1 & 2.
Kinematic viscosity
mm2/s max. 10.00 30.00 80.00 180.0 180.0 380.0 500.0 700.0 380.0 500.0 700.0 ISO 3104
at 50° C
ISO 3675 or
Density at 15° C kg/m3 max. 920.0 960.0 975.0 991.0 991.0 1010.0
10.47 - ES1 - 3.3.3 (2010-11-19)

ISO 12185
CCAI
– max. 850 860 860 860 870 870
ISO 8754
Sulfur mass % max. Statutory requirements
ISO 14596
Flash point
°C min. 60.0 60.0 60.0 60.0 60.0 60.0 ISO 2719
Hydrogen sulfide
mg/kg max. 2.00 2.00 2.00 2.00 2.00 2.00 IP 570
mg
Acid number max. 2.5 2.5 2.5 2.5 2.5 2.5 ASTM D664
KOH/g
Total sediment aged
mass % max. 0.10 0.10 0.10 0.10 0.10 0.10 ISO 10307-2
ISO 8217-2010 specification for heavy fuel oil

Carbon residue:
mass % max. 2.50 10.00 14.00 15.00 18.00 20.00 ISO 10370
micro method
Pour point winter quality °C max. 0 0 30 30 30 30 ISO 3016
(upper) summer quality °C max. 6 6 30 30 30 30 ISO 3016
volume
Water max. 0.30 0.50 0.50 0.50 0.50 0.50 ISO 3733
%
Ash
mass% max. 0.040 0.070 0.070 0.070 0.100 0.150 ISO 6245
IP 501, IP 470
Specification for Heavy Fuel Oil (HFO)
Vanadium mg/kg max. 50 150 150 150 350 450

or ISO 14597
IP 501
Sodium mg/kg max. 50 100 100 50 100 100
IP 470
Aluminium plus silicon IP 501, IP 470
mg/kg max. 25 40 40 50 60 60
or ISO 10478
Used lubricating oils (ULO): The fuel shall be free from ULO. A fuel shall be considered to contain ULO when either one of the IP 501 or
calcium and zinc; or mg/kg – following conditions is met: IP 470
calcium and phosphorus calcium > 30 and zinc > 15; or calcium > 30 and phosphorus > 15 IP 500
© ISO 2010 – All rights reserved ISO 8217 : 2010(E)

Edition 20
504.20
General
Description
General
Additional Information Heavy fuel oil processing
The purpose of the following information is to show Whether or not problems occur when the engine is
the relationship between the quality of heavy fuel in operation depends on how carefully the heavy
oil, heavy fuel oil processing, the engine operation fuel oil has been processed. Particular care should
and operating results more clearly. be taken to ensure that highly-abrasive inorganic
foreign matter (catalyst particles, rust, sand) are
Selection of heavy fuel oil effectively removed. It has been shown in practise
that wear as a result of abrasion in the engine in-
Economic operation with heavy fuel oil within the creases considerably if the aluminium and silicium
limit values specified in the table entitled "The fuel content is higher than 15 mg/kg.
specification and corresponding properties for
heavy fuel oil" is possible under normal operating Viscosity and density influence the cleaning effect.
conditions, provided the system is working properly This must be taken into account when designing
and regular maintenance is carried out. If these re- and making adjustments to the cleaning system.
quirements are not satisfied, shorter maintenance
intervals, higher wear and a greater need for spare Settling tank
parts is to be expected. The required maintenance
intervals and operating results determine which The heavy fuel oil is precleaned in the settling tank.
quality of heavy fuel oil should be used. The longer the fuel remains in the tank and the
lower the viscosity of the heavy fuel oil is, the more
It is an established fact that the price advantage effective the precleaning process will be (maximum
decreases as viscosity increases. It is therefore not preheating temperature of 75 °C to prevent the for-
always economical to use the fuel with the highest mation of asphalt in the heavy fuel oil). A settling
viscosity as in many cases the quality of this fuel tank is sufficient for heavy fuel oils with a viscosity
will not be the best. of less than 380 mm2/s at 50 °C. If the heavy fuel
oil has a high concentration of foreign matter or if
Viscosity/injection viscosity fuels in accordance with ISO-F-RM, G/H/K380 or
H/K700 are to be used, two settling tanks will be
Heavy fuel oils with a high viscosity may be of an required one of which must be sized for 24-hour
inferior quality. The maximum permissible viscos- operation. Before the content is moved to the ser-
ity depends on the preheating system installed and vice tank, water and sludge must be drained from
the capacity (flow rate) of the separator. the settling tank.
The prescribed injection viscosity of 12 - 14 mm2/s Separators

(for GenSets, 23/30H and 28/32H: 12 - 18 cSt) and
corresponding fuel temperature upstream of the A separator is particularly suitable for separating
engine must be observed. This is the only way to material with a higher specific density – water, for-
ensure efficient atomisation and mixture formation eign matter and sludge, for example. The separa-
and therefore low-residue combustion. This also tors must be self-cleaning (i.e. the cleaning inter-
prevents mechanical overloading of the injection vals must be triggered automatically).
system. For the prescribed injection viscosity and/
or the required fuel oil temperature upstream of the Only separators in the new generation may be
engine, refer to the viscosity temperature diagram. used. They are extremely effective throughout a
wide density range with no changeover required
and can separate water from heavy fuel oils with a
density of up to 1.01 g/ml at 15 °C.
10.47 - ES1 - 3.3.3 (2010-11-19)

Description
General
Table "Achievable proportion of foreign matter and The manufacturer's specifications must be com-
water (following separation)" shows the prereq- plied with to maximise the cleaning effect.
uisites that must be met by the separator. These
limit values are used by manufacturers as the basis
for dimensioning the separator and ensure compli-
ance.
Application in ships and

stationary use: parallel
installation
1 separator for
100% flow rate
100% 100% 1 separator (reserve) for

100% flow rate
Figure 3 Location of heavy fuel oil cleaning equipment and/or separator
The separators must be arranged according to the If processing is carried out in accordance with the
manufacturers' current recommendations (Alpha- MAN Diesel & Turbo specifications and the correct
Laval and Westfalia). The density and viscosity of separators are chosen, it may be assumed that the
the heavy fuel oil in particular must be taken into results stated in the table entitled "Achievable pro-
account. If separators by other manufacturers are portion of foreign matter and water" for inorganic
used, MAN Diesel & Turbo should be consulted. foreign matter and water in the heavy fuel oil will be
achieved at the engine inlet.
Definition Particle size Quantity

Inorganic foreign matter including catalyst particles < 5 µm < 20 mg/kg
Al + Si content - < 15 mg/kg
Water content  < 0.2 % by vol. %
Table 2 Achievable proportion of foreign matter and water (following separation)
Results obtained during operation in practise show Water

that the wear the occurs as a result of abrasion in
the injection system and the engine will remain It is particularly important to ensure that the wa-
within acceptable limits if these values are com- ter separation process is as thorough as possible
plied with. In addition, an optimum lubricating oil as the water takes the form of large droplets, and
treatment process must be ensured. not a finely distributed emulsion. In this form, water
also promotes corrosion and sludge formation in
the fuel system and therefore impairs the supply,
atomisation and combustion of the heavy fuel oil.
If the water absorbed in the fuel is seawater, harm-
ful sodium chloride and other salts dissolved in this
water will enter the engine.
10.47 - ES1 - 3.3.3 (2010-11-19)

Description
General
The sludge containing water must be removed from Homogeniser
the settling tank before the separation process
starts, and must also be removed from the service If a homogeniser is used, it must never be installed
tank at regular intervals. The tank's ventilation sys- between the settling tank and separator as other-
tem must be designed in such a way that conden- wise it will not be possible to ensure satisfactory
sate cannot flow back into the tank. separation of harmful contaminants, particularly
seawater.
Vanadium/Sodium
Flash point (ASTM D 93)
If the vanadium/sodium ratio is unfavourable, the
melting point of the heavy fuel oil ash may fall in National and international transportation and stor-
the operating area of the exhaust-gas valve which age regulations governing the use of fuels must be
can lead to high-temperature corrosion. Most of the complied with in relation to the flash point. In gen-
water and water-soluble sodium compounds it con- eral, a flash point of above 60 °C is prescribed for
tains can be removed by precleaning the heavy fuel diesel engine fuels.
oil in the settling tank and in the separators.
Low temperature behaviour (ASTM D 97)
The risk of high-temperature corrosion is low if the
sodium content is one third of the vanadium con- The pour point is the temperature at which the fuel
tent or less. It must also be ensured that sodium is no longer flowable (pumpable). As the pour point
does not enter the engine in the form of seawater of many low-viscosity heavy fuel oils is higher than
in the intake air. 0 °C, the bunker facility must be preheated, unless
fuel in accordance with RMA or RMB is used. The
If the sodium content is higher than 100 mg/kg, this entire bunker facility must be designed in such a
is likely to result in a higher quantity of salt depos- way that the heavy fuel oil can be preheated to
its in the combustion chamber and exhaust-gas around 10 °C above the pour point.
system. This will impair the function of the engine
(including the suction function of the turbocharger). Pumping characteristics
Under certain conditions, high-temperature corro- If the viscosity of the fuel is higher than 1000 mm2/s
sion can be prevented byusing a fuel additive that (cST), or the temperature is not at least 10 °C
increases the melting point of the heavy fuel oil above the pour point, pump problems will occur.
ash(also see "Additives for heavy fuel oils”). For more information, also refer to “Low-tempera-
ture behaviour(ASTM D 97)”.
Ash
Fuel ash consists for the greater part of vanadium

oxide and nickel sulphate (see above chapter for
more information). Heavy fuel oils containing a high
proportion of ash in the form of foreign matter, e.g.
sand, corrosion compounds and catalyst particles,
accelerate the mechanical wear in the engine. Cat-
alyst particles produced as a result of the catalytic
cracking process may be present in the heavy fuel
oils. In most cases, these are aluminium silicate
particles that cause a high degree of wear in the in-
jection system and the engine. The aluminium con-
tent determined, multiplied by a factor of between 5
and 8 (depending on the catalytic bond), is roughly
the same as the proportion of catalyst remnants in
the heavy fuel oil.
10.47 - ES1 - 3.3.3 (2010-11-19)

Description
General
Combustion properties The ignition quality is one of the most important
properties of the fuel. This value does not appear
If the proportion of asphalt is more than two thirds of in the international specifications because a stan-
the coke residue (Conradson), combustion may be dardised testing method has only recently become
delayed which in turn may increase the formation of available and not enough experience has been
combustion residues, leading to such as deposits gathered at this point in order to determine limit
on and in the injection nozzles, large amounts of values. The parameters, such as the calculated
smoke, low output, increased fuel consumption and carbon aromaticity index (CCAI), are therefore aids
a rapid rise in ignition pressure as well as combus- that are derived from quantifiable fuel properties.
tion close to the cylinder wall (thermal overloading We have established that this method is suitable for
of lubricating oil film). If the ratio of asphalt to coke determining the approximate ignition quality of the
residues reaches the limit 0.66, and if the asphalt heavy fuel oil used.
content exceeds 8%, the risk of deposits forming
in the combustion chamber and injection system is A testing instrument has been developed based on
higher. These problems can also occur when using the constant volume combustion method (fuel com-
unstable heavy fuel oils, or if incompatible heavy bustion analyser FCA) and is currently being tested
fuel oils are mixed. This would lead to an increased by a series of testing laboratories.
deposition of asphalt (see "Compatibility”). The instrument measures the ignition delay to de-
termine the ignition quality of a fuel and this mea-
Ignition quality surement is converted into a an instrument-specific
cetane number (FIA-CN or EC). It has been estab-
Nowadays, to achieve the prescribed reference vis- lished that in some cases heavy fuel oils with a low
cosity, cracking-process products are used as the FIA cetane number or ECN number can cause op-
low viscosity ingredients of heavy fuel oils although erating problems.
the ignition characteristics of these oils may also
be poor. The cetane number of these compounds As the liquid components of the heavy fuel oil deci-
should be < 35. If the proportion of aromatic hy- sively influence the ignition quality, flow properties
dro-carbons is high (more than 35 %), this also ad- and combustion quality, the bunker operator is re-
versely affects the ignition quality. sponsible for ensuring that the quality of heavy fuel
oil delivered is suitable for the diesel engine. (Also
The ignition delay in heavy fuel oils with poor igni- see illustration entitled "Nomogram for determining
tion characteristics is longer and combustion is also the CCAI – assigning the CCAI ranges to engine
delayed which can lead to thermal overloading of types").
the oil film at the cylinder liner and also high cylin-
der pressures. The ignition delay and accompany-
ing increase in pressure in the cylinder are also in-
fluenced 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 igni-

tion characteristics can be limited by preheating
the charge air in partial load operation and reduc-
ing the output for a limited period. However, a more
effective solution is a high compression ratio and
operational adjustment of the injection system to
the ignition characteristics of the fuel used, as is
the case with MAN Diesel & Turbo piston engines.
10.47 - ES1 - 3.3.3 (2010-11-19)

Description
General
1
16/24 32/44CR
20/27 40/54
21/31 48/60
V D CCAI 23/30 48/60B
1 800 800 27/38 48/60CR
28/32 51/60DF
32/40 58/64
820
810
840
820
2
860
830
3 880 A
840
4 900
5 850
920
940 860
10
960 870
20 2 B
980 880
30
50 1000 890
100 1020
900
200
1040
910 C
700
1000
920
5000
930
20000
50000
Figure 4 Nomogram for the determination the CCAI  assigning the CCAI ranges to engine types
V Viscosity in mm²/s (cSt) at 50° C

D Density [in kg/m³] at 15° C
CCAI Calculated Carbon Aromaticity Index
A Normal operating conditions
B Ignition properties may be poor that adjustment of engine or engine operating conditions are required.
C Problems that have been identified may lead to engine damage, even after a short period of operation
1 Engine type
2 The CCAI is obtained from the straight line through the density and viscosity of the heavy fuel oils
The CCAI can be calculated using the following formula:
CCAI = D - 141 log log (V+0.85) - 81
10.47 - ES1 - 3.3.3 (2010-11-19)

Description
General
Sulphuric acid corrosion The use of heavy fuel oil additives during the war-
ranty period must be avoided as a basic principle.
The engine should be operated at the cooling wa-
ter temperatures prescribed in the operating hand- Additives that are currently used for diesel engines,
book for the relevant load. If the temperature of the as well as their probable effects on the engine's op-
components that are exposed to acidic combustion eration, are summarised in the table below "Addi-
products is below the acid dew point, acid corro- tives for heavy fuel oils – classification/effects" .
sion can no longer be effectively prevented, even if
alkaline lubricating oil is used.
• Dispersing agent/stabilisers
Precombustion
The BN values specified are sufficient, providing • Emulsion breakers
additives
the quality of lubricating oil and engine's cooling • Biocides
system satisfy the requirements.
Combustion • Combustion catalysts (fuel
additives savings, emissions)
Compatibility
• Ash modifiers (hot corrosion)
Postcombustion
The supplier must guarantee that the heavy fuel oil additives • Soot removers (exhaust gas
is homogeneous and remains stable, even after the system)
standard storage period. If different bunker oils are Table 3 Additives to heavy fuel oils  Classification/
mixed, this can lead to separation and the asso- effects
ciated 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 residue as a result of combus- Heavy fuel oils with low sulphur content
tion.
From the point of view of an engine manufacturer, a
This is due to incompatibility or instability of the oils. lower limit for the sulphur content of heavy fuel oils
As much of the heavy fuel oil in the storage tank as does not exist. We have not identified any problems
possible should therefore be removed before bun- with the low-sulphur heavy fuel oils currently avail-
kering again to prevent incompatibility. able on the market that can be traced back to their
sulphur content. This situation may change in future
Blending the heavy fuel oil if new methods are used for the production of low-
sulphur heavy fuel oil (desulphurisation, new blend-
If heavy fuel oil for the main engine is blended with ing components). MAN Diesel & Turbo will monitor
gas oil (MGO) to obtain the required quality or vis- developments and inform its customers if required.
cosity of heavy fuel oil, it is extremely important that
the components are compatible (see "Compatibil- If the engine is not always operated with low-sul-
ity"). phur heavy fuel oil, a corresponding lubricating oil
for the fuel with the highest sulphur content must
Additives for heavy fuel oils be selected.
MAN Diesel & Turbo engines can be operated eco-

nomically without additives. It is up to the customer Danger!
to decide whether or not the use of additives is ben- Improper handling of fuels
eficial. The supplier of the additive must guarantee
that the engine operation will not be impaired by If fuels are improperly handled, this can pose a
using the product. danger to health, safety and the environment. The
relevant safety information by the fuel supplier must
be observed.
10.47 - ES1 - 3.3.3 (2010-11-19)

Description
General
Tests Analysis of samples

Sampling
Our department for fuels and lubricating oils (Augs-
To check whether the specification provided and/ burg factory, department EQC) will be pleased to
or the necessary delivery conditions are complied provide further information on request.
with, we recommend you retain at least one sample
of every bunker oil (at least for the duration of the We can analyse fuel for customers at our labora-
engine's warranty period). To ensure that the sam- tory. A 0.5 l sample is required for the test.
ples taken are representative of the bunker oil, a
sample 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 instru-
ment which can be used to take samples on a regu-
lar basis during bunkering.
10.47 - ES1 - 3.3.3 (2010-11-19)

Description
Specification for marine diesel oil (MDO) 504.20
General
Marine Diesel Oil Specification
Other designations The suitability of a fuel depends on the design of

the engine and the available cleaning options as
Marine Diesel Oil, Marine Diesel Fuel. well as compliance with the properties in the fol-
lowing table that refer to the as-delivered condition
Origin of the fuel.
Marine diesel oil (MDO) is supplied as heavy distil- The properties are essentially defined using the
late (designation ISO-F-DMB) exclusively for ma- ISO 8217-2010 standard as the basis. The proper-
rine applications. MDO is manufactured from crude ties have been specified using the stated test pro-
oil and must be free of organic acids and non-min- cedures.
eral oil products.
Properties Unit Test procedure Designation

ISO-F specification DMB
Density at 15 °C kg/m 3
ISO 3675 900
> 2.0
Kinematic viscosity at 40 °C mm2/s ≙ cSt ISO 3104
< 11
Pour point, winter quality °C ISO 3016 <0
Pour point, summer quality °C <6
Flash point (Pensky Martens) °C ISO 2719 > 60
Total sediment fraction Weight % ISO CD 10307 0.10
Water content Vol. % ISO 3733 < 0.3
Sulphur content Weight % ISO 8754 < 2.0
Ash content Weight % ISO 6245 < 0.01
Coke residue (MCR) Weight % ISO CD 10370 < 0.30
Cetane number or cetane index - ISO 5165 > 35
Hydrogen sulphide mg/kg IP 570 <2
Total acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m3 ISO 12205 < 25
Lubricity (wear scar diameter) µm ISO 12156-1 < 520
Copper strip test - ISO 2160 <1
Other specifications:
British Standard BS MA 100-1987 Class M2
ASTM D 975 2D
ASTM D 396 No. 2
Table 1 Marine Diesel Oil (MDO) – characteristic values to be observed
10.45 - ES1 - 3.3.2 (2010-11-08)

504.20 Specification for Marine Diesel Oil (MDO) Description
General
Additional Information Seawater causes the fuel system to corrode and

also leads to hot corrosion of the exhaust valves
During transshipment and transfer, MDO is handled and turbocharger. Seawater also causes insuffi-
in the same manner as residual oil. This means that cient atomisation and therefore poor mixture forma-
it is possible for the oil to be mixed with high-viscos- tion accompanied by a high proportion of combus-
ity fuel or heavy fuel oil – with the remnants of these tion residues.
types of fuels in the bunker ship, for example – that
could significantly impair the properties of the oil. Solid foreign matter increase mechanical wear and
formation of ash in the cylinder space.
The lubricity of diesel fuel is normally sufficient. The
desulphurisation of diesel fuels can reduce their lu- We recommend the installation of a separator up-
bricity. If the sulphur content is extremely low (<500 stream of the fuel filter. Separation temperature 40
ppm or 0.05%), the lubricity may no longer be suf- – 50°C. Most solid particles (sand, rust and cata-
ficient. Before using diesel fuels with low sulphur lyst particles) and water can be removed, and the
content, you should therefore ensure that their lu- cleaning intervals of the filter elements can be ex-
bricity is sufficient. This is the case if the lubricity as tended considerably.
specified in ISO 12156-1 does not exceed 520 μm.
Danger!
The fuel must be free of lubricating oil (ULO – used Improper handling of fuels
lubricating oil, old oil). Fuel is considered as con-
taminated with lubricating oil when the following If fuels are improperly handled, this can pose a
concentrations occur: danger to health, safety and the environment. The
Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and be observed.
P > 15 ppm.
The pour point specifies the temperature at which Analyses

the oil no longer flows. The lowest temperature
of the fuel in the system should be roughly 10 °C We can analyse fuel for customers at our labora-
above the pour point to ensure that the required tory. A 0.5 l sample is required for the test.
pumping characteristics are maintained.
A minimum viscosity must be observed to ensure

sufficient lubrication in the fuel pump. The tempera-
ture of the fuel must therefore not exceed 45 °C.
10.45 - ES1 - 3.3.2 (2010-11-08)

Description
Specification for gas oil / diesel oil (MGO) 504.20
General
Diesel Oil Specification
Other designations The suitability of the fuel depends on whether it has

the properties defined in this specification (based
Gas oil, Marine Gas Oil (MGO), Diesel Oil. on its composition in the as-delivered state).
Gas oil is a crude oil medium distillate and must The DIN EN 590 and ISO 8217-2010 (Class DMA
therefore not contain any residual materials. or Class DMZ) standards have been extensively
used as the basis when defining these properties.
The properties correspond to the test procedures
stated.
Properties Unit Test procedure Typical value

Density at 15° C ≥ 820.0
kg/m3 ISO 3675
≤ 890.0
≥2
Kinematic viscosity at 40° C mm2/s (cSt) ISO 3104
≤ 6.0
Filterability*
in summer and °C DIN EN 116 ≤0
in winter °C DIN EN 116 ≤ 12
Flash point in enclosed crucible °C ISO 2719 ≥ 60
Distillation range up to 350° C Vol. % ISO 3405 ≥ 85
Sediment content (extraction method) Weight % ISO 3735 ≤ 0.01
Water content Vol. % ISO 3733 ≤ 0.05
Sulphur content ISO 8754 ≤ 1.5
Ash Weight % ISO 6245 ≤ 0.01
Coke residue (MCR) ISO CD 10370 ≤ 0.10
Hydrogen sulphide mg/kg IP 570 <2
Total acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m3 ISO 12205 < 25
Lubricity (wear scar diameter) µm ISO 12156-1 < 520
Cetane number or cetane index  ISO 5165 ≥ 40
Copper strip test  ISO 2160 ≤1
British Standard BS MA 1001987 M1
ASTM D 975 1D/2D
Table 1 Diesel fuel (MGO)  properties that must be complied with.
* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining the cloud point
in accordance with ISO 3015
10.45 - ES1 - 3.3.1 (2010-11-08)

504.20 Specification for gas oil / diesel oil (MGO) Description
General
Additional Information Lubricity
Use of diesel oil The lubricity of diesel fuel is normally sufficient. The
desulphurisation of diesel fuels can reduce their lu-
If distillate intended for use as heating oil is used bricity. If the sulphur content is extremely low (<500
with stationary engines instead of diesel oil (EL ppm or 0.05%), the lubricity may no longer be suf-
heating oil according to DIN 51603 or Fuel No. 1 ficient. Before using diesel fuels with low sulphur
or no. 2 according to ASTM D 396), the ignition content, you should therefore ensure that their lu-
behaviour, stability and behaviour at low tempera- bricity is sufficient. This is the case if the lubricity as
tures must be ensured; in other words the require- specified in ISO 12156-1 does not exceed 520 μm.
ments for the filterability and cetane number must
be satisfied. You can ensure that these conditions will be met by
using motor vehicle diesel fuel in accordance with
Viscosity EN 590 as this characteristic value is an integral
part of the specification.
To ensure sufficient lubrication, a minimum viscosi-
ty must be ensured at the fuel pump. The maximum
temperature required to ensure that a viscosity of Danger!
more than 1.9 mm2/s is maintained upstream of the Improper handling of fuels
fuel pump depends on the viscosity of the fuel. In
any case the temperature of the fuel upstream of If fuels are improperly handled, this can pose a
the injection pump must not exceed 45 °C. danger to health, safety and the environment. The
be observed.
Analyses
We can analyse fuel for customers at our labora-

tory. A 0.5 l sample is required for the test.
10.45 - ES1 - 3.3.1 (2010-11-08)

Description
Specification for Biofuel 504.20
General
Biofuel Provision
Other designations Transesterified and non-transesterified vegetable

oils can be used.
Biodiesel, FAME, vegetable oil, rapeseed oil, palm
oil, frying fat. Transesterified biofuels (biodiesel, FAME) must
comply with the standard EN 14214.
Origin
Non-transesterified biofuels must comply with the
Biofuel is derived from oil plants or old cooking oil. specifications listed in Table 1.
Properties/Characteristics Unit Test method

Density at 15 °C DIN EN ISO 3675,
900-930 kg/m3
EN ISO 12185
Flash point > 60 °C DIN EN 22719
> 35 MJ/kg
Lower calorific value DIN 51900-3
(typical: 37 MJ/kg)
< 40 cSt (corresponds to a
Viscosity at 50 °C DIN EN ISO 3104
viscosity/40 °C < 60 cSt)
Cetane number > 40 FIA
Coke residue < 0.4 % DIN EN ISO 10370
Sediment content < 200 ppm DIN EN 12662
Oxidation stability (110 °C) >5h ISO 6886
Phosphorous content < 15 ppm ASTM D3231
Na and K content < 15 ppm DIN 51797-3
Ash content < 0.01 % DIN EN ISO 6245
Water content < 0.5 % EN ISO 12537
Lodine number < 125 g / 100 g DIN EN 14111
TAN (Total acid number) < 5 mg KOH/g DIN EN ISO 660
< 10 °C below the lowest temperature
Filterability EN 116
in the fuel system
Table 1 Non-transesterified biofuel - specifications.
10.45 - ES1 - 3.3.1 (2010-11-08)

504.20 Specification for Biofuel Description
General
These specifications are based on experience to Danger!

date. As this experience is limited, these must be Improper handling of fuels
regarded as recommended specifications that can
be adapted if necessary. If future experience shows If fuels are improperly handled, this can pose a
that these specifications are too strict, or not strict danger to health, safety and the environment. The
enough, they can be modified accordingly to en- relevant safety information by the fuel supplier must
sure safe and reliable operation. be observed.
When operating with bio-fuels, a lubricating oil that Analyses

would also be suitable for operation with diesel oil
must be used. We can analyse fuel for customers at our labora-
tory. A 0.5 l sample is required for the test.
10.45 - ES1 - 3.3.1 (2010-11-08)

Description 504.30
Page 1 (2) Fuel Oil Cleaning Edition 01
General
Purification Recommendations Especially for fuels above 180 cST/50°C (1500 sec.
RW/100°F) the highest possible temperature of 98°C
Fuel oils are always contaminated and should there- (208°F) should be maintained in the centrifuge oil
fore be cleaned thoroughly of solid as well as liquid preheater.
contaminants before use. The solid contami-nants
in the fuel are mainly rust, sand, dust and re-finery The fuel is kept in the centrifuge for as long as pos-
catalysts. Liquid contaminants are mainly water, i.e. sible by adjusting the flow rate through the centrifuge
either fresh water or sea water. so that it corresponds to the amount of fuel required
by the engine without excessive re-circulating. Con-
The impurities can cause damage to fuel injection sequently, the centrifuge should operate for 24 hours
pumps and fuel valves, result in increased cylinder a day except during necessary cleaning.
liner wear and cause the exhaust valve seats to
deteriorate. Increased fouling of gasways and tur- Taking today's fuel qualities into consideration the
bocharger blends may also result from the use of need to clean centrifuges ("shooting frequency")
inadequately cleaned fuel oils. should not be underestimated. Correct choice and
adjustment of the regulating screws and/or the grav-
Effective cleaning can only be ensured by means ity discs are of special importance for efficient water
of a centrifuge. We recommend that the capacity removal. The centrifuge manual states the disc or
of the centrifuges installed be at least according to screw adjustment which should be chosen on the
the centrifuge maker's recommendations. To obtain basis of the specific gravity of the fuel.
optimum cleaning it is of the utmost importance to
operate the centrifuge with as low a viscosity of the Normal practice is to have at least two centrifuges
fuel oil as possible and to allow the fuel oil to remain available for fuel cleaning. Results from experimen-
in the centrifuge bowl for as long as possible. tal work on centrifuges, treating today's qualities of
residual fuel, have shown that the best cleaning ef-
fect, especially as regards removal of catalyst fines,
is achieved when the centrifuges are operated in
Cleaning of HFO by Centrifuging
series, in purifier/clarifier mode.
Single centrifuge as purifier.
Operating Therefore series operation of centrifuges to ensure
options Two centrifuges in parallel.
Two centrifuges in series. maximum safety is a fully accepted alternative to the
previously recommended parallel operation, provided
Optimum Operating Configurations the operating capacity of each individual centrifuge
can handle the total amount of fuel required by the
Water content Parallel operation engine, without exceeding the flow rate recommended
below 1 % Purifier / Purifier by the centrifuge maker for the operating mode in
Normal question.
or
conditions
Density at 15°C Series operation
below 0.991 Purifier + Clarifier If the centrifuge capacity installed is on the low side,
corresponding to the specific viscosity of the fuel
08028-0D/H5250/94.08.12
Water content oil used, and if more than one centrifuge is avail-
below 1 % Parallel operation able, parallel operation may be considered in order
to obtain an even lower flow rate. However, in view
Extreme Density at 15°C Purifier / Purifier of the above results and recommendations serious
conditions below 0.991 consideration should be given to installing new equip-
ment in accordance with today's fuel qualities and
High content Series operation flow recommendations.
of catalyst fines Purifier + Clarifier
Table 1. Cleaning of HFO.
97.40 - ES0
MAN Diesel
504.30 Description
Edition 01 Fuel Oil Cleaning Page 2 (2)
General
To determine centrifuging capacity we generally

advise to follow the recommendations of the cen- Flow Rate
trifuge maker, but the curves in fig. 1, can be used Related to Rated Capacity of Centrifuge
as a guideline. %
100
A homogenizer may be installed in the fuel oil sys- 80

tem as a supplement to the centrifuges in order to 60
homogenize possible water and sludge still present 40
in the fuel after centrifuging. 20
Separation Temperature
°F °C
212 100
194 90
176 80
158 70
140 60
122 50
104 40
100
15 25 45 75 130 cSt/80°C
Log scales 30 60 80 180 380 600 cST/50°C
200 400 600 1500 3500 6000 sec. RI/100°F
Fig. 1 Flow rate through centrifuge related to nominal capa-

city of centrifuge.
08028-0D/H5250/94.08.12
97.40 - ES0
Description
Specification for Engine Cooling Water 504.41
General
Preliminary remarks Testing equipment
As is also the case with the fuel and lubricating oil, The MAN Diesel water testing equipment incorpo-
the engine cooling water must be carefully select- rates devices that determine the water properties
ed, handled and checked. If this is not the case, referred to above in a straightforward manner. The
corrosion, erosion and cavitation may occur at manufacturers of rust inhibitors also supply user-
the walls of the cooling system and deposits may friendly testing equipment. For information on mo-
form. Deposits obstruct the transfer of heat and can nitoring cooling water, refer to "Cooling Water In-
cause thermal overloading of the cooled parts. The specting".
system must be treated with rust inhibitor before
bringing it into operation for the first time. The con-
centrations prescribed by the engine manufacturer Additional information
must always be observed during subsequent ope-
ration. The above especially applies if a chemical Distilate
additive is added.
If distilled water (from a fresh water generator, for
example) or fully desalinated water (from ion ex-
Requirements change or reverse osmosis) is available, this should
ideally be used as the engine cooling water. These
Limit values waters are free of lime and salts which means that
deposits that could interfere with the transfer of heat
The properties of the untreated cooling water must to the cooling water, and therefore also reduce the
correspond to the following limit values: cooling effect, cannot form. However, these waters
are more corrosive than normal hard water as the
thin film of lime scale that would otherwise provide
Properties/ temporary corrosion protection does not form on
Properties Unit
Characteristic the walls. This is why distilled water must be hand-
Distillate or freshwater, free led particularly carefully and the concentration of
of foreign matter. the additive must be regularly checked.
The following are
Water type prohibited: Seawater, – Hardness
brackwater, river water,
brines, industrial waste
The total hardness of the water is the combined
water and rainwater
effect of the temporary and permanent hardness.
Total hardness max. 10 °dH* The proportion of calcium and magnesium salts
pH-value 6,5 - 8 – is of overriding importance. The temporary hard-
ness is determined by the carbonate content of
Chloride ion
Max. 50 mg/l** the calcium and magnesium salts. The permanent
content
hardness is determined by the amount of remain-
Table 1 Cooling water - properties to be observed
ing calcium and magnesium salts (sulphates). The
temporary (carbonate) hardness is the critical fac-
*) 1°dH (German hardness) tor that determines the extent of limescale deposits
in the cooling system.
≙ 10 mg CaO in 1 litre of water
Water with a total hardness of > 10°dGH must be
≙ 17.9 mg CaCO3/l
mixed with distilled water or softened. Subsequent
≙ 0.357 mval/l hardening of extremely soft water is only necessary
to prevent foaming if emulsifiable slushing oils are
≙ 0.179 mmol/l used.
**) 1 mg/l ≙ 1 ppm
10.45 - 3.3.7 (2010-11-08)

504.41 Specification for Engine Cooling Water Description
General
Damage in the cooling water system Protective films can be formed by treating the cool-
ing water with a chemical or an emulsifiable slush-
Corrosion ing oil.
Corrosion is an electrochemical process that can Emulsifiable slushing oils are used less and less
generally be avoided by selecting the correct water frequently as their use has been considerably re-
quality and by carefully handling the water in the stricted by environmental protection regulations
engine cooling system. and also because are rarely available from suppli-
ers for this and other reasons.
Flow cavitation
Treatment prior to initial commissioning of engine
Flow cavitation can occur in areas in which high
flow velocities and high turbulence is present. If the Treatment with a rust inhibitor should be carried out
steam pressure is reached, steam bubbles form before the engine is brought into operation for the
and subsequently collapse in high pressure zones first time to prevent irreparable initial damage.
which causes the destruction of materials in con-
stricted areas. Caution!
Treatment of the cooling water
Erosion The engine must not be brought into operation
without treating the cooling water first.
Erosion is a mechanical process accompanied by
material abrasion and the destruction of protective
films by solids that have been drawn in, particularly Additives for cooling water
in areas with high flow velocities or strong turbu-
lence. Only the additives approved by MAN Diesel and
listed in the tables under the section entitled "Ap-
Stress corrosion cracking proved cooling water additives“ may be used.
Stress corrosion cracking is a failure mechanism Required approval

that occurs as a result of simultaneous dynamic
and corrosive stress. This can lead to cracking and A cooling water additive can only be approved if
rapid crack propagation in water-cooled, mecha- it has been tested and approved according to the
nically-loaded components if the cooling water has current regulations of the research association
not been treated correctly. for combustion engines in Germany (FVV = For-
schungsvereinigung für Verbrennungskraftma-
schinen) entitled "Testing the suitability of cooling
Processing of engine cooling water water additives for cooling liquids in internal com-
bustion engines". The test report must be obtain-
Formation of a protective film able on request. The relevant tests can be carried
out on request in Germany at the staatliche Ma-
The purpose of treating the engine cooling water terialprüfanstalt (Federal Institute for Materials Re-
using rust inhibitors is to produce a continuous search and Testing), Abteilung Oberflächentechnik
protective film on the walls of cooling surfaces and (Surface Technology Division), Grafenstraße 2 in
therefore prevent the damage referred to above. In D-64283 Darmstadt.
order for a rust inhibitor to be 100 % effective, it is
extremely important that untreated water satisfies Once the cooling water additive has been tested by
our requirements. the FVV, the engine must be tested in the second
step before the final approval is granted.
10.45 - 3.3.7 (2010-11-08)

Description
General
Only in closed circuits be added if the concentration of the anti-freeze

solution prescribed by the user for a specific ap-
Additives may only be used in closed circuits where plication does not provide an appropriate level
no significant consumption occurs, apart from leak- of corrosion protection, or if the concentration
age or evaporation losses. of anti-freeze solution used is lower due to less
stringent frost protection requirements and does
• Chemical additives not provide an appropriate level of corrosion pro-
Sodium nitrite and sodium borate based additives tection. For information on the compatibility of the
etc. have a proven track record. Galvanised iron anti-freeze solution with the rust inhibitor and the
pipes or zinc sacrificial anodes must not be used required concentrations, contact the manufac-
in cooling systems. This corrosion protection is turer. The chemical additives listed in the table
not required due to the prescribed cooling water entitled "Chemical additives containing nitrite"
treatment and electrochemical potential reversal are known to be compatible with ethylene-glycol
can occur due to the cooling water temperatures based anti-freeze solutions. Anti-freeze solutions
which are normally present in engines nowadays. may only be mixed with one another with the con-
If necessary, the pipes must be deplated. sent of the manufacturer, even if these solutions
have the same composition.
• Slushing oil
This additive is an emulsifiable mineral oil with Before an anti-freeze agent is used, the cooling
added slushing ingredients. A thin film of oil forms system must be thoroughly cleaned.
on the walls of the cooling system. This prevents
corrosion without interfering with the transfer of If the cooling water contains an emulsifiable
heat and also prevents limescale deposits on the slushing oil, anti-freeze solution must not be add-
walls of the cooling system. ed as otherwise the emulsion would break up and
oil sludge would form in the cooling system.
The significance of emulsifiable slushing oils is
fading. Oil-based emulsions are rarely used now- Observe the applicable environmental protection
adays for environmental protection reasons and regulations when disposing of cooling water con-
also because stability problems are known to oc- taining additives. For more information, consult
cur in emulsions. the supplier of the additive.
• Anti-freeze agents • Biocides

If temperatures below the freezing point of water If you cannot avoid using a biocide because the
in the engine cannot be excluded, an anti-freeze cooling water has been contaminated by bacte-
solution that also prevents corrosion must be ria, observe the following steps:
added to the cooling system or corresponding
parts. Otherwise the entire system must be heat- • You must ensure that the biocide to be used is
ed. (Military specification: Sy-7025). suitable for the specific application.
Sufficient corrosion protection can be provided • The biocide must be compatible with the seal-
by adding the products listed in the table entit- ing materials used in the cooling water system
led "anti-freeze agents with slushing properties" and must not react with these.
while observing the prescribed concentration.
This concentration prevents freezing at tempera- • The biocide and its decomposition products
tures down to -22 °C. However, the quantity of must not contain corrosion-promoting compo-
anti-freeze agent actually required always de- nents. Biocides whose decomposition products
pends on the lowest temperatures that are to be contain chloride or sulphate ions are not permit-
expected at the place of use. ted.
Anti-freeze solutions are generally ethylene gly- • Biocides that cause foaming of the cooling
col-based. A suitable chemical rust inhibitor must water are not permitted.
10.45 - 3.3.7 (2010-11-08)

General
Prerequisite for effective use of a rust inhibitor Excessively low concentrations can promote cor-
rosion and must be avoided. If the concentration is
Clean cooling system slightly above the recommended concentration this
will not result in damage. Concentrations which are
As contamination significantly reduces the effec- more than twice the recommended concentration
tiveness of the additive, the tanks, pipes, coolers should be avoided.
and other parts outside the engine must be free of
rust and other deposits before the engine is started A cooling water sample must be sent to an inde-
up for the first time and after repairs are carried out pendent laboratory or the engine manufacturer
on the pipe system. The entire system must there- every 2 – 6 months for comprehensive analysis.
fore be cleaned with the engine switched off using
a suitable cleaning agent. Emulsifiable rust inhibitors must generally be re-
placed after roughly 12 months according to the
Loose solid matter in particular must be removed supplier's instructions. When carrying this out, the
by flushing the system thoroughly as otherwise ero- entire cooling system must be flushed and, if nec-
sion may occur in locations where the flow velocity essary, cleaned. Once filled in the system the fresh
is high. water must be treated immediately.
The cleaning agents must not corrode the seals and If chemical additives or anti-freeze agents are used,
materials of the cooling system. In most cases, the the cooling water should be replaced after 3 years
supplier of the cooling water additive will be able to at the latest.
carry out this work and, if this is not possible, will
at least be able to provide suitable products to do If there is a high concentration of solids (rust) in the
this. If this work is carried out by the engine opera- system, the water must be completely replaced and
tor, he should use the services of a specialist sup- entire system carefully cleaned.
plier of cleaning agents. The cooling system must
be flushed thoroughly following cleaning. Once this Deposits in the cooling system may be caused by
has been done, the engine cooling water must be fluids that enter the cooling water, or the break up
treated immediately with a rust inhibitor. Once the of emulsion, corrosion in the system and limescale
engine has been brought back into operation, the deposits if the water is very hard. If the concentra-
cleaned system must be checked for leakages. tion of chloride ions has increased, this generally
indicates that seawater has entered the system.
• Regular checks of the cooling water condition The maximum specified concentration of 50 mg
and cooling water system chloride ions per kg must not be exceeded as oth-
Treated cooling water may become contaminated erwise the risk of corrosion is too high. If exhaust
when the engine is in operation which causes the gas enters the cooling water this can lead to a sud-
additive to loose some of its effectiveness. It is den drop in the pH value or to an increase in the
therefore advisable to regularly check the cooling sulphate content.
system and the condition of the cooling water.
Water losses must be compensated for by filling
The additive concentration must be checked at with untreated water that meets the quality require-
least once a week using the test kits specified ments specified. The concentration of the rust in-
by the manufacturer. The results must be docu- hibitor must subsequently be checked and adjusted
mented. if necessary.
Notice! Subsequent checks of the cooling water are espe-

Concentrations of chemical additives cially required if the cooling water had to be drained
The chemical additive concentrations must not fall off in order to carry out repairs or maintenance.
below the minimum concentrations specified in the
table entitled "Chemical additives containing ni-
trite".
10.45 - 3.3.7 (2010-11-08)

Description
General
Protective measures Auxiiliary engines
Rust inhibitors contain chemical compounds that If a marine engine of type 16/24, 21/31, 23/30H,
can pose a risk to health or the environment if in- 27/38 or 28/32H uses the same cooling water sys-
correctly used. Comply with the directions in the tem as a MAN Diesel two-stroke main engine, the
manufacturer's material safety data sheets. recommendations for the cooling water of the main
engine must be observed.
Avoid prolonged direct contact with the skin. Wash
hands thoroughly after use. If larger quantities
spray and/or soak into clothing, remove and wash Analysis
clothing before wearing it again.
We analyse cooling water for our customers in our
If chemicals come into contact with your eyes, rinse chemical laboratory. A 0.5 l sample is required for
immediately with plenty of water and seek medical the test.
advice.
Rust inhibitors are generally harmful to the water

cycle. Observe the relevant statutory requirements
for disposal.
10.45 - 3.3.7 (2010-11-08)

General
Approved cooling water additives
Chemical additives containing nitrite
Minimum concentration ppm

Initial
Manufacturer Product designation dosing for
Nitrite Na-nitrite
1000 litres Product
(NO2) (NaNO2)
Drew Marine
One Drew Plaza
Liquidewt 15 l 15,000 700 1,050
Boonton
Maxigard 40 l 40,000 1,330 2,000
New Jersey 07005
USA
Wilhelmsen (Unitor)
KJEMI-Service A.S.
Rocor NB Liquid 21.5 l 21,500 2,400 3,600
P.O. Box 49
Dieselguard 4.8kg 4,800 2,400 3,600
3140 Borgheim
Norway
Nalfleet Marine
Chemicals Nalfleet EWT Liq (9-108) 3l 3,000 1,000 1,500
P.O. Box 11 Nalfleet EWT 9-111 10 l 10,000 1,000 1,500
Northwich Nalcool 2000 30 l 30,000 1,000 1,500
Cheshire CW8DX, UK
Maritech AB
P.O. Box 143
Marisol CW 12 l 12,000 2,000 3,000
29122 Kristianstad
Sweden
Uniservice
Via al Santurio di N.S. N.C.L.T. 12 l 12,000 2,000 3,000
della Guardia 58/A Colorcooling 24 l 24,000 2,000 3,000
16162 Genova, Italy
Marichem - Marigases
D.C.W.T -
64 Sfaktirias Street 48 l 48,000 2,400 –
Non-Chromate
18545 Piraeus, Greece
Vecom
Schlenzigstrasse 7
Cool treat N.C.L.T. 16 l 16,000 4,000 6,000
21107 Hamburg
Germany
Table 2 Chemical additives containing nitrite
10.45 - 3.3.7 (2010-11-08)

Description
General
Additives (chemical additives) - nitrite free
Initial dosing
Manufacturer Product designation Minimum concentration
for 1000 litres
Arteco
Technologiepark
Havoline
Zwinaarde 2 75 l 7.5 %
XLI
B-9052 Gent
Belgium
Total Lubricants
WT Supra 75 l 7.5 %
Paris, France
Table 3 Chemical additives - nitrite free
Emulsifiable slushing oils
Manufacturer Product (designation)
BP Marine
Breakspear Way Diatsol M
Hemel Hempstead Fedaro M
Herts HP2 UL, UK
Castrol Int.
Pipers Way Solvex WT 3
Swindon SN3 1RE, UK
Deutsche Shell AG
Überseering 35 Oil 9156
22284 Hamburg, Germany
Table 4 Emulsifiable slushing oils
10.45 - 3.3.7 (2010-11-08)

General
Anti-freeze solutions with slushing properties
Minimum
Manufacturer Product designation
concentration
BASF
Glysantin G48
Carl-Bosch-Str.
Glysantin 9313
67063 Ludwigshafen,
Glysantin G 05
Rhein, Germany
Castrol Int.
Pipers Way Antifreeze NF,SF
Swindon SN3 1RE, UK
BP, Brittanic Tower,

Moor Lane, Antifrost X 2270A
London EC2Y 9B, UK
35 %
Deutsche Shell AG
Überseering 35 Glycoshell
Höchst AG, Werk Gendorf Genatin extra

84508 Burgkirchen, Germany (8021 S)
Mobil Oil AG
Steinstraße 5 Antifreeze agent 500
Arteco, Technologiepark,
Zwijnaarde 2, Havoline XLC
B-9052 Gent, Belgium
50 %
Total Lubricants Glacelf Auto Supra

Paris, France Total Organifreeze
Table 5 Anti-freeze agents with slushing properties
10.45 - 3.3.7 (2010-11-08)

Description
Cooling Water Inspecting 504.42
General
Summary Tools/equipment required
Acquire and check typical values of the service me- Equipment for checking the fresh water quality
dia to prevent or limit damage.
The following equipment can be used:
The fresh water used to fill the cooling water cir-
cuits must satisfy the specifications. The cooling • MAN Diesel water testing kit or a similar testing
water in the system must be checked regularly in kit containing all the instruments and chemicals re-
accordance with the maintenance schedule. quired to determine the water hardness, pH value
and chlorine content (obtainable from MAN Diesel
The following work/steps is/are necessary: or Mar-Tec Marine, Hamburg)
Acquisition of typical values for the operating fluid,
evaluation of the operating fluid and checking the Equipment for testing the concentration of additives
concentration of the rust inhibitor.
When using chemical additives:
• Testing equipment in accordance with the sup-

plier's recommendations.
Testing kits from the supplier also include equip-
ment that can be used to determine the fresh water
quality.
Testing the typical values of water
Abbreviated specification
Water for filling and refilling

Typical value/property Circulating water (with additive)
(without additive)
Water type Fresh water, free of foreign matter Treated cooling water
Total hardness ≤ 10 °dGH 1) ≤ 10 °dGH 1)
pH-value 6.5 - 8 at 20 °C ≥ 7.5 at 20 °C
Chloride ion content ≤ 50 mg/l ≤ 50 mg/l 2)
Table 1: Quality specifications for cooling water (abbreviated version)
1)
dGH = German hardness:
1°dGH = 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/L
2)
1 mg/l = 1 ppm
10.12 - 000.07 (2010-02-25)

MAN Diesel
504.42 Cooling Water Inspecting Description

General
Testing the concentration of rust inhibitors
Abbreviated specification
Slushing oil Concentration
Chemical additives according to "Quality of Engine Cooling Water"
Anti-freeze according to "Quality of Engine Cooling Water"
Table 2: Concentration of the cooling water additive
Testing the concentration of chemical additives Testing the concentration of anti-freeze
The concentration should be tested every week, The concentration must be checked in accordance
and/or according to the maintenance schedule, us- with the manufacturer's instructions or the test can
ing the testing instruments, reagents and instruc- be outsourced to a suitable laboratory. If in doubt
tions of the relevant supplier . you should consult MAN Diesel.
Chemical slushing oils can only provide effective Testing

protection if the right concentration is precisely
maintained. This is why the concentrations recom- We test cooling water for customers in our labora-
mended by MAN Diesel (quality specifications) tory. To carry out the test we will need a representa-
must be observed in every case. These recom- tive sample of roughly 0.5 l.
mended concentrations may not be the same as
those specified by the manufacturer.
10.12 - 000.07 (2010-02-25)

Description
Cooling Water System, Cleaning 504.43
General
Summary This work should ideally be carried out by a spe-

cialist who can provide the right cleaning agents
Remove contamination/residue from operating fluid for the type of deposits and materials in the cooling
systems, ensure/reestablish operating reliability. circuit. The cleaning should only be carried out by
the engine operator if this cannot be carried out by
Cooling water systems containing deposits or con- a specialist.
tamination prevent effective cooling of parts. Con-
tamination and deposits must be regularly elimi- Oil sludge
nated.
Oil sludge from lubricating oil that has entered the
This comprises the following: cooling system or a high concentration of rust in-
Cleaning the system and, if required, hibitors can be removed by flushing the system
removal of limescale deposits, with fresh water to which some cleaning agent has
flushing the system. been added. Suitable cleaning agents are listed al-
phabetically in the table entitled "Cleaning agents
for removing oil sludge". Products by other manu-
Cleaning facturers can be used providing they have similar
properties. The manufacturer's instructions for use
The cooling water system must be checked for con- must be strictly observed.
tamination at regular intervals. Cleaning is required
if the degree of contamination is high.
Duration of cleaning procedure /

Manufacturer Product Concentration
temperature
Drew HDE - 777 4-5% 4 hrs at 50 - 60 °C
Nalfleet MaxiClean 2 2-5% 4 hrs at 60 °C
Unitor Aquabreak 0.05 - 0.5 % 4 hrs at ambient temperature
Ultrasonic
Vecom 4% 12 hrs at 50 - 60 °C
Multi Cleaner
Table 1 Cleaning agents for removing oil sludge
10.13 - 000.08 (2010-02-25)

MAN Diesel
504.43 Cooling Water System, Cleaning Description

General
Lime and rust deposits which tends to gather in areas where the flow ve-
locity is low.
Lime and rust deposits can form if the water is es-
pecially hard or if the slushing oil concentration is Products that remove limescale deposits are ge-
too low. A thin lime scale layer can be left on the nerally suitable for removing rust. Suitable cleaning
surface as experience has shown that this pro- agents are listed alphabetically in the table entitled
tects against corrosion. If however, the thickness of "Cleaning agents for removing lime scale and rust
limescale deposits exceeds 0.5 mm, this can ob- deposits". Products by other manufacturers can be
struct the transfer of heat and cause thermal over- used providing they have similar properties. The
loading of the components being cooled. manufacturer's instructions for use must be strict-
ly observed. Prior to cleaning, check whether the
Rust that has been flushed out may have an abra- cleaning agent is suitable for the materials to be
sive effect on other parts of the system, such as the cleaned. The products listed in the table entitled
sealing elements of the water pumps. Together with "Cleaning agents for removing lime scale and rust
the elements that are responsible for water hard- deposits" are also suitable for stainless steel.
ness, this forms what is known as ferrous sludge
Duration of cleaning procedure /

Manufacturer Product Concentration
temperature
SAF-Acid 5 - 10 % 4 hrs at 60-70 °C

Drew Descale-IT 5 - 10 % 4 hrs at 60 - 70 °C
Ferroclean 10% 4 - 24 hrs at 60 - 70 °C
Nalfleet Nalfleet 9 - 068 5% 4 hrs at 60 - 75 °C
Unitor Descalex 5 - 10 % 4 - 6 hrs at approx. 60 °C
Vecom Descalant F 3 - 10 % approx. 4 hrs at 50 - 60 °C
Table 2 Cleaning agents for removing limescale and rust deposits
In emergencies only treated with deactivated aminosulfonic acid. This

acid should be added to water in a concentration
Hydrochloric acid diluted in water or aminosulfo- of 3 - 5 %. The temperature of the solution should
nic acid may only be used in exceptional cases if be 40 - 50 °C.
a special cleaning agent that removes limescale
deposits without causing problems is not available. • Diluted hydrochloric acid may only be used to
Observe the following during application: clean steel pipes. If hydrochloric acid is used as
the cleaning agent, there is always a danger that
• Stainless steel heat exchangers must never be acid will remain in the system, even once the
treated using diluted hydrochloric acid. system has been neutralised and flushed. This
residual acid promotes pitting. We therefore re-
• Cooling systems containing non-ferrous metals commend you have the cleaning carried out by a
(aluminium, red bronze, brass, etc.) must be specialist.
10.13 - 000.08 (2010-02-25)

Description
Cooling Water System, Cleaning 504.43
General
The carbon dioxide bubbles that form when lime- Caution!

scale deposits are dissolved can prevent the clean- Only carry out the cleaning operation once the
ing agent from reaching boiler scale. It is therefore engine has cooled down
absolutely necessary to circulate the water with the Only start the cleaning operation once the engine
cleaning agent to flush away the gas bubbles and has cooled down. Hot engine components must not
allow them to escape. The length of the cleaning come into contact with cold water. Open the vent-
process depends on the thickness and composition ing pipes before refilling the cooling water system.
of the deposits. Values are provided for orientation Blocked venting pipes prevent air from escaping
in the table entitled "Detergents for removing lime which can lead to thermal overloading of the en-
scale and rust deposits“. gine.
Following cleaning Caution!

Cleaning products can cause damage
The cooling system must be flushed several times The products to be used can endanger health and
once it has been cleaned using cleaning agents. may be harmful to the environment.
Replace the water during this process. If acids are Follow the manufacturer's handling instructions
used to carry out the cleaning, neutralise the cool- without fail.
ing system afterwards with suitable chemicals then
flush. The system can then be refilled with water
that has been prepared accordingly. The applicable regulations governing the disposal
of cleaning agents or acids must be observed.
10.13 - 000.08 (2010-02-25)

Your Notes :
08031-0D/H5250/94.09.07
Description
Specification for Intake Air (Combustion Air) 504.60
General
General
The quality and condition of the intake air (com- When designing the intake air system, the maximum
bustion air) have a significant effect on the power permissible overall pressure drop (filter, silencer, pipe
output of the engine. In this regard, not only are the line) of 20 mbar must be taken into consideration.
atmosperic conditions extremely important, but also
contamination by solid and gaseous foreign matter. Requirements
Mineral dust in the intake air increases wear. Chemi- The concentrations downstream of the air filter and/or
cals and gases promote corrosion. upstream of the turbocharger inlet must not exceed
the following limit values:
This is why effective cleaning of the intake air (com-
bustion air) and regular maintenance/cleaning of the
air filter is required.
Properties Typical value Unit*

Particle size max. 5 µm
Dust (sand, cement, CaO, Al2O3 etc.) max. 5
Chlorine max. 1.5
Sulphur dioxide (SO2) max. 1.25 mg/m3 (SPC)
Hydrogen sulphide (H2S) max. 15
Salt (NaCl) max. 1
* m3 (SPC) Cubic metres at standard temperature and standard pressure
Table 1 Intake air (combustion air) - typical values to be observed
10.45 - 3.3.11 (2010-11-08)

Your Notes :
08031-0D/H5250/94.09.07
Index
Page 1(1)
Cylinder Head 505
L23/30H
Description
Cylinder Head ----------------------------------------------------------------------------------------------505. 01 (01H)
Working Card
Dismantling of Cylinder Head ------------------------------------------------------------------ 505- 01. 00 (01H)

Inspection of Inlet Valve, Exhaust Valve and Valve Guide ------------------------------505- 01. 05 (01H)
Reconditioning of Valve Spindle Seat and Valve Seat Ring 505- 01. 10 (01H)
Valve Rotator --------------------------------------------------------------------------------------- 505- 01. 15 (01H)
Replacement of Valve Guide ------------------------------------------------------------------- 505- 01. 20 (01H)
Indicator Valve ------------------------------------------------------------------------------------- 505- 01. 26 (01H)
Replacement of Sleeve for Fuel Injector -----------------------------------------------------505- 01. 30 (01H)
Replacement of Valve Seat Ring --------------------------------------------------------------505- 01. 35 (01H)
Mounting of Cylinder Head ----------------------------------------------------------------------505- 01. 40 (01H)
Inspection of Cylinder Head Cooling Water Space --------------------------------------- 505- 01. 45 (01H)
Plates
Cylinder Head---------------------------------------------------------------------------------------------- 50501- 01H

Valve Spindles and Valve Gear------------------------------------------------------------------------50502- 01H
Indicator Valve ---------------------------------------------------------------------------------------------50508- 01H
Cylinder Head, Top Cover ------------------------------------------------------------------------------50510- 01H
Your Notes :
08031-0D/H5250/94.09.07
Description
Cylinder Head 505.01
Page 1 (1)
Edition 01H
L23/30H
Cylinder Head Inlet and Exhaust Valves
The individual cast-iron cylinder heads, one for each The inlet and exhaust valve spindles are identical
cylinder unit, are equipped with a centrally situated and therefore interchangeable.
fuel injection valve, two inlet valves, two exhaust
valves and one indicator cock. The valve spindles are made of heat-resistant ma-
terial. Hard metal is welded on to the valve spindle
The head has a thick, bore-cooled flame plate for seats.
satisfactory control of mechanical and thermal loads
and stress. The valve spindles are fitted with valve rotators
which turn the spindles a little each time the valves
The cylinder head is attached by means of 4 nuts open.
and 4 studs screwed into deep bosses in the engine
frame top plate. The nuts are tightened by means The cylinder head is equipped with replaceable
of hydraulic tools. seat rings for inlet and exhaust valves.
The seating surfaces are hardened in order to mi-

nimize wear and prevent dent marks, on the inlet
seat by induction hardening, on the exhaust seat
by hard metal armouring.
08028-0D/H5250/94.08.12
95.50 - ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Working Card 505-01.00
Page 1 (2) Dismantling of Cylinder Head Edition 01H
L23/30H
Safety precautions: Special tools:
Stopped engine Plate no Item no Note

Shut-off cooling water 52021 011 Oil injector,
Shut-off fuel oil 52021 011 (Complete)
Shut-off cooling oil 52021 501 4 pieces
Stopped lub. oil circul. 52021 513 1 piece
52021 155
52005 014
52021 251 Hydraulic tools
Description:
Dismantling of cylinder head for inspection

and/or overhaul.
Hand tools:
Starting position: Ring and open-end spanner, 17 mm.

Ring and open-end spanner, 19 mm.
Cooling water has been drained from engine. Ring and open-end spanner, 27 mm.
Allen key, 8 mm.
Related procedure:
Dismounting of piston and connecting

rod 506-01.00
Dismounting and inspection of inlet valve,
exhaust valve and valve guide 505-01.05
Dismantling, overhaul and test
pressure of fuel oil valve 514-01.10
Manpower:
Replacement and wearing parts:
08028-0D/H5250/94.08.12
Working time : 1 hour

Capacity : 2 men Plate no Item no Qty/
Data:

95.50 - ES0S
505-01.00 Working Card
Edition 01H Dismantling of Cylinder Head Page 2 (2)
L23/30H
Draining of cooling water, disconnection of
pipes etc.
1) Open the drain cock and vent cock for cool-

ing water.
2) Take off the top cover.
3) Take off the front cover which gives access to

the injection pump.
4) Disconnect the fuel oil high-pressure pipe.
5) Disconnect the rocker arm lubricating oil pi-

pe.
6) Remove the thermometer attachment bran-

ch (cooling water outlet pipe).
Fig 2
7) Remove the exhaust pipe flange screws.

Mounting of Lifting Tool with the Fuel Injection
8) Remove the cylinder head nuts, see Fig 1, Valve is Removed from the Cylinder Head.
by means of hydraulic jacks. See working card 520-
01.05. 12) Mount the two-distance pieces to the studs.
13) Mount the lifting tool by means of the two nuts.

See Fig 3.
Fig 1
08028-0D/H5250/94.08.12
Mounting of Lifting Tool while the Fuel Injection

Valve is Placed in the Cylinder Head.
9) Disconnect the two nuts which is holding down

the fuel injection valve. Fig 3
10) Remove the two distance pieces.

14) Attach the hook to the lifting tool and lift the
11) Mount the lifting tool by means of the two nuts. cylinder head away.
See Fig 2.
95.50 - ES0S
Working Card
Page 1 (3) Inspection of Inlet Valve, Exhaust Valve and Valve Guide 505-01.05
Edition 01H
L23/30H

Shut-off cooling water 52005 014
Shut-off fuel oil 52005 051
Shut-off cooling oil 52005 254/301 Extra tools
Stopped lub. oil circul. 52005 553
Description:
Dismounting of inlet and exhaust valve, inspec-

tion of valve guide and mounting of inlet and
exhaust valve. Hand tools:

Small screwdriver.
Starting position: Measuring tools.
Cylinder head, dismantled from

engine 505-01.00
Related procedure:
Reconditioning of valve spindle seat

and valve seat ring 505-01.10
Valve rotator 505-01.15
Replacement of valve guide 505-01.20
Replacement of valve seat ring 505-01.35
Mounting of cylinder head 505-01.45
Manpower: Replacement and wearing parts:

08028-0D/H5250/94.08.12
Working time : 1 hour Plate no Item no Qty/

Capacity : 1 man
60501 363 4/cyl.
Data:

95.50 - ES0S
505-01.05 Inspection of Inlet Valve, Exhaust Valve and Valve Guide Working Card
L23/30H
Dismantling of Inlet and Exhaust Valve Spind-
les
1) Land and fasten the cylinder head upon the

special work table and remove the lifting tool.
Or as an Alternative:
Land the cylinder head on the floor upon wooden

supports and remove the lifting tool.
2) Mount the supporting devices for the valve

spindle heads on the work table.
Or as an alternative: Fig 2.
Place wooden blocks under the valve spindle 9) Remove valve rotator and springs.
heads.
10) Remove the supporting devices under the
3) Turn back the rocker arm and remove the work table and take out the valve spindle.
11) Repeat point 4 - 10 to remove the two other

valve spindles.
A
B Inspection of Valves/Valve Seats
A slight grinding of valve/valve seat can be carried

out by means of the handle as shown, see fig 3.
If the valve seat is heavily burnt or scarred, it should

be ground using the valve seat grinder, see working
card 505-01.10.
Fig 1.
spring-loaded valve bridge over the valve spind-

les.
4) Mount the tool for mounting af valves, see fig

08028-0D/H5250/94.08.12
2.
5) Compress the valve springs by tightening nut

A, see fig 1.
6) Remove the cone rings, see fig 2.
7) Release the springs again. Fig 3.
8) Remove nut A and traverse B, see fig 1.
95.50 - ES0S
Page 3 (3) Inspection of Inlet Valve, Exhaust Valve and Valve Guide Edition 01H
L23/30H
Inspection of Valve Guide
Too much clearance between valve spindle and

spindle guide may cause: Max inner diameter,
see page 500.35.
- increased lub. oil consumption.
- fouling up of the spindle guide and thus give
the risk of a sticking valve spindle.
Too much clearance also means insufficient guid-

ance of the valve spindle, and thus bad alignment
between spindle head and valve seat ring.
In connection with overhaul of the cylinder head, the

valve spindle guides should be cleaned, inspected
and measured for wear.
If the inner diameter of the valve spindle guide

exceeds the tolerance, see page 500.35, the valve
spindle guide must be replaced. See working card
505-01.20.
Mounting of Valve Spindle

Fig 4.
12) For mounting of valve spindle follow the in-
structions in point 4 - 10 in reversed order.
08028-0D/H5250/94.08.12
95.50 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Working Card Reconditioning of Valve Spindle Seat 505-01.10
and Valve Seat Ring
L23/30H

Shut-off cooling water 52005 408 Grinding machine
Shut-off fuel oil for valve spindle.
Shut-off cooling oil 52005 350 Grinding machine
Stopped lub. oil circul. for valve seat ring
(extra tools).
Description:
Reconditioning of valve spindle seat and valve

seat ring, with special grinding machine.
Hand tools:
All the hand tools and new stones are included

in the tools box for grinding machine.
Starting position:
Valve spindle has been removed 505-01.05
Related procedure:
Mounting of valve spindle 505-01.05

08028-0D/H5250/94.08.12
Working time : 6 hours Plate no Item no Qty/

Capacity : 1 man
Data:

95.50 - ES0S
505-01.10 Reconditioning of Valve Spindle Seat Working Card
Page 2 (3)
Edition 01H and Valve Seat Ring
L23/30H
Reconditioning of Valve Seat Ring However, when the seat "S" has been ground to such
an extent that the recess "R" disappears, see fig 1,
Reconditioning of valve seat rings by machining is the valve seat ring has to be scrapped and a new one
carried out by means of a grinding machine, the must be installed, see working card 505-01.35
pilot spindle of which is to be mounted in the valve
spindle guide. For operation of the grinding machine,
see separate instructions. Reconditioning of Valve Spindle
Reconditioning by machining is carried out with the

Grinding of Valve Seats valve spindle being rotated in a turning lathe and a
special grinding machine mounted on the tool post
Grinding of valve seat rings should be carried out of the turning latch.
according to the following sequence:
1) Grind the seating surface with a feed at an Grinding of Valve Spindle

angle "A" of 30° ± 0,10°.
0.
For operation of the grinding machine, see separa-
2) Continue the grinding until a clean and uniform ted instructions.
surface condition has been obtained.
1) Grind the seating surface with a feed at an
0.
3) Carry out the final grinding with a feed in the angel "A" of 30° ± 0,25°.
direction inside and outwards. Normally, the best
surface quality is obtained this way. 2) Continue the grinding until a clean and uniform
surface condition has been obtained.
3) Check the height "H"1 after completing the

grinding, see fig 2.
"A" 30 ± 0,10°
0
"R" "H"1 has as a minimum to be as indicated on page

500.35.
"S"
If measured to be less, the spindle has to be scrap-

ped.
08028-0D/H5250/94.08.12
Fig 1. Valve Seat Ring
"H"1
Scrapping of Valve Seat Rings
0
"A" 30° ± 0,25°
Normally, the valve seat ring can be reconditioned
several times.
Fig 2. Valve Spindle
95.50 - ES0S
Working Card Reconditioning of Valve Spindle Seat 505-01.10
and Valve Seat Ring
L23/30H
4) After assembling the valves, check - on account
of the valve motion - that distance "H"2 between the
upper edge of the cylinder head and the upper edge
of the valve spindle, see fig 3, does not exceed the
maximum value, see page 500.35.
"H"2
Fig 3.
08028-0D/H5250/94.08.12
95.50 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Page 1 (2) Valve Rotator Edition 01H
L23/30H

Shut-off fuel oil
Shut-off cooling oil
Description:
Dismantling, inspection and mounting of valve

rotator. Hand tools:
Small screwdriver.
Ring and open-end spanner 24 mm.
Starting position:
Related procedure:
Mounting of valve spindles 505-01.05

08028-0D/H5250/94.08.12
Working time : 1/2 hour Plate no Item no Qty/

Capacity : 1 man
Data:

95.50 - ES0S
5 05-01.15 Working Card
Edition 01H Valve Rotator Page 2 (2)
L23/30H
Inspection of Rotocap Note! Having assembled the valve rotator in dry

condition it should be placed in clean lubricating
Dirt especially in the ball pockets due to residues in oil for a short period of time.
the oil (abrasives, combustion products), can cause
the individual parts to become stuck, and hinders
the movement of the balls.
Rotocap valve rotators need no servicing under

normal operating conditions.
Rotator performance is satisfactory when the valve

rotates visibly and evenly.
Dismantling of Rotocap
Fig 1.
See working card 505-01.05, point 3 to 9.
Overhaul of Rotator Mounting of Rotocap
1) Clean the valve rotator. See working card 505-01.05, point 3 to 9, opposite
direction.
2) Inspect for wear and ball impressions.
3) Remove the retaining ring and disassemble

the individual parts.
4) Replace parts showing wear grooves or de-

pressions formed by the balls.
5) Insert the balls and the tangential springs.
Note! All balls on the inclined races of the ball pockets

must point in the same direction, see fig. 1.
The inner ring of the spring washer should rest on

the retainer body.
08028-0D/H5250/94.08.12
95.50 - ESOS
Page 1 (2) Replacement of Valve Guide Edition 01H
L23/30H

Shut-off cooling water
Shut-off fuel oil
Description:
Dismantling and mounting of valve guide for inlet

and exhaust valve. Hand tools:
Hammer.
Nitrogen (N2), or similar.
Mandrel for knocking out the valve guide.
Starting position:
Related procedure:

08028-0D/H5250/94.08.12
Working time : 3/4 hour Plate no. Item no. Qty/

Capacity : 1 man
50501 363 4/cyl
Data: 50501 218 4/cyl

95.50 - ES0S
Edition 05H Replacement of Valve Guide Page 2 (2)
L23/30H
When to Replace the Valve Guide 4) Before mounting - cool down the new valve
guide to approx. -70°C with nitrogen or similar.
If the clearance exceeds the max. limit, see page
500.35, the valve guide must be replaced. 5) Insert the valve guide into the bore.
6) Knock slightly with the mandrel and a ham-

Dismounting of Valve Guide mer.
Note! The shoulder of the valve guide must bear
1) Knock the valve guide out from the bottom of against the cylinder head, by knocking slightly with
the cylinder head, by means of a mandrel, which the mandrel and a hammer.
has a shoulder turning that fits into the valve guide,
see fig 1.
Valve seat ring
Mandrel
Fig 2.
Valve guide
7) Before mounting of the valve spindle insert a
new O-ring in the valve guide.
08028-0D/H5250/94.08.12
Correct mounting can easily be done by the use of

two valve spindles as mounting tool, one spindle to
Fig 1. be used as support and the other spindle to be used
for pushing the O-ring downwards.
2) Clean the bore of the cylinder head carefully. Screw-drivers or other sharp tools should never be
used for this purpose.
3) Inspect for marks that can prevent mounting
of new valve guide. 8) For mounting of valve spindle, see working
card 505-01.05.
95.50 - ESOS
Page 1 (2) Indicator Valve Edition 01H
L23/30H
Stopped engine Plate No Item No Note

Shut-off fuel oil
Description: Hand tools:
Dismounting, inspection and mounting of indi- Ring and open-end spanner 10 mm

cator valve. Ring and open-end spanner 27 mm
Steel brush
Copaslip
Starting position:
Related procedure:
Man power: Replacement and wearing parts:
Working time : 1/2 hour Plate No Item No Qty./

Capacity : 1 man
50508 037 1/Cyl.
Data:

95.50 - ES0S-G
Edition 01H Indicator Valve Page 2 (2)
L23/30H
Maintenance
Under normal working conditions the indicator valve

requires very little maintenance except inspection
in connection with the normal cylinder cover over-
haul.
Inspection of the Indicator Valve
1. Disassemble the indicator valve.
2. Check the valve seat and the cone for "burning

through".
If the valve seat in the housing is "burned", the entire

valve is to be replaced. 1. Indicator valve, complete
2. Connecting piece
3. Clean and lubricate all components before
remounting.
Fig 1 Indicator valve.
4. Ensure that the spindle is in "OPEN" position
when assembling the valve.
NOTE: Otherwise, cone and seat may be dama-

ged.
95.50 - ES0S-G
Page 1 (2) Replacement of Sleeve for Fuel Injector Edition 01H
L23/30H

Shut-off fuel oil
Description:
Dismounting, inspection and mounting of sleeve

for fuel injector. Hand tools:
Brass mandrel.
Hammer.
Lub. oil.
Starting position: Two small screw-drivers.
Loctite 572.
The cylinder head has been dis-
mounted from engine 505-01.00
The fuel injector has been removed 514-01.10
Related procedure:
Mounting of fuel valve 514-01.10
Working time : 1 hour Plate No Item No Qty/

Capacity : 1 man
50501 039 1/cyl.
Data: 50501 040 1/cyl.
50501 052 1/cyl.
96.19 - ES0S
Edition 01H Replacement of Sleeve for Fuel Injector Page 2 (2)
L23/30H
Dismounting of Sleeve for Fuel Injector 4) Coat the sealing ring zone in the bore with
grease or lub. oil.
1) Remove the snap ring by means of two screw-
drivers.
2) The sleeve can now be driven out of the bo-

Snap ring
re by use of a brass mandrel and a hammer.
O-ring
Sleeve
Loctite 572
Brass mandrel
Fig 2.
5) Install new sealing rings on the sleeve.
6) Coat the sealing surfaces on the sleeve with

Fig 1. loctite 572.
7) Insert the sleeve in the bore.

Inspection of Bore in Cylinder Head and Mount-
ing of the Sleeve: 8) Mount the snap ring.
3) Clean and inspect the bore in the cylinder

head. Any marks which could prevent mounting of
the sleeve, should be gently smoothed.
96.19 - ES0S
Working Card
Replacement of Valve Seat Ring 505-01.35
L23/30H

Shut-off fuel oil 52021 501 1 piece
Shut-off cooling oil 52005 457 Extra tools
Stopped lub. oil circul. 52005 504 Extra tools
52021 466 1 piece

Description:
Replacement of valve seat ring for inlet and

exhaust valve.
Starting position:
Inlet and exhaust valves have been Hand tools:

removed 505-01.05
Ring and open-end spanner, 36 mm
Hammer.
Loctite, 640.
Lub. oil.
Related procedure:
Working time : 1 1/2 hours Plate no Item no Qty. /

Capacity : 1 man
50501 351 4/cyl.
Data: 50501 064 2/cyl.
50501 076 2/cyl.
05.02 - ES0
Edition 01H Replacement of Valve Seat Ring Page 2 (4)
L23/30H
Dismounting of Valve Seat Rings Dismounting of a Valve Seat Ring is Carried out
According to the Following Procedure
When reconditioning of a valve seat ring no longer is
possible due to dimensions exceeding the scrapping 1) By means of the guide pin (7) the guide disc
criteria, the seat ring has to be replaced. (5) is led vertically through the valve seat ring. Then
the guide disc (5) is lifted with the guide pin (7)
Dismounting of a valve seat ring is carried out by until the latter is guided by the valve seat ring. The
means of a special extractor tool set comprising the stud (1) is then screwed in until it rests in the valve
components, see fig 1. guide.
1 Stud 6 Eye screw Fig 2.

2 Collar nut hexagon 7 Guide pin
3 Guide disc 8 Valve guide
4 Disc 9 Hydraulic jack
5 Guide disc 10 Valve seat ring 2) The guide disc (3) is positioned so that it
bears against the bottom of the cylinder head, and
the hydraulic jack is clamped with the disc (4) and
Fig 1. the collar nut hexagon (2), see fig 1. The hydraulic
jack is the one used for main bearing caps.
05.02 - ESO
Page 3 (4) Replacement of Valve Seat Ring Edition 01H
L23/30H
3) By pumping up the pack, see working card 3) To facilitate mounting the valve seat ring is it
520-01.05 for the use of hydraulic tools, the valve cooled down, however, a min. of -25°C otherwise,
seat is pressed out max. 6 mm, and the pressure is the o-ring can be damaged.
released again. The collar nut hexagon is tightened
and the operation is continued until the valve seat 4) Place the o-ring on the valve seat ring and
ring can be removed. coat with oil/loctite as shown in fig 4, just before
positioning it in the bore.
Mounting of Valve Seat Rings
1) Prior to mounting of a new valve seat ring, the

bore must be cleaned thoroughly and inspected for Coat with
marks. Marks that can hinder mounting of the valve loctite 640
seat ring must be removed.
Valve seat ring
2) Tools for mounting of valve seat rings are

shown in fig 3. O-ring
Coat with oil
Fig 4.
5) The valve seat ring is positioned in the bore,

the handle with stud is inserted as shown in fig 5,
1 and the washer with screw is screwed tight.
1 Handle 2 Stud
Fig 3. Fig 5.
05.02 - ES0
Edition 01H Replacement of Valve Seat Ring Page 4 (4)
L23/30H
6) By knocking on the handle and at the same

time tightening the nut (4), the valve seat ring slides
in place in the bore and it is felt on the knocks when
it bears in the bore.
7) Prior to mounting of the valve spindle the valve

seat ring must be ground, to ensure correct centering
of the valve guide and the valve seat ring. This can
be done according to working card 505-01.05 or
505-01.10.
05.02 - ESO
Page 1 (2) Mounting of Cylinder Head Edition 01H
L23/30H

Shut-off fuel oil 52021 501 4 Pieces
Shut-off cooling oil 52021 155
52010 011
52021 251
Description:
Mounting of cylinder head after inspection and/or

overhaul.
Hand tools:

Starting position: Ring and open-end spanner, 17 mm.
Cylinder head is completely Lub. oil and copaslip.
assembled 505-01.05 to 505-01.35
Valve gear of respective cylinder is in right posi-
tion (valve closed)
Control of the surface on the
cylinder liner 506-01.45
Related procedure:
Adjustment of valve clearance 508-01.10

08028-0D/H5250/94.08.12
Working time : 1 1/2 hour Plate no Item no Qty/

Capacity : 2 men
50501 338 2/cyl
Data: 50510 075 1/cyl
50610 079 8/cyl
Data for pressure and tolerance (Page 500.35) 51202 024 2/cyl
Data for torque moment (Page 500.40) 51625 097 1/cyl
Declaration of weight (Page 500.45) 51625 132 1/cyl
95.50 - ES0S
Edition 01H Mounting of Cylinder Head Page 2 (2)
L23/30H
Check to be Done before Lifting Place the spacer ring around the nuts with the slot
in
1) Check the jointing surfaces of the cylinder such a position that the tommy bar can be used.
head/cylinder liner to see that they are clean and
without damage marks, see working card 506-01.45. Tighten the hydraulic jacks and make sure that the
Fit new O-rings on the water passage, lubricate the cylinder of the jacks bears firmly against the spacer
O-rings with a little oil. ring. Tighten up all the nuts, see page 500.40. For
using the hydraulic tools, see working card 520-
2) Check all contact faces on the cylinder head 01.05.
and nuts, including threads, and make sure that
these are level and smooth and absolutely free from
foreign particles.
Mounting of Cylinder Head
3) Attach the lifting tool, see fig 1, to the cylinder

head that has been made ready for installation, and
position it carefully on the cylinder liner.
Fig 2.
7) If new studs or nuts have been fitted, the nuts

must be tightened and loosened three times, in order
to compensate for deformation of the thread and in
order to ensure a safe minimum load of the studs
through the tightening.
Adjustment of Valve Clearance

Fig 1.
8) Adjust the valve clearance, see working card
508-01.10.
Tightening of Cylinder Head Nuts
9) Fit the pipes for fuel oil, lub. oil, cooling water
and the flange for exhaust pipe.
08028-0D/H5250/94.08.12
4) Make sure that the nuts run easily on the

threads and that they bear on their entire contact
surfaces.
Before Starting
5) Coat threads and contact faces with copaslip
before fitting the nuts. 10) Prior to starting up check for leakages. After
starting up check for leakages and oil flow.
6) Screw nuts onto the studs and tighten lightly
with the tommy bar. 11) Mount the cover for rocker arm and the front
cover for fuel pump.
95.50 - ES0S
Page 1 (2) Inspection of Cylinder Head Cooling Water Space Edition 01H
L23/30H

Shut-off fuel oil
Description:
Inspection of cylinder head cooling water

space. Hand tools:
Steel brush
Starting position:
The cylinder head dismantled

from engine 505-01.00
Related procedure:
Working time : ¼ hour Plate no Item no Qty/

Capacity : 1 man
Data:

95.50 - ES0S
Edition 01H Inspection of Cylinder Head Cooling Water Space Page 2 (2)
L23/30H
Inspection of Cylinder Head Cool. Water Space
1) Inspect the cooling water inlet at the bottom

and the cooling water outlet at the top of the cylinder
head, see fig 1.
2) Remove all possible deposits.
3) Pour water into the cooling water outlet and

make sure that water is coming out of all the cooling
water inlet bores at the bottom of the cylinder
head.
4) If necessary, clean the cooling water inlet and

outlet by means of a steel brush. Flush the cooling
water space after cleaning.
5) Should the cylinder head cooling water space,

contrary to expectation, be blocked with deposits, Fig 1. Cylinder Head
please contact MAN B&W Diesel, Holeby for further
instructions.
95.50 - ES0S
Plate
Page 1 (2) Cylinder Head 50501-01H
L23/30H
302
363
255 052
218
243 039 279
231 040 267
292
280
135
147
015
159
111
123 351
351
076
064
338
08028-0D/H5250/94.08.12
160
172
184
196
184
98.34 - ES0S
Plate
50501-01H Cylinder Head Page 2 (2)
L23/30H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
015 1/C Cylinder head Cylinderdæksel

as plate 50501 som plate 50501
039 1/C Sleeve Foring
040 1/C O-ring O-ring
052 1/C Snap ring Låsering
064 2/C Valve seat ring, Ventilsædering,

(inlet) (indstrømning)
076 2/C Valve seat ring, Ventilsædering,

(exhaust) (udstødning)
111 2/C Plug screw Propskrue
123 2/C Sealing ring Tætningsring
159 2/C Spring pin Fjederstift
160 1/C Water guide jacket Kølekappe
172 4/C Screw Skrue
196 4/C Cooling water con- Kølevandsovergang

nection
218 4/C Valve Guide Ventilstyr
231 2/C Stud Tap
243 2/C Distance pipe Afstandsstykke
255 2/C Nut Møtrik
267 2/C Stud Tap
279 2/C Nut Møtrik
292 3/C Stud Tap
302 2/C Thrust piece Trykstykke

08028-0D/H5250/94.08.12
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.
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
98.34 - ES0S
Plate
Page 1 (2) Valve Spindles and Valve Gear 50502-01H
L23/30H
573
249 237 095
286 262
See plate
50501
453
607 178 441
095 129 262
345 010
357 095 201 130 298
130
262 083
022 071
286 117 034 117
105 046
105
262 465 465
573 477 477
441 298
453 489 489
490 490
See plate
50501
524/536
619
08028-0D/H5250/94.08.12
548
585
512
512
10.12 - ES0
MAN Diesel
Plate
50502-01H Valve Spindles and Valve Gear Page 2 (2)
L23/30H

Item Item
no. Qty. Designation Benævnelse no. Qty. Designation Benævnelse
010 2/C Valve bridge, compl. Ventilbro komplet inkl. 490 4/C Outer spring Udvendig fjeder
incl. item 022, 034, 046, item 022, 034, 046, 071,
071, 083, 095, 105, 117, 083, 095, 105, 117, 129 512 4/C Valve spindle, inlet Ventilspindel, inds. og
129 and 130 og 130 and outlet uds.
022 2/C Valve bridge Ventilbro 524 28/C Spring Fjeder
034 2/C Spring Fjeder 536 28/C Ball Kugle
046 2/C Ball guide Kuglestyr 548 4/C Spring washer Fjederskive
071 2/C Thrust piece Trykstykke 573 2/C Bearing bush Lejebøsning
083 2/C Thrust screw Trykskrue 585 4/C Retainer ring Låsering
095 4/C Nut Møtrik 607 1/C Rocker arm shaft Aksel for vippearm
105 4/C Thrust piece Trykstykke 619 4/C Ball race Kugleplade
117 4/C Circlip Fjederring
129 2/C Thrust piece Trykstykke
178 1/C Rocker arm Buk for vippearm

bracket
201 1/C Plug Prop
237 1/C Rocker arm, exhaust, Vippearm udst. komplet

compl. incl. item 095, inkl. item 095, 249, 262,
249, 262, 286, 298, 585 286, 298 og 585
Rocker arm, exhaust Vippearm, udstødning

249 1/C
Plug Prop
262 4/C
Thrust piece Trykstykke
286 2/C
Thrust screw Trykskrue
298 2/C
Rocker arm inlet, com Vippearm inds. komplet
345 1/C plete incl. item 095, inkl. item 095, 249, 262
249, 262, 286, 298, 585 286, 298 og 585
357 1/C Rocker arm, inlet Vippearm, indsugning
441 2/C Disc Skive
453 2/C Securing ring Sikringsring
465 4/C Conical ring in 2/2 Konisk ring 2/2

08028-0D/H5250/94.08.12
477 4/C Rotocap, compl. Rotationsgiver, komplet
489 4/C Inner spring Indvendig fjeder
Qty./ = Qty./Individual Antal/ = Antal/Individuelt
10.12 - ES0
Plate
Page 1 (2) Indicator Valve 50508-01H
L23/30H
050
049
Handwheel for indicator
valve, see plate 52005
037
013
025
08028-0D/H5250/94.08.12
06.41 - ES0
Plate
50508-01H Indicator Valve Page 2 (2)
L23/30H
Item Item
013 1/C Connecting piece Forbindelsesstykke
025 3/C Gasket Gasket
037 1/C Gasket Gasket
049 1/C Indicator valve Indikatorventil
050 1/C Insulation glove Beskyttelseshætte
08028-0D/H5250/94.08.12
06.41 - ES0
Plate
Page 1 (2) Cylinder Head, Top Cover 50510-01H
L23/30H
087
099
063
075 110
051
038
122
014
026
08028-0D/H5250/94.08.12
94.22 - ES0S
Plate
50510-01H Cylinder Head, Top Cover Page 2 (2)
L23/30H
Item Item
014 1/C Coaming Karm
026 1/C Gasket Pakning
038 13/C Screw Skrue
063 1/C Top cover Topdæksel
087 3/C Handle Håndtag
110 3/C Nut Møtrik
122 13/C Washer Skive
08028-0D/H5250/94.08.12
94.22 - ES0S
Index
Page 1(1)
Piston, Connecting Rod and Cylinder Liner 506
L23/30H
Description
Piston, Connecting Rod and Cylinder Liner -------------------------------------------------506. 01 (01H)
Working Card
Dismounting of Piston and Connecting Rod ------------------------------------------------506- 01. 00 (01H)

Separation of Piston and Connecting Rod -------------------------------------------------- 506- 01. 05 (01H)
Piston ------------------------------------------------------------------------------------------------- 506- 01. 10 (13)
Connecting Rod ------------------------------------------------------------------------------------506- 01. 15 (01H)
Criteria for Replacement of Connecting Rod Big-end and Main Bearing Shells ---506- 01. 16 (02)
Mounting of Piston and Connecting Rod ---------------------------------------------------- 506- 01. 20 (01H)
Hydraulic Tightening of Connecting Rod Screws ------------------------------------------506- 01. 25 (04H)
In-situ Inspection of Connecting Rod Big-end Bearing -----------------------------------506- 01. 30 (01H)
Inspection and Honing of Cylinder Liner -----------------------------------------------------506- 01. 35 (01H)
Replacement of Cylinder Liner ----------------------------------------------------------------- 506- 01. 40 (01H)
Grinding of Seal Face onCylinder Liner and Cylinder Head ---------------------------- 506- 01. 45 (01H)
Dismantling of Piston and Cylinder Liner at Low Overhaul Heights ------------------ 506- 01. 50 (01H)
Plates
Piston and Connecting Rod (Hydraulic Tightened) -----------------------------------------------50601- 35S

Cylinder Liner ---------------------------------------------------------------------------------------------- 50610- 14H
Your Notes :
08031-0D/H5250/94.09.07
Description
Piston, Connecting Rod and Cylinder Liner 506.01
Page 1 (1)
Edition 01H
L23/30H
Piston Connecting Rod
The piston, which is oil-cooled and of the monobloc The connecting rod is die-forged. The big-end has
type made of nodular cast iron, is equipped with 3 an inclined joint in order to facilitate the piston and
compression rings and 1 scraper ring. connecting rod assembly to be withdrawn up through
the cylinder liner. The joint faces on the connecting
By use of a combination of compression rings with rod and the bearing cap are serrated to ensure
different barrel-shaped profiles and chrome-plated precise location and to prevent relative movement
running surface on all rings, the piston ring pack is of the parts.
optimized for maximum sealing effect and minimum
wear rate. The big-end bearing is of the trimetal type, i.e. steel
shells lined with tin-aluminium or lead-bronze coa-
The piston has a cooling oil space close to the piston ted with a running layer. Designed as plain type or
crown and the piston ring zone. The heat transport, rillentype. The bearing shells are of the precision
and thus the cooling effect are based on the sha- type and are therefore to be fitted without scraping
ker effect arising during the piston movement. Oil or any other kind of adaption.
from the engine's lubricating oil system is used as
cooling oil. The small-end bearing is of the trimetal type and is
pressed into the connecting rod.
The piston is provided with a turned edge at the top
due to the flame ring mounted in the cylinder liner.
Cylinder Liner
Piston Pin The cylinder liner is made of fine-grained, pearlite cast

iron and is fitted in a bore in the engine frame. Repla-
The piston pin is fully floating which means that it ceable cast iron sealing rings are fitted between the
can turn freely in the pin bosses of the piston as liner and the cylinder head and between the liner and
well as in the connecting rod bush. The piston pin the frame. The liner is clamped by the cylinder head
is turned in place upwords in axial direction by two and is guided by a bore at the bottom of the cooling
circlips (seeger rings). water space of the engine frame. The liner can thus
expand freely downwards, when heated during the
running of the engine. Sealing for the cooling water
is obtained by means of silicone rubber rings which
are fitted in grooves machined in the liner.
The cylinder liner is of the socalled "stepped cylin-

der" type, provided with flame ring inserted in the
top of the liner.
08028-0D/H5250/94.08.12
96.19 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Page 1 (3) Dismounting of Piston and Connecting Rod Edition 01H
L23/30H

Shut-off cooling oil 52006 094 2 pieces
52006 273 80-360 Nm
52010 011
Description: Tool combination for dismounting of connecting

rod screw, see working card 520-01.20.
Dismounting of piston and connecting rod as-
sembly, for inspection and/or overhaul.
Starting position: Hand tools:
Cylinder head has been dismounted Threaded pin M12.

from engine 505-01.00 Open-end spanner 24 mm.
Crankcase open. Wire.
Scraper or similar.
Small adjustable spanner.
Related procedure:
Separation of piston and connecting

rod 506-01.05
Inspection and honing of cylinder
liner 506-01.35

08028-0D/H5250/94.08.12

Capacity : 2 men
Data:

96.20 - ES0S
MAN Diesel

Edition 01H Dismounting of Piston and Connecting Rod Page 2 (3)
L23/30H
Preparations before Dismounting 2) Remove the gangway, if any installed, in order
to improve the access conditions.
1) Clean the upper part of the cylinder. If not, the
piston may get stuck during removal in the carbon 3) Turn the crankshaft to bring the crank throw
deposited in this area. concerned into a position of approx. 50 degrees
before TDC.
a) Turn the piston to the buttom.
This position is identifiable by the connecting rod
b) Place a used piston ring on top of the piston. shaft being very close to the cylinder liner shirt,
see fig. 1.
c) Mount the tube (for holding down the cylinder
liner during the piston withdrawal) on one of the 4) Clean the threaded hole in the piston top, and
cylinder head studs, screw on the nut and tighten it mount the eye screw.
slightly.
5) Mount the tube (for holding down the cylinder
d) Turn the piston in top, in order to push the liner during the piston withdrawal) on one of the
flame ring out of the cylinder by means of the piston cylinder head studs, screw on the nut and tighten it
ring. slightly.
Info: It is the used piston ring which pushes the 6) Attach a wire rope to the eye bolt by means of
flame ring out of the cylinder. a shackle, hook the wire on to a tackle and pull the
wire rope tight.
Note! If minor adjustments of the crank throw posi-

tion appear necessary for access to the connecting
rod screws, the wire rope must be slackened before
turning of the crankshaft and tightened up again in
the new crank throw position.
08028-0D/H5250/94.08.12
Fig 1. Mounting of tools (placing). Fig 2. Removal of bearing cap.
96.20 - ES0S
Page 3 (3) Dismounting of Piston and Connecting Rod Edition 01H
L23/30H
Fig 3. Removal of upper big-end bearing shell.
Dismounting of Bearing Cap
7) Unload the connecting rod screws and unscrew

one of the upper screws.
8) Mount the guide pin for the bearing cap in

one of the threaded holes and fit a screwdriver or
similar in the hole in the guide pin, and unscrew the
screws. Fig 4. Lift of piston and connecting rod assembly.
Note! The purpose of the guide pin is to prevent

any damage of crank journal, joint faces or bearing
surface to occur during dismounting of the bearing Dismounting of Upper Big-end Bearing Shell
cap, and to facilitate easy handling when removing
the bearing cap from the crankcase. 11) Pull the piston and connecting rod assembly
upwards and remove the upper big-end bearing shell,
9) Remove the screwdriver from the guide pin, see fig 3.
and dismount the bearing cap by sliding it along
the guide pin, see fig 2. 12) Lift the piston and connecting rod assembly
up through the cylinder liner and out of the engine,
08028-0D/H5250/94.08.12
10) Remove the guide pin from the connecting see fig 4.
rod.
96.20 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Page 1 (2) Separation of Piston and Connecting Rod Edition 01H
L23/30H

Description:
Separation of piston and connecting rod for in-

spection or/and overhaul.
Assembly of piston and connecting rod after
inspection or/and overhaul.
Piston and connecting rod are dismounted Open-end spanner, 24 mm.

from engine 506-01.00 Wooden wedge, 2 pieces.
Wooden support.
Wire.
Related procedure:
Inspection or/and overhaul of piston 506-01.10

Inspection or/and overhaul of
connecting rod 506-01.15
Inspection of connecting rod
big-end bearing 506-01.16

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

95.50 - ES0S
MAN Diesel

Edition 01H Separation of Piston and Connecting Rod Page 2 (2)
L23/30H
Landing of Piston and Connecting Rod Separation of Piston and Connecting Rod
1) Land the piston and connecting rod carefully 6) Take out the securing ring, (seeger circlips),
on wooden supports to prevent damage of piston push out the piston pin and lift the connecting rod
and scraper ring, see fig 1. away.
Assembly of Piston and Connecting Rod
7) For assembly of piston and connecting rod,

see point 1-6 in reversed order.
8) Lubricate the piston pin before assembling.
Fig 1. Landing of Piston and Connecting Rod.
2) The bearing cap should be mounted with the

screws tightened only by hand, in order to protect the
serrated joint faces during handling of the assembly,
see fig 1.
3) Remove the shackle and eye screw from the

piston crown, see fig 1.
4) Place the piston and connecting rod assembly

in upright position resting on the top face of the piston
crown, see fig 2.
Note: Wooden wedges should be used to prevent the

connecting rod from swinging out and thus impact the
piston skirt during the lifting into upright position.
5) Place a wire around the big-end of the con-

necting rod. Attach a tackle and tighten the wire rope,
Fig 2. Removal of Connecting Rod and Piston Pin.
see fig 2.
08028-0D/H5250/94.08.12
95.50 - ES0S
Working Card
Piston 506-01.10
L23/30H

Cleaning and inspection of piston. Control of piston Tools for cleaning of piston, steel brush,
ring, scraper ring and ring grooves. scraper etc.
Starting position:
Piston has been dismantled from

Related procedure:
Mounting of piston and


Capacity : 1 man
Data:

12.35 - ES0
506-01.10 Piston Working Card
Page 2 (4)
Edition 13
L23/30H
Removal of Piston Ring Inspection of Piston
For removal of piston rings, which are to be used 1) Remove the piston and scraper rings.
again, and for all mounting of rings, only the special
ring opener which prevents local over stressing of 2) Clean and examine the piston rings to determine
the rings should be used. if reuse is acceptable, see page 3.
Straps to expand the ring gap or tools working on 3) Clean the piston on the outside and on the
the same principle must not be used, as this would inside.
result in permanent deformation which might cause
blow-by or broken rings. 4) Inspect the piston ring and scraper ring grooves
for wear, see page 3.
12.35 - ES0
Working Card
Page 3 (4) Piston 506-01.10
Edition 13
L23/30H
The piston has to be scrapped if: Piston and oil New ring
Ring grooves.
scraper ring. grooves.
Max. wear limit.
Nominal size. Tolerances.
A) The wear limit on the testing mandrel is ex-
ceeded, see fig 1A Piston ring New +0.14
4.0 mm 4.43 mm
1 4.0 mm +0.12
or
Piston ring New +0.11
B) The clearance between the new piston/scraper 2 4.0 mm
4.0 mm
+0.09
4.43 mm
ring and ring groove is exceeded, see fig 1B.
4.0 mm 4.43 mm
3 4.0 mm +0.09
Note! At each piston overhaul:
New +0.10
- The piston and scraper ring must be ex- Scraper ring
7.0 mm
7.0 mm
+0.08
7.43 mm
changed.
- The cylinder liner must be honed according Table 1. Nominal size, new ring groove tolerance and wear
to the instructions. limit for ring grooves.
A) Testing Mandrel for Ring Grooves B) Clearance Ring/Groove
If the wear limit (2 mm mark) on the testing man-

drel is exceeded, the specified max. wear limits
are exceeded, and the piston must be scrapped.
0.45 mm
Wear limit line.
Maximum vertical clearance

between new piston ring/scraper
ring and ring groove: 0.45 mm.
The handle is marked

with the nominal size.
Fig 1. Wear limits for ring grooves.
12.35 - ES0
506-01.10 Piston Working Card
Page 4 (4)
Edition 13
L23/30H
Position of Piston and Scraper Rings
Piston Ring No 1:
marked with ident.
No
"0946 + GOECRO".
Piston Ring No 2:
marked with ident.
No
"0947 + GOECRO".
Piston Ring No 3:
marked with ident.
No
"0945 + GOECRO".
Scraper ring:
marked with ident.
No
"0120 + GOECRO".
Marking of Piston and Scraper Rings
Marking
Identification marks to face upwards against the piston crown when mounted.
Note! The marking may include other figures than mentioned above, for instance trade mark and
production codes.
12.35 - ES0
Working Card
Page 3 (4) Piston 506-01.10S
Edition 12H
L23/30H
The piston has to be scrapped if: Piston and oil New ring
Ring grooves.
scraper ring. grooves.
Max. wear limit.
Nominal size. Tolerances.
A) The wear limit on the testing mandrel is ex-
ceeded, see fig 1A Piston ring New +0.14
4.0 mm 4.43 mm
1 4.0 mm +0.12
or
B) The clearance between the new piston/scraper 2 4.0 mm
4.0 mm
+0.09
4.43 mm
ring and ring groove is exceeded, see fig 1B.
4.0 mm 4.43 mm
3 4.0 mm +0.09
Note! At each piston overhaul:
New +0.10
- The piston and scraper ring must be ex- Scraper ring
7.0 mm
7.0 mm
+0.08
7.43 mm
changed.
- The cylinder liner must be honed according Table 1. Nominal size, new ring groove tolerance and wear
to the instructions. limit for ring grooves.
A) Testing Mandrel for Ring Grooves B) Clearance Ring/Groove
If the wear limit (2 mm mark) on the testing man-

drel is exceeded, the specified max. wear limits
are exceeded, and the piston must be scrapped.
0.45 mm
Wear limit line.
Maximum vertical clearance

between new piston ring/scraper
ring and ring groove: 0.45 mm.
The handle is marked

with the nominal size.
Fig 1. Wear limits for ring grooves.
10.16 - ES0
506-01.10S Piston Working Card
Page 4 (4)
Edition 12H
L23/30H
Position of Piston and Scraper Rings
Piston Ring No 1:
marked with ident.
No "GOE CK36 TOP
K. 1696286-1".
Piston Ring No 2:
marked with ident.
No "GOE CK36 TOP
K 2.+3., 2120345-5".
Piston Ring No 3:
marked with ident.
No "0945 GOECRO
Z TOP or TOP 881501-5".
Scraper ring:
marked with ident.
No "0120 + GOECRO".
Marking of Piston and Scraper Rings
Marking
Identification marks to face upwards against the piston crown when mounted.
Note! The marking may include other figures than mentioned above, for instance trade mark and
production codes.
10.16 - ES0
Page 1 (4) Connecting Rod Edition 01H
L23/30H

Shut-off cooling water 52006 273 80-360 Nm
Shut-off fuel oil 52006 618 225-250 Nm
Description:
Cleaning, inspection and test measurement of

connecting rod.
Hand tools:
Starting position: Inside micrometer (195 mm).

Feeler gauge 0.15 - 0.20 mm.
Connecting rod has been
dismantled from piston 506-01.05
Related procedure:


08028-0D/H5250/94.08.12
Working time : 1/2 hour Plate no Item no Qty /

Capacity : 1 man
Data:

95.50 - ES0S
MAN Diesel

Edition 01H Connecting Rod Page 2 (4)
L23/30H
Cleaning of Connecting Rod Measurement of Big-end Bore
1. Clean all machined surfaces on the connecting For check of ovalness the bearing cap has to be
rod. mounted onto the big-end bore without bearing
shells.
2. Degrease the serrated joint faces, tapped holes
and connecting rod screws with a volatile solvent and Note !! The ident. No on the connecting rod and the
blow dry with working air. bearing cap must always be the same, see fig 3.
Visual Inspection of Serrated Faces
3. Inspect the serrated joint faces.
Damages, in the form of visible wear marks and pit-

tings or even cracks, may be in the serration 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 connecting rod with care. In case

of damaged serration caused by improper handling,
the bearing cap can no longer be tightened to the con-
necting rod without ovalness of the big-end bore.
4. Register observed damages in the scheme

"Connecting Rod Inspection" for historic use only.
See page 4.
Fig. 1. Point of measurement
5. Carefully smooth single raised spots in the

serration caused by pitting and impact marks with a 8. Mount the bearing cap onto the connecting rod
filesmall. by means of the connecting rod screws.
9. Tighten the screws with the prescribed torque,

Inspection of Connecting Rod Screws see working card 506-01.25.
6. Inspect the connecting rod screws for seizures 10. Measure five different diameters in the middle
in the threads and pittings on the contact surfaces of the boring, see fig 1.
of the screwheads.
11. Register the measurements in the scheme
08028-0D/H5250/94.08.12
7. Turn the connecting rod screws into bottom "Connecting Rod Inspection". See page 4.
position in the threaded screw holes by hand.
12. Calculate the maximum ovalness as the dif-
If screws Then ference between biggest and smallest diameter
measured.
have seizures in Renew the screws
threads or pittings on 13. Check if maximum ovalness is exceeded, see
contact surface page 500.35.
cannot be turned into Renew the screws

bottom position by hand
95.50 - ES0S
Page 3 (4) Connecting Rod Edition 01H
L23/30H
If Then For connecting rod No 2 the maximum ovalness
is 0.125 mm and therefore the connecting rod is
maximum ovalness is Renew the complete rejected.
exceeded connecting rod, screws
and bearing shells.
Inspection of Connecting Rod Bush
maximum ovalness is Reuse the connecting rod
not exceeded 1. Inspect the surface of the piston pin and the
connecting rod bush.
2. Measure the clearance between the piston pin

and bush.
Connecting Rod Inspection for L23/30H
3. Check if max clearance is exceeded, see page
Cylinder no. 1 2 500.35.
Connecting rod ident no.
Running hours for connecting rod
- 0,5 - 3,0
0,01 mm
1/100 mm
A
B - 2,0 - 7,0
If the specified clearance is exceeded, contact MAN
Nominal
C - 1,5 - 5,0 B&W Diesel A/S, Holeby for replacement.
diameter
D + 5,0 + 5,5
Ø195 mm E + 3,0 + 3,5
Ovalness: Diff. between min./max. 7,0 12,5
Condition of serration Serration OK Serration OK Serration OK
Tightening for measurement see

instruction.
Inspection of Bearing Shells for Big-end
Wear Wear Wear
Cracks Cracks Cracks

Criteria for replacement of connecting rod big-end
Corrosion/
Pitting
Corrosion/
Pitting
Corrosion/
Pitting
bearing, see working card 506-01.16.
Serration
Impact mark Impact mark Impact mark
A B
C
Remarks: Remarks: Remarks:

D
to be to be
+ E reused rejected
++ ++
+
Connecting rod
Ident no.
Note ! The ident no. on the con-

necting rod and on the bearing
cap, must always be the same.
Fig 2. "Connecting Rod Inspection".
Example of Measurement Results
The example, see fig 2, shows measurements and

damage observations for two connecting rods on the
08028-0D/H5250/94.08.12
Connecting rod
scheme "Connecting Rod Inspection" (in case the Ident No
specified maximum ovalness is exceeded, contact
MAN B&W Diesel A/S, Holeby for overhaul).
For connecting rod No 1 the maximum ovalness is

0.07 mm and thus reuse is acceptable. Fig 3.
95.50 - ES0S
506-01.15 Connecting Rod Working Card
L23/30H
08028-0D/H5250/94.08.12
95.50 - ES0S
Working Card Criteria for Replacement of 506-01.16
Page 1 (5)
Connecting Rod Big-end and Main Bearing Shells Edition 02
General

Shut-off fuel oil
Description:
Inspection of bearing shells.

Hand tools:
Magnifier (x30).
Starting position:
Bearing shells removed from engine:

Big-end bearing, 506-01.30
or
Main bearing and guide bearing 510-01.05
Related procedure:
Mounting af bearing shells:

Big-end bearing, 506-01.30
Main bearing and guide bearing 510-01.05
Working time : 1/4 hour Plate no. Item no. Qty. /

Capacity : 1 man

Data:

02.26 - ES0
506-01.16 Criteria for Replacement of Working Card
Edition 02
Connecting Rod Big-end and Main Bearing Shells Page 2 (5)
General
This paper gives information about the evaluation of Bearing Surface
the connecting rod big-end and main bearing shells
when wear appears on the running surface under Standard Miba bimetal bearings have no tin flash.
normal operating conditions.
Oil is used for protective coating.
Bearing damages caused by incorrect running con
ditions, like In new condition the bearing has a silvery, bright
color.
- Corrosion
- Overloading, overheating a.s.o. The running surface might become dull silvery after
only a short time of operation.
are not described in this paper.
In these cases, the bearing shells must be exchan- Criteria for bimetal bearing replacement
ged, of course, and in order to avoid further bearing
failures, the cause of the failure must be found and Actual wear can be determined by measuring wall
eliminated. thickness or via clearance measurements in com-
parison to the specification for a bearing in new
condition.
New Condition
A bearing should be replaced if the wear limit, as
The running surface has a silvery, bright color, see specified by the engine manufacturer, is reached
fig 1. or can be expected to be reached during the next
period of operation.
Another method is to specify a certain time limit for

the useful service life of the bearing. The individual
time limit (recommended maximum time in operation)
specified by the engine manufacturer is based on the
calculated bearing load, minimum oil film thickness
and load profile.
The useful service life of a bearing is also determined

by the fatigue strength of the lining material under
the respective load profile.
Usual running pattern

Fig 1 Without flash
Typical running pattern after completion of running-
in:
02.26 - ES0
Page 3 (5)
General
Bearings to be reused 3. Damage due to foreign particles
Following pictures shows the typical running pattern Shallow scoring and / or imprints that are few in
where bearing shells are reusable. number. See fig 4.
1. Normal wear
Slightly polished zones and symmetrical running

pattern in the most loaded zone of the bearing. Minor
scoring. See fig 2.
Fig 4 Reusable
4. Minor cavitation after long time in opera-

tion
Fig 2 Reusable Minor and shallow material removal outside the most
loaded zone. See fig 5.
2. Minor edge loading
and usual running pattern.

Slightly polished stripes along the side faces. See
fig 3.
Fig 5 Reusable
Fig 3 Reusable
02.26 - ES0
506-01.16 Criteria for Replacement of Working Card
Edition 02
Connecting Rod Big-end and Main Bearing Shells Page 4 (5)
General
Bearings to be replaced 7. Damage due to foreign particles
Following pictures shows abnormal wear or dama- Many scores or multiple deep grooves and / or im-
ges that require replacement of bearing shells i.e. prints. See fig 8 and fig 9.
investigation of reasons.
5. Localized heavy smearing of lining mate-

rial
due to local disturbance of the oil film. See fig 6.
Fig 8 Replace
– deep scoring, imprints. Lining material locally smeared
Fig 6 Replace
6. More extensive area of damage with seizure

Locally smeared lining material
caused by a severe disturbance of the oil film. See

fig 7.
Fig 9 Replace
– many deep imprints
Fig 7 Replace
02.26 - ES0
Page 5 (5)
General
8. Deep punctual cavitation 10. Fatigue rupture of the lining material
In severe cases the cavitation extends to the steel Mechanism:

shell, spreads along the interface between steel shell - Development of fine cracks in the lining
and lining material, and undermines the AISn20 material
lining. See fig 10. - Network of cracks (crazing)
- Parts of the lining material break out
Fig 10 Replace
Fig 12 Fatigue rupture
9. Deep cavitation
Cavitation at the end of the oil groove.
Fig 11 Replace
– deep cavitation
02.26 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Your Notes :
08031-0D/H5250/94.09.07
Page 1 (4) Mounting of Piston and Connecting Rod Edition 01H
L23/30H

52006 224
Description:
Mounting of piston and connecting rod assembly,

after overhaul and/or inspection.
Piston mounted on the connecting rod, crank-shaft Open-end spanner 24 mm.

turned in the right position and the cylinder liner Clean lubricating oil.
is OK, see working card 506-01.35.
Related procedure:
Tightening of connecting rod screws 506-01.25


08028-0D/H5250/94.08.12
Working time : 1 1/2 hours Plate no Item no Qty/

Capacity : 2 men
50601 093 1/cyl
Data: 50601 103 1/cyl
50601 115 1/cyl
Data for pressure and tolerance (Page 500.35) 50601 127 1/cyl
95.50 - ES0S
MAN Diesel

Edition 01H Mounting of Piston and Connecting Rod Page 2 (4)
L23/30H
Mounting of Tools Note: A crank throw position of approx 50 degrees
before TDC will ensure this and also be suitable for
1) Mount the lifting device comprising eye screw, the further mounting procedure.
shackle and wire rope on the piston.
2) Lift up the piston and connecting rod and Mounting of Big-end Bearing
mount the piston and scraper rings, see point 14,
and working card 506-01.10. 6) Lower the piston further down, lubricate the
ends of the bearing shells (as in fig. 2) with copaslip,
3) Remove the backstop for cylinder liner and molycote pasta or similar and mount the upper shell
place the piston guide ring on top of the cylinder of the big-end bearing.
liner, see fig 1.
Fig 1.
Fig 2.
Lowering of Piston and Connecting Rod

7) Coat the crank journal with clean lubricating
08028-0D/H5250/94.08.12
4) When the piston approaches the guide ring, oil.

stop the lowering, coat guide ring, piston, piston rings
and scraper ring, with clean lubricating oil in order 8) Lower the piston and connecting rod slowly
to minimize friction during the subsequent lowering into correct landing on the journal.
of the assembly.
During this the connecting rod must be guided by
5) Make sure that the crank throw is in a position hand to ensure correct approach and landing on the
allowing the connecting rod to go clear of both crank journal, see fig 3.
journal and cylinder liner skirt during further lower-
ing.
92.49
95.50 - ES0S
Page 3 (4) Mounting of Piston and Connecting Rod Edition 01H
L23/30H
Note: The ident. No. on the connecting rod and on the

bearing cap must always be the same, see fig 4.
10) Lubricate threads and contact face of the con-

necting rod screws with copaslip, molycote pasta or
similar.
11) Mount the screws and tighten them slightly

using an open end spanner.
12) Slacken the tackle and dismount the eye

screw/shackle from the piston.
Fig 3.
Mounting of Bearing Cap
9) Mount the bearing cap with inserted lower

shell
of the big-end bearing, using the guide pin, see fig
4.
Fig 5.
Tightening of Connecting Rod Screws
13) Tighten the screws according to "Tightening

Procedure for Connecting Rod Screws", see working
08028-0D/H5250/94.08.12
card 506-01.25.
Fitting of Piston and Scraper Rings
14) Piston rings should only be removed from and

fitted to the piston by the use of a special tool, the
Con. Rod - Ident No.
socalled piston ring opener.
Fig 4.
95.50 - ES0S
MAN Diesel
Edition 01H Mounting of Piston and Connecting Rod Page 4 (4)
L23/30H
If the rings are opened further than necessary there Before fitting the coil spring loaded scraper ring, the
is a risk of overstressing, which means that rings will coil spring is dismantled from the ring by removal of
become permanently distorted and will not confirm the joint pin. The coil spring is placed and assembled
to the inner running surface of the cylinder. in the ring groove. Then the scraper ring is fitted in
the groove in such a way that the ring joint is approx-
The piston rings should be installed with the identi- imately 180° offset to the spring joint.
fication mark, which is stamped into the ring close
to the ring joints, facing upwords, see working card Ascertain correct assembling by checking the back
506-01.10 "Piston". 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.
When installed on the piston the rings should be

Joint pin for pushed back and forth in the grooves to make sure
coil spring Joint coil spring to be
placed opposite to ring joint that they can move freely. It is also advisable to insert
a feeler gauge of adequate thickness between ring
and groove.
Adequate clearance is present so the feeler gauge

can be moved all the way round.
Ring joint
To prevent gas leakage through coinciding ring joints
the piston rings should be turned into positions off-
setting the ring joint 180° to each other.
Fig 6.
08028-0D/H5250/94.08.12
95.50 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Hydraulic Tightening of Connecting Rod Screws 506-01.25
L23/30H
Safety Precautions: Special Tools:

Shut-off cooling water 52021
Shut-off fuel oil
Description:
Tightening procedure for connecting rod screws.

Check of connecting rod screws, tightening con- Hand Tools:
dition.
Starting Position:
Piston, connecting rod, bearing shells and bearing

cap preassembled. 506-01.20
Related Procedure:
Man Power: Replacement and Wearing Parts:

08028-0D/H5250/94.08.12
Working time : 1/2 Hour Plate No Item No Qty./

Capacity : 2 men
Data:

00.28 -ES0
506-01.25 Hydraulic Tightening of Connecting Rod Screws Working Card
Edition 04H Edition 2 (2)
L23/30H
1) Screw the studs pos. 3 down by hand into the

connecting rod body pos. 1.
2) Fit the upper part of the connecting rod pos. 2

and hold it with nuts pos. 4.
Note. Remember to fit the bearing shells (unless the

mounting is carried out for finish-machining).
3) Screw the studs to the bottom. Check the

distance 81 from surface of upper part pos. 2 to the
end of the studs pos. 3 and hand-tighten the nuts pos.
4.
4) Mount the hydraulic jacks pos. 5.
Note. Turn the thrust piece of the jack so that the

slots for the ball handle pos. 6 are unloaded when
pressurizing the jack.
5) Connect the jacks to the hydraulic system/

pumpby using the angle piece pos. 7.
6) Load the studs with the hydraulic pressure and

tighten the nuts with the ball handle pos. 6
7) Relieve the tool pressure.
8) Re-apply the tool pressure.
9) Tighten the nuts again.
Note. Item 8 and 9 are carried out in order to

eleminate any harmful stresses.
10) If any clearance is still visible and the nut can

be turned, then repeat item 7, 8 and 9.
Fig. 1 Hydraulic tightening of connecting rod.
11) The pressure to be relieved and the tool to be
dismantled.
08028-0D/H5250/94.08.12
00.28 - ES0
Page 1 (3) In-situ Inspection of Connecting Rod Big-end Bearing Edition 01H
L23/30H

Shut-off cooling oil 52006 273 80-360 Nm
Tool combination for tightening of connecting

rod screw, see working card 520-01.20.
Description:
In-situ inspection and/or replacement of con-

necting rod big-end bearing, dismounting and
moun-ting.
Hand tools:
Open-end spanner 24 mm.

Starting position:
Fuel injection valve dismounted, 514-01.10

Crankcase open.
Top cover for cylinder head removed.
Related procedure:
Inspection of connecting rod

big-end bearing 506-01.16
Tightening and check of connecting
rod screws 506-01.25

08028-0D/H5250/94.08.12
Working time : 1 1/2 hours Plate no Item no Qty/

Capacity : 1 man
Data:

96.30 - ES0S
MAN Diesel
Edition 01H In-situ Inspection of Connecting Rod Big-end Bearing Page 2 (3)
L23/30H
Turning the Piston in Correct Position
1) Turn the crankshaft into a position allowing the

connecting rod to be losened.
2) Turn the crankshaft in a position allowing the

connecting rod bearing cap to be dismounted, see
fig 1.
Fig 1. Fig 2.
Dismounting of Bearing Cap 7) Lift the piston/connecting rod from the bearing
journal.
3) Remove the fuel injector.
Note: the piston/connecting rod should be lifted
4) Insert the long-eye bolt and screw it into the further then, just to allow dismounting of the upper
thread hole in the piston, see fig 2. bearing shell, see fig 2.
08028-0D/H5250/94.08.12
5) Tighten it slightly by means of a tackle, see fig

2. Inspection of Bearing Shells
8) Inspect the bearing shells, see working card

Removal of Bearing Shells 506-01.16.
6) Dismount the bearing cap and bearing shell.

For use of guide pin, see working card 506-01.00.
96.30 - ES0S
Page 3 (3) In-situ Inspection of Connecting Rod Big-end Bearing Edition 01H
L23/30H
11) Ascertain that the crank throw concerned is in
a position of approx 50 degrees before TDC.
12) Coat the journal with clean lubricating oil and

lower the piston and connecting rod assembly slowly
into correct landing on the journal.
While lowering the connecting rod, it must be guided

by hand to ensure a correct approach and landing
on the journal, see fig 4.
13) Lubricate the ends of the bearing shells (as in

fig 2) with copaslip, molycote or simular.
Mounting of Bearing Cap

☛ 14) Mount the bearing cap with inserted lower
Push
big-end bearing shell, using the guide pin.
15) Lubricate threads and contact face of the con-

necting rod screws with copaslip or similar.
16) Mount the screws and tighten them slightly

using an open-end spanner.
Fig 3.
17) Slacken the tackle and dismount the eye screw

from the piston crown.
Cleaning of Components before Mounting.
9) Clean all components, see working card 506- Tightening of Connecting Rod Screws
01.20.
18) Tighten the screws according to "Tightening
Procedure for Connecting Rod Screw", see working
Mounting of Upper Bearing Shells card 506-01.25.
10) The bearing shell is placed in the bore, the

contact surfaces of the shells to be in parallel to the
contact surface of the connecting rod and the bearing
cap respectively.
08028-0D/H5250/94.08.12
96.30 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Page 1 (4) Inspection and Honing of Cylinder Liner Edition 01H
L23/30H

Shut-off cooling oil 52006 606 275-300 mm
Description:
Inspection and honing of cylinder liner with ho-

ning brush.
Hand tools:
Drilling machine 60-180 rpm.

Honing oil.
Starting position: Gas oil.
Piston and connecting rod is

removed 506-01.00
Related procedure:

Replacement of cylinder liner 506-01.40
Grinding of seal face on cylinder
head and cylinder liner 506-01.45

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

96.04 - ES0S
MAN Diesel

Edition 01H Inspection and Honing of Cylinder Liner Page 2 (4)
L23/30H
Measurement of Cylinder Diameter Prior to honing, deposits of coke and possible wear
edges in the top of the liner must be removed by
While the piston is removed from the cylinder, the scraping.
latter is measured to record the wear. The measure-
ments are taken by means of an inside micrometer, If the cylinder is of the flame ring type, the used
with measuring points at TDC-position for upper- flame ring has to be cleaned in water. Subsequently,
most piston ring, halfway down and at the bottom the flame ring is remounted in the cylinder before
of the cylinder liner, see fig 1 and page 4. carrying out the honing process.
Note: After the honing process has taken place

the used flame ring is discarded. A new flame ring
is always mounted in the cylinder when replacing a
piston ring.
80-160 rpm.
Fig 1.
The measurements should normally be taken in

transverse as well as in longitudinal direction.
When measuring, take care that the measuring tool

has the approximately 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
08028-0D/H5250/94.08.12
too troublesome to maintain satisfactory service

conditions, the cylinder liner in question should be
exchanged.
Fig 2.
Honing the Cylinder Liner

The honing is made by means of a flex-honer with
The renovation can be made either with dismantled fineness grains 80-120. A revolution speed between
liner in the workshop or with liner mounted in the 80 and 160 rpm is chosen.
engine frame and by the use of the belonging fun-
nel.
96.04 - ES0S
page 3 (4) Inspection and Honing of Cylinder Liner Edition 01H
L23/30H
In order to achieve the required angle between the
honing grooves, see fig 2, the vertical speed is ad-
justed to about 1 m/sec. which corresponds to about
2 sec. for one double movement (the flex- honer is
led from below up and down in 2 sec.)
The procedure is to be continued until the cylinder 60°

wall is covered by honing grooves and the surface
has a slight matt appearance without any signs of
glaze.
During the honing it is important to lubricate freely

with honing oil or cutting oil.
Fig 3.
After the honing, the liner is carefully cleaned with
gas oil. Make sure that all abrasive particles have
been removed.
08028-0D/H5250/94.08.12
96.04 - ES0S
08028-0D/H5250/94.08.12
96.04 - ES0S
MAN Diesel
Working Card
Page 4 (4)
Engine type Report No.

Measurement of Cylinder Liner Engine No. Encl. No.
Running hours Insp. date
Plant Fuel Sign.
Cyl. No. 1 2 3 4 5 6 7 8
Cyl.liner ident.No.
Running hours
Inspection and Honing of Cylinder Liner
L A
e
n B
g
t C
h
63
w
A i
s
194
e
C A
r
362
B
B o
s C
s
w
i
s
e
C Liner
temp.
˚C
Remarks...
506-01.35
L23/30H
Edition 01H
Page 1 (2) Replacement of Cylinder Liner Edition 01H
L23/30H

Shut-off fuel oil
Description:
Replacement of cylinder liner.

Hand tools:
Adjustable spanner.
Starting position:
Cylinder head and piston/connecting rod dis-

mantled,working card 505-01.00 and 506-
01.00.
Related procedure:

Grinding of seal face on cylinder
head and cylinder liner 506-01.45

08028-0D/H5250/94.08.12
Working time : 11/2 hours Plate no Item no Qty/

Capacity : 2 men
50610 079 8/cyl
Data: 50610 031 1/cyl
50610 043 2/cyl
Data for torque moment (Page 500.40) See also plate 50610.
96.27 - ES0S
MAN Diesel

Edition 01H Replacement of Cylinder Liner Page 2 (2)
L23/30H
Dismounting of Cylinder Liner
1) Prior to mounting of the lifting tool and dismoun-

ting from the frame, it must be ensured that the liner
and frame have been marked to match, for the sake
of a possible remounting of the liner, see fig 1.
Hole for charging air
Fig 2.
Hole for roller guide house Mounting of Cylinder Liner
Marking scratch frame 6) Check that the sealing surfaces on engine

frame, cylinder liner, and sealing rings are perfectly
Marking scratch liner clean.
7) Mount the lifting tool, attach a tackle hook to

Fig 1. the eye nut or to the wire in the cross bar and lift the
liner.
2) Mount the lifting tool as shown, see fig 2.
8) Check that the O-ring grooves are clean. Mount
the O-rings and lubricate with a little oil.
3) Turn the lifting eye nut to pull out the liner until
the upper edge of the liner lie aligned against the
9) Lower the cylinder liner carefully into the engine
copper protecting pieces of the cross bar.
frame.
4) Attach a tackle hook to the eye nut or the wire
When the first O-ring touches the sealing face,
and the cross bar, and lift the liner out from the engine
align the liner so that the scratch mark on the liner
08028-0D/H5250/94.08.12
frame and put it down onto wooden supports.

flange points to the scratch mark on the frame as
illustrated.
5) Clean all parts and inspect for damage and
wear according to the description. For measurement
10) Mount the piston/connecting rod and cylinder
of cylinder liner, see working card 506-01.35.
head according to working card 506-01.20 and 505-
01.40.
96.27 - ES0S
Working Card Grinding of Seal Face on 506-01.45
Page 1 (2) Cylinder Liner and Cylinder Head Edition 01H
L23/30H

Shut-off fuel oil
Description:
Grinding of seal face on cylinder liner and cylinder

head by hand with grinding tools and grinding Hand tools:
pasta.
Grinding pasta.
Starting position:
Cylinder head has been removed

from the engine 505-01.00
Cooling water guide jacket removed.
Related procedure:
Working time : 1 hour Plate no. Item no. Qty. /

Capacity : 1 man
50610 031 1/cyl.
Data:

95.50 - ES0S-G
MAN Diesel
506-01.45 Grinding of Seal Face on Working Card

Edition 01H Cylinder Liner and Cylinder Head Page 2 (2)
L23/30H
Note! The grinding tool is used for both grinding the
groove in the liner flange (1) and the sealing surface
on the cylinder head (2), see Fig 1.
Fig 3.
Fig 1.
3) After grinding, remove all traces of abrasives

Grinding and grinding compound.
1) Loosen the sealing ring in liner flange and take 4) When having ground the contact faces, it must
it out. be observed that the gap between cylinder head
and liner is no less than 0.5 mm, i.e. the difference
2) Face-grind the sealing grooves in the cylinder between measurements y and z must not be less
liner flange, see Fig 2, and the sealing surface on than 0.5 mm, see Fig 4.
the cylinder head, see Fig 3, with the use of grinding
pasta and the grinding tool.
y - z = min. 0.5 mm
Fig 2.
To do so, move the tool back and forth and lift it out
from time to time to allow the grinding compound to Fig 4.
distribute evenly.
95.50 - ES0S-G
Working Card Dismantling of Piston and Cylinder Liner 506-01.50
at Low Overhaul Heights
L23/30H

Shut-off cooling water 52050
Shut-off fuel oil 52006 094 2 pieces
Stopped lub. oil circul. 52010 011 If necessary
Tool combination for dismounting of connecting

rod screw, 520-01.20
Description:
Dismounting of piston, connecting rod and cylinder

liner for inspection and/or overhaul.
Cylinder head has been dismounting from the Inside micrometer (195 mm).
engine. Feeler gauge 0.15 - 0.20 mm.
Crankcase open.
Related procedure:
Separation of piston and connecting rod.

Inspection and honing of cylinder liner.

08028-0D/H5250/94.08.12
Working time : 2 ½ hours Plate no Item no Qty /

Capacity : 2 men
Data:

03.34 - ES0
MAN Diesel
506-01.50 Dismantling of Piston and Cylinder Liner Working Card
at Low Overhaul Heights
L23/30H
Dismantling of Piston at Low Overhaul Heights Dismantling of Cylinder Liner at Low Overhaul
Heights
1) Lift up the piston and the connecting rod
through the cylinder liner until the piston is clear of 1) Mount the normal lifting tool for cylinder li-
the liner. ners.
2) Mount the collar on the connecting rod, see 2) Carefully pull the cylinder liner half-way out of
plate 52050, item no 045. the frame.
3) Place the piston with the collar on the cylinder 3) Mount a special lifting tool for cylinder liners
liner. at low overhaul heights, see plate 52050, item no
033.
4) Mount pull-lifts on the collar.
4) Attach pull-lifts on the lifting tool for the cylinder
If Then liner, see plate 52050, item no 033.
the overhaul height is dismount the piston from 5) Take out the liner over the camshaft side.
too low to pull out piston the connecting rod, re-
and connecting rod in move the piston and pull
one piece. out the connecting rod
by the pull-lifts.
the overhaul height is remove the piston and

sufficient to pull out the connecting rod by
piston and the connect- means of the pull-lifts.
ing rod in one piece.
08028-0D/H5250/94.08.12
03.34 - ES0
Plate
Page 1 (2) Piston and Connecting Rod (Hydraulic Tightened) 50601-35S
L23/30H
720/750/900 RPM
093
103
081
438
115S
127
019
044*
020*
032
056
139
355
068
152
164 140*
11.36 - ES0
Plate
50601-35S Piston and Connecting Rod (Hydraulic Tightened) Page 2 (2)
L23/30H
720/750/900 RPM

Item Item
019 1/C Piston pin incl. Stempelpind inkl.

item No 020 pos. nr. 020
020* 4/C Socket screw Kraterskrue
032 2/C Retaining ring Sikringsring
044* 1/C Plug screw Propskrue
056 1/C Bush for Plejlstangs-

connecting rod bøsning
068 1/C Connecting rod Plejlstang inkl.

incl. item Nos pos. nr.
044, 056, 140, 152 044, 056, 140, 152
and 164 og 164
081 1/C Piston (KS) Stempel (KS)
093 1/C Piston ring Stempelring
103 1/C Piston ring Stempelring
115S 1/C Piston ring Stempelring
127 1/C Oil scraper ring Olieskrabering
139 1/C Connecting rod Plejlstangs-

bearing 2/2, Miba leje 2/2, Miba
140* 1/C Plug screw Propskrue

stud bolt
164 2/C Nut Møtrik

bearing 2/2, Daido leje 2/2, Daido
438 1/C Piston (Samyong) Stempel (Samyong)
11.36 - ES0
Plate
Page 1 (2) Cylinder Liner 50610-14H
L23/30H
08028-0D/H5250/94.08.12
09.24 - ES0
Plate
50610-14H Cylinder Liner Page 2 (2)
L23/30H
Item Item
018 1/C Cylinder liner Cylinderforing
092 1/C Flame ring Flammering
08028-0D/H5250/94.08.12
09.24 - ES0
Index
Page 1(1)
Camshaft and Camshaft Drive 507
L23/30H
Description
Camshafts and Camshaft Drive---------------------------------------------------------------- 507. 01 (01H)
Working Card
Check of Camshaft and Camshaft Drive ---------------------------------------------------- 507- 01. 00 (01H)

Inspection and Replacement of Camshaft Bearing --------------------------------------- 507- 01. 05 (01H)
Adjustment of Camshaft for Valve and Injection Timing ---------------------------------507- 01. 20 (16)
Plates
Intermediate Wheel--------------------------------------------------------------------------------------- 50701- 01H

Camshaft and Camshaft Bearing ---------------------------------------------------------------------50705- 17H
Your Notes :
08031-0D/H5250/94.09.07
Description
Camshaft and Camshaft Drive 507.01
Page 1 (1)
Edition 01H
L23/30H
General The lubricating oil pipes for the gear wheels are
equipped with nozzles which are adjusted to apply
The camshaft which controls the actuation of inlet the oil at the points where the gear wheels are in
valves, exhaust valves and fuel injection pumps is mesh. The position of the nozzles is determined by
driven by a gear wheel on the crankshaft through an direction of rotation of the engine.
intermediate wheel, and rotated by a speed which
is half of that of the crankshaft, see fig. 1.
The camshaft is located in a high level housing in Engine seen from aft - fly wheel end
the engine frame.
The camshaft runs in replaceable, identical, steel-
backed bronze bushings fitted into borings of the
transverse girders in the housing.
The camshaft is built-up of sections, one for each

cylinder unit. Each section is equipped with fixed
cams for operation of fuel injection pump, air inlet
valve and exhaust valve. The sections are assem-
bled by bolting of the ample dimensioned and pre-
cision made flange connections, which also act as
bearing journals.
Except for the foremost and the aftmost ones, the

sections are identical and therefore interchangeable.
The foremost section is equipped with a clutch for
driving the fuel oil feed pump (if mounted). The gear
wheel for driving the camshaft as well as a gear
wheel connection of governor are screwed on the
aftmost section. Clockwise rotation direction
Fig. 1. Intermediate wheel

08028-0D/H5250/94.08.12
94.26 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Page 1 (2) Check of Camshaft and Camshaft Drive Edition 01H
L23/30H
Stopped engine Plate no Item no Note.

Shut-off cooling water 52006 261 20 - 120 Nm.
Shut-off fuel oil
Description:
Checking of gear wheels, bolted connections

and lubricating system. Hand tools:
Allen key, 12 mm.

Ring and open end spanner, 19 mm.
Socket spanner, 19 mm.
Starting position:
Related procedure:
Man power: Plate no Item no Qty./

08028-0D/H5250/94.08.12
Working time : 3 Hours 50705 099 10/eng.

Capacity : 1 man 50705 146 6/eng.
50705 195 1/eng.
Data: 50705 183 2/eng.
50705 205 2/eng.
Data for pressure and tolerance (Page 500.35) 51106 237 1/cyl.
Data for torque moment (Page 500.40) 51106 058 1/cyl.
Declaration of weight (Page 500.45) 51106 693
97.06 - ES0U-G
Edition 01H Check of Camshaft and Camshaft Drive Page 2 (2)
L23/30H
1) Dismount the covers which give access to the 3) Examine all lubricating oil spray pipe nozz-
gear wheels, camshaft and crankcase. les.
Examine all gear wheels for cracks, wear and defor- 4) Start the electrical lubricating oil pump and
mations. While turning the engine to enable inspec- check the oil flow everywhere. Be particularly careful
tion allover the circumference of the gear wheels. to check that the oil jet hits the gear wheels correctly
at the points where the wheels mesh.
2) Check all screws, nuts and bolted connections,
including locking devices everywhere in the gear
wheel housing, camshaft housing and crankcase to
check that they have not worked loose. Tightening
torques, see page 500.40.
08028-0D/H5250/94.08.12
97.06 - ES0U-G
Page 1 (2) Inspection and Replacement of Camshaft Bearing Edition 01H
L23/30H

Shut-off fuel oil
Description:
Check of roller path of cams and check of cam-

shaft bearing. Hand tools:
Replacement of camshaft bearing.
Feeler gauge.
Starting position: Big screw driver.
Cover for camshaft and gear wheel has been

removed.
Related procedure:
Camshaft and camshaft drive, 507-01.00

08028-0D/H5250/94.08.12
Working time : 2 Hours Plate no Item no Qty. /

Capacity : 2 men
50705 038 1/eng.
Data: 50705 051 1/eng.

95.02 - ES0S-G
Edition 01H Inspection and Replacement of Camshaft Bearing Page 2 (2)
L23/30H
To Check Roller Path of Cams.
1) While turning the engine, examine the cam Camshaft bearing

discs and in particular, check the roller path of all Hole for lubricating oil
cams for cracks, crackles and ruffle. Also examine
the rollers of the roller guides.
Note: if there are flat spots on the roller and if some of

the rollers may be blocked, the roller must be repla-
ced by a new one, see working card 508-01.00.
To Check Camshaft Bearings.
2) The wearing surface of the camshaft bear-

ings cannot be checked without dismounting the Locating screw
camshaft. However, ab-normal wear of one or more
Frame
bearings will become apparent in the form of burrs
of white metal at the circumference of the camshaft
journal, and in that case the bearing will in no doubt
be discoloured, as well. Fig 1.
The bearing clearance is measured with a feeler

gauge, see data sheet 500.35.
Mount a new camshaft bearing in the bore and make
sure that the hole for insertion of the locating screw
To Replace Camshaft Bearing. in the bearing is in a correct position. Lock the bea-
ring by means of the locating screw, which is to be
3) If one or several of the camshaft bearings provided with a new gasket. To facilitate the fitting
should be replaced, the camshaft must be wholly of the bearing it can be cooled down with Co2.
or partly dismantled.
Inspect the camshaft journal for seizures.
Dismount the fuel oil feed pump, if mounted, and
check that the camshaft sections are marked in If necessary, the camshaft section must be entirely
relation to each other. Disassemble the camshaft aft removed from the engine, and the journal concerned
(toward flywheel) of the bearing that is to be replaced. must be polished.
Dismount all roller guides that are located forward
of the disassembling position, see working card Coat all the journals of the camshaft section with
508-01.00 and 508-01.05. clean lubricating oil and push the camshaft into
position, making sure that the marks on the flanges
Pull the disconnected sections of the camshaft so coincide.
far a head that the bearing which is to be replaced
08028-0D/H5250/94.08.12
is free. Assemble the sections and fit the bolts (coated with
copaslip or similar).
Take out the locating screw of the camshaft bearing
concerned and push the bearing out of the bore in Tighten the nuts with a torque spanner, see data
the engine frame, see fig 1. sheet 500.40.
Check the lubricating oil ducts to the bearing for Mount all roller guides as well as the fuel oil feed
free flow. pump.
95.02 - ES0S-G
Working Card
Adjustment of Camshaft for Valve and Injection Timing 507-01.20
L23/30H


Description:
Adjustment of the injection timing.
Hand tools:
Starting position: Ring and open end spanner, 19 mm.

Depth gauge.
Plastic hammer.
Related procedure:
Working time : 2-5 hours Plate no Item no Qty /

Capacity : 1 man
50801 124 1 set/cyl
Data:


507-01.20 Adjustment of Camshaft for Valve and Injection Timing
Working Card
L23/30H
Measure of fuel pump lead
1) Dismantle covers for fuel camshaft and fuel 4) Insert the dial gauge into the support.
pump and covers for gear whell
5) Set the dial gauge to "Zero".
2) Check the mobility of the regulating device.
Turn engine to pos. cylinder No. 1 until the 6) Turn the engine until the TDC mark (ignition
cambase circle is reached (approx. 40° BTDC). DC) for the actual cylinder is reached.
Read the dial gauge and note down the gauge
3) Position the support of the measuring tool on value.
the two bolts of the camshaft covering. Slip on
the distance sleeves and fasten to the cylinder 7) Determine the values for the other cylinders in
crankcase by means of hexagon nuts. the same way.
Note: During attaching, pay attention to the correct Calculate the average value of all measure-
fitting position of the contact point, see Fig. 1. ments.
1. Contact point
2 Lever
Fixing screws and
discs of enclosing
2 cover used
Fig. 1

Working Card
Page 3 (4) Adjustment of Camshaft for Valve and Injection Timing 507-01.20
Edition 16
L23/30H
8) Compare the calculated value determined with

the value mentioned below.
9) If the values exceeds the limits, an adjustment

must be done in order to correct the errors, on
the X-measure or reset the gear wheel, see
following text for changing "X"-measuring.
Cyl. kW/Cyl. rpm Average value
5-6-7-8 130 720 See section 500,

5-6-7-8 135 750 Desription
6-7-8 160 900 500.35
Fig. 2, Plunger lift (average value)
To get a consistent lifting values on the plunger/

combustion pressure on the different cylinders the
"X"-measure can be changed. Fig. 3
When changing “X” it must be ensured that the di-

stance between the upper edge of the roller guide The gear wheel is provided with an engraved scale,
housing and the thrust piece on the roller guide is not see fig 3, and the hub of the cam shaft is provided
exceeded, when the roller is resting on the circular with a mark.
part of the fuel cam, please see description 500.35.
When the screws, which fasten the gear wheel, are
In all cases “X” must be checked and adjusted, if loosened the gear wheel is turned (by turning the
necessary, when fuel oil pump, roller guide, roller crankshaft) in relation to the camshaft.
guide housing and/or camshaft section have been
replaced/dismantled. If the crankshaft is turned in the engines normal
direction of rotation the injection timin is retarded
Note: If several fuel oil pumps, roller guides, roller (closer to TDC).
guide housings and/or camshaft sections are dis-
mantled at the same time it is advisable to number the If the crankshaft is turned against the engines normal
parts in order to facilitate remounting and adjustment. direction of rotation the injection timing is advanced
(away from TDC).
After the adjustment the screws are fastened with

a torque wrench, please see description 500.40,
and secured.

507-01.20 Adjustment of Camshaft for Valve and Injection Timing Working Card
L23/30H
The injection timing can be altered on each cylinders Thicker and/or more shims (reduction of the distance
by inserting or removing shims under the thrust piece “X”) results in an advanced injection.
on the roller guide, thus changing the measure “X”,
see Fig 4. If the distance “X” is to be changed the trigger (1) is
used for dismantling of the thrust piece (2), where-
Thinner and/or fewer shims (increase of the distance after the thickness and/or the number of shims (3)
“X”) results in a retarded injection timing. can be changed.
After replacement of shims the thrust piece is re-

mounted, see fig 5, in the roller guide (4) with a soft
hammer (5).
Measure "x"
1 5
1
2 2
3 2
Total height 3
3
4
4 4
1 Extractor 2 Thrust piece

3 Shims 4 Roller guide
5 Soft hammer
Fig 4 Fig 5
Action Results
Total height Distance Injection Max. combustion

on roller guide "x" timing pressure
increased ↑ Reduced ↓ Advanced ↑ increased ↑

Reduced ↓ increased ↑ Delayed ↓ Reduced ↓
Fig 6
10) Remove the complete measuring tool.
11) Mount all camshaft covers.
2) Plunger lift value, please see description

1
500.35.

Plate
Page 1 (2) Intermediate Wheel 50701-01H
L23/30H
08028-0D/H5250/94.08.12
94.22 - ES0S
Plate
50701-01H Intermediate Wheel Page 2 (2)
L23/30H
Item Item
024 1/E Gear wheel, complete Tandhjul, komplet

incl. item 119, 120, 132, inkl. item 119, 120, 132,
144, 156 144, 156
048 1/E Axle journal Lejetap
061+ 3/E Fitted bolt Pasbolt
073+ 3/E Self locking nut Selvlåsende møtrik
119 1/E Gear wheel Tandhjul
132 1/E Bearing bush Lejebøsning
144 4/E Fitted bolt Pasbolt
156 4/E Self locking nut Selvlåsende møtrik
168 1/E Pipe Rør
181 6/E Locking plate Sikringsplade
193 2/E Gasket Pakning
203 1/E Connection piece Mellemstykke
215 2/E Securing washer Sikkerhedsskive
227 1/E Nipple plug Prop
239 1/E Pipe Rør
240 1/E Nipple plug Prop
252 1/E Connection piece Mellemstykke
276 1/E Cover Dæksel
288 6/E Screw Skrue
+ Item No. 061 and + Item nr. 061 og 073

073 require an indivi- kræver en individuel
dual matching, before tilpasning, før monte-
mounting, contact ring kontakt MAN B&W,
MAN B&W, Holeby Holeby
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine Antal/E = Antal/Motor
94.22 - ES0S
Plate
Page 1 (2) Camshaft and Camshaft Bearing 50705-17H
L23/30H
08028-0D/H5250/94.08.12
05.24 - ES0
Plate
50705-17H Camshaft and Camshaft Bearing Page 2 (2)
L23/30H
Item Item
no Qty. Designation Benævnelse no Qty. Designation Benævnelse
026 4/E Camshaft , aft/inter- Styreaksel agter/mel- 230 1/E Camshaft "aft" Styreaksel, agter
mediate, 5 cyl. engine lem, 5 cyl. motor 7 cyl. engine 7 cyl. motor
038 1/E Camshaft "fore" Styreaksel "for" 242 1/E Camshaft "aft" Styreaksel, agter
5 cyl. engine 5 cyl. motor 8 cyl. engine 8 cyl. motor
051 1/E Camshaft bearing Styreakselleje 254 4/E Camshaft , intermed- Styreaksel mellem
iate, 6 cyl. engine 6 cyl. motor
063 Camshaft bearing Styreakselleje
5/E 5 cyl. engine 5 cyl. motor 266 5/E Camshaft , intermed- Styreaksel mellem
6/E 6 cyl. engine 6 cyl. motor iate, 7 cyl. engine 7 cyl. motor
7/E 7 cyl. engine 7 cyl. motor
8/E 8 cyl. engine 8 cyl. motor 278 6/E Camshaft , intermed- Styreaksel mellem
iate, 8 cyl. engine 8 cyl. motor
291 1/E Camshaft "fore" Styreaksel "for"
087 10/E Screw Skrue 6 cyl. engine 6 cyl. motor
099 10/E Spring washer Fjederskive 301 1/E Camshaft "fore" Styreaksel "for"
7 cyl. engine 7 cyl. motor
109 10/E Screw Skrue
313 1/E Camshaft "fore" Styreaksel "for"
110 Self locking nut Selvlåsende møtrik 8 cyl. engine 8 cyl. motor
40/E 6 cyl. engine 6 cyl. motor 325 1/E Camshaft complete, Styreaksel komplet,
52/E 7 cyl. engine 7 cyl. motor 6 cyl. eng. incl. item 6 cyl. motor inkl. item
66/E 8 cyl. engine 8 cyl. motor 109, 110, 122, 134, 146, 109, 110, 122, 134, 146,
158, 171, 183, 195, 205, 158, 171, 183, 195, 205,
122 1/E Hub Nav 229, 254, 291, 374 229, 254, 291, 374
134 6/E Screw Skrue 337 1/E Camshaft complete, Styreaksel komplet,
7 cyl. eng. incl. item 7 cyl. motor inkl. item
146 6/E Disc spring Fjederskive 109, 110, 122, 134, 146, 109, 110, 122, 134, 146,
158, 171, 183, 195, 205, 158, 171, 183, 195, 205,
158 1/E Guide ring Sikringsring 230, 266, 301, 374 230, 266, 301, 374
171 Screw Skrue 349 1/E Camshaft complete, Styreaksel komplet,

40/E 5 cyl. engine 5 cyl. motor 8 cyl. eng. incl. item 8 cyl. motor inkl. item
56/E 8 cyl. engine 8 cyl. motor 242, 278, 313, 374 242, 278, 313, 374
183 2/E Spring pin Fjedertap 350 Guide screw Styreskrue

195 1/E Coupling Kobling 7/E 6 cyl. engine 6 cyl. motor
205 2/E Screw Skrue 9/E 8 cyl. engine 8 cyl. motor
217 1/E Camshaft, complete Styreaksel komplet, 362 Packing ring Pakningsring
for 5 cyl. engine, incl. 5 cyl. motor, inkl. item 6/E 5 cyl. engine 5 cyl. motor
item 026, 038, 109, 110,
08028-0D/H5250/94.08.12
026, 038, 109, 110, 122, 7/E 6 cyl. engine 6 cyl. motor
122, 134, 146, 158, 171, 134, 146, 158, 171, 183, 8/E 7 cyl. engine 7 cyl. motor
183, 195, 205, 374 195, 205, 374 9/E 8 cyl. engine 8 cyl. motor
229 1/E Camshaft "aft" Styreaksel, agter 374 1/E Shaft Aksel
05.24 - ES0
Index Operating Gear for Inlet Valves,
Page 1(1) Exhaust Valves and Fuel Injection Pumps
508
L23/30H
Description
Operating Gear for Valve and Fuel Injection Pumps ------------------------------------- 508. 01 (06H)
Working Card
Inspection of Valve Roller Guide -------------------------------------------------------------- 508- 01. 00 (16)

Inspection of Fuel Injection Pump Roller Guide ------------------------------------------- 508- 01. 05 (04)
Control and Adjusting of Valve Clearance -------------------------------------------------- 508- 01. 10 (01H)
Plates
Roller Guide and Push Rods -------------------------------------------------------------------------- 50801- 07H

Your Notes :
08031-0D/H5250/94.09.07
Description
Operating Gear for Valve and Fuel Injection Pumps 508.01
Page 1(1)
Edition 06H
L23/30H
Roller Guides
The fuel injection pumps and the rocker arms for inlet
and exhaust valves are operated by the cams, on the
camshaft through roller guides. The roller guides for Valve bridge Rocker arm
fuel pump, inlet and exhaust valves are located in
bores in a common housing for each cylinder, this
housing is bolted to the engine frame.
The roller runs on a bush fitted on a pin that is pres-

sed into the roller guide and secured by means of
a lock screw.
Operating Gear for Fuel Injection Pumps

Valve spindle
The injection pumps which are mounted directly
on the roller guide housing are activated via thrust Push rod
pieces from the roller guide.
The roller is pressed down on to the cam by a spring, Roller guide

which is fixed between the roller guide and the foot housing
plate of the fuel injection pump.
Roller guide
Operating Gear for Inlet and Exhaust Valves Pin
The movment from the roller guides for inlet and Roller
exhaust is transmitted via the push rods the rocker Camshaft
arms and spring-loaded valve bridges to each of
the two valve seats. The bridge is placed between
the valve spindles and in the one end it is provided
with a pressed-on thrust shoe and in the other end Fig. 1. Valve Operating Gear.
it is fitted with a thrust screw for adjustment of the
valve clearance.
On its top the bridge is controlled by a spherical

thrust shoe on the rocker arm and at the bottom
by a guide which rests in a spherical socket in the
cylinder head.
08028-0D/H5250/94.08.12
08.17 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Inspection of Valve Roller Guides 508-01.00
L23/30H

Shut-off cooling water 52006 261 20 - 120 Nm
Shut-off fuel oil
Dismounting, inspection and/or overhaul, and Ring and open end spanner, 19 mm.
mounting of valve roller guides. Ring and open end spanner, 24 mm
Inspection of roller guide housing. Socket spanner, 19 mm.
Socket spanner, 10 mm
Allen key, 3 mm.
Allen key, 10 mm
Starting position: Ratchet spanner.
Hammer.
Top cover for cylinder head and cover for fuel Drift.
injection pump removed.
Related procedure:
Inspection of fuel injection pump

roller guide, 508-01.05
Control and adjusting of valve
clearance, 508-01.10

Capacity : 1 man
50801 185 4/cyl
Data: 50801 220 2/cyl
50801 232 1/cyl
12.01 - ES0
508-01.00 Inspection of Valve Roller Guides Working Card
L23/30H
Dismounting of Roller Guide. 4) Loosen the lock screw for the push rod pro
tecting tube, see plate 50801, item 207, on the rol-
1) Turn the engine so that the roller, rests on the ler guide top cover (4) and lift up and remove the
circular part of the cam. protecting tube (2).
2) Unscrew the nuts which secure the rocket arm 5) Dismount the screws (3) which secure the roller
brackets, and lift off the rocker arm with brackets. guide top cover, take off the cover lift out the roller
guide (5).
3) Remove the push rods (1), see fig 1.
Disconnect any pipes that may be in the way (lub.
oil and fuel oil pipes).
6) If the roller guide housing is to be dismantled,

the fuel injection pump and the fuel injection pump
roller guide are to be dismounted, see working card
514-01.05 and a number af lubricating oil and fuel
1 oil pipes are also to be disconnected.
2 The roller guide housing (6) cannot be dismantled

with the roller guides fitted.
3
7) If the event of any marks or scores from sei-
4 zures, these must be polished away.
6
8) Inspect the spherical stud for deformations
(replace as necessary).
Examine the surface of the roller for marks and other

deformations.
5 Make sure that there is free ply between the roller

and the bush and the shaft pin, and replace the
bush, if necessary.
Replacement of Roller, Bush and Shaft Pin.
9) Remove the lock screw which secures the roller

guide shaft pin and push out the shaft pin.
The roller, shaft pin, and bush can now be replaced

as required.
1 Push rod 4 Top cover 0) Blow through the lubricating ducts in roller guide
1
2 Protecting tube 5 Roller guide and roller guide housing, and clean the lubricating
3 Screw 6 Roller guide houseing
grooves.
Fig 1.
12.01 - ES0
Working Card
Inspection of Valve Roller Guides 508-01.00
L23/30H
Mounting of Roller Guide.
1) When assembling the parts, which is carried

1
out in the reverse order to the above care must be
exercised not to damage the o-rings when mounting
the proctecting tube.
2) Adjusting of valve clearance, see working card

1
508-01.10.
3) When the roller guide housing (6) has to be

1
replaced into a new part, special care should be
done at the mounting. Check the contact surface
between each cam and roller to give a snooth rol-
ling motion. Especially the alignment of center line
between camshaft and roller guide housing is very
importent and has to be done correctly. Otherwise
the roller guide and cam will fail.
12.01 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Working Card
Page 1 (2) Inspection of Fuel Injection Pump Roller Guide 508-01.05
Edition 04
L23/30H

Shut-off fuel oil
Description:
Dismounting, inspection and/or overhaul, and

mounting af roller guide for fuel injection pump. Hand tools:
Allen key, 3mm.

Hammer.
Drift.
Starting position:
Cover for fuel injection pump removed.

Fuel injection pump has been
removed, 514-01.05
Related procedure:
Adjustment of camshaft for valve

and injection timing 507-01.20

Capacity : 1 man

Data:

12.01 - ES0
508-01.05 Inspection of Fuel Injection Pump Roller Guide
Working Card
Page 2 (2)
Edition 04
L23/30H
Dismounting of Roller Guide. 3) Inspect the spherical stud for deformations

(replace as necessary).
1) Remove the support ring (1) and spring (2)
and take up the roller guide (3), see fig 1. Examine the surface of the roller for marks and other
deformations.
Make sure that there is free ply between the roller

and the bush and the shaft pin, and replace the bush
if necessary.
1
2 Replacement of Roller, Bush and Shaft Pin.
4) Remove the lock screw which secures the roller

guide shaft pin and push out the shaft pin.
3
The roller, shaft pin, and bush can now be replaced
as required.
5) Blow through the lubricating ducts in roller guide

and roller guide housing, and clean the lubricating
grooves.
Mounting of Roller Guide.

1 Support ring
2 Spring 6) When assembling the parts which is carried
3 Roller guide out in the reverse order.
7) For adaption of the thrust piece of the roller

Fig 1. guide, see working card 514-05.01.
8) When the roller guide housing has to be re-

Inspection of Roller Guide. placed into a new part, special care should be done
at the mounting. Check the contact surface between
2) If the event of any marks or scores from sei- each cam and roller to give a snooth rolling motion.
zures, these must be polished away. Especially the alignment of center line between
camshaft and roller guide housing is very importent
and has to be done correctly. Other wise the roller
guide and cam will fail.
12.01 - ES0
Page 1 (3) Control and Adjusting of Valve Clearance Edition 01H
L23/30H
Stopped engine Plate no Item no. Note

Shut-off cooling water 52008 022 Exhaust
Shut-off fuel oil 52008 010 Inlet
Description:
Control and/or adjusting of valve clearance.

Hand tols:

Big screw driver.
Starting position:
Cover for rocker arm are removed.

All indicator valves open.
Related procedure:

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:
Data for pressure and tolerance (Page 500.35) See also plate 50502.
96.38 - ES0S
MAN Diesel

Edition 01H Control and Adjusting of Valve Clearance Page 2 (3)
L23/30H
Adjusting of Inlet Valve Clearance.
1) Turn the engine so that the roller, rests on the

circular part of the cam, i.e. the inlet valves and the
exhaust valves are closed.
2) Loosen the adjustment screws on valve bridge

and rocker arm, see fig 1.
Fig 2.
The feeler gauge is to remain in this position when

adjusting the clearance of the other valve.
6) Place another feeler gauge, at the same size

0,50 mm above the other valve spindle, see fig 2.
Fig. 1.
7) Adjust the clearance between valve bridge and
valve spindle by means of the adjusment screw on
the valve bridge, and tighten the lock nut, see fig
3) Clearance between valve bridge and valve 2.
spindle, see page 500.40.
8) Check that the clearance is correct simultaneo-
4) Place the feeler gauge marked with "correct" usly at both valve spindles.
0,50 mm above the valve spindle nearest to the
rocker arm bracket, see fig 1.
5) Adjust the clearance between valve bridge and

valve spindle by means of the adjustment screw on
the rocker arm (above the push rod) and tighten the
lock nut.
08028-0D/H5250/94.08.12
96.38 - ES0S
Page 3 (3) Control and Adjusting of Valve Clearance Edition 01H
L23/30H
Adjusting af Exhaust Valve Clearance.
9) Carry out adjustment in the same way as

described for the inlet valves, but using the feeler
gauge for exhaust valve clearance 0,90 mm.
10) The feeler gauges for checking the clearance

have two gauges which are marked "incorrect" and
"correct", the latter to be used when adjusting the
valve clearance, see fig 3.
After tightening up the counter nuts on rocker arms

and valves bridge, be sure that the feeler gauges
marked "correct" can be inserted into the two clear-
ances simultaneously as where it must not be possible
to insert the gauges marked "incorrect".
Fig 3.
08028-0D/H5250/94.08.12
96.38 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (2) Roller Guide and Push Rods 50801-07H
L23/30H
08028-0D/H5250/94.08.12
08.16 - ES0
Plate
50801-07H Roller Guide and Push Rods Page 2 (2)
L23/30H
Item Item
016+ 1/C Housing for Hus for 315 1/C Valve gear complete, Ventilbevægelse
roller guides rullestyr as shown on plate komplet, som vist på
50801 except item plate 50801 undtagen
028 1/C Roller guide for Rullestyr for pumpe 161, 173, 185, 220, 232, item 161, 173, 185, 220,
pump 244, 256, 303 232, 244, 256, 303
041 3/C Pin Tap
053 3/C Bush Foring + Item No 016 require + Item nr. 016 kræver
an individual match- en individuel tilpasning
065 3/C Roller Rulle ing before mounting, før montering, kontakt
contact MAN Diesel MAN Diesel
077 3/C Lock screw Pinolskrue
089 1/C Thrust pin Tryktap
090 1/C Washer for spring Skive for fjeder
100 1/C Spring Fjeder
136 2/C Screw Skrue
148 2/C Ball pin Kugletap
173 2/C Protecting tube Skærmrør
197 2/C Cover Dæksel
207 2/C Lock screw Pinolskrue
219 4/C Screw Skrue
244 2/C Guide pin Styrestift
256 8/C Screw Skrue
281 2/C Roller guide for Rullestyr for ventil

valve
08028-0D/H5250/94.08.12
293 2/C Push rod Stødstang
303 2/C Push rod comp., incl. Stødstang komplet, inkl.

item 268 and 293 item 268 og 293
08.16 - ES0
Index Control and Safety Systems
Page 1(1) Automatics and Instruments
509
L23/30H
Description
Control and Safety Systems -------------------------------------------------------------------- 509. 01 (01H)

Instruments and Automatics -------------------------------------------------------------------- 509. 05 (02H)
Lambda Controller ---------------------------------------------------------------------------------509. 10 (09H)
Starting Box ----------------------------------------------------------------------------------------- 509. 35 (02H)
Converter for Engine- and Turbocharger RPM Signal ----------------------------------- 509. 40 (01H)
Working Card
Functional Test and Adjustment of Safety, Alarm and Monitoring Equipment -----509- 01. 00 (01H)
Functional Test and Adjustment of Overspeed Trip -------------------------------------- 509- 01. 05 (01H)
Adjustment and Test of On/Off Pressostate ------------------------------------------------ 509- 05. 00 (01H)
Adjustment and Test of On/Off Thermostate -----------------------------------------------509- 05. 01 (01H)
Function and Test of Level Switch (LAL 25) ------------------------------------------------ 509- 05. 02 (01H)
Adjustment and Test of Analogous Pressure Transmitter -------------------------------509- 05. 03 (01H)
Adjustment and Test of Analogous Temperature Transmitter ------------------------- 509- 05. 04 (01H)
Lambda Controller ---------------------------------------------------------------------------------509- 10. 00 (13H)
Plates
Governor and Govemor Drive ------------------------------------------------------------------------- 50901- 23H

Regulation Device ---------------------------------------------------------------------------------------- 50902- 07H
Overspeed Device ----------------------------------------------------------------------------------------50903- 02H
Instrument Panel ------------------------------------------------------------------------------------------50905- 12H
Thermometer ---------------------------------------------------------------------------------------------- 50907- 09H
Instruments -------------------------------------------------------------------------------------------------50907- 17H
Pick-up ------------------------------------------------------------------------------------------------------ 50908- 02H
Lambda Controller ----------------------------------------------------------------------------------------50910- 02H
Prelubricating Oil Alarm (LAL 25) ---------------------------------------------------------------------50919- 01H
Level Switch in Oil Sump (LAL/LAH 28) ------------------------------------------------------------ 50920- 13H
Fuel Oil Leakage Alarm(LAH 42) --------------------------------------------------------------------- 50925- 08H
Your Notes :
08031-0D/H5250/94.09.07
Description 509.01
Page 1 (2) Control and Safety Systems Edition 01H
L23/30H
Governor Should a fuel pump plunger seize in its barrel, thus
blocking the regulating guide, governing of the re-
The engine speed is controlled by a hydraulic go- maining fuel pumps may continue unimpede owing
vernor. The purpose of the governor is to regulate to the spring-loaded linkage between the blocked
the rate of delivery from the fuel pumps, so that the pump and the regulating shaft.
engine speed is kept within certain limits, indepen-
ding on the load.
Stop Screw for Max. Delivery Rate
Information about the design, function and operation
of the governor is found in the special governor The bracket for stop cylinder/limiting cylinder is fitted
instruction book. with a stop screw which prevents the fuel pumps
from being set to a higher delivery rate than what
The governor is mounted on the flywheel end of corresponds to the permissible overload rating.
the engine and is driven from the camshaft via a
cylindrical gear wheel and a set of bevel gears. This is effected by the arm on the regulating shaft
being stopped by the stop screw, see fig. 1.
Pick-up for Engine RPM

Mechanical Overspeed (SSH 81)
The pick-up for transfer of signal to the tachometer
instrument for engine RPM is mounted on the flywheel The engine is protected against overspeeding in the
end cover of the engine. event of, for instance, governor failure by means of
an overspeed trip.
A signal varying proportionally to engine RPM is
created in the pick-up by the rotating toothed im- The engine is equipped with a stopping device
pulse wheel mounted on the camshaft end. which starts to operate if the maximum permissible
revolution number is exceeded.
Pick-up for Turbocharger RPM The overspeed tripping device is fitted to the end
cover of the lubricating oil pump and is driven
See turbocharger instruction book, section 512. through this pump.
If the pre-set tripping speed is exceeded, the spring-

Regulating Shaft loaded flyweight (1), see fig. 1, will move outwards
and press down the arm (2).
The governor movements are transmitted through a
spring-loaded pull rod to the fuel pump regulating The arm is locked in its bottom position by the lock
shaft which is fitted along the engine. pin (3) which is pressed in by the spring (4).
The spring-loaded pull rod permits the governor to At the same time the arm (2) presses down the
08028-0D/H5250/94.08.12
give full deflection even if the stop cylinder of the spindle (5), and the pneumatic valve (6) opens,
manoeuvring system keeps the fuel pump regulating whereby compressed air will be led to the Lambda
shaft at "no fuel" position. cylinder, see description 509.10, in which the piston
is pressed forward and, through the arm, turns the
Each fuel pump is connected to the common, lon- fuel pump regulating rod to STOP position, thereby
gitudinal regulating shaft by means of a two-piece, the engine stops, the spring-loaded pull rod con-
spring-loaded arm. nection to the governor being compressed.
96.38 - ES0S-G
509.01 Description
Edition 01H
Control and Safety Systems Page 2 (2)
L23/30H
The engine can be stopped manually by pressing
down the button (7), see fig. 1, which will activate the
spring-loaded fly weight (1) through the lever (8).
If the overspeed has been activated the overspeed

must be reset before the engine can be started.
Reset is done by means of the button (10).
The overspeed alarm (SAH 81) is activated by means

of the micro switch (9).
3 8
1
2 5
1
1. Flyweight
2. Arm
3. Lock pin
9
4. Spring
5. Spindle
6. Pneumatic valve
Normal Overspeed
poisition activated 7. Button
8. Lever
9. micro switch
10. Button
2 5 3 4 10 10
Fig 1. Mechanical overspeed (SSH 81).

08028-0D/H5250/94.08.12
96.38 - ES0S-G
MAN Diesel & Turbo
Description 509.05
Page 1 (3) Instruments and automatics
Edition 02
L23/30H
Main instrument panel The instrument panel is mounted flexibly on rubber

elements and all manometer connections are con-
As standard the engine is equipped with an instru- nected to the panel by means of flexible hoses, as
ment panel, comprising instruments for visual indi- shown on fig. 2.
cation of the most essential pressures. Illustrated on
fig. 1.
1 Flexible hose 2 Rubber element

3 Valves 4 Push button
Figure 1: Layout of instrument panel Figure 2: Cross section of instrument panel
On the engine is as standard mounted an instru- The connecting pipes to the manometers are equip-
ment panel. ped with valves which make it possible to replace
the manometers during operation.
The following incorporating pressure gauges for the
most essential pressures. In the charging air and nozzle oil piping damping fil-
ters are inserted for levelling out pressure fluctua-
Pressure gauge for:
tions.
PI 01 LT fresh water, inlet to air cooler
PI 10 HT fresh water, inlet engine Instrumentation
PI 21/22 Lubricating oil, inlet/outlet to filter As standard the engine is supplied with the follow-
ing thermometer mounted local on the engine:
PI 23 Lubricating oil, inlet to turbocharger
PI 31 Charge air, outlet from cooler TI 01 LT water - inlet air cooler
PI 40 Fuel oil, inlet to engine TI 02 LT water - outlet from air cooler
PI 50 Nozzle cooling oil, inlet to fuel valves TI 03 LT water - outlet from lub. oil cooler
Switch for PI 21/22 TI 10 HT fresh water - inlet to engine

TI 11 HT fresh water - outlet each cylinder
2013.09.26
MAN Diesel & Turbo
509.05 Description
Instruments and automatics Page 2 (3)
Edition 02
L23/30H
TI 20 Lubricating oil - inlet to cooler Leakage alarm (LAH 42)

TI 22 Lubricating oil - outlet from filter Waste and leak oil from the comparement, for the
TI 30 Charge air - inlet to cooler injection equipment, fuel valves, high-pressure
pipes and engine feed pump (if mounted) is led to a
TI 31 Charge air - outlet from cooler fuel leakage alarm unit.
TI 40 Fuel oil - inlet to engine
TI 51 Nozz. cool. oil - outlet from fuel valves
TI 60 Exhaust gas - outlet each cylinder
TI 61 Exhaust gas - outlet turbocharger
The actual number of the instrumentation for the

plant can be seen on the diagrams for the specific
plant in the sections 512-513-514-515-516. For
code identification see 500.20.
Pressostates and thermostates

The engine is supplied with a number of alarm- and
shutdown functions. The alarms shall via the alarm
panel worn against an abnormal working condition,
which can lead to break down and the shutdown
functions shall stop the engine before a break
down. I.e. a shutdown is "worse" than an alarm
because a shutdown is given if the engine could be
severe damage by running on these conditions.
As standard the engine is equipped with:
▪ Shutdown switches for
– too low lubricating oil pressure - inlet engine
– too high HT FW temperature - outlet engine
– too high engine speed (over speed)
▪ Alarm Switches for
– leaking fuel oil
– too low lubricating oil pressure - inlet engine
– too low prelubricating oil pressure (level
Figure 3: Fuel oil leakage alarm
alarm)
– too high press. drop across lub. oil filter The alarm unit consists of a box with a float switch
– too high HT FW temperature - outlet engine for level monitoring, see fig. 4.
– too low starting air pressure - inlet engine The supply fuel oil to the engine is led through the
– too high engine speed (overspeed) unit in order to keep heated up, thereby ensuring
free drainage passage even for high-viscous waste/
The actual number and type of the alarm- and shut- leak oil.
down switches for the plant can be seen in the list
"Engine Automatic part list" in this section. Under normal conditions there will always be a
smaller amount of waste/leak oil from the compare-
ment, this will be led out through the bore "A" in the
pipe "B" as illustrated.
2013.09.26
MAN Diesel & Turbo
Description 509.05
Page 3 (3) Instruments and automatics
Edition 02
L23/30H
In case of a larger then normal leakage, the level in
the box will rise and the level switch "C" will be acti-
vated. The larger amount of leak oil will be lead out
through the top of the pipe "B".
Alarm for prelubricating (LAL 25)

Alarm for missing prelubricating, when the engine is
stopped is given by means of a level switch (LAL
25) mounted in the main lubricating oil pipe.
Alarm and shutdown for overspeed

When the mechanical overspeed is activated, see
509.01 fig. 2, a micro-switch will release the alarm
for overspeed (SAH 81) and activate the shutdown
solenoid in the governor.
The latter function is a back-up for the mechanical
overspeed.
2013.09.26
Your Notes :
08031-0D/H5250/94.09.07
Description
Lambda Controller 509.10
Page 1 (2)
Edition 09H
L23/30H
Purpose Thus the solenoid valve (4) opens. The jet system is
activated, the turbocharger accelerates and increases
The purpose with the lambda controller is to prevent the charge air pressure, thereby pressing the piston
injection of more fuel in the combustion chamber than (3) backwards in the lambda cylinder (5). When the
can be burned during a momentary load in-crease. lambda ratio is satisfactory, the jet system will be
This is carried out by controlling the relation between de-activated.
the fuel index and the charge air pressure.
At a 50% load change the system will be activated
The Lambda controller is also used as stop cylin- for about 3-8 seconds.
der.
If the system is activated more than 10 seconds,
the solenoid valve will be shut off and there will be
Advantages a remote signal for "jet system failure".
The lambda controller has the following advan-

tages: Fuel oil limiting during start procedure
- Reduction of visible smoke in case of sud- During the start procedure the lambda controller is
den momentary load increases. used as an index limiter.
- Improved load ability. Hereby heavy smoke formation is prevented during

start procedure and further the regulating device
- Less fouling of the engine's exhaust gas cannot over-react.
ways.
- Limitation of fuel oil index during starting Air Consumption

procedure.
At 50% step load the air consumption will be as
follows:
Principles for functioning
Figure 1 illustrates the controller's operation mode. Cyl. no. 5 6 7 8

In case of a momentary load increase, the regulat-
ing device will increase the index on the injection Nm3 0.70 0.84 0.98 1.12
pumps and hereby the regulator arm (1) is turned,
the switch (2) will touch the piston arm (3) and be
pushed downwards, whereby the electrical circuit
will be closed.
08028-0D/H5250/94.08.12
04.15 - ES0-G
509.10 Lambda Controller Description
Page 2 (2)
Edition 09H
L23/30H
1. Regulating arm
2. Switch (Pick-up)
3. Piston
4. Solenoid valve
5. Lambda controller
6. Overspeed device
(mecanical activated 3/2 valve)
5 Charge air
receiver
3
2
1
~
4 Engine's
compression
air system
Fig 1 Lambda controller incl. start limitation
04.15 - ES0
Description
Starting Box 509.35
L23/30H
Description Engine / Turbocharger RPM
The starting box is mounted on the engine's control By activating the "Engine RPM/TC RPM" button, the
side. On front of the box there are the following in- indication is changed.
dications/pushbuttons:
Engine RPM indication is green light-emitting diodes
– Indication of engine or turbocharger RPM and turbocharger RPM indication is red light-emitting
– Indication of electronic overspeed diodes.
– Pushbutton for "Manual Start"
– Pushbutton for "Manual Stop" External Indications
– Pushbutton for "Remote" *
– Pushbutton for "Local" * There are output signals for engine RPM and tur-
– Pushbutton for "Blocking" * bocharger RPM.
– Pushbutton for change-over between engine Engine: 0 - 1200 RPM ~ 4-20 mA
and turbocharger RPM TC: 0 - 60000 RPM ~ 4-20 mA
* The function chosen is indicated in the pushbutton. The pushbuttons for "Remote", "Local" and "Blocking"
See fig. 1. have potential free switches for external indication.
Manual Start All components in the starting box are wired to the
built-on terminal box.
The engine can be started by means of the start
button, but only if the button "Local" is activated.
The manual, local start is an electrical, pneumatic

start, i.e. when activating the start button a solenoid
valve opens for air to the air starter, thereby engaging
the starter and starting the diesel engine.Throughout
the starting cycle the start button must be activated.
The air starter is automatically disengaged when the

diesel engine exceeds 110 RPM. If the start button is
disengaged before the diesel engine has exceeded
110 RPM, further starting cycles are blocked, until
5 sec. after the engine is at standstill.
Remote Start
Remote start can only take place if the pushbutton

for "Remote" is activated.
Manual Stop
The "Manual Stop" button is connected to the stop

coil on the governor.
Blocking
If "Blocking" is activated, it is not possible to start

the diesel engine.
Fig 1 Starting box.
12.01 - ES1
Your Notes :
08031-0D/H5250/94.09.07
Description 509.40
Page 1 (1) Converter for Engine- and Turbocharger RPM Signal Edition 01H
L23/30H
Engine RPM signal The "engine run" signals will be given through a relay.
One for synchronizing and one for start/stop of pre.
For measuring the engine's RPM, a pick-up mounted lub. oil pump or alarm blocking at start/stop.
on the engine is used giving a frequency depending
on the RPM. To be able to show the engine's RPM
on an analogue tachometer, the frequency signal Safe start
is sent through an f/I converter (frequency/current
converter), where the signal is transformed into a When the safe start signal is activated the engine
proportional 4-20 mA ~ 0-1200 RPM signal. can start. When the engine reach 140 RPM the air
starter will be shut-off.
Further, the converter has following signals:
Further, the safe start signal is a blocking function
- overspeed for the air starter during rotation.
- engine run
- safe start
- tacho fail Tacho fail
The tacho fail signal will be on when everything

is normal. If the pick-up or the converter fails the
signal will be deactivated. E.g. if there is power
supply failure.
The converter for engine RPM signal is mounted in

the terminal box on the engine.
Turbocharger RPM signal
For measuring the turbocharger RPM, a pick-up

mounted on the engine is used giving a frequency
depending on the RPM. To be able to show the
Fig 1. Converter for engine RPM. turbocharger's RPM on an analogue tachometer,
the frequency signal is sent through a f/I converter
(frequency/current converter), where the signal is
Overspeed transferred into a proportional 4-20 mA ~ 0-60000
RPM.
When the engine speed reach the setpoint for elec-
tronic overspeed the converter gives a shutdown The converter is mounted in the terminal box on
signal and a alarm signal through a relay. engine.
08028-0D/H5250/94.08.12
Engine run
When the engine speed reach 710 RPM or 200

RPM + 10 seconds the converter gives a "engine
run" signal.
The engine run signal will be deactivated when

the speed is 640 RPM. If the engine speed haven't
been over 710 RPM the signal will be deactivated
at 200 RPM. Fig 2. Converter for TC RPM.
96.30 - ES2S-G
Your Notes :
08031-0D/H5250/94.09.07
Working Card Functional Test and Adjustment of Safety, 509-01.00
Page 1 (2)
Alarm and Monitoring Equipment Edition 01H
L23/30H
Stopped engine Plate No Item No Note.

Shut-off cooling water See Related Procedure
Shut-off fuel oil
Description
Function test and adjustment of safety, alarm and

monitoring equipment. Hand tools
See Related Procedure
Starting position
Related procedure
Overspeed trip 509-01.05

Pressostate 509-05.00
Thermostate 509-05.01
Level switch (LAL 25) 509-05.02
Analog pressure transmitter 509-05.03
Analog temperature transmitter 509-05.04
Man power Replacement and wearing parts

08028-0D/H5250/94.08.12
Working time : hours Plate No Item No Qty. /

Capacity : man
Data

03.32 - ES0
509-01.00 Functional Test and Adjustment of Safety, Working Card
Alarm and Monitoring Equipment
L23/30H
Maintenance of monitoring and safety sy- For check of these functions use the working cards
stems mentioned under related procedure on page 1.
One of the most important parameters in the pre-

ventive work is that the alarm system as well as the Alarm System
shutdown and overspeed devices are functioning
100%. It is important that all alarms lead to prompt investi-
gation and remedy of the error.
If some of these functions are out of operation, No alarm is insignificant. It is therefore important
they have to be repaired immediately. If this is not that all engine crew members are familiar with and
possible because of the present working situation, well trained in the use and importance of the alarm
the engine has to be under constant observation system.
until it can be stopped. The most serious alarms are equipped with slowdown
and/or shutdown functions.
It is recommended that all functions are tested every
three months according to the mentioned working
cards.
The extent of the alarm and safety functions is

variable from plant to plant.
08028-0D/H5250/94.08.12
03.32 - ES0
Page 1 (2) Functional Test and Adjustment of Overspeed Trip Edition 01H
L23/30H

Shut-off fuel oil
Description:
Functional test and adjustment of overspeed

trip. Hand tools:
Allen key, 4 mm.

Allen key, 2 mm.
Starting position:
Functional test and adjustment of safety

alarm and monitoring equipment, 509-01.00
Related procedure:

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

96.03 - ES0S-G
Edition 01H Functional Test and Adjustment of Overspeed Trip Page 2 (2)
L23/30H
1) The engine is run up manually, (on governor Turn the engine until the adjusting screw is opposite
"synchronizer") and at no load, while watching the the opening on the side of the housing. Now loosen
tachometer. the lock screw and turn the adjusting screw, using
the tubular pin spanner supplied, see fig 2.
On reaching the revolution number indicated on
page 500.30 or in "Test Report", the overspeed trip-
ping device must function, thus actuating the stop
cylinders. The fuel injection pump control rods are
now moved to zero index, and the engine stops.
2) If the overspeed device trip at a revolution

number different from that stated on page 500.30
or in the "Test Report" the overspeed device must
be adjusted.
Fig 2.
Turn the adjusting screw outwards (slacken flyweight

spring) to reduce the revolution number. Be careful
not to screw the adjusting screw so far out that it
may touch the release arm. Tighten the lock screw
and test the overspeed device again.
4) Refit the covers when the overspeed device

functions at correct revolution number.
5) The overspeed device can be tested manually

Fig 1. by depressing the button on top af the housing, see
fig 1. This will activate the flyweight and the arm for
release of the air valve for the stop cylinders and
Adjustment of Overspeed Trip. the engine should thus stop. (This test must also be
carried out without load).
3) Remove both covers on the housing of the
08028-0D/H5250/94.08.12
overspeed tripping device, see fig 1. 6) It is recommended now and then, while the
engine is at a standstill, to move the flyweight by
means of the push button to ensure that the flyweight
can always move with sufficient ease.
96.03 - ES0S-G
Page 1 (2) Adjustment and Test of On/Off Pressostate Edition 01H
L23/30H

Shut-off fuel oil
Description:
Adjustment and test of on/off pressostate. (lub.

oil,fuel oil, water etc.). Hand tools:
Screw driver.
Testing pump.
Starting position:

Related procedure:

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

91.45 - ES0S-G
Edition 01H Adjustment and Test of On/Off Pressostate Page 2 (2)
L23/30H
Adjustment:
1) When the pressostate cover is removed and

locking screw pos. 5, fig 1 is loosened, the range
can be set with the spindle pos. 1 while at the same
time the scale pos. 2 is read.
1. Trial flange.
2. Drain screw.
3. Valve.
1. Range spindle.
2. Range scale.
3. Differential spindle.
4. Differential scale. Fig 2.
5. Locking screw.
4) Remove the screw pos. 2.

Fig 1.
5) Mount the testing pump on the trial flange pos.
1.
2) In pressostates having an adjustable differen-
tial, the spindle pos. 3 must be used to make the
adjusment. The differential obtained can be read Alarm for Falling Pressure:
directly on the scale pos. 4.
6) Pump up the pressure until the switch has
Set points, see page 500.30. changed. The pressure will slowly be relieved and
it must be checked that the switch change back to
the pressure stated as the alarm point.
Test:
08028-0D/H5250/94.08.12
It is possible to make a functional test of the pres- Alarm for Rising Pressure:
sure switch. This is to be carried out according to
the following procedure. 7) Pump up the pressure until the switch chang-
es, and check that it happens at the stated alarm
3) Shut off system pressure with the valve pos 3, point.
fig 2.
8) After the final check and adjustment, remove
the testing pump, mount the screw pos 2 and open
the valve pos 3.
91.45 - ES0S-G
Page 1 (2) Adjustment and Test of On/Off Thermostate Edition 01H
L23/30H

Shut-off fuel oil
Description:
Adjustment and test of on/off thermostate. (lub.

oil, fuel oil, water etc.). Hand tools:
Screw driver.
Special testing devices.
Starting position:

Related procedure:

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

96.26 - ES0S-G
Edition 01H Adjustment and Test of On/Off Thermostate Page 2 (2)
L23/30H
Adjustment: Test:
1) When the thermostate cover is removed and 3) The funcional test of the thermostate is to be
locking screw pos. 5, fig 1 is loosened, the range carried out according to the following procedure.
can be set with the spindle pos. 1 while at the same
time the scale pos. 2 is read. 4) Take out the sensor of the pocket.
5) Test the sensor in a water bath, where the

temperature can be controlled.
Alarm for Falling Temperature:
6) Raise the temperature until the switch has

changed.
Then the temperature must slowly be reduced, and

check that the switch changes back at the tempera-
ture stated in the list page 500.30.
Alarm for Rising Temperature:

1. Range spindle.
2. Range scale.
7) Raise the temperature until the switch chang-
3. Differential spindle. es and check that is happens at the stated alarm
4. Differential scale. points.
5. Locking screw.
8) Adjust if necessary.
9) The sensor is mounted again.

Fig 1.
2) Thermostates having an adjustable differential,

the spindle pos. 3 can be used while the scale pos.
4 is read.
Set points, see page 500.30.

08028-0D/H5250/94.08.12
96.26 - ES0S-G
Page 1 (2) Function and Test of Level Switch (LAL 25) Edition 01H
L23/30H
Stopped engine Plate no. Item no. Note

Shut-off fuel oil
Description:
Function and test of level switch, LAL 25, in

lubricating oil system. Hand tools:
Starting position:

Related procedure:

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

91.03 - ES0S-G
Edition 01H Function and Test of Level Switch (LAL 25) Page 2 (2)
L23/30H
The level switch LAL 25, which is mounted on the

main lubricating oil pipe of the engine, gives alarm
for missing prelubricating oil. Vent pipe
Function.
1) By starting the prelubricating oil pump the main

lubricating oil pipe will be filled with lubricating oil,
which means that the level switch is lifted and the
alarm is disconnected.
Level switch
2) When the prelubricating is interrupted, the lub.
oil will run out of the system through the bearings, Main lubricating oil pipe
which means that level switch is lowered and the
alarm starts.
Fig 1.
Test:
The test is carried out when the engine is stop-

ped.
3) Start the lubricating oil pump, and let the pump

run about 5 min.
4) Stop the prelubricating oil pump. The alarm

must be released after 0 - 5 min., depending of the
oil viscosity.
08028-0D/H5250/94.08.12
91.03 - ES0S-G
Page 1 (2) Adjustment and Test of Analogous Pressure Transmitter Edition 01H
L23/30H

Shut-off fuel oil
Description:
Adjustment and test of analogous pressure

transmitter. Hand tools:

Testing pump.
Starting position:

Related procedure:

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

91.45 - ES0S-G
Edition 01H Adjustment and Test of Analogous Pressure Transmitter Page 2 (2)
L23/30H
The pressure transmitter registers the actual pres- Adjustment:

sure and marks the change to an electrical signal,
which adjusts the pressure. 1) The pressure transmitter shall not be adjust-
ed, but the alarm limit must be set on the alarm
plant. Kindly see the instruction book for the alarm
plant.
Set points, see page 500.30.
Test:
2) It is possible to make a functional test of the

pressure transmitter. This is carried out according
to the following procedure:
3) Shut off system pressure with the valve pos.

3.
4) Remove the screw pos. 2.
5) Mount the testing apparatus on the trial flange

pos. 1. and pump on a pressure within the working
area of the transmitter.
1. Trial flange. If the alarm plant has an instrument unit, the pres-
2. Drain screw. sure can be read on this. Other wise the test can
3. Valve. be carried out by watching if the alarm plant gives
any alarm, when the alarm limit which is stated
on page 500.30 is exceeded (if the alarm plant is
adjusted).
Fig 1.
6) The screw pos. 2 is mounted, and the valve

pos. 3. is opened after the test is finished.
08028-0D/H5250/94.08.12
91.45 - ES0S-G
Working Card Adjustment and Test of 509-05.04
Page 1 (2)
Analogous Temperature Transmitter Edition 01H
L23/30H

Shut-off fuel oil
Description:
Adjustment and test of analogous temperature

transmitter, (PT 100 sensor). Hand tools:
Special testing devices.
Starting position:

Related procedure:
Mampower: Replacement and wearing parts:

08028-0D/H5250/94.08.12

Capacity : 1 man
Data:

96.26 - ES0S-G
509-05.04 Adjustment and Test of Working Card
Page 2 (2)
Edition 01H Analogous Temperature Transmitter
L23/30H
The PT 100 sensor consists of a resistance wire Otherwise the test can be carried out by watching
which changes resistance depending on the tem- if the alarm plant gives any alarm, when the alarm
perature. limit which is stated on page 500.30 is exceeded
(if the alarm plant is adjusted).
Look and design varify depending on the place of
measurement and manufacture. 5) The sensor is mounted again.
Adjustment:
1) The PT 100 sensor cannot be adjusted, but

the alarm limit must be set on the alarm plant.
Set point, see page 500.30.
Test:
2) The functional trial of the PT 100 sensor can be

carried out according to the following procedure.
3) Take out the sensor of the pocket.
4) Test the sensor by diving the sensor in the

water. Compare the signal from the sensor with the
water temperature.
If the alarm plant has an instrument unit, the tempe- Fig 1.

rature can be read on this.
08028-0D/H5250/94.08.12
96.26 - ES0S-G
Working Card
Lambda Controller 509-10.00
L23/30H

Shut off starting air
Shut off cooling water
Shut off fuel oil
Shut off cooling oil
Adjustment of lambda controller. Adjustable spanner 10"-12"
Starting position
Related procedure
Manpower Replacement and wearing parts

08028-0D/H5250/94.08.12
Working time : 1 hour Plate no Item no Qty /

Capacity : 1 man
Data

03.13 - ES0
Edition 13H
Lambda Controller Page 2 (3)
L23/30H
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. Band steel
1 2. Pick-up
3. Regulating arm
Min 1 mm free space
Fig 3 Lambda Controller

across pick-up
3
2) Turn the lever (fig 2) of the governor a few
2 times to full load with an adjustable spanner
(spring between governor and fuel rack full
com-pressed). Check that the fuel index is 17
Fig 1 Check of free space at the fuel pump.
3) In case of large deviation from index 17 ad-

justment is done by turning the regulating arm
(4), fig 3. Finally adjustment is done at the
adjustment screw (3), fig 3.
4) Adjustment completed.
08028-0D/H5250/94.08.12
Adjustment of the Stop Screw
5) Remove pipe for charge air pressure.
6) Supply air pressure until the piston rod reaches

its upper position.
7) Turn the lever (fig 2) of the governor to full load

with an adjustable spanner. Adjust the stop
screw (fig 2) to 110 % load (stationary 100%)
Fig 2 Adjustment of the stop screw according to the test bed, plus 1.5 index.
03.13 - ES0
Working Card
Lambda Controller 509-10.00
L23/30H
Use the index arm on the fuel injection pump Note : In case of start failure due to wear of the fuel
nearest to the lambda controller as the control pump, the start index must be raised to a higher level
for the index. by turning the self-locking nut anticlockwise.
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 18 mm. Adjustment is made
on the self-locking nut on the back of the lambda
controller, see fig 4.
Fig 4 Adjustment of start index

08028-0D/H5250/94.08.12
03.13 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (2) Governor and Governor Drive 50901-23H
L23/30H
For actuator,
see special
instruction book
116
128
141
153
165
189 177
190
033
200
045
224
212+
057
069 236
070 248
082 261
094 273
285
297
08028-0D/H5250/94.08.12
307
332
320
06.45 - ES0
Plate
50901-23H Governor and Governor Drive Page 2 (2)
L23/30H
Item Item
033 1/E Plug screw Propskrue 320 1/E Wear disc Slidskive
045 1/E Gasket Pakning 332 1/E Key Feder
057 4/E Nut Møtrik

+ Item No. 212 require + Item nr. 212 kræver
069 2/E Stud Tap an individual match- en individual tilpasning
ing (by shims) before (med shims) før mon-
070 1/E O-ring O-ring mounting, contact, tering, kontakt MAN
MAN Diesel A/S. Diesel A/S.
082 1/E Castle nut Kronemøtrik
094 1/E Split pin Split
116 1/E Actuator Aktuator
128 4/E Screw Skrue
141 1/E Shim (set 0,1 - Mellemlæg (sæt 0,1 -

0,3 - 0,5 - 1,0 mm) 0,3 - 0,5 - 1,0 mm)
153 1/E Disc Skive
165 1/E Ball bearing Kugleleje
177 1/E Bevel gear wheel Konisk tandhjul
189 1/E Key Feder
190 1/E Castle nut Kronemøtrik
200 1/E Split pin Split
212+ 1/E Housing Hus
224 2/E Stud Tap
236 2/E Pin Stift
248 1/E Plug Prop
261 1/E Plug Prop
273 1/E Axle journal Akseltap
285 1/E Bush Bøsning
297 1/E Bevel gear wheel Konisk tandhjul

08028-0D/H5250/94.08.12
06.45 - ES0
Plate
Page 1 (2) Regulating Device 50902-07H
L23/30H
015
Governor Plate 50901
027
064
039
040
052
088
111
123
076
135
147
159
160
172
184 064
196 243
206 255
218 267
231
027
088
052 279
040 280
292
363 302
375 326 Lambda controller
387 see plate 50910
351
399 338 314
409 745
410 422 757
769
434
446
483 458
495 471
08028-0D/H5250/94.08.12
542
530 554
566
578
06.45 - ES0
Plate
50902-07H Regulating Device Page 2 (2)
L23/30H
Item Item
015 1/R Screw Skrue 338 1/E Stop ring Stopring
027 2/R Locking plate Låseblik 351 1/E Screw Skrue
039 1/R Governor arm Regulatorarm 363 1/C Linkage Lænkeled
040 2/R Split pin Split 375 1/C Split pin Split
052 2/R Self locking nut Selvlåsende møtrik 387 1/C Pin Stift
064 2/R Screw for ball head Skrue for kuglehoved 399 1/C Pin Stift
076 1/R Spring loaded pull Fjederbelastet træk- 409 1/C Spring arm Fjederarm
rod, complete stang, komplet
410 1/C Spring Fjeder
088 2/R Pull rod head Trækstangshoved
111 1/R Split pin Split
434 1/C Armholder Armholder
123 1/R Pull rod end Trækstangsende
446 1/C Screw Skrue
135 1/R Cylindrical pin Cylindrisk stift
458 1/C Bushing Bøsning
147 1/R Spring housing Fjederhus
471 1/C Bearing bracket Lejeblik
159 1/R Pointed screw Pinolskrue
160 1/R Spring Fjeder
495 2/C Screw Skrue
172 1/R Cylindrical pin Cylindrisk stift
530 2/E Screw Skrue
184 1/R Guide ring Styrering
542 2/E Screw Skrue
196 1/R Guide ring Styrering
554 2/E Washer Skive
206 1/R Pull rod Trækstang
566 2/E Nut Møtrik
218 1/R Nut Møtrik
578 1/E Bracket Konsol
231 1/R Locking plate Låseblik
745 1/E Regulating shaft, Reguleringsaksel,
243 1/R Arm Arm 6 cyl. engine 6 cyl. motor
255 1/R Spring pin Fjederstift 757 1/E Regulating shaft, Reguleringsaksel,
267 1/R Screw Skrue
279 1/R Guide pin Styrestift 8 cyl. engine 8 cyl. motor
280 1/R Screw Skrue
292 1/R Bearing Leje

08028-0D/H5250/94.08.12
302 1/R Bushing Bøsning

* = Only available as part of a spare part kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./R = Qty./Regulating device Antal/R = Antal/Reguleringsmekanisme
06.45 - ES0
Plate
Page 1 (2) Overspeed Device 50903-02H
L23/30H
010
022
034
046
058
071
083
105
095 117
129
130
142
178 154
191 166, 524
201
237 500 213
536
225
262
249
274
250
333
286
345 369
298
357
370
404 382
428 394
416
441
453
465
08028-0D/H5250/94.08.12
477
512 489
490
11.02 - ES0
50903-02H Overspeed Device Plate
Page 2 (2)
L23/30H

Item Item
010 1/E Socket Muffe 345 1/E Spring Fjeder
022 1/E Button Knap 357 1/E Button Knap
034 1/E Spring pin Fjederstift 369 1/E Nipple Nippel
046 1/E Spring Fjeder 370 1/E Spindle Spindel
058 4/E Screw Skrue 382 1/E Spring (left) Fjeder (venstre)
071 1/E Screw Skrue 394 1/E Spindle Spindel
083 1/E Cover Dæksel 404 2/E Washer Skive
095 1/E Spindle Spindel 416 2/E Screw Skrue
105 1/E Spring pin Fjederstift 428 1/E Ball bearing Kugleleje
117 1/E Cylindrical pin Cylindrisk stift 441 1/E Elastic coupling Elastisk kobling
129 1/E Lever Arm 453 1/E Spring (right) Fjeder (højre)
130 1/E Screw Skrue 465 1/E Valve attachment Ventilholder
142 1/E Flyweight housing Hus for svingvægt 477 4/E Screw Skrue
154 1/E Adjusting screw Justeringsskrue 489 1/E Pneumatic valve Pneumatisk ventil
166 1/E Spring Fjeder 490 1/E Silencer Lyddæmper

720/750 rpm 720/750 rpm
500 1/E Overspeed device, Overspeed anordning,
178 1/E Circlip Sikringsring complete, komplet,
720/750 rpm 720/750 rpm
191 1/E Flyweight Svingvægt
512 1/E Spare parts kit for Reservedelskit for
201 1/E Key Not item 489 item 489
213 1/E Ball bearing Kugleleje 524 1/E Spring Fjeder

900 rpm 900 rpm
225 1/E Housing Hus
536 1/E Overspeed device, Overspeed anordning,
237 1/E Cover Dæksel complete, komplet,
900 rpm 900 rpm
250 4/E Screw Skrue
262 1/E Pin Stift
274 1/E Lever Arm
286 1/E Nut Møtrik

08028-0D/H5250/94.08.12
333 1/E Spindle Spindel
11.02 - ES0
Plate
Page 1 (2) Instrument Panel 50905-12H
L23/30H
08028-0D/H5250/94.08.12
PI 01 LT fresh water, inlet to air cooler

PI 10 HT fresh water, inlet engine
PI 21/22 Lubricating oil, inlet/outlet to filter
PI 23 Lub. oil, inlet to turbocharger
PI 31 Charge air, outlet from cooler
PI 40 Fuel oil, inlet to engine
PI 50 Nozz. cool. oil, inlet to fuel valves
00.21 - ES0
Plate
50905-12H Instrument Panel Page 2 (2)
L23/30H
Item Item
No Qty. Designation Benævnelse No Qty. Designation Benævnelse
01 1/E Housing for Hus for 23 1/E Damper (charging air) Dæmper (ladeluft)
instrument panel instrument panel
43 4/E Screw Skrue
02 1/E Bracket for Konsol for
instrument panel instrument panel 44 4/E Serrated lock washer Stjernefjederskive
03 4/E Rubber clutch Gummikobling 45 2/E Screw Skrue
04 8/E Nut Møtrik 46 2/E Serrated lock washer Stjernefjederskive
05 8/E Spring lock Fjederskive 47 8/E Screw Skrue
06 2/E Pressure gauge Manometer 48 1/E Side plate Sideplade

0-3 bar 0-3 bar
(PI 31 and PI 23) (PI 31 og PI 23) 49 1/E Instrument panel, Instrument panel,
complete komplet
07 4/E Pressure gauge Manometer
0-6 bar 0-3 bar
(PI 01, PI 10, PI 50, (PI 01, PI 10, PI 50,
PI 21-22) PI 21-22)
08 1/E Pressure gauge Manometer

0-10 bar (PI 40) 0-10 bar (PI 40)
09 7/E Needle valve Nåleventil
10 1/E 3-way valve for 3-vejsventil for

PI 21-22 PI 21-22
11 1/E Washer Skive
12 1/E Pipe Rør
13 1/E Angle union Vinkelforskruning
14 2/E Straight union Ligeforskruning
15 2/E Pressure gauge hose Manometer slange

195 mm 195 mm

140 mm 140 mm

300 mm 300 mm

340 mm 340 mm
19 7/E Packing ring Pakningsring
20 2/E Reduction Reduktion

08028-0D/H5250/94.08.12
21 1/E Damper (fuel oil) Dæmper (fuel oil)
22 2/E Coupling for mano- Kobling for

meter manometer
00.21 - ES0
Plate
Page 1 (2) Instruments 50907-17H
L23/30H
Fig. and Description Range Code L Item No.
0-8 bar PSL 22 012

PAL 10
PAL 22
6-18 bar PAL 70 024
Pressostate
20-60°C TAL 10 2m 061

5m 073
50-100°C 2m 085
5m 097
8m 107
70-120°C TAH 12 2m 119

TSH 12 5m 120
TAH 22 8m 132
TSH 22
L
Thermostate
0.2-2.5 bar PDAH 21-22 144
PDAH 43-40
08028-0D/H5250/94.08.12
Difference Pressostate
07.45 - ES0
50907-17H Instruments Plate
Page 2 (2)
L23/30H
Fig. and Description Range Code L Item No.
0-4 bar PT 31 156
0-6 bar PT 10 168
0-10 bar PT 22 181
PT 40
0-16 bar PT 70 203
Pressure Transmitter
Needle Valve with 3/8" pipe thread 239
Needle valve with 1/2" pipe thread 240
Needle Valve
1-10 bar PAL 40 048

08028-0D/H5250/94.08.12
Pressostate
07.45 - ES0
Plate
Page 1 (3) Thermometer 50907-09H
L23/30H
Scale Length Item

Fig. Code
°F °C L L1 No.
40-240 0-120 110 100 TI 01 252
TI 02
TI 31
40-240 0-120 110 63 TI 22 264

L
TI 20
40-600 0-300 150 100 TI 30 276
L1
40-400 0-200 110 40 TI 40 288
TI 51
40-220 0-120 110 100 TI 03 311
TI 10
TI 11
L
08028-0D/H5250/94.08.12
L1
04.11 - ES0
Plate
50907-09H Thermometer Page 2 (3)
L23/30H
Scale Length Item

Fig. Code
°F °C L L1 No.
100-
1300 50-650 100 115 TI 60 323
°C°F
L1
L1
Pocket 115 335
100-
1300 50-650 65 215 TI 61 347
° C° F
08028-0D/H5250/94.08.12
Pocket 215 359
04.11 - ES0
Plate
Page 3 (3) Thermometer 50907-09H
L23/30H
Scale Length Item
Fig. Code
°F °C L L1 No.
120-1200 50-650 140 215 TI 61 360
TI 62
Thermo-
meter 372
Feeler
NiCr-Ni 384
Pocket 100 396
120-1200 50-650 165 115 TI 60 406
120-1200 50-650 190 115 TI 60 418
Feeler
NiCr-Ni 431
08028-0D/H5250/94.08.12
Thermo-
meter 443
Pocket 200 455
04.11 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (1) Pick-up 50908-02H
L23/30H
Length Item
Fig. Range Code
L mm no
Working temp. SE 90 018

-25°C - 70°C
0 - 1 kHz 55 SE 89 031
Pick-up
08028-0D/H5250/94.08.12
101 SE 90-3 043

75
2.7
19
07.48 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (2) Lambda Controller 50910-02H
L23/30H
08028-0D/H5250/94.08.12
97.14 - ES0S
Plate
50910-02H Lambda Controller Page 2 (2)
L23/30H
Item Item
019 1/E Regulating arm, Reguleringsarm,

complete komplet
020 1/E Pick-up, Pick-up,

incl. sleeve incl. afstandsring
032 1/E Lambda cylinder, Lambdacylinder,

complete komplet
08028-0D/H5250/94.08.12
97.14 - ES0S
Plate
Page 1 (2) Prelubricating Oil Alarm (LAL 25) 50919-01H
L23/30H
018
031
043
Switch point
055
08028-0D/H5250/94.08.12
07.11 - ES0
MAN Diesel
Plate
50919-01H Prelubricating Oil Alarm (LAL 25) Page 2 (2)
L23/30H
Item Item
018 1/E Plug screw Propskrue
043 1/E Loctite 577 Loctite 577
055 1/E Level switch Niveauafbryder
08028-0D/H5250/94.08.12
07.11 - ES0
Plate
Page 1 (2) Level Switch in Oil Sump (LAL/LAH 28) 50920-13H
L23/30H
777
491
501
981 430
513
525 579
789
442
549
580
789 549
454
501
08028-0D/H5250/94.08.12
07.18 - ES0
Plate
50920-13H Level Switch in Oil Sump (LAL/LAH 28) Page 2 (2)
L23/30H
Item Item
430 4/E Nut Møtrik
442 1/E Pipe for level Rør for niveau-

switch alarm
454 1/E Box for level Box for

alarm level alarm
491 2/E Red. adaptor Red. adapter
501 4/E Screw Skrue
513 1/E Plate Plade
549 2/E Level switch Niveaualarm
579 1/E Pipe for level Rør for niveau-

switch alarm
580 2/E Red. adaptor Red. adaptor
777 1/E Dipstick, complete Pejlestok, komplet
789 /I Loctite 577 Loctite 577
968 1/E Level switch, Level switch,

complete komplet
981 1/E O-ring O-ring
08028-0D/H5250/94.08.12
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se også side 500.50
Qty./E = Qty./Engine Qty./E = Antal/Motor
Qty./I = Qty./Individual Qty./I = Antal/Individuel
07.18 - ES0
Plate
Page 1 (2) Fuel Oil Leakage Alarm (LAH 42) 50925-08H
L23/30H
035 023
059
047
060
072
084
08028-0D/H5250/94.08.12
096 106
07.18 - ES0
MAN Diesel
Plate
50925-08H Fuel Oil Leakage Alarm (LAH 42) Page 2 (2)
L23/30H
Item Item
035 1/E Packing ring Tætningsring
047 1/E Level switch Niveaukontakt
060 1/E Packing ring Tætningsring
072 1/E Fuel oil leakage alarm, Brændolie lækage-

complete (DIN) alarm, komplet (DIN)
084 1/E Fuel oil leakage alarm, Brændolie lækage-

complete (JIS) alarm, komplet (JIS)
096 1/E Instruction plate Instruktionsplade
106 2/E Screw Skrue
08028-0D/H5250/94.08.12
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se også side 500.50
Qty./E = Qty./Engine. Qty./E = Antal/Motor
07.18 - ES0
Index
Page 1(1)
Crankshaft and Main Bearings 510
L23/30H
Description
Crankshaft and Main Bearings -----------------------------------------------------------------510. 01 (01H)
Working Card
Checking of Main Bearings Alignment (Def ection)

(Hydraulic Tightened Connecting Rod) ------------------------------------------------------ 510- 01. 00 (04H)
Inspection of Main Bearing Shells -------------------------------------------------------------510- 01. 05 (01H)
Inspection of Guide Bearing Shells ----------------------------------------------------------- 510- 01. 10 (03H)
Vibration Damper ----------------------------------------------------------------------------------510- 04. 00 (01H)
Plates
Crankshaft --------------------------------------------------------------------------------------------------51001- 04H

Resilient Gear Wheel ------------------------------------------------------------------------------------ 51002- 02H
Flywheel with Gear Rim --------------------------------------------------------------------------------- 51003- 23H
Your Notes :
08031-0D/H5250/94.09.07
Description
Crankshaft and Main Bearings 510.01
Page 1 (1)
Edition 01H
L23/30H
Crankshaft Vibration Damper
The crankshaft, which is a one-piece forging with In special cases a vibration damper is mounted on
ground main bearing and crankpin journals, is sus- the crankshaft to limit torsional vibrations.The damper
pended in inderslung bearings. The main bearings consists essentially of a heavy flywheel totally en-
are equipped with insertion-type shells, which are closed in a light casing. A small clearance is allowed
coated with a wearing surface. To attain a suitable between the casing and the flywheel, and this space
bearing pressure the crankshaft is provided with is filled with a highly viscous fluid.The casing is rigidly
counterweights, which are attached to the crankshaft connected to the front end of the engine crankshaft
by means of two screws. and the only connection between the crankshaft
and the damper flywheel is through the fluid. Under
At the flywheel end the crankshaft is fitted with a gear conditions of no vibration, the casing and damper
wheel which through an intermediate wheel drives flywheel tend to rotate as one unit, since the force
the camshaft. Also fitted here is the flywheel and a required to shear the viscous film is consi-derable.
coupling flange for connection of a reduction gear or As the torsional vibration amplitudes increase, the
an alternator. At the opposite end there is a claw-type casing follows the movement of the crankshaft but
coupling for the lub. oil pump or a flexible gear wheel the flywheel tends to rotate uniformly by virtue of
connection for lub. oil and water pumps. its inertia, and relative motion occurs between the
flywheel and the casing. The viscous fluid film there-
fore undergoes a shearing action, and vibration
energy is absorbed and appears as heat.
08028-0D/H5250/94.08.12
96.03 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Working Card Checking of Main Bearings Alignment (Deflection) 510-01.00
(Hydraulic Tightened Connecting Rod)
L23/30H
Stopped engine Plate no. Item no. Note

Checking of main bearings alignment (autolog).
Starting position:
Turning gear in engagement. (If mounted).

Cover for crankshaft has been removed from
frame.
All indicator valves open.
Related procedure:

08028-0D/H5250/94.08.12
Working time : 1 1/2 hours Plate no Item no Qty /

Capacity : 2 men
Data:

00.27 - ES0
MAN Diesel
510-01.00 Checking of Main Bearings Alignment (Deflection) Working Card

L23/30H
Alignment of Main Bearings. As the crankshafts of medium speed engines are very
stiff, any great deviations in the alignment will result
The lower main bearing shells should be positioned in clearance at the bottom shell of the bearings.
so that they keep the main bearing journals of the
crankshaft centered in a straight (ashore horizon- The cause of incorrect main bearing position may
tal) line. Deviations from this centre line cause the be wear of the bearings or misalignmnet of the
crankshaft to bend and increase the load on some engine.
main bearings.
If two adjacent main bearings are placed too low, the Effecting The Deflection Measurement.
crankshaft centre line will in this place be lowered to
form an arc, causing the intermediate crank throw to The deflection measurement is effected by placing a
bend in such a way that it "closes" when turned into springloaded dial gauge in the centre punch marks
bottom position and "opens" in top position. provided for this purpose, see fig. 1.
As the magnitude of such axial lengthening and "Closing" of the throw in top dead centre is regarded
shor tening during the turning of the throw increases as negative, (compression of the gauge).
in proportion to the difference in the height of the
bearing, it is measured as a check on the alignment In the example, page 3, the deflection reading is
and condition of the bearing. therefore negative.
08028-0D/H5250/94.08.12
Not for measuring (autolog)
Existing centre punch marks for

measuring (autolog)
Fig. 1 Placing of dial gauge
00.27 - ES0
L23/30H
As during the turning of the throw, the gauge and the The total deflection ("opening-closing") of the throw
connecting rod will meet near the bottom position of during the turning from bottom to top position is
the throw, the measurement for the bottom position entered in fig. 4.
is to be replaced by the average of the two near by
positions on either side. These figures are due to vertical misalignment of
the main bearings.
The dial gauge is set to zero, when the crank throw
is in the near-bottom (x in fig. 8) and during the Similarly, horizontal misalignment procedures the
turning the throw is stopped in the position horizon- figures in the table fig. 5.
tal-top-horizontal-near bottom (P-T-S-Y in fig. 8) for
reading of the gauge. Besides misalignment of the bearings, the readings
can be influenced by ovality or eccentricity of the
journals.
Checking The Deflection Measurement.
The reading is entered in the table page 6, see Engines Equipped with Turning Gear.
example in fig. 2 - 6.
When taking these deflection readings for the three
As "bottom" reading is used the mean value of the aftmost cylinders, the turning gear should at each
two "near bottom" readings X and Y, fig. 3. stoppage be turned a little backwards to ease off
the tangential pressure on the teeth of the turning
wheel as this pressure may otherwise falsify the
readings.
08028-0D/H5250/94.08.12
00.27 - ES0
MAN Diesel

L23/30H
Deflection of crankshaft in 1/100 mm. (0.01 mm).

Deflection from vertical
misalignment
Cyl. No.
top - bottom
Crank position 1 2 3 4 5 6
or T - B = V 2 -1.5 4 4.5 -2 2
Bottom start X 0 0 0 0 0 0
Fig. 4.
Left side P 2 0 2 0 -1 2
Top T 3 -2 4 5 -2 3
Deflection from hori-
Right side S 3 -2 2 0 0 1 zontal misalignment
Bottom stop Y 2 -1 0 1 0 2 Right side - left side

or P - S = H -1 2 0 0 -1 1
Fig. 2. Fig. 5.
Bottom (0,5 x Y) = B 1 -0.5 0 -0.5 0 1 Check on T+B= C 4 -2.5 4 5.5 -2 4

gauge
readings P+S= D 5 -2 4 0 -1 3
Fig. 3.
Fig. 6.
C and D should be nearly the same, reading for cylinder 4 to be repeated.
S P
08028-0D/H5250/94.08.12
Y X
Front end view.

"Closing" of the crankthrow is considered Start in position X.
negative. Turn anti clockwise
Fig. 7. Fig. 8.
00.27 - ES0
L23/30H
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 dis-
placed 180°.
Vertical deflection = Difference in top-bottom readings.
Horizontal deflection = Difference in side-side readings.
Vertical and Horizontal Deflections of Crank Throws
Unless otherwise stated the values refer to cold engine.
For new or realigned aggregate Aim for + or - 3/100 mm

Acceptable + or - 5/100 mm
For aggregate in service realignment

is recommended if deflections exceed + or - 9/100 mm
Vertical Deflection of Crank Throw at Flywheel
Unless otherwise stated the values refer to cold engine.
Rigid coupling between Flexible coupling between

diesel engine and driven machine diesel engine and driven machine
For new or realigned For new or realigned

08028-0D/H5250/94.08.12
aggregate 0 to + 3/100 mm aggregate Aim for - 9/100 mm

Acceptable - 11/100 mm
For aggregate in service realignment is For aggregate in service

recommended if deflection measured realignment recommendable
on warm engine exceeds - 9/100 mm if deflection exceeds - 16/100 mm
00.27 - ES0
MAN Diesel

L23/30H
Process/Proces I.D. no.
Plant/Anlæg Page of/Side af
Engine Type/Motortype Engineer/Operatør Date/Dato
Instruction/Instruktion
Top
Right side Left side
1/100 mm
Bottom end/ Bottom start/
Bund slut Bund start
Right side Right side
Cyl. no 1 2 3 Cyl. no 1 2 3
Left side Cyl. no 1 2 3
Left side
Remarks/Bemærkninger
08028-0D/H5250/94.08.12
00.27 - ES0
L23/30H
Component/Komponent Type I.D. no.
Process/Proces Page of/Side af
Test place/ Test bed/prøvehal Cold/Kold

Condition
On board/Om bord Warm/Varm
Teststed/
Tilstand Plant/Maskinhal
Engine no.:
Motornr.:
Cyl. no. 1 2 3 4 5 6 7 8 9
Bottom X 0 0 0 0 0 0 0 0 0
Left side P
Top T
Right side S
Bottom Y
Bottom
(0.5xY)=B
Deflection from
vertical misalign-
ment.
Top - bottom
or T - B = V
Deflection from
horizontal mis-
alignment.
Left side - Right
08028-0D/H5250/94.08.12
side or P - S = H
Check on gauge
readings.
T+B= C
P+S= D
00.27 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Page 1 (3) Inspection of Main Bearing Shells Edition 01H
L23/30H

Shut-off cooling water 52010 106 2 pieces
Stopped lub. oil circul. 52010 155 2 pieces
52021 501 2 pieces
52021 513
Description: 52021 202
Dismantling, inspection and/or replacement and

mounting of main bearing shells. Hand tools:
Allen key, 12 mm.

Lead hammer.
Starting position: Silastene.
Copaslip.
Related procedure:
Inspection of guide bearing shell, 510-01.10

Criteria for replacement of bearings, 506-01.16

08028-0D/H5250/94.08.12

Capacity : 2 men
Data:

96.30 - ES0S-G
MAN Diesel

Edition 01H Inspection of Main Bearing Shells Page 2 (3)
L23/30H
Make Ready for Dismantling of the Main Bear-
ing
1) Dismount crankcase covers in front and oppo-

site the bearing concerned.
2) Turn the engine until the crank is in a conveni-

ent position for carrying out the work.
3) Dismount the bracing screw (side screw).
4) Mount the hydraulic tools and loosen the main

bearing stud nuts. For operation of the hydraulic tools,
see working card 520-01.05.
Fig 2. Mounting of Wire Straps.
8) Lift the main bearing cap a little and unscrew

the bearing stud nut.
9) Fit guide tubes on the threads of the bearing

studs and lower the bearing cap to make it rest on
the collar of the guide tubes.
Dismantling of the Main Bearing Shells
10) Remove the locking piece from the bearing

cap and take out the bearing shell.
11) Fit the tool for upper main bearing, for dis-mant-
ling of upper main bearing shell, in the lubricating
Fig 1. Mounting of Hydraulic Tools.
hole in the crankshaft and turn out the upper bearing
shell by turning the crankshaft, see fig 3.
5) Dismount the hydraulic tools and slacken the

nuts somewhat.
Dismantling of the Main Bearing Cap
6) Fit the eye screws, diagonally, in the threaded

08028-0D/H5250/94.08.12
holes in the main bearing cap, see fig 2.
Pass the wire supplied through the eye screw and at-
tach it as shown, so as to keep the bearing cap in place
when the main bearing stud nuts are removed. Tool for upper main bearing
7) Work the main bearing cap loose from the

engine frame with a lead hammer or similar. Fig 3. Mounting of tool for upper main bearing.
96.30 - ES0S-G
Working Card 510.01-05
Page 3 (3) Inspection of Main Bearing Shells Edition 01H
L23/30H
Cleaning 16) Lubricate the end of the bearing shells with
molycote pasta or similar.
12) Clean all machined surfaces, on frame, bearing
cap, stud, nuts and bearing shells. 17) Insert the lower bearing shell in the bearing
cap and mount the locking piece.
Inspection of Main Bearing Shells Lubricate the bearing shell and journal with clean
lubricating oil.
13) Inspect the main bearing shells according to
working card 506-01.16.
Mounting of the Main Bearing Cap
Note: The bearing is marked according to size and
when replaced it must be by a new bearing of the 18) Raise the bearing cap into position, dismount
same size. the guide tubes, coat the bearing studs with molycote
pasta or similar and fit the bearing stud nuts.
Mounting of the Main Bearing Shells Make sure that the bearing cap and bearing shell
are in their correct position.
14) Push the upper bearing shell as far into position
as possible. 19) Dismantle the wire straps.
15) Fit the tool for upper main bearing in the lub- 20) Mount the hydraulic tools, see working card
ricating hole in the crankshaft and turn in the upper 520-01.05, and tighten the nuts as prescribed on
bearing shell by turning the crankshaft. page 500-40.
Make sure that the shell enters its correct position 21) Coat the back side of the bracing screws' (side
then remove the tool for upper main bearing. screws') hexagonal head with a thin coat of silastene
or similar.
22) Mount the screws and tighten with a torque

spanner as indicated on page 500.40.
08028-0D/H5250/94.08.12
96.30 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
510-01.10
Inspection of Guide Bearing Shells
Working Card
L23/30H

Shut-off cooling water 52006 273 80 - 360 Nm
Shut-off fuel oil 52010 106 2 pieces
52010 155 2 pieces
52021 501 2 pieces
Description: 52021 513
52021 202
Dismantling, inspection and/or replacement
and mounting of guide bearing shells and thrust
washer.

Hand tools:
Starting position: Allen key, 12 mm.

Lead hammer.
Silastene.
Copaslip.
Related procedure:
Inspection of main bearing shells. 510-01.05

Criteria for replacement of bearing
shells. 506-01.16

Capacity : 2 men

Data:

09.52 - ES0
urbo

Edition 03H Inspection of Guide Bearing Shells Page 2 (3)
L23/30H
Make Ready for Dismantling of the Guide Bearing
1) Dismount the crankcase covers opposite the

bearing concerned.
2) Turn the engine until the crank is in a convenient

position for carrying out the work.
3) Dismount the bracing screw (side screw).
4) Mount the hydraulic tools, see fig 1, and loosen

the guide bearing stud nuts. For operation of the
hydraulic tools, see working card 520-01.05.
5) Dismount the hydraulic tools and slacken the Fig 2. Mounting of Wire Straps.
nuts somewhat.
Dismantling of the Guide Bearing Shells
0) Remove the locking piece from the bearing

1
cap and take out the bearing shell.
The thrust washer of the guide bearing is partially

countersunk into the engine frame and attached by
means of four screwed-on clamps which are visible
after lowering the bearing cap, see fig 3.
1) Unscrew the clamps and push out the thrust

1
washers.
Fig 1. Mounting of Hydraulic Tools.
Dismantling of the Guide Bearing Cap

Thrust washer
6) Fit the eye screws, diagonally, in the threaded
holes in the guide bearing cap, see fig 2.
Pass the wire supplied through the eye screw and

attach it as shown, so as to keep the bearing cap in
place when the guide bearing stud nuts are removed.
7) Work the guide bearing cap loose from the

engine frame with a lead hammer or similar.
8) Lift the guide bearing cap a little and unscrew Fig 3. Guide Bearing with Thrust Washer.
the bearing stud nut.
9) Fit guide tubes on the threads of the bearing 2) The upper bearing shell is dismounted by
1
studs and lower the bearing cap to make it rest on means of special tool see fig 4.
the collar of the guide tubes.
09.52 - ES0
Page 3 (3) Inspection of Guide Bearing Shells Edition 03H
L23/30H
Bearing
shell
Frame
In-line
Fig 4. Dismounting of Upper Shell. Fig 5. Mounting of Upper Shell in Guide Bearing.
7) Lubricate the end of the bearing shells with

1
Cleaning of Components molycote pasta or similar.
3) Clean all machined surfaces, on frame, bearing

1 8) Insert the lower bearing shell in the bearing
1
cap, stud, nuts and bearing shells. cap, and mount the locking piece.
Inspection of Guide Bearing Shells Mounting of Guide Bearing Cap
4) Inspect the guide bearing shells according to

1 Lubricate the bearing shell and journal with clean
working card 506-01.16. lubricating oil.
9) Raise the bearing cap into position, dismount

1
Mounting of the Guide Bearing Shells the guide tubes, coat the bearing stud with molycote
pasta or similar and fit the bearing stud nuts.
The bearing shells of the guide bearing, which are
identical to those of the main bearings, are narrower Make sure that the thrust washers, bearing shell and
than the bore for the guide bearing and it is therefore bearing cap are in their correct position.
essential that the shells are positioned perfectly cor-
rect in the bore. 20) Dismantle the wire straps.
For this purpose a guide tool is supplied for positio- 1) Mount the hydraulic tools, see working card
2
ning on the engine frame when the upper bearing 520-01.05, and tighten the nuts as prescribed on
shell is to be fitted, see fig 5. page 500-40.
5) Push the bearing shell into correct position

1 2) Coat the back side of the bracing screws' (side
2
through this guide tool, by using tool item 214, if screws') hexagonal head with a thin coat of silastene
necessary use a plastic hammer. or similar.
16) Fit the thrust washers and clamps. 23) Mount the screws and tighten with a torque
spanner as indicated on page 500.40.
Note: Clearance in guide bearing axially, see page
500.35.
09.52 - ES0
Your Notes :
08031-0D/H5250/94.09.07
510-04.00
Vibration Damper
Working Card
L23/30H

Shut-off fuel oil
Description:
Taking a silicone oil sample

Hand tools:
Starting position:
Related procedure:

08028-0D/H5250/94.08.12
Working time : 2-4 hours Plate no Item no Qty /

Capacity : 1 man
See plate 51004
Data:

10.15 - ES0S-G
MAN Diesel
510-04.00
Vibration Damper
Working Card
L23/30H
The vibration damper is equipped with extraction
plugs which provide the opportunity of testing the 3) Rotate the engine in order to bring the extraction
viscosity of the silicone oil inside the damper without plugs (6) of the damper in optimal position, see fig
having to dismantle it. 2A.
Corresponding to the condition of the silicone oil an

approximate assessment of the damper efficiency
is possible. A
6
A silicone oil sample should be extracted as follows
by means of a special tube that can be required
from MAN Diesel & Turbo, PrimeServ Holeby, see
plate 51004.
1) After the engine is stopped let damper cool

down to approximately 40°C.
2) For access to the damper remove the blank 6

flange (A) on the front end cover (B) see fig 1.
B
In some cases it is necessary to dismount the lub.
oil pump or the cooling water pump, for access to 5
the damper.
6
C
E
F
C
D
10 5 11
B
A
3
08028-0D/H5250/94.08.12
A. Blank flange or cooling water pump.

B. Front end cover.
C. Damper.
D. Gearwheel (if mounted) Fig 2. Vibration Damper
E. Main bearing (Frame)
F. Crankshaft.
4) Prepare the sample container (10) by removing

Fig 1. Mounting of Vibration Damper. one of its caps (11), see fig 2 C.
10.15 - ES0S-G
510-04.00
Vibration Damper
Working Card
L23/30H
5) Unscrew and remove one of the extraction 9) Send the sample container to:
plugs (6) and replace it with the sample container
(10). MAN Diesel & Turbo
PrimeServ Holeby
If meeting the inertia ring (3) unscrew the container Østervej 2
one revolution. 4960 Holeby
Denmark
6) Remove the second cap from the sample
container and wait until silicone fluid (5) begins to The sample must be marked in such a way that we
flow out from the free end. Depending on the silicone can forward the result of the analysis correctly.
viscosity the process needs a certain amount of time.
If possible it, can be speeded up by means of: - Name of ship.
- Engine type.
A Turning the damper until the sample contai- - Engine no.
ner is underneath the crankshaft. - Running hours.
B Temporarily removing the second extraction - Data for vibration damper.
plug too.
0) For hours between taking new samples, see
1
7) As soon as the silicone fluid begins to flow, page 500.25.
close the sample container by the cap. Remove
the container from the damper casing, wipe off the The quantity of silicone oil removed it so small that
sealing jace round the extraction hole and screw in up to 10 such samples can be taken without risk.
the plugs together with new sealing washers (7).
Now close the second side of the container.
8) Tighten both extraction plugs with thumb and

forefinger then turn them further 45° (about 20 Nm).
Seal both plugs by caulking their grooves.
08028-0D/H5250/94.08.12
10.15 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (2) Crankshaft 51001-04H
L23/30H
08028-0D/H5250/94.08.12
98.34 - ES0S
Plate
51001-04H Crankshaft Page 2 (2)
L23/30H
Item Item
021+ 2/C Counterweight Kontravægt
069 2/W Screw for Skrue for

counterweight kontravægt
128 1/E Oil throw ring Olieafslyngningsring
153 1/W Cylindrical pin Cylindrisk stift
165 1/E Crankshaft, Krumtapaksel


(crankshaft) (krumtap)
189 1/E Crankshaft Krumtapaksel

190 1/E Crankshaft Krumtapaksel

200 1/E Crankshaft Krumtapaksel,

+ Item No. 021 require + Item nr. 021 kræver

an individual match- en individuel tilpasning
ing before mounting før montering, kontakt
contact MAN Diesel MAN Diesel
08028-0D/H5250/94.08.12
Qty./W = Qty./Counterweight Antal/W = Antal/Kontravægt
98.34 - ES0S
Plate
Page 1 (2) Resilient Gear Wheel 51002-02H
L23/30H
243
135
123
111
206
088
135
052
160
196
218 147
172 111
111 159
08028-0D/H5250/94.08.12
231
172
040 184
111 064
172 076
94.24 - ES0S
Plate
51002-02H Resilient Gear Wheel Page 2 (2)
L23/30H
Item Item
040 3/E Distance piece Afstandsstykke
052 3/E Distance piece Afstandsstykke
064 6/E Spring Fjeder
076 6/E Spring guide Fjederstyr
088 6/E slide shoe Glidesko
111 12/E Nut Møtrik
123 1/E Axle journal Akseltap
135 4/E Screw Skrue
159 2/E Hexagon soc. screw Sætteskrue

with cup point
160 2/E Cylindrical pin Cylindrisk stift
172 18/E Locking washer Låseskive
184 6/E Screw Skrue
206 1/E Hub Nav
218 1/E Side plate Sideplade
243 1/E Resilient gear wheel, Fjederende tandhjul,

complete komplet
08028-0D/H5250/94.08.12
94.24 - ES0S
Plate
Page 1 (2) Flywheel with Gear Rim 51003-23H
L23/30H
105
046+
058
Crankshaft
(Plate 51001)
034
010
022
08028-0D/H5250/94.08.12
07.14 - ES0
Plate
51003-23H Flywheel with Gear Rim Page 2 (2)
L23/30H
Item Item
010 1/E Gear rim Tandkrans
034 12/E Self locking nut, for Selvlåsende møtrik for

item no. 046 item nr. 046
046+ 12/E Fitted bolt Pasbolt
058 1/E Flywheel Svinghjul
105 2/E Screw Skrue
+ Item 046 require an + Item nr. 046 kræver en

individual matching individuel tilpasning før
before mounting. montering.
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine Qty./E = Antal/Motor
07.14 - ES0
Index
Page 1(1)
Engine Frame and Base Frame 511
L23/30H
Description
Engine Frame and Base Frame --------------------------------------------------------------- 511. 01 (01H)
Working Card
Functional Test of Crankcase Safety Relief Valves---------------------------------------- 511-01.00 (10H)
Plates
Frame with Main Bearings ------------------------------------------------------------------------------51101- 10H

Mounting of Pumps ---------------------------------------------------------------------------------------51102- 11H
Covers on Frame(1) --------------------------------------------------------------------------------------51106- 30H
Covers on Frame(2) --------------------------------------------------------------------------------------51106- 31H
Your Notes :
08031-0D/H5250/94.09.07
Description
Engine Frame and Base Frame 511.01
Page 1 (1)
Edition 01H
L23/30H
Frame On the sides of the frame there are covers for acces
to the camshaft, the charge air receiver and crank-
The engine frame is made of cast iron, and is at- case. Some of the covers are fitted with relief valves
tached to the top of the base frame by means of which will act, should oil vapours in the crankcase be
bolts. The cross girders of the frame are provided ignited, for instance in the event of a hot bearing.
with bores for the main bearings in which the crank-
shaft is underslung, i.e. it is carried by the main The charge air cooler housing is a integrated part
bearing caps. of the frame.
The main bearing caps are attached by means of

studs and nuts, which are loosened and tightened Base Frame
with the aid of hydraulic tools. After mounting, the
main bearing caps are further secured by means Engine and alternator (gear, pump) are mounted on
of bracing screws, which are screwed horizontally a common base frame which is in welded design.
into the sides of the caps and tightened against the
sides of the engine frame. The main bearings are The base frame is used as lubricating oil reservoir
equipped with replaceable shells which are fitted "wet sump".
without scraping.
The crankshaft guide bearing is located at the fly-

wheel end of the engine.
94.26 - ES0U
Your Notes :
08031-0D/H5250/94.09.07
Page 1 (2) Functional Test of Crankcase Safety Relief Valves Edition 10H
L23/30H

Shut-off fuel oil
Description:
Functional test of crankcase safety relief val-

ves. Hand tools:
Starting position:
Related procedure:

08028-0D/H5250/94.08.12

Capacity : 1 man
51106 058 1/cyl.
Data: 51106 071 1/relief valve
51106 740 12/relief valve
06.46 - ES0
Edition 10H Functional Test of Crankcase Safety Relief Valves Page 2 (2)
L23/30H
Functional Testing
Functional testing of the crankcase safety relief

valves cannot be performed during operation of the Cover
engine, but it must be checked during overhauls that
the valve flap is movable.
Relief
valve
When Painting
When painting the engine, take care not to block up

the safety relief valves with paint.
Check of Opening Pressure
To check the proper opening pressure, proceed as

follows:
1) Remove the relief valve cover from the engi-

ne.
2) Place the cover on the floor with the pressure Fig 1 Cover with relief valve
area upwards.
3) Apply a weight at 5 kg on the pressure area.
The relief valve must open under this pres-

sure.
4) 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 detected, see also description
503.04, Ignition in Crankcase.
08028-0D/H5250/94.08.12
06.46 - ES0
Plate
Page 1 (2)
Frame with Main Bearings 51101-10H
L23/30H
08028-0D/H5250/94.08.12
00.09 - ES0
Plate
51101-10H Frame with Main Bearings Page 2 (2)
L23/30H
Item Item
013 1/E Frame Stativ 397 1/E Frame complete, incl. Stativ komplet, inkl.
item 049, 062, 108, 133, item 049, 062, 108, 133,
025 5/E Bracing bolt Sideskrue 145, 169, 170, 216, 241, 145, 169, 170, 216, 241,
290, 300, 324, 348, 361, 290, 300, 324, 348, 361,
049 4/C Nut for cylinder Møtrik for cylinder- plate 50701 item 048, plate 50701 item 048,
head stud dækseltap 061, 073, 276, plate 061, 073, 276, plate
50705 item 350, 362 50705 item 350, 362
050 4/C Protective cap Beskyttelseshætte
062 4/C Stud for cylinder head Tap for cylinderdæksel

+ Item No 108, 300 + Item nr. 108, 300 kræ-
074 1/E Plug Prop require an individual ver en individuel
matching before tilpasning før montering,
086 1/E Coupling Kobling mounting, contact kontakt MAN B&W,
MAN B&W, Holeby Holeby
098 2/E Plug Prop
108+ 1/C Main bearing cap Hovedlejedæksel
121 1/B Screw Skrue
133 1/B Securing piece Sikringstykke
145 1/B Spring pin Fjederstift
157 1/C Main bearing shell 2/2 Hovedlejeskaller 2/2
169 2/B Main bearing stud Hovedlejetap
170 2/B Nut for main Møtrik for

bearing stud hovedlejetap
228 1/E Plug Prop
241 2/B Bracing bolt Sideskrue
253 2/E Thrust washer Trykskive
265 4/E Locking piece Låsestykke
290 4/E Screw Skrue
300+ 1/E Guide bearing cap Styrelejedæksel
336 /I Molykote paste Molykote

08028-0D/H5250/94.08.12
Qty./B = Qty./Bearing Antal/B = Antal/Leje
Qty./I = Qty./Individual Antal/I = Antal/Individuelt
00.09 - ES0
Plate
Page 1 (2) Mounting of Pumps 51102-11H
L23/30H
176 211
093 188 140
139 235
223
115 164
247
152
451
127
235
For fresh water pump,
103
see Plate 51610
223
08028-0D/H5250/94.08.12
152
For lubricating oil pump,

see Plate 51501
06.50 - ES0
Plate
51102-11H Mounting of Pumps Page 2 (2)
L23/30H
Item Item
093 1/E Guard end, fore Endedæksel, for
164 2/E Guide pin Styrestift
176 2/E Spray pipe Sprøjterør
188 4/E Locking plate Låseplade
211 4/E Screw Skrue
235 2/E Sealing ring Tætningsring
247 2/E Nut Møtrik
08028-0D/H5250/94.08.12
06.50 - ES0
Plate
Page 1 (2) Covers on Frame 51106-30H
L23/30H
644
632
656
693
561
524
512
693
536
548
573
585
668
08028-0D/H5250/94.08.12
620
607 776
619 681
597
06.49 - ES0
Plate
51106-30H Covers on Frame Page 2 (2)
L23/30H
Item Item
512 1/E Cover 2/2 Dæksel 2/2
548 4/E Nut Møtrik
573 4/E Screw Skrue
585 1/E Sealing ring 2/2 Tætningsring 2/2
619 2/E Nut Møtrik
644 8/E Screw Skrue
668 2/E Screw Skrue
681 4/E Screw Skrue
693 /I Packing Silicone

silicone paste
776 2/E Screw Skrue
08028-0D/H5250/94.08.12
06.49 - ES0
Plate
L23/30H
490
740 058
010 071
071 083
764
752
129
Frame
Plate 51101
191
201 249
250
262
154 286
298
213 308
500 274
225
166 321
178 286
237 298
308
Coolerbox see 333
plate 51203 345
249
250
357
369
428 370
382
308
465
453 404
441 129
08028-0D/H5250/94.08.12
715 477 416

058
703
394
693
489
Cover see
plate 51102
06.49 - ES0
Plate
51106-31H Covers on Frame Page 2 (3)
L23/30H
Item Item
010 6/D Coach bolt Bræddebolt 321 Guard intermediate Mellemskærm

058 2/C O-ring O-ring 5/E 6 cyl. engine 6 cyl. motor
071 12/D Washer Skive 7/E 8 cyl. engine 8 cyl. motor
083 6/D Self locking nut Selvlåsende møtrik 333 2/C Stud Tap
129 8/C Screw Skrue 345 1/E Guard end fore Skærm, for
154 28/E Screw Skrue 357 1/E Guard end fore Skærm, for
166 2/E Cover Dæksel 369 1/E Guard Skærm
178 2/E Gasket Pakning 370 6/E Screw Skrue
191 2/C Stud Tap 382 1/E Guard end fore Skærm, for
201 2/E Stud Tap 394 6/C Screw Skrue

only for 900 rpm kun for 900 omdr.
213 4/C Screw Skrue
404 2/E Screw Skrue
225 1/C Cover for camshaft Dæksel for kamaksel-
housing hus 416 Cover for Dæksel for
crankcase krumtaphus
237 1/C O-ring O-ring 6/E 5 cyl. engine 5 cyl. motor
249 5/E Screw Skrue 9/E 7 cyl. engine 7 cyl. motor
428 4/E Screw Skrue
262 1/E Guard end aft Skærm, agter
441 2/E Tapered dowel Styrestift
274 1/E Guard end aft Skærm, agter
286 Spring pin Fjederstift
22/E 5 cyl. engine 5 cyl. motor 465 2/E Nut Møtrik
30/E 7 cyl. engine 7 cyl. motor 477 6/C Nut Møtrik
34/E 8 cyl. engine 8 cyl. motor only for 720/750 rpm kun for 720/750 omdr.
298 Handle Håndtag 489 6/C Screw Skrue

22/E 5 cyl. engine 5 cyl. motor only for 720/750 rpm kun for 720/750 omdr.
30/E 7 cyl. engine 7 cyl. motor 490 Cover with safety Dæksel med sikker-
34/E 8 cyl. engine 8 cyl. motor valve, complete incl. hedsventil, komplet inkl.
item 010, 022, 034, item 010, 022, 034,
308 Washer Skive 046, 071, 083, 095, 046, 071, 083, 095,
24/E 5 cyl. engine 5 cyl. motor 105, 117 105, 117
28/E 6 cyl. engine 6 cyl. motor 4/E 5 cyl. engine 5 cyl. motor
08028-0D/H5250/94.08.12
Qty./D = Qty./Safety cover Antal/D = Antal/sikkerhedsdæksel
06.49 - ES0
Plate
L23/30H
Item Item
500 Guard intermediate Mellemskærm, komplet

complete, incl. item inkl. item 191, 286, 298,
191, 286, 298, 308, 308, 321, 333
321, 333
693 /I Packing Silicone

silicone paste
715 6/E Screw Skrue
740 1/D O-ring O-ring
752 Safety valve, Sikkerhedsventil,

complete komplet
764 1/D Flange Flange

08028-0D/H5250/94.08.12
Qty./D = Qty./Safety cover Antal/D = Antal/sikkerhedsdæksel
06.49 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Index
Page 1(1)
Turbocharger System 512
L23/30H
Description
Turbocharger System ---------------------------------------------------------------------------- 512. 01 (01H)

Cleaning the Turbocharger in Service, Water Washing - Turbine Side --------------512. 05 (01)
Cleaning the Turbocharger in Service, Dry Cleaning - Turbine Side ----------------- 512. 10 (02H)
Cleaning the Turbocharger in Service - Turbine Side ---------------------------------- 512 14 (01)
Exhaust Pipe Arrangement -------------------------------------------------------------------- 512. 02 (02S)
Working Card
Overhaul of Charging Air Cooler ---------------------------------------------------------------512- 01. 00 (01H)

Water Washing of Compressor Side --------------------------------------------------------- 512- 05. 00 (01)
Cleaning the Turbine, dry cleaning ------------------------------------------------------------512- 10. 00 (05)
Water Washing of Turbine Side --------------------------------------------------------------- 512- 15. 00 (05)
Plates
Charging Air Cooler -------------------------------------------------------------------------------------- 51201- 05H

Exhaust Pipe Arrangement -----------------------------------------------------------------------------51202- 01S
Turbocharging Arrangement --------------------------------------------------------------------------- 51203- 10H
Steam Trap -------------------------------------------------------------------------------------------------51208- 01H
Description
Turbocharger System 512.01
Page 1 (2)
Edition 01H
L23/30H
Water washing, turbine side, inlet P7 Exhaust gas, outlet P2 M1 Charge air, inlet
P8 Water washing,
compressor side with
quick coupling, inlet
Charging air from TC

Water washing
compressor side
Exhaust gas to TC
Lambda Cylinder P6 Drain from turbocharger, outlet
Fig. 1. Diagram for Turbocharger System
Turbocharger System The charging air cooler is a compact tube-type

cooler with a large cooling surface. The cooling
The turbocharger system of the engine, which is a wa-ter is passed twice through the cooler, the end
constant pressure system, consists of an exhaust covers being designed with partitions which cause
gas receiver, a turbocharger, a charging air cooler the cooling water to turn.
and a charging air receiver, the latter being integrated
in the engine frame. The cooling water tubes are fixed to the tube plates
by expansion.
The turbine wheel of the turbocharger is driven by the
engine exhaust gas, and the turbine wheel dri-ves From the exhaust valves, the exhaust is led through
the turbocharger compressor, which is moun-ted on a water cooled intermediate piece to the exhaust gas
the same shaft. The compressor sucks air from the receiver where the pulsatory pressure from the indi-
engine room, through the air filters. vidual exhaust valves is equalized and passed to the
turbocharger as a constant pressure, and further to
Turbocharger, see separate manual. the exhaust outlet and silencer arrangement.
The turbocharger pumps the air through the char- The exhaust gas receiver is made of pipe sections,
ging air cooler to the charging air receiver. From the one for each cylinder, connected to each other, by
charging air receiver, the air flows to each cylinder, means of compensators, to prevent excessive stress
through the inlet valves. in the pipes due to heat expansion.
95.26 - ES0S
MAN Diesel
512.01 Turbocharger System Description

Page 2 (2)
Edition 01H
L23/30H
In the cooled intermediate piece a thermometer for To avoid excessive thermal loss and to ensure a
reading the exhaust gas temperature is fitted and reasonably low surface temperature the exhaust gas
there is also possibility of fitting a sensor for remote receiver is insulated.
reading.
95.26 - ES0S
Description Cleaning the Turbocharger In Service 512.05
Page 1 (1)
Water Washing of Compressor Edition 01
General
Compressor Chemical cleaning will not improve the cleaning

process as this primarily is based on the mechanical
Fouling of the airways depends primarily on the pu- effect from the impact of the water droplets.
rity of the inlet air and thus, in turn, on the general
maintenance condition of the machinery, i.e. mainly Certain types of fluid solvents can give formation
of the gas and oil tightness of the engines and on the of deposits on the compressor wheel, and should
fresh air ventilation system of the engine room. under no circumstances be used.
Fouling of air filter, compressor or charging air cooler The intervals between cleaning by injection of water
may be observed as changes in performance para- should be adjusted after assessing the degree and
meters: rate of fouling in the particular plant, i.e. based on
observations and experience.
- Decreasing charging air pressure.
- 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.
94.26 - ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Description Cleaning the Turbocharger in Service 512.10
Page 1 (3)
Dry Cleaning - Turbine Edition 02H
L21/31, L27/38
L23/30H, V28/32S
Description Cleaning System
The tendency to fouling on the gas side of turbo- The cleaning system consists of a cleaning agent
chargers depends on the combustion conditions, container (2) with a capacity of approx. 0.5 liters and
which are a result of the load and the maintenance a removable cover. Furthermore the system consists
condition of the engine as well as the quality of the of an air valve (3), a closing valve (1) and two snap
fuel oil used. on connectors.
Fouling of the gas ways will cause higher exhaust The position numbers (2) and (3) indicate the system's
gas temperatures and higher wall temperatures of "blow-gun". Only one "blow-gun" is used for each
the combustion chamber components and will also engine plant. The blow-gun is working according to
lead to a higher fuel consumption rate. the ejector principle with pressure air (working air)
at 5-7 bar as driven medium. Injection time approx.
Tests and practical experience have shown that radi- 2 min. Air consumption approx. 5 Nm3/2 min.
al-flow turbines can be successfully cleaned by the
dry cleaning method.
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 wor-

king air with a pressure of 5-7 bar.
On account of their hardness, particularly suited

blasting agents such as nut-shells, broken or artifi-
cially shaped activated charcoal with a grain size of
1.0 mm to max. 1.5 mm should be used as cleaning
agents.
1 Closing valve 2 Container
The solid bodies have a mechanical cleaning effect 3 Air valve 4 working air inlet
which removes any deposits on nozzle vanes and 5 Exhaust pipe 6 Snap coupling
turbine blades.
Fig 1 Arrangement of dry cleaning of turbocharger - Turbine
Dry cleaning can be executed at full engine load and
does not require any subsequent operating period of
the engine in order to dry out the exhaust system.
Experience has shown that regular cleaning intervals

are essential to successful cleaning, as excessive
fouling is thus avoided. Cleaning every second day
during operation is recommended.
The cleaning intervals can be shorter or longer based

on operational experience.
97.08 - ES2
512.10 Cleaning the Turbocharger in Service Description
Page 2 (3)
Edition 02H Dry Cleaning - Turbine
L21/31, L27/38
L23/30H, V28/32S
Dry cleaning of turbochargers
Suppliers of cleaning agents:
1. "Solf Blast Grit, Grade 14/25"
TURCO Products B.V.

Verl. Blokkenweg 12, 617 AD EDE - Holland
Tel.:08380 - 31380, Fax.: 08380 - 37069
2. Designation unknown
Neptunes Vinke B.V.

Schuttevaerweg 24, 3044 BB Rotterdam
Potbus 11032, 3004 E.A. Rotterdam, Holland
Tel.: 010 - 4373166 Fax.: 4623466
3. "Grade 16/10"
FA. Poul Auer GmbH

Strahltechnik
D-6800 Mainheim 31, Germany
4. "Granulated Nut Shells"
Eisenwerke Würth GmbH + Co.

4107 Bad Friederichshall, Germany
Tel.: 0 71 36-60 01
5. "Soft Blasting Grade 12/3a"
H.S. Hansen Eftf. Kattegatvej 2

2100 Copenhagen Ø, Denmark
Tel.:(31) 29 97 00 Telex: 19038
6. "Crushed Nutshells"
Brigantine, Hong Kong
7. "Turbine Wash"
Ishikawajima-Harima Heavy Industries Co.

Ishiko Bldg., 2-9-7 Yassu, Chuo-Ku
Tokyo 104, Japan
Tel.: 03-2 77-42 91
97.08 - ES2
Description Cleaning the Turbocharger in Service 512.10
Page 3 (3)
Dry Cleaning - Turbine Edition 02H
L21/31, L27/38
L23/30H, V28/32S
8. "A-C Cleaner" (Activated Coal)
Mitsui Kozan Co. Ltd. (Fuel Dept.)

Yamaguchi Bldg., 2-1-1 Nihonbashi
Muromachi, Chuo-Ku
Tokyo 103, Japan
9. "OMT-701"
Marix KK
Kimura Bldg., 6-2-1 Shinbashi
Minato-Ku, Tokyo 105, Japan
Tel.: 03-4 36-63 71, Telex: 242-7232 MAIX J
10. "OMT-701"
OMT Incorporated
4F, Kiji Bldg., 2-8 Hatchobori,
4-chome, Chuo-Ku, Tokyo 104, Japan
Tel.: 03-5 53-50 77, Telex: 252-2747 OMTINC J
11. "Marine Grid No. 14" (Walnut)
Hikawa Marine
Kaigan-Dori 1-1-1, Kobe 650, Japan
Tel.: 0 78-3 21-66 56
12. "Marine Grid No. 14"
Mashin Shokai
Irie-Dori, 3-1-13, Hyogo-Ku
Kobe 652, Japan
Tel.: 0 78-6 51-15 81
13. Granulate
MAN Diesel
Teglholmsgade 41 2450 København SV, Danmark
Tel.: +45 33 851100 Fax.: +45 33 851030
The list is for guidance only and must not be considered complete. We
undertake no responsibility that might be caused by these or other pro-
ducts.
97.08 - ES2
Your Notes :
08031-0D/H5250/94.09.07
MAN Diesel & Turbo
Description 512.14
Page 1 (6) Cleaning the turbocharger in service - turbine side
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38, L16/24S, L21/31S, L23/30S, L27/38S,

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
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (2) Exhaust Pipe Arrangement 51202-02S
7-8L23/30H-720/750 RPM
6-7-8L23/30H-900 RPM
08028-0D/H5250/94.08.12
94.22-ES0S
Plate
51202-02S Exhaust Pipe Arrangement Page 2 (2)
7-8L23/30H-720/750 RPM
6-7-8L23/30H-900 RPM
Item Item
Qty. Designation Qty. Designation
No. No.
012 1/C Intermediate piece, complete, incl. 193 3/C Plug screw
item 181, 193, 203, 215 and 227 203 3/C Gasket
024 2/C Gasket 215 1/C Plug screw
036 4/C Screw 227 1/C Sealing ring
041 1/E Exhaust pipe 239 4/C Screw
051 Exhaust pipe 240 1/C Screw
4/E 6 cyl. engine 252 1/C Cooling water nipple
5/E 7 cyl. engine 264 2/C O-ring
6/E 8 cyl. engine
061 1/E Exhaust pipe for cyl. 1
073 1/E Flange
081 Compensator
5/E 6 cyl. engine
6/E 7 cyl. engine
7/E 8 cyl. engine
097 1/E Compensator
101 Gasket
10/E 6 cyl. engine
12/E 7 cyl. engine
14/E 8 cyl. engine
111 3/E Gasket
121 Nut
120/E 6 cyl. engine
146/E 7 cyl. engine
170/E 8 cyl. engine
131 Screw
120/E 6 cyl. engine
146/E 7 cyl. engine
170/E 8 cyl. engine
144 8/E Screw
156 16/E Nut
168 8/E Screw
08028-0D/H5250/94.08.12
171 8/E Screw

181 1/C Intermediate piece
191 1/E End cover, aft
When ordering spare parts, see also page 500.50
* = Only available as part of a spare parts kit.

Qty./E = Qty./Engine
Qty./C = Qty./Cylinder
94.22-ES0S
Your Notes :
08031-0D/H5250/94.09.07
Page 1 (2) Overhaul of Charging Air Cooler Edition 01H
L23/30H

Shut-off fuel oil
Description:
Overhaul of charging air cooler.

Hand tools:

Starting position: Allen key, 10 mm.
Wire rope.
Tackle.
Related procedure:

08028-0D/H5250/94.08.12
Working time : 3-4 hours Plate no Item no Qty/

Capacity : 2 men
51201 113 6/cooler
Data: 51201 029 1/cooler
51201 066 1/cooler
Data for pressure and tolerance (Page 500.35) 61203 035 1/cooler
96.20 - ES0S
MAN Diesel

Edition 01H Overhaul of Charging Air Cooler Page 2 (2)
L23/30H
The charging air cooler is normally cleaned and 4) Clean the cooler element of the water and air
overhauled at the intervals indicated in the "Planned sides.
Maintenance Program", or if observations prove that
the cooler does not work satisfactory, see section After using cleaning agents the manufacting recom-
502. mendation must be followed.
The greatest care must be exercised when dismant-

Overhaul of Charging Air Cooler. ling cleaning and mounting the cooler element, as
the thin fins of the tubes cannot stand impacts and
1) Close the cooling water inlet and outlet valves pressure.
and disconnect the pipes.
If nevertheless, the metal is bended, it should be
2) Remove the screw (1), fig 1, which secure the carefully straightened, as bent fins will increase the
end cover of the cooler element to the cooler hous- pressure drop across the cooler considerably.
ing, and pull the cooler element half-way out.
Should one ore more cooler tubes become leaky
Place a wire rope round the cooler element and at- it/they must immediately be made tight, either by
tach a tackle hook, after which the elements are lifted expending the tube ends into the tube plates or by
and pulled out of the cooler housing and landed on blanking of the tube(s) concerned with plugs.
a couple of wooden planks on the floor.
It is important that the charging air cooler is not leaky
as any sea water that leaks in will be carried along
with the air to the cylinders where the salt contained
in the water will damage valves, piston rings, and
cylinder liners.
5) Also clean end cover and coat it on the inside

with an anti-corrosion blocks agent. Inspect the anti-
corrosion (6) and renew if necessary.
Note: That paint or similar must not be applied to

these blocks.
6) Fouling and deposite in the pipes can be remo-

ved by using a hand or machine operated circular
steel brush. The pipe inner diameter is 13 mm.
7) When mounting the air cooler, renew all gas-

kets.
Out of Service Periods.

08028-0D/H5250/94.08.12
At longer periods out of service the air cooler is

Fig 1. drained if the coolant is sea water followed by flushing
with fresh water and left with drain and venting cocks
open.
3) Remove screws (2) and end cover (3) reversal
chamber (4) and side plates (5). At fresh water coolant systems recommendations
for the entire system is followed.
96.20 - ES0S
Page 1 (3) Water Washing of Compressor Side Edition 01
General

Shut-off fuel oil
Press button (Blocking - Reset)
Water washing of compressor side.

Turbocharger cleaning with engine in service.
Starting position
Related procedure

08028-0D/H5250/94.08.12
Working time : 1/4 hour Plate no Item no Qty /

Capacity : 1 man
See the special instructions for turbocharger.
Data

02.20 - ES0S-G
Edition 01 Water Washing of Compressor Side Page 2 (3)
General
Before Cleaning
The cleaning process is only to be carried out when 3) Fill the container with 2 litres fresh water (see
the engine is at operating temperature (see Opera- the scale on the container).
ting Data 500.30) and when it is loaded as close as
possible to full load (see Main Data 500.00).
Warning: Do not use sea water or cooling water.
See also "Cleaning the Turbocharger in Service,
Water Washing of Compressor", 512.05.
4) Mount the top cover on the container.
Cleaning Procedure 5) Blow air into the container by means of a blow

gun, until an operation pressure of 3 bar is reached
1) Run the engine with as high a load as pos- (see fig 2).
sible.
2) Discharge the excesspressure in the container The safety valve will open at a pressure of 4 bar.
by drawing out the spindle in the safety valve (see
fig. 1) before loosening the top cover. Excesspressure will discharge through the safety
valve.
The spindle returns automatically by means of a
built-in spring.
08028-0D/H5250/94.08.12
Fig 1 Fig 2
02.20 - ES0S-G
Working Card
Water Washing of Compressor Side 512-05.00
General
6) Connect the plug-in coupling of the lance to
the snap coupling on the pipe (see fig 3).
7) Depress the handle on the hand valve until

the water is completely injected into the compressor
(approx. 30 seconds).
The water will enter the compressor in atomized

condition, impinge the vanes of the compressor
wheel with high velocity and thus wash off the dirt
deposited.
8) Release the plug-in coupling and vent the

container by drawing the spindle out of the safety
valve.
After Cleaning
9) Run the engine for minimum 10 minutes at

1 Injection tube 5 Hand valve with handle unaltered high load.
2 Pipe 6 Container
3 Snap coupling 7 Charge air line
4 Plug-in coupling 10) Compare the measurements of the operating
data (see fig 4) before and after the cleaning proce-
dure (see Operating Data 500.30).
Fig 3
IF THEN
the comparison indicates success of the the water washing of the compressor side
washing procedure is finished
the comparison indicates lack of the wa- carry out the washing procedure from step
shing procedure 1 with 10 minutes interval from the initial
washing
08028-0D/H5250/94.08.12
severe dirt is being deposited in the com- dismantling of the compressor components
pressor for manual cleaning is necessary (see spe-
cial turbocharger manual in section 512).
Fig 4
02.20 - ES0S-G
MAN Diesel & Turbo
Work Card 512-10.00
Page 1 (2) Cleaning the Turbine, dry cleaning
Edition 05

L28/32S
Engine stopped Plate No. Item No. Note

Shut-off starting air 51210 .
Shut off fuel oil
Stop lub. oil circulation
Short Description
Cleaning and/or maintenance of air filter.
Starting Position Hand Tools
Related Procedure
Qualified Manpower Replacement and wearing parts

Duration in h : 1/2 Plate No. Item No. Quantity
Number : 1 See special
instruction for tur-
bocharger
Data
Data for tightening torque (Page 500.40)
2015.03.03.
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
3) Connect to the working air system (4).

4) Connect the dry cleaning device to valve (1)
Health Risk! and open valve (3). Then open valve (1) slowly
Due to vibrations during engine operation, espe- until a hissing sound indicates that the granu-
cially in awkward positions! late is being injected. Injection period: Approx.
2 min or until the container is empty.
Dry cleaning must be performed at all injection con-
Dry cleaning nections (if more than one).
Note: 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.
2015.03.03.
MAN Diesel & Turbo
Work Card 512-15.00
Page 1 (2) Water washing of turbine side
Edition 05

L28/32S
Engine stopped Plate No. Item No. Note

Shut off fuel oil
Short Description
Water washing of turbine side, cleaning with
engine in service.
Related Procedure

Duration in h : 1/2 Plate No. Item No. Quantity
Number : 1 See the special
instruction for tur-
bocharger.
Data
2015.03.02
MAN Diesel & Turbo
512-15.00 Work Card
Water washing of turbine side Page 2 (2)
Edition 05

L28/32S
7) Open the valve, see fig.2, pos. 3.
Check water is coming out of the T/C drain;
this might take some time (10-20 sec.).
When the exhaust temperature after T/C drops
to below 100oC, close the water washing (pos.
3) until the temperature after T/C has reached
150oC.
8) Repeat the sequence until the drain water
Cleaning procedure coming out is clean (light grey) and free from
1) See Description 512.20/612.20, "Cleaning of bigger soot particles.
turbocharger in service - turbine side", for pre- 9) Close the valve (pos. 2) and check that the
adjustment of washing tool. water drain flow has stopped and disconnect
2) Reduce the engine load to 0-15% and let the the water washing gun.
engine stabilize for 10 min. so that the exhaust 10) Continue at this load at least 10 min. before
gas temperature before T/C is below 320oC. increasing the load to the normal condition.
3) Open the drain cock at the turbocharger outlet 11) After the water washing, the engine should run
drain pipe and check for free passage, see fig. for at least 1 hour before stop.
1, pos. 1.
Figure 2: .
Figure 1: .
4) Turn valve, fig. 2, pos. 2, to position "Open"

and check for free passage.
5) Connect the water supply to the water washing
gun.
6) Connect the water washing gun to the valve,
pos. 2.
2015.03.02
Plate
Page 1 (2) Charging Air Cooler - Freshwater 51201-05H
6L23/30H-900 RPM
7-8L23/30H-720/750/900 RPM
08028-0D/H5250/94.08.12
97.06 - ES0S
Plate
51201-05H Charging Air Cooler - Freshwater Page 2 (2)
6L23/30H-900 RPM
7-8L23/30H-720/750/900 RPM
Item Item
017 1/K Crossmember Travers
029 1/K Crossmember Travers
030 2/K Pipe Rør
042 1/K Cooler block Kølerblok
054 1/K Gasket end cover Pakning endedæksel
066 4/K Plug screw Propskrue
078 4/K Cu-washer Cu-skive
091 1/K End cover Endedæksel
101 4/K Nut Møtrik
113 8/K Screw Skrue
125 1/K Top plate Toplade
137 1/K Gasket Pakning

reversing cover vendekammer
149 1/K Reversing cover Vendekammer
150 29/K Screw Skrue
174 3/K Screw Skrue
186 3/K Cu-washer Cu-skive
198 5/K Screw Skrue
208 1/K Bottom plate Bundplade
221 8/K Screw Skrue
233 1/K O-ring O-ring
257 1/K Gasket Pakning
269 1/K Ring Ring
270 1/K Drain pipe for WMC Drænrør for WMC
294 1/K Water mist catcher Vandudskiller

08028-0D/H5250/94.08.12
304 1/E Charging air cooler, Ladeluftkøler, komplet,

complete, incl. item inkl. item 017, 029, 030,
017, 029, 030, 042, 054, 042, 054, 066, 078, 091,
066, 078, 091, 101, 113, 101, 113, 125, 137, 149,
125, 137, 149, 150, 174, 150, 174, 186, 198,
186, 198, 208, 221, 233, 208, 221, 233, 269, 270
269, 270 and 294 og 294
Qty./E = Qty./Engine. Antal/E = Antal/Motor
Qty./K = Cooler Antal/K = Køler
97.06 - ES0S
Plate
Page 1 (2) Exhaust Pipe Arrangement 51202-01S
5L23/30H
6L23/30H-720/750 RPM
08028-0D/H5250/94.08.12
94.22-ES0S
Plate
51202-01S Exhaust Pipe Arrangement Page 2 (2)
5L23/30H
6L23/30H-720/750 RPM
Item Item
No. No.
012 1/C Intermediate piece, complete, incl. 193 3/C Plug screw
item 181, 193, 203, 215 and 227 203 3/C Gasket
024 2/C Gasket 215 1/C Plug screw
036 4/C Screw 227 1/C Sealing ring
041 1/E Exhaust pipe 239 4/C Screw
051 Exhaust pipe 240 1/C Screw
3/E 5 cyl. engine 252 1/C Cooling water nipple
4/E 6 cyl. engine 264 2/C O-ring
061 1/E Exhaust pipe for cyl. 1
073 1/E Flange
081 Compensator
4/E 5 cyl. engine
5/E 6 cyl. engine
097 1/E Compensator
101 Gasket
8/E 5 cyl. engine
10/E 6 cyl. engine
111 3/E Gasket
121 Nut
96/E 5 cyl. engine
120/E 6 cyl. engine
131 Screw
96/E 5 cyl. engine
120/E 6 cyl. engine
144 8/E Screw
156 16/E Nut
168 8/E Screw
171 8/E Screw
181 1/C Intermediate piece
191 1/E End cover, aft
08028-0D/H5250/94.08.12

Qty./C = Qty./Cylinder
94.22-ES0S
Plate
Page 1 (2) Turbocharging Arrangement 51203-10H
6L23/30H-900 RPM
7-8L23/30H-720/750/900 RPM
08028-0D/H5250/94.08.12
01.30 - ES0S
Plate
51203-10H Turbocharging Arrangement Page 2 (2)
6L23/30H-900 RPM
7-8L23/30H-720/750/900 RPM
Item Item
018 1/E Gas outlet Gasudløb 366 16/E Screw Skrue
031 16/E Screw Skrue 378 /I Packing Silicone

silicone paste
043 1/E Bracket for Konsol for
tubocharger turbolader 391 4/E Nut Møtrik
055 5/E Screw Skrue 401 8/E Screw Skrue
067 5/E Spring lock Låseskive 413 2/E Support Holder
079 6/E Screw Skrue 425 2/E Support Holder
092 1/E Gasket Pakning 437 4/E Screw Skrue
102 14/E Screw Skrue 449 1/E Gasket Pakning
114 1/E Shield Skærm 450 4/E Screw Skrue
126 18/E Screw Skrue 462 1/E Diffusor Diffuser
138 1/E Cooler box for Kølerboks for ladeluft 474 8/E Screw Skrue
charge air
486 8/E Nut Møtrik
151 1/E Compensator Kompensator
209 1/C Inlet pipe Indstrømningsrør
508 1/E Compensator Kompensator
521 8/E Screw Skrue
222 4/C Screw Skrue
533 1/E Flange Flange

08028-0D/H5250/94.08.12
Qty./C = Qty./Cylinder Antal/E = Antal/Cylinder
01.30 - ES0S
Plate
Page 1 (2) Steam Trap 51208-01H
L23/30H
V28/32S
015
052
027
064
039
040
076
08028-0D/H5250/94.08.12
97.07 - ES0S
MAN Diesel
Plate
51208-01H Steam Trap Page 2 (2)
L23/30H
V28/32S
Item Item
015 1/E Steam trap, Vandudlader,

complete komplet
027 1/E Packing Pakning
039 1/E Clip Klemme
040 1/E House, bottom Hus, bund
052 1/E House, top Hus, top
064 1/E Swimmer Svømmer
076 1/E Valve Ventil
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine Qty./E = Qty./Motor
97.07 - ES0S
Index
Page 1(1)
Compressed Air System 513
L23/30H
Description
Compressed Air System ------------------------------------------------------------------------- 513. 01 (05H)
Working Card
Air Filter ---------------------------------------------------------------------------------------------- 513- 01. 21 (02)

Overhaul, Test and Inspection of Turbine Starter ----------------------------------------- 513- 01. 30 (01H)
Main Starting Valve ------------------------------------------------------------------------------- 513- 01. 40 (01H)
Check of Compressed Air Piping System --------------------------------------------------- 513- 01. 90 (01H)
Plates
Turbine Starter -------------------------------------------------------------------------------------------- 51309- 01H

Main Starting Valve -------------------------------------------------------------------------------------- 51310- 01H
Starting Valve ----------------------------------------------------------------------------------------------51314- 01S
Air Strainer ------------------------------------------------------------------------------------------------- 51316- 01H
Safety Valve ------------------------------------------------------------------------------------------------51319- 01H
ON-OFF Valve for Jet System -------------------------------------------------------------------------51320- 05S
Air Filter ----------------------------------------------------------------------------------------------------- 51321- 01H
Pressure reduction Valve ------------------------------------------------------------------------------- 51322- 01H
Your Notes :
08031-0D/H5250/94.09.07
Description
Compressed Air System 513.01
L23/30H
Fig 1 Diagram for compressed air system.
General Control System
The compressed air system on the engine contains The air starter is activated electrically with a pneu-
a starting system, starting control system and safety matic 3/2 way solenoid valve. The valve can be acti-
system. Further, the system supplies air to the jet vated manually from the starting box on the engine,
system. and it can be arranged for remote control, manual
or automatic.
The compressed air is supplied from the starting
air receivers (30 bar) through a reduction station, For remote activation, the starting spool is connected
where from compressed air at 7-9 bar is supplied so that every starting signal to the starting spool goes
to the engine. through the safe start function, which is connected
to the converter for engine RPM.
To avoid dirt particles in the internal system, a strainer
is mounted in the inlet line to the engine. Further, the system is equipped with an emergency
starting valve which makes it possible to activate the
air starter manually in case of a power failure.
Starting System
The engine is started by means of a built-on air

starter, which is a turbine motor with gear box, safety
clutch and drive shaft with pinion. Further, there is a
main starting valve.
00.11 - ES0
513.01 Compressed Air System Description
L23/30H
Safety System When the maximum permissible RPM is exceeded,

the overspeed device will activate a pneumatically
As standard the engine is equipped with a pneuma- controlled lambda controller, which will bring the fuel
tically/mechanically overspeed device, which starts index to zero and stop the engine.
to operate if the maximum permissible RPM is ex-
ceeded. This device is fitted to the end cover of the
engine driven lubricating pump and is driven from Emergency Starting Valve
the pump through a resilient coupling.
The emergency starting valve is activated by means
of a screw-driver or similar as illustrated in fig 2.
Pneumatic Start Sequence
When the starting valve is opened, air will be supplied

to the drive shaft housing of the air starter.
Press down Emergency
start valve The air supply will - by activating a piston - bring the
⇓
drive pinion into engagement with the gear rim on
the engine fly wheel.
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. 140, at which firing

Fig 2 Emergency start valve.
has taken place, the starting valve is closed whereby
the air starter is disengaged.
00.11 - ES0
Page 1 (2) Air Filter Edition 02
General

Shut-off fuel oil
Cleaning and/or maintenance of air filter.
Starting position
Related procedure
08028-0D/H5250/94.08.12
Working time : hours Plate no Item no Qty/

Capacity : man
Data

08.21 - ES0
Edition 02 Air Filter Page 2 (2)
General
Cleaning Air Filter To replace filter element
1) Depressurize unit. 7) Depressurize unit.
2) Remove bowl and bowl guard assembly by 8) Remove bowl and bowl assembly by turning
turning counter-clockwise. counter-clockwise.
3) Inspect bowl for damage seals and replace, if 9) Unscrew baffle by turning counter-clockwise.
nessesary.
10) Remove filter element and discard.
4) If bowl becomes dirty clean it by wiping the
bowl with a soft dry cloth or mild detergent. 11) Install new filter element and reassemble in
reverse order.
5) Before returning to service, insure that all seals
have been reinstalled or replaced. 12) Before returning to service, insure that all seals
have been reinstalled or replaced.
6) Reinstall bowl and bowl guard assembly and
rotate bowl guard clockwise to securely lock in 13) Reinstall bowl and bowl guard assembly and
place. Align arrow on bowl guard with arrow on filter rotate bowl guard clockwise to securely lock in
body. place. Align arrow on bowl guard with arrow on filter
body.
08028-0D/H5250/94.08.12
Fig 1 Air Filter
08.21 - ES0
Page 1 (9) Overhaul, Test and Inspection of Turbine Starter Edition 01H
L23/30H

Shut-off fuel oil
Description:
Disassembly, overhaul and assembly of the air

starter. Hand tools:
Allen key, 4 mm.

Allen key (long), 8 mm.
Screwdriver.
Starting position: Big screwdriver.
Chisel.
All connections to the air starter have been re- Retaining ring pliers.
moved, and air starter is removed. Plastic hammer.
Lubricating oil.
Copaslip or similar.
Sleeve.
Bearing puller.
Related procedure: Impact Wrench
Bearing pressing tool.

08028-0D/H5250/94.08.12

Capacity : 1 man
See plate 51309.
Data:

03.47 - ES0-G
Edition 01H Overhaul, Test and Inspection of Turbine Starter Page 2 (9)
L23/30H
General Information
1) Always mark adjacent parts on the housing

exhaust cover (1), motor housing (8), intermediate
gear case (13), gear case (28) and drive housing
(40) so these members can be located in the same
relative position when the starter is reassembled.
Note: Do not disassemble the starter any further than

necessary to replace worn or damaged parts.
Never reuse old seals or O-rings.
Never wash the inertia drive in a solvent.
2) Do not remove any part which is a press fit in

or on a subassembly unless the removal of that part
is necessary for replacement or repairs.
3) Always have a complete set of seals and O-

rings on hand before starting any overhaul of the Fig 1.
turbine starter.
4) When grasping a part in a vice, always use 5) Remove the deflector retaining screw (5), de-
copper-covered vice jaws to protect the surface of the flector retaining spring (4) and the splash deflector
part and help prevent distortion. This is particularly (3) from the housing exhaust cover (1), See fig 2.
true of threaded members.
Housing Exhaust Cover, Motor Assembly, and

Motor Housing
1) If replacing the motor assembly (12), remove

both housing plugs (10) and drain the oil from the
gearing before beginning disassembly of the starter.
Inspect the magnetic housing plugs (10) for metal
particles. Very fine metal particles are normal. Re-
move particles and reinstall plugs. Large particles or
chips are an indication of a problem. Disassemble
gear case (28) and inspect.
2) Using a screw driver, unscrew the exhaust

cover (67) from the housing exhaust cover (1).
Fig 2.
08028-0D/H5250/94.08.12
3) Using an 8 mm hex-head wrench, unscrew

and remove the starter assembly cap screws (6) 6) Tap the motor housing with a plastic hammer
and washers (7), See fig 1. to dislodge it from the intermediate gear case (13).
4) Pull the housing exhaust cover (1) from the 7) Grasp the rear of the motor assembly (12) and
motor housing (8). To dislodge the housing exhaust pull it from the rear of the motor housing (8).
cover, rotate it until the ears clear the motor housing. If the motor assembly (12) is difficult to remove, lightly
Using a plastic hammer, tap the ears alternately until push the motor pinion which is on the front of the
the housing cover can be removed from the motor motor assembly toward the exhaust side of the motor
housing. housing in order to free the motor assembly.
03.47 - ES0-G
L23/30H
8) Tap the intermediate gear case (13) with a 13) Remove the planet gear frame assembly from
plastic hammer to dislodge it from the gear case the intermediate gear case. Using a sleeve that con-
(28). tacts the outer race of the front gear frame bearing
(17), press the planet gear frame shaft seal (16) and
9) Position the intermediate gear case (13) on a the front gear frame bearing (17) from the front end
bench in a copperfaced vice so that the intermediate and out of the rear of the intermediate gear case.
pinion (26) is secured in the jaws of the vise. Tighten
the vice only enough to hold the intermediate pinion 14) Remove the rear gear frame bearing (24) from
securely. the planet gear frame (18), using a bearing puller
and remove the gear shaft retaining washer (23),
10) Loosen the intermediate pinion retaining screw see fig 4.
(27) 1-1/2 turns only. Do not remove. Remove the planet gear shafts (22), planet gears
(19), planet gear bearings (20) and bearing spac-
Warning: If the intermediate gear case is not sup- ers (21).
ported on a bench and if the intermediate pinion
retaining screw is completely removed, the interme- 15) Remove the front bearing spacer (25), using
diate gear case and compoments could fall causing a bearing puller and the gear shaft retaining washer
injury. (23) from the front of the planet gear frame by press-
ing on the front of the planet gear frame shaft.
11) Tap the intermediate pinion lightly to back the Remove the gear shaft retaining washer only if the
planet gear frame assembly out of the intermediate washer or front bearing spacer is damaged.
gear case.
12) Remove the intermediate gear case assembly

from the vice and remove the intermediate pinion
(26). Remove the rear gear case O-ring (14) and
front gear case O-ring (15) from the intermediate
gear case (13), See fig 3.
Fig 4.
08028-0D/H5250/94.08.12
Drive Housing
1) Grasp the drive pinion (63) in a copper-faced

vice with the starter supported on the workbench.
Fig 3.
03.47 - ES0-G
L23/30H
2) Remove the drive pinion retaining screw (61) ment is necessary and new parts are available. The
which has a right-hand thread. bearing and/or the seal will always be damaged when
removed from the drive housing.
3) Remove the starter from the vice.
15) Remove the piston ring (55) from the piston
4) Remove the drive pinion washer (62) and the (54).
drive pinion (63).
16) Press the clutch spring cup (50) down and
5) Slide the pinion spring sleeve (64) and the remove the clutch spring cup retainer (49).
pinion spring (65) off the drive shaft (57).
17) Remove the clutch spring cup and clutch spring
6) Unscrew the drive gear screw (34). Using an (51).
impact wrench with a 5/16" (8 mm) x 8" (203 mm)
log hex inserted into the end of the drive shaft. 18) Remove the two clutch jaws (52).
7) Unscrew and remove the drive housing cap 19) Remove the front drive gear bearing (30), drive
screws (38) and lock washers (39). gear cup (36), drive gear lock washer (35), drive gear
screw ring (37) and drive gear screw (34).
8) Tap the drive housing (40) with a plastic ham-
mer to help dislodge it from the gear case (28). 20) Remove the large drive shaft bearing retainer
(53) using a screwdriver.
Warning: Failure to follow this procedure could result
in injury to personnel. 21) Press the rear drive shaft bearing and drive
shaft (57) out of the piston. If the rear drive shaft
9) Place the drive housing (40) in an arbor press, bearing needs to be replaced, proceed as follows:
piston end up. Apply a load to the piston (54) using
the arbor press to compress the piston return spring a. Cut and remove the small drive shaft bear-
(59) before removing the bulkhead retainer (45). Do ing retained in the drive shaft, using a small
not use compressed air to load the piston. chisel.
b. Press the rear drive shaft bearing (58) off
10) Remove the bulkhead retainer (45). Using a the drive shaft.
screwdriver and the arbor press.
22) Place the gear case (28) on a workbench.
Caution: Make sure the tension of the spring pushes
the bulkhead out of the drive housing before removing 23) Remove the drive gear bearing retainer (32),
the drive housing from the arbor press. using retaining ring pliers and working through the
access holes in the gear web, See fig 5.
11) Remove the bulkhead (46) from the piston
(54). 24) Pull the drive gear (29) out of the gear case.
12) Remove the outer bulkhead ring (47) and the Note: Do not disassemble the drive gear and clutch
inner bulkhead ring (48). parts of the turbine powered starters. If the drive shaft
08028-0D/H5250/94.08.12
is defective, install a new or factory-rebuilt unit.

13) Slide the drive shaft (57) from the drive housing
(40). 25) Remove the drive gear shaft bearing retainer
(33), using retaining ring pliers.
14) Pull the piston return spring (59) off the drive
shaft. 26) Remove the rear drive gear bearing (31) from
the drive gear.
Note: Do not remove the front drive shaft bearing
(42) or the drive housing seal (43) unless replace-
03.47 - ES0-G
L23/30H
5) Install the drive gear bearing retainer, using
retaining ring pliers and working through the access
holes in the gear web.
6) Lubricate the drive gear with approximately

240 ml of SHELL ALVANIA EPO grease.
7) Press the rear drive shaft bearing (58) onto

the drive shaft.
8) Slide the small bearing retainer, convex side

first, onto the drive shaft. Press it into position in
accordance with the instructions packaged with the
new retainer.
9) Assemble the drive gear Schrew (34), drive

Fig 5. gear lock washer (35), drive gear cup (36) and drive
gear screw O-ring (37).
Assembly of the Starter 10) Grasp the drive shaft (57) in a vice, external
splined end down. Place assembled drive shaft screw
1) Always press on the inner ring of a ball bearing Unit into the drive shaft, screwhead down. Lubricate
when installing the bearing on a shaft. the inside diameter of the drive shaft with SHELL
ALVANIA EPO grease.
2) Always press on the outer ring of a ball bearing
when pressing the bearing in a bearing recess. 11) Slide the drive gear bearing (30) into the drive
shaft.
3) Whenever grasping a part in a vice, always use
leather-covered, copper-covered vice jaws to protect 12) Lubricate with SHELL ALVANIA EPO grease
the surface of the part and help prevent distortion. and install the driving clutch jaw teeth facing up and
This is particularly true of threaded members. driven clutch jaw teeth facing down into the drive
shaft.
4) Always clean every part, and wipe every part
with a thin film of oil before installation. 13) Insert the clutch spring (51) into the drive
shaft.
Gear Case 14) Insert the clutch spring cup (50) into the drive
shaft.
1) Place the drive gear bearing retainer over the
rear end of the drive gear. 15) Press the inserted parts into the drive shaft,
and install the clutch spring cup retainer (49).
2) Press the rear drive gear bearing (31) onto the
08028-0D/H5250/94.08.12
rear end of the drive gear, using an arbor press. Note: If it is necessary to replace the drive hous-
ing (40) and drive components, make sure that the
3) Seat the rear drive gear bearing into the gear piston seal has been removed from the rear of the
case by tapping the opposite end of the drive gear, new piston (54).The piston seal must be removed
using a plastic hammer. to prevent pressure build-up which will cause move-
ment of the planet gear frame shaft seal (16). If this
4) Install the drive gear shaft bearing retainer conditions occurs, the piston cannot retract and the
(33), using retaining ring pliers. drive pinion (63) will remain in engagement with the
flywheel, causing damage to the starter drive train
03.47 - ES0-G
L23/30H
and/or starter motor. To remove the piston seal, in- Warning: Make sure the bulkhead retainer is properly
sert a screwdriver inside the lip of the seal and pry seated in the motor housing groove before easing off
it loose from the piston. the arbor press. Failure to do so will allow improperly
retained parts to separate when removed from the
16) Install the piston (54) onto the drive shaft until arbor press resulting in injury to personnel.
the rear drive shaft bearing seats into the piston.
27) Remove the drive housing from the arbor
17) Coil the large drive shaft bearing retainer (53) press.
into the groove of the piston to retain the outer race
of the drive shaft bearing, using a thin flat blade 28) Lubricate and install the drive housing O-ring
screwdriver to assist in this operation. (41) in the groove of the drive housing.
18) Lubricate the piston O-ring (55) and install it 29) Position the assembled gear case on a work-
in the groove of the piston. bench.The as-sembled unit must be upright to accept
the drive housing.
19) Position the drive housing in an arbor press, Carefully position the assembled drive housing (40)
pinion-end down and install the drive housing seal onto the gear case so as not to damage the piston
(43) into the drive housing. Using a pressing sleeve of seal. Align the punch marks of the gear case and
the proper size, press the seal into the drive housing drive housing.
so that the lip of the seal faces away from the drive
pinion. 30) Install the drive housing cap screw lock wash-
ers (39) and the drive housing cap screws (38) and
20) Press the bearing into the drive housing until tighten to 28 Nm torque.
it seats, using a sleeve that contacts the outer race
of the front drive shaft bearing (42). Drop the piston 31) Tighten the drive gear screw (34) 77.3 Nm
return spring seat (60) on top of front drive shaft torque, using an impact wrench with a 8 mm x 203
bearing. mm long hex inserted into the end of drive shaft.
21) Slide the piston return spring (59) onto the 32) Grease and slide the pinion spring (65) and
drive shaft and snap it into the front of the piston so the pinion spring sleeve (64) over the pinion end of
that it is against the large drive shaft bearing retainer the drive shaft.
(53).
33) Grease the pinion end of the drive shaft and
22) Lubricate and insert the assembled drive shaft install the drive pinion (63).
into the drive housing.
34) Grasp the drive pinion in a copper-covered
23) Lubricate and install the outer bulkhead O- vice with the starter supported on a workbench.
ring (47) and the Inner bulkhead O-ring (48) on the
bulkhead (46). 35) Place the drive pinion washer (62) onto drive
pinion retaining screw (61).
24) Slide the bulkhead onto the piston.
Note: The thread on the drive pinion retaining screw
08028-0D/H5250/94.08.12
25) With the drive housing in the arbor press, press is right-hand thread.
down on the rear face of the piston.
36) Install the drive pinion retaining screw into
Note: Feel the underside of the drive housing to make the end of the drive shaft and tighten it to 108.5 Nm
sure the drive shaft passes through the bearing. torque.
26) Install the bulkhead retainer (45), using a

screwdriver.
03.47 - ES0-G
L23/30H
Intermediate Gear Case, Motor Housing, Motor 6) Install the other planet gear shaft retaining
Assembly and Housing Exhaust Cover washer over the shaft at the rear of the planet
gear.
1) Press the front gear frame bearing (17) into
the rear of the intermediate gear case (13), using a 7) Press the rear gear frame bearing (24) on the
bearing pressing tool of the proper size. shaft at the rear of the planet gear frame, using the
proper size bearing inserting tool.
2) Press the planet gear frame shaft seal (16) into
the rear of the intermediate gear case over the front 8) Slide the planet gear frame assembly, coupling
gear frame bearing, using a sleeve which contacts end first, into the rear of the intermediate gear case
the outer ring of the seal. (13), making sure that the planet gears mesh with the
ring gear. Use care so as to not damage the seal.
Note: Make sure the flat side of the seal is installed
against the bearing. 9) Install the intermediate pinion (26), making
sure that the notches at the rear of the pinion align
3) Install the rear gear case O-ring (14) in the with the notches and tangs in the shaft of the planet
groove at the rear of the intermediated gear case gear frame.
and the front gear case O-ring (15) in the groove at
the front of the intermediate gear case. Coat both 10) Clean the threads of the intermediate pinion
O-rings. retaining screw (27) and apply 2-3 drops of Perm-
abond HM 118 to the threads approximately 3 mm
4) Install one gear shaft retaining washer (23) on from the end of the screw. Install screw and tighten
the front of the planet gear frame (18). Press the front enough to hold assembly together.
bearing spacer (25) on the front shaft of the planet
gear frame to hold the gear shaft retaining washer 11) For final tightening, position the intermediate
snugly in position. gear case so the intermediate pinion is secured in
the jaws of the copperfaced vice. Tighten the inter-
Note: Coat the front bearing spacer with gear Lube mediate pinion retaining screw to 122 Nm torque.
before installing it. Be careful not to gouge or scratch
the front bearing spacer during installation as this 12) Remove the intermediate gear case from the
could result in leakage between the planet gear vice and set it on a bench.
frame and gear case.
Note: The intermediate gear case will work in only
5) Place planet gear frame on a bench, shaft side one orientation.
down. Place the planet gear bearing (20) inside of
planet gear (19). Place bearing spacers (21) on top Align the punch marks on the intermediate gear
and bottom of bearing and gear. Slide the components case and gear case and tap the intermediate gear
into the slots in the side of the planet gear frame. case with a plastic hammer until it seats in the rear
Align holes in spacers and bearing with holes in of the gear case. Make sure the intermediate pinion
planet gear frame and insert planet gear shaft (22), meshes with the drive gear.
integral keyed end down, through the spacers and
bearing so that the larger portion of the keyed end Coat the O-rings on the motor assembly and the
08028-0D/H5250/94.08.12
of the shaft contacts the planet gear shaft retain- inside of the cylinder before installing the motor
ing washer (23). Repeat the procedure for the two assembly.
remaining planet gears and components.
13) Install the motor assembly through the rear of
Note: Do not move or turn over the planet gear frame the motor housing with the geared end of the rotor
until step 6 and 7 have been completed. Movement toward the front.
of the planet gear frame assembly could dislodge
assembled components, making it necessary to
repeat step 5.
03.47 - ES0-G
L23/30H
Fig 6. Turbine Starter.
Note: Turn the intermediate pinion so that the gear and tap the housing exhaust cover with a plastic
on the rotor meshes with the planet gears. Make hammer until it seats.
sure that the rear of the motor assembly is installed
flush with the rear of the cylinder. 18) Install the housing exhaust cover on the rear
of the motor housing using the starter assembly cap
14) Align the punch marks on the motor housing screws (6) and cap screw washers (7). Use an 8 mm
with the punch marks on the intermediate gear case hex-head wrench to tighten each a little at a time to
and tap the motor housing with a plastic hammer until a final torque of 61 to 68 Nm increments.
it seats on the rear of the intermediate gear case.
19) Mount the exhaust cover (68) on the housing
15) Install the splash deflector (3), deflector retain- exhaust cover (1).
ing spring (4) and deflector retaining screw (5) in the
08028-0D/H5250/94.08.12
rear of the housing exhaust cover. Note: Use Intersoll-Rand SMB-441 pipe sealant on
all plugs.
Note: Coat the threads of the deflector retaining
screw with Ingersoll-Rand SMB-441 sealant. 20) Install the bottom housing plug (10) and the
housing plug inlet boss (11). Put the starter on its
16) Coat the exhaust cover seal (2) and install it side with the side plug hole upward. Add 175 ml
in the groove on the housing exhaust cover. automatic transmission fluid fulfilling DEXRON II D
specification, e.g. SHELL DONAX TA, through the
17) Align the punch marks on the housing exhaust side plug hole.
cover with the punch marks on the motor housing
03.47 - ES0-G
L23/30H
Caution: Do not overfill. Remove the pressure from the “IN” port. Measure
Install the side housing plug (10) and tighten all plugs the distance form the face of the drive shaft pinion
to 6.8 to 13.6 Nm torque. to the the face of the mounting flange. It should be
Test and Inspection Procedure 45.0 +2.0 mm.
1) Clutch Ratcheting: Turn the drive shaft pinion 4) Motor Action: Secure starter in a vise and ap-
(63) by hand in the direction of the starter rotation. ply 90 psig (6.2 bar/620 kPa) pressure using a 3/8"
The clutch should rachet smoothly with a slight click- (9 mm) supply line to the inlet of the motor. starter
ing action. should run smoothly.
2) Motor and Gearing Freeness: Turn the 5) Motor Seals: Plug the exhaust and slowly apply
drive shaft pinion (63) opposite the direction of the 20 psig (1.38 bar/138 kPa) pressure to the inlet of
starter rotation. The drive shaft pinion should turn by the motor. Immerse the starter for 30 seconds in o
hand. non-flammable, bubble-producing liquid. If the starter
is properly sealed, no bobbles will appear.
Note: Inadvertent application of air pressure to the
“OUT” port will result in drive malfunction (pinion will 6) Gear Case Seals: Plug the exhaust and slowly
fail to retract). If this condition occurs, loosen the drive apply 20 psig (1.38 bar/138 kPa) pressure to the inlet
housing cap screws (38) to vent gear case (28). Also, of the motor. Immerse the starter for 30 seconds in
loosen housing plugs (10) and (11) to vent motor. o non-flammable, bubble-producing liquid.
3) Pinion Engagement: Apply 50 psig (3.4 There should be no leakage in the housing joints
bar/345 kPa) pressure to the engagement “IN” port. in the gear case area or in the shaft seal in the
drive shaft pinion (63) should move outward and air intermediate gear system. If the starter is properly
should escape from the “OUT” port. sealed, no bubbles will appear.
Plug the “OUT” port and apply 150 psig (10.3 bar/1034 7) Confirm Drive Rotation: Apply low pressure
kPa) pressure to the “IN” port. Check and make sure to the motor and observe rotation. Drive pinion (63)
that no air is escaping. must rotate in the direction stamped on the nameplate.
Chamfer on pinion teeth should be on the trailing
Measure the dimension from the face of the drive edge of the gear tooth.
shaft pinion (63) to the face of the mounting flange.
It should be 69.0 +2.0 mm).
08028-0D/H5250/94.08.12
03.47 - ES0-G
Your Notes :
08031-0D/H5250/94.09.07
Page 1 (2) Main Starting Valve Edition 01H
L23/30H

Shut-off fuel oil
Description:
Lubricating, disassembly and reassembly of main

starting valve in starting system. Hand tools:
Soft hammer.
Locking ring plier.
Allen key, 1/4".
Starting position:
Related procedure:

08028-0D/H5250/94.08.12

Capacity : 1 man
51310 104 1/eng
Data:

94.22 - ES0S-G
513-01.40 Main Starting Valve
Working Card
L23/30H
Warning: Disassembly:
Do not attempt any maintenance on the main start- 4) Clamp the main starting valve, in a vice with
ing valve before the starting air system has been the locking ring (9) end up.
bled off.
5) Carefully remove the locking ring (9). The end
plug (3) should spring out. If it does not, tap the valve
Important: housing (1) lightly with a soft hammer until it does.
The main starting valve should be periodically lubri- 6) Remove the end plug (3), spring (8) and piston
cated as follows: (2) assembly.
1) Blend off the air pressure. 7) Remove and discard all used O-rings, O-rings
retainer (5), bumper (7) and spring (8).
2) Remove the plug screw (A), see fig 1 and squirt
about 30 g of 10 w oil into the valve through the plug 8) Wash all other parts in a clean, nonflammable
opening. solvent.
3) Reinstall the plug.

Reassembly:
9) Using O-ring lubricant, lubricate and install

the new piston O-ring (4) and the new upper piston
B O-ring (6) on the piston (2).
6
Note: The upper piston O-ring (6) is slightly larger
1
in diameter than the end plug O-ring (11).
2 C
10) Turn the piston over and insert the new bumber
4
(7).
D 11) Using O-ring lubricant, lubricate and install the

7 5 new end plug seal O-ring (10) and the new end plug
8 O-ring (11) on the end plug (3).
11
A
12) Lubricate the lower small bore of the valve
9 housing (1) with O-ring lubricant.
10
3
13) Insert the piston assembly into the valve hou-
sing. Push on the piston until the piston O-ring seats
A Plug screw B Pilot air against the bevelied face.
C Starting air outlet D Starting air inlet
08028-0D/H5250/94.08.12
14) Install the new O-ring retainer (5) with the large
1 Valve housing 2 Piston opening over the piston O-ring.
3 End plug 4 Piston o-ring
5 O-ring retainer 6 Piston o-ring
7 Bumper 8 Spring 15) Place the new piston spring (8) on the pi-
9 Retaining ring 10 O-ring ston.
11 O-ring
16) Place the end plug assembly on the piston
spring.
Fig 1. Main starting valve.
17) Using a press to hold down the end plug as-
sembly, install the end plug locking ring (9).
94.22 - ES0S-G
Page 1 (2) Check of Compressed Air Piping System Edition 01H
L23/30H

Shut-off fuel oil
Check of compressed oil piping system. Screwdriver.
Starting position:
Compressed air connected to the engine.
Related procedure:

08028-0D/H5250/94.08.12
Working time: ½ hour Plate no Item no Qty /

Capacity : 1 man
Data:

94.21 - ES0U-G
Edition 01H Check of Compressed Air Piping System Page 2 (2)
L23/30H
With air connected. With air disconnected and stopped engine.
1) Examine the piping system for leaks. 6) Move all valves and cocks in the piping system.
Lubricate valve spindles with graphite or similar.
2) Retighten all bolts and nuts in the piping system.
7) Connect the air supply and make a function test
3) Drain the system for condensed water. - This of the emergency valve. See description 513.01.
should be based on observations.
4) Check flexible connections for leaks and dama-

ges.
5) Check manometers.
08028-0D/H5250/94.08.12
94.21 - ES0U-G
Plate
Page 1 (3) Turbine Starter 51309-01H
L23/30H
08028-0D/H5250/94.08.12
96.26 - ES0S-G
Plate
51309-01H Turbine Starter Page 2 (3)
L23/30H
Item Item
014 1/S Housing exhaust Hus for udstøds-dæk- 254 1/S Bearing spacer Ligemellemstykke
cover sel
266 1/S Planet gear shaft Planetgearaksel
026 1/S Exhaust cover seal Tætningsring for ud-
stødsdæksel 278 2/S Gear shaft retainer Spænderingsskive for
washer gearaksel
038 1/S Splash deflector Stænk deflektor
291 1/S Rear gear frame Bagerste gearstelleje
051 1/S Deflector return Returfjeder for de- bearing
spring flektor
301 1/S Front bearing spacer Forreste gearstelleje
063 1/S Deflector retaining Spændeskive for
screw deflektor 313 1/S Intermediate pinion Mellemtandhjul
075 4/S Starter assembly cap Dækselskrue for mon- 325 1/S Intermediate pinion Spændeskrue for mel-
screw tage af starter retaining screw lemtandhjul
087 4/S Cap screw washer Skive for dækselskrue 337 1/S Gear case Gearkasse
099 1/S Motor housing Motorhus 349 1/S Drive gear Drivgear
109 1/S Housing plug Prop til motorhus 350 1/S Front drive gear Forreste drivgearleje
bearing
110 1/S Housing plug inlet Tilgangsknast for prop
boss til motorhus 362 1/S Rear drive gear Bagerste drivgearleje
bearing
122 1/S Motor assembly Motor samling
374 1/S Drive gear bearing Spændskrue for driv-
134 2/S Cylinder o-ring seal. O-ringstætning for retainer gearleje
cylinder
386 1/S Drive gear shaft Spændskrue for driv-
146 2/S Housing o-ring seal. O-ringstætning for bearing retainer gearakselleje
motorhus
398 1/S Drive gear screw Drivgearskrue
158 1/S Intermediate gear Mellem gearkasse
case 408 1/S Drive gear lock Skive for drivgear
washer
171 1/S Rear gear case o- Bagerste gearkasse
ring o-ring 421 1/S Drive gear cup Dæksel for drivgear
183 1/S Front gear case Forreste gearkasse 433 1/S Drive gear screw O-ring for drivgearskrue
o-ring o-ring o-ring
195 1/S Planet gear frame Tætningsring for pla- 445 8/S Drive housing cap Dækselskrue for driv-
shaft seal. netgearakselstel screw gear
205 1/S Spacer ring Afstandsring 457 8/S Drive housing cap Skive for dækselskrue
screw lock washer til drivgearhus
217 1/S Front gear frame Forreste gearstelleje
bearing 469 1/S Drive housing kit Drivgearhus
229 1/S Planet gear frame Planetgearstel 470 1/S Drive housing o-ring O-ring for drivgearhus
08028-0D/H5250/94.08.12
230 1/S Planet gear Planetgear 482 1/S Front shaft bearing Forreste akselleje
242 1/S Planet gear needle Nålevalse for planet- 494 1/S Drive housing seal. Tætningsring for driv-
roller gear gearhus
Qty.//E = Qty./Engine Qty./E = Qty./Motor
Qty./S = Qty./Turbine Starter Qty./S = Qty./Turbinestarter
96.26 - ES0S-G
Plate
Page 3 (3) Turbine Starter 51309-01H
L23/30H
Item Item
504 1/S Drive housing vent Afluftningsprop for 768 Spare parts kit, incl. Reservedelssæt inkl.
plug drivgearhus item 026, 134, 146, item 026, 134, 146, 171,
171, 183, 195, 205, 183, 195, 205, 217, 254,
516 1/S Bulkhead retainer Skotholder 217, 254, 278, 291, 278, 291, 301, 470, 516,
301, 470, 516, 541, 541, 553, 624, 685 og
528 1/S Bulkhead kit Skotsæt 553, 624, 685 and 697
697
541 1//S Outer bulkhead Ydre skot o-ring
o-ring
553 1/S Inner bulkhead Indre skot o-ring

o-ring
565 1/S Clutch spring cup Fjedertallerken holder

retainer
577 1/S Clutch spring cup Fjedertallerken
589 1/S Clutch spring Koblingsfjeder
590 1/S Clutch jaw kit Koblingssæt
600 1/S Large drive shaft Stor lejespændering

bearing retainer for drivaksel
612 1/S Piston kit Stempelsæt
624 1/S Piston o-ring Stempel o-ring
636 1/S Drive shaft kit Drivakselsæt
648 1/S Rear drive shaft Bagerste drivakselleje

bearing
661 1/S Piston return spring Stempel returfjeder
673 1/S Seat Sædering
685 1/S Drive pinion retain- Tandhjulsspænde-

ing screw skrue
697 1/S Drive pinion washer Tandhjulsskive
781 1/S Drive pinion Tandhjul
707 1/S Pinion spring sleeve Tandhjulsbøsning
719 1/S Pinion spring Tandhjulsfjeder
720 1/S Inlet flange kit Tilgangsflangesæt
732 3/S Cover Dæksel

08028-0D/H5250/94.08.12
744 1/S Self drilling screws Selvborende skruer
756 1/E Turbine starter, Turbinestarter, komplet

complete
Qty./E = Qty./Motor Qty./E = Qty./Motor
Qty./S = Qty./Turbine Starter Qty./S = Qty./Turbinestarter
96.26 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (2) Main Starting Valve 51310-01H
L23/30H
045*
021*
057* 033*
069*
082*
094
070*
08028-0D/H5250/94.08.12
94.22 - ES0S-G
Plate
51310-01H Main Starting Valve Page 2 (2)
L23/30H
Item Item
021* 1/V O-ring O-ring
033* 1/V O-ring retainer O-ring holder
057* 1/V Bumper Stødfanger
069* 1/V Spring Fjeder
094 1/E Main starting valve, Hovedstartventil,

complete komplet
104 1/V Spare part kit Reservedelssæt

Item No. 021, 033, Item nr. 021, 033, 045,
045, 057, 069, 070 057, 069, 070 and
and 082. 082.
08028-0D/H5250/94.08.12
Qty./V = Qty./Valve Antal/V = Antal/Ventil
94.22 - ES0S-G
Plate
Page 1 (2) Starting Valve 51314-01S
L23/30H
08028-0D/H5250/94.08.12
91.40-ES0S-G
Plate
51314-01S Starting Valve Page 2(2)
L23/30H
Item Item
Qty Designation Qty Designation
No. No.
1 1/V Body
7 1/V Solenoid
11 1/V Solenoid fixture
21 1/V Pilot valve
31 1/V Bolt
38 2/V Spool assy
50 1/E Main starting valve, complete
08028-0D/H5250/94.08.12
When ordering spare parts, see also page 600.50.

Qty./V = Qty./Valve
91.40-ES0S-G
Plate
Page 1 (2) Air Strainer 51316-03H
L23/30H
08028-0D/H5250/94.08.12
94.22-ES0S-G
Plate
51316-03H Air Strainer Page 2 (2)
L23/30H
Item Item
No. No.
01 1/F Body
02 1/F Bonnet
03 1/F Strainer wire gauze
04 4/F Stud
05 4/F Hexagon nut
06 1/F Plug
07 1/F Gasket
08 1/F Gasket
09 1/E Air strainer, complete
08028-0D/H5250/94.08.12

Qty./E = Qty ./Engine
Qty./F = Qty ./Filter
94.22-ES0S-G
Plate
Page 1 (2) Safety Valve 51319-01H
L23/30H
08028-0D/H5250/94.08.12
94.22 - ES0S-G
Plate
51319-01H Safety Valve Page 2 (2)
L23/30H
Item Item
019 1/E Safety valve, Sikkerhedsventil,

(10 bar) (10 bar)
020 1/E Safety valve, Sikkerhedsventil,

(15 bar) (15 bar)
032 1/E Protective device Beskyttelseshætte
044 3/E Screw Skrue
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine. Antal/E = Antal/Motor.
94.22 - ES0S-G
Plate
Page 1 (2)
ON-OFF Valve for Jet System 51320-05S
General
099
109
110
122
099
134
07.13 - ES0S-G
Plate
51320-05S ON-OFF Valve for Jet System Page 2 (2)
General

Item Item
099 1/V Coil Spole
109 1/E Valve, complete ½" Ventil, komplet ½"

connecting branch tilslutningsstuds
110 1/E Valve, complete ¾" Ventil, komplet ¾"

122 1/E Valve, complete 1" Ventil, komplet 1"

134 1/E Valve, complete 1" Ventil, komplet 1"

connecting branch, tilslutningsstuds,
with button for med knap for
manual override manuel overstyring
Qty./V = Qty./Valve. Antal/V = Antal/Ventil.
07.13 - ES0S-G
Plate
Page 1 (2) Air Filter 51321-01H
L23/30H
08028-0D/H5250/94.08.12
95.03 - ES0S-G
Plate
51321-01H Air Filter Page 2 (2)
L23/30H
Item Item
021 1/F Turbine disc Turbineskive
033* 1/F Upper gasket Øvre pakning
045* 1/F Filter element Fiilterelement
057* 1/F Lower gasket Nedre pakning
069 1/F Center screw Centerskrue
070* 1/F Drain valve Drænventil
082* 1/F Insert Indsats
094* 1/F O-ring O-ring
104* 1/F O-ring O-ring
116 1/F Metal bowl Metalbeholder
128 1/F Lock nut Låsemøtrik
141 1/E Air filter, complete Luftfilter, komplet
153 1/F Repair kit incl. Reservedelssæt inkl.

item 033, 045, 057, 070, item 033, 045, 057, 070,
082, 094, 104 and 165 082, 094, 104 and 165
165* 1/F Drain valve Drænventil
08028-0D/H5250/94.08.12
96.03 - ES0S-G
Plate
Page 1 (2) Pressure Reduction Valve 51322-01H
L23/30H
08028-0D/H5250/94.08.12
94.22 - ES0S-G
Plate
51322-01H Pressure Reduction Valve Page 2 (2)
L23/30H
Item Item
015 1/V Cover Dæksel
027 10/V Screw Skrue
039* 2/V Filter Filter
040 1/V Tube incl. o-ring Rør, inkl. o-ring
064* 1/V Diaphragh Membran
111* 1/V Valve, complete Ventil, komplet
135* 1/V Valve spring Ventilfjeder
160 1/V Bottom plug, incl. Bundprop, inkl.

o-ring o-ring
172 2/V Pipe plug Rørprop
196 1/V Repair kit, incl. item Reparationssæt, inkl.

039, 052, 064, 076, 088, item 039, 052, 064, 076,
111, 123, 135, 147, 159, 088, 111, 123, 135, 147,
and 184 159, and 184
206 1/E Reduction valve, Reduktionsventil,

complete komplet
218 1/E Pilot valve, complete Styreventil, komplet
231 1/V Repair kit for item 218 Reparationssæt for

item 218
243 2/V Screw Skrue
255 1/V Manometer Manometer

0-25 bar - PI 70 0-25 bar - PI 70
267 1/E Pressure reduction Trykreduktionsventil,

valve, complete komplet
08028-0D/H5250/94.08.12
Qty./V = Qty./Valve Antal/V = Antal/Ventil
94.22 - ES0S-G
Index
Page 1(1)
Fuel Oil System 514
L23/30H
Description
Internal Fuel Oil System ------------------------------------------------------------------------- 514. 01 (13)
Working Card
Fuel Injection Pump and Fuel Injection Pipe ----------------------------------------------- 514- 01 05 (12H)
Fuel Injection Valve ------------------------------------------------------------------------------- 514- 01. 10 (02H)
Fuel Oil Split Filter ---------------------------------------------------------------------------------514- 01. 15 (01H)
Check of Fuel Oil Piping System -------------------------------------------------------------- 514- 01. 90 (01)
Fuel Oil Feed Pump ------------------------------------------------------------------------------514- 10. 01 (01H)
Plates
Fuel Injection Pump ---------------------------------------------------------------------------------- 51401- 28S

Fuel Injection Valve ----------------------------------------------------------------------------------- 51402- 33
Fuel Injection Pipe ----------------------------------------------------------------------------------------01404- 01H
Fuel Oil Filter Duplex ------------------------------------------------------------------------------------ 51415- 11
Pipes on Cylinder Section ------------------------------------------------------------------------------ 51430- 01H
Your Notes :
08031-0D/H5250/94.09.07
Description
Internal Fuel Oil System 514.01
L23/30H
**
Filter max Cyl. 1 High

560 micron pressure
* pipe
PI
50
PDT PT PAL Fuel oil Fuel oil pump

43-40 40 40 return
PDAH
43-40 Leak from Fuel oil inlet
TE TI fuel valve
40 40
PI
40
0.05 bar Leak from

fuel pump
LAH
42
Fuel leakage alarm
Fuel oil filter Standard

Duplex 50 µ
Optionals
* Nozzle cooling ** Nozzle cooling

oil inlet from oil outlet return
A3 A2 A1 lube oil main pipe to lube oil sump
Fig 1 Diagram for fuel oil system
Pipe description
A3 Waste oil outlet DN15
A1 Fuel oil inlet DN20
A2 Fuel oil outlet DN20
Flange connections are as standard according to DIN 2501.
General Internal Fuel Oil System
The internal built-on fuel oil system as shown in fig The fuel oil is delivered to the injection pumps through
1 consists of the following parts: a safety filter.
- the high-pressure injection equipment The safety filter is a duplex filter of the split type with
- a nozzle cooling system a filter fineness of 50 my. The filter is equipped with a
- a waste oil system common three-way cock for manual change of both
the inlet and outlet side.

514.01 Internal Fuel Oil System Description
L23/30H
Fuel Injection Equipment Fuel Oil Injection Valve
Each cylinder unit has its own set of injection equip- The joint surface between the nozzle and holder is
ment, comprising injection pump, high-pressure pipe machine-lapped to make it oil-tight.
and injection valve.
The fuel injector is mounted in the cylinder head by
The injection equipment and the distribution supply means of the integral flange in the holder and two
pipes are housed in a fully enclosed compartment studs with distance pieces and nuts.
thus minimizing heat losses from the preheated fuel.
A bore in the cylinder head vents the space below
This arrangement reduces external surface tempe the bottom rubber sealing ring on the injection valve,
ratures and the risk of fire caused by fuel leakage. thus preventing any pressure build-up due to gas
leakage, but also unveiling any malfunction of the
bottom rubber sealing ring for leak oil.
Fuel Oil Injection Pump
The fuel oil injection pump is installed on the roller Fuel Oil High Pressure Pipe
guide housing directly above the camshaft, and it is
activated by the cam on the camshaft through roller The high-pressure pipe between fuel injection pump
guides fitted in the roller guide housing. and fuel injector is a shielded pipe with coned pipe
ends for attachment by means of a union nut, and
The injection amount of the pump is regulated by a nipple nut, respectively.
transversal displacement of a toothed rack in the
side of the pump housing. The high-pressure pipe is led through a bore in the
cylinder head, in which it is surrounded by a shield-
By means of a gear ring, the pump plunger with the ing tube, also acting as union nut for attachment of
two helical millings, the cutting-off edges, is turned. the pipe end to the fuel injector.
Hereby the length of the pump stroke is specified
when the plunger closes the inlet holes until the The shielding tube has two holes in order to ensure
cutting-off edges again uncover the holes. that any leakage will be drained off to the cylinder
head bore. The bore is equipped with drain channel
The release of high pressure through the cutting-off and pipe.
edges presses the oil with great force against the wall
of the pump housing. At the spot, two exchangeable The shielding tube is supported by a sleeve, moun
plug screws are mounted. ted in the bore with screws.
The amount of fuel injected into each cylinder unit The sleeve is equipped with O-rings in order to seal
is adjusted by means of the governor. the cylinder head bore.
It maintains the engine speed at the preset value

by a continuous positioning of the fuel pump racks,
via a common regulating shaft and spring-loaded
linkages for each pump.
The injection valve is for "deep" building-in to the

centre of the cylinder head.

Description
Internal Fuel Oil System 514.01
L23/30H
Internal Nozzle Cooling System Optionals
The nozzles of the injection valves on HFO-engines Besides the standard components, the following
are temperature controlled by means of a circuit from standard optionals can be built-on:
the engines lubricating oil system.
Pressure differential alarm high
The system maintains a nozzle surface temperature – PDAH 43-40 Fuel oil, inlet and outlet filter
low enough to prevent formation of carbon trumpets
on the nozzle tips during high load operation and Pressure differential transmitting
high enough to avoid cold corrosion during idling or – PDT 43-40 Fuel oil, inlet and outlet filter
low-load operation.
Pressure alarm low
– PAL 40 Fuel oil, inlet fuel oil pump
Waste Oil System
Pressure transmitting
Waste and leak oil from the comparements, fuel – PT40 Fuel oil, inlet fuel oil pump
valves is led to a fuel leakage alarm unit.
Temperature element
The alarm unit consists of a box with a float switch – TE40 Fuel oil, inlet fuel oil pump
for level monitoring. In case of a larger than normal
leakage, the float switch will initiate alarm.The supply
fuel oil to the engine is lead through the unit in order
to keep this heated up, thereby ensuring free drain-
age passage even for high-viscous waste/leak oil.

Your Notes :
08031-0D/H5250/94.09.07
Working Card
Fuel Injection Pump and Fuel Injection Pipe 514-01.05
L23/30H
Stopped engine Plate No. Item No. Note

52006 261 20-120 Nm
52006 273 80-360 Nm
Description:
Dismounting, inspection/overhaul and mounting

of fuel injection pump. Inspection of fuel injection
pipe.
Hand tools:
Starting position:
Ring and open end spanner 13 mm
Cover in front of fuel injection pump has been Ring and open end spanner 14 mm
removed. Ring and open end spanner 17 mm
Allen key 8 mm, 10 mm
Plier for lock ring.
Tools for cleaning.
Related procedure: Clean kerosene or gas oil.
Clean lubricating oil.
Inspection of roller guide for Anti seize product (Copaslip, Molykote GN Plus
fuel injection pump, 508-01.05 or similar).
Manpower:
Spare and wearing parts:
Working time : 4 hours
Capacity : 1 Man Plate No. Item No. Qty./
08028-0D/H5250/94.08.12
51401 189 1/pump

51401 190 1/pump
Data: 51401 236 1/pump
51401 248 1/pump
08.03 - ES0S
MAN Diesel
514-01.05 Fuel Injection Pump and Fuel Injection Pipe Working Card
L23/30H
Dismounting of fuel injection pump 8. Take out the plunger spring (L), upper spring plate
(K) and pinion (J). If necessary remove the lock ring (R)
1. Dismount the fuel injection pipe pos. 1 fig 1 and guide pin (I) and dismount the regulating rod (H) as
and the fuel inlet pipe pos 2. well as the cap screw in the opposite end of the regulating
rod (H).
2. Separate the spring loaded lever from the
regulating rod on the fuel injection pump.
A
1 2
B
D, F
2
G
M
E
3
5
6 I
J R
Fig 1 View from Control Side K H
L
N
3. Remove the pipe for lub.oil and drain.
O
4. Remove the screws in the bottom flange (4 P
pieces) and take the fuel injection pump away.
2. O-ring inside dia. 37 mm x 3
Separation of fuel injection pump.
5. If necessary, clean the exterior of the injection

pump. Fig 2 Cross Section of Fuel Injection Pump
6. Mount the injection pump in the clamping

08028-0D/H5250/94.08.12
bracket PYO-W020 (see plate 52014 item 037), on

9. Unscrew the four screws (A) and remove the
the test pump.
connecting piece (B). Take out the valve spring (D)
and the non-return valve (F).
7. Press the thrust cap (N) fig. 2 downwards and
remove the securing ring (P). Remove the thrust cap
10. Loosen and remove the four screws (C) and
(N) with lower spring plate (O) and plunger (M). Be
take out the barrel (E).
sure not to damage the plunger.
11. Remove all the O-rings from the injection
pump.
08.03 - ES0S
Working Card
Fuel Injection Pump and Fuel Injection Pipe 514-01.05
L23/30H
12. All parts must be cleaned, using kerosene or Assembling of fuel injection pump:
gas oil and a hand brush (not a steel brush).
Blow through the holes for sealing oil in the pump 17. When assembling the injection pump, proceed
houses and the barrel (E). in the reverse order to disassembling. Pay attention
to the following:
Inspection of fuel injection pump: A. At initial tightening up of new parts the following
(C) for barrel (E).
13. Insert plunger (M) and non-return valve (F) into Tighten screws to 55-65 Nm.
the barrel (E) after wetting with clean gas oil. Plunger
and non-return valve must slide into the barrel by B. Renew all sealing rings. For placing of the rings,
their own weight. see fig 2.
14. The axial clearance between lower spring plate C. Coat all the threads with an anti seize pro-
and plunger foot must not exceed 0.25 mm. The duct.
clearance between lower spring plate and plunger
foot is 0.05 to 0.1 mm when new. See fig 3. D. Wipe dry with paper plane sealing surface on
barrel (E) and connecting piece (B).
E. Before inserting the pinion (J), the easy mo-

tion of the plunger (M) in the barrel (E) must be
checked.
Plunger (M)
Max. 0.25 mm
Spring (L)
Lower spring
Plate (O)
Marking on
regulating rod
Tooth with chamfer
Fig 3 Clearance between Lower Spring Plate and Plunger Marking on pinion
15. Check the cavitation plugs (G) for wear and

renew if necessary.
08028-0D/H5250/94.08.12
Fig 4 Mounting of Regulating Rod Mechanism

16. Barrel (E), plunger (M) and non-return valve
(F) are manufactured to very close tolerances.
Any attempt to refinish these parts causes altera- F. When assembling the pinion (J), ascertain that
tions of the tolerances and must therefore NOT be the tooth (recognizable by the chamfer) will enter
carried out. the space of the regulating rod (H) marked by two
If during the visual inspection of the parts, heavy sings, see fig 4.
abrasion symptoms or damage can be observed,
the part in question must be replaced.
08.03 - ES0S
MAN Diesel
514-01.05 Fuel Injection Pump and Fuel Injection Pipe

Working Card
L23/30H
G. The marking on the guide cam of the plunger 20. Reconnect the regulating rod (H) to the spring
(M), must be in line with the marking in the slots of loaded lever and all the pipes to the fuel pump.
the pinion (J). (Not shown on fig 4).
18. After assembling, the easy motion of the re- Fuel injection pipe:
gulating rod (H), must be checked and the plunger
(M) must be moved from the no-load stop to full-load By normal working conditions the fuel injection pipe
stop. require very little maintenance except replacement
of O-rings and gasket in connection with the normal
overhaul of fuel injection equipment.
Mounting of fuel injection pump:
19. Before mounting the fuel injection pump, clean

the roller guide spring and washer for spring in the
roller guide housing.
08028-0D/H5250/94.08.12
08.03 - ES0S
514-01.10
Fuel Injection Valve
Working Card
L23/30H

Shut-off cooling water 52006 261 20-120 NM
52014 300 Extra tools
52014 361
52014 407
Description:
Dismounting, overhaul, pressure testing and

mounting of fuel injection valve.
Top cover on the cylinder head and front cover Ring and open end spanner 12 mm
on the fuel injection pump has been dismounted. Ring and open end spanner 24 mm
Fuel injection pipe dismounted 514-01.05 Socket spanner 24 mm
Socket spanner 30 mm
Tools for cleaning.
Clean kerosene or gas oil.
Antiseizure product.
(Copaslip, Molykote GN Plus or similar).
Related procedure:

Capacity : 1 man
51402 116 3/valve (L'Orange)
Data: 51402 224 3/valve (Nico)
11.28 - ES0
Edition 02H Fuel Injection Valve Page 2 (4)
L23/30H
The fuel injection valve is the single component 3. Clean the lower part of the nozzle (J) from
that has the greatest influence on the diesel engine carbonized oil deposits before dismantling the nozzle
condition. Various forms of operation and quality of nut (H). Remove the nozzle nut (H) and the nozzle
fuel oil affect the overhaul intervals. In some cases it (J).
may be necessary to shorten the prescribed intervals.
Dismounting and cleaning: D
1. Dismount the fuel injection valve from the cy- B

linder head by means of the special tool as shown
in fig. 1.
B. Lock nut F
C. Sealing ring
D. Adjusting screw G
E. Sealing ring
F. Nozzle spring H
G. Spring spindle
H. Nozzle nut J
J. Nozzle
Fig 2 Fuel injection valve.
Attention!
Do not damage the lapped surface.
4. The nozzle spring (F) and the spring spindle

(G), are to be taken out by loosening the adjusting
Fig 1 Dismounting of fuel injection valve from cylinder head. screw (D), completely.
5. All parts must be cleaned with kerosene or gas

2. Mount the fuel injection valve into the clamping oil and a hard brush (not a steel brush).
bracket VTO-W020 (see plate 52014, item 025) on
the pressure testing pump, and loosen the lock nut 6. Clean the nozzle holes of charred coke by
(B) fig 2. means of the supplied special drill (see plate 52014-
Unstress the nozzle spring by turning the adjusting 01H item 108) with holder.
screw (D).
7. Clean the cooling chamber and the cooling
ducts in the nozzle guide and injector body by placing
these in a cleaning liquid and then blow through the
parts with dry working air.
11.28 - ES0
514-01.10
Fuel Injection Valve
Working Card
L23/30H
Inspection of the parts: Pressure testing of fuel injection valve:
8. Nozzles are matched by lapping and are the- 14. The most effective checking of the fuel valves
refore only interchangeable as units. Insert nozzle is obtained through pressure testing, preferably
needle with gas oil in the needle guide. It must be carried out after each overhaul and also in case
controlled whether the nozzle needle slides down of irregularities in operation. The pressure testing
by its dead weight on its seat. is carried out in the following way by means of the
pressure testing apparatus supplied.
9. If the holes are oval worn, which is checked with
of a magnifying glass, the nozzle must be scrapped. 15. Mount the fuel injection valve in the bracket
VTO-W020 (see plate 52014 item no. 25) again. The
10. The best way, however, to check if the holes bracket to be in such a position that the nozzle of
are worn out is to control the flow rate of the nozzle the injector is pointing downwards.
which, in general, only can be made at the manu-
facturer's works on a special test stand. 16. For test of the injection pressure and ato-
mizing mount the test pipe VTO-W021 (see plate
11. Every effort to refinish will result in alterations 52014 item 049), increase pressure by means of
of these values and malfunction of the nozzle. If the lever on the test pump, and adjust the opening
heavy abrasion symptoms, respectively damages pressure to 320 bar (8 holes nozzle)/350 bar (10
are observed at the visual inspection of the parts, holes nozzle), by the adjusting screw (D), see fig 2,
the parts in question must be replaced. then tighten lock nut (B) and check opening pressure
again.
Do not expect chattering, but make sure that the
Reassembling: nozzle spray from all holes in the same angle. The
nozzle might chatter if the lever is worked very fast,
12. When all parts have been overhauled, found actually by hitting it.
in good order and carefully cleaned, assemble the Do not expect a nozzle tip with more than 1000 running
fuel injection valve again. hours to perform like a new nozzle in the test pump.
Then increase the pressure to 300 bar and keep the
13. When assembling the injection valve, proceed pressure by working the lever slowly downwards.
in the opposite order compared to the disassembly. When the pressure is kept at 300 bar, there should
Pay attention to the following: be no more than one drip from the nozzle tip for
approx. 3-5 sec.
A. Lubricate the threads on the adjusting screw
(D) with lub. oil, and the threads of the nozzle holder WARNING: Keep out of the fuel jets as they will
for the nozzle nut. The shoulder of the nozzle which penetrate the skin. Fuel which has penetrated
is in contact with the nozzle nut, must be lubricated the skin can cause painful inflammations (blood
with an antiseizure product. poisoning).
B. The sealing plane surface of body and nozzle

must be wiped dry with paper.
C. Renew the sealing rings (C) and (E).
D. Tighten torque for nozzle nut (see page 500.40.)
11.28 - ES0
514-01.10 Fuel Injection Valve Working Card
L23/30H
Mounting of the fuel injection valve in cylinder 19. Mount the high pressure pipe before tightening
head: the nuts then it is easier to fit the threads.
20. Put on the distance pieces, fit the nuts and

tighten up with a torque spanner (for torque moment,
see page 500.40).
Fig 3 Grinding tools for seat and liner for fuel injection valve.
17. Before mounting the fuel valve, clean and

inspect the valve sleeve in the cylinder head. If ne-
cessary, grind the seating face with the grinding tool
(see fig 3).
18. Coat the O-rings and the lower part of the valve Fig 4 Grinding tools for fuel injection valve (extra tools).
with an antiseizure product, place the valve in the
cylinder head and press it down to the seat.
11.28 - ES0
Page 1 (2) Fuel Oil Split Filter Edition 01H
L23/30H

Shut-off fuel oil
Description:
Disassembly, cleaning and assembly of fuel oil

split filter. Hand tools:

Kerosene, gas oil or similar.
Starting position:
Related procedure:
08028-0D/H5250/94.08.12
Working time : 1/2 hour Plate no Item no Qty. /

Capacity : 1 man
Data:

91.08 - ES0S-G
MAN Diesel

Edition 01H Fuel Oil Split Filter Page 2 (2)
L23/30H
1) During normal operation both filters should be 3) Position of three way cock, see fig 2.
in operation, single operation only to be used when
dismantling one of the filters for manual cleaning or
inspection.
2) Normally the filters are cleaned during opera- 4 5

tion by turning the handle, (1) see fig 1, on the filter
housing top a couple of turns. (clockwise).
Simultaneously with turning of the handle, the drain

cock, (2) in bottom of the filter housing should be
opened in order to drain of the dirt being scraped of
the filter element, (3).
Left Filter Both filters in Right Filter

1 This position is operation. This position is
only for cleaning only for cleaning
of the right filter, of the left filter,
not for continu- not for continu-
ous operating. ous operating.
5
Fig 2. Fuel oil split filter (top view).
3
Note: Shut-off fuel oil, before dismantling filter ele-
ment.
4) If no drainage occurs when the drain cock is

opened, the filter housing should be dismantled for
manual cleaning. Remove the nuts (5), and take out
the filter element (3).
2
5) Clean the filter element in kerosene gas oil or
similar and blow it dry with working air.
Fig 1 Fuel oil split filter 6) Mount the filter element again.
08028-0D/H5250/94.08.12
7) The filter element itself should never be dis-

mantled, but has to be replaced if damage or mal
function is experienced.
91.08 - ES0S-G
Work Card 514-01.90
Page 1 (2) Check of Fuel Oil Piping System
Edition 01
L23/30H, V28/32S

Engine stopped Shut- Plate No. Item No. Note
off starting air Shut
off cooling water Shut
off fuel oil
Short Description
Check of fuel oil piping system.

Engine is running.
Related Procedure

Duration in h : ½ Plate No. Item No. Quantity
Number : 1
Data
1992.01.20. - ES0
514-01.90 Work Card
Check of Fuel Oil Piping System Page 2 (2)
Edition 01
L23/30H, V28/32S
Personal Protection Equipment
Warning!
Personal Protection Equipment
Use protective gloves, safety shoes, safety glasses
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.
1 Venting pipe
Figure 1: Cross section of cylinder head
1992.01.20. - ES0
514-10.00
Fuel Oil Feed Pump
Working Card
L23/30H

Shut-off fuel oil
Disassembly, overhaul and assembly of fuel oil Allen key, 8 mm, 10 mm, 22 mm.
feed pump. Ring and open end spanner, 17 mm.
Adjustment of fuel oil pressure. Ring and open end spanner, 46 mm.
Big screwdriver.
Adjustable spanner.
Puller.
Starting position: Hard brush.
Gas oil.
All pipe connections to the feed pump have been
disconnected, and the feed pump is removed
from the engine.
Related procedure:
Working time : 4 Hours Plate no. Item no. Qty. /

Capacity : 1 man
51410 049 1/pump
Data: 51410 050 4/pump
51410 108 1/pump
Data for pressure and tolerance (Page 500.35) 51410 265 1/pump
96.26 - ES0S
514-10.00
Fuel Oil Feed Pump
Working Card
L23/30H
Disassembly. 7) Renew the sealing ring in cover (11).
1) Remove the coupling part (14), see fig. 1, by 8) Inspect all other parts for wear and damage,
means of a puller. and renew, if necessary.
2) Remove screws (12) and dismount the cover

(11) with locking ring, sealing ring, o-ring and rotating Assembly:
packing (9).
9) Mount the gear wheel (5 and 7), coat the sea-
3) After removal of the screws (4) (6 pcs.) the ling lip with silastene or similar and mount the cover
cover (3) is dismantled and the gear wheels (5 and (3).
7) are pulled out.
10) Mount the rotating packing (9) and the cover
4) Dismounting of the spring loaded adjustable (11) with sealing ring, o-ring, locking ring and coupling
by-pass valve. (14).
Remove the cap nut (21), nut (20), spring housing 11) Mount the spring loaded by-pass valve, nut (20),
(19), spring (18) and the cylinder (23). If the piston gasket (16), cap nut (21) and plug screw (15).
(17) cannot be pulled out from the same side the
plug screw (15) can be removed and the piston 2) Mount the feed pump on the engine and con
1
can be pressed from this side with a screw driver nect all the pipes.
or the like.
Adjusting of Fuel Oil Pressure.

Overhaul:
3) The outlet pressure of the feed pump, can be
1
5) Clean all the parts with gas oil and a hard adjusted by means of an adjusting screw in the by-
brush. pass valve.
Warning: Never use a steel brush. Remove the cap nut (21) and loosen the nut (20).
The parts are blown clean with working air. By turning the spring housing clockwise the pres-
sure is raised and reverse the pressure is lowered
6) If the bearing bush are to be removed the by turning the spring housing (19) anti-clockwise.
existing bearing bush is plugged out, the bores are When the correct pressure is reached, see page
cleaned and new bearing bush is mounted, see fig. 500.30, the spring housing (19) is locked with nut
2. (20) and finally the gasket (16) and cap nut (21) are
mounted.
Before the gear wheels can be mounted the bearing
bush must be adjusted with a reamer or a bearing
scraper, so that the gear wheel can run easily when
the pump is assembled.
96.26 - ES0S
514-10.00
Working Card
Page 3 (3) Fuel Oil Feed Pump Edition 01H
L23/30H
Fig. 2. Mounting of bearing bush.
Fig. 1. Fuel oil feed pump.
96.26 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
51401-28S
Plate
Page 1 (2) Fuel Injection Pump, U-cup
L23/30H
069
069
057
996 - Tool for mounting of item 248
NICO
51401-28S Fuel Injection Pump, U-Cup
Plate
Page 2 (2)
L23/30H

Item Item
021 1/P Pump housing Pumpehus 297 1/P Cap screw Hætteskrue
witout IMO number uden IMO nummer og
and classification klassifikation 307 1/P Securing ring Beskyttelsesring
033 2/P Screw Skrue 319 1/P Gear rim Tandkrans
045 2/P Packing ring Pakningsring 344+ 1/P Screw Skrue
057 1/C Fuel injection pump, Brændstof indsprøjt- 356+ 1/P Packing ring Pakningsring
u-cup, ø20, complete ningspumpe, u-cup,
ø20, komplet 368 2/P Screw Skrue
069 1/P Plunger and barrel, Stempel og cylinder, 996 1/E Tool for mounting of Værktøj for montering
ø20 incl. non-return ø20 inkl. kontraventil o-ring item 248 af o-ring item 248
valve
070 1/P Joint washer Pakning
082 2/P Washer Skive + Are not included in + Indgår ikke i fuel ind-
fuel injection pump, sprøjtningspumpe,
094 4/P Screw Skrue complete komplet
104 1/P Circlip Låsering
116 1/P Regulating rod Reguleringsstang
128 1/P Guide pin Styretap
141 1/P Upper spring plate Øverste fjederplade
153 1/P Spring Fjeder
165 1/P Lower spring plate Nederste fjederplade
177 1/P Thrust cap Trykhætte
189 1/P O-ring O-ring
200 1/P Circlip Låsering
212 1/P Spring Fjeder
224 1/P Connecting piece Forbindelsesstykke
261 1/P Pointer Viser
273 1/P Nut Møtrik
285 4/P Screw Skrue
Qty./E = Qty./Engine Antal/E = Antal/Engine
Qty./P = Qty./Pump Antal/P = Antal/Pumpe
NICO
Plate
Page 1 (2) Fuel Injection Valve 51402-33
L23/30H
141
189
104
189
021*
094
177
116
045
082
033*
069
057
* When ordering, please state IMO-17.06
12.03 - ES0, L'Orange, Cooled, Low sac

51402-33 Fuel Injection Valve Plate
Page 2 (2)
L23/30H

Item Item
021 1/V Injector housing, plea- Ventilhus, venligst oplys

se state IMO-17.06 IMO-17.06
033 1/V Nozzle, complete, Forstøver, komplet, ven-

please state IMO- ligst oplys IMO-17.06
17.06
045 2/V Dowel pin Styrestift
057 1/V Screw cap Omløber
069 1/V Thrust spindle Trykspindel
082 1/V Spring Fjeder
094 1/V Adjusting screw Justeringsskrue
104 1/V Nut Møtrik
116 3/V O-ring O-ring
141 1/V Cap nut Hættemøtrik
177 1/C Fuel injection valve, Brændselsventii,

complete komplet
189 2/V Washer Skive
Qty./V = Qty./Valve Qty./V = Qty./Ventil
Qty./C = Qty./Cylinder. Qty./C = Qty./Cylinder.
12.03 - ES0, L'Orange, Cooled, Low sac

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
Item No. Qty Item Designation Item No. Qty Item Designation
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
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/E = Qty/Engine
Qty/F = Qty/Filter
2014.10.08 - Mk2, 25 my
Plate
Page 1 (2) Fuel Injection Pipe 51404-01H
L23/30H
130
237
010
178 250
262
142
130
178
166
154 262
142
154
166
095
08028-0D/H5250/94.08.12
201
213
225
94.22 - ES0S
MAN Diesel
Plate
51404-01H Fuel Injection Pipe Page 2 (2)
L23/30H
Item Item
010 1/C Fuel injection pipe, Højtryksrør,

complete komplet
095 1/C Sleeve Styrebøsning
142 2/C Flange Flange
154 4/C Screw Skrue
201 2/C Sleeve in 2/2 Bøsning 2-delt
213 2/C Wire lock ring Wire låsering
225 1/C Nut Møtrik
237 1/C Screwed socket Gevindmuffe
250 1/C Nut Møtrik
262 4/C Locking washer Låseskive
08028-0D/H5250/94.08.12
Qty./C = Qty./Cylinder. Qty./C = Qty./Cylinder.
94.22 - ES0S
Pipes on Cylinder Section 51430-01H
Plate
Page 1 (2)
5L23/30H
07.17 - ESO
51430-01H Pipes on Cylinder Section Plate
Page 2 (2)
5L23/30H
Item Item
012 1/E Fuel oil Br. olie 240 1/C Clamp Holder
distributor pipe fordelingsrør
252 2/C Spring lock Låsefjeder
024 1/C Branch pipe Stikrør
cylinder section cylindersektion 264 2/C Nut Møtrik
036 1/C Straight male Ligeforskruning 276 1/C Bracket Beslag

stud coupling
288 1/C Pipe clamp Rørholder
048 1/E Fuel oil return Br. olie
pipe returrør 311 2/C Pipe clamp Rørholder
061 1/C Branch pipe Stikrør 323 1/C Pipe clamp Rørholder
cylinder section cylindersektion
335 1/C Hexagon screw Skrue
073 1/C Screwed Vinkel-
connection forskruning 347 2/C Hexagon screw Skrue
085 1/E Fuel oil Br. olie 359 2/C Hexagon screw Skrue
return pipe returrør
360 2/C Hexagon screw Skrue
097 1/C Lub. oil pipe Smøreolierør
372 1/C Screwed connection Forskruning
cylinder section cylindersektion 384 1/C Screwed connection Forskruning
119 1/C Straight male Ligeforskruning 396 1/C Screwed connection Forskruning
stud coupling
406 1/C Screwed connection Forskruning
120 1/C Straight male Ligeforskruning
stud coupling 418 1/C Screwed connection Forskruning
132 2/C Plug screw Propskrue 431 1/C Pipe clamp Rørholder
with SRG
443 1/C Bracket, complete Beslag, komplet
144 2/C Packing ring Pakningsring
156 1/E Lub. oil Smøreolie-

distribution pipe fordelingsrør

cylinder section cylindersektion

stud coupling
193 1/E Sealing oil Spærreolie-

distribution pipe fordelingsrør

lub. oil smøreolie

stud coupling
227 1/C Pipe from fuel Rør for

pump drain br. olie pumpedræn
239 1/C Banjo coupling Banjo forskruning
Qty./E = Engine Antal/E = Motor
07.17 - ESO
Your Notes :
08031-0D/H5250/94.09.07
Index
Page 1(1)
Lubricating Oil System 515
L23/30H
Description
Internal Lubricating Oil System ---------------------------------------------------------------- 515. 01 (14)

Lubricating Oil Cooler ---------------------------------------------------------------------------- 515. 06 (01H)
Centrifugal By-Pass Filter ----------------------------------------------------------------------- 515 15 (01H)
Crankcase ventilation -----------------------------------------------------------------------------515 31 (03)
Working Card
Lubricating Oil Pump, Engine Driven ---------------------------------------------------------515- 01. 00 (01H)

Prelubricating Pump ------------------------------------------------------------------------------ 515- 01. 05 (08)
Lubricating Oil Filter -------------------------------------------------------------------------------515- 01. 10 (01H)
Lubricating Oil, Thermostatic Valve -----------------------------------------------------------515- 01. 20 (01H)
Check of Lubricating Oil Piping System ----------------------------------------------------- 515- 01. 90 (01H)
Lubricating Oil Cooler ---------------------------------------------------------------------------- 515- 06. 00 (02H)
Centrifugal By-Pass Filter --------------------------------------------------------------------- 515- 15. 00 (01H)
Plates
Lubricating Oil Pump (Gear Driven) ------------------------------------------------------------------51501- 26

Lubricating Oil Filter (Type A) --------------------------------------------------------------------------51502- 07H
Lubricating Oil Thermostatic Valve -------------------------------------------------------------------51503- 01H
Prelubricating Pump with El-Motor ------------------------------------------------------------------- 51504- 08S
Combined Lubricating Oil Coole ---------------------------------------------------------------------- 51506- 01H
Centrifugal By-Pass Filter -------------------------------------------------------------------------------51515- 01H
Lubricating Oil Separator ------------------------------------------------------------------------------- 51530- 04H
Your Notes :
08031-0D/H5250/94.09.07
Description
Internal Lubricating Oil System 515.01
L23/30H
C3
C16 C15
PDT PT TE
21-22 22 22
PDAH PAL TAH PSL TI LAL
Hand wing pump 21-22 22 22 22 22 25
Filter
Prelub. El. Driven pre- Centri-
oil inlet lub. oil pump fugal B Drain from oil
TC filter vapour discharge
LAH LAL (see combustion
28 28 air diagram)
PI
23
To main bearing C13
TE TE TE TE TE
Lub. oil cooler 29 29 29 29 29
TI Cyl. 1
20
To pump To
drive piston
A To
camshaft Governor
drive drive
To rocker arms
TE
20
TAH
** 20
Lube oil pipe Forced oil
to internal Engine driven
nozzle cooling lub. oil pump Boring in
** camshaft
PI
21-22
C4 C9
Separate full flow filter
A When full flow filter

Standard
B 1 piece for 5-6 cyl. engines,
2 pcs. for 7-8 cyl. engines Optionals
C7 C8
Fig 1 Diagram for internal lubricating oil system.
General
Pipe description for connection at the engine
C3 Lubricating oil from separator DN25 As standard the lubricating oil system is based on
C4 Lubricating oil to separator DN25 wet sump lubrication.
C7 Lubricating oil from separate filter DN65
All moving parts of the engine are lubricated with
C8 Lubricating oil to separate filter DN65
oil circulating under pressure in a closed built-on
C9 Back-flush from full-flow filter DN20
system.
C13 Oil vapour discharge* DN50
C15 Lubricating oil overflow DN50 The lubricating oil is furthermore used for the purpose
C16 Lubricating oil supply DN25 of cooling the pistons.
The standard engine is equipped with built-on:

Flange connections are as standard according to DIN 2501
– Engine driven lubricating oil pump

– Lubricating oil cooler
* For external pipe connection, please see "Crank-
– Lubricating oil thermostatic valve
case Ventilation, B 12 00 0/515.31"
– Duplex full-flow depth filter
– Pre-lubricating oil pump

515.01 Internal Lubricating Oil System Description
L23/30H
Oil Quantities The main groups of components to be lubricated

are:
The approximate quantities of oil necessary for a new
engine, before starting up are given in the table, see
1 – Turbocharger
"B 12 01 1 / 504.06 Lubricating Oil in Base Frame"
(max. litre H3) 2 – Main bearings, big-end bearing etc.
3 – Camshaft drive
If there are connected external, full-flow filters etc.,
the quantity of oil in the external piping must also be 4 – Governor drive
taken into account.
5 – Rocker arms
Max. velocity recommendations for external lubri 6 – Camshaft
cating oil pipes:
1) For priming and during operation, the tur
– Pump suction side 1.0 - 1.5 m/s
bocharger is connected to the lubricating oil
– Pump discharge side 1.5 - 2.0 m/s
circuit of the engine, the oil serves for bearing
lubrication and also for dissipation of heat.
Lubricating Oil Consumption The inlet line to the turbocharger is equipped
with an orifice in order to adjust the oil flow and
The lubricating oil consumption, see "Specific Lubri-
a non-return valve to prevent draining during
cating Oil Consumption - SLOC, B 12 15 0 / 504.07"
stand-still.
It should, however, be observed that during the run-
The non-return valve has back-pressure func-
ning in period the lubricating oil consumption may
tion requiring a pressure slightly above the prim-
exceed the values stated.
ing pressure to open in normal flow direction.
In this way overflooding of the turbocharger is
prevented during stand-still periods, where the
Quality of Oil pre-lubricating pump is running.
Only HD lubricating oil (Detergent Lubricating Oil)
2) Lubricating oil for the main bearings is sup-plied
should be used, characteristic stated in "Lubricating
through holes drilled in the engine frame. From
Oil Specification B 12 15 0 / 504.01".
the main bearings it passes through bores in
the crankshaft to the connecting rod big-end
bearings.
System Flow
The connecting rods have bored channels for
The lubricating oil pump draws oil from the oil sump
supply of oil from the big-end bearings to the
and presses the oil through the cooler and filter to
small-end bearings, which has an inner circum-
the main lubricating oil pipe, from where the oil is
ferential groove, and a pocket for distribution
distributed to the individual lubricating points. From
of oil in the bush itself and for supply of oil to
the lubricating points the oil returns by gravity to
the pin bosses and the piston cooling through
the oil sump.
holes and channels in the piston pin.
From the front main bearings channels are

bored in the crankshaft for lubricating of the
pump drive.

Description
Internal Lubricating Oil System 515.01
L23/30H
3) The lubricating oil pipes, for the camshaft drive
gear wheels, are equipped with nozzles which A
are adjusted to apply the oil at the points where
the gear wheels are in mesh.
4) The lubricating oil pipe, and the gear wheels

for the governor drive are adjusted to apply the
oil at the points where the gear wheels are in
mesh.
C B
5) The lubricating oil to the rocker arms is led
through pipes to each cylinder head. It con-
tinuous through bores in the cylinder head
and rocker arm to the movable parts to be
lubricated at rocker arms and valve bridge.
Further, lubricating oil is led to the movable
parts in need of lubrication. Fig 2 Thermostatic Valve
6) Through a bore in the frame lubricating oil is led

to the first camshaft bearing and through bores The valve cannot be set or adjusted, and it requires
in the camshaft from where it is distributed to no maintenance.
the other camshaft bearings.
Built-on Full-flow Depth Filter

Lubricating Oil Pump
The lubricating oil filter is a double filter which is
The lubricating oil pump, which is of the gear wheel generally used with only one filter chamber being in
type, is mounted on the front end of the engine and operation, the other filter chamber being stand-by.
is driven by means of the crankshaft through a cou-
pling. The oil pressure is controlled by an adjustable If the filter chamber in operation needs to be servi-
spring- loaded relief valve built-on the oil pump. ced, the operation can be switched to the other filter
chamber without any interruption in lubricating oil
supply to the engine.
Thermostatic Valve
Servicing is generally restricted to replacing of the
The thermostatic valve is designed as a T-piece with paper cartridges, cleaning of the radial mesh insert
the inlet in the cover (A) under which the thermostatic and inspection of sealings, the latter to be replaced
elements are located. if damages observed.
The outlet to the engine (by-passing cooler) is Each filter chamber is equipped with 1 or 2 replaceable
marked (B) and outlet to the cooler is marked (C). paper cartridges of fineness 10-15 microns.
In the warming up period, the oil is by-passing the
cooler. When the oil from the engine reaches the In the centre of each filter chamber a filter basket
normal temperature see "Operation data & set points (central element) is situated. This filter basket is
500.30" a controlled amount af oil passes through acting as a safety filter, having a fineness of about
the cooler. 60 microns.
The thermostatic elements must be replaced if the During operation an increased pressure drop across
temperature during normal operation deviates es- the filter will be observed as dirt particles will deposit
sential from the one stated in the test report. on the filtration surfaces of the paper cartridges and
thus increase the flow resistance through the filter.

515.01 Internal Lubricating Oil System Description
L23/30H
If the pressure drop across the filter exceeds 2.0
bar, a release valve will open and by-pass the 10-15 Optionals
microns filter element, and the engine will run with
only the 60 microns safety filter. Besides the standard components, the following
optionals can be built-on:
To ensure safe filtering of the lubricating oil, none of
the by-pass valves must open during normal service – Level switch for low/high level in oil sump
and the elements should be replaced at a pressure (LAL/LAH 28)
drop across the filter of 1.5 bar. – Centrifugal by-pass filter
(standard for stationary engines)
Servicing is essential the exchange of the paper – Hand wing pump
cartridges.
Pressure differential transmitting
When exchanging cartridges, it is advisable to release – PDT 21-22 Lubricating oil inlet across filter
any old oil remaining in the filter housing by means
of the drain plug provided for this purpose, and to Temperature alarm high
wipe out the housing with a cloth. – TAH 20 Lubricating oil inlet before cooler
The filter chambers can be serviced successively du- Pressure transmitting

ring operation or when the engine is at standstill. – PT 22 Lubricating oil inlet after cooler
It is essential to follow the instructions in work card Temperature element

515-01.10 closely when replacing filter cartridges. – TE 20 Lubricating oil inlet before cooler
Filter cartridges must under no circumstances be Temperature element

cleaned and used again. – TE 22 Lubricating oil inlet after cooler
Temperature element
Pre-lubricating – TE 29 Lubricating oil inlet main bearings
As standard the engine is equipped with an electric- Branches for:

driven pre-lubricating pump mounted parallel to the
main pump.The pump must be arranged for automatic – External fine filter
operation, ensuring stand-still of the pre-lubricating – External full/flow filter
pump when the engine is running, and running dur-
ing engine stand-still in stand-by position. Branches for separator is standard.
Running period of the pre-lubricating pump is prefer-

ably to be continuous. If intermittent running is requi-
red for energy saving purpose, the timing equipment
should be set for shortest possible intervals, say 2
minutes of running, 10 minures of stand-still, etc.
Further, it is recommended that the pre-lubricating
pump is connected to the emergency switch board
thus securing that the engine is not started without
pre-lubrication.
Draining of the Oil Sump
It is recommended to use the separator suction pipe

for draining of the lubricating oil sump.

Description
Lubricating Oil Cooler 515.06
Page 1 (1)
Edition 01H
L23/30H
Principle of the Plate Heat Exchanger Plates
The built-on lubricating oil cooler is a plate heat After clamping of the plate pack, the plates - which
exchanger. are fitted gaskets - ensure an effective seal between
fluids and atmosphere. In addition, intermixing of the
The plate heat exchanger consist of a number of fluids is eliminated by a double gasket seal around
cold pressed plates which are compressed between the inlet ports.
a frame plate (head) and the pressure plate (follow)
by means of tie bolts. Every second plate is turned through 180°. This
means that the double gasket seal occurs around
The plates are made with special corrugations, every second inlet to the channels between the
which ensures turbolent flow and high heat transfer plates.
cofficients.
The plate pack now forms a series of parallel flow
channels in which the fluids flow in a counter cur-
rent regime.
96.26 - ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Description
Centrifugal By-Pass Filter 515.15
Page 1 (1)
Edition 01H
L23/30H
V28/32S
Description
The centrifugal filter is a by-pass filter mounted directly For proper filtration, it is important that the rotor is
at the engine base frame. The centrifugal filter is a always correctly balanced.
supplement to the main filter.
An out-of-balance condition can occur as a result
During service, a part of the lubricating oil supplied of an uneven built-up of sludge or as a result of ex-
from the engine driven lubricating oil pump enters cessive bearing or spindle wear.
the centrifugal filter and returns to the oil sump in
the base frame.
The centrifugal filter relies on the centrifugal force

and can therefore remove high density, sub-micron
particles.
Principle of Operation
D
Oil enters the base of the filter and depresses the
B
cut-off valve (A) which has a pre-set pressure valve.
The cut-off valve is fitted to ensure that at low pres- E
sure and flow conditions the entire oil pump output
C
is supplied to the engine working parts. Having
depressed the cut-off valve the oil travels up the
centre of the spindle. Through holes at the top (B)
and enters the rotor (C) at the maximum height above
F
the stand tube. The oil completely fills the cleaning
chamber (D) and travels through the strainer (E)
into the drive chamber (F), leaving under pressure A
via diametrically opposed tangential nozzles in the
bottom of the rotor.
The reaction of the oil leaving the nozzles provides

A Cut-off valve D Cleaning chamber
the driving force causing the rotor to spin about the
B Top E Strainer
spindle at high speed. The oil leaving the nozzles is C Rotor F Drive chamber
then allowed to drain back to the sump, by gravity
at atmospheric pressure.
Fig 1. Diagram showing Principle of Operation.
The centrifugal force field within the spinning rotor
forces the contaminants to travel to the inner wall of
the rotor, where they form a dense rubber-like sludge
which is easily removed.
96.03 - ES0S-G
Description
Crankcase Ventilation 515.31
General
Crankcase Ventilation However, if a manifold arrangement is used, its ar-

rangements are to be as follows:
The crankcase ventilation is not to be directly con-
nected with any other piping system. It is preferable 1) The vent pipe from each engine is to run in-
that the crankcase ventilation pipe from each engine dependently to the manifold and be fitted with
is led independently to the open air. The outlet is corrosion resistant flame screen within the
to be fitted with corrosion resistant flame screen manifold.
separately for each engine.
2) The manifold is to be located as high as prac-
ticable so as to allow a substantial length of
piping, which separates the crankcase on the
individual engines.
C 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 ag-
C gregate area of the individual crankcase vent
Connection pipes entering the manifold.
crankcase vent
4) The manifold is to be provided with drainage

*
arrangement.
A B
The ventilation pipe must be designed to eliminate
C13 the risk of water condensation in the pipe flowing
Connection
C30 turbocharger vent back into the engine and should end in the open air:
A
*
B * Condensate trap,
– The connection between engine (C13 / C30)
continuously open and the ventilation pipe must be flexible.
– The ventilation pipe must be made with continu-

ous upward slope of minimum 5°, even when
Ventilation Ventilation
pipe pipe
the ship heel or trim (static inclination).
– A continuous drain must be installed near

the engine. The drain must be led back to the
From sludge tank.
crankcase
Nominal Diameter ND (mm)
Engine
A B C
L16/24 50 65
L21/31 65 40 80
From
crankcase L23/30H 50 - 65
L27/38 100 - 100
L28/32H 50 - 65
Sludge tank Sludge tank V28/32H 100 - 125
L32/40 125 50 125
V28/32S 100 - 125
Fig 1 Crankcase ventilation. Fig 2 Pipe diameters for crankcase ventilation.
12.03 - ES1
515.31 Crankcase Ventilation Description
General
– Dimension of the flexible connection, see pipe Example :

diameters Fig 2.
Engine with a mechanical output of 880 kW and
– Dimension of the ventilation pipe after the flex- combustion air consumption of 6000 [kg/h] corre-
ible connection, see pipe diameters Fig 2. sponds to :
The crankcase ventilation flow rate varies over time, 287.04 [Nm/(kg•K)] • 6000 [kg/h] • 318.16 [°K]
from the engine is new/major overhauled, until it is 1 [bar] • 100000 [N/m²]
time to overhaul the engine again.
= 5479 [m³/h]
The crankcase ventilation flow rate is in the range of
3.5 – 5.0 ‰ of the combustion air flow rate [m³/h] at The crankcase ventilation flow rate will then be in the
100 % engine load. range of 19.2 – 27.4 [m³/h]
If the combustion air flow rate at 100 % engine load is The maximum crankcase backpressure measured
stated in [kg/h] this can be converted to [m³/h] with right after the engine at 100 % engine load must not
the following formula (Tropic Reference Condition) : exceed 3.0 [mbar] = 30 [mmWC].
287.04 [Nm/(kg•K)] • Mass flow [kg/h] • 318.16 [°K]

1 [bar] • 100000 [N/m²]
12.03 - ES1
Page 1 (3) Lubricating Oil Pump, Engine Driven Edition 01H
L23/30H

Shut-off fuel oil
Description:
Disassembly, overhaul and assembly of lubrica-

ting oil pump, engine driven.
Adjusment of lub. oil pressure. Hand tools:

Starting position: Ring and open end spanner, 46 mm.
(Socket spanner, 46 mm).
All pipe connections to the lub. oil pump have Allen key, 8 mm, 4 mm.
been disconnected, and the lub. oil pump is re- Plier for locking ring.
moved from the engine. Soft hammer.
Big screw driver.
Adjustable spanner.
Puller.
Related procedure: Silastene or similar.
Hard brush.

08028-0D/H5250/94.08.12
Working time : 6-8 hours Plate no Item no Qty/

Capacity : 1 man
51501 234 1/pump
51501 055 5/pump
Data: 51501 151 1/pump

96.26 - ES0S-G
Edition 01H Lubricating Oil Pump, Engine Driven Page 2 (3)
L23/30H
Disassembly: Before the gear wheels (7 and 8) can be mounted
the bearing bush must be adjusted with a reamer
1) Remove the coupling part or gear wheel (1), or a bearing scraper, so that the gear wheel can run
see fig. 2, by means of a puller or a soft hammer. easily when the pump is assembled.
2) Remove screws (2) and dismount the cover 8) Inspect all other parts for wear and damage,
(3). and renew, if necessary.
3) Dismount the locking ring (4), screws (5) and

remove the cover (6) with the overspeed device.
4) Remove the gear wheel (7 and 8).
5) Dismounting of the spring loaded adjustable

by-pass valve.
Remove the cap nut (9), nut (10), spring housing

(11), spring (12) and the cylinder (13). If the piston
(14) cannot be pulled out from the same side, the
plug screw (15) can be removed and the piston can
be pressed out from this side with a screw driver
or the like.
Fig. 2.
Assembly:
9) Mount the gear wheel (7 and 8).
Coat the sealing lip with silastene or similar and

Fig. 1. mount the cover (6) with gear wheel and locking
ring (4).
08028-0D/H5250/94.08.12
Overhaul. 10) Mount the cover (3) with gasket.
6) Clean all the parts with gas oil and a hard 11) Mount the gear wheel or coupling part (1).
brush, (never use a steel brush). The parts are blown
clean with working air. For tightening the nut for gear wheel, see page
500.40.
7) If the bearing bush is to be removed the
existing bearing bush is plugged out by means of 12) Mount the spring loaded by-pass valve, nut
a mandrel, the bores are cleaned and new bearing (10) with gasket, cap nut (9) and plug screw (15).
bush is mounted, see fig. 1.
96.26 - ES0S-G
Page 3 (3) Lubricating Oil Pump, Engine Driven Edition 01H
L23/30H
Adjusting of Lub. Oil Pressure. By turning the spring housing clockwise the pressure
is raised and reverse the pressure is lowered by
13) The outlet pressure of the lub. oil pump, can turning the spring housing (11) anti-clockwise. When
be adjusted by means of a adjusting screw in the the correct pressure is reached , see page 500.30,
by-pass valve. the spring housing (11) is locked with nut (10) and
finally the gasket and cap nut (9) are mounted.
Remove the cap nut (9) and loosen the nut (10).
08028-0D/H5250/94.08.12
96.26 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Page 1 (3) Prelubricating Pump Edition 08
General
Stopped engine Plate No Item No Note.

Shut-off fuel oil
Hand tools
Description
Bench vice.
Dismounting, replacement of the rotary shaft seal Spanner.
and assembly of prelubricating pump. Torque spanner.
Plier for lock ring.
Soft hammer.
Starting position
Related procedure:
08028-0D/H5250/94.08.12
Working time : 2-3 Hours Plate No Item No Qty./

Capacity : 1 man
See plate 51504.
Data:

02.39 - ES0
Edition 08 Prelubricating Pump Page 2 (3)
General
Overhauls We advise not to change the bearing bushes. In
connectin with damages on the bearings it is normal
Overhauls for the purpose of avoiding functional that also the shafts and the parts in the gear box will
trouble are not normally necessary for the prelubri- be damaged.
cating pumps, when properly used, there is very little
wear on the pump gear shaft. When ordering spare parts, do not forget to state
the factory no. of the pump.
Spare Parts
Replacement of mechanical seal
Before any overhaul is done, please note the fol-
lowing: 1) Disconnect the cable and pipe connection to
the pump.
If a pump gets unusable by wear, it must be repla-
ced. Installation of spare parts cannot bring it back 2) Remove the pump from the engine base
to normal condition. frame.
It pays to keep extra pumps in stock or to have repairs 3) Separate the pump and the el-motor.
(overhauls) carried out at our repair shop.
4) Remove the coupling part and key (109), see
The shaft seal needs only to be replaced in case fig. 1, from the driving gear shaft (051).
of leakage or after dismounting of drive shaft. The
marks from the seal do not necessarily mean that 5) Tighten the pump to the flange. Pressure control
the sealing is defective, but there is a risk of leakage valve (038) upwards.
after replacement of sealing.
6) Loosen screws (075) and take off the pressure
control valve (038).
109 099 122 014 051 026 038 075

08028-0D/H5250/94.08.12
Fig 1. Prelubricating Pump
02.39 - ES0
Page 3 (3) Prelubricating Pump Edition 08
General
7) Take off the gear box (026), if necessary use Mounting
a soft hammer for separation.
13) The mounting process follows in reverse order,
8) Remove the gear wheels from the cover (014). it is stressed that an exact cleaning works is
Dismounting is only possible by disturbing the necessary.
rotor shaft seal and by breaking the bearing
bush. Especially the sealing faces must be clean.
9) Remove the security ring (099) and take off Tightening of screw pos. (075):
the rotary shaft seal (122).
R25 10 Nm
10) Press out the driving gear shaft bearing bush, R35 50 Nm
pull out the running bearing bush with the inner
wheel puller. In connection with the bearing bush, attention must
be paid to the placement of the butt joint and the
11) Gear box (026). Dismounting is only possible mounting depth.
by damaging the shaft bush. Press out the
shaft bushes. The new shaft seal cannot be pressed into the pro-
tection cover before exact mounting of the pump.
12) Pressure control valve (038). The pressure
control valve can be dismounted also without O-ring must be changed.
dismounting the pump.
08028-0D/H5250/94.08.12
02.39 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Page 1 (3) Lubricating Oil Filter Edition 01H
L23/30H

Shut-off fuel oil
Description:
Replacement of paper filter element(s).

Cleaning of safety filter and filter housing. Hand tools:

Starting position: Adjustable spanner.
Related procedure:
08028-0D/H5250/94.08.12
Working time : 2 hours Plate no Item no Qty. /

Capacity : 1 man
51502 013 See plate 51502
Data: 51502 290 1/Filter.

91.45 - ES0S-G
Edition 01H Lubricating Oil Filter Page 2 (3)
L23/30H
The lubricating oil filter is dimensioned so that each of 4) Filter housing cap is dismantled.
the two filter parts has sufficent capacity to treat the
amount of lubricating oil delivered by the pump. 5) Remove the inner safety element. Clean the
element with detergent. Check that it is intact.
The three-way valve positioned is determining
whether the left hand or the right hand filter chamber 6) Remove the outer element(s). Filter element is
is in operation, and also gives the possibility of having of disposable type. It change always to new original
both filter chambers in operation simultaneously. filter.
The three-way valve is marked with flow directions 7) Clean the filter housing and the cap. Be careful
and the figure indicates the operation modes accor- of not to let the oil from the dirty side to go into the
ding to valve positions. clean oil channel in the middle of bottom.
Three-way valve positions 5 6 5
Left hand filter cam- Right hand filter

ber in operation. camber in opera-
tion. 8 1 2 8
7
4
3
Both filter camber in
operation.
1 Left hand filter camber 2 Right hand filter chamber

Fig 1. Three-way valve positions. 3 Inlet 4 Outlet
5 Vent screw 6 Three-way valve/
switch valve
7 Fill-up valve 8 Drain plug
Service Procedure.
08028-0D/H5250/94.08.12
1) Turn the three-way valve, see fig 2, into the

position setting the stand-by filter chamber in ope- Fig 2.
ration and the filter chamber requiring service out
of operation.
2) Open the vent screw (5) on the top of the filter 8) Check the seal on the bottom of the filter hou-
to get the pressure out of the filter half. sing and in the cap. Change if needed.
3) Open the drain plug (8) under the filter housing 9) Assemble the filter in opposite order.
and drain off oil.
91.45 - ES0S-G
Page 3 (3) Lubricating Oil Filter Edition 01H
L23/30H
10) Let the air valve be open and fill the filter hou-
sing with oil by means of the slow fill-up valve (7)
Fill-up valve positions in position FILL, see fig 3. This valve is inside the
three-way valve and by using it, the filling can be
Operation Changing over
made so slowly that the pressure on the other part
of the filter does not drop too much.
11) Close the vent screw (5) after the housing is

filled up with oil.
12) Open the three-way valve (6) and close the

Switch in normal Switch in fill fill-up valve (7) by turning it to position CLOSED,
operation position position see fig. 3.
13) The filter just serviced is now ready to be set

in operation.
Fig 3. Fill-up valve position.
Inspect for oil leakages in order to ascertain all
sealings to be tight.
Check that pressure drop across filter is correct.
Clean the other side of the filter correspondingly.

08028-0D/H5250/94.08.12
91.45 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Page 1 (2) Lubricating Oil, Thermostatic Valve Edition 01H
L23/30H

Shut-off fuel oil
Description:
Inspection of thermostatic valve and replacement

of elements. Hand tools:

Copaslip
Tools and cleaning preparation for cleaning.
Starting position:
Lubricating oil drained from engine (if neces-

sary).
Related procedure:
08028-0D/H5250/94.08.12
Manpower:
Working time : 2 hours Replacement and wearing parts:

Capacity : 1 Man
Plate No Item No Qty/
Data:
51503 020 2/engine
Data for pressure and tolerance (Page 500.35) 51503 044 2 /engine
Data for torque moment (Page 500.40) 51503 093 3/engine
92.05 - ES0S-G
Edition 01H Lubricating Oil, Thermostatic Valve Page 2 (2)
L23/30H
The thermostatic valve cannot be adjusted and un- Replacement of elements:

der normal working conditions maintenance is not
required. However, in some cases it is necessary to 1) Remove nuts (1) and washers (2), 4 or 6 pcs.
replace the elements in the thermostatic valve. See fig 1.
2) Disconnect upper and lower part of the hou-

sing.
1
2 3) Remove the assembled elements (3) and the
3 elements O-ring sealing.
5 4) Remove the gaskets between the upper and
lower part of the housing.
4
5) The upper and lower part of the housing are
thoroughly cleaned inside and on the gasket sur-
faces.
6) The sealing rings (4) for the elements in the

housing are replaced and lubricated with a thin layer
of copaslip.
7) Remount the assembled elements in the hou-

sing by wriggling these somewhat over side.
8) Upper and lower part of the housing are as-

sembled with a new gasket (5), the nuts (1) are
1. Nut
mounted and tightened "cross-wise".
2. Washer
3. Element
Note:
4. O-rings sealing
5. Gasket
After inspection or replacement of the elements the
lub. oil temperature is checked to ensure that the
elements are working correctly.
Fig 1 Thermostatic valve
08028-0D/H5250/94.08.12
92.05 - ES0S-G
Page 1 (2) Check of Lubricating Oil Piping System Edition 01H
L23/30H

Shut-off fuel oil
Description:
Check and examination of the lubricating oil

piping system. Hand tools:
Starting position:
Engine running.
Related procedure:
08028-0D/H5250/94.08.12
Working time : ½ hour Plate no Item no Qty /

Capacity : 1 man
Data:

92.04 - ES0U-G
Edition 01H Check of Lubricating Oil Piping System Page 2 (2)
L23/30H
Checks to be carried out. 4) Blow-through drain pipes.
1) Examine the piping system for leaks. 5) Check flexible connections for leaks and dama-
ges.
2) Retighten all bolts and nuts in the piping system.
6) Check manometers and thermometers for pos-
3) Move all valves and cocks in the piping system. sible damages.
Lubricate valve spindles with graphite or similar. For lubricating oil condition, see section 504.
08028-0D/H5250/94.08.12
92.04 - ES0U-G
Page 1 (4) Lubricating Oil Cooler Edition 02H
L23/30H

Shut-off fuel oil
Description:
Separation, cleaning and assembling.

Replacement of plates and gaskets. Hand tools:

Starting position: Adjustable spanner
Cooling water and lub. oil have been drained from

cooler/engine. All pipes are disconnected.
Related procedure:
Manpower:
08028-0D/H5250/94.08.12
Working time : 4 hours Replacement and wearing parts:

Capacity : 1 man
Plate No Item No Qty./
Data:
51506 111/279 4/cooler
96.39 - ES0S
Edition 02H Lubricating Oil Cooler Page 2 (4)
L23/30H
Introduction Manual Cleaning
Cleaning of the cooler has to take place, when the Clean the plates with a soft brush and a suitable
pressure drop on the oil and water side is larger detergent. In case of dense coating of scale or
than allowable and/or if the oil cannot be sufficiently organic materials, the plates must be put in a bath
cooled. of detergent.
Note: Never use a steel brush, metal scraper or

Separation the like.
Cooling and Pressure Relief A high-pressure cleaner can be used with care, how-
ever, never with sand or other abrasives added.
Before opening the plate heat exchanger, it has
to be cooled down to below 40o C and be without
pressure! Detergents
The cooling must not exceed 10o C per minute. A detergent is suitable, if it will remove any coating
The pressure drop must not exceed 10 bar per on the plates without causing any damage to plates
minute. and gaskets.
Note: If these norms are exceeded, the guarantee Note: It is of great importance that decomposition
will cease to be valid. of the protective film on the stainless steel
does not take place - the film preserves the
corrosion resistancy of the steel.
Separation of Edge-clamped Frame
Do not use chlorine-containing agents such
Upon completion of the procedure “Cooling and as hydrochloricacid (HCI)!
Pressure Relief”, separate the frame by retaining
two or four diagonally placed bolts. Oil and fats are removed by using a water emulsify-
ing oil solvent, e.g. BP-system cleaner.
Note: Take care that the pressure plate does not
tilt! Organic and greasy coatings are removed by using
sodium hydroxide (NaOH):
Loosen the bolts uniformly and diagonally (max. 10
mm at a time), then push the pressure plate towards - max. concentration 1.5%
the end support. When the pressure plate is not tight (1.5% concentration corresponds to 3.75
anymore, the plates can be removed. l 30% NaOH per 100 l water).
- max. temperature 85o C.
Note: When using plate heat exchangers on board
ships, the pressure plate have to be secured Stone and lime/calcareous deposits are removed by
08028-0D/H5250/94.08.12
in order to avoid danger due to the movements using nitric acid (HNO3):
of the ship.
- max. concentration 1.5%
(1.5% concentration corresponds to 1.75 l
Cleaning 62% HNO3 per 100 l water).
- max. temperature 65o C.
The capacity and corrosion resistance of the plate
heat exchangers depend on the purity of the plates. Note: The nitric acid has an important constructive ef-
Any coating on the plates can be removed manu- fect on the protective film of stainless steel.
ally.
96.39 - ES0S
Page 3 (4) Lubricating Oil Cooler Edition 02H
L23/30H
Control of Cleaning Fluid Concentrations Replacement of Glued Gaskets
Sodium hydroxide (NaOH) solution is tritrated with On Plate 51506 are stated gasket and glue quan-
0.1 n hydro-chloric acid (HCI) with methyl orange or tity.
methyl red as indicator.
Please use a degreasing agent on the new gas-
Nitric acid (HNO3) solution is titrated with 0.1 n sodium kets.
hydroxide (NaOH) with phenolphtalin as indicator.
The first plate after the end cover and the connector
The concentration of the cleaning fluid in % can be grid must have gaskets in all grooves. The gaskets
calculated from the titration result by means of the are to be cut according to the existing gaskets.
following formula:
Loosen the glued gaskets by heating the plate in
Concentration = bxnxm % water at 100o C. Clean the plates and remove the
a x 10 coatings, if any.
a : ml cleaning fluid taken out for titration

b : ml titration fluid used as cover Cleaning of New Gaskets and Plates
n : the molecular concentration of titration fluid
m : The molecular weight of the cleaning fluid New gaskets and gasket grooves of the plates are
(NaOH) molecular weight 40, HNO3 molecular cleaned with a cloth moistened with degreasing
weight 63) agent. The glue surfaces must be absolutely clean
- without finger prints etc.
Replacement of Plates and Gaskets Please use our cleaning fluid, which is according to
suppliers recommendations.
Marking
Alternatively, please use:
The plates are marked with material codes and refer-
ence numbers at each end, plus codes for non-glue - Trichloroethylene
gaskets, if any, and stamped with the letter V and H - Chlorothene VG
at either end (Fig 1). - Acetone
- Methyl ethyl ketone
Looking towards the gasket side, the plate is des- - Ethylacetat
ignated as a left plate, when the letter V is turning
upwards - and a right plate when the letter H is turn- It is important that all degreasing agent has evapo-
ing upwards. Inlets and outlets of the V-plates are rated, before the glue is applied. This will normally
taking place through the corner holes Nos 1 and 4. take approx. 15 min. at 20o C.
Inlets and outlets of the H-plates are taking place
through the corner holes Nos 2 and 3. Clean the new gaskets on the glue surfaces with
08028-0D/H5250/94.08.12
fine-grain sandpaper instead of the degreasing

agent supplied.
Replacement of Plates
Before mounting a spare plate in the plate stack,

please make su-re that the spare plate is identical
with the defective plate.
Note: The same corner holes must be open and the

letters V and H must be placed correctly.
96.39 - ES0S
Edition 02H Lubricating Oil Cooler Page 4 (4)
L23/30H
Gluing Assembling
Pliobond 25, which is a nitrile rubber glue on solvent If the plates have been dismounted, they have to
basis (25% solids). The glue is applied with a brush be correctly assembled according to the plate item
in a thin layer on the backs of the gaskets and the numbers.
gaskets are to dry in a clean place free of dust.
The fixed cover has number 1 and the serial numbers
Apply a thin layer of glue on the gasket grooves for the subsequent plates and intermediate frames,
of the plates and press the gaskets down into the if any, have the numbers 2, 3, 4, 5 etc.
gasket grooves.
The serial number are stamped in the right top corner
The insertion of gaskets starts at both ends of the of the plates. Further, please note that the gasket
plate - and continues with the straight sections along side must face the fixed cover.
the edges.
The gluing process is most easily effected by placing

the gaskets and the plates on a table. After having Serial number
pressed the gaskets into the grooves of a plate, it (please state when
is stacked. Material Code ordering single plates)
A487G 15
The plates with the gaskets are now mounted in
the frame which is lightly clamped. In case of use 1 4211H 2
of rubber grooves, they are assembled to the mini- 20
61
mum measure stated on the engine sign plus 0.2
mm per plate.
Heat up the plate heat exchanger to 90-100o C by

means of water or steam.
Four last digits Four last digits are the
H ref. number of the plate.
are the ref.
Please note: number of plate
or (only on plates for non-
V glue gasket)
- The temperature must be kept for 1½-2
Fig. 1.
hours.
- The liquid pressure must be kept as low as
possible.
Fastening
If there is no possibility of heating the plate heat
exchanger, it must be placed in a spot as warm as Fasten the plate heat exchanger until the movable
possible with dismounted connections. cover touches the duct spacers.
08028-0D/H5250/94.08.12
The drying time will at 20o C be approx. 48 hours.

At for instance 40o C, the drying time is reduced to
approx. 24 hours.
96.39 - ES0S
Page 1 (3) Centrifugal Bypass Filter Edition 01H
L23/30H

Shut-off fuel oil
Description:
Cleaning procedure, cleaning intervals.

Maintenance intervals and procedures. Hand tools:
Big adjustable spanner.

Tools for cleaning.
Starting position:
Isolate the filter for lub. oil inlet
Related procedure:
08028-0D/H5250/94.08.12
Manpower:
Working time : 1 hour

Capacity : 1 man Replacement and wearing parts:
Data: Plate no Item no Qty/
Data for pressure and tolerance (Page 500.35) 51515 398 1/Filter
Data for torque moment (Page 500.40) 51515 408 1/Filter
Declaration of weight (Page 500.45) 51515 421 1/Filter
96.03 - ES0S
Edition 01H Centrifugal Bypass Filter Page 2 (3 )
L23/30H
Cleaning Procedure, see Plate 51515 Note: Failure to do so could cause an out-of-
balance condition which will accelerate bearing
and spindle wear.
1) Isolate the filter by closing the valve for lubri-
cating oil inlet to the filter. 7) Clean nozzle with brass wire. Examine top and
bottom bearings in tube assembly. If damaged or
2) Slacken cover clamp ring (266). Unscrew worn - replace tube assembly complete. Examine
cover fixing nut and lift off cover. O-ring (063) and renew if damaged.
3) Lift off rotor assembly having allowed oil to 8) Reassemble rotor complete and tighten top
drain from nozzles. The rotor should be removed and nut.
replaced on the spindle with extreme care in order
to ensure that the bearings are not damaged. 9) Examine spindle journals. If damaged or worn
- replace with body assembly complete.
4) Unscrew rotor cover nut (026) and separate
cover (038) from body. 10) Reassemble filter complete checking that rotor
revolves freely. Then replace filter body cover. Tighten
cover nut and secure safety clamp. The clamp ring
should be securely fitted at all times and the filter
026 should not be run without the clamp ring fitted.
038 11) Open for lubricating oil.
12) With filter running check all joints for leakage.

Check for excessive vibration.
Maintenance - Bearings and Spindle

075
All rotors are correctly balanced before leaving the

266 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.
Fig 1 Centrifugal Bypass Filter
08028-0D/H5250/94.08.12
5) Remove stand tube (075) and clean.
6) Remove sludge from inside the rotor by means

of a spatula and wipe clean. Ensure that all rotor
components are throughly cleaned and free from
deposits of dirt before reassembling the rotor.
96.03 - ES0S
Page 3 (3 ) Centrifugal Bypass Filter Edition 01H
L23/30H
To Check Bearing Clearances The maximum clearances when new are 0,08 mm at
top and 0,06 mm at bottom bearing. If the clearance
This is most easily done by applying a dial gauge exceeds 0,25 mm top or 0,2 mm bottom then check
to the outside of the rotor opposite each bearing in the sizes of the individual components and replace
turn and measuring the total play thus: as necessary.
1) Apply dial gauge and measure play. Spindle top journal diameter 14,98 mm Min.
Spindle bottom journal diameter 21,63 mm Min.
2) Turn rotor 90° and repeat measurement. Top bearing bore diameter 15,06 mm Max.
Bottom bearing bore diameter 21,69 mm Max.
3) Re-apply dial gauge at 90° to previous position
and repeat. The spindle and body assembly and the rotor
bearing tube assembly are factory assembled
4) Turn rotor 90° and repeat. items and should only be replaced with complete
assemblies.
The highest reading is the play in the bearing.
08028-0D/H5250/94.08.12
96.03 - ES0S
MAN Diesel & Turbo
Plate
Page 1 (2) Lubricating oil pump (Gear driven) P51501-26
L23/30H
2014.09.25 - 20 m3/h - (5-6-7-8 Cyl. 720/750 rpm, 7-8 Cyl. 900 rpm)
MAN Diesel & Turbo
Plate
P51501-26 Lubricating oil pump (Gear driven) Page 2 (2)
L23/30H
Item No. Qty Item Designation Item No. Qty Item Designation
018 1/P Pump housing 391 1/P Gasket

031 1/P Shaft with gear wheel, long 401 1/P Piston complete
043 1/P Shaft with gear wheel, short
055 5/P Bush
067 1/P Gear wheel
079 1/P Nut
080 1/P Cog wheel
092 1/P Cog wheel
102 1/P Circlip
114 1/P Circlip
126 2/P Ball bearing
138 1/P Socket
151 1/P Gasket
163 1/P Cap nut
175 1/P Nut
222 1/P Plug screw
234 3/P Gasket
246 2/P Cylindrical pin
258 1/P Pin
271 1/P Key
283 10/P Screw
295 6/P Screw
305 2/P Guide pin
317 6/P Screw
329 2/P Nut
330 1/E Lub. oil pump complete
342 1/P End cover
354 1/P Cover
366 1/P Key
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/E = Qty/Engine
Qty/P = Qty/Pump
2014.09.25 - 20 m3/h - (5-6-7-8 Cyl. 720/750 rpm, 7-8 Cyl. 900 rpm)
Plate
Page 1 (2) Lubricating Oil Filter (Type A) 51502-07H
L23/30H
08028-0D/H5250/94.08.12
02.16 - ES0-G
Plate
51502-07H Lubricating Oil Filter (Type A) Page 2 (2)
L23/30H
Item Item
013 2/F Paper element Papirelement 300 1/E Lub. oil filter, Smøreoliefilter, kom-
complete plet
025 2/F Safety element Sikkerhedselement
037+ 1/F Valve housing, incl. Ventilhus, inkl.

item 074 and 216 item 074 og 216
049 2/F Housing, incl. O-ring Hus, inkl. O-ring
050+ 2/F Cap, complete, incl. Dæksel , komplet, inkl.

item 133, 348, 361, 373 item 133, 348, 361, 373
and 407 og 407
062 1/F Spindle, incl. item 121, Spindel, inkl. item 121,
312 and 444 312 og 444
074 2/F Thrust ring Trykring
086+ 2/F By-pass code, incl. By-passventil, inkl. item

item 324, 336, 385, 432 324, 336, 385, 432
and 493 og 493
108 2/F Vent screw, incl. item Luftskrue, inkl. item 228
228 and 241 og 241
121 1/F Fill-up valve Opfyldningsventil
133 4/F Sealing ring Tætningsring
145 12/F Stud Støttetap
157 12/F Screw Skrue
169 4/F Screw Skrue
170 12/F Nut Møtrik
182 4/F Washer Skive
216 5/F Pin Tap
228 6/F Pin Tap
241 2/F Gasket Pakning
277 2/F Opening guard, incl. Åbningsbeskyttelses-

vent screw skærm, inkl. luftskrue
289 2/F Drain plug Drænskrue

08028-0D/H5250/94.08.12
290 1/F Seal kit, not shown Pakningssæt, ikke vist

on the front side of på forsiden af platen
the plate
Qty./F = Qty./Filter Antal/F = Antal/Filter
02.16 - ES0-G
Plate
Page 1 (2) Lubricating Oil Thermostatic Valve 51503-01H
L23/30H
08028-0D/H5250/94.08.12
94.23 - ES0S-L
Plate
51503-01H Lubricating Oil Thermostatic Valve Page 2 (2)
L23/30H
Item Item
019 4/T Screw Skrue
020 2/T O-ring O-ring
032 2/T Thermostatic Følerelement

element
056 2/T Sleeve Bøsning
068 4/T Washer Skive
081 16/T Nut Møtrik
093 3/T Gasket Pakning
103 12/T Screw Skrue
115 1/E Thermostatic Termostatventil,

08028-0D/H5250/94.08.12
Qty./T = Qty./Thermostatic valve Antal/T = Antal/Termostatsventil
94.23 - ES0S-L
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (2) Prelubricating Pump with El-Motor 51504-08S
L16/24
L23/30H
L28/32H
109S 099S 122S 014S 087S 063S 051S 026S 134S 110S 038S 075S
266S
183S
230S
205S
230S
171S
242S
195S
146S
254S 158S
08028-0D/H5250/94.08.12
217S
229S
02.39 - ES0
Plate
51504-08S Prelubricating Pump with El-Motor Page 2 (2)
L16/24
L23/30H
L28/32H
Item Item
014S 1/P Driving cover Medbringerdæksel
026S 1/P Gear casing Gearhus
038S 1/P End cover, complete, Endedæksel, komplet

incl. item 21 to 29 inkl. item 21 til 29
051S 1/P Driving gear shaft Drivende gearaksel
063S 1/P Gear shaft Gearaksel
075S 4/P Screw Skrue
087S 2/P Parallel pin Styrestift
099S 1/P Retaining ring Sikringsring
109S 1/P Parallel key Not
110S 2/P O-ring O-ring
122S 1/P Rotary shaft seal Roterende akseltæt-

ning
134S 1/E Pump, complete
without El-motor Pumpe, komplet uden
el-motor
146S 1/P End cover
Endedæksel
158S 1/P Piston
Stempel
171S 1/P Spindle
Spindel
183S 1/P Dome nut
Lukkemøtrik
195S 1/P Spring
Fjeder
205S 1/P Pipe nut
Rørmøtrik
217S 2/P Screwed plug
Propskrue
229S 2/P Sealing ring
Tætningsring
230S 2/P Sealing ring
Tætningsring
242S 1/P Coupling, complete
Kobling, komplet
254S 1/E El-motor, complete
El-motor, komplet
266S 1/E Pre.lub. oil pump,
complete with el- Forsmørepumpe,
motor komplet med el-motor
08028-0D/H5250/94.08.12
02.39 - ES0
Plate
Page 1 (2) Lubricating Oil Cooler 51506-01H
L23/30H
015
016
017
027
040
039
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. (See 052
Working Card 515-
06.00)
B
064
Husk: Ved bestilling 065
af plader angives 066
serienummeret på
pladen. Serienum- 076
meret er stemplet i 077
toppen af pladen til 078
højre. (Se arbejdskort 079
515-06.00) 080
081
082
088
172 111
173
174 123
175
176
08028-0D/H5250/94.08.12
177
178 160 147
159
135
351
07.06 - ES0S-G
Plate
51506-01H Lubricating Oil Cooler Page 2 (2)
L23/30H
Item Item
015 4/K Hexagon screw Bolt 081 4/K Distance piece Afstandsstykke
5-6-7-8 cyl. engine 5-6-7-8 cyl. motor 7 cyl. engine 7 cyl. motor
(720/750 rpm) and (720/750 rpm) og (900 rpm) (900 rpm)
(900 rpm) (900 rpm) 082 4/K Distance piece Afstandsstykke
016 4/K Hexagon screw Bolt (900 rpm) (900 rpm)
(900 rpm) (900 rpm) 088 1/K Frame plate Stativplade
017 4/K Hexagon screw Bolt 111 4/K Gasket Pakning

(900 rpm) (900 rpm) 123 2/K Screw Skrue
027 4/K Washer Skive 135 1/K Glue Lim
039 4/K Washer Skive 147 2/K Guide bar Styrepind

(for dismantling) (for demontering)
040 1/K Pressure plate Trykplade
052 /I Gasket Pakning
160 1/E Lubricating oil cooler, Smøreoliekøler,
064 2/K Guide bar Styrepind complete komplet
5-6-7-8 cyl. engine 5-6-7-8 cyl. motor
(720/750 rpm) and (720/750 rpm) og 172 /I Plates Plader
(900 rpm) (900 rpm) (720/750 rpm) (720/750 rpm)
065 2/K Guide bar Styrepind 173 /I Plates Plates

(900 rpm) (900 rpm) (720/750 rpm) (720/750 rpm)
066 2/K Guide bar Styrepind 174 /I Plates Plates

(900 rpm) (900 rpm) (720/750 rpm) (720/750 rpm)
076 4/K Distance piece Afstandsstykke 175 /I Plates Plates

(720/750 rpm) (720/750 rpm) (720/750 rpm) (720/750 rpm)

(720/750 rpm) (720/750 rpm) (900 rpm) (900 rpm)

(720/750 rpm) (720/750 rpm) (900 rpm) (900 rpm)

(720/750 rpm) (720/750 rpm) (900 rpm) (900 rpm)
080 4/K Distance piece Afstandsstykke 351 Cleaning fluid Rensevæske

08028-0D/H5250/94.08.12

(900 rpm) (900 rpm)
Qty./K = Qty./Cooler Antal/K = Antal/Køler
Qty./I = Qty./Individual Antal/I = Antal/Individuel
07.06 - ES0S-G
Plate
Page 1 (2) Centrifugal By-Pass Filter 51515-01H
L23/30H
08028-0D/H5250/94.08.12
94.23 - ES0S
Plate
51515-01H Centrifugal By-Pass Filter Page 2 (2)
L23/30H
Item Item
014 1/F Rotor, complete incl. Rotor, komplet inkl. item 291 1/F O-ring O-ring
item 026, 038, 063, 026, 038, 063, 075, 109,
075, 109, 110, 171, 195 110, 171, 195 og 205 301 1/F Circlip Låsering
and 205
313 1/F Cover Dæksel
026 1/F Cover nut Dækselmøtrik
325 1/F Body cover, complete Dæksel, komplet inkl.
038 1/F Rotor cover Rotordæksel incl. item 087, 266, 278, item 087, 266, 278, 291,
291, 301 and 313 301 and 313
051 1/F Body Sokkel
337 Centrifugal by-pass Centrifugal by-pass
063 1/F O-ring O-ring filter, complete filter, komplet
1/E 5-6 cyl. 5-6 cyl.
075 1/F Stand tube Standrør 2/E 7-8 cyl. 7-8 cyl.
087 1/F Pin Stift 349 4/F Nut Møtrik
099 1/F Paper insert Papirindsats 350 4/F Screw Skrue
109 1/F Rotor body Rotorsokkel 362 1/F Bracket for mounting Konsol for montering
110 2/F Nozzle Dyse 374 4/F Screw Skrue
122 1/F Plug (cut off valve) Prop (modtryksventil) 386 1/F Gasket Pakning
134 1/F Spring (cut off valve) Feder (modtryksventil) 398 1/F Spare parts kit, incl. Reservedelssæt, inkl.
item 087, 278, 291 item 087, 278, 291
146 1/F Gasket (cut Pakning (modtryks- and 301 og 301
off valve) ventil)
408 1/F Spare parts kit, incl. Reservedelssæt, inkl.
158 1/F Shuttle (cut Ventilkegle (modtryks- item 122, 134, 146 item 122, 134, 146
off valve) ventil) and 158 og 158
171 1/F Bearing, complete Lejemontering, komplet 421 1/F Spare parts kit, incl. Reservedelssæt, inkl.
incl. item 195 and inkl. item 195 og 205 item 063, 146, 229, 230 item 063, 146, 229, 230
205 and 291 og 291
195 1/F Circlip Låsering
205 1/F Pin Stift
230 1/F O-ring O-ring
242 1/F Spindle Spindel
254 1/F Body, complete incl. Sokkel, komplet inkl.

item 051, 122, 134, item 051, 122, 134, 146,
146, 158, 229, 230 158, 229, 230 og 242
and 242
08028-0D/H5250/94.08.12
266 1/F Cover clamp ring Dækselspændering
278 1/F Cover fixing nut Dækselmøtrik
94.23 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (2) Lubricating Oil Separator 51530-04H
L23/30H
077
053
089
090
041
100
065 112
124
207
136
148
161
173
185
219
220
08028-0D/H5250/94.08.12
232
07.08 - ES0
Plate
51530-04H Lubricating Oil Separator Page 2 (2)
L23/30H
Item Item
041 1/F Breather with Ånderør med

flange flange
065 4/F Screw Skrue
077 8/F Screw Skrue
089 1/F Cover Dæksel
100 1/F Insert for oil Indsats for

separator olieudskiller
112 1/F Housing for Hus for

oil separator olieudskiller
124 4/F Screw Skrue
148 1/F Bend Bøjning
161 4/F Nut Møtrik
173 1/F Oil trap Olielås
185 1/F Union Forskruning
207 1/F Union Forskruning
219 4/F Screw Skrue
220 1/E Oil separator, com- Olieseparator, komplet

plete, incl item 077, inkl. item 077, 089,
089, 090, 100, and 090, 100 og 112
112

08028-0D/H5250/94.08.12
07.08 - ES0
Index
Page 1(1)
Cooling Water System 516
L23/30H
Description
Cooling Water System --------------------------------------------------------------------------- 516. 01 (01H)

Cooling Water Thermostatic Valve ------------------------------------------------------------516. 04 (01H)
Low Temperature Fresh Water Pump ------------------------------------------------------ 516 10 (05H)
Working Card
Check of Cooling Water System ---------------------------------------------------------------516- 01. 90 (04H)

Cooling Water, Thermostatic Valve -----------------------------------------------------------516- 04 00 (01H)
Plates
Cooling Water Thermostatic Valve ---------------------------------------------------------------- 51604- 01H

High Temperature Fresh Water Pump -------------------------------------------------------------- 51610- 02H
Pipes on Cylinder Head ------------------------------------------------------------------------------- 51625- 01H
Preheater - Fresh Water ----------------------------------------------------------------------------- 51635- 04H
Your Notes :
08031-0D/H5250/94.09.07
Description 516.01
Page 1 (1) Cooling Water System Edition 01H
L23/30H
V28/32S
Description High Temperature Circuit
The cooling water system consists of two separate The high temperature circuit is used for cooling of
systems. The low temperature (LT) and the high the cylinder units.
temperature (HT) circuits.
Cooling water is led through a distributing pipe to
the bottom of the cooling water space between the
Low Temperature Circuit liner and the frame of each cylinder unit. The water
is led out through bores in the top of the frame via
The low temperature circuit is used for cooling of the the cooling water guide jacket to the bore.
charge air and the lubricating oil, and the alternator
if the latter is water cooled.
96.03 - ES0U-G
Your Notes :
08031-0D/H5250/94.09.07
Description
Cooling Water Thermostatic Valve 516.04
Page 1 (1)
Edition 01H
L23/30H
V28/32S
Thermostatic Valve The thermostatic valve cannot be set or adjusted,
and requires no maintenance.
The thermostatic valve in the high temperature cir-
cuit is mainly located imediately after the outlet of In some plants a corresponding thermostatic valve
the engine, but alternatively in the external cooling is installed in the low temperature circuit. The ther-
system near the fresh water cooler. mostatic elements of this valve have an other tem-
perature range.
The cooling water enters through the cover (A) under
which the thermostatic elements are located.
The number of elements depends on the size of

A
the valve.
The outlet to the suction side of the pump is marked

(B) and outlet to the cooler is marked (C).
In the warming-up period the cooling water is by-

passing the cooler. When the outlet water from the
cylinder heads reaches the normal temperature
(75-85° C) a controlled amount of water passes C B
through the cooler.
The thermostatic elements must be replaced if the

cooling water temperature during normal operation
deviates essentially from the one stated in the test
report. Fig. 1 Thermostatic Valve
94.26 - ES0S-G
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (2) Low Temperature Fresh Water Pump 51610-05H
L23/30H
01.36 - ES0S
Plate
51610-05H Low Temperature Fresh Water Pump Page 2 (2)
L23/30H

Item Item
010 1/P Pump housing Pumpehus
022 1/P Bearing housing Lejehus
034 1/P Shaft Aksel
046 1/P Impeller Løbehjul
058 1/P Gear wheel Tandhjul
071 1/P Self locking nut Selvlåsende møtrik
083 1/P Rotating sealing Roterende pakdåse
095 1/P Sealing ring Tætningsring
105 2/P Ball bearing Kugleleje
117 1/P Retaining ring Sikringsring
129 2/P Key Feder
154 3/P Plug screw Propskrue
166 3/P Gasket Pakning
178 1/P Ball valve Kugleventil
191 8/P Screw Skrue
201 1/E Fresh water pump, Ferskvandspumpe,

complete komplet
225 8/E Screw Skrue
01.36 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Page 1 (2) Check of Cooling Water System Edition 04H
L23/30H

Shut-off fuel oil
Check of cooling water system.
Starting position
Engine is running
Related procedure
08028-0D/H5250/94.08.12
Working time : ½ hour Plate no Item no Qty/

Capacity : 1 man
Data

05.41 - ES0
MAN Diesel

Edition 04H Check of Cooling Water System Page 2 (2)
L23/30H
Checks to be carried out
4) Check flexible connections for leaks.
1) Examine the piping system for leaks.
5) Check manometers and thermometers for pos-
2) Retighten all bolts and nuts in the piping system. sible damages.
3) Move all valves and cocks in the piping system. For check of the fresh water condition, see section
Lubricate valve spindles with graphite or similar. 504.
08028-0D/H5250/94.08.12
05.41 - ES0
Page 1 (2) Cooling Water, Thermostatic Valve Edition 01H
L23/30H

Shut-off fuel oil
Description:
Inspection of thermostatic valve and replacement

of elements. Hand tools:

Copaslip
Tools and cleaning preparation for cleaning.
Starting position:
Cooling water drained from engine (if neces-

sary).
Related procedure:

08028-0D/H5250/94.08.12
Working time : 2 hours Plate No Item No Qty/

Capacity : 1 Man
51604 031 1/engine
Data: 51604 055 2 or 4/engine
51604 092 3/engine
94.29 - ES0S-G
MAN Diesel

Edition 01H Cooling Water, Thermostatic Valve Page 2 (2)
L23/30H
The thermostatic valve cannot be adjusted and un- Replacement of elements:
der normal working conditions maintenance is not
required. However, in some cases it is necessary to 1) Remove nuts (1) and washers (2), 4 or 6 pcs.
replace the elements in the thermostatic valve. See fig. 1.
2) Disconnect upper and lower part of the hou-

sing.
1
2 3) Remove the assembled elements (3) and the
3 elements O-ring sealing.
5 4) Remove the gaskets between the upper and
lower part of the housing.
4
5) The upper and lower part of the housing are
thoroughly cleaned inside and on the gasket sur-
faces.
6) The sealing rings (4) for the elements in the

housing are replaced and lubricated with a thin layer
of copaslip.
7) Remount the assembled elements in the hou-

sing by wriggling these somewhat over side.
8) Upper and lower part of the housing are as-

sembled with a new gasket (5), the nuts (1) are
1. Nut mounted and tightened "cross-wise".
2. Washer
3. Element Note:
4. O-rings sealing
5. Gasket After inspection or replacement of the elements the
cooling water temperature is checked to ensure that
the elements are working correctly.
Fig. 1 Thermostatic valve
08028-0D/H5250/94.08.12
94.29 - ES0S-G
Plate
Page 1 (2) Cooling Water Thermostatic Valve 51604-01H
L23/30H
08028-0D/H5250/94.08.12
94.23 - ES0S
Plate
51604-01H Cooling Water Thermostatic Valve Page 2 (2)
L23/30H
Item Item
018 4/T Screw Skrue
043 2/T Thermostatic Følerelement

element
067 2/T Sleeve Bøsning
079 4/T Washer Skive
080 16/T Nut Møtrik
092 3/T Gasket Pakning
102 12/T Screw Skrue
114 1/E Thermostatic Termostatventil,

08028-0D/H5250/94.08.12
Qty./T = Qty./Thermostatic valve Antal/T = Antal/Termostatsventil
94.23 - ES0S
Plate
Page 1 (2) High Temperature Fresh Water Pump 51610-02H
L23/30H
900 RPM
083 191 095 022 034 105 058 130
178
154-166
010
046
071
129
117 129 142
201
08028-0D/H5250/94.08.12
93.05 - ES0S
Plate
51610-02H High Temperature Fresh Water Pump Page 2 (2)
L23/30H
900 RPM
Item Item
010 1/P Pump housing Pumpehus
022 1/P Bearing housing Lejehus
034 1/P Shaft Aksel
046 1/P Impeller Løbehjul
058 1/P Gear wheel Tandhjul
083 1/P Rotating sealing Roterende pakdåse
095 1/P Sealing ring Tætningsring
105 2/P Ball bearing Kugleleje
117 1/P Retaining ring Sikringsring
129 2/P Key Feder
130 1/P Locking washer Låseskive
154 2/P Plug screw Propskrue
166 3/P Gasket Pakning
178 1/P Ball valve Kugleventil
191 8/P Screw Skrue
201 1/E Fresh water pump, Ferskvandspumpe,

complete komplet
08028-0D/H5250/94.08.12
93.05 - ES0S
Plate
Page 1 (2) Pipes on Cylinder Head 51625-01H
L23/30H
08028-0D/H5250/94.08.12
94.25 - ES0S
MAN Diesel
Plate
51625-01H Pipes on Cylinder Head Page 2 (2)
L23/30H
Item Item
012 1/E H.T. collecting pipe, H.T. samlerør,

5 cyl. 5 cyl.

6 cyl. 6 cyl.

7 cyl. 7 cyl.

8 cyl. 8 cyl.
061 1/C Packing, oval Pakning, oval
073 2/C Screw Skrue
085 1/C Thermometer piece Termometerstykke
107 2/C Screw Skrue
119 2/C Screw Skrue
120 2/C Nut Møtrik
144 1/C Thermometer Termometer
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine Qty./E = Qty./Motor
Qty./E = Qty./Cylinder Qty./C = Qty./Cylinder
94.25 - ES0S
Plate
Page 1 (2) Preheater - Fresh Water 51635-04H
L23/30H
V28/32S
08028-0D/H5250/94.08.12
07.46 - ES0
Plate
51635-04H Preheater - Fresh Water Page 2 (2)
L23/30H
V28/32S
Item Item
353 1/E Pipe for preheater Rør for forvarmer
365* 1/E Preheater Forvarmer

5 L23/30H, 5 L23/30H,
stationary stationær

6, 7 L23/30H, 6, 7 L23/30H,

8 L23/30H, 8 L23/30H,

5 L23/30H, 5 L23/30H,
marine marine
400* 1/E Preheater Forvarme

6, 7 L23/30H, 6, 7 L23/30H,
marine marine

8 L23/30H, 8 L23/30H,
marine marine

12 V28/32S 12 V28/32S

16, 18 V28/32S 16, 18 V28/32S
* At ordering please * Ved ordre oplyses

inform of voltage (V) spænding (V) og ef-
and output (W) fekt (W)
08028-0D/H5250/94.08.12
07.46 - ES0
Index
Page 1(1) Special Equipment 517
L23/30H
Description
Governor (UG8D) -------------------------------------------------------------------------------- 517. 01

Turbocharger (TCR16) ------------------------------------------------------------------------- 517. 02
Working Card
Plates
Kit for Rotocap ------------------------------------------------------------------------------------------- 51705- 02

Kit for renewal of Piston Rings -----------------------------------------------------------------------51706- 04
Kit for Fuel Injection Pump, Reworked -------------------------------------------------------------51730- 12H
Your Notes :
08031-0D/H5250/94.09.07
03040D
UG Dial
Governor
UG-5.7/UG-8/UG-10 Dial
Installation and Operation Manual
Manual 03040D
! WARNING
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.
The engine, turbine, or other type of prime mover should be equipped with
an overspeed (overtemperature, or overpressure, where applicable)
shutdown device(s), that operates totally independently of the prime mover
control device(s) to protect against runaway or damage to the engine,
turbine, or other type of prime mover with possible personal injury or loss
of life should the mechanical-hydraulic governor(s) or electric control(s),
the actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or
the controlled device(s) fail.
! IMPORTANT DEFINITIONS
WARNING—indicates a potentially hazardous situation which, if not
avoided, could result in death or serious injury.
CAUTION—indicates a potentially hazardous situation which, if not

avoided, could result in damage to equipment.
NOTE—provides other helpful information that does not fall under the
warning or caution categories.
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.
© 1982 by Woodward Governor Company
All Rights Reserved
Manual 03040 UG Dial Governor
Contents
CHAPTER 1. GENERAL INFORMATION ............................................................. 1

Introduction............................................................................................................. 1
Description ............................................................................................................. 1
References ............................................................................................................. 2
CHAPTER 2. INSTALLATION PROCEDURES .................................................... 5

Introduction............................................................................................................. 5
Receiving................................................................................................................ 5
Storage ................................................................................................................... 5
Mounting Requirements ......................................................................................... 5
Linkage Attachments.............................................................................................. 6
Oil Supply ............................................................................................................... 8
CHAPTER 3. PRINCIPLES OF OPERATION ..................................................... 13

Introduction........................................................................................................... 13
Component Description........................................................................................ 13
Oil Pump....................................................................................................... 13
Accumulator.................................................................................................. 13
Power Piston................................................................................................. 14
Pilot Valve System........................................................................................ 14
Ballhead System........................................................................................... 16
Compensation System ................................................................................. 16
Load Limit Control ........................................................................................ 17
Synchronizer................................................................................................. 18
Speed Droop ................................................................................................ 18
Operation of the UG Dial Governor ...................................................................... 19
General Information...................................................................................... 19
Decrease in Load ......................................................................................... 20
Increase in Load ........................................................................................... 21
CHAPTER 4. GOVERNOR OPERATION AND ADJUSTMENTS ....................... 23

Introduction........................................................................................................... 23
Initial Operation for a New Governor .................................................................... 23
Adjustments.......................................................................................................... 23
Compensation Adjustments ................................................................................. 24
Initial Operation for a Repaired or Reassembled Governor ................................. 26
Test Procedures ................................................................................................... 27
Test Completion ................................................................................................... 31
CHAPTER 5. TROUBLESHOOTING .................................................................. 33

Introduction........................................................................................................... 33
Troubleshooting.................................................................................................... 33
Oil ................................................................................................................. 33
Compensating Adjustment and Needle Valve .............................................. 33
Definitions ..................................................................................................... 34
Preliminary Inspection .................................................................................. 34
Additional Information for Steam Turbines, Gas and Gasoline Engines .............. 39
Governor Field Repairs ........................................................................................ 40
Removal of Governor from Engine....................................................................... 40
Woodward i
UG Dial Governor Manual 03040
Contents
CHAPTER 6. REPLACEMENT PARTS...............................................................43

Replacement Parts Information............................................................................43
Parts List for Figure 6-1 (Sheet 1 of 5) .................................................................44
CHAPTER 7 AUXILIARY EQUIPMENT ..............................................................55

Introduction...........................................................................................................55
Synchronizer Motor and Solenoid Shutdown........................................................55
PM Synchronizer Motor with Housing...................................................................57
Low Lube Oil Pressure Shutdown ........................................................................58
Magnetic Speed Pickup........................................................................................59
Micro Switches and Wiring Harness.....................................................................60
CHAPTER 8. SERVICE OPTIONS ......................................................................61

Product Service Options.......................................................................................61
Replacement/Exchange ...............................................................................61
Flat Rate Repair............................................................................................62
Flat Rate Remanufacture .............................................................................62
Returning Equipment for Repair ...........................................................................62
Packing a Control .........................................................................................63
Return Authorization Number .......................................................................63
Replacement Parts ...............................................................................................63
How to Contact Woodward...................................................................................63
Additional Aftermarket Product Support Services ................................................64
Technical Assistance............................................................................................66
ii Woodward
Illustrations
1-1. UG-8 Dial Governor ............................................................................... iv

1-2. Recommended Output Shaft Travel Adjustment.................................... 2
1-3. UG Dial Governor Outline Drawing......................................................... 3
2-1. Linkage Arrangement ............................................................................. 8
3-1. UG Dial Governor Schematic Diagram................................................. 15
4-1. Maximum/Minimum Speed Stop Adjustment on the
UG Dial Governor....................................................................... 29
5-1. Common Bench Tools .......................................................................... 41
5-2. Normal Field Repair Tools .................................................................... 42
6-1. Parts Illustration for the UG Dial Governor ...................................... 45/53
7-1. UG Cover with Bodine Motor and Shutdown Solenoid ......................... 55
7-2. Installing Cover with Bodine Synchronizer Motor ................................. 56
7-3. UG8 Dial Governor Equipped with Bodine Synchronizer Motor ........... 57
7-4. Top View of Weatherproof Housing with PM Synchronizer
Motor and Shutdown Solenoid ................................................... 57
7-5. UG8 Governor with PM Motor, Shutdown Weatherproof Housing ....... 58
7-6. Low Lube Oil Pressure Shutdown ........................................................ 59
7-7. Magnetic Speed Pickup ........................................................................ 59
7-8. Micro Switches and Wiring ................................................................... 60
7-9. Wiring Harness on Cover ..................................................................... 60
Tables
2-1. Oil Chart.................................................................................................. 9

2-2. Viscosity Comparisons ........................................................................... 9
4-1. Test Stand Tools................................................................................... 26
5-1. Troubleshooting Chart ..................................................................... 35/39
5-2. Governor Output Shaft Travel vs Butterfly Valve Travel....................... 40
5-3. List of Common Bench Tools ............................................................... 41
5-4. List of Normal Field Repair Tools ......................................................... 42
Woodward iii
Figure 1-1. UG-8 Dial Governor
iv Woodward
Chapter 1
General Information
Introduction
The UG Dial governor is available in three different work outputs:
• UG-5.7—7.1 Nxm (5.2 lb-ft)
• UG-8—13.2 Nxm (9.7 lb-ft)
• UG-10—15.9 Nxm (11.7 lb-ft)
The UG-5.7 and UG-8 both use 827 kPa (120 psi) oil pressure, and the UG-10
uses 1034 kPa (150 psi).
Basic operation, adjustment, troubleshooting, and replacement of parts are

similar for the UG-5.7, UG-8, and UG-10.
Description
The UG is a mechanical-hydraulic governor for controlling diesel, gas, or dual
fuel engines, or steam turbines. The UG is mechanically linked to the fuel racks
or to the fuel valves, depending on the system.
The maximum travel of the output (terminal) shaft is 42°.The recommended

travel of the output shaft is 28° from no load to full load, which allows sufficient
overtravel at each end so that the governor can shut down the prime mover and
also give maximum fuel when required. See Figure 1-2 for recommended output
shaft travel adjustment.
Normally, the UG operates isochronously (constant speed) regardless of load on

the engine, except as described in Chapter 3, Principles of Operation.
Speed droop is incorporated in the UG Dial governor to divide and balance load
between units driving the same shaft or paralleled in an electrical system.
A load limit control is also a standard feature on the UG Dial governor. It limits
the amount of fuel supplied by restricting the travel of the governor output shaft.
An indicator dial shows the governor output shaft limit position.
The load limit control may also be used for shutting down the prime mover by
turning it to zero.
Woodward 1
* UG-5.7—7.1 Nxm (5.2 lb-ft)

* UG-8—13.2 Nxm (9.7 lb-ft)
* UG-10—15.9 Nxm (11.7 lb-ft)
Figure 1-2. Recommended Output Shaft Travel Adjustment
References
Sales, Service and Product Information are available through the offices listed on
the back cover of this manual. Some of the manuals listed below are briefly
covered in Chapter 7, Auxiliary Equipment.
Pub. Pub.
Type Number Title
Manual 03013 Shutdown Solenoid for UG Governors
Manual 03016 Low Lube Oil Pressure Shutdown for UG Governors
Product Spec. 03029 UG-5.7/8/10 Governor
Manual 03035 PM Speed Adjusting Motor
Manual 03505 Speed Adjusting (Synchronizing) Motor Parts Catalog
and Lubrication Guide
Manual 25071 Oils for Hydraulic Controls
Manual 25075 Commercial Preservation Packaging for Storage of
Mechanical-Hydraulic Controls
Manual 36052 Magnetic Speed Pickup for PG, UG8, and UG40
Governors
Manual 36684 Booster Servomotor
Application Note 50516 Governor Linkage for Butterfly Throttle Valves
Repair Manual 56103 UG Dial Governor Repair Procedure
2 Woodward
Figure 1-3. UG Dial Governor Outline Drawing
Woodward 3
4 Woodward
Chapter 2
Installation Procedures
Introduction
This chapter provides information necessary for receiving, storage, mounting,
and start-up adjustments.
Receiving
When you receive your UG governor, it will be bolted to a wooden platform in a
vertical position. After testing the governor at the factory, it is drained of oil.
This leaves a light film of oil covering the internal parts, preventing rust. No
internal cleaning is required before installation.
Some drive shafts are sprayed with a light film of oil while others (depending on
customer requirements) are covered with soft seal. Before installation, remove
the soft seal with a rag saturated with mineral spirits.
Storage
If a governor is being stored for any period of time, please refer to Woodward
manual 25075, Commercial Preservation Packaging for Storage of Mechanical-
Hydraulic Controls.
Mounting Requirements
1. Make sure the drive shaft rotates freely.
2. Select the correct length of coupling between the governor and the prime
mover drive.
3. Mount the governor squarely on its mounting pad.
4. Make sure there is no force pushing the drive shaft into the governor.
5. See the outline drawing (Figure 1-3) for mounting hole sizes and governor
dimensions.
6. Make sure the coupling rotates freely but without backlash. Incorrect
alignment of the governor shaft to the coupling, or not enough clearance
between any of the parts, can result in excessive wear and/or seizure of
parts. It can also cause an undesirable high frequency vibration or “jiggle”
in the governor output shaft (see Definitions in Chapter 5 for more
information).
Woodward 5
The standard UG governor drive gives few installation problems if the alignment
of the governor shaft to the drive coupling is kept.
! WARNING
In the event of a misaligned or broken drive shaft, an overspeed
condition or runaway engine can develop. An overspeeding or
runaway engine can result in extensive damage to the equipment,
personal injury and/or loss of life.
If an optional keyed drive is used when installing the governor, take care to
avoid the following undesirable conditions:
a. Rough gear teeth:

Rough gear teeth, or shaft out of round, can cause vibrations which can be
transmitted to the governor and cause a jiggle in the governor output shaft.
The jiggle can be transmitted to the fuel control resulting in an undesirable
condition. Replace gears if necessary.
b. Incorrect shimming:
Check backlash and re-adjust if necessary to obtain proper mesh without
binding or excessive backlash. Refer to the prime mover manufacturer’s
specifications for the correct amount of backlash.
7. Mount the governor flush with the engine drive pad. If the engine drive pad
is at an angle (from 0° to 45° maximum), the UG must be installed with the
front panel in the upper position. Use a gasket between the governor and the
engine drive pad.
Be sure there is adequate space available around the governor to provide

easy access for installing the control linkage, filling the governor with oil,
and adjusting the speed and compensation system. See the outline drawing
(Figure 1-3) for mounting hole sizes and governor dimensions.
The recommended rated speed range for the governor drive is 1000 to 1500 rpm.
The drive power requirement is 249 W (1/3 hp) at normal speed and operating
temperature. The UG governor may be driven either clockwise or
counterclockwise.
Operating temperature range for the UG governor is –29 to +99 °C (–20 to +210
°F).
Linkage Attachments
Adjustment of the fuel linkage must provide for control of fuel from “OFF” to
“FULL FUEL” within the limits of the 42° of governor output shaft travel. It
must also provide for approximately 30° output shaft travel between “NO
LOAD” and “FULL LOAD”.
6 Woodward
Attach the fuel rack linkage to the governor output shaft. There must be no lost
motion or binding in this linkage. Adequate locking methods must be employed
on the linkage connections.
! WARNING
Be sure to allow sufficient overtravel at each end of the terminal
shaft. Failure to provide sufficient overtravel at maximum fuel
position can prevent the prime mover from giving maximum fuel
when required. Failure to provide sufficient overtravel at minimum
fuel position can prevent the governor from shutting down the prime
mover and result in possible damage to equipment and personal
injury.
A linear linkage arrangement is used in applications where the governor output

shaft positioning is directly proportional to the torque output of the prime mover.
Thus, the governor output shaft travel will be directly proportional to the amount
of fuel delivered to the prime mover.
A linear linkage is a linkage arrangement which provides as much movement of

the governor output shaft per increment of valve movement at light loads as it
does at heavy loads.
In applications where a governor is controlling a butterfly valve, such as on a gas

engine, a linear linkage should not be used.
This is due to the inherent design of the butterfly valve which requires only a
small amount of valve travel (for example, 10°) to bring an engine from no load
to half load. By contrast, this design requires a much greater movement of valve
travel (for example, 30°) to bring the engine from half load to full load.
In order to improve governing control at light loads, a compensating linkage is

devised (“non-linear” linkage). This linkage provides greater movement of the
governor per increment of valve movement at light loads than it does at heavy
loads. Figure 2-1 illustrates the relationship between governor output shaft and
butterfly positions obtained with simple linkage of maximum non-linearity.
When installing this linkage, make sure that the two following conditions are
obtained when the linkage is in the no-load position:
1. The lever which is attached to the governor and the connecting link is in
line with the governor output shaft and the point of attachment of the
connecting link to the butterfly lever.
2. The butterfly lever must be at 90° with the connecting link.
See also Table 5-2 for a satisfactory relationship between governor output shaft
travel and butterfly valve travel in a non-linear system.
For more information on non-linear linkage, please refer to Woodward

Application Note 50516, Governor Linkage for Butterfly Throttle Valves.
Woodward 7
Figure 2-1. Linkage Arrangement (for non-linear fuel systems)
Oil Supply
Use an oil depending on operating temperature for the governor (see Table 2-1).
NOTE
Primary concern is for the oil properties in the governor.
Fill the governor with approximately two quarts of oil to the mark on the oil
sight glass. After the engine is started and the governor is at operating
temperature, add oil if necessary. Oil must be visible in the glass under all
operating conditions.
Use the information given in Tables 2-1 and 2-2 as a guide in the selection of a
suitable lubricating/hydraulic oil. Oil grade selection is based on the operating
temperature range of the governor. Also, use this information to aid in
recognizing and correcting common problems associated with oils used in
governors.
For applications where the governor shares the oil supply with the engine, use
the oil recommended by the engine manufacturer.
Governor oil is both a lubricating oil and a 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 throughout this range.
8 Woodward
Table 2-1. Oil Chart
Table 2-2. Viscosity Comparisons
Woodward 9
Governor oil must be compatible with seal materials (particularly nitrile,
polyacrylic, and fluorocarbon). Many automotive and gas engine oils, industrial
lubricating oils, and other oils of mineral or synthetic origin meet these
requirements. Woodward governors are designed to give stable operation with
most oils with the viscosity, at the operating temperature, between 50 and 3000
SUS (Saybolt Universal Seconds). At the normal operating temperature, the
viscosity should be between 100 to 300 SUS. Poor actuator response or
instability may be an indication that the oil viscosity is outside this range.
Excessive component wear or seizure in a governor indicates the possibility of:
1. Insufficient lubrication caused by:

a. An oil that flows slowly when it is cold, especially during start-up.
b. No oil in the governor.
2. Contaminated oil caused by:

a. Dirty oil containers.
b. A governor exposed to heating up and cooling down cycles, which
creates condensation of water in the oil.
3. Oil not suitable for the operating conditions caused by:

a. Changes in ambient temperature.
b. An improper oil level which creates foamy, aerated oil.
Operating a governor continuously beyond the high limit temperature of the oil
will result in oil oxidation. This is identified by varnish or sludge deposits on the
governor 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
A loss of stable governor control and possible prime mover
overspeed may result if the viscosity exceeds the 50 to 3000 SUS
range. An overspeeding and/or runaway prime mover can result in
extensive damage to the equipment, personal injury and/or loss of
life.
Specific oil viscosity recommendations are given on the oil chart (Table 2-1).
Select a readily available good brand of oil, either mineral or synthetic, and
continue using that same brand. Do NOT mix the different classes of oils. Oil
that meets the API (American Petroleum Institute) engine service classification
in either the “S” group or the “C” group, starting with “SA” or “CA” through
“SF” and “CD” is suitable for governor service. Oils meeting performance
requirements of the following specifications are also suitable: MIL-L-2104A,
MIL-L-2104B, MIL-L-2104C, MIL-L-46152, MIL-L-46152A, MIL-L-46152B,
MIL-L-45199B.
10 Woodward
Replace the governor oil if it is contaminated, also change it if it is suspected of
contributing to the governor instability. Drain the oil while it is still hot and
agitated; flush the governor with a clean solvent having some lubricating quality
(such as fuel oil or kerosene) before refilling with new oil. If drain time is
insufficient for the solvent to completely drain or evaporate, flush the governor
with the same oil it is being refilled with to avoid dilution and possible
contamination of the new oil. To avoid recontamination, the replacement oil
should be free of dirt, water, and other foreign material. Use clean containers to
store and transfer oil.
! WARNING
Observe the manufacturer’s instructions or restrictions regarding the
use of solvents. If no instructions are available, handle with care. Use
the cleaning solvent In a well ventilated area away from fires or
sparks.
Failure to follow above safety instructions can result in dangerous

fires, extensive damage to equipment, personal injury and/or loss of
life.
Oil that has been carefully selected to match the operating conditions and is
compatible with governor components should give long service between oil
changes. For governors operating under ideal conditions (minimum exposure to
dust and water and within the temperature limits of the oil), oil changes can be
extended. If available, a regularly scheduled oil analysis is helpful in
determining the frequency of oil changes.
Any persistent or recurring oil problems should be referred to a qualified oil

specialist for solution.
The recommended continuous operating temperature of the oil is 60 to 93 °C

(140 to 200 °F). The ambient temperature limits are –29 to +93 °C (–20 to +200
°F). Measure the temperature of the governor on the outside lower part of the
case. The actual oil temperature will be slightly warmer, approximately 6 °C (10
°F).
Woodward 11
12 Woodward
Chapter 3
Principles of Operation
Introduction
Basic UG operation is similar for all types. The only difference is in the method
of setting the speed. Auxiliary devices provide different functions but do not
alter the basic operation of the governor.
Along with the text, a schematic diagram (Figure 3-1) is provided for visual
means of understanding the operation of the UG Dial governor. This schematic
shows a basic design and does not include any auxiliary equipment.
Component Description
Before getting into the operation of the UG, a brief description of the
components will facilitate understanding the operation.
Oil Pump
The purpose of the oil pump (14) is to provide oil pressure for the governor.
The pump gets its oil from the self-contained sump (15). The oil pump is a
positive displacement gear pump with four check valves (13) for either direction
of rotation. One pump gear is part of the rotating bushing, and the other is part of
the laminated drive. The rotating bushing is driven by the governor drive shaft
which is driven by the prime mover. As the bushing rotates, it rotates the
laminated drive. The oil pump gears can be driven either clockwise or
counterclockwise.
Oil flow is directed through the check valve system into the accumulator system
(11).
Accumulator
The purpose of the accumulator (11) is to store oil under pressure for the
operation of the UG governor. The accumulator (two cylinders) also acts as a
pressure relief valve if oil pressure increases above 827 kPa/120 psi (UG-5.7 and
UG-8) or 1034 kPa/150 psi (UG-10).
The accumulator (11) consists of two spring loaded pistons. Oil is pumped into
the cylinders and pressure is increased as the accumulator springs are
compressed. When the oil pressure exceeds 827 kPa/120 psi (UG-5.7 and UG-8),
or 1034 kPa/150 psi (UG-10), oil is released back to sump through a relief port
(12) in each cylinder.
Woodward 13
Oil flows from the accumulator through passages to the top of the power piston
and to the pilot valve system.
Power Piston
The purpose of the power piston (9) is to rotate the governor output shaft to the
increase or decrease fuel position.
The power piston is a differential type with oil pressure on both sides of the
piston. The top end of the power piston is connected to the governor output shaft
(6) through a power lever and link assembly.
The bottom of the power piston has a larger area than the top of the piston.
Therefore, less oil pressure is needed on the bottom than on the top to maintain
the piston stationary. If the oil pressure is the same on both the top and bottom of
the piston, the piston moves up to rotate the governor output shaft in the increase
fuel direction. The piston moves down only when oil under the piston is released
to sump.
Oil to and from the bottom of the power piston is regulated by the pilot valve
system.
Pilot Valve System

The purpose of the pilot valve plunger and bushing is to control the flow of oil to
or from the bottom of the power piston.
The pilot valve system includes the rotating bushing (38) and the pilot valve
plunger (39). The bushing (38) is rotated by the drive shaft (36) while the pilot
valve plunger is held stationary. Through this rotation, friction between the pilot
valve and bushing is reduced. The pilot valve plunger has a control land that
regulates oil flow through ports in the bushing.
When the pilot valve plunger (39) is lowered, high pressure oil flows under the
power piston (9), raising it. When the pilot valve plunger is raised, oil is released
to sump from under the power piston (9), lowering it. The higher pressure on top
of the power piston(9) forces the piston down. When the pilot valve plunger (39)
is in its centered position, the control land covers the control port as shown in
the schematic (Figure 3-1), and there is no movement of the power piston.
The movement of the pilot valve plunger (39) is controlled by the ballhead
system (23) and the dashpot compensation pistons (34) and (35).
14 Woodward
Figure 3-1. UG Dial Governor Schematic Diagram
Woodward 15
Ballhead System
The purpose of the ballhead system (23) is to sense speed changes of the prime
mover as compared to the speed setting reference given by the speeder spring
(25) and to position the pilot valve plunger (39).
The ballhead system includes a ballhead (23), flyweights (24), a speeder spring
(25), a thrust bearing (30), a speeder plug (29),and a speed setting rod (21).
As the governor drive shaft (36) rotates, the gear on the laminated drive (32)
turns and rotates the ballhead gears (23). The flyweights (24) are attached to the
ballhead with pivot pins, and a thrust bearing (30) rides on the toes of the
flyweights (24). The speeder spring (25) is held in position against the thrust
bearing (30) by the speeder plug (29). The speeder plug (29) is used to set a
pressure on the speeder spring (25).
As the ballhead (23) rotates, the flyweights (24) pivot outward due to the
centrifugal force. At the same time the speeder spring (25) forces the thrust
bearing (30) downward on the flyweight toes. This downward force opposes the
centrifugal force of the flyweights. Increasing the drive speed increases the
centrifugal force. Compressing the speeder spring (25) with the speeder plug
(29) increases the downward force applied to the flyweight toes, and in turn,
increases the governor speed setting. The prime mover must run faster to
generate a centrifugal force greater than the speeder spring force to balance the
system again.
Speeder spring force or speed setting (25) is controlled manually through the
synchronizer (speed setting) adjusting knob (5). It can also be controlled from a
remote area if the governor is equipped with a speed setting motor (1).
Compensation System
The purpose of the compensation system is to give stability to the governor and
obtain steady state speed control. Also, when correctly adjusted, the
compensation system effectively regulates the amount of fuel necessary to bring
the engine to the required output to adjust to a decrease or increase in load.
The compensation system creates a small temporary change of speed setting with
governor output shaft movement to produce a stabilizing speed droop
characteristic in the governor. The change of speed setting is followed by a slow
return of speed setting to its original value. Compensation is simply another
word for temporary speed droop characteristic.
The compensation system includes a large dashpot compensation piston (34), a

small dashpot compensation piston (35), a floating lever (31), a compensation
adjusting lever (22) with a pivotable fulcrum (18), and a needle valve (33). See
Figure 3-1.
16 Woodward
The large dashpot compensation piston (34) is connected to the governor output
shaft (6) by a compensation adjusting lever (22). A pivotable fulcrum (18) rides
on the compensation adjusting lever (22). Changing the fulcrum’s (18) position
allows the compensation lever (22) to control the amount of stroke available for
the large dashpot compensation piston (34).
The small dashpot compensation piston (35) is connected through a floating

lever (31) to the pilot valve plunger (39) and the speeder rod (21).
Moving the large dashpot compensation piston (34) down forces oil under the
small dashpot compensation piston (35). As the small dashpot compensation
piston (35) is forced upward, it lifts the pilot valve plunger (39) to close off the
control port which stops the flow of oil to the bottom of the power piston (9).
The needle valve (33) is a variable orifice which controls the flow of oil between
both the large (34) and the small dashpot compensation (35) pistons, and the oil
sump.
NOTE
Compensation must be properly adjusted to the particular engine and
load to provide stable operation (see Chapter 4, Compensation
Adjustments).
Load Limit Control

The purpose of the load limit control is to hydraulically and mechanically limit
the load that can be placed on the engine by restricting the travel of the governor
output shaft in the increase fuel direction, and consequently the amount of fuel
supplied to the engine.
The load limit control may also be used for shutting down the engine by turning
it to zero.
! CAUTION
Do not manually force prime mover linkage to increase fuel without
first turning the load limit control knob to maximum position (10).
Failure to do so may cause damage and/or failure of governor
internal parts.
The load limit control consists of an indicator disc (7) geared to a load limit rack
(8). The control knob is also attached to the load limit cam (16).
Load is limited mechanically by positioning the load limit knob (cam 16). When
the load indicator reaches the preset point, the pilot valve plunger (39) is lifted,
stopping any further increase in fuel.
Woodward 17
Turning the load limit control to zero to shut down the engine turns the cam (16)
forcing the load limit (shutdown) lever (20) and shutdown strap (17) down. As
the right end of the load limit (shutdown) lever (20) is forced downward, it
pivots about its fulcrum and lifts the pilot valve plunger (39), releasing oil from
under the power piston (9). Pressure oil acting on top of the power piston (9)
forces it downward, rotating the governor output shaft (6) to minimum fuel and
causing the prime mover to shut down.
Synchronizer
The synchronizer is the speed adjusting control, and is used to change engine
speed for a single unit. On engines paralleled with other units, it is used to
change engine load.
The upper knob (called “SYNCHRONIZER” on most models or “SPEED

SETTING KNOB” on later models) is the control knob.
The lower knob (“SYN. INDICATOR”) has no function of its own but has an
indicator disc which shows the number of revolutions of the synchronizer (speed
setting) control knob.
Speed Droop
Speed droop, or simply droop, is one method of creating stability in a governor.
Droop is also used to divide and balance load between units driving the same
shaft or paralleled in the electrical system.
Droop is the decrease in speed that occurs when the governor output shaft moves
from the minimum to the maximum fuel position in response to a load increase,
expressed as a percentage of rated speed.
If instead of a decrease in speed, an increase takes place, the governor shows a

negative droop. Negative droop will cause instability in a governor.
Too little droop can cause instability in the form of hunting, surging, or difficulty
in response to a load change. Too much droop can result in slow governor
response in picking up or dropping off a load.
Using an example where the governor speed is 1500 rpm at no load and 1450
rpm at full load, droop can be calculated with the formula:
No load speed – full load speed

%Droop = x 100
full load speed
1500 rpm – 1450 rpm

%Droop = x 100 = 3.5%
1450 rpm
18 Woodward
If the decrease in speed is greater than 50 rpm when the governor output shaft
moves from the minimum to the maximum fuel position, droop greater that 3.5%
is shown by the governor. If the decrease in speed is less than 50 rpm, droop less
than 3.5% is shown by the governor.
NOTE
If the governor output shaft does not use the full 30° of available
travel from “NO LOAD” to “FULL LOAD”, droop will also be reduced
proportionately.
Marks on the droop adjustment scale on the dial panel are reference numbers
only, and do not represent droop percentages. Thus the 100 mark does not
represent 100% droop. It represents the maximum droop percentage available on
that particular UG governor model.
Speed droop consists of a control knob, cam, and linkage, which when preset,
varies the compression of the speeder spring as the output shaft rotates.
Increasing the fuel reduces speeder spring compression and, in turn, the governor
speed setting. The unit gradually reduces its speed as load is applied. This
relationship between load and speed acts as a resistance to load changes when
the unit is interconnected with other units either mechanically or electrically.
Reducing droop to zero allows the unit to change load without changing speed.
Normally, set zero droop on units running alone. On interconnected units, set the
least amount of droop possible to provide satisfactory load division.
For ac generating units tied in with other units, set droop sufficiently high
(reference numbers 30 to 50 on the dial) to prevent interchange of load between
units. If one unit in the system has enough capacity, set its governor on zero
droop, and it will regulate the frequency of the prime mover system. If its
capacity is not exceeded, this unit will handle all load changes.
Operate the SYNCHRONIZER knob of the governor with zero droop to adjust
the system’s frequency. Operate the SYNCHRONIZER knobs of the governors
that have speed droop to distribute load between units.
Operation of the UG Dial Governor
General Information
Refer to Figure 3-1 with the text to better understand the operation of the UG
Dial governor. This schematic diagram is of a basic design and does not include
any auxiliary equipment.
Changes in governor speed setting produce the same governor movements as do

changes in load on the engine. The description that follows is based upon speed
changes caused by load changes.
Woodward 19
Decrease in Load
When the prime mover is running on speed, the flyweights (24) are in a vertical
position for normal steady state operation. The pilot valve plunger (39) is
centered over the control port of the rotating bushing, and the control land stops
the flow of pressure oil through the bushing (38) control port. There is no
movement of the power piston (9), and no movement of the governor output
shaft (6).
When a decrease in load occurs and the same fuel setting is maintained, speed
increases. This generates the following sequence of governor movements:
1. As speed increases, the centrifugal force of the flyweights (24) increases

and becomes stronger than the force of the speeder spring (25).
2. The flyweights (24) tip outward and raise the speeder rod (21) and the right
end of the floating lever (31).
3. This raises the pilot valve plunger (39), opening the control port in the
rotating bushing (38). Oil is released from the bottom of the power piston
(9) to sump.
4. Pressure oil on the top side of the power piston (9) moves it downward,
rotating the governor output shaft in the decrease fuel direction.
5. Linkage from the governor output shaft (6) lowers the compensation
adjusting lever (22), which rotates at the fulcrum (18), raising the large
dashpot compensation piston (34).
6. Suction is thus applied to the chamber of the small dashpot compensation

piston (35), lowering the left end of the floating lever (31).
7. This lowers the pilot valve plunger (39) closing the control port (37).
8. As sump oil flows through the needle valve (33) from the sump into the
dashpot compensation piston assembly (34 and 35), the small dashpot
compensation piston (35) is returned to its normal centered position by the
compensation spring at the same rate as the speeder rod (21). This keeps the
pilot valve plunger (39) in its centered position.
9. The control port in the rotating bushing (38) is kept closed by the land on
the pilot valve plunger (39).
10. This stops the governor output shaft and power piston movement in the new
decreased fuel position. This is the position needed to run the prime mover
at the selected speed setting with the new load.
20 Woodward
Increase in Load
When an increase in load occurs and the same fuel setting is maintained, speed
decreases. This generates the following sequence of governor movements:
1. As speed decreases, the centrifugal force of the flyweights (24) decreases

and the opposing speeder spring (25) force is now greater than the
centrifugal force of the flyweights (24).
2. The flyweights (24) tip inward and lower the speeder rod (21) and the right
end of the floating lever (31).
3. This lowers the pilot valve plunger (39), opening the control port in the
rotating bushing (38). Pressure oil is released through the control port into
the lower cylinder of the power piston (9).
4. The power piston is forced upward by the pressure oil acting on the larger
lower surface area of the power piston, and the governor output shaft is
rotated in the increase fuel direction.
5. Linkage from the governor output shaft (6) lifts the compensating adjusting
lever (22), which rotates at the fulcrum (18), lowering the large dashpot
compensation piston (34).
6. Pressure oil is applied to the bottom side of the small dashpot compensation
piston (35), raising the left end of the floating lever (31).
7. This raises the pilot valve plunger (39) closing the control port (37).
8. As pressure oil flows through the needle valve (33) from the dashpot
compensation piston assembly (34 and 35), the small dashpot compensation
piston (35) is returned to its normal centered position by the compensation
spring, at the same rate as the speeder rod (21). This keeps the pilot valve
plunger (39) in its centered position.
9. The control port in the rotating bushing (38) is kept closed by the land on
the pilot valve plunger (39).
10. This stops the governor output shaft and power piston movement in the new
increased fuel position. This is the position needed to run the prime mover
at the selected speed setting with the new load.
In both cases, a decrease or increase in load, the compensation system operates

in opposite directions. The compensation or amount of movement of the large
dashpot compensation piston (34) is controlled by the compensation adjustment,
that is, the position of the fulcrum (18).
The rate at which the small dashpot compensation piston (35) is returned to
normal is controlled by the needle valve adjustment, that is, the rate of flow of
oil through the needle valve (33).
Woodward 21
22 Woodward
Chapter 4
Governor Operation and Adjustments
Introduction
This chapter describes initial operation and basic adjustments of the UG Dial
governor when placing a new or repaired governor into service.
Initial Operation for a New Governor

Before initial operation of the UG Dial governor, check that all previous
installation steps have been correctly accomplished and that all linkages are
secure and properly attached. See Chapter 2, Installation Procedures. Also, read
all of Chapter 4.
Fill the governor with oil to the top mark on the oil sight glass. Close the needle
valve carefully (clockwise) using a Phillips screwdriver and open it
(counterclockwise) 1/2 to 3/4 turn. Loosen the nut holding the compensation
adjusting pointer enough to move the pointer and set the pointer in the center of
the scale. Tighten the nut.
If replacing a governor, the initial compensation setting can be the same as the
governor just removed.
! WARNING
TO PROTECT AGAINST POSSIBLE PERSONAL INJURY, LOSS OF
LIFE, and/or PROPERTY DAMAGE WHEN STARTING THE ENGINE, BE
PREPARED TO MAKE AN EMERGENCY SHUTDOWN to protect
against runaway or overspeed should the mechanical-hydraulic
governor(s), or electric control(s), the actuator(s), fuel control(s), the
driving mechanism(s), the linkage(s), or the controlled device(s) fail.
Use the prime mover manufacturer’s instructions to start the engine.
Adjustments
Normally, the only adjustments for putting a new governor into service are
bleeding entrapped air and adjusting compensation to obtain satisfactory stability
and response. All other operating adjustments were made during factory
calibration in accordance with the manufacturer’s specifications and should not
require further adjustments.
NOTE
Do not attempt internal adjustment of the governor unless you are
thoroughly familiar with the proper procedures.
Woodward 23
Compensation Adjustments
The compensation needle valve and pointer are adjustable parts of the
compensation system. Their settings directly affect governor stability.
Compensation must be properly adjusted to the particular engine and load to

provide stable operation.
When the prime mover is started for the first time after the governor has been
filled with oil, the governor may be stable at constant speed, yet may need
adjustment. High overspeeds and underspeeds after load changes and slow return
to normal speed indicate the need for compensation adjustment.
NOTE
Maximum compensation settings generally provide stable steady
state operation, but result in greater offspeeds on load changes.
After the oil in the governor has reached its normal operating temperature, make
the following compensation adjustments without load on the prime mover to be
certain that the governor gives optimum control. See Figure 1-1 for location of
the adjustment parts.
1. To bleed trapped air from the governor oil passages, first loosen the nut
holding the compensation adjusting pointer and set the pointer at its
extreme upward position for maximum compensation. Tighten the nut.
Next, remove the needle valve access plug and open the needle valve two
turns counterclockwise. Use a Phillips screwdriver to avoid damage to the
threads inside the bore and to the needle valve.
Damage to the threads or to the needle valve will cause the governor to
change fuel rhythmically. This is called governor hunt. See Chapter 5 for
more information on hunting.
There are two screwdriver slots in the needle valve, a shallow and a deep
slot, located at right angles to each other. The deeper slot is used to expand
the head of the needle valve and increase friction to prevent vibrations from
changing the needle valve setting. If a plain screwdriver must be used, be
sure to use the shallow slot of the needle valve.
Allow the prime mover to hunt for approximately 30 seconds to bleed

trapped air from the governor oil passages.
2. Loosen the nut holding the compensation pointer and set the pointer as far
as it will go towards minimum compensation. Tighten the nut.
3. Gradually close the needle valve until hunting just stops. If hunting does not
stop, open the needle valve one turn and move the compensation pointer up
by one mark on the front panel indicator scale. Again gradually close the
needle valve until hunting stops.
24 Woodward
If hunting does not stop, set the needle valve 1/4 turn open and repeat
setting the compensation pointer up by one mark. Retest the governor until
hunting stops.
NOTE
The objective of the compensation adjustment procedure is to find
the particular settings for the compensation needle valve and
compensation adjustment pointer at which the prime mover will
return quickly to speed (needle valve adjustment) after a speed
disturbance with only a slight over- or undershoot (compensation
pointer adjustment).
4. From this setting, open the needle valve one turn and momentarily disturb
governor stability by turning the load limit knob to increase the load slightly
and bringing it back quickly to its original position. Gradually close the
needle valve until the governor returns to speed with only a small overshoot
or undershoot and:
a. The needle valve is between 1/8 to 1/4 turn open on a governor with an
oil sight glass located in the center of the dial panel.
b. The needle valve is between 3/8 and 3/4 turn open on a governor with
an oil sight glass located on the side of the governor.
Compensation adjustment determines offspeed and needle valve adjustment

determines recovery time.
NOTE
For most responsive governor control, use as little compensation as
possible. Too much compensation causes excessive speed
overshoots and undershoots upon load changes.
NOTE
Closing the needle valve more than indicated in (a) and (b) above
makes the governor slow to return to normal speed after a load
change.
Opening the needle valve more than indicated above decreases

governor stability and can cause hunting.
Once the needle valve adjustment is correct, it is not necessary to change the
setting except for large, permanent changes in temperature which affect governor
oil viscosity.
When the compensation adjustment is correct, tighten the compensation pointer

nut and install the needle valve access plug with a copper washer. The plug and
the washer will seal oil seepage around the needle valve.
Woodward 25
Initial Operation for a Repaired or Reassembled

Governor
After disassembly or repair, it is very important to test the governor on a test
stand. If a test stand is not available, testing of the governor can be done on the
engine.
! WARNING
If testing of the governor is done on the engine, the operator must be
careful to manually control engine speed until he has proven that the
governor will control engine speed.
Attach a serration wrench to the output shaft in addition to the

normal linkage to manually control engine speed with the serration
wrench.
When satisfied that the governing system is fully operational, remove

the serration wrench.
If accurate tests and adjustments are to be made, it is best to use a test stand
since it is difficult to make them when the governor is mounted on an engine.
Write or phone Woodward for a test specification for the governor part number
shown on the nameplate fastened to the governor.
Table 4-1 is a list of tools that are necessary only if a large number of governors
is being tested. For a small number of governors, only the pressure gauge is
needed to check oil pressure during testing.
Table 4-1. Test Stand Tools

Tool Description Woodward Number Application
Woodward Test Engine simulator. Drives governor.
Stand Supplies pressure oil. Includes gauges for
testing.
Electronic Counter Indicates governor drive speed. Must have
and Frequency an output of at least 60 cycles per
Pickup revolution on a one second time base.
Must indicate speed to within ±1 rpm.
Readouts of display time must not exceed
5 seconds.
Pressure Gauge To check governor oil pressure.
(0–1380 kPa/0–200
psi)
Dial Indicator 8995-037 To check and adjust droop setting.
Before installation, be sure speed droop is not negative. To check droop, first set
the speed droop control knob to zero.
1. Put a dial indicator (tool 8995-037) on the governor with the indicator rod
touching the top of the speed setting gear.
2. Place the serration wrench on the governor output shaft.
26 Woodward
3. Rotate the governor output shaft from minimum to maximum fuel position,
and check the dial indicator.
4. No movement of the indicator is zero droop. If movement is greater than

0.05 mm (0.002 inch), adjustment is needed (Clockwise movement of the
indicator is positive droop. Counterclockwise movement of the indicator is
negative droop).
Loosen the locknut (190) on the speed droop screw (189) and turn the screw
counterclockwise to reduce droop. Turn the screw clockwise to increase droop.
When zero droop is obtained (0.05 mm/0.002 inch or less counterclockwise

movement), tighten the locknut again (190).
Check the adjustment again by moving the governor output shaft from minimum
to maximum fuel position. Droop can be zero or positive, it must not be negative.
Check the final droop setting with the governor operating on the prime mover as
shown in “Test Procedures” in this chapter.
Before operating a repaired governor for the first time, check that all installation
steps have been correctly completed. See Chapter 2, Installation Procedures.
Also, read all of Chapter 4.
! WARNING
Test Procedures
1. Remove the pipe plug (33) in the base of the governor on the side to the left
of the needle valve plug (30), and attach a 0–1380 kPa/0–200 psi pressure
gauge. (See Figure 1-3 for Pressure Test Point.)
2. Install the governor on a test stand or on the engine pad. See Chapter 2,
Installation Procedures.
3. Fill the governor with oil. See Chapter 2, Oil Supply. The oil level must be
to the mark on the oil sight glass.
4. If the governor is being tested on the engine, start the prime mover
according to the instructions from the manufacturer.
Run the governor until it is at operating temperature.
Woodward 27
5. Check that the governor has a 758–827 kPa (110–120 psi) oil pressure
(UG-5.7/UG-8) or 965–1034 kPa (140–150 psi) oil pressure (UG-10) at
normal operating speed.
6. Close the needle valve (32) and open it just enough to cause a small hunt,
using a Phillips screwdriver. If a plain screwdriver must be used, make sure
to use only the shallow slot of the needle valve to avoid damage to the
threads inside the bore and to the needle valve.
Let the prime mover hunt for approximately 30 seconds to remove trapped
air from the governor oil passages.
7. Close the needle valve and open it again one half turn. If the governor
continues to hunt, repeat step 6.
8. Adjust the compensation system. See Compensation Adjustments in this

chapter.
NOTE
Maximum speed for constant operation of the UG Dial governor is
1500 rpm.
9. While the engine is running, re-check the governor for zero droop. Turn the
speed droop knob to zero and run the governor at normal operating speed
near 0% load. Then load the engine near 100% load. Speed must be within
0 to 3 rpm lower.
If the engine cannot be run at full load and must be run at partial load only,
the rpm decrease must be proportional to the partial load.
10. If adjustment is needed to obtain zero droop, follow this procedure:
Loosen the locknut (190) on the speed droop screw (189) and turn the screw
(189) counterclockwise to reduce droop. Turn the screw clockwise to
increase droop. Tighten the locknut.
Repeat the above procedure until speed is within 0 to 3 rpm lower when
running the engine from no load to full load positions.
11. To prevent speed setting changes because of engine vibrations, a friction

drive (255) is installed in the speed setting mechanical drive of the UG
governor.
The friction drive (255) must be tight enough to avoid a speed setting
change due to vibrations, and also tight enough to permit the speed setting
motor, if used, to turn the speed setting gear.
If the friction drive is too tight, the synchronizer (speed setting) knob can no
longer be turned manually.
28 Woodward
To adjust the friction on the friction drive, first remove the governor cover
(214), then the retaining ring (250) on the friction drive using a No. 1
Truarc pliers. Do not let the cover (214) or the spring (252) fall into the
governor as the friction drive cover is under spring compression.
Check the torque of the friction drive and set it at 0.17 to 0.28 Nxm (1.5 to
2.5 lb-in) with manual speed setting or 0.45 to 0.62 Nxm (4.0 to 5.5 lb-in)
with speed setting motor. To increase friction, turn the nut on the shaft
clockwise while holding the speed setting knob. To decrease friction, turn
the nut counterclockwise.
12. Reassemble the friction drive.
13. Set the maximum and/or minimum speed limit on the governor. This
adjustment can also be made with the prime mover running. To make the
adjustment, first remove the governor dial plate (see Figure 4-1).
Figure 4-1. Maximum/Minimum Speed Stop Adjustment on the UG Dial

Governor
Turn the synchronizer (speed setting) knob clockwise to increase the speed
setting of the governor from its specified maximum plus 10 rpm.
Woodward 29
If the friction drive slips before reaching the required high speed setting,
mark the intermediate (278) and the synchronizer (269) (speed setting)
indicator gears, disengage the synchronizer (speed setting) gear (269), index
it one tooth counterclockwise to allow a higher speed setting, and engage
gear again.
The amount of rpm change is not the same if the speeder screw (177) has a
coarse thread (0.7 threads/mm or 18 threads/inch) or a fine thread (1.3
threads/mm or 32 threads/inch).
Re-engage the synchronizer indicator gear (269) with the high-speed stop
pin, engaging the intermediate gear (278) to prevent further increase in
speed. The high-speed stop pin is the pin closest to the gear center.
On governors equipped with an electric speed adjusting motor, be sure the

motor can run the governor up to its maximum-speed stop and down to its
minimum speed. Reset the torque on the friction drive, if necessary, as in
step 11 above.
On governors equipped with a two-position high-speed stop (overspeed test

device), set the overspeed-test speed as described above, then the lever
catch will provide the normal high-speed stop for the governor. If necessary,
set the high-speed stop to the lever engaged position and then disengage the
lever and advance to the normal high-speed stop position to achieve the
overspeed-test speed.
14. To set the minimum speed limit, turn the synchronizer (speed setting knob)
counterclockwise to decrease the speed setting of the governor to its
minimum speed position.
15. Set the synchronizer knob at zero on the dial.
16. Set the synchronizer indicator dial panel pointer at zero.
17. Position the synchronizer indicator knob about 1.6 mm (0.06 inch) from the
surface of the dial. This prevents the knob from binding the synchronizer
system gear train.
18. On governors equipped with micro switches, operate the governor at the
required high and low speeds to verify correct positioning of the cams that
operate the micro switches.
Adjust the cams by loosening the screws and turning the cams on the shaft.
Tighten the screws again.
19. On governors equipped with solenoid shutdown, please refer to Woodward

manual 03013 for set-up procedures.
20. Turn the load limit knob to zero. The load limit indicator must move to
zero. The governor output shaft will move to its minimum fuel position.
Reset the load limit knob to maximum load.
30 Woodward
21. Shut down the engine. Remove the pressure gauge and install a 1/8" socket
pipe plug. Apply a pipe sealer to the threads, and torque the pipe plug to 10
Nxm (90 lb-in).
22. Install the governor cover and dial plate.
Test Completion
For operation of units running alone, set droop at zero. Reducing droop to zero
allows the unit to change load without changing speed (zero droop operation is
also called isochronous operation).
On units connected in parallel or to a single shaft, set the least amount of droop
possible to provide satisfactory load division. Droop allows load division
between two or more prime movers that drive the same shaft or are paralleled in
an electrical system.
For ac generating units tied in with other units, set droop sufficiently high
(reference number 30 to 50 or more on the dial) to prevent interchange of load
between units.
If one unit in the system has enough generating capacity, set its governor on zero
droop, and it will regulate the frequency of the prime mover system. If its
capacity is not exceeded, this unit will handle all load changes.
Operate the SYNCHRONIZER knob of the governor with zero droop to adjust
the system’s frequency. Operate the SYNCHRONIZER knobs of the governors
that have speed droop to distribute load between units.
When two units are set up for optimum single unit performance, paralleling
problems can be encountered. For example, governor response can be too fast on
one governor, requiring too high a speed droop setting to prevent a constant load
interchange between the two governors. When this occurs, the compensation
setting should be moved towards maximum, reducing the single unit transient
performance capability but allowing stable parallel operation within the
allowable speed droop range. Also, check the amount of output shaft travel on
each governor. Too little output shaft travel on a governor can require too high a
droop setting on that governor to obtain steady state control.
NOTE
Compensation must be properly adjusted to the particular engine and
load to provide stable operation (see Compensation Adjustments).
When UG governors are used on generator sets operating in parallel and the lead
unit is shifted to slave and vice versa, zero droop must be set on the lead unit to
maintain the frequency for which it is set, and droop must be set on the slave unit
for load distribution between the two units.
For more information on load sharing, please refer to manual 25195, Governing
Fundamentals.
Woodward 31
32 Woodward
Chapter 5
Troubleshooting
Introduction
This section provides instructions for troubleshooting.
It is impossible to anticipate every kind of problem that is encountered in the

field. This manual covers the most common problems experienced. Poor
governing may be due to faulty governor performance, or it may be due to the
governor attempting to correct for faulty operation of the prime mover or the
equipment driven. The effect of any auxiliary equipment on the overall control
required of the governor must also be considered.
! WARNING
Troubleshooting
Oil
Keep the governor oil level to-the mark on the oil sight glass with the unit
operating. The correct oil level is 19 to 32 mm (0.75 to 1.25 inch) below the top
of the governor case.
Dirty oil causes most governor problems. Use clean new or filtered oil. Oil
containers used must be perfectly clean. Oil contaminated with water breaks
down rapidly, causing foaming, and corrodes internal governor parts.
Compensating Adjustment and Needle Valve

The compensating adjustment and needle valve must be correctly adjusted with
the governor controlling the engine or turbine, even though the compensation
may have been previously adjusted at the factory or on governor test equipment.
Although the governor may appear to be operating satisfactorily because the unit
runs at constant speed without load, the governor still may not be correctly
adjusted to the load and to the engine it is to control.
Woodward 33
High overspeeds and low underspeeds, or slow return to speed, after a load
change or speed setting change, are some of the results of an incorrect setting of
the compensating adjustment and needle valve.
Definitions
Use the troubleshooting chart (Table 5-1) on the following pages to determine
the probable causes of faulty operation and to correct these problems.
Terms used in the chart are defined as follows:
Hunt—A rhythmic variation of speed which can originate in the governor or in

the prime mover. (See Table 5-1, Par. 1A, for troubleshooting information.) A
hunt usually has a frequency of less than 5 cycles per minute.
Surge—A sudden variation of speed occurring at periodic intervals which can

also originate in the governor or in the prime mover. (See Table 5-1, Par. 1A, for
troubleshooting information.)
Jiggle—A high frequency vibration of the governor output shaft and fuel
linkage. Do not confuse this with normal controlling action of the governor. A
jiggle has a frequency of more than 50 cycles per minute.
Preliminary Inspection
Governor problems are usually revealed in speed variations of the prime mover,
but it does not necessarily follow that such variations are caused by the
governor. When improper speed variations appear, the following procedure
should be performed:
1. Check the load to be sure the speed changes are not the result of load
changes beyond the capacity of the prime mover.
2. Check engine operation to be sure all cylinders are firing properly and that
the fuel injectors are in good operating condition and properly calibrated.
3. Check the linkage between the governor and fuel racks or valve. There must
be no binding or lost motion.
4. Check the setting of the needle valve and compensation adjustment. (See
Chapter 4, Compensation Adjustments.)
5. Check that the oil is clean and oil level is correct at operating temperature.
The source of most problems in any hydraulic governor stems from dirty
oil. Grit and other impurities can be introduced into the governor with the
oil, or form when the oil begins to break down (oxidize) or becomes sludgy.
34 Woodward
The internal moving parts are continually lubricated by the oil within the
unit. Valves, pistons, and plungers will stick and even “freeze” in their
bores, due to grit and impurities in the oil.
If this is the case, erratic operation and poor response can be corrected (if
wear is not excessive) by flushing the unit with fuel oil or kerosene.
The use of commercial solvents is not recommended as they may damage

seals or gaskets.
Change the oil and flush the governor twice a year if possible.
To change oil, remove the drain plug and drain out the old oil. Flush the
governor by filling it with fuel oil, and with the prime mover running at low
speed, cycle the governor by opening the needle valve two or three turns.
Let the governor hunt for a minute or two, then stop the engine and drain
the governor. Flush the governor once again. Refill the governor with oil
(see Chapter 2, Oil Supply).
Restart the engine and reset the compensation adjustment and needle valve.
6. Check that the drive to the governor is correctly aligned and free of
roughness, side loading, and excessive backlash.
Table 5-1. Troubleshooting Chart

Problem Possible Cause Correction
1. The prime A. The problem may be Block the throttle, fuel racks or steam
mover hunts or originating in the valve in the direction of increase fuel.
surges. governor or prime (Never block the governor output shaft
mover. in the direction that would prevent a
complete shutdown.) The same
blocking action can be performed by
using the load limit knob on the
governor panel.
If hunting and/or surging continues

while the governor output shaft is
blocked, the problem is in the prime
mover.
If, after removing the block, hunting

and/or surging starts again, the problem
can be in the governor or in the prime
mover. Go through the compensation
adjustment procedure for the governor
(see Chapter 4, Compensation
Adjustments). If the problem is still
there, replace the governor with a
replacement governor. Go through the
compensation adjustment procedure for
the replacement governor. If the hunting
and/or surging continues, the problem is
in the prime mover.
Woodward 35

1. The prime B. Compensation Adjust needle valve and compensation
mover hunts or adjustments incorrect. adjusting pointer.
surges. C. Dirty oil (sludge) in Drain oil, clean governor, and refill.
(continued) governor.
D. Oil varnish, which Add oil to the mark on oil sight glass. If
causes sticking of parts. oil level decreases and no external oil
leaks can be seen on the governor,
check the drive shaft for oil leak.
If foaming continues, drain oil and refill

using a different type oil.
E. Lost motion in Repair governor.
engine linkage or fuel
pumps.
F. Lost motion in engine Repair linkage and/or pumps.
linkage or fuel pumps.
G. Binding in engine-to- Repair and realign linkage and/or
governor linkage or fuel pumps.
pumps.
H. Governor output Adjust travel until proper travel is
shaft travel too short to obtained.
provide full fuel.
I. Spring on yield Install heavier spring.
linkage to fuel racks too
weak.
J. Low oil pressure. Return governor to factory for repair.
Normal operating
pressure is 758 to 827
kPa (110 to 120 psi) for
the UG-5.7 and UG-8;
965 to 1034 kPa (140 to
150 psi) for the UG-10.
(See outline drawing,
Figure 1-3, for pressure
test point location.)
Pump check valves are

not seating or
accumulator springs
weak.
K. Power piston is Check for side play or binding of output
sticking. shaft.
L. Voltage regulator not Check voltage regulator. Operate in
operating properly. voltage droop or manual. Do not
disconnect voltage regulator. Adjust,
repair, or replace voltage regulator.
M. Fuel linkage Rework or reset the linkage from
incorrectly set. This governor to unit to obtain the linear
might occur if the relationship.
governor has been
changed or removed
and replaced.
Relationship of
governor travel to
power output of engine
should be linear.
36 Woodward

1. The prime N. Faulty linkage. Linkage should be free of binding and
mover hunts or lost motion throughout service life of
surges. unit. Check yield links, shutdown
(continued) arrangements, etc, to be sure that prime
mover torque changes for very small
increments of governor output shaft
travel. Stability and good steady-state
performance will suffer unless this
condition is met.
O. Incorrect non-linear Adjust linkage from governor to gas
relationship between valve to obtain linear relationship
governor travel and between governor travel and engine
power output of the output. See Figure 2-1. Also, see
prime mover. Engine application Note 50516.
may hunt with light
loads and be stable with
a heavy load.
P. Gas or steam Adjust gas or steam pressure.
pressure too high.
Q. Engine misfiring (bad Check pyrometer readings of each
fuel injector or low pilot cylinder and make necessary repairs or
fuel on dual-fuel adjustments.
engine).
R. Load limit indicator Damaged indicator disc or nameplate
binding on nameplate must be corrected or replaced. Load
or load limit shaft bent. limit shaft must be replaced if bent.
S. Negative droop when Droop calibration out of adjustment.
speed droop knob at Reset (see Chapter 4, Governor
zero. Operation and Adjustments).
T. Governor worn. Return governor to factory for repairs.
2. Fuel racks do A. Low oil pressure in See Item 1J.
not open quickly governor.
when cranking B. Cranking speed too May be necessary to use a booster
prime mover. low. servomotor. See manual 36684,
Booster Servomotor.
C. Booster servomotor Check action of automatic air starting
(if used) not functioning valve. See manual 36684, Booster
properly. Servomotor.
3. Jiggle at A. Rough engine drive Inspect drive mechanism.
governor output or governor drive. a. Check alignment of gears.
shaft. b. Inspect for rough gear teeth,
eccentric gears, or excessive backlash
in gear train.
c. Check gear keys and nuts or set
screws holding drive gears to shafts.
d. Check for bent drive shaft.
e. Check serrated or spline coupling
for wear and alignment.
f. Tighten chain between crankshaft
and camshaft (if used).
g. Check engine vibration damper (if
used).
Woodward 37

3. Jiggle at NOTE
governor output If a keyed drive is used, backlash must be checked and the
shaft. gear shimmed so that there is no binding and the backlash is
(continued) not too great. This should be done each time a new or
replacement governor is installed.
If a serrated drive is used, concentricity of shaft to coupling

should be maintained. Coupling should be as long as possible
to permit greater flexibility.
B. Governor is not Loosen governor mounting screws and
aligned properly. move the governor slightly on its
mounting pad to align the drive shaft
with its coupling.
C. Failure of flexible Return governor to factory for repairs.
drive in flyweight head.
D. Other possible Return governor to factory for repairs.
causes are:
–dirty or worn ballhead
bearing
–rough or worn gear
teeth
–bent speeder spring
–damaged drive shaft Replace seal retainer.
seal retainer
E. Air in governor Bleed air (see Chapter 4, Test
system can cause a Procedures).
jiggle during start-ups
or transients.
4. Load does not A. Speed droop Readjust droop to divide load properly.
divide properly adjustment incorrect.
on Increase droop to resist picking up (or
interconnected dropping off) load.
prime movers.
Decrease droop to increase picking up
(or dropping off) load.
B. Speed settings of the Adjust speed setting so both prime
governors are not the movers run at the same speed.
same.
5. The prime A. Needle valve Readjust compensating needle valve.
mover is slow to adjustment incorrect. Open further if possible to do so without
respond to a causing instability when running without
speed change or load. Compensation pointer may be too
a load change. far toward maximum.
B. Governor is not Friction or wear on flyweight toes—
sensitive in measuring sludge in governor, return to factory.
speed change
(deadband).
C. Low oil pressure in Return governor to factory to inspect
governor. pump and check valves if oil pressure is
low.
D. Engine may be Reduce load.
overloaded.
E. Restricted fuel Clean fuel supply filters.
supply.
F. Load limit knob set to Increase load limit setting.
restrict fuel.
38 Woodward

6. The prime A. Fuel racks will not Adjust engine-to-governor fuel linkage.
mover will not open far enough, or Adjust load limiting device or fuel pump
pick up rated full governor at end of its stops.
load. stroke and the load
indicator is set at 10. Check compression of load limit friction
spring. Low compression may permit
load limit cam to gradually work toward
reduced load position.
B. Restricted fuel Clean fuel supply filters. Gas pressure
supply. low. Gas with different calorific value.
C. Voltage regulator (if Readjust or repair.
used) not functioning.
D. Engine misfiring. Check pyrometer readings of each
cylinder and make necessary repairs or
adjustments.
E. Slipping clutch or Make adjustments.
belts between engine
and driven load.
F. Load limit knob set to Increase load limit setting.
restrict fuel.
7. Governor Slipping clutch. Binding Increase compression on clutch spring.
does not or worn bevel gears. Repair or return governor to factory.
respond to
synchronizer
motor switch.
8. The speed of Droop is negative when Reset droop. See Chapter 4, Governor
the prime mover adjustment is zero on Operation and Adjustments.
increases with the panel. Droop
an increase in calibration out of
load. adjustment.
Additional Information for Steam Turbines, Gas and

Gasoline Engines
The engine torque versus throttle position for a steam turbine gives a wide
variety of non linear relations. Each type must be compensated for with the
correct compensating linkage to bring the error output shaft movement back into
a near linear relation with the prime mover torque output. Please refer to the
prime mover manufacturer's handbook for the correct linkage selection and
installation.
The torque vs throttle position curve for a gas and gasoline engine which is
controlled through a butterfly valve is always very non-linear. When adapting a
governor to this type of engine, if the linkage is made linear, operation at idle
and light loads is never very stable.
The proper procedure for adapting a governor to this engine with the butterfly
valve is to make the linkage so that it requires greater movement of the governor
per increment of butterfly movement at light load than it does at high load.
This linkage tends to linearize the relation between engine-developed torque and
governor output shaft position (see Figure 2-1).
Woodward 39
The table below shows a satisfactory angular position of the governor output
shaft for different openings of the butterfly valve in order to have a more stable
operation at idle and at light loads.
Table 5-2. Governor Output Shaft Travel vs Butterfly Valve Travel

Governor Output Butterfly Valve
Shaft Travel Shaft Travel
0° 0°
6° 3°
12° 9°
15° 20°
18° 30°
24° 82°
Governor Field Repairs

Seals and bearings of the governor output shaft and drive shaft can be replaced
in the field.
Seals and bearing replacement require only a partial disassembly of the

governor. See Figures 5-1 and 5-2, and tables 5-3 and 5-4, for a list of common
bench tools and normal field repair tools.
Seals and bearings can be replaced without these tools, however replacement of
parts is made easier if these tools are available.
Order tools from Woodward (see Chapter 8, Service Options). Include in order:
1. The tool description
2. The tool number or part number of the tool required
3. The manual number (this manual 03040)
Removal of Governor from Engine

To replace a governor on the engine, or to replace seals or bearings on the
governor, remove the governor from the engine as follows:
! CAUTION
Use care in handling and resting of the governor on the work area.
Do not strike or rest the governor on the end of the drive shaft as
damage may result to the drive shaft, oil seal, bearing, or other
internal parts or surfaces. Set the governor on wooden block(s) to
protect the drive shaft when performing maintenance operations.
1. Drain the oil from the governor and install the drain plug again. Some
governors are equipped with a drain cock for draining.
2. Clean exterior surfaces using a cloth moistened with cleaning solvent.
3. Disconnect auxiliary device wiring, and pneumatic or hydraulic tubing

connections if applicable.
40 Woodward
4. Before detaching the output shaft and speed setting linkages, mark both
shaft and lever so they may be easily reinstalled at their original positions.
5. Remove the four stud nuts holding the governor to the mounting pad and lift
the governor off. Remove the gasket between the governor and governor
mounting pad.
6. Set the governor on wooden blocks to protect the drive shaft. Be very
careful to avoid striking the end of the drive shaft. Damage to internal parts
of the governor may result.
Table 5-3. List of Common Bench Tools

Ref. Tool
Tool Description Number Number Application
T-handle hex wrench 7/16” 1 189440 Various bolts on UG
T-handle allen wrench 3/16” 2 8995-047 To install 1/8” pipe plugs
Standard allen wrench 5/64” 3 8995-048 For No. 8:32 headless set screw
Bench block 4 011971 To press out small bearings and
bushings
No. 2 Phillips head screwdriver 5 8995-049 Various screws on UG
Hooked scribe 6 189792 Removing and installing cotter
pins
Figure 5-1. Common Bench Tools
Woodward 41
Table 5-4. List of Normal Field Repair Tools
Ref. Tool
Tool Description Num Number Application
ber
William pliers 7 8995-023 Replace retaining ring on drive shaft
Bearing seater 8 8995-024 Replace drive shaft bearing
Seal protector (use with 030952) 9 030951 Fit on output shaft to protect seal
Dial indicator w/ base 10 8995-017 To check droop adjustment
Seal installing tool (Micarta type) 11 030952 Install output shaft seals (for extra long
shafts only)
Bushing driver 12 8995-028 To adjust output shaft bushings
Serration wrench 13 030943 Turning output shaft or drive shaft
Torque wrench w/ 7/16” socket 14 8995-038 25 lb-in torque on drive shaft bearing
retainer plate screws
Figure 5-2. Normal Field Repair Tools
42 Woodward
Chapter 6
Replacement Parts
Replacement Parts Information

When ordering replacement parts, include the following information:
1. Governor serial number and part number shown on nameplate.

2. Manual number (this is manual 03040).
3. Parts reference number in parts list and description of part or part name.
! WARNING
Refer to repair manual 56103 for correct and safe procedures when
disassembly and assembly are required. Personal injury may result if
accumulator springs are released suddenly. Use an arbor press to
release or to install the compressed accumulator spring.
Woodward 43
Parts List for Figure 6-1 (Sheet 1 of 5)

Ref. No. Part Name ................................................ Quantity
03040-1 Retainer ring, 1.283" OD .......................................2
03040-2 Washer, 1.185" OD ...............................................2
03040-3 Accumulator spring................................................2
03040-3A Accumulator spring (used in UG-10 only)..............2
03040-4 Accumulator piston ................................................2
03040-5 Soc hd pipe plug, 1/8"............................................1
03040-6 Soc hd pipe plug, 1/8"............................................1
03040-7 Cotter pin, .060 x 1/2" ............................................1
03040-8 Laminated drive shaft assembly ............................1
03040-9 Sleeve retainer.......................................................1
03040-10 Spirol pin................................................................1
03040-11 Retainer ring .671 ID..............................................1
03040-12 Washer ..................................................................1
03040-13 Driver assembly.....................................................1
03040-14 Laminated drive spring ........................................12
03040-15 Pump gear assembly.............................................1
03040-16 Straight pin.............................................................1
03040-17 Large dashpot compensation piston......................1
03040-18 Large dashpot compensation spring .....................1
03040-19 Large dashpot compensation link..........................1
03040-20 Oilite bushing .........................................................2
03040-21 Retainer ring, 1.283" OD .......................................2
03040-22 Pilot valve bushing.................................................1
03040-23 Check valve ...........................................................4
03040-24 Dowel pin ...............................................................2
03040-25 Dowel pin ...............................................................2
03040-26 Base.......................................................................1
03040-27 Washer ..................................................................5
03040-28 Cap screw, 1/4-28 x 1.000” ...................................5
03040-29 Pipe plug, 1/8" soc hd ............................................1
03040-30 Needle valve plug ..................................................1
03040-31 Washer ..................................................................1
03040-32 Needle Valve .........................................................1
03040-33 Pipe plug, 1/8" soc hd ............................................1
03040-34 Power piston ..........................................................1
03040-35 Controlet ................................................................1
03040-36 Soc hd pipe plug, 1/8"............................................1
03040-37 Soc hd pipe plug, 1/8"............................................1
03040-38 Ballhead drive gear................................................1
03040-39 Connecting lever....................................................1
03040-40 Straight pin.............................................................1
03040-41 Cotter pin, .030 x 3/8" ............................................2
03040-42 through 49 .......................................................Not Used
44 Woodward
Figure 6-1. Parts Illustration for the UG Dial Governor (Sheet 1 of 5)
Woodward 45

03040-50 Plug........................................................................1
03040-51 Output shaft (optional) ...........................................1
03040-52 Set screw, 1/4-28 x 5/16".......................................2
03040-53 Output shaft bushing .............................................2
03040-54 Oil seal, 1.128 OD .................................................2
03040-54A Compensation adjustment lever pin stop ..............2
03040-55 Washer, 7/16 x 5/8 x 1/32" ....................................1
03040-56 Compensation adj. pointer.....................................1
03040-57 Washer, .328 x .562 x .064 thick ...........................1
03040-58 Elastic stop nut 5/16-24 .........................................1
03040-59 Keyed drive shaft ...................................................1
03040-60 Key .188 x .190 x 1.062"........................................1
03040-61 Spacer ...................................................................1
03040-62 Nut, 5/8-18 castle...................................................1
03040-63 Cotter pin, 1/8 x 1-1/2"...........................................1
03040-64 Pilot valve plunger .................................................1
03040-65 Spring seat.............................................................1
03040-66 Pilot valve spring....................................................1
03040-67 Drive shaft..............................................................1
03040-68 Ball bearing............................................................1
03040-69 Snap ring ...............................................................1
03040-70 Bearing retainer plate ............................................1
03040-71 Dr hd cap screw, 1/4-28 x 5/8" ..............................3
03040-72 Oil seal, 1.379" OD ................................................1
03040-73 Oil seal retainer......................................................1
03040-74 Seal retainer gasket...............................................1
03040-75 Small dashpot compensation piston assembly......1
03040-76 Small dashpot compensation spring......................2
03040-77 Small dashpot spring seat (not shown) .................1
03040-78 Small dashpot compensation piston guide ............1
03040-79 Hex lock nut, 1/4-28...............................................1
03040-80 Dashpot nut ...........................................................1
03040-81 Shutdown lever bracket .........................................1
03040-82 Spring ....................................................................1
03040-83 Washer, .178 ID.....................................................1
03040-84 Cotter pin ...............................................................1
03040-85 Headed pin ............................................................1
03040-86 Shutdown lever ......................................................1
03040-87 Washer ..................................................................2
03040-88 Screw.....................................................................2
03040-89 Cotter pin ...............................................................1
03040-90 Washer ..................................................................1
03040-91 Power piston link....................................................1
03040-92 Cotter pin ...............................................................1
03040-93 Power lever............................................................1
03040-94 Taper pin, No.3 x 1-1/4".........................................2
03040-95 Pin..........................................................................1
03040-96 Cotter pin, .060 x 3/4" ............................................1
03040-97 Compensation lever...............................................1
03040-98 Straight pin.............................................................1
03040-99 Drilled straight pin ..................................................1
03040-100 Cotter pin, .060 x 3/4" ............................................1
03040-101 Straight pin.............................................................1
46 Woodward
03040-102 Compensation link .................................................1
03040-103 Compensation lever fulcrum..................................1
03040-104 Compensation lever assembly ..............................1
03040-105 Preformed Packing Ring, .301 1 D x .070"............1
03040-106 Case ......................................................................1
03040-107 Output shaft ...........................................................1
03040-108 through 149 ...................................................Not Used
Woodward 47

03040-150 Friction spring pin ..................................................1
03040-151 Load limit speed droop spring ...............................1
03040-152 Load limit cam .......................................................1
03040-153 Speed droop cam assembly ..................................1
03040-153A Washer, .265 ID x .438 OD x .207-.197 thick........1
03040-154 Rack pin.................................................................6
03040-155 Load indicator gear (includes items 285 and 286).1
03040-156 Load limit lever.......................................................1
03040-157 Load limit strap ......................................................1
03040-158 Load limit rack .......................................................1
03040-159 Dial panel...............................................................1
03040-160 Ballhead cover .......................................................1
03040-161 Flyweight................................................................2
03040-162 Flyweight bearing...................................................4
03040-163 Flyweight pin ..........................................................2
03040-164 Torsion spring........................................................1
03040-165 Torsion spring (early model) ..................................1
03040-166 Ball bearing............................................................1
03040-167 Ballhead gear assembly ........................................1
03040-168 Spirol pin................................................................4
03040-169 Spring damped ballhead........................................1
03040-170 Speeder rod ...........................................................1
03040-171 Ballhead assembly.................................................1
03040-172 Speeder rod spring ................................................1
03040-173 Thrust bearing .......................................................1
03040-174 Flexloc stop nut......................................................1
03040-175 Speeder spring assembly ......................................1
03040-176 Speeder gear .........................................................1
03040-177 Speeder screw.......................................................1
03040-178 Shakeproof washer, No.8 ......................................2
03040-179 Phil. hd screw, 8-32 x .375 ....................................2
03040-180 Speed setting screw pin.........................................1
03040-181 Cotter pin, .030 x .375 ...........................................1
03040-182 Washer, .375 OD...................................................1
03040-183 Speed droop link....................................................1
03040-184 Cotter pin, .030 x .375 ...........................................2
03040-185 Drilled straight pin ..................................................1
03040-186 Speed droop lever .................................................1
03040-187 Speed droop fulcrum .............................................1
03040-188 Speed setting screw guide.....................................1
03040-189 Speed droop screw................................................1
03040-190 Nut, 8-32 ................................................................1
03040-191 Extension spring ....................................................1
03040-192 Speed droop lever screw .......................................1
03040-193 Washer, .500 OD...................................................1
03040-194 Cotter pin, .060 x .500 ...........................................1
03040-195 Speed droop lever .................................................1
03040-196 through 199 ...................................................Not Used
48 Woodward
Woodward 49

03040-200 115 Vac/dc Bodine motor ......................................1
03040-201 Motor seal spring ...................................................1
03040-202 Phil fl hd screw, 10-32 x .375.................................4
03040-203 Oil Cup...................................................................1
03040-204 Phillips hd screw, 10-32 x 1/2"...............................8
03040-205 Lock washer, No.10...............................................8
03040-206 Cover gasket .........................................................1
03040-207 Soc hd pipe plug, 1/8"............................................1
03040-208 Base gasket...........................................................1
03040-209 Washer ..................................................................4
03040-210 Cap screw, 1/4-28 x 1.000” ...................................4
03040-211 Front panel gasket.................................................1
03040-212 Elbow, 1/8".............................................................1
03040-213 Oil sight glass ........................................................1
03040-214 Cover .....................................................................1
03040-215 Motor bracket.........................................................1
03040-216 Shakeproof washer, No.8 ......................................4
03040-217 Phil rd hd screw, 8-32 x .312 .................................4
03040-218 Oil filler cap (optional) ............................................1
03040-219 Cover (optional) .....................................................1
03040-220 through 249 ...................................................Not Used
50 Woodward
Figure 6-1. Parts Illustration for the UG Dial Governor (Sheet 4of 5)
Woodward 51

03040-250 Retainer .................................................................1
03040-251 Friction drive cover ................................................1
03040-252 Friction drive spring ...............................................1
03040-253 Elastic stop nut, .250-28 ........................................1
03040-254 Friction drive spring ...............................................1
03040-255 Friction drive case..................................................1
03040-256 Drive plate..............................................................1
03040-257 Roll pin, .094 dia. x.500 .........................................1
03040-258 Needle bearing ......................................................1
03040-259 Needle bearing ......................................................1
03040-260 Needle bearing ......................................................1
03040-261 Horiz. synch. adj. gear ...........................................1
03040-262 Taper pin, 6/0.........................................................1
03040-263 Needle bearing ......................................................1
03040-264 Synch. adj. shaft ....................................................1
03040-265 Lock washer, No.10...............................................8
03040-266 Socket hd screw 10-32 x 5/8" ................................8
03040-267 Synchronizer indicator shaft ..................................1
03040-268 Spring clip ..............................................................1
03040-269 Synchronizer indicator gear ...................................1
03040-270 Indicator pointer .....................................................2
03040-271 Set screw ...............................................................4
03040-272 Knob ......................................................................1
03040-273 Plug........................................................................1
03040-274 Dial plate................................................................1
03040-275 Knob ......................................................................1
03040-276 Taper pin, 6/0 x .750..............................................3
03040-277 Shaft ......................................................................1
03040-278 Idler shaft gear assembly ......................................1
03040-279 Straight pin.............................................................1
03040-280 Oil seal...................................................................1
03040-281 Knob ......................................................................1
03040-282 Load limit comp. spring..........................................1
03040-283 Washer, .365 OD...................................................1
03040-284 Preformed Packing Ring, .239 ID x.070 ................1
03040-285 Bushing included in item 209.................................1
03040-286 Bushing included in item 209.................................1
03040-287 Oil seal...................................................................1
03040-288 Knob ......................................................................1
03040-289 Roll pin, .094 dia. x.500 .........................................1
03040-290 Speed droop collar.................................................1
03040-291 Load limit speed droop spring ...............................1
03040-292 Oil seal...................................................................1
03040-293 Phillips hd screw, 8-32 x 3/81, ...............................6
03040-294 Set screw 6-32.......................................................1
03040-295 Cover-friction .........................................................1
03040-296 Friction disc............................................................1
03040-297 Washer.750 OD.....................................................1
03040-298 Friction washer spring............................................1
03040-299 Screw-speed adjust ...............................................1
52 Woodward
Figure 6-1. Parts Illustration for the UG Dial Governor (Sheet 5of 5)
Woodward 53
54 Woodward
Chapter 7
Auxiliary Equipment
Introduction
A number of optional auxiliary features and devices are available for use with
the UG Dial Governor. These devices permit the governor to perform other
secondary functions such as fuel limiting, low lube oil pressure shutdown, or
effect a shutdown through an electrical solenoid. Auxiliary equipment should be
supplied as original equipment on the governor. It Is recommended that the
customer contact Woodward if field installations are desired.
The following paragraphs provide a brief description of the auxiliary equipment

available and list the manuals where detailed information may be obtained.
Synchronizer Motor and Solenoid Shutdown

Early models of the synchronizer (speed setting) motor use an ac-dc Bodine
motor, externally mounted, and available in any of the following voltages: 12,
24, 32, 48, 64, 115, 125, 230, and 250. Late models use a PM (permanent
magnet) motor using a 115 Vac, or 24 and 32 Vdc, internally mounted.
Figure 7-1 shows a UG cover equipped with solenoid shutdown. It also shows
the synchronizer (speed setting) motor as used on the UG Dial governor.
Figure 7-1. UG Cover with Bodine Motor and Shutdown Solenoid
Two models of the shutdown solenoid are available. One provides shutdown
when energized, and the other when de-energized. Each can be equipped with or
without latch. See manual 03013 for set-up procedures and parts breakdown.
Woodward 55
! WARNING
The synchronizer (speed setting) motor is available separately or with the

solenoid shutdown. It provides the ability to remotely control the governor's
speed setting. Thus, alternator frequencies can be matched or, when operating in
droop mode, load distribution may be changed as required, remotely. Refer to
manual 03505 for the parts reference and lubrication guide.
Figure 7-2 shows the method for installing the cover (267) when equipped with a
motor. Turn the synchronizer knob to align the clutch with the motor's shaft as
the cover is lowered into position.
Figure 7-2. Installing Cover with Bodine Synchronizer Motor
56 Woodward
Figure 7-3 shows the completed UG8 Dial governor equipped with a Bodine
synchronizer motor.
Figure 7-3. UG8 Dial Governor Equipped with Bodine Synchronizer Motor
PM Synchronizer Motor with Housing

Figure 7-4 shows a UG8 Dial governor with a permanent magnet synchronizer
motor (speed setting motor) and a shutdown solenoid, enclosed in a
weatherproof housing.
At rest, the permanent magnet motor acts as a brake to resist speed changes due
to vibrations.
The weatherproof housing for the PM synchronizer motor can also be equipped
with a shutdown solenoid. There are several supply voltages available for the
solenoid. Contact Woodward for additional information. A conduit connection
and a pin-type connector are also available.
Figure 7-4. Top View of Weatherproof Housing with PM Synchronizer Motor

and Shutdown Solenoid
Woodward 57
Figure 7-5 shows the UG8 governor with PM motor and weatherproof housing.
Figure 7-5. UG8 Governor with PM Motor, Shutdown Weatherproof Housing
An explosion-proof housing (UL listed) is also available for use in hazardous

areas. The housing is equipped with a 24 Vdc permanent magnet motor and, as
an option, a 24 Vdc shutdown solenoid (energize-to-shutdown type only).
Low Lube Oil Pressure Shutdown

Figure 7-6 shows a low lube oil pressure shutdown. This device stops the prime
mover when engine oil pressure falls below a safe level. There is no additional
external linkage required.
For more information and parts illustration, see manual 03016.
58 Woodward
Figure 7-6. Low Lube Oil Pressure Shutdown
! WARNING
Any failure that would cause the governor to be inoperative would
also cause the shutdown solenoid to be Inoperative.
Magnetic Speed Pickup

The magnetic speed pickup monitors governor speed without having to provide
an additional drive pad on the engine. Figure 7-7 shows the assembly on a UG
governor.
For more information, see manual 36052.
Figure 7-7. Magnetic Speed Pickup
! WARNING
Woodward 59
Micro Switches and Wiring Harness

Micro switches are mounted on the synchronizer indicator shaft as shown in
Figures 7-8 and 7-9. Also shown are the wiring connections and terminal strip.
Figure 7-8. Micro Switches and Wiring Figure 7-9. Wiring Harness on Cover
The micro switches are used in one of two ways.
1. They energize a light which indicates the motor has reached its minimum or
maximum speed-setting position.
2. Instead of energizing a light, they may be used to shut off the electric motor
after reaching the minimum or the maximum speed-setting position.
When used to shut off the electric motor, micro switches also protect the
synchronizer (speed setting) motor should the operator run the speed adjustment
to its limit.
The external wiring to the governor is not provided by Woodward and should be
wired into the connector for the particular application as required.
60 Woodward
Chapter 8
Service Options
Product Service Options

The following are the factory options available for the service of Woodward
equipment under Woodward’s standard Product and Service Warranty (25222),
in effect at the time the product is sold from Woodward or the service is
performed:
• Replacement/Exchange (24-hour service)
• Flat Rate Repair
• Flat Rate Remanufacture
If you are experiencing problems with installation or unsatisfactory performance

of an installed system, the following options are available:
• Consult the troubleshooting guide in the manual.
• Contact Woodward technical assistance (see “How to Contact Woodward”
later in this chapter) and discuss your problem. In most cases, your problem
can be resolved over the phone. If not, you can select which course of action
you wish to pursue based on the available services listed in this section.
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 also a Flat Rate structured program and
includes the full standard Woodward product warranty, pursuant to Woodward’s
Product and Service Warranty (25222).
This option allows you to call in advance of a scheduled outage or an unexpected

outage and 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
Woodward facility as explained later in this chapter.
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 to Woodward within 60 days, Woodward will issue a credit for
the core charge. [The core charge is the average difference between the flat rate
replacement/exchange charge and the current list price of a new unit.]
Woodward 61
Return Shipment Authorization Label. To ensure prompt receipt of the core,
and avoid additional charges, the package must be properly marked. A return
authorization label is included with every Replacement/Exchange unit that
leaves Woodward. The core should be repackaged and the return authorization
label affixed to the outside of the package. Without the authorization label,
receipt of the returned core could be delayed and cause additional charges to be
applied.
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, pursuant to Woodward’s Product and Service
Warranty (25222) 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, pursuant to Woodward’s
Product and Service Warranty (25222). 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 to Woodward
for repair, please contact Woodward in advance to obtain a Return Authorization
Number. When shipping the item(s), attach a tag with the following information:
• 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.
! CAUTION
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.
62 Woodward
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.
Return Authorization Number

When returning equipment to Woodward, please telephone and ask for the
Customer Service Department [(1)(800) 523-2831 in North America or
(1)(970) 482-5811]. They will help expedite the processing of your order
through our distributors or local service facility. To expedite the repair process,
contact Woodward in advance to obtain a Return Authorization Number, and
arrange for issue of a purchase order for the item(s) to be repaired. No work can
be started until a purchase order is received.
NOTE
We highly recommend you make arrangement in advance for return
shipments. Contact a Woodward customer service representative at
(1)(800) 523-2831 in North America or (1)(970) 482-5811 for
instructions and for a Return Authorization Number.
Replacement Parts
When ordering replacement parts for controls, include the following
information:
• the part number(s) (XXXX-XXX) that is on the enclosure nameplate;
• the unit serial number, which is also on the nameplate.
How to Contact Woodward

In North America use the following address when shipping or corresponding:
Woodward Governor Company
PO Box 1519
1000 East Drake Rd
Fort Collins CO 80522-1519, USA
TELEPHONE: (1)(970) 482-5811 (24 hours a day)

TOLL-FREE PHONE (in North America): (1)(800) 523-2831
FAX: (1)(970) 498-3058
Woodward 63
For assistance outside North America, call one of the following international
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.
FACILITY PHONE NUMBER

Australia (61)(2) 9758 2322
India (91)(129) 230419
Japan (81)(476) 93-4661
The Netherlands (31)(23) 56 61111
You can also contact the Woodward Customer Service Department or consult
our worldwide directory on Woodward’s Internet website
(http://www.woodward.com) for the name of your nearest Woodward
distributor or service facility:
Additional Aftermarket Product Support Services

Woodward Aftermarket Services offers the following after-sale support for all
Woodward products:
• Customer Training
• Technical Assistance
• Field Service
• Specialized Services
Customer Training is offered at our facility in Loveland, Colorado, or at your

site. This training, conducted by experienced trainers, will assure that customer
personnel will be able to maintain system reliability and availability. For
information concerning training available, call the number above and ask for
customer training.
Technical Assistance is available using the Woodward toll-free number. The

Aftermarket application engineering group is available to assist customers with
technical questions or problem solving during normal business hours or as
emergency support 24 hours a day. This group can also provide engineering
support for changes or enhancements after the commissioning of your system.
For technical engineering assistance, call the number above and ask for technical
assistance.
64 Woodward
Field Service engineers are dispatched from the Woodward facility in Colorado,
or from one of many regional or worldwide offices located near the customer to
provide prompt response. Woodward field engineers are experienced and are
continually updated on all Woodward products as well as much of the non-
Woodward equipment they interface with. The field engineers ensure that all
documentation is updated, and all field engineers are well informed as to new
problems which might arise. Woodward field service engineers are on-call 24
hours a day. Call the number above and ask for field service.
Specialized Services can be tailored to your specific needs. These services can
be based on a particular aspect of a single service or a combination of services
and are covered under one low-cost service contract. A contract may be for
regularly scheduled training courses or possibly to have a field engineer visit
your site at pre-determined intervals to provide a system analysis, verify proper
operation, and make recommendations for maintenance improvements,
enhancements, or other needs. These contracts are usually custom-designed and
structured to allow ultimate flexibility, thereby allowing you to plan and budget
more accurately. For more details, contact the Woodward sales representative, or
call the number above and ask for sales support to discuss specific needs.
Woodward 65
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
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.
66 Woodward
We appreciate your comments about the content of our publications.
Please send comments to:
Attention: Technical Publications
PO Box 1519
Please include the manual number from the front cover of this publication.
Woodward Governor Company/Industrial Controls

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
E-mail and World Wide Web Home Page—http://www.woodward.com
Registered Firm
ISO 9001:1994/Q9001-1994
Certificate QSR-36
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/e-mail information for all locations is available on our website.
00/9/F
03013T
Shutdown Solenoid
for
UG Governor
Installation and Operation Manual
Manual 03013T
WARNING
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.
The engine, turbine, or other type of prime mover should be equipped with
an overspeed (overtemperature, or overpressure, where applicable)
shutdown device(s), that operates totally independently of the prime mover
control device(s) to protect against runaway or damage to the engine,
turbine, or other type of prime mover with possible personal injury or loss of
life should the mechanical-hydraulic governor(s) or electric control(s), the
actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or the
controlled device(s) fail.
WARNING
This shutdown solenoid must not be used for overspeed shutdown because
overspeed could be caused by failure of the governor system. The
shutdown could be made inoperable by the same governor failure which
caused the overspeed. Engine overspeed can cause property damage,
personal injury, and death. Use the shutdown only for protection from low
oil pressure, high oil pressure, water temperature, or other system
protection.
IMPORTANT DEFINITIONS
WARNING—indicates a potentially hazardous situation which, if not
avoided, could result in death or serious injury.
CAUTION—indicates a potentially hazardous situation which, if not

avoided, could result in damage to equipment.
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 1985
All Rights Reserved
Manual 03013 Shutdown Solenoid for UG Governor
Contents
CHAPTER 1. OPERATION AND ADJUSTMENT ................................................. 1

Description..............................................................................................................1
Operation................................................................................................................2
De-energize to Shut Down Model ..................................................................2
Energize to Shut Down Model ........................................................................2
Adjustments—Installation.......................................................................................3
De-Energize to Shut Down Model ..................................................................3
Vibration-Resistant De-Energize to Shut Down Model ..................................4
Energize to Shut Down Model ........................................................................6
Vibration-Resistant Energize to Shut Down Model, without Latch .................7
Solenoid Suppression Diodes ................................................................................8
CHAPTER 2. PARTS LISTS ........................................................................... 9
Parts Information ....................................................................................................9
CHAPTER 3. SERVICE OPTIONS ................................................................. 17
Product Service Options.......................................................................................17
Replacement/Exchange ...............................................................................17
Flat Rate Repair............................................................................................18
Flat Rate Remanufacture .............................................................................18
Returning Equipment for Repair...........................................................................18
Packing a Control .........................................................................................19
Return Authorization Number .......................................................................19
Replacement Parts ...............................................................................................19
How to Contact Woodward...................................................................................20
Engineering Services ...........................................................................................20
Technical Assistance............................................................................................22
Illustrations and Tables
Figure 1. De-Energize to Shut Down Models.........................................................3

Figure 2. Vibration-Resistant De-energize to Shut Down ......................................4
Figure 3. Energize to Shut Down Models...............................................................6
Figure 4. Vibration-Resistant Energize to Shut Down, without Latch ....................7
Figure 5. Solenoid Suppression Diode...................................................................8
Figure 6. Cover Assembly (with speed setting motor) .........................................10
Figure 6a. PM Motor Assembly (see manual 03035)...........................................11
Figure 7. Energize to Shut Down with Latch ........................................................12
Figure 8. De-Energize to Shut Down with Latch ..................................................13
Figure 9. Vibration Resistant Energize to Shut Down, without Latch ..................14
Figure 10. Vibration Resistant De-energize to Shut Down, with Latch ................15
Woodward i
Shutdown Solenoid for UG Governor Manual 03013
ii Woodward
Chapter 1.
Operation and Adjustment
Description
A shutdown solenoid is available for use on dial type UG8, UG32, and UG40
governors. Two basic models are available. One will cause shutdown when
energized, and the other will cause shutdown when de-energized.
Vibration-resistant models are available for both styles.
The energize and de-energize models are available with a latch that requires
manual resetting for restarting the engine. Vibration-resistant models are not built
with the latching feature.
WARNING
The shutdown solenoid must not be used as an overspeed protection
device. Overspeed protection must come from a unit entirely separate
from the UG governor. Failure of a governor or governor-related part
of the system control can cause a life- or engine-threatening
overspeed condition. In these cases, it is possible that the shutdown
solenoid could not stop the runaway condition.
If voltage is available, the engine may be started without manual reset of the
solenoid if the solenoid with latch is of the energize-to-run type.
All shutdown solenoids move the load-limit strap down to effect shutdown.
The solenoid can be supplied with various coils to accommodate the more
common dc voltages. If operation on ac is desired, rectifiers can be incorporated
in the cover assembly to rectify either 110 or 220 volts to dc. In addition, other ac
voltages can be adapted on special order.
The special governor cover, required for mounting the unit, is available with or
without accommodations for a speed-adjusting motor.
Woodward 1
Operation
De-energize to Shut Down Model

The de-energize to shut down models shown in Figures 1 and 2 will shut the
engine down on loss of current to the solenoid. The solenoid plunger moves up to
allow the engine to run. To start an engine when no current is available, lift the
solenoid plunger manually by means of the shutdown-latch knob (see Figure 1).
As it approaches the top of its stroke, the lock pin may be pressed in to latch the
shutdown-latch knob just below its upper position. This permits starting and
running the engine. Operating with the latch pin holding the solenoid at the top
of its stroke eliminates the possibility of using the solenoid to shut down the
engine.
When current is applied to the solenoid, it will move to its full upward position,
unloading the lock pin, which is moved outward by the circular latch spring.
With loss of current, the load spring will cause the solenoid plunger to move
down, lifting the governor pilot valve and closing off fuel.
WARNING
During start-up, if for any reason the solenoid has no current and the
lock-in is latched, the solenoid will be inoperative. This will eliminate
any safety systems which may use the solenoid to shut down the
engine.
A de-energize to shut down model can be supplied without the latching feature,
generally for operation in automatic plants. The vibration-resistant de-energize to
shut down model is available only in non-latching design. The non-latching
solenoids present an “energize to run” limitation on the engine, a condition which
is required in many plants.
Energize to Shut Down Model

The energize to shut down model shown in Figures 3 and 4 will shut the engine
down as current is applied (even momentarily in the case of the latching model).
The solenoid plunger moves downward through a tapered plunger stop, which
contains seven spring-loaded steel balls. The binding action of the steel balls
against the shutdown rod prevents the solenoid from returning. To restart the
engine, return the plunger to its original position by pressing the reset button,
which forces the steel balls away from the plunger and allows the spring force to
push the load-limit strap and the solenoid plunger to the uppermost positions.
The energize to shut down system is available in non-latching designs for both
the regular and the vibration-resistant models. The vibration-resistant model is
not available in the latching mode.
The non-latching model requires a “shutdown current” to the solenoid until

shutdown is complete.
2 Woodward
Adjustments—Installation
Solenoid shutdown devices supplied on governors as original equipment are
adjusted at the factory. It will be necessary to make the following adjustments on
units which are to be installed on governors already in service.
CAUTION
When assembling or adjusting a shutdown solenoid, ALWAYS
remove the cover and do the work away from the governor. IF ANY
PART OF THE SOLENOID DEVICE SHOULD DROP INTO THE
GOVERNOR, IT WILL REQUIRE EXTENSIVE DISASSEMBLY OF THE
GOVERNOR.
Figure 1. De-Energize to Shut Down Models
De-Energize to Shut Down Model

1. Position the shutdown rod assembly in the solenoid plunger with the end of
the plunger friction screw 3 mm (1/8 inch) inside the solenoid plunger nose
as shown in Figure 1. This adjustment is necessary only when the shutdown
device has been disassembled for cleaning or replacing parts. New
assemblies sent from the factory will have this adjustment completed.
2. Loosen the lock nut and, with the solenoid de-energized, turn the solenoid
plunger guide clockwise until it is tight against the plunger. The plunger
should now be seated against the governor cover. Back off the solenoid
plunger guide 3 to 4 turns and tighten the lock nut.
Woodward 3
3. Attach the cover assembly (including the shutdown device) to the governor
case.
4. Remove the set screw from the hole in the rod extension. With the engine
running and the governor in operation and controlling the speed, de-energize
the solenoid and use a screwdriver to turn the shutdown rod assembly
clockwise until the governor just starts to shut down, then screw the
shutdown rod down one additional turn.
Steps 5, 6, and 7 pertain to the latching model. Skip to step 8 if adjusting a

non-latching model.
5. De-energize the solenoid. Lift the shutdown latch knob and press in the latch
pin so the pin remains engaged when the knob is released.
6. With a screwdriver in the slot of the shutdown rod to prevent it from turning,
screw the rod extension clockwise until the solenoid plunger is pulled up
against the solenoid plunger guide.
7. Energize the solenoid. Back off the rod extension until the latch pin releases.
Then back off 1/4 turn more. Lock in place with the 10-32 set screw.
8. Check for normal operation with the solenoid energized and for shutdown
when the solenoid is de-energized. Check the latching device to verify that it
will latch up to allow starting and unlatch when the solenoid is energized.
Vibration-Resistant De-Energize to Shut Down Model
Figure 2. Vibration-Resistant De-energize to Shut Down
4 Woodward
1. Install the shutdown solenoid in the cover with the Plunger Guide Assembly
slightly below the surface of the inside of the cover. Thread the adjusting nut
onto the solenoid plunger rod as far as it will go. DO NOT LOCK WITH
THE ROLL PIN AT THIS TIME.
2. Turn the solenoid plunger guide down until the rod just moves a little farther
out of the bottom of the solenoid assembly. Then back off the plunger guide
four full turns and lock with the lock nut.
3. With the engine running and the governor controlling engine speed, place the
cover and gasket on the governor. If the engine does not shut down, remove
the cover, screw the adjusting nut out one full turn, and replace the cover
assembly on the governor.
4. Continue this procedure until the engine shuts down when then the cover is
placed on the governor.
CAUTION
Completely remove the cover from the governor and make the
adjustments in the adjusting nut away from the governor to prevent
accidentally dropping the adjusting nut into the operating governor.
Extensive damage to the governor can occur should the nut drop off
the end of the shaft. Should the adjusting nut thread out more than 5
turns before causing shutdown, loosen the set screw and thread the
entire shutdown solenoid farther into the governor cover, then start
the adjusting nut setting again.
5. When the governor shuts the engine down when the cover is placed on the
governor, remove the cover a final time and thread the adjusting nut until the
roll pin can be pressed into the shaft, locking the adjusting nut into place. Do
not risk dropping the roll pin into the governor while making this final
installation.
6. Complete the wiring to the plug on the cover and check that the application
of the required voltage causes the plunger to retract.
7. Install the cover-solenoid assembly onto the governor and check that the
engine shuts down when the solenoid is de-energized, and that the engine can
start and run with the solenoid energized. Check for normal operation with
the solenoid de-energized, making sure that the governor is not sluggish in
adding fuel to pick up load.
If the governor is sluggish in adding fuel to pick up load, check for

excessive drag in the movement of the solenoid plunger, a misaligned
shutdown rod, a bent plunger guide, or solidified preservative lubricant on
any of the moving parts.
Woodward 5
Energize to Shut Down Model
1. Position the shutdown rod assembly in the solenoid plunger with the end of
the plunger friction screw 3 mm (1/8 inch) inside the plunger nose as shown
in Figure 2. This adjustment is necessary only when the shutdown device has
been disassembled for cleaning or replacing parts. New assemblies from the
factory will have this adjustment completed.
2. Attach the cover assembly (including the shutdown device) to the governor
case.
3. Unscrew the knurled reset button retainer and remove the reset button and
spring. Loosen the lock nut. Turn the plunger stop down until the solenoid
plunger is tight against the solenoid plunger guide. Back off 3 to 4 turns.
Tighten the lock nut.
4. With the governor in operation and controlling engine speed, energize the
solenoid and turn the slotted shutdown rod clockwise until shutdown occurs.
Turn clockwise one more turn past the point of shutdown, and install the
spring, reset button, and reset button retainer.
5. Check for normal operation with the solenoid de-energized, making sure that
the governor is not sluggish in adding fuel to pick up load.
6. Energize the solenoid. After shutdown, check to see that the governor
remains inoperative until the latch is released by pressing the reset button.
Recheck for normal operation.
Figure 3. Energize to Shut Down Models
6 Woodward
The energize to shut down model without the latching feature is adjusted in the
following manner: Remove the plunger stop plug and, with the unit running,
energize the solenoid. With the governor in operation and controlling speed, turn
the slotted shutdown rod clockwise until shutdown occurs. Turn clockwise one
more turn past the point of shutdown. Replace the plunger stop plug and screw it
down until the solenoid plunger is tight against the solenoid plunger guide. Back
off 3 to 4 turns on UG5.7, UG8, and UG12.8 governors or 4 turns on UG32 or
UG40 governors. Lock in place with the lock nut. Make the final check as
described in steps 5 and 6 above.
Vibration-Resistant Energize to Shut Down Model,

without Latch
Figure 4. Vibration-Resistant Energize to Shut Down, without Latch
1. With the governor controlling and the governor cover removed: Loosen the
locknut. Turn the plunger stop all the way in to immobilize the plunger, and
run the adjusting nut all the way in to secure a starting position.
2. Install the cover and gasket on the governor.
CAUTION
Completely remove the cover from the governor and make the
adjustments in the adjusting nut away from the governor to prevent
accidentally dropping the adjusting nut into the operating governor.
Extensive damage to the governor can occur should the nut drop off
the end of the shaft. Should the adjusting nut thread out more than 5
turns before causing shutdown, loosen the set screw and thread the
entire shutdown solenoid farther into the governor cover, then start
the adjusting nut setting again.
Woodward 7
3. With the engine running and the governor controlling engine speed, place the
cover and gasket on the governor. If the engine does not shut down, remove
the cover, screw the adjusting nut out one full turn, and replace the cover
assembly on the governor.
4. Continue this procedure until the engine shuts down when then the cover is
placed on the governor.
5. When the governor shuts the engine down when the cover is placed on the
governor, remove the cover a final time and thread the adjusting nut until the
roll pin can be pressed into the shaft, locking the adjusting nut into place. Do
not risk dropping the roll pin into the governor while making this final
installation.
6. Back out the plunger stop four turns and lock in place with the lock nut.
7. Complete the wiring to the plug on the cover and check that the application
of the required voltage causes the plunger to extend from the solenoid.
8. Install the cover-solenoid assembly onto the governor and check that the
engine shuts down when the solenoid is energized, and that the engine can
start and run with the solenoid de-energized. Check for normal operation
with the solenoid energized, making sure that the governor is not sluggish in
adding fuel to pick up load. If the governor is sluggish in adding fuel to pick
up load, check for excessive drag in the movement of the solenoid plunger, a
misaligned shutdown rod, a bent plunger guide, or solidified preservative
lubricant on any of the moving parts.
Solenoid Suppression Diodes

Solenoid coils used by Woodward, whether operated on ac or dc, have two
diodes wired in the circuit as shown in Figure 5.
Diodes rectify ac to supply dc to the solenoid coils and also to provide shock
hazard protection when used on ac when the ac is disconnected at the peak of a
cycle (counter EMF is generated when the power is removed from the coil).
The diodes should be used on dc power solenoid coils because of the counter
EMF.
NOTE
Open or shorted diodes impair operation of the shutdown solenoid.
Figure 5. Solenoid Suppression Diode
8 Woodward
Chapter 2.
Parts Lists
Parts Information
1. Governor serial number and part number shown on the nameplate.
2. Manual number (this is manual 03013).
3. Part reference number and part name from parts list.
CAUTION
Damage may result if any parts are allowed to drop into the governor.
Use extreme caution when working on the shutdown solenoid. Any
part that should drop into the governor must be retrieved before
attempting to operate the governor.
Ref. Part Description Quantity Ref. Part Description Quantity
03013-1 Cable Clamp 1 03013-41 1/16 Pipe Plug 1

03013-2 Plug 1 03013-42 Jam Nut 1
03013-3 Screw, 4-40 x 5/16" Fil Hd 4 03013-43 Solenoid Plunger Guide 1
03013-4 Receptacle 1 03013-44 Shutdown Rod 1
03013-5 Cover 1 03013-45 Solenoid Case 1
03013-6 Set Screw, 10-32 x 1/4" 1 03013-46 Solenoid Plunger Guide 1
03013-7 Screw, 10-32 x 3/4" Fil Hd 4 03013-50 Ball Loading Spring 1
03013-8 Split Lock Washer, No. 10 4 03013-51 Washer 1
03013-9 Grommet 1 03013-52 Latch Spring 1
03013-10 Motor Seal Spring 1 03013-53 Shutdown Push Button 1
03013-11 Oil Cup 1 03013-54 Push button Retainer 1
03013-12 Bodine Motor 1 03013-55 Plunger Stop Plug 1
03013-13 Solenoid Case 1 03013-56 O Ring 2
03013-14 Load Spring 1 03013-57 Adjusting Screw 1
03013-15 Insulating Paper 1 03013-58 Snap Ring 1
03013-16 Solenoid Coil 1 03013-59 Shutdown Rod 1
03013-17 Parallel Connector 2 03013-60 Solenoid Plunger 1
03013-18 Wire, White Flamenol O.D. AR 03013-61 Soldering Shield Washer 2
03013-19 Wire Strap, 2 Wires 2 03013-62 Varnished Tubing 3/16" long 2
03013-20 Screw, Fil Hd 8-32 x 1/4" 2 03013-63 Shutdown Rod 1
03013-21 Clear Tubing 3/4" Long 2 03013-64 Latch Rod 1
03013-22 Air Gap Washer 1 03013-65 Snap Ring 1
03013-23 Solenoid Plunger 1 03013-66 Washer Assembly 1
03013-24 Solenoid Plunger Locking Pin 1 03013-67 Ball 7
03013-25 Not Used 03013-68 Bushing, Ball Release 1
03013-26 Solenoid Plunger Guide 1 03013-69 Plunger Stop 1
03013-27 Shutdown Spring 1 03013-70 Diodes (Figure 4) 2
03013-28 Washer, Shutdown Spring Ret. 1 (not shown in parts breakdown)
03013-29 Roll Pin, 1/16" x 1/4" 1 03013-71 Plunger Stop Assembly 1
03013-30 Plunger Friction Screw 1 03013-72 O-Ring, .739" ID x .070" 1
03013-31 Shutdown Rod 1 03013-73 Washer, .875" x 1.125"
03013-32 Roll Pin 1 x .047" 1
03013-33 Plunger Guide Bushing 2 03013-74 Plunger Assembly 1
03013-34 Solenoid Plunger Guide 1 03013-75 Roll Pin, .062" Dia. x
03013-35 Latch Spring 1 .312", S.S. 1
03013-36 Snap Ring 1 03013-76 Solenoid Coil Assembly 1
03013-37 Shutdown Latch Knob 1 03013-77 Solenoid Plunger Guide Assm. 1
03013-38 Lock Pin 1 03013-78 Adjusting Nut 1
03013-39 Rod Extension 1 03013-79 Not Used
03013-40 Lock Wire AR 03013-80 Not Used
Woodward 9
Ref. Part Description Quantity Ref. Part Description Quantity
03013-81 Socket Plug 1 03013-128 Cable Assembly 1

03013-82 Lock Nut 1 03013-129 Motor Gasket 1
03013-83 Solenoid Plunger Guide 1 03013-130 Motor 1
03013-87 Coil Assembly 1 03013-131 Lock Washer, No. 6 4
03013-85 Plunger Guide Assembly 1 03013-132 Cap Screw, 0.312-18 x 0.875 4
03013-86 Wire Splice 2 03013-133 Resistor Assembly 2
03013-87 Solenoid Nut 1 03013-134 Shakeproof Washer #4 2
03013-88 Solenoid Washer 1 03013-135 Soc. Hd. Screw, 4-40 x 0.750 2
03013-89 Plunger Assembly 1 03013-136 Gasket 1
03013-90 Roll Pin 2 03013-137 Cover 1
03013-91 Spring 1 03013-138 Oil Cup 1
03013-92 Spring Seat Washer 2 03013-139 Screw 4
03013-93 Adjusting Nut 1 03013-140 Screw, 10 4
03013-121 Motor Housing 1 03013-141 Pressure Pad 1
03013-122 Soc. Hd. Cap Screw, 10-32 8 03013-142 Printed Circuit Board 1
03013-123 Lock Washer, #10 8 03013-143 Housing Gasket 1
03013-124 Cable Assembly 1 03013-144 Cable Assembly 1
03013-125 Potting Stop 1 03013-145 Grommet 2
03013-126 Wire Protector Bushing 2 03013-146 Plug 1
03013-127 Potting Stop 1 03013-147 Wiring Harness 1
Figure 6. Cover Assembly (with speed setting motor)
10 Woodward
Figure 6a. PM Motor Assembly (see manual 03035)
Woodward 11
Figure 7. Energize to Shut Down with Latch
12 Woodward
Figure 8. De-Energize to Shut Down with Latch
Woodward 13
Figure 9. Vibration Resistant Energize to Shut Down, without Latch
14 Woodward
Figure 10. Vibration Resistant De-energize to Shut Down, with Latch
Woodward 15
16 Woodward
Chapter 3.
Service Options
Product Service Options

The following factory options are available for servicing Woodward equipment,
based on the standard Woodward Product and Service Warranty (5-01-1205) that
is in effect at the time the product is purchased from Woodward or the service is
performed:
• Replacement/Exchange (24-hour service)
• Flat Rate Repair
• Flat Rate Remanufacture
If you are experiencing problems with installation or unsatisfactory performance

of an installed system, the following options are available:
• Consult the troubleshooting guide in the manual.
• Contact Woodward technical assistance (see “How to Contact Woodward”
later in this chapter) and discuss your problem. In most cases, your problem
can be resolved over the phone. If not, you can select which course of action
you wish to pursue based on the available services listed in this section.
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 also a flat rate structured program and
includes the full standard Woodward product warranty (Woodward Product and
Service Warranty 5-01-1205).
This option allows you to call 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 Woodward facility as explained below (see “Returning
Equipment for Repair” later in this chapter).
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 to Woodward within 60 days, Woodward will issue a credit for
the core charge. [The core charge is the average difference between the flat rate
replacement/exchange charge and the current list price of a new unit.]
Woodward 17
Return Shipment Authorization Label. To ensure prompt receipt of the core,
and avoid additional charges, the package must be properly marked. A return
authorization label is included with every Replacement/Exchange unit that leaves
Woodward. The core should be repackaged and the return authorization label
affixed to the outside of the package. Without the authorization label, receipt of
the returned core could be delayed and cause additional charges to be applied.
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.
Returning Equipment for Repair

If a control (or any part of an electronic control) is to be returned to Woodward
for repair, please contact Woodward in advance to obtain a Return Authorization
Number. When shipping the item(s), attach a tag with the following information:
• 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.
CAUTION
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.
18 Woodward
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.
Return Authorization Number

When returning equipment to Woodward, please telephone and ask for the
Customer Service Department [1 (800) 523-2831 in North America or
+1 (970) 482-5811]. They will help expedite the processing of your order
through our distributors or local service facility. To expedite the repair process,
contact Woodward in advance to obtain a Return Authorization Number, and
arrange for issue of a purchase order for the item(s) to be repaired. No work can
be started until a purchase order is received.
NOTE
We highly recommend that you make arrangement in advance for
return shipments. Contact a Woodward customer service
representative at 1 (800) 523-2831 in North America or
+1 (970) 482-5811 for instructions and for a Return Authorization
Number.
Replacement Parts
When ordering replacement parts for controls, include the following information:
• the part number(s) (XXXX-XXX) that is on the enclosure nameplate;
• the unit serial number, which is also on the nameplate.
Woodward 19
How to Contact Woodward
In North America use the following address when shipping or corresponding:
PO Box 1519
1000 East Drake Rd
Telephone—+1 (970) 482-5811 (24 hours a day)

Toll-free Phone (in North America)—1 (800) 523-2831
Fax—+1 (970) 498-3058
For assistance outside North America, call one of the following international
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.
Facility Phone Number

Australia +61 (2) 9758 2322
Brazil +55 (19) 3708 4800
India +91 (129) 523 0419
Japan +81 (476) 93-4661
The Netherlands +31 (23) 5661111
You can also contact the Woodward Customer Service Department or consult our
worldwide directory on Woodward’s website (www.woodward.com) for the
name of your nearest Woodward distributor or service facility. [For worldwide
directory information, go to www.woodward.com/ic/locations.]
Engineering Services
Woodward Industrial Controls Engineering Services offers the following after-
sales support for Woodward products. For these services, you can contact us by
telephone, by e-mail, or through the Woodward website.
• Technical Support
• Product Training
• Field Service
Contact information:
Telephone—+1 (970) 482-5811
Toll-free Phone (in North America)—1 (800) 523-2831
E-mail—icinfo@woodward.com
Website—www.woodward.com/ic
20 Woodward
Technical Support is available through our many worldwide locations or our
authorized distributors, depending upon the product. This service can assist you
with technical questions or problem solving during normal business hours.
Emergency assistance is also available during non-business hours by phoning our
toll-free number and stating the urgency of your problem. For technical support,
please contact us via telephone, e-mail us, or use our website and reference
Customer Services and then Technical Support.
Product Training is available at many of our worldwide locations (standard

classes). 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. For information concerning training, please contact us
via telephone, e-mail us, or use our website and reference Customer Services and
then Product Training.
Field Service engineering on-site support is available, depending on the product

and location, from one of our many worldwide locations or from one of our
authorized 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 field service engineering assistance, please contact us via
telephone, e-mail us, or use our website and reference Customer Services and
then Technical Support.
Woodward 21
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
Governor Information
Please list all Woodward governors, actuators, and electronic controls in your system:
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.
22 Woodward
Send comments to: icinfo@woodward.com

Phone +1 (970) 482-5811 • Fax +1 (970) 498-3058
E-mail and Home Page—www.woodward.com
FM 57982
BS EN ISO 9001:1994
6 March 2001

Complete address/phone/fax/e-mail information for all locations is available on our website.
04/1/F
Operation Manual
Permanent Magnet Type Synchronizing

Motor for UG, PSG, and SG Governors
Manual 03026K
WARNING
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.
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.
CAUTION
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.
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
WARNING—indicates a potentially hazardous situation which, if not avoided, could
result in death or serious injury.
CAUTION—indicates a potentially hazardous situation which, if not avoided, could

result in damage to equipment.
NOTE—provides other helpful information that does not fall under the warning or
caution categories.
© Woodward 1991
All Rights Reserved
Manual 03026 Permanent Magnet Synchronizing Motor
Permanent Magnet Synchronizing

Motor for UG, PSG, and SG Governors
Description
The permanent-magnet synchronizing motor is used to provide remote speed
adjustment for an SG, PSG, or UG governor. The motor allows a switchboard
operator to match the frequency of an alternator to that of other alternators or to
change load distribution with other units when operating in the droop mode.
The synchronizing motors run only on nominal 24 Vdc power, but models are
available with self-contained rectifiers which allow use of 110 Vac and 220 Vac
supply. A potentiometer is included in most models. This allows the installer to
match the motor with the type of supply available, and to set the motor speed
within an adjustable range.
Four different PM motors have been used to adjust the speed setting of the
governor. The S40, MM40, and MM4A have been used in the past. The current
model is the SMM40. The SMM40 is directly interchangeable with any former
speed-setting motor.
The SMM40 permanent-magnet motor operates on a nominal 24-Vdc supply.

Rectifiers are included in models built to operate with ac supply. In addition a
potentiometer is included with the unit which adjusts dc voltages to an
acceptable level. An adjustable speed is achieved when a PM or APM motor
control is added to the system.
SMM40 Speed
POWER RATED SPEED (RPM) ADJUSTABLE RANGE (RPM)*
24 Vdc 1 0.5 to 1.2
2 1.2 to 2.5
4 2.5 to 5
8 5 to 10
110V 0.5 0.5 to 1
AC/DC 3 1 to 4
6 4 to 9
220V 0.5 0.5 to 1
AC/DC 3 1 to 4
6 4 to 9
* An adjustable range is available when an APM or PM motor control is used. The
adjustment range is only for reference. Exact range depends on the controller used.
Product Specifications
82044 APM Motor Control
82499 Adjustable Voltage Converter for 24 Vdc PM Motor Control
Woodward 1
Permanent Magnet Synchronizing Motor Manual 03026
Adjustment
A friction-type slip clutch between the motor shaft and the governor allows speed
adjustment by the regular manual speed-setting method or by the electrically-
driven PM motor. If this coupling has too little friction the motor drive will slip.
With too great friction the manual speed adjustment will be too hard to turn or
set.
The slip clutch also prevents damage to the governor or the speed adjusting
motor when a maximum or minimum stop is attained. (The motor can continue to
run for a short period after a physical stop has been reached.)
The clutch should be adjusted for about 0.5 Nxm (4.5 lb-in) of friction. Individual
governor manuals contain instructions on the maintenance and setting of the
friction clutch.
Adjustment Procedure
(There are no adjustments on the MM4A.)
1. Unscrew the four round head screws (828, 515, 605) that hold the cover
plate (825, 519, 602) on the potentiometer portion of the unit.
2. Loosen the lock nut (866, 511, 603) on the potentiometer, turning it
counterclockwise. Turn the potentiometer adjusting shaft (865, 608, 530)
clockwise (toward F on the Bakelite board (834, 510, 601) to increase motor
speed, or counterclockwise (toward S) to decrease motor speed.
When the slot in the shaft points toward the white spot on the Bakelite board
the potentiometer adjustment will be at about the rated speed.
3. After the adjustment has been satisfactorily completed, lock the nut on the
shaft and replace the cover and four round-head screws removed in step 1
of this procedure. (Do not operate the engine for any extended period of
time with the potentiometer and wiring exposed.)
Power Connection
If ac power is used for speed adjustment connect one line from the ac source to
terminal "C" on the receptacle (831, 522, 609). The rectifiers (843, 518, 606) may
burn out if the unit is incorrectly wired. (Review the wiring diagram on the next
page and check against the wiring before applying power to the motor for the first
time.)
Terminals "A" and "B" are connected to the respective output poles of the speed-
control switch.
Bearing Lubrication
Ball bearings are permanently packed with a high-quality grease. Repacking or
periodic oiling is not required.
2 Woodward
Gear Lubrication
The speed reduction gear housing (846, 528, 640, 733) is filled with enough
lubricant to last about two years. Clean out the old grease every two years or as
required and refill with Alvania No. 2 grease or its equivalent.
Wiring Diagrams
Power Connection Diagram
Woodward 3
Troubleshooting
The speed setting motor is extremely long lived and reliable. Most problems
perceived as caused by the motor are in reality caused by either the power
supply to the motor or the friction clutch and speed-setting linkage in the
governor.
Do not disassemble the motor until after all other causes have been thoroughly
investigated. Make sure that the correct power is being delivered to the motor.
Check the connection between the motor and the power source.
Excess load or low supply voltage will slow the speed of the motor. Motor load
can be caused in the governor as well as in the sealed gears on the motor.
Always check for load in the governor by trying to turn the manual speed setting
knob before assuming that excess load is in the motor and attached gears.
Motor heat can be caused by low voltage, excess load, or internal wiring. Always
check causes outside of the motor before determining that the motor is at fault.
Applied voltage can cause motor overspeed. Overspeed conditions are seldom
caused by the motor itself.
Irregular motor speed can be caused by a slipping clutch, problems in the

voltage supply to the motor, of by the motor itself.
Trouble Cause Correction

Motor will No applied Power source or motor Adjust or exchange power
not voltage speed controller incorrect. source or controller.
operate Fuses are blown. Replace fuse, investigate
cause.
Wiring has intermittent Correct wiring.
open condition.
Applied voltage time is too Minimum signal time of
short. 0.2 seconds for motor
response.
Current off Brush spring or wire Replace spring or correct
disconnection. wire.
Brush incorrectly installed. Correctly install brush.
Overload, Speed-setting gear in Inspect and correct
Overcurrent governor is locked up. governor.
Excessive wear in speed- Replace bearings.
setting bearings.
Motor reduction gears. Adjust or replace
reduction gears.
4 Woodward

Low rpm Low Voltage Power source to motor- Adjust or exchange power
(motor speed controller incorrect. source or speed
speed) controller.
Low Voltage Voltage incorrect. Correct supply voltage.
Control
Low Motor Brush spring Replace brush and spring.
Torque disconnecting or shorting.
Insulation incorrect. Clean around brush
holder or replace motor
windings.
Overload Motor shaft has Inspect governor
overloaded. connection and speed
setting mechanism.
Reduction gear box Inspect reduction gear
troubles. box. Replace grease or
parts as necessary.
Bearing wear, lubrication, Replace bearings,
or adjustment. lubricate, and adjust as
necessary.
Low rpm Low Voltage Power source or motor Adjust or exchange power
speed controller incorrect. source.
Voltage incorrect. Check rated voltage,
adjust or exchange power
source.
Low motor Motor fault. Repair motor or exchange
torque motor.
Insulation incorrect. Clean around brush
holder and brush spring.
Overload Motor shaft has overload. Inspect governor.
Reduction gear box Inspect and repair
problem. reduction gear box.
Change lubrication in gear
box.
Bearings worn. Replace bearings.
High rpm High voltage Power source or motor Adjust or replace power
speed controller incorrect. source or motor speed
controller.
Voltage Check rated voltage. Provide correct voltage to
incorrect the motor.
Unstable Current is Load is changing. Inspect governor, inspect
motor changing gear box.
speed Speed controller is not Inspect and repair or
functioning correctly. replace controller.
Bearing trouble. Replace or adjust
bearings.
Brush spring Replace spring, inspect
disconnecting or shorting. installation of brush and
spring.
Dirt between brush and Inspect brush, clean
commutator. commutator.
Woodward 5

Motor is Overcurrent Overload. Repair governor, gear
over- box, or bearings.
heating Bearing problem. Replace bearing.
Excessive bearing thrust. Adjust bearing thrust.
Failed brush spring Replace brush spring,
insulation, short. check installation of spring
and brush.
Brush holder shorting. Clean around brush
holder.
Motor is High ambient temperature Improve ventilation,
overheating condition. reduce ambient
temperature.
Motor is dirty. Clean motor to improve
heat-exchange
capabilities.
Excessive Commutation Overload. Repair governor, gear
brush wear incorrect box, or bearing.
Abrasive gas in Ventilate with clean air.
atmosphere.
Damaged commutator. Polish commutator,
replace armature
assembly.
Brush spring tension Replace the spring, check
incorrect or brush spring the brush installation.
is shorting.
Excessive vibration. Improve mounting or
reduce governor vibration.
Brush Brush does not match Change brush
material motor characteristics or composition or change
incorrect installation conditions. operating conditions.
Motor Excessive Incorrect motor Correct installation.
operation vibration installation.
is noisy Motor drive alignment Correct alignment.
incorrect.
Dirt or debris in the gap Clean or repair motor.
between the commutator
and the brush.
Motor Bearings Lubrication error. Replace bearing and
operation causing correct lubrication.
is noisy vibration Damaged bearing Replace bearing and
cont. surface. correct lubrication and
adjustment.
Bearing seizure. Replace bearing and
correct lubrication and
adjustment.
Commutator Damaged or worn Repair commutator or
damaged, commutator. replace armature and
causing winding assembly.
damage to Abrasive atmosphere. Improve ventilation or
the brush change brush
components to match
demands of the
atmosphere.
6 Woodward
Replacement Parts
The following pages list replacement parts for the four speed-setting motors
included in this manual. The user must be careful that the illustration and parts
list correctly matches the motor being serviced. A number of parts are identified
in the drawings for information only. These parts are available only through the
purchase of larger assemblies, usually the complete motor assembly.

1. Serial number and part number shown on the mane plate.
2. Manual number (this is Manual 03026).
3. Part number from parts list and description or part name.
NOTE
Do not replace the motor until failure of the remote speed-setting adjustment
is clearly identified as failure of the motor. Check wiring to the motor and
power to the motor before assuming that the motor has failed. If the
electrical supply to the motor is determined to be correct, then carefully
check the slip-clutch setting to be sure that it has not changed. Check the
manual speed-setting gear train to be sure it is not presenting too great a
load for the motor to turn.
Woodward 7
Model S40
Specify Model S40 when ordering parts from this page. Note that the part
numbers are for identification only and are not Woodward part numbers.
Ref. No. Part Name ............. Quantity Ref. No. Part Name ............. Quantity
03026-501 Motor Brush........................ 2 03026-518 Rectifier...............................2
03026-502 Brush Spring ...................... 2 03026-519 Enclosing Cover..................1
03026-503 Ball Bearing ........................ 1 03026-520 Plug.....................................1
03026-504 Ball Bearing ........................ 1 03026-521 Cable Clamp .......................1
03026-505 End Housing....................... 1 03026-522 Receptacle ..........................1
03026-506 Armature ............................ 1 03026-523 Condenser ..........................1
03026-507 *Ferrite Magnet................... 1 03026-524 Worm Gear Shaft ................1
03026-508 Potentiometer ..................... 1 03026-525 Bakelite Gear ......................1
03026-509 *Frame ............................... 1 03026-526 Bronze Gear .......................1
03026-510 Bakelite Board .................... 1 03026-527 Output Shaft........................1
03026-511 Nut...................................... 1 03026-528 *Reduction Gear Box ..........1
03026-512 Cross Bar ........................... 1 03026-529 Sleeve.................................2
03026-513 Spring Washer.................... 4 03026-530 *Adjusting Shaft ..................1
03026-514 Screw ................................. 4 03026-531 Screw..................................3
03026-515 Screw ................................. 1 03026-532 Nut ......................................3
03026-516 Stop Ring ........................... 1 03026-533 Washer ...............................3
03026-517 Vinyl Washer ...................... 1
* Parts available only in connection with larger assembly.
8 Woodward
Model MM40
(Speed Setting serial numbers 21105 and after are model MM40. Note that the
part numbers are for identification only and are not Woodward part numbers.
Ref. No. Part Name ............. Quantity Ref. No. Part Name..............Quantity
03026-601 Bakelite Board .................... 1 03026-626 *Body.................................. 1
03026-602 Pot Cover............................ 1 03026-627 Ball Bearing ........................ 1
03026-603 Potentiometer ..................... 1 03026-628 Alum Washer...................... 1
03026-604 Rd Hd Screw..................... 12 03026-629 Bearing Cap ....................... 1
03026-605 Spring Washer .................. 14 03026-630 Retaining Ring.................... 1
03026-606 Rectifier .............................. 2 03026-631 Bearing Retaining Ring....... 1
03026-607 Flat Washer ........................ 6 03026-632 *Pot. Box ............................ 1
03026-608 Gasket ................................ 1 03026-633 Gasket................................ 1
03026-609 Receptacle.......................... 1 03026-634 Plate ................................... 1
03026-610 Plug .................................... 1 03026-635 Name Plate......................... 1
03026-611 Cable Clamp ....................... 1 03026-636 Grommet ............................ 1
03026-612 Condenser .......................... 1 03026-637 Worm Shaft ........................ 1
03026-613 Ball Bearing ........................ 1 03026-638 Helical Gear........................ 1
03026-614 Rd Hd Screw....................... 2 03026-639 Rd Hd Screw ........................
03026-615 Alum. Washer ..................... 1 03026-640 *Gear Housing.................... 1
03026-616 Retaining Ring .................... 1 03026-641 Oil Seal............................... 1
03026-617 Bearing Retainer................. 1 03026-642 Output Shaft ....................... 1
03026-618 Brush Holder Board ............ 1 03026-643 Helical Gear........................ 1
03026-619 End Cover........................... 1 03026-644 Fiber Washer...................... 3
03026-620 Motor Brush ........................ 2 03026-645 Lock Nut ............................. 3
03036-620A Brush Holder Assy. ............. 1 03026-646 Adjusting Plug .................... 3
03026-621 Brush Spring ....................... 2 03026-647 Ball ..................................... 3
03026-622 *Bracket .............................. 1 03026-648 Ball Seat ............................. 1
03026-623 Armature Assy .................... 1 03026-649 Damping Bushing ............... 1
03026-624 *Ferrite Magnet ................... 1 03026-650 Rd Hd Screw ...................... 4
03026-625 *Stator Assy........................ 1
NOTE—Units with the Damping Rubber Bushing use 8 parts 604 and 10 parts 607.
Woodward 9
Model MM4A
This model does not include built in rectifiers or a voltage adjustment
potentiometer. Note that the part numbers are for identification only and are not
Woodward part numbers.
Ref. No. Part Name ............. Quantity Ref. No. Part Name ............. Quantity
03026-701 *Front Housing ................... 1 03026-727 *Grommet ...........................1
03026-702 *Body.................................. 1 03026-728 Name Plate .........................1
03026-703 *Stator Assembly................ 1 03026-729 Brush Holder Board ............1
03026-704 *Ferrite Magnet................... 1 03026-730 Worm Shaft.........................1
03026-705 *Retaining Ring .................. 1 03026-731 Helical Gear ........................1
03026-706 *Rd Hd Screw..................... 2 03026-732 Rd Hd Screw.......................1
03026-707 *Spring Washer .................. 2 03026-733 Gear Housing......................1
03026-708 *Flat Washer ...................... 2 03026-734 Oil Seal ...............................1
03026-709 Bearing Cap ....................... 1 03026-735 Output Shaft........................1
03026-710 Retaining Ring.................... 1 03026-736 Helical Gear ........................1
03026-711 Alum Washer...................... 1 03026-737 Fiber Washer ......................3
03026-713 Alum Washer...................... 2 03026-738 Lock Nut..............................3
03026-714 Bearing Retainer ................ 1 03026-739 Adjusting Plug .....................3
03026-715 Bearing Retainer ................ 1 03026-740 Ball......................................3
03026-716 Ball Bearing ........................ 1 03026-741 Ball Seat .............................3
03026-717 Ball Bearing ........................ 1 03026-742 *Cover.................................1
03026-718 Condenser.......................... 1 03026-752 *Name Plate........................1
03026-719 *Insulator ............................ 1 03026-753 *Plate ..................................1
03026-720 *Motor Cover ...................... 1 03026-754 Rd Hd Screw.......................4
03026-721 *Rd Hd Screw..................... 2 03026-755 Gasket ................................1
03026-722 *Armature ........................... 1 03026-756 Rd Hd Screw.......................4
03026-723 Brush Holder Assy.............. 1 03026-757 Plug.....................................1
03026-724 Motor Brush........................ 2 03026-758 Cable Clamp .......................1
03026-725 Brush Spring ...................... 2 03026-759 Screw..................................4
03026-726 *Rd Hd Screw..................... 2 03026-760 *Box ....................................1
10 Woodward
Model SMM40
(This motor will replace any other speed-setting motor. Most parts, however, are
not interchangeable.) Note that the part numbers are for identification only and
are not Woodward part numbers.
Ref. No. Part Name ............. Quantity Ref. No. Part Name..............Quantity
03026-801 *Front Housing.................... 1 03026-834 Bakelite Board .................... 1
03026-802 *Body .................................. 1 03026-835 Potentiometer ..................... 1
03026-803 *Stator Assy........................ 1 03026-836 Damping Bushing ............... 8
03026-804 Rd Hd Screw....................... 2 03026-837 Rd Hd Screw ...................... 4
03026-805 Spring Washer .................... 2 03026-838 Flat Washer ........................ 4
03026-806 Retaining Ring .................... 1 03026-839 Spring Washer.................... 5
03026-807 Retaining Ring .................... 1 03026-840- Rd Hd Screw ...................... 5
03026-808 Cap ..................................... 1 03026-841 Spring Washer.................... 5
03026-809 Alum Washer ...................... 1 03026-842 Terminal ............................. 5
03026-810 Alum Washer ...................... 1 03026-843 Rectifier .............................. 2
03026-811 Bearing Retainer................. 1 03026-844 Plate ................................... 1
03026-812 Bearing Retainer................. 1 03026-845 *Grommet ........................... 1
03026-813 Ball Bearing ........................ 1 03026-846 *Gear Housing.................... 1
03026-814 Ball Bearing ........................ 1 03026-847 Oillite Bushing .................... 1
03026-815 Holder Cap.......................... 1 03026-848 Output Shaft ....................... 1
03026-816 Brush Assy.......................... 2 03026-849 Adj. Plug............................. 3
03026-817 *Brush Holder ..................... 2 03026-850 Nut...................................... 3
03026-818 *Grommet ........................... 1 03026-851 Thrust Disk ......................... 3
03026-819 Lead Wire ........................... 2 03026-852 Fiber Washer...................... 3
03026-820 Armature............................. 1 03026-853 Shaft................................... 1
03026-821 Rd Hd Screw....................... 2 03026-854 Helical Gear........................ 1
03026-822 Flat Washer ........................ 2 03026-855 Helical Gear........................ 1
03026-823 Flat Washer ........................ 2 03026-856 Seal .................................... 2
03026-824 *Potentiometer Box............. 1 03026-857 Screw ................................. 1
03026-825 Cover .................................. 1 03026-858 Screw ................................. 2
03026-826 Gasket ................................ 1 03026-859 Screw ................................. 1
03026-827 Gasket ................................ 1 03026-860 Washer............................... 3
03026-828 Rd Hd Screw....................... 4 03026-861 Adj. Washer........................ 1
03026-829 Rd Hd Screw....................... 4 03026-862 Adj. Washer........................ 1
03026-830 Rd Hd Screw....................... 4 03026-863 Retaining Ring.................... 1
03026-831 Receptacle.......................... 1 03026-864 Steel Ball ............................ 3
03026-832 Plug .................................... 1 03026-865 *Pot Adj Shaft ..................... 1
03026-833 Cable Clamp ....................... 1 03026-866 *Nut .................................... 1
Woodward 11
12 Woodward
Send comments to: icinfo@woodward.com

Phone +1 (970) 482-5811 • Fax +1 (970) 498-3058
Email and Website—www.woodward.com

Complete address / phone / fax / email information for all locations is available on our website.
04/9/F
Product Specification
82044
APM Motor Control

for governor speed-setting motors
INTRODUCTION
The APM (Advanced Permanent Magnet) • Convenient
Motor Control is designed for the conversion of
Woodward 24 Vdc PM Motor. It converts most voltage
almost all types of input voltage to
variable dc voltage (typically 24 Vdc). The • Alternating current
speed of the PM motor is set by this and direct current
variable dc voltage.
models
DESCRIPTION • Direct current
output
With the combination of APM Motor
Control and PM Motor, the PM motor • Provides
keeps a constant speed when the load of adjustable speed
the motor control cover is changed. setting change
Two types of APM Motor Control cover rate
most voltages and many applications with
24 Vdc type PM motor. • Compact design
Outline Drawing
ADJUSTMENT (Do not use for construction)
Use the potentiometer on the APM Motor
Control to set the rate at which the PM INSTALLATION
motor changes the speed setting of the
governor. The APM Motor Control requires a
double-pole, double-throw switch in the
Adjust the potentiometer clockwise for a
output line. The rotational direction of the
faster rate of speed reference change.
PM motor must be set according to the
Adjust the potentiometer counterclockwise
type of governor being controlled.
for a slower rate of speed reference
Reverse the leads from the APM motor
change.
control to reverse the direction of the PM
The recommended output voltage of the motor.
APM Motor Control for the PM motor is
The metal mounting plate provides
10–24 Vdc.
adequate cooling.
STANDARD ELECTRICAL SPECIFICATIONS

Input Voltage 100–220 Vac/Vdc
24 Vdc ±10%
Output Drive Voltage for Motor 0–24 V adjustable
0–4 V below input voltage
PO Box 1519
Fort Collins CO, USA
80522-1519
1000 East Drake Road
Fort Collins CO 80525
Ph: +1 (970) 482-5811
Fax: +1 (970) 498-3058
Distributors & Service

Woodward has an
international network of
distributors and service
facilities. For your nearest
representative, call the
Fort Collins plant or see
the Worldwide Directory
on our website.
Corporate Headquarters
Rockford IL, USA
Ph: +1 (815) 877-7441
www.woodward.com
NOTES
1—Governor speed raise/lower corresponds to switch as follows:
Type UG—Lower = switch position A-A’, Raise = switch position B-B’
Type SG, PSG, 3161—Lower = switch position B-B’, Raise = switch position A-A’
2—Motor wire connections:
Sawamura—Red to B-A’, Black to A-B’
Pittman—Red to A-B’, Black to B-A’
3—Maximum output voltage is 4 volts lower than input voltage.
CAUTION—Do not stall the motor for a long time, it could burn out the motor or a PM
Motor Control.
REPLACEMENT INFORMATION
When ordering a replacement, the part number shown on the nameplate must be
mentioned. The controller should not be replaced until the reason for its failure is clearly
known. Parts are not available separately. We recommend a complete replacement
when you find a controller failure.
This document is distributed

for informational purposes
only. It is not to be construed
For more information contact:
as creating or becoming part
of any Woodward Governor
Company contractual or
warranty obligation unless
expressly stated in a written
sales contract.
© Woodward 1991
All Rights Reserved
04/7/F
Technical Documentation
Exhaust Gas Turbocharger
Operating Insturtions
Turbocharger type……. TCR16-41 / TCR16-42
0287-2 C1-02 EN-US
357-7, Hosan- dong, Dalseo-gu Daegu, Korea 704-946

Phone ++82 53 722 6100 · Fax ++82 53 722 6199
E-mail :E-mail : hj4018@onestx.com
MAN Diesel & Turbo
MAN Diesel & Turbo SE

86224 Augsburg
Phone +49 (0) 821 322-0
2012-06-06 - de
Fax +49 (0) 821 322-49 4180

primeserv-aug@mandieselturbo.com
www.mandieselturbo.com/primeserv
Copyright © 2012 MAN Diesel & Turbo

All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.
2 (2) 0287-2 C1-02 EN-US

MAN Diesel & Turbo
Table of contents
Table of contents
1 Safety
1.0 General Safety Instructions
1.1 Product Liability
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 Lubricating Oil
3.2.3 Intake Air
3.2.4 Cleaning Agents for Compressor and Turbine
4 Description
4.1 Turbocharger
4.2 Lube oil system
4.3 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
2012-06-06 - de
6.1 General remarks

6.2 Tools
6.3 Maintenance Schedule
6.3.1 Maintenance schedule - turbocharger
0287-2 C1-02 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
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 Catridge 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
8.1.2 Ordering spare parts
2012-06-06 - de
8.2 Overview of subassemblies

500 Overview of subassemblies
8.3 Spare parts
501.01 Gas admission casing
2 (3) 0287-2 C1-02 EN-US

MAN Diesel & Turbo
506.01 Gas outlet casing
Table of contents
513.01 Turbine nozzle ring
517.02 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
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
599.01 Cartridge
8.4 Spare parts for maintenance 11.59500-0198
595.01 Spare parts for maintenance - OPTION Turbocharger TCR16
8.5 Spare parts for major overhaul 11.59500-0272
595.02 Spare parts for major overhaul - OPTION Turbocharger TCR16
8.6 Tools 11.59600-0221
596.01 Tools - OPTION Turbocharger TCR16
9 Index
2012-06-06 - de
0287-2 C1-02 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
2012-06-06 - de
Safety
0287-2 1 C1-02 EN-US 1 (1)

MAN Diesel & Turbo 1.0
General 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 Levels
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.
2011-10-12 - 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
2011-10-12 - 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.
2011-10-12 - 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)

Product Liability
Safety
Personnel Requirements
Safe and economic operation of engine system including the turbocharger
requires extensive 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.
The technical documentation supplements this ability through specialized
information, draws attention to dangers and points out the safety regulations
to be observed. The MAN Diesel & Turbo SE asks you to observe the follow-
ing guidelines:
For improper usage of the turbocharger, the danger of

accidents is given!
Improper usage of the turbocharger can lead to damage of the
turbocharger or its individual components. Damaged components
pose a potential risk of injury for the operating and maintenance
personnel.
• Before putting into operation for the first time, carefully read the
technical documentation at hand with the therein included safety
instructions!
• Use the turbocharger only for the purpose intended for by the
manufacturer!
• Do not unnecessarily stay in the vicinity of the turbocharger. Staying
within the vicinity of the turbocharger is permitted for maintenance which
is expressly to be carried out during operation!
• Carry out maintenance on the turbocharger regularly and properly within
the specified intervals!
• Carry out any and all repair work exclusively with original MAN Diesel &
Turbo spare parts!
MAN Diesel & Turbo SE disclaims all liability if the above-mentioned

safety regulations are infringed.
2006-12-06 - de
General
Safety
C1 6673 1.1-02 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
2012-06-06 - de
Addresses
0287-2 2 C1-02 EN-US 1 (1)

Addresses / Contact
357-7, Hosan- dong, Dalseo-gu

Daegu, Korea 704-946
http://www.stxmetal.co.kr
Contact
Phone ++82 53 722 6100

T/S Business Team Fax ++82 53 722 6199
E-mail : : stx-ts-all-090388@onestx.com
Phone ++82 55 280 0682

Sales Team
Fax ++82 55 282 1938
(turbochargers)
E-mail : : C10611129@onestx.com
Marine equipment quality Phone ++82 53 722 6130

control team Fax ++82 53 722 6698
(Custom Service) E-mail : C1065D111@onestx.com
Phone ++82 55 282 1131

Head office
Fax ++82 55 284 8200
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

2010-09-21 - 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
2012-06-06 - de
0287-2 3 C1-02 EN-US 1 (1)

Turbocharger
3.1 Turbocharger
Technical data
2012-06-06 - de
0287-2 3.1-02 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.
Reference value for pressures in bar

All pressures specified in bar in this operating manual are relative
pressures.
Operating parameters
Speed Operating limit nCmax see
type plate
Speed indicator Indication range 0 to 60 000 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- 1.0 m3/h
Technical data
2012-06-06 - de
sure
Jet Assist (optional) Max. permissible inlet pressure in turbocharger 4 bar
Further specifications see also Lube oil system, Chapter [4.2]
TCR16
Table 1: TCR16 operating parameters
C1 0287 3.1.1-02 EN-US 1 (2)

3.1.1 MAN Diesel & Turbo
Turbocharger
Alarm points
An alarm must be triggered by the engine control system when the following
operating data are exceeded:
Lube oil pressure Alarm at < 1.0 bar
(reference height: turbocharger centre-
line) Reduction to engine half load (slow-down) < 0.8 bar
Engine shut-down < 0.6 bar
Speed Alarm at 97% nCmax
Exhaust gas temperature upstream of Alarm at tmax see
turbine type plate
Table 2: Alarm points
When the limit values are reached, the alarm must be triggered and the
engine control must react at the same time (without delay) in order to
avoid damage to the turbocharger.
Lube oil requirements

Selection of lube oil SAE class SAE 30 or SAE 40
Lube oil filtration Grade of filtration less than 0.05 mm
Table 3: Lube oil requirements
Technical data
2012-06-06 - de
TCR16
2 (2) C1 0287 3.1.1-02 EN-US

Weights, dimensions and connections
Turbocharger
Weights
Subassembly Designation Optional Weight
500 Turbocharger, complete, incl. silencer 290 kg
500 Turbocharger, complete, with air intake casing, 90° 269 kg
500 Turbocharger, complete, with air intake casing, axial 259 kg
501 Gas admission casing 45 kg
506 Gas outlet casing 57 kg
506 Gas outlet casing, with waste gate X 60 kg
513 Turbine nozzle ring 3 kg
517 Bearing casing 37 kg
520 Rotor, complete 13 kg
540 Insert, compressor side 12 kg
541 Insert, turbine side 4 kg
542 Diffuser 3 kg
544 Silencer X 46 kg
545 Air intake casing, 90° X 25 kg
545 Air intake casing, axial X 15 kg
546 Compressor casing 44 kg
591.01 Covering on gas admission casing 9 kg
591.04 Covering on gas outlet casing 16 kg
591.05 Covering on bearing casing 1 kg
591.06 Sound insulation on compressor casing X 13 kg
599 Cartridge (517 + 520) 50 kg
Table 1: TCR16 subassemblies and weights (approximate values)
Technical data
2011-04-12 - de
TCR16
C1 0287 3.1.2-02 EN-US 1 (2)

Turbocharger
Dimensions
Figure 1: Main dimensions (in mm)
Connections
Exhaust gas Entry at the gas admission casing (501.01) ∅ 134 mm
Exhaust gas Outlet at the gas outlet casing (506.01) ∅ 256 mm
or at the gas outlet casing (506.02 optional) ∅ 256 mm
with “WASTE GATE” connection ∅ 68 mm
Charge air Entry at the silencer (544.01 optional) ∅ 615 × 242 mm
or at the air intake casing (545.01/545.02 optional) ∅ 256 mm
Charge air Outlet at the compressor casing (546.01) ∅ 145 mm
Lube oil Inlet at the bearing casing (517.01) ∅ 16 mm
Lube oil Drain at the bearing casing (517.01) ∅ 37 mm
Jet Assist (optional) Entry at the compressor casing (546.01)
flange connection for pipe inside diameter min. ∅ 20 mm
Table 2: TCR16 connections
Different versions of the casing can be installed, depending on the engine

Technical data
2011-04-12 - de
type.
For further details, see drawing: turbocharger connection dimensions
TCR16
2 (2) C1 0287 3.1.2-02 EN-US

Operating media/ Quality requirements

3.1 Turbocharger
Technical data
2012-06-06 - de
0287-2 3.2-02 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/m3 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 – * –
British Standard BS MA 100-1987 Class M2 Class M3
Technical data
2007-11-26 - 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
2007-11-26 - 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
2007-11-26 - 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
2007-11-26 - de
General
4 (4) C1 6673 3.2.1-01 EN-US

Lubricating Oil

Lube Oil Specification for Operation with MGO/MDO and Biofuels
General
The specific power achieved by modern diesel 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.
Doped lube oils (HD oils) have proven their worth for lubrication of the run-
ning gear, cylinders and turbocharger, and for cooling the pistons. Doped
lube oils contain additives that perform a number of different functions,
including ensuring their dirt suspending power, cleaning of the engine and
neutralisation of acidic combustion products.
Only lube oils approved by MAN Diesel & Turbo may be used.
Specifications
Base Oil 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 oil of viscosity class SAE 40, these limit values cor-
respond 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
2011-07-28 - de
Figure 1: Dynamic viscosity SAE 30 and SAE 40

General
C1 6673 3.2.2-01 EN-US 1 (5)

The base oil (doped lube oil = base oil + additives) must have a narrow distil-
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.
The base oil must comply with the following limit values, especially with
regard to the aging resistance:
Characteristics/properties Unit Test method Limit value
Structure - - For preference: paraffin-
based
Low-temperature performance, still free-flowing °C ASTM D 2500 -15
Ash content (oxide ash) % by weight ASTM D 482 < 0.02
Carbon residue (Conradson) % by weight ASTM D 189 < 0.50
Aging tendency after 100 h heating to 135 ℃ - MAN aging cabinet -
*
Insoluble n-heptanes % by weight ASTM D 4055 < 0.2
or DIN 51592
Evaporation loss % by weight - <2
Drop test (filter paper) - MAN Diesel testing There must be no discernible
deposits of resins or asphalt-
like aging products.
Table 1: Base oils - reference values
* In-house method
Doped Lube Oils (HD Oils) The base oil to which additives have been added (doped lube oil) must have
the following properties:
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.
The ash must be soft. If this prerequisite is not met, greater deposits can be
expected in the combustion chamber, particularly on the exhaust valves and
inlet casing of the turbocharger. Hard additive ash encourages pitting on the
valve seats and burn-through of the valves, and increases mechanical wear
of the cylinder liners.
Neither when active nor when consumed may additives lead to clogging of
the filter elements.
Detergency The detergency must be so great that neither tar nor coke residues pro-
duced by combustion of the fuel can be deposited.
Dispersability The dispersability must be selected such that commercially available lube oil
cleaning systems can remove the harmful contaminants from the oil used,
i.e. the oil must have good filter characteristics and separability.
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
Technical data
2011-07-28 - de
process in the combustion chamber.

Volatility Control The volatility control should be as great as possible, as the oil consumption
will otherwise be adversely affected.
General
Other Conditions The lube oil must not contain viscosity index improvers. Fresh oil must not
contain water or other impurities.
2 (5) C1 6673 3.2.2-01 EN-US


Lube Oil Specification for Heavy Fuel Oil (HFO)
General
The specific power achieved by modern diesel 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.
Lube oils of medium alkalinity have proven their worth for lubrication of mov-
ing parts, lubrication of the cylinders and turbochargers, and for cooling the
pistons. Lube oils of medium alkalinity contain additives that perform a num-
ber of different functions, including ensuring higher neutralisation reserves
than with doped engine oils (HD oils).
There are no international specifications for lube oils of medium alkalinity. It is
thus necessary to conduct test operation over a sufficiently long period in
accordance with the manufacturer’s instructions.
Only lube oils authorised by MAN Diesel & Turbo may be used.
Specifications
Base Oil 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 oil of viscosity class SAE 40, these limit values cor-
respond 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
2011-07-28 - de
General
Figure 2: Dynamic viscosity SAE 30 and SAE 40
C1 6673 3.2.2-01 EN-US 3 (5)

The base oil (doped lube oil = base oil + additives) must have a narrow distil-
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.
The base oil must comply with the limit values in the following table, espe-
cially with regard to the aging resistance:
Characteristics/properties Unit Test method Limit value
Structure - - For preference: paraffin-
based
Low-temperature performance, still free-flowing °C ASTM D 2500 -15
Ash content (oxide ash) % by weight ASTM D 482 < 0.02
Carbon residue (Conradson) % by weight ASTM D 189 < 0.50
Aging tendency after 100 h heating to 135 ℃ - MAN aging cabinet -
*
Insoluble n-heptanes % by weight ASTM D 4055 < 0.2
or DIN 51592
Evaporation loss % by weight - <2
Drop test (filter paper) - MAN Diesel testing There must be no discernible
deposits of resins or asphalt-
like aging products.
Table 2: Base oils - reference values
* In-house method
Lube oil of medium alkalinity The prepared oil (base oil with additives) must have the following properties:
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, particularly on the exhaust valves and
inlet casing of the turbocharger. Hard additive ash encourages pitting on the
valve seats and burn-through of the valves, and increases mechanical wear
of the cylinder liners.
Neither when active nor when consumed may additives lead to clogging of
the filter elements.
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.
Dispersability The dispersability must be selected such that commercially available lube oil
cleaning systems can remove the harmful contaminants from the oil used,
i.e. the oil must have good filter characteristics and separability.
Reserve alkalinity The reserve alkalinity (ASTM D2896) must be high enough to neutralise acidic
Technical data
2011-07-28 - de
combustion products. The reaction time of the additives must match the
process in the combustion chamber.
Tips for selection of the base number can be found in the table “Base num-
ber to be used under various operating conditions”.
General
Volatility Control The volatility control should be as great as possible, as the oil consumption
will otherwise be adversely affected.
4 (5) C1 6673 3.2.2-01 EN-US

Other Conditions The lube oil must not contain viscosity index improvers. Fresh oil must not
contain water or other impurities.

Technical data
2011-07-28 - de
General
C1 6673 3.2.2-01 EN-US 5 (5)

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
2012-06-06 - de
General
C1 6673 3.2.3-01 EN-US 1 (1)

Cleaning Agents for Compressor and Turbine

Wet Cleaning of the Compressor and Turbine
Use freshwater only.

Salt water causes corrosion on the turbocharger components.
Wet Cleaning For wet cleaning of the compressor and turbine during operation, use only
freshwater without chemical additives.
Dry Cleaning of the Turbine

Dry Cleaning For dry cleaning of the turbine during operation, commercial granules are
used that must meet the following specifications:
Granulate of:
▪ Nutshells,
▪ Activated charcoal (soft).
Particle size:
▪ 1.0 mm (max. 1.5 mm).
Store and mark granulates in such a manner that they can not be
mistaken for other materials (salt, sand, etc.).
Technical data
2008-04-11 - 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
2012-06-06 - de
Description
0287-2 4 C1-02 EN-US 1 (1)

Turbocharger
Description
Subassemblies
501 Gas admission casing 520 Rotor, complete 544 Silencer

506 Gas outlet casing 540 Insert, compressor side 545 Air intake casing
2008-12-11 - de
513 Turbine nozzle ring 541 Insert, turbine side 546 Compressor casing
517 Bearing casing 542 Diffuser
Description
Figure 1: TCR turbocharger

TCR
C1 0288 4.1-01 EN-US 1 (3)

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
Description
exhaust gases of the engine drive the turbine. The compressor draws in fresh
air and compresses it. The compressed fresh air is then forced into the cylin-
ders of the engine.
The turbocharger consists of the following main subassemblies:
▪ Gas admission casing (501):
The turbine nozzle ring (513) and the insert (541) are installed in the gas
admission casing. These components enable optimum adaptation of the
turbocharger to the engine.
▪ Gas outlet casing (506):
Integrated into the gas outlet housing is the gas outlet diffuser, which
optimises the flow of the exhaust gas.
Optionally, a gas outlet casing with a “WASTE GATE” connection can be
supplied.
▪ Bearing casing (517):
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):
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) or air intake casing (545):
Choice is optional; generally, silencers are used for marine systems and
air intake casings for stationary systems (power plants).
▪ Compressor casing (546):
The compressor casing houses the insert (540) and the diffuser (542).
These components enable optimum adaptation of the turbocharger to
the engine. The insert additionally fulfils a burst protection 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) and
the turbine nozzle ring (513), and run radially onto the turbine wheel of the
rotor (520). 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 is driven at the same
time. The exhaust gas exits the turbocharger through the integrated gas out-
let diffuser and the gas outlet casing (506).
2008-12-11 - de
The compressor wheel draws in fresh air through the silencer (544) or the air
Description
intake casing (545) and the insert (540). The fresh air is compressed in the
compressor wheel, diffuser (542) and compressor casing (546). The com-
pressed fresh air is forced into the cylinders of the engine via the charge air
cooler and charge air pipe.
TCR
2 (3) C1 0288 4.1-01 EN-US

The rotor (520) of the turbocharger is guided in radial direction by two bear-
ing bushes situated in the bearing casing (517) between the turbine wheel
Description
and the compressor wheel. The thrust bearing arranged centrally in the bear-
ing 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.
2008-12-11 - 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 supply (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
2008-12-11 - 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 discharge 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 quality Commercial engine lubricating oils SAE 30 or SAE 40.
High-alkaline cylinder oils are not suitable. See Chapter Lube oil
2008-12-11 - de
Lube oil filtration The turbocharger does not require its own lube oil filter.
Description
Filtration and conditioning of the lube oil is sufficient when the following val-
ues are observed:
▪ Lube oil filter < 0.050 mm,
▪ Water content < 0.2% by weight,
TCR
Lube oil temperature Inlet temperature into the turbocharger: max. 75 °C at full engine load.
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 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.
2008-12-11 - 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.
2008-12-11 - 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. Use only commercially available granulates from
nut shells or activated charcoal (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.
2008-07-17 - de
Assembly instructions ▪ The tank (1) must be installed in a suitable location, not lower than 1.0 m
Description
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.
TCR
C1 0288 4.5-02 EN-US 1 (2)

▪ 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
Description
admission casing.
▪ Maximum operating temperature of the three-way cock (B): ≤ 150 °C.
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.
2008-07-17 - 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
2012-06-06 - de
Operation
0287-2 5 C1-02 EN-US 1 (1)

Safety during Operation
Operation
Containment Safety
The turbocharger is one of the highest loaded components in modern diesel
engines. The high rotor speeds of a turbocharger result in high centrifugal
force stresses at simultaneous high component temperatures. A conse-
quence of additional extraordinary influences might be - in extremely rare
cases - a failure of the components.
Precautions MAN Diesel & Turbo turbochargers correspond to the required containment
safety according to the rules stipulated by the classification societies so that
the state of the art prevents fragments from escaping.
In extreme cases, particularly if the turbocharger has not been sufficiently or
properly maintained, there may be the risk of damages to persons or prop-
erty in vicinity of the turbocharger.
To eliminate residual risks we kindly ask you to observe following rules:
Risk of injury!
Under no circumstances are persons permitted to be near the
turbocharger without reason during operation.
▪ Turbine and compressor are to be cleaned at regular intervals as speci-

fied in the maintenance schedule.
▪ The maintenance of the turbocharger may only be carried out by trained
personnel as well as in the maintenance intervals as stipulated in the
operating manual.
▪ Inadmissible operating conditions, such as frequent load releases, com-
pressor surging, excessive turbocharger speeds, must be avoided.
▪ Corrosive and erosive media in the intake air are to be avoided.
The technical documentation of the system, particularly the operating and
maintenance manuals for the engine, turbocharger and the accessories
required for engine operation, must be stored at a location where they are
accessible for the operating and maintenance personnel at all times.
Regulations for Prevention of Accidents

When operating the system and for all maintenance and repair work, the rel-
evant Regulations for Prevention of Accidents are to be observed. It is advis-
2008-11-27 - de
able to hang these regulations in the engine room and to repeatedly point out
the dangers of accidents.
Operation
Safety Instructions Concerning Specific Danger Sources

General
Hearing Protection
C1 6673 5.0-01 EN-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 The engine room must be equipped with fire-extinguishing equipment. The
Equipment 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
2008-11-27 - 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:
2008-11-27 - 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.
2008-11-27 - 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
specifies remedial action.
Operation
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.

TCR16
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-

essary minimum.
Operation
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
TCR16
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 and/ [500.45]
damaged 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/
system
TCR
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
2012-06-06 - de
Maintenance
0287-2 6 C1-02 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!
2011-08-03 - 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
Disassembly and Assembly of 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
Danger of injury from suspended loads!

Unsuitable or poorly maintained transport equipment as well as
unsuitable set-down locations can lead to serious injury of people and
to major damage.
• Use only transport equipment which is in perfect condition!
• Check if the transport equipment being used has the required carrying
capacity!
• Choose only set-down locations that have sufficient loading capacity for
the heavy component (this is not always the case for galleries, half-
landings or grid-iron coverings)!
Use of Cleaning Agents

When using cleaning agents, the manufacturer’s notes for usage, possible
dangers and disposal are to be observed.
2011-08-03 - 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 proper usage.
Air filters, shaft ends (also including such with lipped sealing rings), gover-
nors, splash-proof monitoring systems, cable sockets as well as sound and
heat insulations under non-watertight coverings, must be covered or exempt
from the high-pressure cleaning.
Spare Parts
During operation, the components of the turbocharger are subjected to very
high forces. MAN Diesel has therefore developed special materials that can
withstand these high forces. Only by using MAN Diesel original spare parts
can you be sure that these high-quality materials have been employed.
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!
MAN Diesel shall in no way be liable for any personal injury or material dam-
age caused by use of spare parts from other manufacturers. Furthermore,
any and all warranty claims relating to the turbocharger expire when using
non-original spare parts.
2011-08-03 - de
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
Reliability and Adaptability
Validity of the Maintenance The maintenance schedule contains a summary of the maintenance and
Schedule inspection work, down to the major overhaul of the turbocharger.
A major overhaul of the turbocharger must be carried out latest after
▪ 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).
2008-10-08 - 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 0.10 Turbo X
903 Check turbocharger and system pipes for leaks (charge air, A 1 0.20 Turbo X
exhaust gas, lube oil)
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 0.30 Turbo 1
913 Clean turbine - wet cleaning (if provided) 500.21 1 0.60 Turbo 1
915 Clean compressor (during operation) 500.23 1 0.30 Turbo 1
Maintenance (engine has been stopped)
917 Clean air filter (if provided) 500.24 1 0.40 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
Maintenance Schedule, Legend

24 ... 12000 Repetition intervals in operating hours
X Maintenance work due
1 As required/depending on condition
2 Check new or overhauled parts once after the time specified
A No work card required/available
2009-10-28 - de
Maintenance
TCR16
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 screws being sheared off or parts being so badly
damaged that they must be replaced. Sheared-off screws must be
drilled out and the threads retapped.
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 screw head until the screw turns freely in the thread.
Tightening screw All screw connections on the turbocharger must be in satisfactory condition
connections for assembly or be renewed.
2010-10-13 - 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 screws/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, screws/bolts, nuts and tab
turbine side washers 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
mistaken 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 screws/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 lubricant, the threads must be cleaned thoroughly.
Screw-in threads of studs are not treated.
2010-10-13 - 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?

Are all bolts made of the specified material?
Maintenance
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

MAN Diesel & Turbo
1 Safety
2 Addresses
3 Technical data
4 Description
5 Operation
6 Maintenance
7 Work cards
9 Index
2012-06-06 - de
Work cards
0287-2 7 C1-02 EN-US 1 (1)

Preface
7.1 Preface
7.2 Setting data
7.4 Cleaning
2012-06-06 - de
Work cards
0287-2 7.1-02 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
2008-07-17 - 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
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 centres.
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!
2008-07-17 - 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
2012-06-06 - de
Work cards
0287-2 7.2-02 EN-US 1 (1)

Screw Connections and Tightening Torques
Setting data
Brief description
Tightening values for all important bolted connections/tightening torques for
various friction coefficients μ.
Tightening Torques for Bolted 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 TCR16”
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
2012-05-29 - de
Work cards
TCR16
C2 0287 7.2.1-03 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
2012-05-29 - de
M 39×3 2190 3295

Work cards
M 42 2623 3856
M 42×3 2757 4166
TCR16
M 45 3262 4821
M 45×3 3414 5178
2 (4) C2 0287 7.2.1-03 EN-US

Thread, nominal size Tightening torque in Nm
Setting data
for coefficient of friction µ
0.08 0.14
M 48 3952 5823
M 48×3 4184 6367
Table 2: Tightening torques for bolts, strength class 8.8
Tightening torques for TCR16 turbocharger
Figure 1: Items for special tightening torques on TCR16
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.
2012-05-29 - de
Work Part Designation Nm WAF °C

Work cards
card Order No.

[500.32] 546.004 Hexagon bolt 12 6 ≤ 200
TCR16
[500.33] 546.004 Hexagon bolt 12 6 ≤ 200

[500.41] 546.020 Hexagon bolt 17 13 ≤ 200
C2 0287 7.2.1-03 EN-US 3 (4)

Work Part Designation Nm WAF °C

Setting data
card Order No.

[500.43] 546.005 Hexagon bolt 58 17 ≤ 200
[500.44] 501.008 Hexagon nut 34 17 ≥ 200
[500.45] 517.029 Cylindrical screw 29 6 ≤ 200
[500.45] 517.051 Hexagon bolt 7 10 ≤ 200
[500.45] 520.005 Compressor wheel 120 24 ≤ 200
[500.47] 501.008 Hexagon nut 34 17 ≥ 200
Table 3: Special tightening torques for TCR16
2012-05-29 - de
Work cards
TCR16
4 (4) C2 0287 7.2.1-03 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 0.30 0.60 0.25 0.70
b) Insert (540.001)
2 c) Turbine rotor (520.001) Axial gap 0.30 0.60 0.25 0.70
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
5 e) Compressor wheel (520.005) Radial gap 0.40 0.50 0.30 0.60
Insert (540.001)
6 e) Turbine rotor (520.001) Radial gap 0.70 0.80 0.60 0.90
Insert (541.001)
4 Compressor wheel (520.005) Permissible axial runout 0.06
a) 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 (B).
b) Adjustable by means of balance ring (540.030), t = 1.25 mm or t = 1.50 mm.
2009-11-25 - de
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-
Work cards
tion (A).
d) Measure with a dial gauge while vigorously moving the rotor in directions (A) and (B).
TCR16
e) Using a feeler gauge, measure at 4 points on the circumference and calculate the mean value.
C2 0287 7.2.2-01 EN-US 1 (2)

*) The axial play in installed condition may be the same or no more than 0.05 mm less than the individual compo-
Setting data
nent measurement.
2009-11-25 - de
Work cards
TCR16
2 (2) C2 0287 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
speed pulses. The alternating pulses are conducted via a 2-wire cable to the
Setting data
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

of slots on the retaining ring (number of pulses per revolution), the maximum
Setting data
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
2012-06-06 - de
Work cards
0287-2 7.3-02 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.
Personnel and time required

Number Qualification Duration in h
1 Technician 1,0
1 Assistant 1,0
Tools/appliances required
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

Work Card Work Card Work Card
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
2012-06-06 - de
Work cards
0287-2 7.4-02 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.
Required Personnel and Time

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.
This allows step 2 of the work sequence to be omitted.
Work cards
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.
2008-07-17 - 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 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
2008-07-17 - de
TCR12, TCR14, TCR16 0.3 litres

Work cards
TCR18, TCR20 0.4 litres

TCR22 0.5 litres
Table 1: Filling volume
TCR
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.
Required Personnel and Time

1 Technician 0,3
Introductory 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
Required Tools/Appliances
– 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
towards the compressor and the charge air cooler.
TCR16
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
TCR16
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
TCR16
C2 0288 500.24-02 EN-US 3 (3)

Assembly and maintenance

7.1 Preface
7.2 Setting data
7.4 Cleaning
2012-06-06 - de
Work cards
0287-2 7.5-02 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 6 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, complete, incl. silencer 290 kg
Preliminary remarks
Removal/refitting of the complete turbocharger only in case of major overhaul
or replacement. Figure Removing turbocharger from engine bracket and refit-
ting it shows the turbocharger with a silencer. The same work steps are
required for turbochargers with an air intake casing.
2011-04-12 - de
Work cards
For maintenance work on the turbocharger, subassemblies/

components are removed in succession. Please refer to the following
TCR16
work cards 500.32 to 500.47.
C2 0287 500.31-01 EN-US 1 (4)

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.
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
2011-04-12 - de
down sufficiently (1-2 h)!

Work cards
TCR16
2 (4) C2 0287 500.31-01 EN-US

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.
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
2011-04-12 - de
manual).
Work cards
• Apply high-temperature lubricant (e.g. Molykote HSC) to the threads of

heat-resistant screws and nuts on the turbine side.
TCR16
C2 0287 500.31-01 EN-US 3 (4)

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.
2011-04-12 - de
Work cards
TCR16
4 (4) C2 0287 500.31-01 EN-US

Silencer - Option

Brief description
Removal and installation of the silencer is carried out in completed condition.
Disassembly of the silencer is required for all work that must 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 46 kg
2009-02-06 - de
Work cards
TCR16
C2 0287 500.32-01 EN-US 1 (2)

Preliminary remarks
544.000 Silencer 546.004 V-profile clamp

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!
• Apply oil to the threads and contact surfaces.

2009-02-06 - de
• Tightening torque for the V-profile clamp (546.004) on both sides of the
Work cards
circumference: 12 Nm
TCR16
2 (2) C2 0287 500.32-01 EN-US

Air intake casing - Option

Brief description
Removal and refitting of the air intake casing is carried out in complete condi-
tion. Dismantling of the air intake casing is necessary for all jobs that must be
performed from the compressor side.
- Wood (for placing underneath) - Inventory

1 Technician 0,4
1 Assistant 0,4
Related work cards

500.31
Technical Data
Air intake casing 90° 25 kg
Air intake casing axial 15 kg
2009-11-25 - de
Work cards
TCR16
C2 0287 500.33-01 EN-US 1 (3)

Preliminary remarks
545.001 Air intake casing 546.004 V-profile clamp

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).
2009-11-25 - de
Work cards
TCR16
2 (3) C2 0287 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
2009-11-25 - de
Work cards
TCR16
C2 0287 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
1 Torque wrench 13 - 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 12 kg
2012-05-29 - de
Work cards
TCR16
C2 0287 500.41-03 EN-US 1 (3)

Preliminary remarks
540.001 Insert 540.030 Spacer ring

540.010 Holding ring 546.001 Compressor casing
540.015 O-ring seal 546.020 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. Unscrew the 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), remove in axial direction
and place it on a wooden support.
Take care not to damage blades of the compressor wheel.
Work sequence - Installing the insert

2012-05-29 - de
Work cards
The O-ring seal must be tensioned around its full circumference and
TCR16
must not be twisted during installation.
2 (3) C2 0287 500.41-03 EN-US

Steps 1. Apply clean lubricating oil to the O-ring seal (540.015) and insert it into
the ring grooves of the insert (540.001).

2. 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).
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): 17 Nm
Inspection of gaps (items 2 and 6), see Chapter [7.2.2]

2012-05-29 - de
Work cards
TCR16
C2 0287 500.41-03 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 13 kg
2011-04-12 - de
Work cards
TCR16
C2 0287 500.42-01 EN-US 1 (2)

Preliminary remarks
546.001 Compressor casing 591.000 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.
2011-04-12 - de
Work cards
TCR16
2 (2) C2 0287 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.
Personnel and Time Required

1 Technician 1,0
Tools/Appliances Required
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 (single outlet/double outlet) 44 kg
Diffuser 3 kg
2012-05-29 - de
Work cards
TCR16
C2 0287 500.43-03 EN-US 1 (3)

Preliminary remarks
517.001 Bearing casing 546.008 Countersunk bolt

542.001 Diffuser 546.018 O-ring seal
546.001 Compressor casing 596.020 Suspension device
546.005 Hexagon bolt 596.025 Shackle
546.006 Clamping claw
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 clamping claw on the top of the compressor casing and
fasten the suspension device (596.020) with two hexagon
bolts (546.005).
2012-05-29 - de
2. Attach lifting tackle to the gas admission casing using shackle (596.025)
Work cards
and rope.
3. Unscrew the remaining hexagon bolts (546.005) and take off the
TCR16
clamping claw (546.006).
2 (3) C2 0287 500.43-03 EN-US

4. Remove the compressor casing in axial direction, place it on a wooden

support and take measures to prevent it from rolling off.

5. If the diffuser (542.001) is to be removed:
Unscrew the cylindrical screw (546.008) and remove the diffuser
in axial direction.
Work sequence - Refitting the compressor casing

Steps 1. Install the diffuser (542.001).
2. Apply clean lubricating oil to the O-ring seal (546.018) and insert it into
the ring groove of the diffuser (542.001).
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 (546.001) against
the bearing casing (517.001) in axial direction.
4. Fasten the compressor casing (546.001) to the bearing cas-
ing (517.001) with clamping claws (546.006) and hexagon
bolts (546.005).

• 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) originally installed
by MAN Diesel &Turbo may be used.
• Tightening torque for hexagon bolts (546.005): 58 Nm
2012-05-29 - de
Work cards
TCR16
C2 0287 500.43-03 EN-US 3 (3)

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 19 - Inventory
HSC)
Related work cards

500.31 500.32 500.33
500.41 500.42 500.43
Technical data
Cartridge 50 kg
2010-05-19 - de
Work cards
TCR16
C2 0287 500.44-01 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
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.
2010-05-19 - de
Work cards
Take care not to damage blades of the compressor and turbine

wheels.
Pay attention to the turbine nozzle ring (513.001) when removing the
TCR16
cartridge.
2 (3) C2 0287 500.44-01 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.
2010-05-19 - de
Work cards
TCR16
C2 0287 500.44-01 EN-US 3 (3)

Catridge 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
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
Technical data
2012-06-06 - de
Work cards
Bearing casing 37 kg
Turbine rotor 9 kg
TCR16
Compressor wheel 4 kg
C2 0287 500.45-04 EN-US 1 (8)

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
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

2012-06-06 - de
Starting condition Coverings, silencer or air intake casing, compressor-side insert and com-
pressor casing are removed.
Work cards
Steps 1. Before removing the cartridge, fasten the arresting device for the tur-
TCR16
bine rotor (596.002, 596.003 and 596.004) to the gas outlet cas-
ing (506.001) with hexagon bolts (506.034).
2 (8) C2 0287 500.45-04 EN-US


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 Holding 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
2012-06-06 - de
wheel (520.005) with the hexagon pin (596.001) (right-hand thread).

Work cards
5. Unscrew the hexagon bolts (517.029) and evenly force off the
cover (517.087) with 2 hexagon bolts (M8, thread length ≥ 40 mm).
TCR16
6. Remove the cover together with the piston ring (520.133) in axial direc-
tion.
C2 0287 500.45-04 EN-US 3 (8)

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 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. Remove the turbine rotor (520.001), fitted piston ring (520.132) and
cover (517.009) in axial direction.
2012-06-06 - de
Mark the axial installation position of the piston ring (520.132).

Work cards
TCR16
5. Remove the bearing body (517.006) in axial direction.
4 (8) C2 0287 500.45-04 EN-US

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. The lengths (b1/b2) of the wedge surfaces (V) on the compressor and
turbine sides are measured to assess the wear.
Lengths (b1/b2) extend up to the edges (K) on the bearing contact
faces (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 the lengths (b1/b2).
2. Replace the thrust bearing (517.002) when
– on the compressor side (VS) one of the lengths (b2) ≤ 2,8 mm
– on the turbine side (TS) one of the lengths (b1) ≤ 10,0 mm.
Work sequence - Checking the bearing bush on the turbine and compressor sides
2012-06-06 - 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
absolutely circular. Wear becomes evident as a mirror-bright recess of
band width (W) caused by embedding of the turbine rotor.
TCR16
2. Replace the bearing bush (517.003) when

– band width (W) ≥ 14.0 mm.
C2 0287 500.45-04 EN-US 5 (8)

Work sequence - Checking the retaining ring, turbine rotor, piston ring
Steps 1. Replace the retaining ring (520.031) when
– D1 ≤ ∅ 28.94 mm.
2. Replace the turbine rotor (520.001) when
– D2 ≤ ∅ 28.94 mm.
3. Replace the piston ring (520.132) when
– the axial width of 2.5 mm has worn down to less than 2.0 mm.
4. Replace the piston ring (520.133) when
– the axial width of 3.0 mm has worn down to less than 2.5 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 (520.027) in axial direction.
2012-06-06 - de
The balancing marks (0) of the turbine shaft, thrust ring and counter-
Work cards
thrust ring must coincide radially.

5. Install the bearing body (517.005) together with the fitted bearing
bush (517.003) and fasten with hexagon bolts (517.051).
TCR16
6. Remove the guide rods and screw in the remaining hexagon bolts.
6 (8) C2 0287 500.45-04 EN-US

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.
Observe tightening torques during assembly!

Apply special preservative (Molykote P40) to the threads and contact
surfaces.
Tightening torque for hexagon bolts (517.051): 7 Nm
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 hexagon bolts (517.029) and tighten with
specified torque 29 Nm.
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 (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): 120 Nm
Tightening torque for hexagon bolts (517.029): 29 Nm
2012-06-06 - de
Work cards
15. Screw the speed transmitter (562.040) into the bore on the side of the
TCR16
bearing casing (517.001). Connect the cable ends in the terminal box.
16. Remove the arresting device.
C2 0287 500.45-04 EN-US 7 (8)

Work cards Assembly and maintenance
8 (8)
TCR16 500.45
C2 0287 500.45-04 EN-US

MAN Diesel & Turbo
2012-06-06 - de
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 3 kg
Preliminary remarks
2009-02-06 - de
Work cards
501.001 Gas admission casing 513.001 Turbine nozzle ring

TCR16
501.009 Parallel pin
Figure 1: Removing and refitting the turbine nozzle ring
C2 0287 500.46-01 EN-US 1 (2)

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 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)
Lm = ____________________ n = number of guide vanes (A)
n
Replace the turbine nozzle ring when Lm ≥ 10 mm.
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-
2009-02-06 - de
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).
Work cards
TCR16
2 (2) C2 0287 500.46-01 EN-US

Gas admission casing and turbine-side insert

Brief description
Remove and refit the insert. Maintenance 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 45 kg
Covering on gas admission casing 9 kg
Insert, turbine side 4 kg
2011-04-12 - de
Work cards
TCR16
C2 0287 500.47-01 EN-US 1 (3)

Preliminary remarks
501.001 Gas admission casing 541.001 Insert, turbine side

501.007 Lock washer pair 541.021 Countersunk bolt
501.008 Hexagon nut 596.020 Suspension device
501.011 Clamping claw 596.025 Shackle
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. Screw on the suspension device (596.020) with two hexagon
nuts (501.008).
3. Attach lifting tackle to the gas admission casing (501.001) using
shackle (596.025) and rope. Carefully tension the rope.
4. Unscrew the hexagon nuts (501.008), take off the lock washer
pairs (501.007) and the clamping claws (501.011).
5. 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 countersunk bolts (541.021).
2011-04-12 - 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
TCR16
Steps 1. Insert the insert (541.001) into the gas admission casing (501.001) in
axial direction and fasten it with countersunk bolts (541.021).
2 (3) C2 0287 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).

Consequences
• 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.
2011-04-12 - de
Work cards
TCR16
C2 0287 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
2012-06-06 - de
0287-2 8 C1-02 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

2012-06-06 - de
0287-2 8.1-02 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.
We thus recommend ordering spare parts for the turbocharger in time, keep-
ing spare parts for maintenance and major overhaul in stock and having the
required tools available.
Yours sincerely,
MAN Diesel & Turbo SE
Contents of the spare parts catalogue

The spare parts catalogue covers
▪ all essential components of the turbocharger.
The spare parts catalogue does not contain
▪ subordinate or plant-specific insulations/coverings.
▪ subordinate cabling, or cabling leading away from the turbocharger/
cabling and pipes installed out by other manufacturers.
Validity
Scope of supply The spare parts catalogue is valid for the specified turbocharger type. To
identify parts, the individual pages of the spare parts catalogue must be
selected in accordance with the scope of supply of the turbocharger.
Modified components Since our turbochargers undergo upgrading development, it may happen
that when spare parts are ordered later on the parts supplied differ from the
ones supplied originally, which, however, serve the same purpose as the 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
2008-12-11 - de
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
TCR16
box for identification of the parts.
C3 0288 8.1.1-01 EN-US 1 (2)

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
Preface
that have been used.

Tools The list of tools includes special tools for maintenance and major overhaul of
a turbocharger. This list is also included in the tool box for identification of the
tools.
Order numbers for tools consist of the subassembly number for tools and a
3-digit item number.
2008-12-11 - de
TCR16
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
2010-09-21 - de
Fax +49 821 322 3998
e-mail PrimeServ-TC-Commercial@mandieselturbo.com
TCR16
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.
2010-09-21 - de
TCR16
2 (2) C3 0288 8.1.2-01 EN-US

Overview of subassemblies
8.1 Preface
8.3 Spare parts
8.6 Tools

2012-06-06 - de
0287-2 8.2-02 EN-US 1 (1)

MAN Diesel & Turbo 500
Subassemblies

2011-04-12 - de
TCR16
C3 0287 500-01 EN-US 1 (2)

500 MAN Diesel & Turbo
Subassembly Designation Optional Weight

500 Turbocharger, complete, incl. silencer 290 kg

500 Turbocharger, complete, with air intake casing, 90° 269 kg
500 Turbocharger, complete, with air intake casing, axial 259 kg
501 Gas admission casing 45 kg
506 Gas outlet casing 57 kg
506 Gas outlet casing, with waste gate X 60 kg
513 Turbine nozzle ring 3 kg
517 Bearing casing 37 kg
520 Rotor, complete 13 kg
540 Insert, compressor side 12 kg
541 Insert, turbine side 4 kg
542 Diffuser 3 kg
544 Silencer X 46 kg
545 Air intake casing, 90° X 25 kg
545 Air intake casing, axial X 15 kg
546 Compressor casing 44 kg
591.01 Covering on gas admission casing 9 kg
591.04 Covering on gas outlet casing 16 kg
591.05 Covering on bearing casing 1 kg
591.06 Sound insulation on compressor casing X 13 kg
599 Cartridge (517 + 520) 50 kg
Table 1: TCR16 subassemblies and weights (approximate values)
2011-04-12 - de
TCR16
2 (2) C3 0287 500-01 EN-US

Spare parts
8.1 Preface
8.3 Spare parts
8.6 Tools

2012-06-06 - de
0287-2 8.3-02 EN-US 1 (1)

Gas admission casing
Spare parts
Spare parts 501.01
Order No. Designation Quantity

501.000 Gas admission casing, complete 1
2009-11-25 - de
501.001 Gas admission casing 1

501.005 Clamping claw 8
501.006 Stud 24
TCR16
501.007 Lock washer pair 24

501.008 Hexagon nut 24
C3 0287 501.01-02 EN-US 1 (2)


Spare parts
501.009 Parallel pin 1

501.026 Screw plug 2
501.027 Sealing ring 2
2009-11-25 - de
TCR16
2 (2) C3 0287 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
506.034 Hexagon bolt 8
2009-02-06 - de
506.038 Seal 1
506.047 Supporting sheet 1
506.048 Washer 5
TCR16

C3 0287 506.01-01 EN-US 1 (2)


Spare parts

2009-02-06 - de
TCR16
2 (2) C3 0287 506.01-01 EN-US

Turbine nozzle ring
Spare parts
Spare parts 513.01

513.001 Turbine nozzle ring 1

2009-02-06 - de
TCR16
C3 0287 513.01-01 EN-US 1 (1)

Bearing casing
Spare parts
Spare parts 517.02

517.000 Bearing casing, complete 1
517.001 Bearing casing 1
517.002 Thrust bearing 1
517.003 Bearing bush 2
517.005 Bearing body, compressor side 1
517.006 Bearing body, turbine side 1

517.009 Cover, turbine side 1
517.029 Cylindrical screw 8
2012-05-11 - de
517.031 O-ring seal 1

517.038 Retaining ring 2
TCR16
517.087 Cover, compressor side 1
C3 0287 517.02-01 EN-US 1 (1)

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

2009-11-25 - de
TCR16
C3 0287 520.01-02 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

2012-05-11 - de
TCR16
C3 0287 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 Countersunk bolt 3
2011-04-12 - de
TCR16
C3 0287 541.01-01 EN-US 1 (1)

Diffuser
Spare parts
Spare parts 542.01

542.001 Diffuser 1
2009-02-06 - de
TCR16
C3 0287 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

544.201 Air filter mat 1
TCR16
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
TCR16
2 (2) C3 0288 544.02-01 EN-US

Air intake casing, 90° - OPTION
Spare parts
Spare parts 545.01
Order No. Designation

545.000 Air intake casing 90°, complete 1
545.001 Air intake bend 1

2010-05-19 - de

545.188 Sealing compound 1
TCR16
545.189 Activator 1
C3 0287 545.01-01 EN-US 1 (1)

Air intake casing, axial - OPTION
Spare parts
Spare parts 545.02
Designation Quantity
545.000 Air intake casing axial, complete 1
545.001 Air intake pipe 1

2010-05-19 - de

545.188 Sealing compound 1
545.189 Activator 1
TCR16
C3 0287 545.02-01 EN-US 1 (1)

Compressor casing
Spare parts
Spare parts 546.02

546.000 Compressor casing, complete 1
546.001 Compressor casing 1
546.004 V-profile clamp 1

546.008 Countersunk bolt 1
546.025 Type Plate 1
2012-05-11 - de
546.026 Notched nail 4

TCR16

C3 0287 546.02-01 EN-US 1 (2)


Spare parts
546.050 Flange 1
2012-05-11 - de
TCR16
2 (2) C3 0287 546.02-01 EN-US

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

2011-04-12 - de
591.1000 Covering on gas admission casing, complete 1

TCR16
C3 0287 591.01-02 EN-US 1 (1)

Covering on Gas Outlet Casing
Spare parts
Spare Parts 591.04

2011-04-12 - de
591.4000 Covering on gas outlet casing, complete 1

TCR16
C3 0287 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
2011-04-12 - de
TCR16
C3 0287 591.05-01 EN-US 1 (1)

Sound Insulation on Compressor Casing
Spare parts
Spare Parts 591.06

2011-04-12 - de
591.6000 Sound insulation on compressor casing, complete 1

TCR16
C3 0287 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

2009-02-06 - de
TCR16
C3 0287 599.01-01 EN-US 1 (1)

Spare parts for maintenance

11.59500-0198
8.1 Preface
8.3 Spare parts
8.6 Tools

2012-06-06 - de
0287-2 8.4-02 EN-US 1 (1)

Spare parts for maintenance - OPTION

11.59500-0198
Turbocharger TCR16
11.59500-0198
Order No. Designation Sketch Data Quantity
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 6
0.012 kg
506.038 Seal D = 245 mm 2
0.040 kg
517.018 O-ring seal D = 366 mm 1

2008-12-04 - de
0.030 kg
TCR16
0287 595.01-01 EN-US 1 (2)


11.59500-0198
540.015 O-ring seal D = 220 mm 2
0.018 kg
2008-12-04 - de
TCR16
2 (2) 0287 595.01-01 EN-US

Spare parts for major overhaul

11.59500-0272
8.1 Preface
8.3 Spare parts
8.6 Tools

2012-06-06 - de
0287-2 8.5-02 EN-US 1 (1)

Spare parts for major overhaul - OPTION

11.59500-0272
Turbocharger TCR16
11.59500-0272
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 mm 6
506.038 Seal D = 245 mm 2

517.002 Thrust bearing D = 117 mm 1
0.860 kg
2009-11-25 - de
TCR16
0287 595.02-02 EN-US 1 (3)


11.59500-0272
517.003 Bearing bush D = 42 mm 2
0.126 kg
517.018 O-ring seal D = 366 mm 1
517.031 O-ring seal D = 172 mm 1
517.038 Retaining ring D = 45.5 mm 2
517.051 Hexagon bolt D = M6 6

L = 39 mm
520.132 Piston ring D = 38 mm 1

2009-11-25 - de
TCR16
2 (3) 0287 595.02-02 EN-US


11.59500-0272
520.133 Piston ring D = 55 mm 1
540.015 O-ring seal D = 220 mm 2

2009-11-25 - de
TCR16
0287 595.02-02 EN-US 3 (3)

Tools
11.59600-0221
8.1 Preface
8.3 Spare parts
8.6 Tools

2012-06-06 - de
0287-2 8.6-02 EN-US 1 (1)

Tools - OPTION
Tools
11.59600-0221
Turbocharger TCR16
11.59600-0221
(596.001) Hexagon pin L = 55 mm 1
544.063 Is located on the silencer or air 0.174 kg

or intake casing
545.063
596.002 Retainer L = 280 mm 1
0.940 kg
596.003 Hexagon pin L = 334 mm 1
0.440 kg
596.004 Spring plug L = 72.5 mm 1
0.020 kg
596.006 Closing cover D = 329 mm 1
4.200 kg
596.012 Pipe L = 172 mm 2

D = 38 mm
2011-04-12 - de
0.930 kg
TCR16
0287 596.01-01 EN-US 1 (2)


Tools
11.59600-0221
596.018 Forcing-off bolt L = 82 mm 3
0.084 kg
596.019 Forcing-off sleeve L = 70 mm 3
0.100 kg
596.020 Suspension device H = 282 mm 1

L = 163 mm
1.450 kg
596.025 Shackle D = 16 mm 1
0.310 kg
596.028 Foot H = 190 mm 1

W = 223 mm
3.700 kg
596.030 Hexagon nut d = M20 1

0.054 kg
596.036 Guide rod L = 80 mm 2

2011-04-12 - de
D = M6
0.017 kg
TCR16
2 (2) 0287 596.01-01 EN-US

MAN Diesel & Turbo
1 Safety
2 Addresses
3 Technical data
4 Description
5 Operation
6 Maintenance
7 Work cards
9 Index
2012-06-06 - de
Index
0287-2 9 C1-02 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 (2) E
Availability code 7.1.1 (1)
Emergency measures (in the event 5.2 (1)
of turbocharger failure)
B
Emergency operation with closing 500.11 (2)
Bans (symbols) 1.0 (2) device
Bearing casing 517.02 (1) Exhaust Gases 5.0 (2)
Bearing parts 500.45 (4)
F
C
Fire-extinguishing Equipment 5.0 (2)
Cartridge 500.44 (2) Friction coefficient µ 7.2.1 (1)
599.01 (1) Fuel specifications 3.2.1 (2)
Chamber silencer 544.02 (1) Fuels 3.2.1 (1)
Characteristics (fuels) 3.2.1 (1) Functional description (turbo- 4.1 (2)
Check charger)
Bearing bush 500.45 (5)
Thrust bearing 500.45 (5) G
Checks during operation 5.1 (2) Gaps and clearances 7.2.2 (1)
Cleaning agents for compressor 3.2.4 (1) Gas admission casing 500.47 (2)
and turbine
Cleaning device for compressor 500.47 (2)
Pressure sprayer 579.02 (1) 501.01 (1)
Cleaning device for turbine Gas outlet casing 506.01 (1)
Dry cleaning 578.02 (1)
Wet cleaning 578.01 (1) H
Cleaning system
Hazard levels
Dry cleaning of turbine 500.22 (2)
Level 1 – 4 1.0 (1)
Wet cleaning of compressor 500.23 (2)
Hearing Protection 5.0 (1)
Wet cleaning of turbine 500.21 (2)
Cleaning the air filter 500.24 (1)
Compressor casing 546.02 (1) I
Compressor wheel 500.45 (3) Inclination, permissible 4.2 (2)
Connections 3.1.2 (2) Initial Starting of Operation (first) 5.1 (1)
Containment Safety 5.0 (1) Insert
Cover compressor side 540.04 (1)
compressor side 500.45 (3) Turbine side 500.47 (2)
Turbine side 500.45 (4)
541.01 (1)
Covering
Inspection of components (general) 6.5 (1)
Bearing casing 591.05 (1)
Inspection of Individual Compo- 6.5 (1)
2012-06-06 - de
Compressor casing 591.06 (1)

nents (General)
Gas admission casing 591.01 (1)
Gas outlet casing 591.04 (1)
Covering on the compressor cas- 500.42 (2) J
ing Jet Assist acceleration system 4.3 (1)
0287-2 C1-02 EN-US 1 (2)

MAN Diesel & Turbo
M during operation 5.0 (1)

General safety instructions 1.0 (1)
Maintenance schedule 6.3.1 (1)
Safety instruction
Maintenance Schedule 6.3 (1)
Caution 1.0 (1)
Maintenance work
Caution (material damage only) 1.0 (1)
Remarks 6.4 (1)
Danger 1.0 (1)
Maintenance Work
Warning 1.0 (1)
General Remarks 6.1 (1)
Safety symbols 1.0 (2)
Screw connections 6.4 (1)
N Shutting down 5.1 (3)
Numbering Silencer 500.32 (2)
Work cards 7.1.1 (1) Spare parts
Order numbers 6.1 (1)
O Spare parts
General 6.0 (3)
Operating faults (what to do in case 5.3 (1) Special services/Repair work 6.1 (1)
of) Speed measurement 7.2.3 (1)
Operating Media 3.2.1 (1) Speed measuring device 562.01 (1)
Operating parameters 3.1.1 (1) Speed transmitter 7.2.3 (2)
Operational lubrication 4.2 (2) Starting operation 5.1 (2)
Order numbers 7.1.1 (1) Starting the engine (preparatory 5.1 (2)
Ordering spare parts 8.1.2 (1) work)
Outlet casing 506.01 (1) Status
Inventory 7.1.1 (2)
P Optional 7.1.1 (1)
Personnel and time required Special 7.1.1 (2)
General 7.1.1 (1) Standard 7.1.1 (1)
Post lubrication 4.2 (3)
Pressure sprayer 579.02 (1) T
Priming 4.2 (2) Tightening torques for screw con- 7.2.1 (1)
Product liability 1.1 (1) nections, general
Protective Covers 5.0 (2) Tool number 7.1.1 (1)
Tools 6.2 (1)
Q Turbine nozzle ring 513.01 (1)
Qualification of Personnel Turbine rotor 500.45 (4)
Maintenance/Repair 6.0 (1) Turbocharger
Ship systems 5.0 (3) Removal and refitting 500.31 (2)
Stationary systems 5.0 (4) Subassemblies 4.1 (1)
Type plate 3.1.1 (1)
R
V
Read-out unit
Speed measuring 7.2.3 (2) Venting 4.2 (2)
Regulations for Prevention of Acci- 5.0 (1)
dents W
Retaining ring 500.45 (3) Weights of subassemblies 3.1.2 (1)
Rotor, complete 520.01 (1)
500 (2)
Work cards 6.1 (1)
2012-06-06 - de
S
Safety
during Maintenance/Repair 6.0 (1)
2 (2) 0287-2 C1-02 EN-US

Index
Page 1(1) Alternator 518
L23/30H
Description
Generator -------------------------------------------------------------------------------------------518. 01
Working Card
Plates
Operating Instructions
Synchronous Generator
Common Items I Instruction Manual
Notice
�The information contained in this book is intended
to assist operating personnel by providing
information on the general characteristics of the
purchased equipment.
�It does not relieve the user of the responsibility of
using accepted engineering practices in the
installation, operation and maintenance of this
equipment.
Contents
1. Construction of Brushless A.C Generator 3

1.1 Component
1.2 General
1.3 Composition
2. Excitation System (Operation) 15

2.1 Mode of Operation (6GA 2490-0A)
2.2 Operation (6GA 2490-0A)
2.3 Maintenance (6GA 2490-0A)
2.4 Mode of Operation (6 GA 2491)
2.5 Operation (6 GA 2491)
2.6 Maintenance (6 GA 2491)
3. Maintenance 26
3.1 Installation & Inspection Check List
3.2 Flange-Type Sleeve Bearing (for ring lubrication system)
3.3 Flange-Type Sleeve Bearing (forced lubrication system)
3.4 Rolling-Contact Bearings (series 02 and 03)
3.5 Coupling A-Type (single-bearing generators with flanged shaft and one-part fan wheel)
3.6 Coupling B-Type (single-bearing generators with lamination plate)
3.7 Coupling (double bearing generator)
3.8 Air Filters
3.9 Terminal Box
3.10 Disassembly of A.C. Generator (Fig. 39, 40 and 41)
3.11 Cooler
3.12 Cooling-Water Failure Emergency Operation
4. Trouble Shooting 49
4.1 Excitation Part for SPRESY 15
4.2 Excitation Part for 6 GA 2491
4.3 Main Machines and Exciters (HF. 5 and 6)
4.4 Bearing Part
4.5 Operating Procedure & Check Sheet for Trouble Shooting
Safety Notes CAUTION

The warnings �DANGER, WARNING, CAUTION, NOTICE, This warning is used when an operation, procedure, or
NOTE� are used to draw the user’s attention different use may cause damage to or destruction of equipment
points: and a slight or serious injury.
DANGER NOTICE
This warning is used when an operation, procedure, or This warning is used when an operation, procedure, or
use may cause personal injury or loss of life. use may cause damage to or destruction of equipment.
WARNING NOTE
This Warning is used when an operation, procedure, or This warning is used when an operation, procedure, or
use may cause a latently dangerous state of personal delicate installation requires clarification.
injury or loss of life.
2 << HYUNDAI HEAVY INDUSTRIES | Operating Instructions Synchronous Generator

01 Construction of Brushless A.C Generator
1.1 Component � Table 1-1. Type definition

The brushless A.C. generators, as shown in Figs. 8. 9. 10 Type Type of construction
and 11, (drip-proof type, totally-enclosed internal-cooling Machines with closed-circuit cooling and air-to
type) are composed of HFJ 5, 6, 7 water cooler with provisions for emergency
① a synchronous generator operation in case of cooling water failure
② an A.C. exciter
HFC 5, 6, 7 Machines with open-circuit cooling and air-to air
③ a Rotary rectifier
Medium & high voltage machines with closed-
④ static excitation devices.
circuit cooling and air-to water cooler with
HSJ 7
provisions for emergency operation in case of
The brushless generator, as shown in Figs. 8, 9, 10 and
cooling water failure
11, has the exciter and the rotary rectifier mounted on
the generator's rotor shaft. The three-phase output of the Medium & high voltage machines with open-circuit
HSR 7
A.C. exciter is rectified to D.C. by means of the rotary cooling and air-to air
rectifier, thus enabling the exciting current to be supplied,
not through sliding parts, but directly to the field coil of
the generator. 2) Specification & regulation
The machines comply with the applicable DIN standards
� Fig. 1 Single line diagram for brushless generator
and with the requirements of VDE 0530.
They may have been adapted to different classification
requirements and foreign standards and regulations.
Unless otherwise stated, the rated output for continuous

operation applies to a frequency of 50 Hz, a cooling-air
temperature of 40℃ and a site altitude of up to 1000 m
above sea level.
3) Degree of protection
1.2 General The DIN 40050 or IEC 34-5 degree of protection of basic
design machines is IP 23. Such machines are suitable for
1) Type definition operation indoors and may be provided with filters or with
pipe connections.
The supply scope of the machine designs available is
Closed-circuit cooled machines comply with degree of
determined entirely by the data given in the catalogs or
protection IP44 and IP54.
offers. The machines of basic design are open-circuit
The degree of protection of the machine supplied is
cooled, brushless, low-voltage, synchronous machines
shown in the dimension drawing.
with top-mounted excitation control unit.
The machines have a shaft-mounted exciter on the

4) Type of construction
inboard side of the non-drive endshield.
The three-phase AC they generate is rectified and fed to The machines are normally provided with two bearings
the rotor winding of the main machine. (DIN 42950 types of construction B3 or B20) or with one
bearing (DIN 42950 types of construction B2 or B16).
The excitation current required for the shaft-mounted The type of construction of the machine supplied is
exciter is provided by the main machine via an excitation shown in the dimension drawing.
control unit placed in the top mounted housing, and via a
thyristor voltage regulator.
5) Cooling and ventilation
For further information, see the supplementary The basic design machines use self-ventilation by a shaft-
instructions entitled THYRIPART excitation system on mounted internal fan at the drive-end.
pages 15-25. Cooling air enters the top housing (at the non-drive-end)
Depending on the application, the machines may also be and cools the excitation control unit and, subsequently,
designed in accordance with the type variant defined in the windings and core packs of the exciter and of the main
the table 1-1. machine before leaving the top housing at the drive-end.
>>
Operating Instructions Synchronous Generator | HYUNDAI HEAVY INDUSTRIES 3
On machines provided with air filters at the air inlet, Do not discontinue measurement before the final
the cleaning condition of the filter should be monitored. resistance value is indicated (with high-voltage machines,
this process may take up to 1minute).
In machines having closed-circuit cooling, the air-to-water The limit values for minimum insulation resistance and
cooler is placed transversely in the top-mounted box in critical insulation resistance (for measurement at a
transverse arrangement, in front of the excitation control winding temperature of 25℃) and for measuring voltage
unit. can be derived from the following table depending on the
The primary cooling air circulated by the internal fan is re- rated voltage for the machine.
cooled in the cooler and passed through the excitation
control unit, the exciter, and the main machine. � Table 1-2. Insulation testing
Limit values at rated voltage
Given the necessary provisions, the machine can be Rated voltage Rated voltage
adapted for emergency operation with open-circuit < 2 kV > 2 kV
cooling in case of cooling water failure. See pages 46-48.
500 V DC 500 V DC
Measuring voltage
(min.100 V DC) (max.1000 V DC)
6) Connecting up Minimum insulation

resistance with new machine. 10 ㏁ 100 ㏁
Check the system voltage against the data given on the Cleaned of repaired windings
rating plate. Select the size of the supply cables to match
the particular current rating. Critical specific insulation
resistance after long 0.5 ㏁/kV 5 ㏁/kV
period of operation
Connect the machines in accordance with the diagram in
the working drawing.
Dried windings have insulation resistance values between
Before closing the terminal box, check to see that 100 ㏁ and 2000 ㏁ or higher.
If the insulation resistance value is in the region of the
� Its interior is clean and free from any cable chippings minimum value, dampness and/or dirt could be the cause.
� All terminal screws or bolts are tight If the insulation resistance value falls below this minimum
� The minimum clearances in air are maintained figure, the cause must be established and the winding
(>10 mm for 500 V, >14 mm for 1 kV and > 60 mm dried.
for 6 kV; check for any projecting wire ends)
� Entry openings not in use are closed off by firmly In case of drying by warm air oven.
screwed-in plugs �Remove bearing housings
�For maintaining the particular degree of protection all �Remove rotor
sealing surfaces of the terminal box are in order. �Remove diode & varistor from excitation equipment part
The surfaces of metal-to-metal sealing joints must be
cleaned and thinly regreased. Bake in oven at temperatures per below table.
The heat should be applied slowly so the desired
Before starting a machine and during operation make temperature will not be obtained in less than six hours.
sure that all relevant safety regulations are complied with. Insulation resistance should be measured before the heat
is applied, and every six to eight hours thereafter.
7) Insulation testing � Table 1-3. Insulation drying temperatures

Class “B” Class “F” Class “H”
DANGER
200�F 245�F* 275�F*
Hazardous voltage 94�C 118�C 135�C
Will cause death, serious injury, electrocution or property * Class “F” and “H” insulated units should be baked at 70% specified
damage. temperature (to avoid steam inside winding) for about six hours,
Disconnect all power before working on this equipment. before temperature is raised to drying temperature.
The insulation resistance for clean windings is largely

Before commissioning and after long periods of storage or dependent on temperature: for each 10K rise in
standstill the insulation resistance of the windings to the temperature it falls by half, i.e. with a temperature rise of
frame must be measured with D.C. voltage. 50K (e.g. from 25℃ to 75℃) it falls to about 1/30 of the
initial value.

Insulation resistance variation to temperature can be Insulation resistance measurements on low-voltage

referred to IEEE 43 as shown on fig. 2. machines with a measuring voltage of 1000 V are only
permissible if the insulation resistance has previously
� Fig. 2 Insulation resistance variation to temperature been measured with a measuring voltage of a maximum
of 500 V and has not fallen below the permitted values.
8) Noise emission
The noise level of the generator will not exceed that
specified in Part 9. VDE 0530 (1981).
9) Vibration stability
Reciprocating engines used as prime mover impress
vibrations on the alternator because of the pulsating
torque output.
Permissible vibration stress measured at the bearing is:
∧
< 10 Hz vibration amplitue S < 0.40 mm-peak
10-100 Hz vibration velocity Veff < 18 mm/s-rms
> 100 Hz acceleration b < 1.6 g
Please inquire if a higher vibration stress level is expected.
10) Transport
During operation the insulation resistance of the windings WARNING

may decrease as result of environmental and operating Improper handling can cause severe injury or property
conditions. damage.
The critical value of the insulation resistance at a winding When lifting generator,
temperature of 25℃ can be calculated depending on the 1. Lift only at designated locations.
2. Use spreader for lifting.
rated voltage by multiplying the latter (kV) by the specific
3. Apply tension gradually to slings.
critical resistance value in the table (㏁ /kV). 4. Do not jerk or attempt to move unit suddenly.
5. Do not use cover lugs when lifting.
For example: critical resistance for rated voltage
660 V: 0.66 kV x 0.5 ㏁ /kV = 0.33 ㏁
The rotor of machines with cylindrical roller bearings,
angular-contact ball bearings, or double sleeve bearing
If the measured insulation resistance value is above the
are locked in position for transport by a shaft block to
calculated critical figure during operation, the machine
protect the bearings.
can still operate further.
Do not remove this block until the transmission element

When the measured value reaches or falls below this
is fitted.
critical insulation resistance figure, however, the windings
Should the machine have to be transported after the
must either be dried, or the rotor must be removed and
transmission element is fitted, other suitable measures
the windings thoroughly cleaned and dried.
have to be taken.
If the machine is not put into service immediately after
If the measured value approaches the critical value, the
arrival, store it in a dry, vibration-free room.
resistance should subsequently be checked at
appropriate short intervals.
>>
11) Storage Install the machines so that the cooling air has free
access unobstructed.
WARNING Warm exhaust air must not be drawn in again.
Can cause severe injury or property damage.
When lifting generator, Louver openings must face downwards to maintain the
1. Lift only at designated locations. particular degree protection.
2. Use spreader for lifting. Remove the shaft block (where applicable).
3. Apply tension gradually to slings.
Follow the instructions attached to the shaft extension or
4. Do not jerk or attempt to move unit suddenly.
shown in the terminal box.
5. Do not use cover lugs when lifting.
The rotors are normally balanced dynamically by means

The location for storage should be dry and clean.
of a half feather key placed in the shaft extension.
There should be no heat that could attack the winding.
Align the machines carefully and accurately, and balance
The machined surfaces (coupling part, foots part, etc).
the elements to be fitted on the shaft to ensure smooth
are coated with rust-resistant grease.
and vibration-free running.
If the coating is broken, immediately remove the rust or
moisture and recoat with grease for rust prevention.
Place shims under the feet of the machines, if necessary,
to prevent them from being stressed mechanically.
If the machine is to be stored for some time, apply all
Transmission elements may be fitted and removed only
openings with waterproof paper, wooden, or metallic
by means of a suitable tool.
covers.
The feather keys in the shaft extensions are only secured
It is necessary to protect the machine from wind and rain
to prevent them from falling out during shipment.
during transportation and storage and to select less
A machine must not be commissioned without its
humid place for storage.
transmission element having been fitted.
For storage for a long-term or in the rainy season, it is
best to insert heaters to remove moisture or prevent its
condensation. 13) Operation
To keep the coil dry, maintain the coil temperature WARNING

several degrees above room temperature by arranging
heaters appropriately under the machine part to warm Do not operate equipment beyond design limitations.
Can cause personal injury or damage to equipment.
the coils.
Operate in accordance with instructions in the manual
and nameplate ratings.
For long time storage, a space heater is placed inside the
generator. Its specification is described in the generator
final specification and on the nameplate attached to the NOTICE
generator. In case of cooling system of IP44 (air to water), check the
flow of cooling water for sure before starting.
Internal temprature rise may cause fatal damage to the
12) Installation generator.
NOTE
NOTICE
Experience has shown that any base mounted assemblies Before starting, check if the bearing oil is filled to the
of generator and driven units temporarily aligned at the sufficient oil level.
factory, no matter how rugged or deep in section may
twist during shipment.
Therefore, alignment must be checked after mounting. Covers fitted to prevent access to rotating and current
carrying parts or to correct the air flow for better cooling
must not be open in operation.
The lubrication measures for normal bearings to be If machine application is abnormal (high temperature,
carried out before or during erection of the machines are extreme vibration, etc.), consult HHI for special
specified in the instructions "Rolling Contact Bearings and instructions.
Sleeve Bearings" on pages from 28-37.

14) Maintenance When a machine is dismantled, the following checks

Before starting any work on a machine, make sure that it should be made:
has been disconnected from the power supply and that �Slot wedges in stator and rotor cores tight
unintentional starting is safely prevented. �Windings, connection leads, and insulating parts in
satisfactory condition with no discoloration
Clean the cooling air passages at regular intervals,
After reassembly, again follow the instructions given for
matching the degree of pollution and using oil-free
installation.
compressed air, for example.
The inside of totally-enclosed fan-cooled machines need 16) Spare parts

only be cleaned during normal overhauls.
Spare parts shall be normally supplied in accordance with
the classification societies requirement.
If dust or moisture has penetrated into the terminal
compartment, it should be carefully cleaned and dried,
Independant of the classification societies requirements,
in particular the surfaces of the insulating parts.
we recommend the following sets of spares be ordered
Check the seals and eliminate the leak.
with the generators
1 set of bearings or bearing shells for sleeve bearing

15) Inspection 1 set of rotating rectifiers
The first inspection should be carried out after 1 set of rectifiers for the constant-voltage unit
approximately 500 hours. 1 regulator (AVR)
The following checks should also be carried out:
�Running smoothness of machine satisfactory 1.3 Composition

�Rotor alignment within tolerances
�No subsidence or cracks in the foundation 1) Stator frame and winding
�All fixing bolts of mechanical and electrical joints tight
The stator frame is of welded design.
�Insulation resistance of windings satisfactory
The stator core is centred in the frame and locked against
(compare with previous reading and record)
rotation and shifting.
�No bridging of any bearing insulation
The stator winding is of a two-layer coil design with
Any excessive deviations or changes ascertained during insulation class F.
the checks must be corrected immediately. This insulation is made in a special way and is comprised
Damaged or used locked elements from released bolted of integrated-mica & enamel coated insulating material
joints must be renewed. impregnated with cast resin.
It is characterized by high dielectric strength, resistance
The basic intervals between inspections are approximat- to moisture, aggressive gases and vapours, as well as
ely 4000 hours, 1000 switching operations or 1 year for rigidity and long life.
intermittent operation and approximately 16,000 hours
or 2 years for continuous operation, depending on which
occurs first. 2) Rotor and windings
The cleaning of all parts becoming fouled by the flow of The shaft for machines construction type B3 and B20
cooling air depends on the intervals decided after the first is designed with a normal cylindrical shaft extension for
inspection according to the rate of fouling which occurs two bearings. In the case of types B2 and B16, the shaft
locally. is fitted with a flange.
The rotor core of the main machine is mounted on the
Cleaning should be carried out with dry compressed air. shaft, tensioned axially, and supports the field and damper
Information on oil changes, regreasing, etc. is given on windings. The damper winding bars lie in the slots of the
the lubrication instruction plate on the machine or in the rotor core and are welded to the rings.
supplementary instructions for bearings. The rotor core of the exciter is mounted on the shaft and
The checks stated for the first inspection after 500 hours supports the three-phase exciter winding.
should be performed during these inspections also. The rectifier supporting wheel is mounted on the shaft
between the two laminated cores.
The rotor is balanced dynamically.
>>
3) AC exciter 5) Excitation system

The AC exciter is composed for revolving-armature type, The combination of an excitation unit with a thyrist and
three-phase, synchronous generators. voltage regulator is called a THYRIPART-excitation system.
In revolving-armature type generators, unlike ordinary The excitation unit supplies a load-dependent field current
ones, the stator and rotor are in reverse relation. slightly higher than would be required for producing the
rated voltage.
The armature is installed at the shaft end on the non-
connection side where AC power is generated, and the The regulator variably reduces the field current as
output of the static excitation device for control is necessary to obtain constant alternator voltage.
connected to the field winding installed on the fixed side This method of load-dependent excitation (compounding)
as shown in Fig. 3. results in excellent dynamic response to load switching
applications and short-circuits.
� Fig. 3 Single line diagram for AC exciter A block diagram is shown in Figs. 15, 19, 20 & 21.
6) Shaft
Concerning the generator shaft, the ship's classification
certified forged steel should be applied and designed with
ample strength for coupling with the prime mover.
7) Bearing
Depending on the design and the operating conditions
specified in the order, the machines are fitted with
grease-lubricated rolling-contact bearings or with sleeve
4) Rotating rectifier bearings with or without forced-oil lubrication.
The rotating rectifier is a silicon rectifier which is For a full description and special instructions, reference
connected so as to compose a three-phase full-wave should be made to the supplementary instructions.
rectification circuit as shown in Fig. 4 and is mounted on
the rotor shaft of generator in Fig. 9-1.
8) Cooling fan
�The mounting screws are between 4.5 Nm and 5.5 Nm To let the required amount of cooling air pass through, a
�The contact screws are between 2.5 Nm and 3.5 Nm fan of either cast iron or welded steel plate construction
is provided.
CAUTION Concerning the site of its installation, in either case, it is
Fastening screws for the rotating diodes must be tightened to be arranged on the prime mover's side of the
with the recommended torque. generator.
� Fig. 4 Single line diagram for rotating rectifier It is a one-way ventilating system which takes in air from
the opposite side of the prime mover and lets out exhaust
air at the prime mover's side.
We have taken into consideration that the engine's oil
vapor should not be sucked into the machine.
9) End shield Drive-end/Non-drive-end

Both end shields are designed as flat plates and can take
either a bearing or a shaft extension in accordance with
the particular type of machine construction.
The exciter yoke ring in which the exciter poles are bolted
in regular distribution, is welded to the non-drive-end
shield.

10) Rotor locking device <500 mV Harmless.

The following instructions supplementing and modifying
the basic operating instructions apply to single bearing 500 to 1,000 mV A detrimental shaft current may
generators of type of construction B2 or B16 which are possibly flow.
coupled with diesel engines or turbines.
See the instruction manual on pages 38-39. >1,000 mV Bearings may be damaged in a week
to a year
� Fig. 5 Rotor locking device (unless insulation is provided).
� Fig. 6 Insulation for the preventation of shaft current
① End shield AS ④ Flanged shaft

② Retaining ring half ⑤ Fixing screw for 1
③ Shaft supporting ring ⑥ Fixing screw for 3
11) Insulation for the prevention of shaft current

(high voltage and large machines)
NOTE
Insulated Bearing
Any connection to this bearing must be insulated from it
12) Thermometer
to prevent bearing current.
For checking the bearing temperature, a thermometer is
provided for each bearing.
To prevent the shaft current caused by the unbalance of
magnetic resistance of magnetic circuits, the insulator is
provided at the non-drive-end shield as shown in Fig. 6.
13) Space heater
The shaft voltage is a high-frequency voltage of usually
1 volt or less and rarely several volts.
DANGER
When a shaft current flows, by this voltage the shaft and Hazardous voltage
journal part are tarnished. In the worst condition, sparking Will cause death, serious injury, electrocution or property
damage.
results in minute black spots.
Disconnect all power before working on this equipment.
There is a possibility that the oil film is broken locally,

developing burn-out trouble. In order to prevent the accumulation of moisture and
When disassembling or assembling, be sure to measure condensation while the generator is idle, space heaters
the insulation resistance. are provided within the stator frame.
The value of 1 to 3 ㏀ will be satisfactory. The space heaters can be easily removed from outside
It is generally said that shaft voltage for bearings is limited the enclosure.
as follows. The heater is comprised of stainless-sheathed nichrome,
filled with insulators in the sheath and is U-shaped as
shown in Fig. 7.
>>
� Fig. 7 Space heater Please provide the following information with any inquiry:
�Alternate rated output

�Classification society
�Coolant temperature (air)
�Cooling water inlet temperature
�Fresh water or sea water
14) Air/water cooler 15) Terminal box
If required, HFC 5, 6, 7 and HSR 7 alternators can be

DANGER
supplied with a top-fitted air/water cooler as special
requirement. Hazardous voltage
Will cause death, serious injury, electrocution or property
damage.
The cooler can be used for either fresh water or sea
water with double tubes applied.
The type designation for the generators are is changed Cable entry to the 3 main connections, (U.V.W.) and to the
from HFC to HFJ, or from HSR to HSJ. 2 field terminals +F1, -F2 can be from the left or right, as
Due to the closed-circuit cooling system the degree of required.
protection has been upgraded from IP 23 to IP 44 and The cable entry plates are supplied undrilled or drilled
IP 54. with cable gland as required.
See Fig. 8.
The electrical version of the generator remains
unchanged.
The generators HFJ and HSJ can easily be converted for

emergency operation as an open-circuit aircooled
machine if the coolant system or the cooling element
fails.
In this case, the degree of protection is IP 23 with the

rated output as shown on pages 46-48.
� Fig. 8 Internal arrangement for terminal box

� Fig. 9 Sectional drawing for HF. 5, 7 & HS. 7 type generator (single sleeve bearing)
HFJ 5, 7 & HSJ 7 (air to water cooling)
HFC 5, 7 & HSR 7 (air to air cooling)
① Stator and stator windings assembly

② Rotor and windings assembly � Fig. 9-1 Rectifier assembly
③ A.C exciter assembly
④ Rectifier assembly (Fig. 9-1)
⑤ Excitation equipment
⑥ Shaft
⑦ Bearing
⑧ Cooling fan
⑨ End shield DE/N-DE
⑩ Rotor lockage device
⑪ Insulation for prevention of shaft current (Fig. 6)
⑫ Thermometer
⑬ Space heater
⑭ Cooler
⑮ Terminal box
① Varistor module ③ Connector rings
② Hub ④ Rectifier module
>>
� Fig. 10 Sectional drawing for HF. 5, 7 & HS. 7 type generator (double sleeve bearing)
① Stator and stator windings assembly

③ AC exciter assembly
⑥ Shaft
⑦ Bearing
⑧ Cooling fan
⑩ Terminal box
⑫ Thermometer
⑬ Space heater
⑭ Cooler


� Fig. 11 Sectional drawing for HF. 6, 7 & HS. 7 type generator (single sleeve bearing)
① Stator frame and stator windings assembly

⑥ Shaft
⑦ Bearing
⑧ Cooling fan
⑩ Rotor lockage device
⑫ Thermometer
⑬ Space heater
⑭ Cooler
⑮ Terminal box
>>
� Fig. 12 Sectional drawing for HF. 6, 7 & HS. 7 type generator (double sleeve bearing)
① Stator frame and stator windings assembly

④ Rectifier assembly (Fig.12-1)
⑥ Shaft
⑦ Bearing
⑧ Cooling fan
⑩ Terminal box
⑫ Thermometer
⑬ Space heater
⑭ Cooler


02 Excitation System (Operation)
2.1 Mode of Operation (6GA 2490-0A) Depending on the reference potential of terminal 16,
terminal 12 of the comparator point of the control
1) Description amplifier can be given an additional D.C. pulse, e.g for
Brushless synchronous generators consist of the main reactive power control in parallel operation.
and exciter machine.
The main machine’s field winding is powered from the For tuning to the signal level, a rheostat must be soldered
exciter rotor winding via a rotationary, three-phase bridge- onto the available soldering pins.
connected rectifier set. The power supply for the gate control module(s) is
The exciter is powered from THYRIPART excitation available from terminal 11.
equipment.
� Fig. 13 Voltage regulator; SPRESY 15(6GA 2490-0A)
Excitation equipment and thyristor voltage regulator are

combined in the THYRIPART excitation system.
The excitation current required is supplied to the main
machine via the excitation equipment which is
adjusted to deliver a field current resulting in a generator
output voltage above the maximum reference value over
the entire load range when the voltage controller is
inactive.
The actual function of the voltage regulator is to provide a

bypass for a variable portion of the current supplied by the
excitation equipment for controlling the generator voltage.
The thyristor regulator module consists of two assemblies:
the regulator module and the firing module with thyristor in
buck circuit.
The three-phase generator voltage, having been reduced In the control circuit of the firing module, a time
to 24V by the measuring-circuit transformers, is applied adjustable firing impulse for the thyristor is formed from
to teminals 17,18 and 19. the control voltage of terminal 15 in comparison with a
A direct voltage of approx. 30 V (teminal 20 to terminal 13 saw tooth voltage.
or 14) is produced at the output of the rectifier bridge The overvoltage protector operates at voltages over
under the rated voltage of the generator. 600 V between terminals 1 and 5, then switches the
This rectified voltage provides the actual pulse signal and thyristor through.
the supply voltage the control amplifier. The excitation current is normally bucked with a single
The regulator module supplies output terminal 15 with a pulse.
control voltage of approx. 1 to 10 V, which is proportional If higher excitation is required, two firing modules for two-
to the control deviation. pulse "buck" operation will be provided.
� Fig. 14 Block diagram of voltage regulator; SPRESY 15(6GA 2490-0A)
① Six-pulse recifier bridge

② Referance/actual value comparator
③ Power supply
④ Control amplifier
⑤ Firing pulse control
⑥ Thyristor in buck circuit
⑦ Overvoltage protector
⑧ Auxilary power thyristor
>>
� Fig. 15 Connection diagram of generator (for generator top mounted AVR)
� Fig. 15-1 Connection diagram of generator (for panel mounted AVR)

2) Installation 3) Direction of rotation of the generator

The excitation equipment, thyristor voltage regulator, The generators are generally suitable for clockwise and
main machine and exciter are all factory-wired. anti-clock-wise operation.
If necessary, the mains leads and the reference-value Generators must run only in the corresponding direction
selector should be connected to the terminals in the of rotation as on the data plate of rotating (arrow mark).
terminal box according to the connection diagram
supplied with the machine. To change the direction of rotation it is necesssry to
change the connections according to the connection
diagram e.g. phase rotation check and to check whether
only one definite direction of rotation is permissible for
2.2 Operation (6GA 2490-0A) mechanical reasons (e.g. fan with curved fan blades).
1) Thyristor voltage regulator

When the generator is operating by itself, the thyristor 4) Regulator gain setpoint of voltage integral
voltage regulator controls the generator voltage to the action
preset reference value. The regulator module includes the three potentiometers
Frequency changes due to the droop characteristics of Usoll, Vr and Tn.
the prime mover do not influence the accuracy of the The generator rated voltage is adjusted in the factory
generator output voltage. on potentiometer Usoll and the transient response
characteristic of the regulator on potentiometers Vr
Design and adjustment of the main machine, exciter, and Tn.
excitation equipment, thyristor voltage regulator and The regulator gain is adjusted on the potentiometer Vr,
reference-value selector permit gradual changes in the but the integral action time and the optimum transient
generator output voltage from 95% to 105% rated voltage response characteristic are adjusted on the
via potentiometer Usoll under steady-state conditions and potentiometer Tn.
at loads varying between no load to rated load and power
factors between 0.8 and unity, unless otherwise specified Turning the knob of Vr in the direction of descending
on the rating plate. numerals and that of Tn in the direction of ascending
If the generators are operated at less than 95% or more numerals normally stabilizes the control circuit and
than 105% rated voltage, their output must be reduced. reduces the control rate.
Unrestricted operation with no load (opened generator
breaker) and partial speeds is permissible. The setpoint of the generator voltage can be shifted via
potentiometer Usoll and via a supplementary external
During operation, the excitation circuit must not be reference-value selector (R = 1.5 ㏀ , P 〉1 W) to be
interrupted since this would give rise to voltage surges. connected to auxillary terminals 20 and 21 (Fig. 14)
If the generator must be de-excited, this can be with the above potentiometer set to mid-position.
accomplished by short-circuiting secondary side of
rectifier transformer (T6) (Fig. 14). The new adjustment of the potentiometer must be fixed
with the aid of the set screw.
2) Transformer adjustment
The tappings used on the transfomers are recorded at
test report. It is strongly recommended that the original
adjustments be left unchanged.
No responsibility can be assumed by the supplier for any
damage or incorrect operation resulting from a change in
the original adjustments.
In the case of identical plants, the THYRIPART excitation
system or single parts may be interchanged if necessary;
those transformer tappings must always be used in
accordance with the original ones.
>>
5) Parallel operation, droop compensating 2.3 Maintenance (6GA 2490-0A)

equipment
When provided with droop compensation, a brushless DANGER
synchronous generator is suitable for operating in parallel Hazardous voltage

with other generators or with a supply system. Will cause death, serious injury, electrocution or property
The kW output is adjusted through the governor of the damage.
prime mover. Disconnect all power before working on this equipment.
The speed characteristic of the prime mover should be

linear and rise by a min. of 3% and a max. of 5% between No periodic maintenance inspections of the THYRIPART
rated load and no load. excitation equipment are required.
Excessive dust deposits should, however, be removed
The droop compensating equipment ensures uniform using dry, compressed air.
distribution of the reactive power and reduces the In the case of faults it is advisable to the check voltage
generator output voltage in linear with the increase in regulator, excitation equipment, and main machine with
reactive current. exciter separately.
The droop compensating circuit is adjusted to provide a
generator voltage droop of 4% at zero p.f. and no voltage For troubleshooting in the thyristor voltage regulator, all
droop at unity p.f. between no load and rated load as a the leads connecting excitation equipment and thyristor
function of the generator current. voltage regulator must be disconnected.
With this setting, a voltage droop of 2.4% is obtained at In this case the generator voltage must rise above the
0.8 p.f. maximum reference value as given under "Description"
below.
When operated by it self or in parallel with generators
having the same voltage characteristic, a voltage In this case the thyristor voltage regulator is defective.
regulation of ±2.5% is thus obtained. Trouble shooting should be continued according to
With the generator operating by itself, no droop table 4-2 on page 50.
compensating equipment is required.
It can be deactivated by short-circuiting the secondary
side of the intermediate transformers.
2.4 Mode of Operation (6 GA 2491)
If the neutrals of alternators in a system are
interconnected and/or connected directly to those of 1) Description
transformers and loads, balancing currents of three times Brushless synchronus generators consist of the main
system frequency can occur. machine and the exciter.
The main machine field winding is powered from the
Their magnitude must be measured in the alternator exciter rotor winding via a rotating, three-phase bridge-
neutral conductors under all possible load conditions to connected rectifier set.
be met in service.
The exciter is powered from THYRIPART excitation
To prevent the alternators from overheating, these equipment.
currents of three times system frequency must not The excitation equipment and the thyristor voltage
exceed approximately 50% of the respective alternator regulator are combined in the THYRIPART excitation
current. system.
Excessive currents should be limited, e.g. by means of The field current required is supplied to the main machine
neutral reactors or similar fitted on the plant side. via the excitation unit.
A specific enquiry is necessary for these items.
This is adjusted in such a manner that the generator
voltage which is above the maximum setpoint value
develops over the entire load range when the voltage
regulator is inactive (opening the plug connection X).

The thyristor voltage regulator provides a bypass for a

variable portion of the current supplied by the excitation
unit for controlling the generator voltage.
The voltage regulator 6 GA 2492 is comprised of the
voltage regulator 6 GA 2491 and the power module
(rectifier, thyristor in "buck" circuit, and resistor in
"buck" circuit).
� Fig. 16 Voltage regulator "6 GA 2491" � Fig. 17 Voltage regulator "6 GA 2491"
(for generator top mounting) (for panel mounting)
� Fig. 18 Block diagram of voltage regulator "6 GA 2491"
V29 Excitation rectifiers S Droop potentiometer ① Power supply ② Control amplifier

U Reference value potentiomete K Potentiometer, controller gain ③ Pulse unit ④ Overvoltage protector
T Potentiomenter, reset time R47 Potentiometer, disturbance feedforward ⑤ External reference value setter
V28 Thyristor in "buck" circuit R48 Resistor in "buck" circuit
>>
� Fig. 19 Connection diagram of generator (for generator top mounted AVR): 350 Fr~400 Fr
� Fig. 19-1 Connection diagram of generator (for panel mounted AVR): 350 Fr~400 Fr

� Fig. 20 Connection diagram of generator (for generator top mounted AVR): 450 Fr~
� Fig. 20-1 Connection diagram of generator (for panel mounted AVR): 450 Fr~
>>
� Fig. 21 Connection diagram of medium & high voltage generator (for generator top mounted AVR): HS. 7
� Fig. 21-1 Connection diagram of medium & high voltage generator (for panel mounted AVR): HS. 7

2) Mode of operation of regulator 3) Installation

The generator voltage is fed to the regulator via plug The excitation equipment, thyristor voltage regulator,
connector X1 in a single-phase, two-circuit arrangement. main machine, and exciter are factory-wired.
Transformer T1 steps down the generator voltage which If necessary, the main leads and the reference-value
is then rectified by the load-side rectifier bridge V1, V4. selector must be connected to the terminals in the
This rectified voltage provides the actual pulse signal "Uist" terminal box according to the connecting diagram
the setpoint voltage Usoll and the supply voltage ① for supplied with the machine.
the regulator.
If the system uses a reactive current compensator,

current transformer T15 or interposing transformer T4 2.5 Operation (6 GA 2491)
of the excitation unit is connected to load resistor R1 via
plug-in contacts X2/5 and X2/9. 1) Thyristor voltage regulator
In this operating mode the actual voltage is composed The voltage regulates the voltage so that it complies
of the secondary voltage of transformer T1 and the with the setpoint selected.
voltage of load resistor R1. Frequency changes due to the droop characteristics of
the prime mover do not affect the voltage accuracy.
The magnitude of the resulting reduction in generator
voltage can be set with potentiometer S. The design and adjustment of the generator and the
If an external set point selector is used, this is connected excitation equipment permit continuous changes of the
by contacts X2/1 (A1) and X2/3 (A3). terminal voltage in the range of ±5% rated voltage via
In this case microswitch S1/3 of the regulator must be the setpoint selector under steady-state conditions and
opened. at loads varying from no load to rated load, and power
factors from 0.8 to unity unless specified otherwise on
A DC voltage of 0 to 10 V can be fed in via plug-in the rating plate.
contacts X2/6 and X2/2. If several rated voltages and frequencies are indicated on
This voltage acts on the comparator point of the control the rating plate, the above data apply to each of the rated
amplifier. voltages stated.
The setpoint can thus, for instance, be preset by higher- If the generators are operated at voltages exceeding
level equipment. ±5%, the generator output must be reduced.
Unrestricted operation at no load is permitted if the speed
Control amplifier ② (proportional again adjustable by is reduced.
potentiometer K and reset time by potentiometer T)
outputs a DC voltage which is converted into a time- During operation, the excitation circuit must not be
adjustable firing pulse for thyristor V18 or V28 via the interrupted since this would give rise to voltage surges.
loadside pulse unit ③ . If the generator must be de-excited, this can be
accomplished by short-circuiting the secondary side of
The generator excitation circuit is fed from rectifier rectifier transformer (T6) (Fig. 14).
bridge V29.
Resistor R48 and thyristor V28 form a parallel bypass
circuit to the field winding through which part of the 2) Transformer adjustment
current supplied by the excitation unit flows. The tappings used on the transformers are shown in the
This method provides for generator voltage control. test report.
In order to optimize the correcting action, a disturbance It is strongly advised not to change the original
variable is injected into the control amplifier via resistor adjustments.
R47. No responsibility can be assumed by the supplier for any
damage or incorrect operation resulting from a change in
Overvoltages above DC 600 V in the excitation circuit the original adjustments.
cause the overvoltage protector ④ to operate and
continuously fire the thyristor. In the case of identical plants, the THYRIPART excitation
Protection is thus provided for the stationary excitation system or the individual components can be interchanged
circuit of the generator. if necessary.
The transformer tappings, however, must be used in
accordance with the original ones.
>>
3) Regulator gain, setpoint voltage integral action The corresponding voltage reduction at 0.8 p.f. is 2.4%.
The control module comprises potentiometers U, K, T, In isolated operation and at any loading condition of the
R 47 and S. generator, the droop compensation provided for the
The rated generator voltage has been adjusted in the generator voltage can be checked with the following
factory on potentiometer U, and the dynamic behaviour relationship:
of the regulator on potentiometers K, T and R 47.
The settings are shown in the test report. △ Ust = 4% 1-cos2Φ∙IB/IN (%)
Potentiometer K is used to adjust the controller gain and e. g. at 0.8 pf, IB/IN = 1,
potentiometer T is used to adjust the integral action time,
whereas potentiomter R 47 is used to inject a disturbance △ Ust = 4% 1-0.82 ∙ 1 = 2.4 (%)
variable into the comparator point of the control amplifier
in order to adjust dynamic behaviour.
Turning the knob of K and R 47 in the direction of If the generator is to operate by it self, droop
descending numerals and that of T in the direction of compensation equipment is not required.
ascending numerals normally stabilizes the control circuit It can be deactivated by short-circuiting the secondary
and reduces the control rate. side of the associated current transformer or setting
The stability of the control circuit can also be improved by potentiometer S on the regulator to the left-hand stop.
increasing the bucking resistance, but the voltage setting
range of the regulator then is reduced at the lower band.
5) Parallel operation by cross-current
compensation
The setpoint of the generator voltage can be shifted via
potentiometer U or an additional external setpoint When provided with cross-current compensation,
selector (R = 4.7 ㏀ , P greater than 1 W) can be connected brushless synchronous generators are suitable for the
to terminals A1 and A3. operation in parallel with other generators of the same
Potentiometer U should be set to the centre position, and capacity.
microswitch S 1/3 on the printed-circuit board should be
opened. This parallel operation by cross-current compensation has
the same voltage under all loads condition from no-load
to rated load.
4) Parallel operation by droop compensation
equipment If the neutral points of several generators are
When provided with droop compensation equipment, interconnected or connected direct with the neutral
brushless synchronous generators are suitable for points of transformers and loads, currents at 300%
operating in parallel with each other or with a supply frequency may occur.
system.
The KW output is adjusted by the governor of the prime Their magnitude should be checked by measurements in
mover. the neutral conductors of the generators under all load
The speed characteristic of the prime mover should be conditions occurring.
linear and rise by at least 3% and not more than 5%
between rated load and no load. To avoid overheating the generators, these currents must
not exceed a value equal to about 50% of the rated
Droop compensating equipment ensures uniform generator current.
distribution of the reactive power and reduces the Higher currents should be limited by installing neutral
generator output voltage in linear with the increase in reactors or similar means.
reactive current.
Regarding generators with current transformer for droop

compensaton, potentiometer S in the regulator is
adjusted so that there is no reduction in the generator
voltage at unity p.f. but a 4% reduction at zero p.f.

� Fig. 22 Droop characteristic curve
2.6 Maintenance (6 GA 2491)
DANGER Excessive dust deposits should, however, be removed

using dry, compressed air.
Hazardous voltage
damage. For the maintenance of generator of its related parts,
Disconnect all power before working on this equipment. refer to trouble-shooting table 4-3, as shown on page 51.
When ordering spare parts, please state the type and

No periodic maintenance inspections of the THYRIPART
serial number of the generator as specified on the
excitation equipment are required.
rating plate.
� Fig. 23 Position of potentiometers on the voltage regulator
>>
03 Maintenance
3.1 Installation & Inspection Check List The purpose of this checklist is to ensure that all
installation and inspection work is fully carried out.
DANGER
It is therefore essential for the list to be filled in carefully.
Hazardous voltage
Will cause death, serious injury, electrocution or property The number of relevant questions will depend on the
damage. scope of the work to be carried out,
In the "Answer" column, "yes" or "no" or "n/a" (for "not
applicable") should therefore be checked off in each case.
NOTICE
In some lines, additional data or information must be
Before the initial starting for in-sevice, check the items on entered or irrelevant items deleted.
table 3-1 for sure. If any further explanations are necessary, they should be
If not, may cause fatal damage in generator.
placed in the report or final spec of the generator.
� Table 3-1. Installation & inspection check list
Condition of machines Answer Three-phase A.C. machines Answer

Installation Installation
before installation Yes N0 n/a Standard checks Yes N0 n/a
Packing of all machine Insulation resistance values

components undamaged? at ℃ winding temperature
Paintwork undamaged? 3 phases/earthed frame: ㏁

phase/phase: ㏁
Stator Measuring voltage: V
General (usually 500 V, DC)
Winding guards properly fixed

and locked? Rotor
All parts of the enclosure Insulation resistance values

properly assembled? at ℃ winding temperature
Stator foot bolts tightened Rotor winding/earthed shaft: ㏁

properly? Measuring voltage: V
(always 500 V, DC)
Stator dowel-pinned?
Earthing or protective conductor Electrical connections

connected?
HV machines must be connected Cables/bars properly connected?
to the earth bus
by a conductor of equal Cable strain-relief connected?
cross-section.
LV machines are to be included

in the protection
arrangements by the connection
of the green-yellow
protective conductor or the
concentric conductor of the
cable to the protective
conductor connecting terminal.

� Table 3-2. Installation & inspection check list
Bearings Answer Oil flow rates reference Answer

Installation Installation
Yes N0 n/a Yes N0 n/a
Journal bearings Drive-end

(Lubricating oil used) journal bearing ℓ/min
Oil grade Non-drive-end

Viscosity at ℃ journal bearing ℓ/min
Condition of bearings and shaft
The specified oil flow rates are
Have any shipping bearing shells indicated on the bearing instruc-
and/or shaft blocks been tion plate. With the specified
removed? flow rates, about half the clear
cross-sections of the oil drain
Anti-rust coating removed? pipes are filled with oil.
shaft journals satisfactory?
Oil rings fitted in the bearings? Rolling bearings
Circularity of oil rings
satistactory? Grease lubrication
Oil-ring slots of bearings
shells deburred and rounded Type of grease
off?
Joint locked?
General
Bearing sealing rings properly
fitted? Check the flow of cooling water
Bearing thermometers fitted? (IP44):
All bearing bolts properly
tightened and locked? Check the safety device in
Bearing filled with oil to service, or not?
centre marks of oil-level sight
glasses?
Running of oil rings checked?
Oil circulation system
Oil pipework cleaned and

pickled?
Pressure reducer fitted?
1) Inspection schedule
Daily Monthly
Check bearing. Check insulation resistance.
L.O. condition. Caution: Before checking insulation resistance,
Oil ring. disconnect and earthed the leads from A.V.R.
Noise. Bolts and nuts.
Vibration.
Temperature. Tighten all bolts and nuts.
Check electric circuit. Check ventilation openings.
Earth fault by earth lamp. Check air intake opening and its air filter, clean or
Check loading condition. replace the filter if necessary.
Voltage, output kW, current.
>>
03 Maintenance
Every 6 Before the machines are aligned and commissioned,

Monthly the bearings should be filled with lubricating oil since
Change lubrication oil and clean bearing. the machines are delivered without oil in the bearings
At the same time, check fitting or seating of bearing. (oil type is indicated on the name plate of the bearing).
Clean generator.
CAUTION 2) Operating description
Flying dirt, dust or other particles. NOTICE

May cause eye injury.
Wear safety glasses and dust mask when using Before starting, check if the bearing is filled with oil or not
compressed air. to the necessary oil level.
Upon stopping, the shaft rests on the lower bearing; there

Inspect generator winding and air filters for dirt, dust, oil,
is metal-to-metal contact.
and salt vapor accumulation.
Blow off contamination by dry and oil free compressed air.
During the start-up phase, the shaft rubs against the anti-
Wipe off accumulated vapor with lint-free cloth and
friction metal of the bearing. Oil lubrication is used.
adequate solvent.
Check electrical connection.
After having reached its transition speed, the shaft
creates its oil film.
DANGER
At this point, there is no further contact between the
Hazardous voltage shaft and bearing.
damage.
CAUTION
Prolonged operation at extremely slow rotation speeds
(several rpm) without lubrication could seriously damage
Inspect for loose electrical connection. for the service life of the bearing.
Inspect cracked, frayed or oil soaked insulation.
Tighten or replace if neccessary.
CAUTION
If the bearing temperature exceeds the normal operating
value by 15 K, stop the machine immediately.
Inspect the bearing and determine the causes.
3.2 Flange-Type Sleeve Bearing
Setting values of a safety device
(for ring lubrication system)
-Alarm: 95℃
-Trip: 100℃
1) Mounting
The flange-type sleeve bearings of electrical machines
are of the split type. 3) Oil change
They are ring-lubricated (Fig. 25) and are subject to the
Check the bearing temperature regularly.
following instructions supplementing and modifying the
The governing factor is not the temperature rise itself,
operating instructions of the machine:
but the temperature variations over a period of time.
If abrupt variations without apparent cause are noticed,
Corresponding to the operating conditions the sleeve
shut down the machine and renew the oil.
bearings of new machines have a favorable bearing
clearance which should not be changed.
The lubrication oil indicated on the data plate is used for
Scraping (spot-grinding) is not allowed not to make worse
starting up the machines at an ambient temperature of
the antifrictional qualities.
above +5℃.
It is recommended that the contour of the transmission

At lower temperatures (to about -20℃), it is necessary to
element remains within the hatched range (see Fig. 25)
preheat the oil.
to remove the upper part of the bearing housing for
If the ambient temperature is below -20℃ another type of
maintenance without removing the transmission element.
oil according to the special conditions is used.
Do not mix oils of different grades.

Recommended oil changing intervals are about 3000 4) Dismantling, assembling

and 6000 operating hours in the case of intermittent and
continuous duty. CAUTION
When cleaning, first flush the bearings with kerosene
When insulated shaft current is applied, the accessories in
and then with oil. contact with the bearing housing must be electrically
insulated.
NOTE
If the lubrication oil contains unusual residues or its color When dismantling the machine, the lower part of the
looks changed, bearings shall be inspected.
bearing housing need not be unscrewed from the end
shield. When opening the bearing housing, locate
Pour in the kerosene and oil through the top sight-glass which side of the machine the adjusting shims
hole. (upper and lower parts) are installed.
Leave the drain open until all the kerosene has been
removed and clean oil runs out. These shims must be installed in the same place when
Now, plug the drain and fill the bearing with oil up to the assembling the machine.
centre of the lateral inspection glass.
Exceptions are possible if the stator core was changed.
When the machine has run up to speed, check the oil ring Drain the oil, take off the upper part of the bearing
through the top inspection glass to see that it rotates housing and the upper bearing shell, lift the shaft very
correctly, and check the bearing temperature. slightly and turn out the lower bearing shell and the
sealing rings in a peripheral direction.
Should the bearing temperature not drop to the normal
value after the oil change, it is recommended that the The oil ring can be withdrawn by holding it at an inclined
surfaces of the bearing shells be inspected. position to the shaft.
If the bearings are fitted with thermometers for checking

the bearing temperature, fill the thermometer well in the
upper bearing shell for thermofeeler with oil to improve
heat transfer and top up with oil every time the
lubricating oil is changed.
� Fig. 24 Oil pockets and oil grooves
① flattened to running face
>>
03 Maintenance
If only slight damage has occurred to the bearing The replacement bearing shells are delivered by the
surface, it may be re-conditioned by scraping, as long as works with a finished inner diameter.
the cylindrical shape of the bore is maintained, so that a Oil rings which have become bent through careless
good oil film can form. handling will not turn evenly.
The lining must be renewed if more serious damage is
found. Straighten or replace such rings.
The oil pockets and grooves of the new lining or scraped Replace any damaged sealing rings.
shell should be cleaned and finished with
particular care (Fig. 24).
� Fig. 25 Ring-lubricated flange-type sleeve bearings (examples, delivered design may deviate in details)
2
。
a 14
45
25 1
26 3
4
d1
18
d2
6
19
27
32
15
Limiting range for
transmission element 8
1. Screw plug 20
(thermometer mounting and oil filling point)
1 2. Inspection glass
2 3. Sealing ring for 2
3 4. Sealing ring for 1 21
4 14 5. Bearing housing, upper part, drive end
6. Cylindrical pin
5 7. Sealing ring, upper half, drive end
8. Guide pin to prevent twisting
6 9. Upper bearing shell, drive end 22
7 10. Oil ring, drive end
11. Lower bearing shell, drive end
8 12. Bearing housing, lower half, drive end
15 23
9 13. Sealing ring, lower half, drive end
14. Taper pin
15. Guide pin to fix bolted parts 24
16. Sealing ring for 17 3
17. Drain plug 2
10 18. Bearing housing, upper part, non-drive end 16
19. Sealing ring, upper half, non-drive end 17
20. Upper bearing shell, non-drive end
21. Oil ring, non-drive end
22. Lower bearing shell, non-drive end
23. Bearing housing, lower part, non-drive end 28
11 24. Sealing ring, lower half, non-drive end 29 31
25. Upper adjusting shim, drive end
26. Sealing cover, drive end
12 27. Lower adjusting shim, drive end
28. Upper adjusting shim, non-drive end
29. Sealing cover, non-drive end
13 30. Lower adjusting shim, non-drive end
3 30
2 31. Protective cap
32
32. Pressure compensation opening
16
17 d1 (mm) 80 100 120 150 180 215
d2 (mm) 140 160 170 190 210 245
a (mm) 8 8 10 15 18 22

3.3 Flange-Type Sleeve Bearing It is recommended to use a control system adjusted in

(forced lubrication system) such a manner to have an oil temperature of 15 to 20℃
in the tank and to have a preheated oil flow through the
1) Mounting cold bearings for 5 to10 minutes before starting up the
The flange bearings of these electrical machines are of machine.
the split type. Do not mix oils of different grades.
They are lubricated by an oil ring and provided
additionally for forced lubrication (Fig. 27) The necessary pressure of the oil entering the bearings
They are subject to the following instructions supple- and the oil flow rate are indicated on the data plate.
menting and modifying the operation instructions of the With the several orifice plates supplied, adjust these
machine: values when starting up the machine for the first time and
Corresponding to the operating conditions, the sleeve correct them when the bearing has attained its normal
bearings of new machines have a favorable bearing running temperature.
clearance which should not be changed. The oil in the bearing housing must not ascend over the
Scraping (spot-grinding) is not allowed not to make worse center of the lateral inspection glass.
the antifrictional qualities.
If the bearings are fitted with thermometers for checking
It is recommended that the contour of the transmission the bearing temperature, fill the thermometer well in the
element remains within the hatched range (see Fig. 27) upper bearing shell for the thermofeeler with oil to
to remove the upper part of the bearing housing for improve heat transfer and top up with oil every time the
maintenance without removing the transmission element. lubricating oil is changed.
Before the machines are aligned,the bearings should be In the case of insulated bearings, make sure that the
filled with lubricating oil (oil type is indicated on the name insulation is not bridged by the tubes.
plate of the bearing) since the machines are delivered Interrupt the electrical conductivity of the tubes near the
without oil in the bearings. bearings, e.g. by installing oil-resistant fittings of plastic
material or hoses of rubber or plastic material.
Connect the bearings to the oil pump, oil tank and cooler
before commissioning the machines.
2) Operating description
No reducers must be fitted in the piping.
Install a regulating orifice on the oil supply line to protect
NOTE
the bearing from flooding.
If the oil pump fails, the lubrication maintained by the oil Before starting, check if the bearing is filled with oil or not
to the sufficient oil level.
ring is effective for about 15 to 30 minutes, provided the
oil contained in the bearing does not drain away.
Upon stopping, the shaft rests on the lower bearing; there
To prevent this, connect the oil discharge tube on that is metal-to-metal contact.
side where the oil ring moves downward into the oil.
In addition to this, install a non-return valve in the oil During the start-up phase, the shaft rubs against the anti-
supply line. friction metal of the bearing.
As an alternative raise the level of the oil in the bearing Oil lubrication is used.
to 100 mm.
Oil discharge tubes must terminate flush with the inside After having reached its transition speed, the shaft
surface of the bearing housing to prevent the oil rings creates its oil film.
from rubbing against the tubes. At this point, there is no further contact between the
shaft and bearing.
Fill the oil tank with the lubricating oil indicated on the
CAUTION
data plate.
This oil is used for starting up the machine at an ambient Prolonged operation at extremely slow rotation speeds
temperature of above +5℃. (several rpm) without lubrication could seriously damage
for the service life of the bearing.
At lower temperatures, preheat the oil.
>>
03 Maintenance
CAUTION 4) Dismantling, assembling

value by 15 K, stop the machine immediately. CAUTION
Inspect the bearing and determine the causes.
When insulated shaft current is applied the accessories in
contact with the bearing housing must be electrically
-Alarm: 95℃
insulated.
-Trip: 100℃
When dismantling the machine, the lower part of the

Switch on the oil pump before starting up the machine.
bearing housing need not be unscrewed from the end
The use of a pump driven from the shaft of the main
shield.
machine is permitted only in special cases, such as when
When opening the bearing housing, locate on which side
the acceleration and coasting times are short.
of the machine the adjusting shims (upper and lower parts)
are installed.
3) Oil change
These shims must be installed in the same place when
Check the bearing temperature regularly.
assembling the machine.
The governing factor is not the temperature rise itself, but
Exceptions are possible, if the stator core was changed.
the temperature variations over a period of time.
Drain the oil, take off the upper part of the bearing housing
If abrupt variations without apparent cause are noticed,
and the upper bearing shell, lift the shaft very slightly and
shut down the machine and renew the oil.
turn out the lower bearing shell and the sealing rings in a
peripheral direction.
Recommended oil changing intervals are about 20,000
The oil ring can be withdrawn by holding it at an inclined
operating hours.
position to the shaft.
After the machine has come to a stand-still and the old oil
If only slight damage has occurred to the bearing surface,
is drained out of the bearings and oil tank operate the oil
it may be reconditioned by scraping as long as the
pump with kerosene for a short time and then with oil to
cylindrical shape of the bore is maintained, so that a good
clean the bearings.
oil film can form.
The lining must be renewed if more serious damage
For the oil pump, the oil tank, the cooler and the pipe
is found.
lines: Pour in the kerosene and then the oil through the
The oil pockets and grooves of the new lining or scraped
filling opening of the oil tank.
shell should be cleaned and finished with particular care
Leave the drains open from time to time until all the
(Fig. 26).
kerosene has been removed and clean oil runs out of the
bearings and oil tank.
The replacement bearing shells are delivered by the works
Then plug the drains and fill the tank with oil.
with a finished inner diameter.
Should the bearing temperature not drop to the normal
Oil rings which have become bent through careless
value after the oil change, it is recommended that the
handling will not turn evenly.
surfaces of the bearing shells be inspected.
Straighten or replace such rings.
Replace any damaged sealing rings.
� Fig. 26 Oil pockets and oil grooves
① flattened to running face

5) Lubrication oil cooler for generator bearings Front and rear chambers of lubrication oil cooler can be
Forced lubrication system may have lubrication oil cooler disassembled in case of water leakage.
for technical reason. However, lubrication oil cooler do not need any overhaul
works unless oil or water leakage happen because it
requires additional compression test when those
chambers are disassembled.
� Fig. 27 Flange-type sleeve bearing for forced-oil lubrication (examples, delivered design may deviate in details)
1. Screw plug
(thermometer mounting and oil filling point)
2. Inspection glass
3. Sealing ring for 2
2 14
5. Bearing housing, upper part, drive end 1
1 6. Cylindrical pin 3
2 4
7. Sealing ring, upper half, drive end
3
4 8. Guide pin to prevent twisting
14 18
9. Upper bearing shell, drive end
10. Oil ring, drive end 6
5
11. Lower bearing shell, drive end 19
12. Bearing housing, lower part, drive end
6
13. Sealing ring, lower half, drive end 15
7
14. Taper pin
8
15. Guide pin to fix bolted parts
8 15 20
9
17. Drain plug
18. Bearing housing, upper part, non-drive end
19. Sealing ring, upper half, non-drive end 21
20. Upper bearing shell, non-drive end
10 21. Oil ring, non-drive end
22. Lower bearing shell, non-drive end
23. Bearing housing, lower part, non-drive end
24. Sealing ring, lower half, non-drive end 22
25. Upper adjusting shim, drive end
26. Sealing cover, drive end
11
27. Lower adjusting shim, drive end 23
28. Upper adjusting shim, non-drive end
29. Sealing cover, non-drive end
12 24
30. Lower adjusting shim, non-drive end 3
31. Protactive cap 2
13 32. Pressure compensation opening
3 16
33. Oil supply tube with orifice
2 17
34. Oil discharge tube with sight glass
35. Lubrication oil cooler
16
17 28
29 31
30
32
d1 (mm) 80 100 120 150 180 215

d2 (mm) 140 160 170 190 210 245
a (mm) 8 8 10 15 18 22
>>
03 Maintenance
3.4 Rolling-Contact Bearing (series 02 and 03) 2) Regreasing
1) Mounting NOTE
Electrical machines fitted with rolling-contact bearings A common mistake is over-lubrication of bearings. When
grease is added without removing the drain plug, the
mentioned above are subject to the following
excess grease must go somewhere and usually it is forced
instructions supplementing and modifying the operating into and through the inner bearing cap and is then thrown
instructions of the machine: into the windings. Proper lubrication is desired, but some
under-lubrication is less dangerous than over-lubrication.
The locating bearings are deep-groove ball bearings for
horizontally mounted machines. Initial lubrication of the bearings is normally carried out in
These bearings may also be in pairs with cylindrical roller the works with an Alvania #2 grease satisfying the
bearings in the case of bearings is not guided radially and conditions of the running test at a test temperature of
is prevented from rotating by compression springs. 120℃ to DIN 51 806.
If a different type of grease is required, this is indicated on
The locating bearings for vertically mounted machines are the data plate, provided that the particular operating
angular-contact ball bearings of type range 72 or 73 (For conditions were given in the order.
angular-contact ball bearings with increased axial fixation,
see supplementary operating instructions). CAUTION
The floating bearings are deep-groove ball bearings or Do not mix grease of different soapbases.
cylindrical roller bearings. When changing the type of grease, clean the bearing
In the case of deep-groove ball bearings as floating beforehand using a brush with solvent.
bearings, the axial play is compensated by means of
compression springs.
NOTE
CAUTION The most widely-used solvent is gasoline: white spirit is

acceptable.
value by 15 K, stop the machine immediately.
Inspect the bearing and determine the causes. DANGER
The prohibited solvents are:
-Alarm: 100℃
Chlorinated solvent (trichlorethylene, trichloroethane)
-Trip: 105℃
which becomes acid.
Fuel-oil (evaporates too slowly).
Gasoline containing lead.
Benzine (toxic)
For regreasing, clean the lubricating nipple and press in

the grease quantity indicated on a data plate, using a
grease gun.
Keep the new grease meticulously clean.
� Fig. 28 Examples for bearing combinations
Deep-groove ball bearing

Cylindrical roller bearing
Angular contact ball bearing

The shaft should rotate during regreasing, hence the 4) Dismantling, assembling
machines need not be stopped. For working on the locating bearing in the vertical
After regreasing, the bearing temperature will rise by a position of the machine, support or discharge the rotor.
few degrees and will drop to the normal value when the
grease has reached its normal service viscosity and the It is recommended that new rolling bearings be installed
excess grease has been forced out of the bearing. as follows: Heat the ball bearings or the inner ring of the
roller bearings in oil or air to a temperature of approx 80
It is recommended that the lubricating instructions be ℃ and slip them onto the shaft.
strictly followed. Heavy blows may damage the bearings and must be
Special cases may require lubrication according to special avoided.
instructions, e.g. where there is an extreme coolant
temperature or aggressive vapours. When installing single angular-contact ball bearings, make
sure that the broad shoulder of the inner ring (and the
The old grease from several regreasing operations gathers narrow shoulder of the outer ring) in operating
in the space inside the outer bearings caps. position points upwards, i.e. in a direction opposite to
Remove the old grease when overhauling the machines. that of the axial thrust.
The model of bearing is favorably chosen for direction and When assembling the machines, avoid damage to the
size of load (type of construction, forces acting on the sealing rings.
shaft) and therefore it should not be hung. Rubber sealing rings (V-rings) should be carefully fitted
The permissible values of axial and radial forces may be over the shaft as shown the illustration.
taken from the list of machine or may be inquired about.
New felt sealing rings should be so dimensioned that the
The machines should operate in only one type of shaft can run easily while proper sealing is still effected.
construction as shown on the rating plate, because Before fitting new rings, soak them thoroughly in highly
another type of construction requires perhaps further viscous oil (normal lubricating oil N68 to DIN 51 501)
measures in addition to a modification of the model of having a temperature of approx 80℃.
bearing.
In this case an inquiry is always necessary.
5) Locating faults
The trouble shooting table 4-6 helps to trace and remove
3) Lubrication
the causes of faults as shown on page 53.
If the machines have been unused/stored for longer than Sometimes, it is difficult to assess damage to the
6 months, the existing grease shall be poured out and be bearings. In this case, renew the bearings.
replaced with new one. The replacement interval is 3
months.
>>
03 Maintenance
� Fig. 29 Floating bearings (examples, delivered design may deviate in details)
⑦
⑥
⑤
④
③
②
①
⑧
⑩
⑨
⑥
⑤
Cylindrical roller bearing
④
③
②
①
⑧
⑨
⑬
⑫
⑩
⑥
⑪
with compensation of ④
axial play ③
②
①

with compensation of
axial play, with bearing
housing brush and
intermediate ring
① V-ring 1) ⑨ Deep groove ball bearing (floating-bearing)

② Outer bearing cap 1) ⑩ Compression spring 1)
③ Circlip 1) ⑪ Bearing housing ring
④ Grease slinger 1) ⑫ Bearing housing brush
⑤ Bearing housing 1) ⑬ Cylindrical pin
⑥ Lubricating nipple
⑦ Cylindrical roller bearing 1)
⑧ Inner bearing cap with felt sealing rings 1) 1)
floating bearing side

� Fig. 30 Locating bearings (examples, delivered design may deviate in details)
�
�
�
⑥
�
�
⑭
�
�
�
Single bearing, shaft ⑥
⑭
does not pass through �
the outer bearing cap �
⑮
⑭
�
�
�
⑥ � �
⑥
Single bearing, shaft �
� �
passes through the �
outer bearing cap
� �
� �
⑭ �
� �
�
�
� � �
⑥
�
⑥ Duplex bearing, shaft �
does not pass through
the outer bearing cap �
⑮ �
⑭
⑭
Angular-contact ball Angular-contact ball

bearing placed below bearing placed below
Duplex bearing, shaft

passes through the
outer bearing cap
⑥ Lubricating nipple
⑭ Inner bearing cap with felt sealing rings 2) � Fig. 31 Fitting instructions for V-ring and oil seal for shaft
⑮ Angular-contact ball bearing
� Bearing slinger 2)
� Grease slinger 2)
� Circlip 2)
� Outer bearing cap 2)
� V-ring 2)
� Deep-groove ball bearing (locating bearing)
or angular-contact ball bearing
� Compression spring 2)
� Cylindrical roller bearing 2)
� Cylindrical roller bearing 2)
� Oil seal for shaft 1) 2) 3)
1)
floating bearing side
2)
locating bearing side
3)
special operating conditions only Single bearing, shaft does not pass through the outer bearing cap
>>
03 Maintenance
3.5 Coupling A-Type (single-bearing generators Insert shims underneath the mounting feet until the
with flanged shaft and one-part fan wheel) centering faces of the generator flange and engine
(flywheel) or gear flange are in line with the flanges being
1) Transport parallel to each other.
The following instructions supplementing and modifying
the basic operating Instructions apply to single-bearing Experience shows that less shims are required at the non-
generators of type of construction B2 or B16 which are drive end than at the drive end, since the engine coupling
coupled with diesel engines or turbines: flange is inclined by the weight of the flywheel.
Bolt the coupling flanges together while re-pressing the
For transport and assembly, the generator rotor is generator axially, lightly tighten the foot bolts, and undo
centered radially and fixed axially by means of bolted the retaining-ring halves.
retaining-ring halves fitted between the drive-end shield
(unsplit) and the shaft supporting ring (Fig. 32).
3) Checking the air gap (Fig. 34)
The ring halves should therefore not be detached before
the generator is assembled with the diesel engine or Check the air gap between the shaft supporting ring and
turbine. the drive-end shield.
The gap should be uniform all around.
If the maximum difference between the measured
� Fig. 32 Rotor locking device (example, delivered values "a max-a min" exceeds 0.3 mm, correct the gap
design may deviate in details)
by inserting or removing shims underneath the
mounting feet.
Experience indicates that the number of shims to be

inserted or removed at the non-drive end is only 50%
of the number at the drive end.
Tighten the holding-down bolts and check the web
clearance of the diesel engine.
It may be necessary to correct the air gap and the web
clearance several times.
� Fig. 33 Aligning the coupling flanges

① Drive-end shield ④ Flanged shaft
② Retaining ring half ⑤ Fixing screw for 1
③ Shaft supporting ring ⑥ Fixing screw for 3
2) Aligning the coupling flanges (Fig. 33)

Careful alignment of the coupled machines prevents
additional bearing and shaft stresses, as well as uneven
and noisy running.
It is particularly important to achieve a uniform air gap.
The machine shall be installed on a concrete foundation
or a baseframe.
� Fig. 34 Checking the air gap and the position of the rotor
Check to see that the machine seating surfaces have

been made in accordance with the drawings.
The generator should be aligned with the diesel engine or
the turbine with gearing (the prime mover should have
already been installed and aligned in accordance with the
manufacturer's instructions).
The generators are aligned and coupled as follows: Place
the generator onto the concrete foundation or baseframe.

� Fig. 35 Fixing of the retaining-ring halves after � Fig. 36 Rotor locking device (example, delivered
assembling with prime mover design may deviate in details)
Engine flywheel
housing 7 6
5
3
3 4
2
Engine
flywheel
Guide
shaft
Generator foot
5
6
4
1
① Enerator frame ⑤ Screw for ②

② Lamination plate ⑥ Screw for ①
4) Position of rotor in longitudinal direction (Fig. 34) ③ Holding devices, inside ⑦ Access cover for ③
④ Holding devices, outside
Originally, the generator rotor had been located axially
in the correct position by the bolted-on retaining-ring
halves.
Since single-bearing generators have a floating (rolling or 2) Aligning the lamination plate coupling (Fig. 36)
sleeve) bearing at the non-drive end, the axial position of Careful alignment of coupled machines prevents additional
the rotor may have been changed during alignment. bearing and shaft stresses as well as uneven and noisy
running. It is particularly important to achieve a uniform air
A check should therefore be made to ensure that the axial gap. The machine may be installed on a concrete
clearance of (6±0.8)mm between the flange faces foundation or a base frame.
of the drive-end shield and the shaft supporting ring has
been maintained. Check to see that the machine seating surfaces have been
Otherwise the stator frame should be shifted axially. made in accordance with the diesel engine (the prime
mover should have already been installed and aligned in
accordance with the manufacturer’s instructions.
5) Fixing the retaining-ring halves
Thereupon, screw the retaining-ring halves to the drive- The generators are aligned and coupled as follows:
end shield as shown in Fig. 35. Place the generator onto the concrete foundation or base
The ring joint should be vertical. frame. Align the mounting feet until the centering faces of
Close off the threaded holes in the retaining-ring halves the generator side and engine flywheel and its housing are
by means of the screws supplied, and lock the screws in line with lamination plates being parallel to each other.
with spring washers.
When coupling the generator with the engine, the outer
holding devices (No. 4) shall be removed before inserting
generator guide shaft to flywheel. After inserting the shaft,
3.6 Coupling B-Type (single-bearing generators inner holding device (No. 3) shall be removed and further
with lamination plate) coupling works carried our in accordance with standard
instructions of the engine maker.
1) Transport
The following instructions apply to the generators coupled For reference, this type of coupling does not need shim
with engine using lamination type coupling. plate under the generator.
Removed holding devices shall be stored on generator foot

For transportation and assembly, the generator rotor is
after coupling for the future transportation or repairing
centered radially and fixed axially by means of the holding
works.
devices fitted between generator frame and lamination
plates or fan assembled (Fig. 36).
3) Checking the air gap

Therefore, those holding devices must be fixed tightly
This type of coupling does not need to check air gap
inner and outer sides for sure when transport. This is for
because engine flywheel housing/ generator frame and
centering the generator rotor radially and axially.
engine flywheel/ generator rotor are directly coupled.
>>
03 Maintenance
4) Position of rotor in longitudinal direction In case of key type coupling, the axial, parallel and angular
(Fig. 37-1) tolerance are to be acceptable by coupling element property.
After generator is completely coupled, position of rotor In case of flange type coupling, coupling works should be
shall be checked in longitudinal direction by opening the carried out in accordance with standard instructions of the
bearing cover and comparing the measurement with the engine maker. (HHI alignment standard as shown on Fig. 37-3)
value, A specified inside of the cover as shown on Fig. 37-1. � Fig. 37-2 Position of rotor with axial end play
This value has been marked at the factory as required to
be kept when coupled with the engine considering
bearing gap measured.
� Fig. 37-1 Checking the position of rotor
Required dimension. A
specified inside of
bearing cover
or shaft end
� Fig. 37-3 HHI alignment standard
3.7 Coupling (double bearing generator)
1) Fitting the coupling element

The coupling element must be balanced separately before
fitting the machine shaft.
A residual unbalance of coupling element should be less
than class G 2.5 grade to ISO standard.
2) Without axial end play at bearing (Fig. 37-2)

3.8 Air Filters
The alignment must take the tolerance of the coupling
element into account. 1) Air filter cleaning period
In case of key type coupling, the axial, parallel and angular
The cleaning period depends on the site conditions.
tolerance are to be acceptable by coupling element
The cleaning of the filter is requested if the record of the
property.
stator winding temperature (using the stator winding
In case of flange type coupling, coupling works should be
sensors) indicates an abnormal increase in temperature.
carried out in accordance with standard instructions of
the engine maker. (HHI alignment standard as shown on
Fig. 37-3) 2) Air filter cleaning procedure
The filter element (flat or cylindrical) is immersed in a
3) With axial end play at bearing (Fig. 37-2) tank of cold or warm water (temperautre less than 50℃).
Use water with detergent added.
In this case, the axial position of the rotor assembly was
Shake the filter gently to ensure that the water flows
adjusted during the initial test at the factory.
through the filter in both directions.
The generators are delivered with a magnetic center

When the filter is clean, rinse it with clear water.
gauge at the drive bearing side with a groove on the shaft
Drain the filter properly (there must be no more formation
and must be kept in the rotor position during the
of droplets).
alignment with the prime mover as shown on Fig. 37-2.
Refit the filter on the machine.

CAUTION See terminal box diagram in the final specification.

The openings provide access to the terminals.
Do not use water with a temperature higher than 50℃.
Do not use solvents. The gland plates are made of non-magnetic materials in
order to avoid circulating currents if needed.
Do not clean the filter using compressed air.

Compare the supply voltage with the data on the rating
This procedure would reduce filter efficiency.
plate. Connect the supply leads and the links in
� Fig. 38 Installation for air filter accordance with the circuit diagram in the final
specification.
Pay attention to the right direction of rotation (phase
sequence in the case of three phase and polarity in the
case of direct current).
The supply leads should be matched to the rated current

[Type I] in line with VDE0100 and their cross section must not be
excessive.
The main circuit is normally connected at both sides of
the circuit bars with conductor cross sections of max.
300 ㎟ and may be made by cable lugs or when
connecting parts used in hazardous locations which are
present without any lugs.
The ends of the conductors should be stripped in such a

[Type II]
way that the remaining insulation almost reaches up to
the lug or terminal (≤5 mm).
In the case of cable lugs with long sleeves, it may be
necessary to insulate the latter to maintain the proper
clearances in air.
If using cable lugs, see that the dimension of the cable
lugs and its fastening elements (normally M12) agree with
the holes in the copper bus bar.
Use hexagon-head screws with a min. breaking point of
[Type III] 500 N/㎟ , hexagon nuts and spring elements which are
protected against corrosion according to DIN 43673.
The connection of accessories is achieved by terminal

strips.
3.9 Terminal Box
Use a 5 mm maximum screwdriver to work on the
blocking screws.
DANGER
See the terminal connection diagram in the final
High voltage
specification.
Power source must be disconnected before working on
equipment.
Failure to disconnect power source could result in injury or The supply leads－particularly the protective conductor－
death. should be laid loosely in the terminal box with an extra
Terminal box only to be opened by skilled personnel. length for protecting the cable insulation against splitting
and to prevent the terminals and circuit bars from the
1) Description tension load of the leads.
Use the attached terminal box drawing in the final
specification. They should be introduced into the terminal box through
The main terminal box of the machine is located on the cable entry fittings and sealed.
top of the machine. Protected fittings with strain－relief cleats should be used
The neutral and phase wires are connected to the copper for loose leads to prevent them from becoming twisted.
bus bar-one copper bus bar per phase and one copper Close off any unused cable-entry openings.
bus bar per neutral line (option).
>>
03 Maintenance
3.10 Disassembly of A.C. Generator (Fig. 39, 40 and 41)
� Fig. 39 For single bearing type A.C. generator
{Ⅰ}
1. Take away bolts ①, ②

2. Take away support ring (upper part) ③
3. Take away bolts ④, ⑤
Coupling Anti-coupling
4. Take away bearing upper part ⑥
side side
5. Take away bearing shell ⑦ and oil ring ⑧
6. Take away bolts ⑨ and support ring under
part ⑩
7. Take away bolts ⑪ and bearing under part ⑫
8. Take away endshield ⑬, ⑭
{Ⅱ}
9. Insert protective sheet ⑮

10. Take away bolts �
11. Draw out fan �
{Ⅲ}
12. Hang the shaft end with rope both side.

13. Shift the rotor toward anti-coupling side.
(shaft journal should be protected from
any damages by wrapping in cloth)
{Ⅳ}
14. Shift the rotor assembly to anti-coupling

side as left description.
15. Hang the rotor assembly at its center
position by the rope.
16. Take away the rope of coupling side.
{Ⅴ}
17. Take away the rotor out of the stator.

� Fig. 40 For double bearing type A.C. generator
{Ⅰ}
1. Take away bolts ①

2. Take away bolts ②
Coupling Anti-coupling
3. Take away bearing upper part ③
side side
4. Take away bearing shell ④ and oil ring ⑤
5. Take away bolts ⑥ and bearing under
part ⑦
6. Take away endshield ⑧
{Ⅱ}
7. Insert protective sheet ⑨

8. Take away bolts ⑩
9. Draw out fan ⑪
{Ⅲ}

any damages by wrapping in cloth )
{Ⅳ}

14. Take away the rope of coupling side.
{Ⅴ}
>>
03 Maintenance
� Fig. 40
41 For
For single
doublebearing
bearingwith
typelaminated
A.C. generator
plate type A.C. generator
{Ⅰ}
1. Take away bolts ①, ②

2. Take away support pieces ③
Coupling Anti-coupling 3. Take away bolts ④, ⑤
side side 4. Take away bearing upper parts ⑥
5. Take away bearing shell ⑦ and oil ring ⑧
6. Take away bolts ⑨ and bearing under
part ⑩
7. Take away end shield ⑪
{Ⅱ}
8. Insert protective sheet ⑫

9. Take away bolts ⑬
10. Draw out support ring and fan ⑭, ⑮
{Ⅲ}

any damage by wrapping in cloth )
{Ⅳ}

Take away the rope of coupling.
{Ⅴ}

3.11 Cooler 3) Stop the machine

Leak detection for a double-tube exchanger:
1) General points If a leak is detected, cut off the power supply of the water
The purpose of the cooler is to remove machine heat in/outlet lines and change to emergency operations
losses (mechanical, ohmic etc). according to Fig. 45, 47, 49 immediately.
The exchanger is located on the top of the machine. The problem must be ascertained and repaired.
Remove the two water boxes, apply a slight positive
Normal operation: pressure in the leakage chamber and between the two
The air is pulsed by a fan fixed to the synchronous tubes (only concerns double-tue coolers).
machine shaft. If a tube is damaged, plug it at both ends.
Use a tapered plug.
Description of air-water double tube exchanger Preferably the plug should be made of salt-water
The double-tube technique keeps the cooling circuit from resistant aluminium bronze or a synthetic material.
being affected by possible water leakage.
The double tube provides a high safety level.
In case of leakage, the water goes from the inside of the 4) Leak detection (float system)
internal tube to the coaxial space between the two tubes. A magnet float activates a switch located in the float case.
The water is drained axially to a leakage chamber where
it may activate a sensor. � Fig. 42 Leakage detector
An exchanger comprises a fin-tube block containing:

�a steel frame.
�a fin-tube block expanded mechanically to the tubes.
The tube bundle is roll-expanded in the end plates.
The water distribution in the tubes is provided by two
removable water boxes.
A water box is equipped with collars for fitting the inlet
and outlet lines.
Neoprene seals ensure water tightness between the
water boxes and the end plates.
2) Cleaning
The frequency of cleaning operations depends essentially
on the purity of the water used.
We recommend to inspect annually at least. 5) Cooler removal
The life of zinc block for anti-corrosion is about a year. The cooler unit is slid into its housing.
Therefore, replace it with a new one every year. It is possible to remove the cooler from the housing
Cut off the water supply by isolating the inlet and outlet without removing the water boxes as shown in Fig. 43.
lines, and drain the water. The cooler is fastened to the housing via a series of
screws on the housing.
Disconnect the leak sensor (option with double-tube Remove the water supply and return pipes.
cooler), and make sure that there are no leaks. Provide two eye-bolts to hold the cooler when it comes
Remove the water boxes on each side of the machine. out of its housing.
Rinse and brush each water box. Remove the cooler using slings that can be attached to
the connecting flanges.
NOTE
Do not use a hard wire brush as this will remove the

protective tar-epoxy layer which has formed on the 6) Cooler re-assembly
surfaces of the water boxes.
Carry out the operations of the "Cooler Removal" Fig. 43
Clean each tube with a metal scraper.
in the reverse order. Be careful to push the cooler
Rinse in soft water.
Keep the leakage chamber dry (double-tube water-cooler completely into its housing before tightening the
only) fastening screws of the cooler to the casing.
>>
03 Maintenance
3.12 Cooling-Water Failure Emergency Operation The following supplements the machine description and
the module for the closed-circuit cooling.
1) HFJ 5, 7 & HSJ 7 Type Should the cooling water supply fails, the machine can be
(1) Changing over to oepn-circuit cooling changed over to an open cooling circuit (Fig. 45), as
Generators have a facility for emergency operation if the follows:
cooling water supply fails.
� Fig. 43 Cooler removal
[Type I] [Type II ]
2
① Cover ④ Gasket for 5

② Gasket for 1 ⑤ Air to water cooling element ① Side cover ③ Cooler housing
③ Cooler housing ② Top cover ④ Air to water cooing element
� Fig. 44 Normal operation with air-to-water � Fig. 45 Emergency operation with open cooling circuit
closed-circuit cooling following failure of the cooling water supply
Drive end Non drive end Drive end Non drive end
① Air vent with cover closed. ⑤ Air vent with cover open.
② Enclosure cover. ⑥ Air cut-off plate before insertion.
③ Air vent with cover closed. ⑦ Air cut-off plate, inserted and screwed tight.
④ Air-to-water cooler. ⑧ Air vent with cover open.

The electrical version of the alternator remains (2) Changing over to closed-circuit cooling
unchanged. Operation should be changed back from emergency to
normal operation with air-to-water closed-circuit cooling
[Type I] as soon as possible in the reverse sequence described
�Open the air vents at the non drive end for the air inlet above.
and at the drive end for the air outlet (Figs. 44 and 45 -
No. 3 & 5),
�Remove enclosure or cover 2 (Fig. 44)
�Insert air cut-off plate 6 (Fig. 45) into the slot in the
raised section on the housing on the hot air side of
the cooler and secure.
[Type II]
�Open the air vents at the drive end for air inlet and at
the non drive end for air outlet (Fig. 46, No. 1 & 2)
�Remove the access cover (Fig. 47, No. 7)
�Insert air cut-off plate (No. 4) and secure inside of
cooler housing
� Fig. 46 Normal operation with air-to-water � Fig. 47 Emergency operation with open cooling circuit
closed-circuit cooling following failure of the cooling water supply
Drive end Non drive end Drive end Non drive end
① Air vent with cover, closed ⑤ Air vent, open

② Air vent with cover, closed ⑥ Air vent, open
③ Air-to-water cooler ⑦ Access cover for ④
④ Air cut-off plate
>>
03 Maintenance
2) HFJ 6, 7 & HSJ 7 Type �Detach the cover (No. 2) from the opposite side the
(1) Changing over to open-circuit cooling cooling water connections, insert the air-stop plate
On failure of the cooling-water flow, the following (No. 3) and secure with the screws provided.
operations are required to convert the generator for
emergency operation with open cooling. (2) Changing over to closed-circuit cooling
The electrical version of the generator remains Operation should be changed back from emergency to
unchanged. normal operation with air-to-water closed-circuit cooling
�Detach louvered covers (No. 4) together with the as soon as possible in the reverse sequence described
closure plates (No. 5) at the drive and non drive ends, above.
remove closure plates and attach louvered covers in
their original positions (Fig. 48).
� Fig. 48 Normal operation with air-to-water closed-circuit cooling
Drive end Non drive end
② Cover for No 1.
④ Louvered cover (emergency operation).
⑤ Closure plate.
� Fig. 49 Emergency operation with open cooling circuit following failure of the cooling water supply
Drive end Non drive end
① Air-to-water cooling element.

③ Air-stop plate (emergency operation).
④ Louvered cover (emergency operation).

04 Trouble Shooting
4.1 Excitation Part for SPRESY 15 4.2 Excitation Part for 6 GA 2491
In the case of faults, it is advisable to check the voltage DANGER

controller, excitation equipment, and main machine with
Hazardous voltage
an exciter separately. Will cause death, serious injury, electrocution or property
For troubleshooting in the thyristor voltage controller, all damage.
the leads connecting excitation equipment and thyristor Disconnect all power before working on this equipment.
voltage controller must be disconnected, and if present,
the intermediate transformers of the droop-compensating
Troubleshooting shall be carried out according to
equipment secondaries short-circuited.
Table 4-3.
In this case, the generator voltage must rise above the
maximum reference value as given under "Description".
In this case, the thyristor voltage controller is defective.
Troubleshooting should be continued according to
Table 4-2.
DANGER
Hazardous voltage
damage.
If the voltage is not induced, either the excitation

equipment, the main machine or the exciter can be
defective. Troubleshoot according to Table 4-4.
Information concerning voltage values for the thyristor
regulator module is given overleaf and assists in the
location of faults.
� Table 4-1. Excitation part

Terminal 20-14 < 30 V > 30 V
Terminal 15-14 about 1 V about 10 V about 1 V about 10 V
Fault Regulator Firing Firing Regulator
location
(Fig.14) module module module module
If the remnant should not be adequate for exciting the

generator, a D.C. voltage (6 to 24 V) must be connected
to terminals F1 and F2 (+ to F1, - to F2) for a short time.
Please note that the terminals F1 and F2 start carrying a
voltage as soon as self-excitation sets in.
When ordering spare parts please, state the type and
serial number of the generator, as they are shown on the
rating plate.
>>
04 Trouble Shooting
� Table 4-2. Fault diagnosis chart for thyristor voltage regulators
Excessive voltage drop with load

Parallel operation
Narrow voltage control range

Circulation current under lower load
Defect with control module

Fault
Voltage control impossible
Voltage increase with load

Excessive reactive current
Voltage & current hunting
Higher droop & PF drop

Lower reactive current
Defect with thyristor
Lower max. voltage
No voltage built up
Voltage hunting
kVAr hunting
Different P.F
High voltage
Low voltage
Half voltage
kW hunting
Possible cause
No wiring link � � �
Wiring link wrong point � � � � � � ● �
AVR U wrong setting � � � � � ● � �
Vr.TN wrong setting � � �
Internal defect ● � � � � � �
Discontinuity � ● � �
Power thyrister Blocking fail � �
Gate electrode fail � � �
Discontinuity � �
Measuring
Internal defect � � � � � �
transformer [T7.T8]
Wiring link wrong point � � �
Discontinuity ● � � �
Wiring link wrong point � ● � �
Reference value
Incorrect no-load setting ● ● ● �
setter [VR]
Short circuit in leads � �
Improper contact at T/B � � �
Discontinuity � � �
Series resister [R1] Excessive resistance ● � �
Lower resistance ● � � � �
Discontinuity � � � �
Intermediate
transformer [T4.T5]
Wiring link wrong point � � � � � �
Discontinuity � � � � �
Tandem Excessive resistance � � � �
potentiometer Lower resistance � �
[R2] Different resistances ●
Wiring link wrong point � � � � � � ● ●
Discontinuity ● �
Reactor [L]1
Smaller reactor gap ● �
Rectifier Discontinuity � ● � �
transformer [T6] Improper tap setting ● � ● ● ● � �
Steady rectifier Discontinuity ●
[V1] Burnt or internal defect ●
Rotating rectifier Discontinuity � � � �
Varistor Internal short circuit �
Current
transformers
Internal defect � �
[T1, T2, T3]
Setting to lower power ● ● �
+F1 & -F2 Wrong polarity �
Note: ● with high possibility, check first

� Table 4-3. Fault diagnosis chart for thyristor voltage regulators
Excessive voltage drop with load

Parallel operation
Narrow voltage control range

Crculation current under lower load
Defect with control module

Fault
Voltage control impossible
Voltage increase with load

Excessive reactive current
Voltage & current hunting
Higher droop & PF drop

Lower reactive current
Defect with thyristor
Lower max. voltage
No voltage built up
Voltage hunting
kVAr hunting
Different P.F
High voltage
Low voltage
Half voltage
kW hunting
Possible cause
No wiring link � � �
Wiring link wrong point � � � � � � ● �
AVR U wrong setting � � � � � ● � �
K, T, R47 wrong setting � � �
Internal defect ● � � � � �
Discontinuity � ● � �
Power thyrister Blocking fail � �
Gate electrode fail � � �
Measuring Discontinuity � �
transformer Internal defect � � � � � �
(AVR inside) Wiring link wrong point � � �
Discontinuity ● � � �
Wiring link wrong point � ● �
Reference value
Incorrect no-load setting ● ● ● �
setter [VR]
Improper contact at T/B � � � �
Discontinuity � � �
Series resister
Excessive resistance ● � � �
[R48]
Lower resistance ● � � �
Discontinuity � � � �
Intermediate
Short circuit in leads � � �
transformer [T4]
Wiring link wrong point � � � � �
Discontinuity � � � � �
Excessive resistance � � � �
Potentiometer
Lower resistance � �
(AVR inside) [S]
Different resistances � ●
Wiring link wrong point � � � � � ● ●
Reactor [L1]
Smaller reactor gap ● �
Rectifier Discontinuity � � �
transformer [T6] Improper tap setting ● ● � ● ● ● � �
Rotating rectifier Discontinuity � � � �
Varistor Internal short circuit �
Current
transformers
Internal defect � �
[T1, T2, T3]
Setting to lower power ● ● �
+F1 & -F2 Wrong polarity �
Note: ● with high possibility, check first
>>
04 Trouble Shooting
4.3 Main Machines and Exciters (HF. 5 and 6)
DANGER
Hazardous voltage
damage.
� Table 4-4. Fault diagnosis chart for excitation equipments, main machines and exciters
Voltage Too warm
Electric fault symptoms deviates
from rated Main
Defective rectifier
value Exciter
machine
excitation fails
wing load duty
Transformer
No load follo-
conditions
Genetator
On-load
winding
winding
winding
winding
Reactor
Stator
Stator
Rotor
Rotor
Cause
Incorrect Overload ● ● ● ● ● ● ●
service
conditions or Speed deviating from set point ● ● ●
duty under
conditions
deviating from Excessive deviation from rated power factor ● ● ● ● ● ●
order Incorrect operation, e.g.paralleling with
specifications ●
2nd generator in phase opposition
Stator ● ● ●
Main machine
Rotor ● ● ●
Inter-turn fault
Stator ● ● ●
Exciter
Rotor ● ● ●
Stator ● ● ●
Main machine
Rotor ●
Winding
discontinuity
Stator ●
Exciter
Rotor ●
Defective rotating rectifier ● ● ●
No remanence ●
Inter-turn fault ● ● ●
Transformer
Winding discontinuity ● ● ●
Inter-turn fault ● ● ●
Single-phase
current transformer
Faults on Winding discontinuity ●
excitation
equipment Inter-turn fault ● ● ● ●
Reactor
Winding discontinuity ● ● ●
Capacitor Open or short circuit ● ● ●
Defective rectifier ● ● ●

4.4 Bearing Part
DANGER
Hazardous voltage
damage.
� Table 4-5. Sleeve bearing

Defects
Possible cause Oil Large Remedy

Bearing Bearing Oil in
discolours temperature
overheats leaks machine
quickly variations
Oil aged or dirty ● ● Clean bearing housing; renew oil

Oil ring does not rotate evenly ● ● ● Straighten and deburr the ring or renew it
Excessive axial thrust or radial load ● ● Check alignment and coupling
Too little crest clearance 1) ● ● Rescrape bearing surface
Oil grooves too small or not wedge-shaped ● ● Refinish the oil grooves
Oil viscosity too high ●
Check Viscosity; change oil
Oil viscosity too low ● ●
Defective bearing surface ● ● Renew lining
Defective seals ● Renew seals
Incorrect oil discharge from sealing rings ● Clean return openings and grooves
Bearing too cold during start-up ● ● Preheat the bearing or oil
Gap between sealing cover and shaft too large ● Bush or replace the cover
Pressure compensation opening clogged ● Clean compensation opening
Forced-lubrication system failure ● ● Inspect system
Oil flow too high ● Readjust the flow rate; check oil discharge
1) Crest clearance = Inside diameter of bearing shells minus diameter of shaft.
� Table 4-6. Roller bearing

Defects
Possible cause Bearing Bearing Oil in Remedy

overheats leaks machine
Felt sealing rings pressing on shaft ● Fit rings better into grooves or replace them
Strain applied from coupling ● Improve alignment of machine
Excessive belt tension ● Reduce belt tension
Bearing contaminated ● Clean or renew bearing, inspect seals
Ambient temperature higher than 40℃ ● Use special high-temperature grease
Lubrication insufficient ● ● Lubricate according to instructions
Bearing canted ● ● Check mounting conditions, install outer ring with lighter fit
Too little bearing play ● ● Fit bearing with larger play
Bearing corroded ● ● Renew bearing, inspect seals
Scratches on raceways ● Renew bearing
Scoring ● Renew bearing, avoid vibration while at a standstill
Excessive bearing play ● Install bearing with smaller play
>>
04 Trouble Shooting
4.5 Operating Procedure & Check Sheet for Exampls)

Trouble Shooting �Full load zero (0) power factor = 4％ droop.
�Full load rated power factor (0.8 P.F) = 2.4％ droop.
DANGER �Unit power factor (1.0 P.F) = Generator voltage
is not dropped.
Hazardous voltage
damage.
Disconnect all power before working on this equipment. 2) Parallel running (for manual synchronizing)
① After load testing of each generator, start No. 1 single
running and proceed to items ① ,② ,③ ,⑤ and ⑥ of
1) Single running
4.5 1)
① Start No.1 Engine at its rated speed.
② If the synchro scope indicates a synchronized position,
② Adjust No.1 generator voltage to its rated value at
insert the No. 2 circuit breaker carefully.
no-load using reference value setter (V.R), which is
mounted on control panel side. After adjusting the NOTE
voltage to its rated value, check the generator voltage
using a digital tester at switch board side. If synchronization fails, the generator can be damaged by
a transient current.
③ Repeat ① and ② of 4.5 1) for No. 2, No. 3 and No. 4
Please refer to synchronizing instructions of the switch
generators. board maker.
④ After completion of the no-load setting, read the
indicated value on the panel and record the results
③ Increase the load constantly from zero (0) to a rated
according to Table 4-7.
load.
⑤ Circuit breaker 'ON'.
④ Record the results according to Table 4-9.
⑥ Increase the load constantly from zero (0) to a rated
load (as much as possible) and record the results
NOTICE
according to Table 4-8.
⑦ Repeat ⑤ and ⑥ of 4.5 1) for No. 2, No. 3 and No. 4 A. Parallel running of No. 3 and No. 4 generator:
generaters. The method is the same as No. 1 & No. 2.
B. If the power factor and KVAR are unbalnced after
⑧ In general, the droop compensating method is used for
completion above the procedure, consult the generator
our generators for parallel running.
manufacturer using Table 4-9.
Generator voltage should be dropped in proportion to
the magnitude of the load.
� Table 4-7. Single running

Item Ship No. No. 1 No. 2 No. 3 No. 4 Notes
R.P.M. or Hz
Voltage
※ After match the no-load voltage of each generator, don’t adjust generator voltage (before, during and after parallel running)
� Table 4-8. Single running

Item Ship No. kW Volt (V) R.P.M. (Hz) Current (A) Power Factor Notes
EACH
GEN.
(No. 1, 2...)
� Table 4-9. Parallel running

Item Ship No. kW Volt (V) R.P.M. (Hz) Current (A) Power Factor Notes
No.1 & No.2, / / /
No.1 & No.3, / / /
No.1 & No.4, / / /
each condition. / / /
, , , , , , , , ,
No.1,
, , , , , , , , ,
No.2,
, , , , , , , , ,
No.3 & No.4,
, , , , , , , , ,

Memo
>>
HHIS-WZ-RE-O05-09, 2013. 02 Designed by ADPARK
www.hyundai-elec.com
Head Office 1000, Bangeojinsunhwan-doro, Dong-gu, Ulsan, Korea

Tel: 82-52-202-6601, 6609, 6611~13 Fax: 82-52-202-6995
Seoul 75, Yulgok-ro, Jongno-gu, Seoul, Korea
(Sales & Marketing) Tel: 82-2-746-7621, 8568 Fax: 82-2-746-7679
Atlanta 6100 Atlantic Boulevard, Norcross, GA 30071, USA
Tel: 1-678-823-7839 Fax: 1-678-823-7553
London 2nd Floor, The Triangle, 5-17 Hammersmith Grove London, W6 0LG, UK
Tel: 44-20-8741-0501 Fax: 44-20-8741-5620
Moscow World Trade Center, Ent. 3# 1902, Krasnopresnenskays Nab. 12, Moscow, 123610, Russia
Tel: 7-495-258-1381 Fax: 7-495-258-1382
Madrid Paseo De La Castellana 216, Planta 0, 28046 Madrid, Spain
Tel: 34-91-732-0454, 733-6069 Fax: 34-91-733-2389
Tokyo 8th Floor, North Tower Yurakucho Denki Bldg., 1-7-1 Yuraku-cho, Chiyoda-ku, Tokyo 100-0006, Japan
Tel: 81-3-3211-4792 Fax: 81-3-3216-0728
Osaka I-Room 5th Floor Nagahori Plaza Bldg. 2-4-8 Minami Senba, Chuo-ku, Osaka, 542-0081, Japan
Tel: 81-6-6261-5766~7 Fax: 81-6-6261-5818
Mumbai 5th Floor, East Quadrant, The IL & FS Financial Centre, Plot No. C-22, G-Block,
Bandra-kurla Complex, Bandra(E), Mumbai 400 051, India
Tel: 91-22-2653-3420~26 Fax: 91-22-2653-3429
Riyadh Office No. 230, 2nd Floor, 4th Akariya Plaza Olaya Street, PO Box 8072, Riyadh 11485, Saudi Arabia
Tel: 966-1-464-4696 Fax: 966-1-462-2352
Dubai Unit 205, Building 4, Emaar Square, Sheikh Zayed Road, Pobox 252458, Dubai, UAE
Tel: 971-4-425-7995 Fax: 971-4-425-7996
Kuwait 15th Floor, Al-Sour Tower, Al Sour Street, Al-Qiblah, Kuwait
Tel: 965-2291-5354 Fax: 965-2291-5355
Sofia 1271, Sofia 41, Rojen Blvd., Bulgaria
Tel: 359-2-803-3200, 3220 Fax: 359-2-803-3203
Montgomery 215 Folmar Parkway, Montgomery, AL 36105, USA
Tel: 1-334-481-2000 Fax: 1-334-481-2098
Vladivostok 15, str. Potemkina, Artem, Primorskiy Krai, 692760, Russia
Tel: 7-423-201-0110 Fax: 7-423-201-0110
Yangzhong No.9 Xiandai Road, Xinba Scientific and Technologic Zone, Yangzhong, Jiangsu, P.R.C. Zip: 212212, China
Tel: 86-511-8842-0666, 0212 Fax: 86-511-8842-0668, 0231
Your Notes :
08031-0D/H5250/94.09.07
Index
Page 1(1)
Specific Plant Information 519
L23/30H
Description
Resilient Mounting of Generating Sets -------------------------------------------------------519. 03 (13)
Working Card
Fitting Instructions for Resilient Mounting of GenSets ----------------------------------- 519- 03. 00 (27H)
Replacement of Conicals ------------------------------------------------------------------------519- 03. 05 (01H)
Maintenance of Conicals ------------------------------------------------------------------------ 519- 03. 10 (01H)
Plates
Flexible External Connections -------------------------------------------------------------------------51902- 01H

Conical Element -------------------------------------------------------------------------------------------51903- 01H
Your Notes :
08031-0D/H5250/94.09.07
Working card 519-03.05
Page 1 (2) Replacement of Conicals Edition 01H
L23/30H

Shut-off fuel oil
Stopped lub. oil circulation
Description:
Replacement of conicals.
Hand tools:
Starting position: Ring and open-end spanner, 22 mm

Ring and open-end spanner, 30 mm
Safety precautions. Hydraulic jack
Related procedure:
Fitting instructions for resilient mounting.
Manpower: Spare and wearing parts:
Working hours : xxx hours Plate No Item No Qty/

Capacity : 2 men
08028-0D/H5250/94.08.12
Data:

96.03 - EO0S-G
519-03.05 Working card
Edition 01H Replacement of Conicals Page 2 (2)
L23/30H
Replacement of Conicals
1. Loosen all conicals in one side. 3. Lift the GenSet until the steel shim can be
removed. This will give enough space for removing
damaged conical.
2. Mount a jack under the base frame, see fig
1.
4. Mount the GenSet conical.
Note! Conicals should only be replaced in pairs, see

fig 2 and plate 51903.
5. Lower the GenSet again.
6. Repeat items 1-5 for the other side.
7. Adjust the conicals, see Working Card 519-

03.00 "Fitting Instructions for Resilient Mounting of
GenSet.
Fig 1 Removal of conicals
08028-0D/H5250/94.08.12
Fig 2 The conicals must be pairs
96.03 - ES0S-G
Working Card
Maintenance of Conicals 519-03.10
L23/30H

Shut-off fuel oil
Description:
Control and adjustment of conicals.

Hand tools:
Ring and open-end spanner.

Feeler gauge, 1-2 mm.
Hexagon socket key 6 mm.
Starting position:
Related procedure:
Check of crankshaft deflection (autolog).
Manpower: Plate no Item no Qty/

08028-0D/H5250/94.08.12
Working time : 2 hours

Capacity : 1 man
Data:

96.27 - EO0S-G
519-03.10 Maintenance of Conicals Working Card
L23/30H
1. Visual Check 2.2. Result of Clearance Check
1.1. What to Check If Then
everything is OK check is completed

Check for oil deposits on the rubber element.
Check for loose mounting bolts. everything is not OK adjust conicals which do not com-
Check for damage in the rubber element. ply with the clearance demands
acc. to item 2.3. Recheck all con-
cals acc. to item 2.1.
1.2. Result of Visual Check
everything is still not OK replace conical acc. to
If Then
everything is OK continue to next conical

2.3. Adjustment of Conicals
oil deposits on rubber clean rubber element
element are observed a. Remove protective cap (No 10).
loose mounting bolts fasten mounting bolts
b. Remove fixing bolt (No 9) and top locking ring
damage to conicals replace conical according to (No 7).
is observed Working Card 519-03.05
c. Turn buffer clockwise until it makes contact
with the steel shim (No 1).
2. Clearance Check
d. Turn buffer anti-clockwise until it makes contact
2.1. What to Check with the conical base casting (No 2). This must be
done in four full rotations.
Check clearance on all conicals between steel shim
and internal buffer through the slot in the base e. Turn buffer two full rotations clockwise. This
casting of the conical (see fig 1) with a feeler gauge will ensure full vertical movement for the buffer.
of approx. 2 mm.
f. Check all conicals again.
g. Replace top locking ring, fixing bolt and protec-

tive cap etc.
08028-0D/H5250/94.08.12
Fig 1 Conical
96.27 - EO0S-G
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (2) Flexible External Connections 51902-01H
L23/30H
Item
Figure Designation Connection
No
Waste oil, outlet A3 018
Nozzle cooling oil, inlet A7 031
Nozzle cooling oil, outlet A8 043
Lubricating oil from separator, C3 055

inlet
Lubricating oil to separator, C4 067

outlet
Back flush from full-flow filter, C9 079

inlet
Lub. oil from by pass filter, C11 080

inlet
Lub. oil to by pass filter, outlet C12 092
Lub. oil overflow C15 102
Lub. oil supply, inlet C16 114
Venting to expansion tank F3 126
HT fresh water from preheater, F5 138

inlet
HT fresh water to preheater, F6 151

outlet
Fresh water for filling/draining F7 163
Inlet from expansion tank F15 175
Compressed air, inlet K1 187
Control air, inlet K2 199
Fuel oil, inlet A1 209
Fuel oil, outlet A2 210
96.03 - ES0S-G
Plate
51902-01H Flexible External Connections Page 2 (2)
L23/30H
Item
Figure Designation Connection
No
Oil vapour discharge, outlet C13 222
Lubricating oil from full-flow C7 234

filter, inlet
Lubricating oil to full-flow filter, C8 246

outlet
HT fresh water, inlet F1 258
HT fresh water, outlet F2 271
LT fresh water/raw water, G1 283

inlet
LT fresh water/raw water, G2 295

outlet
Seawater, Inlet G3 305
Seawater, outlet G4 317
96.03 - ES0S-G
Plate
Page 1 (2) Conical Element 51903-01H
L23/30H
08028-0D/H5250/94.08.12
Note! When ordering be aware that conical elements Bemærk! Ved bestilling af conicals elementer
always should be replaced in pairs. State manufac- skal
turing No of existing conical elements. conicals elementer altid udskiftes parvis. Opgiv fabri-
kationsnr. på eksisterende conicals elementer.
96.03 - EO0S-G
Plate
51903-01H Conical Element Page 2 (2)
L23/30H
Item Item
No Qty Designation Benævnelse No Qty Designation Benævnelse
013 4/M Screw Skrue
025 4/M Washer Skive
037 1/M Conical element Konisk understøtning
049 4/M Adjusting screw Justerskrue
050 1/M Protecting cap Beskyttelseskapsel
062 1/M Fixing ring Fiksering ring
08028-0D/H5250/94.08.12
Qty/M = Qty/Conical mounting. Antal/M = Antal/Conical montering.
96.03 - EO0S-G
Index
Page 1(1)
Tools 520
L23/30H
Description
Introduction to Spare Part Plates for Tools ------------------------------------------------- 520. 01 (01H)
Working Card
Function of the Hydraulic Tools ---------------------------------------------------------------- 520-. 01. 05 (02)

Application of Hydraulic Tools for Connecting Rod --------------------------------------- 520-. 01. 06 (03H)
Application of Hydraulic Tools for Cylinder Head and Main Bearing ----------------- 520-. 01. 06 (04H)
Hand Lever Pump --------------------------------------------------------------------------------- 520-. 01. 07 (01)
Maintenance of Hydraulic Tools --------------------------------------------------------------- 520-. 01. 10 (01H)
Tightening with Torque Spanner ---------------------------------------------------------------520-. 01. 15 (01H)
Tool Combinations for Tighteningof Connecting Rod Screws --------------------------520-. 01. 20 (01H)
Max Pressure Indicator -------------------------------------------------------------------------- 520-. 01. 25 (01H)
Plates
Your Notes :
08031-0D/H5250/94.09.07
520.01
Introduction to Spare Part Plates for Tools
Description
L23/30H
V28/32S
The contents of these spare part plates with tools However, some tools such as torque spanners, hy-
are a summary of STANDARD TOOLS for normal draulic tools etc. may also have other applications.
maintenance and EXTRA TOOLS for reconditioning, Information about the exact use of the tools appears
which can be supplied by MAN B&W Diesel A/S, from the relevant sections in the instruction book.
Holeby. Thus, the list comprises the total extent of
tools available for this engine type. Note: The table on the spare part plates is marked
with an S or an E. An S means that the tools are
For each specific plant the amount of tools delivered supplied when ordering Standard tools and an E
depends of the contractual specifications. means that the tools are supplied when ordering
Extra tools, i.e. Tools for Reconditioning (extra tools
The tools listed are assembled in sections corres- are not standard delivery)
ponding to the chapters of the instruction book.
96.03 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Page 1 (7) Function of the Hydraulic Tools Edition 02
General

Shut-off fuel oil
Safety hints and function of hydraulic tools.
Starting position
Application of hydraulic tools 520-01.06
Related procedure

08028-0D/H5250/94.08.12

Capacity : men
Data

99.43 - ES0
Edition 02 Function of the Hydraulic Tools Page 2 (7)
General
Function of the Bolt Tensioning Device 8. The operation and handling of the device are
to be carried out by expert staff only.
In order to achieve an optimal result with one or
several devices, some rules have to be considered. 9. The given max. operation pressure is not to
We expressly point out that a conscientious handling be exceeded in any case and is to be watched
of the device as well as the accessories is of high- at the manometer of the pressure generator
est importance. To ignore these rules or separate during the complete tensioning or loosening
hints means danger to life or danger of injuries! See procedure. When having achieved the given
Safety Hints. pressure, stop the pressurization immedi-
ately.
Safety Hints 10. During the pressurization when tensioning or

loosening the bolt connection, always watch
Beside regarding the general accident-prevention the admissible stroke of the device. Exceed-
rules, the safe handling of the device and the hydraulic ing this stroke is connected with insufficient
accessories demand especially the consideration of generating of tensioning force because the
the following hints. When disregarding even single device is tensioned in itselve or the hydraulic
items, you can cause danger to life and/or danger pressure is bleeded automaticly.
of injuries!
11. On principle, when connecting high-pressure
1. When leakages occur during the pressuriza- hoses it has to be taken care that the connec-
tion, bleed pressure immediately and seal the tions are correct (see also separate hints).
leakage or replace defect parts.
12. The hydraulic hoses have to be installed in a
2. In case of repair, use exclusively original spare way that they are not run over by vehicles or
parts. Inexpert substitution of damaged parts unnecessarily walked over by people. Never lay
by non-original spare parts is prohibited. hoses across sharp objects (danger of cuts)
and never bend or jam them in.
3. All assembly parts are to be handled in corre-
spondence to the working cards only. A change 13. Never hold or transport the device by using the
in the procedure or another operation of the high-pressure hoses.
device is not allowed.
14. An incorrect working manometer that doesn´t
4. Make sure that the components to be tensioned show the right pressure leads to overstressing
do not exceed the admissible strain. of the parts and to an incorrect bolt connec-
tion. Apart from damaged parts an incorrect
5. In order to use the device, the thread has to bolt connection can also cause conditions that
be sufficiently exceeding in order to avoid that are danger to life. Therefore take care that
the turn of a thread cracks, see item 4. the manometer shows the right value or the
tensioning force is checked in an other way
08028-0D/H5250/94.08.12
6. During the pressurization the people involved (for example by using a master manometer).
have to remain in an appropriate distance. Tensioning forces can be checked for example
Staying in direction towards the bolt axis is by measuring the linear deformation. Damaged
forbidden. manometers have to be exchanged immedi-
ately.
7. Tensioning pressures or tensioning forces are
to be given or changed by authorized personnel
only while considering the admissible compo-
nent loads, see item 4.
99.43 - ES0
General
Working Hints
In order to achieve a bolt connection of high precision,

it is vital to consider the following working hints:
- Prior to setting the device, clean all threads and

remove possible damages in order to avoide
a “freeze on”.
- The base plate for the device must be plain

and free of dirt. Further check the squareness
towards the bolt axis in order to avoid that the
bolt has a bending stress during the pressuri-
zation (tensioning).
- The stroke of the device may not at any point

be exceeded.
- For transporting the device it is necessary to

uncouple all high-pressure hoses. Fig. 1. Turnable connection unit.
- After each pressurization, bring the device

back to zero, see also Piston Return Stroke. Exchange of the Seals
Should leakages show up at the connection unit, it

Turnable Connection Unit might be necessary to exchange the seals.
For doing so, loosen the securing ring and take the
In order to simplify the connection of the hydraulic disc off the bolt nipple. Having removed the seals,
hose, a turnable connection unit is mounted on clean the components with fluff-free cleaning material.
some devices. You can also apply compressed air. Having checked
The turnable connection unit consists of the follow- the components for damages and oiled them slightly,
ing components: apply new seals by help of the entry guide and reas-
semble the turnable connection unit.
- bolt nipple
- disc Hint: - For the cleaning, never use aggressive
- seal cleaning liquids.
- securing ring - For oiling the parts, use exclusively hydraulic
oil.
Furthermore, an entry guide is available or contained - For replacements, use exclusively new
08028-0D/H5250/94.08.12
in the scope of supply, see fig.1. seals.
Coupling of the High-Pressure Hoses
- Only couple when the hydraulic system is in a

pressureless condition.
- To produce a high-pressure connection, put

one coupling and one nipple into each other
while the coupling socket is pulled back. When
letting the coupling socket go, there is a form
fit barring the connection.
99.43 - ES0
Edition 02 Function of the Hydraulic Tools Page 4 (7)
General
- By drawing the hose with a manual force of that the max. admissible stroke of the device is not
about 100 N make sure that the connection is exceeded. Beside that, it has to be ensured that the
correctly barred. cylinder and the support sleeve remain centrically
towards each other (consider centering shoulder).
- For decoupling the high-pressure hose in
a pressureless condition, first pull back the Having made all hydraulic connections correctly,
coupling socket and then take off the hose. see fig. 2, start the pressurization for the tensioning
procedure. If the necessary pressure is achieved
stop pressurization. The inducted force causes the
bolt to extend or an edging of the components to
be tensioned so that the main nut is lifted from the
flange. Screw it back to the flange, see fig. 3. Check
by help of a feeler gauge leaf whether the main nut
really fits tight to the flange. After that, bleed hydraulic
pressure. Now the connection is tensioned.
Fig. 2. Coupling of the high-pressure hoses. Having brought the piston to its zero position, see fig.
4, the hydraulic hoses can be decoupled. In order to
prevent impurities, it is advisable to close coupling
Hoses with fast-lock coupling sockets avoid, also sockets and coupling nipples at once by protecting
when uncoupled, that oil runs out. When the hoses caps. The device can be unscrewed from the bolt.
get heated, there can be an inside pressure in the
uncoupled condition making a coupling impossible. ● Always consider the safety and working
By loosening one screw connection (see fig. 2) the hints!
pressure can be bleeded
- To avoid a contamination use protecting caps Loosening Procedure

for the sockets.
In order to loosen an existing bolt connection, screw
the device onto the bolt. First put the support sleeve
Tensioning Procedure on the bolt and align it centrically to the bolt axis.
When screwing on the device take care that the
Prior to the tensioning procedure make sure that support sleeve at the cylinder is correctly centered
the components to be tensioned are correctly posi- (consider centering shoulder).
tioned towards each other. Then screw the device
onto the bolt. The piston of the device must be at its zero position.
Having screwed the device down until the support
First put the support sleeve on the bolt and align it sleeve or the support cylinder fits tight to the flange,
centrically to the bolt axis. When screwing on the de- turn back the device by at least the value (slit meas-
vice take care that the support sleeve at the cylinder
08028-0D/H5250/94.08.12
ure) which the bolt and the components spring back

is correctly centered (consider centering shoulder). elastically during the loosening procedure.
Screw the device until the support sleeve or the sup- Hint: The adjusted slit measure may never exceed
port cylinder fits exactly to the flange. The piston of the admissible stroke of the device! Furthermore,
the device must be at its zero position. Furthermore, take care that the window for the adjusting rod are
take care that the hydraulic connector and the window well accessible.
for the adjusting rod is well accessible. Having made all hydraulic connections correctly, see
If necessary, turn back the device, but make sure fig. 2, start the pressurization.
99.43 - ES0
General
During the pressurization, a slight turn-back momen- Hint:
tum is applied to the main nut with the adjusting rod.
At the moment, when the main nut can be loosened, a) Should it be impossible to unscrew the device
interrupt the pressurization. Should it not be possible after the depressurization, it has been turned
to loosen the main nut when achieving the original back by a too low measure prior to the pres-
tensioning pressure, interrupt the pressurization im- surization. Pressurize again until the original
mediately. Find the cause with expert staff. tensioning pressure is reached, turn the main
nut and bleed the pressure again (tensioning
Having achieved the loosening pressure, turn back procedure). Now you can turn back the device
the main nut by the value that the bolt and the com- further. (Attention: consider the admissible
ponents spring back during the loosening procedure. stroke of the device!) Now repeat the loosening
The slit measure, however, must be lower than the procedure explained above.
slit measure adjusted at the device before, see also
hint b. b) Should it be impossible to loosen the main nut
after the depressurization, it has been turned
The main nut may never be turned back until it fits back by a too low measure prior to the pres-
to the piston or the cylinder since then the device surization. Pressurize again and turn the main
can be tensioned in itself. nut further back. Bleed the pressure again.
Having turned back the main nut, the pressure can Hint: Never screw the main nut back until it fits to
be bled. The bolt connection is loosened. Before the piston since the device can be tensioned
unscrewing the device, bring the piston back to its in itself.
zero position, see fig. 4. After that, the hydraulic hoses
can be decoupled. In order to prevent impurities, it
is advisable to close coupling sockets and coupling Adjustment and Turn Back of the Main Nut
nipples at once by protecting caps. The device can
be unscrewed from the bolt. During the pressurization of the device, the bolt
is being extended by the tensioning force and the
● Make sure that no operational forces (e.g. components are being edged. The result is that the
inner pressure) affect the components to be main nut does no longer fit to the flange.
loosened since only part of the bolts take over
these forces and thus the bolts, which are not Having achieved the necessary pressure, adjust the
yet loosened, might be overburdened. main nut - when tensioning - until it fits to the flange
again before bleeding the pressure, see Tensioning
● The pressure when the main nut can be loos- Procedure. When loosening the bolts, turn back the
ened may never exceed the tensioning pressure main nut after the pressurization according to the
by help of which the connection was tensioned! bolt and component deformations, (see Loosening
Should it not be possible to loosen the main nut Procedure.
when reaching the original tensioning pressure
08028-0D/H5250/94.08.12
interrupt the pressurization immediately. Find Hint: During the loosening procedure, never turn
the cause with expert staff. back the main nut until it fits to the piston or the
cylinder since the main nut sticks after the depres-
● Always consider the safety and working surization.
hints!
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.
99.43 - ES0
520-01.05 Function of the Hydraulic Tools Working Card
General
During the piston return stroke, considerable back-
pressures can occur in the piston area of the device
since quite large quantities of oil have to flow back
through the small cross sections of the high-pres-
sure connections.
In order not to unnecessarily increase the force for

the piston return stroke turn the piston slowly. On
principle the piston of the device has to be pushed
back until it fits to the cylinder again.
Exchange of the Seals

Fig. 3 Adjustment and turn back of the main nut.
Should leakages occur at the piston of the device,
an exchange of the seals might be necessary.
Piston Return Stroke Drive out the piston by carefully beating with a hammer
while using a plastic spacer in order to protect the
After each pressurization it must be ensured that device from unnecessary damages. After removing
the piston of the device is brought back to its zero the hydraulic connector, you can also carefully lead
position. On principle, it has to be considered that compressed air into the piston area.
hydraulic oil is being displaced from the piston area.
In order to enable the oil to flow back to the tank of Attention: Sudden input of compressed air can lead
the pressure generator, the corresponding hydraulic to the piston’s uncontrolled outlet.
connections must be done. After removal of the piston, the seals and the backup
rings can be removed from the piston and the cyl-
The piston return stroke is done by a screw-down at inder.
the bolt itself before the device is taken off.
Carefully clean the components with fluff-free mate-
Hint: When using fast lock coupling elements, the rial and check them for damages. If necessary, use
oil’s running out and thus a piston return stroke in compressed air for the cleaning, but never aggres-
an uncoupled condition is impossible! sive cleaning liquids. After that, slightly oil these
components with hydraulic oil and assemble new
backup rings as well as new seals to the piston and
the cylinder according to the drawing.
08028-0D/H5250/94.08.12
Fig. 4. Piston return stroke.
Fig. 5. Exchange of the seals.
99.43 - ES0
General
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 putting
the components together. By slightly hammering 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 assembling
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 necessary,

but you should consider the following points:
a) Storage
After each operation, repair possible damages and

clean the device in order for it to be ready for the
next operation immediately. In order to avoid a cor-
rosion 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 protec-
tion from mechanical damages.
The temperature must be between -20 C and +70 C
in order to exclude a damage of the seals.
b) Start-up of the device
Prior to the device’s operation, repair possible dam-

ages and clean the device.
08028-0D/H5250/94.08.12
Check the components of the device and its acces-

sories for completion.
The operating manual has to be read by all users.
99.43 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Page 1 (2) Application of Hydraulic Tools for Connecting Rod Edition 03H
L23/30H

Shut-off cooling water See page 2
Shut-off fuel oil
Application of hydraulic tools for connecting

rod.
Starting position
Function of hydraulic tools 520-01.05
Related procedure

08028-0D/H5250/94.08.12

Capacity : men
Data

00.20 - ES0
Edition 03H Application of Hydraulic Tools for Connecting Rod Page 2 (2)
L23/30H
This working card gives the information for applica-
tion of hydraulic tools, to be used in connection with
08028-0D/H5250/94.08.12
Fig 1 Connecting rod.
00.20 - ES0
Working Card Application of Hydraulic Tools 520-01.06
Page 1 (2)
for Cylinder Head and Main Bearing Edition 04H
L23/30H

Shut-off cooling water See page 2
Shut-off fuel oil
Application of hydraulic tools for cylinder head

and main bearing.
Starting position
Function of hydraulic tools 520-01.05
Related procedure

08028-0D/H5250/94.08.12

Capacity : men
Data

00.20 - ES0
520-01.06 Application of Hydraulic Tools Working Card
Page 2 (2)
Edition 04H for Cylinder Head and Main Bearing
L23/30H
This working card gives the information for applica-
tion of hydraulic tools, to be used in connection with
Please note:
The numbers refer to the
plate items in section 520.
08028-0D/H5250/94.08.12
Fig 1 Hydraulic tools.
00.20 - ES0
Page 1 (4) Hand Lever Pump Edition 01
General

Shut-off fuel oil
Application of hydraulic tools.
Starting position
Related procedure

08028-0D/H5250/94.08.12

Capacity : men
Data

08.35 - ES0
Edition 01 Hand Lever Pump Page 2 (4)
General
Warning: The hand lever pump is not equipped with Initial Start-up and Venting
a pressure relief valve.
Never use the pump without a mounted manometer. In general and venting
Always pay attention to the given pressure of the
connected pressure consumers. Do never exceed Please make sure that all parts of the pump, espe-
this pressure or the max. pressure of the hand lever cially the manometer and the pressure port, are in a
pump. perfect condition. Defect parts are to be exchanged
against new ones immediately.
Important: Except for hydraulic oil, never use different
liquids such as petrol, water, diesel oil, alcohol or brake Turn the carrying handle with counter-clockwise
liquid, since these can lead to damages or even to rotation out of his fixing. Then turn it into the hand
destruction of the pump and/or the parts connected lever of the pump against the stopping face.
with it. Choose a place of assembling and operation
where the pump can always stand safe and firm on Attention: If the carrying handle is not srewed-in
a horizontal plain. There should always be sufficient into the hand lever, it can cause injuries while using
space for operating the pump. the pump.
Never handle the pump lever with oiled hands and
never use hand lever extensions. Never expose the Open the oil filler cap and check the oil level. If nec-
pump to great heat, fire or extreme coldness, since cessary, fill up the tank with hydraulic oil according
this leads to damages or even destruction. Protect to IS0 VG 32. Never overfill the tank. Close the oil
the pump from falling objects and avoid hard blows filler cap.
or pushes. Open the tank breather with the square wrench
(included in the scope of supply) by about one turn.
Attention - Danger to life Now loosen the breather screw at the pump on the
Check the manometer of the pump for the needed left side on the pump housing with an allen key SW
hydraulic pressure, given by an authorized person, 2,5 by about one turn. Close the depressurization
not to be exceeded. Make sure that the pressure valve tightly. Seal the nipple on the pump with a hose
you want to generate is also admissible for all con- and pump at the hand lever until oil flows out of the
nection parts. breather screw bladder-free. Only then are you al-
lowed to close the breather screw. The pump is now
All pressure connections and connecting elements vented and ready for operation.
have to be clean and undamaged. High-pressure
connections from the pump to the tools have to be After each operation and for the transport, close
established correctly prior to any pressurization. the tank breather in order to avoid the hydraulic oil’s
Disregard leads to danger to life. Please see working running out.
card 520-01.06.
Attention - Danger on injuries Pressurization

Loads being lifted by the pump may never be held
by the pump valves alone. Use additional non-return - Open the tank breather with the square wrench
08028-0D/H5250/94.08.12
valves or safety relief valves and secure the load by approx. one turn.
sufficient support against falling.
Remark: The pump is only to be operated with open
tank breather.
- Close the depressurization valve at the pump

when turning clockwise by handoperation.
08.35 - ES0
Page 3 (4) Hand Lever Pump Edition 01
General
Remark: The depressurization valve is designed Below of the pressure relief valve is an adjusting screw
for manual operation. The use of any tools at the with inner hexagon (wrench size 10 mm). Turning out
depressurization valve could cause damages of the counter-clockwisely the adjusting screw minimizes
valve or the valve seat. the change-over pressure, turning in clockwise ma-
ximizes the change-over pressure.
- Pump at the hand lever until the wanted pres-
sure is achieved. Check the pressurization Attention: Inside of the adjusting screw is another
at the manometer and take care of possible grub screw with inner hexagon (wrench size 4 mm) to
leakages. limit the stroke of the change-over piston inside of
the pump block. It is absolutely necessary, to screw
Remark: The pump works with two stages. The out the grub screw approx. 2 times before turning
change from the first stage to the second stage the adjusting screw!
happens automatical at a system pressure of about
30 bar. The regulation of the adjusting screw follows gra-
dually in approx. 10° - steps. After everv adjusting
Attention: The pump is not equipped with an internal step the grub screw is to screw in until it fits closely
pressure relief valve.The use of a manometer and the and approx. a l/4 turn to loosen.
control of the system pressure during pressurization
is indispensable. Check by carefully pumping if the change-over pres-
sure wanted has been reached. If necessary, repeat
Attention: Do not stand directly over the moving the procedure as described above.
line of the pump lever. Under arising circumstances
the lever can “hit back”. To avoid accidents stand
sideways the pump.
Attention - High-pressure hydraulic

On principle, tihen leakages occur during the pressu-
rization, immediately release the hydraulic pressure
and seal the leakage or renew defect parts.
Depressurization
- Open the depressurization valve slowly by a

turn to the left.
- Make sure that the hydraulic pressure at the

manometer has been completely released.
Consider the returning time of the hydraulic
oil.
08028-0D/H5250/94.08.12
Adjustment of change-over pressure from

stage 1 to stage 2
In exeptional case, it can be useful to adjust the

change-over pressure from stage 1 to stage 2 (factory
adjusted at approx. 30 bar).
08.35 - ES0
Edition 01 Hand Lever Pump Page 4 (4)
General
Analysis and Correction of Malfunction Pressure Port
Correction of malfunctions The pressure port of the pump is produced accor-

ding to our customers’ wishes. In addition, there is a
In case of malfunctions at the pump, the following variety of possibilities to connect the pump with one
points are to help you with the analysis of the problem or more pressure consumers.
and correcting it yourself.
For this, uncouple or unscrew all consumer and Attention - Danger to life
high-pressure hoses from the pump. 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. Convince
yourself of the fact that these are correctly connected
Malfunction Correction
and suitable for the necessary pressure.
No pressurization 1. Check the oil level and, if
necessary, fill it up as Attention - High-pressure hydraulic
described in chapter On principle, when leakages occur during the pressu-
maintenance and storage.
2. Close depressurization valve. rization, immediately release the hydraulic pressure
3. Visual inspection whether and seal the leakane or renew defect parts.
there are leakages. If so,
seal them.
4. Vent the pump as described
in chapter initial start-up and Maintenance and Storage
venting.
The pump should be lubricated frequently at the
Insufficient pressurization 1. Check the oil level and, if
necessary, fill it up, as
movable parts. Protect it from contamination because
described in chapter dirt in the oil or in the pressure port can lead to the
(prior to any corrections, mainteance and storage. pump’ s failure. A dry storage avoids the steel parts’
open de-pressurization 2. Close depressurization valve. getting rusty.
valve and release hydraulic 3. Visual inspection whether ther
pressure completely) are leakages. If so, seal them.
The storage and transport of the pump should always
4. Vent the pump as described be done in a horizontal position. Thus, you avoid a
in chapter initial start-up and possibly necessary venting of the pump during its
venting. start-up.
Pressure drop 1. Visual inspection whether
there are leakages. If so, For checking the oil level, please open the depres-
(prior to any corrections, seal them. surization valve and let the oil completely flow back
open de-pressurization 2. Close depressurization valve. into the tank. Open the oil filler cap and fill up hydraulic
valve and release hydraulic
pressure completely).
oil according to IS0 VG 32, if neccessary. Do not
overcharge the tank. Close the oil filler
If the problem cannot be solved, please contact cap.
MAN Diesel.
08028-0D/H5250/94.08.12
The use of the pump in a dirty area requires a regular

oil change. Fill the pump with clean hydraulic oil and
lubricate all moving parts (hinges) regulary.
08.35 - ES0
Page 1 (2) Maintenance of Hydraulic Tools Edition 01H
L23/30H

Shut-off fuel oil
Description:
Maintenance of hydraulic tools and pressure

testing of hoses. Hand tools:
Allen key, 6 mm.

Clean lub. oil.
Starting position:
Related procedure:
Plate no Item no Qty/

08028-0D/H5250/94.08.12
Man power:
52021 430 Hydraulic tool.
Working time : 1/2 hour 52021 442 Hydraulic tool.
Capacity : 1 man 52021 299 Hydraulic tool.
52021 309 Hydraulic tool.
Data:

96.03 - ES0S-G
Edition 01H Maintenance of Hydraulic Tools Page 2 (2)
L23/30H
1) The hydraulic jacks require no maintenance
except replacement of defective sealing rings, each
of which consists of an o-ring and a back-up ring
fitted in ring grooves in the piston and cylinder.
The piston and cylinder are easily separated by taking

out the bleed screw and pressing the parts apart by
means of working air.
Work.
air
Compression tool
Fig 2.
Fit the sealing rings and lubricate with clean lub.

Fig 1. oil. The piston and cylinder are pressed together by
means of the tool supplied. See that the rings do not
get stuck between the piston and cylinder.
Make sure that there are no marks or scratches on
the sliding surfaces of the parts. The presence of
metal particles will damage the sealing rings. Pressure Testing of Hoses
2) The sealing rings are to be fitted with the o- To avoid working accidents caused by emission of
rings nearest to the pressure chamber and with the pressure oil from the hydraulic hoses, the hoses
back-up rings away from the pressure chamber. should be pressure tested at 1200 bar once a
year.
Note: During the pressure testing the hoses must

08028-0D/H5250/94.08.12
be covered carefully.
96.03 - ES0S-G
Page 1 (2) Tightening with Torque Spanner Edition 01H
L23/30H

Shut-off fuel oil
Description:
Hand tools:
Starting position:
Related procedure:

08028-0D/H5250/94.08.12
Working time : hour Plate no Item no Qty/

Capacity : man
Data:

96.03 - ES0S-G
Edition 01H Tightening with Torque Spanner Page 2 (2)
L23/30H
1) Before the nuts are screwed on, the threads and 7) For setting the spanner at the torque required,
the contact faces should be greased with copaslip there is a ball on a small arm at the end of the
or similar, the tightening torques being based on a handle.
coefficient of fiction in the threads.
8) When pulling the ball with the arm outwards,
2) The nuts should fit easily on the thread, and a small crank handle is formed.
it should be checked that they bear on the entire
contact face. A spring-loaded slide in the handle provided with a
mark which, when turning the crank handle, can be
3) In the case of new nuts and studs, tighten and set at the required torque on the scale.
loosen the nuts 2 or 3 times so that the thread may
assume its difinite shape, thus obviating the risk of The torque spanner functions are as follows:
loose nuts.
9) The above-mentioned spring activates a pawl
4) Nuts secured with a split pin are tightened to the system in the handle, and when using the spanner,
stated torque and then to the next split-pin hole. this pawl system will be released when the pre-
set torque has been reached, at which moment a
5) The following instructions apply to the use and small jerk is felt in the spanner and a small click is
maintenance of the torque spanner. heard.
10) The torque spanner must not be used for torque

Torque Spanner higher than those stamped on it, and it must not be
damaged by hammering on it or the like.
6) The handle of the torque spanner is provided
with a scale indicating the torque at which the span-
ner can be set.
Scale for torque moment Key for adjusting

of torque moment
Fig 1. Torque spanner.

08028-0D/H5250/94.08.12
96.03 - ES0S-G
Working Card Tool Combinations for Tightening 520-01.20
Page 1 (2) of Connecting Rod Screws Edition 01H
L23/30H

Shut-off cooling oil 52006 381 24 mm.
Tool combinations for tightening and checking

connecting rod screws.
Starting position:
Related procedure:
Dismounting of piston and connecting

rod 506-01.00
Tightening and check of connecting
rod screws 506-01.25
On-situ inspection of connecting
rod big-end bearing 506-01.30
Working time : hours Plate no. Item no. Qty. /

Capacity : man
Data:

96.03 - ES0S
520-01.20 Tool Combinations for Tightening Working Card
Edition 01H of Connecting Rod Screws Page 2 (2)
L23/30H
The tightening procedure for connecting rod screws The 24 mm socket to be used must be a socalled
can be executed with the tools originally delivered specially designed for socket use with mechanical
with the GenSets. or pneumatic impact tools.
The enclosed pages illustrate tool combinations ap- Compared to sockets for manually operated span-
plicable to tightening of connecting rod screws. ner, the power top has increased dimensions, see
fig. 2.
It is also acceptable to execute the turning of the
screws through a 60° angle, by means of a pneu- The connecting rod screws are situated very closely,
matic impact spanner, with power and dimensions, leaving only minor space between collars and hexa-
if available. gonals of the screw heads.
Tool combinations for tightening of screws, see fig. Dependent of the manufactures, it can be necessary
1. to adapt the power top to the limited space conditions
around the screws.
In such case only the absolutely necessary machin-

ing should be executed.
1. Torque spanner, 80-360 Nm.
2. Ratchet, (only for tightening).
3. Socket, 24 mm.
Connecting rod screws
Connecting rod
3 2 1
Special socket
(power top)
Fig. 1. Tool combinations for tightening of screws.
Fig. 2. Special socket.
96.03 - ES0S
Page 1 (2) Max Pressure Indicator Edition 01H
L23/30H
V28/32S

Shut-off cooling water 52005 109 Max. press.
Shut-off fuel oil indicator
Description
Operation.
Overhaul intervals.
Dismantling, overhaul and assembly. Hand tools
Allen key, 3 and 6 mm.

Copaslip or similar.
Starting position
Related procedure
Manpower
Working time : 1/2 hour

Capacity : 1 man
08028-0D/H5250/94.08.12
Replacement and wearing parts
Data Plate no Item no Qty/
Data for pressure and tolerance See Plate 52005

Data for torque moment
Declaration of weight
96.03 - ES0
Edition 01H Max. Pressure Indicator Page 2 (2)
L23/30H
V28/32S
Operation
1) Open the indicator valve and blow through 1

shortly.
2) Connect the max pressure indicator to the

indicator valve and open the valve.
3) After 3-5 seconds read the max. pressure on 2

the gauge. 5
Attention: The indicator valve has to be open while

reading the max. pressure on the gauge. The meas- 4
uring period should not exceed 30 seconds.
3
4) Close the indicator valve and open the valve
screw (5), fig 1.
1 Housing 2 Allen screw
5) Disconnect the max. pressure indicator and 3 Sealing 4 Screw
close the valve screw (5), fig 1. 5 Valve screw
6) Measure the remaining cylinders by following Fig 1 Pressure Indicator.

step 1 to 5.
4) After separation of the upper and lower part,

Overhaul Intervals take off the non-return valve assembly.
1) Dismount and clean the non-return valve after 5) Lap the valve and the valve seat.
200 measuring periods. If the pressure drop is
more than 5 bar within 60 seconds (test pres- 6) Renew the sealing ring (3) and screws (2), if
sure 100 bar) it is recommended to relap the necessary.
non-return valve.
7) When mounting the upper and lower part, use
2) Check the pressure gauge after 1,000 measur- only original screws.
ing periods or after 12 months use.
8) Coat the screws (2) with copaslip or similar
Attention: Use only exhaust gas or nitrogen gas and tighten to 10 Nm.
and never oil for testing the pressure drop and the
pressure gauge. By using oil carbon will deposit 9) After assembly the instrument can be used
08028-0D/H5250/94.08.12
inside the measuring instrument. without any new calibration.
Dismantling and Assembly Check of the Pressure Gauge
1) Dismount the valve screw (5), fig 1. 10) Testing of the instrument should only be made
by skilled specialists, and it is recommended
2) Turn the screw (4) into the instrument to enable to send the instrument to MAN Diesel for cali-
dismounting of the housing (1). bration.
3) Loosen the screws (2) (4 pieces) for separating

upper and lower part.
96.03 - ES0
Plate
Page 1 (4) Tools for Cylinder Head 52005-04H
L23/30H
Dimensions Item
S/E
Illustration of Tools Designation
A B C No
Lifting tool for cylinder head,

complete. 139 113 68 S 014
Mounting tool for valves,

complete. 248 65 ø72 S 051
Max. pressure indicator. S 109
Spare Parts:
Valve screw 110

08028-0D/H5250/94.08.12
Non-return valve, complete incl.

seals and housing screws. 122
Connecting nut incl. wedge for

mounting 134
Pressure gauge 0-180 bar. 146
S = Standard E = Extra
01.17 - ES0
Plate
52005-04H Tools for Cylinder Head Page 2 (4)
L23/30H
Dimensions Item
S/E
A B C No
Extractor for valve seat ring

(complete). ø137 290 E 504
Grinding table for cylinder head,

with bracket for wall mounting,
complete. 846 426 648 E 254
Grinding table for cylinder head,

with frame for floor mounting,
complete. 833 1050 744 E 301
08028-0D/H5250/94.08.12
01.17 - ES0
Plate
Page 3 (4) Tools for Cylinder Head 52005-04H
L23/30H
Dimensions Item
S/E
A B C No
Grinding machine for valve seat

ring, complete. E 350
Spare Parts:
Stone 362
Guide 374
Grinding machine for valve

spindle, complete. E 408
Spare Parts:
Stone 421
Mounting tool for valve seat rings,

complete. ø78 315 E 457
08028-0D/H5250/94.08.12
01.16 - ES0
Plate
52005-04H Tools for Cylinder Head Page 4 (4)
L23/30H
Dimensions Item
S/E
A B C No
Grinding tool for cylinder head

and cylinder liner. 399 470 S 205
Tools for grinding of valves. ø110 95 S 553
Hand wheel for indicator valve. 107 110 NV17 S 673

08028-0D/H5250/94.08.12
01.17 - ES0
Plate
Page 1 (6) Tools for Piston , Connecting Rod and Cylinder Liner 52006-06H
L23/30H
Dimensions Item
S/E
A B C No
Eye screw for lifting of piston. M12 ø30 20.5 S 021

C
B A
Shackle for lifting of piston. 28 60 S 033
Eye bolt for piston lift at check

of connecting rod big-end M12 54 410 S 070
bearing.
08028-0D/H5250/94.08.12
08.01 - ES0
Plate
52006-06H Tools for Piston , Connecting Rod and Cylinder Liner Page 2 (6)
L23/30H
Dimensions Item
S/E
A B C No
Back stop for cylinder liner,

2 pieces. 280 ø60.3 75 S 094
Guide ring for mounting of pi- ø298 110 S 116

ston.
Only for 900 rpm and

720/750 Stationary
Guide ring for mounting of pi- ø275 85 S 117

ston.
Only for 720/750 rpm Marine

08028-0D/H5250/94.08.12
08.01 - ES0
Plate
L23/30H
Dimensions Item
S/E
A B C No
Piston ring opener. 105 260 S 141
Testing mandrel for piston ring

and scraper ring grooves.
A Grooves for piston ring. 4.43 S 153
Grooves for scraper ring. 7.43 S 165
A Plier for piston pin lock ring. 550 25 ø3.5 S 200
B
C
08028-0D/H5250/94.08.12
Torque spanner 20-120 Nm 463 ½" S 261

A
Torque spanner 80-360 Nm 718 ¾" S 273
08.01 - ES0
Plate
L23/30H
Dimensions Item
S/E
A B C No
Socket. 24 55 ¾" S 381
Pneumatic impact spanner 3/4" E 415
Lifting tool for cylinder liner. 370 930 S 452

08028-0D/H5250/94.08.12
08.01 - ES0
Plate
L23/30H
Dimensions Item
S/E
A B C No
Honing brush incl. woodenbox ø228 850 S 488
Wooden box
L x B x H = 269 x 269 x 250 mm
Funnel for honing of cylinder

liner. ø258 1615 S 511
Magnifier (30 x). 140 50 S 559

08028-0D/H5250/94.08.12
08.01 - ES0
Plate
L23/30H
Dimensions Item
S/E
A B C No
Inside micrometer:
Measuring range
225-250 mm E 618
20
275 80
15
10
Grinding tool for cylinder liner 350 503 S 655
08028-0D/H5250/94.08.12
08.01 - ES0
Plate Tools for Operating Gear for Inlet Valves, 52008-04H
Page 1 (1)
Exhaust Valves and Fuel Injection Pumps
L23/30H
Dimensions Item
S/E
A B C no
Feeler gauge for inlet valves. 0.5 0.6 S 010
Feeler gauge for exhaust val- 0.9 1.0 S 022

ves.
(2 sets of each)
Extractor for thrust piece on

roller guide for fuel pump. 49 ø29.5 M24 S 058
x1.5
Distance piece 98.5 ø30 ø24.5 S 071

08028-0D/H5250/94.08.12
98.51 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (2) Tools for Crankshaft and Main Bearing 52010-04H
L23/30H
Dimensions Item
S/E
A B C No
Turning rod. 925 ø42.4 S 011
Crankshaft alignment gauge

(autolog). 210 150 S 059
Dismantling tool for main

bearing, 2 pieces. ø60 125 M12 S 106
08028-0D/H5250/94.08.12
01.17 - ES0
Plate
52010-04H Tools for Crankshaft and Main Bearing Page 2 (2)
L23/30H
Dimensions Item
S/E
A B C No
Lifting straps for main and guide

bearing cap, 2 pieces. 1000 M16 15 S 155
Dismantling tool for guide bearing

shells. 250 32 S 202
Tool for upper main bearing. ø50 51.5 S 214
O-ring. ø7.9 ø2.6 S 226

08028-0D/H5250/94.08.12
01.17 - ES0
MAN Diesel
Plate
Page 1 (2) Tools for Crankshaft and Main Bearing 52010-08H
L23/30H
Dimensions Item
S/E
A B C No

(autolog). 210 150 S 059

08028-0D/H5250/94.08.12
09.51 - ES0
MAN Diesel
52010-08H Tools for Crankshaft and Main Bearing Plate

Page 2 (2)
L23/30H
Dimensions Item
S/E
A B C No

O-ring. ø7.9 ø2.6 S 226
08028-0D/H5250/94.08.12
09.51 - ES0
MAN Diesel
Plate
Page 3 (1) Tools for Crankshaft, Main Bearing and cam 52010-08S
L23/30H
Dimensions Item
S/E
A B C No

(autolog). 210 150 S 059

08028-0D/H5250/94.08.12
09.51 - E
MAN Diesel
Plate
52010-08S Tools for Crankshaft, Main Bearing and cam Page 3 (2)
L23/30H
Dimensions Item
S/E
A B C No

O-ring. ø7.9 ø2.6 S 226
Dismantling tool for guide bearing 250 32 S 202

shells.
08028-0D/H5250/94.08.12
09.51 - ES0
Plate
52010-08S Tools for Crankshaft, Main Bearing and cam Page 3 (3)
L23/30H
Dimensions
Item
S/E
lllustration of Tools Designation
A B C No.
Measuring device for s 601

cam timing
09.51-ES0
Plate
Page 1 (2) Tools for Fuel Oil System and Injection Equipment 52014-03H
L23/30H
Dimensions Item
S/E
A B C No.
Pressure testing pump, compl.

GOU-G001. S 013
Clamping bracket for fuel

injector, VTO W020. S 025
Clamping bracket for fuel

injection pump, PYO-W017. S 037
Fuel pipe, VTO-W021. S 049
Fuel pipe, VWM-W007. S 050
Cleaning tool for fuel injector

consists of: 84 ø22.5 S 108
1 pc. needles.
1 pc. holder.
1 pc. box.
Spanner for fuel injection pump. 184 S 204

08028-0D/H5250/94.08.12
98.35 - ES0S
Plate
52014-03H Tools for Fuel Oil System and Injection Equipment Page 2 (2)
L23/30H
Dimensions Item
S/E
A B C No.
Grinding tool for fuel injection

valve. 25 ø18 ø55 E 300
Grinding tool for seat for fuel

injection valve. ø18 533 ø70 S 361
Extractor for fuel injector valve. 150 185 240 S 407

08028-0D/H5250/94.08.12
98.35 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (1) Tools for Lubricating Oil System 52015-01H
L23/30H
Dimensions Item
S/E
A B C No
Guide bar for dismantling of

lubricating oil cooler. ø30 305 M20 S 019
08028-0D/H5250/94.08.12
96.03 - ES0S
Your Notes :
08031-0D/H5250/94.09.07
Plate
Page 1 (5) Hydraulic Tools 52021-07H
L23/30H
Dimensions Item
S/E
A B C No
Pressure pump, complete, with

wooden box S 011
Manometer 023
Gasket for Item 096 118
Quick coupling 096
Distributor 059
Distributing piece for cylinder

head, complete. S 155
Gasket 167
Quick coupling 179
Distributing piece for main

bearing, complete. S 202
08028-0D/H5250/94.08.12
Gasket 167
Quick coupling 179
01.17 - ES0
Plate
52021-07H Hydraulic Tools Page 2 (5)
L23/30H
Dimensions Item
S/E
A B C No
Quick coupling 179
Venting screw 275
Ball 645
Adapter 657
Stroke indicator band 669
Hydraulic tools for connecting

rod with wooden box, complete S 633
Piston for hydraulic jack 704
Set of O-rings with back-up ring 716
Adjusting rod 728
Cylinder for hydraulic jack 741
Spacer piece 753
Angle piece complete, incl. item

77, 78, 79, 81 621
O-ring 765
Adapter 777
Coupling socket 789
Hydraulic jack as item nos. 17,

27, 37, 38, 39, 71, 72, 73, 74,
75 586
08028-0D/H5250/94.08.12
Quick coupling 790
01.17 - ES0
Plate
L23/30H
Dimensions Item
S/E
A B C No
Quick coupling 179
Hydraulic tools for cylinder head

with wooden box, complete S 251
Allen key, 7 mm 263
Venting screw 275
O-ring 309
Spacer piece 800
Tommy bar 334
Hydraulic jack as Item Nos. 17, 358

27, 28, 29, 30, 31, 37, 38, 47
Ball 645
Adapter 657

08028-0D/H5250/94.08.12
01.17 - ES0
Plate
52021-07H Hydraulic Tools Page 4 (5)
L23/30H
Dimensions Item
S/E
A B C No
Quick coupling 179
Allen key, 7 mm 263
Venting screw 275
Tommy bar 334
Ball 645
Adapter 657
Hydraulic tools for main

bearings with wooden box,
complete S 405
Spacer piece 417
Hydraulic jack as Item 17, 27,

37, 38, 42, 43, 44, 45, 82 466
Disc 586
Guide 574
08028-0D/H5250/94.08.12
01.17 - ES0
Plate
L23/30H
Dimensions Item
S/E
A B C No
Hose for hydraulic tools, 6

pieces complete 600 ø27 S 501
Hose for hydraulic tools, 1

pieces complete 3000 ø27 S 513
Hose 3000 537
Quick coupling with protecting

cap 549
Hose 600 525
Adapter 836
Air-driven high pressure pump

for hydraulic tools 367 256 326 E 608
08028-0D/H5250/94.08.12
01.17 - ES0
Your Notes :
08031-0D/H5250/94.09.07
Spare parts Network of STX Engine
- Overseas Agency
Area Company
Greece Engine Partners (Hellas) c/o Falcon Engineering Ltd.
10, Kanari Street 18538 Piraeus, Greece
Tel : +30 210-428 8019
Fax : +30 210-428 8020
E-mail : epfalcon@hol.gr
Cyprus Engine Partners (Cyprus) c/o M.I.E. Group Ltd.

The Hawk Building 124 Gladtonos, Street, 3032 Limassol, Cyprus
Tel : +357 25-889 999
Fax : +357 25-345 639
E-mail : info@mieserv.cy.net
Japan Fuji Trading Co., Ltd

6, Fukaehama-machi Higashinada-ku, Kobe, Japan 658-0023
Tel : +81 (0)78 413 2623
Fax : +81 (0)78 411 3841
E-mail : mach-3@fujitrading.co.jp
Netherlands Engine Partners (Holland) B.V.

Bohrweg 3 3208 KP Spijkenisse P.O. Box 457 3200 AL Spijkenisse, The Netherlands
Tel : +31 181 650040
Fax : +31 181 628178
E-mail : info@enginepartners.com
Singapore Tancom Machinery Pte Ltd

3018 Bedok North Street 5 #01-19 Eastlink Industrial Factory, Singapore 486132
Tel : +65 876 1328(24 Hours)
Fax : +65 876 1329
E-mail : ronnie@tancom.com.sg
Turkey Ant Europe Limited (U.K.Office)

7 South Lane Kingston upon Thames Surrey KT1 2NJ, United Kingdom
Tel : +44 20 8546 4400
Fax : +44 20 8546 4433
E-mail : marine@anteurope.com
U. K Mampro Limited.
57 High Street, Metheringham, Lincoln, LN4 3DZ, United Kingdom
Tel : +44 1522 723 444
Fax : +44 1522 723 555
E-mail : sales@mampro.com
- Domestic Agency
Area Company Area Company
PUSAN Yikang Marine Service Co.,Ltd CHANGWON Hana Power System Service
Tel : +82 (0)51 413 8801~6 Tel : +82 (0)55 275 4222
Fax : +82 (0)51 412 8860 Fax : +82 (0)55 275 4223
E-mail : yikang@yikangmarine.com E-mail : hpss98@yahoo.co.kr
PUSAN Sebo Engineering Service Co.,Ltd MOKPO Youngheung Corp.

Tel : +82 (0)51 416 9811 Tel : +82 (0)61 284 6985~6
Fax : +82 (0)51 416 9822 Fax : +82 (0)61 284 6987
E-mail : sebo@seboeng.com E-mail : jkj2021@han-mail.net
PUSAN Winners Marine Co.,Ltd TONGYOUNG Kyung Il Diesel Service

Tel : +82 (0)51 256 4582 Tel : +82 (0)55 645 4328
Fax : +82 (0)51 255 9769 Fax : +82 (0)55 642 5954
E-mail : winmako@winnersmarine.com E-mail : kyungil@han-mail.net
PUSAN Hanil Fuji (Korea) co., Ltd POHANG DaeYang Sang Sa

Tel : 82 (0)51 638 9283 Tel : +82 (0)54 242 0053
Fax : 82 (0)51 638 9286 Fax : +82 (0)54 248 8400
E-mail : spare@hanilss.com E-mail : sukkihwan@han-mail.net
PUSAN Ssangyong San Up GUNSAN Jinheung Engineering

Tel : +82 (0)51 416 6436 Tex : +82 (0)63 464 7071
Fax : +82 (0)51 416 6341 Fax : +82 (0)63 464 7072
E-mail : susyolo6@han-mail.net E-mail : jh2ng@han-mail.net
SEOUL Shin Sung World Engineering Co.,Ltd DONGHAE Techno Marine Service
Tel : +82 (0)2 333 2031 Tel : +82 (0)33 522 1881
Fax : +82 (0)2 333 2032 Fax : +82 (0)33 522 1887
E-mail : ssungwd@korea.com E-mail : technomarine@han-mail.net
INCHON Kolico Enterprise Co.,Ltd JEJU Dong Yang Machinery Co.

Tel : +82 (0)32 762 9510~2 Tel : +82 (0)64 752 7469
Fax : +82 (0)32 762 9518 Fax : +82 (0)64 753 0205
E-mail : kb00139@korea.com E-mail : dymco@shinbiro.com

STX O&s - Navig8 - S1651 - 6L23-30H - Manual

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STX O&s - Navig8 - S1651 - 6L23-30H - Manual

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Instruction book for :

STX O&S / 1$9,*

MAN Diesel Identification No. for Instruction Book.

Identification No for Description: 000.00

Identification No for Working Card: 000 - 00.00

Identification No for Plates: 00000 - 00 H

For ordering of spare parts, see page 500.50.

STX Engine Co., Ltd. WARRANTY SERVICE

STX Marine Service PART SALES

Warnig ------------------------------------------------------------------------------------------------------ A500

(Marine engines only)

It is important that all MAN Diesel & Turbo engines

In accordance with Chapter I of the Code of Federal

Main Data for Engine Type L23/30H

Main Data for Alternator Make HYUNDAI HEAVY IND.

Main Data for Turbocharger Make STX HI-MAN

Main Data for Governor Make WOODWARD

Cyl. Nos. available : 5-6-7-8

Power range : 650-1280 kW

Speed : 720/750/900 rpm

Stroke/bore ratio : 1.33:1

Piston area per cyl. : 398 cm2

Swept volume per cyl. : 11.9 ltr.

Compression ratio : 13.5:1

Max. combustion pressure : 130 bar*

Turbocharging principle : Constant pressure system and inter­cool­ing

Fuel quality acceptance : HFO (up to 700 cSt/50° C, RMK700)

Power lay-out MCR version

Speed rpm 720 750 900

Mean piston speed m/sec. 7.2 7.5 9.0

Mean effective pressure bar 18.2 18.1 17.9

Max. combustion pressure bar 130 130 130*

Power per cylinder kW/cyl. 130 135 160

Overload rating (up to 10%) allowable in 1 hour for every 12 hours

Power per cylinder kW/cyl. 145 150 175

11.36 - ES1 - Tier II - WB2 - GenSet

If an instruction book is delivered in another language

Fig. 1 Structure of instruction book.

In particular, welding or work which causes the

Fire Opening of cocks may cause discharge of hot liquids

Hand tools should be placed to be easily accessible Crankcase Work

500.02 Safety Description

Feeling Over Turning

Check and Maintain

Engine Type Identification

MCR : Maximum continuous rating

Direction of rotation seen from flywheel end “Clockwise”

Temperature Alarm High

Specification of letter code for measuring devices

Lubricating Oil System

Charging Air System

Fuel Oil System

Nozzle Cooling System

Exhaust Gas System

Compressed Air System

General The front page indicates the following:

The maintenance system is divided into 2 main

a. Major overhaul / inspection (page 500.25):

The stated recommended intervals are only for 3

Experience with the specific plant/personnel should

Working Cards Fig. 1 Instruction guide for working cards.

Each of the working cards can be divided into two: a

Time Between Overhaul

STX O&S / 1$9,*

Turbocharging principle : Constant pressure system and intercooling