Operating Instructions

MAN Diesel
Technical Documentation
Engine
Operating Instructions
Engine............................ L32/44CR
Works No. of engine........ 1063415
1063416
1063417
1063418
Plant No.......................... 4300766
010.005
6730 B1-1 EN 1 (2)

MAN Diesel
MAN Diesel SE
86224 Augsburg
Phone +49 (0) 821 322-0
Fax +49 (0) 821 322-49 4180
primeserv-aug@mandiesel.com
www.mandiesel.com/primeserv
Copyright © MAN Diesel

All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.
2 (2) 6730 B1-1 EN

MAN Diesel
Table of contents
Table of contents
1 Introduction
1.1 Preface
1.2 Manufacturer's liability
1.3 Structure and use of the operating instructions
1.4 Addresses/Telephone numbers
2 Technology
2.1 Scope of supply/Technical specifications
2.1.1 Scope of supply of MAN Diesel SE
2.2 Engine
2.2.1 Characteristic features
2.2.2 Photos/Drawings
2.3 Components/Assemblies
2.3.1 Engine in standard design
2.3.4 Special versions of the engine
2.3.5 Additional equipment
2.4 Systems
2.4.1 Fresh air / intake air / exhaust system
2.4.2 Start, Stop and Control Air System
2.4.3 Fuel System
2.4.4 Speed and power control
2.4.6 Lube oil system
2.4.7 Coolant System
2.4.8 Leak detection system
2.5 Technical data
2.5.1 Power and consumption information
2.5.2 Temperatures and pressures
2.5.3 Weights
2.5.4 Dimensions/Clearances/Tolerances - Part 1
2.5.5 Dimensions/Clearances/Tolerances - Part 2
2.5.6 Dimensions/clearances/tolerances - part 3
3 Operation/Operating media
3.1 Prerequisites
3.1.1 Prerequisites/Guarantee
3.2 Safety
3.2.1 General remarks
3.2.2 Destination/Suitability of the engine
3.2.3 Risks/Dangers
6730 B1-1 EN 1 (3)

MAN Diesel
3.2.4 Safety Instructions

Table of contents
3.2.5 Safety specifications

3.3 Operating media
3.3.1 Quality requirements for gasoil/diesel fuel (MGO)
3.3.2 Quality of marine diesel fuels (MDO)
3.3.3 Quality of heavy fuel oil (HFO)
3.3.4 Viscosity-temperature (VT) diagram of fuel oil
3.3.5 Quality of lube oil (SAE 40) for operation on gas oil and Diesel oil
(MGO/MDO) and biofuel
3.3.6 Quality of lube oil (SAE 40) for heavy fuel oil operation (HFO)
3.3.7 Quality of engine cooling water
3.3.8 Examination of operating materials
3.3.11 Quality of intake air (combustion air)
3.4 Operative management I - Putting engine into operation
3.4.1 Start preparations / Starting and stopping the engine
3.4.2 Switching from diesel oil to heavy fuel oil and vice-versa
3.4.3 Permissible outputs and speeds
3.4.4 Engine run-in
3.5 Operative Management II - Monitoring Operating Data
3.5.1 Monitoring the engine / Performing routine duties
3.5.2 Engine Log Book/Engine Diagnosis/Engine Management
3.5.3 Load curve during acceleration/manoeuvring
3.5.4 Part-load operation
3.5.5 Determination of the engine power and the position of the working
point
3.5.6 Operation at reduced speed
3.5.7 Equipment for engine modification for special operating conditions
3.5.8 Bypass charge air
3.5.9 Condensate water in charge air pipes and pressure tanks
3.5.10 Load Application
3.5.12 Blow off charge air
3.5.13 Auxiliary charge air
3.6 Operative Management III - Operating faults
3.6.1 Faults/Defects and their causes (fault finding)
3.6.2 Emergency operation when one cylinder fails
3.6.3 Emergency operation upon failure of a turbocharger
3.6.4 Failure of the power supply (blackout)
3.6.5 Failure of cylinder lubrication
3.6.6 Failure of speed governor system
3.6.7 Response in the event that operating values are exceeded when
alarms occur
3.6.8 Response in the event of a splash oil alarm
3.6.9 Response in the event of slow-turn errors
3.7 Operative Management IV - Shutting Down the Engine
3.7.1 Shutting down/preserving the engine
2 (3) 6730 B1-1 EN

MAN Diesel
Table of contents
4 Maintenance/Repairs
4.1 General remarks
4.2 Maintenance schedule (explanatory notes)
4.3 Tools/Special tools
4.4 Spare parts
4.5 Replacement of components on the free-for-all Principle
4.6 Services/repair work
4.7 Maintenance schedule (signs/symbols)
4.7.1 Maintenance schedule
4.7.2 Maintenance schedule
5 Appendix
5.1 Designations/Terms
5.2 Formulae
5.3 Conversion of units
5.4 Symbols and abbreviations
5.5 Brochures
6730 B1-1 EN 3 (3)

MAN Diesel
Introduction
1 Introduction
2 Technology
5 Appendix
6730 1-1 EN 1 (1)

MAN Diesel 1.1
Preface
Introduction
Preface
Engine systems - Their char- Engine units produced by MAN Diesel SE are the result of decades of con-
acteristics, justified expecta- tinuous successful research and development work. They cope admirably
tions, assumptions with high levels of demand and have reserves in hand to cope with inter-
fering and damaging influences. In order to be able to fulfil expectations they
must be used as intended and must be maintained properly. You can expect
uninterrupted performance and a long life if these requirements are met.
Intent and purpose of the The operating and work instructions (work cards) will help you to familiarise
operating and working yourself with the engine. They are intended to provide answers to questions
instructions which arise at a later date and to be a handbook for operation of the engine
and during maintenance work. We consider the understanding of the meth-
ods of action, the promotion of cause and effect and the passing on of
experience to be an aim of equal value. Last, but by no means least, the
handover of the operating instruction manual and working instructions sig-
nifies our fulfilment of the legal obligation to provide advice concerning the
dangers arising from the engine or its components - despite its high level of
development and despite all design endeavours - or which arise from han-
dling which is improper and in contravention of the instructions.
Condition 1 The operating personnel and the persons executing the servicing and over-
hauling activities must be familiar with the operating instructions and work
instructions (Work Cards), which must be available at all times for reference.
Lack of information
Lack of information and non-observance of information can cause
serious injury to persons and serious damage to property and the
environment! Please therefore: observe Operating and Work
Instructions!
Condition 2 The maintenance and overhaul of modern four stroke engines requires prior
comprehensive training of the personnel. The operating instructions and
working instructions (Work Cards) assume the skills relevant to this training.
Guarantee and liability claims cannot be accepted resulting from the lack of
relevant instructions.
Untrained staff
Untrained persons can cause serious personal injury and serious
material and environmental damage! Do not assign any tasks that
exceed the level of knowledge and experience! Refuse entry /
involvement to unauthorised persons!
Condition 3 The technical documentation is tailored to the specific installation. This

means that there can be considerable differences in comparison with other
installations. Information that is valid in one specific case could cause prob-
2008-11-06
lems in another product.

Introduction
General
6680 1.1-01 EN 1 (2)

1.1 MAN Diesel
Scope of technical documents

Introduction
Technical documents have system-specific validity! The use of

information for another system or from an outside source can cause
malfunctions or damage! Only use the relevant information, not
information from an external source!
Also observe... Please also observe the tips concerning product liability provided in the next
section, as well as the safety regulations in section 3.
2008-11-06
Introduction
General
2 (2) 6680 1.1-01 EN

MAN Diesel 1.2
Manufacturer's liability
Introduction
Manufacturer's liability
Safe efficient operation of the engine system presupposes comprehensive
knowledge. In a similar way, functionality can only be maintained or recre-
ated by maintenance or repair work if these tasks are carried out by trained
personnel having technical understanding and skill. The rules of sound
technical practice must be observed to preclude negligence.
The Technical Documentation supplements this skill with special informa-

tion, draws attention to hazards and points out the safety regulations which
are to be observed. MAN Diesel SE requests that you observe the following
rules:
Non-observance of the technical documentation

Non-observance of the technical documentation, especially of the
operating and work instructions and the safety stipulations, use of the
system for a purpose not intended by the manufacturer, or any other
improper use or negligent application, can cause serious damage to
property and serious personal injury, for which the manufacturer rejects
all liability.
The parts package supplied by MAN Diesel SE must be erected and fixed
in position in accordance with tried and tested engineering practice. This
must include the observance of the binding stipulations quoted in the fol-
lowing documents in the sequence given:
▪ Engineering documents provided for the order by MAN Diesel SE
▪ Assembly documents from our subcontractors for accessories
▪ Operating instructions for engines, turbochargers and accessories
▪ MAN Diesel SE Project Guides
Any deviation from the principles specified in the documentation quoted
above requires our prior approval. Fitting brackets and/or supporting equip-
ment to the parts package supplied by us, which are not illustrated or men-
tioned in the above documents, and which are not approved by us is not
permitted. We accept no responsibility for damage which may arise as a
result.
2008-11-06
Introduction
General
6680 1.2-01 EN 1 (1)

MAN Diesel 1.3
Structure and use of the operating instructions
Introduction
Tips for use
The operating instructions contain information in words and images: Some
which are useful and some which it is imperative to follow. This information
is meant to expand the current knowledge and existing skills of those who
▪ are familiar with the operative management,
▪ with monitoring and checking,
▪ with the maintenance and repair
of the engine. Training received at school or practical experience is not
adequate.
The operating instructions must be accessible to this group. In turn, the
persons in charge have the task of familiarising themselves with the struc-
ture of the operating instructions to such an extent that they can find the
required information without having to search for long periods.
We will also try to provide you with a clearly organised structure in an easy-
to-understand language.
Structure and special features
The operating instruction is comprised of 5 sections:
1. Introduction
2. Engineering
3. Operation/Operating media
4. Maintenance/Repairs
5. Appendix
It is mainly oriented to the understanding of complex
▪ functions and contexts,
▪ Starting and stopping the engine,
▪ Planning engine operation, controlling according to operating results
and economic criteria,
▪ maintaining the engine in operational readiness, carrying out preventive
or scheduled maintenance.
The following are not covered:
▪ Transport, assembly and disassembly of the engine or major parts of it,
▪ Working steps and checks at the time of the initial start-up of the engine,
▪ Repairs requiring special tools, facilities and experience,
▪ Actions to be taken during and after a case of fire, water penetration,
2008-12-05
Introduction
serious damage and disaster.
What is also important

General
Engine version The operating instructions are continually updated to be state-of-the-art

and to be matched to the ordered version of the engine. There may be
6680 1.3-01 EN 1 (2)

1.3 MAN Diesel
apparent gaps in the chapter numbering of the operating and working

Introduction
instructions as a result of the version of engine purchased. This situation

does not represent an error and is governed by the structuring system. Even
so, there may be differences between the pages with the primary described/
represented content and the the actual execution.
There is normally a thematic differentiation between main marine engines,
auxiliary marine engines and engines for stationary applications. In positions
where the differences in content are slight, the treatment is kept to a general
mode. Read such points selectively, keeping in mind the listed limitations.
Technical data You will find technical data for your engine
▪ in section 2 under "Technical data",

▪ in the Volume 010.005 Engine - Working Instructions in the Work Card
000.30,
▪ in Volume 010.330 in the Trial Run protocol as well as in the start-up
protocol,
▪ in Volume 070 Control and Monitoring System in the list of the measur-
ing, control and regulating devices,
▪ in the Volume 000 Plant Information in the mounting drawing.
All the documents referred to are matched to the individual engine.
Maintenance schedule/Work The maintenance schedule is closely allied to the Work Cards in Volume
Cards 010.005 Engine - Working Instructions. The Work Cards describe how to
carry out a task and which tools and auxiliary equipment are required. The
maintenance schedule in turn contains the repeat intervals and the average
personnel and time requirement.
2008-12-05
Introduction
General
2 (2) 6680 1.3-01 EN

MAN Diesel 1.4
Addresses/Telephone numbers
Introduction
Addresses/Telephone numbers
Addresses Table 1 contains the addresses of the MAN Diesel SE factories and the
Technical Office in Hamburg. The addresses of MAN Diesel SE Service
Center, the agencies and authorised repair workshops can be taken from
the booklet "World-Class-Service" in volume "About Us".
Location Address
Augsburg Works MAN Diesel SE
86224 Augsburg
Telephone (0821) 322 0
Telefax (0821) 322 3382
Hamburg Works MAN Diesel SE
Service Center, Hamburg Works
Rossweg 6
D-20457 Hamburg
Telephone (040) 7409 0
Telefax (040) 7409 104
Technical Office Hamburg MAN Diesel SE
Representative Office
Baumwall 5
D-20459 Hamburg
Telephone (040) 378515 0
Telefax (040) 378515 10
MAN Diesel SE Service See printed booklet
Center, Agencies and "World-Class-Service"
authorised
repair workshops
Table 1: Locations and addresses of MAN Diesel SE
Contact person Table 2 contains the names, telephone and fax numbers of the contact per-
sons who are at your service when required.
Subject Contact person
Augsburg Works Hamburg Works MAN Diesel SE
Telephone (0821) 322 ..... Service Center Service Center,
Telefax (0821) 322 ..... Telephone (040) 7409 ..... Agencies and authorised
Telefax (040) 7409 ..... repair workshops
Service engines Holst AE-AUG Ruthenberg AE4-AUG See printed booklet
Telephone ..... 3930 Telephone ..... 273 "World-Class-Service"
Telefax ..... 3838 Telefax ..... 277
Service Turbocharger Litzenberg AT
Telephone ..... 4272
Telefax ..... 3998
Service Spare parts Stadler AC-AUG
Telephone ..... 3580
Telefax ..... 3720
Table 2: Contact person, Telephone and Fax numbers
2008-11-13
Introduction
General
6680 1.4-01 EN 1 (1)

MAN Diesel
Technology
1 Introduction
2 Technology
5 Appendix
6730 2-1 EN 1 (1)

MAN Diesel 2.1
Scope of supply/Technical specifications

2.2 Engine
2.4 Systems
2.5 Technical data
6730 2.1-1 EN 1 (1)

MAN Diesel 2.1.1
Scope of supply of MAN Diesel SE
Scope of supply/Technical specifications

Technical specifications
Scope of supply of MAN Diesel SE/Technical specifications

Supplied items A list of that which we have supplied contains the following page. This list
is intended to ensure that you are looking for information/support from the
correct contact person.
For all the parts we have sup- For any queries regarding parts we have supplied, your contact persons are
plied...
▪ MAN Diesel SE in Augsburg
and especially for service queries,
▪ the MAN Diesel SE Service Center,
▪ the agencies and
▪ the authorised repair workshops around the world.
For all parts we have not sup- For all the parts we have not supplied, please contact the respective sup-
plied... pliers directly, unless the parts/ systems supplied by MAN Diesel SE are
seriously affected or it is pertinent to do so for other reasons.
Technical specifications The order confirmation, the technical specifications for order confirmation
and the technical specifications of the engine contain supplementary infor-
mation.
2008-11-06
Technology
General
6680 2.1.1-01 EN 1 (1)

MAN Diesel 2.2
Engine
2.2 Engine
2.4 Systems
2.5 Technical data
6730 2.2-1 EN 1 (1)

MAN Diesel 2.2.1
Characteristic features
Engine
Characteristic features
Engine 32/44CR (Common Engines with the designation L 32/40CR are charged, non-reversible four-
Rail) - developed using the stroke in-line engines with a 320 mm cylinder bore and a 440 mm piston
wealth of experience gained stroke. As a deviation from the conventional injection system, the engine
from the successful 32/40 type L32/44CR is equipped with a Common Rail Injection System. They are
range - 2,379 engines sold (as used in marine main and auxiliary drives and in stationary power stations.
of 06/2008) The characteristic features of the larger engines of the production pro-
gramme of MAN Diesel SE have been adopted. The 32/44CR engine there-
fore benefits from the design principles and the wealth of experience of
approx. 3,783 engines (as of 06/2008).
Features in keywords When looking onto the coupling, the exhaust pipe is on the right hand side
(exhaust side AS) and the air charging ducting is on the left hand side
(exhaust counter side AGS).
The engine has 2 camshafts. One is for actuation of the inlet and exhaust
valves on the exhaust side, the other for the actuation of the high pressure
pumps on the exhaust counter side
The turbocharger and charging air cooler are normally on the same side as
the coupling in the case of propeller operation and, in the case of generator
operation they are on the free engine end. A drive unit on the free engine
end can be used to drive the coolant and lubrication oil pumps.
The engines are equipped with MAN Diesel turbochargers from the TC ser-
ies.
The engine is suitable for fuels up to 700 mm2/ sat 50 °C up to and including
CIMAC H/K 55. The engine can be equipped for operation with MDO on
request.
Engines in the L32/44CR series have a large stroke/bore ratio and a high
compression ratio. These values simplify optimum combustion chamber
design and contribute to favourable partial loading conditions and high lev-
els of effectivity. Combination with the modern "Common Rail" injection
system developed from the 32/40CR produces low exhaust gas emissions
with low fuel consumption.
2008-10-30
Technology
L32/44CR
6730 2.2.1-01 EN 1 (1)

MAN Diesel 2.2.2
Photos/Drawings
Engine
Photos/Drawings
Figure 1: Four-stroke engine L 32/44 CR, viewed from the inlet side
2008-10-30
Technology
L32/44CR
6730 2.2.2-01 EN 1 (4)

2.2.2 MAN Diesel
Engine
Figure 2: Four-stroke engine L 32/44 CR, viewed from the exhaust side
2008-10-30
Technology
L32/44CR
2 (4) 6730 2.2.2-01 EN

MAN Diesel 2.2.2
Engine
2008-10-30
Technology
Figure 3: Engine cross section, viewed from the coupling end

L32/44CR
6730 2.2.2-01 EN 3 (4)

2.2.2 MAN Diesel
Engine
2008-10-30
Technology
Figure 4: Engine longitudinal section (inlet side)

L32/44CR
4 (4) 6730 2.2.2-01 EN

MAN Diesel 2.3
Components/Assemblies
2.2 Engine
2.4 Systems
2.5 Technical data
6730 2.3-1 EN 1 (1)

MAN Diesel 2.3.1
Engine in standard design
Crankcase to cylinder head
Crankcase
1 Cylinder crankcase 3 Tie rod

2 Cross tie rod 4 Crankshaft bearing cap
Figure 1: Cylinder crankcase, viewed from the coupling side
Crankcase/Crankshaft bear- The engine crankcase is designed as the one piece and has large openings
ing/Tie rod to the crank area. Tie rods extend from the lower edge of the suspended
crankshaft bearings up to the top edge of the crankcase and from the top
edge of the cylinder head to the intermediate floor. The crankshaft bearing
caps of the crankshaft bearings are additionally braced with the casing
using cross tie rods.
Oil sump/Foundation frame
The oil sump or the foundation frame collects the oil that drips from the
engine parts and feeds it to the lubricating oil tank which is located lower
down. In engines with rigid or semi-elastic suspension, an oil sump in stand-
ard design is used. In engines with elastic suspension, a reinforced oil sump
is used. If the engine is located on the foundation frame this is also used as
the lubricating oil tank.
Crankshaft bearing/Locating bearing
Bearing cap/Tie rod The crankshaft bearings are comprised respectively of an upper and lower
bearing shell as well as the crankshaft bearing cap (see Figure 2). The
2008-10-30
crankshaft bearing cap in the suspended position is braced to the crankcase

Technology
using tie rods and cross tie rods.

L32/44CR
6730 2.3.1-01 EN 1 (8)

2.3.1 MAN Diesel
3 Tie rod
4 Crankcase
5 Crankshaft
6 Crankshaft bearing cap
7 Hole for cross tie rod
8 Lower bearing shell
21 Drive gear
Figure 2: Crankshaft with crankshaft bearing (locating bearing)

Locating bearing The locating bearing which determines the axial position of the crankshaft
is arranged parallel to the two-piece drive gear at the coupling side. The
locating bearing is comprised of thrust rings, which are supported at the
first bearing support of the cylinder crankcase.
Crankshaft
Crankshaft/Balance weights/ The forged crankshaft is arranged in a suspended position and has two
Drive gear balance weights per cylinder, which serve for balancing the oscillating
masses (see Figure 3). The drive gear for the camshaft drive is comprised
of two segments and is mounted on the crankshaft by tangentially arranged
bolts.
1 Crankshaft 4 Connecting rod bearing

2008-10-30
2 Drive gear 5 Balance weight

3 Thrust bearing
Technology
L32/44CR
Figure 3: Crankshaft with balance weights attached

Flywheel The flywheel is fitted to the coupling flange of the crankshaft. Its toothed
ring can be used during maintenance work to turn the engine using a turn-
over gearbox.
2 (8) 6730 2.3.1-01 EN

MAN Diesel 2.3.1
Torsion vibration damper
Torsional vibrations from the crankshaft are reduced by using a torsional
vibration damper (see Figure 4). The torsion vibration damper can be
designed with leaf spring or with socket spring assemblies.
Figure 4: Design variations: Torsion vibration damper with leaf spring

assemblies
The vibration damper fitted on the free engine end ensures that undesired
torsion vibrations are transmitted from the inside to axially arranged leaf
spring assemblies or socked spring assemblies and damped there by oil
displacement. Optionally, coolant and lubricating oil pumps can be driven
via a toothed ring bolted in position (not shown in the illustration).
2008-10-30
Technology
L32/44CR
6730 2.3.1-01 EN 3 (8)

2.3.1 MAN Diesel
Connecting rod
1 Connecting rod shank 4 Gudgeon pin bush

2 Connecting rod bearing body 5 Split line
3 Connecting rod bearing cap 6 Connecting rod bolt
Figure 5: Connecting rod
Connecting rod with split line The split line of the connecting rod is located underneath the connecting
rod eye (see Figure 5). When retracting the piston the connecting rod bearing
need not be split. Moreover, this design reduces the height required for pis-
ton removal. Bearing cap and connecting rod head respectively are bolted
together using expanding bolts (studs). The gudgeon pin bush is a pressed
fit.
2008-10-30
Technology
L32/44CR
4 (8) 6730 2.3.1-01 EN

MAN Diesel 2.3.1
Piston
8 Piston skirt 12 Oil scraper ring
9 Piston crown 13 Guide shoe
11 Compression ring 20 Gudgeon pin bore
Figure 6: Piston two-piece, oil-cooled
Design characteristics The piston comprises fundamentally of two components (see Figure 6), the
piston crown and the piston skirt. The piston crown includes the ring
grooves for the compression rings and the connecting rod is held in the
piston skirt by the gudgeon pin. The gudgeon pin is supported in the piston
in a floating manner and axially fixed in position using retaining rings. The
piston crown and skirt are connected to each other using extending bolts.
Piston rings Two or three compression rings and an oil scraper ring, depending on the
design, serve to seal the piston against the cylinder liner.
Cooling Lubricating oil is used for cooling the piston crown. The lubricating oil is fed
via the connecting rod and with the help of a spring-mounted guide shoe to
the piston crown.
“Stepped piston" The piston crown has a slightly smaller diameter than the rest of the running
surface. Pistons with this design are referred to as stepped pistons.
2008-10-30
Technology
L32/44CR
6730 2.3.1-01 EN 5 (8)

2.3.1 MAN Diesel
Cylinder liner
1 Support ring 3 Land ring

2 Sealing ring 4 Cylinder liner
Figure 7: Cylinder liner with support ring and land ring
Cylinder liner/Support ring/ In the upper area, the cylinder liner is centralised by the support ring (see
Land ring Figure 7). In the lower area, the cylinder liner is guided by the crankcase.
The land ring sits in the groove in the cylinder liner.
Combined effect of stepped The land ring is located opposite the cylinder liner bore. The piston crown
piston/land ring of the stepped piston is set back with respect to the piston skirt. This means
that adhering coke residues on the piston crown do not come into contact
with the cylinder running surface.
Cooling The coolant reaches the cylinder liner via the support ring. From here the
top part of the cylinder liner is cooled. The coolant then flows via holes in
the support ring to the cooling chambers in the cylinder head The cylinder
head and support ring can be drained together.
The cylinder liner and cylinder head can be checked by using inspection
apertures in the support ring for gas tightness and coolant leaks.
2008-10-30
Cylinder head/Rocker arm casing

Technology
L32/44CR
The cylinder heads are pressed onto the cylinder liner using studs.
6 (8) 6730 2.3.1-01 EN

MAN Diesel 2.3.1
1 Cylinder head 13 Fuel injection valve
11 Inlet valve 14 Compression spring
12 Exhaust valve 15 Valve guide
Figure 8: Cylinder head with inlet and outlet valves and fuel injection valve
Valves in the cylinder head The cylinder head has two inlet and two exhaust valves. These are located
in the valve guides and are held into the closed position by compression
springs. Beside these there is a starting valve as well as an indicator valve
and (in the case of marine engines) a safety valve. The fuel injection valve is
located between the inlet and exhaust valves in a central position (see Fig-
ures 8 and 9).
Rocker arm casing/Valve The inlet and exhaust valves are actuated using rocker arms. The cylinder
actuation head is closed upwards against the cylinder head cover (see Figure 9).
2008-10-30
Technology
L32/44CR
6730 2.3.1-01 EN 7 (8)

2.3.1 MAN Diesel
1 Cylinder head 6 Exhaust rocker arm

2 Valve adjuster screw 7 Valve plate
3 Indicator cock 8 Starting valve
4 Safety valve 9 Cylinder head cover
5 Inlet rocker arm 13 Fuel injection valve
Figure 9: Cylinder head with cylinder head cover and valve drive
2008-10-30
Technology
L32/44CR
8 (8) 6730 2.3.1-01 EN

MAN Diesel 2.3.2
Camshaft drive to injection valve
Control drive / camshaft drive
1 Crankshaft 4 Valve camshaft

2 Idler wheel 5 Idler wheel
3 Pump camshaft 6 Drive gear
Figure 1: Camshaft drive
Arrangement of the camshaft The camshaft drive is integrated in the crankcase (see Fig. 1). It is located
drive and idler wheels on the coupling side, between the first crankshaft bearings. The camshafts
are driven via idler wheels by the drive gear on the crankshaft.
Lubricating oil supply The lubricating oil supply to the bearing bush of the idler wheels is effected
through the axles, whilst the supply to the engaged teeth is ensured by spray
nozzles.
Camshafts
Camshaft The engine has two camshafts. The shaft on the exhaust side actuates the
L32/44CR;L32/40CR
inlet and exhaust valves, the shaft on the inlet side actuates the high-pres-
sure pumps.
Bearings The camshafts run in tunnel bearings. The bearings are lined with pressed
2008-10-30
in bushings. For positioning the camshaft, one thrust bearing is provided at

Technology
the coupling end.

Number of cams The valve camshaft has one inlet cam and one outlet cam per cylinder. The
pump camshaft has two or three triple cams, according to the number of
cylinders.
6730 2.3.2-01 EN 1 (7)

2.3.2 MAN Diesel
1 Part of camshaft 3 Drive gear

2 Camshaft bearing 4 Torsional vibration damper or counterweight
Figure 2: Valve camshaft
1 Camshaft bearing 3 Drive gear

2 Part of camshaft
Figure 3: Pump camshaft
L32/44CR;L32/40CR
2008-10-30
Technology
2 (7) 6730 2.3.2-01 EN

MAN Diesel 2.3.2
Valve drive
2 Valve camshaft 5 Exhaust cams
4 Inlet cams 8 Rocker arms
Figure 4: Valve drive via inlet and exhaust rocker arms
Valve camshaft / Rocker arm / The drive for the inlet and exhaust valves passes from the valve camshaft
Push rods via the rocker arms to the push rods. The cam lift is taken up by the roller
follower on the rocker arm and transfered via a ball socket to the push rod.
Valve actuation The motion of the push rod is transferred by rocker arms via yokes to the
valves. The rocker arms and yokes are located in the rocker arm casing.
L32/44CR;L32/40CR
2008-10-30
Technology
6730 2.3.2-01 EN 3 (7)

2.3.2 MAN Diesel
Valves
10 Cylinder head 13 Injector

11 Inlet valve 14 Valve spring
12 Exhaust valve 15 Valve guide
Figure 5: Cylinder head
Valves / Valve guides Each cylinder head has two inlet and two exhaust valves. They run in
pressed in valve guides (see Fig. 5).
Valves / Seats The outlet valve cone and the corresponding seat ring are provided with a
lining. The exhaust valve seat is also designed to be water-cooled. Only the
head of the inlet valve is lined (see Fig. 5).
Valve turning devices The inlet valves are rotated by valve turning devices. The outlet valves have
propeller blades above the valve head, which set the valves in rotation
through the gas stream flowing past. The turning devices work against high-
temperature spot loads and ensure gas-tight valve seating.
High pressure pump
Arrangement/drive The high pressure pumps are located in the camshaft trough on the inlet
side. They are directly driven by the triple cams of the pump camshaft. The
lift motion is transmitted to the push rod of the high pressure pump by a
L32/44CR;L32/40CR
tappet with roller cam follower.

Operating mode The fuel is fed to the anular space of the high pressure pump via a solenoid
2008-10-30
valve. The pump cylinder is closed above by the valve body.

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Injection quantity The injection quantity fed to the high pressure pump is controlled by the
engine management system via a solenoid valve. The injection quantity fed
to the high pressure pump is adjusted in accordance with the required
power-speed combination and the pump storage unit pressure.
4 (7) 6730 2.3.2-01 EN

MAN Diesel 2.3.2
23 Solenoid valve 33 Tappet with roller
30 High pressure pump
Figure 6: Fuel high pressure pump
Storage unit
The storage units, corresponding in number to the number of cylinders, are
connected in series. The exposed faces of the storage units are the storage
unit covers, which house the control elements for the fuel injection.
38 Storage unit 39 Storage unit cover

L32/44CR;L32/40CR
Figure 7: Storage unit
High pressure fuel lines

2008-10-30
Technology
The fuel is fed to the Common Rail accumulator units from the high pressure
pumps via the fuel high pressure lines. The fuel finally reaches the injection
valves via the control elements in the accumulation covers. The removal
lines remove excess fuel from the accumulation covers.
6730 2.3.2-01 EN 5 (7)

2.3.2 MAN Diesel
25 Fuel injection line 38 Accumulator unit

30 High pressure pump 40 High pressure connection pipe
36 Threaded piece 42 Fuel injection valve
Figure 8: High pressure pipes
Injector
Fuel feed The fuel injector is positioned centrally in the cylinder head. The fuel supply
is effected through the lance, which is fed through the cylinder head and is
bolted to the injector body. The fuel is injected directly from the injector into
the combustion chamber.
Cooling The injectors are cooled by a separate injector cooling water system. Cool-
ant entry and exit are in the central area of the injector.
L32/44CR;L32/40CR
2008-10-30
Technology
6 (7) 6730 2.3.2-01 EN

MAN Diesel 2.3.2
43 Injector 45 Injector nozzle
44 Nozzle clamping nut
Figure 9: Fuel injector
L32/44CR;L32/40CR
2008-10-30
Technology
6730 2.3.2-01 EN 7 (7)

MAN Diesel 2.3.3
Supercharger system through engine control
Supercharger system/Turbocharger
Retention Process The supercharging is performed according to the so-called retention proc-
ess. During this process the exhaust flows out of all cylinders from the
exhaust manifold to the turbocharger. The compressed fresh air from the
turbocharger is fed to the cylinders via the charge air cooler and the charge
air pipe.
1 Turbocharger 3 Charge air cooler

2 Charge air housing with diffuser
Figure 1: Turbocharger with charge air cooler
Turbocharger The turbocharger is assembled laterally in the engine. Turbochargers from
the TCA series are used, i.e. turbochargers with radial compressors and
radial turbines (see Figure 2).
The fresh air intake is via a silencer or inlet spigot. The turbocharger rotor
runs in floating plain bearings on both sides. These are connected to the
engine lubricating oil system.
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Technology
L32/44CR
6730 2.3.3-02 EN 1 (7)

2.3.3 MAN Diesel
Figure 2: TCR series turbocharger

Charge air pipe/Charge air cooler
The fresh air taken in and compressed by the turbocharger reaches the
charge air cooler via the double diffuser which is installed in the charge air
housing (see Figure 1). In the charge air cooler, the compressed fresh air is
recooled and fed via the charge air pipe to the cylinders. The charge air
cooler has a 2-stage design.
The charge air pipe is comprised of sections which are connected to each
other using special clamps.
Figure 3: Charge air pipe

Exhaust pipe
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The common exhaust pipe is connected to the cylinder heads using fixing
Technology
clips. The exhaust pipe is fitted with expansion compensators between the
L32/44CR
cylinders and in front of the turbocharger.
2 (7) 6730 2.3.3-02 EN

MAN Diesel 2.3.3
Figure 4: Exhaust pipe with expansion compensators
The exhaust pipe covering is comprised of elements which extend over one
cylinder in each case. The metal sheets have insulating mats on the inside
and can be removed after releasing a few screws.
Temperature monitoring of the crankshaft bearing
Figure 5: Temperature monitoring of the crankshaft bearing

The temperatures of the crankshaft bearings are measured just underneath
the bearing shells in the bearing caps. This is done by means of oil-tight
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resistance temperature sensors (Pt 100) (See Figure 5). The sensing leads
Technology
are routed in the crank housing up to the level of the cable duct on the
L32/44CR
exhaust side and are taken from there to a terminal box on the outside.
6730 2.3.3-02 EN 3 (7)

2.3.3 MAN Diesel
Supply of lubricating oil/Cylinder lubrication

Lube oil line/Lube oil routing All lubricating points in the engine are supplied with pressurised oil by a
lubricating oil pipe integrated in the cylinder crankcase. The lubricating oil
inlet flange is located on the free engine end. Stub lines are used to transport
the lubricating oil to the crankshaft bearings and through the crankshaft to
the torsion vibration damper and to the connecting rod bearings. The con-
necting rod finally takes the lubricating oil to the piston crown and then
returns to the oil sump.
Other stub lines supply oil to the camshaft bearings, the cam followers, the
rocker arms and the high pressure pumps.
The injection nozzles for the camshaft drive and the turbocharger are sup-
plied with lubricating oil from a distributing pipe on the coupling side.
Cylinder liner lubrication The cylinder liner lubrication is by injected oil and oil mist. The piston ring
package is supplied with oil via holes in the cylinder liner. The engine is fitted
with a cylinder lubricating oil pump which feeds lubricating oil to the indi-
vidual cylinder liners via a hydraulically controlled block distributor. The cyl-
inder lubricating oil pump is located on the free engine end. The distributor
unit is mounted in the crankcase underneath the high pressure pump cam-
shaft.
Figure 6: Cylinder lubricating oil pump and block distributor

Valve seat lubrication The engine is fitted with a valve seat lubricating oil pump which feeds oil to
the individual cylinder heads via a hydraulically controlled block distributor.
The lubrication of the valve seat surfaces is carried out by dripping oil into
the inlet air duct of the cylinder head.
The valve seat lubricating oil pump is located on the free engine end. The
distributor unit is fitted on the exhaust side on the bracket of the coolant
pipes.
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Fuel pipes
L32/44CR
Fuel supply/Fuel return/Fuel The fuel is filtered in the fuel pipe(1) which is covered by a finger guard (8).
filter The fuel then flows to the high pressure pumps via a fuel admission pipe(5).
The high pressure pumps (2) are connected together by fuel push-fit pipes
4 (7) 6730 2.3.3-02 EN

MAN Diesel 2.3.3
(7). Excess fuel is directed away via the fuel return pipe (6) with pressure
limiting valve (3). The retainers (4) for the Common Rail accumulator units
are integrated in the fuel return pipe(6). The connecting boxes for the fuel
supply and fuel return lines are located on the free engine end.
1 Fuel pipe 5 Fuel admission pipe

2 High pressure pump 6 Fuel return pipe
3 Pressure limiting valve 7 Fuel push-fit pipe
4 Retainer for accumulator unit 8 Finger guard
Coolant pipes
The charge air cooler stage 1 (HT) is first supplied with fresh water. The water
flowing out is then used to cool the cylinder liners and heads via the support
rings. The charge air cooler stage 2 (NT) can be primed with fresh water,
untreated water or seawater. The cooling of the fuel injection nozzles is by
a separate fresh water system.
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L32/44CR
6730 2.3.3-02 EN 5 (7)

2.3.3 MAN Diesel
Figure 7: Coolant pipes

Bleeding/Draining Continuous bleeding pipes are connected to the uppermost points of the
cylinder heads and of the charge air cooler.
Crankcase venting
Air bleed valve The crank bleeding connection is located in the vicinity of the turbocharger
and is used for pressure compensation to the atmosphere.
Figure 8: Crankcase venting

Relief valves Other relief valves are mounted in the casing covers of the crankcase. They
permit rapid pressure reduction in the case of an explosion in the crankcase.
Condensed water pipes
The water which is deposited in the charge air pipe as a result of compres-
sion and cooling of the air after the charge air cooler, is removed via a drain
valve.
Starting device
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The engine is started by means of compressed air.

Technology
Main starting valve The connection from the air cylinders to the starting valves in the cylinder
L32/44CR
heads is opened and closed by the main starting valve mounted in between
them. The main starting valve is mounted on the free engine end of the
crankcase. The starting air pipe is mounted directly on the support rings.
6 (7) 6730 2.3.3-02 EN

MAN Diesel 2.3.3
Starting valve The starting air is taken from the starting air pipe via the support ring to the
starting valve in the cylinder heads. The opening and closing of the starting
valves is actuated by solenoid valves which are actuated via impulse sen-
sors from a cam gear.
Operating and monitoring system
Operation and monitoring of the engine is carried out via the SaCoSone. The
following components are included in this system:
▪ The Control Unit - to which all sensors are connected.
▪ The Local Operating Panel (LOP) - with a touchscreen for operation and
display of the operating values.
▪ The Injection Unit - its tasks include the electronic speed control and
the injection control system.
▪ The Interface Cabinet - this has two Gateway Modules which act as the
interfaces to external systems.
▪ The Auxiliary Cabinet - contains the starter for the consumer mounted
on the engine.
Figure 9: Local Operating Panel (LOP)

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L32/44CR
6730 2.3.3-02 EN 7 (7)

MAN Diesel 2.3.4
Special versions of the engine
Resilient engine mounting
Rigid mounting - indirect The support of the engine on the foundations is by rigid connection in the
resilient mounting - semi- simplest case, both for stationary installations and for ship's installations.
resilient mounting - resilient With this solution the dynamic forces (caused by the uneven torque and by
mounting free mass forces and mass moments) and the structure-borne sound is
transferred to the foundations. In order to prevent this, with indirect resilient
support, the engine/generator unit in fixed location systems is often set up
on a resiliently mounted foundation block. This reduces vibrations and
structure-borne noise transmission to the periphery. In order to achieve this
on ship's drives we either use a semi-resilient mounting system on steel
diaphragms or a more expensive solution using a direct resilient mounting.
This provides vibration-insulated separation of the engine, and a highly
resilient coupling also separates the elements to be driven.
Figure 1: Resilient mount

Direction of rotation of the engine
In most cases the engine rotates in a right-hand direction. The engine can
also be left-rotating with propeller drives.
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L32/44CR
6730 2.3.4-01 EN 1 (1)

MAN Diesel 2.3.5
Additional equipment
Crankshaft extension
Figure 1: Crankshaft extension (illustration shows L58/64)

The crankshaft extension permits power take-off at the free engine end. The
crankshaft extension can be made to have a free shaft end or can be equip-
ped with a flange and fitted support bearing.
Auxiliaries drive
The auxiliaries drive, mounted on the free engine end, is required for the
drive of coolant and/or lubrication oil pumps. It consists of a gearwheel
mounted to the free end of the crankshaft next to the rotational vibration
damper.
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Technology
L32/44CR
Figure 2: Drive gear for the pumps mounted on the engine

Pumps attached to the engine
2 coolant pumps and 2 oil pumps can be fitted.
6730 2.3.5-01 EN 1 (6)

2.3.5 MAN Diesel
Figure 3: Pumps attached to the engine (coolant top/lube oil bottom)

The oil pump, a self-priming geared pump, is mounted at the bottom of the
covering on the free engine end. The drive gear engages with the bevel gear
fitted on the end of the crankshaft in front of the vibration damper,
The coolant pumps, single stage rotary pumps with remotely lubricated
bearings, are fitted in the covering on the free engine end. The drive also
takes place via the bevel gear on the end of the crankshaft.
Charge air bypass device
The charge air bypass device serves to increase the charge pressure in part
load operation mode of ship's main engines. It consists basically of a con-
nection pipe between the charge air pipe and the exhaust pipe which can
be controlled by an electro-pneumatic flap.
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Figure 4: Charge air bypass device

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Charge air blower unit

L32/44CR
With the charge air blower unit the charging air is extracted after the charge
air coolers and blown into the machine room. This is required under certain
2 (6) 6730 2.3.5-01 EN

MAN Diesel 2.3.5
circumstances in order to limit the ignition pressure under full load or over-
load conditions.
Figure 5: Charge air blower unit

Exhaust gas blow-off device
The exhaust gas blow-off device serves to protect the turbocharger from
excess speed, especially under part load operating mode. It consists basi-
cally of a connecting pipe between the exhaust pipe in front of the turbo-
charger and the exhaust pipe after the turbocharger, an electro-pneumatic
flap and its control system.
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Technology
L32/44CR
Figure 6: Exhaust gas blow-off device
6730 2.3.5-01 EN 3 (6)

2.3.5 MAN Diesel
Exhaust temperature - Mean value monitoring

Figure 7: Temperature sensor, shown with cylinder head removed

The mean exhaust temperature monitoring unit consists of thermocouples
in the exhaust pipe (see Figure 7) and a monitoring and display unit.
Oil mist detector
Bearing damage, piston seizure and blow-through in the combustion cham-
ber produce increased oil mist formation. An oil mist detector monitors the
concentration of oil mist or the transparency of the air (opacity) in the crank-
case. An ejector pump continuously draws air from all drive chamber sec-
tions, cleans out the larger oil droplets and directs it to a measuring section
with infrared filters. The diode mounted at the exit provides an electrical
signal in accordance with the amount of light received to the monitoring unit.
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Figure 8: Arrangement of the oil mist detector

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L32/44CR
Slow turn device

The device permits the engine to turn slowly over for approx. 2 rotations
with the objective of ascertaining whether all cylinder areas are free of liquids
4 (6) 6730 2.3.5-01 EN

MAN Diesel 2.3.5
for the subsequent starting procedure. The device is mounted on the exist-
ing starting system and operates at a reduced starting pressure of approx.
8 bar.
"Jet Assist" acceleration device
The device supports the rapid run-up in part load mode of ship's main
engines. This involves blowing compressed air onto the compressor rotor
of the turbocharger to increase the charging air pressure.
Engine certification according to IMO
The engine certification conforming to IMO comprises a package of meas-
ures to guarantee the IMO specifications concerning noxious emissions.
CoCoS products
The concept CoCoS comprises software products, order-related data sets
and, in case of CoCoS-EDS, sensors and hardware components as well.
CoCoS-EDS Engine Diagnostics System
CoCoS-SPS Spare Parts Catalogue
CoCoS-MPS Maintenance Planning System
CoCoS-SPO Spare Parts Ordering System
Please refer to the printed material in Section 5.
Tools
A range of other useful tools is available to supplement the set of tools
included in the standard supply of the engine. This includes a valve cone
grinder, a valve seat turning unit, a grinding and milling set for the seat sur-
faces in the cylinder head, a grinding unit for the sealing surfaces in the
cylinder head/ top land ring and a pneumatic honing unit for the cylinder
liners. These tools are needed for, or can facilitate, maintenance work.
Gallery
Galleries on the engine are necessary for the safe execution of maintenance
work. Galleries attached to engines are therefore available for marine
engines as are free-standing galleries for stationary engines.
Insertable step plates
Insertable step plates can be supplied for facilitating maintenance work on
the longitudinal sides of the engine, to compliment or replace galleries with
walkways and banisters. A solution using fixed carriers and plates is also
available.
High pressure fuel lines
The fuel is fed to the Common Rail accumulator units from the high pressure
pumps via the fuel high pressure lines. The fuel finally reaches the injection
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valves via the control elements in the accumulation covers. The removal
Technology
lines remove excess fuel from the accumulation covers.

L32/44CR
6730 2.3.5-01 EN 5 (6)

2.3.5 MAN Diesel
25 Fuel injection pipe 38 Accumulator unit

30 High pressure pump 40 High pressure connection pipe
36 Threaded piece 42 Fuel injection valve
Figure 9: High pressure pipes
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Technology
L32/44CR
6 (6) 6730 2.3.5-01 EN

MAN Diesel 2.4
Systems
2.2 Engine
2.4 Systems
2.5 Technical data
6730 2.4-1 EN 1 (1)

MAN Diesel 2.4.1
Fresh air / intake air / exhaust system
Systems
Fresh air / intake air / exhaust system
1 Suction housing 18 Exhaust pipe

2 Intake silencer 19 Cleaning nozzles
3 Turbocharger A Compressor cleaning
4 Compressor B Lube oil to the turbocharger
5 Turbine C Turbine cleaning
32/40;32/40CR;L32/44CR
6 Double diffuser D Draining/condensate drain

7 Redirection housing E Charge air for compressor cleaning (variant 1)
8 Charge air cooler F Charge/blocking air to turbocharger (NA series)
9 Charge air pipe G Fresh air
15 Condensed water drain H Charge air
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16 Float valve J Exhaust

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17 Overflow line K,L Coolant

Figure 1: Fresh air/charge air/exhaust gas system. Variants in Figure 1a - Silencer, 1b - Suction housing, 2a
- Single stage cooler, 2b - Two stage cooler.
6628 2.4.1-01 EN 1 (6)

2.4.1 MAN Diesel
The air routing The air required for the combustion of the fuel in the cylinder is drawn in by
Systems
the compressor wheel (4) of the turbocharger (3) (Figure 1). This takes place
either via the suction inlet silencer (2) with dry air filter or via the suction
housing (1). The energy transferred from the exhaust gas to the turbine
wheel (5) of the turbocharger is used to compress and heat up the air. The
energy-rich air (charging air) is directed via a sliding sleeve and the double
diffusor (6) to the diverting housing (7). The diffusor reduces the flow speed,
to the benefit of the pressure. The air is cooled in the single or double stage
charge air cooler (8), fitted in the housing. This ensures that the cylinders
are filled with the largest amount of air mass. This takes place via the charge
air pipe (9) which consists of cylindrical elements elastically bound together.
The exhaust gas routing The exhaust gases leave the cylinder head on the side opposite to the
charge air pipe. They are consolidated in the exhaust manifold (18) and
directed to the turbine side of the turbocharger. Thermo-elements in the
cylinder heads and in front of and behind the turbocharger serve to monitor
the temperature. The exhaust manifold consists of cylinder long elements,
in the same way as the charge air pipe. The connection to the cylinder head
is via a clamping arrangement. Corrugated pipe expansion joints are used
to interconnect them and to connect to the turbocharger. The exhaust gases
flow away from the turbine wheel in an axial direction. The glide bearings of
the turbocharger are supplied with oil from the engine circuit.
Condensed water Condensed water pipes (15) are connected to the housing of the charge air
cooler and at the start of the charge air pipe. Any water which arises is
drained off via the float valve (16). The lockable overflow pipe (17) should
be monitored from the plant side.
Charge air cooler cleaning The charge air coolers can, in a fitted condition, be cleaned with a liquid
cleaner. To do this, blind plug discs must be fitted after the turbocharger
and in front of the charge air pipe.
Turbocharger cleaning: On Nozzles (19), which are fitted in the suction housing or in the silencer, are
the compressor side with used for regular cleaning of the compressor wheel and compressor housing
water of the turbocharger. Water is sprayed in through the nozzles. The cleaning
effect is produced by the high impact speed of the droplets of water on the
rotating wheel.
32/40;32/40CR;L32/44CR
21 Tank A Compressor cleaning

22 Pressure jet E Charge air for compressor cleaning
23 Air pump F Sweet water/drinking water
Figure 2: Compressor cleaning with the help of charge air (left) or pressure jet
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(right)
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Water is either filled into the tank (21) and blown out to the connection A
using the charge air (variant 1 in Figure 2) or filled in a pressure jet (22) where
it is pressurised by an air pump (23) and then displaced by the cushion of
air (variant 2).
2 (6) 6628 2.4.1-01 EN

MAN Diesel 2.4.1
Turbocharger cleaning: Tur- The cleaning of the turbine side is preferentially by water which is fed from
Systems
bine side with water a pressurised system via a combination of fittings (25) (variant 1 in Figure
3). The water is sprayed into the exhaust manifold in front of the turbo-
charger.
or with solids Alternatively, or additionally, the cleaning can take place using granulated
combustible solids. The cleaning agent is filled into the tank (26) and blown
into the exhaust manifold using compressed air and the ejector shaped
section (27) (variant 2).
3 Turbocharger C Turbine cleaning

25 Fittings F Sweet water/drinking water
26 Tank J Engine exhaust
27 Ejector M Compressed air
N Cleaning agent (granulate)
Figure 3: Turbine cleaning devices with water (left) or granulated solids (right)
"Jet Assist" acceleration The "Jet Assist" acceleration unit is fed from the 30 bar compressed air
device system. The air flow is directed into the compressor housing and directed
onto the compressor wheel through holes (30) distributed around the cir-
cumference. In this way the air volume is amplified and the turbocharger is
accelerated, which produces the desired increase in charging pressure. See
section 3 - "Adapting the engine to ..."
The pressure and throughput are set using the reduction valve and the
throttle (31). A control system makes sure that adequate air is available for
the starting procedures (Figure 4).
32/40;32/40CR;L32/44CR
2008-10-30
Technology
6628 2.4.1-01 EN 3 (6)

2.4.1 MAN Diesel
Systems
4 Compressor 31 Throttle
5 Turbine M Compressed air
30 Inlet flow aperture O Control air
Figure 4: "Jet Assist" acceleration device
Charge air blow-round device The charge air blow-round device (variant 1 in Figure 5) provides for
improvement in the part load behaviour of the engine. When the isolation
slider (40) is open, charge air flows through the blow-round pipe (41) into
the exhaust pipe. This leads to an increase in the turbine power and thus to
an increase in charge pressure. The flap is actuated by a setting cylinder
(42) pressurised by pilot air.
Charge air blow-off cleaning The charge air blow-off device (variant 2 in figure 5), whose application is
limited to the powering of ships at full load under arctic conditions or to the
operation of stationary engines at overload, is also controlled by an isolation
flap or by a spring-loaded valve. The device serves to limit the charge air
pressure and the ignition pressure. The excess charge air is blown into the
machine room (43). There is no connection to the exhaust pipe in this sit-
uation.
For explanations on the symbols and abbreviations used please consult

Section 5.
32/40;32/40CR;L32/44CR
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Technology
4 (6) 6628 2.4.1-01 EN

MAN Diesel 2.4.1
Systems
3 Turbocharger
40 Shut-off flap
41 Blow-round pipe
42 Adjustment cylinder
43 Blow-off pipe
J Engine exhaust
G Fresh air
H Charge air to engine
Figure 5: Charge air bypass and charge air blow off device
Charge air blow in (auxiliary The charge air blow-in device (variant 3 in Figure 6) provides for improve-
blower) ment in the part load behaviour of the engine. When the isolation flap (44)
is open, the auxiliary blower (47) directs fresh air through the blow-in device
(46) into the charge air pipe. This leads to an increase in cylinder filling and
thus to an increase in charge pressure. The flap is actuated by a setting
cylinder (45) pressurised by pilot air.
32/40;32/40CR;L32/44CR
2008-10-30
Technology
6628 2.4.1-01 EN 5 (6)

2.4.1 MAN Diesel
Systems
3 Turbocharger
7 Redirection housing
44 Isolation flap
46 Blow-in pipe
47 Auxiliary blower
J Engine exhaust
G Fresh air
Figure 6: Charge air blow in (auxiliary blower)

Exhaust blow-off device When the turbocharger is arranged in a part-load oriented manner, excess
speed of the of the turbocharger is prevented by exhaust gas blowing off
(variant 4 in Figure 7). When the isolator flap (48) is open, part of the exhaust
gas flows directly to the chimney through the blow-off pipe by bypassing
the turbocharger (3). This leads to an decrease in the turbine power and thus
to an decrease in turbocharger speed. The flap is actuated by a setting cyl-
inder (49) pressurised by pilot air.
3 Turbocharger
6 Double diffuser
48 Isolation flap
50 Blow-off pipe
J Engine exhaust
32/40;32/40CR;L32/44CR
G Fresh air
Exhaust gas after turbocharger
M
(chimney)
2008-10-30
Technology
Figure 7: Exhaust gas blow-off
6 (6) 6628 2.4.1-01 EN

MAN Diesel 2.4.2
Start, Stop and Control Air System
Systems
Compressed air and starting system
Compressed air is required for starting the engine and for performing a
range of pneumatic controls. ≤ 30 bar is required for starting. 30 bar, 8 bar
or low pressures are required for the control system. The supply to these
systems is from 30 bar compressed air vessels via the connection 7101. In
order to guarantee perfect operation of the control valves even when the
pressure in a section of the compressed air vessel is reduced by previous
starting operations, ship's main engines have a second compressed air
connection 7102. The supply of control air from a separate compressed air
vessel can take place through this. Non-return valves form a redundant
supply and prevent pressure equalisation.
A Main starter valve G Starting device P Connection for:

oil mist detector
charge air blow-round
exhaust gas blow-off
charge air blow-off
B Solenoid valve H Starting valve R Impulse transmitter
D Common Rail accumulator K Connection piece a - d Nodes
E Emergency stop valve L Flame breaker KS Coupling side
F Turning over gear N Flushing and safety (pressure limiting) KGS Counter coupling side
valve
Figure 1: Compressed air and starting system (Section 1)
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In brief For starting the engine, (see Figure 1)

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L32/44CR
▪ the main starting valve, fitted on the counter coupling side,

▪ the solenoid valves, fitted on the cylinder heads and
▪ the starting valves, fitted in the cylinder head are used primarily.
6730 2.4.2-01 EN 1 (7)

2.4.2 MAN Diesel
These valves are opened when specific conditions are met.

Systems
The solenoid valves are actuated as soon as the main starting valve (A) is
actuated electrically in the operating device or manually at the main starting
valve (Start possible with and without slow turn) and they are activated
according to the ignition sequence by the relevant pulse sensors (R). The
air pressure from the solenoid valve finally opens the relevant starting valve.
6 Common Rail accumulator 12 Flushing valve/emergency stop valve

7 Oil mist detector C Control air for operating device
Figure 2: Compressed air and starting system (Section 2)
In detail As soon as the isolation valve of the starter air inlet 7101 is opened air flows
via the branch a to the main starter valve and via the non-return valve into
the control air system (see Figure 1).
If the isolation valve for the control air supply 7102 is opened the air flows
into the control air system via the non-return valve. The non-return valve
prevents the flow back to the main starter valve in this location.
This ensure redundant supply for the control air system.
Starting air area If the air feed to the main starting valve is opened, and START or SLOW
TURN is pressed at the main starting valve, the air flows to the start valves
in the cylinder head. With the slow turn, the air pressure is reduced via an
adjustable throttle in the main starting valve.
Start procedure (Description When the main starting valve is opened, the solenoid valves are under pres-
section 1) sure. As soon as the individual impulse transmitter (R) activates the solenoid
valve through the segment located on a disc on the camshaft, control air is
directed to the starting valve. This opens the starting valve (see Figure 3)
and the full flow of air is directed into the combustion chamber. The piston
is pressed downwards. The crankshaft and camshaft are turned. This trig-
gers the next impulse transmitter (R), activates the next solenoid valve and
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supplies the next cylinder with air.

Technology
The starting periods of the individual cylinders overlap each other so that a
L32/44CR
safe start is guaranteed in all crankshaft positions.
2 (7) 6730 2.4.2-01 EN

MAN Diesel 2.4.2
Systems
1 Starting valve 7 Housing bottom section
2 Cylinder head 8 Piston/Valve cone
3 Support ring 9 Compression spring
4 Cylinder liner
5 Fuel injection valve A Pilot air from the solenoid valve
6 Housing top section B Compressed air from the main starting valve
Figure 3: Starting valve - Cross section on the left/Layout on the right
Pilot air area The pilot air system is supplied with compressed air via the node b and the
air filter M462.
At the node c both the emergency stop valve M329/2 (E) and the pressure
limiting valve M409/1 are supplied with compressed air.
The pressure limiting valve M409/1, which is mounted on the counter cou-
pling side, reduces the air pressure from 30 bar to 8 bar and supplies the
oil mist detector, charge air diverting flap, exhaust gas blow-off flap and
charge air blow-off flap (40).
The other compressed air branch of the node c supplies the emergency stop
valve M329/2 with compressed air. When actuated, this switches the pneu-
matically piloted hydraulic valve (N) to unload the Rail, thus switching the
engine off.
The pressure switch (B) signals back to the control system that the emer-
gency stop valve M329/2 has responded.
The valve for indexing unit blocking (F) is supplied with compressed air at
node d.
If the indexing unit is engaged, the feed of pilot air to the main starter valve
(A) is interrupted. If this is the case, the engine can no longer be started.
Main starter valve The main starter valve seat is closed if the inlet side is depressurised. As
soon as the top inlet “START" (8) switches, air flows from the inlet opening
(1) directly to the outlet opening (2) (see Figure 4).
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Technology
L32/44CR
6730 2.4.2-01 EN 3 (7)

2.4.2 MAN Diesel
Systems
1 Inlet
2 Consumer
3 Outlet, relief
5 Throttle
8 Inlet
Figure 4: Layout/connections of the main starter valve with the Start switching
procedure
The main starting valve seat is closed if the inlet side is depressurised.. As
soon as the lower inlet “SLOW TURN" (8) switches, air flows from the inlet
opening (1) via the throttle (5) to the outlet opening (2) (see Figure 5).
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Technology
L32/44CR
4 (7) 6730 2.4.2-01 EN

MAN Diesel 2.4.2
Systems
1 Inlet
2 Consumer
3 Outlet, relief
5 Throttle
8 Inlet
Figure 5: Layout/connections of the main starting valve with the Slow Turn
switching process
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Technology
L32/44CR
6730 2.4.2-01 EN 5 (7)

2.4.2 MAN Diesel
Systems
Figure 6: Fitted main starting valve

Indicator cocks/Safety valves Indicator cocks for connecting the cylinder pressure measuring devices are
directly screwed into the cylinder heads or (with marine main engines) into
the connection points provided with spring-loaded safety valves.
Flame breaker Flame breakers are installed in the connections of the starting air pipe to the
support rings of the cylinder liners. They should prevent flames from flashing
back in the case of damaged starting valves.
Drainage In the connection line from the pressure tanks to the main starting valve a
discharge cock must be fitted at the deepest point. This cock must be
opened at regular intervals to remove accumulating condensation from the
pipes. The cock is used for bleeding the pipe prior to assembly work. The
relief cock is used for the same purpose on the main starting valve, which
is fitted to the relief pipe of the air bleed valve.
Bleeding the pipe prior to The relief cock must be opened prior to starting maintenance work. This
assembly work prevents pressure from building up in front of the main starting valve as a
result of leaks in the pressure tank shut-off fittings which could lead to the
unintentional starting of the engine.
Emergency stop There is an emergency stop device in order to be able to shut down the
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engine quickly in an emergency. It consists of the valve combination M

Technology
329/2, which acts on the Common Rail accumulator. When actuating the
L32/44CR
device the upstream valve is opened manually or electrically. The second

valve is also opened using compressed air and air proceeds to flow to the
emergency stop valve (12) in the common rail accumulator (6) (see Figure
2).
6 (7) 6730 2.4.2-01 EN

MAN Diesel 2.4.2
Slow turn device In engines started in automatic mode, the opening of the indicator cocks is
Systems
not guaranteed. In this case the slow turn device is activated prior to start-
ing.
The device permits the engine to turn slowly over for approx. 3 rotations
with the objective of ascertaining whether all cylinder areas are free of liquids
for the subsequent starting procedure. The device is based on the existing
starting system. It works at a reduced (adjustable) air pressure.
For explanations on the symbols and abbreviations used please consult

Section 5.
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Technology
L32/44CR
6730 2.4.2-01 EN 7 (7)

MAN Diesel 2.4.3
Fuel System
Systems
Fuel System
1 Ring main (feed) 10 Common Rail accumulator 21 Isolation cock

unit
2 High pressure pump with suc- 11 Valve block 5101 Fuel feed
tion regulation valve
3 Camshaft (Cam) 12 Safety valve 5111 Fuel return
4 Ring main (return) 13 Flushing valve - Emergency 5141 Leak fuel drain (moni-
stop valve tored)
5 Leak fuel line for high pressure 14 Non-return valve for flushing 5143 Leak fuel drain (moni-
lines and shut-off lines mode tored)
6 Leak fuel line 15 Pressure retaining valve
7 Injection line 18 Pilot volume line A Lube oil
8 Injection valve 19 Shut-off volume in fuel return, B Coolant
leak in leak fuel line (5)
9 Selector valve 20 High pressure line
Figure 1: Fuel System
Common-Rail injection sys- In the case of the Common Rail injection system, the generation of pressure
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tem and the injection process are independent of each other. The fuel is trans-
Technology
ported by electronically controlled high pressure pumps to the Common Rail

L32/44CR
accumulator units and is held there independently of the engine speed and
the required injection volume. Electronically actuated selector valves deter-
mine the start, duration and end of the injection process.
6730 2.4.3-01 EN 1 (4)

2.4.3 MAN Diesel
Systems
1 Pump housing 7 Ram body

2 Valve support 8 Suction regulating valve
3 Pump cylinder A Fuel feed
4 Pump piston B Fuel return
5 Compression spring C Leak fuel
6 Piston spring plate D Lube oil
Figure 2: High pressure pump
From the inlet flange to the The fuel is supplied to the engine at the front/at connection 5101 (see Figure
injection valve 1). The high pressure pumps are connected to each other through short pipe
sections to the ring main.
High pressure lines direct the fuel to the Common Rail accumulator units
mounted in series. Control valves mounted in the control valve carriers
finally open the route to the injection valves. The high pressure pumps are
driven by triple cams on the camshaft.
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Technology
9 Control valve carrier 11 Selector valve

L32/44CR
10 Common Rail accumulator unit

Figure 3: Common Rail accumulator
Operating mode The injection valve needle opens the cross section to the injection holes
when the rising pressure exceeds the spring force. The injection procedure
2 (4) 6730 2.4.3-01 EN

MAN Diesel 2.4.3
is determined by the switching valve. The volume of the fuel to be injected
Systems
is predetermined by a control device located in the engine management
system and implemented via switching valves on the injection valves. The
set value for the injection timing (start and end) and the injection pressure
is calculated by the control device on the basis of performance data and
numerous operating values. Moreover, the control device determines the
fuel volume supplied to the high pressure pumps via the upstream suction
throttling valve. This keeps the fuel pressure provided in the Common Rail
accumulator almost constant.
1 Housing 7 Pressure piece

2 Tensioning nut 8 Setting screw
3 Injection nozzle
4 Sealing ring A Fuel from the Common Rail accumulator
5 Spring plate B Coolant supply
6 Compression spring C Coolant return
Figure 4: Fuel injection valve
Excess fuel Excess fuel, not required by the high pressure pumps, continues to flow into
the ring main (1) and is returned to connection 12,981.94 cm the system via
a pressure retaining valve. This arrangement achieves the following.
▪ There is always a sufficiently large volume of pressurised fuel available.
▪ In order to warm up the pipe system and the high pressure pumps, it is
possible to circulate preheated fuel even before starting the engine.
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▪ The required fuel temperature is easier to maintain.

Technology
In order to prevent the formation of vapour bubbles in the hot fuel, the engine
L32/44CR
is supplied with fuel from a pressurised system.

Leak fuel lines Connections for the leak fuel pipes have injection valves, injection pipes,
high pressure pipes, high pressure pumps, accumulator units and non-
return valves. The leak fuel line directs the leak fuel of the injection valves
6730 2.4.3-01 EN 3 (4)

2.4.3 MAN Diesel
and the high pressure pumps to the monitored connection 5143. The leak
Systems
fuel of the high pressure lines, the accumulator units and the non-return
valves is directed to the monitored connection 5141. The stop-cock (21)
must remain closed during engine operation.
Covering The fuel ring main and the high pressure pumps, Common Rail accumulator
units and high pressure and injection pipes are concealed under covers. The
monitoring of this area and, in particular, the high pressure pipes and injec-
tion pipes it contains as well as the leak fuel lines for leaks is done so using
monitoring devices in the downstream systems.
Safety valve In order to prevent damage from excessive pressures in the Common Rail
injection system, the safety valve opens when the pressure in the Common
Rail accumulator units exceeds a pressure of 1850 bar. The safety valve
then regulates the rail pressure to an emergency operating pressure. The
safety valve must not be operated in this condition for more than 24 hours.
System on the plant side
Engines in the heavy oil mode must be equipped with some auxiliary devices
(mixing tank, heating device, viscometer etc.). The exact arrangement of the
individual devices is shown in the fuel diagram of the respective plant.
See technical documentation of the plant.
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Technology
L32/44CR
4 (4) 6730 2.4.3-01 EN

MAN Diesel 2.4.4
Speed and power control
Systems
Tasks/Contexts
The most important tasks The following tasks must be carried out with respect to engine output and
engine speed:
▪ parameters are to be changed or
▪ kept constant,
▪ a specific response is to be taken to failures,
▪ values must be limited and
▪ balanced with each other with several engines in a plant.
Participating systems These tasks cannot be performed by one element/system alone. Depending
on the system design, the following are required to a varying extent
▪ a speed and output limiting system,
▪ a speed and output regulating system, possibly
▪ a synchronisation system,
▪ a load distribution system and
▪ a frequency regulating system.
Everything is carried out via Active influencing of engine speed and engine output is only possible by
the filling setting adjusting the injected fuel volume. This is carried out via the engine man-
agement system integrated in the speed regulator. It calculates the fuel vol-
ume to be injected which is then converted via the prevailing fuel pressure
in the Common Rail in the opening timing and duration of the control valves.
The Rail pressure regulator integrated in the control device regulates the
Common Rail accumulator pressure as well as the injection timing and
duration depending on the respective operating point.
Specific feed volume settings (filling settings) produce
▪ in the case of engines which drive generators, a specific output point on
the (constant) rated speed line -
f ⇒ Pvar / nconst,
▪ in the case of engines which drive fixed propellers, a point on the pro-
peller curve and
▪ in the case of engines which drive variable-pitch propellers a point in
the propeller performance field.
In these two instances
f ⇒ Pvar / nvar.
Speed and output regulation The speed and output regulation system aligns the actual speed to the set
system speed. To do so, an actual value must be captured and a set value, under
certain circumstances a selected set value, predetermined. The governor
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determines the required correction signal. Moreover, its setting also deter-
Technology
mines the reaction behaviour of the control and limits the speeds and,
L32/44CR
therefore, the outputs.

Synchronisation device A synchronisation device is required for engines which drive three-phase
generators. Three-phase systems may only be interconnected when fre-
quencies (speeds), voltages and phase sequence coincide and when the
6730 2.4.4-03 EN 1 (5)

2.4.4 MAN Diesel
energy-generating engines have the same P level. The first conditions must
Systems
be achieved by the effect on the generator (voltage) and the engine (fre-
quency/speed and phase sequence). The second condition must be satis-
fied by conscientiously setting the speed regulator.
Active load distribution sys- In the case of multi-engine systems, we must avoid units working in parallel
tem from running with different percentage loads. The active load distribution
system is used to achieve this. It compares the output signals of intercon-
nected units and continues to deliver actuating pulses via the remote speed
adjuster on the speed governor until the compensation is achieved.
1 Measuring wheel 8 Regulating valve A Actual speed value

2 Common Rail control sys- 9 Emergency stop/ B Speed set value
tem (Electronic section) Flushing valve a Impulse “higher"/"lower"
b Impulse “shutdown"
3 Speed/Position sensor 10 Relief valve C Charge air pressure-dependent filling limit
4 Control valve 11 Emergency stop valve E Actual filling value
5 Fuel injection valve 12 Common Rail accu- F Compressed air for emergency shutdown
mulator
6 Common Rail pressure 13 Operating device G Control air
sensor
7 High pressure pump H Fuel
a feed
b to Common Rail accumulator
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c return
Technology
L32/44CR
Figure 1: Speed and output regulation system

Frequency regulation system The load distribution system in generator units is usually combined with a
frequency regulation system. At the same time, the frequencies of the run-
ning units with the common rail frequency are compared and jointly com-
2 (5) 6730 2.4.4-03 EN

MAN Diesel 2.4.4
pensated, in the event of deviations, by impulses on the speed governors.
Systems
There is no impact on the load distribution.
Speed and output regulation system
Components The speed and power control system - put more simply, the speed governor
- comprises the speed and position sensors, the remote speed setting
device (setpoint device), the common-rail control unit, the control valves and
the pressure sensors. In the case of main ship engines, there are also charge
limitation systems.
Layout The speed sensors are arranged radially to the camshaft at the control side.
For this purpose a measuring wheel is positioned next to the gear wheel of
the control operating mechanism. The control valves of the injectors are
housed in the relevant accumulator cover of the common-rail accumulator.
The throttle valves for controlling the common-rail accumulator pressure are
located directly on the high-pressure pumps. Pressure sensors are located
on the common-rail accumulator. The electronic control unit is housed in
the common-rail control cabinet away from the engine.
How it works The speed sensors measure the actual speed of the engine by scanning the
contour of the gear wheel. Whenever a tooth passes the speed sensor a
voltage is generated, and this voltage drops back to zero in the gap between
the teeth. The frequency of the voltage signals is proportional to the engine
speed. The common-rail control system also has position-sensing equip-
ment, which plays a fundamentally important role in terms of the injection
timing. As a consequence of the arrangement of the missing teeth in the
measuring wheel, the engine management can also determine the direction
of rotation of the engine.
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Technology
L32/44CR
1 Measuring wheel 3 Speed / position sensor

Figure 2: Layout of the speed sensors
6730 2.4.4-03 EN 3 (5)

2.4.4 MAN Diesel
The speed setpoint device converts the externally received control signals
Systems
(e.g. from a synchronizing device or from another controller) into an ana-

logue current signal (4-20 mA). In the simplest case, the setpoint setting is
implemented with simple "Higher/Lower" buttons, which are e.g. positioned
on the control platform on the engine.
In an electronic controller, the difference between the setpoint (target) speed
and the actual speed is evaluated. Here, the magnitude and direction of the
discrepancy and the rate of change are taken into account. From this infor-
mation the system calculates a correction signal, which is used in turn to
calculate the necessary fuel-injection parameters. At this point the control
valves are actuated in the required way in order to change the amount of
fuel which is injected into the combustion chambers. The setpoint (target)
pressure in the common-rail is determined according to the current oper-
ating point on the basis of the map and is controlled (closed loop) by the
integrated control unit. The common-rail pressure is determined with the aid
of two pressure sensors. The common-rail pressure is regulated via the
throttle valves on the high-pressure pumps.
Through appropriate adjustment of the controller it is possible to match the
operating characteristics of the engine to the prevailing conditions or the
operating targets. Refer to the printed document in section D of the technical
documentation.
Figure 3: Local Operating Panel (LOP)

Starting-up and accelerating During start-up and acceleration of the engine certain charge quantities
(charge limitation) must not be exceeded, e.g. in order to ensure that as little smoke as possible
is generated during acceleration or to enable manoeuvring without over-
2009-03-03
loading the engine. To do this, the charge air pressure is converted into a
Technology
current signal with the aid of a P/I converter. In the electronic unit, this signal
L32/44CR
is then logically evaluated and a charge release is not issued until the cor-
responding charge air pressure has been reached. Higher external setpoint
settings are ignored.
4 (5) 6730 2.4.4-03 EN

MAN Diesel 2.4.4
The limit curves can be freely programmed in the controller. This is done via
Systems
an electric interface. The charge is limited when the engine is started, i.e.
when there is no charge air pressure.
Shutting down the engine The engine is normally shut down by interrupting the fuel supply. In the
process, a signal is sent to the control electronics, which then stop the
actuation of the control valves and therefore the fuel-injection process itself.
In an emergency, the engine can be stopped by directing control air to the
emergency stop/purging valve of the common-rail accumulator (see section
2.4.2). This takes the load off the common-rail accumulator, and the fuel is
directed to the fuel return. As a result, the high-pressure pumps are unable
to build up pressure in the common-rail accumulator and no fuel-injection
takes place.
Charge level indicator/charge The common-rail control electronics generate a 4-20 mA signal. This signal
sensor corresponds to the charge level indicator in a conventional machine.
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Technology
L32/44CR
6730 2.4.4-03 EN 5 (5)

MAN Diesel 2.4.6
Lube oil system
Systems
Lubrication of the engine and turbocharger
Supply from the internal dis- All lubrication points on the engine and the turbocharger are connected to
tribution pipe the compressed oil circuit. The lube oil inlet flange (2101) is located on
counter coupling side above the covering. From the distribution line cast
into/integrated into the body the oil is directed to the crankshaft bearings
via the tie-rod cannons. From here it is directed through the crankshaft, on
the one hand to the connecting rod bearings and through the connecting
rods to the piston upper sections (see Figure 1), The location bearing on the
coupling side is supplied with oil from the last bearing block (see Figures
2/3).
1 Support ring 6 Piston pin

2 Cylinder liner 7 Connecting rod
3 Crankshaft
4 Land ring G to the crankshaft bearings
5 Piston N from the crankshaft bearings to the piston upper sec-
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tion
Technology
Figure 1: Lube oil system from the crankshaft bearing to the piston
L32/44CR
From all these lubrication points the oil flows freely back into the oil sump.
The oil sump directs it into the lube oil tank underneath.
The integrated distribution line also supplies
6730 2.4.6-01 EN 1 (9)

2.4.6 MAN Diesel
▪ the camshaft bearing of the high pressure pumps and the valve cam-
Systems
shaft and
▪ the injection nozzles and bearings of the control shaft drive.
The oil channels for supplying the camshafts continue over the camshafts.
From here, the following are supplied with lube oil
▪ the cam follower on the exhaust side and
▪ the high pressure pumps (7) and cam follower (8) on the side opposite
the exhaust
.
2008-10-30
Technology
L32/44CR
2 (9) 6730 2.4.6-01 EN

MAN Diesel 2.4.6
Systems
1 Lube oil filter 10 Turbocharger E via high pressure pump cam-
shaft to high pressure pumps
and direct to rocker arms in
the cylinder head
2 installed pump (lube oil, KS Coupling side F via valve camshaft to the cam
coolant) followers
3 Engine KGS Counter coupling side G to crankshaft bearings
4 Oil sump AS Exhaust side H via crankshaft bearing to loca-
tion bearing
5 Crankshaft AGS Side opposite to the exhaust J to bearings and injection noz-
zles of the control shaft drive
6 Camshafts A Lube oil to the engine and to K to guide bearings of the high
the turbocharger (2101) pressure pump and valve
camshaft
7 High pressure pump B to the pump drive L to the turbocharger
8 Cylinder head/Rocker arm C to the axial bearing of the high M Oil drain from the turbo-
pressure pump camshaft charger
9 Pressure reduction (screen) D Distributor pipe P Bleeding (2841)
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Figure 2: Lube oil system (overview)

L32/44CR
Supply from outside The axial bearing of the high pressure pump camshaft is supplied with oil
from the outside. The engine-driven coolant and lube oil pumps are also
supplied with lube oil from the outside. This applies also to the bearings of
6730 2.4.6-01 EN 3 (9)

2.4.6 MAN Diesel
the turbocharger. The supply lines of these component groups are connec-
Systems
ted to the integrated distribution line.

The lube oil system must be fitted with a pressure regulation valve on the
inlet side which keeps the oil pressure constant in front of the entry in the
engine, independent of the speed and oil temperature. The oil supply to the
turbocharger is adjusted using a regulating disc.
5 Crankshaft 15 Cam followers

11 Cylinder crankcase D Distributor pipe
12 Tie rod E via high pressure pump camshaft
to high pressure pumps and
direct to rocker arms in the cylin-
der head
13 High pressure pump camshaft F via valve camshaft to the cam fol-
lowers
14 Valve camshaft G to crankshaft bearings
Figure 3: Lube oil system from the distribution line to the crankshaft and
camshafts
2008-10-30
Technology
L32/44CR
4 (9) 6730 2.4.6-01 EN

MAN Diesel 2.4.6
Systems
13 High pressure pump camshaft 22 Bearing bush
14 Valve camshaft 23 Spray nozzle
20 Crankshaft gear
21 Intermediate gear J to bearings and injection nozzles
of the control shaft drive
Figure 4: Lube oil system from the distribution pipe to the drive gears
Supply to the turbocharger The turbocharger is supplied with lube oil via the lube oil system of the
engine.
After an engine stop or Black Out the bearing points of the turbocharger
must be re-lubricated for cooling, either by the lube oil pumps of the engine
or by a separate auxiliary lube oil pump.
For lubricating the turbocharger before starting the engine, either use the
main lube oil pump or a smaller auxiliary pump (see Figure 5). Cycle control
of the pump and system matching must ensure that the turbocharger is not
over-lubricated, either during pre-lubrication or during operation.
2008-10-30
Technology
L32/44CR
6730 2.4.6-01 EN 5 (9)

2.4.6 MAN Diesel
Systems
R Oil to engine
Figure 5: Pre-lubrication of the turbocharger with auxiliary pump
Cylinder lubrication
Lube oil route The lubrication of the running surfaces of the cylinder liners is carried out
primarily by splash-oil and by oil mist from the crankcase. The lubrication
of the piston rings takes place from below via holes in the lower section of
the cylinder liner. In the interests of as little oil consumption as possible, the
geometrical conditions were designed so that the oil holes are covered by
the first piston ring land at bottom dead centre of the piston and by the
piston skirt in the top dead centre. The oil is directed to the cylinder liners
from the side opposite the exhaust through the intermediate floor of the
body base. The oil supply is carried out from the counter coupling side.
Pressure creation/Oil distri- The required oil pressure is created by the pump unit (see Figure 7).
bution
2008-10-30
Technology
L32/44CR
6 (9) 6730 2.4.6-01 EN

MAN Diesel 2.4.6
Systems
9 Body base intermediate floor 11 Piston (right top edge / left lower
edge)
10 Cylinder liner C Oil from block distributor to the cyl-
inder liner
Figure 6: Lubrication of the cylinder liner and piston rings
The suction line B on the pump is connected to the lube oil inlet line A with
which the engine and turbocharger are supplied with oil. There is an adjust-
able pressure-limiting valve on the pressure side of the pump. Regulation
of the oil flow to the lube points is carried out using a hydraulically active
block distributor.
The movements of the working pistons of the block distributor are moni-
tored by an inductive proximity switch and an impulse evaluation unit. This
must make sure that a specified number of impulses are produced in a
specified period of time.
2008-10-30
Technology
L32/44CR
6730 2.4.6-01 EN 7 (9)

2.4.6 MAN Diesel
Systems
A Lube oil to the engine and to the 1 Pump unit

turbocharger
B to the cylinder lube oil pump 2 Pressure limiting valve (adjusta-
ble)
C Overflow line 3 Block distributor
D to the block distributor 4 Proximity switch
E to the cylinder liners/Piston rings 5 Impulse monitoring
Figure 7: Cylinder lube oil system
Temperature monitoring of the crankshaft bearing

The temperatures of the crankshaft bearings (and the external bearing) are
measured just below the bearing shells in the bearing caps. This is carried
out using oil-tight resistance temperature sensors (Pt 100). The sensing
leads are routed in the crank housing up to the level of the cable duct on
the exhaust side and are taken from there to a terminal box on the outside.
2008-10-30
Technology
L32/44CR
8 (9) 6730 2.4.6-01 EN

MAN Diesel 2.4.6
Systems
1 Crankshaft
2 Main bearing cap
3 Temperature sensor
Figure 8: Temperature monitoring of the crankshaft bearing
Splash-Oil Monitoring System

The splash oil monitoring system indirectly determines the temperatures of
each individual running gear (or running gear pair in the case of V engines)
via sensors in the splash oil. If the defined maximum value or the admissible
deviation from the mean value is exceeded, the safety system initiates an
engine shutdown.
Damage to the bearings on the crankshaft and connecting rod are detected
early and wide-ranging damage can be prevented by triggering an engine
stop.
In the operating station the individual drive train temperatures of the engine
are displayed graphically and as absolute values.
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1 Temperature sensor 3 Operating station

L32/44CR
2 Crankcase cover 4 Safety system

Figure 9: Drive train temperature monitoring with Splash-Oil Monitoring System
6730 2.4.6-01 EN 9 (9)

MAN Diesel 2.4.7
Coolant System
Systems
Overview
Circuits/Cooling media In the interest of the lowest possible thermal stress the components must
be cooled,
▪ the components comprising the combustion chambers and
(through a separate system)
▪ the fuel injection valves.
The charge air heated by compression in the turbocharger is recooled with
the charge air cooler. This occurs in the interests of enlarging the air mass
available for combustion.
Treated fresh water is used for cooling purposes. Engine coolant (primary/
high temperature circuit) flows through the first stage of the charge air cooler
and fresh water from the secondary/low temperature circuit flows through
the second stage (Figure 1).
Cylinder cooling
Coolant inlet (3101) The coolant inlet flange 3101 for the cylinder cooling is located on the coun-
ter coupling side. The coolant first flows through the charge air cooler into
the distribution line. There are connections on the cylinder liner support rings
originating from the distribution line. The following are cooled (see Figure 2
- Chambers a to k):
▪ the cylinder liner, the support ring and
▪ the cylinder head.
The cooling of the cylinder head is performed starting from the annular
space around the cylinder head base. From there the water flows through
bore holes in the annular space around the injection valve cannon. In part it
does not reach this area until after circulating around the valve seat rings.
The other large cooling areas of the cylinder head are filled from this annular
space.
Coolant outlet (3111) The outflowing water flows through the push-fit transition bushing via the
top area of the support ring to the return manifold. This is next to the supply
line (front). It takes the heated water back into the system. The return is
carried out at connection 3111.
Bleeding The bleeding connection (p) for support ring, land ring and cylinder head is
located in the cylinder head on the exhaust side (Figure 3). The connections
of the individual cylinders are brought together with the bleeding of the
charge air cooler in a single line and directed to connection 3141.
2008-10-30
Technology
L32/44CR
6730 2.4.7-01 EN 1 (5)

2.4.7 MAN Diesel
Systems
1 Engine A Coolant for cylinders (feed) G Coolant for injection

Coolant after charge air cooler nozzles (drain)
2 Cylinder head B Coolant for cylinders (drain) H Drainage (manifold)
3 Support ring C Coolant in front of charge air cooler K Bleeding for cylinder
cooling and charge air
cooler
4 Charge air cooler D Coolant for charge air cooler stage II L Bleeding for charge air
cooler
E Charge air M Coolant in front of the
charge air cooler (spare
connection)
HT High temperature circuit F Coolant for injection nozzles (feed)
(Stage I)
NT Low temperature circuit
(Stage II)
Figure 1: Cylinder and nozzle coolant system
Emptying Via the emptying connection 3151 both the distribution line and the cooling
areas of the support ring and cylinder head, as well as the return manifold,
can be emptied.
2008-10-30
Leak checks The tightness of the system, cylinder head, cylinder liner and support ring,
Technology
as well as the sealing rings of these components can be checked at the bore
L32/44CR
holes (l - Gas tightness) and (m - Leaks). The bore holes are located on the
side opposite the exhaust on the inside left.
2 (5) 6730 2.4.7-01 EN

MAN Diesel 2.4.7
Systems
1 Cylinder liner 4 Cylinder head a -k Coolant routing/cooling chambers
2 Support ring 5 Valve seat ring
3 Land ring 6 Fuel injection valve
Figure 2: Combustion chamber components coolant routing
Nozzle cooling
The feed and return lines for the nozzle coolant are located behind the high
pressure pumps. The feed connection has the number 3401. The water is
taken via a plug connection and short pipe sections to the cylinder head and
via an annular space up to the injection valve. The return is carried out in
the same way. The manifold pipe ends at connection 3411. Emptying of the
supply and drain pipe is possible via the connection to the cylinder coolant
emptying pipe.
2008-10-30
Technology
L32/44CR
6730 2.4.7-01 EN 3 (5)

2.4.7 MAN Diesel
Systems
Figure 3: Cylinder head with bleeding connection p (left) and combustion chamber components with
inspection apertures l and m as well as drainage connection n on V engines (right)
Charge air temperature control
Charge air temperature con- During operation in the tropics, the engines must be controlled in order to
trol avoid condensation in the charge air pipe and also with regard to the charge
air temperature. This is carried out by the CHATCO temperature controller
(see Figure 4), where the following physical limiting conditions apply: Water
precipitates when compressing and cooling the charge air. In unfavourable
conditions, up to 1000 kg/h in larger engines. The volume increases:
▪ with increasing intake air temperature,
▪ with increasing intake air humidity,
▪ with increasing charge air pressure, and
▪ with decreasing charge air temperature.
The condensation volume must be reduced as far as possible. Water must
not enter the engine. This is guaranteed by design measures and can be
supported by controlling the charge air temperature. CHATCO includes a 3-
way temperature regulating valve in the LT area of the charge air pipe, an
electronic temperature controller and two temperature sensors - one in the
charge air line and one in the intake area of the turbocharger (e.g. in the
intake air shaft).
The charge air temperature is constantly raised as from a specific intake air
temperature. The control system is active in all operating conditions where
no charge air preheating takes place.
2008-10-30
Technology
L32/44CR
4 (5) 6730 2.4.7-01 EN

MAN Diesel 2.4.7
Systems
1 Charge air cooler d Charge air temperature
2 Temperature regulating valve ST Engine speed
3 CHATCO cabinet GT Fuel pump filling
A Charge air TE1 Intake air temperature
B Coolant TE2 Charge air temperature
c Intake air temperature TC Temperature controller
Figure 4: Control diagram - CHATCO
2008-10-30
Technology
L32/44CR
6730 2.4.7-01 EN 5 (5)

MAN Diesel 2.4.8
Leak detection system
Systems
Structure of the leak detection system
The leak detection system makes it possible to localise any leaks that may
occur on the Common Rail Injection System quickly and without great
expense.
Causes for leakage
In many cases improperly fitted or dirty sealing faces on the high pressure
and injection lines are the cause for leaks in the Common Rail Injection
System. In this case, the leak point is located between the cone seat and
the spherical surface of a high pressure sealing arrangement.
It is more common to find leaks between the control valves and the valve
groups.
It is very rare to find leaks at the sealing faces between the components
pressure accumulator, switching valve carrier and valve groups.
Structure of the leak detection system
Structure of the leak system The leak system for fracture leaks consists of
for fracture leaks
▪ leak drain lines and a common manifold line
▪ Sleeving on high pressure and injection lines
▪ Sleeving on Common-Rail accumulator units
▪ Fracture leak tank with float switch
Any possible fracture leaks that may arise from sealing problems on the high
pressure lines, injection pipes and Common Rail accumulator units, is direc-
ted via their sleeving and the leak fuel pipes to the fracture leak tank.
The routing of the leak drain lines is shown schematically in the description
of the fuel oil system (section 2.4.3).
A float switch in the fracture leak tank monitors the level of leaks and sends
a signal to the engine control system when a specific level is reached in the
fracture leak tank.
Structure of the leak detection The leak detection system is integrated into the leak system for fracture
system leaks.
The leak detection system consists of

▪ Detection bolts and
▪ detection sensors (capacitative sensors)
2008-10-30
Technology
L32/44CR
6730 2.4.8-01 EN 1 (5)

2.4.8 MAN Diesel
Systems
10 Leak tank with float switch 32 Detection bolt for high pressure pipes
20 Detection sensor 33 Fuel injection line
30 Common Rail accumulator unit 34 High pressure pipes
31 Detection bolt for fuel injection pipe 40 Remaining sealing surfaces
Figure 1: Schematic structure of the leak detection system
The detection sensors are screwed in position in the leak drain pipes
between the Common Rail accumulator unit and the common drain manifold
line. One sensor is provided for each Common Rail accumulator unit, which,
in the case of leaks, limits the leak point to the individual Common Rail
accumulator unit and their fitted components.
Small bypass holes allow the draining of small volumes of leaks without
triggering a sensor.
2008-10-30
Technology
L32/44CR
2 (5) 6730 2.4.8-01 EN

MAN Diesel 2.4.8
Systems
20 Detection sensor 37 Threaded insert
21 Common drain manifold line 39 Non-return valve for flushing mode
22 Leak drain line 41 Control valve carrier
30 Common-Rail accumulator unit 42 Valve group
33 Fuel injection line 43 Termination valve
34 High pressure line 50 Fuel injection valve
36 High pressure pump
Figure 2: Common Rail Accumulator unit with mounting components and associated detection sensor
Each Common Rail accumulator unit has four detection bolts. In each case
two detection bolts are screwed into each control valve carrier from above.
One of these two detector bolts indicates leaks in the injection pipe, the
other detection bolt shows leaks in the high pressure pipe or in the non-
return valve.
If a leak arises the relative detection bolts are unscrewed and checked for
leaks. Leak fuel collects in the blind hole in the detection bolt in the event
of a leak. See also Work Card 437.11.
2008-10-30
Technology
L32/44CR
6730 2.4.8-01 EN 3 (5)

2.4.8 MAN Diesel
Systems
30 Common Rail accumulator unit 41 Control valve carrier

31 Detection bolt 42 Valve group
32 Detection bolt A Detection area
35 Blind hole in the detection screw B Not a detection area
Figure 3: Common-Rail accumulator unit with detection bolts
It is very rare to see leak points at the sealing faces between pressure accu-
mulator, control valve carrier, valve group and control valve.
Function of the leak detection system
2008-10-30
Any leaks drain away via the leak system for fracture leaks described above
Technology
and collects in the fracture leakage tank. If a specific level is reached in the
L32/44CR
fracture leak tank, a float switch initiates a signal which is shown on the
display of the engine control system.
On its way to the fracture leak tank the leak fuel pipe wets the detection bolt
and a leak sensor, under certain circumstances.
4 (5) 6730 2.4.8-01 EN

MAN Diesel 2.4.8
The wetted leak sensor then sends a signal to the engine control system
Systems
which indicates the sensor involved. This limits the leak point to one Com-
mon Rail accumulator unit and its fitted components.
For further isolation of the leak points it is necessary to unscrew the four
detection bolts of a Common Rail accumulator unit and to check them for
leaks. The position of the detection bolt wetted with leak fuel pipe limits the
cause of the leaks to a high pressure or injection pipe.
The exact procedure for localisation of a leak and rectification of a fracture
leak in the Common Rail injection system is described in detail in Work Card
437.11.
Advantages of the leak detection system
The leak detection system offers...
▪ Rapid and simple localisation of leaks
▪ Greatly reduced maintenance involvement in the event of a leak
▪ Enormous cost savings when curing a leak point
▪ Normal engine operation is not disturbed unnecessarily since small
leaks are ignored.
▪ Use of simple and cost-effective system components
▪ Reduction in engine downtimes
▪ Avoids unnecessary opening of high pressure seal points
▪ Leak detection takes place on a pressure-free system → reduced risk
from uncontrolled fuel escapes
2008-10-30
Technology
L32/44CR
6730 2.4.8-01 EN 5 (5)

MAN Diesel 2.5
Technical data
2.2 Engine
2.4 Systems
2.5 Technical data
6730 2.5-1 EN 1 (1)

MAN Diesel 2.5.1
Power and consumption information
Technical data
Designations and plant numbers
Engine 10L 32/44 CR
Plant number 1 063 415 - 418
Turbocharger TCR 22
Plant number see identification plate
Charging method Accumulation mode
Acceptance BV
Operation and drive type

Application concerning
Stationary engine
Marine main engine X
Auxiliary marine engine
Drive configuration concerning

Fixed-pitch propeller
Variable-pitch propeller X
Generator
Other
Fuel concerning
Diesel oil
Heavy fuel 380 mm2 /s X
Operation/Monitoring concerning
Remote control X
Central check/monitoring-free X
operation
Power and consumption information

according to ISO
According to
Continuous duty/Standard operating 3046/I
MCR ISO3046/I
conditions (Standard operating
(at set-up location)
conditions)
Power output 5600 kW
2009-03-09
Air temperature 25 °C
Technology
Charge air cooler water tempera- 25 °C

L32/44CR
ture
Air pressure 1 bar
Installation height 0 m above sea-level
00766 2.5.1-01 EN 1 (3)

2.5.1 MAN Diesel
according to ISO
According to
Technical data
Continuous duty/Standard operating 3046/I

MCR ISO3046/I
conditions (Standard operating
conditions)
Speed of engine rotation 750 1/min
Direction of rotation (1 063 417, 1 063 clockwise -
418)
Direction of rotation (1 063 415, 1 063 anti-clockwise -
416)
Turbocharger speed See trial run -
log
Mean effective piston pressure 25.3 bar
Ignition pressure, indicator 230 bar
Compression pressure 195 bar
Mean piston speed 11 m/s
at 750 r.p.m.
Compression ratio ε 16.2 -
according to ISO
According to
3046/I
Fuel consumption MCR ISO3046/I
(Standard operating
conditions)
Heavy fuel 179 g/kWh
Diesel oil/MDF g/kWh
Lube oil consumption 0.8 g/kWh

kg/h
Cylinder oil used See trial run -
log
Technical data
Main dimensions
Cylinder diameter 320 mm
Stroke 440 mm
Stroke volume of a cylinder 35.39 dm3
Cylinder pitch 530 mm
Firing sequence Cylinder Clockwise rotation* Anticlockwise rotation concerning

6 A 1-3-5-6-4-2-1 1-2-4-6-5-3-1
7 A 1-2-4-6-7-5-3-1 1-3-5-7-6-4-2-1
8 B 1-4-7-6-8-5-2-3-1 1-3-2-5-8-6-7-4-1
2009-03-09
9 B 1-6-3-2-8-7-4-9-5-1 1-5-9-4-7-8-2-3-6-1
Technology
10 B 1-4-3-2-6-10-7-8-9-5 5-9-8-7-10-6-2-3-4-1 X
L32/44CR
* Direction of rotation seen from coupling side
2 (3) 00766 2.5.1-01 EN

MAN Diesel 2.5.1
Control times
Technical data
Inlet valve opens 50 °CA before TDC
closes (1 063 417, 1 30 °CA after BDC
063 418)
closes (1 063 415, 1 40 °CA after BDC
063 416)
Exhaust valve opens 52 °CA before BDC
closes 39 °CA after TDC
Overlap 89 °CA
Starter valve opens 3 °CA after TDC
closes in 6 cylinder engine 132±2 °CA after TDC
closes in 7 to 10 cylinder engine 116±2 °CA after TDC
Restricted areas and emissions

Sealing areas/
Power restrictions
Comments to the torsional vibration calculation results
1. Normal operation (all cylinders are firing equally)

No restrictions.
2. Misfiring condition (one cylinder against compression)
The engine output will be reduced automatically to 60% MCR. The plant
should be operated preferably at nominal speed.
3. Total failure of one cylinder (one running gear removed)
In this case the engine concerned has to be taken out of service.
Please also refer to sections 3.4.3 and 3.6.2.
Emissions dB(A)
Sound (air pressure)
according to
Sound (structure-borne noise)
according to
Noxious substances in the exhaust
NOx
according to IMO MARPOL 73/78 Annex VI (NOx)
2009-03-09
Technology
L32/44CR
00766 2.5.1-01 EN 3 (3)

MAN Diesel 2.5.2
Temperatures and pressures
Technical data
Operating temperatures*
Air Air before compressor max. 45 °C 1)
Charge air Charge air before cylinder 45 ... 58 °C2)
Exhaust Exhaust after cylinder max. 510 °C
Permissible deviation of individual cylinders from the mean ± 40 °K
value (at full load)
Exhaust before turbocharger max. 570 °C
Coolant Coolant after engine 90 , max. 95 °C
4)
Engine coolant preheater before start ≥ 60 °C

Coolant before charge air cooler LT stage 32, load reduction at ≥ 38
°C 1)
Coolant nozzle cooling 55 ... 60°C
Lubricating oil Lubricating oil before engine/before turbocharger 65 4) max. 70 °C
Lubricating oil preheater before start ≥ 40 ° C
Fuel Fuel (MGO; ISO-F-DMA) before engine max. 50 °C
Fuel (MDO; ISO-F-DMB / DMC) before engine max. 60 °C
Fuel (HFO; ISO-F-RM) before engine Depending on the type of
oil, the correct tempera-
ture for an injection vis-
cosity of 12-14 cst is to be
reached 3)
Preheating (HFO in day tank) ≥ 75 ° C
Operating pressures (excess pressures)*

Air Pressure loss turbocharger max. - 20 mbar
Starting air/Control air Starting air min. approx. 10, max. 30 bar
Pilot air 8, min. 5.5 bar
Charge air Charge air before/after charge air cooler (pressure max. 80 mbar
difference)
Cylinder Nominal ignition pressure, combustion chamber 230 bar
Permissible deviation of individual cylinders from the ± 5 bar
mean value
Safety valve (opening pressure) 300 +7 bar
Crankcase Crankcase pressure max. 2.5 mbar
Safety valve (opening pressure) 50 ... 70 mbar
2008-12-08
Exhaust Exhaust gas after turbocharger New state max. 30 mbar

Technology
Service mode max. 50 mbar

L32/44CR
Coolant Engine coolant and charge air cooler HT 3 ... 4 bar

Charge air cooler LT 2 ... 4 bar
Nozzle coolant 3 ... 5 bar
6730 2.5.2-02 EN 1 (3)

2.5.2 MAN Diesel
Lubricating oil Lubricating oil before engine 3,5 ... 4.5 bar
Technical data
Lubricating oil before turbocharger 1,3 ... 1.7 bar

Fuel Fuel before engine 9 ... 10 bar
Differential pressure engine feed/engine return ≥ 5 bar
Maximum pressure variation in front of engine ± 0.5 bar
Fuel injection valve (opening pressure) 440 +10 bar
(Opening pressure for new springs) 460 bar
Safety valve / pressure limiting valve in CR system 1850 + 100 bar
(opening pressure)
Shutoff valve (opening pressure) 100 ± 3 bar
Required temperature in the fuel system depending on the fuel viscosity and injection
viscosity
Temperature after
Fuel viscosity Injection viscosity
preheater
(mm2/s at 50 °C) (mm2/s) (°C)
180 12 124
320 12 137
380 12 140
420 12 142
500 14 140
700 14 146
Test pressures (excess pressures)

Control air Control air pipes 12 bar
Cooling chambers/Water Cylinder head 10 bar
side
Cylinder liner 7 bar
Charge air cooler 6 bar
Injection valve 20 bar
Cooling system cylinder cooling 7 bar
Cooling system injection valve cooling system 7 bar
Fuel chambers Fuel admission pipes 30 bar
Fuel Oil System Safety valve / Pressure limiting valve in CR system (test 2150 bar
pressure)
Lubricating oil Lubricating oil pipes 10 bar
*
Valid for nominal output and nominal speed. For mandatory reference values, see test run or commissioning
2008-12-08
protocol in Volume 010.330 and "list of measuring and regulating equipment" in Volume 010.290 Engine Control
Technology
and Monitoring.
L32/44CR
1)
In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.
2)
Aim for a higher value in conditions of high air humidity (condensed water production).
3)
Dependent upon the fuel viscosity and injection viscosity. See Section 3.3.4 - Operating Media.
4)
Regulated temperature
2 (3) 6730 2.5.2-02 EN

MAN Diesel 2.5.2
Technical data
2008-12-08
Technology
L32/44CR
6730 2.5.2-02 EN 3 (3)

MAN Diesel 2.5.3
Weights
Technical data
Weights of the most important components
Components - from top to bottom
Rocker arm housing with rockers 117 kg
Cylinder head cover 12 kg
Cylinder head with valves 566 kg
Cylinder head 517 kg
Inlet valve/Exhaust valve 7 kg
Cylinder liner 197 kg
Support ring of the cylinder liner 226 kg
Top land ring 25 kg
Piston with connecting rod head and gudg- 224 kg
eon pin
Piston without gudgeon pin 93 kg
Gudgeon pin 33 kg
Gudgeon pin bush 4.5 kg
Connecting rod 248 kg
(connecting rod shank, bearing housing,
bearing cap)
Connecting rod bearing body 46 kg
Connecting rod shank 106 kg
Connecting rod bearing cap 46 kg
Crankshaft bearing cap 122 kg
Crankshaft bearing shell (half shell) 2.5 kg
Crankshaft with balance weights 6L 32/44 CR 4,892 kg
7L 32/44 CR 5,569 kg
8L 32/44 CR 6,231 kg
9L 32/44 CR 6,909 kg
10L 32/44 CR 7,578 kg
Balance weight of the crankshaft 112 kg
Control shaft drive gear (2 section) 71 kg
Torsional vibration damper (crankshaft) 6L 32/44 CR approx. 956 kg
7L 32/44 CR approx. 1,453
kg
8L 32/44 CR approx. 1,556
kg
9L 32/44 CR approx. 917 kg
2008-10-30
Technology
10L 32/44 CR approx. 956 kg

L32/44CR
6730 2.5.3-01 EN 1 (2)

2.5.3 MAN Diesel
Crankcase/Tie rod
Technical data
Crankcase 6L 32/44 CR approx. 12 t

7L 32/44 CR approx. 13 t
Tie rod 32 kg
Cross tie rod 3 kg
Cylinder head bolt 19 kg
Injection system
High pressure pump camshaft (section) 53 kg
Valve camshaft (section) 52 kg
High pressure pump 52 kg
Common Rail accumulator 110 kg
Fuel injection valve 10 kg
Charge air and exhaust system

Turbocharger TCR 20 approx. 720 kg
Turbocharger TCR 22 approx. 1,550
kg
Charge air cooler two stage approx. 1,350
kg
Charge air pipe (internal section) 45 kg
Exhaust pipe (internal section) 37 kg
Miscellaneous
Cylinder lubrication unit/Oil pump approx. 200 kg
Weights of complete engines

6L 32/44 CR 39 t
7L 32/44 CR 43 t
8L 32/44 CR 48 t
9L 32/44 CR 52 t
10L 32/44 CR 56 t
2008-10-30
Technology
L32/44CR
2 (2) 6730 2.5.3-01 EN

MAN Diesel 2.5.4
Dimensions/Clearances/Tolerances - Part 1
Technical data
Explanations
The table below has been organised according to the MAN subassembly group system, i.e. the subassembly group
numbers in bold entered in the intermediate titles.
Dimensions and clearance are quoted in accordance with the following

schematic:
X Bore diameter
Y clearance
Z Shaft diameter
For printing reasons, tolerances are not quoted in the normal manner
+0.080
200
+0.055
but as described below.
200 +0.080/+0.055
Tie rod 012

Dimension/Measuring point Rated dimension (mm)
A 1805 Tie rod
B/C M 48x3
A 1400 Tie rod (external bearing)
B/C M 48x3
A 507 Cross tie rod
B/C M 36x3
2008-10-30
Technology
L32/44CR
6730 2.5.4-02 EN 1 (4)

2.5.4 MAN Diesel
Crankshaft 020
Technical data
Clearance when new

Dimension/Measuring point Rated dimension (mm) Clearance max. (mm)
(mm)
A * -- **
A Web deflection (crankshaft)

* See acceptance record
** See Work Card 000.10
Crankshaft bearing/Locating bearing 021

Clearance when new
(mm)
A 290-0,04 -- --
B -- 0,25 ... 0,35 0,42
C 5,89-0,02 -- 5,84-0,02*
D 118 -- --
E -- 0,50 ... 0,72 --
F 60-0,019 -- --
* Threshold value for bearing shell thickness in main load area. For replacement criteria see Work Card 000.11
2008-10-30
Technology
L32/44CR
2 (4) 6730 2.5.4-02 EN

MAN Diesel 2.5.4
Rotary vibration damper 027
Technical data
Dimension/Measuring point Rated dimension (mm)
A 1012 ... 1112* Diameter
B 218 ... 286* Width
* Depending on design
Connecting rod bearing/Gudgeon pin bearing 030

Clearance when new
(mm)
A 290-0,04 -- --
B -- 0,26 ... 0,36 0,42
C 5,89-0,02 -- 5,84-0,02*
D -- 0,17 ... 0,23 0,31
E 152 -0,005/-0,020 -- --
F 1003,5 -- --
G 135 -- --
H 160 -- --
J 461 -- --
K 1448,5 -- --
X 152 +0,23/+0,17 -- --
2008-10-30
Technology
L32/44CR
6730 2.5.4-02 EN 3 (4)

2.5.4 MAN Diesel
Piston 034
Technical data
Clearance when new

(mm)
A 152 +0,070/+0,050 -- --
B -- 0,055 ... 0,090 --
C 152 -0,005/-0,020 -- --
D 250 -- --
E 405 -- --
F 320* -- --
G ** -- --
* The outer diameters are to difficult to check due to the convex oval shape. The listing of exact dimensions
has been omitted since the life of the piston is normally determined by the wear of the ring grooves.
** Compression distance - see acceptance record
Piston rings 034

Clearance when new
(mm)
A 7 +0,20/+0,17 -- --
B -- 0,183 ... 0,235 0,6
C 7 -0,013/-0,035 -- --
D 6 +0,14/+0,12 -- --
E -- 0,130 ... 0,165 0,4
F 6 –0,010/-0,025 -- --
G 8 +0,06/+0,04 -- --
H -- 0,053 ... 0,095 0,2
J 8 -0,013/-0,035 -- --
K* -- 1 ... 1,4 ****
K** -- 2 ... 2,4 ****
K*** -- 0,6 ... 0,9 ****
2008-10-30
Technology
* Joint gap ring 1

L32/44CR
** Joint gap ring 2

*** Joint gap ring 3
**** See Work Card 034.05
4 (4) 6730 2.5.4-02 EN

MAN Diesel 2.5.5
Dimensions/Clearances/Tolerances - Part 2
Technical data
Cylinder liner 050
Clearance when new
(mm)
A 320 + 0,057 -- --
B2* -- -- 0,960
B4* -- -- 0,256
B5* -- -- 0,096
C** -- -- 0,320
D 439 -- --
E 370 -- --
F 830 -- --
G 620 -- --
H 332 -- --
K 57 -- --
L 331 -- --
* Maximum permissible wear on the measuring point of the gauge bar (see Work Card 050.02)
** Ovality, C + (A1 - A2)
Dimensions A, B, C valid for cylinder liner, not for flame ring.
The dimension A is measured at the top reversing point of the first piston ring laterally and longitudinally to the
longitudinal axis of the engine.
2008-10-30
Technology
L32/44CR
6730 2.5.5-01 EN 1 (4)

2.5.5 MAN Diesel
Cylinder head/Cylinder head bolt 055

Technical data
A 685 -- --
B 526 -- --
C 762 -- --
D 442 -- --
E 1400 -- --
F M48x3 -- --
Camshaft drive 100

Clearance when new
(mm)
A* -- 0,272 ... 0,441 0,53
B* -- 0,243 ... 0,406 0,49
C* -- 0,272 ... 0,441 0,53
J 480*** -- --
K 432*** -- --
* Backlash
** Increase in clearance normally slight. Replacement criteria see Work Card 000.11
*** Pitch circle diameter
2008-10-30
Technology
L32/44CR
2 (4) 6730 2.5.5-01 EN

MAN Diesel 2.5.5
Clearance when new

Technical data
(mm)
D 160 +0,206/+0,151 -- --
E -- 0,151 ... 0,231 **
F 160 -0,025 -- --
G -- 0,650 ... 1,100 1,31
H 155 -- --
* Backlash
** Increase in clearance normally slight. Replacement criteria see Work Card 000.11
*** Pitch circle diameter
Camshaft and axial bearings of the high pressure camshaft 102

Clearance when new
(mm)
A 208 +0,247/+0,173 -- --
B -- 0,173 ... 0,276 *
C 208 –0,029 -- --
D 201 +0,228/+0,169 -- --
E -- 0,169 ... 0,257 *
F 201 –0,029 -- --
G -- 0,30 ... 0,50 0,60
H 60 -- --
2008-10-30
Technology
L32/44CR
6730 2.5.5-01 EN 3 (4)

2.5.5 MAN Diesel
Camshaft and axial bearings of the valve camshaft 102

Technical data
Clearance when new

(mm)
A 179 +0,185/+0,106 -- --
B -- 0,156 ... 0,265 *
C 178,95 -0,03 -- --
D 201 +0,228/+0,169 -- --
E -- 0,169 … 0,257 *
F 201 –0,029 -- --
G -- 0,30 … 0,50 0,60
H 60 -- --
2008-10-30
Technology
L32/44CR
4 (4) 6730 2.5.5-01 EN

MAN Diesel 2.5.6
Dimensions/clearances/tolerances - part 3
Technical data
Rocker arm bearing / Inlet valve / Exhaust valve 111/113/114
Clearance when new
(mm)
A1) -- 0,2 +0,1 --
B2) -- 0,9 +0,1 --
C** 24,5 +0,021 -- --
D** -- 0,080 ... 0,141 **
E** 24,4+0,02/-0,02 -- --
K 105 -- --
L*** 28 -- --
M 536,5 -- --
1)
Valve clearance for inlet valves*
2)
Valve clearance for exhaust valves*
* measured with the engine cold or hot - where there is no clearance between the yoke and the valve shank
** Wear edge of the valve guide - see Work Card 113.05
*** Valve stroke
Inlet and exhaust rocker arms 112

Clearance when new
(mm)
A 55 +0,100/+0,041 -- --
B -- 0,051 ... 0,129 0,150
C 55 -0,010/-0,029 -- --
D 40 +0,066/+0,055 -- --
E -- 0,080 ... 0,107 0,120
F 40 -0,025/-0,041 -- --
G -- 0,5 ... 1,4 1,50
H -- 0,3 ... 0,5 0,6
2009-03-03
Technology
L32/44CR
6730 2.5.6-02 EN 1 (5)

2.5.6 MAN Diesel
Pulse pick-up / starter vallve 160/161

Technical data
Clearance when new

(mm)
A -- 1,5 +0,2/-0,2 --
Clearance when new

(mm)
B 37 -- --
C* 7 -- --
* Valve stroke
2009-03-03
Technology
L32/44CR
2 (5) 6730 2.5.6-02 EN

MAN Diesel 2.5.6
High pressure pump 204
Technical data
Clearance when new
(mm)
A -- -- --
B -- -- --
C -- -- --
D -- -- --
E1) -- -- --
F -- -- --
N2) -- -- --
Q 480 -- --
R 157 -- --
1)
Clearance at the head of the pump piston
2)
Punch stroke
Drive of high pressure pump 201

Clearance when new
(mm)
A 114 +0,035 -- --
B -- 0,100 ... 0,170 0,20
C 114 -0,100/-0,135 -- --
D 45 +0,080/+0,119 -- --
E -- 0,105 ... 0,160 0,20
F 45 -0,025/-0,041 -- --
G -- 0,4 ... 0,7 0,8
H 55 +0,030 -- --
J -- 0,100 ... 0,176 0,20
K 55 -0,100/-0,146 -- --
2009-03-03
Technology
L32/44CR
6730 2.5.6-02 EN 3 (5)

2.5.6 MAN Diesel
Fuel injector 221

Technical data
Clearance when new

(mm)
A* 0,60 +0,05/-0,05 -- --
B** -- -- --
C 426,7 -- --
D 68,5 -- --
* Needle rise
** Nozzle specification - see acceptance record
Drive for the pumps attached to the engine 300/350

Clearance when new
(mm)
A* -- 0,35 ... 0,60 0,71
B* -- 0,35 ... 0,60 0,71
2009-03-03
* Backlash
Technology
L32/44CR
4 (5) 6730 2.5.6-02 EN

MAN Diesel 2.5.6
Speed pick-up 400
Technical data
Nominal dimension
Dimension/measuring point Clearance (new) (mm) Clearance (max.) (mm)
(mm)
A -- * 1,5
* Speed sensor screwed in as far as tip of tooth. Rotated back at least 1/2 revolution. Rotated back further to direction
arrow in running direction of measuring wheel.
Common rail storage unit 437

Clearance when new
(mm)
A 170 -- --
B 760 -- --
2009-03-03
Technology
L32/44CR
6730 2.5.6-02 EN 5 (5)

MAN Diesel
Operation/Operating media
1 Introduction
2 Technology
5 Appendix
6730 3-1 EN 1 (1)

MAN Diesel 3.1
Prerequisites
3.1 Prerequisites
3.2 Safety
3.3 Operating media
3.4 Operative management I - Putting engine into
operation
3.5 Operative Management II - Monitoring Operating
Data
3.7 Operative Management IV - Shutting Down the
Engine
6730 3.1-1 EN 1 (1)

MAN Diesel 3.1.1
Prerequisites/Guarantee
Prerequisites
Effects from the past
Many prerequisites for successful operation of the engine/the engine instal-
lation are met very early. Others can/must be influenced immediately.
The fundamental principles, which can no longer be subject to direct influ-
ence, include
▪ the origin of the engine,
▪ qualified production under the supervision of the monitoring authorities/
classification companies and
▪ expert mounting and the exact setting of the engine during the trial run.
The factors affecting later events also include
▪ the care exercised in planning, designing and erecting the system,
▪ interaction circumstances of the customer with the designers and sup-
pliers and
▪ consistent target-oriented work during the start-up and running-in
phase.
Prerequisites - To be practised daily

Prerequisites that must be always met in everyday operation include
▪ the selection of suitable personnel and their instruction and training,
▪ availability of Technical documentation for the system, especially oper-
ating instructions and safety regulations,
▪ ensuring operational readiness and operating reliability, oriented
towards operating objectives and operating results,
▪ the organisation of inspections, maintenance and repair activities,
▪ The commissioning of the systems, auxiliary facilities and engines
according to a chronologically ordered checklist and
▪ the determination of the operating targets whilst striking a balance
between expenditure and benefit.
The following sections provide information on the above-mentioned topics.
Guarantee
Questions regarding the guarantee are treated in accordance with the "Gen-
eral Supply Conditions" of MAN Diesel SE. We would like to draw your
attention to an important extract to ensure that you can orient your daily
decisions / actions according to these basic principles. The full text or the
agreements made in the individual cases are binding.
2008-11-06
Clause 1 "MAN Diesel SE guarantees to maintain expressly promised characteristics

as well as the faultless design and manufacture and non-defective material
such that the parts that may become unusable, or their usability consider-
General
ably adversely affected as a result of such shortfall, would be, at its discre-
tion, rectified free of charge or new parts supplied at its own cost and risk."
6680 3.1.1-01 EN 1 (2)

3.1.1 MAN Diesel
Clause 4 "The guarantee does not cover natural wear and tear and parts which have
Prerequisites
suffered premature wear because of their material consistency or the

method of their application; also it does not cover damage caused by inap-
propriate storage, treatment or application, overloading, inappropriate
operating materials, faulty construction work or foundations, unsuitable
subsoil, chemical, electro-chemical or electrical influences".
Clause 5 "The customer can make a guarantee claim on MAN Diesel SE only if
▪ the erection and start-up of the object of delivery was carried out by
personnel of MAN Diesel SE,
▪ the confirmation of the eligibility for a guaranteed claim was reported in
writing to MAN Diesel SE without delay, at the latest 2 months after the
expiry of the guarantee period,
▪ the customer has observed the specifications of MAN Diesel SE on the
handling and maintenance of the object of delivery and has instituted
any specified checks properly,
▪ no rework has been carried out without the approval of MAN Diesel SE,
▪ no spare parts of any other origin have been installed."
2008-11-06
General
2 (2) 6680 3.1.1-01 EN

MAN Diesel 3.2
Safety
3.1 Prerequisites
3.2 Safety
3.3 Operating media
operation
Data
Engine
6730 3.2-1 EN 1 (1)

MAN Diesel 3.2.1
General remarks
Safety
Safety-related basic principles/their fulfillment
Hazard-free use German laws and standards and European Union (EU) Directives require
that technical products must have the necessary safety features to protect
the users and must conform to the general recognised technical regulations.
It must be stressed, that hazard-free use and the safety of the machines
must be guaranteed through expert planning and design, and cannot be
achieved through restrictive rules of behaviour.
Intended use The technical documentation must contain statements regarding "intended
use" and concerning restrictions of use.
Persistent risks Persistent risks must be disclosed, sources of danger/critical situations
must be marked/labelled. These notes should enable the operating person-
nel to carry out safe actions and to avoid dangers.
Signals, symbols, text or illustrations must be used as communication ele-
ments which point out such sources of danger/critical situations. They must
be applied to the product and inserted in the technical documentation in an
agreed manner. A multi-stage system is to be used for safety instructions.
Contribution from MAN Diesel MAN Diesel SE complies with these requirements by special endeavours in
SE the development, design and execution and by corresponding structuring
of the technical documentation, especially with regard to the instructions in
this section. This partially key-word structuring does not, however, absolve
from the observance of the individual sections of the technical documen-
tation. Please note also that inappropriate actions can lead to the loss of
guarantee cover.
2008-11-06
General
6680 3.2.1-02 EN 1 (3)

3.2.1 MAN Diesel
Warning sign, dangerous locations on the engine

Safety
Figure 1: Warning sign

This warning sign must be clearly visible on the engine as well as at all
access points to the engine room or engine house.

Personnel who need to enter the danger area 2.5 m around the machine for
operational reasons must be informed of the existing dangers. Access to
the danger area is only permitted when the operating mode of the engine is
in order and if suitable protection equipment is being worn. Unnecessary
loitering in the danger area is prohibited.
2008-11-06
Explanations for the warning sign, meaning of the symbols in the warning notes
General
Attention!
Warning of a dangerous location!
2 (3) 6680 3.2.1-02 EN

MAN Diesel 3.2.1
Flammable materials!
Safety
Warning of hand injuries
Danger of crushing!
Hot surface!
Explanations of the warning sign, significance of the prohibitive symbols

Fire, open flame and smoking prohibited!
Entry not allowed to unauthorised persons!
Explanations of the warning sign, meaning of the command symbols
Wear ear protection!
Wear safety helmet!
Use eye protection!
Wear protective clothing!
Wear safety shoes!
Wear safety gloves!
Operating instructions/
Observe working instructions!

2008-11-06
General
6680 3.2.1-02 EN 3 (3)

MAN Diesel 3.2.2
Destination/Suitability of the engine
Safety
Intended use
The four-stroke diesel engine delivered is intended for operation under the
following constraints:
▪ of the technical data, section 2.5.1,
▪ of the technical specification, Section 2.1 and
▪ of the order confirmation.
It is also intended (2nd) for
▪ operation using the specified operating media,
▪ taking into account a layout/arrangement of the supply, measuring,
control and regulating systems as well as a determination of the con-
straints (e.g. disassembly areas/crane capacities) according to the rec-
ommendations by MAN Diesel SE or state-of-the-art technology.
It is also intended (2nd) for
▪ starting, operating and stopping according to the usual technical oper-
ating rules, exclusively by authorised, qualified, trained personnel who
are familiar with the system.
It is also intended (2th) for
Situation/Characteristic on condition of
(Marine engine) travelling with a full load in arctic waters or (stationary Charge air blow-off device
engine) operation at times with overload
Part load with improved acceleration power Charge air bypass device
Safe operation in the upper load range with part load optimised Exhaust blow-off device
Turbochargers
Quick and largely soot-free run-up Jetassist device
Part load operation with improved combustion and low residue formation 2stage LLK
Operation with optimised injection timing Common-Rail injection system
Slow turning over prior to starting (in case of automatic operation) Slow turn device
Low vibration and structure-borne sound operation Semi-resilient/resilient support
Power take-off on the engine end on counter coupling side Crankshaft extension
Cleaning of the turbocharger(s) (during operation) Cleaning device/s
Cleaning of the charger air cooler(s) Cleaning device
32/40CR;32/44CR;48/60CR
Under certain conditions, intended/suitable for

The engine is conditionally intended/suitable for
▪ operation at operating values for which there is an alarm situation,
2008-11-06
▪ operation with forced speed (marine main engines),

▪ passing through barred speed ranges,
▪ Blackout test,
6709 3.2.2-01 EN 1 (2)

3.2.2 MAN Diesel
▪ Idling or low-load operation,

Safety
▪ Operation with generator motoring" (in parallel network operation),

▪ operation with reduced maintenance work,
▪ accelerated run-up / sudden loading and unloading to a moderate
extent,
▪ operation without cylinder lubrication,
▪ Emergency operation with 1 or 2 blocked / partly dismantled turbo-
charger(s),
˗ Switched-off fuel pumps,
˗ Uninstalled cylinder unit(s),
˗ Dismantled rocker arms / push rods.
Not intended/suitable for

The engine is not intended/suitable for
▪ operation at operating values due to which engine stop or power reduc-
tion would be effected,
▪ putting into operation of the engine/parts without running in,
▪ operation in case of blackout
▪ operation in case of failure of supply equipment (air, compressed air,
water, ..., electrical supply, power take-off
▪ operation within barred speed ranges,
▪ operation with failed mechanical-hydraulic speed regulator,
or common rail control electronics,
▪ operation without appropriate monitoring/supervision,
▪ operation without, or with significantly reduced, maintenance work
▪ unauthorised modifications,
▪ use of non-original spare parts,
▪ long-term shutdown without adopting preservation measures.
32/40CR;32/44CR;48/60CR
2008-11-06
2 (2) 6709 3.2.2-01 EN

MAN Diesel 3.2.3
Risks/Dangers
Safety
Dangers due to insufficient personnel/Training
Expectations in case of Propeller operation/generator operation (normal operation/operation in road stead):
marine engines Chief engineer on board. Operation led by technical officer.
Maintenance work/repair work in harbour:

Implementation by engineers, technical assistants or fitters and helpers.
Instruction and, in difficult cases: technical officer or chief engineer.
Generator operation (in port):
Operation conducted by technical officer.
Maintenance work/repair work in port:
As above.
Also applicable Company managers must have a certificate of qualification / patent which
corresponds to national regulations and international agreements (STCW).
The number of people required and their minimum qualifications are gen-
erally stipulated by national regulations or by international agreements
(STCW).
Expectations for stationary During operation:
plants (power plants)
Plant manager (engineer) available. Company management/monitoring of
the engine and the relevant supply systems by trained and specially instruc-
ted engineer or technical assistant.
Maintenance work/repair work:
Implementation by engineers, technical assistants or fitters and helpers.
Instruction and, in difficult cases: engineer or chief engineer.
Also applicable For company managers and those who carry out/monitor maintenance work
and repairs it must be proven in accordance with the Energy Law (EnWG)
in Germany that technical management is guaranteed by an adequate num-
ber of qualified employees. In other countries comparable laws/guidelines
must be observed. Insufficient personnel/training cannot be compensated
by other endeavours.
Dangers due to components/systems
By the nature of things there are specific dangers associated with technical
products, operating situations and interventions. This is, in spite of all
efforts, also applicable to the development, design and manufacture of
engines and turbochargers. In normal operation, and even under certain

unfavourable conditions, they can be operated safely. Nevertheless, resid-
ual hazards remain which cannot be avoided completely. Some of these are
merely potential hazards and some only appear in specific circumstances
or during unplanned actions. Others are particularly current.
Table 3, Figures 1 and 2 See Table 3 and Figures 1 and 2. These pages are designed to install the
2008-12-05
danger points in the subconscious.

L32/44CR
6730 3.2.3-01 EN 1 (7)

3.2.3 MAN Diesel
Safety
Figure 1: Hazardous areas on the engine in accordance with EU machinery

directive (Part 1)
2008-12-05
L32/44CR
2 (7) 6730 3.2.3-01 EN

MAN Diesel 3.2.3
Safety
Figure 2: Hazardous areas on the engine in accordance with EU machinery directive (Part 2)
Dangers from operation management/from improper use
Tables 4 and 5 Dangers can arise not only from components and systems, but even from
certain operating situations or interventions. Hazards of this type are com-
piled in tables 4 and 5. These provide further indications regarding the key-
words listed in section 3.2.2.
Dangers due to emissions
Emission Danger Defensive/Protective measure
Treated cooling water, lube oil, Dangerous to the skin and health, Use/Disposal in accordance with the
hydraulic oil, fuel water-contaminating instructions from the manufacturers
or suppliers
Cleaning and auxiliary agents According to the manufacturer's Use/Disposal in accordance with the
information instructions from the manufacturers
or suppliers
Exhaust with harmful components Harmful to health1), environmentally Carry out maintenance work accord-
NOx, SO2, CO, HC, soot contaminating when exceeding ing to the maintenance schedule,
threshold values plan the operation taking into consid-
eration the dangers, observe opera-
tion results critically, replace compo-
nents with IMO marking only by
2008-12-05
equivalent items.
L32/44CR
Air noise Harmful to health, environmentally Wear hearing protection, limit expo-
contaminating when exceeding sure to the absolutely essential
threshold values
6730 3.2.3-01 EN 3 (7)

3.2.3 MAN Diesel
Emission Danger Defensive/Protective measure

Safety
Noise transmitted by solid objects Harmful to health, environmentally Limit exposure to the absolutely
contaminating when exceeding essential
threshold values
Vibrations Harmful to health, maximum permit- Avoid an increase in process-related
ted threshold value see section 2.5.1 vibrations from additional sources
1) Information for clients in California:
California
Proposition 65 Warning
Diesel engine exhaust and some of its constituents are known to the State
of California to cause cancer, birth defects, and other reproductive harm.
Table 1: Dangers from emissions originating from the engine and turbocharger
Planned workstations
Engines are usually operated by remote control. Regular tours of inspection
according to the rules of "observance-free operation" are required. In this
case priority is given to overseeing measuring, control and regulating devi-
ces as well as other areas of the plant particular worthy of attention. Per-
sonnel are not intended to remain continuously in the immediate vicinity of
the engine or turbocharger while it is running.
Servicing and maintenance activities are, as far as possible, not to be carried
out with the engine(s) running in the dangerous zones listed in Table 1 or in
Figures 1 and 2.
Personal protection measures
The accident prevention regulations (APR) and other regulations issued by
the responsible trade association or comparable institutions must be strictly
observed.
This includes wearing work protection clothes and safety shoes, the use of
safety helmets, goggles, hearing protection and gloves.
The general protection equipment must comply, as a minimum, with the
following standards and working descriptions:
2008-12-05
L32/44CR
4 (7) 6730 3.2.3-01 EN

MAN Diesel 3.2.3
Subject Standard / Issue date Workstation description
Safety
Hearing protection DIN EN 352-1 / 04.2003 for the noise range up to 110 dBA
Head protection DIN EN 397 / 05.2000 Sharp edges and corners, danger from falling
objects, high surface temperatures <220°C
Eye protection DIN EN 166 / 04.2002 Danger from oil splashes and hot liquids at tem-
peratures of around 200°C
Indications:
Facial protection shield against fire jets
Protective clothing DIN EN 340 / 03.2004 High surface temperatures <220°C, sharp edges
and corners
Foot protection DIN EN ISO 20345 / 10.2004 Presence of oils, fuels, chemicals and similar
substances, hot surfaces <220°C, sharp edges
and corners, danger of falling objects, danger of
impacts
Hand protection DIN EN 420 / 12.2003 Presence of oils, fuels, chemicals and similar
DIN EN 388 / 12.2003 substances, hot surfaces <220°C, sharp edges
DIN EN 407 / 11.2004 and corners
Indications:
hot surfaces < 350°C
Table 2: Protection equipment standards and working descriptions
Moreover, the special protection equipment which is stipulated in the indi-
vidual Work Cards (see Volume 010.005 Engine - Working Instructions) must
be observed!
The relevant sections of the technical documentation must be read and
understood.
Hazardous areas on the engine (during designated use)
Danger zone Source of hazard Possible consequences
Total engine (1) Insufficient/Impaired operating Danger for ship and crew or emer-
safety gency situation due to insufficient
electrical voltage
Flywheel (2) Toothed ring/Fixing bolts Body/Limbs can be caught, crushed,
struck
Turning gear (3) Toothed ring/Area of gear mesh Body/Limbs can be caught, crushed
Area in front of the running gear on Danger of explosion/Danger of run- Parts could be ejected/could fly off
longitudinal engine sides (4) ning gear parts being thrown out
Turbocharger, especially area radial Parts under internal pressure, parts Parts can break, can fly off
to the rotor (5) rotating at high speeds
Piping/Pressure tank/Pressurised Parts under internal pressure, filled Spurting/Leaking of media, danger of
and liquid or gas filled parts/Systems with liquids/Gases injury, danger of fire, loss of service
(6) fluids, contamination possibly dan-

gerous to health and the environment
Crank covering (7) Moved parts, hot/Swirling oil In the case of bearing or piston seiz-
ures danger of explosion, fire and
accident risk through spurting oil,
danger to personnel
2008-12-05
Covering of camshaft, Cam followers Intervention cam/Camshaft, move- Clothes/Limbs can be caught/
and push rods (8) ment of cam followers and push rods Crushed, leaking oil
L32/44CR
6730 3.2.3-01 EN 5 (7)

3.2.3 MAN Diesel

Safety
Jacketing of high pressure and injec- Hot surfaces, flammable medium, Burning, squirting out of fuel, under
tion pipes in the Common Rail Sys- parts under high internal pressure certain circumstances in piercing jets
tem as well as the Common Rail
accumulator, flushing and safety
valves (9)
Exhaust pipe and covering of the Hot surfaces, parts under internal Burning, escape of hot gases, fire
exhaust pipe (10) pressure, filled with hot gas hazard
Measuring, control and regulation Electrically live electric shock, burning, welding flash
devices/Systems (electrical) (11) (arc eye), in the event of negligence,
functional impairment
Measuring, control and regulation Parts under internal pressure, filled Danger of injuries through spurting/
devices/Systems (hydraulic/pneu- with liquids/gases leaking agents, release of pressure,
matic) (12) in the event of negligence functional
impairment
Screwed connections (14) Parts under high compressive/Ten- Danger from breaking/Flying bolts/
sile stress Nuts
Safety valves, Pressure setting Functional error/Inoperability and Injuries from parts bursting or flying
valves (cylinder head, crank area, subsequent error off, or escaping media
measuring, control and regulation
systems) (16)
Special tools (17) In accordance with the application Personal injury and material damage
cases there is varied, and at times,
high potential for danger
Hydraulic tensioning tools, high pres- Parts under high internal pressure Injuries from projected/Parts coming
sure hoses, high pressure pump (18) can rip, break, leak, leaking hydraulic loose or from leaking hydraulic oil
oil in penetrating jets possible,
hydraulic oil is harmful to health
Table 3: Hazardous areas on the engine (during designated use)
Danger situations in case of partially improper use
Operation with forced speed (main Increase in torque, negative influence Contamination, wear, overloading of
marine engine) on operating values components, pumping of the turbo-
charger
Idling operation or low-load opera- Operation outside the operation Incomplete combustion, residues in
tion range, deterioration of operating val- the combustion chamber
ues
Operation with generator in return Generator is operated as motor, Unintended operating mode
output" (in the network parallel oper- internal combustion engine is being
ation) driven
Accelerated running up to speed or Increased thermal and mechanical Unintended operating mode
load shedding loads, exhaust clouding, turbo-
charger overload
Operation without cylinder lubrica- Insufficient lubricating oil Degradation of lubrication condi-
tion tions.
At outputs >50% 250 operating
hours maximum.
2008-12-05
At outputs <50% no time limit.

L32/44CR
6 (7) 6730 3.2.3-01 EN

MAN Diesel 3.2.3
Safety
Operation with failed speed regulator Speed regulation or common rail Unintended operating mode Genera-
or common rail control control taken over by redundant sys- tor operation: on board supply sys-
tem. tem affected
Engine stop in the event of total fail- Propeller drive: manoeuvrability
ure affected or lost
Emergency operation with backup
batteries possible (max. 30 min.)
Emergency operation with blocked/ Output power of the engine impaired,
partly dismounted turbocharger overload threat
Emergency operation with running Reduction in output required, oper- Increased attention required
gear removed ating values could be exceeded,
starting difficulties threat, critical
vibrations can occur
Emergency operation with disman- Reduction in output required, oper- Increased attention required
tled rocker arms/push rods ating values could be exceeded
Table 4: Danger situations in case of partially improper use
Danger situations during improper use
Operation at operating values which Operation outside the operating Danger to components/the engine
causes switching off or a reduction in range/at operating values at which
power operation is not foreseen
Putting the engine or components Predamage of components, negative Increased wear, permanent damage,
into service without running in impact of running surfaces impact of the oil consumption, piston
seizure in extreme cases
Operation with compromised service Failure of service fluid or power sup- Overheating through insufficient
fluid/power supply (incl. Blackout ply cooling and air, seizure through
and blackout test) insufficient lubricating oil
Operation within restricted speed Increased, in some circumstances, Danger from components and
ranges resonance-type vibrations and screwed connections
mechanical loads
Operation without appropriate super- Reaction to events uncertain Various
vision
Operation with significantly reduced Impairment of operating safety, Cumulative effects, loss of guarantee
maintenance expenses spontaneous failures to be feared,
compulsion to improvisation, special
action at unfavourable times
Unauthorised modifications Danger through the deterioration in Failure of parts with subsequent
operating safety through superficial damage, loss of guarantee
solutions
Use of non-original spare parts Combination with other parts not Failure of parts with subsequent
guaranteed, deterioration in operat- damage, loss of guarantee
ing safety and spontaneous failures
to be feared
Long-term shutdown without preser- Corrosion, and sticking of parts Corrosion damage, accumulation of
vation corrosion products, start and operat-
ing difficulties
2008-12-05
Table 5: Danger situations during improper use

L32/44CR
6730 3.2.3-01 EN 7 (7)

MAN Diesel 3.2.4
Safety Instructions
Safety
Marking/danger scale
Marking Attention is to be drawn to the dangers by the safety instructions, in con-
formance with the relevant laws, guidelines and standards. This applies for
marking on the product and in the technical documentation. This should
indicate the following information:
▪ Type and source of the danger,
▪ Immediacy/magnitude of the danger,
▪ Possible consequences
▪ Measures for avoidance.
The explanations and tables in section 3.2.3 follow this specification, as do
the other safety instructions in the technical documentation.
Scale of danger The immediacy/magnitude of the danger is identified using a 5-stage scale
as shown below:
Identification of danger
Immediately threatening danger
Possible consequences: Death or very serious injuries, property
destruction
Identification warning
Potentially dangerous situation
Possible consequences: Serious injuries
Identification Attention
Possibly dangerous situation
Possible consequences: Minor injuries, possible damage to property
Identification Caution
For indication of fault sources/ handling errors
Possible consequences: Possible damage to property
Identification Note
For notes on use and supplementary information
Possible consequences: No injuries or damage to property is expected
Examples
2008-11-06
Example of danger
General
Flywheel can catch, crush, hit body/limbs.

Do not remove covering. Do not reach into the danger area.
6680 3.2.4-01 EN 1 (2)

3.2.4 MAN Diesel
Example Attention
Safety
Commissioning the engine/ components without running-in can damage

components.
Follow the regulations, run the engine in again after a long period of low
load operation.
2008-11-06
General
2 (2) 6680 3.2.4-01 EN

MAN Diesel 3.2.5
Safety specifications
Safety
Prerequisites
Personnel The engine and the systems required for its operation may only be put into
operation, operated and switched off by authorised personnel. The person-
nel must be trained, instructed and must be familiar with the system and the
potential dangers.
Technical documentation They must be familiar with the technical documentation pertaining to the
system, especially the operating instructions for the engine and for the
accessories required for the operation of the engine. The relevant safety
regulations must receive particular attention.
Operations log It is advisable, and may be required to meet the regulations of monitoring
authorities, to keep an operations log, where all the important work with the
completion dates, operating results and special events are recorded. When
the personnel is changed the new person should be able to continue the
operation in a proper manner based on this documentation. The machine
log also permits limited analysis of trends and tracing the cause of opera-
tional malfunctions.
Accident prevention regula- When operating the engine, and during maintenance and overhauls, the
tions valid accident prevention regulations must be observed. It is advisable to
hang these specifications up in the engine room and to repeatedly indicate
the accident hazards.
Instructions below The instructions below cover the measures to counteract the movement of
drive unit components and to the general precautions for work/events on
the engine, its neighbouring systems and in the machine room. They do not
claim to be comprehensive. Safety instructions at other points in the tech-
nical documentation are supplementary and are equally valid and must be
observed in a similar way.
Securing the crankshaft and components linked to it against movement
Before starting work on the running gear area or on components, which also
move with the rotating crankshaft, ensure that the crankshaft cannot be
turned over/the engine cannot be started.
Crankshaft
The non-observance of this warning could be life-threatening!
32/40CR;32/44CR;48/60CR
Causes There could be an unintended rotation of the crankshaft and movement of

the components coupled to it:
▪ In the case of marine drive systems, due to the ship's motion or due to
water flow against the propeller in the case of a stationary ship,
▪ In generator units due to operating faults when the mains voltage is
2008-11-06
present,
▪ due to unintended or negligent starting of the engine,
▪ due to the unintended or negligent actuation of the engine turning
mechanism (turning gear).
6709 3.2.5-01 EN 1 (5)

3.2.5 MAN Diesel
Protective measures Adopt the following protective measures:

Safety
▪ Close/secure against opening, the isolation valves of the starter air and
control air vessels. Open the drain cocks in the air lines/on filters. Open
the release cocks on the main starter valve.
▪ Engage engine turning mechanism, secure against switching on.
Engine turning mechanism

The engine turning mechanism must not be used as a holding brake in
double and multiple engine systems with the second engine running!
The resistance of the engine turning mechanism is not adequate reliably to

prevent rotation of the crankshaft. However, with the turning mechanism
engaged, starting is electrically blocked and the control air feed to the main
starter valve is interrupted.
▪ Fix the instruction sign to operating devices which are used to start the
engine.
▪ In the case of generator units and in shaft alternators:
▪ Secure the generator switch against switching on (especially on asyn-
chronous generators). Fix warning sign. As far as possible, the fuses/
fuse elements should be opened.
▪ In marine main engines with variable-pitch propeller:
▪ Set climb gradient with engine at rest to zero thrust, not to zero.
▪ On single engine installations with fixed or variable-pitch propellers:
The above measures must be carried out. No other measures are nec-
essary.
▪ In the case of multiple engine systems with reduction gear(s), on which
work is carried out on one engine, while the other one runs:
˗ When using elastic couplings their rubber elements should be
removed.
˗ When using elastic couplings with intermediate rings, the latter must
be removed, whereby the resultant free space must never be
bridged under any circumstances. Released coupling parts should
be supported if necessary.
˗ If couplings are used between the engine and gearbox, they should
be completely removed. The switching off/opening of the coupling
and turning off the switching medium compressed air/oil is not suf-
ficient.
˗ If using couplings in the gearing, elastic couplings are to be partially

32/40CR;32/44CR;48/60CR
removed as described in the first two points.

▪ In the case of engines with a mechanical excavator pump drive, in which
work is carried out on the excavator pump gear or on the excavator
pump, while the engine is running, the measures to be taken should be
in accordance with the above points.
2008-11-06
Precautions for other work on the engine

Putting down of tools/Auxili- When using tools/auxiliary equipment, e.g. during fitting, repair and main-
ary equipment tenance work, the following warning must be observed.
2 (5) 6709 3.2.5-01 EN

MAN Diesel 3.2.5
Danger! Severe material damage and personal injury!
Safety
Items (fitting tools, rags, lamps etc.) which are put down in the engine
space or onto the engine, can be snatched up by moving components
and thrown out. This can cause severe material damage and personal
injury.
Never place items in the engine space or onto the engine!
Opening the crankcase cover Crankcase covers may only be opened 10 minutes after an alarm or engine
stop because of the elevated bearing temperatures or high oil mist concen-
trations.
Danger of explosion
Danger of explosion by incoming atmospheric oxygen, given that the hot
components and the operating fluids surrounding them could be at
ignition temperature.
Turning over with the turning When turning the engine over using the turning gearbox, amongst other
gearbox things, the following danger warning must be observed.
Danger to life
Reaching into open engine spaces whilst the engine is being turned over
with the turning gearbox can lead to severe personal injury or to death.
Danger of death! Do not reach into the motor space when the engine is
being turned over.
For further information also see the documentation of the installation.

Opening of pipes/Pressure Before opening pipes, flanges, cable glands or fittings, check that the sys-
vessels tem is pressure-free or has been drained.
Danger of burning
Danger of burning from hot fluids, fire hazard from fuel leaks, injuries from
stop plugs being ejected or similar on release under pressure.
Removal and fitting of pipes When removing, all pipes that are to be re-fitted, especially those for fuel,
lube oil and air must be closed off carefully. New ones that are to be fitted
must be checked carefully for cleanliness and must be flushed out if
required. You must ensure that, under no circumstances, foreign bodies
enter the system. If stored for a long time all individual parts must be pre-
served.
Pressure release of the Com- Before starting fitting work the engine must first be isolated from the instal-
32/40CR;32/44CR;48/60CR
mon Rail injection system lation-side fuel system. You must carry out pressure relief on the Common
Rail injection system of all high pressure elements/components by actuating
the pneumatic emergency stop.
Danger of injury from fuel being ejected under high pressure (jets coming
2008-11-06
out can penetrate the skin structure)
Use of hydraulic tensioning When using hydraulic tensioning tools, the special safety regulations on
tools Work Card 000.33 must to be observed.
6709 3.2.5-01 EN 3 (5)

3.2.5 MAN Diesel
Risk of injury
Safety
Danger of injuries from needle-sharp or razor-sharp hydraulic jets (jets

can penetrate your hand) or from tool parts being flung out if bolts should
break.
Dismantling/removal of heavy When dismantling or removing heavy components you must always ensure
components that the transport equipment is in perfect condition and has the required
carrying capacity. The location where the items are to be put down must
also be capable of supporting the weight. This is not always the case on
galleries, stair landings or grid work covers.
De-tensioning compression In order to release the pressure from compression springs use the devices
springs provided for the purpose (see the relevant Work Card).
Risk of injury
Danger of injury due to the sudden release of spring forces/components.
Coverings After assembly work, ensure that all coverings on moving parts as well as
insulation on hot parts are back in place. Engine operation with the cover-
ings removed is permitted only in special cases e.g. during the functional
check of the valve rotation device.
Fire hazard.
Loose clothing and long hair could be snatched up. If you lose your
balance, instinctively supporting yourself on moving parts can cause
serious injuries.
Using self-locking hexagon Use self-locking hexagon nuts only once.

nuts
They must be replaced after use in assembly by new self-locking hexagon
nuts.
Using cleaning agents When using cleaning agents, follow the manufacturer's instructions relating
to the application, possible dangers and disposal.
Danger of chemical burns

Danger of chemical burns to the skin or eyes and also to the respiratory
tract if gases are produced.
32/40CR;32/44CR;48/60CR
Danger of explosion
If you use diesel fuel as a cleaning agent there is a danger of fire or even
explosion. Internal combustion fuel (petrol) or chlorinated hydrocarbons
must not be used for cleaning purposes.
Using anti-corrosion agents

2008-11-06
Danger of explosion
Anti-corrosion agents can contain inflammable solvents which can form
explosive mixtures in enclosed spaces (see Work Card 000.14).
4 (5) 6709 3.2.5-01 EN

MAN Diesel 3.2.5
Using high pressure cleaning When using high pressure cleaning devices ensure that they are used prop-
Safety
devices erly. Shaft exits (even those with lip-type sealing rings), governors, splash-
proof monitoring systems, cable sockets as well as noise and heat insulation
under non-waterproof coverings must be covered or not cleaned using high-
pressure cleaning.
Other precautions
Failure of speed governor/ If the speed governor or the overspeed protection fails shut off the engine
Overspeed protection immediately. Operation with a malfunctioning governor or overspeed pro-
tection should be tolerated only in exceptional situations, and the owner
bears the responsibility.
Fracture of running gear parts

A sudden release of the engine due to the release of the driving coupling
or de-excitation of the generator causes inadmissibly high speed if the
speed governor or overspeed protection is faulty, resulting in the fracture
of running gear parts or the total destruction of the driven machine.
Fire hazard The use of fuel and lube oil produces a potential danger of fire in the engine-
room. Fuel and oil pipes must not be routed next to uninsulated engine
components (exhaust piping/turbocharger). After overhaul work on exhaust
piping and turbochargers all insulation and coverings must be re-fitted
carefully and completely. All fuel and oil pipes must be regularly checked
for leaks. Leaks should be rectified immediately.
Fire extinguishing units must be to hand. They must be checked regularly.
If fire breaks out the supply of fuel and oil must be stopped immediately
(stop the engine, turn the feed pumps off, close the valves) and you should
try to extinguish the fire using the hand fire extinguishers. If this is unsuc-
cessful, or if the engine-room is no longer accessible, then all openings must
be closed off to prevent the entry of air and thus to smother the fire. The
prerequisite is that all openings are sealed off (doors, roof-lights, ventilator
and extractor fans must be switched off, close-off chimneys as far as pos-
sible). A large volume of oxygen is required for fuel to burn. Isolation of the
fire source is thus one of the most effective methods of fire-fighting.
Danger to life
A carbon dioxide extinguishing system must only be put into operation
if it is absolutely certain that there is no-one remaining in the engine
room. Non-observance of this warning could be life-threatening! Non-
observance causes danger to life!
32/40CR;32/44CR;48/60CR
Temperatures in the engine The temperature in the engine-room must not fall below +5 °C. If the tem-
room perature falls below this temperature the coolant chambers must be drained
- in any case if the coolant does not contain antifreeze. Freezing could oth-
erwise cause material cracks/damage to components.
2008-11-06
6709 3.2.5-01 EN 5 (5)

MAN Diesel 3.3
Operating media
3.1 Prerequisites
3.2 Safety
3.3 Operating media
operation
Data
Engine
6730 3.3-1 EN 1 (1)

MAN Diesel 3.3.1
Quality requirements for gasoil/diesel fuel (MGO)
Operating media
Diesel fuel
Other designations Gas oil, marine gas oil (MGO), diesel oil for higher speeds.
Diesel oil is a medium distillate of crude oil which therefore must not contain
any residue.
Specification
The suitability of the fuel depends upon the fulfilling of the main properties
in this specification and upon the consistency upon delivery.
In defining the main properties, the prime scope included the use of the
standards DIN EN 590 and ISO 8217-2005 (Class DMA) and CIMAC-2003.
The main parameters relate to the indicated testing methods.
Properties Unit Test procedure Typical values
Density at 15 °C kg/m3 ISO 3675 ≥ 820,0
≤ 890,0
Kinematic viscosity at 40 °C mm2/s (cSt) ISO 3104 ≥ 1,5
≤ 6,0
Filterability* °C DIN EN 116 ≤0
in summer and °C DIN EN 116 ≤ -12
in winter
Flash point in enclosed crucible according to Abel- °C ISO 1523 ≥ 60
Pensky
Distillation range up to 350 °C Volume percent ISO 3405 ≥ 85
Sediment content (extraction process) % by weight ISO 3735 ≤ 0,01
Water content Volume percent ISO 3733 ≤ 0,05
Sulphur content weight % ISO 8754 ≤ 1,5
Ash ISO 6245 ≤ 0,01
Carbon residue (MCR) ISO CD 10370 ≤ 0,10
Cetane number - ISO 5165 ≥ 40**
Copper strip test - ISO 2160 ≤1
Other specifications:
British Standard BS MA 100-1987 M1
ASTM D 975 1D/2D
Table 1: Diesel fuel (MGO) - main properties which need to be maintained.

* The determination of filterability according to DIN EN 116 is comparable to the Cloud Point according to ISO 3015.
** The minimum cetane number required for engines L/V 20/27 is 45.
Supplementary Information
2008-11-13
Using diesel oil If, on stationary engines, we use a distillate which is intended for use as
heating oil (for example heating oil EL in accordance with DIN 51603, or
General
heating oil Number 1 or Number 2 in accordance with ASTM D-396) the

ignition properties and stability at low temperatures must be ensured, i.e.
6680 3.3.1-01 EN 1 (2)

3.3.1 MAN Diesel
the requirements concerning filterability and the cetane number must be

Operating media
fulfilled.
In order to ensure adequate lubrication, a minimum viscosity at the fuel
pump must be ensured. The required maximum temperature to maintain the
viscosity in front of the fuel pump of more than 2 mm2/s depends upon the
viscosity of the fuel. In all cases, the temperature of the fuel before the
injection pump must not exceed 50 °C.
Examinations
Fuel analyses are carried out in our chemical laboratory for our customers.
For examination a sample of approx. 0.5 litre is required.
2008-11-13
General
2 (2) 6680 3.3.1-01 EN

MAN Diesel 3.3.2
Quality of marine diesel fuels (MDO)
Operating media
Marine diesel fuel
Other designations Diesel Fuel Oil, Diesel Oil, Bunker Diesel Oil, Marine Diesel Fuel.
Origin Marine Diesel Oil (MDO) is offered as a heavy distillate (Designation ISO-F-
DMB) or as a mixture of distillate and small amounts of remnant oil (Desig-
nation ISO-F-DMC), exclusively for shipping purposes. The most often used
term for the brown or black mixture is "Blended MDO". MDO is manufac-
tured from mineral oil and must be free from organic acids and non-mineral
oil products.
Specification
The suitability of a fuel depends upon the design of the engine and the pos-
sibilities of cleaning as well as the maintenance of the main properties in the
following table which refer to the delivery condition.
The main properties have been defined on the basis of the standard ISO
8217-2005 and CIMAC-2003. The main properties have been determined
with the quoted test procedures.
Properties Unit Test procedure Designation
Specification ISO-F DMB DMC
Density at 15 °C kg/m3 ISO 3675 900 920
Kinematic viscosity at 40 °C mm2/s ≙ cSt ISO 3104 >2.5 >4
<11 <14
Solidifying point winter quality °C ISO 3016 <0 <0
Solidifying point summer quality °C <6 <6
Flash point (Pensky Martens) °C ISO 2719 >60 >60
Total sediment content % by weight ISO CD 10307 0,10 0,10
Water content Vol. % ISO 3733 <0,3 <0,3
Sulphur content % by weight ISO 8754 <2.0 <2.0
Ash content % by weight ISO 6245 <0,01 <0,03
Carbon residue (MCR) % by weight ISO CD 10370 <0,30 <2.5
Cetane number - ISO 5165 >35 >35
Copper strip test - ISO 2160 <1 <1
Vanadium content mg/kg DIN 51790T2 0 <100
Aluminium and silicon content mg/kg ISO CD 10478 0 <25

Visual inspection - * -
Other specifications:
British Standard BS MA 100-1987 Class M2 Class M3
2008-11-13
ASTM D 975 2D 4D
ASTM D 396 No. 2 No. 4
General
Table 1: Marine diesel oil (MGO) - parameters to be maintained

*)
With good lighting and at room temperature the fuel should be transparent and clear.
6680 3.3.2-01 EN 1 (2)

3.3.2 MAN Diesel
Additional information
Operating media
At transshipment facilities and in transit MDO is handled like residual oil.

Thus, there is the possibility of oil being mixed with high-viscosity fuel oil or
interfuel, for example with remainders of such fuels in the bunkering boat,
which may adversely affect the key properties considerably.
The fuel shall be free of used lubricating oil (ULO). A fuel can be considered
to be free of ULO if one or more of the elements Zn, P and Ca are below the
specified limits (Zn: 15 ppm, P: 15 ppm, Ca: 30 ppm).
The pour point indicates the temperature at which the oil will refuse to flow.
The lowest temperature the fuel oil may assume in the system, should lie
approx. 10 °C above the pour point so as to ensure it can still be pumped.
The recommended fuel viscosity at the inlet of the injection pump is 10 ...
14 mm2/s
When using "Blended MDOs" (ISO-F-DMC) from different bunkers, that are
mixed together, incompatibility can arise because of the formation of sludge
in the fuel system, it may be that there is heavy sludge formation in the
separator, blocking of the filter, inadequate atomisation and to considerable
deposition of combustion products. We therefore recommend that the fuel
storage tank in question be drained as far as possible before loading new
fuel.
Sea water, in particular, tends to increase corrosion in the fuel oil system
and hot corrosion of exhaust valves and in the turbocharger. It is also the
cause of insufficient atomization and thus poor mixture formation and com-
bustion with a high proportion of combustion residues.
Solid foreign matter increase the mechanical wear and formation of ash in
the cylinder space.
If the engine is operated primarily with "Blended MDO", i.e. with ISO-F-
DMC, we recommend mounting a centrifugal separator in front of the fuel
filter. Separator throughput 65 % of the nominal throughput. Deposition
temperature 40 – 50 °C. Solid particles (sand, rust and catalytic converter
particles) and water can thus be removed as far as possible, and the clean-
ing intervals of the filter elements can be extended considerably.
Examinations
Fuel analyses are carried out in our chemical laboratory for our customers.
For examination a sample of approx. 0.5 litre is required.
2008-11-13
General
2 (2) 6680 3.3.2-01 EN

MAN Diesel 3.3.3
Quality of heavy fuel oil (HFO)
Operating media
Prerequisites
MAN Diesel four-stroke engines can be operated on any crude-oil based
heavy fuel oil meeting the requirements listed in Table “Fuel oil specifica-
tions and associated characteristic values”, provided the engine and the fuel
treatment plant are designed accordingly. In order to ensure a well-balanced
relation between the costs for fuel, spare parts and maintenance and repair
work, we recommend bearing in mind the following points.
Heavy fuel oil (HFO)
Provenance/refining process The quality of the heavy fuel oil is largely determined by the crude oil grade
(provenance) and the refining process applied. This is the reason why heavy
fuel oils of the same viscosity may differ considerably, depending on the
bunker places. Heavy fuel oil normally is a mixture of residue oil and distil-
lates. The components of the mixture usually come from state-of-the-art
refining processes such as visbreaker or catalytic cracking plants. These
processes may have a negative effect on the stability of the fuel and on its
ignition and combustion properties. In the essence, these factors also influ-
ence the heavy fuel oil treatment and the operating results of the engine.
Bunker places where heavy fuel oil grades of standardized quality are
offered should be given preference. If fuels are supplied by independent
traders, it is to be made sure that these, too, keep to the international spec-
ifications. The responsibility for the choice of appropriate fuels rests with
the engine operator.
Specifications Fuels that can be used in an engine have to meet specifications to ensure
a suitable quality. The limiting values for a heavy fuel oil are listed in Table
“Fuel oil specifications and associated characteristic values”.
Please note the entries in the last column in Table “Fuel oil specifications
and associated characteristic values”, because they provide important
background information.
Several international specifications for heavy fuel oils are existing. The most
important specifications are ISO 8217-2005 and CIMAC-2003. These two
specifications are more or less equivalent. Table “CIMAC recommendations
for residual fuels for Diesel engines (as bunkered)“ shows the specifications
CIMAC-2003. All qualities of these specifications up to K700 can be used,
provided the fuel treatment system is designed for these fuel grades e.g.
fuels with a maximum density of 1,010 kg/m3 can only be used with modern
separation.
Important Fuel oil characteristics as stated in analysis results - even if they meet the
above mentioned requirements – may be not sufficient for estimating the
combustion properties and the stability of the fuel oil. This means that serv-
ice results depend on oil properties which cannot be known beforehand.
This especially applies to the tendency of the oil to form deposits in the
2008-11-11
combustion chamber injection systems, gas passages and turbines. It may,

therefore, be necessary to rule out some oils that cause difficulties.
Blends The admixing of engine oils (ULO: used lube oil), of non-mineral oil constit-
General
uents (such as coal oil) and of residual products from chemical or other
processes, (such as solvents, polymers or chemical waste) is not permitted.
The reasons are, for example: the abrasive and corrosive effects, the
6680 3.3.3-01 EN 1 (12)

3.3.3 MAN Diesel
adverse combustion properties, a poor compatibility with mineral oils and,

Operating media
last but not least, the negative environmental effects. The order letter for the
fuel should expressly mention what is prohibited, as this constraint has not
yet been incorporated in the commonly applied fuel specifications.
The admixing of engine oils (ULO: used lube oil) to the fuel involves a sub-
stantial danger because the lube oil additives have an emulsifying effect and
keep dirt, water and catfines finely suspended. Therefore, they impede and
preclude the necessary cleaning of the fuel. We ourselves and others have
made the experience that severe damage induced by wear may occur to
the engine and turbocharger components as a result.
The fuel shall be free of used lubricating oil (ULO). A fuel can be considered
to be free of ULO if one or more of the elements Zn, P and Ca are below the
specified limits (Zn: 15 ppm, P: 15 ppm, Ca: 30 ppm).
The admixing of chemical waste materials (such as solvents) to the fuel is
for reasons of environmental protection prohibited by resolution of the IMO
Marine Environment Protection Committee of 1st January 1992.
Leaked oil collectors Leaked oil collectors, into which leaked oil and residue pipes lead as well
as overflow pipes of the lube oil system, in particular, must not have any
connection to fuel tanks. Leaked oil collectors should empty into sludge
tanks.
Fuel system related characteristic values
Viscosity (at 50 °C) mm2/s (cSt) max. 700 Viscosity/injection
viscosity
Viscosity (at 100°C) max. 55 Viscosity/injection
viscosity
Density (at 15°C) g/ml max. 1,010 Heavy fuel oil treat-
ment
Flash point °C max. 60 Flash point
(ASTM D-93)
Pour point (summer) max. 30 Low-temperature
behaviour
(ASTM D-97)
Pour point (winter) max. 30 Low-temperature
behaviour
(ASTM D-97)
Engine-related characteristic values
Coke residues (Con- % wt. max. 22 Combustion proper-
radson) ties
Sulphur 5 Sulphuric acid corro-
4.5 in marine application sion

Ash 0.20 Heavy fuel oil treat-
ment
Vanadium mg/kg 600 Heavy fuel oil treat-
ment
Water % vol. 1 Heavy fuel oil treat-
2008-11-11
ment
Sediment (potential) % wt. 0.1
General
Supplementary characteristic values
2 (12) 6680 3.3.3-01 EN

MAN Diesel 3.3.3
Aluminium and sili- mg/kg max. 80 Heavy fuel oil treat-
Operating media
con ment
Asphalts % wt 2/3 of the coke residues (Conrad- Combustion proper-
son) ties
Sodium mg/kg Sodium < 1/3 Vanadium, Heavy fuel oil treat-
Sodium<100 ment
Cetane number of low viscosity constituent minimum 35 Ignition quality
Fuel free of admixtures not based on mineral oil, such as coal oils or vegetable oils; free of tar oil and lubricating
oil (used oil), free of any chemical waste and of solvents or polymers.
Table 1: Fuel oil specifications and associated characteristic values
2008-11-11
General
6680 3.3.3-01 EN 3 (12)

3.3.3 MAN Diesel
Operating media
2008-11-11
Figure 1: CIMAC Recommendations for residual fuels for Diesel engines (as bunkered)
General
4 (12) 6680 3.3.3-01 EN

MAN Diesel 3.3.3
Supplementary remarks
Operating media
The following remarks are thought to outline the relations between heavy
fuel oil grade, heavy fuel oil treatment, engine operation and operating
results.
Selection of heavy fuel oil
Economic operation on heavy fuel oil with the limit values specified in Table
“Fuel oil specifications and associated characteristic values“, is possible
under normal service conditions, with properly working systems and regular
maintenance. Otherwise, if these requirements are not met, shorter TBO’s
(times between overhaul), higher wear rates and a higher demand in spare
parts must be expected. Alternatively, the necessary maintenance intervals
and the operating results expected determine the decision as to which
heavy fuel oil grade should be used.
It is known that as viscosity increases, the price advantage decreases more
and more. It is therefore not always economical to use the highest viscosity
heavy fuel oil, which in numerous cases means the lower quality grades.
Heavy fuels oils ISO-RM A/B 30 or CIMAC A/B 30 ensure reliable operation
of older engines, which were not designed for the heavy fuel oils that are
currently available on the market. ISO-RMA 30 or CIMAC A30 with low pour
point should be preferred in cases where the bunker system cannot be
heated.
Viscosity/injection viscosity
Heavy fuel oils having a higher viscosity may be of lower quality. The max-
imum permissible viscosity depends on the existing preheating equipment
and the separator rating (troughput).
The specified injection viscosity of 12 – 14 mm2/s (for GenSets 16/24, 21/31,
23/30H, 27/38 and 28/32H: 12 - 18 cSt) and/or fuel oil temperature upstream
of the engine should be adhered to. Only then will an appropriate atomisa-
tion and proper mixing, and hence a low-residue combustion be possible.
Besides, mechanical overloading of the injection system will be prevented.
The specified injection viscosity and/or the necessary fuel oil temperature
upstream of the engine can be seen from the viscosity temperature diagram.
Heavy fuel oil treatment
Trouble-free engine operation depends, to a large extend, on the care which
is given to heavy fuel oil treatment. Particular care should be taken that
inorganic, foreign particles with their strong abrasive effect (catalyst resi-
dues, rust, sand) are effectively separated. It has shown in practice that with
the aluminium and silicon content >15 mg/kg abrasive wear in the engine
strongly increases.
The viscosity and density will influence the cleaning effect, which has to be
taken into consideration when designing and setting the cleaning equip-
ment.
Settling tank The heavy fuel oil is precleaned in the settling tank. This precleaning is all
2008-11-11
the more effective the longer the fuel remains in the tank and the lower the
viscosity of the heavy fuel oil is (maximum preheating temperature 75 °C to
prevent formation of asphalt in the heavy fuel oil). One settling tank will gen-
General
erally be sufficient for heavy fuel oil viscosity below 380 mm2/s at 50 °C. If
the concentration of foreign matter in the heavy fuel oil is excessive, or if a
grade according to ISO-F-RM, G/ H/K380 or H/K700 is preferred, two set-
6680 3.3.3-01 EN 5 (12)

3.3.3 MAN Diesel
tling tanks will be required, each of which must be adequately rated to

Operating media
ensure trouble-free settling within a period of not less than of 24 hours. Prior
to separating the content into the service tank, the water and sludge have
to be drained from the settling tank.
Separators A centrifugal separator is a suitable device for extracting material of higher
specific density, such as water, foreign particles and sludge. The separators
must be of the self-cleaning type (i.e. with automatically induced cleaning
intervals).
Separators of the new generation are to be used exclusively; they are fully
efficient over a large density range without requiring any switchover, and
are capable of separating water up to heavy fuel oil density of 1.01 g/ml at
15 °C.
Table “Obtainable contents of foreign matter and water (after separa-
tion),“ shows the demands made on the separator. These limit values are
guaranteed by the manufacturers of these separators.
The manufacturer’s specifications have to be adhered to in order to achieve
an optimum cleaning effect.
Marine and stationary application: connec-

ted in parallel
1 separator for 100 % throughput 1 separator (stand-by) for
100 % throughput
Figure 2: Heavy fuel oil cleaning/separator arrangement
Layout of the separators is to be in accordance with the latest recommen-
dations of the separator manufacturers (Alfa Laval and Westfalia). In partic-
ular, the density and viscosity of the heavy fuel oil are to be taken into con-
sideration. Consulting MAN Diesel is required if other makes of separators

come up for discussion.
If the cleaning treatment prescribed by MAN Diesel is applied, and if the
correct separators are selected, it can be expected that the results given in
Table “Obtainable contents of foreign matter and water (after separation)“,
for water and inorganic foreign particles in the heavy fuel oil are reached at
2008-11-11
the entry into the engine.

The results obtained in practical operation reveal that adherence to these
values helps to particularly keep abrasive wear in the injection system and
General
in the engine within acceptable limits. Besides, optimal lube oil treatment
must be ensured.
6 (12) 6680 3.3.3-01 EN

MAN Diesel 3.3.3
Definition Particle size Quantity
Operating media
Inorganic foreign particles < 5 µm < 20 mg/kg
including catalyst residues Al+Si content< 15 mg/kg
Water -- < 0.2 % by volume
Table 2: Obtainable contents of foreign matter and water (after separation)
Water Attention is to be paid to very thorough water separation, since the water is
not a finely distributed emulsion but in the form of adversely large droplets.
Water in this form promotes corrosion and sludge formation also in the fuel
system, which has an adverse effect on the delivery and atomisation and
thus also on the combustion of the heavy fuel oil. If the water involved is
seawater, harmful sodium chloride and other salts dissolved in the water
will enter the engine.
The water-containing sludge must be removed from the settling tank prior
to each separating process, and at regular intervals from the service tank.
The venting system of the tanks must be designed in such a way that con-
densate cannot flow back into the tanks.
Vanadium/sodium Should the vanadium/sodium ratio be unfavourable, the melting tempera-
ture of the heavy oil ash may drop into the range of the exhaust valve tem-
perature, which will result in high-temperature corrosion. By precleaning the
heavy fuel oil in the settling tank and in the centrifugal separators, the water,
and with it the water-soluble sodium compounds can be largely removed.
If the sodium content is lower than 1/3 of the vanadium content, the risk of
high-temperature corrosion will be small. It must also be prevented that
sodium in the form of sea water enters the engine together with the intake
air.
If the sodium content is higher than 100 mg/kg, an increase of salt deposits
is to be expected in the combustion space and in the exhaust system. This
condition will have an adverse effect on engine operation (among others,
due to surging of the turbocharger).
Under certain conditions, high-temperature corrosion may be prevented by
a fuel additive, that raises the melting temperature of the heavy fuel oil ash
(also refer to "Additives to heavy fuel oils" ).
Ash Heavy fuel oils with a high ash content in the form of foreign particles such
as sand, corrosion and catalyst residues, promote the mechanical wear in
the engine. There may be catalyst fines (catfines) in heavy fuel oils coming
from catalytic cracking processes. In most cases, these catfines will be alu-
minium silicate, which causes high wear in the injection system and in the
engine. The aluminium content found multiplied by 5 - 8 (depending on the
catalyst composition) will approximately correspond to the content of cat-
alyst material in the heavy fuel oil.

Homogeniser If a homogenizer is used, it must not be installed between the settling tank
and the separator on any account, since in that case, harmful contaminants,
and in particular sea water, cannot be separated out sufficiently.
Flash point (ASTM D-93)
2008-11-11
National and international regulations for transport, storage and application

of fuels must be adhered to in respect of to the flash point. Generally, a flash
point of above 60 °C is specified for fuels used in Diesel engines.
General
6680 3.3.3-01 EN 7 (12)

3.3.3 MAN Diesel
Low-temperature behaviour (ASTM D-97)

Operating media
Pour point The pour point is the temperature at which the fuel is no longer fluid (pump-
able). Since many of the low-viscosity heavy fuel oils have a pour point
above 0 °C, too, the bunkering system has to be preheated unless fuel in
accordance with CIMACA30 is used. The entire bunkering system should
be designed so as to permit preheating of the heavy fuel oil to approx. 10
°C above the pour point.
Pump ability
Difficulties will be experienced with pumping if the fuel oil has a viscosity
higher than 1,000 mm2/s (cSt) or a temperature less than approx. 10 °C
above the pour point. Also refer to “Low-temperature behaviour (ASTM
D-97)".
Combustion properties
An asphalt content higher than 2/3 of the carbon residue (Conradson) may
lead to delayed combustion, which involves increased residue formation,
such as deposits on and in the injection nozzles, increased smoke forma-
tion, reduced power and increased fuel consumption, as well as a rapid rise
of the ignition pressure and combustion close to the cylinder wall (thermal
overloading of the lube oil film). If the ratio of asphaltenes to carbon residues
reaches the limit value 0.66, and the asphaltene content also exceeds 8 %,
additional analyses of the heavy fuel oil by means of thermogravimetric
analysis (TGA) must be performed by MAN Diesel to evaluate the usabilty.
This tendency will also be promoted by the blend constituents of the heavy
fuel oil being incompatible, or by different and incompatible bunkering being
mixed together. As a result, there is an increased separation of asphalt (also
see "Compatibility" ).
Ignition quality
Cracked products which nowadays are preferred as low-viscosity blend
constituents of the heavy fuel oil in order to achieve the specified reference
viscosity may have poor ignition qualities. The cetane number of these con-
stituents should be >35. An increased aromatics content (above 35 %) also
leads to a decrease in ignition quality.
Fuel oils of insufficient ignition qualities will show extended ignition lag and
delayed combustion, which may lead to thermal overloading of the oil film
on the cylinder liner and excessive pressures in the cylinder. Ignition lag and
the resulting pressure rise in the cylinder are also influenced by the final
temperature and pressure of compression, i.e. by the compression ratio, the
charge-air pressure and the charge-air temperature.
Preheating the charge-air in part-load range and output reduction for a limi-
ted period of time are possible measures to reduce detrimental influences

of fuels of poor ignition qualities. More effective, however, are a high com-
pression ratio and the in-service matching of the injection system to the
ignition qualities of the fuel used, as is the case in MAN Diesel trunk piston
engines.
The ignition quality is a key property of the fuel. The reason why it does not
2008-11-11
appear in the international specifications is the absence of a standardised

testing method. Therefore, parameters such as the Calculated Aromatic
General
Index (CCAI) are resorted to as an aid, which are derived from determinable
fuel properties. We have found this to be an appropriate method of roughly
assessing the ignition quality of the heavy fuel oil used.
8 (12) 6680 3.3.3-01 EN

MAN Diesel 3.3.3
A test instrument utilizing a constant-volume combustion technology (fuel
Operating media
ignition analyser FIA), has been developed and is currently being evaluated
at a number of testing laboratories. The ignition quality of a fuel is deter-
mined as an ignition delay in the instrument that is converted to an instru-
ment-related cetane number (FIA-CN or ECN). It has been observed that
fuels with a low FIA cetane numbers or ECN could, in some cases, lead to
operational problems.
As the fluid constituent in the heavy fuel oil is the determining factor for its
ignition quality and the viscous constituent is decisive for the combustion
quality, it is the responsibility of the bunkering company to supply a heavy
fuel oil grade of quality matched to the Diesel engine. (Please refer to Figure
“Nomogram for the determination of CCAI - assignment of CCAI ranges to
engine types” ).
2008-11-11
General
6680 3.3.3-01 EN 9 (12)

3.3.3 MAN Diesel
Operating media
V Viscosity in mm2/s (cSt) at 50 °C A Normal operating condi-

tions
D Density [kg/m3] at 15 °C B Difficulties may be
encountered
CCAI Calculated Carbon Aromaticity Index C Problems encountered
may increase up to engine
damage after a short time
of operation
1 Engine type 2 The combining straight line
across density and viscos-
ity of a heavy fuel oil results
in CCAI
Figure 3: Nomogram for the determination of CCAI - assignment of CCAI
ranges to engine types
CCAI can also be calculated with the aid of the following formula:
CCAI = D - 141 log log (V+0.85) - 81
2008-11-11
Sulphuric acid corrosion

The engine should be operated at the cooling water temperatures specified
General
in the operating manual for the respective load. If the temperature of the
component surface exposed to the acid combustion gases is below the acid
dew point, acid corrosion can no longer be sufficiently prevented even by
an alkaline lubricating oil.
10 (12) 6680 3.3.3-01 EN

MAN Diesel 3.3.3
If the lube oil quality and engine cooling meet the respective requirements,
Operating media
the BN values (see Chapter “Quality of lube oil (SAE 40) for heavy fuel oil
operation” ), will be adequate, depending on the sulphur concentration in
the heavy fuel oil.
Compatibility
The supplier has to guarantee that the heavy fuel oil remains homogenous
and stable even after the usual period of storage. If different bunker oils are
mixed, separation may occur which results in sludge formation in the fuel
system, large quantities of sludge in the separator, clogging of filters, insuf-
ficient atomisation and high-residue combustion.
In such cases, one refers to incompatibility or instability. The heavy fuel oil
storage tanks should therefore be emptied as far as possible prior to rebun-
kering in order to preclude incompatibility.
Blending heavy fuel oil
If, for instance, heavy fuel for the main engine and gas oil (MGO) are blended
to achieve the heavy fuel oil quality or viscosity specified for the auxiliary
engines, it is essential that the constituents are compatible (refer to ”Com-
patibility” ).
Additives to heavy fuel oils
MAN Diesel engines can be economically operated without additives. It is
up to the customer to decide whether or not the use of an additive would
be advantageous. The additive supplier must warrant that the product use
will have no harmful effects on engine operation.
The use of fuel additives during the guarantee period is rejected as a matter
of principle.
Additives currently in use for Diesel engines are listed in Table “Additives to
heavy fuels – Classification/effects”, together with their supposed effect on
engine operation.
Pre-combustion additives ▪ Dispersants/stabilis-
ers
▪ Emulsion breakers
▪ Biocides
Combustion additives ▪ Combustion cata-

lysts
(fuel economy, emis-
sions)
Post-combustion additives Ash modifiers (hot

▪
corrosion)
▪ Carbon remover
(exhaust system)
Table 3: Additives to heavy fuels - Classification/effects

Low sulphur HFO
2008-11-11
From an engine manufacturer’s point of view there is no lower limit for the
sulphur content of HFO. We have not experienced any trouble with the cur-
General
rently available low-sulphur HFO, that is related to the sulphur content or

specific to low-sulphur HFO. This may change in the future if new methods
are applied for the production of low-sulphur HFO (desulphurisation,
6680 3.3.3-01 EN 11 (12)

3.3.3 MAN Diesel
uncommon blending components). MAN Diesel will monitor developments

Operating media
and inform our customers if necessary.

If the engine is not operated permanently on low-sulphur HFO, then the
lubricating oil should be selected according to the highest sulphur content
of the fuels in operation.
Examinations
Sampling To be able to check as to whether the specification indicated and/or the
stipulated delivery conditions have been complied with, we recommend a
minimum of one sample of each bunker fuel to be retained, at least during
the guarantee period for the engine. In order to ensure that the sample is
representative for the fuel oil bunkered, a sample should be drawn from the
transfer pipe at the start, at half the time and at the end of the bunkering
period. “Sample Tec”, supplied by Messrs Mar-Tec Hamburg, is an appro-
priate testing kit for taking samples continuously during the bunkering.
Analyse samples The samples received from the bunkering company are frequently not iden-
tical with the heavy fuel oil bunkered. Thus it is appropriate to verify the
heavy fuel oil properties stated in the bunker documents, such as density
and viscosity. If these values should deviate from those of the heavy fuel oil
bunkered, one runs the risk that the heavy fuel oil separator and the pre-
heating temperature are not set correctly for the given injection viscosity.
The criteria for an economic engine operation with regard to heavy fuel oil
and lubricating oil may be determined with the help of the MAN Diesel Fuel
and Lube Analysis Set.
Our department for fuels and lube oils (Augsburg Works, Department GQC)
will be glad to furnish further information if required.
Analyses of fuel oils are carried out in our chemical laboratory for our cus-
tomers. For examination a sample of approx. 0.5 litre is required.
2008-11-11
General
12 (12) 6680 3.3.3-01 EN

MAN Diesel 3.3.4
Viscosity-temperature (VT) diagram of fuel oil
Operating media
Explanations of the viscosity-temperature (VT) diagram
Figure 1: Viscosity-temperature diagram (VT diagram)

The diagram shows the fuel temperatures along the horizontal and viscosity
along the vertical scales.
The diagonal lines correspond to the viscosity-temperature curve of fuels
with different reference viscosity. The vertical viscosity scales in mm2/s =
(cSt) apply to 40 °C, 50 °C or 100 °C.
Determination of the viscosity-temperature curve and the preheating temperature required

Example: Heavy fuel oil of 180 Specified injection viscosity Required heavy fuel oil temperature
mm²/s at 50 °C in mm²/s before engine inlet1 in °C
≥ 12 126 (Line c)
2008-12-04
≤ 14 119 (Line d)
Table 1: Determination of the viscosity-temperature curve and the preheating
General
temperature
1
The temperature drop from the final preheater to the fuel injection pump is not
covered by these figures
6680 3.3.4-01 EN 1 (2)

3.3.4 MAN Diesel
A heavy fuel oil of 180 mm2/s at 50 °C reaches a viscosity of 1,000 mm2/s

Operating media
at 24 °C (line e), which is the maximum permissible viscosity with respect

to the pump ability of the fuel.
Using a state of the art final preheater a heavy fuel oil outlet temperature of
152 °C will be obtained for 8 bar saturated steam. Higher temperatures
involve the risk of increased formations of residues in the preheater, result-
ing in a reduction of the heating power and a thermal overload of the heavy
fuel oil. This causes formation of asphaltenes i.e. a deterioration of quality.
The fuel pipes from the final preheater outlet up to the injection valve must
be insulated adequately to ensure that a temperature drop will be limited to
a maximum of 4 °C. Only then can the required injection viscosity of max.
14 mm2/s be achieved with a heavy fuel oil of a reference viscosity of 700
mm2/s at 50 °C (representing the maximum viscosity as referred to in inter-
national specifications such as ISO, CIMAC or British Standard). If a heavy
fuel oil of a lower reference viscosity is used, an injection viscosity of 12
mm2/s should be aimed at, ensuring improved heavy fuel oil atomisation and
thus fewer residues from combustion.
The transfer pump is to be designed for a heavy fuel oil viscosity of up to
1,000 mm2/s. The pump ability of the heavy fuel oil also depends on the pour
point. The design of the bunkering system must permit heating up of the
heavy fuel to approx. 10 °C above its pour point.
Gas oil or Diesel oil (Marine Diesel Oil) must have a viscosity of at least
2 mm2/s before engine. With a too low viscosity, insufficient lubricity may
cause the seizure of the pump plungers or the nozzle needles.
This can be avoided if the fuel temperature is controlled. The maximum

allowed temperature is dependent on the fuel viscosity but must never
exceed:
▪ max. 50 °C for gas oil operation and
▪ max. 60 °C for MDO operation
Therefore a fuel oil cooler has to be installed.
In case of fuel viscosities < 2.5 cSt, consultation with the technical depart-
ment of MAN Diesel SE in Augsburg is required.
2008-12-04
General
2 (2) 6680 3.3.4-01 EN

MAN Diesel 3.3.5
Quality of lube oil (SAE 40) for operation on gas oil and Diesel oil (MGO/MDO)
Operating media
and biofuel
Quality of lube oil (SAE 40) for operation on gas oil and Diesel oil (MGO/MDO) and biofuel
The specific power output offered by today’s Diesel engines and the use of
fuels which more and more often approach the limit in quality increase the
requirements placed on the lube oil and make it imperative that the lube oil
is chosen carefully.
Blended lube oils (HD oils) have proven to be suitable for lubricating the
running gear, the cylinder, the turbocharger and for the cooling of the pis-
tons. Blended lube oils contain additives which, amongst other things, pro-
vide them with sludge carrying, cleaning and neutralisation capabilities.
Only lube oils, which have been approved by MAN Diesel, are to be used.
They are listed in Table “Lubricating oils approved for the use in MAN Diesel
four-stroke engines running on gas oil and Diesel oil”.
For dual-fuel engines which will be operated for > 40 % of the time on
Diesel oil fuel we recommend to use a quality of lube oil with a Base
Number (BN) from 10 – 16 according to this specification.
Specifications
Base oil The base oil (blended lube oil = basic oil + additives) must be a narrow
distillation cut and must be refined in accordance with modern procedures.
Bright stocks, if contained, must neither adversely affect the thermal nor the
oxidation stability.
The base oil must meet the limit values as specified in Table “Lube oil (MGO/
MDO) – target values“, particularly concerning the ageing stability.
Properties/characteristics Unit Testing method Limit value
Structure - - preferably paraffin-based
Behaviour at low temperatures, still flowing °C ASTM-D2500 -15
Flash point according to Cleveland °C ASTM-D92 > 200
Ash content (oxides ashes) % by wt ASTM-D482 < 0.02
Coke residue according to Conradson % by wt ASTM-D189 < 0.50
Ageing tendency after 100 hrs heating to 135°C - MAN Diesel ageing -
cabinet *
n-heptane insolubles % by wt ASTM-D4055 < 0.2
or DIN 51592
Evaporation losses % by wt - <2
Drop test (filter paper) - MAN Diesel test may not show any segrega-
tion of resin or asphalt-like
2008-11-11
ageing products
Table 1: Lube oil (MGO/MDO) - target values
General
* in-house method
6680 3.3.5-01 EN 1 (4)

3.3.5 MAN Diesel
Blended lube oils (HD oils) The base oil for which additives have been mixed (blended lube oil) must
Operating media
demonstrate the following characteristics:

Additives The additives must be dissolved in the oil and must be of such a composition
that an absolute minimum of ash remains as residue after combustion.
The ash must be soft. If this prerequisite is not complied with, increased
deposits are to be expected in the combustion spaces, especially at the
exhaust valves and on the inlet housing of the turbocharger. Hard additive
ash promotes pitting on the valve seats, as well as burnt-out valves and
increased mechanical wear in the cylinder liners.
Additives must not facilitate clogging of the filter elements, neither in their
active nor in their exhausted state.
Detergency The detergency must be so high that coke and tar-like residues from fuel
combustion must not build up.
Dispersancy The dispersancy must be selected such that commercially available lube oil
cleaning equipment can remove the detrimental contaminations from the
used oil, i.e. the used oil must have good separating and filtering properties.
Neutralisation capacity The neutralisation capacity (ASTM-D2896) must be so high that the acidic
products which result during combustion are neutralised. The reaction time
of the additives must be matched to the process in the combustion cham-
ber.
Evaporation tendency The tendency to evaporate must be as low as possible, otherwise the oil
consumption is adversely affected.
Further conditions The lube oil must not form a stable emulsion with water. Less than 40 ml
emulsion are acceptable in the ASDM-D1410 test after one hour.
The foaming behaviour (ASTM-D892) must meet the following conditions:
Less than 20 ml after 10 minutes.
The lube oil must not contain agents to improve viscosity index. Fresh oil
must not contain any water or other contamination.
Lube oil selection
Engine SAE-class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64, 40
51/60DF
Table 2: Viscosity (SAE-class) of lubricating oils
Blended grade Blended lube oils (HD oils) corresponding to international specifications
MIL-L 2104 or API-CD, and having a Base Number (BN) of 10 - 16 mg KOH/
g are recommended by us (Designation for armed forces of Germany:
O-278).
The content of additives included in the lube oil depends upon the condi-
tions under which the engine is operated, and the quality of fuel used. If
marine Diesel fuel is used, which has a sulphur content of up to 2.0 weight
% as per ISO-FDMC and coke residues of up to 2.5 weight %, as per Con-
radson, a BN of approx. 20 is preferred. Ultimately, the operating results are
2008-11-11
the decisive criterion as to which content of additives ensures the most

economic mode of engine operation.
Cylinder lube oil In the case of engines with separate cylinder lubrication, the pistons and
General
cylinder liners are supplied with lube oil by means of a separate oil pump.
The oil supply rate is factory-set to conform to both the quality of the fuel
to be used in service and to the anticipated operating conditions.
2 (4) 6680 3.3.5-01 EN

MAN Diesel 3.3.5
A lube oil as specified above is to be used for the cylinder and the lubricating
Operating media
circuit.
Speed governor In case of mechanic-hydraulic governors with separate oil sump, multigrade
oil 5W-40 is preferably used. If this oil is not available for topping-up, an oil
15W-40 may exceptionally be used. In this context it is not important,
whether multigrade oils based on synthetic or mineral oils are used. (Des-
ignation for armed forces of Germany: O-236)
The oil quality specified by the manufacturer is to be used for the remaining
equipment fitted to the engine.
For the engine L27/38 (propulsion) service experience have shown that the
operation temperature of the Woodward governor UG10MAS and the cor-
responding actuator for UG723+ can exceed 93 °C. In such case we rec-
ommend to use a synthetic oil like Castrol Alphasyn HG150. Engines deliv-
ered later than March 2005 are already filled with this oil.
Lube oil additives It is not allowed to add additives to the lube oil, or mixing the different makes
(brands) of the lube oil, as the performance of the carefully matched package
of additives which is suiting itself and adapted to the base oil, may be upset.
Also, the lube oil company (oil supplier) is no longer responsible for the oil.
Selection of lube oils/war- Most of the mineral oil companies are in close and permanent consultation
ranty with the engine manufacturers and are therefore in a position to quote the
oil from their own product line that has been approved by the engine man-
ufacturer for the given application. Independent of this release, the lube oil
manufacturers are in any case responsible for quality and performance of
their products. If you have questions, we are more than willing to provide
you with further information.
Oil in service There are no defined oil change intervals for MAN Diesel medium-speed
engines. The oil has to be analysed on a regular basis. As long as the oil
characteristics are within the specified limits (see Table “Limit values” ) the
oil is suitable for further use. An oil sample has to be analysed every one to
three months (see maintenance schedule). The quality of the oil can only be
maintained if the oil is cleaned by an appropriate device (e.g. a separator).
Examinations
We carry out the investigations on lube oil in our laboratories for our cus-
tomers. A representative sample of about 0.5 litre is required for the exami-
nation.
Approved SAE 40 lube oils
Manufacturer Base Number 10 - 16 1) (mgKOH/g)
AGIP Cladium 120 - SAE 40
Sigma S SAE 40 2)
BP Energol DS 3-154
CASTROL Castrol MLC 40
Castrol MHP 154
Seamax Extra 40
2008-11-11
CHEVRON Texaco Taro 12 XD 40

(Texaco, Caltex) Delo 1000 Marine SAE 40
EXXON MOBIL Exxmar 12 TP 40
General
Mobilgard 412/MG 1SHC

Mobilgard ADL 40 2)
Delvac 1640
6680 3.3.5-01 EN 3 (4)

3.3.5 MAN Diesel
Approved SAE 40 lube oils

Operating media
Manufacturer Base Number 10 - 16 1) (mgKOH/g)

PETROBRAS Marbrax CCD-410
Q8 Mozart DP40
REPSOL Neptuno NT 1540
SHELL Gadinia 40
Gadinia AL40
Sirius FB40 2)
Sirius/Rimula X40 2)
STATOIL MarWay 1540
MarWay 1040
TOTAL LUBMARINE Disola M4015
Table 3: Lubricating oils approved for the use in MAN Diesel four-stroke engines
running on gas oil and Diesel oil
1)
If Marine Diesel fuel of poor quality (ISO-F-DMC) is used, a Base Number
(BN) of approx. 20 is of advantage.
2)
If the sulphur content of the fuel is <1 %
MAN Diesel SE do not take any responsibility for difficulties that might
be caused by these oils.
Limit value Method

Viscosity at 40 °C 110 - 220 mm²/s ISO 3104 or ASTM D445
Base Number (BN) min. 50 % of fresh oil BN ISO 3771
Flash Point (PM) min. 185 °C ISO 2719
Water Content max. 0.2 % (for a short period max. ISO 3733 or ASTM D1744
0.5 %)
n-Heptane Insoluble max. 1.5 % DIN 51592 or IP 316
Metal Content Dependent upon the engine type and
operating conditions
Only for guidance
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Si max. 10 ppm
For biofuel operation: max. 12 % FT-IR
2008-11-11
biofuel content
Table 4: Limit values
General
4 (4) 6680 3.3.5-01 EN

MAN Diesel 3.3.6
Quality of lube oil (SAE 40) for heavy fuel oil operation (HFO)
Operating media
Quality of lube oil (SAE 40) for heavy fuel oil operation (HFO)
The specific power output offered by today’s Diesel engines and the use of
fuels which more and more often approach the limit in quality increase the
requirements placed on the lube oil and make it imperative that the lube oil
is chosen carefully.
Medium-alkaline lube oils have proven to be suitable for lubricating the run-
ning gear, the cylinders, the turbocharger and for the cooling of the pistons.
Medium-alkaline oils contain additives which, amongst other things, provide
them with a higher neutralising capacity than blended (HD) engine oils have.
No international specifications exist for medium-alkaline lube oils. An ade-
quately long trial operation in compliance with the manufacturer’s instruc-
tions is therefore necessary.
Only lube oils which have been approved by MAN Diesel, are to be used.
These are listed in Table “Lubricating oils approved for the use in MAN Die-
sel four-stroke engines running on heavy fuel oil”.
Specifications
Base oil The base oil (medium-alkaline lube oil = base oil + additives) must be a
narrow distillation cut and must be refined in accordance with modern pro-
cedures. Bright stocks, if contained, must neither adversely affect the ther-
mal nor the oxidation stability.
The base oil must meet the limit values given in Table “Lube oil (HFO oper-
ation) – target values“, particularly as concerns its ageing tendencies.
Properties/characteristics Unit Testing method Characteristic value
Structure - - preferably paraffin-based
Behaviour at low temperatures, still flowing °C ASTM-D2500 -15
Flash point according to Cleveland °C ASTM-D92 > 200
Ash content (oxides ashes) % by wt ASTM-D482 < 0.02
Coke residue according to Conradson % by wt ASTM-D189 < 0.50
Ageing tendency after 100 hrs heating to 135°C - MAN Diesel ageing -
cabinet *
n-heptane unsolubles % by wt ASTM-D4055 < 0.2
or DIN 51592
Evaporation losses % by wt - <2

Drop sample (filter paper) - MAN Diesel test may not show any segrega-
tion of resin or asphalt-like
ageing products
Table 1: Lube oil (HFO operation) - target values
* in-house method
2008-11-10
Medium-alkaline lube oil The finished oil (base oil with additives) must demonstrate the following
General
characteristics.
6680 3.3.6-01 EN 1 (5)

3.3.6 MAN Diesel
Additives The additives must be dissolved in the oil and must be of such a composition
Operating media
that an absolute minimum of ash remains as residue after combustion, even

though the engine were run on distillate fuel temporarily.
The ash must be soft. If this prerequisite is not complied with, increased
deposits are to be expected in the combustion spaces, especially at the
exhaust valves and on the inlet housing of the turbocharger. Hard additive
ash promotes pitting on the valve seats, as well as burnt-out valves and
increased mechanical wear in the cylinder liners.
Additives must not facilitate clogging of the filter elements, neither in their
active nor in their exhausted state.
Detergency The detergency must be so high that coke and tar-like residues from fuel
combustion must not build up.
The lube oil must be able to avoid fuel derived deposits.
Dispersancy The dispersancy must be selected such that commercially available lube oil
cleaning equipment can remove the detrimental contaminations from the
used oil, i.e. the used oil must have good separating and filtering properties.
Diesel performance The Diesel performance (without taking the neutralisation ability into con-
sideration) must, at least, comply with MIL-L 21014 D resp. API-CD.
Neutralisation capacity The neutralisation capacity (ASTM-D2896) must be so high that the acidic
products which result during combustion are neutralised at the lube oil con-
sumption rate that is specific for the engine. The reaction time of the addi-
tives must be matched to the process in the combustion chamber. Hints
concerning the selection of the BN are given in Table “Determining the Base
Number for operating conditions”.
Evaporation tendency The tendency to evaporate must be as low as possible, otherwise the oil
consumption is adversely affected.
Further conditions The lube oil must not form a stable emulsion with water. Less than 40 ml
emulsion are acceptable in the ASDM-D1410 test after one hour.
The foaming behaviour (ASTM-D892) must meet the following conditions:
Less than 20 ml after 10 minutes.
The lube oil must not contain agents to improve viscosity index. Fresh oil
must not contain any water or other contamination.
Lube oil selection

Engine SAE-class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64, 40
51/60DF
Table 2: Viscosity (SAE-class) of lubricating oils

Neutralisation property (BN) Medium-alkaline lube oils having differently high levels of neutralisation
capacity (BN) are available on the market. According to the present-day
state of knowledge, operating conditions to be expected and BN can be
correlated as shown in Table “Determining the Base Number for operating
2008-11-10
conditions”. The operating resulting will in the essence be the decisive cri-
terion as to which BN will ensure the most economic mode of engine oper-
ation.
General
2 (5) 6680 3.3.6-01 EN

MAN Diesel 3.3.6
Approx. BN
Engines/Operating conditions
Operating media
(mg KOH/g oil)
20 Marine Diesel oil (MDO) of poor quality (ISO-F-DMC) or heavy fuel oil with a sulphur content of
< 0.5 %
30 23/30H and 28/32H in general. 23/30A, 28/32A and 28/32S under normal operating conditions.
16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 and 58/64 and 51/60DF in pure HFO mode
only if sulphur content is < 1.5 %.
51/60 DF in alternating mode (Gas/HFO).
40 23/30A, 28/32A and 28/32S in case of severe operating conditions and in case of necessity
regarding oil life and engine cleanliness.
16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 and 58/64 and 51/60DF in pure HFO mode
generally provided the sulphur content is > 1.5 %.
50 32/40, 32/44CR, 40/54, 48/60 and 58/64 if BN 40 is inadequate in terms of oil life or engine
cleanliness (high sulphur content of the fuel, very low lube oil consumption).
Table 3: Determining the Base Number for operating conditions
Operation on low sulphur fuel In order to meet the emission regulations, fuels with different sulphur con-
tent are used today. In environmental-sensitive areas (SECA) a low sulphur
fuel must be used. Outside the SECA zones a fuel with a high sulphur con-
tent can be used. In this case the lube oil BN should be selected to meet
the requirements of the operation on high sulphur fuel. Only for permanent
operation on low sulphur fuel, the lube oil with the lower BN should be
selected. Ultimately, the operating results are the decisive criterion as to
which content of additives ensures the most economic mode of engine
operation.
Cylinder lube oil In the case of engines with separate cylinder lubrication, the pistons and
cylinder liners are supplied with lube oil by means of a separate oil pump.
The oil supply rate is factory-set to conform to both the quality of the fuel
to be used in service and to the anticipated operating conditions.
A lube oil as specified above is to be used for the cylinder and the lubricating
circuit.
Speed governor In case of mechanic-hydraulic governors with separate oil sump, multigrade
oil 5W-40 is preferably used. If this oil is not available for topping-up, an oil
15W-40 may exceptionally be used. In this context it is not important,
whether multigrade oils based on synthetic or mineral oils are used. (Des-
ignation for armed forces of Germany: O-236)
The oil quality specified by the manufacturer is to be used for the remaining
equipment fitted to the engine.
For the engine L27/38 (propulsion) service experience have shown that the
operation temperature of the Woodward governor UG10MAS and the cor-
responding actuator for UG723+ can exceed 93 °C. In such case we rec-
ommend to use a synthetic oil like Castrol Alphasyn HG150. Engines deliv-
ered later than March 2005 are already filled with this oil.
Lube oil additives It is not allowed to add additives to the lube oil, or mixing the different makes
(brands) of the lube oil, as the performance of the carefully matched package
of additives which is suiting itself and adapted to the base oil, may be upset.
Also, the lube oil company (oil supplier) is no longer responsible for the oil.
2008-11-10
Selection of lube oils/war- Most of the mineral oil companies are in close and permanent consultation
ranty with the engine manufacturers and are therefore in a position to quote the
General
oil from their own product line that has been approved by the engine man-
ufacturer for the given application. Independent of this release, the lube oil
manufacturers are in any case responsible for quality and performance of
6680 3.3.6-01 EN 3 (5)

3.3.6 MAN Diesel
their products. If you have questions, we are more than willing to provide
Operating media
you with further information.

Oil in service There are no defined oil change intervals for MAN Diesel medium-speed
engines. The oil has to be analysed on a regular basis. As long as the oil
characteristics are within the specified limits (see Table “Limit values” ) the
oil is suitable for further use. An oil sample has to be analysed every one to
three months (see maintenance schedule). The quality of the oil can only be
maintained if the oil is cleaned by an appropriate device (e.g. a separator).
Limit value Method
Viscosity at 40 °C 110 - 220 mm²/s ISO 3104 or ASTM D445
Base Number (BN) min. 50 % of fresh oil BN ISO 3771
Flash Point (PM) min. 185 °C ISO 2719
Water Content max. 0.2 % (for a short period max. ISO 3733 or ASTM D1744
0.5 %)
n-Heptane Insoluble max. 1.5 % DIN 51592 or IP 316
Metal Content Dependent upon the engine type and
operating conditions
Only for guidance
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
Si max. 10 ppm
Table 4: Limit values
Examinations
We carry out the investigations on lube oil in our laboratories for our cus-
tomers. A representative sample of about 0.5 litre is required for the exami-
nation.
Base Number (mgKOH/g)
Manufacturer
20 30 40 50
AGIP —— Cladium 300 Cladium 400 ——
BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA —— Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
CHEVRON Taro 20DP40 Taro 30DP40 Taro 40XL40 Taro 50XL40
(Texaco, Caltex)
EXXON MOBIL —— Mobilgard M430 Mobilgard M440 Mobilgard M50
2008-11-10
—— Exxmar 30 TP 40 Exxmar 40 TP 40
PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 ——
General
REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 ——

SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40
4 (5) 6680 3.3.6-01 EN

MAN Diesel 3.3.6
Base Number (mgKOH/g)

Manufacturer
Operating media
20 30 40 50
TOTAL LUBMAR- Aurelia XL 4025 Aurelia XL 4030 Aurelia XL 4040 Aurelia XL 4055
INE Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055
Table 5: Lubricating oils, approved for the use in MAN Diesel four-stroke engines running on heavy fuel oil.
MAN Diesel SE do not take any responsibility for difficulties that might
be caused by these oils.
2008-11-10
General
6680 3.3.6-01 EN 5 (5)

MAN Diesel 3.3.7
Quality of engine cooling water
Operating media
Preliminary remarks
The engine cooling water, like the fuel and lubricating oil, is a medium which
must be carefully selected, treated and controlled. Otherwise, corrosion,
erosion and cavitation may occur on the walls of the cooling system in con-
tact with water and deposits may form. Deposits impair the heat transfer
and may result in thermal overload on the components to be cooled. The
treatment with an anti-corrosion agent has to be effected before the first
commissioning of the plant. During subsequent operations the concentra-
tion specified by the engine manufacturer must always be ensured. In par-
ticular, this applies if a chemical additive is used.
Requirements
Limiting values The characteristics of the untreated cooling water must be within the fol-
lowing limits:
Property/feature Characteristics Unit
Type of water Distillate or freshwater, free from foreign mat- -
ter.
Not to be used:
Sea water, brackish water, river water, brines,
industrial waste water and rain water.
Total hardness max. 10 °dH*
pH value 6.5 - 8 -
Chloride ion content max. 50 mg/l**
Table 1: Cooling water – characteristics to be adhered to
*) 1°dH (German hard- ≙ 10 mg CaO/litre ≙ 17.9 mg CaCO3/litre
ness)
≙ 0.357 mval/litre ≙ 0.179 mmol/litre
**) 1 mg/l ≙ 1 ppm
Test device The MAN Diesel water test kit includes devices permitting the determination
of the above mentioned water characteristics in a simple manner. Moreover,
the manufacturer of anti-corrosion agents, are offering test devices that are
easy to operate. As to checking the cooling water condition, refer to Chapter
“Checking cooling water”.
Supplementary information
Distillate If a distillate (from the freshwater generator for instance) or fully desalinated
water (ion exchange) is available, this should preferably be used as engine
cooling water. These waters are free from lime and metal salts, i.e. major
deposits affecting the heat transfer to the cooling water and worsening the
cooling effect cannot form. These waters, however, are more corrosive than
normal hard water since they do not form a thin film of lime on the walls
2008-12-01
which provides a temporary protection against corrosion. This is the reason,

why water distillates must be treated with special care and the concentration
of the additive is to be periodically checked.
General
Hardness The total hardness of the water is composed of temporary and permanent
hardness. It is largely determined by calcium and magnesium salts. The
temporary hardness is determined by the carbonate content of the calcium
6680 3.3.7-01 EN 1 (7)

3.3.7 MAN Diesel
and magnesium salts. The permanent hardness can be determined from the
Operating media
remaining calcium and magnesium salts (sulphates). The decisive factor for
the formation of calcareous deposits in the cooling system is the temporary
(carbonate) hardness.
Water with more than 10°dGH (German total hardness) must be mixed with
distillate or be softened. A rehardening of excessively soft water is only
necessary to suppress foaming if an emulsifiable anti-corrosion oil is used.
Damage in the cooling water system
Corrosion Corrosion is an electro-chemical process which can largely be avoided if
the correct water quality is selected and the water in the engine cooling
system is treated carefully.
Flow cavitation Flow cavitation may occur in regions of high flow velocity and turbulence. If
the evaporation pressure is fallen below, steam bubbles will form which then
collapse in regions of high pressure, thus producing material destruction in
closely limited regions.
Erosion Erosion is a mechanical process involving material abrasion and destruction
of protective films by entrapped solids, especially in regions of excessive
flow velocities or pronounced turbulences.
Corrosion fatique Corrosion fatigue is a damage caused by simultaneous dynamic and cor-
rosive stresses. It may induce crack formation and fast crack propagation
in water-cooled, mechanically stressed components, if the cooling water is
not treated correctly.
Treatment of the engine cooling water

Formation of a protective film The purpose of engine cooling water treatment is to produce a coherent
protective film on the walls of the cooling spaces by the use of anti-corrosion
agents, so as to prevent the above mentioned damage. A significant pre-
requisite for the anti-corrosion agent to develop its full effectively is that the
untreated water which is used satisfies the demands mentioned under
“Requirements”.
Protective films can be produced by treating the cooling water with a chem-
ical anti-corrosion agent or emulsifiable anti-corrosion oil.
Emulsifiable anti-corrosion oils fall more and more out of use since, on the
one hand, their use is heavily restricted by environmental protection legis-
lation and, on the other hand, the suppliers have, for these and other rea-
sons, commenced to take these products out of the market.
Treatment before operating Treatment with an anti-corrosion agent should be done before the engine
the engine for the first time is operated for the first time so as to prevent irreparable initial damage.
It is not allowed to operate the engine without cooling water treatment.

2008-12-01
Cooling water additives

General
No other additives than those approved by MAN Diesel and listed in the
tables under “Permissible cooling water additives” are to be used.
2 (7) 6680 3.3.7-01 EN

MAN Diesel 3.3.7
Permission required A cooling water additive can be approved for use if it has been tested
Operating media
according to the latest rules of the Forschungsvereinigung Verbrennung-
skraftmaschinen (FVV), Testing the suitability of coolant additives for cooling
liquids of internal combustion engines. The test report is to be presented if
required. The necessary testing is carried out by Staatliche Materialprüfan-
stalt, Department Oberflächentechnik, Grafenstraße 2, D-64283 Darmstadt
on request.
In case the cooling water additive has been successfully tested at FVV, an
engine test for the final approval has to be conducted.
To be used only in closed cir- Additives can only be used in closed circuits where no appreciable con-
cuits sumption occurs except leakage and evaporation losses.
Chemical additives
Additives based on sodium nitrite and sodium borate, etc. have given good
results. Galvanised iron pipes or zinc anodes providing cathodic protection
in the cooling systems must not be used. Please note that this kind of cor-
rosion protection, on the one hand, is not required since cooling water
treatment is specified and, on the other hand, considering the cooling water
temperatures commonly practiced nowadays, it may lead to potential inver-
sion. If necessary, the pipes must be dezinced.
Anti-corrosion oil
This additive is an emulsifiable mineral oil mixed with corrosion inhibitors. A
thin protective oil film which prevents corrosion without obstructing the
transfer of heat and yet preventing calcareous deposits forms on the walls
of the cooling system.
Emulsifiable anti-corrosion oils have nowadays become less important. For
reasons of environmental protection legislation and because of occasionally
occurring emulsion stability problems, they are hardly used any more.
Anti-freeze agent
If temperatures below the freezing point of water may be reached in the
engine, in the cooling system or in parts of it, an anti-freeze agent simulta-
neously acting as a corrosion inhibitor must be added to the cooling water.
Otherwise, the entire system must be heated. (Designation for armed forces
of Germany: Sy-7025).
Sufficient corrosion protection will be achieved by admixing the products
listed in Table Anti-freeze agents with corrosion inhibiting effect, taking care
that the specified concentration is observed. This concentration will prevent
freezing down to a temperature of about -22 °C. The quantity of anti-freeze
actually required, however, also depends on the lowest temperatures
expected at the site.

Anti-freeze agents are generally based on ethylene glycol. A suitable chem-
ical additive must be admixed if the concentration of the anti-freeze speci-
fied by the manufacturer for a certain application does not suffice to afford
adequate corrosion protection or if, due to less stringent requirements with
regard to protection from freezing, a lower concentration of anti-freeze
2008-12-01
agent is used than would be required to achieve sufficient corrosion pro-

tection. The manufacturer must be contacted for information on the com-
patibility of the agent with the anti-freeze and the concentration required.
General
The compatibility of the chemical additives in Table Chemical additives -

containing nitrite with anti-freeze agents based on ethylene glycol is con-
firmed. Anti-freeze agents may only be mixed with each other with the sup-
6680 3.3.7-01 EN 3 (7)

3.3.7 MAN Diesel
plier’s or manufacturer’s consent, even if the composition of these agents

Operating media
is the same.
Prior to the use of an anti-freeze agent, the cooling system is to be cleaned
thoroughly.
If the cooling water is treated with an emulsifiable anti-corrosion oil, no anti-
freeze may be admixed, as otherwise the emulsion is broken and oil sludge
is formed in the cooling system.
For the disposal of cooling water treated with additives, observe the envi-
ronmental protection legislation. For information, contact the suppliers of
the additives.
Biocides
If the use of a biocide is inevitable because the cooling water has been
contaminated by bacteria, the following has to be observed:
▪ It has to be ensured that the biocide suitable for the particular applica-
tion is used.
▪ The biocide must be compatible with the sealing materials used in the
cooling water system; it must not attack them.
▪ Neither the biocide nor its decomposition products contain corrosion-
stimulated constituents. Biocides whose decomposition results in chlor-
ide or sulphate ions are not permissible.
▪ Biocides due to the use of which the cooling water tends to foam are
not permissible.
Prerequisites for efficient use of an anti-corrosion agent

Clean cooling system
Before starting the engine for the first time and after repairs to the piping
system, it must be ensured that the tanks, pipes, coolers and other equip-
ment outside the engine are free from rust and other deposits because dirt
will considerably reduce the efficiency of the additive. The entire system has
therefore to be cleaned using an appropriate cleaning agent with the engine
shut down (see MAN Diesel Work Card 000.03 and Chapter ”Cleaning cool-
ing water” ).
Loose solid particles, in particular, have to be removed from the system by
intense flushing because otherwise erosion may occur at points of high flow
velocities.
The agent used for cleaning must not attack the materials and the sealants
in the cooling system. This work is in most cases done by the supplier of
the cooling water additive, at least the supplier can make available the suit-
able products for this purpose. If this work is done by the engine user it is
advisable to make use of the services of an expert of the cleaning agent
supplier. The cooling system is to be flushed thoroughly after cleaning. The
engine cooling water is to be treated with an anti-corrosion agent immedi-
ately afterwards. After restarting the engine, the cleaned system has to be
2008-12-01
checked for any leakages.

Periodically checks of the condition of the cooling water and the cooling
system
General
Treated cooling water may become contaminated in service and the additive
will loose some of its effectively as a result. It is therefore necessary to check
4 (7) 6680 3.3.7-01 EN

MAN Diesel 3.3.7
the cooling system and the condition of the cooling water at regular inter-
Operating media
vals.
The additive concentration is to be checked at least once a week, using the
test kit prescribed by the supplier. The results are to be recorded.
The concentrations of chemical additives must not be less than the

minimum concentrations stated in Table “Chemical additives – contain-
ing nitrite”.
Concentrations that are too low may promote corrosive effects and have
therefore to be avoided. Concentrations that are slightly too high do not
cause damages. However, concentrations more than double as high should
be avoided.
A cooling water sample is to be sent to an independent laboratory or to the
engine supplier for making a complete analysis every 2 - 6 months.
For emulsifiable anti-freeze agents, the supplier generally prescribes
renewal of the water after approx. 12 months. On such renewal, the entire
cooling system is to be flushed, or if required to be cleaned (see also Chapter
“Cleaning cooling water” ).
The fresh charge of water is to be submitted to treatment immediately.
If chemical additives or anti-freeze agents are used, the water should be
changed after three years at the latest.
If excessive concentrations of solids (rust) are found, the water charge has
to be renewed completely, and the entire system must be thoroughly
cleaned.
The causes of deposits in the cooling system may be leakages entering the
cooling water, breaking of the emulsion, corrosion in the system and cal-
careous deposits due to excessive water hardness. An increase in the
chloride ion content generally indicates sea water leakage. The specified
maximum of 50 mg/kg of chloride ions must not be exceeded, since other-
wise the danger of corrosion will increase. Exhaust gas leakage into the
cooling water may account for a sudden drop in the pH value or an increase
of the sulphate content.
Water losses are to be made up for by adding untreated water which meets
the quality demands according to section “Requirements”. The concentra-
tion of the anti-corrosion agent has subsequently to be checked and cor-
rected if necessary.
Checks of the cooling water are especially necessary whenever repair and
servicing work has been done in connection with which the cooling water
was drained.
Protective measures
Anti-corrosion agents contain chemical compounds which may cause
health injuries if wrongly handled. The indications in the safety data sheets
2008-12-01
of the manufacturers are to be observed.

Prolonged, direct contact with the skin should be avoided. Thoroughly wash
your hands after use. Also, if a larger amount has been splashed onto the
General
clothing and/or wetted it, the clothing should be changed and washed
before being worn again.
6680 3.3.7-01 EN 5 (7)

3.3.7 MAN Diesel
If chemicals have splashed into the eyes immediately wash with plenty of
Operating media
water and consult a doctor.

Anti-corrosion agents are contaminating load for the water in general. Cool-
ing water must therefore not be disposed off by pouring it into the sewage
system without prior consultation with the competent local authorities. The
respective legal regulations have to be observed.
Marine GenSets
If a marine auxiliary engine of the type 16/24, 21/31, 23/30H, 27/38 or
28/32H shares the cooling water system with a two-stroke main engine MAN
B+W Diesel type, the cooling water recommendation from the main engine
has to be followed.
Examinations
Examination We carry out the investigations on cooling water in our laboratories for our
customers. A representative sample of about 0.5 litre is required for the
examination.
Permissible cooling water additives
Chemical additives (chemi-
cals) - containing nitrite
Initial Minimum concentration ppm

Manufacturer Product designation dose per 1,000 Nitrite Sodium nitrite
litre Product (NO2) (NaNO2)
Ashland Water Technologies Liquidewt 15 l 15,000* 700 1,050
Drew Marine Maxigard 40 l 40,000 1,330 2,000
One Drew Plaza DEWT-NC 4.5 kg 4,500* 2,250 3,375
Boonton, New Jersey 07005
USA
Unitor Chemicals Rocor NB Liquid 21.5 l 21,500 2,400 3,600
KJEMI-Service A.S. Dieselguard 4.8 kg 4,800 2,400 3,600
P.O. Box 49
3140 Borgheim
Norway
Nalfleet Marine Nalfleet EWT Liq 3l 3,000 1,000 1,500
Chemicals (9-108) 10 l 10,000 1,000 1,500
P.O. Box 11 Nalfleet EWT 9-111 30 l 30,000 1,000 1,500
Northwich Nalcool 2000
Cheshire CW8DX, UK
Maritech AB Marisol CW 12 l 12,000 2,000 3,000
P.O.Box 143
29122 Kristianstad
Sweden
Uniservice N.C.L.T. 12 l 12,000 2,000 3,000
Via al Santuario di N.S. Colorcooling 24 l 24,000 2,000 3,000
della Guardia 58/A
16162 Genova, Italy
2008-12-01
Marichem – Marigases D.C.W.T. - 48 l 48,000 2,400

64 Sfaktirias Street Non-Chromate
18545 Piraeus, Greece
General
The values in the marked areas can be determined with the test kit provided by the chemical manufacturer.
1)
Table 2: Chemical additives - containing nitrites
6 (7) 6680 3.3.7-01 EN

MAN Diesel 3.3.7
Chemical additives (chemi- Product des- Initial dosing Minimum concentra-

Manufacturer
Operating media
cals) – free from nitrite ignation in 1,000 litres tion
Arteco Havoline XLI 75 l 7.5 %
Technologiepark
Zwijnaarde 2
B-9052 Gent, Belgium
Total Lubricants WT Supra 75 l 7,5 %
Paris, France
Ashland Water Technologies Drewgard 8l 1%
Drew Marine CWT
One Drew Plaza
Boonton, New Jersey 07005
USA
Table 3: Chemical additives - free from nitrite
Emulsifiable anti-corrosion Manufacturer Product designation
oils BP Marine, Breakspear Way, Hemel Hempstead, Diatsol M
Herts HP2 4UL, UK Fedaro M
Castrol Int., Pipers Way, Swindon SN3 1RE, UK Solvex WT 3
Deutsche Shell AG, Überseering 35, Oil 9156
22284 Hamburg, Germany
Table 4: Emulsifiable anti-corrosion oils
Anti-freeze agents with cor- Manufacturer Product designation Minimum concentration
rosion-inhibiting properties BASF Glysantin G 48 35%
Carl-Bosch-Str. Glysantin 9313
67063 Ludwigshafen, Glysantin G 05
Rhein
Castrol Int. Antifreeze NF, SF
Pipers Way
Swindon SN3 1RE, UK
BP, Britannic Tower Antifreeze X2270A
Moor Lane,
London EC2Y 9B, UK
Deutsche Shell AG Glycoshell
Überseering 35
22284 Hamburg
Höchst AG Genatin extra (8021 S)
Werk Gendorf
84508 Burgkirchen
Mobil Oil AG Frostschutz 500
Steinstraße 5
20095 Hamburg
Arteco, Technologiepark Havoline XLC 50%

Zwijnaarde 2
B-9052 Gent, Belgium
Total Lubricants Glacelf Auto Supra
Paris, France Total Organifreeze
2008-12-01
Table 5: Anti-freeze agents with corrosion-inhibiting properties

General
6680 3.3.7-01 EN 7 (7)

MAN Diesel 3.3.8
Examination of operating materials
Operating media
Monitoring is important
The engine oil and coolant must be monitored during use since contami-
nation and acidification limits the use of the lube oil, and if the quality of the
water is inadequate or the proportion of coolant additive in the coolant is
too low this can cause damage to the engine.
With engines using heavy fuel oil it is also important to monitor the specific
heavy fuel oil characteristics for optimum heavy fuel oil treatment. You can-
not always be sure that the values stated in the bunkering papers are appli-
cable to the delivery.
Test case
For comprehensive chemical and physical investigation of the operating
media, we recommend the following MAN Diesel Test case:
Medium Type Designation
Heavy fuel and lube oil A Fuel and lube oil analysis equip-
ment
Coolant concentrate B Coolant test equipment
Table 1: Test case for the investigation of operating media
Figure 1: Test case A for investigating fuel and lube oil

2008-12-03
General
6680 3.3.8-01 EN 1 (4)

3.3.8 MAN Diesel
Operating media
Figure 2: Test case B for investigating coolant

Parameter gives information Test -
Parameter Fuel Water Lube oil
or has influence on case
Density X X Separator setting A
Viscosity X X Separating temperature, injection vis- A*
cosity, lube oil dilution
Ignition behaviour CCAI/CII X Ignition and combustion behaviour, A
ignition pressure, pressure rise rate,
starting behaviour
Water content X X Fuel delivery and atomisation, corro- A
sion tendency
Test on sea water X X A
Total Base Number (TBN) X Neutralisation capability still available A
pH value X B
Pour point X X Suitability for storage and pumping A
Water hardness X Coolant treatment B
Chloride ion content X Salt deposits in the cooling system B
Anti-corrosion oil content X Corrosion protection in the cooling **
in the coolant system
Drop sample X Lube oil total contamination A
Spot Test (ASTM-D2781) X Compatibility of the heavy fuel oil mix- A

ing components
Table 2: Parameters which can be investigated with the test cases
* Test case A contains the Viscomar device, by means of which the viscosity at various reference temperatures can
be measured. In combination with the Calcumar computer, the viscosity-temperature relationship can be deter-
mined (e.g. injection and pump temperature).
2008-12-03
** Not included. It is provided by the supplier of the anti-corrosion agent.
Top-up sets are available for the chemicals used. Each test case includes
General
an extensive instruction manual which provides all details for use.
2 (4) 6680 3.3.8-01 EN

MAN Diesel 3.3.8
Other test equipment
Operating media
Lube Oil Tec For determining the water content, the Total Base Number (TBN) and the
viscosity of lubricating oils (limited alternative to test case A)
Figure 3: Lube Oil Tec

Port-A-lab For testing lube oil. Test scope comparable with Lube Oil Tec.
Refractometer For monitoring the metering of antifreeze agents (for stationary systems).
Sources of supply
Product Item number Source of supply
A Fuel and lube oil analysis equipment 09.11999-9005 1, 2
Chemical top up set for A 09.11999-9002 1, 2
B Coolant test equipment 09.11999-9003 1, 2
Chemical top up set for B 09.11999-9004 1, 2, 3
Lube Oil Tec 2
Port-A-lab 3
Measuring equipment for determination of the con- 4

centration of nitrite containing corrosion preventa-
tives
Refractometer for determination of the concentra- 5
tion of antifreezes
2008-12-03
Addresses
General
Source of supply Address

1 MAN Diesel SE, Augsburg, Department A-AUG
6680 3.3.8-01 EN 3 (4)

3.3.8 MAN Diesel
Source of supply Address

Operating media
2 Drew Marine Mar-Tec GmbH, Stenzelring 8, 21107 Hamburg

3 Martechnic GmbH, Schnackenbergallee 13, 22525 Hamburg
4 Corrosion preventative supplier
5 Müller Gerätebau GmbH, Rangerdinger Straße 35, 72414 Höfendorf
2008-12-03
General
4 (4) 6680 3.3.8-01 EN

MAN Diesel 3.3.11
Quality of intake air (combustion air)
Operating media
General
The quality and condition of the intake air (combustion air) exert great influ-
ence on the engine output. In this connection, not only the atmospherical
condition is of great importance, but also the pollution by solid and gaseous
matter.
Mineral dust particles in the intake air will result in increased wear. Chemical/
gaseous constituents, however, will stimulate corrosion.
For this reason, effective cleaning of the intake air (combustion air) and reg-
ular maintenance/cleaning of the air filter are required.
When designing the intake air system, it has to be kept in mind that the total
pressure drop (filter, silencer, piping) must not exceed 20 mbar.
Requirements
The concentrations after the air filter and/or before the turbocharger inlet
must not exceed the limiting values given in Table “Intake air (combustion
air) – characteristic values to be observed”.
Characteristic
Properties/feature Unit 1)
value
Particle size max. 5 μm
Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/m3 (STP)
Chlorine max. 1.5
Sulphur dioxide (SO2) max. 1.25
Hydrogen sulphide (H2S) max. 15
m (STP) cubic metre at standard temperature
1) 3
and pressure
Table 1: Intake air (combustion air) - characteristic values to be observed
2008-11-10
General
6680 3.3.11-01 EN 1 (1)

MAN Diesel 3.4
Operative management I - Putting engine into operation

3.1 Prerequisites
3.2 Safety
3.3 Operating media
operation
Data
Engine
6730 3.4-1 EN 1 (1)

MAN Diesel 3.4.1
Start preparations / Starting and stopping the engine

Start preparations after a short downtime
Activate / check the systems In the event of short breaks in operation with heavy oil, the fuel pumps must
remain in operation or, if appropriate, started. Start up pumps for lubricating
oil and cooling water if not fitted to the engine. Pre-lubricate the engine.
After a downtime of more than 12 hours, open the indexing valves and turn
the engine with the turning gear through approx. 3 revolutions. For engines
with an auto-start feature, the slow-turn system should be activated instead.
Check that cooling water and lubricating oil are pre-heated (if possible). Set
the shut-off devices in all systems to the operating position. The engine is
then ready to be started.
Checking fuel viscosity Where engines are to be operated with heavy fuel oil it must be checked
whether the fuel's viscosity corresponds to the operating viscosity (see
section 3.3).
The engine is started by means of an impulse via valve M 388/1 to valve M
329/1 in the engine control system. In an emergency, valve M 329/1 may be
operated manually.
Moreover, the regulations for the remote control of marine engines must be
observed.
Preparations for starting with heavy fuel
If the required heating devices are available, the engine can also be started
with heavy fuel. When doing so, observe the conditions of piertopier oper-
ation:
Piertopier operation When in piertopier operation, the ship is moored or cast off in heavy fuel
operation without having to switch to diesel oil operation.
Starting the engine in heavy The following steps must be carried out for starting the engine in heavy fuel
fuel operation with piertopier operation:
operation
▪ In accordance with the conditions for piertopier operation, the tank
heating, fuel feed pump, final preheater and, if required, trace heating
and the preheating pumps in the fuel system must already be in oper-
ation.
▪ Switch on pump for cylinder coolant, followed by the preheating device,
if required. Required temperature approx. 60 °C.
Switch on pump for nozzle coolant and then the preheating device.
32/40CR;32/44CR;48/60CR
▪
Required temperature approx. 55 °C.
▪ Switch on the preheating device for lubricating oil (Heating coil in the
service tank) or preheat lubricating oil in the bypass (Separator circuit).
Required temperature approx. 40 °C.
2008-11-06
lube oil operation or standby pump must not be switched on until approx.
10 min. prior to engine start in order to prevent the turbochargers from
being covered with lubricant due to insufficient sealing air when idle.
6709 3.4.1-01 EN 1 (5)

3.4.1 MAN Diesel
▪ In accordance with the conditions for pier-to-pier operation, the follow-

ing components must already be operational: the fuel feed pump, the
heaters for the mixing tanks (if available), the heavy fuel pipes and the
final preheater. The required temperature for heavy fuel in the service
tank is approx. 75 °C.
▪ The engine may be started when the required temperatures are reached,
and when the viscosity of the heavy fuel before entering the injection
pumps corresponds with the regulation (see section 3.3).
Start preparations after a prolonged standstill or after overhaul work

After overhaul work, or a prolonged standstill (several weeks), the following
work has to be carried out before the engine is started:
Fuel System ▪ Drain and top up the settling tank and service tank.
▪ Empty filters and clean inserts.

▪ Place all isolation elements to the operation position.
For engines with heavy fuel operation when starting with diesel:
Three-way switch to be switched so that feed is from the diesel daily
tank into the mixer tank (see plant-side fuel schematic).
▪ Switch on feed pump, bleed pipes and filters.
▪ For heavy oil operation: Start the heating equipment (unless perma-
nently on) and check it.
▪ Switch off the feed pump and the heating for the final preheater again
(danger of overheating).
Coolant System ▪ Deslurry the cooling water tank, coolers, pumps and pipes (engine,
injection valves, charge air cooler).
▪ Fill with coolant, check concentration of the corrosion inhibitor.
▪ Switch on cooling water pumps or standby pumps (engine and injection
valves).
▪ Check coolant chambers and all connections for tightness.
▪ Check or open the leak water flow in the cylinder liner seal in the support
ring and in the charge air cooler housing to check for leaks.
▪ Check coolant pressure and water volume in the expansion tank.
▪ Check the expansion tank for deposited corrosion inhibitor oil (cylinder
cooling) and separated out fuel (injection valve cooling).
▪ Switch off coolant pumps.
32/40CR;32/44CR;48/60CR
Lube oil system ▪ Pump out lubricating oil (from the sump and) from the reservoir tank and
clean oil chambers (do not forget exhaust turbocharger).
▪ Clean oil filters, separators and oil coolers.
Fill new lube oil or separate the existing filling.
2008-11-06
▪ Put all cocks into the operating position and switch on the electrically
driven lubricating oil pump or standby pump.
▪ Check the running gear as well as the high pressure pump and valve
drive to ensure that all bearing points are supplied with oil.
▪ Check pipe connections and pipes for leaks.
2 (5) 6709 3.4.1-01 EN

MAN Diesel 3.4.1
▪ Control lubricating oil pressure in front of the engine and in front of the

exhaust turbocharger.
Combustion chamber moni- ▪ When the indicator cocks are open turn running gear with turning gear
toring 2 rotations or activate the slow turn instead. Ensure that there is no
escape of liquid at the indicator cocks.
Starting system ▪ Drain compressed air tank and check, or fill if required.
▪ Check stop valves for ease of movement.

▪ Check the tightness of the starting valves in the cylinder heads
(see Work Card).
Clearances Check the valve clearance.
Test run If possible, carry out short test run as follows:
▪ Start heating equipment for lubricating oil and cooling water, if available.
If the preheating temperatures have been reached, put the shut-off ele-
ments to the operating position, switch on the fuel, lubricating oil and
cooling water pumps, provided these are not fitted to the engine, and
start the engine. Operate the engine at low speed for approx. 10
minutes.
▪ Monitor the display devices during operation.
▪ Once the engine is running properly it should be loaded or shut down.
Avoid idling for a prolonged period. The engine should reach the oper-
ating temperature as quickly as possible since it is subject to increased
wear when cold.
▪ Engine is ready for starting if all checks have been satisfactorily carried
out.
Shut down the engine

If a longer downtime of the engine is planned after heavy fuel operation, the
engine should run under partial load for sufficient time in diesel fuel opera-
tion prior to shutdown until typical diesel fuel temperatures and viscosities
have been achieved.
Working steps ▪ Check whether there is enough compressed air in the compressed air
tanks.
▪ Remove load from engine and operate it at low load.
▪ Shut down the engine.
▪ If the operability of the engine is to be maintained for being started again
32/40CR;32/44CR;48/60CR
soon, the fuel pumps must be kept operative and the coolant, lubricating
oil and fuel, if using heavy fuel, must be maintained at the operating
temperature. End recooling.
▪ Otherwise switch off the fuel feed pump.
▪ Allow the pumps for coolant and lubricating oil to continue running and
2008-11-06
the engine to cool down at a standstill for 10 min. (if pumps are electri-
cally driven).
▪ Close all stop valves, especially the ones on the compressed air tanks.
Check the pressure gauges!
▪ Open all indicator cocks in the cylinder heads.
6709 3.4.1-01 EN 3 (5)

3.4.1 MAN Diesel
▪ Engage turning-over gearbox and attach warning sign to the control

station.
▪ Clean engine on the outside and carry out the required checks. Resolve
potential defects immediately, even if they do not seem to be important.
In the event of a frost hazard where no frost inhibitor is used, ensure that
the coolant is completely drained to prevent the cooling areas from
bursting as a result of freezing.
Shutting down the engine from heavy fuel operation

Switching off the engine in The following steps must be carried out for shutting down the engine in
heavy fuel operation during heavy oil operation:
piertopier operation
▪ Engine cooling circuits remain in operation until the engine has cooled
down.
˗ HT coolant pump switched off, preheating pump remains in opera-
tion.
˗ Nozzle coolant pump switched off.
˗ lube oil pumps switched off.
▪ LT coolant pump remains operative. Engine preheating is carried out via
an auxiliary engine.
▪ Tank heaters, fuel feed pump, final preheater and trace heating in the
fuel system (if available) remain in operation. The required temperature
for heavy fuel in the service tank is approx. 75 °C.
▪ Compressed air for CR flushing valve remains open.
Emergency stop
Engine after emergency stop In order to be able to switch off the engine quickly in the event of a mal-
function, an emergency stop / flushing valve is fitted to the end of the Com-
mon Rail accumulator units which reduces the fuel pressure in the Common
Rail accumulator units when actuated.
This emergency stop device is triggered in two ways, as follows:
1. Automatically, by a monitoring device (oil pressure detector, coolant
temperature detector, speed transmitter etc. varies depending on the
engine).
2. Manually, by pressing an emergency stop button on the control station
32/40CR;32/44CR;48/60CR
or engine control station in the remote control.

In both cases, the emergency stop is displayed by a light in the control
station and possibly an acoustic signal.
In the event of emergency, when the manoeuvrability of the ship is more

important than avoiding engine damage, the emergency stop pulse can
2008-11-06
be suppressed by pressing the override button in the switch cabinet or

engine control station.
4 (5) 6709 3.4.1-01 EN

MAN Diesel 3.4.1
Engine in heavy fuel operation If the engine has to be shut down directly from heavy fuel operation, the

Engine start after emergency following points must be taken into consideration (see plant side fuel dia-
stop gram in section 2):
▪ If the engine is restarted after a few minutes it is sufficient if the heating

equipment and one feed pump are kept in operation.
▪ If the engine standstill lasts longer, position the three-way cock (15) to
diesel oil operation and the three-way cock (16) to flushing. The feed
pump must be kept in operation until the heavy fuel is pumped back to
the heavy fuel service tank and the pipe system is filled with diesel oil.
Proceed to position the three-way cock (16) to normal operation and
switch off the feed pump.
If the cock (16) remains in the flushing position, diesel oil is pumped into
the heavy fuel service tank when the engine starts again.
▪ The high pressure pipes from the Common Rail accumulator covers to
the injection valves and the injection nozzles cannot be flushed. Sooner
or later the heavy fuel residues inside will congeal, depending on the
viscosity used. Prior to restarting, the fuel system must be flushed using
hot heavy oil when the engine has been cooled for 2 hours.
▪ The fuel pressure before the engine must be at least 3 bar in the event
of a blackout start.
32/40CR;32/44CR;48/60CR
2008-11-06
6709 3.4.1-01 EN 5 (5)

MAN Diesel 3.4.2
Switching from diesel oil to heavy fuel oil and vice-versa

Switching from diesel oil operation to heavy fuel oil operation
Preliminary Remarks During long-term diesel fuel operation the user should closely monitor the
diesel fuel temperature. Under these circumstances, the maximum temper-
ature limit may be exceeded in engines equipped with a fuel pressure sys-
tem for heavy fuel operation, due to the return flow of hot diesel oil into the
mixing tank. A temperature which is too high indicates low viscosity and
lubrication capacity with corresponding danger to the injector pumps. For
this reason, in this case, the stop-cocks in the return line must be set so that
the diesel oil returns to the diesel oil service tank, and not to the mixer tank
(see section 2.4 or plant-specific fuel schematic drawing).
When the system is switched over to heavy fuel oil, the fuel return must
also be switched back to the mixing vessel. Otherwise, the heavy fuel oil
will end up in the diesel fuel operating tank.
Prerequisites ▪ Engine is running on diesel fuel. Components are at operating temper-

ature.
▪ Heater system is operational. Heavy fuel temperature in the service tank
is continuously kept at approx. 75 °C.
Working steps ▪ Turn on the available heater systems for the mixing tank and heavy fuel
pipes.
▪ Switch three-way cock to heavy fuel operation (see system-specific fuel
pipe diagram).
▪ In systems with a viscosity measuring device and manual control of the
preheating temperature: Regulate the heating power of the final pre-
heater according to the data of the viscosity measuring device, so that
the desired viscosity is available at the injection pumps. The viscosity
value may be determined in the viscosity temperature diagram. (It is
dependent on the heavy fuel used).
▪ In systems with automatic regulation of the heavy fuel viscosity: The
viscosity regulating unit is set when the system is put into operation.
Under normal circumstances these settings should not be altered.
32/40;32/40CR;32/44CR;48/60CR
▪ Coolant output from the cylinders should be kept at approx. 80 °C.

These values should be taken as the absolute minimum requirement in
case heavy fuel with a high sulphur content is used.
▪ Engine power must be reduced to ≤ 70%.
Switching from heavy fuel oil operation to diesel fuel operation

Preliminary observations On engines predominantly designed for operation with heavy oil, the fuel
injectors are cooled while running on heavy oil. For lengthier operation with
2008-11-06
diesel oil (MGO or MDO, exceeding 72 hours, the nozzle cooling is to be

switched off and the supply line shut off. The return line must be kept open.
Working steps ▪ Approximately 30 minutes prior to turning off the engine, the three-way
cock should be switched to diesel fuel (see fuel line installation diagram).
6628 3.4.2-01 EN 1 (2)

3.4.2 MAN Diesel
▪ Turn off the final pre-heater for installations in which this is manually
controlled.
▪ The engine may be turned off as soon as the heavy fuel oil in the supply
lines has been consumed and replaced by diesel fuel.
▪ Turn off all heater units (if necessary).
Switching to diesel fuel has the advantage that the engine is always ready
for starting without the necessity of pre-heating the installation for hours.
Service and overhaul work is substantially easier when the lines and the
injection system are filled with diesel fuel.
32/40;32/40CR;32/44CR;48/60CR
2008-11-06
2 (2) 6628 3.4.2-01 EN

MAN Diesel 3.4.3
Permissible outputs and speeds

Principles
Power, speed ... The following correlation exists between engine power, speed, torque and
the mean effective pressure:
and
the following applies:

pe mean effective pressure [bar]
Pe effective engine power [kW]
VH stroke volume [dm3]
n speed [1/min]
z Number of cylinders
Md torque [Nm]
Mean pressure The mean effective pressure corresponds to the mean value of the cylinder
pressures of the full four-stroke cycle. It is proportional to power and torque
and inversely proportional to the speed. It is possible to calculate it, based
on the known mechanical efficiency ηmech from the mean value of the indi-
cated pressures:
Synchronous speeds Three-phase generators are bound to the synchronous speed values:
the following applies:

N Engine rated speed [1/min]
2008-11-06
F mains frequency [Hz]

P Number of generator pole pairs
Operating points/characteris- Stable working points of the engine are only the result of a balance of power,
General
tic curves speed and the quantity setting of the fuel feed pumps (charge). The supplied
energy must match the energy demand.
6680 3.4.3-01 EN 1 (5)

3.4.3 MAN Diesel
When driving flow machines, such as propellers and pumps, the power
demand increases approximately with the third power of the speed (P~n3).
At the higher power levels it is relatively difficult to achieve an increase in
the speed values. This is also applicable to increases in speed since the
ship's speed is directly related to the rpm value (n~v). The slope of the
power-speed-curve (of fixed-pitch propellers) or the location of the working
point range (of variable-pitch propellers) is determined by the propeller gra-
dient and the ship's resistance. Or, with pumps, it is determined by the
impeller setting.
In generator systems, changes of the pump charge will only result in a
change in power. With marine drive systems they only result in a different
power-speed combination.
Permissible outputs and speeds
During operation, the maximum speed and torque should be limited to 100
% in the first instance. Continuous power in diesel operation should be limi-
ted within ranges from 0 to 100 % in heavy fuel operation it should be limited
from 151) to 100 %. This occurs partly through design measures. These must
be supplemented by operating regulations.
Operation within the power range below 15 or 20 % is only permitted for a
short time. The recommended operating range is 60 - 90 % of the rated
power.
The permitted operating ranges of marine engines are shown in illustrations
1 and 2.
2008-11-06
General
2 (5) 6680 3.4.3-01 EN

MAN Diesel 3.4.3

Figure 1: Permitted power-speed-range for single engine systems with fixed-
pitch propellers
1. Range II: Temporary permissible operating range, e.g. during accelera-

tion, when manoevering (torque limiting)
2. Range I: Operating range for continuous operation assumes a propellor
ease of movement of 1.5 - 3 %, whereby the lower value should be
strived for.
3. The theoretical propellor curve applies to a fully loaded vessel after an
extended operating period and for a possible acceptance run with zero
thrust propellor.
4. FP design range of the fixed propellor operating range during shipyard
test run under conditions agreed in the contract (e.g. weather, load con-
ditions, water depth etc.) whereby the engine speed range between
103% and 106% may only be used for a maximum period of 1 hour.
5. MCR Maximum Continuous Rating (blocked power)
2008-11-06
1)
15 % not applicable to L/V 20/27 and 25/30. These have 20 % as the lower
General
limit of continuous part load operation.
6680 3.4.3-01 EN 3 (5)

3.4.3 MAN Diesel
Figure 2: Permitted power-speed ranges for single engine systems with

variable-pitch propeller without shaft generator
Concept Comment Concept Comment
Rating Effective engine power (Pe) I Operating range for continuous power operation
Speed RPM (n) II Temporarily permitted operating range, e.g. for
acceleration/manoeuvring
bmep Mean effective pressure (pe) 1 Load limit
2 Recommended combiner curve
3 zero thrust curve
MCR Maximum continuous power (blocked Installation range for variable-pitch propeller drive
power) with combiner

Table 1: Key to illustrations 1 and 2 (texts abbreviated - not suitable for propeller arrangement or its inspection)
Other limitations
▪ Engines which serve mechanically as the main drive system for fixed-
pitch or variable-pitch propellers are blocked at 100 % power. Fixed-
2008-11-06
pitch propellor systems can be operated for short periods at max. 10%,
variable-pitch propellors at max. 5%, speed depression.
General
▪ Engines serving as a diesel-electrical main drive system for fixed-pitch

or variable-pitch propellers, are blocked at 110 % power. However,
4 (5) 6680 3.4.3-01 EN

MAN Diesel 3.4.3
output power levels >100 % may only be used for a short period during

acceleration and regulation processes.
▪ Engines which act as the power source for earthmovers are blocked,
depending upon the size of the engine, between 100 ... and 90 % and
must be operated at maximum 30 % speed depression.
▪ Engines serving as the drive system for fishing boats or tug boats are
blocked at 100 % performance and may be run at a speed reduction of
20 %.2)
These data are non-binding approximate values. The definitive stipulations
for operation are the conditions that were agreed between the purchaser,
the shipyard/planning agency and engine manufacturer.
Blocks/Limitations may not be removed without consultation with MAN

Diesel SE.
2)
Only applicable to engines 20/27 to 32/40
2008-11-06
General
6680 3.4.3-01 EN 5 (5)

MAN Diesel 3.4.4
Engine run-in

Prerequisites
Engines require a run-in period:
▪ when put into operation on-site, if after test run the pistons or bearings
were dismantled for inspection or if the engine was partially or fully dis-
mantled for transport.
▪ after fitting new drive train components, such as cylinder liners, pistons,
piston rings, crankshaft bearings, big-end bearings and piston pin bear-
ings.
▪ after the fitting of used bearing shells.
▪ after long-term low-power operation (> 500 operating hours)
Supplementary Information
Adjustment required During the run-in procedure the unevenness of the piston-ring surfaces and
cylinder contact surfaces is removed. The run-in period is completed once
the first piston ring perfectly seals the combustion chamber. I.e. the first
piston ring should show an evenly worn contact surface. If the engine is
subjected to higher loads, prior to having been run in, then the hot exhaust
gases will pass between the piston rings and the contact surfaces of the
cylinder. The oil film will be destroyed in such locations. The result is material
damage (e.g. burn marks) on the contact surface of the piston rings and the
cylinder liner. Later, this may result in increased engine wear and high oil
consumption.
The time until the run-in procedure is completed is determined by the prop-
erties and quality of the surfaces of the cylinder liner, the quality of the fuel
and lube oil, as well as by the engine's load and speed. The run-in periods
indicated in illustrations 1 or 2 may therefore only be regarded as approxi-
mate values.
Operating media
Fuel The run-in period may be carried out using diesel fuel or heavy fuel. The fuel
used must meet the quality standards (section 3.3) and the design of the
fuel system.
For the run-in of gas four-stroke engines it is best to use the gas which is
to be used later in operation. Diesel-gas engines are run in using diesel
operation with the fuel intended as the ignition oil.

Lube oil The run-in lube oil must match the quality standards (see section 3.3), with
regard to the fuel quality.
Flushing the lube oil system

Thorough flushing of the total lube oil system must be carried out prior
2008-11-06
to the engine's initial operation. (See Work Card 000.03).

General
Engine run-in
Cylinder lubrication The cylinder lubrication must be switched to "Running In" mode during
completion of the run-in procedure. This is done at the control cabinet or at
6680 3.4.4-03 EN 1 (4)

3.4.4 MAN Diesel
the control panel (under "Manual Operation"). This ensures that the cylinder
lubrication is already activated over the whole load range when the engine
starts. The run-in process of the piston rings and pistons benefits from the
increased supply of oil. Cylinder lubrication must be returned to "Normal
Mode" once the run-in period has been completed.
Checks Inspections of the bearing temperature and crankcase must be conducted
during the run-in period:
▪ The first inspection must take place after 10 minutes of operation at
minimum speed.
▪ An inspection must take place after operation at full load.
The bearing temperatures (camshaft bearings, big-end bearings and main
bearings) must be determined in comparison with adjoining bearing. For this
purpose an electrical sensor thermometer may be used as a measuring
device.
At 85% load after having reached full power, the operating data (ignition
pressures, exhaust gas temperatures, charge pressure, etc.) must be tested
and compared with the acceptance report.
Standard run-in programme The run-in programme may be carried out with fixed-pitch, variable-pitch,
or zero thrust propellers. The engine power should be within the marked
power range under the theoretical propeller curve during the run-in period
Illustration 1 or. 2. Critical speed ranges are thus avoided.
Running in during commis- Barring exceptions, four-stroke engines are always subjected to a test run
sioning on site in the manufacturer's premises. As such, the engine has usually been run
in. Nonetheless, after installation in the final location, another run-in period
is required if the pistons or bearings were disassembled for inspection after
the test run, or if the engine was partially or fully disassembled for transport.
Running in after fitting new If during revision work the cylinder liners, pistons, or piston rings are
drive train components replaced, then a new run-in period is required. A run-in period is also
required if the piston rings are replaced in only one piston. The run-in period
must be conducted according to Figure 1 and 2 or according to the asso-
ciated explanations.
The cylinder liner may be rehoned according to Work Card 050.05, if it is
not replaced. A transportable honing machine may be requested from one
of our Service and Support Locations.
Running in after refitting used When used bearing shells are reused, or when new bearing shells are instal-
or new bearing liners (crank- led, these bearings have to be run in. The run-in period should be 3 to 5
shaft, connecting rod and pis- hours under progressive loads, applied in stages. The instructions in the
ton pin bearings) preceding text segments, particularly the ones regarding the "Inspections",
and Figure 1 or 2 must be observed.
Idling at higher speeds for long periods of operation should be avoided if at

all possible.
Running in after low load Continuous operation in the low load range may result in substantial internal
operation pollution of the engine. Residue from fuel and lube oil combustion may
cause deposits on the top land ring of the piston exposed to combustion,
2008-11-06
in the piston ring channels as well as in the inlet channels. Moreover, it is

possible that the charge air and exhaust pipe, the charge air cooler, the
turbocharger and the exhaust gas tank may be polluted with oil.
General
Since the piston rings have adapted themselves to the cylinder liner accord-
ing to the running load, increased wear resulting from quick acceleration
2 (4) 6680 3.4.4-03 EN

MAN Diesel 3.4.4
and possibly with other engine trouble (leaking piston rings, piston wear)

should be expected.
After a longer period of low load operation (≥ 500 hours of operation) a run-
in period should be performed again, depending on the power, according
to Figure 1 or 2.
Also see instructions in Section 3.5.4 "Low Load Operation".
Further information
For further information, you may contact the MAN Diesel SE customer
service or the customer service of the licensee.
A Variable-pitch propellor (engine speed) D Run-in period in [h]

B Fixed propellor (engine speed) E Engine speed and engine
power in [%]
C Engine power (prescribed range)
Figure 1: Standard running in programme for ship's main engines (variable
speed), engine type 32/40 + 32/44 CR
2008-11-06
General
6680 3.4.4-03 EN 3 (4)

3.4.4 MAN Diesel
A Variable-pitch propellor (engine speed) D Run-in period in [h]

B Fixed propellor (engine speed) E Engine speed and engine
power in [%]
C Engine power (prescribed range)
Figure 2: Standard running in programme for ship's main engines (variable
speed), engine type 40/54 48/60 58/64
2008-11-06
General
4 (4) 6680 3.4.4-03 EN

MAN Diesel 3.5
Operative Management II - Monitoring Operating Data

3.1 Prerequisites
3.2 Safety
3.3 Operating media
operation
Data
Engine
6730 3.5-1 EN 1 (1)

MAN Diesel 3.5.1
Monitoring the engine / Performing routine duties

Engine Monitoring / Performing Checks
Modern engine systems are generally operated automatically using intelli-
gent control systems. Hazards and damage are precluded to a large extent
by internal testing routines and monitoring equipment. Nevertheless, regular
controls are required to ensure that the causes of potential problems are
detected as early as possible and promptly resolved. Moreover, the required
maintenance work must be performed within the periods required.
The checks described below pertain, at least during the guarantee period,
to the owner's duty of care. However, they should be continued after the
warranty term expires. The time and costs required are low in comparison
to those generated by troubleshooting failures or damage, which are unde-
tected or detected too late. Results, observations and handling of such
monitoring measures must be recorded in a machine log. In order to enable
an objective assessment of the observations, reference values must be
defined.
Continuous checks(hourly/ The continuous checks should extend to the following measures:
daily)
▪ Assess the operating status of the propulsion system, check for alarms
and shutdowns
▪ Visual and audible assessment of the systems,
▪ Check of output and consumption values,
▪ Check of the filling level of all service fluid tanks,
▪ Check of the most essential engine operating data and ambient condi-
tions,
▪ Check of the engine, turbocharger and generator/propeller for smooth
running.
Periodic inspections (daily / At somewhat longer intervals the scope of the continuous checks should be
weekly) supplemented by the following points.
▪ determination of the accumulated operating hours and any differences

in accumulated operating hours in the case of multiple erngine installa-
tions,
▪ evaluation of the accumulated number of starts,
▪ inspection of printers or pen recorders,

32/40CR;32/44CR;48/60CR
▪ a check of all relevant operating values,

▪ evaluation of the stability of the speed regulator and the regulator link-
age,
▪ a check for unusual vibration and strange running noises,
2008-12-05
▪ a check of fitness for function of all systems, units and major compo-
nents,
▪ a check of the state of working fluids,
▪ a check of the common rail system for leaks.
6709 3.5.1-01 EN 1 (5)

3.5.1 MAN Diesel
Routine jobs
The following routine jobs must be performed at intervals in accordance with

requirements:
Fuel System ▪ Check and fill the service tank (Diesel oil and heavy fuel) as required.
Drain this tank before switching to another tank.
▪ Never completely drain the service tank, since air would fill the fuel pipes
and the injection system would have to be bled.
▪ Regularly drain or suck water and slurry from the reservoir tanks since
otherwise sediment could accumulate up to the level of the drain pipe.
▪ Regularly clean filters and separators.
▪ Check for cleanliness when taking on fuel. Perform a spot test of the
fuel at each bunkering (see Work Card 000.05) and keep these together
with the engine operating data logs. The fuel must comply with the
quality requirements.
Engines with heavy fuel operation:
▪ Heat the heavy fuel until the required viscosity is obtained for the injec-
tion pumps. See figure 1. Supplementary information is included in the
viscosity temperature diagram in Section 3.3.4.
Figure 1: Viscosity temperature diagram (summarised version)

32/40CR;32/44CR;48/60CR
▪ Do not mix heavy fuels with varying viscosity or heavy fuel with distillate.
This could cause instability and lead to failures in the operation of the
engine.
▪ Separate heavy fuel in single or double stages, depending on the sys-
tem.
2008-12-05
Lube oil system ▪ Check the lubricating oil level in the service tank and top up with oil if
required.
▪ Check lubricating oil temperatures in front of and after the cooler.
2 (5) 6709 3.5.1-01 EN

MAN Diesel 3.5.1
▪ Monitor the lubricating oil pressure at the control station and set to the

stipulated operating pressure if required. It is not significant if the oil
pressure exceeds the normal value after starting a cold engine, since,
as the oil warms up, it will decrease to the set operating pressure.
Oil pressure
If the oil pressure drops, switch the engine off immediately!
▪ Check lubricating oil at the stipulated intervals (see maintenance sched-

ule, section 4) for water content.
▪ Use lubricating oil which corresponds to the stipulated quality require-
ments (see section 3.3).
▪ Regularly clean filters and separators.
Coolant System ▪ Check the coolant level in the expansion tanks (cylinder and injection
valve cooling) and top up if required. Check corrosion inhibitor concen-
tration (see quality requirements sheet 3.3.7 and Work Card 000.07).
▪ Check coolant outflow temperatures. If the temperature should rise
above the stipulated highest value and cannot be adjusted, the engine
load must be reduced and the failure remedied. Only cool down slowly
in order to prevent heat stress inside the engine.
▪ Set the coolant outflow temperature according to the stipulated value
(see section 2.5). If the engine is run whilst cold there is increased cyl-
inder liner wear and corrosion as a result of the sulphur content in the
heavy fuel. Fuel consumption will also increase.
▪ When, for marine engines, manoeuvres are performed in heavy fuel
operation (Pier-to-pier-operation), cooling should be monitored so that
the coolant temperatures remain as high as possible.
Engine coolant
In the event of failures in the engine cooling circuit, especially if the
coolant pump fails, the engine must be switched off immediately!
Starting air system ▪ After starting the engine, the compressed air tanks must be refilled
immediately in order to have the required compressed air available at
all times.
▪ The pipes from the distributing pipe to the starting valves must be
checked for heat build-up after starting the engine. If a pipe becomes
32/40CR;32/44CR;48/60CR
too hot the valve in question is not tight. The valve should be overhauled
as soon as possible or replaced. The valve seat and valve cone could
otherwise be destroyed.
Charge air system ▪ High air humidity may cause large amounts of condensed water to
accumulate in the charge air pipe (refer to Section 3.5). The outflow of
2008-12-05
the existing leak water pipe on the charge air cooler must be checked.
If condensed water is drained via a float valve, check that it is functioning
properly.
▪ The charge air pressure in the test run record is to be compared with
the one on the engine. It permits conclusions to be drawn concerning
the condition of the exhaust gas turbocharger and the charge air cooler.
6709 3.5.1-01 EN 3 (5)

3.5.1 MAN Diesel
The charge air pressure in front of and after the charge air cooler, dis-
played on a differential pressure gauge, is a yardstick for the contami-

nation of the cooler air side.
See technical documentation Volume 010.005 Engine - Working Instruc-
tions, Work Card 000.40.
Additional work/instructions
Operating values ▪ The exhaust temperatures can vary slightly, despite the fact that the
cylinders all produce the same power. Do not set the cylinders to the
same exhaust temperatures.
▪ The cylinders must be loaded as evenly as possible. This may be deter-
mined by matching the ignition pressures and the control linkage posi-
tions of the injection pumps.
▪ The exhaust temperatures must be controlled and compared with the
values measured previously (acceptance record). If greater differences
are detected, the cause must be ascertained and the failure remedied.
▪ Check the exhaust clouding. Oil in the combustion chamber makes the
exhaust bluish, poor combustion or overload makes the exhaust dark
or black.
▪ The engine output must be reduced if the intake air temperatures deviate
from the values stipulated for the pipe definition.
Indicator diagrams (not appli- ▪ At the indicated intervals (see service schedule in section 4), all cylinders
cable for gas engines) should be indexed. An electronic system can be used for this purpose.
Pressure-travel diagrams may be obtained by means of an electronic
ignition pressure measuring device, as supplied by, e.g. Baewert, Meer-
ane (see supplementary sheet 3.5.2). From the compression-expansion
curve, the start of ignition and the ignition pressure can be determined,
which give a good indication of the loading of individual cylinders. The
ignition pressures may deviate only slightly (± 5 %) from the mean value
and may not exceed the maximum value given in data. Higher pressures
indicate premature injection or an excessive injection volume whilst
lower pressures indicate late injection or insufficient injection volumes.
A comparison of diagrams with those taken from the new engine ena-
bles possible irregularities to be detected. For later comparison, the fol-
lowing values should be noted on each diagram: turbine speed, inlet
manifold pressure, exhaust temperature after cylinder, engine speed,
vertical scale and any fuel consumption during indexing.
Determination of power ▪ For marine engines, the power output can be determined from the oper-
ating values by means of the engine fuel index. In the case of diesel
32/40CR;32/44CR;48/60CR
generator sets, the engine output can be determined from the generator
output. See section 3.5.
Engine bearings ▪ In order to quickly detect bearing damage and to avoid subsequent
damage, various safety devices are fitted to the engine. The following
systems are used:
2008-12-05
The bearing temperature monitoring system uses resistance thermometers

fitted in the bearing bodies of the crankshaft main bearings. These ther-
mometers pass corresponding pulses to the safety system, thereby trig-
gering audible and visible alarms or shutting down the engine automatically.
The splash oil monitoring system indirectly calculates the temperature of
each individual cylinder unit (or cylinder pair in the case of V engines) from
4 (5) 6709 3.5.1-01 EN

MAN Diesel 3.5.1
the splash oil. In the event that a defined maximum value or the permissible

deviation from the mean value is exceeded, the safety system initiates an
engine shutdown. This system enables initial damage to the engine parts
and bearings to be detected at a very early stage.
32/40CR;32/44CR;48/60CR
2008-12-05
6709 3.5.1-01 EN 5 (5)

MAN Diesel 3.5.2
Engine Log Book/Engine Diagnosis/Engine Management

Engine Log Book
Classification Bodies and many Monitoring Authorities require that an
engine log book be kept. We also recommend that you record the checking
procedures in an engine log book, in spite of having printing devices avail-
able. In the log you may also record observations and activities as well as
the necessary actions. The following information should also be entered into
the engine log book:
▪ Measurement and test results,
▪ Fuel change and refuelling,
▪ Experiences/conclusions from maintenance and repair work.
It depends on the measurements taken by the Manager/Chief Engineer, to
turn the engine log book into a useful tool or an important instrument of
operative management.
Since opinions regarding the form of the engine log book differ substantially,
we have not provided a sample log. We are, however, willing to provide you
with support and to help you, in particular, in recording reference values.
The primary sources of information should be the test run and commission-
ing protocol as well as the "List of Measuring and Control Devices".
Valuable experience/information for decisions can be collected when
important operating data, service life data or actions are not only recorded,
but also represented in the course of time. For this purpose, diagrams sim-
ilar to figure 1 may be useful. This approach provides a simple tool for trend
analysis.
2008-11-06
Figure 1: Diagrams for Trend Analysis

Engine diagnosis with electronic ignition pressure measuring devices
General
Visual/acoustic checks of the engine, entries in the engine log book and
interpretations over operating time are used, in a conventional way, for the
6680 3.5.2-04 EN 1 (5)

3.5.2 MAN Diesel
assessment of the current or expected condition. Information at a higher

level may be gained using a mobile ignition pressure and injection pressure
meter, e.g. the Baewert HLV-2000. Pressure at the indexing connection is
measured with the device (if necessary of several engines) and displayed
on a LCD as a diagram over the crankshaft angle or as a table. The corre-
sponding mean indexed pressures are also calculated. The measured data
may also be printed out using a connecting cable or be made accessible to
a PC via a COM1 or COM2 interface. The injection pressure can be meas-
ured and displayed in a similar way. DMS sensors are required for this which
have to be installed in the injection pipes.
Electronic firing pressure measuring devices permit the person in charge to
draw reliable conclusions regarding the load distribution from cylinder to
cylinder and the deviations from normal combustion and injection circum-
stances, based on the measured values, pressure behaviour and diagrams.
They provide the basis for decisions (depending on the performance spec-
trum) concerning the correction measures and maintenance or repair work
which, in turn, may reduce operating expenses and breakdown times.
Figure 2: Baewert firing pressure measuring device type HLV 2000

System Company
Indicator system HLV 2000 Baewert GmbH
Postfach 177
D-08393 Meerane
Digital Pressure Indicator DPI Leutert GmbH & Co.

Schillerstraße 14
D-21365 Adenhofen
Peak pressure indicator LEMAG-PRE- Lehmann & Michels GmbH
MET LS Marlowring 4
D-22525 Hamburg
2008-11-06
Table 1: Electronic Indicator Systems

Engine Diagnosis with CoCoS EDS
General
CoCoS EDS (Engine Diagnosis System) is an engine diagnosis and trend

analysis system which presents the current measured data of the diesel
engine on a PC. It was developed by MAN Diesel SE and is a component
2 (5) 6680 3.5.2-04 EN

MAN Diesel 3.5.2
of the CoCoS engine management system. The diagnosis system, which

makes available the skills of outstanding technical experts, allows perma-
nent diagnosis of
▪ the function of charge, combustion and injection,
▪ the temperatures and pressures of air, gas, oil and water systems,
▪ the temperature of the components,
▪ the condition of the air filter, compressor, charge air cooler, turbine and
exhaust gas tank.
EDS offers three user levels which are available at any time:
▪ Monitoring,
▪ Trend and
▪ Diagnosis
Monitoring EDS receives the operational data from the engine alarm system. The values
are captured for an interval of 3 seconds. The values can be displayed using
different freely configurable views.
A 60 minute history of the captured operational data is always available to
the user at any time. When the engine stops the history is saved on the
diagnosis PC and is available for later evaluation, e.g. in the event of an
emergency stop.
Figure 3: CoCoS EDS Monitoring-Visualisation of measured data

EDS transforms the measured values in such a way that the detected values
describe the engine's actual condition, under observance of physical and
2008-11-06
thermodynamical procedures. The measurement protocols can be called

up in various presentation formats.
Trend In addition to this, the user can extend his trend database by another meas-
General
urement database by regular measurements, including ignition pressure

measurements using the HLV-2000. The depth of the measurement trend
6680 3.5.2-04 EN 3 (5)

3.5.2 MAN Diesel
is not limited in time. The measurements can be displayed and printed out
both graphically as a trend, and as a report / measurement protocol.
Figure 4: CoCoS EDS Trend - Operating data are displayed over a specific time
period.
Diagnosis The so-called diagnosis is carried out every 5 minutes. This diagnosis is able
to detect any deviations in the operating data from their normal value, irre-
spective of current load and external influences.
On demand, the user receives the following information:
▪ Date and time of the first distinctive and most recent occurrence of the
malfunction,
▪ The type of malfunction and
▪ The cause of the malfunction.
2008-11-06
General
4 (5) 6680 3.5.2-04 EN

MAN Diesel 3.5.2

Figure 5: CoCoS EDS Diagnosis
CoCoS EDS provides the user with the necessary information concerning
the engine's actual condition as well as the comprehensive experience of
the MAN Diesel SE engine developers and service engineers.
2008-11-06
General
6680 3.5.2-04 EN 5 (5)

MAN Diesel 3.5.3
Load curve during acceleration/manoeuvring

Acceleration and load times of diesel engines in marine systems
Diesel engines must not be subjected to quick acceleration and decelera-
tion. The following aspects must be taken into account.
▪ Thermal and mechanical loads,
▪ Exhaust gas clouding,
▪ Power output of the turbocharger.
The shortest possible acceleration and deceleration of marine driving
motors is correspondingly defined in Figure 1.
Time (min.) with preheated engine Time (min) with engine at preheating temperature
(Oil temperature ≥ 40°C, fresh water tem- (lube oil temperature ≥ 40°C, freshwater temperature ≥
perature ≥ 60°C) 60°C)

Figure 1: Load curve during manoeuvring
Acceleration In the AHEAD direction, 60 % of the power may not be released until 15
seconds have passed for emergency manoeuvres or before 30 seconds
have passed for normal manoeuvres. At least 30 seconds or 3 minutes
2008-11-06
should have passed before acceleration to 100 % power. Diagram part 3.

In the ASTERN direction, 70 % of the power may not be released before 15
seconds or 40 seconds have passed. Higher power output is not available
General
because of the propeller characteristics. Diagram part 2.

Deceleration In case of deceleration from FULL SPEED AHEAD to STOP at least 15 sec-
onds should pass, from FULL SPEED ASTERN to STOP at least 10 seconds
6680 3.5.3-01 EN 1 (2)

3.5.3 MAN Diesel
should pass. Diagram part 1/4. With faster deceleration the turbocharger
may start pumping.

Moreover, you should con- As far as possible, marine main engines in preheated condition should not
sider ... be operated at a speed of more than approx. 75 % speed or approx. 40 %
load. Only having reached the operating temperature may they be subjected
to full load.
In determining the acceleration and deceleration times it must be consid-
ered that the time constants for the dynamic characteristics of the engine
vis-à-vis the ship's drive system are very different. For marine driving motors
ratios from 1:100 are common. This means that the engine responds much
more quickly than the ship. Higher acceleration and deceleration speeds of
the engine, therefore, have little effect on the ship's manoeuvring charac-
teristics (apart from e.g. tug boats and ferry boats).
For normal manoeuvring characteristics, therefore, we strongly advise users
to observe the normal time sequences and to only run emergency manoeu-
vres as an exception. This may provide a substantial contribution to long-
term reliable operation.
For engines that are operated locally, the acceleration and deceleration
sequences should be observed by the engine room personnel. For engines
that are operated remotely, the acceleration and deceleration times, as well
as the load controlling programmes for normal and emergency manoeuvres
must be integrated in the remote control system. This requires mutual
agreement between the purchaser, shipyard and engine manufacturer.
2008-11-06
General
2 (2) 6680 3.5.3-01 EN

MAN Diesel 3.5.4
Part-load operation

Part-load operation
Definition ▪ In principle, the following load conditions are differentiated:
▪ Overload: > 100 % of the full load power

▪ Full load: 100 % of the full load power
▪ Partial load: < 100 % of the full load power
˗ Low load: < 25 % of the full load power
Correlations The best operating conditions for the engine are dictated by an even load
ranging from 60 % to 90 % of full load power. The engine's controls and
system design are based on full load performance.
During idling or engine operation at a low load, combustion in the combus-
tion chamber is incomplete. This may result in the creation of deposits in
the combustion chamber, which will lead to increased soot emission and to
increasing cylinder contamination.
In part-load operation, and during the manoeuvring of ships, the coolant
temperatures cannot be controlled in such a way that they remain high dur-
ing all load conditions. This is, however, especially important during oper-
ation with heavy fuel.
More favourable conditions From the outset, those engine designs best equipped for low load operation
are those that are equipped with
▪ a two-stage charge air cooler, where the second stage may be turned
off to improve the operating data.
▪ a two-stage charge air cooler and an HT-LT switch that allows LT stage
to be supplied with HT water.
HT: High Temperature LT: Low Temperature
Operation on heavy fuel Based on the above, the low load operation with heavy fuel in the range of
< 20 % of the full load may not be extended without limitation. According
to Figure 1, the engine must be transferred to Diesel fuel operation after a
phase of low load operation or, it must be operated, immediately after the
low load phase, at a higher load on heavy fuel (> 70 % of full load) in order
to reduce the deposits in the cylinders and the exhaust gas turbocharger.
If a low load operation is scheduled to take place for a longer duration than
depicted in Figure 2, then the engine should be transferred to Diesel oil
operation.
A long-term operation with heavy fuel in the load range < 25 % of the full
load should definitely be discussed with MAN Diesel SE.
Operation on Diesel fuel The following regulations apply to low-load operation on Diesel fuel:
▪ Continued operation under 15 % of the full load should be avoided if

possible.
2009-01-13
If this cannot be avoided, extraordinary measures (e.g. the use of partial-

load injection nozzles) should be discussed with MAN Diesel SE.
General
▪ An idling operation, particularly with a nominal speed (generator oper-

ation) is only permissible for a period of 1 to 2 hours at the most.
6680 3.5.4-01 EN 1 (2)

3.5.4 MAN Diesel
No limitations apply to power delivery in excess of 15 % of the full load,

provided that the engine's required operating data are observed.
P: Full load performance in % t: Operating time in hours (h)

Figure 1: Time limitations for part-load operation with heavy fuel (left), duration of "recovery operation" (right)
Explanations Left-hand Figure: Time limitation for the part-load operation with heavy fuel.
Right-hand Figure: Required operating time with > 70% full load power after
low load operation with heavy fuel. Acceleration time from running power to
70 % of full load power at least 15 minutes.
Example Line a At 10 % full load: max. 19 hours of heavy fuel operation permitted fol-
lowed by transfer to Diesel oil or
line b operate engine approx. 1.2 hours at a minimum of 70 % of the full load
in order to burn off deposits. Subsequently, part-load operation with
heavy fuel may be continued.
2009-01-13
General
2 (2) 6680 3.5.4-01 EN

MAN Diesel 3.5.5
Determination of the engine power and the position of the working point

Prerequisites
The engine power is a primary operating value. It serves as a standard for
the assessment of the engine's operating efficiency and reliability. It also
serves as a reference value in the assessment of other operating data. The
positions of the operating points enable conclusions to be drawn regarding:
▪ changes in resistance (of the ship),
▪ losses, leakages and damage,
▪ the working effectiveness of the injection system, the turbocharging
system and the load change system.
For older installations (> 30,000 hours of operation) a reliable evaluation is
only possible for working points for which all of the three above-mentioned
parameters are known. Under certain circumstances other relevant operat-
ing data have to be considered in order to reach a reliable conclusion.
Fundamental Options
For marine driving engines With marine driving engines the effective engine power Pe is not easily
measurable. This would require a torque measurement. Even from indicator
diagrams, the indicated power of medium-speed, 4-stroke diesel engines,
Pi, cannot be determined.
Alternatively, the operating point in question may be calculated from the
speed and the filling index. Based on these figures, the related effective
power output may be found. A prerequisite is the use of the same fuel at the
same fuel temperature.
For generator units For generator units, the effective engine power output may be determined
fairly accurately based on generator performance Pw, which is measured
continuously, and on the generator's efficiency, which does not alter much
over the standard operating range. This approach, however, does not permit
any assessment of possible modifications in the engine or generator. Alter-
natively, or additionally, working points may be obtained as indicated above,
and the performance values compiled may be compared.
Preparations
During the works trial run of the engine, the engine fuel index is determined
from the measured power and recorded as a curve in the acceptance report.
32/40CR;32/44CR;48/60CR
This applies to both marine and stationary engines. For marine engines, the
values are entered on an additional sheet in relation to 3 propeller charts.
When determining the operating point and engine power, reference should
therefore be made to the diagram from the acceptance report for the instal-
lation. Here, the engine fuel index is plotted against engine load for constant
engine speed.
2008-11-06
With these tools it is possible to determine engine output power and to

assess the working points.
6709 3.5.5-01 EN 1 (2)

3.5.5 MAN Diesel
The engine trial run is normally performed with diesel fuel (MDO) or gasoil
(MGO). In the case of operation with heavy fuel oil (HFO) the pump
charges are almost the same.
Evaluation of the results

The determined working point must lie within the permitted operating range.
For marine engines, therefore, at least for new ship and engine, to the right
of the theoretical propeller curve.
The design of the drive train is in order if, in new condition, the following
performance figures are obtained:
Controllable-pitch propeller 85 - 100 %
Generator units 100 %
See section 3.4 - Admissible outputs and speeds.

Shifts of working points to the left may be attributed to higher ship's resist-
ance, propeller changes (larger diameter, increased pitch) or propeller dam-
age in the event that all other conditions remain the same.
Upward shifts of working points (higher charge values) may be attributed to
lighter fuels, higher preheating temperatures, functional defects or wear in
the injection system or functional defects in the turbocharging system / load
change system.
Since the number of factors of influence is great and their influence not easily
accounted for, we recommend that, when in doubt, you contact the nearest
customer service or service referral site of MAN Diesel SE, Augsburg.
32/40CR;32/44CR;48/60CR
2008-11-06
2 (2) 6709 3.5.5-01 EN

MAN Diesel 3.5.6
Operation at reduced speed

Changes in operating conditions
Marine driving systems are subject to external influences which may effect
a shift of the working points. A working point or propeller curve/character-
istic propeller field shift to the left, in the direction toward lower speeds are,
for example:
▪ increased drive resistance factors or
▪ increased ship resistance factors
These are caused, for example, by encrustation and increased roughness,
inappropriate propeller design, propeller modifications (larger diameter/
higher pitch) or propeller damage.
Limits of operation at reduced speed
Under the stated conditions, the engine does achieve its full torque as
before, but it does not reach full speed - it no longer reaches the permissible
rated power, in any case. Engine operation at a reduced/limited speed in
this way is limited as follows:
Application Permissible speed reduction1) Related rated power (blocked)
Marine main engine with variable- -- 100 %
pitch propeller
Marine main engine with fixed-pitch ≤ 10% 90%
propeller
Suction dredger / mechanical pump ≤ 30% 90%
drive ≤ 30% 90%
Engine 20/27, 25/30
Engine 32/40 - 58/64
Table 1: Maximal permissible speed reduction
These details are approximate values. The definitive stipulations for operation are the conditions that were agreed
1)
between the purchaser, the shipyard/planning agency and engine manufacturer.
Based on the following points, operation at a greater speed reduction at full

torque is not permitted.
▪ decreasing surplus air for combustion (tendency to contamination/car-
bon deposits on parts exposed to gases),
▪ increasing component temperatures, which endanger important com-

ponents (exhaust valves, cylinder heads, pistons, etc.)
▪ Danger, since a contaminated turbocharger will reach the pumping limit
of the compressor.
Since sustained operation at a reduced speed is unfavourable, not only for
2008-11-06
engine technology reasons, but also due to the lower speed of the ship,
everything should be done to reduce or remove avoidable resistance. The
most effective starting point for counter-measures are the above types of
General
resistance.
6680 3.5.6-01 EN 1 (1)

MAN Diesel 3.5.7
Equipment for engine modification for special operating conditions

Overview
MAN Diesel four-stroke engines and turbochargers are designed in such a
way that the best results are obtained, e.g. with regard to fuel consumption
and emissions, under normal service conditions. Special operating situa-
tions can, however, be better accommodated using supplementary or alter-
native equipment.
Table 1 shows such equipment for adapting the engine the special operating
conditions/for optimising the operation behaviour. It contains the preferred
fields of application. The table is intended to provide you with an overview
of the existing possibilities and their definition.
Equipment/Measure Definition/Load condition Ship Stationary
Blow off charge air Full load X X
Bypass charge air Part load X
Control the charge air temperature Partial load/Full load X X
(CHATCO)
Accelerate turbocharger Manoeuvring/ X X
(jet assist) Load application
Adjust injection timing Part load X X
Table 1: Equipment for optimising operating behaviour
X = Availability
Brief descriptions
Device for blowing off charge When operating engines under full load at a low intake temperature there is
air a danger, due to the high air density, that the charge pressure, and therefore
the ignition pressure, increases excessively. In order to avoid such condi-
tions, excess charge air in front of or after the charge air cooler is removed
and released to the machine room. This is achieved by means of an elec-
tropneumatic or spring-loaded throttle flap. See Section 2.4.1 and 3.5.12.
Device for bypassing charge The charge air pipe is connected via a pipe with a smaller diameter and a
air bypass flap to the exhaust pipe. The flap is closed in normal operation.
During propeller operation with 25 and 60 % load, the offer of air for the
engine is relatively small or the charge air pressure relatively low. In order
to provide the engine with more air in these conditions, charge air is blown
into the exhaust pipe. For this purpose the bypass flap opens. The higher
pressure forming in the exhaust pipe leads to an increase in the turbine

output and, as such, to an increase in the charge pressure.
The throttle flap is controlled by a pneumatic actuator cylinder depending
L32/44CR;L32/40CR
on the engine speed and the filling setting of the fuel pumps. Please refer
to Sections 2.4.1 and 3.5.8.
Control of the charge air tem- The charge air temperature control CHATCO reduces the amount of con-
2008-10-30
perature (CHATCO) densed water that accumulates during engine operation under tropical con-
ditions. In this connection, the charge air temperature is kept constant, up
to a specific intake temperature. If this value is exceeded, the charge air
temperature is constantly raised. Please refer to Section 2.4.7.
6730 3.5.7-01 EN 1 (2)

3.5.7 MAN Diesel
Device for accelerating the This equipment is used where special demands exist for rapid acceleration
turbocharger (jet assist) and/or load application. In such cases, the compressed air from the starting
air cylinders is reduced to 4 bar (relative) , directed to the compressor casing
of the turbocharger and blown to the compressor wheel through inclined
apertures. In this way, additional air is supplied to the compressor which, in
turn, is accelerated, thus increasing the charge air pressure. Operation of
the accelerating system is initiated by a control system, and limited to a fixed
load range. Please refer to the figure in Section 2.4.1.
Equipment for adjusting the In the case of CR engines the adjustment is carried out by using the Com-
injection timing/ignition tim- mon Rail control electronics. The performance data for determining the
ing injection timing depending on the operating timing are in the Common Rail
control system programme and aligned to the operating conditions and
operating modes of the respective system.
Subsequent setting modification leads to the loss of IMO certification.
Figure 1: Effects of adjusting the injection timing

L32/44CR;L32/40CR
2008-10-30
2 (2) 6730 3.5.7-01 EN

MAN Diesel 3.5.8
Bypass charge air

Design of the equipment
The equipment to bypass the charge air consists mainly of the connection
between the charge air pipe (1) and the exhaust gas pipe (13), the throttle
flap (4) and its pneumatic control.
4 Charge air pipe 9 Switch (emergency actuation)

5 Orifice 10 Shaft end with hexagon (emer-
gency actuation)
6 Connection pipe 11 Electromagnetic 5/2 way valve
(M367)
7 Throttle flap with pneumatic 12 Expansion joint
drive
8 Stroke limiting screw 13 Exhaust pipe
Figure 1: Device for bypassing charge air (schematic diagram)
The throughput of air through the connection pipe can be limited by an ori-
fice (5). The throttle flap is pneumatically actuated. The end positions of the
drive cylinders can be determined by the stroke limiting screws (8). The
expansion joint (12) serve to absorb the deformations/movement in the
connecting pipe.
Operating mode
The air supply to the pneumatic drive system is controlled by the 5/2-way
valve (11) and its solenoid valve. The route 1 - 2 to open the flap is free when
the solenoid valve is activated. The way valve is switched to the route 1 - 4
2008-11-06
to close the flap when the solenoid valve is not activated. The switch con-
dition of the solenoid valve (excited) is determined by whether the momen-
tary operating point of the engine lies within or outside the set bypass range.
General
The bypass range is defined by the following limits:

Engine speed: Lower speed threshold value for bypass to upper speed
threshold value for bypass.
6680 3.5.8-02 EN 1 (3)

3.5.8 MAN Diesel
Pump charging/Charge index CR: Lower fill level threshold value for bypass
to upper fill level threshold value for bypass.

Engine is not started/Engine is not engaged (stable load condition).
The range is selected in an optimum manner for each individual engine
according to its equipment level and application. The actual switching
points can be taken from the acceptance protocol for the engine in question.
In order to guarantee these conditions, and for the electrical control of the
solenoid valve, there is a speed transmitter/speed relay and a shared cam
in the control station, with which the charge points are switched (engines
40/45 to 58/64). On engine 32/40, the charge points are formed in an eval-
uation unit using the fuel index transmitter's analogue signal. The switching
points on CR engines are determined via the charge index from the Common
Rail Control System. Using this equipment, the bypass of air is limited to a
power-speed range corresponding to figure 2.
1 Range for bypassing charge air 3 Theoretical propeller

curve
2008-11-06
2 Limit of the maximum permitted operating

range
Figure 2: Power-speed range for bypassing charge air (example applicable to
General
fixed-pitch propeller drive)
2 (3) 6680 3.5.8-02 EN

MAN Diesel 3.5.8
By bypassing charge air into the exhaust gas pipe the charge air pressure

and the specific air and exhaust gas volume is increased. The exhaust gas
temperature before and after the turbine is reduced.
Setting
The setting of all elements occurs during the engine test run or during the
maiden voyage/commissioning. During the guarantee period this setting
may only be altered in consultation with MAN Diesel SE.
Emergency Operation
The 5/2 way valve can, in an emergency, be changed over manually using
the switch (9) mounted on the side of the way valve. The throttle flap can be
turned at the end of the shaft (10). See Image 3.
9 Switch for 5/2 way 10 Shaft end with hexagon

Valve
Figure 3: Emergency actuation of the 5/2 way valve and the throttle flap
2008-11-06
General
6680 3.5.8-02 EN 3 (3)

MAN Diesel 3.5.9
Condensate water in charge air pipes and pressure tanks

Principles
Air contains water in extremely fine distribution - as water vapour. During
compression and cooling of air some of this water will separate from the air.
This applies to the compression and cooling of the charge air by the turbo-
charger and charge air cooler and it applies to the behaviour of compressed
air in air cylinders. The volume increases:
▪ with increasing air temperature,
▪ with increasing air humidity,
▪ with increasing charge air pressure, and
▪ with decreasing charge air temperature.
After the charge air cooler, i.e. in the charge air pipe, 1,000 kg of water per
hour may be produced under certain circumstances. This is due to the great
volumes of air and the relatively high charge air pressures. At tropical tem-
peratures the effect is even greater.
The amount of water produced in compressed air cylinders is much less. It
hardly ever exceeds 5 kg per charge.
The condensation water volume must be reduced as far as possible. Water
must not enter the engine.
Drainage
The drainage of the charge air pipe must function perfectly. Compressed
air cylinders must be drained after they are filled and before use.
Nomogram for calculating the water condensate volume

By means of the nomogram in Figure 1 the water quantity which arises dur-
ing the compressing and cooling of air in the charge air pipe or in a pressure
vessel can be determined . The principles of the procedure are described
using two examples.
2008-11-06
General
6680 3.5.9-01 EN 1 (4)

3.5.9 MAN Diesel
Figure 1: Nomogram for establishing the water condensate volume in the charge air pipes and compressed
air tanks
Example 1 - Establishing the water volume produced in the charge air pipe
1. Step Ambient air temperature 35 °C
relative humidity 90%
In the diagram this results in intersection point I
i.e. the original water content with 0.033 kg water/kg air
2. Step Charge air temperature after cooler 50 °C

Charge air pressure (Overpressure) 2.6 bar
In the diagram this results in intersection point II
2008-11-06
i.e. the reduced water content with 0.021 kg water/kg air

General
3. Step The difference between I and II is the water condensate quantity A:

A = I – II = 0.033 – 0.021 = 0.012 kg water/kg air
2 (4) 6680 3.5.9-01 EN

MAN Diesel 3.5.9
4. Step Multiplied by the engine power and the specific air consumption produces the water volume

per hour QA:
Engine power P 12,400 kW
specific air flow ratee* 7.1 kg/kWh
QA = A · P · Ie = 0.012 · 12,400 · 7.1 = 1,055 kg water/h ~1t water/h
Example 2 - Establishing the water volume arising in a pressure tank

1. Step Ambient air temperature 35 °C,
relative humidity 90%.
In the diagram this results in intersection point I,
i.e. the original water content with 0.033 kg water/kg air.
2. Step Temperature T of the air in the tank 40 °C = 313 K,

Pressure in the tank (overpressure) pü 30 bar, corresponding to
absolute pressure Pabs 31 bar or 31 · 105 N/m2
In the diagram this results in intersection point III,
i.e. the reduced water content with 0.0015 kg water/kg air.
3. Step The difference between I and III is the condensate quantity B:

B = I – III = 0.033 – 0.015 = 0.0315 kg water/kg air.
2008-11-06
General
6680 3.5.9-01 EN 3 (4)

3.5.9 MAN Diesel
4. Step Multiplied with the air mass m in the tank produces the water volume QB, which arises when
filling the pressure tank:

QB = B·m
m is calculated as follows:
In this equation:
the absolute pressure in the tank pabs 31∙105 N/m2
Volume of the pressure tank V 4,000 dm3 = 4 m3,
Gas constant for air R 287 Nm/kg · K,
Temperature T of the air in the tank 40 °C = 313 K.
Resulting in the following:

QB = B · m = 0.0315 · 138 kg = 4.35 kg water
* The specific air flow rate depends upon the type of engine and the engine load. Approximate determination of
the volume of water condensate can use the following approximate values:
Four-stroke engines approx. 7.0 ... 7.5 kg/kWh.
Two-stroke engines approx. 9.5 kg/kWh.
2008-11-06
General
4 (4) 6680 3.5.9-01 EN

MAN Diesel 3.5.10
Load Application

Stand-alone operation
Load application depending Greater load applications which may occur in marine auxiliary engines in the
on mean pressure on-board mains, or in stationary engines in stand-alone operation cannot
be handled in a single step. Corresponding to the International Association
of Classification Societies (IACS) and the internationally valid standard ISO
8528-5, the load applications must be carried out in steps. See Figure 1.
Number of steps and the height of the steps are dependent on the effective
mean pressure of the engine.
1 1. Step pe Load application in % of continuous power

2 2. Step pe mean effective pressure with continuous power
3 3. Step
Figure 1: Load application in steps according to IACS and ISO 8528-5
For the engines 32/40, 40/54, 48/60 and 58/64 with mean pressures ranging
from 21.9 and 24.9 bar the following load application steps apply:
1. Step 33%,
2. Step 23%,
3. Step 18%,
4. Step 26%
Greater load application steps may be posible using special equipment. This
requires written permission from MAN Diesel SE.
Load application dependent For load applications depending on the current value, please consult the
2008-11-06
on the current power diagram in Figure 2.

General
6680 3.5.10-01 EN 1 (2)

3.5.10 MAN Diesel
A Load Application ------- Standard

B Base load - - - - Engine with Jet Assist
Figure 2: Load application dependent on the current power
Observance of these maximum load application rates means that the
requirements of the classification associations can definitely be met. They
are as follows (status 11/97):
Dynamic speed change in % of the rated speed ≤ 10%,
Enduring speed change in % of the rated speed ≤ 5%,
readjustment time until reaching the tolerance range ≤ 5 sec.
+/- 1% of the rated speed
Load reduction Even with load reductions of up to 100% of the rated power, the following
can be guaranteed:
Dynamic speed change in % of the rated speed ≤ 10%,
Enduring speed change in % of the rated speed ≤ 5%.
Details of the load application and load reduction should be discussed with
MAN Diesel at the planning stage. Approval is required.
Mains parallel operation
Operation of engines in parallel with other power generators of greater out-
put there will be no substantial load jumps. The load behaviour of the
engines is not determined by external circumstances, but by the user's own
judgement. The possibilities for load application and relief of the engine are
controlled by the stipulations in section 3.5.3.
2008-11-06
General
2 (2) 6680 3.5.10-01 EN

MAN Diesel 3.5.12
Blow off charge air

The device for blowing off charge air consists of the blow-off pipe on the
charge air cooler, the blow-off flap (1) and its electro-pneumatic control
system.
1 Blow-off flap with pneumatic 8 Charge air pipe G Intake air

drive
2 Intake silencer 9 Exhaust gas pipe after turbo- H Charge air
charger
3 Turbocharger 10 Expansion joint J Exhaust gas after engine
4 Compressor 12 Charge air cooler P Exhaust gas after turbo-

charger
5 Turbine 13 Blow-off pipe R Blown-off charge air
6 Double diffuser M367 Electro-pneumatic 5/2-way
valve
7 Redirection housing C Control air 8 bar
2008-11-06
Figure 1: System for blowing off charge air (schematic diagram)

General
Brief description
Depending upon the operation conditions or climactic circumstances, if the
charge air is cold, the charge air pressure may become too high. This
6680 3.5.12-02 EN 1 (3)

3.5.12 MAN Diesel
requires a controlled pressure reduction by drawing air from the charge air
pipe via a flap. If required, the blow-off pipe is opened/closed by means of

an electro-pneumatically controlled flap.
Depending on the prevailing site climactic conditions, it is possible to dif-
ferentiate between the one-stage and two-stage blow-off system:
▪ The one-stage blow-off system is used at anticipated intake air tem-
peratures below +5° C, but not below -15° C.
▪ The two-stage blow-off system is used at anticipated intake air tem-
peratures below -15° C.
Operating mode
The air supply for pneumatic actuation of the flap is controlled by the 5/2-
way solenoid valve (M367). The route 1 - 4 to open the flap is free when the
solenoid valve is activated. In the non-activated status the route 1 - 2 for
closing the flap is free.
The charge of the turbocharger serves as the criterion for the control of the
blow-off flap. If the charge is less than the threshold value, the blow-off flap
is closed. If the charge is larger than the threshold value, and the charge air
temperature is less than the threshold value, the flap control system triggers
the opening of the blow-off flap.
2008-11-06
General
2 (3) 6680 3.5.12-02 EN

MAN Diesel 3.5.12

1 Blow-off flap with pneumatic drive 15 Ht coolant pipes
12 Charge air cooler 16 Silencer
13 Blow-off pipe R Blown-off charge air
14 5/2 way solenoid valve (M367)
Figure 2: The actual design of the charge air blow-off pipe (Figure shows engine
type V48/60B may differ from the version shown in the figures).
2008-11-06
General
6680 3.5.12-02 EN 3 (3)

MAN Diesel 3.5.13
Auxiliary charge air

blow in

The device for blowing in additional charge air consists basically of the blow-
in pipe (13) on the bypass housing (7), the charge air cooler, the blow-off
flap (1) and its electro-pneumatic control system.
1 Blow-in flap with pneumatic 8 Charge air line C Control air 8 bar
drive
2 Intake silencer 9 Exhaust gas pipe after turbo- G Intake air
charger
3 Turbocharger 10 Expansion joint H Charge air

4 Compressor 12 Charge air cooler J Exhaust gas after engine
5 Turbine 13 Blow-in pipe P Exhaust gas after turbo-
charger
6 Double diffuser 14 Auxiliary blower S Auxiliary charge air
7 Bypass housing M367 Electro-pneumatic 5/2-way
2008-11-06
valve
Figure 1: System for blowing in of additional charge air (schematic diagram)
General
6680 3.5.13-01 EN 1 (3)

3.5.13 MAN Diesel
Brief description
Additional charge air must be provided to improve the part load soot behav-
iour in engines being operated at low loads (< 25%). Additional charge air
is blown into the charge air line by an auxiliary blower and electro-magnet-
ically controlled flaps.
The start/stop request for the auxiliary blower and the control of the blow-
in flap takes place in dependence of the engine speed and charge air pres-
sure by the engine control system.
Operating mode
The air supply for pneumatic actuation of the flap is controlled by the 5/2-
way solenoid valve (M367). The route 1 - 4 to open the flap is free when the
solenoid valve is activated. In the non-activated status the route 1 - 2 for
closing the flap is free.
The charge air pressure is the criterion for the control of the blow-off flap. If
the charge air pressure is less than the threshold value the auxiliary blower
is started and the opening of the blow-in flap takes place after the run-up
time. If the charge air pressure is greater than the threshold value, the engine
control system causes the blow-in flap to close. The auxiliary blower stops
after the overrun period has elapsed.
1 Blow-in flap with pneumatic drive 13 Blow-in pipe

7 Bypass housing 15 Charge air blower unit
12 Charge air cooler
Figure 2: Arrangement of the charge air blow-in device (illustration shows
engine type 32/40)
2008-11-06
General
2 (3) 6680 3.5.13-01 EN

3.5.13
3 (3)
General
6680 3.5.13-01 EN
Figure 3: Auxiliary blower
MAN Diesel
2008-11-06
MAN Diesel 3.6
Operative Management III - Operating faults

3.1 Prerequisites
3.2 Safety
3.3 Operating media
operation
Data
Engine
6730 3.6-1 EN 1 (1)

MAN Diesel 3.6.1
Faults/Defects and their causes (fault finding)

Preliminary observations
Fault finding by means of The tables include a selection of operating faults that may occur with their
tables 1-4 causes. They should contribute to the reliable diagnosis of faults and speedy
elimination of their causes.
Categorisation The faults are divided into categories:
▪ common rail injection system,

▪ engine start / engine running
▪ operating data and
▪ other problems.
In the first step, the possible causes of faults are not usually limited to a
single issue. As a rule, several possibilities must be considered. The most
probable cause can be determined on the basis of the points listed and
bearing in mind
▪ its presentation / symptoms,
▪ the time-related and factual aspects and
▪ the operator's own experience and know-how.
"Cause" "Measures" and The "Cause" and "Measures" columns contain keywords indicating the
"Info." columns possible fault and corrective measures. The "Info." column contains refer-
ences to sections of the operating instructions and work instructions where
further information can be found.
Fault finding on the turbo- Please note that the operating instructions for the turbocharger has its own
charger fault-finding table.
Order of entries The order of the entries has no bearing on the probability of a certain cause.
The order is determined as follows: first causes related to working fluids and
working fluid systems, then engine, turbocharger and, where appropriate,
the ship.
Origin of fault "common rail injection system"
Error/System Causes Measures Info
1 Enclosed fuel leakage system
Leaks in the high pressure ▪ Leaks in the high pressure system ▪ Localise the leak and rectify 437.11
system are indicated in the

engine control system
L32/44CR;L32/40CR
2008-10-30
6730 3.6.1-01 EN 1 (12)

3.6.1 MAN Diesel

2 high pressure pump plunger

High pressure pump pro- ▪ High pressure pump plunger or ▪ Check the movement of the
ducing unusual noises punch sticking pump drive by turning the
engine over
▪ Plunger spring broken ▪ Replace high pressure pump 204.03
▪ Roller damaged ▪ Replace high pressure pump 204.03
▪ Cam damaged ▪ Remove high pressure pump 204.04

and replace damaged compo-
nent

3 high pressure pump, pressure creation - general
Pressure creation not possi- ▪ Fuel pressure in front of engine ▪ Set the fuel pressure to a range 2.4
ble too low from approx. 9... 10 bar (rec- 2.5
ommended 10 bar)
▪ Fuel temperature or fuel viscosity ▪ Set the fuel inlet temperature in

too low accordance with the viscosity
in the range 10...14 cSt (we rec-
ommend less than 14cSt) and
check the positioning of the
flushing valve in the display.
Press the pneumatic emer-
gency stop to make sure that
the flushing valve is open. In the
event of "Flushing not active",
check the pilot air pressure.
▪ Fuel filter blocked ▪ Flush fuel filter, clean the fuel 434.06
filter
▪ Suction throttle sticking. ▪ Replace suction throttle com- 204.03

pletely or replace high pressure 204.04
pump
▪ Feed valve of the high pressure ▪ Replace high pressure pump 204.03
pump is faulty.
▪ Emergency stop and flushing ▪ Deactivate emergency stop 437.03

valve is active. and flushing valve, deactivate
all engine stops, see emer-
gency stop and flushing valve
▪ Leaks in the high pressure system ▪ Based on the closed and com-
bined fuel leakage system, see
closed fuel leakage system
L32/44CR;L32/40CR
2008-10-30

3 high pressure pump, pressure creation - general
2 (12) 6730 3.6.1-01 EN

MAN Diesel 3.6.1

Maximum fuel feed through ▪ Wire breakage on the suction ▪ Check (alarm) display. Check
the high pressure pump throttle electrical connection on the
suction throttle.
▪ Pressure limiting valve has ▪ Stop the engine, release the

opened. Rail pressure on the emer-
gency stop switch (<50bar),
start the engine again. Check
that the pressure limiting valve
is still open.
▪ Suction throttle sticking. ▪ Replace high pressure pump or 204.03

completely replace suction 204.04
throttle.
▪ Rail pressure sensor faulty ▪ Check (alarm) display. Check 418.01

electrical connection on the
Rail pressure sensor. Replace
the pressure sensor.
▪ Fault in the engine control unit ▪ Replace solenoid valve control

system in the engine control
unit

4 Accumulator unit
Alarm exhaust temperature ▪ Cylinder switched off by the vol- ▪ Stop the engine and release 221.xx
deviation, failure of the cyl- ume limiting valve Rail pressure. Start the engine 436.03
inder, fuel leakage on the again. If the cylinder is stopped 437.11
magnet again the following compo-
nents must be checked and
damaged components be
replaced:
Injection nozzle (for failure),
Injection nozzle holder (for fail-
ure), high pressure pipe (for
fault or leaks),
3/2 way valve (for fault or leaks).
▪ Wire breakage, failure of the elec- ▪ Check cable connection, plug

trical connection on the magnet, housing and connection clamp
the plug connection or the con-
nection clamp
Failure of valve group ▪ Failure of the 2/2 way valve, 2/2 ▪ Replace valve group 437.05
way valve faulty or stuck in posi-
tion
▪ Failure of the 3/2 way valve, 3/2 ▪ Replace valve group 437.05
way valve faulty or stuck in posi-
L32/44CR;L32/40CR
tion, seat of 3/2 way valve dam-

aged
2008-10-30
Fuel leakage at the magnet ▪ O-ring seal damaged ▪ Replace valve group 437.05
6730 3.6.1-01 EN 3 (12)

3.6.1 MAN Diesel

5 Fuel injection valve

Exhaust gas temperature ▪ Failure of the injection nozzle, ▪ Replace parts in question 221.xx
deviation injection nozzle faulty, injection
needle sticking, injection nozzle
holes are blocked, injection noz-
zle needle seat is damaged, high
pressure connection between
nozzle and holder is damaged
▪ Nozzle opening pressure has ▪ Adjust the nozzle opening pres- 221.02
fallen below the recommended sure in accordance with work-
value ing instructions

6 Pressure limiting valve
Sensor indicates elevated ▪ Seal seat in the pressure limiting ▪ Replace pressure limiting valve 437.06
fuel temperature after pres- valve is leaking
sure limiting valve
▪ Leak at the high pressure seal ▪ Checking seal seat 437.03
seat between pressure limiting 437.06
valve and flushing valve ▪ If necessary replace the dam-
aged component
Suction throttle increase to ▪ Pressure limiting valve has been ▪ Stop the engine and reduce the
100 % activated and is open. Rail pressure to below 50 bar.
For this reason press the emer-
gency stop button (if not
already activated by the SPS),
in order to activate the emer-
gency stop and the flushing
valve.
▪ Incorrect tightening torque ▪ Check tightening torque. 000.30
▪ Leak at the high pressure seal ▪ Checking seal seat 437.03

seat between pressure limiting 437.06
valve and flushing valve ▪ If necessary replace the dam-
aged component
Leak at the pressure limiting ▪ High pressure seat of the pres- ▪ Replace the damaged compo- 437.06
valve sure limiting valve in flushing nent and fit with the recom-
valve is damaged. mended torque.
▪ O-ring seal is damaged ▪ Replace the O-ring seal 437.06
The opening pressure of the pres- ▪ Replace pressure limiting valve 437.06
▪
sure limiting valve has fallen (was
set to 1850 + 100 bar when new)
L32/44CR;L32/40CR
Failure of the pressure limit- ▪ Seat of pressure limiting valve is ▪ Replace pressure limiting valve 437.06
ing valve, pressure limiting damaged.
valve is continuously open
2008-10-30

7 Emergency stop and flushing valve
4 (12) 6730 3.6.1-01 EN

MAN Diesel 3.6.1

Sensor indicates elevated ▪ Seal seat in the flushing valve is ▪ Replace valve block 437.03
fuel temperature after flush- leaking
ing valve
Emergency stop and flush- ▪ Emergency stop is activated. ▪ Remove the cause of the emer-
ing valve is continuously gency stop
open and cannot be closed.
▪ Emergency stop and flushing ▪ Replace emergency stop and 437.03
valve is faulty. flushing valve
▪ Failure of the emergency stop ▪ Check the emergency stop 125.05

valve M329/2 or the control unit valve M329/2
Emergency stop and flush- ▪ Failure of the emergency stop ▪ Check alarm list for wire breaks
ing valve cannot be opened. valve M329/2, wire breakage on
the emergency stop valve or fail-
ure of the control unit

valve is faulty. flushing valve
▪ Leak in the emergency stop air ▪ Repair the leak

system
Leaks in the emergency stop ▪ High pressure seat of the emer- ▪ Replace the damaged compo- 000.30
and flushing valve gency stop and flushing valve nent and fit with the recom- 437.03
connection is damaged. mended torque

valve is damaged. flushing valve

8 Non-return valve (resetting non-return valve in valve group)
Exhaust gas temperature ▪ Failure of the non-return valve ▪ Replace non-return valve 437.04
deviation
▪ Seat of pressure limiting valve is
damaged.
▪ Pressure of the non-return valve
has fallen (was set to 100 bar in
the new condition, wear threshold
is at approx. 60 bar).
Leakage in the non-return ▪ Incorrect tightening torque ▪ Check tightening torque. 000.30
valve
▪ High pressure seat connection of ▪ Check the high pressure seat of 437.04
pressure limiting valve is dam- the connection to the non- 437.11
aged. return valve. If it is damaged

replace the damaged compo-
nent. Otherwise remove the
non-return valve and replace
L32/44CR;L32/40CR
with the recommended torque.

If the problem has not yet been
resolved, see "Closed leak fuel
2008-10-30
system"
Table 1: Errors and their causes/fault finding – Part 1 – "Common Rail Injection System"
6730 3.6.1-01 EN 5 (12)

3.6.1 MAN Diesel
Fault finding - Starting engine / Running engine


Crankshaft does not turn when starting. Crankshaft turns too slowly, swings back
Compressed air system Pressure in the compressed air tank Increase pressure to the required
too low value.
Main starter valve faulty Repair or replace main starter valve 162.xx
Starter valve faulty Repair or replace starter valve 161.xx
Solenoid valve faulty Repair or replace solenoid valve 161.04
Control and monitoring sys- Error in pneumatic or electronic con- Check TDC position. Check cable
tem trol system or power supply
Remote start is blocked Check remote control switch posi-
tion
Turning gear Switching device not fully disengaged Disengage switching device

Engine reaches ignition speed, ignition does not occur
Fuel Fuel quality inadequate, fuel viscosity Ensure required fuel quality. 3.3
too high Check fuel preheating
Fuel System Fuel tank empty Ensure adequate fuel reserve
Fuel system not bled Flush and bleed fuel system 2.4
Fuel pressure in front of high pressure Check regulating valve on feed 2.4
pumps too low, feed pump faulty pump and adjust if necessary (>10 2.5
bar)
Fuel filter blocked Clean fuel filter
Speed control system Pick-up faulty Replace Pick-up 400.xx
Control and monitoring sys- Charge release fails/insufficient Replace Magnetic Valve Control
tem (MVC)
Error in pneumatic or electronic con- Replace Magnetic Valve Control
trol system

Cylinders ignite irregularly
Water in fuel Ensure required fuel quality. 3.3
000.05
Fuel System Fuel system not bled Flush and bleed fuel system 2.4
bar)
L32/44CR;L32/40CR

Injection valve Injection valves faulty Repair or replace injection valves 221.xx
Inlet and exhaust valves Inlet or exhaust valves are sticking, Remove the cause. Replace valve 113.xx
2008-10-30
valve springs broken, valves leaky spring.

The engine does not reach its full power/speed,
6 (12) 6730 3.6.1-01 EN

MAN Diesel 3.6.1

Water in fuel Ensure required fuel quality. 3.3
000.05
Fuel viscosity insufficient, fuel over- Ensure required fuel quality. 3.3
heated Check fuel preheating
bar)
Injection valves Injection valves faulty Repair injection valves 221.xx
or replace
Inlet and exhaust valves Inlet or exhaust valves are sticking, Remove cause. 113.xx
valve springs broken, valves leaky Replace valve spring.
Control and monitoring sys- Charge release fails/insufficient Replace Magnetic Valve Control
tem
Speed release too low Replace Magnetic Valve Control
Turbocharger Turbocharger contaminated or faulty Clean turbocharger. 500.xx
Monitor the operating values

Engine running unevenly, knocks
bar)
Engine Engine or individual cylinders severely Check Magnetic Valve Control and 2.5
overloaded exhaust temperature 3.5
Injection valves Injection valves faulty Repair or replace injection valves 221.xx
Excessive valve clearance Adjust the valve clearance in 111.xx
accordance with working instruc-
tions

Engine running at fluctuating speeds
Fuel Air in fuel Flush and bleed fuel system

Fuel System Fuel pressure in front of high pressure Check regulating valve on feed 2.4
L32/44CR;L32/40CR
bar)
Control and monitoring sys- Speed reference value unstable (air Replace Magnetic Valve Control
2008-10-30
tem leak/electrical signal)

Pick-up faulty Replace Pick-up 400.xx

Engine speed drops, engine stops
6730 3.6.1-01 EN 7 (12)

3.6.1 MAN Diesel

Fuel Water in fuel Ensure required fuel quality. 3.3

000.05
Fuel System Fuel tank empty Ensure adequate fuel reserve
bar)
Control and monitoring sys- Shutdown system triggered Remove the cause of the fault 2.4
tem

Exhaust smoke sooty, dark
Fuel Fuel quality inadequate Ensure required fuel quality. 3.3
Check fuel preheating
Charge air system Charge air too cold Check charge air coolant tempera- 2.5
ture
Charge air cooler contaminated (pres- Clean charge air cooler 2.5
sure difference too great) 322.xx
Turbocharger Turbocharger contaminated or faulty Repair or clean turbocharger 500.xx
Air intake filter clogged (lack of air) Clean or replace the air filter mats

Exhaust smoke blueish
Fuel Water in fuel Ensure required fuel quality. 3.3
000.05
Piston/Piston rings Excessive piston ring play or joint too Investigate the cause of the wear 2.5
big and remove. Replace piston rings 034.xx
Piston rings fixed or broken Investigate cause and remove. 034.xx
Replace piston rings
Turbocharger Turbocharger over-lubricated Check pressure control valve 500.xx

Noise from valve drive (noise speed-dependent)
L32/44CR;L32/40CR
valve springs broken, valves leaky Replace valve spring. 114.xx

Excessive valve clearance Adjust the valve clearance in 111.xx
2008-10-30
accordance with working instruc-

tions

Fumes from crankcase/crankcase ventilation, muffled noises originating from crankcase
Lube oil Water content too high Separate lube oil 3.3
000.05
8 (12) 6730 3.6.1-01 EN

MAN Diesel 3.6.1

Engine Crankcase ventilation blocked Clean lube oil separator and flame
prevention sieves
Piston/Piston rings Piston rings fixed or broken Investigate cause and remove. 034.xx
Replace piston rings
Running gear/crankshaft Piston or bearing running hot or start- Investigate cause and remove. 2.4
ing to show excessive wear Replace affected components 3.5

Splash oil monitoring system triggered
Lube oil lube oil - Temperature too high Check safety devices in the lube oil
circuit. Clean lube oil filter
lube oil - temperature deviation from Investigate cause and remove.
the mean value too high Replace affected components
Running gear/crankshaft Piston or bearing running hot or start- Investigate cause and remove. 2.4
ing to show excessive wear Replace affected components 3.5
Table 2: Errors and their causes/Fault finding – Part 2 – " Engine Start /Running Engine"
Fault finding "Operating data"
Coolant temperature too high
Coolant system Coolant shortage or air in the coolant Check the automatic bleeding
(HT system) system device in the coolant system and
clean if necessary
Coolant chambers and/or radiator Chemical cleaning of the coolant 000.08
contaminated system in accordance with details
provided by the cleaning agent
manufacturer
Coolant pump faulty Repair or replace coolant pump
Temperature control faulty Repair or replace coolant tempera-
ture control
Preheating device active Check system settings
Control and monitoring sys- Indicating device or connection line Investigate cause and remove.
tem faulty Replace affected components

Coolant pressure too low
Coolant system Coolant level in the tank too low Top up the coolant expansion tank
(HT system)
Leaks in the system Rectify coolant leaks
L32/44CR;L32/40CR
Lines blocked, components blocked Check coolant system. Replace

affected components
2008-10-30
Stand-by pump not started Check Engine Standby Device

Pressure switch/Measuring trans- Replace affected components
ducer faulty
6730 3.6.1-01 EN 9 (12)

3.6.1 MAN Diesel

Lube oil temperature too high

Coolant system Coolant shortage or air in the coolant Check the automatic bleeding
(recooling system) system device in the coolant system and
clean if necessary
manufacturer
Temperature control faulty Repair or replace lube oil tempera-
ture regulator
Preheating device active Check system settings

lube oil pressure too low
Lube oil system Low oil level in the service tank Top up lube oil service tank
Pressure relief valve of the lube oil Replace affected component. Set-
pump, broken spring ting excess pressure valve
Pressure regulating valve faulty Repair or replace pressure regulat-
ing valve
lube oil pipes leaking Replace sealing elements
Lube oil lines blocked Remove the cause. Clean and flush
the lube oil lines
Lube oil filter clogged Clean lube oil filter or replace filter
insert
Lube oil pump faulty Repair or replace lube oil pump
Stand-by pump not started Check Engine Standby Device
Pressure switch/Measuring trans- Replace affected components
ducer faulty

Exhaust gas temperature (level control deviation or mean value change)
Common-Rail system Rail pressure too low Check the deviation between the
set and actual values of rail pres-
sure, rectify fault if necessary
Fuel System Fuel pressure in front of high pressure Check regulating valve on feed 2.4
bar)
L32/44CR;L32/40CR

Charge air system Charge air temperature too high, Check differential pressure charge 2.5
charge air pressure too low air cooler. Check and clean charge
2008-10-30
air cooler and turbocharger.

Cylinder head Cylinder head - Inlet duct contamina- Check inlet valves. Clean turbo- 055.xx
ted charger.
valve springs broken, valves leaking Replace valve spring. 114.xx
10 (12) 6730 3.6.1-01 EN

MAN Diesel 3.6.1

Temperature sensor faulty Replace temperature sensor
Cabling/Connections defective/faulty Investigate cause and remove.
Replace affected components
Turbocharger Turbocharger contaminated or faulty Repair or clean turbocharger 500.xx

Charge air temperature too high
Intake air system/ Intake temperature too high Check air inlet system and clean if 2.5
Charge air system necessary
Coolant system Insufficient coolant or air in coolant Top up the coolant expansion tank.
(LT system) system Bleed the coolant system
manufacturer
Temperature control faulty Repair or replace coolant tempera-
ture control
Temperature sensor faulty Replace temperature sensor

Charge air pressure too low
Intake air system/ Intake temperature too high Check air inlet system and clean if 2.5
Charge air system necessary
Charge air cooler contaminated (pres- Clean charge air cooler 2.5
sure difference too great) 322.xx
Leakage on air and exhaust side Determine the cause and replace
the sealing element concerned
Exhaust gas system Exhaust gas counterpressure too high Check and clean exhaust system 2.5
(exhaust gas tank contaminated)
Turbocharger Air filter, compressor/turbine side of replace components concerned or 500.xx

the turbocharger contaminated /dam- repair or clean
aged
L32/44CR;L32/40CR

Crankshaft bearing - temperature too high
2008-10-30
Crankshaft bearings Bearing damaged, faulty lubrication Investigate cause and remove. 021.xx
Control and monitoring sys- Temperature sensor faulty Replace temperature sensor
tem
Table 3: Errors and their causes/fault finding – Part 3 – "Operating Data"
6730 3.6.1-01 EN 11 (12)

3.6.1 MAN Diesel
Fault finding - "Other problems"


Starting pipe to cylinder head getting hot
Cylinder head Starting valve leaky Repair or replace starter valve 161.xx

Safety valve in the cylinder head blows off
Cylinder head Safety valve, spring broken Replace safety valve
Table 4: Errors and their causes/fault finding – Part 4 – "Other Problems"
L32/44CR;L32/40CR
2008-10-30
12 (12) 6730 3.6.1-01 EN

MAN Diesel 3.6.2
Emergency operation when one cylinder fails

Emergency operation when one or two cylinders fail
Emergency operation when Even when operating carefully the following serious faults cannot be exclu-
one or two cylinders fail ded
▪ in the injection system or high pressure pump drive,

▪ at the inlet or exhaust valves or their drive,
▪ at the cylinder head or
▪ at the connecting rod, piston or cylinder liner.
. If a malfunction of this kind occurs, the engine must be stopped and the
damage rectified. If that is not possible, then the possibilities for emergency
operation must be checked and, if required, the necessary measures taken.
Under certain conditions, mostly at reduced power, the engine may be put
back into operation again. If the engine is not allowed to stop for an impor-
tant reason, then at least all possibilities for reducing consequential damage
must be utilised.
Table 1 shows such emergencies with their conditions and countermeas-
ures. The texts in the following table describe the example emergencies in
more detail and contain supplementary information.
Conditions/
Operation possible/impossible
Malfunction measures/
when supporting the engine
hazards
Key: Rigid Resilient
A: Single engine system
B: Double engine or At an angle Conical code
multiple engine system A B A B
✔: Operation possible
✘: Operation not possible Case 1 ✔ 1, 5-7, 9
☎: Consultation with Cylinders switched
off (interruption of the ✔ 1, 5-7, 9
MAN Diesel SE required
power supply to the ✔1) 1, 5-7, 9, 13
control solenoid for
injection) ✘ 12
Case 2 ✔ 1, 2, 5-7, 9
Rocker arms and
push rods removed, ✔ 1, 2, 5-7, 9
cylinders switched off ✔ 1)
1, 2, 5-7, 9, 13
(interruption of the
power supply to the ✘ 12
control solenoid for

injection)
Case 3 ✔ 1-3, 5-10
Piston and connect-
ing rod removed ✔1) ✔1) 1-10, 13
32/40CR;32/44CR
✘ ✘ 12
2008-12-05
Case 4 ☎ 11
2 pistons and con-
necting rods ☎1) ☎1 11
removed ✘ ✘ 12
1)
Operation under these conditions is not possible if the generator units are resiliently mounted.
Table 1: Emergency operation when one or two cylinders fail
6709 3.6.2-01 EN 1 (4)

3.6.2 MAN Diesel
Explanations - type of malfunction

Case 1 Operating faults which require the cylinder to be switched off (interruption
of the power supply to the control magnet for injection) but allow an oper-
ation of the affected cylinder/piston against the normal compression resist-
ance, e.g.
▪ Malfunction in the injection system due to a faulty nozzle,
▪ Malfunction in the cylinder head due to a faulty valve, gas leakage at the
cylinder head, broken cylinder head bolt.
Case 2 Operating faults making it necessary to dismantle the rocker arms and the
push rods and to turn the cylinder off (interruption of the power supply to
the control magnet for injection), but which allow the operation of the affec-
ted cylinder/piston against the normal compression (closed valves), e.g.
▪ Malfunction at the valve control,
▪ Malfunction in the cylinder head due to gas leakages on sealing rings
and a maximum of 2 broken cylinder head bolts2).
Case 1 and case 2 are less problematic with respect to vibration when
compared with case 3, since the running gear parts remain in place.
With operating faults which do not allow operation of the piston against the
compression, proceed as per case 3 if possible, or switch the engine off.
Case 3 Operating faults which make it necessary to remove the entire running gear
(piston, connecting rod, push rods).
Cases 1...3 are taken into consideration in the torsional vibration

calculation. Operating limitations which may be required are indicated
by restricted area signs on the operating devices.
Case 4 Operating faults which make it necessary to remove two entire running
gears (piston, connecting rod, push rods).
2)
Engine 32/40 must not be operated if 2 cylinder head bolts are broken.
Conditions/measures - what action must be taken?

Code Conditions/Measures/Hazards
1 ▪ Cylinders switched off (interruption of the power supply to the

control magnet for injection)
2 ▪ Dismantle the rocker arms in accordance with Work Card 111...

(see Volume 010.005 Engine - Working Instructions).
32/40CR;32/44CR
▪ Remove both push-rods in accordance with Work Card 112... (see

2008-12-05
Volume 010.005 Engine - Working Instructions), swivel cam fol-

lower upwards and secure in position using the wire rope and
clamping screw from the inventory list3). Seal lubricating oil bores.
▪ Close oil pipe to the rocker arm lubrication.
2 (4) 6709 3.6.2-01 EN

MAN Diesel 3.6.2
Code Conditions/Measures/Hazards

3 ▪ Remove piston and connecting rod.
▪ Seal the lubricating oil bores in the crank pin in accordance with
Work Card 020... (see Volume 010.005 Engine - Working Instruc-
tions).
▪ Close starting pilot air pipe on the cylinder that has been shut
down.
4 For substantial balancing of the rotating mass torque in accordance

with Work Card 020... (see Volume 010.005 Engine - Working Instruc-
tions) remove one balance weight in the step of the defective cylinder.
5 Reduce engine power (and speed) in accordance with the warning sign
on the control station. Theoretically available power or speed accord-
ing to the correlations explained below.
6 Observe the operating data. Exhaust temperatures and turbocharger
speeds may not exceed the permitted values.
7 Do not ignore the danger of the turbocharger "pumping".
8 If the piston has been removed, difficulties may be encountered when
starting up at specific crankshaft positions.
9 The engine must be supervised at all times. For safety reasons, move
or manoeuvre from the engine room. Restrict operation to emergency
cases/limit operating time.
10 Mass balancing malfunction. Critical vibrations can arise in the engine
or in the ship even outside the speed ranges that are blocked because
of torsional vibration calculations. These ranges should be avoided/
passed through rapidly. Engine power must be reduced to 50 %.
11 Mass balancing severely disturbed. Engine operation is only permitted
after consulting MAN Diesel SE.
12 Mass balancing malfunction. Vibration/movements occurring due to
the elements of the resilient support not being brought under control.
13 Resilient support in accordance with Work Card 012... (see Volume
010.005 Engine - Working Instructions) to be blocked with restraining
fixture. The restraining fixture is included in the set of tools with single
engine systems. It can also be obtained subsequently. For the work to
be done prior to deployment, please contact MAN Diesel SE.
3)
Cams and rollers must not come into contact when the camshaft is turning.
Power and speed reduction

The engine power, and possibly also the engine speed, must be reduced in
order to avoid the unaffected/remaining cylinders from being overloaded.
The following theoretical correlations apply:

Variable-pitch propeller or Maximum permitted power
generator drive (n = const.)
32/40CR;32/44CR
2008-12-05
Fixed-pitch propeller drive Maximum permissible speed
6709 3.6.2-01 EN 3 (4)

3.6.2 MAN Diesel
Where:
PN Rated power nN Rated speed Z Number of cylinders
The value of the square root expression is shown in Table 2.

Z 5 6 7 8 9 10 12 14 16 18 20
0,89 0,91 0,93 0,94 0,94 0,95 0,96 0,96 0,97 0,97 0,97
Table 2: Factors for the calculation of the speed reduction in the event of the failure of one cylinder
The primary condition is that the maximum permitted exhaust temperature
is observed, and that the turbocharger does not "pump".
Notes on vibration
Blocked areas/Vibrations Due to shutting off one cylinder, critical speeds may occur which require
limitations of the operating range. The limitations for this abnormal operating
condition can be taken from the warning signs.
If it is necessary to dismantle the running gear of the cylinder concerned
(case 3) then the engine power must be reduced to 50 %. Moreover, the
mass compensation is considerably disrupted. Free mass forces and free
mass torques can be created. This, in turn, can create anormal vibrations in
the engine and in the ship. In this case it is necessary to impose further
blocked ranges based on a subjective impression.
The disruption of the mass equalisation is only partly compensated for by
dismantling a counterweight in order to counterbalance the rotating mass
of the dismantled connecting rod.
If it is necessary to interrupt the ignition, not only on one cylinder but on
several cylinders, then consultation with MAN Diesel SE at the Augsburg
factory is required.
32/40CR;32/44CR
2008-12-05
4 (4) 6709 3.6.2-01 EN

MAN Diesel 3.6.3
Emergency operation upon failure of a turbocharger

Preliminary Remarks
General Turbochargers are high-demand flow machines. They work at very high
speeds and relatively high temperatures and pressures.
Even in the case of careful operative management, emergency operation
may become necessary.
Failure of a turbocharger The following criteria indicate that there is damage to or failure of a turbo-
charger:
▪ A sudden drop in turbocharger speed,
▪ Strong vibration or noise occurring in the turbocharger,
▪ High exhaust temperatures which do not match the engine load condi-
tions.
Type and source of the danger

In these cases an investigation/rectification of the malfunction is
required!
If, due to an emergency situation, the engine must continue to be operated

using the faulty turbocharger, which is only possible at reduced engine
power, special measures must be taken for emergency operation of the
engine.
Existing auxiliary equipment Turbocharger (see Volume 010.200 Turbocharger):
▪ End cover for blocking the rear panel of the compressor and turbine with
the rotor assembly removed.
▪ Retaining device for blocking the rotor assembly from the compressor
side (suction section stays open).
All auxiliary equipment is designed so that it is possible for the air and
exhaust gas to flow through the turbocharger.
Engine (see Volume 010.005 Engine - Working Instructions):
Screen (catch grating) for the side of the charge air pipe(s) facing away from
the turbocharger (screen should make the suction of the engine easier).
Blind flange(s) for blocking the partially removed charge air bypass pipe (if
provided).
Emergency engine operation with turbocharger failure

For critical reasons the engine
must not be stopped

2008-12-05
Please note that, despite observing the following measures, there is a

risk of destroying the turbocharger! Should this happen, there is acute
General
danger to persons and a risk of material damage! Emergency engine

operation is only permitted for the period of time required to avoid an
emergency situation!
6680 3.6.3-02 EN 1 (3)

3.6.3 MAN Diesel
Measures to be taken:
▪ Reduce engine power so that

˗ the maximum exhaust temperature after the cylinder is not excee-
ded,
˗ the maximum exhaust temperature in front of the turbocharger is not
exceeded,
˗ increased clouding of the exhaust is minimised.
Do not stand near the turbocharger!
▪ As a precaution, prepare the fire extinguishing measures!

▪ At the next opportunity, check for damage and carry out troubleshoot-
ing.
The engine may be stopped
briefly.

The duration of emergency engine operation must be kept to an absolute
minimum!
Measures to be taken:
▪ Stop engine.
▪ Carry out work on the turbocharger.
˗ Remove the turbine rotor (see Volume 010.200 Turbocharger) (this
is recommended by the turbocharger manufacturer)
˗ or
˗ Block the turbine rotor (see Volume 010.200 Turbocharger) (only if
there is no time to remove the turbine rotor).
▪ Carry out engine matching (see Volume 010.005 Engine - Working
Instructions).
▪ After restarting the engine, limit the maximum power so that
˗ the maximum exhaust temperature after the cylinder is not excee-
ded,
˗ the maximum exhaust temperature in front of the turbocharger is not
exceeded,
˗ increased clouding of the exhaust is minimised.
Do not stand near the turbocharger!

2008-12-05
▪ As a precaution, prepare the fire extinguishing measures!

▪ At the next opportunity, check for damage and carry out troubleshoot-
General
ing.
2 (3) 6680 3.6.3-02 EN

MAN Diesel 3.6.3
Maximum power that can be achieved

The following criteria place a limit on the engine load which can be achieved
in emergency engine operation
▪ the maximum exhaust temperature after the cylinder,
▪ the maximum exhaust temperature in front of the turbocharger,
▪ Exhaust clouding.
The following information is only a guideline.
L 32/44 CR
L 32/40
Turbocharger failure 48/60 B V 32/40
48/60 CR:
L 58/64
Engine operation at variable speed 15% of the rated 40% of the rated
power at the associ- power at the associ-
ated speed ated speed
Engine operation at constant speed 20% of the rated 40% of the rated
power at rated speed power at rated
speed
Table 1: Emergency operation with turbocharger failure - maximum achievable
power/speeds
The above power values are only reference values. If required, the power
must be reduced further.
2008-12-05
General
6680 3.6.3-02 EN 3 (3)

MAN Diesel 3.6.4
Failure of the power supply (blackout)

Failure of power supply
Blackout means a sudden electrical power failure. A blackout causes the
coolant, lube oil and fuel pumps to fail if these are not powered by the engine
itself. Other important supply units and the measuring control and regulating
devices are also affected.
If the blackout occurs while operating at a high engine power level, the
coolant which stops circulating is heated by the engine components which
are subject to high thermal forces and steam bubbles may form.
Therefore: Exercise care near the venting and drain pipes!
Immediately stop the engine.
In the event of a blackout, be sure to stop the engine immediately, both

automatically controlled engines and engines which are manually
controlled.
This also applies in those cases where pumps do not resume operation
within a few seconds, which may happen if the power supply is automati-
cally taken over by a standby power unit. For marine main engines, this
emergency stop operation can be temporarily bypassed in extreme cases
where "ship before the machine" applies. The engine must be disengaged
on engines fitted with a disengaging coupling. For ships with a variable-pitch
propeller, if possible, the gradient must immediately be set to zero so that
the engine is not dragged by the propeller. These operations must be trig-
gered automatically if the lube oil pressure decreases.
Relubrication unit For engines which are equipped with a directly coupled, engine-powered
lube oil pump (and an electrically powered standby pump), the engine oil
supply will be kept running by this pump in case of a blackout.
Marine engines which are equipped with 2 electrically driven lube oil pumps
and for which there is a risk of drag being exerted on the engine while the
ship is drifting, must be equipped with a post-lubrication tank. The oil supply
from the overhead tank during this phase (in emergencies) must be ensured.
Stationary engines which are equipped with 2 electrically driven pumps are
set to "zero" charge in case of a blackout. Relubrication of the engine takes
place during the relatively short (1 ... 3 minutes) load-free run-down period.
Regardless of how the lube oil system is otherwise designed, during run-
32/40CR;32/44CR;48/60CR
out the turbocharger(s) is/are supplied for a period of time with oil from a
top-mounted oil tank (rigid engine support) or by a separately positioned oil
tank (resilient engine mounting).
Common-Rail electronics The power supply for the Common Rail electronics and thus the injection
system with speed regulation is maintained by the set of accumulators
mounted in the switchgear cabinet. This means that the engine can be run
2008-11-06
on for a short period under consideration of the other systems affected by

the blackout. If the accumulators are fully charged the maximum guaranteed
operating period is 30 minutes. This must not be exceeded since otherwise
the fuel injection controlled by the Common Rail fuel injection system will
break down at a unpredicted point in time. The lack of the supply voltage is
displayed by the Common Rail electronics by a relevant alarm signal.
6709 3.6.4-01 EN 1 (2)

3.6.4 MAN Diesel
Systems with automatic oper- After restoring the electrical power supply, the pumps and fans must restart
ation automatically in the order indicated:
1. Lube oil pump and fuel pump,

2. Coolant pump,
3. Engine room ventilation,
4. Sea water pump.
The engine must never start automatically after a blackout.
The blocking of the fuel pump is disengaged as soon as the coolant and the
lube oil pumps have started up. The drive lever of the automatic control must
be set to STOP and only after doing so may the engine be restarted and
slowly have load applied to it in accordance with the power-up drive pro-
gram.
Systems with manual opera- In manual mode the engine must be stopped immediately after a Blackout
tion in order to prevent severe damage caused by lubrication failure or by ther-
mal overload. After restoring the electrical energy supply proceed as per
automatic operating mode. Here, too, it is important that the engine is
restarted and only gradually has load applied to it.
Blackout test When commissioning engine systems, a blackout is often provoked inten-
tionally to test the engine behaviour and the activation of the shutdown
equipment. To reduce wear on the engine, this test may only be carried out
at an engine speed below approx. 50 % or with a power at approx. 15 %.
Resuming operation of the Depending on the power level operated at prior to suddenly powering down,
engine after a blackout the coolant no longer circulating is heated up substantially by the hot engine
components, which in some cases may lead to the formation of steam in
the cooling spaces in the cylinder head.
It is therefore advisable to wait until the engine has cooled down before
restarting. Given that it is only rarely possible to do this, when resuming
operation, follow these steps to prevent damage from occurring as a result
of thermal shocks:
1. Shut off recooling by bypassing the fresh water cooler.
2. Only briefly turn on the coolant pump so that colder water from the pipes
slowly mixes with the hot water in the engine.
3. Turn the coolant and lube oil pumps on.
32/40CR;32/44CR;48/60CR
4. Fuel pressure (in front of engine) in the fuel feed line at least 3 bar.
5. Start the engine.
6. Turn the recooling on again
2008-11-06
2 (2) 6709 3.6.4-01 EN

MAN Diesel 3.6.5
Failure of cylinder lubrication

Failure of cylinder lubrication
Emergency operation with Supplying lube oil to the piston surfaces, piston rings and cylinder liners is
failure of the cylinder lubrica- ensured by the splash lubrication of the crankcase and by the additional
tion cylinder lubrication unit. If the cylinder lubrication unit completely or partially
fails, the engine can continue to be operated for a limited time (approx. 250
h). It is recommended to reduce engine power to below 70% to minimize
wear rates of cylinder liners, piston rings and piston ring grooves.
Cylinder lubrication unit

In case of failure of the cylinder lubrication unit, the unit must be serviced
or replaced as quickly as possible.
The following measures must be carried out before re-commissioning the

cylinder lubrication after operating the engine without cylinder lubrication in
order to clean the bores in the cylinder lubrication system:
1. Switch the pump for pre-lubrication on when the engine is stopped.
2. Switch the pump for cylinder lubrication to manual mode.
3. Turn the engine over slowly for approx.10 minutes (the pump for cylinder
lubrication must be switched on again after 5 minutes).
2008-11-06
General
6680 3.6.5-01 EN 1 (1)

MAN Diesel 3.6.6
Failure of speed governor system

Failure of speed governor system
Behaviour with stationary In the event of failure of the Common Rail control system, caused
engines or ship's main
engines in generator opera-
tion mode
▪ by missing or faulty input signals,
▪ by internal errors or
▪ by failure of the power supply,
on stationary engines or ship's main engines in generator operation mode,
emergency shut-off of the engine is not required. In the event of a failure of
the Common Rail control system the actuation of the control valves ceases
and therefore no further fuel injection takes place. The emergency switch-
off device for unloading the Common Rail accumulator unit remains unaf-
fected.
In most cases it is right
▪ to stop the engine
▪ to look for the fault causing the actuation
▪ to eliminate the source of the fault systematically and
▪ only then to re-start the engine.
Troubleshooting In the display of the operating unit, in addition to the error messages, the
relevant error codes are also displayed, which are then itemised in the man-
ufacturer's brochures (see Volume 010.120 Governor). If this does not solve
the problem please contact MAN Diesel SE.
Emergency operation of For single engine plants, which are operated as ship's main engines, there
ship's main engines with is no redundancy of the drive by a second engine. In this case, a redundant
direct propeller drive version of the Common Rail electronic control system is provided.
Operation of the engine without the common rail control electronics is

not possible!
In the event of an error in the Common Rail electronic control system or in

32/40CR;32/44CR;48/60CR
its connections this is alarmed via the operating device. A single error in the
electronic control system does not necessarily to a failure of the engine. The
error can, however, have an effect on the available output (e.g. failure of a
cylinder)
Slight errors caused by individual sensors or connections can be rectified
or reset.
2008-12-05
If a serious error occurs the Common Rail electronic control system

switches to emergency operation. Resetting the emergency operation is
only possible when the engine is at a standstill in order to exclude unfore-
seen operational circumstances.
6709 3.6.6-01 EN 1 (2)

3.6.6 MAN Diesel
Even if emergency operation seems possible without problem, the fault

must be cleared as quickly as possible, as further damage to the engine

cannot otherwise be excluded.
32/40CR;32/44CR;48/60CR
2008-12-05
2 (2) 6709 3.6.6-01 EN

MAN Diesel 3.6.7
Response in the event that operating values are exceeded when alarms occur

Basic information
Operating data/Limit values Operating data, e.g. temperatures, pressures, resistance to flow and all
other safety-relevant values/characteristics must be kept within the target
range. Limit values must not be exceeded. The mandatory reference values
contain the test run and commissioning protocol in Volume 010.330 and the
"List of measuring and regulation equipment" in Volume 070 Control and
Monitoring System.
Alarms, reduction and stop Alarms, reduction or stop signals are triggered by the most important oper-
signals ating data, depending on the level of excess and risk potential. This is ach-
ieved with the help of the alarm system and safety control system. Reduc-
tion signals reduce the engine output in marine systems. This is achieved
by reducing the pitch in controllable-pitch propeller plants. Stop signals
cause the engine to stop.
Response in the event of Acoustic or visual warnings can be reset. The displays remain active until
emergencies - technical the fault has been eliminated. Reduction or stop signals can be suppressed
options in marine systems (with the exception of "overspeed" signal) using the over-
ride function with the value "ship before machine". This option is not avail-
able in stationary systems.
Classification of alarm and The guidelines of the classification associations and the operator's own
limit values assessment apply when defining the alarm values and safety-relevant limit
values.
Examples Stop criteria are (for example): overspeed, excessively low lubrication oil
pressure and excessively high temperatures at main bearings. If the oil mist
detector responds it is normal also for a stop to be effected. If the cooling
water temperature in ship's systems is too high a power reduction is initi-
ated.
Legal situation
The purpose of alarm, reduction and safety signals is to warn against or
eliminate dangers. Due care must be observed when investigating their
causes. The malfunction sources must be consistently eliminated. They
must not be ignored or suppressed, unless instructions to do so are given
by the management, or in cases where the cause represents a high degree
of danger.
Ignoring or suppressing alarms

It is extremely dangerous for persons and technical equipment to ignore/

suppress alarms or override reduction and stop signals.
Liability claims for damage caused by exceeding target values and/or sup-
pressing/ignoring alarm and safety signals will not be recognised under any
circumstances.
2008-12-05
General
6680 3.6.7-01 EN 1 (1)

MAN Diesel 3.6.8
Response in the event of a splash oil alarm

General
Running gear temperature The running gear temperatures in the crankcase are transferred to the sur-
monitoring rounding lube oil. Damage to big end bearings, piston seizure and blow-bys
from the combustion chamber cause a change in the lube oil temperature.
For the splash oil monitoring system some of the splash oil in each big-end
bearing pin is collected; the temperatures of the splash oil are monitored
and compared. If the maximum temperature is exceeded, or if the temper-
ature differential between the individual running gears is too great, initially
an alarm is triggered followed by an automatic engine stop if necessary.
Danger to persons and dam-
age to property!
Oil mist formation

Bearing damage, piston seizures and blow-bys encourage oil mist to
form; this poses an acute risk to the health of personnel and damages
property. It may cause an explosion in the crankcase which could
severely damage the engine, crankshaft and running gear parts.
The engine is not monitored when the splash-oil monitoring system is inop-
erable. In this case, initial signs of damage cannot be detected or will not
be detected in time.
Checks following a splash-oil alarm/engine stop
Checking the alarms Once an alarm has occurred, the splash oil temperatures must continue to
be monitored. If the temperature value causing the alarm does not fall back
to the normal value after a short period the engine must be stopped and the
relevant running gear must be checked. A check of the running gear must
be carried out after an automatic engine stop.
Running gear check Once the waiting period of 10 minutes has elapsed (this is necessary as
there is danger of explosion due to the entry of air (see safety regulations))
all crankcase covers must be removed. The subsequent checks include the
following: The other work/working steps include:
▪ measurement of all bearing temperatures,
▪ visual inspection of the running gear parts and the sump for swarf, dis-
colouration and warping of materials and
▪ visual inspection of all piston skirts and cylinder liners. Aluminium alloy
piston skirts suffer pick-up damage at an earlier stage, grey cast iron
skirts are less sensitive.
If no damage is found during this inspection the previously unchecked
points in the troubleshooting list should then be checked. If necessary con-
tact the nearest service support location.
2008-11-06
Starting engine
The engine may only be restarted after you ensure that no damage exists
General
or that the original damage has been rectified.
6680 3.6.8-02 EN 1 (1)

MAN Diesel 3.6.9
Response in the event of slow-turn errors

Basic information
In engines equipped with "Slow-Turn", the engine is turned over automati-
cally prior to starting – this process is monitored in the engine control sys-
tem. If the engine does not reach the number of anticipated crankshaft rev-
olutions within the specified period, or if the minimum slow-turn time is not
achieved, an error message is produced.
A corresponding error message normally indicates that fluid has accumu-
lated in the combustion chamber. If the slow-turn procedure is completed
successfully, the engine starts automatically.
Response following a slow-turn error
Slow-turn parameters With the slow-turn procedure the engine is automatically turned with the air
pressure reduced prior to the actual engine start. During this process, 2.5
crankshaft revolutions must be achieved within a specific time period. If this
occurs in less than 15 seconds, or if takes longer than 40 seconds, a slow-
turn error is produced by the engine control system.
Slow-turn parameters Value
Revolution counter 2.5 revolutions
Slow-turn monitoring limit value Tmax 40 sec
Slow-turn monitoring limit value Tmin 15 sec
Engine downtime counter 4h
Table 1: Slow-turn parameters for engine control
Stopping the error The engine is normally prevented from turning freely by fluid that has pene-
trated the combustion chamber. This may be fuel, coolant or lube oil. In this
case the engine must be turned through one full crankshaft revolution with
the indicator cocks open using the turning-over gearbox.
In this case the following procedure must be observed:
▪ Engage turning-over gearbox
▪ Open indicator cocks
▪ Turn the engine through one full crankshaft revolution
▪ Check the indicator cocks for the discharge of fluid
If no fluid comes out, If fluid comes out,
- Close indicator cocks - Establish and eliminate the reason for

the presence of fluid in the combustion
- Disengage turning-over gearbox chamber.
- Press "Confirmation engine turned"
button
- Start engine
2008-11-06
General
6680 3.6.9-01 EN 1 (2)

3.6.9 MAN Diesel
Slow-turn error
Blowing out of the affected cylinder in this case is not permitted! If the
above steps are not carried out a slow-turn error will occur during
subsequent starting attempts!
2008-11-06
General
2 (2) 6680 3.6.9-01 EN

MAN Diesel 3.7
Operative Management IV - Shutting Down the Engine

3.1 Prerequisites
3.2 Safety
3.3 Operating media
operation
Data
Engine
6730 3.7-1 EN 1 (1)

MAN Diesel 3.7.1
Shutting down/preserving the engine
Operative Management IV - Shutting Down the Engine

Shutting down/preserving the engine
If the engine is shut down for longer than 1 week it must be turned over once
a week for approximately 10 minutes. To do this, the lube oil pumps for the
running gear and cylinder lubrication must be put into operation (oil tem-
perature approximately 40 °C).
For longer downtimes (e.g. storage) the engine must be emptied, cleaned
and preserved. The necessary instructions are contained in Work Card
000.14 - "Corrosion protection/preservation of diesel engines". The neces-
sary preliminary work, the preservation itself and suitable preserving agents
are described in this Work Card.
2008-11-06
General
6680 3.7.1-01 EN 1 (1)

MAN Diesel
Maintenance/Repairs
1 Introduction
2 Technology
5 Appendix
6730 4-1 EN 1 (1)

MAN Diesel 4.1
General remarks
Maintenance/Repairs
General remarks
Meaning and purpose of Alongside regular checks, maintenance work is one of the operator's obli-
maintenance work/prerequi- gations and serves to maintain the operational readiness and reliability of
sites the system. This work must be carried out in accordance with the mainte-
nance schedule in a timely manner by competent personnel.
Maintenance work helps operating personnel detect emerging malfunctions
in good time. It provides the persons responsible with information on nec-
essary reconditioning work or repairs and influences the planning of down-
times.
Maintenance and repair work can only be carried out properly and correctly
if the required spare parts are available. In addition to spare parts, it is also
expedient to keep a stock of parts in reserve to cater for unexpected failures.
Please ask MAN Diesel SE to submit a quotation if required.
Maintenance schedule/main- The necessary work is listed in the maintenance schedule. This contains
tenance intervals/personnel
and time requirements
▪ a brief description of the work,
▪ the repetition intervals,
▪ the personnel and time requirements and
▪ refers to the relevant Work Cards/working instructions.
Work Cards in Volume The Work Cards, summarised in Section 010.005 or 010.200 of the Tech-
010.005 Engine - Working nical Documentation, give a brief description of the meaning and purpose
Instructions or 010.200 Tur- of the work.
bocharger
They also contain information on
▪ required tools/auxiliary equipment
▪ detailed descriptions and drawings of the work sequences and steps.
Maintenance schedule for the A dedicated maintenance schedule is provided for the turbocharger(s). This
turbocharger can be found in Volume 010.200. Maintenance/Repairs
2008-12-05
General
6680 4.1-03 EN 1 (1)

MAN Diesel 4.2
Maintenance schedule (explanatory notes)
Maintenance/Repairs
Preliminary Remarks
Maintenance schedules
Systems 4.7.1
Engine 4.7.2
Turbocharger 4.7.3
The maintenance schedule for the engine includes work on components of

peripheral systems and on engine components/subassemblies (see Section
4.7). The maintenance schedule for the turbocharger is part of Volume C1
of the Technical Documentation.
Obligation and possibilities for adaptation
Validity of the maintenance Maintenance schedules 4.7.1 and 4.7.2 are jointly applicable. They sum-
schedule marise work that is to be carried out at regular intervals or within a range of
intervals.
After 30,000 or 36,000 operating hours, a thorough examination of the main
components must be carried out. In particular, the cylinder heads and
valves, the cylinder liners and pistons and the running gear parts and bear-
ings should be checked for wear and renewed if necessary. It is recom-
mended that extensive work such as this and the general overhaul is carried
out by one of our customer service locations.
Adapting the maintenance The maintenance schedules apply to average operating conditions. The
schedule stipulations are non-binding recommendations and guideline figures. In
order to obtain data based on experience, it is recommended that the lower
interval ranges are used initially as a guideline. The repeat intervals must be
shortened following a critical analysis, if the operating results and operating
conditions require it, and if the operating schedules permit it (ship timeta-
bles/inspection periods for power stations). It is possible to extend the
intervals if the operating results and operating conditions are favourable.
Favourable operating conditions are:
▪ uniform loading within the range of 60 to 90 % of rated power,
▪ observance of the specified temperatures and pressures for operating
media,
▪ use of specified lube oil and fuel qualities,
▪ careful separation of fuel and lube oil.
Unfavourable operating conditions are:
Maintenance/Repairs
▪ prolonged operation at peak loads or low loads, long periods of idling,

frequent severe load changes,
▪ frequent engine starts and repeated warm-up phases without sufficient
2008-11-06
preheating,
▪ high engine loads before the specified operating temperatures have
General
been reached,
▪ lube oil, coolant and charge air temperatures too low,
6628 4.2-02 EN 1 (2)

4.2 MAN Diesel
▪ use of insufficient fuel qualities and inadequate separation,

Maintenance/Repairs
▪ insufficient intake air filtering (particularly with stationary engines).

Maintenance/Repairs
2008-11-06
General
2 (2) 6628 4.2-02 EN

MAN Diesel 4.3
Tools/Special tools
Maintenance/Repairs
Preliminary Remarks
Standard Tools The engine is equipped with a comprehensive set of tools. It consists of
▪ hydraulic tensioning tools, and

▪ Special tools.
It enables normal maintenance work to be carried out. Volume B6 of the
technical documentation includes a list of the tools and their designations.
The tool set for the turbocharger is contained in one case and a table of
contents is also included.
Moreover, tools are offered
▪ for work which is often of a more difficult nature or which is seldom
required,
▪ which facilitate the work, or
▪ which help to overcome plant difficulties.
Tools upon the customer's Such tools are supplied upon request. Please ask MAN Diesel SE to submit
request a quotation if required. The table below shows which tools are available to
supplement the standard set of tools for the engine.
Special tools Certain jobs, which are classified as repairs as opposed to maintenance
tasks, require special expert knowledge, experience and supplementary
equipment/accessories. For such work we provide our service support
points or authorised workshops, where required, with other special tools.
We therefore recommend that you consult these partners, or ask them to
do jobs for you whenever your own capacities in terms of time, qualification
or personnel are inadequate.
Tools supplied upon customer's request
Tool Comment
Basic tools General hand-tools are required for all work on the engine (open-ended
spanners, screwdrivers etc.). For scope of basic tools see Sheet 1.3 in Vol-
ume 010.005 Engine - Operating Instructions.
Endoscope with or without In order to inspect inside areas of any type and in order to check the cams
video camera and rollers on the valve camshaft of the V engines, the aforementioned
Olympus endoscope can be used. It is comprised of an ocular unit, a
sleeved light guide and interchangeable objective lenses. These provide a
direct view onto the lit object or a side view.
Maintenance/Repairs
2008-12-05
L32/44CR
6730 4.3-01 EN 1 (9)

4.3 MAN Diesel
Maintenance/Repairs
Figure 1: Industrial endoscope with flexible light guide and interchangeable

objective lenses
Digital pressure gauge for With the SI digital pressure gauge, differential pressure measurements at
pressure and differential the charge air cooler and in the crank area can be performed safely and
pressure measurement comfortably. Special connections are provided. The instrument can also be
used at other measuring points.
Maintenance/Repairs
2008-12-05
Figure 2: SI digital pressure gauge

L32/44CR
Protective strap for crank- When the running gear is dismantled, the protective strap protects the crank
shaft pin pin from damage.
2 (9) 6730 4.3-01 EN

MAN Diesel 4.3
Crankshaft test instrument The crank web deflection indicates the alignment of the crankshaft bearings
Maintenance/Repairs
and the bearing of the driven shaft. A crankshaft test instrument is needed
to measure the crank web deflection. The crankshaft test instrument con-
sists of a measuring clock and diverse extension rods.
electronic crankshaft test The crank web deflection indicates the alignment of the crankshaft bearings
instrument and the bearing of the driven shaft. A crankshaft test instrument is needed
to measure the crank web deflection. The crankshaft test instrument con-
sists of a measuring clock and diverse extension rods.
Figure 3: Crankshaft test instrument

Tool for removing/fitting the During maintenance work, such as the removing and fitting of a balance
balance weight bolt weight bolt, the aforementioned tool can be used. This is only required in
special circumstances.
Tool for removing/fitting the During maintenance work, such as checking the crankshaft main bearing or
crankshaft bearing cap replacing the bearing shells, the main bearing cap is just lowered, not
removed. This is only required in special circumstances. This is what the
tool referred to on the left is used for.
Device for removal and fitting For maintenance work, such as replacing the complete torsion vibration
of the rotational vibration damper, the aforementioned tool is used. This work can be handed over to
damper (on the crankshaft) a service support location or you can carry it out yourself using the removal
and fitting device. Maintenance/Repairs
2008-12-05
L32/44CR
Figure 4: Removing and fitting fixture for the torsion vibration damper
6730 4.3-01 EN 3 (9)

4.3 MAN Diesel
Tools for attaching the cylin- During maintenance work, such as replacing cylinder liners, the aforemen-
Maintenance/Repairs
der liners tioned tool is available. There is a tool for the cylinder liner with top land ring
or land ring.
Figure 5: Suspension device for cylinder liner

Tool for regrinding the sealing Regrinding of the sealing groove in the top land ring or the cylinder head is
grooves in the top land ring or required when the sealing ring is no longer able to provide adequate com-
cylinder liner and cylinder pensation for deformation/material losses.
head
Maintenance/Repairs
Figure 6: Grinding tool for regrinding the sealing grooves in the cylinder liner or
2008-12-05
top land ring and cylinder head.

Pneumatic honing tool for the Cylinder liners require rehoning when piston rings are replaced or if the
L32/44CR
cylinder liner roughness of the running surface has become insufficient. This job can be
contracted to service support points or be performed by the user himself
using the honing device.
4 (9) 6730 4.3-01 EN

MAN Diesel 4.3
Maintenance/Repairs
Figure 7: Assembled pneumatic GERUS honing tool
Assembly and turning tool for The turning tool can be used to rotate the cylinder heads into favourable
the cylinder head working positions. This makes work on the top and on the valves/valve seats
easier.
Figure 8: Assembly and turning device for cylinder heads

Tool for removing and fitting Valve seats exhibiting small deficiencies can be reground by hand using
the inserts for the fuel injec- grinding paste. If an acceptable outcome is not produced in this way,
tion valve in the cylinder head mechanical machining must be employed.
Tool for removing and fitting The aforementioned tool is available for replacing the complete flywheel
flywheel and/or vibration and/or the complete vibration damper and injection or valve camshaft. This
Maintenance/Repairs
damper on the injection cam- work can be handed over to a service support location or you can carry it
shaft and/or valve camshaft out yourself using the removal and fitting device.
Electric valve seat turning Valve seats exhibiting small deficiencies can be reground by hand using
2008-12-05
machine grinding paste. If an acceptable outcome is not produced in this way,

mechanical machining must be employed.
L32/44CR
6730 4.3-01 EN 5 (9)

4.3 MAN Diesel
Maintenance/Repairs
Figure 9: Hunger valve seat turning machine

Electric valve cone grinder Valve cones showing minimum deficiencies can, like valve seats, be
reground by hand using grinding paste. If an acceptable outcome is not
produced in this way, mechanical machining must be employed.
Maintenance/Repairs
Figure 10: Hunger valve cone grinder

2008-12-05
Tool for grinding/milling seats Uneven/damaged seat surfaces can be reworked by hand using this tool
in the cylinder head (injection with grinding wheels or milling discs. A dial gauge is available to check the
L32/44CR
valve, starting valve) required residual gap.
6 (9) 6730 4.3-01 EN

MAN Diesel 4.3
Maintenance/Repairs
Figure 11: Tool for grinding/milling seat surfaces in the cylinder head
Tool for pulling the drive gear Pumps which are driven directly by the diesel engine do not require any
off directly driven lube oil or regular maintenance work. If a pump has to be dismantled, the drive gear
coolant pumps has to be pulled off. This is what the tool referred to on the left is used for.
Figure 12: Withdrawal tool for lubricating oil or coolant pumps

Cleaning the charge air cooler Installed charge air coolers can be flooded for cleaning on the air side and
by ultrasound be cleaned by using an ultrasound generator. The blind flanges required for
this are contained in the standard tool set. This cleaning process means that
most of the air side deposits on the charge air cooler bundle can be
removed.
Maintenance/Repairs
2008-12-05
L32/44CR
6730 4.3-01 EN 7 (9)

4.3 MAN Diesel
Maintenance/Repairs
Figure 13: Ultrasound cleaning

Baewert indicator system for The exact capture and evaluation of ignition pressures (and injection pres-
detecting and evaluating igni- sures) with the Baewert indicator system, comprised of quartz sensor and
tion and injection pressures evaluation device provides valuable information regarding the engine con-
dition. A serial interface enables computer-assisted evaluation.
Figure 14: Baewert indicator system

Pressure pipe grinding tool This tool is used for regrinding the seat surfaces of the injection pipe in the
event of tightness problems.
Maintenance/Repairs
2008-12-05
L32/44CR
8 (9) 6730 4.3-01 EN

MAN Diesel 4.3
Maintenance/Repairs
Figure 15: Pressure pipe grinding tool
Removal and fitting fixture for Installed charge air coolers can be flushed for cleaning on the air side. The
the pipe bundle of the charge blind flanges required for this are contained in the standard tool set. If this
air cooler cleaning process does not provide the desired results, the cooler insert must
be dismantled using this tool and cleaned using a more suitable process.
Tools for the engine and system accessories
Information regarding tools for the engine accessories, e.g. for the oil mist
detector and for the system accessories e.g. for filters, separators, plastic
and lubricating oil preparation modules, water-softening plants etc. can be
consulted in the documents in Section E of the technical documentation.
Maintenance/Repairs
2008-12-05
L32/44CR
6730 4.3-01 EN 9 (9)

MAN Diesel 4.4
Spare parts
Maintenance/Repairs
Tip
Because of its importance we have repeated a sentence here that we have
already used:
Availability of required spare parts

Maintenance and repair work can only be carried out properly and
correctly if the required spare parts are available.
The following notes should help you to confidently use the right information
source for identifying and ordering spare parts when required.
Spare parts for engines and turbochargers
Spare parts for engines and turbochargers can be identified with the aid of
the spare parts catalogues in Volumes 010.005 Engine - Spare Parts Cata-
logue or 010.200 Turbocharger. An illustrated sheet is provided in each case
to guide you, using the item number to direct you to the order number.
Figure 1: Spare parts catalogue for engine components - illustrated sheet

Maintenance/Repairs
2008-12-05
General
6680 4.4-01 EN 1 (3)

4.4 MAN Diesel
Maintenance/Repairs
Figure 2: Spare parts catalogue for engine components - text sheet

Spare parts for tools/Ordering of tools (engine and turbocharger)
Complete tools can be ordered with the aid of the tool list in Volume 015.010
Engine Tools of the Technical Documentation or with the aid of the contents
list in the turbocharger tool box. The ordering numbers can also be taken
from the specific Work Card in the Volumes 010.005 Engine - Working
Instructions or 010.200 Turbocharger. It is also possible to order individual
parts for tools in this way.
When ordering tools you must, as usual, quote the engine type, the engine
factory reference number and the 6 digit tool number, which also serves as
the ordering number. The first 3 digits of the tool number refer to the sub-
assembly where the tool is used. General tools have a number below 010
instead of the number of the sub-assembly.
To avoid queries, we require the information listed under 1, 2 and 5, as per
the following example.
Explanatory notes
1 Number required
2 Designation
3, 4 Assembly group
5 Tool number = Order number
Maintenance/Repairs
2008-12-05
General
2 (3) 6680 4.4-01 EN

MAN Diesel 4.4
Maintenance/Repairs
Figure 3: Information for ordering tools and parts. Figure - Work Card for sub-assembly 030.
Spare parts for measuring, control and regulation systems and for engine and system
accessories
Information about spare parts for the following systems (accessories) can
be found in the documents in Volumes 010.290 Engine Control and Moni-
toring or the Volumes 030 ...
▪ Measuring, control and regulation devices, e.g. temperature sensors,
relays, measuring transducers (unless contained in the spare parts cata-
logue for the engine),
▪ engine accessories, e.g. oil mist detector and
▪ system accessories, e.g. filters, separators, water-softening plants and
similar equipment.
Maintenance/Repairs
2008-12-05
General
6680 4.4-01 EN 3 (3)

MAN Diesel 4.5
Replacement of components on the free-for-all Principle
Maintenance/Repairs
New-for-old
Components of high value, which have become defective or worn and the
reconditioning or repair of which requires special know-how or equipment
can be replaced in the “free-for-all" process. This applies for
▪ piston crowns,
▪ valves,
▪ fuel injection nozzles and high pressure pumps,
▪ speed regulator system components,
▪ compressed air starters/starters and
▪ completely assembled rotors of turbochargers (cartridges).
These parts can generally be delivered ex warehouse. If not, they will be
reconditioned/repaired and returned to your address. Please request MAN
Diesel SE or the nearest Service Center to submit a quotation tailor-made
to your needs whenever required.
32/40CR;32/44CR;48/60CR
Maintenance/Repairs
2008-11-06
6680 4.5-02 EN 1 (1)

MAN Diesel 4.6
Services/repair work
Maintenance/Repairs
Services/repair work
The following organisations provide a wide range of services and specialist
advice to assist you with both routine matters and with more difficult cases:
▪ MAN Diesel SE, Augsburg plant,
▪ MAN Diesel SE, Hamburg Service Center,
▪ MAN Diesel Pte. Ltd., Singapore Service Center,
▪ service support locations and authorised repair workshops.
a wide range of services and expert advice is available.
The range of services includes spare parts supply, advice and assistance
on operation, maintenance and repair issues, identifying and clarifying
cases of damage and dispatching mechanics and engineers to all parts of
the world. Some of these services form part of the standard range of serv-
ices offered by manufacturers, shipyards, repair workshops or specialist
companies. Some, however, are only possible thanks to decades of expe-
rience in diesel engine construction and in the operation, maintenance and
repair of diesel engine installations. The latter is a result of a particular pro-
fessional obligation we feel we owe to the operators of our engines and to
our products.
Please observe the supplementary information contained in the brochures
in Volume "About us" of the technical documentation. This includes the
addresses and telephone numbers of the nearest support locations that you
can contact.
Maintenance/Repairs
2008-12-05
General
6680 4.6-01 EN 1 (1)

MAN Diesel 4.7
Maintenance schedule (signs/symbols)
Maintenance/Repairs
Explanation of signs and symbols
The header of the maintenance schedule contains signs and symbols
instead of bilingual entries. They denote the following:
1, 2, 3 Sequential number of the maintenance work.
The number sequence includes gaps for any necessary
changes/additions.
Brief description of the maintenance work
Associated Work Cards.

The Work Cards listed contain detailed information on
the work steps required.
___.xx These Work Cards summarise a group of
Work Cards
A No Work Card required/available
B See maintenance instructions from the man-
ufacturer (see Volume 030 Auxiliary Systems,
Engine Related)
C Have this work carried out by a MAN Diesel
SE Service Support Location or a specialist
company
D See associated maintenance work
Personnel required
Labour time in man-hours
per Reference value for stating the time requirement

24 ... 36000 Repeat interval in operating hours
X, 1 ... 4 Signs used in the interval columns.
The explanatory note is repeated on each sheet.
Where the signs and symbols used in the header are
concerned, however, we have assumed that they are
sufficiently clear and do not need to be repeated contin-
uously.
Table 1: Explanation of signs and symbols used in the maintenance schedule
Maintenance work groups The maintenance work is grouped together in the maintenance schedule
(systems) by system/function group, whilst in the maintenance schedule
(engine) they are grouped together by sub-assembly.
Maintenance/Repairs
2008-12-05
General
6680 4.7-03 EN 1 (1)

MAN Diesel 4.7.1
Maintenance schedule
Maintenance/Repairs
(systems)
1, per
2,
10-12*
20-24*
30-40*
50-60*
3
1-2*
3-4*
5-6*
150
250
500
24
Fuel System
004 Check system components for tightness A 1 0,2 Engine X
(visually)
005 Day tank: Check fuel level: drain water from A 1 0,2 Engine X
day tank and settling tank
006 Check Viscosimat (carry out comparative B 1 0,1 Unit X
temperature measurement)
007 Clean fuel filter (depending on the differen- B 1 3 Filter 1 1 1 1 1 1 1 1 1 1 1
tial pressure)
008 Overhaul the fuel pump B 1 1 Pump 3 3 3 3 3 3 3 3 3 3 3
Lube oil system
011 Check system components for tightness A 1 0,2 Engine X
(visually)
012 Service tanks for engine and cylinder lubri- A 1 0,1 Engine X
cation: Check oil level
014 Examine oil sample (drip test) 000.05 1 0,2 Engine X
015 Have the oil sample analysed 000.04 1 0,3 Engine X
016 Change oil filling (depending on results of 000.04 1 1 1 1 1 1 1 1 1 1 1
analysis), clean the tank
017 Check oil drain from piston, connecting rod A 1 0,2 Unit;Cyl. X
big-end and crankshaft main bearings,
from the gearbox and the turbocharger
(visually) - see also 401
018 Check oil drain (visually) from camshaft A 1 2 Engine X
bearings, high pressure pumps and valve
gear (in the rocker arm casing) - see also
401
020 Overhaul the lube oil pump 300.01 2 10 Pump 1 1 1 1 1 1 1 1 1 1 1
023 Clean the lube oil service filter (depending B 1 3 Filter 1 1 1 1 1 1 1 1 1 1 1
on scavenging intervals)
024 Clean the lube oil indicating filter (depend- B 1 2 Filter 1 1 1 1 1 1 1 1 1 1 1
Maintenance/Repairs
ing on differential pressure)

025 Clean lube oil preheater (depending on B 1 4 Unit 1 1 1 1 1 1 1 1 1 1 1
separation temperature for required flow
rate). Cleaning possibly by a specialist
2008-11-21
company
1-2* ... Repetition interval in operating hours
32/44CR
X Maintenance work due

* x 1000 h
1 As required/depending on condition
2 Checking of new or overhauled parts required (once after the mentioned time)
3 According to specification of manufacturer
6730 4.7.1-01 EN 1 (4)

4.7.1 MAN Diesel
1, per
Maintenance/Repairs
2,
10-12*
20-24*
30-40*
50-60*
3
1-2*
3-4*
5-6*
150
250
500
24
026 Check, clean and overhaul the lube oil sep- B 1 4 Unit 1 1 1 1 1 1 1 1 1 1 1
arator (residue self-discharging)
027 Clean lubricating oil cooler, possibly by C 1 1 1 1 1 1 1 1 1 1 1
specialist company
Coolant system (cylinder and nozzle cooling)
031 Expansion tank: Check the coolant level A 1 0,2 Engine X
032 In case available: Check nozzle cool- A 1 0,1 Engine X
ant return (for free draining and possible
fuel traces - in the case of heavy fuel
033 Cooling water: Check the corrosion pro- 000.07 1 0,5 Engine X
tection - refer to 401
035 Check cooling spaces, chemically clean 000.08 1 1 1 1 1 1 1 1 1 1 1
system (cylinder and nozzle cooling).
Cleaning possibly by a specialist company
036 Cooling water heat exchanger: Clean the C 1 1 1 1 1 1 1 1 1 1 1
cooling spaces, possibly by specialist
company
Compressed air and control air system
042 Drain the compressed air vessel (if there is A 1 0,1 Unit X
no automatic drain)
043 Compressed air tank: clean the inside, B 2 10 Unit 1 1 1 1 1 1 1 1 1 1 1
overhaul valves (according to specifica-
tions issued by the classification associa-
tion)
044 Control air system: Drain the water sepa- 125.10 1 0,1 Engine X
rator and the air filter
045 Control air system: Clean the water sepa- 125.10 1 0,5 Engine X
rator and the air filter
Charge air system
052 Charge air cooler/charge air pipe: Check A 1 0,1 Pipe X
condensed water discharge for quantity/
free flow
053 Clean intercooler on both water and air 322.01 2 15 Radiator 1 1 1 1 1 1 1 1 1 1 1
side, possibly by specialist company
054 In case available: Charge air bypass/ 280.02 1 0,5 Engine 1 1 1 1 1 1 1 1 1 1 1
blow-off device: Check system compo-
nents for tightness (visually). Check control
and monitoring elements for proper func-
tion
Maintenance/Repairs
Exhaust gas system

2008-11-21
* x 1000 h
32/44CR
2 (4) 6730 4.7.1-01 EN

MAN Diesel 4.7.1
1, per
Maintenance/Repairs
2,
10-12*
20-24*
30-40*
50-60*
3
1-2*
3-4*
5-6*
150
250
500
24
062 In case available: Blow-off device: A 1 0,5 Engine 1 1 1 1 1 1 1 1 1 1 1
Check system components for tightness
(visually). Check control and monitoring
elements for proper function
063 Exhaust manifold: Check flange connec- 289.01 1 0,2 Pipe X
tions and compensators for leaks (visually)
Measuring, control and regulation systems
072 Switching and shut-off devices: Check A 2 6 Engine X
switch points and proper function - see
also 402
073 Dismantle the control valves in the 10 and 125.xx 1 24 Engine X
30 bar system, replace wear parts
074 Batteries in the control cabinet: Replace A 1 0,5 Engine X
075 Check/overhaul oil mist detector B 1 1 Engine 3 3 3 3 3 3 3 3 3 3 3
Engine foundation/pipe connections
082 Foundation bolts: Check preload. Check 012.01 2 8 Engine 2 X
firm seating of stoppers, brackets and
resilient elements (in case of marine
engines also after collision or grounding) -
see also 402
083 In case available: Resilient mount: 012.01 2 3 Engine X
Check amount of settling of resilient ele-
ments
084 In case available: Resilient pipe con- A 1 1 Engine X
nections: Check all hoses
085 Flexible pipe connections: Replace hoses A 2 14 Engine 1 1 1 1 1 1 1 1 1 1 1
for fuel, lube oil, coolant, steam and com-
pressed air
086 Bolted connections: check for tight fit/ 000.30 2 10 Engine X
proper preload (e.g. on exhaust gas and
charge air pipe, charge air cooler and tur-
bocharger) - see also 402
Flexible coupling/turning-over gearbox
092 In case available: Resilient coupling: 000.09 2 8 Engine X
Check alignment and rubber elements
093 Coupling bolts: Check for tight fit/proper 020.04 1 1 Engine X
preload - refer to 402
094 Check/overhaul the turning-over gearbox B 1 1 Unit 3 3 3 3 3 3 3 3 3 3 3
Additionally required
Maintenance/Repairs
401 Check parts installed in new or recondi- D X

tioned condition and new working fluids
once after the period specified - applies to
2008-11-21
017, 018, 033

32/44CR
* x 1000 h
6730 4.7.1-01 EN 3 (4)

4.7.1 MAN Diesel
1, per
Maintenance/Repairs
2,
10-12*
20-24*
30-40*
50-60*
3
1-2*
3-4*
5-6*
150
250
500
24
402 Check parts installed in new or recondi- D X
072, 082, 086, 093
* x 1000 h
Maintenance/Repairs
2008-11-21
32/44CR
4 (4) 6730 4.7.1-01 EN

MAN Diesel 4.7.2
Maintenance/Repairs
(engine)
1, per
80-100*
2,
10-12*
12-15*
18-24*
30-40*
50-60*
60-80*
3
1-2*
5-6*
250
24
Operating values 000
102 Check exhaust smoke (visually) A 1 0,1 Engine X
103 Check ignition pressures 000.25 1 0,1 Cyl. X
104 Record operating data 000.40 1 0,1 Engine X
Running gear/crankshaft 020
112 Check the engine (visually). Refer to 404 A 2 0,2 Cyl. 2 X
113 Crankshaft: Measure crank web deflection 000.10 2 0,2 Cyl. 2 X
(in the case of marine engines also after
collision or grounding) - see also 405
Main bearings 021
122 Locating bearing: Check the axial clear- 021.03 2 0,5 Bearing 2 X
ance - see also 405
123 Lower one bearing cap and inspect lower 000.11 2 6 Bearing X
bearing shell. If bearing shell cannot be 012.02
used again, check all bearings. Check 021.01
pressure for loosening bearing bolts.
124 Replace all bearing shells 021.01 2 6 Bearing X
021.02
Torsion vibration damper 027
132 Dismantle vibration damper from crank- 027.03 2 30 Engine X
shaft, check and change sealing rings 027.04
133 Vibration damper of crankshaft: Replace 027.03 2 30 Engine X
134 Vibration damper of camshaft: 101.01 2 6 Unit 4 4 4 4 4 4 4 4 4 4 4
Check or change in accordance with man- 101.02
ufacturer's recommendation. 101.03
Connecting rod/big-end bearing 030
142 Remove and check one bearing shell. If 000.11 2 4 Bearing X
bearing shell cannot be used any longer, 030.02
check all the bearings - including the 030.03
crankshaft bearings. Check pressure for 030.04
releasing bearing bolts.
Maintenance/Repairs
143 Renew all bearing shells 030.03 2 4 Bearing X

030.04
Piston/piston pin 034
2009-03-03

* x 1000 h
32/44CR
4 If component/system is given
6730 4.7.2-01 EN 1 (5)

4.7.2 MAN Diesel
1, per
Maintenance/Repairs
80-100*
2,
10-12*
12-15*
18-24*
30-40*
50-60*
60-80*
3
1-2*
5-6*
250
24
152 Remove, clean and check one piston (per 030.01 3 2 Cyl. X
cylinder bank in the case of V engines). 034.01
Measure piston rings and ring grooves. 034.02
Check pressure for loosening bolts of con- 034.05
necting rod shank. Document recorded 034.07
data.
153 Remove, clean and check all pistons. 034.01 3 2 Cyl. X
Measure ring grooves. Renew all piston 034.02
rings. Attention: If piston rings have been 050.05
renewed, the cylinder liner is to be reh-
oned. Document recorded data.
154 Removing one piston pin, checking piston 034.03 2 0,3 Cyl. X
pin bushing, checking clearance.
155 Dismantle one piston. Clean the compo- 034.02 3 2 Cyl. X
nents. Check the coolant chambers and 034.03
bores for carbon deposits. If the layer 034.04
thickness exceeds 1 mm, dismantle all pis-
tons.
156 Disassemble all pistons. Clean compo- 034.02 3 2 Cyl. X
nents. Replacement of piston head 034.03
depends on ring groove wear and general 034.04
condition.
157 Dismantle all pistons. Fit new piston upper 034.02 3 2 Cyl. X
sections and piston skirts. 034.03
034.04
158 Renew all gudgeon pin bushes. Have 034.03 3 2 Cyl. X
bushing change carried out by authorised C
workshop / service personel.
Cylinder liner 050
162 Measure one cylinder liner (per cylinder 050.02 2 0,3 Cyl. X
bank in the case of V engines). Document
recorded data.
163 Measure and rehone all cylinder liners. 050.02 2 3 Cyl. X
Document recorded data. 050.05
164 Remove, clean and check all cylinder lin- 050.01 3 4 Cyl. X
ers. Renew the sealing rings 050.03
050.04
165 Replace all cylinder liners and sealing 050.01 3 4 Cyl. X
rings. 050.03
050.04
Cylinder head 055
Maintenance/Repairs
172 Remove, clean and check one cylinder 055.01 3 3 Cyl. X

head (per cylinder bank in the case of V 055.02
engines). Check pressure for loosening the 055.03
cylinder head bolts
2009-03-03

* x 1000 h
32/44CR
2 (5) 6730 4.7.2-01 EN

MAN Diesel 4.7.2
1, per
Maintenance/Repairs
80-100*
2,
10-12*
12-15*
18-24*
30-40*
50-60*
60-80*
3
1-2*
5-6*
250
24
173 Remove, clean and check all cylinder 055.01 3 3 Cyl. X
heads 055.02
Safety valves 057/073
182 Safety valve on drive chamber covers: 073.01 1 0,1 Valve X
Check all valves for ease of movement.
183 Safety valve on cylinder heads: Remove all A 1 2 Valve X
valves and replace.
Camshaft drive 100
202 Check gearwheels, measure the backlash 100.02 2 1 Engine X
- refer to 406
Camshaft/camshaft bearing/cam follower 101/102/112
212 Check cams, rollers and cam followers 112.01 1 0,5 Cyl. X
(visually) - see also 405
213 Check bushes of cam follower on one cyl- 112.01 2 2 Cyl. X
inder
214 Renew all rocker arm bushes. Have bush- C 2 2 Cyl. X
ing change carried out by authorised work-
shop.
216 Camshaft bearing/Camshaft thrust bear- C 2 1,5 Bearing 1 1 1
ing: Replace all bearing bushes. Bush
replacement to be carried out by author-
ised workshop/service personnel.
Rocker arm 111
222 Check rocker arm and relevant bolted con- 111.03 1 0,1 Cyl. X
nections (visually)
Inlet and exhaust valves 113/114
232 Inlet and exhaust valves: Check rotation 113.01 1 0,1 Cyl. X
during operation - see also 405
233 Check valve clearance - see also 405 111.02 2 0,2 Cyl. X
234 Remove two inlet valves (for each cylinder 113.01 2 1 Valve X
bank in the case of V engines). Check valve 113.02
seats, valve cones, valve guides and valve 113.03
rotators, replace worn parts. 113.04
113.05
235 Remove all inlet valves. Check and rework 113.01 2 2 Valve X
valve seats and valve cones. Check valve 113.02
rotators and valve guides, replace worn 113.03
parts. 113.04
Maintenance/Repairs
113.05
113.06
113.08
2009-03-03

* x 1000 h
32/44CR
6730 4.7.2-01 EN 3 (5)

4.7.2 MAN Diesel
1, per
Maintenance/Repairs
80-100*
2,
10-12*
12-15*
18-24*
30-40*
50-60*
60-80*
3
1-2*
5-6*
250
24
236 Remove all inlet valves. Replace valve 113.01 2 1 Valve X
cones, valve seats and valve guides. 113.02
113.04
113.05
237 Renew all valve rotators. 113.01 2 1 Valve X
113.02
242 Remove two exhaust valves (for each cyl- 113.02 2 2 Valve X
inder bank in the case of V engines). Check 113.03
valve cones, valve seats and valve guides. 113.04
Replace worn parts. 113.05
243 Remove all exhaust valves. Check and 113.02 2 4 Valve X
rework valve seats and valve cones. Check 113.03
valve guides. Replace worn parts. 113.04
113.05
113.06
113.08
244 Remove all exhaust valves. Replace valve 113.01 2 1 Valve X
cones, valve seat rings and valve guides. 113.02
113.04
113.05
Main starter valve / solenoid valve / starter valve 161/162
272 Check all solenoid valves, remove and 161.04 1 1 Valve 1 1 1
overhaul if necessary
274 Remove and overhaul all starting valves 161.01 1 2 Valve X
161.02
275 Remove and overhaul main starting valve 162.01 1 2 Valve X
Fuel high pressure pump 204
304 Remove, disassemble and inspect all high- 204.03 2 4 Pump X
pressure pumps. Replace the pump ele- 204.04
ments, valve guides and suction throttles.
Replace worn parts.
Fuel injection valve 221
323 Remove the injectors, replace the nozzle 221.01 2 3 Valve X
elements and all sealing rings. 221.02
221.03
221.04
Insulation 280/289/292/322
370 Visual check of insulating mats - check list 1 0 Engine X
see working instructions/Volume B2
371 Check of lagged/inside insulation material 1 0 Engine X
Maintenance/Repairs
- check list see working instructions/Vol-

ume B2
372 Check of screw connections and fasten- 1 0 Engine X
2009-03-03
ings - check list see working instructions/

Volume B2
32/44CR

* x 1000 h
4 (5) 6730 4.7.2-01 EN

MAN Diesel 4.7.2
1, per
Maintenance/Repairs
80-100*
2,
10-12*
12-15*
18-24*
30-40*
50-60*
60-80*
3
1-2*
5-6*
250
24
Fuel high pressure storage unit 437
312 Check valve sets and all high/low pressure 1 0,5 Engine X
connections for leaks (visually)
313 Renew all valve sets (switching valves). 437.05 1 0,5 Cyl. 1 X
314 Replace the purge valve. 437.03 1 2 cylinder 1
437.06 bank
315 Replace the pressure limiting valve. 437.06 1 2 cylinder 1
bank
316 Replace the non-return valve (purging). 437.02 1 0,5 cylinder X
bank
317 Replace all non-return valves (governing) 437.04 1 0,5 Cyl. X
Additionally required
404 Check parts installed in new or recondi- D 0 X
112
113, 122, 212, 232, 233
202
* x 1000 h
Maintenance/Repairs
2009-03-03
32/44CR
6730 4.7.2-01 EN 5 (5)

MAN Diesel
Appendix
1 Introduction
2 Technology
5 Appendix
6730 5-1 EN 1 (1)

MAN Diesel 5.1
Designations/Terms
Appendix
Standards
The conventional designations/terms used in engine manufacture are laid
down in the ISO 1204 standard and the MAN regulation Q10.09121-4611.
A selection of terms, as they appear in the Technical Documentation, are
explained in the following section.
Engines
Engines with supercharging Supercharged engines have one or more exhaust gas turbochargers fitted
(consisting of a turbine and compressor) which are driven by the exhaust
gases. The purpose of the turbochargers is to compress the air required for
combustion.
Dual fuel engines (DF) Dual fuel engines can be operated either with liquid fuel or with gas (natural
gas, town gas, digester gas, etc); for ignition, a small amount of fuel, the
ignition oil as it is known, is injected.
Spark-ignition gas engines Spark-ignition gas engines are operated with gas (natural gas, town gas,
(G) sewer gas, etc) and external electric ignition.
Common-Rail engines (CR) In engines with a Common Rail injection system the pressurised fuel is held
in a reservoir and injected under electronic control.
Performance Gas Injection PGI engines are operated with natural gas and glow ignition.
(PGI)
Type, and direction of rotation

Left-hand engine/Right-hand The terms left-hand engine (LM) and right-hand engine (RM) refer to the
engine location of the engine's exhaust side. When looking towards the coupling
side, the exhaust side is on the left on a left-hand engine, and it is on the
right on a right-hand engine (see Figure 1). It is normally only possible to
make this distinction on an in-line engine.
Left-hand engine Right-hand engine

2008-11-06
Figure 1: Determination of left-hand engine/Right-hand engine

Direction of rotation When looking towards the coupling side, a right-turning engine turns clock-
Appendix
wise, whilst a left-turning engine turns counterclockwise.

General
6680 5.1-01 EN 1 (3)

5.1 MAN Diesel
Designations for cylinders and bearings

Appendix
Designation for cylinders The cylinders are numbered in sequence, from the coupling side, 1, 2, 3 etc.
In V engines, looking from the coupling side, the left hand row of cylinders
is designated A, and the right hand row is designated B. Accordingly, the
cylinders are referred to as A1-A2-A3 or B1-B2-B3, etc. (see Figure 2).
In-line engine V engine

Figure 2: Cylinder designation
Designations for crank pins, The crank pins and connecting rods are designated 1, 2, 3 etc. from the
Crank journals and bearings coupling side, the crank journals and main bearings are designated 1, 2, 3
etc. If there is an additional bearing located between the coupling flange
and the gearwheel for the drive of the control system this bearing and the
corresponding crank journals are designated 01 (see Fig. 3). it is of no sig-
nificance which bearing is arranged to be the flanged bearing.
On V engines, if 2 connecting rods are acting on one crank pin, the big-end
bearings are designated in the same way as the cylinders, e.g. A1, B1, A2,
etc.
01,1,2 Crank journals A Coupling flange

1 Crank pin B Spur wheel
2008-11-06
Figure 3: Designations for crankshaft journals and bearings

Appendix
Designation for engine sides

General
Coupling side KS The coupling side is the main engine output side and is the side to which the pro-
peller, the generator or other working machine is coupled.
2 (3) 6680 5.1-01 EN

MAN Diesel 5.1
Free engine end KGS The free engine end is the front face of the engine opposite the coupling side.
Appendix
Left side On a left-hand engine, the left side is the exhaust side and on a V engine it is cylinder
bank A.
Right side On a right-hand engine, the right side is the exhaust side and on a V engine it is
cylinder bank B.
Timing side SS The timing side is the longitudinal side of the engine to which the fuel injection
pumps and the camshaft are attached (opposite the exhaust side).
Exhaust side AS The exhaust side is the longitudinal side of the engine to which the exhaust pipe
is connected (opposite the timing side). The terms timing side and exhaust side
are only used for in-line engines.
Exhaust counter side AGS On engines with two camshafts, one on the exhaust side and one on the opposite
side, the term "timing side" is ambiguous. The term exhaust counter side is used
in addition to exhaust side.
2008-11-06
Appendix
General
6680 5.1-01 EN 3 (3)

MAN Diesel 5.2
Formulae
Appendix
Formulae
The selection below contains some of the main formulae used in engine and
installation design. The formulae clarify fundamental correlations.
Engine
Effective engine power Pe
Brake mean effective pressure pe
Piston-swept volume VH
Mean piston speed cm
Torque Md
Efficiency ηe
Propeller
Propeller law
2008-11-06
Appendix
General
6680 5.2-01 EN 1 (2)

5.2 MAN Diesel
Generator
Appendix
Synchronous speed
Key
be Specific fuel consumption kg/kWh
cm Mean piston speed m/s
D Cylinder bore dm
f Frequency Hz
Hu Lower calorific value of the fuel kJ/kg
Md Torque Nm
n Speed 1/min
P Power output kW
Pe Effective engine power kW
p Number of pole pairs /
pe Brake mean effective pressure bar
s Stroke dm
VH Piston-swept volume dm3/Cyl.
z Number of cylinders /
ηe Efficiency /
Piston-swept volume
Engine type Piston-swept volume [dm3/Cyl.]
20/27 8,48
25/30 14,73
28/33 20,32
32/40 32,15
32/44 35,39
40/45 56,52
40/54 67,82
48/60 108,50
51/60 122,57
52/55 116,74
58/64 169,01
Table 1: Piston-swept volume of MAN Diesel engines
2008-11-06
Appendix
General
2 (2) 6680 5.2-01 EN

MAN Diesel 5.3
Conversion of units
Appendix
Useful facts about units of measurement
Some useful facts about units of measurement can be found in the insert
entitled "SI units" in Section 5.5. It includes explanations of the ISO system
of units, conversion factors for units of measurement and some physical
parameters commonly used in engine design.
2008-11-06
Appendix
General
6680 5.3-01 EN 1 (1)

MAN Diesel 5.4
Symbols and abbreviations
Appendix
Use
Standard symbols and abbreviations are used for clear representation of
process technology interactions. The following list is a selection tailored to
the needs of engine and energy plant construction. In the operating instruc-
tions, the symbols and abbreviations are mainly used in Sections 2 and 3 of
this volume.
Symbols for functional and pipeline diagrams
Figure 1: Symbols used in functional and pipeline diagrams, 1/4

2008-11-06
Appendix
General
6680 5.4-01 EN 1 (5)

5.4 MAN Diesel
Appendix

2008-11-06
Appendix
General
2 (5) 6680 5.4-01 EN

MAN Diesel 5.4
Appendix

2008-11-06
Appendix
General
6680 5.4-01 EN 3 (5)

5.4 MAN Diesel
Appendix

Abbreviations for measuring, control and regulating devices
In system diagrams, measuring, control and regulating devices are marked
with a combination of letters. The components of these letter combinations
have the following meanings:
Letter... in position 1 denotes Letter... in position 2 denotes Letter... denotes
Letter the measured variable/input varia- the measured variable/input varia- in position 2 ... n
ble... ble... the processing in the form of...
A —— —— Alarm/Threshold value signal
C —— —— Automatic closed-loop control/
automatic continuous open-
loop control
D Density Difference ——
2008-11-06
E Electrical variable —— Pick-up/sensor

Appendix
F Flow/flow rate Ratio ——

General
G Clearance/length/position —— ——
H Manual input/manual action —— ——
4 (5) 6680 5.4-01 EN

MAN Diesel 5.4
Letter... in position 1 denotes Letter... in position 2 denotes Letter... denotes
Appendix
Letter the measured variable/input varia- the measured variable/input varia- in position 2 ... n
ble... ble... the processing in the form of...
I —— —— Display
J —— —— Scanning
K Time —— ——
L Level —— ——
M Moisture —— ——
N Freely available —— Freely available
O Freely available —— Visual display/yes or no state-
ment
P Pressure —— ——
Q Other quality variables (analysis, Integral/sum ——
material property) except D, M, V
R Nuclear radiation —— Registration/storage
S Speed/rotational speed/fre- —— Switching/non-continuous
quency open-loop control
T Temperature —— Measuring transducers
U Combined variables —— ——
V Viscosity —— Actuator/valve/actuating ele-
ment
W Weight/mass —— ——
X Other variables —— Other processing functions
Y Freely available —— Arithmetical operation
Z —— —— Emergency action/securing by
triggering/shutting down
Column 1 Column 2 Column 3 Column 4
Table 1: Abbreviations for measuring, control and regulating devices in functional and pipeline diagrams
Comment The letter in position 1 represents a variable in the second column of the
table. This can be supplemented by D, F or Q; the meaning then corre-
sponds to the entry in column 3 of the table. Position 2 or 3 of the combi-
nation of letters can be occupied, if required, by letters from column 4. Mul-
tiple designations are possible here. The sequence in which they should be
used is Q, I, R, C, S, Z, A.
It can be supplemented with + (upper limit/on/open) or - (lower limit/off/
closed) but only after O, S, Z and A.
Examples T Temperature Measuring point (without sensor)
TE Temperature Sensor
TZA+ Temperature Shut-off/alarm (when upper threshold is reached)
PO Pressure Visual display
PDSA Pressure Difference/switching/alarm
2008-11-06
Appendix
General
6680 5.4-01 EN 5 (5)

MAN Diesel 5.5
Brochures
Appendix
Brochures
We are providing you with the following, in addition to the brochures in the
Volumes "About us" and 010.290 Engine Control and Monitoring:
▪ SI units
2008-12-05
Appendix
General
6680 5.5-02 EN 1 (1)

MAN Diesel
Index
Index
6730 B1-1 EN 1 (1)

Operating Instructions

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MAN Diesel

6730 B1-1 EN 1 (2)

Copyright © MAN Diesel

2 (2) 6730 B1-1 EN

6730 B1-1 EN 1 (3)

3.2.4 Safety Instructions

3.2.5 Safety specifications

2 (3) 6730 B1-1 EN

6730 B1-1 EN 3 (3)

6730 1-1 EN 1 (1)

Condition 3 The technical documentation is tailored to the specific installation. This

lems in another product.

6680 1.1-01 EN 1 (2)

Scope of technical documents

Technical documents have system-specific validity! The use of

2 (2) 6680 1.1-01 EN

The Technical Documentation supplements this skill with special informa-

Non-observance of the technical documentation

6680 1.2-01 EN 1 (1)

Structure and use of the operating instructions

serious damage and disaster.

What is also important

Engine version The operating instructions are continually updated to be state-of-the-art

6680 1.3-01 EN 1 (2)

apparent gaps in the chapter numbering of the operating and working

instructions as a result of the version of engine purchased. This situation

▪ in section 2 under "Technical data",

2 (2) 6680 1.3-01 EN

6680 1.4-01 EN 1 (1)

6730 2-1 EN 1 (1)

Scope of supply/Technical specifications

6730 2.1-1 EN 1 (1)

Scope of supply of MAN Diesel SE

Scope of supply/Technical specifications

Scope of supply of MAN Diesel SE/Technical specifications

6680 2.1.1-01 EN 1 (1)

6730 2.2-1 EN 1 (1)

6730 2.2.1-01 EN 1 (1)

6730 2.2.2-01 EN 1 (4)

2 (4) 6730 2.2.2-01 EN

Figure 3: Engine cross section, viewed from the coupling end

6730 2.2.2-01 EN 3 (4)

Figure 4: Engine longitudinal section (inlet side)

4 (4) 6730 2.2.2-01 EN

6730 2.3-1 EN 1 (1)

Engine in standard design

1 Cylinder crankcase 3 Tie rod

crankshaft bearing cap in the suspended position is braced to the crankcase

using tie rods and cross tie rods.

6730 2.3.1-01 EN 1 (8)

Figure 2: Crankshaft with crankshaft bearing (locating bearing)

1 Crankshaft 4 Connecting rod bearing

2 Drive gear 5 Balance weight

Figure 3: Crankshaft with balance weights attached

2 (8) 6730 2.3.1-01 EN

Torsion vibration damper

Figure 4: Design variations: Torsion vibration damper with leaf spring

6730 2.3.1-01 EN 3 (8)

1 Connecting rod shank 4 Gudgeon pin bush

4 (8) 6730 2.3.1-01 EN

6730 2.3.1-01 EN 5 (8)

1 Support ring 3 Land ring

Cylinder head/Rocker arm casing