Manuel Installation

Installation Instructions
MAN Marine Diesel Engines
D2868 LE4XX / D2862 LE4XX
51.99496-8275 "Translation of the original instructions"

Version 01
Imprint
Subject to change without prior notice.

All information, texts, drawings, figures and other content are protected by copyright law and subject to
industrial property rights. Any improper use shall be liable to prosecution.
It is not permitted to change the contents of this document. The same applies to changes to the context
of individual chapters and/or the whole document. MAN Truck & Bus SE assumes no liability for any
damages arising from non-compliance with the above provisions.
Not to be reprinted, duplicated by any means whatsoever or translated – in whole or in part – without the
prior written approval of MAN Truck & Bus SE. All rights deriving from copyright law are expressly reserved
by MAN.
MAN Truck & Bus SE

Vogelweiherstraße 33
90441 Nürnberg
Tel.: +49 911 / 4201745
EMail: EngineDocumentation@man.eu
Internet: www.engines.man.eu
Technical status as on: 09/2019

51.99496-8275
Read these instructions carefully before starting any work!
This is particularly applicable to the chapter "General Safety Instructions"
2 and the respective safety instructions in the chapters.
Table of contents
1 Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.2 Information about these instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3 Information about using these instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1.4 Supplemental documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.5 Area of application and validity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.6 New motorization of a ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.7 Installation acceptance tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.8 Liability for material defects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.9 Copyright protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.10 Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
1.11 Technical documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
1.12 Explanation of icons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2 General safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2.2 Proper use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2.3 Conversions and modifications to the engine and aftertreatment system . . . . . . . . . . . . . . 16
2.4 Responsibility of the operating company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.5 Requirements of personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
2.6 Personal protective equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2.7 Special hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.8 Safety equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
2.9 Compressed air and high-pressure cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
2.10 Conduct in case of hazards and accidents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2.11 Signage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
2.12 Environmental protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
3 Planning engine installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

3.1 Engine compartment design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
3.2 Accessibility to the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
3.3 Maintenance work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
3.4 Engine operation and engine environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
3.5 Emission label . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.6 Views of the D2862 LE4XX engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
3.7 Closed Crankcase Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
4 Accessibility of the engine in the engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

4.1 Accessibility electronics box (E-box) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.2 Maintenance work and repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
5 Engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
5.1 Requirements for the engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
5.2 Engine weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
5.3 Maximum permissible tilt angle for the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
5.4 Maximum inclines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

and the respective safety instructions in the chapters. 3
Table of contents
6 Elastic mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
6.1 Selection of a suitable elastic mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
6.2 Elastic mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
7 Engine and transmission connected with flange . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

7.1 Torsional vibration calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
7.2 Flywheel and flywheel housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
7.3 Elastic coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
8 Power take-off via drive shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

8.1 Arrangement of the drive system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
8.2 Flywheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
8.3 Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
8.4 Drive shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
9 Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60

9.1 Engine room heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
9.2 Temperature in the engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
9.3 Air requirement and air pressure in the engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
10 Combustion air system and turbocharging ......................................... 64

10.1 Diagram of the combustion air and charging system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
10.2 Combustion air requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
10.3 Temperature of combustion air downstream of charge aircooler . . . . . . . . . . . . . . . . . . . . . 65
11 Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
11.1 Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
11.2 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
11.3 Aftertreatment system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
11.4 Basic design concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
11.5 Layout of exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
11.6 Permissible exhaust gas back pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
11.7 Design of the exhaust system (without SCR-cat) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
12 Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
12.1 Seawater cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
12.2 Seawater inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
12.3 Seawater supply components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
12.4 Seawater pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
12.5 Transmission oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
12.6 Material selection for the piping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
13 Ship-side cooling systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88

13.1 System description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
13.2 Connections on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
13.3 Layout of the cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
13.4 Expansion tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
13.5 Thermodynamic design of the cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98

Table of contents
14 Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103

14.1 Fuel tank requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
14.2 Diagram of fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
14.3 Switchable fuel pre-filters with water separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
14.4 Additional fuel pre-filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
14.5 Fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
15 Propeller system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108

15.1 Fixed propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
15.2 Load indication on display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
15.3 Operating ranges for ship engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
16 Cabin heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114

16.1 Diagram of cabin heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
16.2 Cabin heating connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
16.3 Cabin heating thermal output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
17 Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117

17.1 Connecting the oil filter (Version 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
17.2 Selectable oil filter (Version 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
18 Power take-off to drive hydraulic pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126

18.1 Power take-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
18.2 Hydraulic pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
19 Electrical system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128

19.1 Starter motor and starter battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
19.2 Alternators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
19.3 Voltage supply of alarm system and security system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
19.4 Electrical coolant preheating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
19.5 Plugs on engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
20 Drive system transport by crane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137

20.1 Installing the drive system in the ship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
20.2 Protecting the engine against dust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
20.3 Protecting the fuel system against moisture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
21 Attaching the transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141

21.1 Attaching a transmission to the flywheel housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
21.2 Changeover of a flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
21.3 Checking the axial clearance of the crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
22 Installing the elastic engine and transmission mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143

22.1 Marking the mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
22.2 Installing the mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
23 Aligning the drive system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146

23.1 Aligning an engine with mounted transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
23.2 Aligning engine with freestanding transmission and drive shaft . . . . . . . . . . . . . . . . . . . . . . 151

Table of contents
24 Fitting of drive shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
25 Connecting the fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154

25.1 Installing fuel pre-filter and hand pump - classified engines . . . . . . . . . . . . . . . . . . . . . . . . . 155
26 Installing the exhaust-gas compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

26.1 MAN exhaust-gas compensators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
27 Torque values for screw connections according to the M 3059 factory standard . . . . . . . 162
28 Initial start-up and acceptance of installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168

28.1 Initial start-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
28.2 Acceptance of installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
29 Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171

29.1 Oil quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
29.2 Determining engine oil fill level ................................................. 172
29.3 Filling the engine oil via the oil filler neck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
29.4 Filling remote oil filter (only classified engines) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
29.5 Pumping out engine oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
29.6 Checking the engine oil level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
29.7 Closed-Crankcase-Ventilation (CCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
30 Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181

30.1 Filling and venting the cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
30.2 Seawater pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
30.3 Opening the cooling system with the engine at operating temperature . . . . . . . . . . . . . . . . 184
31 Starting and stopping the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185

31.1 Preparations for starting the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
31.2 Filling with diesel fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
31.3 Bleeding the fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
31.4 Starting and stopping the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
32 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
33 Directories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
33.1 Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
33.2 Keyword Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200

Preface
1 Preface
These instructions apply to the following engines:
Engine types Rated output in Nominal speed Emission level Aftertreatment system
kW
Yes No
Light duty
D2868 LE466 956 IMO Tier II / US Tier 3 x
D2862 LE496 1471 2300 IMO Tier II / US Tier 3 x
D2862 LE459 1213 IMO Tier III x
Medium duty
D2862 LE428 749 IMO Tier III / US Tier 4 x
2100
Heavy duty
D2862 LE437 551 1800 IMO Tier III x
Emission-related installation instructions

"Failing to follow these instructions when installing a certified engine in a vessel violates federal law
(40 CFR 1068.105(b)), subject to fines or other penalties as described in the Clean Air Act."
The engines are certified for commercial operation, some however only for commercial operation with
propeller characteristics (fixed pitch and/or variable pitch propellers).
You can read off the certification status and the corresponding approved application on the emissions type
plate of your engine.
Installing the engine in an application for which it is not certified will infringe the US "Clean Air Act"
legislation among other laws.
S Emission label
If you install the engine in a way that makes the engine's emission control information label hard to read
during normal engine maintenance, you must place a duplicate label on the vessel, as described in
40 CFR 1068.105.”
See page 31.
The information provided above only applies to the validity area of the US environmental authority EPA.
In case of infringement, the legal provisions of the relevant legal jurisdiction where the ship is located at
that point in time apply.

Preface
1.1 General information

MAN Truck & Bus SE (hereafter referred to as MAN) does not guarantee or approve the validity or
correctness of any installation. MAN's obligations with regard to any products are solely those obligations
stated in the applicable MAN warranty statement.
It is the installer’s responsibility to consider and avoid possibly hazardous conditions which could develop
from the systems involved in the specific engine installation. The suggestions provided in this instruction
regarding avoidance of hazardous conditions apply to all applications and are necessarily of a general
nature since only the installer is familiar with details of the installation. The suggestions provided in these
instructions should be considered general examples only and are in no way intended to cover every
possible hazard in every installation. The information in this document is the property of MAN and/or its
subsidiaries. Without written permission, any copying, transmission to others, and any use except that for
which it is provided is prohibited.
Contact the appropriate application support team for the latest information on MAN engines instructions
and requirements.
Failing to follow these instructions may void your basic warranty and emission warranty.
Conditions to be complied with for trouble-free operation and long service life include the following:
S Compliance with the specifications in these instructions during installation and mounting of the engine
S Due completion of all maintenance work as specified
S Use of the approved service products
1.2 Information about these instructions

The goal of these instructions is:
S To offer assistance and suggestions during the installation of the MAN-marine diesel engine
D2862 LE4XX
S To establish conditions for the fault-free operation of the drive system as well as to avoid
installation-related faults and possible consequential damages to the engine.
these instructions is valid for the installation of MAN marine diesel engines D2862 LE4XX in conjunction
with an aftertreatment system of all power stages for light, medium and heavy duty.

Preface
1.3 Information about using these instructions

The instructions is divided into 3 sections that correspond to the chronological order of the new
construction of a ship.
1. Planning engine installation
This section contains information that must be observed during the construction of the ship or the
planning of the engine room. Examples of this are:
- Accessibility to the engine for performing maintenance work
- Engine room ventilation
- Design of the ship-side cooling system, exhaust system, DEF/AUS32/AdBlue® -tank, fuel system
- Power take-off options, propeller selection
2. Assembly work during engine installation (planning period completed)
This section describes the assembly work that must be performed during engine installation.
Examples of this are:
- Crane transport of the engine
- Installation of the elastic mounts
- Aligning the drive system
3. Preparations for commissioning the engine
The preparatory work for commissioning is described in this section. Examples of this are:
- Filling with lubricating oil and coolant
- Starting and stopping the engine
NOTICE
During commissioning, important parameters are recorded and assessed, which are of
significant importance to the operational safety of the engines.
For this reason:
S Commissioning is carried out only by personnel that has been authorized by MAN.
NOTICE
These instructions is a resource for the device manufacturer. However, it does not replace the
personal consultation with the MAN-installation consulting service.
For this reason:
S Any questions relating to the proper installation of the MAN engines and components that may arise
whilst reading these instructions must be clarified with MAN.
The operating instructions and maintenance instructions as well as the service products recommendations,
are included in the scope of supply of the engine or to be obtained from MAN.
The nearest MAN service center must be called in if malfunctions occur and for all checks, adjustments
and repairs, particularly during the liability for material defects period.

Preface
1.4 Supplemental documents

In addition to these instructions, the following documents are also available from MAN.
S Emission label
See page 31.
S Installation drawing
This provides information about the accurate dimensions and about the connections for fuel, coolant,
and exhaust. The dimensions in the brochures are meant to serve only as a rough guide only and must
not be used when installing an engine.
S Supplemental drawings, layout drawings, wiring diagrams etc.
For the drilling pattern of the engine mount as well as the positioning of the elastic engine mounts
according to their Shore hardness, depending on the scope of supply, supplementary drawings may be
required.
These documents depend on the relative scope of supply and are provided by the respective responsible
MAN representative based on the specific project.
In special cases, documents can be requested directly from MAN Werk Nürnberg.
Address, see page 2.
1.5 Area of application and validity

If necessary, comply with the requirements of supervisory agencies and country-specific regulations in
addition to this instruction.
As supplementary documents to these instructions, the following documents must be followed:
S Operating instructions
S Operating instructions - MAN Intelligent Marine Safeguard System (iSea / iSea Class)
S Maintenance Manual
S Service products for MAN industrial and marine diesel engines
S Emission related warranty
In addition, for engines with exhaust aftertreatment system
S (Emission-related) Installation instructions - Modular aftertreatment system, marine
S Maintenance Manual - Modular aftertreatment system, marine
1.6 New motorization of a ship

If an existing engine is replaced with a new engine during the new motorization of a ship, the engine room
and its components must be adapted to the new engine.
The design and dimensioning of the engine foundation, cooling system, exhaust system, fuel system etc.
must be determined for the new engine.
In the case of re- or new motorization, the locally applicable emissions guidelines must be taken into
account!
1.7 Installation acceptance tests

MAN will perform installation acceptance tests at the request of the customer for a separate fee.
Acceptance tests of prototypes are only valid for series installations if no subsequent changes are made.
If there is an intention to alter an engine installation MAN has approved, MAN must be informed in writing.
A new acceptance test may be required.

Preface
1.8 Liability for material defects

Claims for liability for material defects can be lodged against MAN within the framework of the conditions of
sale and supply as agreed and stipulated
in writing, only if:
S The instructions has been followed during engine installation;
S The initial installation acceptance was conducted by MAN;
S The defects found in the process have been remedied by the device manufacturer and clearance has
been granted by MAN;
S The series installation corresponds to the initial installation approved by MAN;
S Only service products approved by MAN are used;
S The prescribed service intervals are complied with;
S The maintenance and repair works are carried out by MAN service branches and MAN authorized
workshops;
S No unauthorized intervention in the engine control (tuning) were carried out.
In case of special editions, if additional ordering options have been selected, or due to the latest
technological developments, the actual scope of supply may vary from the explanations and illustrations
described herein.
The obligations agreed upon in the supply contract and the general terms and conditions of MAN, and the
statutory regulations valid at the time of concluding the contract shall be applicable.
Tip for users

If the available MAN aftertreatment system option does not meet the application/installation
requirements, the OEM installer must contact his or her respective MAN sales manager. Any deviation
from these installation instructions resulting in the installation of the MAN aftertreatment system not
included as part of the applicable certified engine configuration will be considered non-compliant or an
emissions-relevant defect and must be reported immediately to MAN.
1.9 Copyright protection

All information, texts, drawings, figures and other content are protected by copyright law and subject to
industrial property rights.
Any improper use shall be liable to prosecution.
Corporate identity
MAN, their respective logos, as well as corporate and product identity used herein, are trademarks of MAN
and must not be used without permission.

Preface
1.10 Spare parts

Maintenance, repair or replacement of spare parts can be performed by any authorized service and repair
branch without impacting the emissions parts while doing so.
As a prerequisite, the repairs must be carried out in accordance with the manufacturer specifications and
the spare parts must be at least equivalent to genuine MAN parts in terms of emission behavior and
durability. However, warranty repairs and replacements must be carried out by an authorized MAN dealer.
We recommend using exclusively original MAN spare parts and accessories or parts approved by MAN.
Only MAN approved original spare parts are checked by us and thus possess the suitable prerequisites for
using the engine.
In the event that genuine MAN spare parts are not used, the proprietors should ensure that such parts are
guaranteed by the manufacturer and are at least equivalent to genuine MAN parts in terms of emission
behavior and durability. Despite ongoing market observation, we cannot assess this for other products nor
certify the same.
WARNING
Risk of injury from incorrect spare parts
Use of incorrect or defective spare parts may lead to damage, malfunctions or total failure, affect
emission behavior and may also affect safety.
For this reason:
S Suggestion: Use only genuine MAN spare parts
Tip for users

Please mention the engine type, engine number and the order number with all communication.
Order spare parts from an authorized dealer or directly from MAN.


Preface
1.11 Technical documents

Engine installation drawings, engine data sheets, output diagrams, installation drawings and
single-component drawings as well as other technical documents necessary for correct installation of MAN
components can be requested from MAN.
Furthermore, generally applicable standards (e. g. EN, ISO) are also to be followed to ensure correct
installation of MAN components. The most important standards are listed below:
Standard Designation of the standard

M 3277 High performance diesel engine oil, technical terms of delivery
DIN 125-1 Washers Product class A, up to a hardness of 250 HV, preferably for hex bolts
and nuts
DIN 43539 Storage cells and battery; test; general information and general test methods
DIN EN 50342 Lead-acid batteries starter batteries Part 1: General requirements and tests;
Part 2: Dimensions of batteries and marking of connections;
EN 590:2013 + Automotive fuels - diesel fuel - requirements and test methods
AC:2014
ASTM D975 Standard Specification for Diesel Fuel Oils
40 CFR 1068 General Compliance Provisions for Highway, Stationary, and Nonroad
Programs
40 CFR 1068.105 What other provisions apply to me specifically if I manufacture equipment
needing certified engines?
This is not intended to be a complete list of the applicable standards.

Preface
1.12 Explanation of icons
Warnings
Warnings in these instructions are identified by icons. The information has been introduced with
signal words that express the extent of risk or danger.
Follow the instructions in all cases and proceed with care in order to prevent accidents, personal injury and
material damage.
DANGER
Describes an immediate hazardous situation that will lead to severe or fatal injuries if it is not avoided.
WARNING
Describes a potentially hazardous situation that may lead to severe or fatal injuries if it is not avoided.
CAUTION
Describes a potentially hazardous situation that may lead to minor or moderate injuries if it is not
avoided.
NOTICE
Describes a potentially hazardous situation that may lead to damage to property if it is not avoided.
Tips and Recommendations
Tip for users

Tips and recommendations as well as information for efficient and trouble-free operation.
ENVIRONMENTAL WARNING
Tips on conduct for environmental protection.
General notices
• This sign indicates a first-level listing.
► This symbol indicates an action or series of actions.
[1] This symbol indicates the position of a special tool after the list in the chapter
(1) This symbol indicates the position of a graphic in the text.
1 This symbol indicates the position of a graphic in the text.

General safety instructions
2 General safety instructions
2.1 Introduction
This chapter contains safety instructions that must be taken into account already in the planning phase.
These instructions guarantee maximum protection of personnel and safe, trouble-free engine operation.
Additional safety instructions must be observed during the assembly and commissioning of the engine.
MAN cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in
this publication and on the product are not all inclusive. If a tool, a procedure, a work method, or an
operating technique is used that is not specifically recommended by MAN, you must be certain that it is
safe for you and for other people. You must also be certain that the product will not be damaged. You must
also be certain that the safety of the product is not affected by the procedures that are used.
Most industrial accidents occur during the installation, operation, maintenance and repair of the products
and are caused due to non-compliance with basic safety regulations and protective measures. An accident
can often be avoided by recognizing potentially hazardous situations before an accident occurs. An
installation technician must be alert to potential hazards. The technician must also have the necessary
training, skills and tools in order to perform these works properly. The information in this publication was
based upon current information at the time of publication. Check for the most current information before
you start any job. The latest information can be provided by your MAN dealer.
2.2 Proper use
DANGER
Risk of damages to the engine due to improper use
Expiry of operating permit.
For this reason:
S Use the engine only for the approved application.
All engines described in these instructions are certified for commercial operation and, depending on the
type, suited to heavy, medium or light duty.
The operating mode is defined by the expected operating hours per year and the percentage of full load as
well as the average utilization.
An engine must only be installed for the specified application (e.g. fixed pitch propeller), for which it has
been certified and accepted
The certification status can be found on the emissions type plate on the engine.
Any other use is classified as not in accordance with the designated use.
MAN accepts no liability for damage resulting from this. The operator alone shall bear this risk.
Proper use also includes compliance with the operating, maintenance and service work specified by the
manufacturer.
The engine must only be installed and put into service by personnel who are familiar with it and have been
instructed about potential dangers.
The manufacturer does not assume any liability for damage to property or personal injury resulting from
unauthorized modifications to the engine.
Tampering with the electronics and injection and control system may also affect the performance and
exhaust gas behavior of the engine.
This means that compliance with the statutory environmental requirements is no longer assured.

2.3 Conversions and modifications to the engine and aftertreatment system

To avoid dangers and to safeguard optimal performance, neither modifications nor attachments or
conversions should be made on the engine or the aftertreatment system that have not been expressly
approved by MAN.
If modifications are made without the written consent of MAN, any obligation of guarantee or warranty on
the part of MAN for damage and defects that are attributable to the unauthorized modification becomes null
and void. Moreover, MAN does not assume any liability for damage that are caused by modifications that
have not been approved.
2.4 Responsibility of the operating company

The operating company is subject to the statutory obligations of industrial safety.
Apart from the instructions on industrial safety in this manual, the safety, accident prevention and
environmental regulations applicable for the area of application of the engine must be followed.
In doing so, the following is particularly applicable:
S The operating company must be aware of the applicable provisions of industrial safety and it must
determine additional dangers in a risk assessment that may arise based on the special working
conditions where the engine is used. The operating company must implement these in the form of
operational instructions for operating the engine.
S During the total operating time of the engine, the operating company must check that the operating
instructions created by the company correspond to the current regulations and must adapt these
instructions if necessary.
S The operating company must clearly regulate and specify the responsibilities for installation, operation,
maintenance and cleaning.
S The operating company must ensure that all employees who work with the engine have read and
understood the operating instructions.
Moreover, the operating company must train the personnel at regular intervals and inform them about
the risks involved.
S The operating company must provide the required protective equipment necessary for the personnel.
S These operating instructions must be kept near the engine and must be accessible to all persons
working with the engine whenever required.
The operating company is responsible for ensuring that the engine is always operated in technically sound
and operationally safe condition.
Hence, the following is applicable:
S Perform maintenance work as it is described in the maintenance manual, completely and at the intervals
specified; alternatively, ensure that it is carried out by an MAN Service workshop / MAN contract
partner.
S The operating company must have all safety equipment and devices checked regularly for
completeness and functionality.
S The information in the instructions must be followed completely and without any restrictions!

2.5 Requirements of personnel
Qualifications
WARNING
Risk of injury caused by untrained personnel
Ignoring the safety regulations poses the risk of injury to personnel.
For this reason:
S Carry out all work steps in accordance with the information in this manual.
S Have the engine serviced and repaired only by trained personnel.
S Ensure that the engine cannot be started by unauthorized persons.
S Regular attendance at product and user training.
S Observe safety and accident prevention regulations.
S Ensure orderliness and cleanliness in the working area.
Tip for users

MAN Truck & Bus SE regularly provides product and application training. These training sessions can
provide the necessary expertise.
Contact information for the MAN Engine Academy.
http://www.engines.man.eu/global/de/ueber-man-engines/man-engine-academy/Themen.html
The following qualifications are mentioned in the manual for various areas of activity:
S A trained person
has been briefed about their assigned duties and informed about potential hazards in case of improper
conduct.
S Qualified personnel
are people who, based on their technical education, knowledge and experience as well as knowledge of
the relevant regulations, are capable of carrying out the duties assigned to them professionally.
S A qualified electrical technician
is someone who, based on his technical education, knowledge and experience as well as knowledge of
the relevant standards and regulations, is capable of working on electrical systems, identifying potential
hazards on his own and avoiding them.
The qualified electrical technician is trained for the specific location where he is working and is familiar
with the relevant standards and regulations.
Only persons who can be expected to carry out their work reliably may be approved as personnel. Persons
whose reflexes are affected, e.g. by drugs, alcohol or medicines, are not approved.
S When choosing personnel, obey the regulations concerning age and profession applicable at the place
of work.

Unauthorized persons
WARNING
Risk of injury for unauthorized persons
For this reason:
S Keep unauthorized persons away from the working area.
S In case of doubt, talk to the persons and instruct them to leave the working area.
S Stop work as long as unauthorized persons remain in the working area.
Training
The personnel must be briefed and trained regularly. The training must be recorded for better tracking of
the training.

2.6 Personal protective equipment

It is necessary to wear personal protective equipment in order to minimize the risks to health while working.
S Always wear the necessary personal protective equipment whilst carrying out any work.
S Obey the signs present in the working area regarding personal protective equipment.
Industrial protective clothing

is tight-fitting work clothing with low tear strength, with tight-fitting sleeves and without
protruding parts. They are used primarily to protect against injuries, climatic influences
and dirt or contamination.
Do not wear any rings, necklaces or other jewelry on the body while working.
Hard hat
for protection against parts falling down or flying around.
Safety shoes
to protect against heavy falling parts and slipping on slippery surfaces.
Safety gloves
to protect the hands from abrasion, getting pricked or deep injuries as well as from
coming into contact with hot or corrosive parts or liquids.
Clothing for special work

When doing special work, special protective equipment is necessary. Special reference is made to these in
the various chapters of this manual.
Safety goggles
to protect the eyes from parts flying around and liquid sprays.
Ear protection
to protect against hearing loss caused by noise.

2.7 Special hazards

Residual risks that have been determined are mentioned in the following section.
S Observe and follow the safety instructions listed here and the warnings in other chapters of this manual
in order to mitigate risks to health and to avoid hazardous situations.
Electrical current
DANGER
Risk of life from electric voltage
For this reason:

S If the insulation of the power supply gets damaged, shut it down immediately and initiate its repair.
S Have work carried out on the electrical system only by electricians.
S For carrying out any work on the electrical system, deenergize the system and check that it is
deenergized.
S Shut off the power supply and secure it against being switched on again before completing
maintenance, cleaning or repair work.
S Do not bypass or disable any fuses. Replace fuses with those having the correct amperage rating.
S Keep moisture away from live parts. It can lead to a short circuit.
Moving components
WARNING
Risk of injury from freely rotating components
For this reason:

S During operation, do not reach into moving components or put your hands on moving components.
S Do not open covers during operation.
S Carry out testing and maintenance work only when the engine is completely stopped.
S Pay attention to the time delay: Before opening the covers, ensure that parts are not moving any
longer.
S Wear close-fitting industrial protective clothing in the hazard zone.
Flying parts in the event of sudden engine damage
WARNING
Risk of injury from running engines
In case of damage to engines, components may fly through the engine room at a high level of energy
and injure persons in the immediate vicinity.
For this reason:
S No one is allowed in the engine room when the engine is running.

Exhaust gases
WARNING
Health hazard due to a leaky exhaust system
For this reason:

S Decommission machines with leaking exhaust systems immediately.
S Repair leaking exhaust systems.
S Ensure adequate ventilation.
Easily inflammable materials - diesel fuel, oils and greases

As a rule, your classified MAN Marine engine was designed in accordance with SOLAS-requirements in
order to reduce the risk of fire.
However, there is still a risk e.g. of injury from flammable substances in the event of an engine fault.
WARNING
Risk of injury from easily inflammable substances
Risk of fire from highly flammable materials, liquids and gases.
For this reason:
S Smoking is forbidden in the hazard zone.
S Working with open flames and sources of ignition in the hazard zone is forbidden.
S Keep fire extinguishers ready for use.
S Report suspicious substances, liquids or gases immediately to the person in charge.
S Discontinue work immediately in case of fire. Leave the danger zone until given the all clear.
Coolants - antifreeze and anti-corrosion agent
WARNING
Risk of injury from coolants harmful to health
Coolant contains substances that are harmful to health.
For this reason:
S Observe and follow the safety data sheets of the manufacturers.
S Wear personal protective equipment.
S Avoid contact with the eyes and skin.
S Avoid spilling and mist formation.
Hot service products
CAUTION
Risk of scalding by hot service products
Service products reach high temperatures and cause burns.
For this reason:
S Before handling service products, check whether they are hot. If necessary, allow them to cool down.
S If necessary, wear additional hearing protection, a safety mask, protective goggles, and chemical-
resistant gloves.
S In the event of injury, consult a doctor immediately.
S Observe safety data sheets.
S Follow the accident prevention regulations.
S Observe workplace safety regulations.

Hot surfaces
CAUTION
Risk of burn injuries caused by hot surfaces
Components reach high temperatures during operation and cause scalding if they come into contact.
For this reason:
S Always wear industrial protective clothing and safety gloves when carrying out any work near hot
components.
S Before carrying out any work, make sure that all components have cooled down to ambient
temperature.
S Never remove protective equipment in front of hot components.
Noise
WARNING
Risk of hearing impairment caused by noise
A high noise level occurring in the working area causes severe hearing impairment.
For this reason:
S Always wear hearing protection while carrying out any work.
S Remain in the hazard zone only as long as necessary.
Sharp edges, pointed corners, dirt or objects lying around
CAUTION
Risk of injury from disregarding accident prevention regulations
For this reason:

S Follow the accident prevention regulations.

Work on the Common Rail system
CAUTION
Risk of injury from escaping liquids
Liquid jet gets released under high pressure.
For this reason:
S Wear additional hearing protection, a safety mask, and protective googles.
S Shut down the engine and wait until the pressure has fallen before starting work.
S Observe accident prevention regulations.
CAUTION
Risk of life from defective lines
Liquid jet gets released under high pressure.
For this reason:
S Never touch the liquid jet.
S Shut down the engine immediately.
S If necessary, initiate further measures to reduce the pressure and stop the liquid jet.
S Absorb liquids that have leaked out properly and arrange for their disposal.
S Replace defective parts.
DANGER
Risk of life from strong magnetic fields
For this reason:

S Persons with pacemakers must not stay near the engine.
S Persons with metallic implants must not stay near the engine.
S Keep ferromagnetic materials and electromagnets away from the magnetic source
(minimum distance: 3 m).
S Put metallic objects (jewelry, watches and writing instruments, etc.) away before carrying out
maintenance work.
S Do not bring any electronic devices near the magnetic source.
S Do not bring any storage media, credit cards, etc., near the magnetic source.

Hydraulic System
WARNING
Risk of injury from hydraulic sources
For this reason:
S Have work done on the hydraulic system only by trained specialists.
S Before starting any work on the hydraulic system, first switch it off and de-pressurize it.
S Relieve the pressure tank completely. Check for depressurized condition.
S Do not change pressure settings beyond the maximum values.
S Wear chemical-resistant safety gloves.
Cable harnesses and plug connectors
NOTICE
Risk of damage to components caused by incorrect handling
Irreparable damage to plug connectors and EDC control units from spread contacts and damaged
contacts.
For this reason:
S When installing, the plug first open the plug lock completely and then insert the plug connector and
lock it.
S Protect removed plug connectors and contacts against dirt.
S Check cable harnesses and plug connectors only with a suitable test device (bushing box).
S Connect/disconnect the plug connectors of electronic control units only when the ignition is switched off.
Electric welding
NOTICE
Risk of material damage due to incorrect handling of welding equipment
Damage to components and the electronics system due to electric arc welding.
For this reason:
S Welding works of any kind may be carried out only after consultation with the system supplier or as
per his specifications.
S MAN shall not assume any liability for damages, especially to the engine electronics, that occur due to
improperly performed welding works.

2.8 Safety equipment
The operating company must retrofit the following safety equipment:

Install emergency-stop provisions before the engine is put into operation and incorporate it in the safety
chain of the system.
Connect the emergency stop equipment in such a manner that in case of an interruption of the power
supply or restoration of power supply after an interruption, hazardous situations for human beings and
property are ruled out.
The emergency stop facility must always be easily accessible.
DANGER
Risk of life from non-functional safety equipment and devices
For this reason:

S Before beginning work, check whether all safety equipment is functional and correctly installed.
S Prior to starting the engine, check whether all safety equipment is functional and correctly installed.
S Never disable safety equipment or devices during operation.
DANGER
Risk of life due to inadequate protective devices
The V-belt cover included in the scope of supply is not a protective device.
For this reason:
S Implement suitable protective devices before putting the engine into operation.
2.9 Compressed air and high-pressure cleaner
WARNUNG
Risk of injury due to high pressures during cleaning
Eye and skin injuries from dirt particles and cleaners.
For this reason:
S Wear additional hearing protection, a safety mask, and protective goggles.
HINWEIS
Risk of component damage due to excessive pressures
Reduced functionality of the engine exhaust aftertreatment system and engine.
For this reason:
S Do not exceed the maximum air pressure of 205 kPa (30 psi).
S Do not exceed the maximum water pressure of 275 kPa (40 psi).
S Do not direct high-pressure cleaner directly at seals, connectors and electronic components.
S Use guard if necessary.

2.10 Conduct in case of hazards and accidents
Preventive measures
S Always be prepared for accidents or fire!
S Keep first-aid equipment (first-aid box, blankets, etc.) and fire extinguishers readily accessible.
S Check the first-aid equipment and fire extinguishers regularly for completeness and functionality.
S Familiarize persons with accident reporting, first-aid and rescue equipment.
S Conduct training and drills on safety regularly.
S Keep entry routes clear for ambulance vehicles.
CAUTION
Improper conduct may pose a safety hazard
For this reason:

S Remain calm in the event of an accident.
S Shut down the engine.
S Initiate first-aid measures
S Raise an alarm with ambulance and / or fire department.
CAUTION
Risk of injury from harmful service products
For this reason:

S If necessary, wear additional hearing protection, a safety mask, protective goggles, and chemical-
resistant safety gloves.
S Avoid contact with the eyes and skin.
S Do not eat, drink or smoke at the workplace.
S Wash hands thoroughly when finished working.
S Remove contaminated clothing immediately.
S Avoid any spillage of service products.
S Observe safety data sheets.
S Use an extraction system as required.
CAUTION
Risk of injury from disregarding accident prevention regulations
For this reason:


2.11 Signage
The following icons should be placed near the hazard zone.
WARNING
Risk of injury from inadequate labeling
For this reason:
S Make sure all safety, warning and operational notices or instructions are always clearly legible.
S Clean or replace illegible safety, warning and operating instructions.
No trespassing
Areas designated in this manner may not be entered.
Electrical voltage
Only electricians may carry out work in working areas marked in this manner.
Unauthorized persons should not enter areas marked in this manner.
Hot surfaces
Hot surfaces, such as engines and hot liquids are not always perceptible. Do not touch
them without safety gloves.
Risk of life from suspended loads

During hoisting operations, loads may sway outwards and fall down. This may cause
severe injuries right up to death.
Follow the instructions

The instructions must be read and understood fully prior to any work being started.
The work may only be performed by personnel in accordance with the section on
personnel requirements.

2.12 Environmental protection
Danger of environmental pollution caused by improper handling of service products
Considerable damage is caused to the environment.
For this reason:
S Comply with the country-specific safety regulations.
S Use appropriate and suitably sized containers to collect service products.
S Store service products only in original containers.
S Use suitable binders to absorb leaking service products and dispose of the waste properly.
S If required, inform the municipal authorities in charge about the damage.
S Run cleaning fluid and rinse water through an oil separator with sludge trap.
The following substances harmful to the environment are being used:
Lubricants
Lubricants such as greases and oils contain toxic substances and other substances that are harmful to the
environment. They should not reach the environment. Disposal must be carried out by a professional
disposal company specialized in disposal.
Diesel fuel
Diesel contains toxic substances that are harmful to the environment. It should not reach the environment.
Disposal must be carried out by a professional disposal company specialized in disposal.
Coolant
Coolants may contain toxic and other substances harmful to the environment. They should not reach the
environment. Disposal must be carried out by a professional disposal company specialized in disposal.
DEF/AUS32/AUS40/AdBlue ®
DEF/AUS32/AUS40/AdBlue ® contains substances that are harmful to water. They should not reach the
environment. Disposal must be carried out by a professional disposal company specialized in disposal.

Planning engine installation
3 Planning engine installation
3.1 Engine compartment design
WARNING
Risk of injury from freely rotating components
For this reason:

S Rotating machine parts are to be equipped with a suitable touch protection.
S Never remove protective devices from rotating components.
S Inspect and replace components only after the engine has been switched off.
3.2 Accessibility to the engine

When installing the engine, make sure that there is enough space for regular maintenance work in
accordance with the maintenance instructions and for any possible overhaul of the engine after long
operating time.
Advantages of good accessibility:

S High degree of engine reliability ensured by facilitated inspection and maintenance work
S Low maintenance costs by saving time
Access to the engine and the auxiliary units is an important criterion when designing the installation.
3.3 Maintenance work

It must be possible to freely carry out the following maintenance works on the engine in the engine
compartment:
S Oil and coolant level check
S Topping up oil and coolant
S Changing the fuel filter
S Bleeding the fuel system by operating the manual pump
S Changing the oil filter
S Maintenance of air filters
S Re-tightening and replacing the ribbed V-belt
S Draining and filling coolant
S Simple visual inspection with regard to leakages
S Visual inspection and re-tightening of threaded, hose- and pipe connections
S Cleaning the radiator for the engine coolant and the charge air cooling
S Testing and changing the sensors
S Turning the engine with turning device, adjusting the valves
S Re-tightening the cylinder head bolts, removal and installation of cylinder heads
S Changing the injectors
S Changing the high-pressure pump
S If necessary, oil sump removal without lifting the engine
S Starter motor/alternator
S Intake- and exhaust pipe
S Aftertreatment system
S Topping up DEF/AUS32/AUS40/AdBlue®
For more detailed information on maintenance works, see "Maintenance instructions".

3.4 Engine operation and engine environment

The engine environment is increasingly gaining importance for the operational safety, reliability and
usability of modern diesel engines.
Without exception, only highly turbocharged engines with charge air intercooling are used to achieve low
fuel consumption and low exhaust emissions.
Modern fuel injection systems consisting of precision parts place high demands on the purity of the fuel and
the cleanliness of the environment.
Electronic systems place high demands on the environmental conditions with regard to the temperature
and cleanliness.
The reliability of these engines depends to a large degree on proper operation of the attached vehicle
components, which have a significant effect on the operating conditions of the engines,
These include:
- Cooling system
- Combustion air system and turbocharging
- Exhaust system
- Fuel system
- Service products
For this reason, the proper design of these components is of prime importance. Consequently, the engine
should be seen not as an isolated component, but as interacting with the overall "ship" system.
Accordingly, the functioning of these components and their effect on engine operation must be checked
when analyzing malfunctions.
NOTICE
Engine damage due to faulty design of components in the engine environment
For this reason:
S Adapt all components of the engine environment with regard to design and dimensioning to the
engine.

3.5 Emission label
On engines with heat exchanger cooling system,

the emission label (1) is fastened to the expansion
tank.
On engines with externally mounted cooling
system, the emission label (2) is fastened to the
crankcase.
The required emission label has been placed on
this certified engine during the assembly process.

3.5.1 Duplicate emission label
If the emissions type plate is made illegible or it is

covered during the installation of the engine into
the system, thereby making it impossible to read
during routine maintenance, a duplicate type plate
must be attached to the system (see 40 CFR
1068.105(c)).
If necessary, MAN will supply the quantity of
replacement type plates. Send a written request
with the following information to MAN if you need
to attach a replacement type plate:
S Identification of the family (from the original
engine type plate).
S The reason why you need a replacement type
plate for your model
S The number of replacement type plates needed
MAN will retain the following records for at least
eight years.
S Your written requests, documentation and
descriptions
S Number of replacement type plates sent
by MAN
Destroy all unused duplicate model labels if you find that you not require them and document the quantity
of duplicate model labels that you use and that you destroy.

3.6 Views of the D2862 LE4XX engine

The engines
The figures on page 33 show engine views of a D2862 LE4xx engine without transmission and
aftertreatment system.
They are available in various output stages depending on the respective application.
Engine environment - Interfaces between the engine and ship

When installing the engines, important information on the individual engine components must be observed,
which is summarized here. A transition to the ship-side system, the design of which contributes decisively
to the fault-free operation of the engine, can be found on these engine components.
(1) Exhaust system (versions), see page 71
(2) Intake system, see page 64
(3) Charge air cooling system, see page 80
(4) Engine cooling system, see page 80
(5) Lubricating oil system (switchable oil filter only with classified design), see page 122
(6) Seawater connection/-circuit/-pump, see page 85
(7) Engine base/engine mount, see page 46
(8) Fuel system, piping, see page 103
(9) Flywheel, power take-off, see page 50
(10) Cabin heating, see page 114
(11) Electrical system, see page 128
B1 Bank 1 (Cylinder 1 to 6, Master)
B2 Bank 2 (Cylinder 7 to 12, Slave)
3.7 Closed Crankcase Ventilation

This engine uses a closed crankcase ventilation system that routes all crankcase gases back to the engine
intake air system. No crankcase emissions are vented to the atmosphere as required and described for
example in the Code of Federal Regulations (40 CFR 1042.115(a)). The crankcase ventilation system is
fully installed on the engine and is maintenance-free.

Supplementary information on installation planning

In addition to this publication, further documents are needed for engine installation planning; these are not
contained in this publication. These documents depend on the relative scope of supply and are provided by
the respective responsible MAN representative based on the specific project.
In special cases, documents can be requested directly from MAN Werk Nürnberg.
- Installation drawing
The installation drawing informs users about the most important engine dimensions. It shows the
dimensions of the flywheel or of the flywheel housing for attaching a coupling and for flange-mounting a
transmission.
- Arrangement drawing for elastic engine mounts
The selection of elastic engine mounts based on type and Shore hardness depends on the setup of the
drive system (transmission freestanding or flange-mounted on engine).
- Wiring diagrams
Wiring diagrams specifically adapted to the requirements of the shipyard are available.
Information on commissioning and operating engines

Document folders are supplied with the engines and contain the following publications:
- Operating instructions
- Maintenance instructions
- Service products for MAN industrial and marine diesel engines
These publications must be read thoroughly prior to commissioning any engines.


Accessibility of the engine in the engine room
4 Accessibility of the engine in the engine room
4.1 Accessibility electronics box (E-box)
DANGER
In an emergency, it must also be possible to shut down the engine quickly and reliably in the
engine room.
For this reason:
S The red emergency stop button must be reachable quickly and safely!
Tip for users

E-box with emergency stop button close to the access (door/hatch) to the engine room.
S Further Information, see

Operating Instructions - MAN Intelligent Marine
Safeguard System
4.2 Maintenance work and repairs
NOTICE
High degree of engine reliability ensured by facilitated inspection and maintenance work
Low maintenance costs by saving time and labor
For this reason:
S When installing the engine, make sure that there is enough space for regular maintenance work in
accordance with the maintenance schedule.
S Removable deck or hatch for lifting out engines

for repair
(Example)

It must be possible to carry out the following work on the engine and transmission in the engine room
without any hindrances.
S Changing the air filter
S Changing the fuel filter
S Changing the fuel pre-filter/water separator

S Lubricating oil level check, topping up

lubricating oil
"Non-classified" engines:
(see Maintenance instructions for description)
"Classified" engines:
(see Maintenance instructions for description)
Depending on the version, the selectable oil filter
is installed on the engine or is remote.

S Draining and filling engine oil via electrical

extraction and filling pump
S Plate heat exchanger maintenance

Distance to bulkhead: D=350 mm
S Filling coolant
(see section "Commissioning" for description)
Height of deck above filler cover:
H=500 mm (recommendation)
S Coolant level check
(see section "Commissioning" for description)

S Draining and filling coolant with electrical

extraction and filling pump on adapter
S Removal of V-belt guard

S Changing the V-belt
S Replacement of the three-phase alternator
Removal of all cylinder head covers

S Checking and adjusting valves
S Replacement of the injectors

S Removal and opening of fuse box
S Replacement of the starter

S Maintenance and replacement of the battery
NOTICE
Simple visual inspections can help detect the causes of malfunctions early on.
For this reason:
S There must be sufficient space to inspect the engine for oil leaks, coolant leaks, or seawater leaks.
S Hose connections and pipes to and from the engine must be easily accessible.

Engine foundation
5 Engine foundation
5.1 Requirements for the engine foundation

S The weight of the drive system, as well as all dynamic forces resulting from rough seas, must be safely
absorbed.
S Distortion of the hull due to swells and load must not be transferred to the engine. The engine
foundation must be connected to the largest possible area of the hull.
S The engine base support (engine foundation) (2) must be parallel to the bottom edge of the engine base
(1) so that the elastic engine mounts are not twisted. The engines must not be rigidly mounted to the
foundation.
S Ensure adequate clearance between the engine (+transmission) and the foundation; under no
circumstances is it permissible for engine-inherent movements (e.g. during start-up and shutdown or
rough seas) to lead to contact with the foundation.

Engine foundation
5.2 Engine weights

The engine weights (without transmission) are specified in the following table:
Engine types Rated output in kW Nominal speed Engine weight (dry) in

rpm kg
Light duty
D2868 LE466 (V8) 956 approx. 1850
D2862 LE496 1471 2300 approx. 2350
D2862 LE459 1213 approx. 2350
Medium duty
D2862 LE428 749 approx. 2240
D2862 LE438 882 approx. 2240
2100
D2862 LE469 974 approx. 2240
D2862 LE489 1066 approx. 2330
Heavy duty
D2862 LE427 662 approx. 2240
D2862 LE437 551 1800 approx. 2240
D2862 LE447 735 approx. 2240
The weights relate to the engine without lubricating oil and coolant. To determine the weight of an
operational engine, the weights of the lubricating oil and of the coolant must be added up.
Weights of the filling quantities

Engine type Lubricating oil Coolant
V8 - Engines 60 liters 54 kg 85 liters 90 kg
V12 - Engines 90 liters 80 kg 113 liters 120 kg

Engine foundation
5.3 Maximum permissible tilt angle for the engine

If the engine is to be installed longitudinally, the maximum permissible tilt angle must not be exceeded.
The max. permissible tilt angle is the largest angle occurring during travel due to the movements of the
ship (dynamic).
α b
α = Angle relative to the flywheel side β = Angle relative to the opposite flywheel side
Engine type α β
D2862 LE4.. 10_ 10_
NOTICE
The angle β of 10_ relative to the opposite flywheel side must only occur during travel.
For this reason:
S The installation incline β relative to the opposite flywheel side is 0_.
5.4 Maximum inclines
Athwartship Fore-and-aft
Static 22.5_ 7.5_
Dynamic 30_ 10_

Elastic mounts
6 Elastic mounts
6.1 Selection of a suitable elastic mount

The elastic mounts are tasked with preventing the transfer of vibrations from the engine to the engine
foundation and the hull.
Due to the constructive design of the engines with regard to
- total mass
- location of the engine's center of gravity
- distribution of reaction forces to the engine base
some requirements for the design of the elastic engine mounts are already defined.
Depending on the arrangement of engine and transmission (with flanged or freestanding transmission) as
well as the alignment required after installation, the following points are required additionally:
- propeller thrust to be transferred to engine foundation for engines with flanged transmission
- simple height adjustment of the bearings
Due to these varied requirements, the elastic mounts must be adapted carefully.
For this reason, MAN has determined elastic mounts which are matched to the respective type of drive
system in terms of their design and selected Shore hardness.
Allocation of the elastic mounts to the arrangement of engine and transmission, as well as more detailed
information on the mounts is provided on the following pages.
The elastic mounts are supplied depending on the contract. Under no circumstances may the elastic
mounts be foregone or the engines positioned rigidly on the engine foundation.
NOTICE
The elastic engine mounts cannot eliminate vibrations resulting from poor alignment of the drive system
or vibrations excited by the propeller.
For this reason:
S Align drive system carefully, see page 146.
6.2 Elastic mounts

The installation drawings provide information about the dimensions of the mounts as well as the drilling
pattern of the engine foundation.
For the installation of elastic mounts, see page 143.

Elastic mounts
6.2.1 Coordinates of the center of gravity

The coordinates of the center of gravity and the mass moments of inertia for the engine are determined
using methods from experimental modal analysis.
Explanation of the measured quantities

m: Dry mass of the engine without oil [kg]
xs : Center of gravity of the engine in longitudinal direction (measured from the rear edge of the
flywheel housing [mm]
ys : Center of gravity of the engine along the minor axis [mm]
zs : Center of gravity of the engine along the vertical axis [mm]
(measured from the crankshaft axis looking at the flywheel housing
Origin of the coordinate system in the crankshaft axis/flywheel housing rear edge.
lzz: Mass moment of inertia in the center of gravity of the engine when rotating around the vertical
axis z [kgm2]
lyy: Mass moment of inertia in the center of gravity of the engine when rotating around the
transverse axis y [kgm2]
lxx: Mass moment of inertia in the center of gravity of the engine when rotating around the
longitudinal axis y [kgm2]
Measurement was performed on reference engine D2862 LE463

Engine mass m Coordinates of the center of gravity mm Mass moment of inertia [kgm2] um
in kg
Longitudinal Minor axis Vertical
axis axis
xs ys zs lxx lyy lzz
2255 -707 4 344 221 553 379

Engine and transmission connected with flange
7 Engine and transmission connected with flange
(1) Engine
(2) Transmission oil cooler, see page 86
(3) Ship turning transmission, connected with flange to flywheel housing
(4) Elastic transmission mount, see page 46
(5) Flywheel housing, see pages 50, 141
(6) Elastic engine mount, see page 46
DANGER
Risk of life due to rotating machine parts
For this reason:
S Rotating machine parts (shafts, flanges) are to be equipped with a suitable touch protection for safety
reasons. Follow safety precautions!

7.1 Torsional vibration calculation

The gas and mass forces of the engine can cause the entire drive system to vibrate. A torsional vibration
calculation is necessary to find the resonance points according to their position and strength and to prevent
overloading.
MAN can carry out the work for a fee. The required details should be compiled during the project phase
using the "Questionnaire for torsional vibration calculation of ship drive systems".
The torsional vibration calculation must be carried out after contract award, but at the latest before delivery
of the engines.
If the torsional vibration calculation is not carried out by MAN, the details required (torsional replacement
vibration-diagrams of the crankshaft) can be provided by MAN.

7.2 Flywheel and flywheel housing
NOTICE
Depending on the project, carry out an accurate installation examination.
For this reason:
S Request an installation drawing with detailed dimensions of the flywheel or flywheel housing.
The following applies to all engines:
Flywheel housing (1) with SAE1 connection for

flange-mounting a transmission.
Flywheel (1) compliant with SAE 1

The mass moment of inertia is J = 2.08 kgm2
(with starter ring gear).

7.3 Elastic coupling
Tip for users

The crankshaft axial clearance must be
checked before and after flange-mounting
a transmission; see page 142.
An elastic coupling must be (1) installed between

the engine and the transmission.
This is installed to decouple the engine and the
driveline (transmission, propeller shaft, propeller)
in terms of vibration. This limits the high-frequency
vibrations generated by the timing of the ignition
to the engine crankshaft.
On the other hand, the transfer of low-frequency
driveline vibrations to the engine is prevented.

Power take-off via drive shafts
8 Power take-off via drive shafts
8.1 Arrangement of the drive system

The drive system consists of an engine and freestanding, i.e. not flange-connected transmission.
This means the engine and transmission can be arranged in spatially off-set positions (usually V-Drive)
so that the power transmission from the engine to the transmission is provided using a drive shaft. MAN
offers two solutions for this drive concept with regards to the coupling selection, which are detailed below.
The objective here is:
S To prevent damage from impermissible vibrations on the engine, transmission, elastic coupling and
drive shaft.
S To avoid the transmission of vibrations into the engine foundation and therefore vibrations to the ship,
improving comfort on board.

8.1.1 Drive system consisting of engine, highly elastic coupling, drive shaft and
transmission
(Principle representation of a reference engine)
The power transfer from the engine is achieved using a highly elastic coupling.
The highly elastic coupling which is bolted to the engine flywheel allows the drive shaft to have a bend
angle of max. 3_.
(1) Engine
(2) Elastic engine mount
(3) Highly elastic coupling, see page 56
(4) Freestanding transmission
(5) Drive shaft, see page 57

8.1.2 Drive system consisting of engine, elastic coupling with flange bearing,
drive shaft and transmission
The power take-off on the engine is achieved using an elastic coupling with flange bearing.
Although this possibility requires the drive system to be longer overall due to the flange bearing, it does,
however, allow a bend angle of the drive shaft of max. 9_.
(1) Engine
(2) Elastic engine mount
(3) Elastic coupling with flange bearing, see page 56
(4) Freestanding transmission
(5) Drive shaft, see page 57

8.2 Flywheels
NOTICE
Depending on the project, carry out an accurate installation examination.
For this reason:
S Request an installation drawing with detailed dimensions of the flywheel or flywheel housing.
Flywheel (1) with J = 1.20 kgm2 for mounting of a

highly elastic coupling with drive shaft connection.
Flywheel (2) with J = 2.08 kgm2 for mounting of an

elastic coupling with flanged external bearing.

8.3 Couplings
DANGER
For this reason:
8.3.1 Highly elastic coupling
The highly elastic coupling (1) is mounted on the

flywheel of the engine. Mounting the coupling is
only possible if the engine is equipped with a
suitable flywheel for the mounting of a highly
elastic coupling
It allows permissible drive shaft bend angles
ß1, ß2 of 3°.
Definition of bend angles ß1, ß2, see next page
Connection dimensions, see installation drawing.
8.3.2 Elastic coupling with flange bearing
The elastic coupling with flange bearing (1) is

factory-fitted to the engine. Mounting the coupling
is only possible if the engine is equipped with a
suitable flywheel for the mounting of an elastic
coupling
It allows permissible drive shaft bend angles
ß1, ß2 of 9°.
Definition of bend angles ß1, ß2, see next page
Connection dimensions, see installation drawing.

8.4 Drive shafts
DANGER
For this reason:
8.4.1 The bend angle of a drive shaft
The bend angle ß of a drive shaft is the angle

between the drive shaft center axis and the central
axes of the shafts of the drive- or output-side.
b1
b2

8.4.2 Fundamental guidelines for the installation of drive shafts
If a single cardan joint, universal joint or ball joint is rotated uniformly while bent, it results in a non-uniform
movement on the output side.
This non-uniformity is evened out once two single joints are connected to one drive shaft. The following
conditions exist here for absolute motion compensation:
S Same diffraction angle on both joints (ß1=ß2)
S Both inner joint forks must be on the same plane
S Drive‐ and output shafts must also be on the same plane
Drive shaft positioning in Z‐Form Drive shaft positioning in W‐Form
Exception:
With a spatially angled drive shaft, drive‐ and output shafts are not on the same plane. In order to attain
uniform output-side movement in this case, it is necessary to twist the inner joint forks against each other
so that each is in the deflection plane formed by their articulation. Furthermore, the spatial deflection planes
must be identical in size.


Engine room ventilation
9 Engine room ventilation
9.1 Engine room heating

Each engine transfers heat from its hot surface to the air of the engine room during operation (convection),
comparable to a radiator for room heating in a building. Additionally, if to a much smaller degree, radiation
is transmitted to the environment (radiant heat).
Both physical effects can heat the engine room so much that the functions of the temperature-sensitive
components (e.g. the electronics) are disrupted.
9.2 Temperature in the engine room

The maximum temperature in the engine room is restricted to 60 _C by:
S The maximum permissible operating temperature of the electronic components
S The maximum permissible fuel temperature
NOTICE
Damage to electronic components in the E-Box.
For this reason:
S Temperature inside the E-Box: maximum 70 _C.
At intake air temperatures above 45 _C, a loss of output is to be anticipated.

The following is considered evidence of sufficient engine room ventilation:
Engine room temperature = Ambient temperature + 15 _C (max. 20 _C)
measured a the front of the engine room, the rear of the engine room and at the air filters.
The temperature in the engine room is fundamentally dependent on the following constraints:
9.2.1 Outside air temperature

The outside air temperature is dependent on the climate of the location of application and on the prevailing
weather conditions. In the Mediterranean region, anticipate an air temperature of up to 40 _C; in the
Persian Gulf, anticipate an air temperature of up to 50 _C.

9.2.2 Operating conditions of engines

1) Maximum speed / cruising speed of the ship
At full load or increased power output, the temperature of critical components (charge air pipe,
compressor housing, exhaust manifold) and thus the heat emission will naturally be at its highest.
However, this effect is compensated by the high combustion air requirement of the engines and the
linked high exchange of air in the engine room.
Example: Two engines at full load have a combustion air requirement of 2 x 4470 m3/h corresponding to
2.5 m3/s. A typical engine room air volume of 50 m3 is thus exchanged every 20 seconds. The engine
room temperature, with sufficiently dimensioned air inlet/outlet openings, cannot get significantly higher
than the outside air temperature.
2) Reduction of the maximum speed to silent running (e.g. navigating channels, waterways with speed
limits)
At low speeds and loads, the combustion air requirement of the engines and thus the fresh air inflow
into the engine room is reduced significantly.
Example: Two engines with 2 x 750 m3/h combustion air requirement at 1000 rpm and operating on the
propeller curve, corresponding to 2 x 0.20 m3/s.
The air volume in the engine room is no longer replaced quickly enough by the incoming outside air and
can therefore warm up significantly. Furthermore, after operating at full engine load, the significantly
heated up components (charge air pipe, crankcase, oil sump) also emit heat in the engine room.
As a result, forced ventilation by means of blowers is required in this operating phase.
9.3 Air requirement and air pressure in the engine room

The air supply into the engine room is ensured by the free cross-section and the fluidic design of the air
inlet openings.
Air requirement per engine (guide values)
Engine types Rated output in kW Nominal speed Air requirement m3/h

rpm (approx. 25 °C intake air)
Light duty
D2868 LE466 (V8) 956 3800
D2862 LE496 1471 2300 6250
D2862 LE459 1213 5000
Medium duty
D2862 LE428 749 3700
D2862 LE438 882 3850
2100
D2862 LE469 974 3950
D2862 LE489 1066 4400
Heavy duty
D2862 LE427 662 2700
D2862 LE437 551 1800 2450
D2862 LE447 735 2900
For the air requirement specified in the table, this has to do with the combustion air requirement per engine.
The air inlet openings into the engine room must be dimensioned at least for this volume of flow (X-number
engines).

9.3.1 Blowers
For proper purging of the entire engine room

with fresh air, largely dimensioned blowers are
necessary.
The following criteria apply as guidelines when
selecting effective blowers:
1. Blowers with
DC voltage supply of 24 V,
= 160 mm to 300 mm/
2. Blowers with
AC voltage supply by the ship's
alternator 240 V,
= 150 mm to 450 mm
Small blowers mounted on corrugated hoses are
unsuitable because these do not offer adequate air
flow and ensure only a local supply with fresh air.
It is advisable to use extraction fans that suck
the warm air out of the engine room so that fresh
air can flow in through the air inlet openings.
If the air pressure in the engine room exceeds the
ambient pressure, vapors, oil mists etc. can get
into the ship's quarters and lead to noxious odors.

9.3.2 Air duct - General
NOTICE
Water ingress leads to a total loss of the engine
For this reason:
S Foam and spray water must not reach the engines.
The opening for the air supply and air removal 3 1

must be positioned so that there is a rinsing effect,
i.e. there is a flow through the entire engine room.
Fresh air inlet into ventilation system for
engine room ventilation
The fresh air should be taken in as high as
possible on the side of the ship's hull, or above
deck upstream of the engine room (1).
Fresh air supply into the engine room
Air entry into the engine room (2) should be as low
as possible between the ship's sides and engines. 2
Air outlet from the engine room
The air outlet (3) should be located opposite to the
inlet, thus at the rear of the engine room, as high
as possible.
Air duct design
Due to the flow-optimized design of the air supply
and usage of the air stream when in motion, the
volume of air flow can be optimized in fast ships.
A Free cross-section
(4) Deck
(5) Air duct
(6) Ship's side
Free cross-section A of the air inlet opening refers
to the tightest point of the entire air duct. It must
be measured for the air requirement of the engines
according to the table on page 61.
The design of the engine room ventilation is the responsibility of the equipment manufacturer or shipbuilder.

Combustion air system and turbocharging
10 Combustion air system and turbocharging

The combustion air and charging system forms a complex and sensitive system which was designed
carefully when developing the engine. Intrusions into this system are neither necessary nor allowed during
engine installation.
For fault-free functionality, however, the following requirements must be met in regard to the ship’s design:
S Supply with a sufficient combustion air quantity
S Efficient recooling of the combustion air in the intercooler
10.1 Diagram of the combustion air and charging system

The diagram of the combustion air and charging system helps illustrate these requirements.
S The combustion air must reach the engine unhindered, via the air filter (1).
S The combustion air must be recooled sufficiently by the intercooler (4).
(1) Intake of combustion air via the air filter

(2) Compression of combustion air by the turbocharger
(3) Recooling of the combustion air in the air charge intercooler
(4) Supply of cooled combustion air to the engine
(5) Distribution of cooled combustion air to the cylinders

Combustion air system and turbocharging
10.2 Combustion air requirement

For the complete combustion of fuel and in order to reach full output, the engine needs a sufficient amount
of fresh air; this can be determined from the technical data attached to this brochure.
Vacuum downstream of air filter

The vacuum downstream of the air filter is an indicator of sufficient combustion air supply to the engine.
If the vacuum downstream of the air filter is too high, there is a lack of combustion air.
If the maximum permissible value is exceeded, the engine room ventilation must be checked; see page 60.
The maximum permissible intake air restriction at

maximum output and nominal speed is specified in
the technical data.
10.3 Temperature of combustion air downstream of charge aircooler

The recooling of the combustion air in the intercooler is carried out by means of seawater. For this reason it
is very important that the intercooler is supplied with a sufficient amount of seawater.
To see the guidelines for the seawater cooling system design, refer to the "Cooling system" chapter on
page 80.
NOTICE
Exceeding the maximum permissible combustion air temperature downstream of the intercooler
can lead to engine damage as a result of excessive thermal load.
For this reason:
S If the maximum permissible combustion air temperature is exceeded, the engine monitoring system
will trigger an alarm.

Exhaust system
11 Exhaust system
Principle representation with exhaust aftertreatment system
1 Exhaust gas outlet (versions), see page 72

2 Installing exhaust-gas compensator, see page 159
3 Information for the installation of the aftertreatment system can be found in the
(emission-related) installation instructions - Modular aftertreatment system, marine

Exhaust system
11.1 Purpose
This document is intended as a reference and guide for the correct installation of the MAN aftertreatment
system for MAN Engines. The primary purpose is to assist engineers and designers specializing in engine
installations.
The electrical-, application- and installation guide, the data sheets and the installation instructions for the
"Modular aftertreatment system, marine" of the engine accompany this booklet.
DANGER
Improper installation of the aftertreatment system or wrong routing of exhaust gases may result
in personal injury or death.
For this reason:

S Prior to working on the aftertreatment system, the installation instructions must have been read and
understood.
DANGER
Improper installation of the aftertreatment system may cause a risk of burns or fire personal
injuries or death.
For this reason:
S Prior to working on the aftertreatment system, the installation instructions must have been read and
understood.
WARNING
Risk of injury due to toxic vapors
Paint burning off of hot components.
For this reason:
S Do not paint part.
CAUTION
Risk of injury from hot components
Components reach high temperatures during operation and cause scalding if they come into contact.
For this reason:
S Always wear industrial protective clothing and safety gloves for doing any work near hot components.
S Before doing any work, make sure that all components have cooled down to ambient temperature.
S Never remove protective devices in front of the hot components.
NOTICE
Risk of component damage due to incorrect installation
Damage to the aftertreatment system and reduced engine performance.
For this reason:
S Ensure correct installation and connection of the aftertreatment system.

Exhaust system
NOTICE
Make sure that the MAN aftertreatment system meets the application/installation requirements.
Otherwise the installer must contact his or her respective MAN sales manager.
Any deviation from these instructions resulting in the installation of an aftertreatment system not
included as part of the applicable certified engine configuration will be considered as non-compliant and
must be reported immediately to MAN.
Risk of consequential warranty loss!
Tip for users

The information in this document is subject to change as engines and aftertreatment systems are
modified and improved to comply with the requirements of emission reduction standards.
Tip for users

If any additional component is required between the exhaust outlet of the engine and the aftertreatment
inlet, please contact your MAN sales manager for further clarification.
The exhaust system influences pollutant emissions, fuel consumption, engine output, thermal loading and
acoustic emissions. Measures to counter heat radiation from the exhaust system and protect adjacent
components must be implemented as necessary.
As regards the position and direction of the exhaust gas outlet and permissible acoustic emissions,
compliance is required with the applicable national regulations and ordinances.
To be able to measure compliance with the EPA exhaust emissions requirements for operational engines
it is important that the OEM designs the exhaust system so that a 20-centimeter extension can be
temporarily installed on the system exhaust outlet. The extension is required in order to prevent dilution
of the exhaust sample with ambient air during the exhaust emission test.

Exhaust system
11.2 General Information

The MAN aftertreatment system consists of the key components necessary to support an engine
arrangement for emissions compliance. MAN U.S. Tier 4 and IMO Tier III engine systems use a variety
of technologies for the reduction of particulate matter and NOx emissions. Selection of the optimal
module combination is based upon engine output and application.
The exhaust system and MAN aftertreatment system are integral components of the MAN U.S. Tier 4 and
IMO Tier III engine solution.
MAN engines are designed and constructed to provide the optimum benefits.
For the most part, the quality of the entire assembly is decisive for meeting the expectations of the
customer. This quality ensures the proper function during the service life of the construction and the
system. This proper detail determines the ability of the engine to generate its specified rated power,
fuel consumption, and to conform to emissions regulations.
MAN exercises all reasonable effort to assure engine and MAN aftertreatment system perform properly.
However, it is the responsibility of the OEM/installer to properly install the engine and aftertreatment system.
MAN assumes no responsibility for deficiencies in the installation. It is the responsibility of the OEM/installer to
meet all of MAN’s requirements, as provided in this instruction.
A compensator or a metal hose must be installed between the engine and the exhaust system on the
equipment side with aftertreatment system.
Thus,
S the heat-induced expansion of the exhaust system is compensated,
S the engine and equipment side exhaust systems are decoupled in terms of vibrations,
S relative movements between the engine and equipment side exhaust system are balanced.
Installation of the compensator takes place as close as possible to the engine between the engine and the
device-side exhaust system.
To reduce the flow resistance, exhaust pipes should be made of material with low degree of roughness.
Sharp deflections and bends are to be avoided.
Under no circumstances is it permissible for rainwater or condensate to make its way into the engine or the
exhaust system.
If parts of the exhaust system are routed close to temperature-sensitive components, these parts must be
fitted with suitable heat shields or be isolated. Temperature measurement on critical components must be
conducted in case of doubt.

Exhaust system
11.2.1 US Tier 4/IMO Tier III - Emissions requirements

These instructions are intended for the use of engines that must comply with U.S. Tier 4 and IMO Tier III
emission levels. Proper fluids must be used to meet these requirements. Refer to the Service Products
brochure "MAN Industrial and Ship Diesel Engines" for the appropriate fuel, lubricants, and coolants that
are to be used. The proper fuels, lubricants and coolants must be used to enable the engine to produce its
published rated power, fuel consumption and conform to emissions regulations.
Tip for users

If spark arresting is needed for aftertreatment applications, a dedicated device meeting SAE J350 must
be installed downstream of the system.
11.3 Aftertreatment system

Information for the installation of the aftertreatment system can be found in the installation instructions
"Modular aftertreatment system, marine".

Exhaust system
11.4 Basic design concept
WARNING
Health hazard due to a leaky exhaust system
For this reason:

S The exhaust system must be completely leak-proof.
S Decommission machines with leaking exhaust systems immediately.
S Repair leaking exhaust systems.
S Ensure adequate ventilation.
S The exhaust system must be furnished with fire-proof insulation.
(surface temperature < 220 °C)
NOTICE
Engine damage caused by ingress of seawater.
For this reason:
S Install a pipe elbow in the exhaust line.
Under no circumstances must water get into the

exhaust system or engine. For an engine that is
installed low and with an exhaust gas outlet barely
above or below the waterline, a pipe elbow with
subsequently falling exhaust line ("gooseneck") (1)
must be installed in the pipe guide. This prevents
the ingress of water when reversing or in the event
of swells.
It is not permitted to unite the exhaust gas of
several engines into one system. In multi-engine
systems, a separate exhaust routing is required for
each engine so that the exhaust gas of a running
engine cannot get into another engine.
11.5 Layout of exhaust system
11.5.1 General installation requirements (Engine and aftertreatment system)

Elastic connecting elements must be installed between the engine and the aftertreatment system in order
to allow for engine movements caused by the elastic engine mounting and to decouple the engine from the
exhaust system.
Compensators can be used for this purpose, see page 159.
NOTICE
Component damage caused by the application of force on the turbocharger
For this reason:
S Exhaust gas lines must be mounted and braced in such a manner that no forces act on the
turbocharger during operation.

Exhaust system
11.5.2 Exhaust gas outlet at engine

The exhaust manifold for the exhaust gas outlet can be mounted optionally.
Dimensions of the flange for connecting the ship-side exhaust system, see installation drawing.
Single-stage turbocharging
Engines with single-stage turbocharging are

equipped with one exhaust manifold per
cylinder bank.
The exhaust manifolds can be supplied with a
choice of the outlet upwards (1) or to the rear (2).
These exhaust manifolds are not cooled by engine
coolant.
Therefore these manifolds must be insulated to
maintain the max. permissible surface temperature
of no more than 220 °C.
Two-stage turbocharging
Engines with two-stage turbocharging are

fitted with a combined exhaust manifold.
The exhaust manifold can be fitted either to
the rear (1) or upwards (2).
A twin-flow exhaust gas outlet (3) is supplied

loose.
Install exhaust-gas compensator (4), see 159.
(Principle representation)

Exhaust system
11.5.3 Seawater injection into the exhaust system
After exiting the aftertreatment system, the

seawater can be injected into the exhaust line and
mixed with the exhaust gas.
Under no circumstances must water get into the
exhaust system or engine.
Schematic diagram of seawater injection

(example)
(1) Seawater
(2) Exhaust
(3) Baffle with blunt pitch for water flow
(4) Baffle with sharp pitch for water flow
Silicone hose (1) downstream of seawater

injection.

Exhaust system
11.5.4 Exhaust gas soundproofing
Exhaust gas soundproofing can be attained either

by locating the exhaust gas outlet below the
waterline or by installing exhaust silencers.
Exhaust gas outlet below the waterline
Besides soundproofing, an exhaust gas outlet
below the waterline normally results in an increase
in exhaust gas back pressure.
A flow-optimized design of the exhaust gas outlet
can reduce this effect.
However, in this case no vacuum may occur.
NOTICE
Turbocharger damage caused by exceeding the maximum permissible turbocharger speed
For this reason:
S Vacuum at the exhaust gas outlet results in impermissibly high turbocharger speeds and is therefore
not allowed.
If the exhaust gas outlet is below the waterline, a bypass to the exhaust line incl. am outlet above the
waterline must be provided.
If the bypass is missing, pressure can build up in the exhaust system when the ship is idle or traveling
slowly until this is finally greater than the water pressure under the ship and then suddenly escapes,
leading to violent vibrations.

Exhaust system
11.5.5 Insulation of exhaust line
WARNING
Risk of fire due to hot surfaces in contact with diesel fuel and oil!
Risk of burn injuries due to hot surfaces
For this reason:
S Insulate exhaust pipes with fireproof material.
Hot, uninsulated exhaust pipes will heat up the

engine room significantly.
The radiated quantity of heat rises with the fourth
power of the surface temperatures, e.g. 20 %
higher surface temperatures - double the radiant
heat.
Necessary properties of the insulation material:
- Flame-resistant
- Fuel- and oil repellent
- Neither dust particles nor fibers may be
released into the environment because
these can be sucked up by the engine.
Keep engine room temperature to a maximum of 60 °C. See engine room ventilation from page 60.

Exhaust system
11.6 Permissible exhaust gas back pressure
NOTICE
Turbocharger damage caused by exceeding the maximum permissible turbocharger speed
For this reason:
S Vacuum at exhaust gas outlet not permitted.
NOTICE
Engine damage due to thermal overload
Excessive exhaust back pressures can lead to high exhaust temperatures, insufficient engine output,
increased smoke development and subsequent engine damage due to thermal overload.
For this reason:
S During the commissioning, the exhaust back pressure is to be measured.
Engines with exhaust aftertreatment system
The exhaust gas back pressure for engines with aftertreatment system is measured continuously.
If the maximum permitted exhaust backpressure is exceeded, an alarm is initiated.
For further information, see Installation Instructions "Modular aftertreatment system, marine".
Engines without exhaust aftertreatment system
Measuring point of the exhaust back pressure (1)

(M14x1.5), are located on the engine-side exhaust
manifold.
The permissible exhaust back pressure at full load and nominal speed is . . . . . . . . . . . . . . . . . . . 20-80 mbar.

Exhaust system
11.7 Design of the exhaust system (without SCR-cat)

When designing the exhaust system, we recommend not using the maximum permissible value for the
back pressure (= pressure loss), but only 75% of the maximum permissible value.
The back pressure depends on the gas flow rate through the system and the exhaust temperature and
reaches its maximum value at nominal speed and rated power of the engine.
The total back pressure (total pressure loss) np in the exhaust system is made up of the sums of the back
pressures of the individual components, such as the straight pipe pieces, elbows and silencers, i.e. in the
style of a formula:
p = pR L + pK nK + pS
Definitions:
pR = Back pressure (pressure loss) per 1 m pipe
L = Pipe length in m
pK = Back pressure (pressure loss) per degree elbow
nK = Number of elbows
pS = Back pressure (pressure loss) in the silencer
In order to keep the exhaust gas back pressure

as low as possible, sharp bends and elbows are
to be avoided.
Use pipe elbows only with a large radius d
(R / d ≥ 1.5). If silencers are installed, ensure
that the maximum permissible exhaust gas
back pressure is not exceeded.
R
Example of the calculation of a dry exhaust system

For a ship, a dry exhaust system with 4 m pipe length, two 90 degree elbows and one silencer is planned.
The inside diameter should be 120 mm.
Is the system sufficiently dimensioned for a turbocharged diesel engine with an exhaust gas mass flow rate
of 1300 kg/h?
The following values can be read in the tables:
Back pressure for 1 m pipe = 3 hPa
Back pressure for 90 degree elbow = 5.1 hPa
The manufacturer can provide information
on the back pressure in the silencer.
A value of 5 hPa is assumed here.
The total back pressure p is then calculated:
p = pR L + pK nK + pS
p = 3.0 hPa 4 + 5.1 hPa 2 + 5 hPa = 27.2 hPa
The calculated value is within the permissible range.

Exhaust system
Average occurring back pressure (pressure drop) in hPa (mbar) per 1 m exhaust pipe depending
on the exhaust gas mass flow rate in kg/h and an inside diameter in mm
Exhaust gas
mass flow rate * Diameter mm
kg/h 80 100 120 140 160 180 200
800 9.9 3.0 1.2 0.5 0.3 0.1 0.1
900 12.6 3.8 1.5 0.6 0.3 0.2 0.1
1000 15.5 4.7 1.8 0.8 0.4 0.2 0.1
1100 18.8 5.7 2.2 1.0 0.5 0.3 0.2
1200 22.3 6.8 2.6 1.1 0.6 0.3 0.2
1300 --- 8.0 3.0 1.3 0.7 0.4 0.2
1400 --- 9.3 3.5 1.6 0.8 0.4 0.2
1500 --- 10.7 4.0 1.8 0.9 0.5 0.3
1600 --- 12.1 4.6 2.0 1.0 0.5 0.3
1700 --- 13.7 5.2 2.3 1.1 0.6 0.4
1800 --- 15.3 5.8 2.6 1.3 0.7 0.4
1900 --- 17.1 6.5 2.9 1.4 0.8 0.4
2000 --- 18.9 7.2 3.2 1.6 0.8 0.5
2100 --- 20.1 7.9 3.5 1.7 0.9 0.5
2200 --- 22.9 8.7 3.8 1.9 1.0 0.6
2300 --- --- 9.5 4.2 2.1 1.1 0.6
2400 --- --- 10.4 4.6 2.2 1.2 0.7
2500 --- --- 11.2 5.0 2.5 1.3 0.8
2600 --- --- 12.2 5.4 2.6 1.4 0.8
2700 --- --- 13.1 5.8 2.9 1.5 0.9
2800 --- --- 14.1 6.2 3.1 1.6 0.9
2900 --- --- 15.1 6.7 3.3 1.8 1.0
3000 --- --- 16.2 7.1 3.5 1.9 1.1
3100 --- --- 17.3 7.6 3.8 2.0 1.1
3200 --- --- 18.4 8.1 4.0 2.1 1.2
3300 --- --- 19.6 8.6 4.2 2.3 1.3
3400 --- --- 20.8 9.2 4.5 2.4 1.4
3500 --- --- 22.0 9.7 4.8 2.6 1.5
3600 --- --- --- 10.3 5.0 2.7 1.5
3700 --- --- --- 10.8 5.3 2.9 1.6
3800 --- --- --- 11.4 5.6 3.0 1.7
3900 --- --- --- 12.0 5.9 3.2 1.8
4000 --- --- --- 12.7 6.2 3.3 1.9
4100 --- --- --- 13.3 6.5 3.4 2.0
4200 --- --- --- 14.0 6.8 3.6 2.1
4300 --- --- --- 14.6 7.1 3.7 2.2
4400 --- --- --- 15.2 7.4 3.8 2.3
4500 --- --- --- 15.9 7.7 4.0 2.4
4600 --- --- --- 16.5 8.0 4.1 2.5
* for engine values, see technical data
Exhaust system
Average occurring back pressure (pressure drop) in hPa (mbar) per 90° elbow (R / d = 1.5)
depending on the exhaust gas mass flow rate in kg/h and an inside diameter in mm
Exhaust gas
mass flow rate* Diameter mm
kg/h 80 100 120 140 160 180 200
800 9.8 4.0 1.9 1.1 0.6 0.4 0.3
900 12.3 5.1 2.5 1.3 0.8 0.5 0.3
1000 15.2 6.2 3.0 1.6 1.0 0.6 0.4
1100 18.4 7.6 3.6 2.0 1.2 0.7 0.5
1200 21.9 8.9 4.3 2.3 1.4 0.9 0.6
1300 --- 10.6 5.1 2.8 1.6 1.0 0.7
1400 --- 12.2 5.9 3.2 1.9 1.2 0.8
1500 --- 14.1 6.8 3.7 2.2 1.3 0.9
1600 --- 16.0 7.7 4.2 2.4 1.5 1.0
1700 --- 18.0 8.7 4.7 2.8 1.7 1.1
1800 --- 20.2 9.8 5.3 3.1 1.9 1.3
1900 --- --- 10.9 5.9 3.4 2.2 1.4
2000 --- --- 12.0 6.5 3.8 2.4 1.6
2100 --- --- 13.3 7.2 4.2 2.6 1.7
2200 --- --- 14.6 7.9 4.6 2.9 1.9
2300 --- --- 15.9 8.6 5.0 3.1 2.1
2400 --- --- 17.3 9.4 5.5 3.4 2.3
2500 --- --- 18.8 10.2 6.0 3.7 2.4
2600 --- --- 20.4 11.0 6.5 4.0 2.6
2700 --- --- --- 11.8 6.9 4.3 2.8
2800 --- --- --- 12.7 7.5 4.7 3.1
2900 --- --- --- 13.7 8.0 5.0 3.3
3000 --- --- --- 14.6 8.6 5.4 3.5
3100 --- --- --- 15.6 9.1 5.7 3.7
3200 --- --- --- 16.6 9.7 6.1 4.0
3300 --- --- --- 17.7 10.4 6.5 4.2
3400 --- --- --- 18.8 11.0 6.9 4.5
3500 --- --- --- 19.9 11.7 7.3 4.8
3600 --- --- --- 21.0 12.3 7.7 5.0
3700 --- --- --- 22.2 13.0 8.1 5.3
3800 --- --- --- --- 13.7 8.6 5.6
3900 --- --- --- --- 14.5 9.0 5.9
4000 --- --- --- --- 15.2 9.5 6.2
4100 --- --- --- --- 15.9 10.0 6.5
4200 --- --- --- --- 16.6 10.5 6.8
4300 --- --- --- --- 17.4 11.0 7.1
4400 --- --- --- --- 18.1 11.4 7.3
4500 --- --- --- --- 18.8 11.9 7.6
4600 --- --- --- --- 19.5 12.3 7.9
* for engine values, see technical data
Cooling system
12 Cooling system
12.1 Seawater cooling system

The seawater cooling system acts as both engine cooling and charge air cooling. A good seawater supply
for the charge air cooling is particularly important to achieve full engine output at the permissible thermal
load. The cooling system of each MAN engine is designed for a seawater inlet temperature of up to 32 °C
(305 K).
(1) Heat exchanger (4) Seawater pump

(2) Expansion tank (5) Seawater inlet
(3) Seawater outlet (6) Intercooler

Cooling system
Diagram of engine cooling circuit
(1) Heat exchanger (7) Exhaust manifold upstream of turbocharger

(2) Expansion tank (8) Turbocharger
(3) Engine oil cooler (9) Coolant pump
(4) Exhaust pipe (10) Intercooler
(5) Coolant manifold (11) Seawater inlet
(6) Exhaust manifold

Cooling system
12.2 Seawater inlet
Dynamic pressure shell
Tip for users

To achieve a flow-optimized form, the entire dynamic pressure shell should be manufactured as a single
cast part.
The seawater for the dynamic pressure shell

("scoop") (1) enters on the underside of the hull.
Because of this the resulting dynamic pressure at
the seawater inlet can be used to supply seawater
to the pump while the ship is in motion.
The minimum entry cross-section of the dynamic
pressure shell is determined by the diameter of the
seawater inlet line. However, it should be as large
as possible.
Seawater enters through a grill with large openings

between the rods (2). To support the inflow into the
seawater inlet line to the engine, the back of the
dynamic pressure shell (1) must be designed in a
round, flow-optimized shape so that waterlogging
does not affect the seawater supply.
For dynamic pressure shells of a two-piece design,

i.e. separated into grill (1) and seawater inlet line
(2), this can lead to waterlogging at the rear of the
dynamic pressure shell in the event of non-optimal
arrangement of both components in relation to
each other.
The same effect can also occur at one-piece
dynamic pressure shells with rectangular grill
design.
Seawater inlet for Jet-drive
The water inflow of the Jet-drive must not restrict
the seawater supply for the engine cooling.

Cooling system
12.3 Seawater supply components
Pipe connection
Use type-tested pipe connections (1) that comply

with the requirements and guidelines of the
classification societies.
Sea cocks
Ball valves should be used as sea cocks; these

should be bolted directly to the dynamic pressure
shell.
These can be closed quickly in the event of an
emergency (line breakage).
Furthermore, the "Open (1) / Closed (2)" position
of the valve is immediately recognizable due to the
position of the handle.

Cooling system
Seawater filter
A seawater filter must be provided to protect the

intercooler, heat exchanger and seawater pump.
The seawater filter (1) should be equipped with
a sight glass, a detachable cover (2) and a
removable filter cage (3).
The following guide values apply to the filter cage:
- Mesh size max. 3 mm
- Surface approx. 10 times as large as the
entry cross-section
Seawater filter positioning:
Directly above the sea cock if possible.
In any event, the seawater filter must be attached
above the water level.
This allows the filter to be cleaned if the sea cock
is open. Furthermore, obstacles (objects) in the
dynamic pressure shell can be removed via the
open sea cock without the need to raise the ship
out of the water.
Seawater lines to/from engine

The seawater lines (hose) must be flexible enough to compensate for the movements of the engine
resulting from its elastic mount.

Cooling system
12.4 Seawater pump
Tip for users

For the connection dimensions of the seawater inlet and seawater outlet, see the installation drawing.
Seawater pump:
Delivery rate of seawater pump (1):
see "Technical Data"
Seawater inlet
The connecting line from the seawater filter
is connected on the suction piece (1) of the
seawater pump.
(Suction piece swivels by 90°)
Seawater outlet
The ship-side piping is connected on the seawater
outlet (1).
The minimum cross-section of the ship-side piping
must correspond to the connection cross-section
on the engine.

Cooling system
12.5 Transmission oil cooler
The cooling water supply of the alternator takes

place via the connection (1) on the seawater
pump.
The connection for the cooling water return from
the alternator must be attached to the ship-side
piping by the shipyard.

Cooling system
12.6 Material selection for the piping

Various metals must not be randomly combined with each other. If "noble" and "ignoble" metals touch,
the "less noble" of the two is corroded by galvanic corrosion.
This process is accelerated even more in a humid or very salty atmosphere.
The less noble a meta, the more negative its electrical voltage potential. Two different metals have
a galvanic voltage difference that will try to even itself out if there is a connection between the metals
(direct contact or conductive water). In the following list, metals are arranged according to their electrical
voltage potential, beginning with the "most noble" (platinum) all the way to the "least noble" (magnesium).
The farther apart two of the listed metals are, the greater the problems caused by galvanic corrosion.
"noble" Platinum
Titanium
Silver
Nickel
Cupronickel
Lead
Stainless steel
Tin bronze
Copper
Tin
Brass alloys
Nickel-cast iron
Low-alloy steels
Shipbuilding steel
Aluminum alloys
Zinc
"ignoble" Magnesium

Ship-side cooling systems
13 Ship-side cooling systems
13.1 System description

As an alternative to the MAN-supplied seawater heat exchanger cooling, see chapter 12, ship-side installed
cooling systems can be used, e.g.:
13.1.1 Designs of ship-side cooling systems
Externally mounted cooling system

With an externally mounted cooling system, the heat of the engine and charge air cooling circuit is
discharged to the river or seawater through cooling cells installed on the hull (outer layer).
For example, the cooling cells can be flat reservoirs with meandering coolant flow.
The cooling cells are located below the waterline and are fed by seawater while the ship travels.
Keel tube cooling

With keel tube cooling, the heat of the engine and charge air cooling circuit is discharged to the river or
seawater through pipe assemblies attached externally to the hull.
Sea chest cooling

With sea chest cooling, the heat of the engine and charge air cooling circuit is discharged to the flow or
seawater through tubular radiators.
The tubular radiators are installed in a sea chest below the waterline and are fed by seawater as the ship
travels.
13.1.2 General requirements for cooling systems

These general requirements are:
S Absolute impermeability
S Reliable restriction of maximum permissible charge air temperature
S Dependable, automatic venting of the cooling circuits
S Complete draining of the system for maintenance work
S Speedy filling of the system after maintenance work.
S Dependable start-up of the system even at low engine rpm
S Rapid pressure build-up in the system after engine start
(min. 50 kPa in < 20 s at average speed and average load)
S No coolant ejection after engine shutdown when hot
S Avoidance of pulsating coolant flow
S Preparation of the coolant in accordance with the MAN maintenance and service product
recommendations, or operating instructions and maintenance manual

13.1.3 Cooling system diagram

Two cooling circuits must be provided on MAN marine diesel engines with charge-air cooling.
S The high-temperature circuit, or engine cooling circuit
S The low-temperature circuit, or charge air cooling circuit
Low-temperature circuit (LT) High-temperature circuit (HT)

(1) Expansion tank, low-temperature circuit (5) Expansion tank, high-temperature circuit
(2) Venting of the low-temperature circuit (6) Venting of the high-temperature circuit
(3) Coolant pump of the low-temperature circuit (7) Coolant pump of the high-temperature circuit
(4) Cooling system, low-temperature circuit (8) Cooling system, high-temperature circuit
Engine
(9) Intercooler
(10) Crankcase of the engine

13.2 Connections on the engine
Connections on engine for high-temperature circuit
(1) Engine outlet to cooling system

(2) Engine inlet from cooling system
(3) Filling pipe from expansion tank to coolant
pump of high-temperature circuit
(4) Breather pipe from engine to expansion tank
Connection acc. to diagrams Hose connection acc. Internal ∅ External ∅

to factory standard mm mm
(1) Engine outlet to cooling system M3103-2 60 70
(2) Engine inlet from cooling system M3103-2 60 70
(3) Filling pipe from expansion tank to coolant M3101-3 19 25
pump of high-temperature circuit, DN25
(4) Breather pipe from engine to expansion tank, M3101-1 7 10
10x1.5
The connecting pieces (1), (3) and (5) can be
attached on either the left or right of the engine.
(1) Adapter for engine outlet to cooling system,
attached on the left
(2) Alternative attachment on the right
(3) Adapter for filling pipe from expansion tank,
attached on the right
(4) Alternative attachment on the left
(5) Adapter for engine inlet on cooling system,
attached on the left
(6) Alternative attachment on the right

Connections on engine for low-temperature circuit
(1) Breather pipe from intercooler to

expansion tank
(2) Coolant outlet to cooling system
(3) Filling pipe from expansion tank to coolant
pump of low-temperature circuit
(4) Coolant inlet from cooling system
Connection acc. to diagrams Hose connection acc. Internal ∅ External ∅

to factory standard mm mm
(1) Breather pipe from engine to expansion tank, M3103-3 7 10
DN10
(2) Coolant outlet to cooling system M3103 61 65
(3) Filling pipe from expansion tank to 9 15
coolant pump of low-temperature circuit
(4) Coolant inlet from cooling system M3101-2 65 75

13.3 Layout of the cooling system

The shipyard is responsible for the construction and the proper layout of the cooling system.
NOTICE
Engine damage due to cooling system malfunction
For this reason:
S Observe the following notes on the components of the cooling system.
13.3.1 Coolant volumes

The total volume of the coolant in the high-temperature circuit consists of the volumes from:
S Engine cooling circuit
S Externally mounted cooling system of the high-temperature circuit with pipe assemblies
S Expansion tank of the high-temperature circuit
The total volume of the coolant in the low-temperature circuit consists of the volumes from
S Charge air cooling circuit
S Externally mounted cooling system of the low-temperature circuit with pipe assemblies
S Expansion tank of the es low-temperature circuit
Engine type Engine cooling circuit Charge air cooling circuit

(only components attached to the
engine)
V8 - Engines 65 liters 15 liters
V12 - Engines 85.5 liters 15.5 liters
13.4 Expansion tank

Expansion tanks are to be provided for both the high-temperature circuit and for the low-temperature circuit.
Cooling systems for MAN marine diesel engines must be designed as closed overpressure systems.
The capability and operability of a cooling system are to a very large extent dependent on whether the
required system pressure is maintained and the medium is kept free of air bubbles. Both properties are
influenced significantly by the efficiency of the expansion tank.
All cooling systems for MAN engines must be equipped with a separate expansion tank that
S holds the heat-expanded coolant,
S builds up and maintains the operating pressure of the cooling system,
S separates the bubbles from the cooling circuit,
S prepares a coolant reserve in the event of losses from leakage,
S is installed so as to be readily accessible, because this is where the coolant is topped up and the
coolant level checked by visual inspection.
The expansion tank must always be installed at the highest point of the cooling system.

MAN expansion tank (optionally available)

The expansion tank can be used in coolant circuits with various volumes. The air volume in the expansion
tank can be adjusted via the screw plugs. The expansion tank can be used for both the HT- and the
LT-circuit.
(1) Valve cover (6) Hose connection for overflow (Ø10)

(2) Bracket (2x) (7) Hose connection for discharge
(3) Screw plug M14x1.5 (8) Hose connection for supply
(coolant pressure sensor connection) (9) Sight glass
(4) Screw plug M18x1.5 (10) Screw plugs for volume change
(coolant level sensor connection) M30x1.5
(5) Pressure valve for venting
Technical data
Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 kg
Coolant volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . up to 18 liters
Air percentage basis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 liters
Air volume X . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 liters
Air volume Y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 liters
Valve cover opening pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Relief valve 1.4 +0.2 bar
Vacuum valve 0.02-0.1 bar
Air volumes X and Y can be linked with the main volume if necessary.

Expansion tank for self-production by the shipyard

The following figure serves as an example
(1) Filler neck with pressure valve (7) Connection for filling pipe to coolant pump
(2) Overflow (8) Sensor to monitor the coolant level
(3) Sensor for monitoring system pressure Dimensions A, B, C define volume:
(4) Pressure valve to restore system pressure (A)Air volume
after opening the cooling system when (B)Volume of coolant loss up to alarm being
engine is at operating temperature triggered, < 8% total volume of system
(5) Connection for breather pipe from (C)Total volume of expansion tank
engine/intercooler
(6) Air separation deflection plate
Distribution of entire coolant volume of low- and high-temperature circuit
Low-temperature High-temperature
circuit circuit
Tolerances Min. Max. Min. Max.
A Air volume in expansion tank % 8 4 11 7.5
C Total volume of expansion tank % 12 16 11.5 15
Volume of coolant in engine, cooling system and piping % 80 80 77.5 77.5
Total volume of system = volume of coolant in engine, % 100 100 100 100
cooling system expansion tank and piping

Arrangement of expansion tank

The expansion tank must always be installed at the highest point of the cooling system.
The expansion tank must always be positioned in such a manner that all bleed lines can be routed in a
constantly ascending position.
Requirements for expansion tanks

To demonstrate the mechanical strength of the expansion tank, these must withstand a test pressure of
min. 2.5 bar at a temperature of approx. 120_C. In many cases, the strength can be improved by baffles
and an additional flow reduction can be achieved simultaneously.
A dip tube (1) is to be provided as protection

against overfilling.
Dimension (T) of the dip tube (1) determines the

air volume (2) of the expansion tank.
Baffles (1)
S provide a flow reduction,
S improve the air separation,
S improve the strength of the reservoir.

A filling pipe (1) (DN25) must be installed leading

out of the expansion tank, which is connected
upstream of the coolant pump. Thus, air pockets
are substantially avoided during the filling of the
cooling circuit.
The cooling system as overpressure system

The cooling system is design as a closed
overpressure system.
Valve cover with pressure valve (1)
Opening pressures:
Overpressure: . . . . 1.4-1.6 bar
Vacuum: . . . . . . . . 0.02-0.1 bar
Sensors on expansion tank for

high-temperature circuit
During operation, the pressure and the level of
coolant in the expansion tank must be monitored.
For this reason, the following sensors must be
installed:
(1) Sensor for monitoring the pressure in the
expansion tank.
(2) Sensor for monitoring the coolant level in the
expansion tank
(3) Pressure valve for connecting a commercially
available air pump.
If the valve cover must be opened when the
engine is at operating temperature, the engine
can only be operated without an alarm if the
pressure in the cooling system is restored.
This is carried out with the aid of a pump.

13.4.1 Pipes and hoses for the coolant

The following boundary conditions have to be taken into account in the design:
S Minimum coolant throughput complies with the coolant circulation, see table on page 100.
S The pipe cross-sections must be sized to suit the intake and outlet manifolds on the engine. Under no
circumstances are they allowed to be smaller.
S Coolant pipes should be as short as possible and incorporate provision for venting at the highest point
and for draining at the lowest point.
S The different vibrating systems (engine, cooling system, pipes) must be interconnected by hoses of
adequate length.
S For hose connections, tubular beads comply with works standard M 3103.
S Use hoses compliant with works standard MAN 334.
S Hose clamps compliant with works standard M 3292, or M 7.751.30.
S Prior to fitting all hoses and pipes must be free of debris in accordance with M 3161-2.5.
S A flow-optimized design of the pipe assemblies (line cross-section) provides the maximum coolant
throughout through the system.
S The filling line always extends descending from the expansion tank and is integrated just before entry
into the coolant pumps.
Work standards can be requested from the responsible MAN representative or directly from MAN Werk
Nürnberg. Address, see page 2.
NOTICE
Corrosion of aluminum components
For this reason:
S Use of coolant pipes made of copper is to be avoided since this can lead to increased corrosion of
aluminum components.
13.4.2 Coolant
The engine cooling system should be filled with a mixture of potable water and antifreeze based on
ethylene glycol or anti-corrosion agent.
For coolant preparation, see the publication "Service products for MAN industrial and marine diesel engines".
NOTICE
No liability for material defects in case of non-approved service products!
The liability for material defects is void if non-approved service products are used.
For this reason:
S Only use approved service products (see the publication "Service products for MAN industrial and
marine diesel engines"). You can find a current list of approved products on the Internet under:
https://ws-public.man-mn.com/portal/irj/asp

13.5 Thermodynamic design of the cooling system
13.5.1 General correlations

The shipyard is responsible for the thermodynamic design of the cooling system.
NOTICE
Cooling system malfunction due to insufficient dimensioning
Upon exceeding the maximum permissible temperatures for the combustion air downstream of the
intercooler or the coolant of the engine, the monitoring system will trigger an alarm.
For this reason:
S Observe the following notes on the design of the cooling system.
The cooling system must reliably discharge the incidental amount of air in the high- and low-temperature
circuit to the seawater.
The function of the cooling system is determined by the following parameters:
a) Amount of heat to be dissipated, determined by the engine
b) Coolant circulation
c) Temperature difference between supply and return
d) Pressure difference between supply and return
Parameters 2, 3 and 4 are linked with each other. If the pressure loss in the cooling system (= pressure
difference between supply and return) is increased based on construction, the coolant circulation drops,
which results in an increase of the temperature difference between the supply and return.

High-temperature circuit diagram
Low-temperature circuit diagram
(1) Engine (4) Cooling system, high-temperature circuit

(2) Coolant circulation (5) Intercooler
(3) Pressure difference between supply and (6) Cooling system, low-temperature circuit
return, Temperature difference between
supply and return

13.5.2 Data on cooling system design

The following tables contain, depending on the engine types, the value pairs for the coolant circulation
in a high- and low-temperature circuit and the associated pressure difference between supply and return
for a possible cooling system.
The data was determined on a reference cooling system.
Data on high-temperature circuit design

Coolant temperature at engine outlet: max. 90 °C for all engine types.
The heat exchanger is designed based on the quantity of heat to be dissipated for each power stage (see
table) and the volume flow which is regulated via the engine-side thermostats.
Engine types Rated output Nominal speed Amount of heat Coolant Max. pressure
to be dissipated circulation in difference
in high- high- between supply
temperature temperature and return Dp *
circuit * circuit *
kW rpm kW liters/min mbar
Light duty
D2868 LE466 956 630 1400 1000
D2862 LE496 1471 2300 750 1400 1000
D2862 LE459 1213 860 1400 1000
Medium duty
D2862 LE428 749 520 1200 800
D2862 LE438 882 580 1200 800
2100
D2862 LE469 974 630 1200 800
D2862 LE489 1066 680 1200 800
Heavy duty
D2862 LE427 662 410 1000 600
D2862 LE437 551 1800 350 1000 600
D2862 LE447 735 500 1000 600
* Reference value

Data on low-temperature circuit design

The intercooling circuit is not temperature-controlled on the engine side. This means that there are
speed-dependent requirements for the charge-air cooler (low-temperature circuit) in terms of the design
of the cooling system.
Engine types Engine output Nominal speed Amount of heat Coolant Max. pressure
to be dissipated circulation in difference
in low- low- between supply
temperature temperature and return Dp *
circuit circuit *
kW rpm kW liters/min mbar
Light duty
D2868 LE466 956 175 700 800
D2862 LE496 1471 2300 210 700 800
D2862 LE459 1213 220 700 800
Medium duty
D2862 LE428 749 155 600 800
D2862 LE438 882 170 600 800
2100
D2862 LE469 974 180 600 800
D2862 LE489 1066 190 600 800
Heavy duty
D2862 LE427 662 165 500 800
D2862 LE437 551 1800 135 500 800
D2862 LE447 735 150 500 800
* Reference value

13.5.3 Cooling system design

The following table serves as a guideline for designing the cooling system. Each step requires data; at the
same time, the raw data for the next step is calculated:
Sequence Work step Necessary data Data determined here

1. Dimensioning of the cooling S amount of heat to S Volumes of the cooling
system for the high- be dissipated systems
temperature circuit and for S coolant circulation
the low-temperature circuit S pressure differences
between supply and
return
2. Constructive design of the S Connections on the S Total volumes of the high-
high-temperature circuit and engine temperature circuit and of
of the low-temperature circuit S Pressure differences the low-temperature
and the piping with the between supply and circuit
engine
return
3. Dimensioning of the S Distribution of the total S Volumes of the expansion
expansion tank coolant volume of the tank, air/coolant
low- and high-
temperature circuit
4. Constructive design of the S Suggestion for self- S Cooling systems of the
expansion tank production of expansion high-temperature circuit
tank and of the low-
temperature circuit are
determined

Fuel system
14 Fuel system
WARNING
For this reason:
NOTICE
JP8 Diesel fuel and biodiesel may damage the engine and aftertreatment system
For this reason:

S Use only ultra low sulfur diesel fuel (#2 pump grade), which is compliant with ASTM D975 or EN 590
as well as the use of commercially available ULSD (specification of 15ppm max. sulfur fuel per US
Tier 4 is required).
S In case of damage, consult MAN or your MAN dealer for further direction.
S Use only DEF/AUS32/AUS40/AdBlue® according to ISO 22241 or DIN 70070.
S Additional information can be found in the MAN Service Product Recommendations.
The device manufacturer is responsible for correct dimensioning and for correct installation of the fuel
system.
14.1 Fuel tank requirements

S The tank must be designed in a sensible ratio to the DEF/AUS32/AUS40/AdBlue® -tank volume.
For further information, see installation instructions for "modular marine aftertreatment system"
S The tank must be made of fuel and corrosion-resistant material. (Material recommendation:
Stainless steel sheet. Do not use galvanized sheet)
S Condensation must be separated.
S The fuel lines must meet cleanliness requirements as per M 3576.
S Both the suction line and the return line must extend to close to the bottom of the fuel tank in order to
prevent air from being drawn into the system.
S Position suction and return lines as far apart as possible.
S A vent line must be provided
S The ingress of dust and dirt into the tank must be avoided.
S Prior to installation, the tank must be thoroughly cleaned and tested for leaks.
It is the OEM's responsibility to procure and attach a clearly visible label with the words "ULSD/EN590" to
the filler neck of the fuel tank.

Fuel system
14.2 Diagram of fuel system
Principle representation
(1) Fuel return (hose line MAN scope of supply)

(2) Fuel return from engine to fuel tank (below fuel level)
(3) Fuel tank
(4) Fuel supply from fuel tank to engine (via fuel pre-filter)
(5) Fuel pre-filter with water separator
(6) Hand pump (MAN scope of supply)
(7) Fuel feed (hose line MAN scope of supply)
H Maximum height 1.5 m
The fuel moves from the tank through the fuel pre-filter with water separator (5) to the engine-side fuel
system. Excess supplied fuel flows back to the tank.
Important for engine functionality are the installation of the fuel pre-filter with water separator (5),
see page 105, as well as the dimensioning and spatial arrangement of the ship-side piping of the fuel
system, see page 106.
Note:
Switchable levers for fuel pre-filter/fuel filter are only available in the classified engines.

Fuel system
14.3 Switchable fuel pre-filters with water separator
NOTICE
Long fuel lines and numerous elbows cause a loss of pressure in the fuel system.
The permissible vacuum of max. 0.35 bar must not be exceeded, even with contaminated filters.
For this reason:
S Attach fuel pre-filter in the vicinity of the engine.
S Install sufficiently large pipes.
NOTICE
Risk of engine damage from water and dirt in the fuel
Engine damage or reduced engine output due to contaminated fuel.
For this reason:
S Install fuel pre-filter with water separator (MAN scope of supply).
The engines are supplied with a separate fuel pre-filter with water separator, a hand pump, hose lines and
screwed fittings.
This must be installed in the fuel supply from the tank to the engine.
The fuel pre-filter supplied by MAN must under no circumstances be replaced by any other brand.
Fuel pre-filter and hand pump should not be

attached to the engine since the engine vibrations
may degrade the water separation.
The switchable lever must be easily accessible
and able to move freely.
Installing hose lines, fuel pre-filter and hand pump,
page 155
Lever position:
1st Both filters in operation
(operating position)
2nd Left filter in operation
3rd Right filter in operation

Fuel system
14.4 Additional fuel pre-filter
An additional fuel pre-filter (2) can be installed

upstream of the MAN-supplied fuel pre-filter (1).
This prolongs the life of the fuel filter (1) in case
of a significant proportion of water.
Observe/check overall pressure loss.
(Example)
14.5 Fuel lines
Dimensioning and installation

For the dimensioning it is important to ensure compliance with the maximum permissible intake air
restriction upstream of the delivery pump and the return back pressure (as per fuel system schematic or
engine data sheet). The maximum permissible intake air restriction is stated in the engine data sheets.
These can be requested from MAN.
The following aspects are of importance as regards installation of the fuel pipes:
S Fuel pipes in the vicinity of the engine must be made at least of steel or higher-grade alloys.
S Compounds with lead, tin, zinc and/or copper must be avoided because they cause premature fuel
aging and this in turn causes deposits and an increase in carbon residue build-up.
S The threaded fittings must be selected to match the connections on the engine.
S Fuel hoses must be used to allow for relative movements between engine and frame
S It is not permissible to use cable ties to hold fuel pipes together.
S Fuel pipes and hoses must be routed so that they are free of stresses, strains and kinks.
S Absolute impermeability is essential.
S If it is not possible to avoid routing the lines in the hot zone (exhaust gas turbocharger, exhaust
system etc.), a heat shield must be installed between the fuel pipes in question and the hot parts.
S The maximum permitted fuel temperature upstream of the delivery pump of ≤ 70 °C (158 °F) (50 °C
(122 °F) at the transfer point) must be observed.
In extreme cases a fuel cooler must be provided.
S The works standard M 3057 (pipe systems, fluid technology, commercial vehicle construction) also
applies here.
S Use non-chafing support of the fuel pipes with rubberized clamps.
S It is not permissible to secure other components, including electric wiring, to fuel pipes.
S All residues must be removed from fuel pipes, hoses and threaded connections prior to installation.
S Both the suction line and the return line must extend to close to the bottom of the fuel tank in order to
prevent air from being drawn into the system
When installing additional equipment into the fuel piping (e.g. metering devices), the maximum permissible
intake air restriction and the return pressure must not be exceeded.

Fuel system
Fuel lines from tank to engine
The internal diameter (DN) of the ship-side fuel

suction line from the tank to the fuel pre-filter
must be at least 20 mm.
Fuel connections (1) and (2) act as a connection
between the engine fuel system and the ship-side
fuel piping.
Connection of fuel supply (1):
threaded connection . . . . . . . . . . . . . . . . . . . M30x2
Fuel lines from engine to tank
Connection of fuel return (2):
threaded connection . . . . . . . . . . . . . . . . . . . M30x2
The fuel return in the tank must always be below
the fuel level.
Connecting the fuel lines, see page 154
Fuel pressures in the fuel system
Permissible pressures in the fuel system

Permissible suction vacuums measured at the
measuring point (1):
0-0.25 bar with clean fuel pre-filter
max. 0.35 bar with dirty fuel pre-filter
Permissible overpressure in the fuel return to
the tank measured at the measuring point (2):
max. 0.2 bar:
NOTICE
Exceeding the permissible fuel pressures leads to fuel shortage.
For this reason:
S If the permissible fuel pressures are not reached or exceeded, the engine monitoring system will
trigger an alarm.

Propeller system
15 Propeller system
15.1 Fixed propeller
15.1.1 Propeller adaptation to ship resistance and drive power

Drive engine, propeller and ship hull form one system of which individual components interact.
The drive engine provides the drive power, the propeller transmits this drive power and the hull receives
this drive power.
For this reason the propeller must be matched to this system in terms of design, diameter and pitch.
The power curves and the resistance curve in the diagrams shown below are intended to represent the
general relationship. These characteristic curves do not relate to a specific engine or ship.
15.1.2 Correctly adapted propeller during test run
The propeller must be selected such that during

100
the test run of a new ship an engine speed 4
of 102 - 104 % of the nominal speed is reached 90
(operating point 4).
With this the following loading condition of the ship 80
must apply:
- Equipment on board 70
1
- Fuel tanks filled
- DEF/AUS32/AdBlue® -Tank filled (if 60
applicable)
Output in %
- Water tanks filled 50
(1) Engine power curve (qualitative) 2 3

40
(2) Motion resistance curve
(3) Limiting curve 30
(4) Operating point in as-new condition.
The maximum engine speed is 102 - 104 % 20
of the nominal speed.
10
0
40 50 60 70 80 90 100 110 120
Engine speed in %

Propeller system
15.1.3 Correctly adapted propeller in normal operation
If 102 - 104 % of the nominal speed is reached 100

during the test run, this will ensure that if the
resistance to movement increases (e.g. due to hull 90 5
fouling), the speed will not drop below the nominal
speed of the engine. 80
(5) Operating point for normal operation

70
(operating point 5). The maximum engine
speed is 100 - 101 % of the nominal speed.
60
Output in %
50
40
30
20
10
0
40 50 60 70 80 90 100 110 120
Engine speed in %
15.1.4 Maximum speeds with correctly adapted propeller

If the propeller is adapted correctly, the speeds according to the table should be achieved.
Engine speed (%) 100 102 104

Operating mode Nominal speed Normal operation As-new condition
Light 2300 2300 2346 2392
Medium 2100 2100 2142 2184
Heavy 1800 1800 1836 1872
Systems with a jet-drive should also be specified according to this table.

Propeller system
15.1.5 Examples of unadapted propellers
Power consumption of propeller too large 100
The power consumption of the propeller is larger

than the maximum engine power. For this reason 90 4
the engine cannot reach its nominal speed
80
(1) Engine power curve (qualitative) 70
(2) Motion resistance curve 1 2

60
(3) Limiting curve
Output in %
(4) Operating point with excessively large propeller 50
3
40
30
20
10
0
40 50 60 70 80 90 100 110 120
Engine speed in %
100
Power consumption of propeller too small
The propeller cannot absorb and transfer the 90
available engine output. With this the engine speed
is significantly higher than the nominal speed 80
70
(1) Engine output curve (qualitative)
1 3
(2) Motion resistance curve 60
Output in %
(3) Limiting curve

50 4
(4) Operating point with excessively small propeller
40
30
2
20
10
0
40 50 60 70 80 90 100 110 120
Engine speed in %

Propeller system
15.2 Load indication on display
The relative load in % of an engine can be

checked on the display.
1
The term "load" describes the torque of an engine
at a specific speed.
The engine always provides the amount of torque
which the propeller consumes at that time.
The relative load is the relationship between the
3
instantaneously supplied torque and the maximum
torque (full load), which the engine could deliver.
Relative load
(1) Engine full load curve corresponding to 100 %
(2) Load absorption of the propeller, static
(3) Power reserve of the engine at 75 % of its
nominal speed
40 50 60 70 80 90 100 110 120
Engine speed in %
Tip for users

The torque at a specific speed is determined via the injection quantity.
The relative value is determined by comparison with the maximum possible injection quantity of 100%
(this is stored in the dataset of the control unit).

Propeller system
Interpretation of the load display

The following random selection of examples is intended to clarify the meaning of the load display.
Example 1:
The load display shows 37 % at a speed of 1720 rpm (75 % of the nominal speed).
This means:
Because at a speed of 1720 rpm the propeller only absorbs 37 % of the maximum torque, the engine also
cannot supply more torque. A reserve of 63 % is still available (e.g. for acceleration).
Example 2:
The load display shows 80 % at a nominal speed of 2300 rpm.
This means:
Because at a speed of 2300 rpm the propeller only absorbs 80 % of the maximum torque, the engine also
cannot supply more torque. A reserve of 20 % is still available for an increase in resistance to motion (e.g.
due to loading of the ship or adapting the propeller).

Propeller system
15.3 Operating ranges for ship engines

Relative load %
Engine speed in %
(1) Engine full load curve
Operating range
(2) Acceleration
S Short-term operation to increase load by increasing speed
S Engine speed less than 100% of nominal speed
S With persistent speed reduction operation a warning is issued
S Long-term operation for "heavy duty" is permitted
S Long-term operation for "medium" and "light" is not permitted
(3) Normal operation
S Long-term operation permitted, final speed 100 - 102 % of nominal speed
(4) As-new condition
S Operating range with new fully laden ship
S Long-term operation permitted, final speed 102 - 104 % of nominal speed
(5) Low load
S Operating range for relatively high speeds and low loads
S Long-term operation permitted, but inefficient

Cabin heating
16 Cabin heating
16.1 Diagram of cabin heating

The driver’s position and the living quarters on board can be heated with part of the heat contained within
the engine coolant. Part of the coolant circulating through the engine is used for this purpose in a bypass
by routing it through a heat exchanger. The heat arising here can be used to heat the cabin.
(1) Shutoff valve in the engine coolant return from the heat exchanger
(2) Shutoff valve in the engine coolant feed to the heat exchanger
(3) Hose for vibration decoupling of the elastically mounted engine from the rigid heating system
(4) Flow direction of the engine coolant
The volume flow of the engine coolant depends on the flow resistance of the heat exchanger (4)
and the pipework.
Not in scope of supply from MAN
(5) Heat exchanger and pipework of the shutoff valves to heat exchanger
(6) Cabin heating return
(7) Feed to cabin heating
(8) Circulating pump

Cabin heating
16.2 Cabin heating connections
Heating return on expansion tank
(1) Pipe 18x1.5, internal diameter 15 mm

(2) Screwed connection M26x1.5
(3) Screw plug M26X1.5
Heating feed on exhaust manifold
(1) Pipe 18x1.5, internal diameter 15 mm

(2) Screwed connection M26x1.5
(3) Screw plug M26X1.5
Heater feed (two stage charging)
(1) Pipe 18x1.5, inside diameter 15 mm

(2) Screw plug M26x1.5
(3) Screw terminal M26x1.5

Cabin heating
16.3 Cabin heating thermal output
NOTICE
Risk of engine damage from low coolant temperatures
For this reason:
S Long-term engine operation with low coolant temperatures is not permitted.
The cabin heating thermal output depends on the volume flow of the engine coolant through the heat
exchanger (not MAN scope of supply) and through the pipes.
Engine coolant (>90 °C) must not be used for direct heating
→ Back pressure
→ Risk of scalds
3 % of the engine output can be used as a guideline value for the thermal output.
Cooling of the engine during journeys with low engine load is possible depending on the design of the ship
heating but should be avoided. The engine coolant temperature indicated on the display must be at least
80 °C.
If req., the thermal output must be reduced or the maximum coolant volume through the heating heat
exchanger must be limited using fixed orifices.

Lubricating oil system
17 Lubricating oil system

Classified engines must be equipped with a selectable oil filter. Depending on the version, the selectable oil
filter supplied by MAN is installed on the engine or is remote.
17.1 Connecting the oil filter (Version 1)

The oil filter is connected to the engine via hose lines. With regard to operating pressure, fire resistance
and material selection, the hose lines supplied by MAN are designed for hot engine oil. The connections
must not be mixed up during installation.
(1) Selector lever (4) Pressure release screw

(2) Oil drain valve (2x) (5) Collector piece for external oil filter
(3) Oil filter cover
IN: polluted oil inlet
OUT: clean oil outlet
Version installed on engine, see page 120

Version 2, see page 122.

Hydraulic data:
- flow rate
- at idle spped and partial load (only one filter in use): 160 l/min (+ 10 %)
- at full load (both filter in use): 480 l/min (+ 10 %)
- pressure drop at full load: 0,35 bar
- oil temperature: max. 115 °C
- nominal oil pressure (at operating temperature): max. 12 bar
- burst pressure: 48 bar
- opening pressure of bypass valve: 2,5 ± 0,3 bar differential pressure
Weight: 27 kg
17.1.1 Assembling the oil filter
NOTICE
Dirt and foreign bodies in the lubricating oil system can lead to serious engine damage.
For this reason:
S Be sure to maintain the utmost cleanliness when working on the lubricating oil system.
S Lubricating oil connections are to be furnished with caps.
Note:
Attached by 180°, the positions of the pressure
release screws and oil drain valves are reversed
► Oil drain valve (2)
► Pressure release screws (3)
The selectable oil filter supplied by MAN is not installed on the engine and must be positioned near the
engine in the engine room on a side wall, at the same level as the engine foundation
The dismantling height of the filter element is

220 mm.
The selector lever and the drain plugs must be
easily accessible.
Hole pattern oil filter:
Dimension A . . . . . . . . . . . . . . . . 260 +/-0,4 mm
Dimension B . . . . . . . . . . . . . . . . 70 +/-0,4 mm
Dimension C . . . . . . . . . . . . . . . 106 +/-0,4 mm
Dimension D . . . . . . . . . . . . . . . 30 +/-0,4 mm
Through hole . . . . . . . . . . . . . . . Ø 13 mm (1x)
Threaded hole . . . . . . . . . . . . . . M12 (4x)
Thread depth . . . . . . . . . . . . . . . 18 mm (4x)

17.1.2 Connecting the hose lines
The hose lines are part of the MAN scope of

supply and can optionally be delivered with
an inspection certificate in accordance with
GL-building regulation.
Depending on the installation conditions, hose
lines are available with lengths of either 800 mm
or 2,000 mm.
The minimum bending radius is 340 mm.
S Connect hose lines from the oil filter (1).
S Connect hose lines to oil filter (2).
Threaded connections of all connections M52x2
17.1.3 Sealing connection points
Seal the marked connections (X) with the attached

sealing tape (04.93300-9282) as spray protection
after the assembly of the oil-filter and the hoses.

Selectable oil filter (installed on engine)
(1) Selector lever (3) Oil filter cover

(2) Drain valve (4) Bleeder screws
The selector lever and the drain valves (one per filter housing) must be easily accessible.

17.1.4 Selector lever
NOTICE
Component damage from poor oil supply
For this reason:
S Do not leave selector leaver on center position.
1st Both filters in operation

(operating position)
2nd Right filter in operation
3rd Left filter in operation

17.2 Selectable oil filter (Version 2)

The oil filter is connected to the engine via hose lines. With regard to operating pressure, fire resistance
and material selection, the hose lines supplied by MAN are designed for hot engine oil.
WARNING
Risk of injury from incorrect spare parts
Use of incorrect or defective spare parts may lead to damage, malfunctions or total failure, and may also
affect safety.
For this reason:
S Suggestion: Use only genuine MAN spare parts
(1) Feed to oil filter (contaminated oil) (6) Drain plug

(2) Return from oil filter (clean oil) (7) Pressure equalization valve lever
(3) Hose line from oil filter (clean oil) (8) Filter housing
(4) Selector lever (9) Bleeder screws
(5) Oil collection pan (10) Hose line to oil filter (contaminated oil)
Before commissioning, the oil filters (only Version 2) must be filled with the specified oil quantity,
see page 172.

17.2.1 Assembling the oil filter

The selectable oil filter supplied by MAN is not installed on the engine and must be positioned near the
engine in the engine room, at the same level as the engine foundation.
(1) Connection on engine for oil outlet H Removal height of oil filter cartridges
(2) Connection on engine for oil inlet R Bending radius of hose lines
(3) Connection on oil filter for oil inlet L Distance from connections to engine and
(4) Connection on oil filter for oil outlet oil filter
(5) Oil drain plug
Designation Limit values

H Removal height of oil filter cartridges min. 530 mm
R Bending radius of hose lines min. 340 mm
L Clearance between engine and oil filter Depending on the hose lengths:
800 / 830 mm or, alternatively,
1970 / 2000 mm

Information about oil filter positioning

The oil filter must be positioned at the height of the engine oil sump.
NOTICE
Risk of overfilling engine oil
When opening the bleeder screws on the oil filter, oil can flow back into the oil sump.
For this reason:
S After opening the bleeder screws, always check the oil level in the engine oil sump and correct it if
necessary.
The selector lever and the drain plugs (one per filter housing) must be easily accessible.
For the oil filter dimensions, see installation drawing
The oil filter must be mounted on a stable foundation.
The mass of the oil filter incl. oil is 110 kg.
17.2.2 Hose lines
The hose lines are part of the MAN scope of

supply and can optionally be delivered with
an inspection certificate in accordance with
GL-building regulation.
(1) Hose line from engine to oil filter
(2) Hose line from oil filter to engine
The connections must not be mixed up during
installation.
Threaded connections of all connections: M52x2
Hose lengths, see page 123.
Seal the marked connections with the attached sealing tape (04.93300-9282) as spray protection after the
assembly of the oil-filter and the hoses, see page 119.

17.2.3 Dimensions of the remote oil filter
A 110 mm 1 ∅ 13 mm (4x)
B 464 mm 2 Pressure equalization valve, easily accessible
C 180 mm 3 Selector lever, easily accessible
D 675 mm Mass, without oil: 88 kg
E 687 mm
H Removal height of the oil filter
cartridges 530 mm

Power take-off and hydraulic pumps
18 Power take-off to drive hydraulic pump
18.1 Power take-off
The engines can be equipped with a PTO on the

flywheel housing to the rear right of the engine.
A hydraulic pump (1) can be attached there.
If a hydraulic pump is not fitted by the factory,

the PTO is closed off by a blind flange (2).
PTO data for V-engines:

Direction of rotation Left
viewed on flywheel
Engine speed 1.3 x engine speed
Max. transmittable 180 Nm
torque
The power is transmitted via a coupling sleeve (3)

with internal gearing.

Power take-off and hydraulic pumps
18.2 Hydraulic pumps

The hydraulic pumps are available from MAN on request. They may be used only for the direction of
rotation specified. The direction of rotation can be determined by looking at the shaft.
Overview of hydraulic pumps
MAN part number Direction of rotation Continuous pressure bar Delivery volume cm3 /
revolution
51.38600-7007 right 250 8
51.38600-7008 right 250 11
51.38600-7009 right 276 8
51.38600-7010 right 276 11
51.38600-7017 right 200 16

19 Electrical system
The device manufacturer is responsible for correct integration of the engine electrical and electronic system
into the device electrical system.
A prerequisite for correct operation of the electrical system is compliance with the applicable regulations,
laws and standards, including, for example:
S General VDE regulations (Association of Electrical, Electronic & Information Technology)
S Procedures to ensure compliance with safety provisions according to M 3010-1 (Procedure for
compliance with regulations and safety provisions for MTB products, Terms, processes, identification)
S Electromagnetic compatibility (EMC) in accordance with IACS (International Association of Classification
Societies) E10-requirements
S Further regulations of the respective classification societies
The D2862LE4xx is equipped with a 24-V-system in two poles insulated design.
The grounding connection is generated using a defined central grounding point on the crank
casing/flywheel casing.
A direct connection must be created between this grounding point and the negative pole of the battery.
19.1 Starter motor and starter battery

Independent wiring is necessary for each engine in dual engine systems, i.e. the circuits of the engines
should not be linked to each another. A diagram of a wiring arrangement (recommendation) for a double
engine system can be found in the appendix to this instruction.
The voltage of the starter battery or its start readiness must be monitored and displayed. This monitoring
system must be installed by the shipyard.
The starter batteries must be equipped with a back-up voltage supply.
19.1.1 Starter
The starter is designed with two poles on all MAN

marine engines. Therefore the positive lead of the
starter battery must be connected to terminal 30 of
the starter (2), and the negative lead of the starter
battery must be connected to terminal 31 of the
starter (3).
The starter can be mounted on the left or right side
of the engine.
The negative lead should never be connected to
the ship potential, the ship's rear section or other
components.
Connection dimensions, terminals 50 and 85 (1)
Connection thread: . . . . . . . . . . . . . . . . . . . . . . M6x1
Tightening torque: . . . . . . . . . . . . . . . . . . . . . 3-5 Nm
Connection dimensions, terminal 30 (2)
Connection thread: . . . . . . . . . . . . . . . . . . M12x1,75
Tightening torque: . . . . . . . . . . . . . . . . . . . 20-30 Nm
Connection dimensions, terminal 31 (3)
Connection thread: . . . . . . . . . . . . . . . . . . M12x1,75
Tightening torque: . . . . . . . . . . . . . . . . . . . 20-30 Nm
19.1.2 Starter cable

A chart correlating battery capacity, cable cross-section and cable length can be found on page 129.
The negative lead should never be connected to the ship potential, the ship's rear section or other
components.
Electrical system
Battery size and starter cable

Starter motor Mitsubishi 105P70
Battery capacity Ah 140 155 175 200 225
Battery current as per DIN 43539 A 460 540 540 630 680
Battery current as per DIN EN 50342 A 760 900 900 1050 1150
Battery resistance at 20 _C mΩ 5.8 5.5 5.3 5.0 4.7
Permissible cable resistance (positive and min max min max min max min max min max
negative cable) with contact resistance mΩ 0.4 4.9 0.7 5.2 0.9 5.4 1.2 5.7 1.5 6.0
Starter short-circuit current at 20 _C A 2370 1620 2370 1620 2370 1620 2370 1620 2370 1620
Minimum starter cable cross-section mm2 79.0 54.0 79.0 54.0 79.0 54.0 79.0 54.0 79.0 54.0
Cable cross-section Cable resistance (Cu) Minimum/maximum cable length (total length of positive and negative cable) in meters
mm2 mΩ/m min. max. min. max. min. max. min. max. min. max.
35 0.53 Excessive current
50 0.37
70 0.26 4.5 16.9 5.6 18.1 6.4 18.9 7.6 20.0 8.7 21.2
95 0.20 22.4 1.1 23.9 2.1 25.0 3.6 26.5 5.2 28.0
120 0.15 28.7 1.4 30.7 2.7 32.0 4.6 33.9 6.6 35.9
140 0.13 33.8 1.6 26.1 3.1 37.6 5.4 40.0 7.7 42.3

Electrical system
19.2 Alternators
Alternator for charging starter batteries

One alternator (1) each is available to charge
the starter batteries of each engine.
The alternator is completely wired ex-factory.
This alternator should not be used to charge
batteries which are used to supply additional
consumers.
Alternator for charging additional batteries
However, if batteries used for supplying other
consumers need to be charged, a second
alternator (2) (optional) can be installed.
Alternator type Bosch (LEB10)

Nominal voltage: 28 V
Rated current 120 A
Both alternators are designed as insulated

two-pole units. To ensure potential-free wiring,
the entire arrangement of the alternators on the
engine is insulated. This is why the housing
of the alternators is connected to the minus
pole of the associated battery (3).
Connecting a second alternator:

Activation of the second alternator (excitation)
occurs via terminal 15 (5).
The lamp (4) indicates the status, lighting up at:
- undervoltage
- overvoltage
- interruption at terminal 15
Tightening torque values for three-phase alternator in Nm

Mounting nut M8, terminal B+ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 + 2 Nm

Electrical system
19.3 Voltage supply of alarm system and security system

For classified systems, the voltage supply must be of a redundant design.
There are 2 options:
1) Parallel voltage supply, isolated via diodes.
Here, the engine electronics record only the current voltage value of the voltage supply being used,
not the battery output.
Monitoring of the voltage supply for each individual voltage supply and the corresponding alarm is
handled by the shipyard.
2) Selectable via redundant battery.
The switching must occur at the shipyard in a very short time.
Here, the engine electronics record only the current voltage value of the voltage supply being used,
not the battery output.

Electrical system
19.4 Electrical coolant preheating

The coolant preheating helps to facilitate a reliable engine start in the event of low outside temperatures
and ensures that full power output is available immediately after a cold start (warm-up phase omitted).
For this purpose, the coolant is preheated while the engine is at a standstill. The preheating is provided
by an electrically operated heater, supplied with power by the mains network.
Coolant preheating
system Calix 1100 Watt / 230 V
A preheating unit (1) is mounted on each side of
the engine (below the exhaust pipe) ex factory.
The subsequent installation is only conditionally
possible based on the accessibility.
Two connecting cables (2) and (3) are supplied
separately.
Heat output 1100 W

Supply voltage 230 V
Protection class IP 46
Thread (1) M28 x 1.5
Cable (2) is connected to the heating element (1).

Both cables are connected to each other via a
connector. A plastic clip acts as a safety device.
There is a Schuko plug for a 220 V connection
located on the cable (3).

Electrical system
19.5 Plugs on engine
NOTICE
Therefore:
S For vibration decoupling, connecting cables must be attached to the engine or gearbox at a distance
of approx. 150 mm
Interface Engine -
Electronic box (E-Box)

►(1) X50
►(2) X1
For further information, see
Operating Instructions „MAN Intelligent Marine
Safeguard System“
Fuel prefilter with water separator

►(1) X35
Transmission
►(2) X33
►(3) X3
►(4) X32
Exhaust gas aftertreatment system
►(5) X61 Master
►(6) X62 Slave
Cylinder bank Master/Slave, see page 34
Commissioning/ Service interface
►(7) X30

Electrical system
In addition, for classified engines:
NOTICE
Therefore:
S For vibration decoupling, connecting cables must be attached to the engine or gearbox at a distance
of approx. 150 mm
Voltage supply on fuse box

The power supply from the customer battery (1)
does not run via the starter, but it is fed directly to
the fuse box (3). Before that, the supresserdiode
(2) is installed.
Voltage supply EDC/AL-System

►X104.1
Voltage supply SU-System
►X104.6

Fitting
Fitting

Fitting

Drive system transport by crane
20 Drive system transport by crane
20.1 Installing the drive system in the ship
DANGER
Risk of life from handling transport goods incorrectly
The transport package can sway out, tilt and/or fall down.
For this reason:
S Have the engine transported only by trained personnel.
S Ensure that during transport, no persons, objects or obstacles are located in the swivel range of the
transport package.
S Move loads only under supervision.
S Use only approved lifting gear with adequate load-bearing capacity.
S Do not use any torn or chafed hoists such as cables and belts.
S Do not place hoists such as cables or belts on sharp edges and corners, do not put knots in them and
do not twist them.
S Use the lifting eyes only for transporting the engine without attachments.
S Pay attention to the markings and information about the center of gravity on the packages.
S While transporting with the crane, sling the crane hook in such a manner that it lies above the center
of gravity of the package.
S Lift the package carefully and observe whether it tilts. If necessary, change the slinging point.
S Handle transport packages carefully and pay attention to the icons and instructions on the packaging.
S Cables and chains must exert vertical tension (tolerance: 5°) on the crane hooks.
S Prohibit unauthorized transport or the placing/removing of transport aids.
S Do not step on the engine covers.
S Set the load down when leaving the workplace.
Do not walk on the engine (1) when working on it!

20.1.1 Crane transport of an engine without transmission
Attachment points
There are 4 lifting eyes (1) mounted on the engine to lift it.
Use sufficiently dimensioned crane lifting gear to lift an engine!
Cables and chains must exert vertical tension (tolerance: 5_) on the crane hooks!

20.1.2 Crane transport of an engine with transmission
Attachment points
There are two lifting eyes on the transmission (4), and two on the engine (3) to lift the engine.
Use sufficiently dimensioned crane lifting gear (1) to lift an engine!
Cables and chains (2) must exert vertical tension (tolerance: 5_) on the crane hooks!

20.2 Protecting the engine against dust
NOTICE
The slightest dirt particles in the fuel system can lead to a total failure of the injection system
For this reason:
S Be sure to maintain the utmost cleanliness when working in the engine room.
S Fuel connections must be furnished with caps.
After installing the engine in the engine room,

cover it with a tarp.
This will protect delicate components (fuel system,
air filter) against dust if there is work still being
performed on the interior construction of the ship.
20.3 Protecting the fuel system against moisture
NOTICE
Moisture in the fuel system can lead to a total failure of the injection system
The engine is delivered from the factory with a sealed fuel system (supply and return).
For this reason:
S The fuel system must remain sealed until commissioning.

Attaching the transmission
21 Attaching the transmission
21.1 Attaching a transmission to the flywheel housing
Tip for users

For dimensions of the flywheel housing and the type of bolted connections for attaching it to the
transmission, see installation drawing.
Bolt tightening torques, see page 162.

The crankshaft axial clearance must be checked
before and after flange-mounting a transmission.
21.2 Changeover of a flywheel

The engines can be fitted with 2 flywheel versions ex-works:
- Flywheel with J = 2.08 kgm2 for mounting of an elastic coupling to flange-mount a transmission or
attaching a flanged external bearing
- Flywheel with J = 1.20 kgm2 for mounting of a highly elastic coupling to connect to a drive shaft
If the flywheel is changed retrospectively, the changeover may only be carried out by persons or workshops
that have been authorized and certified by MAN.

Attaching the transmission
21.3 Checking the axial clearance of the crankshaft
NOTICE
Danger of engine damage from couplings and attachments
For this reason:

S The structurally specified axial clearance of the crankshaft of the engines must not be reduced.
S Check the axial clearance of the crankshaft.
Special tools
[1] Dial gage bracket 08.71082-0005

S Check the crankshaft axial play with:
S Dial gage [2]
[2] Dial gage 08.71000-3217

S Check the crankshaft axial play with:
S Dial gage bracket [1]
It is essential, before and after flange-mounting

attachments (1), to record the crankshaft axial
clearance using a dial gage mounted on a
magnetic support. If the results of the
measurement are outside of tolerance or if the
crankshaft springs back after being moved, check
attachment.
► Place the gage holder (1) [1] incl. dial gage (2)
[2] on the engine so that the pin of the dial gage
rests on the vibration damper under pre-load
► Press the crankshaft in the axial direction
toward the flywheel housing until the stop
► Set the dial gage (2) to zero
► Pull the crankshaft in the axial direction away
from the flywheel housing until it stops
► Read the value displayed on the dial gage (2)
Axial clearance of the
crankshaft: . . . . . . . . . . . . . . . . 0,20 - 0,40 mm

Installing the elastic engine and transmission mounts
22 Installing the elastic engine and transmission mounts
22.1 Marking the mounts
Elastic engine and transmission mounts
(1) Mounting bolt for engine base, M 20

(2) Height adjustment
(3) Screws of the transport lock
(4) Mounting bolts M 20, strength class 8.8
Arrangement of elastic engine mounts

Engine type MAN part number Shore hardness
D2862 LE496 / LE459 / LE489 51.96210-7050 70
D2862 LE428 / LE438 / LE469 / LE427 / LE437 / LE447 51.96210-7051 65
D2868 LE466 (V8) 51.96210-7052 60
Elastic mounts for flanged integral V-transmission
(1) Mounting bolt for transmission base, M 20

(2) Height adjustment
(3) Screws of the transport lock
(4) Mounting bolts M 20, strength class 8.8
Arrangement of elastic engine mounts

Engine type MAN part number Shore hardness
D2868 LE466 (V8) 50.96210-7000 55

22.2 Installing the mounts
Unscrewing the transport lock
► Set the drive system incl. mounts on the

foundation.
Remove transport lock screws (1)
Align the engine unit
Screwing in the mounting bolts
Once engine unit has been mounted and aligned:

► Screw in and tighten the mounting bolts of the
mount (2)
Tightening torque . . . . . . . . . . . . . . . . . . . 391 Nm
► Tighten mounting bolts M20 (1)
Tightening torque . . . . . . . . . . . . . . . . . . . 300 Nm

Adjusting the height adjustment mechanism of the mount
Tip for users

Do not utilize the height adjustment mechanism to its full extent; this ensures a sufficient reserve of
movement when readjusting.
Even out excessive height differences by using shims.
Special tools
[1] Single open-end spanner size 50 08.06003-9003

S Adjust the height adjustment mechanism of the mount
► Adjust the height adjustment mechanism (1)

of the mount using a single open-end spanner
size 50 [1]
Height adjustment mechanism . . . max. 10 mm

Aligning the drive system
23 Aligning the drive system

The drive system (engine and transmission) and the propeller shaft must be aligned in such a away that the
radial misalignment and angular misalignment of all components lie within the prescribed tolerances.
NOTICE
Damages from vibrations and oscillations
For this reason:
S Check and if req. correct the alignment of the drive system annually or after 3000 operating hours.
Tip for users

An elastic propeller shaft coupling between transmission output flange and propeller shaft flange
accommodates minor misalignment and reduces vibrations.
23.1 Aligning an engine with mounted transmission
23.1.1 Preliminary alignment of the drive system
S Mount the drive system and elastic bearing

onto the engine foundation using suitable crane
lifting tackle.
S Lift the propeller shaft at the coupling flange as
far as possible.
Half of the angle between the highest and lowest
position of the coupling flange gives the correct
height at which the transmission output flange
should be positioned.
This ensures that the propeller shaft can be
centered correctly.
S Align transmission output flange and propeller
shaft flange using suitable padding.

23.1.2 Aligning height adjustment of engine mounts
The bearings are pretensioned ex-works with the

transport lock.
(Removing transport lock, see 144).
For this reason it is not necessary to load the
elastic bearings prior to alignment so that they
can settle.
Align height adjustment (1) of the engine mounts
(2). When doing so ensure that the bearings
deflect equally on both sides of the engine.
The maximum adjustable height of all mounts
is 10mm. This height cannot be exceeded.
Compensate for larger differences in height by
using backing plates.
The less the adjustment height can be adjusted,
the more spare height is available for subsequent
readjustments.

23.1.3 Parallelism of the flanges
Initial check of the matching of the shafts

S Using an alignment straight edge (3) check at
several points whether transmission output
flange (1) and propeller shaft flange (2) match. 3
Check for parallelism of the flanges
S Bring together propeller shaft flange with
transmission output flange.
S Slide feeler gage (4) with 0.5 mm leaf between
the flanges, screw in one coupling flange and
tighten slightly.
S Pull out 0.5 mm leaf.
S Check gap dimension all round at 90_,
180_ and 270_ with 0.58 mm and 0.42 mm
1 2
leaf (tolerance 0.5 ± 0.08 mm)
S Remove screw and place marking on
transmission output flange
S Turn transmission output flange by 90_,
180_ and 270_ and repeat test.
If the measurement is outside tolerance,
the propeller shaft flange runout is too large
(lateral runout).

23.1.4 Checking transmission output and propeller shaft for radial misalignment
Radial misalignment means that the centerlines

of 2 related flanges are parallel but laterally
displaced from each other.
(1) Flange (e.g. transmission output)
(2) Flange (e.g. propeller shaft)
Radial misalignment: X = max. 0.5 mm
Check for radial misalignment: The dial gage is
placed on one of the two shaft ends. Connect both
flanges so that they are torque-proof but without
force locking them. To do so, screw in one screw,
however, the faces of the flanges must not touch.
The test is carried out four times separated by
angles of 90_.
The display must not deviate by more than
2 x 0.5 mm = 1 mm.

23.1.5 Checking transmission output and propeller shaft for angular

misalignment
Angular misalignment means that the centerlines

of 2 related flanges are not parallel.
(1) Flange (e.g. transmission output)
(2) Flange (e.g. propeller shaft)
(3) Angular misalignment
Angular misalignment: max. 0.1 mm
based on 200 mm flange diameter
Check for angular misalignment: The dial gage
is placed on one of the two shaft ends. Connect
both flanges so that they are torque-proof but
without force locking them. To do so, screw in
one screw, however, the faces of the flanges
must not touch.
The test is carried out four times separated by
angles of 90_.
The maximum allowable angular misalignment
must not be exceeded at any measurement point.
The alignment of the drive system should be
checked after the ship has been launched.
If readjustment is required, ensure that all bearings
carry the same load.

23.2 Aligning engine with freestanding transmission and drive shaft

Arrangement, see from page 52.
Type of alignment Permissible tolerances
1 Max. angle per joint max. 3 ° (See page 56)
2 Input and output angle ß1, ß2 Difference ß1 - ß2 0.5_

(=bend angle) must be the same
3 Engine, drive shaft and <1 %o

transmission must be arranged in i.e. for 500 mm measured length 0.5 mm
one line in plan view.
4 The inner joint forks must be on the <1_

same plane
5 Static misalignment of engine- to <1 mm

transmission longitudinal axis
To achieve an equal bend angle with a V-arrangement, an alignment aid consisting of two alignment bars
can be used.
Such an alignment aid is shown below.
For the dimensions shown, this device can be used for drive shafts with lengths of Lz = 700 to 1300 mm.
Shorter or longer drive shafts require correspondingly shorter or longer A bars.
Procedure: Install alignment bars instead of drive shafts. Both parts must be the same length. Align engine
and transmission so that the tips of the alignment bars meet. Then remove the alignment aid and install the
drive shafts.

Fitting of drive shafts
24 Fitting of drive shafts
NOTICE
Vibrations in driveline - Damage to joint bearings and spline profiles
Incorrectly assembled drive shafts amplify the non-uniformity at the output side instead of evening it out.
For this reason:
S Fitting of the drive shafts in accordance with manufacturer's specifications.
When assembling the drive shaft halves, ensure that the markings (arrows) on the spline shaft and spline
hub are opposite each other.
The drive shafts must be mounted/positioned so that the spline profile is protected against dirt and moisture
as much as possible. This usually means installation according to the following drawing, where the profile
seal points downward so that any potential spray water falls away from the spline profile.
The drive shafts must not be disconnected in the spline profile or exchanged with one another, otherwise
the balancing quality will be significantly affected. For the same reason, the balancing plates must not be
removed.

Fitting of drive shafts

Connecting the fuel lines
25 Connecting the fuel lines
NOTICE
The smallest dirt particles in the fuel system can lead to a total failure of the injection system.
For this reason:
S Be sure to maintain the utmost cleanliness when working on the fuel system.
S Fuel connections must be furnished with caps.
(1) Connecting the fuel supply

(2) Connecting the fuel return
Threaded connection . . . . . . . . M30x2

25.1 Installing fuel pre-filter and hand pump - classified engines

Fuel pre-filter and hand pump for non classified engines, see page 157
NOTICE
Risk of property damage due to dirt particles
Risk of components getting damaged by impurities in the fuel system
For this reason:
S Be sure to maintain the utmost cleanliness when working on the fuel system.
Hole pattern fuel pre-filter:

Dimension X . . . . . . . . . . . . . . . . 124 mm
Dimension Y . . . . . . . . . . . . . . . . 390 mm
Dimension Z . . . . . . . . . . . . . . . . 9 mm
Mounting bolts: Hex screws or cylinder screws,
each with washers
(1) M8x30 (2x)
(2) M8x50 (2x)
(3) Spacer bush:
Internal diameter . . . . . . . . . . . . Ø 9 mm
External diameter . . . . . . . . . . . Ø 18 mm
Length . . . . . . . . . . . . . . . . . . . . . 35 mm
Hole pattern hand pump:

Dimension X . . . . . . . . . . . . . . . . 46 mm
Dimension Y . . . . . . . . . . . . . . . . 17 mm
Bore Z . . . . . . . . . . . . . . . . . . . . Ø 8.5 mm
Mounting bolts M8x60 (4x)

Installing fuel pre-filter and hand pump
NOTE
The fuel pre-filter is only classifiable with
protective plate
Therefore:
S Install protective plate on the fuel pre-filter.
The protective plate (X) must be installed by

the shipyard.
(1) Selector lever
(2) Fuel inlet (from tank to filter)
(3) Fuel outlet from filter (to inlet (6) hand pump)
(4) Filter cartridge
(5) Water drain plug / water level sensor
(connection: cable harness for fuel pre-filter)
(6) Fuel inlet (from filter)
(7) Fuel outlet (to engine)
Bolted connections for fuel pre-filter:
Connection (2):
- sealing ring (for M18)
- socket (M18x1.5/M22x1.5)
Connection (3):
- socket (M18x1.5/M22x1.5)
Bolted connections for hand pump:
Connection (6):
- socket (M18x1.5/M22x1.5)
Connection (7):
- socket (M18x1.5/M22x1.5)
Lever position (1) for fuel pre-filter/fuel filter, see page 105

25.1.1 Installing fuel pre-filter and hand pump - non classified engines
Fuel pre-filter and hand pump for classified engines, see page 155
NOTE
There is the risk of damage to property caused by dirt particles
Risk of components getting damaged by impurities in the fuel system
Therefore:
S Pay attention to utmost cleanliness when working on the fuel system.
Mount the fuel pre-filter
The fuel pre-filter with water separator should not

be attached directly to the engine since the engine
vibrations may degrade the water separation.
Sufficient space must be available to trap the
water separated and to change the filter cartridge
(H approx. 200 mm).
Hole pattern fuel pre-filter:
Dimension X . . . . . . . . . . . . . . . . 65 mm
Bore (3x) . . . . . . . . . . . . . . . . . . . Ø 9 mm

Connect the fuel pre-filter and hand pump
Each choose a connection at position (1), (2)

and (3).
Opposite side must be closed.
(1) Fuel inlet (from tank to filter)
(2) Fuel outlet from filter (to inlet (6) hand pump)
(3) Fuel outlet (to the engine)
(4) Filter cartridge
(5) Water drain plug / water level sensor
(connection: cable harness for fuel pre-filter)
(6) Fuel inlet (from filter)
Fittings for prefilter:

Choose connection (1):
Sealing ring (for M18)
Fitting (M18x1,5/M30x2)
Opposite side must be closed (Screw plug
M18x1,5).
Fittings for hand pump:

Adapter fitting (M18x1,5/M22x1,5)
Opposite side:
Screw plug (M18x1,5)
Connection (6):

Installing the exhaust-gas compensator
26 Installing the exhaust-gas compensator

Exhaust-gas compensators prevent the transmission of vibrations form the engine to the exhaust system
and equalize the temperature-related linear expansion of the exhaust pipes.
NOTICE
Foreign bodies and dirt in the engine can lead to engine damage
For this reason:
S During work on the exhaust system, foreign bodies (screws, washers, etc.) must not fall into the engine
S Cover the engine with a tarp prior to machining any metal (cutting discs, grinding discs)
NOTICE
Risk of material damage due to incorrect handling of welding equipment
Damage to components and the electronics system due to electric arc welding.
For this reason:
S Welding works of any kind may be carried out only after consultation with the system supplier or as
per his specifications.
S MAN shall not assume any liability for damages, especially to the engine electronics, that occur due to
improperly performed welding works.

26.1 MAN exhaust-gas compensators
The exhaust-gas compensator is available from MAN as an accessory.
For single-stage turbocharging:
(1) Exhaust-gas compensator:

Total length: 210 ± 6 mm
Flange thickness: 8 +1 -0,3 mm
bore:Ø 12 ± 0,5 mm
(2) Seal
(3) Flange
thickness: 15 mm
bore:Ø 11mm
(4) Mounting bolts M10x40-HWF (16x)
(5) Mounting nuts M10 (8x)
Bore pattern: 8 x 45 ° (= 360 °) to Ø 170 mm
Per cylinder bank, one compensator is required.
For two-stage turbocharging:
(1) Exhaust-gas compensator:

Total length: 150 mm
(2) Mounting bolts M10x45-8.8 (12x)
(3) Flange
thickness: 15 mm
(4) Mounting nuts: M10-8 (12x)
with washers
(5) Seal (2x)
Bore pattern: 12 x 30 ° (= 360 °) to Ø 235 mm
Bore: Ø 11 mm (12x)

Fitting the exhaust-gas compensator
NOTICE
Component damage caused by horizontal installation
For this reason:
S Install compensators as vertically as possible or brace the continuing exhaust line securely.
The ship-side exhaust system should be designed and fitted with exhaust-gas compensators in such a way that
linear expansions of > 10 mm in the direction of the engine are prevented. Expansions in lateral direction should
be prevented using appropriate suspension points or also by using exhaust-gas compensators.
The exhaust gas compensator has no

predetermined flow direction (2), so it can be
installed independet of direction.
Due to the high gas velocity, the compensators are
fitted with guide tubes (3).
The distance between guide tube and ribbed pipe
of the compensator is relatively small.
In the event of inclined installation and unsuitable
support of the remaining exhaust line, it is possible
for the guide tube and ribbed pipe to come into
contact, which leads to damage of the
compensator.
Install the exhaust-gas compensator under tensile
pre-load (2). Tensile pre-load means that distance
X between the flange of the compensator and the
mating flange of the continuing exhaust pipe (1) is
XX mm before bolting on the compensator (see
Table).
Maximum assembly misalignment of ± 1 mm in all
directions permitted.
Select distance or pre-load in such a way that no
forces act on the turbocharged at rated power.
→ Factor in length and expansion of the exhaust
system with respect to the temperature.
The expansion in the axial direction of the engine-side compensator must be taken into account via
a pre-load during assembly with the following guideline values:
Values for steel piping
Pipe length Pre-load of compensator

0-50 cm 0 mm
50-100 cm 5 mm
100-150 cm 7 mm
150-200 cm 10 mm
> 200 cm not permitted
Installation under pressure is not permitted

Torques for bolted connections
27 Torque values for screw connections according to the M 3059 factory standard
Bolts/nuts with outer hex or inner hex, head without collar or flange
Thread size x pitch Strength classes / Tightening torque values in Nm

for 8.8 / 8 for 10.9 / 10 for 12.9 / 12
M4 2.5 4.0 4.5
M5 5.0 8.0 9.0
M6 9.0 13.0 15.0
M7 14.0 20.0 25.0
M8 22.0 30.0 35.0
M8x1 23.0 35.0 40.0
M10 45.0 65.0 75.0
M10x1.25 45.0 67.0 75.0
M10x1 50.0 70.0 85.0
M12 75.0 110.0 125.0
M12x1.5 75.0 115.0 130.0
M12x1.25 80.0 120.0 135.0
M14 115.0 175.0 200.0
M14x1.5 125.0 185.0 215.0
M16 180.0 265.0 310.0
M16x1.5 190.0 280.0 330.0
M18 260.0 365.0 430.0
M18x2 270.0 385.0 450.0
M18x1.5 290.0 405.0 480.0
M20 360.0 515.0 600.0
M20x2 380.0 540.0 630.0
M20x1.5 400.0 565.0 670.0
M22 490.0 700.0 820.0
M22x2 510.0 725.0 860.0
M22x1.5 540.0 750.0 900.0
M24 620.0 890.0 1040.0
M24x2 680.0 960.0 1130.0
M24x1.5 740.0 1030.0 1220.0

Installation torques acc. to works standard M 3059

Bolts / nuts with outer hex or inner hex, head with collar or flange
Thread size x pitch Strength classes / Tightening torque values s in Nm

for 8.8 / 8 for 10.9 / 10 for 12.9 / 12
M5 6.0 9.0 9.9
M6 10.0 15.0 17.0
M8 24.0 35.0 41.0
M8x1 25.5 40.0 43.7
M10 44.5 65.0 75.9
M10x1.25 46.5 70.0 79.7
M10x1 48.6 75.0 83.5
M12 81.5 120.0 140.0
M12x1.5 85.0 125.0 146.0
M12x1.25 88.5 130.0 152.0
M14 128.0 190.0 221.0
M14x1.5 138.0 200.0 237.0
M16 200.0 285.0 334.0
M16x1.5 212.0 300.0 354.0
M18 279.0 395.0 464.0
M18x2 294.0 420.0 489.0
M18x1.5 309.0 440.0 515.0
M20 382.0 545.0 637.0
M20x2 400.0 570.0 667.0
M20x1.5 418.0 595.0 696.0
M22x2 558.0 795.0 930.0
M22x1.5 580.0 825.0 966.0

Installation torques for hollow screws and screw-in fittings, Screw plugs, hose fittings, and
screw-in fittings with cutting ring union
SPermitted for bolted connections with Cu and BS sealing rings
SPermitted for bolted connections in aluminum female thread
SValid also for components with steel outside thread - materials according to DIN 3859-1
SImpact screws are not permitted for installation
SComponents that are much weaker when compared with standard parts must be evaluated separately
Applicable to: Applicable to:

-hollow screws (DIN 7643 or similar) screw-in fittings (DIN 3901, MAN 200
-screw-in fittings (DIN 3901/MAN 200 or similar for cutting ring union of a
or similar for cutting ring union of a continuing pipe line
continuing pipe line *)
-threaded plugs with inner and outer
hex (DIN 908, DIN 910/DIN 7604 or When tightening or undoing the
similar) cutting ring union, the respective part
-hose clamps and fittings for plug cannot be held in place.
connectors.
Thread size
x pitch
M8X1 11 Nm 21 Nm
M10X1 21 Nm 32 Nm
M12X1.5 32 Nm 42 Nm
M14X1.5 42 Nm 70 Nm
M16x1.5 52 Nm 130 Nm
M18X1.5 65 Nm 130 Nm
M20X1.5 75 Nm 190 Nm
M22X1.5 85 Nm 190 Nm
M24X1.5 95 Nm 190 Nm
M26X1.5 105 Nm 190 Nm
M27X2 105 Nm ----
M28 x 1.5 105 Nm 262 Nm
M30X1.5 125 Nm ----
M32X1.5 125 Nm ----
M33X2 125 Nm ----
*) tighten the cutting ring union

Applicable to: Applicable to:

-hollow screws (DIN 7643 or similar.) screw-in fittings (DIN 3901, MAN 200
-screw-in fittings (DIN 3901/MAN 200 or similar for cutting ring union of a
or similar for cutting ring union of a continuing pipe line
continuing pipe line *)
-threaded plugs with inside and
outside hexagon (DIN 908, DIN When tightening or undoing the
910/DIN 7604 or similar.) cutting ring union, the respective part
-hose clamps and fittings for plug cannot be held in place.
connectors.
Thread size
x pitch
M36X1.5 157 Nm ----

M38X1.5 157 Nm ----
M42X1.5 190 Nm ----
M45X1.5 190 Nm ----
M48X1.5 190 Nm ----
*) tighten the cutting ring union
Tip for users

When tightening or undoing the cutting ring
union, the respective part can be held in place.

Preparations for commissioning

To be performed only by authorized personnel


Important information about commissioning
28 Initial start-up and acceptance of installation
28.1 Initial start-up

Proper initial commissioning is of critical significance for the operational safety and reliability of
the engines. If the commissioning is performed incorrectly, the immediate consequence is damage
to the engine.
Carrying it out consists of several steps:
S Thorough checking of the installation of engine and aftertreatment system
S Check line routing to make sure that lines are free of chafing points and kinks and that freedom of
movement is maintained in all operating conditions
S Filling the engine with engine oil, marking the oil dipstick
S Fill with approved service products (oil, coolant, fuel) in accordance with maintenance and service
product specifications. Observe specified fill levels.
S Venting the cooling system
S Starting the engine
S Conducting a test drive, measuring and archiving important data
Carrying out the initial commissioning requires both special knowledge on the part of the
personnel and special equipment.
This is why the initial commissioning may only be carried out by persons or workshops that have been
authorized and certified by MAN Nuremberg (Marine engines department).

28.2 Acceptance of installation
NOTICE
MAN will not be liable for material defects if there is no acceptance of installation.
Warranty claims against MAN can only be asserted if the installation instructions are followed and the
installation of the engine including the aftertreatment system has been accepted by MAN.
For this reason:
S Each first engine installation must be acceptance-tested by MAN
The device manufacturer schedules this installation acceptance test with MAN allowing time in advance.
In the lead-up to the installation acceptance test, the device manufacturer submits the following documents:
S Confirmation that the device is fully assembled and drivable
S Circuit diagrams and photos documenting installation of the exhaust sensors, if this was installed
by the device manufacturer.
If defects are found during the installation acceptance test, then these must be rectified.
MAN will send the equipment manufacturer
S a business letter on the mechanical installation acceptance test, including the test report as an
enclosure, in which reference is again made to the shortcomings and to their rectification.
S a fax on the electronic installation acceptance test, in which also reference is again made to the
shortcomings and to their rectification.
Written release from MAN will only be provided upon successful completion of the installation
acceptance test.
Should the device manufacturer fail to comply with this requirement, MAN will also rule out defect and
product liability claims for consequential damage on series produced vehicles.
Subsequent modifications that may influence the faultless operation of MAN-supplied components
and parts must be coordinated with and approved by MAN.


29 Lubricating oil system
WARNING
Risk of engine damage due to oil renewal systems
Damage to the aftertreatment system and loss of warranty.
For this reason:
S Never use Oil Renewal Systems (ORS).
For this reason:
29.1 Oil quality

The engines must be operated exclusively with high performance diesel engine oil complying with works
standard M3277 or oil category API CJ-4.
Tip for users

No liability for material defects in case of non-approved service products!
The liability for material defects is void if non-approved service products are used.
For this reason:
S Use only approved service products (for this, see the "Service products ..." publication).
Literature reference
For more information about service products, see the MAN service product database.

29.2 Determining engine oil fill level
NOTICE
Component damage due to overfilling
Engine damage can occur if the max. permissible oil fill level is exceeded.
For this reason:
S Determine the fill level of the oil sump mounted on the engine. For the oil sump oil fill level, see the
subsequent table or the sticker on a valve cover.
Oil quantity in the oil sump

Engine type Minimum Maximum
Liters Liters
V8 - Engines 50 60
V12 - Engines 70 90
When filling the engine with engine oil, both the oil sump of the engine and the switchable oil filter
(classified engines) must be filled with oil.
Quantity of switchable oil filter

Liters Version
25

29.3 Filling the engine oil via the oil filler neck
Depending on the installation situation, the engines can be equipped with marked or unmarked oil dipsticks.
If the oil dipsticks arrive unmarked from the factory, they must be marked during the initial filling with engine
oil; see page 174.
A label stating that only oils as per M3277 are permitted must be affixed to the oil filler neck of the engine.
NOTICE
Engine damage due to dirt in the engine oil.
For this reason:
S Be sure to maintain the utmost cleanliness when filling the engine oil.
Do not spill any engine oil while filling. Engine oil must not get into the soil or into the water.
Oil dipstick marked
NOTICE
Risk of engine damage from incorrect oil level
For this reason:
S Never fill in more than the quantity of oil
specified.
S Pay attention to the Min/Max marking on the
oil dipstick.
S Check the oil level and correct it if necessary. MAX
MIN
Tip for users

Keep the prescribed maximum filling quantity in
the oil sump attached to the engine in a canister.
► Unscrew the cap (1)
► Add new engine oil via the oil filler neck
Oil quantity (with filter):
V12 - Engines: . . . . . . . . . . . . . . . . . . . . . . 90 liters
V8 - Engines: . . . . . . . . . . . . . . . . . . . . . . . 60 liters
► Screw in the cap (1) hand-tight
► Wait approx. 20 minutes until the (cold) engine
oil has collected in the oil sump.
► Pull out the oil dipstick (2)
The oil level must lie between the two notches
on the dipstick.
► Check the engine oil level

Oil dipstick not marked
NOTICE
Improperly marked oil dipsticks can lead to incorrect oil filling and can also result in engine
damage.
For this reason:
S Oil dipstick marking is carried out only by authorized personnel of MAN Nuremberg (Marine engines
department).
Tip for users

Prepare the required fill levels of the engine oil
in a canister.
► Slowly fill the minimum oil quantity via the filler
neck (1)
► Wait approx. 20 minutes until the (cold) engine
oil has collected in the oil sump.
► Pull out the oil dipstick (2) and mark the
minimum oil level (MIN) on it.
► After this, refill the difference up to the highest
permissible oil sump quantity, wait approx.
20 minutes and mark the visible max. oil level
(MAX) on the oil dipstick.
Screw in the cap (1) and tighten it manually
► Start the engine and run it for several minutes
in lower rpm range Switch off the engine.
Since the oil filter and oil lines fill with oil when the
engine is running, the missing oil quantity must
now be added.
► Refill up to the MAX marking of oil dipstick.
MAX
MIN

Filling the engine oil with electrical extraction and filling pump
NOTICE
For this reason:
An electrically operated extraction and filling pump

- which can be supplied by MAN - is required to fill
the oil and to pump the oil out of the oil sump.
(1) "Oil in" button
(2) "Oil out" button
(3) Marking for direction of flow
(4) Hose coupling for connecting to engine
Supply voltage: 24 V

NOTICE
For this reason:
specified.
oil dipstick.
MIN
Tip for users

Prepare the required fill levels of the engine oil
in a canister.
► Remove caps (1) and (4)
► Screw in the hose coupling (3) at the
connection (1)
► Insert the hose line (2) into the canister.
► Connect the power supply of the electric pump
to the connector (4)
► Switch on the electric pump via the "OIL IN"
button and fill up the engine.
► Unscrew the hose coupling (3) from the
connection (1)
► Close caps (1) and (4)

29.4 Filling remote oil filter (only classified engines)
NOTICE
For this reason:
On both sides of the engine, there is a connection

(1) on the oil module for the electrically operated
extraction and filling pump.
For the electrically operated extraction and
filling pump, see page 175.
Unscrew the cap (2) prior to connecting.
Connecting the extraction and filling pump

► Screw in the hose coupling (1) on the oil
module connection
► Connect the power supply of the electric pump
to the connector (4)
► Switch on the electric pump (2) via the "OIL IN"
button and fill up the engine.
Quantity of oil in oil filter . . . . . . . . . . . page 172
► Unscrew the hose coupling (1) from the oil
module connection
► Close the caps

NOTICE
Uncontrolled discharge of engine oil
If the bleeder screws are opened completely, oil under pressure escapes from the ventilation openings.
For this reason:
S Open the bleeder screws a maximum of one quarter turn.
NOTICE
Engine damage due to overfilling
When filling the oil filter, oil can flow into the oil sump of the engine.
When the engine is idle, oil can flow out of the filter into the oil sump of the engine upon opening the
bleeder screw of an activated filter element.
For this reason:
S After filling the oil filter, check the oil level in the oil sump and pump out/extract any excess oil.
Both filter elements of the selectable oil filter can

be filled simultaneously.
► Bring the selector lever (2) into the center
position.
► Undo both bleeder screws (1) by a quarter turn.
► Switch on the filling pump until oil escapes from
the bleeder screws (1). Collect escaping oil with
a lint-free cloth.
► Switch off the filling pump.
► Tighten the bleeder screws (1).
► Selector lever (2) in operational position.
For checking the engine oil fill level, see page 179.
Version with 25 liters oil quantity

29.5 Pumping out engine oil
Use an electrically operated extraction and filling

pump (2) to pump out the engine oil.
► Prepare a canister for the excess engine oil.
► Remove the cap (1).
► Screw in the hose coupling (3) at the
connection (1)
► Switch on the electric pump via the "OIL OUT"
button and suck out the engine oil.
For checking the engine oil fill level, see page 179.
29.6 Checking the engine oil level
NOTICE
For this reason:
specified.
oil dipstick.
► Pull out the oil dipstick (1) MIN
► Wipe off the oil dipstick (1) with a clean lint-free
cloth
► Reinsert the oil dipstick (1) as far as it will go
► Pull out the oil dipstick (1) again and check the
oil level
► Reinsert the oil dipstick (1) as far as it will go

29.7 Closed-Crankcase-Ventilation (CCV)
The positions of the oil-mist separator valve and the lines leading to and from it must not be subsequently
changed.

Cooling system
30 Cooling system
WARNING
Danger of damage to property by high temperature differences
Damage to the engine at operating temperature while topping up cold coolant.
For this reason:
S Do not fill cold coolant into a hot engine.
S Allow the engine to cool down first.
NOTICE
Damage to the engine from lack of antifreeze and anti-corrosion agent
The cooling system will fail if antifreeze and anti-corrosion agent are not added in the proper amounts.
For this reason:
S Prepare the coolant in accordance with the publication "Service products for MAN industrial and
marine diesel engines".
For this reason:
Tip for users

The engine cooling system should be filled with a mixture of potable water and antifreeze based on
ethylene glycol or anti-corrosion agent.
30.1 Filling and venting the cooling system
During filling, the cooling system must be

ventilated via the bleeder screws (1) at the
liquid-cooled outer covers.
Two-stage charging, see next page

Cooling system
Two-stage charging:
During filling, the cooling system must be
ventilated via the bleeder screws (1) at the
liquid-cooled exhaust gas turbochargers and at the
exhaust manifold (2).
30.1.1 The engine is installed to the flywheel side at an angle
The bleeder screws (3) are below the coolant level

in the expansion tank (1).
► Undo the bleeder screws (3)
► Fill coolant gradually at the filler neck (2)
of the expansion tank until the coolant
gets discharged without any bubbles from
the bleeder screws.
► Tighten bleeder screws (3)
► Fill coolant gradually at the filler neck (2)
of the expansion tank, up to Maximum
► Screw in the cap (2) and tighten it hand-tight
Caps that have been tightened forcefully can
no longer be opened!
► Allow the engine to run for approx. 15 minutes
at a speed of 1,200 rpm.
► Switch off the engine.
► The coolant level in the sight glass of the
expansion tank must lie in the middle of the
sight glass.
► Before starting the engine the next time
(when the engine is cold), check the coolant
level and top it up if required. To top it up,
carefully undo the cap (2) to release the
pressure; then open it carefully and top up
the coolant.
The turbochargers must not be vented when
refilling the cooling system.
Repeat this procedure until no more coolant
can be added.

Cooling system
30.1.2 The engine is installed horizontally
The bleeder screws (3) are above the coolant level

in the expansion tank (1).
In this case, a complete filling and bleeding of the
cooling systems is only possible if the cooling
system is filled via the drain/filling valve (5)
positioned on the side of the crankcase.
This is carried out with the aid of a pump (6):
► Undo the bleeder screws (3).
► Screw in the hose coupling of the pump (6) am
drain/filling valve (5)
► Switch on the pump and fill the cooling system
until the coolant escapes at the filler neck (2).
► Switch off the pump
► Screw in the cap (2) and tighten it hand-tight
Caps that have been tightened forcefully can
no longer be opened!
► Switch on the pump again until the coolant
escapes from the bleeder screws (3) free of
bubbles.
► Switch off the pump and tighten the bleeder
screws (3)
► Unscrew the hose coupling of the pump and
screw in and tighten the cap on the drain/filling
valve (5)
► Allow the engine to run for approx. 15 minutes
at a speed of 1,200 rpm.
► Switch off the engine.
► The coolant level in the expansion tank must lie
in the middle of the sight glass (7).
► Before starting the engine the next time
(when the engine is cold), check the coolant
level and top it up if required. To top it up,
carefully undo the cap (8) to release the
pressure; then open it carefully and top up
the coolant.
The turbochargers must not be vented when
refilling the cooling system.
Repeat this procedure until no more coolant
can be added.

Cooling system
30.2 Seawater pump

The seawater pump is an impeller pump. It must be filled with water prior to starting the engine.
30.3 Opening the cooling system with the engine at operating temperature
WARNING
Risk of injury from hot liquids
The coolant reaches high temperatures during operation and causes scalding upon contact.
For this reason:
S Open the cooling system only under exceptional circumstances when the engine is at operating
temperature.
S Undo the cap cautiously with the safety valve.
S Release the pressure.
S Open the cover cautiously.
If the cooling system is opened when the engine

is at operating temperature, then the pressure
drops in the cooling system.
As a result, subsequent operation of the engine
may trigger the alarm "Pressure in the expansion
tank" in the engine monitoring system. This alarm
results in the reduction of engine output.
In order to continue operating the engine without
the alarm after the cap has been opened, a system
pressure of 0.7 bar must be present in the cooling
system.
In order to achieve this, a pressure valve (1)
is installed on the expansion tank, to which
a commercially available air pump may be
connected. The system pressure must be raised
to 0.7 bar with this pump.

Starting and stopping the engine
31 Starting and stopping the engine
31.1 Preparations for starting the engine

Prior to starting the engine, ensure that:
S All required service products have been filled
S The sea cocks of the seawater pump have been opened
31.2 Filling with diesel fuel
WARNING
For this reason:
Do not spill any diesel fuel while filling. Diesel fuel must not get into the soil or into the water.
Literature reference

Starting and stopping the engine
31.3 Bleeding the fuel system
Classified engines:
► Check the fuel system for leak-tightness
► Bring the selector lever into the center position
► Undo the bleeder screws (1) on the fuel filter
► Undo the tappet of the hand pump (2)
► Operate the tappet of the hand pump (2) until
fuel without any bubbles is discharged at the
bleeder screws (1)
► Screw in the tappet of the hand pump (2) again
and tighten it hand-tight
Non classified engines:

► Undo the bleeder screws (1) on the fuel filter
► Undo the tappet of the hand pump (2)
► Operate the tappet of the hand pump (2) until
fuel without any bubbles is discharged at the
bleeder screws (1)
► Screw in the tappet of the hand pump (2) again
and tighten it hand-tight
Tightening torque . . . . . . . . . . . . . . . . . . 3 ± 1 Nm
31.4 Starting and stopping the engine

For further information, see Operating Instructions „MAN Intelligent Marine Safeguard System“

Technical data
32 Technical data

Technical data

Technical data
Output and combustion data

(V8) D2868 (V12) D2862
LE466 LE496 LE459 LE428 LE438 LE469 LE489 LE427 LE437 LE447
Exhaust gas status IMO Tier II IMO Tier II IMO Tier III IMO Tier III IMO Tier III IMO Tier III IMO Tier III IMO Tier III IMO Tier III IMO Tier III
US Tier 3 US Tier 3 US Tier 4 US Tier 4 US Tier 4 US Tier 4 US Tier 4 US Tier 4
Rated power kW 956 1471 1213 749 882 974 1029 662 551 735
HP 1300 2000 1650 1019 1200 1325 1450 900 750 1000
Nominal speed rpm 2300 2300 2300 2100 2100 2100 2100 1800 1800 1800
Max. torque at engine speed Nm 4350 6500 5510 3760 4440 4895 5345 3950 3300 4340
rpm 1200 - 2100 1200 - 2100 1200 - 2100 1300 - 1900 1300 - 1900 1500 - 1900 1200 - 1900 1000 - 1600 1000 - 1600 1100 - 1600
Fuel consumption at max. g / kWh 220 226 216 208 210 210 207 196 195 202
power
DEF/AUS32/AUS40/AdBlue® l/h no exhaust gas aftertreat 14 7 9 12 14 9 8 8

consumption at max. power ment system
Average weight (dry, without kg approx. 1850 approx. 2350 approx. 2350 approx. 2240 approx. 2240 approx. 2240 approx. 2330 approx. 2240 approx. 2240 approx. 2240
transmission)
Ventilation system
(V8) D2868 (V12) D2862
Intake air m3 / h 3800 6250 5000 3700 3850 3950 4400 2700 2450 2900
Vacuum downstream of air mbar 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60 30 / 60

filter clean / dirty
Waste heat due to radiation, kW 35 42 39 32 33 35 37 35 35 35

convection

Technical data
Exhaust system
(V8) D2868 (V12) D2862
Exhaust gas flow rate m3 / h 9200 15200 12200 7700 7400 7800 10200 5400 4800 6100
Exhaust gas temperature _C <550 <550 <550 <550 <550 <550 <550 <550 <550 <550
downstream of turbocharger
Exhaust gas back pressure mbar 20 / 80 20 / 80 Siehe Einbaurichtlinie „Modulares Abgasnachbehandlungssystem Marine“
min. / max.
Fuel system
(V8) D2868 (V12) D2862
Fuel delivery rate l/h 700 700 700 700 700 700 700 700 700 700
Fuel supply vacuum (new filter bar 0-0,25 0-0,25 0-0,25 0-0,25 0-0,25 0-0,25 0-0,25 0-0,25 0-0,25 0-0,25
cartridge)
Fuel supply vacuum (dirty filter bar 0,35 0,35 0,35 0,35 0,35 0,35 0,35 0,35 0,35 0,35
cartridge)
Fuel supply overpressure bar 0 0 0 0 0 0 0 0 0 0
Fuel distributor fuel return bar t1 t1 t1 t1 t1 t1 t1 t1 t1 t1

pressure
Fuel return pressure of zero bar t0,2 t0,2 t0,2 t0,2 t0,2 t0,2 t0,2 t0,2 t0,2 t0,2
feed throttle
Connection of fuel supply, M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2
threaded connection
Connection of fuel return, M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2 M30x2
threaded connection

Technical data
Cooling system
(V8) D2868 (V12) D2862
Seawater pump delivery rate l / min 620 800 800 620 620 620 800 620 620 620
Pressure downstream of bar -0,3 -0,3 -0,3 -0,3 -0,3 -0,3 -0,3 -0,3 -0,3 -0,3
seawater inlet with ship at to to to to to to to to to to
standstill and at nominal 0,3 0,3 0,3 0,3 0,3 0,3 0,3 0,3 0,3 0,3
speed
Pressure downstream of bar -0,05 -0,05 -0,05 -0,05 -0,05 -0,05 -0,05 -0,05 -0,05 -0,05
seawater inlet at max. ship to to to to to to to to to to
speed 0,3 0,3 0,3 0,3 0,3 0,3 0,3 0,3 0,3 0,3

Technical data

Appendix
Appendix

Appendix

Cabling of the basic components
Port engine Starboard engine
Ship potential
(1) Starter
(2) 1st Alternator
(3) 2nd Alternator (optional)
(4) Terminal box
(5) Batteries for starter
(6) Batteries for other consumers on board
(7) Engine and transmission mounts
195
Cabling of the basic components
196
Directories
Directories

Directories

Directories
33 Directories
33.1 Abbreviations
A . . . . . . . . . Ampere kg . . . . . . . . . Kilogram
API . . . . . . . American Petroleum Institute Kl. . . . . . . . . . Terminal
ASTM . . . . American Society for Testing kW . . . . . . . . Kilowatt
and Materials
m . . . . . . . . . Meter
AUS . . . . . . Aqueous Urea Solution
MANcats . . MANcomputer assisted testing
AUS 32 . . . Aqueous Urea Solution per ISO and diagnostic system
22241
MAX . . . . . . . Maximum
A . . . . . . . . . Ampere
min . . . . . . . . Minutes
Ah . . . . . . . . Ampere hours
MIN . . . . . . . Minimum
BDC . . . . . . Bottom dead center
mm . . . . . . . . Millimeter
C . . . . . . . . . Celsius
Nm . . . . . . . . Newton-meter
CAN . . . . . . Network for control devices and
NOx . . . . . . . Nitrous Oxides
data bus systems in the vehicle
(Controller Area Network) OEM . . . . . . Original Equipment Manufacturer
C.F.R . . . . . Code of Federal Regulations perm. . . . . . . Permissible
cm3 . . . . . . Cubic centimeter poss. . . . . . . Possible
EDC . . . . . . Electronically controlled diesel rpm . . . . . . . . Revolutions per minute
injection (Electronic Diesel Control) SAE . . . . . . . Society of Automotive Engineers
e.g. . . . . . . . For example SCR . . . . . . . Selective Catalytic Reduction
EGA . . . . . . Exhaust gas aftertreatment system TDC . . . . . . . Top dead center
EPA . . . . . . Environmental Protection Agency UBat . . . . . . . . . . Battery voltage
ETC . . . . . . Exhaust gas turbocharger ULSD . . . . . . Ultra Low Sulfur Diesel
etc. . . . . . . . And so on (etcetera) V . . . . . . . . . . Volt
ggf. . . . . . . . If required or applicable W . . . . . . . . . Watt
h . . . . . . . . . Hour > . . . . . . . . . . Greater than
ISO . . . . . . . International Organization for < . . . . . . . . . . Less than
Standardization
. . . . . . . . . . See

Directories
33.2 Keyword Index
A E
Accessibility, 29 Elastic engine and transmission mounts,
Air filter, Vacuum downstream of air filter, 65 Installation, 143
Aligning the drive system, 146 Elastic engine mounts
Alternators, 130 Description, 46
Appendix, System overview, 193 - 217 Height adjustment, 147
Elastic mounts, 46
B Emission label, 7, 10
Bleeding the fuel system, 186 EPA, 31
Engine foundation, 43
C
Engine oil
Cabin heating, 114
Determining fill quantity, 172
Connections, 115
Filling, 173
Diagram, 114
Oil quality, 171
Thermal output, 116
Pumping out engine oil, 179
Checking the axial clearance of the crankshaft,
Engine room
142
Accessibility to the engine, 37
Cleanliness
Air duct, 63
Protection against dust, 140
Air requirement, 61
Protection against moisture, 140
Blowers, 62
Conduct in the event of a hazard, 26
Engine removal, 37
Connecting the oil filter, 117
Temperature, 60
Coolant, 97
Ventilation, 60
Cooling system
Engine weight, 44
Diagram, 80
Environmental protection, 28
Material selection, 87
Exhaust gas back pressure
Overpressure system, 96
max. perm., 76
Pipe connection, 83
Measurement, 76
Sea cocks, 83
Exhaust system
Seawater filter, 84
Basic design concept, 71
Seawater inlet, 82, 85
Design, 77
Seawater lines, 84
Exhaust gas outlet at engine, 72
Seawater outlet, 85
Seawater injection, 73
Crane transport, 138
Structure, 71
D Underwater outlet, 74
Diagram of engine cooling circuit, Diagram, 81 Exhaust-gas compensator, 159
Directories, 197 - 221 Explanation of icons, 14
Drive shafts Externally mounted cooling system, 88
Fitting, 152 Connections on the engine, 90
General, 58 Diagram, 89
Dry exhaust system calculation, 77 Expansion tank, 92
Thermodynamic design, 98
Volumes, 92

Directories
F P
Fill with fuel, 185 Personal protective equipment, 19
Fitting, 135 - 159 Plugs on engine, 133
Fitting exhaust-gas compensator, 161 Power take-off, 126
Fixed propeller Preface, 7
Adaptation, 108 Propeller, Load indication, 111
Maximum speeds, 109 Propeller system, 108
Flange-mounted transmission Fixed propeller, 108
Coupling, 51 Proper use, 15
Flywheel, 50
Torsional vibration calculation, 49 R
Flywheel, 55 Requirements of personnel, 17
Fuel lines, Fitting, 154 Responsibility of the operating company, 16
Fuel pre-filter, 105
S
Fuel system
Safety equipment, 25
Diagram, 104
Seawater pump
Fuel lines, 106
Delivery rates, 85
Permissible pressures, 107
Delivery rates, light duty, 191
H Signage, 27
Hydraulic pumps, 127 Spare parts, 12
Special hazards, 20
I Standards, 13
Installation drawing, 10, 35 Start-up
Intake system, 65 Adding coolant, 181
Diagram of the turbocharging, 64 Engine oil filling, 171
Lubricating oil system, 171
J Starting and stopping the engine, 185
Jet drive, 109
T
L Tank (manufacture), 103
Liability for material defects, 11 Technical data, 187
Tilt, max. perm., 45
M
Transmission oil cooler, 86
Maintenance work, 29
Modifications and conversions, 16 V
V-Drive, 53, 54
O
Validity of the instructions, 10
Operating ranges, 113
Voltage supply, 131


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Installation Instructions

MAN Marine Diesel Engines

D2868 LE4XX / D2862 LE4XX

51.99496-8275 "Translation of the original instructions"

Subject to change without prior notice.

MAN Truck & Bus SE

Technical status as on: 09/2019

2 General safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

3 Planning engine installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

4 Accessibility of the engine in the engine room . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

Read these instructions carefully before starting any work!

7 Engine and transmission connected with flange . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

8 Power take-off via drive shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

9 Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60

10 Combustion air system and turbocharging ......................................... 64

13 Ship-side cooling systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88

Read these instructions carefully before starting any work!

14 Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103

15 Propeller system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108

16 Cabin heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114

17 Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117

18 Power take-off to drive hydraulic pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126

19 Electrical system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128

20 Drive system transport by crane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137

21 Attaching the transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141

22 Installing the elastic engine and transmission mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143

23 Aligning the drive system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146

Read these instructions carefully before starting any work!

24 Fitting of drive shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152

25 Connecting the fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154

26 Installing the exhaust-gas compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

28 Initial start-up and acceptance of installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168

29 Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171

30 Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181

31 Starting and stopping the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185

32 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187

Read these instructions carefully before starting any work!

Emission-related installation instructions

Read these instructions carefully before starting any work!

1.1 General information

1.2 Information about these instructions

Read these instructions carefully before starting any work!

1.3 Information about using these instructions

Read these instructions carefully before starting any work!

1.4 Supplemental documents

1.5 Area of application and validity

1.6 New motorization of a ship

1.7 Installation acceptance tests

Read these instructions carefully before starting any work!

1.8 Liability for material defects

Tip for users

1.9 Copyright protection

Read these instructions carefully before starting any work!

1.10 Spare parts

Tip for users

Order spare parts from an authorized dealer or directly from MAN.

Read these instructions carefully before starting any work!

1.11 Technical documents

Standard Designation of the standard

Read these instructions carefully before starting any work!

1.12 Explanation of icons

Tips and Recommendations

Tip for users