B2 Working Instruction V32

Technical Documentation
Engine
Working Instructions B2
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . V32/40
Work No . . . . . . . . . . . . . . . . . . . . . . . . .
Plant No. . . . . . . . . . . . . . . . . . . . . . . . . .
6632-- 5
MAN Diesel SE : D-86224 Augsburg : Telefon (0821) 3 22-0
00016 B2--01 E 11.06 101/ 02

. 2006 MAN Diesel SE
All copyrights reserved for reprinting, photomechanical reproduction (photocoying/microcopying) and translation of
this documents or part of it.
00016 B2--01 E 11.06 102/ 02

Table of contents
N 1 Introduction
: : : N 1.1 Preface
1.2 How the working instructions/work cards are organised, and how to use
: : : N them
: : : N 1.3 Status/availability Required tools/appliances
N 2 Work cards, arranged by subjects/key words
N 3 Work cards, arranged by subassembly groups
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
6632 11.06 V 32/40 101 /01

Introduction
1 Introduction
2 Work cards,
arranged by subjects/key words
3 Work cards,
arranged by subassembly groups of the engine
6682 1--02 E 08.97 101/ 01

Table of contents
N 1 Introduction
: : : N 1.1 Preface
1.2 How the working instructions/work cards are organised, and how to use
: : : N them
: : : N 1.3 Status/availability Required tools/appliances
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6632 11.06 V 32/40 101 /01

Preface 1.1
Work cards and maintenace The working instructions/work cards are closely related to the maintenance
schedule schedule of the engine contained in Volume B1 of the technical
documentation. The latter briefly specifies the maintenance work to be
done, whereas this volume gives a step-by-step description, with
illustrations, of the operating sequences required to maintain the
operational reliability and efficiency of the engine. The work cards have an
introductory part describing the purpose of the work, and contain
information also stating which tools and appliances are required. For most
of the jobs, several work cards have to be consulted.
Work cards serve the particular prupose of providing essential information

in concise form.
Ordinal system Work cards have in the first part been arranged by subjects/key words; in
the second part, the order follows the subassembly group system of the
engine. Both parts contain indices giving the contents of work cards that
concern your engine.
One standard paper sheet and one foil-sealed copy of each work card is
available. The foil-sealed copies are insensitive to being soiled and can be
used for information while the job is being done.
6682 1.1--01 E 08.97 General 101/ 01

How the working instructions/work cards
are organised, and how to use them 1.2
Structure Work cards contain the following information as a rule:

- Notes on the purpose of the jobs to be done,
- on the relevant work cards, i.e. those work cards containing further
essential or useful information,
- on the necessary tools and appliances,
- any supplementary details/technical data and
- the individual operating sequences, starting in each case with the
original condition and followed by the individual working steps.
Tools are marked with the tool number in illustrations and texts; other parts
are marked with their item number.
Numbering The ordinal number of the work cards - on top at the right - is composed of
the three-digit subassembly group number (or of a neutral numerical
combination) and a counting number, for example:
021. 02
Counting number (card 2)

Subassembly group (crankshaft)
How to find the work cards The work cards are contained in the lists of Section 2 and 3. The list, Part
required 1 is a summary of work cards by subjects/key words, the list, Part 2
contains working instructions arranged in an order following the
subassembly group system of the engine.
Access to the ordinal system of the list, Part 3 is ensured by the

subassembly group list. Illustrated by a cross section and a longitudinal
section of the engine, it lists the subassembly group numbers in tabulated
form, respresenting the order in which the work cards of this section have
been arranged.
Safety notes Text passages in italic type draw the attention to dangers sources of
failure, technical necessities, supplementary information. The following are
used:
▲▲▲ Danger! Imminent danger.

Possible consequences: Death or most severe injuries, total damage
to property.
▲▲ Caution! Potentially dangerous situation.

Possible consequences: Severe injuries.
▲ Attention! Possibly dangerous situation.

Possible consequences: Slight injuries, possible damage to
property.
Important! For calling attention to error sources/handling errors.
Tip! For tips regarding use and supplementary information.
6682 1.2--01 E 08.97 General 101/ 02

Clearances and tolerances Clearances and tolerances, temperatures and pressures are contained in
temperatures and pressures Section 2.5, Volume B1.
Values for the tightening of bolted connections and the appropriate

000.29, 000.30 and 000.31
lubricants are contained in work cards 000.29 000.31.
Ordering tools Information concerning the ordering of tools or parts of these is given in
Section 3.4 of Volume B1, or in the spare parts catalogue B3.
6682 1.2--01 E 08.97 General 102/ 02

Status/availability
Required tools/appliances 1.3
Tools/appliances In the opening paragraphs of the work cards, the tools/appliances required
for the maintenance work described therein are listed under the item
Tools/appliances required. See example in Table 1 .
Tools/appliances required
Qty Designation No. Availability

1 Fitting/unfitting tool 322.056 Optional
2 Bracket 322.056--1 Optional
1 Ledge 322.056--4 Optional
4 Shackle A0.6 002.452 Standard
1 Open--jaw and ring wrenches (Set) -- Standard
1 Hexagon screw drivers (Set) -- Standard
1 Lifting tackle with rope -- Inventory
Table 1. Example:: List of required tools/appliances
Status/availability Besides the required quantity, the designation and the tool number, the
table contains information regarding status/availability of the listed tools.
The following terms are used in this connection:
- Inventory . . . means that a tool/appliance is not part of the standard
scope of supply. In principle, we take it for granted that such tools/ap-
pliances are available.
- Optional . . . . means that a tool/appliance is not part of the standard
scope of supply. Such tools are supplied by MAN B&W Diesel AG on
request.
- Standard . . . means that a tool/appliance is included in the scope of
supply for the engine plant as a standard or is considered to be
standard workshop equipment.
Basic tools The basic tool characterised as standard is not part of the standard scope
of supply of MAN B&W Diesel AG. On request, the scope of supply can
be extended by the basic tool. The components of the basic tools are
listed in the following Table 2 .
6682 1.3--02 E 09.06 General 101/ 05

Tool Designation Number
Set of basic tools, complete 009.229
Set of socket wrench inserts (10x12,5 to 34x12,5) 009.230
Socket wrench insert DIN 3124 -- 10x12,5 001.787

Socket wrench insert DIN 3124 S -- 36x20 001.779
Socket wrench insert DIN 3124 S -- 41x20 001.780
Cross handle DIN 3122 A -- 12,5 001.891
Extension DIN 3123 B -- 12,5x75 001.908

Extension DIN 3123 B -- 12,5x125 001.911
Extension DIN 3123 B -- 12,5x250 001.912
Universal joint DIN 3123 C -- 12,5 001.876
6682 1.3--02 E 09.06 General 102/ 05

Ratchet DIN 3122 C -- 12,5 001.521
Set of combination wrenches (5,5 to 34) 009.231
Combination wrench DIN 3113 AK -- 5,5 002.050

Combination wrench DIN 3113 AK -- 6 002.051
Combination wrench DIN 3113 BL -- 22 002.070
Single ended open-jaw wrench DIN 894 -- 36 000.566

Screw driver with hexagon A 8.06506 -- 0,8x5,5 000.391

Screw driver with hexagon A 8.06506 -- 1,2x9 000.393
Screw driver with hexagon A 8.06506 -- 2x12 000.395
6682 1.3--02 E 09.06 General 103/ 05

Screw driver for recessed-head screws

DIN 5262 B-Gr. -- 1 000.401
Screw driver for recessed-head screws
DIN 5262 B-Gr. -- 2 000.402
Hexagon screw driver DIN 911 -- 3L 000.307

Hexagon screw driver DIN 911 -- 4 000.293
Tommy bar DIN 900 A -- 5 000.507

Tommy bar DIN 900 A -- 8 000.262
Tommy bar DIN 900 A -- 10 000.263
Tommy bar DIN 900 A -- 12 000.264
Tommy bar DIN 900 A -- 16 000.266
Adapter DIN 3123 A -- 20x12,5 001.923

Adapter DIN 3123 A -- 12,5x20 001.927
Pliers for retaining rings DIN 5254 A -- 10-25 002.121

Pliers for retaining rings DIN 5254 A -- 19-60 002.122
6682 1.3--02 E 09.06 General 104/ 05

Pliers for retaining rings DIN 5256 C -- 19-60 002.162

Pliers for retaining rings DIN 5256 C -- 40-100 002.163
Feeler gauge DIN 2275 C -- 0,05-1 000.451
Crow bar S 550 A -- 15 001.391
Gripping pliers with slip joint DIN 5231 D-L -- 240 002.198
Hammer DIN 1041 -- 300L 000.693
Tool box, 5-parts, 530x200x200 009.470
Table 2. Basic tools
6682 1.3--02 E 09.06 General 105/ 05

Work cards,
1 Introduction
2 Work cards,
3 Work cards,
6682 2--02 E 08.97 101/ 01

Table of contents
N 001 Operating media systems/Pipes
000.03 Operating media systems

: : N Flushing and cleaning
000.08 Cooling water system
: : N Cleaning
000.15 Pipes
: : N Replacement
000.16 Pipes
: : N Cleaning, Acid Bath Treatment and Preservation
000.17 Solderless screwed pipe unions
: : N Mounting
000.18 Solderless screwed pipe unions
: : N Additional parts
N 002 Operating media/Auxiliary agents
000.04 Lubricating oil

: : N Assessing and treating
000.05 Lube oil/fuel
: : N Carry out drop test
000.07 Cooling water
: : N Checking
000.14 Engine or components
: : N Preservation treatment
000.19 Loctite Products
: : N Use
N 003 Machine elements
000.11 Galvanized bearings

: : N Assessing
000.11 Bimetal bearings (without a third layer)
: : N Assessing
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6632 11.06 V 32/40 101 /02

000.21 Seals made from elastomer
: : N Storage, cleaning, mounting
000.22 Threaded inserts
: : N Use
000.29 Tightening of bolted connections
: : N Tightening torques (illustrated)
: : N Tightening torques (table)
: : N Tightening torques (turning moment)
: : N General remarks
000.34 Surface examination by means of
: : N penetration methods
000.34 Surface examination by means of
: : N Magnetic leakage flux methods
N 004 Hydraulic tensioning tools/ High--pressure pump
000.33 Working and safety regulations

: : N Using high--pressure tools/ hydraulic tensioning tools
009.03 High--pressure pump
: : N Use
009.05 High--pressure hoses
: : N Use
009.01 Hydraulic tensioning tool
: : N Use
: : N Venting, checking, replacing of sealing rings
: : N Use
: : N Venting, checking, replacing of sealing rings
009.06 Dial gauge (measuring device)
: : N Checking the bolt elongation
N 005 Operating data/Operating results
000.25 Ignition and compression pressures

: : N Determination
000.40 Charge air cooler/crankcase
: : N Measuring the differential pressure
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6632 11.06 V 32/40 102 / 02

Operating media systems/Pipes
001 Operating media systems/pipes

002 Operating media/auxiliary agents
003 Machine elements
004 Hydraulic tensioning tools/high-pressure pump
005 Operating values/operating results
6682 001--01 E 08.97 101/ 01

Operating media systems
Flushing and cleaning 000.03
Purpose of jobs to be done
Keep operating media systems free from contamination and residues,

prevent operating problems/damage.
Brief description
Operating media systems are to be flushed prior to putting the engine into
operation, individual parts are to be cleaned. This applies to the systems
for lube oil, fuel, cooling water and compresssed air and includes,
depending on the system:
Flushing of system(s) (step 1),
flushing of system(s) (step 2),
draining of system(s) and
cleaning of components.
1. Lube oil system
The pipe section between the indicator filter and the engine admission
flange requires careful cleaning. To permit full visual inspection of the in-
side of this pipe it should be interrupted at each pipe elbow by a pair of
flanges. Any weld seams on the inside have to be ground smooth as a
matter of principle.
000.16, the individual sections of this pipe have
As described in work card 000.16
to be pickled, neutralized and treated with an anti-corrosion oil that is dis-
solved by the lube oil to be filled in later on (e.g. Esso Rustban No. 335,
Shell Ensis Oil, Valvoline Tectyl, Tecto 6 SAE 30). Unless installed immedi-
ately, openings have to be closed by covers. Our personnel in charge of
commissioning has been instructed to check this pipe for cleanliness prior
to filling the system.
▲ Attention! Dirt particles penetrating into the engine interior may

cause serious damage to bearings!
1.1 Flushing the engine lubricating oil system
Despite careful installation and cleaning, some dirt particles will inevitably
remain in the pipelines. Therefore, the entire lubricating oil system has to
be thoroughly flushed prior to initial operation of the engine. On engines
with an engine-mounted lube oil pump, the electrical standby pump or the
priming pump has to be used for this purpose.
1.2 Flushing oil
For the flushing process, we recommend using a special flushing oil of a
low viscosity of 45-70 cSt / 40 C (e.g. SAE 20) which, being highly fluid,
need not be preheated.
Where flushing oil is not available, the SAE 40 oil intended to be later used
in operation can be used. In this case, the oil has to be preheated to
40-50 C (preheating equipment, separator preheater). The engine cooling
6682 000.03--01 E 07.03 General 101/ 06

water has simultaneously to be heated to not less than 60 C so as to pre-
clude condensed water formation (which means corrosion in the crank-
case).
Continuous cleaning of the oil by means of a filter and separator is re-
quired during and after the flushing process.
1.2.1 First stage of flushing process
In this operation only the piping system outside the engine is being
flushed.
The lube oil admission on the engine has to be bypassed. A provisional
line is to be installed from the indicator filter to the crankcase which serves
as the return pipe.
Automatic filter without continu- The filter rod elements of the automatic filter are to be removed, the filter
ous flushing casing and the filter bypass lines are to be included in the flushing pro-
cess.
Automatic filter with continuous The filter rod elements of the automatic filter are to be removed, the filter
flushing casing and the filter bypass lines are to be included in the flushing pro-
cess.
In case an indicator filter is not connected in series, the filter rod elements
are not to be removed. In this case, precleaning by an indicator filter is
not possible so that the automatic filter is already to be used for cleaning
during the first flushing process. As the automatic filter routes the dirt par-
ticles back to the tank, the separator alone, which is also in operation,
causes the dirt particles to be removed from the oil circuit.
The lube oil cooler is also to be included in the flushing process. Manual
operation of the temperature control valve will alternately flush the cooler
or its bypass line. The lube oil separator is to be taken into operation.
During the entire flushing process, all the oil-carrying lines are to be
sounded by tapping, particularly in the region of weld seams.
Oil circuit with indicator filter When the maximum differential pressure has been reached in the indicator
filter, switch over to the other filter chamber and appropriately clean the
strainer elements. When filter contamination has been reduced to a mini-
mum, this first flushing stage can be terminated.
However, a minimum flushing period of 24 hours must be ensured.
On completion of the flushing process, the strainer elements of the indica-
tor filter have to be cleaned and checked for possible damage.
Oil circuit without indicator filter In this case, the filter rod elements remain in the automatic filter because
cleaning is only effected by the latter. Flushing is to be continued until
filter contamination has been reduced to a minimum, i.e. until the flushing
intervals of automatic filters without continuous flushing have been re-
duced to one flushing cycle per hour at maximum and the indicated differ-
ential pressure of automatic filters with continuous flushing has been re-
duced to the minimum.
Important! In case a run-in filter is fitted on the engine, the differen-

tial pressure of this filter has to be monitored continuously and the filter
cleaned, if necessary.
The inserts with filter rod elements are to be installed in the automatic filter
(in case they have been removed), the slide for the bypass line is to be
closed.
1.2.2 Second stage of flushing process
Following installation of the filter element rods in the automatic filter, flush-
ing is to be continued for approx. 2 hours.
Mounting the pipeline (in clean condition) from the indicator filter to the
lube oil inlet on the engine results in the engine with its bearing points and
6682 000.03--01 E 07.03 General 102/ 06

spray nozzles being included in the flushing process. Moreover, the oil
tank for run-down lubrication (if applicable) is to be included in the flushing
circuit.
To remove the dirt that may have collected in the run-down lube oil tank,
the oil inlet/oil outlet pipelines should be crossed. Provisional, short hoses
are to be installed for this purpose. The oil admission to the turbocharger
is to be blocked. The orifice plate installed in the admission line is to be
removed. The pressure regulating valve is to be unloaded.
During flushing, the engine is to be turned by two revolutions each at
30-minute intervals. The cylinder lube oil pump must not be switched on
except during the turning cycles.
When there are but minor differential pressures building up in the auto-
matic and indicator filters (one flushing cycle per hour), the flushing pro-
cess may be terminated.
Important! In case a run-in filter is fitted on the engine, the differen-

tial pressure of this filter has to be monitored continuously and the filter
cleaned, if necessary.
Reconnect the pipelines that were dismantled.
Flushing processes are to be carried out under the supervision of person-
nel of MAN B&W Diesel AG.
1.3 Draining and cleaning of system components
In case a special flushing oil was used, the entire lube oil system has to be
thoroughly drained. The remainders in the cooler, the filter and the separa-
tor preheater are to be drained via the drain pipes. Filter inserts have to be
appropriately cleaned and checked for possible damage.
In case the lubricating oil also used for engine operation was used for
flushing, draining of the system can be dispensed with provided the oil
analysis is satisfactory.
1.4 Run-in filter
If necessary, a run-in filter is mounted directly on the engine. The inserts in
the run-in filter are used for a period commencing when the test run at the
engine manufacturer’s works is carried out and lasting until the commis-
sioning period at the plant is terminated.
The filter insert is to be cleaned according to the manufacturer’s instruc-
tions before it is used.
As the run-in filter does not have a change-over cock, a limited service life
will result in operation (up to approx. 200 operating hours, depending on
the condition of the lube oil). The end of the service life is indicated by a
differential pressure transmitter on the run-in filter. Prolonged operation
with the contamination indication released may result in problems with the
lubricating oil supply. For this reason, increased attention is to be paid to
the lube oil pressure before the engine if the differential pressure alarm is
on, and the filter insert is to be cleaned as soon as possible, according to
the manufacturer’s instructions.
After the system-running-in period (after completion of commissioning as a
rule) -- in any case, before starting continuous operation of the
plant -- the filter insert is to be removed. The filter casing remains on the
engine. After removal of the filter insert, the run-in filter does no longer
have any effect. This is indicated by a corresponding notice on the filter
casing.
In case modifications are carried out in the lube oil system requiring flush-
ing of the same, or if flushing the system becomes necessary for other
reasons, the filter insert has to be re-installed and has to remain in the
filter casing until the flushing process has been completed.
6682 000.03--01 E 07.03 General 103/ 06

2. Fuel delivery system
What has been specified for the lube oil pipe described under item 1 also
applies to the pipe fitted between the duplex filter to be installed immedi-
ately upstream of the engine and the engine entry.
2.1 Flushing the fuel oil system
In order to remove all of the dirt accumulated in the pipelines during erec-
tion, this system also has to be subjected to two-stage flushing, for which
gas oil or Diesel fuel oil has to be used.
2.1.1 First stage of the flushing process
In this stage of the flushing process, the entire piping system, i.e. that
installed by the shipyard and the plant-related system, is being flushed via
the existing simplex or duplex filter.
The automatic filter and the viscosity control system are to be bypassed
via their bypass lines.
The shut-off valves of all the injection pumps are to be closed.
The fuel supply and return pipes are to be connected by a provisional pipe
section at the last cylinder. Switch-over of the three-way cock installed up-
stream of the mixing tank provides for a return via the flushing line to the
HFO service tank. For this reason, the tank should not yet contain any
heavy fuel oil at this stage. In this case, the three-way cock for fuel selec-
tion may be switched to fuel supply from that tank, after the system has
been filled up with Diesel fuel oil or gas oil respectively, and an adequate
amount of this fuel has returned to the HFO service tank. The Diesel fuel
oil or gas oil is in that way circulated through the entire system.
The flushing process is to be carried out as described under item 1.3.1.
Based on experience, a flushing time of 24 hours is prescribed.
2.1.2 Second stage of the flushing process
The entire system including automatic filter and viscosity control system
are involved in this flushing operation.
Flushing has to be continued until but minor differential pressures are
building up in the filters.
On termination of this flushing operation, all the filter inserts are to be
cleaned and checked for possible damage. The shut-off valves of the in-
jection pumps are to be opened, the bypass line of the viscosity control
system is to be closed. All the pipelines that had been dismantled are to
be reconnected (in cleaned condition).
On completion of the second stage of the flushing process which, as pre-
vious experience has shown, takes approx. 6 hours, the shut-off valves of
the fuel oil pumps are to be opened.
The flushing operations are to be performed under the supervision of per-
sonnel of MAN B&W Diesel AG.
2.2 Draining and cleaning of system components
The final preheater, the filter chambers and the mixing tank are to be emp-
tied from sludge via their drain pipes. After a settling time of 24 hours,
sludge is also to be removed from the service tank.
6682 000.03--01 E 07.03 General 104/ 06

3. Cooling water system
Prior to initial operation of the engine and injection valve cooling system it
must be ensured that the surfaces contacted by the cooling water are free
from corrosion and other deposits.
Where spots of corrosion are found, the system has to be cleaned as de-
000.16.
scribed in work cards 000.08 and 000.16
The cooling water system is to be flushed with freshwater prior to initial
operation of the engine. A cleanser should be added to the water to en-
sure that any traces of the preservation agent used are removed. Table 1
lists some suitable cleansers in alphabetical order. Cleansers of other
makes may be used provided that they have properties equivalent to the
agents listed. Following the cleansing operation, the system is to be
flushed with plain freshwater.
For filtering out the coarse dirt particles, the provisional installation of dirt
traps is indispensable. The mesh width has to be 1 mm for the high-
temperature and low-temperature systems.
The smallest gap in the injection valve is 0.5 mm. To avoid that dirt par-
ticles can deposit there, resulting in a reduced heat dissipation, provisional
installation of a dirt trap having a mesh width of $ 0.4 mm is required for
flushing of the cooling water system for the injection valves.
By installing two shut-off slide valves each, any leakage of water during
cleaning or the removal of the dirt traps is prevented.
Following the flushing operation, the freshwater is to be treated in
accordance with the quality requirements for cooling water (Operating
instructions, sheet 3.3.7).
Supplier Product Concentration Duration of cleaning/temperature

Drew HDE - 777 2 - 5% 4 hrs at 50 - 60 C
Unitor Seaclean 0.5% 4 hrs at 50 - 60 C *
Vecom Ultrasonic 4% 12 hrs at 50 - 60 C
Multi Cleaner
* Can also be used for short-term engine operation.
Table 1. Cleansers for the removal of oil-containing residues
4. Compressed air system
4.1 Plant-specific system

The entire system has to be carefully cleaned prior to initial engine opera-
tion. The inside of all the compressed-air and control pipes must be free
from combustible media, slag, scale and corrosion.
▲▲ Caution! The presence of combustible media, i.e. anti-cor-

rosion oil, constitutes an explosion hazard!
Cleaning the air pipes is effected by purging them three to four times,
using the 30-bar compressed air from the starting air receivers.
The plant-specific pipeline has for this purpose to be disconnected from
the main starting valve and the engine entry which then is exposed has to
be closed off. The control air pipe upstream of the engine is also to be
removed.
▲ Attention! Purging causes high-level noise! Make sure to wear

ear muffs!
On completion of the cleaning procedure, all pipelines that have been dis-
mantled must be reconnected.
6682 000.03--01 E 07.03 General 105/ 06

4.2 Engine-specific system
In case there are any doubts as to whether or not the pipelines are free
from combustible media (e.g. anti-corrosion oil), the following steps are to
be carried out before the emergency start valve/main starting valve is
actuated “live” for the first time:
1. Dismantle the starting pipe upstream of the first cylinder and check it
in both directions for the presence of combustible media.
2. Remove the starting valves, and purge the air route towards the pipe
opening.
3. After the main starting valve, provide a connection for compressed
air, and purge the pipeline/spaces towards the cylinder, gently at the
beginning, for an extended period of time (using the contents of sev-
eral air bottles).
▲ Attention! Purging causes high-level noise! Make sure to wear
ear muffs!
▲▲ Caution! The presence of combustible media, i.e. anti-cor-

rosion oil, constitutes an explosion hazard!
4. Leave the pipelines open for 24 hours so that the solvent residues
can evaporate.
5. Install the starting valves, and restore the initial state.
6682 000.03--01 E 07.03 General 106/ 06

Cooling water system
Cleaning 000.08
Free operating media systems from contamination/residues,

ensure/restore operational reliability.
Brief description
Cooling water systems that show contamination or deposits impede

effective component cooling and may endanger a stable emulsion of water
and anti--corrosion oil. Contamination and deposits are to be removed at
regular intervals.
This includes:
cleaning of systems and, if necessary,
removing calcareous deposits,
flushing of systems.
Cleaning
The cooling water system has to be checked for contamination at the

specified intervals. If heavily fouled, immediate cleaning is necessary. This
work should preferably be done by a specialist firm which will provide the
cleansers suitable for the particular type of deposits and materials used in
the cooling system. Only in the event that procurement of the services of a
specialist firm is not possible, the cleaning should be performed by the
engine operator.
Oil sludge Oil sludge produced by lube oil entering the cooling system or by an
excessive concentration of anti-corrosion agents can be removed by
flushing with fresh water, with some cleaning agent being added. Table 1
lists appropriate agents in alphabetical order. Products of other
manufacturers may be used provided their properties are comparable. The
manufacturer’s instructions for use are to be strictly observed.
Manufacturer Product Concentration Duration of cleaning procedure /

temperature
Drew HDE - 777 4 - 5% 4 hrs at 50 - 60 C
Nalfleet Maxi-Clean 2 2 - 5% 4 - 6 hrs at 60 C
Unitor Aquabreak * 0.05 - 0.5% 4 hrs at ambient temperature
* Can also be used in case of short engine operating periods
Table 1. Cleaning agents for removing oil sludge
Calcareous and rust deposits Calcareous and rust deposits may form if excessively hard water or too
low a concentration of anti-corrosion agent has been used in operation. A
thin layer of scale need not be removed as, according to experience, this
provides protection against corrosion. Calcareous layers of > 0.5 mm in
thickness, however, will impede the heat transfer to an extent which
results in thermal overloading of the components to be cooled.
Rust in the cooling system adversely affects the stability of the emulsion in
case anti-corrosion oil is being used for cooling water trreatment.
Washed-off rust particles can act like an abrasive (e.g. on the sealing
6682 000.08--01 E 03.06 General 101/ 02

elements of the water pumps). Together with the water hardness
constituents, they form so-called iron sludge which settles predominantly
in areas of low flow rates.
In general, products used for dissolving calcareous scale deposits are also
suitable for removing rust. Table 2 lists appropriate agents in alphabetical
order. Products of other manufacturers may also be used as long as their
properties are comparable. The manufacturer’s instructions for use are
likewise to be strixctly observed. Prior to cleaning, check whether the
agent concerned is suitable for the materials to be cleaned. The agents
listed in Table 2 are also suitable for stainless steel.
Manufacturer Product Concentration Duration of the cleaning procedure /

temperature
Drew SAF-Acid 5 - 10% 4 hrs at 60 - 70 C
Descale-IT 20% 4 hrs at 60 - 70 C
Ferroclean 10% 4 - 24 hrs at 60 - 70 C
Nalfleet “Sea Shield” Safe Acid 5% 4 hrs at 60 - 70 C
Unitor Descalex 5 - 10% 4 - 6 hrs at approx. 60 C
Table 2. Cleaning agents for removing calcareous and rust deposits
In case of emergency Only in exceptional cases, if none of the special agents the application of
which does not present problems is available, calcareous deposits may be
removed by using aqueous hydrochloric acid or amido sulphur acid as a
means of emergency. The following is to be observed for application:
- Heat exchangers made of stainless steel must never be treated with
aqueous hydrochloric acid.
- Cooling systems containing non-ferrous metals (aluminium, red brass,
brass, etc.) have to be treated with inhibited amido sulphur acid. This
acid should be added to the water at a concentration of 3 - 5%. The
temperature should be 40 - 50 C.
- Aqueous hydrochloric acid may only be used for cleaning steel pipes.
The use of hydrochloric acid for system cleaning always involves the
risk of acid residues remaining in the system even after thorough
neutralisation and flushing. Such residues promote corrosion pitting.
We therefore recommend having the cleaning operation performed by a
firm specialising in this field.
Carbon dioxide bubbles which form in the dissolution process of the
calcareous deposits may obstruct the access of the cleaning agent to the
water scaling. It is, therefore, absolutely necessary to circulate the water
containing the cleaning agent so that the gas bubbles are carried away
and can escape. The duration of the cleaning process depends on the
thickness and composition of the deposits. For guide values, please see
Table 2.
After cleaning Following the cleaning of cooling spaces using cleaning agents, the
system has to be flushed several times. In doing so, make sure to replace
the water. Where acids have been used for cleaning, subsequently
neutralise the cooling system with appropriate chemicals, and then flush it.
When this has been done, the system can be refilled with appropriately
treated water.
▲ Attention! Do not start the cleaning process before the engine
has dooled down. Hot engine components are not allowed to be
charged with cold water. Prior to proceeding to refilling the cooling
water system, make sure that the venting pipes are open. Clogged
venting pipes obstruct the excape of air and involve the danger of
thermal overloading of the engine.
The relevant regulations have to be observed for the disposal of cleaning
agents or acids.
6682 000.08--01 E 03.06 General 102/ 02

Pipes
Replacement 000.15
Insert/replace components,
proper processing and installation.
Brief description
Pipes are to be replaced/supplemented if necessary. In this connection,

materials are to be selected in accordance with the requirements, and
processed properly.
This includes:
selection of suitable materials,
proper processing and
proper installation.
Preliminary remarks
When pipes of the fuel, lube oil, cooling water or starting air system or
pneumatic controls are to be repaired, modified or replaced, the notes
stated below should be obeserved so as to avoid trouble in later operation.
Instructions
Pipe sizes/materials Seamless mild steel pipes as to DIN 2391 made of St 35 GZF material to
DIN 1629, or seamless copper pipes to DIN 1754 made of C-Cu F25 or
F30 respectively as to DIN 17671 and/or pipes made of high-grade steel
X6 CR Ni Ti 1810 as to DIN 2462 are to be used as replacements for
pipes on the engine or engine control system. Normally, the replacement
pipes to be mounted on the engine should be of the same dimensions as
the ones installed originally.
Manufacture Pipes of small diameter can be bent while they are cold, using
commercially available standard pipe bending equipment. If solderless
pipe joints as to DIN 2353 are used, heat treatment can be dispensed
000.17).
within the majority of cases (please refer to work card 000.17
In the air duct systems of the pneumatic controls or starting system,
non-corroding, i.e. chrome-plated, galvanized or brass pipe joints are to be
used exclusively. Since, depending on the point of installation either metric
or Whitworth threads of cylindrical or conical shape are required, particular
attention should be paid to the type of thread required.
In case, due to the use of other pipe qualities or larger dimensions,
hot-bending is necessary or if soldering or welding work is carried out on
the pipes, the pipes have afterwards, by all means, to be treated in an acid
bath, in caustic solution and water (please refer to work card 000.16).
000.16
6682 000.15--01 E 07.97 101/ 02

Manufacturing lube oil piping Larger-diameter lube oil pipes and the pipe/s behind the lube oil filter/s in
particular have to be manufactured by bending. Connecting flanges and
sockets are to be joined to the pipes by gas welding.
Gas welding does not produce the slag of the filler rod covering, which is
of particular importance, since the weld seam root has to reach the inside
of the pipe, i.e. the gap of the joint must be completely filled. Unfilled gaps
of joints at the inside of pipes are not admissible because particles of
foreign matter could accumulate there, which are difficult to be removed or
would not be cleaned away by the pipe cleaning operation. During
operation these particles might be carried to the bearings of the engine
causing damage to the bearings and thereby endangering operational
reliabilty. Where prefabricated pipe bends have to be welded into
pipelines, adapter flanges have to be provided in adequate number and
appropriately positioned to permit unimpeded inspection, trimming and
checking of the weld seams at the inside of the pipes.
The aforementioned welded connections can also be made by the WIG
welding process.
No matter whether using the gas welding or the WIG welding method, the
tack welding and the finish welding seams of welded conncetions have in
each case to be produced by one and the same welding method.
Installation/mounting Pipeline installations should be fitted and mounted in such a way that
vibrations are reduced to a minimum. Pipes must not be mounted on
vibrating or oscillating parts. Even soft copper pipes will by the vibrational
effect become hard and brittle and ultimately tend to cracking.
6682 000.15--01 E 07.97 102/ 02

Pipes
Cleaning, Acid Bath Treatment and
Preservation 000.16
Keeping operating systems free from contamination and residues,

ensuring/restoring of operational reliability.
Brief description
Pipes, which are replaced or supplemented, must after

manufacture/processing be cleaned mechanically or chemically and, if
necessary, preserved.
Depending on the actual situation, this includes:
mechanical cleaning of components,
chemical cleaning of components,
carrying out of pressure test, and
preservation.
Preliminary remarks
All pipes to be mounted on the engine as replacements require mechanical

or chemical cleaning on completion of manufacture. If there is a longer
period between cleaning and mounting (replacement pipes), the pipes
must be preserved and their ends must be closed. Plastic plugs or caps in
vivid colours are most suitable for this purpose because they will not be
overlooked.
Pipes for cooling water, heating, exhaust gas and combustion air systems
are normally cleaned mechanically. Pipes for lube oil, fuel oil, compressed
air, gas, steam and condensation systems must be cleaned mechanically
and chemically. Shut--off and regulating elements as well as other units are
not to be fitted to the individual systems before the latter have been
cleaned.
Pipes to be bent in the hot state must be filled with fine--grained sand
exclusively, which must be completely dry. If the sand used is damp,
steam can develop involving accident hazards. Either the entire pipe
systems or parts of them are to be subjected to a pressure test. The entire
lube oil, fuel oil and compressed air systems must be thoroughly flushed
before the engine is put into operation.
Mechanical cleaning
Scale and welding pearls must be carefully removed from the welds with
the aid of a chisel, file or grinding wheel. The entire pipe section is to be
tapped with a hammer and, if possible, compressed air is to be passed
through simultaneously so that even minor particles (sand filled in for hot
bending) are removed.
All pipe conncetions must be closed and must stay closed until they are
installed.
6682 000.16--01 E 11.98 General 101/ 03

An acid bath is required for pipes that have to be cleaned mechanically
and chemically. The acid bath equipment essentially consists of:
- a hydrochloric acid bath for steel pipes
- a water bath for washing off the acid
- a caustic bath for neutralizing and phosphating treatment,
- a sulphuric acid bath for copper pipes.
The acid fumes developing from the hydrochloric acid bath and sulphuric
acid bath have to be exhausted by ventilators and diverted via wet
seperators. The caustic bath fume, too, has to be exhausted into the open
by means of a ventilator. The local safety regulations have to be observed.
The water bath needs a connection for water and compressed air. The
caustic bath requires a heating system for heating up to 80 C.
▲ Attention! According to the safety regulations for the handling of

acids and lyes, all persons working with acids and lyes have to wear
acid - resistant overalls, rubber boots, rubber gloves and saftey
goggles. A water hose connected ready for use must be available in
the immediate vicinity of the acid and caustic baths.
Acid bath treatment of steel pipes
First pickle in the hydrochloric acid bath, subsequently treat in trisodium

phosphate bath for neutralizing the acid and for simultaneously providing
temporary preservation.
The hydrochloric acid (HCl) is commercially available with a concentration
of 31--33 % and an arsenic content of less than 1 %.
Mixing ratio for the HCl:H20 bath= 3:2 (parts by weight).
▲ Attention! Pour the acid into the water and not vice versa!
The temperature of the bath should not be below 20 C. The duration of
treatment has to be determined by visual observation.
If threads have already been cut into the pipes, care is to be taken that the
tips of the threads do not suffer damage from acid attack. This is the
decisive point determining the duration of treatment in such cases.
After completion of the pickling process, acid solution adhering to the
pipes has to be washed off in the water bath.
Any further remainders of acid solution left in the scores and pores of the
surface structure are to be neutralized in a trisodium phosphate bath in the
course of which the pipes are provided with a phosphate layer giving
short--time protection against oxidation.
The mixing ratio for the Na3 PO4:H20 bath= 1:8 (parts per weight).
Treatment temperature: 80 C.
Important! Copper piping should not be treated in the hydrochloric

acid bath if subsequently steel piping is to be treated again. The reaction
of copper (Cu) with aqueous hydrochloric acid (HCl) leads to the formation
of copper chloride (CuCl2 ) which is dissociated in the aqueous solution. If
subsequently a steel pipe is immersed in the bath again the less noble iron
in the steel will oxidize because its positive charge is discharged and the
ferric ions enter the solution whereas the metallic copper is separated out.
The steel pipe material is then covered with a layer of copper which is not
very adhesive. Copper depositing on the inner walls of fuel conducting
pipes is undesirable. Copper particles that come loose by the action of the
flowing fuel oil would produce adverse effects in the injection elements
such as pumps and nozzles.
6682 000.16--01 E 11.98 General 102/ 03

Treating copper pipes
First pickle in sulphuric acid bath, possibly followed by trisodium

phosphate bath to neutralize acid and to achieve phosphatization.
Sulphuric acid (H2SO4) is commercially available at a concentration of
98 % (concentrated acid). It has to be transported in closed containers.
Mixing ratio of the H2SO4:H2O bath = 1:8 (parts by weight).
▲ Attention! Again, pour acid into the water and not vice versa!
Once the acid bath has been prepared, it should be allowed to settle for
24 hours before it is used.
Duration of treatment: At the beginning, copper piping is to be treated for
15 minutes, and correspondingly longer as the bath is getting older.
When the pipes have been taken out of the sulphuric acid bath, they have
to be submitted to thorough flushing with water and drying by a low flame.
Neutralization in the trisodium phosphate bath is not absolutely necessary.
However, it is recommended in case of long--term storage to prevent
formation of verdigris.
Pressure testing of pipes
Water pipes are pressure--tested with water; lube oil, fuel oil and air pipes
are pressure--tested with slushing oil. For the testing pressures required
please refer to section 2.
Preservation of pipes
For short--term storage in shelterd places and/or in dry warehouses,

Phosphatin and oil film are considered to be sufficient as corrosion
protection. For long--term storage for product support service purposes,
Phosphatin offers an appropiate basic preservation prior to the
preservation properly using slushing oil, paint or grease. Pipe ends and
connections have to be sealed with colour plastic caps. Plastic caps in
signal colours offer the advantage to be recognized more easily when the
pipes are fitted to the engine. It is most important that they are removed
before the pipes are installed.
6682 000.16--01 E 11.98 General 103/ 03

Solderless screwed pipe unions
Mounting 000.17
Brief description
Solderless screwed pipe unions are preferably used where pipes of minor
diameters can be bent in cold state. In this case, the pickling and
neutralising process can be dispensed with.
The work/steps include:
Quant Denomination No. Availability

1 Tools, basic scope 000.002 Standard
1 Pipe cutter -- Inventory
1 Spot facer -- Inventory
1 Machinery oil -- Inventory
Advantages of solderless screwed pipe unions
Solderless screwed pipe unions are preferably used where pipes of minor
diameters can be bent in cold state, i.e. which have not to be submitted to
heat treatment for this purpose. In this case, the pickling and neutralizing
process which otherwise is usually necessary can be dispensed with.
Copper pipes have to be provided with reinforcing sleeves on the inside.
Please refer to work card 000.18.
000.18
Sequence of operations
1. Cut off the pipe at right angles and deburr it.

Pipe cutters (as shown in the figure) are most suitable for such work.
The pipe is cut through using a cutting wheel. The inner edge of the
pipe can then be deburred by means of the three blades inside the
handle, or by using a spot facer. The chips must be carefully
removed by passing air through it.
2. The thread as well as the cutting and wedge ring (4) are to be oiled
(not greased). Then push the nut and the ring over the pipe as shown
in the illustration.
If the cutting and wedge ring cannot be pushed over the end of the
6682 000.17--01 E 07.97 101/ 03

pipe, or if this is only possible with difficulty, do not expand the ring
but rather reduce the pipes diameter by grinding/filing.
Figure 1. Tools required -- Spot facer, pipe cutter (left) and pipe bender (right)
3. Screw on the union nut by hand until it can be felt to contact the
cutting and wedge ring. The pipe is then to be pressed against the
stop in the inner cone and the union nut is to be tightened by
approximately 1/2 to 3/4 turn. In that way, the cutting and wedge ring
will engage the pipe, and there is no need to press the pipe any
further. Finally, tighten the union nut by one further turn
approximately. The ring then cuts into the pipe, building up a visible
collar (6) in front of its cutting edge.
A marking line (7) will facilitate adherence to the correct tightening.
1 Union nut 3 Pipe 5 Inner cone

2 Stop 4 Cutting and wedge ring 6 Visible collar
Figure 2. How screwed pipe unions work and how to check them. Initial condition illustrated on top on the left, after tightening --
at the bottom on the left, checking -- on the right
4. Pipes with smaller outside diameters can be secured in screwed
unions without having to be preassembled if they are firmly screwed
in on the engine.
Pipes with a larger outside diameter, and all the connections in free
6682 000.17--01 E 07.97 102/ 03

pipes should be preassembled in a vice.The spanner should be about
15 times as long as its opening is wide (if necessary extend by a
pipe). The other operations are as described above. Final tightening
is easier if the union nut has been loosened a few times so that new
oil can enter between the friction faces.
Important! It is to be made sure that every pipe end comes into the
same inner cone in which it had been fitted before.
5. After final tightening unscrew the union nut and check if a visible
collar (6) has been produced and fills the space in front of the cutting
edge; if not, tighten slightly more. It does not matter whether the
cutting and wedge ring can be turned on the pipe end.
On completion of the joint and whenever the joint has been released,
the cap nut of the union is to be tightened with a spanner that has not
been extended; for this purpose no excessive force is to be used.
7 Marking
Figure 3. Assembly of screwed pipe unions. Assembly on site -- left, preassembly in vice -- right.
Supplementary notes
The straight pipe end that extends into the screwed joint should be at least
twice as long as the union nut’s height (H).
Longer pipelines or pipes subjected to higher stresses require pipe
supports.
An appliance equiped with exchangeable rolls (as shown in figure 1) is
recommended for the bending of steel and copper pipes. The bending
radius (R) should not be less than twice the pipes outside diameter
(R = 2D).
H= Height of the union

nut (1)
2H= Minimum distance of a
bend
R= Bending radius
D= Outside diameter
Figure 4. Minimum distances/bending radii
6682 000.17--01 E 07.97 103/ 03

Solderless Screwed Pipe Unions
Additional parts 000.18
Use/replacement of components,
Brief description
Additional parts for solderless screwed pipe unions extend their range of
use. The following parts can be used: reinforcement sleeves, insert
nozzles and screwed hose connections.
Preliminary remarks
Reinforcing sleeves , insert nozzles and screwed hose connections are

used together with solderless screwed pipe unions. Their range of use is in
that way extended, among others to copper pipes and hose connections.
Instructions
Reinforcing sleeves When using solderless screwed pipe unions on soft copper piping,
reinforcing sleeves have to be used to prevent the pipes from being
squeezed as the union nut is being tightened.
1 Reinforcing sleeve
Figure 1. Use of reinforcing sleeves. Left at the top-- sleeve inserted, left at the bottom -- sleeve driven in. Finish--assembled
screwed pipe union at the right.
Insert nozzles The use of insert nozzles permits the air admission and venting time of
units to be adapted to the respective requirements. Such nozzles can
subsequently be inserted into the screwed pipe unions, for which purpose
the union nut has to be loosened and the pipe has to be pulled out. Please
note that the pipe end has to be shortened by the length of the nozzle
collar.
6682 000.18--01 E 07.97 101/ 02

2 Insert nozzle
Figure 2. Using insert nozzles. Insert nozzle at the left, finish--assembled screwed pipe union at the right.
Screwed hose connections All pneumatic air systems will necessarily have transitions from a pipe to a
hose and vice versa, where it is necessary to connect moving parts. If it is
impossible to perfectly shape pipe ends so that they form standard hose
sockets, a screwed hose connection has to be used for such joints. It is
not permitted just to slide the hose onto a pipe that has been cut off flush.
The hose (3) has to be cut off at right angles and slid onto the hose socket
up to the stop. The hose must then be secured by a hose clip or hose
clamp (4) so that it cannot slide off.
3 Hose
4 Hose clamp
Figure 3. Using screwed hose connections
6682 000.18--01 E 07.97 102/ 02

Operating media/Auxiliary agents

6682 002--01 E 08.97 101/ 01

Lubricating oil
Assessing and treating 000.04
Record and assess characteristics of operating media,

keep their condition within the admissible range.
Brief description
Lube oil is, according to the maintenance schedule, to be assessed

regarding its condition at regular intervals and maintained continuously.
This includes:
having an oil sample analysed,
maintenance of the operating media, and
changing the operating media.
Assessment of oil
Drop test/oil analysis The condition of the lubricating oil in the engine should be continually ob-
served. The intervals at which oil samples are to be drawn for examination
in a suitably equipped laboratory (it is recommended that this be done by
the supplier’s customer service department) are specified in the mainte-
nance schedule. Oil samples should be drawn with the engine operating,
downstream of the filter. Only then will results be obtained that are repre-
sentative of the oil being circulated in the engine.
A reliable conclusion as to whether the used oil is still suitable for further
use can only be drawn from a complete laboratory analysis in which the
values are determined by standardised test procedures.
We recommend using a test kit specifically developed for making routine
on-site tests of fuel and lubricating oils. Together with the firm Drew Mar-
Tec, MAN B&W has developed such a test kit, which contains easy-to-
handle equipment. Using this test kit, the condition of the heavy fuel oil
bunkered and its characteristics that are important for conditioning, as well
as the condition of the used lube oil, can be determined with adequate ac-
curacy. Information material can be obtained from Messrs. Drew Mar-Tec,
Stenzelring 8, 21107 Hamburg, Germany.
6682 000.04--02 E 07.04 General 101/ 03

The following characteristics are generally sufficient for routine examin-
ation of a used oil:
Characteristic Limit value Measuring method

Viscosity at 40 C mm2/s > 110 ISO 3104
< 220
Flash point (PM) C > 185 ISO 2719
Water content % by vol. < 0.2 ISO 3733
(0. 5% admissible only for a short
period)
TBN (relating to fresh oil) % TBN 50 ISO 3771
Contamination % by wt. < 1.5 in general, depending upon DIN 51 592
actual dispersant properties and
increase in viscosity IP 316
Metal content mg/kg Dependent upon the engine type ASTM 5185-91
and the operating conditions
Table 1. Examination of lubricating oils - characteristics/limit values
Colour The colour does not allow conclusions to be drawn about the degree of
contamination of used doped lubricating oil, because the dispersant/
detergent properties keep minute soot particles (<1.0 ³m) in suspension,
which even at low concentrations give the oil a deep black colour. The total
contamination of lubricating oils can be determined, for example, accord-
ing to DIN 51592 or IP 316. The appearance of the droplet sample also
allows conclusions to be drawn.
Fuel contained in the Fuel oil or fuel oil constituents may enter the lubricating oil both by leak-
lubricating oil ages and by unburnt or only partly burnt fuel oil consitutents in the com-
bustion chamber. At present, a standardised procedure for determining the
fuel oil constituents in the lubrication oil does not exist. Meanwhile, there
are various procedures which, however, have not been standardised so
far.
Fuel in the lubricating oil may affect the viscosity and flash point of the lu-
bricating oil. If a laboratory analysis cannot be done, the viscosity can be
roughly determined as follows:
Drip samples of fresh oil with a viscosity one class higher and one class
lower than the oil used in the engine, and a sample of the used oil from the
engine onto an inclined glass or metal plate, making sure that the temper-
ature of all three samples is the same. It then can be seen from the flow
velocity whether the used oil has a higher or lower viscosity than it had
when it was new.
Water contained in the If laboratory testing to determine the water content is not possible, apply
lube oil one droplet of the used oil to a hot plate. If the oil contains water, the latter
will evaporate rapidly and, in overcoming the capillary force of the oil, it will
escape with an audible noise (spatter test). The water content of the oil
should not exceed 0.2%. If the water concentration is found to be >0.5%,
the oil must be changed unless it is possible, e.g. by careful centrifuging
and/or heating the oil charge for a short time, to reduce the water content
to <0.2%. Water contained in the oil promotes corrosion of the bare metal
parts of the running gear, and the formation of oil sludge, i.e. an increase
in viscosity, among other things.
Inadequate ventilation of the tank and crankcase are frequently the cause
of excessive water content in the lubricating oil. Therefore, it is necessary
to drain sludge and water from the lowest point of the service and storage
tanks at regular intervals.
Air contained in the An air emulsion (oil has a whitish appearance) or severe surface foaming
lube oil is mostly caused by leaks at the suction side of the pump, through which
6682 000.04--02 E 07.04 General 102/ 03

air is entrained by the oil. Among other things, the formation of a hydro-dy-
namic state of lubrication in the bearing is impeded, and the aging of the
oil is accelerated.
Oil treatment
The filters installed in the main flow serve the purpose of holding back dirt
particles up to a specified mesh width. The automatic filter installed in all
engines, irrespective of the type or the system configuration, bears the
main load. Depending on the application, an indicator filter, designed as
double filter and connected in series downstream of the automatic filter,
can also be used. In particular, this is required by the classification so-
cieties for single-engine operation in marine engine plants.
If the right components are used and the system is maintained in the best
possible way, servicing the filter/s at the maintenance intervals specified
for the Diesel engine is sufficient.
The separator serves the purpose of cleaning the lubricating oil from dirt
particles. In this connection, the dirt accumulating during engine operation
such as, e.g., soot, abrasive particles etc. is discharged from the system
by the separator.
Unlike the lube oil filter, the lube oil separator works in the by-pass. Design
criterion is that the lube oil content can be circulated within the period
specified by the Diesel engine manufacturer by a corresponding guiding
figure.
The separators with automatic discharge nowadays available on the
market, which are recommended for use in the described systems, have
been optimised to a large extent, both with regard to the hydraulic dis-
charge process and control technology, so that it is possible to maintain
the necessary balance between dirt entry and dirt removal, if the separator
is selected and used properly. The Diesel engine manufacturers’ minimum
requirement to be met by the operator is that synchronous operation of the
lube oil separator with the Diesel engine is ensured.
Oil change
It is not possible to make firm predictions as to the expected service life of

an oil charge, since the engine manufacturer usually does not know the
fuel and lubricating oil grades being used, nor the conditions under which
the engine is operating, nor whether the oil receives the proper care.
A change of the oil becomes necessary when the chemical and physical
characteristics of the oil charge have changed to such an extent that the
lubricating, cleaning and neutralizing properties are no longer adequate.
This can only be determined by a complete analysis.
The characteristics stated in Table 1 are to be adhered to.
When changing the oil, the entire oil charge is to be drained while it is still
warm from operation. If the main piping systems cannot be fully emptied,
the entire system is to be flushed with flushing oil before filling in the new
oil charge.
6682 000.04--02 E 07.04 General 103/ 03

Lube oil/fuel
Carry out drop test 000.05
Record and assess characteristics of operating media,

keep their condition within the admissible range.
Brief description
Drop tests allow, with little effort, the evaluation of important

characteristics. They are useful in addition to lube oil and fuel analyses.
They can, however, not replace these.
The work includes:
Preparation of drop test and
assessment of drop test.
Sequence of operations (in lube oil sampling)
Dip a cleaned stick (glass rod or wire) which is pointed at its lower end into
the lube oil at service temperature.
Let the oil adhering to this stick drip onto filter paper and let dry for several
hours at room temperature.
Compare the filter paper with the samples shown on the reverse hereof.
Evaluation of the lube oil spot test
The spot test of a droplet on filter paper is indicative of the degree of

contamination, the presence of water or fuel and the detergent/dispersive
property still existing. The state of the oil being used can in that way be
roughly deduced. A spot test is no substitute for an oil analysis. Abnormal
appearance of the sample, compared with test samples from previous oil
charges which had been in the engine for the same length of time, will
indicate irregularities such as poor combustion, fuel or water leakage,
insufficient oil care etc. Figures 1 ... 5 illustrate the appearance of used,
doped (HD) oils. A lube oil corresponding to Figure 1 is but slightly
contaminated, that of Figure 5 is spent to a degree such that immediate oil
change is necessary. An appearance as shown in Figure 4 calls for a
complete analysis providing reliable information on the condition of the oil
charge in use.
Doped lube oils contain additives for finely suspending combustion
residues and/or preventing these from depositing in the engine
(detergent/dispersant effect). The dirt particles are smaller than the
capillaries in the paper are, which accounts for the pronounced flowing
effect in the external zone. As the dispersant effect is decreasing, dirt
particles coagulate thereby clogging the capillaries. The core of the droplet
has a dark colour. A radiant--like appearance of the margin is indicative of
water or fuel contained in the lube oil.
Spot test sampling has to be done at the intervals stated (please also refer
to the maintenance schedule), drawing always at the same point from the
6682 000.05--01 E 07.97 101/ 02

oil circulating system with the engine running and collecting the spot test
filter samples in a log.
One and the same kind of filter paper should be used for all spot test
comparisons. The spot tests shown were made with the above--mentioned
filter paper.
Figure 1. Spot tests of doped lube oils -- Figure 1 but slightly contaminated/Figure 4 calling for analysis/Figure 5 requiring oil
change
Fuel oil sampling
The spot test on filter paper provides information on the type of fuel, i.e.
whether it is a distillate or a fuel mix. In the case of heavy fuel oils, the
appearance of the spot test permits to draw conclusions on the
compatibility of the mixed components. It is advisable to make spot tests
of every new bunkering charge, and to collect the results in a log.
6682 000.05--01 E 07.97 102/ 02

Cooling water
Checking 000.07
Record and assess characteristic values of operating media,

avoid/reduce harmful effects.
Brief description
Fresh water that is used for filling cooling water circuits must comply with
the specifications. Cooling water in the system must be checked at
regular intervals according to the maintenance schedule.
recording characteristic values of operating media,
assessment of operating media and
checking the concentration of anti--corrosion agents.
Means for checking the Either use the MAN B&W water testkit or a corresponding testkit contain-
fresh water quality ing all the necessary instruments and chemicals for determining the water
hardness, the pH value and the chloride content (can be obtained from
MAN B&W Diesel AG or from Messrs Mar-Tec Marine, Hamburg), or
Durognost tablets used to determine the water hardness (Messrs Gebr.
Hegl KG, Hildesheim), and
pH value indicator paper with colour checking pattern to determine the pH
value (Messrs Merk AG, Darmstadt), or alternatively liquid pH value indi-
cator or electronic measuring unit, and n/10 silver nitrate solution and
5-percent potassium chromate solution to determine the chloride ion con-
tent.
Means for checking the When using chemical additives:

concentration of additives Testing means according to the recommendations of the supplier.
Usually, the testkits delivered by the producers also contain testing means
for determining the fresh water quality.
When using anti-corrosion oils:

Emulsion tester (Messrs Hamburger Laborbedarf Dargatz, Hamburg), and
concentrated hydrochloric acid.
6682 000.07--01 E 03.04 General 101/ 03

Check the characteristic values of the water
Brief specification
Characteristic value/ Water for charging Water in circulation

Feature and topping up
Type of water Fresh water, free of Treated cooling water
foreign matter
Total hardness max. 10dGH *) max. 10dGH *)
pH value 6.5 - 8 at 20C min. 7.5 at 20C
Chloride ion content max. 50 mg/l max. 50 mg/l
Table 1. Quality specifications for cooling water (brief)
*) dGH = German hardness
Check the water hardness The water hardness should be tested in compliance with the instructions
accompanying the Durognost tablets.
Water of a hardness exceeding the specified limit is to be mixed with distil-
late or softened water, or to be softened by adding the chemicals stated
below.
The water hardness is reduced by 1dGH if the following quantities of
chemicals are added to 1000 l of water:
approx. 40 g anhydrous trisodium phosphate (Na3PO4), and
approx. 20 g anhydrous sodium carbonate (Na2CO3).
Important! The chemicals are to be dissolved in water, in a sepa-

rate tank outside the engine circuit (in order for the water hardness constit-
uents to be separated outside the engine circulation system) and subse-
quently be gradually added via the compensating tank, with the engine
running.
Chemicals to increase the water hardness are virtually insignificant nowa-
days because emulsifiable anti-corrosion oils are hardly used any longer.
These chemicals only served the purpose of suppressing foaming in such
cases.
Check the pH value Indicator paper, a liquid indicator, or an electronic measuring unit is to be
used for measuring. Make sure to observe the instructions given by the
respective producer.
The pH value indicates the concentration of hydrogen ions and provides a
comparative value for the agressiveness of the water. If the pH value is
lower than the specified limit, it can be corrected by adding sodium nitrite
(NaNO2) or sodium hydroxide (NaOH); sodium nitrite should be given pref-
erence. Which quantity is required depends on the pH value found.
Check the chloride ion content Add exactly 5 cm3 of n/10 silver nitrate solution (AgNO3) to 350 cm3 of the
water sample in the glass and mix thoroughly. Add 5 drops of a 5-percent
potassium chromate solution (K2CrO4). If red colouration occurs, the chlo-
ride ion content is less than 50 mg/l.
If the chloride ion content is too high, add water with a low chloride content
(distilled water or totally desalinated water) until red colouration occurs.
Then check once again for hardness and pH value.
Testkit of the producer of the ad- As far as the testkit of the supplier of the additive contains testing means
ditive to determine the characteristic values of the fresh water, these can be
used.
6682 000.07--01 E 03.04 General 102/ 03

Check the concentration of anti-corrosion agents
Brief specification
Anti-corrosion Concentration
agent
Chemical additives in compliance with quality specification in Volume
B1, Section 3, Sheet 3.3.7
Anti-corrosion oil initially, after filling in, 1.5 - 2 % by volume; when
operating conditions have stabilised 0.5 - 1 %
by volume
Anti-freeze in compliance with quality specification in Volume
B1, Section 3, Sheet 3.3.7
Table 2. Concentration of cooling water additives
Check the concentration of The concentration should be checked weekly and/or in accordance with
chemical additives the maintenance schedule, using the testing instruments and reagents
specified by the respective producer, and in accordance with the instruc-
tions issued.
A protection by chemical anti-corrosion agents is only ensured if the con-
centration is exactly adhered to. In this connection, the concentrations
recommended by MAN B&W Diesel (see quality requirements in Vol-
ume B1, Section 3, Sheet 3.3.7) are to be adhered to by all means. These
recommended concentrations may differ from the producer’s specifica-
tions.
For reasons of environment protection, chemical additives are almost ex-
clusively used nowadays. Emulsifying anti-corrosion oils have lost impor-
tance.
Check the concentration of The concentration of the anti-corrosion oil is determined by means of the
anti-corrosion oils emulsion tester by acid cleavage with concentrated hydrochloric acid.
Check the concentration of The concentration is to be checked in accordance with the instructions of
anti-freeze agents the producer, or a suitable laboratory is to be entrusted with the determina-
tion of the concentration. In case of doubt, MAN B&W Diuesel AG, Augs-
burg, should be consulted.
6682 000.07--01 E 03.04 General 103/ 03

Engine or components
Preservation treatment 000.14
Counteract corrosion attacks,

carry out/repeat preventive measures.
Brief description
Specific corrosion prevention and preservation measures are to be applied

by choosing a suitable corrosion inhibitor as well as the method of
application and by fixing the intervals between checks of the
represervation.
This includes:
selection of a suitable corrosion inhibitor,
corrosion prevention measures for new engines and spare parts, and
preservation of engines and engine parts in case of shut--down.
Corrosion inhibition
Corrosion of bare metal surfaces is mostly caused by atmospheric influ-

ence, its nature and severity varies depending on the prevailing climate
(continental, industrial, marine, tropical climate). Corrosion occurring, e.g.
in piping, fittings and heat exchangers due to the contact with residual wa-
ter in the systems or air humidity is not readily visible and often remains
undetected until it becomes evident as damage occurs. The most common
method of preservation is by applying a protective coating to the metal sur-
face, which must be appropriately dense and coherent, properly stick to
the surface, repel water and be insensitive to the aggressive media.
Temporary character of Even a most efficient preservation treatment will only provide protection for
protection a limited period of time. Periodic checks are therefore indispensable to
ensure that represervation is carried out in time.
The addition of vapour phase corrosion inhibiting oil (VCI) has proved to
be useful for preservation of closed spaces. A characteristic of these oils is
that they continuously emit a small amount of gaseous inhibitors so that, in
a closed space, a vapour phase develops which serves as supplementary
preservative if necessary. It is of importance, however, that the crankcase
is completely sealed and that the preserved Diesel engine or Diesel engine
components are stored in a dry, thoroughly ventilated room in which a
moderate temperature is maintained.
6682 000.14--01 E 04.05 General 101/ 04

Corrosion inhibitors
There are various types of corrosion inhibitors available to meet the spe-
cific purposes and prevailing conditions. They can be classified as follows:
1. Corrosion inhibitor with solvent additive
This type of inhibitor consists of wax or oil on mineral-oil basis to which,
e.g. solvent naphta is added, and which can be applied to the metal
surfaces to be protected by dipping, spraying or brushing, without having
to be heated. The protective film forming after evaporation of the solvent
can later be wiped off or washed off. If used for the preservation of the
inside of the engine, the corrosion inhibitor needs not to be removed prior
to putting the engine into operation, provided that the protective pre-
servative film can be dissolved by the lubricating oil in operation. Such
protective agents can also be used for individual engine components and
for external preservation of complete engines.
▲ Attention! The solvents contained are inflammable and may de-

velop explosive vapours.
2. Corrosion-inhibiting grease
These protective greases are applied to the metallic surfaces by brushing
or scrubbing. If the grease used is soluble in oil, and provided that only a
thin film of it has been applied, it can be left on the preserved inner com-
ponents when putting the engine into operation provided, however, the
engine had been properly sealed and dust or dirt were unable to enter.
Preservative grease on external engine parts or single components has in
any case to be cleaned away prior to putting the engine into operation,
which can easily be done by washing with an oil-dissolving fluid (e.g. Die-
sel fuel oil). Care must be taken, however, to prevent the cleaning fluid
from entering the engine and mixing with the lube oil.
3. Slushing oils
These slushing oils are mineral oils containing corrosion inhibiting agents
and can appropriately be used for spraying or brushing individual engine
components, or for the preservation of internal parts of completely as-
sembled engines. It is also possible to run the engine, after it has been
thoroughly cleaned, for a short period of time with such a slushing oil,
whereby efficient preservation of the engine’s oil system can also be
achieved.
4. Corrosion-inhibiting dipping compounds, vapour phase corrosion inhibit-
ing oil or paper are further products for the preservation of single compo-
nents.
Preserving new engines and spare parts
Prior to being shipped, engines receive either a standard or a special pre-

servation treatment in the factory. Special preservation is applied where it
is known that bad climatic conditions will be encountered in transit or at the
place of destination, and when it is to be expected that the engine will be
stored for a prolonged period of time prior to being operated. Provided the
engines are stored at a dry place, the supplier of the anticorrosive oil guar-
antees effectiveness of the protection for a period of three months as a
rule. For longer periods of engine storage, a represervation treatment be-
comes necessary. Such treatment is described further below. Represerva-
tion of the complete engine normally is applicable to four-stroke engines
only.
1. Remove covers on crankcase, on gear box of camshaft drive and on
camshaft proper. Should bags containing a hygroscopic substance (silica
gel) have been suspended inside the crankcase, remove these.
6682 000.14--01 E 04.05 General 102/ 04

2. Remove the valve protection cap and all the pipe sealing plugs (turbo-
charger, fuel oil, lube oil, cooling water and starting air pipes).
3. Fill up the fuel and lube oil pipes and the nozzle cooling system with
slushing oil; if a hand pump is provided, fill the lubricating oil system with
slushing oil.
4. Spray the crankcase, all the running gear components, gears of the
camshaft drive, camshaft, valve gear, all the pipe openings and openings
on the exhaust gas turbocharger with an ample amount of slushing oil. If
possible, turn the running gear by means of the turning gear or turning rod
for several revolutions and refill the fuel pipe with slushing oil.
If the running gear cannot be turned, fill injection pumps, pipes and injec-
tion valves with fresh slushing oil by actuating the shut-down levers. Make
sure that the fuel control lever is in the maximum admission position.
5. If necessary, suspend new bags containing hygroscopic substance (e.g.
silica gel supplied by BASF, D-67063 Ludwigshafen/Rhein) to preclude
condensed water formation.
Before doing this, wait until all the slushing oil has dripped down in the en-
gine. Distribute the bags inside the engine, in tins with their open ends
pointing down. The number of bags placed inside the engine should be
recorded in the logs to ensure that all of them are taken out before the en-
gine is started.
6. Remount all the covers and seal the engine airtight. For this purpose,
seal all the openings with grease-free paper and adhesive tape, and plug
the pipe connections with plastic caps or wood stoppers. All the gaps and
bores on the engine are to be treated with slushing oil and sealed subse-
quently because later cleaning would involve additional expenditure.
Important! After airtight sealing, it is not permitted to turn the en-

gine’s running gear any longer.
Preservation of engines for shut-down
To ensure that the preservation is effective, it is essential that all the inte-
rior and exterior engine components are carefully cleaned prior to being
treated with a preservative. Maintenance and overhaul work should be car-
ried out according to the maintenance schedule and recorded in the en-
gine operating logs.
Steps 1. Drain all the fuel oil of the engine. The fuel oil service tank should be
carefully cleaned.
The service tank is topped up with a low-viscous slushing oil of SAE
CLASS 10 to 20 instead of fuel oil (e.g. Fuchs Anticorit 1); this will
ensure adequate internal preservation of the fuel-carrying piping and
engine components delivering fuel.
2. Operate the engine for approximately 30 minutes with the slushing oil
filled in, to ensure that all the pipes and the injection system are filled
with slushing oil. Prior to engine shut-down, introduce a small amount
of the low-viscous slushing oil into the intake pipe (of the exhaust gas
turbocharger) by spraying.
3. After shutting the engine off, spray a small amount of slushing oil (ap-
prox. 0.5 l) into the main starting air and control air pipes, too.
▲ Attention! Do not start the engine in this condition under any
circumstances. Explosion hazard! Put up a warning sign, and
purge the pipes according to work card 000.03 prior to the next start-
ing procedure.
4. After shut-down of the engine system, all the pressure gauges should
indicate zero. The engine has to be blocked against inadvertent turn-
ing of the running gear. The turning gear should be engaged (if appli-
cable).
6682 000.14--01 E 04.05 General 103/ 04

5. Preservation of the cooling water spaces is not required if a slushing
oil had been added to the engine cooling water during operation. If a
chemical additive had been used, the cooling water has to be re-
placed and a slushing oil is to be admixed at a concentration of
approximately 3-5%, and engine operation is to be continued for
some more time. If the engine is going to be shut-down for a pro-
longed period of time, or if there is the danger of freezing, it is neces-
sary to drain the cooling water completely from the engine, turbochar-
ger and the coolers of the individual circuits, making sure that the
drain cocks are constantly left open with the engine shut-down. When
draining the cooling water, make sure also to empty the water space
of the cooling water pump. The exhaust valves complete with cage
and the injection valves are to be removed and emptied separately.
6. A corrosion inhibitor has to be applied to all the bare, external engine
components by brushing or spraying. This applies to the control link-
age and the control rods of the injection pumps in particular. The
opening for the crankshaft in the cylinder crankcase is to be closed
by means of lubricating grease.
Important! Engines that have already been operating and for which
a temporary operation for preserving purposes is impossible may be sub-
jected to the preservation treatment described under ”Preservation of new
engines and spare parts”. It should be made sure that prior to preservation
the fuel oil, the lube oil and cooling water are drained. Again, the engine
requires careful cleaning of all its components.
7. Spray the crankcase with a corrosion inhibitor (e.g. Fuchs Anticorit
6120-42 DFV or Valvoline Tectyl 51111).
In addition, preserve the camshaft using a corrosion inhibitor which
forms a soft, waxy layer (e.g. Valvoline Tectyl 542).
Furthermore, 5 - 6 litres of VCI oil are to be poured into the crank-
case.
8. The silencer is to be covered with foil, and the exhaust pipe is to be
blanked off in order to avoid that a draught passes through the en-
gine.
9. The preservation is to be renewed every six months.
6682 000.14--01 E 04.05 General 104/ 04

Loctite Products
Use 000.19
Use of auxiliary agents,

proper processing and mounting.
Brief description
Loctite is a liquid synthethic, which cures between narrow--fitting metallic

surfaces to form a tough, hard layer. Loctite products can be used for
fastening, sealing and gluing. Selection according to Tables 1 to 3.
proper assembly,
disassembly and
reassembly.
Preliminary remarks
The filling compound LOCTITE is a liquid synthetic which automatically

cures between narrow--fitting metallic surfaces to form a tough, hard layer
exhibiting excellent adhesion to the ridges left by the machine tools and
noticeably improves the surface contact between two parts. It is available
in several types of different viscosity for various gap widths, for fastening,
for securing, for sealing and for glueing.
▲ Attention! LOCTITE must not be used inside the crankcase as a

substitute for locking fasteners, feather keys etc. provided for in the
design.
In the case of screwed connections requiring tightening to a given torque,
LOCTITE 222 and 243 may be used as the case may be, since the
lubricity of these two products corresponds to that of the lubricating oil.
The curing time which LOCTITE requires can be reduced by adding the
accelerator T or by warming up the joint to elevated temperatures. For
recommended products, please see Tables 1 2 3 .
▲ Attention! The shelf life of LOCTITE is limited to approximately

1 year at room temperature. If stored longer, its properties will
change, rendering it useless. Therefore make sure to note the date
printed on the receptacle.
Operating Sequence 1 -- Assembly
Steps 1. Carefully clean the jointing surfaces using LOCTITE 706 quick
cleaner (evaporation time approximately 3 minutes) or any other
appropriate cleaning agent to remove dirt and grease.
6682 000.19--01 E 01.05 General 101/ 04

2. If necessary, apply accelator T by means of a spray bottle and allow
it to dry for about 3 minutes. The filling compound will cure more
quickly if the accelerator is used (see the Table).
3. Apply a thin coat of the appropriate LOCTITE product (see Table) to
one of the two surfaces to be jointed.
Important! Both of the jointing surfaces should be sparingly and
evenly coated if the joint is a press fit or if the surface areas are
comparatively large. In the latter case, LOCTITE may be spread using a
clean brush or a spatula.
In the case of blind--end holes, moisten the walls of the bore to prevent the
liquid LOCTITE product from being displaced by the air--pressure building
up during assembly.The content of the bottle must not come into contact
with metal parts prior to application.
4. Join both parts in the correct position.
5. Scrape off and remove filling compound outside the joint using care
not to dislodge the jointed parts.
6. The filling compound must be allowed to cure (refer to instructions for
use), then finish--assemble the parts.
7. If necessary, heat the joint to approximately 120 C, whereby the final
strength of the joint is reached earlier.
Sequence 2 -- Disassembly
1. Try if the joint can be undone with the aid of normal tools and by hand
force.
2. Should this prove to be impossible, heat the joint to approximately
200 C and separate the parts (fire hazard!).
Sequence 3 -- Reassembly
1. Mechanically remove the old LOCTITE layer on both parts

completeley, taking care not to damage the jointing surfaces. The
layer cannot be removed with the use of chemicals.
2. Degrease the parts carefully and reassemble as described under
operating sequence 1.
¡Tip! Cleanness can be checked by means of ultra--violet radiation.
LOCTITE is fluorescent and even the slightest traces of it will show.
6682 000.19--01 E 01.05 General 102/ 04

Loctite-Product 222 243 245 270 272 275 648
Spec. number 04.10170 -9222 -9243 -9245 -9270 -9272 -9275 -9648
Colour of product purple blue blue green red- green green
orange
Temperature range for use C 150 150 150 150 200 150 175
Viscosity (mPa. x s) 90 - 180 200 - 400 550 - 400 - 600 4000- 550 - 300 - 600
1000 15000 1100
Gap: optimum
max.
for threads up to max. M36 M36 M36 - M20 M48 M20 - M20
M80 M80
Strength properties: *)
Compressive shear strength 1) N/mm2 3-9 6 - 14 6 - 14 11 - 20 14 - 20 10 - 20 16 - 30
Initial break away torque 2) Nm 8 - 20 14 - 34 13 - 33 25 - 54 18 - 28 25 - 55 30 - 55
Max. screwing torque Nm --- --- --- 45 - 70 20 - 31 35 - 65 40 - 60
Curing: Open assembly time
for steel max. hrs. 24 24 24 24 24 24 24
for nonferrous metals max. Min. 5 1 5 5 5 1
Hand--tight min. Min. 15 - 30 15 - 30 30 - 60 15 - 30 10 -20 3-5
Final strength max. hrs. 12 12 12 12 12 12
KTW - BAM -
Special
p approved approved high
g strengthg
properties
i low mean strength difficultl to separate
diffi
strength
* 1) DIN 54452, 2) DIN 54454
Table 1. Loctite products for thread securing
Thread sealing Surface sealing

Loctite-Product 620 577 586 518
Spec. number 04.10170 -9620 -9577 -9586 -9518
Colour of product green yellow red red
Temperature range of use C 230 150 150 150
Viscosity (mPa. x s) 800 - 1600 4000-8000 4000-6000 25000 -
50000
Gap: optimum
max. --- --- --- 0,5
for threads up to max. M60 M80 M60 ---
Compressive shear strength 1) N/mm2 20 - 35 5 - 13 10 - 25 4 - 14
Initial break away torque 2) Nm 20 - 45 9 - 25 25 - 55 5 - 13
Max. screwing torque Nm --- --- 30 - 55 ---
for steel max. hrs. 24 24 24 24
for nonferrous metals max. Min. 5 1 60 1
Hand--tight Min. 60 - 120 15 - 30 120 30
Final strength max. hrs. 24 12 24 12
DVGW - BAM -
Special
p approved approved
properties
i
* 1) DIN 54452, 2) DIN 54454
Table 2. Loctite products for the sealing of threads and surfaces
6682 000.19--01 E 01.05 General 103/ 04

shaft/hub Plain surface
Loctite-Product 603 620 307 3) 406 496
Spec. number 04.10170 -9603 -9620 -9307 -9406 -9496
Colour of product green green yellow colourless colourless
Temperature range of use C 150 230 120 80 80
Viscosity (mPa. x s) 100 - 150 800 - 1600 800 - 3200 10 - 30 100 - 120
Gap: optimum 0,05 0,05 --- 0,05 0,05
max. 0,15 0,20 0,1 0,1 0,1
for threads up to max. --- --- --- --- ---
Compressive shear strength 1) N/mm2 16 - 25 20 - 35 15 - 30 1) 12 - 25 1) 12 - 25 1)
Initial break away torque 2) Nm 40 - 60 20 - 45 12 - 32 2) 18 - 26 2) 20 - 30 2)
Max. screwing torque Nm 40 - 60 --- --- --- ---
for steel max. hrs. 24 24 24 seconds seconds
for nonferrous metals max. Min. 5 5 max. 5
Hand--tight Min. 20 60 - 120 10 - 20
Final strength max. hrs. 12 24 24 12 12
for
Special materials
Properties difficult to
glue e.g.
Viton
1) Tensile strength N/mm2
2) Tensile shear strength N/mm2

3) with accelerator 7471
Table 3. Loctite products for gluing
6682 000.19--01 E 01.05 General 104/ 04

Machine elements

6682 003--01 E 08.97 101/ 01

Galvanized bearings
Assessing 000.11
Carry out the work in time according to the maintenance schedule,

check state/wear condition of the components.
Brief description
Bearing shells are to be checked at regular intervals. Usually, only the

loaded bearing shell is checked. From wear condition and appearance of
the bearing shell running surface, conclusions can be drawn on the load
conditions, the lube oil care etc.
Measuring components and
assessing contact pattern/wear.
Related work cards
Work card Work card Work card

000.10
General
1 Anti-corrosion layer
2 Galvanized layer
3 Nickel barrier
4 Bearing metal
5 Steel support shell
Figure 1. Galvanized bearings - structure

Galvanized bearings (multi-layer bearings) are used for the main bearings
and big end bearings of four-stroke engines. These multi-layer bearings
are composed of a steel support shell, a bearing-metal layer of leaded
bronze or aluminium tin alloy and a running layer, which has been applied
galvanically.
The soft running layer possesses better running-in and dry-running
properties than the leaded bronze or aluminium tin alloy layer. This layer,
therefore, must remain serviceable as long as possible and all reworking
5600 000.11--01 E 06.99 General 101/ 09

of the running layer must be prohibited. Due to the fact that every bearing
must adapt itself again every time after it is refitted, bearings which are
running well are to be opened as rarely as possible.
If the lube oil is painstakingly filtered and separated, galvanized bearings
achieve a very long service life. For this reason, it is of utmost importance
that the filters and separators are cleaned in good of time and that the oil
is checked regularly.
Damaged bearing shells (upper and/or lower shell) can be replaced
individually or in pairs.
After reinstallation of bearing shells which have already run, or after
replacement, the bearing caps are to be carefully examined for
impermissible heating by touching them with the hand after approx.
30 minutes idling operation and after approx. 5 hours running with slowly
increasing loading of the engine (comparison with neighbouring bearings)
Undersize bearings (with smaller diameter) are available for crankshaft
journals that have been reworked. The undersize bearings are delivered
ready for fitting.
Wear limits
Bearing shells are to be replaced if their galvanized layer is worn over

more than 30% of the developed running surface. Bearing shells with
about 20 % running-surface wear should also be replaced when
large-scale overhaul work is being carried out on the engine at the same
time.
Figure 2. Degree of running surface wear

Bearing shells that have reached 30,000 operating hours are generally to
be replaced when the engine is overhauled.
If the bearing-metal layer of bearing shells already becomes visible after
approx. 5000 operating hours, or if the running layer is worn on about 20%
of the developed running surface, this is an indication for dirt accumulation
and insufficient cleaning of the lube oil.
5600 000.11--01 E 06.99 General 102/ 09

Appearance of the bearing surface
Using this series of illustrations, an evaluation of the removed bearing

shells can be made. It provides hints on the reusability or necessity for
replacement by new bearings.
1. Normal wear pattern with the running layer still present
Figure 3. Normal wear pattern

The predominantly matt grey running surface is smoothed and reflects
slightly in the zones of maximum loading. The bearing can be used again.
2. Normal wear pattern with partly worn through running layer
Figure 4. Partly worn through running layer

When the running layer has been worn through, a reddish-brown wear
pattern becomes visible in the case of leaded bronze bearings. On
aluminium-tin alloy bearings, a difference is visible between light and dark
zones. The light zone represents a fresh or new wear pattern, the dark
zone results from surface oxidation and has no derogatory effect on the
running behaviour. The bearing can be used again and is only to be
replaced when the characteristics listed under “Wear Limits” become
noticeable.
3. Shiny reflections on both edges of the bearing
Figure 5. Shiny reflections

During running-in the bearing becomes slightly “crowned”. Any weakly
shining reflections at the edges of the bearing usually disappear after the
bearing has run for a considerable length of time. The bearing can be used
again, unless Figure 6 (edge-carrying wear) is also applicable.
5600 000.11--01 E 06.99 General 103/ 09

4. Edge-carrying wear (on one or both edges)
Figure 6. Edge-carrying wear

A bearing that only “carries” on the edges is impermissible. Possible
causes of this fault are deviations in journal geometry or that the bore for
the bearing is out of true. These are factors which must be remedied
under all circumstances. If heavy wear is evident at the edges, the bearing
is to be replaced.
5. Carrying wear on one edge
Figure 7. Carrying wear on one edge

Single-edge wear is encountered on outside bearings and it is permissible
as long as the crankweb deflection is in order (cause of defect: weight of
the flywheel or of the vibration damper).
Carrying wear on one edge is not permissible in the case of intermediate
bearings. Here, the cause of the defect, for instance journal wobble,
deformation of the bearing seat, uneven initial tension on the tie-rods, dirt
on the bearing rear, must be eliminated. In cases of heavy single-edge
carrying wear, the bearing is to be replaced.
6. Traces of carrying wear at the point of contact between the
bearing shells (on one or on both sides)
Figure 8. Traces of carrying wear at the point of contact between the bearing shells
If heavy traces of wear are evident in the vicinity of the joint faces of the
bearing, there exists the danger of the shaft journal cutting through the
lubricating film at the parting line. Therefore, bearings should not show
contact patterns within the first approx. 10 degree, measured from the joint
faces. If traces of carrying wear nevertheless appear near to the point of
contact between the shells, the cause of the defect must be eliminated. If
such wear is only found on one side, the back of the bearing must be
checked for dirt or for carbon deposits. In addition, it is possible that there
5600 000.11--01 E 06.99 General 104/ 09

is a misalignment of the bearing seat. In case traces of carrying wear are
found on both sides, the Figures 18 (cold shots on the back of the bearing)
and 19 (bearing spread) are to be taken into account. Bearings with heavy
traces of carrying wear in the vicinity of the joint faces are to be replaced.
7. Striation and embedding of foreign particles in the running
surface
Figure 9. Striation and foreign particles in the running surface

Hard dirt particles suspended in the lube oil are held back by the bearing
shells and cause striation in the running surface. These particles often
remain embedded in the running surface. Depending on the hardness of
the foreign particles, the bearing journals may also become scored. Light
traces of striation which do not penetrate the running layer are harmless,
and such bearings can be used again. Striation scratches which are wider
than 1 mm prevent the build-up of the wedge-shaped oil film. Bearings
with a number of wide striation scratches in the lower shell of the main
bearings, or the upper shell of the big end bearings, which penetrate into
the leaded-bronze or aluminium-tin alloy layer are to be replaced. This
applies, above all, when the striation scratches are very close to the edge
of the bearings. If wide striation scratches appear in the bearing shells, the
surface of the bearing journal is to be checked under all circumstances. If
necessary, the journal is to be smoothed or reworked using emery cloth
and/or an oil stone, or portable regrinding equipment is to be used from a
specialist firm. The causes which led to the formation of striation must be
eliminated. To do this, the complete lube-oil circuit including separator,
lube-oil filter and lube-oil pipes between filter and engine is to be checked
(scale, welding beads etc.). If other bearings in the equipment are supplied
with lube-oil via this bearing, it is imperative that these are checked as
well.
8. Cracks in the running layer
Figure 10. Cracks

A few isolated cracks in the running layer are harmless. It is only
necessary to replace the bearing if a large number of cracks is evident in
the loaded zone.
5600 000.11--01 E 06.99 General 105/ 09

9. “Bark Beetle” effect
Figure 11. Barks beetles

If a large number of small cracks have formed in the loaded zone of the
galvanic layer (often crazed cracks) and then, as a result of material
fatigue, crumbling or erosion of the crack area occurs (similar to the
appearance of the bark-beetle infection in trees), then the bearing is to be
replaced.
10. Separation or detachment of the running layer
Figure 12. Separation or detachment of the running layer

If areas of the running layer have become detached, the bearing is to be
replaced. Only if the bearing shows merely a single, small area of layer
detachment (smaller than 2 cm2), and the remaining running layer in the
immediate vicinity of the damaged area is in order and shows no signs of
detachment (check carefully with a pointed tool, e.g. a pocket knife), can
the bearing be used again
11. Running layer heavily smudged or smeared
Figure 13. Smearing of the running layer

If the galvanic layer is smeared over a wide area (creep formation), and
possibly worn through in the middle, this points to a lack of lube oil which
might have been caused by insufficient pre-lubrication prior to starting the
engine. The cause of the lack of lube oil is to be eliminated, and the
bearing is to be replaced.
5600 000.11--01 E 06.99 General 106/ 09

12. Roughening of bearing-metal layer
Figure 14. Roughening of the running layer

If the bearing shows signs of considerable roughness of the bearing metal,
it is to be replaced, particularly in order to prevent excessive journal wear.
Besides, the journal is to be smoothed.
13. Crumbling of the bearing-metal layer
Figure 15. Crumbling

Bearings which exhibit crumbling of the bearing-metal layer must be
replaced. The bearing journal is to be checked and smoothed or reworked
as necessary.
14. Overheating of the bearing-metal layer
Figure 16. Overheating of the running layer

If the bearing metal shows overheating features (blue-violet colouring), or
already shows reticular heating cracks, the bearing is to be replaced. The
bearing journal must, under all circumstances, be subjected to a magnetic
crack test. If there are signs of cracking, the bearing journal is to be
ground down until it is “free” of cracks. When grinding, attention must be
paid to surface quality, ovality and conicity. If no cracks or hardening were
found, it suffices that the bearing journal is smoothed.
5600 000.11--01 E 06.99 General 107/ 09

15. Electro-erosion
Figure 17. Electro-erosion

If generator units are inadequately grounded, stray electric currents and
possibly electro-erosion in the bearing may occur. In such cases, the
running layer is roughened in the form of scars. The scars are sometimes
oblique to the direction of running. In extreme cases of erosion, the
surface of the journal becomes visibly rough. It is imperative that the
cause of the damage is ascertained and remedied. The bearing is to be
replaced and the journal smoothed or reworked.
16. Corrosion
Figure 18. Corrosion

Features of running-surface corrosion are surface discolorations due to
chemical changes in the bearing material, and corrosive, mostly locally
restricted material wear off. The lube oil must be examined for
contamination due to water, acids etc. If the corrosion is in an advanced
stage, the bearing is to be replaced. It often occurs in such cases that the
bearing journal has also been attacked by corrosion, if so, it is to be
smoothed or reworked.
17. Cold shots on the bearing shell at the point where the two shells
join
Figure 19. Cold shots on the bearing shell at the point where the two shells join
Cold shots or pitting on the joint faces of the bearing shell indicate that
relative movement is occurring due to loss of pretension or insufficient
protrusion. The causes of the fault are to eliminated. In not too severe
cases, care must be taken before reinstallation of the bearing shells that
only the “cold shot” material is removed. This is to be carried out with great
care. In addition, the rear of the bearing is to be checked for the presence
of cold shots (see Figure 18). If severe damage has occurred
5600 000.11--01 E 06.99 General 108/ 09

(considerable wear off and creep of material), the bearing shells are to be
replaced.
18. Cold shots on the rear of the bearing
Figure 20. Cold shots on the rear of the bearing

Cold shots on the rear of the bearing which occur in large numbers and
which cover more than 5% of the total area are not permissible. In such
cases, the bearing is to be replaced. The pretension of the bolts, the
bearing protrusion, the bearing spread (see Figure 19) and the condition of
the bearing locating bore are to be checked. The bearing protrusion can
only be approximately determined at the place of installation by one-sided
unscrewing of the bearing bolts. Cold shots in the bearing locating bore
are to be checked for cracks. If cracks are found, consultation with the
engine manufacturer is necessary. In case no cracks were found, the
material accumulations in the bearing locating bore and, if the bearing is to
be reused, also on the rear of the bearing is to be removed carefully.
Bearing spread
D Bearing diameter
S Spread
Figure 21. Bearing spread

Bearing shells must have sufficient positive spread to ensure proper
contact in the bearing locating bore when installed. The amount of spread
depends on the bearing diameter and may be several millimetres when
new. Even used bearings must still show sufficient residual spread so that
by all means a considerable pressure must be exerted onto both abutting
ends when inserting the bearing into the locating bore. Bearing shells
which fall into the bore very easily (spread zero or negative) must not be
used any more. “Expanding” the shell is not permissible.
5600 000.11--01 E 06.99 General 109/ 09

Bimetal bearings (without a third layer)
Assessing 000.11
Carry out the work in time according to the maintenance schedule, check
the state/wear condition of the components.
Brief description
Bearing shells (bimetal bearings) are used in crankshaft and connecting

rod bearings as well as in camshaft bearings. They are to be checked or
replaced at regular intervals according to the maintenance schedule.
The work /steps include:
Measure components and
assess wear pattern/condition.
Related work cards

000.10
General
1 Bearing metal
2 Aluminium bonding
layer
3 Steel shell
Figure 1. Composition of bearing

Roll-bonded bimetal bearings with a material combination of
steel/aluminium alloy (AlSn20) are used as main bearings, big-end
bearings and camshaft bearings. Visual examination of the degree of wear
on a bimetal multi-layer bearing shell (composition as shown in the figure
below) under normal wearing conditions is not possible. Contrary to the
three-metal multi-layer bearings with a galvanised running layer, bimetal
bearings do not have visual indicators permitting judgements of the degree
of wear from the contact surface coloration. The only way of determining
the degree of wear of a bimetal multi-layer bearing shell under normal
running conditions therefore is to measure the wall thickness of the
6682 000.11--03 E 07.97 101/ 03

bearing shell and compare the result with that measured in the as-new
condition. As the admissible wear rates are in the range of hundredths of
millimeters, measurements of the bearing clearance do not provide for a
reliable indication of bearing wear.
Appraisal of the running behaviour and criteria for replacement
Figure 2. Measuring the wall thickness

The bearing shell has to be replaced if the wear limits stated in ”Technical
details: dimensions, clearances, tolerances” are reached.
Important! The wall thickness (A) will in each case have to be

measured in the zone of maximum loading, or at 90 relative to the joint.
1. Bearing wear pattern uniform over the entire bearing width
A B
Figure 3. Normal bearing wear pattern

1. Individual, superficial scores produced by solid particles do not affect
safe operational reliability.(see Figure 3-A)
Criterion: If the wall thickness still is within the admissible wear rate
tolerance, the bearing is suitable for further use.
2. Running surface slightly scored. If the scores can be seen but not
measured or felt, the bearing is suitable for further use. If the wall
thickness has reached the lower tolerance limit, replacement is
necessary. (see Figure 3-B)
Criterion: If the scores can be distinctly felt and/or measured, the bearing
shell has to be replaced.
6682 000.11--03 E 07.97 102/ 03

2. Bearing wear pattern showing traces of seizure
C D
Figure 4. Bearing wear pattern showing seizure

1. The bearing wear pattern shows distinct edge loading with traces of
seizure in the running layer. The cause of edge loading has to be
established and, if possible, remedied before a new bearing shell is
installed. (see Figure 4-C)
Criterion: The bearing is unsuitable for further use.
2. The bearing wear pattern shows large zones of damage with seizure
of varying intensity. The cause of such damage has to be eliminated
before a new bearing shell is installed. (see Figure 4-D)
3. Bearing wear pattern showing patches of broken-off bearing metal
Figure 5. Bearing wear pattern showing patches of broken-off material

The loaded zone of the bearing shell shows spots of broken-off bearing
metal caused by material fatigue of the running layer. (see Figure 5-E)
6682 000.11--03 E 07.97 103/ 03

Seals made from elastomer
Storage, cleaning, mounting 000.21
Brief description
Seals made from elastomer (rubber products) are to be stored properly

and replaced during overhaul work.
storage of components/appliances,
cleaning of components and
proper mounting.
Explanatory remarks
When doing maintenance and overhaul work, seals made of natural or

synthetic rubber are to be renewed. Only in case of emergency may
completely intact seals be reused. It is recommended to order new seals
inmediately when used up to ensure that they are available when required.
The following sections are passages taken from DIN 7716 and ISO
2230-1973.
Storing elastomer seals
The useful life of rubber products is adversely affected by oxygen, ozone,

heat, light, humidity, solvents and mechanical loading. For this reason, the
serviceability of the rubber seals installed depends, among other things,
on correct storage. Therefore, the following should be given particular
attention.
1. The store should be kept cool, dry, dustfree with slight air circulation
2. The storing temperature should not drop below -10 EC and not
exceed +25 EC. For neoprene products (chloroprene rubber), the
storing temperature should not drop below +12 EC.
3. In storage rooms that are heated, rubber products are to be shielded
from the heat. The distance between the heat source and the
material stored should be not less than 1 m. A larger distance is
required in rooms using blast-heated air for heating (danger of drying
out).
4. Rubber products should not be stored in damp rooms. The relative air
humidity should be below 65 %.
5. Rubber products should be protected from direct sun light and strong
artificial light having a high ultra-violet content. The effects of ozone
are also extremely unfavourable. It is therefore necessary to ensure
that the storing location is not in the vicinity of fluorescent lamps or
other light sources emitting ultra-violet radiation. Due to the effect of
6682 000.21--01 E 07.97 101/ 03

ozone, rubber products are not to be stored in the vicinity of electrical
installations, motors or generators.
6. Rubber products are not allowed to be stored in the same rooms as
solvents, fuels, lubricants, anti-corrosion oils, chemicals, acids,
disinfectants and similar.
7. It must be ensured that stored rubber products are not subjected to
any form of tension such as pull, pressure or other causes of
deformation (e.g. O-rings are not to be suspended from hooks
because of the danger of permanent deformation and fissure
forming).
8. Rubber products manufactured of different compositions, e.g.
perbunan and silicone rubber, must not physically touch in storage.
This applies in particular to parts of different colours. Contact with
copper and other materials containing manganese is also to be
avoided.
9. Rubber products are to be packed (sealed) in polyethylene foil bags
or similar (the foils must not contain any softening agent). The bags
are to be provided with a label for identification of the particular type
of elastomer (e.g. perbunan, silicone rubber) and the production date.
The labels prevent mix-ups. In addition, the bags are to be packed in
cartous to protect them from effects of light. Points 6 - 7 should be
duly observed.
10.
▲ Attention! In case of fire or if fluorocaoutchouc FKM (trade
names: Viton, Fluorel, Techoflon, Dai-el) is heated to a temperature
above 315 EC, toxic fumes will develop.
In the presence of water, hydrogen fluoride fumes will convert into
hydrofluoric acid which may cause poorly healing cauterisation.
For fighting fires, always use suitable breathing apparatus, safety
masks and safety clothing.
Dispose of in compliance of the appropriate local regulations.
Cleaning
Rubber products are to be cleaned in warm soapy water and dried at room
temperature. If necessary, seals which have been stored for a longer
period of time can be cleaned in a 1.5 % sodium carbonate solution.
Sodium carbonate solution residues are to be rinsed off with normal tap
water (do not use sea water!).
Solvents such as trichloride ethylene, carbon tetrachloride and
hydrocarbons must not be used for cleaning purposes. Sharp-edged
objects, wire brushes, emery paper etc. are inappropriate for cleaning, too,
because the seals would suffer damage
Assembly
General fundamentals The installation of rubber products requires particular care and attention. In
particular, the following should be observed during assembly and
installation.
O-rings - When being installed, sealing rings must not be stretched by more than
30 % of their inner diameter, and for a short period of time only.
- Sealing rings must not be twisted as being installed (be careful with
rings of larger diameter and small cross-sectional area). Some of the
sealing rings are provided with a line running round the circumference
which must be fully visible and uninterrupted over the entire
circumference after the ring has been fitted.
- Sealing rings must not be slipped over sharp edges, threads, slots etc.
If necessary, the sharp edges are to be covered up.
6682 000.21--01 E 07.97 102/ 03

- When slipping sealing rings over, they are not to come into contact with
anti-corrosion oil. Bushings must be free of anti-corrosion oil in the area
required for fitting the seals. The solvent used for cleaning must have
dried away completely.
- The fitting spaces required by the sealing rings are to be coated with a
suitable lubricant (see below).
Radial sealing rings The sealing lips of rotary shaft seal rings should always face the medium
that is to be sealed off.
Lubricants Components and sealing rings are to be treated with an appropriate

lubricant prior to assembly. Only the lubricating greases listed in the Table
are permissible for the various rubber products. Other lubricants and/or
agents for aiding assembly are only to be used after the manufacturer of
the seals has been consulted.
In the case of rotary shaft seals, only the lubricants listed below, or those
specified by the manufacturer are to be used.
Inappropriate lubricants may cause premature failure of the seals.
Lithium-saponified lubricating greases generally are multi-purpose greases
used for the lubrication of rolling and plain bearings (e.g. multi-purpose
grease MAN 257-NLGI 2). Greases containing silicone are specially
labeled and identified as such.
g ring
Sealing g Lubricating grease
Q lit
Quality lithium containing
saponified silicone
Perbunan NBR X X
Silicone VMQ X -
Viton FKM X X
Butyl rubber IIR X X
Neoprene CR X X
Table 1. Lubricants for elastomer seals
6682 000.21--01 E 07.97 103/ 03

Threaded inserts
Use 000.22
Brief description
Threaded inserts serve for making firmly locking threads in components

produced from grey cast iron or light metal. Damaged threads can be
repaired.
proper mounting
and, if necessary,
dismounting.
Commercially available twist drills, with diameters as required for the

respective type and make of threaded insert.
From the supplier of threaded inserts:
Special taps,
Turning-in tool, and turning-out tool if applicable
Drift punch
Standard tools
Explanatory remarks
Threaded inserts ar used, e.g. to produce wear-resistant threads in

components made of cast iron, light metal etc. Similarly, a damage to a
threaded bore can be repaired using a threaded insert to permit the same
bolt size being further used. For this purpose, the old thread has to be
bored open, a new thread has to be cut and the appropiate threaded insert
is to be turned in. Two different types of threaded inserts are avaible: Type
A - standard (non-secured) and tape B - autosecuring (one turn
hexagonally deformed). Please refer to Figure 1.
6682 000.22--01 E 07.97 101/ 03

Operating sequence 1- installation
Thrilling Commercially available twist drills are to be used. For diameters and
drilling depths, please refer to the suppliers sales assortment. Never
counterbore the core hole. Slight deburring, however, is permitted.
Tapping Only special taps are permitted for cutting the thread receiving the insert
(see Figure 3). The depths of thread should be equal to the length of the
threaded insert plus 0,3 ... 0,8 x P (P = pitch) (F in Figure 2 is too short).
A Diameter
B Length of the treaded
C Tang
K Threaded insert Type A
consistently round shape on
the inside
J Threaded insert Type B
(1 turn of thread of hexagonal
shape on the inside)
Figure 1. Threaded insert Type A - nonsecured (left). Type B - auto-securing (right).
E Core hole diameter

F Core hole depth
(length of threaded
insert plus transition)
Figure 2. Twist drill/bore hole
G Diameter of the special

tap, suitable for A
Figure 3. Special tap
C Tang
H Fitting tool
Figure 4. Fitting tool
6682 000.22--01 E 07.97 102/ 03

L Tang breaker/punch
M Unfitting tool
Figure 5. Left. Tang breaker/punch, right. unfitting tool
Fitting The fitting tool (H) is to be used for installation. Place the threaded insert
in the bias shell of the tool with the tang facing the direction of insertion.
Turning the spindle will cause the tang to be engaged by the spindle and
introduce the insert far enough into the bias shell to bring the first turn into
engagement with the last turn of the shell. Place the tool in straight
position onto the bore of the work piece and continue turning the spindle
whereby the threaded insert is fitted in the mating thread (see Figure 4) .
The threaded insert should be fitted 0,3 ... 0,8 x P below the surface. It
must be seated in the fully tapered thread only.
Break the tang The tang (C) only serves for fitting. After fitting , it should be removed
using a special tang breaker (Figure 5) or a drift punch. The tool should be
placed in the thread on the tang of the threaded insert fitted. Give a short
and strong stroke onto the drift of the tool. The tang will break away at the
point programmed for (notch D).
In case of blind holes, breaking the tang away is not imperative. In case
the tang has not been removed, attention should be paid to the maximum
screw-in depth of the bolt.
Operating sequence 2 - removal
If in exceptional cases the threaded insert has to be removed again, an

unfitting tool is available that can be used as shown in Figure 6. With its
wedge-shaped section, this tool is to be vigorously pressed into the thread
and turned anti-clockwise until the insert comes loose/can be turned out.
6682 000.22--01 E 07.97 103/ 03

Tightening of bolted connections
Tightening torques (illustrated) 000.29
Indicating tightening torques for essential bolted connections.

Guaranteeing operating safety.
Brief description
Bolted connections which are tightened by torsion angle or by torque angle

using a hydraulic tensioning tool are to be tightened or released by the
specified values.
Work cards 000.29 and 000.30 contain the necessary information.
Explanations
The illustrations in work card 000.29 serve the purpose of identification in

terms of vicinity and location of the components to be connected. The
illustrations provide the identification numbers, e.g. 020--1, which are
000.30. The identification numbers in turn
numerically listed in work card 000.30
guide the user to the tightening torques and the relevant work cards.
6632 000.29--06 E 04.04 V 32/40 101/ 04

Figure 1. Cross-section/side view of engine
6632 000.29--06 E 04.04 V 32/40 102/ 04

Figure 2. Crankshaft with flywheel and pumps attached/camshaft
6632 000.29--06 E 04.04 V 32/40 103/ 04

Figure 3. Turbocharger and charge-air cooler mounted
6632 000.29--06 E 04.04 V 32/40 104/ 04

Tightening torques (table) 000.30

Brief description
Bolted connections which are tightened by torsion angle or by torque angle

using a hydraulic tensioning tool are to be tightened or released by the
specified values.
6632 000.30--06 E 04.04 V 32/40 101/ 11

6632 000.30--06 E 04.04 V 32/40 102/ 11
6632 000.30--06 E 04.04 V 32/40 103/ 11
6632 000.30--06 E 04.04 V 32/40 104/ 11
6632 000.30--06 E 04.04 V 32/40 105/ 11
6632 000.30--06 E 04.04 V 32/40 106/ 11
6632 000.30--06 E 04.04 V 32/40 107/ 11
6632 000.30--06 E 04.04 V 32/40 108/ 11
6632 000.30--06 E 04.04 V 32/40 109/ 11
6632 000.30--06 E 04.04 V 32/40 110 / 11
6632 000.30--06 E 04.04 V 32/40 111 / 11
Tightening torques (turning moment) 000.31

Brief description
Screwed connections should be tightened by means of torque spanners as

far as possible. For especially important connections, the values are
000.30. Approximate values for other screws are
specified in work card 000.30
given in this work card.
Tightening of screwed If bolted connections other than those listed in work card 000.30 are to be
connections acc. to the torque tightened using a torque wrench, Table 2 should be looked up for approxi-
mate tightening torques. The following should be observed:
- The load acting on a bolted connection depends on the tightening
torque applied, on the lubricant used, the finished condition of the
surfaces and threads, and on the materials paired. It is, therefore, of
great importance that all these conditions are met.
- Table 2 lists the tightening torques for various threads as a function of
the coefficient of friction, i.e. of the lubricant used. The torques are
based on bolt material of the strength class 8.8 with the bolts stressed
up to approximately 70 % of the elastic limit. For other strength
classes, the tightening torques listed in the table have to be multiplied
by the corresponding conversion factors. The strength class is stamped
on the bolt head.
Strength class 5.6 6.8 10.9 12.9

Conversion factor x 0.47 0.75 1.4 1.7
Table 1. Conversion factors for tightening torques as a function of the bolt strength
class.
Approximate coefficient of friction:
m = 0.08 for lubricants containing molibdenum disulphid
(MoS2) - (MOLYKOTE paste type G-n or HSC and
Optimoly-paste White T),
m = 0.14 for surfaces that are not finish-treated, with a thin film
of oil or grease using Loctite (see work card 000.19).
000.19
6682 000.31--01 E 08.97 101/ 02

Tightening torque Tightening torque
Thread in Nm Thread in Nm
Nominal Coefficient of Nominal Coefficient of
size friction m size friction m
0.08 0.14 0.08 0.14
M5 4 6 M 24 475 690
M6 7 10 M 24x2 500 750
M8 17 25 M 27 700 1020
M 10 34 50 M 27x2 730 1100
M 12 60 85 M 30 950 1380
M 14 95 135 M 30x2 1015 1540
M 14x1.5 100 145 M 33 1270 1870
M 16 140 205 M 33x2 1350 2060
M 16x1.5 150 220 M 36 1640 2400
M 18 200 280 M 36x3 1710 2550
M 18x1.5 215 320 M 39 2115 3120
M 18x2 205 300 M 39x3 2190 3300
M 20 275 400 M 42 2630 3860
M 20x1.5 295 450 M 42x3 2760 4170
M 20x2 285 425 M 45 3260 4820
M 22 370 540 M 45x3 3415 5180
M 22x1.5 395 595 M 48 3950 5820
M 22x2 380 565 M 48x3 4185 6370
Table 2. Tightening torques for bolts of the strength class 8.8
6682 000.31--01 E 08.97 102/ 02

General remarks 000.32
Impart the necessary knowledge,

ensure the operational reliability of bolted connections.
Brief description
Bolted connections are, depending on their type and significance, to be

tightened by various methods: tightening without specification, at torque,
according to torsion angle, according to change in length, by means of
hydraulic tensioning tools.
Related work cards

000.29 000.30 000.31
Tightening using standard tools Different methods of tightening bolted connections are being used,
depending on the purpose the connection serves and the significance it
has. Bolted connections of a standard type for which no special
specifications have to be followed can be secured using normal ring,
socket or open-end wrenches without an extension.
▲ Attention! Self-locking hexagon nuts are to be used once only!

After they have been used for assembly, they must be replaced by
new self-locking hexagon nuts!
Tightening at torque Bolted connections for which a certain tightening torque is specified in
work cards 000.29 and 000.30 require a torque wrench. The lubricant
specifiactions are of significance because, depending on the lubricant
applied, the loads acting on the bolted connections will differ although the
torque is the same. The supplier’s specifications are to be observed for
pretreating the bolted connection and for applying the lubricant.
If a torque wrench is also used for the loosening of bolted connections,
care should be taken that the maximum torque of the wrench is not
exceeded (danger of suffering damage). In no case whatsoever is the use
of extension pipes permitted. Torque wrenches do also have to be
checked for correct indications/setting at regular intervals.
In case torque wrenches are used for tightening bolted connections other
than those listed in work card 000.30,
000.30 approximated tightening torques can
000.31.
be looked up in work card 000.31
Tightening acc. to torsion angle or Bolted connections for the tightening of which a specific torsion angle is
acc. to torque plus torsion angle prescribed should in a first step be tightened to the point of snug contact of
the nut or bolt using an open-end ring or socket wrench or to the specified
torque using a torque wrench. In a second step, the nut or bolt is to be
further tightened by the specified torsion angle.
6682 000.32--01 E 06.05 General 101/ 02

Tightening acc. to bolt elongation The method of tightening bolted connections primarly or exclusively by
elongation of the bolt/compression of the parts to be connected has lost in
significance compared with others. The elongation/compression is
nowadays only used as a control measure supplementing the hydraulic
tensioning procedure.
Disadvantages of the methods Disadvantages with the tightening of bolted connections using ring,
described above open-end or socket wrenches and torque wrenches respectively are the
following:
- Side forces of considerable magnitudes are being introduced into the
connection,
- the effective preload depends on the lubricant used and/or on the
frictional conditions and
- these methods cannot be used for bolted connections involving a
relatively large nominal diameter.
Tightening using hydraulic When hydraulic tensioning tools are used for the tightening of bolted
tensioning tools connections, the above-mentioned disadvantages do not occur. This
method can reliably be used even for the largest size of bolts. The screw,
the bolt or the axle are hydraulically elongated and released after the nut
has been tightened or loosened. Please refer to the work cards ”Hyraulic
Tensioning Tool - Use” and the safety regulations.
6682 000.32--01 E 06.05 General 102/ 02

Surface examination by means of
penetration methods 000.34
Examination of components for cracks/surface defects.

Evaluation regarding usability/remachining possibilities/tightness.
Brief description
Surface examinations are carried out on high--grade components which

are subjected to high stresses, in order to ensure that they are in perfect
condition and/or to be able to correctly classify defects found.
cleaning and preparing the components for examination,
checking the components.

1 Wire brush -- Inventory
1 Special cleaner -- Inventory
1 Penetrant -- Inventory
1 Developer -- Inventory
1 Protective clothing -- Inventory
Application ranges
Surface examinations by the penetration method are based on the

application of liquid media having a low surface tension and a high
capillary action. They can be proved in pores and cracks up to a gap
width of approx. 0.25 mm provided that there is a connection to the testing
surface. The penetration method can be applied on almost all materials
and within a temperature range of between approx. -5 C and 50 C. Using
special testing means, an application of the method is possible in case of
surface temperatures of up to 175 C. An indication of surface defects (in
the following desginated as defect) is possible independent of their type
and direction and independent of the geometry of the object to be
examined. Other non-destructive examination methods can only be
applied with restrictions under the requirements stated above.
In the case of a similar method, fluorescent penetration oils are used.
These require an additional emulsion process. The evaluation of surface
defects is made under ultraviolet light.
In all cases, the manufacturer’s instructions for use are to be observed.
The following statements illustrate the process and the general application
possibilities.
6682 000.34--01 E 05.01 General 101/ 06

Operating sequence 1 -- Precleaning of the components to be examined
Depending on the type and condition of the component to be examined,

differing cleaning methods are to be applied. The surface to be examined
always has to be metallically bright, clean and free from grease. All kinds
of coatings and layers such as electroplated coatings, corrosion and layers
of scale are to be removed. This is necessary to ensure that the penetrant
can completely wet the surface and penetrate into the surface defects.
Precleaning
1 mechanically
(wire brush)
2 mechanically
(e.g. shot-plasting)
3 chemically
(degreasing by hot
steam)
4 chemically
(cleaning agent)
Figure 1. Possibilities for precleaning the components to be examined (source of illustration: Messrs Helling)
Operating sequence 2 -- Application of the penetrant
The penetrant can be applied to the component to be examined in every

way desired. It is to be ensured that the surface to be examined remains
completely wet during the whole penetration period. The appropriate
penetration period depends on the properties of the penetrant, the
examination temperature and the material of the components to be
examined. Generally, it is within the range of between 3 and 5 minutes
for castings, and between 10 and 20 minutes for homogeneous metals.
Penetration process
1 Splashing
2 Application by brush
3 Spraying
(spray can)
4 Spraying
(compressed air
spraying gun)
Figure 2. Possibilities for applying the penetrant
6682 000.34--01 E 05.01 General 102/ 06

Operating sequence 3 -- Intermediate cleaning of the component surface
The excessive penetrant which adheres to the component surface has to

be removed completely. In this connection, it is to be noted that the
penetrant remains in possible defects. The cleaning method depends on
the penetrant used.
Intermediate cleaning
1 Nonfuzzing cloth or
sponge which had
been soaked in water
2 Washing by means of
a brush
3 Rinsing with water
4 Special cleaner
(suitable for the
penetrant used)
Figure 3. Possibilities for intermediate cleaning
Operating sequence 4 -- Drying of the cleaned component surface
After removal of the excessive penetrant, the component surface to be

examined has to be dried as quickly as possible. In this connection, it is to
be noted that the the penetrant does not become dry in possible defects.
The complete drying process can be dispensed with in case a wet
developer together with water as carrier fluid is used for the developing
process.
Drying process
1 Air drying
2 Dry, nonfuzzing cloth
3 Compressed air
(free from water and
oil)
4 Hot air
Figure 4. Possibilities for component drying
Operating sequence 5 -- Developing process
Apply the developer to the component surface to be examined as

uniformly as possible, in a thin coat. Besides wet developers on water
basis and/or solvent basis, dry developers are also used. As a rule, the
development period corresponds to the penetration period of the
penetrant.
6682 000.34--01 E 05.01 General 103/ 06

Developing process
1 Water-based wet
developer
(submerging)
2 Solvent-based wet
developer (spray can)
3 Solvent-based wet
developer (compr. air
spraying gun)
4 Solvent-based wet
developer (electro-
statical/airless)
Figure 5. Possibilities for applying the developer
Operating sequence 6 -- Evaluation of the results
The developer (white) withdraws the penetrant (red) from possible defects
and represents them in the form of coloured bleedings. Size, type and
shape of the bleedings allow conclusions as to the formation of the defect.
In Figure 7, such defect indications are represented diagramatically.
Evaluation of results
1 Visual inspection
2 Documentation on
transparent adhesive
foil
3 Photographs
4 Documentation by
taking photos and/or
video recording
Figure 6. Possibilities for recording the examination results
1 Cold cracks 6 Accumulation of pores

2 Hot cracks 7 Spongy structure
3 Grinding cracks 8 Pores
4 Cracks (severe bleeding)
(severe bleeding) 9 Stress corrosion cracking
5 Pores
Figure 7. Fault indications
6682 000.34--01 E 05.01 General 104/ 06

Figure 8. Valve cone with stress cracks at the fillet
Figure 9. Valve cone with cracks on the valve seat armouring
6682 000.34--01 E 05.01 General 105/ 06

Recommended manufacturers for test chemicals (special cleaner/penetrant/developer)
Manufacturing firm Special cleaner Penetrant Developer

Tiede
Bahnhofstraße 94-98 Tiede-PEN RL-40 Tiede-PEN PWL-1 Tiede-PEN DL-20
D-73457 Esslingen
MR Chemie GmbH
Nordstraße 61-63 MR 79 MR 68 NF MR 70
D-59427 Unna
Brent GmbH
Rostocker Straße 40 ARDROX ARDROX ARDROX
D-41199 Mönchengladbach 9PR88 9VF2 9D1B
Helling KG GmbH & CO.
Sylvesterallee 2 NPU VP 30 D 70
D-22525 Hamburg
Table 1. Manufacturers/test chemicals
Figure 10. Test chemicals of various manufacturers

(special cleaner/penetrant/developer respectively)
6682 000.34--01 E 05.01 General 106/ 06

Surface examination by means of
Magnetic flux leakage methods 000.34
Examination of components for cracks/surface defects.

Evaluation regarding usability/remachining possibilities/tightness.
Brief description
Surface examinations are carried out on high--grade components which

are subjected to high stresses, in order to ensure that they are in perfect
condition and/or to be able to correctly classify defects found.
cleaning and preparing the components for examination,
checking the components.
Qty Denomination No. Availability

1 Yoke magnetising device -- Inventory
1 Permanent magnetising device -- Inventory
1 UV light source -- Inventory
1 Magnetic particles (dry) -- Inventory
1 Magnetic particles (in suspension) -- Inventory
1 Special cleaner -- Inventory
1 Special varnish -- Inventory
Application ranges
Surface examinations by Magnaflux test cause magnetic discontinuities

and thus magnetic flux leakages in the defective areas of ferromagnetic
materials through which a magnetic field flows. These exceed the
component surface. The presence of a magnetic discontinuity and/or a
magnetic flux leakage is proven by applying fine ferromagnetic particles on
the component surface. These particles are partly retained by the
magnetic flux leakage. The accumulation of magnetic particles makes the
contour of the defect visible and generally shows the location, size, shape
and the extent of the magnetic flux leakage.
The magnetic particles are applied to the surface to be examined in the
form of dry powder or in liquid suspension (water, oil, petroleum). The
materials concerned are ferromagnetic materials such as iron, nickel and
cobalt alloys. The ferromagnetic properties of these materials are lost if a
certain temperature, the so-called Curie point, is exceeded. This Curie
point is at approx. 760 C for most ferromagnetic materials.
The magnetic field circulating in the component to be tested can be
produced in different ways. Besides the coil, self and induction flux, yoke
6682 000.34--02 E 03.99 General 101/ 05

magnetising is the most widely used magnetising method. In all cases,
the manufacturers’ instructions for use are to be observed. The following
statements illustrate the process of yoke magnetising and the general
application possibilities.
Figure 1. Alternating current yoke magnetising device (source Messrs Helling)
Figure 2. Permanent magnet with special varnish and magnetic particles

in spray cans (source Messrs Helling)
6682 000.34--02 E 03.99 General 102/ 05

Yoke magnetising
Figure 3. Course of flux lines during yoke magnetising

As regards yoke magnetising, two methods of magnetising can in principle
be differentiated. The magnetic field can be produced by a permanent
magnet or by an electromagnet.
Mostly, such defects are indicated whose longitudinal direction is vertically
to the connecting line between the magnet poles (horizontally to the field
direction). For this reason, it is necessary to carry out the examination
once again in cross direction (refer to Figures 4/B and 4/C).
A Component without
defect
(homogeneous
magnetic field - no
fault indication)
B Component with defect

in field direction
(homogeneous
magnetic field - no
fault indication)
C Component with defect

horizontally to the field
direction
(inhomogeneous
magnetic field -
magnetic flux leakage -
clear fault indication)
Figure 4. Flux lines in the magnetised component
The component to be examined is to be cleaned and freed from all kinds
of coatings and layers which might preclude the alignment of the magnetic
particles and/or lead to incorrect fault indications.
Generally, narrow partings such as cracks and gaps result in clearer
indications than wider defects such as slag, pores or shrink holes. Defects
which are located underneath the surface result in poorly defined
indications, which become more and more blurred with increasing depth.
Magnaflux testing is therefore mainly applied for detecting defects on the
surface and close to the surface.
6682 000.34--02 E 03.99 General 103/ 05

Applying the magnetic particles
The magnetic particles can be applied employing the dry and/or wet
method. Both methods vary in their application possibilities and, to some
extent, with regard to the indication sensitivity.
Figure 5. Formation of beads by the magnetic particles due to magnetic flux lea-
kages
Dry method In case of the dry method, the magnetic particles are dusted onto the
component surface to be tested by means of a slight air flow. This can be
done by means of a spraying gun or a spray can. The use of dry powder
requires that the surface of the component to be examined is absolutely
dry and grease-free. In connection with this method, the surface
roughness may be slightly higher then in case of the wet method. The dry
method results in the formation of comparatively thick powder beads which
lead to a clear fault indication.
The dry method is of advantage for the examination of components which
may not be wetted by water or test oil and/or on hot component surfaces.
Wet method In case of the wet method, the magnetic particles are flushed onto the
component surface to be examined by means of a carrier fluid. Depending
on the application, water or test oil is used as carrier fluid. By using such
magnetic particle suspensions, the mobility of the individul magnetic
particles is distinctly increased. The particles “float” to the defective areas.
This, however, requires a permanent movement of the carrier fluid in order
to prevent the magnetic particles from depositing.
Decisive for the examination result is also the concentration of the
magnetic particles in the carrier fluid. In general, higher concentrated
magnetic particle suspensions have a greater depth effect resulting in a
quicker fault indication. Suspensions with a lower concentration, on the
other hand, have a higher indication sensitivity, the formation of the
powder beads, however, requires more time. The concentration of
non-fluorescent magnetic particle suspensions is in the range of between
6 and 24 g/l, of fluorescent magnetic particle suspension in the range of
between 0.25 and 2.5 g/l.
The application of the magnetic particle suspension onto the component
surface to be evaluated is effected by means of spray bottles or spray
cans. The suspension is poured close to the area to be examined so that
it can slowly flow over the component surface to be examined.
Execution of the Magnaflux testing
First of all, the cleaned component surface is subjected to a visual

inspection and, if required, covered by a quickly drying special varnish to
reach an improved contrast to the magnetic particles. The application of
the magnetic particles and magnetising are effected at the same time.
The time required for flushing and/or spraying depends on the amount of
powder applied per time unit, the concentration of the suspension, the
grain size, the shape of the component surface to be examined and on the
size of the defect to be proven. Generally, flushing and/or spraying has to
be completed prior to cutting off the magnetic field in order not to destroy
the powder beats above the defects again.
6682 000.34--02 E 03.99 General 104/ 05

Very fine partings such as grinding cracks and cracks formed during
hardening can only be discovered for certain using magnetic particle
suspensions of a lower concentration and a small grain size.
Finally, the area to be examined is inspected for particle accumulations,
and possible fault indications are judged, marked and, if necessary, fixed.
Depending on the kind of further use of the component, remnants of the
test media are removed, and the component is demagnetised.
Magnetic particle indications
The beads formed in the defective areas during Magnaflux testing provide
a clear idea concerning the progress of the defect, however, not
concerning the depth of the defect. As already explained, clear magnetic
particle images are produced from defects which originate from the
component surface, whereas defective spots which are located
underneath the component surface only provide blurred indications.
Figure 6. Valve cone with stress cracks at the fillet

A special problem in connection with the Magnaflux testing are the false
indications. These are particle accumulations which occur on spots that
are free from defects. False indications do occur, e.g. on sharp cross
section transition points or in cold-formed areas. It does require a certain
amount of experience to distinguish a false indication from a real fault
indication.
Demagnetising
After magnetising, a residual magnetism remains in the test object which,

depending on the further use of the component, may lead to disturbances.
For demagnetising, the component is subjected to an alternating magnetic
field of decreasing intensity. According to our experience, the field
intensity may in this connection be decreased by not more than 10% at
each alternation. At the beginning of the demagnetising process, the field
intensity selected has to be higher or equal to the field intensity used
during testing.
6682 000.34--02 E 03.99 General 105/ 05

Hydraulic tensioning tools/
High-- pressure pump

6682 004--01 E 08.97 101/ 01

Working and safety regulations
Using high-- pressure tools/
hydraulic tensioning tools 000.33

ensure safe use (of high--pressure tools).
Brief description
Hydraulic tensioning tool, high--pressure hose and high--pressure pump

are tools, which can, in spite of the high pressures, be used safely if the
instructions for use are followed.
The following are to be observed:
danger of accidents,
safety regulations, and
maintenance instructions.
Preliminary remarks
Despite the high service pressures they require, hydraulic tensioning tools,
high-pressure hoses and the high-pressure pump are devices that can be
operated safely and reliably, provided
- the instructions for use,
- the maintenance instructions and
- the safety regulations
are observed.
Safety regulations
J Study work cards carefully and observe safety regulations.

J Clean dirt away from contact surfaces of engine components or tools,
check the threads and clean them if necessary.
J Only use absolutely serviceable tools. Overhaul or replace defective/
dubious parts.
J Apply the specified tensioning pressures and lubricants.
J Use a low-viscous slushing oil as the hydraulic fluid (no lubricating oil,
no fuel oil).
J The securing ring (knurled, threaded ring) must be screwed up to the
stop after the hose coupling has engaged.
J Hose couplings to which no hose is connected have to be locked with
dummy plugs.
J Wear safety goggles.
J Keep persons away from the extended line of the bolt or hydraulic tool
axes.
J Maintain a safe distance from hydraulic tools and high-pressure hoses,
as far as possible.
J Increase the pressure on the pressure regulating valve slowly, do not
exceed the specified pressure.
6682 000.33--01 E 05.05 General 101/ 06

J No heavy blows on loaded bolts, nuts and presses.
J Do not excessively bend high-pressure hoses; the minimum bending
diameter is 400 mm.
J After every tensioning process, check if the hydraulic piston has been
properly reset. The procedure is described in the work cards for the
J When loosening hydraulically tightened bolts, do not exceed the speci-
fied tensioning pressure by more than 5%.
J When checking hydraulically tightened bolts, the loosening pressure
must not be more than 7% below or 5% above the specified tensioning
000.30).
pressure (see work card 000.30
If the loosening pressure is too low (max. 7% below the specified

value), the cause is to be traced (negligent tightening, wear, pro-
nounced settling of the screwed connection).
If the loosening pressure is 10% or more below the specified value,
MAN B&W Diesel AG, Augsburg, is to be consulted for appropriate
checking measures.
If the loosening pressure is too high (tightening pressure plus 5% are
not sufficient for loosening), the cause is to be eliminated as far as
possible (screwed connection damaged/corroded / blocked by paint,
tensioning tool damaged/incorrectly mounted).
If it is not possible to undo the connection in spite of such improving
measures, the tensioning pressure may only be increased far enough
to allow the connection to be released if MAN B&W Diesel AG, Augs-
burg, verifiably has given its approval (danger of bolt overstretching/
component deformation). As an alternative solution, the nut is to be cut
open, and replaced together with the bolt.
Storage and care of the tools
J Store tools at temperatures between 15 and 25C, if possible, in order

to avoid premature aging of plastic materials, and to keep the hydraulic
fluid at an appropriately low viscosity. Plastic seals are to be protected
against the action of light.
J Keep tools away from dust, dirt, chemicals and liquids so as to avoid
sealing faces to be damaged.
J Depressurise presses and high-pressure hoses before they are stored.
J Do not bend high-pressure hoses. Fit couplings into one another.
J When doing overhaul work, make sure to use original spare parts be-
cause proper performance depends, e.g., on the correct hardness of
O-ring seals.
J Check the pump’s pressure gauge for correct indication at regular inter-
vals.
Basic safety instructions
Obligations and liabilities Obligations and liabilities

- The basic requirement for the safe handling and trouble-free operation
of hydraulic tensioning tools is the knowledge of the basic safety in-
structions and the safety regulations.
- These operating instructions, and the safety instructions in particular,
are to be observed by all persons performing work on the hydraulic ten-
sioning tool.
- Moreover, all the rules and accident-prevention regulations applicable
at the usage site are to be observed.
6682 000.33--01 E 05.05 General 102/ 06

Hazards in connection with the Hazards in connection with the use of hydraulic tensioning tools
use of hydraulic tensioning tools
The hydraulic tensioning tool has been manufactured according to the
state of the art and in compliance with the accepted safety rules. Never-
theless, threats to life or physical condition of the user or third parties
and/or impairments on the tensioning tools or on other material assets
may occur during their use. The hydraulic tensioning tool is only to be
used:
J for the intended purpose,
J in unobjectionable, safe working condition.
Malfunctions which may affect the safety are to be remedied immediately.
Checking and keeping records of Checking and keeping records of the load cycles
the load cycles
After every load cycle (load reversal due to pressurisation and depressu-
risation), the hydraulic tensioning tool has to be subjected to a general vis-
ual inspection, and the thread has to be checked for damage and wear.
Important! At regular intervals (after approx. 100 load cycles), the

hydraulic tensioning tool has to be checked (general visual inspection,
checking the thread for damage and wear, and magnetic crack testing of
all components of the device) and the results have to be recorded in the
service records.
▲ Attention! After 2500 load cycles, the hydraulic tensioning tool

has to be taken out of operation and replaced by a new one! The
load cycles are to be recorded in the service records!
Warranty and liability Warranty and liability
As a matter or principle, our “General Conditions for Sales and Delivery”

apply. These were made available to the operator at the time the contract
was concluded at the latest. In case of damage to persons and property,
warranty and liability claims are excluded if the damage is due to one or
several of the following causes:
- Improper use of the hydraulic tensioning tool
- Improper mounting, taking into operation, operation and maintenance
of the hydraulic tensioning tool
- Operation of the hydraulic tensioning tool with defective safety equip-
ment or with components, safety and protection devices fitted im-
properly or in inoperable condition
- Non-observance of the information provided in the operating instruc-
tions regarding transport, storage, mounting, taking into operation,
operation, maintenance and setting up of the hydraulic tensioning tools
- Unauthorised structural changes carried out on the hydraulic tensioning
tool
- Unauthorised operating pressure changes
- Insufficient monitoring of the hydraulic tensioning tool and parts subject
to wear
- Improper repairs
- Non-observance of the maximum permissible load cycles of the hy-
draulic tensioning tool
- Cases of disaster caused by the detrimental effect of foreign matter
and force majeure.
Intended use Intended use
The hydraulic tensioning tool serves for tightening and loosening the
tightening-screw connections on the Diesel engine specified by MAN B&W
Diesel AG, Augsburg. This is effected by applying a high operating pres-
6682 000.33--01 E 05.05 General 103/ 06

sure and tensioning pressure and their limits respectively, which have
been specified for the screwed connections.
Inappropriate use Inappropriate use
Use of the hydraulic tensioning tool for any other than the purpose stated
above is prohibited. In the case of inappropriate use, dangers may occur.
Such inappropriate use includes, e.g.:
J Use for any other type of screwed connection than the ones specified
J High-strength screwed connections in steel construction
J Tightening-screw connections in other areas.
Organisational measures Organisational measures
Supplementary to the operating instructions, the general legal and other

binding regulations for prevention of accidents and environment protection
are to be observed and according instructions are to be given!
Such obligations of the operator include, e.g.:
J Making available / wearing the personal protective outfit
J Checking all the available hydraulic equipment at regular intervals.
J The personal which is to perform work on/with the hydraulic tensioning
tool is, prior to commencement of the work, to be instructed in refer-
ence to the operating instructions and the safety instructions included
therein.
Safety equipment Safety equipment
Prior to taking the hydraulic tensioning tool into operation, it must always
be ensured that all the safety equipment has been fitted properly and is
fully operational.
Informal safety measures Informal safety measures
The operating instructions are always to be stored together with the hy-
draulic tensioning tool.
Supplementary to the operating instructions, the general as well as the

locally valid regulations for the prevention of accidents and the protection
of the environment are to be made available and observed.
Instructing the personnel Instructing the personnel
Only trained and instructed personnel is allowed to carry out work on and
with the hydraulic tensioning tool. The competences of the personnel with
regard to operation, alteration and maintenance are to be clearly fixed.
Personnel to be trained may only perform work on the hydraulic tensioning
tool under the supervision of an experienced person.
Safety measures in normal Safety measures in normal operation

operation
Prior to taking the hydraulic tensioning tool into operation, it must be en-
sured that no one can be endangered by the tool. At least once during
every load cycle, the hydraulic tensioning tool is to be checked for visible
damage on the outside and for the operability of all the safety equipment.
▲ Attention! During pressurisation, attention must be paid to the

permissible operating/tensioning pressure of the respective hy-
draulic tensioning tool and the screwed connection to be tightened!
For hydraulic tensioning tools/cylinders with a low operating pres-
sure, there is no additional pressure limitation for the max. operating
pressure of the pump. When such a tool is used, particular attention
is to be paid to the pressure gauge!
6682 000.33--01 E 05.05 General 104/ 06

▲▲▲ Danger! Take the residual mechanical, hydraulic and pneu-
matic energies occurring on the hydraulic tensioning tool into con-
sideration and take corresponding actions when instructing the op-
erating personnel.
Points of particular danger Points of particular danger
Period of use of hydraulic hose pipes and seals

J Pay attention to the period of use stated by the manufacturer of the
hoses!
Connection of the hose pipe
J Hose connections have to be checked prior to starting operation.
J The connections must be engaged and interlocked.
J Hose pipes may only be disconnected when the hydraulic system is in
unpressurised condition.
Defective hose pipes
J High-pressure hose pipes are subject to an operating pressure of
1500 bar (bursting pressure >3300 bar) and are jacketed by a protec-
tive hose. They are to be checked for damage prior to taking them into
operation.
J Do not bend hose pipes excessively. The minimum bending diameter
of the high-pressure hose pipe is 400 mm.
J Only use hose pipes approved by MAN B&W Diesel AG, Augsburg!
Bruising of limbs between tensioning cylinder and thrust pad
J When screwing the hydraulic tensioning tool onto the bolt, make sure to
keep your hands out of the area where the tensioning cylinder and
thrust pad will be seated!
J While pressurising the tool, make sure to keep your hands out of the
area where the tensioning cylinder and the thrust pad will be seated!
Hot surfaces and components
J Touch hot surfaces of components only when wearing protective gloves
and protective clothing!
J Let components cool off before touching surfaces when not wearing
protective gloves and protective clothing respectively!
Rupture of the bolt
J During pressure build-up, keep out of the direction of force, i.e. the ex-
tended axis of the respective bolt.
Defective components
J After every tensioning process, the threads are to be cleaned and
checked for damage
J Damaged and worn parts (tension screw, nut etc.) must not be used
under any circumstances and are to be replaced immediately.
6682 000.33--01 E 05.05 General 105/ 06

Due to the high pressures and forces, particular attention is to be paid to
the following:
J Risk of fracture of highly loaded parts during pressure build-up in the
tool (preloading, releasing and routine testing). Broken parts will be
flung in the direction of the force applied, i.e. the extended axis of the
bolts or presses. Such a hazard exists during pressure build-up or
when the hydraulic tool is under full tension and additional stress is in-
duced by heavy blows.
J Risk of ejection of needle-like or razor-sharp hydraulic fluid jets due to
leaky sealing elements, bursting hoses or fracture of fittings. Hazard of
injury of the skin or the eyes at distances of up to one metre.
J Rupture of running gear bolts causing serious engine damage may
occur if the tightening processes have not been carried out according
to the instructions. Possible causes of failure: incorrect pressure built
up during preloading, connection of a hose has been omitted, the hose
coupling has not engaged properly, the tensioning process has not
been properly controlled (length not measured, the number of holes for
nut tightening was neglected).
Hydraulic tensioning tool, sy- Hydraulic tensioning tool, system
stem
J Work on hydraulic equipment may only be done by persons having
special knowledge and experience in dealing with hydraulics!
J Check all pipes, hoses and screwed connections at regular intervals for
leakages and damage that is visible from the outside! Remedy dam-
age immediately! Spurting out oil may cause injuries and fire.
J Hose pipes which are to be opened are to be depressurised according
to the subassembly group description prior to starting repair or assem-
bly and fitting work!
J Use only the hydraulic fluids specified by MAN B&W Diesel AG, Augs-
burg.
J Install and fit high-pressure hose pipes properly! Do not mix up the con-
nections! Fittings, length and quality of the hose pipes must meet the
requirements.
J When carrying out work on/with the hydraulic tensioning cylinder, wear
safety goggles and protective gloves. Keep out of the immediate vicin-
ity of the device while pressure is being built-up.
Servicing and maintenance, Servicing and maintenance, trouble shooting
trouble shooting
J Carry out the specified adjustments, maintenance and inspection work
in time.
J Secure hydraulic tensioning tools against inadvertent taking into oper-
ation.
Structural changes on the hy- Structural changes on the hydraulic tensioning tool
draulic tensioning tool
J Do not carry out any modifications, attachments or alterations on the
hydraulic tensioning tool without prior written consent of the manufac-
turer.
J All alteration measures have to be approved in writing by Messrs MAN
B&W Diesel AG, Augsburg.
J Hydraulic tensioning tools which are not in an unobjectionable condition
are to be replaced immediately! Use only original spare and wear parts!
In case parts supplied by third parties are used, it is not guaranteed
that they have been designed and manufactured appropriately to the
type of duty and with regard to security.
6682 000.33--01 E 05.05 General 106/ 06

High-- pressure pump
Use 009.03

ensure proper application.
Brief description
The high--pressure pump produces the pressure required for tightening

and untightening the large bolted connections by means of the hydraulic
tensioning tool. It is driven by compressed air and produces pressures up
to 1,600 bar at low delivery rates.
Information is imparted concerning:
technical data,
putting into operation,
putting out of operation,
maintenance, and
behaviour in case of disturbances.

1 High--pressure pump 009.338 Optional
1 Anti--corrosion oil (Viscosity 6--16 mm2/s) -- Inventory
Technical details
Term Information
Oil filling 5 litres
Quality Anti--corrosion oil
Pressure range 1 0 -- 1200 bar
Pressure range 2 1200 -- 1600 bar
Test pressure 1600 bar
Compressed air connection 6 -- 15 bar
Dimensions 444x240x318 mm
Weight 35 kg
6682 009.03--03 E 03.04 32/40, 40/54, 48/60, 58/64 101/ 04

1 Push-button for pres-
sure range 2
3 Oil admission socket
with filling strainer
4 Compressed-air connec-
tion
5 Compressed-air pres-
sure gauge
6 Oil pressure gauge
(0-1600 bar)
8 Hose connection (ten-
sioning tool)
9 Front plate
11 Casing cover
12 Set of wear parts
A Lever
B Relief valve
C Pressure regulating
valve Figure 1. High-pressure pump, type 11, GERUS make
Structure/operating principle
The following is required for tightening and untightening large-sized bolted

connections:
- the high-pressure pump,
- special, pressure-resistant hoselines, and
- hydraulic tensioning tools, with resetting devices if necessary.
The high-pressure pump delivers a relatively low volume of fluid (under
pressures of up to 1,600 bar if required) through push-and-lock hoselines
to one or several tensioning tools.
After the piston of the tensioning tool has been screwed onto the bolt
thread, the hydraulic fluid will lift the piston in the casing, whereby the bolt
is elongated; the tensioning tool as such is supported on the environment
of the bolt.
A Lever
B Relief valve
C Pressure regulating
valve
Figure 2. High-pressure pump - functional diagram
6682 009.03--03 E 03.04 32/40, 40/54, 48/60, 58/64 102/ 04

The high-pressure pump is driven by compressed air. The air is passed
through control elements and directed onto one piston. Air admission to
this piston is possible from both sides. This piston carries pistons of a
smaller diameter on either side which draw hydraulic oil from their environ-
ment, or deliver oil to the distributor on the opposite side. As soon as the
piston reaches an end position, a pilot valve directs the air flow to the
other side of the piston, and the delivery and intake process is repeated.
The pressure on the air side is normally limited so that a pressure of
1200 bar can be produced on the hydraulic side. If higher pressures are
required, a valve is switched over by pressing a push-button to bypass the
pressure limitation. A basic pressure of 1600 bar must not be exceeded.
Putting into operation
▲ Attention! Observe the safety instructions given in work card

000.33!
000.33
Steps 1. Check the oil level in the pump by opening the oil admission socket
(3); top up anti-corrosion oil if necessary.
Important! When topping up oil make sure that this is exclusively
done through the filling strainer because foreign particles may cause
failures.
2. Connect the high-pressure pump to the hydraulic cylinder of the ten-
sioning tool by means of the connecting hoses.
3. Shift the lever (A) to position II OUT OF OPERATION.
4. Connect the compressed air line to connection (4).
5. Adjust the pressure regulating valve (C) so that the pressure gauge
(5) for the supply of compressed air indicates approximately 1 bar.
6. Open the relief valve (B) (counter-clockwise) to relief the oil side of
the high-pressure pump.
7. Verify that all the hoses have been connected correctly and that con-
nection points (8) not needed have been plugged by dummies (block
the sliding sleeve of the coupling by means of the arresting ring).
8. Shift the lever (A) to position I IN OPERATION - the pump will start
operating.
9. Close the relief valve (B) (clockwise).
Important! When connecting hoses and tensioning tools, these
must be vented and completely filled with oil, too.
10. Stepwise turn the pressure regulating valve (C) for compressed air
clockwise until the desired pressure is indicated on pressure gauge
(6) (depending on the size of the tensioning tool, this is done with a
time lag).
Tip! The pump operates until the adjusted oil pressure has been
reached, leakage losses are automatically compensated by topping up.
11. If it is necessary to use pressure range 2 (above 1200 up to
1600 bar), press push-button (1) and keep pressing it until the re-
quired pressure is reached.
Tip! When the push-button is released, the pump control will
automatically return to pressure range 1.
Taking out of operation
Steps 1. Shift lever (A) to position II to vent the air side of the pump.
2. Open the relief valve (B) to depressurise the oil side of the pump
(pressure gauge goes to zero). Decompression in the hoses takes
longer. Therefore, after depressurisation, leave the high-pressure
hoses connected to the pump for a further 3 minutes approx., with
6682 009.03--03 E 03.04 32/40, 40/54, 48/60, 58/64 103/ 04

the relief valve open. Otherwise, some internal pressure might re-
main, which blocks the hose coupling. For remedial action, see work
009.05.
card 009.05
3. Disconnect the quick-lock couplings of the connecting hoses.
▲ Attention! Never open quick-lock couplings under pressure. Ac-
cident hazard! Pressure gauge (6) readings must be zero.
Tip! If several screwed connections are to be tensioned successively at
the same pressure, the setting of the pressure regulating valve (C) re-
mains the same, it need not be newly adjusted.
4. Leave the connecting hose on the hose connection (8) and displace
the anti-corrosion oil from the hydraulic cylinder of the tensioning tool.
For the description of this procedure, see work cards for the tension-
ing tools.
5. Disconnect the hose.
Maintenance
The components and connections of the high-pressure pump are to be

checked for tightness from time to time, and overhauled if necessary. The
set of wear parts (12) for the pump and pressure regulating valve has
been attached behind the front plate (9).
Prior to use, the oil level is always to be checked and oil filled up if neces-
sary. The pump must never run completely dry because air would then be
aspirated. Approx. once a year, the oil charge is to be drained, and fresh
oil is to be be filled in. On every oil change, the oil space is also to be
cleaned.
To remove water from the filter pressure controller, the front plate (9) is to
be removed, and the screw plug at the bottom of the pressure controller is
to be screwed further in by a few turns in order to allow the water to be
drained. Retighten the screw plug subsequently.
Cases of operational troubles
Compressed air part 1. Pump is only operating at pressures > 1.5 ... 2 bar.
Reason: The friction of the control slide valve gasket is too high.
Remedy: Lubricate or renew the O-ring seals on the slide.
2. Pump does not run, or runs but slowly.
Reason 1: Compressed air side is not tight.
Remedy: Replace the O-ring seals.
Reason 2: Venting holes are clogged with ice.

Remedy: Heat the pump to approx. 20 EC.
3. Pump does not generate pressure, or stops at dead centre.
Reason: Ice clogging on the air side, or functional deficiency.
Remedy: Replace the O-ring seals on the control slide valve or pneu-
matic piston.
4. Condensed water emerges at the silencer of the ventilation.
Reason: The compressed air filter is filled with water.
Remedy: Drain the compressed air filter.
Hydraulic part 1. Pump is operating, however, not delivering
Reason 1: There is air in the suction pipe.
Remedy: Bleed air from the hydraulic system.
Reason 2: The suction filter is clogged.

Remedy: Clean the suction filter.
2. Hydraulic oil emerges at the silencer.
Reason: Piston seal is worn or not tight.
Remedy: Replace the seal.
6682 009.03--03 E 03.04 32/40, 40/54, 48/60, 58/64 104/ 04

High-- pressure hoses
Use 009.05

ensure safe use (of high--pressure tools).
Brief description
High--pressure hoses are required for connecting the hydraulic tensioning

tools with the high--pressure pump. They transmit high pressure.
Information is imparted concerning:
proper use/application and
forcing open of non--return valve.

1 High--pressure hose 009.304 Standard
1 Opener 009.026 Standard
Figure 1. High--pressure hose with opener mounted (left at the bottom)
Design
Special, pressure-resistent hoselines are used to connect the high-pres-

sure pump with hydraulic tensioning tools. These hoses consist of a steel-
wire-clad synthetic hose on the inside and a protective external hose
which collects the fluid issuing in case of leakage.
6682 009.05--01 E 05.05 32/40, 40/45, 40/54, 48/60, 58/64 101/ 02

Admissible service pressure
J under constant load 1500 bar,
J under pulsating load 900 bar.
Minimum burst pressure 3300 bar.
Using
High-pressure hoses are equipped with quick-lock safety couplings at both

ends, which have to be secured against inadvertent disconnection by an
additional threaded ring. The knurled threaded ring is to be screwed down
to the stop after the coupling has engaged.
▲ Attention! Observe the safety instructions in work card 000.33

000.33!
Take the maximum usability specified by the manufacturer into ac-
count!
Force the non-return valve open After having been used, i.e. after the high-pressure pump has been
switched off and the relief valve has been opened, the hoses should be left
connected for approx. 3 more minutes. Otherwise, residual internal pres-
sure may block the hose coupling when attempting to pull it off. As a re-
sult, it may happen that the high-pressure hose can no longer be inserted
in the coupling. In this case, the non-return valve has to be opened using
the opener (009.026) - see Figure 2. Other tools must not be used to avoid
damage.
The high-pressure hoses are equipped with non-return valves on both
ends, which provide protection against leakage during storage.
1 Hydraulic nipple on the

high-pressure hose
2 Knurled screw for
fixing in place
3 Knurled screw for
forcing the valve open
Figure 2. Using the opener
6682 009.05--01 E 05.05 32/40, 40/45, 40/54, 48/60, 58/64 102/ 02

Hydraulic tensioning tool
Use 009.01

Brief description
Hydraulic tensioning tools serve the purpose of expanding bolts as against

the components to be connected. In this condition, the nuts can be
tightened or loosened without application of force.
untightening,
tightening and
resetting the piston.

1 Hydraulic tensioning tool 009.096 Standard
1 High--pressure pump 009.341/(009.338) Optional
1 Hydraulic hand pump 009.320 Standard
1 Resetting device 009.092 Standard
1 Open--jaw wrench 24x27 000.606 Standard
1 Tommy bar, 10 mm 000.263 Standard
Related work cards

000.30 000.33 009.02
009.03 009.05
6629 009.01--02 E 03.05 32/40 101/ 05

Technical details
Term Information
Tool number 009.096 / 009.097
Effective piston area 72.72 cm2
Delivery stroke 11 mm
Nominal pressure 1,200 bar
Test pressure 1,300 bar
Preliminary remarks
Using the piston and casing of the tensioning tool, completed by thrust
pads and adapter pieces, bolts are elongated relative to the components
to be connected. This is achieved by forcing hydraulic fluid against the
piston by means of the high--pressure pump/hydraulic hand pump. If the
pressure is sufficiently high, the nut of the bolt can either be unscrewed or
tightened to specification.
Hydraulic tensioning tools as well as high--pressure hoses must be
completely filled with hydraulic oil prior to use. Air has to be bled if
necessary.
The tightness is to be checked from time to time; please refer to work card
009.02.
009.02
High-- pressure hoses have check valves on both ends. Therefore they
cannot run empty.
A prerequisite for the correct tensioning of the screwed connection is a
correctly indicating pressure gauge. In case of doubt, check the pressure
gauge by comparing it with a reference gauge.
For notes on the resetting of the tensioning tool, please refer to operating
sequence 3.
Tensioning tools Single--type tensioning tools are used either individually or in combination
with others.
Tandem tensioning tools are used as one unit as a matter of principle.
6629 009.01--02 E 03.05 32/40 102/ 05

1 Piston
2 Casing
3 Thrust pad
4 Nut
5 Bolt
6 Tommy bar
7 Hose connection
A Gap width for

untensioning the
screwed connection
Figure 1. Single--type tensioning tool, not auto--resetting. Ready for tensioning at the left, and for releasing at the right
Tensioning Before tensioning the screwed connection, the nut has to be tightened by
hand. The piston of the tensioning tool is to be screwed on in such a way
that the casing and the thrust pad are blocked.
Untensioning To undo the tensioned screwed connection, the piston of the tensioning
tool has to be turned back from the hand--tightened position by a specified
angular amount. Otherwise, it may happen that the nut comes loose while
the bolt and tensioning tool are still under tension so that the tool cannot
be removed.
Operating sequence 1 -- Untensioning
Steps 1. Clean the thread of bolt (5).

2. Put the thrust pad (3) over the nut (4).
3. Screw on the tensioning tool, making sure that the thrust pad is
seated concentrically.
▲ Attention! Prior to mounting a tensioning tool, make sure that
the piston is completely pressed in. If the piston is too far out, there
is the danger that hydraulic oil escapes abruptly.
4. Once the tensioning tool is properly seated, turn the piston back by
the angular amount that applies to the screwed connection concerned
000.30). The resultant gap width A can be measured
(see work card 000.30
on or underneath the thrust pad.
5. Connect the high--pressure hose to the tensioning tool and high--
pressure pump/hydraulic hand pump.
6. Operate the high--pressure pump/hydraulic hand pump (see work
card 009.03).
009.03
7. Close gap A.
8. Increase the pressure in the tensioning tool by pumping until nut (4)
can be loosened.
▲ Attention! The pressure applied must not be more than 7%
below and 5% above the tensioning pressure (refer to work cards
000.33).
000.30 and 000.33
9. Insert the tommy bar through the recess in the thrust pad and turn
the nut back (for the angular amount of turning back, refer to work
000.30).
card 000.30
6629 009.01--02 E 03.05 32/40 103/ 05

10. Depressurise the tool, disconnect the high--pressure hose from the
tensioning tool and high--pressure pump/hydraulic hand pump.
11. Screw off the tensioning tool and remove the thrust pad.
Operating sequence 2 -- Tensioning
1. Tighten nut (4) by hand, using the tommy bar (6).

2. Put the thrust pad (3) over the nut.
3. Screw on the tensioning tool, making sure that the thrust pad is
positioned concentrically.
4. Connect the high--pressure hose to the tensioning tool and
high--pressure pump/hydraulic hand pump.
5. Operate the high--pressure pump/hydraulic hand pump (see work
009.03).
card 009.03
6. Tension the stud bolt (5) at the specified pressure (refer to work card
000.30).
000.30
7. Insert the tommy bar through the recess in the thrust pad and fasten
the nut to contact, hand--tight.
8. Depressurise the unit, disconnect the high--pressure hose from the
tensioning tool and high--pressure pump/hydraulic hand pump.
Operating sequence 3 -- Resetting the piston
1 Casing
2 Piston
3 Thrust spindle
4 Thrust pad
5 Hose nipple with check
valve
Figure 2. Usage of the resetting device

Whenever the tensioning tool has been used, make sure to push the
piston back to its home position, thereby avoiding that the effective stroke
is exceeded. Danger of hydraulic fluid escaping abruptly, or of leakage!
Danger of tilting!
It is adviseable to reset the piston with the tensioning tool connected/

operative as a matter of principle. The first step then is to open the relief
valve of the high--pressure pump/hydraulic hand pump (whereby it
becomes possible to displace the hydraulic fluid). Resetting of the piston is
facilitated if the corresponding hose is temporarily connected to return
(only in case of high-pressure pumps).
For the resetting of a tensioning tool without the hose and high--pressure
pump/hydraulic hand pump being connected, first open the check valve of
the hose nipple, using the tool provided for this purpose (opener).
6629 009.01--02 E 03.05 32/40 104/ 05

Steps 1. Turn the two--armed resetting device 009.092 far enough back, then
insert it in the blind holes of the casing.
2. Turn the thrust spindle (3) forwards until the matching projection of
the thrust pad (4) engages in the bore of the piston.
3. Continue turning until contact is reached, and then reset the piston as
far as possible.
4. Remove the resetting device.
6629 009.01--02 E 03.05 32/40 105/ 05

Venting, checking, replacing of
sealing rings 009.02
Impart required knowledge,

ensure correct execution of work.
Brief description
Hydraulic tensioning tools must completely be filled with hydraulic fluid

whenever they are used. They must be vented, if necessary, and checked
for leaks occasionally. In case they leak, the sealing rings must be
replaced.
venting,
checking for leaks,
disassembly and assembly,
replacement of sealing rings/sealing elements.

1 Piston 009.097--1 Standard
1 Casing 009.097--12 Standard
1 Hydraulic nipple 009.096--20 Standard
1 Threaded piece 009.096--21 Standard
1 Sealing ring 009.096--22 Standard
1 O--ring seal 009.096--26 Standard
1 Backing ring 009.096--27 Standard
1 Resetting device 009.092 Standard
1 Resetting device 009.092--1 Standard
6629 009.02--02 E 03.05 32/40 101/ 04

Related work cards

009.01
Preliminary remarks
Hydraulic tensioning tools as well as high--pressure hoses have to be

completely filled with hydraulic fluid prior to being used. Air must be vented
if necessary. They should be checked for tightness from time to time.
High--pressure hoses have check valves on both ends; therefore they
cannot run empty.
1,2 Piston
12,13 Casing
20 Hydraulic nipple
21 Threaded piece *)
22 Sealing ring
26 O--ring seal
27 Backing ring
30 O--ring seal
31 Backing ring
* Threaded piece is glued to hydraulic nipple by means of Loctide 586
Figure 1. Single--type tensioning tool, not auto--resetting
The hydraulic tensioning tool has to be disassembled if sealing rings
require replacement and when it has suffered damage. If disassembly
becomes necessary, it is advisable to replace all the sealing rings.
Because of the high working pressures and the critical clearances and
surfaces, major interventions/repairs are advised against. We recommend
instead to have the tool overhauled by MAN B&W Diesel AG or one of its
authorised service locations, if required.
Operating sequence 1 -- Vent the tensioning tool/check for tightness
Venting 1. Place the tensioning tool with the hydraulic nipple (20) pointing up.
2. Connect the high--pressure pump or the hydraulic hand pump and
high--pressure hose.
3. Force the tensioning tool approx. 10 mm (not more!) apart.
4. Reduce the pressure to ”0” and disconnect the high--pressure hose.
009.01). Force the
5. Apply the resetting device 009.092 (see work card 009.01
check valve in the hydraulic nipple (20) open, using the opener (for
application, see work card 009.05).
009.05
6. Hold the tensioning tool so that the high--pressure nipple points
upwards; using the resetting device, press the piston inward until
bubble--free hydraulic fluid emerges.
7. Dismount the opener and the resetting device.
Check for tightness 8. From time to time, check the tensioning tool for tightness. For this
purpose, mount it on an easily accessible bolt. Connect the
9. Operate the high--pressure pump/hydraulic hand pump and build up
the tensioning pressure that is specified for these bolts. No leakage
should occur during 5 minutes after.
10. Depressurise the tool, disconnect the high--pressure pump/hydraulic
hand pump and high--pressure hose. Dismount the tensioning tool.
6629 009.02--02 E 03.05 32/40 102/ 04

Operating sequence 2 -- Disassemble and reassemble the tensioning tool/replace the sealing elements
1 Piston
12 Casing
Figure 2. Disassembling the tensioning tool (forcing out the piston)

Disassemble 1. Place the tensioning tool on a clean surface, or mount it in a vice with
the wrench flats of the piston (1, 2).
2. Fasten the opener 009.026 to the hose nipple and force the check
009.05).
valve open (for application, refer to work card 009.05
3. Put the spacer (10) onto the piston.
4. Turn the resetting device 009.092 back far enough, then insert it in
the blind holes of the casing.
5. Turn the thrust spindle forward until the projection of the thrust pad
engages in the spacer.
6. Continue turning until the piston comes clear. During the last phase,
avoid tilting as far as possible and secure against falling out.
7. Carefully remove the sealing rings and backing rings.
8. Clean all the parts and check them for damage, and replace them if
necessary.
9. Apply a thin film of Belzona anti--seize lubricant on all the fitting
surfaces of the piston and casing, excluding the sealing elements and
grooves.
Replace sealing rings 10. Fit new backing rings and sealing rings, making sure that they are in
the correct position. The O--ring seal should always be on the
pressurised side, the backing ring with the depression facing the
O--ring seal.
Reassemble 11. For reassembly, follow the reverse order of disassembly. The
resetting device is in this case to be applied from the opposite side.
Take care not to tilt the piston when introducing it. If appropriate,
change the position of the resetting device by 180E. Be careful not to
damage the sealing rings. Use the opener for reassembly, too.
12. After reassembly, vent the tensioning tool as described under working
sequence 1, and check it for tightness.
6629 009.02--02 E 03.05 32/40 103/ 04

Figure 3. Reassembling the tensioning tool
6629 009.02--02 E 03.05 32/40 104/ 04

Use 009.07

Brief description
Hydraulic tensioning tools serve the purpose of expanding bolts as against

components to be connected. In this condition, nuts can be tightened or
loosened without applying force. The piston is pressed back into its initial
position by disk springs.
untightening,
tightening and
resetting the piston.

1 Open--jaw wrench 55 000.570 Standard
Related work cards

000.30 000.33 009.03
009.05 009.08
Technical details
Term Information
Nominal pressure 1000 bar
Test pressure 1,100 bar
Tool number 009.346 / 009.347
6629 009.07--02 E 03.05 32/40 101/ 03

Term Information
Effective piston area 2 x 20.23 = 40.46 cm2
Delivery stroke 3.5 mm
Preliminary remarks
Using the piston and the casing of the tensioning tool, supplemented by
thrust pads and adapters, the bolts are elongated relative to the
components to be connected by hydraulic fluid being pressed against the
piston underside by means of the high-pressure pump or hydraulic hand
pump. If a sufficiently high pressure is applied, the nut of the bolt comes
clear and can either be loosened or fastened to specification.
1 Tensioning tool
2 Disk spring
3 Nut
4 Tommy bar
5 Thrust pad
6 Nut
7 Bolt
A Gap width for

untensioning the
screwed connection
B Bore for tommy bar
X Untensioning
Y Tensioning
Figure 1. Tandem tensioning tool, auto-resetting

Hydraulic tensioning tools as well as high-pressure hoses must be
completely filled with hydraulic oil prior to use. They have to be vented if
required. The unit should be checked for tightness from time to time.
009.08.
Please refer to work card 009.08
High-pressure hoses have non-return valves on both ends, therefore they
cannot run empty.
A prerequisite for the correct tensioning of screwed connections is a
correctly indicating pressure gauge. In case of doubt, compare the
pressure gauge with a reference gauge.
The hydraulic tensioning tool is automatically reset to zero by a set of disk
springs (2). This requires that the high-pressure pump/hydraulic hand
pump is connected and its relief valve is opened.
6629 009.07--02 E 03.05 32/40 102/ 03

Operating sequence 1 - Untensioning
Steps 1. Clean the thread of bolt (7).

2. Place the thrust pad (5) over the nut (6).
3. Use the single-ended open-jaw wrench A/F 55 to check whether the
nut (3) is firmly screwed onto the tensioning tool (1) (see work card
009.08).
009.08
4. Screw on the tensioning tool, taking care that the thrust pad is placed
concentrically.
Tip! For screwing on, insert the tommy bar in bore (D).
5. Following attachment, use the nut (3) to turn the piston back by the
angular amount that applies to the corresponding screwed connection
(refer to work card 000.30).
000.30 The corresponding gap width (A) is
obtained in this way.
6. Connect the high-pressure hose to the tensioning tool and
high-pressure pump/hydraulic hand pump.
7. Operate the high-pressure pump/hydraulic hand pump (see work card
009.03).
009.03
8. Close gap (A).
9. Pump pressure to the tensioning tool until it becomes possible to
unscrew nut (6).
▲ Attention! The pressure pumped should not be more than 7%
below and 5% above the tensioning pressure (refer to work cards
000.30 and 000.33).
000.33
10. Turn the nut back applying the tommy bar through the recess in the
thrust pad (for angular amount of turning back, see work card
000.30).
000.30
11. Depressurise the unit, disconnect the high-pressure hose from the
tensioning tool and the high-pressure pump/hydraulic hand pump.
Operating sequence 2 - Tensioning
Steps 1. Tighten nut (6) by hand using tommy bar (4).

2. Place the thrust pad (5) over the nut.
3. Screw on the tensioning tool (1), taking care to place the thrust pad
concentrically.
Tip! For screwing in place, insert the tommy bar in bore (D).
4. Connect the high-pressure hose to tensioning tool and high-pressure
pump/hydraulic hand pump.
5. Operate the high-pressure pump/hydraulic hand pump (see work card
009.03).
009.03
6. Tension the stud (7) to the specified pressure (refer to work card
000.30).
000.30
7. Screw the nut (6) down to contact, hand-tight, with the tommy bar
inserted through the recess in the thrust pad.
8. Depressurise the unit, disconnect the high-pressure hose from the
tensioning tool and high-pressure pump/hydraulic hand pump.
6629 009.07--02 E 03.05 32/40 103/ 03

Venting, checking, replacing of
sealing rings 009.08

Brief description
Hydraulic tensioning tools must completely be filled with hydraulic fluid

whenever they are used. They must be vented, if necessary, and checked
for leaks occasionally. In case they leak, the sealing rings must be
replaced.
venting,
checking for leaks,
replacement of sealing rings/sealing elements.

1 Hydraulic nipple 009.346--1 Standard
1 Threaded piece 009.346--3 Standard
3 Disk spring 009.346--10 Standard
1 Closing cap 009.346--13 Standard
1 Nut 009.346--16 Standard
6629 009.08--02 E 03.05 32/40 101/ 04

1 Eye bolt 001.404 Standard
1 Hexagon screw driver 12 000.299 Standard
Related work cards

009.07
Preliminary remarks
1 Hydraulic nipple
2 Seal
3 Threaded piece
4 Seal
5 Nut
6 Piston
7 Piston
8 Backing ring
9 O-ring seal
10 Casing
11 O-ring seal
12 Backing ring
13 Disk spring
14 Casing
15 Closing cap
Figure 1. Tandem tensioning tool, auto--resetting

Hydraulic tensioning tools as well as high--pressure hoses must be
completely filled with hydraulic fluid prior to use. They have to be vented if
required, and checked for tightness from time to time.
High--pressure hoses have check valves at both ends, therefore they
cannot run empty.
The hydraulic tensioning tool has to be disassembled if sealing rings have
to be replaced, or if it has suffered damage. If disassembled, all the
sealing rings should preferably be replaced. Major interventions/repairs are
advised against, because of the high working pressures and critical
clearances and surfaces. We recommend that you have the tool
overhauled by MAN B&W Diesel AG or one of the authorised service
bases in case of need.
6629 009.08--02 E 03.05 32/40 102/ 04

Operating sequence 1 -- Vent the tensioning tool/check for tightness
Vent 1. Put up or mount the tensioning tool with the pulling nut so that the
hydraulic nipple (1) points upwards.
2. Connect the high--pressure pump or the hydraulic hand pump and
3. Force the tensioning tool approx. 3 mm (not more!) apart, or pump (in
the mounted condition).
Important! In the latter case, take care that the loading pressure of
the bolt selected is not exceeded.
4. Depressurise the unit. Resetting of the piston by the disk springs will
displace the air into the high--pressure hose.
5. Disconnect the high--pressure hose and bleed the air by using the
opener (009.026).
Check for tightness 6. For routine checks of the tensioning tool for tightness, mount the tool
on an easily accessible bolt. Connect the high--pressure hose.
7. Pump the tensioning tool to the tightening pressure stipulated for this
bolt. No leaking should occur subsequently within a period of
5 minutes.
8. Depressurise the unit, disconnect the high--pressure pump/hydraulic
hand pump and high--pressure hose. Remove the tensioning tool.
Operating sequence 2 -- Disassemble and reassemble the tensioning tool
Starting condition The screw cap (15) or pulling nut (M30 x 2/M33 x 2) screwed off the
piston (6) (single open--end wrench 000.570 to be used for this purpose).
Steps 1. Remove the disk springs (13).

2. Attach the opener (009.026) to the hydraulic nipple (1) and force
open the check valve in the hydraulic nipple.
3. Pull off the casing (14).
4. Put the piston (6) onto hexagonal screw driver (000.299) fixed
between chucks, and loosen and remove nut (5).
Tip! The screwed connection of the nut and piston is a left--hand
thread!
5. Pull the pistons (6 and 7) out of the casing (10).
6. Clean all the parts and check for damage, replace if required.
For reassembly, proceed in the reverse order of disassembly. Previously,
apply a thin film of Belzona--Antiseize on all metallic fitting faces on the
pistons (6 and 7) and the casing (10). Keep clear of threads, sealing
elements and grooves. When introducing the piston in the casing, take
particular care not to damage sealing elements. Also use the opener
(009.026) for reassembly. Insert a new seal (4) and tighten the nut (5)
down to the stop. Fit the disk springs (13) in the correct order (see
illustration). Using the single open--end wrench (000.570), screw the
pulling nut (M30 x 2 / M33 x 2) down to contact, holding the piston (6) in
position using the hexagonal screw driver (000.299).
Important! To ensure that the pulling nut contacts the piston, the
disk springs (13) must be slightly compressed.
After reassembly, bleed air from the hydraulic tensioning tool and check for
tightness (see operating sequence 1).
6629 009.08--02 E 03.05 32/40 103/ 04

Operating sequence 3 -- Replace the sealing elements
Starting condition The tensioning tool has been disassembled, cleaned and checked for
damage. The sealing rings have been removed.
Steps 1. Clean the grooves in pistons (6 and 7) and in casings (10 and 14).
2. Place the backing rings (8 and 12) and O--ring seals (9 and 11) in the
corresponding grooves.
Important! Make sure that the sealing elements are correctly
positioned. O--ring seals always on the pressure side, depression in the
backing ring pointing towards the O--ring seal.
6629 009.08--02 E 03.05 32/40 104/ 04

Dial gauge (measuring device)
Checking the bolt elongation 009.06
Tighten and untighten important bolted connections to the correct values,

Brief description
The measuring device serves the purpose of determining the bolt

elongation for comparison with a reference value. This is to ensure that
bolts of particular significance are tightened correctly by means of the
hydraulic tensioning tool.
proper utilisation/application and
measuring the elongation.

1 Measuring device 009.121 Standard
1 Magnetic prism with support 009.121--1 Standard
1 Guide piece 009.121--3 Standard
1 Clamping piece 009.121--5 Standard
1 Dial gauge (measuring device) 009.121--8 Standard
Related work cards

009.01 000.29 000.30
Preliminary remarks
Bolted connections of particular significance require that the bolt

elongation is measured and compared with a reference value. This is to
ensure that the necessary preload resulting from the bolt elongation and
from forcing the corresponding components together is really achieved.
6629 009.06--03 E 03.05 32/40 101/ 02

This is not the case if the tensioning tool is blocked or if some of the
tensioning pressure is absorbed by friction.
1 Knurled screw
2 Washer
3 Thrust pad
4 Casing
5 Piston
Figure 1. Measuring instrument, attached to hydraulic tensioning tool
Operating sequence 1 -- Measure the bolt elongation al
Starting condition Bolted connection released, tensioning tool put in place and ready to be
operated.
Steps 1. Operate the high--pressure pump/hydraulic hand pump and tighten

the bolt to the pretensioning pressure (for the value, please refer to
000.30) using the tensioning tool.
work card 000.30
2. Attach the measuring device (009.121) to the casing of the tensioning
tool. Appropriately match the dial gauge and feeler positions by
shifting the clamping piece (009.121-5). Set the dial gauge to ”0”.
3. Increase the tensioning pressure to the prescribed ultimate level (see
000.30). Tighten the nut by hand, using the tommy bar.
work card 000.30
4. Reduce the pressure to ”0” and load to pretensioning pressure again.
5. The dial gauge reading corresponds to bolt elongation/contact
pressure of components al. Convert the reading into millimeters and
compare with the set point value (refer to work card 000.30).
000.30
▲ Attention! Bolts are to be tightened applying the specified oil
pressure, and not to elongation al. al measurement is a control
measure only.
6. In case of larger deviations from the set point value, repeat the
procedure; otherwise, check the tensioning tool, the screwed
connection and the pressure gauge.
7. Reduce the pressure to ”0”. Dismount the tensioning tool.
6629 009.06--03 E 03.05 32/40 102/ 02

Operating values/Operating results

6682 005--01 E 08.97 101/ 01

Ignition and compression pressures
Determination 000.25
Record and assess operating data,

recognise problems on subassembly groups/systems (having an
influence).
Brief description
Ignition and compression pressures are a significant indicator for the

mechanical loading the engine is subjected to. They are closely correlated
with essential operating values and allow conclusions on the condition of
components and systems.
recording pressures,
recording operating data, and
evaluating results.
Personnel and time required
Numb Qualification Time [h]

1 Qualified mechanic 0.5

1 Ignition pressure measuring device, Baewert 419.019 Optional
make, type 250E
1 Protective gloves -- Inventory
Preliminary remarks
The ignition pressures are a significant indicator for the mechanical loading
the engine is subjected to. They are closely correlated with essential oper-
ating data and permit to draw conclusions on the condition of components
and the systems, and have therefore to be checked at regular intervals as
specified in the maintenance schedule, using an indicator (pressure
gauge). The evaluation of readings will have to make allowance for both
the absolute values and for differential values from cylinder to cylinder.
A calibration interval of one year is recommendable for the ignition pres-
sure measuring device.
6682 000.25--03 E 04.05 General 101/ 03

Operating sequence 1 -- Record pressures
Starting condition Stable engine operating condition at the desired output. Steady-state
condition of operating characteristics has been reached.
Steps 1. Prior to taking indicator diagrams, open the indicator valve and keep
it open for 2-3 firing strokes to expel soot and combustion residues
that may have deposited in the indicator valve pipe.
▲ Attention! Keep away from the fire burst!
2. Close the indicator valve.
3. Screw the pressure sensor of the measuring device onto the indicator
valve.
4. Record the ignition pressures according to the Operating instruction
manual for the 250E ignition pressure measuring device (419.019).
Tip! The compression pressures can be recorded in the same way as
described above for the ignition pressures, for which purpose the control
rod of the corresponding injection pump is during the process set to zero
against the force of the buckling lever spring.
▲ Attention! Measuring the compression pressure is only admis-

sible up to a load at which the cylinders, which remain in operation,
are capable of taking over the load of the cylinder, which has been
shut down.
Figure 1. Ignition pressure measuring device, Baewert make, type 250E
Operating sequence 2 -- Evaluation/valuation
The following limit values/requirements have to be observed:

- ignition pressures measured at rated output $ maximum value,
- cylinder-to-cylinder deviations $ mean value tolerance
(for the corresponding limit values, refer to the Operating instruction
manual, Section 2.5),
- equal control rod setting on all injection pumps.
It is recommended that the diagrams/results are compared with those of
the test run record and/or with those of previous measurements.
6682 000.25--03 E 04.05 General 102/ 03

Too high ignition pressures occur if ignition is timed too early and the
amount of fuel injected is too small.
Too low ignition pressures on individual cylinders may be caused by the
following functional deficiencies:
- dripping/poor injection of the injection nozzle,
- damaged/worn injection pump, and
- untight inlet/exhaust valves.
Tip! The graphic and/or arithmetical evaluation of the measured data
can be effected by means of the delivered PC software.
6682 000.25--03 E 04.05 General 103/ 03

Charge air cooler/crankcase
Measuring the differential pressure 000.40
Record operating values,

ensure/restore operational reliability,
enable/support economic operation.
Brief description
Supplementary to the data provided in the maintenance schedule,

differential pressure measurements support the determination of the most
appropriate cleaning intervals for charge air coolers, and they enable the
assessment of operating values.
The work includes:
measurement by means of digital pressure gauge, and
measurement by means of U--pipe pressure gauge.

1 Digital pressure gauge ”Digima--Premo” 009.090 Optional
1 Ready--to--use bag 009.090--1 Optional
1 Accumulator 9V 009.090--2 Optional
1 Battery charger 009.090--3 Optional
1 PVC hose 009.030--4 Optional
4 Quick--lock coupling 009.030--5 Optional
2 Hose plug--in nipple 009.090--6 Optional
2 Filter 009.090--7 Optional
1 U--pipe pressure gauge/water--filled PVC hose -- Inventory
1 Measuring tape -- Inventory
Preliminary remarks
Clogged charge-air coolers adversely affect the cooling effect and the
engine operating performance. Measuring of the differential pressure in
addition to the cleaning intervals specified in the maintenance schedule
serve the purpose of determining the most appropriate times for cleaning
and to interprete operating data. A digital differential pressure gauge or a
U-pipe pressure gauge can be used for measuring.
6682 000.40--01 E 07.97 32/40, 40/54, 48/60, 58/64 101/ 04

Measuring set--up/unit
1 Casing in front of
charge-air cooler
2 Charge-air cooler
3 Charge-air pipe
4 Measuring connection
5 Measuring unit
Figure 1. Measuring points/measuring set--up (illustration shows L 40 / 54 engine with single--stage charge--air cooler)
1a ”ON” push button 4 ”Attenuation” push button 8 Battery shelf

1b ”OFF” push button 5a Pressure line connection 9 ”lo bat” display (battery
2a “0” push botton (measuring p1 condition)
range 0 -- 2 bar) 5b Pressure line connection 10a Output for recorder (+)
2b “/” Push button p2 10b Output for recorder (--)
(measuring range 0 - 6a Zero resetting for
10 bar) measuring range
3 Info field (display of 0 - 2 bar
measuring range - 6b Zero resetting for
attenuation) measuring range
0 - 10 bar
7 Display of the measured
value
Figure 2. ”Digima--Premo” measuring unit, make SI, special instruments
6682 000.40--01 E 07.97 32/40, 40/54, 48/60, 58/64 102/ 04

Safety instructions
The maximum pressure on the unit is 14 bar.
Only admit dry gases to connection p1, and only admit gases and fluids
which do not attack polyester, silicone and silicon to connection p2. Only a
measuring hose equipped with a water-repellent filter may be fitted to
connection p2.
In differential pressure measuring, p2 > p1 as a rule. Where p2 < p1, the

measured value sign becomes negative. In relative pressure measuring,
p1 = ambient air pressure, p2 = measuring pressure.
The hose couplings on the engine and the hoses upstream of the
meassuring unit are of the self--locking type.
Measuring using digital pressure gauge
Non--recurring preparations Equip PVC hoses with slip-in nipples and quick-lock coupling at both ends.
Cut one of the hoses approximately 30 cm upstream of the coupling and
fasten both ends to the connections on the water-repellent filter. Use this
hose also for connection p1.
Steps 1. Purge the measuring connections. For this purpose temporarily

connect the hose slip-in nipple which has a nominal diameter of 8 mm
and is fastened to the connection, to the coupling on the engine’s
side.
2. With the filter mounted, connect the PVC hoses to the measuring
points A and B. The securing rings of the hose couplings must be
made sure to engage.
3. Connect the measuring unit and press the ”0” push button for 0 -
2 bar measuring. In field 3, the simbol at ”D” turns up.
4. Press the ”ON” push button. Read the measured value from the
display.
5. Pressure pulsations result in instable displays. If this is the case,
press the ”Attenuation” push button. The simbol at ”D” will turn up in
field 3.
6. Switch the measuring unit off. Pull the measuring hoses off the unit
and the measuring points (making sure to lift the securing ring).
7. Compare the measured value with the reference value and valuate it.
The differential pressure in the as-new condition can be looked up in
the acceptance certificate of the engine. The charge-air cooler should
be cleaned when the differential pressure has reached the maximum
( see engine operating manual, section 2.5) at the latest.
Supplementary information If the battery or accumulator voltage is too low, this will be signalled in the
display field 9 by ”lo bat”. The unit can be further used as long as this
display does not start flashing. When it does, the measurements must be
expected to become incorrect.
The recorder outputs 10a/10b produce a DC of 1 mV/digit (max. 2 V) that
is proportional to the measured value.
Zero resetting is done by means of the potentiometers 6a/6b, with the unit
unloaded.
6682 000.40--01 E 07.97 32/40, 40/54, 48/60, 58/64 103/ 04

Measuring using U-pipe pressure gauge
Steps 1. Purge the measuring connections as described above.

2. Provide the PVC hose of 8 mm inside diameter with end fittings on
both ends, these fittings being connected to the measuring
connections on the engine.
3. Fill an adequate amount of water into the hose so that the water
column is approximately 300 mm high on both sides.
4. Take both ends of the hose and connect them simultaneously to the
couplings of the measuring points.
5. Measure the water differential level h, and evaluate the results as
described above.
ah = 100 mm WS =10
mbar differential
pressure
A Connection upstream
of charge-air cooler
B Connection down-
stream of charge-air
cooler
Figure 3. Measuring the pressure differential using a U-pipe pressure gauge
Checking the crankcase pressure
The crankcase also has a measuring connection (approximately at engine

centre line, exhaust side). It serves to measure the crankcase pressure
relative to the atmospheric, i.e. at connection p2. When interpreting the
measured data, allowance has to be made for the wear on pistons, piston
rings and cylinder liners, for sealing air possibly entering from the
turbocharger bearings into the crankcase, the operating condition of the
crankcase venting valve and other factors.
Figure 4. Measuring point on the crankcase (L 40/54)
6682 000.40--01 E 07.97 32/40, 40/54, 48/60, 58/64 104/ 04

Work cards,
arranged by subassembly groups
1 Introduction
2 Work cards,
3 Work cards,
6682 3--02 E 08.97 101/ 01

Table of contents
: : : N 3.1 List of Assemblies
: : : N 3.2 Work cards, arranged by subassembly groups
N 009... Foundation/resilient mounting/ alignment of the engine
000.09 Position of the crankshaft flange in relation to the driven flange

: : N Determine/check
012.01 Resilient Engine Support
: : N Checking
012.04 Resilient Engine Support
: : N Blocking
N 012 Crankcase/Bearing bolts/Cross tierods/ Cylinder head bolts
012.02 Main bearing bolts and cross tierods

: : N Checking, untightening and tightening
012.03 Cylinder head bolts
: : N Removal and installation
N 020 Crankshaft/Coupling bolts
000.10 Crankshaft
: : N Measure the crank web deflection
020.01 Balance weight bolts
: : N Checking
020.02 Oil bore of the crankshaft
: : N Blocking
020.03 Gearwheel on the crankshaft
: : N Removing and installing
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6632 11.06 V 32/40 101 /07

020.04 Coupling bolts
: : N Checking
N 021 Main bearing/ Thrust bearing/Flange bearing
021.01 Main bearing cap with lower bearing shell

: : N Lowering and checking
021.02 Upper main bearing shell
: : N Removing and installing/checking
021.03 Main thrust bearing
: : N Measuring axial clearance/ checking locating bearing rings
021.04 Main flange bearing/Bearing shells
: : N Removing, refitting, checking
N 027 Torsional vibration damper
027.03 Torsional vibration damper of the crankshaft

: : N Removing and refitting
N 030 Connecting rod/Big--end bearing
030.01 Con--rod shank bolts

030.02 Big--end bearing bolts
030.03 Big--end bearing cap -- lowering Big--end bearing bolt -- removal
: : N Lower big--end bearing shell -- checking
030.04 Upper big--end bearing shell
030.05 Big--end bearing
N 034 Piston/Piston rings
034.01 Piston
034.02 Piston/Piston rings
: : N Checking
034.03 Piston pin and piston pin bush
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6632 11.06 V 32/40 102 / 07

034.04 Piston
: : N Disassembling and assembling
034.05 Piston rings
: : N Assessing
034.07 Chromium--ceramic coated piston rings
N Assessing
N 050 Cylinder Liner/Top land ring
050.01 Top land ring

050.02 Cylinder liner
: : N Measuring
050.03 Cylinder liner (with backing ring)
050.04 Cylinder liner (without backing ring)
050.05 Cylinder liner
: : N Honing
N 055... Cylinder head/Saftey valve
055.01 Cylinder head bolts

055.02 Cylinder head
055.03 Cylinder head
: : N Cleaning
055.04 Sealing face on cylinder head and sealing groove in top land ring
: : N Grinding
055.05 Cylinder head with turnover stand
: : N Machining
N 071 Dead centre indicator/ Speed pick--up
071.01 Speed pick--up

: : N Checking, removing and installing
N 073 Crankcase cover/Saftey valve/ Coverings
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6632 11.06 V 32/40 103 /07

073.01 Safety valve on the crankcase cover
: : N Checking
N 100 Camshaft drive
100.01 Studs for intermediate wheel axles

: : N Checking
100.02 Camshaft drive
: : N Checking
N 101... Camshaft/ Camshaft thrust bearing
101.10 Injection camshaft Camshaft section

102.02 Valve/injection camshaft Thrust bearing
: : N Checking
N 101 Torsional vibration damper
101.02 Torsional vibration damper of the valve camshaft

: : N Checking
N 111 Rocker arm/Rocker arm casing
111.02 Valve clearance

: : N Checking and adjusting
111.03 Rocker arm bracket with rocker arms
N 112 Cam follower/Push--rod
112.01 Cam follower with valve cams

: : N Checking and assessing
112.02 Push--rods
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6632 11.06 V 32/40 104 / 07

113... Inlet and exhaust valves/Valve seat rings/ Valve guides/Valve
N rotators
113.01 Valve rotator

: : N Checking rotating motion
113.02 Inlet and exhaust valve/valve rotator
: : N Removing and installing or rather disassembling and reassembling
113.03 Inlet and exhaust valve Valve cone and seat surface
113.04 Valve seat rings
113.05 Valve guide in the cylinder head
113.06 Valve seating surface
: : N Machining
113.08 Valve cone
: : N Grinding
113.09 Valve plate Depth of burning marks and corrosion
: : N Checking
N 125 Operating device
125.02 Three--way valve

: : N Checking, overhauling
125.04 Three--way valve
125.05 3/2--way solenoid valve
125.09 Pressure reducing valve
125.10 Compressed air filter
125.11 Pressure regulator
125.12 Limit switch
N 140... Speed control
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6632 11.06 V 32/40 105 /07

140.01 Electronic speed governor
: : N Checking
N 160... Starting air pilot valve/ Starting valve/Main starting valve
160.01 Starting air pilot valve

161.01 Starting valve
161.02 Starting valve
161.03 Starting valve Seat in the cylinder head
: : N Grinding
162.01 Main starting valve
N 200... Fuel injection pump/Control linkage
200.01 Fuel injection pump

: : N Checking
: : N Shutting off
200.06 Fuel injection pump Baffle screws
: : N Measuring the plunger lift
203.01 Control linkage
: : N Maintaining and checking
N 221 Fuel injection valve
221.01 Fuel injection valve

: : N Checking
: : N Disassembling
: : N Assembling
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6632 11.06 V 32/40 106 / 07

221.05 Fuel injection valve Seat in the cylinder head
: : N Grinding
221.06 Fuel injection valve Sealing faces on the threaded piece
: : N Grinding
N 280... Charge air and exhaust pipe
280.01 Charge--air and exhaust pipe for emergency operation

: : N Converting
289.01 Exhaust pipe
: : N Checking
N 300... Lube oil and cooling water pump (attached to engine)
300.01 Lube oil pump

300.02 Lube oil pump
: : N Assessing the individual components
350.01 Cooling water pump
N 322 Charge air cooler
322.01 Charge air cooler

322.01 Charge air cooler
: : N Checking, cleaning on the air side
N 434 Fuel injection pipe
434.01 Fuel injection pipe

434.02 Fuel injection pipe
434.03 Fuel injection pipe Sealing faces on the delivery pipe
: : N Grinding
434.04 Buffer piston
: : N Checking
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6632 11.06 V 32/40 107 /07

Baugruppenübersicht
List of Assemblies
Aperçu des sous- ensembles
Lista de todos los grupos 3.1
6632 3.1--03 E 08.02 101/ 06

List of Assemblies
6632 3.1--03 E 08.02 102/ 06

List of Assemblies
D GB F E
(011) Ölwanne Oil sump Carter à huile Cárter de aceite

012 Zylinderkurbelgehäuse Cylinder crankcase Carter du vilebrequin Cárter del cigüeñal
020 Kurbelwelle Crankshaft Vilebrequin Cigüeñal
021 Kurbelwellenlager Main bearing Palier du vilebrequin Cojinete del cigüeñal
(023) * Kurbelwellenverlängerung Crankshaft extension Prolongement du vilebrequin Prolongación del cigüeñal
027 Schwingungsdämpfer Vibration damper Amortisseur de vibrations Amortiguador de vibraciones

030 Pleuelstange Connecting rod Bielle Biela
034 Kolben Piston Piston Émbolo
050 Zylinderbuchse mit Feuerstegring Cylinder liner with top land ring Chemise de cylindre avec Camisa de cilindro con
segment couronne de piston aro de alma superior
055 Zylinderkopf Cylinder head Culasse de cylindre Culata
057 * Sicherheitsventil am Zylinderkopf Safety valve on cylinder head Soupape de sécurité dans la Válvula de seguridad en la culata
culasse de cylindre
071a Verschalung Covering Revêtement Revestimiento
071b * Totpunktanzeiger/ Dead centre indicator/ Indicateur de point mort/ Indicador del punto muerto/
Drehzahlaufnehmer Speed pick--up Capteur de vitesse de rotation Receptor del revoluciones
072 Verschalung Covering Revêtement Revestimiento
073 Verschalungen, Coverings, coverings of crankcase Revêtements, revêtements du Revestimientos, revestimientos del
Kurbelraumverschalungen mit with relief valve carter avec soupape de décharge cárter con válvula de descarga
Entlastungsventil
077 Verschalung der Nockenwelle Covering of camshaft Revêtement d’arbre à cames Revestimiento del árbol de levas
100 Steuerungsantrieb Camshaft drive Commande de la distribution Accionamiento por ruedas dentadas
101a Einspritznockenwelle Injection camshaft Arbre à cames d’injection Árbol de levas de inyección
101b Ventilnockenwelle Valve camshaft Arbre à cames de soupape Árbol de levas de válvula
(101c) * Drehschwingungsdämpfer Torsional vibration damper Amortisseur des vibrations Amortiguador de vibraciones
der Einspritznockenwelle of the injection camshaft torsionnelles torsionales
de l’arbre à cames d’injection del árbol de levas de inyección
6632 3.1--03 E 08.02 103/ 06

List of Assemblies
D GB F E
(101d) * Drehschwingungsdämpfer Torsional vibration damper Amortisseur de vibrations Amortiguador de vibraciones

der Ventilnockenwelle of the valve camshaft torsionnelles torsionales
de l’arbre à cames de soupapes en el árbol de levas de las válvulas
102 Nockenwellenlager Camshaft bearing Palier d’arbre à cames Cojinete del árbol de levas
111 Kipphebel mit Lagerung und Rocker arm with bearings and Culbuteur avec logement et chape Balancín con cojinete y tapa de
Zylinderkopfhaube cylinder head cover de culasse de cylindre culata
112 Ein-- und Auslaßschwinghebel Inlet and exhaust cam follower Basculeur d’admission et Seguidores de leva de admisión y
mit Stoßstange with push--rod d’échappement avec tige de escape con varilla de empuje
culbuteur
113 Einlaßventil Inlet valve Soupape d’admission Válvula de admisión
114 * Auslaßventil Exhaust valve Soupape d’échappement Válvula de escape

(120a) Steuerkolben für Control piston for injection Piston distributeur pour arbre à Émbolo distribuidor para árbol de
Einspritznockenwelle camshaft cames d’injection levas de inyección
(120b) * Steuerkolben für Control piston for valve camshaft Piston distributeur pour arbre à Émbolo distribuidor para árbol de
Ventilnockenwelle cames de soupape levas de válvula
125 * Bedienungseinrichtung Operating device Poste de commande Dispositivo de manejo
140 * Drehzahlregler Speed governor Régulateur de vitesse Regulador de revoluciones
160 * Anlaßsteuerschieber Starting air pilot valve Vanne d’asservissement de Distribuidor de arranque
lancement
161 Anlaßventil Starting valve Soupape de lancement Válvula de arranque
162 * Hauptanlaßventil Main starting valve Soupape de lancement Válvula de arranque principal
principale
200 Kraftstoffeinspritzpumpe mit Fuel injection pump with drive Pompe d’injection de combustible Bomba de inyección de combustible
Antrieb avec commande con accionamiento
203 Regelgestänge Control linkage Tringlerie de régulateur Varillaje de regulación
221 Kraftstoffeinspritzventil Fuel injection valve Soupape d’injection de Válvula de inyección de combustible
combustible
6632 3.1--03 E 08.02 104/ 06
List of Assemblies
D GB F E
280 Ladeluftleitung Charge air pipe Conduite d’air de suralimentation Tubería de aire de sobrealimentación
(280) * Luftumblaseleitung Air bypass pipe Tuyauterie de dérivation d’air Tubería de derivación de aire
280 Druckmeßumformer Pressure transducer Convertisseur de mesure de Convertidor de medición de presión
pression
286 Abgasturboladeranbau Mounting exhaust gas Montage turbocompresseur Montaje turbosobrealimentador
turbocharger
289 Abgasleitung Exhaust pipe Tuyauterie d’échappement Tubería de escape

289 Verschalung der Abgasleitung Covering of the exhaust gas pipe Revêtement du tuyauterie Revestimiento de la tubería de gas
d’échappement de escape
(300) Schmierölpumpe Lube oil pump Pompe à huile de graissage Bomba de lubricación
302 * Schmierölpumpe für Lube oil pump for cylinder Pompe à huile de graissage pour Bomba de lubricación para la
Zylinderschmierung lubrication lubrification du cylindre lubrificación de cilindros
311 * Kurbelraumentlüftung Crankcase venting Ventilation du carter du Ventilación del cárter del cigüeñal
vilebrequin
322 * Ladeluftkühler Charge air cooler Réfrigérant d’air de Refrigerador del aire de
suralimentation sobrealimentación
(350) Kühlwasserpumpe Cooling water pump Pompe à eau de refroidissement Bomba de agua de refrigeración
(408) * Grundlagertemperaturüberwachun Temperature monitoring of main Surveillance de température du Control de la temperatura del cojinete
g bearing palier principal principal
408 * Anbauteile zum Triebraumdeckel Fitting parts to crankcase cover Pièces pour couvercle de carter Piezas de montaje para tapa del
für Splash--Oil for splash--oil pour système Splash--oil cárter con sistema Splash--oil
413 * Verkabelung am Motor für Cabling on engine for splash--oil Cablage électrique sur le moteur Cableado en el motor para sistema
Splash--Oil--Temperatur-- temperature monitoring pour système Splash--oil Splash--oil
überwachung
413 * Ölnebeldetektor Oil mist detector Détecteur de brouillard d’huile Detector de neblina de aceite
419 Indiziereinrichtung Indicating device Dispositif indicateur Dispositivo indicador
430 * Rohrleitungen, allgemein Pipes, general Tuyauteries, général Tuberías, general
6632 3.1--03 E 08.02 105/ 06

List of Assemblies
D GB F E
432 Anlaßluftleitungen und Starting air pipes and control Tuyauteries d’air de lancement et Tuberías de aire de arranque y
Steuerleitungen pipes tuyauteries de commande tuberías de mando
434 Kraftstoffeinspritzleitung Fuel injection pipe Tuyauterie d’injection de Tubería de inyección de combustible
combustible
434 * Kraftstoffleitungen Fuel pipes Tuyauteries de combustible Tuberías de combustible

440 Schmierölleitung Lubricating oil pipe Tuyauterie d’huile de graissage Tubería de aceite lubricante
442 * Kondenswasserablauf Condensed water discharge Décharge d’eau de condensation Descarga del agua de condensación
443 * Zylinderschmierung Cylinder lubrication Lubrification des cylindres Lubrificación de cilindros
443 Ventilsitzschmierung Valve seat lubrication Graissage de siège de soupape Lubricación del asiento de
válvula
447 Kühlwasserleitungen Cooling water pipes Tuyauteries d’eau de Tuberías de agua de refrigeración
refroidissement
* Diese Baugruppen sind in den Bildern nicht sichtbar
These assemblies are not shown in the figures
Ces sous--groupes ne sont pas illustrés sur les figures
Estos grupos constructivos no están visibles en las figuras
(...) falls vorhanden
if provided
s’il existe
si existe
6632 3.1--03 E 08.02 106/ 06

Work cards,
arranged by subassembly groups 3.2
See the following pages.
Auxiliary sheet for generating the table of contents
6629 3.2--01 E 08.97 General 101/ 01

Foundation/resilient mounting/
alignment of the engine
009... Foundation/Bearings/Alignment
012 Crankcase/Tie rod/Bolts
020 Crankshaft/Coupling bolts
021 Main bearing/Thrust bearing/Flange bearing
027 Torsional vibration damper
030 Connecting rod/Big end bearing
034 Piston/Piston rings
050 Cylinder liner/Top land ring
055... Cylinder head/Safety valve
071 Dead centre indicator/Speed pick- up
073 Crankcase cover/Covering
100 Camshaft drive
101... Camshaft/Thrust bearing
111 Rocker arm/Rocker arm casing
112 Cam follower/Push- rod
113... Inlet and exhaust valve
120 Camshaft adjusting device
125 Operating device
140... Speed control
160... Starting air pilot valve/Starting valve/
Main starting valve
200... Fuel injection pump/Control linkage
221 Fuel injection valve
280... Charge air and exhaust pipe
300... Lube oil and cooling water pipe
322 Charge air cooler
434 Fuel injection pipe
6682 009...--02 E 04.98 101/ 01

Position of the crankshaft flange
in relation to the driven flange
Determine/check 000.09
Check alignment,
recognise problems on (influencing) components/systems,
Brief description
The crankshaft flange/the engine must in cold condition show a certain

displacement relative to the driven flange/unit. The alignment is to be
measured during the installation, and to be checked at regular intervals.
This includes the following:
checking the alignment,
recording the measuring values, and
evaluating the results.

2 Dial gauge -- Inventory
1 Micrometer (inside) -- Inventory
1 Micrometer (outside) -- Inventory
Related work cards

000.10 012.01
Preliminary remarks
The crankshaft flange, or strictly speaking the engine, must in the cold
condition show a certain axial displacement relative to the driven flange,
whereby it is ensured that under operating conditions the influences of
certain factors can be compensated. Such factors include:
- thermal expansion of the foundations,
- thermal expansion of the engine, the generator or the gearbox,
- thermal expansion of the rubber elements where resilient seating is
used,
- the settling behaviour of resilient mounting elements, and
- shaft displacement under load.
The position of both flanges is to be measured in the original state, and
later to be checked at regular intervals as specified in the maintenance
schedule.
6682 000.09--01 E 02.01 101/ 04

Important! If required, special written instructions are drawn up for
certain propulsion systems, in which also the necessary alignment details
are given. These may deviate from those in the flywheel arrangement
drawing.
1 Driven shaft flange E Distance

2 Crankshaft flange of engine F Axis of engine crankshaft
A Radial displacement G Axis of shaft
B Axial displacement aA Difference, radial displacement
C Alignment control dimension, coupling ST Camshaft side
D Distance
Figure 1. Alignment of the crankshaft flange relative to the driven flange -- dimensions and terms
Operating sequence 1 -- Measure the flange alignment
Starting condition The crank web deflection is in compliance with specifications (see work
card 000.10).
000.10
Prerequisites/measuring To determine the exact alignment dimensions during assembly, it is

procedure necessary to manufacture a measuring jig with two dial gauges to be
attached to the flywheel. One of the dial gauges will measure the radial
axial displacements (A) for the vertical and horizontal deviations, while the
second one serves to measure the plane parallelity and/or the flange gap
(B). The measuring jig is also usable for later checks as are necessary on
resiliently mounted engines, in particular.
The axial distance (E) is measured by a micrometer, from the flange of the
crankshaft to the flange of the driven shaft; the control dimension (C) is
measured from the flywheel to the flange of the driven shaft. In that way,
the distance between the engine and the driven flange and the installation
dimension (C) of the flexible coupling with the possibly required preload
can be adjusted/checked.
▲ Attention! Emergency lubrication of the engine bearings may
possibly have to be provided for turning the crankshaft during the
alignment procedure.
6682 000.09--01 E 02.01 102/ 04

The values measured should be noted down and entered in a log form
sheet (similar to that suggested on the following page). In this process, the
originally measured values should be compared with the desired values
calculated, and/or with the empirical values. Alignment will have to be
corrected once more, if necessary. A later comparison of measured values
permits to draw conclusions on the chronology, the amount and possible
causes of changes.
g
Alignment g sheet
log Date
E i Works
Engine W k No..:
N Time
1 driven shaft flange 2 engine crankshaft
* Enter values in table

** Enter values in illustration
Important! The effective radial displacement is only half the

difference (aA) calculated from the dial gauge readings.
1st measure- 2nd measure- 3rd measure- 4th measure-

ment ment ment ment
Radial displacement (A), dial gauge reading
Axial displacement (B), dial gauge reading
horizontally vertically
Difference (aA)
Effective radial displacement (aA/2)
Alignment control dimension (C), coupling

Distance (D)
Distance (E)
Distance between crankshaft flange and engine crankcase
Distance between flange and bearing of the driven shaft
6682 000.09--01 E 02.01 103/ 04

Engine coupled not coupled
Engine state cold warm C
Engine room temperature C
Remark: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
...................................................................................................
...................................................................................................
...................................................................................................
Signature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6682 000.09--01 E 02.01 104/ 04

Resilient Engine Support
Checking 012.01

ensure correct execution of work,
Brief description
All bolted connections of the resilient engine support are to be checked for
correct preload at regular intervals. The state and firm seat of fitting
pieces, stoppers and resilient elements is to be verified.
checking components,
checking bolted connections, and
alignment of the complete engine.
Safety requirements
- Driving shaft secured against turning

- Engine secured against starting

1 Assistant 8
1 Qualified mechanic 8

1 Thrust pad 030.258 Standard
1 Nut 030.205 Standard
1 Power amplifier 008.030 Standard
1 Torque wrench 008.011 Standard
1 Torque wrench 008.005 Optional
1 Adapter 12.5x20 001.927 Standard
1 Adapter 20x25 001.928 Optional
1 Extension piece 12.5x125 001.911 Standard
6629 012.01--02 E 03.05 32/40 101/ 05

1 Socket wrench insert 65x25 001.806 Extra
1 Socket wrench insert 30x12.5 001.759 Standard
1 Feeler gauge (set) 000.451 Standard
1 Open--jaw and ring wrenches (set) -- Standard
1 Socket wrench (set) -- Standard
1 Depth gauge -- Inventory
1 Grease (multi--purpose) -- Inventory
Related work cards

000.09 000.10 000.30
000.33 009.03
Preliminary remarks
The maintenance schedule also specifies that the hydraulically tensioned

foundation bolts are checked for correct preload. During this work, the
pressure required for loosening the nuts is determined, and compared with
the specified tensioning pressure. The foundation bolts are then
retensioned to the specified tensioning pressure. The state resp. firm seat
of brackets and damper elements is to be verified.
A further item in the maintenance schedule is the checking of the crank
web deflection. If this checking has revealed an inadmissibly high value
(particularly on cylinder No. 1, resp. cylinders A1/B1, see work card
000.10) and correction by alignment of the adjoining shaft (generator) was
000.10
not possible, the engine has to be lifted from the foundation for being
realigned. Please refer to the installation instructions on the drawing
“Resilient engine support” and aligning instructions.
Operating sequence 1 -- Checks on the crankcase
▲ Attention! Danger to life! Whenever doing work in the crankcase,

block the starting air vessel, de-aerate the starting air pipe and
engage the turning gear to preclude inadvertent starting of the
engine and movement of the running gear. For further safety
regulations, refer to sheet 3.2.
Steps 1. When doing overhaul work and on every oil change, carefully clean
the crankcase and oil sump.
2. Inspect the crankcase for cracks on the inside and outside.
6629 012.01--02 E 03.05 32/40 102/ 05

1 Protecting cap
2 Hexagon nut
3 Central bolt
6 Bracket
7 Damper element
10 Nut
19 Forcing-off bolt
Figure 1. Resilient support
Operating sequence 2 -- Check on the foundation
Checking the Important! For checking the foundation bolts, start on the coupling
foundation bolts side.
1. Remove the protecting caps (1), and clean and degrease the founda-
tion bolts (12).
2. Verify that the pulling nut (030.205) is securely bolted to the
tensioning tool (009.346).
3. Slip the thrust pad (030.258) over the foundation bolt and screw on
the tensioning tool.
4. Turn the tensioning tool back by 180 deg.
5. Connect the high-pressure hose (009.306) to the tensioning tool and
high-pressure pump, or hydraulic pump.
6. Switch on the high-pressure pump, or the hydraulic hand pump (see
009.03) and close the gap produced between the thrust
work card 009.03
pad and the tensioning tool when turning the tool back.
7. Pressurise the tensioning tool by pumping until the nut (10) can be
loosened. Note down the loosening pressure and compare it with the
tensioning pressure.
▲ Attention! The pressure is allowed to be max. 7% below and max.
5% above the tensioning pressure (refer to work cards 000.30 and
000.33,
000.33 or drawing “ZSB unit” in Volume E1).
8. Adjust the high-pressure pump to the specified tensioning pressure,
resp. operate the hydraulic hand pump until the specified tensioning
pressure is reached, and retighten the nut.
9. Depressurise the unit and remove the hydraulic tensioning tool.
10. Check all the other foundation bolts in the same way (points 3 to 9).
11. Apply grease to the threads of the foundation bolts against corrosion,
and mount the protecting caps.
Adjusting the buffer clearance 1. Loosen the hexagon nut (2) on the central bolt (3).
on the central bolt 2. Screw the central bolt up to the stop, then turn it back by two turns,
thus adjusting dimension (A) (if necessary, verify by means of depth
gauge).
3. Tighten the hexagon nut (2) to the specified torque (refer to drawing
“ZSB unit” in Volume E1).
6629 012.01--02 E 03.05 32/40 103/ 05

2 Hexagon nut 6 Bracket 12 Foundation bolt
3 Central bolt 7 Damper element 16 Foundation
4 Hexagon nut 10 Nut 19 Forcing-off bolt
5 Hexagon bolt 11 Crankcase
Figure 2. Checking the foundation bolt
Operating sequence 3 -- Removal of a damper element
Starting condition Damper element damaged. Rubber element severely oily, swolen up or
cracked and therefore unserviceable. Engine stopped and secured
against starting. Pipes positioned in front (if fitted) removed.
Steps 1. Loosen hexagon nut (2) of the central bolt (3). Screw the central bolt
up to the stop (refer to the illustration).
2. Screw forcing-off bolt (19) of the respective damper element and all
neighbouring forcing-off bolts in, placing washers underneath, if
possible, to protect the foundation.
3. Loosen the hexagon nuts (4) on the damper element and completely
remove the screwed connections.
4. Attach the hydraulic tensioning tool to the foundation bolt (12) and
loosen the nut (10) -- refer to operating sequence 2, points 1 to 7.
5. Screw the nut back.
6. Release the pressure, dismantle the hydraulic tensioning tool, screw
off the nut and remove the foundation bolts.
7. Loosen the screwed connections (5) on the bracket (6) and check if
the damper element together with bracket can be moved. Otherwise,
alternately tighten the forcing-off bolts until this is ensured.
8. Screw off the forcing-off bolt of the respective damper element and
take off damper element together with bracket.
6629 012.01--02 E 03.05 32/40 104/ 05

1 Protecting cap
3 Central bolt
6 Bracket
7 Damper element
10 Nut
11 Crankcase
12 Foundation bolt
16 Foundation
A Gap dimension A =
4 mm
B Bolt projection
B = 80 mm
Figure 3. Checking the bolt projection and adjustment of the buffer clearance on the central bolt
Operating sequence 4 -- Installation of a damper element
Starting condition New damper element installed in bracket. Central bolt on the damper
element screwed up as far as possible.
Steps For the installation, proceed in the reverse order followed for removal,
paying attention to the following points:
1. Attach bracket together with damper element, screw in the foundation
bolts, watching the bolt projection dimension (B).
2. All screwed connections are to be tightened applying the specified
tensioning pressure resp. torque.
(Refer to drawing ZSB unit in Volume E1).
3. Alternately loosen the forcing-off bolts (19), finally removing them.
4. Let the damper element settle for at least 48 hours after installation.
5. Screw the central bolt up to the stop, then turn it back by two turns,
thus adjusting dimension (A) (if necessary, verify by means of depth
gauge).
6. Tighten the hexagon nut (2) of the central bolt (3) to the specified
torque (refer to drawing ZSB unit in Volume E1).
Important! Verify the crank web deflection and record it in the
000.10).
engine log book (see work card 000.10
6629 012.01--02 E 03.05 32/40 105/ 05

Resilient Engine Support
Blocking 012.04
Ensure correct execution of work,

enable emergency operation.
Brief description
In order to enable emergency operation of a resiliently supported engine

with one set of running gear removed (piston and connecting rod), the
engine support must to be blocked.
The following work/steps are concerned:
Blocking the resilient engine support,
undoing the blocking of the resilient engine support.
Safety requirements
- Engine shut down


1 Assistant 8

1 Torque wrench 008.005 Optional
1 Socket wrench insert 65x25 001.806 Optional
* Fixing bolt M33x2 -- Standard
* Shim -- Standard
6629 012.04--01 E 10.05 32/40 101/ 05

1 Socket wrench (set) -- Standard
1 Grease (multi--purpose) -- Inventory
Related work cards

000.09 000.10 000.30
000.33 009.03 012.01
* depending on the number of cylinders
1 Lockwasher 6Fixing bolt 11 Cylinder crankcase

2 Support chock 7Nut
3 Damper element 8Plate A Fitted fixing bolt (6)
4 Bracket 9Synthethic material
5 Forcing-off bolt chocking
10 Top plate
Figure 1. Location of forcing-off bolts and fixing bolts (illustration shows six-cylinder in-line engine)
6629 012.04--01 E 10.05 32/40 102/ 05

Operating sequence 1 -- Blocking of the resilient engine support
▲▲▲ Danger! In case one complete running gear, consisting of

piston and connecting rod, is removed from a resiliently supported
engine, the balancing of masses will be considerably disturbed.
There is the acute danger that the engine effects impermissibly
severe vibratory movements. In order to reach a certain
compensation for the rotating mass portion of the dismounted
connecting rod, an additional balance weight is to be dismounted
from the defective running gear. A safe emergency operation can
only be ensured by blocking the resilient engine support. Blocking
is effected by means of support chocks which are welded to the top
plate, with lockwashers and special fixing bolts. This way, the foot
strips of the cylinder crankcase are braced with the top plate, i.e. the
resilient engine support is blocked.
Starting condition Defective running gear and a balance weight dismantled according to the
instructions (refer to Section 3), push-rods removed, oil bore on the crank
pin closed, injection pump switched off.
Flexible element (3) together with the bracket (4) dismantled at the
012.01.
locations of the fixing bolts (A) (if fitted) -- see work card 012.01
Important! When dismantling individual damper elements, pay

attention that the synthetic material chocking (9) is not damaged. Do not
separate the plate (8) from the synthetic material chocking.
1Lockwasher
2Support chock
6Fixing bolt
7Nut
8Plate
9Synthetic material
chocking
10 Top plate
11 Cylinder crankcase
B Bolt projection
B = 80mm
C Gap dimension
C = 70mm
Figure 2. Blocking the resilient engine support
6629 012.04--01 E 10.05 32/40 103/ 05

Steps 1. Insert the lockwashers (1) laterally between the foot strips of the
cylinder crankcase (11) and the support chocks (2) (refer to Figure 2).
Important! In case the lockwashers cannot be pushed in (gap
dimension (C) < 70 mm), screw the forcing-off bolts (5) into the cylinder
crankcase and lift the engine until all lockwashers can be inserted
(refer to Figure 1).
2. Screw the fixing bolts (6) in dry condition into the support chocks,
making sure that the bolt projection (B) = 80 mm (refer to Figure 2).
3. Screw the nuts (7) onto the fixing bolts and tighten them using the
tommy bar (000.261).
4. Mount the tensioning tool (009.346) onto a fixing bolt
(refer to Figure 2).
Important! Prior to mounting the tensioning tool, check that the
piston has been set back completely.
5. Connect the high-pressure hose (009.306) to tensioning tool and
high-pressure pump and/or hydraulic hand pump.
6. Take the high-pressure pump and/or the hydraulic hand pump into
operation (see work card 009.03)
009.03 and adjust to the specified
tensioning pressure. Tighten up the nut by means of the tommy bar.
Important! Look up the required tensioning pressure in the drawing
“Resilient engine support” and/or “Assembly Unit” in Volume E1.
7. Release the pressure and remove the tensioning tool.
8. Tighten the remaining fixing bolts the same way
(refer to points 4 to 7).
9. Turn the central bolts of the remaining damper elements upwards to
012.01).
contact (see work card 012.01
Operating sequence 2 -- Remove the blocking of the resilient engine support
Starting condition Cause of trouble eliminated, push-rods fitted, oil bore on the crank pin
opened, removed running gear and balance weight installed, injection
pump put in operation.
Steps 1. Clean the threads of the fitted fixing bolts (3).

2. Mount the tensioning tool (009.346) on a fixing bolt.
Important! Prior to mounting the tensioning tool, check that the
piston has been set back completely.
3. Turn the tensioning device back by 180 .
4. Connect the high-pressure hose (009.306) to tensioning tool and
high-pressure pump and/or to the hydraulic hand pump.
5. Take the high-pressure pump and/or the hydraulic hand pump into
operation (see work card 009.03)
009.03 and close the gap between thrust
piece and tensioning tool which has been produced by turning back.
6. Pump up the tensioning tool until the nut (4) can be loosened.
▲ Attention! During this process, the pressure may be max. 5%
above the specified tensioning pressure.
7. Turn the nut back.
8. Release the pressure and remove the tensioning tool.
9. Unload the remaining fixing bolts the same way
(refer to points 2 to 7).
10. Screw off the nuts and screw out the fixing bolts.
11. Remove the lockwashers (7).
Important! In case the lockwashers cannot be removed, screw the
forcing-off bolts (9) into the cylinder crankcase (10) and lift the engine until
6629 012.04--01 E 10.05 32/40 104/ 05

all lockwashers can be removed. Afterwards, remove the forcing-off bolts
again.
12. Reinstall the damper elements (3) which had been dismantled at the
012.01.
locations of the fixing bolts (A) -- see work card 012.01
13. Adjust the gap dimension of the central bolts on the damper element
012.01.
(3) -- see work card 012.01
14. Check the crank web deflection and position of the crankshaft flange
000.10).
to the driven flange (see work cards 000.09 and 000.10
6629 012.04--01 E 10.05 32/40 105/ 05

Crankcase/Bearing bolts/Cross tierods/
Cylinder head bolts
100 Camshaft drive
Main starting valve
6682 012--02 E 04.98 101/ 01

Main bearing bolts
and cross tierods
Checking, untightening and tightening 012.02
Tighten and untighten important bolted connections to the correct values,

Brief description
Main bearing bolts

and cross tierods
Establishing and evaluating the loosening pressure and
tightening the connection at nominal pressure.
Safety requirements


2 Setting gauge 021.256 Standard
2 Tension screw 021.255 Standard
2 Intermediate ring 021.250 Standard
2 Angle piece 009.028 Standard
1 Thickness gauges 0.05--1 000.451 Standard
1 Ring spanner (cranked) 24x27 000.247 Standard
6632 012.02--01 E 03.05 V 32/40 101/ 07

Related work cards

000.30 000.32 000.33
009.01 009.03
Operating sequence 1 -- Check the cross tierods
Starting condition Protecting caps removed from the cross tierods.
Steps 1. Clean the threads of cross tierods (6).

2. Mount hydraulic tensioning tools on both cross tierods of a main
bearing, screw down the tension screws (021.253) to contact,
hand-tight.
▲ Attention! Prior to mounting the tensioning cylinders make sure
that the pistons have been fully driven home.
3. Turn the tensioning cylinders (009.097) back by 270E.
4. Connect the high-pressure hoses (009.306) to the tensioning
cylinders and high-pressure pump and/or to the hydraulic hand pump.
5. Switch on the high-pressure pump and/or the hydraulic hand pump
009.03) and close the gap between thrust pad
(021.252) and ring (4) produced by the turning back of the tensioning
cylinder.
6. Pressurise the tensioning cylinder by pumping until nuts (5) can be
loosened.
▲ Attention! The pressure is permitted to be max. 7% below and/or
max. 5% above the tensioning pressure (refer to work cards 000.30
000.33).
and 000.33
Note down the loosening pressure and compare with the tensioning
pressure.
7. Adjust the high-pressure pump to the specified tensioning pressure
and/or activate the hydraulic hand pump until the specified tensioning
pressure is reached, and retighten both the nuts.
8. Release the pressure and remove the hydraulic tensioning tools.
9. Mount the protecting caps on the cross tierods.
10. Reset the pistons of the tensioning cylinders (refer to work card
009.01).
009.01
4 Ring
5 Nut
6 Cross tierod
Figure 1. Fitting the hydraulic tensioning tool on the cross tierod
6632 012.02--01 E 03.05 V 32/40 102/ 07

Operating sequence 2 -- Check the main bearing bolts
Starting condition Crank case opened, running gear turned into a position permitting good
access to main bearing cap.
▲ Attention! Prior to mounting the tensioning cylinders make sure

that the pistons have been fully reset.
3 Main bearing cap
Figure 2. Fitting the hydraulic tandem tensioning tool on the main bearing bolt for loosening
Steps 1. Clean the threads of the main bearing bolts (8).

2. Screw the tension screws (021.255) onto the tensioning cylinders
(009.095) up to stop.
3. Slip the thrust pads (021.254) over nuts (7) and screw the tensioning
cylinders by a few thread turns onto the main bearing bolts.
4. Insert the setting gauges (021.256) between the thrust pads and
main bearing cap (3) and screw on the tensioning cylinders until the
thrust pads snugly contact the setting gauges.
5. Attach the intermediate rings (021.250) and tensioning cylinders
(009.097).
6. Slip the angle pieces (009.028) onto the tensioning cylinders.
7. Connect four high-pressure hoses (009.306) to tensioning cylinders
and high-pressure pump and/or hydraulic hand pump.
8. Remove the setting gauges.
(refer to work card 009.03)
009.03 and close the gap between the thrust pad
and the main bearing cap.
10. Pressurise the tensioning cylinder by pumping until nuts can be
loosened.
▲ Attention! The pressure is permitted to be max. 7% below and/or
000.33).
and 000.33
Note down the loosening pressure and compare with the tensioning
pressure.
6632 012.02--01 E 03.05 V 32/40 103/ 07

pressure is reached, and retighten both the nuts.
12. Release the pressure and remove the hydraulic tandem tensioning
tool.
13. Close the crankcase.
009.01).
009.01
3 Main bearing cap

7 Nut
8 Main bearing bolt
9 Dial gauge
A Bolt projection
Figure 3. Arrangement of the hydraulic tandem tensioning tool on the main bearing bolt
Operating sequence 3 -- Unload the cross tierods
Starting condition Protecting caps removed from the cross tierods.
Steps 1. Fit the hydraulic tensioning tool and loosen nuts (5) (see operating
sequence 1, points 1 to 6).
2. Turn both nuts back
000.30).
(for angular amount of turning back, see work card 000.30
4. Reset the pistons of the tensioning cylinders (009.097).
(Refer to work card 009.01.)
009.01
Operating sequence 4 -- Unload the main bearing bolts
Starting condition Crank case opened, with running gear turned to a position providing good
access to main bearing cap. Cross tierods unloaded.
Important! Prior to untensioning the main bearing bolts, make sure

to unload the cross tierods.
Steps 1. Mount hydraulic tandem tensioning tools on both main bearing bolts
(8) and loosen nuts (7).
(Refer to operating sequence 2, points 1 to 10.)
6632 012.02--01 E 03.05 V 32/40 104/ 07

2. Turn back both nuts (for angular amount of screwing back, see work
000.30).
card 000.30
tools.
4. Reset the pistons of the tensioning cylinders (009.095) (see work
card 009.01).
009.01
Operating sequence 5 -- Tension the main bearing bolts and cross tierods
Important! Tensioning is done in several steps. The correct order

of tightening should be observed. Prior to tensioning the main bearing
bolts, verify that the bolt projection A is correct, namely 174 1.8 mm.
Steps 1. Screw down the nuts (7) of the main bearing bolts (8), hand-tight,
using the tommy bar (000.263).
2. Verify that the gap of the joint between the main bearing cap (3) and
the cylinder crankcase (1) is the same on both sides (max. 1 mm).
3. Screw down the nuts (5) of the cross tierods (6) hand-tight, using the
4. Mount hydraulic tensioning tools on both cross tierods,
simultaneously screw on the tension screws (021.253), hand-tight, to
contact.
▲ Attention! Prior to mounting the tensioning cylinders, make sure
that the pistons have been completely reset.
5. Screw the tension screws (021.255) onto tensioning cylinder
(009.095) until contact is established.
6. Slip the thrust pad (021.254) over nuts (7) and screw tightening
cylinders onto main bearing bolts (8).
▲ Attention! Prior to mounting the tensioning cylinders, make sure
that the pistons have been fully forced home.
7. Slip the intermediate rings (021.250) over the tension screws onto the
tensioning cylinders, introduce tommy bars through bores provided in
the intermediate rings into tension screws.
Tip! With the tommy bars introduced, the fitting and removal of the
intermediate rings on changing the tensioning cylinders (009.097) is
avoided.
6632 012.02--01 E 03.05 V 32/40 105/ 07

1 Cylinder crankcase 2 Crankshaft 3 Main bearing cap
Figure 4. Fitting the hydraulic tensioning tool on the cross tierods

8. Connect high-pressure hoses (009.306) to tensioning cylinders
mounted on the cross tierods and to the high-pressure pump and/or
the hydraulic hand pump.
009.03 and load the cross tierods to 300 bar.
Tighten both the nuts, hand-tight, using the tommy bar.
10. Release the pressure, disconnect the high-pressure hoses, screw off
the tensioning cylinders.
11. Reset the pistons of the tensioning cylinders (see work card 009.01).
009.01
12. Screw tensioning cylinders (009.097) onto main bearing bolts,
remove the tommy bars from the tension screws.
13. Slip angle pieces (009.028) onto tensioning cylinders.
14. Connect high-pressure hoses to tensioning cylinders mounted on the
main bearing bolts.
15. Switch on the high-pressure pump and/or the hydraulic hand pump,
and load the main bearing bolts to 300 bar. Screw down both the
nuts, hand-tight, using the tommy bar.
16. Release the pressure, disconnect the high-pressure hoses and angle
pieces, reinsert the tommy bars through intermediate rings into
tension screws, and screw off the tensioning cylinders (009.097).
17. Reset the pistons of the tensioning cylinders.
18. Screw the tensioning cylinders onto cross tierods again.
19. Connect high-pressure hoses to tensioning cylinders on the cross
tierods.
and load the cross tierods to the specified end pressure (see work
card 000.30).
000.30 Screw down both the nuts, hand-tight, using the tommy
bar.
6632 012.02--01 E 03.05 V 32/40 106/ 07

1 Cylinder crankcase 2 Crankshaft Main bearing cap
Figure 5. Fitting the hydraulic tandem tensioning tool on the main bearing bolts
21. Release the pressure, disconnect the high-pressure hoses and
remove the hydraulic tensioning tools from the cross tierods.
22. Reset the pistons of the tensioning cylinders.
23. Screw the tensioning cylinders onto the main bearing bolts, remove
tommy bars from the tension screws.
24. Slip angle pieces onto the tensioning cylinders.
25. Connect high-pressure hoses to the tensioning cylinders mounted on
the main bearing bolts.
and load the main bearing bolts to 300 bar.
27. Attach measuring devices (009.051) to tensioning cylinders (009.097)
and set the dial gauges (9) to ”Zero”.
28. Load the main bearing bolts to the specified end pressure (see work
card 000.30).
000.30 Screw down both the nuts, hand-tight, using the tommy
bar.
29. Release the pressure.
30. Load the main bearing bolts to 300 bar again. Read the elongation
aL on the dial gauges and compare the readings with the specified
000.30).
elongations (see work card 000.30
▲ Attention! Main bearing bolts should be tightened to the
specified tensioning pressure, not according to elongation.
Elongations are stated for control purposes only. In case of unusual
deviations, repeat the tensioning process and check the measuring
units and/or pressure gauges.
tools from the main bearing bolts.
32. Close the crankcase and mount the protecting caps on the cross
tierods.
33. Reset the pistons on all tensioning cylinders.
6632 012.02--01 E 03.05 V 32/40 107/ 07

Cylinder head bolt
Removal and installation 012.03
Brief description
Cylinder head bolts are to be dismantled in case cylinder liners must be

removed at a low removal height. Cylinder head screws are also to be
dismantled if their sealing rings are damaged.
The work/steps extend to:
Removal of components,
Installation of components.

1 Bolt extractor 009.089 Optional
1 Ring nut 009.089--1 Optional
1 Tommy bar 16 000.266 Standard
1 Grease (acid--free) -- Inventory
Related work cards

000.30 055.02
Technical details
Term Information
Cylinder head bolt 19.5 kg
6629 012.03--01 E 08.97 32/40 101/ 03

Operating sequence 1 -- Dismantle the cylinder head bolts
Starting condition Cylinder head removed.
Steps 1. Mount the bolt extractor (009.089) on cylinder head bolt (1). (Observe
the projection A = 53 mm -- see Figure 1).
2. Loosen the cylinder head bolt and screw it out.
3. Dismantle all the other cylinder head bolts in the same way.
4. Clean the cylinder head bolts and check them for damage.
5. Check the ring (3) for damage and install a new one, if required.
Operating sequence 2 -- Install the cylinder head bolts
Starting condition Bores and threads in the crankcase and cylinder head bolts thoroughly
cleaned and degreased.
Steps 1. Slip new O--ring seals (2) and the ring (3) -- if required, new -- over
the thread onto the cylinder head bolts.
2. Mount the bolt extractor (009.089) on cylinder head bolt (1) (observe
projection A = 53 mm).
3. Introduce cylinder head bolt into bore, screw down and screw
hand--tight using tommy bar (000.266) (see work card 000.30).
000.30
4. Remove the bolt extractor.
5. Apply acid--free grease to O--ring seals.
6. Insert the O--ring seals and ring with the aid of an appropriate means
into bore, taking care not to twist and/or damage the O--ring seals.
7. Install the other cylinder head bolts in the same way.
8. Mount the cylinder head (refer to work card 055.02).
055.02
▲ Attention! Before proceeding to the job following next, namely
the hydraulic tensioning of the cylinder head bolts, make sure that
the crankcase and the cylinder head bolts have the same
temperature.This is of particular importance when replacing cylinder
head bolts with the engine at operating temperature.
055.01).
9. Tension the cylinder head bolts (see work card 055.01
6629 012.03--01 E 08.97 32/40 102/ 03

1 Cylinder head bolt
2 O--ring seal
3 Ring
4 Crankcase
5 Hexagonal nut
6 Stud bolt
7 O--ring seal
A Projection
Figure 1. Cylinder head bolt in the crankcase/mounting the bolt extractor (right--hand top)
6629 012.03--01 E 08.97 32/40 103/ 03

Crankshaft/Coupling bolts
100 Camshaft drive
Main starting valve
6682 020--02 E 04.98 101/ 01

Crankshaft
Measure the crank web deflection 000.10
Check alignment,
recognise problems on (influencing) components/systems,
Brief description
The crank web deflection permits to draw conclusions on the alignment of

the main bearings and the bearings/the alignment of the driven shaft. It is
to be checked regularly.
This includes the following:
checking the alignment,
recording the measuring values, and
evaluating the results.
Safety requirements
- Engine shut down


1 Assistant 0.15

1 Guide tube 021.032 Standard
1 Tools, basic scope 009.229 Optional
1 Dial gauge (measuring device) 008.171 Optional
1 Felt--tip pen/Marking pen -- Inventory
Related work cards

000.09
6682 000.10--03 E 09.06 32/40, L 40/54, 48/60, L 58/64 101/ 04

Preliminary remarks
The crank web deflection permits to draw conclusions on the alignment of

the main bearings and the bearings of the driven shaft. Should the mea-
sured values exceed the admissible maxima, the cause must be remedied/
the crankshaft has to be realigned. Possible causes include:
- Uneven wear of main bearings,
- the position of the driven shaft has changed, or
- the engine mounting on the foundation or the foundation as such has
changed.
The results of crank web deflection measurements have a coherence with

the alignment checks of the crankshaft flange relative to the driven flange.
Operating sequence 1 -- Measure the crank web deflection
Dial gauge readings should be taken at the points BDCR and BDCL if the
connecting rod is in place. With the connecting rod removed, readings are
to be taken in BDC position.
The designation refers to the position of the crank pin, but not that of the
dial gauge.
The sides and the sense of rotation are to be understood from the end
viewing onto the coupling flange.
Steps 1. Remove the crankcase doors.

2. Turn the crankshaft so that the number 1 cylinder comes to be in the
starting position; depending on the normal sense of rotation of the
engine, this is either the BDCL or the BDCR position.
3. Using the thickness gauges (000.454), check whether the crankshaft
rests on the bottom bearing shells.
Important! If this is not the case, wrong results of crank web deflec-
tion will be obtained.
4. Place the measuring instrument (008.171) in measuring point (2) and
set the dial gauge to ”0” approx. in the middle of the measuring
range.
▲ Attention! The measuring points for taking measurements with
the running gear installed are located in the balance weights!
Exception: 58/64 engine, here they are in the crank webs!
Important! If measurements are taken with the engine still warm,

the measuring instrument must previously have been in the crankcase for
approx. 15 minutes to adapt to the temperature prevailing.
5. Turn the crankshaft in the normal sense of rotation up to the desired
measuring positions (refer to Figure 2 ). At every position, take read-
ings of the magnitude and direction (+ or --) of the dial gauge excur-
sion in comparison with the initial setting, and enter in a table (similar
to the example/table 1).
▲ Attention! On a Vee engine, take care that the measuring instru-
ment is not damaged by the slave connecting rod while turning the
engine!
6. Measure the other crank throws in the same way.
6682 000.10--03 E 09.06 32/40, L 40/54, 48/60, L 58/64 102/ 04

1 Crank web
2 Measuring point
(punch mark)
3 Crank pin
A Distance between
measuring points
Figure 1. Measuring the crank web deflection
OT Top dead center (TDC) ROT 90 right of TDC (RTDC) UTR right of BDC (BDCR)
UT Bottom dead center (BDC) LOT 90 left of TDC (LTDC) UTL left of BDC (BDCL)
Figure 2. Designations of measuring points
Operating sequence 2 -- Note down the measured values
Apart from the data shown in Table 1, the following information should be
entered in the measuring log sheet:
- Assembly condition (e.g. pistons/connecting rods in place/removed),
- condition of coupling and bearings (e.g. vessel in drydock/afloat),
- temperatures of oil and cooling water if measurements are taken with
the engine at operating temperature, and
- main sense of rotation of the engine if measurements are taken with
running gear components in place.
6682 000.10--03 E 09.06 32/40, L 40/54, 48/60, L 58/64 103/ 04

Cylinder No.
C k web
Crank b position
iti 1 2 3
Crank web at BDCR 0 0
Crank web at RTDC -2 +1
Crank web at TDC -5 +3
Crank web at LTDC +1 +2
Crank web at BDCL +2 0
Crank web deflection TDC-BDC -6 +3
Crank web deflection RTDC-LTDC -3 -1
Difference in TDC values of

neighbouring cylinders 8
Table 1. Measuring log sheet (example) - Dimensions in 1/100 mm
Operating sequence 3 -- Evaluation/valuation
Crank web deflection is the maximum difference of measurements of two

crank web positions at an angle of 180 . The reference position for verti-
cal deflection is the BDC, that for horizontal deflection is LTDC. If crank
web deflection is to be measured with the running gear components in
place, the value for BDC is obtained from 0.5 (BDCL + BDCR), which then
permits to calculate the difference between TDC and BDC.
If the crank web distance increases as compared with the reference posi-
tion, plus values (+) are to be entered in the table; if the distance becomes
smaller, minus values ( -- ) are entered.
Table 2 contains the maximum deflection values and the measuring point
distances (A). The maximum values apply to all cylinders with the engine
either cold or at operating temperature, and whether rigidly or flexibly
coupled (exception for 32/40 engine; see below). In case the actual deflec-
tion values exceed the ones stated in the table, the crankshaft has to be
newly aligned.
Please also note the following:
The difference of TDC measurements of neighbouring cylinders should not
be larger than the maximum admissible deflection.
Engine type 32/40 40/54 L 48/60 V 48/60 58/64

L 48/60 B V 48/60 B
With the engine in Deflection in 1/100 mm á14 1) á18 á23 á26 á23
cold condition
With the engine at Deflection in 1/100 mm 14 á18 á23 á26 á23
operating tempera- 20
ture
Measuring point distance (A) 460 505 580 580 560
in mm
1) Applicable to crank No. 1 (coupling end) with rigid coupling and to all the other cranks in all cases.
For crank No. 1 (coupling end) the maximum value is -- 20 if the connection to the driving flange is by flexible coupling.
Table 2. Maximum admissible crank web deflections (differentials) and relevant measuring point distances
6682 000.10--03 E 09.06 32/40, L 40/54, 48/60, L 58/64 104/ 04

Balance weight bolts
Checking 020.01

Brief description
Bolted connections which are tightened by means of hydraulic tensioning

tools must be checked for correct tension, according to the maintenance
schedule.
Safety requirements
- Engine shut down


Related work cards

000.30 000.32 009.01
009.03
6632 020.01--01 E 03.05 V 32/40 101/ 03

Operating sequence 1 -- Check the balance weight bolts
1 Cylinder crankcase 2 Balance weight
Figure 1. Hydraulic tensioning tool, as mounted
Starting condition Crankcase opened, with crankshaft turned to a position in which balance
weight is in vertical position (refer to Figure 1).
Steps 1. Clean the threads of studs (4).

2. Screw the tension screws (021.251) onto the tensioning cylinder
(009.096) down to stop.
3. Put the thrust pads (030.243) over nuts (3) and screw the tensioning
cylinder onto the stud bolts.
4. Turn the tensioning cylinder (009.096) back by 250
5. Fit the intermediate rings (021.250) and the tensioning cylinder
(009.097).
6. Connect four high-pressure hoses (009.306) to tensioning cylinder
and high-pressure pump and/or hydraulic hand pump.
009.03 and close the gap between the thrust pad
and the balance weight (2).
8. Pressurise the tensioning cylinder by pumping so that the nuts can be
loosened.
▲ Attention! The pressure is allowed to be max. 7% below and/or
000.32).
and 000.32
pressure is reached, and retighten both nuts.
tool.
11. Close the crankcase.
009.01).
009.01
6632 020.01--01 E 03.05 V 32/40 102/ 03

2 Balance weight
3 Nut
4 Stud
Figure 2. Arrangement of the hydraulic tandem tensioning tool
6632 020.01--01 E 03.05 V 32/40 103/ 03

Oil bore of the crankshaft
Blocking 020.02

Brief description
Should it be necessary in case of emergency, to continue engine operation

although one piston/connecting rod assembly has been removed, the oil
bores in the respective crankpin are to be blocked.
proper mounting
and, if necessary,
dismounting.
Safety requirements
- Engine shut--down

1 Blocking tool 020.050 Standard
1 Threaded rod 020.050--1 Standard
2 Sealing plug 020.050--5 Standard
1 Screw driver 0.8x5.5 000.391 Standard
Related work cards

030.05 112.01 200.01
Preliminary remarks
It may become necessary in case of emergency to continue engine

operation although one piston/connecting rod assembly has been
removed. To keep the oil circulating and thereby ensure lubrication of other
engine components, the oil bore in the crankpin has to be blocked.
▲ Attention! Engine operation with a piston/connecting rod unit

removed should only be continued in a real case of emergency, and
6629 020.02--01 E 07.97 32/40 101/ 02

at reduced output and speed. Please refer to the detailed description
given in the operating instruction manual, Section 3.6.
Operating sequence 1 - Block the oil bore
Starting condition Piston with connecting rod, big end bearing and pushrod removed.
Steps 1. Slip one screw plug (020.050-5) onto threaded rod (020.050-1) and
insert it in the oil bore (3).
2. Slip the second screw plug onto threaded rod, screw on the castle
nut (4), tighten it and secure it with split pin (5).
3. Mount the complete cylinder head, do not insert pushrods. Put inlet
and exhaust cam follower out of operation (lock them in postion
outside the cam area), block the lube oil bores.
4. Put the injection pump of the relevant cylinder out of operation (move
the control rod to zero admission and fix it by means of clamp; refer
200.01).
to work card 200.01
5. Block the oil pipe to the rocker arm lubrication.
6. Block the starting air pipe of the cylinder that has been put out of
operation.
1 O-ring seal
2 Crankpin
3 Oil bore
4 Castle nut M8
5 Split pin
Figure 1. Blocking the oil bore in the crankpin (figure showing L 32/40)
6629 020.02--01 E 07.97 32/40 102/ 02

Gearwheel on the crankshaft
Removing and installing 020.03
Check state/wear condition of components,

Brief description
If damage should be found on the gear wheel on the crankshaft, the gear
rim is to be replaced or renewed.
removal of components,
installation of components.

1 Screw driver insert 17x12.5 001.859 Standard
1 Ratchet 001.521 Standard
2 Eye bolt M12 000.142 Standard
4 Threaded rod M22/22 -- Inventory
2 Wood (for placing underneath) -- Inventory
1 Lubricant (containing molybdenum disulphide) -- Inventory
Related work cards

000.30 000.32 100.01
Technical details
Term Information
Crankshaft gear wheel 66 kg
6632 020.03--01 E 07.97 V 32/40 101/ 05

Preliminary remarks
In case of marine engines, it is recommended to have overhaul work on

the camshaft drive done at a service base (ship’s safety/intricacy of the
job).
Operating sequence 1 -- Disassemble the crankshaft gear wheel
Starting condition Covering on the coupling side and external crankshaft bearing removed.
Markings on the gear wheels coincide (refer to Figure 4).
Steps 1. Loosen and screw out the hexagon bolts (27).

2. Screw four threaded rods (29) through crankshaft gear wheel (23)
into crankshaft (22).
3. Pull the crankshaft gear wheel up to the front until it is positioned
outside the crankcase. Support the crankshaft gear wheel by a
wooden block.
4. Screw two eye bolts (000.142) into upper part of gear wheel (24).
5. Attach ropes (28) to eye bolts by means of shackle (002.452) and
suspend from lifting tackle.
6. Loosen and screw out the hexagon socket bolts (32).
7. Screw out the two upper threaded rods.
8. Lift the upper part of gear wheel, remove it over the crankshaft and
put it on an appropriate support.
Important! Do not put down gear wheel upper part on parallel pins
(31).
9. Separate shackle from eye bolts and detach it from ropes.
10. Sling ropes around lower part of gear wheel (25) and suspend from
lifting tackle.
11. Screw out the lower threaded rods.
12. Lift the gear wheel lower part, replace the wooden block by a wooden
pad, lower the gear wheel lower part onto this pad, and pull it out
underneath the crankshaft.
13. Remove the ropes, put the gear wheel lower part onto appropriate
support.
▲ Attention! Only turn the running gear when rocker arm casings
have been completely removed because otherwise the opened
valves may suffer damage by upward movement of the piston
(movement of crankshaft no longer synchronised with camshaft/s).
6632 020.03--01 E 07.97 V 32/40 102/ 05

21 Flywheel 26 Parallel pin 29 Threaded rod
22 Crankshaft 27 Hexagon bolt 30 Wooden block
23 Crankshaft gearwheel 28 Rope
Figure 1. Arrangement of the crankshaft gear wheel (left) / crankshaft gear wheel pulled forward to position outside of
crankcase (right)
22 Crankshaft 28 Rope 31 Parallel pin

24 Gear wheel upper part 29 Threaded rod 32 Hexagon socket bolt
25 Gear wheel lower part 30 Wooden block
Figure 2. Suspending the gear wheel upper part and lifting the gear wheel lower part
6632 020.03--01 E 07.97 V 32/40 103/ 05

Operating sequence 2 -- Install the crankshaft gear wheel
Starting condition Damaged crankshaft gear wheel has been replaced by a new one. The
supporting and contacting faces on the crankshaft and crankshaft gear
wheel, and the joint faces between the gear wheel upper and lower parts
have been cleaned. Markings on the gear wheels coincide (see Figure 4).
1-4 Marking the order of

tightening
23 Crankshaft gear wheel
31 Parallel pin
32 Hexagon socket bolt
KS Coupling end
Figure 3. Order of tightening the radial fixing bolts
Steps 1. Sling two ropes (28) around gear wheel lower part (25), suspend from
lifting tackle, push underneath the crankshaft (22) on a wooden pad,
and lift. Push the wooden block (30) underneath the gear wheel lower
part to support it. Take off the ropes.
Tip! Prior to mounting the gear wheel lower part, note the position of
bores for the parallel pins (31).

33 Camshaft gear wheel
34 Spur wheel
(intermediate wheel)
35 Double spur wheel
(intermediate wheel))
36 Gearwheel of injection
camshaft
M Marking
Figure 4. Markings on the gear wheels

2. Screw two threaded rods (29) through the gear wheel lower part into
the crankshaft.
6632 020.03--01 E 07.97 V 32/40 104/ 05

3. Screw eye bolts (000.142) into gear wheel upper part (24), attach
ropes to eye bolts by means of shackle (002.452), and suspend from
lifting tackle.
4. Lift gear wheel upper part over the crankshaft and place onto the
gear wheel lower part, paying attention to the parallel pins/bores.
5. Apply MoS2 lubricant to threads and contact faces of hexagon socket
bolts (32), screw the bolts home and tighten to the specified torque
000.30); for order, refer to Figure 3.
6. Screw the upper threaded rods through gear wheel upper part into
crankshaft.
7. Detach ropes from lifting tackle, detach shackle from eye bolts and
screw the eye bolts out of the gear wheel upper part.
8. Push the crankshaft gear wheel (23) into the crankcase until it
contacts the crankshaft, taking due note of the shoulder on the
crankshaft and the position of the bores for the parallel pins (26).
▲ Attention! Verify that the markings (M) of the gear wheels of the
camshaft drive coincide (refer to Figure 4).
9. Screw off and remove the threaded rods.
10. Apply MoS2 lubricant to the threads and contact faces of hexagon
bots (27), screw the bolts home and tighten them to the specified
000.30); for order, refer to Figure 5.
torque (see work card 000.30
11. Mount the external crankshaft bearing and the covering at the
071.01).
coupling side (refer to work cards 021.04 and 071.01

tightening
22 Crankshaft
27 Hexagon bolt
Figure 5. Order of tightening the axial fixing bolts
6632 020.03--01 E 07.97 V 32/40 105/ 05

Coupling bolts
Checking 020.04

ensure operational reliability of bolted connections.
Brief description
Coupling bolts are to be checked at regular intervals for tight fit. Where
connections are found to have loosened, the cause is to be found.
The work includes:
checking bolted connections.

Related work cards

000.32
Preliminary remarks
The maintenance schedule also specifies that the coupling bolts are
checked for tight fit. Where connections are found to have loosened, the
cause is to be found (inadvertent tightening, overloading and the like).
Operating sequence 1 - Check the coupling bolts
Starting condition Coupling (1) at the coupling end dismounted.
Steps 1. Verify that the coupling bolts are properly tight and the torque is as
specified (see the flywheel arrangement drawing of the respective
system); retighten the hexagon nuts (7) if required.
Tip! When checking the coupling bolts and/or retightening them, hold
the hexagon nuts (9) in position using open-jaw wrench.
2. When mounting the coupling (1) make sure that MoS2 lubricant has
been applied to the threads and contact faces of hexagon head bolts
(10), that they are screwed in and tightened to the specified torque
6629 020.04--01 E 07.97 32/40 101/ 02

(refer to the flywheel arrangement drawing of the respective system)
and that washers (11) have been placed between the hexagon head
bolts and the coupling.
1 Coupling
2 Flywheel
4 Crankshaft
5 Covering
6 Oil pipe
7 Hexagon nut
8 Coupling bolt
9 Hexagon nut
10 Hexagon head bolt
11 Washer
Figure 1. Connection between crankshaft, flywheel and coupling
6629 020.04--01 E 07.97 32/40 102/ 02

Main bearing/
Thrust bearing/Flange bearing
100 Camshaft drive
Main starting valve
6682 021--02 E 04.98 101/ 01

Main bearing cap
with lower bearing shell
Lowering and checking 021.01

ensure operational reliability of bearings.
Brief description
Bearing shells are to be checked at regular intervals. Usually, only the

loaded bearing shell is checked. From wear condition and appearance of
the bearing shell running surface, conclusions can be drawn on the load
conditions, the lube oil care etc.
dismantling the cross tierods,
lowering the bearing cap,
checking the bearing shell and
restoring the initial condition.
Safety requirements
- Engine shut down


1 Assistant 6

1 Lifting/lowering device 021.336 Standard
2 Support 021.260 Standard
1 Cross tie 021.259 Standard
1 Scissor--type jack 009.085 Standard
6632 021.01--03 E 04.03 V 32/40 101/ 04

Related work cards

000.10 000.11 012.02
Technical details
Term Information
Main bearing cap 118 kg
Operating sequence 1 -- Lowering the main bearing cap - checking the lower main bearing shell
Starting condition Main bearing bolts and cross tierods unloaded. Running gear turned to a
position permitting easy access to the main bearing cap. Foot board
(special tool) placed in oil sump and/or oil sump cleaned using appropriate
means. Temperature sensor (if fitted) removed.
9 Cross tierod
10 Nut
11 Ring
12 O-ring seal
Figure 1. Representation of the cross tierod
Steps 1. Screw nuts (10) off the cross tierods (9), take off rings (11) and O-
ring seals (12).
2. Screw out and remove both cross tierods.
3. Screw guide tubes (021.258) into main bearing bolts (16), hand-tight.
4. Put the cross tie (021.259) into oil sump (17), push it under the guide
tubes. Lift and fix it by inserting one tommy bar (000.262) each into
the central bore (3) of the guide tubes (refer to Figure 2 A).
5. Place two supports (021.260) on the cross tie and fasten them in the
crankcase by turning the hexagon nuts (18). The cross tie is thereby
forced against the tommy bars.
6. Slide the scissor-type jack (009.085) into the groove on the cross tie,
and insert the catch (20) in the cross tie. Turn the scissor-type jack
up until it contacts the main bearing cap (7) and fasten it by means of
two hexagon bolts (15).
7. Screw off the nuts (14) and lower them onto the cross tie.
6632 021.01--03 E 04.03 V 32/40 102/ 04

8. Insert two further tommy bars into bores (1) of the guide tubes. Using
the scissor-type jack, pull the main bearing cap down onto these
tommy bars (refer to Figure 2 B).
Important! If the engine is at operating temperature, it may be-
come necessary to unload the cross tierods of the neighbouring main
bearings.
▲ Attention! Do not dismantle the main bearing shell for the check
to avoid that the matching condition is disturbed, if possible.
1 - 4 Markings of the bores

in the guide tubes
6 Crankshaft
7 Main bearing cap
8 Lower main bearing
shell
9 Cross tierod
10 Nut
11 Ring
12 O-ring seal
13 Ratchet
14 Nut
15 Hexagon bolt M12x45
16 Main bearing bolt
17 Oil sump
18 Hexagon nut M24x2
19 Positioning pin
20 Catch
(A) Steps 1...4

Cross tie inserted
(B) Steps 5...8
Bearing cap partly lo-
wered
(C) Steps 9...11
Cross tie relocated
(D) Steps 12...13
Bearing cap lowered
Figure 2. Main bearing and attached lifting and lowering device

9. Unload the tommy bars in the bores (3) of the cross tie, and remove
the supports (021.260).
10. Pull the tommy bars out of bores (3) and insert them into bores (4).
11. Lower the cross tie and tommy bars, and unload the tommy bars in
the bores (1) of the main bearing cap (refer to Figure 2 C).
12. Pull the tommy bars out of bores (1) and insert them into bores (2).
13. Using the scissor-type jack, pull the main bearing cap down onto
theses tommy bars (refer to Figure 2 D).
14. Carefully clean the running surface of the main bearing shell (8), tak-
ing care not to damage it.
6632 021.01--03 E 04.03 V 32/40 103/ 04

15. Check the condition of the running surface (refer to work card
000.11).
000.11
▲ Attention! Replace main bearing shells that have been damaged
or heavily scored by dirt particles. Insert a new main bearing shell in
the main bearing cap, paying attention to the bearing shell fixation
(back of bearing shell oil-dry). The new main bearing shells supplied
are ready to be installed, and scraping or any other touching-up is
not permitted. The bearing points are numbered. If new main bearing
shells are installed, this marking is to be transferred to the new
shells.
Operating sequence 2 -- Lifting the main bearing cap
Steps 1. Thoroughly oil the running surface of the main bearing shell (8).
2. Using the scissor-type jack, lift the main bearing cap (7), making sure
that it is not tilted. Slightly loosen the hexagon bolts (15), if
necessary, so as to enable the main bearing cap to align itself. Then
proceed in the reverse order (operating sequence 1, items 3 - 13), i.e.
lift the bearing cap in two steps.
3. Screw the nuts (14) onto the main bearing bolts (16), and tighten
them, hand-tight, until they contact the main bearing cap.
4. Remove the complete lifting and lowering device.
5. Coat the screw-in threads of the cross tierod (9) with MoS2 lubricant
and screw them into the main bearing cap, hand-tight, down to con-
tact.
6. Slip the O-ring seals (12) and rings (11) over the cross tierod. Screw
the nuts (10) on, hand-tight, down to contact.
7. Tension the main bearing bolts and cross tierods (see work card
012.02).
012.02
▲ Attention! In case the cross tierods of the neighbouring main
bearings have previously been unloaded, the main bearing bolts and
cross tierods of the checked main bearing are to be tensioned first
and thereafter the the cross tierods of the neighbouring main bear-
ings.
8. Check the main bearing clearance by means of thickness gauges
(000.454) (refer to Operating instructions, Section 2.5), inserting the
thickness gauges approx. 10 mm deep from the coupling side and
free engine end.
000.10), and enter
9. Measure the crank web deflection (see work card 000.10
the measured values in the engine log book.
10. Remove the foot board from the oil sump (if applicable).
11. Fit the temperature sensor (if applicable).
▲ Attention! For running in new main bearing shells, refer to the
running-in instructions in Section 3 of the Operating instructions.
6632 021.01--03 E 04.03 V 32/40 104/ 04

Upper main bearing shell
Removing and installing/checking 021.02

Brief description
The upper main bearing shell is to be removed and checked if damage or

pronounced scoring by dirt particles was found on the lower main bearing
shell during checking.
The work includes:
checking the bearing shell.
Safety requirements

1 Turning stone 021.268 Standard
1 Centring template 021.266 Standard
1 Turning stone 021.265 Standard
Related work cards

000.11 021.01
Technical details
Term Information
Upper main bearing shell 2.5 kg
6632 021.02--01 E 12.00 V 32/40 101/ 03

Operating sequence 1 -- Check the main bearing shell (removal/reinstallation)
Starting condition Main bearing cap lowered, bottom main bearing shell removed.
Steps 1. Insert the turning stone (021.265) into oil bore of the crankshaft (6),
turn the crankshaft by some amount if necessary.
▲ Attention! The turning stone must fully contact the crankshaft.
2. Carefully turn out the upper main bearing shell (20), be careful not to
damage it (see Figure 1 ).
▲ Attention! Note the position of bearing shell fixation (nose bent
open). The crankshaft has to be turned so that the fixation comes
clear. It must not be pulled into the bearing casing.
3. Pull out the turning stone, using the eye bolt (000.023).
4. Carefully clean the main bearing shell running surface, taking care
not to damage it.
5. Check the condition of the running surface (refer to work card
000.11).
000.11
Steps (Part 2: Installation) Important! Replace damaged or worn main bearing shells.
The new main bearing shells supplied are ready to be fitted, scraping or
any other touching up is not permitted. The bearing points are numbered
(refer to the engine operating manual, Section 5). If new main bearing
shells are fitted, the marking has to be transfered to these.
6. Place the centring template (021.266) against the crankcase (5). The
centring bolt of the centring template should for this purpose be
inserted in the bore provided for fixing the main bearing cap (centring
template is held by magnetic force).
7. Thoroughly lubricate the running surface of the main bearing shell
(20) with oil (back of the main bearing shell to remain dry).
5 Crankcase
6 Crankshaft
20 Main bearing shell
21 O-ring seal
Figure 1. Removing the upper main bearing shell

8. Place the main bearing shell against the centring template and push it
in by hand as far as possible.
6632 021.02--01 E 12.00 V 32/40 102/ 03

Important! Take note of the position of bearing shell fixation prior to
pushing in.
9. Turn the crankshaft (6) until the turning stone (021.268) can be
inserted into the oil bore of the crankshaft through one of the bores in
the main bearing shell.
▲ Attention! To avoid deformation of the thin main bearing shell in
the process of turning it in, place the turning stone as closely as
possible to the joint of the main bearing.
10. Turn in the main bearing shell in several steps (corresponding to the
pitch of bore holes). This is done by pulling out the turning stone after
the first turning-in step, turning the crankshaft back by one pitch of
bore holes and reinserting the turning stone. Repeat this step up to
the last bore.
11. Turn the crankshaft back until the lube oil bore comes clear.
12. Insert the turning stone (021.265) directly into the oil bore of the
crankshaft and then turn the bearing shell in completely.
Important! Make sure that the joint faces of bearing shells are in
uniform end position.
13. Remove the centring template and pull out the turning stone using
the eye bolt (000.023).
14. Mount the main bearing cap with the bottom main bearing shell (refer
021.01).
to work card 021.01
▲ Attention! For the running-in of new main bearing shells, refer to
the engine operating manual, Section 3.4.
5 Crankcase
6 Crankshaft
20 Main bearing shell
Figure 2. Installing the upper main bearing shell
6632 021.02--01 E 12.00 V 32/40 103/ 03

Main thrust bearing
Measuring end play/
checking locating bearing rings 021.03
Carry out work in time according to maintenance plan,

measure components,
Brief description
The end play as well as the locating bearing rings are to be checked at
regular intervals.

1 Crow bar 001.391 Standard
1 Magnetic post -- Inventory
Related work cards

000.11
Technical details
Term Information
Locating bearing ring 3.0 kg
6629 021.03--01 E 08.97 32/40 101/ 03

Operating sequence 1 - Measure the crankshaft axial play
Steps 1. Use crow bar (001.391) to shift the crankshaft in one coaxial direction
up to the stop.
▲ Attention! Using a hydraulic press with support between
crankcase side and balance weight is strictly prohibited.
2. Mount a dial gauge on the magnetic post, attach the magnetic post
and place the dial gauge on the coupling flange or any other easily
accessible point. Set the dial gauge to “ZERO”.
3. Shift the crankshaft axially in the opposite direction up to the stop.
During this process, the distance is measured by means of the dial
gauge.
4. Note down the end play and compare it with the admissible play
(refer to engine operating manual, Section 2.5). Enter this end play in
the engine operating records.
Important! If the admissible play is exceeded, the crankshaft
locating bearing rings have to be removed and checked (see operating
sequence 2).
5. Remove the magnetic post and the dial gauge.
Operating sequence 2 - Check the crankshaft locating bearing rings
Starting condition Crankcase door removed.
Steps 1. Use appropriate means to fix the crankshaft (4) in axial position such
that the crankshaft locating bearing rings (2) are accessible.
2. Dismantle one stop (6), refer to Figure 1.
2 Crankshaft locating
bearing ring
5 Hexagon head bolt
6 Stop
A Control dimension
= 1.0 mm
(Distance between
locating bearing ring
and stop
Figure 1. Securing the crankshaft locating bearing ring
▲ Attention! Take care that crankshaft locating bearing rings

cannot drop out.
3. Turn out both locating bearing rings in the direction of rotation.
▲ Attention! Do not turn the crankshaft.
4. Carefully clean the crankshaft locating bearing rings, taking care not
to damage them.
5. Check the condition of the running surfaces (refer to work card
000.11).
000.11
6. Slightly oil the crankshaft locating bearing rings (2).
7. Apply MoS2 lubricant to the threads and contact surfaces of
hexagonal head bolts (5).
8. Tunr in the crankshaft locating bearing rings, mount the stop (6) and
screw down the hexagonal head bolts hand-tight.
Important! Watch the control dimension A on both sides.
See Figure 1.
6629 021.03--01 E 08.97 32/40 102/ 03

9. Tighten the hexagon head bolts to the specified torque (refer to work
000.30).
card 000.30
10. Remove the axial fixation of the crankshaft (refer to point 1).
11. Measure the crankshaft axial play (refer to operating sequence 1)
and enter in the engine operating records.
12. Mount the crankcase door.
1 Bearing casing 3 Crankcase 5 Hexagon head bolt

2 Crankshaft locating bearing 4 Crankshaft 6 Stop
ring
Figure 2. Axial fixation of the crankshaft (locating bearing)
6629 021.03--01 E 08.97 32/40 103/ 03

Main flange bearing/Bearing shells
Removing, attaching, checking 021.04

Brief description
The main bearing shells on the main outer bearing are to be checked at
regular intervals.
Checking bearing shells,
removing components,
attaching components.

1 Guide tube (V--type engine) 021.258 Standard
1 Adapter 20x12.5 001.923 Standard
1 Cross handle 001.891 Standard
2 Socket wrench insert 36x20 001.771 Standard
1 Open--jaw and ring spanner (set) -- Standard
1 Hexagon nut M10 -- Inventory
Related work cards

000.10 000.11 000.30
6629 021.04--01 E 07.97 32/40 101/ 05

Technical details
Term Information
Flange bearing, compl. 165 kg
Flange bearing, upper part 77 kg
Flange bearing, lower part 76.5 kg
Lower main bearing shell 3.0 kg
Upper main bearing shell 2.5 kg
Operating sequence 1 - Check the main bearing shells
Starting condition Crankcase door and covering at coupling end removed, flywheel and
coupling propped, temperature sensors (if fitted) removed.
29 Coupling bolt 36 Hexagon head bolt 41 Cylindrical pin

30 Crankshaft 37 Rope 42 Covering
31 Hexagon head bolt 38 Hexagon head bolt 43 Taper pin
32 Flange bearing 39 Hexagon nut 44 Lower main bearing shell
35 Upper main bearing shell 40 Wooden block
Figure 1. Crankshaft outboard bearing

Steps (part 1) - 1. Extract four taper pins (43).
Checking the bearing shells 2. Screw out hexagon head bolts (31).
3. Clean and oil the crankshaft surface.
6629 021.04--01 E 07.97 32/40 102/ 05

4. Pull the flange bearing (32) forward and support it on wooden block
(40); see Figure 1.
5. Loosen the hexagon nuts (39) and screw them off, dismantle the
hexagon head bolts (36 and 38).
6. Attach the flange bearing upper part (33) to lifting tackle by means of
rope (37), lift it, remove it over the crankshaft (30) and place it on a
wooden pad. Remove the rope.
▲ Attention! When dismounting the flange bearing upper part take
care that the main bearing shell does not drop out and suffer
damage.
7. Attach the flange bearing lower part (34) to lifting tackle by means of
ropes, tension the ropes, remove the wooden pad and lower the
flange bearing lower part.
1 - 4 Marking the order of

tightening
32 Flange bearing
39 Hexagon nut
KS Coupling end
Figure 2. Order of tightening the radial fixing bolts

8. Carefully clean the running surface of the bearing shells (35 and 44),
taking care not to damage them.
9. Check the condition of the running surfaces (refer to work card
000.11).
000.11
▲ Attention! Do not remove main bearing shells for the check,
because this would necessitate new matching.
Replacing bearing shells Damaged or worn out main bearing shells to be taken out of flange
bearing upper and/or lower part, and insert new ones (back side of main
bearing shell to be dry), taking care of bearing shell fixation.
Important! New main bearing shells come supplied ready for

installation, scraping or any other touching up is not permitted. The
bearing points are numbered (refer to engine operating instructions,
Section 5). Where new main bearing shells are installed, the marking is to
be transferred to these.
Steps (part 2) - 10. Clean and oil the journals of crankshaft (30).
Assembling the main 11. Thoroughly lubricate the running surface of the lower main bearing
enter bearing shell (44) with oil.
12. Lift the flange bearing lower part (34) and slide the wooden pad (40)
under neath the flange bearing lower part to prop it. Remove the
ropes.
13. Suspend flange bearing upper part (33) from lifting tackle by means
of rope (37).
14. Thoroughly lubricate the upper main bearing shell (35) with oil.
6629 021.04--01 E 07.97 32/40 103/ 05

15. Lift the flange bearing upper part, move it over the crankshaft and
place it on the flange bearing lower part, taking care of cylindrical pins
(41).
▲ Attention! When mounting the flange bearing upper part be
careful that the main bearing shell does not drop out and suffer
damage.
16. Introduce hexagon head bolts (36 and 38) in bore holes.
17. Apply MoS2 lubricant to the threads and contact surfaces of hexagon
nuts (39), screw the nuts onto the hexagon head bolts hand-tight, and
000.30); for order of
load to the specified torque (see work card 000.30
tightening, see Figure 2.
18. Push the flange bearing (32) in the direction of the crankcase until it
contacts the covering (42), taking note of the bore holes for taper
pins (43).
19. Apply MoS2 lubricant to the threads and contact surfaces of hexagon
head bolts (31), and screw the bolts down gently.
20. Press four taper pins (43) into bore holes.
21. Tighten hexagon head bolts to specified torque (refer to work card
000.30); for order of tightening, see Figure 3.
000.30
22. Check the crankshaft bearing clearance with thickness gauges
(000.454) - refer to engine operating manual, Section 2.5 - Introduce
thickness gauges approx. 10 mm deep from the coupling end and
free end.
000.10) and enter
23. Measure the crank web deflection (see work card 000.10
in the engine operating logs.
24. Mount the temperature sensors (if fitted).
25. Mount the crankcase door and covering at the coupling end.
▲ Attention! For running in of new main bearing shells, see
Section 3.

tightening

33 Flange bearing upper
part
34 Flange bearing lower
part
43 Taper pin
Figure 3. Order of tightening the axial fixing bolts
Operating sequence 2 - Dismantle the flange bearing
Starting condition Crankcase door and covering at the coupling end removed, flywheel and
coupling propped, temperature sensors (if fitted) removed.
Steps 1. Disassemble the flange bearing (32) - refer to operating sequence 1,

points 1 to 6.
6629 021.04--01 E 07.97 32/40 104/ 05

2. Suspend flange bearing lower part (34) from lifting tackle by means of
ropes (37), tension the ropes, replace the wooden block by a flat
wooden pad, and lower the flange bearing lower part onto this pad.
3. Take the lower main bearing shell (44) out of the flange bearing lower
part.
4. Pull the flange bearing lower part out underneath the crankshaft (30),
and put it down on a second pad.
Operating sequence 3 - Install the flange bearing
Starting condition Contact surface on the covering and flange bearing, and joint between
flange bearing upper and lower part cleaned.
Steps 1. Put the flange bearing lower part (34) onto wooden pad and slide it
underneath the crankshaft (30).
2. Place the lower main bearing shell (44) in flange bearing lower part
(back of the bearing shell to be dry), taking note of the bearing shell
fixation.
3. Mount the flange bearing (32) - refer to operating sequence 1, points
10 to 25.
6629 021.04--01 E 07.97 32/40 105/ 05

Torsional vibration damper
100 Camshaft drive
Main starting valve
6682 027--02 E 04.98 101/ 01

of the crankshaft
Removing and refitting 027.03

Brief description
The torsional vibration damper on the crankshaft is to be replaced in

accordance with the intervals specified in the maintenance schedule.
dismounting components,
mounting components.
Safety requirements
- Engine shut down


1 Screw--on plate 027.033--1 Optional
1 Suspension plate 027.033--7 Optional
2 Pipe 027.033--13 Optional
2 Attachment swivel 027.033--27 Optional
1 Lifting eye bolt M10 000.141 Standard
1 Socket wrench insert (set) -- Standard
6632 027.03--02 E 07.05 V 32/40 101/ 05

Related work cards

000.30
Technical details
Term Information
Cover 28 kg
Torsional vibration damper 1295 kg
Preliminary remarks
Every torsional vibration damper is a special component matched to suit

the respective plant. Improper installation may result in severe damage to
the plant and/or the torsional vibration damper.
1 Crankshaft 4 Stud 8 Cover

2 Cylinder crankcase 6 Nut 9 Hexagon socket bolt
3 Torsional vibration damper 7 Hexagon socket bolt
Figure 1. Torsional vibration damper
6632 027.03--02 E 07.05 V 32/40 102/ 05

Operating sequence 1 -- Removal of the torsional vibration damper
1 Crankshaft 10 Prop 14 Hexagon bolt M24x50

2 Cylinder crankcase 11 Hexagon bolt M16x100 15 Rope
3 Torsional vibration damper 12 Hexagon bolt M16x100
4 Stud
Figure 2. Attached fitting/unfitting tool
Starting condition The crankcase cover and the covering on the free engine end have been
removed.
Steps 1. Screw the lifting eye bolt (000.141) into the cover (8). Attach the
rope to the lifting eye bolt by means of the shackle (002.452), and
suspend the rope in the lifting tackle.
2. Unscrew the hexagon socket bolts (7), and remove the cover. Put
the cover down onto an appropriate support (refer to Figure 1 ).
3. Turn the crankshaft (1) into a position in which the marking ”Kur-
bel 1/Crank 1” on the torsional vibration damper (3) is up.
4. Unscrew the nuts (6) from the studs (4).
5. Mount the screw-on plate (027.033-1) on the crankshaft by means of
the hexagon bolts (14) - refer to Figures 2 and 3 .
6. Slip the pipes (027.033-13) onto the pins of the screw-on plate, and
secure them in place using the hexagon bolts (12).
6632 027.03--02 E 07.05 V 32/40 103/ 05

7. Slip the suspension plate (027.033-7) with the pins onto the pipe
ends, and fasten them in place using the hexagon bolts (11).
3 Torsional vibration
damper
16 Hexagon nut M16
Figure 3. Screw-on plate and suspension plate

8. Place the bracket (027.033-15) under the suspension plate, and at-
tach it to the latter by means of the hexagon bolts (15) and/or nuts
(16) - refer to Figure 3 .
9. Place a suitable prop (10) under the bracket.
10. Screw the hexagon bolts (12) into the pin of the screw-on plate until
the pipes contact the torsional vibration damper.
11. Unscrew the hexagon socket bolts (9).
12. Slightly oil the pipes, and pull the torsional vibration damper forward
(refer to Figure 2 ). Pay attention to the centrings in order to avoid
that they are damaged.
13. Screw the attachment swivel (027.033-27) into the torsional vibration
damper. Attach the ropes to the lifting eye bolts by means of shackle
(002.453), and suspend the rope from the lifting tackle.
14. Slightly lift the torsional vibration damper. Remove the prop (10), the
suspension plate (027.033-7) with the bracket (027.033-15) and the
pipes (027.033-13).
15. Using the lifting tackle, move the torsional vibration damper out and
put it down onto an appropriate support.
6632 027.03--02 E 07.05 V 32/40 104/ 05

Operating sequence 2 -- Transport of the torsional vibration damper
3 Torsional vibration
damper
15 Rope
sa max. 60
Figure 4. Lifting and transport of the torsional vibration damper

Transport of the torsional vibration damper is only permissible in horizontal
position. In this connection, only the auxiliary means provided for this pur-
pose (027.033-27) are to be used. Both for removal and transport, the
torsional vibration damper is at least to be attached at two points (refer to
Figure 4 ).
Operating sequence 3 -- Fitting the torsional vibration damper
For fitting the torsional vibration damper, proceed in the reverse order fol-
lowed for removal, paying attention to the following:
1. Prior to fitting, remove all of the anti-corrosion agent from the new
torsional vibration damper.
2. During the fitting process, pay attention to the centring and the mark-
ing crankshaft - torsional vibration damper, and make sure not to
damage them.
3. Coat the threads and contact faces of the studs (4) and nuts (6) with
MoS2 lubricant, screw the nuts on, hand-tight. Hold the inner nuts in
place by means of the ring spanner, tighten the outer nuts crosswise
000.30) using the power am-
to the specified torque (see work card 000.30
plifier (008.030) and the torque wrench (008.017).
Important! To ensure that the specified torque is reached, the oper-
ating instructions supplied with the power amplifier (008.030) are to be ob-
served and the torque wrench (008.017) is to be adjusted accordingly.
▲ Attention! When tightening the bolted connections using the

torque wrench and the power amplifier, be careful to avoid that the
tools slide off the nuts (6).
4. Remove the complete fitting/unfitting tool.
5. Before taking the engine into operation, the torsional vibration
damper is to be supplied with hydraulic oil by means of the prelubri-
cating pump until oil emerges from the circulating bores in the side
discs.
6632 027.03--02 E 07.05 V 32/40 105/ 05

Connecting rod/Big-- end bearing
100 Camshaft drive
Main starting valve
6682 030--02 E 04.98 101/ 01

Con-- rod shank bolts

Brief description
Con--rod shank bolts are to be checked at regular intervals by means of

Safety requirements


1 Assistant 1

2 Angle piece 009.028 Standard
6629 030.01--01 E 03.05 32/40 101/ 05

Related work cards

000.30 000.32 009.03
6629 030.01--01 E 03.05 32/40 102/ 05

Operating sequence 1 -- Check the conrod shank bolts
Starting condition Crankcase opened, piston/connection rod assembly of the respective

cylinder in BDC position.
Steps 1. Clean the threads of conrod shank bolts (8).

2. Mount hydraulic tensioning tools on conrod shank bolts (1 and 3) -
refer to Figure 1 .
▲ Attention! Once the hydraulic tensioning tools have been
mounted, the running gear must not be turned.
3. Turn the tensioning tools (009.346) back by 290 .
4. Connect high-pressure hoses (009.306) to tensioning tools and
high-pressure pump or hydraulic hand pump.
5. Switch on the high-pressure pump or the hydraulic hand pump (see
009.03) and close the gap between the thrust pad
work card 009.03
(030.258) and the tensioning tool resulting from the turning back.
cloosed.
Note down the force required for loosening and compare it with the
▲ Attention! The pressure is allowed to be max. 7% below max. 5%

000.33).
above the tensioning pressure (see work cards 000.30 and 000.33
1 - 4 Order of tightening 5 Conrod shank 8 Conrod shank bolt

6 Big-end bearing 10 Balance weight
Figure 1. Working on the conrod shank bolts. On the right side of the figure - Placing of the tensioning tools/running gear
position. On the left side - Order of tightening (illustrtion shows L-type engine)
7. Adjust the specified tensioning pressure with the high-pressure pump
or by operating the hydraulic hand pump and retighten both the nuts.
9. Repeat the procedure (points 2 to 8) in the same way as on conrod
shank bolts (2 and 4).
6629 030.01--01 E 03.05 32/40 103/ 05

Operating sequence 2 -- Untighten the conrod shank bolts
Steps 1. Clean the threads of the conrod shank bolts (8).

2. Untighten the conrod shank bolts (1 and 3) - see operating sequence
1, points 2 to 6.
3. Turn the nuts (7) back (for angular amount of turning back, see work
card 000.30).
000.30
5. Repeat the procedure (points 2 to 8) in the same way as on conrod
shank bolts (2 and 4).
Operating sequence 3 -- Tighten the conrod shank bolts
Starting condition Running gear in BDC position, conrod shank resting on big-end bearing
034.01). The nuts are loosened.
Steps 1. Screw the nuts (7) of conrod shank bolts hand-tight, using the tommy
bar (000.261).
2. Verify that the gap of the joint between the conrod shank (5) and the
big-end bearing (6) is less than 0.05 mm all around.
3. Mount the hydraulic tensioning tool on conrod shank bolts (1 and 3) -
see Figure 2 .
4. Connect high-pressure hoses (009.306) to tensioning tools (009.346)
and high-pressure pump or hydraulic hand pump.
5. Place measuring devices (009.051) to tensioning tools.
009.03) and load the conrod shank bolts (8) to a pressure
work card 009.03
of 50 bar. Set the dial gauges (9) to “Zero”.
5 Conrod shank
7 Nut
8 Conrod shank bolt
9 Dial gauge
Figure 2. Hydraulic tensioning tool and measuring device in place

7. Load the conrod shank bolts (8) to the specified pressure (refer to
000.30). Screw both the nuts (7) hand-tight.
work card 000.30
6629 030.01--01 E 03.05 32/40 104/ 05

9. Load the conrod shank bolts (8) to 50 bar again. Read the elongation
aL on the dial gauges and compare with the specified value (see
work card 000.30).
000.30
▲ Attention! Tighten the conrod shank bolts to the specified
tensioning pressure, and not by elongation. The elongationonly
serves as a means of control. In case of excessive deviations, repeat
the tensioning procedure and check the measuring devices and/or
pressure gauges.
Extraordinary conditions may result in permanent elongation of the
conrod shank bolts. Conrod shank bolts as new have the dimension
of 253 0.1 mm and are allowed to sustain a permanent elongation
by 0.5 mm; this means that if the length of 253.6 mm (in unloaded
condition) is exceeded, the conrod shank bolt has to be replaced.
11. Repeat the procedure (points 3 to 10) in the same way on conrod
shank bolts (2 and 4) - see Figure 1 and 2 .
6629 030.01--01 E 03.05 32/40 105/ 05

Big-- end bearing bolts

Brief description
Big--end bearing bolts are to be checked at regular intervals using

Safety requirements


1 Assistant 1

6629 030.02--01 E 04.05 32/40 101/ 04

Related work cards

000.30 000.32 009.01
009.03
Operating sequence 1 -- Check the big-end bearing bolts
Starting condition Crankcase opened, crank pin of the respective cylinder vertically up
(running ger at TDC) on the L-type engine, and vertically down on the
V-type engine. Foot board (special tool) placed in oil sump, or oil sump
cleaned by appropriate means.
Steps 1. Clean the threads of the big-end bearing bolts (5).

2. Mount hydraulic tensioning tools on both big-end bearing bolts (5),
taking care of the centerings (refer to Figures 1 and 2).
▲ Attention! Once the hydraulic tensioning tools have been
installed, it is not permitted any longer to turn the running gear.
Prior to mounting the tensioning cylinder, make sure that the piston
has been fully forced home.
1 Big-end bearing body

2 Big-end bearing cap
Figure 1. Mounting the hydraulic tensioning tools to the big-end bearing bolts
3. Turn the tensioning cylinder (009.097) back by 310 .
4. Connect high-pressure hoses (009.306) to tensioning cylinder and
high-pressure pump or hydraulic hand pump.
009.03) and close the gap produced by the turning back
work card 009.03
between the thrust pads (030.243) and big-end bearing cap (2).
loosened.
Note down the force required for loosening, and compare it with the
▲ Attention! The pressure is permitted to be max. 7% below and

max. 5% above the tensioning pressure (refer to work card 000.30
and 000.33).
000.33
6629 030.02--01 E 04.05 32/40 102/ 04

7. Adjust the high--pressure pump to the specified tensioning pressure
or actuate the hydraulic hand pump until the specified tensioning
pressure is reached and retighten the nuts (3).
8. Release the pressure and remove the hydraulic tensioning tool.
9. Take the foot board (if one has been provided) out of the oil sump.
10. Reset the pistons of the tensioning cylinders (see work card 009.01).
009.01
Operating sequence 2 -- Untighten the big-end bearing bolts
Steps 1. Unload the big-end bearing bolts (see operating sequence 1,

points 1 to 6).
2. Turn nuts (3) back (for angular amount of turning back, see work
card 000.30).
000.30
4. Reset the pistons of the tensioning cylinders (see word card 009.01).
009.01

3 Nut
4 Dial gauge
5 Big-end bearing bolt
Figure 2. Sectional view of the hydraulic tensioning tool/dial gauge mounted.
Operating sequence 3 -- Tighten the big-end bearing bolts
Starting condition Big-end bearing preassembled (refer to work card 030.03

030.03), crankpin of the
respective cylinder vertically up (running ger at TDC) on the in-line engine,
and vertically down on the V-type engine.
Steps 1. Tension nuts (3) of the big-end bearing bolts hand-tight using the
2. Verify that the gap at the joint between the big-end bearing body (1)
and the big-end bearing cap (2) is the same on both sides.
3. Mount hydraulic tensioning tools on the big-end bearing bolts (5) --
see Figure 1.
▲ Attention! Prior to mounting the tensioning cylinder make sure
that piston has been fully forced home.
4. Connect high-pressure hoses (009.306) to tensioning cylinders
(009.097) and high-pressure pump or hydraulic hand pump.
6629 030.02--01 E 04.05 32/40 103/ 04

5. Place measuring devices (009.051) to tenioning cylinders
(see Figure 2).
009.03) and tension the big-end bearing bolts to a pressure
work card 009.03
of 500 bar. Set the dial gauges (4) to “Zero”.
7. Load the big-end bearing bolts to the specified pressure (refer to
000.30). Tension both the nuts (3) hand-tight.
work card 000.30
9. Tension the big-end bearing bolts to a pressure of 500 bar again.
Read the elongation al on the dial gauges, and compare it with the
000.30).
specified value (refer to work card 000.30
▲ Attention! Big-end bearing bolts should be tightened to the
specified tensioning pressure, not according to elongation. The
elongation only serves as a means of control. In case of excessive
deviations, repeat the tensioning procedure and check the
measuring instruments and/or pressure gauges.
Extraordinary conditions may cause a permanent elongation of

big-end bearing bolts. The big-end bearing bolt as a new is
462 +/- 0.1 mm long and must not suffer a permanent elongation of
more than 1.0 mm, i.e. it has to be replaced if its length (in unloaded
condition) exceeds 463.1 mm.
11. Take the foot board (if one has been provided) from the oil sump.
009.01).
12. Reset the pistons of tensioning cylinders (see work card 009.01
6629 030.02--01 E 04.05 32/40 104/ 04

Big-- end bearing cap - lowering
Big-- end bearing bolt - removal
Lower big-- end bearing shell - checking 030.03

Brief description
Big--end bearing shells are to be checked at regular intervals. For this

purpose, the big end bearing cap must be lowered and the big end bearing
bolts removed.
Safety requirements


1 Fitting/unfitting tool 030.319 Standard
1 Wire rope 200.067 Standard
1 Rope clamp 030.319--7 Standard
1 Screw--on plate 030.320 Standard
1 Supporting device 030.271 Standard
1 Rope guide 030.321 Standard
2 Extension pipe 030.269 Standard
1 High--pressure pump 009.338 Optional
1 Bolt extractor 009.089 Optional
6632 030.03--02 E 12.00 V 32/40 101/ 06

Related work cards

000.11 030.02 030.04
Technical details
Term Information
Bearing shell 2.5 kg
Big--end bearing cap 44.5 kg
Preliminary remarks
To check the unloaded, lower bearing shell it is only necessary to lower the
big-end bearing cap into the oil sump. The shell can then be taken out for
being checked (part of operating sequence 1, and sequences 2 and 3). To
check the upper bearing shell, which is under load and the condition of
which is decisive for drawing conclusions on the bearing, it is also neces-
sary to lower the big-end bearing cap. Moreover, the big-end bearing bolts
have to be removed (as described in operating sequence 1). Only in this
condition can the crankshaft be turned to come clear of the upper bearing
030.04). It is permitted to replace bearing shell
shell (refer to work card 030.04
halves individually.
Operating sequence 1 -- Lower the big-end bearing cap / remove the big-end bearing bolts
Starting condition Big-end bearing bolts have been untightened (see work card 030.02 and
Figure 1 A). Running gear has been turned in such a way that the crank-
shaft balance weight of the respective cylinder points vertically upward.
Steps 1. Attach two supports (030.250) to the big-end bearing cap (6) and big-
end bearing body (10).
2. Unscrew the nuts.
3. Remove big-end bearing bolts (4) as follows only in case removal of
the upper bearing shell according to work card 030.04 is planned af-
ter checking the lower bearing shell. Otherwise, continue with step 8.
4. Mount bolt extractor (009.089) on big-end bearing bolts (projection A
in Figure 2 to be noted).
5. Loosen, unscrew and remove the big-end bearing bolts.
6. Remove the bolt extractor.
7. Turn crankshaft by 20 to 25 (in direction of big-end bearing to be
removed). See Figure 3 .
6632 030.03--02 E 12.00 V 32/40 102/ 06

8. Screw two rope guides (030.261 and 030.262) onto balance
weights (8) in such a way that these can still be moved.
9. Screw rope guide (030.321) onto cylinder crankcase (2) (see Fig-
ure 3 , view Y).
▲ Attention! The engine must not be turned any more in this condi-
tion (rope guides).
10. Place wire rope (200.067) over rope guides and attach to supports by
means of shackles (002.452). See Figure 3 .
11. Suspend ratchet hoist (002.552) from a suitable point. Suspend wire
rope from ratchet hoist and secure with rope clamp (030.319-7) - re-
fer to Figure 3 . Tension the wire rope.

3 Oil sump
5 Crankshaft
8 Balance weight
Figure 1. Removal of the big-end bearing bolt

12. Screw guide tubes (030.268) into big-end bearing body and screw on
extension pipes (030.269).
13. Screw screw-on plate (030.320) onto cylinder crankcase (2) and
screw supporting device (030.271), depending on the appertaining
cylinder bank, onto screw-on plate (refer to Figure 3 , view X).
14. Screw two hexagon bolts (1) out of the big-end bearing body.
15. Lower big-end bearing cap onto the supporting device, using the
ratchet hoist. See Figure 3 .
6632 030.03--02 E 12.00 V 32/40 103/ 06

16. Remove rope guides between the balance weights as well as the wire
rope.
17. Clean the running surface of the big-end bearing shell (13).

17 O-ring seal
18 Stud M10
19 Hexagon nut
A Projection A = 53 mm
Figure 2. Illustration showing bolt extractor as mounted, and the big-end bearing
bolt
Operating sequence 2 -- Check the lower big-end bearing shell
Starting condition Big-end bearing cap put down in oil sump.
Important! Conclusions on the big-end bearing can primarily be

drawn from the condition of the upper bearing shell. Please refer to work
card 030.04.
030.04 The lower bearing shell is also to be checked in connection
with this job, the more so if damage is to be expected or has been found
on the upper bearing shell.
Steps 1. Take the lower big-end bearing shell (13) out of the big-end bearing
cap (6).
2. Check the condition of the running surface of the lower big-end bear-
000.11).
ing shell (see work card 000.11
▲ Attention! Replace damaged or worn-out big-end bearing shells.
The bearing shells are consecutively numbered on initial assembly. When
fitting new bearing shells, these are also to be marked with the corre-
sponding number.
New bearing shells are supplied in a condition ready for installation. Under
no circumstances whatsoever attempt to reduce the clearance by filing the
joint faces, or by mechanically treating them in any other way. This equally
applies to new bearing shells as well as to bearing shells already used.
Although it is true that this would reduce the clearance, it also means that
the shells are no longer clamped sufficiently in the big-end bearing and its
cap. Also, subsequent scraping of the running surface is to be refrained
from under all circumstances.
3. Place the lower big-end bearing shell into the big-end bearing cap
(back of the big-end bearing shell to be oil-dry).
6632 030.03--02 E 12.00 V 32/40 104/ 06

Operating sequence 3 -- Mount the big-end bearing cap
Starting condition Bearing shell cleaned, running surface well oiled, big-end bearing bolts
cleaned and threads dry, running gear in position as shown in Figure 3 .
2 Cylinder crankcase 7 Hexagon nut 11 Hexagon bolt

3 Oil sump 8 Balance weight 13 Lower big-end bearing
5 Crankshaft 9 Hexagon bolt M12x25 shell
Figure 3. Lower the big-end bearing cap
Steps For the installation, proceed in the reverse order followed for removal, pay-
ing attention to the following items:
1. When fitting the bing-end bearing cap (6) to the big-end bearing body
(10), take note of the positioning pins.
2. For fitting the big-end bearing bolts (4), proceed as follows:
3. Turn the crankshaft (5) in such a way that the balance weight (8) is in
vertical position (see Figure 1 B).
4. Screw the big-end bearing bolts by hand from below through the big-
end bearing cap into the big-end bearing body until the collar of the
6632 030.03--02 E 12.00 V 32/40 105/ 06

big-end bearing bolt contacts the big-end bearing body (see Fig-
ure 2 ).
5. Screw the nuts on, hand-tight, so that they contact the big-end bear-
ing cap.
6. After the big-end bearing bolts have been tensioned, measure the
bearing clearance using thickness gauge (000.451); introduce thick-
ness gauge approx. 10 mm deep from the coupling side and free
end.
Important! Enter the readings in the engine log book.
6632 030.03--02 E 12.00 V 32/40 106/ 06

Upper big-- end bearing shell

Brief description
Big--end bearing shells are to be checked at regular intervals. For this

purpose, the big end bearing cap must be lowered and the big end bearing
bolts removed.
Safety requirements
- Engine shut down


1 Assistant 4

1 Supporting device (for smooth--running piston) 030.516 Standard
1 Support (for smooth--running piston) 030.515 Standard
1 Support (upper) 030.515--1 Standard
1 Support (lower) 030.515--2 Standard
6632 030.04--03 E 02.05 V 32/40 101/ 04

Related work cards

000.11 030.03
Technical details
Term Information
Bearing shell 2.5 kg
3 Oil sump
8 Balance weight
15 Cylinder liner
22 Connecting rod
24 Smooth-running piston
A Cylinder bank A
B Cylinder bank B
Figure 1. Tool fitted for checking the upper big-end bearing shell
Operating sequence 1 -- Removal of the upper big-end bearing shell
Starting condition Big-end bearing bolts removed, big-end bearing cap placed in supporting
device, running gear positioned in BDC.
Steps 1. Wire rope and rope guides removed (see work card 030.03).
030.03
2. Remove the extension pipes (030.269) from the guide tubes
(030.268) and put them down.
3. Turn the running gear so that the crank pin of the crankshaft (5) is in
horizontal position.
6632 030.04--03 E 02.05 V 32/40 102/ 04

4. Screw one support (030.515) for the smooth-running piston (24) in
place onto the cylinder liner (15) - refer to Figure 2 , View X).
5. Carefully turn the piston down until it is seated.
▲ Attention! While turning, make sure that the big-end bearing body
follows the movement of the crankshaft.
6. Mount the support (030.322) to the cylinder crankcase (2).
7. Attach the big-end bearing body (10) to the support (030.322) by
means of the hexagon bolt (1) - refer to Figure 2 .
8. Turn the crank pin out in downward direction until the big-end bearing
shell (16) is easily accessible (refer to Figure 2 ).
▲ Attention! When turning the crank pin out of the way, take care
that the big-end bearing shell does not fall out and suffer damage.
9. Take the big-end bearing shell out.
000.11), replace it if
10. Check the big-end bearing shell (see work card 000.11
necessary.
1 Hexagon bolt M12x25 7 Hexagon nut M12 16 Upper big-end bearing

2 Cylinder crankcase 8 Balance weight shell
5 Crankshaft 10 Big-end bearing body 23 Hexagon bolt M12x40
15 Cylinder liner 24 Smooth-running piston
Figure 2. Tool as fitted -- Turning the crank pin out
6632 030.04--03 E 02.05 V 32/40 103/ 04

Operating sequence 2 -- Installation of the upper big-end bearing shell
Starting condition Big-end bearing shell cleaned, back of the bearing shell oil-dry, running
surface thoroughly oiled.
Important! The bearing shells are on initial assembly marked by

consecutive numbers. When new bearing shells are installed, these are to
be correspondingly marked with the same number.
New bearing shells are supplied in a condition ready for installation. Re-
ducing the clearance by filing or any other mechanical treatment of the
joint surfaces must not be attempted, neither on used nor on new bearing
shells. Although it is true that this would reduce the clearance, it also
means that the shells are no longer sufficiently clamped in the big-end
bearing body and the big-end bearing cap. Also, subsequent scraping of
the running surfaces has to be refrained from under all circumstances.
For installation, proceed in the reverse order followed for removal. When
inserting the upper big-end bearing shell (16) into the big-end bearing body
(10), pay attention to the bearing shell fixation.
▲ Attention! When turning the crankshaft to BDC position, make

sure that the support (030.515) has been removed and the connect-
ing rod with the piston follows the movement of the crankshaft.
6632 030.04--03 E 02.05 V 32/40 104/ 04

Big-- end bearing

Brief description
Big--end bearings are not to be disassembled for routine maintenance

work. This will only be necessary under special circumstances, e.g. if the
engine has to be operated under emergency conditions with the running
gear removed and the oil bore blocked.
The work/steps consist of:
Safety requirements


1 Assistant 3

1 Butt strap 030.244 Standard
1 Slide piece 030.313--10 Standard
1 Bracket 030.313--20 Standard
1 Support 030.313--30 Standard
1 Guide rod 030.313--40 Standard
1 Plate 030.313--45 Standard
1 Screw--on plate 030.320 Standard
1 Turning stirrup 030.260 Standard
6632 030.05--03 E 12.00 V 32/40 101/ 07

Related work cards

030.02 034.01
Technical details
Term Information
Big--end bearing cap 44.5 kg
Big--end bearing body 48.5 kg
Operating sequence 1 -- Removal of the big-end bearing
Starting condition Big-end bearing bolts unloaded, big-end bearing fixed to balance weight by
means of turning stirrup (030.260), piston and con-rod shank removed.
Steps 1. Turn the crankshaft (5) so that the big-end bearing is in horizontal
position (refer to Figure 1 ).
2. Screw the nut (3) off the lower big-end bearing bolt (4).
3. Attach the slide piece (030.313-10) to the big-end bearing cap (6).
(Refer to Figure 1 .)
4. Remove the turning stirrup (030.260), holding the big-end bearing by
means of the slide piece.

3 Nut
5 Crankshaft
8 Balance weight
11 Stud
Figure 1. Big-end bearing fixed to the balance weight, slide piece attached to the big-end bearing cap
6632 030.05--03 E 12.00 V 32/40 102/ 07

2 Hexagon bolt 6 Big-end bearing cap 10 Big-end bearing body
5 Crankshaft 9 Cylinder crankcase 11 Stud
Figure 2. Installing the support in the crankcase
3 Nut
5 Crankshaft
Figure 3. Big-end bearing put down on support
6632 030.05--03 E 12.00 V 32/40 103/ 07

5. Turn the crankshaft by 90E, holding the big-end bearing in horizontal
position by means of the slide piece (refer to Figure 2 ).
▲ Attention! Using the slide piece, keep holding the big-end bearing
until both components are resting on the support.
6. Introduce the support (030.313-30) into the crankcase and put it
down on hexagon bolts (2) - refer to Figure 2 .
7. Turn the crankshaft back until big-end bearing and slide piece rest on
the support. If necessary, loosen the hexagon bolts (1) and align the
slide piece (refer to Figure 3 ).
8. Screw one con-rod shank bolt (7) which is situated at the bottom out
of the big-end bearing body (10).
9. Slip on the plate (030.313-45) and screw the pilot rod (030.313-40)
through the plate and into the big-end bearing body (refer to Fig-
ure 4 ).
10. Slip the screw-on plate (030.320) onto the studs (11) and fasten it to
the cylinder crankcase (9) by means of the hexagon nuts (12) - refer
to Figure 4 .
4 Big-end bearing bolt 7 Big-end bearing bolt 11 Stud

5 Crankshaft 9 Cylinder crankcase 12 Hexagon nut M12
6 Big-end bearing cap 10 Big-end bearing body
Figure 4. Big-end bearing with attached tool

11. Mount the bracket (030.313-20) to the screw-on plate.
12. Screw the nut (3) off the upper big-end bearing bolt (4).
13. Carefully pull the big-end bearing body outward (refer to Figure 5 ).
▲ Attention! During pulling out, take care that the big-end bearing
shell (15) does not fall out and suffer damage.
14. Take the big-end bearing shell (15) out.
6632 030.05--03 E 12.00 V 32/40 104/ 07

15. Attach the butt strap (030.244) to the big-end bearing body. Screw
the lifting eye bolt (000.141) into the butt strap.
16. Attach the rope (17) to the lifting eye bolt by means of shackle
(002.452). Suspend the rope in the lifting tackle and tighten the rope.
17. Pull the big-end bearing body all the way out. Do not damage the
big-end bearing bolts (4) in the process.
18. Lift the big-end bearing body and put it onto a wooden support. Re-
move the butt strap from the big-end bearing body.
Important! When putting the big-end bearing body down, take care
not to damage the big-end bearing bolts and con-rod shank bolts.
4 Big-end bearing bolt 7 Con-rod shank bolt 15 Upper big-end bearing

5 Crankshaft 10 Big-end bearing body shell
6 Big-end bearing cap 13 Positioning pin 16 Hexagon bolt M12x35
17 Rope
Figure 5. Removed big-end bearing body

19. Remove bracket and screw-on plate and mount them on the opposite
side (refer to Figure 6 ).
20. Pull the big-end bearing cap outward (refer to Figure 6 ).
▲ Attention! During pulling out, take care that the big-end bearing
shell (14) does not fall out and suffer damage.
21. Take big-end bearing shell (14) out.
22. Fasten the butt strap (030.244) to the big-end bearing.
(002.452). Suspend the rope in the lifting tackle and tighten the rope.
24. Lift the big-end bearing cap and put it down onto a wooden support.
Remove the butt strap from the big-end bearing cap.
25. Clean the individual parts.
6632 030.05--03 E 12.00 V 32/40 105/ 07

1 Hexagon bolt M12x25 11 Stud 16 Hexagon bolt M12x35
5 Crankshaft 12 Hexagon nut M12 17 Rope
6 Big-end bearing cap 14 Lower big-end bearing
shell
Figure 6. Removed big-end bearing body
Operating sequence 2 -- Installation of the big-end bearing
Ausgangslage Individual parts cleaned, back of the big-end bearing shells oil-dry, running
surface well oiled, threads of the big-end bearing bolts dry, running gear at
position approx. 99E before/after TDC (refer to Figure 3 ). Support
(030.313-30) placed in the crankcase, bracket (030.313-20) attached to
the cylinder crankcase, for the installation of the big-end bearing cap.
Steps 1. Prior to installing the big-end bearing cap (6) and/or big-end bearing
body (10), pay attention to the position of the marking for exhaust gas
counter side.
2. Fasten the butt strap (030.244) to the big-end bearing cap. Screw
the lifting eye bolt (000.141) into the butt strap.
(002.452). Suspend the rope in the lifting tackle.
4. Mount the slide piece (030.313-10) to the big-end bearing cap (refer
to Figure 6 ).
5. Lift the big-end bearing cap and put it down on the bracket (refer to
Figure 6 ). Remove the butt strap.
6. Insert the big-end bearing shell (14) in the big-end bearing cap, pay-
ing attention to the bearing shell fixation.
7. Push the big-end bearing cap on the bracket and support forward up
to the crank pin, if necessary, slightly turn the crankshaft (5).
▲ Attention! When inserting the big-end bearing cap, take care of
the big-end bearing shell to avoid that it drops down and suffers
damage.
8. Remove the bracket and the screw-on plate and mount it on the op-
posite side.
9. Fasten the butt strap to the big-end bearing body.
6632 030.05--03 E 12.00 V 32/40 106/ 07

10. Screw the guide rod (030.313-40) through the plate (030.313-45) and
into the big-end bearing body (refer to Figure 5 ).
11. Lift the big-end bearing body and put it onto the bracket. Do not dam-
age the big-end bearing (4) and the con-rod shank bolt (7) in the pro-
cess. Remove the butt strap.
12. Insert the big-end bearing shell (15) into the big-end bearing body,
paying attention to the bearing shell fixation.
13. Shift the big-end bearing body on the bracket and the support up to
the crank pin, making sure that the big-end bearing bolt (4) is not
damaged while being inserted into the big-end bearing cap (refer to
Figure 4 ).
▲ Attention! When introducing the big-end bearing body, take care
of the big-end bearing shell to avoid that it drops down and suffers
damage.
14. When assembling the big-end bearing body with the big-end bearing
cap, take note of two positioning pins (13).
15. Screw the nuts (3) onto the upper big-end bearing bolt down to con-
tact with the big-end bearing cap.
16. Remove the bracket, the guide rod and the plate.
17. Screw the con-rod shank bolt (7) into the big-end bearing body by
hand until the shoulder of the con-rod shank bolt contacts the big-end
bearing body (refer to Figure 7 ).
18. Turn the crankshaft by approx. 99E, holding the big-end bearing in
horizontal position by means of the slide piece (the crankshaft with the
balance weight are in vertical position, refer to Figure 2 ).
▲ Attention! Keep holding the big-end bearing by means of the
slide piece until the big-end bearing has been attached to the bal-
ance weight by means of the turning stirrup.
19. Remove the support from the crankcase.
20. Turn the crankshaft back by 90 (crankshaft with balance weight
being in horizontal position, refer to Figure 1 )
21. Fasten the big-end bearing to the balance weight (8) by means of the
turning stirrup (030.260) - refer to Figure 1 ).
22. Remove the slide piece.
23. Screw the nut (3) onto the lower big-end bearing bolt down to contact
with the big-end bearing cap.
24. Turn the running gear so that the crank pin is in TDC position.
030.02).
Tighten the big-end bearing bolts (see work card 030.02
25. After tensioning the big-end bearing bolts, measure the bearing clear-
ance using the feeler gauge (000.451), introducing the feeler gauge
approx. 10 mm deep from the coupling side and free engine end.
Enter the results in the engine operating logs.
26. Turn the running gear so that the crank pin is at BDC. Install the pis-
ton complete with connecting rod shank and top land ring (see work
card 034.01).
034.01
7 Con-rod shank bolt

Figure 7. Con-rod shank bolt
6632 030.05--03 E 12.00 V 32/40 107/ 07

Piston/piston rings
100 Camshaft drive
Main starting valve
6682 034--02 E 04.98 101/ 01

Piston
Carry out work in time according to the maintenance schedule,

check state/wear condition of components.
Brief description
Pistons are to be disassembled within the scope of maintenance and

repair work.
Safety requirements
- Engine shut down


1 Assistant 1

1 Tapered sleeve for inserting the piston rings 034.100 Standard
1 Tap wrench 034.097 Standard
1 Tap 034.096 Standard
1 Suspension device 034.142 Standard
1 Pilot rod 034.006 Standard
2 Slide piece 030.264 Standard
1 Turning stirrup 030.260 Standard
6632 034.01--02 E 04.04 V 32/40 101/ 04

1 Lubricating oil, clean -- Inventory
Related work cards

030.03 034.02
Technical details
Term Information
Piston with connecting rod shank 234 kg
5 Rope 11 Balance weight 18 Hexagon bolt M12x20

7 Piston 13 Con-rod shank bolt 19 Hexagon bolt M16x35
8 Backing ring 15 Big-end bearing body 20 Hexagon bolt M12x120
9 Cylinder liner 16 Big-end bearing cap
10 Connecting rod shank 17 Crankshaft
Figure 1. Removal and installation of the piston
6632 034.01--02 E 04.04 V 32/40 102/ 04

Operating sequence 1 -- Removal of the piston
General Prior to piston removal, the top land ring has to be taken out because it
has a smaller diameter than the piston has.
Starting condition Top land ring removed, crankcase opened, foot board (special tool) placed
in oil sump, or oil sump cleaned for this purpose by appropriate means,
con-rod shank bolts untightened, running gear at TDC.
Steps 1. Clean the tap holes in the piston crown by means of a hand tap
(034.096).
2. Place the support (034.142-1) on the piston (7), screw two hexagon
bolts in and fasten the support to the piston by means of the hexa-
gon nuts. Attach the rope (5) to the support using the shackle
(002.453). Refer to Figure 1 .
3. Turn the piston until it is exactly at BDC and attach the rope to the
lifting tackle.
4. Attach the turning stirrup (030.260) to the big-end bearing using
hexagon bolts (18) and to the balance weight (11) by means of the
hexagon bolt (19). Refer to Figure 1 .
5. Unscrew the nuts from the con-rod shank bolts (13).
6. Screw two guide tubes (030.263) onto the con-rod shank bolts lo-
cated on the inside until they are seated (refer to Figure 1 /I).
7. Pull the piston upwards and out as far as necessary in order to permit
the slide piece (030.264) to be screwed onto the connecting rod (10).
Refer to Figure 1 /II.
8. When pulling the piston further out, make sure that the piston rod
palm is pulled upwards along the cylinder liner on slide pieces (refer
to Figure 1 /III). Pull the piston upwards and out of the cylinder liner
as far as necessary in order to permit the pilot rod (034.006) to be
screwed into the support.
9. Carefully pull the piston out of the cylinder liner, guiding it by means
of the pilot rod.
▲ Attention! When pulling the piston out, take care that the piston
rod palm is not caught by the cylinder liner and that the cylinder
liner running surface and the cylinder head bolts do not suffer dam-
age.
10. Place the piston with the connecting rod shank (10) on a wooden
support.
11. Close the lube oil bores in the connecting rod shank and big-end
bearing body so as to prevent penetration of dirt.
12. Put the cover onto the cylinder liner opening.
▲ Attention! Fastening the big-end bearing to the balance weight
by means of the turning stirrup is only permitted with the engine out
of operation, for turning the running gear with the piston removed,
and for some other servicing jobs. The engine must not be put into
operation in this condition!
Operating sequence 2 -- Installation of the piston
Starting condition Piston cleaned, checked and assembled with connecting rod shank. Cylin-
der liner and joint faces of big-end bearing body and connecting rod shank
cleaned. Big-end bearing fastened to balance weight by means of turning
stirrup, and turned exactly to BDC.
Steps 1. Screw two guide tubes (030.263) onto the con-rod shank bolts (13)
located on the inside until they are seated (refer to Figure 1 ).
6632 034.01--02 E 04.04 V 32/40 103/ 04

2. Remove the cover from the cylinder liner opening.
3. Place the tapered sleeve for inserting the piston rings (034.100) on
the cylinder liner (9), thoroughly oil the inner surface.
4. Fasten the support (034.142-1) to the piston (7) - see operating se-
quence 1 , item 2 -, attach the rope (5) to the support by means of
the shackle (002.453), and screw the pilot rod (034.006) into the sup-
port. Suspend the rope from the lifting tackle. Screw the slide piece
(030.264) to the piston rod palm.
5. Lift the piston. Oil the piston rings and the running surface of the pis-
ton with clean lubricating oil.
6. Arrange the piston ring gaps as shown in Figure 2 .
1 - 3 Position of the
piston ring gaps
KS Coupling end
KGS Free engine end
Figure 2. Position of the piston ring gaps

7. Open the lube oil bore in the big-end bearing body (15) and connect-
ing rod shank (10).
8. Using the lifting tackle, position the piston over the cylinder liner and
carefully lower it into the latter, guiding the connecting rod by hand
and the piston using the pilot rod until the piston skirt slides into the
cylinder liner (refer to Figure 1 /III).
▲ Attention! When inserting the piston, take care that piston rod
palm does not damage the cylinder liner running surface.
9. Screw the pilot rod out, carefully continue lowering the piston while
the piston rings slide through the tapered sleeve and into the cylinder
liner. Align the piston and connecting rod shank in time so that the
bores in the connecting rod shank point towards the corresponding
guide tubes.
10. Lower the piston until the connecting rod shank is guided by the
guide tubes (030.263) and the slide piece (030.264) can be removed
(refer to Figure 1 /II).
11. Continue lowering the piston carefully until the connecting rod shank
rests on the big-end bearing body, paying attention to the positioning
pins on the joint face. To facilitate introduction, slightly loosen the
hexagon bolt on the balance weight (11). Refer to Figure 1 /I.
12. Using the thickness gauges (000.451), verify that the parting line is
< 0.05 mm over the entire circumference.
13. Unscrew the guide tubes, taking care that the con-rod shank bolts do
not follow the movement. Screw the nuts onto the con-rod shank
bolts, hand-tight.
14. Remove the turning stirrup and tighten the con-rod shank bolts (see
030.01).
work card 030.01
15. Turn the piston to TDC position, detach the rope and remove the tool.
16. Install the top land ring (see work card 050.01).
050.01
17. Remove foot board from the oil sump (if applicable). Close the crank-
case.
6632 034.01--02 E 04.04 V 32/40 104/ 04

Piston/piston rings
Checking 034.02

Brief description
Pistons and piston rings are to be checked with regard to the appearance
of their contact faces as well as the lubricating and wear condition.


1 Piston ring expander 034.110 Standard
Related work cards

034.01 034.05 034.07
Operating sequence 1 -- Check the piston
Starting condition Piston has been removed and placed on an appropriate wooden support.
Steps 1. Check the condition of the piston and piston rings.

Important! The running surface of the piston should present a uni-
form contact pattern without scores and other signs of damage. Pro-
nounced scoring or fretting suggests overloading of the engine, unsatisfac-
6629 034.02--02 E 05.04 32/40 101/ 04

tory cooling, inadequate lubrication or foreign particles having entered
between the piston and cylinder liner.
2. Clean carbon deposits away from the piston, taking care not to
roughen the piston crown surface. Carefully clean the running sur-
face.
▲ Attention! The graphitised layer on the piston skirt (22) must not
be damaged by the cleaning treatment.
8 Guide shoe
9 Hexagon bolt
10 Piston crown
11 Spring plate
12 Compression spring
13 Sleeve
14 Retaining ring
15 Retaining ring
16 Clamping sleeve
17 Compression ring
18 Compression ring
20 Oil control ring
22 Piston skirt
Figure 1. Piston (with connecting rod and piston pin dismantled)
3. Measure and note down the axial clearance of the piston rings in their
grooves, compare the readings with the admissible maxima, and en-
ter them in the engine operating logs. For this purpose, determine
the axial clearance at four points (on the exhaust and exhaust
counter side, as well as on the coupling and the free engine end), at
a quarter depth of the piston ring groove (refer to Figure 2 ). Use
feeler gauges (000.451) to do so.
Important! Regarding the assessment of piston rings, refer to
034.07.
work cards 034.05 and 034.07
6629 034.02--02 E 05.04 32/40 102/ 04

10 Piston crown
17 Compression ring
18 Compression ring
20 Oil control ring
22 Piston skirt
A Depth of piston ring groove

B Measuring point (¼A)
Figure 2. Measuring the axial clearance of the piston rings
Operating sequence 2 -- Removal and Installation of the piston rings
Starting condition Normally, piston rings are not to be removed for checking the piston, as
they are subjected to considerable stresses while being removed/fitted.
Should piston rings have to be removed because of advanced wear or dirt
accumulation, proceed as follows:
Steps 1. Remove piston rings (17, 18, 20) one after the other using the piston
ring expander (034.110), clean them and mark them with the marking
pen (cylinder No. and number of piston ring groove).
▲ Attention! Marking the piston rings is necessary so as to avoid
mixing them up (piston rings which have already been in use must
be refitted to the same piston and into the same piston ring groove
as before).
17 Compression ring
18 Compression ring
23 Locking lever
Figure 3. Piston ring expander with piston ring inserted
Important! The piston ring expander has in any case to be used for
removing and fitting the piston rings (refer to Figure 3 ) . For expanding
the piston rings, press the locking lever (23) down. The locking lever will
automatically return to its normal position when released.
2. Check piston rings thoroughly and renew them, if necessary.
3. Thoroughly clean the ring grooves in the piston and check them for
wear. For this purpose, measure the depth of the piston ring groove
6629 034.02--02 E 05.04 32/40 103/ 04

by means of a suitable dial gauge (30), taking measurements at four
points (on the exhaust and exhaust counter side, as well as on the
coupling and the free engine end), at a quarter depth of the piston
ring groove, and determine the wear (refer to Figure 4 ).
10 Piston crown
30 Dial gauge
A Depth of piston ring groove
B Measuring point (¼A)
Figure 4. Measuring the piston ring groove (determining the wear)
▲ Attention! Conically worn piston ring grooves suggest excessive

wear of the cylinder liner. Ring grooves affected by pounding can be
reconditioned. We recommend that in such cases MAN B&W be con-
sulted. Replacement piston rings fitting the reconditioned ring
grooves have to be installed, the new ring height has to be entered
in the engine operating logs.
4. Using the piston ring expander, mount the piston rings on the piston,
making sure that the rings are positioned correctly, in accordance
with the marking. Measure the axial clearance of the piston rings in
the grooves and enter the measured values in the engine operating
logs (refer to operating sequence 1 , item 3 ).
Important! If a piston that has already been in use is going to be
fitted in another cylinder liner, it is absolutely necessary to replace the
compression rings and the oil control ring, and to rehone the cylinder liner.
New running in of the engine will then be necessary (refer to the engine
operating instructions, Section 3).
Regarding dimensions and clearances of piston rings and piston ring
grooves, refer to the engine operating instructions, Section 2.5.4.
A compression ring with chrome-ceramic plating (17) is fitted in the top-
most piston ring groove (ring groove 1) of the piston crown. The ring side
marked ”TOP” is to be up. The bevel on the inside diameter is to be up.
A chrome-plated compression ring (18) is fitted in the second piston ring
groove from top (ring groove 2). The ring side marked ”TOP” is to be up.
The bevel on the inside diameter is to be up.
The oil control ring (20) with hose spring always has to be fitted with the
ring side marked ”TOP” being up.
6629 034.02--02 E 05.04 32/40 104/ 04

Piston pin and piston pin bush

Brief description
Piston pin and piston pin bush are to be checked at regular intervals, and
are hence to be dismounted.

1 Retaining clamp 034.109--1 Optional
1 Pliers for locking ring 002.165 Standard
1 Lifting takle with rope -- Inventory
Related work cards

034.01
Technical details
Term Information
Connecting rod shank 93.5 kg
Piston pin 31.5 kg
6629 034.03--01 E 07.97 32/40 101/ 03

Operating sequence 1 -- Remove the piston pin (and piston pin bush)
1 Rope
2 Conrod shank
3 Piston pin
4 Piston
5 Wooden pad
6 Securing ring
7 Piston pin bush
Figure 1. Remove/reinstall the piston pin
Starting condition Piston and conrod shank removed and put down on wooden pad with
piston crown (see Figure 1). Conrod shank secured against tilting. Piston
free of oil and oil coke on the inside.
Steps 1. Screw eye bolt (000.143) into conrod shank (2).

2. Attach rope (1) to eye bolt using shackle (002.453). Suspend rope
from the lifting tackle.
3. Slightly lift the conrod shank (2) to relieve the piston pin (3).
4. Remove the safeguard used to secure the conrod shank (2) against
tilting.
5. Remove the securing rings (6) and push the piston pin (3) out as far
as shown in the illustration, securing the piston (4) against tilting.
¡Tip! The piston pin can be easily pushed out if the temperature relative
to the piston differs by 30 -- 40EC. To reach this, carefully heat the piston
in the pin area using, e.g. a gas flame that is moved in circles and at a
distance not too close to the piston.
6. Lift the conrod shank (2) out of the piston (4) and carefully put it down
onto a pad. Detach the rope (1) from the lifting tackle and shackle.
7. Install the retaining clamp (034.109--1) in piston pin (3) -- see the
illustration.
8. Attach rope (1) to the retaining clamp using shackle (002.452).
Suspend the rope from the lifting tackle.
9. Pull the piston pin (3) completely out with care.
10. Clean piston pin (3) and bush (7) and check for wear (for admissible
maximum clearance, see engine operating manual, Section 2.5).
▲ Attention! If it is necessary to replace the piston pin bush, this
should preferably be done by an authorised workshop because
deep- freezing has to be applied to fit it. Install a spare conrod shank
temporarily if necessary. Scraping treatment of the running surface
is not permitted, neither on new piston pin bushings nor on used
ones.
6629 034.03--01 E 07.97 32/40 102/ 03

Operating sequence 2 -- Install the piston pin
Steps 1. Verify that the sliding piece easily moves in the piston skirt.
2. For reinstallation of the piston pin (3), proceed in the reverse order of
dismantling it, taking care that the piston (4) with the retaining clamp
(034.109--1) is not damaged during pushing in, and making sure that
when mounting the conrod shank (2) the markings (AS) on the piston
and conrod shank coincide.
6629 034.03--01 E 07.97 32/40 103/ 03

Piston
Disassembling and assembling 034.04

Brief description
Pistons are to be disassembled within the scope of maintenance and

repair work.
disassembly of components,
assembly of components.

1 Assistant 2

1 Pliers for retaining rings C 19--60 002.162 Standard
1 Extension piece 20x400 001.914 Standard
1 Emery paper -- Inventory
1 Oil stone -- Inventory
1 Honing stone -- Optional
1 Special lubricant -- Inventory
(Molykote G Rapid, Molykote G--n)
6629 034.04--03 E 12.04 32/40 101/ 04

Related work cards

000.30 034.03
Technical details
Term Information
Piston with piston rings, complete 118 kg
Operating sequence 1 -- Disassembly of the piston
Starting condition Piston placed on a wooden support (with the piston skirt on top), piston pin
and connecting rod removed. Piston cleaned on the outside.
8 Guide shoe
9 Hexagon bolt
10 Piston crown
11 Spring plate
13 Sleeve
14 Retaining ring
15 Retaining ring
16 Clamping sleeve
17 Compression ring
18 Compression ring
20 Oil control ring
22 Piston skirt
A Total length of the hexa-

gon bolts (9)
Figure 1. Piston (connecting rod and piston pin dismantled)
Steps 1. Loosen the hexagon bolts (9) and unscrew them.

2. Attach the piston skirt (22) to the lifting tackle by means of the rope,
routing the rope through the piston pin bore. Lift the piston skirt and
6629 034.04--03 E 12.04 32/40 102/ 04

put it down onto a wooden support - do not rest it on the guide shoe
(8).
▲ Attention! When lifting the piston skirt, pay attention to the con-
tact faces between the piston crown and piston skirt; take care not
to damage them!
3. Verify that the guide shoe moves easily, remove it if necessary.
4. Clean the piston crown (10) and the piston skirt (22) thoroughly. The
cooling spaces (interior) have to be cleaned until the metal is bright
(using a rotating wire brush or abrasive paper bands). Purge the oil
bores with compressed air. Check the parts for damage (cracks).
5. Check the contact face between piston crown (10) and piston skirt
(22), and smooth material elevations (see Operating Sequence 2).
Operating sequence 1 -- Smoothing the contact face between the piston crown and the piston skirt
Preliminary remark During engine operation, punctual welding may occur locally on the con-
tact faces between piston crown and piston skirt, which cause material
elevations on the contact faces when the piston is disassembled.
As the precise starting position cannot be reached when the piston is reas-
sembled, the material elevations are to be removed and smoothed re-
spectively.
Starting condition The piston has been disassembled and cleaned.
Steps 1. Check the contact face of piston crown (10) and piston skirt (22) for
material elevations.
2. Remove the material elevations in several stages using emery paper
with increasingly finer grain size every time (100 --180).
3. Smooth the contact faces by means of an oil stone or honing stone.
▲ Attention! Particular care is to be taken in this connection that
the material elevations on the contact faces of the piston crown and
piston skirt are removed completely, as remaining elevations may
result in high compressive stresses at certain points.
Operating sequence 2 -- Assembly of the piston
Starting condition Components of the piston cleaned, checked and replaced if necessary.
Piston crown placed on appropriate wooden support.
Steps 1. Check the contact faces of piston crown and piston skirt, they have to
be completely clean and dry.
2. Attach the piston skirt (22) to the lifting tackle by means of the rope,
routing the rope through the piston pin bore. Lift the piston skirt and
carefully place it on the piston crown.
Important! Prior to putting the piston skirt on, verify that the bore in
the piston skirt is correctly positioned relative to the clamping sleeve (16)
in the piston crown.
▲ Attention! When lowering the piston skirt, make sure that it does
not tilt. Pay attention to the contact faces between the piston crown
and piston skirt in the process, taking care that they are not dam-
aged.
3. Check the total length of the hexagon bolts (9) - dimension (A).
Specified length: A % 136.2 mm (refer to Figure 1 ).
6629 034.04--03 E 12.04 32/40 103/ 04

▲ Attention! In case the total length of the hexagon bolts (9) ex-
ceeds the specified dimension (A) % 136.2 mm, the hexagon bolts
(9) are to be replaced.
4. Coat the threads and contact faces of the hexagon bolts (9) with
special lubricant (Molykote G-n Plus), and screw the bolts in until they
are seated.
5. Tighten the hexagon bolts (9) alternately, in two stages, to a torque of
200 Nm, and loosen them again.
6. Final tightening should be done in two stages:
7. Carry out preliminary tightening of the hexagon bolts (9) to a torque
of 80 Nm.
8. Continue tightening the hexagon bolts (9) with an angle of torsion of
90 .
Check: Turning the hexagon bolts (9) further must not be possible at a
torque of 90 Nm.
9. Check the guide shoe (8) for easy movement.
10. Install the connecting rod shank and piston pin (see Work Card
034.03).
034.03
6629 034.04--03 E 12.04 32/40 104/ 04

Piston rings
Assessing 034.05
Carry out work in time according to maintenance plan,

measure components,
Brief description
Piston rings are to be diagnosed at regular intervals on the basis of the

wear pattern.
The work includes:
checking components.
Related work cards

034.07
Preliminary remarks
Piston rings have to be replaced after they have been in use for the time
periods given in the maintenance schedule. Replacement will also be
necessary if interim checking reveals damage to the running surface or
excessive clearances.
The rings being in use are compression rings with chromium-plated,
plasma-coated or (the most recent solution) chromium/ceramic-coated
running surfaces, and chromium-plated oil scraper rings. Please refer to
Table 1.
Ring Running surface Appearance

Compression rings
Groove1 chrome/ later network of cracks
ceramic-coated
Grooves 1/2 plasma-coated uniformly grey
Grooves 2/3 chromium-coated uniformly grey
Oil scraper ring
Groove 4 chromium-coated uniformly grey
Table 1. Piston rings/coating
On plasma-coated and chrome-plated rings, the appearance of the coating
does not change, or changes but slightly, under steady wearing conditions.
The behaviour of chromium/ceramic-coated rings is different. The running
surface of these rings has a polished metal appearance of uniformly grey
colour when not yet worn. After several hundreds of operating hours, a
6682 034.05--01 E 07.97 101/ 03

network of cracks will appear on the surface. This is the normal
appearance.
It is the result of hard metal oxide/ceramic particles embedded in the
reticular structure of the chromium layer.
The ring type can be sun from the code number on the top side of the
piston ring.
Wear appearance of plasma-coated, chrome-plated or chromium/ceramic-coated piston rings
Due to its shape, the running face of new compression rings does not
have contact across its full width but only the width of the actual contact
surface A. With the progress of wear, the actual contact surface width will
increase.
A Actual contact surface B Ring width

width
Figure 1. Running face of plasma-coated and chrome-plated piston rings

(time in use > 1000 hrs)
Figure 2. System of cracks on chromium/ceramic-coated piston rings

(time in use approx. > 8000 hrs)
At the end of the useful life, the actual contact surface extends up to the
chamfers or radii of the ring sides, please see Figure 3.
Figure 3. Piston ring of good running pattern at the end of the useful life.
The chamfers or radii are still distinctly visible on the piston ring shown in
Figure 3. Coated compression rings have to be replaced when the actual
contact surface extends over the entire piston ring width, i.e. when the
chamfers or radii are hardly visible any more. In this condition, the residual
6682 034.05--01 E 07.97 102/ 03

thickness of the coating will not safely endure the subsequent
maintenance interval.
Burns (C) produce local discoloration of the piston ring face. Such rings
have to be replaced. (See Figure 4).
Figure 4. Piston ring with burns on the face

Coated compression rings and oil scraper rings have also to be replaced if
the coating has worn through at one spot.
Figure 5. Piston with worn-through coating

Figure 5 shows a chrome-plated compression ring. Turn chromium layer
has completely worn spotwise at (D).
Broken-off particles or cracks in the coating of a piston ring also call for its
replace.
Figure 6. Piston ring with broken-off particles in the face

Figure 6 shows a plasma-coated compression ring. Parts of the coating
have broken off at (E).
Chromium/ceramic-coated compression rings have to be replaced when
the continous, micro-cracked surface has decayed to a crazed cracke
appearance. The cracks will then have extended down to the base
material, which involves the danger of particles breaking away.
6682 034.05--01 E 07.97 103/ 03

Chromium-- ceramic coated
Piston rings
Assessing 034.07

Brief description
Piston rings are to be diagnosed at regular intervals on the basis of the

wear pattern.
The work includes:
Related work cards

034.05
Preliminary remarks
Piston rings have to be replaced after they have been in use for the time
periods specified in the maintenance schedule. Replacement will also
become necessary if interim checking reveals damage to the running
surface or excessive wear.
Piston rings with a chromium-ceramic coating on the running surface are
fitted in the topmost groove. The ring specification is defined by the code
number applied to the top side of the piston rings.
Contrary to plasma-coated or chromium-plated rings, the appearance of
the coating on chromium-ceramic rings changes distinctly as wear
proceeds. In the new condition, the face of these rings has a polished
metal appearance of uniform silvery grey colour. After several hundreds of
operating hours, a network of cracks or individual longitudinally and
transversely oriented cracks will appear. This is the normal appearance. It
is the result of hard metal oxide/ceramic particles embedded in the
reticular structure of the chromium layer and offers the advantage of very
high resistance to wear and a distinctly improved resistance to thermal
loads and simultaneously minimised cylinder liner wear. The characteristic
crack network serves as a lube oil reservoir.
The illustrations following below show piston rings in approximately 5-fold
magnification. They are thought as an aid in diagnosing the condition of
used chromium-ceramic coated piston rings and as supplementary
information to work card 034.05.
034.05
6682 034.07--01 E 07.97 101/ 04

1. Normal wear pattern. The piston ring can be used without any restrictions.
1. Wide network of cracks

This appearance of the running face is representative for the normal
wear condition of a chromium-ceramic coated ring.
Result: The piston ring is available for further use without any restriction.
2. Narrow network of cracks

This appearance of the running face also reflects the normal state of
wear. The surface is smooth throughout. No bulging of the running
layer towards the cracks can be seen. Surfaces of such appearance
do not suggest separation of layers.
Result: The piston ring ring is available for further use without any
restriction.
6682 034.07--01 E 07.97 102/ 04

3. Narrow longitudinal cracks in the running direction
This appearance of the running face also reflects normal wear
conditions. The surface is smooth throughout.
Result: Provided the cracks have a width of < approx. 0.1 mm, the piston
ring is available for further use without any restriction.
2. Wear is critical -- Piston ring has to be replaced.
1. Burn
This appearance of the running face reflects a condition which is
actually to be diagnosed as normal, but the burn spot that is visible
will not recover. Besides, there is a potential risk of blow-by.
Result: The piston ring cannot be used any longer and has to be replaced.
2. Pronounced crazed cracking

This appearance of the running face shows pronounced crazed
cracking of relatively large crack width. The surface is no longer
continuously smooth but bulged near the cracks.
Result: The piston ring cannot be used any longer and has to be replaced.
6682 034.07--01 E 07.97 103/ 04

3. Longitudinal cracks of large width in the running direction
This appearance of the running face, showing longitudinal cracks of
considerable width, is indicative of the danger of separation even
though the surface may be smooth throughout.
Result: As the cracks have a width of > approx. 0.1 mm, the piston ring
cannot be used any longer and has to be replaced.
3. Total damage. Piston ring has to be replaced.
Piston rings that have suffered total damage such as, e.g.:
- breakage
- separation of the running layer
- pieces of material broken off, etc.
require replacement. Neighbouring components such as the cylinder liner,
piston, cylinder head should be checked for damage.
6682 034.07--01 E 07.97 104/ 04

Cylinder Liner/Top land ring
100 Camshaft drive
Main starting valve
6682 050--02 E 04.98 101/ 01

Top land ring

Brief description
The top land ring must be removed every time the appertaining piston is to
be removed/the sealing ring is to be replaced.
Safety requirements
- Engine shut down


1 Assistant 1

3 Hexagon bolt 050.165--3 Standard
2 Spacer pipe 050.133 Standard
2 Thrust screw 050.099--15 Standard
6629 050.01--04 E 04.03 32/40 101/ 04

Related work cards

055.02
Technical details
Term Information
Top land ring 33.5 kg
Operating sequence 1 -- Remove the top land ring
Starting condition Cylinder cooling water completely drained. Cylinder head dismantled, run-
ning gear at approx. 60 before/after TDC.
▲ Attention! Do not discharge the cooling water into the bilge or

waste water. Instead, pump water into a separate container for
further use.
Steps 1. Remove any carbon deposits on the top land ring (6) and in the upper
zone of cylinder liner (5). Before doing so, cover the gap between the
piston (7) and the cylinder liner so that no debris can penetrate in
between.
1 Backing ring
2 Rope
3 Hexagon head bolt
M16x140
4 Sealing ring
5 Cylinder liner
6 Top land ring
7 Piston
8 O-ring seal
10 Nut
Figure 1. Removing of the top land ring (figure shows in-line engine)
6629 050.01--04 E 04.03 32/40 102/ 04

2. Clean three pocket bore holes on the inner diameter of the top land
ring and remove loose dirt particles on the piston top side.
3. Put support (050.165-1) onto the top land ring, ensuring that it is
positioned correctly. In doing so, pay attention that the pin on the
support is located in the sleeve (12) of the backing ring (1) - refer to
Figure 1 .
4. Screw three hexagon head bolts (050.165-3) into pocket holes of the
top land ring, hand-tight.
5. Slip spacer pipes (050.133) diagonally over cylinder head bolts (9)
and fasten with nuts (10).
6. By evenly, alternately turning the hexagon head bolts (3), pull the top
land ring out until it becomes loose.
7. Fasten rope (2) with shackle (002.452) to support and attach rope to
lifting tackle. (Depending on engine type, choose the correct
suspension point).
8. Screw pilot rod (034.006) into support.
9. Carefully pull top land ring out in upward direction, guiding it with pilot
rod.
10. Put top land ring down on a wooden pad and remove tools.
11. Loosen sealing ring (4) and remove it.
1 Backing ring
2 Rope
6 Top land ring
Figure 2. Removal and installation of the top land ring in the backing ring (figure shows in-line engine)
Operating sequence 2 -- Install the top land ring
Starting condition Top land ring cleaned.
Steps 1. Fit new O-ring seals (8), which have been greased with clean lube oil,
in the ring grooves, taking care that these are evenly tensioned over
the entire circumference and that they are not distorted.
2. Fit a new sealing ring (4) in the groove.
3. Place the support (050.165-1) onto the top land ring (6) and screw
back the hexagon head bolts (3).
4. Screw three hexagon head bolts (050.165-3) into pocket holes on the
top land ring, hand-tight.
5. Fasten rope (2) with shackle (002.452) to support and attach rope to
lifting tackle. (Depending on engine type, choose the correct
suspension point).
6. Screw pilot rod (034.006) into support.
7. Carefully insert top land ring into backing ring (1), guiding it with the
pilot rod (cf. Figure 2 ).
Important! When installing the top land ring, pay attention to the
correct position of marking (M) backing ring / top land ring.
6629 050.01--04 E 04.03 32/40 103/ 04

1 Backing ring
6 Top land ring
M Marking
AGS Exhaust counter side
Figure 3. Marking backing ring / top land ring

8. Remove tools.
9. Screw back thrust bolts (050.099-15) of support (050.099-1).
10. Place support on backing ring. In doing so, watch for position of
recess for sleeve (12).
11. Fasten support to backing ring using hexagon head bolts (11).
12. Screw the thrust bolts down to upper edge of top land ring.
13. Press down top land ring by turning thrust bolts uniformly and
alternately, until top land ring contacts the cylinder liner.
▲ Attention! When pressing down top land ring, take care that it
does not tilt in the backing ring.
1 Backing ring
4 Sealing ring
5 Cylinder liner
6 Top land ring
8 O-ring seal
M16x35
12 Sleeve
A Control bore for

cooling water leakage
and gas tightness
Figure 4. Pressing down top land ring (figure shows in-line engine)
14. Remove tools.

15. Mount the engine components that had been dismantled; mount the
pipes and screwed connections. Fill cooling water in engine.
16. On completion of assembly work, and with the appropriate cooling
water pressure existing, verify that the O-ring seals are in order. No
water should leak from control bores (A).
17. With the engine running, verfiy that no gas leaks through the control
bores (A).
6629 050.01--04 E 04.03 32/40 104/ 04

Cylinder liner
Measuring 050.02

Brief description
Cylinder liners are to be checked within the scope of maintenance and

repair work.

1 Gauge bar 32/40 050.164 Optional
1 Gauge bar 48/60 050.162 Optional
1 Micrometer (inside) 48/60 050.062 Optional
1 Micrometer (inside) 32/40 050.038 Optional
Preliminary remarks
Cylinder liners are not worn out completely evenly on the circumference
and along the running surface. The wear values are limited and that for
both the ovality and the maximum wear. This way, sealing problems and
overloading of the piston rings are to be avoided.
Regular checks provide a basis for optimising the operating conditions and
for decisions concerning a possible replacement of the cylinder liner.
Operating sequence -- Measuring the cylinder liner
Starting condition The cylinder head has been dismantled, the top land ring, the piston and
connecting rod (in the case of the 32/40 engine) and the connecting rod
small end (in the case of the 48/60 B engine) respectively have been re-
moved. The cylinder liner has been thoroughly cleaned, especially in the
upper area and in the area of the gauge bar stop, on the top face.
Steps 1. Insert the gauge bar (050.162 resp. 050.164) in the cylinder liner (8).
See Figure 2 .
The measuring bar is held magnetically on the running surface and
on the top face of the collar. The number and positions of the
6682 050.02--02 E 08.05 32/40, 48/60 B 101/ 04

measuring points (1 to 5) are fixed by means of the bores in the
gauge bar.
2. Heat the inside micrometer (050.038 resp. 050.062) to the tempera-
ture of the cylinder liner (8).
3. Insert the inside micrometer successively into all of the bores of the
gauge bar, read off the measured values and note them down. See
Figure 3 .
Important! Determine the dimensions in transverse and in longitudi-
nal direction of the engine.
4. Check the temperature of the cylinder liner (8) while measuring, and
note it down.
5. Enter the dimensions in the engine log book and compare them with
the max. permissible values (see Volume B1 / Operating Instruc-
tions).
▲ Attention! If the measured values exceed the max. permissible
values for wear or ovality, the cylinder liner has to be renewed!
The wear is the difference determined by subtracting the nominal di-
mension from the measured values. The ovality is the difference between
the values measured (in transverse and longitudinal direction of the en-
gine) of each plane.

7 Backing ring
8 Cylinder liner
ST Control side
Figure 1. Cylinder liner
6682 050.02--02 E 08.05 32/40, 48/60 B 102/ 04

1-5 Measuring point
8 Cylinder liner
Figure 2. Cylinder liner - with gauge bar inserted
8 Cylinder liner
Figure 3. Measuring the cylinder liner
6682 050.02--02 E 08.05 32/40, 48/60 B 103/ 04

Cylinder diameter (mm)
M
Measuring
i plane
l Cyl. 1 Cyl. 2 Cyl. 3 Cyl. 4
trans- longitu- trans- longitu- trans- longitu- trans- longitu- etc.
t
verse dinal verse dinal verse dinal verse dinal
1 480.36 480.28
2 480.52 480.45
3 480.24 480.16
4 480.18 480.15
5 480.07 480.05
Cylinder liner tempera-
ture during measurement 30 C
Condition of the running unobjectionable
surface
Table 1. Measuring log - Example for 48/60 B engine
6682 050.02--02 E 08.05 32/40, 48/60 B 104/ 04

Cylinder liner (with backing ring)

Brief description
Cylinder liners are to be removed and cleaned at regular intervals.


3 Retaining clamp 050.157--3 Standard
2 Thrust bolt 050.099--15 Standard
1 Open--jaw and ring wrench (set) -- Standard
Related work cards

034.01 050.02
6629 050.03--04 E 09.98 32/40 101/ 04

Technical details
Term Information
Cylinder liner 172.5 kg
Cylinder liner (with backing ring) 407.5 kg
Backing ring 233.5 kg
Preliminary remarks
Wear condition and ovality are to be determined, the running surface

appearance is to be assessed, the internal and exterior surfaces and the
oil bores are to be cleaned, and the sealing rings to be renewed. This
work provides information that is essential for system operation, and
contributes to ensuring operational reliability.
Cylinder liners are usually pulled without dismantling the backing ring.
They have only to be dismantled together if the backing ring is to be
replaced or if better accessibility is required.

2 Rope
3 Hexagon head bolt
M16x35
4 Backing ring
5 Crankcase
6 Cylinder liner
7 O-ring seal
8 Sleeve
9 O-ring seal
10 O-ring seal
11 Sleeve
A Control bore for

Figure 1. Removal and installation of the cylinder liner (with backing ring) - illustration shows in-line engine
Operating sequence 1 - Removal of the cylinder liner/dismantling of the backing ring
Starting condition Big-end bearing attached to balance weight by means of turning stirrup,
piston with connecting rod shank dismantled, all the piping and screwed
connections on the backing ring removed.
Steps 050.02.
1. Clean and measure the cylinder liner (6) - see work card 050.02
2. Screw back the thrust bolts (050.099-15) in the support (050.099-1).
6629 050.03--04 E 09.98 32/40 102/ 04

3. Attach the support to the backing ring by means of hexagon head
bolts (3), making sure that the branch socket for the pilot rod
(034.006) is on the exhaust counter side. Figure 1.
4. Screw the thrust bolts up to the cylinder liner top edge to avoid that
the backing ring (if loose) drops down as the pulled-out cylinder liner
is put down.
5. Suspend the rope (2) in shackle (002.454) and lifting tackle and
attach the shackle to the support (depending on the type of engine,
choose correct suspension point). Screw the pilot rod into the branch
socket on the support.
6. Cover the crankcase by appropriate means, especially on the sides,
so as to prevent the penetration of dirt from the cooling spaces into
the big-end and main bearings.
7. Pull the cylinder liner and backing ring upward out of the crankcase in
parallel with the cylinder centre line, guiding the cylinder liner with the
pilot rod.
▲ Attention! When removing the cylinder liner, take care not to
damage the cylinder head bolts.
6 Cylinder liner
M8x20
Figure 2. Suspending the cylinder liner

8. Put the cylinder liner and backing ring down onto a wooden pad.
9. Screw two eye bolts (000.155) into the backing ring.
10. Detach the shackle from the support. Unhook the rope and attach it
to the eye bolts by means of shackles. Tension the rope.
11. Screw two thrust bolts back by a few turns, slightly slacken the lifting
tackle and work the backing ring loose by careful knocking (use a
wood or copper rest).
12. Detach the support and lower the backing ring onto a wooden pad.
13. Suspend rope in shackle (002.452) and lifting tackle, and attach the
shackle to the support (050.157-1).
14. Lower the support (050.157-1) onto the cylinder liner and attach it to
the cylinder liner (6) by means of retaining clamp (050.157-3) and
hexagon head bolts (16) - Figure 2.
15. Lift the cylinder liner out of the backing ring and put it down onto a
wooden pad.
16. Clean cylinder liner and backing ring.
Operating sequence 2 - Installation of the cylinder liner
Starting condition Cylinder liner thoroughly cleaned on the inside and outside. Cylinder liner
measured on the inside (deep scoring of the piston running surface, or
excessive wear call for a replacement of the cylinder liner, especially if the
maximum admissible wear has been reached in the area of the top
compression ring at TDC or ovality has become excessive; refer to
operating manual, Section 1). Lube oil bores purged, sealing faces
thoroughly cleaned, without defects. Crankcase covered by appropriate
means. Cylinder liner standing in the backing ring.
Steps 1. Lubricate new O-ring seals (7) with acid-free grease and insert them
in the ring grooves making sure that they are evenly tensioned over
the whole circumference, and not distorted.
6629 050.03--04 E 09.98 32/40 103/ 04

2. Attach the rope to two eye bolts (000.155) by means of shackle
(002.452) and suspend rope from lifting tackle.
3. Pull the backing ring (4) over the cylinder liner (6) from below, taking
note of the O-ring seals.
▲ Attention! Ensure correct position of marking (M) backing
ring/cylinder liner (refer to Figure 3).
4. Screw back the thrust bolts (050.099-15) in the support (050.099-1).
5. Fasten support to backing ring by means of hexagon head bolts (3)
and screw two thrust bolts up to the cylinder liner top edge.
Tip! When placing the support on the backing ring make sure that the
branch socket for the pilot rod is on the exhaust counter side (AGS).
6. Detach the rope from the eye bolts.
7. Suspend rope in shackle (002.454) and attach shackle to support.
Screw the pilot rod (034.006) into support.
8. Carefully introduce the backing ring with cylinder liner into crankcase
(5), guiding the cylinder liner by means of the pilot rod.
▲ Attention! Ensure correct position of backing ring relative to
sleeves (8). Take care not to damage cylinder head bolts (1) during
installation.
9. Dismount the tool, remove the covering of the crankcase.
10. Measure the cylinder liner.
11. Mount the pipes and the screwed connections.
12. On completion of assembly work (cylinder head in place, cylinder
head bolts tensioned) and with the proper cooling water system
pressure built up, check whether O-ring seals are in order and make
sure that no water leaks from the control bores (A).
▲ Attention! If a new cylinder liner has been installed, this has to
be run in as specified (refer to operating manual, Section 3).
3 Hexagon head bolt

M16x35
4 Backing ring
6 Cylinder liner
11 Sleeve
13 Disk
15 Sleeve

M Marking backing ring/
cylinder liner
Figure 3. Suspending the backing ring, marking backing ring/cylinder liner
6629 050.03--04 E 09.98 32/40 104/ 04

Cylinder liner (without backing ring)
Carry out work in time according to maintenance schedule,

measure components,
Brief description
Cylinder liners are to be removed and cleaned at regular intervals.


2 Spacer pipe 050.133 Standard
1 Cross tie 050.129--1 Standard
1 Support (upper) 050.129--5 Standard
1 Support (lower) 050.129--12 Standard
1 Spindle (short) 050.129--21 Standard
1 Spindle (long) 050.129--27 Standard
1 Spherical disk 050.129--33 Standard
1 Ball cup 050.129--34 Standard
3 Retaining clamp 050.157--3 Standard
1 Ring nut M30x3 000.186 Standard
Related work cards

012.03 034.01 050.02
6629 050.04--06 E 12.97 32/40 101/ 04

Technical details
Term Information
Cylinder liner 172.5 kg
Preliminary remarks
On cylinder liners, wear condition and ovality are to be determined, the

running surface appearance is to be assessed, the internal and exterior
surfaces and the oil bores are to be cleaned, and the sealing rings to be
renewed. This work provides information that is essential for system
operation, and contributes to ensuring operational reliability.
Cylinder liners are usually pulled without dismantling the backing ring.
They have only to be dismantled together if the backing ring is to be
replaced or if better accessibility is required.

3 Collar nut M30
4 Backing ring
5 Crankcase
6 Cylinder liner
7 O-ring seal
8 Hexagon nut M30
10 O-ring seal
11 Sleeve
12 Nut
Figure 1. Removal of the cylinder liner (illustration shows in-line engine)
Operating sequence 1 -- Removal of the cylinder liner
Starting condition Piston with connecting rod shank removed, big-end bearing attached to
the balance weight by means of the turning stirrup and turned in such a
way that the cylinder liner is easily accessible from below.
Steps 050.02.
1. Clean and measure the cylinder liner (6) - see work card 050.02
2. Insert the lower support (050.129-12) through the crankcase opening
and place it against the cylinder liner. Figure 1.
▲ Attention! Once the lower support has been fitted, do not turn
the crankshaft.
6629 050.04--06 E 12.97 32/40 102/ 04

3. Slip the long spindle (050.129-27) into the support and fasten by
means of hexagon nut (8).
4. Slip the upper support (050.129-5) onto spindle, place on cylinder
liner and fasten by means of hexagon nut (8).
5. Screw spindle (050.129-21) onto long spindle, slip cross tie
(050.129-1) over spindle and place on backing ring (4).
Important! When positioning the cross bar, pay attention to the
sleeves (11).
6. Slip ball cup (050.129-34) over spindle and place on cross bar.
7. Grease the spherical disk (050.129-33) and place over the spindle on
the ball cap. Screw on collar nut (3).
8. Slip spacer pipes (050.133) diagonally over cylinder head bolts (1)
and fasten by means of nuts (12).
9. Cover the crankcase by appropriate means, especially on the sides,
to prevent penetration of dirt from the cooling spaces into big-end
bearings and main bearings.
10. By tightening the collar nut, loosen the cylinder liner and pull it
upwards.
▲ Attention! In case of V-type engines, remove cross tie
(050.129-1) and attach shackle to the suspension point of the rib.
11. Screw ring nut (000.186) onto spindle, suspend rope (2) in shackle
(002.454) and lifting tackle and attach shackle to ring nut.
12. Pull the cylinder liner out upwards in parallel with cylinder centre line.
Important! When removing the cylinder liner, pay attention that the
cylinder head bolts are not damaged.
13. Put cylinder liner down onto wooden pad.
14. Detach the tools.
6 Cylinder liner
16 Hexagon head
boltM8x20
Figure 2. Suspending the cylinder liner

15. For further transport, suspend the rope in shackle (002.452) and
lifting tackle and fasten shackle to support (050.157-1). Figure 2.
16. Lower the support onto the cylinder liner (6) and fasten to cylinder
liner by means of retaining clamp (050.157-3) and hexagon head
bolts (16). Figure 2.
17. Clean the cylinder liner.
Operating sequence 2 -- Installation of the cylinder liner
Starting condition Cylinder liner thoroughly cleaned internally and externally. Cylinder liner
measured on inside (deep scoring in the piston running surface or
excessive wear call for replacement of the cylinder liner, especially if the
maximum admissible wear has been reached in the area of the top
compression ring at TDC, or ovality has become excessive). Lube oil
bores purged, sealing faces thoroughly cleaned and without defects.
Crankcase covered by appropriate means. Cylinder liner standing on
wooden pads, lower support (050.129-12) inserted in cylinder liner.
6629 050.04--06 E 12.97 32/40 103/ 04

Steps 1. Lubricate new O-ring seals (7) with acid-free grease and fit in ring
grooves, making sure that they are evenly tensioned over the entire
circumference, and not distorted.
2. Slip the long spindle (050.129-27) into support and fasten by means
of hexagon nut (8). Figure 3.

2 Rope
4 Backing ring
5 Crankcase
6 Cylinder liner
8 Hexagon nut M30
10 O-ring seal
11 Sleeve
A Control bore for

Figure 2. Installation of the cylinder liner (illustration shows in-line engine)

3. Place the upper support (050.129-5) over spindle onto cylinder liner
(6) and fasten by means of hexagon nut (8).
▲ Attention! In case of V-type engines, fasten shackle to
suspension point of rib.
4. Screw ring nut (000.186) onto spindle, suspend rope (2) in shackle
(002.454) and lifting tackle, and attach shackle to ring nut. Lift the
cylinder liner.
5. Carefully insert cylinder liner in backing ring (4) and crankcase (5).
Important! When fitting the cylinder liner, pay attention to the
correct position of marking (M) backing ring/cylinder liner and make sure
that cylinder head bolts are in order. Figure 4.
6. Remove the tool.
7. Take the covering out of the crankcase.
8. Measure the cylinder liner.
9. On completion of assembly work (cylinder head in place, cylinder
head bolts tensioned) and with the appropriate cooling water system
pressure built up, verify that O-ring seals are in order and water does
not leak from control bore (A).
▲ Attention! If a new cylinder liner has been installed, it is to be
run in as specified (see operating manual, Section 3).
4 Backing ring
6 Cylinder liner
11 Sleeve
13 Washer
15 Sleeve

M Marking backing ring/
cylinder liner
Figure 3. Marking on backing ring and cylinder liner for correct installation
6629 050.04--06 E 12.97 32/40 104/ 04

Cylinder liner
Honing 050.05

check state/wear condition of components,
restore running face,
Brief description
Cylinder liners are to be checked at regular intervals, and the original

running face geometry is to be restored.
honing of the reversing zone of the piston rings,
honing of the complete running face.

1 Honing device 050.152 Optional
1 Rope tackle with remote control 050.152--1 Optional
1 Cross tie 050.152--2 Optional
2 Adapter 050.152--5 Optional
4 Stop for stroke limit 050.152--6 Optional
1 Guide arm with control valve 050.152--7 Optional
1 Extension 050.152--8 Optional
1 Drive unit 050.152--9 Optional
1 Air connection with universal joint 050.152--10 Optional
1 Honing head 050.152--11 Optional
1 Tank 050.152--12 Optional
1 Funnel 050.152--13 Optional
2 Tension spring strip 050.152--16 Optional
1 Air supply station 050.152--17 Optional
1 Spray nozzles 050.152--20 Optional
3 Cleaning brush 050.152--21 Optional
1 Oil for air oiler 050.152--23 Optional
1 Support 050.152--24 Optional
2 Extension pipe 050.152--27 Optional
3 Ball--bearing 050.152--28 Optional
1 Honing stone (set) for unhardened cylinder liners -- Optional
1 Honing stone (set) for laser--hardened cylinder -- Optional
liners
6632 050.05--01 E 08.97 V 32/40 101/ 08

1 Cleaning agent (Diesel oil/petroleum) -- Inventory
1 Collecting tank -- Inventory
Related work cards

034.01 050.02
Preliminary remarks
Cylinder liners require rehoning when piston rings are to be replaced or

after the maintenance interval has expired. Honing will restore the original
state of roughness of the cylinder liner running surface. This roughness is
necessary to ensure a sufficiently thick and properly adhering lubricating
film. While the original microgeometry can largely be restored, no influence
can be taken on the wear profile, i.e. the macrogeometry of the cylinder
liner.
The usual procedure is that in a first pass the TDC zone of piston rings is
honed, and in a second pass the entire running surface of piston rings.
Honing of the cylinder liner is not very time-consuming. However, the use
of the tool and the job proper, and judging the results require care and a
certain amount of experience. We therefore recommend that MAN B&W
personnel is entrusted with this job, at least the first time for instruction.
Technical/functional description
The honing tool essentially consists of:

- the cable hoist (1)
- the drive unit (11)
- the lubricator (18 and 20)
- the guide elements (2 to 4, 6 and 7), and
- the portable air supply station (23).
The honing tool is driven and controlled by means of compressed air.
The fittings of the air supply station serve the purposes of air filtering,
water draining and oil admixing.
The regulating valves at the compressed air outlets serve to preset the
reciprocating and rotational velocity of the honing head, and the contact
pressure of the honing elements. The hoisting motor for lifting and
lowering is operated by pushbuttons of the remote control (5).
The ball cock on the guide arm (7) serves to switch the drive unit (11) on
and off. The slide valve next to it is used to control the contact force of the
honing elements.
The lubricator consisting of the tank (20) and the spray nozzles (18) is
used to lubricate the grinding zone and to clean the grinding dust away.
The lubricant/cleanser is collected in a funnel (16) attached to the lower
rim of the cylinder liner, and disposed. Exchanging the grinding elements
against cleaning brushes (14) permits mechanical cleaning of the cylinder
liner (19).
6632 050.05--01 E 08.97 V 32/40 102/ 08

The tool can be adjusted to various diameters, and matched to different
reciprocating lengths by means of extensions and adapters.
1 Rope tackle
2 Cross tie
3 Extension tube
4 Stop for limitation of
reciprocation
5 Remote control
6 Adapter
7 Guide arm with
control valves
8 Extension
9 Support
11 Drive unit
12 Air connection with
universal joint
13 Grinding element with
honing stones
14 Cleaning brush
15 Honing head
16 Funnel
17 Tension spring strip
18 Spray nozzle
19 Cylinder liner
20 Tank
23 Air supply station
24 Ball-bearing
Figure 1. Pneumatic honing tool as mounted
6632 050.05--01 E 08.97 V 32/40 103/ 08

23 Air supply station
26 Filter/water separator
27 Oiler
28 Pressure regulating
valve
29 Pressure gauge
A Compressed air supply

B Compressed air to the
hoist motor
(reciprocation velocity)
C Compressed air to
drive unit (speed)
D Compressed air to
guide arm/honing head
(contact pressure)
Figure 2. Air supply station (viewed from the side and from top)
16 Funnel
19 Cylinder liner
24 Ball-bearing
31 Hose
32 Collecting tank
§ Honing angle
Figure 3. Honing the cylinder liner (starting position)
Operating sequence 1 -- Honing the zone of piston ring reversal, TDC (nip area)
Starting condition Cylinder head dismantled, piston with conrod shank removed, big-end
bearing attached to balance weight by means of turning stirrup and turned
sideward far enough to permit the funnel to be mounted. Cylinder liner
6632 050.05--01 E 08.97 V 32/40 104/ 08

cleaned (from coke and lube oil) and measured (cylinder liner has not yet
reached limits of maximum wear; for limit values, see B1). Bore hole
outlets for cylinder lubrication plugged by means of plasticine or pasty
grease. Crank gear covered by appropriate means. Funnel attached to
lower end of cylinder liner, and hose connected outward into the collecting
tank. Honing tool assembled and adjusted in accordance with separate
description.
Important! The zone of piston ring reversal is to be honed in a first

pass using the short honing stones, followed by honing of the entire
running surface contacted by the piston rings (see operating sequence 2).
Steps 1. Mount the honing stones (20 mm long) to each of the honing
elements (13) at the same level in way of the middle part of the
honing elements.
Tip! Short honing stones can be prepared by breaking long honing
stones. For this purpose, cut a notch into the stone using a steel saw
blade, mount the stone in the vice and break it.
2. Fit the ball-bearings (24) to the honing head (15).
3. Carefully introduce the honing head into the cylinder liner (19).
4. Adjust ball-bearings, thereby centering the honing head in the
cylinder liner.
5. Using the stops (4), limit the reciprocating movement of the honing
head in the cylinder liner (19) so that the top edge of the honing
stones projects approx. 10 mm beyond the top dead centre of the top
piston ring and a reciprocation path of 40 -- 50 mm results.
6. Adjust the spray nozzles (18) so that the issuing lubricant is
distributed over the honing area.
7. Close the stop cock of the tank (20) and top up the tank with lubricant
(Diesel fuel, gas oil or kerosene).
▲▲ Caution! Do not smoke, do not use open flames - fire hazard!
8. Open the stop cock on the tank. Verify that lubricant issues from the
spray nozzles and distributes over the honing area. Verify that the
lubricant is without leakage losses collected in the funnel (16) and
passed to the collecting tank (32).
Important! Approx. 4 -- 6 litres of lubricant are required for honing
one cylinder liner. You should make sure to use an adequate amount of
lubricant for honing because it is desirable to wash off the grinding dust
immediately.
If passed through a fine-meshed fleece mat into the collecting tank, the
lubricant can be used several times.
However, after the honing treatment the cylinder liner is to be cleaned
using lubricant/cleanser that is still in its clean state.
9. After having tried the adjustment, start the honing tool and make the
honing stones contact the liner wall.
Proceed with the honing treatment by short, reciprocating upward
and downward strokes (20 -- 30 double strokes each) until the short
honing stones have been used up, which takes approx. 1 --
1.5 minutes. During the honing process, the speed of the honing
head is approx. 35 rpm, the contact pressure is 2.5 bar. The short
stroke results in a narrow honing angle. When honing marks become
visible in the TDC zone of the top piston ring, honing is to be
discontinued. A rounded step that may have been left at the point of
top piston ring reversal is acceptable. A second set of short honing
stones is to be used and the process is to be repeated, if necessary.
10. Honing is to be finished as soon as a satisfactory grinding pattern has
been produced, and the supply of lubricant is to be stopped.
11. Move the honing head out of the cylinder liner and secure it in the top
position.
6632 050.05--01 E 08.97 V 32/40 105/ 08

Operating sequence 2 -- Honing the entire cylinder liner running surface
Starting condition Zone of reversal of piston rings at TDC honed, or cylinder liner shows but
slight incipient wear in the TDC zone.
Important! The purpose of this operating sequence is the

roughening of the upper cylinder liner area, where the honing marks have
disappeared in the course of time. Honing in the lower area should be kept
to the minimum possible; at the end of this operating sequence, however,
two double strokes should be made over the entire running surface
contacted by the piston rings. On laser-hardened cylinder liners, it should
be made sure that there is a gradual transition from the hardened parts of
the cylinder liner to the soft section below.
Steps 1. Mount six long honing stones on the honing head (15).
2. Carefully introduce the honing head into the cylinder liner (19),
adjusting the ball-bearings (24) again, if necessary.
3. Adjust the reciprocation of the honing head by means of stops (4) so
that the honing stones work in the upper half of the piston stroke
zone (the zone contacted by the piston rings), i.e. the honing stones
should with their top and bottom edges move approx. 100 mm
beyond these limits.
4. Adjust the spray nozzles (18) so that the issuing lubricant distributes
over the honing area. Top up the tank (20) with lubricant (Diesel fuel,
gas oil or kerosene).
▲▲ Caution! Do not smoke, do not use open flames - fire hazard!
5. Open the stop cock of the tank. Verify that lubricant issues from the
spray nozzles and distributes over the honing area. Check whether
the lubricant is without leakage losses collected in the funnel (16) and
passed into the collecting tank (32).
Important! Approx. 10 litres of lubricant are required for the
honing of one cylinder liner.
Make sure to use enough lubricant for the honing process. The grinding
dust should preferably be washed away immediately.
6. After having tried the adjustment, start the honing tool and make the
honing stones contact the liner surface.
60 -- 65 reciprocations up and down (refer to Table 1) are required for
the honing of one cylinder liner at a reciprocating velocity of approx.
18 double strokes per minute (cf. Table 1). The entire honing time for
one cylinder liner normally is 3.5 -- 4 minutes, times at the upper limit
being required for the laser-hardened cylinder liners.
Speed of the honing head, approx. 35 rpm; contact pressure, 2.5 bar.
The reciprocating motion is to be controlled so that a honing angle (§)
of 45 -- 60 (22.5 -- 30 ) relative to the horizontal is reached (for
template, see page 9). The desirable surface roughness Rz is 10 --
15 ³m, both for laser-hardened and standard-type cylinder liners.
7. Stop the honing tool. Examine the surface roughness, the honing
angle and the honing pattern (cf. Table 2).
If this examination leads to a satisfactory result, two double strokes
covering the full zone of piston ring contact should subsequently be
made. The stops (4) should for this purpose be adjusted so that the
honing stones to some extent come out of the cylinder liner. The
honing head should during this operation not hit the funnel (16).
8. After the honing treatment, the cylinder liner is to be measured. If the
maximum admissible wear in the TDC zone of the top piston ring or
the maximum admissible ovality has been exceeded (for limits, refer
to B1), the cylinder liner has to be replaced.
9. Exchange the grinding elements (13) against hard cleaning brushes
(14).
6632 050.05--01 E 08.97 V 32/40 106/ 08

10. Introduce the honing head and carefully remove (loosen/wash off)
any remnants of grinding at a reduced contact pressure of 0.5 --
1.0 bar while the rotating and reciprocating velocities are the same.
Repeat the procedure with soft cleaning brushes, if necessary. An
ample amount of lubricant should be used for cleaning. A total of
approx. 50 double strokes is necessary. Fresh lubricant should be
used for the last pass. No grinding particles must be left (check with
the finger tips).
11. Detach the honing tool. Attach it to the next cylinder, or on
termination of the cleaning process store it at a safe place or in a
box.
12. Remove all of the plasticine or grease plugs from the bores of the
cylinder lubrication system. Remnants in the oil ducts should be
washed out by operating the cylinder lubricating pump.
13. Remove the funnel, taking care that no contaminating matter gets
into the running gear.
14. Submit the cylinder liner to a final, manual cleaning treatment.
▲ Attention! After the piston has been installed and the cylinder
head mounted in place, the instructions as per Section B1 are to be
observed for putting into operation.
Number of Time per Number of

Type Reciprocation Velocity double strokes double stroke* double strokes
(mm) (rpm) per min (s) required
32/40 450 35 18 3.3 60 - 65
Table 1. Parameters for the honing of cylinder liners
* Applicable for a honing angle (§) of 45E
Alternative
Feature Checking/Measuring
1 2
Surface roughness Rz, Measuring instrument Technovit impression Finger nail test and visual
measured in the TDC (thermosetting synthetic) -- examination
zone for the top piston permits later evaluation of
ring and the middle of all three parameters
top piston ring lift
Honing angle Goniometer Angle template
Honing pattern, i.e. profile Examinations of Examination using a
and distribution faxfilm impressions pocket lense, visual
of honing lines, (celluloseacetate film) checking -- requires
occurrance of “metall under the microscope empirical skill
jackets” (glazing and (50-fold magnification)
“pitting” along the
honing lines), unhoned
“holes” being left.
Table 2. Examining the running surface of cylinder liners after honing
6632 050.05--01 E 08.97 V 32/40 107/ 08

X 135 45 Honing angle Y 120 60 Honing angle
Figure 4. Auxiliary means for making a honing angle template
6632 050.05--01 E 08.97 V 32/40 108/ 08

Cylinder head/Saftey valve
100 Camshaft drive
Main starting valve
6682 055...--02 E 12.05 101/ 01

Cylinder head bolts

Brief description
Cylinder head bolts are to be checked at regular intervals by means of

checking the bolted connection,
untightening,
tightening.
Safety requirements
- Engine shut down



6629 055.01--02 E 04.05 32/40 101/ 04

Related work cards

000.30 009.01 009.03
1 Cylinder head
2 Fixing bolt
3 Nut
5 Cylinder head cover
Figure 1. Fitting the hydraulic tensioning tools on the cylinder head bolts
Operating sequence 1 -- Check the cylinder head bolts
Starting condition Protecting caps removed from the cylinder head bolts of the respective
cylinder. Cylinder head cover (5) removed.
Steps 1. Clean the threads of cylinder head bolts (4).

2. Screw the tension screws (055.157) all the way onto the cylinder
head bolts on the exhaust side (refer to Figure 1 ).
3. Slip thrust pads (055.156) over tension screws.
4. Screw hydraulic tensioning tool (009.096) onto tension screws, noting
centricity of hydraulic tensioning tool/thrust pad.
5. Slip thrust pads (030.243) over the cylinder head bolts on the exhaust
counter side.
6. Screw hydraulic tensioning tool (009.097) onto cylinder head bolts,
noting centricity of hydraulic tensioning tool/thrust pad.
6629 055.01--02 E 04.05 32/40 102/ 04

▲ Attention! Prior to mounting the hydraulic tensioning tools,
make sure that pistons have been fully reset.
7. Turn the hydraulic tensioning tool back by 530 .
8. Connect high-pressure hoses (009.306) to hydraulic tensioning tool
9. Switch the high-pressure pump or the hydraulic hand pump on (see
009.03), and close the gap produced between the thrust
work card 009.03
pads and hydraulic tensioning tool by turning the hydraulic tensioning
tool back.
10. Pump up the hydraulic tensioning tool until nuts (3) can be loosened.
▲ Attention! The pressure is permitted to be max. 7% below and
max. 5% above the specified tensioning pressure
(refer to work cards 000.30 and 000.33).
000.33
Note down the loosening pressure and compare it with the specified ten-
sioning pressure.
11. Adjust the high-pressure pump to the specified tensioning pressure or
actuate the hydraulic hand pump until the specified tensioning pres-
sure has been reached, and re-tighten the nuts.
13. Put the protecting caps onto the cylinder head bolts.
14. Cylinder head cover.
15. Reset the pistons of the hydraulic tensioning tools (see work card
009.01).
009.01
Operating sequence 2 -- Untighten the cylinder head bolts
Starting condition Protecting caps removed from the cylinder head bolts of the respective
cylinder.
1. Mount hydraulic tensioning tools on cylinder head bolts (4), and
loosen nuts (3) - see Operating sequence 1, points 1 to 10.
2. Turn back the nuts (for angular amount of turning back, see work
card 000.30).
000.30
3. Release the pressure, and remove the hydraulic tensioning tools.
009.01).
009.01
Operating sequence 3 -- Tighten the cylinder head bolts
Starting condition Cylinder head in place, nuts screwed onto cylinder head bolts.
Steps 1. Screw down nuts (3) of cylinder head bolts (4), hand-tight, using
2. Screw tension screws (055.157) all the way onto the cylinder head
bolts on the exhaust side (refer to Figure 1 ).
3. Slip thrust pads (055.156) over tension screws.
4. Screw hydraulic tensioning tool (009.096) onto tension screws, noting
centricity of hydraulic tensioning tool/thrust pad.
5. Slip thrust pads (030.243) over cylinder head bolts on the exhaust
counter side.
6. Screw the hydraulic tensioning tool (009.097) onto the cylinder head
bolts, observing centricity of hydraulic tensioning tool/thrust pad.
▲ Attention! Prior to mounting the hydraulic tensioning tools,
make sure that the pistons have been fully reset.
7. Connect high-pressure hoses (009.306) to hydraulic tensioning tool
8. Switch the high-pressure pump or hydraulic hand pump on (see work
card 009.03),
009.03 and load the cylinder head bolts to the specified ten-
6629 055.01--02 E 04.05 32/40 103/ 04

sioning pressure (see work card 000.30
000.30). Screw the nuts down, hand-
tight, using the tommy bar.
10. Slip protecting caps onto the cylinder head bolts.
009.01).
009.01
6629 055.01--02 E 04.05 32/40 104/ 04

Cylinder head

Brief description
Cylinder heads are to be disassembled within the scope of maintenance

and repair work.
Safety requirements
- Engine shut down

- Operating media systems closed/depressurised

Related work cards

055.01 111.01 434.01
Technical details
Term Information
Cylinder head, complete 750 kg
Cylinder head 525 kg
6629 055.02--03 E 07.01 32/40 101/ 04

16 Cylinder head
17 Charge air pipe section
Figure 1. Cylinder head with attached suspension device
Operating sequence 1 -- Removal of the cylinder head
Starting condition Cooling water in the engine drained to a level below the cylinder heads,
cooling water of injection valves completely drained.
Important! Do not pass cooling water into bilge or waste water.

Pump cooling water into separate container to reuse it (cooling water addi-
tives).

6 Nut
7 O-ring seal
8 Stud
9 Exhaust pipe
10 Sleeve
11 O-ring seal
12 Top land ring
13 Backing ring
14 Sealing ring
15 O-ring seal
16 Cylinder head
17 Charge air pipe section
18 Screw plug
Figure 2. Cylinder head
6629 055.02--03 E 07.01 32/40 102/ 04

Cocks in the fuel oil pipes closed. Shut-off valve on the compressed air
tank closed, starting air pipes without pressure.
Running gear turned to a position at which piston of the respective cylinder
is at ignition TDC, cylinder head cover removed, cylinder head bolts un-
loaded, push-rods removed.
Steps 1. Remove all pipes and pipe fixtures from the respective cylinder head.
2. Partly remove the covering of the exhaust pipe.
3. Open the clamp on the exhaust pipe connection.
4. Unscrew the screw plug (18), and drain condensed water from the
charge air pipe (17). Screw the screw plug in again (refer to Fig-
ure 2 ).
5. Loosen the pipe couplings on the charge air pipe section (17) and
shift them.
6. Remove the delivery pipe from the injection pipe (see work card
434.01).
434.01
7. Detach the starting air pipe from the starting valve
161.01).
8. Unscrew the nuts (6).
9. Put the support (055.205-1) onto the cylinder head (16), and fasten it
in place by means of hexagon bolts (1 and 2).
10. Attach the rope to the support by means of shackle (002.454), and
suspend it from the lifting tackle.
Important! Make sure to use the correct suspension point (refer to
Figure 1 ).
11. Screw the pilot rod (034.006) into the support.
12. Lift the cylinder head off, guiding it by means of the pilot rod, and put
it down onto a wooden support.
▲ Attention! Do not damage the cylinder head bolts (5) and the
studs (8).
13. Cover all openings on the engine using appropriate means. Close
the exhaust pipe connection by means of the closing cover.
055.03).
14. Clean the cylinder head (see work card 055.03
Operating sequence 2 -- Fitting the cylinder head
Starting condition Cylinder head cleaned, sealing faces between cylinder head and top land
ring as well as between cylinder head and exhaust pipe cleaned. All
covers removed.
11 O-ring seal 20 O-ring seal

13 Backing ring 21 Push-rod
16 Cylinder head 22 Sleeve
19 Sleeve
Figure 3. Connecting sleeves between cylinder head and backing ring
Steps 1. Check the sealing ring (14); replace it it necessary.
6629 055.02--03 E 07.01 32/40 103/ 04

2. Dismantle the sleeves (10 and 22), remove both O-ring seals (11),
and insert new O-ring seals, which have been coated with acid-free
grease, in the ring grooves, making sure that they are evenly ten-
sioned over the whole circumference, and not distorted. Install the
sleeves (refer to Figures 2 and 3 ).
3. Put the support (055.205-1) onto the cylinder head (16), and fasten it
in place by means of hexagon bolts (1 and 2).
4. Attach the rope to the support by means of shackle (002.454), and
5. Screw the pilot rod (034.006) into the support.
6. Insert new O-ring seals (7 and 20), which have been coated with
acid-free grease, into the ring grooves, making sure that the O-ring
seals are evenly tensioned over the whole circumference, and not
distorted.
7. Move the cylinder head over the centre of the cylinder, and lower it,
guiding it by means of the pilot rod.
▲ Attention! Do not damage the studs (8) and cylinder head bolts
(5); pay attention to the position of the sleeves (10, 19, and 22).
8. Screw the nuts (6) onto the cylinder head bolts (5).
9. Slide the pipe couplings over the charge air pipe section (17) and
fasten them in place.
10. Mount the exhaust pipe on the cylinder head and fit the covering.
11. Attach the delivery pipe of the injection pipe (see work cards 221.01
434.01).
and 434.01
12. Fit all pipes and pipe fixtures to cylinder head and starting valve.
13. Tension the cylinder head bolts, applying the specified tensioning
055.01).
pressure (see work card 055.01
14. Check the valve clearance, newly adjusting it if necessary (see work
111.02).
card 111.02
15. Top up the cooling water in the cylinder head and injection valve cool-
ing system, remove air from the cooling water pipes.
16. Open all cocks, which have previously been closed.
Important! In case the cylinder head is untight in spite of correctly
loaded cylinder head bolts, it has to be removed again, and the sealing
ring has to be checked.
6629 055.02--03 E 07.01 32/40 104/ 04

Cylinder head
Cleaning 055.03

Brief description
Cylinder heads have to be cleaned from soot and coke deposits at regular
intervals.
This includes:
cleaning of components

1 Assistant 1

1 Degreasing and cold cleaning agent -- Inventory
1 Cleaning trough -- Inventory
1 Safety goggles -- Inventory
1 Protective gloves -- Inventory
Related work cards

000.08 055.02 113.01
Operating sequence -- Cleaning the cylinder head
Starting condition Cylinder head dismounted, rocker arm casing and charge air pipe section
dismantled, inlet and exhaust valves removed.
6629 055.03--02 E 03.02 32/40 101/ 02

Figure 1. Sectional view of a cylinder head dismounted
Steps 1. Check inlet and outlet ducts as well as the combustion chamber side
with regard to deposits, and clean these away, taking care not to
damage the surfaces in the process.
2. Check the cooling spaces for deposits, and remove any deposits
found (see work card 000.08).
000.08
3. Clean the cylinder head top from oil sludge.
4. Install the inlet and exhaust valves (see work card 113.01).
113.01
6629 055.03--02 E 03.02 32/40 102/ 02

Sealing face on cylinder head
and sealing groove in top land ring
Grinding 055.04

Brief description
The sealing face on the cylinder head and the sealing groove in the top
land ring are to be checked every time the cylinder head is removed, and
remachined if necessary.
The work includes:
grinding of the sealing face and the sealing groove.

1 Grinding tool 050.119 Optional
1 Grinder 050.119--1 Optional
2 Bow 050.119--2 Optional
1 Grinding paste (silicon--free) -- Inventory
Related work cards

050.01 055.02 055.05
Preliminary remarks
Important! This grinding tool can be used for the cylinder head and
top land ring. The correct side for each case is shown in Figure 1.
After the sealing face or sealing groove has been remachined, the gap (A)
between the cylinder head and top land ring should be not less than 0.5
mm (refer to Figure 2 in the Section ”Operating sequence”).
6629 055.04--01 E 08.97 32/40 101/ 03

1 Hexagon head bolt 2 Cylinder head B Sealing face
M12x25 3 Top land ring C Sealing groove
Figure 1. Grinding the sealing face on the cylinder head (figure on the left) and the sealing groove in the top land ring (figure on
the right)
Operating sequence 1 -- Grind the sealing face on the cylinder head and/or sealing groove in the top
land ring
Starting condition Cylinder head dismantled and mounted in reversing jig. Top land ring
dismantled, sealing ring taken out.
Steps 1. Attach the bow (050.119-2) to grinding wheel (050.119-1), bearing in

mind whether the sealing face (B) or the sealing groove (C) are to be
ground.
2. Apply grinding paste to grinding wheel.
Tip! Do not apply excessive amount of grinding paste.
3. Place the grinding tool onto the sealing face or into the sealing
groove, refer to Figure 1.
Tip! Possibly use shackle (002.452) to attach grinding tool to rope and
place it on cylinder head or top land ring using the lifting tackle.
4. Exercise a turning, reciprocating motion with the grinding tool and lift
it inbetween so as to permit the grinding paste to redistribute.
Important! Do not grind off more material than required to leave
the sealing face and / or sealing groove bright and free of damage over the
full width; therefore, inspect the sealing face or sealing groove several
times during the grinding process.
6629 055.04--01 E 08.97 32/40 102/ 03

5. On completion of the grinding, take the grinding tool (050.119) off and
clean the sealing face and/or sealing groove carefully.
6. Determine the gap (A) between the cylinder head (2) and the top land
ring (3) by differential measuring on several points.
Minimum gap with: 0.5 mm
2 Cylinder head
3 Top land ring
4 Sealing ring
5 Cylinder liner
6 Supporting ring
A Gap
Figure 2. Gap between the top land ring and the cylinder liner with the sealing ring
fitted
6629 055.04--01 E 08.97 32/40 103/ 03

Cylinder head with turnover stand
Machining 055.05

Brief description
On cylinder heads, various jobs are to be carried out at regular intervals.

For this purpose, the turnover stand is to be used.
The work includes:
clamping components.

1 Turnover stand 055.153 Optional
Technical details
Term Information
Cylinder head 503 kg
General
The turnover stand is suitable for:

- thorough cleaning and checking of cylinder heads (cf. work card
055.03),
055.03
- grinding of valve seat faces in the cylinder head,
- checking of valve seats (cf. work card 113.03
113.03),
- measuring of inlet and exhaust valve seat faces,
- removing and installing the valve seat rings in the cylinder head (cf.
work card 113.04).
113.04
Operating sequence 1 -- Clamping of cylinder head
Starting condition Cylinder head suspended on lifing tackle with suspension device.
Steps 1. Fasten adapter plates (2 and 9) to cylinder head (8).

2. By turning hand wheel on turnover gear (3), position receiver head (4)
so that fastening bracket (5) is situated on top (see illustration).
3. Open fastening bracket and locking bar (10).
6629 055.05--01 E 09.03 32/40 101/ 02

4. Place cylinder head (see illustration) and clamp it tight, using
fastening bracket. Lock the locking bar.
5. Remove suspension device. With the arresting lever (7) folded up,
the cylinder head may now be moved to any desired position by
turning the hand wheel (arresting is possible in every 45--degree
position).
▲ Attention! When working on the cylinder head, it is absolutely
necessary to engage arresting lever into one of the grooves in the
receiver head (4).
6. The adapter plates may be stored by fastening them to the frame (1).
1 Frame of turnover stand 6 Turning shaft axle 11 Exhaust valve

2 Adapter plate 7 Arresting lever 12 Inlet valve
3 Turnover gear 8 Cylinder head 13 Receptacle
4 Receiver head 9 Adapter plate 14 Envelope circle (cylinder
5 Fastening bracket 10 Locking bar head with valves)
Figure 1. Cylinder head clamped into the turnover stand
6629 055.05--01 E 09.03 32/40 102/ 02

Dead centre indicator/
Speed pick-- up
100 Camshaft drive
Main starting valve
6682 071--01 E 04.98 101/ 01

Speed pick-- up
Checking, removing and installing 071.01

free components from fouling or residues,
Brief description
Speed pick--ups are to be checked at regular intervals and to be replaced,

if necessary.
checking of components,
Safety requirements
- Engine shut down

- Power supply/generation interrupted


1 Screw drivers (set) -- Standard
6629 071.01--02 E 03.00 32/40 101/ 03

Operating sequence 1 -- Checking the speed pick-ups
Starting condition Engine shut off.
Steps 1. Check the cables (8) to the speed pick-ups (3).

2. Turn the crankshaft (1) with the flywheel (2) in such a way that the
front side of one tooth coincides with the centre of the speed pick-up.
3. Measure the distance (F) between the front side of the tooth and the
speed pick-up using the feeler gauge (000.451).
Distance (F) = 1.0 ... 3.0 mm.
4. Check the remaining speed pick-ups the same way.
Important! Engines without slow-turn device are equipped with one
speed pick-up less.
2 Flywheel 9 Terminal box A 1SE for engine dependent

3 Speed pick-up 10 Cylinder crankcase control (alarm)
4 Retainer B 2SE for engine dependent
5 Hexagon nut control (safety)
7 Dead centre indicator F Gap between C 3SE for speed governor
8 Cable flywheel and D 4SE for speed governor
speed pick-up E 5SE for slow turn
Figure 1. Speed pick-up with dead centre indicator
Operating sequence 2 -- Removing and installing a speed pick-up
Starting condition Engine shut off and cooled down to room temperature.
Steps 1. Remove the plug (11) of the respective speed pick-up (3).
2. Turn the crankshaft (1) with the flywheel (2) in such a way that the
front side of one tooth coincides with the centre of the speed pick-up.
3. Screw the hexagon nuts (5) out of the respective speed pick-up and
pull the speed pick-up out of the retainer (4).
4. Screw the hexagon nut off the new speed pick-up.
6629 071.01--02 E 03.00 32/40 102/ 03

5. Install the speed pick-up in the retainer (4) by means of hexagon nuts
(5) - refer to Figure 1 .
6. Insert the feeler gauge (000.451) with distance (F) between the front
side of the tooth and the speed pick-up.
7. Screw the hexagon nuts (5) in alternately until the feeler gauge fits
snugly.
1 Crankshaft
2 Flywheel
3 Speed pick-up
7 Dead centre indicator
8 Cable
9 Terminal box
11 Plug
Figure 2. Speed pick-up with dead centre indicator

8. Tighten the hexagon nut (5), paying attention to the speed pick-up.
Important! After the final tightening of the hexagon nuts (5), the gap
dimension (F) is to be checked once again.
9. Check for proper performance.
6629 071.01--02 E 03.00 32/40 103/ 03

Crankcase cover/Saftey valve/
Coverings
100 Camshaft drive
Main starting valve
6682 073--02 E 04.98 101/ 01

Safety valve on the crankcase cover
Checking 073.01

Brief description
Safety valves on the crankcase covers are to be examined for ease of

motion at regular intervals.
The work includes:
Check of components.

Related work cards

073.02
Technical details
Term Information
Crankcase cover with safety valve 16.5 kg
Preliminary remarks
Checking all the safety valves mounted on the crankcase for ease of
motion is to ensure that pressure increases/pressure waves occurring, e.g.
after explosions, can be safely controlled.
▲ Attention! When alarm has been signalled or the engine has

been stopped because of excessive bearing temperatures or oil mist
concentration, open the crankcase 10 minutes after at the earliest.
There is the danger of explosions upon access of oxygen because
components that have run hot and the operating media surrounding
them may be at ignition temperature.
6629 073.01--01 E 07.97 32/40 101/ 02

Operating sequence 1 -- Check the safety valve
Steps 1. Unscrew the hexagon nuts (2), remove washers (3) and the
crankcase cover (8).
2. Verify that safety valve (4) is in good condition and moves easily;
073.02) and clean it, if necessary.
disassemble (see work card 073.02
3. Check the valve plate (6), the compression spring (5) and O--ring seal
(7) for damage; disassemble the safety valve if necessary (see work
card 073.02)
073.02 and replace parts.
4. Check the sealing ring (1) for damage and replace if necessary.
5. Mount the crankcase cover and fix it in place by means of hexagon
nuts and washers.
1 Sealing ring
2 Hexagon nut
3 Washer
4 Safety valve
6 Spring cup
7 O--ring seal
8 Crankcase cover
9 Crankcase
Figure 1. Safety valve mounted to crankcase cover
6629 073.01--01 E 07.97 32/40 102/ 02

Camshaft drive
100 Camshaft drive
Main starting valve
6682 100--02 E 04.98 101/ 01

Studs for intermediate wheel axles
Checking 100.01

Brief description
Studs for intermediate wheel axles are to be checked at regular intervals

by means of hydraulic tensioning tools.
Safety requirements
- Engine shut down


1 Assistant 2

6629 100.01--01 E 04.05 32/40 101/ 03

Related work cards

000.30 000.32 009.01
009.03
1 Axle
2 Nut
3 Stud bolt
4 Hexagon head bolt
5 Washer
6 Disc
7 Spur gear (idler)
8 Double spur gear
(idler)
9 Lateral shim
Figure 1. Detail of camshaft drive (side view)
Operating sequence 1 -- Check the fixing bolts
Starting condition Crankshaft outboard bearing removed, covering at coupling end

dismantled, shifted alongside the engine up to the flywheel, supported on
wooden pad (see Figure 2).
Steps 1. Screw off the hexagon head bolts (4) and remove washers (6).
Figure 1.
2. Take off the lateral shim (9) on axle (1) for double spur gear.
3. Clean the threads of stud bolts (3).
4. Check on tensioning cylinders (009.096 and 009.097) whether
pistons have been fully reset.
5. Screw the puller bolts (021.251) up to contact with tensioning cylinder
(009.096). Figure 2, left.
6. Slip thrust pads (030.243) over nuts (2) and screw tensioning cylinder
(009.096) until seated.
6629 100.01--01 E 04.05 32/40 102/ 03

7. Slip intermediate rings (021.250) over puller bolts and screw
tensioning cylinder (009.097) onto puller bolts until it contacts
intermediate rings.
8. Turn the complete tandem tensioning tool back by 230E.
9. Connect four high-pressure hoses (009.306) to tensioning cylinders
10. Start the high-pressure pump or the hydraulic hand pump on (see
009.03) and close the gap produced between the thrust
work card 009.03
pads and axles (1) by the turning back.
11. Pressurise the tensioning cylinder until nuts come loose.
▲ Attention! The pressure is allowed to be max. 7% below and
000.33).
and 000.33
Note down the force required for loosening and compare it with the
12. Adjust the specified tensioning pressure with the high-pressure pump
or operate the hydraulic hand pump until reaching the specified
tensioning pressure, and screw both nuts hand-tight.
tools.
14. Slip the lateral shim (9) onto the axle (1) for the double spur gear (8).
15. Fasten the discs (6) on the axles by means of hexagon head bolts
(4), fitting new washers (5).
16. Mount the covering (11) at the coupling end, and mount the
crankshaft outboard bearing.
009.01).
17. Reset the pistons of tensioning cylinders (see work card 009.01
1 Axle 7 Spur gear (idler) 10 Flywheel

2 Nut 8 Double spur gear 11 Covering
3 Stud bolt (idler) (at coupling end)
Figure 2. Mounting the hydraulic tandem tensioning tools (right) and sectional view of a tandem tensioning tool mounted in
place (left)
6629 100.01--01 E 04.05 32/40 103/ 03

Camshaft drive
Checking 100.02

Brief description
The camshaft drive is to be inspected for changes at regular intervals, the

wear pattern is to be assessed so that sources of disturbances are
recognized and, if necessary, remedied in time.
The work includes:

Preliminary remarks
We recommend having overhaul work on the camshaft drive done at a

service base or by MAN B&W technicians.
Operating sequence 1 -- Check the camshaft drive
Starting condition Casing cover on camshaft drive removed.
Steps 1. Carry out visual inspection of all gear wheels, assess the wear
pattern.
2. Measure the tooth backlash using thickness gauge (000.451), note
down and compare with the specified values. Refer to the operating
manual, Section 2.5.
3. Check spray nozzles (15) for proper performance, clean with
compressed air if necessary.
4. Check the hexagon bolts (4) for tightness.
6632 100.02--01 E 07.97 V 32/40 101/ 02

1 Axle
4 Hexagon bolt
7 Spur wheel (idler)
8 Double spur wheel
(idler)
12 Camshaft gear wheel
14 Crankshaft
15 Spray nozzle
16 Gear wheel of injection
camshaft
Figure 1. Camshaft drive -- at the top, viewed from the coupling end
6632 100.02--01 E 07.97 V 32/40 102/ 02

Camshaft/Thrust bearing
100 Camshaft drive
Main starting valve
6682 101...--02 E 04.98 101/ 01

Injection camshaft
Camshaft section
Ensure that the work is carried out correctly,

properly assemble/adjust components.
Brief description
The removal and installation of camshaft sections does not belong to the
work specified in the maintenance schedule. This is only necessary in
case a repair has to be carried out, and requires a considerable degree of
technical expert knowledge.
installing components,
recording the measuring values.
Safety requirements
- Engine shut down

Numb Qualification Time req.

1 Assistant 5
1 Engineer 1

1 Hexagon screw drivers (set) -- Standard
1 Marking pencil -- Inventory
6629 101.10--01 E 11.99 32/40 101/ 04

Related work cards

000.30 200.03 200.07
Technical details
Term Information
Camshaft section 45 kg
Preliminary remarks
The replacement of camshaft sections is only necessary in case a damage

occurs, and is to be viewed a mere repair work. Prior to the actual
removal of the damaged camshaft section, some measuring values are to
be recorded and/or determined in order to be able to restore the original
condition during the subsequent installation of the new camshaft section.
In case of engines with IMO certification, the plunger lift is to be readjusted
to the value which is specified in the acceptance report and/or in the IMO
certification. In case the specified adjustment range is not observed, the
certificate becomes invalid.
Operating sequence 1 -- Recording of the actual condition and/or determination of the desired condition
- As far as possible, depending on the damage, determine the actual

condition of the plunger lift at the respective cam (see work card
200.07).
200.07
- Determine the actual condition of the plunger lift of the next cam
(viewed from the camshaft drive).
- Compare the determined values with the ones stated in the acceptance
report and/or IMO certification, and enter them in the engine log book.
Operating sequence 2 -- Removal of a camshaft section
Starting condition Fuel injection pump of the respective camshaft section dismantled.
Engine, as far as possible, turned so that the neighbouring pump drive
rollers reach the respective cam base circle.
Steps 1. Screw out the hexagon socket bolt (4) and dismantle the lube oil pipe
(1) to the thrust bearing.
2. Unscrew the hexagon bolts (2) and remove the thrust bearing of the
injection camshaft (3).
3. Mark the installation position of the camshaft section, using the
marker (e.g. at the greatest cam elevation).
4. Put the rope loop around the camshaft section from the outside or
through the bore of the pump drive, and slightly tighten the rope by
means of the lifting tackle.
5. Loosen the screw connection (7, 8) of the camshaft section (11) and
screw off the hexagon nuts (8).
6. Remove the screw connection (9) of the camshaft section (11).
7. Separate the camshaft by displacement in direction of the thrust
bearing (refer to figure 1, at the bottom), taking care that the
6629 101.10--01 E 11.99 32/40 102/ 04

camshaft section (11), which is to be removed, is completely pulled
out of the centrings of the bearing rings 10).
8. Remove the camshaft section through the opening in the cylinder
crankcase (5).
1 Lube oil pipe 5 Cylinder crankcase 9 Hexagon bolt

2 Hexagon bolt 6 Fuel injection pump 10 Bearing ring
3 Thrust bearing 7 Hexagon bolt 11 Camshaft section
4 Hexagon socket bolt 8 Hexagon nut 12 Rope
Figure 1. Removal of a camshaft section (illustration shows in-line engine)
Operating sequence 3 -- Installation of a camshaft section
Starting condition The roller of the fuel injection pump drive on the camshaft section
concerned has been checked, if necessary, replaced. For installing a
camshaft section, proceed in the reverse order followed for removal,
paying attention to the following items:
Steps 1. Install the camshaft section, making sure that it is positioned

correctly, and screw-connect it with the injection camshaft, hand-tight.
2. Fit the fuel injection pump (see work card 200.07).
200.07
3. Determine the plunger lift of the new camshaft section
200.03).
4. Compare the determined value with the desired value stated in the
acceptance report and/or the IMO certification.
5. In case the actual value is within the permissible adjustment range,
continue with operating sequence 3, item 8. Otherwise, continue with
item 6.
6. Loosen the screw connections of the camshaft and adjust the relative
position of the camshaft section according to the determined value.
6629 101.10--01 E 11.99 32/40 103/ 04

7. Determine the plunger lift again (see work card 200.07
200.07). Repeat this
process until the plunger lift is within the permissible adjustment
range.
8. Tighten the screw connections of the camshaft, applying MoS2
lubricant and the specified torque (see work card 000.30
000.30).
9. Determine the plunger lift of the next camshaft section (viewed from
the camshaft drive) in the same way and adjust it.
Important! For adjusting the plunger lift, only loosen the screw
connections of the camshaft section which has been replaced.
6 Fuel injection pump
7 Hexagon bolt
8 Hexagon nut
9 Hexagon bolt
11 Camshaft section
13 Starting cam
Figure 2. Installation of a camshaft section
6629 101.10--01 E 11.99 32/40 104/ 04

Valve/injection camshaft
Thrust bearing
Checking 102.02

Brief description
The thrust bearings of the valve and injection camshafts are to be checked
for damage at regular intervals. The axial clearance is to be established.
In the process, changes/sources of disturbances are to be recognized in
time and eliminated, if needed.
The work includes:
Check of components.

1 Sliding caliper -- Inventory
1 Sealing compound -- Inventory
Related work cards

000.11
Technical data
Term Information
Bearing body 47 kg
Operating sequence 1 -- Check the thrust bearing
Steps 1. Dismantle the lube oil feed pipe (6) to the thrust bearing.
6629 102.02--01 E 11.97 32/40 101/ 03

2. Remove the cover (9).
3. Remove the butting disk (8).
4. Screw the eye bolt (000.142) into the bearing body (7), attach the
rope to the eye bolt by means of shackle (002.452) and suspend from
lifting tackle.
5. Screw out the hexagon head bolts (5).
1 Valve camshaft
2 Shaft
3 Bearing bush
4 Crankcase
5 Hexagon head bolt
6 Lube oil feed pipe
7 Bearing body
8 Butting disk
9 Cover
12 O--ring seal
13 Oil bore
Figure 1. Thrust bearing for valve camshaft
Steps 6. Jack off the bearing body using two hexagon head bolts M16,
dismantle it and put it down on an appropriate pad.
7. Clean all the individual parts and check them for damage, replace if
necessary.
8. Measure and note down the projection (A) on the butting disk and
dimension (B) on the bearing body. Calculate the axial clearance from
these measurements, and compare it with the admissible clearance.
Refer to operating instruction manual, Section 2.5.
9. Check the bearing bush (3) for damage or dirt scores (refer to work
card 000.11),
000.11 replace if necessary.
7 Bearing body
8 Butting disk
A Projection
B Dimension
Figure 2. Measuring the projections to determine the axial clearance
▲ Attention! Replacement of the bearing bush should only be done

by a service base or by MAN B&W personnel because the bearing
bush has been pressed into the bearing body.
6629 102.02--01 E 11.97 32/40 102/ 03

10. Screw the eye bolt (000.142) into the bearing body (7), attach rope to
the eye bolt by means of shackle (002.452) and suspend from lifting
tackle.
11. Lubricate a new O--ring seal (12) with acid--free grease and place into
the ring groove, making sure that it is not distorted.
12. Slightly lubricate the running surface of the bearing bush (3) with oil.
13. Carefully install the bearing body, making sure that the oil bore (13) is
at the bottom.
14. Screw the hexagon head bolts (5) down hand--tight.
15. Lubricate the contact face of the butting disk (8) with oil and install
disk.
16. Assemble the lube oil feed pipe (6).
17. Apply sealing compound Hylomar SQ 32/M to the contact face of the
cap (9) and attach the cap to the bearing body.
6629 102.02--01 E 11.97 32/40 103/ 03

100 Camshaft drive
Main starting valve
6682 101--02 E 04.98 101/ 01

of the valve camshaft
Checking 101.02

Brief description
The torsional vibration damper on the valve camshaft has to be checked at

regular intervals for wear of the sleeve spring assemblies.
The work includes:

1 Clamp 027.019 Standard
1 Removing tool 027.018 Standard
1 Hexagon screw driver (set) -- Inventory
Related work cards

000.30 000.32
Technical details
Term Information
Side disc 15.5 kg
Cover with oil supply 8.5 kg
Cover with block distributor and oil pump 28 kg
6632 101.02--01 E 08.97 V 32/40 101/ 03

Operating sequence 1 -- Check the sleeve spring assemblies
Steps 1. Remove all the pipes leading to the block distributor (1), to the cover
(6) and the oil pump (7). Take appropriate precautions to prevent dirt
from entering through the openings that are now exposed.
2. Dismantle the cover (4) including block distributor, cover with oil inlet
and oil pump.
3. Dismount the cover (7).
4. Screw off the hexagon bolts (13). Take off and remove the side disc
(14).
5. Pull out the bolt (8) using the eye bolt (000.028).
Important! Mark the sleeve spring assemblies, bolts and bores by
numbering because sleeve spring assemblies and bolts should be refitted
to the same bore.
Never disassemble all the bolts and sleeve spring assemblies
simultaneously; i.e. leave the bolt and sleeve spring assembly installed in
every second bore.
6. Pull the sleeve spring assembly (9) out by means of the removing
tool (027.018).
7. Clean and check the bolt and sleeve spring assembly, replace if
required.
▲ Attention! If springs have broken, replace the complete sleeve
spring assembly.
8. Thoroughly clean all the oil bores in the damper support (12).
9. Apply MoS2 lubricant to the springs of the assembly individually.
1 Block distributor
2 Stud
3 Hexagon nut
4 Cover
5 Hexagon bolt
6 Cover with oil supply
7 Oil pump
Figure 1. Casing cover for valve camshaft at the free end, with block distributor and oil pump mounted in place
10. Compress the sleeve spring assembly using clamp (027.019) and
insert it into the bore. Loosen the clamp and push the sleeve spring
assembly completely into the bore, using an appropriate means (e.g.
copper bolt).
11. Apply MoS2 lubricant to the bolt and fit it.
12. Mount the side disc (14) to the torsional vibration damper.
13. Apply MoS2 lubricant to the threads and contact faces of the hexagon
bolts (13), screw the bolts in place and tighten them to the specified
torque (refer to work card 000.30).
000.30
14. Place the cover (11) against the damper support (12), align it
centrally and fasten it by means of hexagon socket bolts (10).
15. Clean the contact face of cover (4)/cylinder crankcase.
6632 101.02--01 E 08.97 V 32/40 102/ 03

16. Loosen hexagon bolts (5) to allow the cover (6) to be aligned during
assembly.
17. Apply Rhodorsil CAF 730 WS to the contact face between cover (4)
and cylinder crankcase.
18. Mount the cover (4) including block distributor (1), cover (6) with oil
supply and oil pump (7).
▲ Attention! Take care that the pipe on cover (6) is inserted into the
bore on cover (11) and adjacent parts are not damaged.
19. Fix the cover (4) by means of hexagon nuts (3).
20. Align the cover (6) centrally to the torsional vibration damper, turn the
engine if necessary, and tighten the hexagon bolts (5).
21. Connect the pipes to block distributor, cover with oil supply and oil
pump.
4 Cover
6 Cover with oil supply
8 Bolt
9 Sleeve spring
assembly
11 Cover
12 Damper support
13 Hexagon bolt
14 Side disc
15 Damper mass
16 Camshaft
Figure 2. Torsional vibration damper on the valve camshaft
6632 101.02--01 E 08.97 V 32/40 103/ 03

Rocker arm/Rocker arm casing
100 Camshaft drive
Main starting valve
6682 111--02 E 04.98 101/ 01

Valve clearance
Checking and adjusting 111.02

permit/support economic operation,
Brief description
The valve clearance is to be determined and, if necessary, corrected at

regular intervals.
The work includes:
checking/adjusting the valve clearance.
Safety requirements

1 Assistant 0.5

1 Setting tool 113.226 Standard
1 Socket wrench 113.226--1 Standard
1 Socket wrench 113.226--2 Standard
1 Locating device 113.227 Standard
2 Locating screw 113.227--1 Standard
3 Setting gauge (exhaust valve) 0.9 113.139 Standard
1 Set of feeler gauges 0.2 000.455 Standard
Related work cards

000.30 111.03
6629 111.02--02 E 11.01 32/40 101/ 04

Preliminary remarks
Checking and, if necessary, adjusting the valve clearance is to be carried

out whenever new parts are installed or cylinder head and rocker arm
bracket are remounted after carrying out maintenance work. In this con-
nection, it is to be ensured that the setting nuts are tightened to the speci-
000.30).
fied torque (see work card 000.30
In order to rule out mounting or adjusting errors, it is recommended not to
fit the cylinder head together with the rocker arm bracket.
1 Cylinder head cover

2 Rocker arm
(inlet valves)
3 Rocker arm
(exhaust valves)
15 Exhaust valve
16 Cylinder head
19 Inlet valve
39 Sealing cord
Figure 1. Cylinder head with rocker arm support
Operating sequence 1 -- Check the valve clearance
Starting condition The engine is in the cold condition or at operating temperature (however,
30 minutes after engine shut-down at the earliest), i.e. the valves approx.
have the same temperature as the cylinder head. The running gear of the
respective cylinder is in the ignition TDC position (all valves closed). The
cylinder head cover has been removed.
Checking the valve clearance 1. Lift the rocker arm (2, 3) by hand until it rests on the push rods, with-
out any clearance.
2. Measure the valve clearance (C) for both exhaust and inlet valves (15
and 19) between the valve shaft and the calotte (26), using the set-
ting gauge (113.139 for exhaust valve and 000.455 for inlet valve
resp.). For the specified values, refer to the operating instruction
manual, Section 2.5.6.
6629 111.02--02 E 11.01 32/40 102/ 04

3. If necessary, readjust the valve clearance (see operating sequence
2).
4. Put the cylinder head cover (1) onto the cylinder head (16) and fix it
in place. Pay attention to the sealing cord (39) - refer to Figure 1 .
2 Rocker arm
(inlet valves)
3 Rocker arm
(exhaust valves)
15 Exhaust valve
16 Cylinder head
17 Nut
19 Inlet valve
25 Valve adjuster
26 Calotte
AS Exhaust side
Figure 2. Fitting the setting tool
Operating sequence 2 -- Adjust the valve clearance
Starting condition The engine is in the cold condition or at operating temperature (however,
30 minutes after engine shut-down at the earliest), i.e. the valves approx.
have the same temperature as the cylinder head. The running gear of the
respective cylinder is in the ignition TDC position (all valves closed). Valve
clearance has been checked (valve clearance too large or too small).
6629 111.02--02 E 11.01 32/40 103/ 04

2 Rocker arm
(inlet valves)
3 Rocker arm
(exhaust valves)
26 Calotte
C Valve clearance
Figure 3. Adjusting the valve clearance and/or tightening the nuts on the setting screws
Adjusting the valve clearance 1. Lift the rocker arm (2, 3) by hand until it rests on the push rods, with-
out any clearance.
2. Screw in the locating screws (113.227-1) so as to keep the rocker
arm in clearance-free position (refer to Figure 2 ).
3. Mount the torque wrench (008.011) on the socket wrench (113.226-2)
- refer to Figure 2 . Loosen the nuts (17) on the valve adjusters (25),
and screw them off; clean the threads and seating faces.
4. Using the socket wrench (113.226-1), slacken the valve adjuster (25).
5. Coat the thread and the seating face of the nut (17) with MoS2
lubricant, and screw the nut on.
6. Slide the feeler gauge (000.455) between valve shaft and calotte (26)
of the inlet valves.
7. Screw the valve adjuster in until the feeler gauge fits without any
clearance.
000.30),
8. Tighten the nut (17) to the specified torque (see work card 000.30
holding the valve adjuster steady (refer to Figure 3 ).
9. Remove the feeler gauge.
10. Using the setting gauge (113.139), adjust the valve clearance on the
exhaust valves in the same way (see items 3 to 9).
11. Place the cylinder head cover (1) on the cylinder head (16) and fix it
in place, paying attention to the sealing cord (39) - refer to Figure 1 .
6629 111.02--02 E 11.01 32/40 104/ 04

Rocker arm bracket with rocker arms

Brief description
Rocker arm support with rocker arm are to be dismantled within the scope
of maintenance and repair work.
Safety requirements
- Engine shut down


1 Assistant 0.5

1 Locating device 113.227 Standard
2 Locating screw 113.227--1 Standard
1 Socket wrench insert (set) -- Standard
6629 111.03--03 E 11.01 32/40 101/ 04

Related work cards

000.30 111.02
111.02
Technical details
Term Information
Rocker arm bracket with rocker arms 95 kg
1 Rocker arm bracket

2 Rocker arm
(inlet valves)
3 Rocker arm
(exhaust valves)
4 Hexagon bolt
5 Washer
6 Distance sleeve
Figure 1. Cylinder head with rocker arm support

2 Rocker arm
(inlet valves)
3 Rocker arm
(exhaust valves)
Figure 2. Fitting the locating device
6629 111.03--03 E 11.01 32/40 102/ 04

Operating sequence 1 -- Removing the rocker arm bracket with rocker arm
Starting condition The running gear of the respective cylinder is in the ignition TDC position
(all valves closed). Cylinder head cover has been removed.
Steps 1. Lift the rocker arm (2, 3) by hand until it rests on the push rods, with-
out any clearance.
2. Screw the locating screws (113.227-1) in so as to keep the rocker
arm in a clearance-free position (refer to Figure 2 ).
3. Screw the lifting eye bolt (000.143) into the rocker arm bracket (1).
4. Unscrew three hexagon bolts (4) and take them off, together with the
washers (5) - refer to Figure 3 .
5. Attach the rope to the lifting eye bolt by means of shackle (002.453),
and suspend the rope from the lifting tackle.
6. Carefully lift up the rocker arm bracket (1) with the rocker arm (2, 3),
paying attention to the distance sleeves (6) and the push rods.
7. Lift the rocker arm bracket off completely, and place it on a wooden
support.
8. Take the distance sleeves (6) off (refer to Figure 4 ).

2 Rocker arm
(inlet valves)
3 Rocker arm
(exhaust valves)
4 Hexagon bolt
5 Washer
6 Distance sleeve
Figure 3. Removal of the rocker arm support
Operating sequence 2 -- Fitting the rocker arm bracket with rocker arm
Starting condition Seating faces on the rocker arm bracket, distance sleeves, cylinder head,
valve cones, rocker arms and push rods have been cleaned.
Steps 1. Insert the rocker arm (2, 3) in the rocker arm bracket and keep it in
place by means of locating screws (113.227-1).
2. Screw the lifting eye bolt (000.143) into the rocker arm bracket.
4. Lift the rocker arm bracket with the rocker arm and move them over
the centre of the cylinder.
6629 111.03--03 E 11.01 32/40 103/ 04

5. Insert the distance sleeves (6) in the cylinder head (16) - refer to Fig-
ure 4 ).
6. Carefully lower the rocker arm bracket, taking care that the distance
sleeves engage in the rocker arm bracket. Furthermore, make sure
that the thrust pads of the rocker arms (2, 3) rest on the push-rod
pans correctly (refer to Figure 4 ).
7. Unscrew locating screws (113.227-1) and lifting eye bolt (000.143).
8. Screw in three hexagon bolts (4) with washers (5), and tighten the
000.30) - refer to Fig-
bolts to the specified torque (see work card 000.30
ure 3 ).
Adjustment of the valve 9. Readjust the valve clearance on the exhaust and inlet valves
clearance 111.02).
10. Put the cylinder head cover onto the rocker arm casing, and screw it
in place.

2 Rocker arm
(inlet valves)
3 Rocker arm
(exhaust valves)
6 Distance sleeve
16 Cylinder head
Figure 4. Cylinder head with rocker arm support removed
6629 111.03--03 E 11.01 32/40 104/ 04

Cam follower/Push-- rod
100 Camshaft drive
Main starting valve
6682 112--02 E 04.98 101/ 01

Cam follower with valve cams
Checking and assessing 112.01

Brief description
Cam followers and valve cams are to be checked at regular intervals. A

visual check and assessment of the running surfaces are to be carried out.
The work includes:
Safety requirements
- Engine shut down


1 Assistant 2.5

1 High--efficiency light source ILH--2A 101.133 Optional
1 Industry fiberscope IF8C5--20 101.134 Optional
1 Adapter AT100D/FF 101.135 Optional
1 Jointed support 101.136 Optional
1 Endoscope holder 101.137 Optional
1 Case for ILH--2A and IF8C5--20 101.138 Optional
1 CCD--colour camera TKC--1481 101.139 Optional
1 Colour monitor TM--1010 101.140 Optional
1 Video--adapter A1--11C 101.141 Optional
1 Case for TKC--1481 and TM--1010 101.142 Optional
1 Guide tubes (A--bank) 101.130 Optional
1 Guide tubes (B--bank) 101.128 Optional
2 Support 101.129 Optional
6632 112.01--03 E 05.04 V 32/40 101/ 05

1 Tool box -- Optional
1 Torch -- Inventory
1 Compressed air, max. 15 bar -- Inventory
Tip! The guide tubes (101.128 and 101.130) are assembled and ready
for installation, they should not be disassembled.
Preliminary remarks
Checking the running surfaces of valve cams and cam follower rollers is
also part of the work specified in the maintenance schedule.
In order to keep the assembly work to a minimum, this job is carried out by
means of a flexible endoscope which is led to the respective points by
guide tubes.
Operation of the fiberscope as well as the assessment of the running sur-
faces of valve cams and cam follower rollers require attention and a cer-
tain amount of experience. We therefore recommend to have this work
carried out by MAN B&W Diesel personnel, at least once for instruction.
Important! Prior to taking the fiberscope and the high-efficiency light

source as well as the colour monitor and the colour camera into operation,
attentively read the operating instructions of the manufacturers.
12 Socket for optical fiber

13 Ocular
14 Locking lever for ben-
ding direction selection
(Up/Down)
15 Lever for bending direc-
tion selection (Up/Down)
16 Lever for bending direc-
tion selection (Right/
Left)
17 Locking lever for ben-
ding direction selection
(Right/Left)
18 Plug for optical fiber
19 Bendable part
20 Flexible part
21 Objective (direct vision)
22 Optical adapter Figure 1. Fiberscope with objectives and high-efficiency light source
23 Objective (lateral vision)
6632 112.01--03 E 05.04 V 32/40 102/ 05

5 Tool box
Figure 2. Guide tubes with supports
Operating sequence 1 -- Fitting the guide tubes (taking the B bank as an example)
Starting condition Crankcase cover removed. Crankshaft turned in such a way that the re-
spective piston is in TDC position.
2 Valve camshaft
3 Cam follower
4 Roller
11 Push rod
24 Stud
25 Nut
Figure 3. Fitting the guide tubes
6632 112.01--03 E 05.04 V 32/40 103/ 05

Steps 1. Insert the guide tubes (101.128) into the crankcase and slip them into
the openings of the cylinder crankcase (1) up to the stop (refer to Fig-
ures 3 and 4 ).
2. Slip the support (101.129) over the guide tubes and studs (24) on the
cylinder crankcase and attach it by means of the nuts (25) - refer to
Figure 3 .
3. Fix the guide tubes to the support (101.129) using knurled screws.
2 Valve camshaft
3 Cam follower
4 Roller
6 Exhaust cam (B bank)
7 Inlet cam (A bank)
8 Inlet cam (B bank)
9 Exhaust cam (A bank)
Figure 4. Valve camshaft
Operating sequence 2 -- Checking the valve cams and cam follower rollers
3 Cam follower
4 Roller
Figure 5. Fiberscope pictures of an inlet valve cam and a cam follower roller
6632 112.01--03 E 05.04 V 32/40 104/ 05

Steps 1. Blow the guide tubes (101.128) using compressed air and in doing so
remove the lube oil from the camshaft (2).
2. Place the objective (21 and/or 23) on the optical adapter (22) on the
fiberscope (101.134).
3. Remove the intermediate adapter from the support on the high-effi-
ciency light source (101.133) and slip it onto the optical fiber plug
(18).
4. Plug optical fiber plug (18) of the fiberscope (101.134) into the socket
(12) of the high-efficiency light source (101.133) and take the latter
into operation.
▲ Attention! Risk of glaring the eyes. Select the lowest possible
luminous intensity on the high-efficiency light source.
5. Set the locking levers for bending direction selection (14, 17) to posi-
tion “F”.
6. Insert the flexible part (20) into the guide tube and push it upwards to
the valve camshaft (2). Observe the process in the ocular (13).
7. Loosen the locking levers for bending direction selection (14, 17) and
adjust the optimal angle of view, as required, using the levers for
bending direction selection (15, 16) - refer to Figure 5 .
8. Adjust the ocular (13) in order to obtain a sharp picture.
Using the colour camera and the 9. Position the video adapter (101.141) on the ocular and fit the colour
colour monitor camera (101.139).
10. Connect the colour camera with the colour monitor (101.140) using
the video cable.
11. Connect colour camera and colour monitor to the power supply and
take them into operation.
Tip! Remove an oil drop which may still adhere to the valve cam using
compressed air, if possible (refer to Figure 6 ).

10 Oil drop on the
running surface
Figure 6. Valve cam with adhering oil drop

12. Turn the engine and check the complete valve cam running surface.
13. By alternately moving the levers for bending direction selection and
pushing the flexible part (20), move the latter upwards to the cam
follower roller (4) - refer to Figure 5 .
14. Turn the engine and check the complete roller running surface.
15. For pulling back the flexible part (20), set the locking levers for bend-
ing direction selection (14, 17) to position “F”.
6632 112.01--03 E 05.04 V 32/40 105/ 05

Push-- rods

Brief description
Push--rods are to be disassembled and recorded within the scope of

maintenance and repair work.
Related work cards

111.03
111.03
Technical details
Term Information
Push--rod 6.5 kg
Operating sequence 1 -- Disassemble the pushrods
Starting condition Rocker arm casing dismantled, cover of the camshaft casing taken off.
Steps 1. Turn the pushrod (1) until it can be disengaged from the thrust pad
(2) (pushrod with transverse groove, thrust pad with spot--faced
shoulder -- see Figure 1).
2. Remove the pushrod.
3. Remove second pushrod in the same way.
4. Clean the pushrods and check for damage.
6629 112.02--01 E 07.97 32/40 101/ 03

1 Pushrod
3 Rocking lever
(Inlet/exhaust valve)
4 Cylinder head
5 Valve camshaft
Figure 1. Pushrod as installed (illustration shows L--type engine)
1 Pushrod
2 Thrust pad
3 Rocking lever
(Inlet/exhaust valve)
Figure 2.
Operating sequence 2 -- Install the pushrods
Starting condition Pushrods cleaned and checked for damage.
Steps 1. Clean the thrust pad (2), then slightly lubricate it with oil.
2. Introduce pushrod (1) into the engine and place onto thrust pad,
taking note of the transverse groove in the pushrod and the
spot--facing on the thrust pad.
6629 112.02--01 E 07.97 32/40 102/ 03

3. Turn the pushrod by approx. 90 (position of marking (M) on the
pushrod, see Figure 2) and connect the pushrod with the thrust pad
(see Figure 1).
4. Install the second pushrod in the same way.
5. Check the pushrods for ease of motion.
1 Pushrod
4 Cylinder head
AS Exhaust side
M Marking on the
pushrod
Figure 3. Position of the markings on the push rods when the push rods are
connected with the thrust pads (plan view).
6629 112.02--01 E 07.97 32/40 103/ 03

Inlet and exhaust valves/Valve seat rings/
Valve guides/Valve rotators
100 Camshaft drive
Main starting valve
6682 113...--02 E 04.98 101/ 01

Valve rotator
Checking rotating motion 113.01

Brief description
Valve rotators are to be assessed at regular intervals.

The work includes:


Mode of operation
Inlet valve When the valve is opened, the disk spring (4) located in the valve rotator is
flattened out by the increasing force of the valve spring – see Figures 1 and
2. In the process, it applies a load to the bearing balls inserted in the pockets
of the main body (1), forcing them to roll on their sloping raceways, and rolls
on the balls itself. The cover, disk spring, and valve spring, on the other hand,
are engaged frictionally, so that they cannot rotate relative to one another.
The relative rotation between the disk spring/cover and the main body is
transmitted via the main body to the valve. When the valve closes, the load
on the disk spring and thus on the bearing balls is relieved; the latter are then
pushed back into their initial position by the compression springs, without roll-
ing.
Exhaust valve When the valve is opened, it is put into rotation by a propeller sleeve
mounted on the valve stem, as soon as the stream of gas flows past the
propeller sleeve. This rotation is made possible by an axial deep-groove
ball bearing mounted by friction fit on the upper end of the valve.
6629 113.01--02 E 03.00 32/40 101/ 03

Operating sequence 1 -- Checking the valve rotators
Starting condition Engine at a stand-still
Steps 1. Unscrew the hexagon-head screws of the cylinder head cover, and
remove it.
2. Make markings on the valve rotators (15) and the thrust bearings (17)
with a felt-tip pen.
3. Start up the engine, and run it at low revolutions.
4. Observe the valve rotators (15) of the inlet valves to see whether the
main bodies (1) with the valve cones (10) rotate uniformly.
1 Main body
2 Bearing ball
4 Disk spring
5 Cover
6 Circlip
Figure 1. Valve rotator of the inlet valve
8 Inlet valve seat ring

9 Cylinder head
10 Inlet valve cone
11 Valve guide
13 O-ring seal
15 Valve rotator
16 Valve collet
(two-part)
17 Thrust bearing
18 Exhaust valve cone
with propeller sleeve
19 Exhaust valve seat
ring
Figure 2. Inlet and exhaust valves
6629 113.01--02 E 03.00 32/40 102/ 03

Important! Dirt from residues in the oil (abraded particles, combus-
tion products), particularly in the ball-bearing pockets, can cause malfunc-
tions. The deposits make individual parts sticky and hinder the movement
of the balls. The valve rotator must be removed, disassembled, washed
113.02)
carefully, and lubricated before re-installing it (see Work Card 113.02
5. Observe the thrust bearings (17) of the exhaust valves. One rotation
of the thrust bearing and exhaust valve cone (18) should not take
longer than a minute.
Important! If it takes longer, remove the exhaust valve and clean all
its parts.
▲ Attention! If the bearing balls have indented the raceway, due to

the point load if the inlet or exhaust valve is not turning, the entire
valve rotator or the thrust bearing must be replaced. And if the inlet
or exhaust valve does not turn, check the condition of the valve
113.03).
cone and the valve seat ring (see Work Card 113.03
6. Stop the engine.
7. Place the cylinder head cover on the rocker-arm casing and fasten it.
6629 113.01--02 E 03.00 32/40 103/ 03

Inlet and exhaust valve/valve rotator
Removing and installing or rather
disassembling and reassembling 113.02

Brief description
Inlet and exhaust valves as well as valve rotators are to be disassembled

at regular intervals and overhauled if necessary.
Safety requirements
- Engine shut down



1 Valve spring tensioner 113.211 Standard
1 Thrust pad 113.211--1 Standard
1 Bridge 113.211--7 Standard
1 Special lubricant -- Inventory
(Molykote G Rapid, Molykote G--n)
Related work cards

000.34 055.02 055.05
113.03 113.04 113.05
6629 113.02--03 E 03.01 32/40 101/ 05

Technical details
Term Information
Inlet valve cone 3.5 kg
Exhaust valve cone 3.5 kg
Operating sequence 1 -- Removing the inlet and exhaust valves
Starting condition Cylinder head has been dismantled and mounted in cylinder-head turnover
stand.
Important! If only the valve rotators or thrust bearings or the com-

pression springs are to be removed, the cylinder head is left mounted, and
the piston is turned to the ignition TDC.
Steps 1. Attach the bridge (113.211-7) to the cylinder head (9) by means of
two hexagon bolts (21) - see Figures 1 and 2 .
2. Slip the thrust pad (113.211-1) over the spindle fitted to the bridge.
Centre the thrust pad over the valve rotator (15) or thrust bearing (17)
- see Figure 2 /I.
3. Screw the hexagon nut (20) onto the spindle.
4. Depress the thrust pad by turning the hexagon nut, thus preloading the
compression springs (12 and 14) sufficiently to allow disassembly of the
two-part valve “cone piece” (collet) (16) - see Figure 2 /II. Hold the
valve cone (10 or 18) against the valve cone cup by hand while depres-
sing the compression springs. Remove the “cone pieces” (collets).
▲ Attention! Unless the valve cone is held in place, it will drop out
of the valve guide when the collet has been removed.
5. Push the valve cone out of the valve guide (11) and set it aside.
6. Back off the hexagon nut to unload the compression springs
(see Figure 2 /III).
7. Back off the hexagon nut completely, remove the thrust pad from the
valve rotator or thrust bearing, turn it and slip it onto the next valve
rotator or thrust bearing.
8. Take off the valve rotator or thrust bearing and the compression
springs.
9. Dismantle the other inlet/exhaust valves in the same way (refer to
items 2 to 8).
Important! Note down the assignment valve cone/valve guide, as
valve cones which have not been overhauled (ground) have to be rein-
stalled into the same valve guide.
10. Remove the O-ring seals (13) from the valve guides.
11. Disassemble the valve rotator (refer to operating sequence 2).
▲ Attention! In case the balls have produced indentations in the
raceway as a result of concentrated load because the inlet or ex-
haust valve stopped rotating, the complete valve rotator or thrust
bearing has to be replaced.
12. Clean all individual parts and check them for damage (for maximum
clearances, please refer to the Operating instruction manual), replace
them if necessary.
13. Clean (e.g. by wet blast cleaning) the fillet of the valve cones and the
transitions above the wing area (exhaust valve) so that they are me-
tallically bright. Carry out a magnetic crack test (see Work Card
6629 113.02--03 E 03.01 32/40 102/ 05

000.34 In the event that cracks are indicated, an authorised service
000.34).
centre is to be consulted regarding reusability.
14. If required, regrind the valve cone and/or valve seat (see Work Cards
113.04 and 113.05).
113.05
15. Check the condition of the valve guide, remove it if necessary (see
Work Card 055.05).
055.05
16. Slip the valve cone into the valve guide and measure the radial clear-
ance using the thickness gauge (000.451), note down the measured
value and compare it with the specified clearance. Please refer to
the Operating instruction manual, Section 2.5.
17. 113.03).
Check the valve seats (see Work Card 113.03
8 Inlet valve seat ring

9 Cylinder head
10 Inlet valve cone
11 Valve guide
13 O-ring seal
15 Valve rotator
16 Valve collet
(“cone piece”)
(two-part)
17 Thrust bearing
with propeller sleeve
ring
Figure 1. Inlet and exhaust valve
Operating sequence 2 -- Disassembling and re-assembling the valve rotator
Starting condition Valve rotator removed and set down on support (snap ring located on top).
Steps 1. Remove the snap ring (6) - see Figure 3 .

2. Remove the cover (5) and disk spring (4).
3. Remove all the balls (2) and compression springs (7) from the main
body (1).
4. Clean each individual part in a suitable cleaning agent, and dry it.
5. Check the individual parts for wear and ball indentations; replace
them if necessary.
Important! When parts of the valve rotator are replaced, the item
number of the set of wear parts used must be marked on the main body
(1).
Clean new parts before installing them.
6629 113.02--03 E 03.01 32/40 103/ 05

6. Insert balls and compression springs in the ball-pocket
raceways located in the main body.
▲ Attention! Make sure that the balls are at the highest point of the
slanting ball-pocket raceways, and thus all in the same direction
(see Figure 3 ).
9 Cylinder head 16 Collet (”cone piece”) 21 Hexagon bolt

10 Inlet valve cone (two-part) 22 Inlet valve cone
12 Compression spring 17 Thrust bearing 23 Exhaust valve cone
14 Compression spring 18 Exhaust valve cone
15 Valve rotator 20 Hexagon nut AS Exhaust side
7. Insert the disk spring, put on the cover, and install the snap ring.
8. Immerse the valve rotator in clean lube oil, and remove it again
shortly before installing.
▲ Attention! Never pack the valve rotator with grease!
6629 113.02--03 E 03.01 32/40 104/ 05

Storage Parts kept in stock must be well packaged, and protected against dust,
water, humidity, and aggressive media. Dust makes the parts stick, hinder-
ing or preventing rotation when they are put into use.
1 Main body
2 Ball
4 Disk spring
5 Cover
6 Snap ring
Figure 3. Valve rotator of the inlet valve
Operating sequence 3 -- Installing the inlet and exhaust valves
Starting condition All individual parts cleaned, cylinder head mounted in cylinder-head turn-
over stand. Bridge mounted on cylinder head.
Important! If only the valve rotators or thrust bearings or the com-

pression springs have been removed, the cylinder head is mounted, and
the piston is positioned in the ignition TDC.
Steps 1. Clean the boreholes in the valve guide (11) and the valve seat
ring (8 or 19).
2. Insert a new O-ring seal (13) in the ring groove; be careful not to twist
it.
3. Fit the compression springs (12 and 14) into the cylinder head (9),
and place the valve rotator (15) or thrust bearing (17) on the com-
pression springs.
4. Slip the thrust pad (113.211-1) over the spindle fitted to the bridge
(113.211-7). Centre thrust pad over the valve rotator or thrust bearing
(see Figure 2 /III).
5. Screw the hexagon nut (20) onto the spindle.
6. Apply Molykote ”G-n” to the stem of the valve cone (10 or 18), and
slide it into the valve guide. If the engine is to be started up immedi-
ately, the valve stem can be coated with clean engine oil instead.
Tip! While installing the “cone piece” (collet), hold the valve cone
against the valve cone cup by hand.
7. Depress the thrust pad by turning the hexagon nut, thus preloading
the compression springs sufficiently to allow installation of the two-
part valve “cone piece” (collet) (16) - see Figure 2 /II. Insert the
“cone pieces” (collets).
▲ Attention! Before unloading the compression springs, check that
the two-part collet is inserted properly, and that the gap between the
two parts is uniform.
8. Back off the hexagon nut to unload the valve-spring tensioner.
9. Back off the hexagon nut completely, remove the thrust pad from the
valve rotator or thrust bearing, and swivel it aside.
10. Install the other inlet/exhaust valves in the same way
(see items 1 to 9).
11. Remove the valve-spring tensioner.
6629 113.02--03 E 03.01 32/40 105/ 05

Inlet and exhaust valve
Valve cone and seat surface

check components for condition/wear,
assess the contact pattern/wear.
Brief description
Inlet and exhaust valve cones and seat surfaces are to be checked at
regular intervals, and overhauled and/or replaced if necessary.
carrying out an ink contact (”touching”) test,
assessing contact pattern/wear condition.

1 Touching up device 113.224 Standard
for engine 32/40
1 Touching bow 114.032 Standard
for engine 40/54
for engine 48/60 B
for engine 58/64
1 Touching--test ink -- Inventory
1 Hexagon screw drivers (set) -- Inventory
1 Open--jaw and ring wrenches (set) -- Inventory
Preliminary remarks
Exhaust and inlet valves with a poor contact pattern do not have a long life
expectancy. They have to be overhauled or replaced.
The intervals for overhaul as entered in the maintenance schedule (see
Volume B1 / Operating Instructions) are guide values and depend on the
operating mode and the engine condition, as well as the quality of the fuel
used. The most suitable intervals for overhaul have to be chosen, making
due allowance for the specified checks.
Due to the frequent temperature changes, the material of the valve cone is
subject to fatigue. The valve cones are to be replaced when the operating
times stated in the maintenance schedule (see Volume B1 / Operating In-
structions) have been reached, even if the admissible maximum remachin-
ing limits have not yet been reached.
6682 113.03--05 E 05.06 General 101/ 07

▲ Attention! Use beyond this limit involves an unpredictable risk
for the engine!
1 Cylinder head
2 Inlet valve cone
3 Valve seat ring
5 Valve seat ring

The valve seat angle (a) of the valve cone is 120 , with a positive toler-
ance. The valve seat angle (b) in the valve seat ring has a negative toler-
ance, which results in a small differential angle (g). This ensures that in
operation the sealing zone for the hot gases is on the outer margin of the
valve seat area. Refer to Figure 2 .
The contact pattern is checked by means of a touching test.
2 Inlet valve cone a Angle on the valve cone g Differential angle

3 Valve seat ring b Angle on the valve seat
ring
Figure 2. Relation of the geometrical angles between valve seat ring and valve cone - Illustration shows inlet valve
▲ Attention! With valve seat grinders or valve seat lathes that have
long been in use, tolerances resulting from wear may change the
valve seat angle so that an incorrect contact pattern is produced! We
recommend checking by means of a touching test using a new, orig-
inal MAN B&W valve cone! If deviations are found, the valve seat
grinder or the valve seat lathe is to be checked!
6682 113.03--05 E 05.06 General 102/ 07

Operating sequence 1 -- Touching test
Starting condition The cylinder head has been mounted in the cylinder head turnover stand;
inlet/exhaust valves have been dismantled.
2 Inlet valve cone
Figure 3. Touching bow and/or touching up device - Illustration shows inlet valve
Steps 1. Carefully clean the valve seat surfaces.

▲ Attention! Do not damage the valve cone by using a wrong
cleaning tool (such as a slag hammer)!
2. Fasten the touching bow or the touching up device to the valve cone
(2 or 4). Refer to Figure 3 .
3. Apply a uniform film of touching-test ink, as thin as possible, to the
valve seat of the valve cone (2 or 4).
4. Slide the valve cone (2 or 4) into the appertaining valve guide in the
cylinder head (1) and turn it by one half revolution in vertical position
and under pressure, using the touching bow or the touching up de-
vice.
5. Take the valve cone (2 or 4) out.
6. Check the valve seat in the valve seat ring (3 or 5). If the differential
angle is correct and remachining has been carried out properly, there
must be a continuous bearing zone at the outer margin of the valve
seat.
7. Remove the touching bow or the touching up device.
Operating sequence 2 -- Assessing valve seat surfaces
Starting condition The cylinder head has been mounted in the cylinder head turnover stand,
6682 113.03--05 E 05.06 General 103/ 07

Diagnosis 1 The valve seat surfaces of the valve seat rings are clean, showing slight
varnishing or only minor pitting. Uniform contact pattern all around - refer
to Figure 4 .
Figure 4. Illustrating Diagnosis 1
Action Apply silicon-free grinding paste to the valve seat surface of the valve seat
rings (observe instructions of the supplier!) and clean by hand using the
touching bow or the touching up device until varnishing has been removed.
After cleaning, make a touching test (see operating sequence 1).
Important! Use as little grinding paste as possible for cleaning, and

carefully wash the valve cone and valve seat ring afterwards. Residues of
grinding paste promote wear.
Minor pitting left after removal of varnishing can be tolerated, it has but
little effect on the service life.
Diagnosis 2 The valve seat surface of the valve seat ring shows heavy deposits, rather
deep corrosion pitting and/or distinct pounding marks. There is wear on
the valve seat ring - refer to Figure 5 .
6682 113.03--05 E 05.06 General 104/ 07

Action Remachine the valve seat rings using the valve seat grinder and/or valve
seat lathe until the valve seat surfaces are clean or the appearance of the
contact faces is as new (see Work Cards 113.04 and 113.05).
113.05 After clean-
ing, make a touching test (refer to operating sequence 1).
Important! Keep grinding and/or turning treatment to a minimum

and subsequently wash the valve cone and valve seat ring carefully.
Grinding residues promote wear.
Minor pitting left after grinding/turning can be tolerated, it has but little ef-
fect on the service life.
Diagnosis 3 Valve seat surfaces of valve cones are clean, showing slight varnishing or
only minor pitting. Uniform contact pattern all around.
Action Apply silicon-free grinding paste to the valve seat surface of valve cone
and valve seat ring (observe instructions of the supplier!) and clean by
hand using the touching bow or the touching up device until varnishing has
been removed. After cleaning, make a touching test (see operating se-
quence 1).
Important! Use as little grinding paste as possible for cleaning, and

carefully wash the valve cone and valve seat ring afterwards. Residues of
grinding paste promote wear.
Minor pitting left after removal of varnishing can be tolerated, it has but
little effect on the service life.
Diagnosis 4 The valve seat surface of the valve cone shows heavy deposits, rather
deep corrosion pitting and/or distinct pounding marks. There is wear on
the valve cone - refer to Figure 6 .
Action Remachine the valve cone using the valve cone grinder until the valve
seat surfaces are clean or the appearance of the contact faces is as new
(see Work Cards 113.xx). After cleaning, make a touching test (refer to
operating sequence 1).
Important! Keep grinding treatment to a minimum and subse-

quently wash the valve cone carefully. Grinding residues promote wear.
Minor pitting left after grinding/turning can be tolerated, it has but little ef-
fect on the service life.
6682 113.03--05 E 05.06 General 105/ 07

Diagnosis 5 Valve cone showing incipient blow-by or cracks in the valve seat armour-
ing. Wear on the valve cone - refer to Figure 7 .
Action The valve cone is to be replaced.
Operating sequence 3 -- Assessing the valve cone
Starting condition The cylinder head has been mounted in the cylinder head turnover stand,
Diagnosis 6 Valve cone showing incipient shaft corrosion. Wear on the valve cone -
refer to Figure 8 .
A Shaft corrosion
Action The valve cone is to be replaced.
6682 113.03--05 E 05.06 General 106/ 07

Diagnosis 7 Valve cone showing burn-up on the valve plate. Wear on the valve cone -
refer to Figure 9 .
B Burn-up on the valve plate

Action If the limit values stated in Work Card 113.09 have been exceeded, the
valve cone is to be replaced.
Diagnosis 8 Valve cone showing stress cracking on the valve shaft. Wear on the valve
cone - refer to Figure 10 .
C Stress cracking on the

valve shaft
Action DThe valve cone is to be replaced if stress cracking is found on the valve
shaft. In this connection, crack testing according to Work Card 000.34 is
to be carried out.
6682 113.03--05 E 05.06 General 107/ 07

Valve seat rings
Impart the required knowledge,

enable/support economic operation,
Brief description
Removal and installation of valve seat rings are not part of the work
specified in the maintenance schedule.

1 Assistant 1

1 Guide piece 113.221 Standard
1 Clamping piece 113.222 Standard
1 Extractor 113.218 Standard
1 Nut 002.512--1 Standard
1 Spindle head 002.512--4 Standard
1 Crown 002.512--5 Standard
1 Spindle 002.512--8 Standard
3 Shell 002.512--9 Standard
1 Expanding solid 002.512--10 Standard
1 Counterbrace 002.524 Standard
1 Cross tie 002.524--4 Standard
2 Adjusting nut 002.524--5 Standard
6629 113.04--04 E 04.01 32/40 101/ 06

2 Bolt 002.524--7 Standard
2 Angle 002.524--9 Standard
1 Welding apparatus (autogenous) -- Inventory
1 Securing compound Loctite 640 -- Inventory
Related work cards

113.02 113.03 113.06
1 Welding torch 3 Inlet valve seat ring A Points of heating

2 Cylinder head 7 Exhaust valve seat ring AS Exhaust side
Figure 1. Heating the valve seat rings
Preliminary remarks
Valve seat rings have to be disassembled and replaced

- if they have corrosion or pounding marks that cannot be machined
away by grinding,
- if material has broken off locally or in case of blow-by or stress crack-
ing, and
- if the limit for remachining (cf. work card 113.06
113.06) has been reached.
6629 113.04--04 E 04.01 32/40 102/ 06

Removing valve seat rings is not possible without preceding preheating
and cooling down.
2 Cylinder head 7 Exhaust valve seat ring D Gap between cylinder

3 Inlet valve seat ring 6 Hexagon nut M16 head and valve seat ring
Figure 2. Removal of the valve seat rings (illustration shows removal of an inlet valve seat ring)
Operating sequence 1 -- Removal of the valve seat rings
Starting condition Cylinder head removed, carefully cleaned from residues of oil and fuel,
and mounted in cylinder head turnover stand (combustion space side up).
The corresponding inlet or exhaust valve dismantled.
Steps 1. Use the welding torch (1) to heat the valve seat ring (3 or 7) at the
valve seat, at four points spaced approx. 90 around the circumfer-
ence until the material starts melting (refer to Figure 1 ).
2. Let the cylinder head (2) with valve seat ring cool down.
▲ Attention! The tangential stress decays in the zone of heating
because the yield point is exceeded.
6629 113.04--04 E 04.01 32/40 103/ 06

3. Slacken the expanding solid (002.512-10) to such an extent that the
extractor (002.512) can be inserted into the valve seat ring (refer to
Figure 2 /I).
4. Place the complete extractor (113.218) over the valve seat ring.
5. Align the bolts (002.524-7) by loosening the hexagon nuts (6) so that
the bolts snugly rest on the cylinder head. Afterwards retighten the
hexagon nuts again.
6. Position the shells (002.512-90) in front of gap (D), between valve
seat ring and cylinder head (2), by turning the spindle (002.524-8) -
refer to Figure 2 /I or Detail X.
7. Hold the crown (002.512-5) and force the extractor (002.512) apart
as far as possible by turning the spindle (002.524-8). In this connec-
tion, take care that the shells engage in gap (D), between valve seat
ring and cylinder head (see Figure 2 /II or Detail Y).
8. By evenly turning the adjusting nut (002.524-5), pull the valve seat
ring out (refer to Figure 2 /III).
Important! Take care that the valve seat ring is pulled out evenly,
i.e. that it is not tilted.
9. Inspect the locating bore in the cylinder head for damage, check di-
mension (B) (118.022 mm being the admissible maximum), measure
and note down dimension (E) - refer to Figure 3 ).
▲ Attention! If dimension (B) is exceeded, oversize valve seat rings
should be obtained from MAN B&W Diesel AG. Remachining of the
locating bore is required for this purpose.
Operating sequence 2 -- Installation of the valve seat ring
Starting condition Cylinder head mounted in cylinder head turnover stand (combustion space
side up), locating bore in the cylinder head cleaned and measured.
2 Cylinder head
B max. admissible di-

mension of the locating
bore
E Distance between the
two faces
Figure 3. Locating bore for the valve seat ring in the cylinder head
Steps 1. Measure the distance from the bottom edge to the seating face on
the new valve seat ring, and compare the result with dimension (E).
Dimension (E) must be at least 0.2 mm larger.
2. Insert a new O-ring seal (5) into the ring groove on the exhaust valve
seat ring (7), taking care that it is under even tension over the entire
circumference, and that it is not twisted. The inlet valve seat ring
does not have an O-ring seal (refer to Figure 4 ).
3. Slide the guide piece (113.221) into the valve guide (8), mount the
clamping piece (113.222) and screw the hexagon nut (6) on all the
way, by hand (not using open-jaw and ring wrenches).
6629 113.04--04 E 04.01 32/40 104/ 06

2 Cylinder head 5 O-ring seal
3 Inlet valve seat ring 7 Exhaust valve seat ring
Figure 4. Cylinder head with inlet and exhaust valve seat ring
2 Cylinder head 6 Hexagon nut M20 C Contact face cylinder

3 Inlet valve seat ring 8 Valve guide head
D Gap between cylinder
head and valve seat ring
Figure 5. Installation of the valve seat ring (illustration shows installation of an inlet valve seat ring)
6629 113.04--04 E 04.01 32/40 105/ 06

4. Coat the contact face (C) in the cylinder head (2) with Loctite 640,
and, in addition, treat the zone of the O-ring seal (5) with clean min-
eral oil.
5. Place the thrust pad (113.220) on the valve seat ring, slip both over
the guide piece together, and centre them in the locating bore of the
cylinder head by hand (refer to Figure 5 /I).
6. Screw the second hexagon nut (6) all the way onto the guide piece.
7. By turning the hexagon nut, draw the valve seat ring in all the way,
down to contact.
Important! Take care that the valve seat ring is pressed in evenly,
i.e. that it is not tilted.
8. Remove the tool.
9. Check the gap (D) at several points for even width, using the feeler
gauge (000.451).
▲ Attention! The gap must not be narrower than 0.2 mm!
10. Grind the valve seat ring using the valve seat grinder (cf. work card
113.06), and carry out a touching test with a new valve cone (cf. work
113.06
113.03).
card 113.03
11. Fit the inlet or exhaust valve with the new or reground valve cone
113.02).
(cf. work card 113.02
6629 113.04--04 E 04.01 32/40 106/ 06

Valve guide in the cylinder head

Brief description
Valve guides must be checked and replaced if necessary within the scope
of maintenance and repair work.

1 Assistant 1

1 Guide piece 113.221 Standard
1 Clamping piece 113.223 Standard
Related work cards

113.02 113.04
6629 113.05--03 E 06.06 32/40 101/ 04

Operating sequence 1 -- Checking the valve guide
▲ Attention! The valve guide is to be replaced whenever the wear

limit has been reached. The wear limit has been reached
- when the valve cone (20) butts against the cylindrical recess (C)
of the valve guide (21) on the combustion-chamber side. Refer to
Figure 1 .
- when the circumferential wear edge (A) on the valve guide (21) is
no longer visible or tangible, which may also only be the case on
part of the circumference.
20 Valve cone
21 Valve guide
A Wear edge in new con-

dition
B Wear edge in worn
condition
C Cylindrical recess
Figure 1. Wear edge on the valve guide
6629 113.05--03 E 06.06 32/40 102/ 04

Operating sequence 2 -- Removal of a valve guide
Starting condition Cylinder head removed and mounted in the cylinder head turnover stand.
Corresponding inlet or exhaust valve dismantled.
Steps 1. Insert the guide piece (113.221) into the valve guide (8), and hold it.
2. Slip the clamping piece (113.223) over the guide piece, and screw on
the hexagon nut (6) - refer to Figure 2 .
3. By turning the hexagon nut, pull the valve guide out of the cylinder
head (2).
4. Clean the locating bore in the cylinder head.
2 Cylinder head
6 Hexagon nut M20
8 Valve guide
Figure 2. Removal of the valve guide
Operating sequence 3 -- Installation of a valve guide
Starting condition Cylinder head mounted in the cylinder head turnover stand (combustion
space side up). Locating bore in the cylinder head cleaned.
Steps 1. Slip the valve guide (8) onto the guide piece (113.221), and attach it
by means of hexagon nut (6) - refer to Figure 3 .
2. Insert the guide piece together with the valve guide into the cylinder
head (2) from below and hold them.
3. Slip the thrust pad (113.220) over the guide piece and place them on
the valve seat ring.
4. Screw on the second hexagon nut (6).
5. By turning the hexagon nut, draw the valve guide into the locating
bore all the way, down to contact.
Important! Take care that the valve guide is drawn in evenly, without
tilting.
6. Remove the complete tool.
6629 113.05--03 E 06.06 32/40 103/ 04

2 Cylinder head
6 Hexagon nut M20
ring
8 Valve guide
Figure 3. Installation of the valve guide (illustration shows valve guide on the exhaust valve)
6629 113.05--03 E 06.06 32/40 104/ 04

Valve seating surface
Machining 113.06
Carrying out the work in time according to the maintenance schedule,

ensuring correct execution of work,
restoring contact pattern.
Brief description
Valve seats are to be checked at regular intervals and remachined if

necessary. The Hunger VDS2.3E valve seat lathe is to be used for this
purpose.
The work concerns:
establishment of a correct contact pattern.


1 VDS2.3E--type valve seat lathe 113.228 Optional
1 Lathe with head 113.228--1 Optional
1 Power supply unit, 230 V 113.228--2 Optional
1 Tool holder 113.228--3 Optional
2 Clamping screw 113.228--4 Optional
10 Insert 113.228--5 Optional
1 Pilot 113.228--6 Optional
1 Pilot nut 113.228--13 Optional
1 Compensation cone 113.228--14 Optional
1 Supporting spider 113.228--7 Optional
1 Milling cutter 113.228--8 Optional
1 Hexagon screw driver 4 113.228--9 Optional
1 TORX screw driver 113.228--10 Optional
1 Portable case 113.228--11 Optional
1 Cutting oil -- Inventory
6629 113.06--02 E 06.03 32/40 101/ 06

Related work cards

055.05 113.03
Figure 1. VDS2.3E-type valve seat lathe
6629 113.06--02 E 06.03 32/40 102/ 06

Operating sequence 1 -- Installation of the pilot
Starting condition Cylinder head clamped into cylinder head turnover stand (see work card
055.05)
055.05 or placed on supports. Inlet and exhaust valve cones removed.
Valve guide in the cylinder head and valve seat cleaned.
Steps 1. Prior to taking the device into operation, read the operating instruc-
tions of the manufacturer with attention.
2. Using the milling cutter (113.228-8), free the tapered faces
(chamfers) of the valve guide (3) on both sides from possibly
adhering coke residues so as to obtain a clean bearing surface for
the pilot (refer to Figure 2 ).
3. Insert the pilot (113.228-6) on the combustion-chamber side into the
cleaned valve guide (3), and screw the pilot nut (113.228-13) onto
the pilot until the cone is firmly seated in the valve guide.
Important! In the case of engines with a shortened valve guide, take
care that the pilot with compensation cone (113.228-14) is fitted.
4. Slip the supporting spider (113.228-7) onto the pilot, and lock it in
place by means of the clamping screw (4). Fix the spring-loaded
spring pins in place using the clamping screws (5) - refer to Fig-
ure 2 .
5. Moisten the shaft and the front surface of the pilot (113.228-6) with a
few drops of machinery oil.
1 Valve seat ring 3 Valve guide 5 Clamping screw

2 Cylinder head 4 Clamping screw
Figure 2. Installation of the pilot
6629 113.06--02 E 06.03 32/40 103/ 06

Operating sequence 2 -- Setting up the valve seat lathe
1. Install the insert (113.228-5) and the clamping screw (113.228-4) into
the tool holder (113.228-3) by means of the screw driver
(113.228-10).
2. Install the tool holder with installed insert into the tool slide of the
head.
3. Place the lathe (113.228-1) onto the pilot (113.228-6) so that the stop
pin (7) integrated in the guide tube rests on the front face of the pilot.
▲ Attention! Do not let the insert hit the valve seat ring.
4. Using the cutter-position adjuster (12), position the insert above the
centre of the valve seat to be machined.
5. Hold the lathe (113.228-1), and loosen the clamping screw (8). Care-
fully lower the lathe until the insert is located just slightly above the
valve seat. Press the stop pin (7) gently against the pilot (113.228-6)
and fix it in place by means of the clamping screw (8).
▲▲ Caution! Prior to connecting the valve seat lathe to the mains,
the following has to be checked:
- Does the line voltage correspond with the input voltage stated on the
type plate of the power supply unit (113.228-2/113.229-2/113.230-2)
- Is the speed switch (13) on the power supply unit in ”30V”-position
6. Plug the circular plug of the output cable (14) into the connector
socket on the valve seat lathe, and lock the securing tab.
1 Valve seat ring

2 Cylinder head
3 Valve guide
7 Stop pin
8 Clamping screw
9 Depth-feed setting ring
10 Push button switch
11 Cross-feed setting ring
12 Cutter-position adjuster
13 Speed switch
14 Output cable
15 Swivel arm
Figure 3. Fitting the valve seat lathe
6629 113.06--02 E 06.03 32/40 104/ 06

▲▲ Caution! Prior to connecting the valve seat lathe to the mains,
the following has to be checked:
- Does the line voltage correspond with the input voltage stated on the
type plate of the power supply unit (113.228-2/113.229-2/113.230-2)
- Is the speed switch (13) on the power supply unit in ”30V”-position
7. Plug the circular plug of the output cable (14) into the connector
socket on the valve seat lathe, and lock the securing tab.
Operating sequence 3 -- Remachining the valve seat
Starting condition Valve seat lathe set up as described in Operating sequence 2. The tip of
the insert is positioned at valve seat level.
Steps 1. Using the cutter-position adjuster (12), place the tip of the insert in
front of the inner edge of the valve seat (refer to Figure 3 ).
2. Turn the depth-feed setting ring (9) anti-clockwise. In this
connection, one scale mark corresponds to a depth feed of
0.025 mm. For the first cutting pass, a depth of cut ensuring chip
removal over the entire valve seat area is to be chosen.
3. Make sure that the swivel arm (15) has engaged in the groove
provided in the cross-feed setting ring (11).
4. Moisten the valve seat with cutting oil.
5. Hold the lathe (113.228-1) with both hands, and start the cutting pass
by depressing the push button switch (10).
6. Keep the push button switch depressed until the valve seat has been
machined completely.
7. Repeat the steps 1 - 5 with the feed adjusted in the range from 0.05 -
0.1 mm until the valve seat to be machined is bright all over.
8. Using a coloured pencil, apply markings at several points of the valve
seat, and carry out the last cutting pass as follows:
- Depth feed: one scale mark (0.025 mm),
- Switch the speed switch (13) on the power supply unit over to ”42V”
position.
Tip! The markings serve the purpose of checking whether or not the
chip removal is uniform.
Operating sequence 4 -- Carrying out a touching test
Steps 1. Take the lathe (113.228-1) off the pilot (113.228-6), and remove the
pilot.
113.03).
2. Carry out a touching test (see work card 113.03
▲ Attention! In case the necessary contact pattern can no longer be
achieved by means of the valve seat lathe, it has to be sent to an
MAN service centre for repair.
Operating sequence 5 -- Maximum admissible remachining of the valve seat
The admissible maximum degree of refinishing work has been reached

when the valve seat has been remachined up to area (B). When the re-
machining limit has been reached, the valve seat ring is to be replaced
(refer to Figure 4
6629 113.06--02 E 06.03 32/40 105/ 06

1 Valve seat ring
A Valve seat
B Remachining limit
Figure 4. Remachining limit on the valve seat
6629 113.06--02 E 06.03 32/40 106/ 06

Valve cone
Grinding 113.08

ensuring correct execution of work,
restoring contact pattern.
Brief description
Valve seating faces are to be checked at regular intervals and remachined

if necessary. The valve cone grinder type Hunger VKM 3.1 is to be used
for this purpose.
The work concerns:


1 Valve cone grinder VKM 3.1 113.242 Optional
1 Collet chuck for engine 32/40 113.247 Optional
1 Grinding wheel 113.258--1 Optional
1 Dressing diamond 113.258--3 Optional
1 Coolant 113.258--5 Optional
1 Magnetic post -- Inventory
1 Hammer (wood/plastic) -- Inventory
Related work cards

113.03 113.06 113.09
6629 113.08--02 E 07.04 32/40 101/ 05

Preliminary remarks
Exhaust and inlet valves with a poor contact pattern do not have a long life
expectancy. They require overhaul or replacement.
The intervals for overhaul as entered in the maintenance schedule are
guide values and depend on the operating mode and the engine condition,
and on the quality of the fuel used. The most suitable intervals for overhaul
have to be chosen, making due allowance for the specified checks.
Due to the frequent temperature changes, the material of the valve cone is
subject to fatigue. The inlet and exhaust valve cones have to be replaced
when the operating times stated in the maintenance schedule have been
reached, even if the admissible maximum remachining limits have not yet
been reached.
▲ Attention! Use beyond this limit involves an unpredictable risk

for the engine.
Supplementary notes The seating angle of the valve cone is 120 , with a positive tolerance. The
valve seat angle in the cylinder head has a negative tolerance so that the
valve cone seating face is in full contact with the seating face of the valve
seat ring, or a small differential angle exists. This ensures that in operation
the sealing effect against hot gases is provided in the outer zone of the
valve seat area.
Figure 1. Valve cone grinder
Operating sequence 1 -- Grind the valve cone seating face
Important! Prior to taking the device into operation, attentively read

the manufacturer’s directions for use. Use the protection equipment pro-
vided.
Starting condition Valve cone cleaned.

For setting and grinding the valve cones, see the directions for use. In this
connection, pay attention to the following items:
Steps 1. Prior to starting on the job, verify that the grinding wheel has been
firmly fitted to the grinder.
6629 113.08--02 E 07.04 32/40 102/ 05

Steps 2. Dress the grinding wheel using the dressing diamond.
▲ Attention! Because of the cutting speed, the grinding wheel diam-
eter must not be less than 150 mm.
3. Insert the collet chuck into the headstock.
4. Insert the valve cone in the work-piece headstock. Clamp the valve
cone on the collar provided for this purpose, keeping the distance
between valve plate and collet chuck as short as possible (clamping
point: collar before the vane area and collar on the shaft respectively)
- refer to Figure 2 .
Figure 2. Clamped-in exhaust valve cone

5. Tighten the collet chuck (hand-tight using a hook spanner), knock
against the valve plate bottom using a plastic hammer (2-3 light taps),
retighten the collet chuck.
6. Check the concentricity (refer to Figure 3 ).
1 Valve cone 2 Collet chuck 3 Steady rest
Figure 3. Checking the concentricity on the valve cone (inlet valve being shown in the illustration)
▲ Attention! In case the eccentricity exceeds the admissible value,

the service department of MAN B&W Diesel AG is to be consulted.
6629 113.08--02 E 07.04 32/40 103/ 05

7. The slide has by the manufacturer been fixed to the desired value by
a pin.
8. Prior to the first grinding pass, adjust the grinding wheel and valve
cone so that valve cone seating face centreline = grinding wheel
centreline (refer to Figure 4 ).
9. Advance until grinding of the valve cone seating face is started.
10. Carry out the grinding, applying coolant and moving the grinding
wheel to and fro by hand. Take care that the grinding wheel remains
on the valve seat all the time.
Choose the grinding feed as small as possible (0.025 mm = 1/2 large
scale mark), so as to avoid chatter marks.
1 Valve cone
4 Grinding wheel
Figure 4. Grinding wheel/valve cone seating face position prior to first grinding
pass
▲ Attention! By all means, supply a sufficient amount of coolant to

the wedge between grinding wheel and valve cone seating face.
During the grinding process, take care that the grinding wheel does
not interfere with the valve cone radius (R).
Dress the grinding wheel several times during the grinding oper-
ation because it gets quickly loaded and exerts pressure (high grind-
ing sound).
11. Prior to the last grinding pass, redress the grinding wheel.
12. For the last grinding pass, use a low amount of advance (< 0.02 mm)
and finish-grind properly.
▲ Attention! After the last grinding pass, do not push the grinding
wheel off the valve cone seating face, but rather lift the valve cone
seating face from the grinding wheel.
13. Remove the burr on the outer diameter of the valve plate using ap-
propriate tools (file, grinding stone) and/or break the edge on the in-
ner seat diameter by means of a grinding stone.
Important! When the maximum (H) has been reached, the valve
cone must no longer be used (refer to Table 1 ).
6629 113.08--02 E 07.04 32/40 104/ 05

Maximum remachining on inlet and exhaust valve cones
Maximum remachining on inlet The maximum admissible remachining degree has been reached on the
and exhaust valve cones valve cone seating face when the valve cone seat width (G, new condition)
has increased up to the tangential point (X) of radius (A) - refer to
Table 1 and Figure 5 .
For admissible remachining on the valve-plate outside diameter and per-
missible burn--up and depth of corrosion on the valve plate, refer to work
card 113.09.
113.09
1 Valve cone G Valve cone seat width H Max. remachining

A Radius (in new condition) R Valve cone radius
X Tangential point
Figure 5. Remachining the valve cone
Inlet Exhaust
valve cone valve cone
Valve cone seat width (G) 9.8 9.8
in new condition (in mm)
Maximum remachining (H) 13.0 12.8
(in mm)
Table 1. Valve cone seat width (in new condition/max. remachining)
6629 113.08--02 E 07.04 32/40 105/ 05

Valve plate
Depth of burning marks and corrosion
Checking 113.09
Counteracting corrosion attacks,

keeping the state within the permissible range.
Brief description
When regrinding the valve seat surface, the permissible valve plate
thickness is to be determined.

1 Ruler (steel) -- Inventory
Related work cards

113.03 113.05 113.06
Operating sequence 1 -- Checking the valve plate thickness
Steps 1. Clean valve cone and remove any adhering carbon.

2. Check plate thickness in the as-new condition (HN) at measuring
point C on an identical new valve and note the dimension measured.
3. Using a felt-tip pen, mark one or, depending on the condition of the
valve to be checked, several measuring points C distributed over the
circumference.
4. Using a sliding caliper, check plate thickness at point C and note the
dimension measured.
Dimension A = difference between HN and the dimension measured
must not be larger than 10% of HN (as-new condition) at any point.
Important! If the seat surface of a used valve cone must be
reground, the amount of material expected to be removed by regrinding
must be taken into account in the evaluation of the determined wear
6682 113.09--01 E 05.00 General 101/ 03

rate A. (The plate thickness will be further reduced by removal of material
from the seat surface S).
5. Laying a ruler on the plate bottom, check wear rate (B) by means of a
depth gauge or feeler gauge approximately in the plate centre, and
note the wear rate measured. Dimension B must not exceed 3.0 mm
at the lowest point.
Important! The valve plate thickness may be reduced to
inadmissible values by regrinding of the valve seat surface (S) and
possible hot corrosion on the plate bottom.
1 Valve plate in as-new

condition
2 Valve plate with
maximum admissible
wear
A Wear rate on plate

edge at point C
B Wear rate in plate
centre
C Measuring point at a
distance of 1/6 of the
outer plate diameter
from the plate edge
D Outer diameter of valve
plate
E Contact blades of the
sliding caliper
HN Plate thickness in the
as-new condition at
point C
S Seating
Figure 1. Determination of wear rate A on valve plate
Operating sequence 2 -- Checking outer diameter (D) of valve plate for corrosion marks
Important! Circumferential corrosion marks of minor depth may

occur at the outer diameter (D) of the valve plate in the transition area
from standard material of valve plate to armour-plating. The transition
area is to be checked for incipient cracks. In case of fissures being found,
the rim (outer diameter is to be reground until all fissures are removed.
However, given machining limits have to be observed.
Steps 1. Clean valve cone. When doing so, do not damage surface by
application of unsuitable cleaning tool (e.g. pick hammer).
2. Check transition area standard material/armour-plating by means of
dye penetration test (Met-L-Check) for fissures (see work card
000.34).
000.34
3. In case of fissures found, valve plate rim (outer diameter) must be
reground until all fissures are removed. Grinding is to be done
without any coolant being used. The following machining limits have
to be observed (refer to Table 1).
6682 113.09--01 E 05.00 General 102/ 03

Permissible remachining with
Valve plate outer diameter reference to diameter compared
with as-new condition
up to 100 mm 0.2 mm
over 100 mm 0.5 mm
Table 1. Limiting values for reconditioning of valve plate outer diameter
6682 113.09--01 E 05.00 General 103/ 03

Operating device
100 Camshaft drive
Main starting valve
6682 125--02 E 04.98 101/ 01

Three-- way valve
Checking, overhauling 125.02

Brief description
Control elements in the compressed air and control air system resp. are to
be checked and, if necessary, overhauled at regular intervals.
removal/disassembly of components,
replacement of sealing rings/sealing elements,
assembly/attachment of components.
Numb Qualification Time requ
1 Technical assistant 0.5

1 Screw driver (set) -- Standard
Spare parts required
Quant Denomination No.

1 Three--way valve 125.98.306
125.98
1 Set of wear parts 125.99.306
125.99
Three-way valve M306
Operating sequence 1 -- Disassembly of the three-way valve
Starting condition Compressed air and/or control air system without pressure. Valve cleaned
on the outside.
6682 125.02--01 E 04.98 General 101/ 02

Steps 1. Loosen pipe connections (mark them, if necessary), remove fixing
bolts and valve.
2. Close open pipe ends by appropriate means to prevent penetration of
dirt.
3. Screw off the roller lever (11), screw out the valve guide (12) together
with valve tappet (13) and spring.
4. Disassemble the valve further, and thoroughly clean all individual
parts.
5. Check the wear parts (V) for signs of wear and/or hardening (in case
of sealing rings), replace parts as necessary.
Tip! For overhauling the three-way valve M306, a set of wear parts can
be obtained from MAN B&W Diesel AG.
6. Before assembly, check all moving parts for smooth movement.
Operating sequence 2 -- Assembly of the three-way valve
For assembly, proceed in the reverse order followed for disassembly,

paying attention to the following points.
Important! During assembly, ensure scrupulous cleanliness at the

place of work, as even minute dirt particules may cause disturbances in
the valve and/or in the compressed air/control air system.
1. When installing new sealing rings, pay attention that they are not
twisted.
2. Prior to assembly, slightly oil all parts.
11 Roller lever
12 Valve guide
13 Valve tappet
14 Valve seat
V Wear parts
Figure 1. Sectional view of the three-way valve M306
Operating principle
Connection 1 2 4
Position I closed connected
Position II connected closed
6682 125.02--01 E 04.98 General 102/ 02

Three-- way valve

Brief description

1 Hook spanner -- Inventory

1 Three--way valve 125.98.317
125.98
125.99
Three-way valve M317

Operating sequence 1 -- Disassembly of the three-way valve
on the outside.
6682 125.04--01 E 04.98 General 101/ 02

bolts and valve.
dirt.
3. Screw out the hexagon socket bolts (11) and take off the upper part
of the casing (12).
4. Using the hook spanner, turn out the valve guide (15) together with
piston (13) and valve tappet (14).
5. Take out the valve seat (16) and remove the valve (17).
6. Disassemble the valve further, thoroughly clean all individual parts
and discharge the compressed air.
Tip! For overhauling the three-way valve M317, a set of wear parts can
be obtained from MAN B&W Diesel AG.
Operating sequence 2 -- Assembly of the three-way valve


place of work, as even minute dirt particles may cause disturbances in the
valve and/or in the compressed air/control air system.
twisted.

12 Casing -- upper part
13 Piston
14 Valve tappet
15 Valve guide
16 Valve seat
17 Valve
18 Casing -- lower part
V Wear parts
Figure 1. Sectional view of the three-way valve M317
Operating principle
Connection 1 2 4
5 pressurised connected closed
5 pressureless closed connected
6682 125.04--01 E 04.98 General 102/ 02

3/2-- way solenoid valve

Brief description


Qty Designation No.

1 3/2--way valve 125.98.329
125.98
125.99
3/2-way solenoid valve M329
Operating sequence 1 -- Disassembly of the 3/2-way solenoid valve
Starting condition Compressed air and control air system resp. in unpressurised condition.
Valve cleaned on the outside.
6682 125.05--01 E 03.05 General 101/ 03

bolts and valve.
dirt.
3. Screw out hexagon bolts (11) and hexagon socket bolts (12).
4. Remove connecting piece (13) with emergency switch (14) and un-
screw hexagon socket bolt (12).
5. Disassemble the valve further, and thoroughly clean all individual
components.
6. Check the wear parts (V) for signs of wear and/or hardening (in the
case of sealing rings), replace parts as necessary.
Tip! For overhauling the 3/2-way solenoid valve M329, a set of wear
parts can be obtained from MAN B&W Diesel AG.
Operating sequence 2 -- Assembly of the 3/2-way solenoid valve


valve and in the compressed air/control air system resp.
1. When installing new sealing rings, make sure that they are not
twisted.
▲ Attention! Make sure that the pins in the valve casing are arran-
ged correctly, depending on the desired application of the 3/2- way
solenoid valve M329. Incorrect arangement of the pins may result in
severe personal injury and engine damage.
11 Hexagon bolt
13 Connecting piece
14 Emergency switch
15 Valve casing
V Wear parts
Figure 1. Sectional view of the 3/2-way solenoid valve M329
6682 125.05--01 E 03.05 General 102/ 03

Mode of operation
Depending on the arrangement of the pins in the valve casing, the

functions illustrated in the Figures 1 and 2 can be achieved.
Figure 2. Valve functions depending on the arrangement of the pins
6682 125.05--01 E 03.05 General 103/ 03


Brief description


1 3/2--way solenoid valve 125.98.371
125.98
125.99
3/2-way solenoid valve M371
on the outside.
6682 125.07--01 E 04.98 General 101/ 03

Steps 1. Loosen pipe connections and/or connecting cables (mark them, if
necessary), remove fixing bolts and valve.
dirt.
3. Screw out the socket (12).
4. Disassemble the valve further and thoroughly clean all individual
parts.
Tip! For overhauling the 3/2-way solenoid valve M371, a set of wear
Operating sequence 2 -- Assembly of the 3/2-way solenoid valve


place of work, as even minute dirt particles may cause distrubances in the
twisted.
11 Valve casing
12 Socket
V Wear parts
Figure 1. Sectional view of the 3/2-way solenoid valve M371
6682 125.07--01 E 04.98 General 102/ 03

Operating principle
Connection 1 2 3
Solenoid energised closed connected
Solenoid de-energised connected closed
6682 125.07--01 E 04.98 General 103/ 03

Pressure reducing valve

Brief description

1 Hexagon screw driver (set) -- Standard

1 Pressure reducing valve with manometer 125.98.409
125.98
125.99
Pressure reducing valve M409
Operating sequence 1 -- Disassembly of the pressure reducing valve
on the outside.
6682 125.09--01 E 04.98 General 101/ 02

Steps 1. Loosen pipe connections (mark them if necessary), remove fixing
bolts and valve.
dirt.
3. Screw out the cylindrical screws (11) and knurled screw (14).
4. Separate the upper part of the casing (12) from the lower part (13)
and remove the wear parts (V).
parts.
Tip! For overhauling the pressure reducing valve M409, a set of wear
Operating sequence 2 -- Assembly of the pressure reducing valve


twisted.
11 Cylindrical screw
12 Casing -- upper part
13 Casing -- lower part
14 Knurled screw
V Wear parts
Figure 1. Sectional view of the pressure reducing valve M409
6682 125.09--01 E 04.98 General 102/ 02

Compressed air filter

Brief description


1 Compressed air filter 125.98.462
125.98
1 Filter insert 125.99.462
125.99
Compressed air filter M462
Operating sequence 1 -- Disassembly of the compressed air filter
Starting condition Compressed air and/or control air system without pressure. Filter cleaned
on the outside.
6682 125.10--01 E 04.98 General 101/ 02

Steps 1. Loosen the pipe connections (mark them, if necessary), remove fixing
bolts and filter.
dirt.
3. First of all, drain the compressed air filter via the hexagon bolt (13).
4. Screw off the hexagon nut (11) and take off the clamp.
5. Disassemble the filter and thoroughly clean all individual parts.
6. Clean the filter insert (12) according to manufacturer’s specification
or, if necessary, replace it by a new one.
Tip! The filter insert for the compressed air filter M462 can be obtained
from MAN B&W Diesel AG.
Operating sequence 2 -- Assembly of the compressed air filter
For assembly, proceed in the reverse order followed for removal, paying
attention to the following points:

11 Hexagon nut
12 Filter insert
13 Hexagon bolt
Figure 1. Sectional view of the compressed air filter M462
6682 125.10--01 E 04.98 General 102/ 02

Pressure regulator

Brief description
1 Technical assistant 1


1 Pressure regulator 125.98.470
125.98
Pressure regulator M470
Operating sequence 1 -- Disassembly of the pressure regulator
Starting condition Compressed air and/or control air system without pressure. Regulator
cleaned on the outside.
6682 125.11--01 E 04.98 General 101/ 03

bolts and valve.
dirt.
3. Screw out the hexagon socket bolts (11) and carefully take off the
pilot governor (A).
4. Screw the hexagon socket bolts (13) out and separate the upper part
of the casing (14) from the lower part (15).
parts.
6. Check wear parts (V) for signs of wear and/or hardening (in case of
sealing rings), replace parts as necessary.
Operating sequence 2 -- Assembly of the pressure regulator


twisted.
6682 125.11--01 E 04.98 General 102/ 03

11 Hexagon socket bolt 14 Casing -- upper part A Pilot governor
12 Stop knob 15 Casing -- lower part B Main governor
13 Hexagon socket bolt V Wear parts
Figure 1. Sectional view of the pressure regulator M470
6682 125.11--01 E 04.98 General 103/ 03

Limit switch

Brief description
Electric/electronic control and/or switch elements are to be checked and, if

necessary, overhauled at regular intervals.


1 Limit switch 125.98.745
125.98
125.99
Limit switch M745
Operating sequence 1 -- Disassembly of the limit switch
Starting condition No voltage is applied to the limit switch.
Steps 1. Loosen the connecting cables (mark them, if necessary), remove

fixing bolts and switch.
6682 125.12--01 E 04.98 General 101/ 02

2. Remove the roller lever(1), screw out the cylindrical screws (2) and
take off the push-button.
3. Screw out the cylindrical screws (3) and take off the cover (4).
4. Disassemble the limit switch further and thoroughly clean all
individual parts.
Operating sequence 2 -- Assembly of the limit switch


place of work.
1 Roller lever
2 Cylindrical screw
3 Cylindrical screw
4 Cover
Figure 1. Illustration of the limit switch M745
6682 125.12--01 E 04.98 General 102/ 02


Brief description


2/2-way solenoid valve M314 / M315 / M316
Starting condition Compressed-air and control-air system unpressurised. Governor cleaned

on the outside.
Steps 1. Loosen the pipe connections (marking them if necessary), remove

the fixing bolts and the valve.
2. Using appropriate means, close open pipe ends in order to prevent
penetration of dirt.
3. Disassemble the valve, and thoroughly clean all the individual parts.
4. Check wear parts for wear and traces of hardening (in the case of
sealing rings). Replace parts if necessary.
5. Prior to assembly, check all movable parts for ease of motion.
6682 125.14--01 E 12.02 General 101/ 02

Operating sequence 2 -- Assembly of the 2/2-way valve
For assembly, proceed in the reverse order followed for disassembly, pay-
ing attention to the following:
Important! During assembly, make sure that the working place is

scrupulously clean. Even minute dirt particles may cause disturbances in
the valve and/or the compressed-air/control-air system.
1. When installing new sealing rings, take care that they are not twisted.
2. Prior to assembly, slightly oil all components.
Figure 1. 2/2-way solenoid valve M314 / M315 / M316
Method of operation
Connection A B
Solenoid de-excited closed closed
Solenoid excited connected
6682 125.14--01 E 12.02 General 102/ 02

Speed control
100 Camshaft drive
Main starting valve
6682 140...--02 E 04.98 101/ 01

Electronic speed governor
Checking 140.01

Brief description
Electronic speed governors are, to a large extent, maintenance free.

Should, however, operating problems occur, the fault should be cleared as
soon as possible.
The work includes:
repairing the speed governor

Related work cards

203.02
Operating sequence 1 -- Repairing the speed governor
Starting condition Alarm of the speed governor in the engine control room.
Steps 1. Open the speed governor cabinet (10).

2. Remove cover from digital governor (11).
3. Connect hand programmer (17) to jack (4) of the digital governor.
4. If ”NO PARAMETER IN MASK” appears on the display (18), press
key ”MASK ON/OFF”.
5. Read off fault flag which appears on the display (text in the fourth
line).
Tip! The display indicates the last fault which has occurred.
6. Look up the corresponding Code No. in Table 1 and note down.
7. Look up the corresponding Code No. in the governor’s brochure
”Programming the Digital Governor” in Section ”Fault Corrective
Action”. Eliminate the cause of failure following the instructions given
there.
8. In case the parameters have been changed, store them by pressing
first key ”2nd” and then ”SAVE DATA”.
6632 140.01--01 E 07.97 V 32/40 101/ 06

9. Press key ”RESET” (14) of the digital governor. If there are further
faults, the next fault flag appears on the display after having
eliminated the cause of the previous one. In this case, follow the
instructions given under points 5 to 9 once more. This procedure is to
be repeated until no fault flag appears on the display.
10. Press key bank ”2nd” ”CLEAR ERR”, ”2nd” and ”ERASE ERR” to
clear non-self--clearing faults and the fault memory.
11. Remove hand programmer, attach cover to digital governor, close the
speed governor cabinet.
6 Positioner 8 Pull rod KGS Free engine end

7 Regulating rod 9 Position pick--up
Figure 1. Fitting the positioner for the regulation
6632 140.01--01 E 07.97 V 32/40 102/ 06

In case the fault which has caused the failure of the speed governor’s
electronic cannot be rectified and the speed governor cannot be
commissioned, the following operations are to be carried out:
- With the hand programmer attached, press key bank ”MASK ON/OFF”,
”2nd” and ”ERRORS”, note down all fault flags which are set to ”1” and
contact MAN B&W Diesel AG.
Example: ERR FEEDBACK 0 = Fault flag denotes: no fault
ERR SPEED OVER 1 = Fault flag denotes: fault
- Remove hand programmer.
- Switch off automatic cut-outs (12 and 13).
▲ Attention! By switching off the voltage, the alarm in the engine
control room is activated.
- Mount hand lever to control linkage (cf. work card 203.02
203.02) and operate
the engine by hand.
10 Speed governor
cabinet
11 Digital governor
12 Automatic cut--out
13 Automatic cut--out
Figure 2. Speed governor cabinet
1-5 Connecting jack

11 Digital governor
14 7--segment display
15 ”RESET” key
16 LED row
Figure 3. Speed governor
6632 140.01--01 E 07.97 V 32/40 103/ 06

17 Hand programmer
18 Display
19 Keyboard
Figure 4. Hand programmer
6632 140.01--01 E 07.97 V 32/40 104/ 06

Fault flag Code No. Fault flag Code No.
(ERR) /SERR)
ERR_ACTUATOR_DIFF 3004 SERR_ACTUATOR_DIFF 3104
ERR_ADC1 3041
ERR_ADC2 3042
ERR_ADC3 3043
ERR_ADC4 3044
ERR_ADC5 3045
ERR_ADC6 3046
ERR_ADC7 3047
ERR_ALINE 3068 SERR_ALINE 3168
ERR_AMPLIFIER 3005 SERR_AMPLIFIER 3105
ERR_BOOST 3023 SERR_BOOST 3123
ERR_CALC_TIME 3069 SERR_CALC_TIME 3169

ERR_CLEAR_FLASH 3065
ERR_CPU2 3014 SERR_CPU2 3114
ERR_CURVE 3060 SERR_CURVE 3160
ERR_DATA 3062 SERR_DATA 3162
ERR_FEEDBACK 3001 SERR_FEEDBACK 3101

ERR_FEEDBACK2 3002 SERR_FEEDBACK2 3102
ERR_FEEDBACK3 3003 SERR_FEEDBACK3 3103
ERR_FEEDBACK_ADJUST 3000 SERR_FEEDBACK_ADJUST 3100
ERR_GAS_PRESS_MIX 3030 SERR_GAS_PRESS_MIX 3130

ERR_GAS_PRESS_RED 3031 SERR_GAS_PRESS_RED 3131
ERR_INTER 3072 SERR_INTER 3172
ERR_LMG_INPUT 3029 SERR_LMG_INPUT 3129

ERR_LOGICAL 3064 SERR_LOGICAL 3164
ERR_MAP 3061 SERR_MAP 3161

ERR_MEMORY 3063 SERR_MEMORY 3163
ERR_OIL_ECY 3010 SERR_OIL_ECY 3110

ERR_OIL_PRESSURE 3024 SERR_OIL_PRESSURE 3124
ERR_OIL_WARN 3009 SERR_OIL_WARN 3109
ERR_PICK_UP1 3007* SERR_PICK_UP1 3107

ERR_PICK_UP2 3008* SERR_PICK_UP2 3108
ERR_PROG_FLASH 3066* SERR_PROG_FLASH 3166
6632 140.01--01 E 07.97 V 32/40 105/ 06

Fault flag Code No. Fault flag Code No.
(ERR) (SERR)
ERR_SETPOINT1 3020 SERR_SETPOINT1 3120
ERR_SPEED_OVER 3006 SERR_SPEED_OVER 3106
ERR_STACK 3070 SERR_STACK 3170
ERR_SYNCHRON_INPUT 3028 SERR_SYNCHRON_INPUT 3128
ERR_TEMP_CHARGE_AIR 3027 SERR_TEMP_CHARGE_AIR 3127
ERR_TEMP_COOL_WATER 3025 SERR_TEMP_COOL_WATER 3125
ERR_TEMP_OIL 3026 SERR_TEMP_OIL 3126
ERR_USER 3067 SERR_USER 3167
ERR_VOLTAGE 3011 SERR_VOLTAGE 3111

ERR_VOLTAGE2 3012 SERR_VOLTAGE2 3112
ERR_VOLTAGE3 3013 SERR_VOLTAGE3 3113
ERR_WATCHDOG 3071 SERR_WATCHDOG 3171

Table 1. Assignment fault flag/code number
* In this connection, see also work card 400.01
6632 140.01--01 E 07.97 V 32/40 106/ 06

Starting air pilot valve/
Starting valve/Main starting valve
100 Camshaft drive
Main starting valve
6682 160...--02 E 04.98 101/ 01

Starting air pilot valve

Brief description
Starting air pilot valves are to be disassembled and overhauled at regular

intervals.

Technical details
Term Information
Starting air pilot valve 8.5 kg
Operating sequence 1 -- Dismantling and disassembling the starting air pilot valve
Important! When opening the starting air system make sure that
no dirt can enter the valves and pipes. Open pipe ends have to be
blanked off with plastic caps or adhesive tape. The work place at which
starting air pilot valves are disassembled must be clean; use fat solvents
and compressed air for cleaning.
For reassembly, make sure that the work place is meticulously clean. Dirt
particles may cause malfunctions in the starting air system.
Steps 1. Screw the air supply pipe (2) and the control air pipe (4) off the cas-
ing (9). Figure 1.
2. Dismantle and disassemble the complete starting air pilot valve, clean
all the parts, purge the control air holes, check the sliding faces and
the set of seals (6) for wear, replace if necessary.
6629 160.01--02 E 12.00 32/40 101/ 02

1 Spacer disc 6 Set of seals 12 Pressure tube
2 Air supply pipe 7 O-ring seal 13 Starting cam
3 Hexagon bolt 8 PTFE ring
4 Control air pipe 9 Casing A Gap size
5 Control piston 11 Cylinder crankcase B Gap as new, 2 0.6 mm
Figure 1. Starting air pilot valve - Left: arrangement/Right: control piston. Figure shows clockwise rotating engine
Operating sequence 2 -- Fitting the set of seals
Steps 1. Insert the O-ring seal (7) into the groove.

2. Heat the PTFE ring (8) in oil to 80C-100C.
3. Pull the PTFE ring over the control piston (5) into the groove.
4. Reshape the stretched PTFE ring by introducing the control piston (5)
into the oiled casing (9).
Operating sequence 3 -- Assembling and mounting the starting air pilot valve
Starting condition Verify that all the parts are clean, and reassemble and mount them in reverse
order. Pay special attention to the following points:
Steps 1. Check the control piston (5) for ease of movement.

2. After screwing down the two hexagon bolts (3), check the gap size
(A) - see the Operating Instructions, Section 2.5; if necessary, dis-
mantle the starting air pilot valve again and correct the gap size (B)
by removing foils from the spacer disc (1).
3. After connecting the air pipes (2 and 4), check them for leakages and
proper functioning.
6629 160.01--02 E 12.00 32/40 102/ 02

Starting valve

Brief description
Starting valves are to be checked and, if necessary, overhauled at regular

intervals.
checking for tightness,

1 Thrust pad 161.018--1 Standard
1 Cleaning tool 055.149 Standard
1 Ring nut M12 000.182 Standard
Related work cards

000.30 161.03
6629 161.01--01 E 07.97 32/40 101/ 04

Technical details
Term Information
Starting valve 6.5 kg
Thrust flange 5.5 kg
Operating sequence 1 -- Checking the tightness
▲ Attention! Should the starting air pipe become hot in operation,

the engine should be shut down immediately if possible, and the
defective starting air valve should be replaced. Prior to working on
the starting air valve, depressurise all the air- carrying pipes. Close
the shut- off valve on the compressed air container.
1 Cylinder head
2 Thrust flange
3 O--ring seal
4 O--ring seal
5 Starting valve
6 Stud bolt
7 Hexagon nut
8 Control air pipe
Figure 1. Starting valve in the cylinder head
Steps 1. Remove the pipe section between the main starting valve and the
manifold to the starting air pilot valves, and block the open ends by
means of the union nut and screw plugs. In that way, it is precluded
that control air can be admitted to any of the starting valves.
2. Open the indicator valve on the cylinder head.
3. Turn the piston into ignition TDC position (inlet and exhaust valves
closed).
4. Admit air to the starting air pipes. Starting valves that are not tight
can be recognised by air issuing at the indicator valve.
Important! Leaking starting air valves should be overhauled
immediately, if possible; otherwise, destruction of the valve seat will
proceed further.
6629 161.01--01 E 07.97 32/40 102/ 04

Operating sequence 2 -- Removing the starting valve
Steps 1. Screw the control air pipe (8) off the thrust flange (2).
2. Screw off two hexagon nuts (7) and remove the thrust flange.
3. Screw the spindle (161.018--5) onto the starting valve (5) until seated.
4. Put the thrust pad (161.018--1) over the spindle and onto the cylinder
head (1), screw on the collar nut (10).
5. Loosen the starting valve by turning the collar nut, and carefully lift
the starting valve out.
6. Screw the ring nut (000.182) onto the spindle, suspend from the
lifting tackle by means of shackle (002.452) and rope, and remove
from the cylinder head.
7. Clean the starting valve bore in the cylinder head using the cleaning
tool (055.149). Be careful that no foreign objects can fall into the
combustion space.
8. Check the valve seat surface in the cylinder head and regrind it if
161.03).
necessary (see work card 161.03
9. Cover the bore in the cylinder head.
10. Put the starting valve down onto the work bench and remove the tool.
11. 161.02).
Disassemble the starting valve and clean it (see work card 161.02
1 Cylinder head
5 Starting valve
9 Neighbouring cylinder
head
10 Collar nut M 20
Figure 2. Removing/installing the starting valve
Operating sequence 3 -- Installing the starting valve
Starting condition Starting valve cleaned and checked, damaged components replaced.
For installation, proceed in the reverse order of removal, taking note of the
following:
1. Treat new O--ring seals (3 and 4) with acid--free grease and fit in ring
groove, taking care that they are evenly tensioned around the
circumference, and not twisted.
2. Fit the starting valve (5) by means of spindle (161.018--5) and ring
nut (000.182).
3. Apply MoS2 lubricant to the threads and contact face of the hexagon
nuts (7), screw them in place and alternately tighten them to the
000.30).
specified torque (see work card 000.30
▲ Attention! If the starting valve is installed with the cylinder head
at operating temperature, provisionally screw the two hexagon nuts
6629 161.01--01 E 07.97 32/40 103/ 04

(7) hand- tight and tighten them to the specified torque after
temperature equalisation.
4. Upon installation, check the starting valve for tightness (see operating
sequence 1).
6629 161.01--01 E 07.97 32/40 104/ 04

Starting valve

Brief description
Starting valves are to be checked at regular intervals and overhauled if

necessary.

1 Socket wrench insert 19x12.5L 001.767 Standard
1 Touch--up paste -- Inventory
Related work cards

000.30
Operating sequence 1 - Disassembling the starting air valve
Starting condition Starting air valve dismantled and put down on work bench.
Steps 1. Mount the starting air valve in the vice, with two faces of the valve
cone (21).
2. Screw off the hexagon nut (11), whereby the compression spring (19)
is unloaded.
3. Take the piston (15) off the valve cone. Then take off the casing (20)
with the compression spring.
4. Take the sealing sets (12 and 16) off the piston.
5. Clean all the parts, check them for wear and damage.
6. Check the valve seats by touching tests.
6629 161.02--01 E 05.98 32/40 101/ 03

7. If grinding in becomes necessary, cautiously mount the casing in the
vice, taking care not to damage sealing faces. Fit the valve cone with
piston but without compression spring and sealings in the casing.
Apply fine grinding paste to the valve seat and rotate the valve cone
to and fro. Lift the valve cone occasionally so that the grinding paste
distributes again. After grinding in, clean the valve cone, the casing
and the piston.
Important! Remove as little material as possible and do not grind
longer than necessary to obtain a uniform, pale-grey annular face (check
by applying touch-up ink).
1 Hexagon nut
12 Packing consisting
of:
13 O-ring seal
14 PTFE ring
15 Piston
16 Packing consisting
of:
17 O-ring seal
18 PTFE ring
20 Casing
21 Valve cone
Figure 1. Sectional view of the starting valve (left)/disassembled piston with sealings (right)
Operating sequence 2 - Fit the packings (12 and 16)
Steps 1. Insert the O-ring seal (13 or 17) into the groove.
2. Heat the PTFE ring (14 or 18) in oil to 80 - 100 EC.
3. Pull the PTFE ring over the piston (15) into the groove.
4. Restore the original shape of the elongated PTFE ring by fitting the
piston in the oiled casing (20).
6629 161.02--01 E 05.98 32/40 102/ 03

Operating sequence 3 - Assemble the starting air valve
Starting condition All parts cleaned, checked and replaced if necessary.
Steps For assembly of the starting air valve, proceed in the reverse order of
disassembly, taking note of the following:
Apply MoS2 lubricant to the threads and contact face of the hexagon nut
(11), screw in place and tighten to the specified torque (see work card
000.30).
000.30
6629 161.02--01 E 05.98 32/40 103/ 03

Starting valve
Seat in the cylinder head
Grinding 161.03

Brief description
Starting valves are to be checked at regular intervals and overhauled if

necessary.
The work concerns:
Numb Qualification Time req.


1 Grinding tool 055.197 Standard
1 Guide bush 055.197--3 Standard
1 Grinding wheel 055.197--9 Standard
1 Small grinding plates (set) 055.197--13 Standard
1 Pliers for retaining rings 055.197--19 Standard
1 Quick--acting cleanser Loctite 7061 055.197--21 Standard
1 Tap wrench 055.197--23 Standard
Related work cards

161.01
6629 161.03--02 E 09.99 32/40 101/ 03

Operating sequence 1 -- Grinding the starting valve seat
1 Cylinder head
A Maximum permissible
dimension
Figure 1. Foreshortened representation of the maximum permissible dimension

for grinding the starting valve seat
Starting condition Starting valve removed.
Steps 1. Slip the grinding wheel (055.197-9) onto the spindle (055.197-1) and
fasten it by means of the hexagon nut (22) - refer to Figure 3.
2. Pull worn small grinding plates (055.197-13) from the grinding wheel
and remove possible remnants of adhesive material using
quick-acting cleanser (055.197-21).
3. Paste new small grinding plates onto the grinding wheel - refer to
Figure 2.
4. Introduce the grinding tool into the cylinder head (1), paying attention
to the guide bush (055.197-5).
5. Slip on the guide bush (055.197-3) with an outer diameter of 70 mm
and use it to guide the grinding tool in the starting valve bore.
6. Move the grinding tool to and fro, turning it in the process, lift it now
and then and blow off the grinding dust by means of compressed air.
Tip! Only grind off as much material as necessary to obtain a valve
seat which is polished over the whole width and free from damage.
Therefore, frequently check the valve seat during the grinding process.
Maximum permissible dimension A: 388.5 mm. In case a measured
distance is larger than the permissible dimension, the cylinder head has to
be replaced.
7. After the grinding process has been finished, take the grinding tool
(055.197) out and thoroughly clean the valve seat by means of the
cleaning tool (055.149) - refer to Figure 3.
6629 161.03--02 E 09.99 32/40 102/ 03

Figure 2. Pasting on the small grinding plates
Figure 3. Grinding (on the left) and cleaning (on the right) the starting valve seat in the cylinder head
6629 161.03--02 E 09.99 32/40 103/ 03

Main starting valve

Brief description
The main starting valve is to be checked, cleaned and, if necessary,

overhauled at regular intervals.

1 Threaded rod -- Standard
Technical details
Term Information
Main starting valve 26.2 kg
Operating sequence 1 -- Dismantle and disassemble
Starting condition Engine stopped, no starting attempt necessary. Compressed air vessel
shut off, relieve valves in the compressed air pipes open.
Important! When opening the starting air and control air system,
take care that no dirt can enter the valves and pipes. Open pipe ends are
to be blocked by plastic caps or adhesive tape. Choose a clean work place
for disassembling the main starting valve and the pilot valves, use
fat--dissolving agents and compressed air for cleaning.
Assembly should be done with utmost care and cleanliness. Even
microscopically small dirt particles may cause malfunctions.
Steps 1. Undo pipe connections, remove hexagon head bolts (1) and
dismantle the valve, taking care of sealing rings (2).
2. Block open pipe ends to prevent dirt from entering.
6629 162.01--01 E 07.97 32/40, 40/45, 40/54 101/ 02

3. Loosen and remove the hexagon head bolts (3), mark the position of
the casing (4) relative to the valve seat (14).
4. Separate the casing from the valve seat. Remove all the individual
parts (5 -- 7), clean them and apply compressed blast air and check
their condition, replace them if necessary.
5. Loosen the cap (8) and remove it, take out the venting valve and
disassemble it into parts (9 --13).
6. Clean all the parts, apply compressed blast air and check their
condition, replace them if necessary.
7. If necessary, grind the valve piston (5) and/or the venting cone (9)
into the valve seat (14 or 10 respectively), using fine--grained grinding
paste.
Important! In grinding in, remove little material and do not grind
longer than necessary to obtain a pale--grey, annular face without defects.
The sealing efficiency can be checked by means of fuel oil or touching ink.
A threaded rod M10 is to be screwed into the valve piston (5) for the
grinding--in operation.
1 Hexagon head bolt

2 Sealing ring
3 Hexagon head bolt
4 Casing
5 Valve piston
6 Sealing ring, consisting
of:
O ring and PTFE ring
8 Cap
9 Venting cone
10 Valve seat
11 Nut
12 Piston
13 Sealing ring, consisting
of:
O ring and PTFE ring
14 Valve seat
15 Safety valve
Figure 1. Main starting valve
Operating sequence 2 -- Assemble
For assembly, proceed in the reverse order of disassembly. Particular

attention should be paid to the ease of movement of the moving parts and
to the sealing effect of joints. A performance check is to be made after
installation. If the tightness of the casings is to be checked, the moving,
internal parts are not installed initially. A test pressure of max. 45 bar is to
be used for checking.
For fitting new sealing rings (6 and/or 13), proceed as follows:
Steps 1. Insert an O ring into the groove.

2. Heat the PTFE ring in oil to 80 -- 100 EC.
3. Pull the PTFE ring over the groove edge and into the groove.
4. Restore the original state of the PTFE ring by introducing the valve
piston (5) or the venting cone (9) into the oiled casing (4) or valve
seat (10).
6629 162.01--01 E 07.97 32/40, 40/45, 40/54 102/ 02

Fuel injection pump/Control linkage
100 Camshaft drive
Main starting valve
6682 200...--02 E 04.98 101/ 01

Fuel injection pump
Checking 200.01

Brief description
Fuel injection pumps are to be checked at regular intervals.

The work includes:

Preliminary remarks
Wear of the pump elements primarily depends on the abrasive or corrosive

constituents of the fuel. Correct prehaeating, separation and filtration,
timely maintenance and replacement of wear parts (baffle screws)
contribute to extended service lives, even under unfavourable basic
conditions.
Operating sequence 1 -- Check a fuel injection pump
Starting condition Cover of the injection camshaft housing and the covering at the exhaust
counterside removed.
Steps 1. Check the condition (lubrication) of the injection cams (33), the
followers (32) and the tappet guides.
2. Remove the hexagon head bolt (22) between the fuel rack (25) and
the articulated head (24), and check the fuel rack and sleeve (26) for
ease of motion.
Tip! Movability of sluggish or stuck sleeves can be restored by means
of Diesel fuel oil.
3. Screw the hexagon head bolt (22) in place again and fix it by means
of hexagon nut (23).
4. Block the fuel pipes (fuel oil system without pressure).
5. Screw out both baffle screws (17) of each injection pump (16) and
check them for wear; replace them if necessary.
6629 200.01--01 E 07.97 32/40 101/ 02

6. Screw the baffle screws (17) complete with new sealing rings (18)
into the injection pump (16), hand-tight.
7. Open the fuel oil pipes.
8. Check the leaked fuel discharge from time to time. In case of
excessive leakage losses, disassemble the respective pump element
(27). If the sealing rings (19) and the O-ring seal (20 and 21) are in
order, the pump element has to be replaces.
16 Injection pump
17 Baffle screw
18 Sealing ring
19 Sealing ring
20 O-ring seal
21 O-ring seal
23 Hexagon nut
24 Articulated head
25 Fuel rack
26 Regulating sleeve
27 Pump element
28 Monobloc cylinder
29 Pump plunger
30 Crankcase
31 Tappet
32 Follower
33 Injection cam
Figure 1. Fuel injection pump
▲ Attention! A pump element consists of the pump pluger (29) and

the monobloc cylinder (28). The pump plunger and monobloc
cylinder can only be replaced together because they fit together.
When installing new pump elements, it is also recommended to fit
new sealing rings (19) and O-ring seals (20 and 21).
6629 200.01--01 E 07.97 32/40 102/ 02

Fuel injection pump
Shutting off 200.02

Brief description
Injection pumps are to be shut off every time single running gears have to
be put out of operation.
The work includes:
putting out of operation components

1 Clamp 200.078 Standard
Preliminary remarks
In case of failures in the injection system, on the cylinder head, on the

valve timing gear or with the piston/connecting rod removed, it is possible
or necessary to shut off the injection pump involved, as a prerequisite for
emergency operation (refer to the operating instruction manual, Section
3.6).
For shut-down, the fuel rack of the injection pump involved is blocked at
the “Zero admission” position.
▲ Attention! Fuel admission to the injection pump must not be

shut off (lubrication of the pump plunger).
Fuel admission to the other injection pumps is made possible by tilting the
knuckle lever fitted on the injection pump that is shut off.
Operating sequence 1 - Shutting off a fuel injection pump
Starting condition Covering of the corresponding cylinder on the exhaust counter side
removed, damaged parts removed and/or the necessary measures for
emergency operation taken (refer to the operating instruction manual,
Section 3.6).
Steps 1. Verify that the fuel rack (25) is at “Zero admission” position (with
engine shut down), or pull the fuel rack against the force of the
knuckle lever spring into “Zero admission” position and hold in that
position (with the engine running).
6629 200.02--01 E 07.97 32/40 101/ 02

2. Put the two-part clamp (200.078) onto the fuel rack, loosely screw in
the hexagon socket screw. (35).
3. Push the clamp forward until it contacts the casing (34), and tighten
the hexagon socket screws hand-tight.
25 Fuel rack
34 Casing
35 Hexagon socket screw
Figure 1. Fuel injection pump with fuel rack blocked
6629 200.02--01 E 07.97 32/40 102/ 02

Fuel injection pump

Brief description
Fuel injection pumps are to be dismantled within the scope of maintenance

and repair work.

1 Lever 200.079--1 Standard
1 Spring plug 200.079--8 Standard
1 Ring extension, A/F 24 200.073 Standard
1 Angular screw driver 000.445 Standard
Related work cards

000.30 434.01
6629 200.03--01 E 02.05 32/40 101/ 05

Technical details
Term Information
Fuel injection pump 36.5 kg
Operating sequence 1 - Dismantle a fuel injection pump
Starting condition Covering on the exhaust gas counterside removed, fuel injection pipe
dismounted.
Steps 1. Turn the engine so that the follower of the injection pump (16) is at
cam base circle position (spring largely unloaded).
2. Close all the necessary shut-off valves (such as for the fuel oil pipes,
air ducts etc.).
3. Disconnect the air duct, leaked fuel oil pipe, lube oil pipe and sealing
oil pipe (if fitted) from the injection pump
4. Unscrew the hexagon socket bolts (41) with the hexagon screw driver
(000.445) and take off the flanges (40) of the fuel admission pipe (38)
and fuel oil discharge pipe (42).
5. Unscrew the hexagon head bolt (22) between the control rod (25) and
the articulated head (24).
16 Injection pump
23 Hexagon nut
24 Articulated head
25 Control rod
36 Buckling lever
37 Control linkage
38 Fuel admisson pipe
39 O-ring seal
40 Flange
42 Fuel oil discharge pipe
Figure 1. Fuel injection pump as mounted
▲ Attention! The correct length of the articulated head between the

buckling lever and the control rod has been adjusted and secured by
the manufacturer. It is expressly pointed out that the articulated
head must not be disassembled and/or changing the length as
adjusted is only allowed for zero position balancing between the
injection pump and the governor.
6. As a protective precaution for the control rod, push it completely in
(full load position).
7. Screw off the hexagon nuts (45) with ring extension (200.073).
8. Screw the support (200.079-6) onto the injection pump.
Important! On engines with attached gallery, removal and
installation by means of lever (200.079-1) may create problems. In this
6629 200.03--01 E 02.05 32/40 102/ 05

case, the work is to be continued with step 14. If so, steps 9 to 13 are not
to be carried out.
9. Insert the lever (200.079-1) into the support and connect it with the
bolt (200.079-7). Secure the bolt by means of the spring plug
(200.079-8).
10. Attach the rope (44) to the lever by means of shackle (002.452) and
11. Lift rope until the lever approximately has the position as shown in
Figure 2/I.
12. Depress the lever to lift the injection pump far enough to come clear
of the bore (see Figure 2/II).
13. Keep the injection pump in this position and remove it sideward.
▲ Attention! During removal, take care that the studs are not
damaged and that the injection pump does not hit any other
parts/does not get caught whereby damage may be caused.
14. Remove the charge-air pipe section (43) situated above and attach
rope together with shackle (002.452) directly to support (200.079-6)
by means of bolt (200.079-7) and spring plug (200.079-8).
15. Cautiously remove injection pump (16) in upward direction, using
lifting tackle.
16. Cover the resultant opening in the crankcase (30).
17. Put the injection pump down on a clean place.
18. Completely remove the tool.
19. Clean the injection pump on the outside.
16 Injection pump 33 Injection cam 45 Hexagon nut

24 Articulated head 36 Buckling lever 46 Stud
25 Control rod 43 Charge-air pipe 47 O-ring seal
30 Crankcase 44 Rope
Figure 2. Removing a fuel injection pump (illustration shows in-line engine)
6629 200.03--01 E 02.05 32/40 103/ 05

Operating sequence 2 - Install a fuel injection pump
Starting condition Injection pump cleaned and checked, control rod completely pushed in as
a precautionary measure of protection (full load position).
Steps 1. Clean the contact faces on the injection pump (16) and the crankcase
(30).
2. Treat new O-ring seals (39) with acid-free grease and fit them in the
ring grooves on the fuel oil admission pipe (38) and fuel oil discharge
pipe (42), making sure not to twist them.
3. Screw the support (200.079-6) onto the injection pump.
Important! Depending on the procedure followed for removal, the
steps 4 to 9 or 10 to 13 are to be carried out for installation.
4. Insert the lever (200.079-1) into the support and connect by means of
bolt (200.079-7). Secure the bolt by means of spring plug
(200.079-8).
5. Attach the rope (44) to the lever by means of a shackle (002.452)
and suspend from lifting tackle. Lift the injection pump.
6. Treat a new O-ring seal (47) with acid-free grease and fit it in the ring
groove, taking care that it is evenly tensioned over the whole
circumference and not twisted.
7. Press the lever down to lift the injection pump.
8. Push the injection pump under the charge-air pipe (43) and over the
bore.
9. Release the pressure exerted on the lever, lowering the injection
pump into the bore.
▲ Attention! Take care that the injection pump does not hit any
other parts/does not get caught during installation whereby damage
may be caused.
10. Attach rope together with shackle (002.452) directly to the support
(200.079-6) by means of bolt (200.079-7) and spring plug
(200.079-8).
11. Lift the injection pump.
12. Treat new O-ring seal (47) with acid-free grease and fit it in the ring
groove, taking care that it is evenly tensioned over the whole
circumference and not twisted.
13. Position the injection pump (16) above the bore and carefully lower it
into the bore by means of the lifting tackle.
▲ Attention! In introducing the injection pump, take care that studs
do not suffer damage.
14. Completely remove the tool.
15. Treat new O-ring seals (39) with acid-free grease and fit them in the
ring grooves on the flange (40), taking care that they are not twisted.
16. Push the flange between the injection pump and fuel admission pipe
and fuel oil discharge pipe, respectively and loosely screw home the
hexagon socket bolts (41) with the hexagon screw driver (000.445)
until seated so as to permit the injection pump to align.
17. Treat the thread and contact face of the hexagon nut (45) with MoS2
lubricant, screw it hand-tight onto the studs (46) (do not tighten
them).
18. Turn the engine (follower of the injection pump aligns on cam).
19. Tighten hexagon nut (45) with ring extension (200.073). During this
process, watch for specified torque (refer to work card 000.30).
000.30 For
order of tightening see Figure 3.
6629 200.03--01 E 02.05 32/40 104/ 05

1-4 Order of tightening
16 Injection pump
45 Hexagon nut
46 Stud
AGS Exhaust gas

counterside
Figure 3. Order of tightening

20. Tighten the hexagon socket bolts (41).
21. Connect the air pipe, the leaked fuel oil pipe, the lube oil pipe and the
sealing oil pipe (if applicable) to the injection pump.
22. Mount the fuel injection pipe (see work card 434.01).
434.01
23. Attach the articulated head (24) to the control rod (25).
▲ Attention! The correct length of the articulated head between
buckling lever and control rod was adjusted and secured by the
supplier. It is expressly pointed out that changing the length of the
articulated head as adjusted is only allowed for zero position
balancing between the injection pump and the governor.
24. Open all the shut-off valves that had been closed in operating
sequence 1.
25. Verify that the control rod is in the “Zero admission” end position
when the complete control linkage is at “Zero admission” (compare
control rod position with that on the other injection pumps).
26. After putting into operation, determine the ignition pressure by taking
indicator diagrams.
6629 200.03--01 E 02.05 32/40 105/ 05

Fuel injection pump

Brief description
Fuel injection pumps are to be dismantled within the scope of maintenance

and repair work.

1 Assistant 4

1 Removing tool 200.109 Standard
1 Pressure plate 200.109--1 Standard
1 Support ring 200.109--2 Standard
1 Bridge 200.074--1 Standard
1 Thrust pad with spindle 200.074--6 Standard
1 Hexagon screw driver 6L 200.095 Standard
1 Hexagon screw driver 6K 200.096 Standard
1 Ring spanner 19x22 000.224 Standard
6629 200.04--04 E 10.01 32/40 101/ 07

1 Securing compound -- Inventory
(Loctite 243)
Related work cards

000.30 200.03 200.06
Operating sequence 1 -- Disassembly of a fuel injection pump
Important! The assembly of injection pumps should be done with

utmost care because an unobjectionable performance and sealing effect
can only be achieved with its individulal components being intact and
clean. In particular, this applies to the monoblock cylinder and the pump
plunger.
Starting condition Injection pump detached and cleaned on the exterior.
Steps 1. Screw out the hexagon socket bolts (48), take off the valve support
(52) and put it down onto a clean support (refer to Figure 1 ).
2. Screw the spindle (74) back, place the bridge (200.074-1) diagonally
onto the casing (34) and attach it by means of hexagon nuts (75) -
refer to Figure 2 /I.
3. Turn the spindle until the thrust pad (200.074-6) contacts the tappet
(31) - refer to Figure 2 /II.
4. Turn the spindle to depress the tappet far enough to unload the screw
plug (57) so that the latter can be removed by means of the eye
bolt (001.404) - refer to Figure 2 /III.
5. Turn the spindle back to untension the compression spring (refer to
Figure 2 /IV).
7. Disassemble the tappet together with the pump plunger (29) and put
them down onto a clean support.
▲ Attention! Do not touch the pump plunger with your bare hands.
Protect the control edges on the pump plunger from damage.
8. Measure the clearance (A) of the pump plunger between the pres-
sure plate (59) and the piston spring plate (63), note down the value
and compare it with the specified clearance.
9. Screw off the hexagon socket bolts (62), and take off the tappet.
10. Take the pressure plate out, and pull the piston spring plate off the
pump plunger.
11. Take the compression spring out of the casing, disassemble the
spring plate (55) and the regulating sleeve (26).
12. Remove the locking wires (76), and screw out both baffle screws
(17).
13. Unscrew the hexagon socket bolts (49), and take the thrust ring (50)
off.
14. Place the support ring (200.109-2) on the casing (34).
6629 200.04--04 E 10.01 32/40 102/ 07

15. Put the pressure plate (200.109-1) onto the monoblock cylinder (28)
and fix it in place by means of hexagon bolts (84) - refer to Fig-
ure 3 .
17 Baffle screw 49 Hexagon socket bolt 63 Piston spring plate

18 Sealing ring 50 Thrust ring 65 Parallel pin
19 Variseal sealing ring 51 Parallel pin 66 Distance sleeve
20 O-ring seal 52 Valve support 67 Compression spring
22 Variseal sealing ring 53 Compression spring 68 Spring plate
25 Control rod 54 Pressure valve 69 Ball
26 Regulating sleeve 55 Spring plate 70 Plunger packing
27 Pump element 56 Compression spring 71 Cylinder
28 Monoblock cylinder 57 Screw plug 72 Sealing ring
29 Pump plunger 58 Sealing ring 73 Parallel pin
31 Tappet 59 Pressure plate 76 Locking wire
32 Roller 60 Set screw A Clearance
34 Casing 61 Roller pin M Marking
48 Hexagon socket bolt 62 Hexagon socket bolt control rod/
regulating sleeve
Figure 1. Fuel injection pump

16. Screw three hexagon bolts (83) into the pressure plate, and screw
them down until they contact the support ring.
6629 200.04--04 E 10.01 32/40 103/ 07

17. Pull the monoblock cylinder (28) out of the casing (34) and put it
down onto a clean support.
Important! Take care to avoid tilting of the monoblock cylinder as it
is being pulled out.
31 Tappet 57 Screw plug 75 Hexagon nut M16

34 Casing 58 Sealing ring
56 Compression spring 74 Spindle
Figure 2. Untensioning/tensioning of the compression spring in the fuel injection pump
6629 200.04--04 E 10.01 32/40 104/ 07

18. Screw the cylinder (71) off, and dismantle the control rod (25).
19. Measure the axial and radial clearance of the roller (32), note down
the values and compare them with the specified clearances.
Important! The replacement of roller should be entrusted to a
service base or MAN B&W personnel as a matter of principle because the
roller pin has been fitted in the tappet by deep-freezing.
20. Check the complete valve support for tightness, and verify that all the
parts move easily; disassemble the valve support, if necessary.
21. Clean all the parts with clean Diesel fuel, and check them for wear
and/or damage.
Important! A pump element consists of the pump plunger and
monoblock cylinder. Pump plunger and monoblock cylinder can only be
replaced together because both parts are fitted together.
20 O-ring seal 83 Hexagon bolt M12x170 84 Hexagon bolt M12x40

28 Monoblock cylinder
34 Casing
Figure 3. Removal of the monoblock cylinder
Operating sequence 2 - Assembly of a fuel injection pump
Starting condition All the parts cleaned and checked for damage, and replaced if necessary.
Tappet and valve support assembled.
Steps 1. Prior to assembly, slightly oil all the parts with thin-bodied mineral oil.
Important! Metallic sealing and contact faces must be absolutely
dry when assembled.
2. Fit a new plunger packing (70) in the ring groove.
3. Install the control rod (25) in the casing (34).
4. Coat the thread of the cylinder (71) over a length of 6 mm with Loctite
243 securing compound, and screw it into the casing with a new seal
(72) fitted.
5. Treat new O-ring seals (20) with acid-free grease, and insert them
into the ring groove, making sure that the O-ring seals are evenly ten-
sioned over the whole circumference, and not twisted.
6. Insert new Variseal sealing rings (19 and 22) into casing (34) and/or
monoblock cylinder (28).
6629 200.04--04 E 10.01 32/40 105/ 07

7. Introduce the monoblock cylinder (28) into the casing (34), taking
note of the position of the parallel pin (65).
8. Press the monoblock cylinder into the casing, making sure that paral-
lel pin (65) is located between parallel pins (73) - refer to Figure 1 .
Important! When forcing the monoblock cylinder into the casing,
prevent it from tilting.
9. Slip the thrust ring (50) onto the monoblock cylinder.
socket bolts (49), screw the bolts into the casing, hand-tight, and
000.30). For
tighten them to the specified torque (see work card 000.30
order of tightening, refer to Figure 4 .
11. Place the valve support (52) onto the monoblock cylinder, taking note
of the position of bore hole/parallel pin (51).
socket bolts (48), screw the bolts in, hand-tight, and tighten them to
000.30). For order
the specified torque in three stages (see work card 000.30
of tightening, refer to Figure 4 .
13. Fit the regulating sleeve (26) so that the markings (M) on the control
rod and regulating sleeve coincide.
14. Install the spring plate through the regulating sleeve into the casing
Important! Prior to installing the spring plate, verify again that the
markings of regulating sleeve and control rod coincide.
15. Fit the compression spring (56) in the casing.
16. Put the piston spring plate (63) onto the pump plunger (29), insert the
pressure plate (59) in the piston spring plate.
▲ Attention! Do not touch the pump plunger with your bare hands,
protect the control edges on the pump plunger from damage.
17. Slip the tappet (31) over the piston spring plate and fasten it by
means of four hexagon socket bolts (62).
18. Measure the clearance (A) of the pump plunger between pressure
plate and piston spring plate, note down the value and compare it
with the specified clearance.
19. Carefully push the pump plunger and tappet into the monoblock cylin-
der and/or casing, taking note of the position of the longitudinal
groove in the tappet provided for the screw plug (57).
20. Screw the spindle (74) back, place the bridge (200.074-1) diagonally
onto the casing and fasten it by means of hexagon nuts (75) -
refer to Figure 2 /I.
21. Turn the spindle (74) until the thrust pad (200.074-6) contacts the
tappet (refer to Figure 2 /II).
22. Turn the spindle to depress the tappet far enough to allow the screw
plug equipped with a new seal (58) to be fitted (refer to Figure 2 /III).
24. Screw the baffle screws (17) complete with new seals (18) into the
casing and tighten them. Fit the locking wires (76).
6629 200.04--04 E 10.01 32/40 106/ 07

50 Thrust ring
52 Valve support
Figure 4. Order of tightening the fixing bolts for the monoblock cylinder (on the left) and valve support (on the right)
6629 200.04--04 E 10.01 32/40 107/ 07

Fuel injection pump
Baffle screws

checking state/wear condition of components,
preventing operating problems/damage.
Brief description
The baffle screws must, at the latest, be checked/replaced at the times

specified in the maintenance schedule.
Safety requirements
- Engine shut down



1 Ring spanner 19x22 000.224 Standard
1 Magnifier -- Inventory
Related work cards

000.30 200.04
6629 200.06--01 E 02.04 32/40 101/ 04

2 Monoblock cylinder
4 Nose-type baffle screw
(standard design)
(output-improved
design)
6 Sealing ring
7 Pump plunger
Figure 1. Sectional view of the fuel injection pump (standard design on the right / output-improved design on the left)
Preliminary remarks
Baffle screws are exposed to high stresses caused by the changing pres-
sures of the flowing fuel. They are to be considered as wear parts which
help to prevent problems on components of higher value. Smaller wear
particles are removed by the flow of the fuel. Lager particles may cause
damage on pump elements and/or on the seat of the injection valve. In
order to prevent this, the baffle screws are to be checked and/or replaced
latest at the intervals stated in the maintenance schedule.

(standard design) with
outside hexagon
(output-improved
design) with inside
hexagon
8 Wear area
Figure 2. Nose-type baffle screws (standard design at the bottom / output-improved design on top)
6629 200.06--01 E 02.04 32/40 102/ 04

Operating sequence 1 -- Remove the baffle screws
Standard design 1. Block the fuel supply and return pipes.

2. Screw out the baffle screws using the ring spanner (000.224).
Output-improved design 1. Block the fuel supply and return pipes.
2. Screw out the baffle screws using socket wrench insert (200.094) and
ring spanner (000.224).
Operating sequence 2 -- Check the wear condition of the baffle screws
The following photos show wear conditions varying in severity. As soon as

damage is found on the surface of a baffle screw, independent of its ex-
tent, the screw is to be replaced.
Figure 3. Damaged nose-type baffle screw
- (A) shows slight material wear-off on the inner contour of the funnel.
- (B) shows damage that has already progressed to the outer rim of the
funnel.
- (C) shows material wear-off in a large area at the inner contour and
extensive damage on the outer rim of the funnel.
6629 200.06--01 E 02.04 32/40 103/ 04

Operating sequence 3 -- Install the baffle screws
Steps 1. Clean the sealing faces on the injection pump (1).

2. Screw the baffle screws (4/5) back in, together with new sealing rings
000.30).
(6), and tighten them to the specified torque (see work card 000.30
Important! Possibly still available copper sealing rings are to be re-
placed by soft-iron sealing rings. The specified torque applies to installa-
tion using soft-iron sealing rings.
Important! When mounting the baffle screws, make sure that they
are not subjected to blows and/or lateral thrust.
3. Open the fuel supply and return pipes.
6629 200.06--01 E 02.04 32/40 104/ 04

Fuel injection pump
Measuring the plunger lift 200.07
Enable/support economic operation.
Brief description
Check the injection time within the scope of the IMO certification.
The work includes:
determining the plunger lift.
Safety requirements
- Engine shut down


1 Assistant 0.2

2 Distance sleeve 200.098--3 Standard
1 Ledge 200.098--5 Standard
2 Retaining ring 200.098--7 Standard
1 Prism 200.098--10 Standard
1 Dial gauge 200.098--15 Standard
1 Tool box 200.098--18 Standard
1 Memo pad -- Inventory
6632 200.07--01 E 03.05 V 32/40 101/ 03

2 Injection pump drive
4 Stud
5 Hexagon nut
M6x18
10 Injection camshaft
Figure 1. Measuring device fitted to the cylinder crankcase
Operating sequence 1 -- Measuring the plunger lift
Starting condition Camshaft casing cover removed.
Steps 1. Check the mobility of the ledge (200.098-5) and the prism
(200.098-10).
2. Position the support (200.098-1) on the studs (4) of the camshaft
covering, slip on the distance sleeves (200.098-3) and fasten to the
cylinder crankcase (3) by means of hexagon nuts (5) -- refer to
Figures 1 and 2.
Tip! During attaching, pay attention to the correct fitting position of the
prism.
3. Check the fitting position and/or the position of the prism
(200.098-10) in relation to the injection pump drive (2) -- refer to
Figure 2.
4. Insert the dial gauge (200.098-15) into the support and clamp it using
the hexagon socket bolt (8).
5. Turn the running gear until the cam base circle is reached.
6. Set the dial gauge to “Zero”.
7. Turn the running gear, until the piston has reached ignition-DC (TDC).
Read the dial gauge and note down the gauge value.
9. Determine the values for the other cylinders the same way and noting
them down.
10. Calculate the average value and compare with the average value of
the parent-engine given in the Technical File, Section 3 of the
IMO-certification.
6632 200.07--01 E 03.05 V 32/40 102/ 03

2 Injection pump drive
4 Stud
5 Hexagon nut
7 Spring pin
10 Injection camshaft
A = 120 mm
Figure 2. Fitted measuring device
6632 200.07--01 E 03.05 V 32/40 103/ 03

Control linkage
Maintaining and checking 203.01

Brief description
The control linkage must be checked and lubricated at regular intervals.

The work includes:

1 Grease gun 003.005 Standard
1 Lubricating grease, acid--free -- Inventory
Operating sequence 1 -- Inspection and Servicing
Important! The control linkage has been precisely adjusted on

commissioning of the engine, it might only require correction on
replacement of components and/or installation of a new injection pump.
With the control linkage in zero position, all the control rods of the injection
pumps must be in the “ZERO” position, as otherwise it might happen that
the engine cannot be stopped because individual injection pumps continue
injecting.
Starting condition Covering removed.
Steps 1. Check the entire control linkage for wear.

2. Check the control linkage for correct setting.
3. Verify that the joints of the control linkage move easily.
4. Check the hexagon head bolts and nuts as well as the hexagon
socket bolts for tightness.
5. Verify that movability of the buckling lever (6) is not impeded.
6. Lubricate all the articulated heads on the control rod (8) and pushrod
(10) as well as on the connection rods (16) with multi-purpose
grease.
6629 203.01--01 E 07.97 32/40 101/ 02

1 Bearing block 6 Buckling lever 11 Regulating rods
2 Shaft 7 Lever 12 Lever
3 Fuel injection pump 8 Control rod 13 Actuator
4 Crankcase 9 Lever 14 Lever
5 Bearing block 10 Tierod
Figure 1. Control linkage (illustration shows in-line engine)
1 Bearing block
2 Shaft
5 Bearing block
6 Buckling lever
7 Lever
8 Control rod
9 Lever
10 Tierod
12 Lever
13 Actuator
14 Lever
15 Control rod on the fuel
injection pump
16 Connection rod
Figure 2. Control linkage (views and sections)
6629 203.01--01 E 07.97 32/40 102/ 02

Fuel injection valve
100 Camshaft drive
Main starting valve
6682 221--02 E 04.98 101/ 01


Brief description
Fuel injection valves affect the loads on the injection system and the
operating values of the engine. They must be checked in case of
deviation from the operational values and overhauled or replaced, if
necessary.
Safety requirements
- Engine shut down



1 Extracting sleeve 221.182--1 Standard
1 Threaded spindle 221.182--2 Standard
1 Spindle nut 221.182--3 Standard
1 Cleaning tool 055.149 Standard
6629 221.01--02 E 04.03 32/40 101/ 06

1 Wooden spatula -- Inventory
Related work cards

000.30 221.05 434.01
Operating sequence 1 -- Removal of a fuel injection valve
Important! Engines which normally are operated on heavy fuel oil

have to be operated on Diesel fuel oil for a short period of time before the
injection valves are dismantled
Starting condition Cooling water for the injection valve cooling (if fitted) completely drained.
Shut-off valves on the fuel oil piping closed. Oil pump (standby) shut off,
cylinder head cover taken off, indicator valve opened.
▲▲ Caution! Only dismantle the injection valve with the indicator

valve opened. With this valve closed, a high pressure may exist in
the combustion space.
Steps 1. Disconnect the cooling water admission pipe from the cylinder head
(6) and empty the cooling bores of the injection valve (8) by purging
them with compressed air. Reconnect the pipes.
2. Loosen the hexagon nut (10) and screw it off.
434.01).
3. Remove the fuel injection pipe (refer to work card 434.01
4. Loosen the threaded piece (7), screw it out, and remove it from the
cylinder head.
5. Take the thrust pad (11) off.
6. Screw the extractor (221.181) into the thrust ring (12), and take the
latter off (refer to Figure 2 ).
7. Screw the threaded spindle (221.182-2) onto the injection valve (8)
until seated (refer to Figure 3 ).
8. Slip the extracting sleeve (221.182-1) over the threaded spindle, pay-
ing attention to the recess for the stud (13). Screw the spindle nut
(221.182-3) on.
9. Pull the injection vale out by turning the spindle nut until it comes
loose.
Important! The injection valve may only be removed by means of
the fitting/unfitting tool.
10. Unscrew the spindle nut (221.182-3), and take off the extracting
sleeve (221.182-1).
6629 221.01--02 E 04.03 32/40 102/ 06

6 Cylinder head 11 Thrust pad
7 Threaded piece 12 Thrust ring
8 Injection valve 13 Stud
9 Rocker arm with support 16 O-ring seal
10 Hexagon nut
Figure 1. Cylinder head with injection valve and parts of the fuel injection pipe
6629 221.01--02 E 04.03 32/40 103/ 06

11. Screw the lifting eye bolt (000.142) onto the threaded spindle, attach
the rope to the lifting eye bolt by means of shackle (002.453), and
suspend the rope from the lifting tackle.
12. Carefully pull the injection valve out of the cylinder head, making sure
that the sealing ring (18), too, is dismantled (refer to Figure 4 ).
13. Cover the opening in the cylinder head.
14. Place the injection valve on the work bench, and dismantle the de-
vice.
15. Remove the sealing ring (18).
16. Clean the complete injection valve on the outside, using fuel. Re-
move adhering coke deposits by means of the wire brush. For the
injection nozzle, only use a wooden spatula in order not to damage
the nozzle orifices. Clean the cylindrical projection of the nozzle body
with particular care.
▲ Attention! Cleaning is to be done away from the work bench.
6 Cylinder head
9 Rocker arm with sup-
port
12 Thrust ring
13 Stud
Figure 2. Removal of the thrust ring
6629 221.01--02 E 04.03 32/40 104/ 06

6 Cylinder head
7 Threaded piece
Figure 3. Removal of the injection valve
Operating sequence 2 -- Installation of a fuel injection valve
Starting condition The injection valve, and especially the cylindrical projection of the nozzle
body, has been carefully cleaned. The injection pressure, tightness and
nozzle bores have been checked.
Important! The injection valve taken from the spares or from a re-
placement delivery should be cleaned and checked on the outside.
Steps 1. Mount the sealing ring (18) on the injection valve (8), making sure
that it tightly fits the nozzle body.
2. Treat new O-ring seals (16), which have been greased with clean
lube oil and fit them in the ring grooves, taking care that they are
evenly tensioned over the whole circumference and not distorted.
3. Top up the inner space (spring space) of the injection valve with clean
fuel oil through the leakage fuel oil drain hole.
4. Screw the threaded spindle (221.182-2) onto the injection valve.
5. Screw the lifting eye bolt (000.142) onto the threaded spindle
(221.182-2), attach the rope to the lifting eye bolt by means of the
shackle (002.453), and suspend the rope from the lifting tackle.
6. Remove the cover put over the bore hole in the cylinder head (6), and
thoroughly clean the bore hole and the seating face in the cylinder
head using the cleaning device (055.149).
▲ Attention! During cleaning, take care that no foreign matter falls
into the combustion space.
7. Carefully install the injection valve in the bore hole, taking note of the
correct position of the bore hole for the threaded piece (7). Press
down the injection valve until seated.
6629 221.01--02 E 04.03 32/40 105/ 06

8. Take the shackle off the lifting eye bolt, unscrew the lifting eye bolt
and the threaded spindle.
9. Install the thrust ring (12) with the extractor.
10. Place the thrust pad (11) over the stud bolts (13) and onto the thrust
ring.
11. Apply MoS2 lubricant to the thread of the threaded piece (7), screw
the latter into the injection valve, and tighten it to the specified torque
(refer to work card 000.30).
000.30
434.01).
12. Fit the fuel injection pipe in place (refer to work card 434.01
13. Apply MoS2 lubricant to the thread and contact face of the hexagon
nut (10), screw the nut onto the stud (13), hand-tight, and tighten it to
000.30) in several stages.
the specified torque (see work card 000.30
Important! If the injection valve is to be installed in a cylinder head
still at operating temperature, initially fasten the hexagon nut (10), hand-
tight, and tighten it to the specified torque after equalisation of tempera-
tures.
14. Close the indicator valve.
15. Top up cooling water for the injection valve cooling.
16. Open the shut-off valves on the fuel oil pipes.
17. Mount the cylinder head cover.
6 Cylinder head
8 Injection valve
18 Sealing ring
Figure 4. Removal of the injection valve
6629 221.01--02 E 04.03 32/40 106/ 06

Checking 221.02

Brief description
necessary.
The work includes:


1 Nozzle test bed L,V32/40 221.208 Standard
1 Connecting piece 221.208--30 Standard
1 Nozzle test bed L,V32/40 DF 221.209 Standard
1 Connecting piece 221.209--30 Standard
1 Anti--corrosion oil -- Inventory
1 Receptacle for anti--corrosion oil -- Inventory
Related work cards

221.03 221.04
6629 221.02--05 E 06.04 32/40, 32/40 DF, 32/40 CR 101/ 05

Remark: The tool numbers of the individual nozzle test bed components consist of
the tool number of the nozzle test bed and the item number of the individ-
ual component. Refer to Figures 1 and 2 .
Example: Tool number of the high-pressure hose for engine type
L 32/40: 221.208-28.
Preliminary remarks
The functioning and setting of the injection valve influence the combustion
process, the operating data and the loading of the injection system. In
case the operating data (firing pressure, exhaust gas temperature)
change, the opening pressure and tightness of the valves concerned are
to be checked. The nozzle test bed permits pressure testing by means of
a hydraulic hand pump. The device ensures that the work can be carried
out comfortably and under reproducible conditions.
Note
When testing injection valves of modern four-stroke engines, atomisation

no longer is a test criterion, as the nozzle’s behaviour during engine oper-
ation cannot be duplicated by means of the nozzle test bed.
A poor injection pattern does not permit to draw conclusions on the
nozzle’s performance in the engine. It is fully operational, provided that
the criteria with regard to opening pressure, tightness and unclogged
nozzle bores are fulfilled.
Structure and diagram of the nozzle test bed
1 Support
5 Pressure relief valve
12 Oil tank
13 Oil collecting pan
14 Nozzle jet collector
15 Collector cover
26 Hand pump
28 High pressure hose
30,31 Connecting piece
34 Pressure gauge
0-600 bar
Figure 1. Nozzle test bed
6629 221.02--05 E 06.04 32/40, 32/40 DF, 32/40 CR 102/ 05

Legend as for Figure 1
Figure 2. Diagram of the nozzle test bed
Operating sequence 1 -- Preparation for check
Important! Heavy fuel oil residues in injection valves may adversely

affect the test results and impede cleaning. We therefore recommend op-
erating the engine on Diesel oil for approx. one hour prior to dismantling
injection valves. If this is not possible and the engine has to be shut down
from operation on heavy fuel oil, the injection valve has to be disas-
sembled and cleaned before the checks described here can be carried
out.
Starting condition The injection valve has been removed and cleaned on the outside.
Important! Anti-corrosion oil is to be used for testing the injection

valves because this oil serves as a preservation agent at the same time.
Only absolutely clean anti-corrosion oil may be filled into the nozzle test
bed; otherwise, disturbances may occur in the pump or in the injection
valve to be tested. The content level in the oil tank (12) is to be checked.
Steps 1. Insert the injection valve into the fixing head and clamp it evenly
using the retainer.
2. Screw the connecting piece (30) in at the delivery pipe connection of
the injection valve, and screw the high-pressure hose (28) onto the
connecting piece.
3. Place the nozzle-jet collector (13-15) under the injection nozzle and
push it upward so as to ensure that the jets to be expected hit the
outer walls of the nozzle-jet collector.
▲ Attention! Never let the injection nozzle spray into the open, but
always directly into the collector! Fuel jets must not be touched, as
they pierce the skin tissue and cause painful infections! Naked
flames are not allowed in the working area! No smoking at all! If
possible, remove the oil vapour by suction!
Checking and adjusting the injection valves includes the following steps:
- Check the opening pressure,
- check the nozzle bores,
- adjust the specified pressure,
- check for tightness.
6629 221.02--05 E 06.04 32/40, 32/40 DF, 32/40 CR 103/ 05

Operating sequence 2 -- Check the opening pressure
Steps 1. Close the pressure relief valve (5).

2. Actuate the hand pump (26) evenly and slowly increase the pressure
until the injection valve opens. Note down the opening pressure and
compare it with the specified value (for specified value, refer to the
Operating Instructions, sheet 2.5.2). Actuate the hand pump per-
forming at least 20 strokes, thus flushing the injection valve.
Important! The hydraulic pressure has to be increased slowly until
the opening pressure is reached, as otherwise faults will occur when read-
ing off the opening pressure. The test pressure must not exceed 400 bar!
When the injection test is carried out for the first time on new nozzle el-
ements, the nozzle needle may be stuck due to preservation and has to be
loosened by flushing it thoroughly. In the case of injection nozzles that
have already been used, collect the anti-corrosion oil contaminated with
fuel, and do not fill it back into the nozzle test bed.
Important! With new nozzles, a drop in opening pressure by

50-90 bar may already occur after a few operating hours.
This pressure drop does not represent a malfunction and is typical of all
fuel injection valves.
Decision Decrease in opening pressure less than/more than 90 bar?
Decrease in opening pressure less Continue with the next step.

than 90 bar:
Decrease in opening pressure more Disassemble the injection valve
than 90 bar: 221.03).
(according to work card 221.03
Carry out a visual inspection
(spring broken)
If components are in good order,
continue with the next step.
Operating sequence 3 -- Check the nozzle bores
Steps 1. Open the pressure relief valve (5), and continue as follows (for item-
221.03):
related details, refer to work card 221.03
2. Loosen the hexagon nut (44), and turn back the setting screw (45)
until the tension of the compression spring (49) has been released.
3. Close the pressure relief valve. Actuate the hand pump (26) evenly,
and adjust the opening pressure to 30 bar by means of the setting
screw (45).
6629 221.02--05 E 06.04 32/40, 32/40 DF, 32/40 CR 104/ 05

Decision Are all nozzle bores open? Refer to Figure 3 .
Yes - Continue with the next step.

No - Disassemble the injection valve (according to work card
221.03)
221.03
Figure 3. Judging the nozzle bores. On the left - open, on the right - partly
clogged
Operating sequence 4 -- Adjust the opening pressure to the specified value
Steps 1. Actuate the hand pump (26) evenly thus increasing the hydraulic
pressure. At the same time, slightly tension the compression spring
(49) by means of the setting screw (45). Repeat the process until the
specified value (tolerance 20 bar) has been reached (for specified
value, refer to the Operating Instructions, sheet 2.5.2).
Important! Do not adjust a higher pressure than specified as, other-
wise, deformation of the compression spring will result. Only after installa-
tion of a new compression spring, adjust the injection pressure to the
specified higher value at first in order to compensate an initial settling of
the compression spring.
2. If the specified value has been adjusted reproducibly, lock the setting
screw (45) by means of the hexagon nut (44), and check the opening
pressure once again.
Operating sequence 5 -- Check the tightness
Steps 1. For checking the tightness, actuate the hand pump (26) evenly until
the pressure gauge (34) shows 250 bar. The injection nozzle can be
considered tight if no drop falls within a period of 5 seconds.
Decision Tightness ok? Refer to Figure 4 .
Yes - The injection valve can be used!

No - The injection valve is to be sent to MAN B&W Diesel AG
Augsburg for regeneration.
Figure 4. Judging the tightness. On the left - tight, on the right - dripping
6629 221.02--05 E 06.04 32/40, 32/40 DF, 32/40 CR 105/ 05

Disassembling 221.03

Brief description
necessary.
checking of components.


1 Tightening device nozzle nut L,V32/40 221.210 Standard
1 Reducing jaw for injection valve (set) 221.210--6 Standard
1 Socket wrench, 55 mm 221.143 Standard
1 Tightening device nozzle nut L,V32/40 CR 221.211 Standard
1 Tightening device nozzle nut L,V32/40 DF 221.212 Standard
1 Chuck 002.701 Standard
1 Cleaning wires (set) -- Inventory
1 Wooden spatula -- Inventory
6629 221.03--05 E 06.04 32/40, 32/40 DF, 32/40 CR 101/ 06

1 Tank with fuel -- Inventory
1 Cleaning material (wool) -- Inventory
1 Paper towels -- Inventory
Related work cards

000.30 221.02 221.04
1 Flange
4 Yoke (upper)
5 Yoke (lower)
6, 7 Reducing jaw
60 Hexagon bolt
Figure 1. Tightening device for nozzle nut
6629 221.03--05 E 06.04 32/40, 32/40 DF, 32/40 CR 102/ 06

Preliminary remarks
Important! Injection valves are to be disassembled if the checks

according to work card 221.02 revealed defects and in case the nozzle
element is to be replaced due to the operating time reached.
Disassembly is carried out in the nozzle test bed.
42 Nozzle body
43 Nozzle needle
44 Hexagon nut
45 Setting screw
46 Holder
47 Set screw
48 Thrust pad
50 Spring plate
51 Parallel pin
52 Nozzle tensioning nut
Figure 2. Injection valve (illustration shows injection valve of the L,V 32/40 engine
type)
Operating sequence 1 -- Disassembly of a fuel injection valve
Steps 1. Wash the injection valve in fuel and remove adhering coke deposits
by means of a wire brush.
2. Insert reducing jaws suitable for the respective engine type into
flange (1) of the tightening device so as to reduce the width over flats
of the flange.
3. Insert the injection valve with the injection nozzle facing down in the
flange and evenly clamp the yokes (4, 5) in place.
6629 221.03--05 E 06.04 32/40, 32/40 DF, 32/40 CR 103/ 06

4. Loosen the hexagon nut (44), and back off the setting screw (45) until
the tension on the compression spring (49) has been released.
5. Unscrew the hexagon bolts (60) from the flange (1). Turn the flange
with the injection valve by 180, and screw the hexagon bolts back in.
6. Carefully loosen the nozzle tensioning nut (52).
Important! If a strong resistance is felt while loosening the nut, it
has to be tried to restore easy movement of the thread by soaking in fuel
oil and by turning the nut back and forth until it can be moved easily. Do
not exert force when loosening the nozzle tensioning nut, as otherwise the
thread may seize and the parts become unusable.
7. Unscrew the nozzle tensioning nut and take the nozzle body off.
Take care that the nozzle needle (43) does not fall out.
8. Pull the nozzle needle (43) out of the nozzle body and immerse it in
fuel for cleaning.
Important! Do not interchange the nozzle needles of the individual
nozzle bodies. They are produced in paires.
9. Unscrew the hexagon bolts (60) from the flange (1). Turn the flange
with the injection valve back by 180, and screw the hexagon bolts
back in.
10. Remove the injection valve from the flange of the tightening device
and put it down onto a work bench.
11. Unscrew the setting screw.
12. Remove the set screw (47).
13. In case the inner parts are not loose, screw the eye bolt (001.412)
into the thrust pad (48), and pull the thrust pad out. Afterwards, re-
move the compression spring and the spring plate (50).
14. Immerse all parts into Diesel oil for cleaning and wash them off, then
blow them by means of compressed air.
Operating sequence 2 -- Check the components
The component check includes the following:

- the nozzle bores,
- the condition of the fitting surfaces,
- the movability of the needle,
- traces of corrosion on the nozzle tensioning nut and on the nozzle
body,
- the nozzle specification.
Tip! Pay particular attention to such sources of error that caused un-
satisfactory results when the injection valve was checked.
Steps 1. Distinguishing characteristics of nitride-hardened nozzle elements

and seat-insert nozzle elements (refer to Figure 3 ).
Figure 3. Distinguishing characteristic:

On the left - nitride-hardened nozzle element, on the right - seat-insert nozzle el-
ement
6629 221.03--05 E 06.04 32/40, 32/40 DF, 32/40 CR 104/ 06

2. For nozzle-bore cleaning, clamp a suitable cleaning wire into the
chuck (002.701) and run it through the nozzle bores (refer to Fig-
ure 4 ).
41 Cleaning wire
42 Nozzle body
Figure 4. Cleaning the nozzle bores

3. Inspect all components, especially the sealing faces, for damage/
traces of wear.
Important! The seats and fitting surfaces must neither be reworked
by hand nor remachined, as the required accuracy cannot be achieved.
4. Check to see if the nozzle needle can be easily moved in the nozzle
body, without noticeable resistance (refer to Figure 5 ).
42 Nozzle body
43 Nozzle needle
Figure 5. Checking the nozzle needle for movability

5. Inspect the nozzle body for traces of corrosion. These may be max.
2.5 mm deep. Check the nozzle cooling water outlet temperature; if
necessary, increase it to max. 90 C.
6629 221.03--05 E 06.04 32/40, 32/40 DF, 32/40 CR 105/ 06

6. Read the nozzle specification off at the collar of the nozzle body, and
compare it with the required specification (refer to Figure 6 ).
For the original specification, please refer to the engine’s acceptance
records.
Figure 6. Nozzle element. On the left - nozzle specification, on the right - regener-
ation marking
7. Replace damaged parts. Always replace nozzle needle and nozzle
body together. If necessary, have them regenerated by MAN B&W
Diesel AG, Augsburg or Hamburg. Other workshops are not autho-
rised to do this job.
Important! Regenerated nozzle elements are marked by RA or RH
and the date of regeneration. Repeated regeneration is only possible in
the case of seat-insert nozzle elements.
6629 221.03--05 E 06.04 32/40, 32/40 DF, 32/40 CR 106/ 06

Assembling 221.04

Brief description
necessary.
The work includes:
reassembling components.


1 Tightening device nozzle nut L,V32/40 221.210 Standard
1 Tightening device nozzle nut L,V32/40 CR 221.211 Standard
1 Tightening device nozzle nut L,V32/40 DF 221.212 Standard
1 Lubricant (Optimol ”Paste White T”) -- Inventory
6629 221.04--04 E 01.05 32/40, 32/40 DF, 32/40 CR 101/ 04

Related work cards

000.30 221.02 221.03
Operating sequence 1 -- Assembly of a fuel injection valve
Important! Prior to assembly, check whether the specification of the

injection nozzle corresponds with the required specification. The original
specification can be gathered from the acceptance record (number,
number of nozzle bores, bore diameter, injection angle).
Starting condition Injection valve disassembled, all individual components carefully cleaned,
defective parts replaced.
Steps 1. Clean the set screw (47) and the bore thoroughly according to the
instructions of Loctite.
2. Screw the eye bolt (001.412) into the thrust pad (48), hold the holder
(46) slantwise (with the sealing face pointing up) and insert the thrust
pad including the compression spring (49) and the spring plate (50).
Pay attention to the position of the groove for the set screw (47) -
refer to Figure 1 .
Verify that the spring plate is positioned correctly.
3. Coat the thread of the set screw (47) with Loctite 243 securing com-
pound over a length of 5 mm and screw the set screw into the holder
until it does no longer protrude.
Verify that the thrust pad is still movable in axial direction.
4. Unscrew the eye bolt.
5. Screw the setting screw (45) in; do not yet tension the compression
spring.
6. Insert reducing jaws suitable for the respective engine type into
flange (1) of the tightening device so as to reduce the width over flats
of the flange. Refer to Figure 2 .
7. Insert the holder (46) into the flange (1) with the sealing face for the
nozzle body (42) facing down. Clamp the yokes (4, 5) evenly in place.
Turn the flange by 180 and lock it in position.
8. Dip the nozzle needle (43) into clean fuel and insert it into the nozzle
body, verifying its smooth movability.
9. Check the nozzle needle lift between the upper edge of the nozzle
body and the step on the nozzle needle.
For the specified value, please refer to Volume B1, section “Technical
data”.
10. Rub the sealing face dry using a paper towel. Slip the nozzle body
with nozzle needle onto the holder, paying attention to the position of
the two parallel pins (51).
11. Coat the pressure shoulder (D) on the nozzle body (42) with lubricant
“Optimol Paste White T”. Refer to Figure 1 .
12. Apply lubricant “Optimol Paste White T” to the thread of the holder
and the nozzle tensioning nut (52) as well as the pressure shoulder
(D) on the nozzle tensioning nut. Refer to Figure 1 .
13. Screw the nozzle tensioning nut onto the holder, hand-tight, and
000.30) in a second
tighten it to the specified torque (see work card 000.30
step. Turn the flange by 180 and lock it in position.
14. Screw the hexagon nut (44) loosely onto the setting screw and only
221.02) has been
tighten it after the injection pressure (see work card 221.02
adjusted.
6629 221.04--04 E 01.05 32/40, 32/40 DF, 32/40 CR 102/ 04

42 Nozzle body
43 Nozzle needle
44 Hexagon nut
45 Setting screw
46 Holder
47 Set screw
48 Thrust pad
50 Spring plate
51 Parallel pin
52 Nozzle tensioning nut
D Pressure shoulder
Figure 1. Injection valve (illustration shows injection valve of the L,V 32/40 engine
type)
6629 221.04--04 E 01.05 32/40, 32/40 DF, 32/40 CR 103/ 04

1 Flange
4 Yoke (upper)
5 Yoke (lower)
6, 7 Reducing jaws
60 Hexagon bolt
Figure 2. Tightening device for nozzle tensioning nut
6629 221.04--04 E 01.05 32/40, 32/40 DF, 32/40 CR 104/ 04

Seat in the cylinder head
Grinding 221.05

assess wear pattern/condition,
restore contact pattern.
Brief description
The injection valve seat in the cylinder head is to be checked by means of

a touching test and, if necessary, remachined every time the fuel injection
valve is removed.
The work concerns:


1 Grinding tool 055.197 Standard
1 Grinding wheel 055.197--7 Standard
1 Small grinding plates (set) 055.197--13 Standard
1 Pliers for retaining rings 055.197--19 Standard
1 Quick--acting cleanser Loctite 7061 055.197--21 Standard
1 Tap wrench 055.197--23 Standard
Related work cards

221.01
6629 221.05--02 E 04.00 32/40 101/ 03

Operating sequence 1 -- Grinding the seat
Starting condition Fuel injection valve removed.
Steps 1. Screw out the hexagon bolt (63) and remove the washer (62) - refer
to Figure 1.
6 Cylinder head
15 Sleeve
62 Washer
63 Hexagon bolt
Figure 1. Securing the sleeves in the cylinder head

2. Slip the grinding wheel (055.197-7) onto the spindle (055.197-1) and
fasten it by means of the hexagon nut (61) - refer to Figure 4.
3. Pull worn small grinding plates (055.197-13) off the grinding wheel
and remove possible remnants of adhesive material using
quick-acting cleanser (055.197-21).
4. Paste new small grinding plates onto the grinding wheel - refer to
Figure 2.
Figure 2. Pasting on the small grinding plates

5. Insert the grinding tool into the cylinder head (6), paying attention to
the guide bush (055.197-5).
6. Slip on the guide bush (055.197-3) with an outer diameter of 71 mm,
using it to guide the grinding tool in the sleeve (15).
7. Move the grinding tool to and fro, turning it in the process, lift it now
and then and blow off the grinding dust by means of compressed air.
Important! Only grind off as much material as necessary to obtain a
valve seat which is polished over the whole width and free from damage.
6629 221.05--02 E 04.00 32/40 102/ 03

Therefore, frequently check the valve seat during the grinding process.
Maximum permissible dimension A: 400 mm. In case this dimension is
exceeded, the sleeve (17) has to be replaced - refer to Figure 3.
6 Cylinder head
15 Sleeve
17 Sleeve
A Max. permissible
dimension
Figure 3. Foreshortened representation of the max. permissible dimension for

grinding the fuel injection valve seat
8. After the grinding process has been finished, take the grinding tool
(055.197) out and thoroughly clean the valve seat by means of the
cleaning tool (055.149) - refer to Figure 4.
9. Using the hexagon bolt (63), mount the washer (62) on the cylinder
head (6).
6 Cylinder head 17 Sleeve

9 Rocker arm casing 61 Hexagon nut M12
Figure 4. Grinding (on the left) and cleaning (on the right) the fuel injection valve seat in the cylinder head
6629 221.05--02 E 04.00 32/40 103/ 03

Sealing faces on the threaded piece
Grinding 221.06

assess wear pattern/condition,
restore contact pattern.
Brief description
The sealing faces on the threaded piece to the fuel injection valve are to
be checked for damage and, if necessary, remachined every time it is
removed.
The work concerns:

1 Grinding device for delivery pipe 434.042 Optional
1 Locating plate 434.042--1 Optional
1 Threaded ring 434.042--2 Optional
1 Bearing ring 434.042--3 Optional
1 Bearing flange 434.042--4 Optional
1 Spacer ring 434.042--7 Optional
1 Stop gauge (threaded piece) 434.042--9 Optional
2 Bearing block 434.042--10 Optional
1 Swivel arm 434.042--11 Optional
1 Stop 434.042--13 Optional
1 Base plate 434.042--17 Optional
1 Sliding carriage 434.042--18 Optional
1 Shaft 434.042--19 Optional
1 Counter flange (threaded piece) 434.042--21 Optional
1 Adapter flange (threaded piece) 434.042--22 Optional
1 Ball bearing 434.042--24 Optional
1 Hook spanner 434.042--37 Optional
1 Face spanner 434.042--38 Optional
6629 221.06--02 E 04.98 32/40 101/ 05

2 Clamping lever 434.042--41 Optional
1 Clamping piece 434.042--42 Optional
5 Emery paper 434.042--44 Optional
1 Cleaning agent -- Inventory
Related work cards

221.01
1 Fuel injection pipe 2 Hexagon socket bolt 3 Grinding device

M5x10 4 Support adjusting crank
Figure 1. Grinding device for delivery pipe with attached fuel injection pipe
6629 221.06--02 E 04.98 32/40 102/ 05

M5x10
5 Stop
Figure 2. Grinding device for delivery pipe
Operating sequence 1 -- Attaching the threaded piece to the grinding device for delivery pipe
Important! The grinding device for the delivery pipe must be

installed and operated on a solid support. Vibrations of the grinding device
have an influence on the surface quality of the sealing faces to be ground.
The injection delivery pipes to be ground must be absolutely free from lube
oils and greases. Any kind of contamination, especially lubricants, reduce
the service time of the grinding wheel considerably.
Steps 1. Loosen both clamping levers (434.042--41) and swivel out the
grinding device (3) together with the bracket (434.042--12) up to the
right--hand stop.
2. Screw the adapter flange (434.042--22) onto the threaded ring
(434.042--2) by means of the hexagon socket bolts (2) and tighten
them.
3. Attach the stop gauge (434.042--9) to the adapter flange using two
hexagon socket screws (6).
Tip! When fastening the stop gauge to the adapter flange by means of
the tommy bar (000.262), hold up at the threaded ring.
4. Screw the counter flange (434.042--21) onto the threaded piece (1).
Tip! The threaded piece has a left--hand thread on the injection valve
side.
5. Screw the delivery pipe into the adapter flange by means of the
counter flange, until the cone of the delivery pipe contacts the stop
gauge.
6629 221.06--02 E 04.98 32/40 103/ 05

6. Screw the counter flange onto the adapter flange and tighten it using
the face spanner (434.042--38) and hook spanner (434.042--37).
7. Attach the clamping piece (434.042--42) to the end of the threaded
piece (see Figure 1).
8. Remove stop gauge (434.042--9).
9. Push the tommy bar (000.262) radially into the threaded ring
(434.042--2), screwing the ring in until it contacts the locating plate
(434.042--1).
10. Press the yellow stop knob on the grinding device, put the grinding
wheel (434.042--16) together with the emery paper (434.042--44) onto
the grinding device and tighten by means of mounting nut.
11. Pull the sliding carriage (434.042--18) back by means of the support
adjusting crank (4).
12. Swivel the bracket (434.042--12) back in again until it contacts the
stop, blocking it on the sliding carriage by means of the two clamping
levers (434.042--41).

M6x35
Figure 3. Attaching the threaded piece on the grinding device for delivery pipe
Operating sequence 2 -- Regrinding of the sealing faces on the delivery pipe
Starting condition Threaded piece correctly attached to the grinding device for delivery pipe.
Grinding wheel with new emery paper mounted on the grinding device.
▲ Attention! The remachining of the sealing faces is intricate and

requires particular care. It is recommended to have this work carried
out in a service centre or by personnel of MAN B&W Diesel.
Steps 1. Swing the swivel arm (434.042--11) with the grinding device to the
right--hand stop (5).
2. Move the grinding wheel (434.042--16) towards the sealing face of
the threaded piece by means of the support adjusting crank until the
grinding wheel touches the sealing face.
3. Move the swivel arm to the left--hand stop (434.042--13) so that the
front side of the grinding wheel faces the threaded piece.
▲▲ Caution! Wear safety goggles when grinding delivery pipes!
4. Establish the voltage supply for the grinding device and switch the
device on.
5. Turn the threaded piece evenly at the clamping piece (434.042--42),
and, at the same time, move the swivel arm with the grinding device
around the sealing face contour.
▲ Attention! The grinding wheel must not contact the adapter
flange.
6629 221.06--02 E 04.98 32/40 104/ 05

6. The feed is effected at the threaded ring (434.042--2) by means of the
tommy bar (000.262). Maximum feed per operation is a scale mark
at the threaded ring.
▲ Attention! The feed is not effected at the support adjusting
crank. The adjusted position remains unchanged during the whole
grinding process. Sealing faces are to be slightly remachined only,
merely to be smoothed, removing as little of the material as
possible.
7. Move the swivel arm to the left--hand stop so that the front face of the
grinding wheel faces the threaded piece and turn off the grinding
device.
8. Evaluate the result of the grinding process. Repeat the grinding
process until the sealing face has been ground evenly bright.
Important! In case the required contact pattern can no longer be
realised by means of the grinding device for delivery pipe, the grinding
device is to be sent to an MAN service centre for repair.
Tip! Remove used up emery paper immediately and replace by new

emery paper.
9. Remove the threaded piece from the grinding device for delivery pipe
and take off the counter flange.
6629 221.06--02 E 04.98 32/40 105/ 05

Charge air and exhaust pipe
100 Camshaft drive
Main starting valve
6682 280...--02 E 04.98 101/ 01

Charge-- air and exhaust pipe
for emergency operation
Converting 280.01

Brief description
In order to permit an emergency operation of the engine in case of a

turbocharger failure, conversions are to be carried out on the charge--air
and exhaust gas system.
Safety requirements
- Engine shut--down

1 Assistant 3.5

1 Blind flange 280.024 Standard
Related work cards

000.31
6632 280.01--01 E 06.98 V 32/40 101/ 03

Operating sequence 1 -- Convert charge-air and exhaust pipe for emergency operation (fitting of the
blind flanges)
Starting condition Failure of one turbocharger. Cartridge and volute casing of the
turbocharger concerned removed, lube oil supply to the turbocharger
interrupted.
1 Turbocharger
2 Joining piece
3 Charge-air cooler
4 Flange bolt
5 Axial compensator
6 Bypass pipe
7 Flange bolt
8 Solenoid valve M392
Figure 1. Fitting the blind flanges
Steps 1. Screw out flange bolts (4) between turbocharger (1) and axial
compensator (5).
2. Insert blind flange (280.025) between axial compensator and
turbocharger flange (sealing is located at the turbocharger) and screw
it back in using the flange bolts (4).
3. Remove the joining piece (2) between turbocharger and charge-air
cooler (3) (if it has not yet been removed together with the volute
casing).
4. Close the charge-air cooler by means of blind flange (280.024) and
flange bolts (7).
5. Blank off the bypass pipe (if fitted) downstream of the bypass valve
using appropriate means, or interrupt the power supply at the
solenoid valve M392 (8).
Important! As the defective turbocharger has been blanked off, the
total rate of exhaust gas volume flow is now led via the still intact turbo-
charger which now supplies both cylinder banks with charge-air via the
bypass pipe (6). During emergency operation with only one turbocharger,
a maximum output of 50% of the rated output can be reached.
▲ Attention! Make sure that all limit values are adhered to in order
to prevent damage on the stil intact turbocharger.
6632 280.01--01 E 06.98 V 32/40 102/ 03

Operating sequence 2 -- Restore charge-air and exhaust pipe (removal of the blind flanges)
For restoring, proceed in the reverse order followed for fitting the blind
flanges, paying attention to the following points:
1. After removing the blind flanges (280.024 and 280.025), apply sealing
compound Hylomar SQ 32/M to the flange faces between joining
piece and charge-air pipe as well as between axial compensator and
turbocharger.
2. Tighten all flange bolts to the specified torque (see work card
000.31).
000.31
3. Check the flanged joints for tightness.
6632 280.01--01 E 06.98 V 32/40 103/ 03

Exhaust pipe
Checking 289.01

Brief description
The exhaust pipe is to be checked at regular intervals for tightness of the

flanged connections and compensators.
disassembling and assembling of components.

Related work cards

000.30
Operating sequence 1 - Checking and disassembling the exhaust pipe
Starting condition Covering of the exhaust pipe removed at the respective points.
Steps 1. Check exhaust pipe for leak-proof condition on flanged connections

and compensators.
Important! Leaky exhaust pipes will be noted by black areas on the
respective insulation at spots where the leaks have occurred.
2. Screw off the hexagon nuts (8) on the base of the exhaust pipe
section concerned and take off the clamps (5).
3. Screw eye bolts (000.142) into eyes (12) on exhaust pipe section (6)
and fasten to the lifting tackle using the rope.
6632 289.01--01 E 07.97 V 32/40 101/ 03

4. Slowly pull the exhaust pipe section upwards. During this process,
watch that compensator (4) is not damaged.
5. Clean exhaust pipe sections and compensators.
1 Y-pipe
2 Connection for air
bypass
3 Connection for exhaust
gas blow-off
4 Compensator
5 Clamp
6 Exhaust pipe section
11 Direction of flow
12 Eye
Figure 1. Exhaust pipe
1 Y-pipe
4 Compensator
5 Clamp
6 Exhaust pipe section
7 Exhaust gas
turbocharger
8 Hexagon nut
9 Cylinder head
10 Hexagon nut
Figure 2. Exhaust pipe -- refitting
6632 289.01--01 E 07.97 V 32/40 102/ 03

Operating sequence 2 - Reassemble the exhaust pipe
Assembling is a reversal of the disassembling process. In this connection,

the following points are to be observed.
1. When fitting the compensators (4) watch for correct installation
position (protective tube inside in flow direction, refer to Figure 1).
2. Tighten the clamps (5) to the specified torque (see work card
000.30).
000.30
Important! After a piston or valve damage, the exhaust pipe is to
be checked for foreign matter. Broken pieces may be drawn into the
turbine by the flow of the exhaust gases and cause serious damage.
6632 289.01--01 E 07.97 V 32/40 103/ 03

Lube oil and cooling water pump
(attached to engine)
100 Camshaft drive
Main starting valve
6682 300...--02 E 04.98 101/ 01

Lube oil pump

Brief description
Lubricating--oil pumps require little or no maintenance. But if operating

problems occur, it is necessary to check the individual components for
damage, and replace them if necessary. If there is damage to the
bearings, replace the entire pump.
mounting of components.

1 Assistant 3

1 Forcing--off device 009.340 Optional
1 Counterbrace 009.340--11 Optional
1 Forcing--off device 009.331--3 Optional
1 Forcing--off disk 009.331--8 Optional
1 Forcing--off bolt 009.331--9 Optional
1 Cross handle 001.892 Optional
6682 300.01--04 E 02.00 32/40, 40/54, 48/60, 58/64 101/ 04

1 Socket wrench insert 55x25 001.804 Optional
2 Threaded rod -- Standard
1 Collecting tank -- Inventory
1 Hammer (wood/plastic) -- Inventory
Related work cards

000.30
3 Drive cover
4 Blank flange
5 Pump casing
6 Ring seal
7 Ring seal
8 Bearing unit (two-part)
9 Hexagon-head bolt
10 Valve casing
11 Valve head
13 Ring seal
14 Hexagon-head screw
15 Valve bonnet
16 Screw plug
17 Adapter disk
19 Drive shaft
20 Impeller axle
22 Sleeve
23 Hexagon-head bolt
Figure 1. Lubricating-oil pump (two-stage)
6682 300.01--04 E 02.00 32/40, 40/54, 48/60, 58/64 102/ 04

1 Nut 24 Cap screw A Spacing
2 Drive gear-wheel
Figure 2. Forcing-off device for gear-wheel of lubricating-oil pump
Introductory remarks
The lube-oil pump consists of two separate pumps of identical construc-

tion, which are connected by means of the adapter disk (17).
Operating sequence 1 -- Removing and disassembling the lubricating-oil pump
Steps 1. Disconnect the pipes and blank flanges (4) from the lube-oil pump,
allowing the oil to drain into the tank. Be careful not to damage
gaskets and ring seals.
2. Sling the pump from the lifting tackle with a rope, and tauten the
rope.
3. Unscrew the fastening screws on the drive cover (3), remove the
pump carefully, and set it down on a wooden rest.
4. Remove the cap screw (24) that secures nut (1) with the screwdriver
(000.293).
5. Mount the forcing-off device (009.331-3) on the drive gear-wheel (2),
slide the pipe (009.331-6) on, and unscrew nut (1).
6. Force off the drive gear-wheel, using the forcing-off device and the
forcing-off disk (009.331-8).
7. Loosen and unscrew the hexagon-head bolts (23) between the pump
casing (5) and the adapter disk (17).
8. Separate Pump 2 from Pump 1, being careful not to damage the
cylindrical pins. Remove the adapter disk (17).
9. Loosen and unscrew the hexagon-head bolts (23) between the pump
casing (5) and the drive cover (3).
10. Mark the drive shafts (19), impeller axles (20), and bearing units (8)
on both pumps, so that they can be re-installed in the same position.
11. Remove the drive shafts, impeller axles, and bearing units.
12. Remove the taper pins on the drive cover (3) with suitable equipment,
and remove the drive cover with the bolted-on bearing unit.
13. Unscrew the hexagon-head bolts (9) and separate the pressure relief
valve from Pump 2, being careful not to damage the cylindrical pins).
Important! Only disassemble the pressure relief valve if it malfunc-
tions. In that case, proceed as follows:
6682 300.01--04 E 02.00 32/40, 40/54, 48/60, 58/64 103/ 04

14. Unscrew two opposite hexagon-head screws (14) on the valve cover
(15), and replace them by two M8-size threaded spindles, about 100
mm long.
15. Screw two M8 hexagon nuts all the way onto the two spindles, until
they rest against the valve cover, and unscrew the other hexagon-
head screws.
16. Relieve the initial tension of the compression springs (12) by backing
off the two M8 hexagon nuts uniformly; steady with the two threaded
spindles.
17. Remove the valve cover (15) and the compression spring (12) with
valve disk (11).
Important! Do not unscrew the screw plug (16). Do not unscrew or
re-adjust the lock screw.
18. Clean all parts, and check them for damage; check the appearance
and wear of the bearing and sliding surfaces. Replace all ring seals,
gaskets, and spring washers.
▲ Attention! If there is damage to the bearings, replace the entire
lube-oil pump.
Operating sequence 2 -- Assembling and mounting the lubricating-oil pump
Starting condition All parts cleaned and checked. All ring seals, gaskets, and spring washers
replaced.
Assembly and mounting are done by analogy to disassembly and removal,
in reverse order. Mind the following points:
1. Lubricate all moving parts with oil.
2. Do not change the setting of the pressure-relief valve (opening pres-
sure set to 7.5 bars).
3. Do not insert paper gaskets between the drive cover, casing, and
pressure-relief valve.
4. Coat the threads of the hexagon-head bolts (9, 23) with oil, screw
them in – not forgetting the spring washers (circlips) – and tighten
000.30).
with the specified tightening torque (see Work Card 000.30
5. If Pump 2 is mounted onto Pump 1, make sure that the teeth of the
drive shafts (19) engage correctly.
6. Check the entire pump for ease of movement.
7. To remount the drive gear-wheel (2), place it on the lightly oiled tap-
ered section of the drive shaft (19), mount the forcing-off device
(009.331-3), and slide the pipe (009.331-6) on.
8. Oil nut (1), screw it onto the drive shaft (19), and tighten it with the
specified initial torque (see Work Card 000.30).
000.30
9. Measure and note down the distance (A) between the end face of the
drive shaft (19) and the nut (1) with a depth gauge.
10. Tighten the nut with the specified tightening torque (see Work Card
000.30).
000.30 Repeat the measurement according to Item 9, and compare
the two values.
The spacing (A) must have increased by 0.6 mm to 1.5 mm.
11. Secure the nut (1) by tightening the cap screw (24) firmly.
12. Before installing, clean the sealing surface between the pump and
engine and coat it with Hylomar SW32M sealant.
13. Fill the pump with oil.
14. Connect the pipes (unpressurized) to the pump, and screw on the
blank flanges (4).
15. When starting the engine, check the pump and piping for leaks and
noises. Loud noises indicate that the lube-oil pump is aspirating air,
so that the pump does not deliver at full capacity and cavitation may
occur.
6682 300.01--04 E 02.00 32/40, 40/54, 48/60, 58/64 104/ 04

Lube oil pump
Assessing the individual components 300.02

Brief description
Lubricating--oil pumps require little or no maintenance. But if operating

problems occur, it is necessary to check the individual components for
damage, and replace them if necessary. If there is damage to the
bearings, replace the entire pump.


1 Micrometer (outside) -- Inventory
1 Abrasive (emery cloth K400) -- Inventory
1 Oil stone -- Inventory
Related work cards

300.01
6682 300.02--01 E 06.00 32/40, 40/45, 40/54, 48/60, 58/64 101/ 05

Preliminary remarks
These criteria are provided for the evaluation of wear parts on lube oil
pumps. The stated criteria are to render it possible to decide which
components of the gear pump can further be used and which not.
The criteria for the evaluation regarding re-usability are based on the
assumption that the operating conditions of the lube oil pump do not
change during the course of the operating time. This especially applies to
quality and cleanliness of the lubricant used, its treatment and the
occurring maximum temperatures and loading of the pumps.
Components, the re-usability of which is uncertain, are to be replaced in
principle or the time interval to the next pump inspection is to be shortened
in order to rule out the risk of an unexpected pump failure.
Already for the removal of components, proper tools are to be used, in
order to avoid that parts are damaged during dismantling.
The parts to be inspected are to be cleaned thoroughly after removal.
During the assembly of the pump, it is important, beside scrupulous
cleanliness, to make sure that all the re-used components are remounted
as originally positioned within the pump.
Criteria for the evaluation of wear parts on lube oil pumps
1. Seals
On principle, seals are to replaced by new ones every time the lube oil
pump is dismantled.
Grooves, in which O-ring seals are positioned, have to be cleaned
thoroughly and checked for foreign body or damage on the groove edges.
Minor edge damage can manually be smoothed out by means of emery
cloth (grain size 400 according to DIN 69176, part 1 or finer) and a
scraper.
Residues from liquid sealing have to be removed completely before the
pump can be remounted using a new sealing agent.
2. Gear shafts
2.1 Tooth system
1 Tooth flanks
2 Axial butting face
3 Crest of the tooth
Figure 1. Gear shaft
The replacement of gear shafts due to damage in the area of the tooth
system is only necessary if it is determined that material has broken off the
crest of the tooth > 3 mm in longitudinal direction.
Further use of the gear shafts is possible in case of
- scores or scratches on tooth flanks, even if they can be distinctly seen
or felt. Sharp-edged burrs on the tooth system which might exist,
6682 300.02--01 E 06.00 32/40, 40/45, 40/54, 48/60, 58/64 102/ 05

especially on the crests of the teeth, should, as far as possible, be
removed or smoothed by means of a scraper, oil stone or emery cloth
to such an extent that a smooth meshing of theeth with the second
gear shaft is possible, if such a gear shaft is to be re-used.
- individual indentations < 1 cm2 on tooth flanks.
- chip-off of material particles < 1 cm2 in the area of the transition
between axial butting face and tooth flank
2.2 Bearing journal
4 Bearing journal
Figure 2. Bearing journal
Further use of the gear shafts is not possible due to damage in the area of
the bearing journal if
- scores, scratches or chip-offs are found on the bearing journal which
are so deep that they can be made out by touching with the finger nail
or the tip of a pencil.
- material changes due to overheating or distinct blue discolorations are
found on the bearing journals.
2.3 Axial butting faces
2 Axial butting faces
Figure 3. Front surface of the gear shaft
A further use of the gear shaft and/or bearing support due to damage in
the area of the axial butting faces is not possible if
- scores or scratches are found on the axial butting faces which are so
deep that they can be made out by touching with the finger nail or the
tip of the pencil.
Important! Gear shaft and bearing support are adapted to each
other. It is, therefore, not possible here to replace individual components.
It is recommended to replace the lube oil pump and to have the damaged
one repaired by MAN B&W Diesel or by an authorised service center.
6682 300.02--01 E 06.00 32/40, 40/45, 40/54, 48/60, 58/64 103/ 05

3. Bearing bushes
3.1 Structure and wear characteristics
The bearing bushes of the lube oil pumps consist of a steel bush onto
which a bronze layer is sintered. The bronze layer contains a mixture of
PTFE and lead in the pores in way to the shaft which form a grey-green
glimmering slide layer as against the bearing journal of the gear shaft.
During the course of pump operation, the slide layer is gradually worn off
and the bronze layer lying underneath becomes more and more visible.
After a short running-in phase, during the course of which slight deposits
from the slide layer may occur on the bearing journal (harmless), the slide
layer is further worn off approximately analogously to the operating time, if
the stresses acting on the bearing and the operating conditions remain the
same.
3.2 Visual inspection of the bearing bushes
6 Bronze layer
7 Slide layer
Figure 4. Bearing bush in new condition
The bearing bushes are to be replaced when on approx. 70% of the

internal face of the bush the metallic bronze layer is visible.
Further use of the bearing bush is possible if
- the visible bronze portion is less than 35% of the running surface.
- the bearing bushes are otherwise in a good condition, i.e. there are
neither scratches nor scores which penetrate the grey-green slide layer
down to the bronze layer.
- the next maintenance interval corresponds to the operatingt time of the
preceding maintenance interval.
3.3 Bearing bush assessment based on the measurement of the

bearing clearance
A Inner diameter of the

bearing bush
B Outer diameter of the
bearing journal
Figure 5. Diameter for determining the bearing clearance
If there is uncertainty concerning the assessment of the wear condition

based on visible indicators, the measurement of the bearing clearance can
6682 300.02--01 E 06.00 32/40, 40/45, 40/54, 48/60, 58/64 104/ 05

provide more precise information regarding the condition of the bush.
For this purpose, the inner diameter (A) of the bearing bushes and the
outer diameter (B) of the appertaining bearing journals (4) have to be
mesasured.
Further use of the bearing bush is possible if
- in case of a shaft diameter of 60 mm: A -- B < 0.36 mm
- in case of a shaft diameter of 50 mm: A -- B < 0.34 mm
C,D Measuring level
Figure 6. Measuring levels for determining the bearing clearance
Important! Measuring the diameter has to be carried out at both

measuring levels (C, D) of the bearing bush and bearing journal. In case
the limiting value for further use is exceeded, even if this is only the case
on one of the two front surfaces, the bush has to be replaced.
3.4 Evaluation of the bearing bushes regarding scores or scratches

Individual scores and scratches, which are located within the grey-green
slide layer, permit the further use of the bearing bushes, unless the
assessment criterion mentioned under 3.2 is not complied with.
In case, however, there are scores or scratches in the internal face of the
bush which distinctly extend into the bronze layer or into the steel jacket,
the bushes have to be replaced.
6682 300.02--01 E 06.00 32/40, 40/45, 40/54, 48/60, 58/64 105/ 05

Cooling water pump

Brief description
Cooling water pumps are, to a large extent, maintenance free. Should,

however, operating problems occur, it is necessary to check the individual
components for damage and to replace them, if necessary.
mounting of components.

1 Forcing--off device 009.331--3 Optional
1 Securing compound -- Inventory
(Loctite 243)
6629 350.01--07 E 01.02 32/40 101/ 05

Related work cards

000.30
Operating sequence 1 -- Removal and disassembly of the cooling water pump
Starting condition The cooling water has been cut off and drained from the cooling water
pump, the engine has been secured against inadvertent starting.
3 Shaft 17 Seal
4 Bearing casing 18 Flange
5 Roller bearing 19 Volute casing
6 Snap ring 20 Screw plug
8 Roller bearing 21 Hexagon nut
10 Seal 22 Washer
11 Screw plug 33 Gearwheel
12 Hexagon nut 34 Washer
13 Washer 35 Hexagon bolt
15 Wheel nut 36 Hexagon bolt
16 Impeller A Gap dimension
Figure 1. Cooling water pump
Steps 1. Loosen oil and water pipes from the cooling water pump and remove
them, paying attention to the seals.
2. Attach cooling water pump to lifting tackle by means of rope, and
tighten the rope.
3. Loosen the hexagon bolts (36) and screw them out.
4. Force off the cooling water pump by means of two hexagon bolts with
pin (M16), take it off carefully and place it onto wooden pad.
6629 350.01--07 E 01.02 32/40 102/ 05

5. Loosen the hexagon nuts (12), screw them off and take off the inlet
flange (18), paying attention to the washers (13) and sealing ring
(17).
6. Loosen the hexagon nuts (21), screw them off, and take off the volute
casing (19). Pay attention to the seal (10) and the washer (22).
7. Loosen the wheel nut (15), holding up at the gearwheel (33) by
means of the forcing-off device (009.331-3) - refer to Figure 3 .
Tip! Depending on the sense of rotation of the cooling water pump, the
wheel nut has a right-hand or a left-hand thread.
8. Using the forcing-off device (350.011), pull off the impeller (16) -
refer to Figure 3 .
9. Remove the slide seal ring (25 - 27), paying attention to the individual
parts.
3 Shaft
4 Bearing casing
16 Impeller
25 Slide seal ring
26 Thrust ring
27 Seat ring
30 Shaft seal
Figure 2. Set of shaft seals
4 Bearing casing
16 Impeller
and/or M10x90
32 Hexagon bolt
M10x120/M16x100/
M10x90
33 Gearwheel
Figure 3. Removal of the impeller

10. Loosen the hexagon bolt (35), holding up by means of the forcing-off
device (009.331-3) - refer to Figure 4 .
11. Force off the gearwheel (33) - refer to Figure 4 .
12. Take off the snap ring (6) and remove shaft (3) including roller bear-
ing (5).
13. Remove the shaft seal (30), if necessary.
14. Check ball bearings (8 and 5), replace them if necessary.
15. Clean all parts, check them for wear, renew damaged or worn parts.
6629 350.01--07 E 01.02 32/40 103/ 05

3 Shaft 32 Hexagon bolt 34 Washer
4 Bearing casing 33 Gearwheel 35 Hexagon bolt
Figure 4. Removal of the gearwheel
Operating sequence 2 -- Assembly and mounting of the cooling water pump
Starting condition For assembly resp. mounting, proceed in the reverse order followed for
removal resp. disassembly, observing the following items:
1. Install the shaft (3) prior to fitting the shaft seal (30), in case it had
been removed.
2. When installing the shaft seal, observe the following items (3 - 5):
3. Check the sealing lip for damage, remove any impurities.
4. Grease the shaft seal and knead it somewhat by hand.
5. Install the shaft seal correctly (the sealing lip must point towards the
ball bearing). Make sure that the sealing lip is not damaged.
6. Mount the gearwheel (33) as follows (items 7 - 11):
7. Slightly oil the shaft cone and push the gearwheel on so that it fits
snugly.
Important! Use light oil! The gearwheel will only fit firmly on the
shaft cone after displacement of the oil film.
8. Oil the hexagon bolt (35), slip on the washer (34), screw them in to-
gether and tighten to the specified preliminary torque (see work card
000.30).
000.30
9. Measure the gap (A) between gearwheel and bearing casing (4), and
note down the value.
Important! During measuring, the axial clearance must always be
on the same side, pull the shaft out to contact!
10. Tighten the hexagon bolt to the specified final torque (see work card
000.30).
000.30
11. Repeat the measurement according to item 9, and compare both
values. Gap (A) must have been reduced by 0.8 to 0.9 mm.
12. Apply Hylomar sealing compound to the sealing face between volute
casing (19) and bearing casing (4), and mount the volute casing.
13. Check shaft running surface and seat of sealing ring in the bearing
casing for cleanliness, and install the slide seal ring (25 - 27) as de-
scribed below (items 14 - 15):
6629 350.01--07 E 01.02 32/40 104/ 05

14. Press the seat ring (27) into the slightly oiled seat in the bearing cas-
ing.
15. Apply vegetable oil to the shaft and the bore hole of the slide seal
ring (25), and slip the thrust ring (26) together with the slide seal ring
onto the shaft (refer to Figure 4 ) until the thrust ring contacts the
seat ring.
Important! Do not damage or scratch the sealing faces. Do not let
the shaft seal run dry. Fill the pump with water prior to taking it into oper-
ation!
16. Mount the impeller (16) as follows (items 17, 18):
17. Clean and dry shaft and impeller cone, do not oil them! Slip on the
impeller.
18. Apply Loctite 242 to thread and nut contact face, screw on the wheel
nut (15), and tighten to the specified torque and angle of torsion (see
000.30).
work card 000.30
19. Check shaft for ease of motion.
20. Apply Hylomar sealing compound to the sealing face between bear-
ing casing (4) and cylinder crankcase prior to attachment to the en-
gine.
21. Prior to connecting the water pipe, fill the cooling water pump with
water.
22. After a short period of operation, check cooling water pump and pipe
connections for tightness.
6629 350.01--07 E 01.02 32/40 105/ 05

Charge air cooler
100 Camshaft drive
Main starting valve
6682 322--02 E 04.98 101/ 01

Charge air cooler

Brief description
The charge air cooler has a decisive influence on the operating data and
thus the performance of the engine. It is, therefore, necessary to check
and clean the charge air cooler at regular intervals.
The work/steps concern:
checking the operating data,
chemical/mechanical cleaning of components,
Safety requirements

1 Assistant 4

1 Wire rope 322.041--15 Optional
1 Axle 322.041--28 Optional
2 Rope guide 322.043 Optional
1 Ratchet hoist 002.552 Optional
6632 322.01--02 E 04.03 V 32/40 101/ 05

1 Pipe brush -- Inventory
Technical details
Term Information
Charge air cooler 210 kg
Operating sequence 1 -- Checking the operating values
Check cooling water inlet and outlet temperature during operation. At the
same time, record charge air temperature upstream and downstream of
cooler, note down differential pressure for the same load point in the upper
load range regularly in order to have the output of the cooler under control
at all times.
Important! Cleaning on the air side of the charge air cooler is

necessary whenever the differential pressure in the upper load range
reaches 800 mm water column. This value applies to one-stage and
two-stage charge air coolers. Connections for a differential pressure
measuring device are available upstream and downstream of the charge
air cooler. Instead of the screw plugs, quick-acting couplings can be
provided.
Operating sequence 2 -- Removal of the charge air cooler
1 Charge air cooler

2 Hexagon bolt
3 Charge air cooler
casing
4 Cover
5 Clamping device with
lock nut
Figure 1. Sectional view of charge air cooler in installed condition
Steps 1. Block cooling water supply and discharge and remove the cooling
water pipes from the charge air cooler.
2. Remove all connections from the charge air cooler (1).
6632 322.01--02 E 04.03 V 32/40 102/ 05

3. Remove cover (4) and screw the lifting eye bolt (000.143) into the
charge air cooler (1).
4. Attach rope guides (322.043) to cooling water pipes (11) by means of
hexagon bolts (9). In this connection, make sure that these are in
alignment with the lifting eye bolt on the charge air cooler and with
the opening on the charge air cooler casing (3).
5. Screw the bracket (322.041-1) to the charge air cooler casing by
means of hexagon bolts (13), thereby paying attention to the spring
pins (14).
6. Attach wire rope (322.041-15) to lifting eye bolt (000.143), using
trigger snap (12), and guide the wire rope over the rope guides and
opening on the charge air cooler casing (refer to Figure 2 ).
7. Suspend ratchet hoist (002.552) in bracket and wire rope, slightly
tensioning the wire rope.
8. Unscrew the hexagon bolts (2), loosen the lock nut of the clamping
device (5), and slacken it by a few turns.
9. Pull the charge air cooler forward by approx. 500 mm, using the
ratchet hoist.
1 Charge air cooler 7 Spindle 10 Turbocharger

3 Charge air cooler casing 9 Hexagon bolt M12x170 11 Cooling water pipe
6 Cylinder crankcase 12 Trigger snap
Figure 2. Charge air cooler with attached fitting/unfitting tool
6632 322.01--02 E 04.03 V 32/40 103/ 05

10. Insert the axle (322.041-28) in spindles (7) and move it towards the
charge air cooler until it contacts the same, using thrust screws (8)
(refer to Figures 3 and 4 ).
11. Pull the charge air cooler forward to the stop by means of the ratchet
hoist.
12. Loosen the wire rope (322.041-15) by means of the ratchet hoist and
separate it from the charge air cooler using the trigger snap (12).
13. Screw the lifting eye bolts (000.142) diagonally (on the left-hand side
in the front and on the right-hand side in the back) into the charge air
cooler (refer to Figure 2 ).
15. Lift the charge air cooler and put it down into the cleaning trough.
1 Charge air cooler 7 Spindle 8 Thrust screw
Figure 3. Inserting the axle into the spindle
1 Charge air cooler

3 Charge air cooler
casing
6 Cylinder crank case
7 Spindle
8 Thrust screw
14 Spring pin
Figure 4. Sectional view of charge air cooler with attached fitting/unfitting tool
6632 322.01--02 E 04.03 V 32/40 104/ 05

Operating sequence 3 -- Cleaning the charge air cooler (on the air side)
1. Brush finned tubes with cleaning fluid or spray with undiluted solvent
(see table).
Important! In case of severe contamination or encrustation of the
finned tubes, the deposits must soak several hours in the cleaning fluid.
▲ Attention! Some cleaning agents have an etching effect on the
skin if undiluted, therefore please wear safety goggles and safety
gloves during application. Pay attention to the instructions of the
manufacturer.
2. When using a water-soluble cleaning agent, rinse the charge air
cooler with water abundantly after cleaning, otherwise, blow off by
means of compressed air.
Among others, the following cleaning agents can be recommended:
Designation Manufacturer
Air Cooler Cleaner Unitor Ship Service AS
Mastemyr
N-1410 Kolbotn/Norway
ACC Plus Unitor Ship Service AS
Mastemyr
N-1410 Kolbotn/Norway
Air Cooler Cleaner Vecom B.V.
Maassluis/Holland
Air Cooler Cleaner ACC-9 Drew Chemical Corp.
Boonton
New Jersey/USA
Air Cooler Cleaner ACC/ME Drew Chemical Corp.
Boonton
New Jersey/USA
Atlas D.G. Cleaner Atlas Mc Alpine LTD
Erith
Kent/England
Air Cooler Cleaner Nalfleet Marine Chemicals
“Sea Shield” ACC 79101 Northwich, Cheshire
CW8 4DX/U.K.
Norus Degreaser Norus Sales Co.
Stabekk/Norway
Table 1. Cleaning agents/manufacturers
Operating sequence 4 -- Cleaning the charge air cooler (on the water side)
1. Remove the water tanks from the charge air cooler.

2. Loosen deposits in the finned tubes by means of pipe brush and flush
with a strong water jet. For removal of calcareous deposits, refer to
000.08.
work card 000.08
Operating sequence 5 -- Installation of the charge air cooler
For the installation of the charge air cooler, proceed in the reverse order
followed for removal, paying attention to the following points:
1. Pull the charge air cooler approx. halfway backwards into the charge
air cooler casing and remove axle (322.041-28), thereby paying
attention that both spindles are moved in completely (refer to
Figure 3 /I).
2. Check seals for perfect condition, replace them if necessary.
3. Apply sealing compound to the sealing faces.
4. After taking into operation, check all pipe connections for tightness.
6632 322.01--02 E 04.03 V 32/40 105/ 05

Charge air cooler
Checking, cleaning on the air-- side 322.01

Brief description
The charge air cooler has a decisive influence on the operating values and
thus the performance of the engine. It is, therefore, necessary to check
and clean the charge air cooler at regular intervals.
checking the operating values,
blanking off of the charge air cooler,
restoring of original condition after cleaning and discharge of the
blankened--off space.
Safety requirements

1 Cleaning device 322.051 Standard
2 Flange with seal 322.051--14 Standard
2 Flange with seal 322.040 Standard
2 Flange with seal 322.038 Standard
4 Screw plug DIN 910--M22 x 1.5 -- Standard
4 Seal DIN 7603--A22 x 27 -- Standard
Related work cards

000.30
6632 322.01--03 E 11.98 V 32/40 101/ 04

Operating sequence 1 -- Check the operating valves
Check the cooling water inlet and outlet temperatures during operation,
simultaneously measure the charge-air temperatures upstream and
downstream of the cooler; regularly note down the differential pressure for
the same load point in the upper load range so as to keep the cooler rating
under permanent control.
The charge-air cooler needs cleaning on the air side when the pressure
difference in the upper load range has reached 800 mm water column.
This limit applies to one-stage and two-stage charge-air coolers.
Connections for a differential pressure measuring instrument are provided
upstream and downstream of the charge-air cooler. Quick-acting
couplings can be provided in place of the screw plugs.
Operating sequence 2 -- Mount the dummy flanges
1 Turbocharger
2 Hexagon head bolt
3 Hexagon nut
4 Axial compensator
6 Charge-air casing
9298* Vent
9299* Discharge for cleaning
medium
* Connection numbers
depending on
charge-air cooler
cleaning system
Figure 1. Blanking-off the charge-air cooler
Starting condition For the cleaning process, refer to the specific system and operating
description.
▲ Attention! Safeguard engine against inadvertent starting.
Steps 1. Detach all the connections from the fastening plate (9) and screw the
plugs with seal into the threads.
6632 322.01--03 E 11.98 V 32/40 102/ 04

▲ Attention! If this point is neglected, some of the cleaning
medium will penetrate into the turbocharger during the cleaning
operation. This would necessitate disassembly of the turbocharger.
2. Remove the hexagon head bolts (2) with hexagon nuts (3) and fit the
dummy flange (322.050) between the axial compensator (4) and the
connecting flange of turbocharger (1) (seal is on the axial
compensator), and rescrew the flange connection.
3. Loosen the pipe coupler between charge-air cooler and charge-air
pipe, and shift it laterally (away from the charge-air cooler).
4. Detach the connecting piece downstream of the charge-air cooler,
and screw the flange (322.038) with the seal and hexagon head bolts
(8) onto the charge-air cooler (see Figures 2 and 3).
5. Detach the air bypassing pipe or, on engines without air bypassing
pipe, the dummy flange at connection (9271) and attach the flange
(322.040) complete with seal (refer to Figure 2).
6. Detach the condensed water pot (if fitted) at connection (9299) and
attach the flange (322.051-14) complete with seal onto the
connection (9299).
1 Turbocharger
2 Hexagon head bolt
3 Hexagon nut
4 Axial compensator
6 Charge-air casing
7 Charge-air cooler
8 Hexagon head bolt
9271* Connection for air

by-passing pipe
9298* Vent
depending on
charge-air cooler
cleaning system
Figure 2. Mounting the dummy flange
4 Axial compensator
6 Charge-air casing
7 Charge-air cooler
8 Hexagon head bolt
9 Fastening plate
9298* Vent
9299* Discharge for cleaning
medium
depending on
charge-air cooler
cleaning system
Figure 3. Mounting the dummy flange
Operating sequence 3 -- Reassembly after cleaning and draining of the blanked-off space
For reassembly, proceed in the reverse order of dummy flange mounting,

taking note of the following:
6632 322.01--03 E 11.98 V 32/40 103/ 04

1. After removal of flanges (322.050 and 322.038) complete with seals,
apply Hylomar SQ 32/M sealant to the flange surfaces between the
connecting piece and the charge-air cooler (7).
2. Prior to tightening the hexagon head bolts (8), adjust the connecting
piece to align with the charge-air pipe.
3. Push the pipe coupler over the joint between charge-air pipe and
connecting piece, and fasten it in place. Check for effective sealing
and retighten if necessary (for tightening torque, refer to work card
000.30).
000.30
4. Check all the connections for tightness.
6632 322.01--03 E 11.98 V 32/40 104/ 04

Fuel injection pipe
100 Camshaft drive
Main starting valve
6682 434--02 E 04.98 101/ 01

Fuel injection pipe

Brief description
Fuel injection pipes are to be dismounted for maintenance and repair work
on injection valves or injection pumps.
Safety requirements
- Engine shut down



1 Plate--type spanner, 32 mm 009.088 Standard
1 Extension piece 001.913 Inventory
Related work cards

000.30 221.01 434.02
6629 434.01--02 E 02.01 32/40 101/ 04

1 Cylinder head 8 Delivery pipe 15 Leaked fuel drain pipe
2 Threaded piece 9 Injection pump 16 Hexagon bolt
3 O-ring seal 10 Covering (bottom) 17 Washer
4 Adapter 11 Hexagon bolt 18 Nut (left-handed
5 Nut 12 Hexagon nut thread)
6 Set screw 13 Charge-air pipe
7 Hexagon nut 14 Covering (top)
Figure 1. Fuel injection pipe (illustration shows covering without socket for engine diagnosis system)
Operating sequence 1 -- Remove the fuel injection pipe
Starting condition Covering on the exhaust counterside removed, shut-off valves on the fuel
pipes closed, cylinder head cover dismounted.
Steps 1. Loosen hexagon nuts on the injection valve and screw them off
221.01).
2. Remove the leaked fuel drain pipe (15) from the lower part of the cov-
ering (10).
3. In case of engines provided with an engine diagnosis system
(MODIS), pull the plug off the covering.
4. Slacken hexagon nuts (7) and screw set screws (6) half out.
5. Loosen hexagon bolts (16).
6. Slacken nuts (5), screw them off and push back.
7. Pull the delivery pipe (8) off the threaded piece (2) by slightly lifting,
resp. pressing down the adapter (4) and the threaded piece, depend-
ing on the tolerance.
6629 434.01--02 E 02.01 32/40 102/ 04

Important! If more than one fuel injection pipe has to be dis-
mounted, they have to be appropriately marked so that each of the pipes
can be refitted to the same cylinder.
8. Screw out hexagon bolts, remove washers (17) and adpater.
9. Clean the fuel injection pipe on the outside.
10. Clean the sealing faces on the delivery pipe (8), check for damage
and recondition, if necessary (cf. work card 434.03).
434.03
11. Protect the connection socket on the injection pump (9) against dam-
age and dirt.
Operating sequence 2 -- Mount the fuel injection pipe
Starting condition Fuel injection pipe cleaned.
Steps 1. Clean the sealing faces on the threaded piece (2) and the fuel injec-
tion pump (9), check them for damage and recondition, if necessary
221.06) .
2. Place new O-ring seal, which has been coated with acid-free grease,
into ring groove, taking care that it is not twisted.
3. Place adapter (4) on threaded piece (2) and loosely screw in hexagon
bolts (16) together with washers (17).
Important! Before fitting the fuel injection pipe, verify that the nuts
434.02).
(18) on the delivery pipe (8) are on tightly (cf. work card 434.02
4. Coat thread of nuts (5) with MoS2 lubricant.
5. Put delivery pipe (8) together with covering on injection pump (9) and
screw on nuts by two or three turns.
▲ Attention! It is important to fit the delivery pipe to the injection
pump first.
6. Insert delivery pipe into the connection on the threaded piece by
slightly lifting, resp. pressing down the adapter and the threaded
piece, depending on the tolerance.
7. Screw nut onto threaded piece.
000.30).
8. Tighten both nuts (5) to the specified torque (cf. work card 000.30
9. Tighten hexagon nuts (16).
10. Coat threads and seating surfaces of hexagon nuts on the fuel injec-
tion valve with MoS2 lubricant, screw the nuts onto the studs hand-
tight, and tighten them alternately in several steps to the specified
000.30).
torque (cf. work card 000.30
Important! If the fuel injection valve has been installed in a cylinder
head at operating temperature, initially fasten the hexagon nuts only hand-
tight, and tighten them to the specified torque after temperature equalisa-
tion.
11. Initially tighten both set screws (6) so that covering can still be
moved.
12. Check if the tops of the set screws are located in the groove of the
nuts.
Important! Special attention has to be paid to this point, as other-
wise the covering will not be tight at the ends because of inclined fasten-
ing.
13. Tighten the set screws, and screw on hexagon nuts (7) until seated.
6629 434.01--02 E 02.01 32/40 103/ 04

Important! The covering has to fit snugly!
14. In case of engines provided with an engine diagnosis system
(MODIS), insert plug into socket.
15. Mount the leaked fuel drain pipe to the covering.
16. Mount the covering on the exhaust counterside.
17. Remount the cylinder head cover.
6629 434.01--02 E 02.01 32/40 104/ 04

Fuel injection pipe

Brief description
Fuel injection pipes are to be disassembled for checking and

reconditioning the sealing faces of the delivery pipe.

1 Spanner 434.041 Standard
Related work cards

434.01 434.03
Operating sequence 1 - Disassemble the fuel injection pipe
Starting condition Injection pipe dismounted
Steps 1. Push the nuts (5) back until nuts (18) are accessible.
2. Unscrew the nuts (18) using the spanner (434.041) - left-handed
thread! Pull the nuts (5) off.
▲ Attention! The jacking (10 and 14) must not be disassembled
(points 3 and 4) on engines equipped with the engine diagnosis
(MODIS) to avoid that the line connecting the strain guage with the
socket is damaged or broken.
3. Unscrew the hexagon nuts (12) and remove the hexagon head bolts
(11).
4. Take the jacketing pieces (10 and 14) off the delivery pipe (8).
5. Clean all the parts and check them for damage, replace them if
necessary.
6629 434.02--02 E 07.97 32/40 101/ 02

▲ Attention! When cleaning the parts, take care that on engines
equipped with the engine diagnosis system (MODIS) the line
connecting the strain gauge with the socket is not damaged or
broken.
6. Remachine the sealing faces on the delivery pipe, if necessary (cf.
work card 434.03).
434.03
5 Nut
8 Delivery pipe
10 Lower part of jacketing
12 Hexagon nut
14 Upper part of jacketing
18 Nut (left-handed
thread)
19 O-ring seal
20 O-ring seal
Figure 1. Fuel injection pipe (jacketing without socket for the engine deagnosis system being shown in the figure).
Operating sequence 2 - Reassemble the fuel injection pipe
Starting condition All the parts cleaned, sealing faces on the delivery pipe, if damaged,
remachined.
On engines equipped with the engine diagnosis system (MODIS) the
jacketing (10 and 14) not disassembled.
Steps Important! On engine equipped with the engine diagnosis system

(MODIS), start with reassembly at point 4.
1. Apply acid-free grease to a new O-ring seal (20) and insert it into the
ring groove, taking care not to distort it.
2. Push th jacketing parts (10 and 14) over the delivery pipe (8) and fit
them togehter, insert hexagon head bolts (11) and loosely screw the
hexagon head nuts (12) in place.
3. Align the jacketing parts and tighten the hexagon nuts.
4. Apply acid-free grease to new O-ring seals (19) and insert these into
the ring groove, taking care not to distort them.
5. Put the nuts (5) onto the delivery pipe.
6. Using the spanner (434.041), screw the nuts (18) onto the delivery
pipe down to contact (left-handed thread!) - refer to FIgure 1,
detail Y.
Important! If the fuel injection pipe is to be mounted at a later time,
pull the nuts (5) over the delivery pipe ends as aprotection for the sealing
faces on the delivery pipe.
6629 434.02--02 E 07.97 32/40 102/ 02

Fuel injection pipe
Sealing faces on the delivery pipe
Grinding 434.03

Brief description
The sealing faces on the delivery pipe of the fuel injection pipe are to be
checked for damage and, if necessary, remachined every time it is
removed.
The work concerns:

1 Grinding device for delivery pipe 434.042 Optional
1 Locating plate 434.042--1 Optional
1 Threaded ring 434.042--2 Optional
1 Bearing ring 434.042--3 Optional
1 Bearing flange 434.042--4 Optional
1 Adapter flange (delivery pipe) 434.042--5 Optional
1 Counter flange (delivery pipe) 434.042--6 Optional
2 Bearing block 434.042--10 Optional
1 Swivel arm 434.042--11 Optional
1 Stop gauge (delivery pipe) 434.042--14 Optional
1 Base plate 434.042--17 Optional
1 Sliding carriage 434.042--18 Optional
1 Shaft 434.042--19 Optional
1 Hook spanner 434.042--37 Optional
1 Face spanner 434.042--38 Optional
2 Clamping lever 434.042--41 Optional
6629 434.03--02 E 04.98 32/40 101/ 05

5 Emery paper 434.042--44 Optional
Related work cards

434.01 434.02

M5x10
3 Grinding device
4 Support adjusting
crank
Figure 1. Grinding device for delivery pipe with attached fuel injection pipe
6629 434.03--02 E 04.98 32/40 102/ 05

M5x10
5 Stop
Figure 2. Grinding device for delivery pipe
Operating sequence 1 -- Attaching the fuel injection pipe to the grinding device for the delivery pipe
Starting condition Fuel delivery pipe partly disassembled (see work card 434.02
434.02) and
cleaned.
Important! The grinding device for the delivery pipe must be

installed and operated on a solid support. Vibrations of the grinding device
have an influence on the surface quality of the sealing faces to be ground.
The fuel injection pipes to be ground must be absolutely free from lube oils
and greases. Any kind of contamination, especially lubricants, reduce the
service time of the grinding wheel considerably.
Steps 1. Loosen both clamping levers (434.042-41) and swivel out the grinding
device (3) together with the bracket (434.042-12) up to the stop.
2. Screw the adapter flange (434.042-5) onto the threaded ring
(434.042-2) by means of the hexagon socket bolts (2) and tighten.
3. Attach the stop gauge (434.042-14) to the adapter flange using two
hexagon socket bolts (6).
Tip! When fastening the stop gauge to the adapter flange by means of
the tommy bar (000.262), hold up at the threaded ring.
4. Screw the counter flange (434.042-6) onto the fuel injection pipe (1).
Tip! The delivery pipe of the fuel injection pipe has a left-handed
thread.
5. Screw fuel injection pipe together with counter flange into adapter
flange until cone of delivery pipe contacts the stop gauge.
6629 434.03--02 E 04.98 32/40 103/ 05

6. Screw the counter flange onto the adapter flange and tighten it using
the face spanner (434.042-38) and hook spanner (434.042-37).
7. Remove stop gauge (434.042-14).
8. Push the tommy bar (000.262) radially into the threaded ring
(434.042-2), screwing the ring in until it contacts the locating plate
(434.042-1).
9. Press the yellow stop knob on the grinding device, put the grinding
wheel (434.042-16) together with the emery paper (434.042-44) onto
the grinding device and tighten by means of mounting nut.
10. Pull the sliding carriage (434.042-18) back by means of the support
adjusting crank (4).
11. Swivel the bracket (434.042-12) back in again until it contacts the
stop, blocking it on the sliding carriage by means of the two clamping
levers (434.042-41).

M6x35
Figure 3. Attaching the fuel injection pipe on the grinding device for delivery pipe
Operating sequence 2 -- Regrinding the sealing faces on the delivery pipe
Starting condition Fuel injection pipe correctly attached to the grinding device for delivery
pipe. Grinding wheel with new emery paper mounted on the grinding
device.
▲ Attention! Remachining the sealing faces is difficult and requires

particular care. It is recommended to have this work carried out in a
service centre or by personnel of MAN B&W Diesel.
Steps 1. Swing the swivel arm (434.042-11) with the grinding device to the
right-hand stop (5).
2. Move the grinding wheel (434.042-16) towards the sealing face of the
fuel injection pipe by means of the support adjusting crank until the
grinding wheel touches the sealing face.
3. Move the swivel arm to the left-hand stop (434.042-13) so that the
front side of the grinding wheel faces the fuel injection pipe.
▲▲ Caution! Wear safety goggles when grinding delivery pipes!
4. Establish the voltage supply for the grinding device and switch the
device on.
5. Turn the fuel injection pipe evenly, and, at the same time, move the
swivel arm with the grinding device around the sealing face contour.
▲ Attention! The grinding wheel must not contact the adapter
flange.
6. The feed is effected at the threaded ring (434.042-2) by means of the
tommy bar (000.262). Maximum feed per operation is a scale mark
at the threaded ring.
6629 434.03--02 E 04.98 32/40 104/ 05

▲ Attention! The feed is not effected at the support adjusting
crank. The adjusted position remains unchanged during the whole
grinding process.
Sealing faces are to be slightly remachined only, merely to be
smoothed, removing as little of the material as possible.
7. Move the swivel arm to the left-hand stop so that the front face of the
grinding wheel faces the fuel injection pipe and turn off the grinding
device.
8. Evaluate the result of the grinding process. Repeat the grinding
process until the sealing face has been ground evenly bright.
Important! In case the required contact pattern can no longer be
realised by means of the grinding device for delivery pipe, the grinding
device is to be sent to an MAN service centre for repair.
Tip! Remove used up emery paper immediately and replace by new

emery paper.
9. Remove the fuel injection pipe from the grinding device for delivery
pipe and take off the counter flange.
6629 434.03--02 E 04.98 32/40 105/ 05

Buffer piston
Checking 434.04

Brief description
Buffer pistons are to be dismantled at regular intervals. In this connection,

the set of piston sealing rings is to be renewed.

1 Hexagon bolt M10x200 -- Inventory
1 Lubricant (copa slip) -- Inventory
1 Locking wire -- Inventory
1 Pliers for locking wire -- Inventory
2 Flat strip (nylon) -- Inventory
Qty Denomination No.

1 Set of piston sealing rings 434.20.018
434.20
Preliminary remarks
Knocking noises of the buffer piston during operation are an indication of

compression spring fracture. Undamped relief pressure waves of the fuel
injection pumps in the fuel admission and discharge system may also
result from a seized piston. An increased leakage fuel amount may be
caused by a damaged set of OMEGAT piston sealing rings (2) or by wear
on piston (1) and bush (3). Disassembly of the buffer pistons is to be
carried out immediately upon such findings.
6629 434.04--01 E 11.99 General 101/ 03

1 Piston
2 Set of OMEGAT piston
sealing rings
3 Bush
4 Cover
5 Stop screw
6 Inner spring
7 Outer spring
8 Hexagon nut
10 Locking wire
11 Seal
12 Connection for leakage
fuel pipe
Figure 1. Sectional drawing of the buffer piston
Operating sequence 1 -- Checking of the buffer piston (during operation)
Starting condition Engine is running at operating temperature.
Steps 1. For the operational check of the piston (1), remove the locking wire
(10) and cautiously screw out the stop screw (5).
2. Insert the test pin (e.g. a long screw driver) into the cover (4) and
ascertain whether the piston carries out pulsating motions.
3. Screw the stop screw back in and secure it by means of the locking
wire (refer to Figure 1).
4. For checking the set of OMEGAT piston sealing rings (2), cautiously
remove the leakage fuel pipe from connection (12).
5. In case of leakage fuel, the set of piston sealing rings is to be
replaced as described under operating sequence 3.
Operating sequence 2 -- Disassembly and checking of the buffer piston components
Starting condition Engine stopped, fuel pipe shut off.
Steps 1. Loosen the hexagon nuts (8) evenly and screw them off.
Take off the cover (4), paying attention to the seal (11).
▲ Attention! Normally, the springs (6 and 7) have been released
before the hexagon nuts (8) are removed. In case the piston (1)
seized in its end position, however, there are still spring forces
acting on the cover when unscrewing the hexagon nuts. Avoid
staying in the axial direction of the buffer piston on opening, danger
of injury!
Dimension Process tolerance Maximum

when new clearance
Piston 90 f7 0.036 ... 0.106 mm 0.250 mm
Bush 90 H7
Table 1. Dimensions and clearances of the buffer piston components
2. Take out the springs (6 and 7), checking them for incipient cracks
and/or fractures.
6629 434.04--01 E 11.99 General 102/ 03

3. Screw hexagon head bolt M10x200 into the thread on the piston
crown and pull the piston out.
4. Take off the set of OMEGAT piston sealing rings (2), check piston
and bush for free movement, measure wear by means of the feeler
gauge (000.451).
Important! In case the maximum piston clearance is exceeded,
use new parts. Scored bushes should be replaced, since they cause an
increase in leakage fuel. The set of OMEGAT piston sealing rings is to be
renewed every time the buffer piston is checked.
Operating sequence 3 -- Renewal of the OMEGAT piston sealing ring set
Starting condition Old sealing ring set removed. Ring groove of the piston cleaned.
Steps 1. Screw the hexagon head bolt M10x200 into the piston crown and
chuck the hexagon head bolt into the vise, paying attention to the
piston (1) and ensuring that the piston is not damaged.
2. Insert the set of OMEGAT piston sealing rings (2) into the ring groove
as far as possible.
Lay two nylon tapes around the set of OMEGAT piston sealing rings
at a distance of approx. 120 (refer to Figure 2). Using the tapes,
pull the set of OMEGAT piston rings cautiously over the piston edge
into the groove. Afterwards remove the tapes carefully, paying
attention that the set of seals is not twisted.
1 Piston
2 Set of OMEGAT piston
sealing rings
9 Nylon tape
Figure 2. Installation of a new set of OMEGAT piston sealing rings
Operating sequence 4 -- Assembly of the buffer piston
For assembly, proceed in the reverse order followed for removal,

observing the following points:
1. Treat the running face of piston and bush with copa slip prior to
assembly.
2. When introducing the piston, do not damage the set of OMEGAT
piston sealing rings.
3. Secure the stop screw (5) by means of the locking wire (refer to
Figure 1).
4. Attach the leakage fuel pipe to the connection (12).
6629 434.04--01 E 11.99 General 103/ 03

B2 Working Instruction V32

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Technical Documentation

MAN Diesel SE : D-86224 Augsburg : Telefon (0821) 3 22-0

00016 B2--01 E 11.06 101/ 02

00016 B2--01 E 11.06 102/ 02

N 2 Work cards, arranged by subjects/key words

N 3 Work cards, arranged by subassembly groups

6632 11.06 V 32/40 101 /01

6682 1--02 E 08.97 101/ 01

6632 11.06 V 32/40 101 /01

Work cards serve the particular prupose of providing essential information

6682 1.1--01 E 08.97 General 101/ 01

Structure Work cards contain the following information as a rule:

Counting number (card 2)

Access to the ordinal system of the list, Part 3 is ensured by the

▲▲▲ Danger! Imminent danger.

▲▲ Caution! Potentially dangerous situation.

▲ Attention! Possibly dangerous situation.

Important! For calling attention to error sources/handling errors.

Tip! For tips regarding use and supplementary information.

6682 1.2--01 E 08.97 General 101/ 02

Values for the tightening of bolted connections and the appropriate

6682 1.2--01 E 08.97 General 102/ 02

Qty Designation No. Availability

6682 1.3--02 E 09.06 General 101/ 05

Set of basic tools, complete 009.229

Set of socket wrench inserts (10x12,5 to 34x12,5) 009.230

Socket wrench insert DIN 3124 -- 10x12,5 001.787

Cross handle DIN 3122 A -- 12,5 001.891

Extension DIN 3123 B -- 12,5x75 001.908

Universal joint DIN 3123 C -- 12,5 001.876

6682 1.3--02 E 09.06 General 102/ 05

Ratchet DIN 3122 C -- 12,5 001.521

Set of combination wrenches (5,5 to 34) 009.231

Combination wrench DIN 3113 AK -- 5,5 002.050

Single ended open-jaw wrench DIN 894 -- 36 000.566

Screw driver with hexagon A 8.06506 -- 0,8x5,5 000.391

6682 1.3--02 E 09.06 General 103/ 05

Screw driver for recessed-head screws

Hexagon screw driver DIN 911 -- 3L 000.307

Tommy bar DIN 900 A -- 5 000.507

Adapter DIN 3123 A -- 20x12,5 001.923

Pliers for retaining rings DIN 5254 A -- 10-25 002.121

6682 1.3--02 E 09.06 General 104/ 05

Pliers for retaining rings DIN 5256 C -- 19-60 002.162

Feeler gauge DIN 2275 C -- 0,05-1 000.451

Crow bar S 550 A -- 15 001.391

Hammer DIN 1041 -- 300L 000.693

Tool box, 5-parts, 530x200x200 009.470

Table 2. Basic tools

6682 1.3--02 E 09.06 General 105/ 05

6682 2--02 E 08.97 101/ 01

N 001 Operating media systems/Pipes

000.03 Operating media systems

N 002 Operating media/Auxiliary agents

000.04 Lubricating oil

N 003 Machine elements

000.11 Galvanized bearings

6632 11.06 V 32/40 101 /02

N 004 Hydraulic tensioning tools/ High--pressure pump

000.33 Working and safety regulations

N 005 Operating data/Operating results

000.25 Ignition and compression pressures