8-1. Manual Servicio Motogenerador STX (Ingles)

CONTENTS
1. DIESEL ENGINE Mtto Pag 100
2. GENERATOR Mantto Pag 228
3. TURBOCHARGER Mantto Pag 335
4. PANEL
5. RADIATOR
6. INTAKE AIR FILTER
7. COOLING WATER PUMP
8. JW PREHEATING UNIT
9. THERMOSTATIC 3-WAY VALVE
10. EXPANSION JOINT
11. T/C AUTO CLEANING MODULE

1. DIESEL ENGINE
Instruction book
YARD/OWNER
HULL NO 8L22HLX
1. INTRODUCTION & SAFETY PRECAUTIONS
1.1 Introduction
This instruction manual gives an explanation of engine
construction, handling and maintenance procedures to
engine operators.
Engine operators should conduct the inspection, start-

up, running and stopping of engines in accordance with
the proper procedures as directed in this manual only
after reading this manual carefully to familiarize
themselves with the contents.
In particular, “Safety Precautions" of this manual

shall be read carefully to have a good understanding
of them before carrying out the work.
Furthermore, it is recommended to keep this manual near

at hand all the time while carrying out the work.
Caution
1. Contents of this manual shall be indifferent to

warranty clause.
2. Should there be any indistinct and noticeable

points, please ask our works about the matter
through the head quarter or any of the divisions,
branches, sales offices and service stations.
3. When replacing parts, please be sure to use our

genuine parts.
1-1
This document is property of STX ENGINE CO., LTD. It must be neither reproduced nor communicated nor published without permission.
4. When ordering parts, please be sure to specify the
following items.
(1) Name of Purchaser (Plant or Vessel)

(2) Engine Model, Engine Serial No.
(3) Description of Part
(4) Parts Catalog Collation No.
(5) Quantity
Where there are any doubtful points having arisen

when ordering parts, when receiving parts and when
mounting parts, be sure to contact us.
5. For details of ancillary equipment, please refer to

individual makers' instruction manuals.
6. Contents given in this manual may differ from a

part of the engine purchased from us to some extent
due to alterations of engine specifications and
others. In addition, the contents of this manual
are subject to change without notice for the
modification of products.
Should there be any indistinct points, please

contact us.
7. This manual shall not be disclosed, presented, or

duplicated to any third parties.
1-2
1.2 Safety Precautions
Most of the accidents arising in handling the engine

are caused by the operator's negligence of basic
safety rules and precautions or maintenance
inspection, etc. as specified by the manufacturer.
Prior to installation, assembly, running, maintenance

service and inspection, persons engaged in these items
of work should necessarily read through the
instruction manual and all other exhibits carefully
even for the prevention of danger and use the engine
properly after familiarizing themselves with all of
the knowledge of plant and equipment, safety
information, and cautionary instructions. Besides the
above, it is recommended to keep this manual near at
hand so that the manual can be referred to at any
time in carrying out the work.
“Basic Cautionary Instructions on Safety" in this

manual gives a fundamental explanation necessary for
securement safety. At the same time, labels gibing
warnings to persons concerned are affixed for the
prevention of physical accidents caused by mishandling
during operation and those caused by inadvertence
during maintenance service. It should be noted that the
instruction manual and labels have to be followed up as
necessary.
The rank of safety precautions is classified into

“DANGER",”WARNING" and “CAUTION" in this instruction
manual as shown below.
Imminent danger of death or suffering

DANGER from serious physical injuries.
1-3
Where possible danger of death or
WARNING suffering from serious physical
injuries, and occurrence of serious
physical damage are presumable.
Where possible danger of suffering

from light or medium physical
CAUTION injuries, and occurrence of physical
damage are presumable.
Even such matters which fall under

CAUTION
may possibly lead to serious results depending upon the

circumstances. Be sure to observe the instructions given
by where every description covers

CAUTION
important notes.
1-4
1.3 Basic Cautionary Instructions on Safety
1.3.1 General cautionary instructions
Cautions to be used inside engine room and enclosure
・ Ventilate the interior of engine room of enclosure.
・ Take care against fire, especially observe no-smoking when

handling fuel oil and lubricating oil, and keep away from open
fire and sparking objects.
・ For the prevention of tumbling and upsetting, try to keep

orderly arrangement at all times and leave out no articles on
the passageway. Always try to keep clean such foothold places
as floor surface, foot-plate, etc. that are made slippery and
exposed to a danger of tumbling or falling if fouled with oil,
water, or the like.
・ Make sure of location of passageways and exits so as to take

shelter in a safe area forthwith when put in dangerous state in
the course of work.
Cautions for garments and protective outfits
・ Put on helmet and safety shoes at all times inside the engine
room and enclosure.
When carrying out any work necessitating the Protective outfits
(gloves, protective goggles, earplugs, etc.) as listed in
“Practical cautionary instructions on safety", be sure to put on
specified protective outfits.
・ Do not put on any unmatched oversize garments and worn-out

clothes. Take off jewels and accessories before starting on
work.
1-5
Cautions in the course of running
・ Where any unusual noise, malodor, or vibration is detected, stop the

engine depending upon the circumstances. Clear up the cause and
make repairs and restoration before restarting on running.
Cautions in handling outfits
・ Use outfits under normal condition at all times and make sure of
usage of them before starting on work.
・ Make sure that lifting outfits such as chain, hook, rope, etc. are free
from abnormalities at any time and observe service criteria and
permissible load.
・ Hang hooks on the proper positions and use stays necessary.
・ Allow slinging and crane operations to be conducted by qualified

persons.
Cautions during execution of works
・ Prior to repair and inspection work, post a signboard, " NO RUNNING ",
on the conspicuous place exposed to view to prevent the engine from
being started by mistake during the work.
・ When carrying the work by the use of foot plate, manifold, etc. as
footholds, it may lead to a serious physical accident caused by falling.
To prevent this, give careful attention to footings for the sake of safety.
1-6
・ Since manual turning of the engine may lead to a danger of
serious physical accidents, be sure to carry it out by selecting the
proper method and place.
Never carry out the following.
※ Turning by the use of radiator fan.

※ Turning by the use of starter motor and start air.
・ When handling a weighty article exceeding 20kg in weight, use a

crane or hoist, or allow two persons or more to engage in the
handling work. (In the case of joint work also, the weight should
be limited to less than 20kg per person.)
・ When handling refrigerants such as liquid nitrogen, put on

protective outfits for the prevention of difficulty in breathing and
frostbite, and carry out the work in the well-ventilated area.
・ When handling combustible substances such as solvent,

degreaser, etc., carry out the work carefully in accordance with
maker's instruction manual.
・ When using compressed air for cleaning etc., put on protective

mask and safety goggles.
Cautions in replacement of parts
・ Unless our genuine parts are used for replacement of parts, it

may result in serious failures and physical accidents. To prevent
this, be sure to use our genuine parts.
1-7
Others
・ Do not remodel the engine and plant equipment without our

permission.
・ Should there be any indistinct points on safety and handling,

please contact us.
1-8
1.3.2 Practical cautionary instructions Remarks
Remarks
COMBUSTIBLE 1. Equipment and pipelines of fuel oil line, lubricating
oil line, and gas fuel line for gas engine.
WARNING
(1) In cases of fuel leakage from equipment and pipe-

lines of fuel oil line and gas fuel line for gas
engine, there is a danger of fire hazard. 2-1-01～
Conduct inspection at all times to avoid causing 2-9-01
bolt looseness, gasket deterioration, and 3-5-01～
equipment and pipeline cracking. 3-5-19
WARNING
(2) In cases of lubricating oil leakage from equipment

and pipelines of lubricating oil line, there is a danger
of fire hazard. 2-1-01～
Conduct inspection at all times to avoid causing 2-9-01
bolt looseness, gasket deterioration, and 3-5-01～
equipment and pipeline cracking. 3-5-19
WARNING
(3) In cases of a possibility of mist-like leakage due to

high pressures in fuel oil line and lubricating oil line,
there is a danger of fire hazard. 2-1-01～
Stop the engine running forthwith and take 2-9-01
preventive measures against leakage. 3-5-01～
3-5-19
1-9
Remarks
COMBUSTIBLE 2．Equipment and pipelines of exhaust gas line
WARNING
(1) In cases of hot exhaust gas leakage from equipment

and pipelines of exhaust gas line, there is a 2-1-01～
danger of fire hazard. 2-9-01
Stop the engine running forthwith and take 3-5-01～
Preventive measures against leakage. 3-5-19
3．Anti-freeze
WARNING
WARNING
(1) Keep away from the fire since anti-freeze entails
the danger of ignition to scald.
1-4-01～
1． Crankcase door 1-4-05
EXPLOSION 2-1-01～
2-1-04
DANGER
(1) Where the engine is brought to a stop due to

abnormal heat generation being detected inside
the engine room, there is a danger of explosion
if crankcase door is allowed to open forthwith.
Open the door after the lapse of a cooling period 2-1-01～
of not less than 20 minutes. 2-9-01
1-10
Remarks
EXPLOSION
WARNING
WARNING
(2) There are cases where scald is caused by the
actuation of crankcase safety valve due to 2-1-01～
abnormal pressure rise inside the crankcase. 2-9-01
Do not gain access to the blow-off nozzle.
2．Cylinder safety valve
WARNING

actuation of cylinder safety valve due to
abnormal pressure rise inside the cylinder. 2-1-01～
Do not gain access to the blow-off nozzle. 2-9-01
3．Exhaust flue safety valve of gas engine
DANGER

actuation of the exhaust flue safety valve of gas
engine due to flame failure, etc. －
Do not gain access to opening of safety valve.
1-11
Remarks
EXPLOSION 4．Battery
WARNING
WARNING
(1) There is a danger of fire hazard due to emission
of flammable gas from battery. －
Keep the surroundings of battery away from the
fire.
5． Engine room for gas engine
WARNING
(1) In cases of gas leakage from gas fuel pipeline,

there is a danger of explosion inside the engine
room and enclosure for gas engine. －
To prevent this, be sure to keep the ventilating
fan running.
WARNING
1-12
Remarks
EXPLOSION (2) In cases where the engine is brought to a stop －
by the actuation of gas detector, there is a
danger of explosion caused by the actuation of
gas detector.
Close the gas partition valve and turn OFF AC
power supply.
Thereafter open the doors of engine room and
enclosure to effect ventilation thoroughly.
After making sure that the concentration of leak
gas has come down to the alarm set point or
below,
carry out the repair work of gas leak location.
WARNING
(3) In cases where an alarm is given by the actuation －

of gas detector during the period of engine stop,
there is a danger of explosion.
Close the gas partition valve and turn OFF AC
power supply.
Thereafter open the doors of engine room and
enclosure to effect ventilation thoroughly.
After making sure that the concentration of leak
gas has come down to the alarm set point or below,
Carry out the repair work of gas leak location.
－
(4) When re-starting the engine after a stop due to the
delayed starting, the remaining unburned fuel gas in
the intake and exhaust lines and cylinder may ignite
to cause explosion.
In such cases, carry out “Air run" before re-
starting with gas supply valve and each cylinder
indicator cock being kept closed to purge the
interior from the residual fuel gas.
1-13
Remarks
1． Motor
ELECTRIFICATION
WARNING
(1) Each kind of motor entails the danger of

electrification. 2-1-01～
Before turning ON power supply, check if there are 2-9-01
any abnormality in wire connections and peel-off of
covering.
2． Electrical devices
WARNING
(1) Electrical devices such as various switches,

electrical governor, fuel scale level
transmitter, etc. and wiring entail the danger 2-1-01～
of electrification. 2-9-01
Before turning ON power supply, check if there
are any abnormality in wire connections and
peel-off of covering.
WARNING
1-14
Remarks
ELECTRIFICATION (2) Electrical devices built into remote control stand, 2-1-01～
alarm panel, solenoid valve unit, etc. and etc. and 2-9-01
separately-installed accessory devices entail the
danger of electrification.
Before turning ON power supply, check if there are
any abnormality in wire connections and peel-off of
covering.
WARNING
(3) Ignition line wiring, booster coil and high tension coil
of gas engine entail the danger of electrifi-cation due
to high voltage being applied to them while the engine 2-1-01～
is running. 2-9-01
Never touch them until the engine has come to a
stop.
Before starting the engine, check if there are any
abnormality in wire connections and peel-off of
covering.
POISON 1．Mercury thermometer
CAUTION
(1) The mercury applied to mercury thermometers is

poisonous.
Wipe off the mercury spilt from broken －
Thermometers.
1-15
Remarks
POISON 2． Cooling water additives
CAUTION
(1) The rust-preventive agent, inhibitor and

anti-freeze for use with cooling water line are 1-4-01～
poisonous to the human body. 2-9-01
Handle them carefully so that they will not come 3-5-01～
into eyes or come in contact with the body. 3-5-19
5-4-01～
3．Battery 5-4-10
WARNING
(1) Battery electrolyte is poisonous.

Never allow it to come in contact with skins or －
come into eyes.
1-16
Remarks
SLIPPING 1．Foot plate
CAUTION
(1) The top surface of foot plate, that is slippery if 2-1-01～

fouled with oil etc., entails the danger of 2-9-01
tumbling and Wipe off thoroughly the oily matter left 4-1-01～
on the foot plate and shoes. 5-4-10
2．Topside of engine
CAUTION
(1) The topside of engine intake manifold, air duct, 2-1-01～

etc., that is slippery in some cases, entails the 2-9-01
danger of tumbling and falling. 4-1-01～
Do not step on their topside unless safety has 5-4-10
been confirmed.
FALLING 1．Topside of foot plate
CAUTION
(1) The topside of foot plate entails the danger of 2-1-01～

falling. Watch your footing and hold the 2-9-01
handrail to the extent possible when moving on 4-1-01～
the topside. 5-4-10
1-17
Remarks
FALLING 2．Topside of engine
CAUTION
(1) The topside of engine intake manifold, air duct, 2-1-01～

etc. entails the danger of falling.
2-9-01
Do not step on their topside unless safety has
been confirmed. 4-1-01～
5-4-10
1．Flywheel
ENTANGLED
WARNING
(1) There is a danger of parts of the body being

entangled into the flywheel area in the course 2-1-01～
of engine running. 2-9-01
Do not allow your hand, leg, etc. to gain access
to the area.
2． Rotating part
WARNING

entangled into the rotating parts (coupling, 2-1-01～
output shaft, radiator fan, etc.) in the course
2-9-01
of engine running.
to the parts.
1-18
Remarks
ENTANGLED 3．Turning device
WARNING
2-1-01～
5-4-10
entangled into the rotating parts or gears of
turning device in the course of turning with
the turning device.
to the parts.
DANGER
(2) There is a danger of persons, working in the

2-1-01～
inside and in the vicinity of the engine, being 5-4-10
entangled when turning the engine.
Carry out the turning operation only after
making sure of freedom from danger.
WARNING
2-1-01～
(3) There is a danger of injuries being caused by 5-4-10
contra rotation of crankshaft if turning is carried
out without opening the indicator cock or
explosion check plug. Be sure to open the
indicator cock or explosion check plug when
carrying out turning.
1-19
Remarks
ENTANGLED 4．When machining
CAUTION
(1) There is a danger of hands or legs being 4-1-01～

entangled during the course of grinding, 4-11-01
turning, and drilling work.
Do not put on gloves.
PINCHED 1．Moving parts of engine
WARNING
(1) There is a danger of hands or legs being pinched 2-1-01～

By the moving parts (valve actuator, fuel injection 2-9-01
pump roller guide, governor link, stopping piston,
etc.) of the engine in the course of engine running.
Never insert your hands and legs.
1-20
Remarks
PINCHED 2．Doors of enclosure and engine room
CAUTION
(1) There is a danger of your body being pinched by the

doors of enclosure and engine room that －
are designed to be readily closed by the
difference in atmosphere between the inside
and outside.
Take precautions so that your body will not be
pinched.
3．When installing, disassembling & reassembling
WARNING
(1) There is a danger of your hands being pinched by

the gear and cam roller of the engine. 2-1-01～
Never insert your hands in the course of 3-5-19
turning.
CAUTION
(2) There is a danger of your hands and legs being 2-1-01～

pinched by weighty parts or disassembling tools 2-9-01
during overhaul inspection of the engine. 3-2-01～
Take precautions in handling such parts and 5-4-10
tools.
1-21
Remarks
1．Fuel injection valve test pump
CUTTING/CUT OFF
WARNING
(1) There is a danger of injuries caused if high-

pressure oil droplets come in direct contact with 4-4
your skins when conducting the injection test of fuel
injection pump.
Never allow your body to gain access to the range
covered by oil droplets.
In case where high-pressure oil droplets have come
into your body through the skin, then it is necessary
to undergo forthwith specialist's diagnosis and
surgical treatment.
HOT/SCALD 1．Engine
CAUTION
(1) Since there are many hot parts in the engine 2-1-01～
During the course of running or right after 2-9-01
stopping, there is a danger of scald caused by 5-2-01～
them. Do not allow your skins to come in direct 5-4-10
contact with them.
In particular, use extreme care for the following
parts that are heated up to high temperatures.
・Exhaust line of the engine
・Turbocharger
・Indicator cock and cylinder safety valve
・Fuel oil line
・ Steam line
・Charge air line before air cooler
1-22
Remarks
HOT/SCALD 2．Inspection or measurement work
CAUTION
(1) In the case of carrying out the following work, 2-1-01～

there is a danger of scald caused by high- 2-9-01
temperature parts or hot fluid. 5-2-01～
Put on protective gloves and use care in 5-4-10
handling so that hot fluid will not splash over
the skin.
・Sampling work of cylinder internal pressure.
・Cleaning of lubricating oil/fuel oil filters.
・When removing the caps of radiator and
・Pressurized fresh water expansion tank.
3．When checking by finger touch
CAUTION
(1) In the case of checking by finger touch, there 2-1-01～

is a danger of scald. To prevent this, first allow 2-9-01
your finger to approach to the work and make 5-2-01～
sure that it is not hot, followed by conducting 5-4-10
the check by finger touch.
If the work is hot, do not conduct the check by
finger touch to avoid causing the scald.
1-23
Remarks
1．Control of cooling water, lubricating oil & fuel
SAFETY/ WARNING oil, and control of clamping work
WARNING
(1) Any negligence of controlling cooling water,

lubricating oil, and fuel oil, and controlling the 2-1-01～
clamping in reassembly after overhaul inspection 2-9-01
may lead to fault of the engine and result in 3-2-01～
physical accidents due to failure of parts. 5-4-10
Unfailing control should be conducted on the
basis of instruction manual or specifications.
2．Disassembly work of spring section
CAUTION
(1) When disassembling the spring section during the 3-2-01～

course of overhaul inspection, parts are caused to 5-4-10
jump out due to disengagement of disassembly
tools.
Thus, there is a danger of injuries.
Familiarize yourselves with the construction of
component and use tools properly. Also give care
full attention to the jumping direction of parts
so that the body will be kept away from the jumping
direction.
1-24
Remarks
SAFETY/WARNING 3．Hydraulic tool and fuel injection valve test pump
CAUTION
(1) When using hydraulic tools or when conducting the

fuel injection valve injection test, high- pressure 3-2-01～
fluid will gush out , leading to the danger of injuries. 5-4-10
Never allow your body to gain access to the range
covered by oil droplets.
In case where high-pressure oil droplets have come
into your body through the skin, then it is necessary
to undergo forthwith specialist's diagnosis and
surgical treatment.
Apply hydraulic pressure only after making sure
that joints are securely connected.
4．Engine for auto start or remote start
WARNING
(1) The engine may start abruptly without notice 2-1-01～

through the auto start signal or by remote 5-4-10
starting. As there is a danger of entanglement
etc., do not gain access to rotating parts and
moving parts.
1-25
Remarks
SAFETY/WARNING 5．Prevention of mis-starting during maintenance
inspection
WARNING
(1) There is a possible danger of physical accidents

that may be caused when the engine is started by 2-1-01～
mistake during the inspection and repair of the 5-4-10
battery-started engine.
Be sure to carry out the following items to
prevent the erroneous start of the engine.
・Disconnection of battery power source.
・Capacitor discharge.
WARNING
(2) There is a possible danger of physical accidents

that may be caused when the engine is started by 2-1-01～
mistake during the inspection and repair of the 5-4-10
air-started engine.
Be sure to carry out the following items to
prevent the erroneous start of the engine.
・ Close the main valve of starting air-tank
outlet.
・ Release the residual pressure remaining
Inside the starting air pipeline. (Between the
starting air tank to the engine)
1-26
Remarks
SAFETY/WARNING 6．Fuel oil
CAUTION
(1) There is a danger of failure of the engine when

gasoline or alcohol is used as a fuel or mixed 1-2
into fuel oil.
Be sure to use the specified fuel oil only.
1． Electrical governor & remote controller

ELECTRO-
MAGNETIC WAVE
CAUTION
(1) There is a danger of critical accidents arising From 2-1-01～

such malfunction of electronic devices applied to 5-4-10
electrical governor and remote controller as is
caused by electromagnetic wave.
Keep away from electromagnetic wave-
generating equipment.
1-27
Remarks
PROTECTION OF 1．Work necessitating protection of eyes
EYES
CAUTION
(1) Be sure to put on safety goggles in carrying out the

following items of work being in danger of injury to 1-2-01～
eyes. 5-4-10
・When handling fuel oil, lubricating oil, cooling
water and inhibitor, and anti-freeze solution
・ In course of washing work
・ In course of fuel injection valve injection test
・ When handling battery electrolyte
・ In course of grinding work
・ In course of intake/exhaust valve grinding
Work
1． Inside the engine room and enclosure
PROTECTION OF
EARS
CAUTION 1-2-01～
(1) There is a danger of hard of hearing caused by 5-4-10
noise when gaining access to the inside of engine
room and enclosure in course of engine running.
Be sure to put on ear plugs.
1-28
Remarks
PROTECTION OF 1． Inside the engine room and enclosure
HEAD
CAUTION
(1) There is a danger of injury to the head inside

the engine room and enclosure. 1-2-01～
Be sure to put on a helmet for the protection of 5-4-10
the head.
1．Work necessitating protective mask

PROTECTIVE
MASK
CAUTION
(1) Put on protective masks since the following items

of work are in danger of adverse effect upon the
health due to inhalation of deleterious mist or dust. 1-2-01～
・In course of cleaning work with compressed air 5-4-10
・ When handling heat insulation material
(glass cloth etc.)
SAFETY SHOES 1． Inside the engine room and enclosure
CAUTION
(1) There is a danger of injury to your legs during the 1-2-01～

work inside the engine room and enclosure. Be sure 5-4-10
to put on safety shoes for the protection of your
legs.
1-29
Remarks
PROTECTION 1．Inside the engine room and enclosure
OF HANDS
CAUTION
(1) There is a danger of injury to your hands during

the work inside the engine room and enclosure. 1-2-01～
Be sure to put on gloves for the protection of 5-4-10
your hands except for the case of special work.
2．During machining work
CAUTION
PROHIBITION
OF GLOVES (1) There is a danger of entanglement in the course

of grinding, turning and drilling work. 4-1-01～
Do not put on any gloves. 4-11-01
1．Chemicals handling work
CAUTION
(1) When handling chemicals solution such as

inhibitor, battery electrolyte, etc., there is 4-1-01～
EYE-WASH a danger of injuries to your eyes or skins being 4-11-01
contaminated with chemicals solution.
In cases of contamination, wash your eyes or
skins thoroughly with water or soapy water and
consult a physician immediately.
1-30
Remarks
FIRE 1． Fire extinguisher
EXTINGUISHER
CAUTION
(1) In carrying out the work inside the engine room

and enclosure, there is a danger of flammable
liquid etc. being ignited by welding or electric －
sparks.
Be sure to make a fire extinguisher ready for use
during the course of work.
When carrying out the work, be sure to install
a shielding for the prevention of the danger of
ignition.
1-31
L22HLX
CONTENTS
CONTENTS-01
SECTION 1 - OUTLINE
1.1 GENERAL ENGINE SPECIFICATIONS
1.2 FUEL OIL SPECIFICATIONS
1.3 LUBRICATING OIL SPECIFICATIONS
1.4 ENGINE COOLANT
SECTION 2 - OPERATING INSTRUCTIONS
2.1 STARTING AND WARMUP AFTER A NORMAL SHUTDOWN
2.2 SPECIAL INSTRUCTIONS FOR HEAVY FUEL OPERATION
2.3 NORMAL SHUTDOWN PROCEDURE
2.4 STARTING AFTER ENGINE OVERHAUL OR EXTENDED SHUTDOWN
2.5 RUN - IN PROCEDURE AFTER MAJOR OVERHAUL
2.6 INSPECTION AND CARE OF ENGINE DURING NORMAL OPERATION
2.7 CHART OF NORMAL OPERATING PRESSURES AND TEMPERATURES
2.8 PREPARATION OF ENGINE FOR EXTENDED SHUTDOWN
2.9 CARE OF LOW LOAD OPERATION
SECTION 3 - MAINTENANCE
3.1 GENERAL
3.2 CLEARANCE AND WEAR TABLES
3.3 TABLE OF TORQUE VALUES
3.4 TABLE OF COMPONENT MASS
3.5 MAINTENANCE AND INSPECTION SCHEDULES
L22HLX
CONTENTS
CONTENTS-02
SECTION 4 - DISASSEMBLY AND REASSEMBLY
4.1 CYLINDER HEAD AND VALVE MECHANISM
4.2 PISTON AND CONNECTING ROD
4.3 CYLINDER LINERS
4.4 FUEL INJECTION VALVE AND FUEL INJECTION PUMPS
4.5 GOVERNER DRIVE AND FUEL CONTROL LINKAGE
4.6 CRANKCASE ASSEMBLY
4.7 CRANKSHAFT
4.8 CAMSHAFT AND TIMING GEAR TRAIN
4.9 STARTING AIR DISTRIBUTOR
4.10 COOLING AND LUBRICATING OIL PUMPS
4.11 TORSIONAL VIBRATION DAMPER
SECTION 5 - TROUBLE SHOOTING
5.1 BEFORE DETECTING THE CAUSE OF TROUBLE
5.2 TROUBLES BEFORE STARTING
5.3 TROUBLES AT THE TIME OF STARTING
5.4 ABNORMAL SITUATION
CONVERSION TABLE
Unit Conversion factor
Force １ kgf ＝ 9.806 65 N

１ N ＝ 0.101 972 kgf
Moment of force １ kgf・m ＝ 9.806 65 N

１ N・m ＝ 0.101 972 kgf ・m
Pressure １ kgf/cm2 ＝ 0.098 066 5 MPa

１ MPa ＝ 10.197 2 kgf/cm2
１ mmHg ＝ 0.133 322 kPa
１ kPa ＝ 7.500 62 mmHg
Stress １ kgf/mm2＝ 9.806 65 N/mm 2

１ N/mm2 ＝ 0.101 972 kgf/mm 2
Kinematic viscosity １ cSt ＝１mm2 /s
Work １ kgf・m ＝ 9.806 65 J

Quantity of heat １ J ＝ 0.101 972 kgf・m
１ kcal ＝ 4.186 8 kJ
１ kJ ＝ 0.238 846 kcal
Power １ PS ＝ 0.735 499 kW ＝ 632.415 kcal/h

１ kcal/h ＝ 1.163 kW ＝ 1.581 24 PS
１ kW ＝ 1.359 622 PS ＝ 859.845 2 kcal/h
Specific fuel consumption １ g/(PS・h) ＝ 1.359 622 g/(kW・h)

１ g/(kW・h) ＝ 0.735 499 g/(PS・h)
Heat release rate １ W/m3 ＝ 0.859 845 kcal/(m 3・h)

１ kcal/ (m3 ・h) ＝ 1.163 W/m3
Heat transfer rate １ kcal/(m・h・℃) ＝ 1.163 W/(m・K)

１ W/ (m・K) ＝ 0.859 845 kcal/ (m・h・℃)
Heat transfer coefficient １ kcal/ (m2 ・h・℃) ＝ 1.163 W/ (m 2・K)

１ W/(m2・K) ＝ 0.859 845 kcal/(m 2・h・℃)
Heat capacity １ kcal/℃ ＝ 4.186 8 kJ/K

１ kJ/K ＝ 0.238 845 9 kcal/℃
Latent heat １ kcal/kgf ＝ 4.186 8 kJ/kg

１ kJ/kg ＝ 0.238 845 9 kcal/kgf
Specific heat １ kcal/(kgf・℃) ＝ 4.186 8 kJ/(kg・K)

１ kJ/ (kg・K) ＝ 0.238 845 9 kcal/ (kgf・℃)
Note. “kcal” indicates “kcal IT ”

SECTION1-OUTLINE
L22HLX
CONTENTS
SECTION 1 - OUTLINE
1.1 GENERAL SPECIFICATIONS
1.4 ENGINE COOLANT
SECTION1-OUTLINE
L22HLX
１－１－０１
1.1.1 Engine Specifications
Item Unit Description
Model-Land Appl. 6L22HLX 8L22HLX
Type Vertical inline 4-cycle diesel engines
Combustion System Direct Injection
No. of Cylinders 6 8
Bore mm 220
Stroke mm 300
Compression Ratio 15.58
Max. Continuous Output kW/cyl. 185(60Hz) / 207.5(50Hz)
Rated speed rpm 900(60Hz) / 1000(50Hz)
Max. Combustion Pressure MPa Max. 20.4
Direction of Rotation Clockwise or Counterclockwise, depending

upon specification
Firing Order Clockwise 1－3－5－6－4－2 1－3－5－7－8－6－4－2

Counterclockwise 1－2－4－6－5－3 1－2－4－6－8－7－5－3
Starting System Air over piston
Cooling System Fresh-water cooling
Lube oil System Wet type common bed
Turning Device Ratchet handle type
Turbocharger System Constant pressure System
SECTION1-OUTLINE
L22HLX
１－１－０２
1.1.2 Temperature Specifications
Lubricating oil(engine inlet)

Normal operating range- 45 - 55 ℃
HT Jacket water coolant(Measured at engine outlet)

Normal operating range- 80 - 90 ℃
Alarm setting: on- 95 ℃
SECTION1-OUTLINE
L22HLX
１－１－０３
1.1.3 Pressure Specifications – MPa
Engine lubricating oil Variable Engine Speed

(measured at inlet to engine)
Normal operating range- 0.50～0.60
Alarm on- 0.45
Trip on- 0.40
HT Jacket water (measured at inlet to engine)

Normal operating range 0.20～0.30
Cooling raw water (Low temperature circuit)

Normal operating range 0.20～0.30
Alarm on- 0.15
Trip on- 0.10
Fuel (measured at inlet to engine)

Class A or B - (see Fuel Oil Classification)
Normal operating pressure 0.05～0.25
2
Class H2 (<380 mm /S @50℃)
Starting air reservoir pressure

Alarm on- 1.8
Turbocharger lube oil inlet

Alarm on- 0.11
SECTION1-OUTLINE
L22HLX
１－２－０１
The HLX type engine is capable of using a wide range of fuel oils, ranging from
light (No.2 Diesel) fuel to heavy (fuels with kinematic viscosities up to 380 mm 2 /s
at 50 ℃).
However, those engines that are to be used with heavy fuels are configured
differently when they are shipped from the factory. (Modified to provide for
jacket-water cooling of the injectors, modified piston rings, heat-treated top
piston ring groove, modified valve rotators, additional cooling water passages
around the exhaust valves, addition of plumbing for turbocharger cleaning, etc.)
In addition to the basic engine changes, pretreatment (cleaning and heating) of
the heavy fuel is required before it reaches the engine. Specific instructions
are provided in the various sections of this manual for the different types of
fuel.
Note: Improper fuel use may void the warranty.
Range of fuel oils is depending upon contract for each project.
CAUTION
There is a danger of failure of the engine when gasoline or alcohol

is used as a fuel or mixed into fuel oil.
Be sure to use the specified fuel oil only.
SECTION1-OUTLINE
L22HLX
１－２－０２
1.2.1 Fuel Classification
Since fuel classifications vary among different countries, STX engine has
established the following general specifications. The customer should confirm
his particular fuel oil specifications from the supplier, and should use only
the grade specified by STX engine (or a higher grade).
CLASSIFICATION SPECIFIC VISCOSITY SULFUR RESIDUAL ASH

GRAVITY (50 ℃) CONTENT CARBON
% WT. % WT. % WT.
A(LIGHT) <0.87 <9.5 <0.1 <0.2 <.01
B(LIGHT) <0.90 <9.5 <1.0 <0.2 <.01
C1(INT.) <0.90 <30 <1.8 <1.5 <.02
C2(INT.) <0.97 >30<180 >0.3 <10 <.05
<1.8
D1(HEAVY) <0.97 >30<180 >1.8 <10 <.05
<3.0
D2(HEAVY) <0.99 >180<380 >1.5 <12 <.10
<4.0
NOTES: (Fuel Classification)
1.When using a high-viscosity fuel oil having a kinematic viscosity of 30 mm 2 /S

(at 50 ℃) or higher (class C and H), special treatment (heating and
purification) is required. Refer to the following section on "Use of Heavy
Fuel Oil".
2.Vanadium content should not exceed 100 ppm.
3.Kerosene and other fuels lighter than No.2 Diesel should not be used except
under emergency conditions unless prior approval has been obtained from
STX engine. The low viscosity and poor lubricating qualities may damage fuel
injection system components and reduce useful life.
SECTION1-OUTLINE
L22HLX
１－２－０３
1.2.2 Use of Heavy Fuel Oil
(1) Purifying of Heavy Fuel Oil

As mentioned above, engines that have been built to run primarily of heavy
fuels will be configured with special components to insure satisfactory
operation. In addition, however, external fuel treatment (purification and
pre-heating) will also be required.
A purifier must be used to remove water and solids from the fuel oil before
it enters the fuel pump. Excess moisture not only reduces the calorific
value (heat energy) of the fuel, but can cause rust and deposit problems on
internal engine components.
(2)Temperature of Heavy Fuel Oil

Suitable atomization of fuel oil is essential for proper operation of the
fuel injection pump and for complete combustion of the fuel/air charge in
the cylinder.
The viscosity of fuel oil as it enters the engine fuel pump should be
between 11.5～16 mm 2 /S at 50℃(60-75 Redwood No1.).
Viscosity of this level can be obtained if heavy fuel oil is heated before it enters the fuel
injection pump, as indicated in the Viscosity-Temperature Chart shown in
Figure 1.2-1.
WARNING: Fuel oil temperature must not exceed 145 ℃
SECTION1-OUTLINE
L22HLX
１－２－０４
(3) Use of Light Fuel Oil ( No2 Diesel)

Light fuel should always be used in the following situations:
-for 'run-in' operation after engine overhaul
-when starting and stopping the engine
-when the load is less than 1/3 of the rated load
Additional details concerning the use of light and heavy fuel oils are given
in the Operations Section of this manual.
SECTION1-OUTLINE
L22HLX
１－３－０１

CAUTION: Never mix different brands of lubricating oil even if they are
recommended brands.
Proper selection and monitoring of the lubricating oil is essential for
satisfactory engine performance and life. The lubricating oil must be from a
list approved by STX engine for the application and fuel-type being used.
All instructions from Niigata and its dealers concerning lubricating oil must be
followed to assure warranty coverage.
CAUTION
Be sure to put on safety goggles in carrying out the following items of

work being in danger of injury to eyes.
・When handling lubricating oil
1.3.1 Selection of Lubricating Oil
(1) Viscosity
Lubricating oil of SAE40 viscosity must be used for this engine.
WARNING: Multi-viscosity oils (eg., 15W-40) are not to be used.
(2) Base Number
The total base number (TBN) provides a relative measure of the oil's
ability to neutralize acidic material and provides some indication of it's
antiwear and antirust capabilities. The desired TBN of new oil depends upon
the sulfur content of the fuel being used. When using heavy fuels (Class C
or D), the TBN of new oil should be 20 or higher. (Recommended values for
each class of fuel are given in the Recommended Oil List that follows).
At each periodic inspection (every 500 hours), a sample of lubricating oil
must be analyzed to determine the TBN. Minimum acceptable values (depending
upon the sulfur content of the fuel being used) are shown below:
Sulfur content Min. TBN value
of fuel
2.0% or higher 20
>1.0% but <2.0% 15
≦1.0% 8
If the analyzed values are less than the minimum values shown above, the oil
should be changed or sufficient new oil added to bring the TBN up to an
acceptable level.
SECTION1-OUTLINE
L22HLX
１－３－０2
1.3.2 Chart of recommended lubricating oils

WARNING: Lubricating oil suitable for use with residual fuel oil is not
necessarily suitable for use with light fuel oil. Proper lubricating oil must
be selected on the basis of the sulfur content of the fuel oil.
STX engine accepts no responsibility for customer use of lubricating oil not
listed in the chart below.
fuel No2 DIESEL HEAVY FUELS

Sulfur S ≦1.0 S ≦1.0 1.0<S≦2.0 2.0<S≦3.5 3.5<S≦5
(%)
STANDARD 10～15 15～20 20～30 30～40 40
TBN
MOBIL *MOBILGARD
*MOBILGARD 412 (15) *MOBILGARD 424 (30)
442 (40)
POWERGARD
POWERGARD 42(12) POWERGARD 3040(30)
2040(20)
ESSO *EXXMAR *EXXMAR *EXXMAR
*EXXMAR 24TP40(24)
12TP40(12) 30TP40(30) 40TP40(40)
STAMARINE EXTRA 40(15) STAMARING EXTRA SR-40(30)
CALTEX *RPM DELO *RPM DELO 2000 40(20) *RPM DELO
1000 *RPM DELO 3400 40(40)
40(12) *RPM DELO 3000 40(30)
6200
40(20)
CHEVRON *DELO 1000 *DELO 3400
* DELO 2000 40(20)
40(12) 40(40)
DELO 1000 40(12)
*TARO
TEXACO *TARO XD40(16) * TARO DP40(32)
XL40(42)
CASTROL *MARINE MCL
*220 MXD(22)
40(12) *MXD
MARINE 404 (40)
MXD 304(30)
MPX40(9)
ELF * AURELIA
*DISOLA M4015(15) *AURELIA 4030(30)
XT4040
SHELL GADINIA OIL RIMURA FB OIL 40(20) ARGINA X OIL
40(11) ARGINA S OIL 40(20) 40(20)
NOTE: ASTERISK DENOTES PREFERRED BRANDS.

1.3.3 Lubricating oil for Accessories
Refer to the individual instruction manuals for lubricating oil
recommendations for the individual accessories.
SECTION1-OUTLINE
L22HLX
１－３－０３
1.3.4 Tolerances in Lubricating Oil Properties

（1) Viscosity: Viscosity generally increases with operating time. although
could instead decrease because of fuel dilution or addition of makeup oil.
The acceptable limits of viscosity change are + 30% or - 20% from the value
of the oil when new. Viscosity should never exceed 120 mm 2 /S (at 50 ℃)
maximum value.
If only the viscosity reaches the limiting value (and the other criteria
listed below are still within acceptable limits), it is permitted to add SAE
30 oil to reduce the viscosity level. However, this should be followed-up
with an immediate oil analysis to determine the cause of the viscosity
increase.
Moisture: The presence of water in the lube oil can indicate leaking oil
coolers, leaking aftercoolers, condensation,or failed gasket joints. Traces
of moisture are inevitable, but total moisture content should not exceed 0.3
% by volume. Centrifuging is desirable to keep water content to a minimum.
If the water content exceeds 0.5% by volume, immediate action should be
taken to (a) adjust the operation of the centrifuge to lower the water
content and (b) to determine and repair the source of water entry into the oil.
(2) Pentane Insoluable Content: Should not exceed 1.5% maximum.
(3) Toluene Insoluble Content: Should not exceed 1.0% maximum.
(4) Base Number: (ASTM:D2896 JIS:K2501)
Light Fuel Oil- TBN should not be lower than 6
Heavy Fuel Oil- TBN should not be lower than 15
As discussed in the section dealing with "Selection of Lubricating Oil", the

desired TBN of new oil depends upon the sulfur content of the fuel that is
being used. TBN typically decreases with hours of use and low values
indicate that the additives are no longer effective and a complete oil
change is advisable.
Flash Point: If the flash point value drops more than 50℃.
from the value of new oil, fuel dilution is indicated and remedial
action should be taken to determine the cause. With a flash-point lower than
150 ℃ the chances of a crankcase explosion are increased.
SECTION1-OUTLINE
L22HLX
１－３－０４
1.3.5 Analysis of Lubricating Oil

A program of routine periodic laboratory analysis is essential to detect
potential problems and prevent serious engine damage. Additionally, the
laboratory analysis should be supplemented with frequent on-site checks of the
oil condition to avoid problems that could occur during the time periods
between lab tests (see "On-site Checks" below).
(1) Laboratory analysis
Lubricating oil should be laboratory analyzed at 500 hour intervals for
viscosity, base number, detergent dispersability, moisture, and
impurities. If the engine is an emergency unit or genset which accumulates
less than 500 hours per year, the oil analysis should be conducted at least
once per year, and the oil should be changed every two years.
The results of the laboratory analyses should be recorded so that changes in
the oil properties can be traced as a function of engine operating hours.
For those engines that accumulate hours rapidly, it is also recommended that
on-site analysis of the oil condition be conducted every 100 hours.
Lubricating oil can deteriorate rapidly under certain conditions, and the
on-site tests provide a good "backup" to the 500 hour lab tests.
(2) Recommended on-site checks (100 hours) for Lube oil contamination
In the 500 hour interval between laboratory analysis, periodic field checks
can help prevent problems that might result from oil contamination caused
by fuel leaks, water leaks, etc.
Most oil manufacturers provide various test kits for this purpose. While the
test results are not as comprehensive or accurate as a lab analysis, they
are usually sufficient to provide early warning of problems.
These test kits vary among the oil manufacturers, but basically provide
information from a spot of the used oil placed on a special absorbent paper.
Visual examination of the spot indicates contamination and dispersant
characteristics, and the color of a special reagent placed on the spot shows
whether the oil is acid, neutral, or alkaline.
Complete information on the use of these test kits should be obtained from
the oil supplier.
Of course, any other obvious signs of oil contamination, such as a "milky"
color (water) or a strong odor of fuel in the lube oil should signal the
need for immediate remedial action.
SECTION1-OUTLINE
L22HLX
1.4 ENGINE COOLANT
１－４－０１
CAUTION

・When handling cooling water
1.4 ENGINE COOLANT
The cooling system of the engine consists of two separate circuits. The
"high-temperature" circuit is a closed system of treated coolant that
circulates through the engine block, cylinder heads, and turbocharger (if
water-cooled).
The "low-temperature" circuit provides cooling for aftercooler, lube oil cooler,
and may also include provisions for fresh-water cooling, clutch cooling, and
marine gear oil cooling. This circuit may be either a closed circuit of treated
coolant or a sea-water/raw water circuit.
The desired water characteristics for closed-circuits include:
・should be clear (no sediments)
・less than 200 ppm silica
・pH value-7.0 or higher
・chlorine ion concentration - less than 100 mg/l
・total base content (residue when coolant is evaporated at 100 ℃
- less than 250 mg/l
1.4.1 Chemical treatment of water
Generally, corrosion of the cylinder and another components cooled by fresh
water is depend upon cavitation or electrical erosion. The corrosion is pevent
by proper chemical treatment of water.
(1) Major components of corrosion inhibitors
Chromate
Passive state type
Inorganic Nitrite
Ortho-phosphate
Corrosion
Film forming type Poly-phasphate
inhibitors
Silicate
Organic Non-amine type Soluble oil
a) Chromate
Little used today because nitrite corrosion inhibitors are toxic and pose
waste water problems.
b) Nitrite
Much used today because nitrite corrosion inhibitors are nontoxic and pose
no waste water problem. But waste water to be discharged must meet the
* C.O.D. requirements.
SECTION1-OUTLINE
L22HLX
1.4 ENGINE COOLANT
１－４－０２
c) Silicate
Silicate corrosion inhibitors are completely free of toxicity and waste
water can be discharged without treating.
d) Soluble oil
CAUTION
Corosion inhibitors of soluble oil type is not suitable for the engine.
Soluble oil corrosion inhibitors are made by adding a surface active
agent, etc. into mineral oil. Waste oil to be discharged must meet the
* C.O.D. requirements and the oil content must be treated.
* C.O.D. value: When reducer (waste liquid of inhibitor in this case) is
added to fresh water (or sea water), oxygen contained in
the water is reduced and the state of oxygen deficiency is
produced.
The quantity of oxygen required for eliminating this state
of oxygen deficiency is indicated as C.O.D-( )ppm.
The following method are available for satisfying this
C.O.D. value.
- To dilute the water with water of a suitable volume.
- To blow air in.
- To oxidize the water by adding a suitable oxidizer (sodium
hypochlorite, etc.).
(2) Caution in using corrosion inhibitors
CAUTION
The rust-preventive agent, inhibitor and anti-freeze for use with cooling
water line are poisonous to the human body.
Handle them carefully so that they will not come into eyes or come in
contact with the body.
・When handling cooling water
Methods of adding corrosion inhibitors, concentration, diposal of waste
water, etc. very somewhat with manufacturers. When using a corrosion
inhibitor, observe the following instructions and consult with the
manufacturer.
a) Adding
Generally, prepare a thick solution of 10 to 20 % in volume and gradually
pour it into the cooling water. In case an antifreeze liquid must be added
into the cooling water in cold regions, consult inhibitor manufacture
because the mixture could adversely affect both the antifreeze and the
corrosion inhibitor.
SECTION1-OUTLINE
L22HLX
1.4 ENGINE COOLANT
１－４－０３
b) Concentration control
If the solution prepared is too thick or thin as compared with the
required concentration, it could accelerate corrosion. Be sure to conform
to the concentration control standard of the corrosion inhibitor
manufacturer.
Use a concentration control instrument available from the manufacturer.
c) Waste water disposal
Disposal of waste water is subject to the C.O.D regurations imposed by
central and local gavernments, which may differ from one country to
another. Study such regurations and consult inhibitor manufacturer when
disposing of waste water.
(3) Others
If air enters the cooling water, the amount of dissolved oxygen in the
water will increase to accelerate corrosion. In addition to using a
corrosion inhibitor, the following steps are recommended to protect the
cooling system from corrosion.
- Be sure to provide air vents at points where air is likely to collect.
- A fresh water expansion tank must have a certain head (5 to 20 meters
from the crank center of the engine) to prevent evaporation due to the
rize of cooling water pressure.
- Partition the inside of the fresh water expansion tank with suitable
plates to reduce the waving of the cooling water to and fro.
(4) Brands of cooling water additives
Concentration
Brand Manufacturer
（ppm) Note 1
HIMOL AM-5 TAIHO INDUSTRIES LTD. 1000 ～ 3000
POLYCRIN I-175 KURITA WATER INDUSTRIES LTD. 8000 ～ 12000
KURILEX L-109 8500 ～ 12000
KOHRYU MS-2 KOHRYU INDUSTRIAL CO., LTD. 2500 ～ 3000
NEOS PN-106 NEOS CO., LTD. 2000 ～ 3000
ORGAFILM C-3 JAPAN ORGANO CO., LTD. 2000 ～ 3000
ORGAFILM C-3S 4000 ～ 5000
DISTILLAN-RR YAMAMIZU CO., LTD. 400 ～ 500
EDOLAS #25 EDLAS CO., LTD. 1000 ～ 2000
SHADAN K OTSUKA CHEMICAL CO., LTD. 20000
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L22HLX
1.4 ENGINE COOLANT
１－４－０４
Notes:1 ppm=mg/l
2 Directions given by the manufacturer should be observed for methods
of use and management.
3 Brands without toxicity were selected out of those available on the
market. It is permitted that other equivalent is used, but
attention should be paid to toxicity.
1.4.2 Anti - freeze
Use anti-freeze using ethylene glycol as the base for the engine.
Borate of nitrite type and benzoate of nitrite type may be used as the water
treatment agent together with anti-freeze of this type, but water treatment
agent of chromate type nannot be used together with anti-freeze of this type.
The following figure indicates the following relations.
- Relation between ratio (P) and specific gravity (D) of anti-freeze
It is for learning the concentration from the result of measurement using a
hydrometer and the temperature at the time of measurement.
- Ratio (P) of anti-freeze and freezing temperature (C) of cooling water.
FIGURE Freezing temperature of water/ethylen grycol mixture
SECTION1-OUTLINE
L22HLX
1.4 ENGINE COOLANT
１－４－０５
1.4.3 Method for treatment
WARNING
Keep away from the fire since anti-freeze entails the danger of
ignition to scald.
Treating agent should not be directly input into the cooling system of the
engine.
Be sure to prepare a tank for treatment and carry out treatment in this tank.
Further, use an agitating tool to produce completely homogenized solution.
If a tank of sufficient size is not available at hand, at first produce
condensed solution and pour this primary solution into the cooling system
filled with untreated water while running the cooling water pump.
Assure at the time of supply of water into the cooling system that the cooling
system is free from contamination.
There are cases where the concentration of the treating agent in the cooling
water gradually rises as the time elapses due to evaporation. It is not
necessary to add treating agent to the water that is added for making up
reduction of water level. However, this water should satisfy the conditions
specified in item 1.4.1.
The reference material prepared by the treating agent manufacturer also
indicates tolerances in the concentration besides the standard concentration
of each recommended chemical.
The effect of the water treatment agent is entirely determined by its
concentration in the cooling water. Therefore, sufficient attention should be
paid to the control of concentration.
Therefore, periodic check of concentration of the treatment agent should not
be neglected (particularly at the occasion when water is added for making up
the loss).
SECTION 2 - OPERATING INSTRUCTION
L22HLX
CONTENTS
SECTION 2 - OPERATING INSTRUCTIONS
L22HLX
2.1 STARTING AND WARMUP AFTER A NORMAL
SHUTDOWN ２－１－０１
DANGER
Where the engine is brought to a stop due to abnormal heat generation being
detected inside the engine room, there is a danger of explosion if crankcase
door is allowed to open forthwith.
Open the door after the lapse of a cooling period of not less than 20 minutes.
WARNING
In cases of lubricating oil leakage from equipment and pipelines of lubricating

oil line, there is a danger of fire hazard.
Conduct inspection at all times to avoid causing bolts looseness, gasket
terioration, and equipment and pipeline cracking.
In cases of a possibility of mist-like leakage due to high pressures in fuel oil

line and lubricating oil line, there is a danger of fire hazard.
Stop the engine running forthwith and take preventive measures against
leakage.
In cases of hot exhaust gas leakage from equipment and pipelines of exhaust
gas line, there is a danger of fire hazard.
Stop the engine running forthwith and take Preventive measures against
leakage.
There are cases where scald is caused by the actuation of crankcase safety
valve due to abnormal pressure rise inside the crankcase.
There are cases where scald is caused by the actuation of cylinder safety valve
due to abnormal pressure rise inside the cylinder.
Each kind of motor entails the danger of electrification.
Before turning ON power supply, check if there are any abnormality in wire
connections and peel-off of covering.
Electrical devices such as various switches, electrical governor, fuel scale
level transmitter, etc. and wiring entail the danger of electrification.
Electrical devices built into remote control stand, alarm panel, solenoid valve
unit, etc. and etc. and separately-installed accessory devices entail the danger
of electrification.
There is a danger of parts of the body being entangled into the flywheel area in
the course of engine running.
Do not allow your hand, leg, etc. to gain access to the area.
There is a danger of parts of the body being entangled into the rotating parts
(coupling, output shaft, radiator fan, etc.) in the course of engine running.
Do not allow your hand, leg, etc. to gain access to the parts.
L22HLX
SHUTDOWN ２－１－０２
There is a danger of injuries being caused by contra rotation of crankshaft if

turning is carried out without opening the indicator cock or explosion check
plug. Be sure to open the indicator cock or explosion check plug when carrying
out turning.
There is a danger of hands or legs being pinched by the moving parts (valve
actuator, fuel injection pump roller guide, governor link, stopping piston, etc.)
of the engine in the course of engine running.
Never insert your hands and legs.
There is a danger of your hands being pinched by the gear and cam roller of the
engine.
Never insert your hands in the course of turning.
The engine may start abruptly without notice through the auto start signal or by
remote starting. As there is a danger of entanglement etc., do not gain access
to rotating parts and moving parts.
There is a possible danger of physical accidents that may be caused when the
engine is started by mistake during the inspection and repair of the air -started
engine.
Be sure to carry out the following items to prevent the erroneous start of the
engine.
・ Close the main valve of starting air-tank outlet.
・ Release the residual pressure remaining Inside the starting air pipeline.
(Between the starting air tank to the engine)
CAUTION
Since there are many hot parts in the engine during the course of running or
right after stopping, there is a danger of scald caused by them. Do not allow
your skins to come in direct contact with them.
In particular, use extreme care for the following parts that ar e heated up to high
temperatures.
・ Exhaust line of the engine
・ Turbocharger
・ Indicator cock and cylinder safety valve
・ Fuel oil line
・ Steam line
・ Charge air line before air cooler
In the case of carrying out the following work, there is a danger of scald caused
by high-temperature parts or hot fluid.
Put on protective gloves and use care in handling so that hot fluid will not
splash over the skin.
・ Sampling work of cylinder internal pressure.
・ Cleaning of lubricating oil/fuel oil filters.
・ When removing the caps of radiator and
・ pressurized fresh water expansion tank.
In the case of checking by finger touch, there is a danger of scald. To prevent
this, first allow your finger to approach to the work and make sure that it is not
hot, followed by conducting the check by finger touch.
If the work is hot, do not conduct the check by finger touch to avoid causing
the scald.
There is a danger of critical accidents arising From such malfunction of
electronic devices applied to electrical governor and remote controller as is
Keep away from electromagnetic wave-generating equipment.
L22HLX
SHUTDOWN ２－１－０３
Starting should be preceded by a thorough visual inspection of the engine and a

check of the following items:
a. Check engine lube oil level
b. Check governor and turbocharger oil levels (if supplied from separate lube systems)
c. Check coolant level for both the high-temperature and low-temperature systems.
d. Check the fuel tank level. If heavy fuel is used, also check the
operation of the heating mechanism and the centrifuge.
e. If heavy fuel is used, set the selector valves in the LIGHT FUEL position.
f. Check the air pressure in the starting air reservoir (should be 2.2～3.0MPa).
Drain any water from the reservoir.
g. Check to make sure the safety stop devices air in working order.
h. Fill the grease cup in the starting air distributor.
After completion of the above checks, the lube oil priming pump should be
started, the indicator cocks on all cylinders should be opened, and the engine
should be rotated (with the turning device) for 3 or 4 complete revolutions to
insure that no water has leaked into the cylinders during the shutdown period.
(Observe for water coming out of the indicator cocks as the engine is rotated).
If any cylinder has filled with water, the engine should not be run until the
source of the leakage has been located and repaired.
If no water is observed, the turning device should be removed and the cylinder
cocks should be closed.
The turning device has to be put in device holder and protection cover for flywheel
should be closed.
With the lube oil priming pump still running, check to make sure that oil
pressure exists (will be low level, but this check is just to make certain that
the priming pump is operating correctly).
Set the governor control lever in the 'IDLE' position.
Start the engine by opening the main air valve to the starter. Disconnect the
starter (turn off air supply) as soon as the engine is running.
As soon as the lube oil pressure rises to a normal idle level, turn off the
priming pump.
L22HLX
SHUTDOWN ２－１－０４
Continue running at idle speed until the lube oil temperature rises to about
40℃. This will normally require only 4-5 minutes. During this time, check the
temperatures of all exhaust ports to insure that all cylinders are firing
normally. (These temperatures should rise 70-100 ℃ in about one minute. If an
individual cylinder is significantly cooler than the others, the fuel injector
of that cylinder should be checked for carbon buildup and plugging.
After the engine has warmed up, the speed should be increased gradually up to
the normal operating speed.
As this point, complete engine checks should be made as outline in Section 2.6
(Inspection and Monitoring During Normal Operation).
L22HLX
SHUTDOWN ２－２－０１
- The engine can be operated with LIGHT fuel (No 2 Diesel) under any load
conditions without any special precautions. However, operation with HEAVY
fuel (if the engine is equipped to do so) requires the following precautions:
- The engine should always be started and warmed up with LIGHT fuel. If the
switching to heavy fuel is not automated, the operator should make certain
that the fuel heater is operating and that the fuel temperature at the pump
will be in the 60-80℃ range before the switch to heavy fuel is made.
- The engine should be operated on LIGHT fuel at lightly loaded conditions (less
than 1/3 of rated load). Operation at light load with heavy fuel can cause
excessive carbon buildup, injector plugging, loss of power, exhaust
slobbering, and excess smoke.
- The engine should not be shut down when operating on heavy fuel except in
emergency situations. The heavy fuel, as it cools, will thicken and can make
restating extremely difficult. The switch to LIGHT fuel should always be
made prior to shutdown and the engine should be run long enough to flush all
heavy fuel from the fuel lines and injectors.
If it is ever necessary to shut down the engine while operating with heavy fuel,
the fuel selector switch should be switched to LIGHT fuel and the transfer pump
should be used to flush the heavy fuel from the system. This should be done as
soon as possible after shutdown before the heavy fuel begins to cool.
L22HLX
２－３－０１
Engine speed and load should be reduced gradually. The engine should run at
idle speed 2-3 minutes after the load has been disconnected before shutting
down. If possible, avoid extended periods of idling at unloaded conditions to
prevent turbocharger carboning and exhaust slobbering.
The lube oil priming pump should be turned on for 10-15 minutes as soon as the
engine is shut down to provide continued cooling for the turbocharger bearings.
This may be an automated function in some installations - if so, the operator
should check to make certain that it is functioning as intended.
Other steps to be taken after the engine has stopped are as follows:
a. Check to make sure the governor lever is in the 'STOP' position.

b. Open the indicator cocks for each cylinder
WARNING
There is a danger of injuries being caused by contra rotation of

crankshaft if turning is carried out without opening the indicator cock or
explosion check plug. Be sure to open the indicator cock or explosion
check plug when carrying out turning.
There is a danger of your hands being pinched by the gear and cam roller
of the engine.
c. Rotate the engine for 3-4 revolutions to exhaust the combustion gas from
the cylinders.
WARNING
There is a danger of parts of the body being entangled into the rotating
parts or gears of turning device in the course of turning with the turning
device.
d. Turn off the electrical power at the monitor panel.

e. Shut off the fuel service tank.
f. If the engine is to be shut down for several days or longer, close the
fuel inlet valve. If the shutdown period will be of a long duration, the
fuel tank (s) should be drained. Also observe the instructions in
Section 2.8 for extended shutdowns.
L22HLX
2.4 STARTING AFTER ENGINEOVERHAULOR
EXTENDED SHUTDOWN ２－４－０１
WARNING
In cases of fuel leakage from equipment and pipelines of fuel oil line there is
a danger of fire hazard.
deterioration, and equipment and pipeline cracking.
In cases of lubricating oil leakage from equipment and pipelines of
lubricating oil line, there is a danger of fire hazard.
Any negligence of controlling cooling water, lubricating oil, and fuel oil, and
controlling the clamping in reassembly after overhaul inspection may lead to
fault of the engine and result in physical accidents due to failure of parts.
Unfailing control should be conducted on the basis of instruction manual or
specifications.
CAUTION
Be sure to put on safety goggles in carrying out the following items of work
being in danger of injury to eyes.
・When handling fuel oil, lubricating oil, cooling water and inhibitor, and
anti-freeze solution
・In course of washing work
・In course of fuel injection valve injection test
・When handling battery electrolyte
・In course of grinding work
・In course of intake/exhaust valve grinding Work
There is a danger of injury to your hands during the work inside the engine
room and enclosure.
Be sure to put on gloves for the protection of your hands except for the case of
special work.
After major repairs have been made to the engine or after a period of extended
shutdown, all systems should be thoroughly inspected before attempting to start
the engine.
Cooling system
・ If pipes or lines were disassembled, check all connections to insure that
they are tight.
・ Close all drain openings, and set all valves in the operating positions.
・ Low temperature system - If equipped with a separate motor-driven pump,
start the pump and vent air from the highest point in the system as it is
filling. Recheck all connections for leaks. Check the motor-driven pump
for leaks.
・ High temperature system - Same procedure as with low temperature system.
・ If a heater is provided for cold start, it should be turned on to insure
that it is operating properly.
SECTION 2 - OPERATING INSTRUCTION L22HLX
EXTENDED SHUTDOWN ２－４－０２
Lubrication system
WARNING
In cases of lubricating oil leakage from equipment and pipelines of
・ The lube-oil filters should always be cleaned or replaced (if disposable
type) following major repairs to internal engine components.
・ The oil level in the sump should be checked and replenished as needed. If
major repairs have been made to the engine, a visual inspection should be
made prior to starting to insure proper oil circulation to the major engine
systems. This can be done by running the priming pump or auxiliary
motor-driven lube pumps (when provided) to build up pressure in the circuit.
・ Remove the crankcase inspection covers and check for oil flow to the
crankshaft bearings and pistons.
・ Remove the valve covers and check for oil flow to the cam bearings, cam
followers, and to the intake and exhaust rocker arms and rollers.
・ Reinstall the crankcase inspection covers. Before reinstalling the valve
covers, refer to the Mechanical Checks section below for other work to be
done in this area.
Accessory lubrication
・ Check the oil level in the governor and the turbocharger (if separately
lubricated) and replenish as required using the oil specified by the
individual manufacturers.
Fuel Oil System
WARNING
In cases of fuel leakage from equipment and pipelines of fuel oil line and
gas fuel line for gas engine, there is a danger of fire hazard.
Conduct inspection at all times to avoid causing bolt looseness, gasket
deterioration, and equipment and pipeline cracking
・ Clean and fill the fuel service tank (s) .
・ Check all flow valves to make certain they are in the correct operating
position
・ Clean and/or replace filter elements as required.
・ Check to make certain that the fuel injection pump rack is at the zero
(closed) position.
・ If the fuel feed pump is independently driven, start the pump to build up
pressure in the circuit. (light fuel).
SECTION 2 - OPERATING INSTRUCTION L22HLX
EXTENDED SHUTDOWN ２－４－０３
If heavy fuel is used:

・ Repeat the same procedures as listed above for light fuel, checking also to
make certain that the preheater, temperature switch, and filtering devices
in the heavy fuel system are operating properly.
・ Switch back to light fuel after making the above checks.
・ Run the fuel transfer pump long enough to flush all heavy fuel from the
lines before shutting off the pump.
Mechanical Checks
WARNING
plug. Be sure to open the indicator cock or explosion check plug when
There is a danger of your hands being pinched by the gear and cam roller of
the engine.
・ Open the cylinder indicator cocks.

・ Rotate the crankshaft in the normal direction slowly with the turning bar
while observing for water or fuel coming from the indicator cocks. If
either is apparent, the leakage path must be located and repaired before
running the engine.
・ Remove the valve covers.
・ While rotating the engine manually, check to insure that the intake and
exhaust valves are opening and closing properly. Set the valve clearances
according to the instruction in the Maintenance Section of this manual.
・ At this point, the valve covers can be reinstalled.
・ Set the governor lever in the STOP position. Check the rack to make sure
it is in the "zero" position and that is moves freely for its entire
length.
・ Check all electrical wiring, connectors, pressure switches, temperature
switches, shut-down switches, liquid level switches, and signal lights and
alarms to make certain that all are connected.
・ Inspect and test the air starting device:
- Fill the grease cup in the starting distributor.
L22HLX
EXTENDED SHUTDOWN ２－４－０４
- Drain any water from the air reservoir, start the air compressor, and let
the pressure build up to 3.0 MPa
・ Start the lubricating oil priming pump.
・ Open the main air valve to the engine.
WARNING
There is a danger of injuries being caused by contra rotation of crankshaft

if turning is carried out without opening the indicator cock or explosion
check plug. Be sure to open the indicator cock or explosion check plug
when carrying out turning.
There is a danger of your hands being pinched by the gear and cam roller
of the engine.
・ The engine should turn over freely at this point.
WARNING
There is a danger of parts of the body being entangled into the rotating
parts or gears of turning device in the course of turning with the turning
device.
If not, check the starting distributor and the cylinder starting valves and repair as
necessary (see Maintenance Section).
・ If the engine turns freely and no problems are observed, stop the engine
and lube oil priming pump, and close all indicator cocks.
At this point, the engine is ready to start. Follow the procedures in Section
2.1 above. If major repair work has been completed, a "run-in" procedure is
required as outlined below.
L22HLX
２－５－０１
2.5 RUN-IN PROCEDURE AFTER MAJOR OVERHAUL
Run-in procedures should be conducted after installing new pistons, rings, or

cylinder liners. No run-in is required if only the main and/or rod bearings were
replaced.
The run-in can be completed in a few hours of running time and helps insure
proper "seating" of the wearing parts. The recommended schedule is as follows:
(all running is at a NO-LOAD condition).
・ Start the engine and run at low idle no-load for a period of about ten
minutes.
Stop the engine.
DANGER
Where the engine is brought to a stop due to abnormal heat generation

being detected inside the engine room, there is a danger of explosion if
crankcase
door is allowed to open forthwith.
Open the door after the lapse of a cooling period of not less than 20
minutes.
・ If new main and/or rod bearings were installed during the overhaul, remove
a crankcase inspection cover and carefully check by "feel" for high
temperatures on the main and rod bearing caps. If no problems are seen,
reinstall the covers.
・ Remove a valve cover and check by "feel" for unusually high operating
temperatures that would indicate inadequate oil supply. Reinstall the
cover.
・ Restart the engine and run the following schedule:
Caution 1: Engine speed (%) means the rate of the rated speed.
2: Tortional vibration range has to be prohibited smoothly.
ENGINE SPEED(%) RUNNING TIME TOTAL TIME
30 10MIN 10MIN
INSPECTION OF CRANKCASE INSIDE
30 5MIN 15MIN
50 30MIN 45MIN
75 30MIN 1 HR 15MIN
100 30MIN 1 HR 45MIN
L22HLX
２－５－０２
After completion of the no-road running described above, gradually apply load per
the following time-table:
RUNNING TIME LOAD

30MIN 25 % LOAD
30MIN 40 % LOAD
30MIN 50 % LOAD
30MIN 65 % LOAD
60MIN 75 % LOAD
15MIN 25 % LOAD
15MIN 40 % LOAD
15MIN 50 % LOAD
15MIN 65 % LOAD
60MIN 75 % LOAD
60MIN 85 % LOAD
60MIN 100% LOAD
・ While the engine is running the above schedule, observe for leaks,
excessive vibration, or excessive heat build-up. Shut the engine down
immediately if any problems are noted.
・ Check all system pressures and operating temperatures while the engine is
running to insure they are within normal operating range. (Refer to
Specifications). If the cylinder ports are equipped with pyrometers,
compare exhaust temperatures (cylinder-to-cylinder) while running under
100% load. If the exhaust from any cylinder is significantly different
from the others or if all cylinders are significantly different from the
shipping test values, corrective action should be taken (refer to
Trouble-shooting section of this manual).
・ Check cylinder pressures to insure they are all within the same range
(Refer to Maintenance and Inspection While Running).
・ Check the turbocharger speed, inlet and outlet temperatures and pressures
and compare to the shipping (new engine) test results.
・ Visually observe exhaust smoke and crankcase blowby to insure normal
operation.
L22HLX
2.6 INSPECTION AND CARE OF
ENGINE DURING NORMAL OPERATING ２－６－０１
CAUTION
Since there are many hot parts in the engine during the course of running
or right after stopping, there is a danger of scald caused by them. Do not
allow your skins to come in direct contact with them.
In particular, use extreme care for the following parts that are heated up to
high temperatures.
・Fuel oil line
・Steam line
In the case of carrying out the following work, there is a danger of scald
caused by high-temperature parts or hot fluid.
・pressurized fresh water expansion tank.
In the case of checking by finger touch, there is a danger of scald. To
prevent this, first allow your finger to approach to the work and make sure
that it is not hot, followed by conducting the check by finger touch.
If the work is hot, do not conduct the check by finger touch to avoid
causing the scald.
There is a danger of critical accidents arising From such malfunction of
electronic devices applied to electrical governor and remote controller as
is caused by electromagnetic wave.
Once the engine has been started and brought up to load (Section 2.10), there are a number of
routine checks that should be made on a daily basis to insure continued satisfactory operation.
IMPORTANT : A daily log should be kept to permit "tracking" engine performance.
Performance parameters should be compared to the engine test (shipping) records if problems
are suspected or if there is a question as to the correct values.
Daily checks include observing for leaks, vibration, unusual noises, and the overall condition of
the various engine and auxiliary systems, as follows:
- fuel level in fuel service tank
- fuel pressure at injection pump inlet (normal value at rated rpm = 0.05～0.25 MPa).
If the pressure drops to less than 80 % of its normal operating value, the pressure
regulating valve and filter condition should be checked for restriction (refer to
Maintenance Section).
L22HLX
ENGINE DURING NORMAL OPERATING ２－６－０２
- if heavy fuel is used, the heating device at the tank outlet should be checked to make certain it
is operating properly and that fuel entering the engine is at the desired temperature viscosity.
(Refer to section 1.2).
The centrifuge normally has two functions: heating the heavy fuel and centrifuging to remove
water and solids. The heater is necessary to reduce the fuel viscosity for more efficient
centrifuging. Both functions should be checked. An additional fuel filter is used for heavy
fuel applications. Some are of the automatic-cleaning type. This filter should be checked
for excessive restriction.
- check the lube oil level. If a dry sump system is used, the level should be checked once daily.
If a wet sump system is used, it should be checked twice daily. If the oil level is low, additions
should be made (if possible) when the engine has cooled. If the engine is equipped with an
external system that maintains the oil level, it should be checked to insure that it is working
correctly. If makeup oil is added, the amount should be recorded so that accurate oil
consumption records can be maintained.
- check the lubricating oil system operating pressure (normal value for rated speed is 0.5～
0.6 MPa. If the pressure drops below 0.5MPa check the filters for excessive restriction. If
the engine is equipped with a bypass centrifugal filter, it should be removed and cleaned
at least every 100 hours : if the weight of accumulated sludge increases appreciably
from the previous cleaning, the quality of the lube oil should be checked.
An external oil pressure regulating valve (flow valve) is also included in the circuit (see
sketch). This valve is set to provide the correct pressure at normal operating conditions
and should not need frequent readjustment. However, if low oil pressure exists and
is not corrected by cleaning the filters, it can be manually reset to the correct range with
this regulating valve.
L22HLX
ENGINE DURING NORMAL OPERATING ２－６－０３
- Check the lube oil operating temperature after it has stabilized.

Normal operating temperature ranges between 45~55 ℃. Excessive temperature can be
caused by either a restricted cooler or faulty temperature control valve.
- check the lube oil level of the accessories on a daily basis:

-- Governor
-- Turbocharger (if separate oil circuit)
-- Grease cup of starting air distributor
-- Reduction Gear (for Marine application)
-- Other auxiliary equipment, as equipped
- Cooling system
Cooling systems consist of two separate circuits, or loops. The high temperature circuit
cools the internal engine components, (cylinder heads and liners) and the low-
temperature circuit cools the aircooler, the lube oil cooler, and may also be used to cool
the water used in the high-temperature circuit. These two circuits may have several
different configurations, depending upon the particular application. Typical
arrangements are as follows:
-- marine applications - The high temperature circuit is a closed system with treated
water. The low-temperature circuit may operate with either treated water from a
closed system or from sea water or river water in an open system.
-- generator plant applications - The high temperature circuit is closed and uses treated
water. The low-temperature circuit may use water from a cooling tower or radiator.
-- generator set, locomotive, and industrial drive - The high temperature circuit and the
low-temperature circuit are completely independent. Both circuits are closed, use
treated water, and each has its own radiator and cooling fan. In this type system,
there is no heat exchange between the circuits (water from the low-temperature circuit
is not used to cool the water in the high-temperature circuit, as in the Marine a application
above).
- High-temperature circuit - Routine checks during operation should be made for leaks,
operating temperature, and pressure.
A temperature regulating valve is provided at the outlet of the engine. When the
temperature reaches normal operating temperature ( 80-90 ℃), the regulating valve
redirects water flow through the high-temperature cooler to maintain that temperature.
If the temperature continues to rise, a temperature switch is closed and an alarm is
sounded. If the temperature rises further, the engine is stopped. Values for the alarm
settings are given in the chart in Section 1.1.
L22HLX
ENGINE DURING NORMAL OPERATING ２－６－０４
A pressure gage is installed at the water pump outlet. Pressure at this point serves as an
indication of the flow rate through the circuit.
Normal pressure at rated speed should be 0.2～0.3 MPa.
A lower pressure (flow) could indicate a loss of pump capacity or a major leak somewhere in the
system. If this pressure drops below a certain level (refer to Section 1.1), an alarm is sounded and
immediate remedial action should be taken.
- check the water level in the expansion tank daily. The level should not vary significantly from day-
to-day-if it does, an inspection should be made for leaks. Some variation can be expected from
evaporation and/or heat expansion, but a mark placed at the normal level during operation can
serve as a quick method of checking for major changes.
The pH value of the treated water should be checked periodically as listed in the Maintenance and
Inspection Schedule (Section 3.5).
- Low temperature cooling circuit - As above, a pressure gage is installed at the pump discharge.
Normal values for both temperature and pressure are given in the table in Section 1.1. These
values should be routinely checked to insure proper operation. Lack of flow (low pressure) or high
temperatures in this circuit can cause excessive exhaust temperatures with resulting performance
deterioration and potential engine damage.
- Intake and exhaust system - Routine checks should include inlet and exhaust gas temperature, inlet
manifold pressure, and general observation of engine performance, exhaust smoke levels, and fuel
consumption trends.
If pressures or temperatures vary significantly from the shipping test values, the cause should be
determined.
If inlet manifold pressure is low and exhaust temperatures are uniformly high, turbocharger
conditions should be checked.
Turbocharger speed can provide an indication of the condition or degree of contamination of the
rotating elements within the turbocharger.
Contamination can result from normal carbon buildup or from recirculation of exhaust gases or
crankcase blow by through the turbocharger.
If necessary, the turbocharger should be cleaned
L22HLX
ENGINE DURING NORMAL OPERATING ２－６－０５
as outlined by the manufacturer's instructions. (This cleaning should also be

performed according to the Maintenance Schedule of Section 3.)
- Cylinder pressures - Combustion pressures should be checked every 500 hours as

outlined in the Maintenance Section, or whenever erratic performance is countered .
Pressures should not vary from
the shipping test values more that 0.5 MPa in either the full-load or idle condition.
Low pressure within a cylinder is usually the result of a malfunctioning injector.
The valve should be removed and bench-checked as outlined in the Maintenance
section.
L22HLX
2.7 CHART OF NORMAL OPERATING
PRESSURES AND TEMPERATURES ２－７－０１
CAUTION
The values below can be used for reference values representative of normal
operating conditions at rated speed and load.
Fuel System
- Pressure at fuel injection pump inlet
Standard value 0.05～0.25 MPa
Minimum value 0.05 MPa
Lubricating Oil System

- Pressure at engine inlet
Standard value 0.5～0.6 MPa
Minimum value(alarm) 0.45 MPa
- Temperature at engine inlet
Standard value 45～55 ℃
Coolant
- Temperature at engine outlet (high temperature circuit)
Standard value 80～90 ℃
Maximum value (alarm) 95 ℃
- Pressure at pump discharge port (rated engine speed)

High temperature circuit 0.2～0.3 MPa
Low temperature circuit 0.2～0.3 MPa
CAUTION
However, the shipping test records provide a more accurate comparison and should
always be cross-checked in the event a problem is suspected.
L22HLX
２.8 PREPARATION OF ENGINE EXTENDED SHUTDOWN
２－８－０１

If the engine is to be shut down for more that 2 weeks, certain precautions
should be taken to prevent damage caused by rust and/or corrosion.
1. For shutdown periods of 2 weeks to 3 months:

- Cover the exhaust opening if necessary to prevent the entrance of moisture.
- Every two weeks, start the lube oil priming pump and rotate the engine for
3-4 revolutions. Stop the rotation at a different crank position than
original so that the pistons are stopped at different positions each time.
- Clean the outside surfaces of the engine and protect any unpainted surfaces
with grease or corrosion inhibitor.
2. For shutdown periods longer than 3 months:

- Follow the procedures for a Normal Shutdown listed in Section 2.3.
- Lube oil system
- While the lube oil is warm (temperature 40~60 ℃), Completely drain
the lube oil system, including the crankcase, filters, lines, etc.
- It is recommended that the system be filled with a special protective
lubricating oil (consult oil manufacturer). This oil may be a blend
with normal lube oil. It can be circulated throughout the engine by
using the lube oil priming pump.
- Every six months, protective oil should be sprayed on the internal
engine parts through the inspection doors.
- Once every six months, silica gel (at least 100 grams for a six cylinder
engine or 140 grams for an eight cylinder engine) should be placed in
the crankcase as a moisture adsorbent.
- Lube oil inlet and outlet ports and the crankcase breather pipe should
be plugged if they are to be disconnected.
- Cylinder head area

Spray protective lube oil on the rocker arms and valve mechanisms at the
time of shutdown.
- Outside surface of engine

Apply an anti-corrosive coating to all unpainted surfaces.
- Cooling system
- Completely drain the cooling water from the engine and all coolers,
pumps, pipes, etc.
- Seal all inlet and outlet ports.
L22HLX
２.8 PREPARATION OF ENGINE EXTENDED SHUTDOWN
２－８－０２
- Starting air systems

- If the engine is to be disconnected from the starting air reservoir,
make certain that the inlet and outlet ports are sealed to prevent dirt
and moisture from entering the system.
- Intake and exhaust systems

- Place silica gel in the intake air duct and seal the duct as required to
keep out about 60-80 grams of dirt and moisture. Make certain that a
conspicuous tag is attached so that the seal and gel will be removed
before the engine is put back into service.
- Seal the turbocharger air inlet.
- Seal the exhaust pipe.
- Accessories
- Seal the inlet and outlet ports of the starting air reservoir if the
lines are disconnected.
L22HLX
２－９－０１
2.9 Care of low load operation
In supercharged engines for improvement of thermal efficiency,valve

overlap,which means the timing both exhaust and intake valves are opening,
is prepared.
But in low load operation,the turbocharger does not work fully for too
few exhaust gas. The change air pressure, is lower than the exhaust gas
pressure. so the exhaust gas turns back to the combustion chamber.
Therefore imperfect combustion increases and carbon depositsin a
combustion chamber. Otherwise combustion pressure is useful for oil
control of piston rings. The liner contact pressure is increased by the
back pressure of rings. But in low load operation, this function does not
work usefully, so oil rises to the combustion chamber. This carbon
deposits also in the chamber. These deposit tend to occur ring stick or
piston scuffing Therefore the load rate of diesel engine with
turbocharger should be more than 30%,and after operating at no load or
low load,you should to operated at more than 50% load for removing the
carbon deposit by high temperature and high gas volume.
For the engines operated continuously,air heater cooler or central
cooling or etc. are considered for improvement of low load combustion.
But for the emergency, the combustion improvement is scarcely considered
on the situation. so,it is the most important that the maintenance and
inspection are carried out following the schedule.
SECTION3- MAINTENANCE
L22HLX
CONTENTS
3.1 GENERAL
3.2 CLEARANCE AND WEAR TABLE
3.3 TABLE OF TORQUE VALVES
3.4 TABLE OF COMPONENT WEIGHT
3.5 MAINTENANCE AND INSPECTION SCHEDULES
SECTION3-MAINTENANCE
L22HLX
3.1 G E N E R A L
３－１－０１
3.1 GENERAL
3.1.1 Introduction
This manual is intended to the operation and maintenance departments,
containing the instructions necessary for maintaining the engines.
However, the content is shown as standard, practical maintenance varies by
application of engine, fuel oil to used, etc. Therefore, maintenance
method of each plant should be amended according to the actual results.
Caution:
CAUTION
・ When handling fuel oil, lubricating oil, cooling water and inhibitor,
and anti-freeze solution
・In course of intake/exhaust valve grinding work
room and enclosure.
Be sure to put on gloves for the protection of your hands except for the
case of special work.
There is a danger of your body being pinched by the doors of enclosure and
engine room that are designed to be readily closed by the difference in
atmosphere between the inside and outside.
Take precautions so that your body will not be pinched.
(1) Carry out the periodic maintenance according to settled schedule.
However, if abnormality is detected when running, carry out
trouble-shooting and counter-measure as soon as possible.
(2) Criterion of parts which is repaired or exchanged is identified follows.
LA＝Limit beyond which the part dimension may reach LR prior to the next
routine inspection.
LR＝Limit beyond which the use of the part is hazardous rework or immediate
rejection.
MO＝Theoretical dimension on the drawing.
(3) Grasp the number of parts in stock usually. Prepare the necessary parts
before next periodical maintenance.
(4) In order to prepare the emergency, arrange the tools for disassemble and
reassemble.
L22HLX
3.1 G E N E R A L
３－１－０２
3.1.2 Definition and technical term

(1) Position of observer for defining the rotational direction and identifying
the cylinders.
Fig. Position of observer
(2) Rotation direction

The observer denotes the two rotational directions of the crankshaft of the
engine as "clockwise" and "counter-clockwise" as following figure.
Fig Rotation direction
(3) Identification of the cylinder

Identification of the cylinder is described 1,2,3 ・・・, and of the bank is
described A,B ・・.
a) In line type engine
The cylinder 1 is the first cylinder located the nearest by the observer
as following. (see T.G.O.S. ［Timing Gear Opposite Side ］)
Fig. Identification of the cylinder of in-line type engine
L22HLX
3.1 G E N E R A L
３－１－０３
b) Vee type engine

The bank A is nearest on the left of the observer. Identification of the
cylinder is combination of the bank and of the number as following.
Fig. Identification of the cylinder of Vee type engine

C) Identification of main bearing
The main bearing 1 is first one located the nearest by the observer.
3.1.3 General Comments
WARNING
The engine may start abruptly without notice through the auto start signal
or by remote starting. As there is a danger of entangleme nt etc., do not gain
access to rotating parts and moving parts.
There is a possible danger of physical accidents that may be caused when
the engine is started by mistake during the inspection and repair of the
air-started engine.
Be sure to carry out the following items to prevent the erroneous start of
the engine.
・Close the main valve of starting air-tank outlet.
・Release the residual pressure remaining Inside the starting air pipeline.
CAUTION
anti- freeze solution
room and enclosure.
- Cleanliness is important during repair work, both for the success of the
repairs and the safety of the personnel doing the work. Clean up all, fuel,
and coolant spills. Do not permit oil, fuel, or other debris to
accumulate on or near the engine.
L22HLX
3.1 G E N E R A L
３－１－０４
- Repair any fuel, oil, or coolant leak as soon as it is noticed.

- Clean all parts carefully before they are reinstalled. Cover parts that
will not be reassembled immediately.
- Always use the correct bolts and fasteners during repairs. Bolts that are
too long can "bottom-out" and will not provide the required clamping forces.
Bolts that are too short may not have enough thread engagement to carry the load.
- Use the proper torque values. (Refer to the Torque Tables in Section 3.3).
Improper tightening can result in bolt loosening or bolt failure.
- Use the proper tools when making repairs to avoid damage to parts. Special
tools are provided for several major repairs and are described in the
appropriate sections of this manual.
- Reinstall all exhaust manifold and turbocharger heat shields before running
the engine to reduce fire hazard.
- After major engine repairs, be certain to run the lubricating oil priming
pump for several minutes before attempting to start the engine. Starting
without the necessary lubrication to critical parts can cause extensive
damage very quickly.
3.1.4 Safety
- Install all guards and protective shields before starting the engine. If
the engine must be started when the shields are removed, use extreme care
and make sure all personnel are clear. Reinstall the shields when the work
is completed.
- Make certain that all personnel are clear before starting the engine.
- Disable or disconnect the engine starting device before making repairs to
the engine to prevent the chance of accidental starting or starting from a
remote location.
- Use proper lifting procedures when handling major components to avoid damage
and possible injury. Consult the Weight Table in Section 3.4. Make certain
that all chains, hoists, slings, and jacks are in good condition and of the
correct capacity.
- Eye bolts should be stressed in the vertical direction only-do not side-load
them.
- Do not store flammable or hazardous materials near the engine.
- Always keep fire extinguisher in highly visible areas and insure that
regular inspections are made to keep them charged.
L22HLX
3.1 G E N E R A L
３－１－０５
- When using corrosion inhibitors in the cooling system, avoid contact with
eyes or prolonged contact with the skin (the inhibitors contain alkali). In
case of contact, immediately wash the skin with soap and water. If the
inhibitor gets into the eyes, flush with water for at least 15 minutes and
contact a physician.
- Use proper blocking to support heavy components while they are being worked
on. Do not rely on jacks or hoists to support the work.
- Wear protective glasses and safety shoes when working. Do not wear loose
fitting or torn clothing that could become entangled in rotating equipment.
Use caution when removing lines, plugs, or caps from compartments that may
- be pressurized. Bleed the pressure and hold a rag over the opening to avoid
being sprayed with pressurized fluid. Special care is required when the
engine is hot.
- Do not remove the crankcase covers for 15 minutes after an emergency
shutdown. Explosive vapors may be present. Avoid sparks or flames in the
immediate area when removing the covers.
- Dispose of oily rags in a safe manner - do not leave rags near the engine.
- Provide safe disposal of waste oil, fuel and coolant.
L22HLX
３－２－０１
3.2.1 Clearance and wear table
MO： Theoretical dimension on the drawings.

LA ：Limit beyond which the part dimension may reach LR prior to the
next routine inspection.
LR ：Limit beyond which the use of the part is hazardous rework or
immediate rejection.
NOTE
1. A component reaching LA limit may be used on.
2. A component more worn than LA may be safely used on but not for a time
sufficient to reach the next inspection time.
< A component beyond LA limit recommend to repair or replace >
3. A component reached LR limit must be repaired or replaced immediately.
4. Oversize (crank shaft , piston ring groove)
M1：1st stage oversize
M2：2nd stage oversize
5. In case of measured with the thickness gauge , actual dimensions are
following.
Actual dimension = measured dimension + 0.01～ 0.02 mm
SECT IO N 3 -M A INT EN ANC E
L22HLX
３－２－０２
The hereafter given values are in metric mm
NO Description MO LA LR Sketch,Remarks
1 Fuel injection valve － 34.5MPa －－ Adjust with injection test pump
Opening pressure
2 Crankshaft main Replace when the copper-lead

coating is visible on more than
Bearing 1/3 of the bearing surface.
+0.23 －－
・Inner diameter D1 210 +0.16
・Clearance C 0.16～0.25 0.35 －

(Crank
shaft-bearing）
3 Thrust bearing C 0.40～0.49 0.6 0.8

Clearance
4 Crankshaft
0
・Crankpin A 195-0.03 194.86 －
diameter
0
・Crankjournal B 210 -0.03 209.86 －
diameter
・Maximum Amax- － 0.04 －
out-of-straitness Amin
Bmax- － 0.04 －
・Maximum Bmin
out-of-roundness Dmax- － 0.10 －
Dmin
L22HLX
３－２－０３
・Crankshaft
undersize
measurements
0
Crankpin M1 － 194.75- 0.03 －－
0
M2 － 194.5 - 0.03 －－
0
Crankjournal M1 － 194.75- 0.03 －－
0
M2 － 194.5 - 0.03 －－
5 Crank deflection The deflection measurements should be
made when the engine is cold (Refer to
・dv Section 4.7)
－
Each slows dv ±0.04 ±0.07
Flywheel side slow dV － +0.07 －

-0.15
・dn dn ±0.01 ±0.02 －
6 Cylinder liner
+0.046
・Bore diameter D1 231 0 －－-
+0.046
D2 220 0 220.5 220.8
+0.046
D3 220 0 220.5 220.8
+0.046
D4 220 0 220.5 220.8
・Maximum out-of- Dmax- 0.02 0.2 0.4

roundness Dmin
L22HLX
３－２－０４
7 Piston
・Clearance between A 11.5 －－
top of piston and
top of liner flange
・Ring groove C
clearance
1st compression ring 0.15～0.19 0.35 0.4
2nd compression ring 0.09～0.13 0.25 0.3
3rd compression ring 0.05～0.09 0.25 0.3
oil ring 0.03～0.07 0.25 0.3
・Ring width B
-0.07
1st compression ring 6 -0.09 －－
-0.05
2nd compression ring 5 -0.07 －－
-0.03
3rd compression ring 5 -0.05 －－
-0.03
oil ring 6 -0.05 －－
・Groove height E
+0.10
1st compression ring 6 +0.08 －－
+0.06
2nd compression ring 5 +0.04 －－
+0.04
3rd compression ring 5 +0.02 －－
+0.02
oil ring 6 0 －－
Over size of the
grooves M1
+0.10
1st compression ring 6.5 +0.08 －－
+0.06
2nd compression ring 5.5 +0.04 －－
L22HLX
３－２－０５
Over size of the
Grooves Ｍ２ +0.10
1st compression ring 7.0 +0.08 －－
+0.06
2nd compression ring 6.0 +0.04 －－
・Ring Thickness
1st compression ring T 7.8±0.15 －－
2nd compression ring 7.8±0.15 －－
3rd compression ring 7.8±0.15 －－
oil ring 5.7±0.15 －－
1st compression ring a 0.7～ 1.0 －－
2nd compression ring 1.3～1.6 2.5 3
3rd compression ring 1.3～1.6 2.5 3

oil ring 0.75～ 1.05 －－
8 ・Piston pin bore D +0.06

diameter 105 +0.04 105.06 105.06
9 Piston pin diameter D －0.02

105－0.04 104.93 104.91
L22HLX
３－２－０６
10 Connecting rod
・Maximum
out-of-round of big
end bore
B+C
OV=A - ２ OV － 0.1 －
・Bearing clearance 0.16～ 0.25 0.35 －

(big end)
Replacement when the copper lead is
visible on more than 1/3 of the bearing
・Bearing inner +0.22 friction surface.
diameter 195 +0.16 －－ Overlay is occurred partial damage by
(big end) the ”hydraulic action.
But the copper lead is not visible, may
be used on.
+0.16
・Piston pin bushing d2 105 +0.10 －－
inner diameter
・Piston pin to D2-d2 0.06～ 0.11 0.30 －
bushing clearance
11 Cam shaft
・Bushing inner +0.21

diameter D 142 +0.17 －－
-0.04
・Cam shaft diameter d 142 -0.08 －－
・Bearing clearance D - d 0.14～ 0.24 0.4 －
・End-play C 0.2～ 0.45 0.7 1.0
L22HLX
3.3 TABLE TORQUE OF VALUES
３－３－０１
3.3 TABLE OF TORQUE VALUES
CAUTION
There is a danger of your hands and legs being pinched by weighty parts
or disassembling tool during overhaul inspection of the engine.
Take precautions in handling such parts and tools.
room and enclosure.
3.3.1 General
Tighten the main parts according to the tightening table for main parts
positively. (refer to section 3.3.3)
Full care must be taken at the time of tightening, paying full consideration
to the following.
(1) Clean the threads and seat surface of bolts and nuts fully and confirm that
they are not damaged. For it, screw them with hand up to the seat.
(2) Coat the lubricant described in section 3.3.3 on the threads and seat
surface, and tighten the main parts.
(3) In order to tighten uniformly, formal tightening must not be suddenly but
through the following 3 steps.
Pre-tightening Intermediate tightening Formal tightening
3.3.2 Tightening method

(1) Tightening operated by manual
Nut or bolt is rotated by force (F) that affect the length of lever (L) as
follows. F×L is shown tightening torque, indicated by N・m.
Fig.
There are two method to control of the torque.
- Control by torque wrench
- Angle of rotation after pre-tightening
SECTION3-MAINTENANCE L22HLX
３－３－０2
a) Control by torque wrench

Assure the condition of screw which is not damaged or rusted.
Apply the lubricant described in section 3.3.3 (or equivalents),and then
tighten using torque wrench properly.
Rickety screw or insufficient tightening is dangerous as same as excessive
tightening.
b) Angle of rotation from pre-tightening

This operation is applied for important parts (crank pin bolts, etc.)
At the first stage, tighten the bolt by initial torque using torque
wrench. And second stage, tighten more to determined angle. These
initial torque and angle of second stage are described in section 3.3.3.
Inspection of the angle is as follows.
- If the angle is a multiple of 30°: Countermark are stamped on screws or
nuts directly.
- Others : Stamp the countermark on spanner or socket.
c) Countermark
Countermark of bolts and nuts are those at the time of manufacture. For
the reasons of elongation of screw and adaptability of touch adjusting
surface of nuts, usually they are clamped more than the position of
countermark when clamped with a specified torque. Accordingly, the
countermark cannot be used forever as reference ones. Therefore, in the
case of re-tightening, countermark must be again stamped.
(2) Tightening by hydraulic tools

Main bearing stud bolts and cylinder-head stud bolts are tightened by
special hydraulic tools. This operation realize proper and forceful
tightening. Details of this operation (disassemble and reassemble) is
described in section 4.
SECTION3- MAINTENANCE L22HLX
３－３－０3
3.3.3 Main parts tightening torque table
° Lubricant
N・m Angle MPa or
No Description Screw size locking
Torque Hydraulic compound
pressure
1 Cylinder block
Nut * main bearing stud M48 × 4.0 －－ 64 MOLYKOTE-U
Bolt* main bearing side M27 × 2.0 422 －－ MOLYKOTE-U
Nut * cylinder-head stud M42 × 4.0 －－ 64 NEVER-SEEZ

2 Crankshaft
Balance-weight bolts M39 × 2.0 1814 49N・m － MOLYKOTE-U

65°
Flywheel bolts M48 × 3.0 2942 －－ MOLYKOTE-U
Coupling bolts M18 × 2.5 240 －－ MOLYKOTE-U

(driving side)
Geislinger bolts M12×1.75 90 －－ Locktite 242

(Free end, if equipped)
3 Cam shaft
Cam gear bolts M16 × 2.0 180 －－ Locktite 242
Section bolts M10 × 1.5 59 －－ Locktite 242

4 Connecting-rod
49N･m
Crank pin bolt M22 × 1.5 － 60°+60° － MOLYKOTE-U
(Connect upper and lower
part of big end)
5 Timing gears
Idle gear shaft bolt M20 × 2.5 280 －－ Locktite 242

6 Lub. Oil pump drive gear
Idle gear shaft bolt M16× 2.0 176 －－ Locktite 242

7 Water pump drive gear
Idle gear shaft bolt M16× 2.0 177 －－ Locktite 242

8 Cylinder head
Injector sleeve nuts M52 × 2.0 196 －－ Locktite 242
Starting valve mounting bolt M12 ×1.75 59 －－ Locktite 242
Rocker-arm support nuts M16 × 2.0 118 －－ Lub.oil
SECTION3- MAINTENANCE L22HLX
３－３－０４
° Lubricant
N・m Angle MPa or
No Description Screw size locking
Torque Hydraulic compound
pressure
9 Fuel valve
Nozzle nut M30 × 1.5 177 －－ MOLYKOTE-U
(Valve and nozzle)
Nozzle locking nut M16 × 1.5 100 －－ MOLYKOTE-U
(Adjust bolt)
10 Fuel injection Pump
Deflector bolt (Baffle screw) 39～49 －－ MOLYKOTE-U
Delivery valve nut SW14 137～157 －－ MOLYKOTE-U
Pump mounting bolt M14 × 2.0 177 －－ Locktite 242
11 Fuel injection union

Fuel injection union M12 × 1.75 59 29N・m － Locktite 242
mounting bolt 27°
(cylinder head side)
Fuel injection union M12 × 1.75 59 20N・m － Locktite 242
mounting bolt 12°
(Fuel inj. pump side)
12 Lub. oil pump
Driving gear nut M24 × 3.0 441 －－ Locktite 242

13 Water pump
Driving gear nut M24 × 2.0 245 －－ Locktite 242
Impeller nut M24 × 2.0 177 －－ Locktite 242
3.3.4 Standard torque values (for Bolts not in above chart)

(Note: threads are to be coated with Lubricating oil)
Bolt size Max. torque N・m Bolt size Max. torque N・m
M8 × 1.25 15 M24 × 3.0 314
M10 × 1.5 25 M27 × 3.0 422
M12 × 1.75 44 M30 × 3.5 588
M16 × 2.0 93 M33 × 3.5 735
M20 × 2.5 177 M36 × 4.0 981
M22 × 2.5 226 M42 × 4.5 1530

SECTION3-MAINTENANCE L22HLX
３－３－０5

Component masses are shown as following table.
Mass of this table is mean value. If mass is varied by its
specification, max. mass is shown.
CAUTION
When lift the heavy part, use sufficiently powerful device. (chain block, hoist,
etc.)
When handling a weighty article exceeding 20kg in weight, use a crane
or hoist, or allow two persons or more to engage in the handling work.
(In the case of joint work also, the weight should be limited to less
than 20kg per person.)
Main parts mass table
(unit : kg)
No Parts Mass Remarks
1 Common bed (8cyl.) 4000
2 Main bearing cap 39
3 Main bearing cap 39
4 Crankshaft ass'y 1500 With balance weights
5 Flywheel 147 With bolts
6 Cylinder block 4150 With stud bolts and bearings
7 Cylinder liner 97
8 Camshaft ass'y 244
9 Piston ass'y 38 With piston pin and rings
10 Connecting rod ass'y 58
11 Starting air distributor ass'y 12
12 Idle gear ass'y(driving side) 50 No1, No2 idle gear
13 Idle gear ass'y (Free side) 15
14 Cover, cylinder block T.G.S 35 Timing gear side
15 Cover, camshaft drive gear 40
16 Cover, LOP driving gear 36 With idle gear
17 Cover, FOFP driving gear 21
18 Flyer cover T.G.O.S 31 Timing gear opposite side
19 Roller follower＊ I/E 7
valve driving
20 Cylinder head ass'y 210 With I/E valve, starting
valve, safety valve,
indicator cock, etc.
21 Fuel injection pump a'ssy 18
22 Intake air manifold duct 13
23 Exhaust manifold 150
24 Turbocharger (NR type) 505
25 Air cooler 346
26 Lub. oil pump 44
27 Cooling water pump 55 With driving gear
(high temp)
L22HLX
3.5 MAINTENANCE AND INSPECTION SCHEDULE
３－５－０１

The content of this section shows generally, however, practical maintenance
should be varied by application of engine, fuel oil, load, etc..
Establish the optimum maintenance schedule which is considered the conditions
of each plant based on this inspection manual.
DANGER
Check the lifting rope and lifting devices. Never stand right under the lifted
heavy parts. Only qualified person will use the crane.
WARNING
In cases of fuel leakage from equipment and pipelines of fuel oil line and
Conduct inspection at all times to avoid causing bolts loose ness, gasket
or gears of turning device in the course of turning with the turning device.
the engine. Never insert your hands in the course of turning.
specifications.
The engine may start abruptly without notice through the auto start signal or
by remote starting. As there is a danger of entanglement etc., do not gain
access to rotating parts and moving parts.
There is a possible danger of physical accidents that may be caused when the
engine is started by mistake during the inspection and repair of the
air-started engine.
engine.
CAUTION
The rust-preventive agent, inhibitor and anti-freeze for use with cooling water
line are poisonous to the human body.
Handle them carefully so that they will not come into eyes or come in contact
with the body.
L22HLX
３－５－０２
There is a danger of your hands and legs being pinched by weighty parts or
disassembling tool during overhaul inspection of the engine.
When disassembling the spring section during the course of overhaul
inspection, parts are caused to jump out due to disengagement of
disassembly tools.
Familiarize yourselves with the construction of component and use tools
properly. Also give care full attention to the jumping direction of parts so
that the body will be kept away from the jumping direction.
When using hydraulic tools or when conducting the fuel injection valve
injection test, high- pressure fluid will gush out, leading to the danger of
injuries.
Never allow your body to gain access to the range covered by oil droplets.
In case where high-pressure oil droplets have come into your body through
the skin, then it is necessary to undergo forthwith specialist's diagnosis and
surgical treatment.
Apply hydraulic pressure only after making sure that joints are securely
connected.
・In course of intake/exhaust valve grinding Work
room and enclosure.
Be sure to put on gloves for the protection of your hands except for the case
of special work.
3.5.1 Caution
- Carry out the periodical maintenance according to settled schedule, except
emergency.
- If abnormality is detected when running, carry out trouble-shooting and
counter-measure as soon as possible. Do not restart without appropriate
counter-measure.
- Before disassemble, assure the countermark on required parts.(If necessary
stamp the countermark renewal)
- Countermark of bolts and nuts are those at the time of manufacture.
Therefore, tighten with properly torque(indicated torque, angle or hydraulic
pressure).
L22HLX
３－５－０３
- Replace the special parts which is determined by running hours.

If abnormality of these parts are neglected, serious accident will occur.
- Replace O-rings, washers, gaskets, split pins etc. when every disassembling.
- Grasp the number of parts in stock usually. If necessary, prepare the
parts before next periodic maintenance.
- Apply anti-corrosives for spare parts in stock.
- In order to prepare the emergency, arrange the tools for disassembling and
reassembling.
- Carry out sufficient flushing after overhaul.
3.5.2 Periodical inspection and overhaul

- N, A1, A2, A3, B inspection requires only few disassembling of parts,
therefore, inspection can be carried out by operators and a term in normal
stopping.
- C1, D, C2, E inspection requires many disassembling parts and special operation,
therefore, the period of engine stopping is required. If possible, it is
recommended to prepare the spare parts which is inspected and repaired. And
exchange it by assembly.
Inspection When Operated continuously When operated rarely

for a long time
S Check if required
N Every day Once per week
A1 Every 100 hours
Every 1～3 months
A2 Every 500 hours
A3 Every 1500 hours or every 3 montehs Every 6 months～every year
B Every 4000 hours or every 6 montehs Every 2～3 years
C1 Every 8000 hours or every years
D Every 16000 hours or every 2 years
Every 4～5 years
C2 Every 24000 hours or every 3 years
E Every 32000 hours or every 4 years
Every 8～10 years
L22HLX
３－５－０４
- The engine running periods given as intervals between maintenance operations

practically depend upon engine availability and therefore may vary by ±20.
For instance, the C1 inspection is 8000 hours operation, which can take place
6400～ 9600 hours depending both on the engine yearly running duration and
the time at which the engine can be conveniently stopped.
- They are defined for a 90% M.C.R. continuous engine operation, and defined
for using light fuel oil and heavy fuel oil, if it is not provided.
- The rare operating means the emergent engine which operating hours are less
than 100 in a year. The emergent engine is rarely run usually, but if
necessary has to display the of ability the equipment fully and certainly.
Accordingly, maintenance and inspection have to be carried out certainly,
considering the yearly ageing of rubber ring, the corrosion and rust of water
line and air line the lubricating oil ageing,and the stain and corrosion of
exhaust gas line for imperfect combustion by low load, more than considering
mechanical wear. The standard maintenance items are shown at above by
operating years. but for the property of the emergency, the inspection of
fuel injection valve, starting air valve, starting air distributor and
filter nseed to be carried out every year for safety.
L22HLX
３－５－０5
○Inspection S
Following inspection have to carried out before normal inspection (except
daily inspection), disassembling and overhaul. Record the result of
following inspection on log book.
S1 - Inspection before stopping
No Maintenance work reference

S1-01 Check pressure of lub. oil, cooling water,starting air etc.
S1-02 Check if mist of crankcase is normal
S1-03 Check leakage of lub. oil, cooling water, air, exhaust gas
S1-04 Check leakage from drain port of cooling water pump
S1-05 Collect the sample of lub. oil to analysis
S2 - At the occasion of stopping of the engine

S2-01 Check the turbo charger for abnormal noise
S2-02 Check if the lub. oil pressure drop safety device and alarm
properly operate
S3 - When the engine has completely stopped

S3-01 Collect the sample of high temperature cooling water
to analysis
L22HLX
３－５－０6
○ Inspection N
Interval : Daily
N -01 Lubricating oil system
- Oil level check on oil sump.
- Check function of self cleaning filter.(if equipped)
- Read temperature and pressure of lub. oil at engine inlet.
- Read pressure of turbo charger lub. oil.(in case external
oil supply)
- Check oil level of turbo charger.(for NHP type T.C.)
N -02 Fuel oil system
- Level check on fuel tank.
- Read pressure drop at fuel filter.
- Drain from fuel filter.
N -03 Cooling water system
- Level check on high temperature water tank.
- Level check on low temperature water tank.(if necessary)
- Read pressure of high temperature water.
- Check leak from cooling water pump.
N -04 Starting air system
- Check pressure of air reservoir.
- Drain water from air reservoir.
- Check grease on starting air distributor.
N -05 General inspection
- Check any leak.
- Check tightening of bolts and nuts.
- Check any abnormal noise.
L22HLX
３－５－０7
○Inspection A1
Interval : 100hours
A1-01 Lub. oil and cooling water analysis
・Lub. oil
- Check aspect, water content.
- Check TBN level by spot test.
・High temperature cooling water
- Analyze and re-adjust inhibitor concentration.
A1-02 Lub. oil filter Manual of
- Overhaul filter when pressure difference exceeds 2times of lub. oil filter
normal value and check metal particles in the sludge.
Fuel oil filter
- Remove Sludge from filter and check any abnormality.
- Overhaul filter when pressure difference exceeds 2times of
normal value.
A1-03 Clean centrifuge filter (if equipped)
- Overhaul rotor ass'y.
- Remove sludge and check any metal particles.
A1-04 General inspection of the engine
- Check any leak from joints, sealings.
- Check tightening of bolts, nuts and pins on fuel linkage, lay shaft.
- Check tightening of bolts and nuts on pipe joints.
- Check tightening of engine fixing bolts.(at first
maintenance A1, and D afterwards)
A1-05 Turbo charger Manual of
- Check tightening of bolts and nuts at first 100hours. Turbo charger
- Clean suction sponge filter at every 250hours.(no need to
stop engine)
- Turbine washing at every 250hours.(on heavy fuel
operation,no need to stop engine)
A1-06 Crank shaft deflection measurement (at first 100h and
maintenance C afterwards)
L22HLX
３－５－0 8
○Inspection A2
Interval : 500hours
A2-01 Note engine performance data at nominal output and compare Shop test
with shop test records record
- fuel handle pointer.
- Max. combustion pressure.
- Charge air temperature at air cooler inlet and outlet.
- Exhaust gas temperature.
- Charge air pressure.
- Temperature and pressure of cooling water and lub. oil.
A2-02 Sample lub. oil for analysis
A2-03 Turbo charger Section 1.3
- Compressor washing.(no need to stop engine)
A2-04 Fuel injection valve
- Injection test by means of test pump.(at first 500hours
and maintenance B afterwards)
A2-05 Fuel control lay shaft, governor linkage
- Check smooth function.
○Inspection A3
Interval : 1500hours
A3 -01 Lub. oil
- Renewal, in case wet sump or dry sump less than 0.8 L/kW.
- In case dry sump more than 0.8 L/kW, measures should be
taken according to the lub. oil analysis.
A3 -02 Fuel injection valve
- Injection test by means of test pump.
- Replace gasket.
A3 -03 Crank case
- Check water condensation in the crank case, any corrosion
on the crankcase wall.
A3 -04 Rocker gear
- Check valve support.
- Tightening rocker arm support.
- Measure and adjust tappet clearance at cold condit.
L22HLX
３－５－0 9
○Inspection B
B -01 Cylinder head (heavy fuel operation)
- Check intake and exhaust valve/valve seat and recondition.
- Clean deposit on combustion surface.
- Measure valve guide wear and check any hard mark.
B -02 Crank shaft deflection measurement
B -03 Cam shaft
- Cam and roller inspection through inspection doors.
B -04 Renewal governor oil
B -05 Flexible coupling (if equipped)
- Check tightening.
B -06 Engine fixing bolts
- Check tightening.
B -07 Fuel injection pump
- Verify smooth function of fuel control rack.
B -08 Over speed trip (if equipped)
- At idling in warm condition, verify the function of
over speed trip.(at no load or clutch-off)
B -09 Starting air distributor
- Visual inspection.
B -10 Air motor (if equipped) Manual of
- Check pinion. air motor
B -11 Turbo charger Manual of
- Clean air filter elements. Turbo charger
B -12 Replace fuel injector nozzle.
B -13 Inspection and cleaning filters.
L22HLX
３－５－10
○Inspection C1
C1-01 Cylinder head (light fuel operation)

- Check intake and exhaust valve/valve seat, and recondition.
- Clean deposit on combustion surface,
- Measure valve guide wear and check any hard mark.
C1-02 Piston(heavy fuel operation)
- Visual check and replace on piston ring.
C1-03
Cylinder liner
- Check inner surface.
- Measure bore diameter and make deglazing.
C1-04 Connecting rod inspection
- Crank pin bolts.
- Piston pin bush,
- Big end bearing.
C1-05 Crankshaft and main bearing(at first 6000hours)
- Inspection on central main bearing cap and bearing shell.
- Check crank journal at central bearing and all crankpins.
C1-06 Inspection timing gears
C1-07 Starting air system
- Overhaul starting air distributor.
- Overhaul starting air valve.
C1-08 Measurement tools
- Calibration.
C1-09 Turbo charger Manual of
- Overhaul. Turbo charger
- Measure clearance.
- Replace bearing.(NHP type)
C1-10 Air cooler
- Clean air and cooling water side.
C1-11 Fuel injection pump overhaul

- Check deflector and replace if necessary.
- Repalce delivery valve spring, ball retainer and ball
Valve.
C1-12 Governor driving
- Gear inspection
L22HLX
３－５－1 1

C1-13 Cooling Water pump
- Replace mechanical seal and oil seal.
- Replace ball bearings.
- Check pinion.
C1-14 Camshaft
- Remove camshaft.
- Visual inspection on cam and bearing..

- Visual inspection on camshaft bearing shell.
- Cam and roller Inspection through Inspection doors.
C1-15 Exhaust manifold

- Check expansion joints.
○Inspection D
Interval :16000hours
D-01 Cylinder head
- Replace all gaskets.
- Remachine intake/exhaust valve and valve seat.
Replace if necessary.
- Replace valve rotator.(if equipped)
- Replace cotter on intake and exhaust valve.
- Measure clearance rocker arm and rocker arm shaft.
D-02 Piston
- Overhaul cleaning.
- Replace piston rings.
- Check piston ring grooves.
- Replace snap-ring of piston pin fitting.
D-03 Cylinder liner
- Check inside of cylinder liner. Re-horning by means of
special tool is recommended.
- Remove liner and check scaling on water jacket side ; on
any 2 cylinders at first maintenance E.
D-04 Gear train
- Measure back lash.
L22HLX
３－５－ 1 2
D-05 Fuel injection union

- Check seat and inner surface of drilled hole at extremity.
- Replace O-rings.
D-06 Fuel injection pump

- Replace delivery valve.
- Replac plunger spring.
D-07 Cleaning of lub. oil sump tank, if necessary
D-08 Overhaul self cleaning filter, especially self cleaning

device (if equipped)
D-09 Centrifuge filter (if equipped) Manual of

- Overhaul and cleaning. filter
- Replace bearing and jet nozzle if necessary.
D-10 Overhaul torsional vibration damper (if equipped)
D-11 Cooling water and lub. oil cooler

- Overhaul and clean inside of tubes.
- Replace O-rings and gaskets.
D-12 Connecting rod

- Replace and big end bearing.
- Measure the big end inner circle.
D-13 Crankshaft
- Overhaul all main bearing cap.
- Visual inspection of crank journal.
- Measure crank pin diameter. Check the shaft cam wear.
- Check thrust collar of crank case.
D-14 Exhaust manifold (heavy fuel operation)

- Replace expansion joints.
D-15 Governor driving device Manual of

- Overhaul governor at specialized shop. governor
- Check gears.
- Measure backlash.
- Replace oil seals.
- Replace ball bearing.
L22HLX
３－５－ 1 3
○Inspection C2
C2-01 Crankshaft
- Overhaul all main bearing cap.

- Visual inspection of crank journal.
- Measure crank pin diameter. Check the shaft cam wear.
- Replace main bearing.(every 18,000-24,000hours)

- Replace thrust collar of crank case.(heavy fuel operation)
C2-02 Crankcase
- Check inside and outside of crankcase.
C2-03 Gear train
- Overhaul all gears.

- Check cracks on the gears by dye penetration test.
- Replace bearings.
C2-04 Connecting rod
- Replace crank pin bolts at every 18,000-24,000 hours even

if no abnormality is found.
L22HLX
３－５－1 4
C2-05 Cylinder head
- Replace rocker arm bushings.

- Replace valve springs.
- Replace intake and exhaust valve guides.
C2-06 Valve driving device
C2-07 Fuel injection pump

- Pump overhauling at specialized shop.
- Replace plunger ass'y.
- Replace roller guide.(heavy fuel operation)
C2-08 Governor driving device Manual of

- Overhaul governor at specialzed shop. governor
- Check gears.
- Measure backlash.

C2-09 Lub. oil pump

- Overhaul.
- Replace bushings and O-rings.

C2-10 Exhaust manifold
- Replace expansion joints.
C2-11 Torsional vibration damper (if equipped).

- Replace springs and bearings.
L22HLX
３－５－1 5
○Inspection E
E-01 Replace fuel injection union and fuel injection
E-02 Fuel injection pump

- Replace roller guide.
E-03 Turbo charger Manual of
- Overhaul Turbo charger
- Measure clearance.
- Replace casing of turbo changer.
E-04 Crankcase
- Replace thrust coller of crank case.
E-05 Cam shaft
- Replace bearings.
E-06 Connecting rod.
- Replace piston pin bush and big end bearing.
E-07 Governor driving device

Manual of
- Overhaul governor at specialzed shop.
governor
- Check gears.
- Measure backlash.

L22HLX
３－５－１4
3.5.3 Maintenance schedule
Maintenance schedule is shown in the next tables. Symbols of the tables

indicate as follows.
Symbol Description
○ Operation carried out by skillful operator
● Operation carried out by a service man
□ Operation carried out by two service men and a assistant
■ Operation carried out by three service men
＊ Operation carried out by specialized shop
Maintenance (hours)
１３４６７９１１１１１１１２２２
Maintenance work ５０５０５００２３５６８９１２４
and inspection part ００００００５０５０５０５０５０
No ００００００００００００００００
００００００００００
Lub. oil system N -01 Daily（○）
daily inspection
Fuel oil system N -02 Daily（○）
daily inspection
Cooling water N -03 Daily（○）

system
daily inspection
Starting air system N -04 Daily（○）
daily inspection
General inspection N -05 Daily（○）

｜｜
A1-04 Every 100 hours （○）
Lub. oil and cooling A2-01 Every 100 hours （○）
water analysis
L22HLX
３－５－１５
Maintenance (hours)
１３４６７９１１１１１１１２２２
and inspection ００００００５０５０５０５０５０
part
No ００００００００００００００００
００００００００００
Collect lub. oil A2-02 Every 500 hours （＊）
sample for analysis
Check engine A2-01 Every 100 hours （○）
performance data
Renewal of lub. oil B -01 □ □ □ □ □ □ □ □ □ □ □ □ □ □ □ □
Crank case B -03 ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ●
F -03 ●
Crank shaft and A1-06 At first 100 hours only （□）
main bearing C -02 □ □ □ □ □ □ □ □
D -05 ■
F -01 ■
Cam shaft C -03 □ □ □ □ □ □ □ □
F -02 ●
Gear train D -06 ● ● ● ●
E -04 ■ ■
F -04 ■
Connecting rod D -04 ■ ■ ■ ■
F -05 ■
Piston D -02 ■ ■ ■ ■
E -02 ■ ■
Cylinder liner D -03 ● ● ● ●
E -03 ■ ■
F -06 ■
L22HLX
３－５－１６
Maintenance (hours)
１３４６７９１１１１１１１２２２
No ００００００００００００００００
００００００００００
Valve gear F -08 ●
Cylinder head,intake B -04 □ □ □ □ □ □ □ □ □ □ □ □ □ □ □ □
and exhaust valve C -01 ■ ■ ■ ■ ■ ■ ■ ■
(heavy fuel E -01 ■ ■
operation) F -07 ■
Cylinder head,intake B -04 □ □ □ □ □ □ □ □ □ □ □ □ □ □ □ □
and exhaust valve D -01 ■ ■ ■ ■
(MDO operation) E -01 ■ ■
F -07 ■
Starting air distri- C -09 ● ● ● ● ● ● ● ●
butor and starting D -07 ● ● ● ●
air valve
Fuel injection valve A2-04 At first 500 hours only （●）
B -02 ● ● ● ● ● ● ● ● ● ● ● ● ● ● ● ●
Fuel injection pump C -07 ● ● ● ● ● ● ● ●
D -12 ● ● ● ●
E -06 ● ●
F -09 ＊
Fuel injection union E -05 ● ●
Governor and driving C -04 ● ● ● ● ● ● ● ●
device D -13 ● ● ● ●
F -10 ●
E -09 ＊＊
L22HLX
３－５－１７
Maintenance (hours)
１３４６７９１１１１１１１２２２
No ００００００００００００００００
００００００００００
Over speed trip C -08 □ □ □ □ □ □ □ □
Lub. oil pump F -12 □
Cooling water pump D -17 ● ● ● ●
Fuel feed pump D -16 ● ● ● ●
and driving device F -11 ●
Exhaust manifold F -13 ●
Turbo charger A1-05 Every 100 hours （○）
A2-03 Every 500 hours （○）
C -11 □ □ □ □ □ □ □ □
D -10 ● ● ● ●
Air cooler C -12 ● ● ● ● ● ● ● ●
D -11 ● ● ● ●
Torsional vibration E -12 □ □
damper F -14 ●
Flexible coupling C -05 □ □ □ □ □ □ □ □
D -15 □ （At first 6000 hours only）
E -07 □ □
Thermostatic valve D -08 ● ● ● ●
Filters N -02 Daily（○）
A1-02 Every 100 hours （●）
D -14 ● ● ● ●
Self cleaning filter E -10 ● ●
Centrifuge filter A1-03 Every 100 hours （●）
E -11 ● ●
Lub. oil cooler and C -12 ● ● ● ● ● ● ● ●
cooling water cooler E -13 ● ●
Lub. oil sump tank E -08 ● ●
Engine fixing bolt C -06 ● ● ● ● ● ● ● ●
Measurement tools D -09 ● ● ● ●
L22HLX
３－５－ 1 6
3.5.4 Maintenance schedule of the engine which running about 8000 hours every year
(Using light fuel oil)
Maintenance schedule of main parts are shown in the following tables.
They are defined for using light fuel oil, therefore, establish the optimum
maintenance schedule considering the condition of each plant.
Mark ○ : Maintenance should be carried out
year 1 year 2 years 3 years 4 years
running hour
Maintenance work ×1000 4 8 12 16 20 24 28 32
Check and reconditioning intake/ ○ ○ ○ ○ ○ ○ ○ ○
exhaust valve and valve seat

Check and replace fuel injection valve ○ ○ ○ ○ ○ ○ ○ ○
Inspection and cleaning filters ○ ○ ○ ○ ○ ○ ○ ○
Overhaul turbo charger and ○ ○ ○ ○
replace ball bearing

Overhaul and inspection piston ○ ○ ○ ○
(replace piston rings)

Overhaul fuel injection pump, replace ○ ○ ○ ○
deflector and delivery valve spring

Overhaul cooling water pump, ○ ○ ○ ○
replace oil-seal,mechanical seal

O-ring and ball bearing
Replace cotter of intake and ○ ○
exhaust valve
Replace valve rotator ○ ○
Replace plunger ass'y and deliv- ○ ○
ery valve ass'y of fuel inj. pump

Replace intake/exhaust valve ○ ○
and valve seat

Replace intake and exhaust valve ○ ○
guide
Replace snap-ring of piston pin fitting ○ ○
Overhaul governor at specialized ○ ○ ○ ○
shop (invalve GV motor)

Inspection governor drive gear ○ ○
and replace ball bearing
L22HLX
３－５－1 7

running hour
Replace crank-pin bolt of connecting ○

rod
Replace big-end bearing shell ○ ○
Replace expansion joint of ○ ○

exhaust manifold
Inspection torsional vibration damper ○ ○
Overhaul lub. oil pump, ○

replace bushing and O-ring
Replace ball bearing of idle gear shaft ○
Replace intake and exhaust valve ○

spring
Replace main bearing shell ○
Replace thrust collar of crank case ○
Remove and inspection cylinder liner ○
Overhaul coolers ○ ○ ○ ○
Replace casing of turbo charger ○
Replace fuel injector and ○

fuel inlet pipe(union)
Overhaul compressor ○ ○ ○ ○
Inspection Air starting ○ ○ ○ ○

valve, Distributor
Cleaning tanks ○
Inspection Cam metal ○
Reconditioning Crank shaft cam wear ○ ○
Replace Pistonpin matal ○
Inspection Valve gear roller ○ ○ ○ ○
Replace Ballbearing and Balljoin ○

for fuel control linkage
Replace fuel cam roller and Bush ○
Inspection fuel feed pump ○
Check the rod bigend inner circle ○ ○
Replace Cam metal ○
L22HLX
３－５－1 8
3.5.5 Maintenance schedule of the engine which running about 8000 hours every year
(Using heavy fuel oil)
Maintenance schedule of main parts are shown in the following tables.
They are defined for using heavy fuel oil, therefore, establish the optimum
maintenance schedule considering the condition of each plant.
Mark ○ : Maintenance should be carried out

running hour
○ ○ ○ ○ ○ ○ ○ ○
Check and reconditioning intake/ exhaust
valve and valve seat
○ ○ ○ ○ ○ ○ ○ ○
Check and replace fuel injection valve
○ ○ ○ ○ ○ ○ ○ ○
Inspection and cleaning filters
○ ○ ○ ○
Overhaul turbo charger and replace
ball bearing
○ ○ ○ ○
Overhaul and inspection piston, piston
pin
○ ○ ○ ○
replace piston rings
○ ○ ○ ○
Overhaul cooling water pump
○ ○
Replace deflector and delivery valve
Spring
○ ○ ○ ○
Overhaul cooling water pump, replace
oil-seal, mechanical seal O-ring and
ball bearing
○ ○
Repalce cotter of intake and exhaust valve
○ ○
Replace valve rotator
○ ○
Replace plunger ass’ y and exhaust valve
ass’ y of fuel injection pump
○ ○
Replace intake/ exhaust valve and valve
Seat
○ ○
Replace intake and exhaust valve guide
○ ○
Replace snap-ring of piston pin fitting
○ ○ ○
Overhaul governor at specialized shop
(invalve GV motor)
○ ○
Replace governor drive bearing
Replace governor drive gear ○
L22HLX
３－５－1 9

running hour
○
Replace crank-pin bolt of connecting rod
○ ○ ○
Replace big-end bearing shell
○ ○ ○ ○
Replace expansion joint of
exhaust manifold
○ ○ ○
Inspection torsional vibration damper
○
Overhaul lub. oil pump,
replace bushing and O-ring
○
Replace ball bearing of idle gear shaft
○
Replace intake and exhaust valve
spring
○
Replace main bearing shell
○
Replace thrust collar of crank case
○
Remove and inspection cylinder liner
○ ○ ○ ○
Overhaul coolers
○
Replace casing of turbo charger
○
Replace fuel injector and
fuel inlet pipe(union)
○ ○ ○ ○
Overhaul compressor
○ ○ ○ ○
Inspection Air starting valve , Distributor
○ ○ ○ ○
Inspection Cam metal
○ ○
Reconditioning Crank shaft cam wear
○
Replace Pistonpin matal
○ ○ ○ ○
Inspection intake and exhaust cam
roller
○ ○
Replace Ball bearing and Ball joint
for control linkage
○
Replace fuel cam roller and Bush
○ ○
Check the cam metal
○
Replace cam metal
SECTION 4- DISASSEMBLY AND REASSEMBLY
L22HLX
CONTENTS
4.2 PISTON AND CONNECTING
4.3 CYLINDER LINER
4.4 FUEL INJECTION VALVE AND FUEL INJECTION PUMPS
4.5 GOVERNER DRIVE AND FUEL CONTROL LINKAGE
4.6 CRANKCASE ASSEMBLY
4.7 CRANKSHAFT
4.9 STARTING AIR DISTRIBTOR
4.10 COOLING AND LUBRICATING OIL PUMPS
L22HLX
4.1 CYLINDER HEAD AND VALVE MECHANISM ４－１－０１
DANGER
Check the lifting rope and lifting devices. Never stand right under the lifted
heavy parts. Only qualified person will use the crane.
WARNING
specifications.
CAUTION
disassembly tools.
injection test, high- pressure fluid will gush out , leading to the danger of
injuries.
the skin, then it is necessary to undergo forthwith specialist's diagnosis and
surgical treatment.
connected.
anti- freeze solution
room and enclosure.
Be sure to put on gloves for the protection of your hands except for the case
of special work.
There is a danger of entanglement in the course of grinding, turning and
drilling work.
Do not put on any gloves.
When handling chemical solution such as inhibitor, battery electrolyte, etc.,
there is a danger of injuries to your eyes or skins being contaminated with
chemicals solution.
In cases of contamination, wash your eyes or skins thoroughly with water or
soapy water and consult a physician immediately.
L22HLX
4.1 CYLINDER HEAD AND VALVE MECHANISM ４－１－０２

4.1.1 Tappet adjustment:
(see Maintenance and inspection Schedule in Section 3.5 for adjusting frequency)
procedure:
・ Tappets should be adjusted with a cold engine.
Remove the cylinder head cover.
・ Rotate the engine to top dead center (TDC) on the combustion stroke for the
piston being checked.
WARNING
There is a danger of pparts of the body being entangled into the

rotating parts or gears of turning device in the course of turning with
the turning device.
crankshaft if turning is carried out without opening the indicator cock
or explosion check plug. Be sure to open the indicator cock or
explosion check plug when carrying out turning.
・ Both the intake and exhaust valve stems should be tight against the
crosshead (1). If not, adjust the push-screw (2) to zero clearance and
tighten the lock-nut (3).
・ Measure and adjust the clearance between the rocker arm (6) and the
crosshead (1) with a feeler gage. The correct clearance is .50 mm for both
the intake and exhaust valves. The .50 mm gage should slip between the two
surfaces, a .55 mm gage should not. The clearance is adjusted by turning
screw (4). Once the correct clearance has been obtained, tighten the
lock-nut (5) while holding the screw to prevent it from turning.
L22HLX
4.1 CYLINDER HEAD AND VALVE MECHANISM ４－１－０３
4.1.2 Cylinder head removal
CAUTION
There is a danger of your hands and legs being pinched by weighty

parts or disassembling tool during overhaul inspection of the engine.
・ Drain the coolant from the engine down to the level of the water pump.
・ Remove the cylinder head cover.
・ Disconnect the fuel injection lines from the head.
・ Remove the nuts holding the rocker arm support and rocker arms to the
cylinder head (7).
・ Remove the push rod (8).
・ Remove the cylinder head nuts by using the hydraulic jack device, as
follows:
- Fit spacers (A1), removal studs (A5), and jacks (A3,A4) over two
diagonally opposite cylinder head studs.
- Connect the lines from the jack (A12) to the hydraulic pump.
- Open the valve of the hydraulic pump to drain the jacks. Then loosen the
nuts by 1/4 turn.
- Close the drain valve of the hydraulic pump and begin pumping until the
pressure of tightening table. At that point, the cylinder head nuts can
be loosened by using the special turning rod (A11). Each nut should be
loosened one turn.
- Bleed pressure from the jacks slowly using the pump drain valve. Remove
the spacers, removal studs, and jacks and finish removing the cylinder
head stud nuts by hand
- Loosen the remaining two stud nuts in the same manner.
Reinstallation of the stud nuts is the reverse of removal:
- Tighten the nuts finger-tight on the studs.
- Install the hydraulic jack hardware and drain the jacks as outlined above.
- Raise pressure to the specified value of tightening table.
- Using the tightening rod, tighten the cylinder head stud nuts hand-tight.
- Remove pressure from the jacks.
L22HLX
4.1 CYLINDER HEAD AND VALVE MECHANISM ４－１－０４
Disassembly of the Cylinder Head

Once the cylinder head stud nuts have been removed, the inlet and exhaust
manifolds can be disconnected and the heads remover by using a suitable sling
and eye-bolts. The cylinder liners should be covered to protect against the
entry of dirt.
DANGER
Check the lifting rope and lifting devices. Never stand right under the
lifted heavy parts. Only qualified person will use t he crane.
L22HLX
4.1 CYLINDER HEAD AND VALVE MECHANISM ４－１－０５
4.1.3 Valve Removal and Inspection
CAUTION

disassembly tools.
Thus, there is a danger of injuries. Familiarize yourselves with the
construction of component and use tools properly. Also give care full
attention to the jumping direction of parts so that the body will be kept away
from the jumping direction.
- Place the cylinder head on a flat surface so that the bottom of the valves
are supported (to prevent them from falling when the springs are removed).
- Install the retainer removal tool. Tighten the nut (1) enough to compress
the valve springs and remove the keepers from the valve retainers. Remove
the tool, remove the retainers, and position the cylinder head on its side
to remove the valves.
- Mark the valves with the cylinder number and position (intake or exhaust)
so that they can be reinstalled in the same position.
- Clean the valves carefully with a non-metallic scraper, mild steel wool, or
a descaling agent. Avoid scratching the valve surfaces.
- The valve stems must be free from scratches or scuff marks and the valve
faces must not be cracked or pitted. Check the contact between the valve
face and the valve seat by coating the valve seat with Prussian Blue (or
equivalent) and reinstalling the valve (do not rotate the valve). A full
360 degrees contact line should appear approximately centered on the valve
face. If not, the valves should be reface (instructions below) or new
valves installed. Measure the stem diameters (Refer to Clearance and Wear
Tables) and install new valves if the maximum wear limits are exceeded.
L22HLX
4.1 CYLINDER HEAD AND VALVE MECHANISM ４－１－０６
4.1.4 Valve Seat Inserts - Inspection

Inspect the valve seats for wear, pitting, cracking or incorrect seat angle.
If suitable for reuse, the seat may be reface (instructions below). If
damage is too extensive to repair, new inserts should be installed.
4.1.5 Valve and Insert Reconditioning
The correct face angle for the intake valves is 140 degrees minus 0, plus 1/4
degree. The angle for the exhaust valves is 90 degrees, minus 0, plus 15'.
Valve head thickness should not be less than the minimum values shown in the
Clearance and Wear Charts.
The correct face angle for the valve seat inserts is 140 degrees for the
intake valve seats and 90 degrees for the exhaust valve seats. Insert
grinding should be limited to a light, clean-up trueing - the depth should be
as small as possible. After grinding, a new valve should be used to check
contact pattern with Prussian Blue (as outlined above). If new inserts are
necessary, make certain that the bore is clean and that the seat is pressed
completely to the bottom of its bore. Contact pattern should be rechecked
after the new inserts are installed.
4.1.6 Valve Guides - Inspection
Clean the valve guide bores with a soft brush or solvent to remove all gum and
carbon deposits. Inspect the guides for cracks, chipping, scoring, or
excessive wear. Measure the valve guide bores and replace and that exceed the
wear limits listed in the Clearance and Wear Charts.
4.1.7 Valve Springs - Inspection
Clean the valve springs with fuel oil or other suitable solvent and dry with
compressed air. Do not use any cleaning tool that might scratch or nick the
springs. Replace any springs that are pitted or cracked.
4.1.8 Valve Crosshead and Crosshead Guide - Inspection
Measure the bore in the pusher and the diameter of the pusher guide. Replace
any parts that exceed the wear limits shown in the Clearance and Wear Charts.
4.1.9 Cylinder head installation
- Install new gaskets and seals for each of the components that has been
removed. Install a new cylinder head gasket, and carefully lower the head
down onto the gasket. Tighten cylinder head stud nuts as outlined above
under 'Cylinder Head Removal'.
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4.1 CYLINDER HEAD AND VALVE MECHANISM ４－１－０７
4.1.10 Valve Push Rods and Tappets
CAUTION
There is a danger of your hands being pinched by the gear and cam
roller of the engine.
A visual inspection of the camshaft and cam rollers can be made by removing
the camshaft inspection covers. if any damage is visible, disassemble the
parts as follows:
Remove the rocker arm support (1) and rocker arms. Remove the push rods (2).
Loosen the bolts (3) that secure the tappet arm shaft (5) and remove the
tappet arms (4) and shaft (5).
Any bent push rods should be replaced and a careful check should be made to
determine the cause of the bending. Likely cause are engine overspeeding,
a valve seizure, or a frozen rocker arm.
Inspect the ends of the push rods for damage - light pitting is normal and
will not affect operation.
The tappet rollers and roller bushings should be measured and replaced if
clearances exceed the maximum values shown in the Clearance and Wear Table.
The rollers should be replaced if any pitting is apparent on the camshaft
contact surface.
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4.1 CYLINDER HEAD AND VALVE MECHANISM ４－１－０８
4.1.11 Starting Air Valves
The starting air valves (if equipped) are used only with the air-over-piston
starting arrangement. The valves are mounted on the cylinder head and
supplied with sequenced blasts of pressurized air that essentially "motor" the
engine until combustion occurs. The sequenced air is supplied by a camshaft
driven distributor mounted externally at the rear of the camshaft.
If starting air valves are not used (in the case of air-motor starting), the
openings in the cylinder head are plugged.
To remove the starting valves, disconnect the air line to the valve, remove
bolts (1), and lift the valve from the cylinder head. To disassemble the
valve, remove the cover (2).
CAUTOIN

inspection, parts are caused to jump out due to di sengagement of
disassembly tools.
Inspect the valve and valve body ((3) and (4)) for
damage or scratches. If necessary, lap the surfaces to insure smoothness.
Coat the valve and the valve bore in the body with oil, and reassemble using a
new copper gasket underneath the cover. Torque the bolts (1) to fixed torque
(Refer Tightening Torque Table).
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4.2.1 PISTON AND CONNECTING ROD
(1) DESCRIPTION
This section deals with assembly of pistons and connecting rods.
(2) SPECIAL TOOLS
mark name
A tightening tools (socket A1, wrench A2) for crank pin bolt
B hoist for lifting the piston and rod assembly
C tightening tool for piston ring
*D tools for inserting the piston , rod and liner assembly into the bore
of cylinder block.
E disassembly tool for connecting rod
F fire ring remover
* The tool with * mark is not included in the standard tools provided for
disassembly-assembly work. (It is optional.)
(3) DISASSEMBLY OF PISTON AND CONNECTING ROD
a) Preliminary work
- Remove the cylinder block inspection door from the cylinder block to
disassemble the piston and connecting rod.
- Remove the cylinder head.
- Place the fire ring remover on the head of piston below the under surface of
fire ring and then expand the fire ring remover to avoid damaging the inner
surface of cylinder liner and next push out the (1) pin and (2) fire ring from
cylinder bore by remover with turning the crank shaft.
- Fill the gap between the piston and the cylinder liner with grease to prevent
carbon from dropping into piston ring groove.
- Scrape the carbon in the combustion compartment of the upper part of
cylinder liner carefully to avoid damaging the inner surface of cylinder liner.
(Do no scratch the lapping surface of the piston ring.)
WARNING
There is a danger of parts of the body being entangled into the rotating parts or
gears of turning device in the course of turning with the turning device.
turning is carried out without opening the indicator cock or explosion check plug.
Be sure to open the indicator cock or explosion check plug when carrying out
turning.
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b) Removal of piston and connecting rod

The piston and rod assembly are pulled with cylinder liner.
- Turn the crank shaft manually until the piston is slightly 55°after (or
before) the top dead center.
WARNING

turning.
- Loosen one connecting rod cap bolt of each side.
- Loosen connecting rod cap bolts of each side.
- Remove the connecting rod cap.
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- Turn the crankshaft manually until the piston is slightly below the top dead
position.
WARNING

turning.
- Put the plate on the cylinder liner and tighten by the bolts and tighten the eye bolt
(lifting eye?).
- Pull the piston using nut until the piston head reaches plate.
- Fix the cylinder liner and connecting rod using ⑪plate,⑩bolts and ⑫plates.
- Fix the ②brackets on the crankcase door and tighten using the ③bolts.
- Put the ①bracket on the ②brackets and tighten using the ④bolts and ⑤nuts.
- Put the ⑥hydraulic jacks(2 places) on the ①bracket and tighten using the
⑦bolts.
- Push the ⑫plates by the ⑥hydraulic jacks and remove the piston ,connecting
rod and cylinder liner until about 75mm.
- Remove the jack plate and pull the piston , connecting rod and cylinder
liner using the lifting eyes (2 places).
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c) Disassembly of piston and the connecting rod

- Turn the piston and the connecting rod over and bring them down to the
floor with piston head downward.
- To prevent damage, place the main portion of the connecting rod on the
piston skirt.
- On one side, remove one of the C shaped snap rings at the edge of the piston
pinhole.
- Push the piston pin out with a copper rod. Do not push the center plug of the
piston pin.
- Remove the connecting rod from the piston.
(4) REASSEMBLY OF PISTON AND THE CONNECTING ROD

- Fit a C shaped snap ring of the piston pinhole on one side only.
- Install the connecting rod on the piston in the right direction.
- Push the piston pin into the pin boss by hand and fit the second C shaped
snap ring.
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(5) INSTALLING PISTON AND THE CONNECTING ROD

- Apply lubricating oil on the surfaces of the crank pin, the cylinder liner, and
the inside crank pin bearings.
- Install the piston rings on the piston. Arrange the ring gaps in staggered
position as shown below.
Arrange the ring gaps in staggered position
- Coat “THREE BONT 1107” or equivalent on the bottom surface of the liner
flange.
- Install the piston ring tightening tool.
- Install the piston and connecting rod assembly into the cylinder liner from
the bottom of cylinder liner.
- Fix the piston , cylinder liner and connecting rod using the tools.
- Lift the cylinder liner and connecting rod assembly by the lifting eye and
install into crank case by ①bolt.
- Recheck the bore diameter and roundness at the o-ring location to insure
that the o-ring have properly seated.
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(6) FASTENING THE CRANK PIN BOLT

- Make certain that the cylinder numbers stamped on the cap match the
number on the main body of the connecting rod.
- If a crank pin bolt has pits or cracks, replace it with a new one.
- Place bolts by matching the numbers on their head with numbers1,2,3,4,
engraved on the caps. (Coat the nuts and the bolts with Molykote.)
- Tighten bolts in four torque steppes. Tighten bolts in the number order 3-4-1-2.
- After that, tighten each bolt until each mark on the side of the bolts matches
with the marks on the caps as shown in the drawing on the next page.
Final confirmation
When all the connecting rods have been tightened, confirm the following
points.
・ The bolt numbers match the cylinder numbers of the connecting rod.
・ The bolt numbers 1,2,3,4 of each connecting rod matches the numbers
of the caps.
・ The matching mark on the numbered head part of the bolts match with
the mark on the caps.
(7) CHANGING OF CRANK PIN BOLTS
If bolts are changed due to damage and other reasons, fasten them according
to the following order.
- Screw up four bolts without installing the crank pin bearings on the
connecting rod.
・ Make sure to coat the contact surface and the thread of bolts with MOLYKOTE.
・ Tighten and loosen the bolts gradually and repeatedly 2 to 3times from
the initial point to the final tighten point minus 10degrees in order to
make threads fit firmly.
・ Coat the contact surface again with Molykote and for the last time.
・ Fasten the bolts manually then.
・ Stamp the side of bolt head with a mark aligning with the mark on the
cap. (Be careful not to damage the contact surface.)
- If tightening is done properly, stamp cylinder numbers and bolt numbers
1,2,3,4 on the head. The marks should match with the marks on the caps.
- Loosen the bolt, take caps apart, and set crank pin bearings.
- Tighten again following the section (6).
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4.2.2. PISTON
(1) EXPLANATION
The pistons are one-piece nodular cast iron. The piston head is cooled by
lubricating oil supplied into the oil gallery.
Section of piston
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(2) DISASSEMBLY AND INSPECTION

a) Inspection of External Appearance
i) Measure the clearance between top two piston rings and the ring grooves
with a skim gauge at several points.
ii) Inspect the surface of piston rings.
- Visually inspect the hard chrome plating on the surface of top ring. Replace
the ring if an abnormality such as cracking, pitching or peeling is found.
- Inspect the edges of oil rings for any damages.
iii) Check for a build up of carbon in the ring
grooves.
- The rings should move freely in the grooves.
- Place the piston ring in the ring groove and
push each area with a thumb to confirm no
extrusion of the piston ring beyond the outer
circumference of the piston.
b) Cleaning of piston and inspection for cracks.

- Clean and remove carbon deposits from piston.
- Using a dye penetrant, check the piston head and piston boss for cracking.
c) Measuring
i) Measure the piston ring groove.
- Using a measured new ring and a skim gauge, measure the top ring of the
piston and the second ring groove at four points 90 degrees apart around the
circumference of the piston.
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- If it is over the LA limit (the maximum wear limit) , machine up the ring
groove to the M1 or M2 over size.
ii) Measuring the outer diameter of piston pin and the inner diameter of the
pin boss.
- Measure the outer diameter of piston pin at four points.
If it is over the LA limit, exchange the piston pin.
- Measure the inner diameter of pin boss at four points as outlined in the
Wear and Clearance Chart.
If it exceeds the maximum wear limit, exchange the piston.
d) Installing new piston rings.

- Do not overstretch the piston rings forcefully.
- Install the piston rings in the following order.
i. Installing order is two oil rings first, then the compression ring, and the
top ring.
ii. The marked side of each ring should face the combustion compartment.
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4.2.3. CONNECTING ROD

(1) DESCRIPTION
The connecting rod is a two-piece assembly with an serrated joint for the rod
bearing cap (2) , Each rod bearing cap is connected to the shank of the rod (3)
by four bolts (1).

a) Cleaning
- Clean the oil hole with compressed air without removing the piston pin
metal.
- Clean the holes for the crank pin bolts of the connecting rod completely.
b) Visual Inspection
- Take out crank pin bearings and visually inspect them.
You may notice erosion on the metal surface due to distribution of poured oil
pressure.
This hardly causes any problems. For judging the degree, refer to the Wear
and Clearance Chart.
Exchange a damaged crank pin bearing with a new one.
Please contact our company when something serious happens.
Cavitation on the overlay (Cermet is not exposed) of a bearing is not detrimental
to the function of the bearing. Therefore, you may continue to use it as is.
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- Check the serration (between the rod shank and the bearing cap and the
lower large ends) using Prussian blue or equivalent. If improper contact is
found, adjust the serrated joint between the rod shank and the bearing
cap. (Each face should have contact with at least 80% of its area after being
tightened.)
- Check the crank pin bolts before reassembly.
c) Measurement of Piston Pin Metal (Bushing)
- Measure the piston pin metal diameter as outlined in the Wear and
Clearance Chart and compare with the maximum wear limits.
- Replace any part that exceeds the maximum wear limit.
- Replacement of piston pin bushings (metal).
・ The piston pin metal should not be removed except for replacement.
・ If a new metal (bushing) must be installed, make certain that the oil hole is
aligned with the mating hole in the rod shank.
・ Recheck the bushing inner diameter after it is installed to make certain that
it is within the standard value.
d) Measurement of the Roundness of the Large End
- Without putting the crank pin bearings in place, torque the crank pin bolts as
stated. Measure and record the roundness of the large end. The roundness of
large end that exceeds the limit must go under the bowling process or must
be replaced with a new one.
e) Replacement of Crank Pin Bearings
- Clean the housing (shell) of the crank pin bearings of the connecting rod.
- Oversize crank pin bearing
・ We can supply the M1 and M2 oversize crank pin bearings.
・Use the oversize bearing when a crank shaft is found to be undersize by the
crank shaft measurement.
- If wear marks are found on the bore of the crank pin bearing housing, smooth
them out with an oiled stone.
- Make certain that the back of the crank pin bearing and the bore of the
housing are completely clean.
- Install the crank pin bearing placing the side without an oil hole toward the
cap and the side with an oil hole toward the connecting rod.
- Make certain that the location notches of the crank pin bearing are put into
the grooves of the connecting rod and the cap.
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f) Check the Crank Pin Bolts for Cracking

- After cleaning, visually inspect the bolts for scratching, pitting, or hitting
marks. Inspect the crank pin bolts for cracking using a dye penetration test.
- If any indication of cracking is found, the crank pin bolt should be replaced.
- The crank pin bolts being used for 18,000 to 24,000 operating hours must be
replaced with new ones even if no visible abnormality is found.
(3) PROBLEM MANAGEMENT
a) Engine speeding
- If the engine stops by operating the acceleration halting device:
No special inspection is needed because the stress on the connecting rod is
within the design limit.
- If the acceleration halting device cannot stop the speeding engine, inspect all
the connecting rods completely.
- Check items is as follows.

・parallelism of the holes at the small end of the connecting rod and the large end
・distortion of the holes at the small end and the large end.
・inside diameter of the crank pin bearing housing
・condition of the crank pin bolts
b) Burn or heat
- Without putting the crank pin bearing in place, torque the crank pin bolts as
stated in the 4.2.1.(6). Inspect the inside diameter of the housing.
- Inspect the connecting rod according to the Wear and Clearance Chart, and
replace the rod if it exceeds the maximum wear limit (LA).
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4.3 CYLINDER LINERS
４－３－０１
4.3 CYLINDER LINERS

(1) DESCRIPTION
The cylinder liner (1) is placed to the
cylinder block from top. The flange at the
top of the liner is clamped by the cylinder
head and fixed in place.
A metal gasket is used for gas sealing
between the cylinder liner and the cylinder
head. The liquid gasket is used for
sealing of the upper part (3) and the
cylinder block. A special rubber ring is
used for the lower part to secure tight seal.
There is a fire ring (2) over the upper part
of the cylinder liner inside.
(2) INTERNAL INSPECTION

a) Visual Inspection
After removing the cylinder head, the piston, and the connecting rod, visually
inspect the cylinder liner without removing from the cylinder block.
- Check for abnormal scratches on the surface of the bore of the cylinder liner.
- If deep scratches or wide surface galling by the piston ring travel is found, a
new liner should be installed.
- If excess dirt or mark of gas leakage is apparent on the bore, investigate its
cause.
b) Deglazing the Cylinder Liner
If the surface of the cylinder liner is very highly polished, deglazing is
required.
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4.3 CYLINDER LINERS
４－３－０2
- The purpose of deglazing is to form microscopic oil grooves in the cylinder

liner surface to retain an oil film, to improve lubrication, and to decrease
wearing.
Deglazing Procedure
CAUTION
i) Using a honing machine (8 - 12 u) - take it over to a shop, or do at the job site
with a special honing machine.
ii) Using sand paper (No 40) - when deglaze at the job site:
- Cover tightly the bottom of the cylinder liner with a plastic bag or similar
material to prevent abrasive material from falling into the cylinder block
while sanding.
- Using sandpaper (No 40), sanding should be done over 120 degrees
circumferential direction of the cylinder liner till the sand paper mark is
engraved.
c) Measurement of Cylinder Liner Bore

i) After honing is completed, measure the liner bore using a dial gauge or a
micrometer. Measuring points are described in the Clearance and Wear
Table.
ii) Compare the value with the maximum wear limit.
If the measurement value exceeds the maximum wear limit (LA), the
cylinder liner should be replaced.
iii) If the out-of-roundness of any liner exceeds 0.2 mm, check the cause:
improper seating between the liner flange and the top surface of the block;
improper installation of the O-ring; or excessive liner wear.
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４－３－０3
(3) INSPECTION OF CYLINDER LINER

a) Scale Deposits Inspection
- Scale deposits should not be piled up over 0.5mm on inside of liner surface.
- Excess scale deposits indicate the problem with usage of water coolant
When the cylinder liner is put back, add a strong, descaling agent to entire
cooling system to remove scale.
b) Inspection for cracking on the cylinder liner
- The circumference of the Cylinder liner flanges should be checked for
cracking. The circumference of the fitting area with fire ring should be
checked too.
- If any cracks are found using dye penetration test, a new liner should be
installed.
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4.4 FUEL INJECTION VALVES AND FUEL
INFECTION PUMPS ４－４－０１
4.3 FUEL INJECTION VALVES AND FUEL INFECTION PUMPS

4.3.1 Fuel Injection valves
WARNING
There is a danger of injuries caused if high-pressure oil droplets come in direct
contact with your skins when conducting the injection test of fuel injection pump.
In case where high-pressure oil droplets have come into your body through the
skin, then it is necessary to undergo forthwith specialist's diagnosis and surgical
treatment.
CAUTION
When using hydraulic tools or when conducting the fuel injection valve injection
test, high- pressure fluid will gush out , leading to the danger of injuries.
treatment.
Apply hydraulic pressure only after making sure that joints are securely connected.
Be sure to put on safety goggles in carrying out the following items of work being
in danger of injury to eyes.
・ When handling fuel oil
・ In course of fuel injection valve injection test
(1) DESCRIPTION
The fuel injection valves are located in the center of cylinder head. They inject
fuel directly into the combustion compartment.
If low quality, heavy oil is used, the fuel injection valves should be cooled.
(2) SPECIAL TOOLS
mark name
A fuel valve extractor
B nozzle tips cleaning tool
C fuel valve testing pump
D high pressure tube for the testing pump
Section of fuel injection valve

This document is property of STX ENGINE CO., LTD. It must be neither produced nor communicated nor published without permission.
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INFECTION PUMPS ４－４－０２
(3) INJECTION VALVE REMOVAL

- Remove the fuel high pressure union.
- Remove the injection valve retainer.
- Install the extractor (tool A) and lift the injection
valve holder.
(4) CHECKING INJECTION VALVE PERFORMANCE
- Insert the sleeve (1) into the fuel injection valve.
- Connect the testing pump (3) to the injection valve
with the connecting tube(2).
- Fill the testing pump with the filtered, clean light oil.
Removal of injection valve
Injection test
- Operate the hand lever with several short strokes till spray starts.
- Once spray begins, handle the lever slowly and all the way.
WARNING
There is a danger of injuries caused if high-pressure oil droplets come in direct
contact with your skins when conducting the injection test of fuel injection pump.
treatment.
CAUTION
When using hydraulic tools or when conducting the fuel injection valve injection
test, high- pressure fluid will gush out , leading to the danger of injuries.
treatment.
Apply hydraulic pressure only after making sure that joints are securely connected.
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INFECTION PUMPS ４－４－０３
a) Normal spray pattern

If the testing pump is handled slowly, uniform spray
pattern should be observed intermittently.
Spray stops instantly and no dribbling.
Check the nozzle holes and clean the nozzle tips with
the cleaning tool if necessary.
b) Normal valve opening pressure

The pressure should be at the provided value as soon as the indicating needle
moves.
c) Inspection of fuel valve nozzle sheet

The nozzle should remain dry at the valve opening pressure of 26.48 MPa.
Release the hand lever of the testing pump at the pressure 29.42 MPa.
The pressure should drops to 12.75 MPa in more than 10 seconds.
Finally reset to the specified opening pressure of 34.32 MPa.
If an abnormal fuel injection valve is found, it

should be disassembled and inspected.
(5) SETTING THE INJECTION VALVE OPENING PRESSURE
( Refer to the valve assembly section.)

Set the pressure with the testing pump attached.
- Loosen the lock nut (8) and loosen the adjusting screw (4) by turning twice.
- Operate the testing pump lever twice to flush dirt out of the nozzle.
- Operate the lever again and tighten the adjusting screw (4) until the valve
opening pressure is correct. Lock the nut.
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INFECTION PUMPS ４－４－０４

- Insert a copper plate, clamp the valve in a vice with the nozzle facing
downward.
- Remove the lock nut (8).
- Remove the adjusting screw(4).
- Loosen the vice, turn the valve over and remove the spring(6)and the
spindle(7).
- Clamp with the vice.
- Loosen the screw nut (5) and remove the nozzle (3).
Disassembly of injection valve
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(7) MAINTENANCE OF FUEL VALVE NOZZLE

The valve nozzle with poor pressure maintaining strength should be cleaned
by removing carbon deposits. Then, polish the nozzle holes and needle seats
carefully with machine oil.
Never use lapping compounds regardless of the size of granules.
If lapping with machine oil fails to correct a leakage problem, a new nozzle /
needle assembly should be installed.
(8) REASSEMBLY
- Hold the fuel valve holder (1) with a vice.
- Reinstall the nozzle and the O-ring, torque the nut following the Tightening
Torque Standard.
- Loosen the vice and turn the valve holder over and reinstall spindle, spring
and adjusting screw in that order.
- Set the valve opening pressure as outlined above (5).
(9) REINSTALLMENT INTO CYLINDER HEAD (Refer to the section, reassembly

of the fuel valve. )
- Clean the surface of gasket seats inside the fuel valve sleeve and put the
gasket (10) properly with the projection on top. (Refer to the drawing below.)
- Insert the injection valve into the sleeve and align the locating mark with
corresponding mark on the cylinder head.
- Temporarily clamp with a retainer.
- Tighten the fuel valve high pressure union.
- Tighten the retainer firmly.
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4.4.2 FUEL INJECTION PUMP

(1) DESCRIPTION
The fuel injection pump is directly driven by the engine camshaft.
- The components of the fuel injection pump
- The equal pressure valve (delivery valve)(2) is set on the upper part of
plunger barrel and is fastened with the bolt (1).
- The head part of the plunger(5) has two diagonal grooves.
- The fuel is injected through the grooves in the amount corresponding to
the rotation angle of the plunger.
- The rotation of the plunger is driven by the fuel control rack and the
rack control sleeve. The up-and-down movement of the plunger is
driven by the cam through the cam roller (4), the cam roller guide and
the spring.
- The plunger barrel has three grooves. The upper groove is connected
with the fuel camber and let the excess fuel dripped from the plunger flow
into the fuel camber. The lubricating oil flows into the lower groove and
seals the fuel leaks from the plunger. It also lubricates the lapping part of
the plunger. The middle groove is used to drain fuel and lubricating oil
from the upper and lower grooves.

It is not necessary to remove the pump from the engine for inspection unless it is
for the overhaul.
a) Visual Inspection of the pump camshaft roller
- Visually check the surface of the roller.
- If damage is apparent, a new roller should be installed.
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b) Inspection of the Equal Pressure Valve (Fuel Delivery Valve)

- Remove the bolt (1) at the top and take the flange (2) out.
- Remove the fuel delivery valve.
(Take the value out carefully because there are check balls and springs
inside.)
- Inspect the ball bearings, springs and spring bearings. Install new parts if
necessary.
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- Clean each part and reassemble carefully.

- Torque the bolts (1) to the value shown in the Tightening Table.
(3) PUMP OVERHAUL
The overhaul of the fuel injection pump should be done at an approved shop.
Record the result of disassembly inspection and all the abnormalities found
during the disassembly.
a) Inspection of the Roller Guide
i) disassembly
Screw in the bolt into the guide pin (3).
Push the roller (4) and remove the pin (3).
Remove the roller guide assembly and the
plunger(5). Extra care must be taken not to
damage or scratch the plunger (5).
Measure and record the dimension 'A' for
reference at the time of reassembly.
Remove the shims (15) carefully.
ii) Inspection of the roller and the roller pin.
Remove the set pin and take the roller pin out.
Measure the inner diameter of the roller, the outer diameter of the pin, and
the inner and outer diameters of the roller bushing.Replace any parts that
exceed the clearance limits or have pitting or chipping on the surface.
ⅲ) Reassembly
When the roller guide with new parts is reassembled, recheck
thedimension 'A' to confirm the same value as original. (The permissible
difference is + 0.1)
If the measurement differs from the original, the shim thickness(15)
should be adjusted. This is necessary to maintain the timing of pump
constant.
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INFECTION PUMPS ４－４－０９
c) INSPECTION OF THE BARREL / PLUNGER ASSEMBLY

i) Disassembly
Remove the plunger.
Remove the control sleeve and the rack.
Remove the deflectors and the locating screw.
Push the plunger barrel out.
ii) Replacement of the plunger assembly
When replacing the plunger and the plunger barrel assembly,install them
first. Then, remove the deflector and lift the roller guide until the tip of the
plunger closes the suction port.
The final adjustment of Pmax depends on the number of shims on the
attachment surface of the injection pump. One piece of shim measures
0.15 mm. It changes Pmax about 0.15 MPa.
iii) Reassemlby
Clean each part carefully and reassemble them in the reverse order of the
disassembly.
Install new barrel O-rings.
Install the control rack and sleeve mating the end tooth of the sleeve to the
end tooth of the rack.
L22HLX
INFECTION PUMPS ４－４－１０
d) REINSTALLING THE INJECTION PUMP

- Install the pump to the cylinder block positioning to the locating bolt, then
tighten the mounting bolts temporarily.
- Inspect the contact area between the engine camshaft and the pump cam
roller.
Apply Bearing Red to the camshaft and rotate the crankshaft for two
revolutions.
Inspect the contact area between the cam and the roller. Special attention
should be paid to the top circular area.
If the contact pattern is one sided, rotate the whole pump and adjust till
the contact pattern is satisfactory.
- Tighten all the mounting bolts to the value specified in the Tightening
Table.
- Recheck the contact pattern between the cam and the roller.
- Adjust the rack.
- Install the high pressure union.
- Connect to the fuel line and lubricating oil line.
L22HLX
4.5 GOVERNOR DRIVE AND FUEL CONTROL LINKAGE
４－５－０１

4.5.1. GOVERNOR
(1) DESCRIPTION
The governor controls the amount of fuel injected by the fuel injection pump
responding to the changes in the revolutions of the engine. It maintains a constant
revolution speed of the engine.
Refer to the separate volume "Governor Manual" for detail.
(2) PERIODICAL INSPECTION
Drain the oil in the governor through the drain port. Fill with clean oil up to the
level prescribed on the oil gauge. Clean the oil pourer beforehand with the same oil.
Use the lubricating oil mentioned in the Chapter 1. Strain the oil through a filter
before use.
- Removal of the governor
・ Remove the linkage, the governor retardation device and disconnect the cables.
・ Remove the four governor mounting bolts and lift the governor assembly vertically
from its base.
- Disassembly and Inspection
・ Disassembly should be done at the specialty shop or by the skilled workers only.
Contact our office if the disassembly is required.
- Installment on the Engine
・ Install the governor carefully so that the serration of the drive shaft can be matched
smoothly. There should be little resistance at the serrated joint and the governor
should slide down with its own weight.
- Confirmation after the Installment
・ The linkage should move freely without rattling or looseness.
・ The rack of the fuel injection pump should be brought back to the "0" position with
the halting handle without interference by the governor.
- Adjustment and Setting
Follow the instruction stated in the Governor Instruction Manual.
L22HLX
４－５－０２
4.5.2. GOVERNOR DRIVE
(1) DESCRIPTION
The governor drive is mounted at the power output end of the cylinder block. The
cam shaft gear drives the governor drive gear (1), which in turn drives the governor
drive gears A(2) and B(3). And fuel oil feed pump is mounted at the end of the
governor drive shaft (4).

a) Visual Inspection of the tooth contact surface
Remove the governor from the bearing case (6).
And remove the inspection cover (7). Inspect the tooth contact surface of each of
the drive gears for unusal wear or pitting.
Measure the backlash between the cam gear and the governor drive gear (1) and
between the governor drive gears A (2) and B(3).
b) Disassembly and Inspection
i) Remove the bolt (8) from the governor drive and pull out the bearing housing (6).
Remove the C-type ring (9) and take the governor drive gear B (4) out. Remove the
C-type ring (9), the ball bearing (11) and the distant piece (12).
ⅱ) Remove the bolts (14) from the bracket (13), and pull out the fuel oil feed pump (5)
ⅲ) Remove the bolt (15) and hundle bracket (16), take out the governor drive shaft (4)
Then remove the ball bearing (17) from the governor drive shaft (4), and remove
the oil seal (18) and the ball bearing (19) from the bracket (13)
ⅳ) Use new parts of the governor drive if needed. Assemble them in the reverse order
of disassembly.
(3) Inspection
Visually inspect the condition of the bush (20), the rip of the oil seal (18), the inner of
the ball bearings (19), the drive gear teeth for pitting, and so on. Install new parts
as needed.
L22HLX
４－５－０３
Section of governor drive
L22HLX
４－５－０４
4.5.3. FUEL CONTROL LINKAGE

(1) DESCRIPTION
The governor is connected to the fuel injection pump by the fuel control linkage.
(2) ADJUSTMENT OF THE FUEL INJECTION PUMP RACK
a) Notice
The following procedures have to be taken before reinstalling the fuel injection pump.
・ The rack of the injection pump should move freely by hand.
・ Make certain that the rack stroke is done in full scale. If not, the pump should be
returned to the manufacturer. Do not readjust the pump rack yourself on any
account.
b) Adjustment
- Connect the rack to the lay shaft lever (1).
- Return the governor control lever to the "Stop" position.
- Loosen the nut (2).
- Loosen the adjusting screw (3).
- While the lever is set at the stop position, set the rack to the"0" position by tightening
the adjusting screw (3).
- Tighten the nut (2).
- Recheck the rack stroke by moving the lever (1) manually.
- Make certain that the rack moves freely in full stroke without ratting.
L22HLX
４－５－０５
4.5.4. GOVERNOR LINKAGE
(1) DESCRIPTION
The governor is connected to the lay shaft through two levers (1) & (3), the link rod
(2), and the buffer spring (4). The engine can be stopped manually by moving the
control handle attached at the edge of the lay shaft.
(2) ADJUSTMENT
- Apply lubricating oil to each joint in the linkage.
- Make certain that the linkage moves freely with no binding.
- While the governor is set at the "STOP" position, check the indicator of the control
lever. It should be at the "0" position.
- If the indicator is not at the "0", adjust the link rod (2) so that the marks align.
- Lock it by tightening the nut (5).
SECTION 4 - DISASSEMBLY AND REASSEMBLY L22HLX
4.6 CYLINDER BLOCK AND MAIN BEARING
４－６－０１

4.6.1. CYLINDER BLOCK
(1) DESCRIPTIO
The cylinder block is a one-piece, cast iron shaped like a hanger.
(2) PERIODICAL INSPECTION
Inspection of inside cylinder block
- Visually inspect inside of the cylinder block (cam and roller, and the large
end of connecting rod)
- Make certain that there is no pooled water inside the oil pan.
- Repair the source of leakage if needed.
- It is not abnormal to have condensation on the wall of cylinder block.
a) Disassembly
Remove the following parts and disassemble the cylinder block.
 crank shaft
 head studs
 camshaft bearings (except when changing with new parts)
b) Cleaning
. Note
Before clean the cylinder block, seal the oil holes, protect exposed crankshaft
surfaces with cardboard.
- Clean the internal and external block surfaves with a brush and
cleaning agent. Use high quality cleaner not to damage the metal surface.
- Do not use rags for drying. Blow-dry with compressed air.
CAUTION
- Clean all the lube oil holes and oil passages in the cylinder block and
make certain that no water or foreign objects (wood chips, rag pieces,
metal dust, iron sand, sand, etc.) remain.
- Once cleaning is done, seal the oil holes and the water and air passages
with adhesive tape until the cylinder block is reassembled.
４－６－０２
c) Inspection
- Check the protective paint on the internal block surface. Apply high
quality,
heat and oil resistant paint on the peeled surfaces.
- Inspect the water compartment facing the cylinder liner. Repair it if
excessive fletchings, wear, cavitaion or erosion is found.
- Check the scale accumulated in the water compartment.
Treatment agent has been added to the water but occasional descaling is
needed. At the time of descaling, care should be taken not to drop scales
into the oil pan.
d) Reassembly
- As for the parts to be reassembled, refer to the instruction stated in the
each chapter.
- Use new seals for the push rod guide and the cooling water pipe.
- Install new O-rings and new cylinder liner O-rings.
- Use sealing agent (KE 45) for the area to be sealed and use LOCKTITE 242
to prevent looseness.
4.6.2. CAMSHAFT BEARINGS

(1) DESCRIPTION
The camshaft is supported by thin camshaft bearings which are pressed in the
wall of the cylinder block.
a) Inspection of the camshaft bearings
Remove the camshaft (refer to the chapter 4.8 Camshaft) and inspect the
camshaft bearings.
b) Disassembly of the camshaft bearings
- Do not remove the camshaft bearings unless the inspection shows excess
damage.
- Special tools are required to remove bearings. Contact our office if needed.
４－６－０３
4.6.3. MAIN BEARINGS

(1) DESCRIPTION
a) Construction
The main bearing cap is held in place by the cylinder block main bearing
caps on both sides. It is secured in the block by the main bearing studs and
the side bolts.
The main bearing and the thrust bearing are attached on the main bearing
cap at the end of the main thrust shaft.
- There is an oil groove on the upper main bearing.
- No oil groove on the lower main bearing.
There are notches on the side of main bearing cap and on the cylinder block
to fit the claws of the bearings. They indicate the place for the main bearing
to be put in the direction of the shaft and the diameter.
b) Lubrication of Bearings
Lubricating oil is forcefully poured from the lube oil main pipe inside the
cylinder block through the oil hole connected to the main bearing upper
housing inside cylinder block wall. Some lube oil flows through the oil hole in
the crank shaft and lubricates other parts.
(2) Special Tools
mark name
A hydraulic tool for tightening and loosening main bearing
bolts and nuts
A1 hydraulic jacks ×2
A2 draw-studs ×2
A3 spacer ×2
A4 shaft ×2
A5 nuts ×2
B tool to install or remove main bearing
B1 - remover ×1
B2 - dummy bearing ×1
C telescopic jack for installing or removing main bearing cap
E manual hydraulic pump and hose
 A1, A4, A5, A6, and E are used together with the cylinder
head hydraulic tool.
４－６－０４
(3) DISASSEMBLY AND INSPECTION OF MAIN BEARING

a) Disassembly of Main Bearing
The removal of the main bearing during the disassembly and inspection of
the engine is carried out in the following six steps.
i) Step 1
- Remove the inspection door located at the lower part of the cylinder
block.
- Put the telescopic jack directly under the main bearing cap.
- Screw the guide bar on the main bearing cap.
ii) Step 2
- Screw the draw-stud (A2) on the main bearing stud (1).
- The spacer (A3) is held in place by the shaft (A4).
- Put the jack (A1) through the draw-bolt (A2) and hold it by hand.
iii) Step 3
- Screw the nut (A5) on the draw-stud (A2) and support the torque jack
(A1) with the shaft (A4). Loosen the tightened nut (A5) about 1/4 turn
to keep it from binding during disassembly.
- Connect the jack(A1) to the hydraulic pump with two rubber hoses.
L22HLX
4.6 CRANKCASE ASSEMBLY ４－６－０５
CAUTION
When using hydraulic tools or when conducting the fuel injection

valve injection test, high- pressure fluid will gush out , leading to the
danger of injuries.
Never allow your body to gain access to the range covered by oil
droplets.
In case where high-pressure oil droplets have come into your body
through the skin, then it is necessary to undergo forthwith
specialist's diagnosis and surgical treatment.
Apply hydraulic pressure only after making sure that joints are
securely connected.
iv） Step 4
- Remove the side bolts (2) from the main bearing cap that is being
removed and loose the side bolts from the two adjacent main bearing caps.
- Pump up the hydraulic pressure (refer to tightening table),
then loosen the main bearing stud nuts (3) one turn using bar A4.
- Release the hydraulic pressure and remove the jacks.
v）Step 5
- Attach the hydraulic pump now to the small bottle jack and position the jack
underneath the main bearing cap.
- Pump up the telescopic jack and support the main bearing cap.
- Remove the two stud nuts (3)
- Release the hydraulic pressure gradually, take the main bearing cap down
Slowly until the top end of the jack.
Note : When disassemble the main bearing cap, it isn’t necessary to remove off
the stud completely.
vi）Step 6
- Remove the lower half of the main bearing shell from the main bearing cap.
L22HLX
4.6 CRANKCASE ASSEMBLY ４－６－０６
- To remove the upper half of the main bearing shell, rotate the crankshaft until
the removal tool (B1) can be inserted in the lube oil hole in the crankshaft journal.
- Continue rotating the crankshaft in the direction indicated by the sketch

As slowly as possible until the upper bearing shell is loose.(The upper bearing
shell has a tang on one end to lock it in place - it can only be removed by
turning in the direction indicated - otherwise the shell will be damaged.)
- When the upper main bearing shell is loose from the main bearing cap,
catch it certainly.
WARNING
There is a danger of parts of the body being entangled into the
rotating parts or gears of turning device in the course of turning
with the turning device.
There is a danger of injur ies being caused by contra rotation of
- Inspect the condition of the main bearing shells and the mating surface
of the crankshaft, and main bearing cap. (Refer to Section 3.2).
Reassembly
- Install the upper bearing shell by rotating the crankshaft until the oil hole
in the journal is in view on the RH side of the block (as viewed from the front,
or timing gear end). Insert the removal tool in the oil hole and install the dummy
bearing cap that is supplied with the special tools. The dummy bearing cap has
a slot in the center to provide clearance for the locking tang on the upper bearing
shell while it is being rotated into position. Install the upper bearing shell in the
dummy cap with the tang-end next to the removal tool. Using the bottle jack, lift the
main bearing cap until the bearing shell comes into contact with the crankshaft journal.
L22HLX
4.6 CRANKCASE ASSEMBLY ４－６－０７
WARNING
the turning device.
- Carefully rotate the crankshaft in the direction indicated by the

sketch until the upper shell is in its correct position. Release the
hydraulic pressure on the bottle jack, lower the bearing cap, and
remove the dummy bearing cap.
- Place the lower main bearing shell in the cap, raise the cap into place
by using the hydraulic jack, and install the stud nuts hand-tight (use
Molykote or similar lubricant on the studs).
- Tighten the LH side bolt (as viewed from the front or timing gear end)
to half of the required torque. (Note that this is only about half the final
torque value it will be tightened again in the last step).
- Install the stud tensioning jacks on the studs (same as was done when
the stud nuts were removed, as outlined above), raise the jack pressure
(refer to tightening table), and tighten the stud nuts by hand using the bar A4.
- Bleed the pressure from the tensioning jacks and remove them.
- Tighten the LH side bolt and the LH side-bolts of the adjacent
bearings to the final torque value as above. (refer to tightening table)
- Tighten the RH side bolt and the RH side-bolts of the adjacent
bearings to the same final torque value as above.
L22HLX
4.6 CRANKCASE ASSEMBLY ４－６－０８
Rear Main Bearing and thrust Bearing
- Before disassembly, measure the crankshaft end-play to determine if a

new thrust bearing is required.
- To measure the end-play, pry the crankshaft forward (toward the timing
gear end of the engine) with a bar placed between a surface on the
block and an unmachined surface on the crankshaft balance weight. Then
install a dial indicator, either on the flywheel face or crankshaft
hub. Set the dial indicator to "0" and observe the displacement as the
crankshaft is barred toward the rear of the engine. If the end-play
exceeds the settled value, new thrust bearings should be installed.
- The procedure for disassembling the rear main bearing is the same as for
the other main bearings (as discussed above), except that it is
recommended that the flywheel or coupling weight be supported during
the process to avoid stressing the crankshaft. This can be done by
blocking or by placing a jack under the flywheel or coupling prior to
removing the main bearing cap.
- Once the rear main bearing cap has been removed, the thrust bearing can
be removed for inspection.
- Reassembly procedure is the same as for the other main bearings.
L22HLX
4.7 CRANKSHAFT ４－７－０１
4.7 CRANKSHAFT
The crankshaft is a one-piece, continuous grain flow forged steel crank with
induction hardened journals. Balance weights are located and secured by bolts
and dowels.
Crankshaft removal is required only if remachining of the main or rod bearing
journals is indicated by clearance or wear measurements, as outlined in Section 3.2.
If remachining is required, it should only be done in an approved service shop.
Periodic inspection of the rod bearings is recommended at settled intervals, and
inspection of the main bearings is recommended at other settled intervals
(Section 3.2). During these inspections, the condition of the crankshaft
journals should also be noted - if serious wear or
scuffing is apparent,
complete measurements should be obtained to determine if remachining is
required. Crankshaft deflections should be measured after the initial 100 hours
of operation and afterwards at 3000 hour intervals (Section 3.2).
Procedure for measuring crankshaft deflections
- Deflection is measured in both vertical and lateral directions. As

indicated in Section 3.2, slightly higher deflections are normal at the rear
main bearing because of the cantilever affect of the flywheel and/or
coupling.
CAUTION
Deflection measurements should be made when the engine is cold and with
the indicator cocks open at each cylinder.
- Install the dial indicator (supplied with special tool group) on the
crankshaft journal that is being measured in the position shown by 'A' in Figure.
L22HLX
4.7 CRANKSHAFT ４－７－０２
- Set the dial indicator to the 'zero' position.

- Rotate the crankshaft slowly to the 'B' position, record the reading on the
dial indicator (be sure to note and record whether is a plus or minus
reading), then continue to points 'C', 'D', and 'E'.
WARNING
the turning device.
Do not allow your hand, leg, etc. to gain acc ess to the parts.

- When all five readings have been recorded, calculate the deflection as
follows:
Vertical deflection = the value at 'C' minus the average of the values at
'A' and 'E'. Ie., dV = C-(A+E) /2.
Horizontal deflection = the value at 'D' minus the value at B.
L22HLX
\ SECTION 4 - DISASSEMBLY AND REASSEMBLY
4.7 CRANKSHAFT ４－７－０３
- Once the deflection values have been calculated for all cylinders, they
should be compared to the maximum wear limits shown in Section 3.2. If the
values are exceeded, or if there is significant difference in the deflection
values from one cylinder to another, it generally indicates a problem with
the engine foundation. The cause should be determined and corrected as soon
as possible.
Crankshaft Journal Inspection
- The rod and main bearing journals should be visually inspected for scoring
and/or scuffing whenever any of the bearings are removed. The rod journal
diameters should be measured (at two points degrees apart) both at the
center of the journal and at each end about 20 mm from each of the crank
arms. The measurements should be compared to the values shown in
Section 3.2. If the wear limits are exceeded, the crankshaft should be
remachined and appropriate undersize bearings used.
４－８－０４
4.8.2. GEARING
WARNING
There is a danger of your hands being pinched by the gear and cam roller of the
engine.
(1) DESCRIPTION
The timing gear train consists of spur gears located at the front of the engine.
Gearing on side of driving shaft
４－８－０5
(2) INSPECTION OF THE TEETH ON THE GEARS

- Remove the cam gear cover (housing).
- Measure the clearance toward the cam gear shaft with a skim gauge.
- Inspect the condition of the teeth on the gears. Measure the backlash
of the cam gear.
(3) MEASUREMENT OF BACKLASH
Set the stick of the dial gauge near the pitch line on
the tooth of the gear as close as possible to a right
angle with the diameter.
Measure at three points, every 120 degrees on the
circumference.
Refer to the backlash standard value on the Wear
and Clearance Chart.
(4) REPLACEMENT OF BEARINGS
a) Replacement of idle gear bearings
i) Disassembly of the idle gears and the bearings
-Loosen the bolt (1) and hit the head of the bolt
with a copper hammer and drive the secured
installation from the idle gear shaft.
-While supporting the idle gear 1 by hand,
remove the bolt.
-Take out the idle gear 1 along with the shaft.
-Remove the C-type ring (3).
-Pull out the bearing (4).
ii) Reassembly of the bearings and the gears
Two new bearings for each gear should be installed
in the directions oppesite to each other as shown in
the drawing.
Install the C-type ring (5) and the spacer (6) firmly.
(Coat the outer and inner diameter of the bearing,
the gear bore and the outer diameter of the gear opposite to each other
shaft with Locktite 601.)
４－８－０6
- Insert the idle gear shaft (7) into the idle gear and install the C-type
ring.
- Screw in the bolt and insert the secured installation of the idle gear
shaft into the attachment hole.
- After the gear shaft is installed, loosen the bolt temporarily.
- Coat the threads of the bolt with Locktite 242 and tighten the bolt to the
specification.
b) Replacement of bearings (water pump drive idle gear)
i) disassembly of the gears and bearings
- Remove the gear case (1).
- Remove the bolt (2).
- While supporting the idle gear (3) by hand, pull out the idle gear shaft (4).
- Pull out the idle gear (3).
- Remove the bearings with the same procedure as described in the
previous section.
ii) Reassembly of the bearings and the gears- Install two new bearings (7) on
the gear in the opposite direction of each other. (Refer to the previous
section.)
Reinstall the bearings (7), C-type ring (5) and spacer (6) as outlined above.
- Put the gear (3) into the case (housing)(1) and insert the gear shaft (4).
- Install a new O-ring.
- Tighten the retaining bolt to the specified torque.
４－８－０7
(5) ADJUSTING TIMING
WARNING
the engine.
CAUTION
The reference cylinder to be used when adjusting timing will always be the
cylinder that is located to the timing gear.
The camshaft idle gear and camshaft drive gear must be timed with respect to
the crankshaft. Use the following procedure:
- Rotate the engine until cylinder No.6 or No.8 (cylinder at timing gear end of
the engine) is at top dead center. The keyway on the crankshaft gear should
be at the top position, as shown by Figure.
- he timing mark on the camshatt gear and idler gear should be positioned,
as shown by the insert of Figure,
L22HLX
4.9 STARTING AIR DISTRIBUTOR ４－９－０１
4.9 STARTING AIR DISTRIBUTOR

With the air-over-piston starting arrangement, the engine is started by
supplying compressed air to the tops of the pistons in a timed sequence, thereby
forcing the crankshaft to rotate.
The timing of the air blasts to each cylinder is provided by the starting air
distributor. The distributor is driven by the engine camshaft and is mounted
externally at the rear of the engine. The distributor is connected by air lines
to the individual cylinders.
As shown by the sketch, the principal parts of the distributor are the body
(Item 4) and a rotating disc (rotor-Item 2) that is keyed to the driveshaft
(Item 1). When compressed air is supplied through the main air line, it passes
through an opening in the rotor to the appropriate cylinder. As the crankshaft
begins to turn, the rotor also turns (since it is driven by the camshaft) until
the port for the next cylinder is aligned. This sequence continues turning the
crankshaft until combustion occurs and the engine begin to run under its own
power - at that time the main air supply to the starting distributor must be
shut off by the operator.
Section of starting air distributor
L22HLX
4.9 STARTING AIR DISTRIBUTOR ４－９－０２
Inspection
The distributor can be inspected without removing it from the engine.

- Close the main air supply valve. Remove the air supply line to the
distributor, and remove the cover (Item 6).
- Remove the rotor by using two M6 bolts in the puller holes that are
provided.
- Clean the rotor, key, and body bore. Check the angular clearance as
outlined in Section 3.2 . If the clearance exceeds the limit, a new key
and/or shaft should be installed.
- When reassembling, coat the disc and the mating surfaces on the distributor
body with grease. Fill the grease cup with grease.
4.10 AUXILIARY ENGINE AND DRIVING GEAR
４－１０－０１

4.10.1 LUBRICATING OIL PUMPS
(1) DESCRIPTION
Usually, the engine is equipped with an engine driven, gear-type lube oil pump.
The lubricating oil pump is driven by the a drive gear (1) through an idle gear.
There are a pair of drive pinions ((2) and (3))inside the casing.
When they mesh, lube oil is wrung out.
The disassembly of the lubricating oil pump is done after it is removed from the engine.
a) Disassembly
- Loosen the nut (4) and take the drive gear (1) out.
- Remove the rear cover (5) and the mounting bracket (6).
- Pull the drive pinion (2) and the driven pinion (3) from the casing.
b) Inspection
- Inspect the tooth surfaces of the drive gear (1), drive pinion(2), and the driven pinion (3).
- Inspect inside the bushings (8) and replace them if excessive wear is apparent.
(3) REASSEMBLY
- Reassemble in the reverse order to the disassembly.
- Watch for the lube oil hole and the groove when a new bushing is installed.
- Apply sealing compound to the mating faces of both covers, the casing, and the bracket.
- Coat the nuts with LOCKTITE 242 and tighten them to the values given in the
Torque Table.
Section of lubricating oil pump
４－１０－０２
4.10.2 COOLING WATER PUMP

(1) DESCRIPTION
Generally, our engine has an engine driven, whirlpool-type cooling water pump.
The pump is driven by a drive gear (1) through an idle gear.
The impeller (2) is secured by a retaining impeller nut (3) to the end of the shaft
opposite the drive gear (1). Cooled water is driven through the whirlpool shaped
casing (4). A mechanical seal (5) is used at the water cooling side, and an oil seal
(6) is used at the lube oil side.
４－１０－０３
(2) DISASSEMBLY OF COOLING WATER PUMP

Inspect the cooling water pump after the cooling system is drained and the pump
is removed from the engine.
a) Disassembly and Inspection
i) disassembly
- Remove the case cover (7)
- Remove impeller nut (3) and take the impeller (2) out.
- Remove the imechanical with the casing. without them slowly without tilting
the casing.
- Remove the castle nut (8) and take the drive gear (1) out.
- Remove the shaft (9) from the bracket (10). Remove the ball bearing (11) from
the shaft and the bracket (10).
ii) inspection
- Measure the wear between the ring (12) and the impeller (2) as outlined in the
Wear and Clearance Chart. If it exceeds the maximum wear limit, new parts
should be installed.
- Inspect the impeller (2), the whirlpool casing (4), and case cover (7) for signs of
pitting, wear, cavitation or erosion. If the damage is severe, replace with new
parts.
b) REASSEMBLY
- Clean each part. Remove any dirt or rust.
- Reassemble the pump in the reverse order of disassembly. The following parts
should be changed with new ones.
* mechanical seal
* oil seal
* ball bearings
４－１０－０４
- How to set the mechanical seal

・Insert the shaft in the bracket.
・Install the casing on the bracket.
・Apply a small amount of oil to the shaft and push the rotating circle (4)
carefully into the shaft. (Be careful not to get oil on the faces of the
mechanical seal shown as A in the drawing below.)
・Watch for the direction of the spring (4). Set it with the washer (5).
- Apply LOCKTITE 242 on the impeller and the castle nuts. Tighten the nuts
till the value given in the Torque Table.
L22HLX
4.11 TORSIONAL VIBRATION DAMPER ４－１１－０１

4.11.1 Hulsen damper
(1) Description
If necessary, torsional vibration damper is equipped, in order to reduce
the stress generated by torsional vibration. Generally, hulsen damper is
provided, which is constructed with circular leaf springs and keys.
(2) Inspection of springs
Inspection of the damper springs should be done without removal the damper
ass'y. After the bolts (2) and the side cover (1) were removed, pull out the
springs and inspect them.
Remove the key (3) and circular leaf springs (4) by the half number of them.
After inspection and reassembly, remove the remainder.
If deformation or damage is found, replace it.
(3) Inspection bushes
Check the clearance C between inner part and outer part before disassembling.
Remove the damper ass'y from the crankshaft. Remove the both side cover (1)
and (6). Clean and inspect the parts. Check the bushes (5), which should be
jutted from side cover (1). If necessary, replace the bushes (5).
(4) Reassembling
Replace O-rings. Tighten the bolts 2 as per tightening torque table.
(Clean and apply the "LOCKTITE 242")
4.11.2 Geislinger damper
In some plants, geislinger damper is equipped. Refer to the manufacturers
instruction manual.
L22HLX
CONTENTS
SECTION 5 - TROUBLE SHOOTING
L22HLX
５－１－０１
WARNING
or gears of turning device in the course of turning with the turning device.

specifications.
The engine may start abruptly without notice through the auto start signal or by
remote starting. As there is a danger of entanglement etc., do not gain access to
rotating parts and moving parts.

battery-started engine.
engine.
・Disconnection of battery power source.
・Capacitor discharge.

air-started engine.
engine.
CAUTION
Since there are many hot parts in the engine during the course of running or
right after stopping, there is a danger of scald caused by them. Do not allow
your skins to come in direct contact with them.
In particular, use extreme care for the following parts that are heated up to
high temperatures.
・Fuel oil line
・ Steam line
L22HLX
５－１－０２
In the case of carrying out the follow ing work, there is a danger of scald
caused by high-temperature parts or hot fluid.
・pressurized fresh water expansion tank.
In the case of checking by finger touch, there is a danger of scald. To

prevent this, first allow your finger to approach to the work and make sure
that it is not hot, followed by conducting the check by finger touch.
If the work is hot, do not conduct the check by finger touch to avoid
causing the scald.

disassembly tools.
injection test, high- pressure fluid will gush out , leading to the danger of
injuries.
the skin, then it is necessary to undergo forthwith specialist's diagnosis
and surgical treatment.
connected.
There is a danger of critical accidents arising from such malfunction of

electronic devices applied to electrical governor and remote controller as is

room and enclosure.
L22HLX
５－１－０３

If any abnormality is observed in operating conditions, particularly when
abnormal situation arises during starting attempt or immediately after the
engine has started, check for erroneous operation or any other error with
reference made to the description in this section. In this case, do not
indiscriminately conduct test. Do not restart the engine until abnormality
is deleted.
Refer to section 3 MAINTENANCE MANUAL and section 4 DISASSEMBLING AND
REASSEMBLING OPERATION, in which instructions related to disassembly and
reassembly required for eliminating abnormal situation are given.
(1) Early detection of trouble
If there is a possibility that the engine will be troubled, its sign will
be shown in advance except special troubles. If any slight abnormality
should be observed, check the related parts and minimize the trouble.
(2) Before starting operation
Before starting operation, keep the following points in mind and check the
problematical point thoroughly and start with the next operation.
If any alarm before trouble?
If any same trouble caused past?
Repair and maintenance was done past?
When detecting the cause of trouble, the engine can be kept running?
(3) Detection of cause of trouble
Start with the cause of trouble from simple symptom. Check easy and clear
point at first and detect more complicated points. If such way, time and
work should be saved.
(4) Re-inspection before disassembly
In many cases, causes of trouble should be related with other parts. Check
whether or not there is any mistake in counter-measure. Re-check before
disassembly so that evidence of associated parts is not lost.
(5) Counter-measure of cause of trouble
Repair trouble but also study on the cause of trouble. Take for instance,
the seizure of the plunger of the fuel injection pump can be corrected if
the part is reconditioned or replaced. But the cause of seizure of the
plunger is not removed.
L22HLX
5.2 TROUBLE BEFORE STARTING ５－２－０１
Trouble phenomenon and probable cause → Remedy
5.2.1 Crankshaft fails to turn
Turning of crankshaft is Check for presence of tools, dust,
obstructed by foreign matters. pieces of wood alike in gearing,

cylinder interior or coupling flanges.
5.2.2 Water flows out of indicator cock
(1) Water is condensed in air Check for presence of moisture in the

cooler. intake manifold.
(2) Entry of rain water through Check for accumulation of water at the
exhaust manifold. bottom of turbo charger's exhaust

outlet case. Attach protective hood
to the exhaust outlet at the occasion
of suspension of engine running for a
long time.
(3) Cracked liners and cylinder Check for abnormality in cylinders.

heads (due to reduced level inspect interior of crankcase through
of high temperature cooling inspection doors. Conduct hydraulic
water in expansion tank). pressure test of liners and cylinder

heads. If abnormality is found,
replace parts as required.
L22HLX
5.2 TROUBLE BEFORE STARTING ５－２－０２
(4) Water leakage in air cooler. Check air cooler and its piping for
abnormality. Seal the leaking point.
(5) Water leakage from turbo Check for accumulation of scale in

charger cooling system turbo charger.
(reduced level of high
temperature cooling water in
expansion tank).
5.2.3 Water is mixed in lub. oil
(1) Water entered through Check cylinders for cracks.
cylinders (Refer to 5.2.2 (3))
(2) Water leakage in lub. oil Check lub. oil cooler.

cooler.
(3) Entry of water of a minor Check if thermostat is normally

volume into lub. oil due to operating.
condensation (when oil

temperature is extremely low).
(4) Entry of water through plug Check cylinder heads.

of sand discharge hole for Replace plugs (apply sealing product
cleaning located at cylinder and screw in).
head top. Conduct hydraulic pressure test of

cylinder heads.
L22HLX
5.2 TROUBLE BEFORE STARTING ５－２－０３
CAUTION
Even if water is found in cylinders, it is not necessarily due to water

leakage.
There are cases where water of a small volume enters cylinders
through the manifold if intake and exhaust valves are kept open during
suspension of running.
If water is found in cylinders, find out its cause, take corrective
measures and then check the entry of water into the lub. oil of the
engine and to clean the sump tank and oil pan.
L22HLX
5.3 TROUBLES AT THE TIME OF STARTING ５－３－０１
5.3.1 Crankshaft fails to turn
(1) If cylinder heads are equipped

with starting valves:
- Low air pressure in air - Elevate the pressure to 2.94MPa
reservoir. - Open the starting air valve.
- Closed air valve of air tank

or attached to the engine
for starting valve.
- Damaged starting - Check the distributor. (Refer to 4.9)

distributor.
- Malfunction of starting - Check the starting valve. (Refer to 4.9)
valve of cylinder located
in starting position.
(2) If equipped with air motor

starting device
- Check the starting device. (Refer
to instruction manual provided by

the manufacturer)
L22HLX
5.3 TROUBLES AT THE TIME OF STARTING ５－３－０２
5.3.2 Crankshaft turns, but no ignition occurs
(1) Fuel injection pump rack Check the rack position.
position is "zero" or is too

low.
(2) Fuel does not reach fuel Check the fuel oil system (for closing
injection pumps. of valves or solenoid valves).
(3) Entry of air to piping between Vent air with air valves of fuel inlet
fuel injection pumps and fuel loosened while feeding fuel by a
valves. manual or motor-operated pump.
5.3.3 Fuel feed is irregular
(1) Air vent of fuel oil system Carry out air vent.
has not been made.
(2) Entry of water into fuel oil. Drain water from fuel tank.
(3) Plugged fuel injection valves. Check fuel valve operating pressure.
(Refer to 4.4)
(4) Plunger of fuel injection Check fuel injection pumps (refer to
pumps is seized 4.4)
L22HLX
5.3 TROUBLES AT THE TIME OF STARTING ５－３－０３
5.3.4 Engine stalls after normal start
(1) Malfunction of safety device. Check if the safety device normally
operates.
(2) Obstruction to starting by Check the operation panel.

engine's abnormality
stopping device.
5.3.5 Lub. oil pressure fails to rise after engine start
Abnormality in lub. oil pump. Immediately stop the engine and

Abnormality in lub. oil inspect the entire lub. oil system.
pressure regulator valve. Then apply pressure using the priming
pump.
CAUTION
If starting attempt is made with much fuel feed rate and if ignition
failure occurs even when the crankshaft turned, open indicator
cocks, set fuel injection pump rack position at "zero" and turn the
crankshaft a number of turns.
This work is required for discharging the fuel remaining in cylinders
in order to avoid rapid ignition.
L22HLX
5.4 ABNORMAL SITUATION ５－４－０１
When a serious abnormal situation arises, do not hesitate to reduce

the engine speed or stop the engine as a rule.
Find out the cause for the abnormality and take corrective measure
before restating the engine.
5.4.1 Abnormal noise
(1) Abnormal noise which accompany

combustion
- If noise stops when fuel

injection is discontinued:
a) Gas leakage from cylinder a) Check cylinder heads for
head joint. looseness.*
-Replace gaskets if necessary.
b) Gas leakage from exhaust b) Replace gaskets.
flanges of cylinder heads

c) Faulty sealing between c) Remove fuel valves and check
fuel valves and cylinder sealing to cylinder heads.
heads
d) Plugged fuel valves or d) Replace fuel valves.
contaminated or smashed
needles
L22HLX
5.4 ABNORMAL SITUATION ５－４－０２
Note: Carry out this work with the engine stopped, after the
temperature has dropped.
Loosen nuts for cylinder heads, and retighten them with
reference made to 4.1.
(2) Abnormal noise due to failure Immediately stop the engine.
to mechanical parts.
- If noise does not stop even
when fuel injection is
discontinued:
a) Seized rocker arm fulcrum - Replace damaged parts.
pins. - If damaged parts fell into
b) Damaged intake/exhaust cylinders, carefully inspect

valves or seizure of pistons, connecting rods and
intake/exhaust valves to turbine side of turbo charger.
guides.
c) Broken valve springs.
L22HLX
5.4 ABNORMAL SITUATION ５－４－０３
5.4.2 Smoke emission
(1) Color of exhaust smoke is
black.
a) Insufficient feed air a) Clean the turbo charger in
pressure. accordance with instruction
manual for turbo charger.
b) Unsuitable fuel valve b) Inspect fuel valves. (Refer to
opening pressure or section 4.4.)
faulty spraying
conditions.
(2) Color of exhaust smoke is

bluish white.
- Worn piston rings or - Inspect pistons, piston rings and
cylinder liners cylinder liners.
(accordingly, lub. oil
enters combustion chambers
and burns).
DANGER
Where the engine is brought to a stop due to abnormal heat generation

being detected inside the engine room, there is a danger of explosion if
crankcase door is allowed to open forthwith.
Open the door after the lapse of a cooling period of not less than 20
minutes.
L22HLX
5.4 ABNORMAL SITUATION ５－４－０４
(3) Emission of mist pipe. Immediately stop the engine.

- As there is a possibility of
occurrence of explosion, do not

immediately open inspection doors
after the engine has stopped.
Wait for about 15 minutes before

opening inspection door.
a) Moving parts such as a) Tactually check the following
pistons are about to be parts:
seized. Bearings, connecting rod big ends,
cylinder liner bottoms (with
pistons placed at top dead center).

etc.
Compare with recent running record
(pressure, temperature) and find

out sources of abnormality.
b) Stuck piston rings b) Excessive oil temperature:

Check flow rates of lub. oil system
and cooling water system.

Check if the lub. oil is matched
with the used fuel.
L22HLX
5.4 ABNORMAL SITUATION ５－４－０５
5.4.3 Sudden engine stall
(1) Fuel is short. Check the fuel oil level in the fuel
oil system and fuel service tank.
(2) Mixture of water in fuel. Drain water out of the fuel service
tank.
(3) Operation of overspeed Find out the cause for operation
stopping device. and then reset the overspeed stopping

device.
Caution: If the overspeed stopping
device has operated during normal

running, it is an abnormal
situation.
Exercise sufficient care at the time
of restart of the engine. (Inspect
the governor and fuel regulating
mechanism in particular.)
(4) Malfunction of governor Inspect the governor.
(If looseness of parts related

to fuel regulating link is
found, return the fuel pump
rack to the stop position.)
L22HLX
5.4 ABNORMAL SITUATION ５－４－０６
5.4.4 Change in running conditions
(1) Revolution has dropped. Incomplete fuel feed.
- Check the filter for plugging.

- Refer to Items 5.3.2, 5.3.3
- Check for overloaded running.
(2) Intake/exhaust valves are Remove cylinder head covers and

stuck. inspect failed intake/exhaust valves.
(3) Abnormality in turbo charger

(elevated exhaust Gas
temperature)
a) Contaminated turbo charger a) Clean the turbo charger.

b) Contaminated air cooler b) Clean the air cooler.
c) Check conditions of bearings.
(4) Pistons are about to be Refer to Item 5.4.2.

seized.
L22HLX
5.4 ABNORMAL SITUATION ５－４－０７
5.4.5 Abnormality in exhaust gas temperature
(1) Reduced exhaust gas
temperature
a) Faulty temperature sensor a) Check the pyrometer and its
mounting conditions.
b) Faulty fuel valve (stuck b) Replace fuel valves.
needles)
c) Faulty fuel oil system c) Quickly take necessary measure so
that the trouble will not reach

fuel valves.
(2) Elevated exhaust gas

temperature
a) Unsuitable load a) Observe fuel injection pump rack
position and check load conditions.
b) Faulty cooling of suction b) Increase cooling water.
air
c) Excessive suction c) Inspect the air filter.

resistance of suction air
d) Application of back d) Check if protective food has been
pressure from exhaust removed from exhaust outlet.

system.
L22HLX
5.4 ABNORMAL SITUATION ５－４－０８
e) Malfunction of turbo e) Check if the turbo charger is

charger. normally operating. (Refer to
Section 5.4.4 (3)
f) Burning of exhaust valve. f) Replace exhaust valve and valve

seat.
5.4.6 Abnormality in lub. oil system
(1) Reduction of pressure of lub.

oil entering the engine
a) Oil leakage from pressure a) Check pressure gauge and its joint.
gauge
b) Plugged lub. oil filter b) Check differential pressure of the

filter when the differential
pressure becomes two times of
normal value.
c) Faulty lub. oil pressure c) Check the pressure regulator valve.
regulator valve (kept open)
(2) Rise of pressure of lub. oil

entering the engine
a) Faulty lub. oil pressure a) Check the pressure regulator
regulator valve (fails to valve.

open)
L22HLX
5.4 ABNORMAL SITUATION ５－４－０９
b) Dropped lub. oil b) Check the oil temperature

temperature
(3) Rise of lub. oil temperature

a) Faulty lub. oil thermostat a) Replace faulty sensing element.
b) Shortage of cooling water b) Check the cooling water system.
flow rate
c) Abnormal heat-up of engine c) Refer to Item 5.4.2 (3).
5.4.7 Abnormality in cooling water system
(1) Temperature rise of high

temperature cooling water
a) Faulty cooling water a) Replace faulty sensing element.

thermostat
b) Shortage of low temperature b) Check if low temperature cooling
cooling water flow rate water system.

c) Priming water was not c) Vent air from high temperature
supplied to cooling water cooling water system.
pump. - Check the water level in the

expansion tank.
d) Failed cooling water pump d) Remove and inspect the cooling
water pump.
L22HLX
5.4 ABNORMAL SITUATION ５－４－１０
(2) Reduced pressure of low Check low temperature cooling water

temperature cooling water system (cooling water pump in
particular
SDRS Series
Version 1.2EN
SANDWICH MOUNT
INSTRUCTION MANUAL
SDRS Sandwich Mount Series

SDRS Series
Version 1.1EN
CONTENTS
NOTE
1. Introduction
2. Specifications and Characteristics

2-1. SDRS 70
2-2. SDRS 210
3. Installation
3-1. Installation procedures
3-2. Installation instructions
4. General Information and Repair
5. Buffer
5-1 Introduction
5-2 Concept of installation
5-3 Common bed & Foundation Frame(Bed)
5-4 Installation & Adjustment
5-5 General information and Repair
5-6 Drawings
2
SDRS Series
Version 1.1EN
NOTE
- Before installing SDRS series, you need to understand this manual

completely or users who are familiar with installing SDRS series. If not,
SDRS mount or people may be damaged.
- Storage of the SDRS series is possible in a clean, greaseproof and dry

place protected from the direct light.
- The rubber element should not be painted and while tightening bolts with
a torque wrench, you should not have rubber damaged.
- If you don’t install SDRS series in accordance with this manual and use
SDRS Series anymore, the guarantee period will expire.
3
SDRS Series
Version 1.1EN
1. Introduction
Generally, vibration occurs in reciprocating engines due to the periodic change of

center position and the force of inertia by reciprocating pistons and connecting rods,
connecting rods shaken with right and left by the rotation of a crankshaft and the
periodic change of torsional vibration in a crankshaft. Therefore, many types of
engines are supported by mounts to protect engines from vibration and prevent noise.
The SDRS series are following.
Fig. 1 Nomenclature of SDRS Series
SDRS series are four type models(50/55/60/65) according to hardness (shore A)

of rubber. The application is stationary or marine engines.
The characteristics are following.
■ SDRS series is mainly composed of a top plate(upper part) fixed to underside of

the engine or common bed with bolts, a base plate (lower part) fixed to the bottom
of engine foundation frame(bed) with bolts, the rubber elements absorbing
vibration between the top plate and the base plate are adhered the each plates, a
shim plate is adhered to between upper rubber and lower rubber.
■ The upper and lower construction of the rubber elements are layer structure to
be compressed and restored easily. Each side surface of rubbers is concave
shape.
■ Shim plate is covered with rubber elements.
4
SDRS Series
Version 1.1EN
Fig. 2 Composition of SDRS Mount
Fig. 3 Component of SDRS Mount
5
SDRS Series
Version 1.1EN
2. Specifications and Characteristics
2-1) SDRS 70
Hardness Static Stiffness

Model Capacity(kN) Weight(kg)
(Shore A) (N/mm)
50 60 7,000 13.5
55 70 8,300 13.5
SDRS70
60 80 9,500 13.5
65 90 10,500 13.5
※ 1. Capacity & Static Stiffness is vertical direction value of mount.
2. The formula of static stiffness is following.
6
SDRS Series
Version 1.1EN
2-1) SDRS 210
Hardness Static Stiffness

Model Capacity(kN) Weight(kg)
(Shore A) (N/mm)
50 180 20,000 42
55 210 22,000 42
SDRS210
60 240 26,000 42
65 270 30,000 42
※ 1. Capacity & Static Stiffness is vertical direction value of mount.
2. The formula of static stiffness is following.
7
SDRS Series
Version 1.1EN
3. Installation
When selecting and installing mounts, we recommend followings.
① Each mounts must have the same static deflection displacement.

② The mount natural frequency should be lower than the frequency of excitation
forces.
With the two things, SDRS series should be installed according to following
procedures and method.
3-1) Installation procedures
8
SDRS Series
Version 1.1EN
Table. 2 Tightening torque of SDRS series (Bolt & Buffer)

Model Item Bolts Class Tightening torque(Nm)
Assy. Bolt M16 10.9T 170

SDRS70
Buffer M20 10.9T 320
Assy. Bolt M20 10.9T 320

SDRS210
Buffer M20 10.9T 320
※ ISO 898/1
3-2) Installation instructions

Following installation instruction is a guideline how to fix and settle horizontality
position of the mount when you set up the mount on the lines of "4-1) installation
procedures". To do it this way, the mount should be fixed to bracket in upper
foundation frame(bed).
■ Fit the sandwich mount to the bracket on the foundation frame(bed) with using
by bolts(4EA).
■ Align the generating set above the foundation frames(bed). The mounting
holes in sandwich mounting must be aligned with the holes in the foundation
frames(bed).
■ Put the generating set down until it is acted whole load completely on the
sandwich mounts.
■ After 48 hours, level and load distribution should be checked by measuring the
height of the sandwich mounting. The difference between the heights of
sandwich mountings should be as small as possible and should not exceed ±
2 mm.
9
SDRS Series
Version 1.1EN
Fig 3. Height Definition of SDRS Series
※ Height deviation provision of SDRS series

(Mount Height - H1, H2 of Fig. 7)
① Individual mount
Do not exceed deviation(1mm) of H1, H2
② Whole mount
Do not exceed deviation(2mm) of H1, H2
■ The mounting(s) with the largest deviation (from the average) should be
adjusted first, by adding thin steel shims between the sandwich mounting and
the steel chock, unless it is not satisfied the limit of height.
10
SDRS Series
Version 1.1EN
4. General information and repair
■ Check the bolts after 48 hours of the first operating time and tighten the bolts
more than once a year.
■ Storage of SDRS series is possible in a clean, greaseproof and dry place

protected from the direct light.
■ The rubber part should be protected from paint , oil, etc.
■ SDRS series should be installed to be possible to check SDRS series with

eyes once a year. If there is crack at metal or a rubber part, replace that
immediately.
■ While workers repair machinery around the mount, make sure that mounts be
protected from heat or a spark by welding (Of course, it is banned to weld at
the metal part of SDRS mount).
■ SDRS series should be used from -40℃ to 70℃
11
SDRS Series
Version 1.1EN
5. Buffer
5-1) Introduction
■ To prevent upset of the engine and rubber damage caused by excessive

deformation when engine is moved.
■ To prevent upset of the engine and pipe damage when the engine is excessive
vibration or the ship is over tilted.
5-2) Concept of installation
Fig. 4 Installation Drawing & Part Situation
Table. 3 Buffer Components
Model No. Description Spec. Strength Q’TY
1 Buffer M20×160L 10.9 T 2EA
SDRS70 2 - 1/2/3 Washer Ø22×3.2T - 6EA
3 - 1/2/3 Nut M20 10 T 6EA
1 Buffer M20×180L 10.9 T 2EA
SDRS210 2 - 1/2/3 Washer Ø22×3.2T - 6EA
3 - 1/2/3 Nut M20 10 T 6EA
12
SDRS Series
Version 1.1EN
그림. 5 Decision of Buffer Length(L)
Table. 4 Decision of Buffer Length Table

Division SDRS70 SDRS210
C’Bed Bracket(B)
20 30 40 50 20 30 40 50
Base bed(A)
20 140 150 160 170 160 170 180 190
30 150 160 170 180 170 180 190 200
40 160 170 180 190 180 190 200 210
50 170 180 190 200 190 200 210 220

Example) at A=30, B=30 L=160 unit : mm
13
SDRS Series
Version 1.1EN
5-3) Common Bed & Foundation Frame(Bed)
■ Buffer length must be changed when buffer hole thickness is changed from its
standard thickness(30mm), you must process buffer hole(Ø 28) which coincide
top plate buffer hole in common bed bracket.
(Ex. Existing Condition - Thickness 30mm : Length 160mm
 Adjustment Condition - Thickness 40mm : Length 170mm)
■ You cannot apply to buffer unless there is bracket projection in common

bed.(which structure is impossible to insert buffer in upper area)
■ You must ensure effective hole length at least 35mm in foundation frame(bed).
5-4) Installation & Adjustment
■ Set up the engine on foundation frame(bed) following the mount user manual.
■ Pre-assembling buffer as shown in installation illustration
■ Check a gap between base plate's buffer hole(Ø 22) and buffer(M20) (When
there is no gap, reset the mount position)
■ Check the buffer(Ø 20) is located in the center of top plate's buffer hole (Ø 28).
Adjust the position as much as possible.
■ Check the mount's height in permissible length. After 48 hours of installation,

adjust the gap length under 4mm between upper washer(2-3) and buffer(1).
■ Fully fix the buffer using adequate torques with nut(3-1) on base plate.
■ Adjusting upper nut(3-2) in upper panel, make gap length under 4mm between
upper panel and outer washer(2-2).
■ Connect upper panel with nut(3-3) in lower part using adequate torques.
14
SDRS Series
Version 1.1EN
5-5) General Information and Repair

■ You must set up two buffer in one mount in both side, and there must be
installed at least four mounts(front/behind/left/right) in one engine.(as exterior
as possible is recommended)
■ You must check each part's of the buffer on occasion to confirm the gap in
proper limit. (when the gap is shorter the limit, it will causes unusual vibration
or breakdown of buffer.)
■ Buffer is an optional supply and STX engine will provide it when consumer
needed. (additional cost is required.)
5-6) Drawings
■ Buffer (Material : S45C)
Fig. 9 Buffer
■ Washer (Material : S45C)
Fig. 10 Washer
 Nut (Strength : 10T)
Fig. 11 Nut
15
SDRS Series
Version 1.1EN
6. Bolt
6-1) Introduction
 Combine with Common bed brackets and the top.
 Combine with Foundation bed and base plate
6-2) Installation structure
Fig. 9 Installation structural drawing of Bolt
Table 5. Bolt Component
Model No. Description Spec Strength Q’TY
1 Bolt M16×L80 10.9 T 8EA
SDRS70 2 Washer Ø18×3T - 16EA
3 Nut M16 10T 8EA
1 Bolt M20×L80 10.9 T 16EA
SDRS210 2 Washer Ø22×3T - 32EA
3 Nut M20 10T 16EA
16
SDRS Series
Version 1.1EN
Fig. 10 Drawing of Bolt
Table 6 Bolt Length

Description SDRS70 SDRS210
Common bed bracket (A) 20 30 40 20 30 40
Bolt Length (L) 70 80 90 70 80 90
Unit : mm
17
SDRS Series
Version 1.1EN
6-3) Common bed & Foundation bed
 Common bed bracket and foundation bed will be drilled bolt holes to match the
upper panel(SDRS70: Ø 18, SDRS210: Ø 22 )
 You cannot apply to bolt unless there is bracket projection in common

bed.(which structure is impossible to insert bolt in lower area)
6-4) Installation and Adjustment
■ Set up the engine on foundation frame(bed) following the mount user manual.
■ Check the bolt is located in the center of top plate's bolt hole. Adjust the
position as much as possible.
■ Pre-assembling bolt as shown in installation illustration
■ Connect upper panel with nut(3) using adequate torques.
6-5) General Information and Repair
 You must set up bolt in every bolt hole of mount
 You must check each part's of the bolt on occasion to confirm the condition of
connection
18
2. GENERATOR
CAUTION
The information contained in this book is intended to

assist operating personnel by providing information on
the general characteristics of the purchased equipment.
IT DOES NOT relieve the user of the responsibility of using
accepted engineering practices in the installation,
operation and maintenance of this equipment.
Contents
1. Construction of Brushless A.C Generator 3

1.1 Component
1.2 General
1.3 Composition
2. Excitation System (Operation) 15

2.1 Mode of Operation (6GA 2490-0A)
2.2 Operation (6GA 2490-0A)
2.3 Maintenance (6GA 2490-0A)
2.4 Mode of Operation (6 GA 2491)
2.5 Operation (6 GA 2491)
2.6 Maintenance (6 GA 2491)
3. Maintenance 26
3.1 Installation & Inspection Check List
3.2 Flange-Type Sleeve Bearing (for ring lubrication system)
3.3 Flange-Type Sleeve Bearing (forced lubrication system)
3.4 Rolling-Contact Bearings (series 02 and 03)
3.5 Coupling A-Type (single-bearing generators with flanged shaft and one-part fan wheel)
3.6 Coupling B-Type (single-bearing generators with lamination plate)
3.7 Coupling (double bearing generator)
3.8 Air Filters
3.9 Terminal Box
3.10 Disassembly of A.C. Generator (Fig. 39, 40 and 41)
3.11 Cooler
3.12 Cooling-Water Failure Emergency Operation
4. Trouble Shooting 49
4.1 Excitation Part for SPRESY 15
4.2 Excitation Part for 6 GA 2491
4.3 Main Machines and Exciters (HF. 5 and 6)
4.4 Bearing Part
4.5 Operating Procedure & Check Sheet for Trouble Shooting
Safety Notes CAUTION

The warnings �DANGER, WARNING, CAUTION, NOTICE, This warning is used when an operation, procedure, or
NOTE� are used to draw the user’s attention different use may cause damage to or destruction of equipment
points: and a slight or serious injury.
DANGER NOTICE
This warning is used when an operation, procedure, or This warning is used when an operation, procedure, or
use may cause personal injury or loss of life. use may cause damage to or destruction of equipment.
WARNING NOTE
This Warning is used when an operation, procedure, or This warning is used when an operation, procedure, or
use may cause a latently dangerous state of personal delicate installation requires clarification.
injury or loss of life.
2 << HYUNDAI HEAVY INDUSTRIES | Operating Instructions Synchronous Generator

Operating Instructions
Synchronous Generator
01 Construction of Brushless A.C Generator
1.1 Component � Table 1-1. Type definition

The brushless A.C. generators, as shown in Figs. 8. 9. 10 Type Type of construction
and 11, (drip-proof type, totally-enclosed internal-cooling Machines with closed-circuit cooling and air-to
type) are composed of HFJ 5, 6, 7 water cooler with provisions for emergency
① a synchronous generator operation in case of cooling water failure
② an A.C. exciter
HFC 5, 6, 7 Machines with open-circuit cooling and air-to air
③ a Rotary rectifier
Medium & high voltage machines with closed-
④ static excitation devices.
circuit cooling and air-to water cooler with
HSJ 7
provisions for emergency operation in case of
The brushless generator, as shown in Figs. 8, 9, 10 and
cooling water failure
11, has the exciter and the rotary rectifier mounted on
the generator's rotor shaft. The three-phase output of the Medium & high voltage machines with open-circuit
HSR 7
A.C. exciter is rectified to D.C. by means of the rotary cooling and air-to air
rectifier, thus enabling the exciting current to be supplied,
not through sliding parts, but directly to the field coil of
the generator. 2) Specification & regulation
The machines comply with the applicable DIN standards
� Fig. 1 Single line diagram for brushless generator
and with the requirements of VDE 0530.
They may have been adapted to different classification
requirements and foreign standards and regulations.
Unless otherwise stated, the rated output for continuous

operation applies to a frequency of 50 Hz, a cooling-air
temperature of 40℃ and a site altitude of up to 1000 m
above sea level.
3) Degree of protection
1.2 General The DIN 40050 or IEC 34-5 degree of protection of basic
design machines is IP 23. Such machines are suitable for
1) Type definition operation indoors and may be provided with filters or with
pipe connections.
The supply scope of the machine designs available is
Closed-circuit cooled machines comply with degree of
determined entirely by the data given in the catalogs or
protection IP44 and IP54.
offers. The machines of basic design are open-circuit
The degree of protection of the machine supplied is
cooled, brushless, low-voltage, synchronous machines
shown in the dimension drawing.
with top-mounted excitation control unit.
The machines have a shaft-mounted exciter on the

4) Type of construction
inboard side of the non-drive endshield.
The three-phase AC they generate is rectified and fed to The machines are normally provided with two bearings
the rotor winding of the main machine. (DIN 42950 types of construction B3 or B20) or with one
bearing (DIN 42950 types of construction B2 or B16).
The excitation current required for the shaft-mounted The type of construction of the machine supplied is
exciter is provided by the main machine via an excitation shown in the dimension drawing.
control unit placed in the top mounted housing, and via a
thyristor voltage regulator.
5) Cooling and ventilation
For further information, see the supplementary The basic design machines use self-ventilation by a shaft-
instructions entitled THYRIPART excitation system on mounted internal fan at the drive-end.
pages 15-25. Cooling air enters the top housing (at the non-drive-end)
Depending on the application, the machines may also be and cools the excitation control unit and, subsequently,
designed in accordance with the type variant defined in the windings and core packs of the exciter and of the main
the table 1-1. machine before leaving the top housing at the drive-end.
>>
Operating Instructions Synchronous Generator | HYUNDAI HEAVY INDUSTRIES 3
On machines provided with air filters at the air inlet, Do not discontinue measurement before the final
the cleaning condition of the filter should be monitored. resistance value is indicated (with high-voltage machines,
this process may take up to 1minute).
In machines having closed-circuit cooling, the air-to-water The limit values for minimum insulation resistance and
cooler is placed transversely in the top-mounted box in critical insulation resistance (for measurement at a
transverse arrangement, in front of the excitation control winding temperature of 25℃) and for measuring voltage
unit. can be derived from the following table depending on the
The primary cooling air circulated by the internal fan is re- rated voltage for the machine.
cooled in the cooler and passed through the excitation
control unit, the exciter, and the main machine. � Table 1-2. Insulation testing
Limit values at rated voltage
Given the necessary provisions, the machine can be Rated voltage Rated voltage
adapted for emergency operation with open-circuit < 2 kV > 2 kV
cooling in case of cooling water failure. See pages 46-48.
500 V DC 500 V DC
Measuring voltage
(min.100 V DC) (max.1000 V DC)
6) Connecting up Minimum insulation

resistance with new machine. 10 ㏁ 100 ㏁
Check the system voltage against the data given on the Cleaned of repaired windings
rating plate. Select the size of the supply cables to match
the particular current rating. Critical specific insulation
resistance after long 0.5 ㏁/kV 5 ㏁/kV
period of operation
Connect the machines in accordance with the diagram in
the working drawing.
Dried windings have insulation resistance values between
Before closing the terminal box, check to see that 100 ㏁ and 2000 ㏁ or higher.
If the insulation resistance value is in the region of the
� Its interior is clean and free from any cable chippings minimum value, dampness and/or dirt could be the cause.
� All terminal screws or bolts are tight If the insulation resistance value falls below this minimum
� The minimum clearances in air are maintained figure, the cause must be established and the winding
(>10 mm for 500 V, >14 mm for 1 kV and > 60 mm dried.
for 6 kV; check for any projecting wire ends)
� Entry openings not in use are closed off by firmly In case of drying by warm air oven.
screwed-in plugs �Remove bearing housings
�For maintaining the particular degree of protection all �Remove rotor
sealing surfaces of the terminal box are in order. �Remove diode & varistor from excitation equipment part
The surfaces of metal-to-metal sealing joints must be
cleaned and thinly regreased. Bake in oven at temperatures per below table.
The heat should be applied slowly so the desired
Before starting a machine and during operation make temperature will not be obtained in less than six hours.
sure that all relevant safety regulations are complied with. Insulation resistance should be measured before the heat
is applied, and every six to eight hours thereafter.
7) Insulation testing � Table 1-3. Insulation drying temperatures

Class “B” Class “F” Class “H”
DANGER
200�F 245�F* 275�F*
Hazardous voltage 94�C 118�C 135�C
Will cause death, serious injury, electrocution or property * Class “F” and “H” insulated units should be baked at 70% specified
damage. temperature (to avoid steam inside winding) for about six hours,
Disconnect all power before working on this equipment. before temperature is raised to drying temperature.
The insulation resistance for clean windings is largely

Before commissioning and after long periods of storage or dependent on temperature: for each 10K rise in
standstill the insulation resistance of the windings to the temperature it falls by half, i.e. with a temperature rise of
frame must be measured with D.C. voltage. 50K (e.g. from 25℃ to 75℃) it falls to about 1/30 of the
initial value.

Insulation resistance variation to temperature can be Insulation resistance measurements on low-voltage

referred to IEEE 43 as shown on fig. 2. machines with a measuring voltage of 1000 V are only
permissible if the insulation resistance has previously
� Fig. 2 Insulation resistance variation to temperature been measured with a measuring voltage of a maximum
of 500 V and has not fallen below the permitted values.
8) Noise emission
The noise level of the generator will not exceed that
specified in Part 9. VDE 0530 (1981).
9) Vibration stability
Reciprocating engines used as prime mover impress
vibrations on the alternator because of the pulsating
torque output.
Permissible vibration stress measured at the bearing is:
∧
< 10 Hz vibration amplitue S < 0.40 mm-peak
10-100 Hz vibration velocity Veff < 18 mm/s-rms
> 100 Hz acceleration b < 1.6 g
Please inquire if a higher vibration stress level is expected.
10) Transport
During operation the insulation resistance of the windings WARNING

may decrease as result of environmental and operating Improper handling can cause severe injury or property
conditions. damage.
The critical value of the insulation resistance at a winding When lifting generator,
temperature of 25℃ can be calculated depending on the 1. Lift only at designated locations.
2. Use spreader for lifting.
rated voltage by multiplying the latter (kV) by the specific
3. Apply tension gradually to slings.
critical resistance value in the table (㏁ /kV). 4. Do not jerk or attempt to move unit suddenly.
5. Do not use cover lugs when lifting.
For example: critical resistance for rated voltage
660 V: 0.66 kV x 0.5 ㏁ /kV = 0.33 ㏁
The rotor of machines with cylindrical roller bearings,
angular-contact ball bearings, or double sleeve bearing
If the measured insulation resistance value is above the
are locked in position for transport by a shaft block to
calculated critical figure during operation, the machine
protect the bearings.
can still operate further.
Do not remove this block until the transmission element

When the measured value reaches or falls below this
is fitted.
critical insulation resistance figure, however, the windings
Should the machine have to be transported after the
must either be dried, or the rotor must be removed and
transmission element is fitted, other suitable measures
the windings thoroughly cleaned and dried.
have to be taken.
If the machine is not put into service immediately after
If the measured value approaches the critical value, the
arrival, store it in a dry, vibration-free room.
resistance should subsequently be checked at
appropriate short intervals.
>>
11) Storage Install the machines so that the cooling air has free
access unobstructed.
WARNING Warm exhaust air must not be drawn in again.
Can cause severe injury or property damage.
When lifting generator, Louver openings must face downwards to maintain the
1. Lift only at designated locations. particular degree protection.
2. Use spreader for lifting. Remove the shaft block (where applicable).
3. Apply tension gradually to slings.
Follow the instructions attached to the shaft extension or
4. Do not jerk or attempt to move unit suddenly.
shown in the terminal box.
5. Do not use cover lugs when lifting.
The rotors are normally balanced dynamically by means

The location for storage should be dry and clean.
of a half feather key placed in the shaft extension.
There should be no heat that could attack the winding.
Align the machines carefully and accurately, and balance
The machined surfaces (coupling part, foots part, etc).
the elements to be fitted on the shaft to ensure smooth
are coated with rust-resistant grease.
and vibration-free running.
If the coating is broken, immediately remove the rust or
moisture and recoat with grease for rust prevention.
Place shims under the feet of the machines, if necessary,
to prevent them from being stressed mechanically.
If the machine is to be stored for some time, apply all
Transmission elements may be fitted and removed only
openings with waterproof paper, wooden, or metallic
by means of a suitable tool.
covers.
The feather keys in the shaft extensions are only secured
It is necessary to protect the machine from wind and rain
to prevent them from falling out during shipment.
during transportation and storage and to select less
A machine must not be commissioned without its
humid place for storage.
transmission element having been fitted.
For storage for a long-term or in the rainy season, it is
best to insert heaters to remove moisture or prevent its
condensation. 13) Operation
To keep the coil dry, maintain the coil temperature WARNING

several degrees above room temperature by arranging
heaters appropriately under the machine part to warm Do not operate equipment beyond design limitations.
Can cause personal injury or damage to equipment.
the coils.
Operate in accordance with instructions in the manual
and nameplate ratings.
For long time storage, a space heater is placed inside the
generator. Its specification is described in the generator
final specification and on the nameplate attached to the NOTICE
generator. In case of cooling system of IP44 (air to water), check the
flow of cooling water for sure before starting.
Internal temprature rise may cause fatal damage to the
12) Installation generator.
NOTE
NOTICE
Experience has shown that any base mounted assemblies Before starting, check if the bearing oil is filled to the
of generator and driven units temporarily aligned at the sufficient oil level.
factory, no matter how rugged or deep in section may
twist during shipment.
Therefore, alignment must be checked after mounting. Covers fitted to prevent access to rotating and current
carrying parts or to correct the air flow for better cooling
must not be open in operation.
The lubrication measures for normal bearings to be If machine application is abnormal (high temperature,
carried out before or during erection of the machines are extreme vibration, etc.), consult HHI for special
specified in the instructions "Rolling Contact Bearings and instructions.
Sleeve Bearings" on pages from 28-37.

14) Maintenance When a machine is dismantled, the following checks

Before starting any work on a machine, make sure that it should be made:
has been disconnected from the power supply and that �Slot wedges in stator and rotor cores tight
unintentional starting is safely prevented. �Windings, connection leads, and insulating parts in
satisfactory condition with no discoloration
Clean the cooling air passages at regular intervals,
After reassembly, again follow the instructions given for
matching the degree of pollution and using oil-free
installation.
compressed air, for example.
The inside of totally-enclosed fan-cooled machines need 16) Spare parts

only be cleaned during normal overhauls.
Spare parts shall be normally supplied in accordance with
the classification societies requirement.
If dust or moisture has penetrated into the terminal
compartment, it should be carefully cleaned and dried,
Independant of the classification societies requirements,
in particular the surfaces of the insulating parts.
we recommend the following sets of spares be ordered
Check the seals and eliminate the leak.
with the generators
1 set of bearings or bearing shells for sleeve bearing

15) Inspection 1 set of rotating rectifiers
The first inspection should be carried out after 1 set of rectifiers for the constant-voltage unit
approximately 500 hours. 1 regulator (AVR)
The following checks should also be carried out:
�Running smoothness of machine satisfactory 1.3 Composition

�Rotor alignment within tolerances
�No subsidence or cracks in the foundation 1) Stator frame and winding
�All fixing bolts of mechanical and electrical joints tight
The stator frame is of welded design.
�Insulation resistance of windings satisfactory
The stator core is centred in the frame and locked against
(compare with previous reading and record)
rotation and shifting.
�No bridging of any bearing insulation
The stator winding is of a two-layer coil design with
Any excessive deviations or changes ascertained during insulation class F.
the checks must be corrected immediately. This insulation is made in a special way and is comprised
Damaged or used locked elements from released bolted of integrated-mica & enamel coated insulating material
joints must be renewed. impregnated with cast resin.
It is characterized by high dielectric strength, resistance
The basic intervals between inspections are approximat- to moisture, aggressive gases and vapours, as well as
ely 4000 hours, 1000 switching operations or 1 year for rigidity and long life.
intermittent operation and approximately 16,000 hours
or 2 years for continuous operation, depending on which
occurs first. 2) Rotor and windings
The cleaning of all parts becoming fouled by the flow of The shaft for machines construction type B3 and B20
cooling air depends on the intervals decided after the first is designed with a normal cylindrical shaft extension for
inspection according to the rate of fouling which occurs two bearings. In the case of types B2 and B16, the shaft
locally. is fitted with a flange.
The rotor core of the main machine is mounted on the
Cleaning should be carried out with dry compressed air. shaft, tensioned axially, and supports the field and damper
Information on oil changes, regreasing, etc. is given on windings. The damper winding bars lie in the slots of the
the lubrication instruction plate on the machine or in the rotor core and are welded to the rings.
supplementary instructions for bearings. The rotor core of the exciter is mounted on the shaft and
The checks stated for the first inspection after 500 hours supports the three-phase exciter winding.
should be performed during these inspections also. The rectifier supporting wheel is mounted on the shaft
between the two laminated cores.
The rotor is balanced dynamically.
>>
3) AC exciter 5) Excitation system

The AC exciter is composed for revolving-armature type, The combination of an excitation unit with a thyrist and
three-phase, synchronous generators. voltage regulator is called a THYRIPART-excitation system.
In revolving-armature type generators, unlike ordinary The excitation unit supplies a load-dependent field current
ones, the stator and rotor are in reverse relation. slightly higher than would be required for producing the
rated voltage.
The armature is installed at the shaft end on the non-
connection side where AC power is generated, and the The regulator variably reduces the field current as
output of the static excitation device for control is necessary to obtain constant alternator voltage.
connected to the field winding installed on the fixed side This method of load-dependent excitation (compounding)
as shown in Fig. 3. results in excellent dynamic response to load switching
applications and short-circuits.
� Fig. 3 Single line diagram for AC exciter A block diagram is shown in Figs. 15, 19, 20 & 21.
6) Shaft
Concerning the generator shaft, the ship's classification
certified forged steel should be applied and designed with
ample strength for coupling with the prime mover.
7) Bearing
Depending on the design and the operating conditions
specified in the order, the machines are fitted with
grease-lubricated rolling-contact bearings or with sleeve
4) Rotating rectifier bearings with or without forced-oil lubrication.
The rotating rectifier is a silicon rectifier which is For a full description and special instructions, reference
connected so as to compose a three-phase full-wave should be made to the supplementary instructions.
rectification circuit as shown in Fig. 4 and is mounted on
the rotor shaft of generator in Fig. 9-1.
8) Cooling fan
�The mounting screws are between 4.5 Nm and 5.5 Nm To let the required amount of cooling air pass through, a
�The contact screws are between 2.5 Nm and 3.5 Nm fan of either cast iron or welded steel plate construction
is provided.
CAUTION Concerning the site of its installation, in either case, it is
Fastening screws for the rotating diodes must be tightened to be arranged on the prime mover's side of the
with the recommended torque. generator.
� Fig. 4 Single line diagram for rotating rectifier It is a one-way ventilating system which takes in air from
the opposite side of the prime mover and lets out exhaust
air at the prime mover's side.
We have taken into consideration that the engine's oil
vapor should not be sucked into the machine.
9) End shield Drive-end/Non-drive-end

Both end shields are designed as flat plates and can take
either a bearing or a shaft extension in accordance with
the particular type of machine construction.
The exciter yoke ring in which the exciter poles are bolted
in regular distribution, is welded to the non-drive-end
shield.

10) Rotor locking device <500 mV Harmless.

The following instructions supplementing and modifying
the basic operating instructions apply to single bearing 500 to 1,000 mV A detrimental shaft current may
generators of type of construction B2 or B16 which are possibly flow.
coupled with diesel engines or turbines.
See the instruction manual on pages 38-39. >1,000 mV Bearings may be damaged in a week
to a year
� Fig. 5 Rotor locking device (unless insulation is provided).
� Fig. 6 Insulation for the preventation of shaft current
① End shield AS ④ Flanged shaft

② Retaining ring half ⑤ Fixing screw for 1
③ Shaft supporting ring ⑥ Fixing screw for 3
11) Insulation for the prevention of shaft current

(high voltage and large machines)
NOTE
Insulated Bearing
Any connection to this bearing must be insulated from it
12) Thermometer
to prevent bearing current.
For checking the bearing temperature, a thermometer is
provided for each bearing.
To prevent the shaft current caused by the unbalance of
magnetic resistance of magnetic circuits, the insulator is
provided at the non-drive-end shield as shown in Fig. 6.
13) Space heater
The shaft voltage is a high-frequency voltage of usually
1 volt or less and rarely several volts.
DANGER
When a shaft current flows, by this voltage the shaft and Hazardous voltage
journal part are tarnished. In the worst condition, sparking Will cause death, serious injury, electrocution or property
damage.
results in minute black spots.
Disconnect all power before working on this equipment.
There is a possibility that the oil film is broken locally,

developing burn-out trouble. In order to prevent the accumulation of moisture and
When disassembling or assembling, be sure to measure condensation while the generator is idle, space heaters
the insulation resistance. are provided within the stator frame.
The value of 1 to 3 ㏀ will be satisfactory. The space heaters can be easily removed from outside
It is generally said that shaft voltage for bearings is limited the enclosure.
as follows. The heater is comprised of stainless-sheathed nichrome,
filled with insulators in the sheath and is U-shaped as
shown in Fig. 7.
>>
� Fig. 7 Space heater Please provide the following information with any inquiry:
�Alternate rated output

�Classification society
�Coolant temperature (air)
�Cooling water inlet temperature
�Fresh water or sea water
14) Air/water cooler 15) Terminal box
If required, HFC 5, 6, 7 and HSR 7 alternators can be

DANGER
supplied with a top-fitted air/water cooler as special
requirement. Hazardous voltage
Will cause death, serious injury, electrocution or property
damage.
The cooler can be used for either fresh water or sea
water with double tubes applied.
The type designation for the generators are is changed Cable entry to the 3 main connections, (U.V.W.) and to the
from HFC to HFJ, or from HSR to HSJ. 2 field terminals +F1, -F2 can be from the left or right, as
Due to the closed-circuit cooling system the degree of required.
protection has been upgraded from IP 23 to IP 44 and The cable entry plates are supplied undrilled or drilled
IP 54. with cable gland as required.
See Fig. 8.
The electrical version of the generator remains
unchanged.
The generators HFJ and HSJ can easily be converted for

emergency operation as an open-circuit aircooled
machine if the coolant system or the cooling element
fails.
In this case, the degree of protection is IP 23 with the

rated output as shown on pages 46-48.
� Fig. 8 Internal arrangement for terminal box

� Fig. 9 Sectional drawing for HF. 5, 7 & HS. 7 type generator (single sleeve bearing)
HFJ 5, 7 & HSJ 7 (air to water cooling)
HFC 5, 7 & HSR 7 (air to air cooling)
① Stator and stator windings assembly

② Rotor and windings assembly � Fig. 9-1 Rectifier assembly
③ A.C exciter assembly
④ Rectifier assembly (Fig. 9-1)
⑤ Excitation equipment
⑥ Shaft
⑦ Bearing
⑧ Cooling fan
⑨ End shield DE/N-DE
⑩ Rotor lockage device
⑪ Insulation for prevention of shaft current (Fig. 6)
⑫ Thermometer
⑬ Space heater
⑭ Cooler
⑮ Terminal box
① Varistor module ③ Connector rings
② Hub ④ Rectifier module
>>
� Fig. 10 Sectional drawing for HF. 5, 7 & HS. 7 type generator (double sleeve bearing)
① Stator and stator windings assembly

③ AC exciter assembly
⑥ Shaft
⑦ Bearing
⑧ Cooling fan
⑩ Terminal box
⑫ Thermometer
⑬ Space heater
⑭ Cooler


� Fig. 11 Sectional drawing for HF. 6, 7 & HS. 7 type generator (single sleeve bearing)
① Stator frame and stator windings assembly

⑥ Shaft
⑦ Bearing
⑧ Cooling fan
⑩ Rotor lockage device
⑫ Thermometer
⑬ Space heater
⑭ Cooler
⑮ Terminal box
>>
� Fig. 12 Sectional drawing for HF. 6, 7 & HS. 7 type generator (double sleeve bearing)
① Stator frame and stator windings assembly

④ Rectifier assembly (Fig.12-1)
⑥ Shaft
⑦ Bearing
⑧ Cooling fan
⑩ Terminal box
⑫ Thermometer
⑬ Space heater
⑭ Cooler


02 Excitation System (Operation)
2.1 Mode of Operation (6GA 2490-0A) Depending on the reference potential of terminal 16,
terminal 12 of the comparator point of the control
1) Description amplifier can be given an additional D.C. pulse, e.g for
Brushless synchronous generators consist of the main reactive power control in parallel operation.
and exciter machine.
The main machine’s field winding is powered from the For tuning to the signal level, a rheostat must be soldered
exciter rotor winding via a rotationary, three-phase bridge- onto the available soldering pins.
connected rectifier set. The power supply for the gate control module(s) is
The exciter is powered from THYRIPART excitation available from terminal 11.
equipment.
� Fig. 13 Voltage regulator; SPRESY 15(6GA 2490-0A)
Excitation equipment and thyristor voltage regulator are

combined in the THYRIPART excitation system.
The excitation current required is supplied to the main
machine via the excitation equipment which is
adjusted to deliver a field current resulting in a generator
output voltage above the maximum reference value over
the entire load range when the voltage controller is
inactive.
The actual function of the voltage regulator is to provide a

bypass for a variable portion of the current supplied by the
excitation equipment for controlling the generator voltage.
The thyristor regulator module consists of two assemblies:
the regulator module and the firing module with thyristor in
buck circuit.
The three-phase generator voltage, having been reduced In the control circuit of the firing module, a time
to 24V by the measuring-circuit transformers, is applied adjustable firing impulse for the thyristor is formed from
to teminals 17,18 and 19. the control voltage of terminal 15 in comparison with a
A direct voltage of approx. 30 V (teminal 20 to terminal 13 saw tooth voltage.
or 14) is produced at the output of the rectifier bridge The overvoltage protector operates at voltages over
under the rated voltage of the generator. 600 V between terminals 1 and 5, then switches the
This rectified voltage provides the actual pulse signal and thyristor through.
the supply voltage the control amplifier. The excitation current is normally bucked with a single
The regulator module supplies output terminal 15 with a pulse.
control voltage of approx. 1 to 10 V, which is proportional If higher excitation is required, two firing modules for two-
to the control deviation. pulse "buck" operation will be provided.
� Fig. 14 Block diagram of voltage regulator; SPRESY 15(6GA 2490-0A)
① Six-pulse recifier bridge

② Referance/actual value comparator
③ Power supply
④ Control amplifier
⑤ Firing pulse control
⑥ Thyristor in buck circuit
⑦ Overvoltage protector
⑧ Auxilary power thyristor
>>
� Fig. 15 Connection diagram of generator (for generator top mounted AVR)
� Fig. 15-1 Connection diagram of generator (for panel mounted AVR)

2) Installation 3) Direction of rotation of the generator

The excitation equipment, thyristor voltage regulator, The generators are generally suitable for clockwise and
main machine and exciter are all factory-wired. anti-clock-wise operation.
If necessary, the mains leads and the reference-value Generators must run only in the corresponding direction
selector should be connected to the terminals in the of rotation as on the data plate of rotating (arrow mark).
terminal box according to the connection diagram
supplied with the machine. To change the direction of rotation it is necesssry to
change the connections according to the connection
diagram e.g. phase rotation check and to check whether
only one definite direction of rotation is permissible for
2.2 Operation (6GA 2490-0A) mechanical reasons (e.g. fan with curved fan blades).
1) Thyristor voltage regulator

When the generator is operating by itself, the thyristor 4) Regulator gain setpoint of voltage integral
voltage regulator controls the generator voltage to the action
preset reference value. The regulator module includes the three potentiometers
Frequency changes due to the droop characteristics of Usoll, Vr and Tn.
the prime mover do not influence the accuracy of the The generator rated voltage is adjusted in the factory
generator output voltage. on potentiometer Usoll and the transient response
characteristic of the regulator on potentiometers Vr
Design and adjustment of the main machine, exciter, and Tn.
excitation equipment, thyristor voltage regulator and The regulator gain is adjusted on the potentiometer Vr,
reference-value selector permit gradual changes in the but the integral action time and the optimum transient
generator output voltage from 95% to 105% rated voltage response characteristic are adjusted on the
via potentiometer Usoll under steady-state conditions and potentiometer Tn.
at loads varying between no load to rated load and power
factors between 0.8 and unity, unless otherwise specified Turning the knob of Vr in the direction of descending
on the rating plate. numerals and that of Tn in the direction of ascending
If the generators are operated at less than 95% or more numerals normally stabilizes the control circuit and
than 105% rated voltage, their output must be reduced. reduces the control rate.
Unrestricted operation with no load (opened generator
breaker) and partial speeds is permissible. The setpoint of the generator voltage can be shifted via
potentiometer Usoll and via a supplementary external
During operation, the excitation circuit must not be reference-value selector (R = 1.5 ㏀ , P 〉1 W) to be
interrupted since this would give rise to voltage surges. connected to auxillary terminals 20 and 21 (Fig. 14)
If the generator must be de-excited, this can be with the above potentiometer set to mid-position.
accomplished by short-circuiting secondary side of
rectifier transformer (T6) (Fig. 14). The new adjustment of the potentiometer must be fixed
with the aid of the set screw.
2) Transformer adjustment
The tappings used on the transfomers are recorded at
test report. It is strongly recommended that the original
adjustments be left unchanged.
No responsibility can be assumed by the supplier for any
damage or incorrect operation resulting from a change in
the original adjustments.
In the case of identical plants, the THYRIPART excitation
system or single parts may be interchanged if necessary;
those transformer tappings must always be used in
accordance with the original ones.
>>
5) Parallel operation, droop compensating 2.3 Maintenance (6GA 2490-0A)

equipment
When provided with droop compensation, a brushless DANGER
synchronous generator is suitable for operating in parallel Hazardous voltage

with other generators or with a supply system. Will cause death, serious injury, electrocution or property
The kW output is adjusted through the governor of the damage.
prime mover. Disconnect all power before working on this equipment.
The speed characteristic of the prime mover should be

linear and rise by a min. of 3% and a max. of 5% between No periodic maintenance inspections of the THYRIPART
rated load and no load. excitation equipment are required.
Excessive dust deposits should, however, be removed
The droop compensating equipment ensures uniform using dry, compressed air.
distribution of the reactive power and reduces the In the case of faults it is advisable to the check voltage
generator output voltage in linear with the increase in regulator, excitation equipment, and main machine with
reactive current. exciter separately.
The droop compensating circuit is adjusted to provide a
generator voltage droop of 4% at zero p.f. and no voltage For troubleshooting in the thyristor voltage regulator, all
droop at unity p.f. between no load and rated load as a the leads connecting excitation equipment and thyristor
function of the generator current. voltage regulator must be disconnected.
With this setting, a voltage droop of 2.4% is obtained at In this case the generator voltage must rise above the
0.8 p.f. maximum reference value as given under "Description"
below.
When operated by it self or in parallel with generators
having the same voltage characteristic, a voltage In this case the thyristor voltage regulator is defective.
regulation of ±2.5% is thus obtained. Trouble shooting should be continued according to
With the generator operating by itself, no droop table 4-2 on page 50.
compensating equipment is required.
It can be deactivated by short-circuiting the secondary
side of the intermediate transformers.
2.4 Mode of Operation (6 GA 2491)
If the neutrals of alternators in a system are
interconnected and/or connected directly to those of 1) Description
transformers and loads, balancing currents of three times Brushless synchronus generators consist of the main
system frequency can occur. machine and the exciter.
The main machine field winding is powered from the
Their magnitude must be measured in the alternator exciter rotor winding via a rotating, three-phase bridge-
neutral conductors under all possible load conditions to connected rectifier set.
be met in service.
The exciter is powered from THYRIPART excitation
To prevent the alternators from overheating, these equipment.
currents of three times system frequency must not The excitation equipment and the thyristor voltage
exceed approximately 50% of the respective alternator regulator are combined in the THYRIPART excitation
current. system.
Excessive currents should be limited, e.g. by means of The field current required is supplied to the main machine
neutral reactors or similar fitted on the plant side. via the excitation unit.
A specific enquiry is necessary for these items.
This is adjusted in such a manner that the generator
voltage which is above the maximum setpoint value
develops over the entire load range when the voltage
regulator is inactive (opening the plug connection X).

The thyristor voltage regulator provides a bypass for a

variable portion of the current supplied by the excitation
unit for controlling the generator voltage.
The voltage regulator 6 GA 2492 is comprised of the
voltage regulator 6 GA 2491 and the power module
(rectifier, thyristor in "buck" circuit, and resistor in
"buck" circuit).
� Fig. 16 Voltage regulator "6 GA 2491" � Fig. 17 Voltage regulator "6 GA 2491"
(for generator top mounting) (for panel mounting)
� Fig. 18 Block diagram of voltage regulator "6 GA 2491"
V29 Excitation rectifiers S Droop potentiometer ① Power supply ② Control amplifier

U Reference value potentiomete K Potentiometer, controller gain ③ Pulse unit ④ Overvoltage protector
T Potentiomenter, reset time R47 Potentiometer, disturbance feedforward ⑤ External reference value setter
V28 Thyristor in "buck" circuit R48 Resistor in "buck" circuit
>>
� Fig. 19 Connection diagram of generator (for generator top mounted AVR): 350 Fr~400 Fr
� Fig. 19-1 Connection diagram of generator (for panel mounted AVR): 350 Fr~400 Fr

� Fig. 20 Connection diagram of generator (for generator top mounted AVR): 450 Fr~
� Fig. 20-1 Connection diagram of generator (for panel mounted AVR): 450 Fr~
>>
� Fig. 21 Connection diagram of medium & high voltage generator (for generator top mounted AVR): HS. 7
� Fig. 21-1 Connection diagram of medium & high voltage generator (for panel mounted AVR): HS. 7

2) Mode of operation of regulator 3) Installation

The generator voltage is fed to the regulator via plug The excitation equipment, thyristor voltage regulator,
connector X1 in a single-phase, two-circuit arrangement. main machine, and exciter are factory-wired.
Transformer T1 steps down the generator voltage which If necessary, the main leads and the reference-value
is then rectified by the load-side rectifier bridge V1, V4. selector must be connected to the terminals in the
This rectified voltage provides the actual pulse signal "Uist" terminal box according to the connecting diagram
the setpoint voltage Usoll and the supply voltage ① for supplied with the machine.
the regulator.
If the system uses a reactive current compensator,

current transformer T15 or interposing transformer T4 2.5 Operation (6 GA 2491)
of the excitation unit is connected to load resistor R1 via
plug-in contacts X2/5 and X2/9. 1) Thyristor voltage regulator
In this operating mode the actual voltage is composed The voltage regulates the voltage so that it complies
of the secondary voltage of transformer T1 and the with the setpoint selected.
voltage of load resistor R1. Frequency changes due to the droop characteristics of
the prime mover do not affect the voltage accuracy.
The magnitude of the resulting reduction in generator
voltage can be set with potentiometer S. The design and adjustment of the generator and the
If an external set point selector is used, this is connected excitation equipment permit continuous changes of the
by contacts X2/1 (A1) and X2/3 (A3). terminal voltage in the range of ±5% rated voltage via
In this case microswitch S1/3 of the regulator must be the setpoint selector under steady-state conditions and
opened. at loads varying from no load to rated load, and power
factors from 0.8 to unity unless specified otherwise on
A DC voltage of 0 to 10 V can be fed in via plug-in the rating plate.
contacts X2/6 and X2/2. If several rated voltages and frequencies are indicated on
This voltage acts on the comparator point of the control the rating plate, the above data apply to each of the rated
amplifier. voltages stated.
The setpoint can thus, for instance, be preset by higher- If the generators are operated at voltages exceeding
level equipment. ±5%, the generator output must be reduced.
Unrestricted operation at no load is permitted if the speed
Control amplifier ② (proportional again adjustable by is reduced.
potentiometer K and reset time by potentiometer T)
outputs a DC voltage which is converted into a time- During operation, the excitation circuit must not be
adjustable firing pulse for thyristor V18 or V28 via the interrupted since this would give rise to voltage surges.
loadside pulse unit ③ . If the generator must be de-excited, this can be
accomplished by short-circuiting the secondary side of
The generator excitation circuit is fed from rectifier rectifier transformer (T6) (Fig. 14).
bridge V29.
Resistor R48 and thyristor V28 form a parallel bypass
circuit to the field winding through which part of the 2) Transformer adjustment
current supplied by the excitation unit flows. The tappings used on the transformers are shown in the
This method provides for generator voltage control. test report.
In order to optimize the correcting action, a disturbance It is strongly advised not to change the original
variable is injected into the control amplifier via resistor adjustments.
R47. No responsibility can be assumed by the supplier for any
damage or incorrect operation resulting from a change in
Overvoltages above DC 600 V in the excitation circuit the original adjustments.
cause the overvoltage protector ④ to operate and
continuously fire the thyristor. In the case of identical plants, the THYRIPART excitation
Protection is thus provided for the stationary excitation system or the individual components can be interchanged
circuit of the generator. if necessary.
The transformer tappings, however, must be used in
accordance with the original ones.
>>
3) Regulator gain, setpoint voltage integral action The corresponding voltage reduction at 0.8 p.f. is 2.4%.
The control module comprises potentiometers U, K, T, In isolated operation and at any loading condition of the
R 47 and S. generator, the droop compensation provided for the
The rated generator voltage has been adjusted in the generator voltage can be checked with the following
factory on potentiometer U, and the dynamic behaviour relationship:
of the regulator on potentiometers K, T and R 47.
The settings are shown in the test report. △ Ust = 4% 1-cos2Φ∙IB/IN (%)
Potentiometer K is used to adjust the controller gain and e. g. at 0.8 pf, IB/IN = 1,
potentiometer T is used to adjust the integral action time,
whereas potentiomter R 47 is used to inject a disturbance △ Ust = 4% 1-0.82 ∙ 1 = 2.4 (%)
variable into the comparator point of the control amplifier
in order to adjust dynamic behaviour.
Turning the knob of K and R 47 in the direction of If the generator is to operate by it self, droop
descending numerals and that of T in the direction of compensation equipment is not required.
ascending numerals normally stabilizes the control circuit It can be deactivated by short-circuiting the secondary
and reduces the control rate. side of the associated current transformer or setting
The stability of the control circuit can also be improved by potentiometer S on the regulator to the left-hand stop.
increasing the bucking resistance, but the voltage setting
range of the regulator then is reduced at the lower band.
5) Parallel operation by cross-current
compensation
The setpoint of the generator voltage can be shifted via
potentiometer U or an additional external setpoint When provided with cross-current compensation,
selector (R = 4.7 ㏀ , P greater than 1 W) can be connected brushless synchronous generators are suitable for the
to terminals A1 and A3. operation in parallel with other generators of the same
Potentiometer U should be set to the centre position, and capacity.
microswitch S 1/3 on the printed-circuit board should be
opened. This parallel operation by cross-current compensation has
the same voltage under all loads condition from no-load
to rated load.
4) Parallel operation by droop compensation
equipment If the neutral points of several generators are
When provided with droop compensation equipment, interconnected or connected direct with the neutral
brushless synchronous generators are suitable for points of transformers and loads, currents at 300%
operating in parallel with each other or with a supply frequency may occur.
system.
The KW output is adjusted by the governor of the prime Their magnitude should be checked by measurements in
mover. the neutral conductors of the generators under all load
The speed characteristic of the prime mover should be conditions occurring.
linear and rise by at least 3% and not more than 5%
between rated load and no load. To avoid overheating the generators, these currents must
not exceed a value equal to about 50% of the rated
Droop compensating equipment ensures uniform generator current.
distribution of the reactive power and reduces the Higher currents should be limited by installing neutral
generator output voltage in linear with the increase in reactors or similar means.
reactive current.
Regarding generators with current transformer for droop

compensaton, potentiometer S in the regulator is
adjusted so that there is no reduction in the generator
voltage at unity p.f. but a 4% reduction at zero p.f.

� Fig. 22 Droop characteristic curve
2.6 Maintenance (6 GA 2491)
DANGER Excessive dust deposits should, however, be removed

using dry, compressed air.
Hazardous voltage
damage. For the maintenance of generator of its related parts,
Disconnect all power before working on this equipment. refer to trouble-shooting table 4-3, as shown on page 51.
When ordering spare parts, please state the type and

No periodic maintenance inspections of the THYRIPART
serial number of the generator as specified on the
excitation equipment are required.
rating plate.
� Fig. 23 Position of potentiometers on the voltage regulator
>>
03 Maintenance
3.1 Installation & Inspection Check List The purpose of this checklist is to ensure that all
installation and inspection work is fully carried out.
DANGER
It is therefore essential for the list to be filled in carefully.
Hazardous voltage
Will cause death, serious injury, electrocution or property The number of relevant questions will depend on the
damage. scope of the work to be carried out,
In the "Answer" column, "yes" or "no" or "n/a" (for "not
applicable") should therefore be checked off in each case.
NOTICE
In some lines, additional data or information must be
Before the initial starting for in-sevice, check the items on entered or irrelevant items deleted.
table 3-1 for sure. If any further explanations are necessary, they should be
If not, may cause fatal damage in generator.
placed in the report or final spec of the generator.
� Table 3-1. Installation & inspection check list
Condition of machines Answer Three-phase A.C. machines Answer

Installation Installation
before installation Yes N0 n/a Standard checks Yes N0 n/a
Packing of all machine Insulation resistance values

components undamaged? at ℃ winding temperature
Paintwork undamaged? 3 phases/earthed frame: ㏁

phase/phase: ㏁
Stator Measuring voltage: V
General (usually 500 V, DC)
Winding guards properly fixed

and locked? Rotor
All parts of the enclosure Insulation resistance values

properly assembled? at ℃ winding temperature
Stator foot bolts tightened Rotor winding/earthed shaft: ㏁

properly? Measuring voltage: V
(always 500 V, DC)
Stator dowel-pinned?
Earthing or protective conductor Electrical connections

connected?
HV machines must be connected Cables/bars properly connected?
to the earth bus
by a conductor of equal Cable strain-relief connected?
cross-section.
LV machines are to be included

in the protection
arrangements by the connection
of the green-yellow
protective conductor or the
concentric conductor of the
cable to the protective
conductor connecting terminal.

� Table 3-2. Installation & inspection check list
Bearings Answer Oil flow rates reference Answer

Installation Installation
Yes N0 n/a Yes N0 n/a
Journal bearings Drive-end

(Lubricating oil used) journal bearing ℓ/min
Oil grade Non-drive-end

Viscosity at ℃ journal bearing ℓ/min
Condition of bearings and shaft
The specified oil flow rates are
Have any shipping bearing shells indicated on the bearing instruc-
and/or shaft blocks been tion plate. With the specified
removed? flow rates, about half the clear
cross-sections of the oil drain
Anti-rust coating removed? pipes are filled with oil.
shaft journals satisfactory?
Oil rings fitted in the bearings? Rolling bearings
Circularity of oil rings
satistactory? Grease lubrication
Oil-ring slots of bearings
shells deburred and rounded Type of grease
off?
Joint locked?
General
Bearing sealing rings properly
fitted? Check the flow of cooling water
Bearing thermometers fitted? (IP44):
All bearing bolts properly
tightened and locked? Check the safety device in
Bearing filled with oil to service, or not?
centre marks of oil-level sight
glasses?
Running of oil rings checked?
Oil circulation system
Oil pipework cleaned and

pickled?
Pressure reducer fitted?
1) Inspection schedule
Daily Monthly
Check bearing. Check insulation resistance.
L.O. condition. Caution: Before checking insulation resistance,
Oil ring. disconnect and earthed the leads from A.V.R.
Noise. Bolts and nuts.
Vibration.
Temperature. Tighten all bolts and nuts.
Check electric circuit. Check ventilation openings.
Earth fault by earth lamp. Check air intake opening and its air filter, clean or
Check loading condition. replace the filter if necessary.
Voltage, output kW, current.
>>
03 Maintenance
Every 6 Before the machines are aligned and commissioned,

Monthly the bearings should be filled with lubricating oil since
Change lubrication oil and clean bearing. the machines are delivered without oil in the bearings
At the same time, check fitting or seating of bearing. (oil type is indicated on the name plate of the bearing).
Clean generator.
CAUTION 2) Operating description
Flying dirt, dust or other particles. NOTICE

May cause eye injury.
Wear safety glasses and dust mask when using Before starting, check if the bearing is filled with oil or not
compressed air. to the necessary oil level.
Upon stopping, the shaft rests on the lower bearing; there

Inspect generator winding and air filters for dirt, dust, oil,
is metal-to-metal contact.
and salt vapor accumulation.
Blow off contamination by dry and oil free compressed air.
During the start-up phase, the shaft rubs against the anti-
Wipe off accumulated vapor with lint-free cloth and
friction metal of the bearing. Oil lubrication is used.
adequate solvent.
Check electrical connection.
After having reached its transition speed, the shaft
creates its oil film.
DANGER
At this point, there is no further contact between the
Hazardous voltage shaft and bearing.
damage.
CAUTION
Prolonged operation at extremely slow rotation speeds
(several rpm) without lubrication could seriously damage
Inspect for loose electrical connection. for the service life of the bearing.
Inspect cracked, frayed or oil soaked insulation.
Tighten or replace if neccessary.
CAUTION
If the bearing temperature exceeds the normal operating
value by 15 K, stop the machine immediately.
Inspect the bearing and determine the causes.
3.2 Flange-Type Sleeve Bearing
Setting values of a safety device
(for ring lubrication system)
-Alarm: 95℃
-Trip: 100℃
1) Mounting
The flange-type sleeve bearings of electrical machines
are of the split type. 3) Oil change
They are ring-lubricated (Fig. 25) and are subject to the
Check the bearing temperature regularly.
following instructions supplementing and modifying the
The governing factor is not the temperature rise itself,
operating instructions of the machine:
but the temperature variations over a period of time.
If abrupt variations without apparent cause are noticed,
Corresponding to the operating conditions the sleeve
shut down the machine and renew the oil.
bearings of new machines have a favorable bearing
clearance which should not be changed.
The lubrication oil indicated on the data plate is used for
Scraping (spot-grinding) is not allowed not to make worse
starting up the machines at an ambient temperature of
the antifrictional qualities.
above +5℃.
It is recommended that the contour of the transmission

At lower temperatures (to about -20℃), it is necessary to
element remains within the hatched range (see Fig. 25)
preheat the oil.
to remove the upper part of the bearing housing for
If the ambient temperature is below -20℃ another type of
maintenance without removing the transmission element.
oil according to the special conditions is used.
Do not mix oils of different grades.

Recommended oil changing intervals are about 3000 4) Dismantling, assembling

and 6000 operating hours in the case of intermittent and
continuous duty. CAUTION
When cleaning, first flush the bearings with kerosene
When insulated shaft current is applied, the accessories in
and then with oil. contact with the bearing housing must be electrically
insulated.
NOTE
If the lubrication oil contains unusual residues or its color When dismantling the machine, the lower part of the
looks changed, bearings shall be inspected.
bearing housing need not be unscrewed from the end
shield. When opening the bearing housing, locate
Pour in the kerosene and oil through the top sight-glass which side of the machine the adjusting shims
hole. (upper and lower parts) are installed.
Leave the drain open until all the kerosene has been
removed and clean oil runs out. These shims must be installed in the same place when
Now, plug the drain and fill the bearing with oil up to the assembling the machine.
centre of the lateral inspection glass.
Exceptions are possible if the stator core was changed.
When the machine has run up to speed, check the oil ring Drain the oil, take off the upper part of the bearing
through the top inspection glass to see that it rotates housing and the upper bearing shell, lift the shaft very
correctly, and check the bearing temperature. slightly and turn out the lower bearing shell and the
sealing rings in a peripheral direction.
Should the bearing temperature not drop to the normal
value after the oil change, it is recommended that the The oil ring can be withdrawn by holding it at an inclined
surfaces of the bearing shells be inspected. position to the shaft.
If the bearings are fitted with thermometers for checking

the bearing temperature, fill the thermometer well in the
upper bearing shell for thermofeeler with oil to improve
heat transfer and top up with oil every time the
lubricating oil is changed.
� Fig. 24 Oil pockets and oil grooves
① flattened to running face
>>
03 Maintenance
If only slight damage has occurred to the bearing The replacement bearing shells are delivered by the
surface, it may be re-conditioned by scraping, as long as works with a finished inner diameter.
the cylindrical shape of the bore is maintained, so that a Oil rings which have become bent through careless
good oil film can form. handling will not turn evenly.
The lining must be renewed if more serious damage is
found. Straighten or replace such rings.
The oil pockets and grooves of the new lining or scraped Replace any damaged sealing rings.
shell should be cleaned and finished with
particular care (Fig. 24).
� Fig. 25 Ring-lubricated flange-type sleeve bearings (examples, delivered design may deviate in details)
2
。
a 14
45
25 1
26 3
4
d1
18
d2
6
19
27
32
15
Limiting range for
transmission element 8
1. Screw plug 20
(thermometer mounting and oil filling point)
1 2. Inspection glass
2 3. Sealing ring for 2
3 4. Sealing ring for 1 21
4 14 5. Bearing housing, upper part, drive end
6. Cylindrical pin
5 7. Sealing ring, upper half, drive end
8. Guide pin to prevent twisting
6 9. Upper bearing shell, drive end 22
7 10. Oil ring, drive end
11. Lower bearing shell, drive end
8
12. Bearing housing, lower half, drive end
15 23
9 13. Sealing ring, lower half, drive end
14. Taper pin
15. Guide pin to fix bolted parts 24
16. Sealing ring for 17 3
17. Drain plug 2
10 18. Bearing housing, upper part, non-drive end 16
19. Sealing ring, upper half, non-drive end 17
20. Upper bearing shell, non-drive end
21. Oil ring, non-drive end
22. Lower bearing shell, non-drive end
23. Bearing housing, lower part, non-drive end 28
11 24. Sealing ring, lower half, non-drive end 29 31
25. Upper adjusting shim, drive end
26. Sealing cover, drive end
12 27. Lower adjusting shim, drive end
28. Upper adjusting shim, non-drive end
29. Sealing cover, non-drive end
13 30. Lower adjusting shim, non-drive end
3 30
2 31. Protective cap
32
32. Pressure compensation opening
16
17 d1 (mm) 80 100 120 150 180 215
d2 (mm) 140 160 170 190 210 245
a (mm) 8 8 10 15 18 22

3.3 Flange-Type Sleeve Bearing It is recommended to use a control system adjusted in

(forced lubrication system) such a manner to have an oil temperature of 15 to 20℃
in the tank and to have a preheated oil flow through the
1) Mounting cold bearings for 5 to10 minutes before starting up the
The flange bearings of these electrical machines are of machine.
the split type. Do not mix oils of different grades.
They are lubricated by an oil ring and provided
additionally for forced lubrication (Fig. 27) The necessary pressure of the oil entering the bearings
They are subject to the following instructions supple- and the oil flow rate are indicated on the data plate.
menting and modifying the operation instructions of the With the several orifice plates supplied, adjust these
machine: values when starting up the machine for the first time and
Corresponding to the operating conditions, the sleeve correct them when the bearing has attained its normal
bearings of new machines have a favorable bearing running temperature.
clearance which should not be changed. The oil in the bearing housing must not ascend over the
Scraping (spot-grinding) is not allowed not to make worse center of the lateral inspection glass.
the antifrictional qualities.
If the bearings are fitted with thermometers for checking
It is recommended that the contour of the transmission the bearing temperature, fill the thermometer well in the
element remains within the hatched range (see Fig. 27) upper bearing shell for the thermofeeler with oil to
to remove the upper part of the bearing housing for improve heat transfer and top up with oil every time the
maintenance without removing the transmission element. lubricating oil is changed.
Before the machines are aligned,the bearings should be In the case of insulated bearings, make sure that the
filled with lubricating oil (oil type is indicated on the name insulation is not bridged by the tubes.
plate of the bearing) since the machines are delivered Interrupt the electrical conductivity of the tubes near the
without oil in the bearings. bearings, e.g. by installing oil-resistant fittings of plastic
material or hoses of rubber or plastic material.
Connect the bearings to the oil pump, oil tank and cooler
before commissioning the machines.
2) Operating description
No reducers must be fitted in the piping.
Install a regulating orifice on the oil supply line to protect
NOTE
the bearing from flooding.
If the oil pump fails, the lubrication maintained by the oil Before starting, check if the bearing is filled with oil or not
to the sufficient oil level.
ring is effective for about 15 to 30 minutes, provided the
oil contained in the bearing does not drain away.
Upon stopping, the shaft rests on the lower bearing; there
To prevent this, connect the oil discharge tube on that is metal-to-metal contact.
side where the oil ring moves downward into the oil.
In addition to this, install a non-return valve in the oil During the start-up phase, the shaft rubs against the anti-
supply line. friction metal of the bearing.
As an alternative raise the level of the oil in the bearing Oil lubrication is used.
to 100 mm.
Oil discharge tubes must terminate flush with the inside After having reached its transition speed, the shaft
surface of the bearing housing to prevent the oil rings creates its oil film.
from rubbing against the tubes. At this point, there is no further contact between the
shaft and bearing.
Fill the oil tank with the lubricating oil indicated on the
CAUTION
data plate.
This oil is used for starting up the machine at an ambient Prolonged operation at extremely slow rotation speeds
temperature of above +5℃. (several rpm) without lubrication could seriously damage
for the service life of the bearing.
At lower temperatures, preheat the oil.
>>
03 Maintenance
CAUTION 4) Dismantling, assembling

value by 15 K, stop the machine immediately. CAUTION
Inspect the bearing and determine the causes.
When insulated shaft current is applied the accessories in
contact with the bearing housing must be electrically
-Alarm: 95℃
insulated.
-Trip: 100℃
When dismantling the machine, the lower part of the

Switch on the oil pump before starting up the machine.
bearing housing need not be unscrewed from the end
The use of a pump driven from the shaft of the main
shield.
machine is permitted only in special cases, such as when
When opening the bearing housing, locate on which side
the acceleration and coasting times are short.
of the machine the adjusting shims (upper and lower parts)
are installed.
3) Oil change
These shims must be installed in the same place when
Check the bearing temperature regularly.
assembling the machine.
The governing factor is not the temperature rise itself, but
Exceptions are possible, if the stator core was changed.
the temperature variations over a period of time.
Drain the oil, take off the upper part of the bearing housing
If abrupt variations without apparent cause are noticed,
and the upper bearing shell, lift the shaft very slightly and
shut down the machine and renew the oil.
turn out the lower bearing shell and the sealing rings in a
peripheral direction.
Recommended oil changing intervals are about 20,000
The oil ring can be withdrawn by holding it at an inclined
operating hours.
position to the shaft.
After the machine has come to a stand-still and the old oil
If only slight damage has occurred to the bearing surface,
is drained out of the bearings and oil tank operate the oil
it may be reconditioned by scraping as long as the
pump with kerosene for a short time and then with oil to
cylindrical shape of the bore is maintained, so that a good
clean the bearings.
oil film can form.
The lining must be renewed if more serious damage
For the oil pump, the oil tank, the cooler and the pipe
is found.
lines: Pour in the kerosene and then the oil through the
The oil pockets and grooves of the new lining or scraped
filling opening of the oil tank.
shell should be cleaned and finished with particular care
Leave the drains open from time to time until all the
(Fig. 26).
kerosene has been removed and clean oil runs out of the
bearings and oil tank.
The replacement bearing shells are delivered by the works
Then plug the drains and fill the tank with oil.
with a finished inner diameter.
Should the bearing temperature not drop to the normal
Oil rings which have become bent through careless
value after the oil change, it is recommended that the
handling will not turn evenly.
surfaces of the bearing shells be inspected.
Straighten or replace such rings.
Replace any damaged sealing rings.
� Fig. 26 Oil pockets and oil grooves
① flattened to running face

5) Lubrication oil cooler for generator bearings Front and rear chambers of lubrication oil cooler can be
Forced lubrication system may have lubrication oil cooler disassembled in case of water leakage.
for technical reason. However, lubrication oil cooler do not need any overhaul
works unless oil or water leakage happen because it
requires additional compression test when those
chambers are disassembled.
� Fig. 27 Flange-type sleeve bearing for forced-oil lubrication (examples, delivered design may deviate in details)
1. Screw plug
(thermometer mounting and oil filling point)
2. Inspection glass
3. Sealing ring for 2
2 14
5. Bearing housing, upper part, drive end 1
1 6. Cylindrical pin 3
2 4
7. Sealing ring, upper half, drive end
3
4 8. Guide pin to prevent twisting
14 18
9. Upper bearing shell, drive end
10. Oil ring, drive end 6
5
11. Lower bearing shell, drive end 19
12. Bearing housing, lower part, drive end
6
13. Sealing ring, lower half, drive end 15
7
14. Taper pin
8
15. Guide pin to fix bolted parts
8 15 20
9
17. Drain plug
18. Bearing housing, upper part, non-drive end
19. Sealing ring, upper half, non-drive end 21
20. Upper bearing shell, non-drive end
10 21. Oil ring, non-drive end
22. Lower bearing shell, non-drive end
23. Bearing housing, lower part, non-drive end
24. Sealing ring, lower half, non-drive end 22
25. Upper adjusting shim, drive end
26. Sealing cover, drive end
11
27. Lower adjusting shim, drive end 23
28. Upper adjusting shim, non-drive end
29. Sealing cover, non-drive end
12 24
30. Lower adjusting shim, non-drive end 3
31. Protactive cap 2
13 32. Pressure compensation opening
3 16
33. Oil supply tube with orifice
2 17
34. Oil discharge tube with sight glass
35. Lubrication oil cooler
16
17 28
29 31
30
32
d1 (mm) 80 100 120 150 180 215

d2 (mm) 140 160 170 190 210 245
a (mm) 8 8 10 15 18 22
>>
03 Maintenance
3.4 Rolling-Contact Bearing (series 02 and 03) 2) Regreasing
1) Mounting NOTE
Electrical machines fitted with rolling-contact bearings A common mistake is over-lubrication of bearings. When
grease is added without removing the drain plug, the
mentioned above are subject to the following
excess grease must go somewhere and usually it is forced
instructions supplementing and modifying the operating into and through the inner bearing cap and is then thrown
instructions of the machine: into the windings. Proper lubrication is desired, but some
under-lubrication is less dangerous than over-lubrication.
The locating bearings are deep-groove ball bearings for
horizontally mounted machines. Initial lubrication of the bearings is normally carried out in
These bearings may also be in pairs with cylindrical roller the works with an Alvania #2 grease satisfying the
bearings in the case of bearings is not guided radially and conditions of the running test at a test temperature of
is prevented from rotating by compression springs. 120℃ to DIN 51 806.
If a different type of grease is required, this is indicated on
The locating bearings for vertically mounted machines are the data plate, provided that the particular operating
angular-contact ball bearings of type range 72 or 73 (For conditions were given in the order.
angular-contact ball bearings with increased axial fixation,
see supplementary operating instructions). CAUTION
The floating bearings are deep-groove ball bearings or Do not mix grease of different soapbases.
cylindrical roller bearings. When changing the type of grease, clean the bearing
In the case of deep-groove ball bearings as floating beforehand using a brush with solvent.
bearings, the axial play is compensated by means of
compression springs.
NOTE
CAUTION The most widely-used solvent is gasoline: white spirit is

acceptable.
value by 15 K, stop the machine immediately.
Inspect the bearing and determine the causes. DANGER
The prohibited solvents are:
-Alarm: 100℃
Chlorinated solvent (trichlorethylene, trichloroethane)
-Trip: 105℃
which becomes acid.
Fuel-oil (evaporates too slowly).
Gasoline containing lead.
Benzine (toxic)
For regreasing, clean the lubricating nipple and press in

the grease quantity indicated on a data plate, using a
grease gun.
Keep the new grease meticulously clean.
� Fig. 28 Examples for bearing combinations
Deep-groove ball bearing

Cylindrical roller bearing
Angular contact ball bearing

The shaft should rotate during regreasing, hence the 4) Dismantling, assembling
machines need not be stopped. For working on the locating bearing in the vertical
After regreasing, the bearing temperature will rise by a position of the machine, support or discharge the rotor.
few degrees and will drop to the normal value when the
grease has reached its normal service viscosity and the It is recommended that new rolling bearings be installed
excess grease has been forced out of the bearing. as follows: Heat the ball bearings or the inner ring of the
roller bearings in oil or air to a temperature of approx 80
It is recommended that the lubricating instructions be ℃ and slip them onto the shaft.
strictly followed. Heavy blows may damage the bearings and must be
Special cases may require lubrication according to special avoided.
instructions, e.g. where there is an extreme coolant
temperature or aggressive vapours. When installing single angular-contact ball bearings, make
sure that the broad shoulder of the inner ring (and the
The old grease from several regreasing operations gathers narrow shoulder of the outer ring) in operating
in the space inside the outer bearings caps. position points upwards, i.e. in a direction opposite to
Remove the old grease when overhauling the machines. that of the axial thrust.
The model of bearing is favorably chosen for direction and When assembling the machines, avoid damage to the
size of load (type of construction, forces acting on the sealing rings.
shaft) and therefore it should not be hung. Rubber sealing rings (V-rings) should be carefully fitted
The permissible values of axial and radial forces may be over the shaft as shown the illustration.
taken from the list of machine or may be inquired about.
New felt sealing rings should be so dimensioned that the
The machines should operate in only one type of shaft can run easily while proper sealing is still effected.
construction as shown on the rating plate, because Before fitting new rings, soak them thoroughly in highly
another type of construction requires perhaps further viscous oil (normal lubricating oil N68 to DIN 51 501)
measures in addition to a modification of the model of having a temperature of approx 80℃.
bearing.
In this case an inquiry is always necessary.
5) Locating faults
The trouble shooting table 4-6 helps to trace and remove
3) Lubrication
the causes of faults as shown on page 53.
If the machines have been unused/stored for longer than Sometimes, it is difficult to assess damage to the
6 months, the existing grease shall be poured out and be bearings. In this case, renew the bearings.
replaced with new one. The replacement interval is 3
months.
>>
03 Maintenance
� Fig. 29 Floating bearings (examples, delivered design may deviate in details)
⑦
⑥
⑤
④
③
②
①
⑧
⑩
⑨
⑥
⑤
Cylindrical roller bearing
④
③
②
①
⑧
⑨
⑬
⑫
⑩
⑥
⑪
with compensation of ④
axial play ③
②
①

with compensation of
axial play, with bearing
housing brush and
intermediate ring
① V-ring 1) ⑨ Deep groove ball bearing (floating-bearing)

② Outer bearing cap 1) ⑩ Compression spring 1)
③ Circlip 1) ⑪ Bearing housing ring
④ Grease slinger 1) ⑫ Bearing housing brush
⑤ Bearing housing 1) ⑬ Cylindrical pin
⑥ Lubricating nipple
⑦ Cylindrical roller bearing 1)
⑧ Inner bearing cap with felt sealing rings 1) 1)
floating bearing side

� Fig. 30 Locating bearings (examples, delivered design may deviate in details)
�
�
�
⑥
�
�
⑭
�
�
�
Single bearing, shaft ⑥
⑭
does not pass through �
the outer bearing cap �
⑮
⑭
�
�
�
⑥ � �
⑥
Single bearing, shaft �
� �
passes through the �
outer bearing cap
� �
� �
⑭ �
� �
�
�
� � �
⑥
�
⑥ Duplex bearing, shaft �
does not pass through
the outer bearing cap �
⑮ �
⑭
⑭
Angular-contact ball Angular-contact ball

bearing placed below bearing placed below
Duplex bearing, shaft

passes through the
outer bearing cap
⑥ Lubricating nipple
⑭ Inner bearing cap with felt sealing rings 2) � Fig. 31 Fitting instructions for V-ring and oil seal for shaft
⑮ Angular-contact ball bearing
� Bearing slinger 2)
� Grease slinger 2)
� Circlip 2)
� Outer bearing cap 2)
� V-ring 2)
� Deep-groove ball bearing (locating bearing)
or angular-contact ball bearing
� Compression spring 2)
� Cylindrical roller bearing 2)
� Cylindrical roller bearing 2)
� Oil seal for shaft 1) 2) 3)
1)
floating bearing side
2)
locating bearing side
3)
special operating conditions only Single bearing, shaft does not pass through the outer bearing cap
>>
03 Maintenance
3.5 Coupling A-Type (single-bearing generators Insert shims underneath the mounting feet until the
with flanged shaft and one-part fan wheel) centering faces of the generator flange and engine
(flywheel) or gear flange are in line with the flanges being
1) Transport parallel to each other.
The following instructions supplementing and modifying
the basic operating Instructions apply to single-bearing Experience shows that less shims are required at the non-
generators of type of construction B2 or B16 which are drive end than at the drive end, since the engine coupling
coupled with diesel engines or turbines: flange is inclined by the weight of the flywheel.
Bolt the coupling flanges together while re-pressing the
For transport and assembly, the generator rotor is generator axially, lightly tighten the foot bolts, and undo
centered radially and fixed axially by means of bolted the retaining-ring halves.
retaining-ring halves fitted between the drive-end shield
(unsplit) and the shaft supporting ring (Fig. 32).
3) Checking the air gap (Fig. 34)
The ring halves should therefore not be detached before
the generator is assembled with the diesel engine or Check the air gap between the shaft supporting ring and
turbine. the drive-end shield.
The gap should be uniform all around.
If the maximum difference between the measured
� Fig. 32 Rotor locking device (example, delivered values "a max-a min" exceeds 0.3 mm, correct the gap
design may deviate in details)
by inserting or removing shims underneath the
mounting feet.
Experience indicates that the number of shims to be

inserted or removed at the non-drive end is only 50%
of the number at the drive end.
Tighten the holding-down bolts and check the web
clearance of the diesel engine.
It may be necessary to correct the air gap and the web
clearance several times.
� Fig. 33 Aligning the coupling flanges

① Drive-end shield ④ Flanged shaft
② Retaining ring half ⑤ Fixing screw for 1
③ Shaft supporting ring ⑥ Fixing screw for 3
2) Aligning the coupling flanges (Fig. 33)

Careful alignment of the coupled machines prevents
additional bearing and shaft stresses, as well as uneven
and noisy running.
It is particularly important to achieve a uniform air gap.
The machine shall be installed on a concrete foundation
or a baseframe.
� Fig. 34 Checking the air gap and the position of the rotor
Check to see that the machine seating surfaces have

been made in accordance with the drawings.
The generator should be aligned with the diesel engine or
the turbine with gearing (the prime mover should have
already been installed and aligned in accordance with the
manufacturer's instructions).
The generators are aligned and coupled as follows: Place
the generator onto the concrete foundation or baseframe.

� Fig. 35 Fixing of the retaining-ring halves after � Fig. 36 Rotor locking device (example, delivered
assembling with prime mover design may deviate in details)
Engine flywheel
housing 7 6
5
3
3 4
2
Engine
flywheel
Guide
shaft
Generator foot
5
6
4
1
① Enerator frame ⑤ Screw for ②

② Lamination plate ⑥ Screw for ①
4) Position of rotor in longitudinal direction (Fig. 34) ③ Holding devices, inside ⑦ Access cover for ③
④ Holding devices, outside
Originally, the generator rotor had been located axially
in the correct position by the bolted-on retaining-ring
halves.
Since single-bearing generators have a floating (rolling or 2) Aligning the lamination plate coupling (Fig. 36)
sleeve) bearing at the non-drive end, the axial position of Careful alignment of coupled machines prevents additional
the rotor may have been changed during alignment. bearing and shaft stresses as well as uneven and noisy
running. It is particularly important to achieve a uniform air
A check should therefore be made to ensure that the axial gap. The machine may be installed on a concrete
clearance of (6±0.8)mm between the flange faces foundation or a base frame.
of the drive-end shield and the shaft supporting ring has
been maintained. Check to see that the machine seating surfaces have been
Otherwise the stator frame should be shifted axially. made in accordance with the diesel engine (the prime
mover should have already been installed and aligned in
accordance with the manufacturer’s instructions.
5) Fixing the retaining-ring halves
Thereupon, screw the retaining-ring halves to the drive- The generators are aligned and coupled as follows:
end shield as shown in Fig. 35. Place the generator onto the concrete foundation or base
The ring joint should be vertical. frame. Align the mounting feet until the centering faces of
Close off the threaded holes in the retaining-ring halves the generator side and engine flywheel and its housing are
by means of the screws supplied, and lock the screws in line with lamination plates being parallel to each other.
with spring washers.
When coupling the generator with the engine, the outer
holding devices (No. 4) shall be removed before inserting
generator guide shaft to flywheel. After inserting the shaft,
3.6 Coupling B-Type (single-bearing generators inner holding device (No. 3) shall be removed and further
with lamination plate) coupling works carried our in accordance with standard
instructions of the engine maker.
1) Transport
The following instructions apply to the generators coupled For reference, this type of coupling does not need shim
with engine using lamination type coupling. plate under the generator.
Removed holding devices shall be stored on generator foot

For transportation and assembly, the generator rotor is
after coupling for the future transportation or repairing
centered radially and fixed axially by means of the holding
works.
devices fitted between generator frame and lamination
plates or fan assembled (Fig. 36).
3) Checking the air gap

Therefore, those holding devices must be fixed tightly
This type of coupling does not need to check air gap
inner and outer sides for sure when transport. This is for
because engine flywheel housing/ generator frame and
centering the generator rotor radially and axially.
engine flywheel/ generator rotor are directly coupled.
>>
03 Maintenance
4) Position of rotor in longitudinal direction � Fig. 37-2 Position of rotor with axial end play
(Fig. 37-1)
After generator is completely coupled, position of rotor
shall be checked in longitudinal direction by opening the
bearing cover and comparing the measurement with the
value, A specified inside of the cover as shown on Fig. 37-1.
This value has been marked at the factory as required to
be kept when coupled with the engine considering
bearing gap measured.
� Fig. 37-1 Checking the position of rotor
3.8 Air Filters
Required dimension. A
1) Air filter cleaning period
specified inside of
bearing cover
The cleaning period depends on the site conditions.
or shaft end The cleaning of the filter is requested if the record of the
stator winding temperature (using the stator winding
sensors) indicates an abnormal increase in temperature.
2) Air filter cleaning procedure

3.7 Coupling (double bearing generator) The filter element (flat or cylindrical) is immersed in a
tank of cold or warm water (temperautre less than 50℃).
1) Fitting the coupling element Use water with detergent added.
The coupling element must be balanced separately Shake the filter gently to ensure that the water flows
before fitting the machine shaft. through the filter in both directions.
A residual unbalance of coupling element should be
less than class G 2.5 grade to ISO standard. When the filter is clean, rinse it with clear water.
Drain the filter properly (there must be no more formation
of droplets).
2) Without axial end play at bearing
The alignment must take the tolerance of the coupling Refit the filter on the machine.
element into account.
CAUTION
The axial, radial and angle tolerance are to be acceptable
by coupling element property. Do not use water with a temperature higher than 50℃.
Do not use solvents.
3) With axial end play at bearing(Fig. 37-2) Do not clean the filter using compressed air.
In this case, the axial position of the rotor assembly was This procedure would reduce filter efficiency.
adjusted during the initial test at the factory.
The generators are delivered with a magnetic center

gauge at the drive bearing side with a groove on the
shaft and must be kept in the rotor position during the
alignment with the prime mover as shown on Fig. 37-2.

� Fig. 38 Installation for air filter See terminal box diagram in the final specification.
The openings provide access to the terminals.
The gland plates are made of non-magnetic materials in
order to avoid circulating currents if needed.
Compare the supply voltage with the data on the rating

plate. Connect the supply leads and the links in
accordance with the circuit diagram in the final
specification.
[Type I]
Pay attention to the right direction of rotation (phase
sequence in the case of three phase and polarity in the
case of direct current).
The supply leads should be matched to the rated current

in line with VDE0100 and their cross section must not be
excessive.
The main circuit is normally connected at both sides of
the circuit bars with conductor cross sections of max.
300 ㎟ and may be made by cable lugs or when
connecting parts used in hazardous locations which are
[Type II] present without any lugs.
The ends of the conductors should be stripped in such a

way that the remaining insulation almost reaches up to
the lug or terminal (≤5 mm).
In the case of cable lugs with long sleeves, it may be
necessary to insulate the latter to maintain the proper
clearances in air.
If using cable lugs, see that the dimension of the cable
lugs and its fastening elements (normally M12) agree with
the holes in the copper bus bar.
[Type III] Use hexagon-head screws with a min. breaking point of
500 N/㎟ , hexagon nuts and spring elements which are
protected against corrosion according to DIN 43673.
The connection of accessories is achieved by terminal

3.9 Terminal Box strips.
Use a 5 mm maximum screwdriver to work on the
DANGER blocking screws.
High voltage See the terminal connection diagram in the final
Power source must be disconnected before working on specification.
equipment.
Failure to disconnect power source could result in injury
or death. The supply leads－particularly the protective conductor－
Terminal box only to be opened by skilled personnel. should be laid loosely in the terminal box with an extra
length for protecting the cable insulation against splitting
1) Description and to prevent the terminals and circuit bars from the
tension load of the leads.
Use the attached terminal box drawing in the final
specification.
They should be introduced into the terminal box through
The main terminal box of the machine is located on the
cable entry fittings and sealed.
top of the machine.
Protected fittings with strain－relief cleats should be used
The neutral and phase wires are connected to the copper
for loose leads to prevent them from becoming twisted.
bus bar-one copper bus bar per phase and one copper
Close off any unused cable-entry openings.
bus bar per neutral line (option).
>>
03 Maintenance
3.10 Disassembly of A.C. Generator (Fig. 39, 40 and 41)
� Fig. 39 For single bearing type A.C. generator
{Ⅰ}
1. Take away bolts ①, ②

2. Take away support ring (upper part) ③
3. Take away bolts ④, ⑤
Coupling Anti-coupling
4. Take away bearing upper part ⑥
side side
5. Take away bearing shell ⑦ and oil ring ⑧
6. Take away bolts ⑨ and support ring under
part ⑩
7. Take away bolts ⑪ and bearing under part ⑫
8. Take away endshield ⑬, ⑭
{Ⅱ}
9. Insert protective sheet ⑮

10. Take away bolts �
11. Draw out fan �
{Ⅲ}
12. Hang the shaft end with rope both side.

13. Shift the rotor toward anti-coupling side.
(shaft journal should be protected from
any damages by wrapping in cloth)
{Ⅳ}
14. Shift the rotor assembly to anti-coupling

side as left description.
15. Hang the rotor assembly at its center
position by the rope.
16. Take away the rope of coupling side.
{Ⅴ}
17. Take away the rotor out of the stator.

� Fig. 40 For double bearing type A.C. generator
{Ⅰ}
1. Take away bolts ①

2. Take away bolts ②
Coupling Anti-coupling
3. Take away bearing upper part ③
side side
4. Take away bearing shell ④ and oil ring ⑤
5. Take away bolts ⑥ and bearing under
part ⑦
6. Take away endshield ⑧
{Ⅱ}
7. Insert protective sheet ⑨

8. Take away bolts ⑩
9. Draw out fan ⑪
{Ⅲ}

any damages by wrapping in cloth )
{Ⅳ}

14. Take away the rope of coupling side.
{Ⅴ}
>>
03 Maintenance
� Fig. 40
41 For
For single
doublebearing
bearingwith
typelaminated
A.C. generator
plate type A.C. generator
{Ⅰ}
1. Take away bolts ①, ②

2. Take away support pieces ③
Coupling Anti-coupling 3. Take away bolts ④, ⑤
side side 4. Take away bearing upper parts ⑥
5. Take away bearing shell ⑦ and oil ring ⑧
6. Take away bolts ⑨ and bearing under
part ⑩
7. Take away end shield ⑪
{Ⅱ}
8. Insert protective sheet ⑫

9. Take away bolts ⑬
10. Draw out support ring and fan ⑭, ⑮
{Ⅲ}

any damage by wrapping in cloth )
{Ⅳ}

Take away the rope of coupling.
{Ⅴ}

3.11 Cooler 3) Stop the machine

Leak detection for a double-tube exchanger:
1) General points If a leak is detected, cut off the power supply of the water
The purpose of the cooler is to remove machine heat in/outlet lines and change to emergency operations
losses (mechanical, ohmic etc). according to Fig. 45, 47, 49 immediately.
The exchanger is located on the top of the machine. The problem must be ascertained and repaired.
Remove the two water boxes, apply a slight positive
Normal operation: pressure in the leakage chamber and between the two
The air is pulsed by a fan fixed to the synchronous tubes (only concerns double-tue coolers).
machine shaft. If a tube is damaged, plug it at both ends.
Use a tapered plug.
Description of air-water double tube exchanger Preferably the plug should be made of salt-water
The double-tube technique keeps the cooling circuit from resistant aluminium bronze or a synthetic material.
being affected by possible water leakage.
The double tube provides a high safety level.
In case of leakage, the water goes from the inside of the 4) Leak detection (float system)
internal tube to the coaxial space between the two tubes. A magnet float activates a switch located in the float case.
The water is drained axially to a leakage chamber where
it may activate a sensor. � Fig. 42 Leakage detector
An exchanger comprises a fin-tube block containing:

�a steel frame.
�a fin-tube block expanded mechanically to the tubes.
The tube bundle is roll-expanded in the end plates.
The water distribution in the tubes is provided by two
removable water boxes.
A water box is equipped with collars for fitting the inlet
and outlet lines.
Neoprene seals ensure water tightness between the
water boxes and the end plates.
2) Cleaning
The frequency of cleaning operations depends essentially
on the purity of the water used.
We recommend to inspect annually at least. 5) Cooler removal
The life of zinc block for anti-corrosion is about a year. The cooler unit is slid into its housing.
Therefore, replace it with a new one every year. It is possible to remove the cooler from the housing
Cut off the water supply by isolating the inlet and outlet without removing the water boxes as shown in Fig. 43.
lines, and drain the water. The cooler is fastened to the housing via a series of
screws on the housing.
Disconnect the leak sensor (option with double-tube Remove the water supply and return pipes.
cooler), and make sure that there are no leaks. Provide two eye-bolts to hold the cooler when it comes
Remove the water boxes on each side of the machine. out of its housing.
Rinse and brush each water box. Remove the cooler using slings that can be attached to
the connecting flanges.
NOTE
Do not use a hard wire brush as this will remove the

protective tar-epoxy layer which has formed on the 6) Cooler re-assembly
surfaces of the water boxes.
Carry out the operations of the "Cooler Removal" Fig. 43
Clean each tube with a metal scraper.
in the reverse order. Be careful to push the cooler
Rinse in soft water.
Keep the leakage chamber dry (double-tube water-cooler completely into its housing before tightening the
only) fastening screws of the cooler to the casing.
>>
03 Maintenance
3.12 Cooling-Water Failure Emergency Operation The following supplements the machine description and
the module for the closed-circuit cooling.
1) HFJ 5, 7 & HSJ 7 Type Should the cooling water supply fails, the machine can be
(1) Changing over to oepn-circuit cooling changed over to an open cooling circuit (Fig. 45), as
Generators have a facility for emergency operation if the follows:
cooling water supply fails.
� Fig. 43 Cooler removal
[Type I] [Type II ]
2
① Cover ④ Gasket for 5

② Gasket for 1 ⑤ Air to water cooling element ① Side cover ③ Cooler housing
③ Cooler housing ② Top cover ④ Air to water cooing element
� Fig. 44 Normal operation with air-to-water � Fig. 45 Emergency operation with open cooling circuit
closed-circuit cooling following failure of the cooling water supply
Drive end Non drive end Drive end Non drive end
① Air vent with cover closed. ⑤ Air vent with cover open.
② Enclosure cover. ⑥ Air cut-off plate before insertion.
③ Air vent with cover closed. ⑦ Air cut-off plate, inserted and screwed tight.
④ Air-to-water cooler. ⑧ Air vent with cover open.

The electrical version of the alternator remains (2) Changing over to closed-circuit cooling
unchanged. Operation should be changed back from emergency to
normal operation with air-to-water closed-circuit cooling
[Type I] as soon as possible in the reverse sequence described
�Open the air vents at the non drive end for the air inlet above.
and at the drive end for the air outlet (Figs. 44 and 45 -
No. 3 & 5),
�Remove enclosure or cover 2 (Fig. 44)
�Insert air cut-off plate 6 (Fig. 45) into the slot in the
raised section on the housing on the hot air side of
the cooler and secure.
[Type II]
�Open the air vents at the drive end for air inlet and at
the non drive end for air outlet (Fig. 46, No. 1 & 2)
�Remove the access cover (Fig. 47, No. 7)
�Insert air cut-off plate (No. 4) and secure inside of
cooler housing
� Fig. 46 Normal operation with air-to-water � Fig. 47 Emergency operation with open cooling circuit
closed-circuit cooling following failure of the cooling water supply
Drive end Non drive end Drive end Non drive end
① Air vent with cover, closed ⑤ Air vent, open

② Air vent with cover, closed ⑥ Air vent, open
③ Air-to-water cooler ⑦ Access cover for ④
④ Air cut-off plate
>>
03 Maintenance
2) HFJ 6, 7 & HSJ 7 Type �Detach the cover (No. 2) from the opposite side the
(1) Changing over to open-circuit cooling cooling water connections, insert the air-stop plate
On failure of the cooling-water flow, the following (No. 3) and secure with the screws provided.
operations are required to convert the generator for
emergency operation with open cooling. (2) Changing over to closed-circuit cooling
The electrical version of the generator remains Operation should be changed back from emergency to
unchanged. normal operation with air-to-water closed-circuit cooling
�Detach louvered covers (No. 4) together with the as soon as possible in the reverse sequence described
closure plates (No. 5) at the drive and non drive ends, above.
remove closure plates and attach louvered covers in
their original positions (Fig. 48).
� Fig. 48 Normal operation with air-to-water closed-circuit cooling
Drive end Non drive end
② Cover for No 1.
④ Louvered cover (emergency operation).
⑤ Closure plate.
� Fig. 49 Emergency operation with open cooling circuit following failure of the cooling water supply
Drive end Non drive end
① Air-to-water cooling element.

③ Air-stop plate (emergency operation).
④ Louvered cover (emergency operation).

04 Trouble Shooting
4.1 Excitation Part for SPRESY 15 4.2 Excitation Part for 6 GA 2491
In the case of faults, it is advisable to check the voltage DANGER

controller, excitation equipment, and main machine with
Hazardous voltage
an exciter separately. Will cause death, serious injury, electrocution or property
For troubleshooting in the thyristor voltage controller, all damage.
the leads connecting excitation equipment and thyristor Disconnect all power before working on this equipment.
voltage controller must be disconnected, and if present,
the intermediate transformers of the droop-compensating
Troubleshooting shall be carried out according to
equipment secondaries short-circuited.
Table 4-3.
In this case, the generator voltage must rise above the
maximum reference value as given under "Description".
In this case, the thyristor voltage controller is defective.
Troubleshooting should be continued according to
Table 4-2.
DANGER
Hazardous voltage
damage.
If the voltage is not induced, either the excitation

equipment, the main machine or the exciter can be
defective. Troubleshoot according to Table 4-4.
Information concerning voltage values for the thyristor
regulator module is given overleaf and assists in the
location of faults.
� Table 4-1. Excitation part

Terminal 20-14 < 30 V > 30 V
Terminal 15-14 about 1 V about 10 V about 1 V about 10 V
Fault Regulator Firing Firing Regulator
location
(Fig.14) module module module module
If the remnant should not be adequate for exciting the

generator, a D.C. voltage (6 to 24 V) must be connected
to terminals F1 and F2 (+ to F1, - to F2) for a short time.
Please note that the terminals F1 and F2 start carrying a
voltage as soon as self-excitation sets in.
When ordering spare parts please, state the type and
serial number of the generator, as they are shown on the
rating plate.
>>
04 Trouble Shooting
� Table 4-2. Fault diagnosis chart for thyristor voltage regulators
Excessive voltage drop with load

Parallel operation
Narrow voltage control range

Circulation current under lower load
Defect with control module

Fault
Voltage control impossible
Voltage increase with load

Excessive reactive current
Voltage & current hunting
Higher droop & PF drop

Lower reactive current
Defect with thyristor
Lower max. voltage
No voltage built up
Voltage hunting
kVAr hunting
Different P.F
High voltage
Low voltage
Half voltage
kW hunting
Possible cause
No wiring link � � �
Wiring link wrong point � � � � � � ● �
AVR U wrong setting � � � � � ● � �
Vr.TN wrong setting � � �
Internal defect ● � � � � � �
Discontinuity � ● � �
Power thyrister Blocking fail � �
Gate electrode fail � � �
Discontinuity � �
Measuring
Internal defect � � � � � �
transformer [T7.T8]
Wiring link wrong point � � �
Discontinuity ● � � �
Wiring link wrong point � ● � �
Reference value
Incorrect no-load setting ● ● ● �
setter [VR]
Short circuit in leads � �
Improper contact at T/B � � �
Discontinuity � � �
Series resister [R1] Excessive resistance ● � �
Lower resistance ● � � � �
Discontinuity � � � �
Intermediate
transformer [T4.T5]
Wiring link wrong point � � � � � �
Discontinuity � � � � �
Tandem Excessive resistance � � � �
potentiometer Lower resistance � �
[R2] Different resistances ●
Wiring link wrong point � � � � � � ● ●
Discontinuity ● �
Reactor [L]1
Smaller reactor gap ● �
Rectifier Discontinuity � ● � �
transformer [T6] Improper tap setting ● � ● ● ● � �
Steady rectifier Discontinuity ●
[V1] Burnt or internal defect ●
Rotating rectifier Discontinuity � � � �
Varistor Internal short circuit �
Current
transformers
Internal defect � �
[T1, T2, T3]
Setting to lower power ● ● �
+F1 & -F2 Wrong polarity �
Note: ● with high possibility, check first

� Table 4-3. Fault diagnosis chart for thyristor voltage regulators
Excessive voltage drop with load

Parallel operation
Narrow voltage control range

Crculation current under lower load
Defect with control module

Fault
Voltage control impossible
Voltage increase with load

Excessive reactive current
Voltage & current hunting
Higher droop & PF drop

Lower reactive current
Defect with thyristor
Lower max. voltage
No voltage built up
Voltage hunting
kVAr hunting
Different P.F
High voltage
Low voltage
Half voltage
kW hunting
Possible cause
No wiring link � � �
Wiring link wrong point � � � � � � ● �
AVR U wrong setting � � � � � ● � �
K, T, R47 wrong setting � � �
Internal defect ● � � � � �
Discontinuity � ● � �
Power thyrister Blocking fail � �
Gate electrode fail � � �
Measuring Discontinuity � �
transformer Internal defect � � � � � �
(AVR inside) Wiring link wrong point � � �
Discontinuity ● � � �
Wiring link wrong point � ● �
Reference value
Incorrect no-load setting ● ● ● �
setter [VR]
Improper contact at T/B � � � �
Discontinuity � � �
Series resister
Excessive resistance ● � � �
[R48]
Lower resistance ● � � �
Discontinuity � � � �
Intermediate
Short circuit in leads � � �
transformer [T4]
Wiring link wrong point � � � � �
Discontinuity � � � � �
Excessive resistance � � � �
Potentiometer
Lower resistance � �
(AVR inside) [S]
Different resistances � ●
Wiring link wrong point � � � � � ● ●
Reactor [L1]
Smaller reactor gap ● �
Rectifier Discontinuity � � �
transformer [T6] Improper tap setting ● ● � ● ● ● � �
Rotating rectifier Discontinuity � � � �
Varistor Internal short circuit �
Current
transformers
Internal defect � �
[T1, T2, T3]
Setting to lower power ● ● �
+F1 & -F2 Wrong polarity �
Note: ● with high possibility, check first
>>
04 Trouble Shooting
4.3 Main Machines and Exciters (HF. 5 and 6)
DANGER
Hazardous voltage
damage.
� Table 4-4. Fault diagnosis chart for excitation equipments, main machines and exciters
Voltage Too warm
Electric fault symptoms deviates
from rated Main
Defective rectifier
value Exciter
machine
excitation fails
wing load duty
Transformer
No load follo-
conditions
Genetator
On-load
winding
winding
winding
winding
Reactor
Stator
Stator
Rotor
Rotor
Cause
Incorrect Overload ● ● ● ● ● ● ●
service
conditions or Speed deviating from set point ● ● ●
duty under
conditions
deviating from Excessive deviation from rated power factor ● ● ● ● ● ●
order Incorrect operation, e.g.paralleling with
specifications ●
2nd generator in phase opposition
Stator ● ● ●
Main machine
Rotor ● ● ●
Inter-turn fault
Stator ● ● ●
Exciter
Rotor ● ● ●
Stator ● ● ●
Main machine
Rotor ●
Winding
discontinuity
Stator ●
Exciter
Rotor ●
Defective rotating rectifier ● ● ●
No remanence ●
Inter-turn fault ● ● ●
Transformer
Winding discontinuity ● ● ●
Inter-turn fault ● ● ●
Single-phase
current transformer
Faults on Winding discontinuity ●
excitation
equipment Inter-turn fault ● ● ● ●
Reactor
Winding discontinuity ● ● ●
Capacitor Open or short circuit ● ● ●
Defective rectifier ● ● ●

4.4 Bearing Part
DANGER
Hazardous voltage
damage.
� Table 4-5. Sleeve bearing

Defects
Possible cause Oil Large Remedy

Bearing Bearing Oil in
discolours temperature
overheats leaks machine
quickly variations
Oil aged or dirty ● ● Clean bearing housing; renew oil

Oil ring does not rotate evenly ● ● ● Straighten and deburr the ring or renew it
Excessive axial thrust or radial load ● ● Check alignment and coupling
Too little crest clearance 1) ● ● Rescrape bearing surface
Oil grooves too small or not wedge-shaped ● ● Refinish the oil grooves
Oil viscosity too high ●
Check Viscosity; change oil
Oil viscosity too low ● ●
Defective bearing surface ● ● Renew lining
Defective seals ● Renew seals
Incorrect oil discharge from sealing rings ● Clean return openings and grooves
Bearing too cold during start-up ● ● Preheat the bearing or oil
Gap between sealing cover and shaft too large ● Bush or replace the cover
Pressure compensation opening clogged ● Clean compensation opening
Forced-lubrication system failure ● ● Inspect system
Oil flow too high ● Readjust the flow rate; check oil discharge
1) Crest clearance = Inside diameter of bearing shells minus diameter of shaft.
� Table 4-6. Roller bearing

Defects
Possible cause Bearing Bearing Oil in Remedy

overheats leaks machine
Felt sealing rings pressing on shaft ● Fit rings better into grooves or replace them
Strain applied from coupling ● Improve alignment of machine
Excessive belt tension ● Reduce belt tension
Bearing contaminated ● Clean or renew bearing, inspect seals
Ambient temperature higher than 40℃ ● Use special high-temperature grease
Lubrication insufficient ● ● Lubricate according to instructions
Bearing canted ● ● Check mounting conditions, install outer ring with lighter fit
Too little bearing play ● ● Fit bearing with larger play
Bearing corroded ● ● Renew bearing, inspect seals
Scratches on raceways ● Renew bearing
Scoring ● Renew bearing, avoid vibration while at a standstill
Excessive bearing play ● Install bearing with smaller play
>>
04 Trouble Shooting
4.5 Operating Procedure & Check Sheet for Exampls)

Trouble Shooting �Full load zero (0) power factor = 4％ droop.
�Full load rated power factor (0.8 P.F) = 2.4％ droop.
DANGER �Unit power factor (1.0 P.F) = Generator voltage
is not dropped.
Hazardous voltage
damage.
Disconnect all power before working on this equipment. 2) Parallel running (for manual synchronizing)
① After load testing of each generator, start No. 1 single
running and proceed to items ① ,② ,③ ,⑤ and ⑥ of
1) Single running
4.5 1)
① Start No.1 Engine at its rated speed.
② If the synchro scope indicates a synchronized position,
② Adjust No.1 generator voltage to its rated value at
insert the No. 2 circuit breaker carefully.
no-load using reference value setter (V.R), which is
mounted on control panel side. After adjusting the NOTE
voltage to its rated value, check the generator voltage
using a digital tester at switch board side. If synchronization fails, the generator can be damaged by
a transient current.
③ Repeat ① and ② of 4.5 1) for No. 2, No. 3 and No. 4
Please refer to synchronizing instructions of the switch
generators. board maker.
④ After completion of the no-load setting, read the
indicated value on the panel and record the results
③ Increase the load constantly from zero (0) to a rated
according to Table 4-7.
load.
⑤ Circuit breaker 'ON'.
④ Record the results according to Table 4-9.
⑥ Increase the load constantly from zero (0) to a rated
load (as much as possible) and record the results
NOTICE
according to Table 4-8.
⑦ Repeat ⑤ and ⑥ of 4.5 1) for No. 2, No. 3 and No. 4 A. Parallel running of No. 3 and No. 4 generator:
generaters. The method is the same as No. 1 & No. 2.
B. If the power factor and KVAR are unbalnced after
⑧ In general, the droop compensating method is used for
completion above the procedure, consult the generator
our generators for parallel running.
manufacturer using Table 4-9.
Generator voltage should be dropped in proportion to
the magnitude of the load.
� Table 4-7. Single running

Item Ship No. No. 1 No. 2 No. 3 No. 4 Notes
R.P.M. or Hz
Voltage
※ After match the no-load voltage of each generator, don’t adjust generator voltage (before, during and after parallel running)
� Table 4-8. Single running

Item Ship No. kW Volt (V) R.P.M. (Hz) Current (A) Power Factor Notes
EACH
GEN.
(No. 1, 2...)
� Table 4-9. Parallel running

Item Ship No. kW Volt (V) R.P.M. (Hz) Current (A) Power Factor Notes
No.1 & No.2, / / /
No.1 & No.3, / / /
No.1 & No.4, / / /
each condition. / / /
, , , , , , , , ,
No.1,
, , , , , , , , ,
No.2,
, , , , , , , , ,
No.3 & No.4,
, , , , , , , , ,

Memo
>>
HHIS-WZ-RE-005-08 ’11. 08. Designed by ADPARK
www.hyundai-elec.com
Head Office 1 Jeonha-dong, Dong-gu, Ulsan, Korea

Tel: 82-52-202-6601, 6609, 6611~13 Fax: 82-52-202-6995
Seoul 140-2, Gye-dong, Jongno-gu, Seoul, Korea
(Sales & Marketing) Tel: 82-2-746-7621, 8568 Fax: 82-2-746-7679
Orlando 4700 Millenia Blvd., Suite 370, Orlando, Florida 32839, U.S.A.
Tel: 1-407-249-7350 Fax: 1-407-275-4940
New Jersey 300 Sylvan Avenue, Englewood Cliffs, NJ, 07632, U.S.A.
Tel: 1-201-816-0286, 8028 Fax: 1-201-816-4083
Chicago 1090 Fargo Avenue Elk Grove Village, IL60007, U.S.A.
Tel: 1-847-228-8845 Fax: 1-847-437-3574
London 2nd Floor, The Triangle, 5-17 Hammersmith Grove, London, W6 0LG, UK
Tel: 44-20-8741-0501 Fax: 44-20-8741-5620
Tokyo 8th Fl., Yurakucho Denki Bldg. 1-7-1, Yuraku-cho, Chiyoda-gu, Tokyo, 100-0006, Japan
Tel: 81-3-3212-2076, 3215-7159 Fax: 81-3-3211-2093
Osaka I-Room 5th Fl. Nagahori-Plaza Bldg. 2-4-8, Minami Senba, Chuo-Ku, Osaka, 542-0081, Japan
Tel: 81-6-6261-5766, 5767 Fax: 81-6-6261-5818
Riyadh 2nd Floor, the Plaza, P.O.Box 21840 Riyadh 11485, Saudi Arabia
Tel: 966-1-462-2331 Fax: 966-1-464-4696
Dubai 205, Building 4, Emaar Square, Sheikh Zayed Road, Pobox 252458, Dubai, UAE
Tel: 971-4-425-7995 Fax: 971-4-425-7996
Kuwait Floor 15, Al Sour Tower, Al Sour Street, Al-Qiblah, Kuwait
Tel: 965-2291-5354 Fax: 965-2291-5355
Moscow World Trade Center, Ent.3, #1902, Krasnopresnenskaya Nab.12, Moscow, 123610, Russia
Tel: 7-495-258-1381 Fax: 7-495-258-1382
Madrid Paseo De La Castellana 216, Planta 0, 28046 Madrid, Spain
Tel: 34-91-732-0454 Fax: 34-91-733-2389
Sofia 1271, Sofia 41, Rojen Blvd., Bulgaria
Tel: 359-2-803-3200, 3220 Fax: 359-2-803-3203
Montgomery 600 South Court Street, Suite 316 Montgomery, AL36104, U.S.A.
Tel: 1-334-230-9921 Fax: 1-334-240-6869
Yangzhong No.9 Xiandai Road, Xinba Scientific and Technologic Zone, Yangzhong, Jiangsu, P.R.C.Zip: 212212, China
Tel: 86-511-8842-0666, 0212 Fax: 86-511-8842-0668, 0231
3. TURBOCHARGER
MAN Diesel
Technical Documentation
Turbocharger
Operating Instructions ......................................................... C1

Working Instructions ........................................................... C2
Spare Parts Catalogue ......................................................... C3
Turbocharger type.................... NR20/S
Works No. of turbocharger........

2009-02-03
Translation of the original instructions
6658-2 EN 1 (2)
MAN Diesel
MAN Diesel SE
86224 Augsburg
Phone +49 (0) 821 322-0
Fax +49 (0) 821 322-49 4180
primeserv-aug@mandiesel.com
www.mandiesel.com/primeserv
Copyright © MAN Diesel

All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.
2 (2)
MAN Diesel
Turbocharger
Turbocharger type........... NR20/S

2009-02-03
C1
C1 6658-2 C1-2 EN 1 (2)

MAN Diesel
MAN Diesel SE
86224 Augsburg
Phone +49 (0) 821 322-0
2009-02-03
Fax +49 (0) 821 322-49 4180


2 (2) C1 6658-2 C1-2 EN

MAN Diesel
Table of contents
Table of contents
1 Introduction
1.0 General Safety Instructions
1.1 Preface
1.2 Manufacturer's liability
1.3 Organisation and use of the Operating Manual
1.4 Addresses
1.5 Declaration of Manufacturer
2 Technical details
2.1.1 MAN Diesel SE's scope of supply/technical specification
2.2.1 Turbocharger - Brief description, function
2.4.1 Lube oil system
2.4.7 Acceleration system - Jet Assist
2.5.1 Operating data and alarm points
2.5.3 Weights
2.5.4 Dimensions
2.5.5 Gaps and clearances
3 Operation/operating media
3.0 Safety during operation
3.2.2 Intended use/suitability of the turbocharger
3.4.1 Starting operation, shutting down
3.5.1 Monitoring the turbocharger
3.6.1 Malfunctions/faults and their causes (trouble shooting)
3.6.3 Emergency operation in the event of turbocharger failure
3.6.7 Response to out-of-limit conditions and alarms
4 Maintenance/repair
4.0 Safety during maintenance/repair
4.1 General remarks
4.2 Maintenance schedule (explanations)
4.3 Tools/special tools
4.4 Spare parts
4.7 Maintenance schedule (signs/symbols)
4.7.3 Maintenance schedule (turbocharger)
2009-02-03
4.8 Remarks on maintenance work

4.8.1 Cleaning
4.8.4 Checking the individual components
4.8.7 Inspection report
4.8.9 Service report
C1 6658-2 C1-2 EN 1 (2)

MAN Diesel
Table of contents
5 Index
2009-02-03
2 (2) C1 6658-2 C1-2 EN

MAN Diesel
Introduction
1 Introduction
2 Technical details
5 Index
2009-02-03
C1 6658-2 1-2 EN 1 (1)

MAN Diesel 1.0
General Safety Instructions
Introduction
Safety Instructions
Safety instructions are always noted down prior to the description of any
action. They are categorized in 3 hazard levels and differentiated by the
degree of hazard seriousness for personnel or equipment.
Hazard Levels
The safety instructions for the hazard levels 1 - 3
▪ Danger,
▪ Warning,
▪ Caution
are indicated as follows:
When the respective caution measures are not complied with,

there is imminent danger which will result in:
▪ Death or serious injury,
▪ Total damage to property or
▪ Serious environmental damage.
When the respective caution measures are not complied with, a

potentially hazardous situation will be caused.
This can lead to:
▪ Death or serious injury,
▪ Serious damage to property or
▪ Serious environmental damage.
When the respective caution measures are not complied with, a

hazardous situation can be caused.
This can lead to:
▪ Personal injury,
▪ Possible damage to property.
For notes concerning fault sources/handling errors; material damage can

occur.
2009-01-15
Additional notes, information and tips.

Introduction
General
A symbol appropriate to the hazard is always depicted in the marginal col-

umn. It either indicates a hazard (hazard symbol) or the corresponding pro-
tective measure (safety symbols):
C1 6673 1.0-02 EN 1 (3)

1.0 MAN Diesel
Safety Symbols
Introduction
Wear Wear Wear Wear Wear

gloves protective hearing pro- hard hat safety boots
goggles tection
Wear Read
protective manual
clothing
Danger Symbols
Warning of a Danger of slip- Tripping haz- Danger of Corrosive

hazard loca- ping ard electric shock materials
tion
Crush hazard Inflammable Hot Danger of sus- Rotating

materials surface pended loads gear hazard
Bans
Fire, No access for

open flames unauthorized
and smoking persons!
prohibited!
2009-01-15
Introduction
General
2 (3) C1 6673 1.0-02 EN

MAN Diesel 1.0
Safety Instruction Sign - Engine Room
Introduction
Figure 1: Safety Instruction Sign - Engine Room
To point out the most important regulations, bans and hazards during
operation and maintenance, the safety instruction sign enclosed with
each turbocharger must be posted at the entry of the engine room.
2009-01-15
Persons, who for operational reasons are to be within the danger area of 2.5
Introduction
m around the engine, are to be instructed of the predominant hazards.

Access to the danger area is permitted when the turbocharger is in proper
General
operating condition and only when wearing suitable protective equipment.

It is prohibited to stay within the danger area without reason.
C1 6673 1.0-02 EN 3 (3)

MAN Diesel 1.1
Preface
Introduction
General remarks
MAN Diesel turbochargers Turbochargers produced by MAN Diesel have evolved from decades of
continuous, successful research and development work. They satisfy high
standards of performance and have ample reserves for withstanding
adverse or detrimental influences. However, to meet all the requirements of
practical service, they have to be used as intended and maintained properly.
Only if these prerequisites are satisfied can unrestricted efficiency and long
useful life be expected.
Purpose of the operating The operating manual as well as the work cards are designed to assist you
manual and work cards in becoming familiar with the turbocharger and the equipment. They are also
intended to provide answers to questions that may turn up later on, and to
serve as a guideline in your activities of engine operation, inspection and
servicing. Furthermore, we attach importance to familiarising you with func-
tions, interrelations, causes and consequences, and to conveying the
empirical knowledge we have. Not least, in providing the technical docu-
mentation including the operating manual and work cards, we comply with
our legal duty of warning the user of the hazards which can be caused by
the turbocharger or its components - in spite of a high level of development
and the greatest design efforts - or which an inappropriate or unintended
use of our products involves.
The operating manual is continually updated, and matched to the design of
the turbocharger as ordered. There may nevertheless be deviations
between pages with primarily descriptive/illustrative content and the actual
design.
Numbering The numbering of the chapters follows an internally defined document
structure. Due to this structure gaps in the numbering can occur. This is
intended and is not an indication of missing sections in the document. The
table of contents always lists the full scope of the documentation.
Personnel The operating manual must be accessible to personnel for the purpose of
operation, monitoring/inspection and maintenance/repair of the turbo-
charger. The personnel entrusted with these tasks are responsible for famil-
iarising themselves with the composition of the operating manual so that
they are able to find the necessary information without lengthy searching.
2009-01-27
Introduction
NR, NA
C1 6685 1.1-02 EN 1 (1)

MAN Diesel 1.2
Manufacturer's liability
Introduction
Personnel Requirements
Safe and economic operation of the engine system including the turbo-
charger requires extensive knowledge. Also, the operatability can be main-
tained or regained only through maintenance and repair work when these
are carried out with expertise and skill by trained personnel. The rules of
proper craftsmanship are to be observed. Negligence is to be prevented.
The technical documentation supplements this ability through specialized
information, draws attention to dangers and points out the safety regula-
tions to be observed. The MAN Diesel SE asks you to observe the following
guidelines:
For improper usage of the turbocharger, the danger of accidents

is given!
Improper usage of the turbocharger can lead to damage of the
turbocharger or its individual components. Damaged components pose
a potential risk of injury for the operating and maintenance personnel.
▪ Before putting into operation for the first time, carefully read the
technical documentation at hand with the therein included safety
instructions!
▪ Use the turbocharger only for the purpose intended for by the
manufacturer!
▪ Do not unnecessarily stay in the vicinity of the turbocharger. Staying
within the vicinity of the turbocharger is permitted for maintenance
which is expressly to be carried out during operation!
▪ Carry out maintenance on the turbocharger regularly and properly
within the specified intervals!
▪ Carry out any and all repair work exclusively with original MAN Diesel
spare parts!
MAN Diesel SE disclaims all liability if the above-mentioned safety

regulations are infringed.
2009-01-27
Introduction
NR, NA
C1 6685 1.2-02 EN 1 (1)

MAN Diesel 1.3
Organisation and use of the Operating Manual
Introduction
Instructions for use
The numbering of the chapters follows an internally defined document
structure. Due to this structure gaps in the numbering can occur. This is
intended and is not an indication of missing sections in the document. The
table of contents always lists the full scope of the documentation.
The operating manual contains written and illustrated information that is
both generally useful and specially significant. This information is intended
to supplement the knowledge and skills of the personnel entrusted with
▪ operation,
▪ monitoring and inspection,
▪ maintenance and repair
of the turbocharger. Conventional knowledge and practical experience
alone will not be adequate.
The operating manual must be made available to these persons. The per-
sonnel entrusted with these tasks are responsible for familiarising them-
selves with the composition of the operating manual so that they are able
to find the necessary information without lengthy searching.
We assist them in doing so by providing a clearly organised structure and
writing readily understandable texts.
Structure and special features
The operating manual consists of the main sections
1. Introduction,
2. Technical details,
3. Operation/Operating media,
4. Maintenance/Repair.
The operating manual deals only with the most important subjects. It mainly
focuses on:
▪ understanding the functions and interrelations,
▪ operation in routine and emergency modes,
▪ ensuring operational prerequisites on the turbocharger and the periph-
eral systems, and
▪ maintaining the operability of the turbocharger/engine, carrying out pre-
ventive or scheduled maintenance work, performing simple repair work,
and commissioning and supervising more difficult work.
The manual does not deal with:
2009-01-27
▪ transportation and installation of the turbocharger,

Introduction
▪ procedures and checks when putting the engine into operation for the
first time,
NR, NA
▪ difficult repair work requiring special tools, equipment and experience,
C1 6685 1.3-02 EN 1 (2)

1.3 MAN Diesel
▪ behaviour in the event of fire, water penetration, severe damage and

Introduction
average.
What is also of importance

Turbocharger design The operating manual is continually updated, and matched to the design of
the turbocharger as ordered. There may nevertheless be deviations
between pages with primarily descriptive/illustrative content and the actual
design.
The operating manual covers the standard applications. It covers turbo-
chargers for ships' main and auxiliary engines and turbochargers in sta-
tionary plants. Special features of these applications are indicated in the
text. Such sections are to be read selectively.
Technical details Technical details of your turbocharger are included in
▪ Chapter “Technical details”,

▪ in the work cards in Part “C2”.
Maintenance schedule / work The maintenance schedule (turbocharger) is closely related to the work
cards cards of Part C2. The work cards describe how a job is to be performed,
and which tools and facilities are required. The maintenance schedule, on
the other hand, specifies the periodic intervals and the average require-
ments in terms of personnel and time.
2009-01-27
Introduction
NR, NA
2 (2) C1 6685 1.3-02 EN

MAN Diesel 1.4
Addresses
Introduction
Works in Germany
Contact persons The table contains addresses for MAN Diesel in Germany, together with
telephone and fax numbers for the departments responsible and ready to
provide advice and support on request.
Location Address Telephone/Fax/e-mail/Internet
Augsburg Works MAN Diesel SE Tel. +49 821 322 0 (switchboard)
MAN Diesel | PrimeServ Augsburg Fax +49 821-322-494 180
86224 Augsburg
Germany e-mail primeserv-aug@mandiesel.com
Internet http:// www.mandiesel.com
PrimeServ Turbocharger Tel. +49 821 322 4010 (axial turbochargers)
Technical service Tel. +49 821 322 4020 (radial turbochargers)
Fax +49 821 322 3998
e-mail primeserv-tc-technical@mandiesel.com
Internet http:// www.mandiesel.com/primeserv
PrimeServ Turbocharger e-mail primeserv-tc-retrofit@mandiesel.com
Retrofit Internet http:// www.mandiesel.com/primeserv
PrimeServ Turbocharger Tel. +49 821 322 4030
Spare parts Fax +49 821 322 3998
e-mail primeserv-tc-commercial@mandiesel.com
Hamburg Works MAN Diesel SE Tel. +49 40 7409 0
MAN Diesel | PrimeServ Hamburg Fax +49 40 7409 104
Hachmannkai
Rossweg 6 e-mail primeserv-ham@mandiesel.com
20457 Hamburg Internet http:// www.mandiesel.com/primeserv
Germany
Worldwide Service Addresses

Internet MAN Diesel service addresses and authorized service partners (ASP) can
be found on the Internet at:
http:// www.mandiesel.com/primeserv
PrimeServ Worldwide A printed brochure with the worldwide service addresses can be obtained
from:
Turbocharger Service (administrative office)
Tel. +49 821 322 1198
Fax +49 821 322 3998
2009-01-27
Introduction
General
C1 6685 1.4-03 EN 1 (1)

MAN Diesel 1.5
Declaration of Manufacturer
Introduction
EC Declaration of Manufacturer
2009-02-03
Introduction
NR20/S
C1 6658 1.5-01 EN 1 (1)

MAN Diesel
Technical details
1 Introduction
2 Technical details
5 Index
2009-02-03
C1 6658-2 2-2 EN 1 (1)

MAN Diesel 2.1.1
MAN Diesel SE's scope of supply/technical specification
Technical details
General remarks
For all items supplied by us ... For all questions you have on items supplied by us, please contact
▪ MAN Diesel SE in Augsburg
and for typical service questions,
▪ MAN Diesel service centers,
▪ agencies and
▪ authorised repair workshops all over the world.
For all items not supplied by For all items not supplied by us, please directly contact the subsuppliers,
us ... unless the components/systems supplied by MAN Diesel SE are involved
to a significant extent or other obvious reasons apply.
Technical specification The order confirmation, the technical specification related to the order con-
firmation and the technical specification of the turbocharger contain sup-
plementary information.
Technical details
2009-01-27
General
C1 6685 2.1.1-02 EN 1 (1)

MAN Diesel 2.2.1
Turbocharger - Brief description, function
Technical details
Longitudinal section
1 Gas admission casing 6b Air intake casing

2 Turbine nozzle ring 7 Insert
3 Turbine wheel 8 Compressor wheel
4 Insert 9 Diffuser
5 Gas outlet casing 10 Compressor casing
6a Silencer 11 Bearing casing
Figure 1: Turbocharger NR20/S
Brief description
Turbocharger with one radial-flow turbine stage and one radial-flow com-
pressor stage.
Rotor supported in two floating bearing bushes and a locating bearing
arranged inboard.
Turbine wheel (3) with shaft in one integral piece, compressor wheel (8)
mounted on shaft.
Compressor (10) with one outlet socket.
Silencer (6a) or air intake casing (6b), if provided.
Bearing lubrication integrated in engine lube oil circuit.
Technical details
No water cooling. Casings on turbine side with heat insulation.

2009-01-28
Function
NR20/S
In operation the energy contained in the engine exhaust gases is converted

to drive the turbocharger rotor. The exhaust gases flow from the engine
exhaust pipe through the turbocharger via the gas admission casing (1),
turbine nozzle ring (2), turbine wheel (3), insert (4) and gas outlet casing (5)
C1 6658 2.2.1-02 EN 1 (2)

2.2.1 MAN Diesel
with integrated gas outlet diffuser. Simultaneously, fresh air is drawn in via
Technical details
the silencer (6a) or air intake casing (6b) and insert (7) and compressed via
compressor wheel (8), diffuser (9) and compressor casing (10).
The compressed fresh air is forced into the cylinders of the engine via the
charge air cooler and charge air pipe.
Overall, this process achieves a tremendous increase in the performance of
the engine. Cross sections and directions of flow are adapted to the indi-
vidual application.
The turbocharger rotor is guided in radial direction through 2 floating bearing
bushes arranged between turbine wheel (3) and compressor wheel (8) in the
bearing casing (11). The locating bearing on the compressor side serves for
axial positioning and for taking the axial thrust.
The turbocharger bearings are supplied with oil from the engine lube oil
circuit through a common feed pipe. The lube oil also serves the purpose
of cooling the bearings.
Technical details
2009-01-28
NR20/S
2 (2) C1 6658 2.2.1-02 EN

MAN Diesel 2.4.1
Lube oil system
Technical details
Lube oil diagram
1 Feed pipe (engine) 7 Sight glass or venting box

2 Feed pipe (turbocharger) 8 Venting pipe
3 Throttle device (orifice / pressure 9 Pressure gauge
reducing valve)
4 Bearing bush * 10 Pressure controller
5 Locating bearing * 11 Sealing air *
6 Drain pipe
* Scope of supply of turbocharger
Figure 1: Lube oil diagram, NR/S turbocharger
Turbine rotor bearings

General The turbocharger rotor is guided in radial direction through 2 floating bearing
bushes (4) arranged between turbine wheel and compressor wheel in the
bearing casing. The locating bearing on the compressor side (5) serves for
axial positioning and for taking the axial thrust. The turbocharger bearings
Technical details
are supplied with oil from the engine lube oil circuit through a common feed
2009-01-27
pipe (2). The lube oil also serves the purpose of cooling the bearings.
Shaft sealing The oil space is sealed on the turbine and compressor sides by labyrinths
fitted on the rotor shaft. The radial labyrinth clearance is dimensioned so
that, during the initial operating phase, the rotating labyrinth tips dig lightly
NR/S
into the softer layer of the sealing covers. At higher speeds, the rotor is
slightly elevated corresponding to the thickness of the lubricating film. The
C1 6659 2.4.1-03 EN 1 (3)

2.4.1 MAN Diesel
labyrinth tips then run freely. The rotor is lowered again when the turbo-
Technical details
charger stops. The labyrinth tips are then inserted into the grooves of the
sealing covers, as a result of which a better sealing effect is achieved during
priming and post lubrication. Local running-in grooves in the bore of the
sealing covers are therefore desirable and not a reason for parts to be
replaced.
Sealing air For sealing the shaft on the turbine side, sealing air (compressed air) is
additionally required:
▪ To prevent exhaust gas from entering the oil space,
▪ to prevent lube oil from seeping into the turbine (coking).
During operation, the sealing air (11) is withdrawn downstream of the com-
pressor wheel and led to the labyrinth seal on the turbine side via ducts
drilled into the bearing casing.
Lube oil supply, setting the lube oil pressure
Lube oil pressure The measuring connection on top of the bearing casing is to be used for
checking and monitoring the lube oil pressure.
The lube oil pressure must be set so that a pressure of 1.3 — 2.2 bar is
present at this point at full engine load and with the lube oil at service tem-
perature (inlet temperature max. 75 °C).
On start-up and during heating up of the engine, when the lube oil temper-
ature is relatively low, a lube oil pressure of up to 4.0 bar is admissible for a
short period of time.
The required lube oil pressure is set by means of a throttle device (3), e.g.
orifice or pressure reducing valve, in the feed pipe (2). For engine lube oil
pressures ≥ 2.5 bar, we recommend installation of a pressure reducing valve
with outlet control.
Lube oil flow rate The required lube oil flow rate depends on the viscosity of the lube oil and
may differ from that stated in the operating data in accordance with the
temperature (see sheet [2.5.1] “Operating data and alarm points”).
Alarm points, engine shut- The alarm point for lube oil pressure is to be set to a value of 1.2 bar.
down
At a lube oil pressure ≤ 1.0 bar the engine performance has to be reduced
to half load (engine slow-down).
If the oil pressure continues to drop, the engine is to be shut down and the
causes are to be remedied. The limit value for engine shut-down is at 0.8 bar
lube oil pressure.
If it is not permitted to shut down the engine for an important reason, the
turbocharger is liable to be damaged.
Differences in height
Technical details
Differences in height between the indicating instrument and the

2009-01-27
turbocharger centreline are to be taken into account with ± 0.1 bar per
1 m height difference (indicator installed higher – lower pressure;
indicator installed lower – higher pressure).
NR/S
Example: difference in height If the pressure gauge (9) and/or the pressure controller (10) are located 3.0 m
lower, the pressure gauge must indicate a pressure 0.3 bar higher and/or
2 (3) C1 6659 2.4.1-03 EN

MAN Diesel 2.4.1
the setting of the pressure controller must be 0.3 m higher than the operating
Technical details
pressure specified above.
Lube oil drainage and venting
Lube oil drainage The drain pipe (6) should have as steep a gradient as possible, and it should
be amply dimensioned and free of resistances and back pressures.
The lube oil drain pipe must be installed with a gradient:

The gradient of the pipe must be at least 5° greater than the maximum
possible system inclination.
Venting The oil drain pipe must have a venting facility from a sufficiently large com-
partment permitting the oil to settle down, e.g. a sight glass or venting box
(7). The cross section of the venting pipe (8) should be approximately that
of the oil drain pipe (6).
Priming and post lubrication of the bearing points
Priming Prior to engine start-up, the bearings of the turbocharger must be primed,
which, depending on the engine system, is performed with lube oil pumps
of the engine or auxiliary pumps and may take the form of priming immedi-
ately before start-up, or interval priming. Lube oil pressure 0.6 — 2.2 bar for
a duration of 10 — 30 minutes.
Post lubrication For cooling the plain bearings, the turbocharger has to be lubricated with a
lube oil pressure of 0.2 — 0.6 bar after engine shut-down. The engine lube
oil pumps or the auxiliary pumps must therefore continue running for
10 — 30 minutes.
Lube oil requirements
Lube oil quality The plain bearings are rated for use of standard SAE 30 or SAE 40 engine
lube oils and can therefore be directly connected to the lube oil system of
the engine.
High-alkaline cylinder oils are not suitable.
Lube oil filtration The turbocharger does not require its own lube oil filter. The filtration which
is currently standard for engines is adequate, provided the fineness is
≤ 0.05 mm. A precondition is that the engine lube oil is constantly treated
by means of separation and that a water content in excess of 0.2 % by
weight and solid residues larger than 0.02 mm are avoided. Prior to initial
operation of the engine or after major servicing work, the pipes between the
filter and the turbocharger are to be cleaned, pickled and flushed carefully.
Technical details
2009-01-27
NR/S
C1 6659 2.4.1-03 EN 3 (3)

MAN Diesel 2.4.7
Acceleration system - Jet Assist
Technical details
Diagram and function
A Starting air cylinder (30 bar) D Insert

B 2/2 way solenoid valve E Compressor wheel
C Orifice F Turbocharger
Figure 1: Jet Assist diagram
Functional description The Jet Assist acceleration system is used to meet special requirements
with regard to fast and soot-minimised acceleration, and/or the dynamic
load response of the engine.
The engine control actuates the 2/2 way solenoid valve (B).
Compressed air at 30 bar now flows from the starting air cylinder (A) through
the orifice (C), where it is reduced to a maximum of 4 bar. The compressed
air is now blown at max. 4 bar onto the blades of the compressor wheel (E)
via a ring duct and the inclined bores in the insert (D). On the one hand, this
provides additional air to the compressor while on the other hand, the com-
pressor wheel is accelerated, thus increasing the charge air pressure for the
engine.
Technical details
2009-01-27
NR, NA
C1 6685 2.4.7-01 EN 1 (1)

MAN Diesel 2.5.1
Operating data and alarm points
Technical details
Turbocharger Type Plate
1 Turbocharger type 5 Unit of temperature

2 Works number (serial number) 6 Type approval
3 Max. permissible rotor speed 7 Year of ex-works delivery
4 Max. permissible turbine inlet temperature
Figure 1: Type plate
The type plate is mounted on the pressure socket of the compressor

casing or on the air intake casing (if provided).
Operating parameters
Speed Operating limit nmax see
type plate
Exhaust gas temperature upstream of Operating limit tmax see
turbine type plate
Lube oil temperature Maximum permissible lube oil inlet temperature at 75 °C
full engine load
Lube oil pressure Full engine load and lube oil at operating tempera- 1.3 — 2.2 bar
ture
(reference measuring height: turbocharger centre-
line)
Lube oil flow rate with SAE 30 at 60 °C or SAE 40 at 65 °C 1,200 l/h
Jet Assist (optional) Pressure in starting air cylinder 30 bar
Max. permissible inlet pressure in turbocharger 4 bar
Further specifications see also Lube oil system, sheet [2.4.1]
Table 1: Operating parameters NR20/S
Alarm points/engine shut-down
Technical details
An alarm must be triggered by the engine control system when the following
2009-02-03
operating data are exceeded:

Speed Alarm at 97% of nmax nmax see
NR20/S
type plate
Exhaust gas temperature upstream of Alarm at tmax tmax see
turbine type plate
C1 6658 2.5.1-03 EN 1 (2)

2.5.1 MAN Diesel
Lube oil pressure * Alarm at ≤ 1.2 bar

Technical details
Reduction to engine half load (slow-down) ≤ 1.0 bar

Engine shut-down ≤ 0.8 bar
* Reference measuring height: turbocharger centreline
Table 2: Alarm points
When the limit values are reached, the alarm must be triggered and the
engine control must react at the same time (without delay) in order to
avoid damage to the turbocharger.
Lube oil requirements

Selection of lube oil SAE class SAE 30 or SAE 40
Lube oil filtration Grade of filtration less than 0.05 mm
Table 3: Lube oil requirements
See also [2.4.1] “Lube oil system”

Further data
Indication range of the speed indi- 0 … 50,000 rpm
cator
Operating speed of the turbo- refer to the Acceptance Records of the turbocharger
charger
Further operating data refer to the Acceptance Records and Operating Manual of the engine
Technical details
2009-02-03
NR20/S
2 (2) C1 6658 2.5.1-03 EN

MAN Diesel 2.5.3
Weights
Technical details
Weights assigned to subassemblies (approximate values)
500 Turbocharger, complete including silencer (544), excluding intermediate flange 390 kg
(593)
501 Gas admission casing, complete (with covering) 95 kg
506 Gas outlet casing, complete (with covering) 80 kg
513 Turbine nozzle ring 6 kg
517 Bearing casing, complete 70 kg
520 Rotor, complete (turbine rotor .... 10 kg, compressor wheel .... 4 kg) 15 kg
540 Insert, compressor side 22 kg
541 Insert, turbine side 10 kg
542 Diffuser 7 kg
544 Silencer, complete (if provided) 31 kg
545 Intermediate flange, complete (if provided) 16 kg
546 Compressor casing, complete 52 kg
593 Intermediate flange, complete (if provided) 26 kg
599 Cartridge, complete (517 + 520) 85 kg
Technical details
2009-02-03
NR20/S
C1 6658 2.5.3-02 EN 1 (1)

MAN Diesel 2.5.4
Dimensions
Technical details
Pipe connections
mm
Exhaust gas Entry at the gas admission casing (501) ∅ 175
Exhaust gas Outlet at the gas outlet casing (506) 225 × 490
Exhaust gas Outlet at the gas outlet casing (506) with counter flange (593) ∅ 461
Charge air Outlet at the compressor casing (546) ∅ 138
Lube oil Inlet at top of bearing casing (517) 15.0 × 1.5
flange connection for pipe
Lube oil Drain at bottom of bearing casing (517) 30.0 × 2.0
flange connection for pipe
Additional lubrication Inlet at top of bearing casing (517) for pipe 6.0 × 1.0
(if provided)
Jet Assist Connection at side of compressor casing (546) 25.0 × 2.0
(if provided) flange connection for pipe
Technical details
2009-02-03
NR20/S
C1 6658 2.5.4-02 EN 1 (1)

MAN Diesel 2.5.5
Gaps and clearances
Technical details
Values and measurement
Figure 1: Gaps and clearances

When new Replace or remachine parts
Item Designations of parts Order No.
min. in mm max. in mm min. in mm max. in mm
1 a) Compressor (520.005) Radial gap 0.50 0.60 0.40 0.80
wheel (540.001)
Insert
2 b) Compressor (520.005) Axial gap 0.25 0.80 0.20 0.90
c) wheel (540.001)
Insert
3 a) Turbine rotor (520.001) Radial gap 0.50 0.60 0.40 0.80
Insert (541.001)
4 d) Turbine rotor (520.001) Axial gap 0.20 0.80 --- 0.90
Insert (541.001)
5 e) Locating bear- (517.002) Axial clearance 0.19 0.22 --- 0.29
ing (520.006)
Labyrinth ring
6 Compressor (520.005) Permissible axial runout 0.06
wheel
a) Using a feeler gauge, measure at 4 points on the circumference and calculate the mean value.
b) Measure by means of soft metal imprint (lead wire) at 3 points on the circumference and calculate the
mean value. Deduct the measured axial clearance (5) from the calculated mean value with the rotor
pushed in direction (B).
Technical details
c) Adjustable by remachining or by shim at balance ring (S).

2009-02-03
d) Measure by means of soft metal imprint (lead wire) at 3 points on the circumference and calculate the
mean value. Deduct the measured axial clearance (5) from the calculated mean value with the rotor
pushed in direction (A).
NR20/S
e) Measure with a dial gauge while vigorously moving the rotor in directions (A) and (B). In case of labyrinth
seals already run in the measured value might be smaller.
C1 6658 2.5.5-02 EN 1 (2)

2.5.5 MAN Diesel
Technical details
Figure 2: Exact measurement of the axial clearance (5)

Exact measurement of the axial clearance (5)
1. Measure and note the distance (K5).
2. Measure and note the width (B) of the locating bearing (517.002).
3. Axial clearance (5): actual value = (K5) - (B).
Technical details
2009-02-03
NR20/S
2 (2) C1 6658 2.5.5-02 EN

MAN Diesel
Operation/operating media
1 Introduction
2 Technical details
5 Index
2009-02-03
C1 6658-2 3-2 EN 1 (1)

MAN Diesel 3.0
Safety during operation
Containment Safety
The turbocharger is one of the highest loaded components in modern diesel
engines. The high rotor speeds of a turbocharger result in high centrifugal
force stresses at simultaneous high component temperatures. A conse-
quence of additional extraordinary influences might be - in extremely rare
cases - a failure of the components.
Precautions MAN Diesel turbochargers correspond to the required containment safety
according to the rules stipulated by the classification societies so that the
state of the art prevents fragments from escaping.
In extreme cases, particularly if the turbocharger has not been sufficiently
or properly maintained, there may be the risk of damages to persons or
property in vicinity of the turbocharger.
To eliminate residual risks we kindly ask you to observe following rules:
Risk of injury!
Under no circumstances are persons permitted to be near the
turbocharger without reason during operation.
▪ Turbine and compressor are to be cleaned at regular intervals as speci-

fied in the maintenance schedule.
▪ The maintenance of the turbocharger may only be carried out by trained
personnel as well as in the maintenance intervals as stipulated in the
operating manual.
▪ Inadmissible operating conditions, such as frequent load releases, com-
pressor surging, excessive turbocharger speeds, must be avoided.
▪ Corrosive and erosive media in the intake air are to be avoided.
The technical documentation of the system, particularly the operating and
maintenance manuals for the engine, turbocharger and the accessories
required for engine operation, must be stored at a location where they are
accessible for the operating and maintenance personnel at all times.

Regulations for Prevention of Accidents
When operating the system and for all maintenance and repair work, the
relevant Regulations for Prevention of Accidents are to be observed. It is
2009-01-27
advisable to hang these regulations in the engine room and to repeatedly

point out the dangers of accidents.
Safety Instructions Concerning Specific Danger Sources
NR, NA
Hearing Protection
C1 6685 3.0-01 EN 1 (4)

3.0 MAN Diesel
Sound levels exceeding 85 dB(A)!

The danger of hearing impairment is given because sound levels are
permanently above this value in the engine room when the engine is
running.
▪ Always wear hearing protection in the engine room!
Exhaust Gases In the engine room, exhaust gases with the harmful components NOx, SO2,
CO, HC and soot can be set free.
Health risk due to exhaust gases!

The exhaust gases of the engine are harmful to one’s health and
detrimental to the environment when exceeding the limit values.
▪ Carry out maintenance in accordance with the maintenance schedule!
▪ Orient the operational management on behalf of the hazards!
▪ Observe operating results critically!
Danger of fire
Potential danger of fire in the engine room!

Fuel and lube oil are combustible and can easily ignite when contacting
hot components in the engine room.
▪ Do not conduct fuel and oil pipes alongside hot engine components
(exhaust pipe/turbocharger) that are not insulated!
▪ After maintenance and repair work on exhaust pipes and
turbochargers, carefully and completely reattach all insulations and
coverings!
▪ Regularly check the tightness of all fuel and oil pipes (maintenance
schedule)!
▪ Eliminate any leakages immediately!
Fire-extinguishing Equipment The engine room must be equipped with fire-extinguishing equipment. The
proper function of this equipment is to be checked regularly.
Danger to life through suffocation!

When carbon dioxide fire-extinguishing systems are put into operation,
danger of life is given due to suffocation.
▪ Do not put carbon dioxide fire-extinguishing systems into operation

before it is ensured that no more persons are in the engine room!
Protective Covers
2009-01-27
NR, NA
2 (4) C1 6685 3.0-01 EN

MAN Diesel 3.0
Danger of burns and fire hazard from hot system components!
Due to high operating temperatures the system components can
become very hot. Persons can burn themselves on the hot components
and/or inflammable operating fluids can ignite.
▪ Always have all coverings and insulations mounted to the turbocharger
during operation of the engine!
▪ Regularly check the tightness of all fuel and oil pipes!
After assembly work, ensure that all coverings and protective covers from
moving components as well as all insulations from hot components are
reattached again. Engine operation with coverings removed is permitted
only in special cases, such as for functional tests.
Alarm System If important operating data are exceeded, an alarm system will set off alarm,
reduction or stop signals, depending on the danger potential. The cause of
the signals is to be thoroughly investigated and the source of the malfunc-
tion to be corrected. The signals may not be ignored or suppressed, except
when ordered by management or in cases of increased danger.
Ignoring or suppressing alarms and putting reduction and stop

signals out of operation can lead to operational malfunctions
which can result in serious personal injury and damage to
property!
Turbocharger and engine are fitted with an alarm system which sounds
an alarm in case of technical problems or malfunctions. Therefore, an
alarm always has a cause which must be rectified!
▪ Do not ignore or suppress any alarm, reduction or stop signals!
▪ Investigate the cause of every alarm, reduction or stop signal or report
them!
▪ As far as possible, provide for swift rectification of the cause of alarms
and signals!
▪ Ignore or suppress alarms, reduction and stop signals only in cases of
increased danger or when ordered by management!
Personnel/ Qualification of The engine and the systems required for its operation may be started, oper-
Personnel ated and stopped only by authorized persons. The personnel must be edu-
cated, trained and familiar with the system and the occurring dangers.
All persons operating the system or carrying out maintenance or repair work
on the system must have read and understood all accompanying operating
and maintenance instructions.
For ship systems:

Operational management through the chief engineer on board or through a
technical officer.
Persons managing the operation must be in possession of a competence
certificate that corresponds with the national regulations and international
2009-01-27
agreement (STCW). The number of required persons and their minimum

qualification are usually stipulated through the national regulations or the
international agreement (STCW).
NR, NA
For stationary systems (power plants):
C1 6685 3.0-01 EN 3 (4)

3.0 MAN Diesel
The superintendent (engineer) must be available. Supervision/controlling of

the engine and the accompanying supply system through a trained and
specially briefed machinist or mechanic.
For managing persons in Germany, proof, among other things, must be fur-
nished in accordance with the energy economy law (EnWG) that the tech-
nical operation management is guaranteed by qualified and sufficiently
numbered personnel. In other countries, comparable laws/ guidelines are
to be observed.
Safety during operation on the gas-powered engine
Danger of fire caused by electrostatic charging

In the case of turbochargers on gas-powered engines, insulated
mounting can cause electrostatic charging, resulting in ignition of the air/
gas mixture in the air intake.
▪ If the turbocharger is mounted on the engine in such a way that it is
electrically insulated, an earth connection must be installed for the
equipotential bonding between the turbocharger and the engine.
2009-01-27
NR, NA
4 (4) C1 6685 3.0-01 EN

MAN Diesel 3.2.2
Intended use/suitability of the turbocharger
Intended use
Intended use
The turbocharger delivered is intended (firstly) for operation within the con-
straints stipulated:
▪ Operating data and alarm points [2.5.1]
▪ Scope of supply/technical specification
▪ Order confirmation.
It is additionally (secondly) intended for
▪ operation using the specified operating media,
▪ taking into consideration the design/layout of the supply, measuring,
control and regulating systems as well as specification of the constraints
(e.g. removal space/crane capacities) in accordance with the recom-
mendations of MAN Diesel or according to the state of the art.
It is additionally (thirdly) intended for
▪ start, operation and stopping of the engine in accordance with the usual
organisational rules, exclusively by authorised, qualified, trained per-
sons who are familiar with the plant.
Conditionally intended/suitable for

Conditionally intended/suitable for
The turbocharger is conditionally intended/suitable for
▪ operation at operating values resulting in an alarm situation,
▪ operation in case of failure of supply equipment,
▪ operation with reduced maintenance,
▪ faster acceleration/abrupt loading and unloading to a moderate extent.
Not intended/suitable for

Not intended/suitable for
The turbocharger is not intended/suitable for
▪ operation at operating values resulting in engine shut-down or load
reduction,
▪ operation in case of failure of supply equipment,
▪ operation within barred speed ranges,
▪ operation without appropriate surveillance/supervision,
2009-01-28
▪ operation without maintenance or with considerably reduced mainte-

nance,
▪ unauthorised modifications,
NR, NA
▪ use of other than original spare parts,
C1 6685 3.2.2-02 EN 1 (2)

3.2.2 MAN Diesel
▪ long-term shut-down without taking preservation measures.

2009-01-28
NR, NA
2 (2) C1 6685 3.2.2-02 EN

MAN Diesel 3.4.1
Starting operation, shutting down
Initial starting of operation
Danger of poisoning from toxic vapours!

The vapour-phase corrosion agent (increased corrosion protection) with
which the openings of the turbocharger are treated sets toxic vapours
free upon heating.
▪ Thoroughly blow out the turbocharger casing before assembling the
turbocharger!
▪ Upon initial putting into operation, check if any corrosion protection
agent is on the turbocharger!
1. Unpack the turbocharger

2. Remove closing covers on gas admission casing, gas outlet casing and
compressor casing.
3. Remove preservation agents from the exhaust gas flanges of the turbine
casing as well as from the delivery socket of the compressor casing with
a suitable scraper and cleaning agent.
4. Flush the lube oil system. Plug the oil supply and oil drainage of the
turbocharger and join the supply and drain pipes on the engine side, or
use an intake filter with low filter rating (20 µm recommended) in the lube
oil supply. Measurement of the oil pressure after the intake filter.
Before shipment, the oil system of each turbocharger is factory-checked

for cleanliness, and the oil supply and oil drainage are plugged.
Therefore, when flushing the engine oil system, care must be taken to
prevent inadmissible contamination in the oil from entering the
turbocharger.
For additional information on flushing the lube oil system, please refer to
the engine manufacturer’s manual.
For mounting the turbocharger on the engine, see work card [500.10] Operation/operating media
Engine control
Indication of the pending alarm and the reaction of the engine control
system must occur at the same time. Therefore, the engine control
system must conform at least to category 3 in compliance with
2009-01-28
DIN EN 954-1.
NR, NA
C1 6685 3.4.1-02 EN 1 (2)

3.4.1 MAN Diesel
Preparations for start

Turbocharger Prior to engine start-up, the bearings of the turbocharger must be primed,
which, depending on the lube oil system of the engine plant, may take the
form of priming immediately before start-up, or interval priming.
See [2.4.1] “Lube oil system”.
Engine/Turbocharger 1. Ensure that the shut-off elements of the systems have been set to the
in-service position.
2. Check the lube oil pressure upstream of the turbocharger.
Starting Operation
Turbocharger Start the engine. The engine exhaust gases drive the turbocharger and thus
start it operating. If provided, the “Jet Assist” acceleration system is put into
operation via the control system.
Shutting down
1. Shut down the engine. The turbocharger gradually comes to a stop.
The run-down time of the turbocharger gives an indication of its

mechanical condition. Sudden stopping indicates mechanical damage
to the bearing, contact of the compressor or turbine wheel, trapped
foreign objects or heavy fouling.
Post lubrication See [2.4.1] “Lube oil system”.
Shutting down/preserving the The instructions given for the Diesel engine are also valid for the preservation
turbocharger and prolonged storage of the turbocharger
(refer to the Diesel engine operating manual).

2009-01-28
NR, NA
2 (2) C1 6685 3.4.1-02 EN

MAN Diesel 3.5.1
Monitoring the turbocharger
Monitoring the turbocharger
General State-of-the-art engine systems are operated automatically as a rule, using
intelligent control and regulation systems. Dangers and damage are pre-
cluded to a large extent by internal testing routines and monitoring equip-
ment. Regular checks are necessary nevertheless so as to recognise the
cause of potential problems as early as possible, and to take remedial action
in due time. Moreover, the necessary maintenance work must be performed
as and when required.
The checks listed below are part of the operator's maintenance

obligations. Results, observations and actions in connection with such
monitoring measures are to be recorded in an engine log book.
Reference values are to be defined in order to allow objective
assessment of the results.
Regular checks on the turbo- The regular checks should include the following measures:
charger
▪ Turbine speed
▪ Lube oil pressure upstream of turbocharger
▪ Lube oil temperature upstream of turbocharger
▪ Lube oil temperature downstream of turbocharger
▪ Exhaust gas pressure upstream of turbine
▪ Exhaust gas temperature upstream of turbine
▪ Charge air pressure downstream of compressor
▪ Charge air temperature downstream of compressor
▪ Exhaust gas, charge air and oil pipes for tightness
▪ Air filter mat on the silencer for fouling/saturation
▪ Turbocharger for smooth running
Smooth running An early indication of damage to the rotor and bearings is usually given by
irregular running due to imbalance or contact of rotating parts. Listening to
the running noise of the turbocharger often allows unsmooth operation to
be detected at an early stage.

Speed With clean air ducts of the compressor, a certain charge air pressure is
assigned to each speed of the turbocharger. The charge pressure thus gives
an indication of the rotor speed and can be used for approximate speed
monitoring.
2009-01-28
NR, NA
C1 6685 3.5.1-01 EN 1 (1)

MAN Diesel 3.6.1
Malfunctions/faults and their causes (trouble shooting)
Trouble shooting - description
Operating faults Operating faults normally manifest themselves by abnormal readings
(exhaust gas temperature, charge air pressure and speed), by excessive
running noise or by leaks in the oil pipes.
Possible consequential dam- Should anomalies become evident on the turbocharger on starting or during
age engine operation, the cause must be traced immediately, if possible, and
the fault eliminated. Otherwise, there will be a risk of initially minor faults
causing consequential damage to the turbocharger, and also to the engine.
Initial measures In case of faults, the engine load should be reduced, if possible, or the
engine shut down completely and not restarted before the cause of the fault
has been eliminated.
Unsystematic trials should be avoided because they only rarely lead to

success.
Fault-finding chart
The following fault-finding chart is intended to assist in reliably identifying
trouble, isolating its cause and taking prompt remedial action.
FAULTS OCCURRING
┌ Exhaust gas temperature upstream of turbine too high
┌ Charge air pressure too low
┌ Charge air pressure too high
┌ Speed too low
┌ Speed too high
┌ Lube oil pressure too low
┌ Lube oil loss
┌ Hesitant starting, short run-down time
┌ Abnormally high noise level
┌ Turbocharger vibrating
┌ Compressor surging
POSSIBLE CAUSES
● ● ● Silencer or air filter fouled
● ● ● ● Compressor fouled
● ● ● ● ● ● Turbine wheel heavily fouled
2009-01-28
● ● Nozzle ring lightly fouled/constricted

● ● ● ● ● Turbine nozzle ring heavily fouled/constricted
● ● ● ● Thrust ring, labyrinth ring or locating ring damaged
NR, NA
● Labyrinth seals defective

● Seals damaged, connections leaking
C1 6685 3.6.1-02 EN 1 (2)

3.6.1 MAN Diesel
FAULTS OCCURRING
┌ Exhaust gas temperature upstream of turbine too high

┌ Charge air pressure too low
┌ Charge air pressure too high
┌ Speed too low
┌ Speed too high
┌ Lube oil pressure too low
┌ Lube oil loss
┌ Hesitant starting, short run-down time
┌ Abnormally high noise level
┌ Turbocharger vibrating
┌ Compressor surging
POSSIBLE CAUSES
● ● ● ● ● Defective bearings, imbalance of the rotor
● ● ● ● ● ● Rotor rubbing
● ● ● ● ● ● ● Foreign bodies before or in turbine
● ● ● ● ● ● ● Foreign bodies before or in compressor
● ● ● ● ● ● Turbine or compressor wheel damaged
● ● Sealing air ineffective, oil coke downstream of turbine wheel
● ● ● Substantial erosion on turbine wheel/shroud ring, nozzle ring
● ● ● High air intake temperature
● ● ● Low air intake temperature
● ● ● ● Charge air cooler fouled
● ● ● Charge air pipe leaking
● ● Charge air temperature too high
● Lube oil inlet temperature too high
● Lube oil pressure too high
● Lube oil filter fouled
● Lube oil pressure gauge defective
● Excessive pressure in oil discharge or crankcase
● ● ● ● Inlet, exhaust valves/slots of engine fouled
● ● ● Exhaust gas pipe leaking
● ● ● ● Exhaust gas back-pressure downstream of turbine too high

● ● ● ● Fuel injection on engine faulty
Table 1: Fault-finding chart
2009-01-28
NR, NA
2 (2) C1 6685 3.6.1-02 EN

MAN Diesel 3.6.3
Emergency operation in the event of turbocharger failure
Preliminary remarks
Turbochargers are highly stressed turbo-machines which must reliably
ensure the complete gas renewal of an engine at very high speeds and rel-
atively high temperatures and pressures. Like the engine, the turbocharger
can also suffer disturbances, despite careful system operation, and in most
cases emergency operation is also possible if the damage cannot be
repaired immediately.
Available devices The following devices are availabe for emergency operation of the engine
while the turbochargers are defective:
NR turbochargers: refer to work card 500.05 in Part C2
▪ Closing cover to close the turbine rear side with the rotor and bearing
casing removed (cartridge).
NA turbochargers: refer to work card 500.05 in Part C2
▪ Arresting key to block the rotor from the compressor side (intake cross
section remains open)
key also available for NR 34/S.
▪ End cover to close the compressor and turbine rear side with the rotor
removed.
All these devices are designed in such a manner that continuous flow
through the air and exhaust gas sides of the turbocharger is possible.
Devices for use on the engine:
▪ Screen (protection grid) for the end of the charge air pipe facing away
from the turbocharger (remove the charge air bypass pipe beforehand
if necessary). This screen is designed to facilitate natural aspiration of
the engine.
▪ Blind flange for the exhaust gas pipe at the end facing away from the
turbocharger (if there is a charge air bypass pipe). The blind flange
serves to close the exhaust gas pipe during natural aspiration with the
bypass pipe removed.
▪ In the case of V-type engines, depending on the layout of the charge air
and exhaust gas pipes on the engine, blind flanges for the charge air
socket and exhaust gas socket (charge air side: downstream of the
compressor, exhaust gas side: upstream of the turbine). These blind
flanges serve to prevent wrong switching/backflow/leakage in emer-
gency operation.
2009-01-28
NR, NA
C1 6685 3.6.3-02 EN 1 (3)

3.6.3 MAN Diesel
Emergency operation on failure of a turbocharger

Despite compliance of the following measures, the danger of

turbocharger destruction is still given!
For this case, there is imminent danger of personal injury or damage to
property!
▪ Limit the duration of emergency operation to the absolute necessary
minimum!
▪ Use the securing fixture (measure A) for emergency operation only
when removal of the rotating element is not possible!
▪ Do not unnecessarily stay in the vicinity of the turbocharger during
emergency operation!
Emergency operation after The following possibilities exist if the rotor of the turbocharger can no longer
failure of one or both turbo- rotate freely, or must be prevented from rotating. Please refer to Table 1.
chargers
Emergency measures Code number
Engine may not be stopped for urgent reasons
Turbocharger remains unchanged 0—3
Engine may be stopped (short-term)
NR turbocharger
▪ Dismantle the rotor and bearing casing (cartridge), mount the closing cover on 0—7
the rear of the turbine (see turbocharger operating manual and relevant work
cards). Gas renewal of the engine is through the partly stripped turbocharger on
the air side and exhaust gas side.
These measures are possible in the event of failure of
1 turbocharger: in-line engine, V-type engine
2 turbochargers: V-type engine
NA turbocharger
▪ Measure A 0 — 4, 7
Block the rotor from the compressor side using the arresting key (intake cross (5 — 7 according to the sit-
section remains open). Afterwards, mount the silencer or air intake casing again. uation, as required)
➤ work card 500.05.
Carry out measure A only if measure B cannot be performed for reasons of time.
Consequential damage possible.
▪ Measure B
Dismantle the rotor with bearings, close the bearing casing by mounting end 0—7
covers on the compressor and turbine sides. Remount the silencer/intake casing
and, if applicable, the gas admission casing.
➤ work card 500.05.
These measures are possible in the event of failure of

1 turbocharger: in-line engine, V-type engine
2 turbochargers: V-type engine
Table 1: Emergency operation after failure of a turbocharger

2009-01-28
Carry out measure A (see Table “Emergency operation in the event of

turbocharger failure”) only when measure B cannot be performed for
NR, NA
reasons of time. Consequential damage possible.
2 (3) C1 6685 3.6.3-02 EN

MAN Diesel 3.6.3
Explanations
Code number Supplementary measures/precautions
0 Observe engine manufacturer’s instructions!
1 Reduce engine power. The maximum exhaust gas temperatures downstream of the cylinders and
upstream of the turbocharger and (on engines equipped with 2 turbochargers) the maximum per-
missible turbocharger speed must not be exceeded. Pay attention to density of exhaust gas.
2 Take all action that appears appropriate to reduce consequential damage.
3 With the rotor arrested or dismantled, cut off the lube oil supply to avoid fouling and fire hazards.
4 The engine has to be operated in the naturally aspirated mode, or (if equipped with 2 turbochargers)
with reduced turbocharging.
5 In-line engines:
Screens (protection grids) have to be mounted on the charge air pipe. On engines equipped with a
charge air bypass, it is also necessary to mount the blind flange at the connection on the exhaust
gas side.
6 V-type engines:
On V-type engines having a common charge air pipe, a blind flange is to be mounted on the com-
pressor outlet of the defective turbocharger so as to avoid air losses.
7 V-type engines:
Separate the exhaust gas inlet side of the defective turbocharger from the gas flow of the second
turbocharger by fitting a blind flange.
Attainable output/speed
Failure of 1 turbocharger In-line engine V-type engine
Fixed-pitch propeller 15% up to 50%
of the rated output at the cor- of the rated output at the
responding speed corresponding speed
Controllable-pitch 20% up to 50%
propeller/ of the rated output at the of the rated output at the
generator service rated speed rated speed
Table 2: Attainable output/speed
2009-01-28
NR, NA
C1 6685 3.6.3-02 EN 3 (3)

MAN Diesel 3.6.7
Response to out-of-limit conditions and alarms
General remarks
Operating values/limit values Operating values, e.g. temperatures, pressures, flow resistances and all
other safety-relevant values/characteristics, must be kept within the range
of nominal values. Limit values must not be exceeded.
Alarms, reduction and stop Depending on the extent to which values are exceeded and on the potential
signals risks, alarms, reduction or stop signals are triggered for the more important
operating values. This is done by means of the alarm system and the safety
controller. Reduction signals cause the engine output to be reduced on
marine propulsion systems. This is achieved by reducing the pitch of con-
trollable-pitch propeller systems. Stop signals cause the engine to shut
down.
Response in emergencies - Acoustic or visual warnings can be acknowledged. The displays remain
technical options active until the malfunction is eliminated. In the case of marine propulsion
systems, it is possible to override reduction or stop signals (with the excep-
tion of the “Overspeed” signal) in accordance with the principle “ship takes
precedence over engine”. For stationary plants, this option is not possible.
Nor is there a reduction function.
Defining alarm and limit val- Definition of the alarm and safety-relevant limit values depends on the
ues requirements of the classification societies and the user's own assessment.
Legal situation
Alarm, reduction and safety signals serve the purpose of warning against
dangers or of avoiding them. Their causes are to be traced with the neces-
sary care. The sources of malfunctions are to be eliminated in all cases. They
must not be ignored or suppressed, except on instructions from the man-
agement or in cases of a more severe danger.
Ignoring or suppressing alarms and putting reduction and stop

signals out of operation can lead to operational malfunctions
which can result in serious personal injury and damage to
property!
Turbocharger and engine are fitted with an alarm system which sounds
an alarm in case of technical problems or malfunctions. Therefore, an
alarm always has a cause which must be rectified!
▪ Do not ignore or suppress any alarm, reduction or stop signals!
▪ Investigate the cause of every alarm, reduction or stop signal or report
them!
▪ As far as possible, provide for swift rectification of the cause of alarms
and signals!
▪ Ignore or suppress alarms, reduction and stop signals only in cases of
increased danger or when ordered by management!
2009-01-28
Liability claims for damages due to nominal values being exceeded or alarm
and safety signals being suppressed or ignored will on no account be
NR, NA
accepted.
C1 6685 3.6.7-02 EN 1 (1)

MAN Diesel
Maintenance/repair
1 Introduction
2 Technical details
5 Index
2009-02-03
C1 6658-2 4-2 EN 1 (1)

MAN Diesel 4.0
Safety during maintenance/repair
Maintenance/repair
Qualification of Personnel
Performed by machinists or mechanical fitters and their assistants.
Briefing and supervision of difficult work tasks through a technical officer or
the chief engineer.
Opening pipes/pressure tanks
Danger of burns from hot components!

Many engine and turbocharger components become very hot during
operation and require ample time for cooling down afterwards.
▪ Prior to taking any action, allow the engine and turbocharger to cool
down sufficiently (1-2 h)!
▪ Wear protective clothing!
Danger of burning/scalding from running-out lube oil!

The lube oil is under pressure and very hot!
▪ Before opening pipes, flanges, screwed connections or gauges, free
the system of pressure and check that it is pressure-free!
▪ Before opening oil pipes, wait until the lube oil has cooled down
sufficiently (1-2 h)!
▪ Drain the system and check that the lube oil has been drained
completely!
Disassembly and Assembly of Pipes

During any work on the pipe systems, especially for fuel, lubrication oil and
air, ensure utmost cleanness in order to avoid foreign objects or debris from
entering the system. Therefore, all pipes subject to reassembly should be
blocked with care upon disassembly.
New pipes being installed should be checked for cleanness and flushed, if
required.
For extended storage, all individual parts are to be preserved.
Maintenance/repair
2009-01-27
General
C1 6685 4.0-01 EN 1 (3)

4.0 MAN Diesel
Removal/Disassembly of Heavy Components

Maintenance/repair
Danger of injury from suspended loads!

Unsuitable or poorly maintained transport equipment as well as
unsuitable set-down locations can lead to serious injury of people and
to major damage.
▪ Use only transport equipment which is in perfect condition!
▪ Check if the transport equipment being used has the required carrying
capacity!
▪ Choose only set-down locations that have sufficient loading capacity
for the heavy component (this is not always the case for galleries, half-
landings or grid-iron coverings)!
Danger of Crush Injuries from Rotating Components
Danger of crush injuries or from blows!

When the engine is running during disassembly or assembly work, there
is danger of becoming entangled in or coming against rotating
components.
▪ Carry out all disassembly or assembly work while the turbocharger is
shut down!
▪ During the work, secure the engine against starting!
▪ Set up danger signs!
Use of Cleaning Agents

When using cleaning agents, the manufacturer’s notes for usage, possible
dangers and disposal are to be observed.
Cleaning agents can be caustic!

Cleaning agents on the skin, in the eyes or being inhaled can lead to
serious damage to one’s health or to allergies.
▪ Always observe the manufacturer’s notes for cleaning agents!
▪ Wear protective clothing whenever required!
▪ Wear protective gloves whenever required!
▪ Wear safety goggles whenever required!
▪ Wear respiratory protection whenever required!
▪ Pay attention that other persons also wear the appropriate protective
equipment whenever required or make these persons aware thereof!
Maintenance/repair
Use of High-pressure Cleaners

2009-01-27
When working with high-pressure cleaners ensure proper usage.

Air filters, shaft ends (also including such with lipped sealing rings), gover-
nors, splash-proof monitoring systems, cable sockets as well as sound and
General
heat insulations under non-watertight coverings, must be covered or

exempt from the high-pressure cleaning.
2 (3) C1 6685 4.0-01 EN

MAN Diesel 4.0
Spare Parts
Maintenance/repair
During operation, the components of the turbocharger are subjected to very
high forces. MAN Diesel has therefore developed special materials that can
withstand these high forces. Only by using MAN Diesel original spare parts
can you be sure that these high-quality materials have been employed.
Bought-out spare parts can be manufactured from low quality

materials that can not withstand the forces occurring during
operation of the turbocharger!
This can result in serious damage to the turbocharger, engine room and
engine, as well as danger to life for the operating personnel.
▪ Use only MAN Diesel original spare parts!
▪ Use bought-out spare parts only after these have been released by
MAN Diesel!
MAN Diesel shall in no way be liable for any personal injury or material dam-
age caused by use of spare parts from other manufacturers. Furthermore,
any and all warranty claims relating to the turbocharger expire when using
non-original spare parts.
Maintenance/repair
2009-01-27
General
C1 6685 4.0-01 EN 3 (3)

MAN Diesel 4.1
General remarks
Maintenance/repair
Maintenance Work
Maintenance work belongs to the duties of the user, just as regular checks
do. Their purpose is to retain operational readiness and operational safety
of the system. They are to be carried out by competent personnel in accord-
ance with the time schedule for maintenance.
Maintenance work supports the operating personnel in their effort to detect
arising malfunctions/failures in time. They deliver hints towards necessary
maintenance work or repairs to the persons responsible, and influence the
planning of downtimes.
Maintenance and repair work can be carried out properly only when the
required spare parts are available. In addition to these spare parts, it is
advisable to stock a certain quantity of spares for unexpected outages.
Maintenance Schedule
The jobs to be done are shown in:
➤ 4.7.3 “Maintenance schedule (turbocharger on four-stroke engine)”
➤ 4.7.3 “Maintenance schedule (turbocharger on two-stroke engine)”
The schedule contains
▪ a brief description of the work,
▪ the repetition intervals,
▪ the personnel and time requirements,
▪ references to the respective work cards/working instructions.
Work cards
The work cards describe
▪ the aim and object of the work
and contain information about
▪ the required tools/appliances and
▪ detailed descriptions and graphical depictions of the necessary work
sequences and work steps.
Spare Parts
Order numbers for spare parts can be found
▪ Turbocharger: in the spare parts catalogue of the technical documen-
tation
Maintenance/repair
▪ Tools: list of contents for tools

▪ On the respective work cards of the technical documentation.
2009-01-27
Order numbers consist of the three-digit subassembly number and a three-

digit item number, separated by a dot.
NR, NA
Special Services/Repair Work

MAN Diesel offers the following services:
C1 6685 4.1-03 EN 1 (2)

4.1 MAN Diesel
▪ Delivery of spare parts

Maintenance/repair
▪ Consultation and support on questions concerning operation, mainte-

nance and repairs
▪ Practice-oriented training for operating personnel of MAN Die-
sel exhaust gas turbochargers
▪ Assessment and clarification of damage cases
▪ Assignment of fitters and engineers
If you require any of these services please contact us at
▪ MAN Diesel SE, Augsburg Works
▪ MAN Diesel SE, Hamburg Service Center,
▪ Other Service Centers and authorized repair shops
Service Centers and authorized repair shops of MAN Diesel SE can be found
in Chapter [1.4] “MAN Diesel SE - Addresses”.
Maintenance/repair
2009-01-27
NR, NA
2 (2) C1 6685 4.1-03 EN

MAN Diesel 4.2
Maintenance schedule (explanations)
Maintenance/repair
Reliability and adaptability
Validity of the maintenance The maintenance schedule contains a summary of the maintenance and
schedule inspection work, up to major overhaul of the turbocharger.
A major overhaul of the turbocharger must be carried out at the latest after
▪ 12,000 — 18,000 operating hours for NR turbochargers,
▪ 12,000 — 18,000 operating hours for NA turbochargers (four-stroke
engine),
▪ 24,000 — 30,000 operating hours for NA turbochargers (two-stroke
engine).
After each major overhaul, which is best carried out when an engine service
falls due, the maintenance schedule starts from the beginning again.
A major overhaul includes the disassembly of the complete turbocharger for
inspection of the actual condition, thorough cleaning and a check of all
parts/components.
The maintenance must be scheduled well in advance, meaning that, for

example, sailing timetables or power plant inspections must be taken
into account. In order to ensure the operational safety of the
turbocharger and the engine, maintenance work is to be performed as
far as possible on schedule or beforehand.
Adaptation of the mainte- The maintenance schedule is based on the following operating conditions
nance schedule and an annual operating period of approx. 6000 h:
▪ uniform loading within a range of 60 to 90% of the rated power,

▪ compliance with the specified limits for temperatures and pressures of
the operating media,
▪ use of the specified lube oil and fuel qualities,
▪ reliable separation of fuel and lube oil.
The maintenance intervals must be shortened when the following operating
conditions are given:
▪ prolonged operation at peak loads or low loads, long idle periods, sub-
stantial and frequent load changes,
▪ frequent engine starts and repeated warming-up phases without ade-
quate preheating,
Maintenance/repair
▪ high loading of the engine before the specified operating media tem-
peratures are reached,
2009-01-27
▪ lube oil, cooling water and charge air temperatures that are too low,
▪ use of inappropriate fuel qualities and insufficient separation,
NR, NA
▪ inadequate filtration of the intake air (particularly with stationary

engines).
C1 6685 4.2-02 EN 1 (1)

MAN Diesel 4.3
Tools/special tools
Maintenance/repair
Inventory Tools
Commercially available tools that are usually included in the inventory of the
engine system.
Inventory tools are not contained in the turbocharger’s scope of supply.
Standard Tools
Included as standard in the turbocharger’s scope of supply.
Normally, one set of standard tools is sufficient for a system with several
turbochargers. The usual maintenance work can be carried out with these
standard tools and the inventory tools.
The standard tool kit for the turbocharger(s) is combined in one or more
boxes and supplied with a table of contents. The order numbers of the indi-
vidual tools can also be taken from the table of contents.
Tools Requested by the Customer
Additional tools and appliances can be ordered at the MAN Diesel SE, as
required.
Special Tools
Available only at the Service Centers; these tools are not required by the
user of the turbocharger.
Some jobs, -more repair work than maintenance-, require special knowl-
edge, experience and auxiliary equipment/appliances. For jobs like this,
additional specialty tools are available to our Service Centers and possibly
to some authorized repair shops. Therefore, we recommend that you always
consult these Partners or commission work to them when your own time
schedule, or the professional or personnel capacities are not sufficient.
Maintenance/repair
2009-01-27
NR, NA
C1 6685 4.3-02 EN 1 (1)

MAN Diesel 4.4
Spare parts
Maintenance/repair
General remark
Maintenance and repair work can be carried out properly only if the
required spare parts are available.
The information given below is intended to assist you in quickly and reliably
finding the correct information source for identifying and ordering spare
parts as required.
Spare parts for turbocharger
Spare parts for the turbocharger can be identified by means of the spare
parts catalogue contained in Part C3 of the technical documentation. For
this purpose, illustration and text sheets with order numbers are available.
An order number consists of a three-digit subassembly number and a three-
digit item number, separated by a dot. The spare parts catalogue is arranged
in the order of the subassemblies.
The order numbers, however, can also be looked up in the respective work
cards contained in Part C2.
Spare parts for tools/ordering of tools (turbocharger)
Complete or individual tools for turbochargers can be ordered with the aid
of the list of contents for tools, stating the respective order numbers. This
list of contents is included in the tool box for the turbocharger. An order
number is composed of a three-digit subassembly number 596 (= subas-
sembly for tools) and a three-digit item number, separated by a dot.
Maintenance/repair
2009-01-27
NR, NA
C1 6685 4.4-02 EN 1 (1)

MAN Diesel 4.7
Maintenance schedule (signs/symbols)
Maintenance/repair
Explanation of signs and symbols
The header of the maintenance schedule contains signs and symbols. They
have the following meaning:
1, 2, 3 Serial number of the maintenance work. The series of numbers contains gaps for changes/
updates which might become necessary.
Brief description of the maintenance job
Relevant work cards.

The work cards listed contain detailed information on the work steps required.
A = No work card required/available
Personnel required
Time required in hours per person
per Relational term to indicate the time required

X, 1, 2 Signs used in the columns of intervals.
Their meaning is repeated on each sheet.
We assume, on the other hand, that the signs and symbols used in the header are suffi-
ciently pictorial and that it is not necessary to repeat them constantly.
Table 1: Explanation of signs and symbols of the maintenance schedule
Maintenance/repair
2009-01-27
NR, NA
C1 6685 4.7-02 EN 1 (1)

MAN Diesel 4.7.3
Maintenance schedule (turbocharger)
Maintenance/repair
Maintenance schedule (turbocharger)
1, per
2,
12000
3
3000
6000
150
250
24
Inspection (during operation)
901 Check turbocharger for unusual noise and vibrations. A 1 0,1 Turbo X
903 Check turbocharger and system pipes for leaks (sealing A 1 0,2 Turbo X
air, charge air, exhaust gas, lube oil)
905 Check all the fixing screws, casing screws and pipe con- 500.10 1 1 Turbo 2 X
nections for tight fit
Maintenance (during operation)
911 Clean turbine - Dry cleaning, if provided 500.07 1 0,3 Turbo 1
913 Clean turbine - Wet cleaning, if provided 500.07 1 0,6 Turbo 1
915 Clean compressor (during operation) 500.08 1 0,3 Turbo 1
917 Clean air filter (if provided) 500.11 1 0,4 Turbo 1
Maintenance (together with engine maintenance)
931 Clean and check compressor casing, insert, diffuser and 500.10 2 4 Turbo X
compressor wheel (visual inspection). Establish opera- 500.14
tional readiness of the turbocharger again.
951 Major overhaul 12,000 ... 18,000 operating hours: Dis- 000.31 2 20 Turbo X
mantle, clean and check all components of the turbo- 500.06
charger. Check gaps and clearances upon assembly 500.10
500.16
500.24
500.27
Maintenance Schedule, Legend

24 ... 12000 Repetition intervals in operating hours
X Maintenance work due
1 As required/depending on condition
2 Check new or overhauled parts once after the time specified
Maintenance/repair
2009-02-03
NR20/S
C1 6658 4.7.3-01 EN 1 (1)

MAN Diesel 4.8
Remarks on maintenance work
Maintenance/repair
General remark
Disassembling the turbo- The simplest method to use for disassembly is best chosen on the basis of
charger the space available in the engine room. When carrying out maintenance and
inspection work, in most cases it is sufficient to dismount only subassem-
blies of the turbocharger.
Inspection report For a major overhaul of the turbocharger or for repair work concerning major
components, it is recommended to record the condition of individual sub-
assemblies and to include this information in the operating log.
A form for the inspection report is included in this documentation as a sam-
ple:
➤ 4.8.7 for NR turbochargers
➤ 4.8.8 for NA turbochargers
In disassembly work, mark the position of the components relative to

each other using a felt-tip marker pen. If required, document the
disassembly/assembly with a camera.
Exchanging Components
Components with traces of wear or damage that influence especially the
strength and the balancing precision and thus the smooth running of rotat-
ing parts, must be exchanged with original spare parts or repaired by an
authorized repair facility or the manufacturer.
For dispatch, components must be packed and protected against corrosion
in such a manner that they are not further damaged during transportation.
Screw connections
Never attempt to loosen seized or tight screw connections with

excessive force.
This can lead to screws being sheared off or parts being so badly
damaged that they must be replaced. Sheared-off screws must be drilled
out and the threads retapped.
Loosening seized or tight Apply Diesel fuel or special solvent (e.g. Caramba, Omnigliss, WD 40) lib-
screw connections erally to the screw connections and allow to penetrate for at least ½ hour
so that the solvent can work its way through the thread. Observe the instruc-
tions for use supplied by the solvent manufacturer. Then apply light hammer
blows to the screw head until the screw turns freely in the thread.
Maintenance/repair
Tightening screw connec- All screw connections on the turbocharger must be in satisfactory condition
tions for assembly or be renewed.
2009-01-27
Always tighten screws/bolts with the specified tightening

torque!
NR, NA
See Technical Documentation, Work Cards.
C1 6685 4.8-02 EN 1 (2)

4.8 MAN Diesel
Maintenance/repair
Figure 1: Lock washer pair

When assembling the lock washer pairs (one pair consisting of 2 identical
washers), make sure that the long wedge surfaces (B) contact each other
(on the inside), otherwise the locking effect will be lost.
Incorrectly tightened and locked screws/bolts and nuts can become loose
due to vibrations and then be driven into the turbocharger by the air or
exhaust gas flow, thereby causing severe damage.
Screw connections on the tur- Due to the high temperatures on the turbine side, screws/bolts, nuts and
bine side tab washers made of non-scaling materials are used. These are marked on
the face side (SM, VM or 4923, Z1 or 4828) to avoid them from being mis-
taken for regular parts. When disassembling, the fasteners marked in this
manner are to be stored separately until being assembled.
All lock washer pairs on the turbocharger are made of non-scaling material
and are not marked.
In order to avoid the screws/bolts and nuts on the turbine side from fusing
together through overheating, they must be treated with high-temperature
lubricant (e.g. Molykote HSC) prior to each new assembly. Before treating
with lubricant, the threads must be cleaned thoroughly. Screw-in threads of
studs are not treated.
Maintenance/repair
2009-01-27
NR, NA
2 (2) C1 6685 4.8-02 EN

MAN Diesel 4.8.1
Cleaning
Maintenance/repair
Air filter
Air filter mat The air intake opening of the silencer is covered by an air filter mat of high
filtering effect. The silencer, compressor and charge air cooler are therefore
effectively protected against fouling. To maintain this efficiency, timely
cleaning or replacement of the air filter mats is necessary and is definitely
due when the inside of the air filter mat starts getting dark, a reliable sign
that the absorbing capacity of the air filter mat has been exhausted and dirt
is beginning to emerge from the filter. Taking the pressure differential as an
indicator is not reliable because it depends on the rate of air flow prevailing
and thus on the service point and the position in the operating map.
For recommended cleaning intervals, please refer to the maintenance
schedule [4.7.3] and work card (500.11).
Compressor
Cleaning by injecting water In the case of NR turbochargers, dirt deposited on the blades of the com-
during operation pressor wheel and on the diffuser may cause a measurable loss in efficiency,
because of the relatively small dimensions.
We therefore recommend a compressor washing device, especially in cases
of heavily fouled intake air. Fresh water is to be used exclusively. Sea water
and chemical additives and cleansers are not permitted. Cleaning agents
for the charge air cooler have to be introduced downstream of the com-
pressor.
Cleaning should be carried out with the engine at operating temperature and
under full load.
Cleaning intervals For recommended cleaning intervals, please refer to the maintenance
schedule [4.7.3] and work cards (500.08).
Versions available A portable water container with accumulator which is to be connected to
the cleaning opening on the compressor casing, silencer or air intake casing.
A hand-operated syringe is provided for small frame sizes such as NR12.
Alternatively, a water tank can be permanently installed at an easily acces-
sible point. The tank is to be located not less than 600 mm lower than the
point of injection to avoid the water being prematurely extracted by a vac-
uum in the compressor as the tank is topped up with water. The air required
to draw the water out of the tank should be withdrawn downstream of the
charge air cooler.
Mechanical cleaning Dirt that has deposited on the compressor wheel, air diffuser and compres-
sor volute can be removed by means of a steam jet during maintenance
work. A further possibility is to soak the dirt deposits in Diesel fuel or other
liquid cleansers and then to brush them off.
Maintenance/repair
Cleaning agents containing chlorine are liable to attack the aluminium alloy
(of the compressor wheel) and must therefore not be used.
2009-01-27
Under no circumstances may cleaning agent or loosened dirt

enter the lube oil system. The use of high-pressure cleaners is
not permitted.
NR/S
C1 6685 4.8.1-02 EN 1 (2)

4.8.1 MAN Diesel
Turbine
Maintenance/repair
Cleaning during operation Depending on the fuel oil grade and the engine operating mode, residues
from combustion may accumulate on the vanes/blades of the nozzle ring
and turbine. The progressive build-up of dirt deposits and the resultant
considerable deterioration of operating performance may lead to compres-
sor surging or to excessive and dangerous vibrations of the turbine wheel
blades due to uneven fouling of the nozzle ring. Incipient fouling is indicated
by a rising charge air pressure as a result of the narrower nozzle ring cross
section. The charge air pressure drops as fouling builds up, and the exhaust
gas temperature rises as a result.
Cleaning intervals For recommended cleaning intervals, please refer to the maintenance
schedule [4.7.3] and work cards (500.07). Depending on the fuel oil grade
and engine operating mode, other intervals may be appropriate.
Two methods are available for cleaning the turbine during operation:
Wet cleaning The engine has to be brought down to approx. 0 — 15% output for this
purpose to avoid overloading of the turbine blades (thermal shock). The
medium used for cleaning is fresh water introduced without any chemical
additives upstream of the turbine.
Dry cleaning Granulates of nut shells or activated charcoal (soft) with a grain size of
1 — 1.5 mm are introduced upstream of the turbine, under normal engine
service load and using compressed air from the on-board system. The
engine loading need not be reduced for this purpose. The cleaning device
is designed to introduce the necessary amount of granulate over a period
of 20 to 30 seconds rather than all at once. This will prevent a sudden speed
drop and surging of the compressor, especially where several turbochargers
are operated in parallel.
The required granulate can be ordered from:
MAN Diesel SE
PrimeServ Turbocharger
86224 Augsburg, Germany
Mechanical cleaning During maintenance work, severe fouling (such as heavy fuel oil deposits or
oil coke) accumulated on the nozzle ring and turbine wheel can be soaked
in water treated with standard domestic detergents and subsequently
brushed off. If necessary, the process must be repeated several times.
Soaking can be done in an appropriate vessel over several hours.
It must under all circumstances be ensured that water and

loosened dirt do not enter the lube oil system.
Maintenance/repair
2009-01-27
NR/S
2 (2) C1 6685 4.8.1-02 EN

MAN Diesel 4.8.4
Checking the individual components
Maintenance/repair
General Remarks
The following remarks and questions are intended as a guide, e. g. for
▪ Assessment of the turbocharger condition,
▪ Operating log and inspection report,
▪ Inspection, reusing, repair and replacement of individual components.
Inspection work
Oil coke downstream of tur- Sealing air bore in the bearing casing clogged.
bine wheel
Shaft seal on turbine side damaged.
Priming pressure too high.
Streaks over the entire cir- Check the bearings (refer to work card 500.06).
cumference (turbine rotor, Check gaps and clearances (refer to sheet [2.5.5]).
compressor wheel, inserts)
Streaks on parts of circum- Turbine rotor, compressor wheel, inserts:
ference Signs of imbalance.
Crack test on the turbine Turbine rotor, compressor wheel:

blades By acoustic testing or fluorescent dye penetration method
Gaps and clearances For permissible limits, refer to sheet [2.5.5].
Erosion in HFO operation Where heavy fuel oil is used, the exhaust gas contains small hard particles
(e.g. “cat fines”) which have an erosive effect especially at the outlet of the
turbine nozzle ring, where gas velocities and concentrations of these parti-
cles are high. Moreover, there is a very pronounced deflection of the flow in
circumferential direction, and the particles are also subjected to the centri-
fugal effect.
“Cat fines” Where do these erosive solid particles come from?
As a result of the refinery process, “cat fines”, a fine-grained powder of great

hardness (recognizable by the Al and Si content) as well as other abrasive
contaminants are contained in the heavy fuel oil, depending on its quality.
Their amount can be reduced by means of amply dimensioned, heated set-
tling tanks and by adequate separation.
Admixtures Particularly disadvantageous is the admixture of used engine lube oil, char-
acterized by increased concentrations of Ca and Fe. Used engine lube oil
contains not only wear residues, but above all “detergent/dispersant addi-
Maintenance/repair
tives”, which bind fine particles and prevent “cat fines” and other impurities
from being extracted through separation. Far more severe erosion damage
results from blending the fuel with “used oil”.
2009-01-27
Combustion residue caused by incomplete combustion can also have ero-

sive effects. Clean combustion must therefore be ensured.
NR/S
C1 6685 4.8.4-02 EN 1 (2)

4.8.4 MAN Diesel
Casings Which casings are heavily fouled by soot, oil or oil coke?
Maintenance/repair
Were the casings tight, particularly at the joints and connecting flanges?
Do the casings show signs of cracks?
Had bolts broken off?
Were all screws/bolts and nuts firmly tightened and locked?
Were the sealing air or oil bores in the bearing casing clogged?
Are the seals in order?
Silencer, if provided What is the condition of the air filter mat?
What is the condition of the felt linings?
Are there cracks on any of the components?
Electronic speed measuring Was the speed transmitter or the speed indicator defective?
device Were the two pole plates on the speed transmitter deformed?
Compressor wheel Do the turbine blades show signs of cracks or heavy wear?
Do the leading edges of the turbine blades show impact notches caused by
drawn-in foreign objects?
Are any streaks evident?
What is the condition of the seat of the compressor wheel?
Is the seating surface bright, or does it show fretting corrosion?
Turbine rotor Are the turbine blades damaged or is heavy wear or erosion evident at the
edges?
Do the turbine blades show signs of cracks?
Are there any streaks to be found on the blades, wheel or shaft?
Is the shaft running true?
What is the condition of the bearings?
Have the labyrinth tips of the locating ring been severely worn?
Are the seat faces bright or are there signs of fretting corrosion?
Inserts Are any streaks evident?
Thrust ring, labyrinth ring Are the seat faces bright or are there signs of fretting corrosion?
Are there any signs of scoring or heavy wear?
Bearings Check the bearings (➤ work card 500.06).
Diagonal wear on both bearings suggests rotor imbalance.
Sealing cover Is the run-in pattern of the labyrinth tips normal?
Turbine nozzle ring Are the blades bent?

Are the blades heavily worn due to erosion?
Have foreign objects become jammed in the ducts?
Are there traces indicating the presence of foreign objects?
Are any cracks evident on the blades?
Maintenance/repair
2009-01-27
NR/S
2 (2) C1 6685 4.8.4-02 EN

MAN Diesel 4.8.7
Inspection report
Maintenance/repair
Inspection report form
Maintenance/repair
2009-01-27
NR/S
C1 6685 4.8.7-02 EN 1 (2)

Maintenance/repair Maintenance/repair
2 (2)
4.8.7
NR/S
C1 6685 4.8.7-02 EN
MAN Diesel
2009-01-27
MAN Diesel 4.8.9
Service report
Maintenance/repair
Form
Maintenance/repair
2009-01-27
NR/S
C1 6685 4.8.9-02 EN 1 (1)

MAN Diesel
Index
1 Introduction
2 Technical details
5 Index
2009-02-03
C1 6658-2 5-2 EN 1 (1)

MAN Diesel
Inspection of Individual Components 4.8.4 (1)

Index
Index
(General)
Inspection report 4.8 (1)
A Intake air 4.8.1 (1)
Addresses 1.4 (1) Intended use 3.2.2 (1)
Service 1.4 (1)
Addresses and contact persons 1.4 (1) J
MAN Diesel SE 1.4 (1) Jet Assist 2.4.7 (1)
Air filter mat 4.8.1 (1)
Alarm points 2.4.1 (2) L
2.5.1 (2) Lube oil drainage 2.4.1 (3)
Alarm System 3.0 (3) Lube oil filtration 2.4.1 (3)
Axial clearance 2.5.5 (2) Lube oil pressure 2.4.1 (2)
Limit values 2.4.1 (2)
B Lube oil pressure 2.4.1 (2)
Bans (symbols) 1.0 (2) Lube oil quality 2.4.1 (3)
C M
Cat fines 4.8.4 (1) Maintenance schedule 4.7 (1)
Checks 3.5.1 (1) 4.7.3 (1)
Cleaning 4.8.1 (1, 2) Maintenance work 4.8 (1)
Cleaning intervals 4.8.1 (2) General Remarks 4.1 (1)
Closing cover for emergency opera- 3.6.3 (1) Remarks 4.8 (1)
tion Maintenance Work 4.1 (1)
Compressor, cleaning 4.8.1 (1) General Remarks 4.1 (1)
Containment Safety 3.0 (1) Remarks 4.8 (1)
Mechanical cleaning 4.8.1 (1, 2)
D
Danger of Fire/Fire-extinguishing Sys- 3.0 (2) P
tems Post lubrication 2.4.1 (3)
Danger Symbols 1.0 (2) Priming 2.4.1 (3)
Difference in height 2.4.1 (2) Product Liability 1.2 (1)
Differences in height 2.4.1 (2) Protective Covers 3.0 (2)
Dimensions 2.5.4 (1)
Dry cleaning 4.8.1 (2) Q
Qualification of Personnel 3.0 (3)
E 4.0 (1)
Emergency measures (in the event of 3.6.3 (2) Maintenance/Repair 4.0 (1)
turbocharger failure) Ship systems 3.0 (3)
Emergency operation 3.6.3 (2) Stationary systems 3.0 (3)
Engine shut-down 2.4.1 (2)
Exhaust Gases 3.0 (2) R
Regulations for Prevention of Acci- 3.0 (1)
F dents
Fire-extinguishing Equipment 3.0 (2)
S
G Safety 1.0 (1)
Gaps and clearances 2.5.5 (1) 3.0 (1)
2009-02-03
4.0 (1)
H during Maintenance/Repair 4.0 (1)
Hazard levels 1.0 (1) during operation 3.0 (1)
Level 1 - 3 1.0 (1) General Safety Instructions 1.0 (1)
Hearing Protection 3.0 (1)
C1 6658-2 C1-2 EN 1 (2)

MAN Diesel
Safety instruction 1.0 (1)

Index
Caution 1.0 (1)

Danger 1.0 (1)
Warning 1.0 (1)
Safety Symbols 1.0 (2)
Scope of supply 2.1.1 (1)
Screen 3.6.3 (1)
Screw connections 4.8 (1)
Shaft sealing 2.4.1 (1)
Shutting down 3.4.1 (2)
Spare parts 4.0 (3)
4.1 (1)
4.4 (1)
General 4.0 (3)
Order numbers 4.1 (1)
Special services/Repair work 4.1 (1)
Special Tools 4.3 (1)
Starting operation 3.4.1 (2)
Starting operation (first time) 3.4.1 (1)
T
Tools 4.3 (1)
Trouble shooting 3.6.1 (1)
Turbocharger 2.2.1 (1)
3.5.1 (1)
Checks 3.5.1 (1)
Type plate 2.5.1 (1)
V
Venting 2.4.1 (3)
W
Weights 2.5.3 (1)
Wet cleaning 4.8.1 (2)
Work cards 4.1 (1)
General remarks 4.1 (1)
2009-02-03
2 (2) C1 6658-2 C1-2 EN

MAN Diesel
Turbocharger
Working Instructions

2009-02-03
C2
C2 6658-2 C2-2 EN 1 (2)

MAN Diesel
MAN Diesel SE
86224 Augsburg
Phone +49 (0) 821 322-0
2009-02-03
Fax +49 (0) 821 322-49 4180


2 (2) C2 6658-2 C2-2 EN

MAN Diesel
Table of contents
Table of contents
1 Introduction
1.1 Preface
1.2 Organisation and use of the work cards
2 Work cards
000.31 Screw connections and tightening torques
500.04 Checking the turbine nozzle ring
500.05 Emergency operation with closing device
500.06 Checking the locating bearing and bearing bushes
500.07 Cleaning the turbine - wet cleaning
500.07 Cleaning the turbine - dry cleaning
500.08 Cleaning the compressor - with fitted tank
500.08 Cleaning the compressor - pressure sprayer
500.10 Turbocharger or subassemblies
500.11 Cleaning the air filter
500.12 Silencer
500.13 Air intake casing
500.14 Compressor casing, insert, diffuser, speed transmitter
500.16 Cartridge
500.18 Compressor wheel
500.19 Sealing cover and labyrinth ring
500.20 Locating bearing
500.21 Thrust ring
500.22 Turbine rotor
500.23 Covering disk and sealing cover
500.24 Bearing bushes
500.25 Turbine nozzle ring
500.26 Gas outlet casing
500.27 Insert, turbine side
3 Index
2009-02-03
C2 6658-2 C2-2 EN 1 (1)

MAN Diesel
Introduction
1 Introduction
2 Work cards
3 Index
2009-02-03
C2 6658-2 1-2 EN 1 (1)

MAN Diesel 1.1
Preface
Introduction
General remarks
Work cards and maintenance The work cards are closely related to the maintenance schedule of the tur-
schedule bocharger contained in Part C1 (Operating Manual) of the technical docu-
mentation. The latter briefly specifies the maintenance work to be done,
whereas this volume gives a step-by-step description, with illustrations, of
the procedures required to maintain the operational reliability and efficiency
of the turbocharger. The work cards include, among other things, informa-
tion about the required tools and appliances. For most of the jobs, further
associated work cards have to be consulted.
Work cards serve the particular purpose of providing essential information
in concise form.
2009-01-28
Introduction
NR, NA
C2 6686 1.1-02 EN 1 (1)

MAN Diesel 1.2
Organisation and use of the work cards
Introduction
Numbering
The ordinal number of the work cards is located at the top right of the title.
It consists of a three-digit subassembly number and a two-digit counting
number. The subassembly number 500 represents the collective subas-
sembly number for turbochargers.
Example - Turbocharger on engine: 500.10
▪ 500 = Subassembly number (500 for turbocharger)
▪ 10 = Counting number (work card No. 10)
Cross-references in work cards to related work cards are enclosed in square
brackets.
Example - Cross-reference in work card 500.10: [500.12]
In work card 500.10 (Removing and refitting turbocharger or subassem-
blies), there is a reference to work card 500.12 (Removing and refitting
silencer).
Layout of the Work Cards
Work cards generally contain the following information:
▪ Required personnel and time,
▪ Affiliated work cards, meaning work cards that contain additional nec-
essary or other useful information,
▪ The required tools and appliances,
▪ Possibly additional information/technical data and,
▪ The individual work sequences, always beginning with the starting con-
dition, and followed by the individual work steps.
Parts and tools in the figures and text are each designated with their order
number.
Example for the turbine rotor: 520.001
▪ 520 = Subassembly group number (520 für „Rotor, complete“)
▪ 001 = Position number
All assemblies and subassembly group numbers are listed in the spare parts
catalog.
Order numbers for tools are (generally) identical with the tool number affixed
on the tool.
Required Personnel and Time
The required time is mentioned in hours, both for the amount and qualifi-
2009-01-28
cation of the required personnel. The higher hour rate covers the time
Introduction
requirement for the complete scope of the respective work card. Personnel
with lower hour rate is required only at times, e. g., for operation of a lifting
NR, NA
tackle.
C2 6686 1.2-01 EN 1 (2)

1.2 MAN Diesel
Tools / Appliances
Introduction
The numbers in the Designation column refer to width across flats, given in
mm, e.g. socket wrench 10 = socket wrench width across flats 10 mm.
Availability codes in the Status column have the following meaning:
Standard Included in the scope of supply of the turbocharger.
Optional Tools are supplied by special order.
Inventory Commercially available tools/appliances
These are not included in the scope of supply of the turbo-
charger. It is assumed that these tools/appliances are included
in the inventory of the engine system.
Special Special tools, e.g. for service centres.
Tips and Pictographs
For notes concerning fault sources/handling errors; material damage can

occur.
Additional notes, information and tips.
The instructions “Lubricate contact surfaces and threads”, “Observe tight-

ening torques” and “Use lock washer pairs” are additionally indicated by
means of symbols in the marginal column:
Grease, lubricate and oil Use Observe

lock washers tightening torques!
2009-01-28
Introduction
NR, NA
2 (2) C2 6686 1.2-01 EN

MAN Diesel
Work cards
1 Introduction
2 Work cards
3 Index
2009-02-03
C2 6658-2 2-2 EN 1 (1)

MAN Diesel 000.31
Screw connections and tightening torques
Work cards
Short Version
Tightening values for all important bolted connections/tightening torques
for various friction coefficients μ.
Tightening Torques for Bolted Connections

Tightening of screw connec- Whenever possible, screw connections should be tightened with torque
tions acc. to the torque wrenches.
For particularly important screw connections on the turbocharger, the tight-

ening torques are prescribed in the relevant work cards.
For all other screw connections that are to be tightened with torque
wrenches, the approximate values for the tightening torques are specified
in the Table “Tightening torques for bolts, strength class 8.8”.
When tightening screw connections the following must be observed:
▪ Apart from the applied tightening torque, the clamping force of a screw
connection depends on the lubricant being used, the condition of the
contact surface and thread, as well as on the material combination. It is
therefore very important that all these conditions are satisfied.
▪ The Table “Tightening torques for bolts, strength class 8.8” gives the
tightening torques for the various screw threads depending on their
coefficient of friction µ, i.e. depending on the selected lubricant. The
tightening torques apply for bolt materials in strength class 8.8 under
utilization of approx. 70% of their yield strength. For other stength
classes, conversion factors are to be used and multiplied by the tight-
ening torques from the Table “Tightening torques for bolts, strength
class 8.8”. The strength class is stamped on the bolt head.
Strength class 5.6 6,8 8.8 10.9 12.9
Conversion factor x 0.47 0.75 1.0 1.40 1.70
Table 1: Conversion factors for tightening torques depending on the strength
class of the bolts
Friction coefficient µ For the friction coefficient µ use approximately:
µ = 0.08 with lubricants for temperatures

≤ 200 °C, e.g. Molykote G-n or Molykote P40
≥ 200 °C, e.g. Molykote HSC
µ = 0.14 for lightly oiled surfaces without refinishing
Tightening torques in general
2009-01-27
Tightening torque in Nm
for coefficient of friction µ
Work cards
Thread, nominal size

0.08 0.14
NR, NA
M5 4 6
M6 7 10
C2 6686 000.31-01 EN 1 (2)

000.31 MAN Diesel
Tightening torque in Nm
Work cards
Thread, nominal size for coefficient of friction µ

0.08 0.14
M8 17 25
M 10 34 50
M 12 60 85
M 14 95 135
M 14×1.5 100 145
M 16 140 205
M 16×1.5 150 220
M 18 200 280
M 18×1.5 215 320
M 18×2 205 300
M 20 275 400
M 20×1.5 295 450
M 20×2 285 425
M 22 370 540
M 22×1.5 385 595
M 22×2 380 565
M 24 475 690
M 24×2 500 750
M 27 700 1020
M 27×2 730 1100
M 30 950 1380
M 30×2 1015 1540
M 33 1270 1870
M 33×2 1350 2060
M 36 1640 2400
M 36×3 1710 2550
M 39 2115 3120
M 39×3 2190 3300
M 42 2630 3860
M 42×3 2760 4170
M 45 3260 4820
M 45×3 3415 5180
M 48 3950 5820
M 48×3 4185 6370
2009-01-27
Table 2: Tightening torques for bolts, strength class 8.8

Work cards
NR, NA
2 (2) C2 6686 000.31-01 EN

MAN Diesel 500.04
Checking the turbine nozzle ring
Work cards
Brief description
Check the turbine nozzle ring and replace it if necessary.
A Guide vane E Negative areas (on the left of D)

B Trailing edge (original) F Positive area (on the right of D)
C Contour of the reduction G Root of the guide vane
D Mean reduction
(area F = ∑ areas E)
Figure 1: Erosion of the turbine nozzle ring
General The erosive wear of the guide vanes (A) is caused by the outlet flow mainly
in the area of the trailing edges (B). The original position of the trailing edges
(B) can be recognised at the roots (G) of the guide vanes (A).
Since the guide vanes do not wear evenly, the mean value of the guide vane
reduction (Lm) is calculated as follows:
(L1 + L2 + L3 + … + Ln)
Lm = ____________________ n = number of guide vanes (A)
n
Replacement Replace the turbine nozzle ring if Lm ≥ the value specified in the table:
Turbocharger Lm ≥ mm Turbocharger Lm ≥ mm
NR12/RS 8 NR20/S 12
NR12/S 8 NR24/S 14
NR14/S 9 NR29/S 16
NR17/S 11 NR34/S 19
2009-01-27
Work cards
NR/S
C2 6660 500.04-03 EN 1 (1)

MAN Diesel 500.05
Emergency operation with closing device
Work cards
Brief description
Emergency operation by removing the cartridge
Personnel and time required

Number Qualification Duration in h
1 Technician 1
1 Assistant 1
Tools/appliances required
Quantity Designation Number Status
1 Closing cover 596.027 Standard
1 Open-jaw wrench 17 - Inventory
- Lifting tackle, ropes, shackles - Inventory
Related work cards

Work card Work card Work card
500.10 500.12 500.13
500.14 500.16
Preliminary remarks
During emergency operation of the engine, the exhaust gas must continue
passing through the damaged turbocharger.
2009-02-03
Work cards
NR20/S
C2 6658 500.05-02 EN 1 (3)

500.05 MAN Diesel
Work cards
Figure 1: Closing device

Work sequence - Emergency operation with closing device
Danger to life from crush injuries or impact!

If the engine starts during the removal of parts of the turbocharger, there
is a risk of coming into contact with rotating components and being
seriously injured.
▪ Shut down the engine before starting the removal work!
▪ During the work, lock out the engine to prevent it from starting!
▪ Set up warning signs!
Danger of fire caused by lube oil!

Always shut off the oil supply pipe to the turbocharger in emergency
operation!
2009-02-03
Work cards
Steps 1. Undo all the connections to prepare the cartridge for removal. Refer to
work card [500.10] “Turbocharger or subassemblies”.
NR20/S
2. Remove the silencer or air intake casing, compressor casing and car-
tridge. Refer to work cards [500.12] “Silencer” to [500.16] “Cartridge”.
The turbine nozzle ring (513.001) remains in place.
2 (3) C2 6658 500.05-02 EN

MAN Diesel 500.05
3. Close the lube oil pipes.
Work cards
4. Attach the closing cover (596.027) with clamping claws (501.005), lock
washer pairs (501.007) and hexagon nuts (501.008) to the gas admission
casing (501.001).
5. For further information about emergency operation, refer to 3.6.3, tur-
bocharger operating instructions and engine operating instructions,
Section “Operating faults”.
2009-02-03
Work cards
NR20/S
C2 6658 500.05-02 EN 3 (3)

MAN Diesel 500.06
Checking the locating bearing and bearing bushes
Work cards
Brief description
Check the bearings, replace if necessary.

1 Technician 0,3
1 Sliding caliper - Inventory
Related work cards

500.20 500.24
Preliminary remarks
Signs of wear!
If fretting marks, uneven or rapid wear are found, the causes such as
imbalance, irregularities on the sealing air and lube oil systems (dirt,
pressure, flow rate, temperature, priming and post lubrication) must be
remedied prior to installing new bearings.
Work sequence 1 - Checking the locating bearing (517.002)

2009-02-03
Work cards
NR20/S
Figure 1: Checking the locating bearing (517.002)
C2 6658 500.06-02 EN 1 (2)

500.06 MAN Diesel
Steps 1. Measure the length ( l ) of the wedge surfaces (a) on the turbine side and
Work cards
compressor side.
Length ( l ) extends up to the edge (v) on the bearing contact face (b).
Depending on the angle of light incidence, a dark band may appear in
front of the edge (v) on the wedge surface (a). This band is to be included
in the measurement of length ( l ).
2. Replace the locating bearing (517.002) if one of the lengths ( l ) is
≤ 2.5 mm.
Work sequence 2 - Checking the bearing bushes (517.003)
Figure 2: Checking the bearing bush (517.003)

Steps 1. Measure the diameters D4 and D5.
2. Replace the bearing bush (517.003)

if D4 ≤ Ø 45.78 mm, D5 ≥ Ø 32.04 mm.
2009-02-03
Work cards
NR20/S
2 (2) C2 6658 500.06-02 EN

MAN Diesel 500.07
Cleaning the turbine - wet cleaning
Work cards
Brief description
Wet cleaning of the turbine during operation in the case of significantly
reduced engine performance. Carry out the cleaning in time, in accordance
with the maintenance schedule.

1 Technician 0,6
Preliminary remarks
Cleaning agent Use exclusively fresh water for cleaning.
Cleaning interval Every 150 operating hours, with reduced engine load.
Maximum exhaust gas temperature upstream of turbine: 320 °C.
The exhaust gas temperature of 320 °C must not be exceeded under any
circumstances, otherwise the turbine is liable to make contact during
washing.
In order to save time, carry out the cleaning shortly after engine start-up,
provided the components to be cleaned are not yet too hot.
This allows step 2 of the work sequence to be omitted.
Brief information See also cleaning instructions given on plate (attached to the engine).
2009-01-27
Work cards
NR
C2 6660 500.07-01 EN 1 (3)

500.07 MAN Diesel
Work cards
1 Turbocharger A Stop cock

2 Exhaust gas pipe B Pressure reducing valve with pressure gauge
upstream of turbine
3 Water admission C Three-way cock:
(fresh water) ZERO POSITION
BLOW-OUT
WASHING
4 Dirt water discharge D Three-way cock:
downstream of tur- ● (= zero position)
bine, if provided ●● (= check position)
●●● (= washing position)
E Drain cock, if provided
Figure 1: Diagram: Wet cleaning of the turbine
The number and arrangement of exhaust gas pipes depends on the engine
type and may vary from the above diagram. Every individual exhaust gas
pipe has its own three-way cock (D) for turbine cleaning.
Work sequence - Wet cleaning of the turbine (during operation)
Steps 1. Reduce engine load to 0 — 15%, making sure that the maximum per-
missible exhaust gas temperature is not exceeded.
2. Following reduction of the engine load from a higher load range, wait
approx. 10 minutes (for the temperature to reach a stable condition).
3. First check all the three-way cocks (D) one after the other in the check
position ●● (if no exhaust gas is blown out, the passage to the exhaust
gas pipe is clogged and must be cleared using a 2.5-mm dia. piece of
wire); then switch over to washing position ●●●.
2009-01-27
Work cards
4. Open the drain cock (E) if fitted, check that exhaust gas is blown out; if
necessary, clear the passage.
5. Switch the three-way cock (C) to BLOW-OUT.
NR
2 (3) C2 6660 500.07-01 EN

MAN Diesel 500.07
6. Open the stop cock (A) on the water admission (3); set the water pres-
Work cards
sure to 2 bar on the pressure reducing valve (B), and check on the pres-
sure gauge.
7. Switch the three-way cock (C) to WASHING.
8. Wash for 10 minutes at 2 bar water pressure (check on the pressure
gauge).
9. Close the stop cock (A) on the water admission (3).
10. Temporarily switch the three-way cock (C) to BLOW-OUT, then to ZERO
POSITION.
11. Switch all the three-way cocks (D) to zero position ● .
12. Close the drain cock (E), if fitted.
13. Run the turbocharger dry for 10 minutes at reduced engine power, then
slowly increase the load.
Vibrations caused by dirt accumulations

Should vibrations occur on the turbocharger that were not evident
before, repeat the washing procedure.
If these vibrations, caused by irregular dirt accumulations, cannot be
eliminated by washing, the turbocharger must be dismantled and the
parts involved must be subjected to mechanical cleaning.
2009-01-27
Work cards
NR
C2 6660 500.07-01 EN 3 (3)

MAN Diesel 500.07
Cleaning the turbine - dry cleaning
Work cards
Brief description
Dry cleaning of the turbine during operation in the case of normal engine
operating load. The engine load need not be reduced. Carry out the cleaning
in time, in accordance with the maintenance schedule.

1 Technician 0,3
- Granulates (grain size 1.0 — 1.5 mm) - nut shells/acti- - Inventory
vated charcoal - soft
Introductory Remarks
Cleaning agent Appropriate cleaning materials are granulates from nut shells or activated
charcoal (soft) with a grain size of 1.0 mm (max. 1.5 mm).
Do not use water for cleaning the turbine by this method, as in this case
the cleaning is carried out at normal operating load of the engine.
Cleaning interval Every 24 operating hours, at normal service load of the engine.
2009-01-28
Work cards
NR
C2 6660 500.07-02 EN 1 (2)

500.07 MAN Diesel
Work cards
1 Tank 6 Exhaust gas pipe

2 Screw plug 7 Compressed air pipe
3 Pipe
4 Connection point A Stop cock (compressed air)
5 Plate B Stop cock (exhaust gas)
Figure 1: Diagram: Dry cleaning of the turbine
Depending on the type of engine and turbocharger, the arrangement of the

individual parts might not correspond exactly to the drawing “Diagram: Dry
cleaning of the turbine”.
The tank (1) must be installed in a suitable location, not lower than 1.0 m
below the connection point (4). The pipe (3) must be no longer than 6.0 m,
be properly supported to prevent it from vibrating and allow unimpeded
flow.
Maximum operating temperature of the stop cock (B): ≤ 300 °C.
Connection point (4) is provided on the exhaust gas pipe, immediately
upstream of the turbine.
Work Sequence – Dry Cleaning of Turbine (during Operation)
Steps 1. Stop cocks (A and B) must be closed.
2. Unscrew the screw plug (2). Fill the prescribed quantity of granulate into
the tank (1) and close it with the screw plug (2). For the quantities
required, refer to Table 1.
3. Open the stop cock (A). Slowly open the stop cock (B) until a whistling
sound is heard indicating the introduction of the granulate. Granulate
injection time approx. 30 seconds.
4. Close the stop cocks (A and B).
2009-01-28
Filling volume
Work cards
NR12, NR14, NR15, NR17, NR20 0.3 litres

NR24, NR26 0.4 litres
NR29, NR34 0.5 litres
NR
Table 1: Filling volume
2 (2) C2 6660 500.07-02 EN

MAN Diesel 500.08
Cleaning the compressor - with fitted tank
Work cards
Brief description
Clean the compressor with the engine warmed up and in full load operation.
Carry out the cleaning in time, in accordance with the maintenance sched-
ule.

1 Technician 0,3
Due to the high speed of the rotor, the injected water droplets hit the blades
of the compressor wheel and the diffuser at high velocity, thus removing the
dirt deposits mechanically.
Cleaning interval We recommend the following cleaning intervals:
▪ NR turbochargers: every 150 operating hours,

▪ NA turbochargers: every 150 operating hours.
The cleaning intervals depend on the degree of contamination of the intake
air and range from 100 to 200 operating hours.
In the smaller turbocharger sizes (NR, NA34, NA40), dirt deposits on the
compressor wheel and diffuser blades may lead to a considerable drop in
efficiency.
From turbocharger size NA48 upwards, compressor cleaning is not neces-
sary if the air filter mat is serviced as specified.
Carry out the cleaning only with the engine warmed up and in full
load operation.
Do not shut down the engine immediately after cleaning, but continue to
run it for several minutes until dry.
2009-01-27
Work cards
NR, NA
C2 5649 500.08-02 EN 1 (2)

500.08 MAN Diesel
Work cards
1 Screw-type cap 5 Charge air cooler

2 Tank 7 Turbocharger (compressor)
3 Hydrometer cock 10 Plate (cleaning instructions)
4 Charge air line
Figure 1: Diagram: Cleaning of the compressor (with fitted tank)
individual parts might not correspond exactly to the diagram.
Work Sequence – Compressor Cleaning (during Operation)

Steps 1. Operate engine at full load.
2. Open screw-type cap (1) and fill tank (2) with clean, fresh water.
3. Close full tank with screw-type cap (1).
4. Depress pushbutton of hydrometer cock (3) for about 20 seconds.
2009-01-27
Work cards
NR, NA
2 (2) C2 5649 500.08-02 EN

MAN Diesel 500.08
Cleaning the compressor - pressure sprayer
Work cards
Brief description
Clean the compressor with the engine warmed up and in full load operation.
Carry out the cleaning in time, in accordance with the maintenance sched-
ule.

1 Technician 0,3
Due to the high speed of the rotor, the injected water droplets hit the blades
of the compressor wheel and the diffuser at high velocity, thus removing the
dirt deposits mechanically.
Cleaning interval We recommend the following cleaning intervals:
▪ NR turbochargers: every 150 operating hours,

▪ NA turbochargers: every 150 operating hours.
In the smaller turbocharger sizes (NR, NA34, NA40), dirt deposits on the
compressor wheel and diffuser blades may lead to a considerable drop in
efficiency.
From turbocharger size NA48 upwards, compressor cleaning is not neces-
sary if the air filter mat is serviced as specified.
Carry out the cleaning only with the engine warmed up and in full
load operation.
Do not shut down the engine immediately after cleaning, but continue to
run it for several minutes until dry.
Brief information See also cleaning instructions given on plate (10), attached to the pressure
sprayer (2).
2009-01-27
Work cards
NR, NA
C2 5649 500.08-03 EN 1 (2)

500.08 MAN Diesel
Work cards
1 Handle 5 Coupling
2 Pressure sprayer 6 Hand valve
3 Relief valve 7 Turbocharger (compressor)
4 Nipple 10 Plate (cleaning instructions)
Figure 1: Diagram: Cleaning of the compressor (with pressure sprayer)
individual parts might not correspond exactly to the diagram.
Work Sequence – Compressor Cleaning (during Operation)
Steps 1. Operate engine at full load.
2. Turn handle (1) on pressure sprayer tank (2) in counter-clockwise direc-

tion and take out the pump.
3. Fill a maximum of 2.0 litres of fresh water into the tank (up to the mark
2 L on the tank).
4. Screw in the pump and operate it until the relief valve (3) blows off.
5. Connect hose with nipple (4) to the coupling (5).
6. Depress pushbutton (see large arrow in figure) on the hand valve (6) until
the water is completely injected into the compressor (7) (for approx. 30
seconds).
7. Release plug-in connection and vent the tank. For venting, pull spindle
on the relief valve (3) outwards (see small arrow in figure).
2009-01-27
Work cards
NR, NA
2 (2) C2 5649 500.08-03 EN

MAN Diesel 500.10
Turbocharger or subassemblies
Work cards
Removing and refitting
Brief description
An- und Abbau des Turboladers von und an den Motor.

1 Technician 4,5
1 Assistant 1
1 Open-jaw and ring wrenches (set) - Inventory
1 Socket wrench (set) - Inventory
1 Torque wrench - Inventory
1 Screwdriver - Inventory
- Wood (as a support) - Inventory
- High-temperature lubricant (e.g. Molykote HSC) - Inventory
Technical data
Designation Information
Turbocharger 390 kg
Preliminary remarks
For maintenance work on the turbocharger individual subassemblies and
components are normally removed in succession (see work cards 500.12 ...
500.27).
2009-02-03
Work cards
NR20/S
C2 6658 500.10-02 EN 1 (4)

500.10 MAN Diesel
Work cards
Figure 1: Connections on the turbocharger

Work sequence 1 - Separating or removing the connections
Danger of burns from hot components!

Many engine and turbocharger components become very hot during
operation and require ample time for cooling down afterwards.
▪ Prior to taking any action, allow the engine and turbocharger to cool
down sufficiently (1-2 h)!
Danger of burning/scalding from escaping lube oil!

The lube oil is under pressure and very hot!
▪ Before opening pipes, flanges, screwed connections or fittings, release
the pressure in the system and check that it is depressurised!
▪ Before opening oil pipes, wait until the lube oil has cooled down
sufficiently!
Steps 1. Air intake (1) on air intake casing (if provided)

Removal of silencer (if provided) or air intake casing (if provided) is pos-
sible,
- refer to work card [500.12] or 500.13
2009-02-03
2. Compressor cleaning (2), cable to speed indicator in terminal box (3, if

Work cards
provided), Jet Assist (4, if provided), air outlet (5)

Removal of speed transmitter, insert, compressor casing and diffuser is
NR20/S
possible,
- refer to work card [500.14]
2 (4) C2 6658 500.10-02 EN

MAN Diesel 500.10
3. Lube oil feed (6), lube oil drain (7), connecting points (8) for lube oil
Work cards
pressure and interval priming (if provided), two-part plate (9)
Removal of cartridge, turbine nozzle ring, insert on turbine side is pos-
sible,
- refer to work cards [500.16], [500.25] and [500.27]
4. Exhaust gas outlet (10), dirty water or condensed water discharge (11,
if provided), exhaust gas blow-off pipe (12, if provided)
Removal of gas outlet casing is possible,
- refer to work card [500.26]
5. Exhaust gas admission (13)
Removal of complete turbocharger is possible,
- refer to work card 500.10 (work sequence 2)
Work sequence 2 - Removing the complete turbocharger
Figure 2: Removing and refitting the complete turbocharger
Risk of serious or fatal injury when lifting and moving loads!

No persons may be present in the area of danger around and underneath a suspended
load.
▪ Lifting tackle, ropes and attachment points must be able to take the
2009-02-03
load safely and be in perfect condition.

Work cards
▪ Use the eye bolts on the subassemblies only for lifting individual
(detached) subassemblies and not for lifting the turbocharger.
NR20/S
▪ All lifting, moving and setting down of the load must be carried out
slowly.
C2 6658 500.10-02 EN 3 (4)

500.10 MAN Diesel
Work cards
Risk of fouling!
During storage and assembly, the openings for air, exhaust gas and lube
oil must be appropriately sealed to prevent foreign objects or water from
entering.
Steps 1. For separating or removing the connections, refer to work sequence 1.

Also separate or detach other special connections (such as for pressure
and temperature measuring, etc.).
2. Attach lifting tackle to the turbocharger using a rope of adequate
strength slung around the bearing casing and carefully tensioned.
Attach secondary ropes at appropriate points to assist in balancing.
3. Undo the screw connection on the casing foot (14, if provided).
4. Carefully lift off the turbocharger and set it down on a wooden support.
Work sequence 3 - Refitting
Procedures to be observed when mounting the turbocharger onto the

engine:
▪ Remove protective caps from pipe connections/pipes.
▪ Use only flawless seals and screw locking elements.
▪ Apply high-temperature lubricant (e.g. Molykote HSC) to the threads of
heat-resistant screws and nuts on the turbine side.
Refitting the complete turbocharger or its subassemblies, and restoring the

connections, is carried out by reversing the removal procedure.
Tighten the screw connection on the casing foot (14, if provided) lightly at
first, and then torque it finally after connection of the casing pipes.
Observe tightening torques during assembly!

Screw connection of the casing feet to the engine bracket: see engine
manual.
Refitting the turbocharger on a gas-powered engine
Danger of fire caused by electrostatic charging

In the case of turbochargers on gas-powered engines, insulated
mounting can cause electrostatic charging, resulting in ignition of the air/
gas mixture in the air intake.
▪ If the turbocharger is mounted on the engine in such a way that it is
2009-02-03
electrically insulated, an earth connection must be installed for the

Work cards
equipotential bonding between the turbocharger and the engine.

NR20/S
4 (4) C2 6658 500.10-02 EN

MAN Diesel 500.11
Cleaning the air filter
Work cards
Brief description
Clean the air filter mat regularly in accordance with the maintenance sched-
ule or replace it. The work can be carried out during operation.

1 Technician 0,4
Preliminary remarks
General The dirty air filter mat (544.201) can be cleaned several times or replaced
with a new mat.
Replacement is required if the air filter mat is considerably stretched, tat-
tered or perforated.
An increase in pressure loss, due to a contaminated air filter mat, should

not be used as a reference for the cleaning interval.
Cleaning interval Every 250 operating hours.

Cleaning is necessary when the inside of the air filter mat starts to
discolour, turning grey.
The air filter is then saturated and the contamination starts to advance
towards the compressor and the charge air cooler. The inside of the air
filter mat may be inspected by loosening one of the clamps (544.202).
In case of heavy contamination, it may be necessary to immerse the air
filter mat into a cleaning agent for several hours. Therefore it is
recommended to have a second air filter mat in stock at all times.
2009-01-27
Work cards
NR
C2 6660 500.11-01 EN 1 (2)

500.11 MAN Diesel
Work cards
Figure 1: Air filter, mounted on the silencer

Work sequence - Removal, cleaning/replacement, refitting
Avoid excessive mechanical stress (e.g. wringing, sharp water jet). After
cleaning, blow compressed air through the air filter mat.
Steps 1. Loosen the clamps (544.202), remove cover sheet (544.205) and air filter
mat (544.201).
2. Clean the air filter mat by flushing with warm water to which a mild
detergent has been added.
3. Place air filter mat (544.201) over perforated plate of silencer, and cover
sheet (544.205) over joint of air filter mat and fasten them using the
clamps (544.202).
2009-01-27
Work cards
NR
2 (2) C2 6660 500.11-01 EN

MAN Diesel 500.12
Silencer
Work cards
Brief description
Remove and refit the silencer in complete condition. Disassembling (e.g. for
cleaning) only if necessary.

1 Technician 0,2
1 Assistant 0,2
1 Hexagon screw driver 6 - Inventory
Related work cards

500.10 500.11
Technical data
Silencer 31 kg
2009-02-03
Work cards
NR20/S
C2 6658 500.12-01 EN 1 (3)

500.12 MAN Diesel
Preliminary remarks
Work cards
Figure 1: Silencer, mounted on the compressor casing

General For air filter cleaning, please refer to work card [500.11] “Cleaning the air
filter”.
Disassembling of the silencer (e.g. for cleaning) only if necessary.
Work sequence 1 - Removing the complete silencer
Steps 1. Attach lifting tackle to the silencer using rope and shackles.
2. Loosen the V-profile clamp (546.005) on both sides of the circumfer-

ence.
3. Remove the silencer in axial direction and place it on a wooden support
with the flange face down.
Work sequence 2 - Refitting the complete silencer

Steps For refitting, proceed in the reverse order of removal.
Observe tightening torques during refitting!

▪ Apply oil to the threads and contact surfaces.
▪ Tightening torque for the V-profile clamp (546.005) on both sides of the
circumference: 12 Nm
2009-02-03
Work cards
NR20/S
2 (3) C2 6658 500.12-01 EN

MAN Diesel 500.12
Work sequence 3 - Disassembling, cleaning and reassembling the silencer
Work cards
Bonded joints
On no account may trichlorethylene (or substitutes) or any other solvents
containing acetone be used for removing greasy dirt.
Use of such products will dissolve the bonded joints.
Steps 1. Remove the air filter mat (544.201) and clean it, see work card
[500.11] “Cleaning the air filter”.
2. Unscrew the hexagon nuts (544.074) and take off the washers (544.075).
3. Take off the front wall (544.041), perforated plate (544.034), spacer
pipes (544.033 and 544.032), damping plates (544.021) and rear wall
(544.001) individually. The flange (544.010) remains in place, held by the
screwed-in studs (544.069).
4. If the fouling matter is dry, the felt linings are best cleaned with com-
pressed air or a brush which is not too hard.
5. For reassembly, proceed in the reverse order of disassembly.
The outer 6 spacer pipes (544.033) are slightly longer than the spacer
pipes (544.032).

Apply Molykote P40 lubricant to the threads and contact surfaces.
Tightening torque for hexagon nuts (544.074): 69 Nm
2009-02-03
Work cards
NR20/S
C2 6658 500.12-01 EN 3 (3)

MAN Diesel 500.13
Air intake casing
Work cards
Short Version
The air intake casing has to be removed for all work that is to be performed
from the compressor side.

1 Technician 0,2
1 Assistant 0,2
Related work cards

500.10
Technical data
Air intake casing (545.401) 16 kg
2009-02-03
Work cards
NR20/S
C2 6658 500.13-01 EN 1 (2)

500.13 MAN Diesel
Preliminary remarks
Work cards
Figure 1: Air intake casing, mounted on the compressor casing

Work sequence 1 - Removing
Starting condition Pipe at the air intake is released or removed.
Steps 1. Attach lifting tackle to the air intake casing (545.001) using a rope. Care-
fully tension the rope.
ence.
3. Remove the air intake casing (545.001) in axial direction and place it on
a wooden support.


2009-02-03
Work cards
NR20/S
2 (2) C2 6658 500.13-01 EN

MAN Diesel 500.14
Compressor casing, insert, diffuser, speed transmitter
Work cards
Brief description
Remove the compressor casing, insert, diffuser, speed transmitter for
inspection, adaptation or exchange.

1 Technician 1,6
1 Assistant 0,4
1 Socket wrench 10 - Inventory
1 Gripping pliers - Inventory
Spare parts required

Quantity Designation Number
1 O-ring seal 517.018
1 Seal 546.043
1 Sealing ring 546.051
Related work cards

500.10 500.12 500.13
Technical data
2009-02-03
Work cards
Compressor casing 52 kg
NR20/S
Insert 22 kg
Diffuser 7 kg
C2 6658 500.14-01 EN 1 (4)

500.14 MAN Diesel
Preliminary remarks
Work cards
Figure 1: Removing and refitting the speed transmitter, insert, compressor casing, diffuser
General Removing the insert (540.001) without removing the compressor casing
allows the compressor wheel to be dismounted up to removal of the locating
bearing.
Before the insert or the compressor casing is removed, the speed

transmitter (562.040) must be removed in order to avoid damage to the
two pole shoes at the end of the speed transmitter.
Work sequence 1 - Removing the speed transmitter

Starting condition Connecting pipes, silencer or air intake casing are removed.
Steps 1. Disconnect the cable end of the speed transmitter (562.040) in the ter-
minal box (562.083, if provided) and pull it carefully through the opened
2009-02-03
cable socket (see Figure 1, detail X) and the opened gland (546.060).
Work cards
2. Unscrew the cylindrical screws (540.020), take off the lock washers
NR20/S
(540.022) and the closing cap (540.010).

3. Unscrew the hexagon nut (562.005), remove the holding disk (562.004)
and carefully pull out the speed transmitter (562.040).
2 (4) C2 6658 500.14-01 EN

MAN Diesel 500.14
Work cards
Do not bend the pole shoes of the speed transmitter.
Work sequence 2 - Removing the insert

Steps 1. Unscrew the hexagon bolts (546.044) and take off the injection pipe
(546.040) and seal (546.043).
2. Unscrew the hexagon bolts (546.020) and take off the lock washer pairs
(546.023).
3. Carefully remove the insert (540.001) in axial direction, paying attention
to the O-ring seals (540.015 and 540.016).
O-ring seal (546.015) is only provided in the case of Jet Assist.
Work sequence 3 - Removing the compressor casing
The insert must be disassembled before removal of the compressor

casing!
Take care not to damage blades of the compressor wheel during

removal.
Steps
1. Attach lifting tackle to the compressor casing (546.001) using a rope,
and carefully tension the rope.
ence, remove the compressor casing carefully in axial direction and
place it on a wooden support.
Work sequence 4 - Removing the diffuser

Steps
1. Unscrew the hexagon bolt (546.008).
2. Take off the diffuser (542.001) in axial direction.
O-ring seals must be tensed all around the circumference and may not
2009-02-03
be twisted upon mounting.

Work cards
NR20/S
C2 6658 500.14-01 EN 3 (4)

500.14 MAN Diesel
Observe the correct use of lock washer pairs!

Long wedge surfaces to contact each other (on the inside), otherwise there will be
Work cards
no locking effect.
General For refitting, proceed in the reverse order of removal.
Seals Make sure that the O-ring seals (517.018, 540.015, 540.016) and the sealing
rings (546.043 and 546.051) are in flawless condition.
O-ring seal (540.015) is only provided in the case of Jet Assist.
Screw connections All screw connections must be properly locked.

Refitting the insert

Steps 1. Insert the O-ring seals (540.015 and 540.016) into the ring grooves of
the insert (540.001).
2. Install the insert together with the balance ring (540.030) carefully into
the compressor casing (546.001) and fasten it with hexagon
bolts (546.020) and lock washer pairs (546.023).

▪ Apply lubricant (e.g. Molykote P40) to the threads and contact surfaces.
▪ Tightening torque for hexagon bolts (546.020): 29 Nm
3. Install the speed transmitter.

Speed transmitter, speed The speed transmitter (562.040) and speed indicator (562.100) may be con-
indicator nected either way round in the terminal box (562.083) (alternating voltage).
Strain relief and grounding by clamping the shielding braid between conical
rings, sealing by means of sealant (e.g. Adaptol), see Figure 1, detail X.
Checking Check the gaps (items 1 and 2), refer to Operating Instructions, Technical
data, Gaps and clearances, sheet 2.5.5.
2009-02-03
Work cards
NR20/S
4 (4) C2 6658 500.14-01 EN

MAN Diesel 500.16
Cartridge
Work cards
Brief description
Remove and refit the cartridge for inspection or emergency operation.

1 Technician 0,6
1 Assistant 0,6
4 Pipe 596.008 Standard
4 Hexagon bolt 596.009 Standard
4 Hexagon nut 596.010 Standard

1 Sealing ring 517.064
1 Seal 517.068
Related work cards

500.10 500.12 500.13
500.14
Technical data
2009-02-03
Cartridge 85 kg
Work cards
NR20/S
C2 6658 500.16-02 EN 1 (3)

500.16 MAN Diesel
Preliminary remarks
Work cards
Figure 1: Cartridge, removed from the gas admission casing

Starting condition Connecting pipes, silencer or air intake casing and compressor casing are
removed.
Take care not to damage blades of the turbine rotor during removal.
Steps 1. Take off the two-part plate (591.060), if provided.
2. Detach or remove the casing foot (if provided), depending on form of

attachment.
3. Attach lifting tackle to the cartridge (599.000) using a rope, and carefully
tension the rope.
2009-02-03
4. Unscrew the hexagon nuts (501.008), take off the lock washer pairs
Work cards
(501.007) and the clamping claws (501.005).

NR20/S
5. Evenly force off the cartridge (599.000) at 4 points on the circumference,

using tools (596.008, 596.009, 596.010) (see Figure), remove it carefully
in axial direction and place it on a wooden support.
2 (3) C2 6658 500.16-02 EN

MAN Diesel 500.16
Work cards
Figure 2: Forcing off the cartridge

no locking effect.
Screw connections Apply high-temperature lubricant (e.g. Molykote HSC) to the thread of screw
connections but not to screw-in threads when replacing studs.

▪ Apply high-temperature lubricant (e.g. Molykote HSC) to the contact
surfaces and threads.
▪ Hexagon nuts (501.008): 34 Nm
Checking Check the gaps, refer to Operating Instructions, Technical data, Gaps and
clearances, sheet 2.5.5.
2009-02-03
Work cards
NR20/S
C2 6658 500.16-02 EN 3 (3)

MAN Diesel 500.18
Compressor wheel
Work cards
Removing, refitting, checking
Brief description
Remove and refit the compressor wheel for inspection.

1 Technician 0,6
1 Dial gauge with retainer - Inventory
- Special preservative (Molykote P40) - Inventory
Related work cards

500.10 500.12 500.13
500.14 500.16
Technical data
Compressor wheel 4 kg
2009-02-03
Work cards
NR20/S
C2 6658 500.18-02 EN 1 (3)

500.18 MAN Diesel
Preliminary remarks
Work cards
Figure 1: Removing and refitting the compressor wheel

Starting condition Connecting pipes, silencer or air intake casing and compressor casing are
removed. Cartridge is removed if turbine rotor is also to be dismounted. The
magnetic shaft (520.124) has to be unscrewed only if it is to be replaced.
Heat treatment in the event of a seized compressor wheel!

Overheating of the compressor wheel causes a structural
transformation of the aluminium alloy and thus renders the
compressor wheel unusable!
▪ Wear protective clothing.
▪ Heat only the hub of the compressor wheel and on no account the
blades.
▪ Heat the hub uniformly round the entire circumference (not locally),
quickly and gently using a soft flame at no more than 80 °C.
Steps 1. Unscrew the undercut bolt (520.068) (right-hand thread) while holding
the turbine rotor.
2. Pull off the carrier (520.009).
3. The feather keys (520.018) are not normally removed, but must not be
lost.
2009-02-03
4. Pull off the compressor wheel (520.005) by hand in axial direction.

Work cards
NR20/S
2 (3) C2 6658 500.18-02 EN

MAN Diesel 500.18
Work cards
Steps 1. Apply a thin protective film of Molykote P40 to the fitting surfaces of the
turbine shaft (for compressor wheel and carrier).
2. Insert the feather keys (520.018) into the turbine shaft. Push the com-
pressor wheel (520.005) and carrier (520.009) onto the turbine shaft until
there is firm contact with the labyrinth ring (520.006).
The balancing marks (W) of the turbine rotor (520.001), compressor wheel
(520.005) and carrier (520.009) must be aligned radially.
If heat treatment is required, observe the following:

Overheating of the compressor wheel causes a structural
transformation of the aluminium alloy and thus renders the
compressor wheel unusable!
▪ Wear protective clothing.
▪ Heat the rear of the compressor wheel with a suitable heat source to
max. 80 °C.
3. Allow the heated compressor wheel to cool down. Screw in the undercut
bolt (520.068) in accordance with the following combined tightening
procedure.
Observe tightening torques and sequence!

Apply Molykote P40 lubricant to the threads and contact surfaces of the
undercut bolt.
For an aluminium compressor wheel:
▪ Tighten with a torque of 80 Nm, then release the initial load
▪ Tighten with a torque of 20 Nm
▪ Tighten by an additional angle of + 60°
4. Check the axial clearance (item 5) of the complete rotor and the axial
runout (item 6) of the compressor wheel using a dial gauge.
For items and admissible values, refer to Operating Instructions, Gaps and
clearances (Part C1, sheet 2.5.5).
2009-02-03
Work cards
NR20/S
C2 6658 500.18-02 EN 3 (3)

MAN Diesel 500.19
Sealing cover and labyrinth ring
Work cards
Brief description
Remove and refit the sealing cover and labyrinth ring for inspection. Check
the state and wear condition.

1 Technician 0,6

1 Seal 517.031
Related work cards

500.10 500.12 500.13
500.14 500.16 500.18
2009-02-03
Work cards
NR20/S
C2 6658 500.19-02 EN 1 (3)

500.19 MAN Diesel
Preliminary remarks
Work cards
Figure 1: Removing and refitting the sealing cover and labyrinth ring
Starting condition Connecting pipes, silencer or air intake casing, compressor casing and
compressor wheel are removed.
Cartridge is removed if turbine rotor is also to be dismounted.
Steps 1. Unscrew the hexagon nuts (517.032) and take off the lock washer pairs
(517.033).
2. Evenly force off the sealing cover (517.087) with 3 hexagon bolts (M10,
thread length ≥ 40 mm) and take off the seal (517.031).
3. Pull off the labyrinth ring (520.006) in axial direction.
Replace the labyrinth ring if the labyrinth tips are damaged or worn:
D ≤ ∅ 65.8 mm or if fretting marks are evident on the axial running surface.
Slight grooves in the bore of the sealing cover, which have developed
through the tips of the labyrinth ring, increase the sealing effect and are
no reason for replacing the part.

2009-02-03

Work cards
NR20/S
2 (3) C2 6658 500.19-02 EN

MAN Diesel 500.19
Work cards
The balancing marks (W) of the turbine rotor (520.001) and labyrinth ring
(520.006) must be aligned radially.
Observe tightening torques!

▪ Apply Molykote P40 lubricant to the threads and contact surfaces
▪ Tightening torque for hexagon nuts (517.032): 17 Nm
Apply a thin protective film of Molykote P40 to the fitting surface of the tur-
bine shaft for the labyrinth ring.
When fitting the seal (517.031), pay attention to the flawless condition and
position of the holes.
no locking effect.
2009-02-03
Work cards
NR20/S
C2 6658 500.19-02 EN 3 (3)

MAN Diesel 500.20
Locating bearing
Work cards
Brief description
Remove and refit the locating bearing for inspection. Check the state and
wear condition.

1 Technician 0,6
Related work cards

500.06 500.10 500.12
500.13 500.14 500.16
500.18 500.19
Preliminary remarks
2009-02-03
Work cards
NR20/S
Figure 1: Removing and refitting the locating bearing
C2 6658 500.20-02 EN 1 (2)

500.20 MAN Diesel

Work cards
Starting condition Connecting pipes, silencer or air intake casing, compressor casing, com-
pressor wheel, sealing cover and labyrinth ring are removed.
Steps 1. Unscrew the cylindrical screws (517.006) and take off the lock washer
pairs (517.044).
2. Evenly force off the locating bearing (517.002) with 3 hexagon bolts (M8,
thread length ≥ 40 mm).
3. Check the locating bearing, refer to work card 500.06.


no locking effect.
2009-02-03
Work cards
NR20/S
2 (2) C2 6658 500.20-02 EN

MAN Diesel 500.21
Thrust ring
Work cards
Brief description
Remove and refit the thrust ring for inspection. Check the state and wear
condition.

1 Technician 0,3
Related work cards

500.10 500.12 500.13
500.14 500.16 500.19
500.20
Preliminary remarks
2009-02-03
Work cards
NR20/S
Figure 1: Removing and refitting the thrust ring
C2 6658 500.21-02 EN 1 (2)

500.21 MAN Diesel

Work cards
Starting condition Connecting pipes, silencer or air intake casing, compressor casing, com-
pressor wheel, sealing cover, labyrinth ring and locating bearing are
removed.
Steps 1. Pull off the distance sleeve (520.031) in axial direction.
2. Pull off the thrust ring (520.028) in axial direction.
If the distance sleeve and/or thrust ring have seized, remove these parts
together with the turbine rotor (see work card 500.22). The thrust ring and
distance sleeve are stripped off by knocking the intermediate disk
(517.038).

Steps 1. Apply a thin protective film of Molykote P40 to the fitting surfaces of the
turbine shaft (for thrust ring and distance sleeve).
2. Push the thrust ring (520.028) and distance sleeve (520.031) onto the
turbine shaft.
The balancing marks (W) of the turbine shaft, thrust ring (520.028) and
distance sleeve (520.031) must be aligned radially.
2009-02-03
Work cards
NR20/S
2 (2) C2 6658 500.21-02 EN

MAN Diesel 500.22
Turbine rotor
Work cards
Brief description
Remove and refit the turbine rotor for inspection. Check the state and wear
condition.

1 Technician 0,4
Related work cards

500.10 500.12 500.13
500.14 500.16 500.18
500.19 500.20 500.21
Technical data
Turbine rotor 10 kg
2009-02-03
Work cards
NR20/S
C2 6658 500.22-02 EN 1 (2)

500.22 MAN Diesel
Preliminary remarks
Work cards
Figure 1: Removing and refitting the turbine rotor

Starting condition Cartridge is removed. Compressor wheel, sealing cover, labyrinth ring,
locating bearing and thrust ring are removed.
Steps 1. Lift the turbine rotor (520.001) slightly and pull it out as concentrically
as possible.
2. Check the turbine nozzle ring.
Replace the turbine rotor when
D1 ≤ Ø 31.93 mm,
D2 ≤ Ø 31.93 mm and/or
D3 ≤ Ø 54.80 mm.
2009-02-03
Work cards
NR20/S
2 (2) C2 6658 500.22-02 EN

MAN Diesel 500.23
Covering disk and sealing cover
Work cards
Brief description
Remove and refit the covering disk and sealing cover for inspection. Check
the state and wear condition.

1 Technician 0,4

2 Seal 517.031
Related work cards

500.10 500.12 500.13
500.14 500.16 500.18
500.19 500.20 500.21
500.22
2009-02-03
Work cards
NR20/S
C2 6658 500.23-02 EN 1 (2)

500.23 MAN Diesel
Preliminary remarks
Work cards
Figure 1: Removing and refitting the covering disk and sealing cover
locating bearing, thrust ring and turbine rotor are removed.
Steps 1. Extract the covering disk (517.009) from the bearing casing (517.001) in
axial direction with the studs (517.029) screwed in.
2. Evenly force off the sealing cover (517.017) with 2 hexagon bolts (M10,
thread length ≥ 20 mm).
3. Remove the seals (517.031).
Slight grooves in the bore of the sealing cover produced by the labyrinth
tips of the turbine rotor improve the sealing effect and are no reason for
replacing this part.

For refitting, proceed in the reverse order of removal.
Use only flawless seals.
When fitting the seals (517.031), pay attention to the position of the holes.
2009-02-03
Bores for sealing air and lube oil must be clean and unobstructed.
Work cards
NR20/S
2 (2) C2 6658 500.23-02 EN

MAN Diesel 500.24
Bearing bushes
Work cards
Brief description
Remove and refit the bearing bushes for inspection. Check the state and
wear condition of the components.

1 Technician 0,6
Related work cards

500.06 500.10 500.12
500.13 500.14 500.16
500.18 500.19 500.20
500.21 500.22 500.23
2009-02-03
Work cards
NR20/S
C2 6658 500.24-02 EN 1 (3)

500.24 MAN Diesel
Preliminary remarks
Work cards
Figure 1: Removing and refitting the bearing bushes

locating bearing, thrust ring, turbine rotor, covering disk and sealing cover
are removed.
Steps 1. Unscrew the cylindrical screws (517.051) and take off the lock washer
pairs (517.052).
2. Take off the covers (517.037 and 517.038).
3. Take off the bearing bushes (517.003).
Check the bearing bushes (517.003), refer to work card [500.06] “Locat-
ing bearing and bearing bushes”.
4. Check the bearing sleeve (517.005).
Replace the bearing sleeve when
D1 ≥ Ø 46.03 mm,
D2 ≥ Ø 46.03 mm
Removal of bearing sleeve and/or distance sleeve

Loosen and push out the bearing sleeve (517.005) and/or distance sleeve
(517.027) by means of light hammer blows with a copper pin only if they
are to be replaced. The distance sleeve can be removed only after the
2009-02-03
grooved pin (517.085) has been withdrawn.

Work cards

NR20/S
For refitting, proceed in the reverse order of removal.
2 (3) C2 6658 500.24-02 EN

MAN Diesel 500.24
The bearing bushes (517.003) are symmetrical and may therefore be fitted
Work cards
in any position.
2009-02-03
Work cards
NR20/S
C2 6658 500.24-02 EN 3 (3)

MAN Diesel 500.25
Turbine nozzle ring
Work cards
Brief description
Remove and refit the turbine nozzle ring for inspection. Check the state and
wear condition.

1 Technician 0,2
Related work cards

500.04 500.16
Preliminary remarks
Figure 1: Removing and refitting the turbine nozzle ring

2009-02-03
Starting condition Cartridge is removed.

Work cards
Steps 1. Pull the turbine nozzle ring (513.001) axially out of the gas admission
casing (501.001).
NR20/S
2. Check the turbine nozzle ring (513.001), refer to work card [500.04]
“Checking the turbine nozzle ring”.
C2 6658 500.25-02 EN 1 (2)

500.25 MAN Diesel

Work cards
2009-02-03
Work cards
NR20/S
2 (2) C2 6658 500.25-02 EN

MAN Diesel 500.26
Gas outlet casing
Work cards
Brief description
Remove and refit the gas outlet casing, if necessary.

1 Technician 0,6
1 Assistant 0,6
Related work cards

500.10
Technical data
Gas outlet casing 80 kg
2009-02-03
Work cards
NR20/S
C2 6658 500.26-02 EN 1 (3)

500.26 MAN Diesel
Preliminary remarks
Work cards
Figure 1: Removing and refitting the gas outlet casing

Starting condition Connecting pipes and exhaust gas pipe are disconnected, or complete tur-
bocharger is removed from engine.
Steps 1. Attach lifting tackle to the gas outlet casing (506.001) using a rope.
2. Take off the annular lagging (591.160).

ence.
4. Remove the gas outlet casing in axial direction and set it down on a
wooden support, paying attention to the lagging.

2009-02-03

Work cards
NR20/S
2 (3) C2 6658 500.26-02 EN

MAN Diesel 500.26
Work cards
Observe tightening torques!
▪ Apply Molykote HSC high-temperature lubricant to the threads and
contact surfaces.
2009-02-03
Work cards
NR20/S
C2 6658 500.26-02 EN 3 (3)

MAN Diesel 500.27
Insert, turbine side
Work cards
Brief description
Remove and refit the turbine-side insert, if necessary.

1 Technician 0,4
1 Hammer - Inventory
1 Punch - Inventory
Related work cards

500.10 500.16 500.25
500.26
Technical data
Insert, turbine side 10 kg
2009-02-03
Work cards
NR20/S
C2 6658 500.27-02 EN 1 (2)

500.27 MAN Diesel
Preliminary remarks
Work cards
Figure 1: Removing and refitting the insert

General The insert has to be removed only if it is to be replaced.
Starting condition Connecting pipes, cartridge, turbine nozzle ring and gas admission casing
are removed.
Steps Pull the insert (541.001) axially out of the gas admission casing.
Seized insert
If the insert has seized, knock it out by means of light hammer blows
using a punch.

Steps
Make sure that the bore (in the insert) and the collar pin (501.009) are in
the same circumferential position.
2009-02-03
1. Install the insert (541.001) in the gas admission casing (501.001) so that
Work cards
it is firmly seated.
NR20/S
Checking When assembling the turbocharger (refitting the cartridge):
Check the gaps (items 3 and 4), refer to Part C1 Operating Instructions, 2.5.5
Gaps and clearances.
2 (2) C2 6658 500.27-02 EN

MAN Diesel
Index
1 Introduction
2 Work cards
3 Index
2009-02-03
C2 6658-2 3-2 EN 1 (1)

MAN Diesel
Numbering 1.2 (1)

Index
Index
Work cards 1.2 (1)
A O
Air intake casing 500.13 (2) Order Numbers 1.2 (1)
Air intake casing 500.13 (2)
Availability code 1.2 (2) R
Required Personnel and Time 1.2 (1)
B general 1.2 (1)
Bearing bushes 500.24 (2)
S
C Sealing cover 500.19 (2)
Cartridge 500.16 (2) 500.23 (2)
Cleaning the air filter 500.11 (1) Silencer 500.12 (2)
Cleaning the compressor 500.08 (2) Speed transmitter 500.14 (2)
Tank 500.08 (2) Status 1.2 (2)
Cleaning the compressor 500.08 (2) Inventory 1.2 (2)
Pressure sprayer 500.08 (2) Optional 1.2 (2)
Cleaning the turbine 500.07 (2) Special 1.2 (2)
500.07 (2) Standard 1.2 (2)
Dry cleaning 500.07 (2)
Wet cleaning 500.07 (2) T
Closing cover 500.05 (3) Thrust ring 500.21 (1)
Closing device 500.05 (2) Tightening of screw connections 000.31 (1)
Compressor casing 500.14 (2) General 000.31 (1)
Compressor wheel 500.18 (2) Tool Number 1.2 (1)
Covering disk 500.23 (2) Turbine nozzle ring 500.04 (1)
500.25 (1)
D Turbine rotor 500.22 (2)
Diffuser 500.14 (2) Turbocharger 500.10 (1)
Removing and refitting 500.10 (1)
E
Emergency operation 500.05 (3)
Emergency operation 500.05 (1)
F
Friction coefficient µ 000.31 (1)
G
Gas outlet casing 500.26 (2)
I
Insert 500.14 (2)
Insert, turbine side 500.27 (2)
L
Labyrinth ring 500.19 (2)
Locating bearing 500.20 (1)
2009-02-03
Locating bearing, bearing bush 500.06 (1)
M
Maintenance schedule 1.1 (1)
C2 6658-2 C2-2 EN 1 (1)

MAN Diesel
Turbocharger
Spare Parts Catalogue

2009-02-03
C3
C3 6658-2 -2 EN 1 (2)
MAN Diesel
MAN Diesel SE
86224 Augsburg
Phone +49 (0) 821 322-0
2009-02-03
Fax +49 (0) 821 322-49 4180


2 (2) C3 6658-2 -2 EN
MAN Diesel
Table of contents
Table of contents
1 Introduction
1.1 Preface
1.2 Spare parts catalogue as a module of the technical documentation
1.3 Organisation and use of the Spare Parts Catalogue
1.5 Ordering spare parts
2 Overview of subassemblies
2.1 Overview of subassemblies
3 Spare parts catalogue

501.02 Gas admission casing
517.03 Bearing casing
520.02 Rotor, complete
540.02 Insert, compressor side
542.01 Diffuser
544.01 Silencer
546.01 Compressor casing
562.01 Speed measuring device
578.01 Cleaning device for turbine/ wet cleaning
578.02 Cleaning device for turbine/ dry cleaning
579.01 Cleaning device for compressor/ tank fitted
579.02 Cleaning device for compressor/ pressure sprayer
591.02 Covering
593.01 Intermediate flange
599.02 Cartridge
4 Index
2009-02-03
C3 6658-2 -2 EN 1 (1)
MAN Diesel
Introduction
1 Introduction
4 Index
2009-02-03
C3 6658-2 1-2 EN 1 (1)

MAN Diesel 1.1
Preface
Introduction
General remarks
Spare parts/spare parts cata- Maintenance and repair work can be carried out properly only if the required
logue spare parts are available. They are to be kept on stock or ordered in time.
The order numbers required for ordering spare parts can be looked up in
the spare parts catalogues.
Yours sincerely,
MAN Diesel SE
2009-01-27
Introduction
NR, NA
C3 6687 1.1-02 EN 1 (1)

MAN Diesel 1.2
Spare parts catalogue as a module of the technical documentation
Introduction
Spare parts for turbocharger
Spare parts for the turbocharger can be identified by means of the spare
parts catalogue contained in Part C3 of the technical documentation. For
this purpose, illustration and text sheets with order numbers are available.
An order number consists of a three-digit subassembly number and a three-
digit item number, separated by a dot. The spare parts catalogue is arranged
in the order of the subassemblies.
Spare parts for tools
Complete or individual tools for turbochargers can be ordered with the aid
of the list of contents for tools, stating the respective order numbers. This
list of contents is included in the tool box for the turbocharger. An order
number is composed of a three-digit subassembly number 596 (= subas-
sembly for tools) and a three-digit item number, separated by a dot.
Spare parts for measuring, control and regulating systems
Information on spare parts for measuring, control and regulating instru-
ments, e.g. temperature sensors, relays, measuring transducers, pneumatic
and hydraulic valves, can be gathered from the documents contained in the
technical documentation of the respective engine or plant manufacturer.
Spare parts for engine and system accessories
For information concerning spare parts for the engine accessories, e.g. the
oil mist detector, and for the system accessories, e.g. filters, separators,
water softening plants and the like, please refer to the documents contained
in the technical documentation of the respective engine or plant manufac-
turer.
2009-01-27
Introduction
NR, NA
C3 6687 1.2-02 EN 1 (1)

MAN Diesel 1.3
Organisation and use of the Spare Parts Catalogue
Introduction
Instructions for use
The spare parts catalogue covers
▪ all essential components of the turbocharger.
The spare parts catalogue does not contain
▪ subordinate or plant-specific insulations/coverings.
▪ subordinate cabling, or cabling leading away from the turbocharger/
cabling and pipes installed out by other manufacturers.
What to do if spare parts are If parts have to be ordered which the spare parts catalogue does not contain
not found? or that are not found, the component and the installation location should be
described as precisely as possible, with a photo possibly attached. Where
parts from subsuppliers are concerned, which cannot be found in their doc-
umentation, the information given on the technical data plate should be
stated.
Validity
Scope of supply The spare parts catalogue is valid for the specified turbocharger type. To
identify parts, the individual pages of the spare parts catalogue must be
selected in accordance with the object concerned and/or the scope of sup-
ply of the turbocharger works number.
Modified components Since our turbochargers undergo upgrading development, it may happen
that when spare parts are ordered later on the parts supplied differ from the
ones supplied originally, which, however, serve the same purpose as the
latter. In such cases, the identity card of the part supplied will contain a
corresponding reference.
Organisation of the spare parts catalogue
Overview of subassemblies The overview of the subassemblies consists of an illustration and a table.
The table is arranged in ascending order of the turbocharger subassemblies.
See 2.1 “Overview of subassemblies”.
Subassembly Designation
517 Bearing casing
(578) Cleaning device for turbine
Subassemblies whose numbers are shown in parentheses are not installed on all
turbochargers (optional design).
Table 1: Examples of subassembly designations
Spare parts sheets The sheets in the spare parts catalogue are ordered in accordance with the
subassemblies system of the turbocharger. They consist of one or more
illustrations each with an associated parts list.
Ordinal number The ordinal number at the upper right of the spare parts
2009-01-27
Introduction
e.g. 517.01 sheets consists of the three-digit subassembly number

and a variant number corresponding to the design variant.
517 (subassembly number)
NR, NA
01 (variant number)
C3 6687 1.3-02 EN 1 (2)

1.3 MAN Diesel
Order No. The order number consists of a three-digit subassembly

Introduction
e.g. 517.024 number and a three-digit item number. The subassembly

number and the item number are separated by a dot.
517 (subassembly number)
024 (item number)
Table 2: Spare parts catalogue sheet, organisational principle
2009-01-27
Introduction
NR, NA
2 (2) C3 6687 1.3-02 EN

MAN Diesel 1.5
Ordering spare parts
Introduction
Information required
To avoid queries, the following information should be provided when order-
ing spare parts:
Turbocharger type xxxxxxxxx
Works number of turbocharger x xxx xxx
Order number xxx.xxx
Designation of part xxxxxxxxx
Quantity xx
Shipping address xxxxxxxxx
Mode of shipment xxxxxxxxx
Table 1: Information required in the order
Addresses
Location Address Telephone/Fax/e-mail/Internet
Augsburg Works MAN Diesel SE Tel. +49 821 322 0 (switchboard)
MAN Diesel | PrimeServ Augsburg Fax +49 821-322-494 180
86224 Augsburg
Germany e-mail primeserv-aug@mandiesel.com
Internet http:// www.mandiesel.com
PrimeServ Turbocharger Tel. +49 821 322 4010 (axial turbochargers)
Technical service Tel. +49 821 322 4020 (radial turbochargers)
Fax +49 821 322 3998
e-mail primeserv-tc-technical@mandiesel.com
PrimeServ Turbocharger e-mail primeserv-tc-retrofit@mandiesel.com
Retrofit Internet http:// www.mandiesel.com/primeserv
PrimeServ Turbocharger Tel. +49 821 322 4030
Spare parts Fax +49 821 322 3998
Hamburg Works MAN Diesel SE Tel. +49 40 7409 0
MAN Diesel | PrimeServ Hamburg Fax +49 40 7409 104
Hachmannkai
Rossweg 6 e-mail primeserv-ham@mandiesel.com
20457 Hamburg Internet http:// www.mandiesel.com/primeserv
Germany
2009-01-27
Introduction
NR, NA
C3 6687 1.5-01 EN 1 (1)

MAN Diesel
Overview of subassemblies
1 Introduction
4 Index
2009-02-03
C3 6658-2 2-2 EN 1 (1)

MAN Diesel 2.1
Subassemblies
Subassembly Designation
500 Exhaust gas turbocharger
501 Gas admission casing
506 Gas outlet casing
513 Turbine nozzle ring
517 Bearing casing
520 Rotor, complete
540 Insert, compressor side
541 Insert, turbine side
542 Diffuser
(544) Silencer
(545) Air intake casing

546 Compressor casing
562 Speed measuring device
(578) Cleaning device for turbine
(579) Cleaning device for compressor
2009-02-03
591 Coverings
(593) Intermediate flange
NR20/S
599 Cartridge (517 + 520)

(...) if provided
C3 6658 2.1-02 EN 1 (1)

MAN Diesel
Spare parts catalogue

1 Introduction
4 Index
2009-02-03
C3 6658-2 3-2 EN 1 (1)

MAN Diesel 501.02
Gas admission casing

Spare parts 501.02
Order No. Designation

501.000 Gas admission casing, complete
501.001 Gas admission casing
501.005 Clamping claw
501.006 Stud
501.007 Lock washer pair
501.008 Hexagon nut
501.009 Collar pin
501.040 V-profile clamp
2009-02-03
NR20/S
C3 6658 501.02-01 EN 1 (1)

MAN Diesel 506.02
Gas outlet casing

Spare parts 506.02

506.000 Gas outlet casing, complete
506.074 Screw plug
506.075 Sealing ring

2009-02-03
NR20/S
C3 6658 506.02-01 EN 1 (1)

MAN Diesel 513.02
Turbine nozzle ring

Spare parts 513.02


2009-02-03
NR20/S
C3 6658 513.02-01 EN 1 (1)

MAN Diesel 517.03
Bearing casing

Spare parts 517.03

517.000 Bearing casing, complete
517.001 Bearing casing
517.002 Locating bearing
517.003 Bearing bush
517.005 Bearing sleeve
517.006 Cylindrical screw
517.009 Covering disc
517.014 Screw plug
517.017 Sealing cover
517.018 O-ring seal
517.024 Screw plug

517.027 Distance sleeve
517.029 Stud
2009-02-03
517.031 Seal
517.032 Hexagon nut
NR20/S

517.037 Cover
C3 6658 517.03-01 EN 1 (2)

517.03 MAN Diesel

517.038 Cover
517.063 Flange
517.065 Hexagon bolt
517.067 Flange
517.068 Seal
517.085 Grooved pin
517.087 Sealing cover
2009-02-03
NR20/S
2 (2) C3 6658 517.03-01 EN

MAN Diesel 520.02
Rotor, complete

Spare parts 520.02

520.000 Rotor, complete
520.001 Turbine rotor
520.005 Compressor wheel
520.006 Labyrinth ring
520.009 Carrier
520.018 Feather key
520.028 Thrust ring
520.031 Distance sleeve
520.068 Undercut bolt
520.124 Magnetic shaft
2009-02-03
NR20/S
C3 6658 520.02-01 EN 1 (1)

MAN Diesel 540.02
Insert, compressor side

Spare parts 540.02

540.000 Insert, compressor side, complete
540.001 Insert
540.010 Closing cap
540.015 O-ring seal
540.016 O-ring seal
540.022 Lock washer
540.030 Balance ring
2009-02-03
NR20/S
C3 6658 540.02-01 EN 1 (1)

MAN Diesel 541.01
Insert, turbine side

Spare parts 541.01


2009-02-03
NR20/S
C3 6658 541.01-01 EN 1 (1)

MAN Diesel 542.01
Diffuser

Spare parts 542.01

542.001 Diffuser

2009-02-03
NR20/S
C3 6658 542.01-01 EN 1 (1)

MAN Diesel 544.01
Silencer

Spare parts 544.01

544.000 Silencer, complete
544.001 Rear wall
544.010 Flange
544.021 Damping plate
544.032 Spacer pipe
544.033 Spacer pipe
544.034 Perforated plate
544.041 Front wall
544.069 Stud
544.074 Hexagon nut
544.075 Washer
544.201 Air filter mat
544.202 Clamp
544.205 Cover sheet
2009-02-03
NR20/S
C3 6658 544.01-01 EN 1 (1)

MAN Diesel 545.01
Air intake casing

Spare parts 545.01

545.000 Air intake casing, complete

2009-02-03
NR20/S
C3 6658 545.01-01 EN 1 (1)

MAN Diesel 546.01
Compressor casing

Spare parts 546.01

546.000 Compressor casing, complete
546.001 Compressor casing
546.003 Spring pin
546.005 V-profile clamp
546.008 Countersunk bolt
546.025 Type plate
546.026 Notched nail
546.040 Injection pipe
546.043 Seal
546.050 Flange
2009-02-03
546.060 Screw connection

546.061 Seal disk
NR20/S
546.065 Locking agent (Loctite 243)
C3 6658 546.01-01 EN 1 (1)

MAN Diesel 562.01
Speed measuring device

Spare parts 562.01

562.000 Speed measuring device, complete
562.004 Holding disk
562.005 Hexagon nut
562.040 Speed transmitter
562.061 Stud
562.083* Terminal box
562.100* Speed indicator
562.135* Teflon-armoured cable
* if provided
2009-02-03
NR20/S
C3 6658 562.01-01 EN 1 (1)

MAN Diesel 578.01
Cleaning device for turbine/ wet cleaning

Spare parts 578.01

578.01.000 Cleaning device for turbine, complete (wet cleaning)
578.01.002 Screw connection
578.01.003 Sealing ring
578.01.005 Sealing ring
578.01.006 Pressure reducing station
578.01.010 Plate (with cleaning instructions)
578.01.020 Three-way cock
2009-01-27
NR
C3 6661 578.01-01 EN 1 (1)

MAN Diesel 578.02
Cleaning device for turbine/ dry cleaning

Spare parts 578.02

578.02.000 Cleaning device for turbine, complete (dry cleaning)
578.02.001 Tank
578.02.020 Screw plug
578.02.029 U-bolt
578.02.030 Ball cock
578.02.031 Stop cock
578.02.035 Plate (with cleaning instructions)
2009-01-27
NR
C3 6661 578.02-01 EN 1 (1)

MAN Diesel 579.01
Cleaning device for compressor/ tank fitted

Spare parts 579.01

579.000 Cleaning device for compressor, complete
579.029 Tank
579.030 Screw-type cap
579.080 Suction pipe
579.090 Hose
579.091 Hose clamp
579.104 Reducing connection
579.120 Connecting piece
579.122 Hydrometer cock

579.127 Hose
579.128 Hose clamp
2009-01-27
579.130 Support
579.178 Plate (with cleaning instructions)
NR, NA
C3 6661 579.01-01 EN 1 (1)

MAN Diesel 579.02
Cleaning device for compressor/ pressure sprayer

Spare parts 579.02

579.000 Cleaning device for compressor, complete (pressure sprayer)
579.029 Pressure sprayer
579.090 Hose
579.091 Hose clamp
579.095 Coupling
579.096 Nipple
579.100 Screwed socket
579.102 Angular screw connection
579.130 Retainer
579.179 Plate
2009-01-27
NR, NA
C3 6661 579.02-01 EN 1 (1)

MAN Diesel 591.02
Covering

Spare parts 591.02

591.001 Covering with insulation on gas admission casing
591.060 Two-part plate
591.101 Covering with insulation on gas outlet casing
591.160 Annular lagging

2009-02-03
NR20/S
C3 6658 591.02-01 EN 1 (1)

MAN Diesel 593.01
Intermediate flange

Spare parts 593.01

593.000 Intermediate flange, complete
593.001 Intermediate flange
593.002 Seal
593.004 Stud
593.005 Hexagon nut
593.020 Flange
593.021 Seal
593.023 Hexagon nut
2009-02-03
NR20/S
C3 6658 593.01-01 EN 1 (1)

MAN Diesel 599.02
Cartridge

Spare parts 599.02

599.000* Cartridge
* 599.000 = (517.000) and (520.000) assembled

2009-02-03
NR20/S
C3 6658 599.02-01 EN 1 (1)

MAN Diesel
Index
1 Introduction
4 Index
2009-02-03
C3 6658-2 4-2 EN 1 (1)

MAN Diesel
System accessories 1.2 (1)

Index
Index
T
A Thrust ring 520.02 (1)
Admission casing 501.02 (1) Turbine cleaning 578.01 (1)
Air intake casing 545.01 (1) 578.02 (1)
Dry cleaning 578.02 (1)
B Wet cleaning 578.01 (1)
Bearing 517.03 (1) Turbine nozzle ring 513.02 (1)
Bearing bush 517.03 (1)
Locating bearing 517.03 (1)
Bearing casing 517.03 (1)
C
Compressor casing 546.01 (1)
Compressor cleaning 579.01 (1)
579.02 (1)
Pressure sprayer 579.02 (1)
Tank mounted 579.01 (1)
Covering 591.02 (1)
Annular lagging 591.02 (1)
Covering 591.02 (1)
Gas admission casing 591.02 (1)
D
Diffuser 542.01 (1)
G
Gas admission casing 501.02 (1)
I
Insert 540.02 (1)
541.01 (1)
Compressor side 540.02 (1)
Turbine side 541.01 (1)
Insert 541.01 (1)
Intermediate flange 593.01 (1)
L
Locating ring 520.02 (1)
O
Order number 1.2 (1)
1.3 (2)
Ordering spare parts 1.5 (1)
Outlet casing 506.02 (1)
2009-02-03
Overview of subassemblies 2.1 (1)
R
Rotor 520.02 (1)
S
Silencer 544.01 (1)
C3 6658-2 -2 EN 1 (1)
4. PANEL
PLANT OPERATION MANUAL
OPERATING MANUAL
FOR
CPP PROJECT
EGCP & GIP & AEU MCC & AUX.LCP

INDEX
Section 1. INTRODUCTION
Section 2. SAFETY
Section.3 OPERATION
3.1 PANEL LAYOUT
3.2 OPERATION FLOW / BLOCK DIAGRAM
3.3 CHECK POINT BEFORE PLANT START-UP
3.4 START & STOP
3.5 MONITORING (TOUCH )
3.6 CONNECTION (PANEL TO PANEL)
3.7 PANEL DRAWING
3.7 .1 EGCP
3.7 .2 GIP
3.7 .3 AEU MCC PANEL
3.7 .4 AUX. LCP

SECTION – 1
INTRODUCTION
INTRODUCTION
Section.1 GENETAL
1. GENERAL
This manual applies only to EI RENTAL CPP PROJECT control

panel regarding operation and check procedures.
2. INTRODUCTION OF THE PLANT
The diesel power plant will consist of six (8) diesel engines along
with their auxiliaries.
One set of 480V medium voltage (MV) switchgear and six (8)
generators will be connected to a 11 kV MV switchgear to
transmit the generated power.
Normally this plant will be started by the power supplied from the
grid at first and each generator will be synchronized to the grid
power system through the each generator breaker.
The emergency diesel generator is to be provided and in case of

black out of
the plant emergency. The emergency generator will be started
automatically to
keep the house loads until the grid power source is available.
The generators can be started by the fed from the emergency
generator so that it can be
synchronized to the grid as soon as the grid power is available.
After starting
the generators, an operator should stop the emergency generator
manually.
3. LEGEND
•EGCP : ENG / GEN CONTROL PANEL

•GIP : GENERATOR INCOMMING PANEL
•AEU : AEU MCC PANEL
•AUX.LCP : AUX. LOCAL CONTROL PANEL
SECTION – 2
SAFETY
SAFETY
WARNING
• THE OPERATION MANUAL IS A GUIDE BOOK FOR USING A POWER PLANT

FOR DIESEL ENGINE.
• BE CERTAIN THAT YOU UNDERSTAND THIS INSTRUCTIONS AND
PRECAUTIONS IN THE MANUAL BEFORE OPERATE.
• THE MOST IMFORTANT IS SAFETY FOR OPERATOR .
1. PRECAUTIONS FOR SAFETY
1) ENGINE ROOM Sure to access the operator protective equipment should be

worn. ( safety helmet, earplug, gloves, etc,.. )
2) GIP PANEL Voltage and current flows shall always remember safety accidents
(electric shock).
1.1. SYMBOLS ASSOCIATED WITH SAEFTY
In this instruction manual, the precautions are headed by the following symbols.
Since all of them are important precautions associated with safety, be strictly
observing them.
DANGER : Indicates an imminently hazardous situation which, if not

heeded, will result in death or serious injury.
1.2. LABELS FOR SAFETY
Do not smear them by painting but keep them visible at all times.
DANGER
SECTION – 3
OPERATION
OPERATION
3.1.PANEL LAYOUT
3.1.1 EGCP(ENGINE/GENERATOR CONTROL PANEL)
1 .SYNCHRO
2 .SYNCHRO LAMP
3 .TOUCH PANEL VIEW
4 .EMERGENCY STOP (PBL)
5 .ENG. CONT. MODE SELECT
(LOCAL/REMOTE)
6 .FUEL OIL MODE SELECT
(HFO/DO)
7 .ENG. CONTROL SELECT
(STOP/START)
8 .GOV. CONTROL SW. (LOWER-
RAISE)
9 .AVR CONTROL SW. (LOWER-
RAISE)
10. LOAD CONT. MODE SW.
(MENU-SEMI-AUTO)
11 .ACB OPEN COMMAND SW.
(PBL)
12 .ACB CLOSE COMMAND SW.
(PBL)
13 .POSITION LAMP
( INDICATOR )
14 .LOCKOUT RESET (PBL)
15 .DIGITAL METER FOR AUX.
POWER
16 .GEN. PROTECTION
RELAY(AGC)
1. SYNCHRO METER
► This meter witch measures phase

different of the main bus voltage
and generator bus voltage
► 110V [ AC ]
► With check relay, volt, and Hz

meter
2. SYNCHRO LAMP
► This lamp witch R phase

different of the main bus voltage
and generator bus voltage
► 110V [ AC ]
► With check voltage
3. TOUCH PANEL VIEW
► The alarm and shutdown status display
► EGCP status monitoring Analogue value

display
► Engine control & ready to start condition
display
► Generator status display
► AUX. Control & status display

4. EMERGENCY STOP BUTTON
1. Emergency situation
occurrence at the time of
engine stopping button
5. CONTROL SELECT SWITCH
1. When the mode select switch local
2. Left turn of handle : Local mode
3. Right turn of handle : Remote mode
6. Fuel Oil Select Switch
2. Left turn of handle : HFO mode
3. Right turn of handle : DO mode

7. Load Control Select Switch
2. Load Control Selection
( Auto/Semi/Man.)
8. Engine Control Switch
2. Left turn of handle : Eng. Stop command
3. Right turn of handle : Eng. Start command
9. Speed Control Switch
2. Left turn of handle : GOV lower command
3. Right turn of handle : GOV raise command

10. Volt Control Switch
2. ENGINE RUN STATUS
3. Left turn of handle : AVR lower command
11. Engine Control Switch
1. When the mode select switch Local
2. Button push: ACB open command
12. CONTROL SELECT SWITCH
1. When the mode select switch Local
2. Button push: ACB close command

13. POSITION LAMP
1. ACB open/close status
2. Only monitoring
14. . Lockout reset button
Alarm appearance
Alarm stop button
Alarm reset button
※ Before all alarm cleared, DO NOT Alarm status monitoring

RESET THE LOCKOUT RELAY.
Lockout reset button
<ALARM RESET FLOW>

15. DIGITAL METER FOR AUX. POWER
1. AUX. POWER METER
16. APC (Automatic Genset Controller)

16-1. Display unit description
16-2. LED functions

16-3. Alarm handling and log list

3.1.2 GIP(GENERATOR INCOMMING PANEL)
1. .ANN LAMP
2 .MAGNETIC LATCH
MAN.CONTROL
3 .MAGNETIC LATCH
MODE SW
4. ACB
1. ANN LAMP
1. ACB CLOSED :
When the ACB position close
2. ACB opened :
When the ACB position open
3. ACB position :
When the ACB position service
4. ACB position :
When the ACB position test
2. MAGNETIC LATCH MAN.CONTROL
1. When the mode select switch MANU.
2. Left turn of handle : panel

power gen.
3. Right turn of handle : panel power

Aux.
3. .MAGNETIC LATCH MODE SW
1. Left turn of handle : panel

power manual control
2. Right turn of handle : panel

power auto control
3.1.3 AEU MCC PANEL
1 .MODE SELECT
2.#1 RADIATOR ON (PBL)
3 .#1 RADIATOR OFF (PBL)
4 .#1 RADIATOR FAULT (PBL)
5. MODE SELECT
8. #2 RADIATOR FAULT (PBL)
9 .MODE SELECT
12 .#3 RADIATOR FAULT (PBL)
13 .MODE SELECT
14. SPARE ON (PBL)
15SPARE OFF (PBL)
16SPARE FAULT (PBL)
17.MODE SELECT
18.L.T COOLING WATER PUMP ON (PBL)
19 .L.T COOLING WATER PUMP OFF (PBL)
20 .L.T COOLING WATER PUMP FAULT (PBL)
21 .MODE SELECT
22 .JW PRE-HEATER ON (PBL)
23 .JW PRE-HEATER OFF (PBL)
24 .JW PRE-HEATER FAULT (PBL)
25. MODE SELECT
26. JW PRE-HEATER PUMP ON (PBL)
27. JW PRE-HEATER PUMP OFF (PBL)
28. JW PRE-HEATER PUMP FAULT (PBL)
29 .MODE SELECT
30 .INTAKE FAN ON (PBL)
31 .INTAKE FAN OFF (PBL)
32 .INTAKE FAN FAULT (PBL)
1. MODE SELECT
2. START COMMAND BUTTON
2. Pump & Fan Run command
3. STOP COMMAND BUTTON
2. Pump & Fan stop command

4. FAULT RESET COMMAND
2. Pump & Fan fault reset

3.1.4 LOCAL CONTROL PANEL
1.VENT FAN #1 MODE SELECT

2. VENT FAN #1 RUN (PBL)
3. VENT FAN #1 STOP (PBL)
4. VENT FAN #1 FAULT (PBL)
5. VENT FAN #2 MODE SELECT
25. L.O PRIMING PUMP MODE SELECT
26. L.O PRIMING PUMP RUN (PBL)
27. L.O PRIMING PUMP STOP (PBL)
28. L.O PRIMING PUMP FAULT (PBL)
29. SPARE MODE SELECT
30. SPARE (PBL)
31. SPARE (PBL)
32. SPARE (PBL)
1. MODE SELECT
2. START COMMAND BUTTON
2. Pump & Fan Run command
3. STOP COMMAND BUTTON
2. Pump & Fan stop command

4. FAULT RESET COMMAND
2. Pump & Fan fault reset

3.2 OPERATION FLOW / BLOCK DIAGRAM

3.2.1 Engine start control flow
READY TO START CONDITION
1. TURNING MUST NOT BE

ENGAGED
2. ENGINE MUST NOT BE RUNNING
3. NO SHUTDOWN MUST BE
ACTIVATED
4.“STOP”MUST NOT BE
ACTIVATED
5. PREKUB. OIL PRESSURE(20min.
After stop)
READY TO START OK.
LOCAL REMOTE
LOCAL MODE REMOTE MODE

SELECTED SELECTED
Active Start Sol valve

Engine rpm Display
Active Start rpm = 158rpm
(Meter, Touch View)
start failure :
delay 5sec < Engine 50rpm
delay 10sec < Engine 210rpm
/blocked
Start check
Tacho Fail Timer
3.2.2 Engine stop control flow
STOP
No
MDU
No
No
ENG.RUN
SHUTDO
Yes WN
0.5 sec delay
No
Common Shutdown
0.5 sec delay
Active zero admission

to Governer
28
3.2.3 Generator C.B control flow
START
Engine No
Running?
Yes
Gen.voltage No
build up?
Yes
Gen.C.B No
opened?
Yes
Remote control No
available from
SWGR?
Yes
C.B trip Yes

status?
No
Engine Yes
Shutdown?
No
Gen.ready to load
29
Gen.ready
to load?
Yes
Yes
Main bus
power on?
No
Gen.ready to synchro?
Gen.C.B close command

Start 3sec.timer?
Synchro select s/w set to G1
Adjust speed /voltage
Gen.C.B
No
closed? Synch.ok?
Via check Ry
No
Gen.C.B closed Yes
Stop 3sec.timer?
No
3sec.timer
timeout?
Yes
Gen.C.B non-close alarm?
EXIT
30
3.2.4 Vent. Fan Run flow
START
AUTO MODE? No
Yes
Engine No
Running?
Yes
ON TIME No
5MIN ?
VENT.FAN 1
Yes RUN
No
ON TIME
2MIN ?
VENT.FAN 2
RUN
Yes
ON TIME No
2MIN ?
VENT.FAN 3
RUN
ON TIME No
2MIN ?
VENT.FAN 4
RUN
ON TIME No
2MIN ?
VENT.FAN 5
RUN
ON TIME No
2MIN ?
VENT.FAN 6
RUN
EXIT
31
3.2.5 Vent. Fan Stop flow
START
AUTO MODE? No
Yes
Engine No
stop?
Yes
OFF TIME No
3MIN ?
Yes
VENT.FAN All Stop
EXIT
32
3.2.6 Radiator 1st Run flow
START
AUTO MODE? No
Yes
Engine No
Running?
Yes
Engine LT No
TEMP. >=46℃?
Yes
No
Radiator RUNNIG
Hour CHEKC
yes
The smallest Running hour that
Run
EXIT
33
START
AUTO MODE? No
Yes
Engine No
Running?
Yes
Engine LT No
TEMP. >=48℃?
Yes
No
Radiator RUNNIG Hour
CHEKC
yes
The smallest Running hour that
Run
EXIT
34
START
AUTO MODE? No
Yes
Engine No
Running?
Yes
Engine LT No
TEMP. >=50℃?
Yes
Last Radiator Run
EXIT
35
3.2.9 Intake air fan flow
START
AUTO MODE? NO
YES
Engine YES
Running?
NO
Engine No
Stop?
Yes
T/C RPM No
=0 ?
Yes
Intake Air Fan Run
EXIT
36
3.2.10 J.W Preheating Pump flow
START
AUTO MODE? NO
YES
Engine YES
Running?
NO
Engine No
Stop?
Yes
H.T WATER AFTER No

ENGINE TEMP.< Start
Setting temp ?
Yes
J.W Preheating Pump Run
H.T WATER AFTER No

ENGINE TEMP.>Stop
Setting temp ?
Yes
No
J.W Preheater
Stop?
Yes
J.W Preheating
Pump Stop
EXIT
37
3.2.11 J.W Preheater flow
START
AUTO MODE? NO
YES
NO
J.W Preheating Pump
Run?
YES
PRESSURE No
SW ON?
Yes
H.T WATER AFTER ENGINE No

TEMP.< Start Setting temp ?
Yes
J.W Preheater Run
No PRESSURE No
H.T WATER AFTER ENGINE
TEMP.>Stop Setting temp ? SW OFF?
Yes Yes
J.W Preheater Stop
EXIT
38
3.2.12. LT Cooling Water Pump flow
START
AUTO MODE? NO
YES
Engine NO
Running?
YES
LT Cooling Water Pump Run
Engine No
Stop?
Yes
L.T Water before Engine Temp.

No
<Stop Setting temp ?
Yes
LT Cooling Water Pump Stop
EXIT
39
3.2.13 LO Priming Pump flow
START
AUTO MODE? NO
YES
Engine YES
Running?
NO
YES
Engine
Trip ?
NO
No No
Engine Stop? Engine Stop?
YES Yes
No
Engine Stop Time
= 24h
Yes
LO Priming Pump Run
No
Pump Running
Time
>= 2min ?
Yes
LO Priming Pump Stop
EXIT
40
3.3 CHECK POINT BEFORE PLANT START-UP
3.3 .1 VISUAL CHECK & CONTROL POWER ON
* Panel componment check to damage or missing item.

3.3 .2 Control aux. power( ac,dc) check.
1) TESTER : DIGTAL METER

2) Insulation resistance check for power cable

3.3 .2 Control aux. power( ac,dc) check.
2) Line check & Voltage(aux.480VAC) check by digital tester.
CHECK POINT
3) Line check & Voltage(UPS:220VAC) check by digital tester.
CHECK POINT
UPS-A1
4) Line check & Voltage(AUX:220VAC) check by digital tester.
CHECK POINT
CP-A1
5) Line check & Voltage(24VDC) check by digital tester.
CHECK POINT
CP-D1
3.3 .3 PLC Communication Cable
1) Ethernet communication cable check
Ethernet cable
connection
2) 485 MODBUS communciation cable check

PLC AGC
3.3 .3 Control Switch Position Check
1) EGCP
1. FUEL OIL SELECT : DO mode
2. SYNCHRO CONTROL: OFF
3 .ENG. CONT. MODE SELECT (LOCAL/REMOTE)
4 .FUEL OIL MODE SELECT (HFO/DO)
5 .ENG. CONTROL SELECT (STOP/START)
6 .GOV. CONTROL SW. (LOWER-RAISE)
7 .AVR CONTROL SW. (LOWER-RAISE)
8. LOAD CONT. MODE SW. (MENU-SEMI-AUTO)
2) GIP
1. MAGNETIC LATCH MAN. CONTROL : AUX.
2. MAGNETIC LATCH MODE CONTROL : MANU.

3) AEU MCC & AUX. LCP
CONTROL MODE : LOCAL
* Sequence of Panel control power On
1. Main MCCB power on
2. MCCB-3 power "ON”
3. TR Chang voltage (480BVAC ==>220VAC)
4. Line check & Voltage(AUX.:220VAC) check by digital tester
5. AUX. power on for CP-A1
6. CP-A2~A11 all power on
7. UPS Power for CP-UPS1
8. AC/DC Convertor power on check
9. Line check & Voltage(DC.:24VAC) check by digital tester
10. CP-D1~D19 all power on

3.3 .4 Control Power ON
1. Main MCCB power on
2. MCCB-3 power "ON"
3. TR Chang voltage (480BVAC ==>220VAC)
4. Line check & Voltage(AUX.:220VAC) check by digital tester
5. AUX. power on for CP-A1
6. CP-A2~A11 all power on
7. UPS Power for CP-UPS1
8. AC/DC Convertor power on check
9. Line check & Voltage(DC.:24VAC) check by digital tester
10. CP-D1~D19 all power on

3.4 START & STOP
1)LOCAL MODE ENGINE START
1. Engine control Mode select sw.
==> Local Mode (Left turn)
2. Aux MCC/ AEU MCC Panel select Switch
==> Remote mode (Light turn)
3. Touch view Utility page auto mode check
==> Auto mode
4. Engine control select sw. ( STOP / START )
==> Start
5. engine starting
==> Running
6. GOV control sw. ( Lower / Raise )
==> Control for Engine RPM

2) REMOTE MODE ENGINE START ( OUT OF SCOPE)
1. Engine control Mode select

sw.
==> Remote Mode (Right turn)
2. Aux MCC/ AEU MCC Panel

select Switch
==> Remote mode (Right turn)
3. Touch view Utility page auto

mode check
==> auto mode
4. Remote Engine start

command
==> Start
5. engine starting
==> Running
3) LOCAL MODE ENGINE STOP
===> Local Mode
2. Engine control select sw. ( STOP / START )
==> STOP
3. Engine stopping
==> stop
4) REMOTE MODE ENGINE STOP (OUT OF SCOPE)
===> Remote Mode
2. Remote Engine stop command
==> Stop
3. engine stopping
==> stop
3.5 MONITORING (TOUCH )
TOUCH SCREEN
The alarm and shutdown status display
EGCP status monitoring
Analogue value display
Engine control & ready to start condition display
Generator status display
AUX. Control & status display
53
3.5.1 Analog overview 1) OVERVIEW SCREEN
1. The alarm and shutdown status display
2. Analogue value display

a. Alarm status monitoring
3. Touch screen display mode select tab

2) GENERATOR OVERVIEW SCREEN
③
①
④
② ⑤
1. ACB trip status display

2. Engine running hour monitoring
3. Main bus power voltage / Hz display
4. Generator power voltage / current / Hz display
a. Voltage monitoring
b. Current monitoring
c. Pf monitoring
d. Hz monitoring
d. Kw monitoring
d. Kwh monitoring
5. Start /Stop counter display
3) ENG./GEN. CONTROL SCREEN
③
①
②
④
1. Engine control & ready to start condition display

a. Safety start enable lamp condition ON and engine start command
b. Lamp color : green - good , other color - bad
c. Mode selected
► Local : In engine starting box, engine control enable.
► Remote : In engine control panel, engine control enable
► Blocking : Engine Control Impossible
d. Engine START / STOP command button
e. Engine speed display
f. Engine ready to start condition monitoring
2. Fuel mode control & selection
a. H.F.O /DO mode
b. Pre. Lube oil pump control
c. FO/ LO Pressure and temp. display
3. Generator status display
a. Value of generator unit & bus-bar display
b. ACB open / close command button
c. Mode selected display
► manu. : Manual control
► semi_auto : Enable droop load sharing with older generator without control
facilities and a droop higher than the available value on the newer
generator’s governor ( special function, seldom used).
► Auto : Enable droop load sharing with older generator without control
facilities and a droop higher than the available value on the newer
generator’s governor ( special function, seldom used).
Engine auto start
4. Generator status & panel control function
a. Alarm stop or reset button
b. Lamp test button

4). FUEL OIL SYSTEM SCREEN
1. F.O system display

a. HFO/DO display
► FO inlet press. & temp. display
5) LUBE OIL SYSTEM SCREEN
1. L.O system display

a. L.O inlet press. & temp. display
b. Pump status display
► RUN : Green
► STOP : Red
► FAULT : Yellow
6) COOLING WATER SYSTEM SCREEN
1. L.T water inlet temp & H.T water outlet temp. display
2. Radiator status display

► RUN / STOP / FAULT
7) EXH. GAS T/C SYSTEM SCREEN
1. EXH. Gas cylinder temp. display

8) ENGINE SHUTDOWN ALARM SCREEN
① ②
1. Generator trip alarm list
2. Engine shutdown alarm list

9. GENERATOR TRIP ALARM LIST SCREEN
① ②
1. Alarm trig, data and message screen

2. Function button
a. START : Alarm list start
b. UP : Move alarm list upward direction
c. Down : Move alarm list downward direction
d. ACK : Select alarm list acknowledge
e. ACK ALL : Total alarm list acknowledge
f. CLR ALL : Total alarm list deleted
g. CLR : Select alarm list deleted
h. EXIT : Out of alarm screen
3. Alarm setting screen move button
10) UTIL CONTROL WINDOWS (1/3)
1. Utility pump & fan control screen
a. LT COOLING WATER PUMP / J.W PRE HEATER /

L.O PRIMING / INTAKE FAN status display
* Status display
* Command Button
► AUTO / MANUAL, RUN / STOP / RESET
1. Ventilation fan control screen
a. Ventilation fan status display
* Status display
* Command Button
1. Radiator control screen
a. Radiator status display
* Status display
* Command Button
3.6 CONNECTION (PANEL TO PANEL)
3.6.1 EGCP TO GIP

3.6.2 EGCP TO AEU

3.6.3 EGCP TO AUX. LCP

5. RADIATOR
TOTAL PAGE : ( 62 ) SHEETS WITH COVER
PURCHASER :
STX HEAVY INDUSTRIES CO.,LTD.
PROJECT NAME : EI RENTAL CPP PROJECT LOCATION : COLUMBIA
JOB NO. : 2012-EI-006-01
OPERATING & MAINTAINANCE MANUAL

FOR
RADIATOR
STX HEAVY INDUSTRIES CO.,LTD.
□ APPROVED
□ APPROVED WITH COMMENT
□ NOT APPROVED & RESUBMIT
AUTHORIZATION TO PROCEED DOES NOT RELIEVE
THE VENDOR OF RESPONSIBILITY OR OBLIGATION

UNDER THE REQUIREMENTS OF PURCHASE ORDER
APPROVED BY DATE .
0 19-Jul-12 FOR APPROVAL K. H. JIN H. S. NAM
REV. DATE DESCRIPTION PREPARED BY REVIEWED BY APPROVED BY
Tong Yang Group DOC. NO. : VP12EAF16-011

TONG-YANG T.S. FTTC W/O NO. : 12EAF16
Gunsan, Korea
INSTRUCTION MANUAL DATA : 2011.11.10
RADIATOR
FOR REV. NO. : A
COOLER
O&M PAGE : 2 / 10
REVISION INDEX
Rev Date Description

A 2012-07-18 Issue For Approval
A Issue For Approval 2012-07-18 K.H.JIN - H.S.NAM

Rev. Description Date Prepared By Checked By Approved By
REV : A
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FOR REV. NO. : A
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- CONTENTS -
1. GENERAL
2. STORAGE INSTRUCTIONS
2.1 Storage Instructions for Unassembled Parts
2.2 Storage Instructions for Assembled Parts
3. ERECTION AND ASSEMBLY INSTRUCTIONS FOR RC
3.1 Foundation Work
3.2 Installation of Tube Bundle
3.3 Installation of Rotating Equipments
4. OPERATIONAL INSTRUCTIONS
4.1 Safety Guide
4.2 Start-Up
5. INSTALLATION PROCESS
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INSTALLATION MANUAL AND DATA FOR ROTATING EQUIPMENTS

1. GENERAL
The instruction constitutes a guidebook for Radiator Cooler( RC ). All persons who are involved
in RC related activities such as installation, maintenance, operation, and repair work must read and
understand contents of the book, and comply with the instructions all the time.
2. STORAGE INSTRUCTIONS
2.1 Storage Instructions for Unassembled Parts
1) Tube Bundles, Ladder & Rotating Parts.

• Bundles should be stored in a level position off the ground, with adequate protection from
the elements, mud, rain and etc.
• Fan rings must be covered, preferably with plywood.
• All exposed nozzles must be covered.
• Care should be exercised to prevent any physical damage to the bundles.
2) Instruments
• All instruments (Temp. Gauge, RTD sensor, Valve and etc.) must be kept in a dry, well
ventilated storage area until ready for installation.
3) Leg Members
• All steel members should be stored in an area where any physical damage can be avoided.
4) Miscellaneous Hardware
• All bolts, nuts, washers and etc. should be stored in a dry, well ventilated area until ready for
use.
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2.2 Storage Instructions for Assembly Units
1) Tube Bundles
• The tube bundles are hydrostatically tested with demineralised water or air. Then, the
bundles are sealed with blind gaskets, pressured with nitrogen gas and shipped accordingly.
• For a storage period up to 45 days, bundles should be thoroughly drained and hard board
covers taped over nozzle openings.
• For storage periods longer than 45 days, bundles should be thoroughly drained, nozzle
openings sealed with gasket blinds and bundles purged and pressured with nitrogen to 5
psig.
2) Mechanical
• During assembly in our shop remote grease lines will be filled, connected to bearings and
bearings filled allowing surplus grease to accumulate in bearing cavities for moisture-
proofing. Light weight plastic sheeting will be taped tightly to the shaft just above the
bearing to prevent accumulation of condensation or rain-water. The plastic sheeting will be
taped in such a manner as to permit shaft rotation and should be left in place until
equipment is placed in operation.
• Motors will be wrapped with light plastic sheeting to prevent entry of rainwater into bearing
and motor cavities. Sheeting will be tightly taped to prevent removal by wind during transit
yet loose enough to permit shaft rotation. The plastic cover should be left in place during
storage and until unit is put in operation. If units are to be stored for more than 45 days,
motors should be removed immediately and stored in a weather-poof area. If units are to
be stored more than 45 days, sheaves should be protected preferably with a lacquer or
plastic coating applied to the grooves to prevent corrosion. Exposed machine surfaces
should be lightly coated with a rust preventative. If units have gear drives, gears should be
filled with recommended lubricant to minimize interior corrosion.
3. ERECTION AND ASSEMBLY INSTRUCTIONS FOR RC

Before erection work, review General Arrangement drawings, all assembly drawings and Data.
3.1 Installation of tube bundle
1) Bundle loading and unloading

Bundle should be handled with shackle and lifting beams when they are loaded. These
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bundles are consisted of fragile aluminum fin tubes. Please consult figure 2 for the lifting
method. (Please check the Shipping & Handling procedure)
Fig.2
2) Transportation
Bundles should be transported one bundle at a time. Never stack two or more bundles
even if they may be small in size. Please consult figure 3.
Fig. 3
3) Lifting and moving

Bundle should be lifted and moved a crane. If using a crane move bundle, it shall be
protected from corrosion and physical damage
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Fig. 4
4) Bundle protection
One should not walk on the bundle top. If walking on the bundle is unavoidable during
installation, the bundle should be protected by covering plywood of thickness larger than
or equal 12mm thick. If plywood alone appears to be insufficient, place pipes underneath
the plywood with proper space.
Fig. 5
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3.2 Installation of rotating equipments
1) The rotating parts such as fan, motor shaft unit with support. Detail assembled procedure
of rotating parts shall be referred to the separated sheets.
2) Check of roundness
Before finishing of fixing fan ring, measure eight points along the circumference to fan
ring radius from center of fan shaft, and check the perpendicularity of fan shaft, if
tolerance is within limitation as shown in API 661 Para. 7.2.3.6.
0° RADIAL CLEARANCE
Radial clearance
Fan diameter 315 ° 45°
Minimum Maximum BLADE
1.0m and up to 3.0m 6 mm 13mm

270 ° 9 0°
( 3ft and up to 9ft ) (1/4 inch) (1/2 inch)
FAN RING
over 3.0m and up to 6 mm 16mm
3.5m (1/4 inch) (5/8 inch)
225 ° 135 °
(over 9ft and up to 11ft)
18 0°
over 3.5m 6 mm 19mm
(over 11ft) (1/4 inch) (3/4 inch)
Table 1 - Radial clearance Radial
clearance
3) Shaft alignment
a. Misalignment of drive results in unequal tension and edge wear. Consequently, Shaft
alignment should be proved with a straight edge and shafts checked to assure
parallelism. On longer center distance drives because of the belt’s tendency to run
against one flange of the driven Shaft – it is often advisable to off-set the driven Shaft
slightly to compensate.
b. It is important that the frame supporting the Shafts be rigid at all times. A non-rigid
frame causes Shafts misalignment in operation.
4) Mounting grease
a. Grease should be field bent for the purpose of accurate fitting.
b. Alien substance such as sand, rubbish and dust in the grease piping should be
thoroughly removed.
c. If the forming of grease was performed by frame, some scale will be made in the pipe.
These scales should be thoroughly removed by acid cleaning or other method.
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4. OPERATIONAL INSTRUCTIONS
4.1 Safety Guide
1) Specification sheet for equipments

The operator should abide by the operation range given in the Specification Sheet.
Whenever the need rises to operate any equipment outside of the specified range, the user
must contact the supplier, FTTC, prior to take action. Wrong operation may damage some of
the equipments. The specifications and operation method for individual equipments are given
in the Specifications for equipments.
2) Safety instructions
Do not work while electricity is on. Please make sure no motors and fans are in operation
during any repair work. Under no circumstances, open access gate in the fan guard while fan is
in operation. The moving parts such as fans may cause serious personnel injury. Make sure
that no tools are left behind after repair work. Also clean up any debris such as piece of vinyl,
boxes, woods and metal pieces under the fan and its vicinity. After everything is cleaned and
no personnel is inside fan guard, one can proceed to go back in operation.
Do not touch the tube surface on bare hands when a live steam flows in the tube. The
surface temperature is hot enough to get personnel injury. The repair worker must abide by
appropriate regulations. The proper maintenance prevent personnel from injury and extent the
equipment life as well.
3) Check lists before operation

• Check all lubrication parts.
• Make sure all control gages and probes function as intended.
• Check all moving parts are properly installed and make sure that they are installed within
allowable tolerances.
• Check manually if any fan blade touches any surface. Check any blade fastening bolts are
loosened. If loosened them, tight them before operation.
• Check if fan belts are in proper tension (if applicable).
• Rotate fan blade manually and see if any loose points.
• Check blade tip clearance. Rotate fan manually pulling a blade. Measure the blade tip
clearance at different locations. Select a blade and measure the clearance at so many
locations while moving around fan ring.
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• Check if any personnel are nearby fan. Also check if there is any flyable debris or any tools
left behind during installation.
• Bundle frame to Header must be loose bolted for thermal expansion before running of RC.
• Turn on power in few second and check whether the fan rotate in correct direction. If fan
rotate opposite direction, change the wire connection.
4.2 Start-Up
1) Start fan driver and check driver as outlined in manufacturer's instructions.
2) Check unit for excessive vibration.
3) Drive units
• Fan for several hours; Check driver and bearings carefully for abnormal heating. During this
period, check driver-output power and adjust fan blade pitch to load driver if necessary.
• Tighten belts (Belts may continue to stretch during the first 30 days of operating requiring re-
tensioning).
REV : A
6. INTAKE AIR FILTER
POS NO 2012-COLOMBIA E.I-001
stx
Revision NO 0
Heavy Industries Co.,Ltd Revision Date JUN.25.2012.
Page A4 / 9
10. OPERATION & MAINTENANCE
0 JUN,25.2012. for approval G.M L.H.Y G.M L.H.Y
Rev. No Issued date Description Written by Checked by Reviewed by Approved by
SECTION REMARK.
Mechanical ○
Electrical ○
Painting
G.M Clean tech Co., Ltd
10. OPERATION & MAINTENANCE GUIDE
A. INERTIAL FILTER
A - 1. PERFORMANCE PROPERTY OF FILTER
DUST WITH WEIGHT & VELOCITY IS DISCHARGED
BY BLEED FLOW.
RELATIVELY LIGHT & CLEAN AIR IS SUCKED
INT INTO THE INSIDE OF BLADE BY PRESSURE
* DUST IS DISCHARGED AUTOMATICALLY
BY BLEED FAN
A - 2. NOTANDUM DURING OPERATION
a. AS THE SUCTION VELOCITY IS VERY HIGH, IT IS NOT ALLOWED TO PUT THE OBJECT THE SUCTION AREA.
b. THE FOREIGN BODY SHOULD BE QUICKLY REMOVED WHEN IT IS ADHERED TO SCREEN OF SUCTION PORT.
c. TAKE CARE TO THE BIG IMPACT FROM OUTSIDE.
d. BE SURE TO REMOVE THE INSIDE DUST BY OPERATING BLEED FAN IN CASE OF RUNNING
AFTER LOG TERM OF SHUTDOWN
* BASICALLY THE BLEED FAN SHOULD BE OPERATED APPROX. 30 SECONDS PRIOR TO ENGINE OPERATION.
A - 3. CONSERVATION
a. WHEN THE HIGH DENSITY OF DUST OCCURS OUTSIDE, SWEEP AWAY THE DUST
BY AIR AFTER REMOVE THE SCREEN
b. IN CASE OF CLEANING THE CELL, BE CAREFUL NOT TO CLEAN THE LIQUID CONTAINING OIL
c. WHEN BLEED FAN STOP RUNNING, PLEASE CHECK IF THE BLEED FAN IS COMPLETELY HALTED
TO PREVENT DUST FROM BACKRFLOW

A - 4. MAINTENANCE
a. REPLACE CELL IN CASE IT IS IMPOSSIBLE TO CLEAN BY AIR DUE TO HEAVY CONTAMINATION

B. BLEED FAN ( BLEED FAN SHOULD BE OPERATED 30 SECONDS PRIOR TO ENGINE)
B- 1. OPERATION & CHECK POINT
1- a. GREASE FILLING
ㅡ CHECK OF GREASE FILLING BETWEEN BEARING INNER RING & OUTER RING
ㅡ GREASE NIPPLE CHECK
ㅡ CHECK THE SPILL OF NEWLY FILLED GREASE FROM GREASE OUTLET.
ㅡ GREASE RE-FILLING AFTER LONG TERM OF STOP EQUIPMENT
1- b. POWER CONNECTION
ㅡ OPEN THE TERMINAL BOX OF MOTOR AND CHECK THE WIRING STATUS PER THE
NAMEPLATE
ㅡ WIRE FIX FROM MOTOR TO CONTROL PANEL & CHECK OTHER POINT
ㅡ WIRING CONTROL PANEL & CHECK EACH POINT
ㅡ INSPECTION WITH THE MOTOR CIRCUIT
ㅡ CHECK VOLTAGE SUPPLY STATUS AT EACH PHASE THE CLOSEST TO MOTOR
1- c. VOLTAGE
ㅡ MEASURE MULTI-TESTER OR VOLTAGE GAUGE & NO UNBALANCE BETWEEN EACH PHASE
ㅡ SHOULD BE WITHIN ±5% OF RATED VOLTAGE
ㅡ COMPARE & CHECK VOLTAGE BETWEEN MOTOR & WIRING LINE
1-d. OTHERS
ㅡ DAMPER OPEN/ CLOSE OF SUCTION & DISCHARGE PORT DUCT LINE
AND CANVAS FITTED STATUS
ㅡ CHECK THE DUST INVASION BY ACCESS DOOR
ㅡ REMOVE THE INTERFERENCE AROUND THE EQUIPMENT
ㅡ CHECK THE OPERATION WHEN THE AUTOMATIC GREASE LUBRICATOR IS INSTALLED

B- 2. HOW TO OPERATE OPERATIONAL S/W IN ORDER TO START UP
2- a. BEFORE OPERATION
ㅡ MAIN S/W ON.
ㅡ N. F. B. S/W ON
ㅡ SUCTION DAMPER CLOSE.
ㅡ OPERATE S/W FIRST 2~3 SECOND & CHECK ROTATION DIRECTION,
THE INVASION OF FOREIGN MATTER
ㅡ AFTER CHECKING ROTATION DIRECTION, MAKE A NORMAL OPERATION BY OP. S/W
ㅡ GRADUALLY OPEN SUCTION DAMPER
2- b. CHECK POINT DURING NORMAL OPERATION
ㅡ CHECK IF THE OPERATING CURRENT IS BELOW THAN THE RATED CURRENT
WHEN IT IS OVER 100% OF RATED CURRENT, FIND OUT THE SOLUTION WITH OP S/W OFF
-WHEN IT IS BELOW 30% OF RATED CURRENT, CHECK IF DAMPER IS CLOSED OR
FOREIGN BODY INVASION INTO THE INSIDE OF THE EQUIPMENT.
ㅡ ABNORMAL VIBRATION & NOISE STATUS CHECK
ㅡ TEMPERATURE CHECK OF BEARING & MOTOR
ㅡ ANTI-VIBRATION & FOUNDATION FIXING STATUS CHECK
ㅡ DUCT VIBRATION STATUS CHECK
2- c. STOPPING EQUIPMENT WHEN OPERATION IS FINISHED
ㅡ OPERATION S/W OFF.
ㅡ N. F. B. S/W OFF.
ㅡ MAIN S/W OFF.
ㅡ DAMPER CLOSE
ㅡ CONNECTION STATUS BETWEEN SUCTION, DISCHARGE PORT & CANVAS
ㅡ TEMPERATURE CHECK OF BEARING & MOTOR
ㅡ ANTI-VIBRATION & FOUNDATION FIXING STATUS
* OP. S/W, NFB, MAIN S/W, OR CLOSEST S/W SHOULD BE SHUT OFF IN EMERGENCY.
10. OPERATION & MAINTENANCE GUIDE LINE
C- 1. CAUSE & MEASURES (1)
STATUS CAUSE MEASURES
FAN CENTER UNBALANCE CHECK THE INSTALLATION STATUS
FOREIGN MATTER INSIDE THE FAN DUST REMOVE FROM ACCESS DOOR
BAD ASSEMBLY FASTENING BOLT & NUT

CONTACT BETWEEN ROTATOR & STATIONARY CONTACT POINT RE-TOUCH OF SAFETY COVER
NOISE &
IMPELLER UNBALANCE IMPELLER BALANCING
VIBRATION
BAD ASSEMBLY OF CANVAS & DUCT REPLACE & CORRECTION
BEARING DAMAGE BEARING REPLACE
FOREIGN MATTER AT IMPELLER DUST REMOVE FROM ACCESS DOOR
IMPELLER DAMAGE IMPELLER REPLACE

FOREIGN MATTER AT IMPELLER DUST REMOVE FROM ACCESS DOOR
IMPELLER DAMAGE IMPELLER REPLACE
BAD ASSEMBLY OF CANVAS & DUCT REPLACE & CORRECTION
LACK OF AIR
BAD OPERATION OF DAMPER CHECK OF OPERATION DAMPER
VOLUME
HIGH PRESSURE LOSS DAMPER ADJUSTMENT
FOREIGN MATTER INSIDE THE FAN DUST REMOVE FROM ACCESS DOOR
COUNTER ROTATION CHECK OF ROTATION DIRECTION
S/W & CIRCUIT BREAKER CAPA FAULT USE OF CERTFIED PRODUCT & SUPERIOR LEVEL
S/W & CIRCUIT BREAKER CONTACT FAULT CONTACT POINT RE-TOUCH & REPLACE
OPEN PHASE CIRCUIT BREAKER, SWITCH WITHDRAW WIRE JUCTION
VOLTAGE DROP WIRE DIA. & LENGTH, INQUIRY TO ELECTRIC CO.,
OVER LOAD INSIDE & OUTSIDE OF EQUIPMENT & DUCT SYSTEM INSPECTION
STANDSTILL
HIGH FREQUENCY OF MOVE DOWN THE FREQUENCY OF MOVE
HIGH MOMENT OF INERTIA IMPELLER CHECK & TIMER VALUE INCREASE
POOR WIRING RE-WIRING PER NAMEPLATE OF MOTOR

IMPAIR OF MOTOR REPLACE MOTOR & COIL REPAIR
WRONG POWER SUPPLY TRANSFORMER CHECK AFTER CHECKING VOLTAGE

C- 2. CAUSE & MEASURES (2)
STATUS CAUSE MEASURES
ABNORMALITY AT DUCT SYSTEM CHECK DUCT INSIDE & SWITCH

EXCESS AIR
LOW -PRESSURE LOSS DAMPER ADJUSTMENT & RPM CORRECTION
VOLUME
ASSEMBLED STATUS OF OVERALL LINE CHECK CONNECTING POINT
ILL FITTED BEARING FIX BOLT FASTENING AFTER RE-ASSEMBL BEARING
SHAFT DAMAGE SEVERE IMPACT ON SHAFT SHAFT REPLACE
INTENSIVE WEAR OF BEARING BEARING & SHAFT REPLACE
GREASE INSUFFICIENCY SUFFICIENT LUBRICATION
INTERFERENCE OF ROTATOR CONTACT POINT RE-TOUCH BETWEEN ROTATOR & STATIONARY
DAMAGE OF INNER RING OF BRG. BEARING REPLACE

BEARING
FOREIGN MATTER INVASION CLEANING & REPLACE
ABNORMALITY
BAD INSTALLATION REASSEMBLY
OUTSIDE SHOCK REPLACE
UNBALANCE OF ROTATOR BALANCING
WRONG POWER SUPLY TRANSFORMER CHECK AFTER CHECKING VOLTAGE
PHASE OPEN CIRCUIT BREAKER, SWITCH WITHDRAW WIRE JUCTION

MOTOR
WRONG WIRING RE-WIRING PER NAMEPLATE OF MOTOR
ABNORMALITY
OCCURRENCE OF HEAT VENTILATION ARRANGEMENT & BELT TENSION RE-ADJUSTMENT
DAMAGE OF INSIDE COIL REPLACE AFTER CHECH EARTH

10. OPERATION & MAINTENANCE
D-1. PRE-FILTER CHECK PERIOD
SURROUNDING HUMIDITY CHECK INSPECTION

DIFFERENTIAL
CLEAN NO ONE TIME/ 3 WEEKS
GAUGE
RELATIVELY CLEAN ONE TIME/ 2 WEEKS
LOW PARTICULATE MATTER NO ONE TIME/ 1 WEEKS
HIGH PARTICULATE MATTER TWO TIMES/ 1 WEEK
CLEAN & HUMIDY

ONE TIME/ 1 WEEKS
RELATIVELY CLEAN & CONTACT WITH WATER DROP
D-2. PRE-FILTER REPLACENT PERIOD
SURROUNDING HUMIDITY DIFFERENTIAL GAUGE REPLACEMENT
CLEAN
NO
RELATIVELY CLEAN
LOW PARTICULATE MATTER 1.5~1.8 TIMES OF

NO INITIAL STATIC REPLACE FREQUENTLY
HIGH PARTICULATE MATTER PRESSURE
CLEAN & HUMIDY
RELATIVELY CLEAN & CONTACT WITH WATER DROP

D-3. PRE FILTER REPLACEMENT
(1) SHALL REPLACE PRE FILTER MEDIA DIFFERENTIAL GAUGE INDICATES 1.5~1.8 TIMES OF INITIAL STATIC PRESSURE
(2) BEFORE REPLACING PRE FILTER MEDIA, PREPARE MEDIA FOR SPARE PART.
(3) DISMANTLE BOLT OF HANDLE BY USING ELE.DRILL & DRIVER
(4) PULL FORWARD PRE FILTER (PULL OUT THE REST OF FILTER WHEN IT APPEARS THE HALF OF TOTAL LENGTH)
(5) REPLACE NEW PREPARED MEDIA.
(6) ASSEMBLY IS MADE IN REVERSE ORDER OF DISMANTLE
(7) USABLE 1~3 TIMES BY USED MEDIA AFTER CLEANING BY WATER OR AIR
7. COOLING WATER PUMP
INSTRUCTION MANUAL Rev. 3
INSTALLATION, OPERATION & MAINTENANCE MANUAL
FOR SINGLE STAGE CENTRIFUGAL PUMP (HES)
HYOSUNG GOODSPRINGS,INC.
CONTENTS
Introduction
0. General
0.1 Transport
1. Erection
1.1 Foundation
1.2 Installation
1.3 Alignment of Pump and Driver
1.4 Connecting the Piping
1.4.1 Auxiliary Connections
1.4.2 Vacuum Balance Line
1.4.3 Minimum Flow
1.5 Coupling Guard
1.6 Final Check
2. Commissioning, Start-up, Shut-down
2.1 Preparation prior to Commissioning

2.1.1 Lubricants
2.1.2 Shaft Seal
2.1.3 Priming the Pump and Checks to be carried out
2.1.4 Checking the Direction of Rotation
2.2 Switching On
2.3 Switching Off
3. Maintenance and Lubrication
3.1 Supervision of Operation

3.2 Lubrication and Lubricant Changes
3.2.1 Lubrication
3.2.2 Grease Changes
ii
3.2.3 Oil Changes
4. Special Instructions and Recommendations
4.1 Basic Instructions and Recommendations

4.2 Dismantling
4.2.1 Shaft Seal
4.2.1.1 Soft-packed Stuffing Box
4.2.1.2 Dismantling of Mechanical Seal
4.2.1.3 Bearings
4.3 Reassembly
4.3.1 Assembling the Mechanical Seal
4.4 Exploded View and List of Components
5. Operating Troubles
6. Storage
1/22
Introduction
This instruction manual is intended to assist those involved with the installation, operation,
and maintenance of HGSModel HES pumps.
It is recommended that this manual be thoroughly reviewed prior the installing or performing
any work on the pump or motor.
0. General
Your centrifugal pump will only give trouble free and satisfactory service on condition that it
has been carefully erected and properly maintained. We cannot accept responsibility for any
damage ensuing from failure to observe the recommendations contained in the present
instruction manual.
The same applies if the pump or pumps are made to operate under operating conditions
which differ from those specified in our Confirmation of Order.
During the validity period of our guarantee, the pump should only be dismantled, either
wholly or partially, after previous receipt of our consent to such dismantling.
The site management is responsible for drawing the attention of our erection staff to any local
safety regulations which are in force, before erection commences.
0.1 Transport
When handling the complete pumping set on arrival, sling the ropes under the pump and
motor as illustrated in Fig1. (and not in the eyebolt of the motor)
Fig1. Pump and driver mounted on combined base plate
2/22
1. Erection
1.1 Foundation
Remove the pump & motor although the pumping set is mounted on the base plate.
Then foundation bolts should be suspended in the base plate.
1.2 Installation
For silent running, the base plate can be mounted on vibration – absorbent mountings,
and compensators can be fitted between the pump and the suction and discharge lines.
The pump should be leveled up with aid of a spirit level (placed on the shaft / discharge
nozzle) when it is placed on the foundation.
The correct coupling gap between the two coupling halves, as shown on the installation
drawing, must be observed. Shims should always be inserted in the immediate vicinity of the
rag bolts (to the left and right of the bolt), between the base plate / foundation frame and the
foundation.
If the distance between foundation bolt holes exceeds 800mm, additional shims should be
inserted at the centre. All shims should lie flush. The level tolerance should be within
0.1mm / m on the machined surface of the base plate.
Fig. 2 Provision of necessary shims
Grout in the foundation bolts. When the mortar has firmly set, the foundation set, the
foundation bolts should be tightened firmly and evenly.
In the case of base plates which do not have an aperture for pouring in the grout, only the
foundation bolts should be grouted in.
When grouting in the base plate (after alignment, see section 1.3) use a non-shrinking mortar
as far as possible and make sure that no cavities subsist.
3/22
1.3 Alignment of Pump and Driver
Assemble the pumping set on base plate.

The pumping set can be considered correctly aligned if a straight edge placed axially over
the two coupling halves exhibits the same distance from the two stub shafts at all points
around the periphery. In addition, there should be the same gap between the two coupling
halves at all points around the periphery, the measurement being effected from the same
measuring point in all cases. This is effected with the aid of feelers, a gauge or a dial
micrometer (see Figs. 3).
Fig.3 Coupling alignment with the aid of a gauge and a straight edge
Two coupling halves at all point around the periphery, the measurement being effective the
maximum permissible radial and axial deviations between the two coupling halves not
exceed 0.04mm.
4/22
1.4. Connecting the Piping
On no account should the pump be used as an anchorage point for the piping.
The suction lift line should rise towards the pump, whilst the positive suction head line should
slope downwards towards the pump. The piping should be anchored close to the pump, and
connected to the latter without transmitting any stresses or strains. The weight of the piping
must be loaded onto the pump. The nominal sizes of the pipelines must be at least equal to
those of the pump nozzles. Non - return valves or check valves (reflux arresters) and
isolating valves should be provided as required by the nature of the installation and of the
pump. Any thermal expansion of the piping must be compensated by suitable means, so as
not to transmit any undue loading onto the pump.
1.4.1 Auxiliary Connections

The auxiliary connections required on your pump (cooling, heating, sealing liquid, flushing
liquid etc.) are indicated on the installation drawing or piping diagram respectively, both as
regards sizes and locations.
1. Strainer holder
2. Fine strainer
3. Perforated sheet
Fig. 4 Conical strainer in the suction line
1.4.2 Vacuum Balance Line

When pumping liquid out of a vessel under vacuum, it is advisable to install a vacuum
balance line. This line should lead back into the suction vessel at point above the highest
permissible liquid level. An additional line connected to the pump discharge nozzle facilitates
venting to the pump before start - up.
5/22
A. Main isolating valve R. Check valve

B. Vacuum balance line v. vessel under vacuum
C. Isolating valve Z. Intermediate flange
E. vacuum-tight isolating valve
Fig 5. Suction line and vacuum balance line
1.4.3 Minimum Flow

If the nature of the installation includes the likelihood of operation against a closed discharge
valve, it will be necessary to provide a manually - actuated bypass or a permanent by-pass,
or alternatively an automatic leak-off valve combined with non-return valve (automatic
recirculation valve).
1.5 Coupling Guard

In compliance with the accident prevention regulations, the pump may only be operated if it is
fitted with a coupling guard. If the customer states specifically that this coupling guard is not
to be supplied by us, it must be provided by the pump operator.
1.6 Final check

Check the alignment once more, as described in section 1.3. It must be possible to rotate the
pump rotor without effort by hand at the coupling.
6/22
2. Commissioning, Start-up and Shutdown
2.1 Preparations prior to Commissioning
2.1.1 Lubricants
Grease - lubricated bearings

The ZZ type bearing doesn't need recharging grease but ZC3 type needs it.
Refer to the following table.
Model Bearing Type

HES32-125 ∼ HES32-250
HES40-125 ∼ HES40-250
HES50-125 ∼ HES50-250 6305ZZ
HES65-125 ∼ HES65-200
HES80-160
HES 40-315, HES50-315
HES 65-250, HES65-315
HES 80-200 ∼ HES80-315
6307ZZ
HES100-160 ∼ HES100-315
HES125-200 ∼ HES125-250
HES150-200 ∼ HES150-250
HES 80-400, HES100-400
HES125-315, HES125-400 6311ZZ
HES150-315, HES150-400
HES125-500, HES150-500
HES200-250 ∼ HES200-500
6411ZC3
HES250-300 ∼ HES250-330
HES300-340 ∼ HES300-360
HES250-400, HES250-500
6413ZC3
HES300-400, HES300-500
Procedure (for ZC3 type bearings)

1. Lubricated bearings are already pre-packed with grease before dispatch.
2. The grease can be used for 2 years when pumps are operated for 8 hours. In the opposite
case, over 8 hours, recheck its quantity every year.
7/22
NOTE:
If grease is overcharged, the temperature rise of the bearings will be caused.

If a user wants to change current grease to another type of one, he or she must quench old
grease in bearings then recharge new grease.
3. Conduct the bearing over-hall every two years. Remove old grease and recharge new one.
Insert grease into the pump bearings until it is filled like the following figure.
4. The grease specification recommended in the following table. Use them or equivalent
quality of grease.
No. required Lubrication Period Maker

• SHELL-ALVANIA2
2 Grease 2times per year • GULF-GULF CROWN No.3
• CALTEX-MOBILUX2
5. For the required quantity to recharge, please refer to the following table.
Bearing Spec. Quantity

6305ZZ N/A
6307ZZ N/A
6311ZZ N/A
6411ZC3 150 g
6413ZC3 250 g
8/22
Oil - lubricated bearings
The bearing bracket should be filled with HD20 QUALITY oil.

Procedure:
Unscrew vent plug. Hinge down the reservoir of the constant level oiler, and fill in oil through
the vent aperture at the top of the bearing bracket until the oil level reaches the vertical
portion of the connection elbow (Fig.6). Then fill the reservoir of the constant level oiler with
oil and snap it back into operating position (vertical).
Replace vent plug. After a short time, check whether the oil level has sunk in the reservoir.
The reservoir should always be kept filled. If the vent plug is inaccessible or difficult to get at,
e.g. if the motor is installed on top of the pump in "piggyback" fashion, the oil can be filled in
through the connection elbow of the constant level oiler.
Fig. 6 Oil fill
Caution: The oil level should always be situated below the vent slot arranged at the top edge
of the connection elbow, and this slot should always remain perfectly dry.
If the bearing bracket is not equipped with a constant level oiler, the oil level must attain the
centerline (halfway mark) of the oil level indicator arranged at the side of the bearing bracket,
and should be clearly visible.
9/22
2.1.2 Shaft seal
Check shaft seal (see item 4.2.1)
2.1.3 Priming the pump and Checks

The pump and the positive suction head line or suction lift line respectively must be
thoroughly vented and primed with the liquid pumped before start - up. The isolating valve in
the positive suction head line or suction lift line must be fully open.
All the auxiliary connections provided on your pump (flushing, sealing, cooling liquid etc.)
must be opened fully and the unimpeded flow of fluid must be ascertained.
2.1.4 Checking direction of Rotation

The direction of rotation must correspond with that indicated by the arrow arranged on the
pump. This can be checked by switching on the motor then switching it off again immediately.
Mount the coupling guard.
2.2 Switching On
Always keep the isolating valve in the discharge line closed when switching on the pump.
Only when the pump has attained full operating speed should the discharge valve be cracked
open slowly, then adjusted to the operating point conditions.
Caution: When the operating temperature has been attained, and / or in the event of
leakage, pull the connecting bolts between lantern and casing tight, after having switched
off the pump.
2.3 Switching Off

Close isolating valve in discharge line.
If there is a non-return valve or check valve incorporated in the discharge line, the isolating
valve can remain open, provided that a back pressure is present in the line. Switch off driver.
Observe the pumping set running down to a standstill smoothly and evently.
If the pumping set is shut down for a prolonged period, the isolating valve in the positive
suction head line should be closed. Close the auxiliary connections, but only turn off the
cooling liquid supply (if applicable) after pump has cooled down. On pumps which operate
under vacuum on the suction side, the shaft seal must be fed with sealing liquid even when
the pump is stationary. In case of frost or of prolonged shutdowns, the pump and cooling
compartments (if applicable) should be drained of otherwise protected against freezing.
10/22
3. Maintenance and Lubrication
3.1 supervision of Operation

The pump should run smoothly, quietly and free from vibration at all times. It should never be
allowed to run dry. Avoid prolonged running against a closed discharge valve. The bearing
temperature may be allowed to attain up to 50℃ above ambient temperature, but it should
exceed +80℃. Make sure that the oil level is adequate (see section 2.1.1). The isolating
valves in the feed lines must not be closed while the pump is running. A soft - packed stuffing
box should drip slightly when the pump is running. The stuffing box gland should only be
tightened lightly. Switching off again immediately, to ensure that they are always kept in good
condition for instant start - up in an emergency. The proper functioning of the auxiliary
connection should be checked. When signs of wear become apparent on the flexible
coupling elements, these components should be replaced by new ones in good time.
3.2 Lubrication and Renewal of Grease and Oil Fills
3.2.1 Lubrication
The antifriction bearings are either grease or oil-lubricated (by mineral oil). See item 4.2.1.4
for lubricant quantities required.
3.2.2 Grease Changes

In the case of grease - lubricated antifriction bearings, the initial grease fill should last for
3000 hours of operation approximately, but should be renewed after 2 years at the latest.
See section 4.2.1.4.
Grease quality:
Use a good quality lithium soap base ball and droller bearing grease, free of resin and acid,
not liable to crumble, and possessing rust preventive qualities. Its penetration number should
be situated between 2 and 3, corresponding to a worked penetration of 220 to 295mm /10. Its
drop point should not be less than 175℃
3.2.3 Oil Changes

The first oil change should take place after the first 300 hours of operation, and subsequent
oil changes should be carried out once every 3000 hours of operation.
Procedure: Unscrew oil drain plug beneath the constant level oiler (or beneath the oil level
indicator) and drain off the old oil, when the bearing bracket is empty, screw in the oil drain
11/22
plug again, and fill in fresh oil in accordance with section 2.1.1.
4. Special Prescriptions and Recommendations
4.1 General Prescriptions and Recommendations

Caution: Before commencement of dismantling, the pump must be safeguarded in such a
way that it cannot be accidentally switched on.
The isolating valves in the positive suction head line or suction lift line and in the discharge
line must be closed. The pump casing must have cooled down to ambient temperature. The
pump casing must be drained and pressure-less. Dismantling and reassembly should always
be carried out with the aid of the relevant sectional drawing.
4.2 Dismantling
1. On oil-lubricated pump bearings: Drain off the oil as described in section 3.2.33
2. Remove coupling guard.
3. Dismantle coupling spacer sleeve, if the coupling is of non-spacer type, remove the
motor.
4. Disconnect and remove all auxiliary connections (if applicable).
5. Unscrew base plate fixing bolts on support foot 183.
6. Attach a rope loop tautly to the top stay of the bearing bracket.
7. Unscrew and remove hex. Nut 920.1 and pull the bearing bracket, together with shaft,
stuffing box housing 451 and impeller 230 out of the volute casing.
8. Unscrew socket head cap screw in the coupling hub, and pull the half coupling off the
pump shaft with the aid of an extractor device, and remove key 940.1.
9. Unscrew nut 920.3 or 920.6 or socket head screw 914 respectively. On pump sizes 125-
500 and 150-500 to 300-500, these items are secured by LOCTTE 74. In certain cases it
will be necessary to heat them up to 250℃ approx. in order to soak them, after which
they should immediately be unscrewed and removed (hex. Nut or socket head screw).
Remove spring washer 930 and washer 550.1 if applicable and straining disc. 550 on
pump sizes 200-250, 250-300 and 300-340, and pull off impeller 230, and remove key
940.2
10. Unscrew hex. Nut 920.2 on stuffing box gland 452 and slide stuffing box gland 452 in
the direction of bearing bracket 330. On pump sizes 32-125 to 125-400, and 150-200 to
150-400, remove split stuffing box ring 454 from stuffing box housing 451. Remove
stuffing box packing 451 together with throat ring 457 on pump sizes equipped with
shaft units 25/1 and 25, also lantern ring 458 if applicable.
12/22
11. On pump sizes 125-500, 150- 400, 200 - 400, 200 - 500, 250 - 400, 250 - 500, 300-340
to 300-500, unscrew hex. nut 920.4. Loosen stuffing box housing 451 out of its
centering in the bearing bracket 330 and pull it off shaft 210.
12. In the case of a cooled stuffing box, also remove cooling compartment cover 165 (take
care not to damage O-rings 412.1 and 412.2 and flat gasket 400.3 respectively).
13. Pull shaft protecting sleeve 524 and thrower 507 off the shaft.
14. Remove both bearing covers 360 by unscrewing the hex. head bolts, carefully drive
shaft 210 out of bearing bracket 330 by gentle taps with a hammer, and remove deep
groove ball bearing 321 from the shaft (in the case of pumps fitted with shaft units 55/1,
55/2, 55/3 and 65/1 also remove Nilos rings 500.1).
4.2.1 Shaft Seal
4.2.1.1 soft-packed Stuffing Box

The packing supplied loose with pump should be inserted as stuffing box packing (unless the
pump was supplied with stuffing box already packed).
Fig. 7 Packing ring cut to lenath
The stuffing box gland should be tightened lightly and evenly. It must be possible to rotate the
pump rotor by hand without effort.
Fig. 8 Packing rings inserted into the stuffing box with their butt joints offset 90℃ in
relation to the butt joint of the preceding packing ring.
13/22
4.2.1.2 Dismantling of Mechanical Seal
It is necessary to dismantle the pump in order to fit a new mechanical seal. After removal of
sealing cover 471, cylindrical pin 562 and flat gasket 400.3, the individual mechanical seal
components are removed from the shaft or from the sealing cover respectively.
Part No. Designation

471 Seal cover plate
500.3 Ring
523 Shaft sleeve
524 Shaft protecting sleeve
525 Spacer sleeve
Before assembly, clean shaft sleeve 523 or shaft protecting sleeve 524 respectively, and if
necessary touch up furrows or scratch marks with a polishing cloth. If the furrows or
indentations still remain visible after polishing, fit a new shaft sleeve or shaft protecting
sleeve. Clean the seat of stationary seal ring in the sealing cover471.
4.2.1.3 Bearings
As regards bearing lubrication, clean off all remnants of the old grease and pack the bearings
with fresh grease (approx. 10 gram per bearing).
14/22
4.3 Reassembly
The pump should be reassembled in accordance with the best engineering practice. The fits
of the individual components should be coated with graphite or similar substances before
assembly. This also applies to screw threads. O-rings and radial sealing rings should be
inspected for signs of damage and replaced by new ones if necessary. Flat gaskets should in
principle always be replaced by new ones, and the thickness of the old gasket should be
scrupulously observed. Reassembly proceeds in reverse sequence to dismantling. The
following points should be carefully observed:
1. Only use the bearing types and sizes specified in the section "Bearings".
The bearings should be preheated in an oil bath to 80℃ approx. And slip onto the shaft
until they abut against the shaft shoulder. In the case of grease - lubricated bearings of
shaft units 45, 55/1 to 55/3 and 65/1 (see section 4.2.1.1) the bearings should be mounted
together with the Nilos rings 500.1 until they abut against the shaft shoulders.
Fill the grease - lubricated bearings with grease; see sections 3.2.2. and 4.2.1.4.
See sections 2.1.1 and 4.2.1.4 in respect of oil-lubricated bearings.
Oil - lubricated bearings fitted on shaft units 55/1 to 55/3 and 65/1 are sealed at the
bearing covers 360 by V-rings 411.4. These V-rings should in principle be replaced by new
ones when the pump is dismantled, or when the bearings are mounted.
Before mounting the V-rings and their seat on the shaft they should be degreased. The
back of the V-ring should lie against the bearing, and the sealing lips should point towards
the bearing cover. The pre-stressing of the sealing lip to the bearing cover should amount
to 2mm approx.
2. If the sealing gap between impeller neck and casing wear ring is eroded, and the sealing
gap therefore exhibits an excessive clearance, the casing wear rings (502.1, and if
applicable 502.2) must be renewed. "As new" clearance between casing wear ring and
impeller:
On pumps equipped with shaft units 25/1 to 45:0.3mm on the diameter: on pumps
equipped with shaft units 55/1 to 55/3 and 65/1:0.4mm on the diameter, see section 4.2.1.1.
3. The nuts for the attachment o f the impellers on the shafts of pumps equipped with shaft
units 55/1 to 55/3 and 65/1 should be secured with LOCTITE 74(see section 4.2.1.1.)
The screw threads on the nut and shaft must be dry and free from grease.
Do not use petrol or naphtha to clean and degrease the threads: only use trichloroethylene
or a similar grease solvent.
15/22
Apply the LOCTITE 74 to the shaft screw thread drop by drop, and tighten the impeller nut.
The hardening time amounts to 1 to 2 hours approximately at 20℃ and to 15 minutes

approximately at 120℃. The hardening time can be shortened therefore by warming up of
the parts to be secured. See the appropriate sections of the present instruction manual for
the reassembly of the pumping set, coupling alignment and re-commissioning of the set.
4.3.1 Assembling the Mechanical Seal

The following instructions should be carefully observed when assembling a mechanical seal:
Always proceed with the greatest care and cleanliness when assembling the seal, to ensure
trouble-free operation.
The protection cover on the rubbing faces of the seal should only be removed immediately
prior to assembly. Avoid any damage to the rubbing faces and to the O-rings, and to flat
gasket 400.3. During assembly, shaft sleeve 523 or shaft protecting sleeve 524 respectively
can be coated with oil to reduce friction.
Caution: O-rings of EP rubber must under no circumstances be allowed to come in contact

with oil or grease. In order to facilitate assembly, glycerin or water can be used as a coating
medium.
The stationary seal ring should always be pushed home into the seal cover plate by hand or
finger pressure only, and a uniform pressure should be applied across its circumference.
When fitting O-rings with a double teflon sheathing, make sure that the butt joint of the outer
sheath points in the direction of assembly.
16/22
4.4 Exploded View and List of Components
17/22
18/22
5. Operating Troubles
Trouble Code number / Cause Remedy

Pump delivers insufficient liquid 1, 2, 3, 4, 5, 6, 7,8, 9, 10, 11, 18, 28
Driver overloaded 12, 13, 14, 15, 20, 27, 28
Excessively high pump discharge pressure 15
Excessively high bearing temperature 22,23,24, 25,26
The pump leaks 16, 29
The shaft seal leaks excessively 17, 18, 19, 20, 21, 22, 23, 33
The pump runs rough 3, 6, 11, 12, 22, 23, 25, 30, 31, 32
Excessive temperature rise inside the pump 3, 6, 32
Cause Remedy
1. The pump operates against an excessively high back pressure

- Open discharge valve more fully until the operating point has been properly adjusted.
2. The back pressure is excessively high

- Fit a larger diameter impeller
- Increase rotational speed (Turbine or IC engine-driven pump)
3. The pump and piping are not fully vented or fully primed
- Vent or prime
4. The suction line or the impeller is clogged

- Remove deposits in The Pump and/or in the piping
5. Air pocket in the piping

- Alter piping layout
- Fit a Vent valve
6. The NPSH available is too low (suction, positive head)

- Alter liquid level in suction vessel
- Open isolating valve in suction line fully
- After layout of positive head suction line if the pressure drop in the line is too high
- Check condition of strainers in the line
19/22
7. Excessively high suction lift
- Clean suction strainer basket and suction line
- Adjust liquid level in suction pit
- Alter layout of suction lift line
8. Entrainment of air at the stuffing box

- Clean the sealing liquid duct, if necessary provide sealing liquid from an outside
source, or increase sealing liquid pressure
- Fit a new shaft seal
9. Reverse rotation
- Cross over 2 phase leads of the power supply
10. Rotational speed is too low

- Increase rotational speed
- Increase voltage
11. Excessive wear of pump internals

- Fit new components
12. The pump back pressure is lower than specified in purchase order
- Adjust the operating point accurately by means of the isolating valve in the discharge
line
- In the case of constant overloading, trim the impeller if necessary
13. Specific gravity or viscosity of fluid pumped is higher than that specified in the
purchase order.
14. Stuffing box gland tightened excessively or askew

- Remedy The fault
15. Excessive rotational speed

- Reduce rational speed (on turbine or IC engine-driven pumps)
16. Defective gasket

- Fit a new gasket between cooling cover and stuffing box housing
20/22
17. Worn shaft seal
- Check condition of Shaft seal and renew it if necessary
- Check pressure of flushing/sealing liquid
18. Scoring or roughness of shaft protecting sleeve

- Fit a new shaft protecting sleeve
19. Lack of cooling liquid or dirty cooling liquid compartment

- Increase quantity of cooling liquid
- Clean out cooling liquid compartment
- Clean the cooling liquid itself
20. Stuffing box gland, cover plate, sealing cover in-correctly fastened, wrong type of
packing material
- Remedy the fault
21. The pump runs rough

- After the suction conditions
- Realign the pump
- Rebalance the rotor dynamically
- Increase pressure at Pump suction nozzle
22. The pumping set is misaligned

- Check coupling alignment and Realign if necessary
23. The pump is warped

- Check piping connections and Pump fixing
24. Excessively high axial thrust

- Clean out impeller balance holes
- Fit new casing wear rings
25. Too little, too much or unsuitable quality of lubricant

- Provide more lubricant, less lubricant, or change lubricant quality
26. The correct coupling, gap has not been observed
21/22
- Check gap in accordance with installation drawing
27. The operating voltage is too low
28. The motor runs on 2 phases only

- Replace defective fuse by new one
- Check cable connections
29. The connecting bolts are slack

- Tighten them
- Fit new gaskets
30. The rotor is out of balance

- Clean the rotor
- Rebalance the rotor dynamically
31. Damaged bearings

- Fit new bearings
32. The rate of flow is too low

- Increase minimum rate of flow
33. Defect in the feed of circulation liquid

- Increase free cross-section
1) The pump should be made pressure-less before any defects on components under
pressure are remedied.
2) This fault can also be remedied by altering the impeller diameter.
22/22
6. Storage
The following storage procedures apply to the pump only.

Other accessories such as motors, steam turbines, gears, etc. must be handled per the
respective manufacturer's recommendations.
Temporary
Temporary storage is considered on month or less. If the pump is not to be installed and
operated soon after arrival, store it in a clean, dry place having slow, moderate changes in
ambient temperature. Rotate the shaft periodically to coat the bearings with lubricant to
retard oxidation, corrosion, and to reduce the possibility of false brineling of the bearings.
Shaft extensions and other exposed machine surfaces should be coated with an easily
removable rust preventative.
For oil lubricated bearings, fill the frame completely with oil. Before putting equipment into
operation, drain the oil and refill to proper level.
Long Term
Storage longer than one month is considered long term storage.
Follow the same procedure for temporary storage with the following addition. Add one half
ounce of a corrosion inhibiting concentrated oil (for both grease and oil lubricated bearings).
Seal all vents and apply a water proof tape around the oil seals in the bearing frame.
Remember for oil lubricated bearings to drain the oil from the frame and refill to the proper
level before running the pump.
8. JW PREHEATING UNIT
D O C . N O SS-EI-201210
INSTRUCTION MANUAL D A T E 2012.10.25
R E V . N O 1
J.W PRE-HEATING UNIT P A G E 1/5
Instruction Manual
for
J.W. Pre-heating Unit
INDEX
1. Important information
2. Brief description
3. Installation
4. Initial operation
5. Heater maintenance
6. Pump service and maintenance
7. Pump troubleshooting
8. Pump service parts (3 Page)
9. Pump Manual (15 Page)
Form QPR-4021-4 Sin Sueng Electric Co.,Ltd. A4(210 X 297)

TEL:+82-55-231-6707 FAX)6709
D O C . N O SS-EI-201210
R E V . N O 1
1. IMPORTANT INFORMATION
Read and observe the following point.
To ensure a correct and reliable operation, it must be installed and started up by qualified personnel with suitable
equipment and carefully maintained.
The safety instruction of this operation manual should be attached to the unit and especially the safety regulations for
the installation and operation of electric plants must be kept.
All operators have to observe the regulation of this operating manual in order to keep the best condition and safe
operation.
The operating manual should be read carefully and thoroughly before beginning the installation work and before the
initial start-up. Non-observation may result in death and injury of persons or damage of the unit.
If this operation manual proves inadequate in any case, please contact the manufacturer the below address.
Sinsueng Electric Co.,Ltd.

#400-7 Junglee Industrial Complex, Wongye-Ri Naeseo-Eup,
Masanhoewon-gu, Changwon-si , Kyung-nam, Korea
Tel : +82-55-231-6707
Fax :+82-55-231-6709
2. BRIEF DESCPRIPTION
The preheating set is completely wired and piped for connection and components are ready to easy repair and replace.
A fresh water flows continuously through circulation pump and it was heated by Electric Heater after operation of the
main switch and the pre-selection of the heating element.
3. INSTALLATION
The cooling water preheating unit must be installed by qualified personnel according to our operating manual and
pertinent regulations.
The operating voltage and the main frequency must be same as the data on the manufacturer’s name plate.
The incoming power supply cable must be sized in accordance with the total connected load.
Before connecting power supply to the unit, the equipment must be earthed at the marked earth terminal with
appropriate regulations.
Pump(Direction of rotation)
The direction of rotation of the pump shaft must be same as the arrows on the fan cover.
The direction of rotation of the pump can be changed by Exchanging 2 phases.
Piping system
Take care of the clean, con-traction and expansion of the piping system.
Ensure sufficient space for repair and maintenance work (e.g. heater removal)

TEL:+82-55-231-6707 FAX)6709
D O C . N O SS-EI-201210
R E V . N O 1
4. INITIAL OPERATION
1) Open the air vent valve to remove the air in the pre-heater , and then fill the unit with water.
2) Check the direction of rotation of the pump.
5. HEATER MAINTENANCE
Sludge deposits in the bottom of the pre-heater vessel can be washed out with suitable liquids via drain socket and
feed pipes.
Solid deposits in the pressure vessel and between heating pockets or heating elements can only be removed by
disassembling the electric heater. (a 6 mohths)
In order to avoid damage to the tube surfaces, they should not be cleaned mechanically but with suitable solvents.
CAUTION!
Don’t spill liquid cleaners or solvents into the electric heater head box.
It could cause short circuit.
Removing electric heater:
1) Turn off the power and then shut off inlet and outlet valves of the pre-heater vessel.
2) Open the cover of terminal box
3) Disconnect wiring from terminal strip.
4) Withdraw cables through the cable glands,
5) Remove heating coil.
Pressure vessel and electric heater can be cleaned easily.

Check the heating elements, the temperature switch.
Reassemble the heater in reverse with a using new O-ring.

TEL:+82-55-231-6707 FAX)6709
D O C . N O SS-EI-201210
R E V . N O 1
6. PUMP SERVICE AND MAINTENANCE

Maintenance
Pump and motor do not require maintenance.

If the pump is drained for a longer period of inactivity, apply a few drops of silicone oil to the shaft between the motor
stool and coupling to prevent the seals from sticking together.
Shaft adjustment
If the motor has been removed during installation or repair of the pump, the pump shaft must be adjusted after the
pump reassembling. Ensure that the shaft pin is correctly fitted in the pump shaft.
1. Remove the coupling covers using a screwdriver.

2. Fit the motor hexagon head bolts in the coupling. It shouldn’t be tighten
3. Lift the coupling and pump shaft as far as possible until the Pump shaft touches the motor shaft.
4. Tighten the bolts.
5. Check the coupling parts on both sides for equal valance.
6. Tighten the bolts.
7. Fit the coupling covers

TEL:+82-55-231-6707 FAX)6709
D O C . N O SS-EI-201210
R E V . N O 1
7. PUMP TROBLESHOOTING
CAUTION!!
Before opening the terminal box, switch off the power supply.
Motor doesn’t run when the unit is started.

1) Check the power supply failure.
2) Check fuses and automatic circuit breakers.
3) Check the motor protection trip.
4) Check the contactor fault.
5) Check the motor fault.
Motor protection cuts out when pump is started or doesn’t work.

1) Check fuses and automatic circuit breaker.
2) Check the motor protection fault
3) Check cable connection loose or faulty
4) Check the wiring of the motor.
5) Check the mechanically block of the pump.
6) Check the too low value of the overload setting.
7) Check the too high or low voltage periodically supplied.
8) Check the power supply failure.
When the motor protection works but the pump doesn’t work.
1) Check voltage supply
2) Check fuse and automatic circuit breaker.
3) Check the contactor fault.
When the pump capacity isn’t constant.

1) Check too low pump inlet pressure.
2) Check the suction pipe / pump partly blocked
3) Check the existence of air in suction line.
When the pump is running but doesn’t deliver.

1) Check the suction pipe /pump partly blocked
2) Check the non – return flap.
3) Check a leakage and existence of air in suction line
4) Check the motor rotation direction
Pump turns reverse when switch off.

1) Check the leakage in suction line
2) Check the non –return flap blocked/faulty
Leakage on shaft seal.

1) Check the correct pump shaft position
2) Check the shaft seal defective
Noise
1) Check cavitation in the Pump
2) Check the correct pump shaft position
3) Check the blocking parts in the pump

TEL:+82-55-231-6707 FAX)6709
8. Pump Service Parts
Service parts CR 5-5, Product No. 96518028

Model A valid from 1.10.2000 (0039)
Pos Description Annotation Classification Data Partno Qty. Unit

+ Kit, O-rings Rubber type: EPDM 96455090 1 PC
+ Kit, service Bearing type: SILICON CARBIDE 96455096 1 PC
+ Kit, service Bearing type: BRONZE 96455103 1 PC
+ Kit, shaft seal HQBE 96455088 1 PC
+ Kit, shaft seal HQBK 96491375 1 PC
+ Kit, shaft seal HQQE 96455086 1 PC
Motor 85805906 1 PC
2 Pump head 96436499 1 PC
+ 4 Chamber complete 96437517 1 PC
+ 4.a Chamber with bearing ring Material type: SILICON CARBIDE 96437636 1 PC
+ 5.a Chamber, bottom 96437737 1 PC
6 Base 96442012 1 PC
7 Coupling guard 96438137 1 PC
+ 8 Coupling complete Dimension: 24/12 00415062 1 PC
9 Hexagon socket head screw Designation: DIN 912 00ID7900 1 PC
Length 01: 25
Thread: M8
18 Air vent screw Thread: RG 1/2 00405150 1 PC
23 Pipe plug Thread: G 1/2 00370025 1 PC
+ 25 Drain plug with bypass valve 96440608 1 PC
26 Staybolt Length 01: 157 96442751 4 PC
Thread: M12
49 Impeller Diam_in: 35 96437414 1 PC
Diam_out: 73
Height: 13,2
50.a Top guide vanes 96439170 1 PC
51 Pump shaft Diameter: 12,0 96440389 1 PC
Length 01: 236,1
55 Outer sleeve Diam_out: 138 96441512 1 PC
Length 01: 125,6
60 Corrugated spring Diam_out: 128 96439662 1 PC
Thickness: 3,5
64 Spacing pipe Diam_in: 13 00410143 1 PC
Diam_out: 15
Length 01: 26,03
65 Neck ring retainer 96436721 1 PC
69 Spacing pipe Diam_in: 12,7 96440295 1 PC
Diam_out: 15
Length 01: 2
+ 80 Chamber stack Bearing type: SILICON CARBIDE 96453578 1 PC
Printed from Grundfos CAPS 1/3

Parts list CR 5-5, Product No. 96518028
Model A valid from 1.10.2000 (0039)
Pos Description Annotation Classification Data Partno Qty. Unit

Motor 85805906 1 PC
+ Base complete 1 PC
+ Pump head complete 1 PC
26 Staybolt Length 01: 157 4 PC
Thread: M12
55 Outer sleeve Diam_out: 138 1 PC
Length 01: 125,6
+ 80 Chamber stack Bearing type: SILICON CARBIDE 1 PC
105 Shaft seal Material type: HQQE 1 PC

Exploded view, CR 5 (tm020216 4100)
50a
36a
10a 51
8 9
10
69
49
113
105 64
109 7a
65
2 7
2
100 28 18 45 4
23 100
36
28 66a
7
76a
7a
49
76
64
65 80
60 26
45 4
37
49
64a
65
45 4a
47a
49
64d
64c
66
67
65
45 5a
55
37 37
6
6
25
38
38
35 12 39 25
TM020216

9. Pump Manual
Service instructions
CR 1, CR 3 and CR 5
Model A
50/60 Hz
1/3~
Table of contents
1. Type identification ........................................................................................................................... 2
1.1 Nameplate CR-, CRI, CRN, 1, 3 and 5 .............................................................................................. 2
1.2 Type key ............................................................................................................................................ 3
2. Torques and lubricants ................................................................................................................... 4
3. Service tools .................................................................................................................................... 5
3.1 Special tools ...................................................................................................................................... 5
3.2 Standard tools.................................................................................................................................... 6
3.3 Torque tools....................................................................................................................................... 6
4. Dismantling and assembly ............................................................................................................. 7
4.1 General .............................................................................................................................................. 7
4.2 Replacement of motor ....................................................................................................................... 8
4.3 Replacement of shaft seal ................................................................................................................. 9
4.4 Dismantling and assembly of pump main parts ............................................................................... 10
4.5 Dismantling and assembly of chamber stack .................................................................................. 11
4.6 Dismantling and assembly of base and pump head ........................................................................ 12
4.7 Checking and replacement of parts ................................................................................................. 13
5. Order of assembly for chambers and impellers ......................................................................... 14
5.1 CR 1 and CR 3 ................................................................................................................................ 14
5.2 CR 5................................................................................................................................................. 15
05.04.2002 GB 1 / 15
1. Type identification
This section shows the type key, the nameplate and the codes that can appear in the variant code.
Note: As codes can be combined, a code position may contain more than one code (letter).
1.1 Nameplate CR-, CRI, CRN, 1, 3 and 5
1 2 3 4 5
CR1-3 A-A-A-E-HUBE
Type Model A96450484P30047
6 50Hz P2 0.37 kW 60HzP2 0.37 kW 11
7 n 2900 min-1 n 3500 min-1 12
8 Hmax18.4 m Hmax26.8 m 13
9 Q 2.0 m/ h3
Q 2.1 m3 /h 14
96439820
10 H 12.7 m H 20.4 m 15
TM02 0496 4800

o
max max 16/120 bar / C CCW
MADE IN DENMARK
17 16 18
Pos. Description Pos. Description

Type designation see section
1 10 Head at rated flow rate, 50 Hz
1.2 Type key
2 Model 11 P2, 60 Hz
3 Product number 12 Speed, 60 Hz

4 Place of production 13 Head against closed valve, 60 Hz
5 Production year and week 14 Rated flow rate, 60 Hz
6 P2, 50 Hz 15 Head at rated flow rate, 60 Hz
7 Speed, 50 Hz 16 Maximum pressure and temperature
8 Head against closed valve, 50 Hz 17 Country of production
Direction of rotation
9 Rated flow rate, 50 Hz 18
(CCW = counterclockwise)
05.04.2002 GB 2 / 15
1.2 Type key
Example CR 3- 10 X- X- X- X- XXXX
Type range
Rated flow rate in m³/h
Number of impellers
Code for pump version
A = Basic version
U = NEMA version
Code for pipe connection
A = Oval flange
FGJ = DIN-, ANSI- and JIS flange
Code for pump materials
A = Pump head and base: cast iron
Other wetted parts: stainless steel
DIN W.-Nr. 1.4301
Code for rubber parts
E = EPDM
V = FKM
Code for shaft seal
HUBE/V = Balanced cartridge seal; rotating face: tungsten carbide;
stationary seat: synthetic resin-impregnated carbon;
O-rings, see code for rubber parts.
HUUE/V = Balanced cartridge seal; rotating face: tungsten carbide;

stationary seat: tungsten carbide;
O-rings, see code for rubber parts.
05.04.2002 GB 3 / 15
2. Torques and lubricants
This section shows the screws and nuts that must be tightened to a certain torque and the lubricants to be
used.
Pos. Description Number Dim. Torque [Nm] Lubricant

7.a Screw 4 M4 2
M6 13
9 Hexagon socket head screw 4 M8 31 Thread-Eze
M10 62
18 Air vent screw (spindle) 1 ½" (M8) 35 (3)
23 Plug 1 ½" 35 Soapy water
25 Priming valve (spindle) 1 ½" (M10) 35 (5)
26 Staybolt 4 M12 Thread-Eze
M6 10
28 Hexagon head screw 4 M8 12 Thread-Eze
M12 40
35 Hexagon head screw 4 M10 23 Thread-Eze
36 Nut 4 M12 50 Thread-Eze
37 O-ring 2 ø137.5 x 3.3 Rocol 22
See section 5. Order of assembly for
47.a Bearing ring Rocol 22
chambers and impellers
67 Lock nut 1 M8 18 Gardolube L 6034
105 Shaft seal 1 M28 35
113 Hexagon socket set screw 3 M5 2.5
Thread-Eze, part no. SV9997 (0.5 l).

Gardolube L 6034, part no. SV9995 (1 l).
Rocol 22, part no. RM2924 (1 kg).
05.04.2002 GB 4 / 15
3. Service tools
The following drawings and tables show special, standard and torque tools for pump service.
TM02 0846 0401

3.1 Special tools
Pos. Description For pos. Suppl. informationP Part no.
A Shaft holder for assembly SV0040
Tubular box spanner for shaft
B 105 SV2007
seal
C Puller 65 SV0239
D Circlip pliers (not used for CR) SV2014
E Tool for outer sleeve 55 V7170478
F Tool for corrugated spring 60 V7170227
G Tool for O-ring 37 V7170230
05.04.2002 GB 5 / 15
3.2 Standard tools
Pos. Description Bit no. For pos. Suppl. information Part no.
H Bit holder I-J 1/4" SV2011
PZ2 7.a 1/4"
5 M6 - 5 mm 1/4"
I Bits kit SV2010
6 9-H M8 - 6 mm 1/4"
8 M10 - 8 mm 1/4"
J Hexagon bit 113-H-M M5 - 2,5 mm 1/4" SV2012
28 M6 - 10 mm SV0083
28-67 M8 - 13 mm SV0055
K Ring/open-end spanner 35 M10 - 17 mm SV0056
28-36 M12 - 19 mm SV0054
18-23-25 M16 - 24 mm SV0122
3.3 Torque tools

Pos. Description For pos. Suppl. information Part no.
4-20 Nm 9 x 12 SV0292
L Torque wrench N-O 20-100 Nm 9 x 12 SV0269
40-200 Nm 14 x 18 SV0400
M Torque screwdriver J 1-6 Nm 1/4" SV0438
N Ratchet insert tool L-O-P 9 x 12 -> 1/2" SV0295
28-L M6 - 10 mm 9 x 12 SV0310
28-L M8 - 13 mm 9 x 12 SV0294
O Ring spanner 28-L M10 - 17 mm 9 x 12 SV0270
36-L M12 - 19 mm 9 x 12 SV0271
18-23-25-L M16 - 24 mm 9 x 12 SV0524
M6 - 5 mm ½" x ½" SV0296
Socket spanner for hexagon
P 9-N M8 - 6 mm ½" x ½" SV0297
socket head screws
M10 - 8 mm ½" x ½" SV0298
Q Socket spanner, purpose-ground 67-L M8 - 13 mm 9 x 12 SV2013
05.04.2002 GB 6 / 15
4. Dismantling and assembly
4.1 General
If it is necessary to dismantle the pump, either because it is choked or damaged, please follow the instruc-
tions in the following sections.
Position numbers of parts (digits) refer to drawings and parts lists; position numbers of tools (letters) refer
to section 3. Service tools.
4.1.1 Before dismantling the pump:
• Disconnect the electricity supply to the motor.
• Close the isolating valves, if fitted, to avoid draining the system.
• Remove the electric cable in accordance with local regulations.
• Note the centre of gravity of the pump to prevent it from overturning. This is especially important in the
case of long pumps.
4.1.2 Before assembly:
• Clean and check all parts.
• Order the necessary service kits.
• Replace defective parts by new parts.
• Gaskets and O-rings should always be replaced when the pump is overhauled.
4.1.3 During assembly:
• Lubricate and tighten screws and nuts to correct torque as stated in section 2. Torques and lubricants.
4.1.4 After assembly:
• The pump should be tested according to the test specifications 96446769.
05.04.2002 GB 7 / 15
4.2 Replacement of motor
4.2.1 Dismantling
1. Remove the screws pos. 7.a together with the coupling guards pos. 7.
2. Remove the screws pos. 9 together with the coupling halves pos. 10.a and the shaft pin pos. 10.
3. Remove the screws pos. 28.
4. Lift the motor off the pump head pos. 2.
4.2.2 Assembly
1. Fit the motor to the pump head.
2. Fit the screws pos. 28 and tighten diagonally to the correct torque.
3. Insert the shaft pin pos. 10 into the shaft hole.
4. Fit the coupling halves pos. 10.a on the shaft and fit the screws pos. 9. Tighten the screws and leave
loose.
Check that the gaps either side of the coupling halves are equal.
5. Tighten screws pos. 9 diagonally to the correct torque.
Check that the gaps either side of the coupling halves are equal, see fig. 1.
Fig. 1
6. Fit the coupling guards pos. 7 and the screws pos. 7.a.
05.04.2002 GB 8 / 15
4.3 Replacement of shaft seal
4.3.1 Dismantling
1. Remove the motor and the coupling according to the instructions in section 4.2.1 Dismantling.
2. Slacken the three screws pos. 113 by approx. a ¼ of a turn so that the shaft seal is just free of the shaft.
3. Slacken the shaft seal pos. 105 using the box spanner pos. B until the thread is completely free of the
pump head.
4. Pull the shaft seal off the shaft.
4.3.2 Assembly
1. If necessary, clean and smooth the shaft end using the holder with emery cloth supplied with the shaft
seal kit.
2. Moisten the shaft end with soapy water.
3. Place the shaft seal in the box spanner pos. B and press it down on the shaft.
4. Screw the shaft seal into the pump head and tighten it to the correct torque.
5. Insert the shaft pin pos. 10 into the shaft hole and fit the coupling halves pos. 10.a on the shaft. Fit the
screws pos. 9, tighten and leave loose.
Check that the gaps either side of the coupling halves are equal. See fig. 1.
6. Fit the motor to the pump head.
7. Fit the screws pos. 28 and tighten diagonally to the correct torque.
8. Insert a suitable screwdriver between the bottom of the coupling and the shaft seal, and raise the shaft/
the coupling against stop, see fig. 2.
x
0.5x
TM02 0462 4600
Fig. 2
9. Lower the shaft/the coupling to half that height, see fig. 2.

10. Hold the shaft/the coupling in the position of step 9. and tighten the four screws in the coupling pos. 9 to
the correct torque.
Check that the gaps either side of the coupling halves are equal, see fig. 1.
11. Tighten the three screws pos. 113 to the correct torque.
12. Fit the coupling guards pos. 7 and the screws pos. 7.a.
05.04.2002 GB 9 / 15
4.4 Dismantling and assembly of pump main parts
4.4.1 Dismantling
1. Remove the shaft seal according to the instructions in section 4.3.1 Dismantling.
2. Remove the screws pos. 36 together with the washers pos. 66.a.
3. Loosen the pump head pos. 2 with a light blow on the edge and lift it free of the staybolts pos. 26. The
top guide vanes/discharge part pos. 50.a may stick to the pump head.
4. Loosen the top guide vanes/discharge part pos. 50.a with a light blow of a rubber mallet if it was not
removed with the pump head.
5. Remove the outer sleeve pos. 55.
6. Lift the chamber stack off the base. If the bottom chamber pos. 5.a is removed with the chamber stack,
loosen it from the chamber stack; otherwise loosen it from the base pos. 6.
4.4.2 Assembly
1. Fit the chamber stack in the base. The smooth shaft end must be upwards.
2. Fit the outer sleeve pos. 55 in the base and press it home in the base using the tool pos. E.
The O-ring pos. 37 must be lubricated, see section 2. Torques and lubricants.
3. Press the top guide vanes/discharge part into the recess of the top chamber.
4. Fit the pump head on the pump with the air vent screw pos. 18 in the direction required.
The O-ring pos. 37 must be lubricated, see section 2. Torques and lubricants.
5. Lubricate the threads of the staybolts, see section 2. Torques and lubricants.
6. Fit the washers pos. 66.a and the nuts pos. 36.
7. Tighten the nuts pos. 36 diagonally to the correct torque.
05.04.2002 GB 10 / 15
4.5 Dismantling and assembly of chamber stack
4.5.1 Dismantling
1. Remove the chamber stack according to the instructions in section 4.4.1 Dismantling.
2. Place the shaft holder pos. A in a vice, but do not tighten the vice.
3. Fit the shaft pin pos. 10 into the shaft and place the chamber stack in the shaft holder pos. A, see
fig. 3. Tighten the vice.
TM02 1056 0501

Fig. 3
4. Remove the nut pos. 67, the washer pos. 66 and the clamp pos. 64.c.
5. Remove the chamber stack components: impeller, chamber, bearing ring and spacing pipe, see sec-
tion 5. Order of assembly for chambers and impellers.
4.5.2 Assembly
1. Place the shaft holder pos. A in a vice, but do not tighten the vice.
2. Fit the shaft pin pos. 10 into the shaft and place the shaft in the shaft holder pos. A. Tighten the vice.
3. Fit the components on the shaft: impeller, chamber, spacing pipe and bearing ring, see section
5. Order of assembly for chambers and impellers.
4. Fit the clamp pos. 64.c, the washer pos. 66 and the nut pos. 67. Tighten to the correct torque.
The washer pos. 66 consists of two washers glued together. If they have been separated, make sure
that they are fitted correctly, see fig. 4.
TM02 1057 0501
Fig. 4
5. Slacken the vice and remove the chamber stack and the shaft pin pos. 10.
6. Place the bottom chamber pos. 5.a on the chamber stack.
05.04.2002 GB 11 / 15
4.6 Dismantling and assembly of base and pump head
4.6.1 Dismantling of base
1. Remove the staybolts pos. 26 from the base pos. 6.
2. Remove flange connections, if any:
Oval flange: Remove the screws, pos. 35, the flange pos. 12 and the gasket pos. 39.
3. Remove the priming valve pos. 25 and the O-ring pos. 38.
4. Remove the O-ring pos. 37.
4.6.2 Dismantling of pump head
1. Remove the air vent screw pos. 18, the plug pos. 23 and the O-ring pos. 100.
2. Remove the O-ring pos. 37.
3. Remove the corrugated spring pos. 60.
4.6.3 Assembly of base
1. Fit the O-ring pos. 37 using the tool pos. G, see fig. 5.
TM02 1055 0501
Fig. 5
2. Fit the flange connection, if any:

Oval flange: Fit the gasket pos. 39, the flange pos. 12 and the screws, pos. 35.
3. Lubricate the threads of the staybolts, see section 2. Torques and lubricants, and fit the staybolts in the
base pos. 6. Tighten the staybolts using your fingers.
4. Fit the O-ring pos. 38 on the priming valve pos. 25 and fit the valve into the base.
4.6.4 Assembly of pump head
1. Fit the O-rings pos. 100 on the air vent screw pos. 18 and the plug pos. 23. Fit the screw and the plug
into the pump head.
2. Fit the corrugated spring pos. 60 in the pump head using the tool pos. F, see fig. 6.
TM02 0462 4600
Fig. 6
3. Fit the O-ring pos. 37 using the tool pos. G, see fig. 5.
05.04.2002 GB 12 / 15
4.7 Checking and replacement of parts
Checking Replacement
Impeller and neck ring Neck ring/retainer for neck ring
• Check whether it is necessary to replace 1. Prise the retainer for neck ring pos. 65 up and
impeller due to friction between the neck ring free of the chamber using the puller pos. C.
and the impeller skirt. 2. Remove the neck ring pos. 45.
If wear has caused a noticeable (use a finger 3. Place a new neck ring on the chamber.
nail) groove in the impeller skirt, the impeller See fig. 7.
should be replaced. 4. Press a new retainer for neck ring down on the
neck ring and into the chamber.
Neck rings and retainers for neck rings should It must be possible to move the neck ring freely
always be replaced when the chamber stack (sideways) between the retainer and the chamber.
is dismantled.
Bearing rings
• If there is a visible and noticeable (use a finger • Replace the chamber with bearing ring pos.
nail) edge on the rotating bearing ring, both 4.a and the rotating bearing ring pos. 47.a.
bearing rings should be replaced.
TM02 1182 0601
Fig. 7
05.04.2002 GB 13 / 15
5. Order of assembly for chambers and impellers
1. Determine pumptype (CR 1, CR 3 or CR 5) and stage variant. Find the pump in the relevant stage sur-
vey table.
2. Find the components of each stage in the symbol survey.
5.1 CR 1 and CR 3
Stage survey CR / CRI / CRN 1 & 3 -
2 3 4 5 6 7 8 9 10 11 12 13 15 17 19 21 23 25 27 29 30 31 33 36
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
Symbol survey
64 64 47a 67
66
4 4 4a
64c
64a
49 49 49
TM02 0445 1701
05.04.2002 GB 14 / 15
5.2 CR 5
Stage survey
CR / CRI / CRN 5 -
2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 18 20 22 24 26 29 32 36
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
Symbol survey
47a 47a 67 67
66 66
4 4 4a 4a
64c 64c
64 64 64a 64a 64d
49 49 49 49 49 49
TM02 0444 4600
69 69
05.04.2002 GB 15
15 / 15
9. THERMOSTATIC 3-WAY VALVE
K3T-WA
INSTRUCTION MANUAL
TEMPERATURE VALVE (WAX TYPE)
◎ Sturdy compact-regulator in T-form.

◎ Independent of any external power supply.
◎ Usable as divider or mixer.
◎ Narrow temperature ranges, therefore high accuracy in regulation.
◎ Particularly easy to service because of the "simple" construction.
◎ Thermostats can be used for any nominal diameter of type series(small storage of spare parts).
◎ Insensitive to vibration and pressure.
◎ Disassembly and assembly of all inner parts on the spot using only on-board tools and also
without having to remove the regulating valve from the pipe-work.
◎ Protected against corrosion through a special surface treatment.
◎ Easy-flow design, therefore low pressure loss.
◎ Suitable for high operating and differential pressure(up to 1.6 MPa).
◎ Exceptional tightness of the cooler(0.01% of the valve characteristic).
◎ Very good mixing behaviour, also with oil, due to a special chamber design.
◎ Emergency manual adjustment adjustable to any temperature.
◎ Fine-graded temperature ranges, also for extremely low and high temperatures.
◎ Individual end-control of each valve.
◎ Short delivery times(therefore small store keeping).
The Korval temperature regulating valves of type series K3T descried here are regulating
valves which are particularly easy to service. They offer-as all Korval regulating valves,
the same well know tried and tested sturdy design, taking into account the special conditions
to be met when the unit is attached to the main propulsion engine of sea going ships.
These temperature regulating valves, too, have of course the typical easy of maintenance as for
all Korval temperature regulating valves, which makes it possible, if necessary or desired,
to change any inner part(e.g. to change the temperature ranges or to clean the
temperature regulating valve and the sleeve valves from deposits or within the cooling system)
in a very short time. using only on board tools and also without having to remove the temperature
regulating valve from pipe work. The control valve is designed in such a way, that incorrect
mounting is impossible. there is no need for any adjustment. our regulating valves for the
main propulsion engines of sea going ships embody more than three decades of experience
in the design and manufacture.
INSTRUCTION MANUAL
2. Mode of operation
The Korval temperature regulating valves are equipped with internal easily replaceable wax filled
thermostats absorb the temperature of the medium surrounding them at the measurement
point(point of installation) and transform it into another physical value, namely into expansion
and thus a change in path or length(the valve stroke).
The thermostats therefore woke as temperature path transformer and act at the same time
as "servo-motors" for regulating the shut-off and reducing units. Korval temperature regulating
valves of type series K3T do not need any auxiliary power supply. When the temperature rises
and exceeds the starting temperature, the sleeve valve is raised up from the seat and opens
the path from A to B, the path from A to B being closed in the same proportion at the same
time. The change in path takes place proportionally to the temperature of the medium flowing
through the unit.
3. Oil temperature regulation
As well known, the heat conduction value of oil is worse than the one of water. Add to this
that the physical properties of warm and cold oil differ to some extent considerably, so
that there will be different volumes with the same opening sectional area and with constant
operating pressure depending on the viscosity of the oil(here as a function of the temperature).
This has a influence on the regulating behaviour in case of an oil mixing regulation, where
cold and warm oil are to be mixed. In any case it's advisable to proceed from amount of loss
not under 2.0 m/water column(0.02 MPa) when dimensioning the regulating valve. An ingenious
chamber design in the Korval temperature regulating valves makes sure that the mixing in
the mixing chamber is well done. Nevertheless, it may happen that the operating temperature
is increased by 2~5°C due to the physical conditions already mentioned. In this case we suggest
to exchange the thermostats for those with a correspondingly lower temperature range. this can be
done in a vary short time, as already explained above.
4. Design with Emergency Manual Adjustment
The emergency manual adjustment is not intended for setting the temperature when the regulating
valve runs automatically. The manual resetting facility makes it possible to use the control valve
as a manual change over valve. The taper can be brought into any desired position by means
of an adjusting screw, so that any operating temperature can be observing the thermometer.
INSTRUCTION MANUAL
5. Construction
INSTRUCTION MANUAL
6. Assembly
10. EXPANSION JOINT
11. T/C AUTO CLEANING MODULE
No. MAN-EI-TCA
Revision No A
Revision Date 2012.11.14
Page 1 of 8
PROJECT NO.
PROJECT NAME EI RENTAL CPP PJT
MANUAL
FOR
T/C AUTO CLEANING MODULE
A 2012.11.14 Issued for inquiry E.J.PARK K.M.KIL Y.C.MO

REV. DATE. DESCRIPTION PREPARED BY CHECKED BY APPROVED BY
STX HEAVY INDUSTRIES CO., LTD

SECTION REMARK.
Civil Engineering
Mechanical O Piping
Electrical Instrument
No part of this document or the information it contains may be reproduced or transmitted in any form or by any means electronic
or mechanical, including photocopying, recording, or by any information storage and retrieval system, without permission in writing
from STX Heavy Industries Co., Ltd.
MANUAL No. MAN-EI-TCA
FOR REV No. A
T/C AUTO CLEANING MODULE PAGE 2 of 8
I. Water washing of Turbocharger - Compressor
During operation the compressor will gradually be fouled due to the presence of oil mist and dust in
the inlet air.
The fouling reduces the efficiency of the turbocharger which will result in reduced engine
performance.
Therefore cleaning of the compressor components is necessary in connection with overhauls. This
situation requires dismantling of the turbocharger.
However, regular cleaning by injection water into the compressor during normal operation of the
engine has proved to reduce the fouling rate to such an extent that good performance can be
maintained in the period between major overhauls of the turbocharger.
The cleaning effect of injecting pure fresh water is mainly based upon the mechanical effect arising,
when the water droplets impinge the deposit layer on the compressor components.
The water is injected in a measured amount and within a measured period of time by means of T/C
auto cleaning module.
Fig 1. Auto washing equipment_compressor

FOR REV No. A
 Only fresh water has to be used, no seawater and no chemical additives and detergents.
 Compressor washing is to be performed at full load.
 Water pressure : approx. 2 bar.
 Washing duration : approx. 20 seconds.
 The cleaning intervals for compressor washing should be matched to the degree of fouling
of each individual plant. However, a recommended washing frequency for NR
turbochargers is every 100-200 operating hours.
If T/C auto cleaning module does not work properly, you can use the hand-operated water washing
equipment.
The hand-operated water washing equipment, see fig 2, comprises two major parts. The
transportable container (2) including a hand valve with handle (6) and a plug-in coupling (4) at the
end of a lance.
Installed on the engine there is the injection tube, connected to a pipe and a snap coupling (5).
Fig 2. Hand-operated water washing equipment
FOR REV No. A
The manual cleaning procedure is :

1. Operating the engine at full load.
2. Turn handle (1) on pressure sprayer tank (2) in counter-clockwise direction and take out
the pump.
3. Fill maximal 2.0 liters of fresh water into the tank(up to the mark – 2L – on the tank).
4. Screw in the pump and operate until the pressure relief valve (3) blows off.
5. Connect hose with nipple (4) to the coupling (5).
6. Depress pushbutton (see big arrow in figure) on the hand valve (6) until the water is
completely injected into the compressor (for approx. 20 seconds).
7. Release plug-in connection and vent the tank. For venting, pull spindle on the relief valve
(3) outward (see small arrow in figure).
The washing procedure is executed with the engine running at normal operating temperature and
with the engine load as high as possible, i.e. at a high compressor speed.
The frequency of water washing should be matched to the degree of fouling in each individual plant.
△ Notice! Carry out the cleaning only with the engine warmed up and in full load operation.
Do not shut down the engine immediately after cleaning, but continue to run it for several
minutes until dry.
FOR REV No. A
II. Water washing of Turbocharger – Turbine
The tendency to fouling on the gas side of turbochargers depends on the combustion conditions,
which are a result of the load on and the maintenance condition of the engine as well as the quality
of the fuel oil used.
Fouling of the gas ways will cause higher exhaust gas temperatures and higher surface
temperatures of the combustion chamber components and will also lead to a lower performance.
Tests and practical experience have shown that radial-flow turbines can be successfully cleaned by
injection water into the inlet pipe of the turbine. The cleaning effect is based on the water solubility
of the deposits and on the mechanical action of the impinging water droplets and the water flow
rate.
The necessary water flow is dependent on the gas flow and the gas temperature. Enough water
must be injected per time unit so that, not the entire flow will evaporate, but about 0.25liter/min. will
flow off through the drainage opening in the gas outlet. Thus ensuring that sufficient water has
been injected.
Service experience has shown that the above mentioned water flow gives the optimal cleaning
effect. If the water flow is reduced, the cleaning effect will be reduced or disappear. Of the
recommended water flow is exceeded, there is a certain risk of an accumulation of water in the
turbine casing which may result in speed reduction of turbocharger.
The best cleaning effect is obtained by cleaning at low engine load approx. 0~15%. Cleaning at
low load will also reduce temperature shocks.
Experience has shown, that washing at regular intervals is essential to successful cleaning, as
excessive fouling is thus avoided. Washing at intervals of 100 hours is therefore recommended.
Depending on the fuel quality these intervals can be shorter or longer. However, the turbine must
be washed at the latest when the exhaust gas temperature upstream of the turbine has risen about
20°C above the normal temperature.
Heavily contaminated turbines, which where not cleaned periodically from the very beginning or
after an overhaul, cannot be cleaned by this method.
FOR REV No. A
If vibration in the turbocharger occur after water-washing has been carried out, the washing should
be repeated. If unbalance still exists, this is presumably due to heavy fouling, and the engine must
be stopped and the turbocharger dismantled and manually cleaned.
The washing water should be taken from the fresh water system and not from the fresh cooling
water system or salt water system. No cleaning agents or solvents need to be added to the water.
To avoid corrosion during standstill, the engine must, upon completing of water washing run far at
least 1 hour before stop so that all parts are dry.
Air injection is essential to avoid accumulation of carbon in nozzle. Air is continuously supplied to
turbine using the charge air.
Fig 3. Auto washing equipment_Turbine
 In order to avoid overload on the turbine blading by thermoshock and centrifugal stresses,
the engine load has to be decreased to approx. 0~15%, making sure that the maximum
permissible exhaust gas temperature is not exceeded.
 Fresh water has to be used without any chemical additives.

Water pressure : approx. 2 bar.
Washing duration : approx. 10 minutes (until clean water leaves the dirty-water drains).
FOR REV No. A
 Washing frequency depends on fuel type and operation mode.

General recommendation : every 100 operating hours.
 Air pressure : approx. 2.5 bar.
If T/C auto cleaning module does not work properly, the turbine is cleaned by manual cleaning
mode.
Fig 4. Water cleaning of the turbine for manual
The manual cleaning procedure is :

1. Reduce engine load to 0~15%.
2. Following reduction of the engine load from a higher load, wait approx. 10 minutes (for the
temperature to reach steady-state condition).
3. Connect the plug-in coupling (4) of the lance to the snap coupling on the pipe for water
supply, and switch the three-way cock (A) to manual.
4. Washing for 10 minutes at 2 bar water pressure (check on the pressure gauge).
5. Switch the three-way cock (A) to zero position.
6. Let the turbocharger run dry for 10 minutes at reduced engine load, then slowly increase
the load.
FOR REV No. A
△ Tip! Should vibration occur on the turbocharger that were not noticed before, repeat the
washing.
△ Attention! If these vibrations, produced by irregular dirt accumulations, cannot be
eliminated by washing, the turbocharger has to be dismounted and the parts involved have
to be submitted to mechanical cleaning.
△ Notice! The exhaust gas temperature of 320°C must not be exceeded under any
circumstances, otherwise the turbine is liable to make contact during washing.
△ Notice! In order to save time, carry out the cleaning shortly after engine start-up, provided
the components to be cleaned are not yet too hot. This allows step 2 of the work sequence
to be omitted.

8-1. Manual Servicio Motogenerador STX (Ingles)

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8-1. Manual Servicio Motogenerador STX (Ingles)

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CONTENTS

1. DIESEL ENGINE Mtto Pag 100

2. GENERATOR Mantto Pag 228

3. TURBOCHARGER Mantto Pag 335

6. INTAKE AIR FILTER

7. COOLING WATER PUMP

9. THERMOSTATIC 3-WAY VALVE

10. EXPANSION JOINT

11. T/C AUTO CLEANING MODULE

Engine operators should conduct the inspection, start-

In particular, “Safety Precautions" of this manual

Furthermore, it is recommended to keep this manual near

1. Contents of this manual shall be indifferent to

2. Should there be any indistinct and noticeable

3. When replacing parts, please be sure to use our

(1) Name of Purchaser (Plant or Vessel)

Where there are any doubtful points having arisen

5. For details of ancillary equipment, please refer to

6. Contents given in this manual may differ from a

Should there be any indistinct points, please

7. This manual shall not be disclosed, presented, or

Most of the accidents arising in handling the engine

Prior to installation, assembly, running, maintenance

“Basic Cautionary Instructions on Safety" in this

The rank of safety precautions is classified into

Imminent danger of death or suffering

Where possible danger of suffering

Even such matters which fall under

may possibly lead to serious results depending upon the

by where every description covers

1.3.1 General cautionary instructions

Cautions to be used inside engine room and enclosure

・ Ventilate the interior of engine room of enclosure.

・ Take care against fire, especially observe no-smoking when

・ For the prevention of tumbling and upsetting, try to keep

・ Make sure of location of passageways and exits so as to take

Cautions for garments and protective outfits

・ Do not put on any unmatched oversize garments and worn-out

・ Where any unusual noise, malodor, or vibration is detected, stop the

Cautions in handling outfits

・ Hang hooks on the proper positions and use stays necessary.

・ Allow slinging and crane operations to be conducted by qualified

Cautions during execution of works

Never carry out the following.

※ Turning by the use of radiator fan.

・ When handling a weighty article exceeding 20kg in weight, use a

・ When handling refrigerants such as liquid nitrogen, put on

・ When handling combustible substances such as solvent,

・ When using compressed air for cleaning etc., put on protective

Cautions in replacement of parts

・ Unless our genuine parts are used for replacement of parts, it

・ Do not remodel the engine and plant equipment without our

・ Should there be any indistinct points on safety and handling,

(1) In cases of fuel leakage from equipment and pipe-

(2) In cases of lubricating oil leakage from equipment

(3) In cases of a possibility of mist-like leakage due to

(1) In cases of hot exhaust gas leakage from equipment

(1) Where the engine is brought to a stop due to

2．Cylinder safety valve

(1) There are cases where scald is caused by the

3．Exhaust flue safety valve of gas engine

(1) There are cases where scald is caused by the

5． Engine room for gas engine