MAN B&W B1-Operating Instructions

Technical Documentation
Engine
Operating Instructions
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . L 32/40
Works No. . . . . . . . . . . . . . . . . . . . . . . . . Edition only for Information
Plant No. . . . . . . . . . . . . . . . . . . . . . . . . .
6628-- 3
MAN B&W Diesel AG : D-86135 Augsburg : Postfach 10 00 80 : Telefon (0821) 3 22-0 : Telex 5 37 96-0 man d
6628 B1--01 E 11.97 101/ 02

. 1993 MAN B&W Diesel AG
All copyrights reserved for reprinting, photomechanical reproduction (photocopying/microcopying) and translation of
this documentation or part of it.
6628 B1--01 E 11.97 102/ 02

Table of contents
N 1 Introduction
: : : N 1.1 Preface
: : : N 1.2 Product Liability
: : N 1.3 How the Operating Instruction Manual is organized, and how to use it
: : N 1.4 Addresses/Telephone numbers
N 2 Technical details
N 2.1 Scope of supply/Technical specification

: : N 2.1.1 MAN B&W Diesel AG’s Scope of Supply/Technical Specification
N 2.2 Engine
: N 2.2.1 Characteristics
: : N 2.2.2 Photographies/Drawings
N 2.3 Components/Subassemblies
: : N 2.3.1 Standard engine design Crankcase to cylinder head
: : N 2.3.2 Camshaft drive to injection valve
: : N 2.3.3 Supercharger system through engine controls
: : N 2.3.4 Special engine designs
: : N 2.3.5 Accessories
N 2.4 Systems
: : N 2.4.1 Fresh air/Charge air/ Exhaust gas systems
: : N 2.4.2 Compressed air and starting system
: : N 2.4.3 Fuel oil system
: : N 2.4.4 Control of Speed and Output
: : N 2.4.5 Injection and valve timing adjustment
: : N 2.4.6 Lube oil system
: : N 2.4.7 Cooling water system
N 2.5 Technical data
: : N 2.5.1 Ratings and consumption data
: : N 2.5.2 Temperatures and pressures
: N 2.5.3 Weights
: : N 2.5.4 Dimensions/Clearances/Tolerances--Part 1
Categories of information
Information
Description
Instruction
Data/formulas/symbols
Intended for ...
Experts
Middle management
Upper management
6628 05.00 L 32/40 101 /03

N 3 Operation/Operating media
N 3.1 Prerequisites
: : N 3.1.1 Prerequisites/Warranty
N 3.2 Safety regulations
: : N 3.2.1 General remarks
: : : N 3.2.2 Destination/suitability of the engine
: : : N 3.2.3 Risks/dangers
: : : N 3.2.4 Safety instructions
: : : N 3.2.5 Safety regulations
N 3.3 Operating media
: : N 3.3.1 Quality requirements on gas oil/diesel fuel (MGO)
: : N 3.3.2 Quality requirements for Marine Diesel Fuel (MDO)
: : N 3.3.3 Quality requirements for heavy fuel oil (HFO)
: : N 3.3.4 Viscosity/Temperature diagram for fuel oils
: : N 3.3.5 Quality requirements for lube oil
: : N 3.3.7 Quality requirements for cooling water
: N 3.3.8 Analyses of operating media
N 3.4 Engine operation I -- Starting the engine
: : N 3.4.1 Preparations for start/ Engine starting and stopping
: : N 3.4.2 Change--over from Diesel fuel oil to heavy fuel oil and vice versa
: : N 3.4.3 Admissible outputs and speeds
: : : N 3.4.4 Engine Running--in
N 3.5 Engine operation II -- Control the operating media
: : N 3.5.1 Control the engine/ perform routine jobs
: : N 3.5.2 Engine log book/ Engine diagnosis/Engine management
: : N 3.5.3 Load curve during acceleration/manoeuvring
: : N 3.5.4 Part--load operation
: N 3.5.5 Determine the engine output and design point
: : N 3.5.6 Engine operation at reduced speed
: : N 3.5.7 Equipment for optimising the engine to special operating conditions
: N 3.5.8 Bypassing of charge air
: N 3.5.9 Condensed water in charge air pipes and pressure vessels
: : N 3.5.10 Load application
: N 3.5.11 Exhaust gas blow--off
: N 3.5.12 Charge air blow--off
N 3.6 Engine operation III -- Operating faults
: : N 3.6.1 Faults/Deficiencies and their causes (Trouble Shooting)
: : N 3.6.2 Emergency operation with one cylinder failing
: : N 3.6.3 Emergency operation on failure of one turbocharger
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
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: : N 3.6.4 Failure of the electrical mains supply (Black out)
: N 3.6.5 Failure of the cylinder lubrication
: : N 3.6.6 Failure of the speed control system
: : : N 3.6.7 Behaviour in case operating values are exceeded/ alarms are released
: : : N 3.6.8 Procedures on triggering of oil mist alarm
N 3.7 Engine operation IV -- Engine shut--down
: N 3.7.1 Shut down/Preserve the engine
N 4 Maintenance/Repair
: : : N 4.1 General remarks

: : : N 4.2 Maintenance schedule (explanations)
: : N 4.3 Tools/Special tools
: : N 4.4 Spare Parts
: : N 4.5 Replacement of components by the New--for--old Principle
: : N 4.6 Special services/Repair work
: : N 4.7 Maintenance schedule (signs/symbols)
: : N 4.7.1 Maintenance Schedule (Systems)
: : N 4.7.2 Maintenance Schedule (Engine)
N 5 Annex
: : N 5.1 Designations/Terms
: : N 5.2 Formulae
: : N 5.3 Units of measure/ Conversion of units of measure
: : N 5.4 Symbols and codes
: : N 5.5 Brochures
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
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Introduction
1 Introduction
2 Technical details
3 Operation/
Operating media
4 Maintenance/Repair
5 Annex
6680 1--02 E 11.97 101/ 01

Table of contents
N 1 Introduction
: : : N 1.1 Preface
: : : N 1.2 Product Liability
: : N 1.3 How the Operating Instruction Manual is organized, and how to use it
: : N 1.4 Addresses/Telephone numbers
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6628 05.00 L 32/40 101 /01

Preface 1.1
Characteristics of engines, Engines produced by MAN B&W Diesel AG have evolved from periods of
justified expectations, continuous, successful research and development work. They satisfy high
prerequisites standards or performance and have ample redundancy of withstanding
adverse or detrimental influences. However, to meet all the requirements
of practical service, they have to be used to purpose and serviced
properly. Only with these prerequisites can unrestricted efficiency and long
useful life be expected.
Purpose of the operating and The operating instructions as well as the working instructions (working
working instructions cards) are thought to assist you in becoming familiar with the engine and
the equipment. They are also thought to provide answers to questions that
may turn up later on, and to serve as a guidance in your activities of
engine operation, checking and servicing. Furthermore, we attach
importance to familiarising you with the functions, relations, causes and
consequences, and to conveying the empirical knowledge we have. Not
the least, in providing the technical documentation including the operating
and working instructions, we comply with our legal duty of warning the
user of the hazards which can be caused by the engine or its components
- in spite of a high level of development and much constructive efforts - or
which an inappropriate or wrong use of our products involve.
Condition 1 The technical management and also the persons in charge of servicing
works (possibly on order) have to be familiar with the operating
instructions and working instructions (work cards). These should all times
be available.
▲▲ Caution! Missing information and disregard for information

can cause injury to persons, damage to property and the
environment.
Please read the operating and working instructions.
Condition 2 The servicing and overhaul of modern four-stroke engines will in each
case require previous training of the personnel in charge. The level of
knowledge that is acquired during such training is a prerequisite to using
the operating instructions and working instructions (work cards). No
warranty claims can be derived from the fact that a corresponding note is
missing in these.
▲▲ Caution! Untrained persons can cause injury to persons,

damage to property and the environment.
Never give orders which may exceed the level of knowledge and
experience. Access must be denied to unauthorised personnel.
Condition 3 The technical documentation is valid for one certain order only. There can
be considerable differences to other plants. Informations valid in one case
can lead to problems in others.
▲ Attention! Technical documents are valid for one certain order

only. Using information of another order or from foreign sources can
lead to disturbances/damages.
Only use the correct information, never use information from foreign
sources.
6680 1.1--01 E 12.97 32/40 upw 101/ 02

To be observed as well ... Please observe also the notes on product liability given in the following
section and the introductional passages and safety regulations in
Section 3.
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Product Liability 1.2
The reliable and economically efficient operation of a propulsion system

requires that the operator has a comprehensive knowledge. Similarly,
proper performance can only then be restored by maintenance or repair
work if such work is done by qualified specialists with the adequate
expertise and skill. Rules of good workmanship have to be observed,
negligence is to be avoided.
This Technical Documentation complements these faculties by specific

information, and draws the attention to existing dangers and to the safety
regulations in force. MAN B&W Diesel AG asks you to observe the
following:
▲▲ Caution! Neglection of the Technical Documentation, and

especially of the Operating/Working Instructions and Safety
Regulations, the use of the system for a purpose other than intended
by the supplier, or any other misuse or negligent application may
involve considerable damage to property, pecuniary damage and/or
personal injury, for which the supplier rejects any liability
whatsoever.
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How the Operating Instruction Manual
is organized, and how to use it 1.3
Instructions for use
The operating manual contains written and illustrated information that is

both generally useful and specially significant. This information is thought
to supplement the knowledge and faculties which the persons have who
are entrusted with
- the operation,
- the control and supervision,
- the maintenance and repair
of the engine. The conventional knowledge and practical experience alone
will not be adequate.
The operating instructions should be made available to these persons. The

people in charge have the task to familiarise themselves with the
composition of the operating manual so that they are able to find the
necessary information without lengthy searching.
We attempt to render assistance by a clearly organised composition and

by a clear diction of the texts.
Structure and special features
The operating instruction manual mainly consists of the sections
1 Introduction
2 Technical details
3 Operation/Operating media,
4 Maintenance/Repair, and
5 Annex
The operating manual is limited to the vital subjects. It mainly focuses on:
- Understanding the functions/coherences;
- Starting and stopping the engine,
operating it in routine and emergency modes;
- Planning engine operation, controlling it in compliance with operating
results and economic criteria,
ensuring operational prerequisites on the engine and the peripheral
systems,
selecting, preparing and treating operating media and
- Maintaining the operability of the engine,
carrying out preventive or scheduled maintenance work,
doing unsophisticated repair work, and contracting and supervising
more difficult work.
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The manual does not deal with:
- The moving, erection and dismantling of the engine or major
components of it,
- Steps and checks when putting the engine into operation for the first
time,
- Difficult repair work requiring special tools, facilities and experience and
the
- Behaviour after fire, inrush of water, severe damage and average.
What is also of importance
The sheet “Scope of supply” The content of the operating manual and structural details of it can be
seen at a glance from the table of contents. We would like to draw your
particular attention to the sheet “Scope of supply” in Section 2. The sheet
named “Scope of supply” lists and briefly describes all the items that were
supplied by MAN B&W Diesel AG. This sheet shows for which
components you may expect to receive assistance and spare parts
supplies from us. This is the scope to which our information, our
maintenance schedules and specifications refer to. Where problems are
encountered with systems for which we have supplied but a few items, it
will possibly be more helpful to consult the system supplier directly, unless
MAN B&W’s scope of supply is mainly concerned, or similar, obvious
reasons apply.
Engine design The operating manual will be continually updated, and matched to the
design of the engine as ordered. There may nevertheless be deviations
between the sheets of a primiarily describing/illustrating content and the
definite design.
Technical details Technical details of your engine are included in

- the printed brief description in Section 5,
- the installation drawing included in Volume E1,
- the “Technical details” in Section 2,
- in the work cards in Volume B2, and
- the test run or commissioning certificate included in Volume B5.
All the documentation is specially matched to your particular engine, with
the exception of the printed brief description.
Maintenance schedule/ The maintenance schedule is closely related to the work cards of Volume
work cards B2. The work cards describe how a job is to be done, and which tools and
facilities are required for doing it. The maintenance schedule, on the other
hand, gives the periodical intervals and the average requirements in
personnel and time.
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Addresses/Telephone numbers 1.4
Addresses Table 1 contains the addresses of Works of the MBD and of the Technical
Branch Office in Hamburg. The addresses of MAN B&W service centers,
agencies and authorised repair workshops can be looked up in the
brochure “Diesel and Turbocharger Service Worldwide” in Volume A1.
Company Address
Work Augsburg MAN B&W Diesel AG
Stadtbachstraße 1
D--86135 Augsburg
Phone (0821) 322--0
Fax (0821) 322--3382
Work Hamburg MAN B&W Diesel AG
Service Center, Werk Hamburg
Rossweg 6
D--20457 Hamburg
Phone (040) 7409--0
Fax (o40) 7409--104
Technical Branch Office Hamburg MAN B&W Diesel AG
Vertriebsbüro Hamburg
Admiralitätstraße
D--20459 Hamburg
Phone (040) 378515--0
Fax (040) 378515--10
MAN B&W Service Center, Please look up in the brochure
agencies and authorised repair “Diesel and Turbocharger Service
workshops Worldwide”
Table 1. Companies and addresses of the MAN B&W Diesel AG
Contact Table 2 contains the names, telephone and fax numbers of the competent
persons who can give advise and render assistance to you if required.
Your contact
Work Augsburg Work Hamburg MAN B&W Service
Service Center Center, agencies,
Phone (0821) 322-- ... Phone (040) 7409-- ... authorised repair
Fax (0821) 322-- ... Fax (o40) 7409-- ... workshops
Service Engines Waschezek ST Taucke ST4 Look up in the brochure
Phone ... -- 3930 Phone ... -- 149 “Diesel and Turbochar-
Fax ... -- 3838 Fax ... -- 104 ger
g Service Worldwide”
Service Turcharger Nickel AS i Volume
in V l A1
Phone ... -- 3994
Fax ... -- 3998
Service Spare parts Stadler SK
Phone ... -- 3580
Fax ... -- 3574
Table 2. Persons to be contacted, telepone and fax numbers
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Technical details
1 Introduction
2 Technical details
3 Operation/
Operating media
5 Annex
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Table of contents
N 2 Technical details
N 2.1 Scope of supply/Technical specification

: : N 2.1.1 MAN B&W Diesel AG’s Scope of Supply/Technical Specification
N 2.2 Engine
: N 2.2.1 Characteristics
: : N 2.2.2 Photographies/Drawings
N 2.3 Components/Subassemblies
: : N 2.3.1 Standard engine design Crankcase to cylinder head
: : N 2.3.2 Camshaft drive to injection valve
: : N 2.3.3 Supercharger system through engine controls
: : N 2.3.4 Special engine designs
: : N 2.3.5 Accessories
N 2.4 Systems
: : N 2.4.1 Fresh air/Charge air/ Exhaust gas systems
: : N 2.4.2 Compressed air and starting system
: : N 2.4.3 Fuel oil system
: : N 2.4.4 Control of Speed and Output
: : N 2.4.5 Injection and valve timing adjustment
: : N 2.4.6 Lube oil system
: : N 2.4.7 Cooling water system
N 2.5 Technical data
: : N 2.5.1 Ratings and consumption data
: : N 2.5.2 Temperatures and pressures
: N 2.5.3 Weights
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6628 05.00 L 32/40 101 /01

Scope of supply/Technical specification 2.1
2.1 Scope of supply/Technical specification

2.2 Engine
2.3 Components/Subassemblies
2.4 Systems
2.5 Technical data
6682 2.1--01 E 07.97 101/ 01

MAN B&W Diesel AG’s
Scope of Supply/Technical Specification 2.1.1
Items supplied The next page is a list of the items we have supplied. We are giving you
this list to ensure that you contact the right partner for obtaining
information/assistance.
For all items supplied by us ... For all questions you have on items supplied by us, please contact
- MAN B&W Diesel AG in Augsburg,
and for typical service questions,
- MAN B&W service centers,
- agencies and
- authorised repair workshops all over the world.
For all items not supplied by us ... For all items not supplied by us, please directly contact the subsuppliers,
except the components/systems supplied by MAN B&W Diesel AG are
concerned to a major extent or similar, obvious reasons apply.
Technical Specification The order confirmation, technical specification related to order

confirmation and technical specification of the engine contain
supplementary information.
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Engine 2.2

2.2 Engine
2.4 Systems
2.5 Technical data
6682 2.2--01 E 12.97 101/ 01

Characteristics 2.2.1
The engine 32/40 supplements Engines with the type designation L 32/40 are turbocharged, unidirectional,
a successful engine series -- four-stroke, in-line engines with a cylinder bore of 320 mm and a stroke of
136 engines sold (status: 12/96) 400 mm. They are used for marine propulsion and auxiliary applications,
and as stationary engines in power stations. The characteristic features of
the larger engine types of MAN B&W Diesel AG’s production programme
have been adopted for this engine. The engine benefits from the design
principles and the rich experience gained with approx. 550 engines (status
12/96).
Characteristics in key words When viewing onto the coupling end, the exhaust gas pipe is at the right
(exhaust side AS), and the charge air pipe at the left (exhaust counter
side, AGS).
The engine has two camshafts. One of them is used for inlet/exhaust
valve actuation on the exhaust side, the second one serves to drive the
injection pumps on the exhaust counter side. Hydraulically actuated
adjusting device permit to adjust both the valve timing and the injection
timing, depending on the design ordered.
The turbochargers and charge-air coolers are at the coupling end on most
of the propeller propulsion engines, and at the free engine end on
generator engines. Cooling water and lube oil pumps can be driven via a
drive unit on the free engine end.
The engine can be operated on fuel oil of up to 700 mm2/s at 50 C up to,
and including CIMAC H/K 55. It can be adapted to operation on MDO, if
desired.
Engines of the type L 32/40 have a large stroke/bore ratio and a high
compression ratio. These characteristics facilitate an optimisation of the
combustion space geometry and contribute to a good part-load behavior
and a high efficiency.
The engines are equipped with MAN B&W turbochargers of the NR type.
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Photographies/Drawings 2.2.2
Figure 1. 9--cylinder engine L32/40 four--stroke engine viewed from the exhaust counter side
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Figure 2. 9L 32/40, viewed from the exhaust side
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Figure 3. Engine cross section, viewed from the coupling side
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Figure 4. Longitudinal section of engine (free engine end/exhaust counter side)
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Figure 5. Longitudinal section of engine (coupling side/exhaust side)
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Components/Subassemblies 2.3

2.2 Engine
2.4 Systems
2.5 Technical data
6682 2.3--01 E 12.97 101/ 01

Standard engine design
Crankcase to cylinder head 2.3.1
Crankcase
Crankcase/ The engine crankcase is made from cast iron. It is solid and designed to
crankshaft bearing/ be very rigid. Tie rods extend from the lower edge of the hanging base
tie rod bearing up to the upper edge of the crankcase and from the upper edge of
the cylinder head to the diaphragm. The bearing cover of the crankshaft
bearing is, in addition, laterally braced to the casing. The control drive and
the vibration damper casing are integrated in the crankcase.
Figure 1. Main components/tie rod
Cooling water/lubricating oil The crankcase has no chambers for water. Lubricating oil is fed to the
engine through a distributor pipe cast into the casing. Tie rod bore holes
and the tie rod fulfill a dual task: they keep components under initial
tension and they also help in oil distribution. The tie rod is sealed at the
height of the crankcase diaphragm.
Access Parts of the running gear are easily accessed through large covers on the
longitudinal sides. The crankcase covers on the exhaust side have safety
valves (generally on marine engines, on stationary engines in some cases
only).
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Figure 2. Non-machined crankcase, seen from the coupling end
Oil sump
The oil sump is welded from steel plate. It catches any oil dripping from
the partsof the running gear and feeds it to the lubrication oil tank lying
below.
Crankshaft bearing
Bearing cap/tie rod The covers of the crankshaft bearing (Figure 3, on left) are arranged in a
hanging position. They are held by the frame tie rods which pass through.
Cross-tensioning by additional tie rods is used to keep the form of the
bearing body stable. They prevent lateral yielding of the crankcase under
the effective ignition pressures.
Figure 3. Crankshaft bearing/locating bearing/external bearing
Locating bearing The locating bearing which determines the axial position of the crankshaft
is arranged on the first inner bearing pedestral. It consists of a flange
forged onto the crankshaft, the axially arranged butting rings with AISn
running layer and the bearing body set over this. Only the upper half of the
locating bearing flange is supported.
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External bearing The external bearing absorbs radial forces which run over the coupling
flange in the crankshaft. It is formed from the wall of the crankcase, the
screwed-on divided flange bearing and the labyrinth and splash ring with
covering shell.
Bearing shells The bearing shells of all crankshaft bearings consist of a steel supporting
shell, a bonding layer and a light metal running layer.
Crankshaft
Crankshaft/counter weights/ The crankshaft is forged from a special steel. It is arranged in a hanging
drive wheel position and has, per cylinder, 2 counterweights held by undercut bolt to
balance the oscillating masses. The drive wheel for the geared drive
consists of 2 segments. They are held together by 4 tangentially arranged
screws. The locating bearing flange is connected to this by cap screws.
Figure 4. Crankshaft with drive wheel, locating bearing flange and attached
counterweights.
Flywheel The flywheel, which is made from spheroidal graphite iron, is arranged on
the crankshaft flange at the coupling end. Through the flywheel or its
geared rim, the engine can be turned over during maintenance work by a
turning gears.
Torsional vibration
Torsional oscillation, to which the crankshaft is susceptible, is reduced

using a vibration damper arranged at the free end of the crankshaft. The
vibrations are transferred from the interior to packets of sleeve springs and
are damped there by friction and the cushioning action of the springs. The
inner part is arranged so that cooling water and lubricating oil pumps can
be driven using an attached geared rim.
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Figure 5. Crankshaft at the free end, equipped with torsional vibration damper and
gear rim
Connecting rod
Connecting rod with two parting The so-called marine-type connecting rod was selected for the con-rod
lines design. The parting line lies above the connecting rod bearing. On pulling
the piston, the connecting rod bearing does not have to be open. This has
advantages for operational safety (no change in position, no new
adjustments) and this construction reduces the piston removal height.
Figure 6. Con-rod with two parting lines (marine-type)
Bearing shells The bearing shells are identical to those of the crankshaft bearing.
Thin-walled shells with a light-metal layer are used. The bearing cover and
bearing body are screwed together using undercut bolts (studs).
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Figure 7. Con-rod processing centre
Pistons
Constructive characteristics Basically, the piston consists of two parts. The lower part consists of
spheroidal graphite iron. The piston crown is forged from high-quality
material. The choice of material and constructive design mean high
resistance to the ignition pressures which occur and they allow slight radial
clearance of the piston ring. Slight radial clearance and the differential
piston construction reduce the mechanical load on the piston rings,
prevent the entry of abrasive particles and protect the oil film from
combustion gases.
Cooling The special form of the piston crown allows for effective cooling. Cooling is
supported by the shaker-effect internally and externally as well as by an
additional row of cooling bore holes in the exterior. In this way, the
temperatures are controlled so that wet corrosion in the ring grooves can
be avoided. The ring grooves are inductively hardened. It is possible to
re-finish them.
The piston is cooled using oil which is fed through the connecting rod. Oil
is transferred from the oscillating connecting rod to the upper part of the
piston using a funnel on spring bearings which slides on the outer contour
of the connecting rod eye.
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Figure 8. Piston -- two part, oil cooled
“Differential piston” The piston crown has a somewhat smaller diameter than the remaining
running surface. This design of piston is called a differential piston. An
explanation of the purpose of the step can be found under the “Cylinder
liner“ point.
Piston rings The upper and lower parts are connected with one another using undercut
bolts. To seal the piston from the cylinder liner, there are 3 compression
rings and an oil control ring. The first compression ring has a
chrome-ceramic coating. The second and third rings are chrome plated. All
rings are arranged in the wear-resistant and well cooled steel crown.
Piston pin The piston pin is floating mounted and fixed axially using retaining rings.
There are no bore holes to affect the formation of oil film and the strength.
Figure 9. Piston with connecting rod
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Cylinder liner
Cylinder liner/ The cylinder liners are made from special cast iron and have a spheroidal
Backing ring/ graphite iron backing ring in the upper part. This is centred in the
Top land ring crankcase. The lower area of the cylinder liner is guided by the diaphragm
of the crankcase. There is a so-called top land ring on the collar of the
cylinder liner.
The division into three components, i.e. into cylinder liner, backing ring and
top land ring allows the best possible design with regard to security from
deformation, cooling, and the guarantee of minimal temperatures of certain
parts.
Figure 10. Cylinder liner, top land ring and backing ring
Combined effect of differential The top land ring which projects over the cylinder liner bore hole has a
piston/top land ring combined effect with the set-back piston crown of the differential piston, in
that coke deposits on the piston crown no longer touch the running surface
of the cylinder liner. In this way, bore polishing, which prevents good
adhesion of lubricating oil, can be avoided.
Figure 11. Combined effect of top land ring and differential piston
Cooling The cooling water reaches the cylinder liner through a pipe which is
connected to the backing ring. The water flows through the bore holes of
the top land ring (jet cooling) and flows on through bore holes in the
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backing ring to the cooling chambers of the cylinder heads. The cylinder
head, backing ring and top land ring can be drained together.
Using bore holes in the backing ring, the top land ring and cylinder head
can be checked for gas tightness and cooling water leakages.
Figure 12. Measuring roughness on processed cylinder liners
Bild 13. Work steps in dismantling the cylinder liner -- top land ring/piston/cylinder liner
Cylinder head/rocker arm casing
The cylinder heads are made of spheroidal graphite iron. They are
pressed to the top land ring using 4 studs. The strong bore-hole cooled
floor of the cylinder head as well as the ribbed reinforced inner guarantee
a high level of shape-dependent strength.
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Figure 14. Cylinder head with inlet and outlet valves as well as injection valve
Valves in the cylinder head The cylinder head has two inlet and two exhaust valves, one starting
valve, one indicator valve and (if used as marine engine) one safety valve.
The fuel injection valve is centrally located between the valves. It is
enclosed in a sleeve which in the lower part is sealed against the cooling
water space and also against the combustion space.
Connections The connections between the cylinder head and the exhaust gas manifold,
the connections inside the charge air pipe and to the cooling water system
and starting air pipe use quick-lock, clamped and plug-in connectors.
Figure 15. Cylinder head with valves and charge air pipe section
Rocker arm casing/valve drive The cylinder head is closed at the top by the rocker arm casing and a
cover, through which the valves and the injection valve are easily
accessible.
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Figure 16. Rocker arm casing with valve drive
6628 2.3.1--01 E 07.97 L 32/40 110 / 10

Control drive to injection valve 2.3.2
Control drive/camshaft drive
Arrangement of the control The control drive is integrated into the crankcase. It is located at the
drive and the intermediate coupling end between the first crankshaft bearing and the external bearing
wheels or the casing. The drive of the camshaft phasing gears is carried out over
two spur toothed intermediate wheels from the gear rim to the crankshaft.
The first intermediate wheel has a large gear rim on the drive side and a
small one on the power take-off side. The second intermediate wheel is
attached to both camshafts. It drives the injection camshaft and the valve
camshaft on the opposite side of the engine.
Figure 1. Control drive, arrangement of drive and intermediate wheels
The intermediate wheels run on axle journals, which are connected by

undercut boltbolts/studs to the inner side of the frame. The outer side of
the control drive is accessible after disassembling the external bearing or
the casing and the screwed on end wall.
Lubrication oil supply The control drive does not have any external oil feed lines. The oil supply
of the bearing bushes and the meshing occurs through drill holes/
channels/short pipes in the crankcase and spray nozzles connected to it.
These must not be removed in disassembling intermediate wheels.
Camshaft
2 camshafts The engine has 2 camshafts, both consisting of cylinder length sections.
One camshaft activates the gas exchange, the other the fuel injection
pumps.
Adjustable camshaft (with This solution allows the injection camshaft to be adjusted according to the
additional equipment) operating conditions and it relieves the valve camshaft of rotary oscillation
excitement through the fuel injection pump. The camshafts are carried on
tunnel bearings. The inserted bearing bushes consist of a steel jacket with
a thin runner layer of lead bronze.
6628 2.3.2--01 E 06.98 L 32/40 101/ 08

Figure 2. Injection camshaft with shifting device (special design, reference 015b)
Both camshafts are picked up in the frame contour. They are covered by
easily removable light metal covers.
Camshaft number The injection camshaft has one cam per cylinder. The valve camshaft
carries two double cams per cylinder, one cam half each being used in
full-load operation, the second half being operative with the camshaft
shifted to part-load operation.
Figure 3. Valve camshaft with shifting device (special design, reference 017)
Thrust bearing There are thrust bearings to position the camshafts in a longitudinal
direction. In camshafts without a regulating device, they are arranged at
the coupling end. In injection camshafts with a regulating device, the thrust
bearing is located at the free end of the engine. It is used to absorb the
thrust load which occurs on moving the camshaft.
In valve camshafts with a regulating device, regulating piston ensures the

correct positioning -- these shafts do not have any thrust bearings.
Valve gear
Camshaft-- arm--push rod The drive of the push rods for the inlet and exhaust valves occurs from the
valve camshaft over inlet and exhaust rockers, which are carried on a
common bearing block and it picks up the cam movement over a roller.
Activating the valves using The movements of the push rods are transmitted in the cylinder head to
levers and yokes short levers which transfer these movements to guided yokes (see Figure
under ”Cylinder head”). The yokes activate two identical valves
respectively. The bearing block of the drive lever (the rocker arm housing)
6628 2.3.2--01 E 06.98 L 32/40 102/ 08

is screwed to the cylinder head. Bearing bushes, ball cups and yokes are
supplied with oil through a connection in the bearing block.
Figure 4. Valve drive on the exhaust side using inlet and exhaust rocker arms
Valves
Valves/valve guides There are two inlet and two exhaust valves per cylinder head.They are
guided using the valve guides inserted in the cylinder heads.
Figure 5. Inlet and exhaust valve
Valves/seat rings The valve disk of the inlet and exhaust valve is armoured. In contrast to
the inlet valve, the seat ring of the exhaust valve is also armoured. Cooling
water flows around the inner side of the seat rings inserted in the cylinder
head.
6628 2.3.2--01 E 06.98 L 32/40 103/ 08

Figure 6. Armouring a valve cone
Barring gears The inlet valves are turned using rotocaps. The exhaust valves have
propeller blades on the shaft above the disk, which the valves turn using
the gas current flowing past. Rotation is possible through the thrust
bearing on the upper end of the valve.
The barring gears guarantee gas-tight valve seating and thus extended
periods between overhauls.
Speed governor
System components The speed and performance control systems consist of an electronic
control device, an electromechanical final positioning device, a speed
setting device and speed pick-up. The speed recorders k-up the actual
speed of the engine.
Efficiency principle In the electronic control device, the difference between the target speed
and the actual speed is calculated. If they differ from one another, then a
correction signal is created. It is transferred to the final positioning device
and there converted into a rotation. This rotation moves the control rod of
the fuel injection pump, i.e. the amount of fuel injected into the cylinder is
changed.
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Figure 7. Speed control system made by Heinzmann, with electromagnetic final positioning device (left), electronic control
device (centre) and programming device (right)
Fuel injection pump
Arrangement/Drive The fuel injection pumps are arranged on the opposite side to the exhaust
over the camshaft casing. The drive through the fuel pump cam occurs
through the tappet pot in which the track roller is carried. The stroke
movement of the tappet pot is transferred directly to the spring loaded
pump piston.
Figure 8. Fuel injection pumps with helical edge control
Method of operation The fuel is fed to the middle area of the pump cylinder through an annulus.
The baffle screws are also arranged here. They can be easily replaced in
the case of wear through cavitation. The pump cylinder is closed at the top
through the valve body. The constant pressure relief valves (GDE valves)
are arranged here. The GDE valves prevent cavitation and pressure
fluctuations in the system. This prevents the injection valve dripping.
Charge setting The capacity is set according to the required performance speed
combination by turning the pump piston and thus the control edge. This
6628 2.3.2--01 E 06.98 L 32/40 105/ 08

can be done using a sleeve toothed on the outside which grips the smooth
shoulder of the pump piston. The sleeve is turned using the toothed
control rod. Each fuel injection pump has an air activated emergency stop
piston. The available performance is limited by the depth of the emergency
stop cylinder.
A fuel leakage run-off under the baffle screws prevents fuel entering the
lubrication oil and (in MDF-mode) there is an additional oil prevention
connection.
Charge/control rods
The final positioning device The admission linkage is operated by the governor or positioner, the lever
activates the regulating shaft motion of which is transmitted to the regulating shaft at the coupling end of
the engine. This regulating shaft is supported in pillows bolted to the crank
case before the injection pumps, and moves the nuckle joints which in turn
shift the admission linkage of the injection pumps.
Buchling levers The buchling levers allow the engine to be stopped and started when the
control rods are locked due to its spring loaded tipping mechanism.
Charge display The position of the rods can be displayed using signals which are created
by an inductive position pick-up.
Figure 9. Regulating shaft with buchling levers
Injection pipes
Injection pipes with protecting The injection pipes between the fuel injection pumps and the injection
tube valves are surrounded by two-part protecting tubes for safety reasons. The
protecting tubes drain any possible leaking fuel to a common fuel leakage
pipe.
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Figure 10. Fuel injection pipe. Fuel route: Fuel injection pump--injection
pipe--screwed in lance--injection valve
The injection elements are screened from the outside by a common

casing. The sections which repectively extend over one cylinder can be
easily removed using star grip closures.
Injection valve
Fuel speed The injecection valve is arranged centrally in the cylinder head. The fuel is
supplied from the exhaust counter side using a lance which is guided
through the cylinder head and which is screwed to the nozzle body. The
fuel is injected directly into the combustion chamber.
Figure 11. Water-cooled fuel injection valve with multiple-jet nozzle
Cooling The injection valves is cooled using water (as a rule) or diesel oil. Coolant
entry and exit lie in the centre area of the valve. The water supply and
removal occur separately from the cylinder cooling through pipes which lie
on the exhaust side (water) or on the exhaust counter side (diesel oil).
6628 2.3.2--01 E 06.98 L 32/40 107/ 08

Figure 12. Arrangement of the fuel injection pumps and injection pipes (large
illustration), view of cylinder head with holding yoke of injection valve (small
illustration)
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Supercharged system to motor control 2.3.3
Supercharged system/turbocharger
Retention procedure Supercharging occurs according to the so-called retention procedure,

whereby the exhaust gases from all cylinders flow into a common exhaust
pipe. The turbocharger is supplied with energy from this pipe. The
compressed fresh air, too, is supplied to the cylinders from a common
pipe.
Figure 1. Supercharged system -- arrangement of turbocharger, charge-air cooler

casing and charge-air pipe
Advantages The retention procedure offers the following advantages:

- Simple pipe elements, the same components for all cylinders,
- the same supercharging ratios for all cylinders,
- minimum losses in case of load change, and
- low stress on the turbine.
The selected charging procedure and the structure of the turbochargers
with their high degree of efficiency at partial and full load guarantee:
- a high surplus of air,
- clean burning and
- low thermal stresses.
Turbocharger On engines serving to drive propeller systems, the turbocharger is, as a
rule, arranged on the coupling side -- on engines driving generators, it is
located on the free engine end. The turbocharger is mounted at right
angles to the engine. NR series turbochargers are used, i.e.
6628 2.3.3--01 E 04.98 L 32/40 101/ 09

turbochargers with radial-flow compressors and radial turbines (NR26 -
NR34). The main characteristic of this series is the uncooled, isolated
turbine intake and exhaust housing. This structure guarantees
- that the turbine has the full exhaust energy available and
- that no corrosion is to be be expected by falling below the dew point in
case of partial load.
Figure 2. NR series turbocharger with suction silencer (left), compressor, bearing

casing and turbine (right)
Fresh air is drawn in through an effective silencer or air intake socket. The
rotor of the turbocharger runs on both sides in rotating plain bearing
bushes. These are connected to the lubricating oil system of the engine.
Charge-air pipe/charge-air cooler
The fresh air drawn in and compressed by the turbocharger is led through
a double diffuser to the casing in front of the charge-air cooler. It is cooled
down in a charge-air cooler or (in case of stationary plants) in an air-to-air
cooler and led to the cylinders via the charge-air pipe. The charge-air
cooler is of the one-stage design for the admission of fresh water (for
two-stage charge-air coolers, refer to ident. No. 007b).
6628 2.3.3--01 E 04.98 L 32/40 102/ 09

Figure 3. Charge-air system. Air route: turbocharger -- diffuser -- diffuser casing --
charge-air cooler -- charge-air pipe
The charge-air pipe is divided into units each having the length of a
cylinder. They are connected to one another by means of pipe couplings.
This design allows simple dismantling of the cylinder heads.
Exhaust pipe
The cast exhaust pipe sections have a maintenance-friendly mounting clip

on the connection to the cylinder head. The exhaust pipe is uncooled, heat
insulated and lagged and equipped with compensators between the
cylinders and in front of the turbocharger.
Figure 4. Exhaust pipe
The exhaust pipe lagging consists of elements, each extending over one
cylinder. The metal sheets have insulating jackets on the inside and can
be removed after loosening a few screws.
Lubricating oil supply/Cylinder lubrication
Lubricating oil inlet/ All lubrication points of the engine are connected to a common oil pressure
lubricating oil route circuit. The lubricating oil inlet flange is located at the free end of the
engine. The oil passes from the distributor pipe integrated in the frame to
the main bearing. From there, the route passes through the crankshaft to
the big-end bearing and through the connecting rod into the piston crown.
From the piston crown, the oil runs back to the oil sump.
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Figure 5. Lubricating oil system - oil ducts in the crankcase
The spray nozzles for the camshaft drive gear are supplied with oil through
ducts in the crankcase and internal pipes. The bearings of both camshafts
and the cam follower shafts (via a short pipe) are also connected to the
distributor pipe by means of cast bore holes. The camshaft thrust bearing
is supplied with oil from the outside.
On the exterior of the engine, i.e. on the exhaust counter side, further
supply pipes lead to the injection pump (tappet cup/sealing oil and to the
rocker arm axles in the cylinder head.
The control pistons and bearings of the camshaft adjustment device are
supplied from outside by means of separate pipes. This also applies to the
bearing of the turbocharger.
The lubricating oil system is equipped with a pressure control valve which
keeps the oil pressure upstream of the engine constant independent of the
speed.
Lubricating the cylinder liners The running surfaces of the cylinder liners are lubricated by means of oil
spray and vapour. The piston ring package is supplied with oil from below
via bore holes in the cylinder liner. The oil is led from the exhaust counter
side through the diaphragm of the frame. This is ensured by a block
distributor to which the oil is led via a delivery pump from the inlet pipe.
Fuel pipes
Fuel inlet/fuel return The engine is supplied with fuel via a manifold which is arranged on the
exhaust counter side. The injection pumps are fed from this pipe.
Excessive fuel is admitted to a return manifold. The connections of both
pipes lie at the free end of the engine, where also the associated buffer
pistons and, in case of stationary plants, the pressure retaining valve are
arranged. The buffer pistons are used to reduce pressure surges in the
system. The pressure retaining valve in the fuel return pipe keeps the
system on the engine side under pressure, so that no steam bubbles
arise.
The fuel manifolds are heated by means of the steam supply pipe located
inbetween. The steam return pipe heats the leakage oil pipe which is used
to discharge leaking fuel.
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Cooling water pipes
The following are cooled: the The backing rings of the cylinder liners and the cylinder heads are supplied
cylinders, the charge-air cooler, with fresh water. The charge-air cooler can be impinged with fresh water,
the injection nozzles raw water or sea water. The cooling of the injection nozzles is effected by
means of a separate system.
Cooling water inlet/ The cooling water inlet flange for cylinder cooling is located at the free end
cooling water return of the engine. The pipe lies on the crankcase (rear) on the exhaust side.
From there, connections are led to the backing rings of the cylinder liners
(at the bottom). The following are cooled:
- the bore holes of the top land ring and
- the cylinder head with the valve seat rings.
Route of the cylinder cooling The cylinder head is cooled starting from the annulus around the cylinder
water head bottom. From there, the water flows through bore holes into the
annulus between the injection valve recess and the inner part of the
cylinder head. To some extent, it only arrives there after flowing around the
valve seat rings. From this annulus, the remaining large cooling spaces of
the cylinder head are filled. The discharge of the water is effected via the
slipped-on overspill sleeve over the upper area of the backing ring to the
return manifold, which is located near the supply pipe (front). It leads the
heated water to the charge-air cooler or back into the system.
Figure 6. Cylinder cooling
The supply and return pipes for the nozzle cooling water are located
underneath the charge-air pipe.
Venting/drainage At the uppermost points of the cylinder heads and the charge-air cooler, a
permanent venting pipe is connected. For draining the cylinder heads and
backing rings, the supply pipe must be emptied.
6628 2.3.3--01 E 04.98 L 32/40 105/ 09

Condensed water pipe
The water accumulating downstream of the charge-air cooler and in the

charge-air pipe due to the compression and cooling of the air, is
discharged via external pipes. This is effected by means of a drainage
valve (float valve) and an overflow pipe which must be monitored.
Crankcase venting
Venting valve The crankcase venting connection is located on top of the crankcase or on
the exhaust side. The connection/the casing together with the fitting on
the casing serve the purpose of pressure compensation as against the
atmosphere. Overpressures in the crankcase are reduced by lifting the
curved valve shell. On the other hand, the valve shell prevents that air is
admitted in case there is a fire in the crankcase. Leakage oil, which
accummulates in the fitting, is returned to the crankcase.
Figure 7. Crankcase venting
Relief valve Further relief valves are arranged in the casing covers of the crankcase.
These permit a fast reduction of pressure in case of an explosion in the
crankcase.
Starting device
The engine is started by means of compressed air. The compressed air is

for this purpose led to the loaded cylinders and forces the first appertaining
pistons downward. Before BDC is reached, the air flow is interrupted and
the process continued on the next cylinders. This is repeated until the
ignition speed is reached.
Main starting valve The connection from the air bottles to the starting valves in the cylinder
heads is opened/closed by the main starting valve provided in between.
Control air pipes and control valves are required to operate these valves.
The main starting valve is mounted on the free engine end of the
crankcase.
Starting valve The starting valves are arranged in the cylinder heads, near the valve gear
casings. The compressed air supply is effected via a plug connection
between cylinder hed and backing ring from a distributor pipe, arranged
behind the injection pumps. The valve movement is initiated by means of
a control piston.
Starting slide valves The starting slide valves are arranged near the injection pumps. They are
connected to the main starting valve via a common control air pipe, and to
the starting valves individually via control air pipes. Some of the control air
under pressure flows from the starting slide valve through a fitting resp. a
6628 2.3.3--01 E 04.98 L 32/40 106/ 09

short pipe element to the control cams which are in a rotating motion
together with the injection camshaft. As soon as the control cam closes
the bore in the fitting, the resultant dynamic pressure exerts a pulse on the
control piston of the starting slide valve. The control piston closes the
venting bore and applies air to the starting valve, thereby opening it and
moving the running gear of the engine.
Operating and monitoring devices
Figure 8. Interior view of the standardised switch cabinet with alarm and safety
system (left) as well as controls (right). Tableau (control station) in the left door
In case of marine engines: Control and monitoring of modern marine engines takes place by means of
standardised control cabinet prefabricated system elements, installed in a control cabinet. Depending
on the definition of the scope of supply, it covers the following elements:
- The remote control system with equipment for manual remote
start/remote stop including start blocking/start release and coupling
control,
- the safety system, with, among other things, ??? equipment for
manual/automatic emergency stop, automatic load reduction and
override command,
- the alarm system with monitoring of limit value, wire break and
malfunction of devices,
- the indicating system for operating values and operating conditions,
- diverse controls for auxiliary devices, e.g. for the injection and valve
timing adjustment, the cylinder lubrication, for temperature control and
so on, as well as
6628 2.3.3--01 E 04.98 L 32/40 107/ 09

- serial interphases for the vessel’s alarm system (record printer,
“common“ alarm, hooter, etc.) and to MAN B&W’s engine diagnosis
system EDS.
Figure 9. Indicator unit
Tableau for control and The data processing for these input and output signals is effected in
monitoring programmable compact controls. With the aid of a tableau (control
station), integrated in the door of the control cabinet, the engine can be
controlled and monitored, the listed functions can be controlled. For this
purpose, two keyboards and a display are available. On the display,
operating values and operating as well as control conditions are indicated
in uncoded text.
Figure 10. Tableau (control station) with keyboard and display
Arrangement variant In case, the control cabinet is not arranged in the engine control room but
in the engine room, the control station can be installed in a desk in the
engine control room.
The connection between the engine’s main terminal box and the control
cabinet is effected via ready-to-install trunk cables which can be plugged in
on both sides.
6628 2.3.3--01 E 04.98 L 32/40 108/ 09

As an alternative to a standardised control cabinet, the engine can be
equipped with a small indicator unit for the most important operating
values, indicating
- the engine speed,
- the exhaust gas temperatures downstream of the cylinder, upstream
and downstream of the turbocharger,
- the fuel oil as well as starting air, control air and charge-air pressures,
and
- the lube oil and cooling water pressures.
Apart from that, the scope of the control elements for remote-controlled
engines covers the emergency start and emergency stop valve .
In case of engines for In case of stationary plants, this prefabricated system, which can partly be
stationary applications ... tested together with the engine, is used in exceptional cases only. For
such plants, it is reasonable to combine the control and monitoring scope
of the engine with that of the complete plant and to contract it to one
supplier. Therefore, only a terminal box including the desired controls for
the auxiliary equipment will be delivered, as a rule,
6628 2.3.3--01 E 04.98 L 32/40 109/ 09

Special engine designs 2.3.4
Ident. No. 006 - Turbocharger mounted at the opposite end
The turbocharger is on engines used for propeller propulsion mounted at

the free engine end rather than at the coupling end. Likewise for generator
service the turbocharger is mounted at the coupling end instead of the free
end.
Ident. No. 007b - Two-stage charge-air cooler
Effective heat utilisation or A two-stage charge-air cooler instead of a single-stage design. The
improved operation values location is the same. Two-stage charge-air coolers are primarily used to
in low-load operation ensure effective heat utilisation. They permit, on the other hand, to
improve the operating performance in low-load operation by switching off
the 2nd stage, i.e. by increasing in the charge-air temperature.
Ident. No. 015b - Injection time adjusting system
Reduction of fuel consumption or Injection time adjusting system for advancing or retarding the ignition
reduction of the NOX emission (”earlier” or “later”). This system permits in the service speed range to
increase the ignition pressure to the design level, thereby distinctly
improving the fuel economy. Alternatively, adjustment in the “later”
direction results in a drop of the ignition pressure and therefore in reduced
NOX emission.
The injection camshaft can be turned relative to its basic position by

means of a helical toothing on the shaft. This movement is effected by a
axially moving bushing also equipped with helical toothing and actuated by
a hydraulic piston. This hydraulic piston in turn is brought into appropriate
position by an internal control piston (infinitely variable).
See also Section 2.4
Figure 1. Injection time adjusting system on the injection camshaft
6628 2.3.4--01 E 06.97 L 32/40 101/ 02

Ident. No. 017 - Valve timing adjusting system
The camshaft is moved into two defined positions by means of hydraulic

oil and pneumatic air.
The shifting of the camshaft carrying two double cams each per cylinder
for part load/full load permits the timing to be matched to the loading.
The valve overlap is altered with the object of preventing backflow from
the exhaust to the inlet side under part-load conditions and thereby
improving the engine operating data in general. See Section 2.4.
Ident. No. 016 - Slow-turn device
This device permits a slow turning of the engine by approx. two revolutions
to verify whether all cylinder spaces are free from liquid media for the
subsequent starting attempt. This device relies on the existing starting
system and uses a reduced starting air pressure of approx. 8 bar.
6628 2.3.4--01 E 06.97 L 32/40 102/ 02

Accessories 2.3.5
Ident. No. 124 -- Hinged step plates
As a supplement or as replacement for gallery supports with floor plates

and railing, hinged step plates can be delivered for ease of maintenance
work on the engine longitudinal sides. A solution with firmly mounted
supports and step plates is also available.
Ident. No. 125 and ... - Resilient engine mounting
Rigid mounting, The least sophisticated way of mounting the engine on its foundation,
indirect resilient mounting, whether in stationary systems or marine propulsion plants, is the rigid
semiresilient mounting, mounting. Where this way of mounting is chosen, the dynamic forces (as
resilient mounting excited by the torque variations and the free inertia forces and mass
moments) and structure-borne noise are introduced into the foundation.
The engine/generator assembly in stationary systems is therefore
frequently mounted on a resiliently seated foundation block (indirect
resilient mounting), whereby the excitation of vibrations and the
transmission of structure-borne noise to the periphery is reduced. To reach
this effect in marine propulsion systems, too, either a semiresilient
mounting on steel diaphragm plates, or the more expensive method of
direct resilient mounting is used. This provides for a vibratory isolation of
the engine from the foundation, and by the use of a highly flexible coupling
also from the driven elements.
Figure 1. Resilient mounting of an in-line engine
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Ident. No. 198 - Crankshaft extension
Crankshaft extension as a power take-off at the free engine end. This

crankshaft extension can be in the form of a free shaft end (ident. No.
198 a/b) or with the flange and attached support bearing, (ident. No.
198 c/d).
Ident. No. 281 - Accessory drive
The accessory drive at the free engine end is required for driving cooling
water and/or lube oil pumps. It consists of a gearwheel which is attached
to the free end of the crankshaft beside the torsional vibration damper.
Figure 2. Drive gear for engine mounted pumps
Ident. No. 282/284 - Engine-mounted pumps
It is possible to mount two cooling water pumps (282) and two oil pumps
(284).
Figure 3. Engine mounted pumps (cooling water, at the top/lube oil, at the bottom)
The oil pump is a self-priming geared pump accommodated in the

covering at the free engine end, at the bottom. The driving gear engages
the spur gear provided at the crankshaft end, before the vibration damper.
6628 2.3.5--01 E 11.97 32/40 102/ 03

The cooling water pumps, which are single-stage centrifugal pumps with
separate bearing lubrication, are installed in the covering at the free engine
end, on top. They, too, are driven by the spur gear at the crankshaft end.
Ident. No. 815 - Main bearing temperature monitoring
The temperatures of the main bearings (and of the outboard bearing) are
picked up directly underneath the bearing shells, in the bearing caps.
Resistance temperature sensors (Pt 100) in oiltight mountings are used for
this purpose. The measuring liners are run inside the crankcase up to the
cable duct level on the exhaust side, where they are taken to terminal
boxes on the outside.
Ident. No. 854/855 - Oil mist detector
Defective bearings, piston seizures and blowby from the combustion

space will cause increased oil mist formation. Using the oil mist detector,
the oil mist concentration resp. the opacity of the air in the crankcase is
monitored. For this purpose, a jet pump continually draws air from all parts
of the crankcase, cleans it from oil droplets and feeds it to a measuring
section equipped with infrared filters. The diode positioned at the end
emits an electrical signal corresponding to the amount of light received,
and sends this signal to the monitoring unit.
Figure 4. Arrangement of the oil mist detector
The oil mist detector is part of the standard engine scope.
6628 2.3.5--01 E 11.97 32/40 103/ 03

Systems 2.4

2.2 Engine
2.4 Systems
2.5 Technical data
6682 2.4--01 E 07.97 101/ 01

Fresh air / Charge air /
Exhaust gas systems 2.4.1
1 Intake casing 15 Condensed water drain D Draining/condensate

2 Intake silencer 16 Float valve discharge
3 Turbocharger 17 Overflow pipe E Charge air to
compressor cleaning
4 Compressor 18 Exhaust gas pipe
(variant 1)
5 Turbine 19 Cleaning nozzles
F Charge air/sealing air
6 Double diffusor for turbocharger (NA
7 Deflector casing A Cleaning of the type)
8 Charge air cooler compressor G Fresh air
9 Charge air pipe B Lube oil flowing to the H Charge air
turbocharger
J Exhaust gas
C Turbine cleaning
K,L Cooling water
Figure 1. Fresh air/charge air/exhaust gas systems. Variants in Figure 1a -- silencer, 1b -- intake casing, 2a -- cooler, one--stage
6628 2.4.1--01 E 11.97 32/40 101/ 04

Air route The air required for combustion of the fuel in the cylinder is axially drawn
by the compressor wheel (4) of the turbocharger (3), either via the intake
silencer (2) with dry air filter or via the intake casing (1). Using the energy
of the exhaust gas flow acting on the turbine wheel (5) of the turbocharger,
the air is compressed and thereby heated. This air under high energy
(charge air) is passed through a sliding sleeve and the double diffusor (6)
into the deflector casing (7). The diffusor reduces the flow velocity to raise
the pressure. The single--stage or two--stage charge--air cooler (8)
mounted on the inside of the casing cools the air. This ensures that the
highest possible amount of air is supplied to the cylinders. The air flows in
the charge--air pipe (9) consisting of flexibly connected sections the length
of a cylinder.
Exhaust gas route The exhaust gas is emitted from the cylinder head at a point opposite the
charge--air pipe. It collects in the exhaust gas manifold (18) and flows to
the turbine side of the turbocharger. Thermocouples fitted in the cylinder
heads and upstream and downstram of the turbocharger monitor the
temperatures. The exhaust gas manifold also consists of individual
sections the length of a cylinder. The connection to the cylinder head uses
a clamped joint, bellows--type compensators connect the manifold sections
with each other and with the turbocharger. The exhaust gases leave the
turbine wheel in axial direction. The plain bearings of the turbocharger are
supplied with oil from the engine lube oil system.
Condensed water Condensed water pipes (15) are connected to the casing of the charge--air
cooler and the leading end of the charge--air pipe. Water that accumulates
is drained via the float valve (16). The lockable overflow pipe (17) should
be connected to the plant--specific monitoring system.
Cleaning the charge--air cooler Charge--air coolers can be flushed in the as--installed condition using liquid
cleansers. For this treatment, dummy plates are to be inserted
downstream of the turbocharger and upstream of the charge air pipe.
Turbocharger cleaning: Nozzles (19) are provided in the intake casing or silencer for the regular
Use water on the compressor cleaning of the compressor wheel and compressor casing of the
side turbocharger. Water is injected through these nozzles. The cleaning effect
is produced by the high impact energy of the water droplets thrown against
the rotating wheel.
21 Tank A Compressor cleaning

22 Injector E Charge air for
23 Air pump compressor cleaning
F Freshwater/drinking
water
Figure 2. Compressor cleaning using charge air (left) or injector (right)
The water is either contained in the tank (21) and ejected by pressurised
charge air at connection A (variant 1 in Figure 2), or it is filled into an
injector (22) in which pressure is built up by an air pump (23), so that the
water is displaced by the air cushion (variant 2).
6628 2.4.1--01 E 11.97 32/40 102/ 04

Turbocharger cleaning: The turbine side is preferably cleaned using water which is supplied from a
Use water on the turbine side pressurised system via a combination of fittings (25) -- variant 1 in
Figure 3. The water is injected into the exhaust gas manifold upstream of
the turbocharger.
or solids Alternatively or as an additional measure, granulated, combustible solids

can be used. The cleaning medium is introduced into the container (26)
and injected into the exhaust gas manifold by means of compressed air
through the ejector fitting (27) (variant 2).
3 Turbocharger
25 Fittings
26 Tank
27 Ejector
C Turbine cleaning
F Freshwater/drinking
water
J Exhaust gas coming
from engine
M Compressed air
N Cleaning medium
(granulate)
Figure 3. Turbine cleaning systems using water (left) or granulated solids (right)
Accelerator The ”Jet assist” accelerator is connected to the 30--bar compressed--air

“Jet assist” system. The air flow is passed into the compressor casing and admitted to
the compressor wheel through bore holes (30) that are distributed over the
periphery. In that way, the air volume increases and the turbocharger is
accelerated , resulting in the desired charge--air pressure boosting. Refer
to Section 3 -- “Adjusting the engine to ...”
The reducing valve and orifice plate (31) permit to adjust the pressure and
the flow rate. An appropriate control ensures that an adequate volume of
air is available for engine starts. (Figure 4).
4 Compressor
5 Turbine
30 Admission bore hole
31 Orifice plate
M Compressed air
O Control air
Figure 4. “Jet assist” accelerator
Charge--air bypass The charge--air bypass (variant 1 in Figure 5) serves to improve the engine
performance under part loads. With the shut--off flap (40) opened, charge
air flows through the bypass (41) into the exhaust gas pipe, whereby the
6628 2.4.1--01 E 11.97 32/40 103/ 04

turbine output increases which results in a higher charge--air pressure.
The flap is actuated by a control--air operated cylinder (42).
Charge--air blow--off The charge air blow--off (variant 2 in Figure 5), the use of which is limited
to the ship’s service at full load under arctic conditions and to the operation
of stationary engines under overload, is also controlled by a shut--off flap,
or a spring--loaded valve. This device serves to limit the charge--air
pressure and the ignition pressure. The excess charge air is released into
the engine room (43). There is no connection to the exhaust gas pipe.
Tip! For details on the symbols and codes used, please refer to
Section 5
3 Turbocharger
40 Shut--off flap
41 Bypass
42 Actuator cylinder
43 Blow--off
J Exhaust gas from the

engine
G Fresh air
H Charge air flowing to
the engine
Figure 5. Charge air bypass and blow--off
6628 2.4.1--01 E 11.97 32/40 104/ 04

Compressed Air and Starting System 2.4.2
Compressed air is required for starting the engines and for a number of
pneumatic controls. A pressure of $30 bar is required for starting. A
pressure of 30 bar, 8 bar or lower pressures are required for the controls.
The relevant systems are supplied from 30 bar compressed air containers,
via the connection 7171. To ensure proper and reliable performance of the
control valves even under reduced pressure in some of the compressed
air containers after preceding starting attempts, marine main engines have
a second compressed air connection 7172. Control air is supplied via this
connection from a separate compressed air container. Check valves
prevent that pressure equalisation occurs.
1 Main starting valve 8 Turning gear

2 Starting slide valve 10 Safety valve
3 Starting valve 11 Indicator valve
4 Camshaft with starting cams
Figure 1. Compressed air and starting systems (part 1)
The pressure is reduced to 8 bar or below in a reducing station M 615 that

can be changed over, and independently of this station via the reducing
valve M 409. Both are integrated in the control console.
Brief The following are the primary elements for engine starting (Figure 1)
- the main starting valve (1) with the control valve M 317, located at the
free engine end,
6628 2.4.2--02 E 10.97 L 32/40 101/ 06

- the starting slide valve (2) located beside the fuel injection pumps, and
- the starting valves (3) located in the cylinder heads.
These valves/slides are opened when certain prerequisites are met. The
main starting valve is opened by the control valve M 317. Air is admitted to
the starting slide valves as soon as the valve M 329/1 in the control
console is opened, and they are finally opened in the order of ignition as
soon as the relevant starting cam of the camshaft (4) approaches. The air
flow from the starting slide valve opens the relevant starting valve.
5a Governor, mechanic A Set value of speed

5b Governor, electronic (not operated on B Fuel admission limitation
compressed air) E Compressed air supplied to the operating
6 Fuel injection pump with emergency stop system
piston F to the reducing station M 615
7 Camshaft G to the reducing valve M 409
9 Admission linkage
Figure 2. Compressed air and starting system (part 2)
Details As soon as a shut--off valve on the compressed air containers is opened,

air flows via connection 7171 to the branch a and from there to the main
starting valve (see Figure 1). The lines connected to the branch (a) serve
for control purposes. The flows of air coming from connections 7171 and
7172 meet at branch b. Branch c is downstream of the filter M 462. A line
connects the valve M 371/1 upstream of the booster servomotor of the
governor (not applicable if an electronic governor, Heinzmann make is
used) with the valve M 329/2 actuating the emergency stop pistons of the
fuel pumps, and with the pressure reducing station M 615 in the control
console (Figure 3).
The valve combinations M 329/1 and M 329/2 are control--air operated on

the primary side. On the secondary side, change--over is by control air,
electrically or by a coil, or by hand.
The reducing valve M 409 in the control console receives pneumatic air
from connection B of the main starting valve or via a second connection
downstream of filter M 462.
The second line branching off c serves to supply control air via branch d to
the valve M 329/1. The branched--off line at d connects the valve M 306
on the turning gear to the valve 329/1.
6628 2.4.2--02 E 10.97 L 32/40 102/ 06

The branch (e) is downstream of the valve M 329/1. The secondary line
connects to the control side of valve M 317 on the main starting valve, to
the second connection on valve M 371/1, and to the control console. The
main line connects to the starting slide valves, and ultimately to the
starting valves.
When the compressed air container is opened, air is admitted to the main
starting valve, to valve M 317, to valve M 371/1 (if applicable), to valve
M 329/2, to the operating system and to valves M 306 and M 329/1.
C 8--bar control air D Control air supplied to

the operating system
Figure 3. Compressed air and starting systems (part 2)
Starting process Starting is initiated by a pulse coming from the control or remote control
(description part 1) system and applied to valve M 329/1.
This valve is used in case of emergency to start the engine by hand. The
valve causes the valve upstream of the valve combination M 329/1 to be
opened, on the condition that the turning gear is disengaged, i.e. the valve
M 306 is in the fully open state. In this case, the valve combination
M 329/1 is definitely opened. This allows free passage of the air to the
control side of valve M 317. The valve is changed over. Connections A
and E on the main starting valve, which previously were under pressure
thereby keeping the main cone closed and the air discharge valve opened,
are now no longer under pressure. This causes the main starting valve to
open and the air discharge valve to close. Please refer to figure 4. As a
result, air flows to the starting valves in the cylinder heads. At the same
time, the booster servomotor (if applicable) is actuated and the fuel
admission limitation is activated.
Main starting valve The valve cone of the main starting valve remains closed as long as the
input side is without pressure. As soon as the compressed air pipe is
opened, the pressure applied to the shoulder tries to open the valve cone
against the resistance of the compression spring force and the pressure at
connection A which is transferred to the annular surface R. Connection E
is in this condition also under pressure, i.e. the venting valve is opened. As
soon as the control effects changeover of the valve M 317, connections A
and E are depressurised. The main valve cone is opened, the venting
valve is closed by the effect of the pneumatic pressure building up in the
outlet housing.
6628 2.4.2--02 E 10.97 L 32/40 103/ 06

1 Inlet housing
2 Outlet housing
3 Valve cone
4 Compression spring
5 Venting valve
SV Safety valve
Entl Venting
S Shoulder
R Annular surface
A-E Connections on the
valve (see Figure 1)
Figure 4. Arrangement/connections of the main starting valve (example: V 40/45 engine)
Figure 5. Main starting valve
Starting process When the valve M 329/1 is opened, the starting slide valves are under
(description part 2) pressure. As soon as the starting cam locks the pressure pipe on one of
the cylinders, the slide valve is changed over and control air is admitted to
the starting valve. The starting valve is opened as a result, and the full flow
of air is admitted to the combustion space. The piston is forced downward.
The crankshaft and the camshaft are rotated. As a result, the next starting
slide valve is changed over and air is admitted to the next cylinder.
Starting slide valve Operation of the starting slide valves is controlled by the rotation of the
camshaft causing the cams to clear the previously locked pressure pipe.
6628 2.4.2--02 E 10.97 L 32/40 104/ 06

The control piston is thereby returned to its previous position, the pipeline
to the starting valve is vented.
1 Fuel injection pump

2 Slide valve
3 Housing upper part
4 Starting slide valve
5 Housing lower part
6 Starting cam
7 Camshaft
A Control air admitted to

the starting valve
B Compressed air
coming from the valve
combination M 329/1
C Venting
Figure 6. Starting slide valve -- cross section left/arrangement at the right
The starting periods for the individual cylinders overlap so that a safe
starting procedure is ensured at any crankshaft position.
1 Starting valve
2 Cylinder head
3 Backing ring
4 Cylinder liner
5 Fuel injection valve
6 Housing top part
7 Housing bottom part
8 Plunger/valve cone
A Starting air coming

from the starting slide
valve
B Compressed air
coming from the main
starting valve
Figure 7. Starting valve/cross section at the left/arrangement at the right
Indicator valve Indicator valves for connection of cylinder pressure gauges are screwed
safety valves into the cylinder heads directly, or (on marine main engines) together with
spring--loaded safety valves into the pipe sections, which are connected
there.
Flame trap Flame traps are installed at the connections of the starting air pipe to the
backing rings of the cylinder liners. They serve the purpose of preventing
backfire effects on defective starting valves.
6628 2.4.2--02 E 10.97 L 32/40 105/ 06

Water draining A drain cock must be provided at the lowest point of the connecting line
from the pressure vessels to the main starting valve. This cock must be
opened at regular intervals to drain condensed water which accumulates in
the lines. The cock also serves for venting the line prior to assembly work.
The decompression cock on the main starting valve, which is fitted parallel
to the decompression line of the venting valve, serves the same purpose.
Decompression of the line prior The decompression cock is to be opened prior to servicing work to prevent
to assembly work that a pressure can build up at the main starting valve as a result of
leaking pressure vessel shut--off elements which is high enough to induce
inadvertent operation of the turning gear.
Emergency stop For fast engine shutdown in emergency cases, there is an emergency stop
device. It consists of the valve combination M 329/2, an air line arranged
behind the fuel oil pumps, and of emergency stop pistons acting on the
fuel racks of the fuel pumps. When this device is operated, the valve which
is provided ahead of the unit is opened manually or electrically.
Compressed air also opens the second valve, whereupon air flows through
the distributor pipe to the stop pistons of the injection pumps to set the fuel
racks to zero admission. The articulated levers permit a stop
independently of the setting of the fuel racks and the governor.
Scavenging The combustion spaces are to be scavenged by means of compressed air

before the engine is started. This is done by inducing the starting process
with the indicator valves opened, and with the fuel pumps set to zero
admission/the emergency stop button being actuated.
Slow--turn device The opening of indicator valves is not ensured on engines that are started
in the automatic mode. On these engines, the slow--turn device is actuated
prior to starting.
This device permits a slow turning of the engine through approximately

two revolutions to check whether all cylinder spaces are free from fluids for
the subsequent starting. The device uses the existing starting system as a
basis and requires a reduced starting air pressure of approx. 8 bar.
Tip! For details on the symbols and codes used, please refer to
Section 5.
6628 2.4.2--02 E 10.97 L 32/40 106/ 06

Fuel oil system 2.4.3
From the admission flange to The fuel is supplied to the engine on its front face/at the connection 5671
the injection valve (see Figure 1). The injection pumps (3) are connected to the distributor
pipe (1) at the exhaust gas counter side by short pipe sections (2). They
deliver the fuel oil under high pressure through the injection pipe (11) to
the injection valves (12). The injection pumps are operated by cams on the
camshaft (4).
1 Distributor pipe 8 Heating pipe for leaked 5671 Fuel oil admission
2 Branch pipe oil/pipe 5699 Fuel oil recirculation
3 Injection pump 9 Leaked fuel oil pipe 8171 Steam supply
4 Camshaft/cams 10 Leaked fuel oil manifold 8199 Steam recirculation
5 Overflow pipe 11 Injection pipe 5681 Leaked fuel drain
6 Manifold 12 Injection nozzle
7 Heating pipe for fuel oil 13 Buffer piston
pipes 14 Pressure sustaining valve A Lock oil (MDF
(stationary engines) operation)
B Lube oil
C Cooling water/Diesel
fuel oil
Figure 1. Fuel oil system
6628 2.4.3--01 E 10.97 L 32/40 101/ 06

The needle of the injection valve clears the cross section of the injection
bores when the pressure exceeds the spring force. The injection cycle is
terminated when the helical control edge of the plunger reaches the
suction bore. The quantity of the fuel injected is influenced by the
regulating sleeve and fuel rack turning the plunger. The instant of injection
is determined by the relative position of the cams on the camshaft.
1 Casing
2 Valve body
3 Pump barrel
4 Pump plunger
6 Spring plate
7 Tappet cup
8 Crankcase
9 Fuel rack
10 Regulating sleeve
11 Emergency stop piston
A Fuel oil admission

B Fuel oil recirculation
C Leaked fuel oil
D Lock oil (MDF
operation)
E Lube oil
Figure 2. Fuel injection pump -- cross section, left/location of connections, right
Excess fuel Excess fuel not needed by the injection pumps is passed through the
overflow pipe (5) and delivered into the manifold (6) which returns it to the
system at connection 5699. This arrangement ensures that
- there is always an adequately large amount of pressurised fuel
available,
- pre--heated fuel can be circulated for warming up the piping system and
the injection pumps prior to engine starting, and
- the necessary fuel oil temperature can be better maintained.
Buffer piston The suction and spill effects of the injection pump plungers produce sharp
pressure fluctuations in the distributor pipe and recirculation pipe. Such
pressure pulsations are reduced by the spring--loaded buffer pistons (13)
at the entry and outlet of the pipes.
To prevent the formation of vapour bubbles in the hot fuel, a pressurised

fuel delivery system is used in marine engines. In stationary engines, the
necessary pressure is built up by a pressure sustaining valve (14).
Steam and leaked fuel pipes A steam pipe (7) equipped with the connection 8171 is between the
distributor pipe (1) and the recirculation manifold (6). This steam pipe
serves to heat the fuel oil pipes. The steam return pipe (8) with the
connection 8199 serves to heat the leaked fuel pipe (10). Fittings to
connect the leaked fuel pipes (9) are on the injection valves, the injection
pumps and the buffer pistons. The manifold (10) delivers the leaked fuel to
connection 5681.
6628 2.4.3--01 E 10.97 L 32/40 102/ 06

1 Casing
2 Clamping nut
3 Injection nozzle
4 Needle
5 Spring plate
7 Thrust pad
8 Setting screw
9 Injection pump
10 Cylinder head
11 Delivery pipe
12 Injection pipe
13 Injection valve
14 Sleeve
A Fuel coming from the
injection pump
B Cooling water
inlet/cooling water
admission
C Cooling water
recirculation (opposite
the admission)
D Cooling water outlet
Figure 3. Fuel injection valve/connection of injection pipe and delivery pipe
Covering Fuel distributor pipes and fuel manifolds, as well as the injection pumps
and injection pipes are enclosed. To monitor this enclosed space and
specifically the injection pipes within and the leaked fuel manifold are
monitored for leakage by control elements in associated systems.
Plant--related system
Engines operated on heavy fuel oil require some ancillary equipment

(mixing vessels, heating units, viscometers etc.). The schematic layout
and pipe routing can be seen from the Figures 4 and 5. The exact location
of the individual units is shown in the fuel diagram of the engine plant
concerned.
To avoid degasing problems where higher end temperatures are required

for highly viscous heavy fuel oils, a pressurised system is required in
which the system pressure is at least one bar higher than the evaporation
pressure of water. All components between the supply pump (5) and the
pressure control valve (13), including the mixing tank (11), are kept under
this pressure.
Pressurised system One pipe each connects the service tanks for heavy fuel oil (1) and Diesel
(for marine engines) fuel oil (2) -- see Figure 4 -- to the three--way cock (15). The fuel is passed
from this three--way cock through the duplex filter (3) to the supply pumps
(5) and through the automatic filter (7) or standby filter (8) to the mixing
tank (11), from where it continues through the booster pump (12), the final
preheater (14), the viscosity measuring and control unit (18) and the
duplex filter (19) to the distributor pipe on the engine.
Filters, pumps and final preheaters are provided in duplicate as a rule, or a

change--over duplex filter is used, so that one unit is available as standby.
6628 2.4.3--01 E 10.97 L 32/40 103/ 06

Change--over from Diesel The three--way cock (15) serves for change--over from Diesel fuel to heavy
fuel oil to heavy fuel oil fuel oil operation and vice versa. The recirculation pipe (20) and the two
and vice versa shut--off valves (21 and 22) are provided to return Diesel fuel oil to the
Diesel fuel oil service tank (2). The necessary system pressure is adjusted
and kept constant at the pressure control valves (6 and 13). As long as the
supply pumps are running with the engine shut down, the entire quantity of
fuel pumped is returned through the pressure control valve (6) to the
suction side of the pumps. The cooler (4) integrated in the recirculation
pipe prevents an excessive heating of fuel.
The automatic filter (7) serves as the service filter as a standard. The
standby filter (8), which is to be cleaned manually, should only be used
while the automatic filter is inoperative (servicing/repair). The Diesel fuel
oil which is in the mixing tank (11) upon change--over from Diesel fuel to
heavy fuel oil mixes with the heavy fuel oil supplied to the tank until there
is mere heavy fuel oil circulating in the system. The same applies in the
reverse order upon change--over from heavy fuel oil to Diesel fuel oil. This
ensures that the change from one type of fuel to the other and the
temperature change involved proceeds gradually. Besides, the gas/air
mixture contained in the system will collect in the mixing tank (11) upon
system start--up. A float switch is provided which signals the necessity of
manual degasing of the mixing tank. The appropriate fuel oil temperature
in heavy fuel oil operation is maintained by means of the final preheater
(14) and the viscosity measuring and control unit (18).
The engine only uses part of the fuel oil supplied. The excess fuel is in
HFO operation returned to the mixing tank (11) through the recirculation
pipe (17). For prolonged Diesel fuel operation, the shut--off valves (21 and
22) have to be switched to a position which returns the excess Diesel fuel
oil through the pressure control valve (13) and the recirculation pipe (20) to
the Diesel fuel service tank (2). Unacceptable heating of the Diesel fuel oil
is thereby avoided.
The three--way cock (16) and the flushing pipe (9) permit a flushing of
Diesel fuel through the system to remove the heavy fuel oil it contains. The
three--way cock (15) is for this purpose switched to Diesel fuel operation,
and the three--way cock (16) is switched to flushing, one pump each (5
and 12) being kept operating until the system is charged with Diesel fuel
oil. The fuel leaving the system is passed into the service tank for heavy
fuel oil (1).
Open system Stationary engines do not require standards of system safety as high as
(for stationary engines) those for marine systems. An open system is used on such engines as a
rule. All components between the supply pump (4) and the pressure
sustaining valve (13) are under the necessary system pressure. Refer to
Figure 5. The mixing tank (2) is under no pressure.
6628 2.4.3--01 E 10.97 L 32/40 104/ 06

1 Service tank (heavy fuel oil) 8 Standby filter 16 Three--way cock
2 Service tank (Diesel fuel 9 Flushing pipe 17 Recirculation pipe
oil) 10 Degasing valve 18 Viscosity measuring and
3 Duplex filter 11 Mixing tank controlling unit
4 Cooler 12 Booster pump 19 Duplex filter
5 Supply pump 13 Pressure control valve 20 Recirculation pipe
6 Pressure control valve 14 Final preheater 21 Shut--off valve
7 Automatic filter 15 Three--way cock 22 Shut--off valve
Figure 4. Fuel oil system, system--related (pressurised system for marine engines)
6628 2.4.3--01 E 10.97 L 32/40 105/ 06

1 Service tank (Diesel fuel 7 Viscosity measuring and 12 Fuel oil injection valve
oil) controlling/unit 13 Pressure sustaining
2 Mixing tank 8 Leakage pipe valve
3 Service tank (heavy fuel oil) 9 Buffer piston 14 Distributor pipe
4 Supply pump 10 Overflow pipe 15 Three--way cock
5 Final preheater 11 Fuel oil injection pump 16 Three--way cock
6 Filter combination 17 Drain cock
Figure 5. Fuel oil system, system--related (open system for stationary engines)
6628 2.4.3--01 E 10.97 L 32/40 106/ 06

Control of Speed and Output 2.4.4
Purposes/Coherences/Systems involved
Principal purposes The following requirements have to be met in connection with engine
output and speed:
- Parameters are to be changed or
- kept constant,
- specific reactions to disturbances are required,
- limit values have to be set and
- balanced among the individual engines in multi--engine systems.
Systems involved These requirements cannot be met by one element/one system alone.
Depending on the system layout, more or less comprehensive versions of
- a speed and output limiting system,
- a speed and output control system, and possibly
- a synchronising system,
- a load distribution system, and
- a frequency control system.
All the requirements are The engine speed and output can only be positively influenced via the
achieved by means of the fuel delivery volume setting of fuel pumps by means of the fuel racks and the
admission setting governor. Certain delivery volume/admission settings result in the
following:
- on engines for generator drive applications, a certain rating point on the
(constant) nominal speed line --
f A Pvar / nconst,
- on engines driving a fixed--pitch propeller, a point on the propeller
curve, and
- on engines driving a controllable--pitch propeller, a point in the propeller
map.
In these two cases,
f A Pvar / nvar
applies.
Speed and output control system The speed and output control system adjusts the actual speed to the
desired speed. This requires the measuring of actual values and the
presetting of a desired value, possibly a preselected value. The governor
finds the necessary correction signal, and its setting also determines the
control response behaviour, speed limitation and consequently also the
output.
Synchronising system A synchronising system is required for engines that drive three--phase
current generators. Three--phase current systems can only be coupled if
frequencies (speeds), voltages and phase sequencies match and provided
the generator drive engines have the same speed droop. The former
conditions are provided for by taking influence on the generator (voltage)
and the engine (frequency/speed and phase sequence). The latter
condition is reached by careful adjustment of the governor setting.
Active load sharing system For multi--engine systems, it must be prevented as a general rule that
generator sets operating in parallel are run at differing percentages of load.
6628 2.4.4--02 E 05.98 32/40 101/ 05

An active load sharing system is provided for this purpose. It compares the
output signals coming from the coupled generator sets and sends setting
pulses to the governor via the remote speed setting unit until the balance
condition is reached.
Frequency control system The load distribution system is usually combined with a frequency control
system where generator sets are concerned. This system compares the
frequencies of the generator sets with that of the bus bar, and deviations,
if any, are balanced by the signalling of pulses to the speed control
systems. No influences are exerted on the load distribution.
1 Flywheel A Actual speed KS Coupling end

2 Speed pick--up B Desired speedt KGS Free engine end
3 Governor (electronic part) a “Higher”/”Lower” pulse
b “Shut down” pulse
4 Actuator
C Charge--air pressure
5 Linkage
controlled admission
6 Regulating shaft limitation
7 Fuel injection pump D Recirculation
8 Fuel rack E Actual admission
9 Emergency stop piston F Compressed air for
10 Buckling lever emergency shut down
11 Emergency stop valve G Control air
12 Fuel admission transmitter H Fuel oil
13 Operating station a Admission
b Injection
c Recirculation
Figure 1. Speed/output control system
6628 2.4.4--02 E 05.98 32/40 102/ 05

Speed/output control system
Components The speed/output control system -- or briefly the speed control system --
essentially consists of the speed pick--ups, the remote speed setter (set
point setter), the shut--down, the electronic control unit and the electric
actuator. Marine main engines additionally have an admission limitation.
Arrangement The speed pick--ups are located axially in relation to the flywheel; the
remote setting/shut--down is mounted on the engine or away from it, as
required. In--line engines have the actuator at the free engine end. It is
mechanically connected to the admission linkage of the injection pumps.
The electronic control unit is housed in the governor box, away from the
engine. Vee--type engines used for electric power generation have one
actuator per cylinder bank. These actuators are served by one common
control unit which also performs the load distribution. The admission
linkages for the injection pumps are mechanically separate from each
other.
Vee--type engines serving as prime movers on ships have regulating

shafts connected through a cardan shaft which is moved by a common
actuator.
Function The speed pick--ups pick up the actual engine speed by scanning the gear
wheel contour. Every tooth passing by the pick--up produces a tension
which subsequently decays in the tooth gap. The frequency of tension
signals is proportional to the engine speed. Two transmitters serve for
engine speed indication and as a control element initiating switching
operations, one further transmitter serves for signalling the actual speed
value to the electronic control unit.
1 Flywheel
2 Gap
3 Speed pick--up
4 Death center indicator
Figure 2. Location of the speed pick--up
The desired--speed transmitter transforms the externally received setting

signals (e.g. from a synchroniser or any other control device) to an analog
current signal 4--20 mA. In its simplest design, desired--value inputs are
made by ”higher/lower” push buttons which may, e.g. be integrated in the
engine--mounted control console.
The electronic controller evaluates the differential between the desired and
actual speeds, based on the amount and direction of deviation, and the
duration and rate of variation. The result is a correction signal which is
transmitted to the actuator in the form of an electric quantity, and
transformed into a rotating movement by means of an electric motor, a
spur gear and a circle segment lever. The positioning is controlled by
electro--mechanic feedback and signalled by the actuator to the governor.
6628 2.4.4--02 E 05.98 32/40 103/ 05

The rotating movement actuates the fuel racks of the fuel pumps, thereby
controlling the amount of fuel injected into the combustion chambers.
The governor can be adjusted so that the operating behaviour of the

engine is adapted to the conditions prevailing, or to the operating mode
intended. Please refer to the printed publication, Section D of the Technical
Documentation.
Figure 3. Speed control system, Heinzmann make, consisting of an electro--mechanic actuator (left), the electronic control unit
(middle), and the programmer (right)
Buckling lever The fuel racks of the fuel pumps are connected to the regulating shaft by
means of buckling levers that are capable of being actuated in both
directions of motion if a certain actuating force is exceeded. This prevents
the admission linkage and the other injection pumps from being blocked by
a stuck fuel rack or a seizing pump plunger. This applies to all situations of
operation, including starting and stopping. In the normal condition, the
two--piece buckling lever is held in position by a tension spring.
1 Regulating shaft
2 Buckling lever
3 Tension spring
4 Adjustable articulated
rod
5 Control rod
(drawn in turned
position)
Figure 4. Method of operation of the buckling levers (a) starting condition, b) control rod blocks in ZERO position, c) control rod
blocks in FULL position)
Starting and accelerating (fuel During engine start--up and acceleration, certain admissions must not be
admission limitation) exceeded, so as to ensure, e.g., acceleration at a minimum of smoking, or
manoeuvring without engine overloading. The charge--air pressure is for
this purpose converted to an electric signal by a P/I transformer. The logic
evaluation in the electronic system provides for speed release to be only
cleared when the appropriate charge--air pressure has been reached.
Higher setpoint values received from external sources are ignored.
6628 2.4.4--02 E 05.98 32/40 104/ 05

The limiting curves can be freely programmed in the governor via an
electrical interface and a small programming unit. When the engine is
started, i.e. when there is no charge--air pressure, fuel admission is limited
to 60% (adjustable).
Engine shut down The standard method of engine shut--down is the reduction of fuel
admission to ”Zero”. This can be done via the remote control system or at
the control console. Electrical pulses are signalled to the electronic control.
In case of emergency, the engine can be stopped by admitting control air
to the emergency stop pistons of the fuel injection pumps (see Section
2.4.2).
Fuel admission The excursion of the terminal shaft at its coupling end is transmitted to an
indicator/transmitter inductive position encoder. 4--20 mA signals are generated which permit
remote display or an other kind of processing. The fuel admission can be
read from the scale provided on the fuel racks of the injection pumps.
6628 2.4.4--02 E 05.98 32/40 105/ 05

Injection and Valve Timing Adjustment 2.4.5
Injection and timing adjustment
Purpose The injection camshaft can be turned by a helical toothing provided on the
shaft and in the hub of the camshaft gearwheel (Figure 1), relatively to the
rotation. This is effected with the engine being in operation, to adjust the
injection timing (or more correctly: the start of injection) towards “Earlier”
or “Later”, depending on what is inteded in system operation.
1 Camshaft
2 Hydraulic piston
8 Locating bearing
15 Cam
16 Drive gear
Figure 1. Injection time adjusting device
1 Camshaft
2 Hydraulic piston
5 Control piston
6 Rocking lever
9 Servomotor
15 Cam
A Oil supply
B Oil discharge
Figure 2. Injection time adjusting device (schematic)
Reducing fuel consumption or In the field of service, by adjustment in the direction of “Early”, it is
nitrogen oxide emission possible to increase the ignition pressure to the design point, with the
result of a distinctly lower fuel oil consumption. On the other hand,
adjustment in the “Later” direction resulting in a drop of the ignition
pressure leads to a distinctly lower nitrogen oxide emission.
This device is controlled by a program matched to the operating conditions

and purposes in coordination with the customer. On--the--spot modification
by possible momentary parameters is not made provision for.
6628 2.4.5--02 E 09.97 32/40 101/ 04

Figure 3. Effects of injection time adjustment in the “Later” (to the right) or “Earlier”
(to the left) directions
Functional description A turning of the injection camshaft is reached by shifting the hub of the
camshaft gearwheel relative to the helical toothing at the shaft end. The
shaft end (1) is for this purpose connected to a hydraulic piston (2) which
is not capable to make rotating movements but can only be moved
lengthwise (see Fig. 4).
1 Shaft end
2 Hydraulic piston
3 Piston hub
4 Guide sleeve
5 Control piston
6 Rocking lever
7 Drive unit
8 Locating bearing
9 Servomotor
10 Casing
11 Annular space
A Oil supply
B Oil discharge
Figure 4. Drive/control unit of the injection time adjusting device
This piston is operated by lube oil supplied via the casing (10) and an
annular space (11) and a feed bore in the guide sleeve (4) to the control
piston (5) and axial locating bearing (8). This control piston is moved by a
drive unit (7) via a rocking lever (6).
The basic position of the hydraulic piston is its central position. When the
control piston is in central position, too (see Figure 5, part a), the oil supply
bore as well as the oil discharge bores are closed. The same pressure
exists on both sides of the hydraulic piston, it is kept in its basic position.
6628 2.4.5--02 E 09.97 32/40 102/ 04

A Oil supply
B Oil discharge
Figure 5. Interaction of the hydraulic piston and control piston
Shifting of the control piston/the control of the device is effected in

dependence on the engine speed and the fuel pump admission. According
to the memorised characteristics, a correction signal is produced, the
electric servomotor (9) is activated and the control piston is moved, e.g. to
the right (in direction of the coupling side). Refer to Figure 4, part b. The
process is controlled by an electric feedback in the drive unit.
The movement of the control piston clears the connection to the oil
discharge bore, and at the same time it reduces the lube oil pressure in
the right--hand oil space. On the other hand, the supply of oil from the oil
supply bore into the left--hand oil space is made possible. These
conditions cause the hydraulic piston to move towards the right (in the
direction of retarded start of injection on engines rotating clockwise). The
hydraulic piston follows the movement of the control piston. When the
hydraulic piston has reached the control piston again, it stops moving.
Engine Control piston Injection time

rotating A later
clockwise = earlier
rotating A later
counter = earlier
clockwise
Table 1. Functions of the injection time adjusting device
Valve timing adjustment
Coherences The valve timing is chosen so that the engine can safely sustain the
thermal loads in full--load operation. The optimum found, however, does
not coincide with the optimum in part--load operation. By providing for the
possibility of adjusting the valve timing while the engine is operating,
conditions can be improved.
What is modified is the phase of valve overlap, i.e. the period during which
the inlet and exhaust valves are opened simultaneously. This phase is
relatively long in full--load valve timing.
The valve timing adjusting system offers the possibility of reducing the
phase of valve overlap in part--load operation, thus
- preventing exhaust gas backflow,
- optimising charge renewal, and hence
- contributing to clean, low--pollutant combustion.
This is achieved by adjusting the “Inlet valve open” and “Exhaust valve
closed” events closer to TDC, i.e. causing the inlet valves to open later
and the exhaust valves to close earlier.
To ensure this, two cams (11) per type of valve and cylinder are arranged
on the control shaft, next to each other (twin cams). Engagement of these
6628 2.4.5--02 E 09.97 32/40 103/ 04

cams is effected by shifting the camshaft into the respective end position,
while the engine is operating.
3 Oil accumulator
4 Hydraulic piston
5 Camshaft
10 Drive gear
11 Cam
12 Locating bearing
Figure 6. Valve timing adjustment device (drawn for in--line engine, in the case of V--type engines there are four twin cams).
Functional description This adjusting device is basically similar in design to the injection time
adjusting device. It has a locating bearing (12) at the shaft end, and a
hydraulic piston (4) that is not capable of external rotating movement but
can only be moved lengthwise (refer to Figures 6 and 7). The adjustment
is effected by means of these pressure prevailing in the lube oil system.
1 Control valve
2 Switching valve
3 Oil accumulator
4 Hydraulic piston
5 Camshaft
6 Limit switch
A Compressed air
B Lube oil
a Full load
b Part load
Figure 7. Valve timing adjusting device (schematic)
Shifting of the hydraulic piston is released by one of the control valves (1).
As soon as control air is admitted, the switching valve (2) is induced and
switched over. Upon that, oil from the lube oil system is led to the second
side of the hydraulic piston -- the camshaft is shifted. Once the end
position is reached, the associated limit switch (6) is actuated.
6628 2.4.5--02 E 09.97 32/40 104/ 04

Lube oil system 2.4.6
Lubrication of the engine and turbocharger
Supply from the inner All the lubricating points of the engine and of the turbocharger are
distributor pipe connected to the forced--feed oil circulation system. The lube oil admission
flange (2171) is at the free engine end, above the casing. The oil is from
the cast--in/frame--integrated distributor pipe supplied to the main bearings
via the tierod pipes. From there it continues through the crankshaft to the
big end bearings and through the connecting rods to the piston crowns
(Figure 1), and also to the torsional vibration damper at the free engine
end. The locating bearing at the coupling end receives oil from the last
bearing pedestal.
5 Crankshaft
30 Main bearing
31 Connecting rod
32 Piston pin
33 Piston
G To the main bearings

N From the main
bearings to the piston
crown
Figure 1. Lube oil system from the main bearing to the piston (Section S2--S2, for a
general view and further sections, please see the following pages)
From all these lubricating points, the oil flows freely back into the oil sump,
and from the oil sump into the lube oil tank underneath.
The integrated distributor pipe also supplies oil to

- the camshaft bearings of the injection and valve camshafts, and
- the spray nozzles and bearings of the camshaft drive.
The oil ducts required for supplying oil to the camshafts continue above
the camshafts, where short lube oil pipes are connected which serve the
- rocker arms on the exhaust side, and
- the fuel oil pumps and control levers on the exhaust gas counterside.
6628 2.4.6--02 E 10.97 L 32/40 101/ 07

1 Pressure control valve A Lube oil to the engine and turbocharger (2171)
2 Attached pumps B To the pump drive
3 Engine C To the thrust bearing of the injection camshaft
4 Oil sump D Distributor pipe
5 Crankshaft E Via the injection camshaft to the fuel pumps and control
6 Camshafts levers/yokes in the cylinder head
7 Fuel injection pump F Via the valve camshaft to the rocker arms
8 Cylinder head/rocker arm G To the main bearings
9 Pressure reducing valve H Via the main bearings to the locating bearing
10 Turbocharger J To the bearings and spray nozzles of the camshaft drive
K To the hydraulic pistons and locating bearings of the
injection and valve camshafts
KS Coupling end L To the turbocharger
KGS Free engine end M Oil discharge from the turbocharger
AS Exhaust side N From the main bearings through the crankshaft and
AGS Exhaust counter side connecting rod to the piston crown/drain to oil sump
P Ventilation (2598)
Figure 2. Lube oil system (survey)
Supply from the outside The thrust bearing of the injection camshaft (arranged at the free engine
end, and on engines without injection time adjusting device at the coupling
end) is externally supplied with oil. The same pipeline is used for the
lubrication of engine--driven pumps. The control plungers and locating
bearings of the camshaft adjusting devices at the coupling end are also
externally supplied from separate pipes. The same applies to the bearings
of the turbocharger. The supply pipes for these subassemblies are
connected to the integrated distributor pipe.
The lube oil system has to be equipped with a pressure control valve at
the entry side to maintain a constant oil pressure at the entry into the
engine, independently of the speed and oil temperature. The oil admission
to the turbocharger is adjusted by means of a pressure--reducing valve or
an orifice plate.
6628 2.4.6--02 E 10.97 L 32/40 102/ 07

5 Crankshaft
11 Crankcase
12 Tierod
13 Injection camshaft
14 Valve camshaft
15 Rocker arm
D Distributor pipe
E Via injection camshaft
to fuel oil pumps and
control levers/yokes in
the cylinder head
F Via valve camshaft to
the rocker arms
G To the main bearings
Figure 3. Schmierölsystem von der Verteilerleitung zur Kurbelwelle und den Nockenwellen (Schnitt S1--S1)
13 Injection camshaft
14 Valve camshaft
20 Crankshaft gear wheel
21 Intermediate gear
22 Bearing bush
23 Spray nozzle
J To the bearings and

spray nozzles of the
camshaft drive
Figure 4. Lube oil system from the distributor pipe to the gear wheels -- drawn--up for clockwise rotating engine
(Section S3--S3)
Supply to the turbocharger Marine propulsion engines, particularly those with mechanically driven lube
oil pumps, have turbochargers that are equipped with an emergency
lubrication system to ensure adequate lube oil supply to the turbocharger
as it continues running on stop events and in the case of blackout. The
bearings of NR turbochargers are during the boosting phase supplied with
oil from a bladder--type accumulator whose bladder is filled with nitrogen
and which is in the compressed state during normal operation. When the
service pressure is decreasing, oil is supplied to the turbocharger by the
effect of the compressed bladder, while a non--return valve prevents the oil
from flowing back into the supply pipe. Please refer to Figure 5.
6628 2.4.6--02 E 10.97 L 32/40 103/ 07

B Oil to the turbocharger
P Nitrogen (one--time
charge)
Q Oil reserve to the
turbocharger
R Oil to the engine
Figure 5. Emergency lubrication of the turbocharger (marine propulsion engines)

from a bladder accumulator
The main lubricating pump, or alternatively a smaller secondary pump can

be used to lubricate the turbocharger prior to the engine start, please refer
to Figure 6. It must be ensured by appropriate timing of the pump and by
system matching that excess lubrication of the turbocharger during priming
and in service is avoided.
R Oil to the engine
Figure 6. Priming of the turbocharger using a secondary pump
Cylinder lubrication
Route of the lube oil The running surfaces of the cylinder liners are primarily lubricated by
splash oil and oil vapour from the crank case. Lubrication of the piston
rings is from below, through bores in the lower part of the cylinder liner. To
minimise the oil consumption rate, a geometry has been chosen which
provides for the oil bores to be covered by the top ring land in BDC
position of the piston, and by the piston skirt in TDC position. The oil
comes from the free engine end and is supplied to the cylinder liners from
the exhaust gas counterside, through the frame diaphragm. The pipes are
supported in openings underneath the injection camshaft.
6628 2.4.6--02 E 10.97 L 32/40 104/ 07

9 Frame diaphragm
10 Cylinder liner
11 Piston (top edge right/
bottom edge left)
C Oil from the block--type

distributor to the
cylinder liner
Figure 7. Lubrication of cylinder liners and piston rings
Generation of pressure/ The necessary oil pressure is generated by a pump set (1) (Figure 8). The
distribution of oil delivery volume can be matched to the engine size/number of cylinders by
adjusting the speed of the frequency--controlled motor.
The suction pipe B of the pump is connected to the lube oil admission pipe
A which supplies oil to the engine and turbocharger. An adjustable
pressure control valve is provided on the delivery side of the pump. The
flow of oil to the lubricating points is controlled by means of a hydraulic
block--type distributor (3).
The movements of the block--type distributor main piston are controlled by

an inductive proximity switch (7) and a pulse evaluating unit (8). A
predetermined number of pulses must be received within a certain unit of
time.
A Lube oil flowing to the

engine and
turbocharger
B to the cylinder lube oil
pump
C Overflow pipe
D to the block--type
distributor
E to the cylinder
liners/piston rings
1 Pump set
2 Pressure control valve
(adjustable)
3 Block--type distributor
4 Proximity switch
5 Pulse monitoring
Figure 8. Cylinder lube oil system
6628 2.4.6--02 E 10.97 L 32/40 105/ 07

Temperature monitoring of main bearings
The temperatures of the crankshaft bearings (and of the outboard bearing)

are measured at the bearing caps immediately underneath the bearing
shells. Resistance temperature sensors (Pt 100) in oil--tight mountings
serve this purpose. The measuring lines run inside the crankcase up to
cable duct level on the exhaust side, from where they are taken to external
terminal boxes.
1 Crankshaft
2 Main bearing cap
3 Temperature sensor
Figure 9. Temperature monitoring of main bearings
Oil mist detector
Incipient bearing damage, piston seizure or blowby from the combustion

space cause pronounced oil vapour formation. The oil mist detector
permits a reliable diagnosis before severe damage occurs. The oil mist
detector controls the oil vapour concentration, or say the opacity of air in
the crankcase. A jet pump continually draws air from all parts of the
crankcase, bigger droplets of oil are removed from the air, and the air is
passed through a measuring section equipped with infrared filters. The
diode provided at the end produces an electric signal that corresponds to
the quantity of light received, and transmits this signal to the monitoring
unit.
Please refer to the brochure included in volume D of the technical

documentation.
6628 2.4.6--02 E 10.97 L 32/40 106/ 07

1 Collecting chamber
2 Separator
3 Detector
4 Emitter LED
5 Flow controller
6 Temperature sensor
7 Air filter
8 Infrared filter
9 Receiver diode
10 Measuring section
11 Air jet pump
12 Controlling and
monitoring
A From the crankcase to
the collecting chamber
B From the separator to
the detector
C To the air jet pump
D Air flow
Figure 10. Crankcase monitoring by oil mist detector
6628 2.4.6--02 E 10.97 L 32/40 107/ 07

Cooling water system 2.4.7
Summary
Circuits/cooling media To keep thermal loads as low as possible, cooling is required for
- components enclosing the combustion spaces, and (by a separate
system)
- the fuel injection valves.
The charge air is heated as a result of compression in the turbocharger,
and has to be recooled by means of the charge air cooler. This is done to
increase the volume of air available for combustion.
Conditioned fresh water is normally used for cooling. Charge-air coolers

are also cooled by fresh water, in rare cases by sea water or raw water.
Single-stage charge-air coolers are usually integrated in the secondary
circuit. Where two-stage charge-air coolers are used, engine cooling water
is passed through the first stage (primary/high-temperature circuit), and
fresh water from the secondary/low-temperature circuit is passed through
the second stage (Figure 1).
Cylinder cooling
Cooling water admission The cooling water admission flange 3171 for cylinder cooling is at the free
(3171) engine end. The supply pipe is on the exhaust gas side, mounted on the
crankcase (rear). Connections branch off the distributor pipe to the
backing rings of cylinder liners (bottom) for cooling
(see Figure 2 - spaces a to k):
- the bore holes of the top land ring, and
- the cylinder head
The cylinder head is cooled from the annular space around the lower part
of it, from where the water is supplied through bore holes into the annular
space between the injection valve recess and the inner part of the cylinder
head, some of the water flowing around the valve seat rings. The other,
large cooling spaces of the cylinder head are served from this annular
space.
Cooling water outlet The water leaves through a passage via the upper area of the backing ring
(3199) and into the return manifold, which runs along the supply pipe (front). This
return manifold recirculates the heated water to the charge-air cooler or to
the system, at the drain connection 3199.
6628 2.4.7--01 E 10.97 L 32/40 101/ 05

1 Engine C Cooling water downstream of charge-air
2 Cylinder head/backing ring cooler
3 Charge-air cooler D Cooling water for charge-air cooler, stage II
E Charge air
HT High-temperature circuit (stage I) F Cooling water for injection nozzles
NT Low-temperature circuit (stage II) (admission)
G Cooling water for injection nozzles (drain)
A Cooling water for cylinder (admission) H Water drain (manifold)
B Cooling water for cylinder (drain) K Vent for cylinder cooling and charge-air
Cooling water upstream of charge-air cooler cooler (manifold)
L Water drain cylinder head/backing ring
(Vee-type engines)
Figure 1. Cylinder/nozzle cooling water system (drawn up for two-stage charge-air cooler)
6628 2.4.7--01 E 10.97 L 32/40 102/ 05

1 Cylinder liner 4 Cylinder head a...k Cooling water route/
2 Backing ring 5 Valve seat ring cooling spaces
(space b closed/
3 Top land ring 6 Sleeve of the injection
uncooled)
valve
Figure 2. Combustion space components -- route of the cooling water
Venting The venting connection (p) for the backing ring, top land ring and cylinder
head is in the cylinder head, on the exhaust side (Figure 3). The
connections of the individual cylinders are combined to one pipe to which
the charge-air cooler venting pipe is also connected, leading up to
connection 3198.
Draining The drain connection 3195 serves for draining the distributor pipe, and
hence also the cooling spaces of backing ring, top land ring and cylinder
head, as well as the recirculation manifold.
Tightness check The tightness of the system: cylinder head, top land ring, cylinder liner and
backing ring as well as of the sealing rings for these components can be
checked at the bores (I -- gas tightness) and (m -- leakages). The bores
are located on the exhaust gas counter side, left, on the inside.
6628 2.4.7--01 E 10.97 L 32/40 103/ 05

Figure 3. Cylinder head with venting connection p (left) and combustion space components with control bores l and m as well
as drain connection n of Vee-type engines (right)
Nozzle cooling
The supply and return pipes for the nozzle cooling water are located
behind the fuel injection pumps. The supply connection has the number
3471. The water is passed into the cylinder head through a plug-in
connection and short pipes, and via an annular space to the injection
valve, and returned the same way. The manifold extends up to connection
3499. The supply and return pipes can be drained through the connection
to the cylinder cooling water drain pipe.
Instead of water, Diesel oil can be used as a coolant if the design of the
systems is matched accordingly.
Humidity-dependent control of the charge-air temperature (Allumatik)
Water condenses as the charge-air is compressed and cooled, at an

amount which under unfavourable conditions may reach 1000 kg/h in
larger-bore engines. The quantity will rise with
- rising air temperature,
- rising humidity of the air,
- rising charge-air pressure, and
- lower charge-air temperature.
The amount of condensed water should be reduced as far as possible.
Water must be prevented from entering into the engine. This is ensured by
design measures, and can be assisted by controlling the charge-air
temperature as a function of air humidity and air temperature (Figure 4).
The control keeps the charge-air temperature at a constant value as long
as the relative humidity of the intake air does not exceed the maximum
permissible value. In case the threshold value is exceeded, the charge-air
temperature is continuously raised by reducing the cooling water amount
passing through the charge-air cooler. Below approx. 45% of the full-load
admission and / or 60% of the nominal speed (limit values depend on the
engine system), a possibly necessary temperature rise is suppressed, as
in this range there is no critical amount of condensation water.
6628 2.4.7--01 E 10.97 L 32/40 104/ 05

The correction signal for the control is formed from the input values of air
humidity/air temperature. These signals control the temperature control
valve, causing a larger or smaller amount of water to be passed through
the charge-air cooler.
1 Charge-air cooler
2 Three-way valve
3 ALLUMATIK box
A Charge air
B Cooling water
a Supply voltage
b Fault indication/ alarm
c Relative humidity
d Charge-air temperature
QTH Humidity measuring instrument

TC Temperature controller
TE1 Air temperature
QE Air humidity
ST Engine speed
GT Fuel pump admission
TE2 Charge-air temperature
Figure 4. Charge-air temperature control as a function of humidity, ALLUMATIK
6628 2.4.7--01 E 10.97 L 32/40 105/ 05

Technical data 2.5

2.2 Engine
2.4 Systems
2.5 Technical data
6682 2.5--01 E 07.97 101/ 01

Ratings and consumption data 2.5.1
Designations and work numbers
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Work number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Work number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see the name plate
Turbocharging method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . constant pressure
Acceptance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Acceptance at work
Operating and driving mode
Application correct
Stationary engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Main marine engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Auxilliary marine engine . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Drive configuration correct

Fixed pitch propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Controllable pitch propeller . . . . . . . . . . . . . . . . . . . . . . . ..............
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
others . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Fuel correct
Diesel fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . 700 mm2/s ..............
Operation/monitoring correct
Automatic remote control . . . . . . . . . . . . . . . . . . . . . . . . . ..............
Remote control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
central control/operation without monitoring . . . . . . . . . ..............
Standard monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..............
6628 2.5.1--04 E 05.98 L 32/40 101/ 03

Ratings and consumption data
Continuous rating MCR to ISO 3046/I to ISO 3046/I

(reference cond.) (on site)
Rating .............. ............... . . . . . . . . . . . . . . . kW
Ambient air temperature .............. ............... . . . . . . . . . . . . . . . C
Charge-air cooling water temp. .............. ............... . . . . . . . . . . . . . . . C
Barometric pressure .............. ............... . . . . . . . . . . . . . . . bar
Site altitude .............. ............... . . . . . . . . . . . . . . . m above
sea level
Speed of engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800 rpm

Sense of rotation . . . . . . . . . . . . . . . . . . . . . . . clockwise --
Speed of turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . see test run
certificate
Mean effective piston pressure . . . . . . . . . . . . . . . . . . . . bar
Ignition pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190 bar
Compression pressure . . . . . . . . . . . . . . . . . . . . . . . 160 bar
Mean piston speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . m/s
Compression ratio e . . . . . . . . . . . . . . . . . . . . . . . . . . 14,5 --
Fuel oil consumption MCR to ISO 3046/I to ISO 3046/I

(reference cond.) (on site)
Heavy fuel oil .............. ............... . . . . . . . . . . . . . . . g/kWh
Diesel fuel oil/MDF .............. ............... . . . . . . . . . . . . . . . g/kWh
Lube oil consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . g/kWh

................................................ kg/h
Cylinder lube oil used . . . . . . . . . . . . . . . . . . . . . . . . . . . . see test run
certificate
Technical data
Main dimensions Cylinder diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . 320 mm

Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 mm
Swept volume of one cylinder . . . . . . . . . . . . . . . . 32,17 dm3
Cylinder distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 530 mm
Ignition sequence Cyl. Rotating clockwise* . Rotating antclockwise correct

6 A 1-3-5-6-4-2-1 . . . . . . . . . . . . . . 1-2-4-6-5-3-1 . . . . . . . . . . . . . . .
7 A 1-2-4-6-7-5-3-1 . . . . . . . . . . . 1-3-5-7-6-4-2-1 . . . . . . . . . . . . . . .
8 A 1-3-5-7-8-6-4-2-1 . . . . . . . 1-2-4-6-8-7-5-3-1 . . . . . . . . . . . . . . .
8 B 1-4-7-6-8-5-2-3-1 . . . . . . . 1-3-2-5-8-6-7-4-1 . . . . . . . . . . . . . . .
9 A 1-3-5-7-9-8-6-4-2-1 . . . . 1-2-4-6-8-9-7-5-3-1 . . . . . . . . . . . . . . .
9 B 1-6-3-2-8-7-4-9-5-1 . . . . 1-5-9-4-7-8-2-3-6-1 . . . . . . . . . . . . . . .
6628 2.5.1--04 E 05.98 L 32/40 102/ 03

Timing Inlet valve opens . . . . . . . . . . . . 55 Crank angle deg.
before TDC
closes . . . . . . . . . . . 22 Crank angle deg.
after BDC
Exhaust valve opens . . . . . . . . . . . . 48 Crank angle deg.
before BDC
closes . . . . . . . . . . . 51 Crank angle deg.
after TDC
Overlap . . . . . . . . . . . . . . . . . 106 Crank angle deg.
Starting valve opens . . . . . . . . . . . 2-3 Crank angle deg.
after TDC
closes (on 6- and 7-cy- Crank angle deg.
linder engine) . 1322 after TDC
closes (on 8- and 9-cy- Crank angle deg.
linder engine) . 1162 after TDC
Starting slide valve opens/closes . . . . . . . see test run record
Start of delivery/ see test run record
end of delivery of injection pump
Barred ranges and rating limitations
Barred ranges/ .................................................................

Rating limitations .................................................................
.................................................................
See supplementary sections 3.4.3 and 3.6.2
Emissions Sound (air-borne) . . . . . . . . . . . . . . . . . . . . . . . . . dB(A)

to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....................
Sound (structure-borne) . . . . . . . . . . . . . . . . . . . . ....................
to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....................
Pollutants in the exhaust gas
NOx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....................
to . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....................
* Sense of rotation if viewing from the coupling end
6628 2.5.1--04 E 05.98 L 32/40 103/ 03

Temperatures and pressures 2.5.2
Service temperatures*
Air Air upstream of compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 C 1)
Charge air Charge air upstream of cylinder . . . . . . . . . . . . . . . . . . . . . . . . 45 ... 58 C 2)
Exhaust gas Exhaust gas downstream of cylinder . . . . . . . . . . . . . . . . . . . . . max. 510 C

Admissible deviation on individual cylinders from the average . . . . . 50 K
Exhaust gas upstream of turbocharger . . . . . . . . . . . . . . . . . . . max. 565 C
Cooling water Cooling water downstream of engine . . . . . . . . . . . . . . . . . . . 90, max. 95 C

Preheating of engine cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . 60 C
Cooling water upstream of charge-air cooler stage NT . . . (max. 38 C) 1)
Lube oil Lube oil upstream of engine/upstream of turbocharger . . . 65, max. 70 C

Lube oil downstream of engine (at full load) . . . . . . . . . . . . . . . . . . . . . 78 C
Lube oil downstream of turbocharger (at full load) . . . . . . . . . max. 105 C
Lube oil preheating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 C
Fuel oil Fuel oil (MDF) upstream of engine . . . . . . . . . . . . . . . . . . . . . (max. 50 C) 4)

Fuel oil (HFO) upstream of engine . . . . . . . . . . . . . . . . . . . . (max. 155 C) 4)
Preheating (heavy fuel oil in the service tank) . . . . . . . . . . . . . . . . . 75 C
Bearings Main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see acceptance certificate
Service pressures (overpressure)*
Air Air upstream of turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1)
Starting air/control air Starting air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . min. approx. 10, max. 30 bar
Control air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8, min. 5.5 bar
Charge air Charge air upstream/downstream of charge-air cooler

(pressure differential) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max. 80 mbar
Cylinder Nominal ignition pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190 bar

Individual cylinders, admissible deviation from average . . . . . . . . . . 5 bar
Safety valve (opening pressure) . . . . . ignition pressure (190) + 50 + 7 bar
Crankcase Crank case pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . max. 5 mbar

Safety valve (opening pressure) . . . . . . . . . . . . . . . . . . . . . . . . 50 ... 70 mbar
Exhaust gas Exhaust gas downstream of turbocharger . . . . . . . . . . . . . . . max. 30 mbar
Cooling water Engine cooling water and charge-air cooler HT . . . . . . . 3 ... 4, min. 2.2 bar
Charge-air cooler NT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,5 ... 3 bar
Lube oil Lube oil upstream of engine . . . . . . . . . . . . . . . . 3.5 ... 4.5 bar, min. 3.3 bar
Lube oil upstream of turbocharger . . . . . . . . . . . . . . . . . . . . . . . 1.3 ... 1.7 bar
6628 2.5.2--02 E 11.98 32/40 101/ 02

Fuel oil Fuel oil upstream of engine (pressurised system) . . . . . . 6 ... 8, min. 4 bar
Fuel injection valve (opening pressure) . . . . . . . . . . . . . . . . 360 + 10 bar
(ditto, with new spring) . . . . . . . . . . . . . 390 + 10 bar
Fuel viscosity Injection viscosity Temperature after Evaporation Required

preheater pressure system
pressure
(mm2/s at 50 C (mm2/s) ( C) (bar) (bar)
180 12 124 1.4 2.4
320 12 137 2.4 3.4
380 12 140 2.7 3.7
420 12 142 2.9 3.9
500 14 140 2.7 3.7
700 14 146 3.2 4.2
Table 1. Pressure required in the fuel oil system as a function of fuel oil viscosity and injection viscosity
Test pressures (overpressures)
Control air Control air pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 bar
Cooling spaces/water side Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 bar

Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 bar
Charge-air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 bar
Cooling system cylinder cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 bar
Cooling system injection valve cooling . . . . . . . . . . . . . . . . . . . . . . . . . . 7 bar
Fuel oil spaces Fuel supply pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 bar
Lube oil Lube oil pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 bar
* Applicable at rated outputs and speeds. For conclusive reference values, see test run or commissioning record in Volume B5 and “List of
measuring and control units” in Volume D.
1) In compliance with rating definition. At higher temperatures/lower pressures, a derating is necessary.

2) Higher value to be aimed at in case of higher air humidity (water condensing).
4) Depending on the fuel viscosity and injection viscosity. See Section 3 - operating media.
80 Controlled temperature
6628 2.5.2--02 E 11.98 32/40 102/ 02

Weights
2.5.3
Weights of principal components
Components from top Rocker arm casing with rockers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117 kg

downwards Rocker arm casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 kg
Cylinder head with valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 532 kg
Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 504 kg
Injection/exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 kg
Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172 kg
Backing ring of cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233 kg
Top land ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 kg
Piston with connecting rod shank and piston pin . . . . . . . . . . . . . . . . . 228 kg
Piston without piston pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 kg
Piston pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 kg
Connecting rod (conrod shank, big-end bearing, cap) . . . . . . . . . . . . 205 kg
Big-end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 kg
Connecting rod shank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91 kg
Big-end bearing cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 kg
Main bearing cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 kg
Main bearing shell (shell half) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 kg
Crankshaft with balance weights . . . . . . 8L 32/40 . . . . . . . . . . . . 5490 kg
Crankshaft with balance weights . . . . . . 9L 32/40 . . . . . . . . . . . . 6130 kg
Balance weight of the crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 kg
Camshaft drive gear (2 pieces) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 kg
Torsional vibration damper
(2 lines of springs) . . . . . . . . . . . . . . . . . . 5L 32/40 . . . . . approx. 1000 kg
Torsional vibration damper
(4 lines of springs) . . . . . . . . . . . . . . . . . . 8L 32/40 . . . . . approx. 1400 kg
Crankcase/tierod Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . 5L 32/40 . . . . . . . . . approx. 10 t

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6L 32/40 . . . . . . . . . approx. 12 t
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7L 32/40 . . . . . . . . . approx. 13 t
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L 32/40 . . . . . . . . . approx. 15 t
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9L 32/40 . . . . . . . . . approx. 16 t
Tierod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 kg
Cross tierod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 kg
Cylinder head bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 kg
Injection system Injection camshaft (section) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 kg

Valve camshaft (section) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 kg
Fuel injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 kg
Fuel injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 kg
Charge--air and exhaust gas NR 34 Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1350 kg

system NR 26 Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800 kg
Charge-air cooler, two-stage . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 620 kg
Charge-air pipe (inner section) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 kg
Exhaust gas pipe (inner section) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 kg
Others Cylinder lubricating unit/oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22/9 kg

Governor (actuator) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 kg
6628 2.5.3--01 E 11.97 L 32/40 101/ 02

Weights of complete engines
5L 32/40 ..................................................... 31 t
6L 32/40 ..................................................... 35 t
7L 32/40 ..................................................... 40 t
8L 32/40 ..................................................... 44 t
9L 32/40 ..................................................... 48 t
6628 2.5.3--01 E 11.97 L 32/40 102/ 02

Dimensions/Clearances/Tolerances-- Part 1 2.5.4
Note: Decimal commas are used instead of decimal points, and an ellipsis (”...”) means “from – to”, following German usage.
Erläuterungen Explanations
Die nachstehende Tabelle ist geordnet nach dem The table below has been organised by the MAN sub-
MAN--Baugruppensystem, d.h. nach den fett gedruck- assembly group system, i.e. by the subassembly
ten, in den Zwischentiteln rechts angeordneten Bau- group numbers in bold face entred at the right of the
gruppennummern. intermediate titles.
Maße und Spiele werden nach folgendem Schema angegeben:

X Durchmesser der Bohrung
Y Spiel
Z Durchmesser der Welle
Dimensions clearances have been given by the following systematic prin-

ciple:
X Diameter of the bore
Y Clearance
Z Diameter of the shaft
Toleranzangaben werden aus drucktechnischen Grün- For convenience of printing, tolerances are not given
den nicht wie üblich like
+0,080 +0,080
200 200
+0,055 +0,055
sondern 200 +0,080/+0,055 geschrieben. but rather as 200 +0,080/+0,055
6628 2.5.4--05 E 09.98 L 32/40 101/ 04

Maß/Meßstelle Nennmaß (mm) Spiel neu (mm) Spiel max. (mm)
Dimension/Measuring point Nominal dimension Clearance when Max. clearance
(mm) new (mm) (mm)
Zuganker Tie rod 012
A 507 Horizontal
B « 43 Horizontal
C M 36x3
A 1805 Vertikal
B/C M 48x3 Vertical
Kurbelwelle Crankshaft 020
A * **
A Wangenatmung A Crank web deflection

* Siehe Abnahmeprotokoll * See acceptance record
** Siehe Arbeitskarte 000.10 ** See work card 000.10
Kurbelwellenlager/Paßlager Main bearing/Location bearing 021
A 290--0,032 ---- ----

B ---- 0,25 ... 0,35 0,42
C 5,89--0,02 ---- 5,84--0,02*
D 125 ---- ----
E ---- 0,50 ... 0,72 ----
F 60--0,019 ---- ----
* Grenzwert für Lagerschalendicke im Hauptbela- * Limiting value for thickness of bearing shells in the
stungsbereich. Austauschkriterien siehe Arbeits- zone of maximum loading. For criterias of replacement
karte 000.11. see work card 000.11
6628 2.5.4--05 E 09.98 L 32/40 102/ 04

(mm) new (mm) (mm)
Drehschwingungsdämpfer Torsional vibration damper 027
1010 ... 1100* Durchmesser

Diameter
180 ... 290* Breite
Width
* Je nach Auslegung * Depend on design
Pleuellager/Kolbenbolzenlager Crank bearing/Piston pin bearing 030
A 290--0,032 ---- ----

B ---- 0,25 ... 0,35 0,42
C 5,89--0,02 ---- 5,84--0,02*
D ---- 0,17 ... 0,24 0,31
E 145 --0,005/--0,020 ---- ----
F 980 ---- ----
G 125 ---- ----
H 160 ---- ----
J 490 ---- ----
K 1416 ---- ----
X 145 +0,22/+0,16 ---- ----
stungsbereich. Austauschkriterien siehe Arbeits- zone of maximum loading. For criterias of replacement
karte 000.11. see work card 000.11
6628 2.5.4--05 E 09.98 L 32/40 103/ 04

(mm) new (mm) (mm)
Kolben Piston 034
A 145 +0,068/+0,043 ---- ----

B ---- 0,048 ... 0.088 ----
C 145 --0,005/--0,020 ---- ----
D 260 ---- ----
E 503 ---- ----
F 320* ---- ----
G ** ---- ----
* Die Außendurchmesser sind infolge der ballig--ova- * Checking the outer dimensions of the piston is ra-
len Form nur schwer zu kontrollieren. Auf die Angabe ther difficult due to its crowned, oval form. Exact di-
genauer Maße wurde verzichtet, da die Lebensdauer mensions are not listed because normaly the life of the
des Kolbens normalerweise durch den Verschleiß der piston is, in any case, determined by the wear of the
Ringnuten bestimmt wird. ring grooves.
** Kompressionsabstand -- siehe Abnahmeprotokoll ** Compression clearance -- see acceptance record
Kolbenringe Piston rings 034
A 6 +0,20/+0,17 ---- ----

B ---- 0,18 ... 0,228 0,45
C 6 --0,010/--0,028 ---- ----
D 6 +0,14/+0,12 ---- ----
E ---- 0,13 ... 0,168 0,40
F 8 +0,06/+0,04 ---- ----
G ---- 0,053 ... 0,095 0,2
H 8 --0,013/--0,035 ---- ----
J* ---- 0,6 ... 0,9 ***
J** ---- 0,6 ... 0,9 ***
* Stoßspiel Ring 1,2,3 * Ring gap: Ring 1/2/3

** Stoßspiel Ring 4 ** Ring gap: Ring 4
*** Siehe Arbeitskarte 034.05 *** See work card 034.05
6628 2.5.4--05 E 09.98 L 32/40 104/ 04

Note: Decimal commas are used instead of decimal points, and an ellipsis (”...”) means “from – to”, following German usage.

Dimension/Measuring point Nominal Dimension Clearance when Max. clearance
(mm) new (mm) (mm)
Zylinderbuchse Cylinder liner 050
A 320 +0,057 ---- ----

B* ---- ---- 0,96
C** ---- ---- 0,32
D 439 ---- ----
E 369 ---- ----
F 809 ---- ----
G 529 ---- ----
H 332 ---- ----
K 74 ---- ----
* Verschleiß * Wear
** Ovalität ** Ovality
Maße A, B, C gültig für Zylinderbuchse, nicht für Feu- Dimensions A, B, C apply to cylinder liner, not to top
erstegring. land ring. The dimension A is measured at the point of
Das Maß A wird im oberen Umkehrpunkt des ersten reversal of the top ring parallel with and at right angles
Kolbenringes gemessen to the longitudinal engine axis.
6628 2.5.5--06 E 05.98 L 32/40 101/ 06

Zylinderkopf/Zylinderkopfschraube Cylinder head/Cylinder head bolt 055
A 588 ---- ----

B 526 ---- ----
C 763 ---- ----
D 442 ---- ----
E 1400 ---- ----
F M 48x3 ---- ----
6628 2.5.5--06 E 05.98 L 32/40 102/ 06

(mm) new (mm) (mm)
Drehzahlaufnehmer Speed pick-up 071
A 1... 2 ---- ----
Steuerungsantrieb Camshaft drive 100
A* ---- 0,226 ... 0.395 0,47

B* ---- 0.196 ... 0.360 0,42
C* ---- ----0.226 ... 0.395 0.47
J 480*** ---- ----
K 432*** ---- ----
D 160 +0,206/+0,151 ---- ----

E ---- 0.151 ... 0.231 **
F 160 --0,025 ---- ----
G ---- 0.8 ... 1.3 1.6
H 155 ---- ----
* Zahnspiel * Gear backlash

** Spielvergrößerung in der Regel gering. Aus- ** As a rule, only minimal increase of clearance.
tauschkriterien siehe Arbeitskarte 000.11 Exchange criteria see work card 000.11.
*** Teilkreisdurchmesser *** Reference diameter
6628 2.5.5--06 E 05.98 L 32/40 103/ 06

(mm) new (mm) (mm)
Nockenwellenlager der Einspritznockenwelle und Camshaft bearing of injection camshaft and

Endlager der Ventilnockenwelle -- Ausführung 1 end bearing of valve camshaft -- version 1 102/120
A/D 195 +0,205/+0,120 ---- ----

B/E ---- 0,120 ... 0,236 *
C/F 195 --0,029 ---- ----
G/L 60 ---- ----
Nockenwellenlager der Einspritznockenwelle und Camshaft bearing of injection camshaft and

Endlager der Ventilnockenwelle -- Ausführung 2 end bearing of valve camshaft -- version 2 102/120
A/D 201 +0,178/+0,119 ---- ----

B/E ---- 0,119 ... 0,235 *
C/F 201 --0,029 ---- ----
G/L 60 ---- ----
stungsbereich. Austauschkriterien siehe Arbeitskarte zone of maximum loading. For criterias of replacement
000.11. see work card 000.11
6628 2.5.5--06 E 05.98 L 32/40 104/ 06

(mm) new (mm) (mm)
Nockenwellenlager der Ventilnockenwelle -- Camshaft bearing of valve camshaft --

Ausführung 1 version 1 102/120
A 160 +0,175/+0,098 ---- ----

B ---- 0,098 ... 0,200 *
C 160 --0,025 ---- ----
G 54 ---- ----
000.11. see work card 000.11
Nockenwellenlager der Ventilnockenwelle -- Camshaft bearing of valve camshaft --

Ausführung 2 version 2 102/120
A 179 +0,185/+0,106 ---- ----

B ---- 0,156 ... 0,265 *
C 178,95--0,03 ---- ----
G 60 ---- ----
000.11. see work card 000.11
6628 2.5.5--06 E 05.98 L 32/40 105/ 06

(mm) new (mm) (mm)
Nockenwellenaxiallager auf Kupplungsseite Camshaft axial bearing on coupling side 102/120
J1) ---- 0.1 ... 0,3 0,4

J2) ---- 0,3 ... 0,5 0,6
H3) ---- 0,3 ... 0,5 0,6
H4) ---- 0,3 ... 0,5 0,6
K1) ---- 0.25 ... 0,5 0,55
1) Einspritznockenwelle mit Verstelleinrichtung 1) Injection camshaft with adjusting device

2) Ventilnockenwelle mit Verstelleinrichtung 2) Valve camshaft with adjusting device
3) Einspritznockenwelle ohne Verstelleinrichtung 3) Injection camshaft without adjusting device
4) Ventilnockenwelle ohne Verstelleinrichtung 4) Valve camshaft without adjusting device
Antrieb für am Motor angebaute Pumpen Drive for on engine attached pumps 105
A* ---- 0,35 ... 0,60 0,7

B* ---- 0,35 ... 0,60 0,7
* Zahnspiel * Gear backlash
6628 2.5.5--06 E 05.98 L 32/40 106/ 06


(mm) new (mm) (mm)
Kipphebellager/Einlaßventil/Auslaßventil Rocker arm bearing/Inlet valve/Exhaust valve

111/113/114
A1) ---- 0,5 +0,1 ----

B2) ---- 0,7 +0,1 ----
C** 24 +0,021 ---- ----
D** ---- 0,130 ... 0,191 0,24
E** 23,85 +0,02/--0,02 ---- ----
F 70,1 +0,061/+0,005 ---- ----
G ---- 0,145 ... 0,221 0,27
H 70 --0,04/--0,06 ---- ----
J ---- 0,3 ... 1,0 1,2
K** 106 ---- ----
L*** 28 ---- ----
M 534 ---- ----
N 25 +0,026/--0,020 ---- ----
O ---- 0,12 ... 0,186 0,23
P 24,86 --0,02 ---- ----
1) Ventilspiel für Einlaßventile* 1) Valve clearance for inlet valves*

2) Ventilspiel für Auslaßventile* 2) Valve clearance for outlet valves*
* gemessen bei kaltem oder warmem Motor -- * measurement taken with cold or warm engine --
dabei kein Spiel zwischen Joch und Ventilschaft no clearance permitted between yoke and valve stem
** Ein-- und Auslaßventil ** Inlet and exhaust valve
*** Ventilhub *** Valve lift
6628 2.5.6--09 E 03.00 L 32/40 101/ 04

Ein-- und Auslaßschwinghebel Inlet and exhaust cam follower 112
A 55 +0,100/+0,041 ---- ----

B ---- 0,051 ... 0,129 0,15
C 55 --0,010/--0,029 ---- ----
D 40 +0,025/+0,009 ---- ----
E ---- 0,034 ... 0,066 0,08
F 40 --0,025/--0,041 ---- ----
G ---- 0,5 ... 1,4 1,5
6628 2.5.6--09 E 03.00 L 32/40 102/ 04

(mm) new (mm) (mm)
Anlaßsteuerschieber/Anlaßventil Starting air pilot valve/Starting valve 160/161
A ---- 0,2 +0,1/--0,1 ----

B 37 ---- ----
C* 7 ---- ----
* Ventilhub * Valve lift
Kraftstoffeinspritzpumpe Fuel injection pump 200
A 10 +0,04/+0,02 ---- ----

B ---- 0,07 ... 0,11 0,14
C 9,95 --0,02 ---- ----
D 32 +0,062 ---- ----
E1) ---- 0,011 ... 0,013 ----
F (32) ---- ----
G 54 +0,046 ---- ----
H ---- 0,06 ... 0,15 0,17
J 54 --0,060/--0,106 ---- ----
K 25 +0,021 ---- ----
L ---- 0,020 ... 0,062 0,075
M 25 --0,020/0,041 ---- ----
N2) 34,5 ---- ----
O3) ---- ---- ----
P4) ---- ---- ----
Q 500 ---- ----
R 160 ---- ----
1) Spiel am Kopf des Pumpenkolbens 0,018...0,020mm 1) Clearance at piston head 0,018 ... 0,020 mm
2) Stempelhub 2) Plunger stroke
3) Stempelhub bei Hauptkolben in OT -- siehe 3) Plunger stroke with main piston in TDC -- see ac-
Abnahmeprotokoll ceptance record
4) Pumpenfüllung -- siehe Abnahmeprotokoll 4) Fuel admission -- See acceptance record
6628 2.5.6--09 E 03.00 L 32/40 103/ 04

(mm) new (mm) (mm)
Antrieb der Kraftstoffeinspritzpumpen Drive of fuel injection pump 200
A 114 +0,035 ---- ----

B ---- 0,100 ... 0,170 0,20
C 114 --0,100/--0,135 ---- ----
D 45 +0,025/+0,041 ---- ----
E ---- 0,063 ... 0,096 0,15
F 45 --0,038/--0,054 ---- ----
G ---- 0,2 ... 0,4 0,5
H 55 +0,019 ---- ----
J ---- 0,08 ... 0,118 0,15
K 55 --0,080/--0,119 ---- ----
Kraftstoffeinspritzventil Fuel injection valve 221
A* 1 +0,05/--0,05 ---- ----

B** ---- ---- ----
C 425 ---- ----
D 68,5 ---- ----
* Nadelhub * Needle lift

** Düsenspezifikation -- siehe Abnahmeprotokoll ** Injector specification -- see acceptance record
6628 2.5.6--09 E 03.00 L 32/40 104/ 04

Operation/Operating media
1 Introduction
2 Technical details
3 Operation/
Operating media
5 Annex
6680 3--02 E 07.97 101/ 01

Table of contents
N 3 Operation/Operating media
N 3.1 Prerequisites
: : N 3.1.1 Prerequisites/Warranty
N 3.2 Safety regulations
: : N 3.2.1 General remarks
: : : N 3.2.2 Destination/suitability of the engine
: : : N 3.2.3 Risks/dangers
: : : N 3.2.4 Safety instructions
: : : N 3.2.5 Safety regulations
N 3.3 Operating media
: : N 3.3.1 Quality requirements on gas oil/diesel fuel (MGO)
: : N 3.3.2 Quality requirements for Marine Diesel Fuel (MDO)
: : N 3.3.3 Quality requirements for heavy fuel oil (HFO)
: : N 3.3.4 Viscosity/Temperature diagram for fuel oils
: : N 3.3.7 Quality requirements for cooling water
: N 3.3.8 Analyses of operating media
N 3.4 Engine operation I -- Starting the engine
: : N 3.4.1 Preparations for start/ Engine starting and stopping
: : N 3.4.2 Change--over from Diesel fuel oil to heavy fuel oil and vice versa
: : N 3.4.3 Admissible outputs and speeds
: : : N 3.4.4 Engine Running--in
N 3.5 Engine operation II -- Control the operating media
: : N 3.5.1 Control the engine/ perform routine jobs
: : N 3.5.2 Engine log book/ Engine diagnosis/Engine management
: : N 3.5.3 Load curve during acceleration/manoeuvring
: : N 3.5.4 Part--load operation
: N 3.5.5 Determine the engine output and design point
: : N 3.5.6 Engine operation at reduced speed
: : N 3.5.7 Equipment for optimising the engine to special operating conditions
: N 3.5.8 Bypassing of charge air
: N 3.5.9 Condensed water in charge air pipes and pressure vessels
: : N 3.5.10 Load application
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6628 05.00 L 32/40 101 /02

: N 3.5.11 Exhaust gas blow--off
: N 3.5.12 Charge air blow--off
N 3.6 Engine operation III -- Operating faults
: : N 3.6.1 Faults/Deficiencies and their causes (Trouble Shooting)
: : N 3.6.2 Emergency operation with one cylinder failing
: : N 3.6.3 Emergency operation on failure of one turbocharger
: : N 3.6.4 Failure of the electrical mains supply (Black out)
: N 3.6.5 Failure of the cylinder lubrication
: : N 3.6.6 Failure of the speed control system
: : : N 3.6.7 Behaviour in case operating values are exceeded/ alarms are released
: : : N 3.6.8 Procedures on triggering of oil mist alarm
N 3.7 Engine operation IV -- Engine shut--down
: N 3.7.1 Shut down/Preserve the engine
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6628 05.00 L 32/40 102 / 02

Prerequisites 3.1
3.1 Prerequisites
3.2 Safety regulations
3.3 Operating media
3.4 Engine operation I - Starting the engine
3.5 Engine operation II - Control the operating data
3.6 Engine operation III - Operating faults
3.7 Engine operation IV - Engine shut- down
6682 3.1--01 E 07.97 101/ 01

Prerequisites/Warranty 3.1.1
Prerequisites dating back into the past
Some of the prerequisites for successful operation of the engine/engine

plant are already dating back into the past when the phase of day-to-day
operation commences. Other prerequisites can, or have to be directly
influenced.
The factors that are no longer accessible to direct influence, are

- the source of the engine,
- qualified manufacture including careful controlling under the eyes of
control boards/classification societies,
- reliable assembly of the engine and its exact tuning during the trials.
The factors dating back into the past and having effects on future
performance also include
- the care invested in the planning, layout and construction of the
system,
- the level of cooperation of the buyer with the projecting firm and the
supplier, and
- the consistent, purpose activities during the commissioning, testing and
breaking-in phases.
Day-to-day prerequisites
The prerequisites directly required for day-to-day operation and to be

provided for again and again are, for example
- the selection of appropriate personnel and its instruction and training,
- the availability of technical documentation for the system, and of
operating instructions and safety regulation in particular,
- ensuring operational availability and reliability, in due consideration of
operational purposes and results,
- the organisation of controlling, servicing and repair work,
- the putting into operation of systems, ancillaries and engines in
accordance with a chronologically organised checklist, and
- definition of the operating purposes, compromising between expense
and benefit.
Detailed information on the above items is given in the following.
Warranty
Questions of warranty will be treated in compliance with the “General

Conditions of Delivery” of MAN B&W Diesel AG. In the following, we have
quoted some decisive passages, as a guideline how to orientate yourself
in your every-day decisions and/or actions by these principles. The
complete written texts and/or agreements reached in each case shall be
conclusive.
6680 3.1.1--01 E 12.97 32/40 upw 101/ 02

Item1
“MAN B&W Diesel AG shall warrant expressly assured properties as well
as faultless design, manufacture and material. Parts which by reason of
defects have become unserviceable or the serviceability of which has
been substantially impaired shall, at the option of MAN B&W Diesel AG,
be reconditioned free of charge or MAN B&W DIesel AG shall supply new
parts at the cost and risk of MAN B&W Diesel AG.”
Item 4
“The warranty shall not cover normal wear and parts which, owing to their
inherent material properties or the use they are intended for, are subject to
premature wear; damage caused by improper storage, handling or
treatment, overloading, the use of unsuitable fuels, oils etc., faulty
construction work or foundations, unsuitable building ground, chemical,
electrochemical or electrical influences.”
Item 5
“The Purchaser may only claim the warranty of MAN B&W Diesel AG if
- the equipment was installed and put into operation by personnel of
MAN B&W Diesel AG,
- MAN B&W Diesel AG have been advised in writing of the claimed
defect immediately, but not later than two months after expiry of the
warranty period,
- the Purchaser has observed the instructions issued by MAN B&W
Diesel AG in respect of the handling and maintenance of the equipment
and, in particular, has duly carried out any specified checks,
- no subsequent adustments have been carried out without the approval
of MAN B&W Diesel AG,
- no spare parts of outside make have been used.”
6680 3.1.1--01 E 12.97 32/40 upw 102/ 02

Safety regulations 3.2
3.1 Prerequisites
3.3 Operating media
6682 3.2--01 E 07.97 101/ 01

General remarks 3.2.1
Safety--related principles/compliance with the same
Safe use German laws and standards as well as guidelines of the European
Community (EC) require that technical products ensure the necessary
safety for the users and that they are in conformity with the technical rules.
In this connection, it is emphasised that the safe use and the safety of
machines is to be guaranteed by proper planning and design and that this
cannot be reached by means of restrictive rules of conduct.
Intended use The technical documentation must contain statements regarding the
“intended use” and concerning restrictions in the use.
Remaining risks Remaining risks must be disclosed, sources of danger/critical situations

must be marked/named. These remarks serve the purpose of enabling
the operating personnel to act in accordance with danger precautions/
safety requirements.
As communication elements which bring such sources of danger/critical

situtions to the attention of the operating personnel, signals, symbols, texts
or illustrations are to be used. Their use on the product and in the
technical documentation is to be co--ordinated. For safety requirements, a
multi--stage system is to be used.
MAN B&W Diesel AG’s These requirements are adhered to by MAN B&W Diesel AG by special
contribution efforts in development, design and execution and by drawing up the
technical documentation accordingly, especially by the remarks contained
in this section. The compilation (partially in key words) does, however, not
release the operating personnel from observing the respective sections of
the technical documentation. Please also note that incorrect behaviour
might result in the loss of warranty claims.
6680 3.2.1--02 E 12.97 32/40 upw 101/ 01

Destination/suitability of the engine 3.2.2
Use in accordance with the destination
The four-stroke Diesel engine delivered is destined for (firstly) operation

under the marginal conditions stipulated
- under Technical Data, Section 2.5.1,
- in the technical specification, Section 2.1 and
- in the order confirmation.
Furthermore destined for (secondly)
- operation using the specified operating media,
- taking into consideration the design/layout of the supply, measuring,
control and regulating systems as well as laying down of the marginal
conditions (e.g. removal space/crane capacities) in accordance with the
recommendations of MAN B &W Diesel AG or according to the state of
the art.
Furthermore destined for (thirdly)
- start, operation and stopping in accordance with the usual
organisational rules, exclusively by authorised, qualified, trained
persons who are familiar with the plant.
Furthermore destined for (fourthly)
Situation/characteristic on condition of
(Marine engine) for operation at full load in arctic waters or Charge-air blow-off device
(stationary engines) operated temporarily at overload
Part-load operation with improved acceleration ability Charge-air blow-by device
Safe operation in the upper load range with part-load optimised Charge-air blow-off device
turbochargers
Fast and to a large extent soot-free acceleration Jet-assist device
Part-load operation with improved combustion and reduced Two-stage charge-air cooler
formation of residues
Operation with optimised part-load operating values by means of Timing adjustment device
timing adjustment
Operation with optimised injection timing Injection timer
Slow turning prior to starting (in case of automatic operation) Slow-turn device
Low-vibration and low-noise (structure-borne) operation Semi-elastic/elastic support
Output on the free engine end Crankshaft extension
Cleaning of the turbocharger/s (during operation) Cleaning device/s
Cleaning of the charge-air cooler/s Cleaning device
6680 3.2.2--01 E 06.99 All D Eng 101/ 02

With restrictions destined/suitable for
The engine is with restrictions destined/suitable for:

- operation at operating values resulting in an alarm situation,
- operation at reduced speed (marine main engines),
- passing through barred speed ranges,
- black-out test,
- idling or low-load operation,
- operation with generator in “reverse power”
(during parallel operation with the grid),
- operation at reduced maintenance expenditures,
- speeded-up acceleration/abrupt loading/unloading to a moderate
extent,
- operation without cylinder lubrication,
- operation after failure of the speed governor
(only marine main engines 32/40),
- operation in case of failure of the elctronic-hydraulic speed control
system after switching over to mech.-hydraulic speed governor
(40/45 ... 58/64)
- emergency operation with one or two blocked/partly disassembled
turbocharger/s,
......... shut-off fuel pumps,
......... removed running gear/s,
......... dismounted rocker arms/push-rods.
Not destined/suitable for
The engine is not destined/suitable for:

- operation at operating values due to which engine stop or load
reduction was effected,
- putting into operation of the engine/of parts without running in,
- operation in case of black-out,
- operation in case of failure of supply equipment (air, compressed air,
water, ..., electric voltage supply, power take-off),
- operation within barred speed ranges,
- operation after failure of the mech.-hydraulic speed governor,
- operation without appropriate surveillance/supervision,
- operation without maintenance expenditures or if they have been
reduced to a great extent,
- unauthorised modifications,
- use of other than original spare parts,
- long-term shut-down without taking preservation measures.
6680 3.2.2--01 E 06.99 All D Eng 102/ 02

Risks/dangers 3.2.3
Dangers due to deficiencies concerning personnel/level of training
Expectations in case of vessel Propeller operation/generator operation (normal operation/operation in

plants road stead):
Chief engineer on board. Operational control by technical officer.
Maintenance work/repair work in the port:

To be carried out by engine operator, technical assistants or technicians
and helpers. For instructions and in difficult cases: technical officer or chief
engineer.
Generator operation (in port):

Operational control by technical officer.
Maintenance work/repair work in port:

As mentioned above.
Supplementary, the following Persons responsible for the operational control must be in possession of a
applies qualification certificate/patent which is in accordance with the national
requirements and international agreements (STCW). The number of
required persons and their minimum qualification are, as a rule, specified
by national requirements, otherwise by international agreements (STCW).
Expectations in case of During operation:

stationary plants (power plants) Plant manager (engineer) available. Operational control/supervision of the
engine and the belonging supply systems by trained and specially
instructed engine operator or technical assistant.
Maintenance work/repair work:

Execution by engine operator, technical assistants or technicians and
helpers. For instructions and in difficult cases: engineer or chief engineer.
Supplementary, the following For persons responsible for the operational control and for persons
applies carrying out/supervising maintenance and repair work, proof must be
furnished in Germany in accordance with the power economy law
(Energiewirtschaftsgesetz = EnWG) that, among other things, the
technical operation is ensured by a sufficient number of qualified
personnel. In other countries, comparable laws/guidelines are to be
observed. Deficiencies regarding personnel/level of training cannot be
compensated by other efforts.
Dangers due to components/systems
Certain dangers do of course originate from technical products and from

certain operating conditions or actions taken. This also applies to engines
and turbochargers in spite of all efforts in development, design and
manufacturing. They can be safely operated in normal operation and also
under some unfavourable conditions. Nevertheless, some dangers
remain, which cannot be avoided completely. Some of them are only
potential risks and some do only occur under certain conditions or in case
of unforeseen actions. Others do absolutely exist.
6628 3.2.3--01 E 11.97 L 32/40 101/ 08

Table 2, Figures 1 and 2 Please refer to Table 2, Figures 1 and 2. These sheets are meant to draw
the attention to such danger zones.
Figure 1. Danger zones on the engine according to the EC Machine Guideline

(part 1)
6628 3.2.3--01 E 11.97 L 32/40 102/ 08

Figure 2. Danger zones on the engine according to EC Machine Guideline (part 2)
Danger due to operational control/due to inappropriate use
Tables 3 and 4 Dangers do not only result from components and systems but also from
certain operating conditions or actions taken. Dangers of this type are
listed in the Tables 3 and 4, which contain additional instructions to the
listing in key--words in Section 3.2.2.
Dangers due to emissions
Emission Danger Preventive/protective measure

Treated cooling water, lube oil, Harmful to skin and noxious, Use/dispose in accordance with the
hydraulic oil, fuel polluts water instructions of the
manufacturers/suppliers
Cleaning agents and aids According to the manufacturers’ Use/dispose in accordance with the
specification instructions of the
manufacturers/suppliers
Exhaust gas with the dangerous 1)
Noxious , has a negative effect on Carry out maintenance work
constituents NOx, SO2, CO, HC, soot the the environment in case the according to the maintenance
limit values are exceeded schedule, maintain danger--oriented
operational control, critically
observe operating results
Sound (air--borne) Noxious, has a negative effect on Wear ear protection, restrict
the environment in case the limit exposure to the necessary
values are exceeded minimum
6628 3.2.3--01 E 11.97 L 32/40 103/ 08

Emission Danger Preventive/protective measure
Sound (structure--borne) Noxious, has a negative effect on Restrict exposure to the necessary
the environment in case the limit minimum
values are exceeded
Vibrations Noxious, for the maximum Avoid intensification of
admissible limit value, please refer process--induced vibrations by
to Volume B1, Section 2.5.1 additional sources of interference
1) Information for customers in California
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust and some of its constituents are known to
the State of California to cause cancer, birth defects, and other
reproductive harm.
Table 1. Dangers caused by emissions, originating from engine and turbocharger
Planned working places
Engines are usually operated under remote control. Regular rounds

according to the rules of “observation--free operation” are required. In this
connection, measurement, control and regulating devices as well as other
areas of the plant, which require special attention, are preferably checked.
A continuous stay in the immediate vicinity of the running engine/
turbocharger is not planned.
Maintenance and repair work are, if possible, not to be carried out in the
vicinity of the danger zones listed in Table 1 or in Figures 1 and 2.
Personal protective measures
The regulations for prevention of accidents (Unfallverhütungsvorschriften =

UVV) and other regulations of the proper trade association or other
comparable institutions are to be observed without restriction.
This includes wearing of protective working clothing and safety shoes, the
use of a safety helmet, safety goggles, ear protection and gloves.
The relevant sections of the technical documentation must be read and

comprehended.
6628 3.2.3--01 E 11.97 L 32/40 104/ 08

Danger zone Source of hazard Possible consequences
Danger to ship and crew or emergency situation due to lack of

Engine, complete (1) Absence of/impaired operational reliability
voltage
Flywheel (2) Toothed rim/locating bolts Body/limbs may get caught, squeezed, beaten
6628
Turning gear (3) Toothed rim//area of gear meshing Body/limbs may get caught, squeezed
Space upstream of the running Danger of explosion/danger of running gear parts

3.2.3--01 E
gear on the longitudinal sides of Parts may be pushed out/come off

being pushed out
the engine (4)
Turbocharger, especially space Parts under internal pressure, parts turning at high
Parts may break, come off
radially to the rotor (5) speeds
Pipes/pressure vessels/,
Squirting out/escape of media, danger of injuries, danger of
parts/systems to which pressure is Parts under internal pressure, which are filled with
fire, loss of operating media, contamination, or causing
applied, or parts/systems filled with liquids/gases
damage to the environment, noxious
liquid or gas (6)
In case of bearing or piston seizures, there is danger of
Crankcase cover (7) Moving parts, hot/swirled oil explosion, danger of fire and accidents due to squirting out of
oil, danger to persons
11.97
Covering of camshaft, rocker arms Meshing cams/camshaft, movement of rocker arms Clothes/limbs may get caught/squeezed, escape of oil
and push rods (8) and push rods
Insulation and jacketing of fuel and Hot surfaces, inflammable medium, parts under high Burning, squirting out of fuel, under certain circumstances in
injection pipes (9) internal pressure piercing jets
Exhaust pipe and jacketing of the Hot surfaces, parts under internal pressure, filled with
Burning, escape of hot gases, danger of fire
exhaust pipe (10) hot gas
Measuring, control and regulating Electric shock, burning, risk of lightning; in case of incorrect
Under voltage behaviour, the function is adversely affected
L 32/40
devices/systems (electric) (11)

Measuring, control and regulating Danger of injuries due to squirting out/escape of media, due to
Parts under internal pressure, which are filled with
devices/systems release of pressure; in case of incorrect behaviour, the
liquids/gases
(hydraulic/pneumatic) (12) function is adversely affected
Regulation linkage of the fuel
Moving, spring--tensioned parts Squeezing, injury due to released spring tension
pump (13)
Screw connections (14) Parts under high compression stress/tensile stress Danger due to tearing off/coming loose of screws/nuts
Parts which are sensitive to damage/adjustment,
Adjusting equipment (15) Malfunctions
partly under pressure
105/ 08
Danger zones Source of hazard Possible consequences
Safety valves, pressure adjusting

valves (cylinder head, crankcase, Malfunction/functional inability and consequential Injuries due to bursting, coming off parts, due to escaping
measuring, control and regulating failures media
systems) (16)
6628
Depending on the cases of application, differing, partly

Special tools (17) Damage to persons/damage to property
high potential of danger
3.2.3--01 E
Hydraulic tensioning tools, Parts under high internal pressure may tear, break,
Injuries due to coming off/coming loose parts, due to escaping
high--pressure hoses, become untight; escape of hydraulic oil in piercing jets
hydraulic oil
high--pressure pump (18) is possible, hydraulic oil is noxious
Table 2. Danger zones on the engine (w

when being used appropriately)
11.97
L 32/40
106/ 08
Operation at reduced speed Increase in torque, negative influence on operating Contamination, wear, overloading of components,
(marine main engines) values turbocharger surging
Idling operation or low--load Operation beyond the operating range, deterioration
Incomplete combustion, residues in the combustion chamber
operation of the operating values
6628
Operation with generator in Generator is operated as engine, combustion engine

“reverse power” (in case of parallel is being driven Unplanned operating condition
3.2.3--01 E
operation with the grid)

Speeded--up acceleration/load Increased thermal and mechanical stresses, exhaust
reduction Unplanned operating condition
discoloration, overloading of turbocharger
Operation without cylinder Deterioration of the lubricating conditions, outputs
Lack of lube oil
lubrication 70% are not permissible
Operation in case the speed Remote--controlled manoeuvring is not possible in

case of marine main engines (communication Manoeuvrability impaired
governor fails
problems)
Emergency operation with
Conductivity of the engine is impaired, imminent
blocked/partly dismounted
11.97
overloading
turbocharger
Emergency operation with shut--off Reduction in output is necessary, operating values
fuel pump may be exceeded
Reduction in output is necessary, operating values
Emergency operation with may be exceeded, imminent starting difficulties, Increased attention required
removed running gear critical vibrations may occur
Emergency operation after
Reduction in output is necessary, operating values
dismounting of rocker arms/push Increased attention required
may be exceeded
rods
Table 3. Danger situations in case of pa
artially inappropriate use
L 32/40
107/ 08
Taking into operation of the Initial damage on components, negative influence on Increased wear, permanent damage, influence on the oil
engine/of parts without running in running faces consumption, in the extreme case piston seizure
Operation with impaired operating
Overheating due to lack of cooling and air, seizure due to lack
media/voltage supply (including Failure of operating media or voltage supply
6628
of lube oil
black--out and black--out test)
Operation within restricted speed Increasecd, under certain conditions resonance--like
Endangering of components and screw connections
3.2.3--01 E
ranges intensifying vibrations and mechanical stress

Operation without appropriate
Reaction on occurrances not ensured Diverse
supervision
Deterioration of operational reliability, spontaneous
Operation with strongly reduced
failures must be apprehended, coercion to improvise, Cumulative effects, loss of warranty claims
maintenance
special actions at unfavourable points of time
Danger of deterioration of the operational reliability Failure of parts leading to consequential damage, loss of
Unauthorised modifications
due to unreasonable solutions warranty claims
Interaction with other parts is not ensured,
Failure of parts leading to consequential damage, loss of
Use of non--original spare parts deterioration of operational reliability and spontaneous
warranty claims
11.97
failures must be apprehended

Taking out of operation for an Corrosion damage, accumulation of corrosive products,
extended period of time without Corrosion, getting stuck of parts
starting and operating difficulties
preservation
Table 4. Danger situations in case of ina
appropriate use
L 32/40
108/ 08
Safety instructions 3.2.4
Characterisation/danger scale
Characterisation According to the relevant laws, guidelines and standards, attention must
be drawn to dangers by means of safety instructions. This applies to the
marking used on the product and in the technical documentation. In this
connection, the following information is to be provided:
- type and source of danger,

- imminence/extent of danger,
- possible consequences,
- preventive measures.
The statements and tables in Section 3.2.3 follow this regulation, just as
the other safety instructions in the technical documentation do.
Danger scale The imminence/extent of danger is characterised by a five--step scale as
follows:
▲▲▲ Danger! Imminent danger

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

Possible consequences: Severe injuries
▲ Attention! Possibly dangerous situation

Possible consequences: Slight injuries, possible damage to property
Important! For calling attention to error sources/handling errors
Tip! For tips regarding use and supplementary information
Examples
▲▲▲ Danger! The flywheel can catch body/limbs so that they are
squashed or hit.
Do not remove the flywheel enclosure. Keep your hands out of the
operating area.
▲ Attention! Taking the engine/components into operation without

prior running in can lead to damage on components.
Proceed according to instructions, also run in again after an extended
period of low--load operation.
6680 3.2.4--01 E 12.97 32/40 upw 101/ 01

Safety regulations 3.2.5
Prerequisites
Personnel The engine and its system may only be started, operated and stopped by
authorised personnel. The personnel has to be trained for this purpose,
possess complete understanding of the plant and should be aware of the
existing potential dangers.
Technical documentation The personnel must be familiar with the technical documentation of the
plant, in particular the operating manual of the engine and the accessories
required for engine operation, particularly the safety regulations contained
therein.
Service log book It is advisable to keep a service log book into which all the essential jobs
and deadlines for their performance, the operating results and special
events can be entered. The purpose of this log book is that in the event of
a change in personnel the successors are in a position to duly continue
operation using this data log. Moreover, the log book permits to derive a
certain trend analysis and to trace back faults in operation.
Regulations for accident pre- The regulations for accident prevention valid for the plant should be
vention observed during engine operation as well as during maintenance and
overhaul work. It is advisable to post those regulations conspicuously in
the engine room and to stress the danger of accidents over and over
again.
Following advice The following advice covers the measures against moving of running gear
parts and general precautions for work/occurrences on the engine, its
neighbouring systems and in the engine room. It does not claim to be
complete. Safety requirements mentioned in other passages of the
technical documentation are valid supplementarily and are to be observed
in the same way.
Secure the crankshaft and components connected to it against moving
Before starting work in the crankcase or on components that move when

the crankshaft is turning, it must be ensured that the crankshaft cannot be
rotated/the engine cannot be started.
▲▲▲ Danger! Ignoring this means danger to life!
Causes Unintentional turning of the crankshaft and thus movement of the

connected components may be caused:
- in marine propulsion plants by the vessel in operation or when the
vessel is at standstill due to the flow of water against the propeller,
- in gensets by maloperation when the mains voltage is applied,
- by unintentional or negligent starting of the engine,
- by unintentional or negligent actuation of the engine turning device
(turning gear).
Precautions The following protective measures are to be taken:
6680 3.2.5--01 E 11.97 101/ 04

- Close the shut-off valves of the starting and control air vessels/ secure
them against opening. Open the drain cocks in the air pipes/at the
filters. Open the relief cock at the main starting valve,
- Engage the engine turning device, secure against actuation.
▲ Attention! In double and multi-engine plants the engine turning
device must no be considered/used as locking brake when the
second engine is running!
The resistance of the engine turning device is not sufficient enough to

reliably prevent the crankshaft from turning. When the turning device is
engaged, only the start-up is electrically blocked and the control air supply
to the main starting valve is interrupted.
- Mount reference plate to the operating devices permitting a start-up of
the engine.
- For gensets and shaft generators: Secure the generator switch
(especially of asynchronous generators) against switching-on. Mount
reference plate. As far as possible the safeguards/safeguarding
elements are to be opened in additon.
- For main marine engines with variable-pitch propeller: Pitch of the
engine at standstill to be set to zero-thrust, not to zero.
- For single-engine plants with fixed or variable-pitch propeller: The
above-mentioned measures are to be carried out. Further precautions
are not required.
- For multi-engine plants with reduction gearbox/es, when work is carried
out on one engine while the other engine is running:
J When using flexible couplings their rubber elements have to be
removed.
J When using flexible couplings with intermediate rings the latter have to
be removed; the resulting free space must by no means be bridged.
Coupling parts becoming loose as a result have to be supported if
required.
J When using clutch-type couplings between the engine and the gearbox
these have to be removed completely. Switching off/opening of the
coupling, as well as shutting off the switching medium compressed
air/oil is not sufficient.
J When using clutch-type couplings in the gearbox the flexible couplings
have to be partly disassembled in accordance with the first two points.
- For engines with mechanical dredger pump drive on which work at the
dredger pump gearbox or at the dredger pump is carried out during
engine operation, measures have to be taken which are in accordance
with the above-mentioned points.
Precautions in case other work is being done on the engine
Opening of crankcase doors Crankcase doors must not be opened prior to ten minutes after an alarm/
engine stop, due to excessive bearing temperatures or oil vapour
concentration.
▲ Attention! Danger of explosion due to atmospheric oxygen

entering, because overheated components and operating media in
their environment may be at ignition temperatures.
Opening of pipes/pressure Before opening pipes, flanges, screwed connections or fittings, check if
vessels the system is depressurized/emptied.
▲ Attention! Disregarding this means: risk of burns when hot

fluids are involved, fire hazard in case of fuel, injuries caused by
flung-out screw plugs or similar objects when loosening same under
pressure.
6680 3.2.5--01 E 11.97 102/ 04

Disassembling/assembling In case of disassembly, all pipes to be reinstalled, especially those for fuel
pipelines oil, lube oil and air, should be carefully locked. New pipes to be fitted
should be checked whether clean, and flushed if necessary. It should in
each case be avoided that any foreign matter gets into the system. In case
of prolonged storage, all parts involved have to be subjected to
preservation treatment.
Use of hydraulic tensioning When using hydraulic tensioning tools, observe the particular safety
tools regulations in work card 000.33.
▲ Attention! Disregarding this means: danger of injuries by

needle-like or razor-edged jets of hydraulic oil (which may perforate
the hand), or by tool fragments flung about in case of fractured
bolts.
Removing/detaching heavy When removing or detaching heavy engine components it is imperative to

engine components ensure that the transportation equipment is in perfect condition and has
the adequate capacity of carrying the load. The place selected for
depositing must also have the appropriate carrying capacity. This is not
always the case with platforms, staircase landings or gratings.
Releasing compression springs For releasing compression springs, use the devices provided (refer to the
work cards that apply).
▲ Attention! Disregarding this means: danger of injuries by

suddenly released spring forces/components.
Coverings Following assembly work, check whether all the coverings over moving
parts and laggings over hot parts have been mounted in place again.
Engine operation with coverings removed is only permissible in special
cases, e.g. if the valve rotator is to be checked for proper performance.
▲ Attention! Disregardig this means: risk of fire. Loose clothing

and long hair might get entangled. Spontaneous supporting against
moving parts when loosing ones balance may result in serious
injury.
Use of cleaning agents When using cleaning agents, observe the suppliers instructions with
respect to use, potential risks and disposal.
▲ Attention! Disregarding this means: danger of caustic skin and

eye injury, and also of the respiratory tract if vapours are produced.
▲ Attention! Using Diesel fuel for cleaning purposes involves the

risk of fire or even explosion. Otto fuel (petrol) or chlorinated
hydrocarbons must not be used for cleaning purposes.
Use of high-pressure cleaning When using high-pressure cleaning equipment, be careful to apply this
equipment properly. Shaft ends including ones with lip seal rings, controllers, splash
water protected monitoring equipment, cable entries and sound/heat
insulating parts covered by water-permeable materials have to be
appropriately covered or excluded from high-pressure cleaning.
Other precautions
Failure of the governor/ In case of governor or overspeed governor failure, the engine has to be
overspeed governor stopped immediately. Engine operation with the governor and/overspeed
governor failing can only be tolerated in emergency situations and is the
operators responsibility.
6680 3.2.5--01 E 11.97 103/ 04

▲▲▲ Danger! If the governor/overspeed governor is defective, a
sudden drop in engine loading upon separation of the drive
connection or de-energization of the generator will result in
excessive engine acceleration causing the rupturing of running gear
components or destruction of the driven machine.
Fire hazard The use of fuel and lube oils involves an inherent fire hazard in the engine
room. Fuel and lube oil pipes must not be installed in the vicinity of
unlagged, hot engine components (exhaust pipe, turbocharger). After
carrying out overhaul work on exhaust gas pipes and turbochargers, all
insulations and coverings must be carefully refitted completely. The
tightness of all fuel oil and oil pipes should be checked regularly. Leaks are
to be repaired immediately.
Fire extinguishing equipment must be available and is to be inspected

periodically.
In case of fire, the supply of fuel and lube oil must be stopped immediately
(stop the engine, stop the supply pumps, shut the valves), and the fire
must be attempted to be extinguished using the portable fire-fighting
equipment. Should these attempts be without success, or if the engine
room is no longer accessible, all openings are to be locked, thus cutting off
the admission of air to quench the fire. It is a prerequisite for success that
all openings are efficiently sealed (doors, skylights, ventilators, chimney as
far as possible). Fuel oil rquires much oxygen for combustion, and the
isolation from air is one of the most effective measures of fighting the fire.
▲▲▲ Danger! Carbon dioxide fire extinguishing equipment must

not be used until it has been definitely ensured that no one is left in
the engine room. Ignoring this means danger of life!
Temperature in the engine room The engine room temperatures should not drop below +5 C. Should the
temperature drop below this value, the cooling water spaces must be
emptied unless anti-freeze has been added to the cooling water.
Otherwise, material cracks/damage to components might occur due to
freezing.
6680 3.2.5--01 E 11.97 104/ 04

Operating media 3.3
3.1 Prerequisites
3.3 Operating media
6682 3.3--01 E 07.97 101/ 01

Quality requirements
on gas oil/diesel fuel (MGO) 3.3.1
Diesel fuel
Other designations Gas oil, Marine Gas Oil (MGO), High Speed Diesel Oil, Huile de Diesel
Diesel fuel is a medium class distillate of crude oil which therefore must
not contain any residual components.
Specification
Suitability of the fuel depends on the conformity with the key properties as
specified herunder, pertaining to the condition on delivery.
On establishing the key properties, the standards of DIN EN 590 and

ISO 8217--1987 (Class DMA), as well as CIMAC--1990 were taken into
consideration to a large extent. The key property ratings refer to the
testing methods specified.
Property/feature Unit Test method Properties

Density at 15 & min. kg/m3 ISO 3675 820.0
max. kg/m3 ISO 3675 890.0
Cinematic viscosity/40 C min. mm2/s ISO 3104 1.5
max. mm2/s ISO 3104 6.0
Filterability* in summer max. C DIN EN 116 0
in winter max. C DIN EN 116 -12
Flash point Abel--Pensky min. C ISO 1523 60
in closed crucible
Destillation range up to 350 C min. % by volume ISO 3405 85
Content of sediment max. % by weight ISO 3735 0.01
(Extraction method)
Water content max. % by volume ISO 3733 0.05
Sulphur content max. % by weight ISO 8754 1.5
Ash max. % by weight ISO 6245 0.01
Coke residue (MCR) max. % by weight ISO CD 10370 0.10
Cetane number min. -- ISO 5165 40**
Copper--strip test max. -- ISO 2160 1
Other specifications:
British Standard BS MA 100--1987 M1
ASTM D 975 1D/2D
* Determination of filterability to DIN EN 116 is comparable to Cloud Point as per ISO 3015.
** L/V 20/27 engines require a cetane number of at least 45
Table 1. Diesel fuel oil (MGO) -- key properties to be adhered to
6680 3.3.1--01 E 07.97 General 101/ 02

Supplementary information
Using fuel oil If, in case of stationary engines a distillate intended for oil firing (for
instance Fuel Oil EL to DIN 51603 or Fuel Oil No 1 or No 2 according to
ASTM D--396, resp.), is used instead of Diesel fuel, adequate ignition
performance and low--temperature stability must be ensured, i.e. the
requirements as to properties concerning filterability and cetane number
must be met.
Investigations
Fuel analyses are carried out in our chemical laboratory for our customers
at cost price. For examination a sample of approx. 1 dm3 is required.
6680 3.3.1--01 E 07.97 General 102/ 02

for Marine Diesel Fuel (MDO) 3.3.2
Marine Diesel Oil
Other designations Diesel Fuel Oil, Diesel Oil, Bunker Diesel Oil, Marine Diesel Fuel.
Marine Diesel Oil (MDO) is offered as heavy distillate (designation

ISO--F--DMB) or as a blend of distillate and small amounts of residual oil
(designation ISO--F--DMC) exclusively for marine applications. The
commonly used term for the blend, which is of dark brown to black colour,
is Blended MDO. MDO is produced from crude oil and must be free from
organic acids.
Specification
The usability of a fuel depends upon the engine design and available
cleaning facilities as well as on the conformity of the key properties with
those listed in the table below which refer to the condition on delivery.
The key properties have been established to a great extent on the basis of
ISO 8217--1987 and CIMAC--1990. The key properties are based on the
test methods specified.
Property/feature Unit Test method Designation

Specification ISO-F DMB DMC
Density at 15 C kg/m3 ISO 3675 0.900 0.920
Cinematic viscosity at 40 C mm2/scSt ISO 3104 <11 <14
Pour Point winter quality C ISO 3016 <0 <0
summer quality C <6 <6
Flash point Pensky Martens C ISO 2719 >60 >60
Sediment content (extraction) % by weight ISO 3735 <0.02 -
Total content of sediments % by weight ISO CD 10307 - 0.01
Water content % by volume ISO 3733 <0.3 <0.3
Sulphur content % by weight ISO 8754 <2.0 <2.0
Ash content % by weight ISO 6245 <0.01 <0.05
Coke residue (MCR) % by weight ISO CD 10370 <0.30 <2.5
Cetane number - ISO 5165 >40 >40
Copper-strip test - ISO 2160 <1 <1
Vanadium content mg/kg DIN 51790T2 0 <100
Content of aluminium and silicon mg/kg ISO CD 10478 0 <25
Visual inspection - * -
6680 3.3.2--01 E 09.98 General 101/ 02

Property/feature Unit Test method Designation
Other specifications:
British Standard BS MA 100 -1987 Class M2 Class M3
ASTM D 975 2D 4D
ASTM D 396 No. 2 No. 4
* With good illumination and at room temperature, appearance of the fuel should be clear and transparent.
Table 1. Marine Diesel Oil (MDO) - key properties to be adhered to
At transshipment facilities and in transit MDO is handled like residual oil.

Thus, there is the possibility of oil being mixed with high-viscosity fuel oil or
Interfuel, for example with remainders of such fuels in the bunkering boat,
which may adversely affect the key properties considerably.
The Pour Point indicates the temperature at which the oil will refuse to
flow. The lowest temperature the fuel oil may assume in the system,
should lie approx. 10C above the pour point so as to ensure it can still be
pumped.
The recommended fuel viscosity at the inlet of the injection pump is

10 ... 14 mm2/s.
If Blended MDOs (ISO-F DMC) of differing bunkerings are being mixed,

incompatibility may result in sludge formation in the fuel system, a large
amount of sludge in the separator, clogging of filters, insufficient
atomization and a large amount of combustion deposits. We would
therefore recommend to run dry the respective fuel storage tank as far as
possible before bunkering new fuel.
Sea water, in particular, tends to increase corrosion in the fuel oil system
and hot corrosion of exhaust valves and in the turbocharger. It is also the
cause of insufficient atomization and thus poor mixture formation and
combustion with a high proportion of combustion residues.
Solid foreign matter increase the mechanical wear and formation of ash in
the cylinder space.
If the engine is mainly run on Blended MDO i.e. ISO-F-DMC, we

recommend to provide a centrifugal separator upstream of the fuel oil filter.
Separator throughput 65% with relation to the rated throughput.
Separating temperature 40 to 50 C. Solid particles (sand, rust, catalyst
fines) and water can thus largely be removed and the intervals between
cleaning of the filter elements considerably extended.
Investigations
Fuel analyses are carried out in our chemical laboratory for our customers
at cost price. For examination a sample of approx. 1 dm3 is required.
6680 3.3.2--01 E 09.98 General 102/ 02

for heavy fuel oil (HFO) 3.3.3
Prerequisites
MAN B&W four-stroke engines can be operated on any crude-oil based

heavy fuel oil provided the engine and the fuel treatment plant are
designed accordingly. In order to ensure a well-balanced relation between
the costs for fuel, spare parts and maintenance and repair work, we
recommed bearing in mind the following points.
Heavy fuel oil (HFO)
Provenance/refining process The quality of the heavy fuel oil is largely determined by the crude oil
grade (provenance) and the refining process applied. This is the reason
why heavy fuel oils of the same viscosity may differ considerably,
depending on the bunker places. Heavy fuel oil normally is a mixture of
residue oil and distillates. The components of the mixture usually come
from state-of-the-art refining processes such as visbreaker or catalytic
cracking plants. These processes may have a negative effect on the
stability of the fuel and on its ignition and combustion properties. In the
essence, these factors also influence the heavy fuel oil treatment and the
operating results of the engine.
Bunker places where heavy fuel oil grades of standardised quality are
offered should be given preference. If fuels are supplied by independent
traders, it is to be made sure that these, too, keep to the international
specifications. The responsibility for the choice of appropriate fuels rests
with the engine operator.
Specifications Mineral oil companies have internally established specifications for heavy
fuel oils, and experience shows that these specifications are observed
worldwide and are within the limits of international specifications (e.g. ISO
8217, CIMAC, British Standards MA-100). As a rule, the engine builders
expect that fuels satisfying these specifications are being used.
The fuel specifications (Table 1) are categorized by viscosity and grade,

and make allowance for the lowest-grade crude oil offered worldwide and
for the most unfavourable refining processes. The specifications have
been coordinated between the International Standard Organisation (ISO),
the British Standards Institute (BSI), the association of engine builders
(CIMAC) and the International Chamber of Shipping (ICS).
Blends The admixing of engine oils (used oils), of non-mineral oil constituents
(such as coal oil) and of residual products from refining or other processes
(such as solvents) is not permitted. The reasons are, for example: the
abrasive and corrosive effects, the adverse combustion properties, a poor
compatibility with mineral oils and, last but not least, the negative
environmental effects. The order letter for the fuel should expressly
mention what is prohibited, as this constraint has not yet been
incorporated in the commonly applied fuel specifications.
The admixing of engine oil (used oil) to the fuel involves a substantial
danger because the lube oil additives have an emulsifying effect and keep
6680 3.3.3--01 E 01.00 General 101/ 09

dirt, water and catfines finely suspended. Therefore, they impede or
preclude the necessary cleaning of the fuel. We ourselves and others have
made the experience that severe damage induced by wear may occur to
the engine and turbocharger components as a result.
The admixing of chemical waste materials (such as solvents) to the fuel is

for reasons of environmental protection prohibited by resolution of the IMO
Marine Environment Protection Committee of 1 Jan. 92.
Leaked oil collectors Leaked oil collectors into which leaked oil and residue pipes as well as
overflow pipes of the lube oil system, in particular, must not have any
connection to fuel tanks. Leaked oil collectors should empty into sludge
tanks.
Specifications
For the usability of fuels of certain specifications, Table 1 is valid. In

Table 2, the limit values to be complied with in each case are stated.
Fuel oil specification

CIMAC 1990 A10 B/C10 D15 E/F25 G/H/35 H/45 H/55
BS MA-100 M4 M5 M7 8/9 M8/-- M9/--
ISO F-RM A10 B/C10 D15 E/F25 G/H/35 H/45 H55
Usability for engine models
Model 20/27 23/30 25/30 28/32 27/38
Stationary and marine main engines
Marine auxiliary engines
Model 32/36 32/40 40/45 40/54 48/60 52/55 58/64
All engines
Tabelle 1. Usability of fuels with respect to engine models
Legend for Table 1 Fuel can be used without consultation
Fuel can be used after consulting MAN B&W Diesel AG. Con-
sultation is necessary if the fuel exceeds the specified limit
values.
6680 3.3.3--01 E 01.00 General 102/ 09

Fuel oil specification
CIMAC 1990 A10 B/C10 D15 E/F25 G/ H45 H55
H/35
See
BS MA-100 M4 M5 M7 8/9 M8/-- M9/-- Item
ISO F-RM A10 B/C10 D15 E/F25 G/ H45 H55
H/35 +
Fuel-system related characteristic values
Viscosity (at 50EC) mm2/s max. 40 40 80 180 380 500 700 2
Viscosity (at 100EC) ( St)
(cSt) max. 10 10 15 25 35 45 55 2
Density (at 15EC) g/ml max. 0.975 0.981 0.985 0.991 3
Flash point EC min. 60 4
Pour point (summer) EC max. 6 24 30 30 5/6
Pour point (winter) min. 0 24 30 30 5/6
Engine-related characteristic values
Carbon residues (Conradson) % wt. max. 10 10/14 14 15/20 18/22 22 22 7
Sulphur % wt. max. 3.5 3.5 4 5 5 9

Ash % wt. max. 0.10 0.15 0.20 3
Vanadium mg/kg max. 150 150/30 350 200/50 300/60 600 3
0 0 0
Water % vol. max. 0.5 0.5 0.8 1 1 1 1 3
Sediment (potential) % wt. max. 0.1
Ergänzende Kennwerte
Aluminium and silicon mg/kg max. 80 3
Asphalts % wt. max. 2/3 of carbon residues (Conradson) 7
Sodium mg/kg Sodium 1/3 vanadium, sodium 100 3
Cetane number of low-viscosity constituent min. 35 8
Fuel free of admixtures not based on mineral oil, such as coal oils or vegetable oils; free of tar oil and lubricating
oil (used oil)
Tabelle 2. Fuel oil specifications and associated characteristic values
Legend to Table 2 Refer to supplementary remarks in Section ...
The heavy fuel oils ISO F--RMK 35/45/55, with a maximum density of 1010
kg/m, can only be used if appropriate modern separators are available.
In the fuel ordering form, the limit values as per Table 2, which have an
influence on the engine operation, should be specified, for example in the
bunkering or charter clause. Please note the entries in the last column of
Table 2, because they provide important background information.
Supplementary remarks
The following remarks are thought to outline the relations between heavy
fuel oil grade, heavy fuel oil treatment, engine operation and operating
results.
1. Selection of heavy fuel oil
Economic operation on heavy fuel oil with the limit values specified in
Table 2 is possible under normal service conditions, with properly working
systems and regular maintenance. Otherwise, if these requirements are
not met, shorter TBO’s (times between overhaul), higher wear rates and a
higher demand in spare parts must be expected. Alternatively, the
6680 3.3.3--01 E 01.00 General 103/ 09

necessary maintenance intervals and the operating results expected
determine the decision as to which heavy fuel oil grade should be used.
It is known that as viscosity increases, the price advantage decreases

more and more. It is therefore not always economical to use the highest
viscosity heavy fuel oil, which in numerous cases means the lower quality
grades.
Heavy fuel oils ISO--RMB/C 10 or CIMAC B10 ensure reliable operation of

older engines, which were not designed for the heavy fuel oils that are
currently available on the market. ISO--RMA 10 or CIMAC A10 with a low
pour point should be preferred in cases where the bunker system cannot
be heated.
2. Viscosity/injection viscosity
Heavy fuel oils if having a higher viscosity may be of lower qualtiy. The
maximum permissible viscosity depends on the existing preheating
equipment and the separator rating (throughput).
The specified injection viscosity and/or fuel oil temperature upstream of

the engine should be adhered to. Only then will an appropriate atomisation
and proper mixing, and hence a low-residue combustion be possible.
Besides, mechanical overloading of the injection system will be prevented.
The specified injection viscosity and/or the necessary fuel oil temperature
upstream of the engine can be seen from the viscosity/temperature
diagram.
3. Heavy fuel oil treatment
Trouble-free engine operation depends, to a large extent, on the care

which is given to heavy fuel oil treatment. Particular care should be taken
that inorganic, foreign particles with their strong abrasive effect (catalyst
residues, rust, sand) are effectively separated. It has shown in practice
that with the aluminium content > 10 mg/kg abrasive wear in the engine
strongly increases.
The higher the viscosity of the heavy fuel oil, the higher will the density
and the foreign particles concentration be, according to our experience.
The viscosity and density will influence the cleaning effect, which has to be
taken into consideration when designing and setting the the cleaning
equipment.
Settling tank The heavy fuel oil is preceleaned in the settling tank. This precleaning is
all the more effective the longer the fuel remains in the tank and the lower
the viscosity of the heavy fuel oil is (maximum preheating temperature
75C to prevent formation of asphalt in the heavy fuel oil). One settling
tank will generally be sufficient for heavy fuel oil viscosities below 380
mm2/s at 50C. If the concentration of foreign matter in the heavy fuel oil is
excessive, or if a grade according to CIMAC H/K35, H/K45 or H/K55 is
preferred, two settling tanks will be required, each of which must be
adequately rated to ensure trouble-free settling within a period of not less
than 24 hours. Prior to separating the content into the service tank, the
water and sludge have to be drained from the settling tank.
Separators A centrifugal separator is a suitable device for extracting material of higher

specific gravity, such as water, foreign particles and sludge. The
separators currently used are of the self-cleaning type (i.e. with
automatically induced cleaning intervals).
Cleaning equipment other than centrifugal separators cannot be agreed to.
Separators of the new generation are to be used exclusively; they are fully
efficient over a large density range without requiring any switchover, and
6680 3.3.3--01 E 01.00 General 104/ 09

are capable of separating water up to a heavy fuel oil density of 1.01 g/ml
at 15C. The cleaning effect is automatically controlled by the separator.
Table 3 shows what is essential in designing the heavy fuel oil cleaning
equipment.
It is common practise to use the stand-by separator for heavy fuel oil
cleaning as well, which allows fuel oil separation at a 50% admission rate.
Water Attention is to be paid to very thorough water separation, since the water
is not a finely distributed emulsion but in the form of adversely large
droplets. Water in this form promotes corrosion and sludge formation also
in the fuel system, which has an adverse effect on the delivery and
atomisation and thus also on the combustion of the heavy fuel oil. If the
water involved is sea water, harmful sodium chloride and other salts
dissolved in the water will enter the engine.
The water-containing sludge must be removed from the settling tank prior
to each separating process, and at regular intervals from the service tank.
The venting system of the tanks must be designed in such a way that
condensate cannot flow back into the tanks.
Vanadium/sodium Should the vanadium/sodium ratio be unfavourable, the melting

temperature of the heavy fuel oil ash may drop into the range of the
exhaust valve temperature which will result in high-temperature corrosion.
By precleaning the heavy fuel oil in the settling tank and in the centrifugal
separators, the water, and with it the water-soluble sodium compounds
can be largely removed.
If the sodium content is lower than 30% of the vadium content, the risk of
high-temperature corrosion will be small. It must also be prevented that
sodium in the form of sea water enters the engine together with the intake
air.
If the sodium content is higher than 100 mg/kg, an increase of salt

deposits is to be expected in the combustion space and in the exhaust
system. This condition will have an adverse effect on engine operation
(among others, due to surging of the turbocharger). The content of sodium
of engines with PTG has to be limited to 50 mg/kg.
Under certain conditions, high-temperature corrosion may be prevented by

a fuel additive that raises the melting temperature of the heavy fuel oil ash
(also refer to item 12).
Ash Heavy fuel oils with a high ash content in the form of foreign particles such
as sand, corrosion and catalyst residues, promote the mechanical wear in
the engine. There may be catalyst fines (catfines) in heavy fuel oils coming
from catalytic cracking processes. In most cases, these catfines will be
aluminium silicate, which causes high wear in the injection system and in
the engine. The aluminium content found multiplied by 5–8 (depending on
the catalyst composition) will approximately correspond to the content of
catalyst materials in the heavy fuel oil.
Separators In case of a high content of foreign matter, it is recommended to preclean

the heavy fuel oil in settling tanks. The separators connected downstream
are to be operated with the least possible throughout.
If a homogenizer is used, it must not be installed between the settling tank

and the separator on any account, since in that case, harmful contami-
nants, and in particular seawater, cannot be separated out sufficiently.
6680 3.3.3--01 E 01.00 General 105/ 09

ALFA LAVAL separators
Marine and stationary
application:
Connected in parallel
1 Alcap for 100% throughput
1 Alcap (standby) for 100%
throughput
WESTFALIA separators
Marine and stationary
application:
Connected in parallel
1 Unitrol for 100% throughput
1 Unitrol (standby) for 100%
throughput
Figure 1. Heavy fuel oil cleaning/separator layout
Layout of the separators is to be in accordance with the latest

recommendations of the separator manufacturers, Alfa Laval and
Westfalia. In particular, the density, viscosity and content of solid matter in
the heavy fuel oil are to be taken into consideration. Consulting MAN B&W
Diesel AG is required if other makes of separators come up for discussion.
If the cleaning treatment prescribed by MAN B&W Diesel AG is applied,

and if the separators are correctly set, it can be expected that the results
given in Table 3 below for water and inorganic foreign particles in the
heavy fuel oil are reached at the entry into the engine.
The results obtained in practical operation reveal that adherence to the

above values helps to particularly keep abrasive wear in the injection
system and in the engine within acceptable limits. Besides, optimal lube oil
treatment must be ensured.
Definition Particle size Quantity

Inorganic foreign particles < 20 mg/kg
(incl. catalyst residues) < 5 ³m (aluminium content < 5 mg/kg)
Water ---- < 0.2% by volume
Table 3. Obtainable contents of foreign matter and water (after separation)
4. Flash point (ASTMD-93)
National and international regulations for transport, storage and application

of fuels must be adhered to in respect of the flash point. Generally, a flash
point of above 60C is specified for fuels used in Diesel engines.
5. Low temperature behaviour (ASTM D-97)
Pourpoint The pour point is the temperature at which the fuel is no longer fluid
(pumpable). Since many of the low-viscosity heavy fuel oils have a pour
point greater than 0C, too, the bunkering system has to be preheated
unless fuel in accordance with CIMAC A10 is used. The entire bunkering
system should be designed so as to permit preheating of the heavy fuel oil
Cloudpoint to approx. 10C above the pour point. For filter clogging, the cloud point is
of interest.
6. Pumpability
Difficulties will be experienced with pumping if the fuel oil has a viscosity
higher than 1000 mm2/s (cSt) or a termperature less than approx. 10C
above the pour point. Please also refer to item 5.
6680 3.3.3--01 E 01.00 General 106/ 09

7. Combustion properties
An asphalt content higher than 2/3 of the carbon residue (Conradson) may
lead to delayed combustion, which involves increased residue formation,
such as deposits on and in the injection nozzles, increased smoke
formation, reduced power and increased fuel consumption, as well as a
rapid rise of the ignition pressure and combustion close to the cylinder wall
(thermal overloading of the lube oil film). If the ratio of asphaltenes to
carbon residues reaches the limit value 0.66, and the asphaltene content
also exceeds 8%, additional analyses of the heavy fuel oil concerned by
means of thermogravimetric analysis (TGA) must be performed by MAN
B&W to evaluate the usability. This tendency will also be promoted by the
blend constituents of the heavy fuel oil being incompatible, or by different
and incompatible bunkerings being mixed together. As a result, there is an
increased separation of asphalt (see also item 10).
8. Ignition quality
Cracked products which nowadays are preferred as low-viscosity blend

constituents of the heavy fuel oil in order to achieve the specified
reference viscosity may have poor ignition qualities. The cetane number of
these constituents should be higher than 35. An increased aromatics
content (above 35%) also leads to a decrease in ignition quality.
Fuel oils of insufficient ignition qualities will show extended ignition lag and
delayed combustion, which may lead to thermal overloading of the oil film
on the cylinder liner and excessive pressures in the cylinder. Ignition lag
and the resultant pressure rise in the cylinder are also influenced by the
final temperature and pressure of compression, i.e. by the compression
ratio, the charge-air pressure and charge--air temperature.
Preheating of the charge-air in the part-load range, output reduction for a

limited period of time, and using a fuel additive are possible measures to
reduce detrimental influences of fuel of poor ignition qualities. More
effective, however, are a high compression ratio and the in-service
matching of the injection system to the ignition qualities of the fuel oil
used, as is the case in MAN B&W trunk piston engines.
The ignition quality is a key property of the fuel. The reason why it does
not appear in the international specifications is the absence of a
standardised testing method. Therefore, parameters such as the
Calculated Carbon Aromaticity Index (CCAI) are resorted to as an aid,
which are derived from determinable fuel properties. We have found this to
be an appropriate method of roughly assessing the ignition quality of the
heavy fuel oil used.
As the fluid constituent in the heavy fuel oil is the determining factor for its
ignition quality and the viscous constituent is decisive for the combustion
quality, it is the responsibility of the bunkering company to supply a heavy
fuel oil grade of quality matched to the Diesel engine. Please refer to
Figure 2.
9. Sulphuric acid corrosion
The engine should be operated at the cooling water temperatures

specified in the operating manual for the respective load. If the
temperature of the component surface exposed to the acidic combustion
gases is below the acid dew point, acid corrosion can no longer be
sufficiently prevented even by an alcaline lubricating oil.
If the lube oil quality and engine cooling meet the respective requirements,
the TBN values given in Sheet 6628 3.3.6 will be adequate, depending on
the sulphur concentration in the heavy fuel oil.
6680 3.3.3--01 E 01.00 General 107/ 09

10. Compatibility
The supplier has to guarantee that the heavy fuel oil remains homogenous
and stable even after the usual period of storage. If different bunker oils
are mixed, separation may occur which results in sludge formation in the
fuel system, large quantities of sludge in the separator, clogging of filters,
insufficient atomisation and high-residue combustion.
In such cases, one refers to incompatibility or instability. The heavy fuel oil
storage tanks should therefore be emptied as far as possible prior to
rebunkering in order to preclude incompatibility.
11. Blending heavy fuel oil
If, for instance, heavy fuel for the main engine and gas oil (MGO) are
blended to achieve the heavy fuel oil quality or viscosity specified for the
auxiliary engines, it is essential that the constiuents are compatible (refer
to item 10).
V Viscosity, mm 2/s (cSt)

at 50 C
D Density, kg/m 3
at 15 C
CCAI Calculated Carbon
Aromaticity Index
A Normal operating
conditions
B Difficulties may be
encountered
C Problems encountered
may increase up to
engine damage after a
short time of operation
1 Engine type
2 The combining straight
line across density and
viscosity of a heavy
fuel oil results in CCAI.
Figure 2. Nomogram for the determination of CCAI (suitable for heavy fuel oil viscosities 180 mm2/s at 50 C) --
Assignment of CCAI ranges to engine types
CCAI can also be calculated with the aid of the following formula:
CCAI = D -- 141 log log (V+0.85) -- 81.
12. Additives to heavy fuel oils
MAN B&W Diesel engines can be economically operated without

additives. It is up to the customer to decide whether or not the use of an
additive would be advantageous. The additive supplier must warrant that
the product use will have no harmful effects on engine operation.
6680 3.3.3--01 E 01.00 General 108/ 09

The use of fuel additives during the guarantee period is rejected as a
matter of principle.
Additives currently in use for Diesel engines are listed below together with
their effect on engine operation:
Type of additive Effect/influence

Sludge and water dispersant, Residue formation in the fuel system,
demulsifier emulsion of water
Combustion catalyst, Combustion space and exhaust gas
ignition improver system
Ash modifier Combustion space and exhaust gas
system, high-temperature corrosion and
ash deposits
Pour-point depressant Fluidity at low temperature
Tabelle 4. Additives to heavy fuel oils: Classification/effects
Examinations
Sampling To be able to check as to whether the specification indicated and/or the

stipulated delivery conditions have been complied with, we recommend a
minimum of one sample of each bunker fuel to be retained, at least during
the guarantee period for the engine. In order to ensure that the sample is
representative for the oil bunkered, a sample should be drawn from the
transfer pipe at the start, at half the time and at the end of the bunkering
period. “Sample Tec”, supplied by Messrs Mar-Tec, Hamburg is an
appropriate testing kit for taking samples continuously during the
bunkering.
Analyse samples The samples received from the bunkering company are frequently not
identical with the heavy fuel oil bunkered. It is also appropriate to verify the
heavy fuel oil properties stated in the bunker documents, such as density,
viscosity, pour point. If these values should deviate from those of the
heavy fuel oil bunkered, one runs the risk that the heavy fuel oil separator
and the preheating temperature are not set correctly for the given injection
viscosity. The criteria for an economic engine operation with regard to
heavy fuel oil and lubricating oil may be determined with the help of the
MAN B&W Fuel and Lub Analysis Set”.
Our department for fuels and lube oils (Augsburg Works, Department
QCB) will be glad to furnish further information if required.
6680 3.3.3--01 E 01.00 General 109/ 09

Viscosity/Temperature diagram
for fuel oils 3.3.4
Figure 1. Viscosity/temperature diagram for fuel oils
6680 3.3.4--01 E 04.99 All Eng 101/ 03

Explanations to the viscosity/temperature diagram
The diagram (Figure 1 ) shows the fuel temperatures on the horizontal

and the viscosities on the vertical scales. The diagonal lines correspond to
the viscosity-temperature curve of fuels with different reference viscosity.
The vertical viscosity scales in mm2/s = cSt apply to 40C, 50C or 100C.
Determination of the viscosity-temperature curve and the preheating temperature required
Example: Heavy fuel oil of A vertical line is drawn starting from a reference temperature of 50C and
180 mm2/s at 50 C a horizontal line (a) starting from a viscosity of 180 mm2/s. From the point
of intersection of both these lines, a line is drawn parallel to the diagonals
entered in the diagram (b). This line represents the viscosity-temperature
line of a heavy fuel oil with 180 mm2/s at 50C.
This permits the preheating temperature to be determined for the specified

injection viscosity. Keeping to the example chosen, the values below refer
to a heavy fuel oil of 180 mm2/s at 50C.
Specified injection viscosity Required heavy fuel oil

mm 2/s temperature before engine inlet*
C
minimum 12 126 (line c)
maximum 14 119 (line d)
* The temperature drop after the preheater up to the fuel injection pump is not covered by
these figures (max. admissible 4 C).
Table 1. Determination of the heavy fuel oil temperature as a function of viscosity
(example)
A heavy fuel oil of 180 mm2/s at 50C reaches a viscosity of 1000 mm2/s
at 24C (line e) which is the max. permissible viscosity with respect to the
pumpability of the fuel.
Fuel oil preheating/pumpability
HFO temperature Using a state-of-the-art final preheater a heavy fuel oil outlet temperature
of 152 C will be obtained at 8 bar saturated steam. Higher temperatures
involve the risk of increased residue formation in the preheater, resulting in
a reduction of the heating power and thermal overloading of the heavy fuel
oil. This causes new asphalt to form, i.e. a deterioration of quality.
Injection viscosity The fuel pipes from the final preheater outlet up to the injection valve must
be insulated adequately ensuring that a temperature drop will be limited to
max. 4 C. Only then can the prescribed injection viscosity of max.
14 mm2/s be achieved with a heavy fuel oil of a reference viscosity of 700
mm2/s = cSt/50 C (representing the maximum viscosity of international
specifications such as ISO, CIMAC or British Standard). If a heavy fuel oil
of a lower reference viscosity is used, an injection viscosity of 12 mm2/s
should be aimed at, ensuring improved heavy fuel oil atomisation, and
consequently a heavy fuel oil combustion in the engine with less residues.
The transfer pump is to be rated for a heavy fuel oil viscosity of up to

1000 mm2/s. The pumpability of the heavy fuel oil also depends on the
pour point. The design of the bunkering system must permit heating up of
the fuel oil to approx. 10 C above its pour point.
6680 3.3.4--01 E 04.99 All Eng 102/ 03

Temperatures/viscosity for operation on gas oil (MGO) or Diesel fuel oil (MDO)
Gas oil or Diesel oil (Marine Diesel fuel) must neither show a too low
viscosity or a higher viscosity than that specified for the fuel oil as entering
the injection pump. With a too low viscosity, insufficient lubricity may cause
the seizure of the pump plungers or the nozzle needles. This can be
avoided if the fuel temperature is kept to
- max. 50 C for gas oil operation and
- max. 60 C for Marine Diesel Fuel operation.
6680 3.3.4--01 E 04.99 All Eng 103/ 03

for lube oil 3.3.5
Lube oil for operation on gas oil and diesel oil (MGO/MDO)
The specific power output offered by today’s Diesel engines and the use of
fuels which more and more often approach the limit in quality increase the
requirements placed on the lube oil and make it imperative that the lube oil
is chosen carefully. Doped lube oils (HD oils) have proven to be suitable
for lubricating the running gear, the cylinder, the turbocharger and for the
cooling of the pistons. Doped lube oils contain additves which, amongst
other things, provide them with sludge carrying, cleaning and neutralization
capabilities.
Specifications
Base oil The base oil (doped lube oil = basic oil + additives) must be a narrow
distillation cut and must be refined in accordance with modern procedures.
Brightstocks, if contained, must neither adversely affect the thermal nor
the oxidation stability. The base oil must meet the limit values as specified
below, particularly as concerns its aging stability.
Characteristic features Unit Test method Value

Structure -- -- preferably paraffin-basic
Viscosity index (VI) -- -- > 95
Behaviour in cold, still flows C ASTM-D2500 -15
Flash point (as per Cleveland) C ASTM-D92 > 200
Ash content (oxi ash) Weight % ASTM-D482 < 0.02
Coke residue (as per Conradson) Weight % ASTM-D189 < 0.50
Aging tendency after being heated up to 135 C -- MAN-aging cabi- --
for 100 hrs net
n-heptane insolubles Weight% ASTM-D4055 t< 0.2
or DIN 51592
evaporation loss Weight% -- <2
drop test (filter paper) -- MAN-test must not allow to recognize
precipitation of resin or as-
phalt-like aging products
Table 1. Lube oil (MGO/MDO) -- specified values
Doped lube oils (HD--oils) The base oil with which additives have been mixed (doped lube oil) must
demonstrate the following characteristics:
Additives The additives must be dissolved in the oil and must be of such a
composition that an absolute minimum of ash remains as residue after
combustion. The ash must be soft. If this prerequisite is not complied with,
increased deposits are to be expected in the combustion chamber,
especially at the outlet valves and in the inlet housing of the turbochargers.
Hard additive ash promotes pitting on the valves seats, as well as
burnt-out valves and increased mechanical wear.
Additives must not facilitate clogging of the filter elements, neither in their
active nor in their exhausted state.
6680 3.3.5--01 E 04.00 General 101/ 03

Detergency The detergency must be so high that coke and tar-like residues occurring
when fuel is combusted must not build-up.
Dispersancy The dispersancy must be selected such that commercially available

lube-oil cleaning equipment can remove the combustion deposits from the
used oil.
Neutralization capacity The neutralization capacity (ASTM-D2896) must be so high that the acidic
products which result during combustion are neutralized. The reaction time
of the additives must be matched to the process in the combustion
chamber.
Evaporation tendency The tendency to evaporate must be as low as possible, otherwise the oil
consumption is adversely affected.
Further conditions The lube oil must not form a stable emulsion with water. Less than 40 ml
emulsion are acceptable in the ASTM--D1410 test after one hour.
The foaming behaviour (ASTM-D892) must meet the following conditions:

after 10 minutes < 20 ml. The lube oil must not contain agents to improve
viscosity index. Fresh oil must contain no water and no containments.
Lube oil selection
Engine SAE-Class Viscosity mm 2/s at 40 C or

100 C
20/27*, 23/30, 28/32 30** preferably in the upper
25/30 40 region of the SAE--Class
32/36 through 58/64 40 applicable to the engine
* Applies to engines with year of manufacture from 1985 on. For engines delivered befor 01 Jan.
1985, lube oil viscosity as per SAE 40 continous to be valid
** If the lube oil is heated to approx. 40 C before the engine is started, SAE class 40 can also be
used if necessary (e.g. on account of simplified lube-oil storage).
Table 2. Viscosity (SAE class) of lube oils
Doped grade Doped lube oils (HD oils) corresponding to international specifications
MIL-L 2104 or API-CD, and having a total base number (TBN) of 12-15 mg
KOH/g are recommended by us.
(Designation for armed forces of Germany: O-278)
The content of additves included in the lube oil depends upon the
conditions under which the engine is operated, and the quality of fuel
used. If marine Diesel fuel is used, which has a sulphur content of up to
2.0 weight % as per ISO-F DMC, and coke residues of up to 2.5 weight %
as per Conradson, a TBN of approx. 20 is of advantage. Ultimately, the
operating results are the decisive criterion as to which content of additives
ensures the most economic mode of engine operation.
Cylinder lube oil In the case of engines with separate cylinder lubrication, the pistons and
the cylinder liner are supplied with lube oil by means of a separate oil
pump. The oil supply rate is factory-set to conform to both the quality of
the fuel to be used in service and to the anticipated operating conditions.
Work Card 302.02 is to be complied with when the lube oil rate is
changed.
A lube oil as specified above is to be used for the cylinder and the
circulating lubrication.
Speed governor In case of mechanic-hydraulic governors with separate oil sump,

multigrade oil 5W--40 is preferably used. If this oil is not available for
6680 3.3.5--01 E 04.00 General 102/ 03

topping-up, an oil 15W--40 may exceptionally be used. In this context it
makes no difference whether multigrade oils based on synthetic or mineral
oil are used. According to the mineral oil companies they can be mixed in
any case.
(Designation for armed forces of Germany: O-236)
The oil quality specified by the manufacturer is to be used for the

remaining equipment fitted to the engine.
Lube-oil additives We advise against subsequently adding additives to the lube oil, or mixing
the different makes (brands) of the lube oil, as the performance of the
carefully matched package of additives which is suiting itself and adapted
to the base oil, may be upset. Also, the lube oil company (oil supplier) is
no longer responsible for the oil.
Selection of lube oils/ Most of the mineral oil companies are in close and permanent consultation
warranty with the engine manufacturers and are therefore in a the position to quote
the oil from their own product line that has been aproved by the engine
manufacturer for the given application. Independent of this release, the
lube oil manufacturers are in any case responsible for quality and
performance of their products. In case of doubt, we are more than willing
to provide you with further information.
Investigations
We carry out the investigations on lube oil in our laboratories for our
customers who need only pay the self-costs (net-costs). A representative
sample of about 1 dm3 is required for investigations.
6680 3.3.5--01 E 04.00 General 103/ 03

for lube oil 3.3.6
Lube oil for heavy fuel oil operation (HFO)
The specific power output offered by today’s Diesel engines and the use of
fuels which more and more often approach the acceptable limit in quality
increase the requirements placed on the lube oil and make it imperative
that the lube oil is chosen carefully. Medium-alkaline lube oils have proven
to be suitable for lubricating the running gear, the cylinders, the
turbocharger and, if applicable, for the cooling of the pistons.
Medium-alkaline oils contain additives which, amongst other things,
provided them with a higher neutralising capacity than doped (HD) engine
oils have.
No international specifications exist for medium-alkaline lube oils. An

adequately long trial operation in compliance with the manufacturer’s
instructions is therefore necessary.
Requirements
Base oil The base oil (medium-alkaline lube oil = base oil + additives) must be a
narrow distillation cut and must be refined in accordance with modern
procedures. Brightstocks, if contained, must neither adversely affect the
thermal nor the oxidation stabiltiy.
The base oil must meet the limit values of the following Table, particularly
as concerns its aging stability.
Properties/characteristics Unit Test method Values

Structure -- -- preferably paraffin-basic
Viscosity index (VI) -- -- > 95
Behaviour in cold, still flows C ASTM-D2500 -15
Flash point (as per Cleveland) C ASTM-D92 > 200
Ash content (oxi ash) Weight % ASTM-D482 < 0,02
Coke residue (as per Conradson) Weight % ASTM-D189 < 0,50
Aging tendency after being heated up to 135 C - MAN-aging -
for 100 hrs cabinet
n-heptane insolubles Weight % ASTM-D4055 < 0,2
or DIN 51592
evaporation loss Weight % - <2
drop test (filter paper) - MAN-test must not allow to recognize
precipitation of resinous or
asphalt-like aging products
Table 1. Lube oil (HFO operation) -- specifying values
Medium-alkaline lube oil The base oil with which additives have been mixed must demonstrate the
following characteristics:
Additives The additives must be dissolved in the oil and must be of such a
composition that an absolute minimum of ash remains as residue after
combustion, even though the engine were run on distillate fuel temporarily.
6680 3.3.6--01 E 01.98 General 101/ 03

The ash must be soft. If this prerequisite is not complied with, increased
deposits are to be expected in the combustion space, especially at the
exhaust valves and in the inlet housing of the turbochargers. Hard additive
ash promotes pitting on the valve seats, as well as burnt-out valves and
increased mechanical wear in the cylinder space.
Additives must not facilitate clogging of the filter elements, neither in their
active nor in their exhausted state.
Detergency The detergency must be so high that the build-up of coke and tar-like
residues on combustion of the HFO is precluded.
Dispersancy The dispersancy must be selected such that commercially available

lube-oil cleaning equipment can remove the combustion deposits from the
used oil.
Diesel-Performance The Diesel performance (without taking the neutralisation ability into
consideration) must, at least, comply with MIL-L-21014 D resp. API-CD.
Neutralization capacity The neutralisation capacity (ASTM-D2896) must be so high that the acidic
products of combustion are neutralised at the lube oil consumption rate
that is specific for the engine. The reaction time of the additives must be
matched to the process in the comubstion chamber. Hints concerning the
selection of the TBN are given in Table 3.
Evaporation tendency The tendency to evaporate must be as low as possible, otherwise the oil
consumption is adversely affected.
Further conditions The lube oil must not form a stable emulsion with water. Less than 40 ml
emulsion are acceptable in the ASTM--D1410 test after one hour. The
foaming behaviour (ASTM-D892) must meet the following conditions: after
10 minutes < 20 ml. The lube oil must not contain agents to improve
viscosity index. Fresh oil must contain no water and no containments.
Lube oil selection
Engine SAE-class Viscosity

mm 2/s at 40 C or 100 C
20/27*, 23/30, 28/32 30** preferably in the upper
25/30 40 region of the SAE-Class
32/36 through 58/64 40 applicable to the engine
* Applies to engines with year of manufacture from 1985. For engines delivered befor 01 Jan.
1985, lube oil viscosity as per SAE 40 continous to be valid.
** If the lube oil is heated to approx. 40 C before the engine is started, SAE class 40 can also be
used if necessary (e.g. on account of simplified lube-oil storage).
Table 2. Viscosity (SAE class) of lube oils
Neutralisation property (TBN) Medium-alkaline lube oils having differently high levels of neutralisation
capacity (TBN) are available on the market. According to the present-day
state of knowledge, operating conditions to be expected and TBN can be
correlated as shown in Table 3 below. The operating resulting will in the
essence be the decisive criterion as to which TBN will ensure the most
economic mode of engine operation.
6680 3.3.6--01 E 01.98 General 102/ 03

TBN (mg KOH/g oil) Operating conditions
20 - 25 Marine DieselOil (MDO) of poor quality (ISO-F-DMC) or heavy fuel oil
with sulphur content of ($ 0.5% by weight)
30 Common today in heavy fuel oil operation. Provision is thereby made for
an adequate additive safety margin even under conditions of varying
HFO quality. For 32/40, 40/54, 48/60 and 58/64 engines only if sulphur
concentration < 1.5 %.
40 For 32/40, 40/54, 48/60 and 58/64 engines in general, provided the
sulphur concentration is > 1,5%.
For the other engine types if TBN 30 is definitely inadequate in terms of
wear, residue formation and time between renewal of oil charge, or if the
sulphur concentration > 4.0% by weight.
Contact the engine supplier prior to use.
Table 3. Adequate TBN appropriate for operating conditions
Cylinder lube oil In the case of engines with separate cylinder lubrication, the pistons and
the cylinder liner are supplied with lube oil by means of a separate oil
pump. The oil supply rate is factory-set to conform to both the quality of
the fuel to be used in service and to the anticipated operating conditions.
Work Card 302.02 is to be complied with when the lube oil rate is
changed.
A lube oil as specified above is to be used for the cylinder and the
circulating lubrication.
Speed governor In case of mechanic-hydraulic governors with separate oil sump,

multigrade oil 5W-40 is preferably used. If this oil is not available as refill,
an oil 15W-40 can be used for once. In this context it is not important, if
multigrade oils based on synthetic or mineral oil are used. According to the
mineral oil companies they can be mixed in all cases.
The oil quality specified by the manufacturer is to be used for the

remaining equipment fitted to the engine.
Lube-oil additives We advise against subsequently adding additives to the lube oil, or mixing
the different makes (brands) of the lube oil, as the performance of the
carefully matched package of additives which is suiting itself and adapted
to the base oil, may be upset. Also, the lube oil company (oil supplier) is
no longer responsible for the oil.
Selection of lube oils/ Most of the mineral oil companies are in close and permanent consultation
warranty with the engine manufacturers and are therefore in a the position to quote
the oil from their own product line that has been aproved by the engine
manufacturer for the given application. Independent of this release, the
lube oil manufacturers are in any case responsible for quality and
performance of their products. In case of doubt, we are more than willing
to provide you with further information.
Investigations
We carry out the investigations on lube oil in our laboratories for our
customers who need only pay the self-costs (net-costs). A representative
sample of about 1 dm3 is required for investigations.
6680 3.3.6--01 E 01.98 General 103/ 03

Quality requirements for cooling water 3.3.7
Preliminary remarks
The engine cooling water, like the fuel and lubricating oil, is a medium
which must be carefully selected, treated and controlled. Otherwise,
corrosion, erosion and cavitation may occur on the walls of the cooling
system in contact with water and deposits may form. Deposits impair the
heat transfer and may result in thermal overload on the components to be
cooled. The treatment with an anti-corrosion agent has to be effected
before the first commissioning of the plant. During subsequent operations
the concentration specified by the engine manufacturer must always be
ensured. In particular, this applies if a chemical additive is used.
Requirements
Limiting values The characteristics of the water used must be within the following limits:
Property/feature Features Unit

Type of water preferably distilled water or freshwater, --
free from foreign matter.
Not be used: Sea water, brackish water,
river water brines, industrials waste water
and rain water
Total hardness max 10 dH*
pH-value 6.5 -- 8 6.5 - 8
Chlorid ion content max 50 mg/l
*) 1dH (German hardness) 10 mg CaO in 1litre water 17.9 mg CaCO3/itre

0.357 mval/litre 0.179 mmol/litre
Table 1. Cooling water -- key properties to be adhered to
Test device The MAN B&W water test kit includes devices permitting, i.a., to determine
the above-mentioned water characteristics in a simple manner. Moreover,
the manufacturer of anti-corrosion agents are offering test devices that are
easy to operate. As to checking the cooling water condition, refer to work
card 000.07.
Distillate If a distillate (from the freshwater generator for instance) or fully

desalinated water (ion exchanger) is available, this should preferably be
used as engine cooling water. These waters are free from lime and metal
salts, i.e. major deposits affecting the heat transfer to the cooling water
and worsening the cooling effect cannot form. These waters, however, are
more corrosive than normal hard water since they do not form a thin film of
lime on the walls which provides a temporary protection against corrosion.
This is the reason why water distillates must be treated with special care
and the concentration of the additive is to be periodically checked.
6680 3.3.7--01 E 04.00 32/40 upw 101/ 07

Hardness The total hardness of the water is composed of temporary and permanent
hardness. It is largely determined by calcium and magnesium salts. The
temporary hardness is determined by the hydrogencarbon content of the
calcium and magnesium salts. The permanent hardness can be
determined from the remaining calcium and magnesium salts (sulphates).
The decisive factor for the formation of calcareous deposits in the cooling
system is the temporary (carbonate) hardness.
Water with more than 10 dH (German total hardness) must be mixed with
distillate or be softened. A rehardening of excessively soft water is only
necessary to suppress foaming if an emulsifiable corrosion inhibiting oil is
used.
Damage in the cooling water system
Corrosion Corrosion is an electro-chemical process which can largely be avoided if

the correct water quality is selected and the water in the engine cooling
system is treated carefully.
Flow cavitation Flow cavitation may occur in regions of high flow velocity and turbulance.
If the evaporation pressure is fallen below, steam bubbles will form which
then collapse in regions of high pressure, thus producing material
destruction in closely limited regions.
Erosion Erosion is a mechanical process involving material abrasion and

destruction of protective films by entrapped solids, especially in regions of
excessive flow velocities or pronounced turbulences.
Corrosion fatigue Corrosion fatigue is a damage caused by simultaneous dynamic and

corrosive stresses. It may induce crack formation and fast crack
propagation in water-cooled, mechanically stressed components if the
cooling water is not treated correctly.
Treatment of the engine cooling water
The purpose of engine cooling water treatment is to produce a coherent

protective film on the walls of the cooling spaces by the use of corrosion
inhibitors so as to prevent the above-mentioned damage. A significant
prerequisite for the corrosion inhibitor to develop its full effectivity is that
the untreated water which is used satisfies the requirements mentioned
under point 2.
Protecting films can be produced by treating the cooling water with a

chemical anti-corrossive or emulsifiable corrosion inhibiting oil.
Emulsifiable corrosion inhibiting oils fall more and more out of use since,
on the one hand, their use is heavily restricted by environmental protection
legislation and, on the other hand the suppliers have, for these and other
reasons, commenced to take these products out of the market.
Treatment before operating the Treatment with an anti-corrosive agent should be done before the engine
engine for the first time is operated for the first time so as to prevent irreparable initial damage.
▲ Attention! It is not allowed to operate the engine without cooling

water treatment.
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Cooling water additives
Permission required No other additives than those approved by MAN B&W and listed in Tables
8.1 to 8.4 are permitted to be used. The suppliers are to warrant the
effectivity of the cooling water additive.
A cooling water additive can be approved for use if it has been tested
according to the latest rules of the Forschungsvereinigung Verbrennungs-
kraftmaschinen (FVV), ”Testing the suitability of coolant additives for
cooling liquids of internal combustion engines” (FVV publication R
443/1986). The test report is to be presented if required. The necessary
testing is carried out by Staatliche Materialprüfanstalt, Department
Oberflächentechnik, Grafenstraße 2, 64283 Darmstadt on request.
To be used only in closed circuits Additives can only be used in closed circuits where no appreciable
consumption occurs except leakage and evaporation losses.
1 Chemical additives
Additives based on sodium nitrite and sodium borate, etc. have given good
results. Galvanised iron pipes or zinc anodes providing cathodic protection
in the cooling systems must not be used. Please note that this kind of
corrosion protection, on the one hand, is not required since cooling water
treatment is specified and, on the other hand, considering the cooling
water temperatures commonly practiced nowadays, it may lead to
potential inversion. If necessary, the pipes must be dezinced.
2 Anti-corrosion oil
This additive is an emulsifiable mineral oil mixed with corrosion inhibitors.

A thin protective oil film which prevents corrosion without obstructing the
transfer of heat and yet preventing calcareous deposits forms on the walls
of the cooling system.
The manufacturer must guarantee the stability of the emulsion with the
water available or has to prove this stability by presenting empirical values
from practical operation. If a completely softened water is used, the
possibility of preparing a stable non-foaming emulsion must be checked in
cooperation with the supplier of the anti-corrosion oil or by the engine user
himself. Where required, it is recommended adding an anti-foam agent or
hardening (see work card 000.07).
Anti-corrosion oil is not suitable if the cooling water may reach

temperatures below 0 C or above 90 C . If so, an anti-freeze or chemical
additive is to be used.
3 Anti-freeze agent
If temperatures below the freezing point of water may be reached in the

engine, in the cooling system or in parts of it, an anti-freeze agent
simultaneously acting as a corrosion inhibitor must be added to the cooling
water. Otherwise the entire system must be heated.
(Designation for armed forces of Germany: Sy-7025).
Sufficient corrosion protection will be afforded if the water is mixed with at

least 35% of these products. This concentration will prevent freezing
down to a temperature of about - 22 C. The quantity of anti-freeze actually
required, however, also depends on the lowest temperatures expected at
the site.
Anti-freeze agents are generally based on ethylene glycol. A suitable

chemical additive must be admixed if the concentration of the anti-freeze
6680 3.3.7--01 E 04.00 32/40 upw 103/ 07

specified by the manufacturer for a certain application does not suffice to
afford adequate corrosion protection. The manufacturer must be contacted
for information on the compatibility of the agent with the anti-freeze and
the concentration required. The compatibility of the chemical additives
stated in Table No. 1 with anti-freeze agents based on ethylene glycol is
confirmed. Anti-freeze agents may only be mixed with each other with the
supplier’s or manufacturer’s consent, even if the composition of these
agents is the same.
Prior to the use of an anti-freeze agent, the cooling system is to be

cleaned thoroughly.
If the cooling water is treated with an emulsifiable anti-corrosion oil, no

anti-freeze may be admixed, as otherwise the emulsion is broken and oil
sludge is formed in the cooling system.
For the disposal of cooling water treated with additives, observe the
environmental protection regulations. For information, contact the
suppliers of the additives.
Prerequisites for efficient use of a corrosion inhibitor
1. Clean cooling system
Before starting the engine for the first time and after repairs to the piping
system, it must be ensured that the pipes, tanks, coolers and other
equipment outside the engine are free from rust and other deposits
because dirt will reduce the efficiency of the additive. The entire system
has therefore to be cleaned using an appropriate cleaning agent with the
engine shut down (refer to work cards 000.03 and 000.08).
Loose solid particles, in particular have to be removed from the system by

intense flushing because otherwise erosion may occur at points of high
flow velocities.
The agent used for cleaning must not attack the materials and the
sealants in the cooling system. This work is in most cases done by the
supplier of the cooling water additive, at least the supplier can make
available the suitable products for this purpose. If this work is done by the
engine user it is advisable to make use of the services of an expert of the
cleaning agent supplier. The cooling system is to be flushed thoroughly
after cleaning. The engine cooling water is to be treated with an
anticcorrosive immediately afterwards. After re-starting the engine, the
cleaned system has to be checked for any leakages.
2. Periodical checks of the condition of the cooling water and

cooling system
Treated cooling water may become contaminated in service and the

additive will loose some of its effectivity as a result. It is therefore
necessary to check the cooling system and the condition of the cooling
water at regular intervals.
The additive concentration is to be checked at least once a week, using

the test kit prescribed by the supplier. The results are to be recorded.
Important! The concentrations of chemical additives must not be

less than the minimum concentrations stated in Table 2.
Concentrations that are too low may promote corrosive effects and have
therefore to be avoided. Concentrations that are too high do not cause
6680 3.3.7--01 E 04.00 32/40 upw 104/ 07

damages. However, concentrations more than double as high should be
avoided for economical reasons.
A cooling water sample is to be sent to an independent laboratory or to the

engine supplier for making a complete analysis every 3 - 6 months.
For emulsifiable corrosion inhibiting oils and anti-freeze agents the

suppliers generally prescribes renewal of the water after approx. 12
months. On such renewal, the entire cooling system is to be flushed, or if
required to be cleaned (please also refer to work card 000.08). The fresh
charge of water is to be submitted to treatment immediately.
If excessive concentrations of solids (rust) are found, the water charge has
to be renewed completely, and the entire system has to be thoroughly
cleaned.
The causes of deposits in the cooling system may be leakages entering

the cooling water, breaking of the emulsion, corrosion in the system and
calcareous deposits due to excessive water hardness. An increase in the
chloride ion content generally indicates sea water leakage. The specified
maximum of 50 mg/kg of chloride ions must not be exceeded since
otherwise the danger of corrosion will increase. Exhaust gas leakage into
the cooling water may account for a sudden drop in the pH value or an
increase of the sulphate content.
Water losses are to be made up for by adding untreated water which

meets the quality requirements according to item 2. The concentration of
the anti-corrosive has subsequently to be checked and corrected if
necessary.
Checks of the cooling water are especially necessary whenever repair and
servicing work has been done in connection with which the cooling water
was drained.
Protective measures
Anti-corrosive agents contain chemical compounds which may cause

health injuries if wrongly handled. The indications in the safety data sheets
of the manufacturer are to be observed.
Prolonged, direct contact with the skin should be avoided. Thoroughly

wash your hands after use. Also, if a larger amount has been splashed
onto the clothing and / or wetted it, the clothing should be changed and
washed before being worn again.
If chemicals have splashed into the eyes, wash with plenty of water and
consult a doctor.
Anti-corrosive agents are a contaminating load for the water in general.

Cooling water must therefore not be disposed off by pouring it into the
sewage system without consulting the competent local authorities priorly.
The respective legal regulations have to be observed.
6680 3.3.7--01 E 04.00 32/40 upw 105/ 07

Permissible cooling water additives
1. Chemical additives (Chemicals) - containing nitrite
Minimum concentration ppm

P d
Producer P d td
Product designation
i ti IInitial
iti l d
dose Product Nitrite Na-Nitrite
per 1000 litre (NO2) (NaNO2)
Drew Ameroid Int. Liquidewt 15 l 15000* 700 1050
Stenzelring 8 Maxigrad 40 l 40000 1330 2000
21107 Hamburg DEWT-NC 4,5 kg 4500 2250 3375
Germany
Unitor Chemicals Rocor NB Liquid 21,5 l 21500 2400 3600
KJEMI-Service A.S. Dieselguard 4,8 kg 4800 2400 3600
P.O.Box 49
3140 Borgheim
Norway
Vecom GmbH CWT Diesel/QC-2 16 l 16000 4000 6000
Schlenzigstr. 7
21107 Hamburg
Germany
Nalfleet Marine Nalfleet EWT Liq 3l 3000 1000 1500
Chemicals (9-108)
P.O.Box 11 Nalfleet EWT 9-131 C 10 l 10000 1000 1500
Northwich Nalfleet EWT 9-111 10 l 10000 1000 1500
CW8DX, U.K. Nalcool 2000 30 l 30000 1000 1500
Maritech AB Marisol CW 12 l 12000 2000 3000
P.O.Box 143
29122 Kristianstad
Sweden
* The values in the marked areas can be determined with the test kit of the chemical manufacturer.
Table 2. Chemical additives -- containing nitrite
2. Chemical additives (Chemicals) - free from nitrite
Initial dose
Manufacturer Product designation per 1000 l Minimum concentration
Texaco Havoline Extended
Technologiepark Life Corrosion 75 l 7,5 %
B-9052 Zwijnaarde Inhibitor (ETX 6282)
Belgium
Tabelle 3. Chemical additives -- free from nitrite
6680 3.3.7--01 E 04.00 32/40 upw 106/ 07

3. Emulsifiable anti-corrosion
Producer Product
(Designation)
BP Marine, Breakspear Way, Hemel Hempstead, Diatsol M
Herts HP2 4UL Fedaro M
Castrol Int., Pipers Way, Swindon SN3 1RE, UK Solvex WT 3
DEA Mineralöl AG, Überseering 40, 22297 Hamburg Targon D
Deutsche Shell AG, Überseering 35, Dromus B/Donax
22284 Hamburg CC Oil 9156
Texaco Soluble Oil CX
Technologiepark - Zwijnaarde 2 Soluble Oil D
B-9052 Gent/Zwijnaarde
Table 4. Emulsifiable anti-corrosion
4. Anti-freeze agents with corrosion inhibiting effect
Producer Product
(Designation)
BASF, Carl-Bosch-Str., 67063 Ludwigshafen, Rhein Glysantin G 48
Glysantin 9313
Glysantin G 05
Castrol Int., Pipers Way, Swindon SN3 1RE, UK Antifreeze
BP, Britannic Tower, Moor Lane, Antifrost X 139
London EC2Y 9B, UK anti-frost
DEA Mineralöl AG, Überseering 40, 22297 Hamburg Kühlerfrostschutz
Deutsche Shell AG, Überseering 35, Glycoshell
22284 Hamburg
Höchst AG, Werk Gendorf, 84508 Burgkirchen Genatin extra
(8021 S)
Mobil Oil AG, Steinstraße 5, 20095 Hamburg Frostschutz 500
Table 5. Anti-freeze agents with corrosion inhibiting effect
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Analyses of operating media 3.3.8
Checking is important
The engine oil and cooling water require checking during engine operation
because contamination and acidification set limits to the useful life of the
lube oil, and inadequate water quality or insufficient concentrations of the
corrosion inhibitor in the cooling water may cause damage to the engine.
On engines operated on heavy fuel oil, it is also essential that certain

heavy fuel oil properties are checked for optimum heavy fuel oil treatment.
It cannot always be taken for granted that the data entered on the
bunkering documents is correct for the oil as supplied.
Test kit
We recommend the following MAN B&W test kits for comprehensive

chemical and physical analysis of fuel/lube oils:
Medium Type Designation

Heavy fuel oil and lube oil A Fuel and Lube Analysis Set
Cooling water B Cooling Water Test Kit
Table 1. Test kit for operating media analysis
Figure 1. Test kit A for fuel and lube oil analysis
6680 3.3.8--01 E 06.99 32/40 upw 101/ 04

Figure 2. Test kit B for cooling water analysis
of interest for
P
Property
t Fuel Water Lubricati P
Propertyt is
i indicative
i di ti off Testt
T
on oil or decisive for kit
Density x x Separator setting A
Viscosity x x Separating temperature, injection A*
viscosity, lube oil dilution
Ignition performance x Ignition and combustion behaviour, A
CCAI/CII ignition pressure, pressure increase
rate, starting behaviour
Water content x x Fuel oil supplyy and atomisation,, A
Checking for sea water x x corrosion
i tendency
t d A
Total Base Number (TBN) x Remaining neutralisation capacity A
pH value x B
Pour point x x Storing capacity/pumpability A
Water hardness x Cooling water treatment B
Chloride ion concentration x Salt deposits in the cooling system B
Concentration of corrosion x Corrosion protection in the cooling **
inhibiting oil system
in the cooling water
Drop test x Total contamination of lube oil A
Spot Test (ASTM-D2781) x Compatibility of HFO blending A
components
* Test kit A contains the Viscomar unit that allows the viscosity to be measured at various reference temperatures. In combination with the
Calcumar processing unit, the viscosity/temperature interdependence can be determined (e.g. injection and pumping temperatures).
** Not included. Provided by the supplier of the corrosion inhibitor.

Table 2. Properties that can be tested using the test kits
Refills of the chemicals that are used are available. Each test kit includes
a comprehensive User’s Guide containing everything you need to know
about its use.
6680 3.3.8--01 E 06.99 32/40 upw 102/ 04

Other testing equipment
Lube Oil Tec To determine the water content, the Total Base Number (TBN) and the
viscosity of lube oils (scaled down alternative to test kit A)
Figure 3. Lube Oil Tec
port-A-lab For testing lube oil. Tests comparable to those performed by Lube Oil Tec.
Refractometer For monitoring how much anti-freeze is dispensed (in stationary systems).
Sources
Product Item number Source

A Fuel and Lube Analysis Set 09.11999-9005 1, 2
Chemical refills for A 09.11999-9002 1, 2
B Cooling Water Test Kit 09.11999-9003 1, 2
Chemical refills for B 09.11999-9004 1, 2, 3
Lube Oil Tec 2
port-A-lab 3
Measuring instrument for determining the 4
concentration of corrosion inhibitors containing
nitrite
Refractometer for determining the concentration of 5
anti-freeze
6680 3.3.8--01 E 06.99 32/40 upw 103/ 04

Addresses
Source Address
1 MAN B&W Diesel AG, Augsburg, Dept. SK
2 Drew Marine Mar-Tec GmbH, Stenzelring 8, 21107 Hamburg
3 Martechnic GmbH, Schnackenbergallee 13, 22525 Hamburg
4 Supplier of corrosion inhibitor
5 Müller Gerätebau GmbH, Rangerdinger Straße 35, 72414 Höfendorf
6680 3.3.8--01 E 06.99 32/40 upw 104/ 04

Engine operation I -
Starting the engine 3.4
3.1 Prerequisites
3.3 Operating media
6682 3.4--01 E 11.97 101/ 01

Preparations for start/
Engine starting and stopping 3.4.1
Preparations for start after short downtimes
Activate/control the systems Switch on pumps for fuel oil, lube oil and cooling water unless mounted on
the engine. Prime the engine. After downtimes exceeding 8 hours,
additionally open the indicator valves and move the running gear by 2
revolutions using the turning gear, or purge the cylinders by inducing a
starting procedure. On engines which are started automatically, activate
the slow-turn instead. Check whether the cooling water and lube oil have
been preheated (if possible). Ensure that the shut-off elements of all
systems have been set to in-service position. The engine is then ready to
be started.
Recommendation: It is recommended to use Diesel fuel oil for starting HFO-operated

Start using Diesel fuel oil engines, and to switch over to heavy fuel oil after the service temperature
has been reached. Starting the engine on heavy fuel oil is possible
provided the necessary heating equipment is available or the heavy fuel oil
is still hot enough.
Engine start is initiated by a pulse transmitted through valve M 388/1 to

valve M 329/1 in the engine-mounted operating station. Starting can also
be initiated by hand on the valve M 329/1, if necessary.
Further, please observe the specifications applying to the remote control of

marine engines and/or the controlling/monitoring system of stationary
engines.
Preparations for engine start on heavy fuel oil
The engine can also be started on heavy fuel oil provided the necessary
heating equipment is available. Proceed as follows:
Steps - Switch on the pump for cylinder cooling water, and then the preheater.
Temperature required: approx. 60C.
- Switch on the pump for the injection valve cooling water, and
subsequently the preheater. Temperature required: approx. 55C.
- Switch on the preheater for lube oil (heating coil in the service tank) or
preheat the lube oil in by-pass (separator circuit). Temperature
required: approx. 40C.
Important! The lube oil service pump and/or stand-by pump must
not be switched on until approx. 10 minutes prior to engine start to avoid
that the turbocharger(s) is/are overlubricated because of the absence of
sealing air at standstill.
- Switch on the fuel oil supply pump, and subsequently the heating
equipment for the mixing tank, HFO piping and final preheater. The
heavy fuel oil in the service tank has to be permanently kept at a
temperature of approx. 75C.
- When the necessary temperatures have been reached and the
viscosity of the heavy fuel oil as entering the injection pumps is correct
(refer to Section 3.3), the engine can be started.
6628 3.4.1--01 E 11.97 32/40 up D 101/ 04

Preparations for starting after prolonged downtimes or after overhaul work
For restarting the engine after overhaul work or after prolonged downtimes
(several weeks) the following work has to be done:
Fuel oil system - Drain and top up the settling tank and service tank.
- Drain the filters and clean the elements.
- Set all the shut-off elements to in-service position.
For starting HFO-operated engines on Diesel fuel:
Switch the three-way cock so that Diesel fuel flows from the service
tank to the mixing tank (see the system-specific fuel oil diagram).
- Switch on the supply pump and evacuate air from the injection pumps,
pipes and filters.
- Check the zero admission on the control rod of each injection pump
and verify that the linkage moves easily.
- For HFO operation: Start the heating equipment (unless permanently
on) and check it.
- Switch the supply pump and the heating for the final preheater off again
(danger of overheating).
Cooling water system - Remove sludge from cooling water tank, coolers, pumps and pipes
(engine, injection valves, charge-air cooler).
- Top up the cooling water, check the concentration of the anti-corrosion
agent.
- Switch on the cooling water pumps or stand-by pumps (engine and
injection valves).
- Evacuate air from the cooling water spaces and check all connections
for tightness.
- Check, i.e. open the leaked water drain from the cylinder liner sealing in
the backing ring and from the charge-air cooler casing to verify that
they are tight.
- Check the cooling water pressure and the water volume in the
expansion tank.
- Check the expansion tank for separations of anti--corrosion oil (cylinder
cooling) and fuel oil (injection valve cooling).
- Switch off the cooling water pumps.
Lube oil system - Pump the lube oil out of (oil sump and) storage tank and clean the oil
spaces (make sure not to forget the exhaust gas turbocharger).
- Clean the oil filters, separators and oil coolers.
Top up new lube oil, or separate the oil charge in use.
- Set all the cocks to in-service position and switch on the electrically
driven lube oil pump or stand-by pump.
- Check the running gear as well as the injection pump drive and the
valve gear to verify that oil is supplied to all bearing points.
- Check the pipe connections and pipes for leakages.
- Check the lube oil pressure upstream of the engine and upstream of
the exhaust gas turbocharger.
- With the indicator valves opened, move the running gear by
2 revolutions using the turning gear, or purge the cylinders by inducing
a starting procedure. Watch the indicator valves whether any liquid is
issuing.
Starting system - Drain the compressed air tank and check the pressure, top up if
necessary.
- Check the shut--off valves for ease of movement.
- Check the starting valves in the cylinder heads for tightness
(see work card).
6628 3.4.1--01 E 11.97 32/40 up D 102/ 04

Clearances Check the valve clearance.
Test run If possible, make a short test run as follows:

- Start the heating equipment for lube oil and cooling water, where
available. When preheating temperatures have been reached, set the
shut-off elements to in-service position, switch on the fuel, lube oil and
cooling water pumps, unless these are mounted on the engine, and
start the engine. Operate the engine at low speed for approx.
10 miuntes.
- Watch the indicating instruments during this test run.
- If the engine operates properly, load should be applied or the engines
should be shut down. Prolonged idle operation is to be avoided. The
engine should reach the service temperature as quickly as possible
because it suffers higher wear while cold.
- The engine is ready to be started if all checks have been carried out
with positive result.
Shut down the engine
Steps - Check whether a sufficient amount of compressed air is available in the

compressed air tanks.
- Remove load from engine and operate it at low load.
- Shut down the engine.
- If it is desired to maintain the operability of the engine for short-term
restarting, the pumps are to be kept operating, and the cooling water,
lube oil, and in case of HFO operation the fuel oil, too are to be kept at
service temperatures. Recooling should be terminated.
- Otherwise, switch off the fuel oil supply pump.
- The pumps for cooling water and lube oil should continue operating,
and cooling of the engine should be continued for approx. 10 miuntes
after shut down (in case of electrically driven pumps).
- Close all the shut-off valves, especially those on the compressed air
tanks. Check the pressure gauges!
- Open all the indicator valves in the cylinder heads.
- Engage the turning gear and attach a warning sign on the control
console.
- Clean the engine on the outside and carry out the necessary controls.
Deficiencies, if any, should be remedied immediately even if appearing
trivial.
▲ Attention! If there is a danger of freezing, drain the cooling water
completely unless anti-freeze has been added; otherwise, cracks
might form in cooling spaces due to frozen water.
Engine shut down from HFO operation
For engine shut-down directly from HFO operation, the following points are
to be observed (refer to system-specific fuel oil diagram, Section 2).
- If the engine is to be restarted after a few minutes, it is sufficient to
keep the heating equipment and one supply pump operating.
- In case of longer engine downtime, switch the three-way cock (15) to
Diesel fuel operation and the three-way cock (16) to flushing. The
supply pump is to be kept operating until the heavy fuel oil has been
repumped into the HFO service tank, and the piping system carries
Diesel fue oil. Subsequently, reswitch the three-way cock (16) to
normal operation and switch off the supply pump.
6628 3.4.1--01 E 11.97 32/40 up D 103/ 04

Important! If cock (16) is left in the flushing position, Diesel fuel oil
is pumped into the HFO service tank on engine restart.
- The injection pipes from the injection pumps to the injection valves, and
the injection nozzles proper, cannot be flushed. The remainders of
heavy fuel oil congeal sooner or later, depending on the viscosity of the
fuel used. It may become necessary prior to re-starting that these
components have to be dismantled, heated and emptied unless special
heating equipment for engine starting on heavy fuel oil is available.
Emergency stop
For quickest possible engine stop in case of the lubrication or cooling

system failing, or similar faults, a pneumatic stop piston is fitted in every
injection pump which, when operated by compressed air, sets the injection
pump to zero admission.
At the same time, the governor is induced to move the control linkage to
zero admission.
This emergency stop system is activated in two ways as described below:

1. Automatically, by a monitoring system (consisting of oil pressure
controller, cooling water temperature controller, governor etc. --
differing from engine to engine).
2. Manually, by pressing an emergency stop pushbutton in the control
stand or engine control centre of the remote control.
In both cases, emergency stop is indicated by a lamp in the control stand
glowing, and possibly also by an audible signal.
▲ Attention! In emergency cases, where the manoeuvrability of the

vessel is of greater importance than the engine damage prevention,
an emergency stop impulse can be suppressed by pressing a
corresponding pushbutton in the switch cabinet or engine control
centre.
6628 3.4.1--01 E 11.97 32/40 up D 104/ 04

Change-- over from Diesel fuel oil
to heavy fuel oil and vice versa 3.4.2
Change-over from Diesel fuel operation to operation on heavy fuel oil
Preliminary remarks In the case of engines equipped with a pressurised fuel oil system for HFO
operation, there exists the risk that on prolonged operation on Diesel fuel
oil the maximum admissible Diesel fuel temperature is exceeded due to
hot Diesel fuel being recirculated into the mixing tank. Excessive
temperatures imply low viscosity and lubricity involving corresponding
danger for the injection pumps. Therefore, the shut-off valves in the return
pipe have in this case to be switched so that the Diesel fuel oil is returned
to the service tank instead of the mixing tank (refer to Section 2.4 or the
system-specific fuel oil diagram).
Important! On switch-over to heavy fuel oil operation, recirculation

has also to be switched back to mixing tank; otherwise, heavy fuel oil will
enter the Diesel fuel oil service tank.
Prerequisites - The engine is operated on Diesel fuel oil, the components are at
service temperatures.
- The heating equipment is in operation, the HFO temperature in the
service tank being permanently maintained at approx. 75C.
Steps - Switch on the heaters for the mixing tank and heavy fuel oil pipes, if
available.
- Switch the three-way cock to HFO operation (refer to system-specific
fuel oil diagram).
- For engine systems equipped with viscosity measuring system and
manual control of preheating temperature: Adjust the heating capacity
of the final preheater in accordance with the viscosimeter data so that
the viscosity shown in the viscosity/temperature diagram is obtained at
the injection pumps (depending on the heavy fuel oil used).
- In case of engine systems with automatic heavy fuel oil viscosity
control: The viscosity control system is adjusted on initial putting into
operation of the engine, and should not be changed normally.
- The temperature of the cooling water as leaving the cylinder is to be
maintained at approx. 80C. In the case of heavy fuel oils with a high
sulphur concentration, in particular, make sure that the temperature
does not drop below this value.
6628 3.4.2--01 E 07.97 32/40 upw 101/ 02

Change-over from HFO operation to operation on Diesel fuel oil
Steps - Switch the three-way cock (please refer to system-specific fuel oil
diagram) to Diesel fuel oil approx. 30 minutes prior to engine
shut-down.
- Final preheaters controlled by hand have to be switched off.
- When the heavy fuel oil carried in the piping system has been used up
and replaced by Diesel fuel oil, the engine may be shut down.
- Switch off all heating equipment (as far as required).
Important! A change-over to Diesel fuel oil offers the advantage
that the engine is ready to be started at any time without previous system
heating for several hours being required. Maintenance and overhaul work
is substantially facilitated if the piping and injection system is filled with
Diesel fuel oil.
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Admissible outputs and speeds 3.4.3
Background
Power, speed ... The following relationships exist between engine power, speed, torque and
mean effective pressure:
1200 ô P e
pe
and
VH ô n ô z
9550 ô P e
Md
n
Where
pe Mean effective pressure [bar],

Pe Effective engine power [kW],
VH Cubic capacity [dm3],
n Speed [rpm],
Z Number of cylinders and
Md Torque [Nm].
Mean pressure The mean effective pressure is the mean value of the cylinder pressure
over the whole four-stroke cycle. It is proportional to the power and the
torque and inversely proportional to the speed. If the mechanical efficiency
hmech is known, it can be calculated from the mean value of the indicated
pressures:
p e
pi ô ®mech
Synchronous speeds Three-phase generators are connected to the synchronous speeds:
n
60pô f
Where
n Rated engine speed [rpm],

f Mains frequency [Hz] and
p Number of generator pole pairs.
Operating points/characteristic Stable engine operating points are only obtained when there is a balance
curves between output, speed and the feed rate setting of the fuel pumps (filling).
The energy supply must correspond to the energy requirements.
In hydraulic drive units, such as propellers or pumps, the power required

increases by roughly the speed to the power of three Pn3). This means
that increases in speed are relatively difficult to achieve towards the top of
the power curve. This also applies to speed gains as the ship’s speed is a
direct function of engine speed (nv). The gradient of the power-speed
curve (in the case of fixed-pitch propellers) or the location of the operating
point (with variable-pitch propellers) is determined by the pitch of the
propeller and the resistance of the ship or, in the case of pumps, by the
blade setting.
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Changes in pump filling only bring about a change in power in the case of
generator systems; in marine propulsion systems, however, they lead to
different power-speed combinations.
Permitted power and speed
In service, the maximum speed and torque have to be limited in the first
approximation to 100 %, the continuous output in diesel operation to
between 0 and 100 %, and in HFO mode to between 151) and 100 %. This
is to some extent achieved through design measures but must be
supplemented by operational techniques.
Operation in a power range below 15 or 20 % is only permitted for short

periods. Operation in the range between
60 - 90 % of rated power is recommended.
The permitted operating ranges for marine engines are shown in Figure 1.
Figure 1. Permitted output-speed ranges for single-engine systems with fixed-pitch propellers (left) and for single-engine
systems with variable-pitch propellers without shaft generator (right)
Term Explanation Term Explanation

Rating Effective engine power (Pe) I Operating range for continuous operation
Speed Speed (n) II Operating range permitted temporarily,
e.g. acceleration/manoeuvring
bmep Mean effective pressure (pe) 1 Load Limit
2 Recommended combinator curve
3 Zero thrust curve
Torque Torque (Md) FP Design range for fixed-pitch propeller unit
MCR Maximum continuous power P Design range for variable-pitch propeller unit
(blocked power) with combinator
Table 1. Legend for Figure 1 (abridged texts - not suitable for propeller design or for checking same)
1) 15 % not applicable for L/V 20/27 and 25/30, for which 20 % is the lower limit for continuous part-load operation.
6680 3.4.3--01 E 06.99 32/40 upw 102/ 03

Other limitations
- Engines that are being used as the main source of propulsion for
fixed-pitch or variable-pitch propellers are blocked at 100 % output.
They may be operated with a maximum of 10 % reduction in speed.
- Engines being used as the diesel-electric source of propulsion for
fixed-pitch or variable-pitch propellers are blocked at 110 % output.
Output 100 % may be applied temporarily for acceleration purposes.
- Engines being used for dredging operation are blocked at between 100
and 90 % output depending on engine size and may be operated with a
maximum of 30 % reduction in speed.
- Engines used in fishing boots or tugs are blocked at 100 % output and
may be operated with a 20 % reduction in speed.2)
The above information is for guidance purposes only. The procedures to
be used under operational conditions will be agreed between the
purchaser, shipyard/planning office and engine manufacturer.
▲ Attention! Blocking/limitations must not be lifted without first

consulting MAN B&W Diesel AG.
2) Only applies to engines 20/27 to 32/40
6680 3.4.3--01 E 06.99 32/40 upw 103/ 03

Engine
Running-- in 3.4.4
Preconditions
Engines must be run in

- if they are new
(in which case a shortened running--in program can be used, as they
will have already had a test run in the factory),
- after a complete overhaul and
- if new engine parts have been installed, e.g. pistons, piston rings,
crankshaft, big end and piston pin bearings.
Plain bearings nowadays require far less running--in time than piston rings
and cylinder liners.
Adjustment required Rough patches on the surfaces of the piston rings and the cylinder liner
contact surface are smoothed out during the running--in process. The
process is ended when the first piston ring forms a complete seal with the
combustion chamber, i.e. the first piston ring exhibits a regular running
surface around its entire circumference. If the engine is subjected to a
higher load before this occurs, the hot exhaust gases will escape between
the piston rings and the cylinder liner contact surface. The film of oil will be
destroyed at these locations. The consequence will be material destruction
(e.g. scald marks) on the ring contact surfaces and the cylinder liner and
increased wear and higher oil consumption as time passes.
The duration of the running--in period is influenced by a number of factors,

including the surface properties of the piston rings and the cylinder liner,
the quality of the fuel and lube oil and the loading and speed of the engine.
The running--in periods shown in Figure 1 are therefore for guidance only.
Operating media
Fuel Diesel oil or heavy fuel oil can be used for the running--in process. The fuel
used must satisfy the quality requirements (section 3.3) and be
appropriate for the type of fuel system.
The gas that is to be later used under operational conditions is best used
when running--in Otto gas engines. Dual-fuel engines are run--in in diesel
mode using the oil that will be later be used as ignition oil.
Lubrication oil The lube oil to be used while running-in the engine must satisfy the quality
requirements (section 3.3) for the relevant fuel.
▲ Attention! The lube oil system should be rinsed out before

adding oil for the first time (see work card 000.03).
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Running--in the engine
After 10 minutes running--in at minimum speed, the bearing temperature

and crankcase should be checked and checked again when operational
output levels are reached. At 85% loading and on reaching operational
output levels, the operating parameters (ignition pressures, exhaust gas
temperatures, manifold pressure etc.) are to be checked and compared
with the acceptance report.
Operation at variable speed Running-in can be carried out with fixed--pitch, variable--pitch or
zero--thrust pitch propellers.
During the entire running--in period, the engine output should lie within the
marked area shown in Figure 1, i.e. below the theoretical propeller curve.
Critical speed ranges can be left blank.
A Variable--pitch propel-
ler
B Fixed--pitch propeller
C Engine output
(specified range)
D Running--in time [hrs]
E Engine speed and out-
put in [%]
Figure 1. Running--in program for marine engines (variable speed)
Running-in of a new engine With a few exceptions, four--stroke engines are always subjected to a test
following a previous test run run in the factory so that the engine will usually already be run in. A
shortened run--in procedure will nevertheless be necessary at its final
place of installation as the pistons and bearings are usually removed after
the test run for inspection; the engine will also be partly or completely
dismantled for transportation.
The engine should be run--in at the rated speed and full load for a period
of 4 to 6 hours depending on engine size. Observe the notes in the above
paragraphs and Figure 1.
Running--in following an over- The engine will have to be run--in again if cylinder liners, pistons and/or
haul piston rings have been replaced during overhaul work. Running in will also
be necessary if just the rings on one piston have been replaced. The
run--in procedure must be performed in accordance with Figure 1 or
according to the relevant instructions.
The cylinder liner should be rehoned in accordance with work card 050.05
if it has not been renewed. A portable honing machine can be obtained
from our Service Centers.
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Running in of plain bearings If worn bearing shells are re--installed or new ones installed, they will have
(crankshafts, piston rod and to be run in. The running--in period should last for 3 to 5 hours, with the
piston pins) load increasing in stages. Checks should be made after 10 minutes of
operation at lowest speed and on reaching operational output levels. This
includes checking the temperature of this bearing against that of adjacent
bearings that have not been removed or replaced. An electrical probe
thermometer can be used to measure the temperature.
High idle speeds over longer periods should be avoided wherever

possible.
Running in following low load Continuous operation at low load levels can lead to extensive internal
operation contamination of the engine. Residues from the combustion of fuel and
lube oil can accumulate on the piston top lands, in the ring slots and even
in the intake ports. The charge air and exhaust pipes, the charge air
cooler, the turbocharger and the waste--heat boiler may also be
contaminated with oil.
As the piston rings will have adapted themselves to the cylinder liner
according to the loads they have been subjected to, running up the engine
too quickly will result in increased wear and possibly cause other types of
engine damage (piston ring blow by, piston seizure).
After a longer period of low--load operation (500 hours), the engine

should be run in again according to the program shown in Figure 1. Refer
as well to the notes in section 3.5.4 ”Part--load operation”.
Tip! The customer service department of MAN B&W Diesel AG or the

licensee can provide additional information.
6680 3.4.4--03 E 06.99 32/40 upw 103/ 03

Engine operation II -
Control the operating media 3.5
3.1 Prerequisites
3.3 Operating media
6682 3.5--01 E 11.97 101/ 01

Control the engine/
perform routine jobs 3.5.1
Monitoring the engine/routine checks
State-of-the-art engine systems normally run automatically using intelligent

control and monitoring systems. Hazards and damage are precluded to a
large extent by internal testing routines and monitoring equipment. Regular
checks are nevertheless necessary to identify potential problems at an
early stage and to implement the appropriate preventive measures.
Moreover, the necessary maintenance work should be done as and when
required.
It is the operator’s duty to carry out the checks listed below, at least during
the warranty period. However, they should be continued after the warranty
term expires. The expense in time and costs is low compared to that
incurred for remedying faults or damage that was not recognised in time.
Results, observations and actions taken in connection with such checks
are to be entered in an engine log book. Reference values should be
defined to make an objective assessment of findings possible.
Regular checks The regular checks should include the following measures:
(every hour/daily)
- Assess the operating status of the propulsion system, check for alarms
and shut-downs,
- visual and audible assessment of the systems,
- checking performance and consumption data,
- checking the contents of all tanks containing operating media,
- checking the most essential engine operating data and ambient
conditions,
- checking the engine, turbocharger, generator/propeller for smooth
running.
Periodic checks in addition to the regular checks, further checks should be made at
(daily/every week) somewhat longer intervals for the following purposes:
- Determine the operating hours logged, and verify the balancing of
operating times in case of multi-engine systems,
- evaluate the number of starting events,
- check the printers or recording instruments,
- check all the relevant engine operating data,
- evaluate the stability of the governor and control linkage,
- check the engine systems for unusual vibrations and extraordinary
noise,
- check all the systems, units and main components for proper
performance,
- check the condition of operating media.
6680 3.5.1--01 E 06.99 32/40 upw 101/ 04

Routine jobs
The following routine jobs are to be carried out at appropriate intervals with
due regard to their importance:
Fuel oil system - Check the service tanks (diesel fuel and heavy fuel oil) and top up in
time. Prior to changeover to another tank, drain the water from the
latter.
- Never run the service tank completely dry. This would permit air to
enter the piping so that the injection system would have to be vented.
- Regularly drain or exhaust water and sludge from the service tanks.
Otherwise sediments could rise up to the outlet connection level.
- Clean the filters and separators at regular intervals.
- Ensure cleanliness during fuel pumping. Perform a spot test of the fuel
on every bunkering (see work card in Section 4) and keep these
together with the engine operating data logs. The fuel has to meet the
quality specifications.
Engines operated on heavy fuel oil:
- Heat the heavy oil to a temperature at which the prescribed viscosity
will be attained at the entry into the injection pumps. Refer to Figure 1.
Supplementary information is given in the viscosity/
temperature diagram, Section 3.3.4
Figure 1. Viscosity/temperature diagram (reduced version)
- Do not mix heavy oils of different viscosities, and do not blend heavy oil
with distillate as instability may occur and cause engine operating
trouble.
- Submit the heavy fuel oil to one-stage or two-stage separation,
depending on the system layout.
Lube oil system - Check the lube oil level in the service tank and top up if necessary.
- Check the lube oil temperatures upstream and downstream of the
cooler.
- Monitor the lube oil pressure at the control console and, if necessary,
adjust to the specified service pressure. If the oil pressure rises above
normal when starting the cold engine, this is of no significance as the
oil pressure will drop to the specified service pressure as the oil heats
up.
▲ Attention! The engine must be shut down immediately if the oil
pressure drops.
6680 3.5.1--01 E 06.99 32/40 upw 102/ 04

- Check the water content of the lube oil at the specified intervals (see
maintenance schedule, Section 4).
- Use lube oil grades that satisfy the quality specifications
(see Section 3.3).
- Clean the filters and separators at regular intervals.
Cooling water system - Check the cooling water level in the expansion tanks (cylinder and
injection valve cooling) and top up if necessary. Check the
concentration of the corrosion inhibitor (see quality specifications,
Section 3.3 and work card 000.07).
- Check the cooling water outlet temperatures. Should the temperature
rise above the specified maximum, and if corrective regulation is not
possible, reduce the engine load and take remedial measures. Reduce
the temperature slowly to avoid thermal stresses in the engine.
Engines operated on heavy fuel oil:
- Adjust the cooling water outlet temperature to the specified value (refer
to Section 2.5). If the engine operating temperature is too low,
excessive cylinder liner wear will occur, and the sulphur contained in
the heavy fuel oil will induce corrosion. Fuel oil consumption will also
rise.
- If marine engines are operated on heavy fuel oil during manoeuvring
(pier-to-pier operation), care should be taken that the cooling water
temperatures are maintained at as high a level as possible.
▲ Attention! In case of faults in the engine cooling water circuit,
especially if the cooling water pump fails, the engine must be shut
down immediately.
Starting air - Refill the compressed air vessels immediately upon engine starting so
system that sufficient compressed air is available whenever required.
Engines without compressed air starter:
- The connecting pipes from the manifold to the starting valves are to be
checked after starting to ensure they do not become too hot. If this is
the case, the corresponding valve is not tight. This valve should be
overhauled or replaced as soon as possible because otherwise the
valve seat and the valve cone will be destroyed.
Charge air system - High air humidity may cause large amounts of condensed water to
accumulate in the charge air pipe (refer to Section 3.5). Discharge of
the condensed water is to be checked through the leaked water pipe
that runs along each cylinder bank. Where the condensed water is
drained via a float valve, this valve is to be checked for proper
operation. To minimise the accumulation of condensed water, the
charge air temperature should be kept as high as possible over the
entire operating range, however, with due allowance being made for
other operating parameters.
- The charge-air pressure should be looked up in the test run record and
compared with that measured on the engine. This comparison permits
conclusions to be drawn regarding the condition of the exhaust gas
turbocharger and charge-air cooler. The charge air pressure measured
by a differential pressure gauge upstream and downstream of the
charge air cooler will serve as a measure for the degree of fouling of
the air side of the cooler.
Supplementary jobs/notes
Operating values - Although the cylinders develop the same output, the exhaust gas
temperatures may vary slightly. It is not admissible to adjust the
cylinders to the same exhaust gas temperatures.
- The cylinders should be loaded as evenly as possible. This can be
verified by comparison of the ignition pressures and the control linkage
position of the injection pumps.
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- The exhaust gas temperatures have to be checked and compared with
the previously measured temperatures (acceptance certificate). If larger
differences should be found, the cause is to be traced and the fault
eliminated.
- The smoke number of the exhaust gas is to be checked. Oil in the
combustion chamber will give the exhaust gases a bluish colour, poor
combustion or overloading will give the exhaust gases a darker or
blacker colour.
- The engine output has to be reduced if the combustion air
temperatures or air pressures deviate from the rated ones.
Indicator diagrams - Indicator diagrams have to be taken from all cylinders at the specified
(not applicable to dual-fuel intervals (refer to the maintenance schedule, Section 4). For taking
engines) indicator diagrams at ignigion pressures $160 bar, a mechanical
instrument (such as, for example, an indicator, Maihak make), or,
especially at higher ignition pressures, an electronic measuring unit can
be used. Pressure/volume diagrams can be taken by means of an
electronic ignition pressure measuring device, e.g. of Messrs Baewert,
Meerane (see complementary Section 3.5.2). The shape of the
compression/expansion line permits the ignition point and the ignition
pressures to be determined, providing a useful comparison of the
loading of the individual cylinders. The ignition pressures should only
slightly deviate from the average ( 5 %) and should not exceed the
specified level. Higher pressures are indicative of premature injection or
an excessive injection volume, lower pressures suggest delayed
injection or an insufficient injection volume. A comparison of diagrams
with those taken from the new engine permits potential irregularities to
be recognised. The following values should be entered in each diagram
to permit comparison at a later date should this be necessary: turbine
speed, charge air pressure, exhaust gas temperature downstream of
the cylinder, engine speed, injection pump setting, spring calibration,
and possibly the fuel consumption during taking of diagrams.
Ratings - Marine engines can be rated using the engine operating data and the
injection pump setting. In the case of Diesel generator sets, the engine
output can be determined from the generator output. Please refer to
Section 3.5.
Running gear bearings - Plants designed for unmanned operation are equipped with a running
gear monitoring system in order to detect incipient bearing damage in
good time and thus prevent consequential damage. Two systems are
used alternatively, or even together: oil mist detectors and bearing
temperature monitoring.
The oil mist detector controls the oil vapour concentration in the
crankcase for each cylinder (or cylinder pair in the case of V-type
engines) and releases an audible and visible alarm or shuts the engine
down automatically when smoke develops from evaporating lube oil,
when the bearing temperatures are too high, or in case of incipient
piston failure.
The bearing temperature monitoring system uses resistance

thermometers fitted in the bearing bodies of the crankshaft bearings.
These thermometers pass corresponding pulses to the safety system,
thereby releasing audible and visible alarms or shutting down the
engine automatically.
6680 3.5.1--01 E 06.99 32/40 upw 104/ 04

Engine log book/
Engine diagnosis/Engine management 3.5.2
Engine log book
Classification societies and some supervisory authorities require keeping

an engine log book. Despite any printers and plotters your plant my have,
we also recommend to enter the results of your checks in an engine log
book, in which also additional observations and actions can be noted and
jobs that are due can be entered. Advantageously,
- measuring and test results,
- renewal and topping up of operating media,
- empirical information/conclusions drawn from maintenance and repair
work
should also be entered in this engine log book. It is up to the plant
manager/chief engineer to develop the engine log book to a basic tool to
work with or an essential instrument of engine operation.
Since the opinions on what should be contained in the engine log book
differ widely, we have abstained from making proposals. However, we
would gladly assist you if desired, especially in fixing the reference values.
The information sources of reference should be the test run and
commissioning records as well as the “List of measuring and control units”.
Still more valuable empirical facts/decision-taking fundamentals are

obtained if essential operating data, times between overhaul or activities
are not only noted down but represented chronologically. Diagrams similar
to that shown in Figure 1 can be used for this purpose. This is an
uncomplicated method for obtaining an informative trend analysis.
Figure 1. Diagrams for trend analyses
6680 3.5.2--02 E 07.99 32/40 up D 101/ 05

Engine diagnosis using electronic ignition pressure measuring units
Visual and audible checks of the engine plant, entries in the engine log
book and evaluations on the basis of the operating time serve for the
conventional way of determining the present and/or future condition.
Information at a higher level can be obtained by using a portable ignition
pressure and injection pressure measuring unit, e.g. the Baewert HLV-94.
Using this device, the pressure (if required, of several engines) at the
indicator connection is recorded and indicated on an LC display in form of
a diagram over the crank angle or in form of a table. The appertaining
mean indicated pressures are also calculated. Via a connection cable, the
measuring results can also be printed or made accessible to computer
evaluation via a COM1 or COM2 interface. In a similar way, the injection
pressure is recorded and delivered. For this purpose, however, DMS
sensors are required which are to be attached to the injection pipes.
Electronic ignition pressure measuring units allow to draw reliable

conclusions on the load distribution from cylinder to cylinder and on
deviations from normal combustion and injection pressure trends, using
the measured values, pressure curves and diagrams obtained. Depending
on the power spectrum, they provide decision-taking fundamentals for
correction measures and maintenance or repair work, which in turn
contribute to reducing operating costs and downtimes.
Figure 2. Electronic injection pressure measuring device, make Baewert
6680 3.5.2--02 E 07.99 32/40 up D 102/ 05

System Company
Indicator system Baewert GmbH
HLV 94 Postfach 177
D-08393 Meerane
Digital pressure indicator Leutert GmbH & Co.
DPI Schillerstraße 14
D-21365 Adenhofen
Peak pressure indicator Lehmann & Michels GmbH
LEMAG-PREMET LS Marlowring 4
D-22525 Hamburg
Table 1. Electronic indicator systems
Engine diagnosis using CoCoS-EDS
CoCoS-EDS is an engine diagnosis and trend analysis system, which

evaluates the latest measuring data of the Diesel engine, on line on a PC.
It was developed by MAN B&W Diesel AG and is a component of the
CoCoS engine management system. The diagnosis system, which
furnishes the knowledge of excellent specialists, permits a permanent
diagnosis in respect of
- tubocharging, combustion and injection,
- the temperatures and pressures of air, gas, oil and water systems,
- the temperatures of components, and
- the condition of air filter, compressor, charge air cooler, turbine and
exhaust gas boiler.
EDS offers three operating levels, which are available at any time:
- monitoring,
- trend, and
- diagnosis.
Monitoring EDS uses the values of the normal alarm system and, in addition, the
measuring values of the EDS sensor box. These additional measuring
values are required for making more exact calculations and diagnoses.
They are recorded every 20 seconds and memorised every half hour. In
case of an engine stop, all data recorded during the last half an hour is
available. This is essential for analysing emergency stops.
Figure 3. CoCoS-EDS monitoring - visualising measuring data on a turbocharger
6680 3.5.2--02 E 07.99 32/40 up D 103/ 05

Taking physical and thermo-dynamic processes into consideration, EDS
converts the measuring values in such a way that the displayed values
represent the actual condition of the engine. The measuring records can
be requested in various forms of representation.
Trend The trend analysis graphically represents the registered and memorised
changes in condition. It is a very helpful method for early diagnosis of
irregularities in an engine’s operating condition.
In case of short-trend analyses, all engine operating values are memorised

in the data base at five-minute intervals. The memory depth is two weeks.
In the long-term data base, the operating data of the short-trend data base
are accumulated to daily values. The memory depth here is two years.
Figure 4. CoCoS-EDS trend - operating values are displayed over a certain period
of time
Diagnosis Every five minutes, the so-called tentative diagnosis is made, enabling
recognition and display of deviations of an operating value from its normal
value, independent from the present load point and from external
influences.
Since presently measuring sensors with long-term stability are not

available for high-pressure values, the diagnosis system provides an
indication once a week or, if necessary, at shorter intervals that an ignition
and injection pressure measurement is to be carried out. After these
values are entered, the EDS is able to make a complete diagnosis.
On request, the user is provided with the following information:

- date and time of the first striking and of the last occurrance of the
disturbance,
- the type of disturbance, and
- the cause of the disturbance.
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Figure 5. CoCoS-EDS diagnosis
The three modules provide the user with the necessary information on the
actual condition of the engine, and all the experience gained by the MAN
B&W engine developers and service engineers.
6680 3.5.2--02 E 07.99 32/40 up D 105/ 05

Load curve
during acceleration/manoeuvring 3.5.3
Power-increasing-times for diesel engines in marine applications
It is not permitted to apply load to and withdraw load from Diesel engines
as quickly as desired. Instead, allowance is to be made for
- thermal and mechanical loads,
- exhaust gas colouration, and
- the turbocharger capacity.
The shortest possible load application and load reduction for marine
propulsion engines is shown in Figure 1.
Zeit (Min.) bei vorgewärmtem Motor (Öltemperatur 40 C, Frischwassertemperatur 60 C)

Time (min) with engine at preheating temperature (oil temperature 40 C, F.W. temperature 60 C)
Figure 1. Load application curve during manoeuvring
Acceleration In the AHEAD direction, 60% of the engine output are permitted to be
applied only after 15 seconds have elapsed under emergency
manoeuvring conditions or 30 seconds resp. under normal manoeuvring
conditions. 100% engine output is not allowed to be reached earlier than
after 30 seconds or 3 minutes resp. Diagram, part 3.
6680 3.5.3--01 E 11.98 All D Eng 101/ 02

In the ASTERN direction, 15 seconds or 40 seconds resp. must elapse
before 70% of the output are reached. Higher outputs are not available
due to the propeller properties. Diagram, part 2.
Load reduction At least 15 seconds must elapse during load reduction from FULL AHEAD
to STOP, at least 10 seconds during load reduction from FULL ASTERN to
STOP. Diagram, part 1/4. In case of faster load reduction, the
turbocharger may start surging
Besides, please note ... Marine main engines in preheated condition should be operated at a
speed not exceeding approx 75% or a load not exceeding approx. 40%, if
possible. Operation at full load is admissible after the service temperatures
have been reached.
In fixing the load application and load reduction times it should be noted
that the time constants for the dynamic behaviour of the engine relative to
the prime mover and/or the vessel may be wide apart. Ratios of 1:100 are
encountered in the case of marine propulsion engines. This means that
the engine responds much faster than the ship does. Faster load
application and load reduction rates will therefore have but a minor effect
on the ship’s behaviour during manoeuvring (except, e.g. tug boats and
ferries).
Under normal manoeuvring conditions, we therefore strongly recommend

that the normal rates should be adhered to, and emergency manoeuvring
should be restricted to exceptional situations. This will decisively contribute
to trouble-free long-term operation.
In case of manned engine operation, the engine room staff is responsible

for the observation of load application requirements. For remotely
controlled engines, the loading programs for normal and emergency
manoeuvring have to be integrated in the remote control scope. Such
integration has to be agreed between the buyer, the shipyard and the
engine manufacturer.
6680 3.5.3--01 E 11.98 All D Eng 102/ 02

Part-- load operation 3.5.4
Correlations The ideal operating conditions for the engine prevail under even loading at
60% to 90% of the full-load output. All the systems have been rated for
this range and/or the maximum rating. In the idling mode, or during
low-load engine operation, combustion in the cylinders is not ideal,
because of the low quantities of fuel injected. Deposits are building up in
the combustion space, with contamination of the cylinders and negative
effects on the exhaust. Moreover, in part-load operation and during
manoeuvring of ships, the cooling water temperatures cannot be regulated
optimally high for all load conditions. However, this is a particularly
important point in heavy fuel oil operation.
Better conditions Engines are genuinely better equipped for part-load operation if
- they have special part-load cams on a shiftable camshaft and/or
- they have a two-stage charge-air cooler, the second stage of which can
be switched off for operating data improvement.
Operation on heavy fuel oil Because of the aformentioned reasons, the part-load operation (below
15% of full load) on heavy fuel oil is subjected to certain limitations. The
engine must subsequently be operated at full load or relatively high load
(>70 %) for a certain period of time so as to burn away the solids that have
deposited in the cylinders. For part-load operation which necessarily lasts
longer than for the time of operation as specified (see Figure 1), the
engine has to be switched over to Diesel fuel operation, and load has to be
applied again as soon as possible.
Operation on Diesel fuel oil For the part-load operation on Diesel fuel oil, the following rules are valid:
- A continuous operation below 15% of load is to be avoided, if possible.
If this is absolutely necessary, MAN B&W Diesel AG has to be
consulted for special arrangements (e.g. using part-load injection
nozzles).
- A no-load operation, especially with nominal speed (generator
operation) is only permitted for a maximum period of 1 ... 2 hours.
No limitations are required for loads above 15%.
6680 3.5.4--01 E 06.99 All D Eng 101/ 02

Figure 1. Time limits for low-load operation on heavy fuel oil (on the left), duration of “Relieving operation” (on the right)
Explanations Figure on the left: Time limits for low-load operation on heavy fuel oil.
Right hand figure: Necessary operation time at >70 % output after
low-load operation on heavy fuel oil. Acceleration time from low-load to
70% output not less than 15 minutes.
Example Line a At 7.5% output, max. 15 hours HFO operation permissible,

then switch over to Diesel fuel oil, or
Line b Operate the engine for approx. 1.2 hours at not less than 70%
output to burn away the deposits that have formed.
Subsequently, part-load operation on heavy fuel oil can be
continued.
6680 3.5.4--01 E 06.99 All D Eng 102/ 02

Determine the engine output and
design point 3.5.5
Preliminary remarks
The engine output is one of the most important operating parameters. It

serves as a standard for assessing the economic efficiency and reliability
of the engine but also as a reference value for judging other operating
values. Combinations of outputs and associated speeds or speeds and
associated fuel pump settings provide design points. The position of such
design points permits conclusions to be drawn on
- alterations in resistance (of the ship),
- losses, leakage, damage, and
- the efficiency of the injection system, turbocharging system and charge
renewal system.
In the case of older engines (> 30.000 hours of operation), reliable
conclusions are only possible at design points for which all three
above-mentioned parameters are known. Further relevant operating
values may have to be taken into consideration to guarantee a correct
judgement.
How to proceed
In the case of marine The effective engine output Pe cannot be easily measured on marine
propulsion engines propulsion engines. Torque measurements and conversion would be
necessary for this purpose. The indicated output Pi, on the other hand, can
be determined from indicator diagrams by planimetering. However, even
this output Pi is only useful under certain conditions because all outputs/
output limits are referred to the effective output. The values for Pe and Pi
differ by the mechanical efficiency ®PHFK of the engine.
P e
Pi ô ®mech
Since the mechanical efficiency determined during the test run is a

variable, this method of determining output is not used either. Instead, the
design point can be determined from the speed and the mean value of the
fuel pump settings, from which conclusions can be drawn on the
corresponding effective output.
In case of Diesel generator sets The effective engine output for generator sets can be determined relatively
precisely from the effective generator output Pw, which is measured
continually, and from the generator efficency ®gen, which varies but slightly
within the usual operating range. This method, however, does not permit
any judgement to be made of changes that may occur on the engine or
generator. As an alternative or additional method, design points can be
determined as outlined above, and the results obtained can be compared.
Preliminaries
The mean value of fuel settings plotted over the output is recorded during
the engine works trials and included as a curve in the acceptance
6680 3.5.5--01 E 06.99 32/40 upw 101/ 05

certificate, both for marine and stationary engines. In the case of marine
engines, this data is also entered on an additional sheet together with
three propeller curves. The diagram corresponds to Figure 1 and/or the
form sheet shown in Figure 2.
This information permits the engine output to be determined and an

assessment to be made of the design points. It is necessary for this
purpose that in the case of marine propulsion engines the engine speeds
and fuel pump settings are recorded simultaneously and exactly during
sea trials and immediately afterwards with the ship loaded. This should be
done at varying engine outputs, under normal operating and climatic
conditions, and with the fuel intended to be used for continous operation.
In the case of ships equipped with controllable-pitch propellers, it must be
ensured that the propeller pitch is the same. The design points determined
this way are also to be entered in the form. They serve as reference
values for assessing parameters determined later on. Intermediate values
have to be interpolated in accordance with the diagram contained in the
acceptance certificate.
For stationary engines, only the fuel pump settings of the acceptance
certificate are to be copied into the form sheet.
Important! Diesel fuel oil (MDF) is used for the engine trials as a
rule. In HFO operation, pump settings are 3-4% lower.
Determine the design point and the engine output
Example (marine propulsion Determining the design point and the engine output are to be carried out
engine) using the example shown in Figure 1, where:
Engine type XY,

Rated output 6200 kW,
Rated speed 450 1/min.
Steps Steps required:

- Measure the speed and the fuel pump setting. The following have been
determined:
Speed 432 1/min,
Pump setting 59 mm.
- Convert the measured speed value into a percentage of the rated
speed, which in this case would be 96%.
- Look up the 96% speed point on the speed coordinate and project it
vertically upwards.
- Determine the admission value of 59 mm on the fuel admission scale,
and project it parallel to the closest admission line (arrow) up to the
speed line. Point of intersection = design point A.
- Draw a horizontal through the intersection A up to the output coordinate
and determine the value, which will be 86%.
- Determine the corresponding engine output.
86 x 6200 kW/100 = 5330 kW.
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Figure 1. Diagram for determining the design point and engine output
Preliminary remarks Diagram prepared as required, characteristic design points added,

matched to the usual fuel oil.
Generator sets The method can be applied to generator sets in the same way. Design
points are in this case only found on the 100% speed line, or close to it.
Evaluation of results
The design point that has been determined is to be within the admissible
service range - for marine propulsion engines, with a new vessel and new
engine, to the right of the theoretical propeller curve.
The design of the propulsion system is in order if admission settings are

as follows, with the system new and at rated speed:
Fixed-pitch propeller 85 -- 90%,

Controllable-pitch propeller 85 -- 100%,
Diesel generator sets 100%.
Refer to Section 3.4 - Permitted outputs and speeds.
The shifting of design points towards the left, with the other basic
conditions being the same, is attributable to the increased resistance of
6680 3.5.5--01 E 06.99 32/40 upw 103/ 05

the ship’s hull, propeller modifications (larger diameter, increased pitch) or
propeller defects.
Shifting of design points in an upward direction (higher pump rack settings)

is attributable to lighter fuels, higher preheating temperatures, functional
inadequacies or wear in the injection system, or functional inadequacies in
the turbocharging/charge renewal systems. Provided normal fuels are
used and the heating and cleaning equipment is in order, the wear on
injection pump plungers and barrels will only become apparent after
prolonged times of operation ( 30.000 operating hours).
Since there are numerous potential influencing factors, whose effects

connot be easily determined, we recommend that in case of doubt you
contact your local service center or the main service location of MAN B&W
Diesel AG, Augsburg.
Economical efficient outputs and speeds
The usual test run/commissioning programme of marine main engines not

only includes the determination of engine speeds and fuel pumps settings
as described in the passage “Preparatory work”, but also the speeds that
are reached and the corresponding fuel consumption rates. The set of
data:
- engine speed/admisson setting,
- ship’s speed, and
- fuel oil consumption
are necessary for taking operational/economic decisions. Based on this
data, reliable answers can be given to questions such as
- what amount of fuel is needed if the distance A is desired to be
travelled at the speed B, or
- at what speed (economic speed) will the greatest cruising range be
covered for a given amount of fuel.
Figure 2. Form sheet for determining the design point and engine output (on the next page)
6680 3.5.5--01 E 06.99 32/40 upw 104/ 05

6680 3.5.5--01 E 06.99 32/40 upw 105/ 05
Engine operation at reduced speed 3.5.6
Changing operating conditions
Marine propulsion systems are subjected to external influences that may

lead to a shifting of operating points. Causes for a shifting of operating
points and/or of the propeller curve/propeller map towards the left, in the
direction of lower speeds, include
- increased drive resistances, or
- increased ship’s resistances,
due to marine growth and increasing roughness, inappropriate propeller
layout, propeller modifications (larger diameter/increased pitch) or
propeller defects.
Limits of operation at reduced speed under full torque
Under these conditions, the engine will still reach the full torque but no
longer the full speed -- at least not with the admissible rated output.
Operation of the engine under these conditions of reduced speed/
fuel-limited speed is limited as follows:
Admissible speed Corresponding

Application reduction 1) rated output
(blocked)
Marine main engine driving ---- 100%
a controllable-pitch propeller
Marine main engine driving $ 10% 100%
a fixed-pitch propeller
Suction dredger equipped
with $ 30% 90%
engines 20/27, 25/30 $ 30% 100%
engines 32/40 - 58/64
Fishing boats/tugs with
engines 20/27 - 32/40
$ 20% 100%
1) These values only serve for guidance. Conclusive for engine operation are the values fixed
by agreement between the buyer, the shipyard/projecting office and the engine supplier.
Table 1. Maximum admissible speed reduction at full torque
Operations with an even higher reduction of speed at full torque is not

admissible
- because of the decreasing excess combustion air ratio (tendency of
contamination/coking of components contacted by gas),
- because of the rising component temperatures endangering vital
components (exhaust valves, cylinder heads, piston etc.), and
- because of the danger that the surging limit of the compressor is
reached as a result of turbocharger fouling.
With due regard to the fact that continuous operation at reduced speed
under full torque is not only unfavourable for the engine but also results in
6680 3.5.6--01 E 06.99 32/40 up D 101/ 02

reduced ship’s speeds, it must by all means be attempted to eliminate or
reduce avoidable resistances. Most promising are counter measures
against the above-mentioned resistances.
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Equipment for optimising the engine
to special operating conditions 3.5.7
Overview
MAN B&W four-stroke engines and turbochargers have been designed

specifically to yield optimum results, e.g. in terms of fuel oil consumption
and emission behaviour at normal service output. Nevertheless, certain
operating situations can better be coped with using supplementary or
alternative equipment.
Table 1 lists the equipment for adapting the engine to special operating
conditions/for optimising the operating performance. It also lists the
preferred fields of application. This table is intended to provide you with a
summary of the existing possibilities and their object.
Equipment/measure Object/load Propeller Generator

condition
Blow off charge air Full load x x
Bypass charge air Part load x
Raise charge air temperature Part load x x
(two-stage charge air cooler)
Control the charge air Part load/ x x
temperature Full load
(CHATCO)
Blow off exhaust gas Full load x x
(waste gate)
Accelerate turbocharger Manoeuvring x x
(jet assist) Load
application
Adjust the valve timing Part load/ x x
(32/40 engine only) Full load
Adjust injection timing Part load/ x x
Full load
Table 1. Equipment for optimising the operating performance.
x = availability
Brief descriptions
Charge air blow-off device When engines are operated at full load at low intake temperature, the high
air density involves the danger of excessive charge air pressure leading to
an inadmissibly high ignition pressure. In order to avoid such conditions,
the excessive charge air is withdrawn upstream or downstream of the
charge air cooler and blown off into the engine room. This is achieved by
means of an electro-pneumatically controlled or spring-loaded throttle flap.
See Section 2.4.1 and 3.5.12.
Charge air bypass device The charge air pipe is connected to the exhaust pipe via a reduced
diameter pipe and a bypass flap. The flap is closed in normal operation.
During propeller operation between 25 and 60% load, the volume of air
which is available for the engine is relatively small and the charge air
pressure is relatively low. To increase the air volume that is available for
6680 3.5.7--02 E 06.99 32/40 up D 101/ 02

the engine under these conditions, charge air is blown into the exhaust
pipe. For this purpose, the bypass flap is opened. The resultant pressure
increase in the exhaust pipe leads to a higher turbine output and,
consequently, to a higher charge air pressure.
The throttle flap is controlled by a pneumatic actuator cylinder, as a

function of the engine speed and fuel pump admission setting. Please
refer to Sections 2.4.1 and 3.5.8.
Device for raising the High air temperatures during part-load operation contribute to improved
charge air temperature combustion and, consequently, reduced exhaust gas discoloration. This
(two-stage charge air cooler) condition can be achieved if a two-stage charge air cooler is used and the
charge air is heated by means of the low-temperature (LT) stage during
part-load operation (20 to 60% load).
Control of the charge air The charge air temperature control CHATCO reduces the amount of
temperature (CHATCO) condensed water that accumulates during engine operation under tropical
conditions. In this connection, the charge air temperature is kept constant
up to a certain intake temperature. If this value is exceeded, the charge air
temperature is constantly raised. Please refer to Section 2.4.7.
Device for accelerating the This equipment is used where special demands exist regarding fast
turbocharger (jet assist) acceleration and/or load application. In such cases, compressed air is
drawn from the starting air vessels and reduced to a pressure of approx.
4 bar before being passed into the compressor casing of the turbocharger
to be admitted to the compressor wheel via inclined bored passages. In
this way, additional air is supplied to the compressor which in turn is
accelerated, thereby increasing the charge air pressure. Operation of the
accelerating system is initiated by a control, and limited to a fixed load
range. Please refer to the figure in Section 2.4.1.
Device for blowing off the By blowing off exhaust gas upstream of the turbine and returning it to the
exhaust gas (waste gate) exhaust pipe downstream of the turbine, an exhaust gas pressure
reduction on the turbocharger and/or a drop in turbine speed at full load is
effected. This measure is necessary if the turbocharger has been
designed for optimised part load operation. See section 3.5.11.
Device for adjusting the valve Two twin cams per cylinder are arranged on the camshaft. In each case,
timing (for 32/40 engines only) the cam track on the coupling side is in mesh under full-load conditions.
During operation, the camshaft is shifted by a hydro-pneumatic control
system (similar to reversible engines).
This equipment enables the timing, i.e. the valve overlap, to be adapted to
the prevailing load. As a result, the charge renewal is optimised and the
engine operating data is improved during part-load operation. For details,
please refer to Section 2.4.5.
Device for adjusting the injection Adjustment on the 32/40 engine is achieved by means of a camshaft that
timing permits adjustment relative to the direction of rotation using a turning,
axially moving and helically toothed bushing which is in mesh with the
toothing provided on the camshaft. A shifting of the bush causes the
camshaft to be turned, whereby the injection timing is changed. For
details, please refer to Section 2.4.5.
On the engine types 40/54, 48/60 and 58/64, adjustment if effected by

shifting the cam followers provided between the cam track and the fuel
pump cylinder, or by turning the eccentric shaft carrying these cam
followers. For details, please refer to Section 2.4.5. The above-described
facilities allow the ignition pressure and the fuel consumption to be
influenced by effecting a shifting in the direction of “advanced ignition”.
Shifting in the direction of “retarded ignition” helps reduce NOX emissions.
6680 3.5.7--02 E 06.99 32/40 up D 102/ 02

Bypassing of charge air 3.5.8
Technical layout
This equipment for the bypassing of charge air essentially consists of the
connection between the charge air pipe (1) and the exhaust pipe (8), the
throttle flap (4) and the associated electropneumatic control.
1 Charge air pipe

2 Diaphragm
3 Interconnecting pipe
4 Throttle flap,
pneumatically operated
5 Lift limiting screw
6 Electro-pneumatic
4/2-way valve (M392)
7 Compensator
8 Exhaust pipe
9 Lever for manual
switch-over
10 Shaft end, slotted
(emergency operation)
Figure 1. Equipment for charge air bypassing (schematic representation)
The rate of air flow through the interconnecting pipe can be limited by a
diaphragm (2). The throttle flap is pneumatically operated. The end
positions of the power cylinders can be fixed by adjusting screws (5). The
compensator (7) serves to absorb deformations/displacements in the
interconnecting pipe.
Functional description
The supply of air to the pneumatic drive is controlled by the 4/2-way valve
(6) and its solenoid valve. The passage 1 - 2 to open the flap is cleared
when the solenoid valve is energised. The valve is switched over to
passage 1 - 3 for closing the flap when the valve is de-energised. The
switching condition of the solenoid valve (energised) is determined by the
following conditions:
- engine speed > 60 ... < 85%*,
- pump rack setting > 25 ... < 65%*,
- engine is not started/engine is not connected (stable load condition).
* The upper limit depends on the engine size and number of cylinders (up to 95 or 75% respectively)
6680 3.5.8--01 E 06.99 32/40 up D 101/ 03

To ensure these conditions and for the electric control of the solenoid
valve, there is a speed transmitter/speed relay and a split cam in the
control stand. This cam effects the pump rack setting (40/54 to 58/64
engines). On the 32/40 engine, pump rack settings are generated by a unit
evaluating the analog signals of the remotely operating admission
transmitter. This equipment restricts bypassing to an output/speed range
as shown in Figure 2.
1 Range for bypassing of 3 Theoretical propeller

charge air curve
2 Limit of maximum
admissible operating
range
Figure 2. Output/speed range for the bypassing of charge air (example, valid for
fixed-pitch propeller drive)
The bypassing of charge air into the exhaust pipe causes the charge air
pressure and specific air/exhaust gas volume to be increased, and the
exhaust gas temperature upstream and downstream of the turbine to be
reduced.
Setting
The settings of all elements are fixed during the engine test run and/or
during sea trials/commissioning. They must not be changed during the
warranty period without the approval of MAN B&W Diesel AG.
6680 3.5.8--01 E 06.99 32/40 up D 102/ 03

Emergency operation
If necessary, the 4/2-way valve can be switched over by hand using the
lever (9) on the underside of the valve. The throttle flap can be turned
through the slot provided in the shaft end (10). See Figure 3.
9 Lever for
4/2-way valve
10 Slotted shaft end
Figure 3. Actuation of the 4/2-way valve and the throttle flap in case of emergency
6680 3.5.8--01 E 06.99 32/40 up D 103/ 03

Condensed water in charge air pipes
and pressure vessels 3.5.9
Background
Air contains finely dispersed water in the form of steam. Some of this
water condenses out as the air is compressed and cooled by the
turbocharger and charge air cooler, and this also happens with the
compressed air in air vessels. Condensation increases as
- the air temperature rises,
- the air humidity rises,
- the charge air pressure rises, and
- the charge air temperature drops.
Up to 1000 kg of water per hour can accumulate under certain conditions,
and on large engines, in the charge air pipe downstream of the charge air
cooler. This is due to the large volume of air and the relatively high charge
air pressures.
The amount of water accumulating in air vessels is much less, hardly in

excess of 5 kg per charge.
The amount of condensed water should be reduced as far as possible.

Water must not enter the engine.
▲ Attention! Water draining of the charge air pipe must work

properly. Water should be drained from the air vessels after filling
and before the air is used.
Nomogram to determine the amount of condensed water
Using the nomogram in Figure 1, the amount of water can be determined

which condenses in the air pipe or in a pressure vessel as the air is
compressed and cooled. The principle of this method is described by two
examples which follow.
6680 3.5.9--01 E 11.98 32/40 upw 101/ 03

Figure 1. Nomogram for determining the amount of condensed water in charge air pipes and pressure vessels
Example 1 -- Determine the amount of water accumulating in the charge air pipe
1st step Ambient air temperature 35 C,

Relative air humidity 90%.
The corresponding point of intersection in the diagram is the point I, i.e.
the original water concentration is 0.033 kg of water/kg of air.
2nd step Charge air temperature

downstream of cooler 50 C,
Charge air pressure (overpressure) 2.6 bar.
The resultant point of intersection in the diagram is point II, i.e.
the reduced water content 0.021 kg of water/kg of air.
3rd step The difference between I and II is the condensed water amount A.
A
I II
0.033 0.021
0.012 kg of water/kg of air.
6680 3.5.9--01 E 11.98 32/40 upw 102/ 03

4th step Multiplied by the engine output and the specific rate of air flow, the amount
of water accumulating in one hour, QA is obtained.
Engine output P 12,400 kW,

specific air flow rate le* 7.1 kg/kWh.
Q A
A ô P ô le
0.012 ô 12, 400 ô 7.1
1.055 kg water/h
1 t water/h.
Example 2 -- Determine the amount of water condensing in the compressed air vessel
1st step Ambient air temperature 35 C,

Relative air humidity 90%.
The resultant point of intersection in the diagram is point I, i.e.
the original water content 0.033 kg of water/kg of air.
2nd step Temperature T of the air in the vessel 40 C = 313 K,

Pressure in the vessel (overpressure) pü 30 bar, entsprechend
absolute pressure Pabs 31 bar or 31 ô 10 5 Nm2.
The resultant point of intersection in the diagram is point III, i.e.
the reduced water content is 0.0015 kg of water/kg of air.
3rd step The difference between I and III is the condensed water amount B.
B
I III
0.033 0.0015
0.0315 kg of water/kg of air.
4th step Multiplied by the air volume m in the vessel, the amount of water, QB, is
obtained which accumulates as the pressure vessel is filled.
Q B
B ô m.
m is calculated as follows:
pôV
m
.
RôT
Legend
Absolute pressure in the vessel, pabs 31 ô 10 5 Nm2,
volume V of the pressure vessel 4000 dm3 = 4 m3,
gas constant R for air 287 Nm/kgôK,
temperature T of the air in the vessel 40 C = 313 K.
m
31 ô 10 ô 4
5
138 kg of air.
287 ô 313
Final result
Q B
B ô m
0.0315 ô 138 kg
4.35 kg of water.
* The specific air flow rate depends on the engine type and engine loading. To obtain a rough estimate of the condensed water volume, the
following approximate values can be used:
Four-stroke engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 7.0 ... 7.5 kg/kWh,

Two-stroke engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . approx. 9.5 kg/kWh.
6680 3.5.9--01 E 11.98 32/40 upw 103/ 03

Load application 3.5.10
Isolated operation
Application of load dependent Large applications of load, such as occur in a ship’s auxiliary engine in the
on medium pressure ship network or in stationary engines in isolated operation, cannot be dealt
with in one step. According to the International Association of
Classification Societies (IACS) and the internationally valid standard ISO
8528-5, applications of load must be carried out in stages. See Figure 1.
The number of stages and their level depend on the effective medium
pressure of the engine.
1 1. Stage
2 2. Stage
3 3. Stage
Pe Application of load as a
% of continuous power
pe medium effective
pressure in continuous
power
Figure 1. Application of load in stages according to IACS and ISO 8528-5
For the 32/40, 40/54, 48/60 and 58/64 engines with medium pressures
between 21.9 ... 24.9 bar, the following load stages apply:
1. Stage 33%,
2. Stage 23%,
3. Stage 18%,
4. Stage 26%.
Larger load stages can possibly be achieved using special layouts. These
will require the written agreement of MAN B&W Diesel AG.
Application of load dependent The diagram in Figure 2 applies for applications of load based on the
on the actual power current value.
6680 3.5.10--01 E 01.98 32/40 upw 101/ 02

1 Maximum application
of load
2 Usable in short term
3 Not usable
(control reserve)
Pe C Application of load
Pe Constant load
Reference pressure pe =
24.8 bar
Figure 2. Application of load dependent on the current power
In keeping to this maximum load connection rate, the demands of the

classification associations can be safely fulfilled. These are (at 11/97):
the dynamic speed onset as a % of the nominal speed $ 10%,

the remaining speed change as a % of the nominal speed $ 5%,
the settling time until intake to tolerance band +/-- 1%
of the nominal speed $ 5 sec.
Load shedding Even at load shedding of up to 100% of the nominal power, the following
can be guaranteed:
Dynamic speed change as a % of the nominal speed $ 10%,

remaining speed change as a % of the nominal speed $ 5%.
Details of the connecting of load and load shedding must be agreed with
MAN B&W Diesel AG in the planning stage. They require approval.
Parallel network mode
In parallel mode with engines using other high power current generators,
basic jumps in load do not occur. The course of engine loading is not
determined here through external influences but through its own
measurements. The loading/unloading of the engine are controlled by the
regulations in section 3.5.3.
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Exhaust gas blow-- off 3.5.11
Technical layout
The device for blowing off the exhaust gas essentially consists of the
connection between the exhaust pipe upstream of the turbocharger (11)
and the exhaust pipe downstream of the turbocharger (9), the blow-off flap
(1) and its electro-pneumatic control.
1 Blow-off flap with 8 Blow-off pipe C Control air 8 bar

pneumatic drive 9 Exhaust pipe G Fresh air
2 Intake silencer downstream of H Charge air
3 Turbocharger turbocharger J Exhaust gas downstream
4 Compressor 10 Compensator of engine
5 Turbine 11 Exhaust pipe upstream of P Exhaust gas downstream
6 Double diffuser turbocharger of turbocharger
7 Deflection casing M367 Electro-pneumatic
5/2-way valve
Figure 1. Device for blowing off exhaust gas (schematic representation)
6680 3.5.11--01 E 06.99 32/40 upw 101/ 03

Brief description
Depending on the turbocharger design, especially in case of part-load

oriented use, turbocharger overspeed may occur in the upper load range.
In order to prevent this, exhaust gas is taken from the exhaust pipe
upstream of the turbocharger and led via a bypass pipe directly into the
chimney or to the exhaust gas boiler plant. This way, an exhaust gas
pressure reduction is reached and thus a turbine speed decrease during
full load. If required, the bypass pipe (blow-off pipe) is opened and/or
closed by means of an electro-pneumatically controlled flap.
1 Blow-off flap with

pneumatic drive
8 Blow-off pipe
9 Exhaust pipe
downstream of
turbocharger
12 Exhaust pipe with
covering
(upstream of
turbocharger)
Figure 2. Arrangement of the exhaust gas blow-off pipe (illustration shows the
V 48/60 engine type)

pneumatic drive
8 Blow-off pipe
Figure 3. Arrangement of the exhaust gas blow-off pipe (illustration shows the
V 48/60 engine type)
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Operating principle
The air supply to the pneumatic drive of the flap is controlled by the
5/2-way solenoid valve (M367). The way 1 - 4 for opening the flap is clear
when the solenoid valve is excited. In de-excited condition, the way 1 - 2
for closing the flap is clear.
The turbocharger speed serves as a criterion for the activation of the

blow-off flap. In case the speed governor fails, the activation is effected as
a function of the fuel admission. If the turbocharger speed or the fuel
admission are in the critical range, the active flap position is maintained in
order to prevent constant switching-over (hysteresis) of the blow-off flap.
In case the actual value in turn exceeds and/or falls below the limit value,
the flap control causes switching over of the blow-off flap.
6680 3.5.11--01 E 06.99 32/40 upw 103/ 03

Charge air blow-- off 3.5.12
Technical layout
The device for blowing off the charge air essentially consists of the
blow-off pipe on the charge air cooler, the blow-off flap (1) and its
electro-pneumatic control.
1 Blow-off flap with 8 Charge air pipe

pneumatic drive 9 Exhaust pipe
2 Intake silencer downstream of C Control air 8 bar
3 Turbocharger turbocharger G Intake air
4 Compressor 10 Compensator H Charge air
5 Turbine 12 Charge air cooler J Exhaust gas downstream
6 Double diffuser 13 Blow-off pipe of engine
7 Deflection casing M367 Electro-pneumatic P Exhaust gas downstream
5/2-way valve of turbocharger
R Blown-off charge air
Figure 1. Device for blowing off charge air (schematic representation)
6680 3.5.12--01 E 07.99 32/40 up D 101/ 02

Brief description
Depending on the operating or climatic conditions prevailing at the place of

use, an excessive charge air pressure may occur in case of low intake air
temperatures. This requires a controlled pressure reduction by removing
charge air from the charge air pipe via a flap. The blow-off pipe is opened
or closed by means of an electro-pneumaticaly controlled flap, if
necessary.
Depending on the prevailing climatic conditions at the place of use, one

distinguishes between the one-stage and the two-stage blow-off device:
- The one-stage blow-off device is used if the expected intake air
temperatures are below +5 C but not lower than --15 C.
- The two-stage blow-off device is used if the expected intake air
temperatures are below -- 15 C.
Operating principle
The air supply to the pneumatic drive of the flap is controlled by the
5/2-way solenoid valve (M367). The way 1 - 4 for opening the flap is clear
when the solenoid valve is excited. In de-excited condition, the way 1 - 2
for closing the flap is clear.
The admission serves as a criterion for the activation of the blow-off flap.
If the admission is lower than the limit value, the blow-off flap is closed. In
case the admission is higher and the intake air temperature is lower than
the limit values, the flap control causes the blow-off flap to be opened.

pneumatic drive
8 Charge air pipe
9 Exhaust pipe
downstream of
turbocharger
12 Charge air cooler
13 Blow-off pipe
Figure 2. Arrangement of the charge air blow-off pipe (illustration shows V 48/60
engine type)
6680 3.5.12--01 E 07.99 32/40 up D 102/ 02

Engine operation III -
Operating faults 3.6
3.1 Prerequisites
3.3 Operating media
6682 3.6--01 E 11.97 101/ 01

Faults/Deficiencies
and their causes (Trouble Shooting) 3.6.1
Explanatory remarks
Trouble shooting with the aid of Tables 1--3 contain a number of potential operating faults and their
Tables 1--3 possible causes. They are intended to contribute to reliable fault diagnosis
and efficient elimination of their causes.
Break--down The faults were subdivided into three categories:

- Engine start/engine operation,
- operating values, and
- other problems.
In most cases, the sources/causes of faults cannot be definitely traced in
the first step. There will be several possible causes as a rule. The most
probable one is to be found, making due allowance for
- the appearance,
- the temporal and physical facts, and
- the personal, empirical know--how.
“Info” and “Code” columns The “info“ column contains references to text passages of the operating
instruction manual and to work cards. The code numbers given in the
“code“ column permit the table to be also used under the motto “What
happens if ...”.
Example The code number 15, for example, appears at three different points in the
tables (marked by -). The meaning behind it: Supposed the injection
timing is too far in the “late“ direction, the following possible effects must
be expected:
- The engine does not reach the full output/speed,
- the exhaust gas temperatures are excessive, and
- the exhaust plume is visible, of dark colour.
Trouble shooting on the To be noted: The operating instruction manual for the turbocharger
turbocharger contains its own table for trouble shooting.
Order of entries The order of entries does not permit to draw conclusions on the probability
of causes. The order rather follows the principle: Causes related to
engine operating media and operating media systems in the first place,
followed by engine, turbocharger, and possibly ship.
6680 3.6.1--02 E 06.99 32/40 up D 101/ 09

Trouble shooting “Engine start/engine operation”
Fault/system Causes Info Code
Crankshaft does not turn on start, turns too slowly, or swings back
Compressed air system Pressure in the compressed air vessel too low 01
Main starting valve defective 162.xx 02
Starting valve defective 161.xx 03
Starting air pilot valve defective 160.xx 05
Control and monitoring Fault in the pneumatic or electronic control system 63
system
Remote starting interlocked 83
Turning gear Turning gear not completely disengaged 79
Engine reaches ignition speed but there is no ignition

Fuel Fuel quality inadequate 3.3 09
Fuel oil system Fuel tank empty 06
Fuel system not vented 07
Injection pumps do not deliver fuel 2.4, 200.xx 08
Fuel pressure at entry into injection pump too low, 2.4, 2.5 12
supply pump defective
Fuel oil filter clogged 13
Injection pump/IP drive Excessive clearance between injection pump plunger 2.5, 200.xx 16
and barrel
Speed governing system Speed governor/booster defective/faulty/misadjusted 140.xx 56
Pick--up defective (32/40 engine) 140.xx, 400.xx 78
Control and monitoring Fuel admission release missing/too low 65
system
Fault in the pneumatic or electronic control system 63
Cylinders firing irregularly

Water in the fuel 3.3, 000.05 10
Fuel system Fuel system not vented 07
Injection valve Injection valves defective 221.xx 20
Inlet/exhaust valves Inlet or exhaust valves sticking, valve spring broken, 113.xx, 114.xx 26
valves not tight
Engine does not reach full output or speed

Water in the fuel 3.3, 000.05 10
Fuel oil viscosity too low, fuel overheated 3.3 66
6680 3.6.1--02 E 06.99 32/40 up D 102/ 09

Injection time adjustment Injection timing too late (only engines having 2.4, 200.xx 15 -
automatic injection time adjustment) 120.xx (32/40),
112.xx (40/45 ...
58/64)
Injection pump/IP drive Excessive clearance between injection pump plunger 2.5, 200.xx 16
and barrel
Injection pump plunger sticking, spring broken 200.xx 17
Control rod, sleeve or pump element getting stuck 200.xx 18
Pressure valve in the injection pump not tight 200.xx 19
Injection valves Injection valves defective 221.xx 20
Nozzle orifices or injection pipes clogged 221.xx 21
Governor/control linkage Governor/booster defective/faulty/misadjusted 140.xx 56
Governor or linkage setting spoiled 2.4, 140.xx 22
Linkage sluggish or stuck 203.xx 23
Inlet and exhaust valves Inlet or exhaust valves sticking, valve spring broken, 113.xx, 114.xx 26
valves not tight
Control and monitoring Fuel admission release missing/too low 65
system
Speed release too low 89
Turbocharge Turbocharger fouled or defective 500.xx 49
Ship Marine propulsion engines: Propeller damaged, or 45
marine growth on hull
Irregular engine operation, knocking

Fuel pressure at entry into injection pumps too low, 2.4, 2.5 12
Engine Engine or some of the cylinders severely overloaded 2.5, 3.5 25
Injection time adjustment Injection timing too early (only engines with automatic 2.4, 200.xx 14
injection time adjustment) 120.xx (32/40),
112.xx (40/45 ...
58/64)
Injection pump/IP drive Injection pump plunger sticking, spring broken 200.xx 17
Injection and exhaust valves Injection or exhaust valves sticking, valve spring 113.xx, 114.xx 26
broken, valves not tight
Excessive valve clearance 113.xx, 114.xx 90
Engine speed fluctuates

Fuel Air in the fuel 75
Fuel system Fuel pressure at entry into injection pump too low, 2.4, 2.5 12
Governor/control linkage Governor setting spoiled, control linkage worn out 2.4, 140.xx 22
Governor/booster defective/faulty/misadjusted 140.xx 56
Pick--up defective (32/40 engine) 140.xx, 400.xx 78
Injection pump/IP drive Control rod, sleeve or pump element getting stuck 200.xx 18
Control and monitoring sy- Speed set value instable (air leakage/electrical signal) 58
stem
6680 3.6.1--02 E 06.99 32/40 up D 103/ 09

Engine speed drops, engine stops

Fuel Water in the fuel 3.3, 000.05 10
Fuel system Fuel tank empty 06
Governor/control linkage Speed set value missing 59
Control and monitoring sy- Shut--down initiated 2.4, 203.xx 24
stem
Overspeed protection tripped

Governor/control linkage Governor/booster defective/faulty/misadjusted 140.xx 56
Governor -- wrong “dynamic“ setting 140.xx 57
Control and monitoring sy- Overspeed relay defective 85
stem
Exhaust plume contains soot, dark smoke

Charge--air system Charge air too cold 2.5 73
Charge--air cooler fouled (excessive differential 2.5, 322.xx 53
pressure)
Injection time adjustment Injection timing too late (only engines having 2.4, 200.xx 15 -
112.xx (40/45 ...
58/64)
Injection pump/IP drive Fuel injection pump, baffle screws worn 200.xx 69
Injection valves Injection valve defective 221.xx 20
valves not tight
Control and monitoring sy- Fuel admission setting too high (marine main engines 64
stem -- in manoeuvring mode only)
Turbocharger Turbocharger fouled or defective 500.xx 49
Air intake filter clogged (air starvation) 91
Exhaust plume is blue smoke

Fuel Water in the fuel 3.3, 000.05 10
Lube oil system Oil level in the sump too high (wet oil sump) 34
Piston/piston rings Piston ring clearance or gap excessive 2.5, 034.xx 28
Piston rings stuck or broken 034.xx 32
Turbocharger Turbocharger overlubricated 500.xx 92
Noise coming from the valve or injection pump gear (noise depending on speed)
Follower defective, or spring broken 111.xx, 200.xx 46
valve not tight
Excessive valve clearance 113.xx, 114.xx 90
6680 3.6.1--02 E 06.99 32/40 up D 104/ 09

Smoke issuing from crankcase/crankcase vent, hollow- sounding noise coming from the crankcase
Lube oil Oil contains too much water 3.3, 000.05 81
Engine Crankcase vent blocked 93
Piston/piston rings Piston rings stuck or broken 034.xx 32
Running gear/crankshaft Piston or bearing runs hot or starts seizing 2.4, 3.5 31
Oil mist detector tripped

Oil mist detector Sensitivity wrongly set 76
Condensed water in the measuring unit (if engine 77
room ventilators blow cold air against the detector)
Lube oil Lube oil contains too much water 3.3, 000.05 81
Piston/piston rings Piston ring clearance or gap excessive 2.5, 034.xx 28
Running gear/crankshaft Piston or bearing runs hot or starts seizing 2.4, 3.5 31
Tabelle 1. Faults and their causes/trouble shooting -- Part 1 -- “Engine start/engine operation”
6680 3.6.1--02 E 06.99 32/40 up D 105/ 09

Trouble shooting “Operating values”
Fault Causes Info Code
Cooling water temperature too high

Cooling water system (HT Lack of cooling water, or air in the cooling water 42
system) system
Cooling water spaces and/or coolers fouled 000.08 43
Cooling water pump defective 44
Temperature controller defective 47
Preheating system operating 87
Control and monitoring Indicating instrument or connecting line defective 39
system
Cooling water pressure too low

Cooling water system (HT Cooling water level in the storage tank too low 70
system)
Leakage in the system 71
Pipes clogged, fittings blocked 74
Stand--by pump not started 82
system
Pressure switch/transducer defective 61
Lube oil temperature too high

Cooling water system Lack of cooling water or air in the CW system 42
(recooling system)
Preheating system operating 87
system
Lube oil pressure too low

Lube oil system Lack of oil in the service tank 35
Overpressure valve of lube oil pump, spring broken 36
Pressure control valve defective 60
Lube oil pipes not tight 37
Lube oil pipe clogged 80
Lube oil filter clogged 38
Lube oil pump defective 41
Stand--by pump not started 82
system
Pressure switch/transducer defective 61
6680 3.6.1--02 E 06.99 32/40 up D 106/ 09

Exhaust gas temperature (deviation from level or change of mean value)

Fuel system Fuel oil pressure at entry into injection pump too low, 2.4, 2.5 12
Charge--air system Charge--air temperature too high, charge--air pressure 2.5 48
too low
Fault in the bypassing system 62
Injection time adjustment Injection timing too late (only engines having automa- 2.4, 200.xx 15 -
tic injection time adjustment) 120.xx (32/40),
112.xx (40/45 ...
58/64)
Injection pump Fuel injection pump -- wrong setting 67
Fuel injection pump defective 68
Cylinder head Cylinder head -- inlet duct fouled 055.xx 88
valves not tight
Control and monitoring sy- Indicating instrument or connecting line defective 39
stem
Temperature sensor defective 84
Cabling/connections defective/inadequate 86
Turbocharger Turbocharger fouled or defective 500.xx 49
Ship Marine propulsion engines: propeller damaged, or 45
marine growth on hull
Charge- air temperature too high

Air intake system/charge--air Temperature of air taken in too high 2.5 50
system
Cooling water system (LT Lack of cooling water, or air in the CW system 42
system)
stem
Temperature sensor defective 84
Cabling/connections defective/inadequate 86
Charge- air pressure too low

Air intake system/charge--air Temperature of air taken in too high 2.5 50
system
Charge--air cooler fouled (excessive differential 2.5, 322.xx 53
pressure)
Leakage on the air and exhaust gas sides 52
Exhaust gas system Exhaust gas back pressure too high (exhaust gas 2.5 54
boiler fouled)
Injection time adjustment Injection timing too early (only engines having 2.4, 200.xx 14
112.xx (40/45 ...
58/64)
stem
Turbocharger Air filter, compressor/turbine sides of turbocharger 500.xx 51
fouled/damaged
6680 3.6.1--02 E 06.99 32/40 up D 107/ 09

Main bearings - Temperature too high

Main bearing Bearing damaged, lubrication faulty 021.xx 72
Engine Alignment/foundation faulty 000.09, 012.xx 95
Control and monitoring Temperature sensor defective 84
system
Cabling/connections defective 86
Tabelle 2. Faults and their causes/trouble shooting -- Part 2 -- “Operating values”
6680 3.6.1--02 E 06.99 32/40 up D 108/ 09

Trouble shooting “Other problems”
Linkage of injection pumps sluggish/blocked

Governor/linkage Governor or linkage setting spoiled 2.4, 140.xx 22
Control and monitoring Shut--down device triggered 2.4, 203.xx 24
system
Injection pump delivery erratic

Fuel Fuel viscosity too low, fuel overheated 3.3 66
Fuel too cold, solidified in the pipes (HFO) 3.3 11
Fuel oil pressure at entry into injection pump too low, 2.4, 2.5 12
Pressure valve in the injection pump not tight 200.xx 19
Control rod, sleeve or pump element sticking 200.xx 18
Starting- air pipe at entry into cylinder head becoming hot

Cylinder head Starting air valve not tight 161.xx 04
Safety valve in the cylinder head blowing off

Cylinder head Safety valve, spring broken 057.xx 27
Injection time adjustment Injection timing too early (only engines having 2.4, 120.xx, 14
automatic injection time adjustment) 200.xx
Tabelle 3. Faults and their causes/trouble shooting -- Part 3 -- “Other problems”
6680 3.6.1--02 E 06.99 32/40 up D 109/ 09

Emergency operation
with one cylinder failing 3.6.2
Emergency operation with one Even if the engine is operated with adequate care, serious faults occuring
or two cylinders failing
- on the injection system or injection pump gear,
- on the inlet or exhaust valves or the gear of these,
- on the cylinder head, or
- on the connecting rod, piston or cylinder liner
cannot be completely ecxluded. If such a fault occurs, the engine has to
be stopped and the damage has to be remedied. If this is not possible, the
possibilities of emergency operation are to be checked and the necessary
provisions are to be made, if any. The engine can then be further operated
under certain conditions, and at reduced output in most cases. If for some
important reason the engine cannot be stopped, it should at least be
attempted to take all appropriate measures for avoiding consequential
damage.
Dual-fuel engines are to be operated on diesel oil.
Table 1 lists such emergency cases, the relevant conditions and counter
measures. The texts following after the table describe the exemplary
cases of emergency in more details and give supplementary hints.
Operation possible/ Conditions/

Fault not possible measures/
Engine mounting dangers
rigid semiresilient
resilient A I B Code number
Case 1 ✔ ✔ 1, 5-7, 9
(injection pump ✔ 1, 5-7, 9
Legend: switched off)
Case 2 ✔ ✔ 1, 2, 5-7, 9
A Single-engine plant (Rocker arms and
B Twin or multi-engine plant push rods
✔ Operation possible dismounted, ✔ 1, 2, 5-7, 9
✘ Operation not possible injection pump
☎ Consultation with switched off )
MAN B&W Di Diesell AG Case 3 ✔ ✔ 1-3, 5-10
requested
(Piston and ✔ 1) 1-10, 13
connection rod
dismantled) ✘ 12
Case 4 ☎ ☎ 11
2 pistons and ☎1) 11
connecting rods
dismantled ✘ 12
1) Operation of resiliently mounted Diesel generator sets is not possible under these conditions.
Table 1. Emergency operation with one or two cylinders failing
6680 3.6.2--01 E 01.98 32/40 upw 101/ 04

Explanations -- Type of fault
Case 1 Operating faults which necessitate the switching off of the injection pump
(fuel admission = zero) but permit operation of the cylinder/piston involved
against the normal compression resistance, such as
- fault in the injection system due to a defective nozzle,
- fault on the cylinder head due to a defective valve, due to gas leaking
at the cylinder head, due to a broken cylinder head bolt.
Case 2 Operating faults which necessitate the removing of rocker arms and push
rods and the switching off of the injection pump (fuel admission = zero) but
permit operation of the respective cylinder/piston to be continued against
compression (valves closed), such as
- fault in the valve timing gear,
- fault on the cylinder head due to gas leaking on the sealing rings, due
to max. two broken cylinder head bolts2).
Important! Cases 1 and 2 are less problematic from the vibrations
point of view than case 3 is, because the running gear components remain
in place.
In case of operating faults which do not permit operation of the piston

against compression, case 3 should be attempted, or the engine should be
shut down.
Case 3 Operating faults making the removing of a complete running gear (piston,
connecting rod, push rods) necessary.
Important! Cases 1 ... 3 are made allowance for in the torsional

vibration calculation. Limitations in operation which may become
necessary are given as barred ranges on warning plates attached to the
operating equipment.
Case 4 Operating faults making the removing of two complete running gears
(piston connecting rod, push rods) necessary.
2) Operation of the 32/40 engine with two cylinder head bolts broken is not permitted.
Conditons/measures/dangers -- What has to be done?
Code number Conditions/measures/dangers
1 Switch off the injection pump as described in work card 200.01.

2 - Remove the rocker arm as described in work card 111.01.
- Remove both push rods as described in work card 112.01, swing up the
cam follower and secure it in this position using a wire rope and clam-
ping screw from the basic tools stock3). Plug the lube oil bores.
- Plug the oil pipe for rocker lubrications.
3 - Remove the piston and connecting rod.
- Plug the lube oil bores in the gudgeon pin as described in work
card 020.04.
- Plug the starting air pipe leading to the silenced cylinder.
4 For adequate balancing of the rotating mass moments, remove a balance
weight at the throw of the defective cylinder as described in
work card 020.01.
3) Cams and followers must have no contact as the camshaft is turning.
6680 3.6.2--01 E 01.98 32/40 upw 102/ 04

Code number Conditions/measures/dangers
5 Reduce the engine output (and speed) in accordance with the instruction
plate attached to the control console. Theoretically available output and/or
speed in accordance with circumstances on the next page.
6 Observe the operating data. The exhaust gas temperatures and

turbocharger speeds must not exceed the admissible limits.
7 Take note of the danger of turbocharger “surging”.
8 Due to one piston being removed, problems in engine starting may occur
at certain crankshaft positions.
9 Permanently observe the engine. As a matter of precaution, engine

operation/manoeuvring should be performed from the engine room. Limit
operation to emergency cases/a limited period of time.
10 Mass balancing upset. Critical vibrations may occur on the engine or in the
ship’s hull (natural hull frequencies) also outside the speed ranges which
have been barred as a result of the torsional vibration calculation. Such
ranges should be avoided/passed quickly. The engine output is to be
reduced to 50%.
11 Mass balancing severely upset. Engine operation only permitted on

consultation with MAN B&W Diesel AG.
12 Mass balancing upset. Vibrations/movements that occur on the engine

cannot be controlled by the elements of the resilient mounting system.
13 Block the resilient mounting by means of the device provided, as

described in work card 012.04.
This blocking device is included in the tools set in case of single-engine
plants. It can also be obtained later on. Consultation with MAN B&W
Diesel AG is requested because of the preliminaries required prior to its
use.
Derating/speed reduction
To avoid that the unaffected/remaining cylinders are overloaded, the

engine output, and possibly also the engine speed, have to be reduced.
The following the roretical conditions apply to:
Controllable-pitch propeller or max. admissible propeller drive P max

PN ô Z--1.
Z
generator drive (n = const.)
Fixed-pitch propeller drive max. admissible speed n max

nN ô ¯Z--1
Z
.
with:
PN rated output nN rated speed Z number of
cylinders
The value for radicand can be looked up in Table 2.
6680 3.6.2--01 E 01.98 32/40 upw 103/ 04

Z 5 6 7 8 9 10 12 14 16 18
¯Z--1
Z
0.89 0.91 0.93 0.94 0.94 0.95 0.96 0.96 0.97 0.97
Table 2. Factors to determine the speed reduction required when a cylinder fails
As a matter of basic principle, the maximum admissible exhaust gas

temperature must not be exceeded, and the turbocharger must not be
“surging”.
Instructions concerning vibrations
Barred ranges/ Switching off the injection pump on one cylinder may result in critical
Torsional vibrations speeds requiring further restrictions of the operating speed range. The
barred ranges to be observed under these abnormal operating conditions
are given on the instruction plates.
If it should be necessary to remove the running gear components of the

cylinder affected (case 3), the engine output has to be reduced to 50%.
Moreover, the mass balance is seriously upset. Free mass forces and
moments may occur, which in turn may result in anomalous vibrations on
the engine or in the ship’s hull. In this case, further speed ranges have to
be barred as required.
Removal of a balance weight to compensate the rotating mass portion of

the removed connecting rod will restore the upset mass balance to some
extent only.
Should it become necessary to suppress the ignition of more than one

cylinder, make sure to consult MAN B&W Diesel AG, Werk Augsburg.
6680 3.6.2--01 E 01.98 32/40 upw 104/ 04

Emergency operation on failure
of one turbocharger 3.6.3
Preliminary remarks
Turbochargers are turbo machines subjected to high stresses which must

reliably ensure the entire gas renewal performance of the engine at very
high speeds and relatively high temperatures and pressures. Like the
engine, the turbocharger can also suffer disturbances, despite careful
system operation, and emergency operation is also possible in most cases
unless the damage can be repaired immediately.
Means available The following means are availabe for emergency operation of the engine
with the turbochargers defective:
NR turbochargers (R series and S series)

- End cover to close the turbine rear side with the rotor and bearing
housing removed (cartidge)
NA turbochargers (S series)
- Arresting key to block the rotor from the compressor side (the suction
cross-sectional opening remains unclosed) -- such a key is also
available for NR 34/S,
- end cover to close the compressor and turbine rear side with the rotor
dismantled.
All of these elements are so designed that the flow is not obstructed on the
air side and exhaust side of the turbocharger.
Means for use on the engine

- Cover piece (protection grid) for the far end of the turbocharger
charge-air pipe (remove the charge-air bypass pipe before if required).
This cover piece serves to facilitate suction.
- Blind flange for the exhaust gas pipe at the end opposite the
turbocharger (if there is a charge-air bypass). The blind flange serves
to lock the exhaust pipe during suction, with the bypass removed.
- In the case of V-type engines, depending on the layout of charge-air
and exhaust pipes on the engine, blind flanges for the charge-air pipe
socket and exhaust pipe 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
emergency operation.
Emergency operation with one The following possibilities exist if the rotor of the turbocharger can no
or both turbochargers failing longer rotate freely, or must be prevented from rotating. Please refer to
Table 1.
6680 3.6.3--01 E 10.98 General 101/ 03

Emergency measures Supplementary measures/
provisiones
Code number
Engine stop not permitted for compulsory reasons
Nothing is changed on the turbocharger 1-3
Engine may be stopped (temporarily)
NR turbocharger
● Dismantle the rotor and bearing housing (cartridge), mount the end cover on 1-7
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 side.
This possibility exists in case of failure of

1 turbocharger In-line engine
V-type engine
2 turbochargers V-type engine
NA turbocharger
● Measure A
Block the rotor from the compressor side using the arresting key (suction 1-4, 7
opening remains open). Subsequently re-assemble intake air silencer or intake (5-7 depending on
casing. Please refer to turbocharger operating manual and work card 500.05. situation and required)
Take measure A only if measure B cannot be taken for reasons of time.
Consequential damage possible.
● Measure B
Dismantle the rotor with bearings, block the bearing casing by mounting end
covers on the compressor and turbine sides. Reassemble the silencer/intake
casing and the turbine inlet casing, if applicable. Please refer to the 1-7
turbocharger operating manual and work card 500.05.
Possibilities in case of failure of

1 turbocharger In-line engine
V-type engine
2 turbochargers V-type engine
Table 1. Emergency operation with one or both turbochargers failing (continued from preceding page)
Explanations
Code number Supplementary measures/provisions
1 Reduce the engine output. The maximum exhaust gas temperatures

downstream of the cylinders and upstream of the turbocharger and (on
engines equipped with two turbochargers) the maximum admissible
turbocharger speed must not be exceeded. Observe the exhaust gas for
discolouration.
2 Use all the endeavours that appear 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, (if

equipped with two turbochargers) with reduced super-charging.
6680 3.6.3--01 E 10.98 General 102/ 03

Code number Supplementary measures/provisions
5 In-line engines:
Cover pieces (protection girds) 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 exhaust gas side connection.
6 V-type engines
On V-type engines having a common charge-air pipe, a blind flange is to

be mounted on the compressor outlet of the defective turbocharger so as
to avoid air losses.
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.
1 turbocharger failing In-line engine V-type engine

Fixed-pitch propeller 15% up to 50%
of the rated output at the
corresponding speed
Controllable-pitch 20% up to 50%
propeller/generator
ll / t service
i of the rated output at the rated speed
Table 2. Emergency operation with one or both turbochargers failing -- outputs/
speeds that can be reached
6680 3.6.3--01 E 10.98 General 103/ 03

Failure of the electrical mains supply
(Black out) 3.6.4
The term “black out” designates the sudden failure of the electrical mains
supply. As a result, the cooling water, lube oil and fuel oil supply pumps
will fail, too, unless they are driven by the engine proper. However, other
vital supply equipment and measuring, control and regulating units are
affected, too.
If black out occurs at high engine output, the cooling water which now is
no longer circulating is heated by engine components that are subject to
high thermal loading, and steam bubbles may form locally. Therefore, be
careful with venting and discharge pipes!
Stop the engine immediately ▲ Attention! No matter whether automatically controlled or

manually operated engines are concerned, it must be ensured that
the engine is stopped immediately on black out.
This applies to all cases, where the pumps cannot start operation again
within a few seconds, which is possible if a spare unit automatically takes
over the electric power supply. This emergency stop process can, in the
case of marine main engines, be cancelled for a limited period of time, at
the worst, according to the requirement “ship takes precedence over
engine”. On engines with disengaging coupling, the engines are to be
disconnected. On ships equipped with a controllable--pitch propeller, the
pitch is to be set to zero immediately in order to prevent propeller reverse
power. These processes must automatically be triggered in case of
decreasing lube oil pressure.
Emergency lubrication equip- The oil supply of engines equipped with a directly connected,
ment engine-driven lube oil pump (and an electrically driven stand-by pump) is
maintained by this pump on black out.
Marine engines, which are equipped with two electrically driven lube oil
pumps, involving the potential risk that the engine is operated on reverse
power while the ship is gradually run down, are to be equipped with an
emergency lubrication oil tank. From this elevated tank, the oil supply is to
be ensured (temporarily) during this phase.
Stationary engines equipped with two electrically driven pumps are set to
“Zero” admission on black out. Emergency lubrication of the engine during
the relatively short (1 ... 3 minutes) coasting without load is dispensed with
as a rule.
The turbocharger(s) is/are supplied with oil for some time during the
run-down period from an attached oil tank on rigidly mounted engines, or
from a separate oil tank is case of resiliently mounted engines, irrespective
of the lube oil system layout.
Automatically operated systems After the normal supply of electrical power has been restored, the pumps
and ventilators have to be started automatically and in the order as stated:
1. Lube oil pump and fuel oil supply pump,
2. cooling water pump,
3. engine room ventilation system,
4. sea water pump.
▲ Attention! Under no circumstances must the engine be allowed
to start up automatically after black out.
6680 3.6.4--01 E 01.98 32/40 upw 101/ 02

The blocked fuel supply pumps are reset as soon as the cooling water
pump and the lube oil pump have started. The control lever of the
automatic control system is to be set to STOP and only then is the engine
allowed to be restarted and load to be applied gradually in accordance with
the automatic acceleration programme.
Manually operated engine plants Manually operated engines have to be immediately stopped after black out
so as to avoid severe damage as a result of lubrication failure or thermal
overloading. After the electrical power supply has been restored, proceed
as in the case of automatic operation. It is essential in this case, too, that
the engine is restarted and load is applied gradually.
Black-out-Test In the course of engine commssioning, black out is frequently caused on

purpose to test the behaviour of the engine and the reaction of the
shut--down device. In order not to overstrain the engine, this testing is only
allowed to be made at an engine speed below approx. 50 % and/or an
output below approx. 15 %.
Putting into operation of the Depending on the load at which the engine was being operated prior to the
engine after black out sudden shut-down, the cooling water which then is no longer circulating is
heated to high temperatures by the hot engine components, possibly
leading to the accumulation of steam in the cooling spaces of the cylinder
head.
Preferably, engine restarting should therefore be postponed until the

engine has cooled down. Since this will be possible in exceptional cases
only, proceed with the restarting as follows, so as to preclude damage by
thermal shocks:
1. Interrupt recooling by bypassing the freshwater cooler.
2. Temporarily switch on the cooling water pump initially to ensure that
water at relatively low temperatures from the pipelines slowly mixes
with the hot water in the engine.
3. Switch on the cooling water and lube oil pumps.
4. Start the engine.
5. Switch the recooling system on again.
6680 3.6.4--01 E 01.98 32/40 upw 102/ 02

Failure of the cylinder lubrication 3.6.5
Emergency operation with Supply of lube oil to the piston running surfaces, piston rings and cylinder
cylinder lubrication failing liners is ensured by splash oil in the crankcase and by the additional
cylinder lubrication. If the cylinder lubrication system should fail in part or
completely, engine operation can be continued, however, at a reduced
output of 70 %.
The lubrication system should be repaired or replaced as soon as

possible.
6680 3.6.5--01 E 11.99 32/40 101/ 01

Failure of the speed control systems 3.6.6
Behaviour in the case of If the speed control system fails and in the case of unsuccessful RESET
stationary engines and/or caused by
main marine engines
in generator operation
- missing or faulty input signals,
- internal faults or
- failure in the voltage supply,
stationary engines and/or main marine engines in generator operation
require an engine emergency stop, which is usually effected by the
governor emergency stop function. The governor shaft is turned to “Zero“
admission. If the emergency stop function of the governor is suppressed,
the engine has, alternatively, to be stopped by the emergency stop device
of the fuel pumps.
▲▲ Caution! Engine operation without an operational governor is

not permitted, as a sudden load relieve, e.g. by de-excitation of the
generator, may cause impermissible overspeed and thus a break of
running gear parts or destruction of the driven engine.
Emergency operation in the case In most cases it is correct

of main marine engines with
direct propeller drive
- to stop the engine,
- to search the fault,
- to eliminate the fault source consequently and
- not to restart the engine before.
In this connection, the fault flags are to be questioned by manual
programming unit, level 4, list 2 from parameter 3000 on. Those which are
set to “1“ have to be eliminated by means of the trouble-shooting
instructions included in the manufacturer’s brochures (see volume D). If
unsuccessful, contact MAN B&W Diesel AG.
As the process required for disturbance elimination may take some time
and, at worst, remain unsuccessful, main marine engines are equipped
with an additional device permitting emergency operation. It consists of a
lever, which is rigidly clamped onto the governor shaft, a travel limitation
and an actuation lever, which is only mounted in an emergency case as
mentioned above. Using the actuation lever, the governor shaft can be
turned and fixed in the required position. For further details, please see
work card 203.01 included in volume B2.
6680 3.6.6--01 E 11.99 32/40 101/ 01

Behaviour in case
operating values are exceeded/
alarms are released 3.6.7
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. Binding reference
values are contained in the test run and commissioning records (in
Volume B5) and in the “List of measuring and control devices” (in
Volume D).
Alarms, reduction and stop Depending on the extent to which values are exceeded and on the
signals potential risks, alarms, reduction or stop signals are released for the more
important operating values. This is effected by means of the alarm system
and the safety controls. Reduction signals cause a reduction of the engine
output on vessel plants. This is effected by reducing the pitch of
controllable--pitch propeller plants. Stop signals cause an engine stop.
Behaviour in emergency cases -- Acoustic or visual warnings can be acknowledged. The displays remain
technical possibilities active until the malfunction is eliminated. Reduction or stop signals can in
the case of vessel plants be suppressed by means of the override function
of the valuation “ship takes precedence over engine”. For stationary
plants, this possibility is not provided. For these, there is also no reducing
function.
Fixing alarm and limit values For fixing the alarm and the safety--relevant limit values, the requirements
of the classification societies and the own assessment are decisive.
Examples Stop criteria are, e.g., overspeed, too low lube oil pressure and too high
temperatures of the main bearing. In case the oil mist detector reacts, a
stop is usually effected as well. The occurrence of too high cooling water
temperatures causes a reduction in output of vessel plants.
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
necessary care. The sources of malfunctions are to be eliminated
consistently. They must not be ignored or suppressed, except on
instructions from the management or in cases of a more severe danger.
▲▲ Caution! Ignoring or suppressing of alarms, the cancellation of

reduction and stop signals is highly dangerous, both for persons
and for the technical equipment.
Liability claims for damages due to exceeded nominal values and

supressed or ignored alarm and safety signals respectively, can in no case
be accepted.
6680 3.6.7--01 E 07.98 32/40 upw 101/ 01

Procedures on
triggering of oil mist alarm 3.6.8
What should be done?
Oil mist The oil mist concentration in the crankcase is monitored by an oil mist
detector. It increases in cases of damage to bearings and piston seizures
and in the case of blow-through from the combustion chamber. In these
cases, an alarm is triggered and the red alarm LED starts to flash on the
oil mist detector.
Danger to people and property! ▲▲▲ Danger! When the oil mist concentration is too high, there is
acute danger to people and property. An explosion in the crankcase
may occur, and the engine, crankshaft and running gear
components may be seriously damaged.
Turn off the engine immediately! ▲▲ Warning! When the oil mist concentration is too high, the
engine is switched off by the safety controls. If this does not occur
or if this is not planned, then the engine must be switched off
manually. This must be done within a matter of seconds.
If the oil mist detectors are not functioning correctly, the engine is not
monitored. Damage which starts to occur cannot be recognised or only
recognised too late.
Tests after an oil mist alarm/engine stop
Checking the oil mist detector After an oil mist detector alarm occurs, the function of the oil mist detector
must be tested according to the manufacturer’s operating instructions. The
engine must not be restarted for testing.
The measuring cell should be checked for traces of water as part of these
tests, as water vapour can trigger a false alarm. The measuring cell should
be cleaned if traces of water are detected. The engine should then be
blown through with compressed air, checking at the same time that the
runnung gear turns easily. If water can be eliminated as the cause of the
alarm, the following checks are to be performed:
Internal check of running gear After a wait of 10 minutes -- required because of possible dangers of
explosion on the entry of air (see safety regulations) -- all crankcase
covers are to be removed. The subsequent checks include:
- measuring of all bearing temperatures,
- a visual examination of the running gear components and oil sump for
chips, discolouration or material deposits and
- a visual examination of all piston skirts and cylinder liners. Piston skirts
made of aluminium alloys suffer damage due to friction at an early
stage already. Grey cast iron skirts are less easily damaged.
External checks of running gear The camshaft cover should then be opened and the following checks
performed:
- measuring the temperature of all camshaft bearings, including the
external bearing,
6680 3.6.8--01 E 06.99 32/40 upw 101/ 02

- a visual examination of the camshaft(s), the injection pump motors, the
cam followers and rollers for wear/seizure.
Checking the combustion For this purpose, the cylinder head covers are to be opened and the
chambers combustion chambers, particularly the running surfaces of the cylinder
liners, are to be checked:
- either by employing an endoscope after first removing the injection
valves or
- by inspecting the surfaces with a mirror after removing one intake and
exhaust valve cage each (if present).
If no damage is ascertained during these checks, then extend the search
for damage to those points of the fault list which have not yet been
checked. If needs be, get in touch with the nearest service base.
Important! The engine must not be restarted until freedom from

damage has been established or original faults have been removed.
6680 3.6.8--01 E 06.99 32/40 upw 102/ 02

Engine operation IV -
Engine shut-- down 3.7
3.1 Prerequisites
3.3 Operating media
6682 3.7--01 E 11.97 101/ 01

Shut down/Preserve the engine 3.7.1
If an engine is to be shut down for more than 1 week it has to be turned

once a week for approx. 10 minutes. For this purpose, the lube oil pumps
for the lubrication of the running gear and the cylinder have to be
commissioned (oil temperature approx. 40 C).
For longer periods of engine shut down (e.g. when the engine is put in
stock) it must be emptied, cleaned and preserved. The relevant
information is given in work card 000.14 “Corrosion inhibitors/preservation
of Diesel engines”. The necessary preliminaries, preservation proper and
the appropriate preservation agents are described.
6680 3.7.1--01 E 12.97 32/40 upw 101/ 01

Maintenance/Repair
1 Introduction
2 Technical details
3 Operation/
Operating media
5 Annex
6680 4--02 E 11.97 101/ 01

Table of contents
N 4 Maintenance/Repair
: : : N 4.1 General remarks

: : : N 4.2 Maintenance schedule (explanations)
: : N 4.3 Tools/Special tools
: : N 4.4 Spare Parts
: : N 4.5 Replacement of components by the New--for--old Principle
: : N 4.6 Special services/Repair work
: : N 4.7 Maintenance schedule (signs/symbols)
: : N 4.7.1 Maintenance Schedule (Systems)
: : N 4.7.2 Maintenance Schedule (Engine)
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
6628 05.00 L 32/40 101 /01

General remarks 4.1
Purpose of maintenance work/ Similarly to regular checks, maintenance work belongs to the user’s
prerequisites duties. Both serve the purpose of maintaining the reliable and safe
serviceability of the system. Maintenance work should be done by qualified
personnel and at the times defined by the maintenance schedule.
Maintenance work is of support to the engine operators in their
endeavours to recognise future failures at an early stage. It provides
useful notes on overhaul or repair becoming due, and is of influence on
the planning of downtimes.
Maintenance and repair work can only be carried out properly if the
necessary spare parts are available. It is advisable besides these spare
parts to keep an inventory of parts in reserve for unforeseen failures.
Please request MAN B&W Diesel AG to submit a quotation whenever
required.
Maintenance schedule/ The jobs to be done are shown in the maintenance schedule, which
maintenance intervals/ contains
personnel and time required
- a brief description of the job,
- the intervals of repetition,
- the personnel and time required, and it makes reference to
- the corresponding work cards/instructions.
Table 1. Maintenance schedule/extract
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Work cards in Volume B2 and C2 The work cards, comprised in Parts B2 and C2 of the technical
respectively documentation, contain brief descriptions of
- the purpose of jobs to be done.
They contain
- information on the tools/appliances required, and
- detailed descriptions and drawings of the operating sequences and
steps required.
There is one copy on paper and one foil-sealed copy of each work card
available. The latter are dirt-proof and can be appropriately used for
information while the job is being done.
Maintenance schedule of Volume C1 contains the maintenance schedule of the turbocharger/s.

turbocharger
Figure 1. Work card -- example
6680 4.1--03 E 06.99 32/40 upw 102/ 02

Maintenance schedule (explanations) 4.2
Preliminary remarks
Maintenance schedule on paper The maintenance schedule of the engine comprises work to be done on
and diskette components of peripherical systems and components/subassemblies of
the engine itself (refer to Section 4.7). The maintenance schedule for the
turbocharger is part of Volume C1 of the Technical Documentation.
In addition to the paper copy, an electronic version of the maintenance

schedule is available on diskette 3.5” (see also Section 4.7). The diskette
is destined for IBM and compatible systems equipped with Windows and
Excel. By means of this version maintenance work for specific intervals
can be selected or grouped according to individual requirements.
Binding character and adaptabilities
Validity of the maintenance The maintenance schedules 4.7.1 and 4.7.2 are valid together. They
schedule comprise jobs to be done in regular intervals up to 36,000 operating hours.
After 30,000 or 36,000 operating hours an inspection of the main
components is to be carried out. During this process the cylinder head and
valves, the cylinder liner and pistons as well as the running gear and
bearings, in particular, should be checked for wear and replaced if
necessary. It is recommended to entrust one of our service bases with this
comprehensive task.
Adaption of the maintenance The maintenance schedule has been drawn up for standard operating
schedule conditions. After a critical evaluation of the operating values and conditions
shorter intervals may become necessary provided external operating
conditions as timetable/
timetable of ships/inspection time for plants allow it. In case of favourable
operating values and conditions longer intervals may become necessary.
Favourable operating conditions are:

- constant load within the range of 60% to 90% nominal load,
- observing the specified temperature and pressure of the operating
media,
- using the specified lube oil and fuel quality,
- as well as a proper separation of the fuel and lube oil.
Adverse operating conditions are:
- long-term operation at maximum or minimum load; prolonged idling
times; frequent, drastic load changes,
- frequent engine starting and repeated warming-up phases without
adequate preheating,
- higher loading of the engine before the specified cooling water and lube
oil temperatures are reached,
- lube oil, cooling water and charge air temperatures that are too low,
- using inappropriate fuel qualities and insufficient separation,
- inadequate combustion air filtering (e.g. on stationary engines).
6628 4.2--02 E 06.99 32/40 upw 101/ 01

Tools/Special tools 4.3
Preliminary remarks
Standard tools The following comprehensive standard set of tools comes supplied with
the engine:
- basic tools,
- hydraulic tensioning tools, and
- special tools.
This set of tools permits normal maintenance work to be carried out. A list
specifying the extent and designations of these tools is contained in
Volume B6 of the technical documentation. The tools set intended for the
turbocharger(s) is contained in one case, and a table of contents is also
included.
Tools are also available

- for jobs that are generally more difficult to perform or that are only
seldom necessary,
- which facilitate the work, or
- which help to overcome plant-specific obstructions.
Tools on customer’s request Such tools are supplied on request. MAN B&W Diesel AG will gladly
submit an offer, if desired. The table below shows which tools are available
to supplement the standard set of tools for the engine.
Special tools Certain jobs, which are rather repair jobs than maintenance jobs, require
special expert knowledge, experience and supplementary
equipment/accessories. Further special tools, e.g. for the milling of seats
in the valve cages of cylinder heads (from 40/54 engine upwards), are
made available to our service bases, and possibly also our authorised
workshops, for such purposes. We therefore recommend that you consult
these partners, or entrust them to do jobs for you whenever your own
capacities in terms of time, qualification or personnel are inadequate.
Tools supplied on customer’s request
Tools Explanations
Device for removing/fitting the For maintenance work such as checking the main bearing or replacing the
main bearing cap bearing shells, the main bearing cap has only to be lowered; it need not be
Item no. 10310 removed. This is only necessary in special cases. This tool is provided for
this purpose.
Device for removing/fitting the Maintenance jobs such as the checking of spring assemblies can be done
torsional vibration damper without the complete vibration damper having to be disassembled. This is
(on the crankshaft) only necessary in special cases. This tool is provided for this purpose.
Item no. 10305
Pneumatic honing tool for the Cylinder liners require rehoning when piston rings are replaced or when
cylinder liner the roughness of the running surface has become insufficient. This job can
Item no. 10115 be contracted to a service base or done by the user himself using the
honing tool.
6628 4.3--02 E 07.99 32/40 upw 101/ 07

Figure 1. GERUS pneumatic honing tool, fitted
Tool for regrinding the sealing Regrinding of the sealing groove in the top land ring or the cylinder head
groove in the top land ring becomes necessary when the sealing ring is no longer able to provide
Item no. 10110 adequate compensation for deformation/material loss.
Suspension device for the If the engine room is high enough, the cylinder head is dismantled
cylinder head, without rocker completely. If the overhead space is inadequate, the rocker arm casing
arm casing has to be dismantled, and the cylinder head has to be lifted off using this
Item no. ... device.
Assembly/turnover stand Included in the standard set of tools. The turnover stand enables cylinder
for the cylinder head heads to be turned into the positions most favourable for carrying out the
necessary work, e.g. on the top and on valves/valve seats.
Figure 2. Assembly/turnover stand for cylinder heads
6628 4.3--02 E 07.99 32/40 upw 102/ 07

Electric valve seat grinder Valve seats requiring a minimum of correction can be treated by hand,
Item no. 10104 using grinding paste. If this method fails to produce a satisfactory result,
mechanical remachining is necessary.
Figure 3. Hunger valve seat grinder
Electric valve cone grinder Similarly to valve seats, valve cones showing minimum deficiencies can be
Item no. 10102 corrected by hand using grinding paste. Where no satisfactory result can
be achieved by this method, mechanical remachining is necessary.
Figure 4. Hunger valve cone grinder
6628 4.3--02 E 07.99 32/40 upw 103/ 07

Tool for grinding/milling of seats Rough or damaged seats can be remachined by hand using this tool with
in the cylinder head (valve cage, grinding discs or wheel-type milling cutters. A dial gauge is provided for
injection valve, starting valve) checking the required residual gap.
Bild 5. Tool for milling/grinding of seats in the cylinder head
Tool for grinding the seats on the A grinding ring is supplied to allow manual regrinding of the seats on the
valve cage shroud valve cage shroud. Adhesive grinding discs provide an effective way of
reworking the seats.
Device for checking start The start and end of delivery of fuel pumps are significant operating values
and end of fuel delivery on for the individual cylinders and the reciprocal load distribution. Although
fuel injection pumps changes due to wear or the installation of spare parts are negligible as a
(pneumatically operating) rule, it is advisable to make a check in such cases.
Item no. 10225
Figure 6. Device for checking the start and end of delivery
6628 4.3--02 E 07.99 32/40 upw 104/ 07

Testing device for injection Included in the standard tools set. The testing of injection valves for
valves (pneumatic/hydraulic) correct timing and injection is carried out with the pressure testing set
(from GERUS) which ensures reproducible injection conditions and a more
comfortable working environment.
Figure 7. Testing device for injection valves
Device for pulling the drive Pumps driven by the Diesel engine directly require no regular
gear of directly driven lube maintenance. If it becomes necessary to disassemble a pump, the drive
oil or cooling water pumps gear has to be pulled. This tool is provided for this purpose.
Item no. 10320
Device for removing and For cleaning the air side, charge air coolers may be flooded in the
installing the pipe bundles as-installed condition. The dummy flanges needed for this purpose are
of the charge air cooler included in the standard set of tools. Should this method of cleaning not
Item no. 10325 yield a satisfactory result, the cooler insert is to be removed, using this
device, and to be cleaned by a more appropriate method.
6628 4.3--02 E 07.99 32/40 upw 105/ 07

Baewert indicator to measure The accurate measuring and evaluating of ignition (and injection)
and evaluate ignition and pressures using the Baewert indicator which consists of a quarz crystal
injection pressures sensor and an instrument for evaluation furnishes useful information on
Item no. 10210 the condition of the engine and potential areas for improvement. A serial
interface and a PC program permit computer-aided evaluation. This device
cannot be used for gas engines. For devices from other manufacturers,
see section 3.5.2.
Figure 8. Baewert indicator
Grinding device for delivery This device is used for regrinding the seat of the injection pipe in case of
pipe sealing problems.
Item no. 10112
Figure 9. Grinding device for delivery pipe
Endoscope with or without video For inspecting all types of internal areas and for checking cams and rollers
camera of the valve camshaft of Vee-type engines, the Olympus endoscope may
Item no. 10230/235 be used. It consists of an eyepiece unit, a jacketed photoconductor and
interchangeable lenses. These permit a direct view onto the illuminated
object or a look to the sides.
6628 4.3--02 E 07.99 32/40 upw 106/ 07

Figure 10. Industrial endoscope with flexible photoconductor and interchangeable
lenses
Digital pressure gauge for Using the SI digital pressure gauge, differential pressure measurements
measuring the pressure and on the charge air cooler and in the crankcase can be carried out safely
differential pressure and comfortably. Special connections are available. The device can also
Item no. 10215 be used at other measuring points.
Figure 11. SI digital pressure gauge
Tools for engine and systems accessories
Information on tools required for engine accessories such as the oil mist
detector and for systems accessories such as filters, separators, fuel and
lube oil treating modules, water softening equipment, etc. can be gathered
from the documents contained in Volumes E1 to E... of the technical
documentation.
6628 4.3--02 E 07.99 32/40 upw 107/ 07

Spare Parts 4.4
Since it is so important, we are repeating below a sentence which we have

used already:
Tip! Maintenance and repair work can only be carried out properly if
the necessary spare parts are available.
The information given below is thought to assist you in quickly and reliably
finding the correct information source in case of need.
Spare parts for engines and turbochargers
Spare parts for engines and turbochargers can be identified using the
spare parts catalogues in Volumes B3 and C3 or the technical
documentation. The illustration sheets enclosed are provided with item
numbers permit to identify the ordering number.
Figure 1. Spare parts catalogue for engine components - illustration sheet
6680 4.4--01 E 08.98 32/40 upw 101/ 03

Figure 2. Spare parts catalogue for engine components - text sheet
Spare parts for tools/ordering of tools (engine and turbocharger)
Complete tools can be ordered using the tools list in Volume B6 of the
technical documentation, or the index included in the tools case for
turbochargers. The ordering numbers are also given on the respective
work cards in Volumes B2 and C2. In this way, it is also possible to order
components of tools alone.
When ordering tools, the engine type, the engine works number and the
six-digit tool number which simultaneously serves as ordering number
should be indicated as usual. The first three digits of the tool number stand
for the subassembly for which the tool is used. Tools which are suited for
general use have a figure below 010 instead of the subassembly group
number.
To avoid querying, please provide information 1, 2 and 5 as shown on the

following page:
Explanations 1 Piece number

2 Denomination
3, 4 Subassembly group
5 Tool number = order number
6680 4.4--01 E 08.98 32/40 upw 102/ 03

Figure 3. Information required for ordering tools/parts of these. Figure shows work card belonging to subassembly group 030
Spare parts for measuring, control and regulating systems, and for engine and systems accessories
Information on spare parts

- for measuring, control and regulating equipment such as temperature
sensors, relays, transducers (unless contained in the spare parts
catalogue of the engine),
- for engine accessories such as oil mist detector, and
- for system accessories such as filters, separators, water softening
equipment and the like
are contained in Volumes D1 to D... and Volumes E1 to E...
6680 4.4--01 E 08.98 32/40 upw 103/ 03

Replacement of components
by the New-- for-- old Principle 4.5
Components of high value which have become defective or worn and the
reconditioning or repair of which requires special know-how or facilities can
be replaced by the “Reconditioned-for-old” principle. These include
- piston crowns,
- valve cages and valves,
- fuel injection nozzles and injection pumps,
- governors,
- compressed-air starters, and
- completely assembled rotors of turbochargers (cartridges).
Such components are available from stock as a rule. If not, they will be
reconditioned/repaired and returned to your address. If need arises,
please enquire a corresponding offer from MAN B&W Diesel AG or the
nearest Service Center.
6680 4.5--01 E 11.97 32/40 upw 101/ 01

Special services/Repair work 4.6
No matter whether routine cases or really intricate problems are

concerned,
- MAN B&W Diesel AG, Augsburg works,
- MAN B&W Diesel AG, Service Center Hamburg,
- MAN B&W Diesel Pte. Ltd., Service Center Singapore,
- service bases and authorised repair workshops
are readily available to offer you a wide spectrum of services and expert
advice, ranging from spare parts supplies, consultation and assistance in
operating, maintenance and repair questions, ascertaining and settling
cases of damage through to the assignment of fitters and engineers all
over the world. Some of these services are doubtless the standard offered
by suppliers, shipyards, repair workshops or specialist firms. Some of this
whole range of services, however, can only be rendered by someone who
can rely on decades of experience in Diesel engine systems. The latter are
considered as a part of the expert commitment towards the users of our
engines and for our products.
Please note the supplementary information contained in the printed

publications of Volume A1 of the Technical Documentation. In these, you
will also find the addresses and telephone numbers of the nearest service
bases which you can approach whenever required.
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Maintenance schedule (signs/symbols) 4.7
Explanation of signs and symbols
The heading of the maintenance schedule shows symbols instead of

entries in two languages. They have the following meaning:
Serial number of the maintenance work.

1, 2, 3 The series shows gaps for changes/up-dates which could become
necessary.
Brief description of the job
Related work cards.

The work cards listed contain detailed information on the work steps
required.
___.xx These work cards comprise a group of work cards
A No Work card required/available
B See maintenance instructions of manufacturer (volume E1)
C These jobs are to be carried out by a MAN B&W Diesel
Service Center or by a special company
D See respective maintenance work
Relation between working cards.
x These notes are of particular significance within the maintenance
system CoCoS. They give you information on the jobs with a temporal
y connection to the work in question.
Required personnel
Time required in hours per person
per Relational term to indicate the time required

24 ... 36000 Repetition intervals given in operating hours
Signs used in the columns of intervals.
Their meaning is repeated in each sheet.
x, 1 ... 4
We assume that the signs and symbols used in the head are sufficiently
pictorial and that it is not necessary to repeat them constantly.
Table 1. Explanation of signs and symbols of the maintenance schedule
Groups of maintenance works In case of the maintenance schedule (systems) the maintenance works
are grouped according to systems/functional groups whereas in the main-
tenance schedule (engine) they are grouped according to subassemblies.
6628 4.7--03 E 06.99 32/40 upw 101/ 01

Wartungsplan (Systeme)
Maintenance Schedule (Systems) 4.7.1
1, x
12000
24000
30000
36000
per
1500
3000
6000
2,
150
250
500
24
3 y
Kraftstoffsystem Fuel oil system

004 Systembauteile auf Dichtheit Check system components for A 005 1 0.2 Motor X
kontrollieren (Sichtprüfung) tightness (visually) 006 Engine
005 Tagestank: Kraftstoffstand Check fuel oil level in day tank. Drain A 004 1 0.2 Motor X
kontrollieren; Tagestank und day tank and settling tank 006 Engine
Absetztank entwässern
006 Viskosimat kontrollieren Check viscosimat (carry out B 004 1 0.1 Einheit X
(Temperatur--Vergleichsmessung comparative temperature 005 Unit
durchführen) measurement)
007 Kraftstoffilter reinigen (abhängig vom Clean fuel oil filter (depending on B 1 3 Filter 1 1 1 1 1 1 1 1 1 1 1
Differenzdruck) differential pressure) Filter
008 Kraftstofförderpumpe überholen Overhaul fuel delivery pump B 1 1 Pumpe 3 3 3 3 3 3 3 3 3 3 3
Pump
009 Pufferkolben kontrollieren/überholen Check/overhaul buffer pistons 434.04 1 2 Motor X
Engine
Schmierölsystem Lube oil system

011 Systembauteile auf Dichtheit Check system components for A 012 1 0.2 Motor X
kontrollieren (Sichtprüfung) tightness (visually) 262 Engine
012 Betriebsbehälter für Motor-- und Check lube oil level in service tanks for A 011 1 0.1 Motor X
Zylinderschmierung: Ölstand engine and cylinder lubrication 262 Engine
kontrollieren
X Wartungsarbeit fällig X Maintenance work is necessary

1 Nach Bedarf/Zustand 1 As required/depending on condition
2 Kontrolle neuer oder überholter Teile erforderlich (einmal nach der angegebenen Zeit) 2 Check new or overhauled parts once after the time given in the column
3 Nach Vorschrift des Herstellers 3 According to specifications of manufacturer
4 Falls Bauteil/System vorhanden 4 If component/system is installed
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014 Ölprobe untersuchen (Tropfenprobe) Examine oil sample (spot test) 000.05 1 0.15 Motor X
Engine
015 Ölprobe analysieren lassen Take oil sample to be analysed 000.04 1 0.25 Motor X
Engine
016 Ölfüllung wechseln (entsprechend Change oil filling (depending on results 000.04 015 Nil 1 1 1 1 1 1 1 1 1 1 1
Analyse), Behälter reinigen of analysis), clean the tank
017 Ölablauf kontrollieren (Sichtprüfung) Check oil drainage of piston, big--end A 018 1 0.2 Zyl./ X
bei Kolben, Pleuel-- und and main bearings, on the gear box 112 Einheit
Kurbelwellenlagern, am Rädertrieb und and the turbocharger (visually) -- refer Cyl./unit
am Turbolader -- siehe auch 401 to 401
018 Ölablauf kontrollieren (Sichtprüfung) Check oil drainage of camshaft A 017 1 2 Motor X
bei Nockenwellenlagern, bearings, injection pumps and valve Engine
Einspritzpumpen und am Ventilantrieb gear in the rocker arm casing (visually)
(im Kipphebelgehäuse) -- siehe auch -- refer to 401
401
020 Schmierölpumpe überholen Overhaul the lube oil pump 300.01 2 10 Pumpe 1 1 1 1 1 1 1 1 1 1 1
Pump
023 Schmieröl--Automatikfilter reinigen Clean the lube oil service filter B 024 1 3 Filter 1 1 1 1 1 1 1 1 1 1 1
(abhängig von Spülintervallen) (depending on scavenging intervals) Filter
024 Schmieröl--Indikatorfilter reinigen Clean the lube oil indicating filter B 023 1 2 Filter 1 1 1 1 1 1 1 1 1 1 1
(abhängig vom Differenzdruck) (depending on differential pressure) Filter
025 Schmieröl--Vorwärmer reinigen Clean the lube oil preheater (depending B 1 4 Einheit 1 1 1 1 1 1 1 1 1 1 1
(abhängig von der Separiertemperatur on separating temperature at the flow Unit
bei erforderlichem Durchsatz). rate required).
Reinigung evtl. durch Spezialfirma Cleaning should be carried out by a
special company if possible
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026 Schmieröl--Separator Check, clean and overhaul the lube oil B 1 4 Einheit 1 1 1 1 1 1 1 1 1 1 1
(selbstaustragend) kontrollieren, separator (residue--selfdischarging) Unit
reinigen, überholen
027 Schmieröl--Kühler reinigen, evtl. durch Clean the lube oil cooler. C Nil 1 1 1 1 1 1 1 1 1 1 1
Spezialfirma Cleaning should be carried out by a
Kühlwassersystem (Zylinder- und Düsenkühlung) Cooling water system (Cylinder an injection valve cooling)
031 Ausgleichsbehälter: Kühlwasserstand Compensating tanks: Check the A 032 1 0.2 Motor X
kontrollieren cooling water level Engine
032 Düsenkühlwasserrücklauf kontrollieren Check the injection valve cooling water A 031 1 0.1 Motor 4
(auf freien Auslauf und eventuelle return system (for free drainage and Engine
Kraftstoffspuren -- bei Schwerölbetrieb) fuel leckages -- in case of operation on
heavy fuel oil)
033 Kühlwasser: Korrosionsschutz Check the corrosion protection of the 000.07 1 0.5 Motor X
kontrollieren -- siehe auch 401 cooling water -- refer to 401 Engine
035 Kühlräume kontrollieren, System Check the cooling water spaces, clean 000.08 Nil 1 1 1 1 1 1 1 1 1 1 1
chemisch reinigen (Zylinder-- und the system chemically (cylinder and
Düsenkühlung). injection valve cooling system).
Reinigung evtl. durch Spezialfirma Cleaning should be carried out by a
036 Kühlwasser--Rückkühler: Kühlräume Heat exchanger: Clean the cooling C Nil 1 1 1 1 1 1 1 1 1 1 1
reinigen, evtl. durch Spezialfirma spaces.
Cleaning should be carried out by a

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Druckluft- und Steuerluftsystem Compressed air and control air system

042 Druckluftbehälter entwässern (wenn Drain compressed air tank (in case A 1 0.1 Einheit X
keine automatische Entwässerung there is no automatic drainage) Unit
erfolgt)
043 Druckluftbehälter innen reinigen, Compressed--air tank: Clean the inside, B 2 10 Einheit 1 1 1 1 1 1 1 1 1 1 1
Ventile (nach Vorschrift der overhaul valves (according to Unit
Klassifikationsgesellschaft) überholen specifications of the classification
society)
044 Steuerluftsystem: Wasserabscheider Control air system: Drain the water 125.10 1 0.1 Motor X
und Luftfilter entwässern separator and the air filter Engine
045 Steuerluftsystem: Wasserabscheider Control air system: Clean the water 125.10 1 0.5 Motor X
und Luftfilter reinigen separator and the air filter Engine
Ladeluftsystem Charge air system

052 Ladeluftkühler/Ladeluftleitung: Charge air cooler/pipe: Check A 1 0.1 Leitung X
Kondenswasserablauf auf Menge/ condensation water drainage for Pipe
Durchgängigkeit kontrollieren quantity/free pass--through
053 Ladeluftkühler auf Wasser-- und Clean charge air cooler on both water 322.01 2 15 Kühler 1 1 1 1 1 1 1 1 1 1 1
Luftseite reinigen, evtl. durch and air side. Cooler
Spezialfirma Cleaning should be carried out by a

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054 Ladeluftumblase--/Ladeluftabblaseein-- Charge air bypass/blow--off device: 280.01 062 1 0.5 Motor 1 1 1 1 1 1 1 1 1 1 1
richtung: Systembauteile auf Dichtheit Check system components for Engine
kontrollieren (Sichtprüfung). Steuer-- tightness (visually). Check control and
und Überwachungselemente auf monitoring elements
Funktionstüchtigkeit prüfen
Abgassystem Exhaust gas system

062 Abgasabblaseeinrichtung: Exhaust gas blow--off device: Check A 054 1 0.5 Motor 1 1 1 1 1 1 1 1 1 1 1
Systembauteile auf Dichtheit system components for tightness Engine
kontrollieren (Sichtprüfung). Steuer-- (visually). Check control and monitoring
und Überwachungselemente auf elements for proper functioning
Funktionstüchtigkeit kontrollieren
063 Abgasleitung: Flanschverbindungen Exhaust gas pipe: check flange 289.01 086 1 0.2 Leitung X
und Kompensatoren auf Dichtheit connections and compensators for Pipe
kontrollieren (Sichtprüfung) leaks (visually)
Meß- , Steuer- und Regeleinrichtungen Measurement and control systems

072 Schalt-- und Abstelleinrichtungen: Monitor and control equipment: Check A 2 6 Motor X
Funktionsfähigkeit und Schaltpunkte switch points and proper function -- Engine
kontrollieren -- siehe auch 402 refer to 402
073 Schaltventile im 10-- und 30 Dismantle control valves of the 10 and 125.xx 1 24 Motor X
bar--System zerlegen, Verschleißteile 30 bar system, replace wearing parts Engine
erneuern
074 Batterie: Ladezustand und Säurestand Accumulator: Check charge state and A 1 0.5 Motor 4
kontrollieren electrolyte level Engine

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075 Ölnebeldetektor kontrollieren/überholen Check/overhaul oil mist detector B 1 1 Motor 3 3 3 3 3 3 3 3 3 3 3

Engine
076 Abgastemperatur--Meßanlage Check measuring system for exhaust A 1 6 Motor 3
kontrollieren gas temperatures Engine
Motorfundament/Rohranschlüsse Engine foundation/Pipe connections

082 Fundamentschrauben: Vorspannung Foundation: Check tension of bolts. 012.01 083 2 8 Motor 2 X
kontrollieren. Check stoppers, brackets and resilient Engine
Stopper, Konsolen und elastische elements for tight fit (in case of ships
Elemente auf festen Sitz kontrollieren also after collision or ground contact) --
(bei Schiffen auch nach Kollision oder refer to 402
Grundberührung) -- siehe auch 402
083 Elastische Lagerung: Setzbetrag der Resilient mount: Check amount of 012.01 082 2 3 Motor 4
elastischen Elemente feststellen settling of resilient elements 092 Engine
084 Elastische Rohrverbindungen: Alle Flexible tubes: Check all hoses A 1 1 Motor 4
Schläuche kontrollieren Engine
085 Elastische Rohrverbindungen: Flexible tubes: Replace hoses for fuel A 2 14 Motor 1 1 1 1 1 1 1 1 1 1 1
Schläuche für Kraftstoff, Schmieröl, oil, lube oil, cooling water, steam and Engine
Kühlwasser, Dampf und Druckluft compressed air
erneuern
086 Schraubverbindungen (z.B. an Abgas-- Bolted connections: Check for tight 000.30 063 2 10 Motor X
und Ladeluftleitung, Ladeluftkühler und fit/proper preload (e.g. on exhaust gas Engine
Turbolader) auf festen Sitz/korrekte and charge air pipe, charge--air cooler
Vorspannung kontrollieren -- siehe auch and turbocharger) -- refer to 402
402

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Elastische Kupplung/Törngetriebe Flexible coupling/Turning gear

092 Elastische Kupplung: Ausrichtung und Flexible coupling: Check alignment and 000.09 083 2 8 Motor 4
Gummielemente kontrollieren rubber elements 093 Engine
093 Kupplungsschrauben auf festen Coupling bolts: Check for tight 020.04 047 1 1 Motor X
Sitz/korrekte Vorspannung kontrollieren fit/proper preload -- refer to 402 Engine
-- siehe auch 402
094 Törngetriebe kontrollieren/überholen Check/overhaul turning gear B 1 1 Einheit 3 3 3 3 3 3 3 3 3 3 3
Unit
Außerdem erforderlich Additionally required

401 Neu oder in überholtem Zustand Check parts installed in new or D Nil X
eingebaute Teile/neu eingesetzte reconditioned condition and operating
Betriebsstoffe einmal nach der media applied in new or improved
angegebenen Zeit kontrollieren -- gilt condition once after the time given --
für 017, 018, 033 applies to 017, 018, 033
402 Neu oder in überholtem Zustand Check parts installed in new or D Nil X
für 072, 082, 086, 093 applies to 072, 082, 086, 093

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Wartungsplan (Motor)
Maintenance Schedule (Engine) 4.7.2
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Betriebswerte Operating data 000

102 Abgastrübung kontrollieren (T2) Check density of exhaust gas A 1 0.1 Motor X
Engine
103 Zünddrücke kontrollieren Check ignition pressures 000.25 1 0.1 Zyl. X
Cyl.
104 Betriebswerte erfassen Take the operational values 000.40 1 0.1 Motor X
Engine
Triebwerk/Kurbelwelle Running gear/Crankshaft 020

112 Triebwerk kontrollieren (Sichtprüfung) -- Check the running gear (visually) -- A 017 2 0.2 Zyl. X
siehe auch 404 refer to 404 Cyl.
113 Kurbelwelle: Wangenatmung messen Crankshaft: Measure crankweb 000.10 122 2 0.15 Zyl. X
(bei Schiffsmotoren auch nach Kollision deflection (in case of marine engines 202 Cyl.
oder Grundberührung) -- siehe auch also after collision or ground contact) --
405 refer to 405
Kurbelwellenlager Main bearing 021

122 Paßlager: Axialspiel kontrollieren -- Locating bearing: Check axial 021.03 113 2 0.5 Lager X
siehe auch 405 clearance -- refer to 405 202 Bearing
123 1 Lagerdeckel absenken und untere Lower one bearing cap and inspect 000.11 142 2 6 Lager X
Lagerschale kontrollieren. Falls nicht bearing shell. If bearing shell cannot be 012.02 Bearing
weiter verwendbar, alle Lager used again, check all bearings. Check 021.01
kontrollieren. Lösedruck der pressure for loosening bearing bolts
Lagerschrauben kontrollieren

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124 Alle Lagerschalen erneuern Replace all bearing shells 021.01 2 6 Lager X
021.02 Bearing
Drehschwingungsdämpfer Torsional vibration damper 027

132 Schwingungsdämpfer der Kurbelwelle: Vibration damper of crankshaft: Check 027.01 2 30 Motor X
Hülsenfedern kontrollieren sleeve springs Engine
133 Schwingungsdämpfer der Nockenwelle: Vibration damper of camshaft: Check 101.01 2 6 Einheit 4
Hülsenfedern kontrollieren sleeve springs 101.02 Unit
Pleuel/Pleuellager Connecting rod/Big end bearing 030

142 1 Lagerschale ausbauen und Remove and check one bearing shell. 000.11 123 2 4 Lager X
kontrollieren. Falls nicht weiter If bearing shell cannot be used again, 030.02 Bearing
verwendbar, alle Lager kontrollieren -- check all bearings, incl. the main 030.03
auch Kurbelwellenlager. Lösedruck der bearings. Check pressure for loosening 030.04
Lagerschrauben kontrollieren bearing bolts
143 Alle Lagerschalen erneuern Replace all bearing shells 030.03 124 2 4 Lager X
030.04 Bearing
Kolben/Kolbenbolzen Piston/Piston pin 034

152 1 Kolben ausbauen, reinigen und Remove, clean and check one piston. 030.01 156 3 2 Zyl. X
kontrollieren. Schulterspiel (nicht bei Measure shoulder clearance (not in 034.01 172 Cyl.
32/40 und 48/60), Kolbenringe und case of 32/40 and 48/60), piston rings 034.02
Ringnuten vermessen. Lösedruck der and ring grooves. Check pressure for 034.05
Pleuelschaftschrauben kontrollieren loosening bolts of connecting rod shank 034.07

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153 Alle Kolben ausbauen, reinigen und Remove, clean and check all pistons. 034.01 154 3 2 Zyl. X
kontrollieren. Schulterspiel (nicht bei Measure shoulder clearance (not in 034.02 155 Cyl.
32/40 und 48/60) und Ringnuten case of 32/40 and 48/60) and ring 050.05 163
vermessen. Alle Kolbenringe erneuern. grooves. Replace all piston rings.
Achtung: Wenn Kolbenringe erneuert Caution: If piston rings are replaced
werden, ist die Zylinderbuchse the cylinder liner is to be rehoned!
nachzuhonen!
154 1 Kolbenbolzen ausbauen, Remove one piston pin. Check piston 034.03 152 2 0.25 Zyl. X
Kolbenbolzenbuchse kontrollieren, pin bush, measure the clearance Cyl.
Spiel messen
155 1 Kolben zerlegen. Bauteile reinigen. Disassemble one piston. Clean 034.02 152 3 2 Zyl. X
Kühlräume und Kühlbohrungen auf components. Check cooling spaces 034.03 Cyl.
Koksansatz kontrollieren. Bei and cooling passages for coke 034.04
Schichtdicken über 1 mm alle Kolben deposits. If thickness of layer exceeds
zerlegen 1 mm, disassemble all pistons
Achtung: Nur gültig für 32/40 und Caution: This only applies to 32/40 and
58/64! 58/64 engines!
Zylinderbuchse Cylinder liner 050

162 1 Zylinderbuchse vermessen Measure one cylinder liner 050.02 152 2 0.25 Zyl. X
Cyl.
163 Alle Zylinderbuchsen vermessen und Measure all cylinder liners and rehone 050.02 153 2 3 Zyl. X
nachhonen 050.05 Cyl.
164 Alle Zylinderbuchsen ausbauen, Remove, clean and check all cylinder 050.01 153 3 4 Zyl. X
reinigen und kontrollieren. Dichtringe liners. Replace sealing rings 050.03 Cyl.
erneuern 050.04

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Zylinderkopf Cylinder head 055

172 1 Zylinderkopf abbauen, reinigen und Remove, clean and check one cylinder 055.01 3 3 Zyl. X
kontrollieren. Lösedruck der head. Check pressure for loosening the 055.02 Cyl.
Zylinderkopfschrauben kontrollieren cylinder head bolts 055.03
173 Alle Zylinderköpfe abbauen, reinigen Remove, clean and check all cylinder 055.01 3 3 Zyl. X
und kontrollieren heads 055.02 Cyl.
Sicherheitsventile Safety valves 057/073

182 Sicherheitsventile in Triebraumdeckeln: Safety valves in crankcase covers: 073.01 1 0.1 Ventil X
Alle Ventile auf Leichtgängigkeit Check all valves for easy movement 073.02 Valve
kontrollieren
183 Sicherheitsventile in Zylinderköpfen: Safety valves in the cylinder heads: A 1 2 Ventil X
Alle Ventile ausbauen und reinigen. Remove and clean all valves. Check Valve
Öffnungsdruck kontrollieren opening pressure
Steuerungsantrieb Camshaft drive 100

202 Zahnräder kontrollieren, Zahnspiele Check gearwheels, measure the 100.02 017 2 1 Motor X
messen -- siehe auch 406 backlash -- refer to 406 113 Engine
122
Nockenwelle/Nockenwellenlager/Schwinghebel Camshaft/Camshaft bearing/Cam follower 101/102/112

212 Nocken, Rollen und Schwinghebel Check cams, rollers and cam follower 112.01 018 1 0.5 Zyl. X
kontrollieren (Sichtprüfung) -- bei (visually) -- in case of in--line engines. 214 Cyl.
Reihenmotoren. Siehe auch 405 Refer to 405

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213 Nocken, Rollen und Schwinghebel Check cams, rollers and cam follower 112.01 018 1 1 Zyl. X
kontrollieren (Sichtprüfung) -- bei (visually) -- in case of V--type engines 215 Cyl.
V--Motoren
214 Schwinghebelbuchsen an 1 Zylinder Check bushes of cam follower on one 112.01 212 2 2 Zyl. X
kontrollieren -- bei Reihenmotoren cylinder -- in case of in--line engines 303 Cyl.
215 Schwinghebelbuchsen an 1 Zylinder Check bushes of cam follower on one 112.01 213 2 3 Zyl. X
kontrollieren -- bei V--Motoren cylinder -- in case of V--type engines 303 Cyl.
Kipphebel Rocker arm 111

222 Kipphebel und zugehörige Check rocker arm and relevant bolted 111.01 222 1 0.1 Zyl. X
Schraubverbindungen kontrollieren connections (visually) 233 Cyl.
(Sichtprüfung)
223 Kipphebellagerbuchsen an 2 Zylindern Check rocker arm bushes on two 111.01 173 2 2 Zyl. X
kontrollieren cylinders Cyl.
Ein- und Auslaßventile Inlet and exhaust valves 113/114

232 Ein-- und Auslaßventile: Drehbewegung Inlet and exhaust valves: Check proper 113.01 222 1 0.1 Zyl. X
während des Betriebes kontrollieren -- rotation during operation -- refer to 405 233 Cyl.
siehe auch 405
233 Ventilspiel kontrollieren -- siehe auch Check valve clearance-- refer to 405 111.02 222 2 0.2 Zyl. X
405 232 Cyl.
234 2 Einlaßventile ausbauen. Ventilsitze Remove two inlet valves. Check valve 113.01 172 2 1 Ventil X
kontrollieren. Ventildrehvorrichtungen seats. Check valve rotators, replace 113.02 243 Valve
kontrollieren, verschlissene Teile wearing parts 113.03
austauschen 113.04

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235 Alle Einlaßventile ausbauen. Ventilsitze Remove all inlet valves. Check valve 113.01 152 2 2 Ventil X
kontrollieren und nachschleifen. seats and regrind. Check valve rotator, 113.02 173 Valve
Ventildrehvorrichtungen kontrollieren, replace wearing parts. Check valve 113.03
verschlissene Teile austauschen. guides 113.04
Ventilführungen kontrollieren
236 Alle Einlaßventile ausbauen, Remove all inlet valves, replace valve 113.01 152 2 1 Ventil X
Ventilkegel austauschen cones 113.02 173 Valve
242 2 Auslaßventile ausbauen. Ventilsitze Remove two exhaust valves. Check 113.02 172 2 2 Ventil X
kontrollieren valve seats 113.03 Valve
243 Alle Auslaßventile ausbauen. Remove all exhaust valves. Check 113.02 173 2 4 Ventil X
Ventilsitze kontrollieren und valve seats and regrind. Check valve 113.03 234 Valve
nachschleifen. Ventilführungen guides 113.06
kontrollieren
244 Alle Auslaßventile ausbauen, Remove all exhaust valves, replace 113.02 173 2 1 Ventil X
Ventilkegel austauschen valve cones Valve
Drehzahlregler/Drehzahlerfassung Speed governor/Speed sensor 140

266 Impulsgeber auf Verschmutzung und Check pulse pick--up for dirt and verify 071.01 1 0.2 Motor 4
korrekten Abstand kontrollieren that space is correct Engine
Anlaßsteuerschieber/Anlaßventil/Hauptanlaßventil Starting air pilot valve/Starting valve/Main starting valve 160/161/162

272 Alle Anlaßsteuerschieber ausbauen Remove and overhaul all starting air 160.01 1 1 Ventil X
und überholen pilot valves Valve
273 Anlaßventile auf Dichtheit kontrollieren Check starting valves for tightness 161.01 1 0.2 Ventil X
Valve

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274 Alle Anlaßventile ausbauen und Remove and overhaul all starting 161.01 1 2 Ventil X
überholen valves 161.02 Valve
275 Hauptanlaßventil ausbauen und Remove and overhaul main starting 162.01 1 2 Ventil X
überholen valve Valve
Kraftstoffeinspritzpumpe Fuel injection pump 200

302 Alle Prallschrauben ausbauen und Remove and check all baffle screws 200.01 305 1 0.25 Pumpe X
kontrollieren (Sichtprüfung) (visually) 200.06 Pump
305 Alle Prallschrauben ausbauen und Remove and replace all baffle screws 200.01 302 1 0.25 Pumpe X
erneuern 200.06 Pump
303 1 Einspritzpumpe mit Antrieb und Detach, disassemble and check one 200.03 213 2 4 Einheit X
Schwinghebel demontieren, zerlegen injection pump together with drive and 200.04 Unit
und kontrollieren cam follower 200.05
304 Alle Einspritzpumpen mit Antrieb und Detach, disassemble and check all 200.03 2 4 Pumpe X
Schwinghebel demontieren, zerlegen injection pumps together with drives 200.04 Pump
und kontrollieren. Pumpenelemente and cam followers. Replace pump 200.05
erneuern elements
Kraftstoffregelgestänge Control linkage 203

312 Alle Lagerstellen und Gelenke Lubricate all bearing points and joints. 203.01 2 1 Motor X
schmieren, Funktionsprüfung Check for proper functioning Engine
durchführen

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Kraftstoffeinspritzventil Fuel injection valve 221

322 Alle Einspritzventile ausbauen. Remove all injection valves. Check 221.01 2 3 Ventil X
Dichtheit, Öffnungsdruck und Strahlbild tightness, opening pressure and jet 221.02 Valve
kontrollieren pattern 221.03
221.04
323 Alle Einspritzventile ausbauen. Remove all injection valves. Replace 221.01 2 3 Ventil X
Düsenelemente erneuern nozzle elements 221.02 Valve
221.03
221.04
Außerdem erforderlich Additionally required

404 Neu oder in überholtem Zustand Check parts installed in new or D 0 X
angegebenen Zeit kontrollieren -- gilt conditon once after the time given --
für 112 applies to 112
für 113, 122, 212, 232, 233 applies to 113, 122, 212, 232, 233
für 202 applies to 202

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Annex
1 Introduction
2 Technical details
3 Operation/
Operating media
5 Annex
6680 5--02 E 07.97 101/ 01

Table of contents
N 5 Annex
: : N 5.1 Designations/Terms
: : N 5.2 Formulae
: : N 5.3 Units of measure/ Conversion of units of measure
: : N 5.4 Symbols and codes
: : N 5.5 Brochures
Information
Description
Instruction
Intended for ...
Experts
Middle management
Upper management
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Designations/Terms 5.1
Standards The terms commonly used in the field of engine building have been
defined in the standard DIN 6265, and in the International Standards ISO
1205--1972 and ISO 2276--1972, and in MAN Quality Specification
Q10.09211--3050. A selection of these terms appearing in the technical
documentation for our Diesel engines is explained in more detail below.
Engines
Turbocharged engines Turbocharged engines feature one or several turbochargers (consisting of

a turbine and compressor) that are exhaust-gas driven and used to
compress the air required for combustion.
Dual-fuel engines Dual-fuel engines can be either operated on liquid fuels, or on gaseous
ones (natural gas, town gas, sewage gas etc.), a small amount of fuel
called pilot fuel being injected for ignition.
Otto gas engines Otto gas engines are operated on gas (natural gas, town gas, sewage gas
etc.) and have electric spark ignition.
Design and sense of rotation
Left-hand engine/ The terms left-hand (LH) engine and right-hand engine are determined by
Right-hand the exhaust side of the engine. Viewing onto the coupling end, a left-hand
engine engine has the exhaust side at the left, and a right-hand engine at the
right. Figure 1 . This definition can normally only be applied to in-lines
engines.
Left-hand engine Right-hand engine
Figure 1. Design (left-hand engine/right-hand engine)
Sense of rotation Viewing onto the coupling end, right-hand (RH) engines are rotating
clockwise, and left-hand (LH) ones counter-clockwise.
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Designation of cylinders and bearings
Designation of cylinders The cylinders are consecutively numbered 1, 2, 3, etc. if viewing from the
coupling end. On V-type engines, the cylinder bank which is the left as
viewed from the coupling end is designated A, and the right one B
(A1--A2--A3 or B1, B2, B3 etc.), Figure 2 .
In-line engine V-type engine
Figure 2. Designation of cylinders
Designation of crank pins, The crank pins and big end bearings are designated (starting from the
journals and bearings coupling end) 1, 2, 3 etc., and the journals and crankshaft bearings 1, 2, 3
etc. Where an additional bearing is provided between the coupling flange
and the toothed gear for the camshaft drive, this bearing and the
associated journal are designated 01 (see Figure 3 ). For this
designation, it is irrelevant which of the bearings is a locating bearing.
On V-type engines where two connecting rods are associated with one
crank pin, the big end bearings and the cylinders are termed A1, B1, A2
etc.
01,1,2... Journal A Coupling flange

1... Crank pin B Spur gear
Figure 3. Designation of crank pins and bearings
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Designation of the engine sides/ends
Coupling end KS The coupling end is the principal power take-off of the engine, to which the
propeller, the generator or any other machine is connected.
Free engine end KGS The free engine end is opposite the coupling end of the engine.
Left-hand side The left-hand side is the exhaust side on the left-hand engine, and the
cylinder bank A side on the V-type engine.
Right-hand side The right-hand side is the exhaust side on the right-hand engine, and the
cylinder bank B side on the V-type engine.
Camshaft side SS The camshaft side is the longitudinal side of the engine on which the
injection pumps and the camshaft are mounted (opposite the exhaust gas
side).
Exhaust gas side AS The exhaust gas side is the longitudinal side of the engine on which the
exhaust gas pipe is mounted (opposite the camshaft side). The
designations camshaft side and exhaust side are in common use for in-line
engines only.
Exhaust gas counterside AGS On engines having two camshafts, one on the exhaust side and one on
the opposite side, the term camshaft side would not be unambiguous. The
term exhaust gas counterside is used in such a case, together with the
term exhaust gas side.
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Formulae 5.2
The following is a selection of essential formulae of the engine building

and plant engineering sector. These formulae illustrate basic coherences.
Engine
pe ô V H ô n ô z
Effective engine output Pe Pe
1200
1200 ô P e
Mean effective pressure pe pe
VH ô n ô z
VH
D ô ¶ ô s
2
Swept volume VH
4
Mean piston speed cm cm

s ô n
300
9550 ô P e
Torque Md Md
n
Overall efficiency ®e ® e
3600
Hu ô be
Propeller
P1 n 3
Propeller law
13
P2 n2
M d1 n 2

12
M d2 n2
Generator
Synchronous speed n
60pô f
Legend
be Specified fuel consumption kg/kWh
cm Mean piston speed m/s
D Cylinder diameter dm
f Frequency Hz
Hu Net calorific value of the fuel kJ/kg
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Md Torque Nm
n Speed rpm
P Rating kW
Pe Effective engine output kW
p Number of pole pairs /
pe Mean effective pressure bar
s Stroke dm
VH Swept volume dm3/cyl.
z Number of cylinders /
®e Overall efficiency /
Swept volume
Engine type Swept volume

dm3/cyl.
20/27 8,48
25/30 14,73
32/40 32,15
40/45 56,52
40/54 67,82
48/60 108,50
52/55 116,74
58/64 169,01
Table 1. Swept volume of MAN B&W engines
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Units of measure/
Conversion of units of measure 5.3
Useful information on units of measure is contained in the brochure

“SI units” in Section 5.5. It contains explanations on the ISO system of
units of measure, factors of conversion of units of measure, and physical
parameters commonly used in engine building.
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Symbols and codes 5.4
Use
To provide for clearness in the representation of process-related

coherences, standardized symbols and codes are used. The list below
contains a selection of such symbols and codes specifically used in engine
and power generation plant engineering. The symbols and codes are
mainly used in Section 2 and 3 of the operating manual.
Symbols for functional/piping diagrams
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Table 1. Symbols used in functional and piping diagrams
Codes for measuring, control and regulating units
Measuring, control and regulating units are marked by character

combinations in system diagrams. The individual characters have the
following meanings:
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Letter Letter ... designating at Letter ... designating at Letter ... designating
point 1 the measured point 2 the measured at point 2 ... n
quantity/input quantity ... quantity/input quantity ... the processing in form of ...
A ---- ---- Alarm/limit value signal
C ---- ---- Automatic regulation/automatic
continous control
D Density Difference ----
E Electrical quantity ---- Pick-up/sensor
F Flow rate/throughput Ratio ----
G Distance/length/position ---- ----
H Manual input/manual ---- ----
intervention
I ---- ---- Indication
J ---- ---- Scanning
K Time ---- ----
L Level ---- ----
M Humidity ---- ----
N Freely assignable ---- Freely assignable
O Freely assignable ---- Optical display/Yes or No info
P Pressure ---- ----
Q Other quality standards Integral/sum ----
(analysis/material property)
except D, M, V
R Nuclear radiation quantity ---- Registration/storage
S Speed/frequency ---- Switch-over/intermittent
T Temperature ---- Transducer
U Composite quantities ---- ----
V Viscosity ---- Actuator/valve/operating
element
W Weight/mass ---- ----
X Other quantities ---- Other processing functions
Y Freely assignable ---- Computing operation
Z ---- ---- Emergency intervention/
safeguarding by activating/
shut--off
Column 1 Column 2 Column 3 Column 4
Table 2. Codes for measuring, control and regulating units in functional diagrams/piping diagrams
Explanation The letter entered at point 1 represents a quantity of the second column of
the table. It can be supplemented by D, F or Q, in which case the meaning
corresponds to the entry in the third column of the table. Second or third in
the combination are letters of the fourth column, if required. Multiple
nominations are possible in this case. The order of use is Q, I, R, C, S, Z,
A. A supplementation by + (upper limit/on/open) or -- is possible; however,
only after O, S, Z and A.
Example T Temperature measuring point (without sensor)

TE Temperature sensor
TZA+ Temperature cutout/alarm (when the upper limit is reached)
PO Pressure visual indication
PDSA Pressure difference/switch over/alarm
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Brochures 5.5
In addition to the brochures in Volume A1 and D there are available:
SI units
CoCoS EDS
CoCoS SPC
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Technical Documentation

Works No. . . . . . . . . . . . . . . . . . . . . . . . . Edition only for Information

6628 B1--01 E 11.97 101/ 02

6628 B1--01 E 11.97 102/ 02

N 2.1 Scope of supply/Technical specification

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6628 05.00 L 32/40 102 / 03

: : : N 4.1 General remarks

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▲▲ Caution! Missing information and disregard for information

▲▲ Caution! Untrained persons can cause injury to persons,

▲ Attention! Technical documents are valid for one certain order

6680 1.1--01 E 12.97 32/40 upw 101/ 02

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The reliable and economically efficient operation of a propulsion system

This Technical Documentation complements these faculties by specific

▲▲ Caution! Neglection of the Technical Documentation, and

6680 1.2--01 E 12.97 32/40 upw 101/ 01

Instructions for use

The operating manual contains written and illustrated information that is

The operating instructions should be made available to these persons. The

We attempt to render assistance by a clearly organised composition and

Structure and special features

The operating instruction manual mainly consists of the sections

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What is also of importance

Technical details Technical details of your engine are included in

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N 2.1 Scope of supply/Technical specification

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2.1 Scope of supply/Technical specification

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Technical Specification The order confirmation, technical specification related to order

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2.1 Scope of supply/Technical specification

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2.1 Scope of supply/Technical specification

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Figure 1. Main components/tie rod

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Figure 3. Crankshaft bearing/locating bearing/external bearing

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Torsional oscillation, to which the crankshaft is susceptible, is reduced

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Figure 6. Con-rod with two parting lines (marine-type)

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Figure 9. Piston with connecting rod

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Figure 12. Measuring roughness on processed cylinder liners

Cylinder head/rocker arm casing

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MAN B&W B1-Operating Instructions

MAN B&W B1-Operating Instructions