L28/32H Instruction Manual - Marine: Four-Stroke Genset Compliant With Imo Tier Ii
L28/32H Instruction Manual - Marine: Four-Stroke Genset Compliant With Imo Tier Ii
L28/32H Instruction Manual - Marine: Four-Stroke Genset Compliant With Imo Tier Ii
GenSet Index
L28-2
Quality requirement for lube oil (SAE30) for heavy fuel oil operation Description 604.01 (27H)
(HFO)
MAN Diesel
Index GenSet
L28-2
Quality requirem. for lube oil (SAE30) for operation with gas oil, diesel Description 604.01 (26H)
oil (MGO/MDO) and biofuel
Treatment and maintenance of lubricating oil Description 604.03 (11H)
Criteria for cleaning/exchange of lubricating oil Description 604.04 (17H)
Lubricating points Description 604.05 (01H)
Lubricating points Description 604.05 (02H)
Lubricating oil in base frame Description 604.06 (16H)
Specific lube oil consumption - SLOC Description 604.07 (02H)
Heavy fuel oil (HFO) specification Description 3.3.3-01
Diesel oil (MDO) specification Description 3.3.2-01
Gas oil / diesel oil (MGO) specification Description 3.3.1-01
Bio fuel specification Description 3.3.1-02
Viscosity-temperature diagram (VT diagram) Description 3.3.4-01
Fuel oil cleaning Description 604.30 (01H)
Engine cooling water specifications Description 3.3.7-01
Cooling water inspecting Description 000.07-01
Cooling water system cleaning Description 000.08-01
Water specification for fuel-water emulsions Description 3.3.10-01
Specifications for intake air (combustion air) Description 3.3.11-01
GenSet Index
L28-2
Camshaft 507/607
Operating gear for valves and fuel injection pumps Description 608.01 (12H)
Inspection of valve roller guides Working card 608-01.00 (01H)
Inspection of fuel injection pump roller guide Working card 608-01.05 (01H)
Control and adjustment of valve clearance Working card 608-01.10 (01H)
Roller guide and push rods Plate 60801-17H
Control/safety 509/609
Crankshaft 510/610
Index GenSet
L28-2
Turbocharger 512/612
GenSet Index
L28-2
Index GenSet
L28-2
Tools 520/620
GenSet Index
L28-2
Tool combinations for tightening of connecting rod screws Working card 620-01.20 (01H)
Max. pressure indicator Working card 620-01.25 (02H)
Tools for cylinder head Plate 62005-03H
Tools for piston, connecting rod and cylinder liner Plate 62006-11H
Tools for operating gear for inlet valves, exhaust valves and fuel Plate 62008-03H
injection pumps
Tools for control and safety systems, automatics and instruments Plate 62009-02H
Tools for crankshaft and main bearing Plate 62010-07H
Tools for crankshaft and main bearing Plate 62010-10H
Tools for crankshaft and main bearing Plate 62010-11H
Tools for fuel oil system and injection equipment Plate 62014-02H
Tools for lubricating oil system Plate 62015-02H
Hydraulic tools Plate 62021-08H
Tools for low overhaul height, piston, cylinder liner and connecting Plate 62050-01H
rod
Operating manual for testing tool (Fuel injection valve) Description GXO-D001
Engine data
500/600
MAN Diesel & Turbo
Function
Section No.
Sub-function
Function
Section No.
H for Holeby
Edition
All data provided in this document/manual is non-binding. This data serves informational purposes only and
is especially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes and
will be assessed and determined individually for each project. This will depend on the particular characteri-
stics of each individual project, especially specific site and operational conditions.
If this document/manual is delivered in another language than English and doubts arise concerning the
translation, the English text shall prevail.
Original instructions
2011.06.28
MAN Diesel & Turbo
Copyright 2011 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).
This document/manual must not, either wholly or partly, be copied, reproduced, made publich or in any other way made
available to any third party without the written to this effect from MAN Diesel & Turbo.
MAN Diesel & Turbo PrimeServ Holeby MAN Diesel & Turbo
H. Christoffersensvej 6 GenSet & Powerplant Branch of MAN Diesel & Turbo SE,
4960 Holeby Service & Spare Parts Germany
Denmark CVR No.: 31611792
Phone: +45 54 69 31 00 Fax : +45 54 69 30 31 Head office: Teglholmsgade 41
Fax: +45 54 69 30 30 After office hours : +45 40 14 40 45 2450 Copenhagen SV, Denmark
[email protected] German Reg.No.: HRB 22056
[email protected] Amtsgericht Augsburg
www.mandieselturbo.com
2011.06.28
MAN Diesel & Turbo
Description
Page 1 (1) Warning
General
Warning !
12.06 - ES0
MAN Diesel & Turbo Questionnaire – Technical Documentation
Comprehensibility of contents
Comments/suggestions:
1 (1)
MAN Diesel & Turbo
Description
Main Particulars 600.00
Page 1 (1) Edition 07H
L28/32H
Cycle : 4-stroke
Configuration : In-line
Bore : 280 mm
Stroke : 320 mm
Description 600.01
Page 1 (1) Introduction Edition 08H
General
Introduction Description
This instruction book provides general information The book is a basic instruction manual for the particu-
on the engine design, operation and maintenance. lar engine supplied, with plant-adapted information
It can also be used as a reference when ordering such as basic media-system drawings, electrical
spare parts. Reliable and economical operation of wiring diagrams and test bed reports.
the plant is conditional upon its correct operation
and maintenance in accordance with MAN Diesel & The first five sections (500-504) of the book serve
Turbo’s instructions. Emissions-related maintenance as a guide to engine operation, and the next fifteen
of the diesel engine shall be performed as speci- sections (505-519) contain technical descriptions,
fied in MAN Diesel & Turbo’s instructions and any spare parts illustrations with appurtenant parts lists,
additional instructions to that effect included in the as well as working cards.
Technical File. Consequently, it is essential that the
engine room personnel are fully acquainted with the The last section (520) comprises tools.
contents of this book and the Technical File.
The engine is divided into a number of main com-
Every care is taken to ensure that all information in ponents/assemblies, each of which is described in
this instruction book is present and correct. a section of this book (section 505-519).
This book must not, either wholly or partly, be copied, Each of these sections starts with technical de
reproduced, made public or in any other way made scriptions of the systems/components, followed by
available to any third party without the written consent working cards and the spare parts illustration plates
to this effect from MAN Diesel & Turbo. and parts lists.
10.47 - ES0
MAN Diesel
Description
Safety 600.02
Page 1 (2)
Edition 06H
General
General Spares
Proper maintenance, which is the aim of this book, Large spare parts should, as far as possible, be pla-
constitutes the crucial point in obtaining optimum ced well strapped near the area of application and
safety in the engine room. The general measures accessible by crane. The spare parts should be well
mentioned here should therefore be a natural routine preserved against corrosion and protected against
to the entire engine room staff. mechanical damage. The stock should be checked
at intervals and replenished in time.
Cleanliness
Light
The engine room should be kept clean above and
below the floor plates. If grit or sand blows into the Ample working light should be permanently installed
engine room when the ship is in port, the ventilation at appropriate places in the engine room, and port-
should be stopped and ventilating ducts, skylights, able working light, in explosion-proof fittings, should
and doors in the engine room should be closed. be obtainable everywhere.
91.12 - ES0U
MAN Diesel
600.02 Safety Description
Page 2 (2)
Edition 06H
General
Whenever repairs or alterations have been made to After prolonged out-of-service periods or overhaul
the running gear, apply the "Feel-over sequence" work which may involve a risk of accumulation of
until ensured that there is no undue heating, oil- liquid in the combustion spaces, turning with open
mist formation, blow-by, or failure of cooling water indicator cocks should always be effected, through
or lubricating oil systems. at least two complete revolutions.
Feel-over after 5-15 and 30 minutes' idle running and Lubricating oil condition, filter elements and mea-
finally when the engine is running at full load. See suring equipment.
also "Starting-up sequence" in the section 602.
91.12 - ES0U
MAN Diesel & Turbo
Description 600.05
Page 1 (1) Cross Section Edition 07H
L28/32H
10.36 - ES1
MAN Diesel
Description 600.10
Page 1 (1) Key for Engine Designation Edition 02H
General
The engine types of the MAN B&W programme are identified by the following figures:
6 L 28/32 H MCR
No of cylinders
5, 6, 7, 8, 9
12, 16, 18
Engine Type
L : In-line
V : V-built
Cyl. diam/stroke
16/24 : 160/240
21/31 : 210/310
23/30 : 225/300
27/38 : 270/380
28/32 : 280/320
32/40 : 320/400
Design Variant
Rating
08028-0D/H5250/94.08.12
04.08 - ES1
MAN Diesel
Description 600.11
Page 1 (1) Designation of Cylinders Edition 01H
L28/32H
89.17 - ES1S-L
MAN Diesel & Turbo
Description
Page 1 (1) Engine Rotation Clockwise 600.12
Edition 02H
General
Engine
Alternator
10.39 - ES1
MAN Diesel & Turbo
Description
Code Identification for Instruments 600.20
Page 1 (2) Edition 03H
General
Explanation of Symbols
TI Measuring device
40 Local reading
Temperature Indicator
No. 40 *
Measuring device
PI Sensor mounted on engine/unit
22 Reading/identification mounted in a panel on the engine/unit
Pressure Indicator
No. 22 *
Measuring device
TAH Sensor mounted on engine/unit
12 Reading/identification outside the engine/unit
Measureing device
PT Sensor mounted on engine/unit
22 Reading/identification in a panel on the engine/unit and reading/indication out-
side the engine/unit
Pressure Transmitting
No. 22 *
* Refer to standard location and text for instruments on the following pages.
11.19 - ES1
MAN Diesel & Turbo
600.20 Code Identification for Instruments Description
Edition 03H Page 2 (2)
General
Standard Text for Instruments
Diesel Engine/Alternator
LT Water System
01 inlet to air cooler 04 inlet to alternator 07 inlet to lub. oil cooler
02 outlet from air cooler 05 outlet from alternator 08 inlet to fresh water cooler (SW)
03 outlet from lub. oil cooler 06 outlet from fresh water cooler (SW) 09
HT Water System
10 inlet to engine 14 inlet to HT air cooler 17 outlet from fresh water cooler
10A FW inlet to engine 14A FW inlet to air cooler 18 inlet to fresh water cooler
11 outlet from each cylinder 14B FW outlet from air cooler 19 preheater
12 outlet from engine 15 outlet from HT system 19A inlet to prechamber
13 inlet to HT pump 16 outlet from turbocharger 19B outlet from prechamber
Load Speed
80 overspeed air 84 engine stop 88 index - fuel injection pump
81 overspeed 85 microswitch for overload 89 turbocharger speed
82 emergency stop 86 shutdown 90 engine speed
83 engine start 87 ready to start
Miscellaneous
91 natural gas - inlet to engine 94 cylinder lubricating 97 remote
92 oil mist detector 95 voltage 98 alternator winding
93 knocking sensor 96 switch for operating location 99 common alarm
100 inlet to MDO cooler 101 outlet to MDO Cooler 102 alternator cooling air
11.19 - ES1
MAN Diesel
Description
Introduction to Planned Maintenance Programme 600.24
Page 1 (1)
Edition 02H
General
General 4. Related procedures - indicates other works,
depending on this work - or works which would be
The overhaul intervals are based on operation on expedient to carry out.
a specified fuel oil quality at normal service output,
which means 70-100% of MCR. 5. Indicates x number of men in x number of hours
for accomplishing the work.
In the long run it is not possible to obtain a secure
and optimal economic running without an effective The stated consumption of hours is only intended
maintenance system. as guide.
With the structure and amount of information in the Experience with the specific station/crew may lead
maintenance programme, it can be integrated in the to a bringing up-to-date.
entire ship's/power station's maintenance system or
it can be used separately. 6. Refers to data, which are required for carrying
out the work.
The crux of the maintenance system is the key dia-
gram, see page 600.25, indicating the inspection 7. Special tools, which must be used. Please note
intervals for the components/systems, so that the that not all tools are standard equipment.
crew can make the necessary overhauls, based on
the engines' condition and/or the time criteria. 8. Various requisite hand tools.
The stated, recommended intervals are only for 9. Indicates the components/parts, which it is
guidance as different service conditions, the quality advisible to replace during the maintenance work.
of the fuel oil and the lubricating oil, treatment of the Please note, that this is a condition for the intervals
cooling water, etc, will decisively influence on the stated.
actual service results and thus the intervals between
necessary overhauls.
1
7
Working cards
2
Each of the working cards can be divided into two:
a front page and one or several pages, describing
and illustrating the maintenance work. 3
8
The front page indicates the following:
08028-0D/H5250/94.08.12
94.35 - ES0S
MAN Diesel
Description 600.25
Page 1 (4) Planned Maintenance Program Edition 33H
L28/32H
Overhauled parts
Working
Observations
● = Overhaul to be carried out
Description
3th month
Card
Check new/
after -hours
200
8000
16000
32000
Weekly
50
2000
Montly
■ = Check the condition
Daily
No.
Operating of Engine:
Cylinder Head:
09.48 - ES0
MAN Diesel
600.25 Description
Edition 33H
Planned Maintenance Program Page 2 (4)
L28/32H
Overhauled parts
Working
Observations
● = Overhaul to be carried out
Description
3th month
Card
Check new/
after -hours
50
2000
8000
200
32000
Weekly
16000
Montly
■ = Check the condition
Daily
No.
09.48 - ES0
MAN Diesel
Description 600.25
Page 3 (4) Planned Maintenance Program Edition 33H
L28/32H
Overhauled parts
Working
Observations
● = Overhaul to be carried out
Description
3th month
Card
Check new/
after -hours
50
2000
8000
200
32000
Weekly
16000
Montly
■ = Check the condition
Daily
No.
Turbocharger System:
08028-0D/H5250/94.08.12
09.48 - ES0
MAN Diesel
600.25 Description
Edition 33H
Planned Maintenance Program Page 4 (4)
L28/32H
Overhauled parts
Working
Observations
● = Overhaul to be carried out
Description
3th month
Card
Check new/
after -hours
50
2000
8000
200
32000
Weekly
16000
Montly
■ = Check the condition
Daily
No.
Thermostatic valve........................................................... ■
Cooling water system - Check the system....................... ■ 616-01.90
09.48 - ES0
MAN Diesel & Turbo
Description
Operation Data & Set Points 600.30
Page 1 (2) Edition 50H
L28/32H
Acceptable
Normal Value at Full load value at shop
at ISO conditions test or after Alarm Set point Autostop of engine
repair
Press. LT-system, inlet engine PI 01 1-2.5 bar (D) >1.3 bar PAL 01 0.4 bar + (C)
Press. HT-system, inlet engine PI 10 1.5-4.6 bar >1.8-<6 bar PAL 10 0.4 bar + (C)
Temp. HT-system, inlet engine TI 10 60-75° C
Temp. HT-system, outl. cyl.units TI 11 70-85° C <85° C
Temp. HT-system, outlet engine TAH 12 90° C TSH 12 95° C
TAH 12-2 93° C
Temp. raise across cyl. units max. 10° C
Exhaust Gas and Charge Air
Specific plants will not comprise alarm equipment and autostop for all parameters listed above. For specific plants additional parameters
can be included. For remarks to some parameters, see overleaf.
10° C change in ambient temperature correspond to approx. 15° C exhaust gas temperature change
11.33 - ES1
MAN Diesel & Turbo
L28/32H
Acceptable
Normal Value at Full load value at shop
at ISO conditions test or after Alarm Set point Autostop of engine
repair
11.33 - ES1
MAN Diesel & Turbo
Description
"Green Passport" 600.33
Page 1 (1) Edition 02H
General
In 2009 IMO adopted the „Hong Kong International
Convention for the Safe and Environmentally Sound
Recycling of Ships, 2009“
11.08 - ES0
MAN Diesel & Turbo
Description
Data for Pressure and Tolerance 600.35
Page 1 (2) Edition 16H
L28/32H
606 Piston and piston ring grooves (see working card 606-01.10)
Clearance between connecting rod bush and piston pin 0.15 - 0.25 mm.
Maximum ovalness in big-end bore (without bearing) 0.10 mm.
New cylinder liner, inside diameter 280.03 - 280.08 mm.
Maximum inside diameter cylinder liner 280.60 mm.
607 Clearance between camshaft and camshaft bearing 0.13 - 0.22 mm.
Maximum clearance between camshaft and camshaft bearing 0.35 mm.
Clearance between tooths on intermediate wheel 0.20 - 0.30 mm
Plunger lift at TDC, injection timing:
IMO Tier II - D2, 720 rpm 8.30+0.05 mm*
IMO Tier II - D2, 750 rpm 8.27+0.05 mm*
*) for information on max settings check the engine's IMO Technical file.
Plunger Lift, World Bank II**
**) Standard injection timing value is based on ISO condition.
Special injection timing of engines can be necessary due to
Power plant size and/or Ambient conditions.
608 Valve clearance, Inlet valve (cold engine 15 - 55°C) 0.40 mm.
Valve clearance, Exhaust valve (cold engine 15 - 55°C) 0.90 mm.
Maximum clearance between rocker arm bush and rocker arm shaft 0.30 mm.
610 Clearance (equal on both sides) between main bearing cap and frame,
before tightening of bracing screw (side screw) 0.06 ± 0.02 mm
Deflection of crankchaft (autolog) (see working card 510-01.00)
Clearance between crankshaft and sealing ring, (upper and lower part) 0.3 - 0.4 mm.
Clearance in main bearing 0,2-0,344 mm
Clearance in guide bearing (axial) 0.15 - 0.46 mm
Maximum clearance in guide bearing (axial) 0.8 mm
Clearance between bearing and gearwheel shaft:
Clearance when new bearings are mounted 0.125-0.200
Maximum clearance 0.250
Clearance axial 0.2-0.3
611 Opening pressure of safety relief valves (on crankcase), max: 0.20 bar
L28/32H
Description 600.40
Page 1 (2) Data for Tightening Torque Edition 18H
L+V28/32H
Tightening
Section Description Thread Torque Pressure Lubricant
Nm bar
605 Cylinder head stud (in frame) Stud M 39 200 Loctite 243
Nut for cylinder head stud Nut M 39 x 3 700 Oil / Molykote
(Unimol gl 82)
Molykote
607 Camshaft assembling Nut M 12 85 (Unimol gl 82)
Gear wheel on camshaft Screw M 12 70 –
Intermediate wheel shaft Nut M 22 x 1.5 250 –
Intermediate wheel assembling Nut M 12 50 –
Gear wheel on crankshaft Nut M 12 50 –
610 Main bearing stud (in frame) Stud M 56 200 Loctite 243
Molykote
Nut for main bearing stud Nut M 52 x 3 900 (Unimol gl 82)
Main bearing side screw - L28/32H Screw M 24 350 –
Main bearing side screw - V28/32H Screw M 30 600 –
Counterweight on crankshaft Screw M 26 x 1.5 300 –
Vibration damper on crankshaft Nut M 30 500 –
Flywheel mountng (witout fitted bolt) Nut M30 1350 oil
Flywheel mounting (with fitted bolt)
- L28/32H Nut M 30 1350 –
- V28/32H Nut M 30 480 –
Gear rim on flywheel Screw M 16 75 –
(3 x cross-tightening
614 Fuel-pump connecting piece Screw M 10 60 20 - 40 - 60 Nm) –
Fuel-pump top flange (barrel) Screw M 12 100 –
Fuel-pump cavitation plugs Plug M 20 x 1.5 100 - 120 –
Fuel-pump mounting Screw M16 150 –
Fuel-valve (nozzle nut) Nut M 26 x 1.5 100 - 120 –
Fuel-valve mounting Nut M 16 30 –
Fuel-valve (lock nut) Nut M 16 x 1.5 100 –
High pressure pipe Nut M 22 x 1.5 60 –
09.24
MAN Diesel & Turbo
600.40 Description
Edition 18H Data for Tightening Torque Page 2 (2)
L+V28/32H
Tightening
Section Description Thread Torque Pressure Lubricant
Nm bar
Molykote
615 Gear wheel on lub. oil pump Nut M 30 x 2 400 (Unimol gl 82)
09.24
MAN Diesel & Turbo
Description
Declaration of Weight 600.45
Page 1 (1) Edition 01H
L28/32H
00.32 - ES0U
MAN Diesel & Turbo
Description 600.50
Page 1 (2) Ordering of Spare Parts Edition 06H
General
Spare parts can be ordered from MAN Diesel & Note:
Turbo, PrimeServ.
• Components from different engine builders
When spare parts are ordered or inquired, the fol- cannot be considered as interchangeable.
lowing data must be indicated, in order to ensure • A wide number of spare parts can be orders
correct identification of the required parts: as spare part kits.
• Selected components may be available in both
• Name of customer original and upgraded version.
• Name of plant /vessel
• Vessel IMO No These data are necessary to ensure supply of the
• Engine type correct spare parts for a particular engine, even
• Engine serial No though the spare part illustrations contained in this
• Engine builder book may not always be in complete accordance
• Plate No and edition No with the individual components of a specific engine.
• Item No
• Quantity For ordering of spare parts for governor, turbocharger
• Designation of the item No and alternator, please see the special chapter in the
instruction book for these components.
12.11 - ES0
MAN Diesel & Turbo
Description
Ordering of Spare Parts 500.50
600.50
Page 2 (2)
Edition06H
Edition 03
General
Name of customer Name of Plant/Vessel IMO No
For ordering or inquiry for items in free text, kindly contact MAN PrimeServ Holeby
at: +45 54 69 31 00 or via e-mail [email protected]
12.11 - ES0
MAN Diesel & Turbo
Description 600.51
Page 1 (1) How to Return Spare Parts and/or Tools Edition 05H
General
If the unfortunate situation occurs that your spare - If you return to Holeby instead of Frederikshavn,
parts do not fit or is damaged in any way, you need you will have to pay freight charges of minimum
to return your spare parts to us. EUR 70,-
The return procedure is as follows: Please return by cheapest mean to the below address:
11.09 - ES0
MAN Diesel
Description
Service Letters 600.55
Page 1 (1)
Edition 01H
General
Description
In order to ensure the most efficient, economical and Since new service letters might be of great impor-
up-to-date operation of our engines, we regularly send tance to the operation of the plant, we recommend
out "Service Letters" containing first-hand information that engine staff file them as supplements to the
regarding accumulated service experience. relevant chapters of this instruction book.
91.14 - ES0
MAN Diesel
Description
Conversion Table 600.60
Page 1 (3) Edition 01
General
Quantity Name Symbol 1 kn (knot) = 1 nautical mile/h 1.852 km/h = 0.5144 m/s
Cincerning other conversions, see table for length
length metre m
mass kilogram kg
time second s Density
electric current ampere A
absolute temperature* kelvin K 1 lb/cub. ft 16.02 kg/m3
amount of substance mole mol
luminous intensity candela cd
Force (1 kg m/s2 = 1 N)
* Also named "thermodynamic temperature"
1 kp (kilopound)* 9.807 N
Supplementary SI Units 1 poundal** 138.3 x 10-3 N
1 lbf (pound force) 4.448 N
Quantity Name Symbol
* Can occasionally be found stated as kgf (kilogram force).
plane angle radian rad Standard acceleration of free fall gn = 9.80665 m/s2
solid angle steradian sr ** Unit of force in the ft-lb-s system
Length (m) poise is a special name taken from the CGS system. 1 P = 0.1 Pa s
1 cP = 1 mPa s = 10-3 Pa s
1 in (inch) 25.40 mm = 0.0254 m
1 ft (foot) = 12 inches 0.3048 m Kinematic viscosity (m2/s)
1 yd (yard) = 3 ft = 36 inches 0.9144 m
1 statute mile = 1760 yds 1609 m 1 sq.ft/s 92.90 x 10-3 m2/s = 92.90 x 103 cSt *
1 n mile (international nautical mile) 1852 m
* 1 cSt (centi stokes) = 10-6 m2/s. Stokes is a special name
taken from the CGS system. 1 St = 10-4 m2/s
SI Prefixes
Energy, Work (1 Nm = 1 J, Wh)
Factor Prefix Symbol Factor Prefix Symbol
1 cal I.T* 4.187 J*
1018 exa E 10-1 deci d 1 kpm 9.807 J
1015 peta P 10-2 centi c 1 hph (metric) 2.648 x 106 J = 0.7355 kWh
08028-0D/H5250/94.08.12
Area (m2)
04.37 - ES0
MAN Diesel
600.60 Conversion Table Description
Edition 01 Page 2 (3)
General
t °C (Celsius) tc + 273.15 = K
t°F (Fahrenheit) 5/9(tf - 32) + 273.15 = K
Celsius from Fahrenheit: tc = 5/9(tf - 32)
Fahrenheit from Celcius: tf = 9/5 x tc + 32
04.37 - ES0
MAN Diesel
Description
Conversion Table 600.60
Page 3 (3) Edition 01
General
Volume (1 m3 = 1000 l)
Mass (kg)
Pressure
(1 N/m2 = 1 Pa, 1 bar = 105 Pa, 1 mbar = 10-3 bar)
* Mercury. 1 mm Hg = 1 Torr
Values in table provided gn = 9.80665 m/s2
** Water column (WC)
t ρ Cp t Cp
range
08028-0D/H5250/94.08.12
04.37 - ES0
MAN Diesel
Description
Page 1 (3) Basic Symbols for Piping 600.65
Edition 01H
General
1.3 Valves, gate valves, cocks and flaps 2.17 Loop expansion joint
1.5 Indicating and measuring instruments 2.19 Pneumatic flow or exhaust to atmosphere
05.02 - ES0
MAN Diesel
General
3.19 Suction valve chest with non-return valves 4.2 Remote control
3.27 Cock with bottom connection 4.10 Manual (at pneumatic valves)
3.28 Cock, straight through, with bottom conn. 4.11 Push button
3.35 3/2 spring return valve, normally closed 5.2 Filter or strainer
3.36 2/2 spring return valve, normally closed 5.3 Magnetic filter
05.02 - ES0
MAN Diesel
Description
Basic Symbols for Piping 600.65
Page 3 (3) Edition 01H
General
05.02 - ES0
Operation of engine
501/601
MAN Diesel
Description
Operating 601.01
Page 1 (3)
Edition 21H
L+V28/32H
Preparations for Starting
The following describes what to do before starting, 4. Open the fuel oil supply to the feed pump.
when the engine has been out of service for a lon-
ger period of time, or if major overhauls has been Starting on HFO: circulate preheated fuel through
made. the pumps until correct working temperatures has
been obtained. Takes normally 30-60 minutes.
1. Check the oil level in the base frame (or in
the lub. oil tank if the engine is with dry sump), air 5. Check the pressure in the starting air receiver(s)
lubricator and in the govenor. and open the starting air supply (blow-off water, if
any, drain the starting air system before opening.
Start-up the prelubricating pump.
6. Check that the sealing oil system for the injec-
The engine shall be prelubricated at least 2 minutes tion pumps are working correct.
prior to start.
7. Check in the regulating gear:
Check oil pressures before and after the filter.
- That all fuel pumps are at index "0" when the
2. Open the cooling water supply, start separate regulating shaft is in the STOP position.
cooling water pumps where installed, and check the
cooling water pressure. - That each fuel pump can be pressed by hand
to full index when the regulating shaft is in the STOP
Note: To avoid shock effects owing to large tempe- position, and that the pumps return automatically to
rature fluctuations just after the start, it is recom- the "0" index when the hand is removed.
mended:
- That the spring-loaded pull rod is working
a) to preheat the engine, cooling water of at least correctly.
60 °C should be circulated through the frame and
cylinder head for at least 2 hours before start. - That the stop cylinder for regulating shaft
works properly, both when stopping normally and
- either by means of cooling water from engines at overspeed and shut down.
which are running or by means of a built-in preheater
(if installed). - Testing is made by simulating these situati-
ons.
or
8. Open the indicator valves and turn the engine
b) When starting without preheated cooling water, some few revolutions, check that no liquid is flowing
the engine must only be started on MDO (Ma-rine out from any of the indicator valves during the tur-
Diesel Oil). ning.
The engine should not be run up to more than 50% Slow-turning must always be carried out, before the
load to begin with, and the increase to 100% should engine is started after prolonged out of-service pe-
take place gradually over 5 to 10 minutes. riods and after overhauls, which may involve a risk
of liquid having collected in the cylinders.
Note: When starting on HFO (Heavy Fuel Oil), only
item "a" should be used. 9. Close the indicator valves.
3. Open the nozzle cooling oil supply (only when 10. Disengage the turning gear, if fitted. Check
started on HFO), circulate preheated oil through the that it is locked in the "OUT" position.
nozzles for at least 15 minutes.
96.30 - ES0U
MAN Diesel
601.01 Description
Edition 21H
Operating Page 2 (3)
L+V28/32H
3. The fuel oil pressure must be kept at the stated Start and Stop on HFO
value, and the filter must be cleaned before the
pressure drop across the filter reaches the stated Start and stop of the engine should take place on
maximum value. HFO in order to prevent any incompatibility problems
by change-over to MDO.
4. The cylinder cooling water temperature must be
kept within the limits indicated and the temperature MDO should only be used in connection with main-
rise across the engine should not exceed 10°C. tenance work on the engine or longer periods of
engine standstill.
5. The cooling water temperature at the charging
air cooler inlet should be kept as low as possible; Before starting on HFO the engine must be properly
however, not as low as to produce condensation preheated. as described in "Preparations for starting"
water in the charging air space. and as below.
Adjustment takes place in the external system out- Stopping the engine on HFO is no problem, but it
side the engine, and the amount of cooling water should be ensured that the temperature of fuel pipes
must be so adjusted that the temperature rise across not are reduced to a level below the pour point of
the charging air cooler is 3 - 5 °C. the fuel, otherwise reestabilishing of the circulation
might cause problems.
96.30 - ES0U
MAN Diesel
Description
Operating 601.01
Page 3 (3)
Edition 21H
L+V28/32H
Starting on MDO
96.30 - ES0U
MAN Diesel
Description
Out-of Service 601.05
Page 1 (2)
Edition 17H
General
1. Stand-by Engines 4.3. Open up all filters to check that filter elements
are intact. Filter cartridges in the lub. oil filter is to be
During engine standstill in stand-by position, the replaced before start after repair or due to excessive
media cooling water, fuel oil and nozzle oil should differential pressure. After eremoval, dirty elements
be continuously circulated at temperatures similar can be examined for particles of bearing metal at
to the operation conditions. the bottom of the paper lamellae.
(The elements can not be used again).
The engine shall be prelubricated 2 minutes prior
to start, if there is not intermittent or continuous pre- 4.4. Check the cylinder walls.
lubricating installed. intermittent prelub. is 2 min
every 10 minutes. 4.5. Take deflection measurements of the crank-
shaft.
During the lay-up period (and also when laying-up the The following should be made during the major
vessel), we recommend that our special instructions repairs.
for preservation of the engines, are followed.
5.1. Retighten all bolts and nuts in the crankcase
and check their locking devices. Also retighten
4. Works before Major Repairs foundation bolts.
4.1 After stopping the engine, while the oil is still 5.2. Check the various gear wheel drives for the
warm, start the electrically driven prelubrication camshaft(s).
pump, open up the crancase and camshaft housing
and check that the oil is flowing freely from all bea- 5.3. Remedy leakages of water and oil in the en-
rings. Also take off the top covers on the cylinder gine, and blow through blocked-up drain pipes.
heads and make sure that oil is not supplied for
lubrication of rocker arms, as non-return valves are 5.4. Drain starting air pipes of water.
fitted which do not open until the oil pressure at the
inlet to the rocker arms exceeds 1 bar. 5.5. Empty the oil sump of lubricating oil and remove
the sludge, if not done within a period of one year.
08028-0D/H5250/94.08.12
After overhaul of pistons, bearings, etc. this check Very thoroughly clean the sump and subsequently
should be repeated before starting the engine. coat with clean lubricating oil.
92.02 - ES0U
MAN Diesel
601.05 Description
Edition 17H
Out-of Service Page 2 (2)
General
The differential pressure across the lub. oil filter 6.7 b) Adjustment speed: Switch-in generator on
must be watched very carefully after cleaning and the switchboard and set the load to about 40%. On
starting-up the engine. Be sure to replace filter cart- reaching normal oil temperatures in governor and
ridges in due time. engine, increase the load instantaneously to about
80% ( by starting major pump or compressor). This
6.2. After restoring normal lubricating oil circulation, must not cause the frequency to fall by more than
turn the engine at least two revolutions by means of some 8%, and the engine must return to a constant
the turning rod to check the movability of the relevant r.p.m. about 3 seconds (although this r.p.m. will be
parts of the engine. a little lower than before owing to the speed drop
of
6.3. Close drain cocks in the turbocharger (or in the governor). If the engine is operated in parallel
the exhaust gas system if mounted). with other engines, an even sharing of load shall be
established within about 3 seconds. If the gover-
6.4. Lubricate bearings and rod connections in the nor reacts too slowly, compensating adjustment
manoeuvring gear. Disconnect the governor and is effected as indicated in Woodward's instruction
move the rod connections by hand to check that the manual (Compensating adjustment).
friction in bearings and fuel pumps is sufficiently low.
If repair of bearings or alignment of engine has been Note: It is a condition for this test that the engine
made, checks 1, 2, and 5 should be repated. and turbocharger are in perfect operating condition,
so that they can be elimated as possible sources
6.5. Cheks to be made just before starting of the of error.
engine are mentioned under 601.01.
6.7 c) Hunting: Run the engine at synchronous
6.6. Add cooling water and check with pressure r.p.m., and without load. Provided the governor oil
on the system for leakage at the upper and lower is warm, the regulating lever must not perform any
cy-linder liner sealings and at cooling water connec- major periodical movments, and neither must there
tions. be any variation up and down in the engine speed. If
that is the case, repeat the compensating adjustment
6.7. Check the governor as follows: according to Woodward's instruction manual.
Start up the engine and run it at the synchronous
number of revolutions. 6.7 d) Speed Drop: in case of unsatisfactory load
sharing between two ore more engines this can be
6.7 a) Speed setting: Check before switching-in rectified by increasing the speed drop of the engine
generator on the switchboard that the servomotor that is subject to the greatest load (or by reducing
adjusts the r.p.m. with a suitable quickness after ac- the setting of the other engines).
tuation of the synchronizer knob on the switchboard.
The range from - 5% to + 5% from the syn-chronous The setting shoul not normally be increased beyond
r.p.m. should be tested. 70 on the scale, and satisfactory parallel operation
can generally be obtained at settings between 40
and 60.
08028-0D/H5250/94.08.12
92.02 - ES0U
MAN Diesel
Description
Starting-up after Out of Service Periods 601.10
Page 1 (1)
Edition 17H
L+V28/32H
The following enumerates checks are to be made After the last feel-over, repeat check 4 page 601.05,
immediately after starting, during load increase, and see also Ignition in Crankcase page 603.04 in sec-
during normal running. The sequence has been ac- tion 603.
cordingly.
After repair or renewal of cylinder liners, piston rings
In the following it is assumed that the engine has or bearings, allowance must be made for a running-
been out of service for some time, for instance due in period, i.e. the engine load should be increased
to repairs and gradually as indicated in the tables below. The engine
output is determined on the basis of the fuel index and
- checks during out of service periods have been the load on the electric switchboard. The turbocharger
carried out as described in the previous chapter. speed gives some indication of the engine output, but
is not directly proportional to the output throughout
When starting after such an out-of-service period, the the service period.
following checks must be made in the stated order in
addition to normal surveillance and recording. Begin the starting-up sequence at a reduced engine
speed, e.g. 400 rpm, until it can be known for certain
that there areno hot spots in the engine. Then incre-
1. To be made immediately after starting: ase the speed to the normal rpm and connect to the
switchboard and put on load.
1.1. See that the turbocharger is running.
The load increase during the starting-up sequence
1.2. See that the lubricating oil pressure is in order. may, for instance, be:
1.3. See that all cylinders are firing (see exhaust 25 % load for 2 hours
temperatures). 50 % load for 2 hours
75 % load for 2 hours
1.4. See that everyting is normal for the engine speed, 100 % load may be put on.
fuel oil, cooling water and system oil.
The pump index indicated in the tables has been given
1.5. Check by simulation of the overspeed shutdown as a percentage of the index at full load. To enable
device that the engine stops. The overspeed setting the index to be read directly off the fuel pumps the
should be according to " Set Points and Operation following formula can be employed:
Data " section 600.
I = I% x IF
100
2. To be made during the starting-up, but only
if required after repairs or alterations made: IF = Index at full load (from testbed table)
2.1. If the condition of the machinery is not well-known, I% = Index expressed as % of full load index
especially after repairs or alterations, the "feel-over (stated in the preceding starting-up
sequence" should always be followed. sequence).
08028-0D/H5250/94.08.12
that is:
Following the alteration of the pump index of the one or
After 5-15 and 30 minutes' idle running, open the two cylinders concerned it must be checked that when
crankcase and the camshaft housing and feel-over in the STOP position the governor is able to move all the
on the surfaces of all moving parts where friction may fuel pumps to an average pump index not exceeding
arise and cause undue heating. 2 or 3, thus excluding the possibility of racing of the
engine when the propeller is declutched.
Feel: Main bearings, big-end bearings, (alternator),
and camshaft bearings, piston pins, cylinder liners, After completing the starting-up sequence, make
roller guides and gear wheels. sure that all fuel pumps are set at the same index and
that the governor can cause all fuel pumps to move
to "0" index.
96.30 - ES0U
MAN Diesel & turbo
Description
Guidelines for Longterm Low-Load Operation on HFO 601.15
Page 1 (1) Edition 03H
General
Part load/low load operation and turbocharger. HFO-operation at loads lower than
20% MCR should therefore only take place within
In certain ship and power station operation modes the certain time limitations according to the curves.
diesel generating sets are exposed to part load/low
load operation. After a certain period of HFO-operation at loads lower
than 20% MCR, a change to MDO should take place
During manoeuvring of the ship all diesel generating in order to prevent further retardation of the engine
sets are often started up for safety reasons, result- performance condition. Alternatively, the engine load
ing in low should be raised to 70% MCR over a period of 15
load operation of all the engines. During harbour stay minutes and maintained here for some time in order
one diesel generator could be low-loaded when only to burn off the carbon deposits, thus re-establishing
hotel purposes are consuming electricity. adequate performance condition. After such a "clean
burning period" low load operation on HFO can be
Island mode operation of diesel generating sets in continued.
power stations is frequently exposed to low load
operation like on a ship. However, the operator must be aware of the fact
that fouling in the combustion air inlet channels,
At part load/low load it is important to maintain if any, will not be cleaned at high load operation.
constant media temperatures, i.e. for cooling water, Extensive low load running can therefore result in
lubricating oil and fuel oil in order to ensure adequate the need for manual cleaning of the combustion air
combustion chamber temperature and thus complete inlet channels.
combustion.
If special application conditions require continuous
At loads lower than 20% MCR there is a risk of time HFO-operation at loads lower than 20% MCR and
dependant retardation of the engine performance occasionally performed "clean-burning" periods are
condition due to fouling of the exhaust gas channels inconvenient or impossible, special equipment and
and combustion air channels, combustion chambers arrangements must be established.
Load %
20
dmissible low-load operation
A Necessary operating period
(load percent/period) on HFO. with min. 70% load after low-
load operation on HFO.
a b 70% load
10 HFO or MDO
5
a b
08.20 - ES1
MAN Diesel & Turbo
General
Exhaust emissions from marine diesel engines have Low sulphur distillates
been the focus of recent legislation. Apart from nitrous
oxides (NOx), sulphur oxides (SOx) are considered In general our GenSet is developed for continuous
to be the most important pollution factor. A range of operation on HFO as well as on MDO/MGO. Occa-
new regulations have been implemented and others sionally changes in operation mode between HFO
will follow (IMO, EU Directive, and CARB). These and MDO/MGO are considered to be within normal
regulations demand reduction of SOx emissions operation procedures for our engine types and do
by restricting the sulphur content of the fuel. That is thus not require special precautions.
to say sulphur limits for HFO as well as mandatory
use of low sulphur distillate fuels for particular ap- Running on low sulphur fuel (< 0.1% S) will not cause
plications. This guideline covers the engine related problems, but please notice the following restrictions:
aspects of the use of such fuels.
In order to avoid seizure of the fuel oil injection pump
Low sulphur HFO components the viscosity at engine fuel oil inlet must
be > 2.0 cSt. In order achieve this it may be necessary
From an engine manufacturer’s point of view there to install a fuel oil cooler, when the engine is running
is no lower limit for the sulphur content of HFO. We on MGO. This is both to ensure correct viscosity and
have not experienced any trouble with the currently avoid heating up the service tank, which is important
available low sulphur HFO, that are related to the as the fuel oil injection pumps are cooled by the fuel.
sulphur content or specific to low sulphur HFO. This
may change in the future if new methods are applied When operating on MDO/MGO a larger leak oil
for the production of low sulphur HFO (desulphuriza- amount from fuel oil injection pumps and fuel oil
tion, uncommon blending components). MAN Diesel injection valves can be expected compared to op-
& Turbo will monitor developments and inform our eration on HFO.
customers if necessary.
In order to carry out a quick change between HFO
If the engine is not operated permanently on low and MDO/MGO the change over should be carried
sulphur HFO, then the lubricating oil should be se- out by means of the valve V1-V2 installed in front
lected according to the highest sulphur content of of the engine.
the fuels in operation.
For the selection of the lubricating oil the same ap-
plies as for HFO. For temporary operation on distillate
fuels including low sulphur distillates nothing has to
be considered. A lubricating oil suitable for operation
on diesel fuel should only be selected if a distillate
fuel is used continuously.
10.16 - ES1
Performance and
condition
502/602
MAN Diesel & Turbo
Description
Engine Performance and Condition 602.01
Page 1 (3) Edition 12H
L+V28/32H
Performance Data and Engine Condition An increase in charge air temperature involves a cor-
responding increase in the exhaust gas temperature
During operation small changes in the engine condi- level by a ratio of about 1:1.5, i.e. 1°C higher charge
tion take place continuously as a result of combustion, air temperature causes about 1.5°C higher exhaust
including fouling of airways and gasways, formation gas temperature.
of deposits, wear, corrosion, etc. If continuously
recorded, these changes in the condition can give Reduction of the charge air pressure results in a cor-
valuable information about the operational and responding reduction of the compression pressure
maintenance condition of the engine. Continuous and max. combustion pressure.
observation can contribute to forming a precise and
valuable basis for evaluation of the optimum operation When checking the max. pressure adjustment of the
and maintenance programmes for the individual plant. engine, it is therefore to be ensured that the existing
charge air pressure is correct.
12.04 - ES0
MAN Diesel & Turbo
L+V28/32H
When evaluating operational results, a distinction is If, for any reason, the surface temperature of the fuel
to be made between changes which affect the whole valve nozzle is lower than the condensation tempera-
engine (all cylinder units) and changes which occur ture of sulphuric acid, sulphuric acid condensate
in only one or a few cylinders. can form and corrosion take place (cold corrosion).
The formation of sulphuric acid also depends on the
Deviations occuring for a few cylinders are, as a rule, sulphur content in the fuel oil.
caused by malfunctioning of individual components,
for example a fuel valve with a too low opening pres- Normally, the fuel nozzle temperature will be higher
sure, blocked nozzle holes, wear or other defects, an than the approx. 180°C at which cold corrosion
inlet or exhaust valve with wrongly adjusted clearance, starts to occur.
burned valve seat, etc.
Abrasive particles in the fuel oil involve heavier wear
of the fuel valve needle, seat, and fuel nozzle holes.
Turbochargers Therefore, abrasive particles are to the greatest pos-
sible extent to be removed at the purification.
Fouling of the turbine side of the turbocharger will,
in its first phase, manifest itself in increasing turbo-
charger revolutions on account of increased gas Exhaust Valves
velocity through the narrowed nozzle ring area. In
the long run, the charging air quantity will decrease The overhaul intervals for exhaust valves is one of
on account of the greater flow resistance through the the key parameters when the reliability of the entire
nozzle ring, resulting in higher wall temperatures in engine is to be judged. The performance of the
the combustion chambers. exhaust valves is therefore extremely informative.
Service experience has shown that the turbine side is Especially under unfavourable conditions, fuel quali-
exposed to increased fouling when operating on HFO. ties with a high vanadium and sodium content will
promote burning of the valve seats. Combinations of
The rate of fouling and thereby the influence on vanadium and sodium oxides with a corrosive effect
the operation of the engine is greatest for small will be formed during combustion. This adhesive ash
turbochargers where the flow openings between the may, especially in the event of increased valve tem-
guide vanes of the nozzle ring are relatively small. peratures, form deposits on the seats. An increasing
Deposits occur especially on the guide vanes of the sodium content will reduce the melting point and
nozzle ring and on the rotor blades. In the long run, thereby the adhesive temperature of the ash, which
fouling will reduce the efficiency of the turbocharger will involve a greater risk of deposits. This condition
and thereby also the quantity of air supplied for the will be especially unfavourable when the va na weight
combustion of the engine. A reduced quantity of air ratio increases beyond 1:3.
will result in higher wall temperatures in the combus-
tion spaces of the engine. The exhaust valve temperature depends on the actual
maintenance condition and the load of the engine.
Detailed information and instructions regarding With correct maintenance, the valve temperature is
water washing of the turbocharger are given in the kept at a satisfactory low level at all loads. The air
instruction manual. supply to the engine (turbocharger/air cooler) and the
maximum pressure adjustment are key parameters
in this connection.
Fuel Valves
It is important for the functioning of the valves that
Assuming that the fuel oil is purified effectively and the valve seats are overhauled correctly in accord-
that the engine is well-maintained, the operational ance with our instructions.
conditions for the fuel valves and the overhaul in-
tervals will not normally be altered essentially when The use of rotocaps ensures a uniform distribution
operating on HFO. of temperature on the valves.
12.04 - ES0
MAN Diesel & Turbo
Description
Page 3 (3) Engine Performance and Condition 602.01
Edition 12H
L+V28/32H
Air Inlet Valves Engine Room Ventilation, Exhaust System
The operational conditions of the air inlet valves are Good ventilation of the engine room and suitable loca-
not altered substantially when using residual fuel. tion of the fresh air intake on the deck are important.
Sea water in the intake air might involve corrosive
attack and influence the overhaul intervals for the
Fuel Injection Pumps exhaust valves.
Assuming effective purification of the fuel oil, the The fresh air supply (ventilation) to the engine room
operation of the fuel injection pumps will not be very should correspond to approximately 1.5 times the air
much affected. consumption of the engines and possible boilers in
operation. Under-pressure in the engine room will
The occurrence of increasing abrasive wear of plunger involve an increased exhaust temperature level.
and barrel can be a consequence of insufficient
purification of the fuel oil, especially if a fuel which The exhaust back-pressure measured after the turbo-
contains residues from catalytic cracking is used. chargers at full load must not exceed 300 mm water
Water in the fuel oil increases the risk of cavitation in column. An increase in the exhaust back-pressure will
connection with pressure impulses occurring at the also cause an increased exhaust valve temperature
fuel injection pump cut-off. A fuel with a high asphalt level, and increased fuel consumption.
content has deteriorating lubricating properties and
can, in extreme cases, result in sticking of the fuel
injection pump plungers.
12.04 - ES0
MAN Diesel & Turbo
General
PRESSURE DROP
INCREASING
(limit 50%)
Air filters
fouled.
PRESSURE DROP
INCREASING
(limit 50%)
Air side of
ALL CYLINDERS cooler fouled.
Exhaust temp. increa-
sing:
Air system fouled TEMP. DIFFERENCE
(Air filter-blower-cooler). TOO LARGE
Exhaust system fouled Water flow too small
(nozzle ring, turbine
wheel).
TEMP. DIFFERENCE
TOO LARGE
Air cooler fouled.
11.23 - ES0
MAN Diesel
Description
Condensate Amount 602.05
Page 1 (2) Edition 08H
General
(Above atmospheric)
10 20 30 40 50 60 70
0.10
of air in kg water / kg air
r
ba
1.0
r
0.08
ba
0
2.
air pressure
0.06
r
ba
Max. water content
Charge
0
of atmosphere
3.
Water content
I %
%
0%
%
%
60
70
80
90
10
0.04
A B
in air tank
Pressure
0.02
II
30 bar
III
Relative 0
air humidity 30 40 50 60 70
91.37 - ES1S
MAN Diesel
General
Solution according to diagram: Amount of Condensate Water in Air Tanks.
Water content of air (l) 0.033 kg/kg The volume of condensate in the air tank is determin-
Max. water cont. of air (ll) 0.021 kg/kg ed by means of the curve at the bottom to the right
of the diagram, representing an operating pressure
Amount of condensate in charge air recceiver. of 30 bar.
= (l - ll) x le x P Example:
= (0.033 - 0.021) x 8.2 x 1260 = 123 kg/h
Amount of condensate in air tank.
= (I - III) x m.
= (0.033 - 0.0015) x 138 = 4.35 kg.
08028-0D/H5250/94.08.12
91.37 - ES1S
MAN Diesel & Turbo
L28/32H
Starting position:
Engine is running.
Related procedure:
11.25 - ES0
MAN Diesel & Turbo
L28/32H
Engine Performance Data
M/V Engine Type Engine No. Date/Year Hour Total Engine
1 2 3 4 5 6 running Hours
Engine RPM Fuel Type Turbocharger Turbocharger
7 8
Visc. 9
Density Type Serial No. 10 RPM
Switchboard
Effect (kW) Voltage (V) Current (A) cos ϕ /kVAr
11 12 13 14
Cylinder Data
Ave-
15 Cylinder No. 1 2 3 4 5 6 7 8 9 16 rage
20 Exhaust Temp. (° C)
Turbocharger
Temp. inlet blower (° C) Pressure before blower (mmWC) Temp. after blower (° C)
22 23 24
∇
Press. air cooler (mmWC) Temp. charge air (° C) Press. charge air (bar)
25 26 27
Temp. exhaust gas before TC (° C) Temp. exhaust gas after TC (° C) Press. exhaust gas after TC (mmWC)
28 29 30
LT temp. inlet lub. oil cooler (° C) LT temp. outlet lub. oil cooler (° C) LT temp. inlet alternator (° C)
40 41 42
LT temp. outlet alternator (° C) HT FW temp. inlet engine (° C) HT FW press. inlet engine (bar)
43 44 45
11.25 - ES0
MAN Diesel & Turbo
Working Card
Engine Performance Data 602-01.00
Page 3 (4) Edition 03H
L28/32H
Engine Performance Data. 18. Max pressure (bar) can be read for each
cylinder by means of indicator or Pmax gauge.
1. Name of ship, if stationary name of plant.
19. Compression pressure (bar) - can be read for
2. Engine type. each cylinder by means of the indicator measure-
ment, which is carried out during idling by nominal
3. Engine no. RPM.
11.25 - ES0
MAN Diesel & Turbo
L28/32H
29. Temperature of the exhaust gas after TC (°C) 40. Temperature of the low temperature (LT) cool-
- Thermometer TI 61. ing water (sea, raw or fresh) at inlet lub. oil cooler
(°C)
30. Pressure of the exhaust gas after the TC (bar) - Thermometer TI 07.
- Pressure gauge PI 61.
41. Temperature of the low temperature (LT) cool-
ing water (sea, raw or fresh) at outlet lub. oil cooler
Lubricating Oil System. °C)
- Thermometer TI 03.
31. Temperature of the lub. oil inlet cooler (°C)
- Thermometer TI 20. 42. Temperature of the low temperature (LT) cool-
ing water (sea, raw or fresh) at inlet alternator (°C)
32. Pressure of the lub. oil before the filter (bar) - Thermometer TI 04.
- Pressure gauge PI 21.
43. Temperature of the low temperature (LT) cool-
33. Pressure of the lub. oil after the filter (bar) ing water (sea, raw or fresh) at outlet alternator (°C)
- Pressure gauge PI 22. - Thermometer TI 05.
The filter element should be replaced with a pres- 44. Temperature of the high temperature (HT)
sure drop across the filter of 1.5 bar. fresh water (FW) at inlet engine (°C)
- Thermometer TI 10.
34. Temperature of the lub. oil inlet engine (°C)
- Thermometer TI 22. 45. Pressure of the high temperature (HT) fresh
water (FW) of outlet engine (°C)
35. Pressure of the lub. oil before the turbocharger - Thermometer TI 10.
(bar).
- Pressure gauge PI 23.
Fuel Oil System.
Cooling Water System. 46. Temperature of the fuel oil at inlet engine (°C)
- Thermometer TI 40.
37. Temperature of low temperature (LT) cooling
water (sea, raw or fresh) at inlet charge air cooler 47. Pressure of the fuel oil before engine (bar)
(°C) - Pressure gauge PI 40.
- Thermometer TI 01.
48. Nozzle cooling oil pressure at inlet engine
38. Temperature of low temperature (LT) cooling (bar)
water (sea, raw or fresh) at outlet charge air cooler - Pressure gauge PI 50.
(°C)
- Thermometer TI 02. 49. Nozzle cooling oil pressure at outlet engine
(bar)
39. Pressure of the low temperature (LT) cooling - Pressure gauge PI 51.
water (sea, raw or fresh) at inlet charge air cooler
(bar) 50. Signature.
- Pressure gauge PI 01.
11.25 - ES0
Trouble shooting
503/603
MAN Diesel
Description
Starting Failures 603.01
Page 1 (1)
Edition 08H
General
Engine turns as soon as shut-off Faults in electrical system Check electrical parts
valve is opened, without start
but-ton being activated
Engine does not turn when start Air pressure in starting air recei- Start compressors, re-charge air
button is activated ver too low receiver
Pinion does not engage the fly Check the air starter for broken
wheel clutch jaws or other broken parts
Air motor runs, pinion engages Check the air motor for broken
but does not rotate shafting, bearing or clutch jaws
Engine turns too slowly or ir- Worn air motor parts Remove and disassemble the
regularly when start but-ton is air motor. Examine all parts and
depressed re-place any that are worn or
damag-ed. Use the guidelines for
determi-ning unserviceable parts
90.46 - ES0U
MAN Diesel
Description
Faults in Fuel Oil System 603.02
Page 1 (3)
Edition 09H
L+V28/32H
Engine turns on starting air, but Sluggish movement of Lubricate and mobilize rod con-
ignition fails. Fuel pumps are not manoeuvring gear nections in manoeuvring gear
actuated
Governor setting incorrect Adjust governor, see special in-
struction manual
Engine turns on starting air, but Incorrect adjustment of limiter Adjust setting of limiter cylinder
no fuel is injected owing to failu- cylinder
res in fuel system
Fuel oil service tank empty Pump oil into the tank
Air in fuel pumps and fuel injection Vent the fuel pumps unitl fuel
valves (2) with-out air bubbles appears. If
ignition fails in just one cyl., vent
the re-spective fuel injection valve.
If igni-tion still fails, install a spare
valve before attempting to start
the engi-ne again.
Too low pressure before fuel injec- Increase the fuel oil feed pump
tion pumps (3) pressure
Engine turns on starting air, fuel Water in the fuel Drain off water and repeat venting
is injected, but ignition fails of fuel pumps
Fuel valves or nozzles defective (4) Change defective fuel valves, see
Working Card 614-01.10.
Cont.
02.47 - ES0
MAN Diesel
L+V28/32H
Compression during start too low (5) Check intake and exhaust valve
for tight closing. Check cyl. wear
and piston rings
First ignitions are too violent (sa- Oil has collected on piston crown (7) Slow turning with open indicator
fety valves are opening). Engine valves, to locate defective fuel val-
runs erratically ve, remove oil
Sluggish movement of manoeuvring
gear Lubricate and mobilize rod con-
nections and bearings in mano-
euvring gear
Remarks
1) If the shut-down function is due to overspeed, 4) If the fuel is forced into the cylinder through
the shut-down activation is cancelled by reset- a defective fuel valve or through worn-out
ting the overspeed device and thus venting the atomizer holes, no or too sluggish atomization
Lambda controller/air cylinder. may prevent ignition, possibly followed by too
violent ignition.
02.47 - ES0
MAN Diesel
Description
Faults in Fuel Oil System 603.02
Page 3 (3)
Edition 09H
L+V28/32H
7) Oil on the piston crown will in most cases have
leaked down from a defective fuel valve. As
these oil accumulations are dangerous, the
lea-kage should be found and remedied before
the engine is started again.
08028-0D/H5250/94.08.12
02.47 - ES0
MAN Diesel
Description
Disturbances during Running 603.03
Page 1 (3)
Edition 08H
L+V28/32H
Exhaust temperature(s) (All cyls.) Increased charging air See Working Card 612-01.00.
increase(s) temperature due to ineffective air
coolers
(All cyls.) Fouling or air and gas Reduce load and water-wash tur-
passages bine. Clean air filters and coolers
(All cyls.) Wrong position of cam- Check Pmax. Check camshaft ad-
shaft (Maladjustment) justment
Exhaust temperature(s) (All cyls.) Decreased charging air Check that thermostatic valve (by-
decrease(s) temperature pass valve) in cold water system
is working properly and correctly
set
(Single cyls.) Air in fuel pump(s) Venting of fuel pump(s) until fuel
and fuel injection valve(s) without air bubbles appears.
Check feed pump pressure
Engine RPM decreases Pressure before fuel pumps too Raise fuel oil feed pump pressure
low to normal. Check filter
Water in the fuel Drain off water and vent the fuel
pumps
Cont.
05.08 - ES0
MAN Diesel
603.03 Description
Edition 08H
Disturbances during Running Page 2 (3)
L+V28/32H
Smoky exhaust Turbine RPM lagging behind en- Reasonably smoke is normal
gine RPM when RPM increases; no measu-
res cal-led for. If smoky exhaust
during normal running, clean
turbine(s) and check valves
Exhaust valve knocking Adjsuting screw for valve set- Inspect and replace defective
ting loose. Push rod thrust disc parts as necessary
da-maged
Rising cooling water temperature Pump stopped. Increased friction Stop the engine. Check the
(7) cooling water. Find cause of incre-
ased friction and remedy fault
Lubricating oil pressure fails Lubricating oil pump defective. (8) Stop the engine. For further de-
Filters/cooler fouled tails, see "Ignition in crankcase"
Remarks
1) This manifests itself by rise of the exhaust 2) Blow-by means a serious danger of piston
temperature and falling of the compression seizure, and the engine must if possible be
and maximum combustion pressure of the stopped and the piston in question pulled. If
respective cylinder. this is not possible, the fuel pump index must,
as described above, be moved to stop. Leaky
To limit the damage to the valves, these should piston rings will normally result in a heavy
be changed immediately, if possible, or the fuel excess pressure in the crankcase.
pump of the cylinder concerned should be put
out of operation by moving the index to stop
and locking it in this position.
05.08 - ES0
MAN Diesel
Description
Disturbances during Running 603.03
Page 3 (3)
Edition 08H
L+V28/32H
3) If this happens the fuel pump barrel and plun- 6) If the cooling of the atomizers fails (if arranged
ger must be changed, and if, to obtain full for oil cooling) while running, carbon deposits
load of the respective cylinder, it is necessary will build up round the nozzle holes, sometimes
to increase the fuel pump index by more than in the shape of small cones or trumpets which
10 index degrees, the fuel pump is in most causes the engine to smoke, or ot will cause
cases worn out. Usually this is confirmed by sticking of the valve spindle. For this reason the
inspection of the fuel pump plunger on which nozzle cooling should be well maintained.
the helical cut-off edge will show a pitted and
corroded area where material is plucked out.
In that case the pump can be provided with a 7) If the cooling water temperature for the entire
new barrel and plunger. engine has risen to 90-100° C, it should be
checked - by opening the test cocks, if fitted on
the discharge from cylinders - whether steam
4) The governor will not reduce the fuel pump has developed. If this is the case, there is no
delivery to zero in case of, for instance, failure water on the cooling surfaces, which may the-
of the governor oil pump, but the engine speed refore be heated unduly. To avoid heat stresses
will start fluctuating. arising in cylinder liners and cylinder heads, if
the water returns too early, the engine should
When the governor is defective the engine be stopped and left to cool, while the discharge
is protected against racing by the overspeed valve is closed. After 15 minutes it is opened
trip, i.e. the engine is stopped automatically in a little to allow the water to rise slowly in the
case of excessive speed. It is essential, there- cooling jackets. Check filling at test cocks. Make
fore, that the overspeed trip is kept in perfect crankcase inspection to ascertain that internal
order. Regarding governor failure, see special water leakage has not arisen. Remember slow
instruction book. turning withopen indicator valves at subsequent
starting-up.
05.08 - ES0
MAN Diesel
Description
Ignition in Crankcase 603.04
Page 1 (1)
Edition 09H
L+V28/32H
Cause 1. Stop the engine
During running, the atmosphere in the crankcase 2. Leave the engine room. Shut doors and keep
contains the same gases (N2-O2-CO2) in the same away from them. Make ready fire-fighting equip-
proportions as in the ambient air, but an intense ment.
spray of coarse oil drops is flung around everywhere.
If undue friction and thus heating arises between Warning: Do not open crankcase until 10 minutes
sliding surfaces, or heat is transmitted otherwise after stopping of the engine. When opening up,
to the crankcase, the heated surface will cause keep clear of possible flames. Do not use naked
evaporation of the lubricating oil splashed on to it. light and do not smoke.
When the oil vapours condense they form a multi-
tude of minute drops suspended in the atmosphere, 3. Take off all doors on one side of the crankcase.
i.e. a milky white oil mist is formed, able to nourish Cut off starting air. Engage turning gear, if fitted.
and spread a flame if ignited. Such ignition may be
caused by the same "hot spot" which produced the 4. Locate the hot spot. Powerful lamps should be
oil mist. If a large quantity of oil mist has developed employed at once (in explosion-proof fittings). Feel
before ignition, the burning may cause considerable over all sliding surfaces (bearings, liners, pistons,
pressure rise in the crankcase, forsing the relief roller guides, etc.).
valves to open. In a few cases, when presumably
the whole crankcase has been filled with oil mist, the Look for squeezed-out bearing metal and discolo-
consequential explosion has thrown off crankcase ration by heat (blistered paint, burned oil, heated
doors and caused fire in the engine room. steel).
Every precaution should therefore be taken to (A) 5. Prevent further heating, preferably by making
avoid "hot spots" and (B) discover oil mist in time. a permanent repair. Special attention should be
given to ensure lubricating oil supply and satisfac-
tory condition of the frictional surfaces involved.
A. "Hot spots" in crankcase. It is equally important to replace filter elements in
time.
Overheating of bearings is a result of too bad or
failing lubrication possibly caused by pullution of 6. Start electrically driven lubricating oil pump and
the lubricating oil. check oil flow from all bearings and splash pipes in
crankcase while turning the engine through at least
It is therefore important that the lubricating oil filtration two revolutions. See Description 601.05, Point 4.1.
equipment is in perfect condition. Filter cartridges
must not be used again, if they have been removed 7. Stop and feel over. Look out for oil mist.
from the filter. Check of the oil condition by analysis
is recommended. Especially the frictional surfaces that caused the
heating should be felt over (5-15-30 minutes after
starting, and again when full load is obtained). See
B. Oil mist in crankcase. Description 601.10, Point 2.
08028-0D/H5250/94.08.12
Presence of oil mist may by noted at the vent pipe, 8. In case it has not been possible to locate the
which is usually fitted to the top of the engine hot spot, point 7 should be intensified and repeated
frame. until the cause of the oil mist has been found and
remedied. In very rare cases oil mist could be due
Measures (in case of white oil mist). to "atomization" of lubricating oil by the action of
an air jet (for instance blow-by, or blow-by through
Warning: Keep away from doors and relief valves on cracked piston).
crankcase. Do not stay unnecessarily in doorways
near doors of the engine room casing.
96.30 - ES0U
MAN Diesel
Description
Trouble Shooting Guide for Centrifugal By-pass Filter 603.05
Page 1 (1)
Edition 08H
L+V28/32H
Oil leakage through cover nut Missing or damaged O-ring (see Replace O-ring
Item 29, Plate 61515)
Dirt deposit not completely remo- Clean and bring to notice of main-
ved tenance staff
Bushes loose or worn in tube as- Fit nes bearing tube assembly
sembly
96.30 - ES0U
MAN Diesel
Description 603.06
Page 1 (2) Trouble Shooting Guide for Turbine Starter Edition 09H
L+V28/32H
Motor will not run. No air supply. Check for blockage or damage to
air supply lines or tank.
Drive (36) of (57) will not engage. No pressure to drive housing port. Check air supply.
Motor runs, pinion engages, but Damaged or broken drive train. Disassemble drive train and replace
does not rotate flywheel. worn or damaged parts.
Excessive butt engagement. Damaged drive pinion (36) or (63) Inspect drive pinion and flywheel
or flywheel. and replace if necessary.
Cont. ....
94.34 - ES0U-G
MAN Diesel
603.06 Description
Edition 09H
Trouble Shooting Guide for Turbine Starter Page 2 (2)
L+V28/32H
Oil blowing out of exhaust. Oil in air supply line. Inspect air line and remove source
of oil.
Oil leaking from gear case (28). Worn or damaged o-rings. Replace o-rings.
Loose or leaking pipe plugs (10) Tighten or replace pipe plugs using
or (11). Ingersoll-Rand No SMB-441 pipe
sealant.
Air or gas leakage. Loose joints. Make sure that joints fit properly
and starter assembly cap screws
are tightened to 60 ft-lb (81 Nm)
torque. Make sure all seals and
o-rings fit and seal properly at their
perimeters. If they do not replace
with new seals and o-rings.
94.34 - ES0U-G
MAN Diesel
Description
Trouble Shooting for Cooling Water System 603.09
Page 1 (1)
Edition 08H
General
The pump does not work after Pump draws in air at suction side Check packings and pipes for
start tightness
Pump capacity drops after nor- Air leakages of shaft seal Overhaul the shaft seal
mal operation
Fouled impeller Clean the impeller
Pump does not give maximum Suction valve not fully open Open the suction valve
delivery
Defective seals Replace the seals
91.14 - ES0U
MAN Diesel
Description 603.10
Page 1 (2) Trouble Shooting for Lubricating Oil Cooler Edition 01H
General
Trouble Shooting. In case of fatigue fracture, this will normally neces-
sitate a replacement of all plates and gaskets - as
In case of damage to plates or gaskets, it will often there may be a risk of fatigue fracture in all the
be necessary to replace them. material.
First examine very carefully the external conditions In case of corrosion, all plates must be examined
around the plate heat exchanger in order to localize carefully!
the cause of the damage! For work to be carried out see working card 615-
05.00.
Visible Leakage
(Even after tightening of the plate heat Clean the plates very carefully.
exchanger to minimum dimension) Replace the gaskets.
Assemble the plate heat exchanger
and start it up again.
Leakage. Defective gasket or badly corroded Separate the plate heat exchanger.
(Through the drain holes of the plate. Replace defective plates and gaskets,
gaskets) if any.
Assemble the plate heat exchanger
and start it up again.
92.08 - ESOU
MAN Diesel
603.10 Description
Edition 01H Trouble Shooting for Lubricating Oil Cooler Page 2 (2)
General
Non-Visible Leakage
Reduced heat transmission and/or Fouled plates or choked plate chan- Separate the plate heat exchanger and
increasing pressure drop. nels. check if the plates are fouled.
Clean the plates very carefully.
Assemble the plate heat exchanger
and start it up again.
92.08 - ES0U
Media specification
504/604
MAN Diesel & Turbo
L28/32H
V28/32H
The specific output achieved by modern diesel en- Only lubricating oils that have been approved by
gines combined with the use of fuels that satisfy MAN Diesel & Turbo may be used. These are listed
the quality requirements more and more frequently in the table entitled "Lubricating oils approved for
increase the demands on the performance of the use in heavy fuel oil-operated MAN Diesel & Turbo
lubricating oil which must therefore be carefully se- four-stroke engines".
lected.
Specifications
Medium alkalinity lubricating oils have a proven
track record as lubricants for the moving parts and Base oil
turbocharger cylinder and for cooling the pistons.
Lubricating oils of medium alkalinity contain addi- The base oil (doped lubricating oil = base oil + addi-
tives that, in addition to other properties, ensure a tives) must have a narrow distillation range and be
higher neutralisation reserve than with fully doped refined using modern methods. If it contains par-
engine oils (HD oils). affins, they must not impair the thermal stability or
oxidation stability.
International specifications do not exist for medium
alkalinity lubricating oils. A test operation is there- The base oil must comply with the limit values in
fore necessary for a corresponding period in ac- the table below, particularly in terms of its resist-
cordance with the manufacturer's instructions. ance to ageing:
L28/32H
V28/32H
Medium-alkaline lubricating oil For tips on selecting the base number, refer to the
table entitled “Base number to be used for various
The prepared oil (base oil with additives) must have operating conditions".
the following properties:
Evaporation tendency
Additives
The evaporation tendency must be as low as pos-
The additives must be dissolved in the oil and their sible as otherwise the oil consumption will be ad-
composition must ensure that as little ash as pos- versely affected.
sible is left over, even if the engine is provisionally
operated with distillate oil. Additional requirements
The ash must be soft. If this prerequisite is not met, The lubricating oil must not contain viscosity index
it is likely the rate of deposition in the combustion improver. Fresh oil must not contain water or other
chamber will be higher, particularly at the exhaust contaminants.
valves and at the turbocharger inlet casing. Hard
additive ash promotes pitting of the valve seats and Lubricating Oil Selection
causes the valves to burn out, it also increases me-
chanical wear of the cylinder liners.
Engine SAE–Class
Additives must not increase the rate at which the 23/30H, 28/32H, 23/30A, 28/32A
filter elements in the active or used condition are At cooling water temperatures > 32° C a
30
blocked. SAE40 oil can be used.
In this case please contact MAN Diesel
Washing ability Table 2 Viscosity (SAE class) of lube oils
L28/32H
V28/32H
approx. BN of fresh Engines / Operating conditions
oil (mg KOH/g oil)
Marine diesel oil (MDO) with a lower quality (ISO-F-DMC) or heavy fuel oil with a sulphur
20 content of less than 0.5 %
generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
30 For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF
with exclusive HFO operation only with sulphur content < 1.5 %.
With unfavourable operating conditions 23/30A, 28/32A and 28/32S and also where corre-
sponding requirements in relation to the oil service life and washing ability exist. In general
40 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF with
exclusive HFO operation providing the sulphur content is greater than 1.5 %.
32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is
50 insufficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil
consumption).
Table 3 Base number to be used for various operating conditions
To comply with the emissions regulations, the sul- Multigrade oil 5W40 should ideally be used in me-
phur content of fuels used nowadays varies. Fuels chanical-hydraulic controllers with a separate oil
with a low-sulphur content must be used in envi- sump. If this oil is not available when filling, 15W40
ronmentally-sensitive areas (SECA). Fuels with a oil can be used instead in exceptional cases. In this
high sulphur content may be used outside SECA case, it makes no difference whether synthetic or
zones. In this case, the BN number of the lubricat- mineral-based oils are used.
ing oil selected must satisfy the requirements for
operation using fuel with a high-sulphur content. The military specification for these oils is O-236.
A lubricating oil with low BN number may only be
selected if fuel with a low-sulphur content is used Lubricating oil additives
exclusively during operation.
The use of other additives with the lubricating oil, or
However, the results obtained in practise that dem- the mixing of different brands (oils by different man-
onstrate the most efficient engine operation are the ufacturers), is not permitted as this may impair the
factor that ultimately decides which additive fraction performance of the existing additives which have
is permitted. been carefully harmonised with each another and
also specifically tailored to the base oil.
Cylinder lubricating oil
Selection of lubricating oils / warranty
In engines with separate cylinder lubrication, the
pistons and cylinder liners are supplied with lubri- The majority of mineral oil companies are in close
cating oil via a separate lubricating oil pump. The regular contact with engine manufacturers and can
quantity of lubricating oil is set at the factory ac- therefore provide information on which oil in their
cording to the quality of the fuel to be used and the specific product range has been approved by the
anticipated operating conditions. engine manufacturer for the particular application.
Irrespective of the above, lubricating oil manufac-
Use a lubricating oil for the cylinder and lubricating turers are liable in any case for the quality and char-
circuit as specified above. acteristics of their products. If you have any ques-
tions, we will be happy to provide you with further
information.
L28/32H
V28/32H
Oil during operation If the engine is operated provisionally with low-sul-
phur diesel fuel for more than 1000 h and is sub-
There are no prescribed oil change intervals for sequently operated once again with HFO, a lubri-
MAN Diesel & Turbo medium speed engines. The cating oil with a BN of 20 must be used. If the BN
oil properties must be regularly analysed. The oil 20 lubricating oil by the same manufacturer as the
can be used for as long as the oil properties remain lubricating oil used for HFO operation with higher
within the defined limit values (see table entitled BN (30 or 40), an oil change will not be required
"Limit values for used lubricating oil“). An oil sample when effecting the changeover. It will be sufficient
must be analysed every 1-3 months (see mainte- to use BN 20 oil when replenishing the used lubri-
nance schedule). The quality of the oil can only be cating oil.
maintained if it is cleaned using suitable equipment
(e.g. a separator or filter). If you wish to operate the engine with HFO once
again, it will be necessary to change over in good
Temporary operation with gas oil time to a lubricating oil with a higher BN (30 – 40).
If the lubricating oil with higher BN is by the same
Due to current and future emission regulations, manufacturer as the BN 20 lubricating oil, the
heavy fuel oil cannot be used in designated regions. changeover can also be effected without an oil
Low-sulphur diesel fuel must be used in these re- change. In doing so, the lubricating oil with higher
gions instead. BN (30 – 40) must be used to replenish the used
lubricating oil roughly 2 weeks prior to resuming
If the engine is operated with low-sulphur diesel HFO operation.
fuel for less than 1000 h, a lubricating oil which is
suitable for HFO operation (BN 30 – 40 mg KOH/g)
can be used during this period.
Water Content max. 0.2% (max. 0.5% for brief periods) ISO 3733 or ASTM D 1744
L28/32H
V28/32H
Examinations Note!
No liability when using these oils
We can analyse heavy fuel oil for customers at our
laboratory. A 0.5 l sample is required for the test. MAN Diesel & Turbo does not assume liability for
problems that occur when using these oils.
20 30 40
CASTROL TLX Plus 203 TLX Plus 303 TLX Plus 403
Description Quality Requirements for Lube Oil (SAE30) for Opera- 604.01
Page 1 (5) tion with Gas Oil, Diesel Oil (MGO/MDO) and Biofuel Edition 26H
L28/32H
V28/32H
The specific output achieved by modern diesel en- Only lubricating oils approved by MAN Diesel may
gines combined with the use of fuels that satisfy be used. These are listed in the tables below.
the quality requirements more and more frequently
increase the demands on the performance of the
lubricating oil which must therefore be carefully se- Specifications
lected.
Base oil
Doped lubricating oils (HD oils) have a proven track
record as lubricants for the drive, cylinder, turbo- The base oil (doped lubricating oil = base oil + addi-
charger and also for cooling the piston. Doped lu- tives) must have a narrow distillation range and be
bricating oils contain additives that, amongst other refined using modern methods. If it contains par-
things, ensure dirt absorption capability, cleaning of affins, they must not impair the thermal stability or
the engine and the neutralisation of acidic combus- oxidation stability.
tion products.
The base oil must comply with the following limit
values, particularly in terms of its resistance to age-
ing.
604.01 Quality Requirements for Lube Oil (SAE30) for Opera- Description
Edition 26H tion with Gas Oil, Diesel Oil (MGO/MDO) and Biofuel Page 2 (5)
L28/32H
V28/32H
Doped lubricating oils (HD-oils) Additional requirements
The base oil to which the additives have been add- The lubricating oil must not contain viscosity index
ed (doped lubricating oil) must have the following improver. Fresh oil must not contain water or other
properties: contaminants.
be high enough to neutralise the acidic products cording to the quality of the fuel to be used and the
produced during combustion. The reaction time of anticipated operating conditions.
the additive must be harmonised with the process
in the combustion chamber. Use a lubricating oil for the cylinder and lubricating
circuit as specified above.
Evaporation tendency
Description Quality Requirements for Lube Oil (SAE30) for Opera- 604.01
Page 3 (5) tion with Gas Oil, Diesel Oil (MGO/MDO) and Biofuel Edition 26H
L28/32H
V28/32H
Speed controller Temporary operation with gas oil
Multigrade oil 5W40 should ideally be used in me- Due to current and future emission regulations,
chanical-hydraulic controllers with a separate oil heavy fuel oil cannot be used in designated regions.
sump. If this oil is not available when filling, 15W40 Low-sulphur diesel fuel must be used in these re-
oil can be used instead in exceptional cases. In this gions instead.
case, it makes no difference whether synthetic or
mineral-based oils are used. If the engine is operated with low-sulphur diesel
fuel for less than 1000 h, a lubricating oil which is
The military specification for these oils is O-236. suitable for HFO operation (BN 30 – 40 mg KOH/g)
can be used during this period.
Lubricating oil additives
If the engine is operated provisionally with low-sul-
The use of other additives with the lubricating oil, or phur diesel fuel for more than 1000 h and is sub-
the mixing of different brands (oils by different man- sequently operated once again with HFO, a lubri-
ufacturers), is not permitted as this may impair the cating oil with a BN of 20 must be used. If the BN
performance of the existing additives which have 20 lubricating oil by the same manufacturer as the
been carefully harmonised with each another and lubricating oil used for HFO operation with higher
also specifically tailored to the base oil. BN (30 or 40), an oil change will not be required
when effecting the changeover. It will be sufficient
Selection of lubricating oils / warranty to use BN 20 oil when replenishing the used lubri-
cating oil.
The majority of mineral oil companies are in close
regular contact with engine manufacturers and can If you wish to operate the engine with HFO once
therefore provide information on which oil in their again, it will be necessary to change over in good
specific product range has been approved by the time to a lubricating oil with a higher BN (30 – 40).
engine manufacturer for the particular application. If the lubricating oil with higher BN is by the same
Irrespective of the above, lubricating oil manufac- manufacturer as the BN20 lubricating oil, the
turers are liable in any case for the quality and char- changeover can also be effected without an oil
acteristics of their products. If you have any ques- change. In doing so, the lubricating oil with higher
tions, we will be happy to provide you with further BN (30 – 40) must be used to replenish the used
information. lubricating oil roughly 2 weeks prior to resuming
HFO operation.
604.01 Quality Requirements for Lube Oil (SAE30) for Opera- Description
Edition 26H tion with Gas Oil, Diesel Oil (MGO/MDO) and Biofuel Page 4 (5)
L28/32H
V28/32H
Tests Approved lubricating oils SAE 30
Base Number
We can analyse heavy fuel oil for customers at our Manufacturer
10161) [mgKOH/g]
laboratory. A 0.5 l sample is required for the test.
Cladium 120 SAE 30
AGIP
Sigma S SAE 30 2)
Danger!
BP Energol DS 3153
Improper handling of fuels Castrol MLC 30
CASTROL Castrol MHP 153
If fuels are improperly handled, this can pose a Seamax Extra 30
danger to health, safety and the environment. The Taro 12 XD 30
relevant safety information by the fuel supplier must CHEVRON
Delo 1000 Marine SAE 30
(Texaco, Caltex)
be observed. Delo SHP30
Exxmar 12 TP 30
Note! Mobilgard 312
EXXON MOBIL
Mobilgard ADL 30 2)
No liability assumed if these oils are used Delvac 1630
PETROBRAS Marbrax CCD310
MAN Diesel SE will not assume liability for any
Q8 Mozart DP30
problems associated with using these oils.
REPSOL Neptuno NT 1530
Gadinia 30
Gadinia AL30
SHELL
Sirius FB30 2)
Sirius/Rimula X30 2)
MarWay 1530
STATOIL
MarWay 1030
TOTAL Lubmarine Disola M3015
Table 3 Lubricating oils (SAE30) which have been ap-
proved for the use in MAN Diesel four-stroke engines running
on gas oil and Diesel oil
1)
If marine diesel oil with a low quality (ISO-F-DMC) is used,
a base number (BN) of roughly 20 should be used.
2)
with a sulphur content of less than 1%
08028-0D/H5250/94.08.12
Description Quality Requirements for Lube Oil (SAE30) for Opera- 604.01
Page 5 (5) tion with Gas Oil, Diesel Oil (MGO/MDO) and Biofuel Edition 26H
L28/32H
V28/32H
Limit value Procedure
Viscosity at 40 °C 75-160 mm /s2
ISO 3104 or ASTM D445
Base Number (BN) at least 50% of fresh oil ISO 3771
Flash Point (PM) at least 185 °C ISO 2719
Water Content max. 0.2% (max. 0.5% for brief periods) ISO 3733 or ASTM D 1744
nHeptan Insoluble max. 1.5% DIN 51592 or IP 316
depends on engine type and operating
Metal Content
conditions
Guide value only
Fe max. 50 ppm
Cr max. 10 ppm
Cu max. 15 ppm
Pb max. 20 ppm
Sn max. 10 ppm
Al max. 20 ppm
When operating with biofuels:
max 12% FT-IR
biofuel fraction
Table 4 Limit values for used lubricating oil
08028-0D/H5250/94.08.12
2012.05.15 - ES1
MAN Diesel & Turbo
604.03 Description
Treatment and maintenance of lubricating oil Page 2 (4)
Edition 11H
2012.05.15 - ES1
MAN Diesel & Turbo
Description 604.03
Page 3 (4) Treatment and maintenance of lubricating oil
Edition 11H
Separator installation
With multi-engine plants, one separator per engine
in operation is recommended, but if only one sepa-
rator is in operation, the following layout can be
used:
▪ A common separator can be installed, with one
in reserve if possible for operation of all engines
Figure 1: Example 1
through a pipe system, which can be carried
out in various ways. The aim is to ensure that
One 1000 kW engine operating on HFO connected the separator is only connected to one engine
to a self-cleaning separator with a daily effective at a time. This to ensure that there is no suction
separating period of 23 hours: and discharging from one engine to another.
It is recommended that inlet and outlet valves are
connected, so that they can only be changed over
simultaneously.
Example 2 With only one engine in operation there are no
As alternative one common separator can be instal- problems with separating, but if several engines are
led, with one in reserve if possible, for multi-engine in operation for some time it is recommended to
plants. split up the time so that there is separation on all
engines, which are operating in turns.
The capacity of the separator has to correspond
with the separating of oil on the single engine n
times during the available time, every 24 hours. See
section regarding required flow.
2012.05.15 - ES1
MAN Diesel & Turbo
604.03 Description
Treatment and maintenance of lubricating oil Page 4 (4)
Edition 11H
Oxidation of oils
At normal service temperature the rate of oxidation
is insignificant, but the following factors will acceler-
ate the process:
High temperature
If the coolers are ineffective, the temperature level
will generally rise. A high temperature will also arise
in electrical pre-heaters if the circulation is not con-
tinued for 5 minutes after the heating has been
stopped, or if the heater is only partly filled with oil.
Catalytic action
Oxidation of the oil will be accelerated considerably
if catalytic particles are present in the oil. Wear par-
ticles of copper are especially harmful, but also fer-
2012.05.15 - ES1
MAN Diesel & turbo
Description 604.04
Page 1 (2) Criteria for Cleaning/Exchange of Lubricating Oil Edition 17H
General
Replacement of Lubricating Oil Unit : cSt (mm2/s)
The expected lubricating oil lifetime in operation is Possible test
difficult to determine. The lubricating oil lifetime is methods : ASTM D-445, DIN 51562/53018,
depending on the fuel oil quality, the lubricating oil ISO 3104
quality, the lubricating oil consumption, the lubricating
oil cleaning equipment efficiency and the engine Increasing viscosity indicates problems with inso-
operational conditions. lubles, HFO contamination, water contamination,
oxidation, nitration and low load operation. Decrea-
In order to evaluate the lubricating oil condition a sing viscosity is generally due to dilution with lighter
sample should be drawn on regular basis at least viscosity oil.
once every three month or depending on the latest
analysis result. The lubricating oil sample must be
drawn before the filter at engine in operation. The 2. Flash Point
sample bottle must be clean and dry, supplied with
sufficient indentification and should be closed im- Min. value : 185° C
mediately after filling. The lubricating oil sample
must be examined in an approved laboratory or in Possible test
the lubricating oil suppliers own laboratory. method : ASTM D-92, ISO 2719
A lubricating oil replacement or an extensive lubri- Normally used to indicate fuel dilution.
cating oil cleaning is required when the MAN Diesel
exchange criteria's have been reached.
3. Water Content
Evaluation of the Lubricating Oil Condition Max. value : 0.2 %
Possible test
method : ASTM D-2896, ISO 3771
07.11 - ES1
MAN Diesel & turbo
604.04 Description
Edition 17H Criteria for Cleaning/Exchange of Lubricating Oil Page 2 (2)
General
The neutralization capacity must secure that the acidic Unit : Weight %
combustion products, mainly sulphur originate from
the fuel oil, are neutralized at the lube oil consumption Possible test
level for the specific engine type. Gradually the BN method : ASTM D-893 procedure B in n-
will be reduced, but should reach an equilibrium. Heptane, DIN 51592
Additionally
5. Total Acid Number (TAN) test : If the level in n-Heptane insolubles
is considered high for the type of
Max. value : 3.0 acc. to fresh oil value oil and application, the test could
be followed by a supplementary
Unit : mg KOH/g determination in Toluene.
07.11 - ES1
MAN Diesel
Description 604.05
Page 1 (1) Lubricating Points Edition 01H
General
Lubricating Oil Types used in the Engine.
Engine system lubricating oil. SAE 30 oil according to lubricating oil specification on page 604.01.
Hydraulic tools Hydraulic oil or turbine oil. (with a viscocity of about SAE 20).
08028-0D/H5250/94.08.12
92.02 - ES0U
MAN Diesel
Description 604.05
Page 1 (1) Lubricating Points Edition 02H
General
Lubricating Oil Types used in the Engine.
Engine system lubricating oil. SAE 40 oil according to lubricating oil specification on page 604.01.
Hydraulic tools Hydraulic oil or turbine oil. (with a viscocity of about SAE 20).
08028-0D/H5250/94.08.12
93.05 - ES0U
MAN Diesel
Description
Page 1 (1) Lubricating Oil in Base Frame 604.06
Edition 16H
L28/32H
06.39 - ES1
MAN Diesel
Description 604.07
Page 1 (2) Specific Lubricating Oil Consumption - SLOC Edition 02H
General
Please note that only maximum continuous rating The engine maximum continuous design rating (PMCR)
(PMCR (kW)) should be used in order to evaluate the must always be used in order to be able to compare
SLOC, see the description 504.07. the individual measurements, and the running hours
since the last lubricating oil adding must be used
Please note, during engine running-in the SLOC may in the calculation. Due to inaccuracy *) at adding
exceed the values stated. lubricating oil, the SLOC can only be evaluated
after 1,000 running hours or more, where only the
The following formula is used to calculate the average values of a number of lubricating oil addings
SLOC: are representative.
04.46 - ES1
MAN Diesel
Description 604.07
Page 2 (2) Specific Lubricating Oil Consumption - SLOC Edition 02H
General
08028-0D/H5250/94.08.12
04.46 - ES0
MAN Diesel & Turbo 3.3.3
6680 3.3.3-01
Prerequisites
MAN four-stroke diesel engines can be operated with any heavy fuel oil
obtained from crude oil that also satisfies the requirements in Table 1, pro-
viding the engine and fuel processing system have been designed accord-
ingly. To ensure that the relationship between the fuel, spare parts and
repair / maintenance costs remains favorable at all times, the following points
should be observed.
are installed.
Important Even though the fuel properties specified in the table entitled "The fuel speci-
fication and corresponding properties for heavy fuel oil" satisfy the above
requirements, they probably do not adequately define the ignition and com-
bustion properties and the stability of the fuel. This means that the operating
behaviour of the engine can depend on properties that are not defined in the
specification. This particularly applies to the oil property that causes forma-
tion of deposits in the combustion chamber, injection system, gas ducts and
2012-05-16 - de
Blends The addition of engine oils (old lubricating oil, ULO –used lubricating oil) and
additives that are not manufactured from mineral oils, (coal-tar oil, for exam-
ple), and residual products of chemical or other processes such as solvents
(polymers or chemical waste) is not permitted. Some of the reasons for this
are as follows: abrasive and corrosive effects, unfavourable combustion
6680 3.3.3-01
characteristics, poor compatibility with mineral oils and, last but not least,
adverse effects on the environment. The order for the fuel must expressly
state what is not permitted as the fuel specifications that generally apply do
not include this limitation.
If engine oils (old lubricating oil, ULO – used lubricating oil) are added to fuel,
this poses a particular danger as the additives in the lubricating oil act as
emulsifiers that cause dirt, water and catfines to be transported as fine sus-
pension. They therefore prevent the necessary cleaning of the fuel. In our
experience (and this has also been the experience of other manufacturers),
this can severely damage the engine and turbocharger components.
The addition of chemical waste products (solvents, for example) to the fuel is
prohibited for environmental protection reasons according to the resolution
of the IMO Marine Environment Protection Committee passed on 1st January
1992.
Leak oil collector Leak oil collectors that act as receptacles for leak oil, and also return and
overflow pipes in the lube oil system, must not be connected to the fuel tank.
Leak oil lines should be emptied into sludge tanks.
Viscosity (at 50 ℃) mm2/s (cSt) max. 700 Viscosity/injection viscosity
Viscosity (at 100 ℃) max. 55 Viscosity/injection viscosity
Density (at 15 °C) g/ml max. 1.010 Heavy fuel oil processing
Flash point °C min. 60 Flash point
(ASTM D 93)
Pour point (summer) max. 30 Low-temperature behaviour
(ASTM D 97)
Pour point (winter) max. 30 Low-temperature behaviour
(ASTM D 97)
Coke residue (Conrad- Weight % max. 20 Combustion properties
son)
Sulphur content 5 or Sulphuric acid corrosion
legal requirements
Ash content 0.15 Heavy fuel oil processing
Vanadium content mg/kg 450 Heavy fuel oil processing
Water content Vol. % 0.5 Heavy fuel oil processing
Heavy fuel oil (HFO) specification
6680 3.3.3-01
(according to Conradson)
Sodium content mg/kg Sodium < 1/3 Vanadium, Heavy fuel oil processing
Sodium<100
The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils. It
must also be
free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or polymers.
Table 1: Table_The fuel specification and corresponding characteristics for heavy fuel oil
General
2012-05-16 - de
General
6680 3.3.3-01
Heavy fuel oil (HFO) specification
2012-05-16 - de
General
Additional information
The purpose of the following information is to show the relationship between
the quality of heavy fuel oil, heavy fuel oil processing, the engine operation
and operating results more clearly.
Selection of heavy fuel oil Economic operation with heavy fuel oil within the limit values specified in the
table entitled "The fuel specification and corresponding properties for heavy
fuel oil" is possible under normal operating conditions, provided the system is
working properly and regular maintenance is carried out. If these require-
ments are not satisfied, shorter maintenance intervals, higher wear and a
greater need for spare parts is to be expected. The required maintenance
intervals and operating results determine, which quality of heavy fuel oil
should be used.
It is an established fact that the price advantage decreases as viscosity
increases. It is therefore not always economical to use the fuel with the high-
est viscosity as in many cases the quality of this fuel will not be the best.
Viscosity/injection viscosity Heavy fuel oils with a high viscosity may be of an inferior quality. The maxi-
mum permissible viscosity depends on the preheating system installed and
the capacity (flow rate) of the separator.
The prescribed injection viscosity of 12 - 14 mm2/s (for GenSets, 23/30H and
28/32H: 12 - 18 cSt) and corresponding fuel temperature upstream of the
engine must be observed. This is the only way to ensure efficient atomisation
and mixture formation and therefore low-residue combustion. This also pre-
vents mechanical overloading of the injection system. For the prescribed
injection viscosity and/or the required fuel oil temperature upstream of the
engine, refer to the viscosity temperature diagram.
Heavy fuel oil processing Whether or not problems occur with the engine in operation depends on how
carefully the heavy fuel oil has been processed. Particular care should be
taken to ensure that highly-abrasive inorganic foreign matter (catalyst parti-
cles, rust, sand) are effectively removed. It has been shown in practice that
wear as a result of abrasion in the engine increases considerably if the alumi-
num and silicium content is higher than 15 mg/kg.
Viscosity and density influence the cleaning effect. This must be taken into
account when designing and making adjustments to the cleaning system.
Settling tank Heavy fuel oil is precleaned in the settling tank. The longer the fuel remains in
the tank and the lower the viscosity of heavy fuel oil is, the more effective the
precleaning process will be (maximum preheating temperature of 75 °C to
Heavy fuel oil (HFO) specification
prevent the formation of asphalt in heavy fuel oil). A settling tank is sufficient
for heavy fuel oils with a viscosity of less than 3802/s at 50 °C. If the heavy
fuel oil has a high concentration of foreign matter, or if fuels in accordance
with ISO-F-RM, G/H/K380 or H/K700 are to be used, two settling tanks will
be required one of which must be sized for 24-hour operation. Before the
content is moved to the service tank, water and sludge must be drained from
the settling tank.
Separators A separator is particularly suitable for separating material with a higher spe-
cific density – water, foreign matter and sludge, for example. The separators
2012-05-16 - de
throughout a wide density range with no changeover required, and can sep-
arate water from heavy fuel oils with a density of up to 1.01 g/ml at 15 °C.
6680 3.3.3-01
values are used by manufacturers as the basis for dimensioning the separa-
tor and ensure compliance.
The manufacturer's specifications must be complied with to maximize the
cleaning effect.
thorough as possible as the water takes the form of large droplets, and not a
finely distributed emulsion. In this form, water also promotes corrosion and
sludge formation in the fuel system and therefore impairs the supply, atomi-
sation and combustion of the heavy fuel oil. If the water absorbed in the fuel
General
is seawater, harmful sodium chloride and other salts dissolved in this water
will enter the engine.
Water-containing sludge must be removed from the settling tank before the
separation process starts, and must also be removed from the service tank
6680 3.3.3-01
with RMA or RMB is used. The entire bunker facility must be designed in
such a way that the heavy fuel oil can be preheated to around 10 °C above
the pour point.
Pump characteristics If the viscosity of the fuel is higher than 1000 mm2/s (cST), or the tempera-
ture is not at least 10 °C above the pour point, pump problems will occur.
For more information, also refer to “Low-temperature behaviour
(ASTM D 97)”.
Combustion properties If the proportion of asphalt is more than two thirds of the coke residue (Con-
2012-05-16 - de
radson), combustion may be delayed which in turn may increase the forma-
tion of combustion residues, leading to such as deposits on and in the injec-
tion nozzles, large amounts of smoke, low output, increased fuel consump-
General
tion and a rapid rise in ignition pressure as well as combustion close to the
cylinder wall (thermal overloading of lubricating oil film). If the ratio of asphalt
to coke residues reaches the limit 0.66, and if the asphalt content exceeds
8%, the risk of deposits forming in the combustion chamber and injection
system is higher. These problems can also occur when using unstable heavy
fuel oils, or if incompatible heavy fuel oils are mixed. This would lead to an
6680 3.3.3-01
increased deposition of asphalt (see "Compatibility”).
Ignition quality Nowadays, to achieve the prescribed reference viscosity, cracking-process
products are used as the low viscosity ingredients of heavy fuel oils although
the ignition characteristics of these oils may also be poor. The cetane num-
ber of these compounds should be > 35. If the proportion of aromatic hydro-
carbons is high (more than 35 %), this also adversely affects the ignition
quality.
The ignition delay in heavy fuel oils with poor ignition characteristics is longer;
the combustion is also delayed which can lead to thermal overloading of the
oil film at the cylinder liner and also high cylinder pressures. The ignition delay
and accompanying increase in pressure in the cylinder are also influenced by
the end temperature and compression pressure, i.e. by the compression
ratio, the charge-air pressure and charge-air temperature.
The disadvantages of using fuels with poor ignition characteristics can be
limited by preheating the charge air in partial load operation and reducing the
output for a limited period. However, a more effective solution is a high com-
pression ratio and operational adjustment of the injection system to the igni-
tion characteristics of the fuel used, as is the case with MAN Diesel piston
engines.
The ignition quality is one of the most important properties of the fuel. This
value does not appear in the international specifications because a standar-
dised testing method has only recently become available and not enough
experience has been gathered at this point in order to determine limit values.
The parameters, such as the calculated carbon aromaticity index (CCAI), are
therefore aids that are derived from quantifiable fuel properties. We have
established that this method is suitable for determining the approximate igni-
tion quality of the heavy fuel oil used.
A testing instrument has been developed based on the constant volume
combustion method (fuel combustion analyser FCA) and is currently being
tested by a series of testing laboratories.
The instrument measures the ignition delay to determine the ignition quality
of a fuel and this measurement is converted into a an instrument-specific
cetane number (FIA-CN or EC). It has been established that in some cases,
heavy fuel oils with a low FIA cetane number or ECN number can cause
operating problems.
As the liquid components of the heavy fuel oil decisively influence the ignition
Heavy fuel oil (HFO) specification
General
oils.
Figure 4: Nomogram for determining the CCAI – assigning the CCAI ranges to engine
types
The CCAI can be calculated using the following formula:
CCAI = D - 141 log log (V+0.85) - 81
Sulphuric acid corrosion The engine should be operated at the cooling water temperatures prescribed
in the operating handbook for the relevant load. If the temperature of the
2012-05-16 - de
of lubricating oil and the engine's cooling system satisfy the requirements.
Compatibility The supplier must guarantee that the heavy fuel oil is homogeneous and
remains stable, even after the standard storage period. If different bunker oils
6680 3.3.3-01
are mixed, this can lead to separation and the associated sludge formation in
the fuel system during which large quantities of sludge accumulate in the
separator that block filters, prevent atomisation and a large amount of resi-
due as a result of combustion.
This is due to incompatibility or instability of the oils. Therefore heavy fuel oil
as much as possible should be removed in the storage tank before bunker-
ing again to prevent incompatibility.
Blending the heavy fuel oil If heavy fuel oil for the main engine is blended with gas oil (MGO) to obtain
the required quality or viscosity of heavy fuel oil, it is extremely important that
the components are compatible (see "Compatibility").
Additives for heavy fuel oils MAN Diesel & Turbo SE engines can be operated economically without addi-
tives. It is up to the customer to decide whether or not the use of additives is
beneficial. The supplier of the additive must guarantee that the engine opera-
tion will not be impaired by using the product.
The use of heavy fuel oil additives during the warranty period must be avoi-
ded as a basic principle.
Additives that are currently used for diesel engines, as well as their probable
effects on the engine's operation, are summarised in the table below "Addi-
tives for heavy fuel oils – classification/effects".
Precombustion additives ▪ Dispersing agents/stabil-
isers
▪ Emulsion breakers
▪ Biocides
Combustion additives ▪ Combustion catalysts
(fuel savings, emissions)
Post-combustion additives ▪ Ash modifiers (hot corro-
sion)
▪ Soot removers (exhaust-
gas system)
Table 3: Additives for heavy fuel oils – Classification/effects
Heavy fuel oils with low From the point of view of an engine manufacturer, a lower limit for the sul-
sulphur content phur content of heavy fuel oils does not exist. We have not identified any
problems with the low-sulphur heavy fuel oils currently available on the mar-
ket that can be traced back to their sulphur content. This situation may
Heavy fuel oil (HFO) specification
change in future if new methods are used for the production of low-sulphur
heavy fuel oil (desulphurisation, new blending components). MAN Diesel &
Turbo will monitor developments and inform its customers if required.
If the engine is not always operated with low-sulphur heavy fuel oil, corre-
sponding lubricating oil for the fuel with the highest sulphur content must be
selected.
2012-05-16 - de
Tests
Sampling To check whether the specification provided and/or the necessary delivery
conditions are complied with, we recommend you retain at least one sample
of every bunker oil (at least for the duration of the engine's warranty period).
To ensure that the samples taken are representative of the bunker oil, a sam-
ple should be taken from the transfer line when starting up, halfway through
the operating period and at the end of the bunker period. “Sample Tec" by
Mar-Tec in Hamburg is a suitable testing instrument which can be used to
take samples on a regular basis during bunkering.
Analysis of samples Our department for fuels and lubricating oils (Augsburg factory, department
EQC) will be pleased to provide further information on request.
We can analyse fuel for customers at our laboratory. A 0.5 l sample is
required for the test.
Heavy fuel oil (HFO) specification
2012-05-16 - de
General
6680 3.3.2-01
Marine diesel oil
Other designations Marine diesel oil, marine diesel fuel.
Origin Marine diesel oil (MDO) is supplied as heavy distillate (designation ISO-F-
DMB) exclusively for marine applications. MDO is manufactured from crude
oil and must be free of organic acids and non-mineral oil products.
Specification
The suitability of fuel depends on the design of the engine and the available
cleaning options, as well as compliance with the properties in the following
table that refer to the as-delivered condition of the fuel.
The properties are essentially defined using the ISO 8217-2010 standard as
the basis. The properties have been specified using the stated test proce-
dures.
Properties Unit Testing method Designation
ISO-F specification DMB
Density at 15 °C kg/m3 ISO 3675 900
Kinematic viscosity at 40 °C mm2/s ≙ cSt ISO 3104 > 2,0
< 11 *
Pour point (winter quality) °C ISO 3016 <0
Pour point (summer quality) °C <6
Flash point (Pensky Martens) °C ISO 2719 > 60
Total sediment content % by weight ISO CD 10307 0.10
Water content % by vol. ISO 3733 < 0.3
Sulphur content % by weight ISO 8754 < 2.0
Ash content % by weight ISO 6245 < 0.01
Carbon residue (MCR) % by weight ISO CD 10370 < 0.30
Cetane number or cetane index - ISO 5165 > 35
Hydrogen sulphide mg/kg IP 570 <2
Acid value mg KOH/g ASTM D664 < 0.5
Diesel oil (MDO) specification
Additional information
During transshipment and transfer, MDO is handled in the same manner as
residual oil. This means that it is possible for the oil to be mixed with high-
viscosity fuel or heavy fuel oil – with the remnants of these types of fuels in
the bunker ship, for example – that could significantly impair the properties of
the oil.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 μm.
The fuel must be free of lubricating oil (ULO – used lubricating oil, old oil).
Fuel is considered as contaminated with lubricating oil when the following
concentrations occur:
Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppm and P > 15 ppm.
The pour point specifies the temperature at which the oil no longer flows. The
lowest temperature of the fuel in the system should be roughly 10 °C above
the pour point to ensure that the required pumping characteristics are main-
tained.
A minimum viscosity must be observed to ensure sufficient lubrication in the
fuel injection pumps. The temperature of the fuel must therefore not exceed
45 °C.
Seawater causes the fuel system to corrode and also leads to hot corrosion
of the exhaust valves and turbocharger. Seawater also causes insufficient
atomisation and therefore poor mixture formation accompanied by a high
proportion of combustion residues.
Solid foreign matter increase mechanical wear and formation of ash in the
cylinder space.
We recommend the installation of a separator upstream of the fuel filter. Sep-
aration temperature: 40 – 50°C. Most solid particles (sand, rust and catalyst
particles) and water can be removed, and the cleaning intervals of the filter
elements can be extended considerably.
Analyses
2012-03-21 - de
6680 3.3.1-01
Diesel oil
Other designations Gas oil, marine gas oil (MGO), diesel oil
Gas oil is a crude oil medium distillate and therefore must not contain any
residual materials.
Military specification
Diesel oils that satisfy specification F-75 or F-76 may be used.
Specification
The suitability of fuel depends on whether it has the properties defined in this
specification (based on its composition in the as-delivered state).
The DIN EN 590 and ISO 8217-2010 (Class DMA or Class DMZ) standards
have been extensively used as the basis when defining these properties. The
properties correspond to the test procedures stated.
Properties Unit Test procedure Typical value
Density at 15 °C ≥ 820.0
kg/m3 ISO 3675 ≤ 890.0
Kinematic viscosity at 40 °C ≥2
mm2/s (cSt) ISO 3104 ≤ 6.0
Filterability*
in summer and °C DIN EN 116 ≤0
in winter °C DIN EN 116 ≤ -12
Flash point in closed cup °C ISO 2719 ≥ 60
Sediment content (extraction method) weight % ISO 3735 ≤ 0.01
Water content Vol. % ISO 3733 ≤ 0.05
Sulphur content ISO 8754 ≤ 1.5
Ash weight % ISO 6245 ≤ 0.01 Gas oil / diesel oil (MGO) specification
Coke residue (MCR) ISO CD 10370 ≤ 0.10
Hydrogen sulphide mg/kg IP 570 <2
Acid number mg KOH/g ASTM D664 < 0.5
Oxidation stability g/m3 ISO 12205 < 25
Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
Cetane number or cetane index - ISO 5165 ≥ 40
Copper strip test - ISO 2160 ≤1
2011-07-06 - de
Other specifications:
British Standard BS MA 100-1987 M1
ASTM D 975 1D/2D
General
* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining
6680 3.3.1-01
Additional information
Use of diesel oil If distillate intended for use as heating oil is used with stationary engines
instead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 or
no. 2 according to ASTM D 396), the ignition behaviour, stability and behav-
iour at low temperatures must be ensured; in other words the requirements
for the filterability and cetane number must be satisfied.
Viscosity To ensure sufficient lubrication, a minimum viscosity must be ensured at the
fuel pump. The maximum temperature required to ensure that a viscosity of
more than 1.9 mm2/s is maintained upstream of the fuel pump, depends on
the fuel viscosity. In any case, the fuel temperature upstream of the injection
pump must not exceed 45 °C.
Lubricity Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 μm.
You can ensure that these conditions will be met by using motor vehicle die-
sel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.
Analyses
Gas oil / diesel oil (MGO) specification
6680 3.3.1-02
Biofuel
Other designations Biodiesel, FAME, vegetable oil, rapeseed oil, palm oil, frying fat
Origin Biofuel is derived from oil plants or old cooking oil.
Provision
Transesterified and non-transesterified vegetable oils can be used.
Transesterified biofuels (biodiesel, FAME) must comply with the standard EN
14214.
Non-transesterified biofuels must comply with the specifications listed in
Table 1.
These specifications are based on experience to d/ate. As this experience is
limited, these must be regarded as recommended specifications that can be
adapted if necessary. If future experience shows that these specifications are
too strict, or not strict enough, they can be modified accordingly to ensure
safe and reliable operation.
When operating with bio-fuels, lubricating oil that would also be suitable for
operation with diesel oil (see Sheet 3.3.5) must be used.
Properties/Characteristics Unit Test method
Density at 15 °C 900 - 930 kg/m 3
DIN EN ISO 3675,
EN ISO 12185
Flash point > 60 °C DIN EN 22719
lower calorific value > 35 MJ/kg DIN 51900-3
(typical: 37 MJ/kg)
Viscosity/50 °C < 40 cSt (corresponds to a viscos- DIN EN ISO 3104
ity/40 °C of < 60 cSt)
Cetane number > 40 FIA
Coke residue < 0.4% DIN EN ISO 10370
Sediment content < 200 ppm DIN EN 12662
Oxidation stability (110 °C) >5h ISO 6886
Phosphorous content < 15 ppm ASTM D3231
Na and K content < 15 ppm DIN 51797-3
Ash content < 0.01% DIN EN ISO 6245
Water content < 0.5% EN ISO 12537
Iodine number < 125g/100g DIN EN 14111
Bio fuel specification
Analyses
We can analyse fuel for customers at our laboratory. A 0.5 l sample is
required for the test.
Bio fuel specification
2011-03-25 - de
General
≤ 14 119 (line d)
Table 1: Determining the viscosity-temperature curve and the required preheating
temperature
* With these figures, the temperature drop between the last preheating
device and the fuel injection pump is not taken into account.
Viscosity-temperature diagram (VT diagram)
A heavy fuel oil with a viscosity of 180 mm2/s at 50 °C can reach a viscosity
of 1000 mm2/s at 24 °C (line e) – this is the maximum permissible viscosity of
fuel that the pump can deliver.
A heavy fuel oil discharge temperature of 152 °C is reached when using a
recent state-of-the-art preheating device with 8 bar saturated steam. At
higher temperatures there is a risk of residues forming in the preheating sys-
tem – this leads to a reduction in heating output and thermal overloading of
the heavy fuel oil. Asphalt is also formed in this case, i.e. quality deterioration.
The heavy fuel oil lines between the outlet of the last preheating system and
the injection valve must be suitably insulated to limit the maximum drop in
temperature to 4 °C. This is the only way to achieve the necessary injection
viscosity of 14 mm2/s for heavy fuel oils with a reference viscosity of 700
mm2/s at 50 °C (the maximum viscosity as defined in the international specifi-
cations such as ISO CIMAC or British Standard). If heavy fuel oil with a low
reference viscosity is used, the injection viscosity should ideally be 12 mm2/s
in order to achieve more effective atomisation to reduce the combustion resi-
due.
The delivery pump must be designed for heavy fuel oil with a viscosity of up
to 1 000 mm2/s. The pour point also determines whether the pump is capa-
ble of transporting the heavy fuel oil. The bunker facility must be designed so
as to allow the heavy fuel oil to be heated to roughly 10 C above the pour
point.
Viscosity
The viscosity of gas oil or diesel oil (marine diesel oil) upstream of the
engine must be at least 1.9 mm2/s. If the viscosity is too low, this may
cause seizing of the pump plunger or nozzle needle valves as a result
of insufficient lubrication.
This can be avoided by monitoring the temperature of the fuel. Although the
maximum permissible temperature depends on the viscosity of the fuel, it
must never exceed the following values:
Viscosity-temperature diagram (VT diagram)
Description 604.30
Page 1 (2) Fuel Oil Cleaning Edition 01H
General
Purification Recommendations. Especially for fuels above 180 cST/50°C (1500 sec.
RW/100°F) the highest possible temperature 98°C
Fuel oils are always contaminated and should there- (208°F) should be maintained in the centrifuge oil
fore be thoroughly cleaned for solid as well as liquid preheater.
contaminants before use. The solid contami-nants
in the fuel are mainly rust, sand, dust and re-finery The fuel is kept in the centrifuge as long as possible
catalysts. Liquid contaminants are mainly water, i.e. by adjusting the flow rate through the centrifuge so
either fresh water or salt water. that it corresponds to the amount of fuel required by
the engine without excessive re-circulating. Conse-
The impurities can cause damage to fuel pumps quently, the centrifuge should operate for 24 hours
and fuel valves, can result in increased cylinder a day except during necessary cleaning.
liner wear and deteriorate the exhaust valve seats.
Also increased fouling of gas ways and turbocharger Taking today's fuel qualities into consideration the
blends may result from the use of inadequately need for cleaning centrifuges ("shooting frequency")
cleaned fuel oils. should not be underestimated. Correct choice and
adjustment of the regulating screws and/or the grav-
Effective cleaning can only be ensured by means ity discs are of special importance for efficient water
of a centrifuge. We recommend the capacity of the removal. The centrifuge manual states the disc or
installed centrifuges to be at least according to the screw adjustment which should be chosen on the
centrifuging maker's recommendations. To obtain basis of the specific gravity of the fuel.
optimum cleaning it is of the utmost importance to
operate the centrifuge with as low a viscosity of the Normal practice is to have at least two centrifuges
fuel oil as possible and allow the fuel oil to remain in available for fuel cleaning. Results from experimen-
the centrifuge bowl as long time as possible. tal work on centrifuges, treating today's qualities of
residual fuel, have shown that the best cleaning ef-
fect, especially as regards removal of catalyst fines
is achieved when the centrifuges are operated in
Cleaning of H.F.O. by Centrifuging
series, in purifier/clarifier mode.
Single centrifuge as purifier.
Operating Therefore - series operation of centrifuges ensuring
options Two centrifuges in parallel.
Two centrifuges in series. a maximum of safety is a fully accepted alternative
to the previously recommended parallel operation,
Optimum operating configurations provided the operating capacity of each individual
centrifuge can handle the total amount of fuel re-
Water content Parallel operation quired by the engine, without exceeding the flow
below 1 % Purifier / Purifier rate recommended by the centrifuge maker for the
Normal operating mode in question.
or
conditions
Density at 15°C Series operation
below 0.991 Purifier + Clarifier If the installed centrifuge capacity is on the low side
corresponding to the specific viscosity of the used
08028-0D/H5250/94.08.12
Water content fuel oil and if more than one centrifuge is available,
below 1 % Parallel operation parallel operation in order to obtain an even lower
flow rate may be considered. However, in view of the
Extreme Density at 15°C Purifier / Purifier above results and recommendations serious consid-
conditions below 0.991 erations should be given to installing new equipment
in correspondance with today's fuel qualities and flow
High content Series operation recommendation.
of catalyst fines Purifier + Clarifier
92.04 - ES0S
MAN Diesel
604.30 Description
Edition 01H Fuel Oil Cleaning Page 2 (2)
General
Separation Temperature
°F °C
212 100
194 90
176 80
158 70
140 60
122 50
104 40
100
15 25 45 75 130 cSt/80°C
08028-0D/H5250/94.08.12
92.04 - ES0S
MAN Diesel & Turbo 3.3.7
6680 3.3.7-01
Preliminary remarks
As is also the case with the fuel and lubricating oil, the engine cooling water
must be carefully selected, handled and checked. If this is not the case, cor-
rosion, erosion and cavitation may occur at the walls of the cooling system in
contact with water and deposits may form. Deposits obstruct the transfer of
heat and can cause thermal overloading of the cooled parts. The system
must be treated with an anticorrosive agent before bringing it into operation
for the first time. The concentrations prescribed by the engine manufacturer
must always be observed during subsequent operation. The above especially
applies if a chemical additive is added.
Requirements
Limit values The properties of untreated cooling water must correspond to the following
limit values:
Properties/Characteristic Properties Unit
Water type Distillate or fresh water, free of foreign matter. -
The following are prohibited: Seawater, brack-
ish water, river water, brines, industrial waste
water and rainwater.
Total hardness max. 10 °dH*
pH value 6.5 - 8 -
Chloride ion content Max. 50 mg/l**
Table 1: Cooling water - properties to be observed
Testing equipment The MAN Diesel water testing equipment incorporates devices that deter-
mine the water properties referred to above in a straightforward manner. The
manufacturers of anticorrosive agents also supply user-friendly testing equip-
Engine cooling water specifications
ment. For information on monitoring cooling water, refer to Work Card
000.07.
Additional information
Distillate If distilled water (from a fresh water generator, for example) or fully desalina-
ted water (from ion exchange or reverse osmosis) is available, this should
ideally be used as the engine cooling water. These waters are free of lime
and salts which means that deposits that could interfere with the transfer of
heat to the cooling water, and therefore also reduce the cooling effect, can-
2012-05-09 - de
not form. However, these waters are more corrosive than normal hard water
as the thin film of lime scale that would otherwise provide temporary corro-
sion protection does not form on the walls. This is why distilled water must
General
Hardness The total hardness of the water is the combined effect of the temporary and
permanent hardness. The proportion of calcium and magnesium salts is of
6680 3.3.7-01
The engine must not be brought into operation without treating the
cooling water first.
General
6680 3.3.7-01
Additives for cooling water
Only the additives approved by MAN Diesel and listed in the tables under the
section entitled "Approved cooling water additives“ may be used.
Required approval A cooling water additive may only be permitted for use if tested and
approved as per the latest directives of the ICE Research Association (FVV)
"Suitability test of internal combustion engine cooling fluid additives.” The test
report must be obtainable on request. The relevant tests can be carried out
on request in Germany at the staatliche Materialprüfanstalt (Federal Institute
for Materials Research and Testing), Abteilung Oberflächentechnik (Surface
Technology Division), Grafenstraße 2 in D-64283 Darmstadt.
Once the cooling water additive has been tested by the FVV, the engine
must be tested in the second step before the final approval is granted.
Only in closed circuits Additives may only be used in closed circuits where no significant consump-
tion occurs, apart from leaks or evaporation losses.
Chemical additives
Sodium nitrite and sodium borate based additives etc. have a proven track
record. Galvanised iron pipes or zinc sacrificial anodes must not be used in
cooling systems. This corrosion protection is not required due to the prescri-
bed cooling water treatment and electrochemical potential reversal can occur
due to the cooling water temperatures which are normally present in engines
nowadays. If necessary, the pipes must be deplated.
Slushing oil
This additive is an emulsifiable mineral oil with added slushing ingredients. A
thin film of oil forms on the walls of the cooling system. This prevents corro-
sion without interfering with the transfer of heat and also prevents limescale
deposits on the walls of the cooling system.
The significance of emulsifiable corrosion-slushing oils is fading. Oil-based
emulsions are rarely used nowadays for environmental protection reasons
and also because stability problems are known to occur in emulsions.
Anti-freeze agents
If temperatures below the freezing point of water in the engine cannot be
Engine cooling water specifications
excluded, an anti-freeze solution that also prevents corrosion must be added
to the cooling system or corresponding parts. Otherwise, the entire system
must be heated. (Military specification: Sy-7025).
Sufficient corrosion protection can be provided by adding the products listed
in the table entitled "Anti-freeze solutions with slushing properties" while
observing the prescribed concentration. This concentration prevents freezing
at temperatures down to -22 °C. However, the quantity of anti-freeze solu-
tion actually required always depends on the lowest temperatures that are to
be expected at the place of use.
2012-05-09 - de
Anti- freezes are generally based on ethylene glycol. A suitable chemical anti-
corrosive agent must be added if the concentration of the anti-freeze solution
prescribed by the user for a specific application does not provide an appro-
priate level of corrosion protection, or if the concentration of anti-freeze solu-
General
tion used is lower due to less stringent frost protection requirements and
does not provide an appropriate level of corrosion protection. For information
on the compatibility of the anti-freeze solution with the anticorrosive agent
Biocides
If you cannot avoid using a biocide because the cooling water has been con-
taminated by bacteria, observe the following steps:
▪ You must ensure that the biocide to be used is suitable for the specific
application.
▪ The biocide must be compatible with the sealing materials used in the
cooling water system and must not react with these.
▪ The biocide and its decomposition products must not contain corrosion-
promoting components. Biocides whose decomposition products con-
tain chloride or sulphate ions are not permitted.
▪ Biocides that cause foaming of cooling water are not permitted.
Once this has been done, the engine cooling water must be treated immedi-
ately with anticorrosive agent. Once the engine has been brought back into
operation, the cleaned system must be checked for leaks.
General
6680 3.3.7-01
system
Treated cooling water may become contaminated when the engine is in
operation, which causes the additive to loose some of its effectiveness. It is
therefore advisable to regularly check the cooling system and the cooling
water condition. To determine leakages in the lube oil system, it is advisable
to carry out regular checks of water in the compensating tank. Indications of
oil content in water are, e.g. discoloration or a visible oil film on the surface of
the water sample.
The additive concentration must be checked at least once a week using the
test kits specified by the manufacturer. The results must be documented.
Protective measures
Anticorrosive agents contain chemical compounds that can pose a risk to
health or the environment if incorrectly used. Comply with the directions in
the manufacturer's material safety data sheets.
Avoid prolonged direct contact with the skin. Wash hands thoroughly after
use. If larger quantities spray and/or soak into clothing, remove and wash
clothing before wearing it again.
If chemicals come into contact with your eyes, rinse them immediately with
plenty of water and seek medical advice.
Anticorrosive agents are generally harmful to the water cycle. Observe the
relevant statutory requirements for disposal.
Auxiliary engines
If the same cooling water system used in a MAN Diesel & Turbo two-stroke
main engine is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38
or 28/32H, the cooling water recommendations for the main engine must be
observed.
Analysis
We analyse cooling water for our customers in our chemical laboratory. A 0.5
l sample is required for the test.
6680 3.3.7-01
1,000 litres
Product Nitrite Na-Nitrite
(NO2) (NaNO2)
General
2012-05-09 - de
General
Cooling water
6682 000.07-01
inspecting
Summary
Acquire and check typical values of the operating media to prevent or limit
damage.
The fresh water used to fill the cooling water circuits must satisfy the specifi-
cations. The cooling water in the system must be checked regularly in
accordance with the maintenance schedule.
The following work/steps is/are necessary:
Acquisition of typical values for the operating fluid,
evaluation of the operating fluid and checking the concentration of the anti-
corrosive agent.
Tools/equipment required
Equipment for checking the The following equipment can be used:
fresh water quality ▪ The MAN Diesel & Turbo water testing kit, or similar testing kit, with all
necessary instruments and chemicals that determine the water hardness,
pH value and chloride content (obtainable from MAN Diesel & Turbo or
Mar-Tec Marine, Hamburg)
Equipment for testing the When using chemical additives:
concentration of additives ▪ Testing equipment in accordance with the supplier's recommendations.
Testing kits from the supplier also include equipment that can be used to
determine the fresh water quality.
Cooling water
General
2011-06-21 - de
Cooling water
General
6682 000.08-01
Cleaning
Summary
Remove contamination/residue from operating fluid systems, ensure/re-
establish operating reliability.
Cooling water systems containing deposits or contamination prevent effec-
tive cooling of parts. Contamination and deposits must be regularly elimina-
ted.
This comprises the following:
Cleaning the system and, if required,
removal of limescale deposits,
flushing the system.
Cleaning
The cooling water system must be checked for contamination at regular
intervals. Cleaning is required if the degree of contamination is high. This
work should ideally be carried out by a specialist who can provide the right
cleaning agents for the type of deposits and materials in the cooling circuit.
The cleaning should only be carried out by the engine operator if this cannot
be done by a specialist.
Oil sludge Oil sludge from lubricating oil that has entered the cooling system or a high
concentration of anticorrosive agents can be removed by flushing the system
with fresh water to which some cleaning agent has been added. Suitable
cleaning agents are listed alphabetically in the table entitled "Cleaning agents
for removing oil sludge". Products by other manufacturers can be used pro-
viding they have similar properties. The manufacturer's instructions for use
must be strictly observed.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew HDE - 777 4 - 5% 4 h at 50 – 60 °C
Nalfleet MaxiClean 2 2 - 5% 4 h at 60 °C
Unitor Aquabreak 0.05 – 0.5% 4 h at ambient temperature
Vecom Ultrasonic 4% 12 h at 50 – 60 °C
Multi Cleaner
Table 1: Cleaning agents for removing oil sludge
Lime and rust deposits Lime and rust deposits can form if the water is especially hard or if the con-
centration of the anticorrosive agent is too low. A thin lime scale layer can be
left on the surface as experience has shown that this protects against corro-
sion. However, limescale deposits with a thickness of more than 0.5 mm
obstruct the transfer of heat and cause thermal overloading of the compo-
Cooling water system
the elements that are responsible for water hardness, this forms what is
known as ferrous sludge which tends to gather in areas where the flow
velocity is low.
General
Products that remove limescale deposits are generally suitable for removing
rust. Suitable cleaning agents are listed alphabetically in the table entitled
"Cleaning agents for removing lime scale and rust deposits". Products by
other manufacturers can be used providing they have similar properties. The
manufacturer's instructions for use must be strictly observed. Prior to clean-
6682 000.08-01
ing, check whether the cleaning agent is suitable for the materials to be
cleaned. The products listed in the table entitled "Cleaning agents for remov-
ing lime scale and rust deposits" are also suitable for stainless steel.
Manufacturer Product Concentration Duration of cleaning procedure/temperature
Drew SAF-Acid 5 - 10% 4 h at 60 - 70 °C
Descale-IT 5 - 10% 4 h at 60 - 70 °C
Ferroclean 10% 4 - 24 h at 60 - 70 °C
Nalfleet Nalfleet 9 - 068 5% 4 h at 60 – 75 ℃
Unitor Descalex 5 - 10% 4 - 6 h at approx. 60 °C
Vecom Descalant F 3 – 10% Approx. 4 h at 50 – 60°C
Table 2: Cleaning agents for removing limescale and rust deposits
In emergencies only Hydrochloric acid diluted in water or aminosulphonic acid may only be used
in exceptional cases if a special cleaning agent that removes limescale
deposits without causing problems is not available. Observe the following
during application:
▪ Stainless steel heat exchangers must never be treated using diluted
hydrochloric acid.
▪ Cooling systems containing non-ferrous metals (aluminium, red bronze,
brass, etc.) must be treated with deactivated aminosulphonic acid. This
acid should be added to water in a concentration of 3 - 5 %. The tem-
perature of the solution should be 40 - 50 °C.
▪ Diluted hydrochloric acid may only be used to clean steel pipes. If hydro-
chloric acid is used as the cleaning agent, there is always a danger that
acid will remain in the system, even when the system has been neutral-
ised and flushed. This residual acid promotes pitting. We therefore rec-
ommend you have the cleaning carried out by a specialist.
The carbon dioxide bubbles that form when limescale deposits are dissolved
can prevent the cleaning agent from reaching boiler scale. It is therefore
absolutely necessary to circulate the water with the cleaning agent to flush
away the gas bubbles and allow them to escape. The length of the cleaning
process depends on the thickness and composition of the deposits. Values
are provided for orientation in the table entitled "Detergents for removing lime
scale and rust deposits“.
Following cleaning The cooling system must be flushed several times once it has been cleaned
using cleaning agents. Replace the water during this process. If acids are
used to carry out the cleaning, neutralise the cooling system afterwards with
suitable chemicals then flush. The system can then be refilled with water that
has been prepared accordingly.
Cooling water system
Only carry out the cleaning operation once the engine has
cooled down
Start the cleaning operation only when the engine has cooled down.
2010-02-09 - de
Hot engine components must not come into contact with cold water.
Open the venting pipes before refilling the cooling water system.
Blocked venting pipes prevent air from escaping which can lead to
thermal overloading of the engine.
General
6682 000.08-01
The products to be used can endanger health and may be harmful to
the environment.
Follow the manufacturer's handling instructions without fail.
General
Specifications
Limit values The characteristic values of the water used must be within the following limit
values:
Properties/ Characteristic value Unit
Characteristic
Water type Seawater, brackish water, river water, brines, -
industrial waste water and rainwater, distilled
or fresh water
Total hardness max. 10 ºdH*
pH value 6.5 - 8 -
Chloride ion content max. 50 mg/l
Table 1: Fuel-water emulsion - characteristic values to be observed
Testing instruments The MAN Diesel water testing kit contains instruments that allow the water
characteristics referred to above (and others) to be easily determined.
Additional information
Distillate If distillate (e.g. from the fresh water generator) or fully desalinated water (ion
exchanger) is available, this should ideally be used for the fuel-water emul-
sion. These types of water are free of lime and salts. Water specification for fuel-water emulsions
Hardness The total hardness of the water is the combined effect of the temporary and
permanent hardness. It is largely determined by the calcium and magnesium
salts. The temporary hardness depends on the hydrocarbonate content in
the calcium and magnesium salts. The lasting (permanent) hardness is deter-
mined by the remaining calcium and magnesium salts (sulphates).
Water with hardness greater than 10°dH (German total hardness) must be
blended or softened with distillate. It is not necessary to increase the hard-
ness of extremely soft water.
2011-03-25 - de
Requirements
Gas engines or dual-fuel engines may only be equipped with a dry filter. An
oil filter should not be installed, because they enrich air with oil mist, which is
not permissible for gas operated engines. Filters of efficiency class G4
according to EN 779 must be used. The concentrations downstream of the
air filter and/or upstream of the turbocharger inlet must not exceed the fol-
lowing limit values:
Properties Typical value Unit *
Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/Nm3
Chlorine max. 1.5
Sulphur dioxide (SO2) max. 1.25
Hydrogen sulphide (H2S) max. 5
Salt (NaCl) max. 1
* One Nm3 corresponds to one cubic meter of
gas at 0 °C and 101.32 kPa. Specifications for intake air (combustion air)
Table 1: Intake air (combustion air) - typical values to be observed
General
505/605
MAN Diesel & Turbo
Description 605.01
Page 1 (1) Cylinder head
Edition 14H
L28/32H, V28/32H
General and is encased by the seating collar (5) which over-
laps it. The assembled valve rotator is held
The cylinder head is made of cast iron and is tight- together, when removed, by the retaining ring (6).
ened to form a gas-tight seal against a sealing ring
on the cylinder liner by means of 6 nuts and 6
studs, which are screwed into the engine frame.
The nuts are tightened by means of hydraulic jacks.
Each cylinder head is equipped with two air inlet
and two exhaust valves which are actuated by
rocker arms running in bearings on a shaft suppor-
ted in a bracket on top of the cylinder head.
The fuel injection valve (see section 614) is located
in a interchangeable sleeve in the center of the cyl-
inder head.
Furthermore the cylinder head is equipped with an
indicator valve and a safety valve.
The cylinder head has a screwed-on coaming
which encloses the valves. The coaming is closed 1 Retainer body 2 Balls
with a top cover and thus provides an oil tight 3 Ball race 4 Spring washer
enclosure for the valve gear. The coaming is equip-
5 Seating collar 6 Retainer ring
ped with an inspection cover for the rotators.
7 Valve spindle
1990.10.29 - ES0
MAN Diesel & Turbo
L/V28/32H
Starting position:
Related procedure:
Data:
91.45 - ES0S
MAN Diesel & Turbo
605-01.00 Working Card
Edition 01H Dismantling of Cylinder Head Page 2 (2)
L/V28/32H
1) Open the drain cock and vent cock for cool
ing water. 8) Remove the exhaust pipe flange screws.
2) Take off the rocker arm top cover. 9) Remove the cylinder head nuts, as shown,
by means of hydraulic jacks, see working card
3) Take off the cover which gives access to the 620-01.05.
injection pump.
10) Mount the lifting tool on the cylinder head.
4) Disconnect the fuel oil high-pressure pipe.
11) Attach the hook to the lifting tool and lift the
5) Disconnect the cooling oil pipes, (inlet and cylinder head away.
outlet.
6) Disconnect the rocker arm lubricating oil pi
pe. V28/32H
L28/32H
7) Remove the thermometer attachment bran-
ch (cooling water outlet pipe).
Fig. 2
Fig. 1
91.45 - ES0S
MAN Diesel & Turbo
L+V28/32H
Description
Related procedure
00.43 - ES0
MAN Diesel & Turbo
L+V28/32H
Dismantling of Inlet and Exhaust Valve 3) Turn back the rocker arm and remove the spring-
Spindles loaded valve bridge over the valve spindles.
1) Land and fasten the cylinder head upon the spe 4) After having removed the valve bridge and
cial work table and remove the lifting tool. turned the rocker arm back, the tool should
be fitted by means of the screws (A), see fig 2
tightened in the threaded holes in the cylinder
Or as an Alternative: head.
Or as an Alternative:
V28/32H
L28/32H
Fig 2
Fig 1 Fig 3
00.43 - ES0
MAN Diesel & Turbo
L+V28/32H
6) Release the springs again. Remove the nut Inspection of valve guide
(B) and the traverse (C). Now valve rotator
and springs can be removed. 10) Too much clearance between valve spindle
and spindle guide may cause increased lub. oil
7) Remove the supporting devices under the work consumption, fouling up of the spindle guide and
table and take out the valve spindle. thus give the risk of a sticking valve spindle.
8) Repeat point 4 - 7 to remove the two other Too much clearance also means insufficient
valve spindles. guid-ance of the valve spindle, and thus bad
alignment between spindle head and valve
seat ring. In connection with overhaul of the
Inspection of Valves/Valve Seats cylinder head, the valve spindle guides should
be cleaned, inspected and measured for wear.
9) A slight grinding of valve/valve seat can be If the inner diameter of the valve spindle guide
carried out by means of the handle as shown, exceeds the tolerance, see page 600.35 the
see fig 4. valve spindle guide must be replaced. See
working card 605-01.20.
I f the valve seat is heavily burnt or scarred, it should
be ground using the valve seat grinder according to 11) For mounting of valve spindle follow the in-
working card 605-01.10. structions in point 4 - 7 in reversed order.
Fig 4 Fig 5
00.43 - ES0
MAN Diesel & Turbo
L/V28/32H
Description:
Related procedure:
91.45 - ES0S
MAN Diesel & Turbo
L/V28/32H
Reconditioning of Valve Seat Ring. However when the seat "S" has been ground to such
an extent, that the recess "R" disappears, the valve
Reconditioning of valve seat rings by machining is seat ring has to be scrapped and a new one to must
carried out by means of a grinding machine, the installed, see working card 605-01.35
pilot spindle of which is to be mounted in the valve
spindle guide. For operation of the grinding machine,
see separate instructions. Reconditioning of Valve Spindle.
The grinding of the valve seat ring should be carried Reconditioning by machining is carried out with the
out according to the following sequence: valve spindle being rotated in a turning lathe and a
special grinding machine mounted on the tool post
1) The seating surface itself is ground with a feed of the turning latch.
at an angle "A" of 30° ± 0,10°.
0.
For operation of the grinding machine, see separa
The grinding should be continued until a clean and ted instructions.
uniform surface condition has been obtained.
1) The seating surface itself is ground with a feed
Carry out the final grinding with a feed in direction at an angel "A" of 30° ± 0.0,25°.
from inside to outwards, as normally the best surface
quality is obtained in this way. 2) The grinding shoud be continued until a clean
and uniform surface condition has been obtained.
"H"1
Fig. 1.
91.45 - ES0S
MAN Diesel & Turbo
L/V28/32H
After assembling the valves, check - on account of
the valve motion - that distance "H"2 between the
upper edge of the cylinder head and the upper edge
of the valve spindle does not exceed the maximum
value, see page 600.35.
"H"2
Fig. 3.
91.45 - ES0S
MAN Diesel & Turbo
L/V28/32H
Description:
Starting position:
Related procedure:
Data:
91.45 - ES0S
MAN Diesel & Turbo
L/V28/32H
Inspection of Rotocap. When inserting the balls and the tangential springs,
note that all balls on the inclined races of the ball
Dirt especially in the ball pockets due to residues in pockets point in the same direction, see fig. 1.
the oil (abrasives, combustion products), can cause
the individual parts to become stuck, and hinder the
movement of the balls.
Dismantling of Rotocap.
See working card 605-01.05, point 3 to 6. The inner ring of the spring washer should rest on
the retainer body.
91.45 - ESOS
MAN Diesel & Turbo
L+V28/32H
Description
Hammer.
Nitrogen (N2), or similar.
Starting position
Related procedure
00.43 - ES0
MAN Diesel & Turbo
L+V28/32H
If the clearance exceeds the shown max. limit, (see 3) Before mounting the new valve guide, it has to
page 600.35), the valve guide must be replaced. be cooled down to approx. -70°C with nitrogen
or similar.
Dismounting of valve guide When the new valve guide has been inserted
into the bore be sure that the shoulder bears
1) The valve guide is knocked out from the bottom against the cylinder head, by knocking slightly
of the cylinder head,by means of a mandrel, with the mandrel and a hammer.
which has a shoulder turning that fits into the
valve guide, see fig. 1. 4) Before mounting of the valve spindle insert a
new o-ring in the valve guide.
Mandrel
Fig 2.
Valve guide
00.43 -ESO
MAN Diesel & Turbo
Working Card
Safety Valve 605-01.25
Page 1 (3) Edition 04H
L+V28/32H
Starting position:
Related procedure:
Data:
96.27 - ES0S
MAN Diesel & Turbo
L+V28/32H
Maintenance and Checking. 2. Reassembling.
During extended periods of standstill and at general 2.1 Lubricate the threads on valve housing (2)
engine overhauls, the safety valves should be tho with copaslip or similar.
roughly cleaned.
2.2 Reassemble the safety valve, reverse se-
Note: Do not attempt to stop a safety valve from quence of operations outlined above, point 1.1 to
leaking by increasing the spring load. 1.5.
Leakage Test
96.27 - ES0S
MAN Diesel & Turbo
L+V28/32H
Test of Opening Pressure 4. Adjustment of Opening Pressure
3.5 Increase the pressure to the opening pres- 4.1 Increase the pressure to the opening pres-
sure. sure.
96.27 - ES0S
MAN Diesel & Turbo
L+V28/32H
Description:
Related procedure:
Man power:
94.26 - ES0S
MAN Diesel & Turbo
L+V28/32H
Maintenance
94.26 - ES0S
MAN Diesel & Turbo
L+V28/32H
Description
Brass mandrel.
Hammer.
Lub. oil.
Starting position Two small screw driver.
Loctite 572.
The cylinder head has been dis-
mounted from engine, 605-01.00
The fuel injector has been removed, 614-01.10
Related procedure
00.43 - ES0
MAN Diesel & Turbo
L+V28/32H
Dismounting of Sleeve for Fuel Injector 4) Coat the sealing ring zone in the bore with
grease or lub. oil.
1) Remove the snap ring by means of two screw
drivers.
2) The sleeve can now be driven out of the bo Snap ring
re by use of a brass mandrel and a hammer. O-ring
Sleeve
Loctite 572
Brass mandrel
Fig 2
00.43 - ES0
MAN Diesel & Turbo
L+V28/32H
Description
Starting position
00.43 - ES0
MAN Diesel & Turbo
L+V28/32H
Dismounting of Valve Seat Rings Procedure for Dismounting a Valve Seat
Ring
When reconditioning of a valve seat ring no longer is
possible due to dimensions exceeding the scrapping 1) By means of the guide pin (7) the guide disc
criteria, the seat ring has to be replaced. (5) is led vertically through the valve seat ring.
Then the guide disc (5) is lifted with the guide
Dismounting of a valve seat ring is carried out by pin (7) until the latter is guided by the valve
means of a special extractor tool set somprising seat ring. The stud (1) is then screwed in until
following components, see fig 1. it rests in the valve guide.
9
3
5
10
6
00.43 - ES0
MAN Diesel & Turbo
605-01.35
Working Card
Page 3 (4) Replacement of Valve Seat Ring Edition 06H
L+V28/32H
3) By pumping up the pack, see working card 3) To facilitate mounting of the valve seat ring it is
620-01.05 for the use of hydraulic tools, the cooled down, however to no more than -25°C
valve seat is pressed out max. 6 mm, and the or the O-ring can be damaged.
pressure is released again.The collar nut hexa-
gon is tightenied and the operation is continued 4) Place the O-ring on the valve seat ring and
until the valve seat ring can be removed. coat with oil/loctite as shown in fig 4, just before
positioning it in the bore.
Fig 4
3
4
1 Handle 2 Stud
3 Washers 4 Hexagon nut
with collar
Fig 5
Fig 3
00.43 - ES0
MAN Diesel & Turbo
L+V28/32H
00.43 - ES0
MAN Diesel & Turbo
L+V28/32H
Hand tools
Starting position
Ring and open end spanner, 14 mm.
Cylinder head is completely Ring and open end spanner, 17 mm.
assembled, 605-01.05 to 605-01.35 Ring and open end spanner, 24 mm.
Valve gear of respective cylinder is in right posi- Lub. oil and copaslip.
tion (valve closed).
Control of the surface on the
cylinder liner, 606-01.45
Related procedure
00.44 - ES0
MAN Diesel & Turbo
L+V28/32H
1) Check the jointing surfaces of the cylinder Place the spacer ring around the nuts with the slot in
head/cylinder liner to see that they are clean such a position that the tommy bar can be used.
and without damage marks, see working card
606-01.45, Fit new o-rings on the water pas- Tighten the hydraulic jacks and make sure that the
sage, lubricate the o-rings with a little oil. cylinder of the jacks bears firmly against the spacer
ring. Tighten up all the nuts, see page 600.40. For
2) Check all contact faces on the cylinder head using the hydraulic tools, see working card 620-
and nuts, including threads, and make sure that 01.05.
these are plane and smooth and absolutely
free from foreign particles.
V28/32H
L28/32H
Fig 2
00.44 - ES0
MAN Diesel & Turbo
L/V28/32H
Description:
Steel brush
Starting position:
Related procedure:
Man power:
Data:
93.20 - ES0S
MAN Diesel & Turbo
L/V28/32H
Inspection of Cylinder Head Cool. Water Space.
93.20 - ES0S
MAN Diesel
Plate
Page 1 (2) Cylinder Head 60501-19H
L+V28/32H
091 125
101
137
113
149
101
017
113 029
054 162
174
066
186
078
198
208
270
221
233
245
030
042 257
269
304
282
294
03.44 - ES0
MAN Diesel
Plate
60501-19H Cylinder Head Page 2 (2)
L+V28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
017 4/C O-ring O-ring 304 Cylinder head (as 294) Cylinderdæksel (som
with brackets and 294) monteret med buk-
029 4/C Valve guide, inlet and Ventilstyr, indstr. og rockerarms installed ke og vippearne.
exhaust udstr.
137 1/C Sleeve for fuel valve Foring for br. ventil
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
03.44 - ES0
MAN Diesel
Plate
Page 1 (2) Valve Spindles and Valve Gear 60502-31H
L+V28/32H
19
20
21
32
03
27
28
29
01
34
30
02
35
36 31
38 13
19
04
14
05
06
06 07
07
15
16
08 17
08
09
09
10 10
11
11
33
08028-0D/H5250/94.08.12
22/23
25
26
12
12
37
08.28 - ES0
MAN Diesel
Plate
60502-31H Valve Spindles and Valve Gear Page 2 (2)
L+V28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
Qty./ = Qty./Individual Antal/I = Antal/Individuelt
08.28 - ES0
MAN Diesel
Plate
Page 1 (2) Safety Valve and Indicator Valve 60508-11H
L+V28/32H
18
16
17
15
94.25 - ES0S
MAN Diesel
Plate
60508-11H Safety Valve and Indicator Valve Page 2 (2)
L+V28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
94.25 - ES0S
MAN Diesel
Plate
Page 1 (2) Cylinder Head, Top Cover 60510-12H
L+V28/32H
01
02
05, 16
06
07
15
13
08
09
10
11
06.32 - ES0S
MAN Diesel
Plate
60510-12H Cylinder Head, Top Cover Page 2 (2)
L+V28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
06.32 - ES0S
Piston/connecting rod
506/606
MAN Diesel
Description
Piston, Connecting Rod and Cylinder Liner 606.01
Page 1 (1)
Edition 10H
L/V28/32H
Piston
The piston, which is oil-cooled and of the monobloc The big-end bearing is of trimetal type, i.e. steel shells
type made of nodular cast iron, is equipped with 3 lined with tin-aluminium or lead-bronze coated with
compression rings and 1 scraper ring. a running layer. Design as plain type or rillentype.
The bearing shells are of the precision type and are
By the use of a combination of compression rings therefore to be fitted without scraping or any other
with different barrel-shaped profiles and chrome- kind of adaption.
plated running surface on all rings, the piston ring
pack is optimized for maximum sealing effect and The small-end bearing is of trimetal type and is pres-
minimum wear rate. sed into the connecting rod.
90.43 - ES0U
MAN Diesel
Working Card 606-01.00
Page 1 (3) Dismounting of Piston and Connecting Rod Edition 01H
L28/32H
Data:
96.06 - ES0S
MAN Diesel
606-01.00 Working Card
Edition 01H Dismounting of Piston and Connecting Rod Page 2 (3)
L28/32H
1) Clean the upper part of the cylinder, if not, the e) Turn the piston in top, in order to push the flame
piston may get stuck during removal in the carbon ring out of the cylinder by means of the tool.
deposited in this area.
Info: It is the used piston ring which pushes the flame
If the liner is mounted with a flame ring then start ring out of the cylinder, while the flame ring tool guides
with item No a to e. the piston ring out against the cylinder liner.
If the liner is not mounted with a flame ring then 2) Remove the gangway, if any installed, in order
continue with item No 2. to improve the access conditions.
a) Turn the piston to the buttom. 3) Turn the crankshaft to bring the crank throw
concerned into a position approx. 50 degrees before
b) Mount the tool for dismounting of the flame TDC.
ring in the cylinder at the top of the piston.
This position is identifiable by the connecting rod shaft
c) Place a used piston ring on top of the flame being very close to cylinder liner shirt, see fig. 1.
ring tool.
4) Clean the threaded hole in the piston top, and
d) Mount the tube (for holding down the cylinder mount the eye screw.
liner during the piston withdrawal) on one of the
cylinder head studs, screw on the nut and tighten it Mount the tube (for holding down the cylinder liner
slightly. during the piston withdrawal) on one of the cylinder
head studs, screw on the nut and tighten it slightly.
08028-0D/H5250/94.08.12
96.06 - ES0S
MAN Diesel
Working Card 606-01.00
Page 3 (3) Dismounting of Piston and Connecting Rod Edition 01H
L28/32H
7) Mount the guide pin for the bearing cap in one Fig. 4. Lift of piston and connecting rod assembly.
of the threaded holes and fit a screwdrive or similar in
the hole in the guide pin, and unscrew the screws.
11) Lift the piston and connecting rod assembly
8) Remove the screwdriver from the guide pin, up through the cylinder liner and out of the engine,
and dismount the bearing cap by sliding it along see fig. 4.
the guide pin, see fig. 2.
NOTE: The purpose of the guide pin is to prevent
9) Remove the guide pin from the connecting any damage of crank journal, joint faces or bearing
rod. surface to occur during dismounting of the bearing
08028-0D/H5250/94.08.12
96.06 - ES0S
MAN Diesel
Working Card 606-01.05
Page 1 (2) Separation of Piston and Connecting Rod Edition 03H
L/V28/32H
Description:
Piston and connecting rod are dismounted Open end spanner, 32 mm.
from engine, 606-01.00 Wooden wedge, 2 pieces.
Wooden support.
Wire.
Related procedure:
Data:
92.08 - ES0S
MAN Diesel
L/V28/32H
Separation of the Piston and Connecting Rod: Wooden wedges should be used to prevent the con-
necting rod from swinging out and thus impact the
1) Land the piston and connecting rod carefully piston skirt during the lifting into upright position.
on wooden support to prevent damage of piston and
scraper ring, see fig. 1 or 2. 5) Place a wire around the big-end of the con-
necting rod, attach a tackle and tighten the wire rope,
see fig. 3
Fig. 1. L28/32H
Fig. 3.
Fig. 2. V28/32H
92.08 - ES0S
MAN Diesel
L+V28/32H
Cleaning and inspection of piston. Control of piston Tools for cleaning of piston, steel brush,
ring, scraper ring and ring grooves. scraper etc.
Starting position
Related procedure
Data
01.16 - ES0
MAN Diesel
L+V28/32H
Removal of Piston Ring Inspection of Piston
For removal of piston rings, which are to be used 1) Remove the piston and scraper rings.
again, and for all mounting of rings, only the special
ring opener which prevents local over stressing of 2) Clean and examine the piston rings to determine
the rings should be used. if reuse is acceptable, see page 3.
Straps to expand the ring gap or tools working on 3) Clean the piston outside and inside.
the same principle must not be used, as this would
result in permanent deformation which might cause 4) Inspect the piston ring and scraper ring grooves
blow-by or broken rings. for wear, see page 3.
08028-0D/H5250/94.08.12
01.16 - ES0
MAN Diesel
L+V28/32H
The piston has to be scrapped if: Piston and oil New ring
Ring grooves.
scraper ring. grooves.
A) The wear limit on the testing mandrel is exceed- Nominal size. Tolerances.
Max. wear limit.
ed, see fig 1A
Piston ring New +0.18
or no 1 5.0 mm
5.0 mm
+0.16
5.43 mm
B) The clearance between the new piston/scraper Piston ring New +0.14
ring and ring groove is exceeded, see fig 1B. no 2 5.0 mm
5.0 mm
+0.12
5.43 mm
0.45
01.16 - ES0
MAN Diesel
L+V28/32H
Piston Ring No 1:
marked with ident.
no "top 1619394-4"
or "1242".
Piston Ring No 2:
marked with ident.
no "top 1619394-4"
or "1242".
Piston Ring No 3:
marked with ident.
no "top 1600381-8"
or "0950".
Scraper ring:
marked with ident.
no "top 1600387-9"
or "0121".
Marking
Identification marks to face upwards against the piston crown when mounted.
Note: The marking may include other figures than mentioned above, for instance trade mark and
production codes.
01.16 - ES0
MAN Diesel
L/V28/32H
Description:
Hand tools:
Related procedure:
Data:
97.24 - ES0S
MAN Diesel
L/V28/32H
Cleaning and Inspection of Big-end Bore. Screws, which are damaged as mentioned above or
cannot be turned into the threaded holes by hand,
The connecting rod is cleaned on all machined must be renewed.
surfaces.
The serrated joint faces and threaded screw holes Measurement of Big-end Bore.
are to be degreased with a volatile solvent and blown
dry with working air.
The connecting rod screws are to be carefully clean- Five different diameters are measured in the middle
ed. of the boring, see fig. 1 and registered in the scheme
"Connecting Rod Inspection". See page 4.
The threads are inspected for seizures and tested
in the threaded holes in the connecting rod. The test The maximum ovalnees is calculated as the dif-
must confirm, that the screws can be turned into ference between biggest and smallest diamenter
bottom position by hand. The contact surface of the measured. For maximum allowable ovalness see
screw heads is inspected for seizure and pittings. page 600.35.
97.24 - ES0S
MAN Diesel
Working Card 606-01.15
Page 3 (4) Connecting Rod Edition 04H
L/V28/32H
If the ovalness exceeds this value, reuse must be Please note that squares for statement of information
rejected and a new complete connecting rod, inclu- and identification, should also be properly filled in.
ding new screws and new bearing shells has to be
mounted in the engine.
Connecting Rod Bush.
to be to be
reused rejected
97.24 - ES0S
MAN Diesel
L/V28/32H
08028-0D/H5250/94.08.12
97.24 - ES0S
MAN Diesel
Working Card Criteria for Replacement of 606-01.16
Page 1 (8) Connecting Rod Big-end and Main Bearing Shells Edition 02H
L+V28/32H
Description:
Magnifier (x30).
Starting position:
Related procedure:
Data:
96.41 - ES0S
MAN Diesel
L+V28/32H
This paper gives information about the evaluation of Wear of the bearings running surface starts primarily
the connecting rod big-end and main bearing shells in the soft overlay, where the overlay in the slots is
when wear appears on the running surface under reduced approx. 0.001 mm. The difference between
normal operating conditions. the light-alloy metal and the overlay is by further wear
almost constant, i.e. approx. 0.005 mm.
Bearing damages caused by incorrect running con-
ditions, like The gravity of the running surface’s wear must be
determined with a magnifier (x30), hereby the over-
- Scoring of the running surface due to foreign lay can be seen as the dark area and the light-alloy
particles in the lubricating oil. metal as the light area.
- Cavitation.
- Corrosion The ratio between the width of the light-alloy metal
- Overloading, overheating a.s.o. and the width of the slot as well as the dimension
of the worn area are important for determining the
are not described in this paper. wear of the bearing.
In these cases, the bearing shells must be exchang- The bearing can also operate although part of the
ed, of course, and in order to avoid further bearing overlay is missing in the slots. Practice has shown, that
failures, the cause of the failure must be found and bearings with partly empty slots can run without any
eliminated. negative influence on the operation of the bearing.
96.41 - ES0S
MAN Diesel
MAN Diesel
MAN Diesel
MAN Diesel
L+V28/32H
3. Limit Case - Levelling Valuation: If the limits shown in fig. 11 and 12 are
exceeded the bearing shells must be exchanged.
Condition: The slots are locally totally levelled as
shown in fig. 10.
max. 10% of width
Fig. 10.
max. 5%
of extent
max. 10% of width or
max. 5 mm
Fig. 12.
Fig. 11.
08028-0D/H5250/94.08.12
96.41 - ES0S
MAN Diesel
MAN Diesel
L+V28/32H
5. Limit Case - Empty Slots Valuation: If the limits shown in the below fig. 18
and 19, are exceeded, the bearing shells must be
Condition: In some areas there is no overlay in the exchanged.
slots, see fig. 17.
max. 5 mm
Fig. 17.
Fig. 19.
of
max. 15%
Fig. 18.
08028-0D/H5250/94.08.12
96.41 - ES0S
MAN Diesel
Working Card 606-01.20
Page 1 (4) Assembling of Piston and Connecting Rod Edition 01H
L28/32H
Description:
Piston mounted on the connecting rod, crank-shaft Open end spanner 32 mm.
turned in the right position and the cylinder liner Clean lubricating oil.
is OK, see working card 606-01.35.
Related procedure:
91.49 - ES0S
MAN Diesel
606-01.20 Working Card
Edition 01H Assembling of Piston and Connecting Rod Page 2 (4)
L28/32H
1) Mount the lifting device comprising eye screw, A crank throw position of approx 50 degrees before
shackle and wire rope on the piston. TDC will ensure this and also be suitable for the
further mounting procedure.
2) Lift up the piston and connecting rod and
mount the piston and scraper rings, see point 14, 6) Lower the piston further down, lubricate the
and working card 606-01.10. ends of the bearing shells (a in fig. 2) with copaslip,
molycote pasta or similar and mount the upper shell
3) Remove the backstop for cylinder liner and of the big-end bearing.
place the piston guide ring on top of the cylinder
liner, see fig. 1.
Fig. 2.
08028-0D/H5250/94.08.12
91.49 - ES0S
MAN Diesel
Working Card 606-01.20
Page 3 (4) Assembling of Piston and Connecting Rod Edition 01H
L28/32H
9) Mount the bearing cap with inserted lower shell
of the big-end bearing, using the guide pin, see fig.
4.
Fig. 3.
Fig. 5.
91.49 - ES0S
MAN Diesel
606-01.20 Working Card
Edition 01H Assembling of Piston and Connecting Rod Page 4 (4)
L28/32H
If the rings are opened further than necessary there Before fitting the coil spring loaded scraper ring, the
is a risk of overstressing, which means that rings will coil spring is dismantled from the ring by removal of
become permanently distorted and will not confirm the joint pin. The coil spring is placed and assembled
to the cylinder inner running surface. in the ring groove then the scraper ring is fitted in the
groove in such a way that the ring joint is approxima-
The piston rings should be installed with the identifi- tely 180° offset to the spring joint.
cation mark, which is stamped into the ring close to
the ring joints, facing upwords. Ascertain correct assembling by checking the back
clearance.The back clearance is suffient when the
face of the ring is below the groove edge, when the
ring is pressed against the bottom of the groove.
Fig. 6.
08028-0D/H5250/94.08.12
91.49 - ES0S
MAN Diesel
L+V28/32H
Description:
Starting Position:
Related Procedure:
Data:
97.43 -ES0S
MAN Diesel
L+V28/32H
1) Tighten the screw pos. 3 home to the connecting
rod by hand.
97.43 - ES0S
MAN Diesel
Working Card 606-01.30
Page 1 (3) In-situ Inspection of Connecting Rod Big-end Bearing Edition 01H
L28/32H
Related procedure:
Data:
91.22 - ES0S
MAN Diesel
606-01.30 Working Card
Edition 01H In-situ Inspection of Connecting Rod Big-end Bearing Page 2 (3)
L28/32H
The big-end bearing shells can be inspected and/or
replaced in-situ i.e. without dismounting the piston
and connecting rod assembly from the engine.
Dismounting.
Fig. 2.
91.22 - ES0S
MAN Diesel
Working Card 606-01.30
Page 3 (3) In-situ Inspection of Connecting Rod Big-end Bearing Edition 01H
L28/32H
While lowering the connecting rod, it must be guided
by hand to ensure correct approach and landing on
the journal, see fig. 4.
Fig. 3.
Mounting.
91.22 - ES0S
MAN Diesel
Working Card 606-01.35
Page 1 (4) Inspection and Honing of Cylinder Liner Edition 08H
L+V28/32H
Description:
Related procedure:
Data:
05.28
MAN Diesel
L+V28/32H
Measurement of Cylinder Diameter. Prior to the honing, deposits of coke and possible
wear edges in the top of the liner must be removed
While the piston is removed from the cylinder, the by scraping.
latter is measured to record the wear. The measure-
ments are taken by means of an inside micrometer, If the cylinder is of the flame ring type, the used
with measuring points at TDC-position for uppermost flame ring has to be cleaned in water. Subsequently,
piston ring, halfway down and at the bottom of the the flame ring is remounted in the cylinder before
cylinder liner, see fig. 1. carrying out the honing process.
80-160 rpm.
Fig. 1.
05.28
MAN Diesel
Working Card 606-01.35
page 3 (4) Inspection and Honing of Cylinder Liner Edition 08H
L+V28/32H
In order to achieve the required angle between the
honing grooves, see fig. 2, the vertical speed is ad-
justed to about 1 m/sec. which corresponds to about
2 sec. for one double movement (the flex honer is
lead from below up and down in 2 sec.)
05.28
MAN Diesel
606-01.35 Working Card
Edition 08H Inspection and Honing of Cylinder Liner Page 4 (4)
L+V28/32H
Measurements of Cylinder Liner
Plant/ship: Engine Type: Engine No.:
Fuel: cSt 1 2
Separator: Yes 3
2 2
3 2
4 2
5 2
6 2
7 2
3
08028-0D/H5250/94.08.12
8 2
Minimum 280.0 9 2
Maximum 280.60 3
05.28
MAN Diesel
Working Card 606-01.40
Page 1 (3) Replacement of Cylinder Liner Edition 01H
L/V28/32H
Description:
Starting position:
Related procedure:
91.22 - ES0S
MAN Diesel
L/V28/32H
Dismounting of Cylinder Liner.
Fig. 2.
Fig. 1.
5) Attach a tackle hook to the eye nut or the wire
and the cross bar, and lift the liner out from the engine
3) Mount the lifting tool as shown, see fig. 2. frame and stand it careful onto wooden supports.
4) Turn the lifting eye nut to pull out the liner, until 6) Clean all parts and inspect for damage and
the upper edge of the liner lie aligned against the wear, according to the description. For measurement
copper protecting pieces of the cross bar. of cylinder liner, see working card 606-02.00.
08028-0D/H5250/94.08.12
91.22 - ES0S
MAN Diesel
L/V28/32H
Mounting of Cylinder Liner. 12) Mount the cooling water jacket, (for torque mo-
ment see page 600.40), piston/connecting rod and
7) Check that the sealing surfaces on engine, cylinder head according to working card 606-01.20
cylinder liner, and sealing rings are perfectly clean. and 605-01.40.
8) Mount the lifting tool, attach a tackle hook to 13) When preparing the start-up, check for possible
the eye nut or to the wire in the cross bar and lift the leakages of water and oil, including the inspection
liner. hole in the frame, see fig. 3.
Fig. 3.
08028-0D/H5250/94.08.12
91.22 - ES0S
MAN Diesel
Working Card Grinding of Seal Face on 606-01.45
Page 1 (2) Cylinder Liner and Cylinder Head. Edition 01H
L/V28/32H
Description:
Starting position:
Related procedure:
91.45 - ES0S
MAN Diesel
L/V28/32H
Note: The grinding tool is used for both grinding the
groove in the liner flange (1) and the seating surface
on the cylinder head (2), see fig. 1.
Fig. 3.
Fig. 1.
1) Loosen the sealing ring in liner flange and take 4) When having ground the contact faces, it must
it out. be observed that the gap between cylinder head and
liner is no less than 0,5 mm, that is, the difference
2) Face-grind sealing groove in cylinder liner between measurements y and z must not be less
flange, see fig. 2 and sealing surface on the cylinder than 0,5 mm, see fig. 4.
head, see fig. 3. With the use of grinding pasta and
the grinding tool.
08028-0D/H5250/94.08.12
To do so, move the tool back and forth and lift it out
from time to time, to allow the grinding compound Fig. 4.
to distribute evenly.
91.45 - ES0S
MAN Diesel
Working Card Dismounting of Piston and Cylinder Liner 606-01.50
Page 1 (2) Edition 01H
at Low Overhaul Heights
L+V28/32H
Dismounting of piston, connecting rod and cylinder Tool combination for dismounting of conncting
liner for inspection and/or overhaul. rod screw, 620-01.20
Cylinder head has been dismounting from the Inside micrometer (195 mm).
engine. Feeler gauge 0,15 - 0,20 mm.
Crankcase open.
Related procedure:
Manpower:
Capacity : 2 men
Replacement and wearing parts:
94.38 - ES0S-G
MAN Diesel
L+V28/32H
Dismantling of Piston at Low Overhaul Dismantling of Cylinder Liner at Low Overhaul
Heights. Heights.
1) Lift up the piston and the connecting rod through 1) Mount normal lifting tool for cylinder liners.
the cylinder liner until the piston is clear of the
liner. 2) Carefully pull the cylinder liner half-way out of
the frame.
2) Mount collar on the connecting rod, see plate
62050, item 1896. 3) Mount special lifting tool for cylinder liners at
low overhaul heights, see plate 62050, item
3) Place the piston with the collar on the cylinder 1895.
liner.
4) Attach pull-lifts on the lifting tool for the cylinder
4) Mount pull-lifts on the collar. liner, see plate 62050, item 1895
08028-0D/H5250/94.08.12
94.38 - ES0S-G
MAN Diesel
Plate
Page 1 (2) Piston and Connecting Rod (Hydraulic Tightened) 60601-34H
L28/32H
07.01 - ES0
MAN Diesel
Plate
60601-34H Piston and Connecting Rod (Hydraulic Tightened) Page 2 (2)
L28/32H
Item Item
No Qty. Designation Benævnelse No Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
07.01 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Cylinder Liner and Water Guide Jacket 60610-09H
L28/32H
94.07 - ES0S
MAN Diesel & Turbo
Plate
60610-09H Cylinder Liner and Water Guide Jacket Page 2 (2)
L28/32H
Item Item
No Qty. Designation Beskrivelse No Qty Designation Beskrivelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
94.07 - ES0S
Camshaft
507/607
MAN Diesel
Description
Camshaft and Camshaft Drive 607.01
Page 1 (1)
Edition 05H
L28/32H
General The lubricating oil pipes for the gear wheels are
equipped with nozzles which are adjusted to apply
The camshaft which controls the actuation of inlet the oil at the points where the gear wheels are in
valves, exhaust valves and fuel injection pumps is mesh. The position of the nozzles is determined by
driven by a gear wheel on the crankshaft through an direction of rotation of the engine.
intermediate wheel, and rotated by a speed which is
half of that of the crankshaft, see fig. 1.
The camshaft is placed in the engine frame at the Engine seen from aft - fly wheel end
control side, (left side, seen from the flywheel end)
and is carried in bearing bushes which are fitted in
bores in the engine frame, each bearing is replace-
able and locked in position in the engine frame by
means of lock screws.
91.03 - ES0S
MAN Diesel
L/V28/32H
Description:
Related procedure:
08028-0D/H5250/94.08.12
92.13 - ES0U
MAN Diesel
L/V28/32H
1) Dismount the covers which give access to the 3) Examine all lubricating oil spray pipe nozz-
gear wheels, camshaft and crankcase. les.
Examine all gear wheels for cracks, wear and defor- 4) Start the electrical lubricating oil pump and
mations. While turning the engine to enable inspec- check the oil flow everywhere. Be particularly careful
tion allover the circumference of the gear wheels. to check that the oil jet hits the gear wheels correctly
at the points where the wheels mesh.
2) Check all screws, nuts and bolted connections,
including locking devices everywhere in the gear
wheel housing, camshaft housing and crankcase to
check that they have not worked loose. Tightening
torques, see page 600.40.
08028-0D/H5250/94.08.12
92.13 - ES0U
MAN Diesel
L+V28/32H
Description
Related procedure
01.51 - ES0
MAN Diesel
L+V28/32H
To Check Roller Path of Cams.
The bearing clearance is measured with a feeler Mount a new camshaft bearing in the bore and make
gauge, see data sheet 600.35. sure that the hole for insertion of the locating screw
in the bearing is in a correct position. Lock the bea-
ring by means of the locating screw, which is to be
To Replace Camshaft Bearing. provided with a new gasket. To facilitate the fitting
of the bearing it can be cooled down with Co2.
3) If one or several of the camshaft bearings
should be replaced the camshaft must be wholly Inspect the camshaft journal for seizures.
or partly dismantled.
If necessary, the camshaft section must be entirely
Dismount the fuel oil feed pump, if mounted and removed from the engine, and the journal concerned
check that the camshaft sections are marked in must be polished.
relation to each other. Disassemble the camshaft
aft (toward flywheel) of the bearing that is to be Coat all the journals of the camshaft section with
replaced. Dismount all roller guides that are located clean lubricating oil and push the camshaft into
forward of the disassembling position, see working position, making sure that the marks on the flanges
card 608-01.00 and 608-01.05. coincide.
08028-0D/H5250/94.08.12
Pull the disconnected sections of the camshaft so Assemble the sections and fit the bolts (coated with
far a head that the bearing which is to be replaced Molycote or similar).
is free.
Tighten the nuts with a torque spanner, see data
Take out the locating screw of the camshaft bearing sheet 600.40.
concerned and push the bearing out of the bore in
the engine frame, see fig. 1. Mount all roller guides as well as the fuel oil feed
pump.
Check the lubricating oil ducts to the bearing for
free flow.
01.51 - ES0
MAN Diesel & Turbo
Working Card
Adjustment of Camshaft for Valve and Injection Timing 607-01.20
Page 1 (4) Edition 04H
L28/32H
Description
Hand tools
Related procedure
L28/32H
Measure of fuel pump lead 4) Insert the dial gauge into the support.
1) Dismantle covers for fuel camshaft and fuel 5) Set the dial gauge to "Zero".
pump and covers for gear whell
6) Turn the engine until the TDC mark (ignition
2) Check the mobility of the regulating device. DC) for the actual cylinder is reached.
Turn engine to pos. cylinder No. 1 until the Read the dial gauge and note down the gauge
cambase circle is reached (approx. 40° BTDC). value.
3) Position the support of the measuring tool on 7) Determine the values for the other cylinders in
the two bolts of the camshaft covering. Slip on the same way.
the distance sleeves and fasten to the cylinder
crankcase by means of hexagon nuts. Calculate the average value of all measure-
ments.
Note: During attaching, pay attention to the correct
fitting position of the contact point, see fig 1.
1. Contact point
2 Lever
Fixing screws and
discs of enclosing
2 cover used
Working Card
Page 3 (4) Adjustment of Camshaft for Valve and Injection Timing 607-01.20
Edition 04H
L28/32H
607-01.20 Adjustment of Camshaft for Valve and Injection Timing Working Card
Edition 04H Page 4 (4)
L28/32H
The injection timing can be altered on each cylinders Thicker and/or more shims (reduction of the distance
by inserting or removing shims under the thrust piece “X”) results in an advanced injection.
on the roller guide, thus changing the measure “X”,
see Fig 4. If the distance “X” is to be changed the trigger (1) is
used for dismantling of the thrust piece (2), where-
Thinner and/or fewer shims (increase of the distance after the thickness and/or the number of shims (3)
“X”) results in a retarded injection timing. can be changed.
1 5
1
2 2
3 2
Total height 3
3
4
4 4
Action Results
Fig 6
L28/32H
09
10
01
13
02
14
07
03 15 11
16
17
04
12+
05 08+
06
06.28 - ES0
MAN Diesel
Plate
60701-06H Intermediate Wheel Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
06.28 - ES0
MAN Diesel
Plate
Page 1 (2) Camshaft and Camshaft Bearing 60705-22H
L28/32H
11
06
13
04
05 19
06
07
08
01 20
02, 29, 32, 33, 34 26
03 27 03
28
14 29
15 21
22
16 29 29 29 29
14
5 cyl.
16
03 03 01
03 03 03
35 20 20 20 20 02
6 cyl. 03
03 03 03 01
03 03 03
36 26 26 26 26 26 32 23
7 cyl. 06
03 03 03 01
03 03 03 03 25
37 27 27 27 27 27 27 33
8 cyl.
03 03 03 03 01
03 03 03 03
38 28 28 28 28 28 28 28 34
9 cyl.
03 03 03 03 01
03 03 03 03 03
06.43 - ES0
MAN Diesel
Plate
60705-22H Camshaft and Camshaft Bearing Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
16 1/E Camshaft "Fore" Styreaksel "For" 38 1/E Camshaft "Fore" Styreaksel "For"
5 cyl. engine 5 cyl. motor 9 cyl. engine 9 cyl. motor
21 Gasket Pakning
7/E 6 cyl. engine 6 cyl. motor
8/E 7 cyl. engine 7 cyl. motor
9/E 8 cyl. engine 8 cyl. motor
10/E 9 cyl. engine 9 cyl. motor
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
Qty./E = Qty./Engine Antal/E = Antal/Motor
06.43 - ES0
Operating gear
508/608
MAN Diesel
Description
Operating Gear for Valve and Fuel Injection Pumps 608.01
Page 1(1)
Edition 12H
L/V28/32H
Roller Guides
The fuel injection pumps and the rocker arms for inlet
and exhaust valves are operated by the cams, on the
camshaft through roller guides. The roller guides for Valve bridge Rocker arm
fuel pump, inlet and exhaust valves are located in
bores in a common housing for each cylinder, this
housing is bolted to the engine frame.
The movment from the roller guides for inlet and Roller
exhaust is transmitted via the push rods the rocker
arms and spring-loaded valve bridges to each of
the two valve sets. The bridge is placed between Camshaft
the valve spindles and in the one end it is provided
with a pressed-on thrust shoe and in the other end
it is fitted with a thrust screw for adjustment of the
valve clearance. Fig. 1. Valve Operating Gear.
91.13 - ES0S
MAN Diesel & Turbo
Working Card
Inspection of Valve Roller Guides 608-01.00
Page 1 (2) Edition 01H
L/V28/32H
Dismounting, inspection and/or overhaul, and Ring and open end spanner, 19 mm.
mounting of valve roller guides. Socket spanner, 19 mm.
Inspection of roller guide housing. Socket spanner, 24 mm.
Allen key, 3 mm.
Ratchet spanner.
Hammer.
Starting position: Drift.
Related procedure:
12.24 - ES0
MAN Diesel & Turbo
L/V28/32H
Dismounting of Roller Guide. 5) Dismount the screws (3) which secure the
roller guide top cover, take off the cover, and lift out
1) Turn the engine so that the roller, rests on the the roller guide (5).
circular part of the cam.
Disconnect any pipes that may be in the way (lub.
2) Unscrew the nuts which secure the rocket arm oil and fuel oil pipes).
brackets, and lift off the rocker arm with brackets.
6) If the roller guide housing is to be dismantled,
3) Remove the push rods (1), see fig. 1. the fuel injection pump and the fuel injection pump
roller guide are to be dismounted, see working card
614-01.05 and a number af lubricating oil and fuel
oil pipes are also to be disconnected.
12.24 - ES0
MAN Diesel & Turbo
L/V28/32H
Starting position:
Related procedure:
12.24 - ES0
MAN Diesel & Turbo
L/V28/32H
Dismounting of Roller Guide. 3) Inspect the spherical stud for deformations
(replace as necessary).
1) Remove the support ring (1) and spring (2)
and take up the roller guide (3), see fig. 1. Examani the surface of the roller for marks and other
deformations.
1
Replacement of Roller, Bush and Shaft Pin.
2
4) Remove the lock screw which secures the roller
guide shaft pin and push out the shaft pin.
3
The roller, shaft pin, and bush can now be replaced
as required.
12.24 - ES0
MAN Diesel & Turbo
L/V28/32H
Control and/or adjusting of valve clearance. Ring and open end spanner, 30 mm.
Big screw driver.
Starting position:
Related procedure:
Data for pressure and tolerance (Page 600.35) See also plate 60502.
Data for torque moment (Page 600.40)
Declaration of weight (Page 600.45)
91.45 - ES0S
MAN Diesel & Turbo
L/V28/32H
Adjusting of Inlet Valve Clearance.
Fig. 2.
91.45 - ES0S
MAN Diesel & Turbo
L/V28/32H
0) The feeler gauges for checking the clearance
1
have two gauges which are marked "incorrect" and
"correct", the latter to be used when adjusting the
valve clearance, see fig. 4.
Fig. 4.
91.45 - ES0S
MAN Diesel & Turbo
Plate
Page 1 (2) Roller Guide and Push Rods 60801-17H
L28/32H
01
02*
38
04
03 01
04
16
05
17
06
18
07
19
08
20+
28
09
22
23
10
24
11 12
12
26 25 27
13 13
14 14
15 15
11.36 - ES0
MAN Diesel & Turbo
Plate
60801-17H Roller Guide and Push Rods Page 2 (2)
L28/32H
Item Item
no Qty. Designation Benævnelse no Qty. Designation Benævnelse
01 4/C Thrust piece Trykstykke 27 1/C Roller guide for fuel Rullestyr for brændsels
injection pump, com- pumpe, komplet inkl.
02* 2/C Pipe Rør plete incl. item 12, 13, item 12, 13, 14, 15,
14, 15, 24, 25 24, 25
03 2/C Protecting tube Skærmrør
28 4/C Screw Skrue
04 4/C Sealing ring Tætningsring
38 2/C Push rod, complete Stødstang, komplet inkl.
05 4/C Screw Skrue incl. item 01, 02 item 01, 02
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
11.36 - ES0
Control/safety
509/609
MAN Diesel
Description
Control and Safety Systems 609.01
Page 1 (2)
Edition 20H
L+V28/32H
Pick-up for Turbocharger RPM The overspeed tripping device is fitted to the end
cover of the lubricating oil pump and is driven
See turbocharger instruction book, section 612. through this pump.
The spring-loaded pull rod permits the governor to At the same time the arm (2) presses down the
give full deflection even if the stop cylinder of the spindle (5), and the pneumatic valve (6) opens,
manoeuvring system keep the fuel pump regulating whereby compressed air will be led to the Lambda
shaft at "no fuel" position. cylinder , see Description 609.10, in which the
piston is pressed forward and turns the fuel pump
Each fuel pump is connected to the common, lon- regulating rod to STOP position, thereby the engine
gitudinal regulating shaft by means of a two-piece, stops, the spring-loaded pull rod connection to the
spring-loaded arm. governor being compressed.
08.43 - ES0
MAN Diesel
609.01 Description
Edition 20H
Control and Safety Systems Page 2 (2)
L+V28/32H
The engine can be stopped manually by pressing The overspeed alarm (SAH 81) is activated by means
down the button (7), see fig. 1, which will activate the of the micro switch (9).
spring-loaded fly weight (1) through the lever (8).
3 8
1
5
2
6
1. Flyweight
1
2. Arm
3. Lock pin
9
4. Spring
5. Spindle
6. Pneumatic valve
Normal Overspeed
poisition activated 7. Button
8. Lever
9. micro switch
10. Button
2 5 3 4 10 10
08.43 - ES0
MAN Diesel
Description
Instruments and Automatics 609.05
Page 1 (3)
Edition 11H
L28/32H
Main instrument panel
As standard the engine is equipped with an instru- The instrument panel is mounted flexibly on rubber
ment panel, comprising instruments for visual indi- elements and all manometer connections are con-
cation of the most essential pressures. nected to the panel by means of flexible hoses, as
Illustrated on fig. 1. shown on fig. 2.
Flexible hose
Rubber element
Valves
Push button
The following incorporating pressure gauges for the most Fig. 2. Cross section of instrument panel
essential pressures.
08028-0D/H5250/94.08.12
94.28 - ES2S
MAN Diesel
609.05 Instruments and Automatics Description
Page 2 (3)
Edition 11H
L28/32H
Instrumentation - too high press. drop across lub. oil filter
- too high HT FW temperature - outlet engine
As standard the engine is supplied with the following - too low starting air pressure - inlet engine
instrumentation mounted local on the engine: - too high engine speed (overspeed)
Thermometer TI 01 LT water - inlet air cooler The actual number and type of the alarm- and shut-
Thermometer TI 02 LT water - outlet from air cooler down switches for the plant can be seen in the list
Thermometer TI 03 LT water - outlet from lub. oil cooler "Engine Automatic part list" in this section.
Thermometer TI 10 HT fresh water - inlet to engine
Thermometer TI 11 HT fresh water - outlet each cylinder
Thermometer TI 20 Lubricating oil - inlet to cooler Leakage Alarm (LAH 42)
Thermometer TI 22 Lubricating oil - outlet from filter
Thermometer TI 30 Charge air - inlet to cooler Waste and leak oil from the comparement, for the
Thermometer TI 31 Charge air - outlet from cooler injection equipment, fuel valves, high-pressure pipes
Thermometer TI 40 Fuel oil - inlet to engine and engine feed pump (if mounted) is led to a fuel
Thermometer*) TI 51 Nozz. cool. oil - outlet from fuel valves leakage alarm unit.
Thermometer TI 60 Exhaust gas - outlet each cylinder
Thermometer TI 61 Exhaust gas - outlet turbocharger
C
The actual number of the instrumentation for the
plant can be seen on the diagrams for the specific
plant in the sections 612-613-614-615-616.
For code identification see 600.20. B
Leak alarm
Normal level
Alarm
Shut-down Switches for Normal
94.28 - ES2S
MAN Diesel
Description
Instruments and Automatics 609.05
Page 3 (3)
Edition 11H
L28/32H
The alarm unit consist of a box with a float switch Alarm for Prelubricating (LAL 25)
for level monitoring, see fig. 4.
Alarm for missing prelubricating, when the engine
The supply fuel oil to the engine is led through the is stopped is given by means of a level switch (LAL
unit in order to keep heated up, thereby ensuring 25) mounted in the main lubricating oil pipe.
free drainage passage even for high-viscous wa-
ste/leak oil.
Alarm and Shut-down for Overspeed
Under normal conditions there will always be a smal-
ler amount of waste/leak oil from the comparement, When the mechanical overspeed is activated, see
this will be led out through the bore "A" in the pipe 609.01 fig. 2, a micro-switch will release the alarm
"B" as illustrated. for overspeed (SAH 81) and activate the shut-down
solenoid in the governor.
In case of a larger then normal leakage, the level
in the box will rise and the level switch "C" will be The latter function is a back-up for the mechanical
activated. The larger amount of leak oil will be lead overspeed.
out through the top of the pipe "B".
08028-0D/H5250/94.08.12
94.28 - ES2S
MAN Diesel
Description
Lambda Controller 609.10
Page 1 (2)
Edition 15H
L28/32H
Purpose Thus the solenoid valve (4) opens. The jet system is
activated, the turbocharger accelerates and increases
The purpose with the lambda controller is to prevent the charge air pressure, thereby pressing the piston
injection of more fuel in the combustion chamber than (3) backwards in the lambda cylinder (5). When the
can be burned during a momentary load in-crease. lambda ratio is satisfactory, the jet system will be
This is carried out by controlling the relation between de-activated.
the fuel index and the charge air pressure.
At a 50% load change the system will be activated
The Lambda controller is also used as stop cylin- for about 3-8 seconds.
der.
If the system is activated more than 10 seconds,
the solenoid valve will be shut off and there will be
Advantages a remote signal for "jet system failure".
- Reduction of visible smoke in case of sudden During the start procedure the lambda controller is
momentary load increases. used as an index limiter.
04.15 - ES0
MAN Diesel
L28/32H
1. Regulating arm
2. Switch (Pick-up)
3. Piston
4. Solenoid valve
5. Lambda controller
6. Overspeed device
(mecanical activated 3/2 valve)
5 Charge air
receiver
3
2
1
~
4 Engine's
compression
air system
04.15 - ES0
MAN Diesel & Turbo
Description
Starting Box 609.35
Page 1 (1) Edition 06H
L28/32H
Description Engine / Turbocharger RPM
The starting box is mounted on the engine's control By activating the "Engine RPM/TC RPM" button, the
side. On front of the box there are the following in- indication is changed.
dications/pushbuttons:
Engine RPM indication is green light-emitting diodes
– Indication of engine or turbocharger RPM and turbocharger RPM indication is red light-emitting
– Indication of electronic overspeed diodes.
– Pushbutton for "Manual Start"
– Pushbutton for "Manual Stop" External Indications
– Pushbutton for "Remote" *
– Pushbutton for "Local" * There are output signals for engine RPM and tur-
– Pushbutton for "Blocking" * bocharger RPM.
– Pushbutton for change-over between engine Engine: 0 - 1200 RPM ~ 4-20 mA
and turbocharger RPM TC: 0 - 60000 RPM ~ 4-20 mA
* The function chosen is indicated in the pushbutton. The pushbuttons for "Remote", "Local" and "Blocking"
See fig. 1. have potential free switches for external indication.
Manual Start All components in the starting box are wired to the
built-on terminal box.
The engine can be started by means of the start
button, but only if the button "Local" is activated.
Remote Start
Manual Stop
Blocking
12.01 - ES1
MAN Diesel
Description 609.40
Page 1 (1) Converter for Engine- and Turbocharger RPM Signal Edition 01H
L+V28/32H
Engine RPM signal The "engine run" signals will be given through a relay.
One for synchronizing and one for start/stop of pre.
For measuring the engine's RPM, a pick-up mounted lub. oil pump or alarm blocking at start/stop.
on the engine is used giving a frequency depending
on the RPM. To be able to show the engine's RPM
on an analogue tachometer, the frequency signal Safe start
is sent through an f/I converter (frequency/current
converter), where the signal is transformed into a When the safe start signal is activated the engine
proportional 4-20 mA ~ 0-1200 RPM signal. can start. When the engine reach 140 RPM the air
starter will be shut-off.
Further, the converter has following signals:
Further, the safe start signal is a blocking function
- overspeed for the air starter during rotation.
- engine run
- safe start
- tacho fail Tacho fail
Engine run
96.30 - ES2S
MAN Diesel
Working Card Functional Test and Adjustment of Safety, 609-01.00
Page 1 (2) Edition 01H
Alarm and Monitoring Equipment
General
Description
Starting position
Related procedure
Data
03.32 - ES0U
MAN Diesel
609-01.00 Functional Test and Adjustment of Safety, Working Card
Edition 01H Page 2 (2)
Alarm and Monitoring Equipment
General
Maintenance of monitoring and safety sy- For check of these functions use the working cards
stems mentioned under related procedure on page 1.
08028-0D/H5250/94.08.12
03.32 - ES0U
MAN Diesel
Working Card 609-01.05
Page 1 (2) Functional Test and Adjustment of Overspeed Trip Edition 01H
General
Description:
Starting position:
Related procedure:
08028-0D/H5250/94.08.12
Data:
91.45 - ES0S
MAN Diesel
609-01.05 Working Card
Edition 01H Functional Test and Adjustment of Overspeed Trip Page 2 (2)
General
1) The engine is run up manually, (on governor Turn the engine until the adjusting screw is opposite
"synchronizer") and at no load, while watching the the opening on the side of the housing. Now loosen
tachometer. the lock screw and turn the adjusting screw, using
the tubular pin spanner supplied, se fig. 2.
On reaching the revolution number indicated on
page 600.30 or in "Test Report", the overspeed trip-
ping device must function, thus actuating the stop
cylinders. The fuel injection pump control rods are
now moved to zero index, and the engine stops.
Fig. 2.
91.45 - ES0S
MAN Diesel
Working Card 609-05.00
Page 1 (2) Adjustment and Test of On/Off Pressostate Edition 02H
General
Description:
Screw driver.
Testing pump.
Ring and open end spanner, 10 mm.
Starting position:
Related procedure:
08028-0D/H5250/94.08.12
Data:
91.45 - ES0S
MAN Diesel
609-05.00 Working Card
Edition 02H Adjustment and Test of On/Off Pressostate Page 2 (2)
General
Adjustment:
1. Trial flange.
2. Drain screw.
3. Valve.
1. Range spindle.
2. Range scale.
3. Differential spindle.
4. Differential scale. Fig. 2.
5. Locking screw.
Test:
It is possible to make a functional test of the pres- Alarm for Rising Pressure:
sure switch. This is to be carried out according to
the following procedure. 7) Pump up the pressure until the switch chang-
es, and check that it happens at the stated alarm
3) Shut off system pressure with the valve pos. point.
3, fig. 2.
8) After the final check and adjustment, remove
the testing pump, mount the screw pos. 2 and open
the valve pos. 3.
91.45 - ES0S
MAN Diesel
L+V28/32H
Description:
Screw driver.
Special testing devices.
Starting position:
Related procedure:
Data:
96.26 - ES0S
MAN Diesel
L+V28/32H
Adjustment: Test:
1) When the thermostate cover is removed and 3) The funcional test of the thermostate is to be
locking screw pos. 5, fig. 1 is loosened, the range carried out according to the following procedure.
can be set with the spindle pos. 1 while at the same
time the scale pos. 2 is read. 4) Take out the sensor of the pocket.
96.26 - ES0S
MAN Diesel
Working Card 609-05.02
Page 1 (2) Function and Test of Level Switch (LAL 25) Edition 02H
General
Description:
Starting position:
Related procedure:
08028-0D/H5250/94.08.12
Data:
91.03 - ES0S
MAN Diesel
609-05.02 Working Card
Edition 02H Function and Test of Level Switch (LAL 25) Page 2 (2)
General
Function.
Test:
08028-0D/H5250/94.08.12
91.03 - ES0S
MAN Diesel
Working Card 609-05.03
Page 1 (2) Adjustment and Test of Analogous Pressure Transmitter Edition 02H
General
Description:
Starting position:
Related procedure:
08028-0D/H5250/94.08.12
Data:
91.45 - ES0S
MAN Diesel
609-05.03 Working Card
Edition 02H Adjustment and Test of Analogous Pressure Transmitter Page 2 (2)
General
Test:
91.45 - ES0S
MAN Diesel
L+V28/32H
Description:
Starting position:
Related procedure:
Data:
96.26 - ES0S
MAN Diesel
L+V28/32H
The PT 100 sensor consist of a resistance wire Otherwise the test can be carried out by watching
which changes resistance depending on the tem- if the alarm plant gives any alarm, when the alarm
perature. limit which is stated on page 600.30 is exceeded
(if the alarm plant is adjusted).
Look and design varify depending on the place of
measurement and manufacture. 5) The sensor is mounted again.
Adjustment:
Test:
96.26 - ES0S
MAN Diesel
Working Card 609-10.00
Page 1 (2) Lambda Controller Edition 16H
L28/32H
Starting position:
Related procedure:
Data:
10.23 - ES0
MAN Diesel
609-10.00 Working Card
Edition 16H
Lambda Controller Page 2 (2)
L28/32H
All adjustments are made when the engine is in 1. Compressed air from
overspeed device
1
standstill position. 2. Lambda cylinder
3. Charge air pressure
4. Piston of the
2
1. Check that the free space between the pick- lambda cylinder
5. Regulating arm
up and the band steel on the regulating arm 6. Adjustment screw
is min. 1 mm, see fig 1.
6
5
Fig 3.
4. Adjustment completed.
10.23 - ES0
MAN Diesel
Plate
Page 1 (2) Governor and Governor Drive 60901-13H
L28/32H
For actuator,
see special
instruction book
10
11
12
13
14
16 15
17
02
18
03
20
19+
04
05 21
06 22
07 23
08 24
25
26
27
30
29
06.33 - ES0
MAN Diesel
Plate
60901-13H Governor and Governor Drive Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
06.33 - ES0
MAN Diesel
Plate
Page 1 (2) Governor and Governor Drive 60901-14H
L28/32H
01 09
For governor, 10
see special
instruction book
11
12
13
14
16 15
17
02
18
03
20
19+
04
05 21
06 22
07 23
08 24
25
26
27
30
29
06.33 - ES0
MAN Diesel
Plate
60901-14H Governor and Governor Drive Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
06.33 - ES0
MAN Diesel
Plate
Page 1 (2) Governor and Governor Drive 60901-15H
L28/32H
09
31 For governor,
see special
instruction book
10
11
12
13
14
16 15
17
02
18
03
20
19+
04
05 21
06 22
07 23
08 24
25
26
27
30
29
06.47 - ES0
MAN Diesel
Plate
60901-15H Governor and Governor Drive Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se også side 500.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
06.47 - ES0
MAN Diesel
Plate
Page 1 (3) Regulation Mechanism 60902-18H
L28/32H
17
15, 70
18
01 13
19 16
02
03
04
05 14
19
06 25 20
07 26 18
08 27 17
09 28 21
24 22
10
25 23
11
12
64
13
65
02
66
67
48
49 69
57 50
58 51
52
55 53
61 54
62 59
63
60
06.35 - ES0
MAN Diesel
Plate
60902-18H Regulation Mechanism Page 2 (3)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
Qty./R = Qty./Regulation mechanism Antal/R = Antal/Reguleringsmekanisme
06.35 - ES0
MAN Diesel
Plate
Page 3 (3) Regulation Mechanism 60902-18H
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
Qty./R = Qty./Regulation mechanism Antal/R = Antal/Reguleringsmekanisme
06.35 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Overspeed Device 60903-38H
L+V28/32H
01
02
03
04
05
06
07
09
08 10
11
12
13
16 14
17 15
18
21 46 19
20
24 48
22
25
23
30
26
33
27 31
32
34
37 35
39 36
38
40
41
42
43
47 44
45
11.02 - ES0
MAN Diesel & Turbo
Plate
60903-38H Overspeed Device Page 2 (2)
L+V28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
10 1/E Cylindrical pin Cylindrisk stift 41 1/E Spring (right) Fjeder (højre)
13 1/E Flyweight housing Hus for svingvægt 44 1/E Pneumatic valve Pneumatisk ventil
17 1/E Flyweight Svingvægt 47 1/E Spare parts kit for Reservedelskit for
item 44 item 44
18 1/E Key Not
48 1/E Limit switch (optinal) Afbryder (option)
19 1/E Ball bearing Kugleleje
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
11.02 - ES0
MAN Diesel
Plate
Page 1 (2) Instrument Panel 60905-20H
L28/32H
33 33A 04 04 03
01
16
09
10
03 04
07
04 29
08
24-26
13
05 05
14
06 19
20
25
12
30
28 15
02
06 11 18 02A
06.35 - ES0S
MAN Diesel
Plate
60905-20H Instrument Panel Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
01 1/E Housing for instru- Hus for instrument pa- 28 1/E Washer Skive
ment panel nel
29 1/E Pressure gauge 0-10 Manometer 0-10 bar,
02 1/E Bracket for instrument Konsol for instrument bar, PI 40 PI 40
panel , L23/30H panel, L23/30H
30 4/E Packing ring Pakningsring
02A 1/E Bracket for instrunent Konsol for instrument
panel, L28/32H panel, L28/32H 33 1/E Instrument panel, Instrument panel, kom-
complete, L23/30H plet, L23/30H
03 2/E Pressure gauge 0-3 Manometer 0-3 bar (PI
bar (PI 31 and PI 23) 31 og PI 23) 33A 1/E Instrument panel, Instrument panel, kom-
complete, L28/32H plet, L28/32H
04 4/E Pressure gauge 0-6 Manometer 0-6 bar,
bar, PI 01, PI 10, PI 50, PI 01, PI 10, PI 50, PI
PI 21-22 21-22
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
06.35 - ES0S
MAN Diesel
Plate
Page 1 (2) Instrument Panel 60905-27H
L28/32H
94.28 - ES0S
MAN Diesel
Plate
60905-27H Instrument Panel Page 2 (2)
L28/32H
Item Item
No Qty. Designation Benævnelse No Qty. Designation Benævnelse
01 1/E Housing for instru- Hus for instrument- 23 1/E Damper (charging air) Dæmper (ladeluft)
ment panel panel
43 4/E Screw Skrue
02 1/E Bracket for instru- Konsol for instrument-
ment panel panel 44 4/E Serrated lock washer Stjernefjederskive
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
94.28 - ES0S
MAN Diesel
Plate
Page 1 (2) Instrument Panel 60905-32H
L28/32H
49 19 07 06 07
01
17
18
47 07 08
16
48 07 06
15
04-05
03 02
14
09
10
11
43-44-45 20 20
12 23 21
13
14 22 22
95.20 - ES0S
MAN Diesel
Plate
60905-32H Instrument Panel Page 2 (2)
L28/32H
Item Item
No Qty. Designation Benævnelse No Qty. Designation Benævnelse
01 1/E Housing for instru- Hus for instrument- 23 1/E Damper (charging air) Dæmper (ladeluft)
ment panel panel
43 4/E Screw Skrue
02 1/E Bracket for instru- Konsol for instrument-
ment panel panel 44 4/E Lock washer Låseskive
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
95.20 - ES0S
MAN Diesel
Plate
Page 1 (3) Thermometer 60907-19H
L28/32H
Scale Length Item
Fig. Code
°F °C L L1 No
TI 02
TI 31
TI 20
TI 51
TI 10
TI 11
L1
04.11 - ES0
MAN Diesel
Plate
60907-19H Thermometer Page 2 (3)
L28/32H
Scale Length Item
Fig. Code
°F °C L L1 No.
100-
1300 50-650 100 115 TI 60 06
°C°F
L1
L1
Pocket 115 07
100-
1300 50-650 65 215 TI 61 08
° C° F
Pocket 215 09
04.11 - ES0
MAN Diesel
Plate
Page 3 (3) Thermometer 60907-19H
L28/32H
Scale Length Item
Fig. Code
°F °C L L1 No.
TI 62
Thermo-
meter 11
Feeler
NiCr-Ni 12
Pocket 100 13
Feeler
NiCr-Ni 16
Thermo-
meter 17
Pocket 200 18
04.11 - ES0
MAN Diesel
Plate Pressostate, Thermostate
Page 1 (2)
Difference Pressostate and Pressure Transmitter 60907-02H
General
10-35 bar 03
20-60°C TAL 10 2m 05
5m 06
50-100°C 2m 07
5m 08
8m 09
70-120°C TAH 12 2m 10
TSH 12 5m 11
TAH 20 8m 12
L TSH 22
TSH 12
Thermostate
Difference Pressostate
99.33 - ES0S
MAN Diesel
General
0-2.5 bar PT 31 14
0-4 bar PT 10 15
0-6 bar PT 22 16
0-10 bar PT 40 17
0-16 bar PT 70 18
0-40 bar 19
0-400 bar 20
Pressure Transmitter
Needle Valve
99.33 - ES0S
MAN Diesel
Plate
Page 1 (2) Prelubricating Oil Alarm (LAL 25) 60919-01H
L+V28/32H
01
02
03
Switch point
04
08028-0D/H5250/94.08.12
07.11 - ES0
MAN Diesel
Plate
60919-01H Prelubricating Oil Alarm (LAL 25) Page 2 (2)
L+V28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
08028-0D/H5250/94.08.12
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
07.11 - ES0
MAN Diesel
Plate
Page 1 (2) Level Switch in Oil Sump (LAL/LAH 28) 60920-01H
L28/32H
09 10
05 04
07 02
13 03
16
MAX
06
15
13
08
15
MIN
08
01
04
08028-0D/H5250/94.08.12
07.12 - ES0
MAN Diesel
Plate
60920-01H Level Switch in Oil Sump (LAL/LAH 28) Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
08028-0D/H5250/94.08.12
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
07.12 - ES0
MAN Diesel
Plate
Page 1 (2) Local Starting Box - No 1 60935-13H
L+V28/32H
07.45 - ES0
MAN Diesel
Plate
60935-13H Local Starting Box - No 1 Page 2 (2)
L+V28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Enigne. Qty./E = Qty./Motor
07.45 - ES0
MAN Diesel
Plate
Page 1 (2) Local Starting Box - No 1 60935-16H
L28/32H
600
OVERSPEED 720
750
30000
20000 40000
300 900 029
10000 50000
140 TC
0 60000
ENG. 0 1200
RPM
ENGINE RPM
START STOP
TC RPM
017
08028-0D/H5250/94.08.12
Plate
60935-16H Local Starting Box - No 1 Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
08028-0D/H5250/94.08.12
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Enigne. Qty./E = Qty./Motor
Plate
Page 1 (2) Local Starting Box - No 2 60935-14H
L+V28/32H
07.45 - ES0
MAN Diesel
Plate
60935-14H Local Starting Box - No 2 Page 2 (2)
L+V28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Enigne. Qty./E = Qty./Motor
07.45 - ES0
MAN Diesel
Plate
Page 1 (2) Local Starting Box - No 2 (incl. high lub. oil temp.) 60935-15H
L+V28/32H
07.45 - ES0
MAN Diesel
Plate
60935-15H Local Starting Box - No 2 (incl. high lub. oil temp.) Page 2 (2)
L+V28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Enigne. Qty./E = Qty./Motor
07.45 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Engine Control Box 60936-08H
General
ELECTRONICS
Beijer
T70
EXTER
536
345 345
0 4 0 4
1 5 1 5
OUTPUT
AC/DC OUT
AC/DC OUT
OK OK
INPUT
2 6 2 6
095 585
3 7 3 7
DC/RELAY OUT
573 -K6.6
0
2
1
4
5
6 10
8
9 333
3 7 11
644
656
404 -K9.2
11 12 13 14
416 561
GND 0 GND
142 548
41 42 43 44
10.51 - ES0
MAN Diesel & Turbo
Plate
60936-08H Engine Control Box Page 2 (2)
General
Item Item
no Qty Designation Benævnelse no Qty Designation Benævnelse
When ordering spare parts, see also page 500.50. Ved bestilling af reservedele, se også side 500.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty/E = Qty/Engine Qty/E = Qty/Motor
10.51 - ES0
MAN Diesel
Plate
Page 1 (2) Terminal Box 60936-07H
L28/32H
619
607 620 250
)
SSH 81
SAH 81
597 X:2
UX 95
632
(
5K6
3K2
3K3
3K9
4K2
4K3
4K4
4K5
4K6
4K7
5K4
5K9
4P1
274
644
225 668
F1/1
F1/2
394 X:1
416
536
681
693 490 477 453 274
500 489 465 656
08028-0D/H5250/94.08.12
07.45 - ES0
MAN Diesel
Plate
60936-07H Terminal Box Page 2 (2)
L28/32H
Item Item
no Qty Designation Benævnelse no Qty Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty/E = Qty/Engine Qty/E = Qty/Motor
07.45 - ES0
MAN Diesel
Plate
Page 1 (2) Converter 60956-01
General
(RS-232)
021
ADAM ADAM-4520
RS-232 TO RS-422/RS-485
CONVERTER
(B) GND 10
(RS 485)
(RS 422)
(R) +Vs
DATA +
DATA -
RX +
TX +
RX -
TX -
033
045
08028-0D/H5250/94.08.12
07.37 - ES0
MAN Diesel
Plate
60956-01 Converter Page 2 (2)
General
Item Item
no Qty Designation Benævnelse no Qty Designation Benævnelse
08028-0D/H5250/94.08.12
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty/E = Qty/Engine Qty/E = Qty/Motor
07.37 - ES0
Crankshaft
510/610
MAN Diesel
Description
Crankshaft and Main Bearings 610.01
Page 1 (1)
Edition 12H
L/V28/32H
Crankshaft Vibration Damper
The crankshaft, which is a one-piece forging with In special cases a vibration damper is mounted on
ground main bearing and crankpin journals, is sus- the crankshaft to limit torsional vibrations.The damper
pended in inderslung bearings. The main bearings consists essentially of a heavy flywheel totally en-
are equipped with insertion-type shells, which are closed in a light casing. A small clearance is allowed
coated with a wearing surface. To attain a suitable between the casing and the flywheel, and this space
bearing pressure the crankshaft is provided with is filled with a highly viscous fluid.The casing is rigidly
counterweights, which are attached to the crank- connected to the front end of the engine crankshaft
shaft by means of dovetail joints and secured with and the only connection between the crankshaft
a centrally placed screw. and the damper flywheel is through the fluid. Under
conditions of no vibration, the casing and damper
At the flywheel end the crankshaft is fitted with a gear flywheel tend to rotate as one unit, since the force
wheel which through an intermediate wheel drives required to shear the viscous film is consi-derable.
the camshaft. Also fitted here is the flywheel and a As the torsional vibration amplitudes increase, the
coupling flange for connection of a reduction gear or casing follows the movement of the crankshaft but
a alternator. At the opposite end there is a claw-type the flywheel tends to rotate uniformly by virtue of
coupling for the lub. oil pump or a flexible gear wheel its inertia, and relative motion occurs between the
connection for lub. oil and water pumps. flywheel and the casing. The viscous fluid film there-
fore undergoes a shearing action, and vibration
energy is absorbed and appears as heat.
08028-0D/H5250/94.08.12
91.45 - ES0U
MAN Diesel
L28/32H
Description:
Starting position:
Related procedure:
08028-0D/H5250/94.08.12
Data:
99.25 - ES0S
MAN Diesel
L28/32H
Alignment of Main Bearings.
The cause of incorrect main bearing position may As "bottom" reading is used the mean value of the
be wear of the bearings or misalignmnet of the two "near bottom" readings X and Y, fig. 3.
engine.
The total deflection ("opening-closing") of the throw
during the turning from bottom to top position is
Effecting The Deflection Measurement. entered in fig. 4.
The deflection measurement is effected by placing a These figures are due to vertical misalignment of
springloaded dial gauge in the centre punch marks the main bearings.
provided for this purpose, see fig. 1.
Similarly, horizontal misalignment procedures the
"Closing" of the throw in top dead centre is regarded figures in the table fig. 5.
as negative, (compression of the gauge).
Besides misalignment of the bearings, the readings
In the example, page 3, the deflection reading is can be influenced by ovality or eccentricity of the
therefore negative. journals.
08028-0D/H5250/94.08.12
99.25 - ES0S
MAN Diesel
L28/32H
Deflection of crankshaft in 1/100 mm. (0.01 mm).
Deflection from vertical
misalignment
Cyl. No.
top - bottom
Crank position 1 2 3 4 5 6
or T - B = V 2 -1.5 4 4.5 -2 2
Bottom start X 0 0 0 0 0 0
Fig. 4.
Left side P 2 0 2 0 -1 2
Top T 3 -2 4 5 -2 3
Deflection from hori-
Right side S 3 -2 2 0 0 1 zontal misalignment
Fig. 2. Fig. 5.
Fig. 6.
S P
08028-0D/H5250/94.08.12
Y X
Fig. 7. Fig. 8.
99.25 - ES0S
MAN Diesel
L28/32H
99.25 - ES0S
MAN Diesel
L28/32H
Instruction/Instruktion
Top
Cyl. no 1 2 3 Cyl. no 1 2 3
Left side
Remarks/Bemærkninger
08028-0D/H5250/94.08.12
99.25 - ES0S
MAN Diesel
L28/32H
Engine no.:
Motornr.:
Cyl. no. 1 2 3 4 5 6 7 8 9
Bottom X 0 0 0 0 0 0 0 0 0
Left side P
Top T
Right side S
Bottom Y
Bottom
(0.5xY)=B
Deflection from
vertical misalign-
ment.
Top - bottom
or T - B = V
Deflection from
horizontal mis-
alignment.
08028-0D/H5250/94.08.12
Check on gauge
readings.
T+B= C
P+S= D
99.25 - ES0S
MAN Diesel
Working Card 610-01.05
Page 1 (3) Inspection of Main Bearing Shells Edition 05H
L+V28/32H
Related procedure:
Manpower:
08028-0D/H5250/94.08.12
96.30 - ES0S-G
MAN Diesel
L+V28/32H
Make Ready for Dismantling of the Main Bear-
ing
11) Fit the tool for upper main bearing, for dis-mant-
ling of upper main bearing shell, in the lubricating
Fig 1. Mounting of Hydraulic Tools.
hole in the crankshaft and turn out the upper bearing
shell by turning the crankshaft, see fig 3.
Pass the wire supplied through the eye screw and at-
tach it as shown, so as to keep the bearing cap in place
when the main bearing stud nuts are removed. Tool for upper main
bearing
96.30 - ES0S-G
MAN Diesel
Working Card 610.01-05
Page 3 (3) Inspection of Main Bearing Shells Edition 05H
L+V28/32H
Cleaning 17) Insert the lower bearing shell in the bearing
cap and mount the locking piece.
12) Clean all machined surfaces, on frame, bearing
cap, stud, nuts and bearing shells. Lubricate the bearing shell and journal with clean
lubricating oil.
Mounting of the Main Bearing Shells 19) Dismantle the wire straps.
14) Push the upper bearing shell as far into position 20) Mount the hydraulic tools, see working card
as possible. 620-01.05, and tighten the nuts as prescribed on
page 600-40.
15) Fit the tool for upper main bearing in the lub-
ricating hole in the crankshaft and turn in the upper 21) Coat the back side of the bracing screws' (side
bearing shell by turning the crankshaft. screws') hexagonal head with a thin coat of silastene
or similar.
Make sure that the shell enters its correct position
then remove the tool for upper main bearing. 22) Mount the screws and tighten with a torque
spanner as indicated on page 600.40.
16) Lubricate the end of the bearing shells with
molycote pasta or similar.
08028-0D/H5250/94.08.12
96.30 - ES0S-G
MAN Diesel
Working Card 610-01.10
Page 1 (4) Inspection of Guide Bearing Shells Edition 08H
L+V28/32H
Hand tools
Starting position
Allen key, 12 mm
Socket spanner, 36 mm
Lead hammer
Silastene
Molycote
Related procedure
Manpower
02.47 - ES0
MAN Diesel
610-01.10 Working Card
Edition 08H Inspection of Guide Bearing Shells Page 2 (4)
L+V28/32H
02.47 - ES0
MAN Diesel
Working Card 610-01.10
Page 3 (4) Inspection of Guide Bearing Shells Edition 08H
L+V28/32H
In case the guide shell tool is locked between guide
bearing and bearing studs, use the bolt on the back
of the guide shell tool to dislodge it.
Cleaning of Components
11) Unscrew the clamns and push out the thrust Mounting of the Guide Bearing Shells
washers.
The bearing shells of the guide bearing, which are
12) Fit the tools for dismantling of upper guide identical to those of the main bearings, are narrower
bearing shell, see fig 4, in the bearing cap and than the bore for the guide bearing and it is therefore
raise the bearing cap into position, making sure essential that the shells are positioned perfectly cor-
that the guide shell is not being damaged. rect in the bore.
08028-0D/H5250/94.08.12
After that, dismount the guide tubes, fit and For this purpose a guide tool is supplied for positio-
tighten the nuts slightly. ning on the engine frame when the upper bearing
shell is to be fitted, see fig 5.
13) With the guide shell tool, which is guided by
the bearing cap, the upper bearing shell is 16) Push the bearing shell as far as possible into
carefully turned out into the bearing cap. Then position through this guide tool.
dismount the nuts and lower the bearing cap
on the collar of the guide tubes. Take out the 17) Insert the guide shell tool in the bearing cap,
bearing shell and the guide shell tool. which is resting on the collar of the guide tu-
bes.
02.47 - ES0
MAN Diesel
L+V28/32H
18) Raise the bearing cap with the guide shell tool Bearing Cap
into its correct position, dismount the guide
tubes, fit and tighten the bearing stud nuts Lubricate the bearing shell and journal with clean
slightly. lubricating oil.
19) Now push the bearing shell into its correct 24) Raise the bearing cap into position, dismount
position with the guide shell tool.Make sure the guide tubes, coat the bearing stud with
that the shell enters its correct position. molycote pasta or similar and fit the bearing
stud nuts.
20) Then unscrew the bearing stud nuts, fit the guide
tubes and lower the bearing cap again. Make sure that the thrust washers, bearing shell
and bearing cap are in their correct position.
21) Fit the thrust washers and clamps.
25) Dismantle the wire straps.
Note: Clearance in guide bearing axially, see page
600.35. 26) Mount the hydraulic tools, see working card
620-01.05, and tighten the nuts as prescribed
22) Lubricate the end of the bearing shells with on page 600-40.
molycote pasta or similar.
27) Coat the back side of the bracing screws' (side
23) Insert the lower bearing shell in the bearing screws') hexagonal head with a thin coat of
cap, and mount the locking piece. silastene or similar.
08028-0D/H5250/94.08.12
02.47 - ES0
MAN Diesel
Working Card 610-04.00
Page 1 (3) Vibration Damper Edition 01H
General
Description:
Starting position:
Related procedure:
08028-0D/H5250/94.08.12
10.15 - ES0
MAN Diesel
610-04.00 Working Card
Edition 01H Vibration Damper Page 2 (3)
General
The vibration damper is equipped with extraction
plugs which provide the opportunity of testing the 3. Rotate the engine in order to bring the extraction
viscosity of the silicone oil inside the damper without plugs (6) of the damper in optimal position, see fig.
having to dismantle it. 2A.
C
E
F
C
D
10 5 11
B
A
3
08028-0D/H5250/94.08.12
10.15 - ES0
MAN Diesel
General
5. Unscrew and remove one of the extraction 9. Send the sample container to:
plugs (6) and replace it with the sample container
(10). MAN Diesel & Turbo
PrimeServ Holeby
If meeting the inertia ring (3) unscrew the container Østervej 2
one revolution. 4960 Holeby
Denmark
6. Remove the second cap from the sample
container and wait until silicone fluid (5) begins to The sample must be marked in such a way that we
flow out from the free end. Depending on the silicone can forward the result of the analysis correctly.
viscosity the process needs a certain amount of time.
If possible it, can be speeded up by means of: - Name of ship.
- Engine type.
A Turning the damper until the sample contai- - Engine no.
ner is underneath the crankshaft. - Running hours.
B Temporarily removing the second extraction - Data for vibration damper.
plug too.
10. For hours between taking new samples, see
7. As soon as the silicone fluid begins to flow, page 600.25.
close the sample container by the cap. Remove
the container from the damper casing, wipe off the The quantity of silicone oil removed its so small that
sealing jace round the extraction hole and screw in up to 10 such samples can be taken without risk.
the plugs together with new sealing washers (7).
Now close the second side of the container.
10.15 - ES0
MAN Diesel
Plate
Page 1 (2) Crankshaft 61001-15H
L28/32H
10
11
12
13
09
06
05
04
03
02+
15+
01
16
17
18
07-14
08-14
06.33 - ES0
MAN Diesel
Plate
61001-15H Crankshaft Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
Qty./W = Qty./Counterweight Antal/W = Antal/Kontravægt
Qty./I = Qty./Individual Antal/I = Antal/Individuelt
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
06.33 - ES0
MAN Diesel
Plate
Page 1 (2)
Crankshaft 61001-21H
5L28/32H
10
11
15+ 12
13
03 09
04
06
05
06
05
04
03
02+
01
07-14
08-14
06.33 - ES0
MAN Diesel
Plate
61001-21H Crankshaft Page 2 (2)
5L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
Qty./W = Qty./Counterweight Antal/W = Antal/Kontravægt
Qty./I = Qty./Individual Antal/I = Antal/Individuelt
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
06.33 - ES0
MAN Diesel
Plate
Page 1 (2) Resilient Gear Wheel 61002-07H
L28/32H
01
Crankshaft 19+
(Plate 61001)
02
05 03
06
07
18
08
04
09
10 10
11
17 16
15
14
13
12
96.01 - ES0S
MAN Diesel
Plate
61002-07H Resilient Gear Wheel Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
96.01 - ES0S
MAN Diesel
Plate
Page 1 (2) Coupling for Central Driven Lub. Oil Pump 61002-11H
6-7-8-9L28/32H
Crankshaft
(Plate 61001)
01
02
03
07.02 - ES0
MAN Diesel
Plate
61002-11H Coupling for Central Driven Lub. Oil Pump Page 2 (2)
6-7-8-9L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
07.02 - ES0
MAN Diesel
Plate
Page 1 (2) Coupling for Central Driven Lub. Oil Pump 61002-12H
5L28/32H
06
05
Crankshaft
(Plate 61001)
04
01
02
03
07.02 - ES0
MAN Diesel
Plate
61002-12H Coupling for Central Driven Lub. Oil Pump Page 2 (2)
5L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
07.02 - ES0
MAN Diesel
Plate
Page 1 (2) Coupling for Central Driven Lub. Oil Pump 61002-13H
5L28/32H
06
05
Crankshaft
(Plate 61001)
04
01
07.03 - ES0
MAN Diesel
Plate
61002-13H Coupling for Central Driven Lub. Oil Pump Page 2 (2)
5L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
07.03 - ES0
MAN Diesel
Plate
Page 1 (2) Coupling for Central Driven Lub. Oil Pump 61002-14H
L28/32H
06
05
Crankshaft
(Plate 61001)
01
02
03
07.03 - ES0
MAN Diesel
Plate
61002-14H Coupling for Central Driven Lub. Oil Pump Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
07.03 - ES0
MAN Diesel
Plate
Page 1 (2) Resilient Gear Wheel 61002-15H
L28/32H
01
Crankshaft
(Plate 61001)
02
05 03
06
07
18
08
09 04
10 10
11
17 16
15
14
13
12
07.03 - ES0
MAN Diesel
Plate
61002-15H Resilient Gear Wheel Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
07.03 - ES0
MAN Diesel
Plate
Page 1 (2) Resilient Gear Wheel 61002-16H
L28/32H
01
Crankshaft 19+
(Plate 61001)
02
05 03
06
07
18
08
04
09
10 10
11
17 16
15
14
13
12
07.03 - ES0
MAN Diesel
Plate
61002-16H Resilient Gear Wheel Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
07.03 - ES0
MAN Diesel
Plate
Page 1 (2) Resilient Gear Wheel 61002-17H
L28/32H
01
Crankshaft 19+
(Plate 61001)
02
05 03
06
07
18
08
04
09
10 10
11
17 16
15
14
13
12
07.03 - ES0
MAN Diesel
Plate
61002-17H Resilient Gear Wheel Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
07.03 - ES0
MAN Diesel
Plate
Page 1 (2) Flywheel with Gear Rim 61003-02H
5L28/32H
10
04
11
05
01
Crankshaft
(plate 61001)
03 02
07.02 - ES0
MAN Diesel
Plate
61003-02H Flywheel with Gear Rim Page 2 (2)
5L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
07.02 - ES0
MAN Diesel
Plate
Page 1 (2) Flywheel with Gear Rim 61003-05H
L28/32H
10
04
11
05
01
Crankshaft
(plate 61001)
03 02
07.02 - ES0
MAN Diesel
Plate
61003-05H Flywheel with Gear Rim Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
07.02 - ES0
MAN Diesel
Plate
Page 1 (2) Flywheel with Gear Rim 61003-06H
L28/32H
10
04
11
05
01
Crankshaft
(plate 61001)
03 02
07.02 - ES0
MAN Diesel
Plate
61003-06H Flywheel with Gear Rim Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
07.02 - ES0
MAN Diesel
Plate
Page 1 (2) Torsional Vibration Damper 61004-05H
L28/32H
01
04*
05
02*
03*
10.14 - ES0
MAN Diesel
Plate
61004-05H Torsional Vibration Damper Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
10.14 - ES0
MAN Diesel
Plate
Page 1 (2) Torsional Vibration Damper 61004-12H
L28/32H
01
04*
05
02*
03*
10.14 - ES0
MAN Diesel
Plate
61004-12H Torsional Vibration Damper Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
10.14 - ES0
MAN Diesel
Plate
Page 1 (2) Torsional Vibration Damper 61004-13H
L28/32H
01
04*
05
02*
03*
10.14 - ES0
MAN Diesel
Plate
61004-13H Torsional Vibration Damper Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
10.14 - ES0
MAN Diesel
Plate
Page 1 (2) Torsional Vibration Damper 61004-14H
L28/32H
01
04*
05
02*
03*
10.14 - ES0
MAN Diesel
Plate
61004-14H Torsional Vibration Damper Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
10.14 - ES0
MAN Diesel
Plate
Page 1 (2) Torsional Vibration Damper 61004-15H
L28/32H
01
04*
05
02*
03*
10.14 - ES0
MAN Diesel
Plate
61004-15H Torsional Vibration Damper Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
10.14 - ES0
MAN Diesel
Plate
Page 1 (2) Torsional Vibration Damper 61004-16H
L28/32H
01
04*
05
02*
03*
10.14 - ES0
MAN Diesel
Plate
61004-16H Torsional Vibration Damper Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
10.14 - ES0
MAN Diesel
Plate
Page 1 (2) Tuning Wheel 61004-06H
L28/32H
01
94.23 - ES0S
MAN Diesel
Plate
61004-06H Tuning Wheel Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
94.23 - ES0S
Engine frame/Oil pan
511/611
MAN Diesel
Description
Engine Frame and Base Frame 611.01
Page 1 (1)
Edition 07H
L28/32H
91.13 - ES0U
MAN Diesel
Working Card 611-01.00
Page 1 (2) Functional Test of Crankcase Safety Relief Valves Edition 04H
General
Description:
Starting position:
Related procedure:
08028-0D/H5250/94.08.12
06.46 - ES0
MAN Diesel
611-01.00 Working Card
Edition 04H Functional Test of Crankcase Safety Relief Valves Page 2 (2)
General
Functional Testing
When Painting
2) Place the cover on the floor with the pressure Fig 1 Cover with relief valve
area upwards.
06.46 - ES0
MAN Diesel
Plate
Page 1 (2) Frame with Main Bearings 61101-11H
01
L28/32H
02
03 05
04 06
03
10 04
11
09
12
13
16 14
17 15
18
21+
19+
20 10
22
23
13 25
27
24
15
14
10
26+
23 22
21+
24
Cover
( Plate 61102)
06.49 - ES0
MAN Diesel
Plate
61101-11H Frame with Main Bearings Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
Qty./C = Qty/Cylinder Antal/C = Antal/Cylinder
Qty./B = Qty/Bearing Antal/B = Antal/Leje
06.49 - ES0
MAN Diesel
L28/32H
01
02
For lubricating
oil pump, see
Plate 61501
05
03
06 04
07
91.45 - ES0S
MAN Diesel
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
91.45 - ES0S
MAN Diesel
L28/32H
13
01
14
02
03
12
04 11
10
09
08 04
05+
06
07
08
10
09
10 04
91.40 - ES0S
MAN Diesel
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
91.40 - ES0S
MAN Diesel
L28/32H
13
01
14
02
03
04
04
12
11 05+
10
06
07
08
09
10 04
92.38 - ES0S
MAN Diesel
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
92.38 - ES0S
MAN Diesel & Turbo
Plate
Page 1 (2) Covers on Frame 61106-20H
L28/32H
06.06 - ES0
MAN Diesel & Turbo
Plate
61106-20H Covers on Frame Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
07 1/E Guard end fore Skærm, for + Item 14, 15 and 16 + Item 14, 15 og 16 er
are only mounted if kun monteret hvis mo-
08 1/C Intermediate gauge Mellemskærm, the engine is delive- toren er leveret uden
complete, Item 04, komplet, Item 04, red without fuel oil fuel olieforpumpe
05 and 06 05 and 06 feed pump
26 /I Screw Skrue
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
Qty./D = Qty./Safety cover Antal/D = Antal/Sikkerhedsdæksel
Qty./I = Qty./Individual Antal/I = Antal/Individuelt
06.06 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Covers on Frame 61106-14H
L28/32H
01 04
15 05
02
03
14
06 12
07
08
13
16
09
11
10
11
07.08 - ES0
MAN Diesel & Turbo
Plate
61106-14H Covers on Frame Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
07.08 - ES0
Turbocharger
512/612
MAN Diesel
Description
Turbocharger System 612.01
Page 1 (2) Edition 28H
L28/32H
03.26 - EO2S
MAN Diesel
L28/32H
In the cooled intermediate piece a thermometer for The purpose is to increase the compressor perfor-
reading the exhaust gas temperature is fitted. It is mance. With this system the engine can take up a
also possible to fit a sensor for remote reading. large momentary load increase.
To avoid excessive thermal loss and to ensure a The system is activated automatically and only when
reasonably low surface temperature, the exhaust the engine is exposed to a large momentary load
gas receiver is insulated. increase, see section 609.
03.26 - EO2S
MAN Diesel
Description Cleaning the Turbocharger In Service 612.05
Page 1 (1)
Water Washing of Compressor Edition 07H
General
Compressor Chemical cleaning will not improve the cleaning
process as this primarily is based on the mechanical
Fouling of the airways depends primarily on the pu- effect from the impact of the water droplets.
rity of the inlet air and thus, in turn, on the general
maintenance condition of the machinery, i.e. mainly Certain types of fluid solvents can give formation
of the gas and oil tightness of the engines and on the of deposits on the compressor wheel, and should
fresh air ventilation system of the engine room. under no circumstances be used.
Fouling of air filter, compressor or charging air cooler The intervals between cleaning by injection of water
may be observed as changes in performance para- should be adjusted after assessing the degree and
meters: rate of fouling in the particular plant, i.e. based on
observations and experience.
- Decreasing charging air pressure.
- Decreasing turbocharger rotor speed.
- Increasing exhaust gas temperature.
- Severe fouling of airways may even result in
compressor surge.
94.01 - ES0U
MAN Diesel
L+V28/32H
Description Cleaning System
The tendency to fouling on the gas side of turbo- The cleaning system consists of a cleaning agent
chargers depends on the combustion conditions, container (2) with a capacity of approx. 0.5 liters and
which are a result of the load and the maintenance a removable cover. Furthermore the system consists
condition of the engine as well as the quality of the of an air valve (3), a closing valve (1) and two snap
fuel oil used. on connectors.
Fouling of the gas ways will cause higher exhaust The position numbers (2) and (3) indicate the system's
gas temperatures and higher wall temperatures of "blow-gun". Only one "blow-gun" is used for each
the combustion chamber components and will also engine plant. The blow-gun is working according to
lead to a higher fuel consumption rate. the ejector principle with pressure air (working air)
at 5-7 bar as driven medium. Injection time approx.
Tests and practical experience have shown that radi- 2 min. Air consumption approx. 5 Nm3/2 min.
al-flow turbines can be successfully cleaned by the
dry cleaning method.
97.08 - ES2S
MAN Diesel
L+V28/32H
Dry cleaning of turbochargers
2. Designation unknown
3. "Grade 16/10"
6. "Crushed Nutshells"
7. "Turbine Wash"
97.08 - ES2S
MAN Diesel
L+V28/32H
9. "OMT-701"
Marix KK
Kimura Bldg., 6-2-1 Shinbashi
Minato-Ku, Tokyo 105, Japan
Tel.: 03-4 36-63 71, Telex: 242-7232 MAIX J
10. "OMT-701"
OMT Incorporated
4F, Kiji Bldg., 2-8 Hatchobori,
4-chome, Chuo-Ku, Tokyo 104, Japan
Tel.: 03-5 53-50 77, Telex: 252-2747 OMTINC J
Hikawa Marine
Kaigan-Dori 1-1-1, Kobe 650, Japan
Tel.: 0 78-3 21-66 56
Mashin Shokai
Irie-Dori, 3-1-13, Hyogo-Ku
Kobe 652, Japan
Tel.: 0 78-6 51-15 81
13. Granulate
The list is for guidance only and must not be considered complete. We under-
take no responsibility that might be caused by these or other products.
97.08 - ES2S
MAN Diesel
Description Cleaning the Turbocharger in Service 612.15
Page 1 (1)
Water Washing - Turbine Side Edition 02H
General
Description Heavily contaminated turbines, which where not
cleaned periodically from the very beginning or after
The tendency to fouling on the gas side of turbo- an overhaul, cannot be cleaned by this method.
chargers depends on the combustion conditions,
which are a result of the load on and the maintenance If vibration in the turbocharger occur after water-wa-
condition of the engine as well as the quality of the shing has been carried out, the washing should be
fuel oil used. repeated. If unbalance still exists, this is presumably
due to heavy fouling, and the engine must be stop-
Fouling of the gas ways will cause higher exhaust ped and the turbocharger dismantled and manually
gas temperatures and higher surface temperatures cleaned.
of the combustion chamber components and will
also lead to a lower performance. The washing water should be taken from the fresh
water system and not from the fresh cooling water
Tests and practical experience have shown that system or salt water system. No cleaning agents are
radial-flow turbines can be successfully cleaned solvents need to be added to the water.
by injection water into the inlet pipe of the turbine.
The cleaning effect is based on the water solubility To avoid corrosion during standstill, the engine must,
of the deposits and on the mechanical action of the upon completing of water washing run far at least 1
impinging water droplets and the water flow rate. hour before stop so that all parts are dry.
The best cleaning effect is obtained by cleaning at By activating the manoeuvring valve and the regu-
low engine load approx. 20% MCR. Cleaning at low lating valve, water is led through the 3-way cock to
load will also reduce temperature shocks. the exhaust pipe intermediate flange, equipped with
a channel to lead the water to the gas inlet of the
Experience has shown, that washing at regular inter- turbocharger.
vals is essential to successful cleaning, as excessive
08028-0D/H5250/94.08.12
fouling is thus avoided. Washing at intervals of 100 The water which is not evaporated, is led out through
hours is therefore recommended. Depending on the the drain pipe in the gas outlet.
fuel quality these intervals can be shorter or longer.
However, the turbine must be washed at the latest
when the exhaust gas temperature upstream of the
turbine has risen about 20° C above the normal
temperature.
92.01 - ES0U
MAN Diesel
Working Card 612-01.00
Page 1 (2) Overhaul of Charging Air Cooler Edition 02H
L+V28/32H
Description:
Related procedure:
08028-0D/H5250/94.08.12
96.30 - ES0S-G
MAN Diesel
L+V28/32H
The charging air cooler is normally cleaned and 4) Clean the cooler element of the water and air
overhauled at the intervals indicated in the "Planned sides.
Maintenance Program", or if observations prove that
the cooler does not work satisfactory, see section After using cleaning agents the manufacting recom-
602. mendting must be followed.
1
Out of Service Periods.
96.30 - ES0S-G
MAN Diesel
Working Card 612-01.05
Page 1 (2) Charge Air Cooler Housing - Draining Edition 02H
L+V28/32H
Description:
Starting Position:
Related Procedure:
Man Power:
Working time :
Capacity : 1 person
Data:
97.08 - ES0S
MAN Diesel
L+V28/32H
In order to prevent water from collecting at the bottom
of the gas outlet of the turbocharger, the charge air
cooler and the charge air receiver, the charge air
cooler is equipped with a drain and an automatic
water discharger.
If, with the drain screw dismounted If, with the drain screw dismounted
1. Everything is all right. 1. Dismount the drain pipe and blow-through the
pipe by means of compressed air.
2. Mount the drain screw at the bottom of the Clean the discharge hole in the charge air
water discharger. cooler in order to secure a clear passage of
water.
97.08 - ES0S
MAN Diesel
Working Card Water Washing of Compressor Side 612-05.00
Page 1 (3) Edition 03H
Turbocharger Type NR15/R - NR20/R - NR24/R - NR26/R.
L+V28/32H
Description:
Starting position:
Related procedure:
96.30 - ES0S
MAN Diesel
L+V28/32H
Before Cleaning
The cleaning process is only to be carried out when 3) Fill the container with 2 litres fresh water (see
the engine is at operating temperature (see Opera- the scale on the container).
ting Data 600.30) and when it is loaded as close as
possible to full load (see Main Data 600.00).
Warning: Do not use sea water or cooling water.
See also "Description for Water Washing of Com-
pressor side", 612.05.
4) Mount the top cover on the container.
2) Discharge the excesspressure in the container The safety valve will open at a pressure of 4 bar.
by drawing out the spindle in the safety valve (see
fig. 1) before loosening the top cover. Excesspressure will discharge through the safety
valve.
The spindle returns automatically by means of a
built-in spring.
Fig 1 Fig 2
96.30 - ES0S
MAN Diesel
L+V28/32H
6) Connect the plug-in coupling of the lance to
the snap coupling on the pipe (see fig 3).
After Cleaning
IF THEN
the comparison indicates success of the the water washing of the compressor side
washing procedure is finished
the comparison indicates lack of the wa- carry out the washing procedure from step
shing procedure 1 with 10 minutes interval from the initial
washing
severe dirt is being deposited in the com- dismantling of the compressor components
pressor for manual cleaning is necessary (see spe-
cial turbocharger manual in section 612).
Fig 4
96.30 - ES0S
MAN Diesel
Working Card 612-10.00
Page 1 (2) Dry Cleaning of Turbocharger - Turbine Side Edition 02H
L+V28/32H
Description:
Starting position:
Related procedure:
Data:
97.07 - ES0S
MAN Diesel
L+V28/32H
Cleaning Procedure.
1) The cleaning is carried out during high engine 2) Before connecting the "blow-gun" open the
load minimum 75 % at full load. closing valve (1), see fig 1 and check whether there
is free passage.
97.07 - ES0S
MAN Diesel
Working Card 612-15.00
Page 1 (2) Water Washing of Turbine Side Edition 01H
General
Description:
Starting position:
Related procedure:
08028-0D/H5250/94.08.12
91.04 - ES0S
MAN Diesel
612-15.00 Working Card
Edition 01H Water Washing of Turbine Side Page 2 (2)
General
Cleaning Procedure. 3) Turn the 3-way cock to position 2 "Open", see
fig. 2 and check for free passage. If ok turn to the
1) Adjust the engine load to approx. 20 % and let water wash position 3 "Wash".
the engine stabilize for 10 min.
4) Connect the water supply to the water wash
2) Open the drain cock at the turbocharger outlet system.
and check for free passage, see fig. 1.
5) Activate the manoeuvring valve, see fig. 1.
Fig. 1. Arrangement for water washing. Note: The regulating valve has to be opened
slowly.
91.04 - ES0S
MAN Diesel
Plate
Page 1 (2) Charging Air Cooler - Freshwater 61201-12H
5-6L28/32H
08028-0D/H5250/94.08.12
97.06 - ES0S
MAN Diesel
Plate
61201-12H Charging Air Cooler - Freshwater Page 2 (2)
5-6L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
125, 137, 149, 150, 162, 150, 162, 174, 186, 198,
174, 186, 198, 208, 221, 208, 221, 233 og 245
233 and 245
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine. Antal/E = Antal/Motor
Qty./K = Cooler Antal/K = Køler
97.06 - ES0S
MAN Diesel
Plate
Page 1 (2) Charging Air Cooler - Freshwater 61201-13H
7-8-9L28/32H
08028-0D/H5250/94.08.12
97.06 - ES0S
MAN Diesel
Plate
61201-13H Charging Air Cooler - Freshwater Page 2 (2)
7-8-9L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
125, 137, 149, 150, 162, 150, 162, 174, 186, 198,
174, 186, 198, 208, 221, 208, 221, 233 og 245
233 and 245
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine. Antal/E = Antal/Motor
Qty./K = Cooler Antal/K = Køler
97.06 - ES0S
MAN Diesel
Plate
Page 1 (2) Charging Air Cooler - Freshwater 61201-14H
5-6L28/32H
08028-0D/H5250/94.08.12
97.06 - ES0S
MAN Diesel
Plate
61201-14H Charging Air Cooler - Freshwater Page 2 (2)
5-6L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
017, 029, 030, 042, 054, 042, 054, 066, 078, 091,
066, 078, 091, 101, 113, 101, 113, 125, 137, 149,
125, 137, 149, 150, 174, 150, 174, 186, 198,
186, 198, 208, 221, 233, 208, 221, 233, 269, 270
269, 270 and 294 og 294
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine. Antal/E = Antal/Motor
Qty./K = Cooler Antal/K = Køler
97.06 - ES0S
MAN Diesel
Plate
Page 1 (2) Charging Air Cooler - Freshwater 61201-15H
7-8-9L28/32H
08028-0D/H5250/94.08.12
97.06 - ES0S
MAN Diesel
Plate
61201-15H Charging Air Cooler - Freshwater Page 2 (2)
7-8-9L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
017, 029, 030, 042, 054, 042, 054, 066, 078, 091,
066, 078, 091, 101, 113, 101, 113, 125, 137, 149,
125, 137, 149, 150, 174, 150, 174, 186, 198,
186, 198, 208, 221, 233, 208, 221, 233, 269, 270
269, 270 and 294 og 294
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine. Antal/E = Antal/Motor
Qty./K = Cooler Antal/K = Køler
97.06 - ES0S
MAN Diesel
Plate
Page 1 (2) Charging Air Cooler - Seawater 61201-16H
5-6L28/32H
08028-0D/H5250/94.08.12
97.45 - ES0S
MAN Diesel
Plate
61201-16H Charging Air Cooler - Seawater Page 2 (2)
5-6L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
017 1/K Crossmember Travers 304 1/E Charging air cooler, Ladeluftkøler, komplet,
complete, incl. item inkl. item 017, 029, 030,
029 1/K Crossmember Travers 017, 029, 030, 042, 042, 054, 066, 078, 091,
054, 066, 078, 091, 101, 101, 113, 125, 137, 149,
030 2/K Pipe Rør 113, 125, 137, 149, 150, 150, 174, 186, 198, 208,
174, 186, 198, 208, 221, 221, 233, 269, 270, 294,
042 1/K Cooler block Kølerblok 233, 269, 270, 294, 316, 316, 328, 341
328, 341
054 1/K Gasket Pakning
end cover endedæksel 316 12/K Nut Møtrik
066 4/K Plug screw Propskrue 328 6/K Anti-corrosion block Anode
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine. Antal/E = Antal/Motor
Qty./K = Cooler Antal/K = Køler
97.45 - ES0S
MAN Diesel
Plate
Page 1 (2) Charging Air Cooler - Seawater 61201-17H
7-8-9L28/32H
08028-0D/H5250/94.08.12
97.45 - ES0S
MAN Diesel
Plate
61201-17H Charging Air Cooler - Seawater Page 2 (2)
7-8-9L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
017 1/K Crossmember Travers 304 1/E Charging air cooler, Ladeluftkøler, komplet,
complete, incl. item inkl. item 017, 029, 030,
029 1/K Crossmember Travers 017, 029, 030, 042, 042, 054, 066, 078, 091,
054, 066, 078, 091, 101, 101, 113, 125, 137, 149,
030 2/K Pipe Rør 113, 125, 137, 149, 150, 150, 174, 186, 198, 208,
174, 186, 198, 208, 221, 221, 233, 269, 270, 294,
042 1/K Cooler block Kølerblok 233, 269, 270, 294, 316, 316, 328, 341
328, 341
054 1/K Gasket Pakning
end cover endedæksel 316 12/K Nut Møtrik
066 4/K Plug screw Propskrue 328 6/K Anti-corrosion block Anode
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine. Antal/E = Antal/Motor
Qty./K = Cooler Antal/K = Køler
97.45 - ES0S
MAN Diesel
Plate
Page 1 (2) Charging Air Cooler - Freshwater 61201-29H
L28/32H
318
235
019
247
103
115 044
068
188 330
139
272
164
176
223 032
176
211
284
08028-0D/H5250/94.08.12
260
127
140
093
259 152 020
093
07.12 - ES0
MAN Diesel
Plate
61201-29H Charging Air Cooler - Freshwater Page 2 (2)
L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
019 1/K Gasket for Pakning for 318 1/E Charge air cooler, Ladeluftkøler,
end cover endedæksel complete komplet
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine. Antal/E = Antal/Motor
Qty./K = Cooler Antal/K = Køler
Qty./I = Individual Antal/I = Individuelt
07.12 - ES0
MAN Diesel
Plate
Page 1 (2) Exhaust Pipe Arrangement 61202-23H
5,6L28/32H
11 08 05 05
06 10 08 10
11 07 05 10 04
09
11
16
14 13
15 12
23 28
22
29
30
20
31
21
22
23
24
25
26 32
27 33
34
91.18 - ES0S
MAN Diesel
Plate
61202-23H Exhaust Pipe Arrangement Page 2 (2)
5,6L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
08 Compensator Kompensator
4/E 5 cyl. engine 5 cyl. motor
5/E 6 cyl. engine 6 cyl. motor
10 Gasket Pakning
9/E 5 cyl. engine 5 cyl. motor
11/E 6 cyl. engine 6 cyl. motor
12 Screw Skrue
108/E 5 cyl. engine 5 cyl. motor
132/E 6 cyl. engine 6 cyl. motor
13 Nut Møtrik
108/E 5 cyl. engine 5 cyl. motor
132/E 6 cyl. engine 6 cyl. motor
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
Qty./C = Qty./Cylinder Antal/C = Antal/cylinder
91.18 - ES0S
MAN Diesel
Plate
Page 1 (2) Exhaust Pipe Arrangement with Welded Compensator 61202-32H
5,6L28/32H
17
06
11 07 08 04
09 05
11
16
14
15
23 28
22
29
30
20 31
21
22
23
24
25
26 32
27 33
34
92.38 - ES0S
MAN Diesel
Plate
61202-32H Exhaust Pipe Arrangement with Welded Compensator Page 2 (2)
5,6L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
08 Compensator Kompensator
4/E 5 cyl. engine 5 cyl. motor
5/E 6 cyl. engine 6 cyl. motor
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
Qty./C = Qty./Cylinder Antal/C = Antal/cylinder
92.38 - ES0S
MAN Diesel
Plate
Page 1 (2) Exhaust Pipe Arrangement 61202-26H
7,8L28/32H
17 08 05 05
06 10 08 10
11 07 05 10 04
09
11
16
14 13
15 12
23 28
22
29
30
20
31
21
22
23
24
25
26 32
27 33
34
91.18 - ES0S
MAN Diesel
Plate
61202-26H Exhaust Pipe Arrangement Page 2 (2)
7,8L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
04 1/E End cover, aft Endeplade, bag 29 1/C Plug screw Propskrue
10 Gasket Pakning
13/E 7 cyl. engine 7 cyl. motor
15/E 8 cyl. engine 8 cyl. motor
12 Screw Skrue
156/E 7 cyl. engine 7 cyl. motor
180/E 8 cyl. engine 8 cyl. motor
13 Nut Møtrik
156/E 7 cyl. engine 7 cyl. motor
180/E 8 cyl. engine 8 cyl. motor
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
Qty./C = Qty./Cylinder Antal/C = Antal/cylinder
91.18 - ES0S
MAN Diesel
Plate
Page 1 (2) Exhaust Pipe Arrangement with Welded Compensator 61202-28H
7,8L28/32H
17
06
11 07 08 04
09 05
11
16
14
15
23 28
22
29
30
20 31
21
22
23
24
25
26 32
27 33
34
92.07 - ES0S
MAN Diesel
Plate
61202-28H Exhaust Pipe Arrangement with Welded Compensator Page 2 (2)
7,8L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
08 Compensator Kompensator
6/E 7 cyl. engine 7 cyl. motor
7/E 8 cyl. engine 8 cyl. motor
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
Qty./C = Qty./Cylinder Antal/C = Antal/cylinder
92.07 - ES0S
MAN Diesel
Plate
Page 1 (2) Exhaust Pipe Arrangement 61202-27H
9L28/32H
16 08 05 05
06 10 08 10
11 07 05 10 04
09
11
15
14
12 13
13 12
23 28
22
29
30
20
31
21
22
23
24
25
26 32
27 33
34
91.18 - ES0S
MAN Diesel
Plate
61202-27H Exhaust Pipe Arrangement Page 2 (2)
9L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
Qty./C = Qty./Cylinder Antal/C = Antal/cylinder
91.18 - ES0S
MAN Diesel
Plate
Page 1 (2) Exhaust Pipe Arrangement with Welded Compensator 61202-42H
9L28/32H
17
06
11 07 08 04
09 05
11
16
14
15
23 28
22
29
30
20 31
21
22
23
24
25
26 32
27 33
34
97.08 - ES0S
MAN Diesel
Plate
61202-42H Exhaust Pipe Arrangement with Welded Compensator Page 2 (2)
9L28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
Qty./C = Qty./Cylinder Antal/C = Antal/cylinder
97.08 - ES0S
MAN Diesel & Turbo
Plate
Page 1 (2) Water Washing of Compressor Side 61205-02H
L+V28/32H
26*
23
25*
24*
27 01*
02*
03*
07
04*
08
05*
09
06*
10
22
21 11
20 12
19 13*
09
10
18
16
14*
17
15*
94.01 - ES0S
MAN Diesel & Turbo
Plate
61205-02H Water Washing of Compressor Side Page 2 (2)
L+V28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
01* 1/E Top cover with non- Topdæksel med kon- 25* 1/E Straight male stud Ligeforskruning
return valve traventil coupling
02* 1/E O-ring for top cover O-ring for topdæksel 26* 1/E Plug in coupling Kobling
03* 1/E O-ring for non-return O-ring for kontraventil 27 1/E Lance complete, incl. Lanse komplet, inkl.
valve item 24-25 and 26 item 24-25 og 26
04* 1/E Valve seat Ventilsæde 28 1/E Container complete, Beholder komplet, som
as shown on plate vist på plate
05* 1/E Spring for non-return Fjeder for kontraventil
valve
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
94.01 - ES0S
MAN Diesel
Plate
Page 1 (2) Steam Trap 61208-01H
L+V28/32H
01
05
02
06
03
04
07
97.07 - ES0S
MAN Diesel
Plate
61208-01H Steam Trap Page 2 (2)
L+V28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Qty./E = Qty./Motor
97.07 - ES0S
MAN Diesel
Plate
Page 1 (2) Blowgun for Dry Cleaning of Turbocharger 61210-02H
General
053
016 112 028 041 028 065 077
089 148
100
136
08028-0D/H5250/94.08.12
01.12 - ES0
MAN Diesel
Plate
61210-02H Blowgun for Dry Cleaning of Turbocharger Page 2 (2)
General
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
08028-0D/H5250/94.08.12
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Qty./E = Qty./Motor
Qty./I = Qty./Individual Qty./I = Qty./Individuelt
01.12 - ES0
Compressed air system
513/613
MAN Diesel
Description
Compressed Air System 613.01
Page 1 (2)
Edition 20H
L28/32H
On-off valve
for jet-system
K1
Main
starting
valve
Overspeed
device
Starting
valve
Cyl. 1
The compressed air system on the engine contains The engine is started by means of a built-on air
a starting system, starting control system and safety starter, which is of the turbine starter motor type
system. Further, the system supplies air to the jet with gear box, safety clutch and drive shaft with
system. pinion. Further, the starting system consists of a
main starting valve.
The compressed air is supplied from the starting air
receivers (30 bar) through a reduction station, where
from compressed air is supplied to the engine. Control System
To avoid dirt particles in the internal system, a dirt se- The air starter is activated electrically with a pneu-
08028-0D/H5250/94.08.12
parator is mounted in the inlet line to the engine. matic 3/2 way solenoid valve (starting valve).
The intervals between cleaning and draining will The valve can be activated manually from the star-
depend on the condition of the air in the main sup- ting box on the engine, and it can be arranged for
ply system, and has therefore to be determined remote control, manual or automatic.
according to service experience gained with the
particular plant. For remote activation, the starting spool must be
connected so that every starting signal to the starting
Note: Due to the safety system, the air supply to spool goes through the converter for engine RPM
the engine must not be interrupted during operation signal or via the engine control box if supplied.
of the engine.
94.23 - ES0S
MAN Diesel
L28/32H
Further, the system is equipped with an emergency Safety System
starting valve which makes it possible to activate the
air starter manually in case of a power failure. As standard the engine is equipped with a pneu-
matically/mechanically overspeed device, which
starts to operate if the maximum permissible RPM
Emergency Starting Valve is exceeded. This device is fitted to the end cover
of the engine driven lubricating pump and is driven
The emergency starting valve is activated by means from the pump through a resilient coupling, see
of a screw-driver or similar as illustrated in fig. 2. section 609.
94.23 - ES0S
MAN Diesel
Working Card 613-01.21
Page 1 (2) Air Filter Edition 02H
General
Starting position
Related procedure
08028-0D/H5250/94.08.12
Data
02.46 - ES0
MAN Diesel
613-01.21 Working Card
Edition 02H Air Filter Page 2 (2)
General
Cleaning Air Filter To replace filter element
2) Remove bowl and bowl guard assembly by 8) Remove bowl and bowl assembly by turning
turning counter-clockwise. counter-clockwise.
3) Inspect bowl for damage seals and replace, if 9) Unscrew baffle by turning counter-clockwise.
nessesary.
10) Remove filter element and discard.
4) If bowl becomes dirty clean it by wiping the
bowl with a soft dry cloth or mild detergent. 11) Install new filter element and reassemble in
reverse order.
5) Before returning to service, insure that all seals
have been reinstalled or replaced. 12) Before returning to service, insure that all seals
have been reinstalled or replaced.
6) Reinstall bowl and bowl guard assembly and
rotate bowl guard clockwise to securely lock in 13) Reinstall bowl and bowl guard assembly and
place. Align arrow on bowl guard with arrow on filter rotate bowl guard clockwise to securely lock in
body. place. Align arrow on bowl guard with arrow on filter
body.
08028-0D/H5250/94.08.12
02.46 - ES0
MAN Diesel
L+V28/32H
Description:
03.47 - ES0-G
MAN Diesel
L+V28/32H
General Information
4. When grasping a part in a vise, always use 5. Remove the deflector retaining screw (5), de-
copper-covered vise jaws to protect the surface of the flector retai-ning spring (4) and the splash deflector
part and help prevent distortion. This is particularly (3) from the housing exhaust cover (1), See fig 2.
true of threaded members.
4. Pull the housing exhaust cover (1) from the 7. Grasp the rear of the motor assembly (12) and
motor housing (8). To dislodge the housing exhaust pull it from the rear of the motor housing (8).
cover, rotate it until the ears clear the motor housing. If the motor assembly (12) is difficult to remove, lightly
Using a plastic hammer, tap the ears alternately until push the motor pinion which is on the front of the
the housing cover can be removed from the motor motor assembly toward the exhaust side of the motor
housing. housing in order to free the motor assembly.
03.47 - ES0-G
MAN Diesel
L+V28/32H
8. Tap the intermediate gear case (13) with a 13. Remove the planet gear frame assembly from
plastic hammer to dislodge it from the gear case the intermediate gear case. Using a sleeve that con-
(28). tacts the outer race of the front gear frame bearing
(17), press the planet gear frame shaft seal (16) and
9. Position the intermediate gear case (13) on a the front gear frame bearing (17) from the front end
bench in a copperfaced vise so that the intermediate and out of the rear of the intermediate gear case.
pinion (26) is secured in the jaws of the vise. Tighten
the vise only enough to hold the intermediate pinion 14. Remove the rear gear frame bearing (24) from
securely. the planet gear frame (18), using a bearing puller
and remove the gear shaft retaining washer (23),
10. Loosen the intermediate pinion retaining screw See fig. 4.
(27) 1-1/2 turns only. Do not remove. Remove the planet gear shafts (22), planet gears
(19), planet gear bearings (20) and bearing spac-
Warning: If the intermediate gear case is not sup- ers (21).
ported on a bench and if the intermediate pinion
retaining screw is completely removed, the interme- 15. Remove the front bearing spacer (25), using
diate gear case and compoments could fall causing a bearing puller and the gear shaft retaining washer
injury. (23) from the front of the planet gear frame by press-
ing on the front of the planet gear frame shaft.
11. Tap the intermediate pinion lightly to back the Remove the gear shaft retaining washer only if the
planet gear frame assembly out of the intermediate washer or front bearing spacer is damaged.
gear case.
Fig 4.
Drive Housing
03.47 - ES0-G
MAN Diesel
L+V28/32H
2. Remove the drive pinion retaining screw (61) ment is necessary and new parts are available. The
which has a right-hand thread. bearing and/or the seal will always be damaged when
removed from the drive housing.
3. Remove the starter from the vise.
15. Remove the piston ring (55) from the piston
4. Remove the drive pinion washer (62) and the (54).
drive pinion (63).
16. Press the clutch spring cup (50) down and
5. Slide the pinion spring sleeve (64) and the remove the clutch spring cup retainer (49).
pinion spring (65) off the drive shaft (57).
17. Remove the clutch spring cup and clutch spring
6. Unscrew the drive gear screw (34). Using an (51).
impact wrench with a 5/16" (8 mm) x 8" (203 mm)
log hex inserted into the end of the drive shaft. 18. Remove the two clutch jaws (52).
7. Unscrew and remove the drive housing cap 19. Remove the front drive gear bearing (30), drive
screws (38) and lock washers (39). gear cup (36), drive gear lock washer (35), drive gear
screw ring (37) and drive gear screw (34).
8. Tap the drive housing (40) with a plastic ham-
mer to help dislodge it from the gear case (28). 20. Remove the large drive shaft bearing retainer
(53) using a screwdriver.
Warning: Failure to follow this procedure could result
in injury to personnel. 21. Press the rear drive shaft bearing and drive
shaft (57) out of the piston. If the rear drive shaft
9. Place the drive housing (40) in an arbor press, bearing needs to be replaced, proceed as follows:
piston end up. Apply a load to the piston (54) using
the arbor press to compress the piston return spring a. Cut and remove the small drive shaft bear-
(59) before removing the bulkhead retainer (45). Do ing retained in the drive shaft, using a small
not use compressed air to load the piston. chisel.
b. Press the rear drive shaft bearing (58) off
10. Remove the bulkhead retainer (45). Using a the drive shaft.
screwdriver and the arbor press.
22. Place the gear case (28) on a workbench.
Caution: Make sure the tension of the spring pushes
the bulkhead out of the drive housing before removing 23. Remove the drive gear bearing retainer (32),
the drive housing from the arbor press. using retaining ring pliers and working through the
access holes in the gear web, See fig 5.
11. Remove the bulkhead (46) from the piston
(54). 24. Pull the drive gear (29) out of the gear case.
08028-0D/H5250/94.08.12
12. Remove the outer bulkhead ring (47) and the Note: Do not disassemble the drive gear and clutch
inner bulkhead ring (48). parts of the turbine powered starters. If the drive shaft
is defective, install a new or factory-rebuilt unit.
13. Slide the drive shaft (57) from the drive housing
(40). 25. Remove the drive gear shaft bearing retainer
(33), using retaining ring pliers.
14. Pull the piston return spring (59) off the drive
shaft. 26. Remove the rear drive gear bearing (31) from
the drive gear.
Note: Do not remove the front drive shaft bearing
(42) or the drive housing seal (43) unless replace-
03.47 - ES0-G
MAN Diesel
L+V28/32H
5. Install the drive gear bearing retainer, using
retaining ring pliers and working through the access
holes in the gear web.
Assembly of the Starter 10. Grasp the drive shaft (57) in a vise, external
splined end down. Place assembled drive shaft screw
1. Always press on the inner ring of a ball bearing Unit into the drive shaft, screwhead down. Lubricate
when installing the bearing on a shaft. the inside diameter of the drive shaft with SHELL
ALVANIA EPO grease.
2. Always press on the outer ring of a ball bearing
when pressing the bearing in a bearing recess. 11. Slide the drive gear bearing (30) into the drive
shaft.
3. Whenever grasping a part in a vise, always use
leather-covered, copper-covered vise jaws to protect 12. Lubricate with SHELL ALVANIA EPO grease
the surface of the part and help prevent distortion. and install the driving clutch jaw teeth facing up and
This is particularly true of threaded members. driven clutch jaw teeth facing down into the drive
shaft.
4. Always clean every part, and wipe every part
with a thin film of oil before installation. 13. Insert the clutch spring (51) into the drive
shaft.
Gear Case 14. Insert the clutch spring cup (50) into the drive
shaft.
1. Place the drive gear bearing retainer over the
rear end of the drive gear. 15. Press the inserted parts into the drive shaft,
08028-0D/H5250/94.08.12
03.47 - ES0-G
MAN Diesel
L+V28/32H
flywheel, causing damage to the starter drive train 26. Install the bulkhead retainer (45), using a
and/or starter motor. To remove the piston seal, in- screwdriver.
sert a screwdriver inside the lip of the seal and pry
it loose from the piston. Warning: Make sure the bulkhead retainer is properly
seated in the motor housing groove before easing off
16. Install the piston (54) onto the drive shaft until the arbor press. Failure to do so will allow improperly
the rear drive shaft bearing seats into the piston. retained parts to separate when removed from the
arbor press resulting in injury to personnel.
17. Coil the large drive shaft bearing retainer (53)
into the groove of the piston to retain the outer race 27. Remove the drive housing from the arbor
of the drive shaft bearing, using a thin flat blade press.
screwdriver to assist in this operation.
28. Lubricate and install the drive housing o-ring
18. Lubricate the piston o-ring (55) and install it in (41) in the groove of the drive housing.
the groove of the piston.
29. Position the assembled gear case on a work-
19. Position the drive housing in an arbor press, bench.The as-sembled unit must be upright to accept
pinion-end down and install the drive housing seal the drive housing.
(43) into the drive housing. Using a pressing sleeve of Carefully position the assembled drive housing (40)
the proper size, press the seal into the drive housing onto the gear case so as not to damage the piston
so that the lip of the seal faces away from the drive seal. Align the punch marks of the gear case and
pinion. drive housing.
20. Press the bearing into the drive housing until 30. Install the drive housing cap screw lock wash-
it seats, using a sleeve that contacts the outer race ers (39) and the drive housing cap screws (38) and
of the front drive shaft bearing (42). Drop the piston tighten to 28 Nm torque.
return spring seat (60) on top of front drive shaft
bearing. 31. Tighten the drive gear screw (34) 77.3 Nm
torque, using an impact wrench with a 8 mm x 203
21. Slide the piston return spring (59) onto the mm long hex inserted into the end of drive shaft.
drive shaft and snap it into the front of the piston so
that it is against the large drive shaft bearing retainer 32. Grease and slide the pinion spring (65) and
(53). the pinion spring sleeve (64) over the pinion end of
the drive shaft.
22. Lubricate and insert the assembled drive shaft
into the drive housing. 33. Grease the pinion end of the drive shaft and
install the drive pinion (63).
23. Lubricate and install the outer bulkhead o-
ring (47) and the Inner bulkhead o-ring (48) on the 34. Grasp the drive pinion in a copper-covered
bulkhead (46). vise with the starter supported on a workbench.
08028-0D/H5250/94.08.12
24. Slide the bulkhead onto the piston. 35. Place the drive pinion washer (62) onto drive
pinion retaining screw (61).
25. With the drive housing in the arbor press, press
down on the rear face of the piston. Note: The thread on the drive pinion retaining screw
is right-hand thread.
Note: Feel the underside of the drive housing to make
sure the drive shaft passes through the bearing. 36. Install the drive pinion retaining screw into
the end of the drive shaft and tighten it to 108.5 Nm
torque.
03.47 - ES0-G
MAN Diesel
L+V28/32H
Intermediate Gear Case, Motor Housing, Motor 6. Install the other planet gear shaft retaining
Assembly and Housing Exhaust Cover washer over the shaft at the rear of the planet
gear.
1. Press the front gear frame bearing (17) into
the rear of the intermediate gear case (13), using a 7. Press the rear gear frame bearing (24) on the
bearing pressing tool of the proper size. shaft at the rear of the planet gear frame, using the
proper size bearing inserting tool.
2. Press the planet gear frame shaft seal (16) into
the rear of the intermediate gear case over the front 8. Slide the planet gear frame assembly, coupling
gear frame bearing, using a sleeve which contacts end first, into the rear of the intermediate gear case
the outer ring of the seal. (13), making sure that the planet gears mesh with the
ring gear. Use care so as to not damage the seal.
Note: Make sure the flat side of the seal is installed
against the bearing. 9. Install the intermediate pinion (26), making
sure that the notches at the rear of the pinion align
3. Install the rear gear case o-ring (14) in the with the notches and tangs in the shaft of the planet
groove at the rear of the intermediated gear case gear frame.
and the front gear case o-ring (15) in the groove at
the front of the intermediate gear case. coat both 10. Clean the threads of the intermediate pinion
o-rings. retaining screw (27) and apply 2-3 drops of Perm-
abond HM 118 to the threads approximately 3 mm
4. Install one gear shaft retaining washer (23) on from the end of the screw. Install screw and tighten
the front of the planet gear frame (18). Press the front enough to hold assembly together.
bearing spacer (25) on the front shaft of the planet
gear frame to hold the gear shaft retaining washer 11. For final tightening, position the intermediate
snugly in position. gear case so the intermediate pinion is secured in
the jaws of the copperfaced vise. Tighten the inter-
Note: Coat the front bearing spacer with gear Lube mediate pinion retaining screw to 122 Nm torque.
before installing it. Be careful not to gouge or scratch
the front bearing spacer during installation as this 12. Remove the intermediate gear case from the
could result in leakage between the planet gear vise and set it on a bench.
frame and gear case.
Note: The intermediate gear case will work in only
5. Place planet gear frame on a bench, shaft side one orientation.
down. Place the planet gear bearing (20) inside of
planet gear (19). Place bearing spacers (21) on top Align the punch marks on the intermediate gear
and bottom of bearing and gear. Slide the components case and gear case and tap the intermediate gear
into the slots in the side of the planet gear frame. case with a plastic hammer until it seats in the rear
Align holes in spacers and bearing with holes in of the gear case. Make sure the intermediate pinion
planet gear frame and insert planet gear shaft (22), meshes with the drive gear.
08028-0D/H5250/94.08.12
03.47 - ES0-G
MAN Diesel
L+V28/32H
Note: Turn the intermediate pinion so that the gear 17. Align the punch marks on the housing exhaust
on the rotor meshes with the planet gears. Make cover with the punch marks on the motor housing
sure that the rear of the motor assembly is installed and tap the housing exhaust cover with a plastic
flush with the rear of the cylinder. hammer until it seats.
14. Align the punch marks on the motor housing 18. Install the housing exhaust cover on the rear
with the punch marks on the intermediate gear case of the motor housing using the starter assembly cap
and tap the motor housing with a plastic hammer until screws (6) and cap screw washers (7). Use an 8 mm
it seats on the rear of the intermediate gear case. hex-head wrench to tighten each a little at a time to
a final torque of 61 to 68 Nm increments.
15. Install the splash deflector (3), deflector retain-
08028-0D/H5250/94.08.12
ing spring (4) and deflector retaining screw (5) in the 19. Mount the exhaust cover (68) on the housing
rear of the housing exhaust cover. exhaust cover (1).
Note: Coat the threads of the deflector retaining Note: Use Intersoll-Rand SMB-441 pipe sealant on
screw with Ingersoll-Rand SMB-441 sealant. all plugs.
16. Coat the exhaust cover seal (2) and install it 20. Install the bottom housing plug (10) and the
in the groove on the housing exhaust cover. housing plug inlet boss (11). Put the starter on its
side with the side plug hole upward. Add 175 ml
automatic transmission fluid fulfilling DEXRON II D
specification, e.g. SHELL DONAX TA, through the
side plug hole.
03.47 - ES0-G
MAN Diesel
L+V28/32H
Caution: Do not overfill. Remove the pressure from the “IN” port. Measure
Install the side housing plug (10) and tighten all plugs the distance form the face of the drive shaft pinion
to 6.8 to 13.6 Nm torque. the the face of the mounting flange. It should be
45.0 +2.0 mm.
Test and Inspection Procedure 4. Motor Action: Secure starter in a vise and ap-
ply 90 psig (6.2 bar/620 kPa) pressure using a 3/8"
1. Clutch Ratcheting: Turn the drive shaft pinion (9 mm) supply line to the inlet of the motor. starter
(63) by hand in the direction of the starter rotation. should run smoothly.
The clutch should rachet smoothly with a slight click-
ing action. 5. Motor Seals: Plug the exhaust and slowly apply
20 psig (1.38 bar/138 kPa) pressure to the inlet of
2. Motor and Gearing Freeness: Turn the the motor. Immerse the starter for 30 seconds in o
drive shaft pinion (63) opposite the direction of the non-flammable, bubble-producing liquid. If the starter
starter rotation. The drive shaft pinion should turn by is properly sealed, no bobbles will appear.
hand.
6. Gear Case Seals: Plug the exhaust and slowly
Note: Inadvertent application of air pressure to the apply 20 psig (1.38 bar/138 kPa) pressure to the inlet
“OUT” port will result in drive malfunction (pinion will of the motor. Immerse the starter for 30 seconds in
fail to retract). If this condition occurs, loosen the drive o non-flammable, bubble-producing liquid.
housing cap screws (38) to vent gear case (28). Also,
loosen housing plugs (10) and (11) to vent motor. There should be no leakage in the housing joints
in the gear case area or in the shaft seal in the
3. Pinion Engagement: Apply 50 psig (3.4 intermediate gear system. If the starter is properly
bar/345 kPa) pressure to the engagement “IN” port. sealed, no bubbles will appear.
drive shaft pinion (63) should move outward and air
should escape from the “OUT” port. 7. Confirm Drive Rotation: Apply low pressure
to the motor and observe rotation. drive pinion (63)
Plug the “OUT” port and apply 150 psig (10.3 bar/1034 must rotate in the direction stamped on the nameplate.
kPa) pressure to the “IN” port. Check and make sure Chamfer on pinion teeth should be on the trailing
that no air is escaping. edge of the gear tooth.
03.47 - ES0-G
MAN Diesel
L+V28/32H
Description:
Soft hammer.
Locking ring plier.
Allen key, 1/4".
Starting position:
Related procedure:
08028-0D/H5250/94.08.12
91.08 - ES0S-G
MAN Diesel
L+V28/32H
Warning: Disassembly:
Do not attempt any maintenance on the main start- 4) Clamp the main starting valve, in a vice with
ing valve before the starting air system has been the locking ring (9) end up.
bled off.
5) Carefully remove the locking ring (9). The end
plug (3) should spring out. If it does not, tap the valve
Important: housing (1) lightly with a soft hammer until it does.
The main starting valve should be periodically lub- 6) Remove the end plug (3), spring (8) and piston
ricated as follows: (2) assembly.
1) Blend off the air pressure. 7) Remove and discard all used o-rings, o-rings
retainer (5), bumper (7) and spring (8).
2) Remove the plug screw (A) , see fig. 1. and
squirt about 30 g of 10 w oil into the valve through 8) Wash all other parts in a clean, nonflammable
the plug opening. solvent.
91.08 - ES0S-G
MAN Diesel
L+V28/32H
Description:
Screwdriver.
Starting position:
Related procedure:
08028-0D/H5250/94.08.12
Data:
94.21 - ES0U-G
MAN Diesel
L+V28/32H
With air connected. With air disconnected and stopped engine.
1) Examine the piping system for leaks. 6) Move all valves and cocks in the piping system.
Lubricate valve spindles with graphite or similar.
2) Retighten all bolts and nuts in the piping system.
7) Connect the air supply and make a function test
3) Drain the system for condensed water. - This of the emergency valve. See description 613.01.
should be based on observations.
5) Check manometers.
08028-0D/H5250/94.08.12
94.21 - ES0U-G
MAN Diesel
Plate
Page 1 (3) Turbine Starter 61309-05H
L+V28/32H
96.26- ES0S-G
MAN Diesel
Plate
61309-05H Turbine Starter Page 2 (3)
L+V28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
1 1/S Housing exhaust Hus for udstøds-dæk- 22 1/S Planet gear shaft. Planetgearaksel.
cover. sel.
23 2/S Gear shaft retainer Spænderingsskive for
2 1/S Exhaust cover seal. Tætningsring for ud- washer. gearaksel.
stødsdæksel.
24 1/S Rear gear frame Bagerste gearstelleje.
3 1/S Splash deflector. Stænk deflektor. bearing.
4 1/S Deflector return Returfjeder for de- 25 1/S Front bearing spa- Forreste gearstelleje.
spring. flektor. cer.
11 1/S Housing plug inlet Tilgangsknast for prop 31 1/S Rear drive gear Bagerste drivgearleje.
boss. til motorhus. bearing.
12 1/S Motor assembly. Motor samling. 32 1/S Drive gear bearing Spændskrue for driv-
retainer. gearleje.
12A 2/S Cylinder o-ring seal. O-ringstætning for
cylinder. 33 1/S Drive gear shaft Spændskrue for driv-
bearing retainer. gearakselleje.
12B 2/S Housing o-ring seal. O-ringstætning for
motorhus. 34 1/S Drive gear screw. Drivgearskrue.
13 1/S Intermediate gear Mellem gearkasse. 35 1/S Drive gear lock Skive for drivgear.
case. washer.
14 1/S Rear gear case o- Bagerste gearkasse 36 1/S Drive gear cup. Dæksel for drivgear.
ring. o-ring.
37 1/S Drive gear screw O-ring for drivgear-
15 1/S Front gear case Forreste gearkasse o-ring. skrue.
o-ring. o-ring.
38 8/S Drive housing cap Dækselskrue for driv-
16 1/S Planet gear frame Tætningsring for pla- screw. gear.
shaft seal. netgearakselstel.
39 8/S Drive housing cap Skive for dækselskrue
16A 1/S Spacer ring. Afstandsring. screw lock washer. til drivgearhus.
17 1/S Front gear frame Forreste gearstelleje. 40 1/S Drive housing kit. Drivgearhus.
bearing.
41 1/S Drive housing o-ring O-ring for drivgearhus.
18 1/S Planet gear frame. Planetgearstel.
42 1/S Front shaft bearing. Forreste akselleje.
19 1/S Planet gear. Planetgear.
43 1/S Drive housing seal. Tætningsring for driv-
20 1/S Planet gear needle Nålevalse for planet- gearhus.
roller. gear.
44 1/S Drive housing vent Afluftningsprop for
21 1/S Bearing spacer. Ligemellemstykke. plug. drivgearhus.
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty.//E = Qty./Engine Qty./E = Qty./Motor
Qty./S = Qty./Turbine Starter Qty./S = Qty./Turbinestarter
96.26 - ES0S-G
MAN Diesel
Plate
Page 3 (3) Turbine Starter 61309-05H
L+V28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Qty./E = Qty./Motor
Qty./S = Qty./Turbine Starter Qty./S = Qty./Turbinestarter
96.26 - ES0S-G
MAN Diesel
Plate
Page 1 (2) Main Starting Valve 61310-03H
L+V28/32H
03*
01*
04* 02*
05
07*
08
06*
08.03 - ES0-G
MAN Diesel
Plate
61310-03H Main Starting Valve Page 2 (2)
L+V28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./E = Qty./Engine Antal/E = Antal/Motor
Qty./V = Qty./Valve Antal/V = Antal/Ventil
08.03 - ES0-G
MAN Diesel
Plate
Page 1 (2) Muffler 61312-02H
L+V28/32H
01
91.20 - ES0S-G
MAN Diesel
Plate
61312-02H Muffler Page 2 (2)
L+V28/32H
Item Item
No. Qty. Designation Benævnelse No. Qty Designation Benævnelse
When ordering spare parts, see also page 600.50. Ved bestilling af reservedele, se også side 600.50.
* = Only available as part of a spare parts kit. * = Kun tilgængelig som en del af et reservedelssæt.
Qty./S = Qty./Starting air motor Antal/S = Antal/Startemotor
91.20 - ES0S-G