l27-38 Genset Tierii Atualizado Joel Morelli

L27/38
Instruction Manual - Marine

Four-stroke GenSet
compliant with IMO Tier II
Complete manual
date 2012.07.17
MAN Diesel
GenSet Index
L27-2
Text Index Drawing No.
Engine data 500/600
Preface Description A5000

Warning Description A5001
Questionnaire Description A5002
Main particulars Description 500.00 (32)
Introduction Description 500.01 (03)
Safety Description 500.02 (02)
Cross section Description 500.05 (13)
Key for engine designation Description 500.10 (02)
Designation of cylinders Description 500.11 (03)
Engine rotation clockwise Description 500.12 (02)
Code identification for instruments Description 500.20 (04)
Introduction to plant maintenance program Description 500.24 (03)
Planned maintenance programme, major overhaul/inspection Description 500.25 (40)
Planned maintenance programme, duties during operation Description 500.26 (20H)
Operation data & set points Description 500.30 (81)
Green Passport Description 500.33 (02)
Data for pressure and tolerance Description 500.35 (59)
Data for tightening torque Description 500.40 (36)
Declaration of weight Description 500.45 (11)
Ordering of spare parts Description 500.50 (03)
How to return spare parts Description 500.51 (05)
Service letters Description 500.55 (01)
Conversion table Description 500.60 (01)
Basic symbols for piping Description 500.65 (01)
Operation of engine 501/601
Operation Description 501.01 (18)

Out of service Description 501.05 (07)
Starting-up after repair Description 501.10 (03)
Guidelines for longterm low-load operation on HFO Description 501.15 (03)
Guidelines regarding MAN Diesel GenSets operating on low Description 501.16 (02)
sulphur fuel oil
Performance and condition 502/602
Engine performance and condition Description 502.01 (08)

Evaluation of readings regarding combustion condition Description 502.02 (04)
Condensate amount Description 502.05 (03)
Engine performance data Working card 502-01.00 (11)
Check of leakages from inspection holes Working card 502-05.00 (02H)
Trouble shooting 503/603
Starting failures Description 503.01 (02)

Faults in fuel oil system Description 503.02 (05)
Disturbances during running Description 503.03 (06)
Ignition in crankcase Description 503.04 (03)
Trouble shooting guide for centrifugal by-pass filter Description 503.05 (03)
Trouble shooting guide for air starter Description 503.06 (04)
Trouble shooting guide for air starter Description 503.06 (05H)
Trouble shooting guide for air starter Description 503.06 (06H)
Trouble shooting for cooling water system Description 503.09 (03)
Trouble shooting for lubricating cooler Description 503.10 (01)
Media specification 504/604

MAN Diesel
Index GenSet
L27-2
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO) Description 3.3.6-01
Specification of lube oil (SAE 40) for operation with gas oil, diesel oil Description 3.3.5-01
(MGO/MDO) and biofuel
Treatment and maintenance of lubricating oil Description 504.03 (07)
Criteria for cleaning/exchange of lubricating oil Description 504.04 (07)
Lubricating points Description 504.05 (03)
Lubricating oil in base frame Description 504.06 (03H)
Specific lubricating oil consumption - SLOC Description 504.07 (03)
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
Firing pressure comparison Description 504.28 (05)
Fuel oil cleaning Description 504.30 (01)
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
Cylinder head 505/605
Cylinder head and water jacket Description 505.01 (03)

Dismantling of cylinder unit from engine Working card 505-01.00 (12)
Disassembly of cylinder unit Working card 505-01.01 (03H)
Inspection of inlet valve, exhaust valve and valve guide Working card 505-01.05 (04H)
Reconditioning of valve spindle seat and valve seat ring Working card 505-01.10 (04)
Valve rotator Working card 505-01.15 (05)
Replacement of valve guide Working card 505-01.20 (10)
Check / adjustment of safety valve opening pressure Working card 505-01.25 (01H)
Indicator valve Working card 505-01.26 (05)
Replacement of valve seat ring Working card 505-01.35 (04)
Inspection of cylinder head cooling water space Working card 505-01.45 (03)
Assembly of cylinder unit Working card 505-01.50 (04H)
Mounting of cylinder unit in engine Working card 505-01.55 (10)
Cylinder head Plate 50501-24
Valve spindles and valve gear Plate 50502-15
Water guide jacket Plate 50507-04
Safety valve and indicator valve Plate 50508-03
Cylinder head, top cover Plate 50510-09
Cylinder unit Plate 50515-18
Piston/connecting rod 506/606
Piston, connecting rod and cylinder liner Description 506.01 (03H)

Separation/assembly of piston and connecting rod and fitting of piston Working card 506-01.05 (09)
rings
Piston Working card 506-01.10 (18)
Connecting rod Working card 506-01.15 (09)
Criteria for replacement of connecting rod big-end and main bearing Working card 506-01.16 (02)
shells
Criteria for replacement of connecting rod big-end and main bearing Working card 506-01.16 (04)
shells
Removal/mounting of marine head from engine Working card 506-01.24 (01)
Hydraulic tightening of piston and marine head screws Working card 506-01.25 (06H)
In-situ inspection of connecting rod big-end bearing Working card 506-01.30 (03H)
MAN Diesel
GenSet Index
L27-2
Inspection and honing of cylinder liner Working card 506-01.35 (09)

Grinding of seal face on cylinder liner and cylinder head Working card 506-01.45 (03H)
Dismantling of piston and cylinder liner at low overhaul height Working card 506-01.50 (06H)
Piston and connecting rod Plate 50601-33
Cylinder liner Plate 50610-11H
Camshaft 507/607
Camshaft and camshaft drive Description 507.01 (03H)

Check of camshaft and camshaft drive Working card 507-01.00 (05H)
Inspection and replacement of camshaft bearing Working card 507-01.05 (04H)
Adjustment of camshaft for valve and injection timing Working card 507-01.20 (18)
Intermediate wheel Plate 50701-06
Camshaft (injection camshaft) Plate 50705-21H
Camshaft (valve camshaft) Plate 50705-28H
Operating gear 508/608
Operating gear for inlet valves, exhaust valves and fuel injection Description 508.01 (03H)
pumps
Inspection of valve camshaft lower and upper rocker arms Working card 508-01.00 (17)
Control and adjusting of valve clearance Working card 508-01.10 (14)
Roller guide and push rods Plate 50801-05H
Control/safety 509/609
Safety, control and monitoring system Description 509.01 (16)

Communication from the GenSet Description 509.55 (14)
Function test of shutdown Working card 509-01.05 (11)
Actuator and actuator drive Plate 50901-28
Actuator and actuator drive Plate 50901-29
Regulating device Plate 50902-05H
Instruments Plate 50907-21
Level switch in oil sump (LAL/LAH 28) Plate 50920-03H
Fuel oil leakage alarm (LAH 42) Plate 50925-07
Main bearing monitoring Plate 50961-06
Crankcase oil temperature monitoring/oil splash Plate 50962-03
Operating Instruction - SaCoSone - GenSet Description V1.6
Instruction manual for Actuator - RE2800 Description 285.14301-0006
Service bulletin for Actuator - RE2800 Description SB 001
Crankshaft 510/610
Crankshaft and main bearings Description 510.01 (05H)

Checking of main bearings alignment (autolog) Working card 510-01.00 (14H)
Inspection of main and guide bearing shells Working card 510-01.05 (10H)
Crankshaft Plate 51001-10H
Crankshaft Plate 51001-11H
Crankshaft Plate 51001-16
Crankshaft Plate 51001-17
Flywheel with gear rim Plate 51003-14H
Vibration damper with attachment Plate 51004-25
Engine frame/Oil pan 511/611
Engine frame and base frame Description 511.01 (04H)

Functional test of crankcase safety relief valves Working card 511-01.00 (08H)
MAN Diesel
Index GenSet
L27-2
Frame with main bearings Plate 51101-19H

Front-end box (seen from right) Plate 51103-19H
Front-end box (seen from left) Plate 51103-08H
Front-end box Plate 51103-29
Base frame Plate 51111-07H
Base frame Plate 51111-08H
Covering Plate 51120-01H
Turbocharger 512/612
Turbocharger system Description 512.01 (14)

Cleaning the turbocharger in service, water washing of compressor Description 512.05 (01)
Cleaning the turbocharger in service, dry cleaning - turbine side Description 512.10 (02H)
Cleaning the turbocharger in service, water washing - turbine side Description 512.15 (01)
Cleaning of turbocharger in service, water washing - turbine side Description 512.15 (03)
Control air for charge air blow off Description 512.38 (01H)
Overhaul of charging air cooler Working card 512-01.00 (03H)
Exhaust pipe compensator Working card 512-01.10 (02)
Water washing of compressor side Working card 512-05.00 (01)
Cleaning the turbine, dry cleaning Working card 512-10.00 (05)
Cleaning the turbocharger in service, water washing - turbine side Working card 512.15-00 (03)
Water washing of turbine Working card 512-15.00 (04)
Charge air cooler Plate 51201-19
Mounting of turbocharger Plate 51203-32
Exhaust pipe before turbocharger Plate 51204-03
Exhaust pipe before turbocharger Plate 51204-05
Water washing of compressor side Plate 51205-01
Blowgun for dry cleaning of turbocharger Plate 51210-01
Heat insulation and cover before turbocharger Plate 51211-09
Water washing of turbine side Plate 51215-02
Water washing of turbine side Plate 51215-04
Charge air pipes Plate 51230-14
Compressed air system 513/613
Compressed air system Description 513.01 (28)

Compressed air system Description 513.01 (29)
Air filter Working card 513-01.21 (02)
Overhaul, test and inspection of air starter Working card 513-01.30 (04)
Overhaul, test and inspection of air starter Working card 513-01.30 (05H)
Emergency starting valve Working card 513-01.40 (03H)
Check of compressed air piping system Working card 513-01.90 (03)
Manual turning gear Working card 513-25.00 (03)
Air starter Plate 51309-09H
Air starter Plate 51309-11H
Air starter (supplement for plate 51309-11H) Plate 51309-12H
Air starter (supplement for plate 51309-11H) Plate 51309-13H
Main starting valve Plate 51310-04
Main stop valve Plate 51315-03
Air filter Plate 51321-03
Pressure reduction valve Plate 51322-06H
Pressure reduction valve Plate 51322-04H
Cover for turning gear Plate 51325-12
Manual turning gear Plate 51325-20
Pneumatic turning gear Plate 51325-21
Electric turning gear (3 x 400V) Plate 51325-22
MAN Diesel
GenSet Index
L27-2
Fuel oil system 514/614
Internal fuel oil system Description 514.01 (16)

Internal fuel oil system Description 514.01 (19)
Fuel injection pump Description 514.02 (01)
Fuel injection valve Description 514.06 (01)
HFO/MDO changing valves (V1 and V2) Description 514.25 (02)
Removal and refitting of fuel injection valve Working card 514-01.01 (01H)
Fuel injection valve to be checked Working card 514-01.02 (01H)
Fuel injection valve to be separated Working card 514-01.03 (01H)
Assembly of the fuel injection valve Working card 514-01.04 (01H)
Dismounting/mounting of fuel injection pump Working card 514-01.05 (08H)
Disassembly/assembly and repair of fuel injection pump Working card 514-01.06 (19)
Grinding of fuel injection valve seat face Working card 514-01.07 (01H)
Check of fuel oil piping system Working card 514-01.90 (05)
Fuel injection pump Plate 51401-23H
Fuel injection pump Plate 51401-24H
Fuel injection valve Plate 51402-27H
Fuel injection pipe Plate 51404-14H
Safety filter Plate 51415-03
Ball valve with actuator Plate 51425-01
Butterfly Valve with actuator Plate 51425-03H
Butterfly valve with actuator Plate 51425-06H
Fuel oil arrangement Plate 51430-24
Fuel injection pump connections Plate 51435-07H
Installation & operation of safety filter Description 2.04.5
Lubricating oil system 515/615
Internal lubricating oil system Description 515.01 (12)

Internal lubricating oil system Description 515.01 (15)
Crankcase ventilation Description 515.31 (03)
Lubricating oil pump Working card 515-01.00 (04H)
Prelubricating pump Working card 515-01.05 (08)
Lubricating oil filter Working card 515-01.10 (03H)
Lubricating oil, thermostatic valve Working card 515-01.20 (04H)
Check of lubricating oil piping system Working card 515-01.90 (03)
Lubricating oil cooler Working card 515-06.00 (05H)
Centrifugal bypass filter Working card 515-15.00 (04)
Lubricating oil pump Plate 51501-07H
Lubricating oil filter Plate 51502-19
Prelubricating pump with el-motor Plate 51504-05
Lubricating oil cooler Plate 51506-09H
Centrifugal bypass filter Plate 51515-03
Crankcase venting Plate 51531-08H
Crankcase venting Plate 51531-09H
Prelubricating pump arrangement Plate 51535-08H
Cooling water system 516/616
Cooling water system Description 516.01 (12)

Cooling water system Description 516.01 (13)
Check of cooling water system Working card 516-01.90 (03)
Cooling water, thermostatic valve Working card 516-04.00 (03H)
HT and LT water pumps Working card 516-10.00 (02H)
MAN Diesel
Index GenSet
L27-2
Mounting of cooling water thermostatic elements Plate 51605-14

High and low temperature fresh water pumps Plate 51610-10H
Cooling water connections Plate 51630-07H
Preheater unit Plate 51635-02H
Special equipment 517/617
Kit for renewal of piston rings Kit 51706-10

Kit for lubricating oil filter Kit 51725-01
Kit for vibration damper Kit 51735-04
Specific plant information 519/619
Resilient mounting of generating sets Description 519.03 (08)

Fitting instruction for resilient mounting of GenSets Working card 519-03.00 (27H)
Replacement of conicals Working card 519-03.05 (03H)
Maintenance of conicals Working card 519-03.10 (03H)
Flexible external connections Plate 51902-13H
Conical element Plate 51903-03H
Conical element Plate 51903-07H
Tools 520/620
Function of the hydraulic tools Working card 520-01.05 (02)

Application of hydraulic tools Working card 520-01.06 (05H)
Hand lever pump Working card 520-01.07 (01)
Standard tools for normal maintenance Plate 52000-12
Additional tools Plate 52002-06
Hand tools Plate 52004-02
Operating manual for testing tool (Fuel injection valve) Description GXO-D001
Engine data
500/600
MAN Diesel & Turbo
Instruction Manual for:
MAN Diesel & Turbo Identification No. for Instruction Manual.
Identification No. for Description: 000 . 00
Function
Section No.
Identification No. for Working Card: 000 - 00 . 00
Sub-function
Function
Section No.
Identification No. for Plates: 00000 - 00 H
H for Holeby
Edition
Section No. and Function
For ordering of spare parts, see page 500.50 / 600.50
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
MAN Diesel & Turbo | PrimeServ

The MAN Diesel & Turbo Group offers worldwide round-the-clock service, 365 days a year. Apart from the MAN
Diesel & Turbo service headquarters in Augsburg, Copenhagen, Frederikshavn, Holeby, Stockport, St. Nazaire, Tur-
bocharger and service centres on all continents provide comprehensive and continuous support. The long service
life associated with MAN Diesel engines dictates a spare parts programme that ensures components are available
for engines in operation for decades. Based on high-capacity machines, MAN Diesel & Turbo service production
facilities are able to comply with special customer requests with the utmost precision and flexibility.
24-hour hotline number:

+49 1801 15 15 15
http://www.mandieselturbo.com/primeserv
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 !
(Marine engines only)
It is important that all MAN Diesel & Turbo engines

are operated within the given specifications and
performance tolerances specified in the engines'
Technical Files and are maintained according to
the MAN Diesel & Turbo maintenance instructions
in order to comply with given emissions regulations.
In accordance with Chapter I of the Code of Federal

Regulations, Part 94, Subpart C, §94.211 NOTICE
is hereby given that Chapter I of the Code of Federal
Regulations, Part 94, Subpart K, §94.1004 requires
that the emissions related maintenance of the die-
sel engine shall be performed as specified in MAN
Diesel & Turbo instructions including, but not limited
to, the instructions to that effect included in the
Technical File.
12.06 - ES0
MAN Diesel & Turbo
Description
Main Particulars 500.00
Page 1 (1) Edition 32
L27/38
Cycle : 4-stroke
Configuration : In-line
Cyl. nos available : 5-6-7-8-9
Power range : 1500-2970 kW (HFO/MDO)

2100-3150 kW (MGO)
Speed : 720/750 rpm
Bore : 270 mm
Stroke : 380 mm
Stroke/bore ratio : 1.4:1
Piston area per cyl. : 572.6 cm2
Swept volume per cyl. : 21.8 ltr.
Compression ratio : 15.9:1
Max. combustion pressure : 200 bar (in combustion chamber)

210 bar (indicator cock)
Turbocharging principle : Constant pressure system and intercooling
Fuel quality acceptance : HFO (up to 700 cSt/50° C, RMK700)

MDO (DMB) - MGO (DMA, DMZ)
according ISO8217-2010
Power lay-out MCR version
Speed rpm 720 750
Mean piston speed m/sec. 9.1 9.5
Mean effective pressure:

5 cylinder engine (HFO/MDO) bar 23.0 23.5
6, 7, 8, 9 cylinder engine (HFO/MDO) bar 25.3 24.3
6, 7, 8, 9 cyl engine (MGO) bar 26.8 25.7
Power per cylinder:

5 cylinder engine (HFO/MDO) kW/cyl. 300 320
6, 7, 8, 9 cylinder engine (HFO/MDO) kW/cyl. 330 330
6, 7, 8, 9 cyl engine (MGO) kW/cyl. 350 350
12.02 - ES1 - Tier I + II - GenSet

MAN Diesel & Turbo
Description 500.01
Page 1 (1) Introduction Edition 03
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.
If an instruction book is delivered in another language

than English and doubts arise concerning the trans-
lation, the English text shall prevail.
Section 505-519
Spare parts plates
Working card
Description
08028-0D/H5250/94.08.12
Fig. 1 Structure of instruction book.
10.47 - ES0
MAN Diesel & Turbo
Description
Safety 500.02
Page 1 (2)
Edition 02
General
General Spares
Proper maintenance, which is the aim of this book, Large spare parts should, as far as possible, be placed
is a crucial aspect of achieving optimum safety in well strapped near the area of use and should be
the engine room. The general measures mentioned accessible by crane. The spare parts should be well-
here should, therefore, be a natural routine for the preserved against corrosion and protected against
entire engine room staff. mechanical damage. 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 while 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 available everywhere.
In particular, welding or work which causes the

spreading of grit and chips must be avoided near Freezing
the engine, unless this is closed or covered, and the
turbocharger air intake filters are covered. If there is a risk of damage due to freezing when the
plant is out of service, engines, pumps, coolers and
The exterior of the engine should be kept clean and pipe systems should be emptied of cooling water.
the paintwork maintained, so that leakages can
easily be detected.
Warning
Fire Opening of cocks may cause discharge of hot liquids

or gases. Dismantling of parts may cause springs
If the crankcase is opened before the engine is cold, to be released.
welding and the use of naked light will involve the risk
of explosions and fire.The same applies to inspection The removal of fuel valves (or other valves in the
of oil tanks and the space below the cooler. Attention cylinder head) may cause oil to run down to the
should furthermore be paid to the danger of fire when piston crown, and if the piston is hot an explosion
using paint and solvents with a low flash point. Porous may then blow out the valve.
insulating material drenched with oil from leakages
is easily inflammable and should be renewed. See When testing fuel valves with the hand pump do not
also: "Ignition in Crankcase" in section 503. touch the spray holes, as the jet may pierce the skin.
Consider beforehand which way the liquids, gases
or flames will move, and keep clear.
Order
Hand tools should be placed to be easily accessible Crankcase Work

on tool boards. Special tools should be fastened to
tool panels (if supplied) in the engine room close Check beforehand that the starting air supply to the
to the area of use. No major objects may be left engine is shut off.
unfastened, and the floor and passages should be
kept clear.
01.32 - ES0
MAN Diesel & Turbo
500.02 Description
Edition 02
Safety Page 2 (2)
General
Feeling Over Turning
Whenever repairs or alterations have been made After prolonged out-of-service periods or overhaul
to the running gear, apply the "feel-over sequence" work which may involve a risk of accumulation of liquid
until it is ensured that there is no undue heating, oil- in the combustion spaces, turning should always be
mist formation, blow-by, or failure of cooling water or effected through at least two complete revolutions.
lubricating oil systems.
Check and Maintain

Feel-over Sequence
Lubricating oil condition, filter elements and meas-
Feel over after 5-15 and 30 minutes' idle running and uring equipment, see "Planned Maintenance Pro-
finally when the engine is running at full load. See gramme".
also "Operation" in the section 501.
01.32 - ES0
MAN Diesel & Turbo
Description
Cross Section 500.05
L27/38
09.26 - ES1
MAN Diesel
Description 500.10
Page 1 (1) Key for Engine Designation Edition 02
General
Engine Type Identification
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
08028-0D/H5250/94.08.12
Rating
MCR : Maximum continuous rating

ECR : Economy continuous rating
04.08 - ES1
MAN Diesel
Description 500.11
Page 1 (1) Designation of Cylinders Edition 03
General
08028-0D/H5250/94.08.12
98.19 - ES1
MAN Diesel & Turbo
Description
Page 1 (1) Engine Rotation Clockwise 500.12
Edition 02
General
Direction of rotation seen from flywheel end “Clockwise”
Engine
Alternator
10.39 - ES1
MAN Diesel & Turbo
Description
Code Identification for Instruments 500.20
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
Temperature Alarm High

No. 12 *
Measureing device
PT Sensor mounted on engine/unit
22 Reading/identification in a panel on the engine/unit and reading/indication outside
the engine/unit
Pressure Transmitting
No. 22 *
* Refer to standard location and text for instruments on the following pages.
Specification of letter code for measuring devices

1st letter Following letters
F Flow A Alarm
L Level D Differential
P Pressure E Element
S Speed, System H High
T Temperature I Indicating
U Voltage L Low
V Viscosity S Switching, Stop
X Sound T Transmitting
Z Position X Failure
V Valve, Atuator
11.19 - ES1
MAN Diesel & Turbo
500.20 Code Identification for Instruments

Description
Edition 04 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
Lubricating Oil System

20 inlet to cooler 24 sealing oil - inlet engine 28 level in base frame
21 outlet from cooler / inlet to filter 25 prelubricating 29 main bearings
22 outlet from filter / inlet to engine 26 inlet rocker arms and roller guides
23 inlet to turbocharger 27 intermediate bearing / alternator bearing
Charging Air System

30 inlet to cooler 34 charge air conditioning 38
31 outlet from cooler 35 surplus air inlet 39
32 jet assist system 36 inlet to turbocharger
33 outlet from TC filter / inlet to TC compr. 37 charge air from mixer
Fuel Oil System

40 inlet to engine 44 outlet from sealing oil pump 48
41 outlet from engine 45 fuel-rack position 49
42 leakage 46 inlet to prechamber
43 inlet to filter 47
Nozzle Cooling System

50 inlet to fuel valves 54 58 oil splash
51 outlet from fuel valves 55 valve timing 59 alternator load
52 56 injection timing
53 57 earth/diff. protection
Exhaust Gas System

60 outlet from cylinder 64 68
61 outlet from turbocharger 65 69
62 inlet to turbocharger 66
63 compustion chamber 67
Compressed Air System

70 inlet to engine 74 inlet to reduction valve 78 inlet to sealing oil system
71 inlet to stop cylinder 75 microswitch for turning gear 79
72 inlet to balance arm unit 76 inlet to turning gear
73 control air 77 waste gate pressure
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 500.24
Page 1 (2)
Edition 03
General
General The front page indicates the following:
The overhaul intervals are based on operation on 1) Safety regulations, which MUST be carried out
a specified fuel oil quality at normal service output, before the maintenance work can start.
which means 70-100% of MCR.
2) A brief description of the work.
In the long run it is not possible to achieve safe and
optimum economical running without an effective 3) Reference to any work which must be carried
maintenance system. out before the maintenance work can start.
The structure and amount of information in the main- 4) Related procedures - indicates other works,
tenance programme mean that it can be integrated in depending on the present work - or works
the entire ship's/power station's maintenance system which it would be expedient to carry out.
or it can be used separately.
5) Indicates x number of men in x number of hours
The core of the maintenance system is the key dia- to accomplish the work.
gram, see pages 500.25 and 500.26, indicating the
inspection intervals for the components/systems, The stated consumption of hours is only intended
so that the crew can make the necessary overhauls as a guide.
based on the engines' condition and/or the time
criteria.
The maintenance system is divided into 2 main

groups:
a. Major overhaul / inspection (page 500.25):

These works are to be carried out during major
overhauls and inspections of the engine.
1
7
b. Duty during operation (page 500.26): indicated
the works to be carried out by the personnel
2
during the daily operation of the engine.
The stated recommended intervals are only for 3

guidance as different service conditions, the quality 8
of the fuel oil and the lubricating oil, treatment of
4
the cooling water, etc., will decisively influence the
actual service results and thus the intervals between
necessary overhauls.
5
9
08028-0D/H5250/94.08.12
Experience with the specific plant/personnel should

6
be used to adjust the time between overhauls. It
should also be used to adjust the timetable stated
for guidance in the working cards.
Working Cards Fig. 1 Instruction guide for working cards.
Each of the working cards can be divided into two: a

front page and one or several pages describing and
illustrating the maintenance work.
98.19 - ES0
MAN Diesel
500.24 Description
Edition 03
Introduction to Planned Maintenance Programme Page 2 (2)
General
Experience with the specific station/personnel may 8) Various requisite hand tools.
lead to updating.
9) Indicates the components/parts which it is
6) Refers to data required to carry out the work. advisible to replace during the maintenance
work. Please note that this is a condition for
7) Special tools which must be used. Please note the intervals stated.
that not all tools are standard equipment.
08028-0D/H5250/94.08.12
98.19 - ES0
MAN Diesel & Turbo
Description
Planned Maintenance Programme 500.25
L27/38
Major overhaul/inspection
Time Between Overhauls
overhauled parts
Working
l
Observations
Description
3rd month
= Overhaul to be carried out Card
after - hours
Check new/
Monthly
Weekly
200
16000
32000
50
2000
8000
Daily
n = Check the condition No
Cylinder Unit:
Dismantling of cylinder unit.............................................. l 505-01.55

Dismantling of cylinder head, water jacket and cyl. liner.
Cylinder Head and Water Jacket

Inspection of inlet, exhaust valves and valve guide.......... l 505-01.05
Valve rotator..................................................................... n 505-01.15
Safety valve - overhaul and adjustment of
opening pressure.............................................................. n 505-01.25
Indicator valve.................................................................. n 505-01.26
Cylinder head cooling water space - Inspection............... n 505-01.45
Cylinder head nut, Retightening....................................... 200 505-01.55

Piston, Connecting Rod and Cylinder Liner

Inspection of piston.......................................................... n 506-01.10
Piston ring, scraper ring and flame ring............................ l 506-01.10
Piston pin and bush for connecting rod - Check of
clearance.......................................................................... n 506-01.15
Connecting rod, Measuring of big-end bore..................... n 506-01.15

Inspection of big-end bearing shells................................. n 506-01.16
Cylinder liner, Cleaning, honing and measuring............... l 506-01.35

Camshaft and Camshaft Drive
Camshaft, Inspection of gear wheels, bolt, connections

etc..................................................................................... 200 n 507-01.00
Camshaft bearing, Inspection of clearance...................... n 507-01.05
Camshaft adjustment, check the condition....................... n 507-01.20
Lubrication of camshaft bearing, Check........................... n 507-01.00
12.24 - ES0
MAN Diesel & Turbo
500.25 Description
Edition 40 Planned Maintenance Programme Page 2 (3)
L27/38
overhauled parts
Working
Observations
l = Overhaul to be carried out
Description
3rd month
Card
after - hours
Check new/
Monthly
Weekly
n = Check the condition
200
8000
16000
32000
50
2000
Daily
No
Operating Gear for Inlet Valves and

Exhaust Valves
Roller guide for valve gear................................................ n 508-01.00

Valve gear, Valve bridge, spring, push rod, etc................. n 508-01.10

Lubricating of operating gear, Check................................ n 508-01.00
Crankshaft and Main Bearing

Inspection of main bearing............................................... n 510-01.05
Inspection of guide bearing.............................................. n 510-01.05
Vibration damper, see special instruction manual............

Turbocharger System

Charging air cooler, Cleaning and inspection................... n 512-01.00
Retightening of all bolts and connections, see special
instruction manual............................................................
For turbocharger, see special instruction manual.............

Air starter motor, Dismantling and inspection................... n 513-01.30
Fuel Oil System and Injection Equipment
Fuel oil injection pump, Check of condition...................... l 514-01.06

Fuel injection valve, Adjustment of opening pressure...... 200* n 514-01.10
* After major overhaul
12.24 - ES0
MAN Diesel & Turbo
Description 500.25
Page 3 (3) Planned Maintenance Programme Edition 40
L27/38
overhauled parts
Working
Observations
l = Overhaul to be carried out
Description
3rd month
Card
after - hours
Check new/
Monthly
Weekly
n = Check the condition
200
8000
16000
32000
50
2000
Daily
No
Lubricating oil pump, Engine driven................................. n 515-01.00

Lubricating oil cooler........................................................ l 515-06.00
Prelubricating pump, El. driven......................................... n 515-01.05

Thermostatic valve........................................................... n 515-01.20
Cooling Water System
Cooling water pump, Engine driven (HT / LT water)......... n

Thermostatic valve........................................................... n 516-04.00
Alternator, see special instruction manual in section 518
Planned maintenance programme during operation,

see 500.26.
12.24 - ES0
MAN Diesel
Description
Planned Maintenance Programme 500.26
Page 1 (2) Edition 20H
L27/38
Duties during Operation
overhauled parts
Working
Observations
Description 

3rd month
after - hours
Card
Check new/
= Overhaul to be carried out
Monthly
200
8000
16000
32000
Weekly
50
2000
Daily
 = Check the condition
No
Operating of Engine
Readings of data for Engine and Generator, with refer-

ence to "Engine Performance Data", section 502-1.........  502-01.00
Check for leakages...........................................................
 502-05.00

Specification - Cooling water
Cooling water system - Water samples, see section 504 .  516-01.90
Cylinder Head
Inlet and exhaust valve - check and adjustment of valve

clearance..........................................................................  508-01.10
Lubricating of operating gear - Check.............................. 
Check of valve rotators' rotation during engine rotation ..  505-01.15

Control and Safety System, Automatics and
Instruments
Safety, alarm and monitoring equipment .........................  509-01.00

Lambda controller - Adjustment.......................................  509-10.00
Governor - Check oil level, see governor instruction
book, section 509 ............................................................  section 509

Turbocharger System
Dry cleaning of turbine side . ...........................................  512-10.00

08028-0D/H5250/94.08.12
Water washing of compressor side .................................  512-05.00

Exhaust pipe compensator...............................................  512-01.10
Retightening of all bolts and connections, se special
Instruction book................................................................
Cleaning of air filter - Compressor side, see special
instruction book................................................................
10.19
MAN Diesel
500.26 Planned Maintenance Programme Description
Edition 20H Page 2 (2)
L27/38
Duties during Operation
Time Between Overhaul
Overhauled parts
Working
Observations
Description 

3th month
= Overhaul to be carried out Card
Check new/
after -hours
50
2000
8000
200
32000
Weekly
16000
Montly
Daily
 = Check the condition No
Function test - Main and emergency starting valve..........  513-01.40

Air filter, draining of bowl (filter element to be replaced
when pressure drop exceeds 0,7 bar)..............................  513-01.21

Compressed air system - Check of the system................  513-01.90
Fuel Oil System and Injection Equipment
Fuel oil system - Check the system..................................  514-01.90

Fuel oil - Oil samples after every bunkering, see sec.504 section 504
Fuel injection valve...........................................................  514-01.10

Lubricating oil filter - Cleaning and replacement .............  515-01.10

Centrifugal filter - Cleaning and replacement paper filter .  515-15.00
Lubricating oil - Oil samples ............................................ 

Lubricating oil system - Check the system.......................  515-01.90
Cooling water system - Water samples ........................... 

Cooling water system - Check the system.......................  516-01.90
Alternator - see special instruction book

08028-0D/H5250/94.08.12
Major overhaul/inspection, see 500.25
10.19
MAN Diesel & Turbo
Description
Operation Data & Set Points 500.30
L27/38
Acceptable Alarm Set point

Normal Value at Full value at shop
load at ISO conditions test or after Autostop of engine
Delay
repair sec.
Temp. after cooler

(inlet filter) SAE 40 TI 21 68-73° C <73° C TAH 21 80° C 3
Pressure after filter(inlet engine) PI 22 4.2-5.0 bar >4.5 bar PAL 22 3.5 bar 3 PSL 22 3.0 bar
PSL 22 3.0 bar (D)
Pressure drop across filter PDAH 0.1-1 bar <0.5 bar PDAH 1.5 bar 3
21-22 21-22
Prelubricating pressure (PI 22) 0.14-1.4 bar <1.0 bar PAL 25 0.12 bar (H) 60
Pressure inlet turbocharger PI 23 1.3 - 2.2 bar >1.3 bar PAL 23 1.1 bar 3
(C)
Lub. oil level in base frame LAL 28 Low level 30
LAH 28 High level 30
Pressure before filter PI 21 4.5-5.5 bar
Crankcase protection (M) LAH 92 High level 3 LSH 92 High level
TAH 58 95° C 3 TSH 58 100° C
TDAH 58 4K 3 TDSH 58 6K
Temp. main bearing TI 29 80-95° C TAH 29 100° C 3 TSH 29 105° C
Fuel Oil System
Pressure after filter MDO PI 40 3-6 bar PAL 40 2 bar 5

HFO PI 40 5-16 bar (A) PAL 40 4-6 bar (E) 5
Leaking oil LAH 42 High level 5
Temperature inlet engine MDO TI 40 30-40°C
HFO TI 40 110-140°C
Press. LT system, inlet engine PI 01 2.5-4.5 bar >1.8 bar PAL 01 0.4 + (B) bar 3
Press. HT system, inlet engine PI 10 2.0-4.0 bar >1.8-<6 bar PAL 10 0.4 + (B) bar 3
Temp. HT system, outlet engine TI 12 75-85°C <85° C TAH 12 90° C 3 TSH 12 95° C
TSH 12 95° C (D)
Temp. LT system, inlet engine TI 01 30-40°C
Exhaust Gas and Charge Air
Exh. gas temp. before TC

330 kW/cyl TI 62 480-530° C TAH 62 570° C 30
350 kW/cyl TI 62 480-530° C TAH 62 620° C 30
Exh. gas temp. outlet cyl.
330 kW/cyl TI 60 350-450° C TAH 60 465° C 30
350 kW/cyl TI 60 350-450° C TAH 60 600° C 30
Diff. between individual cyl. average average TAD 60 average (K) 120
± 30° C ±25° C ± 50° C
± 100° C
Exh. gas temp. after TC
330 kW/cyl TI 61 275-400° C TAH 61 450° C 30
350 kW/cyl TI 61 275-400° C TAH 61 500° C 30
Ch. air press. after cooler PI 31 2.9-3.2 bar
Ch. air temp. after cooler TI 31 40-55° C <55° C
10° C change in ambient temperature correspond to approx. 15° C exhaust gas temperature change
12.02 - ES1 - Tier II - SaCoSone

MAN Diesel & Turbo
500.30 Operating Data and Set Points Description

L27/38
Acceptable Alarm Set point

Normal Value at Full value at shop
load at ISO conditions test or after Autostop of engine
Delay
repair sec.
Press. inlet engine PI 70 8- 10 bar >7.5-<10 bar PAL 70 7.5 bar 15
Speed Control System
Engine speed elec. SI 90 750 rpm SAH 81 850 rpm 3 SSH 81 862 rpm (D)
SI 90 720 rpm SAH 81 815 rpm 3 SSH 81 828 rpm (D)
Turbocharger speed SI 89 (L) SAH 89 (J) 3
Alternator
Cooling water leakage LAH98 LAH98 switch 3
Winding temperature TI 98 100° C TAH 98 130° C 3
Bearing temperature TI 27 40-60° C TAH 27 85° C 3
Miscellaneous
Start failure SX 83 switch (G) 10
Stop signal SS 84 switch (F) 0
Stop failure SX 84 switch 30
Engine run SI 90 720/750 rpm SS 90A (I)
Ready to start SS 87 switch 0
For these alarms (with underscore) there are alarm cut-out at engine standstill.

MAN Diesel & Turbo
Description
Operation Data & Set Points 500.30
L27/38
Remarks to Individual Parameters F. Start Interlock
The following signals are used for start interlock/

A. Fuel Oil Pressure, HFO-operation blocking:
When operating on HFO, the system pressure must 1) Turning must not be engaged
be sufficient to depress any tendency to gasification 2) Engine must not be running
of the hot fuel. 3) "Remote" must be activated
4) No shutdowns must be activated.
The system pressure has to be adjusted according 5) The prelub. oil pressure must be OK, 20 min.
to the fuel oil preheating temperature. after stop.
6) "Stop" signal must not be activated
B. Cooling Water Pressure, Alarm Set Points
G. Start Failure
As the system pressure in case of pump failure will
depend on the height of the expansion tank above Start failure is generated if engine speed has not
the engine, the alarm set point has to be adjusted to exceeded the ignition speed limit within a defined
0.4 bar plus the static pressure. The static pressure span of time or engine speed has not exceeded the
set point can be adjusted in the display module. minimum speed limit within a defined span time.
C. Lub. Oil Pressure, Offset Adjustment Start failure alarm is automatically reset after engine
is standstill.
The read outs of lub. oil pressure has an offset
adjustment because of the transmitter placement. H. Alarm Hysterese and Set Point
This has to be taken into account in case of test and
calibration of the transmitter. On all alarm points (except prelub. oil pressure) a
hysterese of 0.1 bar are present. On prelub. oil pres-
D. Software Created Signal sure alarm the hysterese is 0.02 bar.
Software created signal from PI 22, TI 12, SI 90. The alarm set point for prelub. oil pressure is only
valid if lubricating oil temperature is below 62° C.
E. Set Points depending on Fuel Temperature
I. Engine Run Signal
he signal SS90A indicates engine running for exter-

T
nal systems like Power Management System.
The engine run signal SS90A is set if engine exceeds

"95% of engine nominal speed".
The engine run signal SS90A is used to release the
generator synchronizing.
J. Limits for Turbocharger Overspeed Alarm

(SAH 89)
Engine type 720 rpm 750 rpm

5L27/38 / TCR18 39,285 39,285
6L27/38 / TCR18 39,285 39,285
Fig 1 Set point curve.
7L27/38 / TCR20 32,786 32,786
8L27/38 / TCR20 32,786 32,786
9L27/38 / TCR20 32,786 32,786

MAN Diesel & Turbo
500.30 Operating Data and Set Points Description

L27/38
K. Exhaust Gas Temperatures M. Crankcase Protection
The exhaust gas temperature deviation alarm is For engines above 2250 kW or bore > 300 mm,
normally: crankcase protection is standard for marine appli-
cation. The system is optional for smaller engines.
Engine load < 59% TAD = ± 100° C
This will be done by an oil mist detector (LAH/LSH
Engine load > 59% TAD = ± 50° C 92) as standard or with a splash oil/crankcase pro-
tection system (TAH/TSH/TDAH/TDSH 58 + TAH/
L. Turbocharger Speed TSH 29) as option.
Normal value at full load of the turbocharger is de-

pendent on engine type (cyl. no) and engine rpm.
The value given is just a guide line. Actual values
can be found in the acceptance test protocol.

MAN Diesel & Turbo
Description
"Green Passport" 500.33
General
In 2009 IMO adopted the „Hong Kong International
Convention for the Safe and Environmentally Sound
Recycling of Ships, 2009“
Until this convention enters into force the recommen-

datory guidelines “Resolution A.962(23)” (adopted
2003) apply. This resolution has been implemented
by some classification societies as “Green Passport”.
MAN Diesel & Turbo is able to provide a list of ha-

zardous materials complying with the requirements
of the IMO Convention. This list is accepted by
classification societies as a material declaration for
“Green Passport”.
This material declaration can be provided on request.
11.08 - ES0
MAN Diesel & Turbo
Description
Data for Pressure and Tolerance 500.35
L27/38
Section Description mm / bar
505 Safety valve to be adjusted to 230 bar

(7 bar at 20°C)
Maximum inner diameter, valve guide 20.2 mm
For grinding of valve spindle and valve seat ring
(see also working card 505-01.10)
Minimum height of valve head, inlet valve and exhaust valve, "H"1 9.0 mm
Maximum height of spindle above cylinder head, "H" 2

506 Piston and piston ring grooves (see working card 506-01.10)
Maximum clearance between connecting rod bush and piston pin 0.29 mm
Maximum ovalness in big-end bore (without bearing) 0.08 mm
Maximum inside diameter cylinder liner, maximum ovalness 0.1 mm Ø 270.2 mm
Sealing minimum height above the cylinder liner 0.2 mm
507 Maximum tolerance at the valve cam bearing 0.3 mm

Maximum tolerance at the fuel cam bearing 0.35 mm
Clearance between teeth on intermediate wheel
Plunger lift at TDC, injection timing:
IMO Tier II - E2 11.30+0.05 mm*
IMO Tier II - E3 11.00+0.05 mm*
IMO Tier II - D2 10.75+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.
508 Valve clearance, Inlet valve (cold engine 15 - 50°C) 0.7 mm

Valve clearance, Exhaust valve (cold engine 15 - 50°C) 0.7 mm
Maximum clearance between rocker arm bush and rocker arm shaft 0.3 mm
Maximum total tolerance between shaft bushing and roller 0.35 mm
509 Free spand between pick-up and band steel (Lambda controller), only
for single engine plant with hydraulic speed governor.
510 Deflection of crankshaft (autolog) (see working card 510-01.00)

Minimum axial guide bearing clearance 0.400 mm
Maximum axial guide bearing clearance 0.663 mm
Minimum radial main bearing clearance 0.225 mm
Maximum radial main bearing clearance 0.336 mm
Main bearing journal, min. diameter 249.9 mm
Main bearing journal, max. ovality 0.03 mm
Crankpin journal, min. diameter 249.9 mm
Crankpin journal, max. ovality 0.03 mm
12.08 - ES0, Tier II, WB II

MAN Diesel & Turbo
500.35 Description
Edition 59
Data for Pressure and Tolerance Page 2 (2)
L27/38
Section Description mm / bar
514 Combustion pressure range at full load (Measured at indicator cock) 189 - 210 bar
(Depending on rating/ambient condition)
Combustion pressure range at full load (Inside combustion chamber) 185 - 200 bar
Individual cylinders; admissible deviation from average ± 5 bar
Fuel valve, adjusment of opening pressure 400 - 410 bar
(when new spring) (420 bar)
Clearance (A) of plunger between thrust plate 0.07-0.11 mm
and plunger base plate / fuel injection pump
Clearance (B) from roller to mounting surface 160±0.18
Clearance (C) axial and radial clearance of roller on fuelinjection pump 0.4 - 0.7 mm

MAN Diesel & Turbo
Description 500.40
Page 1 (6) Data for Tightening Torque Edition 36
L27/38
Lubricant
Pressure limitation of the hydraulic high pressure

M Lubricating paste up to 200°C Coefficient of
friction 0.08 - 0.12 pump to be set to 50 bar above hydraulic oil pres-
sure for tightening.
MH High temperature lubricating Coefficient of For correct use of hydraulic tools, please see work-
paste above 200°C friction 0.08 - 0.12
ing card 520-01.05.
O Oil
Note: For tightening bolts to a specified torqe,
∆l Elongation of screw
only use the specified lubricants. For component
Tab. 1. temperatures up to 200°C, e.g. Molykote Pasta d or
Optimoly Paste White-T. For component tempera-
tures above 200°C, e.g. Molykote Paste HSC or Copa
Slip.
Oil Tightening
Screw Connection pressure Screw-in torques (Nm) Working Plate Item
(bar) moment torsions angle (°) Card
- lubricant
012 Cylinder Crankcase
012-1 (long)
Cap main bearing / 1.step Hand O 510-01.05 51101 182, 086, 194
Cylinder crankcase crown nut Item 194
with Loctite 243
2.step 100
3. step 1200
∆l = 3.2-3.9 mm
012-1 (short)
Cap main bearing / 1.step 300-M O 510-01.05 51101 456, 086
Cylinder crankcase 2.step 100
3. step 1200
∆l = 0.7-1.0 mm
012-2
Cap main bearing / 1.step Hand-M MH 510-01.05 51101 216, 228
Cylinder crankcase 2.step 100 MH
3. step 1200
012-3
Crankcase / 1. step Hand-M MH 505-01-55 51101 062, 086
Cylinder head 2. step 400
3. step 1200
012-4
Crankcase/ 22-M 190-MH 514-01.05 51101 277, 289
Fuel injection pump Loctite 243
11.40 - ES0
MAN Diesel & Turbo
500.40 Description
Edition 36 Data for Tightening Torque Page 2 (6)
L27/38
Oil Tightening
- lubricant
020 Crankshaft
020-1
Crankshaft / Counter 1. step 130-M M 51001 082, 094
weight 2. step 100
3. step 1200
∆l = 0.55-0.70 mm
020-2
Crankshaft/ 200-M or 51001 141
Spur wheel 250-O
020-3
Lock of crankshaft lub. oil bores 1. step 50-M
2. step 250-M
020-4
1st gear wheel part / 270-M or 51001 189
2nd gear wheel part 340-O
026 Turning Gear
026-1
Spur gear/Shaft 260-M or 51325 179
325-O
027 Vibration Damper
027-1
Gear wheel / Damper 1. step Hand-M M 51004 053,161
2. step 100
3. step 1200
Damper assembly bolts 580 Nm 510-04.00 750
030 Connecting Rod
030-1
Connecting rod cover / Con- 1. step Hand-M M 506-01.25 50601 152, 164
necting rod cover 2. step 600
3. step 1200
∆l = 0.35-0.55 mm
030-2
Connection shaft / connecting 1. step Hand-M M 506-01.25 50601 188, 211
rod bearing body 2. step 100
3. step 1200
∆l = 0.3-0.4 mm
034 Piston
034-1
Stud screw / nut 506-01.10 50601 176
034-2
Stud screw / nut 506-01.10 50601 176
11.40 - ES0
MAN Diesel & Turbo
Description 500.40
L27/38
Oil Tightening
- lubricant
056 Mounting of Fuel

Injection Valve
056-1
Clamp / Cylinder head XX 115-MH 514-01.10 51402 153, 177
072 Covering on free end
072-1
Stud screw / nut XX 140-M or 51502 755
175-O
100 Control Drive
100-1
Cylinder crankcase / 1.step Hand-M M 507-01.20 50701 073, 119
Stepped spur gear 2. step 100
3. step 1200
∆l = 0.65-0.80 mm
101 Camshaft
(Valve camshaft)
101-1
Camshaft part piece / 200-M or 507-01.00 50705 266
Bearing disk 250-O
101 Camshaft
(Injection camshaft)
101-4
Camshaft part piece / 210-M or 507-01.00 50705 266
Bearing disk 250-O 507-01.05
111 Valve Bridge
111-1
Valve bridge / Setting screws 200-M or 508-01.00 50502 071, 154
250-O
111 Rocker arm
111-1
Rocker arm / Setting screws 200-M or 508-01.00 50502 071, 142
250-O
200 Fuel Injection Pump

with drive
200-1
Valve support/Pump element 1. step 25-M or
30-O 514-01.05/06 51401 421
2. step 50-M or
60-O
3. step 75-M or
90-O
11.40 - ES0
MAN Diesel & Turbo
500.40 Description
Edition 36 Data for Tightening Torque Page 4 (6)
L27/38
Oil Tightening
- lubricant
200-1
Thrust ring/Pump casing 90-M or 110-O 514-01.05/06 51401 600
200-2
Screw plug, disc 250-M or 310-O 514-01.05/06 51401 242
221 Fuel Injection Valve
221-1
Support body / Nozzle body 270-MH 514-01.10 51402 045
221-2
Lock nut for setting screw 150-200 MH 514-01.10 51402 082
289 Exhaust Pipe
289-2
Clamping strap / Cyl. cover 80-MH 505-01.55 51202 107, 119
289-5
Pipe piece / Compensator 50-MH 512-01.10 51202 024, 036, 048
289-6
Pipe piece / Compensator 15-MH 512-01.10 51202 024, 036, 048
289 Exhaust Pipe before

Turbocharger
289-2
Clamping strap / cover 80-MH 505-01.55 41202 107, 119
289-3
Intermedial / Compensator /
Turbocharger 80-MH 512-01.10 51203 258, 271
289-5
Intermedial / Compensator /
Turbocharger 50-MH 512-01.10 51202 024, 036, 048
289-6
Compensator / Intermediat 25-MH 512-01.10 51202 024, 036, 048
300 Lub Oil Pump with

Attachment
300-1
Pinion spindle/Spur gear 550-M or 515-01.00 51501 199
680-O
350 Fresh Water Pump
350-3
Water pump shaft / Spur gear 110-O 516-10.00 51610 237
350-4
Water pump shaft / Impeller 1 step 100-O 516-10.00 51610 191
2 step 50-O
11.40 - ES0
MAN Diesel & Turbo
Description 500.40
Oil Tightening
- lubricant
434 Fuel Injection Pipe
434-1
Threaded piece /
Fuel injection valve 75-M or 95-O 51404 010
434-2
Fuel Injection pipe/
Threaded piece 50-M or 65-O 51404 033
Fuel injection pipe/
Fuel injection pump
434 Fuel Oil Pipe
434-3
Screw plug / Sealing ring 250-M or 310-O
447 Water Cooling Pipe
447-1
V-profile clamp /
Intermediate pieces 12 51630 200
701 Flywheel with Gear

Ring
701-1
Crankshaft / Flywheel 1200 Hand-M M 51003 095, 105
11.40 - ES0
MAN Diesel & Turbo
Description 500.40
L27/38

Tightening of Screwed Connections by the Thread mm Tightening torque in Nm
Torque quality class 8.8 10.9
M/MH O M/MH O
If screwed connections other than those listed are
to be tightened using a torque wrench, see tab. 2,
M 6 7 10 10 14
should be looked up for approximate tightening
M 8 17 25 25 35
torques. The following should be observed:
M 10 35 50 50 70
M 12 60 85 85 120
The load acting on a screwed connection depends on
M 14 90 130 130 190
the tightening torque applied, on the lubricant used,
M 16 140 200 200 280
the finished condition of the surfaces and threads,
M 18 200 280 280 390
and on the materials paired. It is, therefore, of great
M 20 270 400 380 560
importance that all these conditions are met.
M 24 470 690 660 970
Tab. 2 lists the tightening torques for various threads Tab. 2. Tightening torques for schoulder screws.
as a function of the coefficient of friction µ, i.e. of the Valve from AN 268 (if no data given in tabel).
lubricant used.The torques are based on bolt material
of the strength class 8.8 with the bolts stressed up
to approximately 7% below the elastic limit. Strength class 5.6 6.8 10.9 12.9
For other strength classes, the tightening torques Conversion factor x 0.47 0.75 1.40 1.7
listed in the table have to be multiplied by the corre-
sponding conversion factors, see tab. 3. the strength Tab. 3. Conversion factors for tightening torques as a function of
class is stamped on the bolt head. the bolt strength class.
11.40 - ES0
MAN Diesel & Turbo
Description
Declaration of Weight 500.45
L27/38
Weight in Kg
Section Component Plate No Item No
approx.
505 Cylinder head, incl. rocker arms 50501 027 400

50502 010/022
Cylinder unit 50500 021 700
506 Piston, complete 50601 081 66

Connecting rod, complete 50601 272 120
Connecting rod 50601 272 52
Cylinder liner, complete 50610 018 140
511 Cover for crankcase 51106 010 31.5
512 Turbocharger, TCR 18, complete 512 460

Turbocharger, TCR 20, complete 512 780
Charge Air cooler 51201 162 490
514 Fuel injection pump 51401 565 75

515 Lubricating oil pump 51501 031/043 40

516 HT- and LT-cooling water pump 51610 105 30
11.41 - ES0, Tier II, VBII

MAN Diesel & Turbo
Description 500.50
Page 1 (2) Ordering of Spare Parts Edition 03
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.
Information found on the nameplate of the engine(s)

Example:
Name of customer Name of Plant/Vessel IMO No Engine type Engine Engine builder
serial No
Mercy Ship Africa Mercy L7803188 5L21/31 SB5L21-10799 MAN Diesel & Turbo
or Licensee
Information found on each plate at the instruction manual:
Plate No Edition No Item No Qty. Description

51435 13 440 1 Leak oil pipe
12.11 - ES0
MAN Diesel & Turbo
Description
Ordering of Spare Parts 500.50
Page 2 (2)
Edition 03
General

Name of customer Name of Plant/Vessel IMO No
Engine type Engine No Engine Builder
Plate No Edition No Item No Designation of the Item No Qty.
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 500.51
Page 1 (1) How to Return Spare Parts and/or Tools Edition 05
General
How to return spare parts and/or tools
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:
Send an email to our office via - Spare Parts:

Holeby: [email protected] or MAN Diesel & Turbo
Frederikshavn: [email protected] Niels Juels Vej 15
9900 Frederikshavn
Clearly stating: Denmark
- Our order number Att: Dept.: Store (WLS-FRH)
- Item numbers
- Reason for return - Tools:
- Your reference MAN Diesel & Turbo
- Pictures of damaged parts – if any. Langerak 74
9900 Frederikshavn
Please be noted that your parts are not to be re- Denmark
turned unless there is an agreement with our Sales Att: Dept.: Service Center (DC5)
Coordinators and/or Superintendents.
For returns to Singapore warehouse please use the
When parts are received in good condition, we will following address:
issue a credit-note. Please mark the box with our
order number or attach a copy of our packing list. MAN Diesel & Turbo Singapore Pte. Ltd.
14 Tuas Avenue 1
For return of tools please mark the box withour project Singapore 639499
name and number on the box (P-xxxxx) Att.: Logistic Centre, Asia
Note: Please be aware that it is only spare parts

Remarks: that have been purchased in Singapore that can be
returned to Singapore warehouse.
Please note that spare parts and/or tools are not
to be returned unless there is a written agreement
with MAN Diesel & Turbo, PrimeServ in Holeby or
Frederikshavn.
- If you return your spare parts and/or tools with-

out a written agreement you will be charged a
fee for unauthorised returns.
11.09 - ES0
MAN Diesel
Description
Service Letters 500.55
Page 1 (1)
Edition 01
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.
The service letters can either deal with specific

engine types, or contain general instructions and
recommendations for all engine types, and are used
as a reference when we prepare up-dated editions
of instruction books.
08028-0D/H5250/94.08.12
97.40 - ES0
MAN Diesel
Description
Conversion Table 500.60
General
Basic Sl Units Velocity, Speed (m/s) (3.6 km/h = 1 m/s)
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
Additional SI Units Stress ( 1 N/m2 = 10 -6 N/mm2)
Quantity Name Symbol Definition 1 kp/mm2 = 100 kp/cm2 9.807 N/mm2

1 lbf/sq. in (psi) = 0.07031 at 6.895 x 10-3 N/mm2
time minute min 1 min = 60 s
time hour h 1h = 60 min
plane angle degree ° 1° = (p/180) rad Dynamic viscosity (N s/m2)
volume litre l 1l = 1 dm3
pressure bar bar 1 bar = 105 Pa 1 kp s/m2 9.807 N s/m2 = 98.07 P (poise)
1 poundal s/sq.ft 1.488 N s/m2
1 lbf/sq.ft 47.88 N s/m2
Length (m)
poise is a special name taken from the CGS system. 1 P = 0.1 Pa s
1 in (inch) 25.40 mm = 0.0254 m 1 cP = 1 mPa s = 10-3 Pa s
1 ft (foot) = 12 inches 0.3048 m
1 yd (yard) = 3 ft = 36 inches 0.9144 m Kinematic viscosity (m2/s)
1 statute mile = 1760 yds 1609 m
1 n mile (international nautical mile) 1852 m 1 sq.ft/s 92.90 x 10-3 m2/s = 92.90 x 103 cSt *
* 1 cSt (centi stokes) = 10-6 m2/s. Stokes is a special name

SI Prefixes taken from the CGS system. 1 St = 10-4 m2/s
Factor Prefix Symbol Factor Prefix Symbol Energy, Work (1 Nm = 1 J, Wh)
1018 exa E 10-1 deci d 1 cal I.T* 4.187 J*

1015 peta P 10-2 centi c 1 kpm 9.807 J
1012 10-3 2.648 x 106 J = 0.7355
08028-0D/H5250/94.08.12
tera T milli m 1 hph (metric) kWh

109 giga G 10-6 micro μ 1 ft. lbf 1.356 J
106 mega M 10-9 nano n 1 hph (UK, US) 2.685 x 106J = 0.7457 kWh
103 kilo k 10-12 pico p 1 BTU (UK, US) 1.055 x 103J = 1.055 KJ
102 hecto h 10-15 femto f
10 deca da 10-18 atto a * Exact value: 4.1868 J
I.T. = International Steam Table
Area (m2)
1 sq. in (square inch) 0.6452 x 10-3 m2

1 sq. ft (square foot) 92.90 x 10-3 m2
04.37 - ES0
MAN Diesel
500.60 Conversion Table Description

General
Power (1 kg m2/s3 = 1 N m/s = 1 J/s = 1 W) Specific heat capacity (J/(kg K))
1 kpm/s 9.807 W 1 kcalI.T./(kg x °C) 4.187 x 103 J/(kg K)

1 hp (metric) = 75 kpm/s 735.5 W = 0.7355 kW 1 BTU*/(lb x °F) = 1 kcalI.T. /(kg °C) 4.187 x 103 J/(kg K)
1 kcalI.T./h 1.163 W
1 ft lbf/s 1.356 W * British Thermal Unit (see table for energy conversions)
1 hp (UK, US) = 550 ft.lbf/s 745.7 W
1 BTU/h 0.2931 W
Heat conductance (W/(m K))
Moment of Force, Torque (kg m2/s2 = Nm) 1 calI.T./(cm x s x °C) 418.7 W/(m K)
1 kcalI.T./(m x h x °C) 1.163 W/(m K)
Can easily be derived from the above tables. 1 BTU*/(ft x h x °F) 1.731 W/(m K)
* British Thermal Unit (see table for energy conversions)

Moment of Inertia (kg m2)
1 GD2 (old notation) = 4 x I* kg m2 Heat transmission (W/(m2 K))

1 WR2 (old notation)* = 1 x I* kg m2
1 calI.T./(cm x s x °C) 41.87 x 103 W/(m2 K)
*I = ∫ dmr x r 2
mr = mass at the radius r 1 kcalI.T./(m" x h x °C) 1.163 W/(m2 K)
G = W = mass in kg D = Diameter of gyration 1 BTU*/(ft2 x h x °F 5.678 W/(m2 K)
R = Radius of gyration
Specific fuel oil consumption (SFOC)

Specific fuel consumption* (g/kWh)
Reference conditions
1 g/hph (metric) 1.360 g/kWh Specific fuel oil consumption values refer to brake power,
and the following reference conditions:
* See also table for specific fuel oil consumption values
Reference conditions (ISO)
Temperature difference (K) Blower inlet temperature 25°C 298 K

Blower inlet pressure 1000 mbar
1 °C (Celsius) 1K Charge air coolant temperature 25°C 298 K
1 °F (Fahrenheit) 5/9 K Fuel oil lower calorific value (10200 kcal/kg) 42707 kJ/kgk
Temperature levels (K)

(see "Derived SI Units with special Names)
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
Derived Si Units with Special Names

08028-0D/H5250/94.08.12
Quantity Name Symbol Expressed in basic,

supplementary or
derived SI units
frequency hertz Hz 1 Hz = 1 s-1

force newton N 1N = 1 kg m/s2
pressure, stress pascal Pa 1 Pa = 1 N/m2*
energy, working quantity of heat joule J 1J = 1 Nm
power watt W 1W = 1 J/s
electric potential (DC) volt V 1V = 1 W/A
temperature Celsius °C 1°C = 1 k**
* For mechanical stresses N/mm2 is widely used. 1 N/mm2 = 106 N/m2

** t (°C) = T(K) - T0(K), where T0 = 273.15 K
04.37 - ES0
MAN Diesel
Description
Conversion Table 500.60
General
Volume (1 m3 = 1000 l)
1 cub. in (cubic inch) 16.39 x 10-6 m3

1 cub. ft (cubic foot) 28.32 x 10-3 m3 = 28.32 l
1 gallon* (imperial, UK) 4.546 x 10-3 m3 = 4.546 l
1 gallon* (US) 3.785 x 10-3 m3 = 3.785 l
1 barrel (US petroleum barrel) = 42 gallon (US) 0.1590 m3
1 bbl (dry barrel, US) 0.1156 m3
1 register ton = 100 cub. ft 2.832 m3
* 1 gallon = 4 quarts = 8 pints
Mass (kg)
1 lb (pound mass) = 16 ozs (ounces) 0.4536 kg

1 cwt (UK) (hundredweight) = 112 lbs 50.80 kg
1 long ton (UK) = 20 cwt = 2240 lbs 1.016 metric tons = 1016 kg
1 short ton (UK) = 2000 lbs 0.907 metric tons = 907 kg
1 slug* 14.59 kg
* Unit and mass in the ft-lb-s system
Pressure
(1 N/m2 = 1 Pa, 1 bar = 105 Pa, 1 mbar = 10-3 bar)
1 kp/cm2 = 1 at = 0.9678 atm 98.07 x 103 Pa = 0.9807 bar

1 at = 735.5 mm Hg* = 10 m H2O** (T = 277 K)
750 mm Hg* 105 Pa = 1 bar
1 mm Hg* (T = 273 K) 133.3 Pa = 1.333 mbar
1 mm H2O** (T = 277 K) 10-4 at = 9.807 Pa = 98.07 x 10-3 mbar
1 in Hg* (T = 273 K) 3386 Pa = 33.86 mbar
1 in H2O** (T = 277 K) 249.1 Pa = 2.491 mbar
1 atm (standard atmosphere) 760 mm Hg, 1.013 x 105 Pa = 1013 mbar
1 atm = 1.033 at
1 lbf/sq.in (psi) 6895 Pa = 68.95 mbar
* Mercury. 1 mm Hg = 1 Torr
Values in table provided gn = 9.80665 m/s2
** Water column (WC)
Some physical data in SI units
Nomenclature
t = temp. in °C ΔK = temperature difference
r = density in kg/m3 Cp = heat capacity in J/(kg DK)
t ρ Cp t Cp
range
08028-0D/H5250/94.08.12
Water 18 999 4.18 x 103

Lubricating oil (approx.)* 15 900 1.96 x 103
Atmospheric air (dry) (p=1 bar) 0 1.276 998 0-150 1005
Exhaust gas 200-400 1080
* Viscosity: 100-140 cSt at 40°C
750 mm Hg = 1 bar = 105 Pa
1 atm (standard pressure at sea level) = 760 mm Hg = 1013 mbar
Gas constant for air and exhaust gas = 287 J/(kg x K)
Water, heat of evaporation 100°C 1.013 bar 2.256 x 106 J/kg
Fuel oil. Lower calorific value 41-43 x 106 J/kg
ISO 3046/1-1986 standard reference fuel 43 x 106 J/kg
Diesel engine reference fuel (see below)
04.37 - ES0
MAN Diesel
Description
Page 1 (3) Basic Symbols for Piping 500.65
Edition 01
General
No Symbol Symbol designation No Symbol Symbol designation

2.14 Spectacle flange
1. GENERAL CONVENTIONAL SYMBOLS
1.1 Pipe 2.15 Orifice
1.2 Pipe with indication of direction of flow 2.16 Orifice
1.3 Valves, gate valves, cocks and flaps 2.17 Loop expansion joint
1.4 Appliances 2.18. Snap coupling
1.5 Indicating and measuring instruments 2.19 Pneumatic flow or exhaust to atmosphere
1.6 High-pressure pipe

3. VALVES, GATE VALVES, COCKS AND FLAPS
1.7 Tracing 3.1 Valve, straight through
1.8 Enclosure for several components as-sem- 3.2 Valve, angle

bled in one unit
3.3 Valve, three-way
2. PIPES AND PIPE JOINTS
2.1 Crossing pipes, not connected 3.4 Non-return valve (flap), straight
2.2 Crossing pipes, connected 3.5 Non-return valve (flap), angle
2.3 Tee pipe 3.6 Non-return valve (flap), straight screw

down
2.4 Flexible pipe 3.7 Non-return valve (flap), angle, screw down
2.5 Expansion pipe (corrugated) general 3.8 Safety valve
2.6 Joint, screwed 3.9 Angle safety valve
2.7 Joint, flanged 3.10 Self-closing valve

08028-0D/H5250/94.08.12
2.8 Joint, sleeve 3.11 Quick-opening valve
2.9 Joint, quick-releasing 3.12 Quick-closing valve
2.10 Expansion joint with gland 3.13 Regulating valve
2.11 Expansion pipe 3.14 Ball valve (cock)
2.12 Cap nut 3.15 Butterfly valve
2.13 Blank flange 3.16 Gate valve
05.02 - ES0
MAN Diesel
500.65 Basic Symbols for Piping

Description
Page 2 (3)
Edition 01
General
No Symbol Symbol designation No Symbol Symbol designation

3.17 Double-seated changeover valve
4. CONTROL AND REGULATION PARTS
3.18 Suction valve chest 4.1 Fan-operated
3.19 Suction valve chest with non-return valves 4.2 Remote control
3.20 Double-seated changeover valve, straight 4.3 Spring
3.21 Double-seated changeover valve, angle 4.4 Mass
3.22 Cock, straight through 4.5 Float
3.23 Cock, angle 4.6 Piston
3.24 Cock, three-way, L-port in plug 4.7 Membrane
3.25 Cock, three-way, T-port in plug 4.8 Electric motor
3.26 Cock, four-way, straight through in plug 4.9 Electromagnetic
3.27 Cock with bottom connection 4.10 Manual (at pneumatic valves)
3.28 Cock, straight through, with bottom conn. 4.11 Push button
3.29 Cock, angle, with bottom connection 4.12 Spring
3.30 Cock, three-way, with bottom connection 4.13 Solenoid
3.31 Thermostatic valve 4.14 Solenoid and pilot directional valve
3.32 Valve with test flange 4.15 By plunger or tracer
3.33 3-way valve with remote control (actuator)

5. APPLIANCES
08028-0D/H5250/94.08.12
3.34 Non-return valve (air) 5.1 Mudbox
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
3.37 3/2 spring return valve contr. by solenoid 5.4 Separator
3.38 Reducing valve (adjustable) 5.5 Steam trap
3.39 5.6 Centrifugal pump

On/off valve controlled by solenoid and pilot
directional valve and with spring return
05.02 - ES0
MAN Diesel
Description
Basic Symbols for Piping 500.65
General
No. Symbol Symbol designation No. Symbol Symbol designation

5.7 Gear or screw pump
6. FITTINGS
5.8 Hand pump (bucket) 6.1 Funnel / waste tray
5.9 Ejector 6.2 Drain
5.10 Various accessories (text to be added) 6.3 Waste tray
5.11 Piston pump 6.4 Waste tray with plug
5.12 Heat exchanger 6.5 Turbocharger
5.13 Electric preheater 6.6 Fuel oil pump
5.14 Air filter 6.7 Bearing
5.15 Air filter with manual control 6.8 Water jacket
5.16 Air filter with automatic drain 6.9 Overspeed device
5.17 Water trap with manual control

7. READING INSTR. WITH ORDINARY DESIGNATIONS
5.18 Air lubricator 7.1 Sight flow indicator
5.19 Silencer 7.2 Observation glass
5.20 7.3 Level indicator

Fixed capacity pneumatic motor with direc-
tion of flow
5.21 Single acting cylinder with spring returned 7.4 Distance level indicator
5.22 Double acting cylinder with spring returned 7.5 Recorder
5.23 Steam trap

08028-0D/H5250/94.08.12
05.02 - ES0
Operation of engine
501/601
MAN Diesel & Turbo
Description 501.01
Page 1 (5) Operation Edition 18
L16/24, L27/38, L21/31
Preparations for Starting L16/24, L27/38, L21/31
The following describes what to do before starting Note: It is recommended that the engine is prelubri-
when the engine has been out of service for a period cated for at least 30 minutes prior to start-up (at the
of time. first starting-up, or if the engine is cold, the engine
must be prelubricated for at least 60 minutes)
or
Lubricating Oil System check that there is oil coming out at bearings, pistons
and rocker arms.
1) Check the oil level in the base frame with the
dipstick. 4) Check prelubricating oil pressure at inlet to
filter, inlet of the engine and inlet turbocharger
2) Check the oil level in the actuator. at the display module according to the data and
setpoints sheet.
3) Start up the prelubricating pump.
5) Open the cooling water supply.
6) Check the cooling water pressure.
Note: To avoid shock effects owing to large tempera-

ture fluctuations just after start, it is recommended:
a) to preheat the engine. Cooling water at least

60°C should be circulated through the cylinder
head for at least 2 hours before start:
- by means of cooling water from engines which

are running or by means of a preheater (if
installed).
b) When starting without preheated cooling

water, the engine may only be started on MDO
(Marine Diesel Oil).
Note: When starting on HFO (Heavy Fuel Oil), only

item a) applies.
Fig 1 RE2800 actuator.
HFO System
7) Open the fuel oil supply.
Starting on HFO: circulate preheated fuel through

the pumps until correct working temperatures have
been achieved. This normally takes 30-60 minutes.
11.32 - ES0
MAN Diesel & Turbo
501.01 Description
Edition 18
Operation Page 2 (5)
L16/24, L27/38, L21/31
8) Regulating gear - please check: C: Stand-by engine. Emergency start, with

preh eated cooling water, intermediate
- that all fuel injection pumps are set at index "0" prelubricating or continuos prelubricating.
when the regulating shaft is in STOP position. MDO or HFO.
- that each fuel injection pump can be pressed

by hand to full index when the regulating shaft Starting and Stopping on HFO
are in STOP position, and that the pumps return
automatically to the "0" index when the hand Starting and stopping of the engine should take
is removed. place on HFO in order to prevent any incompatibility
problems on changeover to MDO.
Starting Air System MDO should only be used in connection with mainte-
nance work on the engine or before a longer period
9) Check the pressure in the starting air receiver(s). of engine standstill.
10) Drain the starting air system. Before starting on HFO the engine must be properly
preheated as described in "Preparations for Starting"
11) Open the starting air supply. and as described below.
12) Check the air pressure on the operating box Stopping the engine on HFO is no problem, but it
according to the data and setpoints sheet. should be ensured that the temperature of fuel pipes
is not reduced to a level below the pour point of the
fuel. Otherwise reestablishing the circulation might
Turning of Engine (not valid for L16/24 cause problems.
engine)
13) Open the indicator valves and turn the engine Starting on MDO
some few revolutions, check that no liquid is
flowing out from any indicator valves during For starting on MDO there are no restrictions except
the turning. that lubricating oil viscosity may not be higher than
1500 cSt (10°C SAE 40).
14) Slow turning must always be carried out, be-
fore the engine is started after prolonged out Initial ignition may be difficult if the engine and ambient
of-service-periods and after overhauls, which temperatures are lower than 5°C and 15°C cooling
may involve a risk of liquid having collected in water temperature.
the cylinders.
15) Close the indicator valves. Normal Starting procedure
16) Start the engine by activating the start button

Starting on the display module.
The engine may be started according to the following Note: If the engine have been without prelubrica-
procedure: tion for more than 20 min. it will not be possible
to start the engine (either remote or local). The
A: Normal start without preheated cooling water. only possibility in this case is to activate the
Only on MDO. emergency start, located directly on the starter.
B: Normal start with preheated cooling water.

MDO or HFO.
11.32 - ES0
MAN Diesel & Turbo
Description 501.01
Page 3 (5) Operation Edition 18
L16/24, L27/38, L21/31
Cold Start procedure Testing during Running
17) Speed setpoint is set to 50% of nominal speed Check the following on the display module according
with use of SaCoSone Expert. If SaCoSone Expert to the data and setpoints sheet.
is not available, a spanner at the actuator arm
is used to keep the speed at 50% of nominal 24) Check the lubricating oil pressure.
speed while decrease speed is activated during
starting. 25) Check the cooling water pressure.
Minimum speed is approx. 50% of nominal
speed. 26) Check the fuel oil feed pressure.
18) Start the engine either by local start or emer- 27) Check that the turbocharger is running.
gency start button on air starter. Run for 5
minutes. 28) Check that the prelubricating oil pump stops
automatically.
Hold a adjustable spanner at linkage between
fuel rack and actuator in order to have total 29) Check that all cylinders are firing, see exhaust
control over the speed. gas temperatures.
When the engine ignites on all cylinders reduce Note: Check the stop cylinder (Lambda controller)
the fuel admission with the spanner until the for regulating the shaft works properly, both when
engine can just keep running. stopping normally and at overspeed and shut down.
At first start up the engine speed must not Check that all shutdowns are connected and func-
exceed 50 % of nominal speed. tion satisfactory.
19) Check pressure difference on lubricating oil 30) Test the overspeed, see Working Card
pressures before and after filter.The differencial 509-01.05.
pressure must be shortly above 1,5 bar with
cold engine and it is acceptable if it is below 31) Check that all alarms are connected.
after 10 minutes.
20) Check that all cylinder ignites. Operation
21) Check the lubrication at the rocker arms and The engine may be loaded according to the following
check all fuel oil pipes for leakages. procedure:
22) During the 15 minutes the speed will slowly be A: Normal start without preheated cooling water.
increased to nominal speed, if no abnormal Only on MDO.
noise or leakages.
B: Normal start with preheated cooling water.
23) Check that pressure difference on lubrication MDO or HFO.
oil before and after filer is ok. Ascertain the
running is normal. C: Stand-by engine. Emergency start, with
preheated cooling water, intermediate
prelubricating or continuos prelubricating.
MDO or HFO.
See loading chart fig 2.
11.32 - ES0
MAN Diesel & Turbo
501.01 Description
Edition 18
Operation Page 4 (5)
L16/24, L27/38, L21/31
Note: When the engine is running the planned Stopping

maintenance programme and the following should
be checked: 40) Before stopping, it is recommended to run the
engine at approx 5 min.
32) The lubricating oil pressure must be within the
stated limits and may not fall below the stated 41) The engine is stopped by activating the stop
minimum pressure. The paper filter cartridges button on the display module.
must be replaced before the pressure drop
across the filter reaches the stated maximum
value, or the pressure after the filter has fallen
below the stated minimum value. Dirty filter
cartridges cannot be cleaned for re-use.
33) The lubricating oil temperature must be kept

within the stated limits indicated on the data
and setpoints sheet.
34) The fuel oil pressure must be kept at the stated

value.
35) The cylinder cooling water temperature must

be kept within the limits indicated on the data
and setpoints sheet.
36) The exhaust gases should be free of visible

smoke at all loads. For normal exhaust tem-
peratures, see the test report from shop and
sea trials.
37) Keep the charging air pressure and tempera-

ture under control. For normal values, see the
test report from shop and sea trials.
38) Recharge the starting air receivers to the de-

scribed value.
39) To ensure full operational reliability, the con-

dition of the engine should be continuously
observed so that order for preventive mainte
nance work can be carried out before serious
breakdowns occur, see also section 502.
11.32 - ES0
MAN Diesel & Turbo
Description
Operation 501.01
Page 5 (5)
Edition 18
L16/24, L27/38, L21/31
Load
%
C B
100
50
A
0 1 2 3 12 minutes
Fig 2 Loading chart
11.32 - ES0
MAN Diesel & Turbo
Description
Out of Service 501.05
Page 1 (2)
Edition 07
L16/24, L27/38, L21/31

Stand-by Mode 3) A lubricating oil sample should be sent to a
laboratory for immediate analysis.
During engine standstill in stand-by position the me-
dia cooling water and fuel oil should be continuously 4) The installed drain fasilities in the exhaust gas
circulated at temperatures similar to the operating system must be open.
conditions.

The prelubricating pump must always run in stand- Work during Repairs
by mode.
The following should be carried out during major
repairs.
Maintenance during Standstill
5) Retighten all bolts and nuts in the crankcase.
In periods during standstill of the engine (not in
stand-by position) it is recommended to start the 6) Check the various gearwheel drives for the
prelubricating oil pump for minimum 20 minutes camshafts.
once every week and to turn the engine during the
prelubricating period by 2-3 revolutions. 7) Remedy leakages of water and oil in the en
gine, and blow through blocked-up drain pipes.
Laid-up Vessels 8) Drain starting air pipes of water.
During the lay-up period we recommend that our 9) Empty the oil sump of lubricating oil and check
special instructions for preservation of the engines the bottom of the oil sump for fragments of
are followed. babbitt from bearings. Remove the sludge, if
not done within a period of one year. Clean the
sump very thoroughly and subsequently coat
Work before Major Repairs with clean lubricating oil.
Follow all Working Cards carefully. Carry out all the

measuring and inspection stated on these Working Work after Repairs
Cards.
Cleaning of Lubricating Oil System
1) After stopping the engine, while the oil is still
warm, start the el-driven prelub. pump, open 10) If opening-up the engine or lubricating oil
up the crankcase and camshaft housings and system has caused the ingress of impurities,
check that the oil is flowing freely from all bear- cleaning should be carried out very carefully
ings. before starting the engine.
After overhaul of pistons, bearings, etc. this check The differential pressure across the lubricating oil
should be repeated before starting the engine. filter must be watched very carefully after cleaning
and starting-up the engine. Be sure to replace filter
2) Open up all filters to check that filter elements cartridges in due time.
are intact. Filter cartridges in the lub. oil filter
are to be replaced before start, after repair, 11) After restoring normal prelubricating oil circula
or after excessive differential pressure. After tion, turn the engine at least two revolutions
removal, dirty elements can be examined for by means of the turning device to check the
particles of bearing metal at the bottom of the movability of the relevant parts of the engine.
paper lamella (the elements cannot be used
again). 12) Close drain cocks in the exhaust gas system
if mounted.
11.32 - ES0
MAN Diesel & Turbo
501.05 Description
Edition 07
Out of Service Page 2 (2)
L16/24, L27/38, L21/31
Lubrication of Manoeuvering Gear b) Adjustment speed: switch in the alternator on

the switchboard and set the load to about 40%.
13) Lubricate the bearings and rod connections On reaching normal oil temperatures in actua-
in the manoeuvering gear. Move the rod con- tor and engine increase the load instantly to
nections by hand to check that the friction in about 80% (by starting a major pump or com-
bearings and fuel injection pumps is sufficiently pressor). This must not cause the frequency
low. to fall by more than some 8%, and the engine
must return to a constant no. rpm after about 3
14) Checks to be made just before starting the seconds (although this rpm will be a little lower
engine are described under 501.01. than before owing to the speed drop of the
actuator). If the engine is operated in parallel
with other engines, an even sharing of the load
Check of Speed Control System must be established within about 3 seconds.
If the actuator reacts too slowly, compensat-
Note: At starting-up after an overhaul the overspeed ing adjustment is effected as indicated in the
shutdown must be testet at correct setpoint after the actuator's instruction manual (Compensating
following has been done: Adjustment).
a) Start the engine and keep it at no load. Note: It is a condition for this test that the engine
and turbocharger are in perfect operating condition,
b) Overspeed is tested by setting the overspeed so that possible sources of error can be eliminated
test active at the display module. Overspeed immediately.
will occur at 85% of nominal speed.
Alternatively overspeed can be tested by use of c) Hunting: run the engine at synchronous rpm,
a spanner at the linkage between the actuator and without load. Provided that the actuator oil
and the fuel rack. is warm, the regulating lever must not perform
any major periodical movements, and neither
Note: If both overspeed shutdown (SSH 81) are ac- must there be any variation in the engine speed.
tivated, nuts and bolts have to be retightened before If that is the case, readjustment of the actuator
the engine is started, (Nuts and bolts according to the according to the actuator instruction manual.
colomn "Check new/overhauled parts after - hours"
in the planned maintenance program). d) Speed drop: in case of unsatisfactory load
sharing between two or more engines this can
15) Check the actuator as follows: start up the be rectified by increasing the speed drop of the
engine and run it at the synchronous number engine that is subject to the greatest load (or
of revolutions. by reducing the setting of the other engines).
a) Speed-setting: before switching-in the alterna- The setting should normally not be increased beyond
tor on the switchboard please check that the the "max" value (stated below) on the scale, and sat-
servomotor adjusts the rpm with a suitable isfactory parallel operation can generally be obtained
quickness after actuation of the synchronizer at settings "normal range" (stated below). Setting
knob on the switchboard. The range from - 5% "Default" stated below can be used in most cases.
to + 5% from the synchronous rpm should be
tested.
11.32 - ES0
MAN Diesel
Description
Starting-up after Repair 501.10
Page 1 (1)
Edition 03
General
The following enumerated checks are to be made im- feel-over on the surfaces of all moving parts where
mediately after starting and during load increase. friction may arise and cause undue heating.
Note: In the following it is assumed that the engine has Feel: main bearings, big-end bearings, alternator
been out of service for some time due to repairs and bearings, and camshaft bearings, cylinder liners,
that checks during out of service periods have been roller guides and gear wheels.
carried out as described in the previous chapter.
After the last feel-over, repeat check 1) on page
When starting up after repair, the following checks 501.05, see also "Ignition in Crankcase" on page
must be made, in the order stated in addition to 503.04 in section 503.
normal surveillance and recording.
After repair or renewal of cylinder liners, piston rings
or bearings, allowance must be made for a running-
To be Checked Immediately after Starting in period, i.e. the engine load should be increased
gradually as indicated in the tables below.The engine
1) Check that the turbocharger is running. output is determined on the basis of the fuel index
and the load on the electric switchboard. The turbo-
2) Check that the lubricating oil pressure is in charger speed gives some indication of the engine
order. output, but is not directly proportional to the output
throughout the service period.
3) Check that all cylinders are firing (see exhaust
temperatures). Begin the starting-up sequence at a reduced engine
speed, e.g. 400 rpm, until it can be known for cer-
4) Check that everyting is normal for the engine tain that there are no hot spots in the engine. Then
speed, fuel oil, cooling water and system oil. increase the speed to the normal rpm and connect
to the switchboard and put on load.
5) Check by simulation of the overspeed shutdown
device that the engine stops, see working card The load increase during the starting-up sequence
509-01.05. may, for instance, be:
Note: The overspeed setting should be according to 25 % load for 2 hours

"Operation data & set points", 500.30. 50 % load for 2 hours
75 % load for 2 hours
100 % load may be put on
To be Checked during Starting-up, but only
if Required after Repairs or Alterations For loads: see the fuel pump index on the testbed
figures in section 502.
6) If the condition of the machinery is not well-
08028-0D/H5250/94.08.12
known, especially after repairs or alterations, After completing the starting-up sequence, make
the "feel-over sequence" should always be sure that all fuel injection pumps are set at the same
followed, i.e.: index and that the governor can cause all fuel pumps
to move to "0" index.
After 5-15 and 30 minutes' idle running, open the
crankcase and the camshaft housing and perform
02.40 - ES0
MAN Diesel & Turbo
Description 501.15
Page 1 (2) Guidelines for Longterm Low-Load Operation on HFO
Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38

Part load/low load operation
Figure 1: Low-load operation

and combustion air channels, combustion cham-
In certain ship and power station operation modes bers and turbocharger. HFO-operation at loads
the diesel generating sets are exposed to part lower than 20% MCR should therefore only take
load/low load operation. place within certain time limitations according to the
curves.
During manoeuvring of the ship all diesel generating
sets are often started up for safety reasons, result- After a certain period of HFO-operation at loads
ing in low load operation of all the engines. During lower than 20% MCR, a change to MDO should
harbour stay one diesel generator could be low-loa- take place in order to prevent further retardation of
ded when only hotel purposes are consuming elec- the engine performance condition. Alternatively, the
tricity. engine load should be raised to 70% MCR over a
period of 15 minutes and maintained here for some
Island mode operation of diesel generating sets in time in order to burn off the carbon deposits, thus
power stations is frequently exposed to low load re-establishing adequate performance condition.
operation like on a ship. After such a "clean burning period" low load opera-
At part load/low load it is important to maintain con- tion on HFO can be continued.
stant media temperatures, i.e. for cooling water, However, the operator must be aware of the fact
lubricating oil and fuel oil in order to ensure ade- that fouling in the combustion air inlet channels, if
quate combustion chamber temperature and thus any, will not be cleaned at high load operation.
complete combustion.
At loads lower than 20% MCR there is a risk of time
dependant retardation of the engine performance
condition due to fouling of the exhaust gas channels
2008.05.12 - ES1
MAN Diesel & Turbo
501.15 Description
Guidelines for Longterm Low-Load Operation on HFO Page 2 (2)
Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38

Extensive low load running can therefore result in
the need for manual cleaning of the combustion air
inlet channels.
If special application conditions require continuous
HFO-operation at loads lower than 20% MCR and
occasionally performed "clean-burning" periods are
inconvenient or impossible, special equipment and
arrangements must be established.
2008.05.12 - ES1
Performance and
condition
502/602
MAN Diesel & Turbo
Description
Engine Performance and Condition 502.01
General
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 exist-
ing charge air pressure is correct. Is not avaiable
for L16/24.
Engine Performance Data
If abnormal or incomprehensible deviations in opera- Fuel Injection Pump

tion are recorded, expert assistance in the evaluation
thereof should be obtained. The amount of fuel injected is equivalent to the
supplied energy and is thus an expression of the
We recommend taking weekly records of the most load and mean effective pressure of the engine. The
important performance data of the engine plant. Dur- fuel pump index can therefore be assumed to be
ing recording (working card 502-01.00 can be used) proportional to the mean pressure. Consequently,
the observations are to be compared continuously in it can be assumed that the connected values of the
order to ascertain alterations at an early stage and pump index are proportional to the load.
before these exert any appreciable influence on the
operation of the plant. The specific fuel consumption, SFOC (measured by
weight) will, on the whole, remain unchanged whether
As a reference condition for the performance data, the engine is operating on HFO or on MDO, when
the testbed measurements of the engine or possibly considering the difference in calorimetric heat value.
the measurements taken during the sea trial on the However, when operating on HFO, the combination
delivery of the ship can be used. If considerable de- of density and calorific value may result in a change
viations from the normal conditions are observed, it of up to 6% in the volumetric consumption at a given
will be possible, in a majority of cases, to diagnose load. This will result in a corresponding change in
the cause of such deviations by means of a total the fuel pump index, and attention should be paid to
evaluation and a set of measurements, after which this when adjusting the overload preventive device
possible adjustment/overhauls can be decided on of the engine.
and planned.
To avoid overloading of the engine the charge air
pressure and turbine speed recorded at the shop
Evaluation of Performance Data test should not be exceeded.
Air Cooler At the Power Control Synchronizing (PCS) panel in the

engine control room it is possible to reduce the load
Fouling of the air side of the air cooler will manifest by adjusting the setting for maximum MCR load limit
itself as an increasing pressure drop, lower charge
air pressure and an increased exhaust/charge air Abrasive particles in the fuel oil result in wear of fuel
temperature level (with consequential influence on injection pumps and fuel valve nozzles. Effective
the overhaul intervals for the exhaust valves). treatment of the fuel oil in the purifier can keep the
content of abrasive particles to a minimum. Worn
fuel injection pumps will result in an increase of the
index on account of an increased loss in the pumps
due to leakage.
12.04 - ES0
MAN Diesel & Turbo
502.01 Engine Performance and Condition Description

General
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 502.01
Edition 08
General
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
Description Evaluation of Readings Regarding 502.02

Page 1 (1)
Combustion Condition Edition 04
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.
ONE CYLINDER DECREASING CHARGE

Exhaust temp. in AIR PRESSURE:
creasing: Fuel valve Decreasing air amount.
needs overhaul. Fouled turbocharger,
Compression too low air filter or charge
owing to leakage of Pcomp and Pmax are measured by means air cooler (air side).
exhaust valve or of max. pressure gauge.
piston ring blow-by. Pcomp too low: Leaky combustion chamber,
charging air pressure too low.
Pmax too low: to late injection timing, low
charge air press., low comp. press., worn
fuel pump
P comp too low, ignition too late.
Remarks: except for L16/24 Please also see Description 502.01,

Engine Performance and Condition
11.23 - ES0
MAN Diesel
Description
Condensate Amount 502.05
General
Fig. 1 Nomogram for calculation of condensate amount.
General Then normally, the air cannot absorb the same

amount of water as before.
There is always a certain amount of water in air.
When the air is saturated with aqueous vapour, the Condensation of water in the engine's charge air
humidity is said to be 100% and there is as much receiver is consequently dependent on the humidity
water in the air as it can absorb without condensing. and the temperature of the ambient air. To find out
The amount of water in kg/kg air can be found from if condensation in the charge air receiver will occur
08028-0D/H5250/94.08.12
the diagram. The ability to absorb water depends on the diagram can be used.
the pressure and temperature of the air.
Example:
Amount of Condensation Water in the Charge Diesel engine 1000 kW

Air Receiver Ambient air condition:
air temperature 35 C
Both higher pressure and lower temperature reduce relative air humidity 90 %
the ability to absorb water. A turbocharged diesel Charge air temperature 50 C
engine takes air from outside, compresses and Charge air pressure 2.6 bar
cools the air.
04.31 - ES2
MAN Diesel
502.05 Condensate Amount

Description
General
As a guidance, an air consumption of 8.2 kg/kWh (Le) Amount of Condensate Water in Air Tanks
at full load can be used for MAN B&W engines.
The volume of condensate in the air tank is determi-
Solution according to diagram: ned by means of the curve at the bottom to the right
of the diagram, representing an operating pressure
Water content of air (I) 0.033 kg/kg of 30 bar.
Max. water cont. of air (II) 0.021 kg/kg
Example:
Amount of condensate in charge air receiver.
Amount of condensate in air tank.
= (I-II) x le x P
= (0.033 - 0.021) x 8.2 x 1000 = 123 kg/h Volumetric capacity of tank (V) 4000 dm³
Temperature in tank (T) 40 °C=313K
Internal press. of tank (p) 30 bar
Draining of Condensation Water = 31 x 105 N/m²(abs.)
Gas constant for air (R) 287 Nm/kg.K
This phenomenon will occur on all turbocharged Ambient air temperature 35 °C
engines. For MAN B&W Four-stroke engine, there Relative air humidity 90 %
is no risk with a small amount of water in the charge Weight of air in tank
air receiver. But if the charge air receiver is filled with
water, there is a risk of getting water into the cylinder. pxV 31 x 105 x 4
This water have to be drained away. As standard a m= = = 138 kg
RxT 287 x 313
valve is mounted on the charge air receiver/cooler
on the engine. This valve is to be used for draining
of the water. If there is a great amount, the valve can Solution acc. to above diagram:
be left half-open. If the amount is small, the charge
air receiver can be drained periodically. Water content of air (l) 0.033 kg/kg
Max. water cont. of air (lll) 0.0015 kg/kg
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
04.31 - ES2
MAN Diesel & Turbo
Working Card
Engine Performance Data 502-01.00
L16/24, L21/31, L27/38
Safety precautions Special tools
Stopped engine Plate No Item No Note

Shut-off starting air
Shut-off cooling water 52002 138 only for L21/31, L27/38
Shut-off fuel oil 52002 498 only for L27/38
Stopped lub. oil circul.
Description Hand tools
Measuring of engine performance data.
Starting position
Engine is running.
Related procedure
Manpower Replacement and wearing parts
Working time : 1 hour Plate No Item No Qty. /

Capacity : 1 man

Data
Data for pressure and tolerance (Page 500.35)

Data for torque moment (Page 500.40)
Declaration of weight (Page 500.45)
12.04 - ES0
MAN Diesel & Turbo
Performance L16/24, L21/31, L27/38 & L28/32H
M/V / Plant:
Eng. type: Eng. No:
T/C type: Serial No:
Fuel type: Viscosity:
Density: Date:
Load %
Air temp °C
Running hours
RPM 1/min
T/C rpm 1/min
HT temp. °C
HT press. bar
LT temp. °C
LT press. bar
LO temp. °C
LO press. before filter bar
LO press. after filter bar
LO press. T/C bar
FO temp. °C
FO press. bar
CA temp. °C
CA press. bar
Exh. before T/C °C
Exh. after T/C °C
L1 Phase °C
L2 Phase °C
L3 Phase °C
Governor index
Power kW
Voltage V
Current A
Cos phi / kvAr
Crankcase press. mmWc
Exh. Index Pmax * Exh. Index Pmax *

°C mm bar °C mm bar
Cylinder 1
Cylinder 2
Cylinder 3
Cylinder 4
Cylinder 5
Cylinder 6
Cylinder 7
Cylinder 8
Cylinder 9
* for L16/24 Pmax is not available.
Signature:
MAN Diesel
Working Card 502-05.00
Page 1 (3) Check of Leakages from Inspection Holes Edition 02H
L27/38
Stopped engine Plate no Item no Note

Shut-off cooling water
Shut-off fuel oil
Description
Check of leakages from inspection holes.
Hand tools
Starting position
Related procedure

08028-0D/H5250/94.08.12
Working time : ¼ hour Plate no Item no Qty/

Capacity : 1 man
Data

01.30 - ES0
MAN Diesel
502-05.00 Working Card
Edition 02H Check of Leakages from Inspection Holes Page 2 (3)
L27/38
Description
1) Leakages from cylinder head, see fig. 1.
If Then
Water leaks from the inspection hole The O-ring on the top of the liner has to be
replaced
Gas leaks from the inspection hole The sealing ring cylinder head/liner has to be
replaced
Fig 1 Inspection holes in the cylinder unit

08028-0D/H5250/94.08.12
01.30 - ES0
MAN Diesel
Page 3 (3) Check of Leakages from Inspection Holes Edition 02H
L27/38
2) Leakages from HT cooling water pump, see fig. 2.
If Then
Water leaks from the inspection hole Check the rotating sealing
3) Leakages from LT cooling water pump, see fig. 2.
If Then
Water leaks from the inspection hole Check the rotating sealing
08028-0D/H5250/94.08.12
Fig 2 Inspection holes in the front-end box
01.30 - ES0
Trouble shooting
503/603
MAN Diesel
Description
Starting Failures 503.01
Page 1 (1)
Edition 02
General
Trouble Possible cause Troubleshooting
Engine turns as soon as shut- Faults in electrical system. Check electrical parts.
off valve is opened, without
start button being activated.
Engine does not turn when Air pressure in starting air Start compressors, re-charge
start button is activated. receiver too low. air receiver.
Main valve(s) closed. Open valve at receiver and stop

valve interposed in line between
receiver and engine.
Pinion does not engage with Check the air starter.

the flywheel.
Air motor runs, pinion engages Check the air motor for broken
but does not rotate. shafting, bearing or clutch
jaws,
see Working Card 513-01.30.
Faults in electrical system. Check electrical parts.
Engine turns too slowly or ir- Worn air motor parts. Remove and disassemble the
regularly when start button is air motor. Examine all parts
activated. and replace any that are worn
or damaged. Use the guidelines
for determining unserviceable
parts, see Working Card 513-
01.30.
Start valve is sticking in closed Check start valve.

position.
Low air pressure. Raise the air receiver pres-

sure.
Air starter works, but the drive Clutch or drive shaft broken. Dismantle the air starter and
shaft does not rotate. repair it.
08028-0D/H5250/94.08.12
04.31 - ES0
MAN Diesel
Description
Faults in Fuel Oil System 503.02
Page 1 (2)
Edition 05
L16/24 L27/38
V28/32S L21/31
Engine turns, but ignition fails. Fuel Sluggish movement of manoeuvering Lubricate and mobilize rod connections
pumps are not actuated. gear. in manoeuvering gear.
Incorrect adjustment of manoeuver- Check rod connec. Check that fuel pump
ing gear. index corresponds to "Adjustments after
trials" in testbed chart.
Safety system stop activated. Reset safety system stop.
Piston in Lambda controller is ac- Check that piston is not sticking. Check
tuated. that pressure in cylinder is relieved.
Check that the shutdown trip is not
actuated.
Check pressures and temperatures.

Piston in Lambda controller cylinder Check for faults in shut-down devices:
is actuated due to stop function or Check for faults in fuel limitation de-
fuel limitation. vices.
Check adjustment according to
Working Card 509-10.00.
Incorrect adjustment of Lambda con- Adjust setting of adjustment screw, see

troller's adjustment screw. Working card 509-10.00.
Governor setting incorrect. Adjust governor, see special instruction

manual.
Failures in governor. Check that governor is working properly.

For further fault location, see special
instruction manual in section 509.
Sticking fuel pumps. Dismantle and clean.
Engine turns, but no fuel is injected Fuel oil service tank empty. Pump oil into the tank.
owing to failure in fuel system.
If Then
Air in fuel pumps. Loosen hexagon
socket screw on
fuel pumps until air
disappears.
Engine runs, but does not ignite on Air in fuel valves. Ignition fails on Vent the respective
08028-0D/H5250/94.08.12
all cylinders. one or more fuel valves.

cylinders due to
air in the fuel
valves.
Ignition fails on Change the fuel

one or more valves and check
cylinders and them for sticking
no air bubbles spindle or broken
appear. spring. Check for
collecting oil on
piston top.
Air appears in Check stuffing box

the entire system. and sealing in the
fuel system.
Cont.
02.40 - ES0
MAN Diesel
503.02 Faults in Fuel Oil System Description

L16/24 L27/38
V28/32S L21/31
Worn-out fuel pump. Change fuel pumps.
If Then
Pressure before Clean fuel filter.
pumps is too low. Check that by-pass
valve for feed pump
is not open.
Pressure is still Increase the fuel

too low. oil feed pump
pressure.
Engine turns, fuel is injected, but Water in the fuel. Drain off water and repeat venting of fuel
ignition fails. pumps by loosening the hexagonal socket
screw until air disappears.
Fuel valves or nozzles defective. Change defective fuel valves, see working
card 514-01.10.
If Then
Compression Check intake and
during start too exhaust valve for
low. tight closing.
Check piston rings.
Timing of fuel Check fuel cam-

camshaft is shaft adjustment,
incorrrect. see Working card
507-01.20.
Major alteration Adjust camshaft,

of the fuel de- see Working card
mand adjustment 507-01.20.
of the fuel pump
timing.
Oil has collected Slow turning to

on piston crown. remove oil. Locate
and change defec-
tive fuel valve.
08028-0D/H5250/94.08.12
First ignitions are too violent. Engine Sluggish movement of manoeuvering Lubricate and mobilize rod connections
runs erratically. gear. and bearings in manoeuvring gear.
Fuel pump index to high. Check rod connection in manoeuvring

gear. Check that governor is working
properly.
02.40 - ES0
MAN Diesel
Description 503.03
Page 1 (3) Disturbances During Running Edition 06
L21/31
L27/38
V28/32S
Exhaust gas temperatures Increased charging air temperature Clean air coolers, see working card 512-01.00.
increased on all cylinders. due to ineffective air coolers.
Fouling of air and gas passages. Clean air and gas passages, see working cards in section
512.
Insufficient cleaning of fuel oil or Check separator and fuel filters.

changed combustion characteristics.
Wrong maximum combustion pressure Check camshaft adjustment, see working card
/fuel injection timing 507-01.20.
Poor fuel quality. Change fuel.
Exhaust gas temperature Fuel valve or valve nozzle defective. Overhaul fuel valve, see working card 514-01.10.
increased on one cylinder.
Leaky exhaust valves. Check the valve clearance, see working card 514-01.10
or
change the leaky valve and recondition the exhaust valve,
see working card 505-01.05.
Note: This manifests itself by a rise If Then

in the exhaust temperature and faill- Stopping of the The fuel pump of the cylinder con-
ing of the compression and maximum engine is not cerned should be put out of opera-
combustion pressure of the respective possible or tion by moving the index to stop
cylinder. convenient. and locking it in this position.
Blow-by = leaky combustion cham- Check piston rings, see working card 506-01.35.
ber.
Blow-by means a serious danger of piston seizure, and
the engine must if possible be stopped and the piston in
question pulled. Leaky piston rings will normally result in
heavy excess pressure in the crankcase.
If Then
Stopping of the The fuel pump of the cylinder con-
engine is not cerned should be put out of opera-
possible or tion by moving the index to stop
convenient. and locking it in this position.
08028-0D/H5250/94.08.12
Damaged fuel pump cam. Replace camshaft section, working card 507-01.05.
Exhaust gas temperature Decreased charging air temperature. Check the thermostatic valve in the cooling water system,
decreases on all cylinders. see working card 516-04.00.
Exhaust gas temperature Spindle in fuel valve is sticking. Change and overhaul defective fuel valve, see working
decrease on one cylinder. card 514-10.00.
Fuel pump plunger is sticking or Change fuel pump plunger/barrel assembly, see working
leaking. card 514-10.00.
Cont.
05.08 - ES0
MAN Diesel
503.03 Description
Edition 06
Disturbances During Running Page 2 (3)
L21/31
L27/38
V28/32S
Engine speed decreases. Pressure before fuel pumps too low. Raise fuel oil feed pump pressure to normal.
or
check filter, see working card 514-01.15.
Fuel valve defective. Change defective valve, see working card 514-01.10.
Fuel injection pump defective. Change or overhaul.
Water in the fuel. Drain off water from service and setting tanks. Check fuel
oil centrifuge.
Governor defective. See governor manual.

Linkage adjustment wrong
Engine stops. Shut-down for overspeed. Check fuel pumps, see working card 514-10.00.
Check governor, see governor manual.
Check movement of regulating mechanism.
Shut-down for low lubricating Check pressostat, see working card 509-05.00.
oil pressure. Check lubricating oil filter, see working card 515-01.10.
Check lubricating oil pump, see working card 515-01.00.
Shut-down for high lubricating Check lub. oil flow and pressure,
oil pressure. see working card 515-01.20.
Clean lubricating oil cooler, see working card 515-06.00.
Shut-down for high HT cooling water Check HT system and pumps.

temperature.
Smoky exhaust. Turbine speed lagging behind engine Clean turbine(s), see turbocharger manual
speed.
Air supply too low. Clean air cooler, see working card 512-01.00.
Clean air filter, see working card 512-35.00.
Clean compressor, see turbocharger manual
Clean turbine, see turbocharger manual
Fuel valves or nozzles defective. Check fuel valves, see working card 514-01.10.
Exhaust valve knocking. Adjusting screw for valve setting Inspect and replace defective parts, see working card
08028-0D/H5250/94.08.12
clearance loose. Push rod thrust disc 508-01.00.

damaged.
Rising cooling water Thermostatic function Check thermostat.

temperature.
Pump defective Stop the engine and repair the pump.
Decreased flow Check valves.
If Then
The cooling water Open the test cocks (if
fitted
temperature for the on the discharge from
entire engine has cylinders).
risen to 90-100°C. Cont.
05.08- ES0
MAN Diesel
Description 503.03
Page 3 (3) Disturbances During Running Edition 06
L21/31
L27/38
V28/32S
Check whether steam has

developed.
Steam has developed. Stop the engine.

Leave the engine to cool
while the discharge valve
is closed.
After 15 minutes open the

discharge valve a little to
allow the water to rise
slowly in the cooling
jackets.
Check filling at test cocks.
Lubricating oil pressure Lubricating oil pump defective. Check lubricating oil pump, see working card 515-01.00.
fails.
Filters fouled. Clean filter, see working card 515-01.10.
Cooler fouled. Clean cooler, see working card 515-06.00.
If Then
The lubricating oil Stop the engine: find the
pressure drops below cause of the pressure drop
the minimum stated and remedy the defect
before
in the Data sheet. restarting the engine.
Note: Feel over 5-15-30 minutes after starting, and again

when full load is achieved.
See section 502.
Alternator (GenSet only) Short circuit Flywheel must be dismounted and guide pin replaced
08028-0D/H5250/94.08.12
05.08 - ES0
MAN Diesel
Description 503.04
Page 1 (1) Ignition in Crankcase Edition 03
General
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 oil drops is slung around everywhere. If
undue friction, and thus heating, arises between Warning: Do not open crankcase until 10 minutes
sliding surfaces, or heat is otherwise transmitted to after stopping the engine. When opening up, keep
the crankcase, the heated surface will cause eva- clear of possible flames. Do not use naked light and
poration of the lubricating oil splashed onto it. When do not smoke.
the oil vapours condense they form milky white oil
mist which can ignite. Such ignition may be caused 3) Cut off starting air.
by the same "hot spot" that produced the oil mist. Set the control panel in "Blocking Mode" see
If a large quantity of oil mist has developed before description 501.01.
ignition, the burning may cause considerable pres- Take off all doors on one side of the crank-
sure rise in the crankcase, forcing the relief valves case.
to open. In a few cases, presumably when the whole
crankcase has been filled with oil mist, a subsequent 4) Locate the hot spot. Powerful lamps should be
explosion has thrown off the crankcase doors and employed at once (in explosion-proof fittings).
caused fire in the engine room. Feel over all sliding surfaces (bearings, liners,
pistons, roller guides, etc.).
Every precaution should therefore be taken to (A)
avoid "hot spots" and (B) discover oil mist in time. Look for squeezed-out bearing metal and discol-
oration by heat (blistered paint, burnt oil, heated
steel).
"Hot spots" in Crankcase
5) Prevent further heating, preferably by making
Overheating of bearings is a result of inadequate or a permanent repair. Special attention should be
failing lubrication, possibly caused by pollution of paid to ensuring lubricating oil supply and the
the lubricating oil. satisfactory condition of the frictional surfaces
involved. It is equally important to replace filter
It is therefore important that the lubricating oil filtration elements in time.
equipment is in perfect condition. Filter cartridges may
not be used again if they have been removed from 6) Start electrically driven lubricating oil pump
the filter. Checking of the oil condition by analysis is and check oil flow from all bearings and spray
recommended. pipes in crankcase while turning the engine
through at least two revolutions.
7) Stop and feel over. Look out for oil mist.

08028-0D/H5250/94.08.12
Oil Mist in Crankcase
The presence of oil mist may be noted at the vent Especially the frictional surfaces that caused the
pipe which is usually fitted to the top of the engine heating should be felt over (5-15-30 minutes after
frame. starting, and again when full load is obtained). Sec-
tion 501.10.
Measures (in case of white oil mist).
8) If it has not been possible to locate the hot spot,
Warning: Keep away from doors and relief valves on step 7 should be intensified and repeated until
crankcase. Do not stay unnecessarily in doorways the cause of the oil mist has been found and
near the doors of the engine room casing. remedied. In very rare cases oil mist could be
due to "atomization" of lubricating oil by the
action of an air jet (for instance blow-by, or
blow-by through cracked piston).
00.12 - ES0
MAN Diesel
Description
Trouble Shooting Guide for Centrifugal By-pass Filter 503.05
Page 1 (1)
Edition 03
L21/31
L27/38
Tabulated below are the remedial actions to be taken
if the following faults are observed:
Trouble Possible cause Trouble shooting
Oil leakage through cover nut. Missing or damaged O-ring Replace O ring.
(see Item 158, Plate 51515).
Seal face damaged. Replace cover assembly.
Excessive vibrations. Rotor out of balance owing to uneven

build-up of deposit on rotor walls
resulting from:
Missing or damaged O ring (see Item Replace O ring.

109, Plate 51515), allowing leakage.
O-ring seat on rotor joint faces Replace rotor assembly.

damaged.
Rotor assembly inadequately Tighten and bring to notice of maintenance

tightened. staff.
Standtube incorrectly seated or da- Refit or replace if damaged.

maged.
Dirt deposit not completely removed. Clean and bring to notice of maintenance
staff.
Rotor castings distorted through Replace rotor assembly.

maltreatment.
Rotor assembly components fitted in Follow sequence in Working card 515-15.00

wrong sequence. in section 515.
Bushes loose or worn in tube as- Fit new bearing tube assembly.
sembly.
08028-0D/H5250/94.08.12
99.25 - ES0
MAN Diesel
Description 503.06
Page 1 (2) Trouble Shooting Guide for Air Starter Edition 04
L21/31
L27/38
Trouble Possible Cause, see Plate 51309 Trouble Shooting
On pressing push-button, starter - Empty air receiver(s) Charge receiver(s)

does not respond and no air flow - Flow valve(s) close Open flow valve(s)
seems to exist in control circuit. - Control circuit blocked Disconnect and clean out
On pressing push-button, starter - Leak in control duct Repair or replace

does not respond, although air - Insufficient air pressure Increase pressure in receiver
flows through control circuit. - Push button stuck Remove and clean same
- Excessive length of main air Approach push-button to starter
pipework or install a solenoid valve near the
latter
Pinion revolves and advances, but - Ring gear and/or pinion burrs or Clean burrs or replace if necessary
does not engage the ring gear. damage
- Lack of clearance between pinion Replace pinion by a more adequate
and ring gear one. Check for distortion of ring
gear
Pinion revolves but does not - Follower Item 130 inoperative Disassemble, check, smoothen
advance. guide diameter, clean or replace if
rusted
- Insufficient air pressure Increase pressure in receiver
- Splined shaft Item 11 sticking Disassemble, clean, check spring
Item 13 and reassemble
- Excessive length of control pipe Approach push-button to the starter
or install a solenoid valve near the
latter
Pinion advances but does not - Pneumatic motor inoperative Disassemble, inspect rotor for
revolve foreign matters between teeth and
for possible wear of gears.
- Check valve Item 131 Clean and reassemble. Replace
worn parts
Disassemble, clean and reassem-
ble
Pinion engages gear ring, but will - Main valve Item 133 blocked Disassemble, clean and reassem-
08028-0D/H5250/94.08.12
not turn the engine ble or replace

- Rotors worn or blocked Disassemble, clean and reassem-
ble or replace rotors
- Main air pipework restricted or of Check all pipework and replace it if
insufficient bore it necessary
Starter starts working upon ope- - Incorrect connection of control Connect control pipes as per instal-
ning the flow valve of the feed line, pipes (with separate solenoid- lation instruction
although push-button (or solenoid valve)
valve) are not actuated. - Main valve Item 133 blocked and Disassemble, clean and replace
open joint if needed
00.13 - ES0
MAN Diesel
503.06 Description
Edition 04
Trouble Shooting Guide for Air Starter Page 2 (2)
L21/31
L27/38
Trouble Possible Cause, see Plate 51309 Trouble Shooting
Lack of starter power - Main pipework choked or is bore Check entire pipework for correct
is less than stipulated for the bore and replace if incorrect
starter
- Badly worn rotors Disassemble, replace and reassem-
ble
08028-0D/H5250/94.08.12
00.13 - ES0
MAN Diesel
Description 503.06
Page 1 (2) Trouble Shooting Guide for Air Starter Edition 05H
L27/38
V28/32S
Trouble Possible Cause, see working card Trouble Shooting
1. Air always flow through A. Relay valve improperly A. Check typical installation
exhaust installed. diagram and correct.
B. Relay valve not sealing B. Check for damaged sealing

properly. ring, replace relay valve or
damaged parts.
C. Solenoid is not sealing, C. Check solenoid potential at the

pressure remains in APP port of lead to ground should be 0. If not,
relay valve. fix ignition switch problem.
2. Starter engages but does not A. Bad relay valve A. Replace relay valve.
run
3. Starter does not run, small air A. Nozzle blockage. A. Remove blockage or obstruction
flow from turbine exhaust or from nozzles.
drive housing.
4. Starter does not run. Normal A. Excessive bends in the A. Shorten length or straighten
air flow from exhaust. supply line. supply air line.
5. Pinion does not engage A. Air pressure is too low A. Increase air pressure to 40 -
150 psig.
B. Control lines to starter ports B. Check installation diagram and

reversed. correct.
C. Solenoid valve not operating C. Check wiring and solenoid

or plugged. operation. Correct wiring, remove
blockage, or replace solenoid
valve as needed.
D. Damaged pinion teeth. D. Replace pinion or starter drive

as necessary.
6. Starter runs but engine cranks A. Air pressure too low A. Increase air pressure to 40 –
08028-0D/H5250/94.08.12
slowly or not at all. 150 psig.
B. Excessive back pressure. B. Check Exhaust Closure Plate.
C. Nozzle blocked or damaged. C. Remove blockage or replace

damaged parts.
7. Starter continues to operate A. Solenoid valve is not sealing A. See 1C above

after start button is released. correctly.
B. See 1B above
B. Relay valve is not sealing
correctly.
02.35 - ES0
MAN Diesel
503.06 Description
Edition 05H
Trouble Shooting Guide for Air Starter Page 2 (2)
L27/38
V28/32S
Trouble Possible Cause, see working card Trouble Shooting
8. Air tank pressure decays after A. Air connections are not tight. A. Tighten loose fittings. Repair or
extended shut down. replace damaged fittings.
B. Damaged air lines: crushed, B. Replace damaged lines.

frayed, and kinked.
C. Relay valve is not sealing C. See 1B above

correctly.
D. Solenoid valve is stuck open. D. A. See 1C above
08028-0D/H5250/94.08.12
02.35 - ES0
MAN Diesel
Description 503.06
Page 1 (1) Trouble Shooting Guide for Air Starter Edition 06H
L27/38
Trouble Possible cause, see pl. 51309 Trouble shooting
On pressing push-button, starter does not - Empty air receiver(s) Charge receiver(s)
respond and no air flow seems to exist in - Flow valve(s) close Open flow valve(s)
control circuit. - Control circuit blocked Disconnect and clean out
On pressing push-button, starter does not - Leak in control duct Repair or replace
respond, although air flows through control - Insufficient air pressure Increase pressure in receiver
circuit. - Push button stuck Remove and clean same
- Excessive length of main air pipework Approach push-button to starter or install
a solenoid valve near the latter.
Pinion revolves and advances, but does - Ring gear and/or pinion burrs or damage Clean burrs or replace if necessary
not engage the ring gear. - Lack of clearance between pinion and Replace pinion by a more adequate one.
ring gear Check for distortion of ring gear
Pinion revolves but does not advance. - Follower Item 20 inoperative Disassemble, check, smoothen guide
diameter, clean or replace if rusted.
- Insufficient air pressure Increase pressure in receiver.
- Splined shaft Item 17 sticking Disassemble, clean, check spring Item 16
- Excessive length of control pipe and reassemble.
Approach push-button to the starter or
install a solenoid valve near the latter.
Pinion advances but does not revolve - Pneumatic motor inoperative Disassemble, inspect rotor for foreign
matters between teeth and for possible
wear of gears.
- Check valve Item 45 Clean and reassemble.
Replace worn parts.
Disassemble, clean and reassemble.
Pinion engages gear ring, but will not turn - Main valve Item 133 blocked Disassemble, clean and reassemble or
the engine. replace
- Rotors worn or blocked Disassemble, clean and reassemble or
replace rotors
- Main air pipework restricted or of Check all pipework and replace it if it
insufficient bore necessary
08028-0D/H5250/94.08.12
Starter starts working upon opening the - Incorrect connection of control pipes Connect control pipes as per installation
flow valve of the feed line, although push- (with separate solenoid valve) instruction
button (or solenoid valve) are not actuated. - Main valve Item 133 blocked and open Disassemble, clean and replace joint if
instruction needed
Lack of starter power - Main pipework choked or is bore is less Check entire pipework for correct bore
than stipulated for the starter and replace if incorrect
- Badly worn rotors Disassemble, replace and reassemble
02.37 - ES0-b/c
MAN Diesel
Description
Trouble Shooting for Cooling Water System 503.09
Page 1 (1)
Edition 03
General
Description The pump bearings are lubricated automatically with

oil from the lubricating oil system of the engine.
The built-on fresh water pumps in the high and low
temperature circuits are of the centrifugal type. They If the pump leaks and the shaft sealing rings are
are mounted in the front end box and are driven worn, it is recommended to replace the shaft seal,
through the gearing. see Working card 516-02.00.
Oil or water flows out of the inspec- Worn rotating sealing. See working card 502-05.00.
tion holes.
The pump does not work after start. Pump draws in air at suction side. Check packings and pipes for tightness.
The system is not filled-up. Check the level in the expansion tank.
Air cannot escape on delivery side. Vent the system.
Leaking shaft seal. Check the shaft seal.
Pump capacity drops after normal Air leakages from shaft seal. Overhaul the shaft seal.
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.
Worn impeller and worn wear rings. Overhaul the pump.
Note: Running trouble with the pump, apart from

mechanical faults, is most often due to leaks in the
08028-0D/H5250/94.08.12
suction line. It is therefore essential that all packings

and gaskets are in order and that they are renewed
when necessary. Even a tiny hole in the suction line
will reduce the pump capacity.
98.20 - ES0
MAN Diesel
Description 503.10
Page 1 (2) Trouble Shooting for Lubricating Oil Cooler Edition 01
General
Trouble Shooting Fatigue fracture will normally necessitate replace-
ment of all plates and gaskets as there may be a
It is necessary to replace damaged plates or ga- risk of fatigue fracture in all the material.
skets. In case of corrosion, all plates must be examined
carefully!
First examine the external conditions around the Concerning the work to be carried out see Working
plate heat exchanger in order to localize the cause card 515-06.00.
of the damage. Do this very carefully.
Visible Leakage
Leakage. Too high pressure. Reduce the pressure to the correct work-
ing pressure, see page 500.30 "Operating
Data & Set Points".
Leakage. Insufficient tightening. Tighten up the plate heat exchanger, but

(Phase 1) not below the minimum dimension and
never when the plate heat exchanger is
under pressure or over 40°C.
If the plate heat exchanger is still leaky,

proceed to phase 2.
Leakage. Fouled or deformed plates. Separate the plate heat exchanger and
(Phase 2) Inelastic or deformed gaskets. check if the plates are deformed or
fouled.
Check that the gaskets are elastic and
non-deformed, and that the faces of the
joints are clean.
Replace deformed plates and gaskets,
if any.
Before assembling clean all plates and
gaskets very carefully.
Assemble the plate heat exchanger and
start it up again.
Note: Even tiny impurities such as sand
grains may cause leakage.
Leakage. Gaskets. Separate the plate heat exchanger.

(Even after tightening of the plate heat Clean the plates very carefully.
exchanger to minimum dimension.) Replace the gaskets.
08028-0D/H5250/94.08.12

start it up again.
Leakage. Defective gasket or badly corroded Separate the plate heat exchanger.
(Through the drain holes of the gas- plate. Replace defective plates and gaskets,
kets.) if any.
start it up again.
98.20 - ESO
MAN Diesel
503.10 Description
Edition 01 Troubleshooting 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.
start it up again.
Leakage. Holes in plates. A suspected leakage can be localized in

(The fluids get mixed.) Corrosion or fatigue fracture. the following way:
(Phase 1) Remove one of the lower pipe connec-
tions.
Then put the opposite side under pres-
sure.
If the medium continues to run out of the
lower pipe connections after the pressure
has stabilized one or several plates are
leaking.
Close down the plate heat exchanger.
Separate the plate heat exchanger and
check the plates very carefully.
Check suspected plates with a dye pen-
etrant.
Check defective plates and gaskets.
Before assembling, clean all plates and
gaskets.
check to find more defective plates, if any,
by putting one side under press.
Start up again.
Leakage. Holes in plates. Close down the plate heat exchanger.

(The fluids get mixed.) Corrosion or fatigue fracture. Separate the plate heat exchanger.
(Phase 2) Put all plates to dry. Suspend the plates
in the plate heat exchanger again and
tighten it.
Circulate medium at full capacity on one
plate side (every second plate channel).
Keep the other plate channels unpres-
surised and free from liquid!
Stop the circulation after a few minutes
of operation and open the plate heat ex-
changer again. Take care to avoid water
spraying onto the dry plate side!
By a careful study of the plates it will be
08028-0D/H5250/94.08.12
possible to find moist areas, if any, on the

otherwise dry plate sides.
Check these areas with a dye penetrant!
Replace defective plates and gaskets.
Before assembling, clean all plates and
gaskets.
check to find more defective plates, if any,
by putting one side under press.
Start up again.
If the unit is still leaking, check all plates
with a dye penetrant!
98.20 - ES0
Media specification
504/604
MAN Diesel & Turbo 3.3.6
Lubricating oil (SAE 40) - Specification for heavy fuel operation (HFO)
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Medium alkalinity lubricating oils have a proven track record as lubricants for
the moving parts and turbocharger cylinder and for cooling the pistons.
Lubricating oils of medium alkalinity contain additives that, in addition to
other properties, ensure a higher neutralisation reserve than with fully com-
pounded engine oils (HD oils).
International specifications do not exist for medium alkalinity lubricating oils.
A test operation is therefore necessary for a corresponding long period in
accordance with the manufacturer's instructions.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the table entitled "Lubricating oils approved for use
in heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines".
Specifications
Base oil The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the limit values in the table below, particularly
in terms of its resistance to ageing:
Properties/Characteristics Unit Test method Limit value
Make-up - - Ideally paraffin based
Low-temperature behaviour, still flowable °C ASTM D 2500 -15
Lubricating oil (SAE 40) - Specification for heavy fuel

Flash point (Cleveland) °C ASTM D 92 > 200
Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of heating - MAN ageing oven * -
up to 135 °C
Insoluble n-heptane Weight % ASTM D 4055 < 0.2
or DIN 51592
Evaporation loss Weight % - <2
Spot test (filter paper) - MAN Diesel test Precipitation of resins or
asphalt-like ageing products
must not be identifiable.
Table 1: Base oils - target values
2012-05-14 - de
operation (HFO)
* Works' own method
Medium alkalinity lubricating The prepared oil (base oil with additives) must have the following properties:
General
oil
6680 3.3.6-01 EN 1 (5)

3.3.6 MAN Diesel & Turbo
Additives The additives must be dissolved in the oil and their composition must ensure
that after combustion as little ash as possible is left over, even if the engine is
provisionally operated with distillate oil.

The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
osition in the combustion chamber will be higher, particularly at the outlet
valves and at the turbocharger inlet housing. Hard additive ash promotes pit-
ting of the valve seats, and causes valve burn-out, it also increases mechani-
cal wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
Washing ability The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion. The lubricating oil must not
absorb the deposits produced by the fuel.
Dispersion capability The selected dispersibility must be such that commercially-available lubricat-
ing oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
Neutralisation capability The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.
For tips on selecting the base number, refer to the table entitled “Base num-
ber to be used for various operating conditions".
Evaporation tendency The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
Additional requirements The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.
Lubricating oil selection

Engine SAE class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64, 40

51/60DF
Table 2: Viscosity (SAE class) of lubricating oils
Neutralisation properties Lubricating oils with medium alkalinity and a range of neutralisation capabili-
(BN) ties (BN) are available on the market. According to current knowledge, a rela-
tionship can be established between the anticipated operating conditions
and the BN number as shown in the table entitled "Base number to be used
for various operating conditions". However, the operating results are still the
overriding factor in determining which BN number produces the most effi-
cient engine operation.
Approx. BN Engines/Operating conditions
of fresh oil
(mg KOH/g oil)
2012-05-14 - de
20 Marine diesel oil (MDO) of a lower quality and high sulphur content or heavy fuel oil with a sulphur
operation (HFO)
content of less than 0.5 %

30 generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions.
General
For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF
for exclusively HFO operation only with a sulphur content < 1.5 %.
2 (5) 6680 3.3.6-01 EN

Approx. BN Engines/Operating conditions
of fresh oil
(mg KOH/g oil)
40 Under unfavourable operating conditions 23/30A, 28/32A and 28/32S, and where the corre-
sponding requirements for the oil service life and washing ability exist.
In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF for
exclusively HFO operation providing the sulphur content is over 1.5 %.
50 32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is 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
Operation with low-sulphur To comply with the emissions regulations, the sulphur content of fuels used
fuel nowadays varies. Fuels with a low-sulphur content must be used in environ-
mentally-sensitive areas (SECA). Fuels with a higher sulphur content may be
used outside SECA zones. In this case, the BN number of the lubricating oil
selected must satisfy the requirements for operation using fuel with a high-
sulphur content. A lubricating oil with low BN number may only be selected if
fuel with a low-sulphur content is used exclusively during operation.
However, the results obtained in practiсe that demonstrate the most efficient
engine operation are the factor that ultimately determines, which additive
fraction is permitted.
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Speed governor Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
lers with a separate oil sump, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
no difference whether synthetic or mineral-based oils are used.
The military specification for these oils is O-236.
Experience with the drive engine L27/38 has shown that the operating tem-

perature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 °C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. The
engines supplied after March 2005 are already filled with this oil.
Lubricating oil additives The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmon-
ised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/ Most of the mineral oil companies are in close regular contact with engine
warranty manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
the particular application. Irrespective of the above, the lubricating oil manu-
facturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
2012-05-14 - de
operation (HFO)
with further information.

Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analysed. The oil can be
General
used for as long as the oil properties remain within the defined limit values
(see table entitled "Limit values for used lubricating oil“). An oil sample must
6680 3.3.6-01 EN 3 (5)

be analysed every 1-3 months (see maintenance schedule). The quality of the
oil can only be maintained if it is cleaned using suitable equipment (e.g. a
separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1000 h, a
lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1000 h and is subsequently operated once again with HFO, a lubricat-
ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 – 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 – 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Limit value Procedure
Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D 445
Base number (BN) at least 50 % of fresh oil ISO 3771
Flash point (PM) At least 185 ℃ ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D 1744
ods)
n-heptane insoluble max. 1.5 % DIN 51592 or IP 316
Metal content depends on engine type and operat-
ing 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
Table 4: Limit values for used lubricating oil
Tests
We can analyse lubricating oil for customers at our laboratory. A 0.5 l sample
2012-05-14 - de
is required for the test.

operation (HFO)
Base Number (mgKOH/g)

Manufacturer
20 30 40 50
General
AEGEAN —— Alfamar 430 Alfamar 440 Alfamar 450

AGIP —— Cladium 300 Cladium 400 ——
4 (5) 6680 3.3.6-01 EN

Base Number (mgKOH/g)
Manufacturer
20 30 40 50
BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504
CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504
CEPSA —— Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus
CHEVRON Taro 20DP40 Taro 30DP40 Taro 40XL40 Taro 50XL40
(Texaco, Caltex) Taro 20DP40X Taro 30DP40X Taro 40XL40X Taro 50XL40X
EXXON MOBIL —— Mobilgard M430 Mobilgard M440 Mobilgard M50
—— Exxmar 30 TP 40 Exxmar 40 TP 40
LUKOIL Navigo TPEO 20/40 Navigo TPEO 30/40 Navigo TPEO 40/40 Navigo TPEO 50/40
Navigo TPEO 55/40
PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 ——
REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 ——
SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40
Argina XX 40
TOTAL LUBMAR- —— Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055
INE
Table 5: Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines.
No liability assumed if these oils are used

MAN Diesel & Turbo SE does not assume liability for problems that
occur when using these oils.

2012-05-14 - de
operation (HFO)
General
6680 3.3.6-01 EN 5 (5)

Specification of lubricating oil (SAE 40) for operation with gas oil, diesel oil
(MGO/MDO) and biofuels
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Doped lubricating oils (HD oils) have a proven track record as lubricants for
the drive, cylinder, turbocharger and also for cooling the piston. Doped lubri-
cating oils contain additives that, amongst other things, ensure dirt absorp-
tion capability, cleaning of the engine and the neutralisation of acidic com-
bustion products.
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the tables below.
Specifications
Base oil The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraf-
fins, they must not impair the thermal stability or oxidation stability.
The base oil must comply with the following limit values, particularly in terms
of its resistance to ageing.
Properties/Characteristics Unit Test method Limit value
Make-up - - Ideally paraffin based
Low-temperature behaviour, still flowable °C ASTM D 2500 -15
Flash point (Cleveland) °C ASTM D 92 > 200
Specification of lubricating oil (SAE 40) for operation with

Ash content (oxidised ash) Weight % ASTM D 482 < 0.02
Coke residue (according to Conradson) Weight % ASTM D 189 < 0.50
Ageing tendency following 100 hours of heating - MAN ageing oven * -
up to 135 °C
gas oil, diesel oil (MGO/MDO) and biofuels
Insoluble n-heptane Weight % ASTM D 4055 < 0.2
or DIN 51592
Evaporation loss Weight % - <2
Spot test (filter paper) - MAN Diesel test Precipitation of resins or
asphalt-like ageing products
must not be identifiable.
Table 1: Base oils - target values
* Works' own method
Compounded lubricating oils The base oil to which the additives have been added (doped lubricating oil)
2012-06-22 - de
(HD oils) must have the following properties:

Additives The additives must be dissolved in the oil, and their composition must ensure
that as little ash as possible remains after combustion.
General
6680 3.3.5-01 EN 1 (5)

The ash must be soft. If this prerequisite is not met, it is likely the rate of dep-
osition in the combustion chamber will be higher, particularly at the outlet
valves and at the turbocharger inlet housing. Hard additive ash promotes pit-
ting of the valve seats, and causes valve burn-out, it also increases mechani-
cal wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
Washing ability The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion.
Dispersion capability The selected dispersibility must be such that commercially-available lubricat-
ing oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
Neutralisation capability The neutralisation capability (ASTM D2896) must be high enough to neutral-
ise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion cham-
ber.
Evaporation tendency The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
Additional requirements The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.
Lubricating oil selection

Engine SAE class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 40/54, 48/60, 58/64, 40
51/60DF
Table 2: Viscosity (SAE class) of lubricating oils
Doped oil quality We recommend doped lubricating oils (HD oils) according to international
specifications MIL-L 2104 or API-CD with a base number of BN 10 – 16 mg
KOH/g. Military specification O-278 lubricating oils may be used.
The operating conditions of the engine and the quality of the fuel determine
the additive fractions the lubricating oil should contain. If marine diesel oil is
used, which has a high sulphur content of 1.5 up to 2.0 weight %, a base
number of appr. 20 should be selected. However, the operating results that
ensure the most efficient engine operation ultimately determine the additive
content.
Cylinder lubricating oil In engines with separate cylinder lubrication systems, the pistons and cylin-
der liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Speed governor Multigrade oil 5W40 should ideally be used in mechanical-hydraulic control-
lers with a separate oil sump, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
2012-06-22 - de
no difference whether synthetic or mineral-based oils are used.

The military specification for these oils is O-236.
General
2 (5) 6680 3.3.5-01 EN

Experience with the drive engine L27/38 has shown that the operating tem-
perature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 °C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. The
engines supplied after March 2005 are already filled with this oil.
Lubricating oil additives The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmon-
ised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/ Most of the mineral oil companies are in close regular contact with engine
warranty manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
the particular application. Irrespective of the above, the lubricating oil manu-
facturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
with further information.
Oil during operation There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analysed. The oil can be
used for as long as the oil properties remain within the defined limit values
(see table entitled "Limit values for used lubricating oil“). An oil sample must
be analysed every 1-3 months (see maintenance schedule). The quality of the
oil can only be maintained if it is cleaned using suitable equipment (e.g. a
separator or filter).
Temporary operation with Due to current and future emission regulations, heavy fuel oil cannot be used
gas oil in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated with low-sulphur diesel fuel for less than 1000 h, a
lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.
If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1000 h and is subsequently operated once again with HFO, a lubricat-

ing oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 – 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubri-
cating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 – 55) must be used to replen-
ish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Tests
We can analyse lubricating oil for customers at our laboratory. A 0.5 l sample
2012-06-22 - de
is required for the test.

General
6680 3.3.5-01 EN 3 (5)

Improper handling of operating fluids

If operating fluids are improperly handled, this can pose a danger to

health, safety and the environment. The relevant safety information by
the supplier of operating fluids must be observed.
Approved lubricating oils SAE 40

Manufacturer Base number 10 - 16 1) (mgKOH/g)
AGIP Cladium 120 - SAE 40
Sigma S SAE 40 2)
BP Energol DS 3-154
CASTROL Castrol MLC 40
Castrol MHP 154
Seamax Extra 40
CHEVRON Texaco Taro 12 XD 40
(Texaco, Caltex) Delo 1000 Marine SAE 40
Delo SHP40
EXXON MOBIL Exxmar 12 TP 40
Mobilgard 412/MG 1SHC
Mobilgard ADL 40
Delvac 1640
PETROBRAS Marbrax CCD-410
Q8 Mozart DP40
REPSOL Neptuno NT 1540
SHELL Gadinia 40
Gadinia AL40
Sirius X40 2)
Rimula R3+40 2)
STATOIL MarWay 1540
MarWay 1040 2)
TOTAL LUBMARINE Caprano M40

Disola M4015
Table 3: Lubricating oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on gas oil and
diesel fuel
If marine diesel oil is used, which has a very high sulphur content of 1.5 up
1)
to 2.0 weight %, a base number of appr. 20 should be selected.

2)
With a sulphur content of less than 1 %
2012-06-22 - de
No liability assumed if these oils are used

MAN Diesel & Turbo SE does not assume liability for problems that
occur when using these oils.
General
4 (5) 6680 3.3.5-01 EN

Limit value Procedure
Viscosity at 40 ℃ 110 - 220 mm²/s ISO 3104 or ASTM D445
Base number (BN) at least 50 % of fresh oil ISO 3771
Flash point (PM) At least 185 ℃ ISO 2719
Water content max. 0.2 % (max. 0.5 % for brief peri- ISO 3733 or ASTM D 1744
ods)
n-heptane insoluble max. 1.5 % DIN 51592 or IP 316
Metal content depends on engine type and operat-
ing 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

2012-06-22 - de
General
6680 3.3.5-01 EN 5 (5)

MAN Diesel & Turbo
Description 504.03
Page 1 (4) Treatment and maintenance of lubricating oil
Edition 07
L16/24, L23/30H, V28/32S, L21/31, L27/38

General Operation on Heavy Fuel Oil (HFO)
During operation of trunk engines the lubricating oil HFO-operated engines require effective lubricating
will gradually be contaminated by small particles oil cleaning. In order to ensure a safe operation it is
originating from the combustion. necessary to use supplementary cleaning equip-
Engines operated on heavy fuels will normally ment together with the built-on full flow depth filter.
increase the contamination due to the increased It is mandatory to run bypass separators continu-
content of carbon residues and other contaminants. ously for engines operated on HFO, as an optimal
Contamination of lubricating oil with either freshwa- lubricating oil treatment is fundamental for a reliable
ter or seawater can also occur. working condition. Therefore it is mandatory to
clean the lubricating oil with a bypass separator, so
A certain amount of contaminants can be kept sus- that the wear rates are reduced and the lifetime of
pended in the lubricating oil without affecting the the engine is extended.
lubricating properties.
The condition of the lubricating oil must be kept Bypass equipment
under observation (on a regular basis) by analyzing
oil samples. See Section 504.04 "Criteria for Clean- As a result of normal operation, the lubricating oil
ing/Exchange of Lubricating Oil". contains abraded particles and combustion resi-
dues which have to be removed by the bypass
The moving parts in the engine are protected by the cleaning system and to a certain extent by the
built-on duplex full-flow lubricating oil filter. The duplex full-flow lubricating oil filter as well.
replaceable paper filter cartridges in each filter
chamber have a fineness of 10-15 microns. The With automatic mesh filters this can result in an
safety filter, at the centre of each filter chamber, is a undesirable and hazardous continuous flushing. In
basket filter element, with a fineness of 60 microns view of the high cost of cleaning equipment for
(sphere passing mesh). removing micro impurities, this equipment is only
rated for a certain proportion of the oil flowing
The pressure drop across the replaceable paper fil- through the engine since it is installed in a bypass.
ter cartridges is one parameter indicating the con-
tamination level. The higher the dirt content in the The bypass cleaning equipment is operated
oil, the shorter the periods between filter cartridge ▪ continuously when the engine is in operation or
replacement and cleaning. at standstill
The condition of the lubricating oil can be main- For cleaning of lubricating oil the following bypass
tained / re-established by exchanging the lubricat- cleaning equipment can be used:
ing oil at fixed intervals or based on analyzing oil
▪ Separator unit
samples.
▪ Decanter unit
Operation on Marine Diesel Oil (MDO) & ▪ Self cleaning automatic bypass mesh filter
Marine Gas Oil (MGO) ▪ Centrifugal bypass filter (Holeby Gensets can be
delivered with this built-on filter)
For engines exclusively operated on MDO/MGO we
recommend to install a built-on centrifugal bypass ▪ Bypass depth filter
filter as an additional filter to the built-on full flow The separator unit, decanter unit, the self-cleaning
depth filter. automatic bypass mesh filter and the bypass depth
It is advisable to run bypass separators continu- filter capacity must be adjusted according to
ously for engines operated on MDO/MGO as sepa- maker’s recommendations.
rators present the best cleaning solution. Mesh fil- In case full flow filtration equipment is chosen, this
ters have the disadvantage that they cannot remove must only be installed as in-line cleaning upstream
water and their elements clog quickly. to the duplex full-flow lubricating oil filter, built onto
the engine.
2012.05.15 - ES1
MAN Diesel & Turbo
504.03 Description
Treatment and maintenance of lubricating oil Page 2 (4)
Edition 07
L16/24, L23/30H, V28/32S, L21/31, L27/38

The most appropriate type of equipment for a par- Lubricating oil preheating
ticular application depends on the engine output,
the type and amount of combustion residues, the The installed heater on the separator unit ensures
annual operating time and the operating mode of correct lubricating oil temperature during separa-
the plant. Even with a relatively low number of oper- tion. When the engine is at standstill, the heater can
ating hours there can be a great deal of combustion be used for two functions:
residues if, for instance, the engine is inadequately ▪ The oil in the sump can be preheated to 95 –
preheated and quickly accelerated and loaded. 98 °C by the heater and cleaned continuously
by the separator.
Separator ▪ The heater can also be used to maintain an oil
temperature of at least 40 °C, depending on
Continuous lubricating oil cleaning during engine
installation of the lubricating oil system.
operation is mandatory. An optimal lubricating oil
treatment is fundamental for a reliable working con-
dition of the engine. Cleaning capacity
If the lubricating oil is circulating without a separator Normally, it is recommended to use a self-cleaning
in operation, the lubricating oil will gradually be con- filtration unit in order to optimize the cleaning period
taminated by products of combustion, water and/or and thus also optimize the size of the filtration unit.
acid. In some instances cat-fines may also be Separators for manual cleaning can be used when
present. the reduced effective cleaning time is taken into
In order to prolong the lubricating oil lifetime and consideration by dimensioning the separator
remove wear elements, water and contaminants capacity.
from the lubricating oil, it is mandatory to use a by-
pass separator. The required flow
The separator will reduce the carbon residue con-
tent and other contaminants from combustion on In order to calculate the required lubricating oil flow
engines operated on HFO, and keep the amount through the separator, the separator maker’s rec-
within MDT’s recommendation, on condition that ommendation must be followed.
the separator unit is operated according to maker's As a guidance, the following formula should form
recommendations. the basis for choosing the required flow for the sep-
When operating a cleaning device, the following arator capacity:
recommendations must be followed:
Q = P x 1.36 x n
▪ The optimum cleaning effect is achieved by
T
keeping the lubricating oil in a state of low vis-
cosity for a long period in the separator bowl. Q = required flow (l/h)
▪ Sufficiently low viscosity is obtained by preheat- P = engine output kW)
ing the lubricating oil to a temperature of 95°C - t = actual effective separator operating
98°C, when entering the separator bowl. time per day (hour)
▪ The separator unit capacity must be adjusted n = number of turnovers per day of the
according to maker’s recommendations. theoretical oil volume correspond-
Slow passage of the lubricating oil through the sep- ing to 1.36 l/kW or 1 l/HP
arator is obtained by using a reduced flow rate and The following values for "n" are recommended:
by operating the separator 24 hours a day, stop-
ping only for maintenance, according to maker's n = 5 for HFO operation (residual)
recommendation. n = 4 for MDO operation
n = 3 for distillate fuel
2012.05.15 - ES1
MAN Diesel & Turbo
Description 504.03
Page 3 (4) Treatment and maintenance of lubricating oil
Edition 07
L16/24, L23/30H, V28/32S, L21/31, L27/38

Example 1 Three 1000 kW engines operating on HFO connec-
For multi-engine plants, one separator per engine in ted to a common self-cleaning separator with a
operation is recommended. daily effective separating period of 23 hours:
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.
Check of lubricating oil system

For cleaning of the lubricating oil system after over-
hauls and inspection of the lubricating oil piping
system the following checks must be carried out:
1. Examine the piping system for leaks.
2. Retighten all bolts and nuts in the piping sys-
tem.
3. Move all valves and cocks in the piping system.
Lubricate valve spindles with graphite or similar.
4. Blow through drain pipes.
5. Check flexible connections for leaks and dam-
1 Interconnected valves ages.
6. Check manometers and thermometers for pos-
Figure 2: Example 2 sible damages.
2012.05.15 - ES1
MAN Diesel & Turbo
504.03 Description
Treatment and maintenance of lubricating oil Page 4 (4)
Edition 07
L16/24, L23/30H, V28/32S, L21/31, L27/38

rous particles and rust are active. Furthermore, the
Deterioration of oil lacquer and varnish oxidation products of the oil
itself have an accelerating effect. Continuous clean-
Oil seldomly loses its ability to lubricate, i.e. to form ing of the oil is therefore important to keep the
a friction-decreasing oil film, but it may become cor- sludge content low.
rosive to the steel journals of the bearings in such a
way that the surface of these journals becomes too
rough and wipes the bearing surface.
Water washing
In that case the bearings must be renewed, and the Water washing of HD oils (heavy duty) must not be
journals must also be polished. The corrosiveness carried out.
of the lubricating oil is either due to far advanced
oxidation of the oil itself (TAN) or to the presence of Water in the oil
inorganic acids (SAN). In both cases the presence
If the TAN is low, a minor increase in the fresh water
of water will multiply the effect, especially sea water
content of the oil is not immediately detrimental
as the chloride ions act as an inorganic acid.
while the engine is in operation. Naturally, it should
be brought down again as quickly as possible
Signs of deterioration (below 0.2% water content, which is permissible,
If circulating oil of inferior quality is used and the oxi- see description "B 12 15 0/504.04 criteria for
dative influence becomes grave, prompt action is exchange of lube oil”). If the engine is stopped while
necessary as the last stages in the deterioration will corrosion conditions are unsatisfactory, the crank-
develop surprisingly quickly, within one or two shaft must be turned ½ - ¾ revolution once every
weeks. Even if this seldomly happens, it is wise to hour. Please make sure that the crankshaft stops in
be acquainted with the signs of deterioration. different positions, to prevent major damage to
bearings and journals. The lubricating oil must be
These may be some or all of the following: circulated and separated continuously to remove
▪ Sludge precipitation in the separator multiplies water.
▪ Smell of oil becomes acrid or pungent Water in the oil may be noted by steam formation
on the sight glasses, by appearance, or ascertained
▪ Machined surfaces in the crankcase become
by immersing a piece of glass or a soldering iron
coffee-brown with a thin layer of lacquer
heated to 200-300°C in an oil sample. If there is a
▪ Paint in the crankcase peels off or blisters hissing sound, water is present. If a large quantity of
▪ Excessive carbon is formed in the piston cool- water has entered the lubricating oil system, it has
ing chamber to be removed. Either to suck up sediment water
from the bottom, or replace the oil in the sump. An
In a grave case of oil deterioration the system must
oil sample must be analysed immediately for chlor-
be cleaned thoroughly and refilled with new oil.
ide ions.
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 504.04
Page 1 (2) Criteria for Cleaning/Exchange of Lubricating Oil Edition 07
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 %
Based on the analysis results, the following guidance Unit : Weight %

are normally sufficient for evaluating the lubricating
oil condition. The parameters themselves can not be Possible test
jugded alonestanding, but must be evaluated together method : ASTM D4928, ISO 3733
in order to conclude the lubricating oil condition.
Water can originate from contaminated fuel oil, an
engine cooling water leak or formed as part of the
1. Viscosity combustion process. If water is detected also Sodium,
Glycol or Boron content should be checked in order
Limit value : to confirm engine coolant leaks.

Normal min. max.
value value value 4. Base Number (BN)
SAE 30 [cSt@40° C] 95 - 125 75 160
Min. value : The BN value should not be lower
SAE 30 [cSt@100° C] 11 - 13 9 15 than 50% of fresh lubricating oil
value, but minimum BN level never
SAE 40 [cSt@40° C] 135 - 165 100 220 to be lower than 10-12 at operat-
ing on HFO!
SAE 40 [cSt@100° C] 13.5 - 15.0 11 19
Unit : mg KOH/g
Possible test
method : ASTM D-2896, ISO 3771
07.11 - ES1
MAN Diesel & Turbo
504.04 Description
Edition 07 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.
Possible test Total insolubles is maily derived from products of

method : ASTM D-664 combustion blown by the piston rings into the crank-
case. It also includes burnt lubricating oil, additive
TAN is used to monitor oil degradation and is a ash, rust, salt, wear debris and abrasive matter.
measure of the total acids present in the lubricating
oil derived from oil oxidation (weak acids) and acidic
products of fuel combustion (strong acids). 7. Metal Content
Metal content Remarks Attention limits

6. Insolubles Content
Iron Depend upon max. 50 ppm
Max. value : 1.5 % generally, depending upon Chromium engine type and max. 10 ppm
Copper operating condi- max. 15 ppm
actual dispersant value and the Lead tions max. 20 ppm
increase in viscosity. Tin max. 10 ppm
Aluminium max. 20 ppm
Silicon max. 20 ppm
07.11 - ES1
MAN Diesel
Description
Page 1 (1) Lubricating Points 504.05
Edition 03
General
Lubricating Oil Types Used in the Engine
Description Lub. Oil Type
Engine system lubricating oil SAE 40 oil according to lubricating oil specification on page 504.01.
Turbocharger Engine system lubricating oil.
Governor See governor instructions in section 509.
Alternator (only for GenSet) See special instructions in section 518 or separate instructions.
Hydraulic tools Hydraulic oil or turbine oil (with a viscosity of about SAE 20).
08028-0D/H5250/94.08.12
04.35 - ES0
MAN Diesel
Description
Page 1 (1) Lubricating Oil in Base Frame 504.06
Edition 03H
L27/38
Type L27/38 5 cyl. 6 cyl. 7 cyl. 8 cyl. 9 cyl.
Min. level alarm H1 (mm) 325 325 325 325 325
Min. level H2 (mm) 335 335 335 335 335
Max. level H3 (mm) 425 425 425 425 425

08028-0D/H5250/94.08.12
Max. level alarm H4 (mm) 440 440 440 440 440
Min. litre (H2) 1150 1314 1477 1639 1802
Max. litre (H3) 1471 1679 1887 2096 2304
99.25 - ES0
MAN Diesel
Description 504.07
Page 1 (2) Specific Lubricating Oil Consumption - SLOC Edition 03
General
Engine type RPM SLOC [g/kWh]
L16/24 1000/1200 0.4 - 0.8
L21/31 900/1000 0.4 - 0.8
L23/30H 720/750/900 0.6 - 1.0
L27/38 720/750 0.4 - 0.8
L28/32H 720/750 0.6 - 1.0
V28/32H 720/750 0.6 - 1.0
V28/32S 720/750 0.4 - 0.8
L32/40 720/750 0.8 - 1.0
Please note that only maximum continuous rating A2:

(PMCR (kW)) should be used in order to evaluate the Lubricating oil evaporation
SLOC. Lubricating oil leakages
Lubricating oil losses at lubricating oil filter
Please note, during engine running-in the SLOC may exchange
exceed the values stated.
The lubricating oil density, ρ @ 15°C must be known
The following formula is used to calculate the in order to convert ρ to the present lubricating oil
SLOC: temperature in the base frame. The following formula
is used to calculate ρ:
SLOC [g/kWh] =
ρlubricating oil [kg/m3] =
(lubricating oil added - A1 - A2 [dm ]) * ρlubricating oil [kg/m ]
3 3
run.hrs period * PMCR [kW] ρlubricating oil @15°C [kg/m3] – 0,64 * (tlubricating oil [°C] – 15)
In order to evaluate the correct engine SLOC, The engine maximum continuous design rating (PMCR)
the following circumstances must be noticed and must always be used in order to be able to compare
subtracted from the engine SLOC: the individual measurements, and the running hours
since the last lubricating oil adding must be used
A1: in the calculation. Due to inaccuracy *) at adding
08028-0D/H5250/94.08.12
Desludging interval and sludge amount from the lubricating oil, the SLOC can only be evaluated
lubricating oil separator (or automatic lubricating oil after 1,000 running hours or more, where only the
filters). The expected lubricating oil content of the average values of a number of lubricating oil addings
sludge amount is 30%. are representative.
The following does also have an influence on Note *)

the SLOC and must be considered in the SLOC A deviation of ± 1 mm with the dipstick measurement
evaluation: must be expected, witch corresponds uptill ± 0.1
g/kWh, depending on the engine type.
06.25 - ES0
MAN Diesel
Description 504.07
Page 2 (2) Specific Lubricating Oil Consumption - SLOC Edition 03
General
Plant / Ship
Lube oil consumption
Engine type:___________________ Engine # :__________________
Lube oil brand/type:__________________________________________
Density @15 C:_____________ [kg/m3]
Date Run. hrs Add. Lube oil A1 + A2 L.O.Temperature SLOC Remarks

[h] [dm³] [dm³] [°C] [g/kWh]
08028-0D/H5250/94.08.12
06.25 - ES0
Heavy fuel oil (HFO) specification
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.
Heavy fuel oil (HFO)

Origin/Refinery process The quality of the heavy fuel oil largely depends on the quality of crude oil
and on the refining process used. This is why the properties of heavy fuel oils
with the same viscosity may vary considerably depending on the bunker
positions. Heavy fuel oil is normally a mixture of residual oil and distillates.
The components of the mixture are normally obtained from modern refinery
processes, such as Catcracker or Visbreaker. These processes can
adversely affect the stability of the fuel as well as its ignition and combustion
properties. The processing of the heavy fuel oil and the operating result of
the engine also depend heavily on these factors.
Bunker positions with standardised heavy fuel oil qualities should preferably
be used. If oils need to be purchased from independent dealers, also ensure
that these also comply with the international specifications. The engine oper-
ator is responsible for ensuring that suitable heavy fuel oils are chosen.
Specifications Fuels intended for use in an engine must satisfy the specifications to ensure
sufficient quality. The limit values for heavy fuel oils are specified in Table 1.
The entries in the last column of Table 1 provide important background infor-
mation and must therefore be observed.
Different international specifications exist for heavy fuel oils. The most impor-
tant specifications are ISO 8217-2010 and CIMAC-2003, which are more or
less identical. The ISO 8217 specification is shown in Fig. 1. All qualities in
these specifications up to K700 can be used, providing the fuel preparation
system has been designed accordingly. To use any fuels, which do not com-
ply with these specifications (e.g. crude oil), consultation with Technical Serv-
ice of MAN Diesel & Turbo SE in Augsburg is required. Heavy fuel oils with a
maximum density of 1,010 kg/m3 may only be used if up-to-date separators
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
exhaust gas system. A number of fuels have a tendency towards incompati-

bility with lubricating oil which leads to deposits being formed in the fuel
delivery pump that can block the pumps. It may therefore be necessary to
exclude specific fuels that could cause problems.
General
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
6680 3.3.3-01 EN 1 (12)

(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
Sediment (potential) Weight % 0.1

Aluminium and silicium mg/kg max. 60 Heavy fuel oil processing
content (total)
Acid number mg KOH/g 2.5
Hydrogen sulphide mg/kg 2
Used lubricating oil mg/kg The fuel must be free of lubri-
(ULO) cating oil (ULO = used lubricat-
2012-05-16 - de
ing oil, old oil). Fuel is consid-

ered as contaminated with
lubricating oil when the follow-
ing concentrations occur:
General
Ca > 30 ppm and Zn > 15

ppm or Ca > 30 ppm and P >
15 ppm.
2 (12) 6680 3.3.3-01 EN

Asphaltene content Weight % 2/3 of coke residue Combustion properties
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

2012-05-16 - de
General
6680 3.3.3-01 EN 3 (12)

6680 3.3.3-01
2012-05-16 - de
General
Figure 1: ISO 8217-2010 specification for heavy fuel oil
4 (12) 6680 3.3.3-01 EN

6680 3.3.3-01
2012-05-16 - de
General
Figure 2: ISO 8217-2010 specification for heavy fuel oil (continued)
6680 3.3.3-01 EN 5 (12)

6680 3.3.3-01
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
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
must be self-cleaning (i.e. the cleaning intervals must be triggered automati-

cally).
Only new generation separators should be used. They are extremely effective
General
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.
6 (12) 6680 3.3.3-01 EN

Table "Achievable proportion of foreign matter and water (following separa-

tion)" shows the prerequisites that must be met by the separator. These limit
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.
Application in ships and stationary use: parallel installation

1 Separator for 100 % flow rate 1 Separator (reserve) for 100 % flow
rate
Figure 3: Location of heavy fuel oil cleaning equipment and/or separator

The separators must be arranged according to the manufacturers' current
recommendations (Alpha Laval and Westfalia). The density and viscosity of
the heavy fuel oil in particular must be taken into account. If separators by
other manufacturers are used, MAN Diesel should be consulted.
If processing is carried out in accordance with the MAN Diesel specifications
and the correct separators are chosen, it may be assumed that the results
stated in the table entitled "Achievable proportion of foreign matter and
water" for inorganic foreign matter and water in the heavy fuel oil will be ach-
ieved at the engine inlet.
Results obtained during operation in practiсe show that the wear occurs as a
result of abrasion in the injection system and the engine will remain within
acceptable limits if these values are complied with. In addition, an optimum
lubricating oil treatment process must be ensured.
Definition Particle size Quantity

Inorganic foreign matter < 5 µm < 20 mg/kg
including catalyst particles
Al+Si content -- < 15 mg/kg
Water content -- < 0.2 % by vol. %
Table 2: Achievable proportion of foreign matter and water (after separation)
Water It is particularly important to ensure that the water separation process is as
2012-05-16 - de
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.
6680 3.3.3-01 EN 7 (12)

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
at regular intervals. The tank's ventilation system must be designed in such a

way that condensate cannot flow back into the tank.
Vanadium/Sodium If the vanadium/sodium ratio is unfavorable, the melting point of the heavy
fuel oil ash may fall in the operating area of the exhaust-gas valve which can
lead to high-temperature corrosion. Most of the water and water-soluble
sodium compounds it contains can be removed by pretreating the heavy fuel
oil in the settling tank and in the separators.
The risk of high-temperature corrosion is low if the sodium content is one
third of the vanadium content or less. It must also be ensured that sodium
does not enter the engine in the form of seawater in the intake air.
If the sodium content is higher than 100 mg/kg, this is likely to result in a
higher quantity of salt deposits in the combustion chamber and exhaust-gas
system. This will impair the function of the engine (including the suction func-
tion of the turbocharger).
Under certain conditions, high-temperature corrosion can be prevented by
using a fuel additive that increases the melting point of the heavy fuel oil ash
(also see "Additives for heavy fuel oils”).
Ash Fuel ash consists for the greater part of vanadium oxide and nickel sulphate
(see above chapter for more information). Heavy fuel oils containing a high
proportion of ash in the form of foreign matter, e.g. sand, corrosion com-
pounds and catalyst particles, accelerate the mechanical wear in the engine.
Catalyst particles produced as a result of the catalytic cracking process may
be present in the heavy fuel oils. In most cases, these are aluminium silicate
particles that cause a high degree of wear in the injection system and the
engine. The aluminium content determined, multiplied by a factor of between
5 and 8 (depending on the catalytic bond), is roughly the same as the pro-
portion of catalyst remnants in the heavy fuel oil.
Homogeniser If a homogeniser is used, it must never be installed between the settling tank
and separator as otherwise it will not be possible to ensure satisfactory sepa-
ration of harmful contaminants, particularly seawater.
Flash point (ASTM D 93) National and international transportation and storage regulations governing
the use of fuels must be complied with in relation to the flash point. In gen-
eral, a flash point of above 60 °C is prescribed for diesel engine fuels.
Low-temperature behaviour The pour point is the temperature at which the fuel is no longer flowable
(ASTM D 97) (pumpable). As the pour point of many low-viscosity heavy fuel oils is higher
than 0 °C, the bunker facility must be preheated, unless fuel in accordance
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
8 (12) 6680 3.3.3-01 EN

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
quality, flow properties and combustion quality, the bunker operator is

responsible for ensuring that the quality of heavy fuel oil delivered is suitable
for the diesel engine. (Also see illustration entitled "Nomogram for determin-
ing the CCAI – assigning the CCAI ranges to engine types").
2012-05-16 - de
General
6680 3.3.3-01 EN 9 (12)

6680 3.3.3-01
V Viscosity in mm2/s (cSt) at 50° C A Normal operating conditions

D Density [in kg/m3] at 15° C B The ignition characteristics can
be poor and require adapting the
engine or the operating condi-
tions.
CCAI Calculated Carbon Aromaticity C Problems identified may lead to
Index engine damage, even after a
short period of operation.
1 Engine type 2 The CCAI is obtained from the
straight line through the density
and viscosity of the heavy fuel
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
components that are exposed to acidic combustion products is below the

acid dew point, acid corrosion can no longer be effectively prevented, even if
alkaline lubricating oil is used.
The BN values specified in Section 3.3.6 are sufficient, providing the quality
General
of lubricating oil and the engine's cooling system satisfy the requirements.
10 (12) 6680 3.3.3-01 EN

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
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

General
6680 3.3.3-01 EN 11 (12)

6680 3.3.3-01
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.
2012-05-16 - de
General
12 (12) 6680 3.3.3-01 EN

Diesel oil (MDO) specification
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
Oxidation resistance g/m3 ISO 12205 < 25

Lubricity μm ISO 12156-1 < 520
(wear scar diameter)
Copper strip test - ISO 2160 <1
Other specifications:
2012-03-21 - de
British Standard BS MA 100-1987 Class M2

ASTM D 975 2D
ASTM D 396 Nr. 2
General
Table 1: Marine diesel oil (MDO) – characteristic values to be adhered to

* For engines 27/38 with 350 resp. 365 kW/cyl the viscosity must not exceed
6 mm2/s @ 40 °C, as this would reduce the lifetime of the injection system.
6680 3.3.2-01 EN 1 (2)

6680 3.3.2-01
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

General
2 (2) 6680 3.3.2-01 EN

Gas oil / diesel oil (MGO) specification
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
Table 1: Diesel fuel (MGO) – properties that must be complied with.
6680 3.3.1-01 EN 1 (2)

* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining
6680 3.3.1-01
the cloud point in accordance with ISO 3015
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

2011-07-06 - de
General
2 (2) 6680 3.3.1-01 EN

Bio fuel 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
TAN (total acid number) < 5 mg KOH/g DIN EN ISO 660

Filterability < 10 °C below the lowest temper- EN 116
ature in the fuel system
2011-03-25 - de
Table 1: Non-transesterified bio-fuel - Specifications

General
6680 3.3.1-02 EN 1 (2)


6680 3.3.1-02

Analyses
2011-03-25 - de
General
2 (2) 6680 3.3.1-02 EN

Viscosity-temperature diagram (VT diagram)

Explanations of viscosity-temperature diagram

Figure 1: Viscosity-temperature diagram (VT diagram)
In the diagram, the fuel temperatures are shown on the horizontal axis and
the viscosity is shown on the vertical axis.
The diagonal lines correspond to viscosity-temperature curves of fuels with
different reference viscosities. The vertical viscosity axis in mm2/s (cSt)
applies for 40, 50 or 100 °C.
Determining the viscosity-temperature curve and the required preheating temperature

Example: Heavy fuel oil with
2011-03-25 - de
Prescribed injection viscosity Required temperature of heavy fuel oil

180 mm²/s at 50 °C in mm²/s at engine inlet* in °C
≥ 12 126 (line c)
General
≤ 14 119 (line d)
Table 1: Determining the viscosity-temperature curve and the required preheating
temperature
6680 3.3.4-01 EN 1 (2)

* With these figures, the temperature drop between the last preheating
device and the fuel injection pump is not taken into account.
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:
▪ 45 °C at the most with MGO (DMA) and MDO (DMB) and

▪ 60 °C at the most with MDO (DMC).
A fuel cooler must therefore be installed.
If the viscosity of the fuel is < 2 cSt at 40 °C, consult the technical service of
MAN Diesel & Turbo SE in Augsburg.
2011-03-25 - de
General
2 (2) 6680 3.3.4-01 EN

MAN Diesel & Turbo
Description
Page 1 (1) Firing Pressure Comparison 504.28
Edition 05
L27/38
Engine type, 5 - 9L27/38, GenSet
Output kW/cyl 320
Engine speed rpm 750
210
200
190
180
170
indicator cock [ bar ]
160
150
140
130
120
110
100
100 110 120 130 140 150 160 170 180 190 200 210
combustion chamber [ bar ]
Stated values under ISO reference conditions:

Air temperature compressor inlet °C 25
Cooling water temperature intercooler LT stage °C 32
Ambient air pressure mbar 1000
Ambient humidity abs. 5.96 g/kg, rel. 30%
11.33 - ES1 - Tier I

MAN Diesel
Description 504.30
Page 1 (2) Fuel Oil Cleaning Edition 01
General
Purification Recommendations Especially for fuels above 180 cST/50°C (1500 sec.
RW/100°F) the highest possible temperature of 98°C
Fuel oils are always contaminated and should there- (208°F) should be maintained in the centrifuge oil
fore be cleaned thoroughly of 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 for as long as pos-
catalysts. Liquid contaminants are mainly water, i.e. sible by adjusting the flow rate through the centrifuge
either fresh water or sea water. so that it corresponds to the amount of fuel required
by the engine without excessive re-circulating. Con-
The impurities can cause damage to fuel injection sequently, the centrifuge should operate for 24 hours
pumps and fuel valves, result in increased cylinder a day except during necessary cleaning.
liner wear and cause the exhaust valve seats to
deteriorate. Increased fouling of gasways and tur- Taking today's fuel qualities into consideration the
bocharger blends may also result from the use of need to clean centrifuges ("shooting frequency")
inadequately 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 that the capacity removal. The centrifuge manual states the disc or
of the centrifuges installed be at least according to screw adjustment which should be chosen on the
the centrifuge 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 to allow the fuel oil to remain available for fuel cleaning. Results from experimen-
in the centrifuge bowl for as long 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 HFO by Centrifuging
series, in purifier/clarifier mode.
Single centrifuge as purifier.
Operating Therefore series operation of centrifuges to ensure
options Two centrifuges in parallel.
Two centrifuges in series. maximum safety is a fully accepted alternative to the
previously recommended parallel operation, provided
Optimum Operating Configurations the operating capacity of each individual centrifuge
can handle the total amount of fuel required by the
Water content Parallel operation engine, without exceeding the flow rate recommended
below 1 % Purifier / Purifier by the centrifuge maker for the operating mode in
Normal question.
or
conditions
Density at 15°C Series operation
below 0.991 Purifier + Clarifier If the centrifuge capacity installed is on the low side,
corresponding to the specific viscosity of the fuel
08028-0D/H5250/94.08.12
Water content oil used, and if more than one centrifuge is avail-
below 1 % Parallel operation able, parallel operation may be considered in order
to obtain an even lower flow rate. However, in view
Extreme Density at 15°C Purifier / Purifier of the above results and recommendations serious
conditions below 0.991 consideration should be given to installing new equip-
ment in accordance with today's fuel qualities and
High content Series operation flow recommendations.
of catalyst fines Purifier + Clarifier
Table 1. Cleaning of HFO.
97.40 - ES0
MAN Diesel
504.30 Description
Edition 01 Fuel Oil Cleaning Page 2 (2)
General
To determine centrifuging capacity we generally

advise to follow the recommendations of the cen- Flow Rate
trifuge maker, but the curves in fig. 1, can be used Related to Rated Capacity of Centrifuge
as a guideline. %
100
A homogenizer may be installed in the fuel oil sys- 80

tem as a supplement to the centrifuges in order to 60
homogenize possible water and sludge still present 40
in the fuel after centrifuging. 20
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
Log scales 30 60 80 180 380 600 cST/50°C
200 400 600 1500 3500 6000 sec. RI/100°F
Fig. 1 Flow rate through centrifuge related to nominal capa-

city of centrifuge.
08028-0D/H5250/94.08.12
97.40 - ES0
Engine cooling water specifications
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
*) 1°dH (German hard- ≙ 10 mg CaO in 1 litre of water ≙ 17.9 mg CaCO3/l

ness)
≙ 0.357 mval/l ≙ 0.179 mmol/l
**) 1 mg/l ≙ 1 ppm
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-
ment. For information on monitoring cooling water, refer to Work Card
000.07.
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
be handled particularly carefully and the concentration of the additive must

be regularly checked.
6680 3.3.7-01 EN 1 (8)

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
overriding importance. The temporary hardness is determined by the carbo-

nate content of the calcium and magnesium salts. The permanent hardness
is determined by the amount of remaining calcium and magnesium salts (sul-
phates). The temporary (carbonate) hardness is the critical factor that deter-
mines the extent of limescale deposit in the cooling system.
Water with a total hardness of > 10°dGH must be mixed with distilled water
or softened. Subsequent hardening of extremely soft water is only necessary
to prevent foaming if emulsifiable slushing oils are used.
Damage to the cooling water system

Corrosion Corrosion is an electrochemical process that can widely be avoided by
selecting the correct water quality and by carefully handling the water in the
engine cooling system.
Flow cavitation Flow cavitation can occur in areas in which high flow velocities and high tur-
bulence is present. If the steam pressure is reached, steam bubbles form
and subsequently collapse in high pressure zones which causes the destruc-
tion of materials in constricted areas.
Erosion Erosion is a mechanical process accompanied by material abrasion and the
destruction of protective films by solids that have been drawn in, particularly
in areas with high flow velocities or strong turbulence.
Stress corrosion cracking Stress corrosion cracking is a failure mechanism that occurs as a result of
simultaneous dynamic and corrosive stress. This may lead to cracking and
rapid crack propagation in water-cooled, mechanically-loaded components if
the cooling water has not been treated correctly.
Processing of engine cooling water

Formation of a protective The purpose of treating the engine cooling water using anticorrosive agents
film is to produce a continuous protective film on the walls of cooling surfaces
and therefore prevent the damage referred to above. In order for an anticor-
rosive agent to be 100 % effective, it is extremely important that untreated
water satisfies the requirements in the Section Requirements.
Protective films can be formed by treating the cooling water with an anticor-
rosive chemical or an emulsifiable slushing oil.

Emulsifiable slushing oils are used less and less frequently as their use has
been considerably restricted by environmental protection regulations, and
because they are rarely available from suppliers for this and other reasons.
Treatment prior to initial Treatment with an anticorrosive agent should be carried out before the
commissioning of engine engine is brought into operation for the first time to prevent irreparable initial
damage.
Treatment of the cooling water

2012-05-09 - de
The engine must not be brought into operation without treating the
cooling water first.
General
2 (8) 6680 3.3.7-01 EN

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
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
6680 3.3.7-01 EN 3 (8)

and the required concentrations, contact the manufacturer. As regards the

chemical additives indicated in the table „Nitrite-Containing Chemical Addi-
6680 3.3.7-01
tives“, their compatibility with ethylene glycol-based antifreezes has been

proved. Anti-freeze solutions may only be mixed with one another with the
consent of the manufacturer, even if these solutions have the same composi-
tion.
Before an anti-freeze solution is used, the cooling system must be thoroughly
cleaned.
If the cooling water contains an emulsifiable slushing oil, anti-freeze solution
must not be added as otherwise the emulsion would break up and oil sludge
would form in the cooling system.
Observe the applicable environmental protection regulations when disposing
of cooling water containing additives. For more information, consult the addi-
tive supplier.
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.
Prerequisite for effective use of an anticorrosive agent
Clean cooling system

As contamination significantly reduces the effectiveness of the additive, the
tanks, pipes, coolers and other parts outside the engine must be free of rust
and other deposits before the engine is started up for the first time and after
repairs are carried out on the pipe system. The entire system must therefore
be cleaned with the engine switched off using a suitable cleaning agent (see
Work Cards 000.03 and 000.08 by MAN Diesel).

Loose solid matter in particular must be removed by flushing the system
thoroughly as otherwise erosion may occur in locations where the flow veloc-
ity is high.
The cleaning agents must not corrode the seals and materials of the cooling
system. In most cases, the supplier of the cooling water additive will be able
to carry out this work and, if this is not possible, will at least be able to pro-
vide suitable products to do this. If this work is carried out by the engine
operator, he should use the services of a specialist supplier of cleaning
agents. The cooling system must be flushed thoroughly following cleaning.
2012-05-09 - de
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
4 (8) 6680 3.3.7-01 EN

Regular checks of the cooling water condition and cooling water
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.
Concentrations of chemical additives

The chemical additive concentrations shall not be less than the
minimum concentrations indicated in the table „Nitrite-containing
chemical additives“.
Excessively low concentrations can promote corrosion and must be avoided.

If the concentration is slightly above the recommended concentration this will
not result in damage. Concentrations that are more than twice the recom-
mended concentration should be avoided.
Every 2 to 6 months send a cooling water sample to an independent labora-
tory or to the engine manufacturer for integrated analysis.
Emulsifiable anticorrosive agents must generally be replaced after abt. 12
months according to the supplier's instructions. When carrying this out, the
entire cooling system must be flushed and, if necessary, cleaned. Once filled
into the system, fresh water must be treated immediately.
If chemical additives or anti-freeze solutions are used, cooling water should
be replaced after 3 years at the latest.
If there is a high concentration of solids (rust) in the system, the water must
be completely replaced and entire system carefully cleaned.
Deposits in the cooling system may be caused by fluids that enter the cool-
ing water, or the break up of emulsion, corrosion in the system and limescale
deposits if the water is very hard. If the concentration of chloride ions has
increased, this generally indicates that seawater has entered the system. The
maximum specified concentration of 50 mg chloride ions per kg must not be
exceeded as otherwise the risk of corrosion is too high. If exhaust gas enters
the cooling water, this may lead to a sudden drop in the pH value or to an
increase in the sulphate content.
Water losses must be compensated for by filling with untreated water that
meets the quality requirements specified in the section Requirements. The
concentration of the anticorrosive agent must subsequently be checked and
adjusted if necessary.
2012-05-09 - de
Subsequent checks of cooling water are especially required if the cooling

water had to be drained off in order to carry out repairs or maintenance.
General
6680 3.3.7-01 EN 5 (8)

6680 3.3.7-01
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.
Permissible cooling water additives
Nitrite-containing chemical additives

Manufacturer Product designation Initial dosing for Minimum concentration ppm
1,000 litres
Product Nitrite Na-Nitrite
(NO2) (NaNO2)
Drew Marine Liquidewt 15 l 15,000 700 1,050

One Drew Plaza Maxigard 40 l 40,000 1,330 2,000
Boonton
New Jersey 07005
USA
Wilhelmsen (Unitor) Rocor NB Liquid 21.5 l 21,500 2,400 3,600

KJEMI-Service A.S. Dieselguard 4.8 kg 4,800 2,400 3,600
P.O.Box 49/Norway
3140 Borgheim
Nalfleet Marine Nalfleet EWT Liq 3l 3,000 1,000 1,500
Chemicals (9-108)
P.O.Box 11 Nalfleet EWT 9-111 10 l 10,000 1,000 1,500
Northwich Nalcool 2000 30 l 30,000 1,000 1,500
Cheshire CW8DX, U.K.
2012-05-09 - de
Nalco Nalcool 2000 30 l 30,000 1,000 1,500

TRAC 102 30 l 30,000 1,000 1,500
TRAC 118 3l 3,000 1,000 1,500
General
Maritech AB Marisol CW 12 l 12,000 2,000 3,000

P.O.Box 143
S-29122 Kristianstad
6 (8) 6680 3.3.7-01 EN

Manufacturer Product designation Initial dosing for Minimum concentration ppm
6680 3.3.7-01
1,000 litres
Product Nitrite Na-Nitrite
(NO2) (NaNO2)
Uniservice N.C.L.T. 12 l 12,000 2,000 3,000

Via al Santuario di N.S.
della Guardia 58/A Colorcooling 24 l 24,000 2,000 3,000
16162 Genova, Italy
Marichem – Marigases D.C.W.T. - 48 l 48,000 2,400 -
64 Sfaktirias Street Non-Chromate
18545 Piraeus, Griechen-
land
Marine Care Caretreat 2 16 l 16,000 4,000 6,000
3144 NA Maasluis
The Netherlands
Vecom Cool Treat NCLT 16 l 16,000 4,000 6,000
Schlenzigstraße 7
21107 Hamburg
Deutschland
Table 2: Nitrite-containing chemical additives
Nitrite-free additives (chemical additives)

Manufacturer Product designation Initial dosing Minimum concentration
for 1 000 litres
Arteco
Technologiepark Havoline XLI 75 l 7.5 %
Zwijnaarde 2
B-9052 Gent, Belgium
Total Lubricants WT Supra 75 l 7.5 %
Paris, France
Q8 Oils Q8 Corrosion Inhibitor 75 l 7.5 %
Long-Life
Table 3: Chemical additives - nitrite free
Emulsifiable slushing oils

Manufacturer Product
(designation)
BP Marine, Breakspear Way, Hemel Hempstead, Diatsol M
Herts HP2 4UL Fedaro M
Castrol Int., Pipers Way, Swindon SN3 1RE, UK Solvex WT 3
Deutsche Shell AG, Überseering 35, Oil 9156
22284 Hamburg, Germany
Table 4: Emulsifiable slushing oils
2012-05-09 - de
General
6680 3.3.7-01 EN 7 (8)

Anti-freeze solutions with slushing properties

6680 3.3.7-01
Manufacturer Product designation Minimum concentration

BASF Glysantin G 48
Carl-Bosch-Str. Glysantin 9313
67063 Ludwigshafen, Glysantin G 05
Rhein
Deutschland
Castrol Int. Antifreeze NF, SF
Pipers Way
Swindon SN3 1RE, UK
BP, Britannic Tower Anti-frost X2270A
Moor Lane,
London EC2Y 9B, UK
35%
Deutsche Shell AG Glycoshell
Überseering 35
22284 Hamburg
Deutschland
Mobil Oil AG Frostschutz 500
Steinstraße 5
20095 Hamburg
Deutschalnd
Arteco, Technologiepark Havoline XLC
Zwijnaarde 2
B-9052 Gent, Belgium
Total Lubricants Glacelf Auto Supra
Paris, France Total Organifreeze
Table 5: Anti-freeze solutions with slushing properties
2012-05-09 - de
General
8 (8) 6680 3.3.7-01 EN

MAN Diesel & Turbo 000.07
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.
Testing the typical values of water

Short specification
Typical value/property Water for filling Circulating water
and refilling (without additive) (with additive)
Water type Fresh water, free of foreign matter Treated cooling water
Total hardness ≤ 10°dGH 1) ≤ 10°dGH 1)
pH value 6.5 - 8 at 20 °C ≥ 7.5 at 20 °C
Chloride ion content ≤ 50 mg/l ≤ 50 mg/l 2)
Table 1: Quality specifications for cooling water (abbreviated version)
1)
dGH German hardness
1°dGh = 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/L
2)
1mg/l = 1 ppm
2011-06-21 - de
Cooling water
General
6682 000.07-01 EN 1 (2)

000.07 MAN Diesel & Turbo
6682 000.07-01
Testing the concentration of anticorrosive agents

Short specification
Anticorrosive agent Concentration
Chemical additives according to the quality specification in Volume 010.005 Engine - Operating Instructions,
Chapter 3, Sheet 3.3.7
Anti-freeze agents according to the quality specification in Volume 010.005 Engine - Operating Instructions,
Chapter 3, Sheet 3.3.7
Table 2: Concentration of the cooling water additive
Testing the concentration of The concentration should be tested every week, and/or according to the
chemical additives maintenance schedule, using the testing instruments, reagents and instruc-
tions of the relevant supplier.
Chemical slushing oils can only provide effective protection if the right con-
centration is precisely maintained. This is why the concentrations recommen-
ded by MAN Diesel & Turbo (quality specifications in Volume 010.005 Engine
– Operating Instructions, Chapter 3, Page 3.3.7) must be complied with in all
cases. These recommended concentrations may be other than those speci-
fied by the manufacturer.
Testing the concentration of The concentration must be checked in accordance with the manufacturer's
anti-freeze agents instructions or the test can be outsourced to a suitable laboratory. If in
doubt, consult MAN Diesel & Turbo.
Regular water samplings Small quantities of lubricating oil in cooling water can be found by visual
check during regular water sampling from the expansion tank.
Testing We test cooling water for customers in our laboratory. To carry out the test,
we will need a representative sample of abt. 0.5 l.
2011-06-21 - de
Cooling water
General
2 (2) 6682 000.07-01 EN

Cooling water system
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-
nents being cooled.

Rust that has been flushed out may have an abrasive effect on other parts of
the system, such as the sealing elements of the water pumps. Together with
2010-02-09 - de
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
6682 000.08-01 EN 1 (3)

000.08 MAN Diesel & Turbo
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.
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
2 (3) 6682 000.08-01 EN

Cleaning products can cause damage
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.
The applicable regulations governing the disposal of cleaning agents or acids

must be observed.

2010-02-09 - de
General
6682 000.08-01 EN 3 (3)

Water specification for fuel-water emulsions
Water specification for fuel-water emulsions

Prerequisites
The water used for the fuel-water emulsion is an operating fluid that must be
carefully selected, processed (if necessary) and monitored. If this is not done,
deposits, corrosion, erosion and cavitation may occur on the fuel system
components that come into contact with the fuel-water emulsion.
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
*) 1º dH (German hard- ≙ 10 mg CaO ≙ 17.9 mg CaCO3/l

ness) in 1l water
≙ 0.357 mval/l ≙ 0.179 mmol/l
Testing instruments The MAN Diesel water testing kit contains instruments that allow the water
characteristics referred to above (and others) to be easily determined.
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
Treatment with anticorrosive agents not required

Treatment with anticorrosive agents is not required and must be
omitted.
General
6680 3.3.10-01 EN 1 (1)

Specifications for intake air (combustion air)
Specifications for intake air (combustion air)

General
The quality and condition of intake air (combustion air) have a significant
effect on the power output, wear and emissions of the engine. In this regard,
not only are the atmospheric conditions extremely important, but also con-
tamination by solid and gaseous foreign matter.
Mineral dust in the intake air increases wear. Chemicals and gases promote
corrosion.
This is why effective cleaning of intake air (combustion air) and regular main-
tenance/cleaning of the air filter are required.
When designing the intake air system, the maximum permissible overall pres-
sure drop (filter, silencer, pipe line) of 20 mbar must be taken into considera-
tion.
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
Intake air shall not contain any flammable gases

Intake air shall not contain any flammable gases. Make sure that the
combustion air is not explosive.
2012-01-17 - de
General
6680 3.3.11-01 EN 1 (1)

Cylinder head
505/605
MAN Diesel & Turbo
Description 505.01
Page 1 (1) Cylinder head and water jacket
Edition 03
L27/38
Cylinder head
The cylinder head is of cast iron with an integrated
charge air receiver, made in one piece. It has a
bore-cooled thick walled bottom. It has a central
bore for the fuel injection valve and 4 valve cross
flow design, with high flow coefficient. Intensive
water cooling of the nozzle tip area made it possible
to omit direct nozzle cooling. The valve pattern is
turned about 20° to the axis and achieves a certain
intake swirl.
The cylinder head is tightened by means of 4 nuts
and 4 studs which are screwed into the engine
frame. The nuts are tightened by means of hydraulic
jacks.
The cylinder head has a screwed-on top cover. It
has two basic functions: oil sealing of the rocker
chamber and covering of the complete head top
face.
Air inlet and exhaust valves

The valve spindles are made of heat-resistant mate-
rial and the spindle seats are armoured with wel-
ded-on hard metal.
All valve spindles are fitted with valve rotators which
turn the spindles each time the valves are activated.
The turning of the spindles ensures even tempera-
ture levels on the valve discs and prevents deposits
on the seating surfaces.
The cylinder head is equipped with replaceable
valve seat rings. The exhaust valve seat rings are
water cooled in order to assure low valve tempera-
tures.
The seat rings are made of heat-resistant steel. The
seating surfaces are hardened in order to minimize
wear and prevent dent marks.
1999.04.26 - ES0
MAN Diesel & Turbo

Page 1 (4) Dismantling of Cylinder Unit from Engine Edition 12
L27/38

Shut-off cooling water 52000 038
Shut-off fuel oil 52000 212
Stopped lub. oil circul. 52001 107
Press Blocking - Reset 52000 334
52000 060
Description and hydraulic tools according

to working card 520-01.06
Dismantling of cylinder unit from engine for in-
spection and/or overhaul.
Starting position Hand tools
Engine stopped and cooled down. Unbraco top.

Ratchet.
Extension.
Related procedure
Valve rotator 505-01.15

Disassembly of cylinder unit 505-01.01
Fuel injection valve 514-01.10
Function of hydraulic tools 520-01.05
Application of hydraulic tools 520-01.06
Working time : 2 hour Plate no Item no Qty/

Capacity : 2 men

Data

11.40 - ES0, Tier II, VB II

MAN Diesel & Turbo

Edition 12 Dismantling of Cylinder Unit from Engine Page 2 (4)
L27/38
Preparing before Dismantling 9) Disconnect the 2 clamps for locking the charge
air connections by removing the locking bolts
1) Drain off the water from the engine. for the clamps.
2) Take off the top cover. 10) Push the charge air connections inside the
cylinder head which are to be removed.
3) Take off the side covers on both sides of the
engine. 11) Turn the piston to top position.

4) Remove the exhaust gas cover.
Removal of Connecting Rod Shaft
Disassembling of Connectings 12) Mount the turning bracket between the marine
head and counter weight, see fig 2.
5) Disconnect the clamp for connecting cylinder
head and exhaust gas receiver. 13) Loosen the piston rod shaft by means of the
hydraulic jacks, see working card 506-01.25.
6) Disconnect the fuel oil high pressure pipe.
14) Remove the piston rod shaft nuts by hand.
7) Disconnect the 4 clamps for locking the FW
connection between the cylinder heads by
removing the locking bolts for the clamps.
8) Push the FW connections inside the cylinder

heads, which are to be removed.
Charge air connection
 


Cooling water connection
Fig 1 Clip on/off Fig 2 Mount the turning bracket between the marine head
and counterweight

MAN Diesel & Turbo

Page 3 (4) Dismantling of Cylinder Unit from Engine Edition 12
L27/38
Mounting of Support Tools 16) Remove the cylinder head nuts by means of the
hydraulic jacks, see working card 520-01.05.
15) Mount the fixing tool for locking the connecting
rod shaft to the cylinder liner by means of the 17) Mount the lifting tool on the cylinder head.
mounting bolt, see fig 3.

Removal of Cylinder Unit from Engine
18) Carefully lift the cylinder unit out of the engine.
Lifting tool Note! Be careful not to scratch the thread on the

hydraulic bolts when lifting the cylinder unit.
19) Pull out the push rods from the engine frame.
20) Land and fasten the cylinder unit upon the

special work table, or on the floor upon wooden
supports and remove the lifting tool.
Cylinder unit
Fixing tool Fixing tool
Fig 3 Mounting of fixing tool
Fig 4 Hydraulic tools for dismounting of cylinder head nuts

MAN Diesel & Turbo

Edition 12 Dismantling of Cylinder Unit from Engine Page 4 (4)
L27/38
Cylinder unit
Work table
Fig 5 Cylinder unit placed in work table

MAN Diesel & Turbo

Page 1 (3) Disassembly of Cylinder Unit Edition 03H
L27/38

52000 082
Description
Hand tools
Dismounting of cylinder head, water jacket,
cylinder liner and piston for inspection/over- Measuring tools.
haul. Allen key, 8 mm.
Ratchet.
Extension.
Starting position Serrated fork.
Dismantling of cylinder unit 505-01.00
Related procedure
Reconditioning of valve spindle

seat and valve seat ring 505-01.10
Replacement of valve guide 505-01.20
Replacement of valve seat ring 505-01.35
Piston 506-01.10
Inspection and honing of
cylinder liner 506-01.35
Separation/assembly of piston
and connecting rod and fitting
of piston rings 506-01.05

Capacity : 1 man

Data

03.05 - ES0
MAN Diesel & Turbo

Edition 03H Disassembly of Cylinder Unit Page 2 (3)
L27/38
Before starting to dismantle the cylinder unit, it must Removal of Cylinder Head
be placed on the working table.
6) Remove the four allen screws keeping the
cooling water jacket to the cylinder head.
Removal of Piston and Connecting Rod
Shaft 7) Mount the lifting tool on the cylinder head, see
fig 2.
1) Turn the unit upside down.
8) Remove the cylinder head by means of the
2) Remove the supporting tool from the cylinder lifting tool .
liner and piston rod shaft.
3) Mount the eye bolt at the bottom of the piston

rod shaft.
Lifting tool
4) Pull out the piston and the connecting rod shaft

with the aid of the eye bolt and tackle.
5) Turn the unit back to it's starting position.
Cylinder head
Fig 2 Removal of cylinder head
Removal of Cylinder Liner from the Water

Jacket
9) Lift the cylinder liner out of the water jacket by

means of the lifting tool as shown in fig 3.
10) Remove the flame ring from the cylinder liner

by means of the tool as shown in fig 4. Use a
used/scrapped piston ring.
Fig 1 Removal of piston and piston rod
03.05 - ES0
MAN Diesel & Turbo

Page 3 (3) Disassembly of Cylinder Unit Edition 03H
L27/38
Lifting tool for Removal device

cylinder liner for flame ring
Flame ring
Scrapped
piston ring
Fig 4 Removal of flame ring
Cylinder liner
Lifting tool
Fig 3 Removal of cylinder liner from water jacket
03.05 - ES0
MAN Diesel & Turbo

Page 1 (3) Inspection of Inlet Valve, Exhaust Valve and Valve Guide Edition 04H
L27/38

Press Blocking - Reset
Dismounting of inlet and exhaust valve, inspec-

tion of valve guide and mounting of inlet and
exhaust valve.
Starting position
Related procedure
Reconditioning of valve spindle seat

and valve seat ring 505-01.10

Capacity : 1 man

Data
01.30 - ES0
MAN Diesel & Turbo

Edition 04H Inspection of Inlet Valve, Exhaust Valve and Valve Guide Page 2 (3)
L27/38
Dismantling of Inlet and Exhaust Valve
Spindles
1) Land and fasten the cylinder head upon a spe

cial work table and remove the lifting tool.
Or as an Alternative:
Land the cylinder head on the floor upon wood

en supports and remove the lifting tool.
2) Turn back the rocker arm and remove the valve

bridge over the valve spindles.
3) Install the tool for mounting of valves (B), see

fig 1.
4) Compress valve springs by tightening nut A,

see fig 2.
Fig 2 Mounting of compression tool
Fig 1 Mounting of compression tool
5) Remove cone rings, see fig 3.
6) Release springs again by loosening nut A. Fig 3 Removal of cone rings – valve spring pressed down
7) Remove a valve rotator and springs.
8) Push out the valve spindle.
9) Repeat point 4 - 8 to remove other valve

spindles.
01.30 - ES0
MAN Diesel & Turbo

Page 3 (3) Inspection of Inlet Valve, Exhaust Valve and Valve Guide Edition 04H
L27/38
Too much clearance also means insufficient
guidance of the valve spindle, and thus bad
alignment between the spindle head and the
valve seat ring.
12) Change the O-ring inside the valve guide, see

working card 505-01.20.
Mounting of Valve Spindle
13) For mounting the valve spindle, follow the

instructions in point 3-8 in reverse order.
Fig 4 Valve spring reliefed complete
Inspection of Valves/Valve Seats
I f the valve seat is burnt or scarred, it should be ground

using a valve seat grinder, please see working card
505-01.10.
Inspection of Valve Guide
Too much clearance between the valve spindle and

the valve guide may cause:
Fig 5 Measurement of valve guide for wear
- increased lub. oil consumption.
- fouling up of the valve guide and thus give the
risk of the sticking of the valve spindle.
10) Clean the valve guide.
11) Inspect and measure for wear.
If the inner diameter of the valve guide mea-

sured below the O-ring exceeds the tolerance,
please see page 500.35, the valve guide must
be replaced. Please see working card 505-
01.20.
01.30 - ES0
MAN Diesel & Turbo
Working Card Reconditioning of Valve Spindle Seat 505-01.10

Page 1 (2)
and Valve Seat Ring Edition 04
L21/31, L27/38


Description
Reconditioning of valve spindle seat and valve

seat ring, with special grinding machine.
Valve spindle has been removed 505-01.05 All the hand tools and new stones are included
in the tools box for grinding machine.
Related procedure
Inspection of inlet valve,

exhaust valve and valve guide 505-01.05
Replacement and wearing parts

Manpower
Plate no Item no Qty/
Working time : 3 hours
Capacity : 1 man
Data

03.37 - ES0
MAN Diesel & Turbo
505-01.10 Reconditioning of Valve Spindle Seat Working Card

Edition 04 and Valve Seat Ring Page 2 (2)
L21/31, L27/38
Reconditioning of Valve Seat Ring However, when seat "S" is ground to such an extent
that recess "R" disappears, see fig 1, the valve seat
Reconditioning of valve seat rings by machining is ring must be scrapped and a new one must be instal-
carried out by means of a grinding machine, the led, please see working card 505-01.35
pilot spindle of which must be mounted in the valve
spindle guide. For operation of the grinding machine, This is only valid for the exhaust valve seat. The
see separate instructions. inlet valve seat has no recess due to less wear of
the inlet valve seat.
Grinding of Valve Seats

Reconditioning of Valve Spindle
Grinding of valve seat rings should be carried out in
the following order: Reconditioning by machining is carried out with the
valve spindle being rotated in a turning lathe and a
1) Grind the seating surface with a feed at an special grinding machine mounted on the tool post
angle "A" of 30° ± 0.05°
0
of the turning latch.
2) Continue grinding until a clean and uniform

surface is obtained. Grinding of Valve Spindle
3) Carry out final grinding with a feed in direction For operation of the grinding machine, see separate
from inside to outwards. Normally, the best instructions.
surface quality is obtained this way.
1) Grind the seating surface with a feed at an
angel "A" of 30° ± 00.1°
Scraping of Valve Seat Rings
Normally, the valve seat ring can be reconditioned 2) Continue grinding until a clean and uniform
several times. surface is obtained.
3) Check height "H"1 upon completion of the

grinding, see fig 2.
"H"1 must be no less than indicated on page

"A" 30 ±
0.05°
0
500.35.
"R" If less, the spindle must be scrapped.
"S"
"H"1
"A" 30° ±
0
0.1°
Fig 1 Valve seat ring Fig 2 Valve spindle
03.37 - ES0
MAN Diesel & Turbo
Working Card
Page 1 (2) Valve Rotator 505-01.15
Edition 05
L21/31, L27/38

Shut-off fuel oil
Dismantling, inspection and mounting of valve Small screwdriver.

rotator. Ring and open-end spanner, 24 mm.
Starting position
Valve spindle has been removed 505-01.05
Related procedure


Manpower
Working time : 1/2 hour
Capacity : 1 man
Data

03.05 - ES0
MAN Diesel & Turbo

Edition 05 Valve Rotator Page 2 (2)
L21/31, L27/38
Procedure 3) Watch the indicator mark on top of the valve

rotator and see that it moves a little each time
Valve rotators are installed on all 4 valves in the the valve is activated. See fig 1.
cylinder head. The function of the valve rotators is of
greatest importance for the lifetime of the valves. 4) Stop the engine, an re-install the valve covers
Non-functioning valve rotators must be exchanged. with new seals.
At every overhaul of the cylinder head, the valve

rotators must be checked.
Indicator mark
Function Test
1) Remove the valve covers from the cylinder

heads.
2) Start the engine and let it run idle speed to

avoid oil splash.
Fig 1 Valve rotator
03.05 - ESO
MAN Diesel & Turbo
Working Card
Replacement of Valve Guide 505-01.20
L21/31
L27/38

Shut-off fuel oil
Dismantling and mounting of valve guide for inlet Hammer / Lead hammer.
and exhaust valve. Liquid Nitrogen (LN2) or equivalent.
E7 reamer, 16 mm (L21/31)
H7 reamer, 20 mm (L27/38)
Starting position
Valve spindle has been removed 505-01.05
Related procedure

Manpower
08028-0D/H5250/94.08.12

Capacity : 1 man Plate no Item no Qty/
50501 076 4/cyl (L27/38)

Data 50502 536 4/cyl (L21/31)
50501 088 4/cyl
11.04
MAN Diesel & Turbo
505-01.20 Replacement of Valve Guide Working Card

L21/31
L27/38
When to Replace the Valve Guide 7) Insert a new O-ring in the top of the valve guide, see
fig 3.
If the diameter exceeds the max. limit, see page
500.35, the valve guide must be replaced. Tool for valve guides is not a part of the standard tool kit.
Dismounting of Valve Guide
1) Remove the old valve guide, through the top of

the cylinder head using a drift inserted through
the valve seat, see fig 1.
This is easiest if the cylinder head is inverted,
as shown on fig 1.
Fig 2 Mounting of valve guide
Fig 1 Dismounting of valve guide
Mounting of Valve Guide
2) Clean the bore in the cylinder head carefully.

08028-0D/H5250/94.08.12
3) The new valve guide must be cooled down

to approx. -70°C with liquid nitrogen (LN2) or
equivalent.
4) Insert the valve guide in the bore, see fig 2.
5) Ensure that the valve guide is fully seated, if

necessary by light blows to the drift.
6) After the guide has been fitted and has returned

to room temperature, it is essential that it be
reamed to final size using the specified reamer.
Please see page 500.35 for tolerances. Fig 3 Inserting a new O-ring in the valve guide
11.04
MAN Diesel & Turbo

Page 1 (2) Check / Adjustment of Safety Valve Opening Pressure Edition 01H
L27/38

Shut-off cooling water Calibrated high pressure testing equipment
Shut-off fuel oil (not supplied)
Dismantling, inspection, reassembling and

presure testing of safety valve.
Starting position
Engine stopped. Respective side covers on

engine manoeuvre side dismounted.
Related procedure
Indicator valve 505-01.26
Working time : ½ hour Plate no Item no Qty/

Capacity : 1 man
50501 338 1/cyl

Data

01.36 - ES0
MAN Diesel & Turbo

Edition 01H Check / Adjustment of Safety Valve Opening Pressure Page 2 (2)
L27/38
For safety reasons, the safety valves are normally 5) Mount the safety valve with a new gasket.
checked/adjusted at an authorised workshop in con-
nection with overhaul of cylinder heads. 6) Mount the side covers.
However, it is possible to check/adjust the valves on
board if calibrated high pressure testing equipment
is available.
Note: In connection with check of safety valves, do not

increase the test pressure to more than 250 bar.
1) Dismount the safety valve.
2) Connect the safety valve to a calibrated high

pressure testing device.
3) Slowly increase the pressure until the safety

valve blows off. Observe the blow-off pressure
and compare with the factory setting.
4) If necessary, adjust the blow off pressure, see

fig 1.
a) Remove lead seal (2) and securing wire

(3).
b) Loosen and remove locking screw (4).
c) Adjust the blow off pressure by turning

the outer bushing (1).
d) Repeat step 3) until the correct blow off

pressure is reached.
e) Drill a securing bore for locking screw

(4).
f) Mount locking screw (4).
g) Secure locking screw with locking wire Fig 1 Safety valve

and lead seal.
01.36 - ESO
MAN Diesel

Page 1 (2) Indicator Valve Edition 05
L21/31, L27/38

Shut-off fuel oil
Shut-off cooling oil
Dismounting, inspection and mounting of indi- Ring and open-end spanner 10 mm

cator valve. Ring and open-end spanner 27 mm
Steel brush
Starting position
Related procedure

Man power
Plate No Item No Qty./
Capacity : 1 man
Molykote HSC
Data

05.32 - ES0
MAN Diesel

Edition 05 Indicator Valve Page 2 (2)
L21/31, L27/38
Description 5) Shortly open the valve and close it again.
Under normal working conditions the indicator valves 6) Observe if ther is a leakage from the indicator
require very little maintenance. However, to minimize valve.
toxic gasses in the engine room and to keep the
engine and engine room clean, it is necessary to 7) If the indicator is leaking, stop the engine
keep the indicator valves tight. and replace the indicator valve.
Also, when taking combustion pressures/diagrams, By replacement of indicator valve all parts have to
it is important that the mechanical connection bet- be fully cleaned and greased with molykote HSC
ween the indicator valve and the indicator is tight so to prevent that the parts will seize.
that the parts are not overheated and damaged. It is
therefore important that the valve connecting surface
is in good condition.
Warning!
In connection with check of indicator valves, be
aware of hot surfaces and possible discharge of
hot gasses.
The insulation glove has to be placed over the

indicator valve at any time when the engine is running,
to prevent that fuel and oil will cause fire when in
contact with hot surfaces. Exception will be taken
when measuring the max. pressure.
Check of Indicator Valve
See fig 1.
1) Visually inspect the valve cone for damage.
2) Ensure that all indicator valves are closed.

Fig 1 Indicator valve.
3) Start and run the engine.
4) Observe that the indicator valve is not

leaking.
05.32 - ES0
MAN Diesel & Turbo

Page 1 (2) Replacement of Valve Seat Ring Edition 04
L27/38, L21/31

Shut-off fuel oil
Replacement of valve seat ring for inlet and Hammer.

exhaust valve. Loctite, 648.
Lub. oil.
Starting position
Inlet and exhaust valves have been

removed 505-01.05
Related procedure
Mounting of valve spindles 505-01.10
Man power Replacement and wearing parts
Working time : 1 1/2 hours Plate no Item no Qty /

Capacity : 1 man
50501 123 2/cyl.
50501 172 2/cyl.
Data 50501 184 2/cyl.

03.36 - ES0
MAN Diesel & Turbo

Edition 04 Replacement of Valve Seat Ring Page 2 (2)
L27/38, L21/31
L21/31CR
Dismounting of Valve Seat Rings 4) The valve seat ring is easy removed by turning
the handle.
When reconditioning of a valve seat ring no longer is
possible due to dimensions exceeding the scrapping
criteria, the valve seat ring has to be replaced. Mounting of Valve Seat Rings
Dismounting of a valve seat ring is carried out by 5) Prior to mounting of a new valve seat ring, the
means of a special extractor tool set comprising the bore must be cleaned thoroughly and inspected
components, see fig 1. for marks. Marks that can hinder mounting of
the valve seat ring must be removed.
6) Cool down the valve seat ring to a max. of

-25° C before mounting, otherwise the O-ring
can be damaged.
Valve seat ring

Coat with
loctite 648
Fig 1 Extraction of valve seat ring O-ring

Coat with oil
or mounting
paste
Dismounting of a Valve Seat Ring is Carried

out According to the Following Procedure
Fig 2 Coat with oil/loctite
1) Weld approx. 5 seconds at 3 places around
the old valve seat ring with electrode.
2) Wait 60 seconds while the seat is cooling down 7) Place the O-ring on the valve seat ring and
and the shrink fit compression is relieved. coat with oil/loctite as shown in fig 2, just before
positioning it in the bore.
3) Mount the extraction tool and pull out the used
valve seat ring. (If the waiting time is not ob- 8) Prior to mounting of the valve spindle, the
served the tool might be damaged). valve seat ring must be grind to ensure correct
centering at the valve guide and the valve seat
ring. This can be done according to working
card 505-01.10.
03.36 - ESO
MAN Diesel & Turbo
Working Card Inspection of Cylinder Head 505-01.45

Page 1 (2)
and Water Jacket Cooling Water Space Edition 03
L21/31, L27/38

Shut-off fuel oil
Inspection of cylinder head cooling water Steel brush.

space.
Starting position
The cylinder head dismantled

from engine 505-01.00
Related procedure

Manpower
Working time : ¼ hour
Capacity : 1 man
Data

03.05 - ES0
MAN Diesel & Turbo
505-01.45 Inspection of Cylinder Head Working Card

Edition 03 and Water Jacket Cooling Water Space Page 2 (2)
L21/31, L27/38
Inspection of Cylinder Head Cooling Water

Space
1) Inspect the cooling water inlet and outlet of the

cylinder head, see fig 1.
2) Remove all possible deposits.
3) If necessary, clean the cooling water inlet and

cooling water outlet, see fig 1, with a steel
brush.
Flush the cooling water space after cleaning.
4) If the cylinder head cooling water space,

contrary to expectation, is blocked with deposits,
please contact MAN Diesel for further instruc-
tions.
Inspection of Water Jacket Cooling Water Fig 1 Cooling water spaces to be inspected
Space
5) Inspect the cooling water connections and the

cooling water space, see fig 1.
6) Remove all possible deposits.
Flush the cooling water space after cleaning.
03.05 - ES0
MAN Diesel & Turbo
Workinag Card 505-01.50

Page 1 (3) Assembly of Cylinder Unit Edition 04H
L27/38


Description
Mounting of cylinder head, water jacket, cylinder

liner and piston after inspection/overhaul.
Cylinder unit, dismantled 505-01.01
Related procedure
Mounting of cylinder unit in engine 505-01.55

Inspection of valve roller guides 508-01.00

Manpower
50501 111 1/cyl
Working time : 1 1/2 hours 50501 135 2/cyl
Capacity : 1 man 50501 196 1/cyl
50610 031 1/cyl
50610 043 1/cyl
Data 50610 055 1/cyl
50610 092 1/cyl
Data for pressure and tolerance (Page 500.35) 50601 093 1/cyl
Data for torque moment (Page 500.40) 50601 103 2/cyl
Declaration of weight (Page 500.45) 50601 127 1/cyl
01.30 - ES0
MAN Diesel & Turbo

Edition 04H Assembly of Cylinder Unit Page 2 (3)
L27/38
Preparing before Mounting
1) Place the water jacket on the table.
2) Place a new o-ring on the cylinder liner and

slightly lubricate with oil.
3) Mount the cylinder liner, with a new flame ring,

in the water jacket by means of the lifting tool
for the liner, see fig 1.
Flame ring Tool
Fig 2 Marking on the cylinder liner
Mounting of Cylinder Head

.
Cylinder liner 8) Place a new o-ring at the bottom of the cylinder
head and slightly lubricate with oil.
Fig 1 Mounting of new flame ring 9) Mount the cylinder head by means of the lifting
tool (plate 52000, item no 38).
10) Mount the four allen screws in the cylinder head

Note: Be sure the marking on the cylinder liner is and tighten up all the screws, please see page
aligned with the water jacket. 500.40.
4) Fit a new sealing ring on the cylinder liner.

Mounting the Piston
5) Place a new o-ring on the top of the cylinder
liner. Before mounting the piston turn around the cylinder
unit.
6) Place a new sealing for the push rods on the
water jacket. Note: After an overhaul the cylinder liner must always
be honed and the piston must be fitted with new
7) Place a new o-ring for the cooling water con- piston rings, see Working Card 506-01.35.
nection on the water jacket.
01.30 - ES0
MAN Diesel & Turbo
Page 3 (3) Assembly of Cylinder Unit Edition 04H
L27/38
11) Mount the piston guide bush around the cylinder
liner.
12) Screw an eye bolt in the bottom of the piston

rod and lift the piston and piston rod.
13) Lubricate the piston rings and the cylinder liner

with oil.
14) Slowly lower the piston into the cylinder liner.
Note: Make sure that the “AS” mark at the top of the
piston is placed to the exhaust gas side.
15) Mount the locking tools for the piston rod and
cylinder liner.
16) Remove the lifting eye bolt from the piston

rod.
01.30 - ES0
MAN Diesel & Turbo

Page 1 (4) Mounting of Cylinder Unit in Engine Edition 10
L27/38


and hydraulic tools according
Description to working card 520-01.06

Mounting of cylinder unit after inspection and/
or overhaul.

Cylinder unit is completely assembled. Lub. oil and copaslip.

Valve gear of respective cylinder is in the proper
position (valve closed).
Control of the surface of the engine.
Related procedure
Adjustment of valve clearance 508-01.10

Working time : 2 hours Plate no Item no Qty/

Capacity : 2 men
50501 135 1
50501 243 1
Data 51630 033 8
51230 027 4

MAN Diesel & Turbo

Edition 10 Mounting of Cylinder Unit in Engine Page 2 (4)
L27/38
Preparing before Mounting Mounting of the Piston Rod and Marine Head
Before the cylinder unit is mounted in the engine, be 4) Make sure the crank throw is in the top position.
sure to clean the joint faces carefully. This must be checked on the flywheel.
5) Slowly land the piston rod on the top of the

Placing of the Cylinder Unit in Engine marine head.
1) Place a sealing ring around the push rods on NOTE: Be careful not to scratch the thread on the
the frame. hydraulic bolts.

2) Mount a new o-ring for the lub.oil connection 6) Remove the locking tool for the piston rod and
to the rocker arms. the cylinder liner. (plate 52000 item 212).
3) Lower the cylinder unit slowly into the engine Note: Check that the marks “AS” are placed at the
by means of the lifting tool; (plate 52000 item same side on both the piston rod and the marine
038). head against the exhaust side.
Tightening of the Piston Rod
7) Lubricate threads and the contact face of the

hydraulic bolts with molycote paste or the like.
Lifting tool
8) Mount the nuts and tighten them firmly with a
tommy bar.
For tightening hydraulic piston rod bolts, please

Cylinder unit see working card 506-01.25.
Tightening of Cylinder Head Nuts
9) Coat the cylinder stud threads and contact

faces with copaslip or the like.
10) Fit the cylinder head nuts and make sure that
Fixing tool
they run easily and that they bear on their entire
contact surfaces.
11) Tighten the nuts lightly with a tommy bar.
12) Place the spacer ring around the nuts with a

slot in such a position that the tommy bar can
be used.
Fig 1 Lifting tool

MAN Diesel & Turbo

Page 3 (4) Mounting of Cylinder Unit in Engine Edition 10
L27/38
13) Tighten the hydraulic jacks and make sure Mounting of the Push Rods
that the cylinder of the jacks bears firmly on
the spacer ring. Tighten up all the nuts, see 14) Loosen and remove the bolt on the top of the
description 500.40. For usage of the hydraulic rocker arm shaft.
tools, please see working card 520-01.05.
15) Push out the rocker arm shaft and remove the
Note: If new studs or nuts are fit, the nuts must be rocker arms.
tightened and loosened three times, in order to com-
pensate for deformation of the thread and in order 16) Place the push rods on the rollers.
to ensure a safe minimum load of the studs through
the tightening. 17) Remount the rocker arms and rocker arm shaft.
18) Fit and tighten the bolt on the top of the rocker
arm shaft again.
Assembling of Connections
Mount the exhaust clamp between the cylinder head

and the exhaust pipe.
Note: Turn clamps correctly as they are not sym-

metrical, see fig 4.
Fig 2 Hydraulic tools for mounting of cylinder head nuts Fig 3 Correct mounting of clamps

MAN Diesel & Turbo

Edition 10 Mounting of Cylinder Unit in Engine Page 4 (4)
L27/38
19) Place new O-rings at the water connections Ventilation
and push the connections into the cylinder
head. The GenSet is self-ventilating. This means that it
is not necessary for the engine to vent the system
20) Secure the water connections with clamps and before start.
tighten bolts on the clamp.
However, to avoid problems in the ship’s installation,
21) Place new O-rings on the charge air connection we recommend ventilating. This can be done in the
and push the connections into the next cylinder following way:
head.
24) Open connection G1, L.T. fresh water - inlet.
22) Secure the charge air connection with a clamp
and tighten the bolts on the clamp. 25) Bleed air from the venting screws on the charge
air cooler.
23) Mount the high-pressure fuel oil pipe; please
see working card 514-01.05. 26) Bleed air from the venting screws on the water
jacket drain cock, or by the connection F3,
venting to expansion tank.
27) Open connection G2, L.T. fresh water - outlet.

Front of
engine
28) Check for leakage.
  Adjustment of Valve Clearance
29) Adjust the valve clearance, see working card

 508-01.10.
30) Mount the side and top covers.


Fig 4 Clip on/off

MAN Diesel & Turbo
Plate
Page 1 (2) Cylinder Head 50501-24
L27/38
040 See plate 50502
015 052
064 088
See plate 50507
See plate 50508

027
280
172
184
123
111 196
243
135
422
See plate 50507
11.23 - ES0 - Tier II

MAN Diesel & Turbo
Plate
50501-24 Cylinder Head Page 2 (2)
L27/38
Item Item
no Qty Designation Benævnelse no Qty Designation Benævnelse
015 2/C Guide for Styr for

valve bridge ventilbro
027 1/C Cylinder head Cylinderdæksel
040 1/C O-ring O-ring
052 1/C Sleeve Foring
088 4/C Valve guide Ventilstyr
123 2/C Valve seat ring, Ventilsædering,

inlet indstrømning
184 2/C Valve seat ring, Ventilsædering,

exhaust udstødning
280 6/C Closing cover Frostprop
422 1/C Cylinder head incl. Cylinderdæksel inkl.

items 015, 027, 040, items 015, 027, 040,
052, 064, 088, 123, 172, 052, 064, 088, 123, 172,
184, plate 50502 items 184, plate 50502 items
010, 022, 130, 178, 191, 010, 022, 130, 178, 191,
201, 213, 237, 249, 250, 201, 213, 237, 249, 250,
262, 274, 644 262, 274, 644
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/C = Qty/Cylinder Qty/C = Qty/Cylinder
11.23 - ES0 - Tier II

MAN Diesel & Turbo
Plate
Page 1 (2) Valve Spindles and Valve Gear 50502-15
L27/38
058
010
105 071
022 083
034 095
142
046
117 071
129 154
130
166
178
178 191
191 201
213
201
632
490-500 237
512 632
524 249
250
Cylinder Head,
see plate 50501
644
262
274
11.23 - ES0 - Tier II

MAN Diesel & Turbo
Plate
50502-15 Valve Spindles and Valve Gear Page 2 (2)
L27/38
Item Item
010 1/C Rocker arm, exhaust Vippearm, udstøds, 490 24/C Spring Fjeder
complete, incl. item komplet inkl. item 034,
034, 046, 058, 071, 083 046, 058, 071, 083 500 24/C Ball Kugle
022 1/C Rocker arm, inlet Vippearm, indsugning 512 4/C Spring washer Fjederskive
complete, incl. item komplet inkl. item 034,
034, 046, 071, 083, 105 046, 071, 083, 105 524 4/C Retainer ring Låsering
034 2/C Bolt Bolt 632 4/C Valve cap Ventilkappe
046 2/C Bearing bush Leje 644 4/C O-ring O-ring
058 1/C Rocker arm, exhaust Vippearm, udstøds
071 4/C Nut Møtrik
083 2/C Adjusting screw com Justérbar skrue komplet

plete, incl. item 095, inkl. item 095, 117, 142
117, 142
095 2/C Circlip Fjederring
105 1/C Rocker arm, inlet Vippearm, indsugning
117 2/C Thrust piece Trykstykke
130 2/C Valve bridge com- Ventilbro komplet, inkl.

plete, incl. item 071, item 071, 129, 154, 166
129, 154, 166
142 2/C Adjusting screw Justérbar skrue
154 2/C Adjusting screw Justérbar skrue
166 2/C Valve bridge Ventilbro
178 4/C Conical ring 2/2 Konisk ring 2/2
191 4/C Rotocap complete Rotationsgiver, komplet
201 4/C Spring Fjeder
213 1/C Screw Skrue
249 1/C Shaft Aksel
262 2/C Valve spindle, Ventilspindel, udstøds

exhaust
274 2/C Valve spindle, inlet Ventilspindel, indsugn.
11.23 - ES0 - Tier II

MAN Diesel & Turbo
Plate
Page 1 (2) Water Guide Jacket 50507-04
L27/38
018
See plate 50501
031
080
114
079
080 102
043
08028-0D/H5250/94.08.12
See plate 50610
11.23 - ES0 - Tier II

MAN Diesel & Turbo
Plate
50507-04 Water Guide Jacket Page 2 (2)
L27/38
Item Item
018 4/C Screw Skrue
031 1/C Water guide jacket Kølekappe
043 1/C Gasket Pakning
079 1/C Connecting piece Forbindelsesstykke
102 1/C Seal ring Tætning
114 1/C Plug screw Propskrue
08028-0D/H5250/94.08.12
* = Only available as part of a spare parts kit / * = Kun tilgængelig som en del af et reservedelssæt /
not avail separately ikke tilgængelig alene
Qty/I = Qty/Individual Antal/I = Antal/individuelt
11.23 - ES0 - Tier II

MAN Diesel & Turbo
Plate
Page 1 (2) Safety valve & Indicator Valve 50508-03
L27/38
050
049
228
013
194
204
121
108
See plate 50501
11.23 - ES0 - Tier II

MAN Diesel & Turbo
Plate
50508-03 Safety Valve & Indicator Valve Page 2 (2)
L27/38

Item Item
No. Qty. Designation Benævnelse No. Qty. Designation Benævnelse
013 1/C Connecting socket Forbindelsesstykke
049 1/C Indicator valve Indikatorventil
050 1/C Insulation glove Beskyttelseshætte
108 1/C Safety valve Sikkerhedsventil
121 1/C Gasket Pakning
194 1/C Threaded socket Gevindstuds
204 1/C Union nut Omløbermøtrik
228 1/C Pipe Rør
Qty./C = Qty./Cylinder Antal/C = Antal/Cylinder
11.23 - ES0 - Tier II

MAN Diesel & Turbo
Plate
Page 1 (2) Cylinder Head, Top Cover 50510-09
L27/38
026
038
051
014
Cylinder Head,
see plate 50501
11.22 - ES0 - Tier II

MAN Diesel & Turbo
Plate
50510-09 Cylinder Head, Top Cover Page 2 (2)
L27/38
Item Item
026 5/C Screw Skrue
038 5/C Washer Skive
051 1/C Top cover Topdæksel
11.22 - ES0 - Tier II

MAN Diesel & Turbo
Plate
Page 1 (2) Cylinder Unit 50515-18
L27/38
011
12.11 - ES0 - Tier II

MAN Diesel & Turbo
Plate
50515-18 Cylinder Unit Page 2 (2)
L27/38
Item
no Qty Designation Where to find in the engine instruction book
011 1/C Cylinder unit, complete Plate 50515 Item 011

consisting of:
1/C Cylinder head Plate 50501
1/C Valve spindle and valve gear Plate 50502
1/C Piston and connecting rod Plate 50601
1/C Cylinder liner Plate 50610
Qty/C = Qty/Cylinder
12.11 - ES0 - Tier II

Piston/connecting rod
506/606
MAN Diesel
Description 506.01
Page 1 (2) Piston, Connecting Rod and Cylinder Liner Edition 03H
L27/38
Piston
The piston, which is oil-cooled and of the composite

type, has a body made of nodular cast iron and a
crown made of forged deformation resistant steel. It
is fitted with 2 compression rings and 1 oil scraper
ring in hardened ring grooves.
Fig. 2 Connecting rod
The piston pin is fully floating and kept in position in

the axial direction by two circlips.
Connecting Rod
Fig. 1 Piston
The connecting rod is of the marine head type.
By the use of compression rings with different barrel- The joint is above the connecting rod bearing. This
shaped profiles and chrome-plated running surfaces, means that it is not nessesary to open the big-end
the piston ring pack is optimized for maximum sealing bearing when pulling the piston. This is of advantage
effect and minimum wear rate. for the operational safety (no positional changes/no
new adaption), and this solution also reduces the
The piston has a cooling oil space close to the piston height dimension required for piston assembly /
crown and the piston ring zone. The heat transfer, removal.
and thus the cooling effect, is based on the shaker
08028-0D/H5250/94.08.12
effect arising during the piston movement. The Connecting rod and bearing body consist of CrMo
cooling medium is oil from the engine's lubricating steel. They are die-forged products.
oil system.
The bearing shells are identical to those of the crank-
Oil is supplied to the cooling oil space through chan- shaft bearing. Thin-walled bearing shells having an
nels from the oil grooves in the piston pin bosses. Oil AISn running layer are used.
is drained from the cooling oil space through ducts
situated diametrically to the inlet channels. The bearing caps and bearing blocks are bolted
together by waisted bolts.
98.27 - ES0
MAN Diesel
506.01 Piston, Connecting Rod and Cylinder Liner Description

L27/38
Cylinder Liner
The cylinder liner is made of special centrifugal cast

iron and fitted in a bore in the engine frame. The
liner is clamped by the cylinder head and rests by
its flange on the water jacket.
The liner can thus expand freely downwards when

heated during the running of the engine. The liner
is of the flange type and the height of the flange is
identical with the water cooled area which gives a
uniform temperature pattern over the entire liner sur-
face. The lower part of the liner is uncooled to secure
a sufficient margin for cold corrosion in the bottom
end. There is no water in the crankcase area.
The gas sealing between liner and cylinder head

consists of an iron ring.
To reduce bore polishing and lube oil consumption

a slip-fit-type flame ring is arranged on the top side
of the liner.
Fig. 3 Cylinder liner
08028-0D/H5250/94.08.12
98.27 - ES0
MAN Diesel & Turbo
Working Card Separation/Assembly of Piston and 506-01.05

Page 1 (3)
Connecting Rod and Fitting of Piston Rings Edition 09
L27/38

Separation of piston and connecting rod for in- Wooden wedge, 2 pieces.
spection or/and overhaul. Wooden support.
Assembly of piston and connecting rod after Wire.
inspection or/and overhaul.
Starting position
Related procedure
Inspection or/and overhaul of piston 506-01.10

Inspection or/and overhaul of
connecting rod 506-01.15
Inspection of connection rod big-end
bearing 506-01.16
Assembly of cylinder unit 505-01.50
Working time : 1 hour Plate no Item no Qty/Cyl.

Capacity : 1 man
50601 127 1
50601 296 1
Data 50601 414 1

11.28 - ES0 - Tier II

MAN Diesel & Turbo
506-01.05 Separation/Assembly of Piston and Working Card

Edition 09
Connecting Rod and Fitting of Piston Rings Page 2 (3)
L27/38
Separation of Piston and Connecting Rod Fittings of Piston Rings
1) Take out the securing ring (Seeger circlips) with The piston rings should only be fitted to the piston
the plier (Plate 52000, Item 177). Push out the by the use of a special tool; the so-called piston ring
piston pin and lift the connecting rod away. opener.
If the rings are opened further than necessary, there

Assembly of Piston and Connecting Rod is a risk of overstressing which means that the rings
will become permanently distorted and will not fit to
2) Lubricate the piston pin before assembling. the cylinder liner's inner running surface.
3) For assembly of piston and connecting rod, The piston rings should be installed with the identi-
see point 1, but in the opposite direction. fication mark which is stamped into the ring close to
the ring joints, facing upwards, see fig 2.
Before fitting the coil spring loaded scraper ring, the

coil spring is dismantled from the ring by removal of
the joint pin. The coil spring is placed and assembled
in the ring groove. The scraper ring then is fitted in
Joint pin for
Joint coil spring to be
the groove in such a way that the ring joint is ap-
coil spring proximately 180° offset to the spring joint.
placed opposite to ring joint
Ascertain correct assembling by checking the back

clearance. The back clearance is sufficient when
the face of the ring is below the groove edge when
the ring is pressed against the bottom of the groove.
Ring joint
When installed on the piston, the rings should be
pushed back and forth in the grooves to make sure
that they can move freely. It is also advisable to insert
Fig 1 Joint coil spring to be placed opposite to ring joint a feeler gauge of adequate thickness between ring
and groove.
Adequate clearance is present if the feeler gauge

can be moved all the way around.
To prevent gas leakage through coinciding ring joints,

the piston rings should be turned into positions off-
setting the ring joint 180° to each other.
11.28 - ES0 - Tier II

MAN Diesel & Turbo
Working Card Separation/Assembly of Piston and 506-01.05

Page 3 (3)
Connecting Rod and Fitting of Piston Rings Edition 09
L27/38
Piston Ring No 1:
Marked with ident.
No “1644 GOE TOP”
Piston Ring No 2:
Marked with ident.
No “1645 GOE TOP”
Scraper Ring:
Marked with ident.
No “0297”
Marking of Piston and Scraper Rings
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.
Fig 2 Marking of piston and scraper ring
11.28 - ES0 - Tier II

MAN Diesel & Turbo
Working Card
Page 1 (3) Piston 506-01.10
Edition 18
L27/38

Cleaning and inspection of piston. Replacement Tools for cleaning of piston, steel brush,
of piston ring, scraper ring and control of ring scraper etc.
grooves. Torque spanner.
Starting position
Piston has been dismantled from

Related procedure
Mounting of piston and


Capacity : 1 man
Data

11.42 - ES0 - Tier II

MAN Diesel & Turbo
506-01.10 Piston
Working Card
Page 2 (3)
Edition 18
L27/38
Inspection of Piston Mounting of Piston Crown

1) Remove the piston and scraper rings. Note: Always use new bolts when assembling the
piston.
2) Clean the piston on the outside and on the
inside. 8) Lubricate the threads and bearing surface with
“molycote-paste G-n Plus”.
3) Inspect the piston ring and scraper ring grooves
for wear, see page 3. 9) Tighten the piston bolts with a torque of 40 Nm
in the piston head.

Check of Piston Bolt Tension 10) Tighten the nuts crosswise with 67 Nm.

4) Apply a torque spanner to the piston bolts, 11) Loosen the nuts again.
adjusted to 54 Nm.
12) The tightening of the piston bolts with a torque
5) Turn the torque spanner. of 40 Nm in the piston head must be controlled.

Note: It may turn out that the bolts do not turn during 13) Pretighten the nuts crosswise with joint moment
the test: of 20 Nm.

14) Turn the nuts further 90 degrees.
If Then
Check the piston bolt tension, see “check of pis-
the bolts do not the tension is ok ton bolt tension”.
turn during the test

the bolts can loosen the bolts and
turn during the test tighten as described
in the process of
“Mounting of piston
crown”
Inspection of Piston Crown

For cleaning and inspection of the piston crown, it
must be disassembled.

6) Loosen the bolts and remove the piston crown.

7) Carefully clean the piston skirt, piston crown
and piston bolts.
11.42 - ES0 - Tier II

MAN Diesel & Turbo
Working Card
Page 3 (3) Piston 506-01.10
Edition 18
L27/38
The piston crown must be scrapped if:
Piston and oil New ring
Ring grooves.
scraper ring. grooves.
Max. wear limit.
Nominal size. Tolerances.
A) The wear limit on the testing mandrel is ex- (mm) (mm)
(mm)
ceeded, see fig. 1A
Piston ring 7.17 +0.03 7.42
6
or 1
Piston ring 6.12 +0.03 6.42

B) The clearance between the new piston/scraper 6
2
ring and the ring groove is exceeded, see fig.
1B. Scraper ring 8 8.04 0.03 8.42
Note: At each piston overhaul: Table 1 Nominal size, new ring groove tolerance and wear
limit for ring grooves
- The piston and the scraper ring must be
replaced.
- The cylinder liner must be honed according

to the instructions.
- For position and fittings of piston rings,

please see working card 506-01.05
A) Testing Mandrel for Ring Grooves B) Clearance Ring/Groove
If the wear limit on the testing mandrel is ex-

ceeded, the specified max. wear limits are
exceeded, and the piston must be scrapped.
0.45 mm
Wear limit line.
Maximum vertical clearance

between new piston ring/scraper
ring and ring groove: 0.45 mm.
The handle is marked

with the nominal size.
Fig 1 Wear limits for ring grooves
11.42 - ES0 - Tier II

MAN Diesel & Turbo
Working Card
Page 1 (4) Connecting Rod 506-01.15
Edition 09
L21/31
L27/38

Press Blocking - Reset and hydraulic tools according

Description
Cleaning, inspection and test measurement of

connecting rod.
Connecting rod has been Inside micrometer (140 mm).

dismantled from piston 506-01.05 Feeler gauge 0.15 - 0.20 mm.
Related procedure
Mounting of piston and

connecting rod
Working time : 3/4 hour Plate no Item no Qty/

Capacity : 1 man

Data

11.03 - ES0
MAN Diesel & Turbo
506-01.15 Connecting Rod

Working Card
Page 2 (4)
Edition 09
L21/31
L27/38
Cleaning of Piston Rod and Marine Head If bolts/nuts Then
1) Clean all machined surfaces on the piston rod have seizures in renew the bolts/screws
and marine head. threads or pittings on
contact surface
2) Degrease the joint faces, holes, piston rod and
marine head screws with a volatile solvent and cannot be turned onto renew the bolts/screws
blow dry with working air. bottom position by hand
Visual Inspection of Faces
3) Inspect the joint faces.
Damages, in the form of visible wear marks

and pittings or even cracks, may be in the joint
faces due to relative movements between the
surfaces.
Wear marks and cracks are visible, but not

perceptible with a fingernail. Pittings and impact
marks are both visible and perceptible.
Note: Handle the piston rod and marine head with

care. In case of damaged joint faces caused by
improper handling, the marine head bearing caps
can no longer be tightened without ovalness of the
big-end bore. Fig 1 Point of measurement
4) Register observed damages in the scheme

„Marine Head Inspection“ for historic use only. Measurement of Big-end Bore
Please see page 4.
For check of ovalness, the upper and lower bearing
5) Carefully smooth single raised spots in the joint caps have to be assembled without bearing shells.
faces caused by pitting and impact marks with
a filesmall. Note: The ident. No on the upper and lower bearing
caps and the piston rod must always be the same,
see fig 3.
Inspection of Piston rod and Marine Head
bolts 8) Mount the upper and lower bearing caps by
means of the hydraulic bolts.
6) Inspect the hydraulic nuts for seizures in the
threads and pittings on the contact surfaces 9) Tighten the bolts with the prescribed pressure,
of the screwheads. please see working card 506-01.25.
7) Turn the hydraulic nuts onto bottom position Note: Connecting rod must be installed.
of the bolts.
10) Measure five different diameters in the groove
of the boring, see fig 1.
11) Register the measurements in the scheme

„Marine Head Inspection“. Please see page 4.
11.03 - ES0
MAN Diesel & Turbo
Working Card
Page 3 (4) Connecting Rod 506-01.15
Edition 09
L21/31
L27/38
12) Calculate the maximum ovalness as the diffe- cified maximum ovalness is exceeded, contact MAN
rence between largest and smallest diameter Diesel for overhaul.
measured.
For marine head No 1 in the example, the maximum
13) Check if maximum ovalness is exceeded, ovalness is 0.02 mm and thus reuse is acceptable.
please see page 500.35.
For marine head No 2 in the example, the maximum
ovalness is 0.125 mm and therefore the marine head
If Then is rejected.
maximum ovalness is renew the complete

exceeded marine head, piston Inspection of Piston Rod Bush
rod, screws and
bearing shells 14) Inspect the surface of the piston pin and the
piston rod bush.
maximum ovalness is reuse the marine head
not exceeded 15) Measure the clearance between the piston pin
and bush.
Example of Measurement Results 16) Check if max. clearance is exceeded, see page
500.35.
The example, see fig 2, shows measurements and
damage observations for two marine heads in the If the specified clearance is exceeded, contact
scheme „Marine Head Inspection“ (in case the spe- MAN Diesel for replacement.
Inspection of Bearing Shells for Big-end

Marine Head Inspection for L21/31 and L27/38
Criteria for replacement of connecting rod big-end
Cylinder No 1 2 3
bearing, see working card 506-01.16.
Marine head ident. No
Running hours for marine head
A - 0.5 - 3.0
0.01 mm
1/100 mm B + 1.0 - 7.0
Nominal C - 1.0 - 5.0
diameter
L21/31 = Ø200 mm D + 5.5
L27/38 = Ø262 mm E + 0.5 + 3.5
Ovalness: Diff. between min./max. 2.0 12.5
Tightening for measurement see

instruction. Wear Wear Wea
Cracks Cracks Cra
Corrosion/ Corrosion/ Cor

Pitting Pitting Pitt
A
B
C Impact mark Impact mark Im
D Remarks: Remarks: Rem

E
To be To be
reused rejected
Marine head
Ident. No
Max ovalness L21/31 = 0.06 mm

Note! The ident. No on the

marine head and on the bearing
cap must always be the same.
Fig 2 "Marine Head Inspection" Fig 3 The ident. No on the marine head must always be
the same
11.03 - ES0
MAN Diesel & Turbo
11.03 - ES0
Working Card
Page 4 (4)
Plant/Ship: Engine Type:

Marine Head Inspection for L21/31 and L27/38 Engine No: Running Hours:
Sign.: Insp. Date:
Cylinder No 1 2 3 4 5 6 7 8 9
Marine head ident. No
Running hours for marine head
A
0.01 mm
1/100 mm B
Nominal C
diameter
L21/31 = Ø200 mm D
L27/38 = Ø262 mm
E
Ovalness: Diff. between min./max.
Connecting Rod
Tightening for measurement see

instruction. Wear Wear Wear Wear Wear Wear Wear Wear Wear
Cracks Cracks Cracks Cracks Cracks Cracks Cracks Cracks Cracks
Corrosion/ Corrosion/ Corrosion/ Corrosion/ Corrosion/ Corrosion/ Corrosion/ Corrosion/ Corrosion/
Pitting Pitting Pitting Pitting Pitting Pitting Pitting Pitting Pitting
A
B
C Impact mark Impact mark Impact mark Impact mark Impact mark Impact mark Impact mark Impact mark Impact mark
D Remarks: Remarks: Remarks: Remarks: Remarks: Remarks: Remarks: Remarks: Remarks:
E
Marine head
Ident. No
506-01.15
Note! The ident. No on the
L21/31
L27/38
marine head and on the bearing
Edition 09
cap must always be the same.
MAN Diesel & Turbo
Working Card Criteria for Replacement of 506-01.16

Page 1 (5)
Connecting Rod Big-end and Main Bearing Shells Edition 02
General
Safety precautions: Special tools:
Stopped engine Plate no. Item no. Note.

Shut-off fuel oil
Description:
Inspection of bearing shells.

Hand tools:
Magnifier (x30).
Starting position:
Bearing shells removed from engine:

Big-end bearing, 506-01.30
or
Main bearing and guide bearing 510-01.05
Related procedure:
Mounting af bearing shells:

Man power: Replacement and wearing parts:
Working time : 1/4 hour Plate no. Item no. Qty. /

Capacity : 1 man

Data:

02.26 - ES0
MAN Diesel & Turbo
506-01.16 Criteria for Replacement of Working Card

Edition 02
Connecting Rod Big-end and Main Bearing Shells Page 2 (5)
General
This paper gives information about the evaluation of Bearing Surface
the connecting rod big-end and main bearing shells
when wear appears on the running surface under Standard Miba bimetal bearings have no tin flash.
normal operating conditions.
Oil is used for protective coating.
Bearing damages caused by incorrect running con
ditions, like In new condition the bearing has a silvery, bright
color.
- Corrosion
- Overloading, overheating a.s.o. The running surface might become dull silvery after
only a short time of operation.
are not described in this paper.
In these cases, the bearing shells must be exchan- Criteria for bimetal bearing replacement
ged, of course, and in order to avoid further bearing
failures, the cause of the failure must be found and Actual wear can be determined by measuring wall
eliminated. thickness or via clearance measurements in com-
parison to the specification for a bearing in new
condition.
New Condition
A bearing should be replaced if the wear limit, as
The running surface has a silvery, bright color, see specified by the engine manufacturer, is reached
fig 1. or can be expected to be reached during the next
period of operation.
Another method is to specify a certain time limit for

the useful service life of the bearing. The individual
time limit (recommended maximum time in operation)
specified by the engine manufacturer is based on the
calculated bearing load, minimum oil film thickness
and load profile.
The useful service life of a bearing is also determined

by the fatigue strength of the lining material under
the respective load profile.
Usual running pattern

Fig 1 Without flash
Typical running pattern after completion of running-
in:
02.26 - ES0
MAN Diesel & Turbo

Page 3 (5)
General
Bearings to be reused 3. Damage due to foreign particles
Following pictures shows the typical running pattern Shallow scoring and / or imprints that are few in
where bearing shells are reusable. number. See fig 4.
1. Normal wear
Slightly polished zones and symmetrical running

pattern in the most loaded zone of the bearing. Minor
scoring. See fig 2.
Fig 4 Reusable
4. Minor cavitation after long time in opera-

tion
Fig 2 Reusable Minor and shallow material removal outside the most
loaded zone. See fig 5.
2. Minor edge loading
and usual running pattern.

Slightly polished stripes along the side faces. See
fig 3.
Fig 5 Reusable
Fig 3 Reusable
02.26 - ES0
MAN Diesel & Turbo

Edition 02
General
Bearings to be replaced 7. Damage due to foreign particles
Following pictures shows abnormal wear or dama- Many scores or multiple deep grooves and / or im-
ges that require replacement of bearing shells i.e. prints. See fig 8 and fig 9.
investigation of reasons.
5. Localized heavy smearing of lining mate-

rial
due to local disturbance of the oil film. See fig 6.
Fig 8 Replace
– deep scoring, imprints. Lining material locally smeared
Fig 6 Replace
6. More extensive area of damage with seizure

Locally smeared lining material
caused by a severe disturbance of the oil film. See

fig 7.
Fig 9 Replace
– many deep imprints
Fig 7 Replace
02.26 - ES0
MAN Diesel & Turbo

Page 5 (5)
General
8. Deep punctual cavitation 10. Fatigue rupture of the lining material
In severe cases the cavitation extends to the steel Mechanism:

shell, spreads along the interface between steel shell - Development of fine cracks in the lining
and lining material, and undermines the AISn20 material
lining. See fig 10. - Network of cracks (crazing)
- Parts of the lining material break out
Fig 10 Replace
Fig 12 Fatigue rupture
9. Deep cavitation
Cavitation at the end of the oil groove.
Fig 11 Replace
– deep cavitation
02.26 - ES0
MAN Diesel & Turbo

Page 1 (5)
General

Shut-off fuel oil
Description:
Inspection of bearing shells.

Hand tools:
Magnifier (x30).
Starting position:
Bearing shells removed from engine:

or
Related procedure:
Mounting af bearing shells:


Capacity : 1 man

Data:

11.04 - ES0
MAN Diesel & Turbo

Edition 04
General
This Working Card gives information about the
evaluation of the connecting rod big-end and main
bearing shells when wear appears on the running
surface under normal operating conditions.
Bearing damages caused by incorrect running con

ditions, like
- Corrosion
- Overloading, overheating a.s.o.
are not described in this Working Card.
In these cases, the bearing shells must be exchan-

ged, of course, and in order to avoid further bearing
failures, the cause of the failure must be found and
eliminated. Fig 1 Suction cavitation erosion due to high clearance.
Inspection and replacement criteria for alu-

minium tin bi-metal bearings Under normal engine operating conditions, surface
wear of un-plated tin-based aluminium alloy bearing
Compared with overlay plated, or tri-metal, bearing alloys, such as A20 & A104, should be negligible.
construction, aluminium tin bi-metal bearings have The surface hardness is significantly higher than
a homogeneous construction throughout the lining overlay plated (tri-metal) bearings and affords as
layer. Thus surface wear will never change the much reduced wear rate.
operating characteristics of the bearing unless the
lining is completely removed. The lining thickness The bedding-in process will produce a moderate ini-
is typically of the order of 0.4 to 1.0 mm for medium tial wear rate, while geometric inaccuracies in crank
speed diesel engine bearings. This level of thickness journals, housings and the bearings themselves are
would not be lost by conventional wear and would being accomodated. Once bedding-in is completed,
only be removed by virtue of major operating pro- wear rate usually becomes immeasurable.
blems causing high temperature generation at the
bore surface, or by fatigue.
Although conventional wear will never change the

properties of the surface of the lining, the resulting
increase in clearance can have several effects.These
will all limit the acceptable level of wear, regard-
less of the lining material. The oil flow requirement
through the bearing will increase, and ultimately
the capacity of the engine oil pump will be reached.
Hydrodynamic oil film formation is also a function of
clearance, very large values resulting in reduction of
film thickness. Additionally, as clearance increases, Fig 2 A104 bearing after 22,000 hours. Can refit.
all bearing materials become more prone to suction
cavitation erosion.
11.04 - ES0
MAN Diesel & Turbo

Page 3 (5)
General
Direct measurement of bearing wall thickness is the
simplest way of assessing the level of wear. The most
common procedure would be to use a ball ended
micrometer. However, at the low levels of wear that
will usually occur, measurement inaccuracy can
mask the true wear rate, but since it is only gross
wear that will become the limitation, this method is
acceptable. It should be noted that some bearings
are deliberately bored eccentric to counter housing
distortion, and this must be taken into account when
assessing wall thickness measurements. Alternati-
vely, Plastigauge, or other soft material, may be used
Fig 4 Multiple scoring due to excessive fine debris.
for direct measurement of diametral clearance. The
Do not refit.
engine manufacturers' advice on maximum diametral
clearance should be sought. If no such advice is
available, a general rule is that the maximum clea-
rance should not increase by more than 50% of the
minimum design clearance.
A significant rate of wear would only be anticipated

under severe adverse conditions, most commonly
where oil entrained hard debris is present. Fine debris
would be evidenced by an abraded appearance of
the bore surface, while coarse debris would produce
deep scoring with raised edges, often polished an
eventually bedded-in. Large debris may not become
completely embedded in the lining material, and would
also score the shaft. Severe scoring of the bearing
could cause overheating, tin melt and eventually Fig 5 Large embedded debris. Do not refit.
seizure. However, aluminium tin bearing materials,
such as A20 and A104, are tolerant of a significant
level of contaminant, and can absorb it without de-
triment, and such bearings can be refitted.
Replacement frequency for un-plated bi-metal
bearings depends upon visual appearance and/or
operating time. If, on removal and examination, the
bore surface appears overheated, significantly sco-
red, debris contaminated or showing other signs of
distress, then the bearings should be renewed. It is
often the case that bearings operate satisfactorily
even though damaged, particularly if the damage
progresses slowly. However, if such parts are refitted
after inspection or overhaul they may be less tolerant
to slight geometric variations introduced during the
rebuild.
If significant debris has been present in the oil, over

a long time interval, differential wear of the crank
surface may have occurred. This is termed cam wear
and is characterised by wear or wiping of the bearing
Fig 3 Acceptable level of contaminant. Can refit. surface between the ends of partial grooves. If this
11.04 - ES0
MAN Diesel & Turbo

Edition 04
General
is evident, the bearings should be replaced, and the
differential wear of the crank surface eliminated.
Fig 6 Cam wear. Do not refit.
Fig 8 Lack of support behind bearing back results in

fatigue in the bore. Do not refit.
Any indication of loss of lining is an obvious reason
not to refit the bearings. However, the cause for
such damage should be investigated, and corrected
where possible. The two most likely causes are Aluminium tin bearings are resistant to corrosion in a normal
fatigue and cavitation erosion. Provided the engine engine environment, but can suffer damage due to water
has been running at its design rating, fatigue should if the engine has been shut down for a long time. If all the
not occur unless some introduced defect is present. oil has drained away, the bore surface and bond lines can
Possibilities include oil or debris trapped between oxidise. Such bearings should not be refitted.
the bearing and its housing, mechanical damage to
the housing bore, the bearing back or bearing bore,
or lack of support behind the bearing.
Fig 9 Corrosion due to water (in this case, outside the

engine). Do not refit.
Fig 7 Carbonised oil behind bearing, causing overloa-

ding. Do not refit.
11.04 - ES0
MAN Diesel & Turbo

Page 5 (5)
General
As with any bearing material, if the interface between If bearings are in otherwise good condition, they
the bearing back and the housing bore shows signs should be checked for the presence of positive free-
of fretting, the bearing should be renewed, and any spread before re-fitting. Some loss of freespread is
damage to the housing rectified. Even if the bearing normal, but bearings without positive freespread,
bore surface has not been damaged, refitting in such possibly caused by high temperature operation,
a condition may still result in later damage. cannot be refitted correctly and must be discarded.
Such bearings would have continued to operate
successfully had the assembly not been dismantled,
as freespread loss only occurs when the clamping
bolts are released.
Fig 10 Fretting pits on bearing back. Do not refit.
11.04 - ES0
MAN Diesel
Page 1 (5) Removal / Mounting of Marine Head from Engine Edition 01
L21/31, L27/38

Description
Removal of marine head from engine.
Engine out of operation.
Related procedure

Capacity : 2 men
08028-0D/H5250/94.08.12
Data

03.27 - ES0
MAN Diesel

Edition 01 Removal / Mounting of Marine Head from Engine Page 2 (5)
L21/31, L27/38
Condition : Piston and connecting rod has

been removed and the fixation tool is installed, see
fig. 1.
Fixation tool
Fig. 1 Fixation of connecting rod bearing
1) Turn the crank through to about TDC.
2) Install the brackets in the lower end of the

crankcase opening, see fig. 2.
08028-0D/H5250/94.08.12
Fig. 2 Bracket installed
03.27 - ES0
MAN Diesel
L21/31, L27/38
3) Place the guide beam on the brackets and

secure it by means of the screws, see fig. 3.
Guide beam
Bracket
Fig. 3 Placing of guide beam

08028-0D/H5250/94.08.12
03.27 - ES0
MAN Diesel

Edition 01 Removal / Mounting of Marine Head from Engine Page 4 (5)
L21/31, L27/38
4) Turn the crankshaft to the position shown in

fig. 4 and remove the nuts by means of the
hydraulic tool.
Fig. 4 Removal of nuts

08028-0D/H5250/94.08.12
03.27 - ES0
MAN Diesel
L21/31, L27/38
5) Install the slide piece as shown in fig. 5 and 8) Remove the bearing shells from each marine
remove the bracket. head half.
6) Turn the crankshaft to make the marine head

rest against the beam, see fig. 5. Mounting of Marine Head
7) Pull out the two halves of the marine head. Mounting is carried out in reverse order of the
above.
Slide piece
Fig. 5 Marine head with slide piece

08028-0D/H5250/94.08.12
03.27 - ES0
MAN Diesel
Working Card Hydraulic Tightening of Piston Rod 506-01.25
Page 1 (3)
and Marine Head Screws Edition 06H
L27/38

52000 202
52000 334
Description
Tightening procedure for connecting rod bolts.

Check of connecting rod bolts, tightening con-
dition.
Piston, connecting rod, bearing shells and

bearing cap preassembled.
Related procedure

Capacity : 2 men
Data

02.39 - ES0
MAN Diesel
506-01.25 Hydraulic Tightening of Piston Rod Working Card
Page 2 (3)
Edition 06H
and Marine Head Screws
L27/38
The following sequence is the same for both the Measuring Instruction for Extension of Hy-
piston rod screws (item 211) and the marine head draulic Tightened Bolts
screws (item 152), see plate 50601.
4) Mount the two dial gauge on the hydraulic tools,
1) Mount the hydraulic tightening bolts and be fig 2.
sure that the studs are screwed home. Tighten
the nuts by hand. Note:For a correct measuring the dial gauge has to
be mounted with the magnetic bracket on the
2) Mount the hydraulic tools, fig 1, on both con- housing of the hydraulic tool.
necting rod bolts.
5) Tension both bolts simultaneously to a pressure
Be aware of the max. lifting height of the tool and of :
adjust the distance between the piston and the cyl-
inder before adding pressure to the tool, please see connecting rod screw : 100 bar
working card 520-01.05. marine head screw : 600 bar
3) Connect the hoses and pressure pump to the by use of the hydraulic tightening tool.
hydraulic tool.
Tightening order
Hydraulic tool
Fig. 1 Hydraulic tool for tightening of connecting rod screws
02.39 - ES0
MAN Diesel
Working Card Hydraulic Tightening of Piston Rod 506-01.25
Page 3 (3)
and Marine Head Screws Edition 06H
L27/38
6) Set the dial gauges to "0". 11) Tension the bolts to a pressure of :
7) Check by feeler gauge 0.01 mm. It is not allowed connecting rod screw : 100 bar
that there is clearance between the assembled marine head screw : 600 bar
components.
again.
8) Load the bolts to the specified pressure, see
description 500.40. 12) Read elongation of the screw ∆l on the dial
gauge and compare with the value in table.
9) Tension both the nuts hand-tight.
Note:The bolts should be tightened to the speci-
10) Release the pressure. fied tensioning pressure, not according to
the elongation. The elongation only serves
as a means of control. In case of excessive
deviations, repeat the tensioning procedure
and check the measuring instruments and /
or pressure gauges.
13) Release the pressure and remove the hydraulic

tensioning tools.
Note:For general instruction about hydraulic tighten-

ing, please see working card 520-01.05.
Fig. 2 Hydraulic tool for tightening of connecting rod screws
02.39 - ES0
MAN Diesel

Page 1 (4) In-situ Inspection of Connecting Rod Big-end Bearing Edition 03H
L27/38

Shut-off fuel oil
Stopped lub. oil circul. and hydraulic tools according
Press Blocking - Reset to working card 520-01.06
Description
In-situ inspection and/or replacement of connec-

ting rod big-end bearing.
Dismounting and mounting.
Crankcase opened. Open-end spanner, 24 mm.
Related procedure
Inspection of connecting rod

big-end bearing 506-01.16
Tightening and check of connecting
rod screws 506-01.25

08028-0D/H5250/94.08.12
Working time : 1 1/2 hours Plate no Item no Qty/

Capacity : 1 man
Data

01.30 - ES0
MAN Diesel

Edition 03H In-situ Inspection of Connecting Rod Big-end Bearing Page 2 (4)
L27/38
Removal of the Connecting Rod Bearing
Cap
1) Turn the crankshaft into the top position.
2) Mount the holder on the marine head. Please

see fig 1.
3) Loosen the two marine head nuts with the

hydraulic tools.
4) Remove the nuts and bolts. Support pipes
5) Mount the supporting pipes. Please see fig

2.
6) Remove the upper screws of the holder.
7) Lowering the lower marine head cap by means

of the pipes until the pipes rest at the frame,
see fig 2.
8) Remove the bearing shell.
Fig 2 Mounting of the supporting pipes
Mounting of the Inspection Bracket
9) Mount the inspection bracket. Please see fig

3.
10) Slowly turn the crankshaft clockwise until

the marine head is resting on the inspection
bracket.
Holder Holder
11) Fix the marine head and inspection bracket

08028-0D/H5250/94.08.12
with screw.
Hydraulic device
Fig 1 Mounting of holders on the marine head
01.30 - ES0
MAN Diesel

Page 3 (4) In-situ Inspection of Connecting Rod Big-end Bearing Edition 03H
L27/38
Cleaning of Components before Mounting
15) Carefully clean the joint faces, the bore and

the bearing shells.
Mounting of Upper Bearing Shell
16) The bearing shell is placed in the bore, and the

contact surfaces of the shells must be parallel
to the contact surface of the marine head and
Inspection
bracket
the bearing cap respectively.
17) Coat the journal with clean lubricating oil.
18) Slowly turn the crankshaft anti-clockwise until

it rests in the marine head.
19) Remove the inspection bracket.
Screw for fitting

marine head and
inspection bracket
Fig 3 Mounting of the inspection bracket
Removal of the upper Marine Head Bearing

Shell
12) Slowly turn the crankshaft clockwise until it

is possible to remove the upper marine head
bearing shell. Please see fig 4.
08028-0D/H5250/94.08.12
13) Remove the upper marine head bearing

shell.
Inspection of Bearing Shells
14) Inspect the bearing shells; please see working

card 506-01.16.
Fig 4 Removal of the upper marine head bearing shell
01.30 - ES0
MAN Diesel

Edition 03H In-situ Inspection of Connecting Rod Big-end Bearing Page 4 (4)
L27/38
Mounting of Lower Bearing Shell Mounting of Bearing Cap
20) Turn the crankshaft anti-clockwise until it is in 23) Lift the lower bearing cap by means of the pipes
the top position. and mount the upper screws of the holder.
21) The bearing shell is placed in the bore, and the 24) Mount the two bolts and nuts for hydraulic
contact surfaces of the shells must be parallel tightening of the marine head.
to the contact surface of the marine head and
the bearing cap respectively. 25) Mount the hydraulic tool and tighten the nuts
according to working card 506-01.25.
22) Coat the journal with clean lubricating oil.
26) Remove the holder from the marine head.
08028-0D/H5250/94.08.12
01-30 - ES0
MAN Diesel & Turbo
Working Card
Inspection and Honing of Cylinder Liner 506-01.35
L27/38

Shut-off cooling water A MAN approved equipment
Shut-off fuel oil
Stopped lub. oil circul. Honing stone:
Inspection and honing of cylinder liner. Honing liquid.

Gas oil.
Starting position
Cylinder head removed 505-01.00
Piston and connecting rod shank

removed 506-01.00
Related procedure
Grinding of seal face on cylinder

head and cylinder liner 506-01.45

Capacity : 1 man

Data

11.39 - ES0
MAN Diesel & Turbo
506-01.35 Inspection and Honing of Cylinder Liner Working Card

L27/38
Use only a MAN approved equipment and always roughness or the cylinder liner running surface is
read the manufacturer-supplied instructions. restored. This roughness is necessary to ensure
a sufficiently thick and adhesive lubricating film.
While for the most part the microgeometry can be
Brief description returned to its original state, it is not possible to in-
fluence the wear profile, i.e. the macrogeometry of
Carry out the work in good time according to the the cylinder liner.
maintenance schedule, check the components as
to their wear, restore running surface to operational Typically during the first work step the TDC area of
state, ensure the tasks are carried out correctly. The the piston rings is honed. In the second work step
cylinder liners are to be checked at regular intervals work is performed to the entire piston ring running
and the original running surface geometry is to be surface.
restored to how it was.
Honing the cylinder liner does not take very long.
The work / working steps consists of: Operating the device and the work itself, as well
• Honing the reversal point of the piston rings. as correctly assessing the results, however, does
• Honing the entire running surface. require concentration and a certain amount of ex-
perience. We thus recommend having this task
performed at least once for instruction purposes by
Preliminary remarks MAN Diesel SE staff.
Cylinder liners must be rehoned when the piston In case of lacquering of the liner surface first clean
rings are replaced or once the maintenance in- the liner with mild acid to remove lacquer.
terval has elapsed. Through honing, the original Honing is done to restore liner surface – not to
clean for lacquer.
Set-up and mode of operation
The stroke speed and the honing head speed are

preadjusted as is the contact pressure of the honing
sticks using the control valves on the compressed
air outlet. The rope tackle engine is activated for lift-
ing and lowering movements using the buttons on
the remote control.
Work sequence 1 - honing the piston ring

reversal point in the top dead centre (gus-
set area)
Starting position
Stone Cylinder head has been removed, piston with con-
necting rod shank removed, the connecting rod
bearing with the turning stirrup attached to the bal-
ance weight and turned towards the side far enough
for a funnel to be mounted. The cylinder liner has
been cleaned (free of coke and lube oil) and meas-
ured. If measurement is above limit the liner must
Fig 1 Honing device for cylinder liner - tool not supplied.
be scrapped.
Stones can be replaced with brush.
11.39 -ES0
MAN Diesel & Turbo
Working Card
L27/38
The crankcase is adequately covered. The funnel
is attached on the lower part of the cylinder liner
and the hose is facing outwards into a collecting
tank. The honing device has been set up as per its
separate instructions and has been set.
Notice
The piston ring reversal points are to be honed as
1
a first work step using short coarse honing stones
before the entire running surface of the piston ring
is honed during a subsequent work step.
2 Working steps
1. Clip honing stones (20 mm long) into each grin-

3 4 ding strip at the same level close to the centre of
the grinding strip.
Notice
Lengths can be broken off the longer honing stones
to make short honing stones. To do so, notch the
1 Cylinder liner 4 Collecting tank honing stone using a steel saw blade, clamp it into
2 Funnel a vice and break off.
3 Hose α Honing angle
2. Insert the honing head carefully into the cylinder
liner.
Fig 2 Honing the cylinder liner
3. Set the stroke movement of the honing head in
the cylinder liner with stops in such a way that
the upper edge of the honing stones comes to
rest approx. 10 mm above the top dead centre
of the first piston ring resulting in a stroke of 40-
50 mm.
4. Set the spray nozzles so that the lubricant coats

the honing area upon exit.
10 mm (start position)
20 mm stone
5. Close the stop cock on the tank and fill it with

adequate honing lubricant (diesel oil, gas oil or
kerosene). Be aware that some liquids are pro-
Oscillating
40-50 mm
hibited in some places.
Warning
No smoking. Do not use an open flame - fire
hazard!
6. Open the stop-cock on the tank. Check that lu-

bricant is coming out of the spray nozzles and
is coating the area to be honed. Check whether
Fig 3 Honing the cylinder liner
lubricant is flowing through the funnel into the
collecting tank without leaking.
11.39 - ES0
MAN Diesel & Turbo
506-01.35 Inspection and Honing of Cylinder Liner Working Card

L27/38
Notice kes should be carried out over the entire running

For the honing process of one cylinder liner, ap- surface of the piston rings.
prox. 4-6 litres of lubricant are needed. Always use
adequate lubricant for the honing process. It is to Working steps
be recommended that the abrasion products are
flushed away immediately. The lubricant may be 1. Fit six long coarse honing stones onto the honing
used several times if it flows into the collecting tank head.
through a fleece mat. For the final cleaning proc-
ess, after the actual honing process, use a clean lu- 2. Insert the honing head carefully into the cylinder
bricant / cleaning agent to clean the cylinder liner. liner.
7. Activate the honing device using a setting that 3. Set the stroke movement of the honing head with
has been tested in advance. Take the honing stops in such a way that the honing stones range
stones to the installation. Using slight upward in the upper half of the stroke area of the piston
and downward strokes. Hone the surface until (running area of the piston rings), meaning that
the surface is within the required tolerance. It the upper and lower edges of the stone protrude
can be necessary to use more than one stone. approx. 100 mm beyond it.
This takes approx. 1-1.5 minutes. In so doing,
the honing head speed is approx. 35 RPM con- 4. Set the spray nozzles so that the lubricant coats
tact pressure 2.5 bar. the honing area upon exit. Fill the tank with lubri-
The short stroke means that only a minimum cant (diesel oil, gas oil or kerosene).
honing angle is achieved. If in the TDC area of
the first piston ring honing grooves become vis- Warning
ible, the honing process should be stopped. A No smoking. Do not use an open flame - fire
remaining, rounded protrusion at the reversal hazard!
point of the first piston ring is acceptable. If nec-
essary, a second set of honing stones should be 5. Open the stop-cock on the tank. Check that
inserted and the process should be repeated. lubricant is coming out of the spray nozzles and
is coating the area to be honed. Check whether
8. As soon as a satisfactory abrasion pattern has lubricant is flowing through the funnel into the
been achieved, terminate the honing process collecting tank without leaking.
and stop the flow of lubricant.
Notice
9. Pull the honing head out of the cylinder liner and Approx. 10 litres of lubricant are needed for the hon-
secure it in the upper position. ing process of one cylinder liner.
Always use adequate lubricant for the honing process.
It is to be recommended that the abrasion products
Work sequence 2 - honing the entire running are flushed away immediately.
surface of the cylinder liner
6. Activate the honing device using a setting that has
Starting position been tested in advance. Take the honing stones
to the installation. For honing one cylinder liner,
The piston ring reversal point in the top dead centre 40-80 upward and downward strokes each are
has been honed or the cylinder liner shows minimum necessary at a stroke speed of approx. 18 double
wear points in the TDC area. strokes per minute.The overall honing time for one
cylinder is typically 3.5-4 minutes. In so doing, the
Notice honing head speed is approx. 35 RPM. Contact
This task is intended to roughen up the upper area of pressure 2.5 bar. Control the stroke movement so
the cylinder liner on which no further honing grooves that a honing angle (a) of 45-60° (± 22.5-30° to
are visible after many operating hours. In the lower the horizontal) is achieved. A surface roughness
area, the surface should be honed as little as possible, depth Rz of 10-15 µm is to be aimed at.
however upon completing the work, two double stro-
11.39 -ES0
MAN Diesel & Turbo
Working Card
L27/38
7. Stop the honing device. Evaluate the roughness, 10. Replace the grinding strips with hard cleaning
honing angle and honing pattern. brushes.
If the evaluation proves to be satisfactory, execute
two double strokes over the entire running surface 11. Pull back the honing head and using reduced
of piston rings. To do so, set the stops so that the contact pressure of 0.5-1.0 bar, carefully re-
honing blocks partially move outside the cylinder move (dissolve / rinse) all abrasion residue at
liner. In the process, ensure that the honing head an unchanged number of revolutions and stroke
does not knock into the funnel. speed. If necessary, repeat the process with a
soft cleaning brush. Plenty of lubricant should
Repeat the honing sequence 2 with fine honing be used for cleaning. A total of approx. 50 double
stones. strokes should be carried out. The last run should
be carried out using fresh lubricant. No abrasion
Repeat the honing sequence 1 (top of the liner) with residue should remain (use your fingertips to
fine honing stones. check).
8. After finishing the honing process, measure the 12. Remove the honing device. Place it onto the next
cylinder liner. If the maximum allowable wear has cylinder or store it safely after it has been cleaned
beeen exceeded in the top dead centre of the first or store it in its packaging.
piston ring, or the maximum allowable ovality (for
threshold values see 500.35), the cylinder liner 13. Remove the funnel, in the process ensure that
will need to be replaced. no dirt particles get into the running gear.
9. Check surface roughness, to be within toler- 14. Finally, manually clean the cylinder liner and cor-
ance: rosion protect the liner with clean oil.
RK = 2.5 - 5.0
Rpk = 0.6 - 2.0
X 135 45 Honing angle Y 120 60 Honing angle
Fig 4 Template to control honing angle. Copy and use at liner in situ.
11.39 - ES0
MAN Diesel & Turbo
11.39 - ES0
Working Card
Page 6 (6)
Engine type Report No.

Measurement of Cylinder Liner Engine No. Encl. No.
Running hours Insp. date
Plant Fuel Sign.
Cyl. No. 1 2 3 4 5 6 7 8 9
Cyl.liner ident.No.
Running hours
Inspection and Honing of Cylinder Liner
L A
e
n B
g
t C
82
h
A w
i
s
270
e
B C A
r
o B
500
s
s C
w
i
s
C e
Liner
temp.
°C
Remarks...
A
270.60
B
270.22
C
270.08
Limit at 25°C
506-01.35
L27/38
Edition 09
MAN Diesel
Working Card Grinding of Seal Face on 506-01.45
Cylinder Liner and Cylinder Head
L27/38

Shut-off fuel oil
Grinding of seal face on cylinder liner, cylinder Grinding paste.

head and engine frame by hand with grinding tool
and grinding paste.
Starting position
Related procedure
Assembling of cylinder unit 505-01.50

08028-0D/H5250/94.08.12

Capacity : 1 man
Data

03.43 - ES0
MAN Diesel
506-01.45 Grinding of Seal Face on Working Card
Page 2 (2)
Edition 03H
Cylinder Liner and Cylinder Head
L27/38
Note: The grinding tool, see fig 1, is used for
both grinding the groove in the sealing surface on
the cylinder head (1), the cylinder liner flange (2)
and the surface of the engine frame (3).
If severe damage or corrosion is observed, a ma-

chining of the sealing faces may be required.
2. Cylinder liner
Fig 3 Grinding tool at engine frame
1. Cylinder head 3. Engine frame
Fig 1 Grinding tool
1) Loosen the sealing ring in liner flange and take

it out.
2) Face-grind the sealing grooves in the cylinder

liner flange, see fig 2, the surface of the engine
frame, see fig 3 and the sealing surface on the
cylinder head, see fig 4 with the use of grinding
paste and the grinding tool.
Fig 4 Grinding tool at cylinder head
3) Move back and forth the tool and lift it out from
time to time.
08028-0D/H5250/94.08.12
4) After grinding, carefully remove all traces of

abrasives and grinding compound.
5) When having ground the contact faces between

cylinder head and cylinder liner, it must be ob-
served that the sealing minimum height above
the cylinder liner is according to 500.35.
Fig 2 Grinding tool at cylinder liner
03.43 - ES0
MAN Diesel
Working Card Dismantling of Piston and Cylinder Liner 506-01.50

Page 1 (4)
at Low Overhaul Height Edition 06H
L27/38

and hydraulic tools according
Description
Dismounting of cylinder unit for inspection and/or

overhaul.
Engine stopped and cooled down.
Related procedure
Inlet and exhaust valve - overhaul and

regrinding of spindel and valve seat 505-01.10
Inspection of piston 506-01.10
Cylinder liner 506-01.35
Separation of piston and
08028-0D/H5250/94.08.12
Working time : 2 1/2 hours Plate no Item no Qty/

Capacity : 2 men
Data

07.35 - ES0
MAN Diesel
506-01.50 Dismantling of Piston and Cylinder Liner Working Card

at Low Overhaul Heights
L27/38
Preparing before Dismantling 10) Push the charge air connections inside the
cylinder head which are to be removed.
1) Drain off the water from the engine.
11) Remove the cylinder head nuts by means of the
2) Take off the top cover. hydraulic jacks, see working card 520-01.05.
3) Take off the side covers on both sides of the 12) Remove the bolts, which hold the cylinder head
engine. and water jacket together, see fig 2.
4) Remove the exhaust gas cover. Note: This means that the cylinder head now
can be removed from the cylinder unit.
Disassembling of Connectings
5) Disconnect the clamp for connecting cylinder

head and exhaust gas receiver. Bolts to be removed
6) Disconnect the fuel oil high pressure pipe.
7) Disconnect the 4 clamps for locking the FW

connection between the cylinder heads.
8) Push the FW connections inside the cylinder

heads, which are to be removed.
9) Disconnect the 2 clamps for locking the charge

air connections by removing the locking bolts
for the clamps, see fig 1.
Bolts to be removed
Fig 2 Remove bolts, which hold the cylinder head and water
jacket together
13) Mount the lifting tool on the cylinder head.
14) Lift the cylinder head and land it carefully on

wooden support.
08028-0D/H5250/94.08.12
15) Remove the push rods by hand.
Fig 1 Push the cooling water connection and charge air con-
nections inside the cylinder heads, which are to be removed
07.35 - ES0
MAN Diesel
Working Card Dismantling of Piston and Cylinder Liner 506-01.50

Page 3 (4)
at Low Overhaul Height Edition 06H
L27/38
Removal of Piston and Piston Rod, Cylinder 18) Loosen the four bolts for the piston rod by
Liner and Water Jacket means of the hydraulic tools and remove the
nuts.
16) Turn the piston into top dead centre.
19) Mount the tool for lifting the piston, see fig 4.
17) Mount the turning bracket to the marine head
and counterweight, see fig 3.
Fig 4 Lifting tool for piston
20) Carefully lift the piston and piston rod out of the
cylinder liner and land it on wooden support.
Fig 3 Turning bracket mounted to the marine head and

counterweight
08028-0D/H5250/94.08.12
07.35 - ES0
MAN Diesel
506-01.50 Dismantling of Piston and Cylinder Liner Working Card

at Low Overhaul Heights
L27/38
21) Mount the lifting tool for the cylinder liner, see fig
5 and lift the cylinder liner out of the engine.
Lifting tool for
22) Mount the eye bolt in water jacket and lift it cylinder liner
off the engine.
Cylinder liner
Lifting tool
08028-0D/H5250/94.08.12
Fig 5 Lifting tool for cylinder liner
07.35 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Piston and Connecting Rod 50601-33
L27/38
414
296 306
414 127
296
355**
127
367**
379**
081
019
176**
032
318**
331**
380**
392**
056
380**
402** 188
211
188
211
272
140
139 284
343
152
164
11.23 - ES0 - Tier II

MAN Diesel & Turbo
Plate
50601-33 Piston and Connecting Rod Page 2 (2)
L27/38
Item Item
019 1/C Piston pin Stempelpind 380** 2/C Support disc Støtteskive
032 2/C Retaining ring Sikringsring 392** 1/C Pressure spring Trykring
056 1/C Bush for connecting Plejlstangsbøsning 402** 1/C Slide shoe Glidesko
rod
414 1/C Piston ring Stempelring
081 1/C Piston 2/2, Stempel 2/2,
incl. item 176, 318, inkl. item 176, 318,331
331
127 1/C Oil scraper ring Olieskrabering
139 1/C Connecting rod Plejlstangsleje 2/2,

bearing 2/2, Daido Daido
140 4/C Cylindrical pin Cylindrisk stift
152 2/C Screw Plejlstangsskrue

for connecting rod
164 2/C Nut Møtrik
176** 4/C Bolt Bolt
188 4/C Nut Møtrik
211 4/C Screw for Plejlstangsskrue ** For illustration only;

connecting rod – only available to MAN Service Centers
and Hubs.
272 1/C Connecting rod shaft, Plejlstangsskaft, – piston only available as complete.
incl. item 056 inkl. item 056
284 1/C Marine head, Marinehovede, ** Kun til illustration;

complete incl. item komplet inkl. item – kun tilgængelig for MAN Service Centre.
140, 152, 164, 188, 211 140, 152, 164, 188, 211 – stempel kun tilgængelig som komplet.
296 1/C Piston ring Stempelring
306 1/C Set of piston rings and Sæt af stempelringe og

oil scraper ring, incl. olieskrabering, inkl. item
item 127, 296 and 414 127, 296 og 414
318** 4/C Distance sleeve Afstandsskive
331** 4/C Nut Møtrik
343 1/C Connecting rod Plejlstangsleje 2/2,

bearing 2/2, Miba Miba
355** 1/C O-ring O-ring
367** 1/C Retaining ring Sikringsring
379** 1/C Spring pin Fjedertap
11.23 - ES0 - Tier II

MAN Diesel
Plate
Page 1 (2) Cylinder Liner 50610-11H
L27/38
08028-0D/H5250/94.08.12
06.29 - ES0
MAN Diesel
Plate
50610-11H Cylinder Liner Page 2 (2)
L27/38
Item Item
018 1/C Cylinder liner Cylinderforing
031 1/C Sealing ring Tætningsring
092 1/C Flame ring Flammering
08028-0D/H5250/94.08.12
06.29 - ES0
Camshaft
507/607
MAN Diesel
Description
Camshaft and Camshaft Drive 507.01
L27/38
Camshaft and Camshaft Drive
The inlet and exhaust valves as well as the fuel pumps The lubricating oil pipes for the gear wheels are
of the engine are actuated by two camshafts. equipped with nozzles which are adjusted to apply
the oil at the points where the gear wheels are in
Due to the two-camshaft design an optimal adjust- mesh.
ment of the gas exchange is possible without inter-
rupting the fuel injection timing. It is also possible
to adjust the fuel injection without interrupting the
gas exchange.
The two camshafts are located in the engine frame.

On the exhaust side, in a very high position, the valve
camshaft is located to allow a short and stiff valve
train and to reduce moving masses.
The injection camshaft is located at the service side

of the engine.
Both camshafts are designed as cylinder sections

and bearing sections in such a way that disassembly
of single cylinder sections is possible through the
side openings in the crankcase.
The two camshafts and the governor are driven by

the main gear train which is located at the flywheel
end of the engine. They rotate with a speed which
is half that of the crankshaft.
The camshafts are located in bearing bushes which

are fitted in bores in the engine frame; each bearing
is replaceable and locked in position in the engine
frame by means of a locking screw. Fig. 1 Twin camshafts
The gear wheel for driving the camshaft as well as

a gear wheel connection for the governor drive are
screwed on to the aftmost section.
08028-0D/H5250/94.08.12
98.27 - ES0
MAN Diesel
Page 1 (2) Check of Camshaft and Camshaft Drive Edition 05H
L27/38

Shut-off fuel oil
Checking of gear wheels, bolted connections and Unbraco top, 14 mm.

lubricating system. Ratchet.
Extension.
Top, 24 mm.
Serrated fork.
Starting position
Related procedure

08028-0D/H5250/94.08.12

Capacity : 1 man
51106 142 1/cyl
Data

02.47 - ES0
MAN Diesel
Edition 05H Check of Camshaft- and Camshaft Drive Page 2 (2)
L27/38
1) Dismount the covers which give access to the 3) Check all screws, nuts and bolted connections,
gear wheels, camshaft and crankcase. including locking devices everywhere in the
gear wheel housing, camshaft housing and
2) Examine all gear wheels for cracks, wear and crankcase to check that they have not worked
deformations while turning the engine to enable loose. Tightening torques, please see page
inspection all over the circumference of the 500.40.
gear wheels.
4) Examine all lubricating oil spray pipe nozz-
les.
5) Mount the covers.
08028-0D/H5250/94.08.12
02.47 - ES0
MAN Diesel
Page 1 (3) Inspection and Replacement of Camshaft Bearing Edition 04H
L27/38
Stopped engine Plate no Item no Note.

Shut-off cooling water Hydraulic tools according to
Shut-off fuel oil Working Card 520-01.06
Description
Hand tools
Check of roller path of cams and check of cam-
shaft bearing. Screwdriver.
Replacement of camshaft bearing. Supporting tool for camshaft bearing.
Starting position
Cover for camshaft and gear wheel has been

removed.
Related procedure
Camshaft and camshaft drive 507-01.00

Man power
08028-0D/H5250/94.08.12

Capacity : 2 men Plate no Item no Qty/
50705 350 1/eng.

Data 50705 648 1/eng.

02.41 - ES0
MAN Diesel

Edition 04H Inspection and Replacement of Camshaft Bearing Page 2 (3)
L27/38
To Check Roller Path of Cams Note: To prevent the lower rocker arm from
1) While turning the engine, examine the cam pushing downward at the camshaft section to be
discs and in particular, check the roller path of removed, place a screwdriver in the sloth of the
all cams for cracks, crackles and ruffle. Also rocker arm and lift the lower rocker arm free from
examine the rollers of the lower rocker arms. the camshaft section, see fig 1.
Note: If there are flat spots on the roller and if some

of the rollers may be blocked, the roller must be
replaced by a new one, please see working card
508-01.00.
To Check Camshaft Bearings

2) The wearing surface of the camshaft bearings
cannot be checked without dismounting the cam-
shaft. However, abnormal wear of one or more
bearings will become apparent in the form of
burrs of white metal at the circumference of the
camshaft journal, and in that case the bearing
will in no doubt be discoloured, as well.
The bearing clearance is measured with a

feeler gauge, please see data sheet 500.35.
To Replace Camshaft Bearing for Injection

or Valve Camshaft
If one or several of the camshaft bearings should
be replaced, the camshaft must be wholly or partly
dismantled.
3) The camshaft sections are marked in relation

Fig 1 Place a screwdriver in the sloth of the lower rocker arm
to each other.
4) Dismantle the camshaft section for (towards

engine front) of the bearing that is to be repla-
ced. 7) Remove the spur wheel and the bearing plate,
see fig 2 so the camshaft can be moved towards
5) Place a screwdriver between the camshaft the alternator.
sections forward of the bearing and push the
08028-0D/H5250/94.08.12
camshaft forward. Remember to mark the spur wheel. It must be

placed exactly at the same spot. Otherwise,
6) Dismantle the same camshaft section at the the timing will be changed.
front end and remove the camshaft section
from the engine. 8) Dismantle the camshaft section aft (towards
the alternator) of the bearing that is to be
replaced.
9) Place a screwdriver between the camshaft sec-

tions aft of the bearing and push the camshaft
aft towards the alternator.
02.41 - ES0
MAN Diesel
Page 3 (3) Inspection and Replacement of Camshaft Bearing Edition 04H
L27/38
Mounting of the Camshaft Bearing
15) For fitting the bearing it must be cooled down

with CO2 to -90° C below crankcase tempera-
ture.
16) Insert the bearing in the frame. Make sure that

the oil bores in the bearing shell are turned 90°
according to the oil bores in the frame.
Note: Check that the bearing is placed in the

middle of the frame.
17) Coat all the journals of the camshaft section

with clean lubricating oil and push the camshaft
into position, making sure that the marks on
the flanges coincide.
18) Assemble the sections and fit the bolts (coated

with molycote or similar).
19) Tighten the nuts with a torque spanner, see

data sheet 500.40.
Fig 2 Removing of spur wheel and the bearing plate
10) Dismantle the same camshaft section at the

aft end and remove the camshaft section from
the engine.
The bearing to be removed is now free.
11) Mount the supporting tool for removing the

camshaft bearing, see fig 3.
08028-0D/H5250/94.08.12
12) Turn the nut clockwise until the bearing is

removed from the frame hole.
13) Remove the supporting tool.

1 Tool
2 Bearing
Inspection of Sleeve and Oil Bore
14) Check that the oil bore for the bearing is free Fig 3 Supporting tool for removing the camshaft bearing
for oil flow. Inspect the camshaft journal for
seizures.
02.41 - ES0
MAN Diesel & Turbo

Page 1 (4) Adjustment of Camshaft for Valve and Injection Timing Edition 18
L27/38

Shut-off fuel oil
Nominal adjustment of camshaft. (Adjustment of

camshaft in relation to crankshaft).
Starting position
Camshaft assembled as per timing order, mounted

in frame and roller gear house.
If intermediated gearwheel must be changed, the
generator must be dismounted.
Related procedure
Working time : - hours Plate no Item no Qty/

Capacity : - man
Data


MAN Diesel & Turbo

Edition 18 Adjustment of Camshaft for Valve and Injection Timing Page 2 (4)
L27/38
Assembly of gear wheels for valve cam- 4) Tighten up the intermediate spur gearwheels,
shaft and Injection valve camshaft, without please see page 500.40.
mounted flywheel
Following description is for mounting the gearwheels

in the control drive when alternator, flywheel and cover
on coupling side are dismantled from the engine.
Mounting of the Intermediate Spur Gear

Wheels
1) Turn the crankshaft to top dead centre for the

last cylinder (the cylinder nearest to the coupling
side).
2) Mount the upper intermediate spur gearwheel.
3) Mount the lower intermediate spur gear wheel

so that the marks on the lower intermediate spur
gearwheel are corresponding with the mark on
the crankshaft gearwheel, see fig 1 E2, and
at the same time turn the upper intermediate
spur gearwheel so that the small holes in the
circumference of the two intermediate spur
gearwheel are corresponding, see fig 2.
Fig 2 Position of small holes in the circumference of the two

intermediated gearwheels
Fig 1 Marks on gearwheels
Note: The punch mark on the crankshaft gearwheel Fig 3 13 teeth counter-clockwise from the joint of the gear-
is placed between teeth 12 and 13 counting counter wheel
clockwise from the joint of the gearwheel, see fig 3.

MAN Diesel & Turbo

Page 3 (4) Adjustment of Camshaft for Valve and Injection Timing Edition 18
L27/38
Mounting of gearwheel for valve camshaft 9) Turn the injection valve camshaft, until the
mark on the gearwheel for valve camshaft cor-
5) Before mounting the gearwheel, must marks for respond with the 2 marks on upper intermediate
crankshaft and lower intermediate gearwheel gearwheel, see fig 1 (E1).
correspond, see fig 1(E2). Secondly must the
small holes for both intermediate gearwheels Note: Adjustment of injection valve camshaft is now
be corresponding. needed, please see separately chapter “Adjustment
of Fuel Injection Camshaft / Injection Timing”.
6) Turn the valve camshaft, until the mark on the
gearwheel for valve camshaft corresponds with
the 2 marks on upper intermediate gearwheel, Measure of fuel pump lead
see fig 1 (E1).
1) Dismantle covers for fuel camshaft and fuel
7) Tighten up the gearwheel. Tightening torque, pump.
please see page 500.40.
2) Check the mobility of the regulating device.
Mounting the gearwheel for injection cam- 3) Position the support of the measuring tool on
shaft the two bolts of the camshaft covering. Slip on
the distance sleeves and fasten to the cylinder
8) Before mounting the gearwheel, must marks for crankcase by means of hexagon nuts.
crankshaft and lower intermediate gearwheel
correspond, see fig 1(E2). Secondly must the Note: During attaching, pay attention to the correct
small holes for both intermediate gearwheels fitting position of the contact point.
be corresponding.
Contact point
Fixing screws
Lever
Measuring gauge
Fig 4 Measure of fuel pump leadl

MAN Diesel & Turbo

Edition 18 Adjustment of Camshaft for Valve and Injection Timing Page 4 (4)
L27/38
4) Insert the dial gauge into the support. 9) Compare the calculated value determined with
the value mentioned below.
5) Turn the engine until the cam base circle is
reached (approx 40° BTDC). 10) If the values exceeds the limits, an adjustment
must be done in order to correct the errors.
6) Set the dial gauge to "Zero".
11) Remove the complete measuring tool.
7) Turn the engine until the TDC mark (ignition
DC) for the actual cylinder is reached. 12) Mount all camshaft covers.
Read the dial gauge and note down the gauge
value. 13) Plunger lift (average value), please see de-
scription 500.35.
8) Determine the values for the other cylinders in
the same way.
Calculate the average value of all measure-

ments.

MAN Diesel & Turbo
Plate
Page 1 (2) Intermediate Wheel 50701-06
L27/38
107
119
073
085
132
061
036 107
073
085
085
132
061
012
097 085
10.48 - ES0
MAN Diesel & Turbo
Plate
50701-06 Intermediate Wheel Page 2 (2)
L27/38
Item Item
012 1/E Stepped spur gear, Tandhjul, komplet

complete incl. item 061 inkl. item 061
036 1/E Spur gear, complete Tandhjul, komplet

incl item 061 inkl. item 061
061 2/E Control drive bearing Lejebøsning
073 2/E Bolt Bolt
085 4/E Axial bearing ring Lejering
097 2/E Axle Aksel
107 2/E Washer Skive
119 2/E Nut Møtrik
132 2/E Snap ring Låsering
Qty/E = Qty/Engine Qty/E = Qty/Motor
10.48 - ES0
MAN Diesel
Plate
Page 1 (2) Camshaft (Injection Camshaft) 50705-21H
L27/38
278 266
362
362
278
266
673
291
266 636
278 291
590 589
600
362
291
685
697
5 cyl.
313* 301 374 386
386 374
6 cyl.
Item nos for 408 433
bearing disks 398 421 445
7 cyl.
08028-0D/H5250/94.08.12
457 470 469

469 470 457
8 cyl.
494 421 528
482 504 516 541
9 cyl.
553 433 577 565
565 577 433 553
06.33 - ES0
MAN Diesel
Plate
50705-21H Camshaft (Injection Camshaft) Page 2 (2)
L27/38
Item Item
266 Screw Skrue 469 2/E Bearing disk, Lejesøle,

160/E 5 cyl. engine 5 cyl. motor 7 cyl. engine 7 cyl. motor
192/E 6 cyl. engine 6 cyl. motor
224/E 7 cyl. engine 7 cyl. motor 470 2/E Bearing disk, Lejesøle,
482 1/E Bearing disk, Lejesøle,
278 Washer Skive 8 cyl. engine 8 cyl. motor
8 cyl. engine 8 cyl. motor
291 Cylindrical pin Cylindrisk stift
301 1/E Bearing plate, com- Lejeplade, komplet 541 1/E Bearing disk, Lejesøle,
plete incl. item 313 inkl item 313 8 cyl. engine 8 cyl. motor
313* 4/E Expander plug Ekspansionsprop 553 2/E Bearing disk, Lejesøle,
362 1/C Camshaft part Styreakselsektion
piece 565 2/E Bearing disk, Lejesøle,
5 cyl. engine 5 cyl. motor 577 2/E Bearing disk, Lejesøle,
5 cyl. engine 5 cyl. motor 589 1/E Axial bearing disk Aksial lejesøle
398 1/E Bearing disk, Lejesøle, 590 1/E Bearing segment Lejesøle, ende
6 cyl. engine 6 cyl. motor end
408 1/E Bearing disk, Lejesøle, 600 1/E Spur wheel Cylindrisk tandhjul
636 1/E Flange Flange
421 Bearing disk Lejesøle
1/E 6 cyl. engine 6 cyl. motor 673 16/E Bolt Bolt
685 2/E Screw Skrue
1/E 6 cyl. engine 6 cyl. motor 697 2/E Washer Skive

08028-0D/H5250/94.08.12

Qty./C = Qty./Cylinder Qty./C = Qty./Cylinder
06.33 - ES0
MAN Diesel
Plate
Page 1 (2) Camshaft (Valve Camshaft) 50705-28H
L27/38
266
278
291 014
278
266
014 720
266
732 707
230
278
719
242
014 254
685
697
301
313* 5 cyl.
291 026 038
038 026
Item nos for 6 cyl.

bearing disks 063 087
051 075 099
7 cyl.
109 122 110
08028-0D/H5250/94.08.12
110 122 109
8 cyl.
146 075 183
134 158 171 195
9 cyl.
205 087 229 217
217 229 087 205
10.11 - ES0 - Tier II

MAN Diesel
Plate
50705-28H Camshaft (Valve Camshaft) Page 2 (2)
L27/38
Item Item
No Qty Designation Benævnelse No Qty Designation Benævnelse
014 1/C Camshaft part Styreakselsektion 217 2/E Bearing disk, Lejesøle,
piece 9 cyl. engine 9 cyl. motor
026 2/E Bearing disk Lejesøle 229 2/E Bearing disk, Lejesøle,
5 cyl. engine 5 cyl. motor 9 cyl. engine 9 cyl. motor
038 2/E Bearing disk Lejesøle 230 1/E Axial bearing disk Aksial lejesøle
242 1/E Bearing segment Lejesøle, ende
051 1/E Bearing disk, Lejesøle, end
254 1/E Spur wheel Cylindrisk tandhjul
6 cyl. engine 6 cyl. motor 266 Screw Skrue
075 Bearing disk Lejesøle 96/E 6 cyl. engine 6 cyl. motor
1/E 6 cyl. engine 6 cyl. motor 112/E 7 cyl. engine 7 cyl. motor
1/E 6 cyl. engine 6 cyl. motor 278 Washer Skive
099 1/E Bearing disk, Lejesøle, 112/E 7 cyl. engine 7 cyl. motor
6 cyl. engine 6 cyl. motor 128/E 8 cyl. engine 8 cyl. motor
7 cyl. engine 7 cyl. motor 291 Cylindrical pin Cylindrisk stift
301 1/E Bearing plate, com- Lejeplade, komplet
134 1/E Bearing disk, Lejesøle, plete incl. item 313 inkl item 313
313* 4/E Expander plug Ekspansionsprop
8 cyl. engine 8 cyl. motor 685 2/E Screw Skrue
158 1/E Bearing disk, Lejesøle, 697 2/E Washer Skive

707 1/E Ring Ring
8 cyl. engine 8 cyl. motor 719 1/E Additional mass Inertimasse
183 1/E Bearing disk, Lejesøle, 720 8/E Screw Skrue

732 1/E Cylindrical pin Cylindrisk stift
08028-0D/H5250/94.08.12

Qty./C = Qty./Cylinder Qty./C = Qty./Cylinder
10.11 - ES0 - Tier II

Operating gear
508/608
MAN Diesel
Description 508.01
Page 1 (1) Operating Gear for Valve and Fuel Injection Pumps Edition 03H
L27/38
Roller Guides Valve Actuating Gear
The fuel injection pumps and rocker arms for inlet The push rods for the inlet and exhaust valves are
and exhaust valves are operated by the cams on the activated by the camshaft via a cam follower.
camshafts through roller guides. The roller guides for
inlet and exhaust valves are located in bores in the The push rod movement is in the cylinder head
water jacket for each cylinder. transmitted to short rockers, and from these to a
guided, spring-loaded yoke. This yoke operates two
The roller runs on a bush fitted on a pin that is equal valves each.
pressed into the roller guide and secured by means
of a lock screw. The pillow supporting the rocking levers (the rocking-
lever casing) is bolted to the cylinder head.
Operating Gear for Fuel Injection Pumps Bearing bushes, ball pans and yokes are lubricated
by means of a fitting in the pillow.
The injection pumps which are mounted directly on
the frame are activated via thrust pieces from the
roller guide. The roller guide is incorporated in the
fuel pump as one unit.
08028-0D/H5250/94.08.12
98.27 - ES0
MAN Diesel & Turbo
Working Card Inspection of Valve Camshaft 508-01.00

Page 1 (3)
Lower and Upper Rocker Arms Edition 17
L27/38

Shut-off fuel oil
Dismounting, inspection and/or overhaul, and

mounting of valve roller guides.
Starting position
Related procedure
Control and adjusting of valve

clearance 508-01.10

Capacity : 1 man
Data

12.03 - ES0
MAN Diesel & Turbo
508-01.00 Inspection of Valve Camshaft Working Card

Edition 17 Lower and Upper Rocker Arms Page 2 (3)
L27/38
1. To be able to inspect the cam followers it can
be necessary to gain access by removing the
exhaust arrangement, water pipes and top
cover.
Rocker arm
Locking screw for rocker arm shaft
Fig 2 Locking screw for rocker arm shaft
6. Check the condition of the bushings in the

rocker arms and the condition of the rocker
arm shaft, see fig 2. Max clearance please
see description 500.35.
7. To get access to the cam follower, the cover

for the valve camshaft must be removed.
8. Dismantle the shaft for the cam followers by

removing the locking screw, see fig 3, and push
the shaft out of the console.
Lock screw for cam follower
Fig 1 Lower and upper rocker arm
2. The cam followers can be dismantled after the

rocker arms in the cylinder head have been
removed.
3. To remove the rocker arms, the crankshaft

must be turned to a position where the cam
followers are on the circular part of the cams
for the cylinder unit in question.
4. Untighten the locking screw for rocker arm shaft,

see fig 2 and push out the shaft for rocker arm.
5. After the rocker arms have been removed, the Locking screw for cam follower shaft
push rods can be pulled out.
Fig 3 Locking screw for cam follower shaft
12.03 - ES0
MAN Diesel & Turbo
Working Card Inspection of Valve Camshaft 508-01.00

Page 3 (3)
Lower and Upper Rocker Arms Edition 17
L27/38
9. Check the tolerance between the shaft and the
bushing in the shaft end of the cam follower.
Max clearance please see description 500.35.
10. Check of roller, bushing and shaft: While press-

ing in the spring loaded guide pin, the roller
shaft can be pressed out, see fig 4.
11. Max total tolerance between shaft, bushing

and roller please see description 500.35.
Roller
12. If all parts appear in good condition, they can
be reused, otherwise defective parts are to be
replaced.
Roller pin
Guide pin
Fig 4 Remove the locating pin for the roller shaft
12.03 - ES0
MAN Diesel & Turbo
Working Card
Control and adjusting of valve clearance 50801.10
L16/24, L21/31,
L27/38

Shutoff starting air
Shutoff cooling water
Shutoff fuel oil
Press Blocking  reset
Description: Hand tools:
Control and/or adjustment of inlet and exhaust Socket wrench

valve clearance. Feeler gauge
Torque spanner
Starting position:
Cover for valve camshaft is removed.

Cover for cylinder top is removed.
Related procedure:
Manpower: Replacement and wearing parts:
Working time : 1½ hours Plate no Item no Qty/

Capacity : 1 man
See also plate 50502
Data:

Data for tightening torque (Page 500.40)
12.08 - ES0
MAN Diesel & Turbo
50801.10 Control and adjusting of valve clearance Working Card

L16/24, L21/31,
L27/38
1. Shut-off starting air and fuel oil.
2. Stop the lubricating oil circulation.
3. Dismantle the cylinder top cover.
4. Dismantle the clamp for non-turning bridge, if

mounted (L16/24).
5. Turn the crankshaft until the cylinder is in igni-

tion TDC (both valves closed).
6. Check that the surfaces are clean. Feeler gauge
7. Loosen the counter nut, pos. 1, and the adjust- Pos. 5

ing screw, pos. 2, on the valve bridge.
Pos. 4 Fig. 2
Pos. 3
Pos. 2
Pos. 1 11. Adjust the screw, pos. 2, on the valve bridge

until the feeler gauge makes slightly more re-
sistance, but it must still be possible to move
the feeler gauge.
12. Tighten the counter nut, pos. 1, on the valve

bridge with torque. Re-check that the feeler
gauge clearance has not changed.
Fig. 1
P1 P3
8. Loosen the counter nut, pos. 3, and the adjusting P2

screw, pos. 4, on the rocker arm and insert the
feeler gauge between valve bridge and rocker
arm, pos. 5.
9. Adjust the screw , pos. 4, on the rocker arm until

the feeler gauge makes only slight resistance.
10. Tighten the counter nut, pos. 3, on the rocker

arm with torque. Re-check that the feeler gauge
clearance has not changed. Fig. 3
12.08 - ES0
MAN Diesel & Turbo
Working Card
Control and adjusting of valve clearance 50801.10
L16/24, L21/31,
L27/38
- Attach the socket wrench straight on the hexa-
gon nut before screwing.
P1
- Adjust the torque correctly, see values for

tightening in description 500.40.
P2 - Tools consisting of several part, can fall into

for L21/31 and pieces.
L27/38
for L16/24 - All bolted joints to be re-established.

P3
Caution:
Fig. 4 - Engine parts can be hot; watch out for burns.
- Slipping can cause injuries.

13. The adjustment is completed. - Injuries such as crushing of fingers, hands or
similar.
14. Install the clamp for the non-turning bridge, if
mounted (L16/24). - Slipping of torque spanner or similar tools can
cause injuries.
15. Install the cylinder head cover.
- Falling down from working position and/or hit-
ting engine parts can cause injuries.
Please note:
- Damaging of socket wrench, hexagon nut or
- The engine must be cold or cooled down for screw can cause injuries.
at least 30 minutes.
- Sharp-edged feeler gauge can cause injuries.
- Ensure to have a firm stand before working on
the engine. - Be careful not to put fingers between adjusting
screw and valve.
- It is not allowed to turn during the adjustment
process. - Wrong torque can cause injuries.
- The torque spanner must be positioned com- - Damaged parts must not be reused.
pletely on the coupling.
12.08 - ES0
MAN Diesel
Plate
Page 1 (2) Roller Guide and Push Rods 50801-05H
L27/38
08028-0D/H5250/94.08.12
02.33 - ES0
MAN Diesel
Plate
50801-05H Roller Guide and Push Rods Page 2 (2)
L27/38
Item Item
016 4/C Ball seat Kuglesæde
028 2/C Push rod Stødstang

incl item 016 inkl. item 016
100 4/C Screw Skrue
124 1/C Bracket Konsol
136 1/C Shaft Aksel
148 2/C Bearing bush Lejebøsning
161 2/C Roller pin Aksel
185 2/C Bush Bøsning
197 2/C Roller Rulle
220 2/C Rocker arm, complete Svingarm, komplet

incl. item 161, 185, inkl. item 161, 185,
197 197
08028-0D/H5250/94.08.12
02.33 - ES0
Control/safety
509/609
MAN Diesel & Turbo
Description
Safety, Control and Monitoring System 509.01
Page 1 (7) edition 16
L16/24, L21/31
L27/38
General information Furthermore, the Control Unit is equipped with a
Display Module. This module consists of a touch-
The document is valid for the following engine screen and a integrated PLC for the safety system.
types: L16/24, L21/31, and L27/38. The Display Module also acts as safety system for
over speed, low lubrication oil pressure and high
The monitoring and safety system SaCoSone serves cooling water temperature.
for complete engine operation, control, monitoring
and safety of GenSets. All sensors and operating The Display Module provides the following func-
devices are wired to the engine-attached units. tions:
The SaCoSone design is based on high reliable and • s afety system

approved components as well as modules specially • visualisation of measured values and opera-
designed for installation on medium speed engines. ting values on a touchscreen
The used components are harmonised to a homo- • engine operation via touchscreen
genously system. The whole system is attached to
the engine cushioned against vibration. The safety system is electrically separated from the
control system due to requirements of the classifi-
cation societies.
For engine operation, additional hardwired switches

are available for relevant functions.
The system configuration can be edited via an

Ethernet interface at the Display Module.
SaCoSone GenSet mounted on a L16/24 GenSet

(Probable Layout)
Control Unit
The Control Unit includes a highly integrated

Control Module for engine control, monitoring and Prototype of the SaCoSone GenSet
alarm system (alarm limits and delay). The module
collects engines measuring data and transfers the
most measurements and data to the ship alarm Connection Box
system via Modbus.
The Connection Box is the central connecting and
distribution point for the 24VDC power supply of the
whole system.
10.12 - ES1 - Tier II

MAN Diesel & Turbo
509.01 Safety, Control and Monitoring System Description

edition 16 Page 2 (7)
L16/24, L21/31
L27/38
Furthermore it connects the Control Unit with the
GenSet, the ship alarm system and the optional
crankcase monitoring.
System bus
The SaCoSone system is equipped with a redundant The control module operates directly with electro-
bus based on CAN. The bus connects all system hydraulic actuator.
modules. This redundant bus system provides the
basis data exchange between the modules.
el.-hydraulic
governor
• engine control control

control RS422/RS485 ship alarm
• speed control
• alarm system module system
control bus
display system
• display
• operation module Ethernet configuration
• safety system (via SaCoSone
EXPERT)
safety system
10.12 - ES1 - Tier II

MAN Diesel & Turbo
Description
L16/24, L21/31
L27/38
Technical data
Example shows the dimensions of L16/24
L16/24 L21/31 L27/38

Width (mm) 400 400 400
Height (mm) 480 565 480
Length (mm) 869 1168 1323
Length overall (mm) 902 1201 1356
Weight (kg) 60 60 65
10.12 - ES1 - Tier II

MAN Diesel & Turbo

L16/24, L21/31
L27/38
System Description Alarm/Monitoring System
Safety System Alarming

The alarm function of SaCoSone supervises all
Safety functions necessary parameters and generates alarms to
The safety system monitors all operating data of the indicate discrepancies when required. The alarms
engine and initiates the required actions, i.e. engine will be transferred to ship alarm system via Modbus
shut-down, in case the limit values are exceeded. data communication.
The safety system is integrated the Display Module.
The safety system directly actuates the emergency Self-monitoring
shut-down device and the stop facility of the speed SaCoSone carries out independent self-monitoring
governor. functions. Thus, for example the connected sensors
are checked constantly for function and wire break.
Auto shutdown In case of a fault SaCoSone reports the occurred
Auto shutdown is an engine shutdown initiated by malfunctions in single system components via sys-
any automatic supervision of engine internal para- tem alarms.
meters.
Control
Emergency stop SaCoSone controls all engine-internal functions as
Emergency stop is an engine shutdown initiated by well as external components, for example:
an operator manual action like pressing an emer-
gency stop button. An emergency stop button is  Start/stop sequences:
placed at the Control Unit on engine. For connection  Local and remote start/stop sequence for
of an external emergency stop button there is one the GenSet.
input channel at the Connection Box.  Activation of start device. Control (auto
start/stop signal) regarding prelubrication
Engine shutdown oil pump.
If an engine shutdown is triggered by the safety  Monitoring and control of the acceleration
system, the emergency stop signal has an immedi- period.
ate effect on the emergency shut-down device and
the speed control. At the same time the emergency  Jet system:
stop is triggered, SaCoSone issues a signal resulting  For air fuel ratio control purposes, com-
in the generator switch to be opened. pressed air is lead to the turbocharger at
start and at load steps.
Shutdown criteria
• Engine overspeed  Control signals for external functions:
• Failure of both engine speed sensors  HT cooling water preheating unit
• Lube oil pressure at engine inlet low  Prelubrication oil pump control
• HT cooling water temperature outlet too high
• High bearing temperature/deviation from  Redundant shutdown functions:
Crankcase Monitoring System. (optional)  Engine overspeed
• High oilmist concentration in crankcase.  Low lub. oil pressure inlet engine
(optional)  High cooling water temperature outlet
• Remote Shutdown. (optional) engine
o Differential protection (optional)
o Earth connector closed (optional)
o Gas leakage (optional)
10.12 - ES1 - Tier II

MAN Diesel & Turbo
Description
L16/24, L21/31
L27/38
Speed Control System Remote speed setting is either possible via 4-20mA
signal or by using hardwired lower/raise commands.
Governor
The engine electronic speed control is realized Speed adjustment range
by the Control Module. As standard, the engine is Between -5% and +10% of the nominal speed at
equipped with an electro-hydraulic actuator. idle running.
Engine speed indication is carried out by means of Droop

redundant pick-ups at the camshaft. Adjustable by parameterisation tool from 0-5%
droop.
Instead of electronic speed governing the system
can optionally be equipped with a mechanical Load distribution
governor. By droop setting.
Speed adjustment Engine stop

Local, manual speed setting is possible at the con- Engine stop can be initiated local at the display
trol unit with a turn switch. module and remote via a hardware channel or the
bus interface.
10.12 - ES1 - Tier II

MAN Diesel & Turbo

L16/24, L21/31
L27/38
Interfaces to External Systems
Overview
A detailed signal description is available on the GS Product page in the document “B 19 00 0, Interface
Description"
10.12 - ES1 - Tier II

MAN Diesel & Turbo
Description
L16/24, L21/31
L27/38
Data Machinery Interface Generator Control
This interface serves for data exchange to ship SaCoSone provides inputs for all temperature signals
alarm systems or integrated automation systems for the temperatures of the generator bearings and
(IAS). generator windings.
The status messages, alarms and safety actions, Power Management

which are generated in the system, can be transfer-
red. All measuring values and alarms acquired by Hardwired interface for remote start/stop, speed
SaCoSone GenSet are available for transfer. setting, alternator circuit breaker trip etc.
The following MODBUS protocols are available: Remote Control
• MODBUS RTU (Standard) For remote control several digital inputs are avail-
• MODBUS ASCII (for retrofits) able.
For a detailed description of these protocols see Ethernet Interface

the document “B 19 00 0, Communication from the
GenSet”. The Ethernet interface at the Display Module can
be used for the connection of SaCoSone EXPERT.
main emergency
switchboard switchboard Serial Interface
CoCoS-EDS can be connected to a serial RS485

AC 24VDC
AC interface.
Yard supply
DC DC Power Supply
24VDC uninterruptible
power supply
The plant has to provide electric power for the
automation and monitoring system. In general a
redundant, uninterrupted 24V DC (+20% -30%
and max ripple 10%) power supply is required for
10 A
16 A
SaCoSone.
Crankcase Monitoring Unit (optional)

MAN supply
Control Module
SaCoSone GenSet provides an interface to an opti-
onal Crankcase Monitoring Unit. This unit is not part
Display Module of SaCoSone GenSets and is not standard scope
of supply. If applied, it is delivered as stand-alone
Connection Box Control Unit
system in an extra control cabinet.
10.12 - ES1 - Tier II

MAN Diesel & turbo
Description
Communication from the GenSet 509.55
L16/24, L21/31
L27/38
Data Bus Interface (Machinery Alarm Sys- �Settings
tem)
The communication parameters are set as follows:
This interface serves for data exchange to ship alarm
systems or integrated automation systems (IAS). Modbus Slave SaCoS
Modbus Master Machinery alarm system
The status messages, alarms and safety actions, Slave ID (default) 1
which are generated in the system, can be trans-
Data rate (default) 57600 baud
ferred. All measuring values and alarms acquired by
SaCoSone GenSet are available for transfer. Data rate (optionally available) 4800 baud
9600 baud
19200 baud
The following Modbus protocols are available: 38400 baud
115200 baud
• Modbus RTU (Standard) Data bits 8
Stop bits 1
• Modbus ASCII
Parity None
Transmission mode Modbus RTU
The Modbus RTU protocol is the standard protocol
used for the communication from the GenSet. For
the integration in older automation system, Modbus
ASCII is also available. Function Codes
The following function codes are available to gather

Modbus RTU Protocol data from the SaCoSone controllers:
The Modbus RTU protocol is the standard protocol

Func- Function
used for the communication from the GenSet. tion Code (hexa- Description
Code decimal)
The bus interface provides a serial connection. The 1 0x01 read coils
protocol is implemented according to the following
3 0x03 read holding registers
definitions:
5 0x05 write coil
• Modbus application protocol specification, 6 0x06 write single register
Modbus over serial line specification and im- 15 0x0F write multiple coils
plementation guide, 16 0x10 write multiple registers
22 0x16 mask write register
There are two serial interface standards available:
23 0x17 read write multiple registers
• RS422 – Standard, 4 + 2 wire

(cable length <= 100m), cable type as speci-
fied by the circuit diagram, Message Frame Separation
line termination: 150 Ohms
Message frames shall be separated by a silent in-
• RS485 – Standard, 2 + 2 wire terval of at least 4 character times.
(cable length <= 100m), cable type as speci-
fied by the circuit diagram,
line termination: 150 Ohms Provided Data
Provided data includes measured values and alarm

or state information of the engine.
10.48 - ES1 (02.08.2010) - Tier II

MAN Diesel & Turbo
509.55 Communication from the GenSet Description

L16/24, L21/31
L27/38
Measured values are digitized analogue values of Pre-alarms, shutdowns and state information from
sensors, which are stored in a fixed register of the the SaCoSone system are available as single bits in
Control Module Small. Measured values include fixed registers. The data type used is unsigned of
media values (pressures, temperatures) where, ac- size 16 bit. The corresponding bits of alarm or state
cording to the rules of classification, monitoring has information are set to the binary value „1“, if the
to be done by the machinery alarm system. The data event is active.
type used is signed integer of size 16 bit. Measured
values are scaled by a constant factor in order to Contents of List of Signals
provide decimals of the measured.
For detailed information about the transferred data,
please refer to the ”list of signals“ of the engine’s
documentation set. This list contains the following
information:
Field Description
Address The address (e.g.: MW15488) is the software address used in the Control Module Small.
HEX The hexadecimal value (e.g.: 3C80) of the software address that has to be used by the MODBUS master
when collecting the specific data.
Bit Information of alarms, reduce load, shutdown, etc. are available as single bits. Bits in each register are counted
0 to 15.
Meas. Point The dedicated denomination of the measuring point or limit value as listed in the „list of measuring and control
devices“.
Description A short description of the measuring point or limit value.
Unit Information about how the value of the data has to be evaluated by the Modbus master (e.g. „°C/100“ means:
reading a data value of „4156“ corresponds to 41,56 °C).
Origin Name of the system where the specific sensor is connected to, or the alarm is generated.
Signal range The range of measured value.
Life Bit
In order to enable the alarm system to check whether

the communication with SaCoS is working, a life bit is
provided in the list of signals (MW15861; Bit2). This
Bit is alternated every 10 seconds by SaCoS. Thus,
if it remains unchanged for more than 10 seconds,
the communication is down.
10.48 - ES1 (02.08.2010) - Tier II

MAN Diesel & turbo
Description
Communication from the GenSet 509.55
L16/24, L21/31
L27/38
Modbus ASCII Protocol FCT = 03H: Read n words
The master transmits an inquiry to the slave (CMS)
General to read a number (n) of datawords from a given
address. The slave (CMS) replies with the required
The communication setup is: 9600 baud, 8 databits, number (n) of datawords. To read a single register
1 stopbit, no parity. (n) must be set to 1. To read block type register (n)
must be in the range 1...32.
The Modbus protocol accepts one command (Func-
tion Code 03) for reading analogue and digital input Request (master):
values one at a time, or as a block of up to 32 inputs. [DATA] = [ADR][n]
[ADR]=Word stating the address in HEX.
The following chapter describes the commands in [n]=Word stating the number of words to
the Modbus protocol, which are implemented, and be read.
how they work.
Answer (slave-CMS):
Protocol Description [DATA] = [bb][1. word][2. word]....[n. word]
[bb]=Byte, stating number of subsequent
bytes.
The ASCII and RTU version of the Modbus protocol
[1. word]=1. dataword
is used, where the CMS/DM works as Modbus slave.
[n. word]=No n. dataword
All data bytes will be converted to 2-ASCII charac-
ters (hex-values). Thus, when below is referred to
FCT = 10H: Write n words
“bytes“ or “words“, these will fill out 2 or 4 characters,
The master sends data to the slave (CMS/DM) start-
respectively in the protocol. The general “message
ing from a particular address. The slave (CMS/DM)
frame format“ has the following outlook:
returns the written number of bytes, plus echoes
the address.
[:] [SLAVE] [FCT] [DATA] [CHECKSUM] [CR] [LF]
– [:] 1 char. Begin of frame
Write data (master):
– [SLAVE] 2 char. Modbus slave ad-
[DATA] = [ADR][n] [bb][1. word][2. word]....[n word]
dress (Selected on DIP-
[ADR] = Word that gives the address in
switch at Display Module)
HEX.
– [FCT] 2 char. Function code
[n] = Word indicating number of words to
– [DATA] n X 2 chars data.
be written.
– [CHECKSUM] 2 char checksum (LRC)
[bb] = Byte that gives the number of bytes
– [CR] 1 char CR
to follow (2*n)
– [LF] 1 char LF (end of frame)
Please note that 8bb9 is byte size!
The following function codes (FCT) is accepted:
– 03H: Read n words at specific address.
– 10H: Write n words at specific address.
In response to the message frame, the slave (CMS)

Answer (slave-CMS/DM):
must answer with appropriate data. If this is not pos-
[DATA] = [ADR][bb*2]
sible, a package with the most important bit in FCT
[ADR]= Word HEX that gives the address
set to 1 will be returned, followed by an exception
in HEX
code, where the following is supported:
[bb*2]=Number of words written.
– 01: Illegal function
– 02: Illegal data address
– 03: Illegal data value
– 06: BUSY. Message rejected
10.48 - ES1 (02.08.2010) - Tier II

MAN Diesel & Turbo
509.55 Communication from the GenSet Description

L16/24, L21/31
L27/38
Data Format MODBUS block addresses
The following types of data format have been cho- In order to be able to read from the different I/O
sen: and data areas, they have to be supplied with an
„address“. In the MODBUS protocol each address
Digital: Consists of 1 word (register): refers to a word or „register“. For the GenSet there
1 word: [0000H]=OFF are following I/O registers:
[FFFFH]=ON
• Block (multiple) I/O registers occupying up to
Integer: Consists of 1 word (register): 32 word of registers
1 word: 12 bit signed data
(second complement): This list specifies the addresses assigned for MOD-
[0000H]=0 BUS Block data, which enables the user to read up
[0FFFH]=100% of range to 32 signals/alarms/inputs in a single MODBUS
[F000H]=-100% of range request.
Notice: 12 bit data format must be used no matter General) All alarm signals are already performed
what dissolution a signal is sampled with. All meas- with necessary time delay. F.ex. lub. oil level
uring values will be scaled to 12 bit signed. alarms (LAL/LAH28) includes 30 sec. alarm
delay. Start air alarm (PAL70) includes 15 sec.
alarm delay. No further delay are needed.
10.48 - ES1 (02.08.2010) - Tier II

MAN Diesel & Turbo

Page 1 (3) Function Test of Shutdown Edition 11
General

Shut-off fuel oil
Press button (Blocking - Reset)
Functional test of overspeed trip. Allen key, 4 mm

Functional test of low lubricating oil pressostate Allen key, 2 mm
trip. Manometer or test pump
Functional test of high fresh water thermostat. Large spanner
Small screwdriver
Starting position
Functional test and adjustment of safety

alarm and monitoring equipment 509-01.00
Related procedure

08028-0D/H5250/94.08.12
Capacity : 1 man

Data

11.32 - ES0
MAN Diesel & Turbo

Edition 11 Function Test of Shutdown Page 2 (3)
L16/24, L21/31, L27/38
It is of the utmost importance that the shutdown The gap is expected to be 2.0 mm ± 0.3 mm (the
function is working properly.Therefore, the shutdown pitch of the thread on the pick-up is 1.0 mm). The
function must be tested at regular intervals according number of teeth relative speed values/limits can be
to the planned maintenance programme 500.25. found in the Engine Automatic diagram, section 509
and description 500.30 in section 500.
Function Test of Overspeed Shutdown
The overspeed shutdown limits can not be adjusted
1) Start the engine locally and keep it at no load, by the user.
at nominal rpm:
Engine Type rpm
L16/24 1000 or 1200

L27/38 720 or 750
L21/31 900 or 1000
2.1) Take a large spanner and put it on the link bet-

ween fuel-rack and actuator. Slowly force the
engine rpm over the setpoint, see Description
500.30 and the overspeed will release.
2.2) Overspeed can also be simulated by activting

test bed operation and overspeed test. Then
overspeed setpoint is changed to 85% of no-
minell speed.
Warning: Do not raise the speed over 120% of no-

minal speed because this could damage the valves
and pistons.
The engine must stop.

Fig 1 Pressure controller
3) Reset the overspeed shutdown on the display
module.
Function Test of Low Lubricating Oil Pres-
Adjustment sure Shutdown
08028-0D/H5250/94.08.12
Correct detection of RPM (counting of teeths) de- 4) Start the engine and keep it at no load.
pends on the size of the gap between the movable
flywheel and the front of the pick-up sensor. If no or 5) Mount the manometer/test pump on the test
wrong signal is detected by the sensor, the measuring valve outlet, situated right under the pressostate
gap must be adjusted or cleaned. PSL 22, fig 1.
6) Close oil pressure valve, fig 1.
11.32 - ES0
MAN Diesel & Turbo

Page 3 (3) Function Test of Shutdown Edition 11
L16/24, L21/31, L27/38
7) Relieve the pressure slowly and check that the 14) Raise the temperature until the switch chan-
switch changes back to the pressure stated as ges and check that it happens at the stated
the shutdown point, see 500.30. shutdown point, see 500.30.
The engine must stop. The engine must stop.
ote: If adjustment is needed, turn the screw clock-

N Note: If adjustment is needed, remove the thermostat
wise or anticlockwise, see fig 2. cover. Locking screw pos. 5, fig 3, is loosened, and
the range can be set with the spindle, pos. 1, while
8) Disconnect the manometer/test pump. the scale, pos. 2, is read at the same time.
9) Open the oil pressure valve on the pressure 15) The sensor is mounted again.
block.
16) Reset the high H.T. water temperature shut-
10) Reset the low lubricating oil pressure shutdown down on the display module.
on the operation box.
Function Test of High Fresh Water

Temperature Shutdown
Protection
cap
The functional test of the thermostat, is to be carried
out according to the following procedure.
11) Take the sensor out of the pocket.
Temp.
sensor
Fig 3 Thermostate
Alarm System
Fig 2 Adjustment of pressostate and thermostate
It is important that all alarms lead to prompt investi-
08028-0D/H5250/94.08.12
gation and remedy of the error.
12) Test the sensor in a water bath, which is con- No alarm is insignificant. It is therefore important that
trolled by the temperature or a special testing all engine crew members are familiar with and well
device. trained in the use and importance of the alarm system.
13) Start the engine and keep it at no load. The most serious alarms are equipped with slowdown
and/or shutdown functions.
11.32 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Actuator and Actuator Drive 50901-28
L27/38
For actuator, 476

see special
instruction book 464
511
403 488
415
141
153
165
190
177
200
356
069 094
082
070
427
045 212
08028-0D/H5250/94.08.12
033
236
319
332 320
297
273 307
261 285
10.29 - ES0 - Tier II - RE2800

MAN Diesel & Turbo
Plate
50901-28 Actuator and Actuator Drive Page 2 (2)
L27/38
Item Item
033 1/E Plug screw Propskrue 452 2/E Screw Skrue
045 1/E Gasket Pakning 464 1/E Governor arm Regulatorarm
069 4/E Screw Skrue 476 1/E Screw Skrue
070 1/E O-ring O-ring 488 1/E Spring loaded pull rod Trækstang
082 1/E Castle nut Kronemøtrik 511 1/E Nut Møtrik
094 1/E Split pin Split
141 1/E Shim (set 0.1 - Mellemlæg (sæt 0,1 -

0.3 - 0.5 - 1.0 mm) 0,3 - 0,5 - 1,0 mm)
153 1/E Disc Skive
165 1/E Ball bearing Kugleleje
177 1/E Bevel gear wheel Konisk tandhjul
190 1/E Castle nut Kronemøtrik
212 1/E Housing Hus
236 2/E Pin Stift
261 1/E Screw Skrue
273 1/E Axle journal Akseltap
285 1/E Bush Bøsning
307 1/E Gear wheel Tandhjul
319 1/E Screw Skrue
320 1/E Wear disc Slidskive
332 1/E Key Feder
356 /I Silastene Silastene
403 1/E Actuator, electronic Elektronisk aktuator
415 4/E Screw Skrue

08028-0D/H5250/94.08.12
427 1/E O-ring O-ring
439 3/E Disc spring Fjederskive
440 2/E Nut Møtrik
Qty/I = Qty/Individual Qty/I = Qty/Individuelt
10.29 - ES0 - Tier II - RE2800

MAN Diesel & Turbo
Plate
Page 1 (2) Actuator and Actuator Drive 50901-29
L27/38
For actuator,
see special
instruction book
476
464
511
403 488
415
141
153
165
190
177
200
356
069 094
082
070
427
045 212
08028-0D/H5250/94.08.12
033
236
319
332 320
297
273 307
261 285
10.29 - ES0 - Tier II - UG25+

MAN Diesel & Turbo
Plate
50901-29 Actuator and Actuator Drive Page 2 (2)
L27/38
Item Item
033 1/E Plug screw Propskrue 452 2/E Screw Skrue
045 1/E Gasket Pakning 464 1/E Governor arm Regulatorarm
069 4/E Screw Skrue 476 1/E Screw Skrue
070 1/E O-ring O-ring 488 1/E Spring loaded pull rod trækstang
082 1/E Castle nut Kronemøtrik 511 1/E Nut Møtrik
141 1/E Shim (set 0.1 - Mellemlæg (sæt 0,1 -

0.3 - 0.5 - 1.0 mm) 0,3 - 0,5 - 1,0 mm)
153 1/E Disc Skive
190 1/E Castle nut Kronemøtrik
212 1/E Housing Hus
236 2/E Pin Stift
261 1/E Screw Skrue
273 1/E Axle journal Akseltap
285 1/E Bush Bøsning
319 1/E Screw Skrue
320 1/E Wear disc Slidskive
332 1/E Key Feder
356 /I Silastene Silastene
403 1/E Actuator, electronic Elektronisk aktuator
415 4/E Screw Skrue

08028-0D/H5250/94.08.12
439 3/E Disc spring Fjederskive
440 2/E Nut Møtrik
10.29 - ES0 - Tier II - UG25+

MAN Diesel
Plate
Page 1 (2) Regulating Device 50902-05H
L27/38
399 280
387 409
434* Pick-up, see plate 50907/276
410
375 292
302
255 243 279

135 674
172 159
160 231 686
147 674 267
088 184 206

196 218
08028-0D/H5250/94.08.12
111
123
064
314 338 363 027 040 076 088
326 351 015 039 052
06.05 - ES0
MAN Diesel
Plate
50902-05H Regulating Device Page 2 (2)
L27/38
Item Item
015 Bearing bracket, com- Konsol, komplet inkl. 279 1/C Ball joint Kugleled
plete incl. bush bøsning
6/E 5 cyl. engine 5 cyl. motor 280 5/E Nut Møtrik
8/E 7 cyl. engine 7 cyl. motor 292 1/E Bracket Konsol
10/E 9 cyl. engine 9 cyl. motor 302 4/E Screw Skrue
027 Screw Skrue 314 1/E Shaft, 5 cyl. engine Aksel, 5 cyl. motor
14/E 6 cyl. engine 6 cyl. motor 326 1/E Shaft, 6 cyl. engine Aksel, 6 cyl. motor
18/E 8 cyl. engine 8 cyl. motor 338 1/E Shaft, 7 cyl. engine Aksel, 7 cyl. motor
351 1/E Shaft, 8 cyl. engine Aksel, 8 cyl. motor
039 1/E Setting ring Justerring
363 1/E Shaft, 9 cyl. engine Aksel, 9 cyl. motor
040 1/E Spring pin Fjederstift
375 4/E Lock washer Låseskive
052 1/E Sleeve Bøsning
387 1/E Cylinder, complete Cylinder, komplet
064 1/E Lever Arm
399 4/E Screw Skrue
076 1/E Screw Skrue
409 1/E Stop screw Stopskrue
088 2/E Spring pin Fjederstift
410 1/E Lever, complete Arm, komplet
111 1/E Screw Skrue
434* 1/E Repair kit for item Reservedelssæt til item
123 1/E Nut Møtrik 387, 387, bestående af:
consisting of: 1 stk. fjeder
135 2/C Bult strap Bøjle 1 pc spring 2 stk. pakning til stempel
2 pcs gasket f/piston 2 stk. pakning til ende-
147 1/C Clamping piece Spændestykke 2 pcs end cover dæksel
gasket 1 stk. kombineret
159 1/C Screw Skrue 1 pc combined scraper skrabe- og tætningsring
and sealing ring 1 stk pakning uden krave
160 2/C Spring pin Fjederstift 1 pc gasket without col-
lar
172 1/C Spring pin Fjederstift
674 2/C Nut Møtrik
184 1/C Sleeve Bøsning
686 1/C Nut Møtrik
206 1/C Screw Skrue
218 2/C Screw Skrue
231 2/C Self locking nut Selvlåsende møtrik

08028-0D/H5250/94.08.12
243 1/C Screw Skrue
255 1/C Tension spring Trækfjeder
267 1/C Articulated head Svinghoved
06.05 - ES0
MAN Diesel & Turbo
Plate
Page 1 (9) Instruments 50907-21
L16/24
L21/31, L27/38
Length Item
Figure Range Code
L mm L1 mm no
0.1 - 35 kHz SE89 012
Speed pick-up, TC speed, TCR12
0.1 - 35 kHz SE89 048
Speed pick-up, TC speed, TCR14
0.1 - 35 kHz SE89 061
Speed pick-up, TC speed, TCR16/18
0.1 - 35 kHz SE89 073
Speed pick-up, TC speed, TCR20/22
0 - 1 kHz SE89 085
Speed pick-up, TC speed, NR29/S
11.06 - ES0 - Tier II - SaCoS

MAN Diesel & Turbo
Plate
50907-21 Instruments Page 2 (9)
L16/24
L21/31, L27/38
Length Item
Figure Range Code
L mm L1 mm no
0.1 - 35 kHz SE89 097
Speed pick-up, TC speed, NR34/S
SE90-1
0 - 20 kHz 107
SE90-2
Speed pick-up, engine speed

TE29-1
TE29-2
TE29-3
TE29-4
TE29-5
0 - 120° C TE29-6 119
TE29-7
TE29-8
TE29-9
Temp. sensor, eng. main bearing TE29-10
L16/24, L21/31, L27/38 TE29-11
TE29-1
TE29-2
TE29-3
TE29-4
TE29-5
0 - 120° C TE29-6 120
TE29-7
TE29-8
TE29-9
L32/40 (1 pc) TE29-11
TE29-1
TE29-2
TE29-3
TE29-4
TE29-5
0 - 120° C TE29-6 132
TE29-7
TE29-8
TE29-9
L32/40 TE29-11

MAN Diesel & Turbo
Plate
L16/24
L21/31, L27/38
Length Item
Figure Range Code
L mm L1 mm no
On/Off ZS75 144
Limit switch, turning gear disengaged
PT21
0 - 10 bar 156
PT22
Pressure transmitter
TE21
-20 - 200° C 168
TE31
Temperature sensor
1 - 10 bar PSL22 181
Pressure switch

MAN Diesel & Turbo
Plate
L16/24
L21/31, L27/38
Length Item
Figure Range Code
L mm L1 mm no
On/Off FE94 193
Limit switch
PT23
0-4 bar 203
PT31
LAH28
On/Off LAL28 215
LAH42
Level switch
PT10
0 - 6 bar 227
PT01

MAN Diesel & Turbo
Plate
L16/24
L21/31, L27/38
Length Item
Figure Range Code
L mm L1 mm no
TE28-1
TE28-2
TE28-3
TE28-4
0 - 120° C TE28-5 252
TE28-6
TE28-7
TE28-8
TE28-9
Temperature sensor
L16/24, L27/38, L32/40
TE28-1
TE28-2
TE28-3
TE28-4
0 - 120° C TE28-5 264
TE28-6
TE28-7
TE28-8
TE28-9
Temperature sensor
L21/31
-20 - 200° C TE10 276
Temperature sensor
-20 - 200° C TE12 288
Temperature sensor

MAN Diesel & Turbo
Plate
L16/24
L21/31, L27/38
Length Item
Figure Range Code
L mm L1 mm no
70 - 120° C 311
Temperature switch
-20 - 200° C TE01 323
Temperature sensor
L16/24, L21/31
-20 - 200° C TE01 335
Temperature sensor
L27/38
-20 - 200° C TE01 347
Temperature sensor
L32/40

MAN Diesel & Turbo
Plate
L16/24
L21/31, L27/38
Length Item
Figure Range Code
L mm L1 mm no
0 - 16 bar PT40 360
TE60-1
TE60-2
TE60-3
TE60-4
0 - 700° C TE60-5 396
TE60-6
TE60-7
TE60-8
TE60-9
Temperature sensor
L16/24
TE60-1
TE60-2
TE60-3
TE60-4
0 - 700° C TE60-5 406
TE60-6
TE60-7
TE60-8
TE60-9
Temperature sensor
L21/31, L27/38
TE60-1
TE60-2
TE60-3
TE60-4
0 - 700° C TE60-5 418
TE60-6
TE60-7
TE60-8
TE60-9
Temperature sensor
L32/40

MAN Diesel & Turbo
Plate
L16/24
L21/31, L27/38
Length Item
Figure Range Code
L mm L1 mm no
0 - 700° C TE62 443
Temperature sensor, TC in
L16/24
0 - 700° C TE62 455
L21/31, L27/38
0 - 700° C TE62 467
L32/40
0 - 700° C TE61 480
Temperature sensor, TC out

L16/24

MAN Diesel & Turbo
Plate
L16/24
L21/31, L27/38
Length Item
Figure Range Code
L mm L1 mm no
0 - 700° C TE61 492

L21/31, L27/38
0 - 700° C TE61 502

L32/40
0 - 40 bar PT70 526

MAN Diesel
Plate
Page 1 (2) Level Switch in Oil Sump (LAL/LAH 28) 50920-03H
L27/38
08028-0D/H5250/94.08.12
02.11 - ES0
MAN Diesel
Plate
50920-03H Level Switch in Oil Sump (LAL/LAH 28) Page 2 (2)
L27/38
Item Item
049 4/E Screw Skrue
050 2/E Nut Møtrik
062 1/E Plate Plade
098 1/E Pipe for level switch Rør for nivaeukontakt
108 1/E Level switch Niveaukontakt
121 1/E Pipe for level switch Rør for nivaeukontakt
169 1/E Dipstick, complete Pejlestok, komplet

170 1/E Gasket Pakning
182 2/E Red. adaptor Red. adapter
194 /I Glue Lim
204 1/E Cable union Kabelforskruning
216 1/E Terminal box Klemkasse
228 2/E Screw Skrue
241 1/E Parts for terminal Dele for klemrække

strip
253 2/E Screw Skrue
265 1/E Pipe Rør
277 2/E Angle union Vinkelforskruning
289 1/E Pipe Rør
290 1/E Pipe Rør
300 1/E Pipe Rør

08028-0D/H5250/94.08.12
02.11 - ES0
MAN Diesel
Plate
Page 1 (2) Fuel Oil Leakage Alarm (LAH 42) 50925-07
L21/31, L27/38
V28/32S
A-A 058
022 010
034
416
046
404
C C
333 178
345 333
286 357
C-C
382 369
08028-0D/H5250/94.08.12
394 370
06.47 - ES0
MAN Diesel
Plate
50925-07 Fuel Oil Leakage Alarm (LAH 42) Page 2 (2)
L21/31, L27/38
V28/32S
Item Item
010 1/E Fuel oil leakage Br.olielækagealarm

alarm
058 1/E Hose connection Slangeforbindelse
178 1/E Repair kit for Reparationssæt for

running in filter indkørselsfilter
286 4/E Screw Skrue
345 1/E Packing ring Pakningsring
357 1/E Plug screw Propskrue
416 /I Glue Lim
08028-0D/H5250/94.08.12
06.47 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Main Bearing Monitoring 50961-06
L27/38
Coupling side
Free end
CL crankshaft
Locating
Outside
bearing
bearing
bearing
Main
091
078 101
042 054
066
Item 066 glued in

030 item 054 with Loctite
item 101
017 042 029 005
11.39 - ES0 - Tier II

MAN Diesel & Turbo
Plate
50961-06 Main Bearing Monitoring Page 2 (2)
L27/38
Item Item
005 Temperature sensor Temperaturføler 091 Seal ring Tætningsring

017 Screw Skrue 101 /I Loctite 243 Loctite 243

029 Nut Møtrik

030 Screw Skrue

042 Circlip Sikringsring

054 Plug screw Propskrue

066 Threaded piece Rørforskruning

078 Clamping ring Sikringsring

11.39 - ES0 - Tier II

MAN Diesel & Turbo
Plate
Page 1 (2) Crankcase Oil Temperature Monitoring / Oil Splash 50962-03
L27/38
012
024
036
048
107
119
061
120
132
073 085 097
11.41 - ES0
MAN Diesel & Turbo
Plate
50962-03 Crankcase Oil Temperature Monitoring / Oil Splash Page 2 (2)
L27/38
Item Item
012 1/C Resistance thermo- Modstandstermo-

meter, PT1000 meter, PT1000
024 1/C Seal ring Tætningsring
036 1/C Cable, Kabel,

teflon armoured teflonbelagt
048 1/E Cable tray, Kabelbakke,


073 Clamping plate Beslag

085 Lock washer Låseskive

097 Cylindrical screw Cylindrisk skrue



7-8-9 cyl. engines 7-8-9 cyl. motor


11.41 - ES0
MAN Diesel & Turbo
SaCoS_one GENSET
Operating Instructions
Revision ............................................. 1.6

Date ................................................... 2012-01-30
2012-01-30 - 1.6
Translation of the original instructions
EN
MAN Die
MAN Diesel & Turbo SE

2012-01-30 - 1.6
86224 Augsburg
Phone +49 (0) 821 322-0
Fax +49 (0) 821 322-49 4180
Copyright © 2012 MAN Diesel & Turbo

All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.
EN
MAN Diesel & Turbo
Table of contents
Table of contents
1 Introduction .........................................................................................................................................9
1.1 General information .................................................................................................................9

1.1.1 Validity .................................................................................................................. 9
1.1.2 System identification ............................................................................................. 9
1.2 Comments on the manual ........................................................................................................9

1.2.1 Contents ............................................................................................................... 9
1.2.2 Structure of this manual ......................................................................................10
1.2.3 Revision historiy ..................................................................................................11
1.3 Structure and use of operating manual ................................................................................13
1.4 Contact ...................................................................................................................................14
2 Safety regulations .............................................................................................................................16
2.1 Intended Use ..........................................................................................................................16
2.2 Requirements to be met by operating personnel .................................................................16
2.3 Structure of warning messages ............................................................................................16
2.4 Symbols and warning information ........................................................................................17
2.5 General safety information ....................................................................................................18
3 Description of the system .................................................................................................................20
3.1 General information ...............................................................................................................20

3.1.1 Area of application ..............................................................................................20
3.1.2 System architecture ............................................................................................20
3.1.3 System components ...........................................................................................21
3.2 Control functions ....................................................................................................................23

3.2.1 Engine control .....................................................................................................23
3.2.2 Speed control .....................................................................................................24
Alarm system ......................................................................................................25
2012-01-30 - 1.6
3.2.3
3.2.4 Safety system .....................................................................................................26
3.2.5 HMI - Local Operating Panel ...............................................................................27
3.3 Options ...................................................................................................................................27
3 (158)
MAN Diesel & Turbo
3.4 System design for L16/24, L21/31 and L27/38 .....................................................................27

Table of contents
3.4.1 Control Unit .........................................................................................................28

3.4.2 Connection Box ..................................................................................................28
3.4.3 Versions ..............................................................................................................29
3.4.4 Block diagrams ...................................................................................................30
3.5 System design for L32/40 ......................................................................................................34

3.5.1 Control Unit .........................................................................................................34
3.5.2 VIT Cabinet .........................................................................................................35
3.5.3 Versions ..............................................................................................................36
3.5.4 Block diagrams ...................................................................................................36
4 Installation ........................................................................................................................................38
4.1 Installation requirements ......................................................................................................38

4.1.1 Storage and transport conditions ........................................................................38
4.1.2 Cable installation .................................................................................................38
4.1.3 Installation ...........................................................................................................38
4.2 Technical data ........................................................................................................................39

4.2.1 Operating prerequisites .......................................................................................39
4.2.2 SaCoSone GENSET for L16/24 ............................................................................39
4.3 Connecting the SaCoSone GENSET ..........................................................................................43

4.3.1 Modbus connection to ship's alarm system ........................................................43
4.3.2 Connection with other external systems ..............................................................43
4.3.3 Connecting the power supply .............................................................................44
4.4 Adjusting the speed governor servo-drive ............................................................................44

4.4.1 Mechanical settings ............................................................................................44
2012-01-30 - 1.6
4.4.2 Electronic settings ...............................................................................................45
5 Software & parameters .....................................................................................................................47
5.1 Loading software on modules ...............................................................................................47

5.1.1 Preparation phase ...............................................................................................47
4 (158)
MAN Diesel & Turbo
5.1.2 Load software on the module ..............................................................................47
Table of contents
5.1.3 Troubleshooting ..................................................................................................49
5.2 Adjusting the speed governor parameters ...........................................................................50
5.3 Configuring the Gateway Module ..........................................................................................53

5.3.1 Configuration of the Ethernet interface ................................................................53
5.3.2 Configuration of the serial interface .....................................................................54
5.4 Software and parameter backup ...........................................................................................54
6 Configuration and tests ....................................................................................................................56
6.1 Configuration of the modbus interface .................................................................................56
6.2 Documentation of engine configuration ...............................................................................59

6.2.1 Parameters on page 1 of 4 ..................................................................................59
6.2.2 Parameters on page 2 of 4 ..................................................................................60
6.2.3 Parameters on page 3 of 4 (governor parameters) ..............................................61
6.2.4 Parameters on page 4 of 4 (PLC parameters) .....................................................62
6.2.5 Parameters for CoCoS-EDS via Gateway ............................................................63
6.3 Project-specific documents ..................................................................................................63

6.3.1 General ...............................................................................................................63
6.3.2 Checking the documents ....................................................................................64
6.3.3 Tests ...................................................................................................................64
6.3.4 List of documents to be tested ............................................................................65
7 Operation of the engine ....................................................................................................................67
7.1 Operating stations ..................................................................................................................67

7.1.1 Local operation ...................................................................................................67
7.1.2 Operation at the VIT cabinet ................................................................................68
7.1.3 External control (remote-controlled) .....................................................................69
7.2 Transfer of operating rights ..................................................................................................69
7.3 Engine start ............................................................................................................................70

2012-01-30 - 1.6
7.3.1 Before starting the engine ...................................................................................70

7.3.2 Starting block ......................................................................................................70
7.3.3 Start menu ..........................................................................................................71
7.4 Engine stop .............................................................................................................................72
5 (158)
MAN Diesel & Turbo
7.5 Safety functions .....................................................................................................................73

Table of contents
7.5.1 Alarms ................................................................................................................74

7.5.2 Automatic shutdown ...........................................................................................74
7.5.3 Emergency stop ..................................................................................................75
7.5.4 Request for a load reduction ...............................................................................75
7.5.5 Emergency Generator Mode ...............................................................................76
7.6 Speed control .........................................................................................................................78

7.6.1 At the Control Unit ..............................................................................................78
7.6.2 At an external control ..........................................................................................79
8 Functions of the touchscreen ...........................................................................................................80
8.1 Layout of the display ..............................................................................................................80

8.1.1 Header ................................................................................................................80
8.1.2 Status line ...........................................................................................................81
8.1.3 Info panel ............................................................................................................82
8.1.4 Alarm line ............................................................................................................82
8.1.5 Horizontal navigation bar .....................................................................................82
8.2 Buttons and display elements ...............................................................................................82

8.2.1 General information .............................................................................................82
8.2.2 Buttons in the navigation bar ...............................................................................82
8.2.3 Displaying measured values ................................................................................83
8.2.4 Status display .....................................................................................................84
8.2.5 Input fields and on-screen keypad ......................................................................84
8.3 Main Overview ........................................................................................................................84

8.3.1 Info panel ............................................................................................................85
8.3.2 Start status .........................................................................................................86
8.3.3 Status line ...........................................................................................................86
8.4 Main Menu ..............................................................................................................................86
8.5 Main functions .......................................................................................................................87

2012-01-30 - 1.6
8.5.1 Exhaust gas ........................................................................................................88

8.5.2 VIT ......................................................................................................................91
8.5.3 Fuel .....................................................................................................................92
8.5.4 Cooling water ......................................................................................................93
6 (158)
MAN Diesel & Turbo
8.5.5 Air .......................................................................................................................94
Table of contents
8.5.6 Lube Oil ..............................................................................................................95
8.5.7 Media overview ...................................................................................................96
8.5.8 Engine status ......................................................................................................98
8.5.9 Equipment attached to the engine ......................................................................99
8.5.10 Cylinder lubrication (L32/40) ............................................................................. 100
8.5.11 Generator ........................................................................................................ 102
8.6 MISC .....................................................................................................................................103

8.6.1 Overview .......................................................................................................... 104
8.6.2 Date / Time ...................................................................................................... 105
8.6.3 Diagnosis display ............................................................................................. 106
8.6.4 Screen brightness adjustment .......................................................................... 107
8.6.5 Project Info ...................................................................................................... 108
8.6.6 Parameters / Emission Identifier ....................................................................... 109
8.6.7 Simulation ........................................................................................................ 110
8.6.8 Parametrisation ................................................................................................ 112
8.6.9 Starting blocks and errors (optional) ................................................................. 115
8.6.10 PLC diagnosis .................................................................................................. 116
8.6.11 Service screens ................................................................................................ 119
8.6.12 Language selection .......................................................................................... 122
9 Alarm handling ................................................................................................................................124
9.1 Alarm line .............................................................................................................................124

9.1.1 Display of alarms .............................................................................................. 124
9.1.2 Acknowledgement of alarms in the alarm line ................................................... 124
9.2 List of all alarms ..................................................................................................................124

9.2.1 Accessing the list ............................................................................................. 124
9.2.2 Resetting alarm messages ............................................................................... 127
9.2.3 History ............................................................................................................. 127
2012-01-30 - 1.6
9.2.4 Troubleshooting ............................................................................................... 128
9.3 Common Alarm ....................................................................................................................130
9.4 Alarm messages ..................................................................................................................130
9.5 Abbreviations in the alarm messages .................................................................................137
7 (158)
MAN Diesel & Turbo
Table of contents
10 Repairs and cleaning ......................................................................................................................140
10.1 Repairs .................................................................................................................................140

10.1.1 Replacing Control Module S ............................................................................. 140
10.1.2 Replacing the Display Module .......................................................................... 144
10.1.3 Replacing the Gateway Module ........................................................................ 147
10.1.4 Replacing the External Operating Panel ............................................................ 150
10.2 Cleaning ................................................................................................................................153

10.2.1 Cleaning the switch cabinets and units ............................................................ 153
10.2.2 Screen clean .................................................................................................... 154
11 Spare parts ......................................................................................................................................155
11.1 Ordering spare parts ............................................................................................................155

11.1.1 Identification of spare parts .............................................................................. 155
11.1.2 Contact ............................................................................................................ 156
11.2 Spare parts list for SaCoSone GENSET V1.1.X ......................................................................156
2012-01-30 - 1.6
8 (158)
MAN Diesel & Turbo 1
1 Introduction
1.2 Comments on the manual

1.1 General information
This manual describes operation of MAN Diesel & Turbo GenSets with the
SaCoSone GENSET monitoring and control system. The manual is valid for
the following GenSet types:
▪ L16/24
▪ L21/31
▪ L27/38
▪ L32/40
1.1.1 Validity
This manual is valid for the following SaCoSone GENSET version(s):
▪ SaCoSone GENSET V1.1.x
In addition to this description, please also observe the relevant chapter in the
operating instructions for the engine.
1.1.2 System identification

The SaCoSone GENSET type plate is on the right-hand panel of the Control
Unit.
1 Introduction

2012-01-30 - 1.6
1.2.1 Contents
Chapter 1 Preface: Description of how the manual is structured and how to use it and
also Service contacts.
SaCoS_one GENSET, Operating Instructions, EN 9 (158)

1 MAN Diesel & Turbo
Chapter 2 Safety regulations: This chapter explains the purposes of the control system,
requirements to be met by the operator, presentation and meaning of warn-
ings and general safety information.
Chapter 3 Description of the system: Overview of the system and its

components.
Chapter 4 Installation: In addition to the installation prerequisites, technical data and

assembly instructions, this chapter describes connections to external sys-
tems and the power supply.
Chapter 5 Software handling: All procedures in relation to the installation of software,

programming, data backup and configuration documentation are described
here.
Chapter 6 Commissioning: This chapter explains the GenSet configuration and corre-
sponding documentation.
Chapter 7 Engine operation: This chapter contains descriptions of the operating sta-
tions, transfer of operating rights, starting and stopping a GenSet and emer-
gency measures and alarms.
Chapter 8 Touchscreen functions: Description of menu structure and functions.
Chapter 9 Alarm handling: This chapter describes alarm displays and resetting of
alarms and shutdowns.
Chapter 10 Repairs and cleaning: Description of changing the module and notes on
cleaning.
Chapter 11 Spare parts: Information on the spare parts catalogues for different engine
types
1.2.2 Structure of this manual

Handling instructions The handling instructions in this description are numbered. The handling
instruction is always followed by the result of the work step.
Example:
1 Introduction
1. Step 1.
2012-01-30 - 1.6
Result of step 1 or other operator controls.

2. Step 2.
…
Button designations, menu Texts from the display and other texts that have been adopted from the dis-
titles and text play (e.g. button designations or menu titles) are displayed in capital letters.
Example:
10 (158) SaCoS_one GENSET, Operating Instructions, EN

1. Press DIVERSE button in MAIN MENU.

The DIVERSE menu appears.
2. …
Limit values Limit values (times, pressure, temperature, rotary speeds) are not included in
this description. These parameters can be obtained from the list of measur-
ing points.
1.2.3 Revision historiy
Revision Changes Date

1.0 First edition. 27.08.2010
1.1 ▪ Ch. 3.2.1: New inside view of the Control Unit. 16.11.2010
▪ CH. 3.2.2: New inside view of the Connection
Box.
▪ Ch. 5.1.2:Title changed.
▪ Ch. 5.2: Information inserted.
▪ Ch. 7.3: Chapter revised.
▪ Ch. 7.4: Information added to the engine stop
operation.
▪ Ch. 7.5.4: Information about the load reduction.
▪ Ch. 8.1.1: New screenshots for service loca-
tions.
▪ Ch. 8.3.2: Startstatus corrected.
▪ Ch. 8.5: Several corrections and new Screen-
shots.
▪ Ch. 8.6: Several corrections and new Screen-
shots.
▪ Ch. 9.3: Alarm list updated.
▪ Ch. 11: Chapter revised.
1.2 ▪ Ch. 3.3.2: EZV-image corrected. 23.12.2010
▪ Ch. 5.3.2: Values to the new parameters added
to the table.
▪ Ch. 6.2: List adapted to new parameters.
▪ Ch. 7.2.2: EZV-image and -description
1 Introduction
changed.
2012-01-30 - 1.6
▪ Ch. 7.6.4: Description of the EZV requirement

corrected for load reduction.
▪ Ch. 8.6.8: Screenshots including of the new
parameters.

Revision Changes Date

1.3 ▪ Ch. 4.8.1: Value for backlash in millimeters and 27.01.2011

inches added.
▪ Ch. 6.1: Setting the node ID corrected.
▪ Ch. 9.2.1: Description of colors added to the
alarm line.
1.4 ▪ Kap. 8.6.10: Changed menu PLC Diagnose 07.03.2011
because the gateway module is now available
for connection.
▪ Kap. 9.3: Updated alarm list.
1.5 ▪ All Chapter: Menu Titel DIVERSE changed to 06.05.2011
MISC. All the relevant chapter and screenshots
corrected.
▪ Ch. 5.3.3: New parameters for the use of
CoCoS-EDS with the Gateway module.
▪ Ch. 5.5: New chapter describes the configura-
tion of the gateway module.
▪ Ch. 6.6.2: Neuer Hinweis über die Verantwor-
tlichkeiten in Bezug auf die Einreichung von
Genehmigungsunterlagen.
▪ Ch. 7.6.4: Modified description of the load
reduction requirement.
▪ Ch. 9.1: Modified description of displayed alarm
lines.
▪ Ch. 9.2: Menu HISTOGRAM changed to HIS-
TORY.
▪ Ch. 9.3: Alarm list updated.
▪ Ch. 9.4: Korrigierte Bedeutung von RED und
OVRD RED.
1.6 Total operating instructions revised. Main changes: 26.01.2012
▪ All Chapter: Pictures and drawings updated.
▪ All Chapter: Pictures and drawings updated.
▪ Ch. 3: Completely revised.
▪ Ch. 4.2.5: Drawing of the VIT Cabinet updated.
▪ Ch. 6.3: No document available to the system.
▪ Ch. 7.5.2: Note on the turbocharger lube oil
pressure added.
▪ Ch. 7.6.4: Load reduction added.
▪ Ch. 8.6.7: Description of Simulation menu
changed. Simulation of engine load is no longer
available. Description TESTBED OPERATION
corrected.
1 Introduction
▪ Ch. 9.3: Dual alarms deleted. list updated.

2012-01-30 - 1.6
▪ Ch. 10.2: New chapter for cleaning.

1.3 Structure and use of operating manual

1.3 Structure and use of operating manual
The manual contains information which is intended to assist the operator and
guarantee safe operation. This information is intended as support for experi-
enced and qualified employees who are responsible for operating and moni-
toring the engine.
This is why the operating manual must be available to employees at all times
and these persons must familiarise themselves with the structure of the man-
ual in order to be able to find the necessary information quickly.
Liability / Warranty MAN Diesel & Turbo Augsburg will not be held liable for damage to materials,
the environment or physical injury occurring as a result of partial or complete
disregard of the operating manual.
Interventions made by unauthorized persons will render the warranty null and
void.
Liability and warranty claims will not be recognised in the event of physical
injury or material damage if this is attributable to one of the following factors:
▪ if the damage is caused by the use of non-genuine spare parts.

▪ if the system is incorrectly operated or is not properly maintained or
repaired
▪ if the system is operated with poorly fitting, faulty or defective safety and
protective equipment.
▪ if operation, maintenance and repairs are not carried out as specified in
this manual.
▪ if the system is modified without the express permission of MAN Diesel &
Turbo Augsburg. The installation and removal of parts is expressly pro-
hibited.
▪ if plant components are not adequately monitored.
▪ if damage is caused by foreign bodies or force majeure.
Copyright MAN Diesel & Turbo Augsburg retains the data protection rights for these
operating instructions. These operating instructions are confidential and must
not be disclosed either in whole or in part to third parties.
Reproduction, disclosure, amendment, transfer or translation into other lan-
guages of the entire document or parts thereof using electronic, mechanical
or other means is only permitted with the express permission of MAN Diesel
& Turbo Augsburg.
Observe operating Thorough knowledge of the technical system documentation is essential for
instructions! ensuring the physical safety of employees, preventing faults and error-free
safe module operation.
1 Introduction
▪ The operating instructions must be available at all times (in the control
2012-01-30 - 1.6
room, for example).

▪ The operating instructions must be available to all persons responsible
for transporting, installing, testing, operating, maintaining or repairing the
plant.
▪ All requirements and directions in these operating instructions must be
observed.

▪ The description of adopted parts is an integral part of these operating

instructions. All safety-relevant information and other topics in these
1.4 Contact
operating instructions must be observed.

▪ All national regulations in relation to environmental protection and tech-
nology that are designed to ensure that work is carried out safely and
correctly must be complied with.
1.4 Contact
MAN Diesel & Turbo Group provides a 24-hour service 365 days a year
worldwide. In addition to the MAN Diesel & Turbo head offices in Augsburg,
Copenhagen, Stockport and St. Nazaire, service centres across all conti-
nents offer straightforward no fuss support at all times.
MAN Diesel & Turbo engines are renowned for their long service life which
means that a spare parts programme is required that guarantees availability
of components for decades to come. Thanks to their modern high-perform-
ance technical equipment, MAN Diesel & Turbo production facilities can deal
with specific customer requests flexibly and to a high degree of precision.
24-hour hotline
Tel: +49 1801 15 15 15
Technical service 24-hour hotline

Tel: +49 821 322-1499
Fax: +49 821 322-3838
E-mail: [email protected]
Spare parts 24-hour hotline

Tel: +49 821 322-1799
Fax: +49 821 322-3574
E-mail: [email protected]
Turbocharger service 24-hour hotline

Spares sales
Tel: +49 821 322-4030
Technical Service (radial)

1 Introduction
2012-01-30 - 1.6
Tel: +49 821 322-4020
Technical Service (axial)

Tel: +49 821 322-4010
Fax: +49 821 322-3998

1.4 Contact
E-mail:
[email protected]
[email protected]
[email protected]
1 Introduction
2012-01-30 - 1.6

2 Safety regulations
2.3 Structure of warning messages
2.1 Intended Use

The control-system can only be used in accordance with the details given in
the contract. Any other use is considered to be non-intended. Modifications
and changes to the control-system of any kind are strictly prohibited for
safety reasons. MAN Diesel & Turbo assumes no liability for damage that
occurs as a result. All risks associated with unauthorized modifications and
changes are the responsibility of the operator.
Prerequisites for operation and installation!

The operating and installation conditions prescribed in this operating
manual must be strictly adhered to.
• Non-genuine parts must not be used on the control system since,
otherwise the required level of safety will not be ensured.
• Refrain from any actions that adversely affect the safety of the system.
2.2 Requirements to be met by operating personnel

Qualifications The personnel who carry out operation, maintenance and assembly work
must be qualified to do so. If they do not have the required knowledge they
must be trained and instructed accordingly. This can, if necessary, be carried
out by the manufacturer/supplier or at the request of the owner/operator.
Training Although when developing SaCoSone, particular attention has been paid at
MAN Diesel & Turbo SE to simplicity, reliability and safety the system must
always be operated carefully in compliance with all safety measures. The
operating instructions must be available at all times and must be worked
through carefully.
2.3 Structure of warning messages

The safety information and corresponding symbols that appear in this manual
to indicate a danger to life, the engine or its control system or to the environ-
ment. The system must always be operated carefully in compliance with all
safety measures. The operating instructions must be available at all times
and must be worked through carefully.
The following examples show how the safety information in the manual is
structured (examples are used for ease of comprehensibility!). They may also
appear in conjunction with other symbols. The symbols denote the severity
2012-01-30 - 1.6
of the danger.

Signal word "Danger", "Warning" or "Caution"
2.4 Symbols and warning information

(severity of danger).
Type of danger
• Possible consequences of non-observance.
• Preventative measure.
Important!
Description of the danger (type and origin, possible
consequences of non-observance, preventative measures).
Consequences
Note!
Description.
Consequences
2.4 Symbols and warning information

The following table describes the danger levels for warnings in the MAN Die-
sel & Turbo SE technical product information.
Icon Title Description
DANGER Danger level 1
If the corresponding precautions are not
taken this poses an immediate danger:
▪ Death or severe physical injury.
▪ Total loss of engine/system.
▪ Grave environmental damage.
WARNING Danger level 2
taken, this may give rise to a danger with
the following consequences:
▪ Death or severe physical injury.
▪ Serious material damage.
▪ severe environmental damage.

CAUTION Danger level 3
2012-01-30 - 1.6
taken, this will give rise to a danger with

the following consequences:
▪ Minor physical injury.
▪ Possible material damage.

Icon Title Description

2.5 General safety information
CAUTION Danger level 4

Indicates the origins of faults and improper
handling.
▪ Material damage may occur.
NOTE No danger level
Additional references, information and tips.
Preparation of information!
If not enough information is available or if this information is
disregarded, this may result in serious physical injury or material
damage!
• You should therefore always observe the operating manual!
• Make sure the operating manual is always available!
Unqualified personnel!
In order to carry out the procedures explained below, some prior
knowledge of electrical engineering is required. If this work is carried
out by unqualified persons, this could result in severe physical injury
and material damage!
• Cable installation and maintenance work must only be carried out by
qualified electricians.
• Never undertake tasks that are beyond the scope of your personal
knowledge.
• Access/participation must not be granted to unauthorized persons.
Danger due to electrik shock!

When carring out work on electrical systems, direct contact with live
components or overvoltages poses a danger of electric shock which
can cause cardiac arrhythmania. This can also cause severe burning.
Additional injuries may subsequently bbe caused by uncontrolled
movements.
To exclude danger, the five safety rules as per DIN EN 50110 must be
applied before carrying out any work.
• Isolation (all-pole disconnection).
2012-01-30 - 1.6
• Secure to prevent switching back on.

• Verify safe isolation from supply.
• Earthing and short-circuiting.
• Covering and blocking access to adjacent live parts.

Scope of technical documentation.

Technical documents are always valid for specific systems! If
information on a different system is used, this could lead to
malfunctions or damage!
• Use only the relevant information, and never information from other
sources!
2012-01-30 - 1.6

3 Description of the system


State-of-the-art control technology that undertakes comprehensive control
and monitoring of all auxiliary units, components and core functions of the
diesel engine is required in order to ensure modern diesel engines operate
efficiently and safely. The SaCoSone control system which has been devel-
oped in-house by MAN Diesel & Turbo SE has a modular concept and offers
the following core control and monitoring functions:
▪ Engine control
▪ Speed control
▪ Alarm system
▪ Safety system
3.1.1 Area of application

Due to the system architecture and control modules used, this line of prod-
ucts can only be used for the following engines and applications:
▪ In-line engines with a maximum of 10 cylinders in the L16/24, L21/31,
L27/38 and L32/40 series.
▪ Only suitable for engines with PT1000 exhaust gas sensors.
▪ Only for "Auxiliary GenSets" (auxiliary units), not for main machines.
3.1.2 System architecture

2012-01-30 - 1.6


3.1.3 System components
3.1.3.1 Overview
The control modules are listed below with information on their essential con-
trol functions in abridged form:
Device Basis Functions
Display ▪ Expert-Gateway functionality
Module
▪ HMI functionality for display and
operation
▪ Safety system incl. the necessary
digital I/O signal coupling
▪ Configuration interface for speed
governor and engine control system
parameters
Control ▪ Engine control
Module
▪ Alarm system incl. necessary digital
S
and analogue I/O signal acquisition
▪ Data link with EDS via serial inter-
face (only possible with PT1000
sensors at the alternator)
▪ Speed control
Gateway Option ▪ EDS connection, Databox and
Module Online Service
▪ Redundant coupling with plant
alarm system
Wago Option ▪ For connection of alternators with

I/O PT100 measuring points
CCM Option ▪ Crankcase Monitoring Unit
unit
▪ Main bearing and splash oil moni-
toring equipment with dedicated
display and control system (off-
engine)
VIT Option ▪ Variable Ignition Timing
(32/40
only)
3.1.3.2 Control Module S

2012-01-30 - 1.6
The Control Module S was specially developed for use with GenSets and is a
compact unit that in addition to the control unit (PLC) contains the entire I/O
package that is required to connect the sensors and actuators. The Control
Module S is characterised by the following salient features:
▪ PLC system with real time operating system and 3S-PLC software.
▪ 2 serial RS422/485 interfaces for connection to external systems.

▪ 3 CAN: 2 bus interfaces for redundant connection to the system bus and
1 bus interface for connection of external I/O extensions.
▪ 4 frequency inputs for speed sensors.

▪ 24 digital inputs.
▪ 3 analogue outputs for 4-20 mA signals.
▪ 12 analogue inputs for 4-20 mA signals from pressure sensors, etc.
▪ 24 PT1000 inputs for analogue signals from temperature sensors.
▪ 8 digital outputs for activation of relay or for hard-wired signals to other
systems.
▪ 8 power outputs.
3.1.3.3 Display Module
Visual representation of connecting terminals:

▪ 2 CAN bus connections for redundant connection to system bus.
▪ 1 Ethernet interface.
▪ 1 USB port for data backup and software updates.
▪ 2 frequency inputs.
▪ 5 digital outputs for activation of relay or for hard-wired signals to other
systems.
▪ 1 power output (1 A).
▪ 8 digital inputs.
3.1.3.4 Gateway Module
Visual representation of connecting terminals:

▪ 4 CAN: 2 bus interfaces for redundant connection to the system bus and
2 bus interfaces for connection of external I/O extensions.
▪ 3 Ethernet interfaces for connection to the plant.
▪ 1 Ethernet interface for connection to SaCoSone EXPERT.
▪ 1 USB port for data backup and software updates.
▪ 1 serial RS422/485 interface for connection to external systems.
3.1.3.5 System bus CAN

The individual control modules in the system are connected via a communi-
cations interface (data bus) to facilitate the exchange of status information
between the individual sensors, data reconciliation and communication of
system messages and notifications. A CAN bus is used with SaCoSone and
this has been duplicated for redundancy reasons. This ensures that if one of
the two bus connections drops out, the modules can continue to communi-
cate with one another and that the requirements of the classification societies
2012-01-30 - 1.6
are met.

3.2 Control functions

3.2.1 Engine control

The engine control is executed as an integral part of the Control Module S
and fully controls the engine in all possible operating states:
▪ It controls and monitors the entire starting routine of the engine.
▪ It assumes full load-dependent control of the engine speed throughout
its entire operation.
▪ It assumes the control and monitoring of all auxiliary units and engine
parameters when the engine is in operation.
▪ It ensures that the engine's combustion process is optimised to minimise
pollutant emissions and consumption thus ensuring efficient and load-
optimised operation of the engine.
▪ It manages the controlled stopping routine of the engine.
3.2.1.1 Basic functions of the engine control
The individual functions of the engine control are described below:

Function Brief description
Start-Stop function ▪ Local and remote start/stop
▪ Activation of starting device
▪ Control and monitoring of start-up phase
▪ Monitoring of stopping routine
Jet-Assist Improvement in engine acceleration performance when run-
ning up to speed or during application of load
External Jet Assist Regulates with external speed control the activation of the Jet
Request Assist valve, as opposed to the regular Jet Assist function
Nozzle cooling Cooling of injection valves during HFO operation in order to
avoid thermal overloading
Target speed value Differentiation between droop (symmetrical) and isochronous
selection (asymmetric) load distribution during multi-engine operation
Charge air preheat- Heating of air downstream of turbocharger but upstream of
ing cylinder via HT cooling water heat exchanger at low load,

cooling via LT cooling water at high load
Cylinder lubrication the additional cylinder lubrication is activated with 32/40 at
high loads
IMO Identifier calculates and visualises the checksum of all parameters set
that are relevant to IMO
Pump control Control of priming pump and preheating pump in order to
2012-01-30 - 1.6
facilitate engine start at any time


VIT (Variable Injec- Fuel injection timer: the fuel injection timing or camshaft posi-
tion Timing) tion is changed in relation to engine load by adjusting the cam-
shaft; only possible with 32/40
Fuel detection The type of fuel is identified by analyzing the fuel temperature.
The fuel pressure alarm limit is adjusted and the fuel tempera-
ture alarm is enabled depending on the type and temperature
3.2.1.2 Safety monitors and functions
The safety functions integrated in the engine control effect an immediate

shutdown of the engine if required by resetting the speed governor release.
In this case, a shutdown request is also transmitted to the safety system via
the system bus. The following safety monitoring operations are performed by
the engine control:
▪ Shutdowns during serious speed governor alarms (double pickup error,
actuator error accompanied by target/actual signal deviation).
▪ Monitoring of manual emergency stop operation.
3.2.2 Speed control

The digital speed control is also executed as an integral part of the control
module. A separate speed governor module is therefore not required. The
electro-hydraulic actuator is activated directly via a power output at the con-
trol module.
3.2.2.1 Basic functions of speed control
The individual control functions of the speed control are listed below accom-
panied by a brief description:
Speed measure- Importing and processing of speed signals received from pick-
ment ups
PID - speed gov- Each controller part is fully adjustable in order to achieve opti-
ernor mum controller characteristics at each engine operating point.
This allows adjustment of the static controller characteristics at
every operating point and dynamic adaptation of load applica-

tion.
2012-01-30 - 1.6


Load distribution The controller can distinguish between two load distribution
types:
▪ P level: automatic uniform load distribution with multi-
engine installations when using the same P level
parameter. Application is suitable for stand-alone
operation and parallel operation with the grid.
▪ Isochronous load distribution: A load/speed setpoint
signal can be supplied to the relevant controller via an
upstream load distribution system. This application is
intended purely for multi-engine use in stand-alone
mode.
Limiter functions Different limiter functions (start fuel limiter, charge air limiter,
maximum fuel limiter, jump rate limiter, zero fuel limiter) ensure
that the filling is monitored in all engine operating states at all
times.
3.2.2.2 Monitoring of speed governor functions
If an error is detected, the speed governor switches off automatically (actua-

tor setpoint set to zero) and reports the error to the engine control.
▪ Monitors its actuating signal to the actuator (back measurement of cur-
rent setpoint)
▪ Monitoring of speed inputs for signal plausibility.
3.2.3 Alarm system

The engine alarm system is also executed as an integral part of the control
module. It monitors all necessary media parameters (temperatures, pres-
sures, etc.) and generates an alarm if critical changes (exceedance or under-
cutting) in the signal occur for limit values that are predefined using parame-
ters. This is displayed at the local control panel and forwarded to the higher-
level alarm system. The connection to the plant alarm system is normally
established via a serial interface.
3.2.3.1 Alarm monitoring systems
The alarm monitoring functions of the alarm system are listed individually
below:
▪ Engine speed and turbocharger speed
▪ Monitoring of pressure and temperature sensors for engine and turbo-
charger lube oil, LT and HT cooling water, fuel, starting air and ambient
air (optional)
▪ Main bearing and splash oil temperature (optional CCM, hard-wired sig-
nal connection)
2012-01-30 - 1.6
▪ Oil mist monitoring

▪ Monitoring of exhaust gas temperatures of individual cylinders and turbo-
charger (inlet / outlet)
▪ Monitoring of VIT positioning
▪ Monitoring of alternator winding and bearing temperatures
▪ Monitoring of communication with connected system components

3.2.3.2 Redundant safety monitoring of alarm system
In addition, the alarm system as redundant system for the safety system also
triggers an engine shutdown if the limit values of the most important engine
operating parameters are out-of-spec. In these instances, as is the case with
the engine control, the speed governor release and therefore the filling of the
engine is reset to zero and a shutdown request is also transmitted to the
safety system via the system bus.
▪ Monitoring of engine speed for overspeed, implementation of redundant
overspeed protection
▪ Shutdown if lube oil pressure at engine entry point is too low
▪ Shutdown if HT cooling water temperature at engine exit point is too high
3.2.4 Safety system

The safety system is integrated into the Display Module as one of its func-
tions. It monitors all operating parameters of the engine that are connected
to the system via a separate sensor. If a critical limit value is violated (excee-
ded or undercut) the safety system initiates the necessary measures (load
reduction or, if required, engine stop).
The safety system features purely binary signal detection (apart from the
speed signals), analogue signals cannot be recorded and processed. The
pressure and temperature sensors that are connected to the safety system
therefore feature binary switching contacts that close when the limit values
are reached. The sensors must be set to the required limit values (switching
threshold). This setting is performed manually based on the limit values sta-
ted in the list of measuring points and cannot be monitored by the safety
system directly.
3.2.4.1 Safety monitoring systems
The individual control functions of the safety system are listed below accom-
panied by a brief description:
▪ Overspeed monitoring of engine.
▪ Lube oil pressure of engine.
▪ HT cooling water temperature.
▪ Oil mist concentration in crankcase.

▪ Main bearing and splash oil temperature (optional CCM, hard-wired sig-
nal connection).
3.2.4.2 Safety functions
The safety system performs the safety functions listed below by activating
2012-01-30 - 1.6
the emergency stop valve which sets the engine filling to zero and therefore
stops the engine:
▪ Auto shutdown
▪ Emergency stop

3.4 System design for L16/24, L21/31 and L27/38

3.2.5 HMI - Local Operating Panel
The user interface comprises an "on-engine" touchscreen which is integrated
into the Display Module. This incorporates the following functions:
▪ Visualisation of the most important operating parameters of the engine.
▪ Display of operating status messages/alarms.
▪ Manual operation of the engine
3.3 Options
▪ Connection of alternators to PT100 sensors (in this case a GM must be
installed for the EDS connection as the CM-S is required for connection
of the PT-100 coupler).
▪ Connection of a splash oil and main bearing CCM unit. However, the
necessary hardware must be installed "off-engine".
▪ VIT unit.
▪ IM unit.

The system comprises the Control Unit and a Connection Box both of which
are housed in the same casing.

2012-01-30 - 1.6
SaCoSone GENSET for L16/24

3.4.1 Control Unit

The Control Unit contains a large-scale integrated Control Module which
controls and monitors the engine and manages the alarm system.
The Display Module is built into the door of the Control Unit. The engine can
be operated and operating values displayed via this touchscreen. A PLC for
the safety system is integrated into the Display Module.
1 Control Module S 2 Display Module
Figure 1: Internal view of Control Unit

Additional operator control buttons are built into the door for the purpose of
transferring operating rights and regulating the engine speed.
3.4.2 Connection Box

A 24 VDC voltage supply is connected inside the Connection Box.
Furthermore, the Connection Box is the interface between the Control Unit
and GenSet, the ship's alarm system and optional crankcase monitoring sys-
tem.
2012-01-30 - 1.6


Figure 2: Internal view of Connection Box
3.4.3 Versions
Different versions of the SaCoSone GENSET are available, depending on the
sensor equipment of the alternator used. Pt1000 or PT100 sensors can be
used to monitor the winding and bearing temperature of the alternator.
The optional CoCoS-EDS can be connected to the system via a serial inter-
face or Ethernet
The following table contains all available combinations for the engine types
L16/24:
SaCoSone GENSET
Sensors at alternator EDS L16/24 L21/31 L27/38

Pt1000 serial RTU X X X
Pt1000 Ethernet & serial o o o
interface
Pt100 without EDS o o o
Pt100 Ethernet o o o
X = standard o = optional
2012-01-30 - 1.6

3.4.4 Block diagrams

Alternator with Pt1000, EDS
via serial interface
2012-01-30 - 1.6


via Ethernet

2012-01-30 - 1.6

Alternator with Pt100,

without EDS
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via Ethernet or serial
interface

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3.5 System design for L32/40
3.5.1 Control Unit

With the L32/40 engine, the SaCoSone GENSET is installed in a switch cabi-
net on the engine.
Figure 3: Control unit for L32/40

The Control Unit contains a large-scale integrated Control Module which
controls and monitors the engine and manages the alarm system.
2012-01-30 - 1.6
The Display Module is built into the door of the Control Unit. The engine can
be operated and operating values displayed via this touchscreen. A PLC for
the safety system is integrated into the Display Module.
Additional operator control buttons are built into the door for the purpose of
transferring operating rights and regulating the engine speed.

The 24-VDC voltage supply for the entire system is connected inside the
Control Unit. The Control Unit acts as the interface between the GenSet,

external control and optional crankcase monitoring.
3.5.2 VIT Cabinet

The L32/40 features Variable Injection Timing (VIT) in order to reduce emis-
sions during partial load operation. Depending on the engine load or position
of the filling linkage, the VIT changes the fuel injection timing by adjusting the
injection camshaft.

2012-01-30 - 1.6
Figure 4: VIT Cabinet

3.5.3 Versions
Different versions of the SaCoSone GENSET are available, depending on the
sensor equipment of the alternator used. Pt1000 or PT100 sensors can be
used to monitor the winding and bearing temperature of the alternator.
The optional CoCoS-EDS can be connected to the system via a serial inter-
face or Ethernet
The following table contains all available combinations for the engine type
L32/40:
SaCoSone GENSET
Sensors at alternator EDS L32/40

Pt1000 without EDS X
Pt1000 Ethernet & serial interface o
Pt100 without EDS o
Pt100 Ethernet & serial interface o
X = standard o = optional
3.5.4 Block diagrams

without EDS
2012-01-30 - 1.6


via Ethernet

without EDS
Alternator with Pt100, with

EDS

2012-01-30 - 1.6

4 Installation
4.1 Installation requirements
4.1 Installation requirements
4.1.1 Storage and transport conditions

The following prerequisites generally apply:
Ambient temperature: -10 ℃...+60 ℃
Relative humidity: < 96 %.
If these prerequisites cannot be met, measures must be taken to protect
against the effects of the climate on electronic components.
4.1.2 Cable installation

The connecting cable between the engine and SaCoSone GENSET must be
routed according to the rules of electromagnetic compatibility. The control
and voltage cables must be routed in separate cable guide rails.
Shielded cables must be used when wiring up the sensors. The cable shield-
ing must be installed as shown in the cable routing diagram. Unshielded
cables must be kept as short as possible.
The Control Unit must be earthed. An earthing strip must be used for this
(scope of supply, licensee).
For more details on the cable installation, refer to

▪ Cable installation guidelines
▪ Cable routing diagram
4.1.3 Installation
Make sure that the environmental conditions are also complied with during
the installation. The cabinets must be protected against water, dust and fire
when assembly is in progress.
Welding work must not be carried out near cabinets. If this is unavoidable,
the control stations, particularly the control desks, must be protected from
heat, current and electromagnetic interference. To protect against electrical
current, the entire cable installation must be isolated from the components
when welding work is in progress.
4 Installation
2012-01-30 - 1.6
The installation of additional components in the devices is not permitted.

4.2 Technical data

4.2 Technical data
4.2.1 Operating prerequisites

The following prerequisites fundamentally apply:
▪ Ambient temperature: 0 ℃...+55 ℃
▪ Relative humidity:< 96 %
▪ Vibrations: < 4 g.
If the required ambient temperature cannot be achieved, the electronic com-

ponents must also be protected against climatic influences.
4.2.2 SaCoSone GENSET for L16/24

Dimensions and weight
System dimensions for L16/24

Width 400 mm
Height 480 mm
Length 869 mm
Overall length 902 mm
Weight 60 kg
4 Installation
2012-01-30 - 1.6

4.2 Technical data


Width 400 mm
Height 565 mm
Length 1,168 mm
Overall length 1,201 mm
Weight 60 kg


Width 400 mm
Height 480 mm
Length 1,323 mm
Overall length 1,354 mm
Weight 65 kg
4 Installation
2012-01-30 - 1.6

4.2 Technical data

Dimensions and weight of
Control Unit
4 Installation
2012-01-30 - 1.6

Width 380 mm
4.2 Technical data
Height 1000 mm
Length 210 mm
Overall length 243 mm
Weight 70 kg
Dimensions and weight of

VIT Cabinet
System dimensions for VIT Cabinet

Width 600 mm
Height 600 mm
Length 350 mm
Weight 50 kg
4 Installation
2012-01-30 - 1.6

4.3 Connecting the SaCoS_one_ GENSET

4.3 Connecting the SaCoSone GENSET
Warning!
In order to carry out the procedures explained below, some prior
knowledge of electrical engineering is required. If this work is carried
out by unqualified persons, this could result in severe physical injury
and material damage!
• Cables must only be installed by qualified electricians.
• Never undertake tasks if you are not sure whether you have the
necessary personal knowledge or
experience.
• Access/participation must not be granted to unauthorized persons.
4.3.1 Modbus connection to ship's alarm system

SaCoSone GENSET features a Modbus interface with the ship's alarm system.
This interface can be configured as a RS485 (Modbus-RTU) or RS422 (Mod-
bus-ASCII). The standard configuration is RS485.
RS485 For an RS485 connection, contacts AE and AF must be bypassed with con-
tacts AG and AH respectively at the connecting plug.
Two wires (RX/TX H and RX/TX L) are required to establish the cable con-
nection between SaCoSone GENSET and the ship's alarm system. A termi-
nating resistor (120 Ω) must be applied between RX/TX H and RX/TX L.
RS422 For RS422, the connections between AE and AG and AF and AH must be
removed. Two wires (TX H, TX L, RX H, RX L) are required for the cable
installation between the SaCoSoneGENSET and the ship's alarm system. A
terminating resistor (120 Ω) must be applied between RX/TX H and RX/TX L.
For additional information see:

▪ Circuit diagram
▪ Terminal list
▪ Description of SaCoSone GENSET interface
4 Installation
2012-01-30 - 1.6
4.3.2 Connection with other external systems

The connection with the external system is explained in the following docu-
ments:
▪ Circuit diagram
▪ Terminal list

4.4 Adjusting the speed governor servo-drive
4.3.3 Connecting the power supply

SaCoSone GENSET requires two uninterruptible 24 VDC power supplies
(UPS), one for the Control Module Small and one for the Display Module.
The Control Module Small must be protected by a 16A pre-fuse and the
Display Module must be protected by a 10-A pre-fuse.
For additional information see:

▪ Circuit diagram
▪ Description of SaCoSone GENSET interface
Caution!
The power supply must be established using a wire cross-section of at
least 16 mm².
Power supply to Control Connect the uninterruptible power supply of the Control Module S to terminal
Module S block -X12.
Voltage Terminal
24 V -X12/3
0V -X12/4
Power supply Connect the uninterruptible power supply of the Display Module to terminal
Display Module block -X12.
Voltage Terminal
24 V -X12/5
0V -X12/4
4.4.1 Mechanical settings

Once the actuator has been installed at the engine and the backlash has
4 Installation
2012-01-30 - 1.6
been adjusted to 0.2 - 0.3 mm (0.008 - 0.012 inches) the filling linkage must
be adjusted.
The following conditions must be met in this case:
1. The fuel pump must be at "0" and the reading on the actuator display
must be "0 %".

2. The fuel pump must be at the 100 % load position and the indicator
reading on the actuator must be "80 %".

Caution!
If there is an elastic component between the actuator and the filling
linkage, this must not be compressed under any circumstances
whatsoever when the settings are being made!
4.4.2 Electronic settings

1. Start the engine and bring it up to the rated speed without applying a
load.
2. Press the MISC button in the MAIN MENU.
The MISC menu appears.

3. Press the PARAMETERS SETTING button.
4 Installation
2012-01-30 - 1.6

4. Press the "NEXT" button in the navigation bar twice.

The GOVERNOR PARAMETERS page appears.
5. Read off the value displayed under ACTUATOR SETPOINT.

6. Enter this value in the FUEL QUANTITY AT IDLE field via the on-screen
keypad.
7. Press ENTER on the on-screen keypad to confirm.
This value is saved automatically and the on-screen keypad disappears.
8. Bring the engine load up to 100 % of the rated output and speed.
9. Read off the value displayed under ACTUATOR SETPOINT.
10. Enter this value in the FUEL QUANTITY AT FULL LOAD field via the on-
screen keypad.
11. Press ENTER on the on-screen keypad to confirm.
This value is saved automatically and the on-screen keypad disappears.
Caution!
Once all settings have been made correctly, the FUEL INDEX displayed
in the status bar will be exactly 100 % at 100-% engine load and rated
speed.
4 Installation
2012-01-30 - 1.6

5 Software & parameters
5.1 Loading software on modules

5.1.1 Preparation phase

▪ Engine at a standstill.
▪ The restoration process should only be started if the module has been
disconnected from the system bus. To do so disconnect CAN1 and
CAN2 from the module.
Connecting the SaCoSone 1. Plug PCAN-USB adapter into a USB port on the notebook.
TOOLBOX Notebook to the 2. Connect the PCAN-USB adapter to CAN1 of the module via the CAN
module cable.
3. Switch on the notebook.
5.1.2 Load software on the module

1. Click on the desktop symbol for the SaCoSone DEVICE MANAGER
(licensee version).
2. Click SELECT DEVICE.

The following window appears. If a connection with the system bus has
not been established, only one module will be displayed.
3.
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4. Select module.
5. Click OK.
The selected module is displayed in the line next to the SELECT
DEVICE button.

6. Click SELECT SOURCE PATH.

The source path is the path to the location where the sdi files were
stored.
7. Select the source path.
8. Click OK.
9. Check whether the serial number in the SERIAL OF ORIGINAL DEVICE
and SERIAL OF SDI MASTER DEVICE input fields is 00.0.00000-0000
in both cases.
10. Click SELECT IMAGE FILE.
11. Select the corresponding sdi file for the engine type.
12. Click OK.

All preparatory tasks are now complete.
2012-01-30 - 1.6

13. Click RESTORE IMAGE.

The restore process starts during which the RESTORE IMAGE button

remains red. The progress of the process is displayed in a status bar:
this takes a few minutes. The current work step is displayed in the log
window. Please wait until the Binary IMAGE SUCCESSFULLY
RESTORED message appears.
Caution!
The process takes several minutes. Nothing is displayed on a Display
Module when it is being updated. As soon as the update process is
complete, the Display Module is automatically restarted.
14. Close the SaCoSone DEVICE MANAGER.
5.1.3 Troubleshooting
Error 1 Problem:
The SELECT DEVICE window is not displaying a module.
Solution:
▪ Check cable connection with module.
▪ Check power supply.
▪
2012-01-30 - 1.6
Error 2 Problem:
The connection broke down when uploading.

5.2 Adjusting the speed governor parameters
Solution:
▪ Check cable connection with module.
▪ Check power supply.
Error 3 Problem:
sdi file error.
Solution:
▪ Download the latest sdi file from DieselPort and start the restore process
once again.

The engine manufacturer has the option of adjusting the touchscreen param-
eters of the speed governor.
Important!
• The speed governor parameters are preset. Only change these
parameters if it is absolutely necessary to do so!
• The parameters can also be changed when the engine is running.
The following table contains an overview of the speed governor parameters.

Parameter PAR Category Description Values
ID
Rate: Auto-Up 52202 Start This parameter specifies the rate at which Min. = 0.1
2012-01-30 - 1.6
the engine speed increases per second dur- rpm/s

ing the engine start-up operation. Max. = 50
rpm/s
Start Fuel: Quantity 1 55111 Start This parameter specifies the quantity of fuel Min. = 0 %
(in percent) that is injected during the engine Max. = 60 %
start-up operation.

Parameter PAR Category Description Values

ID
Start Fuel: Quantity 2 55112 Start If the starting speed is not reached during Min. = 0 %
the specified period, the speed governor Max. = 100 %
changes to Start Fuel Quantity 2. The
engine accelerates up to this fuel quantity
until the starting speed is reached.
Speed Governor P Adjust- 54001 Speed gov- The actuator speed can be adjusted via this Min. = 50 %
ment ernor parameter. Max. = 150 %
dynamic Value <100 %: actuator responds more
slowly.
Value >100 %: actuator responds more
quickly.
Speed Governor I Adjust- 54011 Speed gov- The actuator speed can be adjusted via this Min. = 50 %
ment ernor parameter. Max. = 150 %
dynamic Value <100 %: actuator responds more
slowly.
Value >100 %: actuator responds more
quickly.
Rate: Digital Speed Setting 52214 Load sharing This parameter defines the rate at which the Min. = 0.1
speed falls with digital speed control. rpm/s
Max. = 20
rpm/s
Fuel Quantity at Idle 53001 Load sharing Defines the quantity of fuel injected at idle. Min. = 0 %
Max. = 40 %
Fuel Quantity at Full Load 53002 Load sharing Defines the quantity of fuel injected at full Min. = 60 %
load. Max. = 100 %
Droop: Droop 1 Value 53101 Load sharing Defines the droop value for regulation of Min. = 0 %
engine speed in droop mode. Max. = 10 %
Droop: Droop 2 Value 53102 Load sharing Defines the droop value for regulation of Min. = 0 %
engine speed in droop mode. Max. = 10 %
Can be used as alternative droop value
instead of Droop 1.
Maximum fuel limit 55501 Limiter This parameter defines the maximum quan- Min. = 0 %
tity of fuel injected. Max. = 100 %
Jump Rate Limiter: Jump 55602 Limiter This parameter limits the maximum increase Min. = 5 %
Limit in quantity of fuel injected during a load Max. = 100 %

application step.
Jump Rate Limiter: Unlimit 55603 Limiter This parameter defines the rate at which the Min. = 5 % per
Rate fuel quantity increases in percent once the second
Jump Limit (55602) has been reached. Max. = 1000 %
per second
2012-01-30 - 1.6

Adjusting the speed governor 1. Press the PARAMETERS SETTING button in the MISC menu.
parameters
2. Press NEXT until S. 3/4 GOVERNOR PARAMETERS appears.
3. Press the parameter value to be changed.

The on-screen keypad appears.
4. Enter the applicable value (see table above).
5. Press ENTER.
The value is saved automatically.
Restoring the preset The preset parameters of the speed governor are easily restored by pressing
parameters the RESTORE DEFAULT SETTINGS button.
1. Press the RESTORE DEFAULT SETTINGS button in the PARAMETERS
menu.
2. Press YES in the window that appears next to confirm you wish to
restore the settings.
2012-01-30 - 1.6
Special feature The RESTORE DEFAULT SETTINGS button always starts flashing when a
new parameter set is loaded using the SaCoSone EXPERT. The following
steps must be carried out in order to apply the new parameters:
1. Press the RESTORE DEFAULT SETTINGS button.
2. Press YES in the display window to apply the new parameters.
or:
Press NO to keep the old values.

In both cases the button stops flashing.
5.3 Configuring the Gateway Module

5.3 Configuring the Gateway Module
Before the Gateway Module is used, the interface must be configured. Vari-
ous parameters must therefore be set via the SaCoSone Expert.
Note
The standard parameter values are preset.
5.3.1 Configuration of the Ethernet interface

1. Connect SaCoSone EXPERT to Gateway Module.
2. Adjust the parameters as shown in the table below.
3. Press "Save to flash".

4. Disconnect the Gateway Module from the network.
5. Reconnect the Gateway Module to the network. The connection with
the IP address can now be established as specified under Point 2.
Parameter PAR-ID Description
IP ETH1_byte1 45513 IP address of Ethernet 1 interface: byte 1

Subnet ETH1_byte1 45517 Subnet mask of Ethernet 1 interface: byte 1
2012-01-30 - 1.6



5.4 Software and parameter backup

5.3.2 Configuration of the serial interface
Note:
It is not possible to apply an "Offset Register" at the Gateway Module.
The start address MW0 must always be used.
1. Connect the SaCoSone EXPERT to the Gateway Module.

2. Adjust the parameters as described in the table below.
3. Press "Save to flash".
ModusSlvAddr 45316 Modbus slave address of Gateway Module for
serial MODBUS communication
ModusBaudRat 45317 Baud rate used for serial MODBUS communica-
tion Gateway Modules
ModusPty 45318 Parity bits used for serial MODBUS communica-
tion Gateway Modules
ModusNrStpBits 45319 Stop bits used for serial MODBUS communication
Gateway Modules

SaCoSone GENSET supports software backups via the SaCoSone DEVICE
MANAGER. The backups are saved as sdi files and a special USB stick is
required for this. This USB stick is an integral part of the SaCoSone TOOL-
BOX. The SaCoSone DEVICE MANAGER creates a separate image file for
each module that contains the module software and parameters.
2012-01-30 - 1.6

Caution!

Loss of data can cause engine failure.
When a defective module is replaced, it may not be possible to restore
the latest parameters. As the parameters regulate the most important
engine functions, if any parameters are missing or incorrect this could
lead to engine trouble.
By backing up the parameters, you have a guarantee that they will
easily be restored after a module is replaced.
• Document changes to the parameters in the tables in the chapter
"Documentation of engine configuration"!
• As soon as a parameter is changed, a backup is required.
Important!
The procedure described here will only work with the MAN Diesel
Service Stick.
Other data must not be saved on this USB stick!
Performing a backup Before you start the backup operation, you must ensure that all CAN cables
of the system bus are connected and that the power supply is switched on.
1. Plug the MAN Diesel Service Stick into the USB port on the underside
of the Display Module.
The system now automatically saves image files for all modules on the
stick in sdi format. This operation can take several minutes during which
the progress is displayed at the top right-hand side of the screen.
2. Once the process is complete, a corresponding message is displayed
and the MAN Diesel Service Stick can be removed.
3. Enter all parameters as displayed in the PARAMETERS menu in the
corresponding standard form (cp. chapter "Documentation of engine
configuration").

2012-01-30 - 1.6

6 Configuration and tests

6.1 Configuration of the modbus interface

The SaCoSone GENSET allows configuration of the interface with the ship's
alarm system via Modbus RTU or Modbus ASCII.
Selection of You can select the required Modbus protocol from the PARAMETERS SET-
Modbus protocol TING
menu.
1. Press the MISC button in the MAIN MENU.
The MISC menu appears.

2. Press the PARAMETER SETTING button.
The PARAMETER SETTING menu appears. This consists of four screen

pages.
2012-01-30 - 1.6

3. Press the NEXT button in the navigation bar to go to page 4/4.

The PLC PARAMETERS menu appears.
4. Press ASCII or RTU to select the required Modbus protocol.
The green LED indicates which Modbus protocol was selected. Mod-
bus RTU was selected in the above example.
Setting the Modbus The Modbus Node ID can be set via the on-screen keypad.
Node ID 1. Tap the white input field in the MODBUS NODE ID line. The on-screen
keypad appears.
2. Enter value.
3. Press the Enter button on the on-screen keypad to confirm your input.
The value is saved automatically.
Setting the parity bit The parity bit can be set via pushbuttons:
2012-01-30 - 1.6

Push button to deactivate parity bit.

Push button to use even parity bit.
Push button to use odd parity bit.
Setting the baud rate The baud rate can be set via pushbuttons
Push the button to set the baud rate to 4800 bd.

Important!
Changes to the parameters must be entered in the table in the chapter
2012-01-30 - 1.6
"Documentation of engine configuration"!

6.2 Documentation of engine configuration

The configuration of the engine parameters must be documented following
the factory acceptance test. The relevant parameters are displayed on the
parameter settings screen page.
Displaying the parameters The parameters are displayed in the PARAMETERS SETTING menu. To dis-
play the parameters, follow the instructions provided in the chapter "PARAM-
ETERS SETTING".
6.2.1 Parameters on page 1 of 4

Note the values displayed on the screen page!
Parameter Parameter Value
ID
Engine type 13902
Cyl. No. 13901

(number of cylinders) 29501
Engine application 13903
29503
Classification 13905
Nominal engine speed 13907
(rpm)
TC speed alarm limit 21531
(turbocharger speed alarm limit) (rpm)
Alt. front bearing temp. alarm limit 22004
(alarm limit temperature front alternator bearing)
(°C)
Alt. rear bearing temp. alarm limit 22007
(alarm limit temperature rear alternator bearing)
(°C)
Alt. winding temp. alarm limit 22024
(alarm limit
alternator winding temperature) (°C)

Fuel oil press. filter inlet alarm lim. 22099
(fuel oil pressure alarm limit, filter inlet) (bar)
Fuel oil SW-over time (s) 29349
Fuel oil engine in SW temp.(°C) 29350
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Remote shutdown delay (ms) 11961

Pulses per revolution 29517

6.2.2 Parameters on page 2 of 4

Mark the displayed status in this table!
ID
OMD function 13929
CCMON function 13931
Charge air blow-off flap 13932

Charge air relief valve
Charge air shut off flap 13933

Charge air shut off flap
Alt. cooling water leakage alarm 29256

cooling water leakage alarm
Jet assist 29546
Droop/Isochronous 29573
Jet assist at start 29555

Jet assist at start
Charge air blow-off flap #1 29547

Charge air blow off flap #1
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Charge air blow-off flap #2 29548

Charge air blow off flap #2


ID
External alternator temperatures 29567
External alt. temperatures 29568
Charge air pre-heating 29565

Charge air preheater
Nozzle cooling 29527

Nozzle cooling
Turbocharger speed pickup, inductive-type 29518

TC speed pickup inductive type
6.2.3 Parameters on page 3 of 4 (governor parameters)

Enter the values displayed on this screen page in this table!
Category: start Parameter Value
Rate: auto-up
(rpm/sec)
Start fuel: Quantity #1
(%)
Start fuel: Quantity #2
(%)
Category: load distribution Parameter Value

Rate: Digital Speed Setting
(rpm/sec)
Fuel quantity at idle

(%)
Fuel quantity at full load
(%)
Droop #1 value
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(%)
Droop #2 value
(%)

Category: speed governor Parameter Value

dynamics
P adjustment
(%)
I adjustment
(%)
Category: limiter Parameter Value

Max Limit (Gov. Scale)
(%)
Jump limiter: Jump limit
(%)
Jump limiter: Unlimit rate
(%/sec)
6.2.4 Parameters on page 4 of 4 (PLC parameters)

Enter the values displayed on this screen page in this table!
Category: communication Parameter Value
protocol
Modbus Node ID
Offset register
Stop bits
Data bits
Parity
OFF
EVEN
ODD
Baud rate
Protocol type: ASCII or RTU
ASCII
RTU
Category: static pressure Parameter Value

HT Cooling Water pressure
(bar)
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LT Cooling Water pressure

(bar)

6.3 Project-specific documents

6.2.5 Parameters for CoCoS-EDS via Gateway
These parameters only have to be documented if a Gateway Module is con-
nected. The parameters are displayed in the PLC-DIAG: GATEWAY MODUL
(-GM-) menu. Follow the instructions provided in the chapter "PLC diagnosis"
to display the parameters.
Parameter Value
ModusSlvAddr
ModusBaudRat
ModusPty
ModusNrStpBits
IP ETH1_byte1
IP ETH1_byte2
IP ETH1_byte3
IP ETH1_byte4
Subnet ETH1_byte1
Subnet ETH1_byte2
Subnet ETH1_byte3
Subnet ETH1_byte4
IP ETH2_byte1
IP ETH2_byte2
IP ETH2_byte3
IP ETH2_byte4
Subnet ETH2_byte1
Subnet ETH2_byte2
Subnet ETH2_byte3
Subnet ETH2_byte4

6.3.1 General
SaCoSone GENSET must be approved by the major classification societies
(ABS, BV, DNV, GL, LR, RINA). Environmental and EMC tests on the mod-
ules are now complete and function tests on the system have been carried
out by the major classification societies. The main components of the system
2012-01-30 - 1.6
(sensors, actuators, etc.) have been tested and approved by the above clas-
sification societies.

6.3.2 Checking the documents

The approval of a project-specific SaCoSone system must be implemented by
presenting the documentation as described in the chapter "List of docu-
ments to be checked". The scope of documents can vary depending on the
rules of the relevant classification society. These can be submitted "electroni-
cally" via an Internet portal or as a printout. The method used depends on
the requirements of the local branch of the classification society.
IMPORTANT!
The licensee must submit the required approval documents to the
classification societies!
6.3.3 Tests
General Testing of the most important components of the system such as SaCoSone,
Control Module, Display Module or speed governor is already underway at
the manufacturers. SaCoSone GENSET is being tested at MAN. During this
test, the system hardware is also tested for correct functionality.
MAN prepares a report to verify that the test has been successfully conclu-
ded.
System test Each project-specific SaCoSone system must be tested. The following are
tested:
▪ Correctness of the cable installation at the engine (sensors, power sup-
ply, etc.)
▪ Correctness of the configuration and parameter settings
A template for compiling corresponding test instructions is available from
MAN Diesel & Turbo and can be found in the chapter "Checklist for tests". It
may be necessary for the tests to be carried out by an expert on behalf of
the classification society. This depends on what the requirements of the local
branch of the society are. The test can be combined with the factory accept-
ance test of the engine.
Tests carried out during During the factory acceptance test for an engine, the main functions of the
approval testing of the SaCoSone system are tested in the presence of a local expert who represents
engine the classification society. These comprehensive tests normally cover the
most important safety functions (e.g. automatic shutdowns in the event of
overspeeding and excessively low lube oil pressure) and the speed governor
functions (e.g. load application and load shedding). The scope of these tests
is agreed with the local classification society.
Tests carried out when When commissioning an engine on board a ship, the classification societies
commissioning the engine may require that the alarm and safety functions are tested. This depends on
2012-01-30 - 1.6
on board what the requirements of the local branch of the classification society are.
The above tests are normally carried out by a local expert on behalf of the
society.

Documentation The documentation of the tests carried out is signed by the expert responsi-
ble for acceptance on behalf of the classification society. A copy must be

archived at the manufacturer's premises. Depending on the requirements of
the local branch, it may be necessary to send a copy to the classification
society.
The type plate of the SaCoSone system is stamped by the expert responsible
for acceptance once the factory acceptance test for the engine is complete.
6.3.4 List of documents to be tested
No. Description Doc. type/Comment

1 System overview and operation
Operating instructions Description (customer ver-
sion)
System block diagram Block diagram
Scope of supply List
2 Measuring points and setpoints
List of measuring instruments and control units List
3 Interfaces
Power supplies Block diagram
Machine alarm system (interface description) Description
Machine alarm system (list of signals) List
4 "off-engine" cable installation
Cable diagram Drawing
Terminal list List (also applies for the
cable installation at the
engine)
5 Units outside engine
Gateway Cabinet
Design drawing Drawing
Wiring diagram Drawing
6 Units at the engine
Control Unit

Local Operating Panel
2012-01-30 - 1.6
Splash oil unit


No. Description Doc. type/Comment

7 Cable installation at the engine

Cable installation for the electrical units at the Drawing
engine (terminal connection diagram)
2012-01-30 - 1.6

7 Operation of the engine
7.1 Operating stations

7.1.1 Local operation

The operator has full control over the engine via the Control Unit. In addition
to the touchscreen, hard-wired buttons and switches are installed for con-
trolling the engine speed and transferring the operator rights. The hard-wired
control system also works even if the touchscreen is not working.
Important!
The layout of the control elements is the same for all GenSets.
Operation at the Control Unit

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Operating elements at the Control Unit

1 Touchscreen
The purpose of the touchscreen is to display measured values and operating
statuses. The operator has full control over the engine via the touchscreen. The
functions are described in the chapter "Layout of display".
2 "LOCAL/REMOTE" selector switch
Position "1" = Local, operation takes place at Control Unit.
Position "2" = Controlled remotely by a higher-level control system.
3 Rotary switch "LOWER/RAISE"
Turn the rotary switch to position 1 and hold to decrease the speed of the
engine incrementally.
Turn the rotary switch to position 2 and hold to increase the speed of the
engine incrementally.
4 "EMERGENCY STOP" pushbutton
The engine must be stopped immediately if physical injury or damage to the
engine is directly iminent. The engine stops immediately when the EMER-
GENCY STOP pushbutton is pressed.
The pushbutton locks and must be turned to release it before the emergency
stop can be reset.
7.1.2 Operation at the VIT cabinet

(only with L32/40 GenSet)
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Operation at the VIT cabinet

1 Indicator light "24 V DC OK"
7.2 Transfer of operating rights

The indicator light illuminates to indicate that power is being supplied to the
VIT cabinet.
7.1.3 External control (remote-controlled)

Control can be passed to an external system that regulates the engine start/
stop and reference speed.
The touchscreen of the Control Unit displays detailed status, operation and
error messages.
7.2 Transfer of operating rights

This chapter explains how the operating rights can be passed between the
various control stations.
The following positions are defined as controls:
▪ Local: Control Unit of engine
▪ Remote-controlled: external control system
The operating rights can be passed over via a switch. When the operating
rights are passed over, the following control functions are transferred to the
relevant system:
▪ Engine start
▪ Engine stop
▪ Control of coupling
▪ Regulation of engine speed
▪ Acknowledge and reset alarms
These functions can always only be performed by the system with the oper-
ating rights. These settings exclude emergency stops. An emergency stop is
possible from every operating station.
Transferring the operating The operating rights can be easily transferred between the Control Unit and
rights external automation system via the LOCAL/REMOTE selector switch. The
operating rights are passed immediately without further acknowledgement as
soon as the switch is turned. 7 Operation of the engine
2012-01-30 - 1.6

7.3 Engine start
When the switch is in position "1", the Control Unit has the operating rights.
When the switch is in position "2", the external control system has the oper-
ating rights.
7.3 Engine start
7.3.1 Before starting the engine
Possibility of serious engine damage!

If the engine is shut down in order to carry out maintenance or repair
work, it must be sufficiently warmed up and prelubricated before it is
restarted.
System test When the power supply is switched on, SaCoSone GENSET starts automati-
cally after performing a self-test. As soon as the starting routine is complete,
all error messages on the Local Operating Panel must be acknowledged and
reset.
For detailed information on preparing the engine start, refer to the operating
instructions for the engine.
2012-01-30 - 1.6
7.3.2 Starting block

The engine start is monitored by SaCoSone GENSET. It is not possible to start
the engine if one or several of the following criteria apply:
▪ The turning gear is engaged.

▪ Low prelubrication oil pressure.
7.3 Engine start

▪ Stop by safety system (automatic shutdown).
▪ Emergency stop is active.
▪ Remote-controlled stop sequence is active.
7.3.3 Start menu

The start can be performed at the LOP. The operator can start the engine by
selecting the menu item ENGINE START/STOP SEQUENCE.
The operator must follow the on-screen steps during the starting routine. If a
fault occurs when starting the engine, the start is cancelled and all start
releases are reset. The engine can be restarted as soon as the engine is at a
standstill and the starting block has been cancelled.
Engine start/stop menu The following functions are available via the menu buttons. In this case, only
the button for the necessary action is active at any time:
▪ START
▪ STOP
▪ RESET
▪ SHOW BLOCKINGS
▪ CONFIRMATION
Start engine 1. Press the ENGINE START/STOP button in the MAIN MENU.
The ENGINE START/STOP SEQUENCE menu item appears.

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2. Make sure that the manual turning operation has been performed.

3. If starting blocks are present, press the SHOW BLOCKINGS button to

display the list of active blocks. If not, continue with step 7.
7.4 Engine stop
4. Correct all starting blocks.

5. Press the ENGINE START/STOP button in the START
BLOCKING/FAILURE menu.
6. Press the START button.
7. Press CONFIRMATION. The engine is started.
Starting error Possible faults that can lead to the starting operation being aborted are:
▪ Insufficient engine prelubrication pressure.
▪ Starting speed not reached.
▪ Minimum speed not reached within a specific period.
▪ Double Pickup Error: If both speed sensors malfunction, the engine will
not start. An error message will not be displayed!
7.4 Engine stop

The engine stop is triggered by the Control Unit or an external control. The
engine stopping routine is controlled by SaCoSone, which also monitors relu-
brication and post-cooling.
2012-01-30 - 1.6

Stopping the engine. 1. Press the ENGINE START/STOP button in the MAIN MENU.
7.5 Safety functions

The ENGINE START/STOP SEQUENCE menu item appears.
2. Press the STOP button.

3. Press the CONFIRMATION button in the menu.
Follow the on-screen instructions to stop the engine.
Stopping sequence The engine stopping sequence starts when the operator presses the STOP
button in the ENGINE START/STOP SEQUENCE menu. This action must be
confirmed with the CONFIRMATION button to prevent the stop command
from being executed unintentionally.
The filling is set to zero which interrupts the ignition routine. The engine can-
not be restarted while the engine speed is decreasing and before the engine
has come to a standstill.
Once the engine has reached the standstill speed, a monitoring period starts
to verify that the engine is actually at a standstill.

SaCoSone GENSET monitors the operating data of the engine and initiates the
2012-01-30 - 1.6
necessary processes, e.g. alarms and automatic shutdown, if limit values are
exceeded.

7.5.1 Alarms
An alarm is the first level of a safety function and is triggered if the operating
values increase or fall below a specific alarm limit. Alarms are displayed as
messages on the touchscreen.
E.g.: if the main bearing temperature increases, an alarm is triggered once an
alarm limit has been reached. If the increase continues, an automatic shut-
down is initiated.
7.5.2 Automatic shutdown

The safety system of the SaCoSone GENSET monitors the engine operating
values and triggers an automatic shutdown as soon as a limit value is excee-
ded. The engine is then stopped immediately by actuating the stop valve. An
automatic shutdown by the plant control system via binary contacts can also
be configured. In contrast to an emergency stop, an automatic shutdown is
performed by SaCoSone GENSET and not by the user.
The engine is switched off immediately in any of the following cases.
Shutdown criteria The criteria that bring about an automatic engine stop by the safety system
are listed below.
▪ Engine overspeed.
▪ Failure of both speed transmitters.
▪ Lube oil pressure at the engine inlet too low.
▪ HT cooling water temperature at the outlet is high.
▪ High bearing temperature/temperature deviation from Crankcase Moni-
toring System (optional).
▪ High oil mist concentration in crankcase (optional).
▪ Other optional remote-controlled shutdown processes:
- Differential protection.
- Earthing jumper closed.
- Gas leak.
For additional information see list of measuring points (LMC).
Note:
Contrary to information in the turbocharger documentation which

states otherwise, an automatic shutdown does not occur with GenSets
if the turbocharger lube oil pressure is too low! Oil is also supplied to
the turbocharger via the lube oil supply to the engine which means
lube oil pressure is monitored at the engine entry point.
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Shutdown routine If several parameters exceed defined values and this poses a risk of damage
(e.g.: overspeed, extremely low lube oil pressure), an engine stop is required.
The safety system stops the engine automatically.
Following an automatic shutdown, the operation must be acknowledged and
reset at the touchscreen.


7.5.3 Emergency stop
In cases where physical injury or engine damage is iminent, the engine must
be switched off immediately. The emergency stop effects an immediate shut-
down of the engine. The emergency stop does not depend on operating
rights and can be triggered from any operating station.
Location of emergency stop An EMERGENCY STOP pushbutton is mounted on the Control Unit. Addi-
devices tional emergency stop buttons (not included in the MAN Diesel & Turbo
scope of delivery) can be installed in machine or control rooms.
Emergency stop at Control Press the EMERGENCY STOP pushbutton on the Control Unit. The engine is
Unit switched off immediately.
The button engages and must be pressed again before the emergency stop
can be reset via the touchscreen.
7.5.4 Request for a load reduction

A load reduction is requested by the higher-level control system. This request
is transmitted via a potential-free binary contact. As soon as the higher-level
control system receives the signal, the engine load must reduce to 60 %.
Request by the VIT
Only applies for engine type L32/40

The function described below only exists in engine type L32/40!
The actual position of the VIT servo-drive is monitored. If the signaled posi-
tion does not correspond to the target position of the VIT (a positioning delay
is also taken into account), the VIT automatically changes to emergency
mode. In emergency mode, the VIT is moved to a safe position (2GOS1028)
in which safe operation of the engine is guaranteed.
A load reduction is requested if:

▪ the VIT does not reach the safe position in emergency mode. This is indi-
cated by the on-screen message 40580 -RED: EMERGENCY MODE
ERROR.
▪ SaCoSone GENSET identifies a CAN communication error with the PLC
inside the VIT cabinet.
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▪ there is no power supply to the VIT cabinet.

The positioning error, emergency mode error and communication error can
be acknowledged and reset at the touchscreen at any time. The VIT reverts
to normal operation and attempts to reach the target position. If this is not
possible, the error will occur again.

Request when exhaust gas temperature at turbocharger inlet is too

high
Applies only for engine types L27/38 and L32/40 with DNV
classification
The request for load reduction described below only applies for engine
types L27/38 and L32/40 and a DNV classification (Det Norske Veritas).
The function is activated automatically when the parameter for the
classification society is set to DNV.
As soon as the exhaust gas temperature at the turbocharger inlet exceeds

the corresponding limit, SaCoSone GENSET requests a load reduction from
the higher-level control system.
7.5.5 Emergency Generator Mode

In Emergency Generator Mode, the operator can override the safety func-
tions of SaCoSone GENSET in critical situations (when entering the port, when
navigating difficult passages, etc.). Emergency Generator Mode is available
for the following safety functions:
▪ Automatic shutdown.
▪ Automatic load reduction.
IMPORTANT!
Emergency Generator Mode must be activated as a preventative
measure before a safety function is triggered.
If Emergency Generator Mode is activated, this does not reset the
safety functions that have already been triggered
Sequence Emergency Generator Mode is activated from afar as a preventative measure

before carrying out difficult manoeuvres.
When the Emergency Generator Mode is activated, this is signalled via the
MODBUS and displayed at the LOP.
If an automatic stop or load reduction alarm is triggered in Emergency Gen-
erator Mode, this is signalled via the MODBUS and displayed at LOP.
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7.5.5.1 Activation of Emergency Generator Mode
Total loss due to incorrect operation

The Emergency Generator Mode function represents a major
intervention in the safety system.
Safety functions that are otherwise implemented automatically to
protect the engine are suppressed.
Only a warning is displayed, the operator himself then decides what
action to take in relation to shutting down the engine or reducing the
load and, if this is necessary, does so manually. The operator therefore
assumes responsibility for all consequences and damage arising as a
result of these actions!
The Emergency Generator Mode button(s) (not included in the MAN Diesel &
Turbo scope) is (are) on the bridge. The Emergency Generator Mode is acti-
vated when the button is pressed.
If Emergency Generator Mode is already active when the engine is started,

the speed governor attempts to bring the engine up to its rated speed as
quickly as possible. This function is intended for use in emergencies, e.g.
black out.
The information that Emergency Generator Mode has been activated

appears in the MAIN MENU.
The corresponding alarm message appears in the Alarm Bar.

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7.6 Speed control
7.5.5.2 Deactivation of Emergency Generator Mode
Press the Emergency Generator Mode button again to cancel Emergency

Generator Mode.
7.6 Speed control

The operator can regulate the engine speed manually at the Control Unit
(CU). The engine speed can also be regulated using an external control sys-
tem.
Important!
Operating rights required. The speed of the engine can only be
controlled from the operating station if the operating rights have been
assigned to it.
7.6.1 At the Control Unit

The operator can control the speed of the engine via the LOWER/RAISE
rotary switch at the Control Unit.
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Reducing the speed Turn the LOWER/RAISE rotary switch to LOWER and hold. The speed
reduces incrementally for as long as the switch is held at LOWER.
Increasing the speed Turn the LOWER/RAISE rotary switch to RAISE and hold. The speed increa-
ses incrementally for as long as the switch is held at RAISE.

7.6 Speed control

7.6.2 At an external control
For information on regulating the speed via an external control, refer to the
manufacturer's operating instructions.

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8 Functions of the touchscreen

8.1 Layout of the display
1 Header 4 Alarm line

2 Status line 5 Horizontal navigation bar
3 Info panel
8.1.1 Header
A brief description of the current page appears in the header.
If the contents take up more than one page, the page number and total
number of pages is displayed on the left.
The addresses of PrimeServ facilities can be displayed via the MAN Logo. 2012-01-30 - 1.6


Additional service centres Press the relevant flag to display the information for service centres in Den-
mark, France or the United Kingdom.
Press the WORLDWIDE button in the navigation bar to display an overview of
service telephone numbers worldwide.

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8.1.2 Status line

The status line is below the header. It contains the following data:
▪ engine speed in rpm
▪ filling in %.

8.2 Buttons and display elements
8.1.3 Info panel

The layout of the info panel is different on each page. Menus and overviews
of measured values are displayed.
You can jump to the required menu by pressing the relevant button in the
info panel, e.g. in the MAIN MENU (see above).
8.1.4 Alarm line

The alarm line is below the info panel. The most recent alarm is displayed
here. The alarm line is always in the same place.
8.1.5 Horizontal navigation bar

The horizontal navigation bar is below the alarm line and contains menu and
function buttons that vary depending on which menu is displayed.
8.2.1 General information

Active & inactive Standard of a button in the
buttons info panel. Press the button to start the corresponding func-
tion.
If the text is greyed out, the function is not available.

Empty buttons Buttons without text have no function assigned to them and
serve only as placeholders.
8.2.2 Buttons in the navigation bar

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Important menus Buttons for important menus can be found in the navigation bar.

Press this button to display the MAIN MENU.

Press this button to display the MAIN OVERVIEW.
Navigation The LAST SCREEN button appears in every menu.

You can scroll back through the last nine pages that were displayed.
Press the button once to go back on page.
The following buttons are displayed if the overview takes up more than one
page:
Press this button to go back to the previous page (only menus with
more than one page).
Press this button to go to the next page (only menus with more than
one page).
8.2.3 Displaying measured values

Speed indication The speed is displayed via a tachometer and as an absolute value
Different colours are assigned to the speed ranges.

Colour Speed range
Green Rated engine speed.
Yellow Abnormal engine speed:
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Only during engine starts / stops.

Red Overspeed.
Temperatures and pressures Temperatures and pressures are displayed in the form of bar charts and as
an absolute value. The colour of the bar indicates the following states:

Green:
8.3 Main Overview
Sensor OK
Value OK
Yellow:
Alarm
Red:
Automatic shutdown or load reduction.
8.2.4 Status display

Pump status All electric pumps that are controlled and monitored by SaCoS are displayed
in a separate menu. The corresponding symbol is green while the pump is
running, otherwise it is grey.
Pump on
Pump off
Status LED The status of several functions is indicated by the colour of an LED:
Green:
▪ Automatic control
▪ Function OK
▪ Operation is active
Red:
▪ Alarm(s) (an error has occurred)
▪ Function suppressed / blocked
▪ Critical state
No colour:
▪ Operation is inactive.
8.2.5 Input fields and on-screen keypad

The operator can modify a number of default values. Every value displayed
on a white background can be modified by touching the field.
The on-screen keypad via which new values can be entered appears. The
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on-screen keypad also shows the permissible range of the value selected.
8.3 Main Overview

When the SaCoSone GENSET is started, the display switches on automati-
cally and the MAIN OVERVIEW appears.

It is possible to jump to the MAIN OVERVIEW from other menus by pressing

the button with the same name in the navigation bar.
8.3 Main Overview

The MAIN OVERVIEW shows the most important operating values:
1 Engine speed 4 Status line

2 Info panel 5 Alarm line
3 Start status 6 Navigation bar
The following functions are described in separate chapters and are therefore
not dealt with here:
▪ Engine speed (see chapter "Layout of display")
▪ Alarm line (see chapter "Layout of display")
▪ Navigation bar (see chapter "Layout of display")
8.3.1 Info panel

Important operating values of the engine are displayed in the info panel.
Depending on the engine configuration, these include:
▪ ENGINE SPEED in rpm.
▪ SPEED TC (turbocharger speed) in rpm.
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▪ HT-COOL.WATER ENGINE INLET pressure in bar (psi).

▪ STARTING AIR pressure in bar (psi).
▪ LUBE OIL ENGINE INLET outlet pressure in bar (psi).
▪ LUBE OIL FILTER INLET pressure in bar (psi).
▪ LT-CW CA-COOLER INLET pressure after cooler in bar (psi).

▪ CHARGE AIR COOLER OUTLET in bar (psi).

8.4 Main Menu
▪ LUBE OIL TC INLET pressure in bar (psi).

▪ FUEL OIL ENGINE INLET pressure in bar (psi).
▪ ALTERNATOR POWER in KW.
▪ WORKING HOURS in h.
8.3.2 Start status

The START STATUS field is on the info panel. It shows current messages on
operations that are currently active in the engine.
▪ START PREPARATIONS
Engine prelubrication and preheating in progress.
▪ ACCELERATION
Engine starting routine in progress.
▪ RUNNING
Engine running; engine stop is blocked (e.g. by engaging clutch).
▪ ENGINE IS STOPPING
Engine stopping routine is in progress.
▪ STANDSTILL
Engine at standstill.
8.3.3 Status line

The status line shows the status of operations and settings.
8.4 Main Menu

Access Press the MAIN MENU button to access the main menu. This button
appears on the bottom left of each screen page.
The main menu appears.

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Each button in the info panel provides a link to the corresponding submenu.

8.5 Main functions

8.5 Main functions
This chapter describes the following functions of the MAIN MENU:
▪ Exhaust gas
▪ VIT
▪ Fuel
▪ Cooling water
▪ Air
▪ Lubricating oil
▪ Media overview
▪ Engine status
▪ Accessories on the engine
▪ Cylinder lubrication (L32/40)
▪ Generator (only if SaCoSone GENSET is monitoring the alternator temper-
ature).
▪
The following menus are described in other chapters:
▪ Alarm groups
see chapter "Alarm handling".
▪ Misc
see chapter "MISC".
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▪ Engine start/stop
see chapter "Start menu".

8.5 Main functions
8.5.1 Exhaust gas

Access Press the EXHAUST GAS button in the MAIN MENU.
Temperature values The EXHAUST GAS menu appears.

The exhaust gas temperature values are displayed as an absolute value and
in the form of a bar chart.
The exhaust gas temperature of every cylinder is displayed. The temperature

of the exhaust gas when it enters and exits the turbocharger is also dis-
played. Mean value deviations and the sensor status can also be displayed in
this menu by pressing the relevant buttons in the navigation bar.
Mean value deviation To display mean value deviations of the measured values, press MEAN
VALUE DEVIATION in the navigation bar.
The exhaust gas temperature deviation is displayed per cylinder in the form
of a bar chart. The maximum permissible deviation appears at the top of the
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scale, the mean value appears below this and the minimum permissible devi-
ation appears at the bottom.

Exhaust gas temperatures at the turbocharger inlet and outlet are not inclu-
ded in monitoring of the mean value deviation.
8.5 Main functions

Sensor Status Press the SENSOR STATUS button in the horizontal navigation bar.
The status of the exhaust gas temperature sensors is now displayed as text
on the screen.

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The sensor status is indicated by the following messages:

Status message Meaning

8.5 Main functions
OK Sensor is working. No alarms due to wire break, etc.

SENSOR FAULT Sensor fault: wire break or malfunction.
PRE_ALARM MAX/MIN The value measured by the sensor is lower or higher
than the minimum or maximum pre-alarm value.
PRE_ALARM MVD The value measured by the sensor has exceeded the
maximum permissible mean value deviation. A pre-alarm
is triggered.
SLOW DOWN MAX/MIN The value measured by the sensor has exceeded the
maximum or minimum slow down value.
SLOW DOWN MVD The value measured by the sensor has exceeded the
minimum permissible mean value deviation. A pre-alarm
is triggered.
SHUTDOWN MAX/MIN The value measured by the sensor is lower or higher
than the minimum or maximum shutdown value.
SHUTDOWN MVD The value measured by the sensor has exceeded the
maximum permissible mean value deviation for shut-
down.
CUT-OFF The sensor has delivered an implausible value and is
therefore being excluded from the mean value calcula-
tion.
Important note:
Measured values are no longer displayed if a sensor error alarm or a
sensor cut-off alarm occurs. The value "0" is displayed instead. The
error messages for the sensor error alarm and sensor cut-off alarm
must therefore always be acknowledged and reset. Measured values
will only be displayed again once this has been done.
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8.5 Main functions

8.5.2 VIT
Access Press the VIT button in the MAIN MENU.
Example The VIT menu is displayed.

The overview shows all VIT relevant values and status, as well as the injection
position.
In addition, the VIT-reference value and the position feedback signal are dis- 8 Functions of the touchscreen
played.
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8.5 Main functions
8.5.3 Fuel
Access Press FUEL button in MAIN MENU.
Example The FUEL menu is displayed.

All measured values are absolute and are displayed graphically in the form of
a bar chart. The type of fuel (HFO / MDO) is also displayed.
The values displayed may vary depending on the engine configuration.

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8.5 Main functions

8.5.4 Cooling water
Access Press the COOL.WATER (cooling water) button in the MAIN MENU.
Example The COOL. WATER menu is displayed.

a bar chart.
Display of A pump symbol indicates the status of the HT cooling water preheating:
HT cooling water preheating
HT cooling water preheating requested. Pump is running.
No preheating request. Pump at standstill.
Status of thermostat The following status of the thermostat can be displayed:

Normal operation
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Thermostat (TSH12) at the engine inlet has triggered a shutdown (HT

cooling water temperature). An alarm message is displayed.

8.5 Main functions
8.5.5 Air
Access Press the AIR button in the MAIN MENU.
Example The AIR menu is displayed.

a bar chart.
The values displayed vary depending on the engine configuration.

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8.5 Main functions

8.5.6 Lube Oil
Access Press the LUBE OIL button in the MAIN MENU.
Example The LUBE OIL menu is displayed.

a bar chart.
Display values vary depending on engine configuration.

Status of pressure switch The LED indicates whether the pressure triggered a shutdown due to insuffi-
cient lube oil pressure at the engine inlet.
Normal operation
Pressure switch has triggered a shutdown. Lube oil pressure is too

low. An alarm message is indicated.
Lube oil pump request The status of the lube oil is represented by means of a pump symbol:
Pump is running.
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Pump is in standstill.

8.5 Main functions
8.5.7 Media overview

Access Press the MEDIA OVERVIEW button in the MAIN MENU.
The MEDIA OVERVIEW menu appears.

Media overview - screen 1 of 2
▪ Fuel values
▪ Air values
▪ Cooling water values
▪ Lubricating oil values.
Press the NEXT button to display MEDIA OVERVIEW screen 2 of 2.
Media overview - screen 2 of 2

▪ Charge air values
▪
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Alternator values
▪ Performance data
▪ Speed values.

8.5 Main functions

Press BACK to go back to screen 1 of 2.

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8.5 Main functions
8.5.8 Engine status

Access Press the ENGINE STATUS button in the MAIN MENU.
Example The ENGINE STATUS menu appears.

This screen page provides an overview of the switching state of the engine's
digital outputs. If a status LED lights up, the corresponding signal is forwar-
ded to an external control system.
The LOAD REDUCTION REQUEST line is only displayed with L32/40 engines
as these are the only models in which the VIT can trigger a request for load
reduction.
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8.5 Main functions

8.5.9 Equipment attached to the engine
Access Press the ENGINE ATTACHED EQUIPMENT button in the MAIN MENU.
Example The ENGINE ATTACHED EQUIPMENT menu is displayed.

An overview of the accessories attached to the engine appears. If the LED
lights up, the component is installed.
The LED in the DROOP/ISOCHRON MODE line lights up green when the
engine is running with isochronous load distribution.

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8.5 Main functions
8.5.10 Cylinder lubrication (L32/40)

Access Press the MANUAL OPERATIONS button in the MAIN MENU.
Example
The MANUAL OPERATIONS menu appears. The content of the info panel
depends on the type of engine.
This function and corresponding buttons is not available for engine types
L16/24, L21/31 and L27/38.
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Special feature of L32/40
8.5 Main functions

The buttons via which cylinder lubrication is manually controlled are only
available with L32/40. The operating status of the cylinder lubrication is also
displayed. The available buttons have the following functions:
Activation/deactivation of manual cylin-
der lubrication.
Cylinder lubrication: change to automatic

mode.
In automatic mode, the cylinder lubrica-
tion only operates when the engine load
is higher than 50 %.
Cylinder lubrication: change to run-in
mode. 8 Functions of the touchscreen
In run-in mode, the cylinder lubrication
operates continuously irrespective of the
engine load when the engine is started.
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8.5 Main functions
8.5.11 Generator
Access Press the ALTERNATOR button in the MAIN MENU.
Example The ALTERNATOR menu is displayed.

This display overview shows the bearing and winding temperatures of the
alternator if the sensors are connected to the SaCoSone.
The display values vary depending on the which sensors are installed with
the alternator.
The values that are displayed depend on which sensors are installed with the
alternator.
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8.6 MISC
8.6 MISC
The MISC menu and the following submenus are described in this chapter:
▪ Date / Time
▪ Diagnosis display
▪ Screen brightness adjustment
▪ Project info
▪ Parameters / Emission Identifier
▪ Parametrisation
▪ PLC diagnosis
▪ Service
▪ Language settings.
The ALL ALARMS menu and the processing of alarms is described in the
chapter "Alarm handling".

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8.6 MISC
8.6.1 Overview
Access Press the MISC button in the MAIN MENU.
Example The MISC menu which contains the following overview is displayed.
The individual menus can be accessed via the buttons in the info panel.
Cleaning the touchscreen Press the TOUCHSCREEN CLEANING button in the horizontal navigation
bar to obtain information on cleaning the display.
While this screen is active, all functions of the touchscreen are deactivated
so it can be cleaned without a problem. The buttons are reactivated after 30

seconds and the MAIN OVERVIEW reappears.
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8.6 MISC
8.6.2 Date / Time
Access Press the DATE & TIME button in the MISC menu.
Example The DATE & TIME menu where the date and time can be changed appears.
Current time display The date and time are displayed on the top right-hand side of the info panel.
Changing the date and time The user can change the date and time
1. by tapping the value to be changed.
The on-screen keypad appears.

2. Enter the required value via the on-screen keypad.
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3. Press Enter to confirm the changes.

The on-screen keypad then disappears.
4. Press the ADJUSTMENT OF DATE/TIME button to save the changes.
The new values are saved and applied on the screen.

8.6 MISC
8.6.3 Diagnosis display

Access Press the DISPLAY DIAGNOSTIC button in the MISC menu.
Example The DISPLAY DIAGNOSTIC menu which contains up-to-date information on

the PLC of the Display Module appears.
The following information is displayed:

▪ Type of application (e.g. Genset).
▪ Load of PLC program

▪ CPU temperature.
▪ Firmware version.
▪ Serial no. of module.
▪ PLC software version of CM at the safety system.
▪ Date of programming of DM at the safety system.
▪ Engine information (engine type, number of cylinders, engine serial num-
ber).
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8.6 MISC
8.6.4 Screen brightness adjustment
Access The brightness of the display can be modified as follows:
1. Press the DISPLAY BACKLIGHT CONTROL button in the MISC menu.
Example 1. The DISPLAY BACKLIGHT CONTROL menu with test image and sliding
switch appears.
2. Adjust the display brightness via the "+" or "-" button.

0 %= maximum brightness
100 %= minimum brightness.
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8.6 MISC
8.6.5 Project Info

Access Press the PROJECT INFO button in the MISC menu.
Example The PROJECT INFO menu which shows up-to-date information on the
engine and its software appears.
The following detailed information is shown in this menu:

▪ Type of plant (ship or stationary)
▪ Operating hours (during normal operation)
▪ Operating hours with overload

▪ PLC Software versions
▪ Date when parameters were last set
▪ Version of display software
▪ Engine details
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8.6 MISC
8.6.6 Parameters / Emission Identifier
Access Press the PARAMETERS / EMISSION IDENTIFIER button in the MISC menu.
Example The PARAMETERS / EMISSION IDENTIFIER menu with the IMO-Emission-

Identifier appears.
The time the parameters were last modified is also displayed.

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8.6 MISC
8.6.7 Simulation
Access Press the SIMULATION button in the MISC menu.
The SIMULATION menu is displayed. Different operating values can be simu-

lated in the Simulation menu for testing operation.
Deactivating the wire break Press the DISABLE REMOTE SIGNALS WIRE BRAKE SUPERVISION button
monitoring system to switch off the wire break monitoring of digital remote signals.
Test of engine overspeed The purpose of the TESTBED OPERATION function is to test the shutdown
shutdown function if the engine is overspeeding. When testing the engine overspeed
shutdown, the overspeed shutdown limit is lowered to 85 %. This means the
shutdown is triggered before the engine reaches its rated speed and can be
tested without putting the engine in a potentially dangerous operating state.
1. Press the TESTBED OPERATION button to display the OVERSPEED
ENGINE TEST button.
2. Press the OVERSPEED ENGINE TEST OFF button to start the test.
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3. The appearance of the button changes while this function is active.

Press the button again to deactivate the function.
8.6 MISC
Test of turbocharger The purpose of the TESTBED OPERATION function is to test the shutdown
overspeed shutdown function if the turbocharger is overspeeding. When testing the turbocharger
overspeed shutdown, the overspeed alarm limit is lowered to 20 %. This
means the shutdown is triggered before the turbocharger reaches its rated
speed and can be tested without putting the turbocharger in a potentially
dangerous operating state.
1. Press the TESTBED OPERATION button to display the OVERSPEED
TC TEST button.
2. Press the OVERSPEED TC TEST OFF button to start the test.
3. The appearance of the button changes while this function is active.
Press the button again to deactivate the function.

Releasing the safety system This function makes it possible to test several functions of the safety system
with the engine at a standstill, as otherwise these functions could only be
tested with a specific filling or engine speed with the engine running. The
safety system can therefore be released manually when the engine is at a
standstill.
Safety system is not released for the test
operation.
Safety system is released for the test

operation.
It is deactivated automatically after 30
minutes.
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8.6 MISC
8.6.8 Parametrisation
The PARAMETERS SETTING menu is a screen that provides an overview of
all engine-specific parameters. Most of these parameters are preset and, in
contrast to the speed governor parameters, cannot be modified by the user.
Caution!
Data loss causes engine trouble!
Once a defective module has been replaced, it may not be possible to
restore the most recent parameters. If the parameters are set
incorrectly this can lead to problems with engine operation.
• Make a note of all parameters in the tables in the chapter
"Documentation of engine configuration".
• Each time a parameter is changed it is necessary to perform a backup
afterwards.
Displaying the menu Press the PARAMETERS SETTING button in the MISC menu.
Screen page 1/4 PARAMETERS shows the engine and system-specific

parameters in addition to preset parameters.
2012-01-30 - 1.6
Screen 2/4 PARAMETERS contains info parameters.

8.6 MISC
Screen 3/4 Governor PARAMETERS provides an overview of all parameters
relevant to the speed governor.
The user can change these values.
The chapter "Adjusting the speed governor parameters" provides an exact

description of how to make and restore the standard parameter settings.

2012-01-30 - 1.6

Screen 4/4 PLC PARAMETERS provides an overview of all parameters for

the communication protocol and static pressures. These parameters can be
8.6 MISC
modified by the user.

For details on the communication protocol setup, refer to the chapter "Con-
figuration of the modbus interface"
2012-01-30 - 1.6

8.6 MISC
8.6.9 Starting blocks and errors (optional)
Access Press the START- / BLOCKINGS & FAILURES button in the ENGINE START/
STOP SEQUENCE menu.
Example The START- / BLOCKINGS & FAILURES menu appears. This overview con-
tains all active starting blocks (i.e. criteria that prevent an engine start) and
starting errors (i.e. criteria that lead to the starting process being aborted).

2012-01-30 - 1.6

8.6 MISC
8.6.10 PLC diagnosis

Access Press the PLC DIAGNOSTIC button in the MISC menu.
or:
Press the PLC DIAGNOSTIC button in the navigation bar of the PROJECT
INFO menu.
Example The PLC DIAGNOSTIC menu is displayed.

Functions of the buttons A range of information on the modules and their features (firmware and soft-
ware) can be displayed in this menu.
2012-01-30 - 1.6

Press this the button to display the over-
8.6 MISC
view:
PLC-DIAG.: ENGINE CONTROL (-CM-).
view:
PLC-DIAG.: DISPLAY MODULE (-DM-).
view:
PLC-DIAG.: GATEWAY MODULE (-
GM-).
PLC diagnosis: engine The example shows the overview PLC-DIAG.: ENGINE CONTROL (-CM-).
control (example)
The following information is displayed here:

▪ Type of engine installation (marine/stationary/GenSet)
▪ Relative load of PLC program
▪ CPU temperatures
▪ Emission Identifier (only Control Module)
▪ Firmware version
▪ Serial number of module
▪ Version of PLC software
▪ Date of parametrisation
▪ Engine type
▪ Engine number
2012-01-30 - 1.6
Note:
The information in the PLC-DIAG.: Display Module (-DM-) overview in
virtually identical, apart from the Emission Identifier!

PLC diagnosis: The example screenshot shows the PLC-DIAG.: ENGINE CONTROL (-GM-)
overview. The PLC-DIAG. Display Module (-DM-) overview contains virtually
8.6 MISC
Gateway Module (example)

the same information.
The following information is displayed:

▪ Type of engine installation (marine/stationary/GenSet)
▪ Relative load of PLC program
▪ CPU temperatures
▪ Ethernet addresses and subnet masks
▪ Firmware version
▪ Serial number of module
▪ Version of PLC software
▪ Date of parametrisation
2012-01-30 - 1.6

8.6 MISC
8.6.11 Service screens
Access Press the SERVICE PAGES button in the MISC menu.
Example The SERVICE PAGES menu consists of four pages and is displayed
Service page 1 of 4 Page 1 contains an overview of all measured values
Service page 2 of 4 The current status of the digital inputs is shown on page 2.
2012-01-30 - 1.6

8.6 MISC
Service page 3 of 4 The current status of the digital outputs is shown on page 3.
Service page 4 of 4 The current status of the analogue outputs is shown on page 4.
2012-01-30 - 1.6

8.6 MISC
2012-01-30 - 1.6

8.6 MISC
8.6.12 Language selection

The SELECT LANGUAGE menu has two functions:
▪ Language selection
▪ Adjusting units of measurement
Available languages The following languages are available.
(standard) ▪ English
▪ German
▪ Portuguese
▪ Spanish
Selecting the menu language 1. Press the SELECT LANGUAGE button in the MISC menu.
2. Tap the flag of the relevant country to select a language. The language
selected is displayed in the CURRENT LANGUAGE field and saved
automatically.
Example English has been selected in this example.
Adjusting the units of The following engine data (temperatures and pressures) can be modified:
2012-01-30 - 1.6
measure ▪ Temperatures: °C, °F

▪ Pressure: bar, psi, kg/cm², Mpa
The required unit of measure can be selected via the various buttons. This is
saved automatically and the corresponding button for the unit selected fades
out.

8.6 MISC
2012-01-30 - 1.6

9 Alarm handling
9.2 List of all alarms
9.1 Alarm line

The alarm line appears below the info panel on almost every screen page.
The most recent active alarm is always displayed in this line.
9.1.1 Display of alarms

Colours Once an alarm has been acknowledged, the text colour changes from white
to yellow. The alarms are also labelled using symbols.
Examples Grey, empty alarm line: No active alarm.
Alarm is active but has not yet been acknowledged: White alarm message in
red
alarm line
Alarm has been acknowledged but is still active: Yellow alarm message in
blue
alarm line.
9.1.2 Acknowledgement of alarms in the alarm line

The alarm currently displayed in the alarm line can be acknowledged as fol-
lows:
1. Tap the alarm line to highlight the alarm.
The alarm line turns blue.
2. Press the ACK button.
The alarm has now been acknowledged.
3. If additional alarms are active, the most recent alarm is now displayed in
the alarm line. Otherwise the most recent acknowledged alarm is dis-
played.

9 Alarm handling
2012-01-30 - 1.6
9.2.1 Accessing the list

Press the ALL ALARMS button (appears at the bottom left of nearly every
screen page).

or:

Press the ALARM GROUPS button in the MAIN MENU.
or:
Press the ALL ALARMS button in the MISC menu.
The LIST OF ALL ALARMS is an overview of all alarms that are currently
active. Alarms can only be acknowledged in this menu.
The alarms are sorted according to status (active / inactive) and triggering
time. The most recently triggered alarm is right at the top of the list.
9 Alarm handling
Important!
Alarms can only be acknowledged in the LIST OF ALL ALARMS. To
2012-01-30 - 1.6
reset an alarm, the corresponding alarm group must first be selected

via the navigation on the right-hand side of the menu.
Colour of alarm lines Once an alarm has been acknowledged, the text colour changes from white
to yellow. The alarms are also labelled using symbols.

The alarm which is currently selected is displayed as yellow text on a brown

background.
Alarm is active but has not yet been acknowledged:

white alarm message in red alarm line:
Alarm has been acknowledged but is still active:

yellow alarm message in blue alarm line
Note:
Reset alarms are moved automatically to HISTORY.
Alarm groups The alarm list can only be sorted using the grey alarm group buttons (right).
Only alarms in the selected groups are displayed.
Button Alarm group Description of alarm group
A Automatic shutdowns -SafSys-
B Reducing –SafSys-
C System alarms –SafSys-
D System alarms -E.C.-
E Pre-alarm –AlSys-
F System alarms –AlSys-
All groups List of all alarms

9 Alarm handling
Note
2012-01-30 - 1.6
The description of the displayed alarm groups also appears in the title
line.
The alarm groups are also described in the TROUBLESHOOTING menu
(see chapter "Troubleshooting").


9.2.2 Resetting alarm messages
An alarm can only be reset once it has been acknowledged and its
cause has been eliminated. There are acknowledge buttons in several
menus.
Acknowledge The ACK button in the List of All Alarms/Alarm groups acknowledges all
alarms that are currently displayed.
In all other menus, the ACK button acknowledges the alarm which currently
appears in the alarm line.
Ack button in the navigation bar.
Reset Alarms can be reset in the alarm groups menu.
Caution!
The RESET button does not just reset one alarm! This button resets all
group alarms that are displayed. If the number of active alarms
exceeds one screen page, repeat the reset procedure until no more
alarms are active.
1. Eliminate the cause of the alarm.

2. Press the RESET button in the navigation bar.
All acknowledged alarms on the screen are now reset.
9.2.3 History
HISTORY contains additional information on the alarms. It contains the date
and time of the following events:
▪ Alarm triggered
▪ Alarm acknowledged
▪ Alarm reset
▪ Alarm removed from the alarm list
Press the HISTORY button in the navigation bar of the LIST OF ALL
ALARMS.
9 Alarm handling
2012-01-30 - 1.6
The history page structured in a similar manner to the alarm list. The time
stamps for the various events can be displayed by pressing the grey buttons
in the navigation bar on the right.
INTO button If you press the grey INTO button, the text changes and so does the time
stamp in the alarm line.

This means you can call up the following four time stamps consecutively by
pressing this button:
INTO = alarm trigger time (white on red background).

ACK = time the alarm was acknowledged (yellow on blue background)
OUTOF = time the alarm was deactivated (black on grey background)
RESET = time the alarm was reset (orange on grey background).
9.2.4 Troubleshooting
The Help button can be found on the bottom right of the LIST OF ALL
ALARMS and the ALARM GROUPS menu. In other menus this can be found
in the navigation bar.
Access Press the Help button.
Example The ALARM-TROUBLESHOOTING menu is displayed.
Alarm abbreviation Press the ALARM ABBREVIATIONS button.

9 Alarm handling
2012-01-30 - 1.6

Page 1 of 3 shows a list of all abbreviations that appear in the alarm mes-
sages.

The index of abbreviations is continued on page 2 of 3.
9 Alarm handling
2012-01-30 - 1.6

The alarm groups are described on page 3 of 3.

9.4 Alarm messages
Press the ALARM GROUPS ABBREVIATIONS button in the ALARM-TROU-

BLESHOOTING menu to go directly to page 3 of 3.
9.3 Common Alarm

A common alarm is always output if a new system alarm of the safety system
(alarm group C), a new pre-alarm of the alarm system (alarm group E) or a
system alarm of the alarm system (alarm group F) occurs.
The higher-level control system detects a new alarm on the falling edge.
9 Alarm handling
2012-01-30 - 1.6
9.4 Alarm messages

All alarm messages that can appear on the display are listed in the following
table:

Alarm messages
9.4 Alarm messages

40500 -SD EC-SYS: HT-CW TEMP. ENGINE OUTLET HIGH (CMS) SET:
40501 -OVRD SD EC-SYS: HT-CW TEMP.ENG.OUTL. HIGH (CMS) SET:
40502 -SD EC-SYS: LUBE OIL PRESS. OUTL. FILTER LOW (CMS) SET:
40503 -OVRD SD EC-SYS: LUBE OIL PRESS.OUTL.FILTER LOW (CMS) SET:
40504 -SD: ENGINE OVERSPEED SET:
40506 -SD EC-SYS: ENGINE OVERSPEED (CMS) SET:
40532 -SD: HT-CW TEMP. ENGINE OUTLET HIGH
40533 -OVRD SD: HT-CW TEMP. ENGINE OUTLET HIGH
40534 -SD: LUBOIL PRESS. ENGINE INLET LOW
40535 -OVRD SD: LUBOIL PRESS. ENGINE INLET LOW
40536 -SD: REMOTE SHUTDOWN
40548 -SD: EMERGENCY SHUTDOWN ACTIVE
40549 -SD: STOP FAILURE
40550 -SD: DOUBLE PICK-UP ERROR
40551 -SD: ACTUATOR ERROR
40552 -SD: EMERGENCY STOP BUTTON ON ENGINE
40553 -SD: GOVERNOR MAJOR ALARM
40554 -SD: DOUBLE PICK-UP ERROR
40556 -SD: HIGH OIL MIST LEVEL (OMD)
40557 -OVRD SD: HIGH OIL MIST LEVEL (OMD)
40558 -SD: HIGH BEARING TEMP. (CCMON)
40559 -OVRD SD: HIGH BEARING TEMP. (CCMON)
40562 -SD: CHARGE AIR SHUTOFF FLAP ACTIVATED
40563 -SD: CHARGE AIR RELIEF VALVE ACTIVATED
40564 -SD IM: MAJOR ALARM
40565 -SD IM: ENGINE OVERSPEED
40566 -SD IM: DOUBLE PICK-UP ERROR
40567 -SD IM: CYLINDER FAILURE
40568 -SD IM: INTERNAL ERROR
40580 -RED: VIT EMERGENCY MODE ERROR
40581 -OVRD RED: VIT EMERGENCY MODE ERROR
40582 -RED: CR PRESSURE LIMITING VALVE OPEN
9 Alarm handling
40583 -OVRD RED: CR PRESSURE LIMITING VALVE OPEN

2012-01-30 - 1.6
40584 -RED: VIT OUT OF ORDER

40585 -OVRD RED: VIT OUT OF ORDER
40586 -RED: EXHAUST GAS TEMP. HIGH -TC INLET TAH62-2
40587 -OVRD RED: EXHAUST GAS TEMP. HIGH -TC INLET TAH62-2
40596 -DM: SF TSH12 HTCW OUTLET ENGINE THERMOSTAT

Alarm messages
9.4 Alarm messages
40597 -DM: SF PSL22 LUBE OIL INLET ENGINE PRESSURE SWITCH

40598 -DM: SF TSH27-29 CCMON - HIGH ALARM
40599 -DM: SF ZS27-29 CCMON - SYSTEM FAILURE
40600 -DM: SF ZS82 EMERGENCY STOP ON ENGINE
40603 -DM: SF SE-90-1 FAILURE PICK UP 1
40604 -DM: SF SE-90-2 FAILURE PICK UP 2
40605 -DM: SF LSL92 HIGH OIL MIST LEVEL SIGNAL
40606 -DM: SF ZS92 OMD - SYSTEM FAILURE
40607 -DM: SF CHARGE AIR SHUT OFF FLAP
40608 -DM: SF CHARGE AIR BLOW OFF VALVE
40609 -DM: SF REMOTE SHUTDOWN
40610 -DM: WIREBRAKE SUPERVISON OF REMOTE SIGNALS DISABLED
40611 -DM: FAILURE AT PO1 - EMERGENCY STOP VALVE
40644 -DM: CAN 1 ERROR
40645 -DM: CAN 2 ERROR
40646 -DM: CMS COMMUNICATION FAILURE
40647 -DM: ETHERNET COMMUNICATION FAILURE (Modbus)
40648 -DM: EMERGENCY GENERATOR MODE ACTIVE
40649 -DM: PARAMETER ERROR SAFETY SYSTEM
40652 -DM: CCMON - SYSTEM FAILURE
40653 -DM: OMD - SYSTEM FAILURE
40676 -CMS: HT-CW TEMP. ENGINE OUTLET HIGH SET:
40677 -CMS: LUBE OIL PRESS. OUTL. FILTER LOW SET:
40678 -CMS: ENGINE OVERSPEED SET:
40691 -CMS: PRELUBE PRESSURE LOW SET:
40708 -CMS: OIL MIST LEVEL ALARM (OMD)
40709 -CMS: BEARING TEMP. ALARM (CCMON)
40740 -CMS: SF PT01 LT-CW PRESS. SENSOR
40741 -CMS: SF TE01 LT-CW TEMP. INLET AIR COOLER SENSOR
40742 -CMS: SF PT10 HT-CW PRESS. SENSOR
40743 -CMS: SF TE10 HT-CW TEMP. ENGINE INLET SENSOR
40744 -CMS: SF TE12 HT-CW TEMP. ENGINE OUTLET SENSOR
9 Alarm handling
40745 -CMS: SF SS19 START PREHEATER CONTROL SIGNAL

2012-01-30 - 1.6
40746 -CMS: SF PT21 LUBE OIL PRESS. INLET FILTER SENSOR

40747 -CMS: SF TE21 LUBE OIL TEMP. INLET FILTER SENSOR
40748 -CMS: SF PT22 LUBE OIL PRESS. OUTLET FILTER SENSOR
40749 -CMS: SF PT23 LUBE OIL PRESS. TC SENSOR
40750 -CMS: SF LAH28 HIGH LUBE OIL LEVEL SIGNAL

Alarm messages
9.4 Alarm messages

40751 -CMS: SF LAL28 LOW LUBE OIL LEVEL SIGNAL
40752 -CMS: SF TAH29-27 CCMON ALARM SIGNAL
40753 -CMS: SF ZS30-1 CHARGE AIR BLOW OFF VALVE 1
40754 -CMS: SF ZS30-2 CHARGE AIR BLOW OFF VALVE 2
40755 -CMS: SF PT31 CHARGE AIR PRESS. COOL. OUTLET SENSOR
40756 -CMS: SF TE31 CHARGE AIR TEMP. COOL. OUTLET SENSOR
40757 -CMS: SF SS31 CHARGE AIR PREHEATING SIGNAL
40758 -CMS: SF SS32 JET SYSTEM VALVE
40759 -CMS: SF PT38 AMBIENT PRESS. SENSOR
40760 -CMS: SF TE38 AMBIENT AIR TEMP. SENSOR
40761 -CMS: SF PT40 FUEL OIL PRESS. INLET ENGINE SENSOR
40762 -CMS: SF TE40 FUEL OIL TEMP. INLET ENGINE SENSOR
40763 -CMS: SF LAL42 HIGH FUEL OIL LEAKAGE SIGNAL
40764 -CMS: SF PT43 FUEL OIL PRESS. INLET FILTER SENSOR
40765 -CMS: SF ZT59/ZT45 ALTERNATOR LOAD / FUEL INDEX
40766 -CMS: SF TE60-1 EXHAUST GAS TEMP. SENSOR 1
40775 -CMS: SF TE61 EXHAUST GAS TC OUT SENSOR
40776 -CMS: SF TE62 EXHAUST GAS TC IN SENSOR
40777 -CMS: SF PT70 START AIR PRESS. SENSOR
40778 -CMS: SF ZS75 TURNING GEAR DISENGAGED
40779 -CMS: SF ZS82 EMERGENCY STOP ON ENGINE
40781 -CMS: SF SS83 REMOTE START SIGNAL
40782 -CMS: SF SS83 START SOLENOID VALVE
40783 -CMS: SF SS84 REMOTE STOP SIGNAL
9 Alarm handling
40789 -CMS: SF SE89 TC PICK UP

2012-01-30 - 1.6
40791 -CMS: SF SE90-1 PICK UP 1

40792 -CMS: SF SE90-2 PICK UP 2
40795 -CMS: SF LAH92 OIL MIST ALARM
40797 -CMS: SF ZS97 REMOTE SWITCH
40798 -CMS: SF LAH98 ALTERNATOR-CW LEAKAGE SIGNAL

Alarm messages
9.4 Alarm messages
40799 -CMS: SF TE98-1 ALTERNATOR WINDING TEMP. L1 SENSOR

40802 -CMS: SF TE29-1 ALTERNATOR FRONT BEARING TEMP. SENSOR
40803 -CMS: SF TE29-2 ALTERNATOR REAR BEARING TEMP. SENSOR
40805 -CMS: OVERCURRENT AT DI1 - DI8
40808 -CMS: SF VIT POSITION FEEDBACK SIGNAL
40810 -CMS: SF FE94 CYLINDER LUBRICATION FEEDBACK
40812 -CMS: SF EMERGENCY GENERATOR MODE SIGNAL
40813 -CMS: SF REMOTE RESET OF ALARMS
40814 -CMS: SF SPEED RAISE SIGNAL
40815 -CMS: SF SPEED LOWER SIGNAL
40816 -CMS: SF SWITCH DROOP/ISOCHRONOUS SIGNAL
40817 -CMS: SF GOVERNOR ACTUATOR SIGNAL
40818 -CMS: SF SPEED SETPOINT SIGNAL
40819 -CMS: SF ALTERNATOR POWER SIGNAL
40820 -CMS: OVERLOAD AT PO1 - START VALVE
40821 -CMS: OVERLOAD AT PO2 - STOP VALVE
40822 -CMS: OVERLOAD AT PO3 - JET VALVE
40825 -CMS: OVERLOAD AT PO6 - CHARGE AIR PREHEATING VALVE
40826 -CMS: OVERLOAD AT PO7 - CHARGE AIR BLOW OFF VALVE 1
40827 -CMS: OVERLOAD AT PO8 - CHARGE AIR BLOW OFF VALVE 2
40832 -CMS: SF EXTERNAL ENGINE LOAD SIGNAL
40833 -CMS: SF GOVERNOR MAJOR ALARM
40834 -CMS: SF GOVERNOR MINOR ALARM
40835 -CMS: SF EXTERNAL JET ASSIST REQUEST
40836 -CMS: CAN 1 ERROR
40839 -CMS: DM COMMUNICATION FAILURE
9 Alarm handling
40840 -CMS: RS422/RS485 COMMUNICATION FAILURE

2012-01-30 - 1.6
40841 -CMS: CAN 3 ERROR - VIT COMMUNICATION ERROR

40842 -CMS: CYLINDER LUBRICATION NO FLOW FE94
40843 -CMS: CYLINDER LUBRICATION FAILURE FE94
40844 -CMS: JET SYSTEM ERROR
40845 -CMS: GM COMMUNICATION ERROR

Alarm messages
9.4 Alarm messages

40849 -CMS: VIT POSITIONING ERROR
40851 -CMS: VIT FUSE ERROR
40859 -CMS: LUBE OIL LEVEL HIGH LAH28
40860 -CMS: LUBE OIL LEVEL LOW LAL28
40862 -CMS: FUEL OIL LEAKAGE HIGH LAH42
40867 -CMS: ALTERNATOR-CW LEAKAGE ALARM LAL98
40868 -CMS: START FAILURE
40872 -CMS: ENGINE RUNNING ERROR
40884 -CMS: LT-CW PRESS. LOW PT01
40885 -CMS: HT-CW PRESS. LOW PT10
40886 -CMS: DIFF. PRESS. LUBE OIL FILTER HIGH PT21/PT22
40887 -CMS: LUBE OIL TEMP. INLET FILTER HIGH TE21
40888 -CMS: LUBE OIL PRESS. TC LOW PT23
40889 -CMS: DIFF. PRESS. FUEL OIL FILTER HIGH PT40/PT43
40890 -CMS: FUEL OIL PRESS. INLET ENGINE LOW PT40
40891 -CMS: START AIR PRESS. LOW PT70
40892 -CMS: TC OVERSPEED ALARM SE89
40893 -CMS: LUBE OIL PRESS. ENGINE INLET LOW
40894 -CMS: ENGINE OVERSPEED ALARM SAH81
40895 -CMS: ALTERNATOR WINDING TEMP. L1 HIGH TE98-1
40898 -CMS: ALTERNATOR FRONT BEARING TEMP. HIGH TE29-1
40899 -CMS: ALTERNATOR REAR BEARING TEMP. HIGH TE29-2
40900 -CMS: EXHAUST GAS TEMP. HIGH -CYL. 1 TE60-1

9 Alarm handling

2012-01-30 - 1.6

40910 -CMS: EXHAUST GAS TEMP. HIGH -TC OUTLET TE61
40911 -CMS: EXHAUST GAS TEMP. HIGH -TC INLET TE62
40912 -CMS: EXHAUST GAS TEMP. MVD HIGH -CYL. 1 TE60-1


9.4 Alarm messages

40928 -CMS: FUEL OIL TEMP. ENGINE INLET HIGH TAH40
40932 -CMS: 2LS5080A FUEL OIL LEAKAGE CLUTCH SIDE
40933 -CMS: 3LS5080A FUEL OIL LEAKAGE COUNTER CLUTCH SIDE
40934 -CMS: 4LS5080A INJECTOR- AND PUMP-LEAKAGE
40935 -CMS: 1LS5076A HIGH PRESSURE BREAK LEAKAGE
40936 -CMS: 1LS5077A LEAK LEVEL RAIL A1 HIGH
40941 -CMS: PRESSURE LIMITING VALVE OPEN
40942 -CMS: PRESSURE LIMITING VALVE LEAK
40943 -CMS: 1EZV5078 ERROR FLUSHING VALVE
40948 -IM: MINOR ALARM
40949 -IM: SF SE90-1 PICK UP 1
40950 -IM: SF SE90-2 PICK UP 2
40951 -IM: SF 1PT5076 RAIL PRESSURE SENSOR 1
40952 -IM: SF 2PT5076 RAIL PRESSURE SENSOR 2
40953 -IM: SF ENGINE SPEED SETPOINT
40954 -IM: SF 1ET1096 ALTERNATOR POWER
40956 -IM: SF POWER OUTPUT CHANNEL 1
9 Alarm handling
40964 -IM: ZERO DRIFT 1PT5076 RAIL PRESSURE SENSOR 1

2012-01-30 - 1.6
40965 -IM: ZERO DRIFT 2PT5076 RAIL PRESSURE SENSOR 2

40966 -IM: SENSOR DEVIATION 1/2PT5076 RAIL PRESSURE SENSORS
40967 -IM: RAIL PRESSURE SETPOINT NOT ACHIEVED
40968 -IM: 1FCV5075 SUCTION THROTTLE AT LIMIT
40969 -IM: 1FCV5075 SUCTION THROTTLE BELOW LOW THRESHOLD

40970 -IM: 1FCV5075 SUCTION THROTTLE ABOVE HIGH THRESHOLD
9.5 Abbreviations in the alarm messages

40971 -IM: OVERLOAD
40980 -IM: CAN 1 ERROR
40981 -IM: CAN 2 ERROR
40982 -IM: EARTH FAULT
40996 -IM: INJECTOR VOLTAGE ERROR A
40997 -IM: INJECTOR VOLTAGE ERROR B
40998 -IM: INJECTOR VOLTAGE ERROR C
40999 -IM: INJECTOR VOLTAGE ERROR D
41000 -IM: INJECTOR VOLTAGE ERROR E
41001 -IM: CYLINDER ERROR A1
41012 -CMS: SF 1TE5080 FUEL TEMPERATURE AFTER FLUSH VALVE
41013 -CMS: SF 1TE5081 FUEL TEMPERATURE AFTER SAFETY VALVE
41028 -GM: CAN1 ERROR
41029 -GM: CAN2 ERROR

Abbreviation Meaning
ACO Automatic Change-over
Aft.; AFT. after
ALARM PREPROC. Alarm Pre-processing Unit
AlSys Alarm Pre-processing Unit
AP Alarm Pre-processing Unit
9 Alarm handling
APU Alarm Pre-processing Unit

ATEX-UNIT Atmosphère Explosible Unit
2012-01-30 - 1.6
bef.; BEF. before

C.A. charge-air
CM Control Module
CMS Control Module Small
COMM. communication

COMP. compartment
COMPS. compensation
CONNECT. connection
CR Common Rail
CW cooling water
CYL. cylinder
DEV.; DEVIAT. deviation
DF Dual Fuel
DIFF. difference, differential
DM Display Module
DSENG: disengage
EC-SYST. Engine Control System
EC, E.C. Engine Control
EMERG. emergency
EOP External Operating Panel
ERR. error
EXH. exhaust
FEEDB. ERR. feedback error
FL. flushing
FUNCT. function
FUNCT.ERR. function error
GENER. generator
GM Gateway Module
HP high pressure
HT high temperature
I/O Input/Output
IM Injection Module
LEAK leakage
LEAK:MON-UNIT Leakage Monitoring Unit
LOP Local Operating Panel
LP low pressure
LT low temperature
9 Alarm handling
LUB.; LUBRIC. lubrication

2012-01-30 - 1.6
MED. medium
MVD mean value deviation
OMD oil mist detector
OVRD DSENG override disengage


OVRD RED override reduction request
OVRD SD override shutdown

PGI Performance Gas Injection
PreAl. Pre-alarm
PREPROC. pre-processing
PRESS. pressure
QCO Quick Change-over
RED reduction request
ROP Remote Operating Panel
SAF.SYST. Safety System
SafSys Safety System
SD shutdown
SETP. setpoint
SF sensor fault
TC turbocharger
TEMP. temperature
WING bridge wing
9 Alarm handling
2012-01-30 - 1.6

10 Repairs and cleaning

10.1 Repairs
Electric shock due to damaged lines!

Vibrations and wear can damage the insulation of electrical lines. There
is a possibility of electric shocks occurring at the damaged points and
at exposed electrical contacts.
• Electric lines and connections must be regularly checked for damage
and exposed electrical contacts.
10.1 Repairs
10.1.1 Replacing Control Module S
10.1.1.1 Brief description
This chapter contains a step-by-step description of how to replace a defec-

tive Control Module S and install a new one.
Note regarding description!

This description applies for both the Control Unit and the splash oil
unit.
The specific replacement is carried out in three steps:

▪ Removal of defective module.
▪ Installation of new module.
▪ Packing of defective module.
10.1.1.2 Safety requirements

▪ Engine at standstill.
▪
Switch off or disconnect the power supply to the control system (see cir-
cuit diagram).
Danger of falling!
There is a risk of injury falling when carrying out maintenance work at
2012-01-30 - 1.6
heights of over 2m.

• Only carry out maintenance work after installing a suitable protecting
scaffold or gallery.

10.1 Repairs
10.1.1.3 Required tools/accessories
Number Part Number Status

1 Box spanner 001.521 Standard
1 Extension 12.5x250 001.912 Standard
1 Socket spanner insert 13x12.5 001.752 Standard
1 Screw driver - Inventory
10.1.1.4 Technical data
Name Width Length Height Weight

Control Module S 32.8 mm 306.7 mm 286.1 mm 2.9 kg
10.1.1.5 Spare parts - scope of supply
The Control Module S is packaged in a cardboard box and comes with an

anti-static wrapper and styrofoam protectors. The connectors provided are
simply spare parts and do not have to be replaced with the module.
No. Designation
1 Control Module
2 Plug
Retain packaging!
Retain packaging! It should be used if you need to send back a
defective module to MAN Diesel & Turbo SE.
2012-01-30 - 1.6

10.1 Repairs
10.1.1.6 Step 1: Remove the Control Module S
Hot surface!
The surface of the module may still be hot!
There is a risk of injury due to burning!
• Wait a few minutes before replacing the module!
• Wear protective gloves!
Damage at connectors!
When removing the connector, do not pull it out by the cable as you
may be pull the cable out of the connector.
• Always grip the connector directly when pulling it out.
Starting position Power supply to the control system has been switched off or interrupted.
Work steps 1. Undo the screws of the power supply connector.
2. Disconnect the power supply.
3. Undo the screws for all other connectors on the module.
4. Pull out all connectors.
Note
Retain all screws, flat washers and lockwashers!
These will be subsequently required when installing the new module.
5. Hold the module while loosening the four hexagon nuts (M8) with the
socket spanner.
10.1.1.7 Step 2: Installing a new module
Starting position The defective module has been removed.

Work steps 1. Insert the module in the Control Unit so that the bore holes abut against
the holes in the rear panel.
2. Fit the flat washers and lockwashers on the four bolts.
3. Fasten the module with the nuts.
4. Tighten with the socket spanner (max. tightening torque 10Nm).
2012-01-30 - 1.6
5. Plug in all connectors and tighten with screws (max. tightening torque
0.55 Nm).
6. Mount the power supply on the module and fasten with screws.

10.1 Repairs
10.1.1.8 Step 3: Packing the defective module
The defective module must be sent back to MAN Diesel & Turbo SE. Use the
packing material for the spare part to do this.
1. Pack the defective module in the anti-static wrapping.
2. Mount the styrofoam protectors
3. Pack everything in the transport box.

2012-01-30 - 1.6

10.1 Repairs
10.1.2 Replacing the Display Module

tive Display Module and install a new one.
The specific replacement comprises the following steps:
▪ Removal of defective module.
▪ Installation of new module.
▪ Packing of defective module.

▪ Switch off or disconnect the power supply to the control system (see cir-
cuit diagram).
Danger of falling!
heights of over 2m.
Number Name Number Status

1 Torx screwdriver T9 - Inventory
1 Screw driver - Inventory

2012-01-30 - 1.6

10.1 Repairs
Display Module 74 mm 295 mm 235 mm 3.9 kg
The Display Module is packaged in a cardboard box and comes with an anti-
static wrapper and styrofoam protectors. A new mounting frame with torx
screws is also included in the scope of supply. The connectors provided are
simply spare parts and do not have to be replaced with the module.
No. Designation
1 Display Module
2 Mounting frame
3 Plug
Retain packaging!
10.1.2.6 Step 1: Removing the Display Module
Hot surface!

2012-01-30 - 1.6


Note
10.1 Repairs

5. Hold the module and undo the torx screws one by one.
6. Remove the mounting frame while holding onto the module.
7. Remove the module.

Work steps 1. Fit the flat washers and lockwashers on the torx screws.
2. Insert a new Display Module in the cabinet door.
3. Attach the mounting frame.
4. Fasten the module with the torx screws.
5. Tighten torx screws with the screw driver (max. tightening torque 2.5
Nm).
6. Mount all connectors and tighten with the screws (max. tightening tor-
que 0.55 Nm).
The defective module must be sent back to MAN Diesel & Turbo. Reuse the
packing material supplied with the spare part for this.
1. Pack the defective module with the mounting frame in the anti-static
wrapping.
2012-01-30 - 1.6

10.1 Repairs
10.1.3 Replacing the Gateway Module

tive Gateway Module and install a new one.
Engine at standstill.
Switch off or disconnect the power supply to the control system (see circuit
diagram).
Danger of falling!
heights of over 2m.

1 Box spanner 001.521 Standard
1 Extension 12.5x250 001.912 Standard

2012-01-30 - 1.6

Gateway Module 285 mm 206 mm 52 mm 3.5 kg

10.1 Repairs
10.1.3.5 Spare parts – scope of supply
The Gateway Module is packaged in a cardboard box and is supplied with

an anti-static wrapper and styrofoam protectors. The connectors provided
are simply spare parts and do not have to be replaced with the module.
No. Designation
1 Gateway Module
2 Plug
Retain packaging!
10.1.3.6 Step 1: Removing the Gateway Module
Hot surface!

2012-01-30 - 1.6
Note

5. Hold the module while loosening the four hexagon nuts (M8) with the
socket spanner.
10.1 Repairs

Steps 1. Fit the flat washers and lockwashers on the four bolts.
2. Insert the module in the Gateway Unit so that the bore holes abut
against the holes in the rear panel.
3. Fasten the module with the nuts.
4. Tighten with the socket spanner (max. tightening torque 2.5 Nm).
5. Plug in all connectors and tighten with the screws (max. tightening tor-
que 0.55 Nm).
1. Pack the defective module with the mounting frame in the anti-static
wrapping.

2012-01-30 - 1.6

10.1 Repairs
10.1.4 Replacing the External Operating Panel
This chapter contains a step-by-step description of how to remove and

install a defective External Operating Panel (EOP).
The specific replacement comprises the following steps:
▪ Removal of defective EOP.
▪ Installation of new EOP.
▪ Packing of defective EOP.

▪ Power supply to the control system has been switched off or interrupted.
Danger of falling!
heights of over 2m.

1 Phillips screwdriver - Inventory

2012-01-30 - 1.6

10.1 Repairs
External Operating 228 mm 302 mm 58 mm 2.1 kg
Panel
The External Operating Panel is packaged in a cardboard box and comes in

an anti-static wrapper. The scope of supply also includes 13 mounting
angles with crosshead screws.
No. Designation
1 External Operating Panel.
2 13 x mounting angles with screws.
Retain packaging!
10.1.4.6 Step 1: Remove the EOP
Hot surface!
2012-01-30 - 1.6

3. Pull off all other connectors on the module.
4. Detach the earthing conductor.
5. Undo and remove all mounting angles on the EOP as shown in the illus-
tration.
Attention: hold on to the EOP when doing this.

10.1 Repairs
10.1.4.7 Step 2: Install the new EOP
Starting position The defective EOP has been removed.
Stable surface!
Make sure that the module is on a stable surface when the installation
is carried out!
• If the module falls down it may be damaged.
Work steps 1. Fit new display in panel cutout.

2. Locate all mounting angles and screws in the designated mounting

holes.
3. Tighten the crosshead screws (max. tightening torque 1.0 Nm).
4. Plug all connectors back in.
2012-01-30 - 1.6
5. Make sure that the earthing conductor is connected according to the

specifications.
6. Remove the film from the display to prevent damage to the module by
static electricity.

Prevent condensate!
10.2 Cleaning
Before the module is commissioned it must be at ambient temperature.
If condensate has formed, make sure that the module has dried out
before connecting the mains supply.
Verify function of module!

Before commissioning, make sure that all mode switches on the
module are switched off as shown (OFF position).
• The mode switches must only be adjusted by qualified personnel.
• Non-compliance causes malfunctions.
10.1.4.8 Step 3: Packing the defective EOP
1. Pack the defective module in the anti-static wrapping.
10.2 Cleaning
10.2.1 Cleaning the switch cabinets and units

Cleaning work must only be carried out by trained authorised personnel. A
2012-01-30 - 1.6
dangerous situation can arise if the relevant precautionary measures are not
taken.
Do not use high-pressure cleaners.
Use a damp cloth and mild detergent.
Do not use aggressive cleaning agents, unless expressly specified.

Danger due to electrik shock!

10.2 Cleaning
When carring out work on electrical systems, direct contact with live
components or overvoltages poses a danger of electric shock which
can cause cardiac arrhythmania. This can also cause severe burning.
Additional injuries may subsequently bbe caused by uncontrolled
movements.
To exclude danger, the five safety rules as per DIN EN 50110 must be
applied before carrying out any work.
• Isolation (all-pole disconnection).
• Secure to prevent switching back on.
• Verify safe isolation from supply.
• Earthing and short-circuiting.
• Covering and blocking access to adjacent live parts.
Water damage!
When cleaning with high-pressure cleaners, water may pass through
the seals into the control system and cause short-circuiting.
• Do not clean the switch cabinets with high-pressure cleaners.
10.2.2 Screen clean

The buttons can be deactivated in order to clean the screen.
Press the MISC button in the MAIN MENU to activate the TOUCHSCREEN
CLEANING function.
The display can be cleaned using the TOUCHSCREEN CLEANING function.
When this function is active the buttons are disabled to prevent erroneous
operation or prevent actions being requested accidentally. The buttons are
reactivated after 30 seconds and the MAIN OVERVIEW reappears.
▪ Do not use high-pressure cleaners.
▪ Use a damp soft cloth and mild detergent.
▪ Do not use aggressive cleaning agents, unless expressly specified.
2012-01-30 - 1.6

11 Spare parts
11.1 Ordering spare parts

11.1 Ordering spare parts
11.1.1 Identification of spare parts

A spare part can be identified and assigned using the following information:
▪ Serial number of the control system
▪ Equipment ID
▪ The completed configuration table from chapter 6.3 "Tests" (only for
spare parts marked with * in the spare parts list).
Serial number of the The serial number of the control system is on the
control system type plate in the control cabinet. The following illustration shows an example
of a SaCoSone GENSET type plate.
The serial number of the system is right at the top of the type plate.
Equipment ID You can find the equipment IDs for spare parts in the following documents:
▪ Assembly plan
▪ Circuit diagram
The equipment ID also appears on a yellow label on the spare part.
11 Spare parts
2012-01-30 - 1.6

11.2 Spare parts list for SaCoS_one_ GENSET V1.1.X
Equipment ID (red) in the assembly plan
11.1.2 Contact
All Service contacts are listed in the chapter "Contact".
11.2 Spare parts list for SaCoSone GENSET V1.1.X

This spare parts list is valid for:
▪ SaCoSone GENSET V1.1.X with the following engine types: L16 / 24,
11 Spare parts
L21 / 31, L27 / 38, L32 / 40.

2012-01-30 - 1.6
The list contains all important spare parts:

BMK Unit Description
1D1 CU SaCoSone Display Module 1.X, programmed
3D1 CU SaCoSone Display Module 1.X, programmed
10R1 CU/CB Metal foil resistor


10S1 CU Emergency-stop button, complete
30D2 CU WAGO PLC / fieldbus coupler
CANopen with D-Sub
30D3 CU WAGO PLC / filter module
field and system supply
30D4 CU WAGO PLC / Analogue INPUT; 2 x AI / PT100 / RTD

30D7 CU PLC, end module
30S1 CU Emergency-stop button, complete
30S2 CU Selector switch
Local/remote
30S3 CU Rotary switch
lower/raise
70D1 VIT WAGO PLC / fieldbus coupler
CANopen with D-Sub
70D2 VIT WAGO PLC / filter module
field and system supply
70D3 VIT WAGO PLC / Analogue INPUT

11 Spare parts
4 x DI / 3.0 ms
2012-01-30 - 1.6

2 x AI / 0-10 V AC/DC
2 x AO / 0-10 V DC
70D6 VIT WAGO PLC / end module


70F1 VIT Automatic Fuse K/10 A

70F2 VIT Automatic Fuse K/1 A
70H1 VIT Signal lamp: 24 V DC OK
70K1 VIT 24 V AC/DC Relay / 2 CO (230 V AC/DC / 2 A)
70K2 VIT 24 V AC/DC Relay, 1 Changeover Contact (250 V / 2 A)`
70K3 VIT 24 V power relay with 2 changeover contacts (250 V/10 A)
with socket
with socket
with socket
70S1 VIT Selector switch VIT Emergency Mode
500D1 GM SaCoSone Gateway Module 1.X, programmed

* = when requesting these spare parts, use of the engine configuration table in the
chapter "Documentation of engine configuration" is required.
11 Spare parts
2012-01-30 - 1.6

MAN Diesel & Turbo
Hydraulic actuator MA 2.035-1
Material number ................................ 285.14301-0006

0_Deckblatt_en_V1-0.fm
MAN Diesel & Turbo
MAN Diesel & Turbo

86224 Augsburg, Germany
Phone +49 821 322-0
Fax +49 821 322-3382
[email protected]

Revision Erstellung Datum Check Datum Freigabe Datum

1.0 Specht 06.03.2012 Koulouris 14.03.2012 Mulder 16.04.2012
MAN Diesel & Turbo
Table of contents
Table of contents
1 Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 1
1.1 Contact information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 1
1.2 Structure and use of the operating manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 2
2 Safety regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 - 1
2.1 Intended use. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.2 Structure of instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.3 Symbols and instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.4 Safety equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.5 Residual dangers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2.6 Personal protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2.7 Requirements of the operating personnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2.8 Environmental protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
3 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 1
4 Safety considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 1
5 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 - 1
6 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 - 1
7 Filling with oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 1
8 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 1
8.1 Hydraulic system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 1
8.2 Proportional solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 1
9 Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 - 1
10 Maintenance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 - 1
11 MAN servicing options. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 - 1
11.1 Services in detail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 - 1
11.1.1 Exchange service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 - 1
11.1.2 Reparation service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 - 1
11.2 Benefits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 - 2
11.3 Before you call... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 - 2
12 Material declaration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 - 1
11.14301-0006_ENIVZ.fm
1
2
Table of contents
MAN Diesel & Turbo
11.14301-0006_ENIVZ.fm
MAN Diesel & Turbo
1 Preface
Contact information
1.1 Contact information
The MAN Diesel & Turbo Group offers worldwide round-the-clock service, 365
days a year. Apart from the MAN Diesel & Turbo service headquarters in Augs-
burg, Copenhagen, Stockport and St. Nazaire, service centres on all conti-
nents provide comprehensive and continuous support. A long service life
associated with MAN Diesel & Turbo engines dictates a spare parts pro-
gramme that ensures components are available for engines in operation for
decades. Based on high-capacity machines, MAN Diesel & Turbo service pro-
duction facilities are able to comply with special customer requests with the
utmost precision and flexibility.
24 hour hotline
Tel: +49 1801 15 15 15
Technical Service 24 hour hotline

Tel: +49 821 322-1499
Fax: +49 821 322-3838
Email: [email protected]
Spare Parts 24 hour hotline

Tel: +49 821 322-1799
Fax: +49 821 322-3574
Email: [email protected]
Turbocharger Service 24 hour hotline

Spare parts
Tel: +49 821 322-4030
Technical Service (radial)

Tel: +49 821 322-4020
Technical Service (axial)

Tel: +49 821 322-4010
1_Contact_en_V1-1.fm
Fax: +49 821 322-3998

Email:
[email protected]
Preface
[email protected]
[email protected]
1-1
MAN Diesel & Turbo
1.2 Structure and use of the operating manual

Structure and use of the operating manual
The operating manual contains information which is intended to support the

user in his work, and information that needs to be observed in order to ensure
safe operation. This information is intended to complement the experience and
capabilities of the members of staff who are responsible for
• the system management,
• the operation, monitoring and checking as well as
• the maintenance and repair work
of the component.
The operating manual must be available to the members of staff at all times.
The members of staff delegated with the task of operating the component
must adequately familiarise themselves with the structure of the operating
instructions, so that they can find the information they need without an ex-
tended search.
Liability/Guarantee MAN Diesel & Turbo SE Augsburg accepts no liability for material damage or
personal injury and/or environmental damage caused by partial or complete
non-observance of the operating manual.
The guarantee becomes invalid in the event of intervention by unauthorised
persons.
In the event of personal injury or material damage, claims made on the basis
of liability and guarantee are excluded if the damage or injury can be traced to
one of the following causes:
• If damage and/or breakdowns can be traced to the use of other than
genuine spare parts.
• If the component is operated incorrectly, the maintenance or repairs are
inadequate.
• If the component is operated with incorrectly fitted, faulty or non-
functioning safety and protection equipment.
• If there is non-compliance with the operating instructions concerning
operating, maintenance and repair.
• If the component is modified without the explicit approval of MAN Diesel &
Turbo SE Augsburg. In particular, the fitting or removal of parts is prohibi-
ted.
• In the event of inadequate monitoring of components.
• In the event of damage caused by foreign bodies and force majeure. 1_Contact_en_V1-1.fm
Preface
1-2
MAN Diesel & Turbo
Observe the operating A prerequisite for the protection of the members of staff from dangers, for the
manual prevention of faults and for the operation of the component in a fault-free and
Structure and use of the operating manual

safe manner is the knowledge of the content of the technical documentation
of the component.
• The operating manual must always be available (in the control room, for
example).
• All persons who are responsible for the transport, assembly, initial commis-
sioning, operating, maintaining or repair of the component must be
acquainted with the operating manual. We recommend that the user has
the operators confirm to him in writing that they are acquainted with the
operating manual.
• All requirements and instructions in this operating manual must be
complied with.
• The documentation of purchased items is a constituent part of this opera-
ting manual. All safety information in this operating manual and all other
information must be observed.
• All relevant national regulations, regulations concerning accident prevention
environmental protection as well as the confirmed technical regulations for
safe and proper working must be complied with.
Preface
1-3
1-4
Preface Structure and use of the operating manual
MAN Diesel & Turbo
MAN Diesel & Turbo
Intended use
2.1 Intended use
The component can only be used in accordance with the details given in the
contract. Any other use is considered to be non-intended. Unilateral modifica-
tions and changes to the component are strictly prohibited for safety reasons.
MAN Diesel & Turbo SE accepts no responsibility for damage caused thereby,
all associated risks are to be borne by the operator.
IMPORTANT!
The operating and installation conditions prescribed in this operating
manual must be strictly adhered to. No non-genuine parts may be
used on the component since, otherwise, the required level of safety
will not be ensured. Any method of operation that would have a
detrimental effect on the safety of the component must not be used.
2.2 Structure of instructions

Safety messages and symbols are quoted at the relevant positions in the
operating manual if there is a danger to life or the danger of personal injury or
material damage to the component or the danger of environmental damage.
These safety messages must be strictly adhered to.
Safety messages typically contain a coloured warning symbol indicating the
severety of the danger as well as text describing the type, source and conse-
quences of the danger and measures for avoiding the danger. In addition, they
can appear with other symbols. These symbols represent the type of danger
as well as measures for avoiding it.
2_Sicherheitsvorschriften_en_V1-1.fm
Safety regulations
2-1
MAN Diesel & Turbo
2.3 Symbols and instructions

Symbols and instructions
The following table describes the levels of danger for safety messages in the
technical product information provided by MAN Diesel & Turbo SE:
Symbol Danger level Description
Danger level 1 Indicates a hazardous situation which, if not

avoided, will result in death or serious injury.

avoided, could result in death or serious injury.

avoided, may result in minor or moderate injury.
Danger level 4 Indicates a property damage message.
No danger level Additional notes, information and tips.
Take care when handling The following must be observed when dealing with the operating manual and
the component:
• The safety and danger messages referring to the component must be ob-
served in order to ensure that neither the members of staff nor the com-
ponent, nor the environment is endangered.

Safety regulations
• Do not remove the safety and danger symbols on the component; they
must remain legible and must be replaced if necessary.
Safety messages and safety symbols are placed all over the plant.
Examples:
• Prohibition
• Symbols for fire prevention
• Warning beams
• Alarm and signalling systems
2-2
MAN Diesel & Turbo
2.4 Safety equipment
Safety equipment
Danger!
Danger of severe injury or of injuries resulting in death
• It is always the case that the component must only operate in normal
mode if all the safety equipment is present, is fitted properly and is fully
functional.
• In operating modes where there is a temporary removal of specific safety
equipment is required, the component must only be operated if the
members of staff are particularly careful and that it has been ensured
that all the safety equipment will be re-fitted properly and immediately
checked for functionality as soon as the work involved has been comple-
ted.
• The proper function of all safety equipment must, at all times, be ensured
in accordance with the instructions concerning inspection and repair in
the component documentation.
• All warning symbols must be visible and legible.
Safety regulations
2-3
MAN Diesel & Turbo
2.5 Residual dangers

Residual dangers
The component represents state of the art technology and current safety
standards.
Incorrect operation In the case of incorrect operation, alienated use and non-observance of the
instruction in the operating manual, there is a danger of severe personal or fatal
injury and the danger of damage to the component and other assets belonging
to the operator and the danger of environmental damage.
If the component is in operation, it is the responsibility of the operator to check
the safe and proper condition of the component, including the safety protec-
tion devices, at regular intervals, but at least after each repair.
Residual dangers
General residual dangers
• Danger from operational, maintenance and repair faults
• Danger from unstable components
• Danger caused by unexpected start-up
• Danger from the loss of power supply (electrical, hydraulic, pneumatic)
• Danger caused by faults and incorrect functioning
• Danger from the failure of, or faults in, the control system
• Danger from software errors
Safety regulations for operators, maintenance and inspection

personnel
Residual dangers for operators and protective measures
• All rotating and otherwise moving parts must be protected from inad-
vertent touching.
• The operation of the component without the protective equipment fitted
is not permitted.

personnel
Use of solvents
• Danger of injury to the eyes or skin and possibly the respiratory tract if
vapours are produced! When using solvents, comply with the instruc-
Safety regulations
tions for the use, dangers and disposal.

• Fire or explosion danger if these agents are used for cleaning! Petrol or
chlorinated hydrocarbons must not be used for cleaning purposes.
2-4
MAN Diesel & Turbo
2.6 Personal protection
Personal protection
When working on and standing by the component, you must wear the follo-
wing protective clothing:
• Safety shoes
• Safety helmet
• Protective gloves for fitting and repair work
• Chemical-resistant clothing and protective gloves for cleaning work,
especially when handling solvents
• Safety goggles for cleaning work, especially when handling solvents and
when using compressed air for cleaning
• Hearing protection
Proper condition If the component is in operation, it is the responsibility of the operator to check
the safe and proper condition of the component, including the safety protec-
tion devices, at regular intervals, but at least after each repair.
Trained staff The component may only be operated, maintained or repaired by staff
members who have the required technical training and who have been
instructed properly in the handling of the component.
The local health and safety regulations must be observed.
It is the responsibility of the user to ensure that regular training of the operators
is carried out.
Smoking and the use of naked flames on the component is strictly prohibited!
Safety Equipment To prevent bodily injury in the form of burns, which in accordance with EN 809
arise at mean temperatures in excess of 60 ° C, adequate safety equipment
has to be used.
2.7 Requirements of the operating personnel

Qualifications The staff members performing the tasks of operating, maintaining, inspecting
and assembling must have the relevant qualifications for this work. If the staff
do not have the required knowledge, they must be trained and instructed
accordingly. Necessary trainings can be carried out at an MAN Diesel & Turbo
PrimeServ Academy. For training requests, please contact MAN Diesel & Tur-
bo Primeserv (see "1.1 Contact information").
Training During the project phase of the module at MAN Diesel & Turbo, special em-
phasis was placed on simplicity, reliability and safety. Nevertheless, a com-
ponent must always be operated carefully and all the safety and precautionary
measures must be complied with. It is therefore imperative that all operators
have the requisite technical training and instruction in the operation of the com-
Safety regulations
ponent. All handbooks and operating instructions must be available and must
be worked through carefully.
2-5
MAN Diesel & Turbo
2.8 Environmental protection

Environmental protection
When handling the component, it has to be ensured that materials which can
endanger the environment are disposed of properly. Service materials must
not be allowed to enter the sewerage system and the ground water system.
All relevant national regulations concerning environmental protection and the
technical regulations for safe and proper working must be complied with.

personnel
General
• Non-observance of the safety instructions can endanger the en-
vironment.
• The safety instructions in this operating manual and in the operating ma-
nuals of the equipment must be complied with.
• All leaks from motors, pumps, pump units, tanks and piping must be
rectified immediately.

personnel
Lube oils and combustible materials, solvents
• Lube oils and combustible materials as well as solvents must not be dis-
posed of into the environment, must not be included with the household
waste or burned in unsuitable facilities.
• Before draining the lube oil, combustible material, coolant, hot liquids or
cleaning agents, check the local environmental protection regulations
and comply with them.
• Deposits can contain compounds which are environmentally damaging
and dangerous to health. It is therefore particularly important to define
proper procedures for the safe and proper disposal of deposits.
• Lube oils and combustible materials, solvents and their containers must
not be included with household waste. They must also not enter the
sewerage system or permeate into the ground.
• The relevant regulations concerning disposal must be strictly adhered to!
• Lubricants must be returned for recycling. Socket brackets, rollers,
gearboxes, housings, shafts and sheet metal used for steelwork as well
as the beams and motor housings must be recycled.
• Filters, cables and electrical components must be recycled in

Safety regulations
accordance with the regulations issued by the authorities.
2-6
MAN Diesel & Turbo
3 General
This handbook is provided to assist users of the MAN Diesel & Turbo hydraulic
actuator MA 2.035-1. The information contained is believed to be accurate at
the time of publication but MAN Diesel & Turbo reserves the right to introduce
design alterations where appropriate. For further information, please contact
MAN Diesel & Turbo at one of the addresses given on page 1 - 1.
The hydraulic actuator MA 2.035-1 is a proportional actuator, in which the out-

put shaft position is proportional to the electric input signal. The actuator does
not contain a mechanical back-up facility. If the control signal to the actuator
is disconnected, the actuator output shaft will return to position 0, stopped po-
sition.
The essential part of the actuator is the solenoid to which the pilot valve, con-
trolling the flow of oil to and from the power piston, is attached. The power pis-
ton is connected by linkage to the output shaft.
The hydraulic actuator MA 2.035-1 is a self-contained device that only requires

a rotary drive input from the engine to drive the integral oil pump. The drive may
be in either direction. The casing of the actuator acts as an oil reservoir and the
integral pump and accumulator provide the pressure that is used to generate
the work output.
3_General.fm
General
3-1
MAN Diesel & Turbo
3_General.fm
General
3-2
MAN Diesel & Turbo
4 Safety considerations
Caution!
The hydraulic actuator MA 2.035-1 is part of a speed governing control
loop including the fuel pumps and linkage. Any failure of this control
may cause the engine to stop or overspeed.
• It is essential that an independent overspeed trip is fitted and tested to
see that the engine is protected.
• The overspeed trip must be able to stop the engine without operating
through the actuator.
Correct installation of the actuator is essential for safe operation. This

handbook provides general guidance, but for precise instruction please refer
to SaCoSone GENSET operating instruction and the respective drawings.
If working on, or disconnecting the actuator, please check that the necessary
safeguards are in place to ensure that the engine cannot be started locally,
remotely or via some automatic system.
Ensure that work is only undertaken by a skilled personal and that all normal
precautions are taken.
Safety considerations
4_Safety_considerations.fm
4-1
4-2
Safety considerations
MAN Diesel & Turbo
4_Safety_considerations.fm
MAN Diesel & Turbo
5 Technical data
Nominal operating speed 300 - 2000 rpm.
Nominal work output 40.5 joules (30 ft.lbf.)

Torque (Increase fuel) 67 Nm. (49.5 lb.ft.)
Torque (decrease fuel) 52 Nm. (38.5 lb.ft.)
Output shaft angular travel 46.7 degrees.

28 degrees should normally be used for the travel between full speed no-load and
full speed full-load position.
The additional 9.35 degrees at each end of the travel allow for positive fuel shut off
and additional fuel for acceleration. The output scale is marked 0 to 10. Thus 2 to 8
would be the recommended working range.
Output shaft dimensions Standard 3/4 inch 48 SAE serration at both sides.
Optional 5/8 inch 36 SAE serrations at both sides.
Drive shaft type Serrated or keyed.
Drive shaft rotation Both directions.
Actuator installed location Vertical flange mounted. The actuator will function at an angle of 10 degrees to the
vertical and will cope with normal excursions from the vertical as would be associat-
ed with shipboard use.
Weight 28.5 kg (63 lb.)
Oil supply Self contained, 2.75 liters
Control signal 0 – 1000 mAmp. Nominal operating range.

250 mAmp for output position 2 – No Load.
750 mAmp for output position 8 – full Load.
Technical data
5_Technical_Data.fm
5-1
MAN Diesel & Turbo
1 Oil Filler Plug 5 Output Position Indicator

(both side)
2 Cover Terminal Strip 6 Output Shaft (both side)
3 Cable Clip 7 Drain Plug

(both side, size 1/4 BSP)
4 Oil Sight Glass

Technical data
5_Technical_Data.fm
Connection Diagram
5-2
MAN Diesel & Turbo
6 Installation
Ensure that the engine cannot be rotated or started while the installation is in
progress.
Take care when lifting the actuator into position.
The actuator should be located by a spigot and 4 holding down bolts. The
spigot is fitted with an O-ring seal.
If the actuator is driven by means of a bevel gear fitted in the driveshaft, ensure
that the drive shaft is not side loaded as this could cause the drive to break.
Refer to the SaCoSone GENSET operating instructions, particularly when set-
ting the tooth clearance on bevel gears. The recommended backlash is 0.003
/ 0.006 inches (0.08 / 0.15 mm) and the bevel gear should be retained by tigh-
tening the nut on the drive shaft with a torque of between 35-40 lbf.ft (48-
54 Nm)
When connecting the fuel control linkage, please refer to the SaCoSone
GENSET operating instructions. The following is a general guide:
• The linkage should be set so that:
The fuel pump is in position “0 mm“ and the index on the actuator must be
in position “0“.
The fuel pump must be in position for 100% engine load and the index on
the actuator must be in position “8“.
• It is essential that all fuel is shut-off somewhere between output position 2
and 0 (this ensures that the engine can be stopped by the actuator).
• Linearity of movement is important and this is achieved by having fuel rack
links and levers at right angles when in mid position (output 5).
• The linkage should move freely, be free of backlash and be designed to give
linearity. If there is a spring link this should not collapse during normal ope-
ration.
6_Installation.fm
Installation
6-1
6-2
Installation
MAN Diesel & Turbo
6_Installation.fm
MAN Diesel & Turbo
7 Filling with oil
The actuator may be filled with oil through the top filler plug. The hydraulic actu-
ator MA 2.035-1 has precision parts and, therefore, oil cleanliness is essential.
Clean around the filler plug before removing it and fill using clean oil passing
through a 100-mesh filter.
The hydraulic actuator has been designed to work using an SAE 30 grade
mineral oil for most applications, but high or low temperatures may dictate a
higher or lower viscosity.
The guidelines are as follows:

• Do use good quality mineral oil with good oxidation stability and anti-foam-
ing properties.
• Do ensure that the correct oil level is maintained.
• Do not use hydraulic oils or those with a high alkaline value
(TBN less than 15).
Filling with oil

7_Filling_with_oil.fm
7-1
7-2
Filling with oil
MAN Diesel & Turbo
7_Filling_with_oil.fm
MAN Diesel & Turbo
8 Operation
Hydraulic system
8.1 Hydraulic system
The drive shaft drives the gear oil pump. The oil is transferred to the accumu-
lator. The accumulator is spring loaded and will open the relief hole allowing
excessive oil to be drained to the sump if the oil pressure in the system is 18
bar. The pressurised oil is also transferred to top side of the power piston and
to the pilot valve. Trough an extra set of gear, the pilot valve sleeve is also dri-
ven in order to minimise static friction.
The power piston is of a differential type, that is that the surface at the bottom
side is bigger than the one at the top side. Therefore, applying oil to, or draining
oil from the bottom side of the power piston will make the power piston move
in either upwards or downwards direction.
8.2 Proportional solenoid

The control signal of the electronic governor is connected to the coil. This crea-
tes an electro-magnetic force in the coil assembly. The magnets are in centre
of the coil assembly when the pilot valve is in the lapped position. The bias
spring pushes the pilot valve assembly downwards.
Under steady state conditions the 3 forces in the system - the bias spring
8_Operation.fm
Operation
force, the electro-magnetic force and the force of the magnets themselves -
are in balance. If the current of the control signal is increased, the electro-
magnetic force increases, moving the pilot valve down and oil flows to the
power piston. This causes the power pistons to move up and the output shaft
to rotate to a higher position. Attached to power piston linkage is the feedback
lever which pushes the bias spring downwards.
8-1
MAN Diesel & Turbo
If the output shaft moves to a higher position, the deflection of the bias spring
is reduced and with it the force it applies to the system. If the reduction of the
Proportional solenoid
bias spring force has compensated the initial increase of the electro-magnetic
force, the pilot valve has returned to lapped position again and the power pis-
ton remains stationary.
If the electro-magnetic force is decreased, the power piston and with it the out-
put shaft will move to a lower position, until the bias spring has compensated
for the electro-magnetic force reduction and the pilot valve is in lapped position
again.
8_Operation.fm
Operation
This figure shows a cross section of the actuator. The power piston is located
behind the pilot valve and coil assembly and is therefore not visible.
8-2
MAN Diesel & Turbo
9 Settings
The relation between the control signal current and the actuator output posi-
tion is dependent on the strength of the magnets in the coil assembly and the
setpoint of the bias spring. The strength of the magnets can not be altered on
site as it needs a special charging tool. However the setpoint of the bias spring
can be changed by adjusting the bias spring setpoint screw.
Adjustment of the bias spring setpoint must only be done if the relation is found
not to be correct by measuring the control signal current and comparing this
with the actual output position.
The normal relation between the control signal and the actuator output position
is:
• 250 mAmp for output position 2
• 750 mAmp for output position 8
By adjusting the bias setpoint screw, this setting can be offset. If the set point
screw is turned clockwise, the actuator will run with a higher output position at
the same control signal.
9_Settings.fm
Settings
9-1
MAN Diesel & Turbo
Caution!
If the setting of the bias setpoint screw is being changed while the
actuator is fitted to the engine, the following must be observed.
As the actuator, while it is in operation, is part of a closed loop system, there

will be no visible change of the output position of the actuator. This is because
if the engine load is not changed, the required amount of fuel and thus actuator
output shaft position will not change either.
Therefore, while in close loop, the effect of adjusting the bias setpoint screw is
that the initial change of the actuator position causes the engine speed to in-
or decrease. This is compensated for by the electronic governor in adjusting
the control signal to the actuator.
Because of this, never adjust the bias setpoint screw without measuring the
control signal and observing the load position of the electronic governor. Also
never adjust the actuator setting in order to match the load indication signal to
f.i. the pitch and load control system to the actual engine load.
Caution!
Failing to observe these guidelines may result in offsetting the actua-
tor setting to such extend that the electronic governor becomes out of
control and cannot stop the engine which may overspeed!
9_Settings.fm
Settings
9-2
MAN Diesel & Turbo
10 Maintenance
The hydraulic actuator MA 2.035-1 contains precise specialist parts and requi-
res dedicated test and calibration equipment. If operated correctly, the actua-
tor will provide long service. It is recommended that oil is changed at least
every 6000 hours or when the engine oil is renewed.
If the actuator oil becomes dirty, this indicates the need to replace the drive
shaft oil seal.
In general, every 25,000 running hours an overhaul is required. This should be
undertaken by MAN Diesel & Turbo or an agent appointed and trained by
them. To provide a flexible solution, MAN Diesel & Turbo offers an exchange
program for completely overhauled actuators.
10_Maintenance.fm
Maintenance
10 - 1
Maintenance
10 - 2
MAN Diesel & Turbo
10_Maintenance.fm
MAN Diesel & Turbo
11 MAN servicing options
Services in detail
MAN PrimeServ provides prompt and reliable services to reduce production
downtimes to an absolute minimum. In cooperation with the MAN Service
Engineers and the additional assistance of our worldwide network of authori-
zed service providers we are able to offer local services.
Factory options for servicing this product provided by your local MAN service
provider are available as follows:
Exchange
• Urgent Exchange (24-hour service)
• Normal Replacement
Repair
• Flat Rate Repair
11.1 Services in detail

11.1.1 Exchange service
Urgent Exchange
Exchange is a premium program designed for customers with the need of
immediate service. It allows you to request and receive a replacement unit in
minimum time (usually within 48 hours of the request) assuming that a suitable
unit is in stock.
The flat-rate program includes a MAN product warranty of 1 year.
Normal Replacement
In case of either an expected or planned maintenance this option allows you
to call your Full-Service Distributor for requesting a replacement control unit. If
the unit is available at the time of the call, it can usually be shipped out within
14 days, including a warranty of 180 days.
In both cases we offer you the possibility to return your field control unit (which
is substituted with a like-new replacement) to the Full-Service Distributor within
50 days. Therefore you will get a credit advice. Charges for the Exchange/Re-
placement service are based on a flat rate plus variable shipping expenses.
MAN servicing options
11.1.2 Reparation service
All of our repair hubs offer free diagnosis unless you choose not to complete
11_Servicing_options.fm
the reparation. If the ratio of the reparation value and the replacement value is
not favorable, we will inform you. Depending on the severity of the damage we
will either repair or replace the damaged part.
The repair service fee does not cover replacements of missing or non repai-
rable accessory items, severely abused, corroded or water damaged equip-
ment.
11 - 1
MAN Diesel & Turbo
Option: Flat Rate Reparation Service

Benefits
This program offers you reparation services for your products with the advan-
tage of a convenient standard reparation fee. The main advantage of this op-
tion is the knowledge of your reparation costs in advance. Repair parts are
covered by a 90 day replacement warranty if it is determined that the part failed
due to a manufacturing defect.
11.2 Benefits
Our factory repair services provide the following advantages:
• We only use genuine high quality replacement parts
• Return unit is thoroughly cleaned
• All components are evaluated using factory certified test equipment
• Units are upgraded to current state of the art /actual specifications.
• If necessary the latest software upgrade will be installed.
• Detailed reparation report
• All reparations are warranted
• Reparations are performed by MAN factory-trained technicians
11.3 Before you call...

Please have following information available:
• Model and spec number of the unit
• Article & serial number
• Failure information (fault and alarm codes, descriptions)
• Application which the product is used on
• Available time (Length of time in service)
MAN servicing options
11_Servicing_options.fm
11 - 2
MAN Diesel & Turbo
12 Material declaration
Material declaration
12_Material_Declaration.fm
12 - 1
Material declaration
12 - 2
MAN Diesel & Turbo
12_Material_Declaration.fm
MAN Diesel & Turbo
Service bulletin
Hydraulic actuator MA 2.035-1
Material number ................................ 11.14301-0006 / 11.14301-0007

-1
MAN Diesel & Turbo
MAN Diesel & Turbo

86224 Augsburg, Germany
Phone +49 821 322-0
Fax +49 821 322-3382
[email protected]

Revision Erstellung Datum Check Datum

1.1 Specht, GMD3-AUG 06.05.2011 Knödler, GMD3-AUG 30.03.2011
-2
MAN Diesel & Turbo
1 Introduction
There have been reports of oil leakage of the hydraulic actuators article no
11.14301-0006 and 11.14301-0007. To overcome this, the design has been
updated.
All actuators with serial number 1129493 and onwards have been supplied to
the latest standard.
For actuators which do suffer from this oil leakage, a service pack has been
made available. This leaflet shows how the parts involved are to be replaced
on site.
The picture below shows the location of the leakage. At the bottom part of the
actuator, there is a gap between the base plate and the front plate.
At this location, there is a pipe from within the base plate into the aluminum
front plate connecting two oil holes.
Introduction
1_Introduction.fm
1-1
MAN Diesel & Turbo
This pipe is sealed within the front plate with Loctite grade 601.
It has been found that there are actuators whose Loctite sealing leaks.
Pipe and front plate have been modified to allow for sealing by means of an
O-ring.
Introduction
1_Introduction.fm
1-2
MAN Diesel & Turbo
2 Contents
The service pack contains the following items:
• Front Plate 1 off.

• Oil transfer pipe long 1 off.
• Oil transfer pipe short 1 off.
• O-ring (fitted on oil pipe) 4 off.
• Gasket 1 off.
• Cap screw M5x25 2 off.
• Copper washer 14 off.
2_Contents.fm
Contents
2-1
MAN Diesel & Turbo
2_Contents.fm
Contents
2-2
MAN Diesel & Turbo
3 Procedure
Warning!
Carefully read the instructions below. Failing to do so may result in
personal injuries and / or severe damage!
• Changing the parts of the actuator must be done by qualified personnel
only.
• Before the work is started:
- The engine must be stationary.
- It must be impossible to start the engine, neither locally nor
remotely.
- The power supply to the engine control system must be switched
off.
• The work involved will take about 30 minutes. During this period, the
engine is out of operation and not available for f.i. emergency power
supply.
Please note that the actuator is part of the engine speed control system and is
a delicate instrument. Before working on the actuator, it must be cleaned from
the outside.
3_Procedure.fm
Procedure
3-1
MAN Diesel & Turbo
3_Procedure.fm
Procedure
Cross section of the actuator indicating the parts to be replaced
3-2
MAN Diesel & Turbo
Warning!
The engine is to be stopped and prevented from starting!
• Switch off the power supply to the Engine Control System!
Drain the oil from the actuator
Remove the cover of the connection box and disconnect both external and in-
ternal wiring. Remove the terminal block.
3_Procedure.fm
Procedure
3-3
MAN Diesel & Turbo
Remove the capscrews from the front plate. Please note the difference in
length.
There are actuators in which the capscrews at position “A” are not present.
However the M5 threaded holes are always present in the casing and in the
gasket.
The new front plate can therefore be fitted with 4 + 10 cap screws.
Remove the front plate from the casing by pulling it off. It may be necessary to
use a screwdriver as illustrated.
3_Procedure.fm
Procedure
3-4
MAN Diesel & Turbo
The front plate removed from the actuator

3_Procedure.fm
Procedure
3-5
MAN Diesel & Turbo
Re-assemble the actuator using the parts from the Service Pack.
The oil pipes are to be fitted in the front plate as shown.
Fit the new gasket and next the front plate against the casing.
Use the supplied copper washers when fitting the capscrews.
For those actuators where the old front plate was secured with 12 cap screws
only ; 2 extra ones are in the Service Pack.
Fit the terminal block and re-connect the wiring. Fit the cover plate of the
connection box.
Re-fill the actuator with oil.
Finished!
3_Procedure.fm
Procedure
3-6
Crankshaft
510/610
MAN Diesel
Description
Crankshaft and Main Bearings 510.01
L27/38
Crankshaft and Main Bearings Vibration Damper
The crankshaft, which is a one-piece forging, is sus- A vibration damper is mounted on the crankshaft
pended in underslung bearings. The main bearings to limit torsional vibrations. The damper consists of
are of the rillenlager type, which are coated with a a primary and a secondary part. Between these,
running layer. To attain a suitable bearing pressure groups of leaf spring packs are arranged, which are
and vibration level the crankshaft is provided with clamped at their outer ends.
counterweights, which are attached to the crankshaft
by means of two hydraulic screws. These spring packs form, together with the primary
and secondary members, chambers which are filled
At the flywheel end the crankshaft is fitted with a with oil. If the exterior member vibrates in relation
gear wheel which, through two intermediate wheels, to the inner member, the leaf springs are bent and
drives the camshafts. force oil from one chamber into another, retarding
the relative movement of the two parts and thus
Also fitted here is a coupling flange for the connec- damping the torsional vibration. In order to protect
tion of an alternator. At the opposite end (front end) the leaf springs against overloading, their deflection
there is a gear wheel connection for lube oil and is limited by buffers.
water pumps.
The elasticity is determined by careful choise of the
Lubricating oil for the main bearings is supplied leaf springs, the damping factor by the gap between
through holes drilled in the engine frame. From primary and secondary members.
the main bearings the oil passes through bores in
the crankshaft to the big-end bearings and thence
through channels in the connecting rods to lubricate
the piston pins and cool the pistons.
08028-0D/H5250/94.08.12
02.17 - ES0
MAN Diesel
Page 1 (7) Checking of Main Bearings Alignment (Autolog) Edition 14H
L27/38

Shut-off fuel oil
Description:
Checking of main bearings alignment (autolog).
Starting position: Hand tools:
Turning gear in engagement. (If mounted).

Cover for crankshaft has been removed from
frame.
All indicator valves open.
Related procedure:
08028-0D/H5250/94.08.12
Working time : 1 hours Plate no. Item no. Qty. /

Capacity : 2 men
Data:

05.26 - ES0
MAN Diesel
Edition 14H Checking of Main Bearings Alignment (Autolog) Page 2 (7)
L27/38
Procedure
1) Remove the side covers from the crank ca-

sing.
2) Turn the crankshaft to bring the crank web for

cylinder no 1 to position X, see fig 8.
3) Place the dial gauge in the punch marks in the

counterweight, see fig 1.
4) Adjust the dial gauge to 0.
5) Turn the crankshaft to position P, T, S and Y and

read the dial gauge in each position and fill in
the form Checking of Main Bearing Alignment
(Autolog), page 6 and 7. Fig 1 Placing of dial gauge
6) Repeat the procedure on the remaining crank

webs.
7) Compare the values to earlier values taken

after the sea trial.
8) Please contact us if the values exceed the

values shown in this Working Card.
08028-0D/H5250/94.08.12
05.26- ES0
MAN Diesel
L27/38
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
Bottom stop Y 2 -1 0 1 0 2 Right side - left side

or P - S = H -1 2 0 0 -1 1
Fig 2 Fig 5
Bottom (0,5 x Y) = B 1 -0.5 0 0.5 0 1 Check on T+B= C 4 -2.5 4 5.5 -2 4

gauge
readings P+S= D 5 -2 4 0 -1 3
Fig 3
Fig 6
C and D should be nearly the same, reading for crank throw 4 to be repeated.
S P
08028-0D/H5250/94.08.12
Y X
Front end view.

"Closing" of the crankthrow is considered Start in position X.
negative. Turn anti clockwise
Fig 7 Fig 8
05.26 - ES0
MAN Diesel
510-01.00 Checking of Main Bearings Alignment (Autolog) Working Card

L27/38
Measurement of crank throw deflections by means of dial indicator (Autolog)
Crank throw deflection = Difference in dial indicator readings in two diametrically

opposite crank throw positions, i.e. two positions displa-
ced 180°.
Vertical deflection = Difference in top-bottom readings.
Horizontal deflection = Difference in side-side readings.
Horizontal deflections of crank throws
Unless otherwise stated the values refer to cold engine.
For new or realigned aggregate Aim for + or – 3/100 mm

Acceptable + or – 5/100 mm
For aggregate in service realignment

is recommended if deflections exceed + or – 8/100 mm
08028-0D/H5250/94.08.12
05.26 - ES0
MAN Diesel

L27/38
Vertical deflection of crank throw nearest flywheel
Flexible coupling between diesel engine and driven machine
- New or recently overhauled engine, norminal + 8/100 - – 20/100 mm

- New or recently overhauled engine, max. + 15/100 - – 23/100 mm
- Operating engine, check alignment immediately + 22/100 - – 25/100 mm
Flexdisc between diesel engine and driven machine
- New or recently overhauled engine, max. + 0/100 - – 35/100 mm
Vertical deflection of crank throws remaining
Flexible coupling between diesel engine and driven machine
- New or recently overhauled engine, norminal + or – 8/100 mm

- New or recently overhauled engine, max. + or – 15/100 mm
- Operating engine, check alignment immediately + or – 22/100 mm
Flexdisc between diesel engine and driven machine
- New or recently overhauled engine, norminal + or – 8/100 mm

- New or recently overhauled engine, max. + or – 15/100 mm
08028-0D/H5250/94.08.12
- Operating engine, check alignment immediately + or – 22/100 mm
05.26 - ES0
MAN Diesel
510-01.00 Checking of Main Bearings Alignment (Autolog) Working Card

L27/38
Process/Proces I.D. no.
Plant/Anlæg Page of/Side af
Engine Type/Motortype Engineer/Operatør Date/Dato
Instruction/Instruktion
Top
Right side Left side
Bottom end/ Bottom start/

1/100 mm Bund slut Bund start
Right side
Cyl. no 1 2 3
Left side
Remarks/Bemærkninger
08028-0D/H5250/94.08.12
05.26 - ES0
MAN Diesel

L27/38
Component/Komponent Type I.D. no.
Process/Proces Page of/Side af
Test place/ Test bed/prøvehal Cold/Kold

Condition
On board/Om bord Warm/Varm
Teststed/
Tilstand Plant/Maskinhal
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
Left side - Right

side or P - S = H
Check on gauge
readings.
T+B= C
P+S= D
05.26 - ES0
MAN Diesel
Page 1 (4) Inspection of Main and Guide Bearing Shells Edition 10H
L27/38

Shut-off fuel oil 52001 036 (Extra tool)
Description
Dismantling, inspection and/or replacement and

mounting of main and guide bearing shells.
Engine out of operation Allen key, 12 mm

Socket spanner, 36 mm
Lead hammer
Silastene
Copaslip
Related procedure
Criteria for replacement of bearings, 506-01.16


08028-0D/H5250/94.08.12

Capacity : 2 men
Data

05.10 - ES0
MAN Diesel
Edition 10H Inspection of Main and Guide Bearing Shells Page 2 (4)
L27/38
Dismantling of Main Bearing
1) Dismantle the crankcase covers on both sides

of the engine fore and aft of the main bearing
in question.
2) Turn the engine until the crank is in a convenient

possition for carrying out the work.
3) Install the hydraulic tool on the side tie rods for

the main bearing cap to be lowered. Loosen
and remove the nuts (1), see fig 1. Leave the
rods in to avoid that the main bearing cap
drops down when removing the nuts for the
main bearing cap.
Seen from above
To pump
To pump
Fig 2 Installing lifting tool on main bearing cap
1 2 2 1
7) Slacken the tackle until the lifting tool is resting

Fig 1 Hydraulic tools mounted on tie rods against the engine frame.
8) Remove the lower bearing shell from the bear-

ing cap.
4) Install the hydraulic tool on the tie rods for the
main bearing cap inside the crankcase. Loosen 9) Press the tool for turning the upper bearing
and remove the nuts (2), see fig 1. half out into the lubricating oil bore in the crank
journal, see fig 3.
5) Install the lifting tool for the main bearing cap,
08028-0D/H5250/94.08.12
see fig 2 10) Turn the upper bearing half out by turning the
crankshaft.
6) Place a tackle above the handles of the two
lifting tools. Connect it to the handle and pull
tight to carry the weight of the main bearing
cap an screw the side stay bolts out.
05.10 - ES0
MAN Diesel
Working Card
Inspection of Main and Guide Bearing Shells 510-01.05
L27/38
16) Lift the bearing cap into position by means of
the tackle and screw the side studs in by hand.
Turning out Add some liquid sealing compound to the nuts
bearing to seal against the frame and screw on the nuts
but do not tighten.
17) Fit the nuts on the tie rods for the main bearing
cap in the crankcase.
18) The lifting tool for the main bearing cap can
now be removed.
Turning in 19) Mount the hydraulic jacks according to

bearing
Working Card 520-01.06.
20) Tighten the tie rods with a pressure of, see

Data for tightening torque description 500.40,
step 1 and turn the nuts against the frame.
21) Tighten the side tie rods with a pressure of see

step 1 and turn the nuts against the bearing
Fig 3 Using turning-out tool cap.
22) Tighten the tie rods with a pressure of, see

Mounting of Main Bearing step 2 and turn the nuts against the frame.
11) Carefully wash the new bearing in diesel fuel 23) Tighten the side tie rods with a pressure of see
to remove the preservation. Data for tightening torque description 500.40,
12) Add oil to the bearing surface of the upper cap.
bearing shell and slide it by hand into position
as far as possible. Make sure that the bear- 24) Release the pressure completely and rise the
ing is placed in the middle of the longitudinal pressure once again on the tie rods to, see
direction of the bearing bore. Data for tightening torque description 500.40,
13) If the bearing cannot be brought into correct cap.
position by hand, the tool for turning out the
bearing can be used to turn in the bearing. 25) Release the pressure and remove the hydraulic
make sure the joint faces of the bearing shell tools.
08028-0D/H5250/94.08.12
and the frame are in line.

26) Release the pressure completely and rise
14) Add oil to the bearing surface of the lower the pressure once again on the side tie rods
bearing shell and place it in the main bearing to, see Data for tightening torque description
cap. Make sure the joint faces of the bearing 500.40, step 2 and turn the nut against the
shell and the bearing cap are in line. engine frame.
15) Add molykote paste to the surface around the 27) Release the pressure and remove the hydraulic
hole for the side tie rods on the main bearing tools.
cap.
05.10 - ES0
MAN Diesel
Edition 10H Inspection of Main and Guide Bearing Shells Page 4 (4)
L27/38
Dismantling of guide bearing
All 4 thrust ring halves are identical.
Check or replacement of the thrust rings is carried out,

when checking or replacing the aft main bearing.
Before lowering the aft main bearing cap, as described

under "Dismantling of main bearing", the crankshaft
must be moved a little axially to make sure there is
noe axial force on the fore or aft thrust rings.
Lower thrust ring

Dismantling of thrust rings
28) When lowering the main bearing cap, care Fig 4 Guide bearing
must be taken that the lower thrust rings do
not drop into the oil pan.
29) The fore and aft upper thrust rings have come
down a little at the same time as the main bear-
ing cap was lowered and can easily be turned
out while the main bearing cap is resting in the
lifting tools.
Installation of thrust rings
30) The upper fore and aft thrust rings can easily
be turned in if the crankshaft is in the right axial
position.
31) Leave the two halves hanging over the main
journal with the joint faces in horizontal posi-
tion.
32) Add some grease to the back of the lower

thrust rings and place the thrust rings on the
main bearing cap. Make sure the guide flaps
are located in the grooves machined in the
bearing cap.
08028-0D/H5250/94.08.12
33) Lift the bearing cap and assemble as described

under "Mounting of main bearing".
34) For min./max. axial guide bearing clear-

ance and min./max. radial main bearing, see
description 500.35.
05.10 - ES0
MAN Diesel
Plate
Page 1 (2) Crankshaft 51001-10H
L27/38
141 165
177
189
273
190
285
200
190
104
094
082
224
070
075
212
033
08028-0D/H5250/94.08.12
045
057
236 069
08.14 - ES0
MAN Diesel
Plate
51001-10H Crankshaft Page 2 (2)
L27/38
Item Item
033 1/E Crankshaft, Krumtap,




070 2/C Cylindrical pin, ø25 Cylindrisk stift, ø25

(optional) (option)
082 4/C Nut Møtrik
094 4/C Bolt Bolt
104 2/C Counterweight Kontravægt
141 16/E Screw Skrue
189 4/E Screw Skrue
190 1/E Gearwheel 2/2 Tandhjul 2/2

236 1/E Screw Skrue

08028-0D/H5250/94.08.12
08.14 - ES0
MAN Diesel
Plate
Page 1 (2) Crankshaft 51001-11H
5L27/38
141 165
177
189
190
200 273
285
190
094
224 082
070
212
104
248
021
236
08028-0D/H5250/94.08.12
07.40 - ES0
MAN Diesel
Plate
51001-11H Crankshaft Page 2 (2)
5L27/38
Item Item
021 1/E Crankshaft Krumtap
082 4/C Nut Møtrik
094 4/C Bolt Bolt
104 9/E Counterweight Kontravægt
189 4/E Screw Skrue
236 1/E Screw Skrue
08028-0D/H5250/94.08.12
07.40 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Crankshaft 51001-16
L27/38
141 165
177
189
273
190
285
200
190
104
094
082
224
070
075
212
08028-0D/H5250/94.08.12
033
045
057
236 069
11.37 - ES0
MAN Diesel & Turbo
Plate
51001-16 Crankshaft Page 2 (2)
L27/38
Item Item





(optional) (option)
082 4/C Nut Møtrik
094 4/C Bolt Bolt
104 2/C Counterweight Kontravægt
189 4/E Screw Skrue

236 1/E Screw Skrue

08028-0D/H5250/94.08.12
11.37 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Crankshaft 51001-17
5L27/38
141 165
177
189
190
200 273
285
190
094
224 082
070
212
104
248
021
236
08028-0D/H5250/94.08.12
11.37 - ES0
MAN Diesel & Turbo
Plate
51001-17 Crankshaft Page 2 (2)
5L27/38
Item Item
021 1/E Crankshaft Krumtap
082 4/C Nut Møtrik
094 4/C Bolt Bolt
189 4/E Screw Skrue
236 1/E Screw Skrue
08028-0D/H5250/94.08.12
11.37 - ES0
MAN Diesel
Plate
Page 1 (2) Flywheel with Gear Rim 51003-14H
L27/38
010
022
105
034
046
071
083
130
142 095
08028-0D/H5250/94.08.12
Crankshaft see plate 51001
05.17 - ES0
MAN Diesel
Plate
51003-14H Flywheel with Gear Rim Page 2 (2)
L27/38
Item Item
010 1/E Flywheel, Svinghjul





071 16/E Bolt Bolt
083 1/E Gear rim Tandkrans
105 32/E Nut Møtrik
142 1/E Nut Møtrik
08028-0D/H5250/94.08.12
05.17 - ES0
MAN Diesel
Plate
Page 1 (2) Vibration Damper with Attachment 51004-25
L27/38
Crankshaft
016
see plate 51001
161
053
041
161
08028-0D/H5250/94.08.12
06.02 - ES0
MAN Diesel
Plate
51004-25 Vibration Damper with Attachment Page 2 (2)
L27/38
Item Item
016 1/E Vibration damper Svingningsdæmper
041 1/E Spur gear Tandhjul
053 8/E Bolt Bolt
08028-0D/H5250/94.08.12
06.02 - ES0
Engine frame/Oil pan
511/611
MAN Diesel & Turbo
Description
Engine Frame and Base Frame 511.01
L27/38
Engine Frame The main bearings for the underslung crankshaft are
carried in heavy supports by tierods from the interme-
The monobloc cast iron engine frame is designed diate frame floor, and are secured with the bearing
to be very rigid. All the components of the engine caps.These are provided with side guides and held in
frame are held under compression stress. The frame place by means of studs with hydraulically tightened
is designed for an ideal flow of forces from the cylin- nuts. The main bearing is equipped with replaceable
der head down to the crankshaft and gives the outer shells which are fitted without scraping.
shell low surface vibrations.
On the sides of the frame there are covers for ac-
Two camshafts are located in the engine frame. cess to the camshafts and crankcase. Some covers
The valve camshaft is located on the exhaust side are fitted with relief valves which will operate if oil
in a very high position and the injection camshaft is vapours in the crankcase are ignited (for instance in
located on the service side of the engine. the case of a hot bearing).
Base Frame
The engine and alternator are mounted on a rigid

base frame. The alternator is considered as an in-
tegral part during engine design. The base frame,
which is flexibly mounted, acts as a lubricating oil
reservoir for the engine.
Fig 1 Engine frame Fig 2 Main bearings
00.13 - ES0
MAN Diesel
Page 1 (2) Functional Test of Crankcase Safety Relief Valves Edition 08H
L27/38
Stopped engine Plate no Item no Note.

Shut-off fuel oil
Functional test of crankcase safety relief val-

ves.
Starting position
Related procedure
Working time : 1/4 hour Plate no Item no Qty/

08028-0D/H5250/94.08.12
Capacity : 1 man
51106 237 1/cover
51106 524 4/relief valve
Data 51106 740 1/relief valve

06.47 - ES0
MAN Diesel
Edition 08H Functional Test of Crankcase Safety Relief Valves Page 2 (2)
L27/38
Functional Testing 4) Remount the relief valve cover of the engine.
Functional testing of the crankcase safety relief

valves cannot be performed during operation of the Warning!
engine, but it must be checked during overhauls that If the safety relief valves are actuated, the engine
the valve flap is movable. must be stopped immediately, and it must not be
restarted until the cause and the fault are detected,
see also description 503.04, Ignition in Crankcase.
When Painting
When painting the engine, take care not to block up

the safety relief valves with paint.
Check of Opening Pressure
To check the proper opening pressure, see fig 1:
1) Remove the relief valve cover from the en-

gine.
2) Place the cover on the floor with the pressure

area upwards.
3) Apply a weight at 20 kg on the pressure

area.
The relief valve must open under this pres-
sure. Fig 1 Cover with relief valve
08028-0D/H5250/94.08.12
06.47 - ES0
MAN Diesel
Plate
Page 1 (4) Frame with Main Bearings 51101-19H
L27/38
086
194 074
265 899
074
182
062
098
108
277 121
289
133
145
290 373
300
397 385
922
348
361
216 407
049 934
228 216
312
228
324 204 312

336 887
348
08028-0D/H5250/94.08.12
361
241 241
242
242
456
253
086 157
169
086
07.33 - ES0
MAN Diesel
Plate
51101-19H Frame with Main Bearings Page 2 (4)
L27/38
909
910
361
419
420
432
432 444
444
08028-0D/H5250/94.08.12
049
07.33 - ES0
MAN Diesel
Plate
Page 3 (4) Frame with Main Bearings 51101-19H
L27/38
Item Item
049 2/E Cylindrical pin Cylindrisk stift 216 Cross bolt Krydsbolt
062 4/C Tie rod Stavbolt 16/E 6 cyl. engine 6 cyl. motor
074 8/C O-ring O-ring 20/E 8 cyl. engine 8 cyl. motor
086 Nut Møtrik
34/E 5 cyl. engine 5 cyl. motor 228 Nut Møtrik
098 1/E Frame, Stativ,
5 cyl. engine 5 cyl. motor 241 Main bearing Hovedlejeskal
shell 2/2, Miba 2/2, Miba
108 1/E Frame , Stativ, 7/E 5 cyl. engine 5 cyl. motor
121 1/E Frame, Stativ, 10/E 8 cyl. engine 8 cyl. motor
133 1/E Frame, Stativ, 242 Main bearing Hovedlejeskal

8 cyl. engine 8 cyl. motor shell 2/2, Daido 2/2, Daido
145 1/E Frame, Stativ, 8/E 6 cyl. engine 6 cyl. motor
157 Main bearing cap Hovedlejedæksel 11/E 9 cyl. engine 9 cyl. motor
7/E 6 cyl. engine 6 cyl. motor 253 4/E Thrust bearing ring Tryklejering
9/E 8 cyl. engine 8 cyl. motor 265 O-ring O-ring
169 1/E Main bearing cap, Hovedlejedæksel, 16/E 7 cyl. engine 7 cyl. motor
axial aksial 18/E 8 cyl. engine 8 cyl. motor
182 Tie rod Stavbolt
12/E 5 cyl. engine 5 cyl. motor 277 4/C Nut Møtrik
16/E 7 cyl. engine 7 cyl. motor 289 4/C Stud Tap
20/E 9 cyl. engine 9 cyl. motor 290 Sealing ring Tætningsring
194 Crown nut Kronemøtrik 7/E 6 cyl. engine 6 cyl. motor
Plug
08028-0D/H5250/94.08.12
20/E 9 cyl. engine 9 cyl. motor 300 Propskrue

204 Cylindrical pin Cylindrisk stift 7/E 6 cyl. engine 6 cyl. motor
07.33 - ES0
MAN Diesel
Plate
51101-19H Frame with Main Bearings Page 4 (4)
L27/38
Item Item
312 Protecting cap Beskyttelseshætte 909 Camshaft bearing Ventilstyreaksel-

14/E 5 cyl. engine 5 cyl. motor (valve camshaft) leje
910 Camshaft bearing Styreakselleje for
336 1/E Spray nozzle Sprøjtedyse (injection camshaft) brændstofind-
sprøjtning
348 4/E Spring lock Fjedersikring 6/E 5 cyl. engine 5 cyl. motor
361 Screw Skrue 8/E 7 cyl. engine 7 cyl. motor
20/E 8 cyl. engine 8 cyl. motor 922 Cu-gasket, M80 Kobberpakning, M80
373 1/E O-ring O-ring 8/E 7 cyl. engine 7 cyl. motor
385 1/E Cover Dæksel 10/E 9 cyl. engine 9 cyl. motor
397 Cu-gasket, M60 Kobberpakning, M60 934 Plug, M80 Propskrue, M80
407 Plug, M60 Propskrue, M60

419 1/C Connecting piece Forbindelsesstykke
432 2/E Plug Prop
456 2/E Tie rod Stavbolt
887 /I Loctite 270 Loctite 270
899 4/C Ring Ring

08028-0D/H5250/94.08.12
07.33 - ES0
MAN Diesel
Plate
Page 1 (2) Front-end Box 51103-19H
L27/38
Mounting of charge air

cooler, see plate 51235
Charge air pipes,

see plate 51230
Lubricating oil filter,

see plate 51502
840
852
864
099
038
051
146 205
876 183
985
997
349 171
986
099
099
888
038 911
08028-0D/H5250/94.08.12
109
099
038
923
06.41 - ES0
MAN Diesel
Plate
51103-19H Front-end Box Page 2 (2)
L27/38
Item Item
099 18/E Spring washer Fjederskive
109 1/E Cover Dæksel
146 4/E Thermostatic Termostatelement

element for lub. oil for smøreolie
171 4/E Retaining ring Sikringsring
349 4/E Screw Skrue
864 1/E Closing piece Låsestykke
888 12/E Thrust washer Trykskive
08028-0D/H5250/94.08.12
06.41 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Front-end Box 51103-08H
L27/38
Centrifugal by-pass filter, 445

see plate 51515
087+ 218 935
099 217+ 445
242+ 577 516
541 433 528
959 099 494
636 469 504
960 553 457
673
661
648 482
972 984 470
229 719 301
624 075 996 697
528 195 038 947
063 196
099
026 408
08028-0D/H5250/94.08.12
10.29 - ES0
MAN Diesel & Turbo
Plate
51103-08H Front-end Box Page 2 (2)
L27/38
Item Item
026 1/E Cover Dæksel 624 4/E Screw Skrue
038 4/E Screw Skrue 636 1/E Thrust piece Trykstykke
063 4/E Nut Møtrik 648 1/E Covering plate Dækselplade
075 2/E Washer Skive 661 1/E Screw Skrue
087+ 4/E Screw Skrue 673 1/E Nut Møtrik
099 8/E Spring washer Fjederskive 697 1/E O-ring O-ring
195 4/E Stud Tap 719 1/E Spring Fjeder
196 /I Loctite 638 Loctite 638 935 1/E Intermediate piece Mellemstykke
217+ 1/E Flange Flange 947 1/E Intermediate piece Mellemstykke
218 /I Packing silicone Packing silicone 959 1/E O-ring O-ring

paste paste
972 1/E Casing Hus
242+ 4/E Nut Møtrik
984 1/E Piston Stempel
+ To be used if cen- + Anvendes hvis ikke
433 10/E Screw Skrue trifugal by-pass filter centrifugal by-pass
is not mounted filter er monteret
457 1/E Bracket for by-pass Konsol for centrifugal

centrifugal filter by-pass filter
469 4/E Screw Skrue
516 4/E Screw Skrue

08028-0D/H5250/94.08.12
541 1/E Spring Fjeder
553 1/E Piston Stempel
10.29 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Front-end Box 51103-29
L27/38
014 720
732
697
589
744 947
590
756 408
038
099 Mounting of charge air
cooler, see plate 51235
Charge air pipes,

134 see plate 51230
122
Lubricating oil filter,
see plate 51502
026
612
600
Charge air cooler,
see plate 51201 840
852
864
Cooling water pumps,

see plate 51610 099
732 051 038
099
827
720 349
815 986
839
Mounting of Lube oil
thermostatic elements,
see plate 51545
793 099
099 803 Lubricating oil pump,
see plate 51501 038
781
109
Lubricating oil cooler,
see plate 51506 099
038
923
11.35 - ES0 - Tier II

MAN Diesel & Turbo
Plate
51103-29 Front-end Box Page 2 (2)
L27/38
Item Item
014 1/E Front-end box Front-end box 923 1/E Cover Dæksel
026 1/E Cover Dæksel 947 1/E Intermediate piece Mellemstykke
038 18/E Cylindrical screw Cylindrisk skrue 986 /I Glue Lim
099 22/E Locking spring Låsefjederskive

washer
122 1/E Screw Skrue
134 1/E Sealing ring Tætningsring
349 4/E Screw Skrue
589 1/E Closing screw Låseskrue
590 1/E Seal Tætning
612 4/E Screw Skrue
720 18/E Closing screw Skrue
756 1/E Seal ring Tætningsring
781 4/E Screw Skrue
815 12/E Stud screw Tapskrue
827 12/E Disc Skive
864 1/E Closing piece Låsestykke
11.35 - ES0 - Tier II

MAN Diesel
Plate
Page 1 (2) Base Frame - One Bearing 51111-07H
L27/38
080
175
126
138
092
151
163
Level switch in oil sump,

018 see plate 50920
031
043
055
079 067
08028-0D/H5250/94.08.12
06.18 - ES0
MAN Diesel
Plate
51111-07H Base Frame - One Bearing Page 2 (2)
L27/38
Item Item
018 1/E Base frame, Bundramme,





079 7/E Screw Skrue
080 4/E Screw Skrue
092 4/E Nut Møtrik
126 Screw Skrue

138 Disc Skive


08028-0D/H5250/94.08.12
06.18 - ES0
MAN Diesel
Plate
Page 1 (2) Base Frame - Two Bearings 51111-08H
L27/38
080
329
175
126
138
092
151
163
Level switch in oil sump,

018 see plate 50920
031
043
055
079 067
08028-0D/H5250/94.08.12
06.18 - ES0
MAN Diesel
Plate
51111-08H Base Frame - Two Bearings Page 2 (2)
L27/38
Item Item





079 7/E Screw Skrue
080 4/E Screw Skrue
092 4/E Nut Møtrik
126 Screw Skrue

138 Disc Skive

329 6/E Screw Skrue

08028-0D/H5250/94.08.12
06.18 - ES0
MAN Diesel
Plate
Page 1 (2) Covering 51120-01H
L27/38
066
054 078 A
3 x M10 to be drilled in
cover when mounting
091
101 150
113
017
208 125
221 137
233
029 149
030
125
B
137
08028-0D/H5250/94.08.12
base frame when mounting
162
B
042
cooler when mounting 198
029 125 029
030 137 174 186
base frame when mounting
06.40 - ES0
MAN Diesel
Plate
51120-01H Covering Page 2 (2)
L27/38
Item Item
017 1/E Guard for cooler Skærm for køler

042 1/E Guard Skærm
066 2/E Screw Skrue
091 3/E Screw Skrue
150 2/E Bracket Holder
162 1/E Distance piece Afstandsstykke
186 1/E Nut Møtrik


6, 7 cyl. engine 6, 7 cyl. motor

08028-0D/H5250/94.08.12
06.40 - ES0
Turbocharger
512/612
MAN Diesel & Turbo
Description
Turbocharger System 512.01
L27/38
P8 M1 P2 P9
TE TE TE TE TE TE ZT
61 62 60 60 60 60 88
SE TE TE TE
(see compressed air diagram)
89 98-3 98-2 98-1
Exhaust gas to TC SI
89-90
Compressed air - inlet
SE
90-1
SE
Charging air from TC 90-2
PT TE
31 31
Alternator
Water mist
catcher
Condensed Lambda controller
water separator
Funnel delivered P6 Compressed air - inlet

by customer (see compressed air diagram) Optional
Fig. 1 Diagram for compressed air system
Turbocharger System through the cooler, the end covers being designed
with partitions which cause the cooling water to turn.
The turbocharger system of the engine, which is a
constant pressure system, consists of an exhaust The cooling water for the low temperature stages of
gas receiver, a turbocharger, a charging air cooler the charge air is controlled by the scavenging pres
and a charging air receiver. sure to ensure sufficient scavenging temperature for
burning HFO. A water mist catcher can be adopted
The turbine wheel of the turbocharger is driven by after the air cooler as an option.
the engine exhaust gas, and the turbine wheel drives
the turbocharger compressor, which is mounted on From the exhaust valves, the exhaust gas is led
the common shaft. The compressor draws air from through to the exhaust gas receiver where the
the engine room through the air filters. pulsatory pressure from the individual cylinders is
equalized and passed on to the turbocharger as a
The turbocharger forces the air through the char constant pressure, and further to the exhaust outlet
ging air cooler to the charging air receiver. From the and silencer arrangement.
charging air receiver the air flows to each cylinder
through the inlet valves. The exhaust gas receiver is made of pipe sections,
one for each cylinder, connected to each other by
The charging air cooler is a compact two-stage tube means of compensators to prevent excessive stress
-type cooler with a large cooling surface. The high in the pipes due to heat expansion.
temperature water is passed through the first stage
of the charging air cooler and the low temperature To avoid excessive thermal loss and to ensure a
water is passed through the second stage. At each reasonably low surface temperature the exhaust gas
stage of the cooler the water is passed two times receiver is insulated.
11.45 - ES0 - Tier II

MAN Diesel
Description Cleaning the Turbocharger In Service 512.05

Page 1 (1)
Water Washing of Compressor Edition 01
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.
Regular cleaning during operation by injection of

water before the compressor wheel will reduce the
fouling rate considerably, and consequently prolong
the intervals between dismantling necessary for
mechanical cleaning.
94.26 - ES0U-G
MAN Diesel
Description Cleaning the Turbocharger in Service 512.10

Page 1 (3)
Dry Cleaning - Turbine Edition 02H
L21/31, L27/38
L23/30H, V28/32S
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.
This cleaning method employs cleaning agents con-

sisting of dry solid bodies in the form of granules. A
certain amount of these granules, depending on the
turbocharger size, is, by means of compressed air,
blown into the exhaust gas line before the gas inlet
casing of the turbocharger.
The injection of granules is done by means of wor-

king air with a pressure of 5-7 bar.
On account of their hardness, particularly suited

blasting agents such as nut-shells, broken or artifi-
cially shaped activated charcoal with a grain size of
1.0 mm to max. 1.5 mm should be used as cleaning
agents.
1 Closing valve 2 Container
The solid bodies have a mechanical cleaning effect 3 Air valve 4 working air inlet
which removes any deposits on nozzle vanes and 5 Exhaust pipe 6 Snap coupling
turbine blades.
Fig 1 Arrangement of dry cleaning of turbocharger - Turbine
Dry cleaning can be executed at full engine load and
does not require any subsequent operating period of
the engine in order to dry out the exhaust system.
Experience has shown that regular cleaning intervals

are essential to successful cleaning, as excessive
fouling is thus avoided. Cleaning every second day
during operation is recommended.
The cleaning intervals can be shorter or longer based

on operational experience.
97.08 - ES2
MAN Diesel
512.10 Cleaning the Turbocharger in Service Description

Page 2 (3)
Edition 02H Dry Cleaning - Turbine
L21/31, L27/38
L23/30H, V28/32S
Dry cleaning of turbochargers
Suppliers of cleaning agents:
1. "Solf Blast Grit, Grade 14/25"
TURCO Products B.V.

Verl. Blokkenweg 12, 617 AD EDE - Holland
Tel.:08380 - 31380, Fax.: 08380 - 37069
2. Designation unknown
Neptunes Vinke B.V.

Schuttevaerweg 24, 3044 BB Rotterdam
Potbus 11032, 3004 E.A. Rotterdam, Holland
Tel.: 010 - 4373166 Fax.: 4623466
3. "Grade 16/10"
FA. Poul Auer GmbH

Strahltechnik
D-6800 Mainheim 31, Germany
4. "Granulated Nut Shells"
Eisenwerke Würth GmbH + Co.

4107 Bad Friederichshall, Germany
Tel.: 0 71 36-60 01
5. "Soft Blasting Grade 12/3a"
H.S. Hansen Eftf. Kattegatvej 2

2100 Copenhagen Ø, Denmark
Tel.:(31) 29 97 00 Telex: 19038
6. "Crushed Nutshells"
Brigantine, Hong Kong
7. "Turbine Wash"
Ishikawajima-Harima Heavy Industries Co.

Ishiko Bldg., 2-9-7 Yassu, Chuo-Ku
Tokyo 104, Japan
Tel.: 03-2 77-42 91
97.08 - ES2
MAN Diesel

Page 3 (3)
Dry Cleaning - Turbine Edition 02H
L21/31, L27/38
L23/30H, V28/32S
8. "A-C Cleaner" (Activated Coal)
Mitsui Kozan Co. Ltd. (Fuel Dept.)

Yamaguchi Bldg., 2-1-1 Nihonbashi
Muromachi, Chuo-Ku
Tokyo 103, Japan
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
11. "Marine Grid No. 14" (Walnut)
Hikawa Marine
Kaigan-Dori 1-1-1, Kobe 650, Japan
Tel.: 0 78-3 21-66 56
12. "Marine Grid No. 14"
Mashin Shokai
Irie-Dori, 3-1-13, Hyogo-Ku
Kobe 652, Japan
Tel.: 0 78-6 51-15 81
13. Granulate
MAN Diesel
Teglholmsgade 41 2450 København SV, Danmark
Tel.: +45 33 851100 Fax.: +45 33 851030
The list is for guidance only and must not be considered complete. We
undertake no responsibility that might be caused by these or other pro-
ducts.
97.08 - ES2
MAN Diesel

Page 1 (1)
Water Washing - Turbine Side Edition 01
General
Description
The tendency to fouling on the gas side of turbo Heavily contaminated turbines, which where not
chargers depends on the combustion conditions, cleaned periodically from the very beginning or after
which are a result of the load on and the maintenance an overhaul, cannot be cleaned by this method.
condition of the engine as well as the quality of the
fuel oil used. If vibration in the turbocharger occur after water-wa
shing has been carried out, the washing should be
Fouling of the gas ways will cause higher exhaust repeated. If unbalance still exists, this is presumably
gas temperatures and higher surface temperatures due to heavy fouling, and the engine must be stop
of the combustion chamber components and will ped and the turbocharger dismantled and manually
also lead to a lower performance. cleaned.
Tests and practical experience have shown that The washing water should be taken from the fresh
radial-flow turbines can be successfully cleaned water system and not from the fresh cooling water
by injection water into the inlet pipe of the turbine. system or salt water system. No cleaning agents and
The cleaning effect is based on the water solubility solvents need to be added to the water.
of the deposits and on the mechanical action of the
impinging water droplets and the water flow rate. To avoid corrosion during standstill, the engine must,
upon completing of water washing run for at least 1
The necessary water flow is dependent on the gas hour before stop so that all parts are dry.
flow and the gas temperature. Enough water must be
injected per time unit so that, not the entire flow will
evaporate, but about 0.25 l/min. will flow off through Water Washing System
the drainage opening in the gas outlet.Thus ensuring
that sufficient water has been injected. The water washing system consists of a pipe system
equipped with a regulating valve, a manoeuvring
Service experience has shown that the above men valve, a 3-way cock and a drain pipe with a drain
tioned water flow gives the optimal cleaning effect. If valve from the gas outlet, see illustration on working
the water flow is reduced the cleaning effect will be card 512-15.00.
reduced or disappear. If the recommended water flow
is exceed, there is a certain risk of a accumulation The water for washing the turbine, is supplied from
of water in the turbine casing, which can result in the external fresh water system through a flexible
damage on the turbocharger. hose with couplings. The flexible hose must be
disconnected after water washing.
The best cleaning effect is obtained by cleaning at
low engine load approx. 20% MCR. Cleaning at low By activating the manoeuvring valve and the regu
load will also reduce temperature shocks. lating valve, water is led through the 3-way cock to
the exhaust pipe intermediate flange, equipped with
Experience has shown, that washing at regular inter a channel to lead the water to the gas inlet of the
vals is essential to successful cleaning, as excessive turbocharger.
fouling is thus avoided. Washing at intervals of 100
hours is therefore recommended. Depending on the The water which is not evaporated, is led out through
fuel quality these intervals can be shorter or longer. the drain pipe in the gas outlet.
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.
96.39 - ES0
MAN Diesel & Turbo

Page 1 (1)
Water Washing - Turbine Side Edition 03
L16/24, L21/31,
L27/38
Description fuel quality these intervals can be shorter or longer.
However, the turbine must be washed at the latest
The tendency to fouling on the gas side of turbo when the exhaust gas temperature upstream of the
chargers depends on the combustion conditions, turbine has risen about 20° C above the normal
which are a result of the load on and the maintenance temperature.
condition of the engine as well as the quality of the
fuel oil used. Heavily contaminated turbines, which where not
cleaned periodically from the very beginning or after
Fouling of the gas ways will cause higher exhaust an overhaul, cannot be cleaned by this method.
gas temperatures and higher surface temperatures
of the combustion chamber components and will If vibration in the turbocharger occur after water-
also lead to a lower performance. washing has been carried out, the washing should
be repeated. If unbalance still exists, this is pre
Tests and practical experience have shown that sumably due to heavy fouling, and the engine must
radial-flow turbines can be successfully cleaned be stopped and the turbocharger dismantled and
by injection water into the inlet pipe of the turbine. manually cleaned.
The cleaning effect is based on the water solubility
of the deposits and on the mechanical action of the The washing water should be taken from the fresh
impinging water droplets and the water flow rate. water system and not from the fresh cooling water
system or salt water system. No cleaning agents and
The necessary water flow is depending on exhaust solvents need to be added to the water.
gas flow and temperature. E.g. the flow needed for
L16/24 is from 2.5 - 5 litres per minute for 5 and 9 To avoid corrosion during standstill, the engine must,
cylinder engines. The water flow must be so high upon completing of water washing run for at least 1
that all of the water do not evaporate. Also the wa hour before stop so that all parts are dry.
terflow must not be so high that the turbine wheel is
drowned and stops rotating. The washing sequence
should be in accordance with the turbocharger ma Water Washing System
nual. Engine load, exhaust gas temperature before
turbine and turbine speed must be according to The water washing system consists of a pipe system
turbocharger manual. Carry out sequential washing equipped with a regulating valve, a manoeuvring
so that exhaust gas temperature after turbine drops valve, a 3-way cock and a drain pipe with a drain
below 100°C and in the drying period increases to valve from the gas outlet, see illustration on working
more than 100°C. For preadjustment of the washing card 512-15.00.
tool, install the correct orifice for the actual engine
size, check that the water flow is in accordance with The water for washing the turbine, is supplied from
the table by adjusting the water pressure. Check in the external fresh water system through a flexible
a bucket that the water flow is in the correct range. hose with couplings. The flexible hose must be
disconnected after water washing.
Water flow Diameter orifice
l/min mm By activating the manoeuvring valve and the regu
lating valve, water is led through the 3-way cock to
5-9L16/24 2-5 2.5
the exhaust pipe intermediate flange, equipped with
5-9L21/31 5-10 3.5
a channel to lead the water to the gas inlet of the
5-9L27/38 8-15 4.5 turbocharger.
Experience has shown, that washing at regular inter The water which is not evaporated, is led out through
vals is essential to successful cleaning, as excessive the drain pipe in the gas outlet.
fouling is thus avoided. Washing at intervals of 100
hours is therefore recommended. Depending on the
12.16 - ES0
MAN Diesel
Description
Control Air for Charge Air Blow off 512.38
L27/38
Functionality of SCR Valves at Charge Air

Inlet Cooler Small valve Big valve Outlet
The valves for the SCR system is mounted to keep

the exhaust gas temperature after TC above 310°C, if
possible. This temperature is needed for the catalyst
to perform as intended.
The system exists of two different valves with a

opening area of 5 cm2 (small valve) and 10 cm2 (big
valve). The two valves openes and closed according
to the diagram shown below with the temperatures
written below.
The function is activated when engine is running and

deactivated when engine is stopped. Fig 1
Control of Valves for SCR Temperature
Small valve = Valve A

Big valve = Valve B
Valve pos.
B open
B close
A open
A close
08028-0D/H5250/94.08.12
t15L t15H t10L t10H t5L t5H Temp.
t15L = 309° C t15H = 312° C

t10L = 315° C t10H = 320° C
t 5L = 325° C t 5H = 330° C
Fig 2 Diagram of valve function
07.22 - ES0
MAN Diesel
Page 1 (4) Overhaul of Charging Air Cooler Edition 03H
L27/38

Overhaul of charging air cooler.
Starting position
Related procedure

08028-0D/H5250/94.08.12
Working time : 3-4 hours Plate no Item no Qty/

Capacity : 2 men
51201 030 1/k
51201 113 1/k
Data 51201 150 1/k
51103 408 8/E
01.30 - ES0
MAN Diesel

Edition 03H Overhaul of Charging Air Cooler Page 2 (4)
L27/38
Overhaul of Charging Air Cooler
Charging air pipe
The charging air cooler normally is cleaned and
overhauled at the intervals indicated in the „Planned
Maintenance Program“, or if observations prove that
the cooler does not work adequately, see section
502.
Dismounting of Charging Air Cooler
1) Turn off the cooling water inlet and outlet val-

ves.
2) Remove the charging air pipe, see fig 1. Fig 1 Charging air pipe
3) Mount the lifting tool and tighten the four bolts, 6) Lift and pull the air cooler out of the cooler
see fig 2. housing and place it on a couple of wooden
planks on the floor.
4) Attach a tackle hook to the lifting tool and
slightly tighten the wire. 7) Remove screws (1), end cover (2), reversing
cover (5) and side plate (6), see fig 4.
5) Loosen and remove the bolts for the charging
air cooler, see fig 3.
08028-0D/H5250/94.08.12
Fig 2 Mounting of lifting tool
01.30 - ES0
MAN Diesel
Page 3 (4) Overhaul of Charging Air Cooler Edition 03H
L27/38
Cleaning and inspecting
8) Clean the cooler element on the water and air

sides.
After using cleaning agents, the manufacturing

recommendation must be followed.
Bolts
The greatest care must be taken when dis-

mantling, cleaning and mounting the cooler
element, as the thin fins of the tubes cannot
stand impacts and pressure.
Fig 3 Bolts for charging air cooler

08028-0D/H5250/94.08.12
1 Screw
2 End cover
3 Gasket
4 Gasket
5 Reversing cover
6 Side plate
Fig 4 Charging air cooler
01.30 - ES0
MAN Diesel

Edition 03H Overhaul of Charging Air Cooler Page 4 (4)
L27/38
Nevertheless, if the metal is bent, it should be
carefully straightened, as bent fins will increase O-ring
the pressure drop across the cooler consider-
ably.
Should one or more cooler tubes become

leaky it/they immediately must be made tight,
either by expanding the tube ends into the tube
plates or by blanking with plugs of the tube(s)
concerned.
It is important that the charging air cooler is not

leaky as any water that leaks in will be carried
together with the air into the cylinders where it
will damage valves, piston rings, and cylinder
liners.
9) Also clean the end cover and coat it on the Fig 5 O-ring at water connections
inside with an anti-corrosion agent.
10) Fouling and deposition in the pipes can be 12) Lift the air cooler by the lifting tool and carefully
removed with a hand or machine operated push it into its housing.
circular steel brush.
13) Mount the bolts for the air cooler, see fig 3.
Mounting of Charging Air Cooler 14) Mount the screws for the charge air pipe, see
fig 1.
11) Renew gaskets (3) for end cover and gasket
(4) for reversing cover before assembling end
cover (2), reversing cover (5) and side plate Out of Service Periods
(6). See fig 4.
At longer periods out of service, recommendations
Note: Before mounting the air cooler, the O-ring at for the entire system are followed. Please see sec-
the water connections must be replaced, see fig 5. tion 501.
08028-0D/H5250/94.08.12
01.30 - ES0
MAN Diesel & Turbo
Work Card 512-01.10
Page 1 (2) Exhaust Pipe Compensator
Edition 02
V28/32S, L21/31, L27/38

Engine stopped Plate No. Item No. Note
Shut off cooling water
Shut off fuel oil
Stop lub. oil circulation
Short Description
Starting Position Hand Tools
Related Procedure
Qualified Manpower Replacement and wearing parts

Duration in h : 1/4 Plate No. Item No. Quantity
Number : 1
Data
2003.01.27. - ES0
MAN Diesel & Turbo
512-01.10 Work Card
Exhaust Pipe Compensator Page 2 (2)
Edition 02
V28/32S, L21/31, L27/38

Personal Protection Equipment!
Warning!
Personal Protection Equipment:
Use safety shoes, hearing protection, protective
gloves, safety glasses
Health Risk!
Warning!
Health Risk!
Due to vibrations during engine operation, espe-
cially in awkward positions!
Description
To minimize toxic gases in the engine room and to
keep the exhaust gas insulation in good condition, it
is necessary to keep the exhaust pipe compensa-
tors tight.
1) Start the engine.
2) Feel and look for any leak in the exhaust gas
pipe compensators.
Note:
If any leak is discovered, the compensator in ques-
tion must be renewed.
2003.01.27. - ES0
MAN Diesel & Turbo
Work Card 512-05.00
Page 1 (4) Water Washing of Compressor Side
Edition 01
L23/30H, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Water washing of compressor side. Turbocharger
cleaning with engine in service.
Related Procedure

Number : 1 See the special
instructions for
Data turbocharger.

2002.05.13. - ES0
MAN Diesel & Turbo
512-05.00 Work Card
Water Washing of Compressor Side Page 2 (4)
Edition 01
L23/30H, V28/32S, L21/31, L27/38

Personal Protection Equipment! 1) Run the engine with as high a load as possible.
2) Discharge the excesspressure in the container
Warning! by drawing out the spindle in the safety valve
Personal Protection Equipment: (see fIg. 1) before loosening the top cover.
The spindle returns automatically by means of a
built-in spring
3) Fill the container with 2 litres fresh water (see
the scale on the container).
Health Risk!
⇨ Warning:
Warning! Do not use sea water or cooling water.
4) Mount the top cover on the container.
Health Risk!
5) Blow air into the container by means of a blow
gun, until an operation pressure of 3 bar is
reached (see fig 2).
The safety valve will open at a pressure of 4 bar
Before Cleaning Excesspressure will discharge through the
safety valve
The cleaning process is only to be carried out when
the engine is at operating temperature (see Operat-
ing Data 500.30) and when it is loaded as close as
possible to full load (see Main Data 500.00).
See also "Cleaning the Turbocharger in Service,
Water Washing of Compressor", 512.05.
Cleaning Procedure
1 Work air 2 Blow gun

3 Top cover 4 Container
Figure 2: .
6) Connect the plug-in coupling of the lance to the

snap coupling on the pipe (see fig 3).
1 Spindle 2 Safety valve
Figure 1: .
2002.05.13. - ES0
MAN Diesel & Turbo
Work Card 512-05.00
Page 3 (4) Water Washing of Compressor Side
Edition 01
L23/30H, V28/32S, L21/31, L27/38
1 Injection tube 2 Pipe

3 Snap coupling 4 Plug-in coupling
5 Hand valve with handle 6 Container
7 Charge air line
Figure 3: .
7) Depress the handle on the hand valve until the

water is completely injected into the compres-
sor (approx. 30 seconds).
The water will enter the compressor in atomized
condition, impinge the vanes of the compressor
wheel with high velocity and thus wash off the
dirt deposited.
8) Release the plug-in coupling and vent the con-
tainer by drawing the spindle out of the safety
valve.
After cleaning
9) Run the engine for minimum 10 minutes at
unaltered high load.
10) Compare the measurements of the operating
data (see fig 4) before and after the cleaning
procedure (see Operating Data 500.30).
2002.05.13. - ES0
MAN Diesel & Turbo
512-05.00 Work Card
Water Washing of Compressor Side Page 4 (4)
Edition 01
L23/30H, V28/32S, L21/31, L27/38

IF THEN
the comparison indicates success of the washing proce- the water washing of the compressor side is finished
dure
the comparison indicates lack of the washing procedure carry out the washing procedure from step 1 with 10
minutes interval from the initial washing
severe dirt is being deposited in the compressor dismantling of the compressor components for manual
cleaning is necessary (see special turbocharger manual in
section 512).
2002.05.13. - ES0
MAN Diesel & Turbo
Work Card 512-10.00
Page 1 (2) Cleaning the Turbine, dry cleaning
Edition 05
V28/32S, L21/31, L27/38

Shut-off starting air 51210 136
Shut off fuel oil
Short Description
Cleaning and/or maintenance of air filter.
Related Procedure

Number : 1
Data
2003.01.27. - ES0
MAN Diesel & Turbo
512-10.00 Work Card
Cleaning the Turbine, dry cleaning Page 2 (2)
Edition 05
V28/32S, L21/31, L27/38

Warning!
Health Risk!
Warning!
Health Risk!
Dry cleaning
1 Stop valve 2 Container

3 Valve 4 Working air
Figure 1: Dry cleaning

The device is connected immediately before the TC 2) Fill the container (2) with granulate. The amount
gas inlet. depending on the type of turbocharger.
Appropriate cleaning materials are granulates from NR12, NR14, NR15, NR17, NR20 0.3 litre
nut shells or activated charcoal of a grain size of 1 NR24, NR26 0.4 litre
mm (max. 1.5 mm) NR29, NR34 0.5 litre
3) Connect to the working air system (4).
Cleaning sequence 4) Connect the dry cleaning device to valve (1) and
open valve (3). Then open valve (1) slowly until a
Please also consult the instruction plate on the
hissing sound indicates that the granulate is
engine.
being injected. Injection period: Approx. 2 min
The cleaning is to be carried out at high engine or until the container is empty.
load, min. 75 % MCR. Note: If vibrations occur after cleaning the tur-
1) Before connecting the cleaning device, see fig bine it is necessary to repeat the cleaning proc-
1, open the stop valve (1) and check that the ess until no vibrations are observed.
passage is not blocked. Close the valve again.
2003.01.27. - ES0
MAN Diesel
Page 1 (2) Water Washing of Turbine Side Edition 03
L16/24, L21/31
L27/38

Shut-off fuel oil
Description
Water washing of turbine side, cleaning with

engine in service. Hand tools
Starting position
Related procedure

08028-0D/H5250/94.08.12

Capacity : 1 man
See the special instruction for turbocharger.
Data

09.39 - ES0
MAN Diesel

Edition 03 Water Washing of Turbine Side Page 2 (2)
L16/24, L21/31
L27/38
Cleaning Procedure. 9) After the water washing, the engine should run
for at least 1 hour before stop.
1) Adjust the engine load to approx. 20 % and let
the engine stabilize for 10 min. Note: The regulating valve has to be opened
slowly.
2) Open the drain cock at the turbocharger outlet
and check for free passage, see fig 1. The manoeuvring valve must not be locked in open
position.
3) Turn the 3-way cock to position 2 "Open", see
fig. 2 and check for free passage. If ok turn to The water injection time mentioned in item 6 must
the water wash position 3 "Wash". be not exceeded.
4) Connect the water supply to the water wash For water washing of turbine side, see also descrip
system. tion for water washing.
5) Activate the manoeuvring valve, see fig 1.
Then open the regulating valve and adjust the water

flow until the drain flow is approx. 0,25 l/min.
6) Continue the water washing 5 - 10 min. or until

the drain water is free of particles.
7) Release the manoeuvring valve and disconnect

the water supply.
Turn the 3-way cock to position 1, "Closed" and check

that the water drain flow has stopped.
Fig 2 3-way cock.
8) Continue at this load at least 5 min. before
increasing the load to the normal condition.
L16/24 L21/31 L27/38

08028-0D/H5250/94.08.12
Fig 1 Arrangement for water washing.
09.39 - ES0
MAN Diesel & Turbo

Page 1 (2) Water Washing of Turbine Side Edition 04
L16/24, L21/31
L27/38

Shut-off fuel oil
Description
Water washing of turbine side, cleaning with

engine in service. Hand tools
Starting position
Related procedure

Capacity : 1 man
See the special instruction for turbocharger.
Data

12.16 - ES0
MAN Diesel & Turbo

Edition 04 Water Washing of Turbine Side Page 2 (2)
L16/24, L21/31
L27/38
Cleaning Procedure. 6) Repeat sequence according to TC-manual.
1) Adjust the engine load to approx. 20 % and let 7) Release the manoeuvring valve and disconnect
the engine stabilize for 10 min. the water supply.
2) Open the drain cock at the turbocharger outlet Turn the 2-way cock to position 1, "Closed" and check
and check for free passage, see fig 1. that the water drain flow has stopped.
8) Continue at this load at least 5 min. before

increasing the load to the normal condition.
9) After the water washing, the engine should run

for at least 1 hour before stop.
Note: The regulating valve has to be opened slowly.
The water injection time mentioned in item 6 must

be not exceeded.
For water washing of turbine side, see also descrip

tion for water washing.
Fig 1 Arrangement for water washing.
3) Turn the 2-way cock to position 2 "Open", see

fig. 2 and check for free passage. If ok connect
the washing tool to the quick coupling.
4) Connect the water supply to the water wash

system. Activate the 2-way cock on exhaust
pipe.
5) Activate the manoeuvring valve, see fig 1.

Check that exhaust gas temperature drops Fig 2
below 100°C and that the turbine do not stop.
Activating tme according to TC-manual.
12.16 - ES0
MAN Diesel
Plate
Page 1 (2) Charge Air Cooler 51201-19
L27/38
902
353
125
113
A-A
A
030
162
137
149
029
017
150 042
08028-0D/H5250/94.08.12
066 054 902 078
10.10 - ES0 - Tier II

MAN Diesel
Plate
51201-19 Charge Air Cooler Page 2 (2)
L27/38
Item Item
017 2/K Side plate Sideplade
029 8/K Screw Skrue
030 1/K O-ring O-ring
042 8/K Screw Skrue
054 4/K Plug screw Propskrue
066 4/K Cu-washer Cu-skive
078 4/K Screw Skrue
113 1/K Gasket end cover Pakning endedæksel
125 1/K End cover Endedæksel
137 1/K Cooler block Kølerblok
149 1/K Reversing cover Vendekammer
150 1/K Gasket Pakning

reversing cover vendekammer
162 1/E Charging air cooler, Charging air cooler,

complete komplet
353 22/K Screw Skrue
08028-0D/H5250/94.08.12
Qty/K = Qty/Cooler Qty/K = Qty/Køler
Qty./E = Qty./Engine Qty./E = Qty./Motor
10.10 - ES0 - Tier II

MAN Diesel & Turbo
Plate
Page 1 (2) Mounting of Turbocharger 51203-32
L27/38
See speciel
Instruction Book
for TC
003
012
002
013
022 008
021
020
015
024 021
024
005
023
010
016 006
025
11.21 - ES0 - TCR20

MAN Diesel & Turbo
Plate
51203-32 Mounting of Turbocharger Page 2 (2)
L27/38
Item Item
002 1/E Support Støtte
003 1/E Support Støtte
005 8/E Hexagon screw Skrue
006 8/E Distance piece Afstandsstykke
010 1/E Cylindrical pin Cylindrisk passtift
013 6/E Lock washer Låseskive
015 1/E Cylindrical screw Cylindrisk skrue
016 1/E Throttle screw Drøvleskrue
11.21 - ES0 - TCR20

MAN Diesel
Plate
Page 1 (2) Exhaust Pipe before Turbocharger 51204-03H
L27/38
216
241
228
241
194
157
182
08028-0D/H5250/94.08.12
169 204 277 253

170 289 265
08.46 - ES0
MAN Diesel
Plate
51204-03H Exhaust Pipe before Turbocharger Page 2 (2)
L27/38
Item Item
157 1/E Pipe piece Rørstykke
170 5/E Bolt Bolt
182 1/E Clamp Holder
194 1/E Pipe bend Rørbøjning
204 26/E Bolt Bolt
216 1/E Compensator Kompensator
253 1/E Socket Muffe
277 1/E Screw plug Rørprop
08028-0D/H5250/94.08.12
08.46 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Exhaust Pipe before Turbocharger 51204-05
L27/38
241
324
348
228
216
241
300
194
157
S1 - S1
S1 S1 336 182
169 204 277 253

170 290 289 265
10.45 - ES0
MAN Diesel & Turbo
Plate
51204-05 Exhaust Pipe before Turbocharger Page 2 (2)
L27/38
Item Item
169 5/E Nut Møtrik
170 5/E Bolt Bolt
182 1/E Clamp Holder
194 1/E Pipe bend Rørbøjning
204 5/E Bolt Bolt
216 1/E Compensator Kompensator
265 1/E Packing ring Pakningssring
277 1/E Screw plug Rørprop
289 1/E Packing ring Pakningssring
290 5/E Nut Møtrik
300 8/E Bolt Bolt
324 8/E Screw Skrue
348 8/E Disc Skive
10.45 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Water Washing of Compressor Side 51205-01
General
296*
260
284*
272*
306 019*
020*
032*
081
044*
093
056*
103
068*
115
259
247 127
235 139
223 140*
103
115
211
176
152*
188
164*
94.01 - ES0S-G
MAN Diesel & Turbo
Plate
51205-01 Water Washing of Compressor Side Page 2 (2)
General

Item Item
019* 1/E Top cover with non- Topdæksel med kon- 284* 1/E Straight male stud Ligeforskruning
return valve traventil coupling
020* 1/E O-ring for top cover O-ring for topdæksel 296* 1/E Plug in coupling Kobling
032* 1/E O-ring for non-return O-ring for kontraventil 306 1/E Lance complete, incl. Lanse komplet, inkl.
valve item 272-284 and 296 item 272-284 and 296
044* 1/E Valve seat Ventilsæde 318 1/E Container complete, Beholder komplet, som
as shown on plate vist på plate
056* 1/E Spring for non-return Fjeder for kontraventil
valve
068* 1/E Cap screw for non- Omløber til kontraven-

return valve til
081 1/E Top cover with non- Topdæksel med kontra-

return valve complete, ventil komplet, inkl. item
incl. item 019-020-032- 019-020-032-044-056
044-056 and 068 and 068
093 1/E Safety valve Sikkerhedsventil
115 2/E Finger nut Fingermøtrik
127 1/E Cap Top
139 1/E Gasket for the cap Pakning for top
140* 1/E Cable binder Kabelbinder
152* 1/E Strap Gjord
164* 1/E Eye for strap Øje for gjord
176 1/E Strap complete, incl. Gjord komplet, inkl.

item 140-152 and 164 item 140-152 and 164
188 1/E Container Beholder
211 1/E Flexible pipe Fleksibel slange
223 1/E Handle with flexible Håndtag med fleksibel

pipe and cap screw slange og omløber
235 1/E Filter insert Filterinsats
247 1/E Gasket for handle Pakning til håndtag
259 1/E Hand valve Håndventil
260 1/E Gasket for hand val- Pakning til håndventil

ve
272* 1/E Lance Lanse
Qty./E = Qty./Engine Antal/E = Antal/Motor
94.01 - ES0S-G
MAN Diesel
Plate
Page 1 (2) Blowgun for Dry Cleaning of Turbocharger 51210-01
L23/30H, L21/31,
L27/38, V28/32S
053
016 112 028 041 028 065 077
089 148
100
136
08028-0D/H5250/94.08.12
01.12 - ES0
MAN Diesel
Plate
51210-01 Blowgun for Dry Cleaning of Turbocharger Page 2 (2)
L23/30H, L21/31,
L27/38, V28/32S
Item Item
016 1/E Snap coupling Snapkobling
028 2/E Nipple Nippel
041 1/E Tee T-stykke
053 1/E Ball valve Kugleventil
100 1/E Container, complete beholder, komplet
136 1/E Blowgun, complete Rensepistol, complete
148 /I Granulate Granulat
08028-0D/H5250/94.08.12
Qty./E = Qty./Engine Qty./E = Qty./Motor
Qty./I = Qty./Individual Qty./I = Qty./Individuelt
01.12 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Heat Insulation and Cover before Turbocharger 51211-09
L27/38
287
238
275
251 263
275 275 310
299 322
334 371
346
358
383
309
371
11.21 - ES0 - TCR20

MAN Diesel & Turbo
Plate
51211-09 Heat Insulation and Cover before Turbocharger Page 2 (2)
L27/38
Item Item
238 1/E Heat insulation Varmeisolering
287 1/E Connecting wire Samlingstråd
299 1/E Cover Inddækning
309 1/E Plate Plade
310 1/E Plate Plade
322 1/E Plate Plade
334 1/E Cover Inddækning
346 2/E Eye bolt Øjebolt
358 2/E Nut Møtrik
371 3/E Screw Skrue
11.21 - ES0 - TCR20

MAN Diesel
Plate
Page 1 (2) Water Washing of Turbine Side 51215-02
L27/38
037
013
025
216
228
241 049
121
133
145
062
074
08028-0D/H5250/94.08.12
086
216
228
241
108
121
157 133
145
170
07.45 - ES0
MAN Diesel
Plate
51215-02 Water Washing of Turbine Side Page 2 (2)
L27/38
Item Item
013 1/E 3-way cock 3-vejsventil
025 2/E Straight male stud Lige forskruning
037 1/E Pipe branch Rørforgrening
049 1/E Pipe Rør
062 1/E Straight female Lige kobling

coupling
074 1/E Adaptor, Mellemstykke

male/female
086 1/E Valve for water wash Ventil for vandvask
108 1/E Pipe Rør
121 2/E Plate Plade
133 2/E Pipe clamp Rørklemme
145 4/E Screw Skrue
157 1/E Regulating valve Reguleringsventil
170 1/E Pipe Rør
216 2/E Clamp Klemme
228 2/E Plate Plade
241 4/E Nut Møtrik
08028-0D/H5250/94.08.12
07.45 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Water Washing of Turbine Side 51215-04
L16/24, L21/31,
L27/38
361 324 312 300 290
373
385
397 336
348
407
419
420
419
432
444
456
468
12.16 - ES0
MAN Diesel & Turbo
Plate
51215-04 Water Washing of Turbine Side Page 2 (2)
L16/24, L21/31,
L27/38
Item Item
300 1/E Coupling for Kobling for manometer

manometer
312 1/E Pipe Rør
324 1/E Restriction for Restriktion for

lub. oil pipe smøreolierør


361 1/E Elbow coupling Vinkelkobling
373 1/E Straight male Lige kobling

coupling
385 1/E Tee T-stykke
397 1/E Bushing Bøsning
407 1/E Pressure gauge Trykmåler
419 2/E Straight male Lige kobling

coupling
420 1/E Regulating valve Reguleringsventil
432 1/E Bushing Bøsning
12.16 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Charge Air Pipes 51230-14
L27/38
007
020
030
002
005
020 017
018 013
018 012
017 014
030
007
036
004
040
034
035
040
11.21 - ES0 - TCR20

MAN Diesel & Turbo
Plate
51230-14 Charge Air Pipes Page 2 (2)
L27/38
Item Item
002 1/E Air manifold Luftmanifold
007 1/E Intermediate flange Mellemflange
012 8/E Hexagon socket Skrue

head cap screw
013 8/E Hexagon nut Møtrik
014 8/E Disc Skive
020 1/E Compensator, axial Kompensator, aksial
035 5/E Locking spring Låseskive

washer
036 2/E Cylindrical screw Skrue
040 /I Silicone oil Siliconeolie
11.21 - ES0 - TCR20

Compressed air system
513/613
MAN Diesel & Turbo
Description 513.01
Page 1 (2) Compressed Air System Edition 28
L27/38
88
Start limitation valve
86
Fig. 1 Diagram for 10 bar compressed air system
General Starting System
The compressed air system on the engine consists of The engine is started by means of a built-on air
a starting system, starting control system and safety starter, which is a turbine motor with gear box, safety
system. Further, the system supplies air to the jet clutch and drive shaft with pinion. Further, there is a
system and the stop cylinders on each fuel injection main starting valve.
pump. On 8 and 9 cylinders engines air is supplied
to the oil mist detector through a reduction valve.
Control System
The compressed air is supplied from the starting
air receivers (30 bar) through a reduction station, The air starter is activated electrically with a pneumatic
where from compressed air at 10 bar is supplied to 3/2-way solenoid valve. The valve can be activated
the engine. The reduction station should be located manually from the starting box on the engine, and
as near the starting air receiver as possible. it can be arranged for remote control, manual or
automatic.
Working pressure for the air starter:
min. 8 bar For remote activation the starting coil is connected
max. 10 bar so that every starting signal to the starting coil goes
through the safe start function which is connected to
To avoid dirt particles in the internal system, a dirt the safety system mounted on the engine.
strainer equipped with a drain valve is mounted in
the inlet line to the engine.
11.44 - ES0 - Tier II

MAN Diesel & Turbo
513.01 Description
Edition 28 Compressed Air System Page 2 (2)
L27/38
Further, the starting valve also acts as an emergency Pneumatic Start Sequence
starting valve which makes it possible to activate the
air starter manually in case of power failure. When the starting valve is opened, air will be supplied
to the drive shaft housing of the air starter.
Safety System The air supply will - by activating a piston - bring the
drive pinion into engagement with the gear rim on
As standard the engine is equipped with an emer- the engine flywheel.
gency stop. It consists of one on-off valve, see
diagram, which activates the stop cylinder on each When the pinion is fully engaged, the pilot air will
fuel injection pump. flow to, and open the main starting valve, whereby
air will be led to the air starter, which will start to
Air supply must not be interrupted when the engine turn the engine.
is running.
When the RPM exceeds approx. 158, at which firing
has taken place, the starting valve is closed whereby
the air starter is disengaged.
11.44 - ES0 - Tier II

MAN Diesel & Turbo
Description 513.01
Page 1 (2) Compressed Air System Edition 29
L27/38
88
Start limitation valve
86
Fig. 1 Diagram for 30 bar compressed air system
General Starting System
The compressed air system on the engine consists of The engine is started by means of a built-on air
a starting system, starting control system and safety starter, which is a turbine motor with gear box, safety
system. Further, the system supplies air to the jet clutch and drive shaft with pinion. Further, there is a
system and the stop cylinders on each fuel injection main starting valve.
pump. On 8 and 9 cylinders engines air is supplied
to the oil mist detector through a reduction valve.
Control System
The compressed air is supplied from the starting air
receivers (30 bar). The air starter is activated electrically with a pneumatic
3/2-way solenoid valve. The valve can be activated
Working pressure for the air starter: manually from the starting box on the engine, and
min. 16 bar it can be arranged for remote control, manual or
max. 30 bar automatic.
To avoid dirt particles in the internal system, a dirt For remote activation the starting coil is connected
strainer equipped with a drain valve is mounted in so that every starting signal to the starting coil goes
the inlet line to the engine. through the safe start function which is connected to
the safety system mounted on the engine.
11.44 - ES0 - Tier II

MAN Diesel & Turbo
513.01 Description
Edition 29 Compressed Air System Page 2 (2)
L27/38
Further, the starting valve also acts as an emergency Pneumatic Start Sequence
starting valve which makes it possible to activate the
air starter manually in case of power failure. When the starting valve is opened, air will be supplied
to the drive shaft housing of the air starter.
Safety System The air supply will - by activating a piston - bring the
drive pinion into engagement with the gear rim on
As standard the engine is equipped with an emer- the engine flywheel.
gency stop. It consists of one on-off valve, see
diagram, which activates the stop cylinder on each When the pinion is fully engaged, the pilot air will
fuel injection pump. flow to, and open the main starting valve, whereby
air will be led to the air starter, which will start to
Air supply must not be interrupted when the engine turn the engine.
is running.
When the RPM exceeds approx. 158, at which firing
has taken place, the starting valve is closed whereby
the air starter is disengaged.
11.44 - ES0 - Tier II

MAN Diesel & Turbo
Work Card 513-01.21
Page 1 (2) Air Filter
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Cleaning and/or maintenance of air filter.
Related Procedure

Duration in h : Plate No. Item No. Quantity
Number :
Data
2008.05.19. - ES0
MAN Diesel & Turbo
513-01.21 Work Card
Air Filter Page 2 (2)
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

Warning!
Cleaning Air Filter

1) Depressurize unit.
2) Remove bowl and bowl guard assembly by
turning counter-clockwise.
3) Inspect bowl for damage seals and replace, if
nessesary.
Warning!
Use original tool!
4) If bowl becomes dirty clean it by wiping the

bowl with a soft dry cloth or mild detergent.
5) Before returning to service, insure that all seals
have been reinstalled or replaced. Figure 1: Air filter
6) Reinstall bowl and bowl guard assembly and

rotate bowl guard clockwise to securely lock in
place. To replace filter element
Align arrow on bowl guard with arrow on filter
1) Depressurize unit
body.
2) Remove bowl and bowl assembly by turning
Warning! counter-clockwise.
The area around the engine must be clean 3) Unscrew baffle by turning counter-clockwise.
and tidy! 4) Remove fi lter element and discard.
5) Install new fi lter element and reassemble in
reverse order.
6) Before returning to service, insure that all seals
have been reinstalled or replaced.
7) Reinstall bowl and bowl guard assembly and
rotate bowl guard clockwise to securely lock in
place. Align arrow on bowl guard with arrow on
filter body.
2008.05.19. - ES0
MAN Diesel & Turbo
Work Card 513-01.30
Page 1 (10) Overhaul, Test and Inspection of Air Starter
Edition 04
V28/32S, L27/38

Shut off fuel oil
Short Description
Check of air starter. Disassembly, overhaul and
assembly of the air starter.

All connections to the air starter
have been removed and air starter
is removed.
Related Procedure

Duration in h : - Plate No. Item No. Quantity
Number : - 51309 161
Data
2006.02.20. - ES0
MAN Diesel & Turbo
513-01.30 Work Card
Overhaul, Test and Inspection of Air Starter Page 2 (10)
Edition 04
V28/32S, L27/38
Personal Protection Equipment! gearbox housing. The spur gear (45) is installed on
the carrier shaft and secured by the bearing locknut
Warning! (47).
Personal Protection Equipment: Drive assembly
The drive assembly, please see Fig 3, consists of a
piston (53), helical shaft spline (56), dental clutch
(58) and drive pinion shaft (61). The clutch assembly
(56 thru 64) is installed into the spur gear (65). The
Description spur gear (65) is supported by the aft bearing (66),
which is secured by the retaining ring (67).
As with all TDI air starter products, there are no rub-
bing parts so there is no lubrication required. This The roller bearing (69) is installed into spur gear (65)
eliminates failures due to lubricator problems, the and secured by retaining ring (70). The forward
expense of installing and maintaining the system, bearing (66) is pressed into the drive housing. The
and the messy and hazardous oil film around the lip seal (75) is pressed into the forward side of drive
starter exhaust. The starter is factory grease housing (72).
packed for the life of the starter so it requires no The pinion collar (76) is installed on pinion shaft (61)
maintenance. behind pinion (77), which is secured by washer (78)
and screw (79).
Operation
The starters are powered by a pair of axial flow tur-
bines coupled to a simple planetary gear reduction
set. The starters incorporate an inertia bendix drive
coupled to the starter gearbox drive train to provide
a means of disengaging the pinion from the
engine’s ring gear.
It is important to properly install and operate the
starters to receive the full benefits of the turbine
drive advantages.
General
Turbine housing assembly
The Turbine housing assembly, please see Fig 1,
consists of a stage one (13) and a stage two (5) tur-
bine wheel mounted on sungear shaft (30). The
front bearing (8) is secured by a retainer plate (29).
The aft bearing (8) is preloaded by a wavy spring
(10). The ring gear (27) is installed between the tur-
bine assembly (23) and the gearbox housing and
secured by four screws (25).
Gearbox housing assembly
The gearbox housing assembly, please see Fig 2,
consist of a planet gear carrier shaft (32), three
planet gears (34), needle bearings (35), spacers
(33), and bearing pins (36).
The carrier shaft is mounted on two ball bearings
(38) in the gearbox housing (48). The aft bearing is
preloaded by use of spring washers (39). The for-
ward bearing is installed into the bearing housing
(43), which is secured by four screws (44) to the
2006.02.20. - ES0
MAN Diesel & Turbo
Work Card 513-01.30
Edition 04
V28/32S, L27/38
Figure 1: Turbine housing assembly

Tool description No
General Spanner wrench 52-20134
Always mark adjacent parts on the starter housing; Spanner wrench 52-21345
Nozzle 2/ Containment Ring (11), Turbine Housing
(23), Gearbox Housing (48), and Drive Housing (72) Shaft Removal Tool 2-26945
so these parts can be located in the same relative Stage 2 Rotor Puller Tool 52-20076
position when the starter is reassembled.
Carrier Shaft Holding Tool 52-20202
Do not disassemble the starter any further than
Tool, Bearing Pressing 52-20143
necessary to replace a worn or damaged part.
Tool, Bearing/Seal 2-26943
Always have a complete set of seals and o-rings on
hand before starting any overall of a the starter. Table 1: service tools
Never use old seals or o-rings.
The tools listed in Table 1 are suggested for use by
technicians servicing the starters.
The best results can be expected when these tools
are used, however the use of other tools are
acceptable.
2006.02.20. - ES0
MAN Diesel & Turbo
513-01.30 Work Card
Edition 04
V28/32S, L27/38
Figure 2: Gearbox housing assembly

Note:
Drive housing Use only a soft tooth vise to secure the pinion to
avoid damaging pinion.
Removal of drive housing
This screw is torqued to 60 lb ft during assembly
Mark position of drive assembly (72) relative to
therefore a large wrench may be required when
gearbox housing (48) for reference during reassem-
removing screw.
bly.
Remove washer (78), pinion (77) and spacer (76)
Remove the eight screws (73), please see Fig 3,
from pinion shaft (61). If pinion is too tight, place a
and pull drive assembly from gearbox housing. If
screwdriver underneath pinion and lift up on pinion
drive housing is too tight, tap it with a mallet to
to remove from shaft.
loosen.
Remove helical spline shaft assembly (54-64) from
Remove o-ring (71) from aft end of drive hous-
spur gear shaft (65). Remove spring (64) from shaft.
ing(72).
Use press tool and arbor press to remove spur gear
Note:
shaft (65) from drive housing (72).
Before removing the eight screws (73), install a
spacer between pinion (77) and drive housing (72) Use a screwdriver to remove lip seal (75) from for-
to allow for easy installation during reassembly. ward end of drive housing (72).
Pre-engaged Drive Disassembly Remove retainer ring (70) and bearing (69) from for-
Secure pinion (77) in a soft tooth vise while support- ward end of spur gear shaft (65).
ing aft end of the air starter. Rotate pinion screw
(79) counterclockwise to remove using a 3/4"
socket and wrench.
2006.02.20. - ES0
MAN Diesel & Turbo
Work Card 513-01.30
Edition 04
V28/32S, L27/38
Remove retainer ring (67) and press bearing (66)
from spur gear shaft (65).
Remove retainer ring (54) and bearing (55) from heli-
cal spline shaft (56).
Figure 3: Drive assembly

counter clockwise to remove retainer nut, lock
Gearbox housing washer (46), spur gear (45), and woodruff key (37)
from carrier shaft (32).
Removal of gearbox housing
Use an arbor press to remove carrier shaft (32) from
Remove the screws (25) securing the gearbox (48)
bearing housing (43). The bearing housing must be
to the turbine assembly (23).
elevated and supported to remove carrier shaft.
Remove ring gear (27) from turbine (23) or gearbox
Note:
assembly (48). The ring gear could remain on either
Do not support the bearing housing on the four lips
assembly when separation occurs.
as they could break while pressing on carrier shaft.
Gearbox disassembly
Remove spring washer (39), spring retaining plates
Place gearbox assembly (48), please see Fig 2 on
(40), and bearing spacer (42) from carrier shaft.
flat surface with aft end facing up.
Remove aft bearing (38) from shaft by pressing
Remove four screws (44) and lift carrier shaft shaft while supporting bearing.
assembly (32) from gearbox housing.
Planet gear disassembly
Place carrier shaft assembly on carrier shaft holding Remove retainer ring (31) from planet shaft (36) and
tool (52-20202) and use a screwdriver to remove push planet shaft through assembly.
tang of lock washer (46) from slot of retainer nut
Slide the planet gear (34) from carrier shaft and
(47).
remove two spacers (33).
Place tool No 52-20134 (Spanner Wrench) over
shaft and into slots of retainer nut (47). Hold carrier
shaft assembly down and turn spanner wrench
2006.02.20. - ES0
MAN Diesel & Turbo
513-01.30 Work Card
Edition 04
V28/32S, L27/38
Use press tool to remove needle bearing (35) from Remove the four screws (16) and nozzle 1 (17) from
planet gear (34). the turbine assembly. It may be necessary to tap
the screws with a hammer and chisel to loosen.
Turbine Housing Remove o-ring (19) from aft end of turbine housing.
Stage 2 rotor removal Remove the seal spacer (15) from the forward side
Place the turbine assembly (23), please see Fig 1, of nozzle 2 (11). Place the stage 2 nozzle on the
with ring gear (27) on a flat surface with (exhaust) exhaust end. Press through the forward lip seal
end up and remove the six screws (1), and the onto the bearing until it, including the aft lip seal and
screen (2). seal spacer disengages from the nozzle. Turn the
nozzle over and press on the forward lip seal to
Secure the stage 2 rotor (5) and remove the turbine
remove.
screw (3) and washer (4).
Install the rotor puller tool No 52-20076 and remove
the stage 2 rotor.
Cleaning
Remove the woodruff key (6) from the turbine shaft Degrease all metal parts, except bearings, using a
(30). commercially approved solvent.
Turbine Shaft Removal Clean aluminum parts. Remove parts, rinse in hot
Place the turbine housing on a flat surface with the water, and dry thoroughly.
sun gear end facing up. Clean corroded steel parts with a commercially
Remove four screws (16) and bearing retainer plate approved stripper.
(29) from turbine housing. Clean corroded aluminum parts and rinse in hot
Using the shaft removal tool No 2-26945, press on water and dry thoroughly.
the aft end of the turbine shaft (30) while supporting
the turbine housing (23). Inspection
Press the turbine shaft (30) through the aft bearing Use Table 2 as a guide to check for acceptable
(8) until the shaft is completely out of the housing condition of the parts listed.
(23).
Check all threaded parts for galled, crossed strip-
Remove the woodruff key (14), seal spacer (7), ped, or broken threads.
bearing spacer (28), and bearing (8) from turbine
Check all parts for cracks, corrosion, distortion,
shaft (30).
scoring, or general damage.
The bearing can be removed from the shaft by
pressing the shaft through the bearing while sup- Check all bearing bores for wear and scoring. Bear-
porting bearing. ing bores shall be free of scoring lines, not to
exceed 0.005" width and 0.005" depth.
Separate the stage 2 nozzle assembly (11) from the
turbine assembly (23) by firmly holding the turbine Check gear teeth and turbine housing ring gear for
assembly, while tapping nozzle 2 with a mallet. If wear. In general, visually check for spalling, fretting,
nozzle 2 is too tight, it can be removed by installing surface flaking, chipping, splitting, and corrosion.
two threaded screws into nozzle 2 and using them If wear is apparent, check the gear teeth dimen-
as jacks to separate nozzle 2 from the turbine sions in accordance with Table 3. Nicks and dents
assembly. that cannot be felt with a .020 inch radius scribe are
Note: acceptable.
Rotate the stage 1 rotor if necessary to allow the
jacks to travel through the large holes in the rotor.
The jacks will damage the stage 1 rotor if pressure
is applied to the rotor while removing nozzle 2.
Remove stage 1 rotor (13) and o-ring (12) from noz-
zle 2.
2006.02.20. - ES0
MAN Diesel & Turbo
Work Card 513-01.30
Edition 04
V28/32S, L27/38
Part Description Check For Requirements
(Defective Parts Must Be Replaced)
Pinion Chipped Teeth, Cracks Defective unit to be replaced. Use Fig. 3 as a guideline for
acceptable pinion wear.
Drive Housing Cracks and breakage Cracks are not acceptable
Planet Gear Cracked, chipped, or galled teeth. Wear must not exceed limits per Table 3.
Wear must not exceed limits per There shall be no evidence of excessive wear.
Table 4.
Carrier Shaft Cracks, scoring or raised metal in Deformation or metal smearing in planet pin holes and
planet shaft holes and keyways. keyways are not acceptable. Scoring on bearing diameter
Integrity of knurl connection. not to exceed .005" depth.
Wear must not exceed limits per Table 3.
Planet Pins Wear grooves or flat spots Wear grooves in flat spots not permitted.
Wear must not exceed limits per Table 3.
Washers Wear created grooves Wear must not exceed limits per Table 3.
Gearbox Housing Cracks and Breakage Cracks and breakage not acceptable.
Sungear / Turbine Shaft Cracks, scoring, wear created Wear must not exceed limits per Table 3.
grooves, chipped or broken gear-
teeth, galling or scoring on bearing
surface of shaft. Raised metal on
the keyway.
Spacers Parallelism of end surfaces Ends must be parallel within 0.0005".
Turbine Housing Cracks and breakage Cracks and breakage are not acceptable. Minor surface
Ring Gear Cracks, wear, chipped, or broken damage is permitted if function is not impaired.
gear teeth. Wear must not exceed limits per Table 3.
Seal Assembly Wear grooves or scratched surfa- Wear is not permitted.
ces on carbon ring.
Seal Spacer Wear Grooves No wear permitted.
Needle Bearings Freedom of needle rollers Replace bearings
Ball bearings Freedom of rotation without exces- Replace bearings
sive play between races
Containment Corrosion, erosion, cracks and bro- Cracks and breakage are not acceptable.
Ring/ Nozzle ken nozzle edges. Minor surface damage is permitted if function is not
impaired.
Turbine Rotors Corrosion, erosion, cracks and bro- Minor tip rub is permitted if function is not impaired.
ken edges. Wear is not permitted.
Tip wear; bore and key way wear
Table 2: Parts Inspection Check Requirements
2006.02.20. - ES0
MAN Diesel & Turbo
513-01.30 Work Card
Edition 04
V28/32S, L27/38
Part description Limit, Inches Turbine housing
Ring gear / Turbine Hous- Turbine shaft installation
ing 5.0890 max. Press the bearing (8), please see Fig 1, onto the
Internal measurement shaft (30) until seated.
between two .084" diameter
pins. Support the shaft and press on the inner race only
with press tool No 2-26943 as shown in Table 1.
Sun Gear / Turbine Shaft
Bearing diameter 0.6690 min Press the bearing/shaft assembly (8, 30), keyway
External measurement over end first, into bearing housing of the turbine housing
two .096 diameter pins. 0.952 min (23). Use press tool No 2-26943 if required. Do not
7.5:1 0.808 min press on the end of the shaft because the load
9:1 0.670 min could damage the balls of the bearing.
11.4:1
Install bearing retainer plate (29) and secure with
Planet Gear four screws (16). Torque screws to 40 in-lbs.
External measurement over
two .0864" diameter pins. 2.3067 min Place turbine housing with sun gear end down on a
7.5:1 2.3699 min flat surface, while using ring gear to support turbine
9:1 2.4359 min housing. Install long bearing space (28) and seal
11.4:1 spacer (7) over shaft.
Carrier Shaft Install the O-ring (19) into the aft face of the turbine
Bearing Diameter 1.1800 min housing (23).
Planet Pin Bore 0.8750 max
Nozzle 1 installation
Planet Pins Press the aft seal (15) into nozzle 1 (19) using press
Bearing Diameter 0.873 min tool No 2-26943 per Table 1, with the lips facing
Thrust Washer up.
Thickness .055 min Install nozzle 1 onto the turbine housing (23). Orient
Table 3: Parts Wear Limits the nozzles facing the air inlet (21) and install four
screws (16) to secure the nozzle. Do not tighten the
screws at this time.
General
Note:
The tools listed in Table 1 are suggested for use by
The rotation of the turbine assembly is opposite
technicians servicing the starters. The best results
from the pinion rotation, therefore this nozzle must
can be expected when the proper tools are used,
be configured for LH (CCW) if the pinion rotation is
however, use of other tools is acceptable.
RH (CCW), or configured for RH (CW) if pinion rota-
Caution: tion is LH (CCW).
Replace all screws , O-rings, lip seals, and bearings
Rotor 1 installation
when the starter is reassembled.
Install the large woodruff key (14) for stage 1 rotor
Note: into the turbine shaft (30).
Always press the inner race of a ball bearing when
Install the stage 1 rotor (13), while supporting sun
installing a bearing on a shaft. Always press the
gear end of shaft, onto the turbine shaft by aligning
outer race of a ball bearing when installing into a
the slot in the rotor with the woodruff key and hand
housing.
press the rotor until firmly seated. Use press tool No
The list of kits and components, which are available 2-26943 if required.
to aid in rebuilding the starters. Lubricate all O-rings
Visually inspect that the key was not pushed out
with petroleum jelly or Parker-O-Ring Lube before
during assembly. Note that the direction of rotation
assembly.
was oriented properly. This turbine rotor can be
Caution: installed backwards.
The screws that secure the Containment Ring/
Stage 2. Nozzle must have a drop of Loctite RC290
applied to the threads before being used.
2006.02.20. - ES0
MAN Diesel & Turbo
Work Card 513-01.30
Edition 04
V28/32S, L27/38
Install spacer (7) onto sun gear (30). Gearbox Housing
To center nozzle 1, temporarily install Nozzle 2 (11) Planetary gear carrier reassembly
on the turbine housing and tighten the four screws Press needle bearing (35) into planet gears (34). The
that secure nozzle 1 (17) to 30 in-lb. The four planet gears are not identified by part number,
screws can be accessed via the holes in nozzle 2 therefore, dimensionally check if correct gears are
and the first stage turbine rotor. Remove Nozzle 2 being used. Use Table 3 for over the wire measure-
when the four screws are tight. ments.
Nozzle 2 installation With a thrust washer (33), please see Fig 2 , on each
Install the O-ring (9) into the bearing bore of nozzle side of gear, slide gear into carrier shaft slots (32),
2 (11). Do not lubricate this O-ring. and align with pin holes.
Install O-ring (12) onto the outer diameter of nozzle Lightly slide plant shafts into aligned holes, making
2 and install nozzle 2 (11) onto the turbine housing sure retainer ring groove on end of pins goes in first.
(23).
Note:
Note: Make sure that anti-rotation pins on shafts are
The rotation of the turbine assembly is opposite properly located in retaining slots of carrier shaft
from the pinion rotation, therefore this nozzle must (32).
be configured for LH (CCW) rotation if the pinion
rotation is RH (CW), or configured for RH (CW) if Install retainer ring (31) onto planet shaft (36) using
pinion rotation is LH (CCW). a retainer ring tool.
Install the seal spacer (7) onto the shaft and the Gearbox reassembly
wavy spring washer (10) into the bearing bore of the Install bearing (38) into the bearing housing (43) and
stage 2 nozzle. secure with retaining ring (41).
While supporting the sun gear end of the shaft, Press aft bearing (38) onto carrier shaft (32) using
press the aft bearing (8) onto the shaft by pressing Tool No 52-20143 per Table 1. Pressing force
onto the inner and outer race simultaneously. Use should be on the inner race of bearing.
press tool No 2-26943 per Table 1. Press until Install spring washer (39), spring retaining plate (40)
bearing is seated. and bearing spacer (42) onto shaft and locate
Install the stage 2 woodruff key (6) into the shaft against bearing.
(30). Position bearing housing assembly (38,41,43) over
Stage 2 rotor installation carrier shaft (32) and press until firmly seated.
Install the stage 2 rotor (5) onto the shaft. Use press Install woodruff key (37) into slot on carrier shaft (32)
tool No 2-26943 if required. Visually inspect that the and install spur gear (45) on carrier shaft aligning
key was not pushed out during assembly. Note that slot on gear with woodruff key.
the direction of rotation was oriented properly. This
turbine can be installed backwards. Place bearing housing assembly on carrier shaft
holding tool No 2-20202 per Table 1. Install lock-
Install the rotor washer (4) and secure with screws washer (46) and retainer nut (47). Torque to 90-100
(3). Tighten screw to 100 in-lb. ft.lb. After the slotted round nut (47) has been tight-
Install the exhaust screen (2) and secure with six ened, the tab of the washer (46) is driven into one of
screws (1). Tighten the screws to 80 in-lb. the slots.
Air inlet installation Place O-ring (12) onto outer diameter of gearbox
Place the O-ring (22) into the groove on the air inlet housing (48).
(21). Install carrier shaft assembly into aft side of gearbox
Install the 2" NPT air inlet flange (21) and secure housing (48) and secure with four screws (44). Tor-
with six screws (20). Tighten the six screws to 170 que to 113 in-lbs.
in-lb.
2006.02.20. - ES0
MAN Diesel & Turbo
513-01.30 Work Card
Edition 04
V28/32S, L27/38
Install drive assembly (72) onto gearbox assembly
Drive Housing (48) and secure with eight screws (73). Torque to
113 in.lbs.
Drive reassembly
Install bearing (69), please see Fig 3, into forward
end of spur gear shaft (65) and secure with retaining
ring (70).
Press bearing (66) onto spur gear shaft (65) and
secure with retaining ring (67).
Press bearing (68) into drive housing (72) until
seated firmly into housing.
Press lip seal (75) into forward end of drive housing
(72) and install O-ring into O-ring groove on drive
housing.
Install spur gear assembly (65-67) into gearbox
drive housing (72) until firmly seated.
Install bearing (55) onto aft end of drive shaft
assembly (56-61) and secure with retaining ring
(54). Lubricate drive shaft assembly using grease
No 9-94121-002.
Lubricate inner diameter of spur gear assembly (65)
using grease No 9-94121-002.
Install spacer (62), spring (64), and pinion spacer
(76) onto pinion drive shaft assembly (56-61) then
install into aft end of spur gear (65). The gears on
helical shaft (56) must be aligned into the aft end of
the spur gear shaft (65).
Press the helical shaft assembly into the spur gear
shaft (65) until end of shaft protrudes from forward
end of drive housing.
Maintain pressing force and install pinion onto drive
shaft (61). Secure with screw (79). Torque to 60 ft.
lb.
Install spacer between pinion (79) and drive housing
(72) before releasing pressure from helical shaft.
Final assembly
Place turbine assembly (23) with aft end on a flat
surface and install ring gear. Ensure notches on ring
gear are aligned with screw positions on turbine
housing.
Thoroughly grease planet gears (34), ring gear (27),
sun gear (30), spur gears (45, 65) using grease No
9-94121-002.
Rotate carrier shaft (35) slightly, and at the same
time, align gearbox into the front of turbine housing
(26).
Install six gearbox to turbine assembly screws (25)
and torque 113 in-lbs.
2006.02.20. - ES0
MAN Diesel
Page 1 (2) Overhaul, Test and Inspection of Air Starter Edition 05H
L27/38

Shut-off fuel oil
Check of air starter

Disassembly, overhaul and assembly of the air
starter.
Starting position
All connections to the air starter have been remo-

ved, and air starter is removed.
Related procedure
Working time : 2 hours Plate No Item No Qty/

Capacity : 1 man
08028-0D/H5250/94.08.12
51309 133 1 (repair kit, main valve)

51309 172 1 (set of seals)
Data 51309 173 1 (repair kit, rotor)

02.37 - ES0
MAN Diesel
Edition 05H Overhaul, Test and Inspection of Air Starter Page 2 (2)
L27/38
Operation On putting into operation
Before putting into operation In case of manual start, operate the push-button
valve for very short periods only.
– Check if the installation has been accomplished
in accordance with our instructions.
Complete Overhaul
– Check the adjustment of the auto-start device
(if installed), to ensure: – Strip the starter and clean all lines and pipe-
work.
– the speed of the starter shaft never exceeds
the value of 2.500 rpm. – Check rotors and advance mechanism; clean
same and replace worn or rusted parts.
– the starter stops working, once the engine
hasattained a speed 1 to 1.5 times is igni- – Check the driving pinion for wear and replace
tion speed. it if necessary.
– Check that the air receiver is charged and that – Revice all valves and replace joints.
the flow valve is opened.
– Test for leaks and check that the control circuit Storage
is not chocked.
When leaving our works, the starters contain antirust
– Check for correct meshing of the driving pinion oil to protect their inner parts. In spite o this, we must
with the flywheel gear ring by means of several recommended storage in a dry place.
short starter impulses.
08028-0D/H5250/94.08.12
02.37 - ES0
MAN Diesel

Page 1 (2) Emergency Starting Valve Edition 03H
L27/38

Shut-off fuel oil
Lubricating, disassembly and reassembly of Small screwdriver.

emergency starting valve in starting system.
Starting position
Related procedure
Working time : 1 hour Plate no Item no Qty./

Capacity : 1 man
08028-0D/H5250/94.08.12
Data

00.43 - ES0
MAN Diesel
Edition 03H Emergency Starting Valve Page 2 (2)
L27/38
Emergency Starting Valve 2) Push the emergency start button with a screw-
driver, as shown in fig 1, until the engine igni-
The emergency starting valve is placed on the tur- tes.
bine starter and should be tested according to the
planned maintenance programme. 3) Release the button. The button is springloaded
and will automatically return to the start posi-
1) Switch the engine to "local" on the operating tion.
box panel.
Fig 1 Emergency starting valve

08028-0D/H5250/94.08.12
00.43 - ES0
MAN Diesel & Turbo
Work Card 513-01.90
Page 1 (2) Check of Compressed Air Piping System
Edition 03
L16/24, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Check of compressed air piping system.

Compressed air connected to the engine. Screwdriver.
Related Procedure

Number : 1
Data
2002.05.13. - ES0
MAN Diesel & Turbo
513-01.90 Work Card
Check of Compressed Air Piping System Page 2 (2)
Edition 03
L16/24, V28/32S, L21/31, L27/38

Warning!
With Air Connected

1) Examine the piping system for leaks.
2) Retighten all bolts and nuts in the piping sys-
tem.
3) Drain the system for condensed water. This
should be based on observations.
4) Check flexible connections for leaks and dam-
ages.
It is important that the flexible connections are
free from paint and grease and in healthy condi-
tion.
5) Check manometers.
With Air Disconnected and Stopped

Engine
1) Move all valves and cocks in the piping system.
Lubricate valve spindles with graphite or similar.
2) Connect the air supply and make a function test
of the emergency valve. See Description
513.01.
2002.05.13. - ES0
MAN Diesel & Turbo
Work Card 513-25.00
Page 1 (2) Turning Gear
Edition 03
V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Manual turning of engine.

Indicator valve in cylinder head has to be open Standard spanner with a long shaft
Plate 50501
Related Procedure

Number : 1
Data
2011.07.18. - EO0
MAN Diesel & Turbo
513-25.00 Work Card
Turning Gear Page 2 (2)
Edition 03
V28/32S, L21/31, L27/38

Warning!
Figure 3: Position 3 - Engine turning position

Manual Turning Gear
Warning: The diesel engine can be started locally 3) Engine turning position.
on the emergency start arrangement eventhough Pull out the handle knob (1) and push the turn-
the turning gear is engaged. ing gear into engagement. When microswitch is
Note: Inform all staff working on the engine that the activated the engine is in blocking position.
turning gear is engaged. When the turning device is fully engaged the
handle knob will lock the turning device.
Adjustment of the turning gear Note: The turning gear must be fully engaged dur-
ing the entire turning of engine.
1) Engine running position.
This is the stand-by position of the turning gear The engine can now be turned by spanner by
when the engine is running. means og the SW22 hexagon. (As option el-motor
or pneumatic can be supplied).
When turning the engine has been completed the
turning gear is disengaged by pulling out the handle
knob and afterwards pull back the turning gear.
Trouble tracing
Turning gear shaft can not be moved easily:
▪ Dismantle the shaft and clean for rust. New
Figure 1: Position 1 - Engine running position
lubrication to avoid rust.
2) Engine blocking position. Engine is not starting:

Engine is in blocking position when the turning ▪ Check the microswitch ZS 75 mounted on the
gear is engaged. turning gear.
Figure 2: Position 2 - Engine blocking position
Pull out the handle knob (1) and push the turning
gear into engagement. When the microswitch is
activated the engine is in blocking position.
2011.07.18. - EO0
MAN Diesel
Plate
Page 1 (2) Air Starter 51309-09H
V28/32S
L27/38
23
25
26
28
29
32
30
31
08028-0D/H5250/94.08.12
09.19 - ES0
MAN Diesel
Plate
51309-09H Air Starter Page 2 (2)
V28/32S
L27/38
Item Item
1* 6/S Screw Skrue 62b 1/S Shaft (RH) Aksel (RH)
3* 1/S Screw Skrue 63* 2/S Thrust washer Trykskive
7* 1/S Bearing spacer Lejering 64* 1/S Retaining ring Sikringsring
8* 2/S Bearing Leje 67* 1/S Ball bearing Kugleleje
9* 1/S O-ring O-ring 69* 1/S Ball bearing Kugleleje
10* 1/S Spring washer Fjederskive 70* 1/S Bearing, needle roller Leje
13* 2/S O-ring O-ring 72* 1/S O-ring O-ring
14* 2/S Seal spacer Pakningsdåse 74* 1/S Screw Skrue
15* 2/S Lip seal Tætningsring 76* 1/S Lip seal Tætningsring
18* 8/S Screw Skrue 78 1/S Pinion Tandhjul
21* 1/S O-ring O-ring 79* 1/S Washer, pinion Skive, tandhjul
22* 6/S Screw Skrue 80* 1/S Screw Skrue
23* 1/S Inlet flange Indgangsflange 160 1/E Air starter, complete Startemotor, komplet
Output gear ratio
24* 1/S O-ring O-ring 11.7:1
25* 1/S Turbine housing Turbinehus 161 1/S Spare parts kit, com- Reservedelssæt, be-
prising of item 1, 3, 7, stående af item 1, 3, 7,
26* 1/S Pipe plug Rørprop 8, 9, 10, 13, 14, 15, 18, 8, 9, 10, 13, 14, 15, 18,
21, 22, 24, 27, 36, 39, 21, 22, 24, 27, 36, 39,
27* 1/S O-ring O-ring 45, 50, 56, 61, 63, 64, 45, 50, 56, 61, 63, 64,
67, 69, 70, 72, 74, 76 67, 69, 70, 72, 74, 76
28* 1/S Ring gear Kronhjul
162 1/S Spare parts kit, com- Reservedelssæt be-
29* 1/S Bearing spacer Lejering prising of item 23, 24, stående af item 23, 24,
25, 26, 27, 28, 29, 30, 25, 26, 27, 28, 29, 30,
30* 1/S Clamping plate Spændplade 31 and 32 31 and 32
31* 1/S Turbine shaft Turbineaksel
32* 3/S Retainer ring Sikringsring
36* 3/S Needle bearing Leje
39* 2/S Bearing Leje
45* 4/S Screw Skrue
50* 6/S Screw Skrue

08028-0D/H5250/94.08.12
56* 1/S Bearing Leje
61* 1/S Bearing, needle roller Leje
62a 1/S Shaft (LH) Aksel (LH)
Qty/E = Qty./Engine Qty./E = Qty/Motor
Qty./S = Qty./Starter Qty./S = Qty./Starter
09.19 - ES0
MAN Diesel
Plate
Page 1 (2) Air Starter 51309-11H
L27/38
08028-0D/H5250/94.08.12
02.34 - ES0 - b/c

MAN Diesel
Plate
51309-11H Air Starter Page 2 (2)
L27/38
Item Item
140 1/S Pinion Tandhjul
141 1/S Air starter, complete Startemotor, komplet
142 1/S Solenoid valve Magnetventil
143 1/S Strainer Filter
08028-0D/H5250/94.08.12
02.34 - ES0 - b/c

MAN Diesel
Plate
Page 1 (3) Air Starter (supplement for plate 51309-11H) 51309-12H
Serial no. > 01-0026 L27/38

08028-0D/H5250/94.08.12
02.34 - ES0 - b
MAN Diesel
Plate
51309-12H Air Starter (supplement for plate 51309-11H) Page 2 (3)
L27/38 Serial no. > 01-0026

Item Item
1 1/S Special circlip Clips 31 4/S Flat washer Skive
2* 1/S Retaining ring Sikringsring 32 4/S Stud Tap
3 1/S Needle bearing Nåleleje 34 1/S Servo-limiter unit Servo-limiter unit
4 4/S Allen screw Skrue 35 1/S Servo supplement Servo supplement
5 4/S Special washer Skive 36 2/S Allen screw Skrue
6 1/S Front cover Fordæksel 37* 8/S Washer Skive
7* 1/S Special joint Speciel samling 38 4/S Special bolt Bolt
8 1/S Bearing extrac. ring Lejering 39 2/S Flexible pipe Flexibelt rør
9 23/S Cylinder roller Cylinderrulle 40 1/S Silencer Lyddæmper
10 1/S Bearing disc Lejeskive 41 4/S Stud Tap
12 1/S Special nut Møtrik 42 4/S Flat washer Skive
13 1/S Special washer Skive 43 4/S Nut Møtrik
14* 1/S Ring Ring 44* 1/S Secondary rotor Secondary rotor
15 1/S Hauling crown ccw Rotordæksel 45 1/S Check valve Checkventil
16 1/S Spring Fjeder 46 1/S Elastic pin Elastisk tap
17 1/S Splined shaft ccw Fjedrende aksel 47* 1/S Membrana Membran
18 1/S Guide cylinder Styrecyllinder 48 1/S Plug Prop
19* 1/S O-ring O-ring 49* 1/S Special nut Møtrik
20 1/S Follower Medfølger 50* 1/S Lip seal Tætningsring
21 2/S Allen screw Skrue 51* 1/S Main valve Hovedventil
22 2/S Special washer Skive 52* 1/S O-ring O-ring
23 1/S Motor body ccw Motorhus 53* 1/S Distributor Fordeler
24* 1/S Primary rotor Primary rotor 54* 1/S Bushing Bøsning
25 1/S Valve body ccw Ventilhus 55* 1/S O-ring O-ring
26 1/S Silencer Lyddæmper 56* 1/S O-ring O-ring
27 1/S Bend Bøjning 57* 1/S Seal shell Dæksel

08028-0D/H5250/94.08.12
28 1/S Flat washer Skive 58* 1/S Special washer Skive
29 1/S Special nut Møtrik 59* 1/S Special nut Møtrik
30 4/S Special nut Møtrik 60 1/S Spring Fjeder
02.34 - ES0 - b
MAN Diesel
Plate
Serial no. > 01-0026 L27/38

Item Item
61 4/S Stud Tap
64 1/S Plug joint Tætningsprop
66* 1/S O-ring O-ring
67 1/S Inlet nozzle Indstrømningsdyse
69 4/S Special washer Skive
70 4/S Allen screw Skrue
71 1/S Special pipe 6x4 Rør 6x4
72 1/S Elastic pin Elastisk tap
75 1/S Front labyrinth seals Tætning
76* 1/S Ball bearing Kugleleje
81 2/S Rod Stang
133 1/S Repair kit for main Reservedelssæt for

valve, comprising item hovedventil indehold-
49, 50, 51, 52, 53, 54, 55, ende item 49, 50, 51,
56, 57, 58, 59 52, 53, 54, 55, 56, 57,
58, 59
172 1/S Set of seals, compri- Tætningssæt, indehold-

sing item 2, 7, 14, 19, ende item 2, 7, 14, 19,
37, 47, 50, 52, 55, 56, 37, 47, 50, 52, 55, 56,
66, 68, 74, 77, 82 66, 68, 74, 77, 82
173 1/S Repair kit, compris- Reservdelssæt, inde-

ing item 172, 24, 44, holdende item 172, 24,
08028-0D/H5250/94.08.12
76, 83 44, 76, 83
02.34 - ES0 - b
MAN Diesel
Plate
Serial no. > 02-0101 L27/38

08028-0D/H5250/94.08.12
02.34 - ES0 - c
MAN Diesel
Plate
51309-13H Air Starter (supplement for plate 51309-11H) Page 2 (3)
L27/38 Serial no. > 02-0101

Item Item
1 4/S Allen screw Skrue 32 4/S Stud Tap
2 4/S Special washer Skive 34 1/S Servo-limiter unit Servo-limiter unit
3 1/S Front cover Fordæksel 35 1/S Servo supplement Servo supplement
4* 1/S Retaining ring Sikringsring 36 2/S Allen screw Skrue
5 1/S Needle bearing Nåleleje 37* 8/S Washer Skive
6 1/S Special circlip Clips 38 4/S Special bolt Bolt
7* 1/S Special joint Speciel samling 39 2/S Flexible pipe Flexibelt rør
8 1/S Bearing extrac. ring Lejering 40 1/S Silencer Lyddæmper
9 23/S Cylinder roller Cylinderrulle 41 4/S Stud Tap
10 1/S Bearing disc Lejeskive 42 4/S Flat washer Skive
11* 1/S Labyrinth sealing Labyrinttætning 43 4/S Nut Møtrik
12 1/S Special nut Møtrik 44* 1/S Secondary rotor Secondary rotor
13 1/S Special washer Skive 45 1/S Check valve Checkventil
14* 1/S Ring Ring 46 1/S Elastic pin Elastisk tap
15 1/S Hauling crown ccw Rotordæksel 47* 1/S Membrana Membran
16 1/S Spring Fjeder 48 1/S Plug Prop
17 1/S Splined shaft ccw Fjedrende aksel 49* 1/S Special nut Møtrik
18 1/S Guide cylinder Styrecylinder 50* 1/S Lip seal Tætningsring
19* 1/S O-ring O-ring 51* 1/S Main valve Hovedventil
20 1/S Follower Medfølger 52* 1/S O-ring O-ring
21 2/S Allen screw Skrue 53* 1/S Distributor Fordeler
22 2/S Special washer Skive 54* 1/S Bushing Bøsning
23 1/S Motor body ccw Motorhus 55* 1/S O-ring O-ring
24* 1/S Primary rotor Primary rotor 56* 1/S O-ring O-ring
25 1/S Valve body ccw Ventilhus 57* 1/S Seal shell Dæksel
26 1/S Silencer Lyddæmper 58* 1/S Special washer Skive

08028-0D/H5250/94.08.12
27 1/S Bend Bøjning 59* 1/S Special nut Møtrik
28 1/S Special nut Møtrik 60 1/S Spring Fjeder
30 4/S Special nut Møtrik 61 4/S Stud Tap
02.34 - ES0 - c
MAN Diesel
Plate
Serial no. > 02-0101 L27/38

Item Item
64 1/S Plug joint Tætningsprop
67 1/S Inlet nozzle Indstrømningsdyse
69 4/S Special washer Skive
70 4/S Allen screw Skrue
71 1/S Special pipe 6x4 Rør 6x4
72 1/S Elastic pin Elastisk tap
81 2/S Rod Stang
133 1/S Repair kit for main Reservedelssæt for

valve, comprising item hovedventil indehold-
49, 50, 51, 52, 53, 54, 55, ende item 49, 50, 51,
56, 57, 58, 59 52, 53, 54, 55, 56, 57,
58, 59
172 1/S Set of seals, compri- Tætningssæt, inde-

sing item 4, 7, 11, 14, hold-ende item 4, 7,
19, 37, 47, 50, 52, 55, 56, 11, 14, 19, 37, 47, 50,
66, 68, 74, 77, 82 52, 55, 56, 66, 68, 74,
77, 82
173 1/S Repair kit, compris- Reservdelssæt, inde-

ing item 172, 24, 44, holdende item 172, 24,
76, 83 44, 76, 83
08028-0D/H5250/94.08.12
02.34 - ES0 - c
MAN Diesel
Plate
Page 1 (2) Main Starting Valve 51310-04
L21/31, L27/38,
V28/32S
153
165
141
128 177
189
116
190*
200*
212
224*
236
319
320 307
332
248*
08028-0D/H5250/94.08.12
261*
273
285*
297
04.04 - ES0
MAN Diesel
Plate
51310-04 Main Starting Valve Page 2 (2)
L21/31, L27/38,
V28/32S
Item Item
116 1/V Housing Hus
128 1/V Delay timer Timer
141 Connectors Konnektor
153 1/V Screw Skrue
165 1/V Washer Skive
177 1/V Retainer Sikringsring
189 1/V Screen Skærm
190* 1/V O-ring O-ring
212 1/V Piston Stempel
224* 1/V Dampener, shock Dæmper
236 1/V O-ring, cap O-ring
248* 1/V Spring Fjeder
273 1/V End cap Endedæksel
297 1/V Retainer Sikringsring
307 1/V O-ring O-ring
319 1/V Part of item 320 Del af item 320
320 1/V Solenoid valve Magnetventil
332 2/V Screw Skrue
344 1/S Main starting valve, Hovedstartventil,

complete komplet
356 1/V Spare parts kit, com- Reserevedelssæt,

prising item bestående af item
190, 200, 224, 248, 190, 200, 224, 248,
261, 285 261, 285
08028-0D/H5250/94.08.12
Qty./V = Qty./Valve Qty./V = Qty./Ventil
04.04 - ES0
MAN Diesel
Plate
Page 1 (2) Main Stop Valve 51315-03
L21/31,
L23/30H, L27/38
08028-0D/H5250/94.08.12
00.41 - EO0
MAN Diesel
Plate
51315-03 Main Stop Valve Page 2 (2)
L21/31,
L23/30H, L27/38
Item Item
042 1/E Stop valve, Stopventil,

complete komplet
066 1/V Gasket Pakning
078 1/V Gasket Pakning
08028-0D/H5250/94.08.12
Qty./V = Qty./Valve Antal/V = Antal/Ventil
00.41 - EO0
MAN Diesel
Plate
Page 1 (2) Air Filter 51321-03
General
190
08.21 - ES0
MAN Diesel
Plate
51321-03 Air Filter Page 2 (2)
General
Item Item
190 1/E Filter complete Filter komplet
200 1/F Repair kit Reparationssæt

(filter and O-ring) (filter og O-ring)
Qty./E = Qty./Engine. Antal/E = Antal/Motor.
08.21 - ES0
MAN Diesel
Plate
Page 1 (2) Pressure Reduction Valve 51322-06H
L27/38
052
027
015 003
039
08028-0D/H5250/94.08.12
07.51 - ES0
MAN Diesel
Plate
51322-06H Pressure Reduction Valve Page 2 (2)
L27/38
Item Item
003 1/E Pressure reduction Magnetventil,

valve, complete komplet
015 1/E Filter Filter
027 1/E Manometer and pres- Manometer og magnet-

sure reduction valve ventil
040 1/E Repair kit Reparationssæt

(filter and O-ring) (filter og O-ring)
052 1/E Manometer Manometer
08028-0D/H5250/94.08.12
07.51 - ES0
MAN Diesel
Plate
Page 1 (2) Pressure Reduction Valve 51322-04H
General
08028-0D/H5250/94.08.12
03.22 - ES0
MAN Diesel
Plate
51322-04H Pressure Reduction Valve Page 2 (2)
General
Item Item
no Qty. Designation Benævnelse no Qty. Designation Benævnelse
015 1/V Cover Dæksel
027 10/V Screw Skrue
039* 2/V Filter Filter
040 1/V Tube incl. o-ring Rør, inkl. o-ring
064* 1/V Diaphragh Membran
111 1/V Valve, complete Ventil, komplet
135* 1/V Valve spring Ventilfjeder
160 1/V Bottom plug, incl. Bundprop, inkl.

o-ring o-ring
172 2/V Pipe plug Rørprop
196 1/V Repair kit, incl. item Reparationssæt, inkl.

039, 052, 064, 076, 088, item 039, 052, 064, 076,
123, 135, 147, 159, 088, 123, 135, 147, 159,
and 184 and 184
206 1/E Reduction valve, Reduktionsventil,

complete komplet
218 1/E Pilot valve, complete Styreventil, komplet
231 1/V Repair kit for Reparationssæt for

item 218 item 218
243 2/V Screw Skrue
255 1/V Manometer Manometer

0-25 bar - PI 70 0-25 bar - PI 70
08028-0D/H5250/94.08.12
267 1/E Pressure reduction Trykreduktionsventil,

valve, complete as komplet som plate
plate 61322 61322
279 1/V Repair kit for Reparationssæt for

item 206 item 206
Qty/E = Qty/Engine Antal/E = Antal/Motor
Qty/V = Qty/Valve Antal/V = Antal/Ventil
03.22 - ES0
MAN Diesel
Plate
Page 1 (2) Cover for Turning Gear 51325-12
L21/31, L27/38,
V28/32S
226
214
238
180
251
263
192
202
For turning gear, see plate 51325

08028-0D/H5250/94.08.12
08.17 - ES0
MAN Diesel
Plate
51325-12 Cover for Turning Gear Page 2 (2)
L21/31, L27/38,
V28/32S
Item Item
192 3/E Stud Tap
202 3/E Nut Møtrik
214 1/E Plate Plade
226 1/E Limit switch Afbryder
238 2/E Screw Skrue
251 2/E Screw Skrue
08028-0D/H5250/94.08.12
08.17 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Manual Turning Gear 51325-20
L21/31, L27/38,
V28/32S
645
789
981
777
765 885
777 574
873
550
728 669 633 657
944
956
968
586
549 S4
S5
537 716
562
753
598 907
670 836 848 861
608 S4
S5
S5-S5 S4-S4
897
694 621
682
11.29 - ES0
MAN Diesel & Turbo
Plate
51325-20 Manual Turning Gear Page 2 (2)
L21/31, L27/38,
V28/32S
Item Item
537 1/E Counter nuts for Møtrik, sekskantet 907 /I Glue Lim
pull rods
944 1/E Shaft Aksel
956 1/E Spindle Spindel
968 1/E Key Not
562 1/E Shaft Aksel
981 1/E Turning gear, Tørnegear, komplet
574 1/E Flange Flange complete
586 4/E Cyl. screw Cylinderskrue
598 1/E Retaining ring Seeger-sikring

for shaft
621 1/E Key Not
633 1/E Worm gear Snekkegear
670 1/E Shaft Aksel
682 1/E Handle knob with pin Håndtag med stift
694 1/E Pipe Rør
716 1/E Cylindrical pin Cylinderstift
728 1/E Handle Håndtag
765 1/E Limit switch Limit switch
789 1/E Plate Plade
836 1/E Disc Skive
848 1/E Compression spring Trykfjeder
861 1/E Disc Skive
873 1/E Cover plate Dækplade
897 1/E Circlip Låsering
11.29 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Pneumatic Turning Gear 51325-21
L21/31, L27/38,
V28/32S
993
645
932
789
777
765 885
777 574
873 550
728 669 633 657
586
549 S4
S5
537 716
562
753
598 907
670 836 848 861
608 S4
S5
S5-S5 S4-S4
897
694 621
682
12.02 - EO0
MAN Diesel & Turbo
Plate
51325-21 Pneumatic Turning Gear Page 2 (2)
L21/31, L27/38,
V28/32S
Item Item
pull rods
932 1/E Compressed-air motor Trykluftsmotor
550 1/E Gear wheel Tandhjul complete
562 1/E Shaft Aksel

for shaft
621 1/E Key Not
670 1/E Shaft Aksel
694 1/E Pipe Rør
789 1/E Plate Plade
836 1/E Disc Skive
861 1/E Disc Skive
12.02 - EO0
MAN Diesel
Plate
Page 1 (2) Electric Turning Gear (3 x 400V) 51325-22
L21/31, L27/38,
V28/32S
970
645
513
789
777
765 885
777 574
873 550
728 669 633 657
586
549 S4
S5
537 716
562
753
598 907
670 836 848 861
608 S4
S5
08028-0D/H5250/94.08.12
S5-S5 S4-S4
897
694 621
682
09.34 - EO0
MAN Diesel
Plate
51325-22 Electric Turning Gear (3 x 400V) Page 2 (2)
L21/31, L27/38,
V28/32S
Item Item
513 1/E El motor El-motor 897 1/E Circlip Låsering
pull rods
549 1/E Washer Skive complete
562 1/E Shaft Aksel

for shaft
621 1/E Key Not
670 1/E Shaft Aksel
694 1/E Pipe Rør
789 1/E Plate Plade
836 1/E Disc Skive
848
08028-0D/H5250/94.08.12
1/E Compression spring Trykfjeder
861 1/E Disc Skive
09.34 - EO0
MAN Diesel
Plate
L21/31, L27/38,
V28/32S
275
645
287
789
777
765 885
777 574
873 550
728 669 633 657
586
549 S4
S5
537 716
562
753
598 907
670 836 848 861
608 S4
S5
08028-0D/H5250/94.08.12
S5-S5 S4-S4
897
694 621
682
09.34 - EO0
MAN Diesel
Plate
L21/31, L27/38,
V28/32S
Item Item

complete 885 2/E Washer Skive
287 1/E El motor El-motor 897 1/E Circlip Låsering
pull rods
562 1/E Shaft Aksel

for shaft
621 1/E Key Not
670 1/E Shaft Aksel
694 1/E Pipe Rør
789 1/E Plate Plade

08028-0D/H5250/94.08.12
836 1/E Disc Skive
861 1/E Disc Skive
09.34 - EO0
MAN Diesel
Plate
L21/31, L27/38,
V28/32S
299
645
309
789
777
765 885
777 574
873 550
728 669 633 657
586
549 S4
S5
537 716
562
753
598 907
670 836 848 861
608 S4
S5
08028-0D/H5250/94.08.12
S5-S5 S4-S4
897
694 621
682
09.34 - EO0
MAN Diesel
Plate
L21/31, L27/38,
V28/32S
Item Item
299 1/E Turning gear, Tørnegear, komplet 885 2/E Washer Skive
complete
309 1/E El motor El-motor
907 /I Glue Lim
537 1/E Counter nuts for Møtrik, sekskantet
pull rods
562 1/E Shaft Aksel

for shaft
621 1/E Key Not
670 1/E Shaft Aksel
694 1/E Pipe Rør
789 1/E Plate Plade

08028-0D/H5250/94.08.12
836 1/E Disc Skive
861 1/E Disc Skive
09.34 - EO0
Fuel oil system
514/614
MAN Diesel & Turbo
Description 514.01
Page 1 (2) Internal fuel oil system
Edition 16
L27/38
Internal fuel oil system
Figure 1: Diagram for fuel oil system

Fuel injection equipment
General Each cylinder unit has its own set of injection equip-
The internal built-on fuel oil system as shown in fig. ment comprising injection pump unit, high-pressure
1 consists of the following parts: pipe and injection valve.
▪ the running-in filter The injection equipment and the distribution supply
pipes are housed in a fully enclosed compartment
▪ the high-pressure injection equipment
thus minimizing heat losses from the preheated fuel.
▪ the waste oil system This arrangement reduces external surface temper-
atures and the risk of fire caused by fuel leakage.
Running-in filter The injection pump unit are with integrated roller
The running-in filter has a fineness of 50 microns guide directly above the camshaft.
and is placed in the fuel inlet pipe. Its function is to The fuel quantity injected into each cylinder unit is
remove impurities in the fuel pipe between safety fil- adjusted by means of the governor, which main-
ter and the engine in the running-in period. tains the engine speed at the preset value by a con-
Note: The filter must be removed before ship deliv- tinuous positioning of the fuel pump racks, via a
ery or before handling over to the customer. common regulating shaft and spring-loaded link-
ages for each pump.
It is adviced to install the filter every time the extern
fuel pipe system has been dismantled, but it is The injection valve is for "deep" building-in to the
important to remove the filter again when the extern centre of the cylinder head.
fuel oil system is considered to be clean for any
impurities.
2011.11.28 - EO0
MAN Diesel & Turbo
514.01 Description
Internal fuel oil system Page 2 (2)
Edition 16
L27/38
The injection oil is supplied from the injection pump
to the injection valve via a double-walled pressure
pipe installed in a bore in the cylinder head.
This bore has an external connection to lead the
leak oil from the injection valve and high-pressure
pipe to the waste oil system, through the double
walled pressure pipe.
A bore in the cylinder head vents the space below
the bottom rubber sealing ring on the injection
valve, thus preventing any pressure build-up due to
gas leakage, but also unveiling any malfunction of
the bottom rubber sealing ring due to leak oil.
Waste oil system

Waste and leak oil from the hot box, fuel injection
valves, fuel injection pumps and high-pressure
pipes, is led to the fuel leakage alarm unit, from
which it is drained into the sludge tank.
The leakage alarm unit consists of a box, with a
float switch for level monitoring. In case of a leak-
age, larger than normal, the float switch will initiate
an alarm. The supply fuel oil to the engine is led
through the leakage alarm unit in order to keep this
heated up, thereby ensuring free drainage passage
even for high-viscous waste/leak oil.
Sludge tank
In normal operation no fuel should leak out from the
components of the fuel system. In connection with
maintenance, or due to unforeseen leaks, fuel or
water may spill in the hot box of the engine. The
spilled liquids are collected and drained by gravity
from the engine through the dirty fuel connection.
Waste and leak oil from the hot box is drained into
the sludge tank.
The tank and the pipes must be heated and insula-
ted, unless the installation is designed for operation
exclusively on MDO/MGO.
2011.11.28 - EO0
MAN Diesel & Turbo
Description 514.01
Page 1 (2) Internal fuel oil system
Edition 19
L27/38
Internal fuel oil system
Figure 1: Diagram for fuel oil system

Fuel injection equipment
General Each cylinder unit has its own set of injection equip-
The internal built-on fuel oil system as shown in fig. ment comprising injection pump unit, high-pressure
1 consists of the following parts: pipe and injection valve.
▪ the running-in filter The injection equipment and the distribution supply
pipes are housed in a fully enclosed compartment
▪ the high-pressure injection equipment
thus minimizing heat losses from the preheated fuel.
▪ the waste oil system This arrangement reduces external surface temper-
atures and the risk of fire caused by fuel leakage.
Running-in filter The injection pump unit are with integrated roller
The running-in filter has a fineness of 50 microns guide directly above the camshaft.
and is placed in the fuel inlet pipe. Its function is to The fuel quantity injected into each cylinder unit is
remove impurities in the fuel pipe between safety fil- adjusted by means of the governor, which main-
ter and the engine in the running-in period. tains the engine speed at the preset value by a con-
Note: The filter must be removed before ship deliv- tinuous positioning of the fuel pump racks, via a
ery or before handling over to the customer. common regulating shaft and spring-loaded link-
ages for each pump.
It is adviced to install the filter every time the extern
fuel pipe system has been dismantled, but it is The injection valve is for "deep" building-in to the
important to remove the filter again when the extern centre of the cylinder head.
fuel oil system is considered to be clean for any The injection oil is supplied from the injection pump
impurities. to the injection valve via a double-walled pressure
pipe installed in a bore in the cylinder head.
2011.09.26 - ES0
MAN Diesel & Turbo
514.01 Description
Internal fuel oil system Page 2 (2)
Edition 19
L27/38
This bore has an external connection to lead the The tank and the pipes must be heated and insula-
leak oil from the injection valve and high-pressure ted, unless the installation is designed for operation
pipe to the waste oil system, through the double exclusively on MDO/MGO.
walled pressure pipe.
A bore in the cylinder head vents the space below
the bottom rubber sealing ring on the injection
valve, thus preventing any pressure build-up due to
gas leakage, but also unveiling any malfunction of
the bottom rubber sealing ring due to leak oil.
Waste oil system

Clean leak oil from the fuel injection valves, fuel
injection pumps and high-pressure pipes, is led to
the fuel leakage alarm unit, from which it is drained
into the clean leak fuel oil tank.
The leakage alarm unit consists of a box, with a
float switch for level monitoring. In case of a leak-
age, larger than normal, the float switch will initiate
an alarm. The supply fuel oil to the engine is led
through the leakage alarm unit in order to keep this
heated up, thereby ensuring free drainage passage
even for high-viscous waste/leak oil.
the sludge tank.
Clean leak fuel tank

Clean leak fuel is drained by gravity from the engine.
The fuel should be collected in a separate clean
leak fuel tank, from where it can be pumped to the
service tank and reused without separation. The
pipes from the engine to the clean leak fuel tank
should be arranged continuously sloping. The tank
and the pipes must be heated and insulated, unless
the installation is designed for operation exclusively
on MDO/MGO.
The leak fuel piping should be fully closed to pre-
vent dirt from entering the system.
Sludge tank
In normal operation no fuel should leak out from the
components of the fuel system. In connection with
maintenance, or due to unforeseen leaks, fuel or
water may spill in the hot box of the engine. The
spilled liquids are collected and drained by gravity
from the engine through the dirty fuel connection.
the sludge tank.
2011.09.26 - ES0
MAN Diesel & Turbo
Description
Fuel Injection Pump 514.02
General
Fuel Injection Pump
The fuel pump and the roller guide are one unit, To injection valve
placed over the fuel cam. A pipe supplies lubricat-
ing oil from the camshaft bearing to the roller guide.
Delivery valve
Delivery valve housing
The barrel is installed with seals on the outer circum-
ference at various levels to avoid leakages and to
give the possibility to drain fuel from the lower part
of the barrel bore.
Barrel
At the same time it also gives the possibility to add
sealing oil to minimize fuel contamination of the
lubricating oil.
The injection amount of the pump is regulated by

transversal displacement of a toothed rack in the
side of the pump housing. By means of a gear ring,
the pump plunger with the two helical millings, the Fuel
cutting-off edges, is turned whereby the length of
Fuel rack
the pump stroke is reckoned from when the plunger
closes the inlet holes until the cutting-off edges again
uncover the holes.
A delivery valve is installed on top of the barrel. In the

delivery valve housing a second valve is installed.This
valve will open for oscillating high pressure waves
between the needle in the fuel injection valve and
the delivery valve on the pump, causing the needle
in the fuel valve to stay closed after the injection is
Lub oil
finished. This will reduce formation of carbon around
the nozzle tip and save fuel.
The amount of fuel injected into each cylinder unit

is adjusted by means of the governor, which main
tains the engine speed at the preset value by a
continuous positioning of the fuel pump racks, via a
common regulating shaft and spring-loaded linkages
for each pump.
The rack for fuel control is shaped as a piston at one

end. The piston works inside a cylinder. When the Roller
cylinder is pressurized, the fuel rack will go to zero
and the engine will stop.
Fig 1 Fuel injection pump
12.04 - ES1
MAN Diesel & Turbo
Description
Fuel Injection Valve 514.06
General
Fuel Injection Valve
The fuel valve is uncooled and placed in a sleeve in

the centre of the cylinder head.
O-rings around the fuel valve body prevent fuel and

lubricating oil from mixing. From the side of the cyl-
inder head, a lance for fuel supply is screwed into
the fuel valve (L16/24 is mounted by means of 3 leaf Sleeve
springs). The lance is sealed with a bushing and two
o-rings where the lance goes into the cylinder head.
A double-walled high pressure pipe connects the fuel
pump with the lance.
Lance
Leak oil from the fuel valve or from a possible defec-
tive high pressure pipe is led to the bore for the lance
in the cylinder head. From here a pipe will drain the
fuel to the leakage alarm and further to the leak oil Fuel inlet
connection. From here the HFO can be led to leak
oil tank and MDO/MGO to the day tank.
Needle
Nozzle complete
Fig 1 Fuel injection valve
12.04 - ES1
MAN Diesel & Turbo
Description 514.25
Page 1 (2) HFO/MDO Changing Valves (V1 and V2) Edition 02H
L21/31, L27/38
V28/32S
Description To maintain recirculation in the HFO flow line when
the GenSet is operated on MDO a by-pass valve
The fuel changing system consist for GenSet of two must be installed between the inlet changing valve
three-way valves (V1 and V2) with a electric/pneu- (V1) and the outlet valve (V2) at each GenSet as
matically operated actuator of the simplex type with shown in fig. 1.
spring return and a common valve control box for
the total GenSet plant.
Valve Control Box
The system facilitates a flexible selection of MDO and
HFO-operating at any load condition. This system Electrical power supply to the valve control box is
gives the advantage of individually choosing MDO 380 Volt - 50 Hz, or 440 Volt - 60 Hz, depending on
or HFO mode of operation of the GenSets. the plant specification, and is established in form of
a single cable connection from the switchboard.
Filter PI
Air pressure: 6 bar
Water trap Reduction Air consumption

valve per stroke : 1.1 litre
ø6 ø6
Valve con-
trol box
*
MDO MDO
* *
Valve V1 Valve V2
HFO HFO
A1 A2
Inlet engine Outlet engine
* MAN Diesel & Turbo supply
Fig. 1 Pneumatic diagram for 3-way changing valves V1 & V2.
The three-way valves should be placed as near as Due to a built-in transformer, the power supply voltage
possible to the engines.The control box can be placed will be converted to a 24 Volt DC pilot voltage for ser-
in the engine room or in the engine control room. ving the relays, contactors, and indication lamps.
05.35 - EO0
MAN Diesel & Turbo
514.25 HFO/MDO Changing Valves (V1 and V2)

Description
L21/31, L27/38,
V28/32S
Furthermore the 24 V DC pilot voltage is used for In case of black-out and other situations resulting in
operating the fuel changing valves with a pneumati- dead voltage potential, the fuel changing valves will
cally and electrically operated actuator of the simplex be de-energized and automatically take MDO-posi
type with return springs. tion due to the built-in return spring.
The mode of valve operation is:
HFO-position: Energized
MDO-position: De-energized
Fig 1 Ball valve with actuator.
05.35 - EO0
MAN Diesel & Turbo
Working Card
Removal and Refitting of Fuel Injection Valve 514-01.01
L27/38

52000 407
Execute work on time according to the mainte- Ring- and open end spanner, 12 mm
nance schedule, enable/support economic op- Ring- and open end spanner, 24 mm
eration, prevent operating problems damages. Socket spanner, 24 mm
Fuel injection valves affect the loading of the in-
jection system and the operating values of the
engine. They are to be checked if there are devi-
ations in the operating values, to be overhauled
if necessary or changed.
Starting position
Operating media systems closed/depressu-

rised.
Engine shut down.
Related procedure

Working time : 1 hours Plate No Item No Qty /
Capacity : 1 man
Data

10.02
MAN Diesel & Turbo
514-01.01 Removal and Refitting of Fuel Injection Valve

Working Card
Page 2 (3)
Edition 01H
L27/38
Dismantling of a fuel injection valve Caution: Cleaning should be done on the side
away of the workbench.
Notice: An engine that runs usually on heavy oil,
should be operated for a short while on Diesel oil
before disassembling the fuel injection valves.
Initial state: Stop valves on fuel pipes closed. Oil

pump (Reserve) shut off, Cylinder head cover re-
moved, indicator valve opened.
aution: Injection valve should be disassembled

C
only with opened indicator valve.
1) Remove the side cover over the fuel pump

and the top cover over the rocker arms for the cylin-
der head.
2) Dismantle the delivery pipe between the fuel

pump and the lance (5) fig 1

3) Remove the nuts (1) and the thrust piece (2)
4) Unscrew the screw (3) and remove the lock-

ing device (4)
5) Unscrew the lance (5) and remove it from the

cylinder head.
Fig 1 Fuel injection valve assembly.
6) Install the extractor tool, see fig. 2 and pull out
the fuel valve.
7) Extract injector valve by turning the spindle

nut until it is loose.
Notice: Injection valve may be dismantled only with

disassembly and assembly fixture.
8) Thread off spindle nut and remove the extrac-

tor tool.
9) Cover opening in the cylinder head.
10) Place injection valve on workbench.
1) Clean complete injection valve outside with

1
fuel, remove adhering with wire brush. Scratch in-
jection nozzle only with wooden spatulas, in order
not to damage nozzle bore. Clean cylindrical set of
nozzle bodies.
Fig 2 Extractor tool mounted on fuel injection valve
10.02
MAN Diesel & Turbo
Working Card
Removal and Refitting of Fuel Injection Valve 514-01.01
L27/38
Caution: When cleaning, see that no external ob-

jects fall into the combustion chamber!
1
4) Assemble injection valve in bore, taking care
2
of correct positioning of the bore for threaded piece.
Fit new round ring seals (8), lubricated with clean
lubricating oil, in the ring groove, ensuring that this
5
is tensioned equally on the entire periphery and not
twisted.
3
8
5) Ad lubricant pasta to the thread of the lance
6
(5) and screw it into the fuel valve.

6) Place the thrust collar (item 2 figure 1) on the
fuel injection valve and apply lubricant type GN or
7
similar on screw thread, contact surface and hexa-
gon nuts (1). Then tighten with hand and after in-
stallation of the lance (5) the hexagon nuts (1) can
4 be tightened to the specified torque of 115 Nm. Pri-
or to the tightening It might be necessary to turn the
fuel valve a little to make the thread catch. Tighten-
ing torque for the lance is 75 Nm.
Notice: If the injection valve is installed in an oper-

ating hot cylinder head, tighten the hexagonal nuts
(7) only after temperature equalisation, with speci-
fied torque.
Fig 3 Fuel injection valve complete
7) Place the locking device on the hexagon of
the lance and secure it with the screw (4) lubricated
Assembling of fuel injection valve with oil. Tightening torque 115 Nm.
Initial state: Injection valve, especially cylindrical 8) Ad lubricant type GN or similar to the lance
seat of nozzle bodies cleaned carefully. Opening (5) and the fuel pump top and install the high pres-
pressure, tightness and nozzle bores checked. sure pipe. Tightening torque: 50 Nm.

Notice: Injection valve from reserve stock or spares 9) Close indicator valve.
delivery cleaned and check from outside.
10) Open stop valves on fuel pipes.
Working steps
1) Fit new round ring seals (8), lubricated with 11) Attach cylinder head cover.
clean lubricating oil, in the ring groove, ensuring
that this is tensioned equally on the entire periph-
ery and not twisted.
2) Fill the inside space (spring room) of the in-

jection valve through leakage fuel draining hole,
with clean fuel.
3) Remove cover for bore in the cylinder head

and clean the bore and seat face in the cylinder
head carefully.
10.02
MAN Diesel & Turbo
Working Card
Fuel Injection Valve to be Checked 514-01.02
L27/38

Check components for quality/wear condition

ensure/ restore operating reliability. Fuel injec-
tion valve affect the loading of the fuel injection
system and the operating values of the engine.
They are to be checked if there are deviations
in the operating values, to be overhauled if
necessary or changed.
The work extends: Checking of parts / compo-

nents.
Starting position
Related procedure

Assembly of the fuel injection valve 514-01.04

Capacity : 1 man
51701 015 1/V
51702 010 1/V
Data

10.02
MAN Diesel & Turbo
514-01.02 Fuel Injection Valve to be Checked

Working Card
Page 2 (4)
Edition 01H
Description of co
1 2
L27/38 1. Fixation for mo

(with two differ
2. Lever for pump

Preliminary observations
Description of compo
3. Partition of tes
1 2
and ground ba
Functioning capability and setting of the injection 3
1. Fixation for mounti
9 (with two different
valve affect the combustion course, the operating 4. Lever with lock
values and the loading of the injection system. If rotating
2. Lever of mou
for pumping
the operating values are changed (ignition pres- 4 3. 5.Partition
Deviceofto move
test rig
sure, exhaust temperature) the opening pressure anddownwards
ground based
and tightness of the concerned valves should be 9 3
4. 6.Lever with locking
Pockets for e.g
checked. The nozzle test stand allows to pressure- 5
rotating
tools of mountin
test and adjust the injection valve, using a hydraulic
4 5. 7.Device to move sh
hand pump. The fixture ensure comfortable working 8
Oil collecting
downwards
ta
6
under reproducible conditions. 8. Fan to evacuat
5 6. Pockets for e.g. m
tools
In the testing of injection valves of modern 4-stroke 9. Showcase to w
7. Oil collecting tank
engines the atomisation is no longer a test crite- 7 8
6
rion, because the behaviour of the injection nozzle 8. Fan to evacuate oi
in engine operation cannot be verified.
9. Showcase to watc
7
An inferior spray pattern does not say anything
about the functioning of the injection nozzles in the
engine. It is fully functional if the criteria for open-
ing pressure, tightness and free nozzle bores are
fulfilled.
10 11 12
Structure and pattern of the nozzle test 10. Connection for

stand 10 11 12
11. Lever to switch
test to boost te
10. Connection for hig
12. Lever to releas
11. Lever to switch fro
injection line
test to boost test
12.13.Pressure gauge
Lever to release hi
(with bar
injection line and P
13.Pressure gauge
4 (with bar and PSI s
6 13
5 1. Fixation for mounting device
7 2. Lever for pump 13
3. Partition of test rig in tabletop (GXO-G011a)
4. Lever with locking mechanism for rotating of
mounting device
5. Device to move showcase up and downwards
6. Pockets for e.g. mounting device or tools
7. Oil collecting tank
8. Fan to evacuate oil vapour
9. Showcase to watch spray pattern
10. Connection for high pressure pipe
4. Test pressure pump for fuel nozzle
11. Lever to switch from opening pressure to boost test
5. Clamping for injection valve complete
12. Relief valve lever (to release pressure in high
6. Adapter for fuel injection valve
pres sure pipe)
7. High pressure pipe
13. Pressure gauge (with bar and PSI scaling)
Fig 1 Nozzle test stand Fig 2 Nozzle test stand
10.02
MAN Diesel & Turbo
Working Card
Fuel Injection Valve to be Checked 514-01.02
L27/38
Preparation for inspection Check opening pressure
Notice: Heavy oil residues in the injection valves 1) Close pressure relief valve (12) if it exist on
can adversely affect test result and make cleaning the test equipment used.
more difficult. It is therefore recommended that the
engine run on Diesel oil for about 1 hour before dis- 2) Actuate hand pump (26) uniformly and raise
assembling the injection valves. pressure until the injection nozzle opens. Note
If that is not possible then it is important to carry out opening pressure and compare with reference val-
the described test at once after injection valves are ue 420 bar. Actuate hand pump for min. 20 strokes
removed from engine. Otherwise the injection valve and rinse injection valve.
has to be separated and cleaned before testing.
Notice: Opening pressure
Initial state: Injection valve is dismantled and
cleaned on the outside. The hydraulic pressure must be taken slowly past
the opening pressure, as otherwise there are er-
Notice: Use anti-corrosion oil for checking the in- rors while reading off the opening pressure. The
jection valves, so that they also given the conserva- test pressure must not exceed 430 bar! In case of
tion treatment. Only absolutely clean anti-corrosion new nozzles elements, the nozzle needle can be
oil should be filled in the nozzle test stand other- stuck at the first spray test and must be released
wise there could be malfunctioning in the pump or by strong rinsing. In case of already run-in nozzles,
in the injection valve to be tested. The fill level of the collect the anti corrosion oil contaminated with fuel
oil container (12) should be checked. and do not fill it again in the pressing device.
In case of new nozzles, there can be a drop in the
1) Insert injection valve in the adapter head and opening pressure up to 90 bar after a few operating
tighten uniformly with holder. hours.
This pressure drop does not mean any functional
2) Thread in connection piece on pressure hose deficiency and is characteristic of all fuel injection
connection of the injection valve and screw in high nozzles.
pressure hose on connecting piece. It cannot be expected that the nozzle will spray
or make a sound, only opening pressure can be
3) Set nozzle jet collector vessel under the in- checked.
jection nozzle and push it up until the expected jets
meet on the outer walls of the nozzle jets collector Decision: Opening pressure drop less /greater than
vessel. 90 bar.
Caution: Never allow injection nozzle to spray into Opening press. drop less than 90 bar:
open air but only in the collector! Do not touch fuel
jets, as they penetrate the skin structure and cause • Continue with the next step.
painful inflammation! Do not use any open flames
at workplace! Smoking is absolutely prohibited! Opening press. drop greater than 90 bar:
Use suction on oil mist wherever possible!
• Separate injection valve as mentioned in
The checking and setting of the injection valves ex- workcard 514-01.03.
tends to the following steps: • Carry out visual inspection (spring breakage)
• If component is in order, continue with the
• Check opening pressure, next step
• Check nozzle bores,
• Set target pressure,
• Check tightness.
10.02
MAN Diesel & Turbo
514-01.02 Fuel Injection Valve to be Checked

Working Card
Page 4 (4)
Edition 01H
L27/38
Check nozzle bores Check leak proofing

1) Loosen the hexagonal nut (1) and turn back 1) Stop the pumping of the tester and open
adjusting screw (2) until compression spring (6) is the pressure relief valve (12) if it exist on the test
released. equipment reducing the pressure to 0 bar. Or re-
lease pressure by loosening high pressure pipe un-
2) Close pressure relief valve (if it exist or til pressure has dropped to 0 bar. This ensures, that
retighten the high pressure pipe). Actuate hand the nozzle is closed completely.
pump uniformly and adjust opening pressure with
adjusting screw (2) to 30 bar. 2) Close pressure relief valve and pressurize
pipe again.
Decision: All nozzle holes open? Please refer to
figure 3. 3) To check the leak proofing, actuate hand
pump evenly until 250 bar are reached on the pres-
Yes, continue with the next step sure gauge (13). The injection valve is considered
No, Separate the injection valve as men- tight if no drops fall within 5 seconds.
tioned in work card 514-01.03.
Notice: Make sure, that no oil drop off from the
nozzle leakage bore (9) (Fig. 5 working cards 514-
01.03). This may causes a misinterpretation of the
tight nozzle. Avoid this by wrapping a cleaning rag
around the injection nozzle.
Decision: Tightness OK? Please refer to figure 4.
Yes, The injection valve can be made

available for use!
Fig 3 Assessment of the nozzle holes. Left – open, right – No, The injection valve should be replaced
partly clogged with new unit.
Adjust opening pressure to reference value

1) Actuate hand pump uniformly and thus raise
the hy-draulic pressure, at the same time tension
the com-pression spring (6) a little by using adjust-
ing screw (2). Repeat the process until the refer-
ence value of 420 bar is reached.
Notice: Compression spring Fig 4 Judgement on the tightness. Left – tight, right - drops
Do not set a higher pressure than indicated, oth-
erwise the compression spring will be deformed.
Adjust to the indicated higher spray pressure value
only after assembling a new com-pression spring
to compensate for the initial setting of the compres-
sion springs.
2) If the reference value is set reproducibly, lock

the adjusting screw (2) with the hexagonal nut (1)
and check the opening pressure again.
10.02
MAN Diesel & Turbo
Working Card
Fuel Injection Valve to be Separated 514-01.03
L27/38

Shut-off fuel oil
Check components for quality/wear condition, Torque wrench

prevent operating problems/damages. Ring- and open end spanner, 41 mm
Fuel injection valves affect the loading of the Hexagonal screw driver (set)
fuel injection system and the operating values Wire brush
of the engine. They are to be checked if there Spatula (wood)
are deviations in the operating values, to be Depth gauge
overhauled if necessary or changed. Container with fuel
Polishing medium (wool)
Starting position Paper towels
Lubricant (containing molybdenum disulphide)
Related procedure
Separation of components.
Checking of parts/ components

Capacity : 1 man
Data

10.02
MAN Diesel & Turbo
514-01.03 Fuel Injection Valve to be Separated Working Card

Page 2 (3)
Edition 01H
L27/38
Preliminary observation 5) Loosen nozzle tensioning nut (4) carefully.
Notice: Separate injection valve if, during the test

according to work card 514-01.02, errors are de- Releasing the nozzle tensioning nut
tected and if the nozzle element should be changed
due to the operation time. The separation is done Notice: If there is heavy resistance when releas-
by placing the valve in a vice with soft jaws. ing, try to make the threads free again by soften-
ing them in fuel and turning to and fro. Do not re-
lease nozzle tensioning nut with force, as otherwise
threads can wear out and parts can become use-
less.
1
2 6) When threading out the nozzle tensioning nut

(4) use the following method: Unscrew released
nozzle tensioning nuts and at the same time pre-
5 vent them from lifting axially from holder by continu-
ously lightly hitting with rubber hammer on nozzle
3 bodies.
8
Notice: This method should prevent shaving or
6 scratching of the parallel pin of the sealing face be-
tween nozzle body and holder during the threading
off of the nozzle tensioning nut.
7) Thread off nozzle tensioning nut and remove

7
nozzle body. See that nozzle needle does not fall
out.

4
8) Extract nozzle needle from nozzle body and
place it in fuel for cleaning.
Nozzle needle
Notice: Never interchange nozzle needles from

nozzle body to nozzle body. They are manufactured
Fig 1 Fuel injection valve
in pairs.
9) Remove the injection valve from the vice with

Separating of a fuel injection valve soft jaws and place it on the workbench.

1) Wash injection valve in fuel and remove ad- 10) Thread off adjusting screw (2).
hering coke with a wire brush.
11) Disassemble threaded pin (3) if existing.
2) Place the fuel valve in a vice with soft jaws.
2) If all internal parts are not loose, screw in suit-
1
3) Loosen hexagonal nut (1) and turn back ad- able eye bolt in thrust piece (5) and extract thrust
justing screw (2) until compression spring (6) is re- piece. Then disassemble compression
leased. spring (6) and thrust piece (7).
4) Turn the fuel valve 180° so the hexagon nut 3) Place all parts for cleaning in Diesel oil and
1
(1) is turned down. wash them off. Then blow with compressed air.
10.02
MAN Diesel & Turbo
Working Card
Page 3 (3) Fuel Injection Valve to be Separated 514-01.03
Edition 01H
L27/38
Check components

The inspection of the components extends to:
• the nozzle holes

• the quality of fitting faces
• the mobility of the needle
• Traces of corrosion on the nozzle tensioning
nut and the nozzle body
• The nozzle specifications
9
1) Clamp a suitable cleaning wire, please see
plate 52000, item No 013 for cleaning the nozzles
holes. 10
9 Nozzle needle
10 Nozzle body
10 Fig 3 Checking the mobility of the nozzle needle
5) Read off nozzle specifications on the collar of

8 the nozzle body
Original specification - see acceptance record of

3 the motor.
Fig 2 Cleaning the nozzle holes
2) Examine all components and especially seal-

ing faces for damage / traces of wear.
No rework on the seat and fitting faces
Notice: Seat and fitting faces should not be ma-

chined manually nor mechanically, as the requisite
accuracies cannot be achieved.
3) Check if nozzle needle can be moved in the

nozzle body easily and without perceivable resist- Fig 4 Nozzle element with specification and IMO number
ance, see Fig. 3.
4) Examine nozzle bodies for traces of corro- 6) Change damaged parts. Replace nozzle nee-
sion. dle and nozzle body together.
10.02
MAN Diesel & Turbo
Working Card
Assembly of the Fuel Injection Valve 514-01.04
L27/38

Shut-off fuel oil
Impart necessary knowledge, ensure correct Torque wrench

execution of work. Ring- and open end spanner
Fuel injection valves affect the loading of the Hexagonal screw driver (set)
fuel injection system and the operating values of Lubricant (copaslip, containing molybdenum
the engine. They are to be checked if there are disulphide)
deviations in the operating values, to be over-
hauled if necessary or changed.
Starting position
Related procedure
Assembly of components.


Capacity : 1 man
Data

10.02
MAN Diesel & Turbo
514-01.04 Assembly of the Fuel Injection Valve Working Card

Page 2 (2)
Edition 01H
L27/38
Specification of the injection nozzle 10) Paint screw threads of holder and nozzle ten-
sioning nut (4) as well as pressure shoulder (4) on
Notice: Check before the assembly whether speci- nozzle tensioning nut with lubricant “Optimol Paste
fication of the injection nozzle matches with the ref- White T”. Please see Fig. 1.
erence specification. The original specification can
be referred from the acceptance record (number, 11) Screw on by hand nozzle tensioning nut on
number of nozzle bores, bore diameter, spraying holder and in the second step tighten with speci-
angle). fied torque (see work card). Rotate take-up head by
180° and fix it.
Initial situation: Injection valve separated, all in-
dividual parts carefully cleaned, damaged parts 12) Screw on hexagonal nut (1) loosely on adjust-
changed. ing screw and tighten only after adjusting the open-
ing pressure, please see description 500.35.
1) Clean threaded pin (3) and bore carefully as
given in Loctite-specifications.
2) Hold holder body at an angle (with sealing

face facing up) and guide in thrust piece (5) includ- 1
ing compression spring (6) and spring plate (7).
Pay attention to the position of the groove for the 2
threaded pin (3) (see fig.1).
3) Paint screw thread of the threaded pin (3)

with securing compound Loctite 243 on a length of 5
5mm and thread in into holder until threaded pin no
longer projects. Check that the thrust piece can
3
still move in axial direction.
8
4) Screw in adjusting screw (2), do not yet tight-
en compression spring.
6
5) Insert holder complete fuel valve in the noz-

zle tester such that the sealing surface for nozzle
body (10) faces up and tighten evenly. Rotate take-
up head by 180° and fix it.
7
6) Dip nozzle needle (10) in clean fuel and guide
into the nozzle body, check easy movement.
7) Check nozzle needle stroke between top 4

edge of nozzle body and offset on nozzle needle. 11
For reference value see section “technical data” in 9
instruction book.
10
8) Rub sealing face dry with sealing paper tow-

el. Insert nozzle body with nozzle needle on holder,
paying attention to the position of pins.
9) Paint pressure shoulder (11) on nozzle body

(10) with lubricant “Optimol Paste White T”. Please
see Fig. 1. Fig 1. Assembly of the nozzle
10.02
MAN Diesel & Turbo
Page 1 (4) Dismounting / Mounting of Fuel Injection Pump Edition 08H
L27/38

Shut-off fuel oil
Fuel injection pumps have to be removed to permit Reversing ratchet.

the necessary check, which also involves disas- Torque wrench 20-200 Nm.
sembly to a certain extent. It may also become Cross handle.
necessary to remove the pumps if com-ponents Annular extension, size 24.
have to be replaced. Hexagon key wrench with ball head, 6 A/F.
Set of open-end/ring spanners.
Set of hexagon bolt drivers.
Starting position Lifting tackle with rope.
Copaslip or similar.
Covering on the exhaust gas counterside remo- Acid-free grease.
ved.
Fuel injection pipe dismounted.
Injection pump cleaned and checked, fuel rack
completely pushed in as a precautionary measure
af protection (full load position).
Related procedure
Adjustment of camshaft for valve

and injection timing 507-01.20
Disassembly and assembly and repair
of fuel injection pump 514-01.06

Capacity : 1 men 51401 685 1/C
51401 457 1/C
51435 070 *8/C
Data 51435 344 *4/C
51435 356 4/C
Data for torque moment (Page 500.40) * see plate 51435 for max. amount.
02.36 - ES0
MAN Diesel & Turbo
Edition 08H Dismounting / Mounting of Fuel Injection Pump Page 2 (4)
L27/38
Operating Sequence 1 - Dismounting of Fuel

Injection Pump
1) Turn the engine so that the follower of the

injection pump is at cam base circle position
(spring largely unloaded).
2) Close all the necessary shut-off valves (such

as for the fuel oil pipes, air ducts etc.).
3) Disconnect the air duct, leaked fuel oil pipe,

lub. oil pipe and sealing oil pipe (if fitted) from
the injection pump.
4) Remove the screw, (3) fig 1,on the two pumps

beside and press the fuel oil pipe away from
the actual fuel pump.
5) Unscrew the hexagon head bolt, (1) fig 1, be-

tween the fuel rack and the articulated head.
Caution
The position of the articulated head between
the knuckle lever and the rack has been ad-
justed and secured by the manufacturer. It is Fig 2 Removing a fuel injection pump
expressly pointed out that the articulated head
must not be disassembled and/or changing
the length as adjusted is only allowed for zero
position balancing the injection pump and the 6) As a protective precaution for the fuel rack,
governor. push it completely in (full load position).
7) Screw off the hexagon nuts, (2) fig 1.
8) Screw the holder, see fig 2, onto the injection

pump.
9) Insert the lever into the holder and connect it

with the bolt. Secure the bolt by means of the
spring plug.
10) Attach the rope to the lever by means of shackle

and suspend it from the lifting tackle.
11) Lift rope until the lever approximately has the

position, see fig 2.
12) Depress the lever to lift the injection pump far

enough to come clear of the bore hole.
Caution
During removal, take care that stud bolts are
not damaged.
Fig 1 Fuel injection pump as mounted
02.36 - ES0
MAN Diesel & Turbo
Page 3 (4) Dismounting / Mounting of Fuel Injection Pump Edition 08H
L27/38
13) Keep the injection pump in this position and 21) Insert the lever in the holder and connect by
remove it sideways. means of the bolt. Secure the bolt by means
of spring plug.
14) Cover the resultant opening in the crank-
case. 22) Attach the rope to the lever by means of a
shackle and suspend from lifting tackle. Lift
15) To transport the pump away, let the lever loose, the injection pump.
see fig. 3.
23) Treat a new o-ring seal, (1) fig 3, with acid-free
16) Put the injection pump down on a clean grease and fit it in the ring groove. Take care
place. that it is evenly tensioned over the circumfer-
ence and not twisted.
17) Remove the tool completely.
24) Press the lever down to lift the injection
pump.
25) Push the injection pump under the change-air

pipe and over the bore hole.
Caution
Take care that the injection pump does not hit
any parts while being installed.
26) Release the pressure exerted on the lever,

lowering the injection pump into the bore.
Caution
In introducing the injection pump, take care
that stud bolts do not suffer damage.
27) Remove the tool completely.
28) Treat new o-ring seals (2) fig 4 and (4) fig 1,
with acid-free grease and fit them in the ring
grooves on the flange, taking care that they
are not twisted.
Fig 3 Transporting of dismounted fuel injection pump
Operating Sequence 2 - Installing of Fuel

Injection Pump
18) Clean the contact faces on the injection pump

and the crankcase.
19) Treat new o-ring seals, (1) fig 4, with acid-free

grease and fit them in the ring grooves on the
fuel oil orifice flanges, making sure not to twist
them.
20) Screw the holder onto the injection pump. Fig 4 Press the fuel pipesback into the pump
02.36 - ES0
MAN Diesel & Turbo
514-01.05 Dismounting / Mounting of Fuel Injection Pump Working Card
L27/38
29) Press the fuel pipes back into the pump, fig 4, Caution
and fit the plug screw, (3) fig 1. The correct length of the articulated head be-
tween the knuckle lever and the fuel rack has
30) Treat the thread and contact face of the hexa- been adjusted and secured by the manufac-
gon nut with coperslip or the like and screw turer. It is expressly pointed out that changes
it hand-tight onto the stud bolts (do not drive to the length so adjusted are only allowed to
them home). be made for a balancing of the zero position
between the injection pump and governor.
31) Turn the engine (follower of the injection pump
aligns on cams). 37) Open all the shut-off valves that have been
closed in operating sequence 1.
32) Tighten the hexagon nut with specified torque,
please see description 500.40. 38) Verify that the fuel rack is in the "zero position"
end position when the complete fuel admis-
33) Connect the air pipe, the leaked fuel oil pipe, sion linkage is at "zero position" (compare fuel
the lub. oil pipe and the sealing oil pipe (if ap- rack position with that on the other injection
plicable) to the injection pump. pumps).
34) Mount the fuel inection pipe. 39) After putting into operation, determine the igni-
tion pressure by taking indicator diagrams.
35) Check and adjustment of injection timing,
please see working card 507-01.20. Note: Precise settings are very essential for the
output, combustion properties and trouble-free
36) Attach the articulated head to the fuel rack. operation of the engine.
02.36 - ES0
MAN Diesel & Turbo
Working Card Disassembly and Assembly and Repair 514-01.06

Page 1 (7)
of Fuel Injection Pump Edition 19
L27/38

Injection pumps have to be disassembled indivi- Reversing ratchet.

dually or jointly at intervals specified in the main- Torque wrench 20-200 Nm.
tenance schedule. Dubious, worn and damaged Cross handle.
parts have to be replaced to ensure operational Screw driver insert, size 12 x 12.5.
reliability and efficiency. Screw driver insert, size 10 x 12.5.
Thickness gauge 0.05 - 1.0 mm.
Set of open-end/ring spanners.
Starting position Set of hexagon bolt drivers.
MoS2 lubricant.
Injection pump detached and cleaned on the Loctite 243 bonding agent.
exterior. Acid-free grease.
All the parts cleaned and checked for damage,
and replaced if necessary. Tappet and valve sup-
port assembled.
Related procedure
Dismounting/Mounting of Fuel
Injection Pump 514-01.05

Capacity : 1 men
51401 720 1/C
51401 744 1/C
Data 51401 504 1/C
51401 482 2/C
Data for pressure and tolerance (Page 500.35) 51401 697 2/C
Data for torque moment (Page 500.40) 51401 707 1/C
Declaration of weight (Page 500.45) 51401 110 1/C
12.21 - ES0
MAN Diesel & Turbo
514-01.06 Disassembly and Assembly and Repair Working Card

Edition 19 of Fuel Injection Pump Page 2 (7)
L27/38
If damages occur at the injection pump during the

warranty period the service of the manufacturer or
of a contracted workshop shall be utilized, otherwise
you lose your rights under the guarantee.
Note! It must be cared during the disassembly of the

injection pump that the workplace is free of chips
and contaminations. It is recommended to clean
all parts with diesel fuel oil, and to place them on a
non-fuzzing cloth.
The complete injection pump must not be placed on

hard or metallic surfaces by the roller. Do not use
the extractable control rack as a handle!
The Following Guidelines shall be

Considered
⇒ Do not mix up parts of the pump element and

of the constant-pressure release valve.
⇒ High-pressure surfaces must be protected

against damage, and cleaned with clean Diesel
fuel and a non-fuzzing cloth or paper when
they are installed again.
⇒ O-rings on demounted parts shall generally

be replaced by new O-rings before parts are
installed again.
⇒ Only original O-rings of MAN shall be used.

Apply paste for lip-type sealings to the 0-rings
before installation.
⇒ Cylindrical screws must be coated by graphite

paste on the bearing surface and on the thread;
tighten them crosswise and step by step (in Fig 1 Unloading/loading of the compression spring in the fuel
three steps of equal torque) to the required injection pump
tightening torque.
⇒ The cylindrical screws shall be loosened 2) See fig 1/I. Screw the spindle back, place the
crosswise and step by step (in three steps of bridge diagonally onto the casing and attach
equal torque), too. it by means of hexagon nuts.
3) Turn the spindle until the thrust pad contacts

the tappet, see fig 1/II.
Disassemble a Fuel Pump
4) Turn the spindle to depress the tappet far
1) Screw out the hexagon socket bolts (1), take enough to unload the screw plug so the latter
off the valve support and put down on clean can be removed, see fig 1/III.
place, see fig 2.
12.21 - ES0
MAN Diesel & Turbo

Page 3 (7)
L27/38
1 20
7 12
19
6.5h6 9
6
18
9
Ø8.5h6 10
4 11
13 15
5
17
14
A
2
B 16 3
C
8
Fig 2 Fuel injection pump
5) Turn the spindle back to unload the compres- 9) Screw off the hexagon socket bolts (3) and
sion spring, see fig 1/IV. take the tappet (16) off.
6) Remove the complete tool. 10) Take the thrust plate out and pull the plunger
base plate (14) off the plunger.
7) Disassemble the tappet together with the pump
plunger and put down on clean place. 11) Take the compression spring out of the cas-
ing, disassemble the spring cup (4) and the
Caution regulating sleeve (5).
Do not touch the pump plunger with your bare
hands. Protect the control edges on the pump 12) Unscrew the cylinder and remove the regulator
plunger from damage. rod, see fig 4.
8) Measure the clearance (A), fig 2, of the pump 13) Screw out both baffle screws (6).
plunger between the thrust plate (2) and the
plunger base plate, note down and compare 14) Unscrew the hexagon socket screws (7) and
with specified value, see description 500.35. take the thrust ring (19) off.
In case of exceeding values, please replace
wearing parts.
12.21 - ES0
MAN Diesel & Turbo

Page 4 (7)
Edition 19
of Fuel Injection Pump
L27/38
15) Put the thrust plate onto the monobloc cylinder 19) Measure the axial and radial clearance of roller
and fasten it in place, see fig 3. (8), fig 2, note down and compare with the
specified clearances, see description 500.35.
16) Screw two hexagon head bolts into the thrust In case of exceeding values, please replace
plate down to contact with the casing. wearing parts.
17) Attach the monobloc cylinder to the casing by Note: The replacement of rollers should be entrusted
turning the hexagon head bolts. to a service base on MAN personnel as a matter
of principle because the roller bolt has been
Note: Take care to avoid tilting of the monobloc cyl- fitted in the tappet by freezing.
inder as it is being pulled out.
20) Check the complete valve support, (20) fig 2,
18) Remove the monobloc cylinder from the casing for tightness and verify that the individual parts
and put it down on a clean support. move easily. Disassemble the valve support if
necessary.
21) Clean all the parts with clean diesel oil and
Hexagon check them for wear or damage.
head bolt
Thrust Note: A pump element consists of the plunger and

plate
monobloc cylinder. Plunger and monobloc cyl-
Bolt inder can only be replaced together because
they fit together.
Casing
Monobloc
cylinder
Regulating rod Plunger packing
Mount the tool
Cylinder
Removing the barrel M Regulating sleeve
Fig 3 Removing the monobloc cylinder Fig 4 Fuel injection pump – top view
12.21 - ES0
MAN Diesel & Turbo

Page 5 (7)
L27/38
Assemble a Fuel Injection Pump 27) Assembly of sealing rings, according to fig. 6.
Following require that extra tool are supplied by
22) Prior to assembly, slightly oil all the parts with MAN Diesel & Turbo, please see plate 52002.
thin-bodied mineral oil.
- Mount the long sleeve (1) fig 6.
Note:Metallic sealing and contact faces must be
absolutely dry when assembled. - Heat the sealing ring (a) to approximately
90°C.
23) Fit a new plunger packing in the ring groove,
see fig 4. - The sealing ring (a) on the expanding sleeve
(2) and fit into groove.
Note:Alignment of the marks M/M is of great im-
portance. - Remove item (1) and (2).
24) Fit the fuel rack in the casing. - Calibrate the sealing ring with the bushing
shell (4).
25) Apply loctite 243 to the thread of the cylinder
over length of 6 mm and screw home into the - Mount the short sleeve (3), and press the
casing with a new gasket fitted. heated sealing ring (b) on expending sleeve
(3) and fit into groove.
26) Treat new sealing rings (9) and o-ring seals (10
and 11) with acid-free grease and fit them in - Remove item (2) and (3).
ring groove, taking care that the o-ring seals
are evenly tensioned aver the circumference, - Calibrate the sealing ring with the bushing
and not twisted, see fig 2. shell (4).
28) Introduce the monobloc cylinder into casing,

taking note of the position of the cylindrical pin,
refer to fig 5.
Bridge
Thrust plate
2 2
4 (a) (b)
sealing 1 3
ring (b)
pressure
side
sealing
Locating pin ring (a)
Fig 5 Installing a new barrel Fig 6 Assembly of sealing rings
12.21 - ES0
MAN Diesel & Turbo

Page 6 (7)
Edition 19 of Fuel Injection Pump
L27/38
29) Place the thrust plate, see fig 5, onto the mono- Please see description 500.40. For ordering
bloc cylinder, mount the bridge over the thrust of tightening, see fig 7.
plate on the casing, and screw the hexagon nut
down to contact with the thrust plate, see fig 5. 36) Fit the regulating sleeve so that the markings
Screw the hexagon head bolt into the bridge. (M), see fig 4, on the fuel rack and regulating
sleeve coincide.
37) Install the spring plate through the regulating

sleeve into the casing.
Note: Prior to installing the spring plate, verify once

again that the markings of the regulating sleeve
and fuel rack match.
38) Fit the compression spring (13) in the casing.
39) Put the plunger base plate (14) onto the pump
plunger (15). Insert the thrust plate (2) in the
1-8 Order of bolt tightening plunger base plate.
9-19 Order of tightening
Causion
Do not touch pump plungers with your bare
Fig 7 Order of tightening the fixing bolts for the monobloc
cylinder (left) and valve support (right) hands. Protect control edges on plungers
against damage.
30) Force the monobloc cylinder into the casing 40) Put the tappet (16) over the plunger base plate
by turning the hexagon head bolt, making sure and fasten it by four hexagon socket bolts (3).
that the locating pin is between the cylindrical
pins, see fig 5. 41) Measure the clearance (A), fig 2, of the pump
plunger between the thrust plate (2) and the
Note: When forcing the monobloc cylinder into the plunger base plate, note down and compare
casing, prevent it from tilting. with specified value, see description 500.35.
In case of exceeding values, please replace
31) Removel the tool. wearing parts.
32) Put the thrust ring (2), fig 2, onto the monobloc 42) Carefully push the plunger and tappet into the
cylinder. monobloc cylinder and/or casing, taking note
of the position of the longitudinal groove in the
33) Apply copaslip or the like to the threads and tappet for the screw plug (17).
contact faces of the hexagon socket bolts, screw
home hand-tight and tighten to the specified 43) Screw the spindle back and place the bridge
torque, please see description 500.40. For diagonally onto the casing and fasten it by
order of tightening, see fig 7. hexagon nuts, see fig 1/I.
34) Place the valve support onto the monobloc 44) Turn the spindle until the thrust pad contacts
cylinder, taking note of the bore/cylindrical pin the tappet see fig 1/II.
(12) position.
45) Turn the spindle to depress the tappet far
35) Apply copaslip or the like to the threads and enough to allow the screw plug equipped with
contact faces of the hexagon socket bolts, screw a new gasket to be fitted, see fig 1/III.
home hand-tight and tighten to the specified
torque in three steps.
11.50 - ES0
MAN Diesel & Turbo

Page 7 (7)
L27/38
46) Insert a masuring mandrel in cavitation holes. Re-preservation
Depress the tappet spring until plunger just
have contact with measuring mandrel area If the injection pump has not been put into operation
of 6.5h6, see fig 2. Check that the clearance within 2 years after its delivery a re-preservation
(B) from roller to mounting surface comply the has to be carried out. For that purpose, a protective
dimension, see fig 2 and description 500.35. cap must be removed from the fuel discharge (upper
In case of exceeding values please exchange connection) at the injection pump.
the trust plate (2).
The suction chamber of the injection pump is filled
47) Remove the complete tool. with preserving agent through the fuel discharge
boring, and closed.
48) Screw the baffle screws (6) complete with new
gaskets (18) into the casing specified. By moving the plunger, the hollows are filled with
preserving agent.
Preservation All external surfaces coated with anti-rust agent must

be preserved once more.
The main functional components of each injection
pump supplied by the manufacturer has been pre- The control rack has to be moved in regular inter-
served during its check-up in the test stand. vals of approx. 3 months to avoid a sticking of the
plunger.
P3 gero cut S 102 having a viscosity of 3.5 mm2/sec
at 20°C according to DIN 53015 is used as preser-
ving agent.
All external surfaces are primed.
The processed external surfaces are coated with

anti-rust grease or preserved with preserving oil
Castrol Rustilo DWX31 having a specific gravity of
820 kg/m3 at 15°C according to DIN 51757.
This preservation is effective for 2 years.
12.21 - ES0
MAN Diesel & Turbo
Working Card
Grinding of Fuel Injection Valve Seat Face 514-01.07
L27/38

Shut-off fuel oil
Ensure correct execution of work, assess con-

tact pattern/wear status, restore contact pattern
again.
The injection valve seat face in the cylinder
head should be checked on every disassembly
of the fuel injection valve by means of touching
up sampling and reworked if necessary.
Starting position
Related procedure
Creating of correct contact pattern.

Working time : 0.5 hours Plate No Item No Qty /

Capacity : 1 man
Data

10.02
MAN Diesel & Turbo
514-01.07 Grinding of Fuel Injection Valve Seat Face Working Card

Page 2 (2)
Edition 01H
L27/38
Grinding the seat area 1) Before mounting the fuel valve, clean and in-
spect the valve sleeve in the cylinder head.
Initial state: Fuel injection valve dismantled.
2) If necessary, grind the seating face with the
grinding tool see Fig. 1.
3) Place grinding tool in cylinder head, paying

attention to guide piece (2) is in correct position in-
side cylinder head.
4) Rotate grinding tool to and fro, raise in-be-

tween and blow off grinding dust with compressed
air.
5) Remove grinding tool see Fig. 1 after the

grinding process is complete and clean valve seat
carefully.
1 Pressure piece
2 Guide piece
3 Pin
Fig 1 Grinding tools complete
10.02
MAN Diesel & Turbo

Page 1 (2) Check of Fuel Oil Piping System Edition 05
L21/31
L27/38

Shut-off fuel oil
Press buttom (Blocking - Reset)
Description
Hand tools
Check of fuel oil piping system.
Starting position
Engine is running.
Related procedure
Working time : ½ hour Plate no Item no Qty. /

Capacity : 1 man

Data

08.06 - ES0
MAN Diesel & Turbo

Edition 05 Check of Fuel Oil Piping System Page 2 (2)
L21/31
L27/38
Fuel Oil System
1) Dismount the covers to the injection pumps. 5) Check flexible connections for leaks and da-
Blow through drain pipes from the pump bed. mages.
2) Examine the piping system for leaks. It is important that the flexible connections are free
from paint and grease and in healthy condition.
3) Retighten all bolts and nuts in the piping sy-
stem. 6) Check for any leak of the O-ring for the fuel
injection pipe.
4) Move all valves in the piping system.
Lubricate valve spindles with graphite or si- Concerning fuel oil condition, see section 504.
milar.
08.06 - ES0
MAN Diesel & Turbo
Plate
Page 1 (3) Fuel Injection Pump 51401-23H
L27/38
421
457
230*
589* 577* 697
590* 612* 707
122 313* 110 482
301* 719 242
146* 229
482 398
600 242
636* 624 494 374
099* 349
504
648* 325
087
648* 661* 254
661* 720 685
109* 732
744 266
278
531 291
183a
063* 183b
183c
08028-0D/H5250/94.08.12
014 051* 217 183d

183e
205 183f
183g
183h
038* 183i
183j
673* 183k
026* 183l
183m
09.08
MAN Diesel & Turbo
Plate
51401-23H Fuel Injection Pump Page 2 (3)
L27/38
Item Item
014 1/P Roller guide, complete Rullestyr, komplet inkl. 278 1/P Spring plate Fjederplade
incl. item 026, 038, 051, item 026, 038, 051,
063, 673 063, 673 291 1/P Pump spring Pumpefjeder
026* 1/P Roller Rulle 301* 1/P Pressure valve Fjeder for
spring trykventil
038* 1/P Roller pin Rulletap
313* 1/P Spring plate Fjederplade
051* 1/P Roller guide Rullestyr
325 1/P Plug screw Propskrue
063* 1/P Threaded pin Gevindtap
087 1/P Pump element, com Pumpeelement, kom-
plete incl. item 099, 109, plet inkl. item 099, 109, 374 1/P Stop plate Stopplade
636, 648, 661 636, 648, 661
398 2/P Screw Skrue
099* 1/P Barrel Cylinder
421 6/P Cylindrical screw Cylindrisk skrue
109* 1/P Plunger Stempel
457 1/P O-ring O-ring
482 2/P Packing ring Pakningsring
122 1/P Pressure valve, com Trykventil, komplet inkl.
plete incl. item 146, item 146, 230, 301, 494 1/P Seal ring Tætningsring
230, 301, 313, 577, 589, 313, 577, 589, 590,
590, 612 612 504 1/P Seal ring Tætningsring
146* 1/P Distance sleeve Afstandsbøsning 531 /I Loctite 243 Loctite 620
183a 1/P Shim, 11.40 mm Skive, 11.40 mm 565 1/C Fuel Injection Pump, Brændselspumpe,
183b 1/P Shim, 11.25 mm Skive, 11.25 mm complete as shown on komplet som vist på
183c 1/P Shim, 11.20 mm Skive, 11.20 mm front page forsiden
183d 1/P Shim, 11.15 mm Skive, 11.15 mm
183e 1/P Shim, 11.10 mm Skive, 11.10 mm 577* 1/P Cylindrical pin Cylindrisk stift
183f 1/P Shim, 11.05 mm Skive, 11.05 mm
183g 1/P Shim, 11.00 mm Skive, 11.00 mm 589* 1/P Spring Fjeder
183h 1/P Shim, 10.95 mm Skive, 10.95 mm
183i 1/P Shim, 10.90 mm Skive, 10.90 mm 590* 1/P Pressure valve Trykventil
183j 1/P Shim, 10.85 mm Skive, 10.85 mm
183k 1/P Shim, 10.80 mm Skive, 10.80 mm 600 8/P Cylindrical screw Cylindrisk skrue
183l 1/P Shim, 10.75 mm Skive, 10.75 mm
183m 1/P Shim, 10.60 mm Skive, 10.60 mm 612* 1/P Ball Kugle
205 1/P Thrust piece Trykstykke 624 1/P Thrust ring Trykring
217 4/P Screw Skrue 636* 1/P Cylindrical pin Cylindrisk stift
229 1/P Pump casing, Pumpehus, 648* 2/P Ball Kugle

661* 2/P Threaded pin Genvingtap
230* 1/P Connecting piece Forbindelsesstykke
08028-0D/H5250/94.08.12
673* 1/P Bush Bøsning

242 2/P Screw Skrue
254 1/P Control rack Reguleringsstang
697 2/P Sealing ring Tætningsring
266 1/P Control sleeve Kontrolbøsning
Qty/P = Qty/Pump Qty/P = Qty/Pumpe
09.08
MAN Diesel & Turbo
Plate
L27/38
Item Item
719 2/P Cylindrical pin Cylindrisk stift
720 1/P Seal ring Tætningsring
732 1/P Cylinder Cylinder

08028-0D/H5250/94.08.12
09.08
MAN Diesel & Turbo
Plate
L27/38
421
457
230*
589* 577* 697
590* 612* 707
122 313* 110 482
301* 719 242
146* 229
482 398
600 242
636* 624 494 374
099* 349
504
648* 325
087
648* 661* 254
661* 720 685
109* 732
744 266
278
531 291
183a
063* 183b
183c
08028-0D/H5250/94.08.12
014 051* 217 183d

183e
205 183f
183g
183h
038* 183i
183j
673* 183k
026* 183l
183m
10.49 - ES0, MAN

MAN Diesel & Turbo
Plate
51401-24H Fuel Injection Pump Page 2 (3)
L27/38
Item Item
014 1/P Roller guide, complete Rullestyr, komplet inkl. 266 1/P Control sleeve Kontrolbøsning
incl. item 026, 038, 051, item 026, 038, 051,
063, 673 063, 673 278 1/P Spring plate Fjederplade
026* 1/P Roller Rulle 291 1/P Pump spring Pumpefjeder
038* 1/P Roller pin Rulletap 301* 1/P Pressure valve Fjeder for
spring trykventil
051* 1/P Roller guide Rullestyr
313* 1/P Spring plate Fjederplade
063* 1/P Threaded pin Gevindtap
087 1/P Pump element, com Pumpeelement, kom-
plete for biofuel incl. plet for biofuel inkl. item 349 1/P Plug screw Propskrue
item 099, 109, 636, 099, 109, 636, 648, 661
648, 661 374 1/P Stop plate Stopplade
099* 1/P Barrel Cylinder 398 2/P Screw Skrue
109* 1/P Plunger Stempel 421 6/P Cylindrical screw Cylindrisk skrue
110 1/P O-ring O-ring 457 1/P O-ring O-ring
122 1/P Pressure valve, com Trykventil, komplet inkl. 482 2/P Packing ring Pakningsring
plete incl. item 146, item 146, 230, 301,
230, 301, 313, 577, 589, 313, 577, 589, 590, 494 1/P Seal ring Tætningsring
590, 612 612
146* 1/P Distance sleeve Afstandsbøsning
183a 1/P Shim, 11.40 mm Skive, 11.40 mm
183b 1/P Shim, 11.25 mm Skive, 11.25 mm 565 1/C Fuel Injection Pump, Brændselspumpe,
183c 1/P Shim, 11.20 mm Skive, 11.20 mm complete for biofuel komplet for biofuel
183d 1/P Shim, 11.15 mm Skive, 11.15 mm
183e 1/P Shim, 11.10 mm Skive, 11.10 mm 577* 1/P Cylindrical pin Cylindrisk stift
183f 1/P Shim, 11.05 mm Skive, 11.05 mm
183g 1/P Shim, 11.00 mm Skive, 11.00 mm 589* 1/P Spring Fjeder
183h 1/P Shim, 10.95 mm Skive, 10.95 mm
183i 1/P Shim, 10.90 mm Skive, 10.90 mm 590* 1/P Pressure valve Trykventil
183j 1/P Shim, 10.85 mm Skive, 10.85 mm
183k 1/P Shim, 10.80 mm Skive, 10.80 mm 600 8/P Cylindrical screw Cylindrisk skrue
183l 1/P Shim, 10.75 mm Skive, 10.75 mm
183m 1/P Shim, 10.60 mm Skive, 10.60 mm 612* 1/P Ball Kugle
205 1/P Thrust piece Trykstykke 624 1/P Thrust ring Trykring
217 4/P Screw Skrue 636* 1/P Cylindrical pin Cylindrisk stift
229 1/P Pump casing, Pumpehus, 648* 2/P Ball Kugle

661* 2/P Threaded pin Genvingtap
08028-0D/H5250/94.08.12
230* 1/P Connecting piece Forbindelsesstykke

673* 1/P Bush Bøsning
242 2/P Screw Skrue
254 1/P Control rack Reguleringsstang
10.49 - ES0, MAN

MAN Diesel & Turbo
Plate
L27/38
Item Item
732 1/P Cylinder Cylinder

08028-0D/H5250/94.08.12
10.49 - ES0, MAN

MAN Diesel & Turbo
Plate
Page 1 (2) Fuel Injection Valve 51402-27H
L27/38
153
082 141
069 177
190
104
070 033
057 189
224*
116 236*
212 128*
248*
094
021
045
10.13, Tier II
MAN Diesel & Turbo
Plate
51402-27H Fuel Injection Valve Page 2 (2)
L27/38
Item Item
021 1/V Injection nozzle Dyse
045 1/V Nozzle nut Dysemøtrik
057 1/V Pressure bolt Bolt
069 1/V Adjusting spindle Justebar spindel
070 1/V Pressure spring Trykfjeder
082 1/V Nut Møtrik
094 2/V Cylindrical pin Cylindrisk stift
116 1/C Fuel injection valve, Brændselsventil, kom

complete incl. item 021, plet inkl. item 021, 045,
045, 057, 069, 070, 082, 057, 069, 070, 082, 094,
094, 104, 190, 212 104, 190, 212
128* 1/V Nozzle holder Dyseholder
141 1/V Bracket Spændestykke
153 2/V Nut Møtrik
177 2/V Bolt Bolt
190 1/V Guide for spring Fjederstyr
212 1/V Nozzle holder, Dyseholder,

complete komplet
224* 1/V Bush Bøsning
236* 1/V Cylindrical pin Cylindrisk stift
248* 1/V Bush Bøsning
Qty/V = Qty/Valve Qty/V = Qty/Ventil
10.13, Tier II
MAN Diesel & Turbo
Plate
Page 1 (2) Fuel Injection Pipe 51404-14H
L27/38
022
129 130
010 046
286 333
298
034
308
321 298
142 333
095 308
154 321
286
117
09.35
MAN Diesel & Turbo
Plate
51404-14H Fuel Injection Pipe Page 2 (2)
L27/38
Item Item
010 1/C High pressure lance Højtrykslanse
034** 1/C High pressure pipe Højtryksrør bestående

consist of item 286, af item 286, 298, 308,
298, 308, 321, 333 321, 333
095 1/C Bolt Bolt
117** 1/C Fuel injection pipe, Højtryksrør,

complete, consist of komplet, bestående af
item 010, 022, 034, 046, item 010, 022, 034, 046,
095, 129, 142, 154 095, 129, 142, 154
129 1/C Ring Ring
130 1/C Locking washer Låseskive
142 1/C Disk Mellemstykke
298* 2/C O-ring O-ring
308* 2/C Sleeve Bøsning
321* 2/C Circlip Sikringsring
333* 2/C Nut Møtrik
* = Only available as part of a spare parts kit * = Kun tilgængelig som en del af et reservedelssæt.
** = When ordering item 034 and 117 please order ** = Ved bestilling af item 034 og 117 venligst bestil
item 286 in addition ekstra af item 286
Qty/E = Qty./Engine Qty/E = Qty./Motor
09.35
MAN Diesel
Plate
Page 1 (2) Safety Filter 51415-03
General
08028-0D/H5250/94.08.12
03.18 - EO0
MAN Diesel
Plate
51415-03 Safety Filter Page 2 (2)
General
Qty. Designation Benævnelse Qty. Designation Benævnelse
1 1/E Fuel oil filter duplex, Brændselsoliespalte-

complete filter, komplet
2 2/F Screw plug Propskrue
3 2/F Gasket Pakning
10 6/F Bolt Bolt
11 2/F Cover Dæksel
12 2/F O-ring O-ring
13 8/F Nut Møtrik
16 1/F Ball valve Kugleventil
18 1/F Cock Hane
19 2/F O-ring O-ring
20 1/F Circlip ring Sikringsring
21 1/F Plug key Prop
22 2/F Filter element Filterelement
37 8/F Bolt Bolt
38 8/F Nut Møtrik
70 2/F Screw Skrue
72 2/F Nut Møtrik
73 2/F Spring washer Fjederskive

08028-0D/H5250/94.08.12
Qty./E = Qty./Engine Qty./E = Qty./Engine
Qty./F = Qty./Filter Qty./F = Qty./Filter
03.18 - EO0
MAN Diesel
Plate
Page 1 (2) Ball Valve with Actuator 51425-01
General
015
027 039
Seen from A
08028-0D/H5250/94.08.12
040
07.17 - ES0
MAN Diesel
Plate
51425-01 Ball Valve with Actuator Page 2 (2)
General
Item Item
015 1/Q Solenoid valve Magnetventil
027 1/Q Actuator Actuator
039 1/Q Limit switch Grænseafbryder
040 2/Q Ball valve Kugleventil
08028-0D/H5250/94.08.12
07.17 - ES0
MAN Diesel
Plate
Page 1 (2) Butterfly Valve with Actuator 51425-03H
General
088
052
064
08028-0D/H5250/94.08.12
07.17 - ES0
MAN Diesel
Plate
51425-03H Butterfly Valve with Actuator Page 2 (2)
General
Item Item
064 1/Q Butterfly valve Kugleventil
076 1/Q Spare parts kit Reservedelssæt
088 1/Q Butterfly valve with Kugleventil med actua-

actuator complete tor komplet
08028-0D/H5250/94.08.12
Qty/Q = Qty/Plant Qty/Q = Qty/Anlæg
07.17 - ES0
MAN Diesel
Plate
Page 1 (2) Butterfly Valve with Actuator 51425-06H
General
088
052
064
08028-0D/H5250/94.08.12
07.18
MAN Diesel
Plate
51425-06H Butterfly Valve with Actuator Page 2 (2)
General
Item Item
064 1/Q Butterfly valve Kugleventil
076 1/Q Spare parts kit Reservedelssæt
088 1/Q Butterfly valve with Kugleventil med actua-

actuator complete tor komplet
08028-0D/H5250/94.08.12
Qty/Q = Qty/Plant Qty/Q = Qty/Anlæg
07.18
MAN Diesel & Turbo
Plate
Page 1 (2) Fuel Oil Arrangement 51430-24
L27/38
240
252
492
335
264
323
276
406
384 240 418 372
264 252
276 347 215
360 288 431 227
012 502 239
514
036 396 443 359
024 240 455 480
048 252 097
264
467 107
276
479
168
181
144 119
156
120 061
132 085
Fuel oil leakage alarm,
see plate 50925 073
11.11 - ES0
MAN Diesel & Turbo
Plate
51430-24 Fuel Oil Arrangement Page 2 (2)
L27/38
Item Item
012 1/E Screw Skrue 323 2/E Welding coupling Svejseforskruning
024 2/E Washer Skive 335 1/E Reducing standpipe Reduceringsstandrør
036 1/E Screw Skrue 347 1/E Pipe, Rør,

fuel oil outlet afgang brændolie
048 2/E Spring lock Fjederlås
359 1/E Non-return valve Kontraventil
061 1/E Pipe, Rør,
fuel oil inlet tilgang brændolie 360 1/E Pipe, Rør,
fuel oil outlet afgang brændolie
073 1/E Pipe, Rør,
fuel oil outlet afgang brændolie 372 1/E Pipe, drain Rør, dræn
085 1/E Pipe, drain Rør, dræn 384 1/E Adjustable tee Justerbar
coupling T-forskruning
097 3/E Packing Pakning
396 1/E Drain pipe Rør, dræn
406 1/E Adjustable elbow Justerbar
119 1/E Bracket Konsol coupling vinkelforskruning
120 2/E Pipe clamp Rørholder 418 1/E Packing ring Pakningsring
132 4/E Screw Skrue 431 1/E Pipe Rør
144 1/E Pipe clamp Rørholder 443 1/E Straight male stud Ligeforskruning
coupling
156 2/E Screw Skrue
455 1/E Pipe Rør
168 1/E Adjustable elbow Justebar
coupling vinkelforskruning 467 6/E Pipe holder Rørholder
181 1/E Packing ring Pakningsring 479 6/E Slotted cheese head Kærvskrue
screw
193 2/E Straight male stud Ligeforskruning
coupling 480 1/E Welding coupling Svejseforskruning
203 2/E Packing ring Pakningsring 492 1/E Flat steel bar Fladstål
215 2/E Bracket Konsol 502 1/E Straight coupling Ligeforskruning
227 4/E Screw Skrue 514 1/E Pipe, fuel oil inlet Rør, tilgang brændolie
239 4/E Spring lock Fjederlås
240 3/E Pipe clamp Rørholder
252 6/E Screw Skrue
264 5/E Pipe clamp Rørholder
288 1/E Pipe, Rør,

fuel oil inlet tilgang brændolie
11.11 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Fuel Injection Pump Connections 51435-07H
L27/38
273
285 248 153
297 476 332 070 427 070
488 344 307 415 307
069
070
415
427
177 356 177

320 439
440 320
153
332
344
261 319 069 319
261
248 307 307 248

177
285
297
06.26 - ES0
MAN Diesel & Turbo
Plate
51435-07H Fuel Injection Pump Connections Page 2 (2)
L27/38
Item Item
069 Insert pipe Rør 332 Lock screw Låseskrue

070 O-ring O-ring 344 Packing ring Pakningsring

153 2/E Cover Dæksel 356 O-ring O-ring

177 Screw Skrue 24/E 6 cyl. engine 6 cyl. motor
72/E 9 cyl. engine 9 cyl. motor 415 Clamping holder Rørholder
248 2/E Intermediate piece Forbindelsesstykke 10/E 6 cyl. engine 6 cyl. motor
261 2/E Intermediate piece Forbindelsesstykke 14/E 8 cyl. engine 8 cyl. motor
427 Screw Skrue
285 16/E Screw Skrue 8/E 5 cyl. engine 5 cyl. motor
297 16/E Lock disc Låseskive 12/E 7 cyl. engine 7 cyl. motor
307 Intermediate piece Forbindelsesstykke 16/E 9 cyl. engine 9 cyl. motor
4/E 6 cyl. engine 6 cyl. motor 439 Screw Skrue
319 Intermediate piece Forbindelsesstykke 32/E 9 cyl. engine 9 cyl. motor
4/E 6 cyl. engine 6 cyl. motor 440 Lock disc låse plade
320 Plate Plade 32/E 9 cyl. engine 9 cyl. motor
12/E 6 cyl. engine 6 cyl. motor 452 1/E Seamless steel pipe Sømløs stålrør
16/E 8 cyl. engine 8 cyl. motor 464 2/E Straight male stud Ligeforskruning
18/E 9 cyl. engine 9 cyl. motor coupling
476 2/E Screw plug Propskrue
06.26 - ES0
Lubricating oil system
515/615
MAN Diesel & Turbo
Description 515.01
Page 1 (3) Internal Lubricating Oil System Edition 12
L27/38
PT
C13 C4 C15 C3
D
23
PT PI PT PSL
21 22 22 22
To main bearing.
15µ 2 bar
60µ ALTERNATOR.
To gear wheel drive
Filter
To cylinder Valve cam.
TE
21 60µ Lub. oil cooler. bearing
15µ
2 bar
TE
70/75° 27
A C
CYL. 1
B To
To damper
piston
Governor
drive
Engine driven High
lub. oil pump press.
pump Fuel cam shaft bearing.
Lub. oil
pressure Opening
regulation pressure Monitoring
valve 6.5 bar system
El driven pre. LAH LAL PAL PDAH

Centrifugalfilter lub. oil pump 28 28 25 21-22
Front-end Box
Oil mist LAH ZX LSH
detector 92 92 92
Oil mist detector is only standard for 8-9L27/38 GenSet
Fig 1 Diagram for internal lubricating oil system.
General Oil Quantities
As standard the lubricating oil system is based on The approximate quantities of oil necessary for a
wet sump lubrication. new engine, before starting up are given in the ta-
ble, see "B 12 01 1 Lubricating Oil in Base Frame"
All moving parts of the engine are lubricated with oil (max. litre H3)
circulating under pressure in a closed built-on system.
When engine or pre-lubricating oil pump is running
The lubricating oil is also used for the purpose of approx. 275 litres of lubricating oil is accumulated
cooling the pistons and turbocharger. in the front-end box and the lubricating oil system
of the engine.
The standard engine is equipped with built-on:
This oil will return to the oil sump when the engine
– Engine driven lubricating oil pump. and the pre-lubricating oil pump are stopped.
– Lubricating oil cooler.
– Lubricating oil thermostatic valve. This oil return may cause level alarm HIGH.
– Duplex full-flow depth filter.
– Pre-lubricating oil pump. The level alarm will disappear when the pre-lubrica-
ting oil pump is started again.
11.39 - ES0 - Tier I + II - Schaller

MAN Diesel & Turbo
515.01 Description
Edition 12 Internal Lubricating Oil System Page 2 (3)
L27/38
Lubricating Oil Consumption ad 2) Lubricating oil for the main bearings is

sup-plied through holes in the engine frame. From
The lubricating oil consumption, see "Specific Lubri- the main bearings it passes through bores in the
cating Oil Consumption - SLOC, B 12 15 0 / 504.07" crankshaft to the connecting rod big-end bearings.
It should, however, be observed that during the The connecting rods have bored channels for sup-
running-in period the lubricating oil consumption ply of oil from the big-end bearings to the small-end
may exceed the values stated. bearings, which has an inner circumferential groove,
and a bore for distribution of oil to the piston.
Quality of Oil From the front main bearings channels are bored in
the crankshaft for lubricating of the damper.
Only HD lubricating oil (Detergent Lubricating Oil)
should be used, characteristics are stated in "Lubri ad 3) The lubricating oil pipes for the camshaft
cating Oil Specification B 12 15 0". drive gear wheels are equipped with nozzles which
are adjusted to apply the oil at the points where the
gear-wheels are in mesh.
System Flow
ad 4) The lubricating oil pipe for the gear wheels
The lubricating oil pump draws oil from the oil sump for the governor drive are adjusted to apply the oil
and presses the oil through the cooler and filter to at the points where the gear wheels are in mesh.
the main lubricating oil bore, from where the oil is
distributed to the various lubricating points. From the d 5) The lubricating oil to the rocker arms is led
a
lubricating points the oil returns by gravity to the oil through bores in the engine frame to each cylinder
sump.The oil pressure is controlled by an adjustable head. The oil continuous through bores in the cylin-
spring-loaded relief valve built in the system. der head and rocker arm to the movable parts to be
lubricated at the rocker arm and valve bridge.
The main groups of components to be lubricated are:
d 6) Through a bores in the frame lubricating oil is
a
1 – Turbocharger led to camshafts bearings.
2 – Main bearings, big-end bearing etc.
3 – Camshaft drive
4 – Governor drive Lubricating Oil Pump
5 – Rocker arms
6 – Camshaft The lubricating oil pump, which is of the gear wheel
type, is mounted on the front-end box of the engine
d 1) The turbocharger is an integrated part of the
a and is driven by the crankshaft.
lubricating oil system, thus allowing continuous
priming and lubrication when engine is running. For
priming and during operation the turbocharger is Lubricating Oil Cooler
connected to the lubricating oil circuit of the engine.
The oil serves for bearing lubrication and also for As standard the lubricating oil cooler is of the plate
dissipation of heat. type. The cooler is mounted on the front-end box.
The inlet line to the turbocharger is equipped with

an orifice in order to adjust the oil flow. Thermostatic Valve
The thermostatic valve is a fully automatic 3-way valve

with thermostatic elements set at fixed temperature.

MAN Diesel & Turbo
Description 515.01
Page 3 (3) Internal Lubricating Oil System Edition 12
L27/38
Built-on Full-flow Depth Filter Draining of the Oil Sump
The lubricating oil filter is of the duplex paper car It is recommended to use the separator suction pipe
tridge type. It is a depth filter with a nominel fineness for draining of the lubricating oil sump.
of 10-15 microns, and a safety filter with a fineness
of 60 microns.
External Pipe Connection
Pre-lubricating Please see "Crankcase Ventilation, B 12 00 0 /

515.31"
As standard the engine is equipped with an electric-
driven pre-lubricating pump mounted parallel to the
main pump. The pump is arranged for automatic
operation, ensuring stand-still of the pre-lubricating
pump when the engine is running, and running during
engine stand-still in stand-by position by the engine
control system.

MAN Diesel & Turbo
Description
Internal Lubricating Oil System 515.01
L27/38
C13 C4 C15 C3
PT
23
ZX
92
PT Oil mist LAH
21 detector 92 PT PSL To main bearing.
LSH 22 22
92
15µ 2 bar
60µ ALTERNATOR.
To gear wheel drive
Filter
To cylinder Valve cam.
TE
21 60µ Lub. oil cooler. bearing
15µ
2 bar
TE
70/75° 27
A C
CYL. 1
B To
To damper
piston
Governor
drive
Engine driven High
lub. oil pump press.
pump Fuel cam shaft bearing.
Lub. oil
pressure Opening
regulation pressure Monitoring
valve 6.5 bar system
El driven pre. LAH LAL PAL PDAH

Centrifugalfilter lub. oil pump 28 28 25 21-22
Front End Box Oil mist detector is only standard for enigne with output ≥ 2250 kW
Fig 1 Diagram for internal lubricating oil system.
General Oil Quantities
As standard the lubricating oil system is based on The approximate quantities of oil necessary for a
wet sump lubrication. new engine, before starting up are given in the ta-
ble, see "B 12 01 1 Lubricating Oil in Base Frame"
All moving parts of the engine are lubricated with oil (max. litre H3)
circulating under pressure in a closed built-on system.
When engine or pre-lubricating oil pump is running
The lubricating oil is also used for the purpose of approx. 275 litres of lubricating oil is accumulated
cooling the pistons and turbocharger. in the front-end box and the lubricating oil system
of the engine.
The standard engine is equipped with built-on:
This oil will return to the oil sump when the engine
– Engine driven lubricating oil pump. and the pre-lubricating oil pump are stopped.
– Lubricating oil cooler.
– Lubricating oil thermostatic valve. This oil return may cause level alarm HIGH.
– Duplex full-flow depth filter.
– Pre-lubricating oil pump. The level alarm will disappear when the pre-lubrica-
ting oil pump is started again.
12.16 - ES0 - Tier I + II - Dr Horn

MAN Diesel & Turbo
515.01 Internal Lubricating Oil System Description

L27/38
Lubricating Oil Consumption ad 2) Lubricating oil for the main bearings is sup-
plied through holes in the engine frame. From the main
The lubricating oil consumption, see "Specific Lubri- bearings it passes through bores in the crankshaft
cating Oil Consumption - SLOC, B 12 15 0 / 504.07" to the connecting rod big-end bearings.
It should, however, be observed that during the The connecting rods have bored channels for sup-
running-in period the lubricating oil consumption ply of oil from the big-end bearings to the small-end
may exceed the values stated. bearings, which has an inner circumferential groove,
and a bore for distribution of oil to the piston.
Quality of Oil From the front main bearings channels are bored in
the crankshaft for lubricating of the damper.
Only HD lubricating oil (Detergent Lubricating Oil)
should be used, characteristics are stated in "Lubri ad 3) The lubricating oil pipes for the camshaft
cating Oil Specification B 12 15 0". drive gear wheels are equipped with nozzles which
are adjusted to apply the oil at the points where the
gear-wheels are in mesh.
System Flow
ad 4) The lubricating oil pipe for the gear wheels
The lubricating oil pump draws oil from the oil sump for the governor drive are adjusted to apply the oil
and presses the oil through the cooler and filter to at the points where the gear wheels are in mesh.
the main lubricating oil bore, from where the oil is
distributed to the various lubricating points. From the ad 5) The lubricating oil to the rocker arms is led
lubricating points the oil returns by gravity to the oil through bores in the engine frame to each cylinder
sump.The oil pressure is controlled by an adjustable head. The oil continuous through bores in the cylin-
spring-loaded relief valve built in the system. der head and rocker arm to the movable parts to be
lubricated at the rocker arm and valve bridge.
The main groups of components to be lubricated are:
ad 6) Through a bores in the frame lubricating oil
1 – Turbocharger is led to camshafts bearings.
2 – Main bearings, big-end bearing etc.
3 – Camshaft drive
4 – Governor drive Lubricating Oil Pump
5 – Rocker arms
6 – Camshaft The lubricating oil pump, which is of the gear wheel
type, is mounted on the front-end box of the engine
ad 1) The turbocharger is an integrated part of and is driven by the crankshaft.
the lubricating oil system, thus allowing continuous
priming and lubrication when engine is running. For
priming and during operation the turbocharger is Lubricating Oil Cooler
connected to the lubricating oil circuit of the engine.
The oil serves for bearing lubrication and also for As standard the lubricating oil cooler is of the plate
dissipation of heat. type. The cooler is mounted on the front-end box.
The inlet line to the turbocharger is equipped with

an orifice in order to adjust the oil flow. Thermostatic Valve
The thermostatic valve is a fully automatic 3-way valve

with thermostatic elements set at fixed temperature.

MAN Diesel & Turbo
Description
Internal Lubricating Oil System 515.01
L27/38
Built-on Full-flow Depth Filter Draining of the Oil Sump
The lubricating oil filter is of the duplex paper car It is recommended to use the separator suction pipe
tridge type. It is a depth filter with a nominel fineness for draining of the lubricating oil sump.
of 10-15 microns, and a safety filter with a fineness
of 60 microns.
External Pipe Connection
Pre-lubricating Please see "Crankcase Ventilation, B 12 00 0 /

515.31"
As standard the engine is equipped with an electric-
driven pre-lubricating pump mounted parallel to the
main pump. The pump is arranged for automatic
operation, ensuring stand-still of the pre-lubricating
pump when the engine is running, and running during
engine stand-still in stand-by position by the engine
control system.

MAN Diesel & Turbo
Description 515.31
Page 1 (2) Crankcase ventilation
Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38

Crankcase ventilation 1) The vent pipe from each engine is to run inde-
pendently to the manifold and be fitted with cor-
The crankcase ventilation is not to be directly con- rosion resistant flame screen within the mani-
nected with any other piping system. It is preferable fold.
that the crankcase ventilation pipe from each
engine is led independently to the open air. The out- 2) The manifold is to be located as high as practi-
let is to be fitted with corrosion resistant flame cable so as to allow a substantial length of pip-
screen separately for each engine. ing, which separates the crankcase on the indi-
vidual engines.
3) The manifold is to be vented to the open air, so
that the vent outlet is fitted with corrosion resist-
ant flame screen, and the clear open area of the
vent outlet is not less than the aggregate area
of the individual crankcase vent pipes entering
the manifold.
4) The manifold is to be provided with drainage
arrangement.
The ventilation pipe must be designed to eliminate
the risk of water condensation in the pipe flowing
back into the engine and should end in the open air:
▪ The connection between engine (C13 / C30)
and the ventilation pipe must be flexible.
▪ The ventilation pipe must be made with continu-
ous upward slope of minimum 5°, even when
the ship heel or trim (static inclination).
▪ A continuous drain must be installed near the
engine. The drain must be led back to the
sludge tank.
Engine Nominal diameter ND (mm)
A B C
L16/24 50 65
L21/31 65 40 80
L23/30H 50 - 65
L27/38 100 - 100
L28/32H 50 - 65
V28/32H 100 - 125
L32/40 125 50 125
V28/32S 100 - 125
Table 1: Pipe diameters for crankcase ventilation
▪ Dimension of the flexible connection, see pipe
Figure 1: Crankcase ventilation diameters Fig 2.
▪ Dimension of the ventilation pipe after the flexi-
However, if a manifold arrangement is used, its ble connection, see pipe diameters Fig 2.
arrangements are to be as follows:
2012.01.16 - ES1
MAN Diesel & Turbo
515.31 Description
Crankcase ventilation Page 2 (2)
Edition 03
L16/24, L23/30H, V28/32S, L21/31, L27/38

The crankcase ventilation flow rate varies over time,
from the engine is new/major overhauled, until it is
time to overhaul the engine again.
The crankcase ventilation flow rate is in the range of
3.5 – 5.0 ‰ of the combustion air flow rate [m³/h]
at 100 % engine load.
If the combustion air flow rate at 100 % engine load
is stated in [kg/h] this can be converted to [m³/h]
with the following formula (Tropic Reference Condi-
tion) :
Example :
Engine with a mechanical output of 880 kW and
combustion air consumption of 6000 [kg/h] corre-
sponds to :
The crankcase ventilation flow rate will then be in

the range of 19.2 – 27.4 [m³/h]
The maximum crankcase backpressure measured
right after the engine at 100 % engine load must not
exceed 3.0 [mbar] = 30 [mmWC].
2012.01.16 - ES1
MAN Diesel

Page 1 (3) Lubricating Oil Pump Edition 04H
L27/38

Shut-off fuel oil
Disassembly, overhaul and assembly of lubrica- Feeler gauge 0.1 mm, min length 40-50 cm.
ting oil pump. Feeler gauge 0.3 mm, min length 40-50 cm.
Feeler gauge 0.35 mm, min length 40-50 cm.
Starting position
Lubricating oil cooler. 515-06.00
Related procedure

Capacity : 1 man
08028-0D/H5250/94.08.12
51501 018 2/p

51501 102 4/p
Data

99.14 - ES0
MAN Diesel

Edition 04H Lubricating Oil Pump Page 2 (3)
L27/38
Preparing before Dismounting Mounting
For getting access to the lubricating oil pump, it is 8) Change the O-rings on the pump.
necessary to remove the lubricating oil cooler. Please
see working card 515-06.00. 9) Mount the pump using the bolts and tighten
these according to description 500.40.
Dismounting 10) Renew the O-rings for oil and water connec-
tions to the lub. oil cooler.
1) Remove the bolts which are holding the lub.
oil pump. 11) Mount the lub. oil cooler to the frame plate.
2) Use the spring bolts to push out the pump.
Overhaul
3) Remove the bolt (1) and the spur wheel (2),

see fig 1.
4) Remove the bolt (3) and the cover (4), see fig
1.
Take out the gear wheel shafts (5) and clean all parts
in gas oil and with a hard brush, (never use a steel 1 Bolt
brush). The parts are blown clean with working air. 2 Spur wheel
3 Bolt
4 Cover
5) Check the wear of the bearing bush. 5 Gear wheel shafts
6) If the bearing bush is to be removed, the exist-

ing bearing bush is plugged out by means of a Fig 1 Lubricating oil pump
mandrel. The bores are cleaned, see fig 2 and
the new bearing bush is mounted.
The bush is cooled down to -130°C, the hous-
ing or cover has room temperature.
Note: Criteria for replacement of bearing bush, see

A, fig 3.
08028-0D/H5250/94.08.12
7) Mount the gear wheel shafts (5) the cover (4)

and the bolt (3), the spur wheel (2) and the
bolt (1), see fig 1. Tighten the bolts according
to page 500.40.
Note: Check that the oil pump can run easily when
the pump is assembled.
Fig 2 Bores to be cleaned
99.14 - ES0
MAN Diesel

Page 3 (3) Lubricating Oil Pump Edition 04H
L27/38
A min. 0.1 mm
max. 0.3 mm
If Then
feeler gauge 0.1-0.3 mm OK

can come into the pump
feeler gauge 0.1 mm Replace bearing bush

cannot come into the
pump
feeler gauge 0.35 mm Replace bearing bush

can come into the pump
Fig 3 Check of bearing bush

08028-0D/H5250/94.08.12
99.14 - ES0
MAN Diesel & Turbo
Work Card 515-01.05
Page 1 (3) Prelubricating Pump
Edition 08
L23/30H, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Dismounting, replacement of the rotary shaft seal
and assembly of prelubricating pump.

Bench vice.
Spanner.
Torque spanner.
Plier for lock ring.
Soft hammer.
Related Procedure

Duration in h : 2-3
Number : 1
Data
2002.09.23. - ES0
MAN Diesel & Turbo
515-01.05 Work Card
Prelubricating Pump Page 2 (3)
Edition 08
L23/30H, V28/32S, L21/31, L27/38

Overhauls
Warning!
Use safety shoes, safety glasses, protective
gloves.
Overhauls for the purpose of avoiding functional
trouble are not normally necessary for the prelubri-
cating pumps, when properly used, there is very lit-
tle wear on the pump gear shaft.
Spare Parts
Before any overhaul is done, please note the follow-
ing:
If a pump gets unusable by wear, it must be
replaced. Installation of spare parts cannot bring it
back to normal condition.
It pays to keep extra pumps in stock or to have
repairs (overhauls) carried out at our repair shop.
The shaft seal needs only to be replaced in case of
leakage or after dismounting of drive shaft. The
marks from the seal do not necessarily mean that
the sealing is defective, but there is a risk of leakage
after replacement of sealing.
We advise not to change the bearing bushes. In
connection with damages on the bearings it is nor-
mal that also the shafts and the parts in the gear
box will be damaged.
When ordering spare parts, do not forget to state
the factory no. of the pump.
2002.09.23. - ES0
MAN Diesel & Turbo
Work Card 515-01.05
Page 3 (3) Prelubricating Pump
Edition 08
L23/30H, V28/32S, L21/31, L27/38
Figure 1: Prelubricating Pump

11) Gear box (026). Dismounting is only possible by
Replacement of mechanical seal damaging the shaft bush. Press out the shaft
bushes.
1) Disconnect the cable and pipe connection to
12) Pressure control valve (038). The pressure con-
the pump.
trol valve can be dismounted also without dis-
2) Remove the pump from the engine base frame. mounting the pump.
3) Separate the pump and the el-motor.
4) Remove the coupling part and key (109), see Mounting
fig. 1, from the driving gear shaft (051). 1) The mounting process follows in reverse order,
5) Loosen screws (075) and take off the pressure it is stressed that an exact cleaning works is
control valve (038). necessary.
6) Tighten the pump to the flange. Pressure con- Especially the sealing faces must be clean.
trol valve (038) upwards. Tightening of screw pos. (075):
7) Take off the gear box (026), if necessary use a R25 10 Nm
soft hammer for separation.
R35 50 Nm
8) Remove the gear wheels from the cover (014).
Dismounting is only possible by disturbing the In connection with the bearing bush, attention must
rotor shaft seal and by breaking the bearing be paid to the placement of the butt joint and the
bush. mounting depth.
9) Remove the security ring (099) and take off the The new shaft seal cannot be pressed into the pro-
rotary shaft seal (122). tection cover before exact mounting of the pump.
10) Press out the driving gear shaft bearing bush, O-ring must be changed.
pull out the running bearing bush with the inner
wheel puller.
2002.09.23. - ES0
MAN Diesel
Page 1 (3) Lubricating Oil Filter Edition 03H
L27/38

Shut-off fuel oil
Description
Hand tools
Replacement of paper filter element.
Cleaning of safety filter and filter housing. Open-end ring spanner, 19".
Allen key, 6 mm.
Allen key, 10 mm.
Starting position
Related procedure
Manpower
08028-0D/H5250/94.08.12
Working time : 1 hour

Capacity : 1 man Plate no Item no Qty. /
51502 013 2/E

Data 51502 971 2/E

08.25 - ES0
MAN Diesel
Edition 03H Lubricating Oil Filter Page 2 (3)
L27/38
Please note: Never open the filter while it is in use. 7) Dismantle the filter housing cap.
The filter to be cleaned must be out of operation.
8) Remove the inner safety element. Clean the ele-
ment with detergent. Check that it is intact.
Normal Running
9) Remove the outer elements.
1) The valve is in position 2 or 4, see fig 2, and
the element not in use is vented and ready to Note: Our filter elements are of the disposable type.
use (standby). Always change to new original filter.
10) Clean the filter housing and the cap.

Changing the Filter
Note: Be sure that sealing ring in bottom of front-
2) Switch to position 3, fig 2, and wait 5 minutes. end box is removed/replaced before installing new
Then continue to position 1 or 5, fig 2. filter cartridge.
3) Wait 2 minutes. 11) Check the seal in the cap. Change if needed.
4) Open the vent screw on the filter out of ser- 12) Assemble the filter in reverse order.
vice.
13) Switch to position 2 or 4 and vent the
5) Wait 20 minutes. exchanged element by means of the vent screw.
6) Dismantle the cover.
Vent screws
08028-0D/H5250/94.08.12
Fig 1 Vent screws
08.25 - ES0
MAN Diesel
Page 3 (3) Lubricating Oil Filter Edition 03H
L27/38
Pos.
Fig 2 Name plate for lubricating oil filter

08028-0D/H5250/94.08.12
08.25 - ES0
MAN Diesel
Page 1 (2) Lubricating Oil, Thermostatic Valve Edition 04H
L27/38

Shut-off fuel oil
Inspection of thermostatic valve and replacement

of elements.
Starting position
Related procedure

Capacity : 1 man
08028-0D/H5250/94.08.12
51103 146 2/E
Data

01.30 - ES0
MAN Diesel

Edition 04H Lubricating Oil, Thermostatic Valve Page 2 (2)
L27/38
Adjustment and Maintenance Check the Element
The thermostatic valve cannot be adjusted, and 10) Place the element in a bucket of water -12°
under normal working conditions maintenance is not C below the nominal rating and stir the water
required. However, in some cases it is necessary to vigorously with the element for 5 minutes (the
replace the element. sliding valve should not be off its seat).
11) Next, place the element in water 10° C above the

nominal rating and stir vigorously for 5 minutes.
The element should not be fully stroked.
This is determined by immediately placing the element

back in the valve housing, and pushing the element
spider fully into its counterbore. If the resistance of
the sliding valve overtravel spring can be felt, the
element is fully stroked. Perform the last step quickly
before the element has cooled.
Note: do not use oil as the test bath.
On every high temperature elements, water and

1 Bolt glycol may be used.
2 Cover
3 Lock ring
4 Element
5 Sleeve
Fig 1 Lubricating oil thermostatic valve
Replacement of the Element
1) Unscrew the bolts (1) and remove the cover

(2), see fig 1.
2) Remove the lock ring (3).
3) Remove the sleeve and element (4 and 5).
4) Thoroughly clean the sleeve (5).
5) Replace it or check, see "check the ele-

ment".
08028-0D/H5250/94.08.12
6) Remount the element (4) by wriggling it some-

what over side.
7) Mount the sleeve (5)
8) Mount the lock ring (3).
9) Renew the gasket and mount the cover Fig 2 Placing of lubricating oil thermostatic valve
(2). Tighten the bolt (1) according to page
500.40.
01.30 -ES0
MAN Diesel

Page 1 (2) Check of Lubricating Oil Piping System Edition 03
L21/31
L27/38

Shut-off fuel oil
Check and examination of the lubricating oil

piping system.
Starting position
Engine is running.
Related procedure
Working time : ½ hour Plate no Item no Qty /

Capacity : 1 man
08028-0D/H5250/94.08.12
Data

02.20 - ES0
MAN Diesel

Edition 03 Check of Lubricating Oil Piping System Page 2 (2)
L21/31
L27/38
Checks to be Carried Out
1) Examine the external connections for leaks.
2) Retighten all bolts and nuts in the external

system.
3) Check flexible oil vapour discharge hose

connections for leaks and damages.
Note: It is important that the flexible connections

are free from paint and grease and in healthy con-
dition.
Concerning lubricating oil condition, see section

504.
08028-0D/H5250/94.08.12
02.20 - ES0
MAN Diesel
Page 1 (5) Lubricating Oil Cooler Edition 05H
L27/38

Separation, cleaning and assembling. Ring and open end spanner, 10 mm.
Replacement of plates and gaskets. Ring and open end spanner, 55 mm.
Ring and open end spanner, 30 mm.
Adjustable spanner.
Starting position
Cooling water and lub. oil have been drained

from cooler/engine. All external pipes are discon-
nected.
Related procedure

Manpower
08028-0D/H5250/94.08.12
Capacity : 1 man
Data

01.30 - ES0
MAN Diesel
Edition 05H Lubricating Oil Cooler Page 2 (5)
L27/38
Introduction Separation of Edge-clamped Frame
Cleaning of the cooler must take place, when the Mount the bolts, see fig. 1.
pressure drop on the oil and water side exceeds an
allowable value and/or if oil cannot be sufficiently Upon completion of the procedure “Cooling and
cooled. Pressure Relief”, separate the frame by retaining
two or four diagonally placed bolts.
Note: To prevent oil from dripping / flowing on the
prelubricating pump it is recommended to screen the Note: Take care that the pressure plate does not
pump before the lubricating oil cooler is separated. tilt!
Loosen the bolts uniformly and diagonally (max. 10

Separation mm at a time), then push the pressure plate towards
the end support. When the pressure plate is not tight
Cooling and Pressure Relief anymore, the plates can be removed.
Before opening the plate heat exchanger, it must Note: When using plate heat exchangers on board
be cooled down to below 40o C and be without ships, the pressure plate must be secured in order to
pressure! avoid danger during the movements of the ship.
The cooling must not exceed 10o C per minute.

The pressure drop must not exceed 10 bar per Cleaning
minute.
The capacity and corrosion resistance of the plate
Note: If these norms are exceeded, the guarantee heat exchangers depend on the cleanness of the
will cease to be valid. plates. Any coating on the plates can be removed
manually.
08028-0D/H5250/94.08.12
Fig 1 Mounting of oil cooler in front-end box
01.30 - ES0
MAN Diesel
L27/38
Manual Cleaning Control of Cleaning Fluid Concentrations
Clean the plates with a soft brush and a suitable Sodium hydroxide (NaOH) solution is titrated with
detergent. In case of dense coating of scale or 0.1 n hydro-chloric acid (HCI) with methyl orange
organic materials, the plates must be put in a bath or methyl red as an indicator.
with detergent.
Nitric acid (HNO3) solution is titrated with 0.1 n
Note: Never use a steel brush, metal scraper or sodium hydroxide (NaOH) with phenolphtalin as an
the like. indicator.
A high-pressure cleaner can be used with care, how- The concentration of the cleaning fluid in % can be
ever, never with sand or other abrasives added. calculated from the titration result using the follow-
ing formula:
Detergents Concentration = bxnxm %

a x 10
A detergent is suitable, if it removes any coating
on the plates without causing any damage to plates a : ml cleaning fluid taken out for titration
and gaskets. b : ml titration fluid used as a cover
n : the molecular concentration of titration fluid
Note: It is of great importance that decomposi- m : The molecular weight of the cleaning fluid
tion of the protective film on the stainless steel does (NaOH) the molecular weight 40, HNO3
not take place - the film preserves the corrosion molecular weight 63)
resistance of steel.
Do not use chlorine-containing agents such as Replacement of Plates and Gaskets

hydrochloricacid (HCI)!
Marking
Oil and fats are removed by using a water emulsify-
ing oil solvent, e.g. BP-system cleaner. The plates are marked with material codes and refer-
ence numbers at each end, plus codes for non-glued
Organic and greasy coatings are removed by using gaskets, if any, and stamped with letters V and H
sodium hydroxide (NaOH): at either end (fig 1).
- max. concentration 1.5% When facing the gasket, the plate is designated as
(1.5% concentration corresponds to 3.75 a left plate, when letter V turns upwards - and as a
l 30% NaOH per 100 l water). right plate when letter H turns upwards. Inlets and
- max. temperature 85o C. outlets of the V-plates are taking place through the
corner holes Nos 1 and 4. Inlets and outlets of the
Stone and lime/calcareous deposits are removed by H-plates take place through corner holes Nos 2
using nitric acid (HNO3): and 3.
- max. concentration 1.5%

08028-0D/H5250/94.08.12
(1.5% concentration corresponds to 1.75 l Replacement of Plates

62% HNO3 per 100 l water).
- max. temperature 65o C. Before mounting a spare plate in the plate stack,
please make sure that the spare plate is identical
Note: The nitric acid has an important constructive with the faulty one.
effect on the protective film of stainless steel.
01.30 - ES0
MAN Diesel

Edition 05H Lubricating Oil Cooler Page 4 (5)
L27/38
Note: The same corner holes must be opened and Apply a thin layer of glue on the gasket grooves of the plates
letters V and H must be placed properly. and press the gaskets down into the gasket grooves.
Replacement of Glued Gaskets
The insertion of the gaskets starts at both ends of the plate -
On Plate 51506 are stated gasket and glue quan- and continues with the straight sections along the edges.
tity.
The gluing process is most easily performed by placing
Please use a degreasing agent on the new gas- the gaskets and the plates on a table. After pressing the
kets. gaskets into the grooves of the plate, it is stacked.
The first plate after the end cover and the connector The plates with the gaskets are mounted in the frame which
grid must have gaskets in all grooves. The gaskets is lightly clamped. In the case of using rubber grooves,
must be cut according to the existing gaskets. they are assembled to the minimum measure stated on
the engine sign plus 0.2 mm per plate.
Loosen the glued gaskets by heating the plate in
water at 100o C. Clean the plates and remove the Heat up the plate heat exchanger to 90-100° C by means
coatings, if any. of water or steam.
Please note:
Cleaning of New Gaskets and Plates
- The temperature must be kept for 1 1/2-2
New gaskets and gasket grooves of the plates are hours.
cleaned with a cloth moistened with degreasing - The liquid pressure must be kept as low as
agent. The glued surfaces must be absolutely clean possible.
- without finger prints etc.
If there is no possibility of heating the plate heat exchanger,
Please use our cleaning fluid, which conforms to it must be placed in a place as warm as possible with con-
supplier's recommendations. nections dismounted.
Alternatively, please use: At 20° C the drying time will be approx. 48 hours. At 40°
C, the drying time is approx. 24 hours.
- Trichloroethylene
- Chlorothene VG
- Acetone Serial number
- Methyl ethyl ketone (please state when
- Ethylacetat Material Code ordering single plates)
It is important that all degreasing agent be evapo-

rated, before glue is applied. Normally this will take 1 2
approx. 15 min. at 20o C.
Clean the new gaskets on the glued surfaces with

fine-grained sandpaper instead of the degreasing
08028-0D/H5250/94.08.12
agent supplied.
Four last digits Four last digits are ref.
H number of the plate.
are ref. number
Gluing of plate
or (only on plates for non-
V glued gasket)
Pliobond 25, which is a solvent-based nitrile rubber
glue (25% solids).The glue is applied with a brush in a Fig 2 Plate with serial No etc
thin layer on the backs of the gaskets and the gaskets
must be dried in a clean place free of dust.
01.30 - ES0
MAN Diesel

L27/38
Assembling
If the plates are dismounted, they must be properly

assembled according to plate item numbers.
The fixed cover has number 1 and serial numbers

for the subsequent plates, and intermediate frames,
if any, are numbered 2, 3, 4, 5 etc.
Serial numbers are stamped in the right top corner

of the plates. Further, please note that the gasket
side must face the fixed cover.
Fastening
Fasten the nuts crosswise until the movable cover

to the measure x at each nut. See fig 3.
Cyl x
Fig 3 Measuring x
5 66 mm
6 72 mm
7 72 mm
8 81 mm
9 88 mm
08028-0D/H5250/94.08.12
01.30 - ES0
MAN Diesel

Page 1 (3) Centrifugal Bypass Filter Edition 04
L21/31
L27/38

Shut-off fuel oil
Cleaning procedure, cleaning intervals. Big adjustable spanner.

Maintenance intervals and procedures. Tools for cleaning.
Starting position
With the engine stopped or filter isolated by

means of a valve.
Related procedure
Working time : 1 hour Plate No Item No Qty/

Capacity : 1 man
08028-0D/H5250/94.08.12
51515 301 1/Filter

51515 313 1/Filter
Data 51515 325 1/Filter

02.20 - ES0
MAN Diesel

Edition 04 Centrifugal Bypass Filter Page 2 (3)
L21/31
L27/38
Cleaning Procedure 4) Unscrew rotor top nut (026) and separate
rotor.
1) Isolate the filter by closing the valve for lubrica- 5) Remove sludge from inside the rotor by
ting oil inlet to the filter. means of a spatula and wipe clean. En-
sure that all rotor components are throughly
Note: Ensure the centrifuge has come to a com- cleaned and free from deposits of dirt before
plete stop before proleading reassembling the rotor.
2) Slacken cover clamp ring (266). Unscrew cover Note:Failure to do so could cause an out-of-balance
fixing nut and lift off cover (038). condition which will accelerate bearing and
spindle wear.
3) Lift off rotor assembly having allowed oil to
drain from nozzles. The rotor should be remo- 6) Remove stand tube (075) and clean.
ved and replaced on the spindle with extreme
care in order to ensure that the bearings are 7) Clean nozzle with brass wire. Examine top
not damaged. and bottom bearings in tube assembly.
If damaged or worn - replace tube assembly
complete. Examine O-ring and renew if da-
maged.
Rotor fixing nut
026 8) Place standtube, totaing it to ensure that it is
properly located in the recess in the rotorbase.
038 If the standtube shows any sign of damage
then it should be replaced.
9) Reassemble rotor complete and tighten top

nut.
075
Note:Ensure that rotor cover and rotor body are
always matched by balance number and pin
location. Do not interchange rotor cover.
266
10) Examine spindle journals. If damaged or

worn - replace with body assembly
complete.
11) Reassemble rotor complete checking that rotor

revolves freely.
026 Rotor top nut
Note: Check cover o-ring, - if damaged it must
038 Cover
075 Stand tube be replaced.
266 Cover clamp ring
08028-0D/H5250/94.08.12
Tighten cover fixing nut and secure safety

clamp. The clamp ring should be securely
Fig 1 Centrifugal bypass filter fitted at all times and the filter should not be
run without the clamp ring fitted.
12) Open for lubricating oil.
13) With filter running, check all joints for leakage.

Check for excessive vibration.
02.20 - ES0
MAN Diesel

Page 3 (3) Centrifugal Bypass Filter Edition 04
L21/31
L27/38
Maintenance - Bearings and Spindle 16) Re-apply dial gauge at 90° to previous posi-
tion and repeat.
All rotors are correctly balanced before leaving the
factory. An out-of-balance condition can occur as a 17) Turn rotor 90° and repeat.
result of an uneven build up of sludge in the rotor or
as a result of excessive bearing or spindle wear. The highest reading is the play in the bearing.
Dependent on the conditions, wear will eventually take The maximum clearances when new are 0.10 mm at
place on the spindle and bearings and these should top and 0.13 mm at bottom bearing. If the clearance
be replaced with factory fitted assemblies only. exceeds 0.30 mm top or 0.33 mm bottom then replace
with new bearing tube assembly.
To Check Bearing Clearances The spindle and body assembly and the rotor bear-
ing tube assembly are factory assembled items and
This is most easily done by applying a dial gauge should only be replaced with complete assemblies.
to the outside of the rotor opposite each bearing in
turn and measuring the total play, thus:
14) Apply dial gauge and measure play.
15) Turn rotor 90° and repeat measurement.

08028-0D/H5250/94.08.12
02.20 - ES0
MAN Diesel
Plate
Page 1 (2) Lubricating Oil Pump 51501-07H
L27/38
08028-0D/H5250/94.08.12
06.32 - ES0
MAN Diesel
Plate
51501-07H Lubricating Oil Pump Page 2 (2)
L27/38
Item Item
031 1/E Lubricating oil pump, Smøreoliepumpe, kom-

comp. 5-6 cyl. engine plet 5-6 cyl. motor
incl. item 055, 067, 079, incl. item 055, 067, 079,
092, 102, 114, 126, 151, 092, 102, 114, 126, 151,
175, 187, 199, 209 175, 187, 199, 209
043 1/E Lubricating oil pump, Smøreoliepumpe, kom-

comp. 7-9 cyl. engine plet 7-9 cyl. motor
incl. item 055, 067, 080, inkl. item 055, 067, 080,
092, 102, 114, 138, 163, 092, 102, 114, 138, 163,
175, 187, 199, 209 175, 187, 199, 209
067 5/P Screw Skrue
079 1/P Pump housing, Pumpehus,

5-6 cyl. engine 5-6 cyl. motor
080 1/P Pump housing, Pumpehus,

092 1/P Cover Dæksel
102 4/P Bush Bøsning
114 5/P Screw Skrue
126 1/P Gear wheel, Tandhjul,




175 1/P Cylindrical gear Cylindrisk tandhjul

wheel
187 1/P Washer Skive
199 1/P Screw Skrue
209 5/P Thrust washer Trykskive

08028-0D/H5250/94.08.12
06.32 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Lubricating Oil Filter 51502-19H
L27/38
684
696
539 814 971
672 564
552
540
909
910
922
934
Front end box 946
see plate 51103
958
527
062
755 731 743
013
LEFT VALVE RIGHT
FILTER POSITION FILTER
DRAIN
IN USE EXCHANGE
802
FILTER
FILL, VENT
NORMAL AND
USE STANDBY
IN USE IN USE
FILL, VENT
AND NORMAL
STANDBY USE
DRAIN
EXCHANGE IN USE
FILTER
Lift fixation bolt before turning valve
503
863
887
755
659 731
826 743
588 755
647 875
576 838 899
635 312 851
169 025
623 037
194
253 049
204
050
055
086
10.06 - ES0
MAN Diesel & Turbo
Plate
51502-19H Lubricating Oil Filter Page 2 (2)
L27/38
Item Item
013 2/E Filter cartridge Filterindsats 731 12/E Washer Skive
025 4/E Lock disc Låseskive 743 12/E Stud Tapskrue
037 4/E Screw Skrue 755 12/E Nut Møtrik
049 1/E Oil collector tray Oliebakke 802 1/E Plate Skilt
050 1/E Packing ring Pakningsring 814 1/E Gasket Pakning
055 1/E Sleeve Bøsning 826 1/E O-ring O-ring
062 2/E Safety filter Sikkerhedsfilter 838 1/E Covering plate Dæksel
086 1/E Plug screw Propskrue 851 1/E Covering plate Dæksel
169 1/E Cylindrical pin Cylindrisk stift 863 2/E Closing screw Låseskrue
194 1/E Cover Dæksel 875 2/E Screw Skrue
204 3/E Screw Skrue 887 2/E Retaining ring for Spændring for aksel
shafts
253 3/E Locking spring Låsefjederskiver
washer 899 6/E Screw Skrue
312 1/E Latch pin Låsestift 909 2/F Flange Flange
503 2/E Cover Dæksel 910 2/F Flange Flange
527 2/E Centering cover Centreret bøsning 922 2/F Spring Fjeder
539 2/E Ventilating insert Ventileringsindsats 934 2/F Screw Skrue
540 2/E Valve body Ventilhus 946 2/F Spring Fjeder
552 2/E Piston insert Stempelindsats 958 4/F O-ring O-ring
564 2/E Spring Fjeder 971 2/F O-ring O-ring
623 2/E O-ring Pakning
635 1/E Switch element Omskifterelement
647 1/E Connecting shaft Transmissionsaksel
659 1/E Switch element Omskifterelement
672 1/E Plate Plade
696 19/E Locking spring Låsefjederskiver

washer
Qty/F = Qty/Filter Qty/F = Qty/Filter
10.06 - ES0
MAN Diesel
Plate
Page 1 (2) Prelubricating Pump with El-Motor 51504-05
General
349 337 362 254 325 301 291 266 374 350 278 313
421
470
445
470
408
494, 541 482
553, 565 433
386
504
398
08028-0D/H5250/94.08.12
457
469
528
516
09.37 - ES0
MAN Diesel
Plate
51504-05 Prelubricating Pump with El-Motor Page 2 (2)
General

Item Item
254 1/P Driving cover Medbringerdæksel 516 1/E Ball bearing, rear Kugleleje, bagside
266 1/P Gear casing Gearhus 528 1/E Ball bearing, front Kugleleje, forside
278 1/P End cover, complete, Endedæksel, komplet 541 1/E El-motor, 3x480 volt, El-motor, 3x480 volt, komplet
incl. item 386, 398, 408, inkl. item 386, 398, 408, complete
421, 433, 445, 457, 469 421, 433, 445, 457, 469
and 470 og 470 553 1/E El-motor, 220-240/380- El-motor, 220-240/380-420 volt,
420 volt, complete komplet
291 1/P Driving gear shaft Drivende gearaksel
565 1/E El-motor, 400/690 volt, El-motor, 400/690 volt, komplet
301 1/P Gear shaft Gearaksel complete
313 4/P Screw Skrue
325 2/P Parallel pin Styrestift
337 1/P Retaining ring Sikringsring
349 1/P Parallel key Not
362 1/P Rotary shaft seal Roterende akseltæt

ning
374 1/E Pump, complete Pumpe, komplet uden

without el-motor el-motor
386 1/P End cover Endedæksel
398 1/P Piston Stempel
408 1/P Spindle Spindel
421 1/P Dome nut Lukkemøtrik
433 1/P Spring Fjeder
445 1/P Pipe nut Rørmøtrik
457 2/P Screwed plug Propskrue
482 1/P Coupling, complete Kobling, komplet
494 1/E El-motor, 3x400/3x440 El-motor, 3x400/3x440

volt, complete volt, komplet
504 1/E Pre.lub oil pump, Forsmørepumpe,

08028-0D/H5250/94.08.12
complete with el- komplet med el-motor

motor
Qty./P = Qty./Pump Antal/P = Antal/Pumpe
09.37 - ES0
MAN Diesel
Plate
Page 1 (2) Lubricating Oil Cooler 51506-09H
L27/38
064
015
076
375
039 027
409 287
410 052
172 422
184 434
206
218
088
Mandrel,
see plate 52000
111
231
135
243
123
147 446 458
Note: when ordering plates, please state Husk: Ved bestilling af plader angives serienummeret
08028-0D/H5250/94.08.12
the serial numbers of the plates. The serial på pladen. Serienummeret er stemplet i toppen af
numbers of the plates can be found in the top pladen til højre.
right-hand corner of the plates. (Se arbejdskort 515-06.00).
(see Working Card 515-06.00).
For korrekt samling af køleren henvises
For correct assembling, til arbejdskort 515-06.00.
please see Working Card 515-06.00
07.09 - ES0
MAN Diesel
Plate
51506-09H Lubricating Oil Cooler Page 2 (2)
L27/38
Item Item
015 1/K Plate Plade 446 /I Gasket Pakning
027 8/K O-ring O-ring 458 /I Gasket Pakning
064 1/K Plug screw Propskrue
076 1/K Packing ring Pakningsring
088 1/K Plate Plade
111 1/K Plate Plade
123 12/K Self locking nut Selvlåsende møtrik
135 12/K Washer Skive
172 1/E Lubricating oil Smøreoliekøler,

cooler, 5 cyl. motor,
5 cyl. engine, compl. komplet
184 1/E Lubricating oil

cooler, Smøreoliekøler,
6, 7 cyl. engine, 6, 7 cyl. motor,
compl. komplet


231 /I Glue Lim
243 /I Cleaning fluid Rensevædske
375 17/K Spring washer Fjederskive
409 /I Oil cooler plate stack Pladestak


08028-0D/H5250/94.08.12


Qty/K = Qty/Cooler Qty/K = Qty/Køler
07.09 - ES0
MAN Diesel
Plate
Page 1 (2) Centrifugal By-pass Filter 51515-03
L27/38
L21/31
266 171
470
110 134
122
470
158
482
278 146
229
242 183
230
109
195 051
038
063
205 026 087
217
08028-0D/H5250/94.08.12
014
469 099
254
457
445
433
09.10 - ES0
MAN Diesel
Plate
51515-03 Centrifugal By-pass Filter Page 2 (2)
L27/38
L21/31
Item Item
014 1/F Body , complete incl. Sokkel, komplet inkl. 313 1/F Valve kit, consisting Ventilkit, indeholdende
item 099, 109, 433, 445, item 099, 109, 433, 445, of item 433, 445, 457, item 433, 445, 457,
457, 469 457, 469 469 469
026 1/F Valve body Ventilsokkel 325 1/F Seals kit, consisting Tætningskit, indehold-
of item 087, 099, 109, ende item 087, 099,
038 1/F Valve handle Ventilhåndtag 158, 242 109, 158, 242
051 1/F Nyloc nut Møtrik 337 1/E Centrifugal by-pass Centrifugal by-pass
filter, complete as filter, komplet som vist
063 1/F Valve adapter Ventiladapter shown on front på forsiden
page
087 1/F Valve seal Ventiltætning
433 1/F Plug Prop
099 1/F Flange gasket Flangepakning
445 1/F Washer Skive
109 1/F Filter body O-ring Filtersokkel O-ring
457 1/F Spring Fjeder
110 1/F Cover, complete incl. Dæksel, komplet inkl.
item 122, 134, 146, item 122, 134, 146, 469 1/F Shuttle Spole
158, 171 158, 171
470 2/F Washer Skive
122 1/F Cover Dæksel
482 1/F Circlip Låsering
134 1/F Cover nut pin Stift for dækselmøtrik
494 1/F Valve kit, consisting Ventilkit, indeholdende
146 1/F Cover fixing nut Dækselmøtrik of item 026, 038, item 026, 038, 051,
051, 063, 087 063, 087
158 1/F Cover nut O-ring Dækselmøtrik O-ring
171 1/F Cover nut collar Dækselmøtrik muffe
183 1/F Band clamp Spændering
195 1/F Rotor, complete incl. Rotor, komplet inkl. item

item 205, 217, 229, 205, 217, 229, 230, 242,
230, 242, 254, 266, 254, 266, 482, 470
482, 470
205 2/F Nozzle Dyse
217 1/F Bearing tube Lejerør
229 1/F Stand tube Standrør
230 1/F Circlip Låsering
242 1/F Rotor O-ring Rotor O-ring
254 1/F Pin Stift

08028-0D/H5250/94.08.12
266 1/F Rotor cover nut Rotordækselmøtrik
278 1/F Paper insert Papirindsats
301 1/F Cover nut fixing kit, Dækselmøtrikskit, inde-

consisting of item 134, holdende item 134, 146,
146, 158, 171 158, 171
Qty/F = Qty/Filter Qty/F = Qty/Filter
09.10 - ES0
MAN Diesel
Plate
Page 1 (2) Crankcase Venting 51531-08H
L27/38
202
214 383
226 395
238
179
131
180
192
202
155
167
143 023
047
251
263
08028-0D/H5250/94.08.12
275
287
08.24 - ES0
MAN Diesel
Plate
51531-08H Crankcase Venting Page 2 (2)
L27/38
Item Item
023 4/E Screw Skrue
047 1/E Packing, square Pakning, firkantet
131 1/E Oil vapour discharge Ånderør

pipe
143 1/E Bracket Beslag
155 1/E Clamps Klemme
167 2/E Nut Møtrik
179 1/E Oil vapour dischage Ånderør

pipe
180 /I Glue Lim
192 4/E Screw Skrue
214 4/E Screw Skrue
226 4/E Nut Møtrik

pipe
251 1/E Hexagon nipple Nippel
383 1/E Packing, oval Pakning, oval
395 2/E Screw Skrue

08028-0D/H5250/94.08.12
08.24 - ES0
MAN Diesel
Plate
Page 1 (2) Crankcase Venting 51531-09H
L27/38
202
214 383
226 395
405
429
214 238
226
192
202
155 179
430 180
442
454
131
Oil mist detector,
251 see plate 50960
263
023
047
08028-0D/H5250/94.08.12
275
287
08.27 - ES0
MAN Diesel
Plate
51531-09H Crankcase Venting Page 2 (2)
L27/38
Item Item
023 4/E Screw Skrue

pipe
155 1/E Clamps Klemme
179 1/E Oil vapour dischage Ånderør

pipe
180 /I Glue Lim
192 4/E Screw Skrue

pipe
251 1/E Hexagon nipple Nippel
383 1/E Packing, oval Pakning, oval
395 2/E Screw Skrue

pipe
430 2/E Self-locking nut Selvlåsende møtrik
442 1/E Flat steel bar Fladstål
454 1/E Angle profile Vinkel profil

08028-0D/H5250/94.08.12
08.27 - ES0
MAN Diesel
Plate
Page 1 (2) Prelubricating Oil Arrangement 51535-08H
L27/38
08028-0D/H5250/94.08.12
062 086
06.13- ES0
MAN Diesel
Plate
51535-08H Prelubricating Oil Arrangement Page 2 (2)
L27/38
Item Item
062 1/E Straight male Ligeforskruning

stud coupling
086 1/E Pipe Rør
098 1/E Adjustable elbow Justerbar vinkel
121 1/E Reducing adapter Reduktionsadapter
133 1/E Non-return valve Kontaventil
170 1/E Pipe Rør
182 1/E Pipe Rør
241 4/E Screw Skrue
265 1/E Straight male Ligeforskruning

stud coupling
277 1/E Adjustable elbow Justerbar vinkel
289 1/E Pipe Rør
08028-0D/H5250/94.08.12
06.13 - ES0
516/616
MAN Diesel & Turbo
Description
Cooling Water System 516.01
L27/38
The cooling water system consists of a low tempe

rature system and a high temperature system.
Both the low and the high temperature systems are

cooled by fresh water.
The water in the low temperature system passes

through the low temperature circulating pump which
drives the water through the second stage of the
charge air cooler and then through the lubricating
oil cooler before it leaves the engine together with
the high temperature water.
The high temperature cooling water system

passes through the high temperature circulating
Charge air cooler
pump and then through the first stage of the charge
air cooler before it enters the cooling water jacket Lub. oil
and the cylinder head. Then the water leaves the cooler
engine with the low temperature water. HT Circuit LT Circuit
Both the low and high temperature water leaves the 79°C 35°C
engine through separate three-way thermostatic

valves which control the water temperature.
Fig. 1 Cooling water system
11.44 - ES0 - Tier II

MAN Diesel & Turbo
Description 516.01
Page 1 (1) Cooling Water System (two string) Edition 13
L27/38
Non-return valve with

restriction (ø3 mm)
TSH TE TI Two stage charge
12 12 12
F3/F4 air cooler
Thermostat housing
Normally
closed
F1 F2
79˚C
C A
B
TI
10
PI
Engine 10
driven PT
HT pump 10
Alternator
Pocket for TE14

Engine driven LT venting (external piping)
LT pump
Lub. oil cooler Option

TI Water cooled
B 04 alternator
C A
TI
35˚C 05
G1 G2
Front end box Optional
PT TE
01 01 Pre-heating valve
Fig 1 Diagram for internal cooling water system.
Cooling water system The engine on the cooling water side only requires
fresh water between 10 and 40°C.
The system is designed as a two string circuit with
four flange connections to the external centralized
cooling water system. High Temperature Circuit
The engine is equipped with a self-controlling tem- The built-on engine-driven HT-circulating pump of
perature water circuit. This is a simple solution with the centrifugal type pumps water through the first
low installation costs, which also can be interesting stage of the charge air cooler and then through the
in case of repowering. distributing bore to the bottom of the cooling water
guide jacket. The water is led out through bores at
the top of the cooling water guide jacket to the bore
Low Temperature Circuit cooled cylinder head for cooling of this, the exhaust
valve seats and the injector valve.
The components for circulation and temperature
regulation are placed in the internal system. From the cylinder heads the water is led through an
integrated collector to the thermostatic valve, and
The charge air cooler and the lubricating oil cooler depending on the engine load, a smaller or larger
are situated in serial order. After the LT water has amount of the water will be led to the external system
passed the lubricating oil cooler, it is let to the ther- or will be re-circulated.
mostatic valve and depending on the water tempe-
rature, the water will either be re-circulated or led to
the external system.
11.44 - ES0 - Tier II

MAN Diesel

Page 1 (2) Check of Cooling Water System Edition 03
L21/31, L27/38

Shut-off fuel oil
Check of cooling water system.
Starting position
Engine is running.
Related procedure

08028-0D/H5250/94.08.12
Working time : ½ hour Plate no Item no Qty./

Capacity : 1 man
Data

02.20 - ES0
MAN Diesel

Edition 03 Check of Cooling Water System Page 2 (2)
L21/31, L27/38
Checks to be Carried Out 4) Check the condition of the outermost of the

two O-rings (which make up the tightening
1) Examine the cooling water connections for between the water jacket and the combustion
leaks. space) by means of the inspection holes in the
cylinder cover.
2) Check flexible connections for leaks.
Concerning check of the fresh water condition, see
It is important that the flexible connections are free section 504.
from paint and grease and in healthy condition.
3) Check O-rings in water connections between

cylinder covers and also between cylinder
covers and front-end box.
08028-0D/H5250/94.08.12
02.20 - ES0
MAN Diesel & Turbo

Page 1 (2) Cooling Water, Thermostatic Valve Edition 03
L27/38

Shut-off fuel oil
Inspection of thermostatic valve and replacement Top / Extension / Ratchet 14 mm

of elements. Pliers for lock ring
Sealing paste
Starting position
Cooling water drained from engine (if necessary).
Related procedure

Capacity : 2 man
Data

11.11 - ES0
MAN Diesel & Turbo

Edition 03 Cooling Water, Thermostatic Valve Page 2 (2)
L27/38
The thermostatic valves cannot be adjusted, and 5) Remount a new element (4) by wriggling it
under normal conditions maintenance is not required. somewhat over side.
However, in some cases it is necessary to clean or
replace elements. 6) Mount lock ring (2) in the recess.
7) Clean the sealing surface of the casing.Tighten

Replacement of Elements bolts according to page 500.40.
1) Remove the casing by unscrewing bolts (A),

see fig 2.
2) Remove lock ring (2).
3) Remove element (4) from the casing.
4) Thoroughly clean sleeve (3).
Fig 2 Seen from front end of the engine
Fig 1 Cooling water thermostatic valve
11.11 - ES0
MAN Diesel
Page 1 (2) HT and LT Water Pumps Edition 02H
L27/38

Shut-off fuel oil
Disassembly, overhaul and assembly of HT and

LT pumps.
Starting position
Related procedure

08028-0D/H5250/94.08.12
Capacity : 1 man
51610 010 4/E
51610 022 2/E
Data 51610 095 2/E
51610 250 1/E
99.18 - ES0
MAN Diesel
Edition 02H HT and LT Water Pumps Page 2 (2)
L27/38
After the cooling water thermostat casing is removed, Inspection of the Pump
the cooling water pumps can be dismounted.
6) Inspect the shaft for seizures after removing
1) Remove the screws and pull out the pump by the shaft seal and bearings, also inspect the
means of the spring bolts. impeller for pittings and cavitations. Clean all
parts carefully.
Assembling of the Pump
7) Fit new bearings (13) and (16) together with a

new shaft seal (14).
8) Mount the shaft in the housing and lock it with

the retaining ring (11).
9) Fit the spur gear (4) and washer (3) with

the screw (2) and tight it according to page
500.40.
10) Carefully fit the slide ring joint (10), then fit the
disc (8) and the impeller (9) and tight the nut
(7) according to page 500.40.
11) Mount the cover (6) with the screw (5) and tight
them according to page 500.40.
12) Fit new O-rings on the pump housing and pump

cover, then mount the pump in the front end box
with the screws, and tighten them according
to page 500.40.
HT water pump LT water pump

Fig 1 HT and LT water pumps
Disassembling of the Pump
2) Remove the screw (2), see fig 1 and pull off

the washer (3) and spur gear (4).
08028-0D/H5250/94.08.12
3) Remove the screw (5) and the cover (6).
4) Remove the nut (7) with disc (8), then remove

impeller (9) and the slide ring joint (10).
5) Take out the retaining ring (11), then pull out

the shaft (12) with bearings (13) and (16) and
the shaft seal (14).
Fig 2 HT and LT water pumps
99.18 - ES0
MAN Diesel & Turbo
Plate
Page 1 (2) Mounting of Cooling Water Thermostatic Elements 51605-14
L27/38
037
074
013
336 121
049 037
086
098 145 133
133
145
108 216
121
074
324
098
133
062 108
468 025 241
481 253 145
11.34 - ES0 - Tier II

MAN Diesel & Turbo
Plate
51605-14 Mounting of Cooling Water Thermostatic Elements Page 2 (2)
L27/38
Item Item
013 2/E Intermediate piece Mellemstykke
062 1/E Thermostat housing, Termostathus, 1-streng

1-string
324 4/E Thermostatic element Termostatelement for

for LT cooling water LT kølevand
336 4/E Thermostatic element Termostatelement for

for HT cooling water HT kølevand
468 1/E Thermostat housing, Termostathus, 2-streng

2-string
11.34 - ES0 - Tier II

MAN Diesel
Plate
Page 1 (2) High- and Low Temperature Freshwater Pumps 51610-10H
L27/38
08028-0D/H5250/94.08.12
04.14 - ES0
MAN Diesel
Plate
51610-10H High- and Low Temperature Freshwater Pumps Page 2 (2)
L27/38
Item Item
034 1/P Depp groove ball Radialkugleleje

bearing
046 1/P Ball bearing Kugleleje
071 1/P Retaining ring Sikringsring
083 1/P Shaft seal Pakdåse
095 1/P Slide ring joint Roterende pakning
105 2/E Freshwater pump, Ferskvandspumpe,

complete as shown komplet som vist
on front page på forside
117 4/P Screw Skrue
129 1/P Pump housing Pumpehus
130* 1/P Impeller Løbehjul
142 1/P Cover Dæksel
154 3/P Screw Skrue
166 3/P Lock washer Låseskive
178* 1/P Shaft Aksel
191* 1/P Screw Skrue
201* 1/P Disc Skive
213 1/P Spur gear Cylindrisk tandhjul
225* 1/P Washer Skive
237* 1/P Screw Skrue
453 1/P Kit for upgrading Opgraderingskit

incl. items no 130, inkl. item nr. 130,
178, 191, 201, 225 178, 191, 201, 225
and 237 og 237
08028-0D/H5250/94.08.12
04.14 - ES0
MAN Diesel
Plate
Page 1 (2) Cooling Water Connections 51630-07H
L27/38
224 212 033

021
045
069
021
033
116
128
021 200
212 189
190 212
045
069
045
069
021
08028-0D/H5250/94.08.12
06.43 - ES0
MAN Diesel
Plate
51630-07H Cooling Water Connections Page 2 (2)
L27/38
Item Item
045 4/E Screw Skrue
069 4/E Locking spring Låsefjederskive

washer
116 1/E Elbow Vinkel
128 6/E Screw Skrue
200 10/E V-Profile clamp V-profil klemme
212 Seal ring Tætningsring

224 1/E Orifice plate Måleblænde
236 /I Packing-silicone Pakningssilicone

paste
08028-0D/H5250/94.08.12
06.43 - ES0
MAN Diesel
Plate
Page 1 (2) Preheater Unit 51635-02H
L27/38
08028-0D/H5250/94.08.12
00.44 - ES0
MAN Diesel
Plate
51635-02H Preheater Unit Page 2 (2)
L27/38
Item Item
030 4/E Heater element Varmepartron
042 4/E Packiong ring Pakningsring
054 4/E HT pipe HT rør
149 1/E HT pipe HT rør
150 1/E Foundation frame Fundamentsramme
162 1/E Freshwater pump Ferskvandspumpe
174 4/E Screw Skrue
186 4/E Nut Møtrik
245 1/E Bleeding screw Afluftningsskrue
269 4/E Screw Skrue
270 1/E Screw Skrue
282 1/E Nut Møtrik
294 1/E Non-return valve Kontraventil
328 4/E Screw Skrue

08028-0D/H5250/94.08.12
00.44 - ES0
Special equipment
517/617
MAN Diesel & Turbo
Kit
Page 1 (2) Kit for renewal of Piston Rings 51706-10
L27/38
414*
296* 306
414* 127*
296*
127*
*Please order item 306
See Working Card 506-01.05
11.20 - EO0 - Tier II

MAN Diesel & Turbo
Kit
51706-10 Kit for renewal of Piston Rings Page 2 (2)
L27/38
Item
no Qty Designation Where to find in the engine instruction book
306 Kit per renewal of piston rings for one piston, complete consisting of:
1 Piston ring Plate 50601 Item 414
1 Piston ring Plate 50601 Item 296
1 Oil scraper ring Plate 50601 Item 127
11.20 - EO0 - Tier II

MAN Diesel
Kit
Page 1 (2) Kit for Lubricating Oil Filter 51725-01
L27/38
971*
983*
See Working Card 515-01.10
909*
910*
922*
934*
946*
958*
LEFT VALVE RIGHT

FILTER POSITION FILTER
DRAIN
IN USE EXCHANGE
FILTER
FILL, VENT
NORMAL AND
USE STANDBY
IN USE IN USE
FILL, VENT
AND NORMAL
STANDBY USE
DRAIN
EXCHANGE IN USE
FILTER
Lift fixation bolt before turning valve
08028-0D/H5250/94.08.12
503*
* Please order item 503
08.02
MAN Diesel
Kit
51725-01 Kit for Lubricating Oil Filter Page 2 (2)
L27/38
Item
No Qty Designation Where to find in the engine instruction book
503 1/E Cover,

incl item 909, 910, 922, 934, 946, 958, 971, 983 Plate 51502
2/F Flange Plate 51502 Item 909

2/F Flange Plate 51502 Item 910
2/F Spring Plate 51502 Item 922
2/F Screw Plate 51502 Item 934
2/F Spring Plate 51502 Item 946
4/F O-ring Plate 51502 Item 958
2/F O-ring Plate 51502 Item 971
8/F Seal Plate 51502 Item 983

Please Note that this is a kit supply, and that
any exceeding number of o-rings and gaskets
are not accepted as return goods.
08028-0D/H5250/94.08.12
Qty/E = Qty/Engine
Qty/F = Qty/Filer
08.02
MAN Diesel
Kit
Page 1 (2) Kit for Vibration Damper 51735-04
L27/38
Crankshaft
009 see plate 51001
010
022
12.24 - EO0
MAN Diesel
Kit
51735-04 Kit for Vibration Damper Page 2 (2)
L27/38
Item
No Qty Designation Where to find in the engine instruction book
009 1/E Spare part kit for vibration damper, type D85/2/1
16/E Spring Pack
16/E Intermediate piece
1/E Clamping ring
1/E Flange
1/E Side plate
1/E Inner star
16/E Spring shims
a.r Expansion shim
16/E Bolt
16/E Disc spring
2/E O-ring
2/E O-ring
24/E Spring Pack
1/E Clamping ring
1/E Flange
1/E Side plate
1/E Inner star
24/E Spacer
a.r Expansion shim
24/E Bolt
24/E Disc spring
2/E O-ring
2/E O-ring
24/E Spring Pack
1/E Clamping ring
1/E Flange
1/E Side plate
1/E Inner star
24/E Spacer
a.r Expansion shim
24/E Bolt
24/E Disc spring
2/E O-ring
2/E O-ring
Please Note that this is a kit supply, and that

any exceeding number of o-rings and gaskets
are not accepted as return goods.
Qty/E = Qty/Engine
Qty/a.r = Qty/As required
12.24 - EO0
Specific plant
information
519/619
MAN Diesel & Turbo
Description 519.03
Page 1 (2) Resilient mounting of generating sets
Edition 08
L27/38
Resilient Mounting of Generating Sets 2) The support can also be made by means of two
steel shims, at the top a loose shim of at least
On resiliently mounted generating sets, the diesel 40 mm and below a shim of at least 10 mm
engine and the alternator are placed on a common which are adjusted for each conical mounting
rigid base frame mounted on the ship's/machine and then welded to the foundation.
house's foundation by means of resilient supports,
Conical type.
All connections from the generating set to the exter-
nal systems should be equipped with flexible con-
nections and pipes. Gangway etc. must not be wel-
ded to the external part of the installation.
Resilient support
A resilient mounting of the generating set is made
with a number of conical mountings. The number
and the distance between them depend on the size
of the plant. These conical mountings are bolted to
the brackets on the base frame (see fig 1).
The setting from unloaded to loaded condition is
normally between 5-11 mm for the conical mount-
ing.
The support of the individual conical mounting can
be made in one of the following three ways:
Figure 1: Resilient mounting of generating sets
1) The support between the bottom flange of the Figure 2: Support of conicals
conical mounting and the foundation is made
with a loose steel shim. This steel shim is adjus- 3) Finally, the support can be made by means of
ted to an exact measurement (min. 40 mm) for chockfast. It is necessary to use two steel
each conical mounting. shims, the top shim should be loose and have a
minimum thickness of 40 mm, the bottom shim
should be cast in chockfast with a thickness of
at least 10 mm.
2010.08.16 - ES1
MAN Diesel & Turbo
519.03 Description
Resilient mounting of generating sets Page 2 (2)
Edition 08
L27/38
Irrespective of the method of support, the 40 mm
steel shim is necessary to facilitate a possible future
replacement of the conical mountings, which are
always replaced in pairs.
Check of Crankshaft Deflection

The resiliently mounted generating set is normally
delivered from the factory with engine and alternator
mounted on the common base frame.
Eventhough engine and alternator have been adjus-
ted by the engine builder, with the alternator rotor
placed correctly in the stator and the crankshaft
deflection of the engine (autolog) within the prescri-
bed tolerances, it is recommended to check the
crankshaft deflection (autolog) before starting up the
GenSet.
2010.08.16 - ES1
MAN Diesel & Turbo
Working card 519-03.00

Page 1 (4) Fitting Instructions for Resilient Mounting of GenSets Edition 27H
L23/30H
L27/38

Shut-off fuel oil
Stopped lub. oil circulation
Description
Mounting and adjustment instruction for new

GenSets, and adjustment instruction for existing
plants. Hand tools
Ring and open end spanner, 22 mm

Starting position Allen key, 6 mm
Feeler gauge, 1-2 mm
The foundation should be welded and milled off Measurement tool
on shim surfaces. Hydraulic jack (if necessary)
Related procedure
Check of main beraings alignment

(autolog) 510-01.00
Replacement of conicals 519-03.00
Man power
Working hours : 2 Hours

Capacity : 2 Men
Spare and wearing parts
Plate No. Item No. Qty./
Data 51903 013 1/conical mount.

51903 025 4/conical mount.
03.50 - ES1
MAN Diesel & Turbo
519-03.00 Working card

Edition 27H Fitting Instructions for Resilient Mounting of GenSets Page 2 (4)
L23/30H
L27/38
Mounting and Adjustment Instructions for 7) Turn all the internal buffers (2), see fig 1, to
New Generating Sets (Method 1) check that they can move freely.
Make Ready for Adjustment of Conical Ele- If all internal buffers Then
ments
Can move freely Let conical elements
If the conical elements have not been mounted by settle for 48 hours.
the factory, they must be mounted on the prepared
brackets on the base frame. In case they have Cannot be moved Turn the four jacking
been mounted by the factory, please start with item bolts in the base casting
number 2. clockwise or anticlock-
wise to release the inter
1) Fit the conical elements to the bracket on the nal buffer.
base frame by means of four bolts screwed
into the tapped holes on the top casting (5),
see fig 1. Adjustment of Conical Elements after 48
Hours Settling
2) Remove fixing bolt (7), spring washer (8) and
top lock ring (6) from the conical element, see After the conical elements have been deflected un-
fig 1. der static load for 48 hours, the laden height (H1)
see fig 2, should be measured and compared to the
3) Position the four jacking bolts in the tapped recommended laden height.
holes (9) see fig 1, in the base casting (1).
4) Position the jacking bolts with a through-going

of minimum 40 mm, see fig 2.
5) Lower the generating set until it rests completely

on the foundation.
6) Check that all jacking bolts have full contact

with the foundation.
7 6
8 5
9 1
Fig 2 Conical mounting.

Fig 1 Conical element
03.50 - ES1
MAN Diesel & Turbo

L23/30H
L27/38
8) Care must be taken, during levelling of the 12) Lift the generating set with crane or hydraulic
installation, to ensure that individual mountings jack.
are not overloaded.The variation in laden height
should not exceed 2 mm and should ideally 13) Remove all the jacking bolts.
be less. The laden height can be measured
between top and base casting at H, on two 14) Position each completed steel shim.
sides (see fig 1).
15) Lower the generating set until it rests completely
Example: in itself.
H1 + H2 + H3 ----- HN
Average = Number of conical elements 16) Number each steel shim together with each
conical element.

If Then
Adjustment of Internal Buffer
Difference exceeds Level the conical element
2 mm. by adjusting the jacking 17) Turn the internal buffer clockwise (downwards)
bolts - commencing with until it makes contact with the steel shim or
the conical element with foundation.
the largest deviation.
18) Turn the internal buffer anticlockwise (upwards)
Difference does not ex- The height of the steel until it obtains contact with the base casting.
ceed 2 mm shim can be measured.
This must be four full turns.
The difference between the two sides of a conical 19) Turn the internal buffer two full turns clockwise
mounting should not be more than 0.6 mm. (downwards) and check with a feeler gauge
between the base casting of the conical ele-
ment and the steel shim that the internal buffer
Measuring of Steel Shim (2), see fig 1, does not touch the steel shim or
foundation.
9) Measure the steel shim on several points to
obtain the highest possible accuracy during 20) Lock the internal buffer by remounting the top
preparation. lock ring (6) and turn it to the nearest thread
hole - then secure with fixing bolt (7) and spring
washer (8), see fig 1.
Fabricating Steel Shim
10) Make sure that the minimum height of the steel Mounting of Conical Elements on the Foun-
shim is 40 mm to secure a future replacement dation
of the conical element.
21) Drill four mounting holes in the foundation for
Drill the mounting holes in the steel shim according each conical element, either
to the conical base casting dimensions.
a) Mark the positions of the mounting holes on
the foundation through the conical element and
Mounting of the Completed Steel Shim the steel shim.
11) Turn the internal buffer anticlockwise until it (Re)move the set completely so that the mark-
contacts the base casting to secure the laden ings can be reached by drilling with conventional
height of each conical element. tools.
03.50 - ES1
MAN Diesel & Turbo

L23/30H
L27/38
Place the set on its former position by aligning The drilling has to be done on beforehand and
it with the drilled holes. the set must be aligned with the foundation
holes before the work starts to avoid further
or removal of the set.
b) Drill the mounting holes in the foundation by 22) Fix all the conical elements and the steel shims
means of the drilling pattern from the installa- to the foundation with four bolts per conical.
tion drawing.
Note! After completion of all works the buffer clear-
ance must be checked, see points 17, 18, 19 and
20.
03.50 - ES1
MAN Diesel & Turbo

L23/30H
L27/38

Shut-off fuel oil
Description

plants. Hand tools

Related procedure

(autolog) 510-01.00
Man power

Capacity : 2 Men

03.50 - ES1
MAN Diesel & Turbo

L23/30H
L27/38
Mounting and Adjustment Instructions for 5) Position the jacking bolts with a through-going
New Generating Sets (Method 2) of minimum 10 mm, see fig 2.
Make Ready for Adjustment of Conical Ele- 6) Lower the generating set until it rests completely
ments on the foundation.
If the conical elements have not been mounted by 7) Check that all jacking bolts have full contact
the factory, they must be mounted on the prepared with the foundation.
brackets on the base frame. In case they have
been mounted by the factory, please start with item 8) Turn the internal buffer (2), see fig 1 to check
number 2. that it can be moved freely.
1) Fit the conical elements to the bracket of the

base frame by means of four bolts screwed If all internal buffers Then
into the tapped holes on the top casting (5),
see fig 1. Can move freely Let conical elements
settle for 48 hours.
A supporting steel shim with a minimum height of 40
mm, to secure a future replacement of the conical annot be moved
C Turn the three jacking
element, complete with tapped holes for three jacking freely bolts in the supporting
bolts and mounting holes drilled according to conical steel shim clockwise, or
base casting dimensions, is required. anticlockwise to release
the internal buffer.
2) Remove fixing bolt (7), spring washer (8) and
top lock ring (6) from the conical element, see
fig 1.
3) Position the supporting steel shim as per fig

2 and locate the conical element by means of
dowel pins.
4) Position the three jacking bolts in the tapped

holes in the supporting steel shim as per fig
2.
7 6
8 5
9 1

03.50 - ES1
MAN Diesel & Turbo

L23/30H
L27/38
Adjustment of Conical Elements after 48 Drill the mounting holes in the steel shim according
Hours Settling to the mounting holes in the conical base casting and
the mounting holes in the supporting steel shim.
After the conical elements have been deflected un-
der static load for 48 hours, the laden height (H1)
see fig 2, should be measured and compared to the Mounting of the Completed Steel Shim
recommended laden height.
12) Lift the generating set 1 mm totally be means
9) Care must be taken, during levelling of the of the three jacking bolts.
installation, to ensure that individual mountings
are not overloaded.The variation in laden height 13) Position each completed steel shim.
should not exceed 2 mm and should ideally
be less. The laden height can be measured 14) Re-lower the generating set by means of the
between top and base casting at H, on two three jacking bolts until it rests completely in
sides (see fig 1). itself.
Example:
Adjustment of Internal Buffer
H1 + H2 + H3 ----- HN
Average =
Number of conical elements 15) Turn the internal buffer clockwise (downwards)
until it makes contact with the steel shim or
foundation.
If Then
Difference exceeds Level the conical element until it obtains contact with the base casting.
2 mm. by adjusting the jacking
bolts - commencing with This must be four full turns.
the conical element with
the largest deviation. 17) Turn the internal buffer two full turns clockwise
(downwards) and check with a feeler gauge
ifference does not ex- The height of the steel
D between the base casting of the conical ele-
ceed 2 mm shim can be measured. ment and the steel shim that the internal buffer
(2), see fig 1, does not touch the steel shim or
foundation.
The difference between the two sides of a conical
mounting should not be more than 0.6 mm. 18) Lock the internal buffer by remounting the top
lock ring (6) and turn it to the nearest thread
hole - then secure with fixing bolt (7) and spring
Measuring of Steel Shim washer (8), see fig 1.
10) Measure the steel shim on several points to

obtain the highest possible accuracy during Mounting of Conical Elements on the Foun-
preparation. dation
19) Remove the dowel pins.

Fabricating Steel Shim
11) Make sure that the minimum height of the steel each conical element, either
shim is 10 mm.
a) Mark the positions of the mounting holes on
the foundation through the conical element and
the steel shims.
03.50 - ES1
MAN Diesel & Turbo

L23/30H
L27/38
(Re)move the set completely so that the mark- The drilling has to be done on beforehand and
ings can be reached by drilling with conventional the set must be aligned with the foundation
tools. holes before the work starts to avoid further
removal of the set.
Place the set on its former position by aligning
it with the drilled holes. 21) Fix all the conical elements and the supporting
steel shims/steel shims to the foundation with
or four bolts per conical.
b) Drill the mounting holes in the foundation by 22) Weld the lowest steel shim of approx. 10 mm
means of the drilling pattern from the installa- height to the foundation.
tion drawing.
Note! After completion of all works, the buffer clear-
18.
03.50 - ES1
MAN Diesel & Turbo

L23/30H
L27/38

Shut-off fuel oil
Description

plants. Hand tools

Related procedure

(autolog) 510-01.00
Man power

Capacity : 2 Men

03.50 - ES0
MAN Diesel & Turbo

L23/30H
L27/38
Mounting and Adjustment Instructions for 5) Position the jacking bolts with a through-going
New Generating Sets (Method 3) of minimum 10 mm plus permitted thickness,
as specified from the chockfast supplier, see
Make Ready for Adjustment of Conical Ele- fig 2.
ments
6) Lowed the generating set until it rests com-
If the conical elements have not been mounted by pletely on the foundation.
the factory, they must be mounted on the prepared
brackets on the base frame. In case they have 7) Check that all jacking bolts have full contact
been mounted by the factory, please start with item with the foundation.
number 2.
8) Turn the internal buffer (2), see fig 1, to check
1) Fit the conical elements to the bracket of the that it can be moved freely.
base frame by means of four bolts screwed
into the tapped holes on the top casting (5) If all internal buffers Then
see fig 1.
Can move freely Let conical elements
A supporting steel shim with a minimum height of settle for 48 hours.
40 mm, complete with tapped holes for three jacking
bolts, four mounting holes and four tapped holes, annot be moved
C Turn the three jacking
drilled according to the conical base casting dimen- freely bolts in the supporting
sion, is required see fig 2. steel shim clockwise, or
anticlockwise and
2) Remove fixing bolt (7), spring washer (8) and slacken the four
top lock ring (6) from the conical element, see holddown bolts
fig 1. to release the internal
buffer.
3) Position the supporting steel shim as per fig
2 and locate the conical element by means of
four hold-down bolts.
4) Position the three jacking bolts in the tapped

holes in the supporting steel shim as per fig
2.
7 6
8 5
9 1

03.50 - ES1
MAN Diesel & Turbo

L23/30H
L27/38
Adjustment of Conical Element after 48 Fabricating Steel Shim
Hours Settling
Make sure that the minimum height of the steel shim
After the conical elements have been deflected un- is 10 mm.
der static load for 48 hours, the laden height (H1) 11) Drill the mounting holes in the steel shim accord-
see fig 2, should be measured and compared to the ing to the mounting holes in the conical base
recommended laden height. casting and in the supporting steel shim.
9) Care must be taken, during levelling of the

installation, to ensure that individual mountings Adjustment of Internal Buffer
are not overloaded.The variation in laden height
should not exceed 2 mm and should ideally 12) Turn the internal buffer clockwise (downwards)
be less. The laden height can be measured until it makes contact with the steel shim or
between top and base casting at H, on two foundation.
sides (see fig 1).
Example: until it obtains contact with the base casting.
H1 + H2 + H3 ----- HN
Average = Number of conical elements This must be four full turns.
14) Turn the internal buffer two full turns clockwise

If Then (downwards) and check with a feeler gauge
between the base casting of the conical ele-
Difference exceeds Level the conical element ment and the steel shim that the internal buffer
2 mm. by adjusting the jacking (2), see fig 1, does not touch the steel shim or
bolts - commencing with foundation.
the conical element with
the largest deviation. 15) Lock the internal buffer by remounting the top
lock ring (6) and turn it to the nearest thread
ifference does not ex- The height of the steel
D hole - then secure with fixing bolt (7) and spring
ceed 2 mm shim and the chockfast washer (8), see fig 1.
can be measured.
Mounting of Conical Elements on the Foun-

The difference between the two sides of a conical dation
mounting should not be more than 0.6 mm.
each conical element according to the sup-
Measuring of Steel Shim and Chockfast porting steel shim/steel shim, either
10) The steel shim should be at least 10 mm a) Mark the positions of the mounting holes on
high. the foundation through the conical element
and the shims.
Check the minimum permitted thickness of chock-
fast for the load and surface of this application with (Re)move the set completely so that the mark-
chockfast supplier. ings can be reached by drilling with conventional
tools.
03.50 - ES1
MAN Diesel & Turbo

L23/30H
L27/38
Place the set on its former position by aligning The drilling has to be done on beforehand and
it with the drilled holes. the set must be aligned with the foundation
holes before the work starts to avoid further
or removal of the set.
b) Drill the mounting holes in the foundation by Make sure that the mounting bolts are isolated from
means of the drilling pattern. the chockfast.
Note! After completion of all works, the buffer clear-

15.
03.50 - ES1
MAN Diesel
Page 1 (2) Replacement of Conicals Edition 03H
L27/38

Shut-off fuel oil
Replacement of conicals. Hydraulic jack.
Starting position
Safety precautions.
Related procedure
Fitting instructions for resilient mounting.
Manpower Spare and wearing parts

08028-0D/H5250/94.08.12
Working hours : - hours Plate no Item no Qty/

Capacity : 2 men
51903 013 4/E
Data

99.20 - ES0
MAN Diesel
Edition 03H Replacement of Conicals Page 2 (2)
L27/38
Replacement of Conicals
1) Loosen all the holding-down bolts for the co- 2) Mount a jack under the base frame, see fig
nicals in one side. 1.
3) Lift the GenSet until the steel shim can be remo-

ved. This will give enough space for removing
damaged conical.
4) Mount the GenSet conical.
Note: Conicals should only be replaced in pairs, see

fig 2 and plate 51903.
5) Lower the GenSet again.
6) Repeat items 1-5 for the other side.
7) Adjust the conicals, please see working card

519-03.00 "Fitting Instructions for Resilient
Mounting of GenSet.
Fig 1 Removal of conicals
08028-0D/H5250/94.08.12
Fig 2 The conicals must be replaced in pairs
99.20 - ES0
MAN Diesel
Page 1 (2) Maintenance of Conicals Edition 03H
L27/38

Shut-off fuel oil
Control and adjustment of conicals. Ring and open-end spanner.

Feeler gauge, 2 mm.
Starting position
Related procedure

Capacity : 1 man
08028-0D/H5250/94.08.12
Data

99.17 - ES0
MAN Diesel
Edition 03H Maintenance of Conicals Page 2 (2)
L27/38
Visual Check Result of Clearance Check
What to Check If Then
everything is OK check is completed

1) Check for oil deposits on the rubber element.
everything is not OK adjust conicals which do not
2) Check for loose mounting bolts. comply with the clearance de-
mands
acc. to item 5-11. Recheck
3) Check for damage in the rubber element. all conicals acc. to item 4.
Result of Visual Check everything is still not OK replace conical acc. to

If Then
everything is OK continue to next conical

Adjustment of Conicals
oil deposits on rubber clean rubber element
element are observed 5) Remove protective cap (10).
loose mounting bolts fasten mounting bolts
6) Remove fixing bolt (9) and top locking ring (7).
damage to conicals replace conical according to
is observed Working Card 519-03.05 7) Turn buffer clockwise until it makes contact
with the steel shim (2).
Clearance Check 8) Turn buffer anti-clockwise until it makes contact

with the conical base casting (3). This must be
What to Check done in four full rotations.
4) Check clearance on all conicals between steel 9) Turn buffer two full rotations clockwise. This will
shim and internal buffer through the slot in the ensure full vertical movement for the buffer.
base casting of the conical (see fig 1) with a
feeler gauge of approx. 2 mm. 10) Check all conicals again.
11) Replace top locking ring, fixing bolt and pro-

tective cap etc.
08028-0D/H5250/94.08.12
Fig 1 Conical
99.17 - ES0S
MAN Diesel
Plate
Page 1 (2) Flexible External Connections 51902-13H
L27/38
Item
Fig. Designation Connection
no
Fuel oil, inlet A1 018
Fuel oil, outlet A2
Waste oil, outlet A3 043
Lubricating oil from separator, C3 079

inlet
Lubricating oil to separator, C4

outlet
Drain from lub. oil sump, C14

outlet
Lub. oil overflow, outlet C15 092
Oil vapour discharge, outlet C13 126
Venting to expansion tank/ F3/F4 163

Fresh water for preheating
08028-0D/H5250/94.08.12
06.18 - ES0
MAN Diesel
Plate
51902-13H Flexible External Connections Page 2 (2)
L27/38
Item
Fig. Designation Connection
no
HT freshwater, inlet F1 209
HT frashwater, outlet F2
LT freshwater/raw water, G1
inlet
outlet
LT freshwater/raw water, G9 222

inlet

outlet
Compressed air, inlet K1 271
Exhaust gas, long, P2 305

outlet (DN450)
Exhaust gas, short, P2 378

outlet (DN450)
Exhaust gas, outlet (DN500) P2 317
Exhaust gas, long, P2 330

outlet (DN600)
08028-0D/H5250/94.08.12
Exhaust gas, short, P2 391

outlet (DN600)
06.18 - ES0
MAN Diesel
Plate
Page 1 (2) Conical Element 51903-03H
L27/38
08028-0D/H5250/94.08.12
99.14 - ES0
MAN Diesel
Plate
51903-03H Conical Element Page 2 (2)
L27/38
Item Item
013 1/M Conical element, Konisk understøtning,

complete komplet
025 4/M Screw Skrue
049 1/M Protecting cap Beskyttelseskapsel
050 1/M Fixing ring Fikseringsring
062 1/M O-ring O-ring
08028-0D/H5250/94.08.12
Qty/M = Qty/Conical mounting Qty/M = Qty/Conical montering
99.14 - ES0
MAN Diesel
Plate
Page 1 (2) Conical Element 51903-07H
L27/38
CL - Engine
074
013
025
08028-0D/H5250/94.08.12
Note! When ordering be aware that conical ele- Bemærk! Ved bestilling af conicals elementer skal
ments always should be replaced in pairs. State conicals elementer altid udskiftes parvis. Opgiv
manufacturing No of existing conical elements. fabrikationsnr. på eksisterende conicals elementer.
07.48 - ES0
MAN Diesel
Plate
51903-07H Conical Element Page 2 (2)
L27/38
Item Item
013 1/M Conical element, Konisk understøtning,

complete komplet
025 4/M Screw Skrue
074 4/M Screw Skrue
08028-0D/H5250/94.08.12
Qty/M = Qty/Conical mounting Qty/M = Qty/Conical montering
07.48 - ES0
Tools
520/620
MAN Diesel & Turbo
Work Card 520-01.05
Page 1 (6) Function of the Hydraulic Tools
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Safety hints and function of hydraulic tools.

Related Procedure

Number : -
Data
1999.10.18. - ES0
MAN Diesel & Turbo
520-01.05 Work Card
Function of the Hydraulic Tools Page 2 (6)
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

Function of the Bolt Tensioning Device 10) During the pressurization when tensioning or
loosening the bolt connection, always watch the
In order to achieve an optimal result with one or admissible stroke of the device. Exceeding this
several devices, some rules have to be considered. stroke is connected with insufficient generating
We expressly point out that a conscientious han- of tensioning force because the device is ten-
dling of the device as well as the accessories is of sioned in itselve or the hydraulic pressure is
highest importance. To ignore these rules or sepa- bleeded automaticly.
rate hints means danger to life or danger of injuries!
See Safety Hints. 11) On principle, when connecting high-pressure
hoses it has to be taken care that the connec-
tions are correct (see also separate hints).
Safety Hints
12) The hydraulic hoses have to be installed in a
Beside regarding the general accident-prevention way that they are not run over by vehicles or
rules, the safe handling of the device and the unnecessarily walked over by people. Never lay
hydraulic accessories demand especially the con- hoses across sharp objects (danger of cuts)
sideration of the following hints. When disregarding and never bend or jam them in.
even single items, you can cause danger to life
and/or danger of injuries! 13) Never hold or transport the device by using the
high-pressure hoses.
1) When leakages occur during the pressurization,
bleed pressure immediately and seal the leak- 14) An incorrect working manometer that doesn´t
age or replace defect parts. show the right pressure leads to overstressing
of the parts and to an incorrect bolt connection.
2) In case of repair, use exclusively original spare Apart from damaged parts an incorrect bolt
parts. Inexpert substitution of damaged parts by connection can also cause conditions that are
non-original spare parts is prohibited. danger to life. Therefore take care that the man-
3) All assembly parts are to be handled in corre- ometer shows the right value or the tensioning
spondence to the working cards only. A change force is checked in an other way (for example
in the procedure or another operation of the by using a master manometer). Tensioning
device is not allowed. forces can be checked for example by measur-
4) Make sure that the components to be tening the linear deformation. Damaged manome-
sioned do not exceed the admissible strain. ters have to be exchanged immediately.
5) In order to use the device, the thread has to be

sufficiently exceeding in order to avoid that the Working Hints
turn of a thread cracks, see item 4. In order to achieve a bolt connection of high preci-
6) During the pressurization the people involved sion, it is vital to consider the following working
have to remain in an appropriate distance. Stay- hints:
ing in direction towards the bolt axis is forbid- ▪ Prior to setting the device, clean all threads and
den. remove possible damages in order to avoide a
7) Tensioning pressures or tensioning forces are to “freeze on”.
be given or changed by authorized personnel ▪ The base plate for the device must be plain and
only while considering the admissible compo- free of dirt. Further check the squareness
nent loads, see item 4. towards the bolt axis in order to avoid that the
8) The operation and handling of the device are to bolt has a bending stress during the pressuriza-
be carried out by expert staff only. tion (tensioning).
9) The given max. operation pressure is not to be ▪ The stroke of the device may not at any point
exceeded in any case and is to be watched at be exceeded.
the manometer of the pressure generator during ▪ For transporting the device it is necessary to
the complete tensioning or loosening proce- uncouple all high-pressure hoses.
dure. When having achieved the given pressure, ▪ After each pressurization, bring the device back
stop the pressurization immediately. to zero, see also Piston Return Stroke.
1999.10.18. - ES0
MAN Diesel & Turbo
Work Card 520-01.05
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

▪ For oiling the parts, use exclusively hydraulic oil.
Turnable Connection Unit ▪ For replacements, use exclusively new seals.
In order to simplify the connection of the hydraulic
hose, a turnable connection unit is mounted on Coupling of the High-Pressure Hoses
some devices. ▪ Only couple when the hydraulic system is in a
The turnable connection unit consists of the follow- pressureless condition.
ing components:
▪ To produce a high-pressure connection, put
▪ bolt nipple one coupling and one nipple into each other
▪ disc while the coupling socket is pulled back. When
▪ seal letting the coupling socket go, there is a form fit
barring the connection.
▪ securing ring
▪ By drawing the hose with a manual force of
Furthermore, an entry guide is available or con- about 100 N make sure that the connection is
tained in the scope of supply, see fig.1. correctly barred.
▪ For decoupling the high-pressure hose in a
pressureless condition, first pull back the cou-
pling socket and then take off the hose.
Figure 2: Coupling of the high-pressure hoses.
Hoses with fast-lock coupling sockets avoid, also

when uncoupled, that oil runs out. When the hoses
get heated, there can be an inside pressure in the
uncoupled condition making a coupling impossible.
By loosening one screw connection (see fig. 2) the
pressure can be bleeded
Figure 1: Turnable connection unit ▪ To avoid a contamination use protecting caps
for the sockets.
Exchange of the Seals Tensioning Procedure

Should leakages show up at the connection unit, it Prior to the tensioning procedure make sure that
might be necessary to exchange the seals. the components to be tensioned are correctly posi-
For doing so, loosen the securing ring and take the tioned towards each other. Then screw the device
disc off the bolt nipple. Having removed the seals, onto the bolt.
clean the components with fluff-free cleaning mate- First put the support sleeve on the bolt and align it
rial. You can also apply compressed air. Having centrically to the bolt axis. When screwing on the
checked the components for damages and oiled device take care that the support sleeve at the cyl-
them slightly, apply new seals by help of the entry inder is correctly centered (consider centering
guide and reassemble the turnable connection unit. shoulder).
Hint:
▪ For the cleaning, never use aggressive cleaning
liquids.
1999.10.18. - ES0
MAN Diesel & Turbo
520-01.05 Work Card
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

Screw the device until the support sleeve or the During the pressurization, a slight turn-back
support cylinder fits exactly to the flange. The piston momentum is applied to the main nut with the
of the device must be at its zero position. Further- adjusting rod. At the moment, when the main nut
more, take care that the hydraulic connector and can be loosened, interrupt the pressurization.
the window for the adjusting rod is well accessible. Should it not be possible to loosen the main nut
If necessary, turn back the device, but make sure when achieving the original tensioning pressure,
that the max. admissible stroke of the device is not interrupt the pressurization immediately. Find the
exceeded. Beside that, it has to be ensured that the cause with expert staff.
cylinder and the support sleeve remain centrically Having achieved the loosening pressure, turn back
towards each other (consider centering shoulder). the main nut by the value that the bolt and the com-
Having made all hydraulic connections correctly, ponents spring back during the loosening proce-
see fig. 2, start the pressurization for the tensioning dure. The slit measure, however, must be lower
procedure. If the necessary pressure is achieved than the slit measure adjusted at the device before,
stop pressurization. The inducted force causes the see also hint b.
bolt to extend or an edging of the components to The main nut may never be turned back until it fits
be tensioned so that the main nut is lifted from the to the piston or the cylinder since then the device
flange. Screw it back to the flange, see fig. 3. can be tensioned in itself.
Check by help of a feeler gauge leaf whether the Having turned back the main nut, the pressure can
main nut really fits tight to the flange. After that, be bled. The bolt connection is loosened. Before
bleed hydraulic pressure. Now the connection is unscrewing the device, bring the piston back to its
tensioned. zero position, see fig. 4. After that, the hydraulic
Having brought the piston to its zero position, see hoses can be decoupled. In order to prevent impur-
fig. 4, the hydraulic hoses can be decoupled. In ities, it is advisable to close coupling sockets and
order to prevent impurities, it is advisable to close coupling nipples at once by protecting caps. The
coupling sockets and coupling nipples at once by device can be unscrewed from the bolt.
protecting caps. The device can be unscrewed ▪ Make sure that no operational forces (e.g. inner
from the bolt. pressure) affect the components to be loosened
▪ Always consider the safety and working hints! since only part of the bolts take over these
forces and thus the bolts, which are not yet
Loosening Procedure loosened, might be overburdened.
▪ The pressure when the main nut can be loos-
In order to loosen an existing bolt connection,
ened may never exceed the tensioning pressure
screw the device onto the bolt. First put the support
by help of which the connection was tensioned!
sleeve on the bolt and align it centrically to the bolt
Should it not be possible to loosen the main nut
axis. When screwing on the device take care that
when reaching the original tensioning pressure
the support sleeve at the cylinder is correctly cen-
interrupt the pressurization immediately. Find
tered (consider centering shoulder).
the cause with expert staff.
The piston of the device must be at its zero posi-
▪ Always consider the safety and working hints!
tion. Having screwed the device down until the sup-
port sleeve or the support cylinder fits tight to the Hint:
flange, turn back the device by at least the value (slit 1. Should it be impossible to unscrew the device
measure) which the bolt and the components after the depressurization, it has been turned
spring back elastically during the loosening proce- back by a too low measure prior to the pressur-
dure. ization. Pressurize again until the original ten-
Hint: sioning pressure is reached, turn the main nut
The adjusted slit measure may never exceed the and bleed the pressure again (tensioning proce-
admissible stroke of the device! Furthermore, take
care that the window for the adjusting rod are well
accessible.
Having made all hydraulic connections correctly,
see fig. 2, start the pressurization.
1999.10.18. - ES0
MAN Diesel & Turbo
Work Card 520-01.05
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

dure). Now you can turn back the device fur- Piston Return Stroke
ther. (Attention: consider the admissible stroke
of the device!) Now repeat the loosening proce- After each pressurization it must be ensured that
dure explained above. the piston of the device is brought back to its zero
position. On principle, it has to be considered that
2. Should it be impossible to loosen the main nut hydraulic oil is being displaced from the piston area.
after the depressurization, it has been turned In order to enable the oil to flow back to the tank of
back by a too low measure prior to the pressur- the pressure generator, the corresponding hydraulic
ization. Pressurize again and turn the main nut connections must be done.
further back. Bleed the pressure again.
The piston return stroke is done by a screw-down
Hint: at the bolt itself before the device is taken off.
Never screw the main nut back until it fits to the pis-
ton since the device can be tensioned in itself. Hint:
When using fast lock coupling elements, the oil’s
running out and thus a piston return stroke in an
Adjustment and Turn Back of the Main Nut uncoupled condition is impossible!
During the pressurization of the device, the bolt is During the piston return stroke, considerable back-
being extended by the tensioning force and the pressures can occur in the piston area of the device
components are being edged. The result is that the since quite large quantities of oil have to flow back
main nut does no longer fit to the flange. through the small cross sections of the high-pres-
Having achieved the necessary pressure, adjust the sure connections.
main nut - when tensioning - until it fits to the flange In order not to unnecessarily increase the force for
again before bleeding the pressure, see Tensioning the piston return stroke turn the piston slowly. On
Procedure. When loosening the bolts, turn back the principle the piston of the device has to be pushed
main nut after the pressurization according to the back until it fits to the cylinder again.
bolt and component deformations, (see Loosening
Procedure.
Hint:
During the loosening procedure, never turn back
the main nut until it fits to the piston or the cylinder
since the main nut sticks after the depressurization.
The main nut is equipped with several radial bores
where the adjusting rod can be put in. The main nut
is accessible through the window in the support
sleeve.
Figure 4: Piston return stroke
Exchange of the Seals

Should leakages occur at the piston of the device,
an exchange of the seals might be necessary.
Drive out the piston by carefully beating with a ham-
mer while using a plastic spacer in order to protect
the device from unnecessary damages. After
removing the hydraulic connector, you can also
Figure 3: Adjustment and turn back of the main nut. carefully lead compressed air into the piston area.
1999.10.18. - ES0
MAN Diesel & Turbo
520-01.05 Work Card
Edition 02
L16/24, L23/30H, V28/32S, L21/31, L27/38

Attention: coupling nipples, coupling sockets and also
Sudden input of compressed air can lead to the pis- loosened screw connections are to be
ton’s uncontrolled outlet. closed by protecting caps.
After removal of the piston, the seals and the – In addition, check the components of the
backup rings can be removed from the piston and device and its accessories for completion.
the cylinder. Keep the device in the tool box also offering
Carefully clean the components with fluff-free mate- protection from mechanical damages.
rial and check them for damages. If necessary, use The temperature must be between -20 C
compressed air for the cleaning, but never aggres- and +70 C in order to exclude a damage of
sive cleaning liquids. After that, slightly oil these the seals.
components with hydraulic oil and assemble new ▪ Start-up of the device
backup rings as well as new seals to the piston and
the cylinder according to the drawing. – Prior to the device’s operation, repair possi-
ble damages and clean the device.
– Check the components of the device and
its accessories for completion.
– The operating manual has to be read by all
users.
Figure 5: Exchange of the seals
As shown in the picture, first assemble the backup

ring, then put the seal onto the backup ring. Piston
and cylinder can now be assembled again by put-
ting the components together. By slightly hammer-
ing on the piston (with plastic spacer), it can be
driven in until it fits tightly to the cylinder (piston in its
zero position). It is essential that the piston does not
tilt during being driven in since this might damage
the seals as well as the components. When assem-
bling the piston it has to be taken care that the air
can come out of the piston area.
Maintenance and Storage

Regular maintenance of the device is not neces-
sary, but you should consider the following points:
▪ Storage
– After each operation, repair possible dam-
ages and clean the device in order for it to
be ready for the next operation immediately.
In order to avoid a corrosion it is advisable
to oil the device and especially its thread. All
1999.10.18. - ES0
MAN Diesel
Page 1 (4) Application of Hydraulic Tools Edition 05H
L27/38

Shut-off cooling water See page 2-4
Shut-off fuel oil
Application of hydraulic tools.
Starting position
Related procedure

08028-0D/H5250/94.08.12
Working time : hours Plate no Item no Qty/

Capacity : men
Data

01.32 - ES0
MAN Diesel
Edition 05H Application of Hydraulic Tools Page 2 (4)
L27/38
This working card gives the information for applica-

tion of hydraulic tools, to be used in connection with
working card 520-01.05.
Fig 1 Contra weight.
08028-0D/H5250/94.08.12
Fig 2 Cross bolt and tierod.
01.32 - ES0
MAN Diesel
Page 3 (4) Application of Hydraulic Tools Edition 05H
L27/38
Fig 3 Cylinder head.

08028-0D/H5250/94.08.12
Fig 4 After main bearing.
01.32 - ES0
MAN Diesel
Edition 05H Application of Hydraulic Tools Page 4 (4)
L27/38
Fig 5 Connection rod.

08028-0D/H5250/94.08.12
01.32 - ES0
MAN Diesel & Turbo
Work Card 520-01.07
Page 1 (4) Hand Lever Pump
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38

Shut off fuel oil
Short Description
Application of hydraulic tools.
Related Procedure

Number : -
Data
2008.08.25. -ES0
MAN Diesel & Turbo
520-01.07 Work Card
Hand Lever Pump Page 2 (4)
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38

Description Turn the carrying handle with counter-clockwise
rotation out of his fixing. Then turn it into the hand
Warning: lever of the pump against the stopping face.
The hand lever pump is not equipped with a pres-
sure relief valve. Attention:
Never use the pump without a mounted manome- If the carrying handle is not srewed-in into the hand
ter. Always pay attention to the given pressure of lever, it can cause injuries while using the pump.
the connected pressure consumers. Do never Open the oil filler cap and check the oil level. If nec-
exceed this pressure or the max. pressure of the cessary, fill up the tank with hydraulic oil according
hand lever pump. to IS0 VG 32. Never overfill the tank. Close the oil
Important: filler cap.
Except for hydraulic oil, never use different liquids Open the tank breather with the square wrench
such as petrol, water, diesel oil, alcohol or brake liq- (included in the scope of supply) by about one turn.
uid, since these can lead to damages or even to Now loosen the breather screw at the pump on the
destruction of the pump and/or the parts connected left side on the pump housing with an allen key SW
with it. Choose a place of assembling and operation 2,5 by about one turn. Close the depressurization
where the pump can always stand safe and firm on valve tightly. Seal the nipple on the pump with a
a horizontal plain. There should always be sufficient hose and pump at the hand lever until oil flows out
space for operating the pump. of the breather screw bladder-free. Only then are
Never handle the pump lever with oiled hands and you allowed to close the breather screw. The pump
never use hand lever extensions. Never expose the is now vented and ready for operation.
pump to great heat, fire or extreme coldness, since After each operation and for the transport, close the
this leads to damages or even destruction. Protect tank breather in order to avoid the hydraulic oil’s
the pump from falling objects and avoid hard blows running out.
or pushes.
Attention - Danger to life Pressurization
Check the manometer of the pump for the needed
▪ Open the tank breather with the square wrench
hydraulic pressure, given by an authorized person,
approx. one turn.
not to be exceeded. Make sure that the pressure
you want to generate is also admissible for all con- Remark:
nection parts. The pump is only to be operated with open tank
breather.
All pressure connections and connecting elements
have to be clean and undamaged. High-pressure ▪ Close the depressurization valve at the pump
connections from the pump to the tools have to be when turning clockwise by handoperation.
established correctly prior to any pressurization. Remark:
Disregard leads to danger to life. Please see work- The depressurization valve is designed for manual
ing card 520-01.06. operation. The use of any tools at the depressuriza-
Attention - Danger on injuries tion valve could cause damages of the valve or the
Loads being lifted by the pump may never be held valve seat.
by the pump valves alone. Use additional non- ▪ Pump at the hand lever until the wanted pres-
return valves or safety relief valves and secure the sure is achieved. Check the pressurization at
load by sufficient support against falling. the manometer and take care of possible leak-
ages.
Initial Start-up and Venting Remark:
In general and venting The pump works with two stages. The change from
the first stage to the second stage happens auto-
Please make sure that all parts of the pump, espe-
matical at a system pressure of about 30 bar.
cially the manometer and the pressure port, are in a
perfect condition. Defect parts are to be exchanged
against new ones immediately.
2008.08.25. -ES0
MAN Diesel & Turbo
Work Card 520-01.07
Page 3 (4) Hand Lever Pump
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38

Attention: Analysis and Correction of Malfunction
The pump is not equipped with an internal pressure
relief valve. The use of a manometer and the control Correction of malfunctions
of the system pressure during pressurization is In case of malfunctions at the pump, the following
indispensable. points are to help you with the analysis of the prob-
lem and correcting it yourself.
Attention: For this, uncouple or unscrew all consumer and
Do not stand directly over the moving line of the high-pressure hoses from the pump.
pump lever. Under arising circumstances the lever
can “hit back”. To avoid accidents stand sideways Malfunction Correction
the pump. No pressurization 1. Check the oil level and, if
Attention - High-pressure hydraulic necessary, fill it up as descri-
On principle, tihen leakages occur during the pres- bed in chapter maintenance
surization, immediately release the hydraulic pres- and storage.
sure and seal the leakage or renew defect parts. 2. Close depressurization
valve.
Depressurization 3. Visual inspection whether
there are leakages. If so, seal
▪ Open the depressurization valve slowly by a them.
turn to the left.
4. Vent the pump as descri-
▪ Make sure that the hydraulic pressure at the bed in chapter initial start-up
manometer has been completely released. and venting.
Consider the returning time of the hydraulic oil.
Insufficient pressurization 1. Check the oil level and, if
(prior to any corrections, necessary, fill it up, as
Adjustment of change-over pressure from
open de-pressurization valve described in chapter main-
stage 1 to stage 2 and release hydraulic pres- teance and storage.
sure completely) 2. Close depressurization
In exeptional case, it can be useful to adjust the
change-over pressure from stage 1 to stage 2 (fac- valve.
tory adjusted at approx. 30 bar). 3. Visual inspection whether
ther are leakages. If so, seal
Below of the pressure relief valve is an adjusting
them.
screw with inner hexagon (wrench size 10 mm).
Turning out counter-clockwisely the adjusting screw 4. Vent the pump as descri-
minimizes the change-over pressure, turning in bed in chapter initial start-up
clockwise maximizes the change-over pressure. and venting.
Attention: Pressure drop 1. Visual inspection whether

Inside of the adjusting screw is another grub screw (prior to any corrections, there are leakages. If so, seal
with inner hexagon (wrench size 4 mm) to limit the open de-pressurization valve them.
stroke of the change-over piston inside of the pump and release hydraulic pres- 2. Close depressurization
block. It is absolutely necessary, to screw out the sure completely) valve.
grub screw approx. 2 times before turning the If the problem cannot be solved, please contact MAN Die-
adjusting screw! sel & Turbo
The regulation of the adjusting screw follows gradu-
ally in approx. 10° - steps. After everv adjusting
step the grub screw is to screw in until it fits closely Pressure Port
and approx. a l/4 turn to loosen. The pressure port of the pump is produced accord-
Check by carefully pumping if the change-over ing to our customers’ wishes. In addition, there is a
pressure wanted has been reached. If necessary, variety of possibilities to connect the pump with one
repeat the procedure as described above. or more pressure consumers.
2008.08.25. -ES0
MAN Diesel & Turbo
520-01.07 Work Card
Hand Lever Pump Page 4 (4)
Edition 01
L16/24, L23/30H, V28/32S, L21/31, L27/38

Attention - Danger to life
Prior to the pump’ s start-up please make sure that,
no matter which pressure port you chose, all con-
nection elements are in a perfect condition. Con-
vince yourself of the fact that these are correctly
connected and suitable for the necessary pressure.
Attention - High-pressure hydraulic
On principle, when leakages occur during the pres-
surization, immediately release the hydraulic pres-
sure and seal the leakane or renew defect parts.
Maintenance and Storage

The pump should be lubricated frequently at the
movable parts. Protect it from contamination
because dirt in the oil or in the pressure port can
lead to the pump’ s failure. A dry storage avoids the
steel parts’ getting rusty.
The storage and transport of the pump should
always be done in a horizontal position. Thus, you
avoid a possibly necessary venting of the pump
during its start-up.
For checking the oil level, please open the depres-
surization valve and let the oil completely flow back
into the tank. Open the oil filler cap and fill up
hydraulic oil according to IS0 VG 32, if neccessary.
Do not overcharge the tank. Close the oil filler cap.
The use of the pump in a dirty area requires a regu-
lar oil change. Fill the pump with clean hydraulic oil
and lubricate all moving parts (hinges) regulary.
2008.08.25. -ES0
MAN Diesel & turbo
Plate
Page 1 (9) Standard Tools for Normal Maintenance 52000-12
L27/38
Supply per Ship

Name Sketch Plate Item no Remarks
Working Spare
Valve spring tightening 1 52000 014

device
Lifting tool for cylinder 1 52000 038

unit
Removing device for 1 52000 021

flame ring
Guide bush for piston 1 52000 045
11.38 - ES1 - Tier II

MAN Diesel & Turbo
52000-12 Standard Tools for Normal Maintenance Plate

Page 2 (9)
L27/38
Supply per Ship

Working Spare
Fit and removal device 1 52000 069

for conn. rod bearing,
incl. eye screws (2 pcs)
Lifting device for cylin- 1 52000 082

der liner
Lifting device for piston 1 52000 104

and connecting rod
Piston ring opener 1 52000 190
11.38 - ES1 - Tier II

MAN Diesel & turbo
Plate
L27/38
Supply per Ship

Working Spare
Supporting device for ø316 1 52000 212

connecting rod and
piston in the cylinder
liner, incl fork 1 52000 221
153
221
Feeler gauge 1 52000 010
Socket wrench 311 1 52000 652

218
Socket wrench and 1 52000 664

482.5
torque spanner 1 52000 676
Dismantling tool for 1 52000 035

main bearing upper
shell
11.38 - ES1 - Tier II

MAN Diesel & Turbo

Page 4 (9)
L27/38
Supply per Ship

Working Spare
444.5
Tool for fixing of marine 1 52000 060
head for counterweight
83.5
Eye screw for lifting 1 52000 036
Container complete 1 51205 318

for water washing of
compressor side
Blowgun for dry clea- 1 51210 136

ning of turbocharger
11.38 - ES1 - Tier II

MAN Diesel & turbo
Plate
L27/38
Supply per Ship

Working Spare
Broad chissel 1 52000 473
Cleaning tool for fuel 1 52000 013

injector
Pressure testing tool 050 1 52000 050

051
052
Clamping bracket for fuel
injector 1 52000 051
Clamping bracket for fuel

053
injection pump 1 52000 052
054
Fuel pipe 1 52000 053
Fuel pipe 1 52000 054
200
Grinding device for 1 52000 074

nozzle seat
Grinding paper 747 1 52000 747
Plier 1 52000 759

637
759
Loctite 1 52000 760

760
Loctite
11.38 - ES1 - Tier II

MAN Diesel & Turbo

Page 6 (9)
L27/38
Supply per Ship

Working Spare
Extractor device for 1 52000 407

injector valve
Eye screw for lifting 1 52000 032
Combination spanner, 1 52000 772

36 mm
Crow foot, 36 mm 1 52000 784
Pressure pump, com- 1 52000 011

plete
11.38 - ES1 - Tier II

MAN Diesel & turbo
Plate
L27/38
Supply per Ship

Working Spare
Hydraulic tools com- 52000 806

plete consisting of the
following 3 boxes:
059 118 633

Hydraulic tools box 1+2 52000 633
consisting of:
Pressure part, long 4 52000 059

M39 x 2
Pressure part, short 2 52000 072

M39 x 2
Tension screw 4 52000 118

M39 x 2
Hydraulic tightening 4 52000 263

cylinder M39 x 2
263 072
11.38 - ES1 - Tier II

MAN Diesel & Turbo

Page 8 (9)
L27/38
Supply per Ship

Working Spare
w) Hydraulic tools box 3 143 383 167 358 180/202 52000 581
consisting of:
Pressure part 2 52000 096

M24/27 x 2 581
Tension screw 2 52000 131

M24/27 x 2 096
Distribution piece, cylin- 1 52000 143

der head 371
Distribution piece, main 131 1 52000 167

bearing
246
Hose with unions for 4 52000 180
cylinder head
Hose with unions for 1 52000 202

connecting of oil pump
and distributing block
Spare parts for hydrau- 275 287 556 334 226 1 52000 226
lic tool M39 x 2 238
251
322
Spare parts for hydrau- 1 52000 238
lic tool M36 x 2

lic tool M30 x 2

lic tool M24 x 2

cylinder M24/27 x 2

cylinder M36 x 2

cylinder M30 x 2
11.38 - ES1 - Tier II

MAN Diesel & turbo
Plate
L27/38
Supply per Ship

Working Spare
Angle piece 2 52000 358

Tommy bar 1 52000 334
Tommy bar 1 52000 556

M36 x 2

M30 x 2
11.38 - ES1 - Tier II

MAN Diesel & Turbo
Plate
Page 1 (10) Additional tools 52002-06
L27/38
Supply per Ship

Working Spare
Fit and removal device 1 52000 069

for conn. rod bearing,
incl. eye screws (2 pcs)
Lifting device for cylin- 1 52000 082

der liner
Lifting device for piston 1 52000 104

and connecting rod
Plier for piston pin lock 1 52000 759

ring
11.38 - ES1 - Tier II

MAN Diesel & Turbo
52002-06 Additional tools Plate

Page 2 (10)
L27/38
Supply per Ship

Working Spare
Piston ring opener 1 52000 190
ø316
Supporting device for 1 52000 212

153
connecting rod and

piston in the cylinder
liner, incl. fork 1 52000 221
221
Dismantling tool for 1 52000 035

main bearing upper
shell
Tool for fixing of marine 1 52000 060

head for counterweight
Eye screw for lifting of 1 52000 036

charge air cooler
11.38 - ES1 - Tier II

MAN Diesel & Turbo
Plate
L27/38
Supply per Ship

Working Spare
Eye screw for lifting lub- 1 52000 032

ricating oil cooler
Grinding tool for cylin- 1 52002 126

der head/liner
Max. pressure indicator 1 52002 138
appr. 87
Handle for indicator 1 52002 498
valve
appr. 230
Testing mandrel for 1 52002 151

piston ring grooves,
6.43 mm
Testing mandrel for 1 52002 163

piston ring grooves,
8.43 mm
11.38 - ES1 - Tier II

MAN Diesel & Turbo

Page 4 (10)
L27/38
Supply per Ship

Working Spare
Crankshaft alignment, 1 52002 067

gauge (autolog)
1 52002 508
Mandrel for lubricating
oil cooler
Fitting device for lubri- 1 52002 521

cating oil cooler
Resetting device for 1 52002 092

hydraulic cylinder
11.38 - ES1 - Tier II

MAN Diesel & Turbo
Plate
L27/38
Supply per Ship

Working Spare
Measuring device 2 52002 533
Lifting straps for main 1 52002 545

bearing cap
Lifting handle for main 1 52002 557

bearing cap
Fit and removing de- 1 52002 569

vice for connecting rod
bearing
11.38 - ES1 - Tier II

MAN Diesel & Turbo

Page 6 (10)
L27/38
Supply per Ship

Working Spare
Support for connecting 1 52002 570

rod
Turning device for cylin- 1 52002 114

der unit
Grinding machine 1 52002 199

for valve seat rings
Mandrel 1 52002 209
Cutting tool 1 52002 210

209
Carbide cutting insert 1 52002 211
210 211
Wooden box
L x B x H = 450 x 380 x 190 mm
11.38 - ES1 - Tier II

MAN Diesel & Turbo
Plate
L27/38
Supply per Ship

Working Spare
Grinding machine 1 52002 222

for valve seat rings
Stone 1 52002 234
Guide 1 52002 246

234
246
Fit and removing device 1 52002 258

for valve guides
Touching bow for inlet 1 52002 582

valve
Touching bow for 1 52002 594

exhaust valve
11.38 - ES1 - Tier II

MAN Diesel & Turbo

Page 8 (10)
L27/38
Supply per Ship

Working Spare
Fitting device for valve 1 52002 295

seat rings
Plate 1 52002 317

(used with item 329)
Extractor for valve seat 1 52002 329

rings
Fit and removing device 1 52002 342

for fuel injection pump
11.38 - ES1 - Tier II

MAN Diesel & Turbo
Plate
L27/38
Supply per Ship

Working Spare
Setting device for 1 52002 366

fuel injection pump
Cleaning needles for fuel

injector (5 pcs) 1 52002 378
Fit and removing de-

vice for cooler insert 1 52002 401
Micrometer screw 1 52002 425
Closing cover (TCR20) 1 52002 486

(standard with only one
propulsion engine)
11.38 - ES1 - Tier II

MAN Diesel & Turbo

Page 10 (10)
L27/38
Supply per Ship

Working Spare
Closing cover (TCR18) 1 52002 450

(standard with only one
propulsion engine)
Lifting tool for cylinder 1 52002 474

unit (low dismantling
height)
Assembly device for 1 52002 689

sealing ring, complete
Assembly cone 1 52002 690
Expanding sleeve 1 52002 700

690 700
Assembly cone 712 724 1 52002 712
Sizing sleeve 1 52002 724
11.38 - ES1 - Tier II

MAN Diesel & Turbo
Plate
Page 1 (2) Hand Tools 52004-02
L16/24
L21/31, L27/38
Socket spanner set

019 Designation Size [mm]
Rachet
Extension 125
Extension 250
Universal
Socket - double hexagon 10
Socket for internal hexagon 5
Socket - screwdriver 1.6 x 10
Socket - cross head screw 2
Socket - cross head screw 3
Item Size [mm] Socket - cross head screw 4
331 7
343 8
355 Hexagon key Combination spanner
10
367 12
379 14 Item Size [mm]
380 17 032 10
392 19 044 12
056 13 139
068 14
223 16
081 17
235 18
093 19
103 22
140 272 115 24
284 127 30
296
152
164 176 188 247 259 260
24 mm 30 mm 36 mm 8 mm 10 mm 12 mm
11.01 - ES0
MAN Diesel & Turbo
Plate
52004-02 Hand Tools Page 2 (2)
L16/24
L21/31, L27/38
Item Item
019 1/E Set of tools Topnøglesæt 260 1/E Bit, hexagon socket Unbrakotop, str 12 0
screw, square drive
032 1/E Combination spanner, Ring-gaffelnøgle,
10 mm 10 mm 272 1/E Torque spanner, Momentnøgle, 0
20-120 Nm - 1/2" 20-120 Nm - 1/2"
40-200 Nm - 1/2" 40-200 Nm - 1/2"
30-320 Nm - 1/2" 30-320 Nm - 1/2"
14 mm 14 mm 331 1/E Hexagon key 7 mm Unbrakonøgle 7 mm 0
081 1/E Combination spanner, Ring-gaffelnøgle, 343 1/E Hexagon key 8 mm Unbrakonøgle 8 mm 0
17 mm 17 mm
355 1/E Hexagon key 10 mm Unbrakonøgle 10 mm 0
103 1/E Combination spanner, Ring-gaffelnøgle, 379 1/E Hexagon key 14 mm Unbrakonøgle 14 mm 0
22 mm 22 mm
380 1/E Hexagon key 17 mm Unbrakonøgle 17 mm 0

30 mm 30 mm
139 1/E Tee handle 1/2" square T-greb 1/2"

drive
140 1/E Ratchet, 20 mm Skralde, 20 mm
152 1/E Extension bar Forlænger
164 1/E Socket spanner, squa- Top, str 24

re drive, size 24
176 1/E Socket spanner, squa- Top, str 30

re drive, size 30
188 1/E Socket spanner, squa- Top str 36

re drive, size 36

16 mm 16 mm

18 mm 18 mm
247 1/E Bit, hexagon socket Unbrakotop, str 8

screw, square drive
259 1/E Bit, hexagon socket Unbrakotop, str 10

screw, square drive
* = Only available as part of a spare parts kit / * = Kun tilgængelig som en del af et reservedelssæt /
not avail separately ikke tilgængelig alene
11.01 - ES0
Operating manual
Test rig GXO-G010a / GXO-G011a

Technical Operating manual
documentation for test rig
GXO-D001 GXO-G010a / GXO-G011a
Die Betriebsanleitung ist zur Vermeidung von Störungen oder Schäden beim Betrieb zu beachten und daher
vom Betreiber dem jeweiligen Wartungs- und Bedienungspersonal zur Verfügung zu stellen. Außerhalb dieses
Verwendungszwecks darf die Betriebsanleitung ohne unsere vorherige Zustimmung nicht benutzt, vervielfältigt
oder Dritten sonstwie zugänglich gemacht werden.
Änderungen bleiben vorbehalten
The owner should make this operating manual available to maintenance and operating staff who should follow
the instructions it contains to prevent malfunctions or damage during operation. Other than for this purpose, the
operating manual may not be reproduced, used or disclosed to third parties by any other means without our
prior consent.
Subject to alterations and amendments
Änderungsdienst/Amendments service!
Falls Sie in den Änderungsdienst von L'Orange aufgenommen werden möchten, können Sie
uns das mit einer Postkarte an untenstehende Adresse mit folgenden Angaben mitteilen:
If you would like to be included in the L'Orange amendments service, send a postcard to the
address below including the following details:
Name / Name Betriebsanleitung für GXO-G010a / -G011a

Firma / Company
Straße / Street GXO-D001
Postfach / PO Box Operating manual for GXO-G010a / -G011a
PLZ / Postcode / Zip code
Ort / City GXO-D001/E
Land / Country
Betriebsanleitungs-Nr. / Operating manual No.
© 2007
L'Orange GmbH
Abteilung KVAM
Postfach 40 05 40
70405 Stuttgart
Germany
Contents
Section Page
1 Structure of the test rig (exterior) .....................................................................................................1
2 Structure of test rig (interior) ............................................................................................................2
3 Handling the test rig.........................................................................................................................5
4 Maintenance ....................................................................................................................................6
5 General safety instructions ..............................................................................................................7
5.1 Use in accordance with purpose.............................................................................................7
5.2 Handling the system ...............................................................................................................7
5.2.1 Hazards in handling the test rig ..........................................................................................7
5.2.2 Safety measures in normal operation .................................................................................7
5.2.3 Hazards from electrical energy ...........................................................................................7
5.2.4 Hazards from hydraulic energy...........................................................................................8
5.2.5 Servicing – Maintenance – Troubleshooting.......................................................................8
5.2.6 Organizational measures....................................................................................................8
5.3 Staff ........................................................................................................................................9
5.3.1 Notes relating to staff..........................................................................................................9
5.3.2 Outside normal operation ...................................................................................................9
5.4 General operating instructions................................................................................................9
5.4.1 How to behave....................................................................................................................9
5.4.2 Rules for operation .............................................................................................................9
6 Commissioning ..............................................................................................................................10
6.1 Transport ..............................................................................................................................10
6.2 Setting up .............................................................................................................................12
6.2.1 General information ..........................................................................................................12
6.2.2 Bench-top mounting (GXO-G011a) ..................................................................................12
6.2.3 Floor mounting (GXO-G010a) ..........................................................................................14
6.3 Commissioning the hydraulic system ...................................................................................16
6.4 Commissioning the electrical system....................................................................................17
6.5 Preparations for commissioning the test rig..........................................................................18
7 Technical data ...............................................................................................................................22
7.1 GXO-G010a (floor-mounted system)....................................................................................22
7.2 GXO-G011a (bench-top system) ..........................................................................................22
8 Parts list and exploded drawing.....................................................................................................23
1 Structure of the test rig (exterior)
Item Part Item Part Item Part

1.4 Selector switch for mode 5 Relief valve 17.3 Plexiglass tube
(sight glass)
3 Pressure gauge 15.1 Cover 17.6 Extraction
(pressure display bar/psi) (tray) (spray container)
4 Hand lever 15.2 Knurled screw 17.9 Oil collector
(hand pump) (to fix cover in position)
a Rotary receiver d Release lever f Oil sight glass

(pump/valve) (rotating mechanism)
b Height adjustment e Storage compartments g Switch
(extraction)
c Socket
(test line)
Editor Ruf (TEDO) Status as at: 00 Page 1

www.lorange.de
2 Structure of test rig (interior)

1 Booster 4 Hand pump 15.4 Mesh filter
a Rotary receiver (pump/valve) b Test oil reservoir c Oil sight glass

www.lorange.de

6 Tube 9 Tube 13b Hose
Pump – booster Booster – pressure gauge Oil container – pump
7 Tube 13a Hose 13c Hose
Booster – test line connection Relief valve – test oil reservoir Booster – test oil reservoir
8 Tube
Booster – relief valve

www.lorange.de
The test rig was developed for checking leaks, pressure-testing injection, measuring the
pressure drop of injection valves and for assembling/dismantling all L'O devices for medium-
speed large diesel engines.
There are two versions: GXO-G010a has a base for mounting directly to the floor, whilst
GXO-G011a is intended to be fitted to a bench. Both devices have identical functions and
operation.
GXO-G010a GXO-G011a
The test rig has a safety valve (integrated in the booster) which opens at 900 bar!

www.lorange.de
3 Handling the test rig
This operating manual applies primarily to the professional assembly/dismantling of L'O

devices, in particular injection pumps and injection valves. The instructions below must be
followed.
• In the event of malfunctions, the test rig must be professionally examined and repaired
with the utmost care by specialist staff. We therefore recommend that you make use of
the fitter service set up by L'Orange or take the test rig to a L'Orange customer service
center.
• L'Orange is unable to accept any liability for any damage caused by independent
assembly or repair work performed on the test rig.
• In the event of special circumstances requiring immediate work on the test rig, proceed in
accordance with the instructions in Assembly Instruction GXO-D002.
• The components of hand pump GCO-G005d are precision-engineered to match and can
consequently only be replaced as an entire unit (paired).
• Repair work may only be performed using the tools intended for the purpose.
• The test rig serves solely for testing, assembling and dismantling components up to a
maximum weight of 120 kg. All components are to be professionally attached to the
receiver and secured against rotation using the locator angle and screws.
• All locator angles for the preceding type (GUO, GXO) will fit the new test rigs without
modification.
• The function test (pressure drop time, opening pressure, leak test) of injection valves is
meaningful only up to a needle diameter of Ø 12 mm (e.g. VVO, VWM). The function test
on larger injection valves should be performed on test rig GXO-G004.

www.lorange.de
4 Maintenance
The test rig is largely maintenance-free. Moving parts are subject to natural wear which
experience shows is very limited. However, the wear characteristics of the components
depend largely on the test rig being handled and cared for properly. To ensure smooth
operation of the test rig in the long term, please note and comply with the following care and
maintenance instructions.
• Clean the outside of the test rig after every use.
• Subject all components to a visual inspection once a month – damaged or worn

components should be replaced by specialist staff if required.
• All electrical components should be inspected for damage once a month. Likewise check
monthly that plug connections are tight – damaged components should be replaced by
specialist staff if required.
• Check all hydraulic lines and components once a month for pressure loss and damage.
The lines must be located firmly in their screwed connections to prevent them coming
loose – damaged components should be replaced by specialist staff if required.
• Check six-monthly that mechanical components have not come loose and are tight – if
required, components should be adjusted and tightened up.
• Check once a month that safety devices are working properly.
• All moving parts on the device should be greased. The locking bolt and sliding bar on the
spray container should also be oiled occasionally.
• Check the oil collector daily. Empty the collector if necessary. Used oil must be disposed
of properly and may not, under any circumstances, be reused.

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5 General safety instructions
5.1 Use in accordance with purpose
The test rig is solely for assembling/dismantling injection pumps which do not exceed a total
maximum weight of 120 kg (injection pump incl. valve) and for testing injection valves up to
size "VVO".
The owner of the system is responsible for those setting up, operating or maintaining the
device and for third parties following the safety precautions outlined in this operating manual.
L'Orange hereby refuses to accept any liability for damage to those operating or setting up
the device, to maintenance staff, to the company and/or to other third parties if the system is
used in any way not covered by "use in accordance with purpose", unless L'Orange causes
such damage deliberately or as a result of gross negligence.
5.2 Handling the system
5.2.1 Hazards in handling the test rig
The test rig is built in accordance with the state of the art and satisfies recognized safety
regulations. Nevertheless, its use can still present a hazard to the life and limb of the user or
of third parties, as well as damage to the system or to other material resources. The system
should therefore only be used in accordance with purpose and when it is in a perfectly safe
condition. Faults which may impair safety should be eliminated immediately and avoided
during operation.
5.2.2 Safety measures in normal operation
Operate the test rig only if all the safety devices are fully functional. Check the system for
externally visible damage and always check that the safety devices are working before
starting operation.
Before assembling, dismantling or modifying any circuit:

switch off the power supply and depressurize the test rig.
Follow the general safety instructions of DIN 58126 and VDE 0100.
5.2.3 Hazards from electrical energy
Once maintenance work is complete, check that the safety devices are working properly.
Only a professional trained electrician or electronics engineer may perform any work on the
electrical supply.

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5.2.4 Hazards from hydraulic energy
Keep away from the spray jet during the function test (pressure build-up) – risk of blood
poisoning!
Observed the permitted opening pressure for the injection valve in question (see catalogue
sheet).
5.2.5 Servicing – Maintenance – Troubleshooting
During the warranty period, servicing and maintenance work will be performed within the
scope of the maintenance contract. Make sure that the specified setting and servicing work is
performed at the prescribed intervals. Secure the hydraulic and electrical systems from being
switched on unintentionally.
The test rig must be disconnected from the power supply and depressurized for all
maintenance, servicing and repair work. Check that all screwed connections undone in the
course of maintenance, servicing and repair work are firm.
5.2.6 Organizational measures
All safety devices provided are to be checked regularly.

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5.3 Staff
5.3.1 Notes relating to staff
• The test rig may only be operated by persons who have received instruction. This applies
to both operation and the safety devices of the test rig.
• Wear safety footwear when working on the test rig.
• Wear oil-resistant clothing.
• Wear safety glasses.
• Wear oil-resistant gloves and clothing.
• Avoid several people working on maintenance and set-up tasks at the same time.
• Naked flames and smoking are forbidden within a radius of 5 m of the test rig!
5.3.2 Outside normal operation
Activities involved in maintaining, servicing or repairing the system may be performed only by
people with adequate specialist qualifications.
5.4 General operating instructions
The test rig demands some rules of operation which must be complied with. If these rules are
ignored, it is possible for faults to arise in the testing process and hazards to physical health
cannot be ruled out. You are strongly advised to follow the rules below.
5.4.1 How to behave
• Naked flames and smoking are absolutely prohibited at the test rig and within a radius of
5 m.
• It is prohibited to reach into the spray container (plexiglass tube) during the testing
process.
• Stations should be made safe by mechanical means in the event of relatively large groups
of spectators.
• It is prohibited to pull out any live cable connection.
• Water of any kind is to be kept away from the system.
• Test lines should be carefully examined for cracks or leaks before each use.
5.4.2 Rules for operation
• The test rig may only be operated by people who have received instruction.
• Operation should be in accordance with the operating manual.
• Prevent unsupervised operation of any equipment.

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6 Commissioning
6.1 Transport
When the test rig is delivered, ensure that it is only transported using suitable transportation
equipment. The GXO-G010a weighs approx. 150 kg and the GXO-G011a approx. 75 kg.
The routes to be taken should be cleared for transport and be accessible for the
transportation equipment. If appropriate, put up warning signs or barrier tape.
Take care when opening the transport box, preventing extra components like the test oil
supplied from falling out. Once the transport box is open and any additional components
have been removed, the test rig can be removed and taken to its final location.
Please check that all screwed connections are tight. Vibration during transport may have
caused them to come loose. The test rig may not be gripped by its feet and certainly not
under the feet – increased risk of crushing or trapping.

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State in which GXO-G010a delivered
Canister [b] containing the test oil is in the

base of the test rig.
The lever for the pump is enclosed with the

delivery and needs to be fitted for com-
missioning [a].
State in which GXO-G011a delivered
The lever for the pump is enclosed with the

delivery and needs to be fitted for com-
missioning [a].

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6.2 Setting up
6.2.1 General information
The test rig should be screwed to the floor (GXO-G010a) or bench (GXO-G011a) at its
intended location. In addition, the workbench should likewise be affixed to the floor to prevent
tipping over. A loadbearing/solid floor is a prerequisite for smooth assembly and operation.
An appropriate gap should be planned between the test rig and the wall.
Keep dust and dirt away from the test rig (cover).
6.2.2 Bench-top mounting (GXO-G011a)
• Remove screw [15.2].
• Remove cover [15.1].
• Fit dismantling aid [a] and hold the body

[15] steady using a crane.
• Undo and remove screws [b].
• Carefully lift body [15] using the crane

and place it aside.

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• The baseplate [a] is now in front of you

ready for assembly.
• Transfer the bores in the baseplate as

shown in the sketch to the workbench
and drill into the worktop using a
Ø 12 mm bit.
Line A represents the edge of the bench!
• Screw the baseplate firmly to the bench

using M10 screws (length depending on
the thickness of the workbench). The
screws must be pushed in from above
and tightened up from underneath with
washers and a nut.
• Put body [15] on the baseplate and

attach with screws [b].

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6.2.3 Floor mounting (GXO-G010a)
• Remove screw [15.2].
• Remove cover [15.1].
• Align the test rig and transfer the bore

positions for baseplate [1] to the floor.

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• Fit dismantling aid [a].
• Carefully lift subframe [20] using a crane

and place it aside.
• Drill holes in the floor.
• Use the crane to return subframe [20] to

its assembly position.
• Remove the dismantling aid [a].
• Depending on the substrate, attach the

baseplate of the test rig with four screws
[a].

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6.3 Commissioning the hydraulic system
The owner commissions the rig independently. The procedure required to do so is described
below. A prerequisite is that the test rig is already firmly screwed as described in the previous
section.
• Remove transport sealing plug [a].
• Fit filter [15.4].
• Pour Fuchs Renotest test oil into the test

oil reservoir to at least oil sight glass [a]
(capacity approx. 3.5 liters).

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• Fit cover [15.1] and fix in position with

screw [15.2].
• Pump lever [4] until test oil escapes from

connection [a] without bubbles.
6.4 Commissioning the electrical system
• Connect the cable for non-heating

appliances supplied to socket [a] and
supply with electrical power.
Extraction operates at a voltage of 230 V

and cannot be switched to 110 V!
The fitted plug can be changed if

required, but this should be done only by
a qualified specialist. The connection for
this must be fused at a rating to suit the
consumers. To prevent problems in oper-
ation, we strongly recommend separate
fuse protection for the test rig.

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6.5 Preparations for commissioning the test rig
If rotary receiver [1] needs to be swivelled, follow the instructions below.
• 360° rotation
The swivel restriction can be released

using release lever [b]. If the lever is
moved to the right and held there, rotary
receiver [a] can be turned through 360°.
Warning, risk of injury!

The valve can rotate in an uncontrolled
manner once the swivel restriction is
released.
• 12.5° rotation
If lever [b] is moved only briefly to the

right and then returned to the left-hand
position, rotary receiver [a] can be turned
through 12.5°.

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Make the following preparations every time you use the test rig.
• Follow the safety instructions!
• Only staff who have received instruction

may operate the test rig.
• The test rig must be depressurized com-

pletely using relief valve [5].

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• Use height adjuster [c] to move the spray

container right to the bottom and secure
the lever in the lowest latching position
[b].
• Fit valve receiver on rotary receiver [a].
• Fit valve in receiver.

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• Connect the injection valve to connector

[a] of the test rig using the corresponding
test line. Tighten screwed connections
firmly!
• Use height adjuster [b] to move the spray

container upwards until the injection
nozzle of the valve is inside the plexi-
glass tube. Secure the lever in one of the
latching positions!
• Switch on extraction.
• You can now select operating mode.

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7 Technical data
7.1 GXO-G010a (floor-mounted system)
Purpose: medium-speed diesel engines

Weight: GXO-G010a = 146 kg
Dimensions: height: 1130 mm
width: 440 mm excl. spray container
width: 670 mm incl. spray container
depth: 510 mm excl. spray container
depth: 560 mm incl. spray container
Piston diameter: 8 mm
Safety valve: opening pressure = 900 bar
Pressure gauge: display up to 1000 bar / 14400 psi
Test oil: Fuchs Renotest LO
Test oil viscosity: 4.5 cSt/40°C
Test oil reservoir: approx. 3.5 liters
Test oil line: connecting thread 24 x 1.5
Maximum load: 120 kg (receiver)
7.2 GXO-G011a (bench-top system)
Purpose: medium-speed diesel engines

Weight: GXO-G011a = 71 kg
Dimensions: height: 330 mm excl. spray container
height: 1120 mm incl. spray container
width: 440 mm excl. spray container
width: 670 mm incl. spray container
depth: 510 mm excl. spray container
depth: 560 mm incl. spray container
Piston diameter: 8 mm
Safety valve: opening pressure = 900 bar
Pressure gauge: display up to 1000 bar / 14400 psi
Test oil: Fuchs Renotest LO
Test oil viscosity: 4.5 cSt/40°C
Test oil reservoir: approx. 3.5 liters
Test oil line: connecting thread 24 x 1.5
Maximum load: 120 kg (receiver)

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8 Parts list and exploded drawing
GXO-G011a GXO-G010a
Weight Weight
Item Pcs. Part L'O-No. g
Item Pcs. Part L'O-No. g
Test rig GXO-G011a (replacement for all GUO-G...) 71000 15,2 Screw D464-M8x16 10
1 Booster, compl. GXO-U058 13500 15,3 Perforated plate GXO-T133 700
1,1 Booster GXO-U056 12000 15,4 Filter screw GCO-T065 60
1,2 4 Connection piece GXO-T173 30 15,5 Mesh filter FSH-1 5
1,3 2 Screw D912-M10x40-12.9 35 17 Spray container GXO-U065 7150
1,4 Valve actuator GXO-U057 1350 17,1 Cover GXO-U067 1100
3 Gauge FMA-160.1000AH 1100 17,2 Perforated plate GXO-T159 700

4 Hand pump Ø8 GCO-G005d 2700 17,3 Plexiglass tube GXO-T155 1350
5 Relief valve GXO-U059 350 17,5 3 Screw D7380-M8x25 15
6 Tube GXO-T126 110 17,6 Spray container GXO-U066 3900

7 Tube GXO-T127 130 17,8 Screw D7380-M8x20 12
8 Tube GXO-T128 130 17,9 Collector GUO-T041 75
9 Tube GXO-T129 125

10 9 Screw D7380-M6x20 7 Test rig GXO-G010a (replacement for all GXO-G003...) 146000
11 2 Screw D7380-M5x12 5 20 Lower section GXO-U055 57500
12 2 Screw D912-M8x60-12.9 30 20,1 4 Screw D912-M10x20-10.9 25

13 3 Hose GXO-T130 L = 1200 mm 50 20,2 Screw D7380-M8x25 15
15 Body GXO-U062 44150
15,1 Oil tray GXO-U063 2150 not specified items like GXO-G011a 06/07

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l27-38 Genset Tierii Atualizado Joel Morelli

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L27/38

Instruction Manual - Marine

Text Index Drawing No.

Engine data 500/600

Preface Description A5000

Operation of engine 501/601

Operation Description 501.01 (18)

Performance and condition 502/602

Engine performance and condition Description 502.01 (08)

Trouble shooting 503/603

Starting failures Description 503.01 (02)

Media specification 504/604

Text Index Drawing No.

Cylinder head 505/605

Cylinder head and water jacket Description 505.01 (03)

Piston/connecting rod 506/606

Piston, connecting rod and cylinder liner Description 506.01 (03H)

Text Index Drawing No.

Inspection and honing of cylinder liner Working card 506-01.35 (09)

Camshaft and camshaft drive Description 507.01 (03H)

Operating gear 508/608

Safety, control and monitoring system Description 509.01 (16)

Crankshaft and main bearings Description 510.01 (05H)

Engine frame/Oil pan 511/611

Engine frame and base frame Description 511.01 (04H)

Text Index Drawing No.

Frame with main bearings Plate 51101-19H

Turbocharger system Description 512.01 (14)

Compressed air system 513/613

Compressed air system Description 513.01 (28)

Text Index Drawing No.

Electric turning gear (3 x 480V) Plate 51325-24

Fuel oil system 514/614

Internal fuel oil system Description 514.01 (16)

Lubricating oil system 515/615

Internal lubricating oil system Description 515.01 (12)

Cooling water system 516/616

Cooling water system Description 516.01 (12)

Text Index Drawing No.

Mounting of cooling water thermostatic elements Plate 51605-14

Special equipment 517/617

Kit for renewal of piston rings Kit 51706-10

Specific plant information 519/619

Resilient mounting of generating sets Description 519.03 (08)

Function of the hydraulic tools Working card 520-01.05 (02)

Instruction Manual for:

MAN Diesel & Turbo Identification No. for Instruction Manual.

Identification No. for Description: 000 . 00

Identification No. for Working Card: 000 - 00 . 00

Identification No. for Plates: 00000 - 00 H

Section No. and Function

For ordering of spare parts, see page 500.50 / 600.50

MAN Diesel & Turbo | PrimeServ

24-hour hotline number:

(Marine engines only)

It is important that all MAN Diesel & Turbo engines

In accordance with Chapter I of the Code of Federal

Cyl. nos available : 5-6-7-8-9

Power range : 1500-2970 kW (HFO/MDO)

Speed : 720/750 rpm

Turbocharging principle : Constant pressure system and intercooling